THE DC MOTOR B HYSTER PART NO. 899769 620 SRM 145SAFETY PRECAUTIONS MAINTENANCE AND REPAIR ‘When lifting parts or assemblies, make sure that all slings, chains or cables are correctly fastened and that the load being lifted is balanced. Make sure that the crane, cables and chains have the capacity to support the weight of the load Do not lift heavy parts by hand. Use a lifting mechanism. Wear safety glasses. DISCONNECT THE BATTERY CONNECTOR before doing any ‘maintenance or repair on electric lift trucks. Disconnect the battery ground cable on internal combustion lift trucks. ‘Always use correct blocks to prevent the unit from rolling or falling. See “How To Put The Lift Truck On Blocks” in the OPERATING MANU: the PERIODIC MAINTENANCE section. Keep the unit and working area clean and in order. Use the correct tools for the job. Keep the tools clean and in good condition. Always use HYSTER APPROVED parts when making repairs. Replacement parts must meet or exceed the specifications of the original equipment manufacturer. Make sure that all nuts, bolts, snap rings and other fastening devices are removed before using force to remove parts. ‘Always fasten a DO NOT OPERATE sign to the controls of the unit when ‘making repairs or if the unit needs repairs. Make sure you follow the DANGER, WARNING and CAUTION notes in the instructions. Gasoline, Liquid Petroleum Gas (LPG), and Diesel are flammable fuels. ‘Make sure that you follow the necessary safety precautions when handling these fuels and when working on these fuel systems. Batteries generate flammable gas when they are being charged. Keep fire and sparks away from the area. Make sure the area has ventilation,CONTENTS INTRODUCTION MAGNETISM ........0000000e00 MAGNETISM AND PERMANENT MAGNETS, ELECTROMAGNETIC FIELDS ELECTROMAGNETS: ELECTROMAGNETIC INDUCTION MAGNETIC FORCE ON A CONDUCTOR BASIC MOTORS . MOTOR OPERATION COMMUTATION PRINCIPLE ... DIRECTION OF MOTOR ROTATION MOTORSPEED . MOTOR TORQUE COUNTER ELECTROMOTIVE FORCE TYPICAL MOTOR . TYPES OF MOTORS Permanent—Magnet Series Wound... Parallel or Shunt Wound ‘Compound Wound... MOTOR INSULATION CLASS STORAGE. . HANDLING .... BREAK-INOPERATION . CLEANING ... BASIC REPAIR GUIDELINES BEARINGS, SEALS AND LUBRICATION . BRUSHES AND BRUSH HOLDERS ARMATURE COMMUTATOR Description SATISFACTORY SURFACE. STREAKING AND THREADING SURFACE GROOVING ON SURFACE COPPER DRAG ON SURFACE .. OVERHEATING FIELD ASSEMBLY ......... INSPECTION CHECKLIST : CHECKING AND REPLACING MOTOR BRUSHES Inspecting Brushes INSPECT THE COMMUTATOR REPLACING BRUSHES . SEATING BRUSHES (STONING PROCEDURE) CHECK THE MOTORS FOR OPENS, GROUNDS AND SHORTS « ‘Check The Motor For Opens Check The Motor For Grounds Check The Motor For Shorts COMMUTATOR INSPECTION ©HYSTER COMPANY 1997 ew een sacaaaunse BRPRLRBBSSSSSSATSHEBESSSPOLISHING COMMUTATOR . ‘TURNING COMMUTATOR : UNDERCUTTING COMMUTATOR SLOT RAKING AND BRUSHING COMMUTATOR, This section is for the following models: This section is for the following models: All Electric Lift Trucks Before The XL Series @HYSTER COMPANY 1997 4 4 ra) PyINTRODUCTION Electric lift trucks use Direct Current (DC) motors to convert electrical energy into mechanical energy. The DC motor usually will provide long periods of service with a minimum of maintenance. The motor’s ‘commutator and brush assembly are the first two areas that generally require maintenance. This section provides extra emphasis on these two areas along with the other normal maintenance items. A brief review of the basic principles of magnetism is included to provide an understanding of DC motor operation. MAGNETISM MAGNETISM AND PERMANENT MAGNETS The space affected by a magnet is called a “field of force.” The extent of this field is determined by the strength of the magnet and can be detected by the use of a compass. It is common practice to show the field by lines which are called “lines of force.” When a compass is used as a pointer in exploring a field, it indicates that the lines have direction (leaving the north pole and retuming to the south pole). The magnetic field of a permanent magnet can be concentrated by shortening, the air gap between the north and south poles (“U” shaped or horsehoe magnet). The smaller the air gap between the poles, the greater the concentration of the lines. ‘When two magnets are placed so that the north pole of one and the south pole of the other are close together, they attract each other. If the magnets are placed with their like poles adjacent they will repel each other, These facts identify a fundamental law of magnetism —Unlike poles attract each other and like poles repel each other. Materials differ in their behavior when placed in a magnetic field. Most materials have no effect on the magnitude or direction of the field. These are called “non-magnetic” materials. Other materials (such as iron) having the property of magnifying or concentrating a field are called “magnetic” materials. ‘Magnetic lines seem to penetrate all substances and are deflected only by magnetic materials or by another magnetic field, ELECTROMAGNETIC FIELDS A magnetic field exists around a conductor carrying an electric current. The greater the current flow, the stronger the magnetic field, This field is at right angles to the conductor. These lines are concentric circles around the length of a straight conductor. The field dif- fers from a permanent magnet because there are no mag- netic poles at which the lines can enter or leave, UNLIKE POLES ATTRACT, LIKE POLES REPEL FIGURE 1. MAGNETISM AND PERMANENT MAGNETS ‘The direction of the lines around a conductor may be de termined by the use of the compass. Also if the directionof current flow is known, use the “Right Hand Rule for Determining the Direction of Lines of Force Around a Straight Conductor.” This rule is based on the Current ‘Theory which assumes that current flows from positive to negative. To apply the rule imagine grasping the con- ductor with the right hand so that the thumb extends in the direction of current flow; then the fingers will point in the direction in which the lines surround the condue- tor ‘The lines spread out as expanding circles into space. ‘The number of lines per unit area is called density. The density is greatest at the surface of the conduetor and decreases with the distance from the conductor. At a distance of 25.4 mm (1.0 inch) from the conductor there is one-half the density of force as at a distance of 12.7 mm (0.5 inch). If a current-carrying conductor is formed into a single loop all of the lines around the conductor must pass CURRENT =N