folie SERVICING GUIDE AND MAINTENANCE PROCEDURES BENDI SERIES II BENDI SERIES III Bendi Series II * Bendi Series III Electric Forklift Trucks for Narrow Aisle Storage Applications Landoll Corporation + Material | Hanaling Products Group 2 1900 North Street + Marysville, Kansas 6650% Sowa ASAE p" 10 Not eeenones (786) 562. 5384» Pax: c (785) § 562-48534 +. ABLE OF CONTENTS TABLE OF CONTENTS i INTRODUCTION W MAINTENANCE AND LUBRICATIONSSCHEDULE ELECTRICAL SYSTEM THEORY OF OPERATION... TRACTION MOTOR DIRECTIONAL GONTACTORS & FLYBACK DIODE... TRACTION MOTOR HEAVY POWER WIRING CIRCUIT. 77 DIODE TESTING ITH METER... DC RESISTANCE OF CONTACTOR COILS POWER STEERING TIME DELAY. ‘SEAT SWITCH TIME DELAY MICROPROCESSOR MOSFET CONTROLLER SAFETY. MOSFET CONTROLLER TECHNICAL SPECIFICATIONS . .. MOSFET CONTROLLER FEATURES .. ees ADJUSTMENTS TO MOSFET CONTROLLER . DIAGNOSTICS. ... CALIBRATOR MEASUREMENT DISPLAY. PARAMETER LOGGING, HOURS COUNTER... CALIBRATOR DIAGNOSTICS .. FAULT FINDING FLOW CHARTS . CONTACTORS AND FUSES . DEFINITIONS. FORMULAS - ELECTRIC CARTVHEEL ......-.- BATTERY CARE AND MAINTENANCE SAFETY PRECAUTIONS .. ‘| SPILLS AND WASTE MANAGEMENT... FUNDAMENTALS «-..000¢steeeeee CONSTRUCTION «00+ INSPECTION OF THE BATTERY UPON RECEIPT DRY CHARGED BATTERIES... INSTALLATION OF BATTERIES .. . OPERATION TEMPERATURES DISCHARGE CHARACTERISTICS. CHARGING EQUIPMENT... CHARGING CHARACTERISTICS, MAINTENANCE & RECORDS . DETERMINATION OF CAPACITY TROUBLESHOOTING. WATERING .....-3 BATTERY CARE AND MAINTENANCE (CONTINUED) ae CLEANING. . ceeeeesees SAT ADJUSTING SPECIFIC GRAVITY STORAGE OF BATTERIES RECYCLING LOCATIONS - BATTERY SPECIFICATIONS. . ‘TRANSMISSION INSTALLATION, ‘AND MAINTENANCE SAFETY REMARKS .- oie : weet “TRANGMISSION IDENTIFICATION REMOVAL AND REPLACEMENT. DESCRIPTION. ...2---+ INSTALLATION COMMISSIONING: BRAKE ADJUSTMENT... TECHNICAL DATA .. INSTALLATION DRAWING... MASTER CYLINDER MAINTENANCE MASTER CYLINDER DISASSEMBLY 7 Ee cesetea tee Bel MASTER CYLINDER ASSEMBLY - RELIEF VALVE DISASSEMBLY. RELIEF VALVE ASSEMBLY. . ELECTRICAL MOTOR MAINTENANCE INTRODUCTION .. EXTERNAL MOTOR INSPECTION BRUSH AND COMMUTATOR - BEARINGS. ARMATURE - ELECTRICAL CHECK COMMUTATOR UNDERCUT GUIDE...... 7 METHOD OF CHECKING BRUSHES FOR PROPER TENSION « FRAME AND FIELD SERVICE RECOMMENDATION BEARING INSTALLATIONS ..-- + MOTOR TEST SPECIFICATIONS HYDRAULIC POWER STEERING MOTOR TOOLS AND MATERIALS REQUIRED FOR SERVICING. . . PREPARATION BEFORE DISASSEMBLY. DISASSEMBLY AND INSPECTION .. MOTOR ASSEMBLY .....-+ ROTOR SET COMPONENT ASSEMBLY PROCEDURE, FINAL CHECKS. . - HYDRAULIC FLUID. FILTRATION .. OIL TEMPERATURE.on 10 1 HYDROSTATIC STEERING SYSTEM DESIGN AND OPERATION TOOLS AND MATERIALS REQUIRED FOR SERVICING PREPARATION BEFORE DISASSEMBLY DISASSEMBLY AND INSPECTION. ASSEMBLY... HYDRAULIC FLUID FILLING AND AIR BLEEDING THE SYSTEM. HYDRAULIC CONTROL VALVE SEAL KIT TOOL AND MATERIALS REQUIRED FOR SERVICING SEAL KIT OVERHAUL... esse PRESSURE REGULATOR REMOVAL SPOOL VALVE ASSEMBLY REMOVAL .. REASSEMBLY ...... FRONT ROTATION BUSHING REPLACEMENT REMOVAL OF MAST AND FRONT END. REPLACEMENT OF BUSHING .. LABOR RATE GUIDEINTRODUCTION ee ee (Only trained authorized technicians should attempt repairs 1 this vehicle. The applicable section in this Service Man- ual should be read thoroughly before service i attempted. MAINTENANCE AND TROUBLESHOOTING Daily maintenance procedures and a troubleshooting guide are supplied in the Operator's Manual. Refer to the trou- ‘leshooting guide to diaenose problems and to this Service ‘Manual for detailed instructions on zepairs. SAFETY PRECAUTIONS THIS 1S THE INTERNATIONAL SAFETY ALERT SYMBOL. IT ALERTS THE OPERATOR TO IMPORTANT SAFETY MES- SAGES ON THE MACHINE AND IN THIS MANUAL. CARE- FULLY READ AND STUDY THESE MESSAGES BEFORE OPERATION OR SERVICE OF THE MACHINE IS ATTEMPTED. THERE ARE THREE TYPES OF SAFETY ALERT MESSAGE: AXDANGER signifies a life threatening situation. Death can occur if safety measures or instructions on this label are not properly followed. Awwanrnine signifies a dangerous situation. Serious injury or death can occur if safety measures or instructions on this label are not properly followed. Accaution signifies a potentially destructive situation. Serious equipment or other property damage can occur if instructions on this label are not properly followed.(MAINTENANCE AND LUBRICATION SCHEDULE 4 MAINTENANCE SCHEDULE ‘Sem | Annually Annually 4900 | 2000 Check that terminal studs and mounting bolts ‘on motor are clean and tight. L Clear cooling holes on motor of debris or x restrictions, L ‘Check traction motor brushes for pressure | x and wear, and surface of commutator for) roughness, | Clean dust from traction motors. TT x ‘Check resistance between truck body and x | negative/positive terminal of battery. Check operation of contactor points and | microswitches. Check resistance of contactor eoils. | ) [[etean controler surface. | Clean commutator on traction motor, I I I ‘Thoroughly serub battery. I Thoroughly clean machine (do not steam clean where MOS80 could get wet). | i | ‘Cheok wiring, bois and nuts. I ix | Check brake pedal free play. x | i x [x P< De (Check hand brake. Ix ‘Check lift chain tension. [x ‘Check lit bracket rollers for damage. Check lit and tit oyinder fittings. x Check lif anc tit cylinder operation. [x x x peared pea peated x x Check hydraulic oil pump operation. Drain, flush and refit ransiission. xe Reforque jug nuts on drive wheel's. aa | Clean hydraulic reservoir suction screens with | x solvent. Service all grease fitings. I l x Check power steering pump operation. | x x | ‘Check brake fluid level. x Remove, clean and repack battery rollers. I x |‘MAINTENANCE SCHEDULE Time | Fist Sem- | Annually 2 | month Annually Operation wks: [Hours | 50- 1900 | 2000 \ 100_| 167 Check brushes for pressure or wear, and surface of commutator for roughness ‘(Hydraulic ol pump and power steering pump). ‘Clean dust from motors (Hydraulic oll pump and power steering pump). Change hydraulic oll and fiter. inspect the mast mechanism. ‘Lubricate steering knob. Check steering backlash. Inspect steering linkage. inspect all tires and wheels. Inspect and lubricete the mast chains. ‘Shim rollers. ‘Check chains for wear and stretch, TORQUE CHART MOS90 Controller Electric Motors diode 2B. motor terminals 1 12 fulb, Transmission pole pieces screws: [20-25 utp wheel 103 fb, Hydrostatic Steering System electric motor 17a socket head cap screws 11-13 in. uid draining and filing pig | 16 ful. lug and owing assy $12 hb hydraulic braking unit and 37 fib hex nut 5/96 24 16-19 fb. brake cable Jam nut fu. ‘transmission with vehicle frame | 100 fb. ‘Mast and Sideshifier Hydraulic Power Steering Motor [chain guard capscrews 8-32 A bolt 5/16 24 UNF 2A 23-26 fb. main ifl yl. plunger retainer 95-125 fb, bolt 3/8 24 UNF 2A, 45-55 fib, ‘ree fit cyl. plunger retainer 275-300 fb. | ve ‘5/6 18 UNF 2A 140-180 Ab, cartiage roller capscrews 70-80 fib, 3/4 16 UNF 28 chain and hose sheave screws | 26-30 fulb. rut 1 20 UNEF 28 Tit chain adjusting nuts [30-70 Ab. nut 4-1/8 18 UNEF 28 3 Seccuat sca 1143 fulb. 115-125 fb sside shift mounting hooks 4-2er cuain (8) —_|} — Ss UPRIGHT RAIL oo” 7 z BRAKE PEDAL SHAFT (2)—~| ereane over th pot Hous (2) ]A ———"| 4H cit LOAD WHEEL AXLE (1) MASTER CYUNDER (4): =Ie[='] B48 oe] 0 ooU5 0095 Boo Sso5 STEERING KNOB (5) BATTERY ROLLER BEARINGS (2) HYORAUUC RESERVOR (7) = RESERVOIR CAP (3) {O GEAR CASE (6) 2 | Texaco Ref. C & C #880 gun. 3 | 30W oll Clean in solvent and reoil. | 4. __| Heavy duty brake fuid | Check level and acd if necessary. 5 Light weight off Lightly oll. | 8 ‘Automatic Transmission Fiuid- | Drain, us, and ref. Texaco Texamalic Fluid 1585 (see Service Manual for other fuids) —_| t 7 ‘Amoco Rykon MV | Drain, fush, and refi. a 8 | SAE40wt ollor Bowman Heavy | Clean and rool | Load Red Grease 9 Chassis Lube or Kendall SR-12X___| Lubricate inner sides of upright rails. ‘Table 1-2 Lubrication Chart a 4-3ELECTRICAL SYSTEM 2-1_THEORY OF OPERATION 211 A hydraulic system fault may show up as an electrical problem and both systems should be understood. EXAMPLE: (actual problem) ‘The IiR pump fase keeps burning open. The trouble shooter notes that the lift motorpump does not sound nommal, Adjusting the valve assembly fow adjustment screw 50 that the motor\pump can work comectly solved the problem. 241.2 _ Start by looking ot the schematic diagram in Fig- ture 2-7 asking, Make a copy ofthe schematic so that You cando cirouit tracing while reading the theory of operation! ITIS A GOOD IDEA TO USE COLOR PENCILS. 2-13 Startatthe 48 voltsupply (battery) positive temninal. ‘Trace to the Emergency Discoanect Switch; then tothe fuse point that branches outto four different fused lines. The KEY SWITCH closure enables: bom buton, seat switch, bour meter (ote: no time will apse until seat switch N.O. switch closes), BDL. Gattery Discharge Indicaton), and BY to the MOS-90 MODULE pin #6, Colorthis ine re and label it B+ ‘to help in future troubleshooting, 2414 The MOS-90 is now activated and will begin testing the various circuits for faults and proper operation. SEE PARAGRAPH 2-12 FOR DIAGNOSTICS. The ‘MOS-90 LED indicator will flash a problem code if the ‘proper startup sequence is not followed, Itis always good w 5° WOTOR CUT OFF SBNGLE CALIBRATOR TEST #4 AND BOTATON SwtcH THE ANGLE th NUOOoUe| idea to have the FWDJREV. switch in the neutral position on tart up. 2.5 The ster switches LI & R1 (TSI pin #9 & #10) ‘are comnected to foot switch FS1 via TS1 pins #3 & #1. ‘These switches interrupt either the tight or left traction ‘motors during a tum. IF THE BENDI DOES NOT TURN PROPERLY ON SHARP TURNS, CHECK THESE SWITCHES. SW LI & SW RI are located just behind the ‘mast assembly and are activated by the steering gear cover cam (switch with roller ar). 21.6 Rotation switch cut out angle with the switch roller going up the slope should occur just before the 65° point - ‘Watch for contactor drop out or calibrator switch point (TEST ‘mode #4 and #5 as on page 2-14) Loosen swithe and move as far as possible then retighnen switch screw. 241.7 The direction switch is shown in the neutral posi- tion. Note that the FWD & REV Lines go to the MOS 90 terminals #5 & #8 and are input lines that activate ourput lines #1 & #2 WD) or #10 & #17 (REV), Each of the output lines can be individually intesrupted during a tur {cam switch) of the Bendi. Going further, notice that #8 (FWD DIR TN) “splits” into two ouput lines #1 & #2 RE FWD & LH FWD) and each of the output lines are inter- rupted indirecdy by STEER. SW LI RI through the MOS 90. Draw dotted lines inside the MOS 90 area of the schematic diagram to fully understand this part of the operation, (See Figure 2-3.) Figure 2-1 Rotation Switch Cut Out Angle Figure 2-2 MOS 90 Area of Schematic 246.50 2 PLCS. Figure 2-3 Switch Cut-out Angle Template 22oN 2-2_ TRACTION MOTOR DIRECTIONAL CONTACTORS & FLYBACK DIODE. 2-21 WHEN MEASURING THE TRACTION MO- ‘TOR EMF "VOLTAGE" REMEMBER THAT PDC NOT DC IS PRESENT. (Test only with wheels off the floor) ‘Speed control is done by controlling the PDC (Pulsating Direct Current) Pulse With, This is often called Pulse ‘Width Modulation or Duty Cycie control. This pulsing action is 200 Hertz (200 pulses per second) and is @ square ‘wave pulse as illustrated below. AcauTion DO NOT PLUG MOTOR WITH WHEELS OFF FLOOR. THIS WILL DAMAGE GEARS. 22.2 The EMF Glectro-Motive Force) or Voltage has 2 sha rise time which can result in transient voltage problems. The large capacitor on the Sevcon MOS 90 unit will Slur the sharp "spike" current involved in this fast switching action The 12,000 microfarad capacitor must tiave beavy wiring to inswe that the approximately 15 ‘amps of current will be filtered into D.C.(as much as possible). 2-23 The Pulse Modulated Control duty cycie is cone toolled by an analog (0-Svdc) signal from the accelerator pin #3 and can be measured on pin of the terminal stip ‘TS+1 (rear door of Bendi. Awwarninc RAISE THE WHEELS OFF THE FLOOR BEFORE ATTEMPTING THIS MEASURE- MENT. 2-24 Ifthe FWDIREV switch isin the neutral position this measurement can be observed either at the terminal stip under the floor foot plate or atthe TS-1 terminal strip. ‘MEASURE WITH REFERENCE TO TERMINAL #4 AND DO NOT USE THE FRAME OF THE BENDI ‘BECAUSE IT IS NOT CONNECTED TO THE NEGA- ‘TIVE () TERMINAL OF THE BATTERY. The pulsed motor EMF should be measured with an Oscilloscope. A standard volumeter is not accurate ‘enough with respect to duty cycle, PIKE] Figure 2-4 Wave Palse 2-32:3_ TRACTION MOTOR HEAVY POWER WIRING CIRCUIT 23.1 Using the schematic, trace through the motor re- ‘versing circuit. The contacts push away from the coil and not towards the magnetic field as shown on the schematic print. For simplicity a swinging contact is shown instead of atypical contactor configuration. Starting at temminal A of the MOS 90 (ower left). there s a MOSFET shown inside the Module. This is the NEGATIVE retum to the Battery. ‘The MOSFET is connected to both contactors and there- foreis the speed control forboth motors. Mentally close (or draw) the LH FWD and RH FWD contacts. Then trace the current (neg.) through the circuit, The B+ heavy wire is connected tothe field windings of each motor at acomman point The reversing action takes place when the amature is electrically reversed with respect to the field windings. ‘The armature is shown as a capital A in a circle with two square connectors attached tothe circle. 23.2 Closure of the Forward or Reversing contactor ‘only will not cause the motor to ron, The Armature com- mon connection (large terminal A on the MOSFET) is controlled by the 200 Hertz pulse from the Pulse Width Modulator circuitry inside the MOS 90, Also included in this circuitry is the BYPASS CONTACTOR contact that bypasses the MOSFET so that full cunt potential ftom the battery is availble without going through the MOS- FET (Metal Oxide Semiconductor Field Effect Transistor). This also prevents unnzcessary heating of the MOS 90 cireuiuy. The limit normally set for the MOSFET bypass ‘mode is 600 amps of current. The bypass contactor will sometimes have 750 amps of running curent. At 1000 ‘amps the overload circuit will tip out, requiring reset of the unit, Recycling is done by going through the neutral (FWDIREV) switch and sometimes will require that the kay switch be recycled. 2:33 DIODESD1& D2are sometimes called freewheel ot flyback diodes. When an inductive circuit such as the ttaction motors is ued off the magnetic field formed by the windings of the motor will cause a CEMF (Counter lectro-Motive Force) or reverse direction current that can ‘damage the components near this circuit, Diodes Dl & D2 ‘ave a low reverse current resistance and will clamp down, the voltage level to eliminate glitches or other damage. ‘THESE MOTORS ARE BEING TURNED OFF AND ON 200 TIMES A SECOND Figure 2-5 24(O> 2-4__ DIODE TESTING WITH METER Figure 2-6 Meter 24,1 Diodes should not be tested with an ohmmeter, ‘When using 2 meter with 2 mode selector switch, tum the switch to diode mode, (Do not use ohmmeter mode.) The ‘meter should indicate 0.5 to 0.7 volts as the forward bias reading and open load in the reverse bias direction. See Figure 2-5. 24.2 Resistance of the contactor coils can be measured to determine if there is a problem with respect to the heat ‘build up and possible tare failure of the contactor. Also note that some coils will have "extra pars® across them to suppress transient voltages (current in reverse direction). Looking at the schematic~the LIFT CONTACTOR coil has a time delay and transient suppresser to prevent the arcing of PUMP VALVE contacts and eventually prevent 2 sticky switch. The capacitor serves as a "temporary bat- tery" and will supply the coil with energy fora short time after the coil power line has been tumed off. The temporary battery effect also limits suddon reverse currents and in- ine contact arcing, See pump valve switch and BD. switch contacts on schematic diagram, A CAUTION THIS CAPACITOR IS POLARITY SENSI- TIVE + TO + VOLTAGE. 2.4.3 Check the capacitor for charging action with an chmmetérby ust charging the capacitor one direction then the otherby reversing the test probes and selecting a proper range. Observe the charging several times and change ‘Olsmeter ranges to obtain the best effect. A WARNING CAPACITORS CAN EXPLODE. WEAR SAFETY GLASSES. Figure 2-7 Temporary Battery 2-52-5 DC RESISTANCE OF CONTACTOR COILS Contactor Coil ‘Steering motor (840E180D) Bypass MOSFET (840E1800) Main lift motor (B40E180D) Traction motors (B40E180D) 2:6 POWER STEERING TIME DELAY ‘The MOS 90 will save battery change by turning off the power steering pump if the Bendi does not move for 30 seconds, There is also a time delay of 30 seconds 2-7_SEAT SWITCH TIME DELAY ‘A two to three second delay is programmed info the seat switch to avoid nuisance shuwdown and interruption 26 Part Number, ‘36208 ‘36201 36200 36202 ‘upon start up before the power steering pump will num on. THE DELAY TIME PERIOD IS PROGRAMMED BY THE CALIBRATOR UNIT. of nommal operations. TO SHUT UNIT DOWN QUICKLY USE THE EMERGENCY KILL BUTTON.oe | a! = cant mone me od Figure 2-8 Electrical Schematic 272-81 Hlectric vehicles can be dangerous. All testing, fault finding, and adjustment should be casied out by competent personnel. Where possible, the drive wheels should be off the foor and fre o rotate during the fllow- ing procedures, 282 The MOS90 controller contains a triple failsafe system to give the highest level of safery. Ifthe green diagnostic light emitting diode (LED) isnot illuminated or ‘lashes on and off, the safety circuit has tripped and the truck may not drive, 2-83 Toensurecomtinned safety of the MOS90 system, the failsafe circuit should be checked whenever the truck is serviced. The maximam period berween checks should not exceed 3 months. 2-84 BATTERY MUST BE DISCONNECTED AND ‘THE CAPACITOR DISCHARGED WITH A 1002 RE- SISTOR, BEFORE REPLACING OR ATTEMPTING ANY REPAIRS OF THE CONTROLS. 2-8§ Pin 13 must be grounded if not being used as ‘speed control input 28.6 Note for 24/48v units without a line comtactor fited, cever connect abattery to the comoller with ts vent ‘caps removed, as an arc may occur due tothe contaller’s internal capacitance when it is first connected. 2.8.7 Before handling contoller cables on 24/48v units, ‘disconnect battery and connect B + and B- terminals via 2 1OR ohm 25 watt resistor to discharge the internal capaci- tor. 28 $ MICROPROCESSOR MOSFET CONTROLLER SAFETY. 2-88 FAILSAFE CHECK a. Ensure drive wheels are clear of the floor and free to rotate. 'b. Tum switch on, release brake, and select drive, Wheels should roiate ‘and green LED on controller should give a seaty Mtumination. Tum switch off, disconect battery, and connect A and Be terminals with 10mm’, or greater cable. Ensure no other fault that would allow dzive. 