Professional Documents
Culture Documents
Electrical System
Electrical System
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5970
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1. TERMINAL STRIP
2. ELECTRONIC DRIVERS (PMT, 1A, FW) 8. REVERSE CONTACTOR
3. FIELD WEAKENING CONTACTOR 9. CAPACITOR C1
4. FIELD WEAKENING RESISTOR 10. MOTOR CONTROL MODULE
5. CONTACTOR, HYDRAULIC PUMP 11. FUSE, TRACTION CIRCUIT
6. FORWARD CONTACTOR 12. FUSE, STEERING MOTOR
7. CONTACTOR 1A 13. FUSE, HYDRAULIC PUMP CIRCUIT
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6475
11740
EV–1B PROCONTROL EV–100 MOTOR CONTROLLER
(DUAL TRACTION MOTOR CONTROLLER) FOR J25–35B
FOR J25–35A
3
6 3, 4, 5 1
12 16 14 15 13 17 18 2
12241
11 10 9 8 7
1. TRACTION CARD 11. FIELD WEAKENING CONTACTOR
2. CAPACITOR C1 (36–48 VOLTS ONLY)
3. SCR 1 (UNDER TRACTION CARD) 11. SOFT START CONTACTOR, HYDRAULIC PUMP
4. SCR 2 (UNDER TRACTION CARD) (E4.50–5.50B 72–80 VOLTS ONLY)
5. SCR 5 (UNDER TRACTION CARD) 12. TERMINAL BOARD
6. DIODE D4 13. ELECTRONIC DRIVERS (3) (1A, FW, RB)
7. POWER CONNECTION (–) 14. HYDRAULIC PUMP CONTACTOR
8. REVERSE CONTACTOR 15. DIODE D7
9. FORWARD CONTACTOR 16. ELECTRONIC DRIVER (PMT)
10. REGENERATIVE BRAKING CONTACTOR AND TIMER FOR SRO (1)
17. REGENERATIVE BRAKING SENSOR
18. CONTACTOR 1A
FIGURE 3. COMPONENT LOCATIONS, EV–1W
4
BEFORE NOVEMBER 1987
1 3 2 4
11482
7 6 12
8 10 6
11531
8 10 9 12 11 5 7
11
MOTOR CONTROLLER WITH REGENERA- MOTOR CONTROLLER WITH 1A BY–PASS,
TIVE BRAKING, 1A BY–PASS, AND SCR AND CONTACTOR CONTROL FOR HYDRAU-
CONTROLLER FOR HYDRAULIC PUMP LIC PUMP
9 12
6 10 7 8 10 7 8
5 11 9 12 6
MOTOR CONTROLLER WITH REGENERA- MOTOR CONTROLLER WITH 1A BY–PASS,
TIVE BRAKING, 1A BY–PASS, AND SCR AND CONTACTOR CONTROL FOR HYDRAU-
CONTROLLER FOR HYDRAULIC PUMP LIC PUMP
FIGURE 4. TYPICAL COMPONENT LOCATIONS OF THE EV–100 CONTROLLER
5
5 4 3 5 4
1 6 7 8 1 6 7 8
3 3
EV–200 TRACTION CONTROLLER EV–100 TRACTION CONTROLLER
WITH CONTACTOR HYDRAULIC WITH CONTACTOR HYDRAULIC
CONTROL (2 PUMP MOTORS) CONTROL (1 PUMP MOTOR)
5 4
3
1 6 7 2
EV–100 TRACTION CONTROLLER AND
EV–100 HYDRAULIC PUMP CONTROLLER 12275
CONTROL AND POWER FUSES the hydraulic pump circuit. A separate control fuse is in-
(See FIGURE 1. Through FIGURE 5.) stalled in the wire that is the supply for the key switch
and the control circuit. This fuse is found under the floor
The condition of fuses can normally be checked by plate next to the power fuse panel. The fuses can be
looking at them. Some fuses do not change in appear- checked electrically with an ohmmeter after they are re-
ance and must be checked with an ohmmeter. Discon- moved from the power fuse panel.
nect the battery before checking fuses. Sizes of the fuses
are shown in TABLE 1.
On lift trucks with an EV–100 controller, the fuses are
On lift trucks with an EV–1 controller, a power fuse found on the motor controller. The power fuses for the
panel is found behind the access panel on the left side of traction circuit and for the hydraulic pump are found on
the lift truck above the electrical compartment. There the (+) bus bar. The control fuse and the fuse for the
are three fuses on the fuse panel: a fuse for the traction power steering are in fuse holders on the stack of elec-
circuit, a fuse for the power steering motor and a fuse for tronic driver modules.
6
TABLE 1. FUSES
LIFT TRUCKS POWER FUSES CONTROL CIRCUIT FUSES
Traction Hyd. Steering Control Battery Hour LED Accel.
pump Ind. Meter Display Card
E20–30B/BS/BH 225A 175A 30A 15A N/A N/A N/A 10A
E30–60B/BS 30A 10A N/A N/A N/A 10A
36–48 Volts 250A 200A
72–80 Volts 175A 150A
E60–120B 30A 10A N/A N/A N/A 10A
36–48 Volts 200A (2) 200A (2)
72–80 Volts 175A 150A
E/J1.25––3.00XL (E/J25–60XL) 500A 325A 40A 15A 15A 10A* 10A N/A
E3.5–5.5XL (E70–120XL) 800A 325A (2) 40A (2) 15A 15A 10A* 10A N/A
J25–35A, J25–35B 500A 325A 40A (2) 15A N/A N/A N/A 10A
J40–60A, J50–60AS 30A 15A N/A N/A N/A N/A
36–48 Volts 250A 200A
72–80 Volts 175A 150A
*Later production lift trucks only. Earlier production lift trucks do not have a separate fuse.
