iitte- Lansing Service Training 4.6.6.18 CURRENT SENSOR 390 950 52 00 - DUAL PEDAL. Direction of current Current sensor transmitter with Integrated transducer Connector 1X6 1 +15 Volts trom 1%13:8 1A1 module 2 Output signal to 1%X13:20 11 module 3 -Ve from 1X18:6 1A1 module FORMULA FOR CURRENT SENSOR CHECK For every 100 amps passed through the curent sensor Bar (1), the output voltage at Pin 2 of 1X6 will increase by 0.5 volts, In neutral with no current flowing the output voltage from Pin2 of 1X6 will be 7.5 volts + 0.2 volts Example Current limit of truck = 450 amps The output voltage from Pin 2 of 1X6 will be 9.75 volts Page 45 (04/93)Service Training Lansing 4.6.6.19 CURRENT SENSOR DESCRIPTION - DUAL PEDAL To enable current to be measured the magnetic flux generated around the armature current carrying conductor is monitored by the current sensor. This is a copper fink connected in series with the armature cable connection {0 the mosfet drains. Fixed to this link by a plastic moulding is a magneto resistive device which has a resis {ance that changes with the fluctuations which can occur in the magnetic flux. The complete current sensor cir cult includes two MDRs (Magneto Dependant Resistors) which are connected in a haif bridge arrangement to ensure that any changes due to temperature are cancelled out. The current sensor which also includes an ampifier to ensure consistent gain and reduce noise immunity is powered from the traction circuits stabilised 48 volt supply Etched semiconductor lamina wage MAGNETO DEPENDANT RESISTOR ‘The magnetic field varies in proportion to the intensity of the current. Ifa MDA is mounted vertically to the lines of magnetic flux, the flow paths of current (b) are rotated depending on the strength of the magnetic field, and this increases the resistance of the MD, Current without external magnetic field Paths of current (b) Metalig conducting areas Current with external magnetic fel NOTE: The sensor transmitter for transistor controls must not be confused with the current sensor transmitter used in previous Linde controls which does not include an amplifier. (04/93) Page 46oGimte Lansing Service Training 4.8.6.20 ACCELERATOR UNIT - DUAL PEDAL This unit which is common to single and dual pedal trucks comprises of a centre position detecting switch, a potentiometer and an electronic module which buffers the potentiometer voltage and provides suppression for tne microswitch contacts, it connects into the truck circuits via a 6 way connector. The pin allo cations are as follows: PINT PIN2 PIN PIN 4 PINS PINE Page 47 Stabllised 15 volt supply 8N. Demand voltage WHOG This voltage will be 7.4 - 7.6 volts when the accelerator is at rest. On dual pedal trucks this voltage will fall to 3.2 - 3.75 volts when full speed forks forward is demanded. It will rise to 11.25 - 11.8 volts when full speed forks trailing is selected. If the accelerator mecha- nism has excessive overtravel the traction will be inhibited, if the voltage exceeds these limits by more than a small amount. Reference negative WHGY Battery positive when the ricroswitch is operated to 1K11 and 1K12 colls VTRD, Supply to the microswitch derived from the battery via fuse 1F2 and keyswitch GNRD. NOT USED, (04/93)Service Training tte. Lansing 4.6.6.2 ACCELERATOR UNIT AND DIRECTION SELECTION SWITCH AND DIRECTION CONTACTORS - DUAL PEDAL 1A1 Traction Control Module 1A4 Accelerator Assembly 1C4_ Capacitor suppression 1K11 Direction Contactors 1K12 Direction Contactor 186 Direction Switch (single pedal) MSt_ Microswitch (Part of 144) ev ALE v= vor or=crey WaT SET eee (o4/ea) e eennan Page 48Gite Lansing Service Training 4.6.6.2 ACCELERATOR TRANSMITTER 390 960 76 00 - DUAL PEDAL ‘The accelerator transmitter is mounted under the floor plate. It is connected to the pedals via an adjustable link age. During forward and reverse travel the microswitch for the accelerator transmitter is actuated by the con- trol cam, ‘A conductive plastic potentiometer is connected to the moveable control cam fited to the accelerator The potentiometer is powered by the traction module stabilised 15 volt ine. The output voltage trom the potenti- ‘meter is buffered by the attendant amplifier module. There are no adjustments. Hf connector 110 is not plugged in, the controls inoperable and the directional contactors cannot close. Description Potentiometer Microswitch Control cam Ball head Connector 1X10 Connecting cable Buffer Ampitier 1X10 @Q “vo 7.4 Volts © Page 49 (04/93)Service Training Gite. Lansing 4.6.6.23 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3) - DUAL PEDAL The accelerator output signal can be measured at connector 1X10. Pin Connections 1X10 (sy) (output signal) () negative 4 = Microswitch N.O. (normally open) '5 = Microswitch Com (common) 6 = Microswitch N.C. (normally closed) The output signal can vary within the following range: weurear | OX, oeone |e TRAILING! MAX. FORKS FORWARD ‘OUTPUT SIGNAL MEASURED (1X40 pin 2 and 3) 74-76V | 1125-118 | 32-375V The control range of the forks tralling accelerator pedal