Nor30p Serv Man

MODEL NOR30/30P: MAINTENANCE

MAINTENANCE Before performing any scheduled maintenance, perform the following checks whichOPERATION take only a short time, but can save a lot of unnecessary repairs.CHECKS

General Truck Operate all functions of the truck and check for any abnormal operation.Operation Talk to the driver to see if he has noficed any problems.

Check to see if all the safety and operational decals are in place andlegible.

Gearbox Oil Level Check for leaks at seals, and the condition of the oil to see if it requireschanging.Check the drive unit gears for wear. Anything found here that can befixed can save money on further repairs.

Reservoir Oil Level Check the oil level in the reservoir for the proper amount. If the reser-voir is too low, hydraulic pumps may be ruined by oil starvation.Check the condition of the oil per pages 5.60 - 5.62.Check the time interval between hydraulic filter replacements; does itneed to be changed?

Truck Lubrication Grease/lubricate all identified lubrication points.Points (See Figure Replace any broken grease fittings.5.1) Look for any excessive wear in these areas.

Electrical Check for loose connections. This is very important because in DC wir-Connections ing a loose connection can arc and build up carbon. Carbon will not

conduct electricity. If this should happen, all kinds of problems couldoccur and affect other components, causing costly downtime.

Check for wires that are rubbing or ready to break off.

Electrical Grounds Using a voltmeter, check for any voltage leaks:positive battery terminal to truck framenegative ba1tery terminal to truck frame

An open circuit should be indicated in both cases. If any voltage is read, cleanthe battery and check if for leaks, cracks, etc.

Using a voltmeter, check for any voltage leaks:FU1-1 (+) to truck frameM-2 (-) to truck frame

An open circuit should be indicated in both cases. If any voltage is read, shortsor grounds exist in the truck wiring and must be located and eliminated. Cleanmotors and other electrical components thoroughly.

NOTE: VOLTAGE GROUNDS CAUSE THE MAJORITY OF INTERMITTENT PROBLEMS.

MAINTENANCE OPERATION CHECKS

5.1

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MODEL NOR30/30P: MAINTENANCEMAINTENANCE OPERATION CHECKS

5.2

MAINTENANCEOPERATIONCHECKS

Wiring Harness Check to make sure the harnesses are not oil soaked and that they are in good con-Check dition.

Switches and 1. Make sure that the contacdor tips are not burned or pitted.Contactors 2. Make sure that all switches are operating and providing their designated func-

tion.

Motor Brush Wear Check every brush in every motor for the proper length. Check the springon the bnushes. Check the commutator on the armature for wear.

Hydraulic Cylinder Check lift cylinder for leaks, air in the hydraulic system and/or damage to chromeplating on cylinder piston.

Hydraulic Lines Check to see if there are leaks or any improper wear of hoses and that hoses andlines are not crimped, or in danger of being damaged.

Brake & Linkage Check the brake for proper wear and adjustment. Check the linkage to make sureit is not rubbing, and is free and not sticking anywhere.

Wheels Check to make sure there is enough material left on the wheels.Check to make sure the bearings are still good and shimmed properly.Check and remove all foreign matter between wheels and housings.

Accessories Check these items for their proper functions.

Battery Check for correct battery water level.Check the battery leads for excessive wear and corrosion.Check for corrosion coming from the case.Check the connectors for breakage or excessive wear.Check the charger connector for breakage.Check the crimp and soldered connections. These checks are very im-portant because the only way the battery can get charaged is throughthese connectors.Make sure the charger is operating correctly. Many times a circuitbreaker will activate and no one notices it. A 3-phase unit with onebreaker blown will operate on 1/2 power. Sometimes the ON and OFFknob gets broken or pulled off and no one reports it. The charger doesnot get turned on to the proper setting (which could cause problems withthe battery not lasting its full shift).

Chain Condition 1. Check for excessive wear and/or stiff spots in chain.

2. Check for proper adjustments and alignment.

Steering Assembly Check torque generator for proper operation. Check for oil leaks or air in system.

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SCHEDULED MAIN-TENANCE

Introduction The reasons for a regularly scheduled maintenance program are:maximize truck performancemaximize truck lifereduction of costly downtimeavoidance of many expensive repairs

Scheduled maintenance includes:lubricationrepairinspectionreplacement

Perform all the following scheduled checks and maintenance during the suggestedtime interval. (See page 7.1 for Lubrication Equivalency Chart.)

Daily or every 8operating hours,whichever occursfirst.

SCHEDULED MAINTENANCE

5.3

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Weekly or every 40operating hours,whichever occursfirst


NOTE: 1W, 2W, etc.- refer to Figure 5.1, (W stands for maintenance that should be doneweekly; M stands for monthly and S indicates semi-annual maintenance).

Initial Maintenance After the first 50-150 hours of operation:Change the fluid in gearbox (and seals on plugs; see CAUTION below.Retorque 6 screws holding pivot bearing to truck (62 ft. lbs.)Retorque wheel nuts (107 ft. lbs.)

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUGFOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THEDRIVE UNIT. DO NODO NODO NODO NODO NOT OT OT OT OT OVERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!

CAUTION!

5.4


Monthly or every175 operatinghours, whicheveroccurs first.


5.5


Figure 5.1 Lubrication/lnspection Points

5.6



Semi-Annually or1 000 operatinghours, whicheveroccurs first.


WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUGFOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THEDRIVE UNIT. DO NODO NODO NODO NODO NOT OT OT OT OT OVERFILL DRIVE UNITVERFILL DRIVE UNITVERFILL DRIVE UNITVERFILL DRIVE UNITVERFILL DRIVE UNIT

5.7

CAUTION!


COLD STORAGE If the vehicle is to be used in a cold storage application, it will be equipped withAPPLICATIONS Class I or Class II cold storage options components when delivered, EXCEPT for the

oiIoiIoiIoiIoiI in the hydraulic reservoir and the drive unit.

Class I - Applies to trucks operating in an environment where temperatures fluctu-ate from 20°F (-7°C) to 70°F (21 °C) warehouse temperature, in a continuous dutycycle and/or in applications where the truck goes in a freezer for a short period oftime.

Class II - Applies to trucks operating in an environment where temperatures fluctu-ate from +40°F (4°C) to -40°F (-40°C)or for continuous operation at -20°F (-29°C).

AT SUCH TIME AS THE CUSTOMER IS READY TO START USING THE TRUCK IN ACAUTION COLD STORAGE APPLICATION, THE OIL IN THE HYDRAULIC SYSTEM AND THEDRIVE UNITS MUST BE CHANGED IN ACCORDANCE WITH THE FOLLOWINGINFORMATION.

INCORRECT SELECTION OF OIL, FOR A PARTICULAR APPLICATION, MAY CAUSECHATTER IN THE LIFT RAMS OR SLOW AUXILIARY FUNCTIONS. NO WARRANTYWILL BE PAID ON COMPONENT DAMAGE RESULTING FROM INCORRECT OILSELECTION.

Class I Vehicles

COLD STORAGE APPLICATIONS

5.8

CAUTION

CAUTION!

!


Class II VehiclesPerform all of the class I procedures from previous page, and the following.

Hydraulic System Be sure the vehicle is in a clean area, away from any possible contaminating ele-Oil Change ments that could enter the hydraulic system during the changing process.

Drain the hydraulic reservoir completely. Also, drain as much oil as possible from the hydraulic lines and cylinders.

Drain as much oil from the auxiliary system (pump, lines, etc.) as possible.

Fill the hydraulic reservoir with the proper oil in accordance with Figure 5.2 and the lubrication equivalency chart on page 7.1.

Operate all truck functions and check for possible hydraulic leaks.

Bleed the hydraulic system before placing the truck into service.

Check reservoir oil level.

The remainder of the original hydraulic oil left in the system, (approximately 5%),should not be detrimental to the operation of the vehicle.

Drive Unit Remove the drain plug from the drive unit and drain all the oil.

Reinstall drain plug.

Refill with the proper oil in accordance with the Lubrication Equivalency Chart on page 7.1.

COLD STORAGE APPLICATIONS

Figure 5.2 Recommended Oils by Temperature

5.9

(Class I II)

Procedures (Clase II)

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MECHANICAL

Brake Adjustment Brake adjustment should be checked regularly. When the truck is carrying its ratedload and traveling at full speed on a level floor, the brake should stop the truckwithin 6 to 10 feet. Do not adjust the broke to stop the vehicle in less than 6feet.

Brake Adjustment Loosen the set screw (28, Figure 5.5).Procedure

Turn the plug (29) clockwise for quicker stopping and counterclockwise to increasethe stopping distance.

Brake Inspection If the brakes cannot be adjusted by the adjustment procedure, inspect the brakeshoes (8). Use the following procedure:

Procedure 1. Disconnect the battery.

2. Remove nut (1).

3. Hold the deadman pedal in the down position to release pressure on the brake drum (2).

4. Lift the brake drum (2) off.Inspect the brake shoes (8).

5. Loosen the nut (12). Lift brake control lever (11) off and reposition one or two serrations to the left. Retighten nut (12).

6. Reassemble the brake drum.

7. Readjust plug (29) to give a stopping distance of 6 to 10 feet.

8. After adjusting the stopping distance (Step 7), ensure the brake does not drag when the deadman pedal is fully depressed.

MECHANICAL

5.10

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Lower carriage.

Disconnect battery.

Remove both console covers.

Disconnect and plug lines to master cylinder.

Remove pin (6).

Remove screws holding master cylinder.

Repair/replace defective parts.

For reassembly, reverse Steps 3-6.

Bleed brake system. See next page.

Refill brake reservoir.

Test.

MECHANICAL

Brake MasterCylinderReplacement

Figure 5.3 Deadman Pedal/Master Cylinder

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5.11

DEADMAN.PCX


Disconnect battery.

Loosen and remove the nut (1 ) holding the brake drum (2). Refer to Figure 5.5.

Depress and hold the deadman pedal down; remove the brake drum; releasethe deadman pedal.

Remove clamps holding the drive motor power wires to the brake assembly.

Disconnect and plug hydraulic line to the slave cylinder (23).

Remove 4 screws (14) holding brake assembly to motor.

Remove brake assembly.

For reassembly, reverse steps 1-7.

Bleed the brake system.

If the brake drags when the pedal is fully depressed, bleed the air from the brakeline and slave cylinder using a pressure bleeding tank as shown below.

MECHANICAL

Brake AssemblyRemoval

Figure 5.4 Brake Bleeding Set-up

5.12

Brake Bleeding

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Lock NutBrake DrumBrake Drum SpacerScrewWasherSupport PlateShoe to Shoe SpringBrake Shoe AssemblyBrake Actuating Cam ShaftWasherBrake Control LeverNutBoltScrewWasherScrew

MECHANICAL

WasherMountng PlateSwitch BracketScrewLockwasherSpringSlave CylinderPush RodBrake ClevisPinCotter PinSet ScrewBrake Adjustment ScrewSpringWoodruff Key

Figure 5.5 Exploded Vew of Brake Assembly

5.13

1.2.3.4.5.6.7.8.9.

10.11.12.13.14.15.16.

17.18.19.20.21.22.23.24.25.26.27.28.29.30.31.

BRAKE.PCX


If the brake still drags after doing the brake bleed procedure, or if a new master cyl-inder is installed, adjust the deadman pedal using the following procedure:

Adjust the yoke on the mastercylinder so the heel of the pedal travels ap-proximately 2-1/2" to 3-1/2" from the fully depressed position to the nor-mal (full up) position.

Adjust the deadman switch, on the brake assembly, to remain on untilthe deadman pedal has been released at least 60%, but never over80%, of full travel height.

MECHANICAL

Deadman SwitchAdjustment

Figure 5.6 Deadman Switch (S2) Adjustment

5.14

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Anytime the truck is jacked up for any reason, the service technician should takeextra time and caution to ensure that the truck will not tip over or otherwise pose ahazard to himself or others.

The following diagram illustrates the correct jacking points on the truck frame.Whenever the truck is jacked up, there should not be any load on the forks. Theforks should be lowered all the way to the lowest possible point. Disconnect the bat-tery and remove the key. Always use solid blocks to support the vehicle. Never relyon jacks or chains to support the vehicle. Attach a chain to the top of the mast froman overhead hoist to stabilize the mast.

When the orderpicker is jacked up at the tractor end, the truck should not be liftedmore than one-half (1/2") off the floor.

When jacking from the side of the truck, the load wheels should not be lifted off thefloor more than one-half inch (1/2").

MECHANICAL

Jacking Truck

Figure 5.7 Truck Jacking Points

5.15


Open pivoting cover and lift off door.

Turn the drive unit so the lug nuts on the wheel can be loosened.

Disconnect battery.

Remove center section of bumper.

Loosen lug nuts on drive wheel.

Jack up front of truck and block and remove the drive tire. See WARNING.

USE EXTREME CARE WHENEVER THE TRUCK IS JACKED UP FOR ANY REASON.NEVER BLOCK THE TRUCK BETWEEN THE TELESCOPIC AND THE FLOOR. USE ASUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROMBENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TOSUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15.

With the drive tire removed, a new tread surface can be installed. Press the oldtread off and the new tread on the hub.

If the pressure required to press the new tire on the hub is less than five (5) tons, re-place the wheel hub.

Reinstall drive wheel on the truck. Torque the lug nuts to 107 ft. lbs.

Remove blocking and lower truck to floor.

Reinstall bumper, test.

Remove brake. See page 5.12.

Jack and block the tractor end so that drive tire is off the floor. See WARNING.


Remove screws holding motor to drive unit. See NOTE.

The drive motor can be removed without removing the drive tire. If for some reasonthe screws securing the drive motor to the drive unit must be taken completely out,the drive tire must then be taken off.

The drive motor may now be removed.

For reassembly, reverse Steps 1, 2, and 3.

MECHANICAL

Drive TireReplacement

NOTE:

Drive MotorRemoval

NOTE:

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Before performing any maintenance on the drive unit take note that metrictools, special “assistant tools” and metric hardware are required. Reviewthis procedure and page 5.23 for tools needed before starting. Also, ensurethat any maintenance performed does not void warranty.

Metric Tools required:6mm Allen Wrench8mm Allen Wrench1Omm Allen Wrench10mm Socket13mm Socket19 mm Socket

During disassembly, the outer wheel shaft bearing may be damaged. In this case,the bearing must be replaced and the drive unit assembly shimmed. This requiresthe use of special tool “Q” and a dial indicator. To avoid delays, the service techni-cian should have a replacement bearing (1036370) and shims (1036371 through103674 and 1036417 through 1036421) along with tool “Q” (see page 5.23)available in case they are needed.

Remove covers on tractor.

Turn the drive unit so the lug nuts on the wheel can be loosened.

Disconnect battery.

Remove center section of bumper.

Loosen lug nuts on drive wheel.

Jack up tractor enough (and block) to remove the drive tire. See WARNING.


Drain any oil remaining in drive unit.

Turn drive unit and remove cover (134). Refer to the Figure on the next page.

Remove axle retaining nut (129) along with shims (130, 131, 132, 133).

Drive the wheel shaft (119) out of the housing using a 5/16" diameter copperdrift.

USE CAUTION NOT TO DAMAGE THE WHEEL SHAFT.

Using a bearing puller, remove the tapered roller bearing (122) inner race withrollers and cage from wheel shaft. If the bearing is damaged, discard it. To pre-vent damage to the bearing, use tool “M”.

Remove and discard the sealing ring (121).

MECHANICAL

Drive Unit AxleSeal Replacement(Drive Unit S/N6000 & Up)

NOTE:

DisassemblyProcedure

5.17

CAUTION!

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Figure 5.8 Drive Unit - Exploded View

5.18

MECHANICAL


After thoroughly cleaning wheel shaft (119): (See Figure on Previous Page)

Apply grease to the new seal (121) in the area between the dust and sealing lip.Slide ring onto the wheel shaft (119).

Press the tapered roller bearing (122) inner race with rollers and cage onto thewheel shaft using Assistant Tool “H” or equivalent.

Apply Loctite 245 to the splines of the crown gear (104) and the wheel shaft(119). Assemble the wheel shaft assembly into the drive unit housing. Align thewheel shaft splines with the ring gear. As the assembly is inserted, be careful toproperly engage the sealing ring with the drive unit housing. Slight tapping ofthe wheel shaft with a soft mallet will help to engage the seal.

Install tool “Q” as shown in Figure 5.38. Tighten tool “Q” until there is no bearingclearance in the wheel shaft.

To measure the backlash between the pinion and the crown gear, prevent thepinion from turning. Place a dial indicator as close as possible to a tooth flank.Refer to Figure 5.39.

Turn the wheel shaft in both directions to determine the total amount of back-lash. Maximum permissible backlash is 0.005 - 0.007 in. (0.13 - 0.18 mm).

To change the backlash, add or remove shims under the wheel shaft bearing.Items 124 - 127 in Figure 5.8.

Screw the inside of tool “Q” against the wheel shaft. Using a torque wrench,torque to 55 ft Ibs (75 Nm). Turn the shaft in both directions several times.

Refer to Figure 5.42. Determine the “Y” dimension using a dial indicator, (fromthe outer edge of tool “Q” to the inner surface of tool “Q” as shown).

Determine dimension Z at the damping nut (item 1)

Determine the thickness of spacers required by using the following formula:Shim thickness = Y - Z

Remove tool “Q”.

Place the shims determined onto the wheel shaft. The tolerance on the actualthickness of the shims used can vary from the calculated thickness by +/- 0.002(0.05 mm).

Install clamping nut. Using tool “L”, torque nut to 148 h. lbs (200 Nm).After tightening clamping nut, stake nut to wheel shaft.

Refer to Figure 5.44. Apply a thin unifomm coat of Loctite 574 to the sealing sur-face of the cover.

Apply one drop of Loctite 242 on the threads of each cover screw (item 2).Torque cover screws to 7 ft Ibs (9.5 Nm).

Continued next page.

Drive Unit AxleSeal Replacement(Drive Unit S/N6000 & Up)(Cont’d)

ReassemblyProcedure

5.19

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Refill the drive unit with proper grade lubricant. The capacity of the drive unit is2.64 quarts (2.5 L). Check for leaks.

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUGFOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THEDRIVE UNIT. DO NODO NODO NODO NODO NOT OT OT OT OT OVERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!VERFILL DRIVE UNIT!

Reinstall drive tire and torque nuts to 107 ft. Ibs. (150 Nm).

Reinstall bumper.

Remove blocking and lower truck to floor.

Reinstall covers.

Test truck/check for leaks.

End of procedure.

MECHANICAL

Drive Unit Axle 18.Seal Replacement(Drive Unit S/N6000 & Up)(Cont’d)

5.20

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Remove four 1/2-13 HHCS (1) and bumper plate (2).