N/A = Not Applicable
7
BRN GRN
57
29 A 7 BLK YEL GRY WHT
17 38
32
10 6 8 d d d d d d d
1 2 3 4 5 6 7
d d d d d d C
1 2 3 1 2 3 8 9 10 11 12 13 14
A4 5 6
B4 5 6
TB1 TB2 TB3 d d d d d d d
d d d d d d TB4 TB5 TB6 ORN
BLU RED
PUR
22 24 W/BLU W/PUR
21 34 10 10 6 8
W/RED
NO. FUNCTION
PA1 Signal to energize the regenerative braking electronic driver (wire 32).
PA2 Not used.
PA3 Voltage check for regenerative braking function (wire 17).
PA4 Signal to the regenerative braking sensor (wire 22).
PA5 Signal to the regenerative braking sensor (wire 21).
PA6 Not used.
8
This section has a description of the adjustments that are justment is made. At the correct setting, the SCR will
on the control card for the motor controllers. Each ad- hum, but the lift truck will not quite move as the direc-
justment is a potentiometer in the control card that turns tion contactors are first energized. A very slow speed is
from a minimum control at (1) to a maximum control at good for most operations. The setting shown in
(9). The adjustments are normally set to the number TABLE 2. through TABLE 7. is correct for normal op-
shown in the specification tables for each model series erations. The lift truck must move smoothly when the
of lift truck. See TABLE 2. through TABLE 7. direction/speed control is moved a small amount. The
fastest minimum speed occurs when the “CREEP” po-
NOTE: Labels in the electrical compartment have the tentiometer is adjusted to the “9” position. Very rough
factory settings of the adjustment screws for the control operation will occur if these lift trucks have a setting
cards. much above the normal setting shown in TABLE 2.
NOTE: Make sure the battery has a minimum corrected through TABLE 7. and the label.
specific gravity of 1.250.
1
NOTE: Not all units have all the functions covered by
1. ADJUSTMENT SCREW COVERS
these adjustment procedures. Do only the adjustments
for your lift truck model. FIGURE 7. EV–100 MOTOR CONTROLLER
MODULE
CAUTION
The “C/L”, “REGEN” and “REGEN D.O.” potenti- This adjustment can be set at a different number than
ometers must be adjusted to the factory settings shown in the specifications. Some users want more
shown in TABLE 2. through TABLE 7. The movement of the accelerator (MONOTROL) pedal be-
“CREEP”. “C/A” and “PLUG” potentiometers can fore the direction contactors close.
be adjusted for specific applications.
NOTE: The settings of the regenerative braking poten- Adjusting Controlled Acceleration, “C/A”
tiometers and the “PLUG” potentiometer set the stop-
ping distance of the lift truck. The settings operate to- The accelerator (MONOTROL) pedal does not have to-
gether and must be set in sequence. Adjust them in this tal control of the maximum rate of acceleration. This ad-
sequence: “REGEN C/L”. “REGEN D.O.” and justment controls the maximum rate that the average
“PLUG”. voltage is increased by the controller to accelerate the
traction motor. Too high a rate of acceleration increases
Adjusting Creep Speed, “CREEP” the wear of the brushes in the traction motor. The accel-
eration is also selected to give a smooth acceleration for
The “CREEP” speed adjustment sets the minimum better load handling. The acceleration rate can be ad-
speed for the lift truck. The adjustment of the accelerator justed for the conditions of a user. Turn the potentiome-
potentiometer must be correct before the “CREEP” ad- ter counter–clockwise to decrease the acceleration rate.
9
Adjusting Current Limit, “C/L” width and frequency. Sometimes the current limit must
be checked in a lift truck. The following procedure is
Set the current limit to the number shown in TABLE 2. used to check if the current limit is the same as the set-
through TABLE 7. and the label. Do not change the cur- ting on the control card. A damaged SCR 1 or SCR 5 can
rent limit without the approval of a Hyster Company be an indication that the current limit is set too high.
Service Engineer. If the current limit is set higher than TABLE 2. through TABLE 7. show the typical settings
the specifications, parts of the traction circuit can be for the control cards. Also see the section CAPACITIES
damaged. and SPECIFICATIONS for the model series of lift
trucks for current limits.
There are two faults that can cause the current in the
traction circuit to increase over the maximum limit:
CAUTION
• a disconnected yellow wire from the motor The battery shunt method of checking the current
current sensor limit can give errors because of variations in the trac-
tion motor and temperature. If the battery shunt
• a bad logic card method must be used to check the current limit, use
this method carefully so that the controller and trac-
Both of these faults can cause damage to other parts of tion circuit is not damaged.
the traction circuit.
The ammeter shunt must be installed in the arma-
The correct current draw from the battery is shown in ture circuit and not the battery circuit if the follow-
TABLE 2. through TABLE 7. ing current limits are checked:
“PLUG”
If the lift truck is equipped with power steering, add the “REGEN C/L”
following values to the current values shown in “REGEN D.O.”
TABLE 2. through TABLE 7.:
1. Make sure the battery is charged and has a minimum
13 amperes [hydraulic oil at 16°C (60°F)] specific gravity of 1.260. Raise the drive wheels from
10 amperes [hydraulic oil at 43 to 54°C (110 to the surface.
130°F)]
NOTE: A change was made in the control card during 2. Connect a 0–500 ampere ammeter between the bat-
August 1986 which requires a different setting of the tery and the power circuit. Make sure that the polarity is
C/L limit than control cards of earlier manufacture. correct. See FIGURE 8. Make sure the ammeter cables
Control cards made before August 1986 have a 099 are as short as possible. Install a jumper on the brake
mark on them. The part numbers for these control cards switch so that it does not interrupt the operation of the
are 325751, 325753, and 359787. These control cards controller. Disconnect the wire at terminal 1 of the 1A
must be set to 9 for the current limit. electronic driver so that the 1A contactor can not close,
or put cardboard between the contacts to prevent current
Control cards made after August 1986 have a 098 mark flow between the contacts.
on them and must be set to 5 for the current limit. The
actual current limit value for all control cards of these
3. You must be on the operator’s seat. Turn the key
part number series is approximately 235 amperes.
switch to the “ON” position and apply the brake so that
the drive wheels can not rotate.