transmitter is between 7.4-7-6V and 11.25-11.8 Volts, ‘and for the forks forward accelerator pedal transmitier between 7.4-7.6 V and 3.2-3.75 Volts ‘To be able to check the traction control for proper operation, the following nominal voltages are important for the control range of the accelerator transmitter FORKS TRAILING | FORKS FORWARD Neural Postion 74-76V 74-76V Contactor makes B2V 6av Pulsing Starts av eev ‘Ai maximum pedal depression 1125-118V 32-3750 Contactor Opens 80V 7.0V (04/99) Page 50Gite. Lansing Service Training 4.6.6.24 ACCELERATOR PEDAL STOP SETTING - DUAL PEDAL With the truck switched on and the handbrake applied, check that power steering is inhibited. Using a suitably scaled voltmeter, measure the accelerator output voltage at the accelerator inline 6 way con- ector. Voltmeter negative to pin 3 WHGY postive to pin 2 WHOG. The voltage should be 7.4 - 7.6 volts with the pedals in the neutral position. With the forks forward pedal depressed to the stop, check that the voltage falls to 3.2 - 3.76 volts. With the forks trating pedal depressed to the stop, check that the voltage rises to 11.25 - 11.8 volts, The accelerator unit and pedal assembly are accessible by liting the seat mounting and removing the floor plate. Page 51 (04/93)Service Training Lansing 4.6.7 TRACTION CONTROL - SINGLE PEDAL 4.6.7.1 KEY SWITCH AND TRUCK INITIALISING CIRCUITS - SINGLE PEDAL With the truck keyswitch closed, a battery positive supply is provided by (GNAD) wires to the traction control module at 1%13:13 via resistor (1R4) hydraulic control module at 2X1:13, power steering module at $X1:13, accelerator unit at 1X10:5, battery state of charge indicator via 6X2:12 and 6X1:12, the field divert and regenera tion contactor coils, seat switch delay module (1A3), brake fluid level switch (S3) lighting key switch slave con: tactor (5K11), footbrake switch 187 1X40:2, 1F2 Fuse St Keyswitch 1R4 Resistor G1 Battery 80v 781 Isolator Emergency a TE] 0 s amall] se2 781 ) i GNRO_anious COMPONENT INEUTS let | Rs J a a = 2 Ge $4e Sess gy F yx 55 ae 5 5 & Be 2 gf SERB ES g BF ES 8s S 8 $8 = 88 OF GT BS = F GE SS co eo 8 29 *g9 g 3° 8485 o0 yo 5 55 9% Br ee 2 ee; Se cae ©8683) a6 Pe Se cel we 2 8 g & & 3 sk 8328 8 8 See gs g 6 § § 8S § BB 2 gee "YB eg F 868 = 938 & ~ y & 6 & gs g € 5 3 2 7 : # 5 z 8 (04/93) Page 52Gime. Lansing Service Training 4.6.7.2 REGENERATIVE BRAKING - SINGLE PEDAL Regenerative braking is initiated elther by intial operation of the footbrake pedal/switch 187 (it the accelerator is in neutral or by selection of the opposite direction of travel while the truck is in motion, Pin 3 of 1X42 with the brake pedal in neutral is negative. With the brake pedal depressed 187 will change over, causing Pin 3 of 1X42 10 be at battery voltage, signalling for regenerative operation, only if the accelerator is in the neutral position and the truck is traveling over 3kmh During regenerative braking the motor direction contactors are energised appropriate to the opposite direction of travel ‘The direction and speed of the truck is monitored by tachogenerator G2. This unit is physically mounted under the nearside tit jack, secured to the axle casing, The regenerative contactor 126 will now open. The mosfets are turned on and an initial current will flow from the battery through the motor and be limited by (1F26) resistor to about 10amps (Fig.10). ‘This currentis sufficient to cause the motor to self generate and set up a circulating current that flows through the motor armature, current sensor (183), ditection contactors (1K11) and (1K12) and motor (1M) field winding, mostets and diode (13) (Fig. 16) This current will be rapidly increasing until it reaches the threshold of 225 amps, set within the traction control module, when the mosfet will be switched oft This current will want to continue to flow, the route for this current now being down through the armature, cur rent sensor, contactors and field, through diodes (1V52) and (1VS1) backwards through the battery, putting energy into it and returning to the armature through diode (1V53) (Fig.1F). TO SERENE Page 53 (04/93)Service Training TRACTION CIRCUIT - Fig.1D. 1F1 Fuse 126 Resistor 1K26 Contactor, IMT Motor Armature ‘A’ 183. Current Sensor 1K11 Contactor 1K12 Contactor 1K27 Contactor 128 Contactor 427 Resistor 1R28 Resistor 182 Diode: 1VB1 Diode 1V58 Diode G1 Battery aov 751 Isolator - Emergency (04/93) so Page 54Gitte Lansing Service Training TRACTION CIRCUIT - Fig.1E. 1FI_ Fuse | R26 Resistor ih 1K26 Contactor ae 41M1 Motor Armature ‘A’ 183 Current Sensor skool sre 1K11 Contactor TF 1K12 Contactor 1K27 Contactor 92, 128 Contactor A mn 127 Resistor is 128 Resistor 152 Diode 1V51 Diode zed , 1V53 Diode G1 Battery aov 781. Isolator - Emergency Kee TFB ese 5g x83 5 a tat 2 wee swso ¢ y oP 2 3 4 8 6 7 8 8101 Page 55 (04/93)Service Training Lansing TRACTION CIRCUIT Fig.1F. 1FI 1R26 126 amt 183 1K11 1K12 1K27 128, 1Re7 irae. 152, 151 153 Gi 781 Fuse Resistor Contactor Motor Armature ‘A’ Current Sensor Contactor Contactor Contactor Contactor Resistor Resistor Diode