EV–100 MOTOR CONTROLLER, DESCRIPTION AND OPERATION

GENERAL cuits in this section uses the “Conventional Theory of

This section describes the operation and the functions of
the EV–100 motor controller. The EV–100 motor con-
troller, used to control the operation of electric lift
trucks, is made for Hyster Company by the General
Electric Company.
The description of the current flow in the electrical cir-
Current Flow”. This theory describes the current as
flowing from positive to negative. An electric lift truck
uses a two–wire electrical system. There is no common
ground through the frame. Both the positive supply and
the negative return current flow through wires and ca-
bles. There must be a minimum resistance of 50 000
ohms between the electrical circuits and the frame of the
lift truck.

12
13 11
14 10

9
1

12657
7
6
3
2
4
5
1. CONTROL CARD 8. REACTOR (INDUCTOR L1 AND 1X)
2. CAPACITOR C1 9. SCR 2 AND SCR 5 (NOT SHOWN)
3. BASE PLATE 10. SUPPRESSOR MOUNT
4. SCR 1 11. SUPPRESSOR, SCR 5 AND SCR 2
5. DIODE D3 12. SUPPRESSOR, SCR 5 AND SCR 2
6. MOTOR CURRENT SENSOR 13. SUPPRESSOR, D4
7. DIODE D4 14. SUPPRESSOR, D3
FIGURE 1. TYPICAL CONFIGURATION OF THE EV–100 MOTOR CONTROLLER
(TRACTION OR HYDRAULIC PUMP CONTROLLER GROUP)

1
The EV–100 motor controller controls the speed and di- The speed of rotation will decrease if the switch is OFF
rection of the traction motor. Some lift trucks have a sec- for a longer time than it is ON. The speed of the motor
ond EV–100 motor controller to control the speed of the can be controlled using this principle.
pump motor for the hydraulic lift circuit. Both control-
lers are found on the same control panel and use the
+
same principles of operation. The controller for the hy- 7
draulic pump motor only controls the motor speed and
does not have the other functions necessary for control- 6
ling the traction motor. Lift trucks without a motor con- 2 3 6 5
troller for the hydraulic pump motor have a contactor to + 1
energize the motor. The motor for power steering is not
controlled by the EV–100 motor controller. – 6

Contactors are special switches that use a small electric

4
signal to energize and deenergize a motor circuit that has
a large current flow. There are two contactors that con-
trol the direction of rotation of the traction motor. Each –
direction contactor has two sets of contacts mechani- 1. BATTERY
cally connected on the same actuator shaft. When one 2. STEERING MOTOR
set of contacts is closed, the other set of contacts is open. 3. HYDRAULIC PUMP MOTOR
4. TRACTION MOTOR ARMATURE
This arrangement prevents a wrong sequence of closed 5. TRACTION MOTOR FIELD
contacts that could cause a short–circuit. This arrange- 6. CONTACTOR
ment of contactors permits current flow through the mo- 7. SCR 1 “SWITCH”
tor field in either direction. One set of contacts causes
FIGURE 2. BASIC MOTOR CIRCUIT
the armature to rotate in one direction. The other set of
contacts causes the armature to rotate in the opposite di- An electronic switch called an SCR is used to generate
rection. Other contactors used for control functions in the rapid ON and OFF times. It has no moving parts.
this controller only have one set of contacts because a (An SCR is also called a thyristor in some countries.
forward and reverse operation is not required. Examples SCR will be used in this section so that the name is the
of these functions are the hydraulic pump and 1A by– same in all Hyster Company manuals.)
pass. Some of these functions are not used on all lift
NOTE: In the following illustrations,

trucks.
Contactors are used to energize and deenergize the mo-
tor, but cannot control the speed. The EV–100 motor
controller applies battery voltage in short, fast pulses to
a DC motor to control the speed. How this circuit con-
trols the speed of a motor with pulses is described in this
section.
ELECTRONIC SPEED CONTROLS
The EV–100 motor controller has solid–state electronic
circuits that control the operation of a DC motor. The
speed of DC motors is controlled by the average applied
voltage. The higher the average applied voltage, the
faster the motor will rotate. If a switch is put in the trac-
tion motor circuit, and the switch is changed to OFF and
ON quickly, the traction motor will rotate. The speed of
rotation increases as the time the switch is ON increases.
ÉÉÉ
indicates positive voltage.
ÉÉÉ indicates battery negative.
The Silicon Controlled Rectifier (SCR)
A silicon controlled rectifier (SCR) is a solid–state de-
vice that operates like a very fast switch. Rectifiers and
diodes are electronic devices that permit electricity to
flow in only one direction. (See FIGURE 3.). A rectifier
or diode permits electricity to flow easily from the an-
ode to the cathode. An SCR is a rectifier that has an addi-
tional element called a gate. An SCR will only permit
electricity to flow when a positive signal voltage is ap-
plied momentarily to the gate. An SCR will permit elec-
tricity to flow from the anode to the cathode after the sig-
nal to the gate is removed. The following conditions
stop the flow of electricity through an SCR:
The signal voltage to the gate must be removed and the
current flow through the SCR must be momentarily

2
stopped. The current flow through an SCR can be mo- b. The current flow can be changed momentarily to
mentarily interrupted in the following ways: charge a large capacitor so that the current flow
through the SCR is momentarily interrupted.
a. A reverse voltage can be applied momentarily to
the cathode of the SCR so that there is no current c. The voltage at the anode and the cathode must be
flow. equal so that there is no current flow.
When the SCR is used as a switch:
3 a. The SCR is ON when electric current flows
through it.
2
b. The SCR is OFF when electric current cannot
flow through it.

+ 1 5

É
F R A Motor Circuit That Operates With Pulses

É – F R FIGURE 3. is part of a schematic that shows an SCR in a

É
traction circuit. (This main SCR that is in series with the

É
motor is called SCR 1 in all Hyster Company Manuals.)
6 4

É
An SCR controller is also used to control the speed of

ÉÉÉÉÉÉÉÉÉÉ
the hydraulic motor in some lift trucks. The operation of
an SCR controller is the same for a traction circuit and a

ÉÉÉÉÉÉÉÉÉÉ
7 SCR “ON”
hydraulic motor. The controller for a traction circuit has

É more functions which are described in the section for the

traction circuit.
9
When a signal is momentarily applied to the gate, the
SCR permits current flow from the battery through the
2
motor. When the gate signal is removed and a reverse
voltage is applied to the cathode, the SCR is changed to
OFF. The battery voltage is applied to the motor in
+ 1 F R 5

É
pulses. The pulses of energy through the SCR to the mo-
tor are very fast. The motor cannot follow each pulse,

É
F R
– but the motor runs smoothly on the average voltage gen-

É erated by the ON and OFF times. FIGURE 5. shows the

É 6 8 average motor voltage applied to the traction motor. The

É frequency of the pulses also changes the average motor

ÉÉÉÉÉÉÉÉÉÉ 7
voltage. As the frequency of the pulses increases, the av-

ÉÉÉÉÉÉÉÉÉÉ
SCR “OFF” erage motor voltage increases. The control card for the
motor circuit has an oscillator. The oscillator controls
the ON time by sending a gate signal to the SCR (begin
1. BATTERY the pulse).
2. SCR 1 “SWITCH”
3. CURRENT FLOW THOUGH SCR 1 The oscillator sends another signal to the special circuit
4. POSITIVE GATE SIGNAL
that changes the SCR to OFF (end of the pulse). The
5. FIELD, TRACTION MOTOR
6. ARMATURE, TRACTION MOTOR controller has a variable ON time and variable OFF
7. CURRENT SENSOR time and is controlled by the position of the accelerator
8. NO GATE SIGNAL (MONOTROL) pedal.
9. MOMENTARY INTERRUPTION OF
CURRENT FLOW A potentiometer on the accelerator (MONOTROL)
pedal sends a 5 volt decreasing to 0 volt signal to the
FIGURE 3. SCR CONTROL
control card on the controller. The control card has a

3
voltage controlled oscillator that increases in frequency
when the voltage decreases from the accelerator potenti-
ometer. The oscillator controls the ON time by sending a
a gate signal to SCR 1 (begin the pulse). The oscillator
sends another signal to the special circuit that changes
SCR 1 to OFF (end of the pulse). The position of the ac-
celerator (MONOTROL) pedal causes a variation in the
0–5 volts supplied to the oscillator and controls the
pulse rate and the speed of the motor.
A low average voltage applied to the motor is the result
of a short ON time and a long OFF time. (See
FIGURE 4.) The minimum pulse that the controller can
give is one millisecond ON and 45 milliseconds OFF.
This minimum pulse occurs at the slowest speed of lift
truck travel. The pulse rate is also least.
When the oscillator frequencies give equal ON and
OFF times (approximately 1.7 milliseconds each), the
pulse rate is the greatest. Approximately 50% of the av-
erage battery voltage is available to the motor.

The maximum average voltage to the motor gives the

LOW
ON ON ON ON SPEED highest operating speed. This voltage occurs when the
100%
ON time is long compared to a short OFF time. The
pulse rate is again least. At the maximum speed, the ON
OFF OFF OFF time is approximately 20 milliseconds and the OFF
50% time is approximately 0.8 milliseconds. This maximum
AVERAGE
MOTOR speed gives approximately 95% of the battery voltage to
BATTERY VOLTAGE
VOLTAGE (SPEED) the motor. Many EV–100 controllers for the traction
10%
motor use a 1A by–pass contactor and a field weakening
0% contactor to increase the maximum travel speed of the
TIME lift truck. These functions will be described later in this
LOW FREQUENCY section.
50% SCR
OFF OFF OFF OFF SPEED FIGURE 5.shows that the pulse rate is approximately
100%
ON ON ON ON ON
AVERAGE
50 Hertz at a low average motor voltage. When the pulse
MOTOR rate increases to a maximum of 300 Hertz, the average
VOLTAGE
(SPEED) motor voltage increases. This increase in voltage is
50% caused by an increase in the ON time and a decrease in
BATTERY
the OFF time. The continued increase in ”ON” time
VOLTAGE causes the pulse rate to decrease again toward a mini-
mum of 50 Hertz when the average motor voltage is
0% more than 50%.
TIME
HIGHEST FREQUENCY
MAXIMUM 300 Hz
OFF OFF OFF SCR SPEED
100% 96%

ON ON ON
FREQUENCY

AVERAGE
MOTOR 150 Hz
50% VOLTAGE
(SPEED)

BATTERY
VOLTAGE

50 Hz
0%
TIME 5% 50% 96%
ON TIME ON TIME ON TIME
LOW FREQUENCY CREEP HALF SCR MAXIMUM
SPEED SPEED SCR SPEED
FIGURE 4. AVERAGE MOTOR VOLTAGE
FIGURE 5. SCR OSCILLATOR FREQUENCY

4
Traction Circuit
The operation of the SCR 1 “OFF” circuit is
described in the following steps:
The control card supplies approximately 5.0 volts to ter-
minal TB1 for the accelerator potentiometer for the trac- +
tion circuit. When the accelerator potentiometer is con- C1
nected and the adjustments are correct, the voltage is SCR 1
normally 3.5 to 3.7 volts when measured between TB1
and battery negative. This voltage is measured at the SCR 2
slowest speed (CREEP speed) of the lift truck and the +
accelerator potentiometer is at its highest resistance.
É
É
The accelerator potentiometer decreases this voltage by –

É
decreasing the resistance between the control card and L1

É
battery negative. This accelerator voltage controls the SCR 5

oscillator in the control card when the accelerator poten-
tiometer is moved by the operator. The oscillator con-
trols the ON time of SCR 1 and controls the travel speed
of the lift truck. When the accelerator pedal is pushed
farther down, the control voltage to the control card de-
creases. The maximum ON time (fast travel speed) oc-
curs when the control voltage is 0.0 to 0.2 volts. Most lift
trucks are equipped with a by–pass circuit (1A) that is
energized when the accelerator voltage decreases to less
than 1.0 volts. The 1A by–pass circuit disables the SCR
control and applies battery voltage directly to the trac-
tion motor.
É
TO MOTOR
CIRCUIT
a. When the battery is first connected, the top plate
of C1 is connected to battery positive. The direc-
tion contactor is closed in preparation to operate
the lift truck. C1 can not charge immediately to bat-
tery voltage because there is no electrical path to
the bottom plate. C1 will slowly charge to battery
voltage in approximately four minutes because
there is a high resistance path through the control
card. The SCRs are not ON.