4. Reconnect betty, switch on key, with direction in neutral. The LED should flash 3 times. Select a direction and check that direction contactors do not close and wheels do not rota, @. Switch key off, remove A/B- connection. Switch onat key. Redelece power up sequence. LED should now ‘Muminate and truck wheels rotate. IF THE TRUCK DRIVES IN STEP d, THE CON- ‘TROLLER IS FAULTY AND MUST BE REPLACED. NOTES: As blow out magnets are fitted to contactors, ‘ensure that no magectic particles can accumulate in the Contact gaps and cause malfunction. Ensure that contac tors are wired with the correct polarity to their power terminals (as indicated by the + sign on the top mold ing). ‘The MOS90 MUST NOT be used with permanently connected on-board chargers or damage to the system may result.2.9 MOSFET CONTROLLER TECHNICAL SPECIFICATIONS 24148 volt units ‘2008iz nominal with variable mank/space ratio Suitable for 4 tenminal motors. Min. motor inductances - 48V - 0.25maEL ‘24/a8y units, 15cm max, Direction @), forward/reverse, bypass and power ster, ie. 2 maximum of 3 contac- tor functions may be mounted. Maximum coil curent per inputs 15 with chop- ping. A chopping facility is available so that 2¢ volt contactors may be used on all system ‘voltages. Itis recommended that whenever 24 volt coils are used the chopping facil- ity is used. An optional contactonffuse mounting plate can be fitted onto the controller. Mosfet Devices: Hive a lover forward (conducting) loss and a much higher switching speed than ‘SCR's or bipolar transistors. This improves controller efficiency and prolongs bat- ‘tery shift life, Operating Ambient Temp: ~30°C to +40°C. As the controller will limit its maximum current above 80°C the controller may be used in ambients above 40°C. However, ifthe controller is oper- ated at higher ambient emperatures and under heavy load conditions, it may be ‘found that the maximum current available is reduced below the imax value as the controller may have entered thermal cutback. Storage Ambient Temp: 40°C t0 490°C Humidity: 95 max. non-condensing2-10 MOSFET CONTROLLER FEATURES Encapsulated Enclosure: ‘Teiple Failsafe Mechanism: Bypass Option: Bypass Dropout: Speed Control Interfaces: Accelerator Characteristics: ‘Max, Speed: ‘Cutback Speeds: Constant Speed Option ‘Patent pending): Plugging: ‘Under-voltage Protection: Reverse Battery Protection (REP): ‘Lnput Protection: Contactor Suppression: Contactor Drives: Anti-Rolfback: Start Sequence: ‘Over temperature Rotiback: 2-410 For maximum environmental protection and tamper-procfing ‘Using both hardware and software techniques to give rapid action and eross checking ateach power up. ‘An additional contactor that operates with full hrowle and, when the delay has rn ‘out, to bypass the MOSFETS and allow absolute maximum speed and efficiency. By- ‘pass will also operate ifthe unit is in current limit for more than 1 second at full throt- te, Releases the bypass contactor ifthe preset current is exceeded and returns to the puls- ing mode of operation: recycle direction through neutral to re-engage bypass. OV min, speed, SV max. speed. ‘Non lincar relationship between accelerator position and motor voltage to give en ‘hanced contol in low speed travel. Limits the top speed ofthe vehicle. 2 speeds extemally selectable and adjustable to required level, ‘This is available as a Contro! software option. The motor speed is monitored by ‘means of software and held constant at the accelerator demand setting, independent cof load, To use this option the motor characteristics are pre-set into the software. ‘Constant curent type, adjustable, may be modulated by footpedal position or hand throttle, or not, as selected by software option ‘The controller cus out ifthe battery dips below 13v, re-eycle through neutral to re- start Provided as standard on 24v systems, requies polarity sensitive line contactor on 2av/sBy systems, ‘All customer control wiring inputs are protected against connection to B+ or B-. Cali- ‘brator adjuster socket is not protected Built into logic unit forall contactors controlled by logic unit ‘May operate at system voltage or vie a chopping system which reduces the coil volt- age Zor use with 24 volt contactors; stabilized against bantery variations. Chops at about 18 vols, Basic controllers have direction contactor drivers only. Options units have direction, ‘Bypass, and Power Steer by software option, Allows full curent when drive is reseleced without a dizection change, even ifthe ‘vehicle is rolling backwards, ‘The unit most be in Neutral at Key ON, or drive will not be enabled. ‘When the heatsink exceeds 80°C the current limit wil linearly cut back to zero at 90°C,(>) Static Retum To OFF (SRO): ‘Requires direction tobe selected before FSI, or FS and direction within 2 seconds, “The direction switch must be inthe neutral position before the keyswitch is turned ON. Power Steer option: Software selectable in place of field weakening or bypass. Delay adjustable between (O and 50 seconds in 1-second increments. Delay tiggered by releasing FS1. When FSI is not wired tothe controller, the delay is triggered in neutral. Va Seat Switch option: Delay adjusuble between 0 and 5 seconds in 0.1 second increments, After opening seat switch, recycle direction, through neutral, or FS1 to restart. Diagnostic LED: A single LED gives comprehensive diagnostic information LED on, indicates the controller is functional. LED off, indicates the controller is faulty. A flashing LED, 2- 8 flashes, indicates a fault external to the controller. Calibrator, Sunightforward, hand-held calibrator unt fr digital adjustments, Calibrator also ine corporates unique DVM feature and haraess check facility. Hours Counter: ‘Fonts counter records controler pulsing time up to 68,000 hours. Sorvice Log: Used in conjunction with calibrator unit, records masimum battery voltage and maxci- ‘mum and minimum temperatures controller has experienced. Electric Brake Option: ‘Enabled after delay in neotral 2442-11 ADJUSTMENTS TO MOSFET CONTROLLER. 2-111 The unit is pre-set at the factory, but may be re-adjusted later by the method below. 2412 A hand-held calibrator may be plugged into the ‘adjustment socket and used to digitally increment/decre- ‘ment the parameters. The present value of these parameters ‘will be shown on an LCD display. Additionally, the, cali- ‘brator can perform certain measurements on the controller (ee diagnostics section}, Removal of the calibrator again causes the controller to ‘memorize’ the set figures. This ‘system gives the greatest accuracy and repeatability. 2-113 _ The hand-held calibrator has a bar display, oper+ ated by the SELECT button, showing parameterimeasure~ ‘ment selected and an LCD display showing values that, provided they are perametes, may be adjusted by the +/- ‘butions. This unit may also be used to perform certain tests onthe witing harness and accelerator. Additional external instrumentation is not required when using the calfbrator's ‘measurement feature. 211.4 Connect the calibrator, as shown in Figure 2-7, ‘and power up the vebicle, ‘2ALS NoLED segment will be lit and the mimstes/sec~ conds count is displayed. The hours count is displayed by pressing the '=" bution and the 1,000s of hours couat by pressing the button as described in Section 2-13. Press- ing the select buton revens the calibrator to its normal ‘operation, i. the IMax segment will be it 2-116 When the desired parameter has been selected, it may be increased or decreased by means of the + and - ‘buttons on the right ofthe calibrator. ‘21L7 Note that parameter SPEED may reduce current limit and vamp climbing abilly 2118 For details of the measurement and test func- ‘ons, please refer to the DIAGNOSTICS section. Adjustable Customer Parameters Parameter [min | max. | Units | step size | Recommended | j | Calibrator Settings [Current Limit (MAX) soa | 600A | Amps | 108 &00A Plugging Current PLUG) | __50A 7508 | Amps 10 700A, Accel, Delay (ACCEL) ot | Ssecs. | Secs. | ons 12 [__Greep Speed (CREEP) 0% 2% | % VB 1% 0 Bypass Dropout (BYPASS) 50A 4000A | Amps 410A, 40008 Maximum Speed (SPEED) | 0% 100% | %VB 4% 100% { Cutback Angle [ss es | degrees | NWA 6s" Cutback Angle” 3° es | degrees | NA |. 65° P. Steer Delay (TIMER) 0 | 50secs. | Secs. | tse. 30 ‘Seat Switch Delay (SEAT) o | Ssecs. | secs. | Otsea | 2 * The cutback angle is adjusted by the factory. The rotation switch is manually adjusted then tested with a calibrator (in the test mode only) for actual switch action and turning angle. Greater than 65° can cause excessive rim and tire stress, and May eventually cause the rim to slip in the tire. The gap between the cam cover and the switch roller = @ pencil width (approx. U/4"). Se LETTE EEE 2412__'212_ DIAGNOSTICS 212.1 The controllers equipped with a diagnostic sys- temusing a green LED located on the connection plate near the adjuster socket, 2412.2 On power up the LED will br illuminated, if the system is fumcuoning comectly. 2423 . The LED is extinguished if the controller is faulty, the fuses are blown, the Zailsafe is not operational, the contactor driver protection has tipped, or the Mosfets fail to tura on during drive. f the contactor driver transis- tors are short circuit, the contactors may close but the vehicle will mot drive under single fault conditions, 24124 The LED will flash a number of times on power ‘up, or during rmning, to indicate 2 fault extemal to the controller. ‘a. 2 flashes - Incomect start procedure fault, Both forward and reverse selected. b, 3 Slashes - Bypass contactor welded - recycle ‘through neutral to clear. Contactor coil short circuit - recycle the Keyswitch to clear, e 4 Slashes - Direction contactor welded. 4. 5 flashes - Direction comtactor did not close, oF open-cirruit motor. 6 Slashes - Faulty accelerator input. f, 7 ashes -Low battery voltage. g 8 Slashes - Thermal cutback. * See Paragraph 2-17 for detailed fanlfinding low- on LeD SELECT NEW PARAMETER CONNECT CA TO CONTROL! BRATOR | power ue TRUCK f— ADJUST TO NEW VALUE Figure 2-9 Setting Parameters with Calibrator2-13 CALIBRATOR MEASUREMENT DISPLAY 2.13.1 Sclection of the last five segments on the display gives the following results: a. BATT - This displays the battery voltage. b. MOTOR V. - This displays average motor voltage and can be used to set speed limit & MOTOR AMP. - This displays motor curent as the truck is being driven, 4, TEMP - This displays the temperame of the MOSFET heatsink in °C. ¢ TEST - This invokes the diagnostic test routines 2133 SOTOR VOLTAGE is monitored during driving a crtioular speed and loading, it can be related to 2 perce 22 of battery voltage and used to set speed cetback. 2134 ‘the MOTOR AMP test will revea! if the ‘motoris’ ning at max. curent up gradients etc, This test will ad sag curent limit to optimize batery life. 2135 “ae TEMP test can be used during prolonged running < the truck to check that no high temperature condition: =xist, due to poor beatsinking or under-specifi- to check ruck switches, accelerator, hamesses ett. cation. Vmax temperatures are recoded by the service toe : 2.132 The BATTERY VOLTAGE test allows the state of batery voltage 1o be continuously monitored during 2-136 “EST displays are explained on page 2-14. drive, This test assists in the diagnosis of batery faults. Max voltage is recorded by service log. 2-14 PARAMETER LOGGING 2-141 The following data willbe logged: 2142 is cat's displayed by selecting the measure- ment sec 1 on the calibrator ether BATT or TEMP) and at rane aad theausic he “+ and’ butons to display the maximum , Max heatsink temperature and mii _m excusions. Min heatsink temperanure, 2143 gyseletbateryvoliage on the calibrator and press the” bution to display the maximum battery volt age thee. sllerbas ever mexured 2:15 HOURS COUNTER 2-15.1 The counter records pulsing hours, and displays the count when the calibrator is fist plugged in (with no LED segment lit), Once the select button is pressed, the calibrator reverts to its normal operation, i. displaying the resent current limit setting 2-182 Initially a minute/second count is digplayed. By pressing the ’~" button, hours are displayed and by pressing the “+” button 1,000s of hours are displayed. 2183 Eg, acount of 11,436 hours 27 mimes and 20 seconds would be:= 244 a. 1 al display would be 27.2 indicating 27 mins, 20 secs, b. F .ddown’~’ button to display hours, ie. 436. & E down 4" button to display 1,000 boars, ie. 11, 2-154 leasing the buttons revers back to the minste and 10's second display. The decimal point "blinks’ every sec. 2 during drive, The counter will record up to 65,500 he + before rolling over to 0.~ 2-16 CALIBRATOR DIAGNOSTICS. 2-161 With the calibrator connected to the controller andthe truck powered up, use the SELECT button to select the TEST LED. If the SELECT button is pressed at any time during the tests, they will be terminated and the rminutes/seconds count will be displayed. 2-162 The first test selected isthe accelerator test. This 80°C (Current limit will be zero at 90°C) -Allow unit to cool down, to clear flashing. ‘Check eurrent lint senting Re-set ‘Check mounting and heatsinking of controller Rectify ‘Check if bypass is operating (if mounted) ‘Repair andior fit bypass if fault occurs frequently (Check application is correct ‘Use larger controller Replace comzoller LED off Unit not powered up or contiller faulty, of LED faaliy. (Check battery is connected and keyswitch is om Rectify (Check that all fuses are intact Reaify Check supply wiring. Does calibrator unit sill Rectify function? ‘Controlier is faulty: Replace controller 4) Avtofailsafe check failed. LED turns off when a nection is frst selected after power up, Recycle Keyswitch, 'b) Comactor drive S/C. LED resets if short circuit clears. ¢) Mosfets did not turn on, recycle direction to neutral to clear fault indication.2:18 CONTACTORS AND FUSES 2418.1 The MOS 90 series of controllers are designed to ‘cover virtually the full spectrum of clecric vehicles. The contactors used with these conuollers can have various iffereat ratings. The optional fuse/eontactor plate avail- able with the MOS 90 is drilled to accept Albright contac- ‘tor fixing centers. 2-182 Comacts are normally only available in sets and ‘must never be filed. 2-183 The contact stud securing muts must nat be over- tightened. 2518.4 Contactors whose coils are driven from the com twoller, should not be Sued with suppression diodes. All other contactors and electromagnetic devices must be sup- pressed. 2-185 Three basic types of contactor are used with the ‘MOS 90 system. a. Single Pole Normally Open contactors. These contactors are normally used for Bypass, Pump, or Power Steer fimc:ions. They are also used in pairs for direction contactors on 3 terminal motor appli- cations. (SW80, 180 and 200 types). b. Double Pole Normally Open contactors. 2-20 ‘These contactors are only used for diction function on split field motors where the armature/field function is available as a power terminal and where reverse battery protection is required on 24/48v family controllers. (SW822, 192 types). «Double Pole Changeover Pair contactors. “These contactors are available as reversing pairs and sre used for direction functions with 4 temminal motors as well 5 24/48 family controllers with split field mo- tors where reverse battery protection is not required. [Note that these contactors may be wired either nor mally open to batty positive or normally closed to bate tery positive depending pon the motor type (SW88, 182, 202 types). 2.18.6 Polatity ‘AL contactors ae fited with blow-out magnets, so the “+ temmina] must be connected to the most positive voltage. This ensues that, under a fault condition, any ae produced during contactor opening is blown away from the contactor. 248.7 Coil Ratings ‘With the MOS90D contoller use an SW200/202 ‘contactor and a 425 fuse.419 DEFINITIONS AMPERE (A): Back EMF: CONDUCTOR: ‘COULOMB: D.C. CURRENT: EFFICIENCY: CAPACITANCE (CHARGE): FARAD: INDUCTANCE: REACTANCE (X1) (Xe): OHM: POTENTIAL (©): POWER FACTOR (PF) RESISTANCE (R): VOLT (V): ‘VOLT-AMPERE (VA): WATT (W): “The unit of (F) Intensity of electrical curent; rte of flow of charge. One Ampere will epost siver in an electrolytic cell atthe rate af 0.001118 gram per second. ‘Avvoltage that opposes the source that generated it. ‘A material which allows the fre flow or passage of an electic current through its structure. Gereraly any wire, cle or bus suitable for camying electrical current. ‘The quantity of charge which passes any point in an electric circuit in one second ‘when 1 ampere of currents present ‘A current that emains relatively constant in one direction. A.C. CURRENT varies in direction of ow. ‘Output watts divided by Input watts. ‘The satio of electrical charge to 2 resulting potential; unit is the Coulomb, ‘The unit of capacitance (C). A capacitor has a capacitance of one farad, when one ‘coulomb delivered to it wil rise its potential one volt. (Normally expressed in mi- crofarads) - Capacitors The production of magnetization or elecuification in a body by the mere proximity of ‘a magnetic field or electric cbarge ina conductor by the variation (AC) or the mage netic field in its vicinity. (Sometimes called induced curent.) ‘The unit of electromagnetic induction. A circuit possesses an inductance of one Hen ery when a rate of current variation of one ampere per second causes the generation of one Volt ‘The new name for cycles per second. ‘One ampere X one Volt X one second. One watt X one second. 1000 X Volts X Amperes. (Not necessesily watts). AC Resistance - Inductive or Capacitive. Unit of Resistance, ‘Hlectromotive force. Unit is Volt (See Formulas). “The displacemest of Volts and Ampere in an AC circuit, due to capacitance andlor inductance. ‘The "opposition" tothe flow of electrons. One Ampere results when one Volt is ap- plied across a one ohm Resistance. Unit of Elecuical Pressure: Electromotive (E) forse, ‘AC circuit with Volts and Amperes out of phase. ‘Unit of Power (P), One ampere X one Volt= one Wattof Power.2-20 FORMULAS - ELECTRIC CARTWHEEL 2.20.1 The Electric Cartwheel is often used in showing _Symbol_Property _Units_ the relationship between basic electrical properties and can i Power Watts: bemenarin by wing merbasi tind Carfl suly E EME Volts neat 7 ofits implications is essential in troubleshooting 2 system. 