If drive tire is to be removed, loosen the 5 lug nuts, using a 19 mm socket.

Remove drive motor. See page 5.16. See NOTE.

If the drive unit is the only item requiring service, separating the brake assemblyfrom the drive motor is not necessary.

Drain oil from drive unit.

Disconnect brake hose (plug openings) and power cables.

Loosen and remove the roller chain from the steer plate (3). Remove steer plate.

Remove cap screws (4) holding the drive unit assembly to the tractor. For reas-sembly, apply Loctite 242 to mounting screws and torque to 60 ft.lbs.

Slide drive unit toward front of tractor (direction of arrow).

For reassembly, reverse Steps 1 through 5 ensuring bearing plates (5) are posi-tioned between drive unit and power section frame.

Torque wheel nuts to 107 ft. lbs.

Refill gearbox with proper lubricant.

Tighten steer chain assembly to allow 1/4" to 3/8" deflection at midspan, usingapproximately 5 lbs. pressure. Check both sides of chain.

MECHANICAL

Removing DriveUnit Assembly

NOTE:

Figure 5.9 Removing Drive Unit

5.21

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Before performing any maintenance on the drive unit take note that the metrictools, special “assistant tools” and metric hardware are required. Reviewthis procedure and page 5.23 for tools and hardware needed before start-ing. Also, ensure that any maintenance performed does not void warranty.

The next page shows the special tools which assist the technician in servicing thedrive unit. All the tools pictured are available through Raymond Parts Division.

Remove drive motor. See page 5.16.

Remove drive unit assembly from vehicle. See page 5.21.

Drive UnitDisassembly

MECHANICAL

1.

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5.22


Drive UnitDisassembly(Cont’d)

5.23

MECHANICAL


Clean the outside of the drive unit thoroughly before disassembly.

Drain the oil from the drive unit by removing the drain plug (6mm Allen wrench)as shown in Figure 5.10.

MECHANICAL

Figure 5.10 Draining Oil from Drive Unit

3. Remove the Allen screws (items 1 and 2) as shown in Figure 5.11.

Figure 5.11 Removing Allen Screws Securing Bearing Trunion to Housing


Drive UnitDisassembly(Cont’d)

5.24

DRAIN.PCX

UPPER1.PCX

MODEL NOR30/NOR30P:MAINTENANCEMECHANICAL

Using a plastic-faced hammer, separate the upper part of the drive unit from therest of the assembly.

DriveUnitDisassembly(Cont’d)

4

Figure 5.12 Removing Upper Portion of the Drive Unit

5. Remove the screws (item 1, Figure 5.13) holding the lower cover.

6. Loosen the cover by knocking the side of the cover (item 2) using a plastic-facedhammer.

Figure 5.14 Removing Crown Gear Retaining Nut

7. Refer to Figure 5.14. Prevent the wheel staft from turning as shown. Place 2 lugnuts on the studs to prevent damaging the threads. Using Tool “L”, loosen then re-move the nut securing the crown gear to the wheel shaft.

Figure 5.13 Removal of the Lower Cover

5.25

UPPER3.PCX

CVR-OFF.PCX

CROWNOFF.PCX


The crown gear is secured to the wheel shaft with Loctite 245. By heatinggear to 212° to 248° F (l00° to 120°c) the wheel shaft can be removed

Using a 1/2" dia. (15mm) copper drift, drive the wheel shaft (item 1,) out of thehousing. Remember to replace the radial shaft sealing ring (item 2) before reas-sembly. See NOTE.


Figure 5.15 Removing Wheel Shaft

8.

NOTE :

9. Remove the crown gear (Item 3) from the housing carefully.

If the tapered roller bearings on the axle are to be reused, proceed withsteps 10 through 13. If the tapered roller bearings are to be reused, it isstrongly recommended that tool “M” be used to remove the bearing.If the bearings are to be replaced, go to step 16.

1O. Refer to Figure 5.16. Using tool “M”, place the collet of the extractor onto theroller bearings.

11. Tighten the collet against the rollers by turning the cap nut.

Figure 5.16 Removing Axle Bearing and Seal

5.26

BRGS.PCX

AXLEOUT.PCK


17. If the wheel bolts are to be removed, use tool “O” and press the wheel bolts out.

12. Screw spindle against wheel shaft to remove the bearing evenly.13. Remove the shaft seal (item 1). See Caution


Refer to Figure 5.16. When removing the wheel shaft, the axle seal may be dam-aged. When the axle is removed for any reason, it is recommended that the seal al-ways be replaced.

CAUTION

14. Carefully, take the crown gear out of the housing.15.When removing the bearing inner race off the crown gear, repeat steps 10

through 12.16. If replacing the bearings, cut the bearing cage (item 1 in Figure 5.17) open and

Figure 5.17 Removing Axle Bearing (Alternate Method)

Figure 5.18 Setup To Remove Wheel Bolts

5.27

BOLT.PCX

BRGS-OFF.PCX


The gear is secured to the pinion shaft with Loctite 245. By heating the crown gearto 212° to 248° F (100° to 120°c) the gear can be removed more easily.

18.The pinion can only be removed after the crown gear. Holding the spur gearfrom turning (using strap wrench “P”), remove Hex nut (item 1 Figure 5.19).

19. Pull the gear off the pinion shaft using a gear puller.

NOTE:

Figure 5.19 Removing Helical Pinion Gear

20. Using a plastc-faced hammer, drive the pinion (item 1) shaft out. (Refer toFigure 5.20) The pinion must not be damaged!21. Remove the spur bushing (item 2).22. Remove the tapered roller bearing inner race (item 3) out of the housing (item 4).

Figure 5.20 Removing Pinion Shaft PINION.PCX

SPLURS.PCX

5.28


23. Remove the tapered roller bearing inner race (item 1, Figure 5.21) of pinionshaft (2) using Bush “B”.

Figure 5.21 Removal of Pinion Tapered Bearing.


24. Remove the bearing outer races (items 1 through 4 in Figure 5.22). Use a cop-per mandrel and a hammer. When driving the races out, make sure not to dam-age the spacers. Always keep the shims with the race they were installed with.

Figure 5.22 Removing Bearing Races

PRESS.PCX

HOUSING.PCX

5.29


25. To remove the plastic protective shield, drive the shield off using a hammer.26. Separate the protective shield using a screwdriver at the separating point pro-

vided.

Figure 5.23 Removing the Protective Shield


SHIELD.PCX

5.30


Pre-AssemblyChecks

Inspect all components for excessive wear, damage, and cracks. Replace any de-fective parts found.

If a gear requires replacement, the entire gear set must be replaced.

New gear sets require new bearings.

If the roller bearings are damaged, remember to replace BOTH the inner andouter races.

Smooth sealing surfaces using an oil stone or fine finishing file.

Lubricate the roller bearing with new transmission oil prior to assembly.

Clean all components thoroughly. Remove any traces of Loctite from all surfaces.

The following are the minimum new parts are requires for assembly

Shaft seal for axleGrooved nut for securing crown gear to axleHexagon nut for securing gear to pinionsealing rings for the oil fill and drain plugs

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New Parts

••••

5.31


Insert measuring bush “D” into bearing borehole in the housing and measure dimen-sion F.

The housing dimension E is determinad according to the following formula:

E = L - F + 1.750 (44.45 mm) (for HFK300 drive units)E = L - F + 1.7716 (45.00 mm) (for HFK400 drive units)

L = Length of measuring Bush “D” (marked)F = Dimension from bearing seat diameter to end face of measuring Bush “D”

To calculase the shim thickness (X), use the following formula:

X= E- B-T

E = Housing DimensionB = Assembly dimension of pinion shaft (marked)T = Bearing width (item 2)

Drive Unit Assembly

••

•

5.32

Figure 5.24 Measuring Housing to Determine Bearing Spacers


Once the thickness of shims is determined, insert the shims into the seat of thebearing (item 1 in Figure 5.25).

Drive the bearing outer race (item 2) into the bearing seat in the housing. Toler-ance for installation of the bearing is +/-.002" (0.05 mm) from the measuredvalue.

DriveUnit Assembly (Cont’d)

Install the shims previously removed into the wheel bearing (item 2 in Figure5.26).

Press the bearing outer race (item 3) into the wheel shaft bearing seat (item 1).

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Figure 5.26 Installing Wheel Shaft Outer Race

Figure 5.25 Istalling Lower Pinion Bearing Race

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5.33


Using tool “O” and Figure 5.27 as a guide, press the wheel shaft studs in. Notethat the flat side on the wheel stud should be towards the center of the wheelshaft.

Drive Unit Assem-bly (Cont’d)

Figure 5.28 Installing Dust Seal and Wheel Outer Race

5.

Figure 5.27 Axle Stud Installation

Grease the shaft sealing ring (item 1 in Figure 5.28) in the area between thedust and sealing lip with Shell Alvania R3 grease, then press the seal onto thewheel shaft (item 2).

6.

5.34


Press the tapered roller bearing inner race (item 1 in Figure 5.29) carefully ontothe crown gear (item 2) to the stop using tool “H”.

Figure 5.29 Installing Crown Gear Outer Race

Using tool “C” carefully press the tapered roller bearing inner race (item 1 inFigure 5.30) up to the stop.

Figure 5.30 Installing Inner Race on the Pinion Shaft

Lubricate the bearing inner race with new transmission fluid. Insert the pinionshaft in the housing from below. Using tool “F”, apply a slight preload againstthe bearing outer ring. Place spacer bushing (item 1 in Figure 5.31) onto the pin-ion shaft. (Note that HFK400 transmissions do not have spacer bush).

Figure 5.31 Installing Pinion Into Housing


7.

8.

9.

5.35


Determine the thickness of shims to be installed at the top of the pinion shaft asfollows:

Using the figure above, determine which condition exists.

If the outer race is higher than the inner race, dimension X is determinedas follows:X = C- S - 0.00078 in (0.02 mm)

If the outer race is lower than the inner race, dimension X is determinadas follows:X = C + S - 0.00078 in (0.02 mm)

Use the result from step 10c in selecting the thickness of the shims to be used.


Determine dimension C. Dimension C is the distance between the top of thespacer bush (HFK300) or top of the collar on the pinion shaft (HFH400)and the bottom of the pinion upper bearing outer race Refer to Figure5.32.

a.

10.

Figure 5.32 Measuring Gap for Pinion Bearing Spacers

Determine dimension S. Dimension S is the distance between the plane sur-face of the bearing outer race and the plane surface of the inner race. Referto Figure 5.33.

Figure 5.33 Determining Dimension S

b.

c.

d.

•

•

5.36


14. Refer to Figure 5.35. Install the helical gear onto the pinion shaft. Install a newhex nut. Hold the helical gear using strap wrench “P”. Torque the hex nut to40 - 48 ft. lbs (55 - 65 Nm).

11 .Refer to Figure 5.34. Install the required shims (item 1) into the housing.12. Press the tapered roller bearing outer race (item 2) into the housing.13. Using tool “G”, press the tapered roller bearing inner race (item 3) onto the pin-

ion shaft up to the stop.

Figure 5.34 Installing Upper Pinion Shaft Bearing

Figure 5.35 Installing Helical Hex Nut

5.37



Lift helical gear carefully as shown using two screwdrivers or tire irons. Read thevalues on the dial indicator. The value shown indicates the bearing clearance.This step should be repeated several times. Permissible bearing clearance is0 - 0.002 in (0 - 0.05 mm).

If the clearance exceeds permissible tolerance, the helical gear and upper bear-ing must be removed. Shims must then be added under the outer race of theupper bearing.

Once the proper clearance is obtained, apply Loctite 245 to the helical gear hexnut and torque to 40 - 48 ft. lbs (55 - 65 Nm).

Remove tool “F” which was previously installed.

Push down on the pinion and turn it at the same time for several complete rota-tions. This aligns the rollers in the bearings.

Refer to Figure 5.36. Place a dial indicator as shown. Mark the measuring pointusing a colorea pencil.

Figure 5.36 Checking Bearing Clearance

15.

16.

17.


18.

19.

20.

5.38


Refer to Figure 5.37. Insert the crown gear into the housing. Fit tool “K” aroundthe wheel shaft. Insert the splines of the wheel shaft into the crown gear. Removeexcess Loctite.

To seat the shaft sealing rim, (item 2 in Figure 5.38), apply light strokes againstthe wheel shaft (item 1 ) using a plastic-faced hammer.

Refer to Figure 5.38. Install tool “Q” onto the wheel shaft. Tighten tool “Q” untilall bearing clearance in the wheel shaft is removed.

Apply a thin, uniform coat of Loctite surface seal 574 to the outside diameter ofthe shaft seal (item 1 in Figure 5.37).

Apply a thin, uniform coat of Loctite 245 to the splines of the crown gear.


Figure 5.37 Installing Wheel Shaft and Crown Gear

21.

22.

23.

24.

25.

Figure 5.38 Seating Wheel Shaft Seal/Securing Crown Gear

5.39


Turn the wheel shaft in both directions to determine the total amount of back-lash. Maximum permissible backlash is 0.005 - 0.007 in. (0.13 - 0.18 mm).

To change the backlash, add or remove shims under the wheel shaft bearing.

The next step is to check the gear mesh tooth pattern. Refer to Figure 5.40.

Coat 3 to 4 tooth flanks of the crown gear with ink.

Mesh the ink coated teeth with the pinion. The contact pattern will be morevisible if the pinion is prevented from turning easily.

Compare the actual pattern with Figure 5.40. Slight variations from the de-sired pattern are permissible. Variations are primarily due to different con-tact pressures while creating the pattern.

If significant differences are found, it will be necessary to shim the pinion orthe crown gear to obtain the proper pattern.

Once the correct pattern is achieved, secure the hex nut by staking. Refer toFigure 5.35.

To measure the backlash between the pinion and the crown gear, prevent thepinion from turning by placing a wooden wedge between the helical gear andthe housing. Refer to Figure 5.39.

Place a dial indicator as close as possible to a tooth flank.

26.

27.

Figure 5.39 Adjusting Crown Gear Backlash

28.

29.

30.

31.

a.

b.

c.

d.

5.40


Drive UnitAssembly (cont’d)

Figure 5.40 Tooth Patterns and Corrective Actions

5.41


Screw 2 wheel nuts onto the wheel studs. Prevent the wheel from turning asshown. Refer to Figure 4.21.

Figure 5.41 Assembly of Wheel Shaft and Crown Gear

Screw the inside of tool “Q” against the wheel shaft. Using a torque wrench,torque to 55 ft lbs (75 Nm). Turn the shah in both directions several times.

Refer to Figure 5.42. Determine the Y dimension using a dial indicator, (fromthe outer edge of tool “Q” to the inner surface of tool “Q” as shown).

Determine dimension Z at the clamping nut (item 1).

Determine the thickness of spacers required by using the following formula:Shim thickness = Y - Z

Figure 5.42 Determining Shims Required


32.

33.

34.

35.

36.

5.42


Remove tool “Q”.

Place the shims determined onto the wheel shaft. The tolerance on the actualthickness of the shims used can vary from the calculated thickness by +/- 0.002(0.05 mm).

Install clamping nut. Using tool “L”, torque nut to 148 ft Ibs (200 Nm).After tightening clamping nut, stake nut to wheel shaft.

Refer to Figure 5.44. Apply a thin uniform coat of Loctite 574 to the sealing sur-face of the cover.

Apply one drop of Loctite 242 on the threads of each cover screw (item 2).Torque cover screws to 7 ft lbs (9.5 Nm).

Drive UnitAssembly (Cont’d)

37.

38.

39.

Figure 5.43 Installing Clamping Nut

Figure 5.44 Installing Cover

40.

41.

5.43


Figure 5.45 Preparing Protective Shield Mounting Surface

If the protective shield for the axle was removed, proceed as follows:

Spray seat of protective shield on the housing using Loctite fast cleaner 706.Allow the cleaner to react then wipe any dirt off using a clean cloth. Spray thesurface again and let dry. Refer to Figure 5.45. Make sure to read ond ob-serve instructions and warnings on the Loctite cleaner container.

Drive Unit Assembly(Cont’d)

42.

Mix the two components of the technicoll epoxy in a proportion of 1:1. The twoparts are sufficiently mixed when the color has turned to cream. The epoxyshould be used within 2 hours.

Apply a thin coat of epoxy to the points indicated in Fioure 5.46.

Figure 5.46 Applying epoxy to the Protective Shieid

43.

44.

5.44


Refer to Figure 5.47. Position thread protector on seat of housing. Using pliers,press both parts together until the pins are fully engaged in the pin holes.

Refer to Figure 5.48. Place a hose clamp around the protective shield (screw cas-ing of the clamp positioned at separating point of the protective shield). Tightenthe clamp until a click is heard indicating the pin has engaged its mating hole.

Remove the clamp. Press the protective shield against the plane face of the hous-ing

Allow the epoxy to cure for 12 hours. See NOTE.

Due to the long cure time required for the epoxy, a metal protective shield is avail-able for field repairs.


45.

46.

Figure 5.47 Installing Protective Shield

NOTE:

Figure 5.48 Final Assembly of Protective Shield

46.

47.

5.45


Coat the sealing surface of the transmission with a thin uniform coat of Loctite574.

Assemble the subassemblies by aligning the dowel pins in the upper and lowerhalves of the transmission.

Figure 5.49 Assembling Upper ond Lower Halves of Transmission

48.

49.


Install the hardware and torque evenly as specified below:

M8 screws - 17 ft Ibs (23 Nm)M10 Screws - 34 ft lbs (46 Nm)

Refill the drive unit with the proper grade of lubricant. The drive unit capacity is2.64 qts (2.5 L).

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUGCAUTION FOR A COUPLE OF MlNUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THEDRIVE UNIT. DO NOT OVERFILL DRIVE UNIT!

50.

51.

CAUTION

••

5.46


Use a jack or overhead hoist and raise the carriage enough to slacken the liftchains.

Secure the carriage with blocks to prevent the carriage from lowering.

Remove each chain and chain anchors by unscrewing the nuts on the carriageand the chain anchors on the main frame.

Thoroughly clean the chain in solvent.

Inspect each chain for defects listed in the chart on next page.

Lubricate a chain in good condition or a new chain before installing it on thetruck. See next page.

Reinstall the chains on the truck. Be sure the chains are adjusted to share theload equally. Also make sure they are not twisted so they will roll flat on thesheaves.

