No.

SEB-75EAE

SERVICE MANUAL

SERVICE MANUAL
PICKING FORKLIFT TRUCK

LPB10-6
LPB10-6

No. SEB-75EAE

TCM CORPORATION
 FOREWORD

is offering a new LPB10-6 picking forklift truck equipped with a DC chopper speed
control unit.
The fork lifting and lowering speeds of the load handling system are controlled by a valve control
unit.
The steering system, with full-electric power steering (EPS), eliminates the mechanical linkage
between the steering handwheel and the truck's wheels, offering light, easy steering with many power-
saving features.

This Service Manual was written to provide information about the main components of the truck
and the procedures for servicing them. Read this Service Manual thoroughly and become familiar with
the truck's construction and servicing procedures before starting to service the truck.

February, 2010
(Empty page)
 SPECIFICATIONS
Truck Model
LPB10-6
Item
Performance
Max. load kg [lbs] 1000 [2205]
Load center mm [in.] 600 [23.6]
Max. lifting height mm [in.] 3000 [118.1]
Free lift mm [in.] 0 [0]
Fork lifting speed
Unloaded mm/s [ft/min] 300 [59.0]
Loaded mm/s [ft/min] 200 [39.4]
Travel speed
Fwd (unloaded) km/h [mph] 8.5 [5.3]
(loaded) km/h [mph] 7.5 [4.7]
Bwd (unloaded) km/h [mph] 8.5 [5.3]
(loaded) km/h [mph] 7.5 [4.7]
Min. turning radius mm [in.] 1550 [61.0]
Min. intersecting aisle mm [in.] 1850 [72.8]
(with a 1200 x 1200 mm [47 x 47 in.] pallet)
Dimensions
Overall length
Including fork mm [in.] 2530 [99.6]
Excluding fork mm [in.] 1610 [63.4]
Overall width mm [in.] 1080 [42.5]
Overall height (operator’s compartment) mm [in.] 2145 [84.4]
Overall extended height mm [in.] 5090 [200.4]
Wheel base mm [in.] 1280 [50.4]
Tread
Rear wheels mm [in.] 940 [37.0]
Fork overhang mm [in.] 90 [3.5]
Front overhang mm [in.] 240 [9.4]
Fork size
Length x Width x Thickness mm [in.] 920 x 100 x 55 [36.2 x 3.9 x 2.2]
Fork spacing mm [in.] 575, 625, 675, 725 [22.6, 24.6, 26.6, 28.5]
Floor height mm [in.] 190 [7.5]
Minimum under clearance
Frame center mm [in.] 60 [2.4]
Battery 24V-390Ah/5h
Weight
Service weight (w. battery) kg [lbs] 2000 [4409]
 2110 [83.1] 1080 [42.5]

950 [37.4]

240
[9.4]
60

[R
0
[2.4]

R1 61.
55 0]

1280 [50.4]
90
[3.5]

2530 [99.6]
35 190 [7.5]
[1.4]

Fig. 1 External View

920 [36.2]
1900 [74.8]

55 100 100
[2.2] [3.9] [3.9]

2145 [84.4] 725 [28.5]

3000 [118.1] 940 [37.0]

5090 [200.4]
 TABLE OF CONTENTS
1. BATTERY.......................................................................................................................................1
1.1 GENERAL DESCRIPTION..........................................................................................................1
1.1.1 BATTERY CELL...............................................................................................................2
1.2 MAINTENANCE..........................................................................................................................3
1.2.1 BATTERY CARE..............................................................................................................3

2. BATTEYR CHARGER..............................................................................................................7
2.1 GENERAL DESCRIPTION..........................................................................................................7

3. MOTORS......................................................................................................................................13
3.1 GENERAL DESCRIPTION........................................................................................................13
3.1.1 DRIVE MOTOR..............................................................................................................14
3.1.2 PUMP MOTOR...............................................................................................................15
3.1.3 POWER STEERING MOTOR........................................................................................15
3.2 MAINTENANCE........................................................................................................................16
3.2.1 CHECKING AND REPLACING BRUSHES.................................................................16

4. CONTROLLER..........................................................................................................................17
4.1 GENERAL DESCRIPTION........................................................................................................17
4.1.1 DC CHOPPER UNIT......................................................................................................19
4.1.2 VALVE CONTROL UNIT...............................................................................................29
4.1.3 SERVO AMPLIFIER.......................................................................................................32

5. DRIVE UNIT................................................................................................................................35
5.1 GENERAL DESCRIPTION........................................................................................................35
5.2 REPLACING DRIVE TIRES......................................................................................................37

6. STEERING SYSTEM. .............................................................................................................39

6.1 GENERAL DESCRIPTION........................................................................................................39
6.1.1 STEERING HANDWHEEL............................................................................................39
6.1.2 ACTUATOR....................................................................................................................42

7. BRAKE SYSTEM......................................................................................................................43
7.1 GENERAL DESCRIPTION........................................................................................................43
7.1.1 ELECTROMAGNETIC BRAKE....................................................................................43
7.2 MAINTENANCE........................................................................................................................45
7.2.1 CHECKING AND ADJUSTING BRAKE......................................................................45
7.2.2 REPLACING BRAKE....................................................................................................45
8. HYDRAULIC SYSTEM...........................................................................................................47
8.1 GENERAL DESCRIPTION........................................................................................................47
8.1.1 OIL TANK.......................................................................................................................47
8.1.2 MAIN PUMP...................................................................................................................49
8.1.3 VALVE CONTROL.........................................................................................................50
8.1.4 CONTROL VALVE.........................................................................................................51
8.1.5 LIFT CYLINDERS..........................................................................................................59
8.2 MAINTENANCE.........................................................................................................................61
8.2.1 CHANGING HYDRAULIC OIL....................................................................................61
8.2.2 MEASURING AND ADJUSTING OIL PRESSURE.....................................................61

9. LOAD HANDLING SYSTEM..............................................................................................63

9.1 GENERAL DESCRIPTION.........................................................................................................64
9.1.1 OUTER AND INNER CHANNELS...............................................................................64
9.1.2 OPERATOR’S COMPARTMENT..................................................................................66
9.1.3 ROLLER LOCATION.....................................................................................................67

10. ELECTRIC WIRING..............................................................................................................69

 1. BATTERY

1. BATTERY

Type Clad type lead accumulator

Name VCF390L VCF445
Capacity (5-hour rate) 390 Ah 445 Ah
Voltage 24 V ←
Case size
(length x height x width) 965 x 556 x 230 mm ←
[38.0 x 21.9 x 9.1 in.]
Weight
(including case and electrolyte) 338 kg [745 lbs] 343 kg [756 lbs]

1.1 GENERAL DESCRIPTION

The battery assembly consists of 12 2-volt battery cells connected in series and is housed in a case.
Each battery cell has a cap on the top, inside which a float is located to indicate the electrolyte level
in the battery cell.
One of the 12 battery cells is used to monitor the battery electrolyte level, which is shown by the
indicator installed on the battery case.

① ②
1. BATTERY CELL
2. BATTERY CASE
3. CAP
4. CONNECTOR
5. INDICATOR
④
③

Fig. 1.1 Battery Assembly

-1-
1. BATTERY

1.1.1 BATTERY CELL

The battery cell has a clad type pole plate as the anode. (It is a glass fiber or synthetic resin tube
filled with lead peroxide, having a lead alloy core which runs through the center).
The anode plate withstands a long cycle of use, and can stand up against overcharge and
overdischarge.
The negative plate consists of a lead frame filled up with lead peroxide in paste form. The two pole
plates are isolated by means of separators in order to prevent them from getting short-circuited.

The battery jar is made of resin. The electrolyte is high purity diluted sulfuric acid of 1.28 specific
gravity (at 20°C [68°F]).
The battery cap is made of transparent resin,
BATTERY CAP
having a float inside to monitor the electrolyte level
and to indicate when the fluid should be added.
On the side face of the battery case is an
electrolyte level indicator, which blinks when the
electrolyte level is low. A sensor for the indicator is
FLOAT
fitted on one of the 12 caps.

Fig. 1.2 Float

-2-
 1. BATTERY

1.2 MAINTENANCE
1.2.1 BATTERY CARE

Service life

charge and
The most important point in battery care is to

discharge
Cycles of
prevent overdischarge. The deeper the battery
discharges, the shorter its life becomes (See Fig.1.3).
The approximate depth of discharge can be known
by measuring the specific gravity of the electrolyte
(See Fig. 1.4).
Check the level of electrolyte every ten days. Add
Within
distilled water if the level is found lower than the this range
(Example)
specified level before recharging the battery.

Depth of discharge (%)

Fig. 1.3 Relationship Between Depth of

Discharge and Service Life

SPECIFIC GRAVITY
(20°C [68°F])

VOLTAGE (V)
Usable

VOLTAGE

Alert
SPECIFIC GRAVITY
Overdischarge

(DISCHARGE DURATION)
(DISCHARGE RATE)

Fig. 1.4 Example of Specific Gravity Drop (5-hour rate discharge)

-3-
1. BATTERY

(1) Adding battery electrolyte

Battery electrolyte should be added as follows just before recharging the battery:
① Disconnect the battery connectors.
② Clean all the cell caps and areas around them.
③ Open each cap and add distilled water into the cell.
Observe the float carefully not to add too much water. All the floats of the cells should be at the
same height.
④ Reinstall the caps and wipe dry the areas around them and the pole plates.
⑤ Connect the battery connectors.
⑥ Recharge the battery.

Note: Give the battery an auxiliary charge after adding battery electrolyte. (This will help the battery
electrolyte and distilled water to mix.)

Max. level Proper level Min. level

Red
White

Too much distilled water may cause

an unclosed cap. It may also let
electrolyte overflow after recharging,
causing corrosion.

Fig. 1.5

-4-
 1. BATTERY

(2) Recharging the battery

When discharged, the battery should be recharged as soon as possible. Leaving the battery
discharged for a long time (longer than a day) may cause sulfation, which will result in the drop of
battery performance.
If the battery is kept out of service for a long time, it should be thoroughly charged before being put
in storage and an auxiliary charge is also required once a month.
If the amount of discharge is considered to be small, measure the specific gravity of the electrolyte.
Recharge the battery if the specific gravity is lower than 1.260.
An equalizing charge may be required if the specific gravity varies to a large extent among the cells
by the amount of 0.010 or larger. Such an equalizing charge should normally be performed one to four
times a month. If the specific gravity variation is not corrected by giving an equalizing charge, specific
gravity adjustment may be required.
Giving an equalizing charge more times than necessary will result in an overcharged battery, and the
battery’s service life will be shortened.
A microprocessor-controlled battery charger gives an equalizing charge automatically, but manual
equalizing charge may be required if the specific gravity varies to a large extent among the cells or the
cells are in a low state of charge.

[Caution to take when recharging the battery]

(1) Do not recharge the battery if the electrolyte temperature is higher than 40°C [104°F]. Leave the
battery for a while until the electrolyte temperature goes low.
(2) Overdischarge or overcharge will raise the electrolyte temperature. While recharging the battery,
keep the battery compartment cover open to let the gas and heat generated by charging get out of
the battery compartment.