Diode Diode Battery 80V 'solator - Emergency (04/93) 1 2 3 4 8 6 7 8 8 10 Page 56Lansing Service Training 4.8.7.3 SEAT SWITCH INTERLOCK AND DELAY - SINGLE PEDAL The seat switch delay module is designed to operate over a wide range of operating voltages and is suitable for use on trucks with 24 vol, 48 volt and 80 volt electrical systems. When the truck key switch is closed a battery positive supply is presented to the seatswitch delay module at 1X31:4:8 When the seat switch is closed, 1X31-5 is connected to battery negative, Current will now flow from 1X31-4, through Ri, base emitter junction of V8, 1X31-5, through the seat switch to negative. It will turn ON and cause @ main current flow from 1X31-4, the emitter - collector of V8, K1 coll and 1X31-1 to negative k1 WILL ENERGISE. This main current flow now eneraises the relay, a voltage will also be dropped across resistor R4, therefore ‘maintaining the main current flow at a fixed level. In this way the circuit always provides the correct current flow for K1 coil regardless of the incoming battery supply voltage, With K1 energised tts contacts will close and 131-3 and 1X31-7 will provide a negative signal to traction ena: ble via 1X13:1:10 of 1A6 module providing that 1812 drive motor thermal switch is servicable, power steer ena: ble vai 3x1:10, hydraulic enable via 2X1:10 and hourmeter enable via 6X2'6, 6X1:6. This negative supply also ‘energises the relay within the optional sounder circu to inhibit sounder operation when the seat is occupied. When the seat switch is opened the enable signal will continue for several seconds until the charge on internal capacitors is sufficiently reduced. Page 57 (04/93)Service Training Lansing ‘SEAT SWITCH INTERLOCK AND DELAY CIRCUIT - SINGLE PEDAL 1A3. Seat Switch Delay Module 181 Seat Switch «+4 ————__ NEGATIVE ENABLE SIGNAL oureut i 95 96 97 98 99 100101 102103104 105 4.6.7.4 SEAT SWITCH DELAY MODULE 390 365 05 00 - SINGLE PEDAL PIN ALLOCATIONS, (04/93)Gite Lansing Service Training 4.6.7.5 HANDBRAKE INTERLOCK/CREEP SPEED SWITCH - SINGLE PEDAL The handbrake switch (182) closes when the handbrake lever is fully released. This provides a negative sup- ply that is routed to two places: 4. The traction control module (1A1) at 1X132:22 via add on module (16) 1X13.1:22 via creep speed switch (185) and diode 1V11. This enables the traction cantrol to be driven up to maximum speed, When the hand: brake switch (182) or creep speed switch (185) are open, traction is iil available but at a reduced speed. This ensures positive starting on gradients, 2. The negative supply to the optional sounder circuit. Diode (1/11) ensures that when the keyswitch (St) is turned off that no reverse current path exists through the modules 1A1 and 1A6 pin 22 that would cause the optional sounder (184) to operate at reduced volume. HANDBRAKE INTERLOCK CIRCUIT - SINGLE PEDAL 4A6 Add on traction Control Module 1B4 Sounder (Optional) 182 Handbrake Switch 185 Creep speed switch (optional) (see also location 34 1X46 on main circuit diagram) i ot er i” a joe 7 — * | ua | | | 4 || | akessk xe | i © menecne 13 AA — hoe Stee | i {| Page 9 (04/93)Service Training Lansing 4.6.7.6 TRACTION MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - SINGLE PEDAL The traction motor (1M1) has two thermostats fited (1811 and 1812) the traction LTM heatsink (1813) and the lit pump motor (2M1) each have one thermostat ited, All thermostats are normally closed and open on temperature rise, oth traction thermostats progressively open as the temperature increases (1811) opens first, 1812 second. (1811) and 1813 LTM heatsink thermostats provide a series circuit to connect traction module pin 1X132:9 to ‘negative via add on module 146 1X13.1:9, This permits full speed to be achieved. When either thermostat opens, traction performance will be reduced and the temperature indicator on the hour meter (6P1) wil be illuminated by removing the negative signal to 6X2:11, 6X1:11 The voltage at 1X13.1:9 and 1X13.2:9 will rise to HALF BATTERY VOLTAGE when either of these thermostats open. if the nour meter (6P1) is disconnected the voltage at 1X13.1:9 and 1X13.2:9 wil rise to BATTERY VOLTAGE. When thermostat (1812) opens due to an increased motor temperature, traction willbe inhibited. TRACTION 1 X7 CONNECTOR 6 WAY (TRACTION BRUSHWEAR/TEMPERATURE) 1 vik + 1BIt 2 GNBRUSHWEAR - 681 3 GNBK - 1B12 4 8k - 481 5 GYBRUSHWEAR - 682 6 YEBU ice COSI RESRETATIONS K= BLACK ] GN = GREEN (04/93) Page 60Lansing ‘TRACTION 18 1At 1811 1812 1813 eri Service Training MOTOR TEMPERATURE INTERLOCKS AND WARNINGS - SINGLE PEDAL ‘Add on traction module Traction control module Temperature sensor, traction motor Temperature sensor, traction motor r ‘Thermostat sensor, heatsink Battery discharge indicator | (ebE ct. Fp a | | | | Page 61 — ee oe a [tone ao=ne | w= wre (04/93)Gitte. Service Training Lansing 4.6.7.7 TRACTION STABILISED SUPPLY - SINGLE PEDAL ‘The battery positive supply routed from the keyswitch (S1) to traction module (1A1) 1X132:13 via resistor (14) and add On module 1A6 provides