Lift Chains Chain maintenance in this manual includes:chain removaldefect-cause chartchain lubricationchain anchor adjustment•

•••

Figure 5.50 Lift Chain Lubrication

Check the truck lift chains monthly since most unsatisfactory chain performance canbe traced directly to inadequate chain maintenance. Remove the chain and inspectit for defects using the following procedure and chart:

DO NOT STEAM CLEAN OR DE-GREASE NEW TRUCK CHAINSCAUTIONProcedure

1.

2.

3.

4.

5.

6.

7.

Both chains should be replaced when either is defective.NOTE:

5.47


Liberally apply oil (See Scheduled Maintenance for oil specifics) to the chainusing a narrow paint brush.

Make sure the exterior surface is covered to prevent rust and that the oil pene-trates the chain joints to reduce wear.

Lift ChainLubrication

Defect- CauseChart

5.48


Figure 5.51 Two Stage Elevating Section.

5.49


Figure 5.52 Three Stage Elevating Section

5.50

MODEL NOR30/NOR30P: MAINTENANCE

MECHANICAL

Decal Replacement Use the followinga information to correctly position replacement decals or printedplates:

Figure 5.53 Decal Locations (1 of 3)


5.51

ALL TRUCKS

Section A-AALL TRUCKS

Section C-CALL TRUCKS


MECHANICAL

Decal Replacement(Cont’d)


ALL TRUCKS

View B-BALL TRUCKS

View B-BALL TRUCKS

5.52


MECHANICAL

Decal Replacement(Con’d)


ALL TRUCKS

EE TRUCKS ONLY

5.53


MECHANICAL

Lower Steering Every 6 months or 1000 hours of operation, check the tension on the lower steeringChain Adjustment chain assembly. The chain should deflect .25 to .375 inch with a 5 lb. pull midway

between the chain sprockets.

Check each side of the chain to ensure proper tension is applied. Ensure that thechain is properly lubricated and that the jam nuts are tight.

The lower chain anchor should be adjusted so the adjusting screw engages its mat-ing block by at least .31 inch. This can be checked by measuring from the screwhead to the edge of the block. This should be 1.25 inches max. Refer to Figure5.56.

If the actual dimension does not agree with the figure below, reposition the connect-ing link.

Figure 5.56 Lower Steering Chain Adjustment

5.54


MECHANICAL

Steering Cable For vehicles equipped with mechanical power steering, use the following procedureAdjustment to adjust the steering cables which go over the mast.

Using the Figure below as reference, adjust the turnbuckles in the operator’s com-partment so the chain has .5" to .62" deflection when 5 Ibs. force is applied to thechain as shown. Adjustments should be down with the carriage fully lowered.

Figure 5.57 Adjusting Steering Cables

5.55


MECHANICAL

Torque Specifica- The figure below specifies torques required for different arcas of the tractor.tions for Tractor

Figure 5.58 Torque Specifcations for the Tractor

5.56


MECHANICAL

Skid Pad Use the following information to determine if the skid pads, located on either side ofReplacement the tractor, require service. If the existing skid pads are not worn to a point where

they must be removed, follow the instructions below. If the existing skidpads must bereplaced, refer to the next page.

USE EXTREME CARE WHENEVER THE TRUCK IS JACKED UP FOR ANY REASON.NEVER BLOCK THE TRUCK BETWEEN THE TELESCOPIC AND THE FLOOR. USE ASUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROMBENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TOSUPPORT THE TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15.

If the clearance between the skid pad and the floor exceeds 0.75" on either side,modify the existing skid pad as shown below.

Install service kit P/N 1053014.

Apply Loctite 242 (p/n 1036909) to threads on screws and install new skid padson power section (both sides).

Figure 5.59 Modifying Existing Worn Skid Pad

1.

2.

3.

NOTE:A minimum of . 25” material MUST remain from the edge of the skid padto the drilled holes as shown. if the material is less than required, theexisting skid pad MUST be replaced. Refer to the next page.

5.57


MECHANICAL

Skid Pad Removal If the skid pads must be replaced, obtain service kit p/n 1053014. This kit includesparts required when new skid pads must be installed.

1. Elevate the tractor enough to work on skid pads.

USE EXTREME CARE WHENEVER THE TRUCK IS JACKED UP FOR ANY REASON.NEVER BLOCK THE TRUCK BETWEEN THE TELESCOPIC AND THE FLOOR. USE ASUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROMBENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TOSUPPORT THE TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15.

2. Cut old skid pads off.

3. Locate new skid pads on tractor frame using dimensions given.

Figure 5.60 Skid Pad Replacement

Weld new skid pads onto tractor. Welds to conform to AWS A 5.20 or equivalentlow hydrogen process.

Clean any weld spatter off and repaint the area.

Apply Loctite 242 (1036909) to threads of screws.

Bolt new skid pad onto support.

Carefully lower truck to floor.

24"/150" Limit If either switch requires adjustment or replacement, it is critical that the switches beSwitch Adjustment adjusted so that they are actuated (but not bottomed out) the full length of the switch

rails that they are in contact with. Proper switch actuation can be verified by attach-ing a meter at the following points:

• JPS12 - 24" limit switch (2-stage)• JPC8 - 24" limit switch (3-stage)• JPS23 - 150" limit switch

4.

5.

6.

7.

8.

5.58


HYDRAULIC

HYDRAULIC General topics covered in this section will be:

Ieakage (external and internal)system contaminationgeneral hydraulic “tips”hydraulic oil

Specific hydraulic maintenance covered in this section includes:

Iift cylinder bleedinghydraulic reservoir and filterIift and auxiliary pump maintenancehydraulic system pressure adjustmentssolenoidsmiscellaneous hydraulic components

NOTE: It is important to keep accurate records of all hydraulic inspections and work per-formed on the truck. Such records are helpful in determining:

repair and maintenance costsreliabilty of componentsdurability of hydraulic fluidscheduling of maintenance

••••

••••••

••••

5.59


HYDRAULIC

Hydraulic Leakage Hydraulic leakage can cause load drop, load drift, bouncing carriage and noisypumps.

Wipe all connections clean when checking for leaks. Remember, leaking fluid islikely to run down the underside of pipes and drip at low spots. Many situationscause hydraulic leakage. Any leakage inspection should include operating units aswell as connections.

USE EXTREME CAUTION WHILE LOOKING FOR HIGH PRESSURE HYDRAULICLEAKS. PERSONAL INJURY MAY RESULT IF STRUCK BY A HIGH PRESSURE STREAMOF HYDRAULIC FLUID.

LeakagePrevention Checks

Faulty Flexible When installing a flexible connector, avoid twisting it which creates a strain on theConnectors joint.

Fitting Do not spring a tube into place before tightening a fitting. The resultant stress maycause a leak.

Cracked or Bad Inspect all tubing before installation. Make sure when making the flare that it is theTubing Flare right size.

Foreign Material Make sure the flare is clean before installation.in the Flare

Defective Threads Check for leakage around the threads when installing new tubing.

Dirt Around Thoroughly clean and lubricate any O-rings before installation.O-Rings

Wrinkled or Use a known-to-be-good tube bender and carefully bend the tube.Flattened Tube

Worn Packings Examine packings for wear and leakage around the cylinder pistons. If the packinggland is too tight, abnormal friction and wear will occur. See that cylinders are se-curely anchored and that pistons are in alignment. Misalignment is a cause ofheavy wear of both pistons and packings. Worn packings should be replaced sincethey many times cause internal leakage. If truck operation is sluggish, check thepacking inside the cylinder.

5.60


HYDRAULIC

Leakage Prevention(Cont’d.)

Bad Connections When checking connections to pumps, cylinders, manifold valves, etc., be sure to ob-serve both pressure and suction sides. Pressure side leaks can be found by wipingconnections and observing the accumulations of oil after brief truck operation.Brushing soap solution on joints can be helpful. Air leaks on the suction side of vari-ous components can cause considerable trouble; listen for these leaks; they maylead to air bubbles in hydraulic oil. Such leaks are always difficult to find, but theyrate high in importance.

Drive Coupling Check the alignment of the drive coupling between the motor and pump. Also,Alignment make the usual motor checks suggested in the electrical maintenance section. Be

sure hydraulic fluid from a leak is not seeping onto the field windings and armature.

System System contamination can cause erratic or sluggish operation of lift or auxiliary func-Contamination tions, load drift, load drop, clogging, leaking, and damage to the valve/pump

parts.

Packing Examine rod surfaces which contact the packing. If these are nicked or scratched,Disintegration they should be resurfaced or replaced.

Cylinder and If a hydraulic cylinder is disassembled, inspect the inside of the cylinder housing. IfPiston Packing the inside cylinder surface is scored, packing grit is probably in the hydraulic fluid.Wear

Hydraulic Oxidation can cause internal rusting and sludge. Use a top grade oil with additives.System Oxidation See the Lubrication Equivalency Chart in the Appendix.

Opening Hydraulic Whenever a hydraulic system in opened, all hoses should be capped or plugged toSystem keep out dirt and moisture-laden air. Examine pipe fittings and hoses to be certain

there are no seal particles, nicks, burrs or dirt present when reassembling the parts.Wipe all fittings before reconnecting them.

Clogged Filter If the filter becomes clogged in less than the recommended change interval, the by-pass valve will allow contaminants into the system. Inspect, clean and/or replacethe element whenever contamination is evident.

NOTE: If severe contamination occurs, drain the system, flush all components and replacethe oil and filter.

NEVER USE PIPE JOINT COMPOUND ON HYDRAULIC FITTTINGS. JOINTCOMPOUNDS CAN DISSOLVE, CONTAMINATING THE OIL.

5.61


HYDRAULIC

Mointenance Tips

NOTE: After locating and repairing any leak or other problem, fill the reservoir bleedthe system.

WHEN CLAMPING LIFT/LOWER MANIFOLD IN VISE, ENSURE VALVE BODY IS NOTCAUTION DAMAGED WHICH MIGHT VOID WARRANTY.

Follow these procedures to avoid future hydraulic problems.

DO NOT USE BRAKE FLUID IN THE HYDRAULIC SYSTEM.

5.62


HYDRAULIC

Reservoir and Filter The hydraulic oil in the reservoir should be checked and the return filter replaced pe-riodically as outlined in the Scheduled Maintenance. When excessive contaminationhas built up, the reservoir should be cleaned as follows:

Cleaning Procedure 1. Drain the reservoir by removing plug from drain line underneath the reservoir. 2. Remove the six screws securing the breather cap adapter and lift out the adapter. 3. Using low air pressure, blow out any dust in the breather cap. 4. Lift out the gaskets and filler strainer. Flush the filler strainer in clean oil. 5. Flush reservoir using clean hydraulic fluid. 6. Reinstall reservoir components in reverse order of disassembly being sure to:

coat gaskets and O-rings with a light coat to hydraulic oil.run the new oil through a 25 micron rated filter prior to filling thereservoir.

7. Install a new filter (see next page).

8. Refill reservoir, operate all systems, check for leaks and bleed system if required.Fluid level should be 1/2" below bottom of strainer with the carriage fully low-ered and the oil at room temperature.

Figure 5.61 Reservoir Assembly

••

5.63


HYDRAULIC

Return Filter The hydraulic return filter should be checked and replaced periodically as outlinedReplacement in the Scheduled Maintenance.

Place a pan under filter cartridge to catch any overflow when removing old filter.

Turn filter cartridge (6) counterclockwise to remove. See Figure 5.61.

Clean gasket seat on filter manifold (4).

Apply a film of clean hydraulic oil to the gasket on the new filter.

Install new filter; turn filter clockwise to tighten filter.

NOTE: Tighten filter cartridge 3/4 turn after gasket makes contact with seat. Use onlyhands to tighten filter cartridge.

Start hydraulic system and check for leaks.

Check the reservoir level. Hydraulic fluid should be within 1/2" of the bottom ofthe strainer with the carriage lowered and the oil at room temperature.

1.

2.

3.

4.

5.

6.

7.

5.64


HYDRAULIC

Auxiliary and Lift The pumps should normally require no periodic maintenance or adjustment if youPumps follow a thorough program which includes:

regular replacement of hydraulic oil and filterchecking hoses for leakagecleaning of the oil strainer in the reservoirchecking for contamination

Procedure If you do suspect trouble with a pump, consult the following:

NOTE: When assembling the pump to the motor, lubricate the shaft ends with a thin coat ofMolycote type G lubricant.

••••

5.65


HYDRAULIC

Auxiliary Pump The auxiliary pump relief valve is set at 1600 psi and normally requires no furtherRelief Valve adjustment. If for some reason the valve needs adjustment, refer to the figure below

for the location of the relief valve on the auxiliary pump.

Adjustment For Turn Power off.Power MechanicalSteering Connect a calibrated pressure gauge to the pressure test port on the auxiliary

pump.

Turn power on, step on deadman and turn drive unit in either direction all the way to the mechanical stops.

While continuing to force drive unit against stop, check the pressure on the gauge. The reading should be 1400 - 1600 psi. See CAUTION.

DO NOT FORCE THE DRIVE UNIT AGAINST THE MECHANICAL STOP FOR MORETHAN 15 SECONDS. DOING SO WILL DAMAGE THE AUXILIARY PUMP.

If the pressure relief valve requires adjustment refer to the figure below.

Figure 5.62 Auxiliory Pump Relief Valve Adjustment

1.

2.

3.

4.

5.

5.66


HYDRAULIC

Auxiliary PumpRelief Valve (Cont’d)

Pressure Adjust- The aux. system relief pressure should never need adjustment under normal circum-ment for Electronic stances, but this procedure can also be used to test the aux. system if necessary. ThisSteering procedure should never be used unless the drive unit refuses to turn when standing

still.

Turn off power and put the Solenoid Controller Card on an extender card(P/N 1029620) to access card test points.

Jumper both TP-2 and TP-43 to DGND (TP-42) using jumper clips to disable theWatchdog circuits. This prevents the Watchdog circuits from shutting the truckdown.

Figure 5.63 Attachment Point for Auxiliary Pressure Test

Connect a pressure gauge to the aux. system pressure port at the ProportionalSolenoid manifold. See NOTE.

NOTE: The pressure gauge used should be calibrated and in good working order.

DO NOT LEAVE JUMPER CLIPS ATTACHED AFTER TESTING OR THE WATCHDOGWARNING CIRCUITS WILL NOT FUNCTION. USE EXTREME CARE WHILE OPERATING THETRUCK, SINCE ERROR CONDITIONS COULD CAUSE ERRATIC OPERATION OFTHE DRIVE UNIT.

Prevent the drive unit from turning by puting a wood block between the drive tireand the frame of the tractor.

Turn on power and steer the drive unit against the wood block.

ONLY FORCE THE AUX SYSTEM INTO RELIEF FOR VERY SHORT PERIODS OF TIMEOR DAMAGE WILL RESULT. READ THE PRESSURE AS QUICKLY AS POSSIBLE, STEPOFF THE DEADMAN PEDAL, READJUST THE RELIEF, AND RETEST THE PRESSURE.DO NOT ADJUST THE RELIEF VALVE WHILE OPERATING!!! IF THE AUX MOTORSTALLS, STOP THE TEST IMMEDIATELY BY STEPPING OFF THE DEADMAN PEDAL.FAILURE TO STOP TEST WILL RUIN THE AUX. MOTOR AND/OR BLOW THE AUX.SYSTEM FUSE.


1.

2.

3.

4.

5 .

5.67


HYDRAULIC

Auxiliary PumpRelief Valve (Cont’d)

Pressure Adjust- Read the pressure gauge as the drive unit is trying to rotate. This pressure shouldment for Electronic be 1600 PSI. If the pressure is not as specified, adjust the relief valve on the auxSteering (Cont’d) pump to achieve the correct pressure. Refer to Figure 5.62 for the location of the

relief valve.

DO NOT WORK ON HYDRAULIC CIRCUITS WITH POWER ON!

Turn off power, remove the jumper clips to TP-2 and TP-43, remove the woodblock, and reinstall the Solenoid Controller Card into the card rack.

End of Aux System Relief Pressure Adjustment

6.

7.

5.68


HYDRAULIC

FCD Lift Pump Repair to this lift pump is limited to replacing the input shaft seal.Disassembly

1. Remove key (9) from drive shaft.

2. Thoroughly clean outside of pump.

3. Use sharp tool to mark across front plate, body and back plate. This will assure proper reassembly.

4. Clamp pump in vise.

5. Remove screws (17).

6. Remove front cover (3). Be careful not to remove gears from housing. Reinstall o-rings and seals on bushings if they come dislodged.

7. Remove old shaft seal (2); install new seal.

8. Lubricate shaft with hydraulic oil and carefully slide front cover (3) over shaft ensuring seal is not damaged by keyway. Mark made in step 3 should align.

9. Reinstall bolts (17) and torque in a diagonal pattern to 29 - 32 ft. Ibs.

Figure 5.64 FCD Lift Pump - Exploded View

Item123456789

DescriptionRetaining RingShaft SealFront CoverSealSealSealBushesPinKey

Qty.111211211

Item101112131415161718

DescriptionGear Shaft - InputGear Shaft - DrivenN/ABodyPinN/ALock WasherBoltRear Cover

Qty11-12-441

5.69


HYDRAULIC

Barnes Lift Pump With the exception of shaft seals, this pump cannot be repaired. If pump is disas-sembled, retorque screws to 40/45 ft. Ibs.

5.70


HYDRAULIC

Dowty Lift Pump Routine maintenance is not required. Periodic checks of mounting bolts and for oil(P/N) leakage is recommended.(36 volt) Dowly LiftPump Field Field servicing is restricted to replacing the shaft oil seal and disassembly of theService pump for inspection of internal components.

Do not disassemble the pump unnecessarily. If loss of performance occurs, checkthe entire system before assuming the pump is at fault.

BEFORE DISCONNECTING ANY HYDRAULIC LINES OR FITTINGS TO THE PUMP,ASCERTAIN THAT THE BATTERY IS DISCONNECTED AND HYDRAULIC SYSTEMPRESSURE IS RELEASED. LOWER THE VERTICAL CYLINDERS AND BLOCK ANYLOAD WHERE MOVEMENT COULD GENERATE SYSTEM PRESSURE.

Removal Procedure Drain reservoir.

Disconnect supply line to lift pump at reservoir - drain - re-attach.

Disconnect and cap hoses and lines from lift pump.

Remove the two 3/8-16 x 1-1/4 hex screws supporting pump. Pump can nowbe removed by pulling away from motor.

Figure 5.65 Dowty Lift Pump - Exploded View

1.

2.

3.

4.

Mounting FlangeEnd Cover SealEnd CoverBody SealBacking WasherBacking WasherBush Lobe SealsBushBushOil SealTie BoltsBodyDriven GearSplined Shaft

1.2.3.4.5.6.7.8.9.1011.12.13.14.