The controller and the traction circuit can be damaged if
the current flow is greater than the design specifications.
A current sensor is installed in the controller to check the 4. Look at the ammeter and push the accelerator
current flow. When the current becomes greater than the (MONOTROL) pedal for maximum forward speed.
setting on the control card, the current limit overrides Quickly check the ammeter indication and release the
the other signals to the oscillator to decrease the pulse pedal.
10
FIGURE 8. CONNECT THE DC AMMETER
11
TABLE 2. CONTROL CARD ADJUSTMENTS FOR THE TRACTION MOTOR CIRCUIT
EV–1B MOTOR CONTROLLER ADJUSTMENTS (E20–120B)
5 5 5 5 5 5 5 5
1 9 1 9 1 9 1 9 1 9 1 9 1 9 1 9
CREEP C/A C/L 1A TIME 1A D.O. PLUG F.W.P.U. F.W.D.O.
E20–30BS, E20–30BH (36–48 volts)
7 9 6 7 3 5 –– ––
E30–60BS (36 volts)
6 5 6 4 6 150–180 400–450
9 Amps Amps
E30–60BS (48 volts
6 5 6 4 6 150–180 400–450
6 Amps Amps
E30–60BS (72–80 volts)
6 5 6 7 3 6 –– ––
E60–120B (36–48 volts)
4.5 5 9 4.5 4.5 4 –– ––
E60–120B (72–80 volts)
6 5 9 6 2 2 –– ––
1 9 1 9 1 9 1 9 1 9 1 9 1 9 1 9
* Maximum current must be checked with the ammeter shunt in the battery circuit.
12
TABLE 4. CONTROL CARD ADJUSTMENTS FOR THE TRACTION MOTOR CIRCUIT
EV–1W MOTOR CONTROLLER ADJUSTMENTS [E3.00–5.50B (E60–120B Only)]
CONTROL CARD IDENTIFICATION NUMBER: IC3645OSC2–R9
F.W.P.U. F.W.D.O.
CREEP C/A C/L 1A TIME 1A D.O. PLUG REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.
E3.00–5.5B (E60–120B) 36–48 volts
6 5 9 6 –– 2 3.5 3.5 –– ––
Adjust 1A Drop Out, “1A D.O.” will decrease the plugging distance. Turning the adjust-
ment counterclockwise will increase the plugging dis-
The “1A Drop Out” adjustment sets the maximum limit tance. See FIGURE 8. to connect an ammeter shunt in
of traction motor current during operation with contac- the armature circuit for checking the plugging current.
tor 1A closed. When this current limit is reached, the
contactor 1A opens and the traction motor is controlled Ramp Start
by SCR 1. This current limit prevents damage to the “Ramp Start” is a function of the EV–200 control card
traction circuit during operation with contactor 1A for the traction circuit. This function permits an operator
closed. This adjustment can be set at a lower number to stop a lift truck with a load when going up a slope. If
than the number in the specification in TABLE 2. the operator does not change the direction control, the
through TABLE 7. Do not set this adjustment at a higher lift truck can be started again on the slope. A lift truck
number than the specification. will often roll backward a little distance when starting
again on the slope. If the operator does not change the
Adjust Plugging, “PLUG”
direction control, the control card will not sense the re-
Plugging uses the traction motor as a brake to slow or verse operation of the motor armature and will apply
stop a lift truck. When a lift truck is being stopped, the enough power to go on up the slope. If the operator has
motion of the lift truck causes the traction motor to ro- changed the direction control, the control card will
tate and operate like a generator. Plugging uses a current sense that the expected operation is PLUGGING when
flow from the battery to be opposite the current flow the lift truck rolls backward. The control card will not
generated by the traction motor. Plugging generates heat apply enough power during PLUGGING to make the
in the traction motor. lift truck go up the slope.
The “PLUG” adjustment is normally set by the number Adjust Field Weakening Pick Up and Drop
Out, “F.W.P.U.” And “F.W.D.O.”
in the TABLE 2. through TABLE 7. or the label. The
plugging can be set to a user’s conditions. The shorter The field weakening (FW) system permits a faster travel
the plugging distance, the faster is the wear on the trac- speed than when only contactor 1A is closed. The field
tion motor brushes. Turning the adjustment clockwise weakening contactor connects a by–pass shunt around
13
the motor field. This shunt gives a second path for the 6. Turn the key switch to the “OFF” position. Remove
current flow and weakens the magnetic field in the mo- the ammeter and remove the jumper from the brake
tor field. The increased current flow through the arma- switch. Lower the drive wheels to the surface.
ture causes the motor to turn
faster. This increased speed caused by field weakening Adjust“REGEN C/L” (Current Limit)
is only possible when the traction motor has a small
load. For example, high speed travel on a flat surface. Plugging generates heat in the traction motor. Lift trucks
Field weakening is only used on 36–48 volt lift trucks. used in heavy duty operations can generate enough heat
to damage the traction motors and cause the motor
These two adjustments give limits to the current flow in
brushes to wear rapidly. Regenerative braking uses a
the traction motor when the field weakening contactor is
contactor to return the energy generated during plug-
closed. These adjustments are made by using the amme-
ging to the battery. Regenerative braking decreases the
ter shunt arrangement shown in FIGURE 8.
heat in the traction motor and reduces brush wear. The
1. Make sure the battery is charged and has a minimum energy generated during regenerative braking must be
specific gravity of 1.260. Raise the drive wheels from controlled within limits to prevent damage to parts of
the surface. the electric circuit. The adjustments set these limits.
2. Connect a 0–500 ampere ammeter between the bat-
The “regenerative braking current limit” controls how
tery and the power circuit. Make sure that the polarity is
strongly the regenerative braking is applied during op-
correct. Make sure the ammeter cables are as short as
eration. The higher the number setting, the shorter the
possible. Install a jumper on the brake switch so that it
stopping distance. Set the control potentiometer to the
does not interrupt the operation on the controller.
number indicated in TABLE 2. through TABLE 7. See
3. You must be on the operator’s seat. Turn the key FIGURE 8. to connect an ammeter shunt in the armature
switch to the “ON” position and push the accelerator circuit for checking the regenerative braking current
(MONOTROL) pedal fully down while you look at the limit.
ammeter.
