Sheet 6: Electrical System--Accelerator Controls and Contactors

ACCELERATOR CONTROLS
Figure 2-20-Sigmanetics Accelerator Control

SWITCH FUNCTION

Each switch has three basic Functions. These are the start, or MS-1 function, the potentiometer function, and bypass, or MS-4
Function.

START FUNCTION (MS-1)

The start function of the accelerator control is a normally open switch that closes almost as soon as the accelerator control is
moved, and remains closed throughout the rest the control travel. This switch sends a signal to the control card, turning it on, to
begin the operating cycle. It also completes the circuit for the forward or reverse contractor.

Sigmanetics accelerator controls have two start switches, one for forward and one for reverse; they use precision snap-type
switches (Micro Switch or similar) for the start switch.

POTENTIOMETER FUNCTION

The potentiometer function of the accelerator control supplies a variable signal voltage to the SCR card. This variation in
voltage controls the rate at which the SCR cycles, controlling the average voltage to the drive motor, which controls the speed of
the truck.

The signal voltage is actually opposite to the output voltage of the SCR. That is, it starts out higher (approximately 3.5 to 4.0
volts, and, as the accelerator is repressed, it drops off to 0 volts. The Sigmanetics control rises a common style rotary
potentiometer (Figure 2-21) for this function.

Figure 2-21—Typical Rotary Type Potentiometer

BYPASS SWITCH FUNCTION (MS-4)

On EV-100 equipped trucks, the bypass function is controlled by a normally open switch that closes just as the accelerator
control reaches full travel. As the switch closes, it initiates the control circuit in the card that bypasses the variable control
function of the SCR and turns on the 1-A drive. This supplies full voltage to the drive motor for high speed travel.

The EV-100 does not use MS-4 to turn on the 1-A driver. Instead the EV-100 card automatically turns on the 1-A drive when
the potentiometer voltage drops to 0.5 volts or less.

There is a short time delay in the 1-A bypass circuit. This delay function is built into the control card logic. The time delay
allows the truck to accelerate through the SCR range until 1-A picks up, even if the accelerator potentiometer is fully actuated
immediately. The 1-A time delay is adjusted by means of a 1-A trim potentiometer on the con-trol card.

ACCELERATOR CONTROL TEST PROCEDURES -EV-100

PRELIMINARY PROCEDURES

1. Check that the battery is fully charged (1.250 or higher specific gravity).

2. Jack up truck until drive wheels are off the floor, and block the frame up for safety. Release the parking brake.

3. Connect the negative lead of a volt meter to the negative terminal (wire 13) of the control panel. Set the voltage scale of the
 Sheet 6: Electrical System--Accelerator Controls and Contactors
volt meter on a range high enough to read battery voltage.

CAUTION: Do not overspeed drive motor or stall drive motor for any length of time while performing tests.

MS-1 START SWITCH TEST

1. Connect the positive volt meter lead to terminal TB2 (wire 15) on the EV-100 card.

2. Close the key and seat switches.

3. Meter should read 80% of voltage. If not, check the key and seat switches and associated wiring.
4. Move the accelerator to close the MSM start switch.

NOTE: The brake switch is connected in series to the MS-1 start switch and is normally closed.

5. Meter should now read full battery voltage. If not, check the MS-1 and brake switches for proper operation and adjustment.
Also check the switch wiring.

POTENTIOMETER (or Variable Voltage Circuit Board) TEST

1. Connect the positive volt meter lead to terminal TB1 (wire 29) on the EV-100 card. Use 10 Volt scale on meter.

2. Close the key and seat switches.

Figure 2-22—Volt Meter Connections—EV-100

3. Volt meter should read approximately 3.5 to 4 volts, and should decrease smoothly to approximately 0 volts as the
accelerator is depressed.

a. If voltage does not decrease at all, the potentiometer (or variable voltage circuit board in the case of a solid state
control) is faulty and must be replaced.

b. If the voltage does not start at approximately 4 volts or does not decrease to approximately 0 volts, check the
accelerator linkage or the adjust-ment of the potentiometer.

CHECKING MS-1 AND MS-4 SWITCHES FOR CONTINUITY

 Sheet 6: Electrical System--Accelerator Controls and Contactors
When trying to confirm a problem with the MS-1 (or the forward or reverse switches of Sigmanetics switches) or with the MS-4
switch, you can use an OHM meter or a test light with a battery source to check for continuity. When making these checks,
unplug the truck battery and unplug the accelerator control. Figure 2-24 shows where to con-nect the OHM meter or test light,
and Figure 2-23 shows the approximate positions that the switches should make contact.