5.71


HYDRAULIC

Dowty Lift Pump The drive shaft oil seal is best removed by applying hydraulic pressure simulta-Replacing Drive neously to the pump Inlet and Outlet ports. This has the effect of pressurizing theShaft Oil Seal seal cavity and forcing out the seal while ensuring that the pressure on each side of

the bush lobe seals is equalized so these are not displaced. If seal is removed usinghydraulic pressure, proceed to step 12. See Figure 5.65.

If the seal is distorted and leaking badly, it may not be possible to raise sufficientpressure to remove it in this way. In this event, dismantle the pump as follows:

Loosen, but do not remove, the four tie bolts (11).

Clamp pump in a soft jawed vise so spline is pointed up and the jaws are hold-ing items 3 and 12. This will prevent the pump from coming apart when the tiebolts are removed.

Remove the four tie bolts (11).

While holding spline in position, lift mounting flange (1) off pump. Use care notto pull the splined shaft upward while removing mounting flange (1).

Clamp the mounting flange (1) in a soft-jawed vise. The seal can be drifted outusing a crank drift. Take care not to damage the shaft bore with the drift.

Ensure that the seal housing in the pump mounting flange is clean and free fromburrs.

Pack the space between the lips of the new seal (2) with high melting point, min-eral-base grease.

Start the oil seal squarely into the housing, with the garter spring facing inwardsand press to the full depth of the recess.

Cover splined area of shaft (14) with masking or electrical tape. Lightly greasethe taped area.

Slide mounting flange over splined shaft squarely.

Install the four tie bolts (11), and torque in a diagonal pattern to 34-36 ft. lbs.Go to Step 17.

Ensure that the seal housing in the mounting flange (1) is clean and free fromto burrs.

Cover splined area of shaft (14) with masking or electrical tape. Lightly greasetaped area.

Pack the space between the lips of new seal (2) with high melting point, mineral-base grease.

Slide the oil seal, with garter spring facing inward, over taped area of shaft.start the seal in squarely with the housing.

Press the seal into the full depth of the recess.

Remove tape from spline.

Reinstall pump by reversing removal steps 3 and 4 of removal procedure.

Fill reservoir with proper grade of dean hydraulic fluid.

Test/check for leaks.

Bleed hydraulic system.

Mounting flangestill assembled topump.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.5.72


HYDRAULIC

Lightly mark the end cover (3), body (12), and mounting flange (1) to ensure cor-rect reassembly relationship. Take note of the pump’s direction of rotaton. SeeFigure 5.65.

Remove the four hex tie bolts (11) which thread into the mounting flange (1).

Remove the end cover (3) and carefully lift out the two backing washers (5, 6),the bush lobe seal (7) and body seal (4).

Cover splined area of shaft (14) with masking or electrical tape. Lightly greasetaped area.

Lightly tap mounting flange (1) clear of the two hollow dowel pins in the pumpbody. Slide the mounting flange squarely off the shaft.

Carefully lift out body seal (4), two backing washers (5, 6) and lobe seal (7).

With pump body vertical (spline down), place one hand underneath to supportthe bushings (8, 9).

Tap the side of the body (12) with a rubber mallet to dislodge the lower bushes(8, 9). Slide bushes out carefully and keep them as a pair with the mountingflange (1).

Invert the body and lift out the driver (14) and driven (13) gears.

Remove the remaining bushes (8, 9) from end cover end as previously de-scribed. Place with end cover (1).


1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

Dowty Lift PumpDisassembly(36 Volt)

5.73


HYDRAULIC

Dowty Lift PumpDisassembly(Cont’d.)

Component Wash all metal parts thoroughly in cleaning fluid. Keep bushes in pairs and prop-inspection erly oriented with the end of the pump they were removed from. Inspect as follows:

5.74

HYDRAULICMODEL NOR30/NOR30P: MAINTENACE

Dowty Lift Pump Ensure that all parts are perfectly clean. Lubricate parts with the oil to be used inReassembly hydraulic system.(36 Volt)

1. Prepare the bushes for the mounting flange end of the body for insertion as fol-lows: (See Figure 5.66).

Place the bushes on the bench with their lopes uppermost and the flats incontact. Lubricate the ‘spectacle’ lobe seal with mineral-base grease and fit itaround the bush lobes. Fit the two backing washers inside the ‘eye-pieces’ ofthe lobe seal. When fitted correctly the backing washers must be level andflush with the top surface of the bush lobes.

Figure 5.66 Lobe Seal and Backing Washer Assembly

2. Prepare the bushes for the cover end of the body for insertion in the similarmanner.

3. Pack the space between the lips of the oil seal with high melting point mineral-base grease.

4. Pick up the body and hold it with the hollow dowels uppermost and with the fin-gers of one hand inside ready to support the bushes.

5. Pick up the mounting flange bushes complete with lobe seal and backing wash-ers, and slide them down into the body bore with the lobes facing away from theflat. See Figure 5.67.

The bushes must be entered squarely into the bore and must be kept squareto each other. No force must be used; the bushes should slide in easily. Ifthe bushes jam in the bore, remove them and examine for bruising. Lightbruising can be stoned out with a fine-grit hand stone.

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5.75


Dowty Pump 6. Lubricate the body seal (4) with mineral-base grease and place it in the body re-Reassembly cess.(Cont’d.)

7. Refer to Figure 5.67 to find the position of the drive gear.Lay the pump body on its side and slide the drive gear (14) through this boreso the spline protrudes from the hollow dowel end of the body.

8. Insure spline is covered with tape. Lightly oil taped area and shaft.

9. Align mark made previously on mountng flange (1) and body (12). Hold thedrive gear (14) with one hand. Slide the mounting flange (1) squarely over shaftuntil the hollow dowel pins engage mounting flange fully. Remove tape fromspline.

10. Clamp mounting flange (1) in soft-jawed vise, spline down.

11. Check that the bushes (8, 9) are flush against the mounting flange face (1) andthat lobe seal (7) and backing washers have not become dislodged. Check thearrow on the body to insure parts are assembled for counterclockwise rotation.

12. Mesh the driven gear (13) with the drive gear already assembled in pump. SeeNOTE.

Ensure that the marked side of the teeth are in contact so the “bedded-in” position ismaintained.


Figure 5.67 Bushes Assembled in Body

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NOTE:

5.76


Dowty Pump 13. Slide cover end bushes, complete with lobe seal and backing washers, over theReassembly gear journals. Lobes should face outward away from flat. Bushes must be en-(Cont’d.) tered squarely and without force.

14. Lubricate body seal (4) with clean hydraulic fluid and assemble into its recess.

15. Place end cover (3) on body (12) aligning marks previously made.

16. Assemble hexagon tie bolts through and cover and thread until finger tight.

17. Torque tie bolts in a diagonal pattern to 34-36 ft. lbs.

18. Pour a small amount of clean hydraulic oil into the ports and check for freedomof rotation.

19. Plug ports to prevent contamination from entering pump.

Dowty Lift Pump If a new lift pump is installed, the following run-in procedure should be followedRun-in carefully.

1. Operate the lift system for a period of ten minutes (minimum) unloaded.

2. Progressively increase the weight of loads over the first hour.

3. During run-in period, make frequent checks of pump casing temperature. Oiltemperature should not exceed 140°-1 50°F.

If the temperature exceeds limit, extend low pressure operation time and/orcheck entire lift system.

Barnes Lift Pump With the exception of shaft seals, this pump can’t be repaired. If the pump is disas-(36 Volt) sembled, retorque screws to 40 - 45 ft. lbs.

5.77


Auxiliary Pump 1. Disconnect battery. Drain reservoir.Removal

2. Disconnect and plug hydraulic lines to auxiliary pump.

3. Disconnect power wires from auxiliary motor.

4. Remove auxiliary pump and motor assembly from vehicle.

5. Remove screws securing auxiliary pump to motor.

6. For assembly reverse Steps 1-5. Lubricate coupling between pump and motorusing Molykote grease (1036914). See figure below.

7. If a new pump is to be installed, remove fittings from old pump. Clean fittings.Wrap threads using teflon tape and torque to 10 ft. lbs. MAX.

Figure 5.68 Lubricating Auxiliary Pump/Motor Coupling

Auxiliary Pump Repair on the auxiliary pump is limited to replacing the shaft seal or mylar gasketRepair - Barnes between the stator (6) and gear housing (2). (See Figure 5.69)

1. Remove screws (1) using a 1/4", twelve point socket.

2. Carefully separate stator (6) and housing. If drive shaft (7) stays with stator - re-move carefully.

3. Pull seal (4) from stator.

4. Clean seal surface and press new seal in with the lip facing inward.

5. Use a new mylar gasket (3) between stator and gear housing. Apply dean hy-draulic oil to mating surface of pump. See NOTE.

NOTE: Gasket (3) is color coded to indicate thickness. New gasket mud be the same coloras old.

6. Use masking or electrical tape to cover end of drive shaft to protect seal lip. Diptaped end of drive shaft in clean hydraulic fluid before pushing thru seal.

7. Torque screws (1) to 10-12.5 ft. lbs. Remove tape from drive shaft.

5.78


Auxiliary PumpRepair- Barnes(Cont’d.)

Item 3 (Mylar Gasket)

Figure 5.69 Auxiliary Pump - Barnes, Exploded View

5.79


Lift Cylinder 1. Disconnect battery.Removal (2-Stage)

2. Remove console cover.

3. Disconnect all over-the-most electrical cables.

4. Disconnect and plug the brake line at the carriage.

5. On vehicles equipped with mechanical/hydraulic steering, remove the wire ropefrom the steering system.

6. Using a chain hoist, or another suitable lifting device, raise the carriage toslacken the lift chains.

7. Remove the chain pulleys.

8. Remove the chain anchors from the mast main frame. See NOTE.

NOTE: On trucks with an OACH of less than 102", the chain anchors are behind the car-riage frame. Lift the carriage enough to gain access to the chain anchors on themost main frame.

9. Remove the nut at the top of the piston.

10. Lift the carriage out of the telescopic.

11. Remove the nut from the bottom of the lift cylinder housing.

12. Disconnect and plug the hydraulic line to the bottom of the lift cylinder.

13. Place a sling attached to a hoist around the cylinder to be removed.

14. Remove the shoulder bolts securing the upper lift cylinder guide.

15. Lift cylinder may now be removed.

16. For reassembly reverse Steps 1 -15 and refer to Elevating Section Service Notesfor torques and assembly notes. See pages 5.49 and 5.50.

17. Bleed hydraulic system after reassembly. Check for leaks.

18. Bleed brake.

5.80


2-Stage Lift 1. Remove snap ring (1) from housing.Cylinder Service

2. Remove wiper ring (2) from housing.

3. Remove snap ring (9) from housing.

4. Pull piston out until piston stop forces piston seal (3), back-up ring (4), O-ring(5), double gland seal (6), U cup seal (7), and back-up ring (8) out of housing.

5. Pull piston out of housing. Place piston on cushioned stand using care not todamage the piston surface.

Figure 5.70 2 Stage Lift Cylinder (Top End) 6. Push plunger (10) in slightly at base of piston (Figure 5.71).

7. Remove snap ring (11) and retaining ring (12).

8. Release pressure on plunger (10) and remove.

9. Remove spring (13).

10. Remove seal (14) from plunger.

11. Do not separate piston (16) and piston plug (15) unless absolutely necessary. Ifdisassembly is required, use a strap wrench only. Do not mar piston surface.

NOTE: When repacking the cylinder, replace all packings. Refer to the parts section forpacking kit part numbers.

5.81


2-Stage LiftCylinder Service[Con’d.)

Figure 5.71 2 Stage Lift Cylinder (Bottom End)

Cleaning 1. Flush inside of housing and wipe piston clean using clean kerosene or suitableindustrial solvent.

2. Inspect all surfaces for galling or heavy scratches. Minor defects may be re-moved using fine emery cloth.

3. Inspect all parts; replace as required.

2-Stage Lift 1. All packings and O-rings (except O-ring, item 17) must be dipped in new, cleanCylinder system hydraulic fluid before assembly.Reassembly

2. Lubricate inside of cylinder housing using clean system hydraulic fluid.

3. Reassemble cylinder by reversing disassembly procedure, noting the following:Tighten piston plug (16) and piston (15) using a strap wrench only. DO NOT MAR CHROME PLATING ON PISTON.If items 15 and 16 were separated, clean threads on piston plug (16)using Loctite primer (6V1541). Then apply Loctite (1056016)to threads.Tighten using a strap wrench only.Pressure test cylinder in less than fully extended position at 4500 psi.Plug fitting opening to prevent foreign matter from entering cylinder.

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5.82


Center Lift Cylinder 1. Disconnect battery.Removal (3-Stage)

2. Remove console cover.

3. Disconnect all over-the-mast electrical cables.

4. Disconnect and plug the brake line at the carriage.

5. On vehicles equipped with mechanical/hydraulic steering, remove the wire ropefrom the steering system.

6. Using a chain hoist, or another suitable lifting device, raise the carriage enoughto slacken the lift chains.

7. Remove the lift chains from the equalizer on the backside of the center liftcylinder.

8. Disconnect and plug supply hose at bottom of center lift cylinder.

9. Lift end cap off of center cylinder.

10. Remove nut from bottom of center lift cylinder.

11. Support the cylinder with a sling attached to a hoist.

12. Remove clamp supporting center cylinder.

13. Center cylinder may now be removed.

NOTE: To remove the outboard lift cylinders, refer to the two-stage lift cylinder removal onpage 5.80. For two-stage lift cylinder service, refer to pages 5.74 and 5.75.

14. For reassembly, reverse Steps 1-13 and refer to Elevating Section Service Notes(on pages 5.49 and 5.50) for torques and assembly notes.

15. Bleed hydraulic system after reassembly. Check for leaks.

16. Bleed brake.

5.83


Center Lift 1. Remove snap ring (1) and oil seal (2).Cylinder Service(3-Stage) 2. Remove snap ring (3) in housing.

3. Pull piston out until the piston stop pushes packing ring (4), packing (5), and adapter (6) out.

4. Pull piston out of housing. Place piston on cushioned stand using caution not todamage surface.

5. Push plunger (7) in slightly at base of piston, see figure next page.

6. Remove snap ring (8) and retaining ring (9).

7. Release pressure on plunger and pull out.

8. Remove spring (10).

9. Remove seal (11) from plunger.

Figure 5.72 Center Lift Cylinder, 3-stage (Top End)

5.84


Center Lift 10. Do not separate piston (13) from piston plug (14) unless absolutely necessary. IfCylinder Service disassembly is required, use a strap wrench only. Do not mar piston surface.(3-Stage)(Cont’d.)

NOTE: When repacking the cylinder, replace all packings. See parts pages for packing kits.

Figure 5.73 Center Lift Cylinder, 3-Stage (Bottom End)

Cleaning 1. Flush inside of housing and wipe piston clean using clean kerosene or suitableindustrial solvent.

2. Inspect all surfaces for galling or heavy scratches. Minor defects may be re-moved using fine emery cloth.

3. Inspect all parts; replace as required.

Center Lift 1. All packings and O-rings (except O-ring, item 15) to be dipped in new, crean sys-Cylinder (3-Stage) tem hydraulic fluid before assembly. (See Figure 5.72 & Figure 5.73)Reassembly

2. Lubricate inside of cylinder housing using clean, system hydraulic fluid.

3. Reassemble cylinder by reversing disassembly procedure, noting the following:To prevent damage to packings at the top of the cylinder, use thefollowing tools:

Service Driver - P/N 1056017Service Guide - P/N 1056018

If removed, clean threads on piston plug (16) using Loctite primer(6V1 541). Apply Loctite (1056016) to threads on piston plug. Tighten usinga strap wrench only. DO NOT MAR CHROME PLATING ONPISTON.

Pressure test cylinder in less than fully extended position at 4500 psi.

Plug fitting opening to prevent foreign matter from entering cylinder.

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5.85


Lift/Lower Valve The following a adjustment procedure is for trucks equipped with variable Lift/LowerAdjustment manifold,2-Stage Mast(P/N )

1. Install a calibrated pressure gauge (3000 psi) in test port G1.

2. Back-out high pressure relief (2).

3. Check to see that the manual lower valve (3) is closed (hand tight only).

4. Chain the mast telescopic sections together in the collapsed position.

5. Adjust the high pressure relief (2) to 100 psi over lifting pressure during lift witha capacity Ioad.

Figure 5.74 Lift/Lower Valve Assembly (2 Stoge Most)

2STG-VLV.GEM

5.86


Lift/Lower Valve The following adjustment procedure is for trucks equipped with a 3-stage mast.Adjustment3 Stage Mast

1. Install a calibrated pressure gauge (3000 psi) in test port G1.

2. Back-out high pressure relief (2).

3. Check to see that the manual lower valve (3) is closed (hand tight only).

4. Chain the mast telescopic sections together in the collapsed position.

Figure 5.75 Lift/Lower Valve Assembly (3 Stage Mast)

5. While someone is holding the lift controller in the Lift position, slowly increasethe relief pressure (2) until the carriage starts to lift. While observing the pressuregauge, increase the pressure to 2300 psi.

6. Remove chain installed in step 5.

7. Readjust the high pressure relief (2) to 100 psi over lifting pressure during liftwith a capacity load, in the upper stage of lift.

3STG-VLV.GEM

5.87


Replacement of If the proportional lift/lower valve must be replaced or removed, use the followingProportional Valve procedure (refer to Figure 5.76):Cartridge onManifold 1. Cleanliness around the valve which is going to bee removed cannot be over em-

phasized.

2. After the valve is removed, inspect the sealing surface for contaminants. Cleanthe surface as needed, ensuring foreign material does not go into the valve body.

3. Lubricate the o-ring using clean hydraulic fluid.

4. Thread the valve into the valve body.

5. Tighten the valve cartridge 1/2 turn, then loosen 1/4 turn. Continue with se-quence until a torque value of 120 - 150 inch Ibs. is achieved. Tightening thevalve in this manner reduces the chance of damaging the seal.

6. This valve requires no bleeding.

Figure 5.76 Proper Installation of Proportional Valve

5.88


Bleeding Lift The lift cylinder should be bled after maintenance has been performed on the lift hy-Cylinder draulic system or when operation indicates that air has entered the system. A bounc-

ing carriage is one indication that bleeding may be necessary.

Procedure 1. Raise the carriage approximately 6" then loosen the bleed screw on top of the cylinder. See NOTE.

NOTE: On short vehicle, remove button plugs on each side of mast guard to gain access tobleed screws.

CAUTION THE BLEED SCREW SHOULD ONLY BE LOOSENED ENOUGH TO ALLOW THE AIRTO ESCAPE.