7 eee te It Current Amperes (This "Cartwheel" does not cover Inductive Reac- tance or Capacitive Reactance AC Resistance in many cases) 2-20.2 An easior combination to remember is the following from which one can derive all the above formalas. BASIC "FORMULAS" DERIVED FORMULAS FROM MEMORY. (ta) E=1XR, GR= |, E/l = R and the basic power z IXE=P formula | X £ = P wil yield the below formulas i cone uses substitution values. Example: E=IXR and by substitution of I X R for E in the basic power formula - I XIX R= P or PXR=P. Example: I= E/R and by substintion of E/R for [in the basic power formula, E/R XE=P or E"/R =P. 2-223-1_SAFETY PRECAUTIONS. 3-L1 Safety precautions to avoid explosion: Ay DANGER EXPLOSION CAN RESULT FROM THE GASES PRODUCED BY A BATTERY. READ AND FOLLOW THESE PRECAU- TIONS FOR SAFE HANDLING. a Do not smoke, use an open flame, or create arcs or spats in the vicinity ofa batty. tb. Only charge a batery in a well-ventilated area with the cover of battery or compartment raised for maximum ventilation Do not charge the battery at a curent greater than S amps per 100 amp-hours capaciy at the end of charge, 4. Every battery gives off hydrogen and oxygen during recharge. Most of the gassing occurs after the 80% ‘point has been reached. AS the breakdown of water occurs, oxygen and hydrogen are produced, The concentration of the gasses is proportional to the current being delivered to the banery. To calculate the hydrogen produced use the following formula, and ventilate the arca as requined Hydrogen must be ventilated in onder to avoid an explosion. Hydrogen concentrations of 4% or greater will cause an explosion When calculating assume all chargers in finish rate at seme time, The National Fire Protection “Association (NEPA) allows up to 1 % concentration Make sure the ventilation system can remove the hydrogen before itreaches concentrations of 1% within the charging area Formula 00027 x (Sinish rate) x (umber of ells) - cu. ft. of hydrogen produced per min, ‘The ventilation system must be designed to provide removal of hydrogen and sulfuric acid mist fom the area ireetly above charging batteries. Inlet air ducts should be placed at shoulder height or lower so as to provide sit ‘movement aoross the charging room ancl across batterss. Failure 10 properly ventilate charging areas may result in acid mist and odors. 3412. Severe bums can be caused by the sulfuric acid contained in the batteries covered by these instructions: " OBATTERY CARE AND MAINTENANCE, 3 ‘a, Do not get acid in eyes, on skin or clothing. In case of commas, fush immediately and thoroughly with clean ‘water, Obtain medical attention when eyes are affected. b. In handling sulfuric acid, wear a face shield, plastic or rubber apron, and gloves, Avoid spilling acid © A ceumlizing and cleaning solution oF ‘bicarbonate of soda solution (one pound to a gallon ‘water) will neutralize acid spills. Apply the solution unit it tums yellow (bicarbonate of soda sobution stops bubbling), then rinse with clear water. Do not allow any of this tohuion to enter the cells, When diluting concéniated acid, always add acid to water, never vice versa. Pour slowly and stir constantly, to avoid excessive beat or violent chemical reaction 4. Batteries and sulfutic acid should be handled only by pemons who have been instructed on the potential chemical hazards, in accordance with the ‘OSHA 1910.1200, Hazard Communication Standard, 3-1.3 The battery is elecrically live at all times: Keep the top of the battery clean and dry to prevent ground shorts and corrosion, be Do not lay metallic objects on the bateny; insulate all tools used in working on the battsry 10 prevent shom circuits. Also remove all jewelry before ‘working on the banery. Be especially careful when working on battery terminal connections. Do not connect any Wo oF MOTE terminals together unless the conection is @ proper and ‘correct electrical one. 31.4 When lifting the battery, observe the following pre- cautions: a. Unless completely insulated lifting beams are aveilable, temporuily cover the exposed metal components of the cells with an insulating material (plywood, thick mbber, ete. to reduce the risk of a short circuit fom the chain or hooks. be Use a Biting device with two hooks which are clectrizally insulated from each other to prevent short circuits. & Follow the instuctions on handling loads covered in OSHA 1910.179(0). ET}3415 Keep the vent plugs firmly in place at all times ‘except when adding water or taking hy rometer and terapera- ‘ure readings. 2_SPILLS AND WASTE MANAGEMENT. 3416 Only personnel who have been tuned in bagery insulation, charging and maintenance should work on the banery. 3:2__ SPILLS AND WASTE MANAGEMENT 3-24 Spills of sulfuric acid should be handled with consideration for the following: a. Do not touch spilled material without appropriate personal protective equipment (¢2, face shield, acid resistant gloves, etc). b. If possible, stop the flow of spilled acid with sand or other non-combustible absorbent and/or neutralize with bicarbonate of soda, lime or other neutralizing agent, c Place spill residue into compatible containers, If spill occurs from a battery, waste should be tested for presence of hazardous constituents prior to disposal. 4. Residue from spilled, umused sulfuric acid which has been neutralized (pH 6.0-9.0) can be safely disposed of in municipal trash, unless local or state regulations specify otherwise, & Do not allow the discharge of any unneutalized acid into sanitary or storm sewers. f. Spills which enter the environment (dhrough sewers, waterways or soil) must be Tepored, as applicable, to city, state, or federal environmental agencies, including local emergency planning committee (LEPC). As a guide, the federal reportable quantity (RQ) for 100% sulfuric acid is 1000 pounds; the seportzble ‘quantity for lead is 1 (one) pound. & Spills which occur during transportation of baneries should be reponed to CHEMTREC (2-800-424-9300) a 24-hour service for emergency assistance, 3-22 Handling and storage of new and used (spent) Ddametes: a. Batteries and battery components should be bbandled only in accordance with the safety procedure ‘outlined in Paragraph 3-1. , All batteries, as well as other hazardous substances, should be stored under cover and on an impervious surface with adequate containment to prevent dispersion of comaminants to the environment. ‘& Batteries and acids should be stored away from sewer and storm drains and from sources of heat (see Paragraph 3-18). d. Leaking or cracked batteries and cells must be provided with adequate containment during storage and transportation. e Generally, there are no storage time restrictions for battzries or for spent lead-acid batteries which are destined for recycling. However, state regulations and Jocal fire and heslth ordinances should be consulted for ‘special restrictions on the swomge of hazardous substances, including batteries and acid. Sulfuric acid is listed as an extremely hazardous subsuince under the federal Emergency Planning and Community Right-io-Know Act (EPCRA). Notification andjor reporting to state and local agencies may be required if specific quantity limitations are excended. ‘The threshold planing quantity (TPQ) and reportble ‘quantity (RQ) for sulfuric acid is 1,000 pounds. 3-23 Weste generation and disposal considerations: a. Spent lead-acid batteries which are destined for recycling are not regulated under federal hazaréous wwasts regulations or by most state regulations. Contact your stz eqvironmental agency for additioml information. b. Under federal land ban restricions and individual state battery recycling laws, spent lead-acid atizies can be disposed of only by recyclingteclamation at permitted secondary lead smelters or other authorized recycling facilities. Spent ‘atires should be sent only to facilities which have obtained EPA or sate hazardous waste permits for the stomge of spent batteries prior to recycling. See page 312. for the nearest recycling location or call 1-800-972-7372, ‘& Acid which is removed from spent batteries is a regulated hazardous waste. Facilities which generate spent acid may be subject to state or federal regulations for large or small quantity generators applicable to labeling, manifesting, transportation, and reporting. ES 3-23:3_FUNDAMENTALS $3. Battery: A device for convening chemical energy into electrical energy. All bateries are made up of individ tal compartments called cells, connected in serie, so their individual voltages add up. Size, imernal design and mate- sials used contro] the amount of energy available from each cell. A Jead-acid battery is e number of cells or containers filled with a mixu of sulfuric acid and water called clectroyte, The electrolyte covers vertical plates made of twotypes oflead. Chemical action between the acid and the Jead creates electrical energy. 322 Volt, V: A fork lif's running speed and its lifting speed are determined by a batter's volage, And since cach cell in a lead-acid battery has 2 volts, multiply the number of cells by two and you know the voltage. Thus, i antomatically follows: the more cells, the higher the volt- age, the faster the fork Lifs speed. 3-33 Ampere, A: An ampere is the standard measure of the amount of clectic cument. The amount or ficw can ‘be large (amperes) or small (milliamperes). Flashlight bat- teries are measured in milliemperes. Lift ruck bateties are measured in amperes. While it's important to match battery ‘amperage with the total amperage requirements of 2 fork lift ruck, you sill woo't know if you have enough current vo keep a truck running a ful shift, util you next consider a battery's ampere-hour rating. 33.4 Ampere-hour, AL: The higher a battens am- pere-hour capacity, the loigera fork if will rua, How long is always specified along with the ampere-hour rating on the battery label, For example, 680 ampere-hours (AHL) at the six hour rate means three things: Fist, 680 AHL is the total capacity ofthe battery. Second, ifthe fork lift's motor and attchments draw 113 amperes continuously for six hhours, the battery will be completely drained of usable power in six hours. And third if the fork lin's motor and attachments draw only 90 amperes continuonsly, the bat tery wil provide energy for almost 8 hous and have power to spare, Obviously, a battery that’s not completely drained dduzing its work shift has an improved life span over a battery that is. (To maximize the life of your banery it should not be discharged below 80% depth of discharge.) ‘Now, by tzking what you know about a battery's volts, amps, and ampere-howrs, you're ready to easily change ‘those numbers into the final key concept, wats 3:35 Watt, W: Using battery voltage or amperage ‘alone does not tell you enough about the battery. Multiply ing those two values together does. The answer you getis a battery's wattage: the electrical power a battery can ‘provide, Every 1,000 wats isa kilowat, or KW. Then, for example, when your fork lit needs 1OKW of contimous power fora 6-hour shift, you need a battery that provides 60 kilowatt-hours (60K WH) of energy. 3:36 Cycle: Every time a battery is charged and then ischarged in use, is one cycle. Battery Life is usually measured in cycles. 1200 to 1500 cycles, or 510 6 years, is about the average battery's life. However, battery mainie~ nance and charging procedures will either prolong or shor- en batery life, depending on how well recommended pro- cedures are followed, Also, when a batiery’s average vall~ age measures less than 2.08 volts (open circuit - after full charge) dimes the total mumiber of cells, the battery either needs repair or has reached the end of its life. To be sure the situation is not the result of amaintenance problem, call ‘your lift ruck dealer. 33.7 Specific Gravity: As a batery is used, the sulfa- tie acid in the electrolyte changes into another chemical when it combines with the active material. As a result there's less and less power-generating sulfuric acid as the ‘battery is discharged. When the battery is recharged, the sulfuric acid rewurs, ‘The hydrometer detects the chemical change by measuring the ratio of sulfuric acid to water. In addition, empemnme also affects a battery’s specific gravity ‘Temperatures above and below 77°F require correction of the lydrometer reading. 338 Gassing: Gassing occurs when chemical activity and heat build up during overcharge, the last 20% of a ‘omnal charging cycle. The water in the electrolyte inside the battery breaks down into hydrogen and oxygen. When this happens, electrolyte will bubble and expand, causing the battery to overdlow if any cell was previously filled ‘with too much water. Inexperienced maintenance person nel should never try to replace lost sulfuric acid. In addi- fion, even worse than overwatering is underwatering. If electrolyte isn't at least up to the battery's splash plate ‘during charging and use, part ofthe plates will be unused. ‘The battery will then overheat, gas more violently, and the exposed plates will eventually dry out and be dameged. ‘Scheduled maintenance must be done ifa battery is to woke tots fll rated capacity. 333.4_CONSTRUCTION 3-41 Figure 3-1 illustrates the construction of 2 typical motive power cell of the tubular design, Call-outs as follows: 1. Positive Post 7. Separator 2. Negative Post 8, Vent Cap 3. Positive Plate 9. Jar 4. Negative Plate 10. Cover 5. Negative Grid 11. Bridge 6. Positive Spine 12. Vent Well Figure 3-1 Construction of Power Cell 3-5 INSPECTION OF THE BATTERY UPON RECEIPT 3-51 Examine for physical damage or loss of electro- Iyte 3-82 Report actual or suspected damage to caret. 35.3 Give battery an equalizing charge. (See Section 3-12) 3:6_DRY CHARGED BATTERIES, 3-6.1 Dry charged batteries or cells should be activated (Gilled with electrolyte and charged) only when ready tobe placed in service. Until rady for use, they must be stored, ina cool, dry, low humidity location with veat plugs tightly inplace. 36.2 To prepare for use, fill all cells with electrolyte 015 points lower than the operating gravity. 36.3 Give the battery an equalizing charge but keep resetting the charger to the equalize position until the 354 Check elecuolyte: levels IMMEDIATELY after ‘charge and add water if needed. $5.5 When adding water, the electrolyte height should ‘be as specified in Section 3-16. specific gravities remain constant for 2 period of three hours. 3-64 Atthe completionof the charge, the specific grav- ity of all cells, comected 10 77°F. (25°C), should be as specified on the naméplate, If the specific gravity is higher, remove some elecuolyte and replace with water, if lower, remove some electrolyte and replace with higher specific gravity electrolyte. LS a3-7_INSTALLATION OF BATTERIES 3-7.1 ‘The battery compartment inthe vehicle should be ‘ventilated and designed ina manner to keep out wat, oi, din, and other foreign matter. Drainage holes should be Jocated in the floor of the battery compartment. Consult with your vehicle dealer if any question arise. 37.2 When lifting the battery, usean adjustable lifting ‘beam which exerts 2 vertical pull on the lifting tabs only. 3-73 The battery should be blocked, not wedged, 10 alow 1/8" minimum clearance on all sides for easy re- ‘moval from the battery comparmest. 3-74 During transit and storage abattery may have lost some of its charge. Give it an equalizing charge before putting the battery in service. (See Section 3-12.) 3:8 OPERATION 3-81 Full-charge gravity of anew batieny will be speci- ‘ed on the nameplate located onthe side of the banery tay. Full charge gravity will be affected by temperature, acid level, and battery age. acid is lost from overfilting, full charge gravity and capacity willbe lowered. 382 Under normal conditions, only add water. ‘NEVER add acid or other solutions to the cells. 37.5 any connections on the battery itself are bolted together, make them clean and bright, using care not to remove the lead coating from any Iead-plated copper parts. Coat the surfaces to be bolted together with No-Ox-id ‘grease. Due to vibration, handling and heating during op- eration bolted connections loosen over time. Re-tighten them atleast twice yearly using an appropriately set torque vwrench, 57.6 No intermediate "taps" or connections should be made at otber than the main terminals of the banery. Any ower voltage device should be supplied through a series resis or ffom a separate source. Any such device con- nected to an intermediate point of a battery results in overworking one section of the battery and/or overcharg ing the remainder and can void your warranty. TAPPING ‘THE BATTERY SHORTENS ITS LIFE BY UP TO ‘THREE YEARS. 3-83 Keep the plugs and receptacles in good condition, ‘When discomecting battery from the truck or charger, pull oon the receptacle not the cable, When disconnecting from 2 charger, assure that the charger is off first otherwise arcing'will result. Arcing can cause battery explosion, damage to connector contacts, and charger components.3.9 TEMPERATURES 39.1 Low Temperanures. The capacity of a stomge ‘battery is reduced at low temperatures due tothe increased ‘viscosity and resistance of the electrolyte. An approxima- on of this reduction in capacity for batteries of these ‘ypes is shown below. TABLE 1 Interat Temperature of _ Percent Capacity Cell CF) 7 100 60 95 49 a7 20 73 a. This, of course, refers to the actual temperature’ of the cell and not the ambient ‘temperature. Thus a battery may be operated in quite low ambient temperatures for stion periods without the actual battery temperature falling to a point where the capacity is seriously curtailed. For example, batteries used in cold storage plants or similar Jocations will deliver close to normal capacity if they are moved into warmer areas for charging and whenever not in actual use. b. Low temperatures also increase the bauery voltage on charge, resulting in lower charge currents, and a longer recharge time. Undercharging could occur unless charger readjustments are made to compensate for it & There is litle danger of freezing of the banery clectrolyte in temperate climates unless the battery is ‘completely discharged. At the temperatures shown in the following table the electrolyte will not freeze unless the specific gravity is lower than indicated TABLE 2 Battery Specific Gravity Freezes @ or Below (Cortected to 77°F). Degrees F. 4.080 +20 1.130 +10 1.160 0 1.180 ~10 1.200 20 1.215 -30 1.225 -40 3-6 4. In sub-feering temperature water should be added just before charging is completed to insure prompt mixing with the electrolyte, Otherwise it may freeze on the surface before mixing, No permanent harm results from low temperature operation as long as freezing is avoided. 38.2 High Temperatures have an adverse effect and all ‘practical means should be employed to keep the batery ‘emperature at normal values: a. Avoid overdischarging 1b. Charge in coo! location © Supply ample ventilation during charge by always opening battery compartment or battery cover and circulating air by fans if necessary. 