Hydraulic Motor Circuit

ÉÉ +

ÉÉ
C1
–

ÉÉ
SCR 1
Some lift trucks are equipped with an SCR controller to

ÉÉ ÉÉ
ÉÉÉÉÉÉÉÉ
ÉÉ
control the speed of the hydraulic motor. The switches + SCR 2
fastened to the linkage for the main control valve apply
É ÉÉ
battery negative voltage to TB2, TB3, and TB6. The ap-
É –
ÉÉ
É ÉÉ
plication of battery negative changes the voltage that
L1

É ÉÉ
controls the oscillator in the control card. SCR 5

The SCR 1 ”OFF” Circuit (See FIGURE 6.)
A special circuit is necessary to generate a momentary
reverse voltage to change SCR 1 to OFF. The parts of
this circuit are the capacitor C1, inductor assembly L1,
SCR 2, and SCR 5. SCR 2 discharges the capacitor C1 to
the cathode of SCR 1. This discharge changes SCR 1 to
OFF. SCR 5 and the inductor L1 are used to charge the
capacitor C1 with the correct polarity.
É TO MOTOR
ÉÉ
É CIRCUIT
ÉÉ
b. A signal is sent to SCR 2 to go ON, which closes
the electrical path to the bottom plate of C1. This
action leaves the bottom plate of C1 equal to bat-
tery negative and C1 is charged to battery voltage.
When C1 is charged, SCR 2 goes OFF because
there is no current flow.
FIGURE 6. OPERATION OF THE SCR 1 “OFF”
CIRCUIT (1 of 3)

5
An SCR controller uses the principle of self–induction
in its operation. It is important to remember that self–in-
duction is like a flywheel in a mechanical device. When
the torque is increased or decreased in a mechanical de-
vice, the flywheel gives a resistance to any change in
speed. Self–induction does the same function in an elec-
tric circuit and resists any change in current flow.
The current flow through the motor circuit creates a
magnetic field around the power cables. When SCR 1 is
changed to OFF, this magnetic field decreases rapidly
and creates an induction voltage that is proportional to
the current flow. At maximum current flow, this induc-
tion voltage can be greater than 300 volts when meas-
ured across the capacitor C1.
NOTE: The inductor L2 shown in FIGURE 6. is not a
component in the motor controller. L2 is the symbol for
the inductance caused by the power cables when electric
current flows through them as described in the above
paragraph.
The fast pulse times and the necessary signals to the
SCRs require a special electronic control. These control
cards can not be repaired except by the manufacturer. A
service person must replace a bad control card with a
new or rebuilt control card.

– –

É
+ +
C1 + + C1

É
– –
SCR 1 SCR 1

É
ÉÉÉ
ÉÉ
SCR 2
É
ÉÉÉ É
+ SCR 2

É
+

ÉÉ ÉÉÉÉÉ
É É
SCR 5
– –
ÉÉ A
ÉÉÉÉÉ
É É A

ÉÉ É
L1 L1

ÉÉ É
SCR 5

ÉÉ É
TO MOTOR TO MOTOR L2
CIRCUIT CIRCUIT

c. A signal is sent to SCR 1 and SCR 5 to go ON.
Current flows through SCR 1, the motor circuit and
returns to battery negative. The polarity at point A
is now positive compared to the bottom plate of C1
because SCR 1 is ON.
NOTE: The inductor L2 shown in step d is not a
component in the motor controller. L2 is the sym-
bol for the inductance caused by the power cables
when electric current flows through them.
FIGURE 6. OPERATION OF THE SCR 1 “OFF” CIRCUIT (2 of 3)
d. When SCR 5 is ON, the positive charge at point A
now moves through SCR 5 to change the charge on
C1. The momentary current flow through L1 creates a
magnetic field. When C1 is charged, the current flow
through SCR 5 stops and SCR 5 goes OFF. The mag-
netic fields decreases and the induction voltage
causes a current flow from L1 into the bottom plate of
C1. This action of L1 charges C1 to a voltage higher
than battery voltage, making the battery side of the ca-
pacitor (+) to appear (–) when compared to the charge
on the bottom plate. This action leaves the top plate of
C1 negative compared to the bottom plate, and C1
now has a “reverse charge”. This action takes less
than one millisecond.

6
 INDUCTION CURRENT FROM THE
– – MOTOR
+ +C1 When a DC motor is controlled by a pulsed circuit, the
SCR 1 magnetic field in the armature and field is continuously
expanding and decreasing. This expansion and decrease
of the magnetic field is lost energy for doing work unless
+
B the controller is designed to use this energy. A diode D3

É
– SCR 2 is added to the circuit for this purpose.

É When SCR 1 goes OFF, the decreasing magnetic field

É L1
generates a voltage and current in the motor. Diode D3

É
SCR 5
permits the current to flow through the field and arma-

É TO MOTOR
CIRCUIT
e. The current flows through SCR 1 until a signal is
sent to SCR 2 to go ON. When SCR 2 goes ON, the
higher positive voltage moves from C1 and mo-
mentarily makes point B more positive than the bat-
tery. This momentary positive voltage makes SCR
1 go OFF.
ture again to do work. The torque of a DC motor is di-
rectly proportional to the amount of current flow
through it. At slower speeds, the motor torque is high,
and SCR OFF time is relatively long. When SCR 1 is
OFF, the decreasing magnetic field generates a voltage
and current in the motor. (This current is often called the
“flyback current.”) Diode D3, often called the “flyback
diode”, permits the current to flow through the field and
armature again to do work. At slower speeds motor
torque is high without a high current draw from the bat-
tery. (High current draw from the battery is to be
avoided if possible, because it is less efficient.) At

É
+ +
C1 higher speeds, the torque requirement is less, but SCR 1

É
– – OFF time is also less, so that less induction current

É
SCR 1 (“flyback current”) is generated. Most of the motor cur-

É
ÉÉÉÉÉÉÉ
É
rent comes from the battery at high speeds.
SCR 2

ÉÉÉÉÉÉÉ
É É
+
The graph in FIGURE 7. shows the typical induction

ÉÉ – É current during equal ON and OFF times of SCR 1.

ÉÉ É
ÉÉ É L1

ÉÉ É
SCR 5

ÉÉ TO MOTOR
CIRCUIT É
f. When SCR 1 is OFF, the magnetic field around
the power cables begins to decrease. This decrease
in the magnetic field generates a voltage that causes
the bottom plate of C1 to become more negative
than battery negative. The voltage across C1 can
now be as high as 150 volts. When the current flow
through SCR 2 stops, SCR 2 goes OFF. This action
leaves C1 charged at a much higher voltage. C1 is
now charged for the next cycle.

FIGURE 6. OPERATION OF THE SCR 1 “OFF”

CIRCUIT (3 of 3)

7
 2

10

+ 1 F R 4 11

ÉÉ F

ÉÉ
– R
12 9

ÉÉ
ÉÉ
3 5

ÉÉ
13

ÉÉ 6 8

ÉÉÉÉ
ÉÉ 1. BATTERY 1
2. SCR 1 (OFF)
3. DIODE D3
4. MOTOR FIELD 7
5. MOTOR ARMATURE
6. MOTOR CURRENT SENSOR 6

OFF OFF OFF OFF MAXIMUM 2

100% MOTOR
CURRENT

ON ON ON ON
AVERAGE 4
BATTERY
CURRENT 3 5
BATTERY
CURRENT

0%
TIME 11740
EV–100 MOTOR CONTROLLER
FOR J25–35B
FIGURE 7. INDUCTION CURRENT
1. CONTROL CARD
2. CAPACITOR C1
3. LEFT FORWARD CONTACTOR
4. LEFT REVERSE CONTACTOR
5. BALANCE CONTACTOR
6. FUSES, CONTROL CIRCUIT AND
STEERING
7. ELECTRONIC DRIVERS (PMT, 1A, D)
8. FUSE, HYDRAULIC PUMP
9. HYDRAULIC PUMP CONTACTOR
10. RIGHT REVERSE CONTACTOR
11. RIGHT FORWARD CONTACTOR
12. CONTACTOR 1A
13. FUSE, TRACTION CIRCUIT

FIGURE 8. COMPONENT LOCATIONS, J25–35B

8
 BEFORE NOVEMBER 1987
1 3 2 4

11482
7 6 12
8 10 6
11531
8 10 9 12 11 5 7
11
MOTOR CONTROLLER WITH REGENERA- MOTOR CONTROLLER WITH 1A BY–PASS,
TIVE BRAKING, 1A BY–PASS, AND SCR AND CONTACTOR CONTROL FOR HYDRAU-
CONTROLLER FOR HYDRAULIC PUMP LIC PUMP

1. TRACTION CARD REGENERATIVE BRAKING 7. CONTACTOR, FORWARD DIRECTION

2. TRACTION CARD WITHOUT REGENERATIVE 8. CONTACTOR, REVERSE DIRECTION
BRAKING 9. CONTACTOR, FIELD WEAKENING
3. EV–100 CONTROL, HYDRAULIC PUMP MOTOR 10. FUSE, TRACTION CIRCUIT
4. CONTACTOR, HYDRAULIC PUMP MOTOR 11. FUSE, HYDRAULIC PUMP
5. CONTACTOR, REGENERATIVE BRAKING 12. FUSES, CONTROL CIRCUIT AND
6. CONTACTOR, 1A STEERING

AFTER NOVEMBER 1987

12124
12173 1 3 2 4 11

9 12
6 10 7 8 10 7 8
5 11 9 12 6
MOTOR CONTROLLER WITH REGENERA- MOTOR CONTROLLER WITH 1A BY–PASS,
TIVE BRAKING, 1A BY–PASS, AND SCR AND CONTACTOR CONTROL FOR HYDRAU-
CONTROLLER FOR HYDRAULIC PUMP LIC PUMP
FIGURE 9. TYPICAL COMPONENT LOCATIONS OF THE EV–100 CONTROLLER,
SitDrive LIFT TRUCKS

9
 1. ELECTRONIC CONTROL
MODULE
2. CONTROL CARD, HYDRAULIC
PUMP
3. CONTACTOR C1
4. FUSES, CONTROL CIRCUIT
5. CONTROL CARD, TRACTION
16 CIRCUIT
1
6. CONTACTOR, REVERSE
DIRECTION
7. CONTACTOR, FORWARD
DIRECTION
8. CONTACTOR, REGENERATIVE
15 BRAKING
9. DIODE D7
(REGENERATIVE BRAKING),
2 10. CONTACTOR, STEERING PUMP
11. FUSES, TRACTION CIRCUIT
HYDRAULIC PUMP. AND
3 14 STEERING
12. MOTOR CONTROL MODULE,
TRACTION
13. POWER DISCONNECT
13 MODULE
14. CONTACTOR, BATTERY
12 DISCONNECT
4 15. MOTOR CONTROL MODULE,
HYDRAULIC PUMP
11 16. AUTOMATIC SHUT–OFF
5
MODULE

3
10

6
9

7 8

FIGURE 10. COMPONENT LOCATIONS, R30EH LIFT TRUCKS

10
 N40–50EA, N40–45ER LIFT TRUCKS
1 11 12 10

1. MOTOR CONTROL MODULE

2. CONTROL CARD
3. CAPACITOR C1 2
4. CONTACTOR, FORWARD
DIRECTION
5. CONTACTOR, REVERSE 3
DIRECTION
6. CONTACTOR, HYDRAULIC PUMP
MOTOR
12373
7. CONTACTOR, BATTERY
DISCONNECT
8. CONTACTOR, 1A
9. ELECTRONIC DRIVER
10. FUSE, TRACTION CIRCUIT
11. FUSE, HYDRAULIC PUMP
12. FUSE, AUXILIARY PUMP

6 4 8
5
1
R30E/EA/EF LIFT TRUCKS
7 6
11
10

12372

9
4 5

FIGURE 11. COMPONENT LOCATIONS, EV–100 CONTROLLER

11
 5 4 3 5 4

1 6 7 8 1 6 7 8
3 3
EV–200 TRACTION CONTROLLER EV–100 TRACTION CONTROLLER
WITH CONTACTOR HYDRAULIC WITH CONTACTOR HYDRAULIC
CONTROL (2 PUMP MOTORS) CONTROL (1 PUMP MOTOR)
5 4
3

1. TRACTION CONTROLLER WITH

REGENERATIVE BRAKING
2. MOTOR CONTROLLER, HYDRAULIC
PUMP MOTOR
3. CONTACTOR, HYDRAULIC PUMP MOTOR
4. CONTACTOR, REGENERATIVE BRAKING
5. CONTACTOR, 1A
6. CONTACTOR, FORWARD DIRECTION
7. CONTACTOR, REVERSE DIRECTION
8. CONTACTOR, FIELD WEAKENING
(NOT ON ALL UNITS)

1 6 7 2
EV–100 TRACTION CONTROLLER AND
EV–100 HYDRAULIC PUMP CONTROLLER 12275

FIGURE 12. EV–100 AND EV–200 COMPONENT LOCATIONS FOR E3.50–5.50XL (E70–120XL)

THE CONTROL CARD
The control card is a printed circuit board with elec-
tronic parts in a plastic case. The control card for the
traction circuit is found on the top left of the controller
and the control card for the hydraulic circuit is found on
the top right of the controller. Two machine screws at the
bottom of the plastic case fasten the control card to the
mounting plate. The control card has two 6 pin plugs
(PA and PB) that connect the signal wires between the
parts of the controller and the control card. A 14 pin plug
(PC) connects the control card to the functions for SCR
1, SCR 2, and SCR 5. (See FIGURE 13.)
Different control cards are used in the electric lift trucks
made by Hyster Company. A replacement control card
must have the same part number as the control card that
was removed. Lift trucks that are equipped with the re-
generative braking function use a different control card
than lift trucks that only use a plugging function. These
two control cards for the traction circuit must not be
used as a replacement for each other. The control card
used in lift trucks equipped with an SCR control for the
hydraulic pump motor can not be used for one of the
control cards used in the traction circuit. A bad control
card can not be repaired by service persons and must be
replaced.