4. When the contactors 1A and FW have both closed, ap- Adjust“REGEN D.O.” (Drop Out)
ply the brakes so that the FW contactor opens. Adjust
the “F.W.D.O.” so that the FW contactor opens at the The “regenerative braking drop out” adjusts the voltage
value shown in TABLE 2. through TABLE 7. level where the regenerative braking contactor closes
during regenerative braking. When the regenerative
5. Push the accelerator (MONOTROL) pedal fully
braking contactor closes during regenerative braking,
down while you look at the ammeter. When the contac-
the remainder of the lift truck speed is decreased by
tors 1A and FW have both closed, apply the brakes so
plugging. The lift truck is normally moving slowly
that the FW contactor opens. Slowly release the brakes
when the plugging function begins operation. When the
until the FW contactor closes. Adjust the “F.W.P.U.” so
plugging function is in operation, the voltage generated
that the FW contactor closes at the value shown in
by the traction motor is less than battery voltage. Set the
TABLE 2. through TABLE 7.
control potentiometer to the number indicated in
NOTE: Permit the brakes and traction motor to cool af- TABLE 2. through TABLE 7. See FIGURE 8. to con-
ter each test. A hot traction motor will not give the cor- nect an ammeter shunt in the armature circuit for check-
rect adjustment. ing the regenerative braking drop out current.
14
TABLE 5. CONTROL CARD ADJUSTMENTS FOR THE TRACTION MOTOR CIRCUIT
1 9 1 9 1 9 1 9 1 9
1 9 1 9 1 9 1 9
REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.
CREEP C/A C/L 1A TIME PLUG REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.
E1.25–1.75XL (E25–35XL) (36–48 volts with Regenerative Braking)
5 3 * 4 7 3.5 9 –– ––
235 amp*** 500 amp** 350 amp**
E1.25–1.75XL (E25–35XL) (36–48 volts with Plugging only)
5 4 * 4 4 –– –– –– ––
235 amp*** 500 amp**
E/J2.00–3.00XL (E/J40–60XL) (36–48 volts with Regenerative Braking)
6 7 * 1 3.5 4 9 8 7
0.7 sec 235 amp*** 1.4 sec 350 amp** 500 amp** 185 amp*** 450 amp***
E/J2.00–3.00XL (E/J40–60XL) (36–48 volts with Plugging only)
6 4 * 2 4 –– –– –– ––
1.3 sec 235 amp*** 1.7 sec 500 amp**
E/J2.00–3.00XL (E/J40–60XL) (72–80 volts with Regenerative Braking)
6 4 4 2 4 3.5 9 –– ––
1.3 sec 250 amp*** 1.8 sec 475 amp** 300 amp***
E/J2.00–3.00XL (E/J40–60XL) (72–80 volts with Plugging only)
8 5 4 5 4 –– –– –– ––
1.0 sec 250 amp*** 2.0 sec 475 amp**
E3.50–4.00XL (E70–80XL) Not available on E4.50–5.50XL (E100–120XL) models
7 7 8 1 4 6 4 –– ––
0.55 sec 245 amp*** 1.0 sec 475 amp** 430 amp***
J25–35B (24 volts)
6 2 * 5 5 –– –– –– ––
235 amp*** 500 amp**
J25–35B (36 volts)
4 2 * 5 5 –– –– –– ––
235 amp*** 500 amp**
* Control cards made before August 1986 and marked 099 must be set to a C/L of 9.
Control cards made after August 1986 and marked 098 must be set to a C/L of 5.
** Maximum current must be checked with the ammeter shunt in the armature circuit.
*** Maximum current must be checked with the ammeter shunt in the battery circuit.
15
TABLE 6. CONTROL CARD ADJUSTMENTS FOR THE PUMP MOTOR CIRCUIT
EV–100 MOTOR CONTROLLER ADJUSTMENTS
5 5 5 5 5
1 9 1 9 1 9 1 9 1 9
VOLTS
LIFT TRUCK MODEL AND ADJUSTMENTS (open center)
1 9 1 9 1 9 1 9 1 9
1 9 1 9 1 9 1 9
REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.
CREEP C/A C/L 1A TIME PLUG REGEN C/L REGEN D.O. F.W.P.U. F.W.D.O.
E3.50–4.00XL (E70–80XL)
5.5 7 4 4 5 4 6 5 4.5
3% 1.0 sec 435 amp* 1.4 sec 220 amp* 470 amp*
* Maximum current must be checked with the ammeter shunt in the battery circuit.
16
PROPORTIONAL CONTROL the lift truck is stopped because of the increased friction
(J25–35A Only) (See FIGURE 9.) between the floor and the tire.
2. Raise the drive wheels from the floor. Adjust RH 2 until LED 2 illuminates. If LED 2 is already
illuminated, turn RH 2 counterclockwise until LED 2 is
NOTE: Do not push on the accelerator (MONOTROL) not illuminated. Then turn RH 2 clockwise until LED 2
pedal during Steps 3, 4 and 5. just illuminates.
3. Connect the battery and turn the key switch to the 5. Rotate the steering wheel for turning with a minimum
“ON” position. Close the seat switch. If there is a direc- radius towards the left (85 degrees). Check that LED 2
tion switch on the steering column, put the switch in the just illuminates at the same degree as when the steering
neutral position. Put the steering trunnion in the straight was turned towards the right. If the adjustment is not
forward position (see page 19). Adjust the steering po- correct, check again the calibration of the steering trun-
tentiometer until the LED 1 is illuminated. nion with the steering potentiometer. Also, check Step 3
again.