[Specific gravity correction according to temperature]

The specific gravity of the electrolyte varies as the electrolyte temperature changes. The specific
gravity is generally based on the electrolyte temperature of 20°C [68°F]. Therefore, if the specific
gravity is measured at the electrolyte temperature of other than 20°C [68°F], correct it using the
following formula:
S20 = St + 0.0007 (t-20)
Where
S20: Specific gravity for 20°C [68°F] (1.280 in this model)
St : Specific gravity measured at t°C
t : Electrolyte temperature (measured value)

-5-
1. BATTERY

NOTE

-6-
 2. BATTEYR CHARGER

2. BATTEYR CHARGER

Type K46-219C024-243
Rectification type Three-phase full wave rectification
Applicable storage battery
Voltage 24 V
Capacity 280 - 445Ah/5HR
AC performance
Voltage (50/60 Hz) 200 VAC (196 - 205 VAC), 210 VAC (206 - 215 VAC), or
220 VAC (216 - 225 VAC): Factory set to 210 VAC.
Current (50/60 Hz) 10/8.5 A or less
DC performance
Voltage 24 V
Current 90 - 25A
Charging time 10+1
-2 Hr

Note: The charging time varies with the battery condition and is given as a guide only.

2.1 GENERAL DESCRIPTION

The battery charger is a truck-mounted, quasi-constant voltage type, consisting primarily of a
transformer, a rectifier, a control panel and an operation panel.

-7-
2. BATTEYR CHARGER

整流器
RECTIFIER

トランス
TRANSFORMER

CONTROL
コントロール
PANEL
パネル

バッテリ
BATTERY

OPERATION
操作パネル PANEL

Fig. 2.1

-8-
 2. BATTEYR CHARGER

CONTROLLER TRANSFORMER

AC INPUT
DC OUTPUT

INTERLOCK
VOLTAGE
DETECTION

CHARGING
T
TRANSFORMER
SF CHARGE CONTROLLER
MGS ELECTROMAGNETIC
AUTO. CHARGE CHARGE
SWITCH
SWITCH LED STATUS LED D DIODE
EQUALIZING CHECK LED
CHARGE SWITCH TEST LED
LED
CHARGE STOP
SWITCH

Fig. 2.2 Battery Charger Circuit Diagram

-9-
 サーマルプロテクタ
THERMAL PROTECTOR
ELECTROMAGNETIC
電磁開閉器
SWITCH
2. BATTEYR CHARGER

CHARGE
充電制御器
CONTROLLER

- 10 -
コンセント
RECEPTACLE

Fig. 2.3 Battery Charger Operation Panel

黒
Black

W相（3）
W-PHASE (3) U-PHASE
U相（1） (1)
電圧検出（-）
VOLTAGE DETECTION (-)
V-PHASE
V相（2） (2)
桃
Pink 赤
Red
桃
Pink
矢視図
View P

インター
INTERLOCK 電圧検出（+）
VOLTAGE DETECTION (+)
ロック

TRANSFORMER
トランス入力INPUT
 2. BATTEYR CHARGER

DIODE
OUTPUT TERMINAL (+)
HOUSING

to CONTROLLER

PRIMARY COIL

SECONDARY COIL

OUTPUT TERMINAL (-) DIODE

Detail of the housing

ࡂ࠙ࠫࡦࠣ⹦⚦࿑

U-PHASE
V-PHASE
W-PHASE

Fig. 2.4 Charger Transformer

- 11 -
2. BATTEYR CHARGER

■ Precautions to take when handling the battery charger

● Care to be taken when using the three-phase power input receptacle
1) Make sure that the battery charger is turned off before inserting or removing the charger power
cable.
2) Do not insert or remove the charger power cable while charging is in progress; otherwise, there is
a danger of causing sparks or creating excessive wear on the terminals.
3) The charger power cable should be inserted into the charger receptacle as far as possible.

● Checking the three-phase power input receptacle regularly

1) If the power cable is inserted and removed frequently, you must also check to see if the charger
receptacle is becoming abnormally hot. Check it by touching the area around the receptacle while
charging is in progress.

<If the charger receptacle is abnormally hot>

① When a loose power cable connection is found, it suggests that the terminal pins are making
poor contact. If that is the case, use a flat-blade screwdriver to increase the space between the
power receptacle terminals (male pins) located on the charger panel, to try and increase the
contact pressure.
② Check the screws securing the electric wires for looseness.
③ Check whether the current flow exceeds the rating.
2) If none of the causes above applies, it may indicate the terminals are deformed or seriously worn.
Replace the receptacle with a new one. Otherwise, a fire might be started by the heat.
3) Replace the receptacle with a new one if its outer surface, insulation, or terminals are damaged or
deformed.

● Checking the battery charger regularly

1) Check to see if the transformer tap connections match the input voltage.
* If a voltage greater than the tap voltage is applied for a long time, the transformer may become hot
and smoke.

2) If the battery charger has been in use for a long time, check the transformer coil for looseness (due
to flaking varnish).
* Using the battery charger with a loose transformer coil may cause the charger to become hot and
smoke due to deteriorated insulation.

3) Check the transformer coil for discoloration, wire insulation deterioration, or any other defects.
* Using the battery charger with a defective coil may cause the charger to become hot and smoke
due to deteriorated insulation.

- 12 -
 3. MOTORS

3. MOTORS
Drive motor
Type DC series motor
Rated voltage 22 V
Rated current 120 A
Rated output (1 hour) 2.0 kW
Rated speed 3,000 rpm
Weight 30 kg [66 lbs]
Pump motor
Type DC series motor
Rated voltage 19.4 V
Rated current 330 A
Rated output (15 minutes) 4.5 kW
Rated speed 1,550 rpm
Weight 25 kg [55 lbs.]
Power steering motor
Type Permanent-magnetic motor (with a tacho generator)
Rated voltage 24 V
Rated current 16.52 A
Rated output (1 hour) 300 W
Rated speed 2,900 rpm
Weight 4.5 kg [10 lbs]

3.1 GENERAL DESCRIPTION

The drive and pump motors are DC series motors. Each motor consists of a front bracket, an
armature assembly, and a rear bracket.
The field coil is provided on the yoke assembly.
The armature assembly is held in position on the front and rear brackets with ball bearings.

- 13 -
3. MOTORS

3.1.1 DRIVE MOTOR

Figure 3.1 is an illustration of the drive motor. The shaft extending from the front bracket is
connected to the drive unit.
The shaft coming out of the rear bracket is connected to the brake assembly to form part of the
brake system.

REAR BRACKET
リアブラケット

ARMATURE
アーマチュア YOKE
ヨーク BRUSH
ブラシ

FRONT BRACKET
フロントブラケット

(to DRIVE UNIT)

（ドライブユニット側） (to BRAKE SYSTEM)
（ブレーキ側）

BRUSH COVER
ブラシカバー

Fig. 3.1 Drive Motor

- 14 -
 3. MOTORS

3.1.2 PUMP MOTOR

Figure 3.2 is an illustration of the pump motor. The front bracket has a machined flange for attaching
the pump to the motor. The pump drive shaft is splined to the armature.

YOKE
ヨーク ARMATURE
アーマチュア BRUSH
ブラシ

FRONT BRACKET
フロントブラケット REAR BRACKET
リアブラケット

to PUMP
ポンプ側

Fig. 3.2 Pump Motor

3.1.3 POWER STEERING MOTOR

Figure 3.3 is an illustration of the power steering motor. The front bracket is attached to the actuator
cover.

BRUSH COVER
ブラシカバー

TACHO GENERATOR
タコジェネレータ MOTOR
モータ部BODY INVOLUTE GEAR
インボリュートギアー

BRUSH COVER
ブラシカバー

White (+)
白（+） Black
黒（-）(-)

Fig. 3.3 Power Steering Motor

- 15 -
3. MOTORS

3.2 MAINTENANCE
3.2.1 CHECKING AND REPLACING BRUSHES
Notes: 1. Remove the battery connectors before starting to work.
2. Use caution not to get burned by the brushes because they will still be hot immediately after
the truck has been driven or operated.

(1) Checking the brushes

① Release the clamp on the brush cover and then
slide the brush cover towards the yoke.
② Remove each brush and measure its length.
③ If the length of a brush is near the minimum
length specified, replace the set with new
Slide.
ずらす
brushes. Follow the procedures described in
items (2) and (3) below.

Brush length: New (Minimum) Unit: mm [in.] Fig. 3.4

Drive motor 27 (13) [1.0 (0.5)]
Pump motor 27 (13) [1.0 (0.5)]
Power steering motor 16 (8) [0.6 (0.3)]

(2) Replacing the pump motor brushes

① Open the side and top covers located at the front of the truck.
② Release the clamp on the brush cover and slide the brush cover towards the yoke.
③ Replace the four brushes with new ones.

(3) Replacing the drive motor brushes

① Remove the brake linkage.
② Remove the drive motor mounting bolts.
③ Replace the set of brushes, and then reinstall the drive motor by reversing the steps used to remove
it. Note that you will need to rotate the drive motor 90 degrees to reach two of the brushes.

(4) Replacing the power steering motor brushes

① Open the brush covers (at two locations).
② Replace the set of brushes.

- 16 -
 4. CONTROLLER

4. CONTROLLER
Traveling control unit DC chopper unit
Type 1205X-4401
Name Full-function, electronic motor speed controller
Control method (traveling) Voltage control during running
Current control in plugging or regenerative braking
Rated voltage 24V
Rated current (1 hour) 175A
Current limit 300A by default (400A max.)
Protection Controller fault protection, throttle pot fault protection
Undervoltage protection operating 16V or less
voltage
Thermal protection operating -25°C [-13°F] at low temperature,
temperatures 75°C [167°F] at high temperature
Load handling control unit Valve control unit
Type 75E-25
Name DC chopper transistor
Control method Current control
Steering control unit Servo amplifier
Type Fully-electric type
Rated voltage 24V
Current limit 30A
Steering angle 90° (right) and 90°(left)

4.1 GENERAL DESCRIPTION

The DC chopper unit controls the traveling speed of the truck, the valve control unit controls the
pump motor and control valve, and the servo amplifier controls the power steering motor.

- 17 -
4. CONTROLLER

VALVE CONTROL
バルブコントロール SERVO AMPLIFIER
サーボアンプ DC CHOPPER UNIT
DCチョッパユニット
ユニット UNIT

* View looking at the truck in front of the mast

Fig. 4. 1 Layout of the Controller

- 18 -
 4. CONTROLLER

4.1.1 DC CHOPPER UNIT

■ Glossary -- features and functions

BATTERY (-)
バッテリ(－) BATTERY (+)
バッテリ(＋)
KEY SWITCH
キースイッチ

ACCELERATOR FR CONTACTOR,
アクセルポテンショ FRコンタクタ
COMMON コモン
POTENTIOMETER

CONTACTOR,
コンタクタ 前進 FWD

CONTACTOR,
コンタクタ 後進 REV

MOTOR
モータ FIELD
フィールド AA

Fig. 4.2 Chopper unit

Current limiting
The controller limits the motor current to a preset maximum. This feature protects the controller
from damage that might result if the current were limited only by motor demand.
The current limit feature also protects the rest of the system. Because high current surges during
truck acceleration are eliminated, stress on the motor and batteries is reduced and their efficiency and
service life are improved.
The current limit is field adjustable; see “Maintenance and adjustment” section in this chapter.

KSI
KSI (key switch input) provides power to the controller’s logic circuitry via both the key switch and
the foot pedal microswitch. KSI should be used to turn the controller on and off.

MOSFET
A MOSFET (Metal Oxide Semiconductor Field Effect Transistor) is a type of transistor characterized
by its fast switching speeds and very low losses.

Plug braking
The truck can be braked electrically by selecting the opposite direction with the forward/reverse
switch without releasing the throttle.
When the motor is reversed, the armature acts as a generator; the controller regulates the current in
the motor field winding to give an appropriate level of plug braking torque. The truck brakes smoothly
to a stop, then accelerates in the other direction.
(NOTE: The controller may be unable to provide plug braking if the vehicle is moving too slowly
for the motor to generate the necessary plug braking current.)
The plug current limit is factory set to meet customer requirements. In addition, the plug current
limit is adjustable via an externally accessible trimpot. For the procedure for adjusting the plug current
limit, see “Maintenance and adjustment” section in this chapter.
Two types of plug braking control are available: variable and fixed. Variable plug braking allows the
amount of plug braking to be adjusted via the throttle.
When direction is reversed, the plug braking current increases as a function of the throttle position.
Maximum plug braking will occur at maximum applied throttle.
Fixed plug braking, on the other hand, applies the specified amount of braking when the direction is

- 19 -
4. CONTROLLER

reversed regardless of the amount of throttle applied.