12
 1
2
3
3
3 3
5 HYDRAULIC PUMP)
3 5. PLUG PB (6–PIN)
4 (CLOSE GUIDES)
12668 3 12671
FIGURE 13. CONTROL CARD CONNECTIONS
The control cards for the traction circuit and the hydrau-
lic circuit will be described separately in the following
paragraphs.
NOTE: The configuration of the controller was
changed during November 1987. The operation of the
controller is still the same, but some power connections
and the location of some contactors were changed. All
of the components are on a base plate mount in the ear-
lier configuration. See FIGURE 9. through
FIGURE 12. The later configuration divides the base
plate into three groups:
a. Traction controller group
b. Contactor group
c. Controller group for the hydraulic pump
(If the SCR controller for the hydraulic pump is not
used, a single contactor for the hydraulic pump is in-
stalled in that position.) The three groups of components
are fastened to the rear plate of the battery compartment.
See FIGURE 13. The six terminals (TB1–TB6) with
screws on the edge of the control card are the connec-
tions from the control switches in the operator’s area to
the control card.
7
6
1. CONTROL CARD
(TRACTION OR
2. TB SCREW
TERMINALS
3. PLUG GUIDES
4. PLUG PA (6–PIN)
(WIDE GUIDES)
6. PLUG PY (14–PIN)
7. PLUG PZ (14–PIN)
The ”A” and ”B” plug connectors are on the left of the
control card. The ”C” plug [14 pin connector
(PC1–PC14)] is found on the right side of the control
card.
The control card makes checks as part of the logic se-
quence. The control card only permits lift truck opera-
tion during the correct conditions. The control card
checks and controls the functions described in the fol-
lowing paragraphs.
Pulse Monitor Trip (PMT)
(Traction Circuit Only)
The PMT circuit is part of the control card function.
When the SRO checks are complete, the control card
senses the voltage across SCR 1. If the voltage across
SCR 1 stays at a low voltage, there is a fault in the trac-
tion circuit. If the control card senses a short–circuit
(low voltage) across SCR 1, it will not permit a direction
contactor to close. The PMT circuit also checks the trac-
tion circuit for faults during lift truck operation. If SCR
1 stays ON for greater than 32 milliseconds, the PMT
circuit opens the direction contactor. The control card
immediately closes the contactor again. If the fault oc-
curs again, the control card opens the contactor until the
fault is corrected or the PMT circuit is reset. The circuit
13
is reset when the key switch is turned to OFF and then
back to ON.
When the the control card senses a fault across SCR 1, it
removes the gate signal to the PMT electronic driver to
close a direction contactor. A loss of signal from the
control card will deenergize the PMT electronic driver
and open the direction contactors. A PMT occurs when
the control card senses a malfunction in the operation of
SCR 1 and stops sending a signal to the PMT electronic
driver.
SRO Circuit (Traction Circuit Only)
The lift truck is equipped with a safety circuit, called the
”Static Return to OFF” (SRO) circuit, that prevents the
operation of the lift truck if the starting sequence is not
correct. The function of the SRO circuit is to make sure
the operator is in the seat and ready to operate the con-
trols. The starting sequence:
a. The operator must be on the operator’s seat and
the seat switch closed. (The seat switch closes
when the weight of the operator is on the seat.)
b. Turn the key switch to the ON position. The key
switch supplies the battery voltage to the control
circuits.
c. If the lift truck is not equipped with
MONOTROL, move the direction lever to FOR-
WARD or REVERSE. Move the accelerator or
MONOTROL pedal to close the START switch
after steps a and b are complete. If both direction
switches on the MONOTROL pedal are closed at
the same time, the lift truck will not operate. The
operator’s foot must be removed from the brake
pedal so that the brake switch is closed.
If step c is done before steps a and b, the lift truck will not
travel in either direction. The seat switch and key switch
each send a signal voltage to a timer circuit. Both volt-
ages must be sent to the timer circuit before the timer
will send a voltage signal to terminal TB3 on the control
card. The timer circuit has a six second delay if the seat
switch is opened. This delay permits the operator to
change position in the seat without causing the lift truck
to stop. The voltages from the parts to the SRO circuit
are sent to the control card. The SRO circuit is reset
when the START switch or a direction switch is momen-
tarily opened.
14
The control card must sense battery voltage at terminals
TB5 or TB6 (seat switch closed) and at terminal TB3 or
the control card will not permit a direction contactor to
close.
Control Card Adjustments (Traction Circuit)
The control card checks the current in the traction circuit
and controls the current to prevent damage. The control
card has several control adjustments.
The control card for the traction circuit has a control ad-
justment called “CREEP”. This adjustment controls
the minimum current level in the traction circuit when
the direction contactors are closed. This adjustment can
be changed to meet the needs of a specific application.
The “CREEP” adjustment controls how far the accel-
erator (MONOTROL) pedal moves between the closing
of the START switch and the application of enough
power to move the lift truck. This adjustment is only
made after the adjustment between the accelerator pedal
and the accelerator potentiometer is correct.
The “C/A” (Controlled Acceleration) adjustment
controls the maximum rate that the average voltage is
increased by the controller to accelerate the traction mo-
tor. This maximum rate is not controlled by the rate that
the accelerator (MONOTROL) pedal is pushed down
for maximum acceleration. A high rate of acceleration
increases the wear on the brushes of the traction motor.
The acceleration time can be adjusted for the operating
conditions of the user. The acceleration rate can be ad-
justed to give a smooth acceleration for better load han-
dling. Turning the adjustment clockwise will increase
the acceleration rate.
The “C/L” (Current Limit) adjustment will control
the pulse rate if the current flow reaches the limit set by
the adjustment. The traction circuit has a current sensor
in the power circuit in series with the traction motor. All
of the current that flows through the traction motor
flows through the current sensor. The current sensor is a
shunt with two sensor wires connected. See
FIGURE 14. The metal of the shunt has a small resis-
tance between the two sensor wires. This small resis-
tance sends a signal voltage to the control card. This sig-
nal voltage increases as the motor current increases. The
control card compares the signal voltage with the C/L
current limit adjustment. When the signal voltage
reaches the limit set on the C/L, the control card reduces
the pulse rate. The current sensor is found connected be-
tween the heat sink for D3 and D4 and the terminal for a The control card controls the operation of the 1A circuit.
power cable. The “1A TIME” adjustment permits the SCR control to
begin the operation of the traction motor before the 1A
contactor closes. This time delay prevents full battery
current being applied across the traction motor when it
1
is not rotating. (Full battery voltage applied across a
stalled traction motor causes a large current draw. This
large current draw causes a large amount of heat in the
motor and wastes battery energy.) This adjustment also
permits smoother operation of the lift truck. The control
2
card begins 1A TIME when the accelerator voltage is
1. SENSOR WIRES
decreased to less than 1.0 volts. 1A TIME is normally
2. SENSOR SHUNT
1to 3 seconds. The full battery power is available to the
FIGURE 14. MOTOR CURRENT SENSOR traction motor through the 1A circuit after the time de-
lay 1A TIME.

The 1A or By–Pass Circuit permits the battery to be

connected directly to the traction motor. See
FIGURE 15. This circuit disconnects the control of the
SCR circuit and is used for maximum power from the
traction motor. When the battery is connected to the
traction motor through the 1A circuit, the maximum
voltage available to the traction motor is increased by
approximately 10%.
“PLUG”. Plugging uses the traction motor as a brake to
slow or stop a lift truck. When a lift truck is being
stopped, the motion of the lift truck causes the traction
motor to rotate and operate like a generator. Plugging
uses a current flow from the battery to be opposite the
current flow generated by the traction motor. Plugging
generates heat in the traction motor.

Plugging is energized when the direction switches in the

MONOTROL pedal or the direction control lever is
2 moved to the opposite direction from which the lift truck
is traveling. See FIGURE 16. The direction contactors
7 will change to their opposite positions and reverse the
current flow through the motor field. The induction cur-
+ 1 4

ÉÉ
F R rent generated in the traction motor now flows opposite
to the current flow from the battery. The lift truck will
ÉÉ – F R stop very quickly if the induction current is not con-

ÉÉ trolled. A diode D4 permits part of the induction current

ÉÉ ÉÉ
3 5 from the armature to flow with the battery current

ÉÉ ÉÉ
through the armature again. This reduction of the oppo-

ÉÉ
ÉÉÉÉÉÉÉ
ÉÉ
site induction current permits the lift truck to stop more

ÉÉ
6
smoothly.

ÉÉÉÉÉÉÉ
ÉÉ ÉÉ 1. BATTERY The control card for the traction circuit has a PLUG ad-
2. SCR 1 (OFF) justment. This adjustment controls the maximum appli-
3. DIODE D3
4. MOTOR FIELD
cation of the plugging current. The position of the accel-
5. MOTOR ARMATURE erator pedal controls the plugging distance up to the
6. MOTOR CURRENT SENSOR maximum application. This adjustment can be changed
7. CONTACTOR 1A as needed for an operator. Turning the adjustment clock-
FIGURE 15. 1A BY–PASS CIRCUIT wise will decrease the plugging distance. Turning the
adjustment counterclockwise will increase the plugging

15
distance. The shorter the plugging distance, the faster is
the wear on the traction motor brushes.
2
the electric circuit are not damaged. The adjustments
used to control regenerative braking are:
REGEN C/L (Regenerative Braking Current Limit)
REGEN D.O. (Regenerative Braking Drop Out)

7 2

ÉÉÉÉÉ
+ 1 F R 4 7

ÉÉ F R
É 11

ÉÉ É
– + 1 R 4
F

ÉÉ É É ÉÉ
– F R 10

ÉÉ É É ÉÉ
3 8 5

ÉÉ É É ÉÉ 5

ÉÉ É É ÉÉ
6

ÉÉÉÉÉÉÉ
ÉÉ É É ÉÉ 3 8

É É ÉÉ
ÉÉÉÉÉÉÉÉ
É
1. BATTERY 9
2. SCR 1 (OFF)
3. DIODE D3
ÉÉÉÉÉÉÉÉ
É ÉÉ 6

É É ÉÉ
4. MOTOR FIELD
5. MOTOR ARMATURE
6. MOTOR CURRENT SENSOR 1. BATTERY
7.CONTACTOR 1A 2. SCR 1 (OFF)
8. DIODE D4 3. DIODE D3
4. MOTOR FIELD
FIGURE 16. PLUGGING CIRCUIT 5. MOTOR ARMATURE
6. MOTOR CURRENT SENSOR
7. CONTACTOR 1A
Regenerative Braking. When a lift truck is being 8. DIODE D4
stopped, energy is generated by the traction motor. The 9. REGENERATIVE BRAKING (RB)
lift truck causes the traction motor to rotate and operate CONTACTOR
like a generator. Plugging uses battery energy in opposi- 10. DIODE D7
11. CURRENT SENSOR,
tion to the energy generated by the traction motor. This REGENERATIVE BRAKING
energy generates heat in the traction motor. Lift trucks
used in heavy duty operations can generate enough heat FIGURE 17. REGENERATIVE BRAKING
to damage the traction motors and cause the motor
When the regenerative braking function is started, the
brushes to wear rapidly.
controller begins the plugging function first. (See
Regenerative braking returns the energy generated by FIGURE 17.) The controller checks the voltage in the
the traction motor to the battery. The regenerative brak- plugging circuit during three pulses of SCR 1. If the
ing contactor opens during regenerative braking. When voltage in the plugging circuit is greater than the battery
the voltage generated by the traction motor is less than voltage, the controller opens the regenerative braking
the battery voltage, the lift truck will be moving slowly. contactor. The current generated in the traction motor
The contactor for regenerative braking then closes and flows through diode D7. SCR 1 continues to operate se-
plugging is used to stop the slowly moving lift truck. Re- lected by the operator (accelerator position).
generative braking generates less heat in the traction
When SCR 1 is ON, the current flows through SCR 1
motor and reduces brush wear. Another electric circuit
and then through the field and armature again.
must be added to the motor controller to control this op-
eration. The energy generated during regenerative brak- When SCR 1 is OFF, the current flows through the bat-
ing must be controlled within limits so that the parts of tery, diodes D3 and D4 and then to the fields and arma-

16
ture again. The energy generated during regenerative
braking is used to charge the battery.
The “regenerative braking current limit” controls the
maximum application of regenerative braking during
operation. The position of the accelerator pedal by the
operator controls the plugging distance up to the limit
set by the REGEN C/L adjustment.
The “regenerative braking drop out” adjusts the voltage
level where the regenerative braking contactor closes
during regenerative braking. The regenerative braking
contactor closes when the key switch is turned to ON.
During regenerative braking, the contactor opens and
the energy generated by the traction circuit is sent to the
battery. When the voltage level is less than the level set
by the REGEN D.O., the regenerative braking contac-
ture current. The field weakening shunt is a strip of
metal that connects the field weakening contactor to the
FORWARD and REVERSE contactors. The field
weakening shunt is calibrated at less than 1.0 ohm and is
parallel to the field of the traction motor in the circuit.
The field weakening contactor closes after the 1A by–
pass contactor closes. The 1A by–pass contactor closes
after the accelerator potentiometer voltage is less than
1.0 volts and the 1A TIME function has occurred.
2
7
+ 1 R 4
F

É
tor closes and the remainder of the lift truck speed is de- 9
– FW

É
creased by plugging. When the plugging function is in RES

É
operation, the voltage generated by the traction motor is F R
normally less than battery voltage.