the feed for a regulator circuit within the module that presents a regu: lated 15 volt supply between pins 1X13.1:6 (negative) and 1X13.1:8 (positive), also 1X13.2:6 (negative) WHGY and 1X13:8 (positive) BN. This stabilised 15 volt supply is used to supply the electronics within the cur tor unit (14), nt sensor (183) and the accelera ou capacitors (103 and 1C4) fixed directly at the loom connectors that mate with these two units ensuring that any induced transients in the wiring are adequately suppressed at the point of use. The 15 volt supply is also routed to the field divert module (1A5) at 1X41:8. The negative return for the accelerator and current sensor units and the electronics within the traction and add on modules is through the auxiliary source wires that run together with the gate wires to each power mosfet block. The negative return to the divert module is wired directly to the centre traction mosfet on the negative (source) bus bar. (04/93) Page 62Lansing Service Training ‘TRACTION STABILISED SUPPLY - SINGLE PEDAL aA Traction module Tag Relay traction lock 16: ‘Add on module 183 Current sensor 1¢3 Capacitor suppression aaa] 1C4 Capacitor suppression T= WAK | Gis GREEN 1R4 Ballast resistor av=BRoWn | aU= Aue 6» ome] T= woLET ve=veuow | v= ey sox nen | wi=were Page 63 (04/93)oGkte. Service Training Lansing 4.6.7.8 DIRECTION CONTACTOR 1K11 & 1K12 Pt. No, 000,976.95.09 - SINGLE PEDAL 1 Top cover screw and washer 2 Top cover with blowouts 3. Top cover with blowouts and fixed contacts 4 Fixed contacts with nuts and washers 5 Return spring 8 Top cover base moulding 7 Centre tube 8 Coilwith diode and resistor 9 Fixed changeover contacts - single 10 Fixed changeover contacts - double (04/99) Page 64Gitte. Lansing Service Training 4.6.7.9 REGENERATIVE BRAKING CONTACTOR 1K26 Pt. No. 7.915.692.016 - SINGLE PEDAL 1 Top cover screws and washers 2 Top cover 3. Top cover with fixed contacts 5 Top cover base 6 9 Return spring Contact spring 7 13. Moving contact 18 Coil assembly 17 Contact kit co ol = 6 Page 65 (04/93)liste. Service Training Lansing 4.6.7.10 TRACTION LOCK CONTACTOR 1K26 Pt. No. 7.9156.92.055 - SINGLE PEDAL Top cover screws and washers Top cover Top cover with fixed contacts Top cover base Return spring 16 Coll assembly | co co — ———— (04/93) Page 86Gite Lansing Service Training 4.6.7.1 TRACTION MODULE/ADD ON MODULE REMOVAL - SINGLE PEDAL, Apply the handbrake. Ensure that the mast and carriage are fully lowered, Turn the keyswitch to the off position. Disconnect the battery Disconnect 25 way connection and 9 way connection. Using a small screwdriver release the support plate each side. = Raise module and disconnect connectors 1V1 1V2 and 1V3. Using an allen key remove cap head screw to release drain wire from X4 connection battery and powered up unless precautions are taken. Failure to take these precautions will cause CAUTION: tt is very important that trucks with the traction module removed are not connected to @ A either instant fallure of the power mosfets or a very significant reduction in their service life If the traction control module is disconnected, the traction main fuse 1F1 must be removed. Hydraulic and steering may now be operated. Refit 1F1 after tration module is replaced 4.6:7.12 TRACTION MODULE/ADD ON MODULE REPLACEMENT - SINGLE PEDAL To replace the traction module or add on module, reverse the removal procedure Ensure the connections are replaced correctly in their MOSFETS. CAUTION: Ensure the drain wire connection is replaced. Under NO circumstances operate the truck with the drain wire loase ar disconnected or damage will be caused CAUTION: Ensure the correct action module fs connected tothe traction LTM assem, othr A wise damage wll be caused Page 67 (04/93)Gitte. Service Training Lansing 4.6.7.19 INSTALLATION OF THE TRANSISTOR MODULES - SINGLE PEDAL The transistor modules installed in Linde controls are MOS-FET modules. MOS transistors are extremely sensi: live to electrostatic discharges. Electrostatic charging can readily occur when walking over a carpet. in the most extreme case the human body can pick up @ 35,000 Volt charge. surface/truck are all at the same earth potential by bonding them together. Do not work on car- Sn ee een neces oe LD eee ree The transistor modules must be handled with care to prevent damage to the cooling surface, the drain/source terminal or to the connecting leads. ~The mounting surfaces of the transistor modules and the area of the heat sink must be free from dust and for eign objects. Apply @ thin coat of heat sink compound WPV 10 to the mounting surface of the transistor module to reduce the thermal contact resistance (heat transfér resistance) between the module and the heat sink - Position the transistor module properly, paying attention to the drain and source designations. Drain termi- nal 2- long bus bar Source terminal 1 - short bus bar + Tighten the M6 x 20 screws alternately 1o a torque of § +0.5 Nm. Tighten the MS x 12 terminal screws on the bus bars to a torque of S + 0.5 Nm Connect the plug correctly with the locating nose. (o«/e3) Page 68Ge Lansing Service Training 4.6.7.14 ELECTRONIC TRACTION CONTROL MODULE 1A1 Pt, No. 390.60.50.51 - SINGLE PEDAL The electronic traction control is mounted in a dust and waterproof aluminium injection moulded housing, TRACTION CONTROL 80 VOLT NOTE: The difforent voltage versions of the traction control can only be differentiated by the Part No on the sticker. Due to the different pin configuration, the truck will nat suffer damage if the wrong version is inadver tently used. In this case the truck will simply be inoperable. 