A 1 kHz tone may be heard during plug braking. This noise is normal and indicates that plugging is
taking place. The noise will stop when the plug braking stops.

PWM
PWM (Pulse Width Modulation), also called “chopping,” is a technique that switches battery
voltage to the motor on and off very quickly, thereby controlling the speed of the motor. The controller
uses high frequency PWM—15 kHz—which permits silent, efficient operation.

Smooth, stepless operation

Curtis Model 1205X controller allows superior operator control of the truck’s drive motor speed.
The amount of current delivered to the motor is set by varying the “on” time (duty cycle) of the
controller’s power MOSFET transistors. This technique—pulse width modulation (PWM)—permits
silent, stepless operation.

Temperature compensation
Internal temperature compensation ensures that the controller’s current limit remains constant over
varying controller temperatures. This eliminates performance variations resulting from variations in
controller operating environment temperatures.

Thermal protection
Because of their efficiency and thermal design, The controller should barely get warm in normal
operation. Overheating can occur, however, if the controller is undersized for its application or
otherwise overloaded. If the internal temperature of the controller exceeds 75°C [167°F], the main and
plug current limits decrease steadily until they are reduced to zero at 95°C [200°F].
At the reduced performance level, the truck can be maneuvered out of the way and parked. The
controller shifts frequency during overtemperature from its normal 15 kHz to 1 kHz, providing an
audible tone alerting the operator to the overtemperature.
The controller is similarly protected from undertemperature. Should its internal temperature fall
below -25°C [-13°F], the current limit decreases to approximately one-half of the set current. When the
controller warms up, full current limit and performance return automatically.

Accelerator potentiometer fault compensation (runaway protection)

To prevent uncontrolled operation, the controller shuts off the motor in the event of an open circuit
fault in the throttle or its wiring. If the controller detects an abnormally high throttle input (more than
about 1.5 times the normal input resistance), it shuts off its output to the motor, thus preventing a
runaway. The controller returns to normal operation when the fault (e.g., broken potbox wiring, broken
connectors) has been repaired.

Undervoltage compensation
The control circuitry requires a minimum battery voltage to function properly.
The controller is therefore designed so its output is gradually reduced if the battery voltage falls
below a certain level. Cutback voltages for the various models are listed in the specifications (Table
C-1). Reducing the output to the motor allows the battery voltage to recover, and an equilibrium is
established in which the battery supplies as much current as it can without falling below the cutback
voltage.

- 20 -
 4. CONTROLLER

Table C-1 Electric specification for the 1205X controller

Nominal input voltage 12V, 24 V

PWM operating frequency 15 kHz

Control input level

KSI/fwd/rev from 8 V to 1.5 V × maximum battery voltage
Emergency reverse from undervoltage cutback level to 1.5 × max. battery voltage

Standby current less than 250 mA

Nominal Voltage Max. total

Controller Current 2 min. 5 min. 1 hour Undervoltage
battery drop at F/R + 1A
model limit (A) rating (A) rating (A) rating (A) cutback (V)
voltage (V) 100A (V) current (A)
1205X-
24-36 400 400 275 175 0.25 16 2
44XX

- 21 -
4. CONTROLLER

Accelerator potentiometer

Maintenance
The maintenance of the accelerator potentiometer is the same as that of the controller. Check the
potentiometer for proper wiring connections and installation. Clean the potentiometer with a moist rag,
if necessary.

Adjustment
The controller allows adjustment of the plug braking current, current limit, and acceleration rate
settings.
The adjustment pots on this controller are located as shown in Figure 4.3.

★ The key switch should be off during adjustment.

CURRENT LIMIT ADJUST
電流制限調整
(CCW（CCW＝低電流限界）
= lower current limit)
1. Remove the socket head screw (1/8" Allen) for
the adjustment you want to make.
2. Adjust the internal potentiometer using a small
insulated screwdriver (available from Curtis).
3. Replace the socket head screw and nylon seal
washer. To prevent stripping, do not over-
tighten. CURRENT ADJUST ACCELERATION
PLUGプラグ電波調整 アクセルレート調整 RATE
= higher plug current) ADJUST
(CW（CW＝高いプラグ電流） （CW＝早いアクセル）
(CW = faster acceleration)

Fig. 4.3 Adjustment pots

- 22 -
 4. CONTROLLER

■ Maintenance and adjustment

The controller and accelerator potentiometer require only minimal maintenance if properly installed.

CAUTION: The controller is sealed and thus is not field serviceable.

■ Controller
Maintenance
CAUTION: It is recommended that the following two steps be performed occasionally.
First remove power by disconnecting the battery, and discharge the capacitors
in the controller (with a light bulb or a 2–10 Ω, 25 W resistor connected for a
few seconds across B+, B-). Follow good safety practices: get the truck’s drive
wheels off the ground, wear safety glasses, and use insulated tools.

1. Make sure the electrical connections to the controller (and to the motor, contactors, etc.) are tight.
When checking the controller bus bar connections for tightness, use two opposing wrenches. This
double-wrench technique will help avoid putting stress on the bus bars, which could crack the
seals. Always use insulated wrenches.
2. Inspect all seals at the front and back of the controller. If necessary, use a moist rag to wipe these
areas clean enough so that you can see the seals. Look for cracks and other signs of seal damage.
If the seals are intact, clean the controller thoroughly either by washing it off or by wiping it clean
with a moist rag. Power must not be reapplied until the controller terminal area is completely dry.
If the seals have been damaged, there are several possible causes.
Perhaps the double-wrench technique was not used when the cables were installed. Perhaps the
vehicle’s environment requires that the controller be better protected: either by mounting it in a
different location, or by installing a protective cover.
Damaged seals can lead to faulty operation. We strongly recommend replacing controllers that
have faulty seals.

- 23 -
4. CONTROLLER

■ Controller malfunction
Some behaviors that may seem to suggest controller malfunction do not, in fact, indicate a problem
but rather are typical of normal operation. Before undertaking the diagnostic tests, check to see whether
your problem is addressed in the first section, “Operational Notes.”
The diagnostic tests are designed to enable you to determine whether the trouble is in the controller
or in some other part of the motor control circuitry. The controller itself is sealed and not field
serviceable. The diagnostic section provides enough detail to enable you to track circuitry problems to
their source and repair them.

■ Operational Notes
Noise
Controller operation is normally silent, with two exceptions. A 1 kHz tone may be heard during plug
braking. This noise is normal and indicates that plugging is taking place. The noise will stop when plug
braking stops.
The same noise may indicate overtemperature. The controller shifts frequency during
overtemperature from its normal 15 kHz to 1 kHz, providing an audible tone to alert the operator to the
overtemperature condition.

Inability of truck to plug brake to a stop on a steep ramp

If the truck is rolling backwards down a steep ramp in reverse and the throttle is applied demanding
forward drive, the controller will attempt to plug the vehicle to a stop. If the ramp is so steep that
the plugging current setpoint is insufficient to stop the vehicle, it will continue to be braked but will
nevertheless roll down the ramp. If the mechanical brakes are applied, and the truck is stopped, the full
drive current will be available when the throttle is applied and the truck will proceed up the ramp.

Sluggish truck behavior

Loss of power will be noticeable when the batteries become overly discharged.
This is a normal response to low battery voltage. The controller is designed to protect against
damage caused by low batteries. On 24–36 volt models, power to the motor is cut back when the
voltage goes below 16 volts.

- 24 -
 4. CONTROLLER

Hot controller
If the controller gets hot, it does not necessarily indicate a serious problem.
The controller protects itself by reducing power to the motor if its internal temperature exceeds
75°C [167°F]. Power output will be reduced for as long as the overheat condition remains, and full
power will return when the unit cools.
In typical applications, overheating will rarely be a problem. However, truck overloading may
cause overheating, particularly if the controller is mounted so that heat cannot be conducted away from
its case or if other heat-generating devices are nearby. If thermal cutback occurs often during normal
operation, it is advisable to check the axles, drive unit and motors for any cause of overloading.

- 25 -
4. CONTROLLER

TRUCK DIAGNOSTIC TESTS (TROUBLESHOOTING GUIDE)

These tests require a general purpose volt ohmmeter. You can use either a conventional “V-O-M”
or an inexpensive digital voltmeter. The troubleshooting chart serves as a guide to the procedures
that follow. Before starting these tests, refer to the appropriate wiring diagrams and make sure your
controller is hooked up properly.

CAUTION: Working on electric trucks is potentially dangerous. You should protect

yourself while performing the diagnostic tests by jacking up the truck to get
the drive wheels off the ground, opening the battery circuit before working on
the motor control circuit, wearing safety glasses, and using properly insulated
tools.

Guide to troubleshooting procedures. (To use this guide, refer to the specified PROCEDURES that
follow.)

TEST 1 Check for power to the controller

Check voltage at CONTROLLER B+

and BATTERY B- terminals. Bad, discharged, or miswired batteries, or
1-A,B,C
if NO corroded connections.
It should read full voltage for system. 1-C

if YES

Check voltage at CONTROLLER B+ and

CONTROLLER B- terminals. 1-D
if NO TOO HIGH: contactor is welded.
It should read 1 to 5 volts less than full battery TOO LOW: controller is defective.
voltage. 1-D

TEST 2 Check for main contactor operation and KSI

Check voltage at contactor and at KSI

terminal. 2-A,B,C Trace flow to locate problem.
Contactor should read full rated voltage, and KSI must be if NO
above 8V. 2-D

if YES
Check voltage across contactor power
terminals. 2-D If voltage drop occurs, contactor is
if NO defective.
There should be no measurable voltage drop. 2-E

TEST 3 Check for controller output

Check voltage output while turning

accelerator grip fully (B+ to M-). 3-A,B,C if NO
Controller is defective.
Voltage should be zero with accelerator grip in neutral
and full battery voltage with accelerator grip fully
turned 3-D

if YES

Check current in controller’s M- (motor

field) lead while turning accelerator grip If no current, look for open circuit. If
fully. if NO current is high but motor won’t turn, check
3-D,E motor, wiring & plug diode.
Current should be high, and motor should turn. 3-E

- 26 -
 4. CONTROLLER

TEST 1 Check for power to the controller

1-A Leave the key switch off for these tests.

1-B Verify that battery (-) connects to the B- terminal of the controller. Connect voltmeter (-)
lead to this point.

1-C Connect voltmeter (+) to the battery side of the main contactor. Check for full battery
voltage. If it is not there, the trouble is in the battery pack, the cables to it, or the power
fuse.
1-D Connect the voltmeter (+) lead to the controller B+ terminal. You should read a voltage
1 to 5 volts less than the full battery voltage. If this voltage is zero or close to zero, the
trouble is either a bad controller or an incorrectly connected cable between the contactor
and the controller. Trace the cable to make sure it is hooked up right. If these check out,
the controller is malfunctioning. If you see full battery voltage at this point, then the
contactor has welded and must be replaced.

ACCELERATOR
アクセルグリップ GRIP MICROSWITCH
マイクロスイッチ

The rotational direction of the accelerator

マイクロスイッチでアクセルグリップの CAM
カム MICROSWITCH
マイクロスイッチ
grip is identified by the microswitches.
回転方向を判別します｡
The cam rotates according to the rotating
angle of the accelerator grip to push the
アクセルグリップの回転角に応じてカムが
accelerator potentiometer. ACCELERATOR
アクセルポテンショ
回転しアクセルポテンショを押します｡ POTENTIOMETER

Fig. 4.4 Accelerator Grip

TEST 2 Check for main contactor operation and KSI

2-A Turn the key on, place accelerator grip in forward or reverse.