É
É
Field Weakening. Some 36–48 volt lift trucks 3 5
8

É É
equipped with a 1A by–pass circuit also have a “field

É
ÉÉÉÉÉÉÉÉ
weakening” circuit. The field weakening circuit permits 6

É É
a faster travel speed than the 1A by–pass circuit. The
traction motor must be operating during 1A conditions
of high speed and small load before the field weakening
circuit is used. 1. BATTERY
2. SCR 1 (OFF)
The field weakening contactor connects a by–pass shunt 3. DIODE D3
4. MOTOR FIELD
around the motor field. This shunt gives a second path 5. MOTOR ARMATURE
for the current flow and weakens the magnetic field in 6. MOTOR CURRENT SENSOR
the motor field. The increased current flow through the 7. CONTACTOR 1A
armature causes the motor to turn faster. See 8. FIELD WEAKENING (FW)
CONTACTOR
FIGURE 18. This increased speed caused by field 9. FIELD WEAKENING (FW)
weakening is only possible when the traction motor has RESISTOR
a small load. For example, high speed travel on a flat
surface. The field weakening decreases the power avail- FIGURE 18. FIELD WEAKENING CIRCUIT
able from the traction motor to increase the travel speed.
If the lift truck begins to travel up a ramp, the armature
The field weakening contactor is controlled by two ad- current will increase. When the armature current in-
justments on the control card: creases 2.75–3.0 times the minimum armature current,
the F.W.D.O. will open the field weakening contactor. If
F.W.P.U. (Field Weakening Pick Up) the accelerator pedal is moved to a slower speed, the
F.W.D.O. (Field Weakening Drop Out) control card will open the field weakening contactor.
When the lift truck is operating at high speed with a “RAMP START” is a function of the EV–100 control
small load, the armature current will decrease to a mini- card for the traction circuit. This function permits an op-
mum current of approximately 185 amperes. The erator to stop a lift truck with a load when going up a
F.W.P.U. is adjusted to close the field weakening con- slope. If the operator does not change the direction con-
tactor at approximately 1.3 times this minimum arma- trols, the lift truck can be started again on the slope. A lift

17
truck will often roll backward a little distance when function prevents the motors from operating as two gen-
starting again on a slope. If the operator does not change erators in series and make the plugging operation not
the direction controls, the control card will not sense the controlled.
reverse operation of the motor armature and will apply
A contactor D (also called a “balance contactor”) is
enough power to go up the slope. If the operator has
installed in the circuit shown in FIGURE 19. through
changed the direction controls, the control card will
FIGURE 21. Contactor D is open during normal opera-
sense that the expected operation is PLUGGING when
tion of the lift truck or when only one traction motor is
the lift truck rolls backward. The control card will not
operating. Contactor D closes when the plugging func-
apply enough power during PLUGGING to make the
tion is applied and both traction motors are operating
lift truck go up the slope.
and both turn switches are closed [(steer wheel is within
Accelerator Control 36 degrees of center (straight)]. The right or left turn
switch will open when the steer wheel is turned approxi-
The control card supplies approximately 5.0 volts at ter- mately 36 degrees from center.
minal TB1 of the control card. The accelerator potenti-
ometer decreases the voltage between TB1 of the con-
trol card and battery negative. This voltage controls the
frequency of the oscillator which controls the SCR 11
speed of the lift truck.
12
The voltage signal from the accelerator potentiometer is 9 2
0–5 volts. The voltage is normally adjusted to 3.5–3.7
volts. At 3.50–3.7 volts, the lift truck will move at 1 4 6
CREEP speed. The 1A TIME will begin its cycle at 1.0
volts so that the 1A contactor can close. The maximum +
1 F R F4 R

ÉÉ
speed of the lift truck when operating in the SCR range
– F R F R

ÉÉ
occurs when the voltage is 0.0–0.2 volts. The 1A contac-
tor applies battery voltage directly to the traction motor.

ÉÉ 10 10

ÉÉ
3
Dual Motor “Plugging” (J25–35B) 13

“Plugging” is a method of stopping an electric lift truck

ÉÉ 5 7
by changing the direction of the current flow in the field.
ÉÉ
ÉÉÉÉ
8
To actuate the plugging circuit, the direction switch
must be moved to the opposite direction from which the ÉÉ
ÉÉÉÉ
lift truck is traveling. The direction contactors will 1. BATTERY
change to the opposite direction and reverse the current 2. SCR 1
flow through the motor field. At this action, the induc- 3. DIODE D3
tion current from the traction motor would oppose the 4. LEFT MOTOR FIELD
5. LEFT MOTOR ARMATURE
current flow from the battery. The lift truck would stop 6. RIGHT MOTOR FIELD
very quickly. A diode D4 permits part of the induction 7. RIGHT MOTOR ARMATURE
current from the armature to flow with battery current 8. MOTOR CURRENT SENSOR
through the armature again. This reduction of the oppos- 9.CONTACTOR 1A
10. DIODE D4
ing induction current permits the lift truck to stop more 11. LEFT TURN SWITCH
smoothly. 12. RIGHT TURN SWITCH
13. CONTACTOR D (BALANCE CONTACTOR)
The function of the dual motor controller is to connect
the motor armatures of a dual motor system in a parallel FIGURE 19. DUAL MOTOR PLUGGING
during plugging if both motors are in operation. This CIRCUIT (WHEEL STRAIGHT)

18
 SCR CONTROL
(HYDRAULIC PUMP MOTOR)
11
The control card for the hydraulic pump is not the same
12 as the control card for the traction circuit. This control
9 2 card has a different (OSC ASM) label. The SCR func-
tion of a speed control is the same, but the many func-
1 4 6 tions necessary for control of a traction circuit are not
needed for the hydraulic pump. A contactor is not used
+
1 F R F4 R
in the power circuit. The 325 ampere fuse for the hy-

É F F draulic pump circuit is found between the (+) bus bar

– R R

É
and the SCR 1 anode of the controller.

É 3 10 10

É
13

É
11
5 7

ÉÉÉÉÉ 8

ÉÉÉÉÉ
12
9 2

1 4 6
1. BATTERY
2. SCR 1
3. DIODE D3 +
1 F R F4 R

É
4. LEFT MOTOR FIELD
F F

É
5. LEFT MOTOR ARMATURE – R R
6. RIGHT MOTOR FIELD
7. RIGHT MOTOR ARMATURE
É
É
8. MOTOR CURRENT SENSOR 3 10 10
9.CONTACTOR 1A 13
10. DIODE D4
É
ÉÉÉÉÉ
5 7
11. LEFT TURN SWITCH

ÉÉÉÉÉ
12. RIGHT TURN SWITCH 8
13. CONTACTOR D (BALANCE CONTACTOR)
FIGURE 20. DUAL MOTOR PLUGGING
CIRCUIT (LEFT TURN) É
1. BATTERY
2. SCR 1
3. DIODE D3
4. LEFT MOTOR FIELD
5. LEFT MOTOR ARMATURE
If a turn switch is open, only the traction motor that is
6. RIGHT MOTOR FIELD
operating will use the plugging function. The contactor 7. RIGHT MOTOR ARMATURE
D will not close. See FIGURE 20. and FIGURE 21. 8. MOTOR CURRENT SENSOR
9.CONTACTOR 1A
The control card for the traction circuit has a PLUG ad- 10. DIODE D4
11. LEFT TURN SWITCH
justment. This adjustment controls the maximum appli- 12. RIGHT TURN SWITCH
cation of the plugging current. The position of the accel- 13. CONTACTOR D (BALANCE CONTACTOR)
erator pedal controls the plugging distance up to the
FIGURE 21. DUAL MOTOR PLUGGING
maximum application. This adjustment can be changed CIRCUIT (RIGHT TURN)
as needed for an operator. Turning the adjustment clock-
wise will decrease the plugging distance. Turning the This control card does not have an SRO check nor a
adjustment counterclockwise will increase the plugging PMT check. If SCR 1 has a short–circuit, the pump mo-
distance. The shorter the plugging distance, the faster is tor will run until the battery is disconnected. The main
the wear on the traction motor brushes. control valve is an open center valve and the hydraulic

19
function will stop when the hand lever is returned to the has a special constant duty coil rated at 24 volts and must
NEUTRAL position. The SCR controller for the hy- be used with the special electronic driver. This special
draulic pump motor controls the motor at three speeds: electronic driver looks like the other electronic drivers
used in this controller. The special electronic driver has
Speed 1 is for the TILT function and for optional func-
the following part number:
tions that require the third or fourth spool of the main
1C2645CPM1UDA9.
control valve (slow speed for some attachments).
This special electronic driver has an internal circuit that
Speed 2 is for the low speed LIFT function and high reduces the battery voltage to an average 17 volts ap-
speed operation of an optional function that requires the plied to the coil of the regenerative braking contactor.
third spool of the main control valve. The coil of the regenerative braking contactor will be
damaged unless the special electronic driver is used
Speed 3 is only for the high speed LIFT function. This with it.
speed applies full battery voltage across the hydraulic
pump motor. The SPD 3 adjustment is not used.
The control card sends three reference voltages to the
switches controlled by the linkage to the main control
valve. When a contact on a switch is closed, the refer-
ence voltage is connected with battery negative and the
control card senses the change in the reference voltage.
The voltage controlled oscillator in the control card
causes SCR 1 to operate at a certain frequency (see the
paragraphs that describe Electronic Speed Controls).
The speeds of operation can be adjusted by the control
card adjustments:
5913
SPD 1
SPD 2
SPD 3 (not used)

CONTACTORS AND ELECTRONIC

DRIVERS (TRACTION CIRCUIT) 1

The Electronic Drivers

4
The electronic drivers are solid–state electronic
switches. The 2 volts and 5–10 milliamp signal from the
control card is too small to operate the contactor coils.
The signal voltage is used to control the electronic driv- 2 3
ers which have enough current capacity to operate the
contactors. FIGURE 22. ELECTRONIC DRIVER MODULE
The signal voltage is applied to the base of the transistor
(terminal 1). This signal voltage permits current to flow
NOTE: Controllers made after November 1987.
between terminals 3 and 2. (Terminal 4 is only used for
When the configuration of the controller was changed
the FORWARD contactor). When the signal voltage is
during November 1987, the special electronic driver for
stopped, the current flow is stopped.
the regenerative braking function was removed. The
NOTE: Controllers made before November 1987. coil on the regenerative braking contactor was changed
When a lift truck is equipped with regenerative braking, to a 36/48 volt rating. The coil is not rated for constant
a special electronic driver is used for the regenerative duty, so a resistor is added in series with the coil on
braking contactor. The regenerative braking contactor 48–volt lift trucks to reduce the voltage. The same elec-

20
tronic driver used for the other contactors is now used open, the switch is called normally open (NO). If a
with the regenerative braking contactor. spring holds the contacts of a switch closed, the switch is
called normally closed (NC).
1
7
1 7 1 3 1
5

