Hybrid Electric Aerial Device

Manual Supplement

www.altec.com

Altec Industries, Inc. reserves the right to improve models and change specifications without notice.
749-60069

Copyright  2013 by Altec Industries, Inc.

All rights reserved. No part of this publication may be used or reproduced by any means, or stored in a
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 Table of Contents

Section 1 — Introduction
About This Supplement… .............................................................................................. 1

Section 2 — Safety
Safety Instructions ......................................................................................................... 3
Accident Prevention Signs ............................................................................................. 3

Section 3 — Theory of Operation ....................................................................................... 5

Section 4 — Before You Operate…

Component Identification ............................................................................................... 7

Section 5 — Operation
PTO Engagement .......................................................................................................... 9
Outrigger/Unit Selector ................................................................................................... 9
Outriggers ................................................................................................................ 9
Tools at Tailshelf ........................................................................................................... 9
Lower Controls ............................................................................................................... 9
Upper Controls ............................................................................................................. 10
Boom Functions .................................................................................................... 10
Auxiliary Platform Controls .................................................................................... 10
Hydraulic Stop ....................................................................................................... 10
Optional Features ........................................................................................................ 10
Secondary Stowage System ................................................................................. 10
Remote Throttle System ....................................................................................... 11
Engine Start/Stop .................................................................................................. 11

Section 6 — Maintenance
Safety Instructions ....................................................................................................... 13
Preventive Maintenance .............................................................................................. 13
Removal and Replacement of Parts ............................................................................ 13
Fiber Optics ................................................................................................................. 13
Pressure Transducer .................................................................................................... 14
Programming ................................................................................................................ 14

Section 7 — Diagnostics and Troubleshooting

Proper Hybrid Unit Operation ....................................................................................... 15
Troubleshooting ........................................................................................................... 17
Fiber Optic Switch ................................................................................................. 17
Control System and/or Wiring ................................................................................ 18
Pressure Transducer ............................................................................................. 20
Troubleshooting Chart ........................................................................................... 21

Appendix
Glossary
 Section 1 — Introduction
About This Supplement…
This supplement provides information about the operation
and maintenance of the hybrid electric aerial device. This
information should be read and understood by operators
and maintenance personnel prior to performing their as-
signed duties. This supplement provides additional infor-
mation to what is provided in the Operator’s Manual
concerning controls and operation. Keep this supplement
with your Operator’s Manual.
DANGER
Death or serious injury can result from careless or
improper use of the unit. Do not operate this unit
without proper training.
WARNING
Death or serious injury can result from careless or
improper use of the unit. The operator bears ultimate
responsibility for following all regulations and safety
rules of their employer and/or any state or federal law.
This supplement is to be used in conjunction with the
existing Altec Unit Operator’s and Maintenance Manuals.
All warning indicators, operator controls, operating consid-
erations and maintenance instructions are not included in
the supplement.
Section 1 — Introduction • 1
2 • Section 1 — Introduction
 Section 2 — Safety
Safety Instructions
This unit is designed and manufactured with many fea-
tures intended to reduce the likelihood of an accident.
Safety alerts throughout this manual highlight situations in
which accidents can occur. Pay special attention to all
safety alerts. This unit has a hybrid electric operating
system and has special safety considerations due to the
nature of the system.
WARNING
Injury can result from electric shock. Severe arcing
can occur even when working with low voltage vehicle
electrical systems. Use caution when working with
any electrical device.
The chassis engine will start and stop as necessary to
maintain charge of the hybrid battery. Do not work on
or near any movable components prior to removing
the key from the ignition.
NOTICE
This vehicle is equipped from the chassis manufac-
turer with specific components required for hybrid
operation. All operators should read and understand
all chassis and unit manuals before operating this
equipment.
Accident Prevention Signs
This unit is equipped with additional placards and decals
from that of a similar non-hybrid unit. All operators should
familiarize themselves with the location and content of
these placards. Placards may include, but are not limited
to, any of the following.
Section 2 — Safety • 3
4 • Section 2 — Safety
 Section 3 — Theory of Operation
The hybrid electric aerial device provides a reliable oper-
ating system using a combination of electrical and hydrau-
lic energy. The operator controls are very similar to those
of a conventionally hydraulically powered aerial device.
The operator controls still look and feel the same. How-
ever, behind the controls and covers are where the
differences exist. In order to gain the greatest benefit of the
hybrid system, a control interface has been designed that
provides hydraulic power only when it is needed instead of
the pump constantly running. This allows the aerial device
to be operated the maximum amount of time on the hybrid
batteries before recharging.
The hybrid control system monitors the motion of hydrau-
lic valves and changes in hydraulic pressure. These
changes become signals indicating the need for hydraulic
power. The signals are sent to a control module along with
signals from other sensors and switches connected to the
engine and chassis. The control module processes the
signals it receives and communicates with the hybrid
system. The hybrid system then activates the hybrid
traction motor to provide hydraulic power. In addition to
monitoring signals, the control module can provide timers
used to determine how long the hybrid system remains on
after certain signals are received from the controls de-
pending on the unit configuration and custom options.
The majority of an operator’s work at the job site can be
done on hybrid battery power only. When the battery
charge drops to a certain level, the hybrid system comput-
ers cause the engine to start to recharge the batteries.
During the recharge cycle the diesel engine provides
power to recharge the batteries and to run the hydraulic
system. The engine will run for about 5 to 15 minutes to
recharge the batteries and then turn off until the next
charging cycle.
The ePTO switch can be engaged while the system is
being recharged. There are four different situations for the
system to recharge.
• Hybrid traction motor is not running and not providing
hydraulic power. The operator may hear the engine
start and run for a few minutes until the batteries are
recharged. During this period of recharging the aerial
device can be operated as normal. No differences in
operation should be noticed.
• Hybrid traction motor is running but the aerial device
is not being operated. The operator may hear the
engine start and run for a few minutes until the
batteries are recharged. During this period of recharg-
ing the aerial device can be operated as normal. No
differences in operation should be noticed.
• Hybrid traction motor is running and the aerial device
is being operated. The operator may hear the engine
start and run for a few minutes until the batteries are
recharged. During this period of recharging the aerial
device may be operated normally. The operator may
notice a very slight change in boom speed as the
engine starts and comes up to speed. Once the engine
is running, there is no difference in performance or
operation.
• Hybrid traction motor and engine running and the aerial
device is being operated. The operator may continue
to operate aerial device throughout the recharge
cycle. If it is in motion at the end of a recharge cycle
when the engine shuts down the operator may hear the
engine shut down. Little or no noticeable change in
motion or speed should occur when the engine shuts
down.
Section 3 — Theory of Operation • 5
6 • Section 3 — Theory of Operation
 Section 4 — Before You Operate…
This unit is a hybrid electric aerial device. It is equipped
with an operating system that combines hydraulic and
electric power to cause the unit to move when the operator
moves the control handles. The actual controls operate in
a similar manner as a hydraulic-powered aerial device.
Read and understand the unit Operator’s Manual for
complete information on operating the aerial device.
All operators involved in the use and/or care of this unit
must know the location and understand the operation of
each control on the unit. Control locations are pointed out
on the Component Identification drawing in the unit
Operator’s Manual. Operation of the controls is explained
in Section 5 of that manual.
Prior to engagement of the ePTO, the chassis must be in
neutral, the parking brake set, and the hood has to be
closed. The hood must be closed, due to the fact that the
chassis engine will start and stop as required without input
from the operator. If the hood is opened, the ePTO will be
inoperable in order to protect anyone under the hood from
being harmed by sudden engine starts.
The PTO engagement on this chassis requires air pres-
sure for activation. For this reason, ePTO will not be
functional at low air pressure, typically less than 90 psi.
Before engaging the ePTO, allow the chassis engine to run
until the air pressure has reached normal maximum
pressure, usually around 120 psi. If the chassis air
pressure begins to deplete during unit operation, the
engine will start and run until the air pressure has returned
to maximum pressure.
Although the hybrid battery is used to operate the electric
traction motor, the chassis 12VDC batteries are still used
to power the lights, radio, and other accessories. The
hybrid battery will maintain the 12VDC batteries to full
charge up to 40 amps. Should the chassis batteries
deplete below an acceptable level, the chassis engine will
start to recharge them.
Component Identification
This unit is equipped with several components that will
allow the unit to function as a hybrid. These components
are integrated into the unit design, and require no specific
user inputs to operate.
Fiber optics is used to control traction motor operation
from the operator’s platform. Fiber optics is the use of
transparent fibers to transmit light signals from one loca-
tion to another. This allows the signals from the operator’s
platform to pass through the boom sections while main-
taining its dielectric properties. The fiber optic system
equipped on this unit consists of three major components,
the switch, cable, and transceiver.
Fiber optic switches are located on the control valves at
the platform. When a boom, tool, or auxiliary function is
activated at the platform, the switch will cause a light
signal to be sent down the cable and to the transceiver.
The cable is the light-connecting link between the switch
and transceiver, and is routed along the hydraulic lines
through the boom. The fiber optic transceiver is used to
convert the light signal from the switch into an electrical
signal that can be used to activate the traction motor. The
transceivers are circuit board mounted, and located in a
junction box. This junction box is typically found on the
turntable of the unit above rotation.
In order to maximize the hybrid efficiency, this unit has
programming installed to allow for the unit controls to
communicate with the chassis. This may be a chassis
installed programming interface, or may utilize the Altec
Energy Management Module (AEMM). Either program-
ming method will provide similar unit operation. The
AEMM, if equipped, will be located in the cab or in the
pedestal near the slip ring connection.
WARNING
Death or serious injury may result from modifying the
programming on the unit. Do not add to, change, or
remove any programming installed on this vehicle
without first contacting your Altec representative.
Altering programming may cause damage to the unit
or its operator.
Section 4 — Before You Operate… • 7
8 • Section 4 — Before You Operate…
 Section 5 — Operation

