Professional Documents
Culture Documents
1103 series
Electric Powered Tow Tractor
11038012040
04.2016
KION
North America Corporation
2450 West 5th North Street
Summerville, S.C. 29484
PHONE (803) 875-8000 FAX (803) 875-8329
MANUAL FORMAT:
This manual is divided into sections (01 through 10), each of which deals with a particular aspect of the truck. The
sections are listed at the beginning of this manual, and can be accessed quickly using the black boxes at the edge of
the pages. These sections are further divided into specific components or assemblies of the main group. The specific
components in each section are listed in the Table of Contents, located at the beginning of the section.
The terms “left,” “right,” “front,” and “rear” designate locations of parts while in the operator’s position.
NOTE:
Indicates informational data or points of particular interest for more efficient and convenient operation.
TO LOCATE AN ITEM:
Determine the section of the manual that the item is most likely to be in, and check the Table of Contents at the
beginning of that section. The Table of Contents will direct you to the specific page(s) where the item is discussed.
WARRANTY:
Contact your local Linde dealer for the warranty applicable to the truck, it's components and it's parts.
TORQUE CHARTS
TORQUE TORQUE
ft-lbs (Nm) ft-lbs (Nm)
SIZE SIZE
Grade Grade Grade Grade Grade Grade
4.6 8.8 10.9 4.6 8.8 10.9
UNIT EQUIVALENTS
LENGTH WEIGHT/FORCE
PRESSURE
1 bar............................................................................................................................................. 14.5 psi
kilo pascal ........................................................................................................... 0.1450377 lbs per sq in
lb per sq in .............................................................................................................. 6.894757 kilo pascal
kg per sq cm ............................................................................................ 0.96784 standard atmosphere
standard atmosphere ........................................................................................ 1.033228 kg per sq cm
standard atmosphere ............................................................................................. 4.6959 lbs per sq in
TEMPERATURE
°C x 1.8 + 32 ..................................................................................................................................... °F
°F - 32 x 0.555 ................................................................................................................................... °C
32
33
• Remove the upper harness clip screws (32) and clip CAUTION
from the chassis. Move the disconnected harness out
of the steering column and secure it out of the way.
THE MASTER CYLINDER WILL LEAK IF THE
CONTROL HANDLE DOES NOT REMAIN UPRIGHT.
• Disconnect the drive motor cables at the motor (18).
Mark the cables if the factory markings are no longer
SECURE THE CONTROL HANDLE ASSEMBLY IN AN
visible.
UPRIGHT POSITION WHILE REMOVING THE DRIVE
MOTOR.
• Disconnect the motor tachometer/temperature sensor
at connector 1X3.
WARNING
5
10
6 8
11
7
12
9 27
28
13
14
16
17
15
18
19
20
21
22
23
24
26
25
26
This procedure allows removal of the drive motor without DISTURBING THE COIL ASSEMBLY INTERNAL
1
disconnecting any of the brake hydraulic system or the SCREWS WILL RESULT IN MIS-ADJUSTMENT OR
steering chain. Two M8x50 mm screws are required for DAMAGE TO THE BRAKE AND WILL CAUSE BRAKE
use as brake spring override screws in this procedure. FAILURE.
Three 3/8-16 x 6 -inch long threaded rods are required
as pilot rods during re-installation of the drive motor. • Disconnect the electric brake at its connector (X8).
This connector is located in a bracket (12) behind
• Turn the keyswitch off and disconnect the battery. the brake.
• Jack up the truck and remove the drive wheel. • Tie or otherwise attach the brake coil to the column
so that the brake coil will not hang by its hose line
when the steering column is lifted.
Ensure all blocking is of adequate
capacity. WARNING
ENSURE THAT THE BRAKE COIL DOES NOT PULL
AGAINST OR HANG BY THE BRAKE HOSE LINE
• Remove the cover from the back of the steering column
DURING REMOVAL OF THE STEERING COLUMN.
weldment.
IF THIS OCCURS, THE HOSE WILL BE DAMAGED
• Disconnect the main harness connections inside the
AND RESULT IN HOSE FAILURE AND LOSS OF
steering column (connectors X6, X7, and 9X4, parking
BRAKING.
brake switch connector (1X4) head light connector
(5X1) (if equipped), and key switch terminals).
• Attach lifting equipment to the steering column.
• Remove the two diagnostic plugs from their clip.
• Remove the two screws from the tilt mechanism
anchor block and the two screws (28) from each
• Remove the upper harness clip (two screws 27) from
column pivot block (one on each side).
the chassis. Move the disconnected harness out of
the steering column and secure it out of the way.
• With the weight of the brake coil adequately supported
so that it does not pull or hang by the brake line, lift
• Disconnect the drive motor cables at the motor (15).
both the steering column and brake together straight
Mark the cables if the factory markings are no longer
up and off the truck. Manually guide the brake coil
visible. Remove the lower harness/cable clip (18) from
off of the brake disc (4). The brake disc should remain
the ear on the motor casing.
with the hub (6) on the motor.
• Manually pivot the drive motor as necessary so that
NOTE
the brake override screw holes and mounting screws
are accessible.
Do not remove the brake override screws from the brake
coil until after the brake is reinstalled on the motor and
• Install the two M8x50 mm screws into the override
its mounting screws are tightened.
screw holes. Tighten them snugly. These screws will
take the coil spring load as the mounting screws are
removed. Brake mounting
screws
• Note the orientation of the brake for reassembly, then
remove the three brake mounting screws.
Brake override
WARNING screw holes
DO NOT CONFUSE THE BRAKE MOUNTING
SCREWS WITH OTHER SCREWS IN THE TOP OF
THE BRAKE COIL. THE MOUNTING SCREWS PASS
THROUGH THE BRAKE AND ITS ADJUSTMENT
STAND-OFFS AND INTO THE BRAKE MOUNTING
FLANGE (9). THE OTHER SCREWS ARE INTERNAL
SCREWS FOR THE COIL ASSEMBLY AND SHOULD
NEVER BE DISTURBED.
Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-7
0 POWER UNIT
1 • Lift the brake disc off of the hub and set it aside.
WARNING
• Once the motor is seated onto the transmission, • Install the drive wheel. Tighten the drive wheel nuts in
remove the three pilot rods from underneath the truck. a cross-wise sequence to 103 ft-lb (140 Nm).
Install the three drive motor mounting screws in their
place and torque them to 40 ft-lbs (54Nm).
• Install the brake mounting flange and the hub and its Wheel mounting hardware sometimes
snap rings onto the drive motor if they were removed requires several cycles of tightening
previously. If removed, the mounting flange screws before it fully seats. For this reason,
must be coated with retaining compound (Loctite 242 wheel fasteners will often work loose
or equivalent) prior to assembly. in the period immediately following
initial tightening.
NOTE
Whenever a wheel is removed and
The flange is triangular in shape. The flange must replaced for any reason, the wheel
be oriented so that one of its corners points fasteners must be checked for
straight ahead when the transmission is in the tightness every 10 hours thereafter
straight-ahead position. until no further loosening is detected.
The internal splines of the hub must be coated with • Operate the parking brake switch and observe the
retaining compound (Loctite 680 or equivalent) prior brake to confirm operation. If the brake adjustment
to assembly. standoffs were not disturbed while the brake was
removed, air gap should not require adjustment.
• Install the brake disc onto the hub.
WARNING
DO NOT ALLOW THE BRAKE LINE TO BECOME
PINCHED OR CUT WHEN SETTING THE STEERING
COLUMN ASIDE. BRAKING LOSS COULD RESULT.
• Check for brake dragging by rotating the brake drum Brake Slave Cylinder Replacement - Manual
with the brakes released. The brake drum (and Steer
drivetrain) should be easily rotated by hand. If not, the
linings are too tight. • Park the truck on a level surface, disconnect the
battery, and release the parking brake.
• When the adjustment is correct, tighten the locknut.
• Remove the two yoke pin screws (27), washers (28),
• Normal brake linkage adjustments affect lining position and the yoke pin (29). Pull the yoke lever (23) off the
without changing linkage dimensions. For this reason, brake push rod (10).
linkage adjustments do not necessitate adjustments
to the parking brake cable. • Remove the clip (7) from the swivel block (9), and
disengage the swivel block from the brake lever (5).
Parking Brake Cable Adjustment - Manual Remove the push rod (with swivel block) from the
Steer cylinder rod (13). Do not alter the position of the swivel
block on the push rod or the linkage adjustment will
The parking brake is actuated by a cable from the red be lost.
handle on the side of the steering column. Adjustment
of the cable is possible but should only rarely be required • Disconnect the hydraulic line from the cylinder fitting.
(ie due to cable stretch or disassembly for some other Elevate and plug the line to prevent contamination and
reason). The parking brake cable DOES NOT need to drainage.
be adjusted when the brake linkage is adjusted. If the
parking brake action is not satisfactory, always check • Remove the two cylinder mounting screws (19).
for worn brake linings first. Adjust the brake linkage to Restrain the return spring (12) and remove the slave
compensate or replace the linings if necessary before cylinder(16).
adjusting the parking brake cable. Follow these steps
to adjust the parking brake: • Replace the slave cylinder in the reverse order of
removal. Bleed the system according to the procedure
• Release the parking brake and check the service brake on page 01-19.
linkage according to the procedure on this page.
• Check brake operation and adjust linkage if necessary.
Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-17
0 POWER UNIT
1 Slave Cylinder Overhaul - Manual Steer
• Remove push rod (1) if still in place, and the boot (2)
from housing (8).
WARNING
BE CAREFUL NOT TO SCRATCH OR DAMAGE
HOUSING BORE
• Install stop (7), new spring (6), new cup (5), new piston
(4), and new retaining ring (3) in housing. Direction of
cup should be same as that noted during disassembly.
Mounting screw
Hydraulic actuator
Coil
Brake spring
Upper pressure
Adjustment plate
stand-off
Lower pressure
plate
Brake disc
Brake mounting
flange Drive motor
Hub
Armature shaft
Flange screw
• Turn off the truck. Measure the air gap (A) between
the coil and the upper pressure plate. Switch the truck
on and rotate the drive unit as required to access
several points around the circumference of the brake,
Coil
Coil Assembly
but ensure that the truck is switched back off before
taking each measurement.
• Rotate the drive unit until one of the three mounting Adjustment
screws is accessible. Loosen the mounting screw Stand-off
several turns. Rotate the drive unit as necessary to Mounting Plate
access the other two mounting screws and loosen
them. As long as the coil remains energized, it will
simply rest on the motor via the three stand-offs. Do
not turn the truck off, switch the parking brake off, or
disconnect the battery during the adjustment process. Drive Motor
If this occurs, the brake will pop up under spring
pressure against the loosened mounting screws and
prevent accurate adjustment. Brake Air Gap Detail (Brake Applied)
4
4
5 28
5
10 10 8
6
6 8
11
11 7
7
12
12
9 27
13 9 28
13
14
14
16 16
17 17
15 15
18 18
19 19
20
20
21
21
22 22
23
23
24 24
25
25
26
26
27
• Clip the wire ties from around the brake hose line so
that more slack becomes available in the hose line
and it is free to move. Hose line wire ties are located
in the control head near the master cylinder and in
the steering column.
• Disconnect the electric brake at its connector. This
• Disconnect the display gauge wiring connector at the connector is located in a bracket (12) behind the
motor controller. brake.
• Remove the four dash bracket mounting screws from • Note the orientation of the brake for reassembly, then
beneath the dash (two on each side) and set the dash remove the three brake mounting screws.
assembly aside.
WARNING
• Remove the upper harness clip (two screws 27) from
DO NOT CONFUSE THE BRAKE MOUNTING
the chassis to allow play in the main harness.