4 4

5
2 2
12180

2 6
3
6 4
3 1. POWER TERMINALS
1. POWER TERMINALS
2. NC CONTACTS
2. NC CONTACTS
3. NO CONTACTS
3. NO CONTACTS
4. COIL TERMINALS
4. MOVING CONTACT
5. MOUNT BRACKET
5. FORWARD CONTACTOR
6. COIL (THE SUPPRESSOR IS ADDED
6. REVERSE CONTACTOR
TO THE OUTSIDE OF THE COIL)
7. COIL
FIGURE 23. DIRECTION CONTACTOR FIGURE 24. DIRECTION CONTACTORS
(MANUFACTURED BEFORE NOVEMBER 1987) (MANUFACTURED AFTER NOVEMBER 1987)

The electronic drivers used for the FORWARD, RE-
VERSE, and 1A contactors have the following part
numbers:
1C3645CPM1RDA2 (for 36–48 volt service)
1C3645CPM1RDB2 (for 72–80 volt service)
The electronic drivers for the contactors are in a stack
connected to the base plate. The electronic drivers can
be loosened from the base plate for access for
troubleshooting.
Contactors
Contactors are switches, controlled by electromagnets,
that close and open a power circuit. The control card
controls the operation of the electronic drivers and the
electronic drivers control the current to the coils of the
electromagnets for the contactors. The electromagnetic
field in the coil moves the armature against spring pres-
sure to close the contact. When the coil is deenergized,
the spring pressure moves the armature and opens the
contacts. When a spring holds the contacts of a switch
Some lift trucks have an SCR control for the hydraulic
pump motor. Some lift trucks also have an electronic
driver that energizes the coil for the regenerative brak-
ing contactor.
If the lift truck does not have an SCR control for the hy-
draulic pump motor, an electric switch controls the cur-
rent to the coil for the contactor for the hydraulic pump
motor. The contactor for the power steering motor is
also controlled by electric switches.
FIGURE 9. through FIGURE 12. show a typical ar-
rangement of contactors on the EV–100 base plate. The
direction contactors (FORWARD and REVERSE)
each have two sets of NC and NO contacts. When a coil
for a direction contactor is energized, the NO contacts
close and the NC contacts open. This design prevents
the contacts from being closed in the wrong sequence.
NOTE: The suppressors are included with the coil in
the contactors manufactured before November 1987.
The suppressors are a separate component on the out-

21
side of the coil of contactors manufactured after No-
vember 1987.
Lift trucks equipped with regenerative braking, 1A, and
field weakening circuits have contactors with one set of
normally open contacts. When the lift truck does not
have an SCR controller for the hydraulic pump, the hy-
draulic pump contactor also has one set of NO contacts.
NOTE: The other contactors (1A, field weakening, and
regenerative braking) in the controllers manufactured
after November 1987 are like the design of the FOR-
WARD and REVERSE contactors except they are sin-
gle units and have only one set of NO contacts.
Thermal Protection
The parts of the traction circuit will be damaged by too
much heat. A heat sensor is connected to the SCR 1 heat
sink. When the temperature increases towards the de-
sign limit [85°C (185°F)], the resistance in the sensor in-
creases. This increase in resistance decreases the SCR 1
ON time by decreasing the pulse width and frequency to
SCR 1. The average motor current is decreased to pre-
vent damage. When the heat sink cools, the thermal pro-
tection will return the control to normal operation. This
input signal overrides all other input signals (except the
1A signal) to the oscillator during lift truck operation.

NOTE: Dotted lines

2 indicate internal con-
1
nections
3 6

1
4

2 1
5 2 3 4
1. POWER TERMINALS 5
2. CONTACTS 6
1. SUPPRESSOR MOUNT
3. SUPPRESSOR 2. THERMAL SENSOR FOR SCR 1
4. COIL TERMINALS 3. SUPPRESSOR FOR D3
5. MOUNT BRACKET 4. SUPPRESSOR FOR D4
6. COIL 5. SUPPRESSOR FOR SCR 5
6. SUPPRESSOR FOR SCR 2
FIGURE 25. TYPICAL CONTACTOR
ASSEMBLY (REGENERATIVE BRAKING FIGURE 26. SUPPRESSORS
CONTACTOR SHOWN)
Suppressors
CIRCUIT PROTECTION
Electrical noise is high voltage pulses caused by other
Current Limit electric parts operating momentarily. Electrical noise
will damage SCRs and diodes. Suppressors are included
SCR 1 will become damaged from heat unless limits are in the controller to prevent electrical noise from entering
put on the current flow. A current sensor is installed in SCRs and the control card and damaging the electronic
the traction circuit between the armature and battery parts. The suppressors are one or more resistors and ca-
negative. The current sensor sends a voltage signal to pacitors in a small plastic block. They are installed on a
the control card. The control card compares the adjust- mount shown in FIGURE 26. Some lift trucks are
ment C/L with the signal from the current sensor. If the equipped with suppressors that have different part num-
current flow reaches the limit, the control card overrides bers. These suppressors all look the same, but the part
the other signals to the oscillator. The pulse width and numbers are different. Make sure that the correct part
frequency are decreased to decrease the average motor number is used for each function. The following list
current. shows the function and the part number that appears on

22
the suppressor. The Hyster Part Number is in (parenthe-
sis) following the function:
171B3940 G1 (SCR 2) (Part No. 368914)
171B3940 G1 (SCR 5) (Part No. 368914)
171B3940 G1 (D3) (Part No. 368914)
171B3940 G3 (D4) (Part No. 368916)
Later production lift trucks all use the same suppressor
[171B3940 G1 (Part No. 368914)] for all functions. Re-
SEQUENCE OF OPERATION
The sequence of operation describes a complete cycle of
the SCR traction circuit. FIGURE 27. gives a sequence
of the beginning conditions and the SCR cycle.
The solid bold lines on the following schematics indi-
cates positive voltage compared to battery negative. The
hashed lines indicates negative voltage compared to bat-
tery positive. The line type does not always indicate full
battery voltage. Some parts of the energized circuit do
not have either the solid bold lines or the hashed lines.
There are two types of lines used. The thick lines show
the traction power circuit. The thin lines show the con-
trol circuits.
The following symbols are used in the description:
TB1–TB6 The six terminals with screws found on the
control card. These terminals are the connections be-
tween the control switches and the control card.
placement suppressors for earlier production lift trucks
can use this universal part number.
Traction Circuit Fuse
The 500 ampere fuse for the traction circuit is found on
the motor controller between the (+) bus bar and the an-
ode of SCR 1. If the current flow becomes great enough
to damage the traction circuit because of a short–circuit
or electrical overload, the fuse will fail.
PA1–PA6 The six pins of the ”A” plug connector on the
control card.
PB1–PB6 The six pins on the ”B” plug connector on the
control card. These pins on both plugs are the connec-
tions between the control card (traction) and the elec-
tronic drivers.
Wire 1 The wire number of the controller circuits
NOTE: The following circuit schematics use the exam-
ple of an E2.00–3.00XL (E40–60XL) lift truck with re-
generative braking to describe the sequence of opera-
tion. Lift trucks that operate at 72–80 volts are not
equipped with field weakening. Other lift trucks that use
the EV–100 motor controller can have a different ar-
rangement of control switches. Each series of lift trucks
has a section that describes the control switches for that
lift truck.
23
 Seat switch closed.
Key switch to the ON
position.
Control card checks for
battery voltage across
SCR 1.
Control card energizes
the PMT electronic driver
so that the direction
contactors can close.
FIGURE 27. SEQUENCE OF OPERATION
24
Operator closes the Control card sends gate
FORWARD direction signal to change SCR 1
switch. The SRO circuit and SCR 5 to ON.
checks that the START
switch and a direction
switch are not be closed Power pulse to traction
before the key switch. circuit.
FORWARD contactor C1 fully charged with
closes. reverse voltage. SCR 5
goes OFF.
PMT check.
Control card sends gate
signal to SCR 2. SCR 2
goes ON and discharges
Control card sends gate C1 to cathode of SCR 1.
signal to SCR 2. SCR 2
goes ON and connects
capacitor C1 to the
battery. SCR 2 goes OFF SCR 1 goes OFF. Control
when C1 is charged. card repeats cycle.
 BATTERY POSITIVE

ÇÇÇÇ BATTERY NEGATIVE

ÇÇ
ÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇ
ÇÇ ÇÇ Ç ÇÇÇ ÇÇÇ
Ç
ÇÇ Ç
3 3

ÇÇ
ÇÇÇ ÇÇÇ
ÇÇÇ
ÇÇ ÇÇÇÇ
Ç Ç Ç Ç
10 10 10
COM NC COM
1 10 56 ACCEL. START

ÇÇÇÇ Ç Ç ÇÇ Ç
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10

ÇÇÇ ÇÇÇÇ ÇÇ
Ç Ç Ç ÇÇ Ç
57A
WHT 57 57
TP BLK
1 COM COM 28

ÇÇÇÇÇÇÇ ÈÇÇ ÇÇ ÇÇÇÇÇ ÇÇÇÇÇÇÇ Ç

43 SCR PLUG C 7 BAT HM
1
GRY 5 TO CONTROL REV IND
1P1 8 CARD FWD SWITCH 10

Ç Ç Ç Ç Ç
ÇÇ ÇÇ Ç Ç
W/BLU C1 FILTER FILTER HORN
9 13 11 10 14 NO NC NC NO
BLU SWITCH PS SWITCH
P.S. 12 8 6
13
10

Ç Ç Ç ÈÇÈÇÇÇÇÇ Ç Ç ÇÇÇ
Ç Ç Ç
OR 10 6
SCR 2 RES 28
13
RED 1X 10

Ç Ç Ç ÇÇ ÇÇÇ ÇÇ Ç ÇÇÇ
Ç Ç
W/VIO 13D
SEAT
1A VIO FILTER SWITCH F
R
SCR 5 9 10A

ÇÇ ÇÇÇÇÇÇ
Ç ÇÇÇ Ç ÇÇ
ÇÇÇ Ç ÇÇÇ
ÇÇ
Ç Ç
8

Ç Ç Ç
+ L1 23 10 10 13 TIMER 7 25
FILTER 7 7
BATT 47 15

ÇÇÇ Ç ÇÇÇ
ÇÇÇ Ç Ç Ç Ç
9
57A 2
– FIELD 9 34
P.S. R YEL
F

ÇÇ Ç ÇÇÇÇÇÇ ÇÇ ÇÇ Ç Ç Ç
ÇÇ
MOTOR P14 6 9
S2
P13 S1 RB 21 1A FW RB
7 22 8
SENSOR BRN
27

ÇÇÇ ÇÇÇ ÇÇ Ç Ç Ç
F FW RES R
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6

ÇÇÇÇ Ç ÇÇÇÇ Ç ÇÇ ÇÇÇÇÇÇÇÇ Ç

TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
37
FILTER

A1
31

Ç ÇÇÇ ÇÇ Ç
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3
A2 D7 WEAKENING

ÇÇÇÇ Ç ÇÇ Ç ÇÇÇÇÇ Ç ÇÇ ÇÇ Ç
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER 1 3
32
FILTER

RB 38

ÇÇÇ Ç Ç Ç Ç ÇÇ Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A

ÇÇÇÇ Ç Ç Ç Ç Ç Ç ÇÇ Ç
2 SCR CARD 29 DRIVER
SENSOR 2 4
YEL
3

ÇÇÇÇÇÇ
ÇÇÇ
Ç Ç ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇ
Ç ÇÇÇÇÇ
Ç ÇÇÇÇ ÇÇ Ç
13 ACCEL 32 1 4
POTENTIOMETER 2
13A 13A REGEN
13A

ÇÇÇÇÇÇÇ ÇÇÇ
BRN BRAKING
13A
DRIVER
13 13
13A 13A

Note: FIGURE 28. through FIGURE 38. are not valid for all lift–trucks listed in this manual. See
corresponding section of DIAGRAMS for each specific model.