2. When only oil flows from the cylinder, tighten the bleed screw.

Figure 5.77 Lift Cylinder Bleed Screws

5.89


Steering Torque Before disassembling the torque generator, note location of the mounting holes.Generator Removal This is important for correct reassembly. Cleanliness is extremely important in repair(Mechanical Power work. Seal all open ports and thoroughly clean the torque generator before begin-Steering) ning any repair work.

1. Disconnect battery.

2. Remove cover from front of power section.

3. Loosen and disconnect lower steer chain.

4. Remove and plug hydraulic lines and ports.

5. Remove console cover in operator’s compartment.

6. Loosen turnbuckles; see figure below.

7. Remove upper chain from steering shaft in power section.

8. Remove spirol pin (1).

9. Remove screws holding steer motor mounting bracket to tractor frame.

1O. Separate coupling by raising shaft (2).

11. Remove steer motor.

12. Remove cap screws attaching mounting bracket to steer motor.

13. For reassembly, reverse steps 1 through 12 noting the following:adiust steer cable, see page 5.55.adjust steer chain, see page 5.54.ensure steering pointer is in correct position.bleed hydraulic system.

Figure 5.78 Removing Steer Motor (Mechanical Power Steer Vehicles)

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5.90


Steering Torque Cleanliness is extremely important in repair work. Seal all open ports and thor-Generator Removal oughly clean the torque generator before beginning any repair work.(Electronic Steering)

1. Disconnect battery.

2. Remove cover from front of power section.

3. Loosen and disconnect lower steer chain.

4. Disconnect wires from tachometer.

5. Remove and plug hydraulic lines and ports to steer motor.

6. Remove four mounting screws which hold steer motor brackets to tractor.

7. Remove timing belt. While belt is removed, inspect condition; replace if required.

8. Remove sprocket and gear.

9. Separate steer motor from mounting bracket.

10. For reassembly, reverse steps 1-8, noting the following:adjust steer chain, see page 5.54.bleed hydraulic system.flush hydraulic system, see page 5.103

Figure 5.79 Removing Steer Motor (Vehicles with Electronic Steering)

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5.91


Steering TorqueGeneratorDisassembly

Tools Required 1/4 in. thin wall 12 point socket5/16 in. thin wall 12 point socketSmall screwdriver (1/4 in. flat blade)Small breaker barTorque wrench (150 in. lb. capacity)The following tool is not necessary but is extremely helpful for disassembly and reas-sembly: Spring installation tool - Char-Lynn P/N 600057.

Figure 5.80 Steering Torque Generator

Figure 5.81 Steering Torque Generator - Exploded View

5.92


Steering Torque Before disassembling the torque generator, note location of the mounting holes.Generator This is important for correct reassembly.Disassembly(Cont’d.)

1. Remove seven cap screws.

2. Remove power end housing assembly.

3. Remove O-ring seal from housing.

Figure 5.82 Steering Torque Generator Assembly

4. Remove power end shah and wasner from housing.

5. Use a small screwdriver to remove quad seal from housing. Do not damageseal cavity.

Figure 5.83 Separating Power End and Housing End

5.93


Steering Torque 6. Remove spacer plate and power end drive.GeneratorDisassembly 7. Remove seal from gerotor.(Cont’d.)

Figure 5.84 Removing Spacer Plate

8. Remove gerotor and seal from control side of geroter.

Figure 5.85 Removing Gerotor

5.94


Steering Torque 9. Remove control end drive.GeneratorDisassembly 10. Remove spacer plate.(Cont’d.)

11. Remove seal from control housing.

Figure 5.86 Removing Control End Drive

12. Turn control housing over, making sure spool and sleeve assembly remains inhousing. Remove four cap screws with 1/4 in. 12 point socket wrench.

13. Remove end cap from control housing.

Figure 5.87 Removing End Cap

14. Remove seal from end cap.

15. Use a small screwdriver to remove quad seal from end cap.

16. Remove washer from control spool.

5.95


Steering Torque 17. Remove spool and sleeve assembly from control housing.GeneratorDisassembly 18. Remove pin from spool and sleeve assembly.(Cont’d.)

19. Remove spool and centerings springs from sleeve.

Figure 5.88 Control Housing - Exploded View

Inspection/ Replace all worn or damaged parts and assemblies. Replace all seals when reas-Preparation for Re- sembling a torque generator. Lubricate all seals with petroleum jelly. Lubricate allassembly finished surfaces to ease assembly and provide start-up lubrication.

5.96


Steering Torque 1. Lubricate the spool. Rotate spool while sliding it into sleeve.GeneratorAssembly

Figure 5.89 Spool/Sleeve Assembly (Control End)

2. Using spring installation tool as a guide, install six centering springs into sleeveand spool. The springs must be flush with the sleeve upper surface. Notches insprings must point away from control shaft. (See NOTE next page).


5.97


Steering TorqueGeneratorAssembly (Cont’d.)

NOTE: If spring installation tool is not available, manually install centering springs byinstalling the two outside springs first. Add the remaining inner springs as shownbelow.

Figure 5.91 Spring Installation (Alternate Method)


3. Install pin into spool and sleeve assembly.

4. Lubricate spool and sleeve assembly. Rotate assembly into control housing.

5.98


Steering Torque 5. Install washer over spool shaft with chamfered side toward spool and sleeve as-Generator sembly.Assembly (Cont’d )

6. Install quad ring and O-ring seal in control end cap.

7. Install end cap assembly over spool shaft, ensuring quad seal is not damaged byshaft keyway.

Figure 5.93 Control End Assembly - Exploded View

8. Install control end cap screws. Alternately torque to 150 in. lbs. as shownbelow.

Figure 5.94 Torque Sequence - Control End

5.99


Steering Torque 9. Turn control housing over, making sure that spool and sleeve assembly remainsGenerator in housing.Assembly (Cont’d.)

10. Install seal control housing.

Figure 5.95 Installing Control End Drive

11. Install spacer plate, aligning holes in housing and plate. (Both spacer plates arethe same and either of the plate may face the control housing).

Figure 5.96 Timing Torque Generator

5.100

Correct Alignment Incorrect Alignment


Steering TorqueGenerotorAssembly (Cont’d.)

Figure 5.97 Installing Spacer Plate

Align star valleys with drive mark. Install gerotor, making sure that the seal is in-installed in side facing the control end spacer plate.

Install seal in power end side of gerotor.

Install power end drive in gerotor, smaller splined end first.

Install spacer plate, aligning holes in piate and gerotor. (Either side of spacerplate may face gerotor.)18. Install quad seal in power end housing.

Install washer over power end shaft with chamfered side away from shaft key-way.

HYDRAULIC

To time the Torque Generator, rotate spool and sleeve assembly until pin i5 par-allel with port face. Install control end drive, making sure drive engagases withpin. Mark drive as shown on previous page.

Install seal in gerotor.

12.

13.

14.

15.

16.

17.

18.

Figure 5.98 Installing Power End

Install shaft in power end housing, making sure quad seal is not damaged byshaft keyway.

Install seal in power end housing.

Align control end and power end keyways.Install power end housing, aligningsplines in shaft and drive.

20.

21.

22.

5.101

HYDRAULIC

Steering TorqueGeneratorAssembly (Cont’d.)

Install power end cap screws. Aitemately tighten cap screws to 200 in. lbs.See figure below for torque pattem.

Figure 5.101 Power End Torque Sequence

Figure 5.99 Torque Generator Final Assembly

Figure 5.100 Torque Generator Cross section

23.

5.102


Flushing HydraulicSystem

after the truck is first assembledafter any maintenance an the eletronic steering or wire guidancehydraulic componentsafter any hydraulic components are changedwhen the hydraulic oil is changed.

Whenever oil is added, always filter the oil before adding it to the reservoir.

Steps 1 through 11 provide a method for flushing the lift system without using theproportional lit/lower valve. This is done to prevent contamination SOL1. The re-maining steps are for flushing the auxiliary hydraulic system.If the truck has just been assembled, if a hydraulic component is changed or if theoil is new perform all the following steps.

If steering components have been worked on, (i.e., auxiliary pump, torque generator, proportional solenoid, hoses, hydraulic steer motor), only perforrn steps 12through 20.

With keyswitch Off, disconnect one of the leadwires to the auxiliary motor.

Turn Keyswitch On and enter Maintenance Mode and select test 06. Depress thehorn button to get “Open” on the Operator’s Display. This will close SOL2. SeeWARNINGS and CAUTION.

Manually push in the lift pump contactor. Hold the contactor in firmly toavoid contactor tip damage.

DO NOT USE REMOTE LIFT/LOWER TOOL AS THIS WILL ALLOW CONTAMINA-TION TO ENTER THE PROPORTIONAL VALVE.

THE CARRIAGE WILL LIFT AT FULL SPEED WHEN THE LIFT CONTACTOR ISPUSHED IN.

ENSURE THAT THERE IS ADEQUATE CLEARANCE ABOVE THE TRUCK TO PREVENTDAMAGE TO THE BUILDING AND/OR THE TRUCK.

The carriage should be raised until the side lift cylinders are extended at leastone-half of their fully extended length then release the contactor.

Lower the carriage by opening the emergency lowering valve located on thelift/lower manifold.

Close the manual lowering valve.

Repeat the lift/lower process 5 times. See NOTE.

BE SURE TO COVER THE LOOSE END TO PREVENT IT FROM COMING INCONTACT WITH THE TRUCK FRAME.


MODEL NOR30/NOR30P: MAINTENANCEHYDRAULIC

The hydraulic system must be flushed:

1.

2.

3.

4.

5.

6.

7.

5.103

NOTE:

NOTE:

••

••

Turn the keyswitch Off, reposition Mode toggle switch to RUN, then turn key-switch On.

Lift and lower the carriage normally 3 more times using the lift/lower control.Ensure that the carriage is elevated until the side lift cylinders are extended atleast one-half of their fully extended length.

Tum the keyswitch off.

Reconnect the lead to the auxiliary motor.

Jack the drive tire off the floor. See WARNING.

USE EXTREME CARE WHENEVER THE TRUCK IS JACKED UP FOR ANY REASON.NEVER BLOCK THE TRUCK BETWEEN THE TELESCOPIC AND THE FLOOR. USE ASUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROMBENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TOSUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5. 15.

Manually turn the drive unit until it is centered.

Turn the keyswitch to the on position. See WARNING.

STAY CLEAR OF THE DRIVE UNIT AS IT MAY TURN AS SOON AS THE KEYSWITCHIS TURNED ON.

Depress the deadman pedal and let the auxiliary motor run for approximately10 minutes.

After 10 minutes, turn the drive unit from stop to stop at least ten times.

Turn the keyswitch to the off position.

Replace the return-line filter.

Lower the truck to the floor.

Check the fluid level in the reservoir.

End of procedure.


(Cont’d)Flushing Procedure 8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

5.104

WHENEVER THE AUXILIARY OR STEERING HYDRAULIC COMPONENTS ONA WIRE GUIDED SYSTEM ARE REPAIRED OR REPLACED, THE CLEAN PROCE-DURE AND FLUSHING PROCEDURE SHOULD BE FOLLOWED.

Before performing maintenance on wire guidance or steering hydraulics, performthe following:

Clean around all areas to be disconnected. Pressure solvent (kerosine or an in-dustrial solvent) and wiping with a line free towel are suggested.

Have a clean surface prepared for holding tools and components.

Wipe all tools and place them on a clean surface.

When a new component is installed, thoroughly wash the component and any fit-tings and hardware using clean kerosine or an industrial solvent and place themonto a clean work surface.

When removing a component, disconnect the component or hose, capping theends or ports with pressure fittings. Cover the end of hose, which will be re-used, with a plastic bag, securing it with a rubber band or twist tie.

When assembling a new or cleaned component, have all fittings and hardwarestationed near to the vehicle on a clean work surface.


Clean Procedure

1.

2.

3.

4.

5.

6.

5.105

ELECTRICAL

Truck problems are often caused by defects in the wiring. When truck problemsexist, use the following procedure to check out the wiring harness:

Visually inspect problem areas for:loose connectionsfaulty terminalsbroken wiresworn insulation

Check for continuity in the wiring harness using an ohmmeter and referringto Electrical Schematic. See to Appendix.

Another common cause of truck electrical problems is shorting to the truck framewhich can be caused by:

accumulation of dirtbreakdown in insulationbare wires

\Shorts to frame can occur at numerous locations including:

batterymotorscablesbuss barsheat sinks

Check for shorts to frame using the following procedure:

UNPLUG THE BATTERY; BATTERY CURRENT CAN DAMAGE THE METER.

Use an ohmmeter set on the R x 10,000 scale.

Connect one lead to the truck frame and the other to different points in the elec-trical system - i.e., terminal strips, contactors, wire connections, etc.

If there is a short, the meter needle will noticeably move. The meter should regis-ter no less than one megohm.

If the ohmmeter registers less than one megohm, the short within the particularcircuit must be located.

Reverse the leads and repeat steps 3 through 5.

Remove 15 amp control fuses (FU1, FU2, and FU3).

For each fuse, make a connection between the battery side terminal and thetruck frame with the ohmmeter.

Any reading below 2 megohms indicates unacceptable shorts somewhere in thesystem.

For each fuse, make a connection between the control side terminal and thetruck frame with the ohmmeter.

Any reading registering on the meter indicates unacceptable shorts in the systems.


Shorts To Frame

Wiring Harness

Procedure

1.

2.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

5.106

ELECTRICAL

••••

•••

•••••

Voltage grounds are the most common causes for system intermittent “overloads”.

Voltage to frame leakage is a result of dirt accumulation and can occur at:MotorsHeatsinksBatterySwitchesContactor PanelCables/Wiring

Check for voltage to frame using the following procedure:

Use a voltmeter set on 50 VDC scale (some voltage above truck system).

Connect voltmeter leads as follows:

Positive lead to PC1-1, negative lead to truck framePositive lead to truck frame, negative lead to TP4

Voltage readings of 2-3 volts in either test should be eliminated.

Eliminating voltage to frame can be accomplished by isolating a particular areaof the truck electrical system. Use the following procedure:

Connect voltmeter leads as in Step 2 above.Remove battery from truck. Reconnect battery to receptacle. If voltagedrops, battery needs cleaning or resealing.

If battery checks good, reinstall in truck and:Remove fuses (one at a time). If voltage drops when fuse is removed thedefective circuit is isolated.Disconnect motor leads (one at a time). If voltage drops, motor needscleaning or repair.


Voltage To Frame

1.

2.

3.

4.

••••••

••

••

•

•

5.107

MODEL NOR30/NOR30P: MAINTENANCEELECTRICAL

Heat sink insulation may become faulty for several reasons:poorly insulated screws which secure the component to the heat sinkcarbon build-up which allows current to bypass heat sink insulationcracks in the heat sink insulator.

Use the following procedure to check the heat sink insulation for shorts to the frame:

Remove all electrical connections from the heat sink.REC1, REC22 cables at TP6unplug JPT12 lines at TP5

Set the ohmmeter on the R x 100,000 scale. Attach the positive lead of the ohm-meter to the heat sink and negative lead to the Power Transistor panel base. Theresistance should register at least one megohm.

If the resistance is lower than one megohm, clean around the heat sink.

If the resistance is still Iow, replace the insulation between the heat sink and thetruck frame. See Page 5.174.

Heat Sink Insulation

1.

2.

3.

4.

5.108

•••

••••

The lead acid batteries furnish all power requirements of the truck. Most industrialbatteries can be expected to function properly for more than five years. The follow-ing section contains essential battery maintenance information:

cleaningleak testcharginghydrometer checkvoltage checkrecord keeping

This information should extend battery life and increase truck efficiency.

WEAR EYE PROTECTION.

Batteries in industrial trucks pick up various kinds of dirt and dust depending on their surround-ings and the types of material handled. If cells are overfilled and elec-trolyte collects on the covers, the following process occurs:

The top of the battery becomes wet and stays wet, since the acid in the electrolytedoes not evaporate.

This moist surface, in combinahon with certain kinds of dirt, becomes electricallyconductive and permits stray currents to flow externally over the top of the bat-tery. This affects battery performance and truck operation.

The acid also causes corrosion of cell posts, nuts, connectors and the steel bat-tery case.

Mix 1 lb. baking soda and 1/2 gallon of hot water.

Tighten the battery vent caps.

Use a brush with flexible bristles and apply the soda solution over the top of thebattery. Leave the solution there until all “fizzing” stops, indicating that the acidhas been neutralized.

Rinse thoroughly with clean water.

Blow battery case dry using compressed air.

Wet covers can be an indication of overfilling, leaky seals at posts or excessive gas-sing during charge. When observed, the cause should be determined and the ad-verse conditions corrected.

Use a voltmeter set on the 50 volt scale.Attach meter leads: negative to truck frame, positive to battery positive.The voltmeter should show no voltage or at most a 2-3 volt reading.Attach meter leads: negative to battery negative, positive to truck frame.The voltmeter should show no voltage or at most a 2-3 volt reading.If there is more than a 2 to 3 volt reading in Steps 3 and 5, clean the battery roll-ers.


Batteries

••••

•

Electrolyte Process

Battery CleaningProcedure

NOTE:

Battery ElectricalLeakage To FrameTest

•

1.

2.

3.

1.

2.

3.

4.

5.

1.2.3.4.5.6.

Battery Cleaning

5.109

WHEN CHARGING BATTERIES, OBSERVE THE FOLLOWING PRECAUTIONS:

DO NOT SMOKE, USE OPEN FLAME, OR SPARK PRODUCING DEVICESNEAR THE BATTERIES.

CHARGE IN A WELL-VENTILATED AREA TO AVOID HYDROGEN GASCONCENTRATION.

KEEP BATTERIES CLEAN; CORROSION CAUSES GROUNDS AND THEPOSSIBILITY OF SPARKS.

CHARGE BATTERIES AT THE INDICATED RATES.

KEEP PLUGS, TERMINALS, CABLES, AND RECEPTACLES IN GOODCONDITION TO AVOID SHORTS AND SPARKS.

NEVER LAY TOOLS ON TOP OF THE BATTERIES.

WEAR PROTECTIVE CLOTHING AND EYE PROTECTION WHENHANDLING, CHECKING OR FILLING BATTERIES.

Get the maximum use out of each battery by recharging the batteries only when theyare effechvely discharged. DO NOT routinely recharge batteries when they are onlypartially discharged; this will decrease battery life. At maximum recommended dis-charge, the specific gravity should read 1.150 or less.

To charge a battery, direct current is passed through the battery cells in the directionopposite to that of discharge. Charging time is 5-20% longer than that of discharge.

