Sheet 7: Motor, Pump and Current Servicing

DIRECTIONAL SWITCH DISASSEMBLY AND REASSEMBLY

CAUTION: Before disassembly, note position of operating lever, springs, roller arm etc. to facilitate reassembly.

NOTE: The switch may be completely disassembled in the allowing manner for replacement of any defective or damaged parts.

1. Tag and disconnect wires from snap switches (1). Carefully remove wires from switch assembly.

2. Remove two screws (2) and complete snap switch and operator assembly.

3. Remove screw from end of operating shaft.

4. Pull shaft (14) from housing.

5. Turn switch over and drop out spacer (5).

6. Pry cam (8) from roller arm assemblies (17).

7. Remove clips (12), roller arm assemblies (17) and spring.

8. Inspect all parts for damage or wear. Replace where necessary.

9. Reverse procedure outlined above to reassemble switch.

DIRECTIONAL SWITCH INSTALLATION

1. Position switch, install four hex. hd. screws securing switch 'tuck to truck.

2. Connect directional switch connector plug.

3. Position capacity plate and install two hex. hd. nuts and lockwashers.

4. Install cowl cover.

5. Connect battery, test truck.

 Sheet 7: Motor, Pump and Current Servicing
Figure 3-18—Directional Switch Assembly

ITEM DESCRIPTION

1. Snap Switch—DPDT
2. Rd. Hd. Screw #6-32 x 7/16"
3. Lever — Operating — Snap Switch
4. Bracket — Mounting — Snap Switch
5. Spacer
6. Bracket — Housing
7. Rd. Hd. Screw #6-32 x 5/16"
8. Cam
9. Rd. Hd. Screw #8-32 x 3/8"
10. Flat Washer #8
11. Housing and Bearing Assembly
12. Clip
13. Hinge Pin
14. Operating Shaft Assembly
15. Special Washer
16. Hex. Hd. Screw #10-32 x 1/2"
Lockwasher #1 0
17. Roller Arm Assembly
18. Spring
19. Lever—Operating—8" Long (Includes Item 20)
20. Knob
21. *Diode Assembly

*Not Included In Directional Switch Assembly.

DRIVE AND HYDRAULIC PUMP MOTORS

Routine Maintenance

1. Periodically blow out all motors with clean, dry compressed air

2. Check for oil or dirt in motor.

3. Check bearings for retention of lubricant.

4. Check to make sure pole pieces are tight.

5. Inspect brushes. Brushes must be replaced when they are worn to one half their original length. When replacing brushes,
make certain ALL brushes are changed and properly seated. Brushes must be able to move freely. Make sure they are not
too tight in the brush holders.

6. Visually inspect the commutator. Commutator should be smooth, with a rich chocolate brown color.

7. Never run the motor at full speed for more than a few seconds without a load (such as with the drive wheels raised off the
floor). A series wound DC motor will con-tinue to accelerate until it exceeds its designed maximum RPM, and
self-destruct.

WARNING: Make sure motor covers, if used, . \ are replaced before operating truck.

8. When ordering motor parts, be sure to state both model and serial numbers of truck, model number of motor and voltage.

PREVENTIVE MAINTENANCE

Preventive maintenance on electric motors is recommended to be performed at 200-hour intervals under normal operating
conditions.

Under heavy duty, dusty and dirty conditions, preventive maintenance on electric motors must be performed more frequently,
depending on the conditions and the environment in which the electric truck is running.
 Sheet 7: Motor, Pump and Current Servicing
Proper electric motor preventive maintenance will aid in detecting many problems before they become serious.

Maximum performance from electric motors and reduced maintenance costs can be obtained by performing the following
periodic preventive maintenance checks—which can be performed on motors while in the truck.

1. Disconnect battery while checking electrical connections.

2. Open cover for access to drive motor.
3. Open cover for access to hydraulic pump motor

Cleanliness

Electric motors must be kept clean and dry internally and externally; free of dust, dirt, grease, oil, chemicals, moisture, water,
carbon dust, and metallic chips. Blow off contamination with compressed air. If internal oil or grease contamination is present,
the motor should be disassembled and the individual parts washed in a suitable cleaning solvent.