2-B This should cause the main contactor to operate with an audible click.
Connect the voltmeter across the contactor coil terminals. You should see full battery
voltage (minus the polarity diode drop).

2-C The controller KSI terminal should also be getting full battery voltage. Verify this by
connecting the voltmeter (-) to the controller’s B- terminal, and the voltmeter (+) to the
controller’s KSI terminal.
2-D If the contactor and KSI terminal are not getting voltage, that’s the problem. Use the
voltmeter to find out where it is not getting through. Connect the voltmeter (-) to the
controller’s B- terminal and check the following points with the voltmeter (+) lead to
trace the flow:
1. First, check both sides of the control wiring fuse.
2. Check both sides of the polarity protection diode to make sure its polarity is correct.
3. Check both sides of the key switch.
4. Check both sides of the pedal microswitch.
5. Finally, check the contactor coil and controller KSI.

- 27 -
4. CONTROLLER

2-E If the contactor coil and KSI are getting voltage, make sure the contactor is really
working by connecting the voltmeter across its contacts (the big terminals). There
should be no measurable voltage drop. If you see a drop, the contactor is defective. (It is
recommended to install precharge resistor is in place.)

TEST 3 Check for controller output

3-A The first step is to measure the output drive voltage to the motor at the controller’s M-
terminal.

3-B Connect the voltmeter (+) lead to the controller’s B+ terminal. Connect the voltmeter (-)
lead to the controller’s M- terminal.

3-C Place the accelerator grip in neutral and turn on the key switch. And then select a
direction and watch the voltmeter as you turn the accelerator grip.
The voltmeter should read zero (or close to zero) before you turn the accelerator grip, and
should read full battery voltage with the accelerator grip fully turned. If it does not, the
controller is defective and must be replaced.

3-D The next step is to measure the current in the controller’s M- lead. If you have a means
of measuring this high dc current, such as a shunt/meter setup or a clamp-on dc ammeter,
use it. If not, we recommend that you buy an inexpensive ammeter of the type that is
simply held against the wire being tested.

3-E Place the accelerator grip in neutral and turn on the key switch. And then select a
direction and watch the ammeter while turning the accelerator grip.

3-F If you see no current flowing in the M- lead, the problem is an open circuit in the motor
or the wiring between the motor and the controller. Check the forward/reverse switch.
If your truck uses contactors for reversing, check to see that they are operating and that
their contacts are closing. If these are okay, check the motor armature and field for opens.

3-G If you do see a high current flowing in the M- lead, but the motor does not turn, the
problem is a short in the motor circuit, a miswired motor, or a short in the controller’s
internal plug diode. Test the plug diode as follows:
1. Remove power by opening the battery circuit. Take the cable off the controller’s A2
terminal.
2. Use an ohmmeter to check the resistance between the controller’s A2 and B+
terminals. You are testing for the presence of a diode inside the controller, so swap
the two leads of the ohmmeter and look for a low resistance one way and a much
higher one the other way. If your meter has a diode test function, use it.
3. If you find the diode to be shorted, the controller is defective.

3-H Put the A2 cable back on the controller and reconnect the battery.

3-I If the plug diode is okay, there is a short in the motor circuit. The short could be in the
forward/reverse switch, so look there first. Because the resistance of the motor is so low,
the motor must be tested separately if it is suspected of having a shorted winding.

- 28 -
 4. CONTROLLER

4.1.2 VALVE CONTROL UNIT

VR1 VR6 VR5 VR9 VR10 VR11 VR12 VR7 VR8

VR4
。
VR3

VR2

Fig. 4.5 Valve Control Unit

- 29 -
4. CONTROLLER

Adjustment of valve control unit on the truck

1. Operation of the valve control
The valve control unit changes the lifting and lowering speed of the forks by varying the current
to the electromagnetic proportional valve.
2. Adjustment variable resistors (VRs)
Do not touch VRs on the board other than those given below.
When replacement of the board is required, record the present adjustment position of each VR
on the board to be replaced. After installing a new board, turn each VR to the same adjustment
position. If a required speed is not obtained, adjust the corresponding VR properly.
The standard adjustment position of the VRs are shown below, but it should be used as a guide
because the adjustment position of each VR varies with different valves.

VR Position Description
Adjusts max. lift speed. Turning it clockwise will
Lift speed VR6
increase lift speed.
If forks are slow to start lifting, turn VR7 clockwise to
Start speed VR7 quicken start speed. Turning it counterclockwise will
Lift
slow down start speed.
Acceleration time VR9 Turning it clockwise will slow down acceleration.

Deceleration time VR10 Turning it clockwise will slow down deceleration.

Adjusts max. lowering speed. Turning it clockwise will
Lowering speed VR5
increase lowering speed.
If forks are slow to start lowering, turn VR8 clockwise
Start speed VR8 to quicken lowering speed. Turning it counterclockwise
Lowering
will slow down start speed.
Acceleration time VR11 Turning it clockwise will slow down acceleration.

Deceleration time VR12 Turning it clockwise will slow down deceleration.

3. Adjusting max. speed (300 mm/sec. under no Adjustment VR

load): VR5 and VR6
Max. lift speed VR6
Use VR5 and VR6 to adjust the lift and
Max. lowering speed VR5
lowering speeds to the specified value.
* Speeds are increased by turning VRs in
Note: Adjust in an range where the current is clockwise direction.
constant considering acceleration and
deceleration times (Fig. 4.6).

- 30 -
 4. CONTROLLER

4. Adjusting start speed, acceleration and deceleration: VR7 to VR12

The start speed, acceleration and deceleration are interrelated with each other. They must be
adjusted properly so that the truck can start smoothly without jerking.
(See Fig. 4.6 Speed - time plot)
If the operating direction of forks is switched over from lifting to lowering or vice versa halfway
through operation, the switching delay timer will function to delay the reversing of forks about 2
seconds.
Note 1: Start speed: Turning VRs clockwise will increase start speed.
Note 2: Acceleration and deceleration: Turning VRs clockwise will slow down acceleration and
deceleration.
Note that slowing down deceleration will alleviate shock
caused by forks stopping, but forks take longer to stop.

( ): lowering speed adjustment VRs

速
Speed
度

VR6(VR5)

VR7
(VR8)

VR9 VR10 Time

時 間
(VR11) (VR12)

Fig. 4.6 Speed-time plot

After adjustments, apply “lock paint” to each of the VRs that have been adjusted.
Cautions
• It is good practice to keep acceleration and deceleration times quickened before starting lift and
lowering speed adjustments, because response to adjustment is also quickened and adjustment will be
easier.
• The valve opening will be increased by the VR6 is turned clockwise, but you cannot increase the lift
speed further beyond the pump motor capacity. If the lift speed won’t increase by turning the VR6, it
indicates that the CR6 has been turned sufficiently. An overturned VR6 will cause a delayed response
in deceleration.
• If the lowering speed of forks cannot be increased, it is suspected that it is limited by the max.
lowering speed adjustment stopper of the valve body.
• If the lowering speed of forks is limited by this stopper, the difference in speed between loaded and
unloaded conditions will be large. If this is the case, slow down the lowering speed. (standard VR
turning position: turn VR5 fully and then back off 3 and 1/4 turns.)
• If the valve controller is defective, forks can be lowered by turning the knob of the emergency
lowering valve of the valve body.

- 31 -
4. CONTROLLER

4.1.3 SERVO AMPLIFIER

Operation of servo amplifier
When the steering wheel is turned, the encoder attached to it sends pulses corresponding to the
rotating speed of the steering wheel to the servo amplifier. The servo amplifier outputs voltage to
the steering motor according to the number of pulses to accomplish steering. There is no mechanical
connection between the steering wheel and steer wheels.
When the steering wheel is at rest, it is servo locked (electrically held in position to prevent the
motor from rotating.)
The servo amplifier operates only while the brake pedal is being pressed. Therefore, the steering
wheel is disabled when the truck is stationary.
Note that the position of the steering wheel knob is not fixed to a certain direction of travel (steering
angle).

1. Servo amplifier composition

Figure 4.7 shows the outline view of the servo amplifier.
The servo amplifier consists of three printed circuit boards:
① FV conversion board (275E1-60051)
This board converts the rotating speed of the steering wheel to voltage. The output voltage is
inputted to the control board ② .
② Control board (275E1-60031)
The steering wheel speed control board. For the adjustment procedure, see the adjustment
procedure given on the next page.
③ Power board (187A1-60232)
The motor current control board.

①
（赤）
ＣＮ３

ＣＮ１
ＣＮ２ ＣＮ４ ③
（黄）

ＣＮ２ ＣＮ１
ＣＮ１ （緑）
（黒）

625 626
Ｌ Ｋ
20 View C
矢視Ｃ
Ｃ
G R
611 601
Y B
612 2-2

View
矢視Ｌ L View
矢視Ｋ K

Fig. 4.7 Servo Amplifier

- 32 -
 4. CONTROLLER

2. Adjustment procedure
VR Use Adjustment Procedure
6 Setting motor speed ○ Adjusts steering wheel operating speed and steer wheel turning
speed.(standard: 5 turns from lock to lock)If the response of
steer wheels is slow to the operation of steering wheel, turn the
VR6 counterclockwise.
7 Derivative gain ×
8 DC gain ×
9 Integration gain ×
10 Carrier frequency ×
11 Carrier frequency amplitude ×
12 Max. current limit ○ Adjusts the max. electric current to steering motor.First, turn
VR12 until steer wheels are locked. With steering wheel locked,
continue to turn steering wheel and measure electric current
with a clamp-on ammeter. Adjust VR12 so that the ammeter
reads 30A.
13 –
14 Detecting overloading ○ Adjust the voltage between CP1 and CP8 to 2.4V.
15 –
16 –
17 Zero point adjustment ○ Adjust zero point if steer wheels turn when steering wheel is not
turned.Steer wheels should not turn with brake pedal pressed
when you try to move them by hand without turning steering
wheel. If steer wheels can be turned by hand, turn VR17 until
they won’t turn when you try to turn them.
18 –
○ : Adjustable, × : Not adjustable

Fig. 4.8 VR layout on control board

- 33 -
4. CONTROLLER

NOTE

- 34 -
 5. DRIVE UNIT

5. DRIVE UNIT

Type Two-stage reduction

Name 75E-25
Reduction ratio 22.02
Gear oil TCM gear oil SAE90
Oil quantity 0.36 liters [0.095 gal.]
Wheel dimensions 267 mm dia. x 152 mm x 127 mm [10.5 x 6.0 x 5.0 in.]

5.1 GENERAL DESCRIPTION

Figure 5.1 shows the construction of the drive unit.
The reduction gear is located on the side of the drive unit and reduces the drive motor speed in two
stages, transmitting the power efficiently to the wheels.
The case is filled with gear oil to provide lubrication to the parts in the drive unit.

- 35 -
5. DRIVE UNIT

A ② ①

③
④

⑥ B B

⑦
⑧

⑬ ⑨

⑫ ⑪ ⑩ OIL FILLER給油口
PORT DRAIN PLUG
ドレーンプラグ

Apply grease to A and B regularly.