SCREWS WITH OTHER SCREWS IN THE TOP OF
THE BRAKE COIL. THE MOUNTING SCREWS PASS
• Remove the two screws from the tilt mechanism
THROUGH THE BRAKE AND ITS ADJUSTMENT
anchor block. Support the steering column and remove
STAND-OFFS AND INTO THE BRAKE MOUNTING
the two screws (28) from each column pivot block
FLANGE (9). THE OTHER SCREWS ARE INTERNAL
(one on each side) and gently lay the column back
SCREWS FOR THE COIL ASSEMBLY AND SHOULD
across the battery compartment. Do not pull or stretch
NEVER BE DISTURBED.
the brake line.
DISTURBING THE COIL ASSEMBLY INTERNAL
WARNING SCREWS WILL RESULT IN MIS-ADJUSTMENT OR
ENSURE THAT THE BRAKE HOSE LINE IS FREE OF DAMAGE TO THE BRAKE AND WILL CAUSE BRAKE
ALL WIRE TIES AND HAS ENOUGH SLACK TO FAILURE.
Service Manual: ETR, ETR-X 11038012040 US 04/2016 01-23
0 POWER UNIT
1 • Lift the brake coil off of the brake disc (4) and support
it so it does not hang by its hose. The brake disc
should remain with the hub (6) on the motor.
WARNING
ENSURE THAT THE BRAKE COIL DOES NOT PULL
AGAINST OR HANG BY THE BRAKE HOSE LINE
DURING REMOVAL.
NOTE
5
10
6 8
11
7
12
9 27
28
13
14
16
17
15
18
19
20
21
22
23
24
25
26
• Turn the keyswitch off and disconnect the battery. • Ensure that the brake mounting flange, the hub and
both of its snap rings, and the brake disc are in place
• Remove the cover from the back of the steering column on the drive motor. If removed, the mounting flange
weldment. screws must be coated with retaining compound
(Loctite 242 or equivalent) prior to assembly. The
• Disconnect the brake line at the swivel fitting where internal splines of the hub must be coated with
the line attaches to the brake actuator in the center retaining compound (Loctite 680 or equivalent) prior
of the coil (3). Cap the line, turn it upwards and secure to assembly.
it.
• Remove the shipping clips from the mounting screws
and install the new coil onto the drive motor. Do not
• Disconnect the display gauge wiring connector at the
remove the two override screws from the coil until
motor controller.
after its mounting screws are installed and tightened.
Tighten the mounting screws evenly to 16 ft-lbs
• Remove the four dash bracket mounting screws from (22Nm). Remove the two override screws only after
beneath the dash (two on each side) and set the the coil mounting screws are tightened.
dash assembly aside.
• Install the steering column in the reverse order of
• Disconnect the main harness connections inside the removal. Bleed the brake system according to the
steering column (connectors X6, X7, and 9X4, parking procedure on page 01-25.
brake switch connector (1X4) head light connector
(5X1) (if equipped), and key switch terminals). Brake mounting screws
• Lift out the master cylinder (14) taking care not to spill • Adjust handle position by threading the push rod into
its brake fluid and move it out from over the control or out of the master cylinder. Threading in brings handle
head. closer to the hand grip, threading out moves handle
away.
• Hold the master cylinder over a tray or container and
remove the banjo fitting screw. Drain the master • Reassemble the handle and push rod ball stud and
cylinder and set aside. Elevate and cap the brake line install the nuts (10 and 11). Make sure handles operate
to prevent contamination or further drainage. through their entire range without contacting the control
head casting.
• Note the installed depth of the pushrod in the old
master cylinder and remove it. Install it to the same • Connect L1 (or X9) and install the cover.
depth in the new master cylinder.
5
6
7
11
8
12
9 13
10 14
15
16
18
TABLE OF CONTENTS
0
2
Item Page
0 The transmission is mounted directly to the chassis through a swivel ring. The drive motor is mounted into the
transmission and swivels with the transmission as the truck is steered. All models are equipped with a ratio of 19.69
to 1.
Drive Motor
Transmission Mounting
Drive Wheel Nuts Screw
(103 ft-lbs (140 Nm))
Transmission
Drive Wheel
WARNING
ENSURE THE BLOCKING USED TO SUPPORT THE
TRUCK IS OF ADEQUATE CAPACITY.
0
2
Transmission Assembly
0
2
Transmission Assembly
1 Ring, Seal, Upper 14 Washer, Lock 27 Shield, Thread Protecting 40 Washer, Lock
2 Screw, M8x30 15 Shim 28 Ring, Retaining 41 Screw, M8x50 (housing
3 Washer, Lock 16 Shim 29 Bearing, Axle, Inner through cover to bearing)
4 O-Ring 17 Bearing, Axle, Outer 30 Seal 42 Washer, Lock
5 Bearing, Steering 18 Washer 31 Stud, Wheel 43 Screw, M8x50 (housing
6 Pin, Dowel 19 Washer, Safety 32 Shaft, Wheel to cover)
7 Cover 20 Screw, M12x35 33 Gear, Pinion 44 Washer, Lock
8 Nut, Hex 21 Gear and Pinion 34 Ring, Seal 45 Fitting, Grease
9 Gear, Helical 22 Bearing, Pinion, Lower 35 Cover 46 Anchor, Steer Chain
10 Bearing, Pinion, Upper 23 Screw, M10x30 36 Washer, Lock (elec. steer only)
11 Shim 24 Washer, Lock 37 Screw, M8x16 47 Screw, M8x25 (elec.
12 Housing 25 Gasket 38 Plug, Drain steer only
13 Screw, M10x65 26 Plug, Filler 39 Screw, M10x50 48 Shim
02-6 Service Manual: ETR, ETR-X 11038012040 US 04/2016
TRANSMISSION
Transmission Reassembly
• Coat the lip of the shield ring (28) where it contacts the table by changing the thicknesses of shim (48)
the housing with loctite 307 (or equivalent) and install
it. Peen the shield in three places to secure.
and/or shims (16). If the pinion position must be
adjusted, change the thickness of the upper shim (11) 0
• Position the outer races of the four bearings (10, 17,
22, and 29) with shims into their respective bores in
the housing.
by the inverse of the amount that (48) was changed.
This should preserve pinion bearing pre-load. Recheck
pinion bearing pre-load torque before final installation
2
of the bevel gear. The pre-load torque without the bevel
gear installed should be 0.4 to 0.6 ft-lb (0.5 to 0.8 Nm)
• Apply Loctite 603 or equivalent to the lower bearing with the nut (8) tightened to 200 ft-lb (270 N-m). If the
diameter of the pinion shaft (21). Press the inner race bevel gear position must be changed, change the
of the lower pinion bearing (22) onto the pinion shaft. thickness of the inner race shim (15) by the same
amount as (16) was changed to preserve axle bearing
• Press the inner race of the wheel shaft bearing (29) pre-load. When finished, recheck total pre-load as in
onto the wheel shaft (32). Place the shim (15) onto the previous step.
the shaft against the inner race of the bearing.
• After all contact pattern and pre-load adjustments have
• Press the inner race of the bearing (17) onto the bevel been made, remove the bevel gear screws (20), safety
gear (21). washer (19), and the disc (18). Press the axle shaft
out of the housing. Remove the inner race of bearing
• Install the pinion shaft subassembly through the (29) and shim (15) from the axle shaft and position
housing opening and into position in the outer race of these back in place in the housing.
its lower bearing (22).
• Install the snap ring (28).
• Postion the inner race of the upper pinion bearing (10)
over the upper end of the pinion shaft and down into • Apply Loctite 574 (or equivalent) to the housing surface
its outer race. that mates to the shaft seal (30) and install the seal.
• Install the helical gear (9) onto the pinion shaft and • Carefully press the axle shaft into its inner race, through
install the retaining nut (8). Tighten the nut to 200 ft-lb the shim, and into the bevel gear. Re-install the disc
(270 N-m) and check the preload torque. It should be (18), safety washer (19) and bevel gear screws (20).
0.4 to 0.6 ft-lb (0.5 to 0.8 Nm). Adjust preload by Tighten the screws to 81 ft-lb (110 Nm).
changing the thickness of the shim (11) if necessary.
• Remove the helical gear nut (8), apply Loctite 243 (or
• Position the bevel gear (21) subassembly into the equivalent) to it and re-install the nut. Tighten to 200
housing so that the inner race of its bearing engages ft-lb (270 N-m).
the outer race previously installed.
• Prepare the cover (36) by installing the cover seal (35),
• Position the wheel shaft (32) subassembly into the drain plug (39), and drain plug seal ring (26).
housing so that the inner race of its bearing engages
the outer race previously installed in the housing. • Install the cover (36) with its screws (38) and washers
(37) so that the drain plug (39) is in the lowest position
• Install the disc (18), safety washer (19) and bevel gear when the transmission is installed in the vehicle.
screws (20). Tighten the screws to 81 ft-lb (110 Nm).
• Position O-ring (4) into the cover (7) in line with the
• Re-check the pre-load torque at the helical gear nut breather and assemble the steering bearing (5) to the
(8). It should now be 0.75 to 1.0 ft-lb (1.0 to 1.5 Nm). cover. Coat screws (2) with Loctite 243 (or equivalent)
If necessary, adjust the preload of the wheel shaft/ and install them with lockwashers (3). Snap the upper
bevel gear bearings by changing the thickness of the ring seal (1) into place over the steering bearing.
shim (15) until the pre-load torque above is obtained.
• Clean the mating surfaces of the housing and steering
• Check the gear tooth contact pattern by applying ink bearing/cover assembly (5/7). Apply Loctite 574 (or
to the gear teeth and rotating the gears until a pattern equivalent) to the mating surfaces. Assemble the
becomes visible on the gear teeth. Compare the steering bearing/cover assembly to the housing with
pattern with those in the table on the following page. If screws (13, 23, 39, 41, and 43) and their lockwashers.
neccessary, adjust the gear positions as indicated in
Service Manual: ETR, ETR-X 11038012040 US 04/2016 02-7
TRANSMISSION
0
2
0
2
1
5
4
7/7A
8
41
42 9
10
40
13
39
33 48
22
37
34
21
19
15 20
29 35
18
30
17
16
25
38
31 32 27 28 12
0
2
TABLE OF CONTENTS
0
Item Page 3
Steering Column and Control Handle ................................................................ 03-3
Control Handle Removal and Bushing Replacement - Manual Steer .............. 03-3
Steering Shaft Removal (Manual Steer only) .................................................. 03-3
Control Handle Removal and Bushing Replacement - Electric Steer .............. 03-5
Tilt Adjustment Mechanism - All models ......................................................... 03-6
0
3
1. Steering shaft
2. Steering column weldment
3. Control head steering bushing
3A Thrust washer
4. Control head
0
3
1. Control head
2. Steering column weldment
3. Control head steering bushing
3A Thrust washer (upper)
4. Thrust washer (lower)
5. Potentiometer actuator gear
6. Spring washers (4X)
7. Locking washer
8. Nut
The control head must be removed to replace the head) is required to pivot the control head. When the
bushing. Follow these steps to remove the control head correct tightness is achieved, bend one of the fingers
and replace the bushing: of the retaining washer into a slot on the nut to hold
the position.
• Turn off the key switch and disconnect the battery.
• Remove the steering column cover screws and cover.
• Remove the six control head cover screws from the
underside and lift the cover. Separate wiring connector
0
X9 then remove the cover.
• Separate connectors X6 and X7 inside the steering
3
column.
Fold connector X7 against the main part of the handle
harness and carefully pull the harness upward out of
the steering column.