CARRYING MAGNETIC FIELD ‘TWICE NUMBER, OF FORCE [AREA Se LINES PER UNIT through the inside of the loop. The lines on the outside spread out but the lines on the inside of the loop are confined and increase the density. This creates a much «greater magnetic effect with the same amount of current flow. ELECTROMAGNETS When two or more loops of wire are wound around a ‘common core the magnetic field of each tum is effected by the fields of adjacent tums. The field directly between adjacent tums of wire is neutralized. The extemal and intemal lines join to make continuous loops creating an electromagnet. The internal lines are concentrated, which creates a strong magnet having a north and south pole ‘The more tums of wire on the coil the stronger the magnetic field will be, The strength of the magnetic field also depends upon the amount of current flowing through the coil. ° 2) « DIRECTION OF CURRENT FLOW RIGHT HAND RULE,_ iP? FIGURE 2. ELECTROMAGNETIC FIELD‘The magnetic polarity of a coil may be determined by the “Right Hand Rule for COILS” if the direction of current flow is known. To apply this rule, imagine zrasping the coil with the right hand so the fingers are pointed in the direction of current flow; then the thumb will point toward the north pole of the coil FIGURE 3. ELECTROMAGNETS Some electromagnets have an iron core or armature which moves when the coil of wire is energized. The movable component has a south pole generated adjacent to the north pole of the coil because of the magnetic lines from the coil. Since iron is a better conductor of magnetic lines than air, the lines enter the movable component and retum through air to the pole at the opposite end of the coil. The magnetic attraction pulls the movable component towards the coil when current flows. This type of electromagnet is often called a “Solenoid. ELECTROMAGNETIC INDUCTION ‘The principle of electromagnetic induction is to produce a voltage by a change in the magnetic field. Any change (increase or decrease) in the current flow in the primary will create (induce) a voltage in the secondary. A change in voltage in a closed circuit is also accompanied by a corresponding change in current. The most common application of this principle is the transformer. Two stationary windings are placed over a common laminated stee! coil. The primary winding is excited by a fluctuating current source. A change in magnetism by the primary winding will induce a voltage in the secondary because both windings are linked together magnetically. The ignition c transformer operate on this principle. and SCR. pulse EXPANDING MAGNETIC FIELD (GENERATED BY CURRENT FLOW THROUGH PRIMARY WINDINGS > INDUCES VOLTAGE IN SECONDARY WINDINGS FIGURE 4. ELECTROMAGNETIC INDUCTION MAGNETIC FORCE ON A CONDUCTOR ‘When a current-carrying conductor is positioned in a ‘magnetic field there isa distortion of the normal lines of force between the poles. Magnetic lines of force in the same direction join together to make a stronger field. Lines of force in the opposite direction tend to cancel ‘out which creates a weaker field. Under these conditions the conductor moves toward the weaker field ‘The upper LH quarter of FIGURE 5. shows the current flowing into the left-hand side and out ofthe right-hand side. There will be a tendency for the conductor to tum in a clockwise direction. Current flow through the left-hand conductor creates a clockwise field around the conductor. The lines of force below the conductor join with the lines of force from the permanent magnet and a strong field is produced. The lines of force above the conductor oppose the lines of force from the permanent magnet and a weak field is produced. The result is an upward movement of the left-hand conductor. Since the current flow through the right-hand conductor is in the opposite direction, a counterclockwise field is created ‘around the conductor. This causes the right-hand conductor to move downward. The commutator will change the direction of current when the conductors travel past the neutral point.SPLIT RING COMMUTATOR Interacting magnetic forces on a current carrying loop in a magnetic field tend to produce rotational movement of the conductor. FIGURE 5. MAGNFTIC FORCE ON A CONDUCTOR BASIC MOTORS MOTOR OPERATION ‘clockwise rotation. Current flows from the battery through the armature conductor when the brushes contact the two commutator bars, This creates magnetic fields around the conductor. Current also flows through the field windings creating a powerful magnetic field. In FIGURE 6. current from the battery flows first around the right-hand field coil and then crosses over to flow around the left-hand field coil. Current then flows through the left-hand brush, the armature winding and current returns through the right-hand brush to the battery. The magnetic fields around the conductor will be in the directions shown by the circular arrows. The left-hand side of the armature winding will be pushed DIRECTION OS EOTATION BATTER upward and the right-hand side downward producing FIGURE 6. MOTOR OPERATIONNEUTRAL POINT. BRUSHES BRIDGE GAP INITIAL ARMATURE CURRENT ARMATURE CURRENT IN OPPOSITE DIRECTION FIGURE 7. COMMUTATION PRINCIPLE COMMUTATION PRINCIPLE Commutation is the reversal of current in the armature conductor at the proper time. In the left-hand side of FIGURE 7., the armature current flows first through the darkened portion of the conductor and then returns to the negative brush through the lighter portion. The brushes will then “short circuit” the conductor when it has rotated to the neutral point half way between the poles. Current flow stops at the neutral point because each brush bridges the adjacent commutator bars for an instant, Then when the commutator bars rotate enough to reverse connections with respect to the brushes the current will flow in the opposite direction in the conductor. The direction of current flow in the conductor changes direction every 180° at the neutral point, that is commutat NOTE: Some 78-80V motors require interpole windings which reduce arcing at the neutral point. The interpole windings provide this feature by reducing the magnetic field across the armature conductor at the neutral point. DIRECTION OF MOTOR ROTATION ‘The direction of armature rotation depends upon the direction of the field and the direction of current flow in the armature. If either the direction of the field or the direction of current flow through the armature is reversed, the rotation of the motor will reverse. Howeverif both of the above two factors are reversed at the same time, the