4. Rotate the steering wheel for turning with a minimum
radius towards the right (85 degrees from the straight 6. Check the “CREEP” speed adjustment. Put the steer-
forward position). ing trunnion in the straight ahead position. Check that
both drive wheels rotate at equal “CREEP” speeds. Ad-
NOTE: The 85 degree point for turning in a minimum
just the “CREEP” speeds so that they are equal.
radius must occur as you steer into the turn. This point is
where you will adjust to 100% reverse power of the in- 7. When turning the lift truck, the proportional control
ner drive wheel. The clearance in the steering assembly has a “CREEP” speed that overrides the logic card
will give a wrong 85 degree indication if you go past 85 “CREEP” speed. This adjustment is RH 3 on the propor-
degrees and return. Make the adjustment when steering tional control module. This adjustment is set at the fac-
into the turn. tory and is not normally adjusted by service technicians.
If this adjustment is not correct, the controller can have a
The maximum turning angle of the trunnion is approxi-
PMT when turning the lift truck.
mately 90 degrees when the lift truck is moving. The
trunnion will only turn approximately 85 degrees when If RH 3 must be adjusted, do the following:
17
The drive wheels are raised from the floor. Operate the Speed 1 is for the TILT function and for auxiliary func-
lift truck at “CREEP” speed. Turn the steering trunnion tions that require the third or fourth spool of the main
for a right turn until you hear the “FORWARD” and control valve. The SCR controlled motor operates at
“REVERSE” contactors reverse positions. Turn RH 3 about half speed.
until the right drive wheel just stops. RH 3 controls the
“CREEP” speed of both right and left turns at the point Speed 2 is for the low speed LIFT function and second
where the contactors reverse positions. Turn the steering speed on third function (third function has two speeds).
trunnion for a left turn until you hear the “FORWARD” The SCR controlled hydraulic pump motor operates at
and “REVERSE” contactors reverse positions. Check full speed.
that the left drive wheel has stopped. If the left drive
Speed 3 is only for the high speed LIFT function. Both
wheel does not stop, there is an error in the adjustments
hydraulic pump motors operate at full speed. The Speed
described earlier.
3 function is the only time that the contactor controlled
8. Check the operation of the proportional control. Put motor operates.
the steering in the straight forward position. Push on the The control card sends three reference voltages to the
accelerator (MONOTROL) pedal until the traction mo- switches controlled by the linkage to the main control
tors operate at approximately half speed. Turn the steer-
valve. When a contact on a switch is closed, the refer-
ing to the right direction until the right drive wheel stops ence voltage is connected with battery negative and the
at approximately 73 degrees. See the right drive wheel control card senses the change in the reference voltage.
increase in speed as the steering is turned farther in the The voltage controlled oscillator in the control card
right direction. The right drive wheel will now turn in causes the SCR 1 to operate at a certain frequency. The
the opposite direction from the left drive wheels. Turn speeds of operation can be adjusted by the control card
the steering to the right to the limit. The right drive adjustments as shown in TABLE 2. through TABLE 7.
wheel will now turn at the same speed as the left drive
wheel, but in the opposite direction. Turn the steering to
SCR CONTROL, SINGLE PUMP MOTOR
the left direction and make the same checks.
Connect a voltmeter so that the voltage can be measured
SCR CONTROL, DUAL HYDRAULIC across the hydraulic motor. Some service persons con-
PUMP MOTORS nect the (+) probe of the voltmeter to the cable connec-
tion for D3 and the (–) probe to the P10 cable from the
An EV–100 SCR controller is used in lift trucks that pump motor.
have dual hydraulic pump motors. One motor is oper-
ated by the SCR controller, the other motor is operated Move the TILT hand lever so that the pump motor oper-
by a contactor. This system provides three speeds. ates at low speed and measure the voltage. If the voltage
is not according to the specifications (see TABLE 2.
The EV–100 control card for the dual hydraulic pump through TABLE 7.), adjust the voltage by turning the
motors is not the same as the control card for the traction SPD 2 potentiometer. Do not make voltage measure-
circuit. The SCR function of a speed control is the same, ments when the pump motor is operating against the re-
but the many functions necessary for control of a trac- lief valve.
tion circuit are not needed for the hydraulic pump opera-
tion. A contactor is not used in the power circuit. Each of Move the LIFT hand lever so that the pump motor oper-
the hydraulic pump motors has a 325 ampere fuse. ates at speed 2 and measure the voltage. If the voltage is
not according to the specifications, adjust the voltage by
This control card does not have an SRO check or a PMT turning the SPD 3 potentiometer. Do not make voltage
check. If SCR 1 has a short–circuit, the pump motor will measurements when the pump motor is operating
run until the battery is disconnected. The main control against the relief valve.
valve is an open center valve and the hydraulic function
will stop when the hand lever is returned to the NEU- NOTE: The adjustment SPD 3 is always set full “ON”.
TRAL position. The SCR controller controls the motors The adjustment of SPD 1 is always set full “OFF”. Ad-
to provide three speeds: justment to a voltage for SPD 1 and 3 is not required.
18
Accelerator Card (E20–100B, J40–60AS Only) accelerator card.
(See FIGURE 10. and FIGURE 11.)
The accelerator card is a solid–state circuit that senses
the control voltages at the control switches and the ac-
There are two parts to the accelerator circuit on the celerator potentiometer. When the sequence of voltages
E20–100B and J40–60AS units: accelerator potenti- is correct, the accelerator card sends a control voltage
ometer and the accelerator card. The accelerator poten- through the direction switch to close a direction contac-
tiometer must be correctly adjusted before adjusting the tor.
E20–100B
EARLIER PRODUCTION
1. CARD FUSE
2. WARNING TAG
3. “START” ADJUSTMENT
4. MOUNT HOLES
5. CONTROL WIRES (SEE TABLE)
LATER PRODUCTION
CONTROL WIRES
WIRE NUMBER WIRE NUMBER
FUNCTION
(With Seat Brake) (With Seat Brake)
7 10 Battery Voltage Through Card Fuse
13 13 Suppressor Circuit Connected To Battery
15 15 Battery Voltage To Direction Switch Negative
20 20 Battery Voltage
29 29 Accelerator Potentiometer
38 38 Brake Switch
45 45 Causes Control Card To Begin “1A Time”
– 7 Battery Voltage To Power Steering, Hourmeter
71 Input Voltage From Seat Switch
19
Circuit Description For Accelerator Card
Used With A Seat Switch (See FIGURE 12.)