switch. This will turn the traction motor on. The motor will
PTO Engagement continue to run until the operator toggles the switch again.
Push the ePTO button on the transmission shifter console
to engage the PTO and hybrid drive system. The ePTO Some units may be equipped with a latching toggle switch.
button can be pushed with or without the engine running. Similar to the momentary, the toggle will be switched to the
If the engine is running, the PTO will engage, the green On position. This will cause the traction motor to run
light on the console will be a steady green and the engine continuously until the switch is returned to the Off position.
will turn off. The engine may continue to run, depending on
the battery state of charge or the chassis air pressure. If Lower Controls
the engine is off and the ePTO button is pushed, the PTO
will engage and the engine will stay off. If the battery state For operation from the lower controls, shift the selector
of charge is low or the chassis air pressure is low the handle into the Lower Controls position. Depending on the
engine may start. type of unit, the traction motor may start immediately after
shifting the selector to Lower Controls. Other units will be
equipped with a separate toggle switch for actuation. Push
Outrigger/Unit Selector the hybrid activation toggle switch (refer to Figure 1) at the
Operation of the outrigger/unit or truck/unit (units without lower controls and release it. Pushing and releasing the
outriggers) selector is identical to that of conventionally hybrid activation switch will turn on the traction motor to
powered equipment for all aerial devices. provide hydraulic power. Once the traction motor is run-
ning, operation from the lower controls is identical to that
Outriggers of conventional powered equipment.
Move the selector valve handle at the tailshelf to the
Outrigger position. Shifting the handle on any outrigger
valve immediately turns on the hybrid traction motor and
provides hydraulic pressure to operate the outrigger. When
the handle is released, the outrigger cylinder stops moving
but the hybrid traction motor continues to run for seven
seconds before shutting off. Shifting the same or a
different handle again will keep the motor running and allow
for deployment or adjustment of the outrigger(s) penetra-
tion. After seven seconds of non-operation, the traction
motor shuts off automatically. If the unit is not equipped
with a hydraulic pressure transducer, the outrigger cylinder
stops moving and the hybrid traction motor shuts off when
the handle is released.

Units with outriggers are supplied with outrigger interlocks.

The outriggers must be properly lowered before the turn-
table and boom functions are operated.

Tools at Tailshelf
Once activated, the hydraulic tools at the tailshelf should
function in the same way as a standard unit. There are
three ways which the tools at the tailshelf can be activated.
Some units will cause the traction motor to be turned on
upon selecting the tool position on the selector. Once
placed into tool position, the traction motor will come on
and remain running until the selector has been returned to
the off position.
Other units may be equipped with a momentary toggle
switch for traction motor activation only if they have a
hydraulic pressure transducer. After selecting the tool
position on the selector, the operator should toggle the
Figure 1 — Hybrid Activation Switch
If a momentary hybrid activation switch is used, the
traction motor will shut off as soon as the hybrid activation
switch is released. A latching toggle switch can be used
instead of a momentary switch. If a latching toggle switch
is used, the hybrid traction motor will continue to run until
the switch is moved to the Off position. If a pressure
transducer is installed, the traction motor will only run for
seven seconds after actuation of the toggle switch if one
of the boom functions has not been activated. If one of the
lower control functions is being operated and the hydraulic

Section 5 — Operation • 9
system is developing pressure, the traction motor will
continue to operate. Moving one of the controls anytime
before the seven seconds has elapsed will keep the
traction motor running. As soon as the function handle is
allowed to go back to center the traction motor will then
stop after seven seconds.
If the traction motor was activated upon selecting the
Lower Control position on the selector, it will turn off
automatically upon returning to Upper Controls. If the unit
does not have a pressure transducer and the traction
motor was activated upon selecting the Lower Control
position on the selector, the motor will continue to run upon
returning the selector to upper controls until the switch is
turned off.
Upper Controls
Upper controls operation is identical to that of convention-
ally powered equipment. Hybrid units will have hydraulic
pressure in the system and at the upper controls only when
needed. The traction motor and hydraulic pump will start
running to produce hydraulic pressure when the interlock
trigger on the single handle control or one of the other
auxiliary function levers are shifted.
Hydraulic Stop
The hydraulic stop valve disables the platform controls
and hydraulic tools. It does not turn off the hybrid system
traction motor, but diverts the hydraulic oil flow.
Optional Features
Secondary Stowage System
The secondary stowage system is independent of the
hybrid drive system and is capable of lowering booms that
are stalled in an elevated position. The system consists of
a 12 volt DC motor and pump combination powered by the
vehicle batteries.
Start the secondary stowage system from either the
platform (Figure 2) or the lower control station (Figure 3).
Secondary
Stowage
Platform Control

Boom Functions
Grasp the upper control handle and squeeze the interlock
trigger on the single handle control. This turns on the hybrid
traction motor and provides hydraulic power. Move the
single handle control to operate the boom functions. As
long as the interlock trigger is squeezed, the hybrid motor
remains on continuously. When the trigger is released, the
hybrid system will turn off in seven seconds. If any Figure 2 —
function is operated prior to the end of seven seconds, the Secondary Stowage Control at Upper Controls
hybrid system continues to run. When the trigger is
released on a unit without a pressure transducer, the
hybrid system will turn off immediately.