Connections

Check every screw, bolt, and nut for tightness. Especially check the pigtails of the brushes, the brush holders, power lead
connections, and field jumper connections.

Discoloration and Burn Marks

Discoloration and burn marks usually indicate that the motor or certain components of the motor have been overheated— due to
stalled conditions, loose connections, insulation breakdown, or contamination. If signs of overheating are present. determine
the cause and perform necessary repairs The commutator should be smooth, free of burn marks, and have a chocolate brown
color. Inspect the brushes, the brush holders, the brush springs, and the insulation for discoloration.

Brushes

Brushes should be inspected to make certain they are not worn to less than one half original length. The brushes must be free to
move in the brush holders and should not have too much clearance. Check the brush springs for proper tension If the brushes
have to be replaced, use only specified brushes for a specific motor.

Commutator

Check that carbon dust and other foreign matter is not caked on the undercut mica between the copper bars

The mica separators should be below the segment face. There should not be any thrown solder from the armature risers. Check
that the brazed connections are not loose.

If grease, oil, or corrosive materials are present, wipe clean with a cloth and wash with soap and water. Clean up the surface of
the commutator with a commercially available commutator stone if necessary. Take the necessary steps to prevent
reappearance.

Bearings

Check bearings for noise and rough spots while the armature is rotating. Inspect the bearings for damaged seals. Only original
equipment sealed bearings with high temperature lubricants should be used if replacement is required. Do not be misled by
identifying numbers on the bearings. The high temperature lubricant is not specified in the identification number.

CAUSES OF MOTOR FAILURE

Overload

Motors have a specific rating of voltage and current at which they are designed to operate. Should a motor be subjected to
severe overload for substantial periods of time, overheating result. Pushing loads, working on ramps of too steep a grade and
attempting to lift loads greater than the capacity of the truck are just a few overload conditions. The end result of this
overheating is the throwing out of solder in the commutator riser and bearing failure due to excessive heat. Also thrown or lifted
commutator bars may occur, or insulation breakdown may occur.

Shock Loading

Shock loading can result from severe (stiff) plugging of the drive motor. This will cause excessive current draw, as the motor at
the time of plugging is at stall point. Breaking of the armature shaft could result from plugging.
 Sheet 7: Motor, Pump and Current Servicing
Short in Field Coils

A short in field coil or coils causes excessive current draw, again resulting in too much heat. When the truck runs faster than
normal, but with little or no torque, it is an indication of a short in the field coils.

Short in Armature

A shorted armature or coils will increase the current draw. A visual inspection of the commutator will show burn marks on the
commutator bars connected to the shorted coil or coils.

Short Brushes

Short brushes cause arcing on the commutator and excessive heat. In addition to brush replacement, turning and undercutting of
the commutator may be all that is required, provided damage is not too great. Check for damage from shunts hitting the
commutator.

High or Low Commutator Bar

When one of the bars is protruding above or lying below the normal diameter of the commutator, the result is excessive brush
wear and arcing of the brushes. Usually a clicking sound will be heard when armature is rotating.

Open Circuit

An open circuit in the field or armature coils of the motor

Low Battery Voltage

Low voltage causes excessive current draw and increased heating. Also, accelerated brush wear may occur.

Eccentricity of Commutator

Eccentricity of commutator causes rapid brush wear, excessive sparking of brushes, and increased heating.

Over-Speeding

Over-speeding of the motor by operating with no load Drive wheels off floor) for more than 30 seconds, or pushing or towing of
the truck at more than 5 mph will result in failure of the armature.

DRIVE MOTOR INSPECTION

1. Check brush holder/assembly.

2. Check commutator for grounds, shorts, or uneven wear

3. Check bearings; replace if worn or damaged.

4. Check field coils.

5. Replace lock nuts on each end of armature shaft

MOTOR TESTS

When testing electric motors for grounds and shorts in the truck, disconnect armature and field leads from the motor. Use an
ohmmeter, RX10 or RX100 scale, to check for grounds or shorts in the motor.