4. Allow battery to cool down before staring charge. The effect of temperature on battery life on any lead acid track battery is shown below, PERCENT OF NORMAL BATTERY LIFE ‘ton aT T7"F) AVERAGE LIFETIME BATTERY TEMPERATURE, °F Figure 3-2 Temperature vs. Battery Life Curve { Example: If the average lifetime temperature of the battery is 100°F, it will result in a battery life of approximately 53% as compared to 100% at 77°F.(>) 3:10 DISCHARGE CHARACTERISTICS 310.1 In general, a banery may be discharged without harm at any rate of current it will deliver, but the discharge should not be continued beyond the point where the cells ‘approach exhaustion, or where the voltage falls below a useful value, 3-10.2 Discharging at a constant current value, the in- itial voltage will depend on the rate of discharge and the nomnal characteristics of the cell. As the discharge contin~ ues, the cell voltage will slowly decrease during the frst 70, 10 80 percent of the total time period. It wil then fall more rpidly, passing over the "kne=" of the curve tothe "Sina!" voltage as full time and capacity are reached, This "knee" {s more pronounced at low rates of discharge. 3-11_ CHARGING EQUIPMENT a. Battery charging should be accomplished with ‘an intelligent electronically controlled charger b. When the discharged battery is placed om charge, the battery will draw a relatively high current which will be at or close to the capacity of the charger. Within a few minutes, the corent will adapt itself to the state of discharge of the battery, remaining high if the bartery is considerably discharged or decreasing to 2 low value if the battery is only parially discharged. Tae charging rate should be conuolled by an irvlligent control mnit ¢ A modem charger should use a constant current, constant voliage, constant current charging method (TED), This method is designed to fully charge the battery without danger of overcharging and subsequent damage. ‘The charger should provide a fixed “high” start rate of 16-17 amps per 100 AH of rated capacity (constant current), As the voltage rises to 2.37 volts @ 77° F per cell the voltage is then held constant (constant voltage) ‘until the charge rate tapers down to 4-5 amps per 100 AB. This finish-rate is held constant (constant current) vatil the charger shuis off. An electonic charge 3403 During discharge there is normally 2 rise inbat- ‘ery lemperatore, depending on the ambient temperature, on the mie of discharge and the type of battery assembly from the standpoint of heat dissipation, The higher the ampere discharge rate the greater the temperature rise ef- ‘ect, The actual chemical reactions on discharge absorb a small amount of heat which would tend to cool the batiery slightly, but the heat generated from the power loses (7R) dueto the internal resistance ofthe cel is greater so thatthe ‘ef result is an increase in temperature, termination provides the means of protecting the batlery from overcharge. Although a mumber of chargers meet the general requirements mentioned above, not all chargers are Figure 3-3 Recharge Characteristics3:12 CHARGING CHARACTERISTICS 3-121 To maximize life a storage battery should be ‘charged as outlined in Figure 5. Whatever method is used it should not result in excessive gassing during the initial stages of charge, In addition the charging method should keep end of charge temperanure below 110 °F. 312.2 Every effort should be made to insure that the ‘battery receives the proper amount of charge. Consistent ‘under charge and/or excessive overcharge will contribute +o internal battery problems with @ loss of capacity and reduction of life. a. Sulfation - Residual sulfation semaining in the plates if battery is not fully recharged to nurepiate specific gravity or is allowed to remain partally discharged for an extended period of time, results in reduced performance and life, 'b, ‘Stratification - Caused by insufficient gassing at end of charge. Litle or no mixing of electrolyte will thus create 2 higher concentration of electrolyte at the bottom of the cell compared to the top. This will eventually lead to sulfation of the bottom of the negative plate with subsequent fall off of performance and capacity. 3-123 Overcharge a Overcharge wastes electrical energy while ‘running the risk of permanent damage to the battery. bb, Excessive gassing, producing hydrogen and ‘oxygen, not only increasés the frequency of water additions to the battery but also increases an explosion Iuzard significantly over nomal and safe charge conditions. & It creates dangerously high battery temperature which significantly shortens normal battery LHe if repeated instances oocur above 10°F, (See the ‘Temperature vs Life curve in Figure 3-2.) . Higher temperatures, that is 15-20°F above the maximum allowable temperature at the sari of che charge, tend to reduce the battery voltage on charge pemnitting higher current flow fiom the charger and further raising the cell temperatures. Banery temperarure at the end of charge should not exceed 110°F. To assure this, batteries should not be put on charge above 90°F. €. Should excessive battery temperature occur with some frequency, comact the batiery service center for an 3-8 analysis of its cause and charger output adjustment if necessary. Check to make sure battery is not being charged ‘more than once per day. When the battery reaches full charge, the charge should be stopped. No amount of ‘overcharging can increase battery capacity, 34124 When charging batteries while they are in the Vehicle, assure proper ventilation and follow the manufac turer instructions, Open the batiery cover if so equipped, as well as the battery compartment cover of the vehicle ‘Not following these recommendations can cause gaspock- ets to remain nthe vehicle orbattery giving rise to possible explosions when the vehicle is put into use. 3-125 Exum care spent in proper charging is effort well ‘worth tin wouble fre batery performance, reduced main tenance and long batteny life. 34126 Equalizing Charge. it is necessary that battery ‘be brougbe to a state of full charge in order to avoid excess sulphation, yet appreciable overcharge must also be avoided. To accomplish ths it is common practice to stop daily or other frequent recharges whea the battery is nomi- rally but not completely recharged, and then give a peri- codig "equalizing charge." This is simply a continuation of ‘regular charge until acomplete state of charge is atained. In theory such a charge should be continued until succes- sive readings of gravity and voltage show no increase over a period of several hours. In practice, itis usually done by continuing the charge an additional 3 hours. 3.12.7 The frequency of these equalizing charges varies ‘with the service application, a. In heavy battery use it should be once a week, Heavy use is defined as follows: 1. Depth of discharge is at 80% capacity and occasionally over 80%, and/or 2 Bauery coming off discharge at 100°F or occasionally above 125°. b. Medium depth of discharge (60%) equalize Dimeekdy, & Light depth of discharge (50% or less) equalize ‘monthly.3:13 MAINTENANCE & RECORDS 34134 Specific records should be maintained for each ‘battery in your fleet. These records will provide a means of fdentifying baneries which may need repair adjustment, ‘charger problem or which have reached the ead of their ‘useful life, 3432 Where more than several batteries are in use, cach one should be identified with a permanent number assigned when received. That cumber should be plainly painted or samped on the battery. Ifa large aumber of ‘ateres is involved including several sizes or types, vari ous groups can be given prefixes or suffixes to identify size, voltage or shift 313.3 Afer each battery is received and equalized, record the corrected specific gravity of each cell. This ‘serves as a reference for the comparison of later readings. 3:14. DETERMINATION OF CAPACITY, 341 A battery's capacity will, of course, decrease toward the end of its life. Assuming no specific cause of ‘rouble, this will bea gradual decrease and ample weming of Limiting capacity wil be evidert by the slowing of the ‘muck or other vebicle toward the end of the day's work. 3-14.2 A battery is wsually considered to be at the end of ite usefulness whenits capacity decreases below 80% of 3:15 TROUBLESHOOTING (Gee the troubleshooting guide in the Operator's Man- val) 3.134 In a new application, the depth of discharge should be checked for several weeks to determine whether itis withina safe range. Thisis dove by reading the specific ‘gravity of a particular cell (or cels) at the beginning and end of the discharge. This daily discharge should no: ex ceed 80%, If final corrected specific gravity is below 80% there is a problem. Call your vehicle dealer. The "pilot cell)" used for such purposes should be changed at monthly intervals, as frequent hydrometer readings may noticeably reduce thei specific gravity through inadvertent losses. mended once the duty cycle and depth of discharge meet the cuiteia contained herein. Whea a gravity reading indi- cates an imegulerity, more frequeat readings can be initi- sted. The final determination for frequency of hydrometer readings should depend on your past experience. nomnal rating. However, itcan sometimes be transferred 10 2 smaller job and thus give additional life and service. 3143 Since the average motive power battery passes a “est” every day by performing its regular work, itis sel dom necessary to conduct a formal test of its capacity. ‘Also, most users 60 not have the facilities ta do this com- veniently or accurately.3:16 WATERING 3416.1 Use only approved water. That is 1) distilled ‘water, or 2) de~mineralized water, oF3) local water that has ‘been approved for use in batteries. Never add acid, come rmercial additives or other foreign material to the battery. ‘Addition of acid, commercial edditives or foreign material ‘may void your waranty. 3-162 If there is some doubt as to whether the water being used is suitable for use in lead-acid storage batteries, an analysis should be obtained from a qualified laboratory, otherwise distilled or deionized water should be used. 316.3 The following tble shows the maximum allow- “Table 5 - Water Impurity Chant Maximum Allowable limits Parts Per Requirements Milion (P.P.M) Total Solids* j sno Fixed Solids" | 200.00 | Organic and Volatiles | 1500 | fron 40 | Chloride Jeseeeees gece ‘Ammonium (NH4) | 5.0 Nitrtes (NO2) | 10.9 Nites (N03) | 40.0 | Manganese 0.07 Calcium and Magnesium 40.0 ASTM Spec, D-1888-67 Method A or equal 3.16.4 Water should only be added to the battery when it is near the end of charge and gassing, or as close as ‘possible to the end of charge time. This assures thet over flow of the electrolyte (Sooding) will never occur. When watering near or at the end of charge, sufficient water should be added to bring the level of the electrolyte be- ‘ween its upper limits, See Figure 3-4 fo: details. 34165 It is often inconvenient or impossible to be pre- ‘sent at the end of charge to perform watering. In this case, itis recommended that the battery be watered as soon as possible after the termination of charging. Levels wll sil >be near the maxirmum and the danger of over- or underwae tering is minimized, Fill to the lower limit. 316.6 In Motive Power Service the real need to add ‘water may vary from weekly to quarerty depending on applicaion, battery temperature, and battery design. To extend this interval tothe maximum period possible follow these steps: a. Adjust cell Aller to Al to maximum possible height, 'b, Water while batery is on charge and gassing, Do not add water until tops of plates are visible, @ Once 2 repetitive routine is established water ‘your battery at chat imerval. 316.7 Should the battery start to use excessive water {ook for any of the following problems: charger not shut- ‘ting off automaticaly, charging rate exceeds rate onbattery nameplate, one cell shorted or weakened. A.cauTIon AVOID OVERFILLING AS IT WILL CAUSE OVERFLOW (FLOODING) OF ELECTRO- LYTE RESULTING IN LOSS OF ELECTRO- LYTE, TRAY CORROSION, GROUND PATHS, AND LOSS OF CAPACITY OR WORKING ABILITY. HIGH LEVEL BOTTOM OF Figure 34 Sketch showing permissible high and low limits of electrolyte level. High level marker indicates, proper level immediately after charging. Low level marker indicates immediately after charging watering is required. 3403:17 CLEANING 3-171 Check the battery for cleanliness at regular inter- vals, When necessary, dust or other materal which has acourmlated shouldbe removed by cleming the battery. 3-172 Elecuolyte spilled on the battery cell covers, ‘ways or battery compartment, never dries or evaporates, It ‘causes grounds and corrodes any metal parts. 3-173 To both clean and neutralize your battery use a pre-mixed cleaning solution or bicarbonate of soda and ‘water (1.0 LbJ1.0 gal) any time you see electrolyte om the battery top. QMAKE SURE VENT PLUGS ARE IN PLACE WHEN CLEANING OR NEUTRALIZING, YOUR BATTERY.) 3-174 Tfany corrosion exists on metal prt ofthe tray for compartment, clean as above and repaint with acid-re- sistant paint 3:18 ADJUSTING SPECIFIC GRAVITY. 3-181 Acid or elecuolyte should never be added 10 a cell without first making sure that charging wll ot restore the gravity to normal values, Therefore a cel! or a battery should first be given a thorough equalizing charge. See Section 3-12.6, The equalizing charge should be contimed until the specific gravity, when read every hour, sbows no funher rise, and then for three more hours. Never make a ‘graviry adjustment on cell which does not gos frely on charge 3.18.2 Ifafterthe equalizing charge, the specific gravity (corrected for temperature) of any cells is lower than the ‘normal gravity shown on the nameplate or in the instmuc- tion book, the specific gravity of the low cells should be adjusted to norma! in the following manner. ‘a, Put battery on charge again at the finish rate, so as to have the cells gassing for thorough mixing, Make sore all cells are gassing before suring a gnvity adjusoment, b. Cells with a low reading should have electrolyte drawn off down to the splash cover, Replace slowly with electrolyte of 1.400 specific gravity. NEVER USE ACID OF HIGHER SPECIFIC GRAVITY THAN 1.400, Pour acid in slowly, © Wait 20 mimutss for the added electrolyte to become thoroughly mixed by the gassing charge and then read the specific gravities, If the gravity of any cell 34175 _ For large installations a *washstand” should be provided with water hose and adequate drainage. It should include a container for the cleaner, brushes, 2. 3-17.6 Washing is recommended at least twice yearly. ‘A clean battery is an indication of good maintenance and increases battery life, 3.17.7 Be sure to keep vent plugs in place and tight at all times, 10 avoid loss of electrolyte due to gassing or spillage. The gas-escape holes in the vent plugs should be examined to see that they are not clogged with dir. Wash all veo plugs yearly oras needed by immersing ina bucket of water and wiping clean. js still below normal repeat the process. Repeat as many times a5 necessary to restore gravity to nommal. When ‘gravity bas appareatly been adjusted to within the proper imits, contime the charge at the finishing rate for an addtional hour for thorough mixing of the electrolyte, 318.3 Ifthe comected specific gravity of any cells is hnigherthan normal proceed as follows: a As the battery charges, withdraw from the cell a small amount of the electrolyte and replace with water, repeating at 20-minute intervals, if necessary, until the desired reading is obtained. b. On completion of the gravity adjustment, record the volizge of all cells while still on change at the finishing ate, and then stop the charge, About 20 minutes after stopping the charge, record the gravity of all cells and the electrolyte temperature of atleast two ot tines cells, 34184 NOTE: Specific gravity changes with tempera ture. Normal values are at 77°F. This should be kept in smind when reading specific gravity and proper correction should be made to judge normal values. For each 3° above 77°F ADD .001 to the measured Sp. Gr. For each 3° below ‘TPF SUBTRACT .001,3:19 STORAGE OF BATTERIES 3419.1 Batteries should be stored in a clean, cool, dry and well-ventilated location away from radiators or beating, ducts, etc, and protected from exposure to direct sunlight. 3419.2 Before storing, itis necessary that the battery be fully charged and the electrolyte at the proper level. Dis- ‘connect leads or cable connections to prevent use or possi- 3-20 RECYCLING LOCATIONS ‘ble loss of charge during prolonged storage petiod. Do not remove electrolyte or dismante the battery. 3.19.3 fstomge temperate is 80°F. or higher, check ‘gravity at least monthly, if 50°F, or lower, every two ‘months, Whenever gravity falls to about 1.240 or below, give equalizing charge as in Section 3-12, and also before retuming to service. District City Phone Boston Hollis, NH 603-886-5900 Syracuse, NY 305-437-1789 Reading/Philadelphia Reading, PA 215-921-4480 Warminster, PA 215-443-0912 Pitsburgh, PA 412-788-1613, Glen Bumie, MD 410-768-5585 Cincinnati Cincinnati, OH 5138513838 Cleveland, O 216-241-6251 Columbus, OH 800-582-1363 Adama Norcross, GA 404-446-8663 Birmingham, AL 205-591-0606 Chicago Coumyside, 1 708-352-3665 Peoria, TL 309-699-3900 Detroit Aubum Fils, MI 313-852-1500 Grand Rapids, MI 616-531-1120 Los Angeles City Of Industry, CA 818-333-3060 Sen Francisco Hayward, CA 510-887-8080 Seattle, WA. 206-575-3090 Dallas Dallas, TX 214-869-1855 ‘Memphis, TN 901-365-6944 Houston, TX 713-690-8700 7 San Antonio, TX 312-661-5497 Kansas City Kansas City, MO 816-231-1414 Omaha, NE 412-592-1760 Roseville, MN 612-631-2150 3423:.21_BATTERY SPECIFICATIONS Battery Type Votts ‘Amp Hours © KWH Each Nominal Size Hours of (Max) Usage 24-8545 “8 585 28.56 2536523" 6.00 2480-15 48 620 30.24 2era8%23" 6.25 2ATSAT 48 600 28.20 arxaoxes" 6.25 24-85-17 48 680 22.84 2raexZ3" 6.50 24-80-47 48 720 34.56 278823" 6.75 24-9547" 48 760 3648 2rrassas" 7.00 2410017" 48 200 38.40 arava" 7.25 2h 1047 48 280 42.24 arxag%2e" 7.50 1. Dealer will select battery size based on the application, 2. Battery will be installed in a single lift-out tay (right side OHG notch). 3. The lift-out tray is large enough to hold the largest batey listed. ‘Tray is approximately 27-1/2" x 39-1/2" x 23° (ciear inside)" 4, Smaller batteries will be blocked down in the tray with wood. 5. Usage hours wil vary with load weight, number of lift cycles, lift height, and travel distance. 6. Minimum combined battery weight is 2,750 Ibs, ~ Maximum weight is 3,000 Tbs. 7. Oxder battery with SB350 Blue Comnector, Exit B; 36" leads; without cover. Battery size cannot exceed 23" overall height including lifting tabs, terminals or cable clearance. (CO) * High specific gravity bantery.