Auxiliary Platform Controls

Move the control handle in the appropriate direction to
operate any of the auxiliary platform controls (tools,
platform rotate, winch, jib tilt, jib extend, if equipped).
Moving the handle for the function will start the hybrid
system traction motor. Operation of the functions is
identical to a conventionally powered unit. Returning the Secondary
Lower Stowage Control
function handle to neutral for all functions except tools will Controls
continue to run for seven seconds after the handle is
released. When the tools lever is moved to the off position
the traction motor will stop immediately. Returning the
function handle to neutral for all functions on a unit without
a pressure transducer will cause the traction motor to stop
immediately.
Figure 3 —
Secondary Stowage Control at Lower Controls

10 • Section 5 — Operation
At the lower control station, an electric push button or
momentary toggle switch is provided to activate the
system. The secondary stowage pump continues to run as
long as the switch is engaged. When the switch at the
lower control station is released or the toggle returned to
the off position, the pump stops.
To operate the secondary stowage system from the
platform, depress and hold the pneumatic plunger knob for
the secondary stowage system. The DC pump starts and
boom functions can be operated as long as the plunger is
depressed. When the plunger is released, the pump stops.
Do not operate the secondary stowage system continu-
ously for longer than three minutes as damage to the
system may result.
Remote Throttle System
Not available on the hybrid electric aerial device.
Engine Start/Stop
Not available on the hybrid electric aerial device.
Section 5 — Operation • 11
12 • Section 5 — Operation
 Section 6 — Maintenance
Safety Instructions
This unit is designed and manufactured with many fea-
tures intended to reduce the likelihood of an accident.
Safety alerts throughout this manual highlight situations in
which accidents can occur. Pay special attention to all
safety alerts. This unit has a hybrid electric operation
system and has special safety considerations due to the
nature of the system.
Before performing any maintenance to this unit, you must
depress the service disconnect button located on the
Power Electronics Carrier (PEC).
WARNING
Death or serious injury may result from contact with
hybrid high voltage electrical components.
High voltage cables may be identified by the orange cable
covers surrounding them. Special care should be taken
when working near orange battery cables.
The chassis engine will start and stop as necessary to
maintain charge of the hybrid battery. Do not work on or
near any movable components prior to removing the key
from the ignition.
CAUTION
Injury can result from electric shock. Severe arcing
can occur even when working with low voltage vehicle
electrical systems. Use caution when working with
any electrical device.
NOTICE
This vehicle is equipped from the chassis manufac-
turer with specific components required for hybrid
operation. All service personnel should read and
understand all chassis and unit manuals before per-
forming any maintenance or repairs to this equip-
ment.
Preventive Maintenance
Due to the nature of the hybrid control system, it is
recommended that slip ring maintenance be performed
regularly. Failure to perform regular slip ring maintenance
can result in improper unit functionality. Proper slip ring
maintenance instructions can be found in the unit mainte-
nance manual.
There is no additional maintenance required for any of the
Altec installed components used specifically for the hybrid
application. Refer to the unit maintenance manual for
routine care and maintenance requirements.
NOTICE
There are components installed by the original chas-
sis manufacturer that require maintenance not typi-
cally required on a non-hybrid chassis. Refer to all
manuals equipped with this vehicle to insure proper
care and maintenance.
Removal and Replacement of Parts
This section will provide information on components that
are equipped on this unit for the purpose of hybrid opera-
tion. Refer to the unit maintenance manual for all other
components. Some of the components installed on this
unit require proper care and adjustment to function prop-
erly. The removal and replacement of parts should only be
done by qualified service personnel.
Fiber Optics
The fiber optics consist of three major components, the
switch, cable, and transceiver.
• A fiber optic switch is mounted at each valve located
at the platform. The switch is activated by a lever that
pushes the plunger on the switch when any of the
functions associated with that valve are activated.
Some valves are equipped with linkages to contact
the switch. Periodically, the switch or the linkage may
need adjusted to insure that the switch is activated
when the valve control is moved.
Replacing a switch will require that the fiber optic cable
first be removed. Care should be taken when replacing
the cable into the switch. The cable needs to lay flat,
have clean cut ends, and the strain relief must be snug
to prevent it from sliding out.
• Fiber optic transceivers are mounted to a circuit board
control box that is typically mounted to the turntable
of the unit. The transceivers have indicator lights to
aid in troubleshooting (refer to Section 7 for diagnosing
transceiver problems). If a transceiver failure is diag-
nosed, it is recommended that the control box be
replaced as a complete unit. Replacing individual
transceivers can be difficult, and may result in further
damage to the control system. The box can be
replaced by removing all the fiber optic cables from the
transceivers, and unplugging the electrical cable from
the harness.
• The fiber optic cable connects the switch to the
transceiver. This cable is routed along with the hy-
draulic hoses through the boom. The cable is well
protected in the boom, thus, the most common repairs
will be adjusting the cable ends for inserting into the
switch or transceiver. If the cable is damaged, do not
Section 6 — Maintenance • 13
 attempt to make field splices. Some units may be
equipped with a spare cable already routed through the
boom. If cable damage is suspected, try using this
spare cable before pulling new ones.
Trimming the cable ends should only be done with proper
tools specifically designed for cutting fiber optic cable.
Failure to use the correct tools will result in a poor cut,
preventing the light signal from passing through properly.
This may cause erratic unit operation. If an emergency
repair is necessary, use only a sharp razor blade to make
the cut. Do not use diagonal cutting pliers, pocket knives,
etc.
Pressure Transducer
A pressure transducer (if equipped) is typically installed in
the pedestal of the unit. This transducer senses hydraulic
pressure, and gives real time readings of that hydraulic
pressure to the hybrid control system. The transducer is
plumbed into either a hydraulic sense line, or the unit
pressure line. There is a three pin electrical connection
that plugs into the transducer. These parts can be replaced
separately.
14 • Section 6 — Maintenance
When replacing the transducer, insure that the hydraulic
system has been depleted of pressure. Remove the
electrical plug, and unthread the transducer. After replac-
ing the transducer with a new one, reconnect the electrical
plug. If replacing the electrical plug, take special caution
as the pins are a pull to seat type. The wire orientation in
the plug is extremely critical, follow the electrical sche-
matic for proper wiring. Failure to wire correctly will result
in damage to the transducer and an improperly functioning
unit.
The pressure transducer will allow the traction motor to act
more like an on demand system.
Programming
This hybrid unit is equipped with programming specifically
designed to optimize efficiency, while maximizing the
functionality of this unit. Do not remove hybrid control
modules or alter chassis programming.
Each chassis type requires different programming. Some
chassis will require the use of the AEMM. The AEMM, if
equipped, will be located at or near the pedestal of the unit.
Proper diagnosis by a trained service technician should be
performed before removing and replacing the AEMM.
 Section 7 — Diagnostics and Troubleshooting
Proper Hybrid Unit Operation