+
WIRE 10
B+ WIRE 7
DO NOT
ADJUST Q4 Q5
IC3
WIRE 29 –
IC2 +
– Q3
START
+
IC1
– Q1
Q2
WIRE 71 +
WIRE 20
10555
WIRE 45 WIRE 38 WIRE 13
20
Wire 29. The accelerator potentiometer decreases the Wire 38. The output of IC3 is electrically the same point
voltage on wire 29 from a high of 4.0–4.5 volts to a low as wire 38. When the brake switch is closed, battery
of 0.0–0.2 volts. This decreasing voltage controls two negative is connected at the base of transistor Q1. This
functions in the accelerator card: action stops the signal from IC3 and causes Q1 to go
“OFF”. Battery negative on wire 38 stops the battery
• “START” (IC3)
voltage to the direction switch.
• “1A TIME” (IC2)
Wire 7. Battery voltage to the accelerator card.
Accelerator “START” (IC3)
Circuit Description For Accelerator Card
The control card supplies 4.8–5.0 volts at R5 when no Used With A Seat Brake (See FIGURE 13.)
accelerator circuit is connected. When the accelerator
potentiometer is adjusted correctly, the voltage at R5 is This circuit board also has three integrated circuits that
4.0–4.5 volts. When the accelerator (MONOTROL) operate like switches. IC1, IC2, and IC3 compare an in-
pedal is pushed, the voltage at R5 decreases. This de- put voltage with a reference voltage. When the input
creasing voltage is sensed on wire 29. When this voltage voltage decreases to the reference voltage level, the out-
is 3.6–3.8 volts, the output voltage of IC3 goes “low” put voltage changes from “high” to “low”. This voltage
and causes transistor Q3 to go “ON”. If transistor Q2 is change from “high” to “low” causes a transistor to go
also “ON”, transistor Q4 will supply battery voltage “ON” or another Wire 20. Battery negative to the accel-
through wire 15 to the direction switch. The “START” erator card. Also the negative for the circuit in the accel-
adjustment controls the comparison voltage when IC3 erator card.
causes transistor Q1 to go “ON”.
Wire 29. The accelerator potentiometer decreases the
Accelerator “1A TIME” (IC2) voltage on wire 29 from a high of 4.0–4.5 volts to a low
of 0.0–0.2 volts. This decreasing voltage controls two
When the voltage on wire 29 decreases to 0.4–0.8 volt, functions in the accelerator card:
the output voltage of IC2 goes “low” and causes transis-
tor Q1 to go “ON”. Transistor Q1 decreases the voltage • “START” (IC3)
in wire 45 to zero.
• “1A TIME” (IC1 and IC2)
Wire 45. The control card supplies 8.0 volts at R6. When
transistor Q1 decreases the voltage at R6 to zero, the integrated circuit to also change. Transistor Q1 is a
control card begins “1A TIME”. switch that controls the operation of transistor Q2.
+
WIRE 7 WIRE 15
B+
DO NOT
ADJUST Q2
WIRE 13
–
+ IC3 Q1
– START
–
WIRE 29 +
IC1 + IC2
–
WIRE 20
10555
WIRE 45 WIRE 38
21
The circuit board has its own regulated power supply Disconnect wire 15 from the accelerator card to the ter-
which is shown on the schematic (see FIGURE 13.) as minal strip. Set the controls to operate the lift truck. If
B+. Resistors between the B+ and one input of the inte- the fuse goes bad again, replace the accelerator card.
grated circuits give the reference voltages.
2. If the fuse is good, set the controls to operate in the
Accelerator “START” (IC3) “REVERSE” direction and push on the accelerator
(MONOTROL) pedal. Check for approximately battery
The control card supplies 4.8–5.0 volts at R5 when no voltage between wire 15 and battery negative. If there is
accelerator circuit is connected. When the accelerator no battery voltage on wire 15, check that the brake
potentiometer is adjusted correctly, the voltage at R5 is switch is open. If the brake switch is correct, replace the
4.0–4.5 volts. When the accelerator (MONOTROL) accelerator card.
pedal is pushed, the voltage at R5 decreases. This de-
3. If the lift truck operates when the accelerator
creasing voltage is sensed on wire 29. When this voltage
(MONOTROL) pedal is pushed, raise the accelerator to
is 3.6–3.8 volts, the output voltage of IC3 goes “low”
the UP position. If the voltage on wire 15 does not de-
and causes transistor Q1 to go “ON”. Q1 causes Q2 to go
crease to 0 volts, replace the accelerator card.
“ON” and supply battery voltage through wire 15 to the
direction switch. The “START” adjustment controls the ADJUSTING THE ACCELERATOR CARD
comparison voltage when IC3 causes transistor Q1 to go
“ON”. Only the “START” adjustment is required for the accel-
erator card. The “START” adjustment sets the compari-
Accelerator “1A TIME” (IC1 and IC2) son voltage for IC3. IC3 causes the transistors to go ON”
and send the control voltage to the direction switch.
When the voltage on wire 29 decreases to 0.4–0.8 volt,
the output voltage of IC1 goes “low” and causes the out- The “DO NOT ADJUST” sets the reference voltage for
put voltage of IC2 (wire 45) to go “low”. IC2 decreases IC3. The reference voltage is set at the factory and must
the voltage in wire 45 to zero. not be changed.
Wire 45. The control card supplies 8.0 volts at R6. When 1. Make sure the accelerator potentiometer is adjusted
IC2 decreases the voltage at R6 to zero, the control card correctly. Raise the drive wheels.
begins “1A TIME”.