1VS Connector - Transistor* 1V4 Connector -Transistor* 1V Connector - Transistor* 1V2 Connector - Transistor* 1V1t Connector - Transistor* Wire to drain connection X4. 25 way pin connector - Traction module 1X13.2 Traction module 9 way pin connector CAUTION: Ensure positioning key "10° on each connector fits into the groove in the mosfet socket. Damage will be caused ifthe connector is fited incorrectly Page 69 (04/9)Gitte. Service Training Lansing 15 ELECTRONIC TRACTION CONTROL ADD ON MODULE 146 Pt. No. 390.360.50.47 SINGLE PEDAL, The electronic traction control is mounted in a dust and waterproof aluminium injection moulded housing TRACTION CONTROL 80 VOLT The add on module is fited to single pedal trucks because, unlike the dual pedal configuration, the accelerator and direction selection lever are not mechanically interlocked The add on module ensures that transistions between drive and braking as well as direction changes take place smoothly and sequentially, With the add on module fitted the traction module is configured automatically by the wiring as it it were for a dual pedal truck. The add on module contains the necessary components for single pedal operation and provides the traction ‘module with correctly sequenced and interlocked dual pedal signals. When the add on module is used, the original traction harness connector 1X13 is connected to the add on mod: tle and is designated 1X13.1 A short lead from the add on module has another similar connector that is made to the traction module to complete the circuit. This is designated 1X13.2 A small acitional wiring hamess makes other connections, and services the additional accelerator micro switch slave contactor. Many of the connections within the add on module are connected straight through number to number The main functions of the add on module are: Accelerator demand signal is conditioned between 1X13.1:19 and 1X13.2:19 Current sensor signal is conditioned between 1X13.1:20 and 1X13.2:20 Further intestock to seat switch circuit between 1X13.1:10 and 1X13.2:10 Positive supply to dlitection contactor colls now routed via contacts of the new acclerator slave contactor 1K4 and not from the acclerator microswitch. Accelerator micro switch now provides battery voltage logic signal to add on module. Checks acclerator output voltage against accelarator micro switch operating point, it OK. enables contac: tor 1Ké to energise and closes relay within module between 1X13.1:10 and 1X13.2:10. This gives addi- tional interlock in series with the existing seat switch and temperature switch interlock input to traction mod- ule, (04/93) Page 70ay Service Training 4.6.7.6 1A6 ADD ON TRACTION MODULE PIN DESIGNATIONS - SINGLE PEDAL. (UE b babel elle edt Gl 1X 1B (module pin housing) Number 1 1" 12 13 14 15 16 17 18 19 20 a1 22 23 24 25 Page 71 Colour BK neu WHEN ROYE GNAD wHeY BN OGBN GNBK WHBU vTeN GN WHGN WHGN. BK WHOS WHYE BUBN BNBK buy Linked through. - Nog. supply for 1K4 coil driver Tacho input. Linked through Linked through Linked through Neg. coil feed to 1Ké coil (acclerator slave contactor) Linked through battery volts Linked through elec. neg. Linked through 7.5 volt line Linked through 18 vot ine Linked through bad budge Seat switch interlock input Direction lever. Forks trailing = negative Linked through Linked through 1Ké accelerator slave contactor ‘aux. normally open negative when energised Linked through E Accelerator micro switch Normally open, Battery pos. when operated Regen contactor auxiliary Normally open Linked through - Accelerator pot. signal Current sensor signal NOT USED Linked through = NOT USED Direction lever Forks forward = negative Linked through - Wrens crac | mo=ne | wa=wHre 1X 13 (module tly lead socket housing) Number 1 10 12 13 14 18 16 17 18 19 20 a 22 23 24 25 Duty Linked through. Neg. supply for direction contactor drivers Linked to 1X13.2:23 NOT USED Neg supply to 1K11 coil to enable battery contactors also. Battery votts to traction module Linked throgh elec. negatve Linked through 7.5 volt line Linked through 15 volt line Held low to enable full speed Routed via temperature sensors, Seat switch interlock via add on module internal relay, contacts normally open. NOT USED 48 volt input NOT USED 0 volt supply via 1R4 to 1A1 NOT USED Neg. supply to 112 coll NOT USED NOT USED, ‘Aux. speed input. Tied to negative Conditioned accelerator demand signal to traction module. Conditioned current sensor signal to traction module NOT USED. Tied low via handbrake