A B に定期的にグリスを給脂する

1. DRIVE UNIT SUPPORT 6. GEAR CASE COVE 11. OIL SEAL

2. GEAR 7. THRUSTER GEAR COVER 12. TIRE
3. DRIVE UNIT HOUSING 8. REDUCTION PINION 13. SHAFT
4. (DRIVE MOTOR) 9. REDUCTION GEAR A. BEARING
5. DRIVE PINION 10. PULL GEAR B. GREASE NIPPLE

Fig. 5.1 Drive Unit

- 36 -
 5. DRIVE UNIT

5.2 REPLACING DRIVE TIRES

DRIVE SHAFT
ドライブシャフト

SLIDE HAMMER
スライドハンマー ② ④

③
DRIVE SHAFT
ドライブシャフト

①
⑥
⑤

Notes: Tightening torque: 49 - 59 N-m {500 - 600 kgf-cm} [434 - 522 lbf-in.]
Apply LOCTITE #262.

Splines: Apply molybdenum grease.

Fig. 5.2 Drive Tire Replacement

- 37 -
5. DRIVE UNIT

Slide Hammer (The sketch below is for reference only.)

φ40

90
φ50
400

φ16

(trucks with #00169 and after)

Metric(00169号車～)
threads: ミリ系 M12×1.75
(trucks with #00168 and before) 1/2-13UNC
(00168号車まで)インチ系
Imperial threads:
25

Fig. 5.3 Slide Hammer

- 38 -
 6. STEERING SYSTEM

6. STEERING SYSTEM
Type Drive unit-rotating type with electric power
Power steering
Control PWM control
Power steering motor
Type Permanent magnetic motor (with a tacho generator)
Output 300 W (1 hour)
Actuator reduction ratio 32
Gear oil TCM gear oil SAE90: 0.1 liters [0.026 gal.]

6.1 GENERAL DESCRIPTION

The steering system is a rotating type drive unit with power steering, consisting of a steering
handwheel, a servo amplifier, a power steering motor, and an actuator.

6.1.1 STEERING HANDWHEEL

The steering handwheel is attached to the shaft supported by ball bearings, with an encoder mounted
on the shaft.
The rotation of the steering handwheel is transmitted to the servo amplifier input through the
encoder. The output from the servo amplifier runs the power steering motor.

- 39 -
6. STEERING SYSTEM

POTENTIOMETER
ポテンショメータ

KNOB
ハンドルノブ
STEERING
ハンドルホイール HANDWHEEL

FRICTION
フリクションローラROLLER ACCELERATOR
アクセルグリップGRIP

Fig. 6.1 Steering System (operator’s compartment side)

- 40 -
 6. STEERING SYSTEM

アクチュエータ
ACTUATOR
POWER STEERING
パワステモータ
MOTOR AMPLIFIER
サーボアンプ
SERVO

Fig. 6.2 Steering System (frame side)

- 41 -
6. STEERING SYSTEM

6.1.2 ACTUATOR
The actuator consists of gears and is located in the upper section of the drive unit.
The rotation speed of the motor is transmitted to the output shaft through gears (A) and (B), being
reduced in speed. The output gear is engaged with the ring gear mounted in the drive unit.

POWER STEERING
パワステモータ
MOTOR

ACTUATOR COVER
アクチュエータカバー

GEAR CASE
ギヤケース GEAR
ギヤ（B）(B)

GEAR
ギヤ（A）(A)

アウトプットギヤ
OUTPUT GEAR

Fig. 6.3 Actuator

- 42 -
 7. BRAKE SYSTEM

7. BRAKE SYSTEM
Type Dry negative-actuated electromagnetic brake
Model SNB 2.5G
Static friction torque 25 N-m {2.5 kgf-m} [18 lbf-ft]
Input capacity 27 W
Weight 5.1 kg [11.2 lbs]

7.1 GENERAL DESCRIPTION

The brake system consists of an electromagnetic brake fitted to the drive unit.

7.1.1 ELECTROMAGNETIC BRAKE

The electromagnetic brake is attached to the rear bracket of the drive motor in the drive unit, as
shown in Fig. 7.1.
When the brake pedal is not depressed, the armature is pressed against the brake disc by the force of
a coil spring, keeping the brake applied.
When the brake pedal is depressed, the coil is energized, which causes the armature to be attracted
to the field core, thus releasing the brake.
Gap “S” must be checked regularly and adjusted as needed. If the brake disc gets worn so that gap
S is larger than specified, the armature can no longer be sufficiently attracted to the field core, causing
“brake dragging”. A wider gap will cause brake dragging to occur when the battery voltage is low or
when the brake temperature becomes high due to continuous operation.
It must be remembered that, even if the gap exceeds the specified value, the brake system will often
seem to operate properly, especially at the start of operation when the brake temperature is low.

- 43 -
7. BRAKE SYSTEM

COIL SPRING
コイルばね FIELD CORE
フィールドコア

SIDE PLATE
サイドプレート

INNER DRIVER
インナードライバー

BRAKE DISC
ブレーキディスク

GAP
空隙Ｓ S

ARMATURE
アーマチュア

Fig. 7.1 Electromagnetic Brake

- 44 -
 7. BRAKE SYSTEM

7.2 MAINTENANCE
7.2.1 CHECKING AND ADJUSTING BRAKE
Make sure that gap S is 0.65 mm [0.026 in.] or less
when the coil is not energized. If the gap exceeds 0.65 GAP
空隙Ｓ S INNER NUT (LOCK NUT)
内側ナット（ロックナット）

mm [0.026 in.], adjust it to meet the specification. MANUAL RELEASE HOLE

手動解放用

(1) Adjusting gap S GAP

空隙調整
1. Loosen the inner nuts. ADJUSTMENT
ナット NUT

2. Tighten the gap adjustment nuts little by little

(evenly at three locations) until the gap becomes
zero.
3. Then, turn each gap adjustment nut 90 degrees
counterclockwise to loosen it slightly.
4. Lock the adjustment nuts by tightening the inner
nuts. Fig. 7.2 Brake Adjustment (1)
5. Check to see if gap S is between 0.15 mm [0.006
in.] and 0.25 mm [0.010 in.].
6. Energize the coil and make sure that no brake
dragging occurs.

WARNING! INNER LOCK BOLT

インナー抜け止めボルト
Remember that this is a dry type brake. Keep Apply THREE-BOND
嫌気性接着剤 anaerobic
スリーボンド製
adhesive #1344 (low strength) or
the brake free of oil or grease when servicing or 1344（低強度）相当を塗布する。
equivalent.

making adjustments. Oil or grease on the friction

Fig. 7.3 Brake Adjustment (2)
surface may impair the braking effect.

7.2.2 REPLACING BRAKE

1. Loosen the bolts that secure the brake body and remove it.
2. Loosen the inner lock bolt and setscrew and remove the inner driver.
3. Check for deformation of the keyways.
4. Install the inner drive in the brake body. Apply THREE-BOND anaerobic adhesive #1344 (low
strength) to the threads of the setscrew and inner lock bolt.
5. If it is difficult to engage the inner driver and brake disc when installing the brake body, release the
disc by energizing the coil or threading a screw into the manual release hole. This will facilitate
the installation. Then tighten the bolts that secure the brake body.
6. Check to make sure that gap S is between 0.15 mm [0.006 in.] and 0.25 mm [0.010 in.] and that
no brake dragging occurs.

- 45 -
7. BRAKE SYSTEM

NOTE

- 46 -
 8. HYDRAULIC SYSTEM

8. HYDRAULIC SYSTEM

Pump
Type Gears connected directly to motor
Model DSG0 5
Discharge 11 cc/rev
Control valve
Model HLV40-10 (trucks with #00175 and before),
HLV45-10 (trucks with #00176 and after)
Name Electromagnetic proportional valve
Pressure setting 13.7 MPa {140 kg/cm2} [1991 psi]
Lift cylinder
Type Single-acting piston
Cylinder bore 45 mm [1.77 in.]
Rod outer diameter 36 mm [1.42 in.]
Oil tank
Hydraulic oil Wear-resistant TCM Hydraulic Oil
Quantity of oil 20 liters [5.3 gal]

8.1 GENERAL DESCRIPTION

The hydraulic system consists of an oil tank, a pump, a control valve, and lift cylinders.

8.1.1 OIL TANK

The oil tank is located at the right lower side of the frame. Its schematic diagrams are shown in
Figure 8.1. The breather cap has a filter incorporated to prevent dust from entering the oil tank when
the oil level is low.
A filter is provided between the oil tank and the pump to prevent foreign matter from entering the
oil circuit.

- 47 -
8. HYDRAULIC SYSTEM

to MAIN PUMP
メインポンプへ BREATHER CAP
ブリーザキャップ to
リフトLIFT CAP
キャップ
CYLINDER
シリンダへ (W/ OIL DIPSTICK)
（ゲージ付）
コントロール
from CONTROL
VALVE
バルブから

DRAIN PLUG
ドレーンプラグ

Fig. 8.1 Oil Tank

- 48 -
 8. HYDRAULIC SYSTEM

8.1.2 MAIN PUMP

The main pump is a double-gear type consisting of a pair of gears whose gear meshing phase is
shifted 1/2 pitch of the gear.
The main pump consists primarily of a front cover, a pump body, a rear cover and a pair of gears,
with specially-shaped oil seals provided on their respective mating surfaces.
The main pump is driven by a motor whose drive shaft is splined to the pump drive shaft.

① ② ③ ④ ② ⑤

1. REAR COVER
2. DRIVEN GEAR
3. PRESSURE PLATE
4. PUMP BODY
5. FRONT COVER
⑥
6. SNAP RING
7. OIL SEAL
8. FRONT DRIVE
GEAR
9. REAR DRIVE GEAR
10. “3”-shaped gasket
⑦
⑩ ⑨ ⑧

Fig. 8.2 Main Pump

- 49 -
8. HYDRAULIC SYSTEM

8.1.3 VALVE CONTROL

The lift valve control consists of two switches attached to the accelerator grip and a valve control
unit.
Switch A and switch B send the lifting and lowering signals to the valve control unit.
When the lift button is activated, switch A turns on to activate the pump motor, which in turn drives
the main pump to send oil from the oil tank to the lift valve. At this time, the valve control unit passes
electric current to the solenoid valve (for lifting) of the lift valve to control the flow rate of oil to the
lift valve.
When the down button is activated, only the current to the solenoid valve (for lowering) of the lift
valve is controlled with the pump motor remaining stationary.

LIFT BUTTON
リフトボタン （上昇）

DOWN BUTTON
リフトボタン （下降）

ACCELERATOR
アクセルグリップ GRIP

Detail of switch box

スイッチボックス部詳細
LIFT CYLINDERS
リフトシリンダ

スイッチ B
SWITCH
(DOWN BUTTON)
（リフトボタン：下降）

SOLENOID
ソレノイド
リフトバルブ (FOR
LIFT VALVE （下降）
LOWERING)
(CONTROL
（コントロール バルブコントロール
VALVE CONTROL
VALVE) ソレノイド
SOLENOID
バルブ） (FOR LIFTING)
（上昇）
ユニット UNIT

ＤＣDC
Ｐ チョッパ
CHOPPER スイッチ A
SWITCH
UNIT
ユニット (LIFT BUTTON)
モータ
MOTOR （リフトボタン：上昇）

Fig. 8.3 Valve Control

- 50 -
 8. HYDRAULIC SYSTEM

8.1.4 CONTROL VALVE

The control valve is a magnetic proportional type and controls the current passing through inside the
valve according to the amount of current to the solenoid.
Figure 8.4 shows schematic diagrams of the control valve. It consists of two solenoids, a
compensator valve, a check valve and a relief valve. The solenoids are controlled by the valve control
unit.