Figure 2-23—MS-1 And MS-4

Approximate Contact Positions For
Rotary Hands (Dual Direction) Accelerators

MS-1

Without moving the accelerator, there should be no con-tinuity across MS-1. As soon as you begin to move the accelerator,
MS-1 should make contact, and continuity should continue through the rest of the range of accelera-tor movement until it
reaches the stop.

Slowly move the accelerator control. There should not be any continuity across MS-4 until the accelerator is almost all the way
to its stop. MS-4 should make contact just before the accelerator hits the stop, and hold continuity the rest of the way to the
stop.

Figure 2-24—OHM Meter Connections For Slgmanetics Control

NOTE On dual direction controls. Forward and reverse switches may be opposite those shown. Depending on mounting
 Sheet 6: Electrical System--Accelerator Controls and Contactors
position of control in truck. Always check wiring diagram in Parts or Maintenance Manual to confirm wiring.

USING AN OHM METER TO CHECK OUT ROTARY POTENTIOMETERS

When trying to confirm a problem with the rotary type potentiometers used in the Sigmanetics accelerator controls, it is possible
to use an OHM meter to check out the potentiometers.

Disconnect the truck battery and unplug the accelerator control. Connect an OHM meter across the potentiometer leads (see
Figure 2-24) and set the meter on the R x 100 scale. Rotate the control handle slowly through the complete cycle. The OHM
meter should read 4,000 to 6,000 OHMs at MS-1 and should decrease smoothly to approxi-mately 200 OHMs or less as the
control bottoms out. See Figure 2-25.

Figure 2-25—OHM Meter Reading

Compared to Handle Position For
Rotary Handle (Dual Direction) Accelerators

SlGMANETICS ADJUSTMENTS

To make minor adjustment to the Sigmanetics potentiometer settings, insert a screwdriver through the hole in the end plate and,
while holding the control from rotating, turn the screwdriver to obtain the correct settings in both direc-tions (See Figure 2-26).
for larger adjustments, slide the gear part-way off the potentiometer and re-mesh the gears on different teeth.

To adjust the cam position, unmesh the cam gears and re engage the gears so that the cam is centered between the forward and
reverse Micro Switches.

Figure 2-26—Making Minor Adjustments To Sigmanetics Potentiometer

1. Main Shaft
2. Housing Assembly (w/Bushings)
3. Spring Retainers
4. Cam
5. Drive Gear
3. Drive Gears
7. Potentiometer
3. Centering Springs
9. Snap Switches
3. Centering Spring Arm
 Sheet 6: Electrical System--Accelerator Controls and Contactors

Figure 2-27—Sigmanetics Accelerator Control

CONTACTORS
GENERAL

Contactors are used for many applications in Yale Industrial Trucks, including forward and reverse drive motor control, Bypass
(1-A), field weakening, hoist and accessory pumps, and power steering pumps. General Electric contractors are used in the
ESC-H truck.

In electric truck wiring circuit, contactors are used to perform the task of "Making" or "Breaking" the main power circuits for
different functions, such as the drive motors, hydraulic pumps, power steering pumps, etc. Contactors are basically remote
Patrol switches for high current applications and serve several purposes. First, they allow the truck to use shorter cables for high
current carrying power circuits, resulting in less resistance and better efficiency. Second, they allow the use of lighter gauge
wire for the control circuits (such as directional switches, accelerator switches, etc.) by separating the control and power circuits.
This creates great cost savings in lighter duty components, safer designs (by removing high electrical rents from areas of
possible operator contact), reducing heat and power losses, and creating less maintenance problems by reducing current in the
controls.

The contactor uses a low amperage current from the control switch to energize a magnetic coil. This coil then creates a
magnetic force that draws the contact arms together, closing circuit for the high amperage current, allowing it to flow through
the contactor.
When the control switch is opened it stops the flow of current to the magnetic coil, and a return sprang opens the contact arms.
 Sheet 6: Electrical System--Accelerator Controls and Contactors
Because of the arcing that occurs during closing and opening of these high current contact arms, contact tips made of precious
metals or alloys are used to prevent welding of the tips. Also, contactors are designed with an "over travel" feature. The
connection between the coil armature (which provides the actual motion that closes the tips) and the contact tips is always a
spring dampened connection.. The coil armature actually travels farther than what is required to close the tips, and this "over
travel" compresses the armature spring.

This squeezing or wiping action prevents the tips from bouncing as they close. This bouncing would cause arcing of the tips,
creating high spots, which could concentrate any further arcing in one spot, welding the tips together. Because of this arcing,
contact tips should be frequently checked for wear.