2. Connect the voltmeter to R5 and battery negative.
Wire 38. The output voltage of IC3 is electrically the Make sure the accelerator or MONOTROL pedal is
same point as wire 38. When the brake switch is closed, NOT moved.
battery negative is connected at the base of transistor 3. Close the key switch, parking brake switch and the
Q1. This action stops the signal from IC3 and causes Q1 seat switch. Set the “START” adjustment at a voltmeter
to go “OFF”. Battery negative on wire 38 stops the bat- indication of 4.0 to 4.5 volts. The direction contactors
tery voltage to the direction switch. must close when the pedal is moved 10 to 13 mm (3/8 to
1/ in).
2
CHECK THE ACCELERATOR CARD
The accelerator potentiometer must be correctly ad- THE POTENTIOMETERS AND CONTROL
justed before making voltage checks on the accelerator SWITCHES
card. See the Adjustments section.
Steering Potentiometer (J25–35A Only)
1. Check the fuse to the accelerator card. If the fuse is (See FIGURE 14. And FIGURE 15.)
bad, check the accelerator card and the coils for the di-
The correct operation of the steering potentiometer is
rection contactor for a short–circuit.
necessary for the correct proportional control of each
traction motor. The purpose of this instruction is for the
CAUTION
following:
A short circuit between wire 15 and battery negative
will damage the accelerator card before the fuse can • Describe how to calibrate the steering
protect the circuit. potentiometer with the steering trunnion.
22
1
2
3 4 1
2
3
9047
1. POTENTIOMETER HOUSING
2. HOSE COUPLING WITH UPPER
4 AND LOWER CLAMPS
3. STEERING TRUNNION SPINDLE
4. CONNECTOR TERMINALS
5 FIGURE 15. STEERING POTENTIOMETER
23
turned. Replace the steering potentiometer if the correct steering potentiometer has approximately 290_ electri-
resistance is not indicated or the change is not smooth. cal rotation.
NOTE: If you replace the accelerator or steering poten- Accelerator Potentiometer And Start Switch
(E20–120XL And J25–60XL Only)
tiometer, make sure you use the correct part number. (See FIGURE 16.)
Both potentiometers look the same and have more than
300_ mechanical rotation. The accelerator potentiome- NOTE: Adjustment of the accelerator linkage will
ter has approximately 70_ electrical rotation and the make necessary the adjustment of the “START” switch.
8
1.5 mm SHIM
(0.06 in)
7 1
7
A
1. ACCELERATOR (MONOTROL)
PEDAL 11570
2. SPRING
3. PIVOT CAPSCREW 4 2
4. CRANK 5 6
5. POTENTIOMETER HOUSING
6. POTENTIOMETER SHAFT
7. START SWITCH*
8. PEDAL STOP
1. Rotate the potentiometer housing to the end of the mount slots as shown in the illustration.
2. Loosen the crank on the shaft of the accelerator potentiometer. Push the accelerator (MONOTROL) pedal
down and install a 10 mm (0.40 in) shim between the pedal and the mount bracket (see illustration). Adjust
the shaft of the accelerator potentiometer so that the resistance between terminals B and C is 100–200 ohms
(R x 1 scale). Tighten the crank on the potentiometer shaft and check the resistance again.
3. Loosen the bolt that holds the pedal stop. Raise the pedal to the pedal stop. Install a 1.5 mm (0.06 in) shim
between the pedal and the pedal stop. Adjust the pedal stop so that the resistance between terminals B and
C is 4100–4300 ohms (R x 100) scale). Tighten the bolt that holds the pedal stop and check the resistance
again.
4. Adjust the position of the START switch* so that it will actuate when the 1.5 mm (0.06 in) shim is in position
between the pedal and the pedal stop.
24
The accelerator potentiometer has a range of 0–6000 a. Disconnect the battery and separate the
ohms. If you must replace an accelerator potentiometer, connector. Remove the center floor plate. Make
make sure you use the correct part number. Many poten- sure the link length for J25–35A units is as shown
tiometers have approximately 290_ mechanical rota- in FIGURE 18. If necessary, disconnect the link
tion, but the accelerator potentiometer has approxi- from the crank and adjust to the correct length. A
mately 70_ electrical rotation. The accelerator potenti- minimum of two threads must be engaged at the
ometer is connected to the accelerator pedal. end of the link.
The start switch is only used on units without a b Check the distance between the frame and the
MONOTROL pedal. The start switch and accelerator pedal stop to give the correct distance as shown in
potentiometer must be adjusted together. Adjust the ac- FIGURE 17. or FIGURE 18. If necessary, adjust
celerator potentiometer and start switch as shown in the pedal stop to give the correct distance for your
FIGURE 16. lift truck model.
A = E60–120B
10.6cm (4.16 in)
OTHER MODELS
11.5 cm (4.5 in)
9.65 cm
(3.80 in)
1. MONOTROL PEDAL
2. PEDAL STOP 23.5 cm
3. DIRECTION SWITCH (9.25 in)
4. ACCELERATOR LINKAGE 10556 (ROD LENGTH
5. SPRING 10410
1. “START” SWITCH
6. CRANK
2. “FORWARD” AND “REVERSE” SWITCH
7. POTENTIOMETER HOUSING
3. PEDAL STOP, UP
FIGURE 17. MONOTROL PEDAL AND SWITCH 4. ACCELERATOR (MONOTROL)
ADJUSTMENT (E20–120B) 5. JAM NUT
6. PART OF FRAME
7. CRANK
8. CONNECTOR
Accelerator Potentiometer And Direction 9. LOCK NUT
Switch (See FIGURE 17. and FIGURE 18.)
FIGURE 18. MONOTROL PEDAL ASSEMBLY
The accelerator potentiometer sends a voltage signal to (J25–35A)
the control logic for speed and acceleration. A correct
accelerator (MONOTROL) linkage is necessary before 2. Check and adjust the accelerator potentiometer. Con-
adjusting the accelerator potentiometer. nect the battery. Measure the voltage between wire 29
The direction switch sends a signal to the motor control- (+) and wire 20 (–) when the pedal is pushed just enough
ler to close the “FORWARD” and “REVERSE” contac- to close the “START” switch. The correct voltage is 3.5
tors. to 4.0 volts at “CREEP” speed. Push the pedal fully
down. The voltage will decrease smoothly to less than
1. Check and adjust the accelerator linkage. 0.5 volts. The typical voltage for maximum speed is 0.2
25
volts. Adjust the accelerator potentiometer within the a leaf spring. The “START” switch prevents the opera-
limits. tion of the lift truck until the SRO circuit is complete.