(>) [RANSMISSION INSTALLATION, AND MAINTENANCE 4 4:1 SAFETY REMARKS 41.1 Unauthorized conversions and modifications may affect the safety of the transmission and are not permitted, 4+L2 Maintenance may only be cartied out by autbor 41.3 Detergents may not come into contact with the sicin, they must not be swallowed and their vapors must not be inhaled. Always use protective gloves and gogeles. fa detergent has been swallowed inadvertently, cal medical belp immediately, Pertinent instructions of the mamuiac- turer should be duly noted. 4.2 TRANSMISSION IDENTIFICATION 414 Detergents and transmission uid must not be ischarged int the drains, 4-15 Wheels shouldbe blocked before stating work on the installed or assembled transmission. 4-16 The current source feeding the motor must be disconnected either at the terminals or by switch before starting eny work on the installed transmission (such as, oi! change) or its mounted parts, 41.7 The Jocal regulations for safery and accident pre~ ‘vention should be noted. Typa of transmission Serial number of the BID 1 AG [O98 SAA Figure 41 Transmission Identification a44:3_REMOVAL AND REPLACEMENT. 431 PUSH THE EMERGENCY DISCONNECT AND DISCONNECT THE BATTERY CONNECTOR. 43.2 Remove the battery and the battery base to gain ‘access to the motor area. 4-33 Remove the cotter pin for the service brake lever and large washer so that the service brake lever can be pulled off its pivot shaft (part of brake base). (See Figures 4-2) Loosen the service brake cable jam nut so the entire assembly is free to move. 434 DO NOT ATTEMPT TO REMOVE THE BRAKE LINES OR MOTOR CABLES. THERE IS A MUCH QUICKER AND SAFER METHOD! 4-3. Jack the whee! off the floor and block securely, so that the wheel Ingmuts can be removed. (See Figure 4-3.) 43.6 Slide the service brake lever off the shaft, (See Figure 44,) This allows you more space to slide the motor over and to slide the gear unit outward in the following, steps. This will require loosening the jam nut on the pack Drake line also.Figure 4-S Pall Motor Inward £37 Remove the motor bolts but LEAVE THE MO- ‘TOR WIRES CONNECTED. The motor can be separated from the gear unit without discomecting the motor leads. Pull the motor inward just far enough to slip off the o-ring seal without damage. Units will leak oil into the motor if the o-ring is damaged. This could cause motor bumow, ‘When reassembling use, an approved o-ting seal grease on this o-ring. (ee Figure 45.) 43.8 Remove the short bolts from the gear housing. ‘The longer gear mounting bolts willbe used a5 "HANGER BOLTS" wo allow you to slide the gear unit outward three inches, THIS IS A CRITICAL STEP IN SAVING TIME ON ASSEMBLY AND DISASSEMBLY. (See Figure +6.) 43.9 Remove one longbolt ata time and insert into the hole where the shor: bolt was. Screw in 3-4 threads, Use two hanger bolts. Slide the unit out three inches on the ‘hanger bolts. 43.10 Looking behind the gear box, locate the BRAKE LEVER and the E-clip split locking ring that hoids the BRAKELEVER pin in. Remove the lock ring and separate the brake lever ftom the gear unit (See Figure 4-7 and 48) Figure 48 Brake Lever LL 4343.11__DO NOT REMOVE THE BRAKE LINE OR CABLE FROM THE BRAKE LEVER ASSEMBLY. The BRAKE LEVER pin may fall om of the gear unit, This pin will be needed on the replacement gear tit, Remove the BRAKE LEVER from the new gear unit and replace with the BRAKE LEVER from the old gear unit. (See Figure +9) 43.12 Use two long bolts and blocks to install the new ‘gear unit as shown in Figure 4-10, Pur silicon based o-ing ‘grease on the o-ring. 43.13 After the gear unit is in place on the "hanger bolts” assemble the brake lever. Make sure that the plunger pin is inscried into the gear unit face plate. (See Figure +10.) 43.14 Insert the brake lever pin and secure with an E-clip split locking ring. The gear unit is then pushed {inward until it closes the gap between the gear unit face and the Bendi frame, 43.15 Check the motor housing o-ring for damage and replace if necessary. Inspect the motor housing hole and ‘bearing outer race for proper scalant grease. Use lockite or other high temperature sealant to insure that no transitis- sion fluid can leak through the housing bearing surfaces. Gee Figure #11.) Sticone Grease (Onting here ‘Add small amount of Loctite #2 (red) ‘along bearing outer race and flange of motor. Figure 4-11 Preperation of Motor\, «16 Grease the o-ring with an approved silicone o- ‘og grease. Carefully slide the motor into the gear ust by ‘isting and pushing the two units together, Fasten the gear unit to the motor and then insert the proper bolts into the frame starting with the shor bolts Sst 43.17 Use redlocktite or other approved thread locking compound to insure the bolts do ot loosen up with ex- ‘tended use, Torque Ing nuts to 103 FLIb. (See Figure 4 12.) 4-4 DESCRIPTION 4-41 The uansmission is a helical and planctary gear transmission unit with an integrated, hydraulically and mechanically actuated brake, (oS, 42. The transmission has been conceived as a double rive and is used predominantly with frontdriven indus- twial trucks provided with single or double tires. 44.3 The gearunitis driven by a horizontally mounted lectric motor, 4-44 The gear unit consists of two assembly groups: a. Helical gear transmission with connection for electric motor and variable helical gear step. . Basic transmission with planetary step, gear shaft and integrated brake, 44.5, The transmission ratio canbe selected within wide | ranges via the belical gear step. The connection berween the helical gear transmission and the planetary gear step is ‘ensured by the sun gear shaft. The driving power is tans- mitted from the sun gear shaft to the gear shaft by means of three planetary gears. The transmission ratio of the plane- tary gearstep cannot be changed. 44.6 Transmission sewp for HFS 500 (See Figure 4 23) Figure 4-12 Final Assembly 4. Transmission housing (tem 1) with fiuid filling and fuid dining plugs (according to mounting position) (Item 2) and venting valve (em 3) 'b. Gear shaft with rim connection (Item 4) Helical gear unit with drive pinion (item 5), helical and sun gear tem 6) 4 Planetary gear unit with three planetary gears (tem 7) and planetaxy carrier (em 8) @ Broke lever (hydraulic and mechanical operation) (item 9) f, Brake disks (lem 10) 44.7 Transmission setup for HFS 502 (See Figure 4 14) Transmission housing (Item 1) with fluid filling and fiuid draining plugs (eccording to mounting position) (Item 2) and breather (item 3) ‘b, Wheel shaft with rim connection (Item 4) Helical gear (Item 5) with drive pinion (item 6), ‘fiction disk carrier (Item 7) : i Planetary gear unit with three planetary gears (tem 8), planetary cartier (tem 9), and intemal gear tem 10) e Broke lever (hydraulic and mechanical operation) (Item 11), friction and steel disks (Item 12)46 Figure 4-14 Part Identification for HFS 5025 INSTALLATION 45.1 Mounting the motor to the transmission a Motors which have not been supplied by ‘Translift must be reworked according to Figure 4-15; i. the A-bearing shield must be provided with two recesses. The reworked area should be coated with an anticorrosion agent. b. Before mounting, clean the mating surfaces on ‘the transmission and the eleciric motor carefully (such as, with LOCTITE No. 706) and check for damage. Remove slight damage with an ofl stone. c Axial run-out of the motor mating surface relative to the motor shaft must also be checked. Axial ‘run-out not to exceed 0.04 mm, AAWARNING DETERGENTS MUST NOT COME INTO CONTACT WITH THE SKIN, THEY MUST NOT BE SWALLOWED AND THEIR VA- PORS MUST NOT BE INHALED. AL- WAYS USE PROTECTIVE GLOVES AND GOGGLES. IF A DETERGENT HAS BEEN SWALLOWED, CALL MEDICAL HELP IMMEDIATELY. An axial rm-out 0,04 mm has a negative effect, on the noise behavior and the loadzbility and service life of the helicel gear step. mm deep 140-10 mm ‘Figure 4-18 Motor Mount Dimensions 47482 Mounting the motor to the transmission ‘% Clean motor shaft (tem 1) and taper bore of dive pinion (Item 2) carefully (e.g. with LOCTITE No. 706). b. Put 40 x 60 x 2mm steel spacer (tem 7) on against bearing. Tap 25 x 62 x 7mm seal (Item 6) into ‘lange cavity until it rests on the steel spacer. & Series C motors have the seal (Item 6) already installed and do not require the 40 x 60 x 2mm steel spacer (Item 7). AcaAUTION THE TAPER CONNECTION MUST BE FREE OF GREASE AND OIL. Insert woodruff key (ltem 3) into motor shaft and push drive pinion (tem 2) om, @ Screw a new stopping mut (item 4) on and tighten with the special awiliary tool. Tightening torque: 40 fulb. Coat o-ring (item 5) slightly with o-ring grease and push it onto centering seat of motor. g Place motor carefully on the transmission and join the gearings of motor pinion and ‘helical gear carefully AXCAUTION DO NOT BUMP THE DRIVE PINION AGAINST THE HELICAL GEAR WHILE INSTALLING THE MOTOR. THIS CAN CAUSE KNOCKING NOISE. WHEN JOINING THE GEARINGS, TURN THE MOTOR SHAFT CAREFULLY UN- TIL THE DRIVE PINION ENGAGES INTO ‘THE GEARING OF THE HELICAL GEAR. b. Turn motor so that bore pattem of transmission coincides with that of motor. i. Screw motor and tansmission together with ‘tree hexagon screws (Item 1 and 2). ‘Tightening torque: 17 ft. 48 EXISTING LOCK RING| Figure 4-18 Mounting Motor(>, +3 Mounting the motor transmission unit to the vebi- 1 Check the frame surface for damage and cle frame imegularities. The maximum admissible irregularity in eS enomn coma O10 me 454 Fitting angle c. Screw the drive unit with 7 bexagon screws M14 a. The drive unit should be installed in the range of and shims to the vehicle frame. ‘35°-55° with reference to the horizontal position of the ‘Tightening torque of screws: 100 ftIb. vehicle frame. AcAuTION A DEVIATION FROM THIS RANGE IS PERMITTED BUT THE TRANSMISSION MUST CONTAIN 0.35 LITER AUTOMAT- IC TRANSMISSION FLUID. max. motor dia. 225mm eeatinniees ‘Figure 4-18 Mounting to Vebicle Frame 4345S Mounting the wheel b. Clean mating surfaces : heel shaft and whee! a, Wheels are centered and secured as follows: ‘thoroughly (using, LOCTITE 706) and check for 1. = with pneumatio/CSE whecls by means of S28" spherical collar nats Line up the bore patter; she im with the bolts 2. = with Vulkollan wheels by mean of the of the wheel shaft; then push th: veel on. eS OS Seow the wheel witi cherical collar nuts or collar nus with spring washers ‘at collar mts and spring was? ‘Tightening torque: 103 ft Figure 4-19 Mounting the Wheel 4-10$6 Connecting the brake b. When placing the hydraulic lines, the bending . radii should be kept as large as possible to kecp a We recommend using a two-stage ouput pliner for the service brake. Te pedal smoke ean be "isanoe as smal as possible, Kept relatively small as compared to a single-sage 4 55 Gy, geass oilinder, Tice comecting Mita are provided for cnaacTi pate ete lam 9 ewe iy ie feline ert hreT “Tightening torque 37 Ub. . Check and maintain the installation dimensions 45.7. Connecting the hydraulic brake system. according to Figure 4-20 when the installation has been Comnect the bleeder valve (Item 1) to the top —‘iished. threaded port and the brake line (aydraulic line) Cem 2) e When placing the brake cable, the bending radii to the bottom threaded port according to the assembly should be kept as large as possible to keep resistance as position, (Figure 4-20.) small as possible. ‘Tightening torque: 37 1b. Actuating stroke for the hand brake cable © inthe operating condition ©) limi of wear All dimensions in mm, ‘Figure 4-20 Connecting the Brake 414-6 COMMISSIONING 46.1 Fitting angle (See Figure 4-18) a The fitting angle influences strongly the quantity of Suid which can be filled into the transmission as well as the maintenance procedure. b. There are 4 oil filling and draining plugs (* ‘and "B*) in the housing. With a fitting angle in the range of 35°45" to the horizomal reference level of the vehicle frame, remove plug "B" for filling, 4. With a fining angle in the range of 45°-55° to the horizomal reference level of the vehicle frame, remove plug "A" for filling. fe. The fluid filing hole defines the ftuid level (overflow). f Remove the plug which is at lowest level for draining the fluid ACAUTION A DEVIATION FROM THIS RANGE IS PERMITTED BUT THE TRANSMISSION MUST CONTAIN 0.35 LITER AUTOMAT- IC TRANSMISSION FLUID. AWWARNING INCLINE THE VEHICLE EQUIVALENT TO THE DEVIATION FROM THE PER- MISSIBLE RANGE ON A SLOPE OR THE LIKE. WHEELS MUST BE BLOCKED BEFORE STARTING WORK. 46.2 Replenishing with transmission fuid a. For reasons of safety, the trmsmissions sre shipped without Suid, AXCAUTION Fill with transmission fluid before com- missioning. b. Unscrew fluid filing plug (tem 1) with seal (hem 2). e Fill the transmission with ATF trnsmission ‘uid Fluid capacity is approximately 0.3$ liter (37 qt), ‘The accurate amount of fiuid is defined by the opening for the fluid fling plug. ACAUTION USE ATF TRANSMISSION FLUIDS ONLY, AS AUTHORIZED IN SECTION 4- 6. ATF TRANSMISSION FLUID MAY ONLY BE FILLED IN WITH THE GEAR UNIT ASSEMBLED ON THE FORKLIFT, OVERCHARGING MAY IMPAIR THE TIGHTNESS AND AFFECT THE OPER- ATING TEMPERATURE OF THE TRANS- MISSION. Use a hopper with a hose for easier filling, Max. outside diameter of hose to be 13 mm. The correct uid level and amount of fluid has been reached when the level can be seen atthe opening, When filling with fuid, make sure that no air bubbles are formed in the gear ‘unit, Turn the whee! shaft to remove them. Screw the fiuid filing plug (item 1) in with the seal ring (item 2). ‘Tightening torque: 16 fulb. {Wipe any excess fuid off with a dry rag. Figure 4-21 Filling with Transmission Fluid 41247_BRAKE ADJUSTMENT. 47.1 Masking the hydraulic bike ready for operation ‘a. The brake must be bled after replenishing with, ‘brake fluid. Refer to technical data on pages 4-11 and 412, b, Remove dust protector from bleeder valve and put on proper hose to collect escaping brake fluid in a vessel Apply pressure by operating the brake pedal. a. Open bleeder valve approx half a tum with a spanner and simultaneously press the brake pedal to bleed the system, AWWARNING DO NOT CONTAMINATE BRAKE DISC WITH BRAKE FLUID! & Do not drain broke fluid into the soil or the guiters. AXCAUTION DO NOT RELEASE THE BRAKE PEDAL BEFORE YOU HAVE CLOSED THE BLEEDER VALVE. f. Repeat this procedure until the brake fluid ‘escapes without bubbles. Check the brake fluid container {for suficient Suid and refill if necessary. g Remove hase and put on dust protector. 474 Handbrake adjustment ‘a. The handbrake is adjusted by turing the knob on the top of the handle, while the handbrake is in the released position (forward). >. Adjust the brake so that 20 to 25 Ib. of force is sequired to set the brake.48 TECHNICAL DATA 1. Transmission Drive output, max KW. 45 Wheel load, max (with max. effective tire 2,500 dia, of 220 mm) ‘Acceleration at the whee! Nm 4,820 Braking moment at the wheel Nm 4,700 Transmission ratio, min max. 136722 Weight without uid fing, approx. 9 235 Fluid amount, approx Titers 0.36 2. Transmission ratios Transmission type Version | __Ratloi | _Drivepinionzt | Hefical gear z2 HFS 500 on [teze | 20 93° HES 502 02 [zoo 2r 90 3. Ties Type of tire Designation DB-do mm | Loadabilty steering Rim size Vv tk kg Pneumatic 4Ox7-8 462/187-203 2.130 8.50F-10 ose 48x7-8 482/187-203 2130 se 200/60-40 454/195-2647 2470 ‘Valkottan aroxi2s-245 | 310/125-2465 2.500 : Vulkolan stoxtoo245 | 310/100-2465 2.200 solid tres | 1ex7-12-1/8" 457/178-208 2.280 L Solid tires | 14x8-12-1/8" 457/203-208 2.500 414Braking pressure | = at the pision 1 bar= 14 Nm wheel torque = in operation bar 80-100 |= nominal (max constant pressure) bar 120 ter | 145 ace. to SAE J 1703 or DOT 3 Volume in the brake cylinder oma 187 in operating concition + after reaching the may. wear ems 3.12 Tractive force for hand break (incl. the efficiency) = at the brake lever 100 N= 60 Nm wheel torque ‘Transmission Fluid (ATF) is prescribed for lubrication of the transmission, The following ATF prod- ‘us are authorized for use, (Do not use ATF in the hydraulic system. Do not mix Type F with Dexzon-I.) AGP ROTRA ATF DEXRON II ATF F SGE 86 ATF 3 FLUID ATF 66M FLUD AIF 33G BP AUTRAN ATF AUTRAN DX IE AUTRAN G AUTOMATIC FLUD DEA DEAFLUDD 1585 DEAFLUD 9226 DEAFLUID 9330 ELF TRANS-O-MATIC ARAL AVIA CHEVRON ELFMATIC G2 DEXRON 22329 ELFMATIC G2 DEXRON 22011 ELFMATICE ‘TYPE SUFFIK A ATF D - 21065 ATFD-21611 ESSO ‘TRANSMISSION ‘MOBIL PENNZOIL TEXACO TOTAL ATE D - 22079 PURFIMATIC FLUID DEXRON II D - 22233 PURFIMATIC 336 ATF 200 ATE 210 ATF 220 ‘TYPEF ATF DONAK TM ATF DEXRON II D - 21666 DONAX TG PLUS D - 22543 DONAX TG D - 21126 DONAX TF ‘TEXAMATIC FLUID 1585 TEXAMATIC FLUID 9226 TTEXAMATIC FLUID 9330 FLUIDE CC WINTERSHALL ATF 2543 A. ‘ATF DEXRON ATE 33 F 41549 INSTALLATION DRAWING & 8 5 & = =| 238.5 (18x7-8) 253 (200/50-10) Figure 4-23 Installation Drawing for HFS 500 Breather g Flat collar nut MI4xl.5 (5x)+spring rings Motor leagth th. Spherical collar mit M14x1.5 (5x) Wheel tire 18x7x12-1/8" Cushion i. Motor diameter max. 225 mm ‘Wheel tire 18x8x12-1/8" Cushion J. Motor diameter 210 mm ‘Wheel tire 200/50-19 Supercushion k Motor diameter 178 mm ‘Wheel tire 18x7-8 1. Motor securing screws MBx45 (Ix)253.4 BREATHER i E-MOTOR 2225 max. O15 ,-E-MOTOR: 7) .2210 E-MOTOR ot7B a DIMENSION FOR SPARING MOTO A-SHIELD cL Mgs 135Nim ASSEMBLY SCREW FOR GEAR UNIT | | 263.5 (18x74 258 (200/50-10) Figure 4-24 Installation Drawing for HES 502 4417Figure 4-25 Installation Drawing for HFS 500 and 502 & Connection hydraulic brake system and bleeder valve Ml0xl t. Magnetic fluid ‘filling/fluid level plug ot m. Woodruff key 6:9 rm. Stopping mut GUK M20x1 0. Motor screws M8x70 (2x) pees oO magnetic fluid draining plug Beene uu. These dimensions also apply to the brake cable q. Screws to bolt transmission to vebicle fame connection is vy. Dimension at the wearing limit ®, Handbrake cable connection M10x1 aaa : ww. Dimension in operating condition LSS 418MASTER CYLINDER MAINTENANCE 5 $:1_MASTER CYLINDER DISASSEMBLY. NOTE: Most repair kits include a check valve (14) spring (13) and seat (15), but not all power eyl- inders use them. Notice what type cylinder you have and use these parts only if your cylinder used them in the first place. S-L1 Place cylinder in a vise, end plug (16) up, in a ‘vertical position, (See Figure 5-1.) S:12 Remove end plug (16) with appropriate size ‘wrench, Several parts should follow end plug as itis re- moved due to preload on return spring (9). NOTE: End plug is under spring preload. 5-13 Remove check valve spring (13), check valve (14) ‘and check valve seat (15). (See note above). 