motor will continue rotating in the same direction, The traction motor direction of rotation is changed by reversing the field with the F/R contactors, (See FIGURE 7.). The hoist and steering. motors have a fixed direction of rotation, MOTOR SPEED ‘The speed of the motor depends on the voltage applied and the load. In a lift truck the voltage to the traction motor is controlled by either a resistor or SCR controlled circuit, The pump and power steering motors hhave full battery voltage applied and change speed with a change in the load.MOTOR TORQUE The torque a motor develops to tum a certain load depends on the amount of current drawn from the battery. The greater the load the more torque required and the greater the current flow will be. The lighter the Toad, the less torque required and the smaller the current will be. COUNTER ELECTROMOTIVE FORCE ‘When the armature rotates the coil windings “cut” the magnetic field, inducing a voltage or electromotive force in these coils. Since this induced voltage opposes the applied terminal voltage, it is called the “counter electromotive force,” or “counter-emf.” This ccounter-emf depends on the speed, direction of rotation and the field strength. The stronger the field and the faster the rotating speed, the larger will be the counter-emt, However, the counter-emf will always be less than the applied voltage because of the internal voltage drop due to the resistance of the armature coils. ‘The intemal resistance of the armature is very low, (less than one ohm). If the armature coil resistance was all that limited the armature current, the current would be very high. For example, iff the armature resistance is, 0.01 ohm and the applied voltage is 50 volts, the resulting current, according to Ohm’s law, would be 5000 amps. This excessive current would completely bum out the motor. However, the counter-emf is in opposition to the applied voltage and limits the value of armature current that can flow, If the counter-emf is 48 volts, then the effective voltage acting on the armature is the difference between the terminal voltage and the counter-emf (2 volts). The armature current is then only 200 amps. TYPICAL MOTOR ‘Typical motors basically include a housing, armature, brush assemblies and field windings. The housing is the ‘main structure of the motor which provides protection for motor components and a magnetic path for the field, ‘The armature is the rotating part which has coils of wire wrapped around an iron core connected to a ‘commutator. The brushes ride against the commutator Which allows battery current to reach the armature windings. The field windings mounted on iron pole pieces within the housing form electromagnets which provide the magnetic field necessary for motor operation. 1, BRUSH ASSEMBLIES 2. MOTOR HOUSING 3. COMMUTATOR: 4, ARMATURE 5. FIELD WINDINGS FIGURE 8. TYPICAL MOTOR TYPES OF MOTORS There are four basic types of DC motors: a, Permanent-Magnet b. Series Wound . Parallel or Shunt Wound 4. Compound Wound Each has characteristics that are advantageous under given load conditions. The permanent-magnet, series wound, and compound wound motors are the most commonly used in lift truck systems. Permanent-Magnet Permanent-magnet motors have no field windings because the field is provided by permanent magnets. All the current flows through the armature windings. Permanent-magnet motors are normally physically smaller and less expensive than comparable field wound motors. They are sometimes used in the lift truck power steering system. NOTE: The field on Series, Parallel, and Compound ‘motors is provided by an electromagnet (See Page 2)FIGURE 9, PERMANENT-MAGNET STEERING Series Wound Series wound motors have the field coils connected in series with the armature circuit. The same current flows, through the armature windings and the ‘ield windings. In series motor, the torque varies inversely with the speed. Under conditions of light load. there is high speed and low torque. Under conditions of heavy load, there is low speed and high torque. Series motors are de- sirable in some hydraulic systems where a light load can be raised fast and a heavy load at a slower speed. This, gives the effect of a two speed hoist system. The series motor has high starting torque and quick acceleratio This characteristic makes it ideal for lift truck tract systems. FIGURE 10. SERIES HOIST MOTOR DIAGRAMoy | FORWARD & dor gE CONTACTOR St 2) ASSEMBLY ‘ --J FIGURE 11. SERIES TRACTION MOTOR DIAGRAM Parallel or Shunt Wound In the parallel or shunt wound motor, the current divides. Most of the current flows through the armature windings and the remaining current flows through the field windings. This motor tends to keep a constant speed under varying load conditions, but has very litle starting torque. A pure shunt motor is not used in Hyster lift truck systems, Compound Wound ‘The compound wound motor uses a combination of series and shunt windings. The field consists of two separate sets of windings. One set, whose coils are ‘wound with a few turns of heavy wire is connected in series with the armature as a series field, The other set, whose coil(s) are wound with many tums of fine wire, is connected across the armature as a shunt or parallel field. The result is a motor that combines the features of the series and shunt motors. This motor has good starting characteristics like the series motor, and reasonably constant speed between a loaded and no-load condition like the shunt motor. This type motor is used for power steering and the hydraulic system. FIGURE 12, COMPOUND MOTOR DIAGRAM. (HOIST AND STEERING)VERTICAL LIFTING 1. SLING 2. LIFTING EYE HORIZONTAL LIFTING FIGURE 13. HANDLING MOTORS. MOTOR INSULATION CLASS Motor windings must be electrically insulated from each other to prevent a short circuit, Insulation materials include glass cord, mica, silicone glass, and varnish glass. This insulation is subject to the aging effects of heat, A class rating has been set up based on a motor’s ability to withstand a specific temperature over a specific period of operation. The insulation type is a significant factor in determining the class rating. Most of the motors used in Hyster Electric Trucks are class “HY, The class “H” motor must withstand an armature temperature of 177°C (350°F). The motor’s frame ‘temperature is normally 10 to 37°C (50 to 100°F) lower than the armature temperature which is measured internally. The operating temperature of the motor’s frame is generally too hot to touch. The permanent magnet motor used for power steering is not given