First, become familiar with the following:Charging rate, starting rate, and finish rate.Time available for charge.Variations in cell voltageAvoiding overheating, excessive gassing or overcharging

Consult your battery manual for specific charging procedures.


Battery Charging

•

•

•

•

•

•

•

••

•

NOTE:

Charging Process

•

1.

2.

5.110

The hydrometer measures the specific gravity of the electrolyte. The specific gravityvaries directly with the state-of-charge of a lead acid battery as follows:

Insert the nozzle of the hydrometer into the battery cell and draw enoughelectrolyte into the tube to permit the float to ride free.

Bring the hydrometer to eye level and determine the specific gravity of the cell.See Chart above.

If there is insufficient electrolyte to obtain a hydrometer reading:add just enough water to cover the battery plate.Now charge the battery and take additional readings.

The specific gravity reading for each cell should be taken and recorded on thebattery chart.

No amount of charging will increase battery capacity or raise the specific gravityabove its fully charged level (1.280 to 1.300).

Water is added to the cell after the charging process is completed. Consult your bat-tery manual for further information.

Take a voltage check on each cell after performing the hydrometer check above.Connect the leads of a Simpson Volt/Ohmmeter (VOM) or equivalent to the positiveand negative terminals of each cell. VOM readings will vary with the state of charge:

Touch the voltmeter leads to the positive and negative terminals of each cell.There should be a reading of two volts for each fully charged cell and a varianceof no more than .2 volts between cells.

Record the voltage reading for each cell on the battery maintenance chart.


Hydrometer Use

•

NOTE:

•

Procedure

Voltage Check

NOTE:

1.

2.

1.

2.

3.

4.

5.111

ELECTRICAL

Water must be added to battery cells periodically. Frequency and quantity dependon the water level above the plates and the amount of gassing during charge.

Use only approved or distilled water.Add water after hydrometer and voltmeter readings are taken.Add water after charging to minimize overfilling.Always have plates entirely covered.Keep outside of battery case clean and dry.

A battery record system is essential because battery failure can cause productionslowdowns and increased battery operating costs. A properly supervised record sys-tem can detect and call attention to such operating irregularities as:

OverchargingUnderchargingOver dischargingExcessive water consumptionExcessive dirt and corrosionWorn out batteriesExcessive current consumption of trucks

Records should be kept for each battery. Your battery supplier should be able toprovide maintenance record sheets. Each report should contain:

Battery number, type, serial number, and service dataSpecific gravity and voltage readings for each cellTemperature of the air and eletrolyteElectrolyteAmperesCondition of connectors, cover, sealing compound and trayGeneral cleanlinessNumber of total cyclesAverage specific gravity dropWatering frequencyUser comments and observations


Adding Water ToBattery

Guidelines

Battery HistoryRecord

•••••

•••••••

•••••••••••

5.112

All motors are designed to operate with a minimum of maintenance. Sealed bear-ings are used in all motors thereby eliminating lubrication. Included in the motorsection are the following maintenance procedures:

motor cleaningbrush carecommutator careprevention of motor overheatingopen circuit testshort circuit test

These procedures, along with periodic inspection help to provide trouble-free motorperformance.

Periodic motor deaning is essential to prevent overheating and electrical grounds.To clean the motor properly, use the following procedure:

Wear safety glasses. Use crean, dry, low pressure air (30 psi), to blow carbondust and other foreign materials from:

the motor housingbrush holderscommutatorfield and armature windings (if accessible)

Figure 5.102 Example of Cleaning Motor

NEVER USE A CHEMICAL SOLVENT TO CLEAN THE MOTOR AS IT WILL CARRYCARBON DUST TO HARD TO CLEAN AREAS AND CAUSE SHORTS WITHIN THEMOTOR. WASHING WITH DETERGENTS REQUIRES COMPLETE DISASSEMBLYAND DRYING. THIS SHOULD ONLY BE ATTEMPTED BY AN AUTHORIZED MOTORREPAIR SHOP.


Motors

5.113

Motor Cleaning

1.

••••

••••••

Brushes should be inspected for:Proper wearSigns of overheatingPhysical damage to brush holdersProper spring pressure/alignmentFreedom of movement within brush holders.

Since the operating environment of lift truck motors varies widely, the followingrecommendations should be applied as actual conditions dicdate: Several conditionsto define before considering the following Maintenance Inspection Chart are:

MaintenanceInspection Chart


Brush Care

MaintenanceSchedule

5.114

ELECTRICAL

Position motors to provide easiest access to brushes.

Inspect the brushes in all motors for:Proper Wear - the brush surface should be polished and show even wear.Overheating - overheating will be indicated if the brush shunts or brushsprings are discolored.Physical Damage - Inspect the brush holders for damage. Make sure theholders are not loose on the end head or brush holder plate.Spring Pressure/Alignment - check spring pressure as shown below.

Insufficient spring pressure will cause excessive arcing and reducedmotor performance. Excessive spring pressure will result in prematurewear of the commutator.A brush spring that does not apply even pressure on the center of thebrush will cause the brush to wear unevenly.

Freedom of Movement - Check for correct clearance and freedom of brush move-ment within the holder. Be certain connections are clean and tight and that brushwires do not ground on motor frame or armature.

Figure 5.103 Measuring Brush Spring Tension


Brush Care

(Cont’d)1.

2.••

•

••

•

5.115

ELECTRICAL

If any of the brushes require replacement, the complete brush set should be re-placed. Do not replace just one or two brushes. Refer to the figure below for mini-mum brush lengths.

*Measurement of brush length refers to the “short” side dimension.When ordering replacements refer to the motor serial number on the motor name-plate.

1Measured from the long end.

*Measurement of brush length refers to the “short” side dimension.

When ordering replacements refer to the motor serial number on the motor name-plate.

1Measured from the long end.


Figure 5.104 Minimum Brush Lengths


BrushReplacement

5.116

ELECTRICAL

When ordering replacements refer to the motor serial number on the motor name-plate.

Do not substitute brushes. The brushes are matched to the motor type and applica-tion to provide the best service. Substituting brushes of the wrong grade can causecommutator damage or excessive brush wear.

Where accessible, new brushes should be seated to the commutator curvature. Thiscan be accomplished by wrapping a piece of 00 sandpaper around the commuta-tor, seating the brush in the brush holder, and turning the armature. On smallermotors where space is limited, a brush seating stone may be used. DO NOT useemery cloth to seat brushes.

After the brushes are seated, the dust should be blown out of the motor with drycompressed air (30 psi).


Brush Replacement(Cont’d)

5.117

ELECTRICAL

If the commutator requires service, the armature will have to be removed from themotor. Review the following information before servicing a motor commutator.

Most modern armatures have the mica undercut between the commutator segments.However, if the armature does not have the mica undercut, this operation shouldnot be done. The decision to undercut or not is determined by the type and gradeof brush used in that particular motor. The mica should be undercut to a depthequal to the width of the mica. This is usually 1/32 inch, but may vary in somemotors. See Figure 5.105.

After the commutator has been undercut, the armature should be placed in a lathe

Figure 5.105 Mica Undercut

and the commutator lightly polished using an abrasive rubber polisher, (refer to thenext section on commutator resurfacing). After the commutator has been polished,the segments on the commutator should be chamfered and the armature should bal-anced. These last two steps (chamfering and balancing) are normally neglected andcan contribute to an early failure of the motor brushes.

Light pitting and wear can be removed using a abrasive rubber polisher.Excessivepitting or wear will have to be removed by resurfacing the commutator.

Determine the minimum commutator diameter; the commutator must not be turnedbelow this diameter. To do so will impede the operation of the motor and possiblyresult in motor component damage.

ALL DIMENSIONS GIVEN ARE IN INCHES

Figure 5.106 Commutator Cutting Tool


CommutatorServicing

High Mica

CommutatorResurfacing

NOTE:

5.118

ELECTRICAL

Figure 5.106 shows the dimensions for sharpening the commutator cutting tool. Al-ways make sure the cutting tool is sharp before resurfacing the commutator. Posi-tion the cutting tool so the point of the tool is approximately 1/32" below the centerline of the armature. Resurface the cammutator at 800 rpm, taking only light cutseach time. No more than 0.005 inch should be removed during any one cut andthe final cut should not be more than 0.002 inch. Ensure that the tool is retractedfrom the commutator surface before repositioning the tool to prevent damage to thesurface of the commutator. Refer to High Mica after machining is complete.

Using a stone to correct commutator problems is an old and improper techniquethat has been used for a long time.

Usually, stoning a commutator does not correct the problem and, if not done prop-erly, creates additional problems. Instead of using the traditional stone, use a suit-able abrasive rubber polisher. Rubber abrasive polishers may be purchased fromMartindale or Ideal. These suppliers specialize in commutator maintenance items.The polishers are available in various sizes.

If stoning is the only alternative to polishing or to even-out high/low spots on thecommutator, it is critical to remove the copper burrs on the commutator segmentedges. This can best be accomplished by using the proper slotting file. The commu-tator should then be polished using the abrasive rubber polisher.

If the burrs on the commutator segments are not removed after stoning, they be-come oxidized by sparking as the trailing edge of the brush passes over them. Thisconverts copper to copper oxide, a hard abrasive, which will cause acceleratedbrush wear. Refer to the figure below and on the following page.

Figure 5.107 Commutator Mica Undercut and Chamfering


CommutatorResurfacing (cont’d)

Stoning of MotorCommutators

5.119

ELECTRICAL

After any machining, inspect the commutator. Ensure that the segment bars are par-allel and true with each other. If they are not true, the life of the brushes will be shortened.

After machining is complete, the edges of the segment bars should be chamfered.Chamfering increases the distance between two successive bars, which reduces thelikelihood of flashover. It also reduces the possibili1y of copper burrs on the barswhich will cause premature wearing of the brushes.

Polish each chamfer using an abrasive rubber polisher. Below are diagrams whichshow proper and improper chamfering techniques.

Figure 5. 108 Chamfering Segment Bar Edges on the Commutator


Commutator

Chamfering

5.120

Commutator BarEdges

Segment Trueness

Most motor overheating can be prevented by understanding the causes and preven-tions listed below:


Motor Overheating

ELECTRICAL

IF AN ELECTRICAL FAILURE OR AN EXTREME OVERLOAD OCCURS, ESPECIALLY INA TOTALLY ENCLOSED MOTOR, PERSONNEL SHOULD NOT BREATHE THEFUMES WHICH HAVE BEEN GENERATED INSIDE THE MACHINE. THE HEAT OFTHE FAILURE ARC OR OVERLOAD MAY GENERATE NOXIOUS FUMES BYPYROLYSIS OF THE INSULATION MATERIALS. ALL POWER SHOULD BEDISCONNECTED FROM THE MOTOR BEFORE ANY INVESTIGATION OF THEFAILURE IS ATTEMPTED. THE AREA AROUND THE MOTOR SHOULD BE WELLVENTILATED. PERSONNEL SHOULD NOT BREATHE THE TOXIC FUMESPRODUCED BY THE FAILURE. IF POSSIBLE, TIME SHOULD BE ALLOWED FOR THE

5.121

ELECTRICAL

An open circuit is one in which the electrical circuit within the motor has beenbroken. This can be caused by:

bad brushes or brush springs

a broken wire in the field winding

a loose or bad connection

Disconnect the motor from the truck circuit.

Connect the leads of an ohmmeter between the individual circuits. (The drivemotor has four external connections - two armature and two field. See below.)

There should be continuity within each circuit and the meter reading should bezero.

There should be NO continuity between the armature and the field terminals.The meter should register more than 100,000 ohms.

If the meter indicates an open circuit in the armature, check condition of thebrushes before rejecting the motor.

The auxiliary and lift motors have only two external connections because the arma-ture and field windings are connected intenally. The above continuity check maybe made between the two external terminals. If an open circuit is found, these mo-tors must be disassembled to check the field and armature circuits for continuity.

Figure 5.109 Drive Motor Terminals and Circuits


Motor Test forOpen Circuit

Motor Open

ProcedureCircuit Test

NOTE:

•

•

•

1.

2.

3.

4.

5.

5.122


A short circuited motor is one in which the insulation on the field or armature wind-ings has broken down at two or more points. The breakdown creates a low resis-tance current path, allowing current to flow from one turn of the coil to anotheradjacent coil turn, without octually flowing through the coil wire. The result is a de-crease in total resistance of the motor winding and an increase in the current flow.Location of the short determines its severity.

A shorted motor may be indicaded by:slow or sluggish operation

running faster than nommal

overheating

blowing a power fuse

Refer to the inspection report showing the motor current when the motor wasnew.

Duplicate the same truck conditions (loaded or unloaded) and measure the pres-ent current.

If the present current reading is 25% more than the original current value, ashort circuit probably exists.

A short circuit in the armature will cause heating which will probably resuh in burn-ing of:

the armature coilbanding wirescommutator segments

Visual inspection should show this condition.

•

•

•

•

Short CircuitTest - Motors

Short Circuit Test

Armature Shorts

•

1.

2.

3.

••

5.123

ELECTRICAL

In a grounded motor, an electrical circuit exists between the current-carrying conduc-tors and the motor housing. This can be caused either by direct contact or throughconductive foreign material.

The ground may be caused by:insulation breakdownbrush leads touching the motor housingbuild-up of carbon dust or other materials.

Isolate the motor from the truck circuit.

Attach one lead of a megohmmeter (preferably), or an ohmmeter set to the high-est resistance scale, to a motor terminal and the other lead to the motor housing.Be sure paint does not interfere with connections.

If the megohmmeter indicates a resistance of less than 100,000 ohms, themotor is grounded. Clean, repair or replace the motor as necessary.

Another common cause of truck electrical problems is other grounding. Groundscan be caused by:

accumulation of dirtbreakdown of insulationbare wires

Grounds can occur at numerous locations including:batteriesmotorscontactorssolenoid coilsterminal stripsswitches

Disconnect battery connector.

Connect one ohmmeter lead of a Simpson Model 260 (or equivalent) to thetruck frame making sure of good contact with bare metal. Use R x 100 scale.

Connect the other ohmmeter lead to each of the following points individually:FU 1-2FU3-2TP4

A reading of less than 1,000,000 ohms between any of the connectionsindicates that a ground exists.

Inspect circuit carefully to find the cause of the ground.


1.

2.

3.

•

•••

••

Procedure

•

••••••

•

Motor Grounds Test

Grounds - General

•

4.

5.

1.

2.

3.

5.124


Auxiliary Motor -Pacific ScientificSpecifications

Brush Disconnect battery.Replacement

Tag and remove power cables.

If motor is left on truck, place tape over the bolt heads to hold in place once thenuts are removed; this will aid in reassembly. If motor is to be removed, removefoot mounting screws and separate aux. pump from motor.

Remove nuts from the tie bolts.

Lift off rear end bell assembly.


Figure 5.110 Pacific Scientific Motor - Exploded View


1.

2.

3.

4.

5.

Foot Mount Base

5.125


Brush Loosen terminal stud, pull brush lug from under nut.Replacement(Cont’d.) Lift spring off brush.

Remove old brush; install new brush; put lug under terminal and tighten. Repeatfor other brush.

Position brush as shown below.

Figure 5.111 Brush Spring ‘Cocked’ For Insertion

Ensure that the wave washer is in the bearing bore. Hold the washer in placeusing finger through hole in end bell during assembly.

Orient end bell key to line up with mating notch in shell.

Partially insert bell and ‘uncock’ brush springs by pushing brush toward commu-tator until the spring snaps over the brush. See Figure 5.112.

Figure 5.112 Brush Spring in Proper Position

Tuck insulators back into position between brush leads and shell. See

TO PREVENT SHORTING ENSURE THAT INSULATOR IS IN POSITION AND HASNOT BEEN DAMAGED.

Using small screwdriver align tie bolts with holes.Push end bell assembly back into its original position.


ELECTRICAL

6.

7.

8.

9.

10.

11.

12.

13.

14.15.

CAUTION

5.126


Replace tie bolt nuts. Remove tape if used in Step 3.

If motor was removed from vehicle, re-attach auxiliary pump to motor (applyMolycote grease to tang) and remount motor in vehicle.

Reconnect power cables.

Reconnect battery and test motor.

Commutator Care See Page 5.118.

Pacific Scientific Disconnect the battery; disconnect power leads from auxiliary motor.Bearing/Armature

Remove screws holding pump/motor assembly to the tractor.

Separate auxiliary pump from motor.

WHEN DISASSEMBLING MOTOR, USE A CLEAN BENCH, FREE OF STEEL PARTS ORCHIPS AS THE PERMANENT MAGNET FIELD WILL ATTRACT LOOSE PARTICLES.

Remove tie bolts and nuts.

Remove rear end bell assembly and wave washer.

Hold shell assembly securely (do not squeeze excessively in vise).

Grasp shaft and/or front bell and withdraw briskly.

The bearing in the front end bell is held in place with Loctite. Use a puller to re-move front end bell and bearing from shaft.

Press the bearing out of the front end bell. Use caution not to distort end bell.See NOTE.

If the bearing cannot be properly removed, replace both bearing and end bell.

Remove rear bearing.

To assemble, reverse Steps 1-10 observing the following NOTE and CAUTION.

After pressing new front bearing onto shaft use Loctite 242 (1036909) on outerrace in front end bell. See Brush Replacement for rear end bell installation.

WHEN INSERTING ARMATURE IN SHELL, INSERT COMMUTATOR END FIRST.AVOID SCARRING COMMUTATOR WIRES.

ELECTRICAL

BrushReplacement(Cont’ d.)

16.

17.

18.

19.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

NOTE:

NOTE:

CAUTION

CAUTION

5.127


Motor Disassembly The service procedures for Prestolite motors are basically the same regardless of- Prestolite size.

Figure 5.113 Typical Prestolite Motor

Remove the cover band from the commutator end of the motor (if so equipped).Use a brush hook to reach into the motor and lift the brush springs. Pull thebrushes out of the brush holders. Either position the brushes outside the motoror remove the brush retaining screws and remove the brushes from the motor.

Figure 5.114 Lifting Brush Springs - Brush Removal

Scribe or center punch locating marks in the end heads and the frame. Al-though locating marks are not always necessary because of locating pins insome motors, the marks can save a lot of time when the motor does not have lo-cating pins.

Figure 5.115 Removing Brush Retaining Screws

5.128

1.

2.


3.

4.

Motor - Prestolite Remove the commutator end head retaining screws or bolts. Most motors haveDisassembly a slip fit bearing at the commutator end, and the end head can be removed with(Cont’d.) very little trouble.

Figure 5.116 Removing Commutator End Retaining Screws

On motors that have a shaft extension on both ends of the armature, the attachmenton the commutator end of the shaft must be removed before the end head can beseparated from the motor.