5-14 Retainer (12) should follow end plug (16) as itis removed, Remove seal (17), o-ring (18), retainer (10) and. seat (1) from retainer (12). NOTE: O-ring (18) may stay in housing bore. 5-15 Remove spring (9) from housing bore, 5-6 Remove remaining imemal pants by pressing at pash od end with 2 wooden dowel. 5+1.7 Depress piston (8) and remove snap ring (7) from. piston (1), Remove spring (3) and retainer (5) from piston ao. S18 Remove cup (6) from piston (8) and cups (2 & 4) from piston (1). NOTE: When removing cups, be careful not 10 seraich or mar pistons or cup glands. 5-19 Remove filler plug (23) and gasket (24) from housing (20). S:LI0 Soe Relief Valve Section for relief valve disas- sembly procedure. 5-11 Clean cylinder bore and all parts thoroughly in clean system fuid, Figure §-1 Master Cylinder Assembly5-2__ MASTER CYLINDER ASSEMBLY. Accaution BE SURE TO LUBRICATE RUBBER COM- PONENTS FROM REPAIR KIT WITH CLEAN SYSTEM BRAKE FLUID BEFORE ASSEMBLING. $21 Install new gasket (24) and filler plug (23) in housing (20). 52.2 Install new cups @ & 4) onpiston (1) and new cup (6) on piston (8). Note direction of cups. NOTE: Be care ful not to scratch or mar pistons or cup glands. 5-23 Install spring (3) into piston (1). Place retainer (5) over end of spring (3). 5-24 Carefully insest cupped end of piston (8) into piston (1). Depress piston (8) and install new snap ring (7). 5-25 Carefully insert piston (1) into housing bore. ‘Note: direction of piston assemb! 5:3 RELIEF VALVE DISASSEMBLY NOTE: Some repair kits do not include a relief valve. Where not, we recommend the procurement and installation of proper relief valve. $3.1 Remove filler plug (22) and gasket 2). $3.2 Remove relief valve assembly (19) by tuming it counter clockwise (a special MICO Relief Valve Toot, 02-720-001, is available). The relief valve housing is slot- $:4_RELJEF VALVE ASSEMBLY S41 Insert new aluminum washer in reservoir at relief ‘valve port $4.2 Insert relief valve assembly (19) into power cyline er. Tighten relief valve using the slots ontop edge of lief valve housing only. Torque 15-20 Ibs, $2.6 Install spring (9) imo housing bore. Spring should ‘it around piston (1). 5-27 Install new o-ting (18) into pocket of housing bor. 5.2.8 Install new seat (11), new retainer (10) and new ‘seal (17) on retainer (12), Tighten retainer (10) securely. Position etainer (12) on spring (9). Note direction of ro- ‘sine assembly. 5-29 Assemble check valve spring (13), check valve (14) and check valve seat (15) in correct order between retainer (12) and end plug (16). (See last note), 52.10 Carefully guide retainer (12) into housing bore ‘and start end plug (16) threads by hand. ‘S-2,11 Tighten end plug (16) 0 approximately 50 - 80 fs. 5-212 See Relief Valve Section for relief valve assem- bly procedure. ted onthe top edge -use these slots ONLY when removing or inserting relief valve, NOTE: If relief valve will not move, position tool on relief valve, rap sharply with hammer, then turn valve out. 5:33 Afterremoving relief valve assembly check to see if the aluminum washer is stuck in the reservoir at relic ‘valve port If stuck - remove. 5-43 _ Install new gasket (21) and filler plug (22). NOTE: Do not tamper with factory setting on re- lief valve. Adjusting screwr is staked.ELECTRICAL MOTOR MAINTENANCE 6 6-1_INTRODUCTION A good planned maintenance program will save many bows of furure "down time" on a piece of equip- rent, Maintenance schedules should consist of periodic 6-2_EXTERNAL MOTOR INSPECTION 62.1 Routine motor inspection should inctude the fo]- lowing: a Check for clean, tight terminal smis and ‘mounting bos. b._ Cooling holes must be kept free of any debris or resiction which would prevent proper airflow and hamper cooling. 6-3__ BRUSH AND COMMUTATOR 63.1 The most important part of any planned mainte- nance schedule is brash and commutator inspection. By recognizing undesirable commutator and/or brush condi- tions, corrective action cam be taken before a major compo- nent is damaged beyond serviceability. 6-32 Brush and commutator inspection can usually be accomplished by removing the cover band (if so equipped) from the commutator end of the motor, The brushes and. commutator should be inspected for even wear and good communication. 63.3 Good communication will be indicated by 2 dark brownish, polished commutator and an evenly polished brush wearing surface. 63.4 lf the commutator appears rough, pitted, scored or 1s signs of buming or heavy arcing between the comm- {ator bars, the motor should be removed for servicing. 63.5 For a detailed inspection of the commutator the motor should be disassembled. With the armature sup- ported on both bearing journals, check runout of commu- tator with a dial gage. Total indicated nin-out should not ‘exceed ,003 inch or 001 inch bar to bar. Ifthe readings fall outside this limit, commutator must be turned and reunder- cut. After the commutator has been undercut, the armature routine inspections of motors, battery and wiring cir city Intermal and extemal spline drives must be periodically tubriceted, @ Check for any sign of oil leaks. Make visual inspection of brush and commutation area. Headband stiould be removed for clear, proper viewing. should be placed in lathe and the commutator lightly sanded with No, 0 sandpaper. This will remove any burrs left from the undercutting operation. Clean commutator ‘with dry compressed air and recheck commutator run-out. 63.6 Brushes should be inspected for uneven wear and signs of overeating such as discolored brush shunts and ‘brush springs. Check the brush holders for physical dam- ‘age and make sure they are not loose on the end head or the brush holder plate, Check the brush springs for correct ligament on the brush. A brush spring that does not apply equal pressure on the center of the brush will cause the ‘pmsh to wear unevenly. Check for correct clearance and freedom of brush movement in the holder. If any of the ‘proshes are wor tothe point that replacement is necessary, ‘the complete brush set should be replaced. Do not replace Justone ortwn bmshes, 63.7 Do not substitute brushes, The brushes are matched to the motor type and application, to provide the best service, Substituting brushes of the wrong grade can ‘cause commutator éamage or excessive brush Wear. 638 After the installation of new brushes, the motor should be operated at 12 Volt, ao load and brushes seated to the commutator with a dressing stone, TS 6-46-39 Stone dust must be blown out with dry com pressed ait, 63.10 Minimum commutator diameter before amature needs to be replaced is specified on test specification on age 6-6. 63.11 When brush service is required, lif brash spring over holding bracket before removing brush. See Figure 6-1, 6-4_ BEARINGS ‘SPRING POSIT FOR BRUSH REMOVAL ‘Figure 6-1 Removing Brush ‘Aficr the motor has been disassembled, itis recom- mended that new bearings are installed. Bearings may have been damaged during removal. Although the bear- 6-5 ARMATURE - ELECTRICAL CHECK 65.1 Before the armanue is reassembled into the mo- tor, the following test should be performed. 65.2 Check armanure for grounded circuits by placing one test lead of a Dielectric Breakdown Tester on the commutator and the other lead at the armature shaft. If the test ight. comes on, the armature is grounded. 6-53. Forshortcirenit comection, the armature i tested ona growler using a hacksaw plate to locate any shored, windings. 65.4 AC Hipot Tester Results a. Field to Frame = 1000 VAC b. Armature = 550 VAC ‘e Motor Overall Test = 550 VAC 4. No more than 5 MA leakage © Tester used was Slanghter Series 103. 6-2 ings may appear and feel good, the bearing races could bbe brinelled and fail within a relatively short period of service, Dialectic Tester Lead 1 Dielectric Tester Lead 2 Figure 6-2 Dialectric Breakdown Tester Hook-up" p &6_COMMUTATOR UNDERCUT GUIDE y MCA SEGMENTS. t_ 06"deep GOOD UNDERCUT me seguents cw seers BAD UNDERCUT Figure 63 Commutator Undereut Guide 6-7_METHOD OF CHECKING BRUSHES FOR PROPER TENSION 6-T.1 Place paper strip between brush face and commu ‘ators, 6-1.2 Hook Spring Scale as shown in Figure 6-t, 6-7.3 Pull spring scale on a line directly opposite the Tine of force exerted. When the paper stip begins to move freely, read spring tension on stale. IN DIRECTION OF ROTATION Figure 6-4 Checking for Proper Tension Spring Tension Chart AD.C, 35" Dia. Motor ‘New Brush: 3502. 1540 Grams ‘Wor Brust 3502. 980 Grams AD.C. 6.7" Dia. Motor ‘New Brush : 65 02. 1820 Grams 8.0" Dia. Motor Wom Brush: 40 OZ. 1120 Grams 9.0" Dia. Motor 6-:6-8 FRAME AND FIELD SERVICE RECOMMENDATION 68.1 Motors which have been disassembled for servic- ing should also be givena complete inspection of the frame and field assembly. 6-82 It is not uncommon that the frame and field of a motor becomes exceptionally diny after many hours of operation. This may result ina grounding condition dus to in, grease and other foreign materials. 68.3 In this case it is recommended to clean the com- plete frame and field ina cleaning solution of Safety-Kleen 105 washing solvent or an equivalent product! 68.4 After cleaning, the frame and field must be ove ‘cured for one bour at 300°F (148°C). 6-85 It is recommended to add a coat of WS-200 PT Geonge vamish for proper insulation protection, This is a class H water soluble vamish, A similar a-dry varnish may beused provided ithas a class H thermal specification. &9 BEARING INSTALLATIONS 69.1 Follow Figure 6-5 when installing a bearing into anend head or shaft 69.2 Always press agsinst the race that is absorbing the pressure, 69.3 Always use a new bearing when servicing a mo- tor. 69.4 After assembly, the motor should be tested per the ‘motor test specification on page 6-6. 6-95 Inthe event no dynamometer is available for test- ing, the motor should be tested against 2 NO LOAD POINT outlined on the specification. Aawarnine DO NO RUN MOTOR NO LOAD AT FULL MOTOR VOLTAGE. 68.6 fnew feld coils are installed the cross-over com- nection should be brazed fora good sound connection and ‘to prevent breakage due to vibration. 68.7 Wedo not commend soldered connections, 6-88 Motor terminals should be torqued to 140 in Ibs. 6-89 Pole pieces screws should be torqued to 250-300 inks 68.10 We do not recommend the use of a torch for the cross-over connection. Thy insulation of the field coils is easily damaged by this method. 6811 A high capacity resistance power unit with a plier-type handpiece may be used for brazing field connec- ‘ions, For example - American Beauty makes several units of tis type. PIPE-SAME SIZE AS INNER RACE SUSSNETES] Figure 6-5 Bearing Installation 6-4‘SECURE BRUSH SPRINGS (ON BRUSH BOX HOLDERS =H [= : ASSEMBLED VIEW oe (@) SCREWS, REMOVE DEH. & ARMATURE, ‘ASSEMBLY USING @) PRY BARS @ 100" APART. BETWEEN FRAME DEH. VENT FINS. PRY APART. REMOVE DRIVE END HEAD FROM ARMATURE USING 5.2 0R3 JAW PULLER PX Locate PULLER ON (CENTER IN SHAFT REVERSE PROCEDURE FOR ASSEMBLY Figure 6-6 Disassembly/Assembly Procedure 6-566 TRACTION MOTOR TEST SPECIFICATION Part No. 0033011 Voltage Max Amps, Tomue ‘Min. RPM = Max . RPM. 419 750 60 2625 3025 46.1 138.0 150 1995 2300 Armature Resistance at 75°F 0087 Ohms Between Bar ! and 15 Field Resistance at 75°F 0144 Ohms Series Total Motor Field Test Specification No load - 12Volt «= Amp Max. 20A _ RPMMin 1580 TECHNICAL SERVICE DATA 4 Heavy Duty Brosh holders, 4 Brush Assemblies, 4 Brush Springs ‘Maximum Brush length 130 Inches/ 33 mm ‘Minimum Brush Length 62 Tnches/ 16 mam. Brush Spring Tension New Brsh 65 OzJ 1820 Grams Wor Brsh 40 OzJ 1120 Grams $7 Bar Commutator Maximum Dia. New 2.92 Inches! 74 mm Minimum Dia. for reslotting 2.80 Inches! 71 mm Replacement Dia. 2.75 Inches! 70 mam (2) Bearings-double sealed and lubricated forthe lif ofthe bearing. High temperarue grease,POWER STEERING MOTOR TEST SPECIFICATION Part No. 0033012 Voltage Max Amps. ‘Tomas Min RPM = Max. RPM 726 165 20 2100 2400 28 429 80 1786 2054 Armature Resistance at 75°F 127 Ohms Between Bar 1 and 10 Field Resistance at 75°F 015 Ohms Series Total Motor Field Test Specification No load - y2Volt AmpMax. 69 REMMin, 840 24 Volt i 1306 TECHNICAL SERVICE DATA 4 Heavy Duty Brush holders, 4 Brush Assemblies, 4 Brush Springs ‘Maximom Brush length 1.30 Inches! 33 mm ‘Minimom Brush Length 62 Inches/ 16 mm. Brush Spring Tension New Brosh 65 Oz/ 1820 Grams Wom Brush 40 Oz/ 1120 Grams 37 Bar Commutator ‘Maximum Dia. New 2.92 Inches! 74 mum ‘Minimum Dia for resiotting 2.80 Inches! 71 mum Replacement Dia. 2.75 Inches! 70 mm (@) Besrings-double sealed and lubricated for the life of the bearing. High temperature grease ST, 6-76-8 LIFT MOTOR TEST SPECIFICATION Part No. 0033015 Voltage Max. Amps, Tomue ‘Min RPM = Max. RPM. 363 120 10 2120 2470 350 245 30 1450 1650 ‘Amature Resistance at 75°F (0067 Ohms Between Bar | and 10 Field Resistance at 75°F 013 Ohms Motor Field Test Specification No load = 24Volt Amp. Max 29 RPM Min. 3700 TECHNICAL SERVICE DATA 4 Heavy Daty Brush holders, 4 Brush Assemblies, 4 Brash Springs Maximum Brosh length 1.30 Inches! 33 mam Minimum Brush Length 62 Tnohes! 16 mum Brush Spring Tension New Brush 65 Or/ 1820 Grams Wor Brush 40 Oz 1120 Grams 37. Bar Commutator Maxinmam Dia. New 2.92 Inches! 74 rom, ‘Minimum Dia. for reslotting 2.80 Inches! 71 mm Replacemem Dis. 2.75 Inches! 70 mm (2) Bearings-double sealed and lubricated for the life of the bearing. ‘High temperame grease.HYDRAULIC POWER STEERING MOTOR 7 7:1_TOOLS AND MATERIALS REQUIRED FOR SERVICING JA1A Service Manual 7-12 Clean, petroleum-based solvent 713 Emery paper FLA Vise with soft jaws TLS Airpressure source 7L6 —Arborpress TAT Screw driver 7-48 Masking tape 719 Breaker bar 71.10 Torque wrencheft Ibs TA.11 Sockets: 1/2 or 9/16 inch thin wall, 1 inch 7412 Allen Sockets: 3/16, 38 inch 7AA33 Adjustable crescent wrench or hose fitting ‘wrenches 7-114 SIL-GLYDE (silicone) for assembly ofrings and paris. J-118 Special bearing mandrel, Fabricate if necessary, (Gee Figure 7-1.) 7.16. Feeler gage 005 inch (.13 mm) 3 igure 7-1 Special Bearing Mandrel 7e1.17 Blind hole bearing puller for 1.06 inch (26.9 ‘mmm and 1.62 inch (41.1 mm) diameter bearing/oushing. 741.18 Clean comosion resistant grease. NOTE: The available service seal kits include the ro ommended grease, A CAUTION MIXING GREASES THAT HAVE DIFFER- ENT BASES CAN BE DETRIMENTAL TO BEARING LIFE.‘Hydraulic Power Steering Motor Assembly“6 A 72.1 Before you disessemble the motor unit or any of its componems rad this entire manual. t provides impor- ‘ant information on pars and procedures you wil need to ‘know to service the motor. 7-22. Refer to page 7-1 for tools and other items re- ‘quired to service the motor and have them available. 7-23 Thoroughly clean off all outside dirt, especially from around firings and hose connections, before discom necting and removing the motor. Reinove rust or comesion ‘from coupling shaft. 7-24 Remove coupling sheft connections and hose fit- tings and immediately plug port holes and fui lines, 72.8 Remove the motor from system, drain it of fuid and take it to a clean work surface. 7-26 Clean and dry the motor before you start to disas- semble the unit. 7.2.7 As you disassemble the motor, clean all pars, except seals, in clean petroleum-based solvent, and blow them dry 7-28 Keep parts separate to avoid nicks and burs, 7-29 Discard all seals and seal rings as they are re ‘moved fromthe motor. Replace al seals, seal ings and any damaged or worn parts with gemuine Translift approved service parts | -2. PREPARATION BEFORE DISASSEMBLY A WARNING SINCE THEY ARE FLAMMABLE, BE EX- TREMELY CAREFUL WHEN USING ANY SOLVENT. EVEN A SMALL EXPLOSION OR FIRE COULD CAUSE INJURY OR DEATH. A WARNING WEAR EYE PROTECTION AND BE SURE TO COMPLY WITH OSHA OR OTHER MAXIMUM AIR PRESSURE REQUIREMENTS. A CAUTION NEVER STEAM OR HIGH PRESSURE WASH HYDRAULIC COMPONENTS. DO NOT FORCE OR ABUSE CLOSELY FIT- TED PARTS. 37-3_DISASSEMBLY AND INSPECTION 73.1 Place the motorina soft jawed viee, with coupling shaft (12) pointed down end the vise jaws clamping firmly om the sides of the housing (18) mounting lange or part bosses. Remove manifold port O-Rings (18A) if appicae ble. A WARNING IF THE MOTOR IS NOT FIRMLY HELD IN THE VISE, IT COULD BE DISLODGED DURING THE SERVICE PROCEDURES, CAUSING INJURY. 763.2 Scsibe an alignment mark down and across the ‘motor components from end cover (2) to housing (8) to facilitate reassembly orientation where required. Loosen ‘wo shuttle or relief valve plugs (21) for disassembly later if included in end cover. 3/16 or 3/8 inch allen wrench or 1 inch hex socket required. (See Figure 7-3.) 7-33. Remove the five special ring head bolts (1) using ‘an appropriate inch size socket. Inspect bolts for damaged threads, or scaling rings, under the bolt head. Replace damaged bolts, (See Figure 7-4.) 7-34 Remove end cover assembly (2) and seal ing (4). Discard seal ring. (See Figure 7-4) 7-35 _ Ifthe end cover (2) is equipppd with shuttle valve orzelief valve (24) components, remove the two previously loosened plugs (21) and o-tings (22). 73.6 The insert in the end cover (2) must not be re- moved as it is serviced as an integral par of the end cover, 14( \ 7.3.7 ‘Thoroughly wesh end cover (2) in proper solvent and blow dry. Inspect end cover for cracks and the bolt bead recesses for good bolt head sealing surfaces, Replace end cover as necessary. 73:8 A polished pattern (not scratcbes) on the cover from rotation of the commutator (5) is normal. Discolora- tion would indicate excess fluid temperamure, themel shock, or excess speed and requir system investigation for cause and close inspection of end cover, ‘commutator, manifold, and rotor set. 7-39 Remove commutator ring (6), (See Figure 746) Inspect commutator ting for eracks, or burs. 4-340 Remove commutator (5) and seal ring (). Re- move seal ring from commutator, using an airhose wo blow air ito ring groove until seal ring is lifted out and discard seal ring. Inspect commutator for cracks or buns, wear scoring, spalling or brinelling. If any of these concitions exist, replace commutator and commutator ring 2: 2 matched set (See Figure 7-7.) 