• Place a rag beneath the brake line connection at the
slave cylinder. Have a cap or other means ready to
plug the brake line. Disconnect the brake line and
immediately plug it to prevent drainage.
• Note the path of the brake line through the steering
column for reference during reassembly.
• Bend up the fingers of the retaining washer (7) that
are engaged into the notches of the large nut (8)
securing the control head (1). Loosen the nut.
• Position the control head in the center (straight-ahead)
position. This will provide a reference point for meshing
the steering potentiometer gears during reassembly.
• Carefully unscrew the nut and note the arrangement
of the four spring washers (6) and the gear (5). Use
care to avoid rotating the potentiometer shaft or
disturbing the potentiometer mounting. Remove all
washers (6 and 7), gear, and lower thrust washer (4)
from the control head shaft.
• The control head may now be removed from the vehicle
by lifting it out of the steering bushings (3). Carefully
feed the brake line up through the bore in the steering
column as the control head is lifted. When the brake
line end is clear of the steering column, secure it in
an elevated position to avoid brake fluid drainage.
Remove the upper thrust washer (3a) from the top of
the steering column.
• Bushings are pressed in to a bore in the column
weldment (2). They should be driven out using an
appropriate tool. New bushings should be installed
flush with the upper and lower surfaces respectively
of the bore in the column weldment.
• Install the control head in the reverse order of removal.
Bleed the brake system after connecting the brake
line. Tighten the control head retaining nut until a pull
of 6 lbs (26.5 N) (applied at one end of the control
Tilt adjustment is achieved through a slide bar mechanism. This applies to manual steer model as well as electric
steer trucks. Replacement of components is straightforward as illustrated.
0
3
Parking Brake
Switch (Electric
Steer only)
Slide Bar
Column Tilt
Lever
Clamp
Nut
Nut
Nut
Washer Washer Bearing
Bearing Sleeve Sleeve
Thrust Bearing
Thrust
Steer Column Bearing
Pivot Shaft Steer Column
Pivot Shaft
Washer Washer
Tilt Mechanism
Fixed casters are standard on ETR models. Shielded wheel bearings are standard on the casters and are greasable
through a grease fitting located on the axle end. See section 10 for lubrication intervals. Casters may be disassembled
and reassembled as far as necessary for repair.
0
3
Fixed Caster
0
3
Table of Contents
The electric steered version of the truck utilizes a pair laptop or handset must be connected to diagnostic
of potentiometers to provide feedback signals to a plug 6X3 instead of the traction diagnostic plug at 6X2.
steering control unit (N2). One potentiometer (1B5) is The steering system program has the same main
located in the steering column housing just beneath sections and heirarchy as the traction program.
the steering control handle and provides a command
PARAMETERS - This section of the program provides access to adjustable parameters. With the exception of
upper potentiometer calibration (analog 3), do not change any factory parameters. Upper potentiometer
calibration is covered in the relevant section.
MONITOR - This section of the program allows real-time observation of device input/output and vehicle status.
COMMAND INPUT
Target Speed - Speed target for steering motor
Target Position (deg) - Position target for steering motor
Steer Command (deg) - Prmary angular position of control handle calculated from Steer Command input (below)
Steer Command 2 (deg) - Redundant angular position of control handle calculated from Steer Command 2 input
(below)
Steer Command - Primary position of control handle (in %) based on signal from Analog 1 (pin X2:8)
Steer Command 2- Redundant position of control handle (in %) based on signal from Analog 3 (pin X2:19)
Analog Input -
ANALOG 1 - Voltage signal at Analog 1 (pin X2:8)
ANALOG 3 - Voltage signal at Analog 3 (pin X2:19)
ANGLE (DEG) - Not used
ANGLE 2 (DEG) - Not used
ANGLE RAW (DEG) - Not used
ANGLE RAW 2 (DEG) - Not used
Encoder Input - (There is no command encoder so these are not used)
ENCODER 1 counts - should always be 0
ENCODER 2 counts - should always be 0
CAN Input - These values will not change during normal operation
CAN STEER COMMAND - should always be 0
4 POSITION FEEDBACK
Wheel Position (deg) - Primary angular wheel position calculated from Analog 5 signal
Wheel Position 2 (deg) - Redundant angular wheel position calculated from Analog 6 signal; If a mismatch
occurs between primary and redundant values then fault 56 is generated.
Left Stop Reached - True/False flag indicating whether left stop has been reached
Right Stop Reached - True/False flag indicating whether right stop has been reached
Analog Input -
ANALOG 5 - Voltage signal at Analog 5 (pin X2:16)
ANALOG 6 - Voltage signal at Analog 6 (pin X2:17)
POSTION RAW (DEG) - not used; should always be 0
POSTION 2 RAW (DEG) - not used; should always be 0
Encoder Input - (Encoder 3 is the speed encoder (1B2) on the steer motor, Encoder 4 is not used)
ENCODER 3 DEGREES FROM HOME - value will change as steering is turned but home function is not used
ENCODER 4 DEGREES FROM HOME - not used - should always be 0
ENCODER 3 COUNTS FROM HOME - value will change as steering is turned but home function is not used
ENCODER 4 COUNTS FROM HOME - not used - should always be 0
ENCODER 3 POSITION (DEG) - value will change as steering is turned but is not accurate for position (encoder 3
is used for speed, not position
ENCODER 3A - phase A input at pin 31; will change from Off to On as steering is turned; will twitch Off/On at rest
ENCODER 3B - phase B input at pin 32; will change from Off to On as steering is turned; will twitch Off/On at
rest
ENCODER 4A - not used; should always be Off
ENCODER 4B - not used; should always be Off
POSITION FEEDBACK
Following Error (deg) - Steer position 2 minus Wheel Position 2; If out of programmed tolerance, fault 73 will be
generated.
Wheel Speed (deg/s) - Angular Speed of steered wheel rotation
Steer Command Error (deg) - Steer Command minus Steer Command 2; If out of programmed tolerance, fault
55 will be generated.
Wheel Position Error (deg) - Wheel Position minus Wheel Position 2; If out of programmed tolerance, fault 56
will be generated.
Encoder Position Error (deg) - Wheel Position minus Encoder 3 Position; If out of programmed tolerance, fault
56 (same as above) will be generated.
Home Reference Error (deg) - Home Reference minus Home Reference 2; If out of programmed tolerance, fault
54 will be generated. This fault check should be turned off in parameters, therefore the value should always be 0.0.
INTERLOCK
Interlock - Interlock state; should turn to On when parking brake switch is Off and floorplate switch is pressed.
Switch 1 - Input at pin X2:9 (parking brake switch) should turn On when brake switch is turned off. Parking brake
switched off by operator is a condition for releasing the interlock above.
Switch 3 - Input at pin X2:11; This pin is not used; value should always be Off
HOME REFERENCE
Home - not used; should always be Off
Switch 2 - not used; should always be Off
Switch 4 - not used; should always be Off
OUTPUTS
Fault Output Voltage - voltage at fault output pin X2:24. This pin is connected to low side of parking brake and
main contactor; should be 24 volts during normal operation.
Contactor Driver PWM - Steer contactor (3K1) coil driver output (in %) at pin X2: 2; should be 81%.
Force Feedback Driver PWM - Not used; should be 0% 0
BATTERY AND SUPPLY
Capacitor Voltage - voltage at controller's internal capacitor bank (B+ terminal); should be 24 volts
4
Keyswitch Voltage - voltage at key switch input (pin X2:1); this comes from pin X1:13 of traction controller and
also supplies voltage to hydraulic pump contactor and lowering valve (ETR-X only) when key switch is turned on.
10v Out - this output (X2:15) is not used; should always be about 10 volts
5v Out - potentiometer supply at pins X2:21 and 34; should be slightly less than 5 volts
STEER MOTOR
Motor RPM - steer motor speed in rpm from encoder 1B2
Motor Torque - estimated torque in Nm
Temperature - temperature from temperature sensor B2 calculated from input at pin X2:22
Temperature Sensor Voltage - actual voltage signal at temperature sensor input pin X2:22
CONTROLLER
Current (RMS) - RMS current through the steer controller, taking all three phases into account
Modulation Depth - percentage of available voltage being used
Frequency - steer controller electrical frequency in hz
Temperature - steer controller internal temperature in C
Contactor State - state of steer motor contactor 3K1; 0= open, 2 = closed, 4 = fault (1 or 3 = transients)
Steer Command State - should be 4 when floor plate switch pressed and brake switch off, otherwise 5 (6 = fault)
Device State - should be 3 (ready) when floor plate switch released or brake switch on, 5 (enabled) when floor
plate switch pressed and brake switch off (13,14 = fault).
Keyswitch Hour Meter - Accumulated time that steer controller has been powered on
Interlock Hour Meter - Accumulated time that steer controller has been powered on and interlock has been On.
This is a better indicator of active system time.
CAN STATUS
CAN NMT State - sets the operational state of controller CAN communications. Value should be 5
From Traction Controller -
TRACTION MOTOR RPM - Drive motor speed
TRACTION IS READY - Flag from the traction controller via CAN bus corresponding to drive motor contactor
status. This should change from Off to On when parking brake switch is off and floor plate switch is pressed.
CAN INTERLOCK - Flag from the traction controller via CAN bus corresponding to traction interlock status. This
should change from Off to On when parking brake switch is off and floor plate switch is pressed.
To Traction Controller -
ENABLE TRACTION - Flag from the traction controller via CAN bus corresponding to steer controller interlock
status. This should change from Off to On when parking brake switch is off and floor plate switch is pressed.
TRACTION CUTBACK - Variable sent from the steer controller if fault action (below) is a 2. 100% is normal value
when no fault is present
TRACTION FAULT ACTION - Variable generated by steer controller software in response to fault conditions;
0=no fault
1= stop traction
2=reduce traction speed
3= warning but no action
the potentiometer. Do not grasp the C-clip. If the C- Upper Potentiometer Bracket Adjustment
clip is pulled off, several spring washers will escape
and the potentiometer will have to be repaired. The upper potentiometer (1) has a plastic gear (4) on
its shaft that must properly engage the ring gear (5) on
Calibration the control head pivot. This engagement is set with the
potentiometer bracket position.
• Turn the steering handle hard left until Analog1
reaches exactly 4.00 volts. Observe the voltage for
Analog3 and note it.
• Zero the potentiometer using a programming handset
or laptop as described in the Replacement procedure 0
• Navigate to Parameters>Command Device>Analog1
and 3>Analog3 Left. Change the value to match that
noted in the previous step.
above and switch the truck off.
INCORRECT
(Not flat)
Service Manual: ETR, ETR-X 11038012040 US 04/2016 04-7
STEERING
gear (control head) must remain fixed in the straight- Lower Potentiometer (1B4) Replacement
ahead position during installation. Also check that
the gears are flat relative to one another. When the • Position the drive wheel at the center (straight-ahead)
correct position is achieved, tighten the bracket position. Disconnect the battery and remove the steer
screws (6) to hold the adjustment. contactor wire (103) at fuse 3F1 to disable the steer
motor.
• Check that the gears are at the same height. If not, WARNING
0 use a screwdriver blade to pry the plastic gear up or
down on the potentiometer shaft to bring the gears
ALWAYS DISCONNECT THE STEER CONTACTOR
FROM FUSE 3F1 BEFORE ADJUSTING THE LOWER
CAUTION
NEVER ATTEMPT TO ZERO THE POTENTIOMETER
WITH A VOLTMETER OR MULTI-METER. THE TEST
CURRENTS IN THESE INSTRUMENTS WILL
DAMAGE THE POTENTIOMETER.
bracket. Install the two potentiometer mounting loosening the mounting screws of the lower
screws into the closest set of holes in the bracket potentiometer, twisting it slightly, and retightening.
and tighten them. Tighten the potentiometer shaft Have an assistant step on the floor plate while slowly
setscrew. twisting the potentiometer body until the drive wheel
trims into the straight-ahead position. Aways test
• Switch the truck on, and check the voltages for the steering lock to lock after any fine adjustments
Analog5 an 6 again. If the voltages are not equal, to the potentiometer. If this will not achieve a
they must be equalized again, but this time by
adjusting the potentiometer mounting position.
satisfactory result, the potentiometer should be
removed, re-zeroed, and reinstalled with particular 0
4
attention paid to drive wheel position.