an insulation class rating because the magnets have a low maximum operating temperature (about 93°C or 200°). STORAGE ‘The motor should be stored in a clean dry place if it is not to be installed immediately. Protect it from low temperatures and sudden changes in temperature or humidity. The brushes should be lifted off the commutator during extended storage periods otherwise corrosion may occur and later result in flat spots on the commutator. HANDLING Heavy motors with vertical drive should be lifted with a lifting eye screwed onto the shaft. Motors that mount horizontally may be lifted and handled with a sling around the frame. Care should be exercised to protect terminals, shaft extension(s) and accessories from damage during handling. A caution Permanent magnet motors have Ceramic magnets that are brittle. Do not strike or drop a PM motor. BREAK-IN OPERATION Break-in is a very critical time for the commutator and the brushes. With a little care the brushes will wear—i and provide reasonable service life, however, with abuse they can rapidly wear-out. A new or reconditioned commutator is bright and shiny indicating that the brushes have not yet completely conformed to the commutator. After a short operating period (40 to 100 hours) a protective film builds up on the commutator and the brushes exactly conform to the ‘commutator. When the brushes are properly seated: the commutator will have a dull, thin, dark chocolate coating which is relatively uniform, NEVER break-in any motor with an inadequate battery charge (1.240 or lower). No special procedure is required to break-in the traction ‘motor(s); however, any traction motor will benefit if the‘truck is not put in a harsh cycle until a few hours of light duty operation has been accumulated. Avoid ramps and high speed plugging if possible (DO NOT REDUCE PLUGGING DISTANCE ADJUSTMENT). Stalling the motor is very detrimental during the break-in period. Little can be done during hoist motor break-in to reduce in-rush currents, but the frequency of starts can be reduced. A common practice called jogging can be very detrimental to the brushes during break-in, Jogging is commonly done to fine position a load. Rather than throttle the lift speed with the valve spool, drivers often rapidly tum the hoist motor on and off in steps to position the load, This practice has the effect of destroying the newly developed film on the commutator that smooths commutation. If jogging is not abused during the break-in period, an adequate film can be established. It is critical to curtail jogging for the first 40 to 100 hours of operation. The jogging practice will reduce brush life and contactor life any time it is done, Encourage operators to lift the load high enough the first time to allow positioning the load by careful lowering. ‘The “stoning” procedure will significantly improve the brush life of motors which must be put into heavy duty service immediately (Refer to Page 18). CLEANING Periodic cleaning of the motor is essential to prevent overheating and/or electrical grounds. Motor Exterior. The exterior should be wiped with a solvent-moistened cloth to remove any dirt or grease deposits. A warnine Many solvents are highly inflammable and toxic. Be ‘sure the area is well ventilated and free of flame or sparks. Carbon Dust. Remove brush inspection cover. Using clean, dry compressed air [less than 3.52 kg/em? (50 si], blow dust from motor housing, brush holders and ‘commutator area. Disassembled Motor Interior. The interior should preferably be cleaned by suction first to avoid blowing. dirt or metal particles into the insulation. Dust should then be brushed out of the windings and blown clear 10 using clean, dry, compressed air. Any grease or oil present, especially on the commutator, should be removed by wiping with a clean cloth dampened slightly with Perchloroethylene. A caution The cloth should not be wet because liquid solvent. may carry electrical conducting dirt deep into cracks and voids in the insulation system. A caution Sealed bearings should never be submerged in solvent because internal lubricant will deteriorate. BASIC REPAIR GUIDELINES ‘The following isa guide to observe when disassembling a typical motor. (Refer to the electric motor repair section for specific detail). 1, Match mark the motor fleld case and the two end housings before separating the components to aid in reassembly. A caution Before lifting off the brush-end housing, make sure that all tension is removed from the brushes (disengage the brush springs). Keep the brushes clear of the commutator during installation to prevent damage to these parts, 2. Carefully lift out or install the armature assembly with the drive-end (DE) frame attached. Do not lose the wave washer behind the commutator-end (CE) bearing ‘on some motors, 3. Do not remove the field windings unless replacement isnecessary. Be sure they are securely mounted to the frame, 4, The brush holder assembly must be match marked if removed from end housing. Align marks during reassembly. Acaution ‘The following Prestolite motors have a maximum torque value of 3.4 to 4.0 N.m (30 to 35 Ib in) for the terminal nuts and bolts that fasten the end frames. Prestolite P/N letter codes: MDV, MFD, MMW, MUD, and MHG.BEARINGS, SEALS AND LUBRICATION Most bearings are double sealed and pre-lubricated. ‘They do not require lubrication (except traction motor drive end on E20-100 series). Under normal conditions the bearings may fail after several years service due to improper lubrication (contaminants in the grease or insufficient oil in the grease). When maintenance repairs are performed after several years of service the bearings must be automatically replaced as a routine Practice. If excessive bearing failure is experienced determine the cause. Check the motor temperature, armature balance, and proper lubrication. A caution Use Hyster-approved parts. It is important that the bearing is a class three (loose) fit and has high-temperature grease. The seal must have the correct shaft contact and high-temperature properties. Also, it must be lubricated with multi-purpose grease molybdenum disulfide. BRUSHES AND BRUSH HOLDERS ‘The brush assembly consists of the brushes, springs, holders and a mounting device. Electric power from the battery to the commutator segments travels through the brushes. The mounting device must be insulated from the electrical circuit, Before installing brushes always inspect the brush holders inside and out for burned spots. Any roughness on the inside of holder should be removed (fine sandpaper glued to a flat piece of wood works well). The holder should be parallel to the commutator. 