7-3.11 Remove manifold (7) and inspect for cracks sur face scoring, brinelling or spalling. Replace manifold if ‘any of these conditions exist A polished pattem on the ground surfaces from commutator of rotor rotation is nor ral, Remove and discard the seal rings (4) that are on both sides of the manifold 7-312 The manifold is constructed of plates bonded together to form an integral component not subject 10 further disassembly for service, Compare configuration of oth sides of the manifold to ensure that same surface is reassembled against the rotor set, 73,13 Remove rotor set (8) and wearplate (9) together toreain the rotor set in ts assembled form, maintaining the same rotor vane (8C) to stator (8B) comtact surfaces. (See Figure 7-8.) The drive link (10) may come away from the coupling shaft (12) with tbe rotor set, and wearplate. You ray have to shift the rotor set onthe wearplate to work the dive link out of the rotor (8A) and wearplate. Inspect the 1To10r Set in its assembled form for nicks, scoring, or spall ing on-any surface and for broken or wom splines. If the rotor set component requires replacement, the complete rotor set must be replaced as it is @ matched set Inspect the ‘wearplate for cracks, brinelling, or scoring. Discard seal sing (4) tha is berween the rotor set and wearplate,7.3.14 The rotor set (8) components may become disas+ sembled during service procedures, Marking the surface of the rotor and stator that is facing up, with etching ink or ‘grease pencil before removal from motor will ensure cor- rect reassembly of rotor into stator and rotor set into motor. ‘Marking all rotor components and mating spline compo- nents for exact repositioning at assembly will ensure maxi- ‘mum wear life and performance of rotor set and moter. 7-315 _A polished pattem on the wear plate from rotor rotation is normal. 73.16 Place rotor set (8) and wear plate (9) on a flat surface and center rotor (BA) in stator (8B) such that two rotor lobes (180° apan) and a roller vane (8C) centerine ‘are on the same stator centerline. Check the rotor lobe 19 roller vane clearance with 2 feeler gage at this common centerline, IF there is more than .005 inches (0.13 mmm) of slearance, replace rotor set, (See Figure 7-9.) 73.17 Remove drive link (10) from coupling shaft, (2) if it was not removed with rotor set and wear plate. Inspect drive Tink for cracks and wom or damaged splines. No perceptible lash (play) should be noted between mating spline parts. (See Figure 7-10.) Remove and discard seal ting (4) from housing (18). 7-318 Check exposed portion of coupling shat (12) to be sure you have removed all signs of rust and corrosion which might prevent its withdrawal through the seal and bearing. Crocus cloth or fine emery paper may be used. Gee Figure 7-11) 78} -3.19 Remove coupling shaft (12), by pushing on the ‘ouput end of shaft (See Figure 7-12.) Inspect coupling ‘shaft bearing and seal surfaces for spalling, nicks, grooves, severe wear or corosion, and discoloration Inspect for damaged or wom internal and external splines. (See Fig- ‘ue 7-13,) Replace coupling shaft any ofthese conditions exist 73.20 Minor shaft wearin seal area is permissible. If ‘wear exceeds 020 inches (0.51 mm) diametrically, replace coupling shaft. 7-321 A slight "polish" is permissible inthe shatbear- ing areas. Anything more would require coupling shaft replacement. 73.22 discard. Remove seal ring (4) from housing (18) and 7.3.23 Remove thrust bearing (15) and thrust washer (14), Inspect for wear, beineling, comosion and a full complement of retained rolles. (See Figure 7-14) 73.24 Remove stal (16) and beck up washer (17) from housing (18). Discard both 7-325 Remove housing (18) Zrom vise, invert it and remove and discard seal (20). A blind hole bearing or seal pollerrequired. 7-326 Inspect housing (18) assembly for cracks, the ‘machined surfaces for nicks, buns, brinelling or corrosion. ‘Remove bur that can be removed without changing di- ‘mensional characteristics. 7-3.27 Inspect tapped holes for thread damage. Ifthe housing is defective in these areas, discard the housing assembly. Figure 7-12,7-3.28 Ifthe housing (18) assembly has passed inspec- tion to this point, inspect the housing bearings/oushings (Q9) and (13) and if they are captured in the housing cavity the two thrust washers (1) and thrust bearing (15). The Dearing rollers must be firmly retained in the bearing cages, ‘but must rotate and ombit freely, All rollers and thrust washers must be free of brinelling and corrosion (See Figure 7-15, If the housing has passed this inspection the disassembly of the motor is completed. 73.29 The depth or location of bearing/bushing (13) in relation to the housing wear plate surface and the depth or location of bearing/bushing (19) in elation to the begin- ning of bearing/bushing counter bore should be measured and noted before removing the bearingoushings. This ‘will facilitate the correct reassembly of new bearings/bush- ings. (See Figure 7-16.) 73.30 If the bearings, bushing or thrust washers must bbe replaced use a suitable size bearing puller to remove bearing/bushings (19 and 13) from housing (18) without damaging the housing. Remove thrust washers (14) and ‘thrast bearing (15) if they were previously retained in the ‘housing by bearing (13). (See Figure 7-17.) 7-331 The disassembly of motor is completed. 738 Figure 7-17* -4_MOTOR ASSEMBLY 741 Replace all seals and seal sings with new oncs cach time you reassemble the motor unit Lubricate all seals and seal rings with SIL-GLYDE or clean grease before assembly. 74.2 Individual seals and seal rings as well as 2 com- plete seal kit ae available, 7-43 Wesh all pans in clean petroleum-based solvents before assembly. Blow them ary with compressed air (no sore than 30 psi), Do aot spin dry bearings. ‘7-44 Remove any paint chips from mating surfaces of the end cover, commutator set, manifold rotor set, wear ‘plate and housing and from port and sealing azeas. A WARNING SINCE THEY ARE FLAMMABLE, BE EX- TREMELY CAREFUL WHEN USING ANY SOLVENT. EVEN A SMALL EXPLOSION » OR FIRE COULD CAUSE INJURY OR DEATH. A WARNING WEAR EYE PROTECTION AND BE SURE TO COMPLY WITH OSHA OR OTHER MAXIMUM AIR PRESSURE RE- QUIREMENTS. 7-45 lt the housing (18) bearing components were re- ‘moved for replacement, thoroughly coat and pack a new outer bearing/bushing (19) with clean corrosion resistant grease recommended in the material section. A CAUTION THE OUTER BEARING (19) IS NOT LU- BRICATED BY THE SYSTEM’S HY- DRAULIC FLUID, BE SURE IT IS THOR- OQUGHLY PACKED WITH THE RECOM- MENDED GREASE. Figure 7-19 7-4.6 Use the bering mandrel to press bearing/bushing (09) into the housing toa required depth of 151/.161 inches G.84/4.09 mm) from the end of the bearing countzrbore. (Gee Figure 7-18.) 74.7 Bearing mandrel must be pressed against the let~ tered end of bearing shell, Take care that the housing bore 4s square with the pres base and the bearing/bushing is not cocked when pressing 2it into the housing. A CAUTION IF THE BEARING, MANDREL SPECI- FIED ON PAGE 7-1 1S NOT AVAILABLE AND ALTERNATE METHODS ARE USED TO PRESS IN BEARING/BUSH- ING (13) AND (18) THE BEARING/BUSH- ING DEPTHS SPECIFIED MUST BE ACHIEVED TO INSURE ADEQUATE BEARING SUPPORT AND CORRECT RELATIONSHIP TO ADJACENT COM- PONENTS WHEN ASSEMBLED (See Figure 7-19.) Ls) 79A CAUTION BECAUSE THE BEARING/BUSHINGS (13) AND (19) HAVE A PRESS FIT INTO. THE HOUSING THEY MUST BE DIS- CARDED WHEN REMOVED. THEY MUST NOT BE REUSED. 7-48 The inner housing bearing/bushing (13) can now ‘be pressed into its counterbore in housing (18), flush to 03 inch (.76 mm) below the housing wear plate contact face. Use the opposite end of the bearing mandre! that was used to press in the outer bearing/bushing (19). (See Figure 7-20.) 7-49 Apply a small amount of clean grease toa new dir and water seal (20) and press tino the housing (18) outer bearing counterbore. 74.10 The dirt and water seal (20) must be pressed in ‘until its’ flange is flush against the housing. (See Figure 7a) 7-4.11 Place housing (18) assembly into a soft jawed vise with the coupling shaft bore down, clamping against the mounting flange, (See Figure 7-22.) 7-442 Assemble a new backup washer (17) and new seal (16) with the seal lip facing out, into theix respective counterbores in housing (18) if they were not assembled previously. 7-413 Assemble thrust washer (14) then thrust bearing (45) that was removed. 74.14 Thecoupling shaft will be seated directly against the thrust bearing. 7-415 Apply masking tp around spines on shaft (12) to prevent damage to seal. (See Figure 7-23.) 7-416 Be sure that a generous amount of clean cozro- sion resistant grease has been applied to the lower (outer) housing bearing/bushing (15). Install the coupling shaft (22) into housing (18), seating it against the thrast bearing as). 7-417 The coupling shaft (12) will be flush or just below the housing wear plate surface when properly seated. The coupling shaft must rotate smoothly on the ‘thrust bearing package. Figure 7-227 4.18 Apply a small amount of clean grease to 2 new seal ting (4) and insert it into the housing (18) seal ring groove, (See Figure 7-24.) 74.19 One or two alignment studs screwed finger tight ‘mmo housing (18) bolt holes, approximately 180° apart, will ‘ociltate the assembly and alignment of components as required in the following procedures. The studs can be rade by cutting off the heads of either 3/8-24 UNF 24 or '5/N6-24 UNF 2A bolts as required that are over .5 inch (212.7 mm) longer than the bolts (1) used in the motor. 7-4.20 Install drive tink (10), the long splined end down {nto the coupling shaft (2) and engage the drive link splines into mesh with the coupling shaft splines. (See Figure 7-25.) 74.21 NOTE: Use any alignment marks put on the coupling shaft and drive link before disassembly to assem- bile the drive link splines in their original position in the mating coupling shaf splines. 7-422 Assemble wear plate (9) over the drive ink (10) and alignment studs onto the housing (18). (See Figure 7-26) 5-423 Apply a small amount of clean grease 10 2 new seal ring (4) and assemble itinto the seal ring groove on the ‘wear plate side of the rotor set stator (8B). ee Figure 7-21) 7-424 Install she assembled rotor set (8) onto wear plate (9) with rotor (8A) countesbore and seal ing side downand the splines into mesh with the drive link splines. 7-425 Wt may be necessary to tum one alignment stud out of the housing (18) tempomuily to assemble rotor set (8) or manifold (7) aver the drive Linke 74.26 if necessary, go to the "Rotor Set Component Assembly Procedure," on page 7-14 74.27 The rotor set rotor countesbore side must be Gown against wear plate for drive link clearance aad 10 maintain the original toirive link spline contact. A rotor set without # counte:bore and that was not etched before disassembly can be reinstalled using the drive link spline pattem on the rotor splines if apparent, to determine which side was down. The rotor set has a seal rng groove ox the ‘wear plate contact side of the stator (BB). Figure 7.277-4,28 Apply clean grease to a new scal ring (4) and assemble it in the seal ing groove in the rotor set contact side of manifold (7). (See Figure 7-28.) 7-4.29 ‘The manifold (7) is made up of several plates bonded together penmanently to form an integral compo- nent. The manifold surface that mst contact the rotor set hhas it's series of imegular shaped cavities om the largest circumference or circle around the inside diameter. The ‘polished impression left on the manifold by the rotor set is ‘another indication of which surface must contact the rotor set. 74.30 Assemble the manifold (7) over the alignment studs and drive link (10) and onto the rotor set Be sure the correct manifold surface is agninst the rotor set. 7-4.31 Apply grease to a new seal ring (4) and inser it in the seal ring groove exposed on the manifold (See Figure 7-29.) 7-432 Assemble the commutator ting (6) over align- ‘ment studs onto the manifold. 74.33 Assemble a new seal ring (3) lat side up, into ‘commutator (5) and assemble commutator over the end of| drive link (10) onto manifold (7) with seal ring side up. Gee Figure 7-30.) TAZ Figure 7-3074.34 Assemble a new seal ring (4) into end cover (2) ‘and assemble end cover over the alignment studs and onto the commutator set. (See Figure 7-31.) I the end cover has only 5 bolt holes be sure the cover oles are aligned with ‘the 5 threaded holes in housing (18). 7435 _ Use the line you previously serbed on the cover to radialy align the end cover into its orginal position, 7-436 Assemble the 5 special bolts (1) and screw in ‘Singer tight. Remove and replace the two aligument stds ‘with bols after the other bolts are in place. Alternately and progressively tighten the bolts to pull the end cover and ‘other components nto place with a final torque of 22-26 ft. tbs, (30-35 Nm). (See Figure 7-32. and 7-33) 7-437. ‘The essembly of the motor is now complete. See page 7-15 for final checks. Figure 7-31 Figure 7-33,7-5 ROTOR SET COMPONENT ASSEMBLY PROCEDURE. 75.1 A disassembled rotor (GA) stator (8B) and vanes (BO) that cannot be readily assembled by hand can be assembled by the following procedures. 7.5.2 Place stator (8B) onto wear plats (9) with seal ing (A) side down, after following motor assembly procedures up to step 7-4.28, Be sure the seal ring is in place, (See Figure 7-34.) 7-83 Wasscmbly alignment stds are not being uiized, align stator bolt holes with wear plate and housing bolt hholes and tum two bolts (1) finger tight into bolt holes approximately 180 degrees apart to retain stator and wear plate stationary. 7-54 Assemble the rotor (8A), coumtetbore down if applicable, ino stator (8B), and onto wear piate (9) with sotor splines into mesh with deive link (0) splines. (See Figure 7-35.) 7-SS Ifthe manifold side of the rotor was etched during motor disassembly, this side shouldbe up. Ifthe rotors ot etched and does not have a counterbore, use the drive link spline contact pattern apparent on the rotor splines to deter- sine the rotor side that must be against the wear plate. 75.6 Assemble six vanes (80), or as many vanes that ‘will readily assemble into the stor vane pockets. A CAUTION EXCESSIVE FORCE USED TO PUSH THE ROTOR VANES INTO PLACE COULD SHEAR OFF THE COATING APPLIED TO THE STATOR VANE POCKETS. 7-8.7 Grasp the output end of coupling shaft (12) with locking pliers or other appropriate turning device and ro- tate coupling shaft, drive link and rotor to seat the rotor and the assembled vanes (8C) into stator (8B), creating the necessary clearance to assemble the seventh o fll comple- ment of seven vanes. Assemble the seven vanes using minimum force. (See Figure 7-36.) 75.8 Remove the two assembled bolts (I) if used to retain stator and wear plate 7-59 Go to motor assembly procedure step 7-4.28 to continue motor assembly. 7-414 Tk | Figure 7-347-6 _FINAL CHECKS 7461 Pressurize the motor with 100 psi. diy air ot nitrogen end submerge in solvent to check for external leaks, 7-62 Check for rotation. Torque required to rotate cou- pling shaft should not be more than 50 Libs. (68 Nim). 7-1_HYDRAULIC FLUID 7-TA Keep the hydraulic system filled with one of the following: 7-12 Use Rykon-MV or equivalent, 7-73. The viscosity should not drop below 50 SSU or comtain less than .125% zinc anti-wear additives, Do not use hydraulic oi! with detergent. 7-8 FILTRATION Recommended filtration 20-50 micron, 7-9 OL TEMPERATURE, ‘Maximum operating temperature 200F (93.3C). 7-63 Pressure port with "A" cast under it on housing. Q8) is for clockwise coupling shaft rotation as viewed + from The outpot end of coupling shaft Pressure port with "B® cast under itis for counter clockwise coupling shaft rotation. 7-464 Use west stand if availabe, 10 check operation of the motor. A CAUTION DO NOT MIX OIL TYPES. ANY MIX- TURE, OR AN UNAPPROVED OIL, COULD DETERIORATE THE SEALS. MAINTAIN THE PROPER FLUID LEVEL IN THE RESERVOIR. WHEN CHANGING FLUID, COMPLETELY DRAIN OLD OIL FROM THE SYSTEM. IT !S SUGGESTED ALSO THAT YOU FLUSH THE SYSTEM WITH CLEAN OIL.HYDROSTATIC STEERING SYSTEM 8 8-1_DESIGN AND OPERATION 8-L1 Satisfactory performance of the hydraulic system requires a well-engineered installation, The hydraulics smuist meet the design fearures of the vehicle and contribute to the operation for which the vehicle was bull. Make no ‘changes to the steezing system without first consulting qualified factory service personnel. 841.2 The steering unit consists of a fluid control valve section and a fluid metering section. These are bydrauli- cally and mechanically interconnected inside the unit. 8-1.3 Control Valve Section: Operation a, The system uses a servoreactive (feedback control) valve which is centered by two sets of thre coil springs. The valve regulates pressure and directs pump ‘low to the steering cylinder or cylinders. The valve is of the open-cemer type: when in the neutral position, it allows fluid to flow from the pump to tbe pressure port, ‘throngh the steering unit to the return post, and back 10 the reservoir. 8-14 Metering Section Operation ‘a. The metering section performs three fumctions- b. it meters (measures) Suid to the cylinder or cylinders, eit maintains the ratio of hand wheel tums to the direction of the steered wheels, and di it acts as a pump for mamual steering in the event high-pressure Muid does not reach the steering unit, 8&2 TOOLS AND MATERIALS REQUIRED FOR SERVICING: a. Service Mamal tb. Service essembly Sxtre. Customer must fabricate. (See Figure 8-1) c Clean, petroleum-based solvent a. Vise Pliers f. Screw driver Blunt ended punch ® BL 6 pices of .007 inch (18 mm) shim stack, approximansly 5 inch (13 mm) wide x15 inch (38 mim) Jong. 4, Extemal retaining ring pls 4. Tape, plastic electrical ke Breaker bar L Sockets: 1/2, 7/8 inch sm, 3/32 inch Allen wrench socket nn T-30 Torq socket 0. Slot type serew driver socket p. 5/16-24 UNF hex mt (4) required q. 3/4 inch (19 mm) to 7/8 inch @22 mm) bearing. puller re Clean grease s. Light weight off t, Torque wrenches: 11 to 13 in Tb, & fi tb. oF Newton Meter tu, Peeler genge .003 in, (08 mm) or .005 in. (.13 nm) vy. Electrical continuity checking device eae Figure #-1 Service Assembly Fixture TSo. QA Figure 8-2 Hydrostatic Steering System Assembly-3_ PREPARATION BEFORE DISASSEMBLY. $-3.1 When disassembling any of the parts, use a clean, ‘work bench, Wash all pars in clean petroleum based sol- ‘vent and blow them dry. Keep each part separate to avoid nicks and burs, A WARNING SINCE THEY ARE FLAMMABLE, BE EX- TREMELY CAREFUL WHEN USING ANY SOLVENT. EVEN A SMALL EXPLOSION OR FIRE COULD CAUSE INJURY OR DEATH. A WARNING WEAR EYE PROTECTION AND BE SURE TO COMPLY WITH OSHA OR OTHER MAXIMUM AIR PRESSURE RE- QUIREMENTS. A WARNING REMOVE STEERING WHEEL WITH A STEERING WHEEL PULLER AFTER RE- MOVING WHEEL NUT. DO NOT LOOSEN WITH HAMMER, AS THIS COULD DAMAGE UNIT INTERNALLY. 83.2 Before disconnecting any hoses, clea off ll out- side din from around the fittings. Plug the port holes and hoses immediately after disconnecting the hoses and be- fore you remove the steering unit from the vehicle. This is to prevent foreign matter from entering the steering unit ‘and damaging it when you clean and reassemble it. 8-33 Remove muts from the mounting bolts, blow the ‘unit dry and place it on a work bench. 8-34 Components throughout this assembly are stacked on four bolts and held in alignment with alignment pins designed to be a slip fit into the components. Use the minimum force necessary and maximum care to separate ‘or assemble the components. 