FIGURE 28. SEQUENCE OF OPERATION, BATTERY CONNECTED

25
 Key Switch
Battery power to control card, battery meter, hydraulic pump switch, and brake switch.
Battery supply voltage to TB4 of control card and seat switch. Control card supplies to TB1 for
accelerator circuit.
If the lift truck is equipped with regenerative braking, a voltage signal (approximately 1.8 volts) is sent
from PA1 to terminal 1 of the electronic driver for regenerative braking. The regenerative braking
contactor closes.
Seat Switch
Battery signal voltage to the timer through wire 9. Battery voltage on wire 9 causes the timer to send
battery voltage through wire 7 to the control card (TB3). Battery voltage is also sent from the timer to
the hourmeter and the contactor coil for power steering. The power steering motor begins to operate.
The PMT electronic driver is energized, but the contactor does not close because the START switch
and the direction switch is not closed.
Brake Switch
Brake switch must be closed so that the START switch and the direction switches (MONOTROL pedal)
will have battery voltage.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A

ÇÇ
ÇÇÇÇÇ ÇÇÇ
SWITCH NO NO NC 10
57A
WHT 57 57
TP BLK

ÈÈ Ç Ç Ç Ç
1 COM COM 28
43 SCR PLUG C 7 BAT HM
1
GRY 5 TO CONTROL REV IND
1P1

ÇÇÇÇÇÇ
ÇÇ ÇÇÇÇ Ç Ç
FWD SWITCH

Ç Ç
W/BLU 8 CARD FILTER 10 HORN
9 13 11 10 14 C1 NO NC NC NO FILTER
BLU SWITCH PS SWITCH
P.S. 12 8 6
13

ÇÇÇ ÇÇ Ç ÇÇÇ
Ç Ç Ç
OR 10 6 10
SCR 2 RES 28
13

ÈÈ
ÇÇ
1X

ÇÇÇ ÇÇÇ
ÇÇ ÇÇÇÇÇÇ ÇÇ
W/VIO RED 10
SEAT 13D
1A VIO FILTER SWITCH F
R
SCR 5

Ç ÇÇ Ç ÇÇÇÇÇ
ÇÇ
ÇÇ Ç
+ 9 8 10A
L1 23 13 7 25
10 10 TIMER
FILTER 7 7

ÇÇÇ ÇÇ Ç
ÇÇ Ç Ç Ç
ÇÇÇ Ç
BATT 47 1 5
9
57A 2
– FIELD 9 34
YEL

ÇÇÇ ÇÇ ÇÇÇ
ÇÇ
Ç Ç Ç Ç Ç Ç Ç Ç
P.S. F R
MOTOR P14 6 9
S2
P13 S1 RB 21 1A FW RB
7 22 8
SENSOR BRN

Ç
ÇÇÇ
ÇÇ Ç Ç Ç Ç Ç Ç
27

ÇÇÇÇÇÇ
F FW RES R
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6

ÇÇÇÇÇÇÇ Ç Ç Ç Ç Ç ÇÇ
Ç ÇÇÇ
Ç ÇÇÇÇ
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
37
FILTER

A1

ÇÇÇÇ
Ç ÇÇÇÇÇÇ Ç ÇÇÇ Ç Ç Ç
31
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3
D7 WEAKENING

ÇÇÇÇÇÇÇ Ç Ç Ç
A2
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER 1 3

Ç Ç Ç Ç Ç Ç
FILTER

ÇÇÇÇÇÇ
32

Ç
RB 38
D4 2 4 13
GRN 1
6 TRACTION 3

ÇÇÇ
ÇÇ ÇÇ Ç Ç Ç Ç Ç Ç
4 3 1A
2 SCR CARD 29 DRIVER
SENSOR 2 4
YEL
3

ÇÇÇ
ÇÇÇ ÇÇÇ
ÇÇÇ ÇÇ
ÇÇÇ
Ç ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç Ç Ç Ç Ç Ç
13 ACCEL 32 1 4
POTENTIOMETER 2
13A 13A REGEN

ÇÇÇÇÇÇ
Ç ÇÇÇÇÇÇ ÇÇÇÇÇÇ
ÇÇ
ÇÇÇÇ
Ç
BRN 13A BRAKING
DRIVER
13A
13 13
13A 13A

BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 29. SEQUENCE OF OPERATION; KEY SWITCH, BRAKE SWITCH,

AND SEAT SWITCH CLOSED

26
 Control card supplies battery voltage at TB2 through wire 57A to check if a direction switch is closed. If
a direction switch is closed when the key switch is turned to ON, the voltage at TB2 will stay low and
the control card will prevent the sequence of operation to start the lift truck.
Seat switch closed? Battery voltage from the seat switch through the timer must be sensed at TB3
before the starting sequence can continue.
PMT Circuit. Senses the voltage at the cathode of SCR 1 through PC9 of the control card plug.
Potential difference across SCR 1 must be more than 50% of the normal battery voltage or the control
card deenergizes the voltage to the PMT electronic driver.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE

Ç Ç
500 A SWITCH NO NO NC 10
57A
WHT 57 57

ÇÇÇ Ç ÇÇÇ
TP BLK
1 COM COM 28
43 SCR PLUG C 7 BAT HM
1 5 TO CONTROL REV IND

ÇÇÇ
GRY
1P1 W/BLU 8 CARD FWD SWITCH 10
9 C1 FILTER FILTER HORN
13 11 10 14 NO NC SWITCH NC NO
BLU PS SWITCH
P.S. 12 8 6

Ç Ç
13
OR 10 6 10
SCR 2 RES 28
13

È Ç
1X 10
W/VIO RED SEAT 13D
1A VIO FILTER SWITCH F
R

Ç
SCR 5 9
+ L1 8 10A
23 10 10 13 TIMER 7 25

Ç ÇÇÇ Ç
FILTER 7 7
BATT 47 1 5
9
57A 2

Ç ÇÇ Ç
– FIELD 9 34
P.S. R YEL
F 6 9
MOTOR P14 P13 21
S2 S1 RB 7 8 1A FW RB
22

Ç Ç
SENSOR BRN
27
F FW RES R
13D HORN
FW 23 13

ÇÇ ÇÇÇ
ÇÇÇ Ç
TB4 PA5 TB2 TB3 PA4 TB5 TB6
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
37
FILTER

ÇÇ Ç
A1
31
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3

Ç Ç
A2 D7 WEAKENING
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER 1

Ç Ç
3
FILTER

RB 32 38
D4 2 4 13
GRN 1

ÇÇÇ Ç
6 TRACTION 3
4 3 1A
2 SCR CARD 29 DRIVER
SENSOR 4
YEL 2

ÇÇÇÇ
ÇÇÇ ÇÇÇ
ÇÇÇ
ÇÇ
ÇÇÇÇÇÇÇ ÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇ
3
13 ACCEL 32 1 4
POTENTIOMETER 2

ÇÇÇÇ
ÇÇÇ
ÇÇÇ
ÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇ
Ç
13A 13A REGEN
BRN 13A BRAKING
DRIVER
13A
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 30. SAFETY CIRCUIT CHECKS

27
 Operator pushes on MONOTROL pedal for FORWARD direction.
When the MONOTROL pedal has moved approximately 1.5 mm (0.060 in) away from the pedal stop,
the START switch will close. The START switch closes the circuit so that battery voltage goes to the
direction switches.
The direction switch is closed in the FORWARD position and sends battery voltage to the coil of the
FORWARD direction contactor. Battery voltage is also sent to TB5 of the control card.
If the SRO and PMT voltage checks are correct, the control card permits a signal voltage
(approximately 2.0 volts) to continue from PB4 to terminal 1 of the PMT electronic driver. The PMT
electronic driver completes the circuit to the coil of the FORWARD contactor. The FORWARD
contactor closes so that voltage can be applied to the traction circuit.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10

Ç
57A
WHT 57 57
TP BLK
1 COM COM 28

ÇÇÇÇÇÇ
ÇÇÇÇ ÇÇ Ç ÇÇÇ Ç ÇÇ
43 SCR PLUG C 7 BAT HM
1
GRY 5 TO CONTROL REV IND
1P1 W/BLU 8 CARD FWD SWITCH 10
C1 FILTER HORN

ÇÇÇ Ç
ÇÇ Ç Ç
9 13 11 10 14 NO NC NC NO FILTER
BLU SWITCH PS SWITCH
P.S. 12 8 6
13
10 6 10

ÇÇÇ
ÇÇÇ ÈÈ Ç Ç Ç Ç
ÇÇÇ
Ç Ç
OR 28
SCR 2 RES
13
1X 10
W/VIO RED

ÇÇÇÇ ÇÇ
ÈÈ Ç Ç Ç Ç Ç
SEAT 13D
1A VIO FILTER SWITCH F
R
SCR 5 9
+ 8 10A

ÇÇ ÇÇÇ ÇÇÇÇÇÇ
ÇÇ ÇÇÇ Ç
L1

ÇÇ Ç Ç Ç Ç
23 10 10 13 TIMER 7 25
FILTER 7 7
BATT 47 1 5
9

ÇÇÇ ÇÇ ÇÇ ÇÇ
Ç Ç Ç Ç Ç Ç Ç
57A 2
– FIELD 9 34
P.S. R YEL
F 6 9

ÇÇÇ ÇÇ Ç ÇÇÇÇ Ç ÇÇÇÇ ÇÇ

MOTOR P14 314 21
S2 S1 RB 7 8 1A FW RB
22
SENSOR BRN
27
F FW RES R

ÇÇÇÇ Ç Ç Ç
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6
TRACTION SCR CONTROL CARD

ÇÇ Ç Ç Ç Ç Ç Ç ÇÇ
Ç ÇÇÇ
Ç ÇÇÇÇ
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
37
FILTER

A1
31

ÇÇÇÇÇÇÇ ÇÇÇÇÇ ÇÇ
Ç ÇÇÇ
Ç Ç Ç Ç Ç
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3
A2 D7 WEAKENING
P9 DRIVER

ÇÇÇÇÇÇ Ç Ç Ç Ç Ç
W/GRN 4 PMT
17 38 2 DRIVER 1 3
RB 32
FILTER

38

ÇÇÇÇÇÇ Ç ÇÇ Ç Ç Ç Ç ÇÇ Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A
29

Ç ÇÇ Ç ÇÇ ÇÇ ÇÇ Ç ÇÇ
SCR CARD

ÇÇ
2

ÇÇÇÇÇÇ
SENSOR DRIVER
2 4
YEL
3
ACCEL 32

ÇÇ Ç ÇÇÇÇÇ
ÇÇ
Ç ÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇ
13 1 4
POTENTIOMETER 2
13A 13A REGEN
BRN 13A BRAKING

ÇÇÇÇÇÇÇ ÇÇÇÇ
ÇÇ ÇÇÇÇÇÇ
ÇÇ
ÇÇÇÇ
Ç
DRIVER
13A
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

BATTERY NEGATIVE

FIGURE 31. SEQUENCE OF OPERATION, BEGIN OPERATION IN FORWARD DIRECTION

28
 FORWARD contactor is closed. No voltage is applied to the traction circuit because SCR 1 is not ON.
The control card sends a gate signal to SCR 2. This action gives a current path to both sides of C1. C1
charges to battery voltage. SCR 2 goes OFF when C1 is charged because there is no current flow.
The control card senses the voltage on C1 through PC14 of the control card plug. If the capacitor is
charged, the control card will send a gate signal to SCR 1.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A

Ç ÇÇÇ
WHT 57 57
TP BLK
1 COM COM 28
PLUG C 7

ÇÇÇÇÇÇ Ç ÈÇÇÇ ÇÇÇ Ç

43 SCR BAT HM
1
GRY 5 TO CONTROL REV IND
1P1 W/BLU 8 CARD FWD SWITCH 10
C1 FILTER FILTER HORN

ÇÇÇÇ
Ç Ç Ç Ç ÇÇÇÇ
ÇÇ Ç
9 13 11 10 14 NO NC NC NO
BLU SWITCH PS SWITCH
P.S. 12 8 6
13
OR 10 6 10

Ç ÇÇÇÇÇ
ÇÇÇ ÈÇÇÇÇ ÇÇÇÇ
ÇÇ Ç
SCR 2 RES 28
13
1X 10
W/VIO RED 13D

Ç
ÇÇÇ
ÇÇÇÇ Ç È Ç ÇÇÇ Ç
SEAT
1A VIO FILTER SWITCH F
R
SCR 5 9
+ L1 8 10A

Ç ÇÇ ÇÇ
Ç Ç ÇÇ
Ç Ç Ç ÇÇÇ
ÇÇÇ Ç
23 10 10 13 TIMER 7 25
FILTER 7 7
BATT 47 15
9

ÇÇ Ç ÇÇ Ç Ç Ç Ç ÇÇÇ Ç
57A 2
– FIELD 9 34
P.S. R YEL
F 6 9
MOTOR

ÇÇ ÇÇ Ç Ç Ç Ç ÇÇÇ Ç
P14 P13 21
S2 S1 RB 7 8 1A FW RB
22
SENSOR BRN
27
F FW RES R

ÇÇÇ ÇÇ Ç ÇÇ ÇÇÇÇ ÇÇ ÇÇÇÇ

ÇÇ Ç
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6
TRACTION SCR CONTROL CARD

ÇÇÇÇ Ç ÇÇÇÇ ÇÇ
ÇÇ ÇÇ
Ç
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
A1 37
FILTER

31
13

Ç ÇÇÇ
Ç ÇÇÇ
Ç Ç Ç Ç
D3 ARM
2P2 24 29 34 1 41 FIELD
3
A2 D7 WEAKENING
P9 PMT DRIVER

ÇÇÇÇ Ç ÇÇ Ç Ç Ç Ç Ç Ç
W/GRN 38 2 4
17 DRIVER 1 3
RB 32
FILTER

38

ÇÇÇ Ç Ç Ç Ç Ç Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A
2 SCR CARD 29