Set the parking brake, place transmission in neutral, chalk
tires, close the hood, and start the vehicle.
1. Engage the ePTO by pressing the ePTO button on the
transmission shift console. Chassis engine should
turn off, and the ePTO indicator light should illuminate.
a. If the engine turns off and indicator is lit solid,
proceed to step 4.
b. If the engine remains running, but the indicator light
is on solid proceed to step 3.
c. If the engine turns off, but the ePTO will not engage,
(indicator lamp will blink on and off) refer to step 2.
2. The engine may turn off, but the ePTO will not engage
if one of the following has occurred.
a. An E-stop button, if equipped, has been depressed.
If equipped with an E-stop, verify that it has not
been depressed. If it has been depressed, pull it out
to reset it, and begin operation again at step 1.
b. One or more interlocks have not been satisfied to
allow engagement. Make sure the parking brake is
set, the hood is fully closed, and the transmission
is in neutral.
— If any of these three interlocks has not been
satisfied, the ePTO will not engage. Engage all
interlocks and begin operation again at step 1.
— If all three interlocks are satisfied but the ePTO
will not engage, refer to Troubleshooting.
3. The engine may continue to run after pressing the
ePTO button if any of the following has occurred.
a. The PEC is at a low state of charge. If this is the
case, the engine should run around five to seven
minutes and turn off.
b. The chassis batteries have a low state of charge or
the air pressure on the chassis is low. The engine
should run for a few minutes (typically not more
than five to seven minutes) and then turn off. The
air pressure may be monitored via the gauge in the
chassis dash. Pressure below 90 psi will cause the
engine to run.
c. The service disconnect switch located on the PEC
is depressed. When the service disconnect switch
is depressed, the check hybrid light on the dash will
be on. If the switch is depressed, turn the vehicle
off, remove the key, and pull the switch out. Wait
five minutes before turning the key back on. Begin
operation again from step 1.
d. Check hybrid light is on, indicating hybrid fault. If
the disconnect switch identified in step C of this
section is not depressed, and the check hybrid light
in the dash is on, the system may need mainte-
nance by an authorized service dealer.
4. Listen for the engagement of the hybrid traction motor
(low pitched whirring sound). The traction motor may
engage for a few seconds immediately following
ePTO activation. However, the traction motor should
not continue running until a unit function is activated.
a. If the traction motor does not run continuously,
proceed to step 5.
b. If the traction motor runs continuously (more than
20 seconds) without any function being activated,
first check that no hydraulic valve or electric switch
on the chassis and/or unit is set to the On position.
— If a switch or valve is in the On position, the
traction motor should turn off within 7 to 10
seconds of returning the switch/valve to its Off
position.
— If a switch or valve is in the On position and no
pressure transducer is installed, the traction
motor will turn off immediately if the switch/
valve is returned to the off position.
— If no switch or valve is in the On position, but the
traction motor is running continuously there
may be a fault in the hybrid system. Refer to
Troubleshooting.
NOTICE
When testing for proper hybrid unit operation, opera-
tion should be done with the chassis engine off. If the
hybrid system is operating properly, the hybrid elec-
tric motor will run all hydraulic functions without the
chassis engine being on. If the engine restarts during
operation, this is likely a result of a low state of charge
on the hybrid battery pack. The engine should run for
approximately five to seven minutes and then turn off.
If the chassis engine starts while testing for proper
hybrid unit operation, wait until it shuts off before
continuing operation.
5. Test the outriggers. If no outriggers, proceed to step
6. With the selector in outrigger mode, run the outriggers
down to the required position. The traction motor
Section 7 — Diagnostics and Troubleshooting • 15
 should turn on immediately when the outrigger handle
is moved in either direction. The traction motor should
turn off 7 to 10 seconds after releasing the outrigger
handle. The traction motor should turn off immediately
after releasing the outrigger handle if no pressure
transducer is installed.
a. If the unit works as stated above, the outrigger
hybrid controls are operating correctly, proceed to
step 6.
b. If the traction motor does not engage when the
outrigger handle is moved, or it does not turn off
within 7 to 10 seconds after releasing the handle,
the outrigger hybrid controls are not operating
properly. Refer to Troubleshooting.
c. If the traction motor does not engage when the
outrigger handle is moved, or it does not turn off
immediately after releasing the handle when no
pressure transducer is installed, the outrigger hy-
brid controls are not operating properly.
6. Test tools at the tailshelf. If no tools at the tailshelf,
proceed to operation step 7. Activation of tools at the
tailshelf varies with the type of unit and hydraulic
system. One of the following methods will activate the
hydraulic tools at the tailshelf.
a. Switch built into valve — Units equipped with the
built in switch will activate the traction motor after
selecting the tools position of the valve. The
traction motor should remain on until the valve is
returned to the outrigger or unit position.
b. Momentary toggle switch located near tool valve
with a pressure transducer installed — After select-
ing the tools position of the tool valve, toggle the
switch. This will engage the traction motor. Tog-
gling the switch again will turn the traction motor off.
c. Latched toggle switch located near tool valve —
After selecting the tools position of the tool valve,
place the switch in the On position. This will engage
the traction motor. Returning it to the Off position
will turn the traction motor off.
8. Test platform control station.
If the tailshelf tools work as described in one of the
three steps above, they are operating properly. Pro-
ceed to step 7.
If the traction motor does not engage or turn off as
stated, the tailshelf tools are not functioning correctly.
Refer to Troubleshooting.
16 • Section 7 — Diagnostics and Troubleshooting
7. Test lower controls station. Activation of the traction
motor at the lower controls varies with the type of unit
and hydraulic system. One of the following methods
will activate the traction motor from lower controls.
a. Switch built into valve — Units equipped with the
built in switch will activate the traction motor after
selecting the lower controls station on the valve.
The traction motor should remain on until the valve
is returned to the upper controls position.
b. Momentary toggle/push button switch located near
the lower control valve.
— After selecting the lower controls position of the
valve, toggle/push the switch. This will engage
the traction motor. The traction motor will turn
on, and run for 7 to 10 seconds after releasing.
The traction motor will turn off after the switch
is released if a pressure transducer is not
installed.
— The traction motor will continue to run on its own
without needing to hold the switch on, as long as
a unit function is being operated and a pressure
transducer is installed. Once all unit functions
have ended, the traction motor will turn off
within 7 to 10 seconds.
c. Latched toggle switch located near the lower con-
trol valve — After selecting the lower controls
position of the valve, place the switch in the On
position. This will engage the traction motor. Re-
turning it to the Off position will turn the traction
motor off within 7 to 10 seconds. Returning it to the
Off position will turn the traction motor off instantly
if a pressure transducer is not installed.
If the lower controls work as described in one of the
previous three steps, the lower controls hybrid activa-
tion is operating properly. Proceed to step 8.
If the traction motor does not engage or turn off as
stated, the lower controls hybrid activation is not
functioning correctly. Refer to Troubleshooting.
a. Single handle control — Pulling the interlock trigger