• Equalize the voltages by loosening the potentiometer
mounting screws and twisting the potentiometer body It may also be possible to compensate for this at the
slightly. If more twist is necessary than the slots in upper potentiometer. Before doing this ensure that
the potentiometer will allow, remove the mounting the lower potentiometer is installed as precisely as
screws and utilize a different set of mounting holes possible. Attempting to compensate for a grossly
in the bracket. The voltages must be equal with the mis-adjusted lower potentiometer by adjusting the
drive wheel in the straight-ahead position. upper potentiometer will simply result in both
potentiometers becoming mis-adjusted. Have an
• Turn the truck off, disconnect the battery, reconnect assistant step on the floor plate and make a fine
the steering contactor to fuse 3F1, and reconnect adjustment by slowly rotating the upper potentiometer
the battery. shaft with needle nose pliers until the drive wheel
trims into the straight-ahead position. Aways test
• Turn the truck on and operate the steering lock to the steering lock to lock after any fine adjustments
lock. If the steering faults out at ether extreme (Fault to the potentiometer. If the steering faults out at ether
Code 43 or 44) then the potentiometer was not zeroed extreme after fine adjustment (Fault code 41 or 42),
accurately enough or its position slipped too much the initial installation of the lower potentiometer was
during installation. In this case the installation must too far off center mechanically or the wheel was not
be repeated. perfectly straight during installation. In this case the
fine adjustment to the upper potentiometer must be
• Operate the truck in the straight-ahead direction. If reversed and the lower potentiometer installation
the truck does not track straight relative to the steering corrected.
handle, it may be possible to compensate by
For reference:
COMMAND DEVICE
Command Input Device 0 Command Map
4.00 V
—Left Stop (deg)
—P1 Input
—P1 Output (deg)
-90.0
-95.0
-90.0
4 —Analog1 Center
—Analog1 Right
—Analog1 Fault Min
2.50 V
1.00 V
0.40 V
—P2 Input
—P2 Output (deg)
—P3 Input
-50.0
-48.0
-10.0
—Analog1 Fault Max 4.50 V —P3 Output (deg) -14.0
—Analog3 Left User defined at calib. —P4 Input 10.0
—Analog3 Center User defined at calib. —P4 Output (deg) 14.0
—Analog3 Right User defined at calib. —P5 Input 50.0
—Analog3 Fault Min 0.40 V —P5 Output (deg) 48.0
—Analog3 Fault Max 4.50 V —P6 Input 95.0
1–Encoder1 and 2 —P6 Output (deg) 90.0
—Left Stop to Center -600 —Right Stop (deg) 90.0
—Right Stop to Center 600 Force Feedback Device
—Swap Encoder1 Direction Off —Enable Off
—Swap Encoder2 Direction Off —End Stop On
2 – Sin/Cos Sensor —End Stop Vibe On
—Left Angle (deg) 90.0 —Vibe On Time 30 ms
—Center Angle (deg) 0.0 —Vibe Off Time 70 ms
—Right Angle (deg) 90.0 —Min Voltage 0.0 V
—Offset 2.50 —Max Voltage 1.0 V
—Amplitude 2.00 —Max Torque 100 Nm
—Swap Direction Off FEEDBACK DEVICE
—Absolute Mode On
Position Feedback Device 0
—Fault Min 0.40
Supervision Feedback Device 0
—Fault Max 4.50
—Tolerance 0.51 0 – Analog5 and 6
3 – Sawtooth Sensor —Analog5 Left Stop 4.10 V
—Left Angle (deg) -90.0 —Analog5 Center 2.50 V
—Center Angle (deg) 0.0 —Analog5 Right Stop 0.90 V
—Right Angle (deg) 90.0 —Analog5 Fault Min 0.50 V
—Min Volts 0.51 —Analog5 Fault Max 4.50 V
—Max Volts 4.51 —Analog6 Left Stop 0.90 V
—Swap Direction Off —Analog6 Center 2.50 V
—Absolute ModeOn On —Analog6 Right Stop 4.10 V
—Fault Min 0.40 V —Analog6 Fault Min 0.50 V
—Fault Max 4.50 V —Analog6 Fault Max 4.50 V
—Tolerance 0.51 V 1 – Encoder3 and 4
4 – CAN —Encoder3 Counts/Degree 94.0
—CAN Steer Center Offset 0 —Encoder4 Counts/Degree 94.0
—CAN2 Steer Center Offset 0 —Swap Encoder3 Direction Off
—CAN Steer Left Stop to Center -32768 —Swap Encoder4 Direction Off
—CAN Steer Right Stop to Center 32767 —Auto Center Type 0
—CAN Steer Swap Direction Off —Center Offset (deg) 0.0
—CAN2 Steer Swap Direction On Homing
—Absolute Mode On —Input Type 1
0 fault code. This sequence will repeat until the fault condition is cleared. If more than one fault is present, the LEDs will
flash the sequence for each fault code present before repeating.
4 NOTE
Fault codes are in numerical sequence but some gaps apply; Gaps in the numbering sequence indicate that there is
no fault code associated with the omitted numbers.
0 POSSIBLE CAUSE
Battery circuit resistance too high; battery disconnected during regenerative braking
4 CORRECTIVE ACTION
Check resistance of battery circuit to controller B+ terminal.
0 SYMPTOMS
Main contactor (1K1) opens; no travel function available; traction fault 52.
4 POSSIBLE CAUSE
Defective electric brake or main contactor coil (1K1) or defect in associated wiring.
CORRECTIVE ACTION
Check electric brake coil and main contactor coil and wiring.
0 POSSIBLE CAUSE
Loose/misadjusted or faulty feedback (lower) potentiometer (1B4); Fault Max or Fault Min parameters misadjusted
4 CORRECTIVE ACTION
Check parameter values; check potentiometer mounting, adjustment and coupling; confirm potentiometer output
lthroughout steering range at Monitor>Position Feedback>Analog Input>Analog6; replace potentiometer if necessary
0 Main contactor (1K1) opens; no travel function available; traction fault 52.
POSSIBLE CAUSE
4 See above.
CORRECTIVE ACTION
Reflash steer controller with correct software.
0
4
14
17 18 19
12
4
0 3
4
5
1
15 11
10
16
7
13
2
• Carefully position the steering in exactly the center • Remove the four motor mounting screws (12) and
(straight-ahead) position and disconnect the battery. nuts (13) from the bracket and carefully pry the bracket
off of the motor and sprocket. Leave the potentiometer
• Disconnect the feedback potentiometer at connector bracket in place on the motor bracket. The motor
9X3 (beside brake). Cut any wire ties securing the bracket is engaged to the motor flange with two spring
potentiometer wires to the truck or other harnesses. pins (14). Ensure that the potentiometer shaft set
• Loosen the four screws (6) holding the steer motor • Rotate the motor shaft so that the flat portion of the
bracket to the chassis. (These screws have slotted coupling will face the centerline of the truck when the
holes to allow steer chain tension adjustment.) motor is installed. Use care to get the flat surface
closely parallel with the truck centerline.
• Hold the lock nut to prevent its turning, and unscrew
the adjustment screw from the angle bracket. This • Set the steer motor mounting bracket (1) and
will reduce tension on the steer chain. Remove the potentiometer assembly over the sprocket and onto
adjustment screw and lock nut. Slide the bracket the motor. Make sure the connection terminals on
toward the center-line of the truck if necessary to the motor are oriented correctly relative to the bracket.
reduce chain tension. Align the potentiometer shaft with its bore in the
coupling and carefully press the motor mounting
• Remove the rear-most master link from the steer bracket down to engage the spring pins.
chain and disengage the chain from the steer motor
sprocket (7). Thread the chain from behind the • Install the four motor mounting screws (12), washers,
sprocket and fold it out of the way. and nuts.
• Support the steer motor and bracket assembly and • Apply Loctite 242 (or equivalent) to the threads of the
remove the four bracket screws loosened earlier. potentiometer shaft set screw (11) in the coupling
Lift the steer motor and bracket with the and tighten the set screw then its lock nut (10).
potentiometer (8) and its bracket (9) intact out of
the truck. • Install the motor and bracket onto the truck chassis
with the four bracket mounting screws (6). Run the
• Set the steer motor on a work surface with the four screws in but do not tighten them yet.
sprocket end up. Note the orientation of the motor
terminals for future reference. Loosen the lock nut • Grasp the sprocket with a pair of channel locks and
(10) and set screw (11) on the potentiometer shaft rotate the steer motor shaft about 5 to 10 degrees
coupling.
counter-clockwise (looking down at the sprocket). This • Reconnect the drive motor controller cables, steer
will turn the potentiometer shaft off center. This offset motor cables, and the potentiometer connector.
will be returned to center during the chain tensioning
process. • Remove the steer contactor wire at fuse 3F1 to
disable the steer motor.
• Ensure that the drive wheel is exactly centered in the
• Switch the truck off and remove the clamp from the
A B transmission. Reconnect the steer contactor to fuse
3F1.
TABLE OF CONTENTS
0
5
0
5
FUSES
Fuses are divided into power fuses and control fuses. The power fuses are located near the top edge of the main
bulkhead just below the battery connector. All models use a single power fuse designated 1F1. This ceramic fuse is
installed between battery positive and the line contactor, pump contactor (ETR-X only), and contol fuse F1. If the truck
is equipped with the optional electric steering system, an additional power fuse (3F1) is installed above 1F1. Up to
three control fuses are contained in a fuse holder near the traction controller. They are designated as follows:
F1 Key switch 15 amp
F2 Operating switches 4 amp
F3 Options circuit 4 amp
1F1 Main power 250 amp
3F1
3F1 Electric steer motor 50 amp
0 1F1
1 Main harness
X1N1 Traction controller connector
X2N2 Steer controller connector (electric steer only)
X2 Connection to lean seat harness under floor plate
X6 Connection to handle harness in steer column
X7 Connection to handle harness in steer column
1X1 Connection to motor harness (speed and temperature sensors)
1X4 Connection to parking brake switch (micro switch if manual steer)
2X1 Connection to pressure sensor (ETR-X only; plugged for all others)
4X1 Connection to horn
4X2 Connectors to travel alarm (option)
6X1 Connector to display unit
6X2 Diagnostic connection - traction
6X3 Diagnostic connection - steer (electric steer only)
7X1 Connection to floor plate switch
8X1 Connection to motor harness (electric brake - electric steer only)
9X3 Connection to steering feedback potentiometer (electric steer only)
0
9X4 Connection to steering position potentiometer (electric steer only)
9X5 Connection to steer motor speed and temperature sensors (electric steer only)
9X6 Connector to terminating resistor for CAN communication (electric steer only)
6 2 Motor harness
1X3 Connection to motor speed and temperature sensors at motor
8X Connection to electric brake (electric steer only)
3 Options harness
9X2 Option harness connector for strobe and/or battery gate interlock (connector is secured to bracket with
dummy connector half if this harness is present but strobe or interlock is not.)