ÇÇÇÇ Ç Ç Ç Ç Ç Ç Ç Ç Ç
SENSOR DRIVER
2 4
YEL
3
13 ACCEL 32 1 4

ÇÇÇÇÇÇ
ÇÇÇ
Ç Ç ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç ÇÇÇÇ
ÇÇÇ ÇÇ
ÇÇÇ
ÇÇÇÇ ÇÇÇ
ÇÇÇÇÇÇÇÇ
Ç Ç
POTENTIOMETER 2
13A 13A REGEN
BRN 13A BRAKING
13A

ÇÇÇÇÇÇÇ
ÇÇÇ
ÇÇÇÇ Ç
DRIVER
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 32. SEQUENCE OF OPERATION, GATE SIGNAL TO SCR 2

29
 The control card sends a momentary gate signal to change SCR 1 and SCR 5 to ON. Voltage is
applied to the traction motor.
Current flows through SCR 5 and inductor L1. The current flow causes a magnetic field in L1.
When the potential difference between the plates of C1 is equal, the current flow through SCR 5 stops.
SCR 5 goes OFF. The magnetic field in inductor L1 decreases.
When the magnetic field in L1 decreases, the induced voltage causes additional current flow to C1.
This additional current flow causes an increased voltage that charges C1 higher than battery voltage.
The plate of the C1 nearest L1 is now at a higher positive (+) voltage than the plate of C1 nearest the
battery. There is now a ”reverse” charge on the capacitor. The time interval to reverse the charge on
capacitor C1 is less than one millisecond.
SCR 1 is still ON.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A

ÈÈ ÇÇ Ç
WHT 57 57
TP BLK
1 COM COM 28
43 SCR PLUG C 7 BAT HM
1 REV

ÇÇ
ÈÈ ÇÇ Ç ÇÇÇÇÇÇ
Ç Ç
GRY 5 TO CONTROL IND
1P1 W/BLU 8 CARD FWD SWITCH 10
9 C1 FILTER FILTER HORN
13 11 10 14 NO NC SWITCH NC NO
BLU PS SWITCH

ÇÇ Ç
ÇÇ Ç Ç Ç Ç
P.S. 12 8 6
13
OR 10 6 10
SCR 2 RES 28

ÈÈ Ç Ç Ç Ç Ç
13
RED 1X 10
W/VIO 13D
SEAT
1A VIO FILTER SWITCH F

ÇÇ Ç Ç Ç Ç Ç
R
SCR 5 9
+ L1 8 10A
23 10 10 13 TIMER 7 25

ÇÇ ÇÇÇÇ
ÇÇÇÇ
Ç Ç Ç Ç Ç
FILTER 7 7
BATT 47 1 5
9
57A 2

ÇÇÇ ÇÇ ÇÇÇ Ç ÇÇÇÇ ÇÇ

– FIELD 9 34
P.S. R YEL
F 6 9
MOTOR P14 P13 21
S2 S1 RB 7 8 1A FW RB

ÇÇÇ ÇÇÇ Ç ÇÇÇ

22
SENSOR BRN
27
F FW RES R
13D HORN
FW 13

ÇÇ Ç Ç ÇÇÇ
Ç ÇÇÇ
Ç
TB4 PA5 TB2 TB3 PA4 TB5 TB6
23
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3

ÇÇÇÇÇ Ç ÇÇÇÇ
ÇÇ
Ç ÇÇÇÇ Ç Ç Ç
A1 37
FILTER

31
D3 ARM 13
2P2 24 29 34 41

Ç ÇÇÇÇÇÇ Ç Ç Ç ÇÇ
ÇÇÇÇÇÇ ÇÇÇÇ
1 3 FIELD
A2 D7 WEAKENING
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER

ÇÇÇÇÇÇ Ç Ç Ç
1 3
32
FILTER

RB 38
D4 2 4 13

ÇÇÇÇÇÇ Ç Ç Ç Ç Ç Ç Ç Ç
GRN 1
6 TRACTION 3
4 3 1A
2 SCR CARD 29 DRIVER
SENSOR 2 4

ÇÇÇ Ç ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç ÇÇÇÇ
ÇÇÇÇ ÇÇ Ç
ÇÇÇ
YEL
3
13 ACCEL 32 1 4
POTENTIOMETER

ÇÇÇ
ÇÇÇ
ÇÇÇÇ ÇÇÇ
ÇÇ ÇÇÇÇÇÇ
ÇÇ
Ç Ç Ç ÇÇ
ÇÇÇÇ ÇÇ
Ç Ç
2
13A 13A REGEN
BRN 13A BRAKING
DRIVER
13A
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

BATTERY NEGATIVE

FIGURE 33. SEQUENCE OF OPERATION; GATE SIGNAL TO SCR 1 AND SCR 5, CHARGE CAPACITOR
WITH A ”REVERSE” CHARGE

30
 The ON time of SCR1 is controlled by the voltage signal from the accelerator potentiometer to the
oscillator in the control card.
The control card sends a gate signal to SCR 2. SCR 2 goes ON and gives a discharge path for C1. C1
discharges through SCR 2 and inductor 1X. Inductor 1X prevents damage to SCR 2 by giving a limit to
the rate of discharge through SCR 2.
Discharge of C1 gives a momentary voltage polarity at the cathode of SCR 1.
SCR 1 goes OFF.
During SCR 1 OFF time, the current continues to flow through the traction motor because of inductance.
This inductance current flows through D3 and returns to the traction motor.
The sequence of operation will repeat as the control card sends gate signals to the SCRs again. The
pulse width (speed of the traction motor) changes when the operator changes the position of the
accelerator potentiometer.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A

Ç Ç
WHT 57 57
TP BLK
1 COM COM 28
PLUG C 7

ÈÇÇÇÇ Ç ÇÇÇ Ç
43 BAT HM
SCR GRY 5 TO CONTROL REV IND
1P1 1
W/BLU 8 CARD FWD SWITCH 10
C1 FILTER FILTER HORN

ÇÈÇÇÇ Ç
ÇÇ ÇÇÇ Ç
9 13 11 10 14 NO NC NC NO
BLU SWITCH PS SWITCH
P.S. 12 ++ 8 6
13
OR 10 6 10

ÇÇ Ç
SCR 2 RES 28
13
1X 10
W/VIO RED 13D

Ç
È Ç ÇÇ Ç Ç Ç
SEAT
1A VIO FILTER SWITCH F
R
SCR 5 9
+ L1 8 10A

Ç ÇÇ
Ç Ç ÇÇ Ç Ç
ÇÇ Ç
23 10 10 13 TIMER 7 25
FILTER 7 7
BATT 47 1 5
9

ÇÇ ÇÇÇÇÇ ÇÇ Ç Ç Ç
57A 2
– FIELD 9 34
P.S. R YEL
F 6 9

ÇÇÇÇ ÇÇÇÇ ÇÇ ÇÇ
MOTOR

ÇÇ
P14 P13 21
S2 S1 RB 7 8 1A FW RB
22
SENSOR BRN
27
F FW RES R

ÇÇ Ç ÇÇ ÇÇ
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6
TRACTION SCR CONTROL CARD

ÇÇÇ ÇÇ Ç Ç ÇÇ ÇÇ ÇÇÇ
Ç ÇÇ
Ç ÇÇ
Ç
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
A1 37
FILTER

31
13

ÇÇÇÇ ÇÇ
ÇÇÇÇÇÇ Ç ÇÇ Ç
D3 ARM
2P2 24 29 34 1 41 FIELD
3
A2 D7 WEAKENING
P9 PMT DRIVER

ÇÇ Ç Ç ÇÇ Ç
W/GRN 38 2 4
17 DRIVER 1 3
RB 32
FILTER

38

ÇÇ Ç Ç Ç Ç ÇÇÇ Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A
2 SCR CARD 29

ÇÇÇ
Ç Ç ÇÇÇÇ ÇÇÇÇÇÇ
ÇÇÇÇ ÇÇ
ÇÇÇÇ Ç
SENSOR DRIVER
2 4
YEL
3
13 ACCEL 32 1 4

ÇÇ
ÇÇÇÇÇ
ÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇ
Ç ÇÇ
ÇÇÇÇÇÇÇ
Ç Ç
ÇÇÇ ÇÇÇÇÇÇÇÇÇÇ ÇÇ
ÇÇÇÇ Ç
POTENTIOMETER 2
13A 13A REGEN
BRN 13A BRAKING
13A

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇ ÇÇÇ

DRIVER
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 34. SEQUENCE OF OPERATION, CHANGE SCR 1 TO OFF

31
 When the accelerator voltage has decreased to 0.5 volts, a time delay fro the 1A by–pass function is
started. The time delay can be set between 1 and 3 seconds. If the accelerator voltage has decreased
to 0.2 volts, the 1A by–pass function operates.
The control card sends a signal voltage (1.0–2.0 volts) from PB5 to the 1A electronic driver. The 1A
electronic driver energizes the coil of the 1A contactor.
Contactor 1A closes the by–pass circuit and applies full battery power to the traction motor.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A
WHT 57 57
TP BLK
1 COM COM 28

ÈÈ ÇÇ Ç
43 PLUG C 7 BAT HM
SCR GRY 5 TO CONTROL REV IND
1P1 1 8 CARD FWD SWITCH 10

ÇÇÇÇÇ Ç ÇÇ Ç Ç
W/BLU C1 FILTER FILTER HORN
9 13 11 10 14 NO NC NC NO
BLU SWITCH PS SWITCH
P.S. 12 ++ 8 6
13

ÈÈ Ç ÇÇ
ÇÇÇ
Ç
10

ÇÇ Ç Ç
OR 10 6
SCR 2 RES 28
13
RED 1X 10

ÇÇ
ÈÈ Ç Ç ÇÇ Ç
W/VIO 13D
SEAT
1A VIO FILTER SWITCH F
R
SCR 5 9

ÇÇ ÇÇ Ç
ÇÇÇ
10A

ÇÇ Ç Ç Ç Ç
+ L1 8
23 10 10 13 TIMER 7 25
FILTER 7 7
BATT 47 1 5

ÇÇÇ ÇÇÇÇÇÇÇÇ ÇÇ Ç
9
57A 2
– FIELD 9 34
P.S. R YEL

Ç ÇÇÇÇÇÇ ÇÇ ÇÇÇÇ ÇÇ
F

ÇÇÇ
MOTOR P14 6 9
S2
P13 S1 RB 21 1A FW RB
7 22 8
SENSOR BRN
27

ÇÇÇÇ Ç
F FW RES R
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6

ÇÇ Ç ÇÇ Ç Ç Ç Ç ÇÇ
ÇÇÇÇ
Ç ÇÇÇ
Ç
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
A1 37
FILTER

31

ÇÇÇÇÇÇÇ Ç
ÇÇÇÇ
ÇÇÇÇÇ
Ç ÇÇ ÇÇÇ Ç Ç Ç
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3
A2 D7 WEAKENING

ÇÇÇÇÇÇ Ç Ç Ç Ç Ç Ç
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER 1 3
RB 32
FILTER

ÇÇÇÇÇÇ Ç ÇÇ ÇÇ
ÇÇ
Ç Ç Ç ÇÇ Ç
38

Ç Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A

ÇÇÇ ÇÇÇ Ç ÇÇ ÇÇ ÇÇ Ç ÇÇ
2 SCR CARD 29 DRIVER
SENSOR 2 4
YEL
3

ÇÇÇ
ÇÇ
ÇÇÇ ÇÇ
Ç ÇÇÇ
ÇÇ ÇÇ
Ç Ç
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç
13 ACCEL 32 1 4
POTENTIOMETER 2
13A 13A REGEN
13A

ÇÇÇÇÇÇ
Ç ÇÇÇÇÇÇ ÇÇÇÇÇÇ
ÇÇ
ÇÇÇÇ
Ç
BRN BRAKING
13A
DRIVER
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

BATTERY NEGATIVE

FIGURE 35. SEQUENCE OF OPERATION, 1A BY–PASS

32
 Some 36–48 volt lift trucks have field weakening. After the lift truck is operating in 1A by–pass, the
current sensor indicates (through PC3 and PC4) that the traction motor has a low current draw. If the
current is less than the level (150–180 amperes) set by F.W.P.U., the control card will close the field
weakening contactor.
Control card sends a signal voltage (1.0–2.0 volts) from PB3 to the field weakening electronic driver.
The field weakening electronic driver energizes the coil of the field weakening contactor.
Field weakening contactor closes and connects the current by–pass around the traction motor field.
Less than 50% of the current flow to the traction motor flows through the by–pass shunt.
If the current draw increases to the level (400–450 amperes) set by F.W.D.O., the field weakening
contactor opens.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A