SOLENOID
to LIFT CYLINDERS
リフトシリンダへ ソレノイド （下降）
(FOR LOWERING)
C
C

SOLENOID
ソレノイド (FOR LIFTING)
（上昇）

T P
to OIL
タンクへTANK from
ポンプからPUMP

Fig. 8.4 Control Valve (for trucks with #00175 and before)

- 51 -
8. HYDRAULIC SYSTEM

P T

SOLENOID (FOR SOLENOID

ソレノイド （下降）
LOWERING) ソレノイド （上昇）
(FOR LIFTING)

P
from PUMP
ポンプから
C

リフト T
to LIFT
CYLINDERS
シリンダへ to OIL TANK
タンクへ

Fig. 8.5 Valve Control (for trucks with #00176 and after)

- 52 -
 8. HYDRAULIC SYSTEM

①② ③ ④ ⑤ ⑥ ⑦ ⑧ 22 23

⑫ ⑪ ⑩ ⑨ 25 24

⑬ ⑭ ⑮ ⑯

T P C
21 ⑳ ⑲ ⑱ ⑰ Hydraulic Circuit Diagram
油圧回路図

1. ADJUSTMENT SCREW 11. SPOOL 21. EMERGENCY MANUAL

2. NUT 12. PLATE VALVE FOR LOWERING
3. PLUG 13. PLUG FORKS
4. SPOOL 14. PLATE 22. PLUG
5. BUSHING 15. CASING 23. CHECK VALVE
6. SLEEVE 16. SPOOL PLUNGER
7. SPOOL 17. PLATE 24. PLUG
8. SOLENOID 18. SAFETY VALVE 25. PLUG
9. SOLENOID 19. SPOOL
10. SPOOL 20. PLUG

Fig. 8.6 Control Valve (for trucks with #00175 and before)

- 53 -
8. HYDRAULIC SYSTEM

① ② ③ ④ ⑤ ⑥ ⑦ ⑧ 24 25 26

⑬ ⑫ ⑪ ⑩ ⑨ 28 27

Circuit
回路図Diagram
⑭ ⑮⑯ ⑰ ⑱ ⑲⑳

T P C
23 22 21

1. PLUG 11. SLEEVE 21. PLATE

2. SPRING WASHER 12. SPOOL 22. SAFETY VALVE
3. SPOOL 13. PLUG 23. EMERGENCY MANUAL
4. BUSHING 14. NUT VALVE FOR LOWERING
5. PILOT SPOOL 15. ADJUSTMENT SCREW FORKS
6. SLEEVE 16. SPRING WASHER 24. SEAT
7. SPRING WASHER 17. PLUG 25. PLUG
8. SOLENOID 18. SPRING WASHER 26. CHECK VALVE PLUNGER
9. SOLENOID 19. CASING 27. PLUG
10. PILOT SPOOL 20. SPOOL 28. ROD

Fig. 8.7 Control Valve (for trucks with #00176 and after)

- 54 -
 8. HYDRAULIC SYSTEM

(1) In neutral state

When the solenoid (a) is not in operation, the secondary port of the “up” pilot valve is
communicated to the port T, and the main spool (1) of the “up” main valve is pushed to the right by the
spring (2).
Therefore, the main spool (1) blocks up the oil passage leading from the port P to port C.
In addition, the spring chamber (c) of the compensator communicates through the passage (d),
the spring chamber (e) of the “up” main vale and the passage (f) to the port T. The oil from the pump
flows, passing through the port P and the hole (g) in compensator spool (3), into the chamber (h). Then,
the oil pushes the compensator spool (3) to the left against the spring (4) and flows to port T.
When the solenoid (b) is not in operation, the spool (5) of the “down” pilot valve is pushed to the
right by the spring (6) and thus no pilot pressure flows.
Therefore, the spool (7) is pushed to the right by the spring (8) so that the oil passage from port C to
port T is blocked up to prevent the oil inside the cylinder from flowing.

T C SOLENOID (b)
(DOWN)
㧔8㧕 “DOWN” MAIN
VALVE 㧔7㧕
“DOWN” PILOT VALVE 㧔i㧕

㧔6㧕
㧔5㧕
㧔f㧕

SOLENOID (a)
CHECK VALVE (UP)
“UP” PILOT
㧔e㧕 “UP” VALVE VALVE

㧔1㧕
㧔2㧕
㧔d㧕

㧔4㧕 㧔3㧕 㧔g㧕

㧔h㧕

COMPENSATOR
(UNLOADING
VALVE)

㧔c㧕

T
P

Fig. 8.8 In Neutral State

- 55 -
8. HYDRAULIC SYSTEM

(2) In “Up” state

When input current iu is applied to the solenoid (a), the “up” pilot valve is put in the reduced
pressure state. That is, the primary side pressure oil led from the port P is reduced of pressure when it
flows into the oil hole (45) and flows out of the oil hole (46). The secondary side oil pressure varies in
proportion to the amount of input current iu.
The “up” main valve spool (1) shifts against the spring (2). The variable orifice (j) changes it
opening according to the movement of the spool (1) to form an oil passage from the port P to port C.
At the same time, the oil pressure (almost equal to the pressure at port C) downstream from the
variable orifice (j) is passed through the groove (k) in the spool (1) and passage (d) into the spring
chamber (c) of the compensator. The oil pressure at port P is loaded and the hydraulic oil led from port
P flows, passing through the variable orifice (j) and check valve (10), to port C.
At this time, the oil pressure (pressure at port P) upstream of the variable orifice (j) is led to the
compensator chamber (h). The oil pressure downstream of the variable orifice (j) is led to the chamber
(h) and the spring chamber (g) and thus the pressure differential across the variable orifice (j) is set to
a certain value by the spring (4). The flow rate of oil passing through the variable orifice (j) varies with
the opening of the variable orifice (j) regardless of the loading pressure (oil pressure at port C), with
excess oil flowing out the port T.

T C SOLENOID (b)
(DOWN)

“DOWN” MAIN
VALVE “DOWN” PILOT VALVE

㧔10㧕 SOLENOID (a)

(UP)
CHECK VALVE
“UP” PILOT
㧔9㧕
㧔k㧕 㧔j㧕 “UP” VALVE VALVE

㧔1㧕 45 46
㧔2㧕
㧔d㧕

㧔4㧕
㧔h㧕

COMPENSATOR
(UNLOADING
VALVE)

㧔c㧕

T
P

Fig. 8.9 In “Up” State

- 56 -
 8. HYDRAULIC SYSTEM

(3) In “Down” state

When input current iD is applied on the solenoid (b), the spool (5) of the “down” pilot valve moves
to the position indicated by the arrow in the figure below, to open the poppet (1), allowing the pilot
pressure oil from the port C to flow, passing through the variable orifice (m), spring chamber (b),
fixed orifice (i), and passages (o) and (f), to port T. The oil pressure Pi upstream of the fixed orifice
(i) usually varies with the flow rate of pilot oil, but it stands opposite the solenoid pressure across the
spool (5) of the “down” pilot valve. Therefore, the oil pressure Pi varies in proportion to the solenoid
pressure.
Pressure Pi controls the displacement of the spool (7) against the the “down” main valve spring (8)
and thus adjusts the opening of the metering port (p) to control the flow rate of oil from port C to port T.

T C SOLENOID (b)
(DOWN)
㧔8㧕 㧔p㧕 “DOWN” MAIN
VALVE 㧔7㧕 “DOWN” PILOT VALVE㧔i㧕

㧔n㧕㧔l㧕㧔m㧕 㧔5㧕
㧔f㧕

SOLENOID (a)
CHECK VALVE (UP)

“UP” VALVE “UP” PILOT

VALVE

㧔o㧕

㧔4㧕
㧔h㧕
COMPENSATOR
(UNLOADING
VALVE)

㧔c㧕

T
P

Fig. 8.10 In “Down” State

- 57 -
8. HYDRAULIC SYSTEM

MAIN PUMP
メインポンプ

CONTROL
コントロール
VALVE
バルブ

to LIFT CYLINDERS
リフトシリンダへ

OIL TANK
オイルタンク

Fig. 8.11 Oil Piping

- 58 -
 8. HYDRAULIC SYSTEM

8.1.5 LIFT CYLINDERS

Two lift cylinders of single acting type are installed in front of the mast, one for each side. The tail
of each cylinder is supported to the mast support of the outer channel with a knock pin and a bolt, with
the middle part secured to the outer channel with a U bolt.
The cylinder assembly consists primarily of a cylinder body, a piston, a piston rod, a cylinder cap,
and a piston head.
The cylinder body has an oil inlet at its lower part and a return pipe installed on its upper part. The
return pipe is connected to the oil tank and supplies clean air from inside the oil tank into the cylinder
while discharging excess oil led from between the piston and cylinder wall into the oil tank.
The piston is secured to the piston rod with a snap ring. It has a wear ring, packing and back-up ring
on its outer periphery and slides inside the the cylinder by high pressure oil. The cylinder cap has a
bushing and a dust seal pressed into it and is screwed into the cylinder body. The bushing supports the
piston rod and the dust seal protects the inside of the cylinder from dust.
The top of the piston rod of each cylinder is bolted with a connecting member. A chain sheave is
attached to each cylinder with a snap ring. In addition, The left-side brake pulley bracket has a hose
pulley attached. The piston rod connecting member has adjustment shims at its left side, which are
used to adjust the difference in overall length between the right and left lift cylinders.
The right-side lift cylinder has a shock absorber incorporated at its bottom area to alleviate shock
caused by the piston dropping to the bottom. The shock absorber consists of a sleeve, a piston and a
spring and reduces the flow rate of oil immediately before the piston reaches the bottom.
When the lift lever is pushed forward, the high pressure oil flows into the bottom of the lift cylinders
to push the piston and piston rod to lift the piston rod, which in turn lifts the cockpit through the chains.
When the lift lever is push backward, the piston lowers due to the weight of the piston rod, piston head,
cockpit and forks while the oil at the bottom of the piston is regulated of the flow rate by the control
valve before returning back into the oil tank. The top of each lift cylinder is filled with clean air from
the oil tank.
The left-side lift cylinder has a cut-off valve incorporated at its tail end to act as a safety device if
the high pressure hose bursts for any reason between the lift cylinders and control valve.
The cut-off valve consists of a piston and a spring. The piston has holes on its periphery and is
forced to the right side by the spring.
Under normal operating conditions, the oil from the lift cylinders flows through the holes on the
periphery of the piston and back into the oil tank. However, if the hose bursts, the pressure differential
across the piston becomes greater than the spring force to move the piston to the left, so that the oil
holes on the periphery of the piston are blocked off. When the oil holes are blocked off, the oil inside
the cylinder flows through the holes in the piston head so that the cockpit lowers slowly.

- 59 -
8. HYDRAULIC SYSTEM

シリンダサポート部
Detail of cylinder support
①
②
③
④ 1. WIPER SEAL
⑤ 2. ROD PACKING
3. “O”-RING
4. CYLINDER CAP
5. BUSHING
6. CYLINDER
⑥ 7. ROD
8. LOCK RING
9. WEAR RING
10. PACKING
11. PISTON
⑦ ⑮ 12. LIFT CHAIN
13. SNAP RING
⑧ 14. SHEAVE
⑯
15. ANCHOR PIN
⑨ ⑰
16. ADJUSTMENT NUT
⑩ ⑱ 17. LOCK NUT
⑪ 18. COTTER PIN

Fig. 8.12 Lift Cylinder

- 60 -
 8. HYDRAULIC SYSTEM

8.2 MAINTENANCE
8.2.1 CHANGING HYDRAULIC OIL
① Put an oil pan under the oil tank and remove the
drain plug.
② Drain the hydraulic oil completely and reinstall
the drain plug securely.
③ Remove the breather cap and add new hydraulic
oil.
Quantity: about 20 liters
④ Check the oil level with an oil dipstick.