5X1 Connector to optional headlight
- Lean seat harness (not shown, connects to X2; this harness is not present if reverse jog option is not installed
X10 Connection to lean seat buttons
5X1
1X4
(3F1)
6X1
103
:4 9X4
X7
X6
ETR-X
4
10
6X3
101
3K1
6X2
26
5K2
9X2 2X1
4X1
F3
1X1 F2
9X3
F1 A
3 4X2
8X1
GND 100
8X
0
X1N1 :3 5
(8X1)
(1X1)
1X3 6
1
102
X2N2 2
9X6
X2
7X1
A
N2(B+)
Key Switch
Key switch function may be confirmed by checking
voltage at pin 1 of the drive motor controller connector
X1. When the switch is ON, there should be full battery
voltage. If not, there is a problem with the switch, the
wiring, or fuse F1. To test the switch specifically, remove
the steering column cover and move the voltmeter
positive lead to the normally open terminal (marked NO)
of the key switch. Operate the key switch. When the
switch is off, there should be no voltage. When the
switch is on, there should be full battery voltage.
Standard 1103 models have two horn buttons on the The operator presence switch is installed beneath the
control handle. A "reverse jog" feature is available as floor plate. The switch is a conventional microswitch
an option. If this feature is present, a reverse jog button mounted to the chassis weldment. It is accessible by
will be located in an additional button cluster installed lifting out the spring-supported floor plate/floor mat
in the lean seat. This button cluster will also contain assembly. Both styles of switch are normally open and
another horn button. The horn button switches on the intended to close when subjected to the weight of an
handle have leads that are connected to the steering operator. The switch must be closed for the line contactor
column harness at connector X9. to energize.
The optional easy pick system is designed to facilitate Easy Pick Button Switch Replacement
pick and load operations where it is necessary to jog
the truck short distances between storage locations. The easy pick buttons are threaded into the control head
When the easy pick system is engaged, it allows the casting. A special tool (Linde P/N 154998) is required to
operator to "bump" the truck forward without operating remove and install these buttons. To replace a button,
the hand grip. first disconnect the battery and remove the control head
cover. Extract the button leads from the connector and
Three switches are installed when the easy pick system unscrew the button using the special tool to engage the
is present - two red button switches (2) on the sides of two small holes on the button perimeter. (See page 06-
the control head and a momentary selector switch (1) 3 for connector pin extraction). Install the new button in
at the control head cover. The red buttons are pressed the reverse order of removal.
by the operator to jog the truck forward. The selector
switch ensures that easy pick is intentionally engaged
before enabling the red easy pick buttons. The selector Easy Pick Selector Switch Replacement
switch is wired through connector X9 in the control head.
Connectors X4 and 1X5 (3) are used for the easy pick The easy pick selector switch snaps into the top of the
buttons. control head cover. To replace the selector switch, first
disconnect the battery and remove the control head
The easy pick control circuit is connected from the key cover. Note the sockets in X9 to which each lead wire is
switch circuit across the normally open terminals of the connected and mark for reference. Refer to the wiring
easy pick selector switch and also to the normally open diagram if necessary. Extract the switch leads from the
button switches (connected in parallel). When the connector. (See page 06-3 for connector pin extraction).
selector switch is pressed, a momentary input is made Depress the retaining tabs on the switch to remove it
to pin 14 of the drive controller. This is an enable signal from the cover. Snap the new switch into the same
which will cause the controller to latch the Easy Pick position as the old one and insert the leads into the
0
system on. Sucessive cycles of the momentary switch connector.
will toggle this latching function of the controller on/off.
When either of the red buttons is pressed, an input is
The Lift Runner system controls the hydraulic pump motor on ETR-X models. This system is governed by parameters
in the truck program flashed into the traction control unit. They are explained in the Parameters section of this
chapter. The master switch for the system is a two-position rocker switch in the control handle. Two variants of the Lift
Runner system are available - Manual or Auto. If the truck is equipped with the manual variant, lift and lower buttons
will be present on the control handle as well. These are covered on page 06-07 under "Button Switches". If the truck
is equipped with the Auto Lift variant, no button switches are used. The Auto Lift variant operates using the platform
switch signal. In both variants, the master switch completes an input to pin 14 of the drive motor controller when the
switch is on. The master switch is tested and replaced in the same manner as the Easy Pick enable switch described
on page 06-10.
0
6
RELAYS
The truck may be equipped with up to two small relays
located beside the control fuses. Both relays are
contained in plug-in modules that can be easily removed
from their bases.
3K1
3K1 is present on trucks with the optional electric
steering system. The contacts of this relay control power
to the B+ terminal of the steer controller. This relay should
energize when the key switch is on and the floor plate is 5K2
pressed. It should drop out after approximately one
second if either of those is opened.
5K2 is part of the options harness. It allows high current
options (lights and gauge heater) to be controlled with
key switch.
1103 05022016-01
Wire 80
0 Wire 103
6 Wire 81
Wire 102
Wire 55
Wire 163
Wire 25
Wire 99
OPTIONS HARNESS
A separate harness is installed on the truck if a strobe light, headlight, display heater, or a special interlock such as
a battery gate is present. This harness contains relay 5K2 and fuse F3. These items are only present if the options
harness is installed. The harness is also connected at terminal 2 of fuse F2. The main harness is then reconnected
to fuse F2 via a splice (3) to main harness wire 29. If the harness is installed in the field, then wire 29 must be
extracted from socket 1 of fuse F2 and connected to the options harness with the splice connector (3). The options
harness wire pair (25. 27) must then be inserted into socket 1 of fuse F2 (opposite side of fuse from wire 2). Connector
9X2 is used only if a strobe or interlock is installed. Otherwise this connector is simply secured to the bracket with a
dummy connector half.
5X1
6X1:4
0
POS B+
6
5K2
1
9X2
F3 (re
f)
F2
2
3
X1N1:3
4
m
GND
ain
ha
rn
es
sw
ire
29
1103 05132016-01
6 installation.
In this system, the traditional series drive motor is The controller is also equipped with a counter-current
replaced by an induction motor with three separate field braking or "plugging" routine which is used when
winding circuits (U, V, and W) in the stator. A large regenerative braking becomes limited by the ability of
advantage of an induction motor is that no current is the battery to accept additional energy. In such cases,
directly applied to its rotor. Any rotor currents are induced the stator field current is reversed or applied to induce a
as a result of magnetic fields established by the field force opposite the direction of motor rotation. This can
currents. Therefore no motor brushes are required to produce more aggressive slowing than regenerative
deliver current to the rotor. When coupled with a controller braking.
that can monitor and vary the current in all three circuits,
the motor performance curve can be optimized while
The controller is equipped with two status LEDs. An
amber LED will flash periodically during normal operation.
0
6
retaining the high torque capability of a series motor.
A red LED will flash if a fault is present.
Since motor direction is determined by phase sequence,
the same three MOSFET arrays can be used by the A label is affixed to the controller which gives the
control algorithim to change direction as well as speed, controller part number (1) and the software revision
eliminating the need for a directional contactor. A line number (2).
1
contactor is placed in the positive side of the controller
power circuit to shut down the system if the controller
senses a fault. Current sensors in the controller and a
speed sensor on the motor shaft provide the necessary
feedback signals to the controller algorithims.
Temperature sensors are also present in the controller
and the motor.
The controller is equipped with a regenerative braking
X1 2
routine which is used in several cases. The first is during
normal operation when the travel control hand grip is
released to neutral or twisted in the direction opposite of
travel. When this occurs, the truck slows according to W LED's
the programmed values for the various deceleration rates.
These values may be altered in the program to suit user
preference. The degree of deceleration when releasing B-
the travel control to neutral and when twisting it in the
opposing direction may be given separate values. V
Regenerative braking also occurs during downhill travel.
The degree of deceleration in these cases can not be
altered by the user.
U
B+
build-up of grease or dirt should be removed with • The throttle potentiometer must be recalibrated
a rag. The controller should be wiped clean with a according to the procedure Calibration on page 6-
moist rag. dry the controller with clean, dry, low 36.
pressure air.
• If the truck is equipped with an optional anti-
corrosion, washdown, or cold storage package,
spray the controller cable connections with
conformal coating (Techspray Fine-L-Kote® or
Never steam clean the controller or
equivalent).
wiring.
Service Timers
SERVICE TIMER - Number of hours accumulated since Reset Service Hours parameter was turned "On".
SERVICE DUE? - Indicator of whether or not the Service Pre-Warning has been reached yet. On = yes, Off = no.
SERVICE DUE IN XXX HOURS - Time remaining until next service (Hours at Next Service Interval – Service Timer).
Switches/Sensors - Displays button/switch status. Except for last item, display is either On or Off. On = closed.
REV JOG SW - 1S6 (On = reverse jog button pressed; input at X1:10)
PARKING BRAKE SW - 1S3 (On = switch closed; input at X1:9)
LOWER SW - 2S3, 2S4 (On = button(s) pressed; input at X1:11)
LIFT SW - 2S1, 2S2 (On = button(s) pressed; input at X1:12)
EASY PICK/LIFT RUNNER ENABLE SW - 1S7 (On = switch closed; input at X1:14)
EASY PICK SW - 1S4, 1S5 (On = button(s) pressed; input at X1:22)
PLATFORM SW - 7S1 (On = floor switch closed (pressed); input at X1:33)
TRACTION INTERLOCK SWITCH (non-standard option) (On = interlock switch closed; input at X1:3)
HYDRAULIC PRESSURE 2B1 (Analog input from hydraulic pressure switch; input at X1:24)
Drivers - Status of output devices. The last three are digital, all others are PWM with 0% = off.
MAIN PWM - Main contactor, should be 0% when off or 80% when on .
EM BRAKE PWM - Electric brake; should be 0% when off or 100% when on (electric steer only).
LIFT COIL PWM - Pump motor start switch; should be 0% when off or 100% when on.
LOWER COIL PWM - Lowering coil on pump unit; should be approx 10% when off or up to 100% (depending on
parameter setting) when on.
EASY PICK/ LIFT RUNNER LED - On/Off (Powers the indicator in the dash switch for optional systems)
HYDRAULIC FAULT TYPE - displays currently active hydraulic fault type 1 to 5; 0=no fault
MOTION ALARM - On/Off
Steering Controller Status - Applies to optional electric steer system only. (These will all be 0 for manual
steer.)
STEER ANGLE (DEGREES) - displays the angle of the drive tire. Straight ahead = 0 degrees.
STEER ANGLE SPEED REDUCTION - Displays the current speed reduction based on steer angle. 100% = full speed.
TRACTION ENABLED - State of CAN message from steer controller to traction controller. 0=traction disabled,
1=traction enabled. 0 here can result from problems detected by either controller. NOTE: This is not the
same as the Traction Interlock parameter.
STEERING FAULT CODE - Displays any active fault code from the steering controller. These are not the same as
traction fault codes.
TRACTION FAULT CUTBACK - Displays speed reduction due to steering fault. 100% = no reduction.
TRACTION FAULT ACTION - Displays type of fault action 0=no action, 1=traction stop, 2=speed reduction,
3=warning only with no speed reduction; Type 1 is a severe steering fault and is associated with traction
fault 52. Types 2 and 3 are non-severe steering faults and typically indicate motor temperature issues. They
are associated with traction fault 53.
EMCY TRACTION FAULT ACTION - Displays same fault action types as Traction Fault Action above.
INPUTS
Throttle Command - Same as Mapped Throttle below
Mapped Throttle - Throttle potentiometer position as a percentage of calibrated values. Any position within
the neutral deadband of +/- 0.2 V from calibrated Set Neutral point will display 0%.Negative indicates reverse.
Throttle Pot - Actual voltage signal at pin X1:16. This determines motor speed.