on the single handle control will turn on the traction
motor. Approximately 7 to 10 seconds after releas-
ing the interlock trigger, the traction motor will turn
off. The traction motor will shut off as soon as the
interlock trigger is released if a pressure transducer
is not installed.
 b. Platform tilt and rotate valve — Activation of the tilt
or rotate valve, or any function that is controlled
from the same valve as the tilt/rotate valve, will
start the traction motor. After releasing any of these
functions, the traction motor will continue to run for
around 7 to 10 seconds and then turn off. After
releasing any of these functions, the traction motor
will shut off instantly if a pressure transducer is not
installed.
c. Platform tools valve — Activation of the platform
tools, or any function that is controlled from the
same valve as the tools, will start the traction
motor. After returning the function to the center Off
position, the traction motor will turn off immedi-
ately.
If the platform controls operate as stated, the platform
controls and operating system are functioning prop-
erly. This completes the testing for proper unit opera-
tion.
If the traction motor does not engage, or stay engaged
for the designated time period as stated above, the
platform control system is not operating correctly.
Refer to Troubleshooting.
Troubleshooting
Use the troubleshooting chart at the end of this section and
the following text for suggested causes and corrective
actions.
Fiber Optic Switch
Cable Out of Adjustment
Each control valve located at the platform controls has a
fiber optic switch, cable, and associated transceiver.
There is a fiber optic junction box which houses the
transceivers, and is typically located at the unit turntable.
Each transceiver located in the enclosure is labeled with
the associated unit function, and has an LED indicator light
to indicate the activation state. A green LED will represent
a function off state, while a red LED indicates the function
is on.
To determine if the fiber optic switch/cables are adjusted
properly, monitor the transceiver box while activating
boom functions. The transceiver LED should change state
from green to red when the associated function is active
at the platform (i.e., tools transceiver LED will be red while
tools are turned on at the platform).
Indicator Light Remains Green
When Function Control is On
This will likely be associated with a unit condition in which
the hybrid traction motor will not turn on when activating a
function.
1. Fiber optic switch is out of adjustment — Locate the
fiber optic switch associated with the malfunctioning
control valve at the platform. Manually activate the
switch. If the indicator lamp changes state, adjust the
switch so that the lever on the hydraulic valve will turn
it on and off when activated. The indicator light at the
transceiver should now turn red when the valve handle
is moved to the on position, and return to green when
the handle is returned to off.
2. Defective switch — Locate the fiber optic switch
associated with the malfunctioning control valve at
the platform. Manually activate the switch. If the
indicator lamp does not change state, the switch is
likely defective and should be replaced. The indicator
light at the transceiver should now turn red when the
switch is manually activated to the on position, and
return to green when released. Reinstall and adjust the
switch for proper activation.
Indicator Light Remains Red
When Function Control is On
This will likely be associated with a unit condition in which
the hybrid traction motor runs continuously, even when not
activating a unit function.
1. Fiber optic switch is out of adjustment — Locate the
fiber optic switch associated with the malfunctioning
control valve at the platform. Verify that the activation
lever on the hydraulic valve is allowing the switch to
fully return to the Off position when releasing the
control handle. If the activation lever is not fully
releasing the switch, adjust the switch so the lever on
the hydraulic valve will turn it on and off when
activated. The indicator light at the transceiver should
turn red when the valve handle is moved to the on
position, and return to green when the handle is
returned to off.
2. Bad fiber optic cable connection.
a. Locate the fiber optic switch associated with the
malfunctioning control valve at the platform. Loosen
strain relief from the switch and remove the fiber
optic cable. Retrim the cable end, and carefully
place back in the switch. Note that it is critical to the
operation of the fiber optics that this cut be made
square and clean. Insure that the cable is fully
seated into the switch and tighten the strain relief.
The indicator light at the transceiver should return
to green, and illuminate red only when the associ-
ated function is activated.
b. If the transceiver indicator remains red, repeat the
cable adjustment detailed above at the transceiver.
Section 7 — Diagnostics and Troubleshooting • 17
Control System and/or Wiring
The control system and wiring will have some variations
from one unit model or chassis to another to properly
accommodate the hybrid unit functionality. Obtain a copy
of the below rotation electrical schematic, as well as any
custom parts pages before attempting to troubleshoot and
repair the electrical control system.
Always use a multimeter when diagnosing the unit func-
tionality. Portions of the hybrid control system utilize a
+5V reference signal that will cause erroneous readings
when using a test light.
ePTO Will Not Engage
International Chassis
• Referencing the below rotation electrical schematic,
verify the continuity of the emergency stop buttons (if
equipped). Check the input to the RPM module, RPM1
pin 22, for the E-stop to insure the proper signal is
active only when the E-stop is depressed.
• The interlocks (hood switch, parking brake, neutral)
for hybrid activation are provided by International, and
are integrated into the Diamond Logic Builder pro-
gramming. Troubleshooting for a failed interlock is
best done using the diagnostics in DLB.
Other Chassis
• Referencing the below rotation electrical schematic,
verify the continuity of the emergency stop buttons (if
equipped). Check the wiring for the E-stop to insure
the proper signal is active only when the E-stop is
depressed.
• The hood switch and parking brake switch are wired in
series. Referencing the below rotation electrical sche-
matic, verify the +12V electrical signal is being
completed through this series by checking the voltage
on the chassis connector (pin 2) of the hybrid harness
(970134920).
• If the +12V electrical signal is good entering the
harness at the chassis connector, verify the +12V
electrical signal is active at the AEMM (pin 5 wht/gry).
Traction Motor Runs Continuously
• After verifying that no switches or valves have been
left in the on position, check the fiber optic transceiv-
ers located at the platform. Any transceiver with a red
light indicates an active state. Follow the steps
detailed in the Fiber Optic Switch/Cable Out of Adjust-
ment procedure.
• If all indicators are green, check the output voltage
from the transceivers above and below the slip ring to
verify the signal is not being disrupted in the slip ring.
Check the voltage at the output of the transceiver box
18 • Section 7 — Diagnostics and Troubleshooting
above rotation, and at the slip ring connector below
rotation; pin 5 boom, pin 6 aux, pin 7 tools. Notice that
the transceiver should output +12V when the switch is
off (green), and will have no +12V when the switch is
on (red).
• If the +12V electrical signal is good entering the
harness at the slip ring connector, verify that the wiring
has not been damaged by checking the electrical
signal at the opposite end of the harness.
International Chassis
Check the fiber optic electrical signal at the RPM modules;
RPM 1 pin 18 for boom and RPM 1 pin 19 for tools. If a third
fiber optic signal is needed check RPM 1 pin 20.
Other Chassis
Check the fiber optic electrical signal at the AEMM; pin 10
yellow for tools, pin 11 blue for boom, pin 20 orange for
auxiliary.
Traction Motor Does Not Run When Using Outriggers
• The hybrid activation for outriggers utilizes the same
motion switch used for the outrigger motion alarm.
While activating the outrigger control, listen for the