4 1. BRUSH HOLDER (4) 2. BRUSH YOKE 3. BRUSH SPRING (4) 4, BRUSH SET (2) FIGURE 14. BRUSH ASSEMBLY ‘The brushes are a vital replacement part which are carefully designed for specific operations. Width and thickness must be matched to the brush holder and also to the commutator bar spacing. The length must be sufficient for adequate service life, The face of the brush ‘must fit the contour of the commutator. The brush material must have the correct electrical, chemical and mechanical properties. Shunt length is important to allow sufficient brush travel. Shunt connections at the brush must be able to withstand vibration and must ‘maintain a positive electrical connection between brush and cable. The shunts must be speci carrying capacity.A caution Use only Hyster approved brushes to protect commutator and to obtain maximum brush life, COMMUTATOR END FRONT SIDE TOP RIGHT SIDE BEVEL . CONCAVE FACE, FIGURE 15. BRUSH DESIGN DETAIL ARMATURE The armature assembly consists of several laminations of iron located around a steel shat, the copper armature windings and a commutator. Each commutator segment is separated by heat resistant, nonconducting material, and is attached to an armature coil. Circular bands hold the armature coils in place. Between each copper armature band is a laminated iron core, These reinforce the magnetic field for each coil field. The armature is wired so current from one brush makes contact with a commutator bar, energizes an armature coil and returns through another commutator bar and brush. As the ‘amature assembly tums, alternate commutator segments are energized changing the polarity of the armature coils in rotating sequence (May vary among ‘motor manufacturers.) 1. LAMINATED IRON CORES: 2. COMMUTATOR 3. ARMATURE COILS 4. BAND FIGURE 16, ARMATURE ASSEMBLY. COMMUTATOR Description ‘The commutator is formed of alternate copper segments (bars) and mica plates. The mica plates physically separate and electrically insulate the bars. The mica plates are undercut below the commutator surface to prevent interference with the sliding action of the brushes on the surface of the commutator. The bars are wedge shaped and form a cylinder when assembled. Each bar has a riser at one end to make armature coil connections. The bars are held in position by the clamping action of a wedge ring with lock nut (or ‘manufactured integral). Mica cones, contoured to fit between the shell and wedge ring insulate the bars from ground (armature), The commutator provides sliding electrical contact between the brushes and the moving armature coils, It acts as a reversing switch to allow the ‘current fo flow through the coils in the proper direction at all times.MICA CONE INSULATION WEDGE RING MICA PLATE INSULATION BRUSH SURFACE COPPER SEGMENT (BAR) RISER ARMATURE COIL CONDUCTORS. |. MICA CONE INSULATION ‘SHELL, MICA SHELL INSULATION FIGURE 17. COMMUTATOR CUTAWAY SATISFACTORY SURFACE. ‘The commutator usually shows signs of distress before trouble actually occurs. A discussion of a satisfactory surface will help identify a surface heading for failure. ‘The successful operation of the motor depends on maintaining a proper film on the surface of the ‘commutator. This film of carbon, graphite, copper oxide and water vapor is deposited on the commutator surface by electrochemical action. It is formed by the wiping, action of the brush against the commutator and by the normal current flow between the brush and the commutator. The fact that a commutator surface is never absolutely smooth, although it may feel so to the touch and look so to the eye, enables the film to stick. Normally, on a new or reconditioned commutator, the brush begins to establish the film as soon as current flows. It may take several hours or several days to establish a good film. It is important to maintain this film, Temperature, atmosphere and the grade of brush used all affect this film. If the film is damaged electrically or mechanically, both brush and commutator wear are accelerated. Oil vapors have a negative effect on film conditions, Not only does the oil introduce an insulating surface, it also prevents bonding of the film on the commutator and causes a tom or mottled film surface. It will also promote rapid metal transfer. Some types of brushes establish a heavier film than others depending on the brush grade, Some grades require greater current densities [amperes per square inch (cm?) average current] to establish and maintain a satisfactory film. Hyster Company selects and provides brush grade suited to the application of the machine, Use the Hyster approved parts. Do not mix or change the brush grade as it could seriously affect the commutation, surface film and brush life. The importance of maintaining a proper commutator surface film cannot be overemphasized, With this film established and properly maintained good brush performance (reduced brush and commutator wear) and satisfactory commutation (no destructive sparking) is ensured. Changes in color from copper to chocolate brown should give no cause for worry as long as the surface is smooth and has a polished appearance. BA light brown surface of the commutator where it rotates on the brushes is a normal condition. The surface of the commutator must be smooth. A condition called ‘slot bar marking’ is also normal ifthe commutator surface is smooth. The variable color occurs in a pattern according to the number of conductors per slot. Variations between light brown and dark brown colors are also normal. The surface of the ‘commutator must be smooth. Avery dark surface is also anormal and an‘ acceptable condition if the commutator surface is smooth, FIGURE 18. SATISFACTORY COMMUTATOR SURFACES STREAKING AND THREADING SURFACE Streaking on the commutator surface signals the beginning of serious metal transfer to the carbon brush which causes threading Threading is a condition where grooves are completely around the commutator. In light threading the grooves may just barely be apparent where the surface film or color is disturbed. In heavy threading, a rippled surface can be felt along the surface of a bar. The brush faces wear to fit these grooves. When the commutator shifts due to armature end-play, the brushes are lifted out of the grooves. Then contact between the brush and the commutator is istrubed. This causes arcing and commutation is disrupted.Heavy streaks and fine grooves indicate the beginning of damage to the commutator. Possible Causes: AKA) + castor sttte motor ity ane