Throttle Pot Check - Actual voltage signal at pin X1:17. This value is used as a safety check on the throttle
potentiometer by changing inversely with the Throttle Pot signal. The two signals must always sum to 5.5V.
Interlock - Combined inputs from platform switch (7S1)\ and brake switch (1S3) at pins X1:9 and X1:33.
On = both switches closed.
Hydraulic Sensor Voltage - Status of hydraulic sensor (2B1) input at pin X1:24. Should stabilize at
approximately 5.70 volts at 2730 psi (factory upper limit setting) and 0.04 at 20 psi (factory lower limit
0 setting).
OUTPUTS
6 PD Current - Current in proportional lowering valve circuit (pin X1:2). Should remain approximately 0.05A but
will spike briefly during lowering.
5 Volts - Supply voltage at X1:26, approximately 5 V. NOTE: This supply source is not used in this vehicle.
12 Volts - Speed sensor 1B1, Dash indicator unit and diagnostic plug 6X2 supply voltage at pin X1:25. Should
be approx. 12 V
External Supply Current - Combined current at pins X1:25 and 26. Must range between 5 and 200 mA.
Pot Low - Voltage at low side of throttle potentiometer at pin X1:18. Should be about 0.2 V
BATTERY
BDI - Displays percent charge of battery. Should match dash indicator unit.
Capacitor Voltage - Charge state of control unit internal capacitors. Normally around 14V.
Keyswitch Voltage - Voltage from battery at pin X1:1. Should be nominal battery voltage.
MOTOR
Motor RPM - Motor speed from speed sensor (1B1).
Temperature - Motor temperature from temperature sensor (B1).
Motor Speed A - Motor speed indicated by phase A of the speed sensor. Phase A should = phase B.
Motor Speed B - Motor speed indicated by phase B of the speed sensor. Phase B should = phase A.
CONTROLLER
Current (RMS) - RMS current to the motor taking all three phases into account.
Modulation Depth - Percentage of available voltage being used by motor.
Frequency - Operational frequency of the controller.
Temperature - Controller internal temperature.
Main State - Main contactor status. 0 = open; 1 = precharge; 2 = weldcheck; 3 = closing delay; 4 = missing
check; 5 = On.
Regen - On/Off; On indicates regenerative braking is occurring.
VCL Error Module - Internal software error ID.
VCL Error - Internal software error ID.
Motor Characterization Error - Not used.
Cutbacks
MOTOR TEMP CUTBACK - Current available due to motor overtemp function. 100% is normal.
CONTROLLER TEMP CUTBACK - Current available due to controller overtemp function. 100% is normal.
UNDERVOLTAGE CUTBACK - Current available due to battery undervoltage function. 100% is normal.
OVERVOLTAGE CUTBACK - Current available due to battery overvoltage function. 100% is normal.
VEHICLE
Vehicle Speed - Truck speed in mph.
Vehicle Odometer - Total distance travelled in miles.
Vehicle Acceleration - Truck acceleration in G's.
Braking Distance - Not used.
Distance Since Stop - Not used.
CAN Status
CAN NMT State - Sets the operational state of controller CAN communications. Value should be 127.
FUNCTIONS - This section of the program is used for cloning multiple controllers if parameters other than factory
defaults are desired across a fleet of vehicles. Once one controller is configured as desired, its settings may be
recorded and rapidly downloaded to additional controllers.
Settings
Get Settings from Controller - Stores settings from a controller into the programming device.
Write Settings to Controller - Downloads stored settings from a programming device to a controller.
Reset All Settings - Undoes the Write Settings function above. 0
CONTROLLER INFORMATION
Model Number - Displays part number of controller.
Serial Number - Displays serial number.
6
Mfg Date Code - Date of manufacture. First two digits = year, remaining digits = day of the year (0 to 365).
Hardware Version - Displays hardware ID code.
OS Version - Displays the major version number of the operating system currently installed.
Build Number - Displays the minor version number of the operating system currently installed.
SM Version - Version number of start-up software in the controller.
Param Blk Version - Version number of parameter block currently installed.
VCL App Version - Version number of main software.
PROGRAMMER SETUP - This section displays information about the programming device and allows adjustment of
several user preferences. This section does not apply when using a PC.
Program
LCD Contrast - Allows adjustment of the display contrast.
Language - Sets the language of text in the display.
Set Security Code - Allows a security code to be programmed.
Faults
Fault History - Displays accumulated fault codes.
Clear Fault History - Clears the fault history above.
Information - Lists manufacturer's data for the programming unit.
6 •
be changed.
Once an adjustment window is reached, use the
parameter adjustment key (2) to increase or 3
decrease the displayed value. To make large
changes quickly, use one of the bookmark keys
(3) instead of the parameter adjustment key.
Bookmark key 1 will change the displayed value
in increments of 10. Bookmark key 2 will change
it in increments of 100. Bookmark key 3 will it
in increments of 1000.
• When the value is correct, press the left portion
of the navigation key to exit the adjustment
window. Continue using the left and upper portion
of the navigation key to back out to higher menu
levels as necessary.
• Any location can be bookmarked using the
bookmark keys for rapid access. To bookmark 3 2
a location, press and hold a bookmark key for 2
seconds. Additional locations can also be
bookmarked using the remaining bookmark
keys. This allows a user to rapidly toggle 1
between up to three locations in the program.
• Turn the key off and disconnect the handset from
connector 6X2 when finished. New parameters
will not take effect until the key switch is turned
06-20off then back on. Service Manual: ETR, ETR-X 11038012040 US 04/2016
ELECTRICAL
Software Access Using a PC
A PC can be used to access the controller program. The
PC must be loaded with Curtis Programming Station
1314 software available from Linde. In addition a CAN
adapter (A) and a connector cable (B) are required to 1
connect the PC to the diagnostic connector (6X2 for
traction, 6X3 for steering on trucks equipped with optional
electric steering). Follow these steps to use a PC for
software access:
• Turn the key switch off.
• Connect the CAN adapter to the USB port of the
PC. Attach the connector cable to the end of the
CAN adapter. Connect the free end of the connector
cable to the diagnostic connector (6X2) on the
truck.
• Turn the PC on and double click the 1314 PC 2
Programming Station icon to open the diagnostic
software.
• Click the Connect icon (1) at the far left. The device
part number (2) should appear beneath "Device/
System" in the left pane of the software. The
"Mode" field at the bottom should change to
"CONNECTED".
• Click the part number to highlight it. Additional
icons will appear in the tool bar. These icons
correspond to the main sections of the program
0
as follows:
Controller Informaton (3) 3 4 5 6 6
Program (4)
Monitor (5)
Faults (6)
(The Functions and Programmer Setup sections
are only applicable to the handset.)
• Clicking one of the icons will display the hierarchy
for that section of the program in a separate window.
Multiple windows can be opened and resized as
necessary.
6X2
6X3
A
(W498916)
B
1103 03092016-02
(W456433)
Service Manual: ETR, ETR-X 11038012040 US 04/2016 06-21
ELECTRICAL
Adjustable Parameters
The following parameters have values that may be adjusted in the Parameters (Program)>User Parameters section of
the controller program. The battery-specific parameters may be adjusted in the Program>Battery section of the
controller program. Adjustment requires a programming handset or PC equipped with PC Programming Station software.
0 fastest response.
6 Deceleration Rate
Sets the deceleration rate as a percentage of maximum, as the throttle is returned to neutral.
65%
Throttle Adjust Decel Rate
Sets the deceleration rate as a percentage of maximum, as the throttle is reduced without reaching
neutral.
30%
Brake Rate
Sets the direction reversal deceleration rate as a percentage of maximum, as the throttle is moved
past neutral toward the direction opposite motion. This is a more aggressive deceleration curve 15%
than Deceleration Rate above.
CALIBRATE THROTTLE
Set Forward
Sets the throttle potentiometer voltage at which maximum forward speed occurs These three
are
Set Neutral
set to
Sets the throttle potentiometer voltage that establishes the exact center point of the neutral position
match
deadband. The outer reaches of the deadband are automatically calculated as +/- 0.2 volts from
corresponding
this value.
monitor
Set Reverse values
Sets the throttle potentiometer voltage at which maximum reverse speed occurs
SERVICE HOURMETER
Service Interval
Sets the maintenance interval. This parameter is a target (in hours) for an internal service counter
that accumulates hours since its last reset. When the counter reaches the target set here, fault
code 63 will occur and truck speed will be limited to the Maintenance Due/Low BDI Max Speed.
The Reset Service Hours parameter (below) must be changed from "Off" to "On" to reset the
counter and restore normal operation. The status of the counter can be read at any time at
500 Hrs
Monitor>User Information>Service Timers>Service Timer. Setting the Service Interval to zero will
prevent both the pre-warning light as well as fault 63.
Service Pre-Warning
Sets the amount of warning time before the next upcoming service interval occurs. When the
Service Timer gets within this value of its target (set above), the red fault light on the display unit
(6P1) will flash and the "Service Due?" value in Monitor>User Information>Service Timers will turn 30 Hrs
to "On".
Reset Service Hours
Setting this to "On" resets the Service Timer counter to zero. The counter will begin accumulating Off/On
time up to the Hours at Next Service Interval target (set above).
MOTION ALARM
Set Motion Alarm
Sets the motion alarm mode of operation. 0 = Off; 1= Reverse; 2= Forward; 3= Forward & Reverse
Continuous (0)/Intermittant (1)
Determines the output signal to a connected motion alarm. If the alarm is designed to emit an
intermittant noise on its own, this must be set to 0. If the alarm is capable of a continuous tone,
then this can be set to either 0 or 1. If set to 1, the alarm cycle must be specified using the On
Per custom-
er spec. 0
Period and Off Period parameters.
Motion Alarm On Period
6
Sets the duration of the audible period in the alarm cycle .
Motion Alarm Off Period
Sets the duration of the silent period in the alarm cycle.
LIFT RUNNER
Off/Auto/Manual
Determines operating mode of optional lift runner hydraulics. If the vehicle is not equipped with
Per custom-
hydraulics, this must be set to 0.
er spec.
1 = Auto (lift and lower controlled automatically by floor switch)
2 = Manual (lift and lower controlled by buttons on control handle)
Auto Lower
Selects the type of lowering control. This parameter must be set to OFF if operating mode above
is set to Manual (2) to avoid a parameter conflict fault (66). Off
ON = Lowering will occur automatically after operator steps off the floor plate (after time delay)
OFF = Lowering will not occur with floor plate switch; must turn off Lift Runner master switch.
REVERSE JOG
Reverse Jog Enable
If the truck is equipped with the optional reverse jog feature, this parameter must be ON for the On/Off
feature to operate.
Reverse Jog Speed
Sets the maximum truck speed when the reverse jog button is held. 2.5 Mph 0
Max Reverse Jog Duration
Sets the time limit for truck operation with the reverse jog button continuosly held. This is reset
as soon as the button is released.
10.0 sec 6
Rev Jog Accel Rate
Sets the responsiveness of the truck when the reverse jog button is pressed. Higher values
25%
give faster response.
0
and (
eadb
6
on D
ducti
d Re
Spee
A ax (
Deg
)
le M
Ang
B Stee
r
C
A (CONSTANT) Speed limit is 100% of that set in Forward Max Speed
B (VARIABLE) Speed limit is proportionally decreased as steering is turned further from straight ahead.