DRAIN PLUG
ドレーンプラグ

Fig. 8.13

8.2.2 MEASURING AND ADJUSTING OIL PRESSURE

(1) Measuring oil pressure
① Remove the check plug and install an oil CHECK PLUG
チェックプラグ

pressure gauge with 20 - 25 MPa capacity {200

to 250 kgf/cm2} [2844 to 3555 psi].
② Operate the “up” hoist button and read the oil
pressure gauge when the forks have been raised to CONTROL
コントロール
to top position. VALVE
バルブへ

③ If the oil pressure does not read the specified

pressure, adjust the relief valve.

to OIL TANK
オイルタンクから

Fig. 8.14 Measuring Oil Pressure

- 61 -
8. HYDRAULIC SYSTEM

(2) Adjusting oil pressure

① Install an oil pressure gauge in the same manner
as for oil pressure measurement. RELIEF VALVE

② Loosen the lock nut with care not to allow the LOCK NUT
relief valve adjustment screw to turn.
③ Operate the “up” hoist button and adjust the
relief valve so that the oil pressure reads the
specified oil pressure when the forks are at top
ADJUSTMENT SCREW
position.
Specified oil pressure: 13.7 MPa {140 kgf/cm2}
[1991 psi]
④ After adjustment, tighten the lock nut securely.

Fig. 8.15 Adjusting Oil Pressure

- 62 -
 9. LOAD HANDLING SYSTEM

9. LOAD HANDLING SYSTEM

Name VM-75E
Type Roller type 2-stage telescopic mast
Standard max. lifting height 3,000 mm [118.1 in.]
Fork lifting system Hydraulic
Lift chain Leaf chain BL623
Mast rail dimensions
Cross section of outer rail
D

A: 43 mm [1.7 in.]
C B B: 102.5 mm [4.0 in.]
C: 134.5 mm [5.3 in.]
D: 72 mm [2.8 in.]

Cross section of inner rail

A: 43 mm [1.7 in.]
B: 102.5 mm [4.0 in.]
C B C: 134.5 mm [5.3 in.]
D: 72 mm [2.8 in.]

- 63 -
9. LOAD HANDLING SYSTEM

9.1 GENERAL DESCRIPTION

The load handling system uses a two-stage type telescopic mast assembly consisting of an outer
channel, an inner channel and a carriage. The forks are lifted by the hydraulic cylinders.

9.1.1 OUTER AND INNER CHANNELS

The outer and inner channels are of welded construction shown in Figs. 9.1 and 9.2. The end
roller shaft is welded to the bottom of each channel. The right and left rails are connected with cross
members.

718±1 mm [28.27±0.04 in.]

718±1mm

CROSS
連結材 MEMBER

CROSS
連結材 MEMBER

END ROLLER
エンドローラ
SHAFT
シャフト

Fig. 9.1 Inner Channel

- 64 -
 9. LOAD HANDLING SYSTEM

801±1 mm [31.53±0.04 in.]

801±1mm

連結材 MEMBER
CROSS

CROSS
連結材 MEMBER
(Used for lifting heights
揚高4000mm以上の
of 4,000 mm [157 in.] or
時に使用する。
more)

SUPPORT PIN
サポートピン

Fig. 9.2 Outer Channel

- 65 -
9. LOAD HANDLING SYSTEM

9.1.2 OPERATOR’S COMPARTMENT

The operator’s compartment is integral with the carriage and is installed on the masts. The
operator’s compartment is equipped with a steering handwheel, a brake pedal, and a control box.
The cables for the brake switch, the steering handwheel encoder, and the electrical parts in the
control box are routed to the truck body through the pulley on the inner channel.

BRAKE SWITCH
ブレーキスイッチ

コントロール
CONTROL
BOX
ボックス

STEERING
ステアリング
HANDLE
ハンドル

CARRIAGE
リフトブラケット

Fig. 9.3 Operator’s Compartment

- 66 -
 9. LOAD HANDLING SYSTEM

9.1.3 ROLLER LOCATION

The load handling system has end and side rollers. They are installed on the inner and outer
channels, and carriage respectively.
The end rollers support longitudinal load and the side rollers support lateral load so that the inner
channels and carriage are raised and lowered smoothly.

Upper side Lower side

OUTER RAIL
INNER RAIL

SIDE ROLLER
(shim adjusted)

END ROLLER
(shim adjusted)

Apply LOCTITE #262 when installing

CARRIAGE the bolt.

Note: Apply a thin coat of grease to the roller

working surfaces. This helps protect the
channels and rollers against wear and
other problems.

Max. 0 - 0.5 mm
[0 - 0.02 in.] To be contacted at
one side.
To be contacted at one side.

0 - 0.5 mm [0 - 0.02 in.] Apply grease to 0 - 0.5 mm [0 - 0.02 in.]

To be contacted at one side. contact surface. 0 - 0.5 mm [0 - 0.02 in.]

Shim adjustment

Fig. 9.4 Roller Location

- 67 -
9. LOAD HANDLING SYSTEM

LIFT CYLINDER（右）
リフトシリンダ (right)

LIFT CYLINDER（左）
リフトシリンダ (left)

to CONTROL
コントロール
VALVE
バルブへ

CUT-OFF
カットバルブ VALVE

to OIL TANK
オイルタンクへ

Fig. 9.5 Mast Piping

- 68 -
 10. ELECTRIC WIRING

10. ELECTRIC WIRING

The electric components of the truck are wired using several types of wire harness and color coded
by circuit (wire number).
The wire harnesses are connected with connectors (2 types) or screws.

Table 10.1 Color symbols and examples

Y L 22 Wire B Black R Red W 110 Wire

線番
number 線番
number

G Green W White

L Blue Y Yellow

Light
O Orange Lg green
Example: Wire number 22, Yellow coating Light Example: Wire number 110, White coating
P Pink Sb
with a blue marking blue without marking

Table 10.2 Connector symbol

Connecting type Plug-in side Receptacle side

Plug-in type

Housing
The numbers signify
wire numbers. The
Plug alphabetical letters
mean colors (Table
10.1).
Screw type

Two wires may have different wire numbers even though they have the same wire color. Before
trying to check the wires, refer to wire harness and circuit diagrams on pages that follow.
The dotted lines in the circuit diagrams are given for optional equipment.

- 69 -
 10. ELECTRIC WIRING

㧮 㧾㧳 㧳 㧳㧮 㧳㨅 㨃㧾 㨃㨅
㧞㧙㧡 㧝㧜㧞 㧝㧜㧠 㧝㧜㧡 㧝㧜㧢 㧝㧜㧣 㧝㧜㧤
㧻㧮 㧻㨅 㧾㧸 㧾㨅 㧾㨃 㧾㧮 㧮 㨃㨅 㧮
㧠㧜 㧠㧝 㧸㨎 㧸㧼
㧝㧠㧣 㧝㧠㧢 㧝㧜㧜 㧝㧜㧝 㧝㧝 㧝㧞 㧞 㧝㧜㧤 㧞㧙㧝

View G View C
View E
View F
㧾㨃 㧾㧳 㧾㨅 㧾㧸
to TURN SIGNAL 㧝㧝 㧝㧜㧞 㧝㧜㧝 㧝㧜㧜
to ACCELARATOR to WIRE HARNESS, 㧸㧳 㧸㧻 㨃㧾 㧾㧮
LAMP (right) 㧳㧮 㧝㧠㧟 㧝㧠㧝 㧝㧜㧣 㧝㧞
㧝㧜㧡 POTENTIOMETER WORKING LAMP 㧮 㧸㨅
㧮 to F/R SWITCH 㧞 㧝㧠㧞
㧞㧙㧞
to WIRE HARNESS,
COVER View A
to TURN SIGNAL
LAMP (left)
㧳㨅
to MAST CABLE A
㧝㧜㧢

㧮
㧞㧙㧠

- 70 -
FLASHER UNIT

to WIRE HARNESS, to ENCODER

HORN & SSC 㧳㨃 㧳㧻 㧻㨅 㧻㧮
㧤㧝 㧤㧜 㧠㧝 㧠㧜 to MAST
㧸㨎 㧸㧼 㧸㧾 㧳㨅

Fig. 10.1 Wire Harness, Control Box

to WIRE HARNESS, 㧝㧠㧣 㧝㧠㧢 㧝㧠㧜 㧤㧞 CABLE B
㧾㧳 SWITCH 㧼㧳 㧼㨅 㧼㧮 㧼㧾 㧼㧳 㧼㨅 㧼㧮 㧼㧾
㧝㧜㧞㧙㧞 㧢㧥㧞 㧢㧥㧝 㧞㧜㧞 㧞㧜㧜 㧢㧥㧞 㧢㧥㧝 㧞㧜㧞 㧞㧜㧜
㧳
㧝㧜㧠

㧾㧳 㨅㧸 㧳㧻
㨅㧸 㧸㧾 㧸㧻 㧸㨅 㧸㧳 View D View B
㧝㧜㧞㧙㧝 㧝㧜㧟 㧤㧜 㧝㧜㧟 㧝㧠㧜 㧝㧠㧝 㧝㧠㧞 㧝㧠㧟
View J 㧮 㧳㨅 㧳㨃 㧳㧻
㧾㨃 㧳㨃
㧝㧝㧙㧝 㧤㧝 㧞㧙㧟 㧤㧞 㧤㧝㧙㧝 㧤㧜㧙㧝

View I View H
 㨃㧾 㨃㨅 㧮
㧝㧜㧤 㧳㨅 㧮 㧳㧮 㧮
㧝㧜㧣 㧞㧙㧝 㧞㧙㧞
㧝㧜㧢 㧝㧜㧠 㧝㧜㧡
㧾㧳 㧾㧳 㧾㨃
㧝㧜㧞㧙㧝 㧾㨃
㧾㧸 㧾㨅 㧝㧜㧞 㧝㧝㧙㧝 㧝㧝㧙㧞
㧝㧜㧜 㧝㧜㧝
View E
View B View C View D View F View G

to REAR
to LIGHTING WORKING LAMP to TURN
SWITCH SWITCH SIGNAL
to KEY
SWITCH
SWITCH to HOUR to POWER
㨃㨅 㨃㧾 㧳㨅 㧳㧮 㧳 㧾㧳 METER INDICATOR
㧝㧜㧤 㧝㧜㧣 㧝㧜㧢 㧝㧜㧡 㧝㧜㧠 㧝㧜㧞
㧮 㧾㧮 㧾㨃 㧾㨅 㧾㧸
to BATTERY DISCHARGE
㧞 㧝㧞 㧝㧝 㧝㧜㧝 㧝㧜㧜 INDICATOR

- 71 -
View A

to EMERGENCY
STOP SWITCH
to WIRE HARNESS,
CONTROL BOX 㧾㨃
㧝㧝㧙㧝

Fig. 10.2 Wire Harness, Cover

㧾㧮
㧝㧞
10. ELECTRIC WIRING
10. ELECTRIC WIRING

ＲＹ ＲＬ
１０１ １００

ＲＬ １００

to KEY SWITCH
キースイッチへ
ワイヤーハーネス
to WIRE HARNESS,・
COVER
カバーへ

ＲＹ １０１

Fig. 10.3 Wire Harness, Key Switch

Ｂ Ｗ Ｒ Ｇ Ｂ Ｗ Ｒ Ｇ
１００ １０１ １０２ １１ １００ １０１ １０２ １１
Ｙ Ｂｒ Ｌ Ｇｙ Ｙ Ｂｒ Ｌ Ｇｙ
１２ １０７ １４１ ※ １２ １０７ １４１ ※
Ｏ Ｐｕ Ｐ Ｌｇ Ｏ Ｐｕ Ｐ Ｌｇ
１４２ ２ １４２ ２

to WIRE HARNESS,
ワイヤーハーネス FRAME
・フレームへ to WIRE HARNESS,
ワイヤーハーネス OPERATOR’S COMPARTMENT
・コックピットへ