audible outrigger motion alarm. If the alarm does not
sound, the motion switch may need replaced.
• If the outrigger motion alarm sounds while activating
the outrigger control, check the wiring from the switch
to the hybrid control module.
International Chassis
Check the input from the motion alarms at RPM 1 pin 21
for the +12V input signal when the outrigger control is in the
Extend or Retract position. RPM 1 pin 21 should have
+12V signal when the outrigger motion alarm is on.
Other Chassis
• Check the input from the motion alarms at the hybrid
harness (970134920) on the 8 pin harness connector,
pin 1. +12V should be present at this pin.
• If +12V is present at the connector, verify +12V at the
AEMM on pin 19 (wht/org).
Traction Motor Does Not Run When Using Ground
Tools, Capstan, Winch, or Other Auxiliary Functions
• The hybrid activation for tools and other auxiliary
functions may be built into the hydraulic control valve,
so that the traction motor is designed to activate upon
moving the valve to the on position. If the hydraulic
control system does not permit this, a hybrid activa-
tion switch will be located near the tool or auxiliary
function control valve. Reference the below rotation
electrical schematic for details on unit specific wiring.
 — If the switch is built into the hydraulic control valve,
verify that the switch is functioning properly when
moving the control handle. Check the voltage
across the switch when the control valve is on and
off to ensure electrical signal passes through the
switch only when the control valve is on.
— If the switch is a hybrid activation toggle located
next to the hydraulic control valve, verify that the
switch is functioning properly when moved to the
On position. Check the voltage across the switch
in the On and Off positions to ensure electrical
signal passes through the switch only when it is on.
• If the tool or other auxiliary function switch is working
properly when activated, check the wiring from the
switch to the hybrid control module.
International Chassis
Check the input from the tool/auxiliary function at RPM 1
pin 20 for the proper input signal when the switch/valve is
in the on position. This signal may be +12V or a ground,
verify using the below rotation electrical schematic.
Other Chassis
• Check the input from the tool/auxiliary function at the
hybrid harness (970134920) on the 8 pin harness
connector, pin 5. This should be a +12V signal.
— If +12V is present at the connector, verify +12V at
the AEMM on pin 3 (wht/grn).
• The input could also be wired into the outrigger motion
alarm at the hybrid harness (970134920) on the 8 pin
harness connector, pin 1. This should be a +12V
signal.
— If +12V is present at the connector, verify +12V at
the AEMM on pin 19 (wht/org).
— This signal should be protected by a diode so the
motion alarm does not sound when the tools are
activated.
Traction Motor Does Not Run
When Operating From Lower Controls
• The hybrid activation for lower controls may be built
into the hydraulic control valve, so that the traction
motor is designed to activate upon moving the valve
to the lower controls position. If the hydraulic control
system does not permit this, a hybrid activation
switch will be located near the lower control valve.
— If the switch is built into the hydraulic control valve,
verify the switch is functioning properly when
moving the control handle to the Lower Control
position. Check the voltage across the switch while
in the Lower Control position and again in the Upper
Control position to ensure electrical signal passes
through the switch only when it is in lower.
– If the switch is a hybrid activation toggle/push
button located next to the hydraulic control valve,
verify the switch is functioning properly when in the
On position. Check the voltage across the switch
in the On and Off position to ensure electrical signal
passes through the switch only when it is on.
If the switch is a momentary switch design, the
traction motor will continue to run for seven sec-
onds after releasing the switch, or while a hydraulic
unit function is being activated.
If a momentary switch design is used and if a
pressure transducer is not installed, the traction
motor will shut off immediately after releasing the
switch unless a pressure transducer is installed. If
a pressure transducer is installed, the traction
motor will continue to run for seven seconds after
releasing the switch, or while a hydraulic function is
being activated.
Chassis control systems in combination with hydrau-
lic control systems will require some of the switches
to be normally closed, while others will be normally
open. Regardless, of the type of switch in use, voltage
across the switch should change when placed in the
on position. Normally open switches will typically
utilize a ground completion signal, where normally
closed switches will typically utilize a +12V signal.
• If the switch is working properly, verify that the
electrical system has not been disrupted in the slip
ring by checking the signal below rotation.
a. Normally open switch — If a normally open switch
is in use at the lower controls, check the signal at
the slip ring connector pin 3.
b. Normally closed switch — If a normally closed
switch is in use at the lower controls, check the
voltage at the slip ring connector pin 5.
• If the switch is working properly, and signal is not
disrupted at the slip ring, check the wiring to the hybrid
control module.
a. International Chassis
A normally closed switch should be used a the
lower controls. Check the signal at RPM 1 pin 18.
The switch should be wired in series with the boom
signal.
Section 7 — Diagnostics and Troubleshooting • 19
 b. Other Chassis
Check for +12V at the AEMM pin 4 (pnk). If the
+12V is not present, check the electrical signal at
the relay harness to verify the relay harness is
working properly. Pin 9 of this connector (gry/blk)
should have a ground input. If ground input, check
pin 8 of this connector (pnk). This should be +12V.
Pressure Transducer
A hydraulic pressure transducer is utilized on some units
to monitor hydraulic system demand. This hydraulic
demand may be from the tools, an auxiliary function, unit
controller, or most commonly from the lower control valve.
The pressure transducer monitors the need for hydraulic
pressure and will request the traction motor to continue
running while there is demand for hydraulic flow and
pressure. When the demand for hydraulic pressure is
removed, the transducer will cause the traction motor to
turn off within about 7 to 10 seconds.
Traction Motor Does Not Stay Running While
Activating a Unit Function from Lower Control Station
• If the lower control station is equipped with a momen-
tary hybrid activation switch, a pressure switch could
be installed to maintain the traction motor demand
signal while operating lower control functions.
• If the traction motor is not staying on during unit
operation, the transducer signal may have been lost.
Check the voltage at the connectors from the trans-
ducer to insure proper operation. Verify with your
schematics that a transducer was installed.
20 • Section 7 — Diagnostics and Troubleshooting
• The connector to the transducer has three inputs; pin
A is ground, pin B is +12V, and pin C is the output
voltage (reads between .5V and 4.5V). If +12V or
ground is not present at the transducer, utilize the
below rotation electrical schematic for reference and
trace wiring to the source of the problem.
• If the output voltage from the transducer does not read
any voltage, or reads higher than +5V, the transducer
will not be operating properly.
• While monitoring the output voltage from the trans-
ducer, operate unit functions that will cause changes
in hydraulic system pressure. The output voltage on
the transducer should fluctuate up and down between
the .5V and 4.5V as the hydraulic pressure goes up
and down. Utilizing a pressure gauge in parallel with
the transducer may help to monitor this.
• If the voltage seems to be changing with respect to
hydraulic system pressure, check the inputs to the
hybrid control module.
International Chassis
Check the pressure transducer output voltage at ESC J3
(1600) pin B14. The ESC is located behind the kick panel
on the driver’s side (near brake pedal).
Other Chassis
Check the pressure transducer output voltage at the
AEMM pin 17 (red/yel).
 Troubleshooting Chart