C (CONSTANT) Speed limit is Full Turn Speed Reduction (percentage of Forward Max Speed)
06-26 Service Manual: ETR, ETR-X 11038012040 US 04/2016
ELECTRICAL
Troubleshooting the drive motor controller consists of short and should be corrected immediately. Faults can
following the given troubleshooting procedures also occur due to a defective or discharged battery.
corresponding to the controller fault code displayed on
After checking resistance, any suspected input or output
the indicator unit. Many controller faults can be caused
should be checked to determine if there is a problem in
by erroneous input or output conditions at the 35-pin
the electrical system apart from the controller. There
connector (X1). These can result from problems in the
are several simple on/off inputs from the various switches
electrical system (switches, devices, wiring, etc.)
and buttons as well as variable inputs from the motor
outside of the controller. The possibility of all such
sensors and throttle. Output devices consist of the main
problems should be eliminated before suspecting the
contactor (1K1), pump motor contactor (2K1), and
controller itself.
lowering valve (Y1) and, on electric steer models, the
electro-magnetic brake (Y1). These output devices are
run by pulse width modulated output drivers from the
controller. On electric steer trucks, the brake and main
Always disconnect the battery and jack the
contactor have their supply voltage switched by the steer
truck up so that the drive wheel is clear of
controller (N2) to give it fault control over these devices.
the floor before troubleshooting the
The optional travel alarm is connected to a digital output.
controller or electrical system. Reconnect
(The PWM outputs are not proportional so may be
the battery as needed for specific controller
treated as high/low outputs. Their modulation and current
checks. Wait at least one minute after
limits are fixed within the software and are not
removing power from the controller before
adjustable.)
working on it or the drive motor connections.
This will ensure all power has dissipated All of these inputs and outputs may be checked using a
from the controller's internal capacitors. handset or laptop and navigating to the Monitor section
of the program. Program path, name, description, and
Always check resistance between the frame and the
The original temperature sensor is embedded in the field • Remove any excessive adhesive per
winding of the motor. It is not removable. manufacturer's instructions.
• Allow the adhesive to cure per manufacturer's
instructions before removing any tape or
supporting items.
Do not attempt to remove the original
sensor from the field winding or position a • Route the leads with those of the speed sensor
new one in the winding. Damage to the (5) and bundle any excess with new or existing
motor can result. ty-wraps.
If the temperature sensor fails, a replacement assembly • Insert the red lead into socket 1 on 1X3 and the
must be epoxied onto the outside of the motor. Use a black lead into socket 2.
suitable adhesive such as Loctite 334 and 7387 Activator, NOTE
Loctite 30-second Bonder, Loctite 615 Hysol [83094] or
Loctite Five Minute Bonder [1232046 or 1232047] or any Correct polarity must be maintained for the
equivalent product. The replacement sensor assembly sensor to function.
consists of a thermistor and a compensating resistor in • Connect 1X3 and test the sensor.
Service Manual: ETR, ETR-X 11038012040 US 04/2016 06-29
ELECTRICAL
0 screw.
New pins and seals must be crimped onto the wires of
5a
F N R
1
6
11
5 1103 03042016-01
neutral set point has not been changed (ie recalibrated), throttle to full forward. Throttle Pot value should not
then it may be possible to restore operation by twisting exceed 4.7 V by much if any (4.5 is closer to typical).
the potentiometer housing until the Throttle Pot value Fault condition occurs at 4.9 V. Throttle Pot Check value
matches the existing Set Neutral value and tightening should not fall below 0.8 V by much if any (1.0 is closer
the screws. Otherwise the potentiometer must be to typical). Fault condition occurs at 0.5 V or less.
recalibrated after the screws are tightened.
Twist the throttle to full reverse. The values above should
If the potentiometer values match in neutral and the be reversed, ie Throttle Pot must not drop to 0.5V and
mechanism appears OK, navigate to Program>User Throttle Pot Check must not rise to 4.9 V. If the values
Parameters>Calibrate Throttle>Set Neutral. Note the are out in one direction, check the potentiometer
existing value shown for Set Neutral. This value must be mounting. If the problem persists, the potentiometer
within a 0.10 V of the two monitor values noted previously. should be replaced.
If not, the neutral set point must be adjusted to match
these values.
Forward and Reverse
Once mechanical operation is confirmed and the
potentiometer actual value (Throttle Pot) matches the
programmed Set Neutral value when in neutral, twist the
18 0
17
6
3a
5a
POTENTIOMETER REPLACEMENT
When the throttle potentiometer is replaced, it must be verified by confirming that the potentiometer
calibrated in the controller program after physical actuator arm (1) is pointing down.
installation. A handset or laptop (with Curtis PC
Programming software) is required for calibration. The • Remove the two potentiometer mounting screws
truck will not operate correctly without calibrating a new (2) and remove the potentiometer (3). As the
throttle potentiometer. The throttle mechanism is potentiometer is removed, its wiper leg (3a) will
simpleand robust with very little play when correctly spring-return against its internal stop.
assembled. It is therefore unnecessary to zero a new
potentiometer before calibration.
Installation
R
• Lift the cover slightly and disconnect the handle
connector X9 and the potentiometer at connector
0 •
1X2.
Ensure the throttle assembly is released to the 1103 05022016-04
6 3
X9
1
11
1103 03142016-01
0
6
Calibration
After replacing a throttle potentiometer, it must be calibrated to the drive motor controller to establish a neutral mid-
point value and forward/reverse end-point values for use by the controller software. This is accomplished using either
a programming handset or a personal computer equipped with the 1314 Service Station software. Basically the
process is to read actual voltage signals from the potentiometer for neutral, forward, and reverse in the Monitor
sectionof the program, and then enter these same values as set points in the Calibrate Throttle section of the
program.
0
6
• Write down the value for Throttle Pot (not Throttle Pot Check) while in neutral.
• Twist the throttle to the full forward direction. Write down the new value for Throttle Pot that is displayed when the
throttle is held fully forward.
• Twist the throttle to full reverse. Write down the value shown for Throttle Pot when throttle is held in full reverse.
• With Throttle Pot values recorded for all three throttle positions, navigate to Program>User Parameters>Calibrate
Throttle>Set Forward. Use the parameter adjustment key to set the value to match that noted above for Throttle
Pot when the throttle was twisted to full forward. Leave the throttle in neutral while setting the parameter.
0
6
• Navigate back out one level and then repeat the process for Set Neutral and Set Reverse.
• Cycle the key switch off then back on for the new settings to take effect.
• Test operation of the truck.
into the connector. The other end is then fashioned to the seal. Repeat at another tab if necessary. The wedge
connect to the original socket terminal leaving space lock will pop out to the unlocked position and will slide
to attach voltmeter leads. The required socket terminals out about 3/16 inch (4 or 5 mm) before encountering a
for the connector end of the test wire are available from stop. The wedge lock should not be completely removed
Linde. from the connector. With the wedge lock open, wires
may now be removed from the connector by gently
To remove a wire from the connector, first disconnect pulling while rotating the wire back and forth 1/4 turn in
the battery and remove the connector from the controller each direction. To insert a wire, push it straight into the
as described previously. When the connector is appropriate hole as far as it will go. After insertion, pull
removed, a red locking grid (wedge lock) will be visible. back on the wire slightly to verify that the retention fingers
This wedge lock must be shifted to the unlocked position are holding the terminal. After all wires are inserted,
before extracting a wire. To do this, select one of the snap the wedge lock back to its closed (locked)
four wedge lock tabs at the corners. Insert a small position.Visually verify that all terminals are properly
screwdriver between the tab and the reddish rubber aligned behind the wedge lock.
mating seal. Gently pry back against the black
connector housing to push the wedge lock away from
0
6
Wire Installation
06-40 Service Manual: ETR, ETR-X 11038012040 US 04/2016
ELECTRICAL
Controller (N1) Fault Codes
The explanations below and on the following pages correspond to fault codes that can appear in the indicator unit
display. Fault codes can also be determined by the sequence of red and amber LEDs on the main controller itself.
During a fault, the red LED will flash once or twice followed by a series of amber flashes. This series of red/amber
flashes indicates the fault code. The number of amber flashes following a single red flash is the first digit of the fault
code. The number of amber flashes after two successive red flashes is the second digit of the fault code. This
sequence will repeat until the fault condition is cleared. If more than one fault is present, the LEDs will flash the
sequence for each fault code present before repeating.
NOTE
Fault codes are in numerical sequence but some gaps apply; Gaps in the numbering sequence indicate that there is
no fault code associated with the omitted numbers.
0 hot environment.
CORRECTIVE ACTION
6
Switch off vehicle and allow controller to cool. Check cooling fan operation and controller mounting.
0 CORRECTIVE ACTION
Check speed sensor and wiring. This fault may also be triggered by fault code 69 conditions.
0 Defective pump contactor (2K1); Wiring fault; Incorrect parameter setting at Lift Runner>Off/Auto/Manual
CORRECTIVE ACTION
0
Code: 37 Handset Display:
0 Check throttle voltages throughout throttle range at Monitor>Inputs. Voltages must remain above 0.5 and below 4.9.
If not, check mechanism and potentiometer zero position. Replace potentiometer if fault persists.
0
6 Code: 51 Handset Display:
No signal from Steering Control Module. This fault applies only to trucks equipped with electric steering.
SYMPTOMS
Truck will not travel.
POSSIBLE CAUSE
Wiring between main control unit and steering control module damaged; Connector X2 loose; Steering control module
defective; Incorrect main control module installed.
CORRECTIVE ACTION
Check wiring and connector X2; Check part number of main control unit; Replace steering control module.
0
POSSIBLE CAUSE
Throttle held in forward or reverse position at start-up; throttle potentiometer value in neutral does not match neutral set
point (potentiometer mounting loose or set point value is incorrect); mechanical damage or misadjustment to throttle
mechanism; defective throttle potentiometer
CORRECTIVE ACTION
Ensure throttle is released at start-up; Check throttle linkage and potentiometer actuator for proper operation, repair
6
if necessary; Check actual throttle potentiometer signal in neutral (Monitor>Inputs>Throttle Pot) and compare with
calibrated neutral value (Parameters (Program>User Parameters>Calibrate Throttle>Set Neutral) - these values should
be within a few millivolts of each other. Replace potentiometer if correct signal cannot be obtained.
0 Ensure all buttons are released at start-up; Check switch inputs at X1:11 if necessary.
0
Occurs with fault 73, Stall Detected. This fault will shut power to the electro-magnetic brake so that it will engage.Applies
to trucks equipped with optional electric steering only. Manual steer trucks have a mechanical brake.
SYMPTOMS
6 Truck will not trave.
POSSIBLE CAUSE
Drive motor has been stalled.
CORRECTIVE ACTION
Clear the stall condition and cycle the key switch.
0 CORRECTIVE ACTION
Cycle key-switch. If this does not clear the fault, the main control unit must be replaced.
6
Code: 72 Handset Display: PDO Timeout
SPECIFIC FAULT CONDITIONS
CAN message fault from electric steering control module. (Applies only to trucks with optional electric steering)
SYMPTOMS
Truck will not operate.
POSSIBLE CAUSE
Loose or defective connector 9X1; defective steering control module; wiring fault
CORRECTIVE ACTION
Cycle key-switch to clear the fault. Inspect connector and wiring; replace steering control module if necessary.
0
Clear stall condition if present and return throttle to neutral (with fault 73). Fault 93 should clear with resumed operation
unless drive motor speed sensor is defective. If fault 36, cycle key switch to clear fault 93 and inspect/ repair speed
sensor.
CONTACTOR (1K1)
A line contactor is installed iwth its contacts in-line
between the fuse and the positive terminal of the main
controller (N1). Its coil is energized upon key switch
(S1) operation and closure of the floor plate switch (7S1).
The line contactor is mounted to the chassis above the
main controller. No directional contactor is required. An
enclosed line contactor is used on trucks equipped with
optional EE protection.