The ohmmeter should indicate:

1. A closed circuit between the armature terminals.

2. A closed circuit between the field terminals.

3. Infinity between the motor housing and the armature terminals, with meter on high resistance scale.

4. Infinity between the armature and the field terminals (series wound motors only).

If ohmmeter readings are obtained that indicate a problem. further checks should be made by a qualified electric motor
 Sheet 7: Motor, Pump and Current Servicing
repairman to find the problem and make the necessary repairs.

EXCESSIVE CURRENT DRAW

Excessive current draw is usually caused by shorts in the system allowing current to follow paths that weren't intended.
Sometimes excessive current draw can be caused by mechanical malfunctions such as worn bearings, misaligned parts, i
improper lubrication, and tight brake adjustments. Other factors include operator misuse such as operating on steep grades,
overloading the truck and pushing loads. The condition of the battery can contribute greatly to excessive current draw. When
the battery charge and voltage are low, more current is n eeded to perform the same task. Since the power required to move a
load is Power = Volts x Amperage, as the battery voltage goes down, the amperage must increase to maintain power.

MEASURING CURRENT DRAW

When troubleshooting the electrical system of a battery powered industrial truck, you will need to know the specified current
draw of the motor being tested as well as the actual current draw during the test. If a motor draws too much current, excessive
heat is created, resulting in damage to the commutator, brushes, armature, and related components.

A motor drawing excessive current can usually be identified by two dark burn marks on the commutator 90°or 180° apart. If a.
motor draws too much current due to excessive ramp operation, pushing loads, or being stalled, heat damage will occur

Current draw is measured with a shunt type amp meter in series with the motor The meter should be capable of reading 600 PS
A 600 amp shunt meter suitable for this purpose is available through your Yale Dealer under part number 70968-26. Since
current draw is measured with the shunt meter wired in series with motor circuit, you must "break" the curcuit to insert the
meter. This will require disconnecting the in power cable to the motor and connecting the meter in line at this point. In most
cases this will require the use of a jumper cable between the meter and the truck terminal post. This jumper should be made up
from the same type and gauge cable as the power cable it is replacing, and should be kept as short as practical.

METER CONNECTIONS FOR CURRENT DRAW TESTS

Meter connections for current draw tests must be made in the primary power circuit for the motor being tested. This can be done
in several ways. First, some battery cable adapters are ailable so that you can unplug the battery connection, insert the adapter,
and plug the battery connections into either side of the adapter. The meter is then connected to the adapter. A second variation
of this is disconnecting the main power lead from the battery connector at the main fuse and connecting the meter in series at this
point. Both of these methods allow you check the current draw of virtually any motor in the truck from one point. You must,
however, be careful that you don't read the current for more than one motor. For instance, if measuring drive motor current, you
must isolate the power steering motor (if equipped) by either disconnecting the power steering relay, or by inserting an insulator
between the power steering relay contactors. If you do not do this, you will be reading both the power steering and drive motor
currents at the same time

WARNING: If operating a truck with the power steering motor disconnected, be aware that steering effort may be
greatly increased and steering response may be decreased accordingly Operate the truck only in a test area
requiring little or no maneuvering.

A third method would be to connect the meter directly to the motor power cable. Be sure to pick up the power circuit at a point
where both the armature and field coils are included.

Figure 3-19—Shunt Amp Meter Connect at Main Frame

Disconnect the positive battery lead at the main fuse and connect the shunt amp meter in series using a short jumper.
 Sheet 7: Motor, Pump and Current Servicing

EXCESSIVE RESISTANCE
Excessive resistance is usually caused by loose or corroded terminal connections, poor solder joints and dirty or corroded
contacts. Incorrectly sized wiring and poor crimp connections of terminals can also cause excessive resistance

When too much resistance exists in a circuit, overhearing and sluggish or erratic operation will occur.