Figure 5.117 Commutator End Removed

Remove the drive end head retaining bolts or screws, if necessary. Some of thesmaller pump motors retain the drive end head with the motor through-bolts.

Figure 5.118 Removing Drive End Retaining Screws

ELECTRICAL

5.129

NOTE:


Motor - Prestolite Separate the armature and drive end head, from frame and field coil, as an as-Disassembly sembly.(Cont’d.)

Figure 5.119 Removing Drive End Head and Armature

Separate the armature from the drive end head. This operation is usually accom-plished by pressing the armature out of the drive end bearing. On some of thelarger motors, the end head and bearing will have to be removed with a puller.

When a puller is used, protect the end of the armature shaft with a nut or a thick flatwasher. If the shaft, coupling, or spline is damaged when removing the end head,the armature or the drive spline usually has to be replaced. Use caution and do notdamage the armature.

Separate the bearing from the end head. On larger motors the bearing is re-tained with a snap ring. Remove the snap ring, then press the bearing out of theend head. Se the figure on the next page.

Figure 5.120 Removing Drive End Head With Puller

5.

6.

7.

5.130

ELECTRICAL

NOTE:


Motor - PrestoliteDisassembly(Cont’d)

Figure 5.121 Removing Bearing Retainer

There will be occasions when it will be necessary to remove ventilating fanand/or drive splines from armature shafts. The ventilating fans are, for the mostpart, cast iron or cast aluminum. Once these fans have been pressed onto thearmature, they must be heated to be removed without damage.

A puller is installed and a slight pressure exerted against the fan. Use a smallpropane torch to heat the area of the fan around the shaft. When the fan be-comes loose on the shaft, as evidenced by the puller becoming loose, remove itas quickly as possible.

Figure 5.122 Removing Fan

8.

ELECTRICAL

5.131


(Cont’d.)

9.

10.

11.

Motor - Prestolite Press or drive the spline retaining pins out of the shaft and spline.Disassembly

Use a hammer and chisel or drift punch to drive the spline out of the shaft.

Once the spline is removed, the armature shaft must be cleaned to remove allof the old grease and any metal chips or filings.

Figure 5.123 Removing Spline Retaining Pin

Figure 5.124 Removing Spline

Cleaning Before any testing or inspection, motor components, except bearings and armature,should be thoroughly cleaned with a good grade petroleum base cleaning solventand dried with compressed air.

The armature should be blown off with compressed air to remove brush dust anddirt from around the commutator and windings.

Bearings should be wiped clean with a cloth and never submerged in a solvent.Submerging bearings in a solvent will deteriorate internal lubrication which cannotbe replaced.

5.132


Motor - Prestolite, After the motor components have been thoroughly cleaned and dried, they shouldInspection be inspected for the following:

ELECTRICAL

5.133


Testing Motor - After thorough inspection, the Frame and Field Assembly should be checked forPrestolite grounded, open or shorted circuit. Grounded and open circuits can be checked

using a test light. Most commercial growlers incorporate a test light.

Test the Frame and Field Assembly as follows:

Figure 5.125 Checking for Grounds

Figure 5.126 Checking for Open Circuit

ELECTRICAL

5.134


Prestolite Frame If the inside of the motor is exceptionally dirty and there is evidence of a groundingand Field Service condition caused by the dirt, the inside of the motor can be given an additional coatNotes of insulating varnish. Red glyptol can be used if a better material is not available,

however, we recommend using a Class F, Polyurethane air drying insulating varnish.This is readily available under various brand names from electrical repair or partshouses in aerosol type dispensers.

Before spraying field coils, make sure they are absolutely clean and dry. Protectbrush rigging, pole shoe faces and end head seats to keep varnish off.

Field Coil Good solder connections are important due to the vibration characteristics encoun-lnstallation tered by these motors which can cause cold or poorly soldered connections to

break. Before installing the field coils, the connections which require solderingshould be buffed or wire brushed clean to remove any oxidation. The connectionsshould then be tinned with a soldering iron.

We do not recommend using a soldering gun or torch. Soldering guns cannot pro-vide the heat concentration required and soldering torches can damage the insula-tion. Use a heavy soldering iron.

After field coil installation, connect the solder joint making sure the solder is flowingproperly to avoid a cold soldered joint.

There is an optional method of connecting field coils which provides a mechanicalconnection before soldering. This method facilitates soldering and results in astronger connection for added vibration protection.

After tinning and installing the field coils in the frame, align the coil straps and drillan 11/64" hole (#18 drill) through both straps. Insert a #8-32 brass screw and nutor a brass pop rivet and solder the connection. After the connection has beenmade, check the clearance between it and the end head to prevent grounding theconnection when the end head is installed.


NOTE:

ELECTRICAL

NOTE:

5.135


Prestolite Frameand Field ServiceNotes (Cont’d.)

Armature Testing Check the armature for grounded circuits by placing one test lead of the test lampon the commutator and the other test lead on the armature shaft. If the test lightlights, the armature is grounded.

If the armature has been turned and undercut prior to testing, check for and removeany copper buildup or fillings between commutator bars and at the commutatorriser. This condition will cause an armature to check shorted and is usually causedfrom a dull undercutting tool.

Figure 5.127 Testing Armature

Standard Wiring These armatures are tested on a growler using a steel strip or hacksaw blade to lo-Connections cate any shorted windings. Rotate the armature in the growler while holding the

strip or blade over the armature so it passes over each armature core slot. If a wind-ing is shorted, the strip or blade will vibrate.

Reassembly After the motor components have been thoroughly cleaned, tested, repaired or re-placed, assemble the unit.

ELECTRICAL

NOTE:

5.136


Motor - Prestolite If the spline has been removed a new one must be installed.Assembly

Once the spline is removed, the armature shaft must be cleaned to remove all oldgrease and metal chips or filings.

The new spline is pressed into the shaft and the retaininq pin hole is drilled throughthe new spline.

Figure 5.128 Drilling Spline

New splines have instructions calling out a dimension for spline installation. Afterthe hole has been drilled through the spline, the armature and spline should beblown out using dry compressed air to remove all metal chips and filings.

When the fan is reassembled on the shaft, make sure it is a tight fit. Use “Loctite Re-taining Compound 40" or equivalent on the inside of the fan hub when reassem-bling fan.

Figure 5.129 Fan Installation

5.137

lockshft.gem


Motor - PrestoliteAssembly (Cont’d)

Bearing Installation Whenever ball bearings are pressed into an end head or onto a shaft, always pressagainst the race that is absorbing the pressure. Press on the outer race wheninstalling into end heads and against the inner race when installing onto a shaft.

Figure 5.130 Typical Bearing - End Head Installation

Reassembly Reverse Disassembly Instructions to Reassemble.

Testing After assembly, the motor should be connected and tested as specified.

Some motors are tested at voltage lower than (1/2 to 2/3) rated voltage of themotor. This is done to avoid excessive current draw and/or excessive free running RPM.

When testing motors, the voltmeter connections must be made at the motorterminals.

ELECTRICAL

NOTE:

5.138


ELECTRICAL

Drive Motor -Prestolite (24 Volt)

Test Connections

Test Specifications (@ 77°F/25°C) Test in both directions of rotation

Viewed from Commutator End

5.139


Lift PumpMotor Test(24 Volt)

Test Specifications @ 77°F/25°C

Lift PumpMotor Test


(36 Volt)

Test Specifications @ 77°F/25°C


5.140


STEERING EN- The steering encoder is mounted behind the steering wheel. The figure below showsCODER a cross section of the steering assembly and applicable service notes.

Figure 5.131 Electronic Steering Wheel Assembly

STEERING ENCODER

5.141


Handling Printed Observe the following when performing any adjustments or replacing a printedCircuit Cards circuit card:

DO NOT touch the gold fingers on the edge connector on any printedcircuit card. The oil from your fingers can cause intermittent contact. If re-quired, clean the edge connector using a soft pink pencil eraser. Wipeoff any excess eraser particles using a soft, clean cloth.Connect the harness to the card before inserting card into the card cage.DO NOT push on the connector when inserting the card; the connectormay be damaged. Push on the card ejector only.Turn truck power off before removing or installing circuit cards.Circuit cards containing CMOS devices SHOULD NOT be exposed tostatic electricity.

STEERING ENCODER

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5.142


If the horn button requires replacement, removing the grip portion of the controllerwill save you time as you will not need to perform LEARN again. If the lift/lowerthumb lever is removed for any reason, you MUST perform LEARN again beforereturning the truck to service.

With power disconnected and console cover in operator’s compartment removed:

Remove connector JPC9 from the carriage wiring board.

Remove screws holding controller assembly to vehicle. Remove controller fromtruck.

Remove screws holding cover (2).

Remove screws holding bracket (3).

Lift out VR1 along with bracket (3). The cable clamp on the outside of the hous-ing (1) may need to be removed.

Remove old shrink sleeve from pot (VR1) terminals. Identify wires for reassembly.

Unsolder wires.

Remove gear (9).

Remove nut holding potentiometer to bracket (3).

If potentiometer is the only item being replaced, proceed to Step 4 of AssemblyProcedure on the next page.

Remove cap screw securing gear (8) to shaft (5).

Support gear (8) with one hand and pull shaft (5) out with the other.

Shaft (5) and spring (7) may now be removed. Note quantity and position ofany spocers.

If spring (7) needs replacement it may now be removed/replaced.

If spring is replaced, apply a light coat of lubricate (P/N 1056019) to new spring be-fore assembling onto gear (8).

DO NOT BEND SPRING EARS - FATIGUE FAILURE MAY RESULT.

If oilite bearings (6) require replacement, press old bearings out and new onesin.

Bearings to be flush with inside of housing. Use gear (8) as a gauge to ensureproper distance between bearings.

STEERING ENCODER

PotentiometerRemoval (VR1)

Directional/speedController RemovalFrom Vehicle

NOTE:

NOTE:

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NOTE:

5.143

CAUTION


Install gear (8) and spring (7) into housing (along with any spacers previously re-moved). Position ears of spring (7) correctly around spirol pin in housing. (See

Figure 5.132 and Figure 5.133)

Line up holes in housing (1) and gear (8) and slide shaft (5) into housing andgear.

Install cap screw to secure gear (8) to shaft (5). Turn shaft 90° in both direction

to insure free movement. Push and pull on shaft (5), if excessive play is found,

correct NOW.

Bend locating tab of potentiometer (VR1) down so it does not engage bracket (3).

Place potentiometer (10) into bracket (3).

Replace washer/nut on potentiometer and tighten only finger tight.

Slide new shrink sleeving (3/8" long) over individual wires.

Solder wires onto new potentiometer.

Shrink sleeving over terminals and solder joint.

Bend terminals over as shown.

Install gear (9) on potentiometer shaft. Set screw in aear should be away frompotentiometer. Potentiometer shaft should be flush with end of gear (9).

Carefully place bracket and potentiometer back into housing. Specially formedteeth assure proper alignment of the gears.

Install screws into bracket (3).

Connect a VOM to the wires between JPC9-7 and JPC9-8.

Wth the travel control handle in the neutral position, rotate the bocdy of VR1

until a reading of 650 +/-20 ohms is obhined. This is course adjustment.

Disconnect meter and reconnect wires back onto Carriage Wiring Board at JPC9.

Power up truck and enter test A3.

Rotate the body of VR1 until a reading of 2.50 +/-0.1 volts is on the Operator’sDisplay. This is the fine adjustment.

Tighten nut securing VR1 in bracket (3).

Ensure voltage measured in step 18 is still within tolerance; adjust if required.

Replace cover (2).

Reverse removal from vehicle instructions Steps 1-4 to install controller assemblyback into vehicle.

Perform LEARN before returning truck to service.

STEERING ENCODER

Directional/SpeedControllerAssembly

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5.144

Do not lubricate gears in controller assembly.NOTE:

MODEL NOR30/NOR30P: MAINTENANCESTEERING ENCODER

Figure 5. 132 Directional/Speed Control Assembly

5.145


Figure 5.133 Directional/Speed Control - Exploded View

5.146


Lift/Lower Return Disconnect battery.Spring

Remove set screws (1).

Carefully pull thumb lever (2) straight off of assembly. See NOTE.

DO NOT rotate potentiometer shaft while thumb lever is removed. If thepotentiometer shaft is moved perform Test A4 to ensure that the voltage is correct.

Remove old spring.

Install new spring, carefully positioning spring ears around pin. See CAUTION.

DO NOT BEND SPRING EARS.

Carefully slide thumb lever onto pot shaft, ensuring that shaft is not turned fromoriginal position.

Tighten set screws (1 ) securely.

Perform LEARN mode.

Figure 5.134 Lift/Lower Return Spring Replacement

STEERING ENCODER

Replacement

CAUTION

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NOTE:

5.147


5.148

VR2 Replacement 1. Disconnect battery.2. Loosen set screws from backside of thumb lever. Pull thumb lever off.3. Remove screws holding handle halves together. Separate control handle halves.4. Unsolder wires from potentiometer.5. Remove pot from housing.6. Slide shrink sleeving (3/8" long) over wires.7. Solder wires to pot as shown below.8. Shrink sleeving over terminals. Bend terminals over as close to pot body as possible.


Figure 5.135 Lift/Lower Control Assembly, Potentiometer Wiring

Figure 5.136 Lift/Lower Control Section


VR2 Replacement 9. Slide pot into housing, locking pot tab into molded recess in housing(Cont’d)

10. Reassembly halves of controller handle.

11. Perform LEARN mode.

STEERING ENCODER

5.149


ELECTRICAL

Steering The tachometer assembly, which is driven by the hydraulic steer motor, should notTachometer need any maintenance over the life of the truck. However, care should be taken toAssembly ensure its proper operation.Maintenance

The beh tension does not need adjustment as it is preset by a spring. This alsoprevents over-tightening of the belt which can damage the tachometer, althoughbelt tension could be adversely affected if the mounting brackets are bent.

Replace the belt if there are any cracks or frayed sections.

If the tachometer support is disassembled, be sure to reassemble the spacerassociated with the pivoting bracket and that the bracket moves freely.

The tachometer brushes should never require service.

Do not secure the cable between the tachometer and the free-hanging quick dis-connect terminals. Stiffness of the cable jacket is enough to upset the operationof the tachometer.

Be sure the protective rubber boot is installed which prevents oil from enteringand damaging the tachometer.

For best results, replace the tachometer as a complete unit rather than trying toservice it.

ELECTRICAL

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Figure 5.137 Steering Feedback Tachometer

5.150


Position Feedback The Position Feedback Pot Assembly, which is turned as the drive unit is moved fromPot Assembly side to side, should not need any maintenance over the life of the truck; however,Maintenance care should be taken to ensure its proper operation.

Figure 5.138 Position Feedback Potentiometer

5.151

Be sure to tighten all mounting bracket and coupler hardware whenever the Posi-tion Feedback Pot Assembly is worked on. If set screws are loosened, apply Loct-ite (1036909) to threads then retighten.

Make sure that the wires soldered on the pot cannot touch one another when in-stalled.

For best results, replace the Position Feedback Pot as a complete unit rather thantrying to service it.

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Potentiometer VR9 Potentiometer VR9 is used on trucks with power steering. To adjust the voltageAdjustment output from VR9:

Turn the drive unit so it is straight ahead. It is important that the drive unit beas straight ahead as practical!

Loosen the coupler. Refer to Figure 5.139. See NOTE.

NOTE: If a new VR9 is being installed, set the pot initially to a rough setting of 6,000 ohms.

Enter Test A0.

Rotate coupler until Operator’s Display shows 4.4 +/-0.3volts, (Turn couplerclockwise to increase voltage). See NOTE.

NOTE: If Code 76 appears intermittently during normal operation, set the voltage of VR9more towards 4.1 volts.

Tighten coupler.

Check voltages as per Test A0:

Exit test.

Run Learn.

End of Procedure.

Figure 5.139 Adjusting Potentiometer VR9(Power Steer Trucks Only)

5.152

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The following information is applicable to all vehicles equipped with electronic steer-ing. This inclades vehicles with or without wire guidance.

Proportional solenoid must be properly installed.

Turn keyswitch on and verify that all three Leds on the Power Supply Card are lit.Connect a meter to each of the listed test points on the Power Supply card withrespect to TP4 (GRD) and verify supply voltages:

• TP1 - 4.90 to 5.10 volts DC• TP2 - 11.88 to 12.12 volts DC• TP3 - 5.88 to 6.12 volts DC

Figure 5.140 Power Supply Card (Electronic Steer & W/G Vehicles)

Initial Adjustments All vehicles must initially have the Position Feedback pot adjusted. This procedureshould only need to be done when the truck is first put together, the Position Feed-back pot is replaced, or pot VR1 (WHEEL TRIM) cannot be adjusted enough whenaligning wireguidance.

This and all other instructions are written for using either a voltmeter or the wireguid-ance test/alignment box P/N 1056002 to do the adjustments. If a voltmeter is used,the testpoints for connecting it are listed. If the alignment box is used, the corre-sponding switch position is also given in brackets [ ]. An adapter P/N 1056001 isnecessary in order to use the wireguidance alignment box with this system. An ex-tender card P/N 1029620 is also available to make access to testpoints easier. As areference, the cards are arranged in the card rack in the following manner:


Figure 5.141 Card Cage Layout

Electronic SteeringTest Procedure

Initial Checks forAll Vehicles

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5.153


Setting Position Adjusting the position feedback potentiometer is required so the steering systemFeedback Potenti- knows when the drive wheel is straight ahead. This procedure should be done everyometer VR8 6 months or 1000 hours of operation or whenever the pot mounting bracket or flexi-

ble coupler are removed. Improper adjustment can result in:

improper auto-centering during power-upthe drive unit hitting a physical stop when turned, oran error condition of “Drive Unit Out of Range” when in wire guidedmode.

Adjust the Position Feed back Potentiometer mounhng bracket so that the pot isconcentric within 1/8" of the drive unit centerline. See NOTES.

NOTE: If this adjustment is not done correctly, it can cause the output of the feedback pot toincorrectly indicate position if the drive unit should tilt. Slight tilt of the drive unit willoccur when accelerating/decelerating or when traveling over uneven floors. This situ-ation will cause degraded steering performance.

NOTE: Ensure that all hardware is tight when done.

Figure 5.142 Adjusting Feedback Potentiometer

Position the drive unit so that the truck travels straight while driving in manual.This will assure that the drive unit is positioned correctly and it also releases anytension between the tire surface and the floor. See NOTE.

NOTE: Turning the drive unit while standing shil creates tension between the surface of thetire and the floor. This tension can rotate the drive unit when the auxiliary system isturned off. This would throw the drive unit out of position.

Attempting to positon the drive unit by sight will give in poor results.