Contactor Testing and Repair
To check a contactor that does not operate, first ensure
that battery voltage is available at X1:1 when the key
switch is turned on. Next confirm floor plate switch circuit
input at X1:33. Floor plate switch input can be confirmed
with a meter or in the program at Monitor>User
Information>Switches/Sensors>Platform Switch. With
both of these inputs available, the contactor should close.
The contactor is connected to output pin 6 at X1. This is
a PWM output fixed at 80% when on and 0% when off.
The output signal can be confirmed at Monitor>User
Information>Drivers>Main PWM. If this output signal is
present, check for mechanical binding or damage to the
contactor. The controller output circuit is equipped with
a fault-checking algorithm that should detect an open
contactor coil and cause fault code 31 to appear.
If contact tips are worn or damaged, intermittent faults
0
can occur. The contactor is not serviceable. If damage
or significant wear is present, the contactor must be
replaced.
6
To replace a contactor, disconnect the battery, the
contact terminal cables and the coil leads, and remove
the contactor mounting hardware. Install the new
contactor in the reverse order of removal.
0
6
Table of Contents
Hydraulic Fluid
0 Hydraulic Coupling
1103 04252016-02
0
7
18
19
21
8
44
7
Wire 6
(Y2:1)
to Battery
Negative
0
Wire 41
(Y2:2) to Fuse
7
1F1
0 •
•
Remove magnet (25) from reservoir.
Pull strainer (26) off tube (24). Press in locking
•
damaged parts.
Inspect reservoir (21) for cracks or other damage.
Replace if damaged to the extent that leakage
7 spring (47) to release tube (24). Remove screw
(48), locking spring (47), O-ring retainer (46) and
O-ring (41). •
occurs.
Inspect spring (13) and spring plate (47) for distortion
and loss of tension.
• Remove the four pump mounting screws (45) from
positions shown below. Do not remove pump • Inspect valve spool/solenoid cartridge (18) for
scratches, nicks or burrs.
assembly screws. Remove pump (44) as an
assembly. Remove O-ring (40) from adapter. • Inspect tubes (24, 27, 34) for damage.
• Disengage return tubes (34, 27) from adapter • Apply rated voltage (noted on data plate) to coil
Remove O-rings (35, 37), push-on rings (29, 32) terminals of motor contactor. Check that contactor
and washers (28, 33). closes with an audible click. Resistance check may
be made according to page 07-7.
0
(30 in-lb max)
7
Wire 7
(2K1:2)
Wire 42
(2K1:1) to Battery
Negative
Wire 6
(Y2:1) to Fuse
(inside terminal -) 1F1
Wire 41
(Y2:2)
(40 in-lb max)
(outside terminal +)
1101 05162012-02
0
7
To inspect the brushes, first disconnect the battery and • Inspect housing (4), terminals (11), and end shield
then the motor terminal cables. Remove the two end (13) for cracks, chips, distortion and other damage.
shield screws (14), and pull the end shield off to expose
• Inspect field coils for frayed wrapping and damage
the commutator and brush holder (5). Individual brush
to wire insulation due to overheating. Check coil
and sleeve assemblies may be slipped out of the holder
sets for continuity and for resistance. (There are
for inspection.
two sets of two coils in the motor.) Resistance
New brushes are 0.67 in. (17 mm) in length. All brushes should be approximately 0.005 ohm per coil set.
must be replaced if it appears that any one brush will be Repair minor damage to field coil wrapping by
worn to 0.43 in. (11 mm) in length before the next rewrapping damaged or frayed areas with glass
inspection interval. Brush springs have a new fiber tape and applying electrical insulating varnish.
uncompressed length of 1.54 in. (39 mm). They should Do not attempt this repair if any field coil wire has
be replaced whenever brushes are replaced or if the been damaged.
uncompressed length is less than 1.46 in. (37 mm).
• Inspect all externally threaded parts and tapped
holes for stripped threads and other thread damage.
Cleaning Parts Repair minor thread damage, except on threaded
fasteners, with a thread chaser or tap; otherwise
replace damaged parts.
When using any volatile solvent, make sure • Replace armature if the shaft is damaged in any
it is used in a well ventilated area away from way, if solder has been thrown from the
sparks and flames. Avoid breathing the commutator, if the windings are shorted or open,
vapors. or if the windings or insulation are charred or burnt
due to overheating. If the commutator is pitted or
Wear protective glasses and goggles when grooved, true it up in a lathe. Do not remove any
drying parts with compressed air. Failure to more material than necessary to produce a smooth,
do so could cause eye injury and blindness. bright continuous surface on all segments. Clean
• Clean all metal parts with commercial parts all chips and slivers from between the segments.
cleaner. Dry parts with compressed air or place Permissible eccentricity is 0.002" or 0.05 mm.
on a clean, lint-free cloth and allow to air dry. • Inspect brush springs (8) for distortion, loss of
• Clean armature (3) and brushes (6) with a clean
cloth dampened with parts cleaner and either air
tension and discoloration from overheating.
Replace if damaged or if uncompressed length is
less than 1.46 in. (37 mm)
0
dry or dry with compressed air.
• Inspect brushes (6) for excessive wear. Minimum
length is 0.43 in. (11 mm). Also check that brushes
7
slide freely in sleeves (7).
• Inspect brush holder (5) for distortion, cracks or
other damage.
• Inspect bearings (2 and 12) for corrosion of races
and for damage to the inner or outer races which
would prevent a good fit during reassembly. Also
check bearings for roughness, excessive
looseness or wobble by holding the inner race
lightly between the fingers of one hand and slowly
rotating the outer race with the other hand in both
directions. Check for discoloration of the races as
evidence of overheating. Replacement of the
bearings is recommended at each reassembly.
However, bearings that have been subjected to
• Use an arbor press to install bearing (2) onto shaft • To disassemble the pump, remove the four pump
of armature and bearing (12) into end shield (13). assembly screws and separate the pump housing
Insert armature and bearing into hydraulic unit halves.
adapter.
• Note the orientation of pump internal components
• Slide housing over armature. for reassembly.
• Install brush holder (5) into stator. • Remove the O-ring (1) from around the input shaft
boss.
• Install new brush assemblies (6, 7 & 8) into holder.
• Drive out the pump shaft seal (2).
• Install terminals (11) into end shield.
• Clean all parts thoroughly.
• Align armature shaft with end shield bearing and
fit end shield to housing. Rotate end shield to • Tap a new shaft seal into the shaft opening. Ensure
locate terminals correctly for pump unit wiring and the seal is seated in the opening.
to align mounting screws (14).
• Install a new O-ring onto the input shaft boss.
• Install screws (14). Align assembled motor to
• Identify the color of the internal gasket (3). The
pump unit adapter, ensuring armature shaft
gasket is color coded by thickness. Three colors
engages pump coupling. Align mounting screws
are possible: Silver (0.0005 in), Gold, (0.00075
(14) with holes in adapter and tighten.
in), and Amber (0.001 in). Select the correct
• Connect the wiring and battery and operate the replacement from the seal kit.
pump motor while listening to the motor. If any
• Reassemble the pump internal components.
binding or dragging is detected, loosen and
retighten screws (14). If the condition persists, • Reassemble the pump housing halves with the
7 3 1
HYDRAULIC SCHEMATIC
10
2 3 5
8
0
1 9 7
1 Hydraulic Pump Unit (includes 2-9)
2 Pump Motor (2M1)
3 Pump (0.065 in3 (1.06 cc) per rev)
4 Check Valve
5 Relief Valve Assembly
6 Solenoid Valve (proportional)
7 Solenoid ValveCoil (Y2)
8 Suction Strainer
9 Reservoir
10 Coupling
0
7
Table of Contents
0
8
NOTES
0
8
Table of Contents
0
9
NOTES
0
9
Table of Contents
1
0
Service Manual: ETR, ETR-X 11038012040 US 04/2016 10-1
SCHEDULED MAINTENANCE
PERIODIC MAINTENANCE
The table below is a schedule for recommended periodic If truck use is heavy or trucks are used more than one
maintenance checks. The maintenance checks and shift daily, checks should be performed more often.
frequencies are intended for use as a basic guide in
establishing and maintaining a planned maintenance
program. Daily checks as indicated in the operator
manual should be performed at the beginning of each Remove all jewelry and wrist watches before
shift. All other checks should be performed at the inspection or service of electrical components.
frequency indicated under normal operating conditions.
MAINTENANCE SCHEDULE
1 NOTE:
When a new truck is first placed in service, the drive wheel fasteners must be checked for tightness every 10 hours
CAPACITIES
Hydraulic System (ETR-X only)
Hydraulic Oil: 2.7 quarts (2.6 liters)
Transmission
Gear Oil: 1.9 quarts (1.8 liters)
1
0
Service Manual: ETR, ETR-X 11038012040 US 04/2016 10-3
SCHEDULED MAINTENANCE
• Lubricate caster axles. Inspect casters for damge • Check the brake mounting screws for tightness.
to wheels or excess wobble. Repair as required. • Check the air gap and adjust if necessary
according to the procedure in section 01.
Carry Out Test Drive
• Inspect all parts for cracks, chipping, distortion, • Check the breather fitting on the hydraulic pump
corrosion, discoloration or scorching denoting unit for accumulated dirt. Clean as outlined in
overheating as a result of electrical overloading, Periodic Maintenance - 1000 hours if necessary.
and other damage. Tighten any loose
connections. Replace the contactor if damaged Check Hydraulic Oil Level (ETR-X only)
or if the tips are worn out.
• Lower any connected trailers completely and verify
NOTE: that there is adequate oil in the reservoir. Level
should be approximately 3/4 inch (19 mm) below
Darkening of contact tips does not
the bottom of the filler plug opening. Add hydraulic
indicate burning; this darkening is normal.
oil as necessary. See the Fluid and Lubricant
Burning is judged by actual loss of
Specifications section for oil specifications.
contact material. Contact tips themselves
may be used until the contact material
has been almost completely worn away. Check Hydraulic Pump Unit Operation (ETR-
Replace contactor when there is not X only)
sufficient tip material remaining to last until • Operate the lift function and observe the pump unit
the next regular maintenance interval. for leakage, loose mounting, or noisy operation.
Repair as required.
Check Battery Condition
Check Hydraulic Line for Leaks (ETR-X only)
• Operate the lift function and observe the hydraulic
Never lay metal tools or other metal objects on top of hose for leakage.
the battery; sparks or arcing could occur, causing
battery gases to explode. Personal injury or damage to
the truck could result. Do not wear any jewelry, rings or
wrist watches while working on the battery or severe
burns could result. Always wear eye protection and
gloves when working around the battery.
• Check the battery connector for loose terminals
or damaged casing. Check battery cables for
fraying and damage. Remove minor deposits of
corrosion.
• Check the electrolyte level in the battery. The
electrolyte level should be 1/4 inch above the top
1
of the internal plates in the battery. Add distilled
water as required. 0
Service Manual: ETR, ETR-X 11038012040 US 04/2016 10-5
SCHEDULED MAINTENANCE
Clean Hydraulic Pump Unit Breather (ETR-X Change the Hydraulic Oil (ETR-X only)
only)
• Fully lower any trailers and disconnect them.
• Remove the breather (1) from the hydraulic pump Disconnect the supply hose at the hydraulic pump
unit and clean with solvent. Dry with low pressure unit and connect a service hose to this fitting or
air. Reinstall the breather and tighten only two to port. Direct the end of the service hose to a
three turns past finger tight. container and operate the lift function until the unit
is empty of oil.
the vapors.
1
0
Service Manual: ETR, ETR-X 11038012040 US 04/2016 10-7
KION
North America Corporation
2450 West 5th North Street
Summerville, SC 29484
(803) 875-8000 FAX (803) 875-8329