abrasive WR AK ti © Brush pressure is too low, ‘© Worn brushes. LN \ i ] © Continuous operation of a motor with alight oad \\ \ FIGURE 19. COMMUTATOR PROBLEMS. Possible causes of threading include: GROOVING ON SURFACE a Low current-density in the brush ( machine is not heavily loaded). commutator must not be Grooving is a smooth slotted nerally the result of The abrasive dust faces promotes wear Abrasive dirt or other foreign material imbedded in the face of the brush Mica flakes or copper imbedded in the brush Mic of both the brush and commutator. The rate of wear must face be considered to determine if the condition is 4. Wrong brush grade, detrimental. Grooves and lines that have followed the heavy streaks and fine grooves shown in FIGURE 19. The amature ‘must be removed from the motor so that the ‘commutator can be repaired. A commutator with this ‘condition will cause the brushes to wear rapidly. Possible Causes: Operation of the motor in dirty and abrasive conditions © Continuous operation of a motor with a light load. ‘© Brush pressure is too low. ‘© Worn brushes. FIGURE 20, COMMUTATOR PROBLEMSGrooves that are the width of the brushes. Possible Causes: ‘© Operation of the motor in dirty and abrasive conditions ‘© Wrong type of brushes for this motor and operation. ‘© Brush pressure is too high. FIGURE 21. COMMUTATOR PROBLEMS ‘A condition called “copper drag” occurs when copper from the commutator bar is pulled into the slot between the commutator bars. This condition will cause a short-circuit between the commutator bars if tis not corrected. The brushes will wear rapidly. Possible Causes: ‘© Operation of the motor in dirty and abrasive conditions. Brush holder is not adjusted electrically correct for the motor. ‘¢ Wrong type of brushes for this motor and operaton. © Brush pressure is wrong (too high or too low). Electrical burns on commutator bars on opposite sides. of the commutator. Possible Causes: © Open armature winding ‘© Motor has been stalled. FIGURE 23. COMMUTATOR PROBLEMSCopper wears rapidly at the edge of the commutator bars. Possible Causes: © Operation of the motor in dirty and abrasive conditions. ‘© Wrong type of brushes for this motor and operation. FIGURE 24, COMMUTATOR PROBLEMS COPPER DRAG ON SURFACE Under certain conditions copper is dragged over the trailing edges of the commutator bars. It has the appearance of small metal flakes or feathers. Copper drag is caused by particles of copper, copper oxide and contaminates that do not bond firmly to the surface of the commutator. As the commutator rotates, the brushes shove small flakes of this material toward or into the ‘commutator slots. This decreases the distance between the bars, An arc formed at any bar can then be more easily carried over to an adjacent bar resulting in a flashover. A temporary solution of copper drag is to clean the commutator occasionally with a light brush-seater stone. If drag has progressed too far, the slots must be raked and cleaned. Possible causes of copper drag include: a. Contaminated atmosphere. b, Copper imbedded in brush face. ¢. Hard spot in brush. 4d. Wrong brush grade. ce. Excessive vibration, £ Low current density. OVERHEATING Any condition which causes excessive heat to a small area or the entire motor is detrimental. Some of the motor’s final protests against neglect and/or abuse are flashover between bars and discolored insulation varnish, Acaution Motor frame temperature above 121°C (250°R) can damage internal components.If a motor armature does not rotate while power is applied, the commutator bars under the brushes will ‘overheat and expand, Expansion will cause these bars to rise above the adjacent bars. When the armature rotates, FIGURE 25. COMMUTATOR PROBLEMS 1. Flashover causes burning of the ends of the. commutator bar. 2. Open circuit in winding causes deep burning of adjacent commutator bars. 3. Overheating causes damage to varnish insulation. Possible Causes: ‘¢ Motor has been too hot. Wrong lift truck for the application, ‘* Motor has been stalled. © Open armature winding. * Open field col the high bars “kick” the brushes which, in turn, arc and, bum the commutator surface. If this condition is not corrected, the brushes may shatter and a flashover could occur, High commutator bars at each brush position can occur if the motor is stalled. Rapid brush wear bars from high commutator Check for loose or high commutator bars. Possible Causes: © Motor has been stalled. ‘© Motor has been too hot. Brush and commutator damage occurs when the high commutator hits and forces the brush up. Arcing and burns occur as the brush moves back down to the normal surface, FIGURE 26. STALLING CAUSES HIGH BARS.FIELD ASSEMBLY FIGURE 27. FIELD ASSEMBLY ‘The field assembly consists of several (typically four) coil windings, the iron core and the motor frame. The coils are generally wound so magnetic polarity is alternated on each consecutive coil. The iron core and. motor frame concentrate the electromagnetic lines of force. The coils are mounted securely to the frame to withstand the torque reaction whenever the motor is energized. Some 72-80V motors require interpole windings (See FIGURE 29.) which reduce arcing at the ‘commutation neutral point. INSPECTION CHECKLIST Check the motor after disassembly for the following: a. Armature open Armature ground Armature rub on crossover field core Commutator dirty Commutator surface ‘Commutator mica ‘Commutator/shaft eccentric Fields bumed Field or field strap open jj. Field or field strap ground k. Loose field pole 1. Brushes damaged 1m. Brush loose in holder nn, Brush tight in holder 6. Brush shunt ground p. Brush shunt open 4. Brush holder ground +. Brush not seated s. Brushes worn t. Brush shunts overheated uu, Shaft seals damaged v. Shaft damaged w. CE bearing damaged x. DE bearing damaged y. Shaft broken 2, Frame bolts loose/tight/broken aa. Brush cover damaged ‘ab. Mounting bracket broken ‘ac. Mounting holes stripped ad. Insulation in motor ac, Water/oil af, Temp signs ag. Over speed (copper thrown) ah, Terminal(s) loose ai, Terminal(s) broken/stripped CHECKING AND REPLACING MOTOR BRUSHES Inspecting Brushes 1, Disconnect the battery connector(s) if motor is installed. 2. Remove the inspection cover from the motor (some pump motors require the removal of the end housing). Refer to the BASIC REPAIR GUIDELINES in this section to determine the disassembly detail for the motor. 