The START switch must be adjusted so that the switch is
NOTE: The floor plates must be installed to check the open when the accelerator (MONOTROL) pedal is in
maximum speed adjustment of the accelerator potenti- the up position. The adjustment of the “START” switch
ometer. The floor plates can be set in position temporar- must be checked after adjustments are made to the accel-
ily without installing the bolts. erator linkage.
To check or adjust the accelerator potentiometer using a Measure the space from the top pedal stop to the arm of
resistance indication, disconnect wire 29 from terminal the pedal. Adjust the “START” switch so that it closes
3. Push the accelerator (MONOTROL) pedal to the when the space is greater than 2 mm (0.075 in). The
floor plate. Measure the resistance between wire 29 and “START” switch opens correctly when the space is less
terminal 5. Loosen the clamp screw on the crank and ad- than 0.75 mm (0.030 in).
just the potentiometer to 200 ohms or less. Tighten the
clamp screw. When the pedal is in the up position, the Check the switch with an ohmmeter. Disconnect the bat-
correct resistance is 4800–6000 ohms. Connect wire 29 tery and separate the connector. A good switch will indi-
to terminal 3. cate less than 50 ohms between the terminals “NC” and
“COM” with the switch closed.
3. Check the adjustment of the direction switch by push-
ing on the “FORWARD” pad of the MONOTROL pedal “FORWARD” And “REVERSE” Switch
using your hand. If the switch is correctly adjusted, you (MONOTROL) (Earlier Production Lift Trucks)
will hear the switch close before the pad is fully in the (See FIGURE 17. and FIGURE 18.)
“FORWARD” position. If the switch is not actuated be-
fore the pedal begins to move down, go to Step 4. NOTE: Earlier production lift trucks have a FOR-
WARD and REVERSE switch in the housing of the
4. If the direction switch is adjusted or replaced. make an MONOTROL pedal arm. Later units use two switches,
identification of the three wires and disconnect them one under each pad of the MONOTROL pedal.
from the switch. Loosen the lock nut on the direction
NOTE: The numbers in () are item numbers of
switch. Hold the pad of the MONOTROL pedal in the
FIGURE 18.
“REVERSE” position. Rotate the direction switch into
the pedal until you hear the direction switch close. Ro- 1. Disconnect the battery and separate the connector.
tate the switch out of the pedal 1/2 to 2 rotations. Align Remove the center floor plate. Push on the “FOR-
the switch as shown in FIGURE 17. or FIGURE 18. WARD” pad (4) with your hand. If the switch adjust-
Tighten the lock nut. Check the adjustment as described ment is correct, you will hear the switch close before the
in Step 3. The switch must open and the pedal pad must pad (4) is fully in the “FORWARD” position. If the
return to the “REVERSE” direction when you remove switch is not actuated before the pedal begins to move
your hand. When the adjustment is complete, connect down, go to Step 2.
the wires to the switch.
2. If the switch is adjusted or replaced, make an identifi-
Adjusting Start Switch (See FIGURE 18.) cation of the three wires and disconnect them from the
switch. Loosen the lock nut (9) on the switch (2). Hold
NOTE: The START switch is used on some earlier pro- the pad (4) in the “REVERSE” position with your hand.
duction lift trucks and on lift trucks that have the op- Rotate the switch into the pedal until you can hear the
tional “FORWARD” and “REVERSE” switch on the switch close. Rotate the switch out of the pedal 1/2–2 ro-
steering column. tations. Align the switch as shown in FIGURE 17.
Tighten the lock nut (9). Check the switch adjustment as
The START switch is a small switch fastened to the in Step 1. The switch must open and the pad (4) must re-
mount for the pedal assembly. See FIGURE 18. The turn to the “REVERSE” direction when you remove
START switch is normally open. The accelerator your hand. When the adjustment is complete, connect
(MONOTROL) pedal actuates the START switch using the wires to the switch. Install the floor plate.
26
1. KEY SWITCH
2. STEERING COLUMN
3. STEERING CONTROL UNIT
4. POSITION ADJUSTMENT
5. HORN SWITCH
6. OPTIONAL FWD–REV LEVER
11571
27
NOTE: The direction switches used in the Hydraulic Pump Switch
MONOTROL pedal are made for Hyster Company with See the section on THE MAIN CONTROL VALVE.
a special contact clearance and timing. Other switches
made by the manufacturer are in the same case and will Replace The Key Switch (See FIGURE 19.)
fit in the same space in the MONOTROL pedal. Use Replace a bad key switch. Remove the cover for the
only replacement switches with a Hyster part number. steering column. Disconnect wires 3 and 10 and replace
Other switches that are similar in design will fit, but the the key switch. Connect the wires and install the cover.
contacts will often burn and not give good service.
8567
1. SEAT
2. PLATE
3. SWITCH BARREL
4. JAM NUTS
5. SWITCH
FIGURE 22. SEAT SWITCH ADJUSTMENT FOR
LIFT TRUCKS WITH A SEAT BRAKE
(3.12 +0.12
–0.25 in)
1. WIRE 35 6469
2. WIRE 15
3. NO TERMINAL
4. NC TERMINAL
5. NO TERMINAL
6. NC TERMINAL 9. BRAKE SWITCH
7. BRAKE PEDAL 10. SWITCH ADJUSTMENT
8. PEDAL STOP LOCK NUTS
11569
29
ADJUST MOUNT “A”
SO THAT WHEN THE
ACCELERATOR (MONOTROL)
PEDAL STOPS AT “B”
THERE IS 1.0–4.0 mm
(0.04–0.16 in) CLEARANCE
AT “C”
31