The best way to test for excessive resistance is to measure the voltage drop across the suspected component or wire. A wire,
fuse, switch or contact tip should have very little or no voltage drop. Therefore, by checking voltage drop, it can be determined
if resistance is too high by a high voltage drop A voltage drop of 0.10 to 0.30 volts is acceptable. A higher read-ing indicates
excessive resistance.

TESTING BRUSH SPRINGS

Springs conduct some current and become weak from overheating. When this happens, the brush does not contact the
commutator properly, causing excessive arcing. Brush pressure against the commutator should be 1, 5 to 2.5 pounds per square
inch (PSI).

EXAMPLE:

Brush PN 1356501-06 is 1/2" x 1-1/4" x 1-5/8" long. Its surface area is 1/2" x 1-1/4" (.50 x 1.25"), which is equal to .625
square inches.

.625 x 1.5 =.94 pounds Minimum

.625 x. 2.5 = 1.56 pounds Maximum

Average pressure for this brush would be 1.25 pounds of spring pressure.

MEASURING SPRING PRESSURE

1. Blow out any dust from the commutator area.

2. Lift the brush up off the commutator surface and slip a piece plain paper under the brush. Release the brush so that it holds
the paper against the commutator.

Figure 3-20 — Measuring Brush Spring Tension

3. Attach a hand scale (5 lb. capacity) to the brush.

4. Use one hand to pull on the scale, raising the brush, while gently pulling on the paper with your other hand.

When you feel the brush release the paper, so that it can be removed with no noticeable resistance, read the scale to determine
the brush spring force.
 Sheet 7: Motor, Pump and Current Servicing
NOTE: Whenever replacing brushes, it is recommended that the springs be replaced at the same time.

Brush springs used in Yale built motors are of the constant force design, which maintains an almost constant force throughout
the life cycle of the brush. Even though the brush wears, becoming shorter, the spring force remains constant as the spring
contracts.

Figure 3-21—Constant Force Brush Spring

FITTING MOTOR BRUSHES

1. Care taken to ensure the best possible commutator and brush running conditions, mechanical and otherwise, to obtain longer
brush and commutator life, along with improved commutation.

2. Brushes of different qualities should never be run together on the same commutator. Using brushes of improper compound,
or brushes other than those originally specified and manufactured for a specific motor, will cause commutator damage.

3. Before installing brushes, inspect the brush holders inside and out for burned spots. Make sure that the brush pigtails are
properly secured to the brushes, and that the brushes move freely in the brush holders.

4. Fit the new brushes to the commutator surface by using a strip of fine sandpaper placed between the face of the brush and
the commutator (sand surface against brush). Use several one-direction strokes of the sandpaper, pulled in the direction the
commutator rotates with the forward direction of the truck (drive motor), and in the direction in which the commutator
rotates while hoisting (hoist pump motor). Only the pressure of the brush should be on the sandpaper when it is fitted in this
matter. Make sure that the complete surface of the brush rides on the cleaned-up surface of the commutator.

5. Following the installation of new brushes, the motor should be blown out with clean, dry compressed air.

PREREPARATION OF MOTOR COMMUTATOR (MOTOR REMOVED)

In order to ensure the best possible operation from newly fitted brushes, the commutator should be in good condition.

Check the commutator for:

a. Dirt or other foreign matter.

b. Eccentricity:
0.002 inches max. runout from shaft — Motors up to 7.312 inches Diameter.
0.003 inches max. runout from shaft — Motors larger than 7.312 inches Diameter
c. High or low bars, roughness or burning.
d. High mica.
e. Grooving of commutator.

If any othe above conditions exist,they should be remedied as follows:

2. Clean the commutator by holding a piece of dry canvas or other hard non-linting material, which is wound around and
securely fastened to a piece of wood, against the commutator.

3. If the eccentricity or roughness is not too great, it may be possible to polish the commutator with one of the several varieties
of dressing stones available on the market. Before stoning clean grease and oil from the commutator using a cloth satu
rated with a suitable solution. After stoning, the commutator should be smoothed with a very fine grade of sandpaper,
then polished by using the back of the paper. When the commutator is too rough or eccentric to be stoned down, it is
advisable to turn the commutator on a lathe.