Fig. 10.4 Mast Cable (A)

Ｂ Ｗ Ｒ Ｇ Ｂ Ｗ Ｒ Ｇ
４０ ４１ ８０ ８１ ４０ ４１ ８０ ８１
Ｙ Ｂｒ Ｌ Ｇｙ Ｙ Ｂｒ Ｌ Ｇｙ
８２ １４０ １４６ １４７ ８２ １４０ １４６ １４７
Ｏ Ｐｕ Ｐ Ｌｇ Ｏ Ｐｕ Ｐ Ｌｇ
２００ ２０２ ６９１ ６９２ ２００ ２０２ ６９１ ６９２

to WIRE HARNESS,
ワイヤーハーネス FRAME
・フレームへ to MAST SHIELDED CABLE
マストシールドケーブルへ

Fig. 10.5 Mast Cable (B)

- 72 -
 10. ELECTRIC WIRING

DRIVE MOTOR PUMP MOTOR

FUSE BOX

STEERING MOTOR

CHARGER
VALVE
CONTROL
UNIT

RELAY
BOARD

CONTROLLER

TERMINAL

BATTERY BACKUP BUZZER

TURN SIGNAL LAMP

FLASHER

TURN
SIGNAL
SWITCH
BRAKE SWITCH

HORN

TURN SIGNAL LAMP

Fig. 10.6 Electric Parts

- 73 -
10. ELECTRIC WIRING

(Empty page)

- 74 -
 㨂㧾㧟 㧝㧜㧷ǡ 㨃㧳 㧯㧾㧤
㧸㨓‫ޓ‬㧝㧡㧝 LIFT 3.9 M SSC 㧠㧟
SPEED LIMIT
㧯㧾㧠
㧮㧭㧯㧷‫ޓ‬㧮㨁㨆㨆㧱㧾
㧝㧤㧷ǡ
㧿㨎‫ޓ‬㧝㧡㧜 SPEED LIMIT

㧾㧮‫ޓޓ‬㧝㧞
㧯㧾㧟 㧞㧷ǡ 㨀
㧲㧻㧾㨃㧭㧾㧰‫ޓ‬㧮㨁㨆㨆㧱㧾 ERROR PREVENTION
WHEN SWITCHED ON
POTENTIOMETER
㧼㨛㨠㧝

㧯㧾㧠
ACCELERATOR
㧸㨎‫ޓ‬㧝㧠㧣

㧯㧾㧞
㨂㧾㧝 㧻㧳 㧯㧾㧣
㧾‫ޓ‬㧿㨃 㧠㧞

㧾
STEERING WHEEL,
LIFT 1 M SSC
㧰㧭

㧯㧾㧟
㧻㨅‫ޓޓ‬㧠㧝
㧰㧭

㧰㧹

㧻㧮‫ޓޓ‬㧠㧜
㧸㧼‫ޓ‬㧝㧠㧢

㧯㧾㧝
㧾㨃‫ޓ‬㧝㧝
㧭㧭

㧮㨃‫ޓ‬㧝㧞㧟

㨅㧻‫ޓ‬㧝㧞㧞
㨅㧾‫ޓ‬㧝㧞㧝
㧲‫ޓ‬㧿㨃

㧟
㧞
㧲

㧲㧲

㧸;‫ޓ‬㧝㧠㧞

㧾㧱㨂
㧲㨃㧰
㧱㧚㧾
㧮㨅㧼
㧷㧿㧝

㧯㧾㧤
㧾㧯
㧲㧯

㧲㧛㧾‫ޓ‬㧯
㧴㧝㧚㧸㧵㧲㨀
㧿㧿㧯
32

㧝㧠㧡
㧲㧝

㨀
㧮㧙
㧭㧞
㧹㧙
㧮㧗

㧮㨞㨍㨗㨑
㧸㨃‫ޓ‬㧝㧠㧠 㧸㧳‫ޓ‬㧝㧠㧟
㧟㧜㧜㧭

㧲㧻㧻㨀‫ޓ‬㧿㨃 㧴㧚㧸㧵㧲㨀
㧿㧿㧯
㧾‫ޓޓ‬㧝㧡

㧸㧻‫ޓ‬㧝㧠㧝 㧸㧾‫ޓ‬㧝㧠㧜

㧯㧾㧣
㧼㧯
㧲㧞

㧭㧺㧳㧸㧱‫ޓ‬㧿㧿㧯 㧸㧵㧲㨀‫ޓ‬㧿㧿㧯 㧡㧝 㧡㧜
㧼㧹
㧟㧜㧜㧭

㨅㧾‫ޓ‬㧝㧞㧝

㧲㧯
㧯㧾㧝
㧮㨃‫ޓ‬㧝㧞㧟
㧮‫ޓޓޓ‬㧞

㨅㧻‫ޓ‬㧝㧞㧞

㧾㧯
㧯㧾㧞

㨅㧮‫ޓ‬㧝㧞㧜

㧼㧯
㧾㧮‫ޓޓ‬㧝㧞

㧯㧾㧡
㧱㧺㧯㧻㧰㧱㧾

㧾㧮‫ޓޓ‬㧝㧞

㧱㧯
㧾㨃‫ޓ‬㧝㧝

㧮‫ޓޓ‬㧞
㨅㨓‫ޓ‬㧤㧤
㧯㧺㧞㧙㧣
㧼㧮‫ޓ‬㧞㧜㧞
㧼㧳‫ޓ‬㧢㧥㧞
㧸㧳‫ޓ‬㧝㧠㧡
㧾㨃‫ޓޓ‬㧝㧝
㧮‫ޓޓޓޓ‬㧞
㧾㨃‫ޓޓ‬㧝㧝

㨂㧾㧞
㨅㨎‫ޓ‬㧤㧣
㧮
㧼㨅‫ޓ‬㧢㧥㧝 㧭

㧱㧹㧱㧾㧳㧱㧺㧯㨅‫ޓ‬㧿㨃

㧯㧺㧞㧙㧞
㧜㨂

㨂㧭㧸㨂㧱
㨅㧳 㧾㨃‫ޓ‬㧝㧝
㧼㧾‫ޓ‬㧞㧜㧜 㧗㧝㧡㨂

㧯㧺㧝㧙㧠
㧯㧺㧞㧙㧠
㧯㧺㧝㧙㧞
㧯㧺㧝㧙㧝

㧤㧢
㧯㧺㧞㧙㧝㧜

㧯㧺㧞㧙㧟
㨅㨃‫ޓ‬㧤㧥 㧯㧻㧺㨀㧾㧻㧸㧸㧱㧾
㧳㧻‫ޓ‬㧤㧜 㨁㧼

㧯㧾㧢
㧯㧺㧞㧙㧠
㧯㧺㧝㧙㧝
㧿㧮‫ޓޓ‬㧤㧡 㧳㨃‫ޓ‬㧤㧝 㧰㧻㨃㧺
㧯㧺㧝㧙㧢 㧯㧺㧞㧙㧥

- 75 -
SERVO

㧿㨛㨘㧝 㧿㧾‫ޓޓ‬㧤㧟
AMPLIFIER

㧯㧺㧝㧙㧡

㧿㨛㨘㧞 㧿㨃‫ޓޓ‬㧤㧠
㧯㧺㧝㧙㧞
㧳㧻‫ޓ‬㧤㧜
㧳㨃‫ޓ‬㧤㧝
㨀㧮㧠
㨀㧮㧟
㨀㧮㧞
㨀㧮㧝

㧯㧺㧟㧙㧟
㧯㧺㧟㧙㧝㧠

㧳㧻‫ޓޓ‬㧤㧜
㧯㧾㧡

Fig. 10.7 Electric Circuit Diagram

㧸‫ޓޓ‬㧢㧞㧢
㧸㨓‫ޓ‬㧢㧞㧡
㨅‫ޓޓ‬㧢㧝㧞
㧳‫ޓޓ‬㧢㧝㧝
㧮‫ޓޓޓޓ‬㧞
㧾‫ޓޓ‬㧢㧜㧝

㧸㧵㧲㨀‫ޓ‬㧱㧺㧰‫ޓ‬㧿㧿㧯㧔਄᣹㧕
㧳㨅‫ޓޓ‬㧤㧞
㧯㧾㧢

㧸㧵㧲㨀‫ޓ‬㧱㧺㧰‫ޓ‬㧿㧿㧯㧔ਅ㒠㧕
㨀㧳

㧴㧻㨁㧾‫ޓ‬㧹㧱㨀㧱㧾
㧿㧹

㧴
㧲㧠
㧾‫ޓޓ‬㧝㧡

㧴㧻㧾㧺 㨅㧸‫ޓ‬㧝㧜㧟
㧡㧜㧭

㧴㧻㧾㧺‫ޓ‬㧿㨃
㧾㨃‫ޓ‬㧝㧝
㧱㧯

㧾㧳‫ޓ‬㧝㧜㧞
㧾㨃‫ޓޓ‬㧝㧝

㨀㨁㧾㧺‫ޓ‬㧿㧵㧳㧺㧭㧸 㧳㨅‫ޓ‬㧝㧜㧢 㧲㧸㧭㧿㧴㧱㧾‫ޓ‬㨁㧺㧵㨀

㧳‫ޓ‬㧝㧜㧠
㧮㧗

㧮㧭㨀㨀㧱㧾㨅‫ޓ‬㧞㧠㨂
㨀㨁㧾㧺‫ޓ‬㧿㧵㧳㧺㧭㧸
㧳㧮‫ޓ‬㧝㧜㧡
㧲㧟

㧾㧱㧭㧾‫ޓ‬㨃㧻㧾㧷㧵㧺㧳‫ޓ‬㧸㧭㧹㧼 㨃㨅‫ޓ‬㧝㧜㧤 㧾㨃㧸‫ޓ‬㧿㨃

㧾‫ޓ‬㧡

㧝㧟㧜㧭

㧾㧱㧭㧾‫ޓ‬㨃㧻㧾㧷㧵㧺㧳‫ޓ‬㧸㧭㧹㧼
㧲㧢

㧝㧜㧭
㧝㧜㧭

㧴㧱㧭㧰‫ޓ‬㧸㧭㧹㧼 㨃㧾‫ޓ‬㧝㧜㧣 㧴㧱㧭㧰‫ޓ‬㧸㧭㧹㧼‫ޓ‬㧿㨃

㧲㧡 㧾㧸‫ޓ‬㧝㧜㧜

㧴㧱㧭㧰‫ޓ‬㧸㧭㧹㧼 㧮㧭㨀㨀㧱㧾㨅‫ޓ‬㧹㧱㨀㧱㧾
㧙
㧗
㨂

㧾㧳‫ޓ‬㧝㧜㧞 㧾㧳‫ޓ‬㧝㧜㧞
㧮‫ޓޓ‬㧞
㧣㧜
㧷㧱㨅‫ޓ‬㧿㨃

㧯㧦㧞㧞㧜㨂
㧮㧦㧞㧝㧜㨂
㧭㧦㧞㧜㧜㨂
㧯 㧮 㧭

㧾
㨂

㧿
㧯 㧮 㧭

㧭㧯‫ޓ‬㧵㧺㧼㨁㨀
㧯㧴㧭㧾㧳㧱㧾

㧱
㧯 㧮 㧭

㧾㨅‫ޓ‬㧝㧜㧝
㧾㨃‫ޓ‬㧝㧝
10. ELECTRIC WIRING
(Empty page)

- 76 -
No. SEB-75EAE
Issued: February, 2010

MARKETING GROUP: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo

105-0003, Japan
FAX: Japan +81-3-35918154
All rights reserved JB-1002005(HO) Printed in Japan