Two basic types of contactor assemblies are used in industrial truck electrical circuits. For forward or reverse operation, single
pole, double-throw contactors are used. This means there is a pair of normally open tips and a pair of normally closed tips.
"Nominally" open means that the tips are open when NO current is applied to the magnetic coil. The 1-A and pump contactors
use a single pole, single-throw arrangement, meaning that there is only one pair of normally open tips.

Figure 2-28—General Electric Contactors

Figure 2-29—Single-Pole, Double Throw and Single-Pole, Single-Throw Contactor Circuits

INTERLOCK SWITCHES

Also mounted on many contactor assemblies, are interlock switches. These switches are actuated by an extension of the
movable contact arm which pushes a button on the back of the interlock switch. Most switches have a normally open (NO) side
and a normally closed (NC) side. The switches perform various purposes depending on which contactor assembly they are used.

SPIKE SUPPRESSION

Voltage spikes occur each time the contactor coils are de-energized. To control these spikes, various devices are used.
Varistors are one type of spike suppressor which may be mounted externally or internally across the coil. Other devices used
may be diodes or capacitors. These spike suppressers prevent damage to the electrical circuit and extend contact tip life.
 Sheet 6: Electrical System--Accelerator Controls and Contactors
Figure 2-30—Normally Closed And Normally Open Schematic Symbols

MAINTENANCE OF CONTACTOR ASSEMBLIES

As mentioned before, contact tips must be checked frequently. Burn marks are a normal condition created by arcing as the tips
open. Extremely worn or pitted tips should be replaced, preferably in pairs. Rapid wearing of tips could be caused by one or
more of the following conditions:

1. Operating truck on a low-charged battery.

2. Pushing loads, creating high current draw.
3. Allowing contactors to drop out while under heavy load conditions, such as negotiating a steep ramp.
4. Faulty spike suppressors.
5. Improper contact tip adjustment.

When replacing tips, make sure the new tips have the same amp carrying capacity and are direct replacements for the original
tips. Also avoid using cheap substitutes. Contactor assemblies are designed to give a wiping action or squeezing action as the
normally open tips come into contact. This helps to prevent welding and bouncing of the tips. On most contactors there is a
specified gap set-ting for the normally open tips and normally closed tips.

Figure 2-31—Typical Contact Adjustments

TESTING CONTACTORS

Following this procedure are assembly drawings and assembly and inspection Information specific to the General Electric
contractors (Figure 2-34 and 2-35).

TESTING CONTACTOR FUNCTION

WARNING: Parts of this procedure require that you work on the truck with full electric current present. Do not
wear any rings, jewelry, or a watch while you are working around the contactor panel. Whenever manually closing a contactor
with power connected, use a properly insulated tool.

a. Jack up the drive wheels of the truck so that they are clear of the floor. Block the chassis up in this position and remove the
jack.
 Sheet 6: Electrical System--Accelerator Controls and Contactors

CAUTION: Never operate the drive motor at full speed for more than a few seconds without a load (such as when
the drive wheels are up off the floor). A series-wound DC motor will continue to accelerate indefinitely until it exceeds its
designed maximum RPM. at which point it will self-destruct.

b. Check the condition of the battery. If it is not fully charged, charge or replace the battery with a fully charged battery
before continuing.

c. Visually check to see if contactor closes when circuit is energized. If contactor closes, skip to step i. If contactor does not
close, proceed to step d.

d. Check for battery voltage at the contactor coil, Connect the positive lead of the meter to the positive side of the coil. To
eliminate any false readings caused by other components (such as a driver module connected on the negative side of the coil
circuit), connect the negative meter lead to battery negative (See figure 2-32). Close all switches (including seat switch)
required to energize the contactor coil and observe the meter reading:

—No Voltage: Open circuit in control circuit wiring to contactor.

—Low Voltage: High resistance in control circuit wiring to contactor.
-Full Battery Voltage: No problem with control circuit— problem is probably in
contactor. Proceed with test.

Figure 2-32—Meter Connection To Check Battery Voltage At Coil

e. Check at the contactor for loose, broken, or corroded connections.

f. Check the mechanical function of the contactor. Use a properly insulated tool, such as an electrician's screwdriver, to
manually close the contactor tips. Check for looseness or binding of the moving parts of the contactor. The contactor
should move freely, but the parts must not be so loose that the movement is sloppy.

g. Visually check the condition of the tips for pitting, burning, or wear. Dress pitted tips with a file (power disconnected) and
replace severely burned or worn tips,
 Sheet 6: Electrical System--Accelerator Controls and Contactors
h. Check the ohm value of the contactor coil. Disconnect the leads from one side of the coil and connect an ohm meter across
the coil. Reverse the ohm meter leads and check in the opposite polarity (since spike suppressors on G. E. coils make
them polarity sensitive). Compare the ohm reading against the ohm values shown in Figure 2-34.