4. Undercut the mica using one of the several types of undercutting tools available on the market. Undercutting is usually
done to a depth of 0.047 inches. It is recommended to slightly bevel the segment corners.

5. A commutator that is badly grooved should be ground or turned the same as for roughness or eccentricity. After the
commutator has been conditioned, make sure that it is completely cleaned out by suction (preferred), or by blowing out with
 Sheet 7: Motor, Pump and Current Servicing
clean, dry compressed air.

Using undercutting tools

remove all traces of insulator
along the conducting slots.

Using hacksaw may leave

ridges of insulator along the
edges of the conducting slots,
causing arcing, chatter, and
rapid brush wear.

DRIVE MOTOR BRUSH SET REMOVAL AND INSTALLATION (MOTOR INSTALLED)

1. Disconnect and remove battery. Remove the operator's seat and seat support weldment (swing up seat only). Remove
operator's floor plate and battery compartment floor plate.

2. Raise and block the truck to gain access to the underside of the drive motor

WARNING: Be sure the truck is securely blocked to prevent accidental lowering.

3. Remove the cover plates from the commutator end of the drive motor.

CAUTION: Note the position of each brush assembly before removing. Be certain to install the replacement
brush sets and wires in the same position.

4. Remove brush springs and brush sets. Refer to procedure for testing and measuring brush springs to check springs.

5. Install new brush set and brush springs if required. Refer to procedure for fitting motor brushes and commutator inspection.

6. Reinstall the commutator covers.

7. Lower the truck. Reinstall the operator's seat, floor plate, battery compartment floor plate and battery. Reconnect battery.
Test for proper operation.

Figure 3-22 -- Motor Brush Replacement

 Sheet 7: Motor, Pump and Current Servicing

DRIVE MOTOR
REMOVAL AND INSTALLATION WITHOUT REMOVING COMPLETE DRIVE UNIT)

1. Disconnect and remove battery. Remove the operator's, floor plate and the battery compartment floor plate.

2. Raise and block the truck to gain access to the underside of the drive motor.

WARNING: Be sure the truck is securely blocked to prevent accidental lowering.

3. Block beneath the drive unit intermediate housing. Attach nylon strap or chain (O. S. H. A. approved) securely around
drive motor and attach to a suitable lifting device. As an alternative, support the underside of the motor with a jack to
facilitate lowering the motor from the truck.

4. Remove the bolts from the bracket securing the rear of the drivee motor to the truck frame.

5. Remove the motor brake and linkage on trucks equipped with a motor brake.

6. Remove the bolts securing the drive motor to the intermediate housing. Using a pry bar, carefully separate the drive motor
from the housing. Do not scratch the machined mating surfaces. Lower the drive motor from the truck. It may
be helpful to pivot the drive unit downward slightly to remove the motor.

7. Reverse this procedure to install the drive motor.

NOTE: After the installation is completed, check the gear oil If level in the intermediate housing.

INSPECTfON

Inspect the armature commutator, bearings, brushes, brush springs, brush holders, commutator end brackets, field windings and
insulation for discoloration.

1. Examine the armature core for indications of local overheating (caused by short circuits) and signs of chafing against the
field windings (indicating armature shaft distortion or excessive wear of bearings.

2. Inspect the commutator for scoring, pitting, wearing of the brush track, and thrown solder. Excessive pitting or blackening
indicates a winding defect.

3. Examine the bearings for excessive wear, pitting and discoloration. Replace if defective.

4. The brush spring force should be 1.5 to 2.5 pounds per square inch of brush contact area. Replace springs if spring force is
not within stated limits

5. Check the insulation limits between the brush holders and commutator end brackets using an ohm meter Minimum
acceptable resistance value is 1 megaohm.

6. Inspect the field windings for indications of chafing or damaged insulation (indicates a distorted armature or worn
bearings). Replace if defective.

NOTE: If required the field windings may be given an extra coat of insulating varnish. Red glycol can be used if a class H
polyurethane varnish is not available. Ensure that the varnish DOES NOT contact the brush gear, pole shoe faces or end head
sets.