ÈÇÇ Ç Ç
WHT 57 57
TP BLK
1 COM COM 28
43 PLUG C 7 BAT HM

ÈÇÇÇ ÇÇ Ç Ç
ÇÇ Ç
SCR GRY 5 TO CONTROL REV IND
1P1 1
W/BLU 8 CARD FWD SWITCH 10
9 C1 FILTER FILTER HORN
13 11 10 14 NO NC SWITCH NC NO
BLU SWITCH

ÇÈÇÇÇ Ç
ÇÇ
PS

Ç Ç Ç
P.S. 12 ++ 8 6
13
OR 10 6 10
SCR 2 RES 28

ÇÇÇÇ Ç ÇÇ ÇÇ
13
1X 10
W/VIO RED 13D
SEAT
1A VIO FILTER F

Ç Ç
SWITCH R
SCR 5 9
+ L1 8 10A
23 10 10 13 TIMER 7 25

Ç ÇÇ
Ç ÇÇÇ Ç Ç
ÇÇ Ç
FILTER 7 7
BATT 47 15
9
57A 2

ÇÇ ÇÇÇÇ ÇÇ Ç Ç Ç Ç Ç Ç
– FIELD 9 34
P.S. R YEL
F 6 9
MOTOR P14 P13 21
S2 S1 RB 7 1A FW RB

ÇÇ Ç ÇÇÇÇ
ÇÇ Ç Ç Ç Ç Ç
22 8
SENSOR BRN
27
F FW RES R
13D HORN

ÇÇ ÇÇÇ ÇÇ ÇÇÇÇ ÇÇÇ ÇÇÇÇ

FW 13

ÇÇÇÇ Ç Ç Ç
TB4 PA5 TB2 TB3 PA4 TB5 TB6
23
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3

ÇÇ ÇÇÇÇÇÇÇ
Ç
37
FILTER

A1
31
D3 ARM 13
2P2 24 29 41

ÇÇÇÇ Ç ÇÇ Ç Ç
34

Ç Ç Ç Ç
1 3 FIELD
A2 D7 WEAKENING
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER

ÇÇÇ Ç Ç Ç ÇÇÇÇ Ç Ç Ç Ç Ç Ç
1 3
FILTER

RB 32 38
D4 2 4 13

ÇÇÇ Ç Ç Ç ÇÇ Ç ÇÇ ÇÇÇÇ ÇÇ
GRN 1
6 TRACTION 3
4 3 1A
2 SCR CARD 29 DRIVER
SENSOR 2 4

ÇÇÇ
Ç Ç
YEL
3
13 ACCEL 32 1 4
POTENTIOMETER

ÇÇÇ
ÇÇÇÇÇ
ÇÇÇ
Ç ÇÇÇÇÇÇ
ÇÇÇÇ
ÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇ ÇÇÇÇÇ
ÇÇÇ
Ç Ç
2
13A 13A REGEN
BRN 13A BRAKING
DRIVER
13A
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 36. SEQUENCE OF OPERATION, FIELD WEAKENING

33
 Plugging is a method of stopping an electric lift truck by changing the direction of current flow in the
motor field. To actuate the plugging circuit, the operator must change the MONOTROL pedal to the
opposite direction of travel. For lift trucks with a FORWARD and REVERSE lever on a column
mount, the operator must change the lever to the opposite direction of travel. The contactors will not
change to the reverse direction during the time that SCR 1 is ON. The control card will wait until the
next SCR 1 OFF cycle. This delay of a fraction of a second, prevents contactor action when the high
current flow can cause an arc and burn the contacts. When the direction switch is changed, the
control card senses the plugging action and the oscillator controls the pulses through SCR 1. The
position of the accelerator (MONOTROL) pedal controls the SCR 1 ON time to stop the lift truck at a
faster or slower rate.
The current sensor sends a signal to the control card to prevent the plugging current from becoming
too great. The plugging current is controlled by the limit set on the control card which control the
SCR 1 ON time. An adjustment (PLUG) on the control card controls the maximum plugging rate.
When the contactors are changed to a reverse direction for plugging, the current through the traction
motor changes. The current in the motor field is in the reverse direction of the original direction of
travel. The motion of the lift truck during plugging rotates the armature of the traction motor. The
traction motor becomes a generator during plugging. The current generated in the armature is sent
through the diode D4 and returned to the armature.

3 3

10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A
WHT 57 57
TP BLK

ÈÈ Ç Ç Ç Ç
1 COM COM 28
43 PLUG C 7 BAT HM
SCR GRY 5 TO CONTROL REV IND
1P1

ÇÇÇÇÇÇ ÇÇ Ç Ç
FWD SWITCH

Ç Ç
1 8 CARD 10
W/BLU C1 FILTER FILTER HORN
9 13 11 10 14 NO NC NC NO
BLU SWITCH PS SWITCH
P.S. 12 ++ 8 6
13

ÇÇÇ Ç Ç
ÇÇÇ
Ç Ç
OR 10 6 10
SCR 2 RES 28
13

ÈÈ
1X

ÇÇÇ ÇÇÇ ÇÇÇ ÇÇ

W/VIO RED 10
SEAT 13D
1A VIO FILTER SWITCH F
R
SCR 5

ÇÇ ÇÇÇÇÇ
ÇÇ Ç
+ 9 8 10A
L1 23 13 7 25
10 10 TIMER
FILTER 7 7

ÇÇÇ Ç Ç Ç Ç Ç
BATT 47 1 5
9
57A 2
– FIELD 9 34
YEL

ÇÇÇ Ç ÇÇÇÇ Ç ÇÇÇ Ç

P.S. F R
MOTOR P14 6 9
S2
P13 S1 RB 21 1A FW RB
7 22 8
SENSOR BRN
27

ÇÇÇ Ç Ç Ç
F FW RES R
13D HORN
FW 23 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6

ÇÇ Ç Ç Ç Ç ÇÇ
Ç ÇÇÇ
Ç ÇÇÇ
Ç
TRACTION SCR CONTROL CARD
P5
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
A1 37
FILTER

ÇÇÇ Ç ÇÇ Ç Ç Ç
31
D3 ARM 13
2P2 24 29 34 1 41 FIELD
3
D7 WEAKENING

ÇÇÇ Ç Ç Ç Ç
A2
P9 4 PMT DRIVER
W/GRN 17 38 2 DRIVER 1 3

ÇÇ ÇÇ
ÇÇ
Ç Ç Ç Ç Ç
32

ÇÇÇ Ç Ç
RB
FILTER

38
D4 2 4 13
GRN 1
6 TRACTION 3

ÇÇÇ ÇÇ Ç Ç Ç Ç Ç
4 3 1A
2 SCR CARD 29 DRIVER
SENSOR 2 4
YEL
3

ÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇ
Ç Ç
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç Ç Ç Ç Ç Ç
13 ACCEL 32 1 4
POTENTIOMETER 2
13A 13A REGEN

ÇÇÇÇÇÇ
ÇÇÇ
Ç ÇÇÇÇÇÇ ÇÇÇ ÇÇÇ
ÇÇ
ÇÇÇÇ
Ç
BRN 13A BRAKING
DRIVER
13A
13 13
13A 13A

ÇÇÇ
BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 37. SEQUENCE OF OPERATION, PLUGGING

34
 When a lift truck is equipped with regenerative braking, a voltage sensor (wire 17 to PA3) senses the
current in the traction circuit during plugging. If the current generated in the traction circuit is greater
then the REGEN D.O., the regenerative braking contactor opens and regenerative braking instead of
plugging occurs. When the current generated in the traction circuit decreases to less than the
REGEN D.O. setting, the regenerative braking contactor closes and plugging occurs.
When plugging begins, the voltage generated in the armature makes the armature terminal A1
negative (–) and the armature terminal A2 positive(+). The current generated in the armature flows
through D4.
The SCR 1 circuit continues to operate and sends current through the field in the opposite direction
from the current generated by the armature.
The control card checks the voltage being generated by the armature for two pulses of SCR 1 during
plugging. If the armature voltage is greater than the battery voltage, the regenerative braking
contactor is opened. All of the current then returns to the battery through D7.
When the armature voltage generated by regenerative braking decreases to less than battery
voltage, the regenerative braking contactor closes again. The lift truck is normally moving slowly
when the regenerative braking contactor closes again. The lift truck is then stopped by plugging.

ÍÍÍ
ÍÍÍÍ
Í Í
ÍÍÍ
3 3

ÍÍ ÍÍÍÍÍÍÍÍÍÍ ÍÍÍÍ
ÍÍ
10 10 10
COM NC COM
1 10 56 ACCEL. START
FUSE 4 FUSE 3 KEY SWITCH SWITCH

ÍÍ ÍÍÍÍÍÍÍÍÍ Í
ÍÍ
40 A FUSE 1 15 A
3
BRAKE
500 A SWITCH NO NO NC 10
57A

ÍÍÍ Í ÇÇÇÇ
ÍÍ ÇÇ Ç Ç
WHT 57 57
TP BLK
1 COM COM 28
43 PLUG C 7 BAT

Í
ÍÍ È
Ç Ç Ç
ÇÇ Ç Ç Ç
HM
SCR GRY 5 TO CONTROL REV IND
1P1 1
W/BLU 8 CARD FWD SWITCH 10
9 C1 FILTER FILTER HORN
13 11 10 14 NO NC NC NO

Í ÍÍ
Í Ç ÇÇ Ç ÇÇ
Ç Ç Ç
BLU SWITCH PS SWITCH
P.S. 12 ++ 8 6
13
OR 10 6 10
28

ÈÇ ÇÇ Ç ÇÇ
ÇÇÇ ÇÇ
SCR 2

Í ÍÍ
Í Ç
RES
13
1X 10
W/VIO RED 13D
SEAT

ÍÍÇ ÍÍ
Í ÇÇÇÇ ÇÇ Ç ÇÇ
1A VIO FILTER SWITCH F
R
SCR 5 9
+ L1 8 10A
23 13 25

Ç ÇÇ
ÇÇ Ç
7

Í ÇÇ Ç Ç
10 10 TIMER
FILTER 7 7
BATT 47 1 5
9

ÍÇÇ ÍÍ ÍÍ Ç
57A

Í ÇÇÇ Ç Ç Ç
2
– FIELD 9 34
P.S. R YEL
F 6 9
MOTOR P14 P13 21

ÍÇÇ ÍÍÍ Í ÍÍ ÍÍ
Í Ç ÇÇÇ Ç Ç Ç
S2 S1 RB 7 8 1A FW RB
22
SENSOR BRN
27
F FW RES R

ÍÇÇ ÍÍ Í ÍÍ Ç ÇÇÇ ÇÇÇ

Ç ÇÇ
Ç ÇÇÇ
HORN

ÍÍ
Í
FW 13D 13
TB4 PA5 TB2 TB3 PA4 TB5 TB6
23
TRACTION SCR CONTROL CARD
P5

Ç
Í Í
ÍÍÍÍÍÍÍ
Í ÍÍÍÍ
Í Ç ÇÇÇ ÇÇÇ
Ç ÇÇ
Ç ÇÇÇ
PB1 PB6 PB4 PA1 TB1 PA3 PB5 PB3
37
FILTER

A1
31
D3 13

ÍÍÇÇ ÍÍ ÇÍÍÍÍÇÇÇÇ Ç Ç
ÍÍÇÇ Í
2P2 ARM 24 29 41
34 1 3 FIELD
A2 D7 WEAKENING
P9 4 PMT DRIVER
W/GRN

Ç
ÍÍÇ Ç
38

Í Ç Ç Ç
17 2 DRIVER 1 3
FILTER

RB 32 38

ÍÍÇÇ Í Ç Ç Ç
ÍÍ ÇÇ
Ç Ç Ç Ç Ç Ç
D4 2 4 13
GRN 1
6 TRACTION 3
4 3 1A
2 SCR CARD 29 DRIVER

ÍÇÍÍÍÍÍ
Ç Ç
ÍÍ
Í Ç Ç Ç Ç Ç ÇÇÇÇ
SENSOR 2 4
YEL
3
13 ACCEL 32 1 4

ÍÇÇÇ
ÇÇ
ÇÍÍÍ
ÇÇÇ
ÇÇÇ
Ç
ÍÍ
Í ÇÇÇÇÇÇ
ÇÇÇÇ
ÇÇ
Ç ÇÇÇÇÇÇ
Ç ÇÇÇÇ
ÇÇÇ ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
Ç ÇÇÇ
ÇÇÇÇ
POTENTIOMETER 2
13A 13A REGEN
BRN 13A BRAKING
13A

ÍÍÍ ÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇ ÇÇÇÇ

ÇÇÇ
DRIVER
13 13
13A 13A

BATTERY POSITIVE

ÇÇÇ BATTERY NEGATIVE

FIGURE 38. SEQUENCE OF OPERATION, REGENERATIVE BRAKING

35