—High Resistance: Corrosion or a burnt coil

—Infinite Resistance: Open coil
—Low Resistance: Shorted or burnt coil
—No Resistance: Shorted coil

i. If the contactor closes but the truck dose not work properly, check the electrical function of the high current section of the
contactor (the tips and bus bars). With the truck battery connected and all switches closed, connect a volt meter across the
high current terminals of the contactor (See figure 2-33).

Set the voltage scale of the meter to the lowest range higher than battery voltage (50 volt range for 48 volt battery, etc.). On
forward and reverse contactors, you should read zero volts with the contactor open, then the meter should jump as the contactor
closes and immediately drop to zero or close to zero. This is the voltage drop across the contactor. On pump contactors. you
should read battery voltage across the contactor with the tips open, and it should drop to zero or near zero volts as the tips close.
On the 1-A contactor (SCR equipped trucks) the voltage across the contactor should rise as the truck accelerates until it nears
battery voltage, then drop to zero or near zero as the 1-A contactor closes.

A high voltage drop (2 volts or more) across the tips indicates poor contact or high resistance. Check for burned or worn tips,
incorrect size or mix-matched tips, and for incorrect gap settings on those contactors with adjustable point gaps.
 Sheet 6: Electrical System--Accelerator Controls and Contactors
Figure 2-33 Meter Connection To Check Voltage Drop Across Tips (Forward Direction Contactor Shown)
 Sheet 6: Electrical System--Accelerator Controls and Contactors

Figure 2-34—GE Contactor Service (Single Pole, Single Throw)

1. Hex. Nut #10-32 Brass
2. Lockwasher 010 Brass
3. Flat Washer #10 Brass
4. Retainer
5. Spring—Movable Contact
6. Movable Contact Assembly
7. Shim—Movable Contact
8. carrier—Movable Contact
9. Screw—Tip Clamp
10. Tip Clamp
11. Terminal & Stationary Contact—L. H.
12. Terminal & Stationary Contact—R. H.
13. Magnet Assembly
14. Coil
15. Magnet Frame
16. Spring—Armature Return
17. Armature Assembly
18. Carrier—Stationary Contact

CONTACT TIP CLEARANCES ARE NOT ADJUSTABLE

Contactor Style COIL RESISTANCE

Forward/Reverse 26 OHMS + TO —
15 OHMS — TO +
 Sheet 6: Electrical System--Accelerator Controls and Contactors
Hoist &1-A (A) * 50 OHMS + TO —
(1C4482CTRA800) INFINITY -TO +
1-A (B)* 30 OHMS + TO —
(1C4482CTRB800) 30 OHMS — TO +

GE CONTACTOR COILS ARE POLARITY SENSITIVE. OBSERVE "+" MARKING ON ONE TERMINAL

∗ Some time ago a change was made in the 1-A Bypass contactor. Formerly, a contactor with GE number 1C4482CTRA800
was used for both the 1-A and hoist pump contactor. Now a different type contactor (1 C4482CTRB800) is used for the
1-A Bypass. This contactor (referred to as a B contactor) holds the tips together tighter to prevent welding, but has a longer
dropout time. The A contactor is still used for the hoist circuit because of the need for a quick dropout time.

Figure 2-35—GE Contactor (Single Pole, Double Throw)

ITE DESCRIPTION
M
1. Carrier—Stationary Contact
 Sheet 6: Electrical System--Accelerator Controls and Contactors
2. Armature Assembly
3. Spring—Armature Return
4. Magnet Frame
5. Coil
6. Magnet Assembly
7. Terminal & Stationary Contact—R. H. Bottom (N. O.)
8. Terminal & Stationary Contact—L. H. Bottom (N. O.)
9. Spacer—Terminal
10. Tip Clamp—Lower
11. Carrier—Movable Contact
12. Terminal & Stationary Contact—R. H. Top (N. C.)
13. Terminal & Stationary Contact—L. H. Top (N. C.)
14. Tip Clamp—Upper
15. Screw—Tip Clamp
16. Mounting Screw—Terminal
17. Hex. Nut #10-32 Brass
18. Lockwasher #10 Brass
19. Flat Washer 010 Brass
20. Shim—Movable Contact
21. Movable Contact Assembly
22. Spring Cup
23. Spring—Movable Contact

SMALL END OF TAPERED SPRING (ITEM 3) FACES AWAY FROM COIL

GE CONTACTOR COILS ARE POLARITY SENSITIVE. OBSERVE " + " MARKING ON ONE TERMINAL.

CONTACT TIP CLEARANCES ARE NOT ADJUSTABLE