ePTO will not engage

Possible Cause Test Procedure/Corrective Action

Transmission not in neutral, Verify transmission is in neutral, parking brake is set, and the hood is properly closed and
parking brake not set, or latched.
hood not closed properly.

Low chassis air pressure. The PTO equipped on this chassis requires air pressure for activation. If the chassis is low on
air pressure, allow pressure to build to normal operating pressure. Then retry ePTO activation.

Ground controls E-stop is Determine if the unit is equipped with a ground function E-stop switch(s). Insure no E-stop has
activated (if equipped). been depressed or reset any E-stop switches that have been depressed.

Trapped hydraulic pressure. Place outrigger/machine selector in Machine position, place upper/lower selector in Upper
position, and depress hydraulic stop valve at platform.

Control system or wiring Referencing the below rotation electrical schematic verify the continuity of the emergency stop
International chassis. buttons (if equipped). Check the input to the RPM module, RPM1 pin 22, for the E-stop to insure
the proper signal is active only when the E-stop is depressed.

The interlocks (hood switch, parking brake, neutral) for hybrid activation are provided by Interna-
tional, and are integrated into the Diamond Logic Builder programming. Troubleshooting for a
failed interlock is best done using the diagnostics in DLB.

Control system or wiring Referencing the below rotation electrical schematic verify the continuity of the emergency stop
other chassis. buttons (if equipped). Check the wiring for the E-stop to insure the proper signal is active only when
the E-stop is depressed.

The hood switch and parking brake switch are wired in series. Referencing the below rotation
electrical schematic, verify the +12V electrical signal is being completed through this series by
checking the voltage on the chassis connector (pin 2) of the hybrid harness (970134920).

If the +12V electrical signal is good entering the harness at the chassis connector, verify the +12V
electrical signal is active at the AEMM (pin 5 wht/gry).

Traction motor runs continuously

Possible Cause Test Procedure/Corrective Action

Tool valve or other auxiliary Check all valves and place them in the off position.
function valve is on (if
equipped).

Hybrid activation switch is Verify all hybrid activation switches are in the off position. If the switches are momentary and a
on (if equipped). pressure transducer is not installed, toggle the switch and the motor should shut off immediately.

Trapped hydraulic sense Place outrigger/machine selector in Machine position, place upper/lower selector in Upper
pressure. position, and depress hydraulic stop valve at platform.

Fiber optic switch/cable out
of adjustment.
Fiber optic switch is out of adjustment — Locate the fiber optic switch associated with the
malfunctioning control valve at the platform. Verify that the activation lever on the hydraulic valve
is allowing the switch to fully return to the Off position when releasing the control handle. If the
activation lever is not fully releasing the switch, adjust the switch so the lever on the hydraulic valve
will turn it on and off when activated. The indicator light at the transceiver should turn red when the
valve handle is moved to the on position, and return to green when the handle is returned to off.

Bad fiber optic cable
connection.
Locate the fiber optic switch associated with the malfunctioning control valve at the platform. Loosen
strain relief from the switch and remove the fiber optic cable. Retrim the cable end, and carefully
place back in the switch. Note that it is critical to the operation of the fiber optics that this cut be made
square and clean. Insure that the cable is fully seated into the switch and tighten the strain relief.
The indicator light at the transceiver should return to green, and illuminate red only when the
associated function is activated.

If the transceiver indicator remains red, repeat the cable adjustment detailed above at the
transceiver.

Section 7 — Diagnostics and Troubleshooting • 21

Control system or wiring. After verifying that no switches or valves have been left in the on position, check the fiber optic
transceivers located at the platform. Any transceiver with a red light indicates an active state. Follow
the steps detailed in the Fiber Optic Switch/Cable Out of Adjustment procedure.

If all indicators are green, check the output voltage from the transceivers above and below the slip
ring to verify the signal is not being disrupted in the slip ring. Check the voltage at the output of the
transceiver box above rotation, and at the slip ring connector below rotation; pin 5 boom, pin 6 aux,
pin 7 tools. Notice that the transceiver should output +12V when the switch is off (green), and will
have no +12V when the switch is on (red).

If the +12V electrical signal is good entering the harness at the slip ring connector, verify that the
wiring has not been damaged by checking the electrical signal at the opposite end of the harness.
International Chassis — Check the fiber optic electrical signal at the RPM modules; RPM 1 pin 18
for boom and RPM 1 pin 19 for tools. If a third fiber optic signal is needed check RPM 1 pin 20. Other
Chassis — Check the fiber optic electrical signal at the AEMM; pin 10 yellow for tools, pin 11 blue
for boom, pin 20 orange for auxiliary.

Diesel engine runs continuously

Possible Cause Test Procedure/Corrective Action

Service disconnect switch on Check to see if the switch is depressed. If the switch is depressed turn the vehicle off, remove
PEC has been depressed. the key, and pull the switch out. Wait five minutes before turning the key back on.

Hybrid system fault. This is indicated by the check hybrid light in the dash. If the service disconnect switch identified
above is not depressed, and the check hybrid light in the dash is on. The system may need
maintenance by an authorized service dealer.

Traction motor does not run when using outriggers

Possible Cause Test Procedure/Corrective Action

Control system or wiring. The hybrid activation for outriggers utilizes the same motion switch used for the outrigger motion
alarm. While activating the outrigger control, listen for the audible outrigger motion alarm. If the
alarm does not sound, the motion switch may need replaced.

If the outrigger motion alarm sounds while activating the outrigger control, check the wiring from
the switch to the hybrid control module. International Chassis — Check the input from the motion
alarms at RPM 1 pin 21 for the +12V input signal when the outrigger control is in the Extend or Retract
position. RPM 1 pin 21 should have +12V signal when the outrigger motion alarm is on. Other
Chassis — Check the input from the motion alarms at the hybrid harness (970134920) on the 8
pin harness connector, pin 1. +12V should be present at this pin. If +12V is present at the connector,
verify +12V at the AEMM on pin 19 (wht/org).

Traction motor does not run when operating ground

tools, capstan, winch, or other auxiliary functions
Possible Cause Test Procedure/Corrective Action

Auxiliary function motion The hybrid activation for some auxiliary functions may utilize a motion switch built into the
switch is defective (if valve that activates automatically. If equipped with a motion switch, check power to and from
equipped). the switch to verify switch activation when moving valve handle.

Hybrid activation switch is Check the continuity across the hybrid activation switch to insure the switch is good.
defective.

22 • Section 7 — Diagnostics and Troubleshooting

Control system or wiring. The hybrid activation for tools and other auxiliary functions may be built into the hydraulic control
valve, so that the traction motor is designed to activate upon moving the valve to the on position. If
the hydraulic control system does not permit this, a hybrid activation switch will be located near the
tool or auxiliary function control valve. Reference the below rotation electrical schematic for details
on unit specific wiring.

If the switch is built into the hydraulic control valve, verify that the switch is functioning properly when
moving the control handle. Check the voltage across the switch when the control valve is on and off
to ensure electrical signal passes through the switch only when the control valve is on.

If the switch is a hybrid activation toggle located next to the hydraulic control valve, verify that the switch
is functioning properly when moved to the On position. Check the voltage across the switch in the
On and Off positions to ensure electrical signal passes through the switch only when it is on.

If the tool or other auxiliary function switch is working properly when activated, check the wiring from
the switch to the hybrid control module. International Chassis — Check the input from the tool/auxiliary
function at RPM 1 pin 20 for the proper input signal when the switch/valve is in the on position. This
signal may be +12V or a ground, verify using the below rotation electrical schematic. Other Chassis
— Check the input from the tool/auxiliary function at the hybrid harness (970134920) on the 8 pin
harness connector, pin 5. This should be a +12V signal. If +12V is present at the connector, verify
+12V at the AEMM on pin 3 (wht/grn). The input could also be wired into the outrigger motion alarm
at the hybrid harness (970134920) on the 8 pin harness connector, pin 1. This should be a +12V
signal. If +12V is present at the connector, verify +12V at the AEMM on pin 19 (wht/org). This signal
should be protected by a diode so the motion alarm does not sound when the tools are activated.

Traction motor does not run when operating from lower controls
Possible Cause Test Procedure/Corrective Action

Upper/lower valve selector The hybrid activation for some units will utilize a motion switch built into the valve that activates
motion switch is defective automatically when selecting lower controls. If equipped with a motion switch, check power to
(if equipped). and from the switch to verify switch activation when moving the valve handle.