8-35 The steering unit has several components that are of brazed laminate construction, plates and parts bonded ‘together permanently to form an integral component that is not subject to disassembly for service. Disassemble the unit only to the extent shown in this mansal, A CAUTION DO NOT FORCE OR ABUSE CLOSELY FITTED PARTS, OR YOU MAY DAMAGE THEM. USE ONLY GENUINE TRANS- LIFT APPROVED SERVICE PARTS. $3.6 ‘The components required to service astecring unit and their service part mumbers are available from Translift ‘International or authorized distibutors. ‘ucnaMENT GROOVES. Figure 8-3 Alignment Grooves 8-38&4 DISASSEMBLY AND INSPECTION 84.1 To avoid distorting or damaging the steering unit, do not clamp it directly into a vise. Clamp a service assem- bly fixture described in Figure 8-1, securely in 2 vise (See Figure 8-4) and place the steering unit, input shafttwhee! tube first, into the service assembly fixture. Attach the unit to the fixture with four 5/16-24 UNF muts, (See Figure 8-5.) 84.2 Before beginning the disassembly of the steevng ‘unit, study the relative positions of the alignment grooves onthe side of the components inthe assembly. The relative alignment groove positions on the components must be maintained at reassembly. Refer to the alignment groove graphic in Figure 8-3, 84.3 Loosenplug (6) inthe por cover (2) for disassem- bly after the port cover is removed from the unit, Use an appropriate type screwdriver, T-30 Torx driver or 7/8 inch Ibex socket, 84.4 Remove the four retaining muts (1) from the port cover (2) assembly. Be careful not to damage the protrud- ing ports. Replace any mut that has damaged threads or hex. 84.5 Grasp the port cover (2) assembly and lif itfrom the unit. Discard five seal rings (4) and seal ring (3) or if included white seal ting GA). 8-46 Remove the loosened plug (6) and o-ring (7) 25- sembly from the port cover. Be ready to catch the steel. check ball () ait falls om its cavity. Discard o-ing (7). 84.7 Inspect the port cover (2) for port fitting, sealing, surface scratches, and thread damage. Replace port cover, if these conditions are evident. 8-4 Figure 8-4 Figure 8-5v 48 Carefully lift the port manifold (8) @ plates ' ponded together) from the unit. (See Figure 8-7.) 8449 Be prepared to catch three springs (9) which may become disengaged when removing the port manifold, 844.10 Remove three springs (9) from the port manifold ® $4.11 ‘Thennit hestwo different length spring sets. The set you have just removed from the port manifold are ‘three-quarter inch (19 mm) long. Keep this set of three springs separate from the next set of three springs to be removed. 8-412 _ Inspect the springs for bent or distorted coils. If a spring is broken or deformed, all six springs in the unit should be replaced. 84.13 Inspect the ground surfaces ofthe port manifold (8). You should notice a "normal" polished pattem due to the rotation of the valve plate (13) and hex deve assembly (10), Alledges should be sharp and fee of nicks and burs. ‘The surfaces of the port manifold should be free of seratches or scoring. I any of these wear conditions exis, place the port manifold A CAUTION MANY COMPONENTS IN THE UNIT HAVE FINELY GROUND SURFACES. BE CAREFUL NOT TO NICK OR SCRATCH THESE SURFACES. 84.14 Remove the valve ring (12). Discard the two seal sings (3). (See Figure 8-6.) The valve ring should be free of sticks and scoring. 84.15 Remove the valve plate (13)by lifting it from the isolation manifold (15). 844.16 Inspect the slot edges and ground surfaces. the valve plate (13) shows nicks or scoring or the edges are not shazp, it must be replaced, (See Figure 8-9.) 8-417 The valve ting (12) and valve plate (13) are a maiched set and must be replaced as a set8.418 Remove three springs (14) from the isolation ‘manifold (15) pockets. (See Figure 8-10.) 84.19 ‘The unit has wo different length spring sets. The set you have just removed from the isolation manifold is one-half inch (13 mm) long, Keep this spring set separate ‘rom the’set removed from the port manifold (8). 84.20 Inspect the springs (14), for bent or distorted coils, Ifa spring is broken or deformed, all six springs in the unit must be replaced. 84.21 Remove hex drive assembly (10) from drive link (16), (See Figure 8-11) $4.22 The pin in the hex drive assembly (10) should not show wear and must be firmly pressed in place. The sides of the hex and the slot should not heve grooves or scoring. If the hex drive assembly (10) shows signs ofthis type of wear, it must be replaced. 8-423 Remove the two alignment pins (11) that align the port manifold (8), valve ting (12) and isolation mani- fold (5), 8-424 Ascrvice kitofnine alignment pins (11) isavail- able for servicing the unit. 84.25 Remove the isolation manifold (15), (four plates bonded together). (See Figure 8-12.) 84.26 Inspect the ground surfaces of the isolation manifold (15), You should notice a "normal" polished ‘pattern due to the rotation of the vaive plate (13) and on the opposite side a "normal" polished pattem duc tothe action of the commutator cover (20) and commutator seal (19). ‘The holes and edges should be free of nicks. The manifold surfaces should be free of nicks or scoring. Ifthe manifold has developed any of these conditions, it must be replaced, 86427 Remove the two isolation manifold-metering ring alignment pins (12), 8-428 Remove the drive link (16) from the uit. See (Gee Figure 8-13.) 84.29 Inspect each end ofthe drive link (16). The four crowned contact surfaces should not be worn or scored. Replace if wear or scoring is evident. 844.30 Remove the metering ting (17) and discard the ‘hwo seal rings (3). (See Figure 8-14.) Ifthe metering ring Dore is scored, it should be replaced. 8-431 The “merering pockage" components are beld ‘together with eleven hex socket head screws. Lift the me- tering package from the assembly, and place it ona clean ‘surface. A CAUTION DO NOT CLAMP THE METERING PACK- AGE IN A VISE, AS THIS COULD DAM- AGE THE COMPONENTS. 8-+4.32 Remove and discard the commutator seal (19) ‘from the commutator cover (20). (See Figure 8-14.) 84.33 Remove the eleven bex socket head screws (18), that hold the metering package together, Use a 3/32 inch allen wrench. Inspect screws for thread and socket damage. and replace as required. 8-434 Lift the commutator cover (20) from the meter- ing package. 8-4.35 Inspect the ground surfaces of the commutator cover (20). You should notice a "normal" polished pattem ue to the rotation of the commutator (22). If the cover has nicks, bums, or scoring, it must be replaced. Figure 6-15,84,36 Remove commutator ring (21). (See Figure 16) Inspect for cracks, burrs and scoring. CAUTION HANDLE COMMUTATOR RING WITH CARE, AS IT IS EASILY BROKEN. 8437 Remove the commutator (22) from the rotor (24), (See Figure 817) A CAUTION FIVE ALIGNMENT PINS (11) CONNECT THE COMMUTATOR TO THE ROTOR WITH A SLIP FIT, CARE AND MINIMUM FORGE SHOULD BE USED TO SEPA- RATE THE TWO COMPONENTS. $4.38 Remove the five alignment pins (11). 84.39 Remove drive link spacer (23). (See Figure 8 18, Replice it, if itis grooved or worm, 8-440 The commutator (22) is made up of two round plates pinned and bonded together as a permanent assem Dly and is not subject to further disassembly. Inspect the ‘ground surfaces of the commutator. The holes and edges should be free of nicks. The ground surfaces should be free of scoring, The edges should be sharp. 84.41 The commutator (22) and commutator ring (21) are a matched set. I either is worn or damaged, you must, replace the set 8442 — With the rororset (24,25) ving on the drive plate (26), the rotor (24) should rotate and orbit freely within the stator (25). The commutator side of the stator face must be free of grooves or scoring. 8443 ‘The rotor (24) and stator (25) are a matched set. ‘You must replace them 2s a matched set, If either is worn or damaged, 88 Figure 8-174.$4 Check the rotor (24) lobe "tp" to stator (25) lobe tip" clearance, using the appropiate feeler gage. (See Figure 8-19.) The ror lobe, directly aovoss from the rotor lobe tip being gaged, (see pointer, Figure 8-19.) must be centered berwveen stator lobes during the gaging process. A rotor and stator that is.75 inches (19 1am) or less in height has a maximum allowable "tp" clearance of 003 inches (08 mm). A rotor and stator that i 1,00 inch (25.4 mm) or more in height, kas 2 maximam allowable “tip” clearance of 005 inches (.13 mm). A rotorand stator that exceeds the snuximum allowable “tip” clearance, must be replaced. 84.45 Remove the rotor set (24, 25), from the drive plate (26), The drive plate side of the rotor set be free of grooves or scoring 8446 Handle the rotor set carefully to avoid nicks and scratches. 8-447 Therotorside ofthe hive plate 26) should show ‘te “nomual” spizal pattern due to rotor movement. Inspect the thrus: beating sie ofthe plate Sor brinlling (dents) or spalling (Galcing), The fat sides of the input shat engage- tent hole should not be grooved or wom. If any of these conditions are present, the drive plate (26) must be re- “iaced. £4.48 Remove face seal (29), backeup ring (30), and face seal spacer (31) from upper cover plate (32). (See Figure 8:20.) Discard the face seal (29) and back-up ring (G0), Retain met spacer (31). 84.49 Backup ring (30) may be an integral partof face seal (29) on some steering units 84.50 Remove thrust bearing (28) and bearing spacer (27) from upper cover plate (32). (See Figure 8-21.) 8451 Inspect the thrust bearing (28) for brineling (Geass) or spalling (laking), if either exists, or if one or rmore of the rolls ae lost or broken, replace the bearing assembly, (See Figure 8-21.) 84.52 Replace seal spacer (31) orbearing spacer 27) if wor or broken.A CAUTION THE THRUST BEARING ASSEMBLY (28) WILL HAVE 16 OR 17 ROLLS EVENLY SPACED IN A ROLLER CAGE THAT CAN HOLD 32 OR 34 ROLLS OR THE THRUST BEARING WILL HAVE A FULL COMPLIMENT OF 32 OR 34 ROLLS. THE BEARING ASSEMBLY WITH 32 OR 34 ROLLS SHOULD NOT BE REPLACED WITH A BEARING AS- SEMBLY THAT HAS 16 OR 17 ROLLS. 8-453 Remove the upper cover plate (32) (four plates bonded together). Inspect the upper cover plate. You should notice some polishing due to the action of che seal. ‘The plate should be free of brinelling (dents) or spalling (flaking). If tis damaged, the upper cover plate must be replaced. (Sce Figure 8-22.) 8-454 Slide the seal (39) from the jacket tube. Ifthe seal is wornor damaged, it must be replaced. See Figure 8-23.) 844.55 Remove the input shafV/wheel tube (33) assem- bly, sliding it out of the upper cover end of the assembly. (Gee Figure 8:24.) $4.56 The washer (35) and retaining plate (36) will be removed with input shafvwheel mbe assembly. 8-4,57 Inspect the input chaftwheel tube (33) and sub- assembly components as assembled. Inspect input shaf/wheel tube for wornor damaged serrations, wheel nit ‘bearing diameter, and flats on the lower end. Ine spect the other components of the sub-assembly for weer damage. Ifthis sub-assembly passes inspection, sett aside, and go to disassembly procedure mumber 50, If it does not ess inspection, contime with disassembly procedure umber 47, 84.58 Using appropriate extemal retaining ring pies, remove the retaining ring (34) from the input shaftfwheel tube (33). (Gee Figure 8.25.) Discard, if deformed or broken. 84.59 Remove washer (35) and retaining plate (36) ‘from input shaft/wheel tube (53) or upper cover and jacket assembly (37). Discard, if deformed or damaged. (See Figure 8-26)4.60 Retaining plate (36) cannot be serviced sepa ‘ately, but is @ part of an upper cover and jacket whe assembly service kit as 2 matched set 844.61 Remove the upper cover and jacket tube assem ly (7) and lay the assembly on the bench. (See Figure 8-27) 84.62 The jacket tube has been pressed into and welded to the upper cover plate support tube such tha the retainer plate (36) is flush with the upper cover plate surface when. seated against the jacket tube. Any signs of looseness or movement of jacket tube in the upper cover support mibe vwil require replacement of upper cover and jacket assem- bly (37), retainer plate (6) and bushing G8) as a set. A. Joose or worn input shafv‘wheel tube bushing (38) in the upper cover and jacket assembly can be serviced sepa- rity. 84.63 If the bushing (28) is to be replaced, place the ‘upper coverand jacket mibe assembly (37) ina vise withthe ‘vise jaws clamping firmly on the jacket be witbout de~ forming the jacket tube. Using an appropriate type of pli- crs, “unctimp" or relieve the two crimped areas on the bushing end of the jacket mbe. Remove the bushing using a bearing or seal type puller and discard the bushing, Set the upper cover and jacket tube aside to await reassembly. 84.64 Remove the ruts holding the four bolts (40) to the fixtures and remove the bolts. Bolts with the square shoulder or the threads damaged such that the muts cannot ‘be properly torqued must be replaced. A WARNING USE ONLY GENUINE APPROVED RE- PLACEMENT PARTS. THE USE OF IM- PROPER PARTS COULD CAUSE A LOSS OF STEERING WHICH COULD LEAD TO AN ACCIDENT. 84,65 The steering disassembly is complete. Figure 825 Figure 8:27 SS B11&-5__ASSEMBLY 8-5.1 Replace all seals and o-rings with new ones each ‘ime you assemble the steering unit Be sure the seal and conrings remain seated correctly when componcats are as- sembled. 8-52 A seal kit with all required seals except the col- ‘umm and jacket seal (39) is available for service. The seal (39) is available seperately. 85.3 Before you reassemble the steering uit, wash all paris in lzan petroleum based solvent. Blow them dry with compressed air, A WARNING SINCE THEY ARE FLAMMABLE, BE EX- TREMELY CAREFUL WHEN USING ANY SOLVENT. EVEN A SMALL EXPLOSION OR FIRE COULD CAUSE INJURY OR DEATH. A WARNING WEAR EYE PROTECTION AND BE SURE TO COMPLY WITH OSHA OR OTHER MAXIMUM AIR PRESSURE RE- QUIREMENTS, B54 Place four bolts (40) into fisture with shortest threaded end of bolts through the fixture Secure bolts to fixture with four $/16 24 UNF nuts. Tighten mts ‘to secure assembly to fixture but loose enough to umn bolts and facilitate stacking of components. 85.5 If the bushing (38) was removed from the upper ‘cover and jacket tube (37) for replacement, press a new ‘bushing (38) into the upper end of the jacket mabe with the end of the bushing that has recesses toward the jacket tube, “This may be done using an arbor press or clamping on the Jacket tube per disassembly step 8-4.63 and using the wood handle end of a hammer. The bushing must de seated firmly in the jacket tube and below the end of the jacket ‘tube. "Crimp" the end of the jacket mbe over the bushing in two places approximately 90° away from the original crimped areas, using pliers and/or a blunt ended punch. (See Figure 8.28 and 8-29.) B12 Figure 8-3046 Apply clean grease to bushing (38) and stack \pper eover and jacket tube assembly (67) on the fourbolts (40) with the jacket tube pointing down through the hole in the fixture. Make sure the square shoulder of the bolts engage the square holes in the upper cover. (See Figure 8-30) 85.7 Apply a small amount of grease to the recessed. ‘face of retainer plate (36) and to washer (35), 8-58 Slide the retainer plate (36) thon the washer (35) onto the retaining ring groove end of the input shaf/whee! tube, past the ring groove. The recessed face ofthe retain- ing plate must be towant che washer. (Sec Figure £31.) 8.5.9 Install retaining ring (34) onto input shafvwheel tube (33) using the appropriate external retaining ring pli- ers, (ee Figure 8-32.) $5.10 Slide input shafvwhee! tube assembly (53) into end of upper cover (37). Slide it through the bushing (38) until the retaining ring (34) bottoms against the washer (25). The washer should bottom against the retainer plate's (G6) recessed face and the retainer plate should seat against the end of the jacket tube, (See Figue 8-33.) Sl Assemble the upper cover plate (32) over the four bolts (40) and input shafvwheel tbe (33) omo the ‘upper cover and jacket tube assembly (37). The highly polished surface should be up and the edge with the align- ‘ment groove in the same position relative tothe ecker mbe. (Reference alignment groove graphic Figure 83.) 85.12 Apply clean grease to the face of the upper cover plate (32), to the drive plate cod of the input shaftwhee! tube (33) and to the face seal (29). $5.13 Assemble seal back-up ring (30) and face seal (29) onto the seal spacer (31). Figure 8-33 8 1; 38-514 Install face seal (29), backup ring (G0), and spacer (31) assembly over end of input shafwheel tbe (33) onto upper cover plate (32), (See Figure 8-34.) 85.15 Place the drive plate (26) on a clean lint-fce surface with the eleven tapped holes facing up. Place the rotor set (24, 25) on top of the drive plate with the five pin holes facing up. Rotate the stator (25) until the eleven hex socket head screw relief slots are aligned with the tapped ‘holes in the drive plate. 85.16 Apply a small amount of clean grease to spacer (23) and insert it into the drive slot in the rotor (24). (See ‘Figure 8-35.) Te grease will aid in retaining the spacer during other assembly procedures. 85.17 Place the commutator (22) on top of the rotor (@4). Be sure the comect surface, shown in Figure 8-36, is towards the rotor. Align the five holes and press the five alignment pins (11) in place. A CAUTION MAKE SURE THE FIVE ALIGNMENT PINS ARE PRESSED BELOW THE SUR- FACE OF THE COMMUTATOR (22). 85.18 Place a few drops of oil into each recess in the commutator (22). 8.5.19 Place commutator ring (21) either side up on top Of stator (25). Align commutator ring screw recesses with stator screw slots. 8-14 Figure 8-365.20 Place commutator cover (20) on top of commu- ator ring (21) with fat surface towards commutator. Align screw holes in cover, with screw holes in drive plate (26). (See Figure 8.37.) 85.21 Screw the eleven hex socket head cap screws (18) loosely into metering package. (See Figure 8-38) $5.22 NOTE: The commutator ring (21) must be con- ‘centric with drive plate (26) within .005 inch (.127 mm) total indicator reading after tightening the eleven hex socket bead cap screws (18). The next two procedures are a method of achieving the comcentricity. 8.5.23 Place the metering ring (17) on e hard fat sur- fave, Place the assembled metering package into the eter ing zing with the commutator cover (20) down, such that the drive plate is partially out of the metering ring. (A suitable wood block under the metering package will old it in this position) 8-5.24 Place one piece of 007 inch (.18 mm) shim stock approximately $ inch (13 mm) wide x 1.5 inch (38 mm) Jong becween the metering ring and drive plate in thee places approximately equal distance around the outside

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