3. Blow out any “brush dust” with compressed air. Keep, the air pressure below 3.5 kg/cm? (50 psi); wear eye protection, 9FIGURE 28. CHECKING AND REPLACING BRUSHES 4, Check brush length at the shortest point, At least 13 mm (0.50 inch) on tamped deisgn or 15.8 mm (0.62 inch) on riveted design. Refer to the BASIC REPAIR GUIDELINES in this section. 5. Check that the brush shunt is firmly attached to the brush, 6. Check for free brush movement within the holder, 7. Check the brush springs for discoloration and distortion. Replace the springs if they are rusty or appear to have been overheated. A caution Excessive brush wear may cause the shunt connection at the brush end to contact the commutator. INSPECT THE COMMUTATOR Examine the commutator for burns, pits, wear, or signs. of overheating such as thrown solder from the armature and commutator connections. Thrown solder is indicated by a narrow white ring of deposits inside and around the motor frame adjacent to the commutator solder points. The space between the segments must be clean and free of deposits. The typical commutator will have a chocolate brown appearance. Refer to SATISFACTORY COMMUTATOR SURFACES, FIGURE 18., and COMMUTATOR PROBLEMS, FIGURE 19. to FIGURE 25., if surface is questionable. 20 REPLACING BRUSHES 1. Disengage the brush springs. 2. Disconnect the brush shunt (pigtail) terminal from the mounting block and remove brushes. A caution Note the positon of the shunt terminal so that the new part can be reinstalled in the original p. ion, 3. Inspect the brush holders inside and out for bummed spots that may have been caused by flashing at the ‘commutator. Any roughness on the inside may be removed with fine sandpaper glued to a flat piece of ‘wood. Be sure brush holder mounting ring is anchored firmly. 4. If any brush needs to be replaced, replace them all Check that brushes move freely in brush holder without too much looseness. 5. Connect the new brush terminal to the mounting block so that the shunt isin its original position. 6. Check for equal spring tension on all brush: brush with shunt and see if brush returns freely. NOTE: A basic rule of thumb for brush spring tension is 0.11 to 0.14 kg/em? (1.5 to 2.0 psi) of brush face, The springs are generally functional if they are not discol- ored, distorted, or rusty. . Lift A caution Uninsutated shunts must not touch the motor housing or armature. SEATING BRUSHES (STONING PROCEDURE) 1. Use a No. 2 medium stone from Ideal Company or an ‘equivalent brand, 2, Elevate drive tire(s) and run the motor on SCR control at a moderate speed (do not operate the traction motor at high speed with no load). The hoist motor should be operated on an auxiliary lower voltage battery to prevent over speeding the motor. 3, Motor rotation should be such that the commutator surface is rotating in the direction the brush tip is, pointing. This forces the brush securely up against its holder.4. Apply the stone with light pressure and distribute uniformly across the commutator. Apply stone for about 3 to 5 second intervals every minute or so. 5. Alternately position stone on opposite sides of ‘commutator until all brushes appear to conform to the ‘commutator surface. The alternating positions will aid the distribution of the stone particles. 6. "Stoning” is complete when machining lines cover 80 to 100% of brush surface. The procedure usually takes 151045 minutes. 7, When stoning is completed blow out all dust. CHECK THE MOTORS FOR OPENS, GROUNDS AND SHORTS Prior to testing, the terminal area should be cleaned with a cloth dampened with solvent. The truck inspection cover should be removed and the commutator area blown out with compressed air. It is not necessary to remove or disassemble the motor; however, the ‘component being checked should be isolated from other circuits (Disconnect power lead if necessary). Check The Motor For Opens An unwanted open in the motor is where the current path has been interrupted. This could be caused by the brushes not riding on the commutator, by fields that had bumed a wire in two, by connections at the motor terminals which had become loose and bumed the busbars or wires off, etc. Using an ohmmeter (R x low scale) check between the connecting terminals (See FIGURE 27.) of each intemal circuit (armature, field ~ series and/or shunt) (On compound motors and certain series traction motors equipped with interpole fields (72-80V only), lift up the brushes to isolate the fields. The meter should indicate continuity (near zero resistance). If meter indicates an open, (infinite resistance) make sure the brushes are not causing the open. It may be necessary to disassemble the unit to locate the unwanted open. Check The Motor For Grounds An unwanted ground in the motor is where there is an electrical connection between the current carrying ‘components and the motor frame. This could be caused by insulation breakdown, brush shunts touching the ‘motor frame, a build up of brush dust internally around: the terminals, ete. Using an ohmmeter (R x high scale) ‘check between each terminal and the moor frame (clean bare metal spot, paint removed). The meter will correctly indicate 100 000 ohms or greeter. If less than 100 000 ohms, disassemble, clean, dry and recheck each component. Check The Motor For Shorts An unwanted short in the motor is where insulation between two conductors has broken down allowing an electrical connection which decreases the total resistance of the circuit (“a shorter path”). This could be caused by excessive heat and/or mechanical damage. ‘The resistance of the circuits in a motor is so low that a typical ohmmeter will not detect an unwanted short. A. growler is generally not used because it will not test all designs. A practical method is to make a current check and compare to the specifications. A shorted motor may be indicated by slow or sluggish operation, running faster than normal, getting too hot and possibly blowing «power fuse. The symptoms depend on the location and severity of the short, More often the motor will burn out before anyone realizes a problem exists, When a motor hhas been disassembled always inspect carefully for discolored insulation and burned spots. 21+ PM STEERING MOTOR ‘SERIES TRACTION MOTOR CONNECTED IN SERIES call WITH AI, AZ FATT 2 COMPOUND TRACTION MOTOR a SERIES HOIST MOTOR {eel COMPOUND MOTOR (HOIST & STEER) 19 si FIELO WiNoINGS UU SUL SERIES TRACTION MOTOR WITH INTERPOLE WINDINGS (72/80V) FIGURE 29. MOTOR DIAGRAMSFIGURE 30. COMMUTATOR ECCENTRICITY INSPECTION COMMUTATOR INSPECTION ‘The commutator usually shows signs of distress before serious trouble occurs. Inspecting the commutator is as helpful in identifying motor problems as giving an engine a compression check. Inspect the commutator for the following: 1. Check commutator for excessive mechanical wear (streaking, threading, grooving and copper drag). 