Hybrid activation switch is Check the continuity across the hybrid activation switch to insure the switch is good.
defective.

Control system or wiring. The hybrid activation for lower controls may be built into the hydraulic control valve, so that the traction
motor is designed to activate upon moving the valve to the lower controls position. If the hydraulic
system does not permit this, a hybrid activation switch will be located near the lower control valve.

If the switch is built into the hydraulic control valve, verify the switch is functioning properly when
moving the control handle to the Lower Control position. Check the voltage across the switch while
in the Lower Control position and again in the Upper Control position to ensure electrical signal
passes through the switch only when it is in lower.

If the switch is a hybrid activation toggle/push button located next to the hydraulic control valve, verify
the switch is functioning properly when in the On position. Check the voltage across the switch in the
On and Off position to ensure electrical signal passes through the switch only when it is on. If the switch
is a momentary switch design, the traction motor will continue to run for seven seconds after releasing
the switch, or while a hydraulic unit function is being activated. Chassis control systems in
combination with hydraulic control systems will require some of these switches to be normally closed,
while others will be normally open. Regardless, of the type of switch in use, the voltage across the
switch should change when placed in the on position. Normally open switches will typically utilize
a ground completion signal, where normally closed switches will typically utilize a +12V signal.

If the switch is working properly, verify that the electrical system has not been disrupted in the slip
ring by checking the signal below rotation. If a normally open switch is in use at the lower controls,
check the signal at the slip ring connector pin 3. If a normally closed switch is in use at the lower
controls, check the voltage at the slip ring connector pin 5.

If the switch is working properly, and signal is not disrupted at the slip ring, check the wiring to the
hybrid control module. International Chassis — If a normally open switch is in use at the lower controls,
check the signal at RPM modules on RPM 2 pin 21. A normally closed switch should be used at the
lower controls. Check the signal at RPM 1 pin 18. The switch is wired in series with the boom signal.
Other Chassis — Check for +12V at the AEMM pin 4 (pnk). If the +12V is not present, check the
electrical signal at the relay harness to verify relay harness is working properly. Pin 9 of this connector
(gry/blk) should have a ground input. If ground input, check pin 8 of this connector (pnk) for +12V.

Section 7 — Diagnostics and Troubleshooting • 23

 Traction motor does not stay running while
activating a unit function from lower control station
Possible Cause Test Procedure/Corrective Action

Pressure transducer If the lower control station is equipped with a momentary hybrid activation switch, there will be a
(if equipped). pressure transducer to maintain the traction motor demand signal while operating lower control
functions. If the traction motor is not staying on during unit operation, the transducer signal may have
been lost. Check the voltage at the connectors from the transducer to insure proper operation.

The connector to the transducer has three inputs; pin A is ground, pin B is +12V, and pin C is the
output voltage (reads between .5V and 4.5V). If +12V or ground is not present at the transducer,
utilize the below rotation electrical schematic for reference and trace wiring to the source of the
problem.

If the output voltage from the transducer does not read any voltage, or reads higher than +5V, the
transducer will not be operating properly.

While monitoring the output voltage from the transducer, operate unit functions that will cause
changes in hydraulic system pressure. The output voltage on the transducer should fluctuate up
and down between the .5V and 4.5V as the hydraulic pressure goes up and down. Utilizing a
pressure gauge in parallel with the transducer may help to monitor this.

If the voltage seems to be changing with respect to hydraulic system pressure, check the inputs
to the hybrid control module. International Chassis — Check the pressure transducer output voltage
at ESC J3 (1600) pin B14. The ESC is located behind the kick panel on the driver’s side (near brake
pedal). Other Chassis — Check the pressure transducer output voltage at the AEMM pin 17 (red/yel).

Traction motor does not run when operating from platform controls
Possible Cause Test Procedure/Corrective Action

Fiber optic switch/cable out
of adjustment.
Locate the fiber optic switch associated with the malfunctioning control valve at the platform.
Manually activate the switch. If the indicator lamp changes state, adjust the switch so that the lever
on the hydraulic valve will turn it on and off when activated. The indicator light at the transceiver
should now turn red when the valve handle is moved to the on position, and return to green when
the handle is returned to off.

Defective switch.
Locate the fiber optic switch associated with the malfunctioning control valve at the platform.
Manually activate the switch. If the indicator lamp does not change state, the switch is likely defective
and should be replaced. The indicator light at the transceiver should now turn red when the switch
is manually activated to the on position, and return to green when released. Reinstall and adjust
the switch for proper activation.

24 • Section 7 — Diagnostics and Troubleshooting

Appendix
 Glossary
Altec Energy Management Module (AEMM) — control module that
processes input signals from the Altec Green Fleet unit. Then
communicates those signals to the chassis in order to start and stop
the electric traction motor to provide the operator with hydraulic flow
only when needed.
Altec Green Fleet — Altec units that incorporate hybrid, electric, or
other advanced energy saving solutions in order to power the unit.
Auxiliary Power Generator (APG) — power unit providing 120V AC
power from the high voltage DC battery pack.
Diamond Logic — software program that processes input signals
from the Altec Green Fleet unit. Then communicates those signals to
the chassis in order to start and stop the electric traction motor to
provide the operator with hydraulic flow only when needed.
discharge — the process of using the stored energy of the electric
batteries.
electric motor — motor coupled to a hydraulic pump used to power
the unit hydraulic system.
electric run time — time which a unit can be operated from the stored
electrical power, before it must be plugged in to re-charge.
electric vehicle — a vehicle that utilizes only electric power to drive
and operate the unit, there is no internal combustion engine.
engine run time — the time required for the chassis’ engine to run in
order to recharge the batteries.
electric power take-off (ePTO) — power take-off which can be
driven by an electric motor or traction motor.
fiber optics — a means of communication in which light is transmitted
between two ends of a fiber.
fiber optic cable — cable used to guide the light signal as it is
transmitted from end to end.
fiber optic transceiver — the light emitting and receiving portion of
the fiber optic controls converts the light signals into electrical signal.
fiber optic switch — switch placed in the fiber optic cable to prevent
or allow the transmission of light signal to the transceiver.
fiber optic junction box — an enclosure that the fiber optic trans-
ceivers are mounted in, and protected from the environment.
hybrid vehicle — a vehicle that utilizes both an internal combustion
engine and electric traction motor to drive and operate the unit.
hybrid run time — time which a unit can be operated from the electric
batteries, before restarting the combustion engine to recharge.
hydraulic pressure transducer — a device used to measure
hydraulic pressure, and convert into an electrical voltage signal.
Jobsite Energy Management System (JEMS) — a hybrid system
that is mounted to a conventional, non-hybrid drive chassis, which
utilizes electrical battery power and the chassis’ internal combustion
engine when operating the Altec unit at the jobsite.
Power Electronics Carrier (PEC) — the enclosure that houses the
batteries and relays on hybrid vehicles.
recharge — process of building up stored electrical energy within the
battery.
service disconnect switch — red push button located on the PEC
used to isolate the high voltage batteries in the event of an accident or
while doing maintenance.
state of charge (SOC) — how much stored capacity remains in the
batteries, typically expressed as a percentage.
traction motor — electric motor used to power the chassis drive train,
and provide power for the unit hydraulic system via the PTO.
Appendix — Glossary
Appendix — Glossary