switch for full speed Linked to 1X13.2:1 t0 configure traction module on dual pedal configuration, NOT USED 24 volt input. NOT USED (04/93)AARte- Service Training Lansing 4.6.7.17 181 TRACTION MODULE PIN DESIGNATIONS - 25 WAY CONNECTOR - SINGLE PEDAL Connector 1X13.2 Number Duty Negative supply from direction contactors NOT USED 1K11 coil negative driver - via 18 NOT USED Battery volts - via 1A6 CLD BRETTON (N= GREEN Electronic negative from mostet plugs, feeds add on module, then current sensor, accelerator etc. 7.5 volts reference point - also routed to 1A6 15 vol line - Feeds add on module then current sensor, accelerator, field divert module. Full speed enable pin, tied low for full speed via 1A6 and series connected motor and heatsink tem: perature sensors. Signals Curtis indicator. Half battery volts when sensors open Motor temperature and seatswitch interlock - routed via Interlock relay within 1A6 NOT USED NOT USED Power supply input - via resistor 1R4 and 146 NOT USED 1Ki2 coil negative driver - vie 146 NOT USED NOT USED Additional speed control input - tied to negative via 16 to enable full speed. Accelerator demand input - via conditioning circut in 186 Current sensor signal - via conditioning circuit 146 NOT USED Tied low via 16 by handbrake and creep speed switches & 1V11 to enable full speed, Tied to negative via link within 1A between pins 1 and 23 to configure to dual pedal mode. NOT USED NOT USED 4.6.7.18 TRACTION MODULE 9 WAY CONNECTOR - SINGLE PEDAL Connector 1x42 Number 1 2 (04/93) Colour cyos ROVT oGGN GNRO GyBU WHYE GNBN 8K BUEN Duty Tacho input. +-VE when travelling forks forward with respect to pin 7. Postive supply to enable direction contactors during regen. Routed from pin 3 via diode within module. Footbrake switch common 0 volts = foot off. Battery volts = brake applied. Keyswitch battery positive to regen circuit Regen contactor 1K26 auxiliary microswitch normally open. Closes to negative when regen contactor energised, Current sensor signal DIRECT from current sensor. Tacho reference = 7.5 volts Battery negative Regen contactor 126 coil negative driver Page 72limtte- Lansing Service Training 4.8.7.19 FIELD DIVERT AND INCHING MODULE - SINGLE PEDAL. IEEE elle ORIG Number Colour. Duty BUBN Tied low to inhibit divert, connected to 126 coil negative. NOT USED WHBU Divert contactor 1K27 Stage 1, 0 volts when energised. NOT USED YEGN Traction LTM mosfet drain, Near 0 volts when mosfets in full conduction. BK Main negative to centre traction mosfet power source connection, NOT USED BN Stabllised 15 volt supply input NOT USED NOT USED NOT USED NOT USED NOT USED NOT USED OGBU —_Divert contactor 1K28 - Stage 2, 0 volts when energised. NOT USED NOT USED NOT USED WHOG Accelerator voltage to traction module 1X13:19 WHYE Current sensor signal NOT USED NOT USED NOT USED 24 NOT USED 25 NOT USED CLO BAEMATINS Page 73 (04/93)Service Training Lansing 23 a - N SS = ° ° 4.6.7.20 FIELD DIVERT CONTACTOR - SINGLE PEDAL ‘Top cover fing screws ‘Top cover assembly Return spring Moving contact assembly Coil assembly ° een ° ° ° (04/93) Page 74Gite Lansing Service Training 4.6.7.21 CURRENT SENSOR 390 350 52 00 - SINGLE PEDAL Al Direction of current Current sensor transmitter with integrated transducer Connector 1X6 1 £15 Volts from 1X13.1:8 18 module 2 Output signal to 1X13.1:20 1A6 module 3 -Ve from 1X13.1:6 1A6 module FORMULA FOR CURRENT SENSOR CHECK For every 100 amps passed through the curent sensor Bar (1), the output voltage at Pin 2 of 1X6 will increase by 05 vot, In neutral with no current flowing the output voltage from Pin2 of 1X6 will be 7.6 volts + 0.2 volts Example Current limit of truc 450 amps The output voltage from Pin 2 of 1X6 will be 9.75 volts Page 75 (04/93)oGinte- Service Training Lansing 4.6.7.22 CURRENT SENSOR DESCRIPTION - SINGLE PEDAL, To enable current to be measured the magnetic lux generated around the armature current carrying conductor is monitored by the current sensor. This is @ copper link connected in series with the armature cable connection to the mosfet drains. Fixed to this link by a plastic moulding is a magneto resistive device which has a resis tance that changes with the fluctuations which can occur in the magnetic flux. The complete current sensor cir cuit includes two MDRs (Magneto Dependant Resistors) which are connected in a halt bridge arrangement to ensure that any changes due to temperature are cancelled out. The current sensor which also includes an amplifier to ensure consistent gain and reduce noise immunity is powered from the traction circuits stabilised 15.volt supply. Etched semiconductor lamina ou MAGNETO DEPENDANT RESISTOR The magnetic field varies in proportion to the intensity of the current. Ita MOR is mounted vertically tothe lines of magnetic flux, the flow paths of current (b) are rotated depending on the strength of the magnetic field, and this increases the resistance of the MOR. Current without external magnetic field L, —-|_1, |} 2 Paths of current (0) Metalic ‘conducting areas Current with externat magnetic field NOTE: The sensor transmitter for transistor controls must not be confused with the current sensor transmitter used in previous Linde controls which does not include an amplifier. (04/93) Page 76Lansing Service Training 4.6.7.23 ACCELERATOR UNIT - SINGLE PEDAL This unit which is common to single and dual pedal trucks comprises of a centre position detecting microswitch, a potentiometer and an electronic module which buffers the potentiometer voltage and provides suppression for the ricroswitch contacts, it connects into the truck circuits via a 6 way connector. The pin allo: calions are as follows: PINT Stabilised 15 volt supply BN, PIN2 Accelerator output voltage. This will be 7-4~7-6 volts with the accelerator pedal in the neutral posi- tion. The output voltage from Pin 2 will fall, directly proportional to pedal depression from 7.476 volts in neutral to 3.65-3.85 volts at full speed, regardless of direction selected, PINS Reference negative WHGY PIN4 Battery positive when the microswitch is operated to 1K11 and 112 coils VTRD. PINS Supply to the microswitch derived from the battery via fuse 1F2 and keyswitch GND. PINE NOTUSED. 4.6.7.24 TRACTION LOCK 1K4 - SINGLE PEDAL. 1K@ is a checking relay externally mounted in the top lett hand comer of the control panel. In the top of the con- tactor there is a confirmation microswitch 1K@ auxiliary. This microswitch confirms contactor operation to 1A8 add on module at 1X13” The contactor itself (1K4) is energised with an ignition positive via 1X14:3, together with a negative enable signal from 1A6 add on module at 1X13.1:4. The enable contact negative sig nal is only sent if the accelerator assembly is in neutral and in a servicable condition, The unit is designed to monitor the condition of the accelerator 14, checking both microswitch MS1 as well as the accelerator potentiometer 1B1. If the microswitch is welded closed or out of adjustment and/or the potent: ‘meter is out of adjustment or unserviceable, relay traction lock 1K4 cannot energise, As 1K4 is responsible for the positive supply to the direction contactors 1K11 and 1K12 as well as the optional reversing bleeper (i fi ted), the direction contacts cannot clase therefore traction is not available. if the accelerator is in a servicea- ble/correctly adjusted condition, 1K4 will close when ignition switched on and accelerator pressed, providing battery voltage to both direction contactors 1K11 and 1K12 Page 77 (04/93)ARte Service Training Lansing 4.6.7.25 ACCELERATOR UNIT/DIRECTION SELECTION SWITCH AND DIRECTION CONTACTORS - SINGLE PEDAL 1A1_ Traction Control Module 1A6 Add on module C4 Capacitior suppresion 4K11 Direction contactor 4K12 Direction contactor 188 Direction switch 1K4 Traction lock relay 181 Accelerator potentiometer ‘A. Microswitch (part of 144) ct ‘GN = GREEN pe et save rovuner | ae 7a aa gy (04/93) Fage 78Gite Lansing Service Training 4.6.7.26 ACCELERATOR TRANSMITTER 390 360 76 00 - SINGLE PEDAL The accelerator transmitter is mounted under the floor plate. Its connected to the pedals via an adjustable link age. During forward and reverse travel the ricroswitch for the accelerator transmitter is actuated by the con: trol cam, A conductive plastic potentiometer is connected to the moveable control cam fitted to the accelerator. The potentiometer is powered by the traction module stabilised 15 volt line. The output voltage from the potenti- ometer is buffered by the attendant amplifier module. There are no adjustments, If connector 1X10 is not plugged in, the control is inoperable and the directional contactors cannot close. Description Potentiometer Microswitch Control cam Ball head Connector 1X10 Connecting cable Butter Amplifier 1X10 @Q,-* © © — Page 79 7.4 Volts to 7.6 Volts Neutral position (04/93)Service Training Lansing 4.6.7.27 OUTPUT SIGNALS AT ACCELERATOR TRANSMITTER CONNECTOR (2 - 3) - SINGLE PEDAL The accelerator output signal can be measured at connector 1X10. Pin Connections 1X10 (15M) (output signal) (negative Microswitch N.O. (normally open) Microswitch Com (common) Microswitch N.C. (normally closed) NOT USED The output signal can vary within the following range: NEUTRAL POSITION OUTPUT SIGNAL MEASURED (1X10 pin 2 and 3) eri MAX, BOTH DIRECTIONS 32-3.75V The control range of the accelerator pedal transmitter is between 7.4-7.6 V with the accelerator pedal in neu- tral, With the pedal fuly depressed the voltage will be 3.2 - 3.75 volts, regardless of direction selected. To be able to check the traction control for proper operation, the following nominal voltages are important for ‘the control range of the accelerator transmitter: FORKS FORWARD Neutral Postion 74-760 Contactor makes eav Puising Starts ee ‘At maximum pedal depression 32-375V Contactor Opens 7.0V (04/93) Page 80Gitte. Lansing Service Training 4.6,7.28 ACCELERATOR PEDAL STOP SETTING - SINGLE PEDAL With the truck switched on and the handbrake applied, check that power steering is inhibited. Using a suitably scaled voltmeter, measure the accelerator output voltage at the accelerator inline 6 way con: rector. Voltmeter negative to pin 3 WHGY positive to pin 2 WHOG of 1X10. The voltage should be 7.4 - 7.6 volts with the pedals in the neutral position With the forks forward - single pedal depressed to the stop, check that the voltage falls to 3.2 - 3.75 volts. The accelerator unit and pedal assembly are accessible by liting the seat mounting and removing the rubber cover/loorplate. Page 81 (04/93)Service Training Lansing 4.6.8 ELECTRONIC LIFT CONTROL The electronic lift control is enclosed in a dust and waterproof injection moulded housing Electronic lift control 80 volts 2V8 Connector - Transistor* 2V4 Connector - Transistor* 2V3 Connector - Transistor* 2V2 Connector - Transistor* 2V1 Connector - Transistor* Wie to drain connection X 8 25 way pin connector Module CAUTION: Ensure polarising key 8 on each connector ts inthe groove inthe MOSFET socket A Damage wil be caused if he connecto I ted incorrect, Ensure the drain wire connection 6 is replaced. Under no circumstances operate the truck with the drain wire loose or disconnected as damage will be caused. Ensure the correct hydraulic module is connected to the hydraulic LTM assembly otherwise damage wil be caused (04/93) Page 82Gitte Lansing Service Training 4.6.8.1 HYDRAULIC MODULE REMOVAL Apply the handbrake, Ensure that the mast and carriage are fully lowered Turn the keyswitch to the off position Disconnect the battery. inect the 25 way connection Using a small screwdriver release the support plate each side. Raise module and disconnect connection 2V1 Using an allen key remove cap head screw to release drain wie fr ‘om X8 connection. battery and powered up unless precautions are taken, Failure to take these precautions will cause either instant fallure of the power mosfets or a very significant reduction in their service life, A CAUTION: Itis very important that trucks with the hydraulic module removed are not connected to a It the hydraulic control module is disconnected, the hydraulic main fuse 2F1 must be removed Traction and steering may now be operated. Refi 2F1 ater hydraulic module is replaced 4.6.8.2 HYDRAULIC MODULE REPLACEMENT To replace the hydraulic module, reverse the removal procedure Ensure the connactions are replaced correctly in their MOSFETS, CAUTION: Ensure the drain wire connection is replaced. Under NO circumstances operate the truck with the drain wire loose or disconnected or damage wil be caused. wise damage wil be caused, A CAUTION: Ensure the correct hydraulic module is connected to the hydraulic LTM assembly, other Page 63 (04/93)litte. Service Training Lansing 4.6.8.3 INSTALLATION OF THE TRANSISTOR MODULES, The transistor modules installed in Linde controls are MOS-FET modules. MOS transistors are extremely sensi- tive to electrostatic discharges. Electrostatic charging can readiy occur when walking over a carpet. In the most extreme case the human body can pick up a 35,000 Volt charge. surlacetruck are all at the same earth potential by bonding them together. Do not work on car- CAUTION: Betoe stating work on the power semiconductors, ensure thatthe operator, working A pets or use synthetic outer clothing ‘The transistor modules must be handled with care to prevent damage to the cooling surface, the drain/source terminal or to the connecting leads, The mounting surfaces of the transistor modules and the area of the heat sink must be free from dust and for eign objects. = Apply 2 thin coat of heat sink compound WPV 10 to the mounting surface of the transistor module to reduce the thermal contact resistance (heat transfer resistance) between the module and the heat sink. Position the transistor module properly, paying attention to the drain and source designations. Drain termi nal 2 long bus bar Source terminal 1 - shor bus bar Tighten the M6 x 20 screws alternately to a torque of 5 +0.5 Nm. Tighten the MS x 12 terminal screws on the bus bers to a torque of 3 + 0.5 Nm. Connect the plug correctly with the locating nose. (4/93) Page 84Gite. Lansing Service Training 4.6.8.4 HYDRAULIC PULSE LTM The hydraulic LTM controls the pump motor voltage in a similar manner to the traction LTM. Smooth stepless, control between zero and 100% battery voltage maybe applied to the motor. No contactors are required with this configuration of motor. The power circut is protected by fuse (2F ). When the hydraulic lever is operated for It, the externally mounted potentiometer (281) controls the pulse rate so that the motor speed is matched to the valve opening. During all other hydraulic functions a pre-set pulse rate is set on the individual function speed potentiometers within the hydraulic control module. When the lever is operated the appropriate pulse rate is selected for the function. The valve is used for fne metering ‘The contiol pins of the hydraulic control module associated with function selection will be internally pulled up to a voltage 0.6 volts below battery positive when NOT selected. HYDRAULIC PULSE CIRCUIT 2F1 Fuse 425 amp 2M1 Hydraulic Pump Motor G1. Battery 80 volts + 7S1 Isolator - Emergency 2m um Page 85 (04/93)