2. Check commutator for loose bars by tapping all ofthe bars with the plastic or wooden handled screwdriver (a contrasting dull thud or vibration will indicate a loose bar), 3. Check commutator for any signs of overheating, a. High bars. Suspect high bars if four bars 90° apart, ‘appear burned from a stalled motor. If two bars. (on edge or surface) are burned 180° apart, suspect high bars resulting from a bad armature winding. An operational unit can be checked by holding a fiber or wooden stick, about the size of along pencil, lightly on the brush or on the spring right over it. This will give you the feel of the brush as it rides the commutator. The bad spots can be felt clearly as they go by. Check traction ‘motor commutators in both directions of rotation to see if there is a difference in the degree of roughness, ‘The most accurate way to check # commutator is with a dial indicator (capable of reading 1/10 of cone mil), There is an allowable change of 0.0102 mm (0.0004 inch) within any group of 20 bars ‘mm (0,001 inch) between adjacent b. Bright copper color, Normal dark film has been bumed off by severe plugging operation. The commutator may be pitted, 4, Check commutator for eccentricity (runout). Even though a commutator surface is smcoth, it can be running off-center. The brushes rise and fall in the holders with each revolution. As speed goes up. the eccentric motion becomes faster causing the brushes to begin to break contact and gradually bum the commutator surface. As this continues, the buming uases still further surface destruction, Check with a dial indicator for a maximum of 0.0254 mm (0.001 inch) runout A MICA PROPERLY UNDERCUT gail HIGH MICA-COPPER WORN DOWN c 49 FEATHER EDGE MICA-INCORRECTLY CUT FIGURE 31. COMMUTATOR MICA INSPECTION 5. Check commutator mica. Jn normal use, the surface of the commutator is gradually wom down. As the copper is worn away, the depth of the undercut (slots) is reduced entil the edges of the mica plates are even with (or slightly higher than) 2Bthe surface of the commutator (see FIGURE 31., B). At this point, the mica is called “high mica.” High mica can be the result of either normal electro-mechanical wear, or failure to undercut the mica after resurfacing operations, Feather edge mica results from the incorrect undercutting of high mica (see FIGURE 31., C) which leaves feather edges of mica that are level with the commutator surface. The mica should be undercut to a depth of 1/32 inch (0.7938 mm). POLISHING COMMUTATOR [If the commutator surface is merely smudged it can be cleaned by polishing with canvas. When this is not sufficient, or if the commutator is slightly rough, polish it with crocus cloth, fine (4/0) sandpaper, or 400A ‘Trimite (3M) paper mounted on a wooden block curved to fit the surface of the commutator. Acaution Never use emery cloth on a commutator. The abrasive particles not only scratch the surface, but they are conductive and lodge between commutator segments. This leads to short circuits. TURNING COMMUTATOR If a commutator is badly worn or burned, the resurfacing operation should be performed in a lathe. Set the cutting speed of the lathe for 300 surface feet (91.4 meters) per minute and use a carbide tipped cutting tool. The armature should be supported on its own bearings if possible. If not, mount the armature between centers but be sure the centers are true with respect to the bearing seats or the commutator will be out-of-round, Remove only enough copper from the commutator to give uniform surface. Then, use a coarse stone followed by a finish polish, NOTE: Minimum commutator diameters are available from the motor manufacturer; however, its a general practice to install the armature and observe it Periodically during the break-in period. IFhigh speed or high torque is required the thinner commutator bars will probably not have new commutator bar life. 4 ately DoE pw MICA PROPERLY UNDERCUT. UNDERCUTTING TOOL TOO NARROW, LEAVING FIN AT ONE SIDE OF SLOT, UNDERCUTTING TOOL VERY NARROW, LEAVING FINS AT BOTH SIDES OF SLOT. SLOT IMPROPERLY INDEXED. PART OF BAR CUT AWAY AND FIN OF MICA LEFT. TOOL TOO WIDE, PART OF BAR CUT AWAY. UNDERCUTTING TOO SHALLOW. SERVICE LIFE SHORTENS BEFORE NEXT UNDERCUTTING. UNDERCUTTING TOO DEEP. POCKET COLLECTS CARBON AND COPPER DUST, ‘SHORT-CIRCUITING BARS. FIGURE 32. UNDERCUTTING MICA MISTAKES UNDERCUTTING COMMUTATOR After a commutator has been resurfaced, check the depth of the undercut of the mica between bars. If undereutting, necessary, it should be done carefully with a proper tool of correct size. The tool must have a. sharp edge to cut the mica freely. A dull blade or saw produces small cracks in the mica into which dirt or moisture may find its way and break down the insulation between commutator bars. Some common mistakes are shown. Avoid these mistakes, refer to the cutting device instruction book for the slot width and depth dimensions. A section of a hacksaw blade secured in a homemade holder cuts a satisfactory slot for small commutators provided a sharp blade is used and kept parallel to the sides of the slots. Do not let the blade lean or wobble. Saw lightly until the mica is down to the required depth. (Approx 0.7938 mm or 0.030 inch). SLOT RAKING AND BRUSHING COMMUTATOR Resurfacing operations usually leave copper particles con the edges of the commutator bars and in the slots. ‘These must be removed before the machine is placed in service as they could cause a flashover. Use a brvsh with stiff nylon bristles, a piece of fiberboard or a special toolground to fit the slot and clean the slots thoroughly. Use a slot raking tool and break the sharp edges of the bars. If resurfacing has produced considerable copper-drag on the bar edges, a“V" shaped slot-raking tool should bbe used to remove fins and ragged edges from the bars, SCREWDRIVER Insert the point of the tool in the slot so the sides of the tool will scrape the edge of the bar on each side of the slot as the tool is dragged along the slot, After the slots have been cleaned it may be necessary 10 use very fine sandpaper or crocus cloth to remove small burrs from the edges of the bars. Do not use emery cloth BLADE OR TOOL STEEL BAR GROUND TO A 60° ANGLE FOR RAKING SLOTS 1/32 inches (0.8 mm) RADIUS ON TIP Ei “48 mm) go 3116 inches (48 mm) SIDE VIEW FIGURE 33. SLOT RAKING TOOL/~ YCe\ > F A SSS) Hyster Easy Language Program HYSTER tecnica pusuications 620 SRM 145, 2197 (1/79) Litho in U.S.A.