Connect a DVM (Digital Voh Meter) to TP-5 WRT (with respect to) Vr (TP-4 on theSolenoid Control card, or TP-3 on the Power Supply).


•••

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5.154

Position Feedback Potentiometer


Adjust VR1 on the Solenoid Control card (WHEEL TRIM) until a reading of zerovolts is obtained. See NOTE.

NOTE: VR1 will not change the voltage that represents drive unit position at TP-3 ortest/alignment unit switch position [WHEEL POSITION].

Connect a voltmeter to TP-3 [WHEEL POSITION] on the Solenoid ControllerCard WRT to Vr (TP-4). Set the DVM to a scale of approximately 2 volts, full scale.

Loosen, but do not remove, the Feedback Potentiometer hold down screws androtate the pot until the meter reads as close to zero as possible.

Tighten the pot hold down screws. The voltage at TP-3 [WHEEL POSITION]should still be within +/- 100 millivolts of zero (one minor division of the align-ment box scale).

Perform Learn mode.

End of procedure.

Figure 5.143 Solenoid Control Card

Setting FeedbackPotentiometer VR8(Cont’d)

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5.155


Connect the Wireguidance Digital Tester P/N 1056020 to PW4 on Logic Cardand turn the AUTO/MAN switch (if equipped) to manual.

NOTE: When using the Digital Tester, an LED ON is equivalent to a “1” ( one ), and anLED OFF is equivalent to a “0” ( zero ).

Read the Status Message in the Status Message Register of the Digital Tester. Itshould read one of the following messages depending on the angular position ofthe drive unit:

Turn the drive unit fully left, shut off power for at least 5 seconds.

Turn power back on, and then step on the deadman pedal. The drive unit shouldturn to approximately straight (autocenter) within 1.5 seconds of stepping on thedeadman pedal.

Drive the truck at least ten feet without turning the steering wheel to release tirefriction. The drive unit should be within 3 degrees of centered. See Figure belowfor an easy way to measure this.

Repeat steps 3 through 5 with the drive unit initially turned full right.


Figure 5.144 Measuring Drive Angle

OperationalChecks(For All VehiclesWith ElectronicSteering)

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5.156


With drive unit turned full left, drive the truck a short distance without turning thesteering wheel back. The mechanical stop on the drive unit should be within 16°,(2.0") of hitting the frame stop without hitting it. Repeat this test for the drive unitturned fully right.

Disconnect the harness connected to the Solenoid Control Card at JPW3. TheStatus message should change to the following:

Verify that the audible alarm comes on, that the PC contactor drops out,and that the brake is applied. Reconnect the harness to JPW3. Turn power off andthen back on to clear the error condition.

Short circuit TP3 to TP4 on the Power Supply card with a jumper clip. The statusmessage should change to the following:

Verify that the audible alarm comes on. Remove the short from the Power Sup-ply, and turn power off and then back on to clear the error condition.

Disconnect the cable marked JPC12 on the carriage wiring board, or JPS28 onthe Vehicle Manager. The Status message should change to the following:

Verify the audible alarm comes on. Reconnect harness.

NOTE: END OF TEST FOR NON-WIREGUIDED VEHICLES. Continue to next page for vehi-cles equipped with wire guidance.

OperationalChecks(For All VehiclesWith ElectronicSteering) (Cont’d)

5.157

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Complete the Operational Checks on the previous pages before proceeding.

Drive the truck to a position away from any guidewire and switch theAUTO/MAN switch to automatic. The Status message should change to thefollowing:

Verify that the:audible alarm comes ontruck will still steer in manual modetruck speed is limited to slow speed.

Drive the truck toward a guidewire at approximately 15°. When the sensor getsclose to the wire, the:

audible alarm goes offtruck will no longer steer manually, andStatus Message should change to the following:

At this point, the truck should attempt to align itself over the guidewire. When allof the lights in the Deviation register go out, the Locked-On-Wire light shouldcome on and the Status Message should change to one of the following mes-sages depending on the frequency being used:

Continued next page

OperationalChecks -WireguidedVehicles Only

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5.158


With the truck locked on wire, shut the Line Driver off. The Status Messageshouid change to the following:

Verify that the audible alarm comes on. Reconnect the Line Driver.

With the truck locked on wire, switch the AUTO/MAN switch to manual; the audi-ble alarm should come on.

Turn the drive unit completely to one side and rotate the truck over the wire whileobserving the Leds in the deviation register of the Digital Tester. The Leds in theHeading Limit side shouid come on in sequence with the first LED coming on atapproximately 1.5° to the wire and the second LED coming on at approximately3°.

Return truck to approximately parallel to the wire and turn the drive unit so that itis straight.

Drive the truck along the wire so that it gradually moves away from the wire.Observe the Leds in the Displacement Limit side of the deviation register. TheseLeds should also come on in sequence, with the first coming on at approximately1-1/4 inch and the second at about 2 inches. The audible alarm shouid turn offwhenever the second LED in either the Heading or Displacement Limit section ofthe Deviation register turns on.

End of procedure.

OperationalChecks -WireguidedVehicles Only(Cont’d)

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5.159


Wire GuidanceTest Procedure

Initial Checks Before making any adjustments to the vehicle wire guidance system, perform thefollowing:

Check that the proportional valve and guidance sensor are installed andfunctioning properly.

Ensure that the correct wire guidance frequency has been selected. This can beverified through Configure mode. Note that if the wire frequency is changed, thepreamp in the wire guidance sensor must be changed to match the new fre-quency.

Verify that guidewire frequency is correct and that the guidewire current isadjusted correctly.

Continued next page

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5.160


Turn the keyswitch on. Verify that all three Leds on the Power Supply card are lit.Connect a meter to each of the test points on the Power Supply card with respectto TP4 (grd) and verify supply voltages.

Figure 5.146 Power Supply Card

Wire GuidanceTest Procedure(Cont’d.)

4.

5.161


Wire Guidance The wire guidance alignment procedure is divided into the following sections:Alignment

vehicle static adjustments

vehicle dynamic adjusiments

optimizing wire guidance performance

Adjustments to the feedback potentiometer are only required when the feedback potentiometer is replaced or VR1 on the Solenoid Controller card cannot be adjustedenough. Refer to page 5.154.

Static Adjustment The truck static adjustment is the initial set-up procedure of the guidance system,and the adjustments are done with the truck standing still. This procedure shouid bedone when the truck is first put together, whenever any component of the guidancesystem is changed (Filter card, Processing card, Preamp, or Wire Guidance sensor),or whenever the dynamic adjustments are not sufficient to get the truck to guideadequately. This section is also written two different ways depending on whether analignment track is available or not. It is highly recommended that an alignmenttrack be used as it makes the adjustments easier and more effective.

Dynamic The truck dynamic adjustment is the fine-tuning procedure, where the guidanceAdjustment system is adjusted to meet the needs of the vehicle. Adjusiments are done by observ-

ing the truck moving back and forth over a guidewire. This procedure should al-ways be done following the static adjustment procedure, every 6 months or 1000hours of operation or whenever necessary to improve the tracking accuracy of the ve-hicle.

All procedures are written for using either a voltmeter or the wire guidancealignment box P/N 1056002. If the alignment box is used, the correspondingswitch position is also given in brackets, [ ]. An adapter P/N 1056001 is necessaryin order to use the wire guidance alignment box with this system. See Figure 5.147.

Any good voltmeter can be used, but it should be a quality unit in proper workingorder. If an analog meter is used, care must be taken to prevent damage to itbecause the voltages to be measured can be of either polarity. An Extender card(1029620) is available to make the listed test points more accessible.See CAUTION.

DO NOT REMOVE OR INSTALL CARDS WITH THE POWER ON AS THE CARDSMAY BE DAMAGED.

•

•

•

CAUTION

5.162


Wire Guidance The wire guidance cards are arranged in the card rack as follows:Cards

NOTE: The Filter Card and Processing Card are used strictly for wire guidance.

Figure 5.148 Wire Guidance Circuit Cards

Figure 5.147 Wire Guidance Alignment Box w/Adapter

5.163


Truck Static The static adjustment consist of moving the sensor position relative to the guidewireAdjustments so that various parts of the wire guidance system can be matched. Either the wire or

the sensor can be moved to get the desired relationship, but in all cases the sensormust be kept os parallel to the wire as possible. All pots mentioned in this sectioncan be found on the Processing Card, and all measurements are with respect to TP-14 when using a voltmeter.

Adjust the sensor so that it is level within 1/8", between 1-1/4" to 1-3/4" abovethe floor, and is within 1/8" of being centered between the baselegs or loadwheels.

USE A CHAIN HOIST ATTACHED TO THE OVERHEAD GUARD OR OTHERADEQUATE MEANS TO SUPPORT CARRIAGE WHILE WORKING UNDERNEATH.

Position the sensor so that it is directly over the guidewire and as parallel to it aspossible. Connect meter to TP-5 [ HEADING ANGLE ] and adjustR124 ( TRACTOR OFFSET ) until the meter reads zero.

Position the sensor so that it is approximately 3-1/2" to one side of the guidewireand as parallel to it as possible. Read the voltage at TP-5 [ HEADING ANGLE ]and adjust R120 ( LOAD GAIN ) until the meter reads zero.

Position the sensor so that it is approximately 3-1/2" to the opposite side of theguidewire and as parallel it is possible. Read the voltage at TP-5 and the re-adjust R120 ( LOAD AGAIN ) until the meter reads one-half this value.

Be sure to observe the polarity of the voltage!

The static pot adjustments are now complete. DO NOT readjust R120( LOAD GAIN ) for any reason. See NOTE.

NOTE: If either potentiometer runs out of adjustment, try rotating the sensor SLIGHTLY overthe guide wire and repeat stops 2 through 4.

End of Static Adjustment Procedure without an Alignment Track.

Truck Static Adjust-ments W/O Align-ment Track

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5.164


Adjust the sensor so that it is level within 1/8", between 1-1/4" to 1-3/4" abovethe floor, and is within 1/8". of being centered between the baselegs or loadwheels.

USE A CHAIN HOIST ATTACHED TO THE OVERHEAD GUARD OR OTHERADEQUATE MEANS TO SUPPORT CARRIAGE WHILE WORKING UNDERNEATH.

Position the truck so that it is centered over the alignment track (+/- 3/8") andis as parallel to it as possible.

Set the track to the center wire and adjust R124 (TRACTOR OFFSET) so that TP5[HEADING ANGLE] is zero volts.

Set the track to either outside wire and adjust R120 (LOAD GAIN) so that TP5[HEADING ANGLE] is zero volts.

Set the track to the opposite outside wire and readjust R120 (LOAD GAIN) sothat TP5 [HEADiNG ANGLE] is one-half its value.

Be sure to observe the polarity of the voltage!

Set the track to the center wire and readjust R124 (TRACTOR OFFSET) so thatTP5 [HEADING ANGLE] is zero volts.

The static pot adjustments are now complete. DO NOT readjust R120(LOAD GAIN) for any reason. See NOTE:

NOTE: If either potentiometer runs out of adjustment, try rotating the sensor SLIGHTLY overthe guide wire and repeat steps 2 through 6.

End of Static Adjustment Procedure using alignment Track.

Figure 5.149 Example of an Alignment Track

Truck StaticAdjustments WITHAlignment Track

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5.165


Truck Dynamic The dynamic adjustment procedure is a fine tuning of the adjustments done in theAdjustments static procedure. DO NOT attempt to adjust R120 (LOAD GAIN) when using this

procedure. All pots can be found on the Processing Card except VR1 (WHEELPOS)pot, which can be found on the Solenoid Controller Card.

This procedure should be done every 6 months or every 1000 hours of operation.

Acquire a straight section of guidewire. Ensure the wire current is properlyadjusted.

Observe the tracking of the vehicle at the sensor as the truck is driven up anddown the wire. This can be done by observing the sensor directly or by measur-ing the signal at TP-12 [DISTANCE FROM WIRE] with respect to TP-14 on theProcessing Card. Read the following notes.

BE SURE THE VEHICLE’S PATH IS CLEAR!

NOTE: Best results can be obtained by accelerating up to at least half speed and allowingthe truck to coast to a stop in each direction. The truck should be driven at least 20feet in each direction to give it time to settle into its new position relative to the wire.Plugging, hard accelerations, and/or braking to a stop can give misleading indica-tions of adjustment.

NOTE: The drive tire cannot be used as an indication of adjustment. Sensor position iswhat is important.

If the sensor moves to different lateral(side-to-side) positions relative to the wirewhen driven forward verses reverse, adjust pot R124 (TRACTOR OFFSET) untilthe sensor tracks at the same point relative to the wire in each direction. If the ve-hicle moves to the RIGHT when traveling tractor end first and to the LEFT whentraveling load end first, turn R124 OUT (counter-clockwise).

NOTE: RIGHT and LEFT does not necessarily mean that the truck is actually to the right orleft of the wire, just that it moves right verses left for the direction indicated.

If sensor tracks offset to the guidewire at the same point in each direction, adjustVR1 (WHEELPOS) on the Solenoid Controller Card until the sensor tracks di-rectly over wire. Turn VR1 IN (clockwise) to make the vehicle move to the RIGHTrelative to the wire. If the sensor cannot be centered, recheck the Position Feed-back Pot adjustment or the sensor position.

End of Wire Guidance Dynamic Adjustments

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Optimizing Wire This section details how to reduce the amount of offset used in the adjustment of aGuidance Wire Guidance system.Performance

This procedure only needs to be done if the truck will guide properly only in someaisles, or possibly if frequent adjustments are necessary.

Reasons for The OFFSET pot adjustment is provided as a convenient method for matching theOptimizing a Wire sensor electrical centerline with the truck steering centerline. It is intended to only beGuidance System a fine-tune adjustment because using an excessive amount of offset causes the fol-

lowing problems:

If the floor signals vary, the truck can only be adjusted for certain pointson the floor or only for certain aisles.If the guidewire current changes, the truck will be out of adjustment.

These problems occur because this adjustment is a balancing act between twothings: a constant that you input with the offset pot, and the signals received fromthe floor. If the floor signals vary, the balancing act is upset and the system will goout of adjustment.

It is important to note the following points:

You cannot see the sensor’s electrical centerline.The sensor’s electrical centerline is probably not the same as the sensor’sphysical centerline due to component tolerances.You cannot see the truck’s steering centerline.The truck’s steering centerline is probably not the same as the truck’sphysical centerline due to manufaduring tolerances.The only way to tell if the sensor’s electrical centerline matches thetruck’s physical centerline is to watch the truck guide up and down thewire. If the truck tracks at the same point laterally (side-to-side) to thewire in each direction of travel, the centerlines match. (Note: This doesnot necessarily mean centered over the wire.)Floor signals tend to vary quite a bit between aisles or even in any givenaisle.Opoimum tracking will be achieved when zero electrical offset is used.The offset adjustment is roughly equivalent to rotating the sensor’s eledri-cal centerline.On orderpickers, the carriage comes down close over the sensor. Thesignals received by the sensor will actually increase as the platform islowered because the platform will distort the magnetic field. This is thesame as if the signal from the floor was to vary for some reason and canaffect the adjustment of the system.


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5.167


Optimizing WireGuidancePerformance(Cont’d)

Determine How This procedure will only help if a large amount of offset is being used by a vehicle.Much OFFSET is To determine if this is the case, complete the following steps: See figure next page.Being Used

Do a complete static and dynamic adjustment of the vehicle.

Measure the voltage at the wiper of the TRACTOR OFFSET pot with respect to Vr:TRACTOR OFFSET is R124 on Processing Card andVr is TP-14 on Processing Card.

NOTE: The wiper is always the center terminal of the pot.

If the Offset voitage is greater than + 1.5 volts or less than -1.5 volts, then thisprocedure can help improve the performance of the Wire Guidance system. Ide-ally this voltage would be zero.

Electrical OFFSET This procedure will physically position the sensor so that the centerline of the sensorReduction and truck match. This will be done by adjustment of the sensor in its mountingProcedure bracket as shown in the following figure.

Figure 5.150 Adjusting Guidance Sensor

Put truck on wire, accelerate to at least half speed, and coast to a stop. Do notreverse direction. This will align the truck steering centerline with the wire.

Measure the voltage at the OFFSET pot (R124) wiper. Adjust the offset pot untilthis voltage is zero volts.

Measure Heading Angle TP-5 on Processing Card WRT TP-14 (Vr).


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Procedure 1.

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Optimizing WireGuidancePerformance(Cont’d)

Loosen bolts holding sensor to its mounting bracket.

Rotate sensor until Heading Angle indicates zero. Ensure sensor remains level.

Tighten sensor mounting bolts.

Loosen mounting bracket bolts holding bracket to truck.

Pivot bracket to center sensor between baselegs.

Tighten the mounting bracket screws.

Perform dynamic adjustment procedure.

End of procedure

Figure 5.151 Card Cage Circuit Cord Arrangement

ElectricalOFFSETReductionProcedure (Cont’d)

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Diode Assemblies Diode assemblies stop current in one direction and allow it to flow in the otherdirection. This prevents signals appearing at the cathode (-) from feeding back intothe anode (+) (control) circuits.

Procedure Using a Fluke 8060A volt/ohmmeter or equivalent, perform the following checks.Do not omit any check. Replace any module failing any part of a test.

DO NOT ATTEMPT TO TEST DIODE ASSEMBLIES WHILE THEY ARECONNECTED TO THE CIRCUIT.

Note that the following test for DA6 assumes that a Simpson 260 VOM meter isused.

To check the capacitors within the circuit proceed as follows:

When the diode portion of the circuit was tested in DA6, as described above, thecapacitors were charged to the voltage level of the test meter.

Disconnect one test lead at the ohmmeter.

Attach leads from meter so the positive lead is attached to 2 and the negativelead is attached to 4.

Watch the needle on the meter carefully. When the disconnected lead is reat-tached to the meter, the needle will momentarily jump as the capacitordischarges through the meter.

Disconnect one lead from the meter and attach the positive lead to 6 and thenegative lead to 1. Repeat step 3; the needle on the meter should jump again.

If the needle does not move, complete the entire test once again to ensure that thecapacitors were in fact charged. If DA6 continues to fail this test, replace the assem-bly.

CAUTION

DA6

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Coil Driver Test The coil drivers used on this vehicle are all identical. If a coil is suspected to be bad,swap it for another coil driver in a circuit which functions properly.

Revised 12/15/92

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Contactors - Clean and inspect contactors regularly to help ensure their proper operation. SeeGeneral the Scheduled Maintenance in this manual for the suggested service interval.

Cleaning Wear safety glasses.Remove dust, dirt, and other foreign materials from contactors with dry,filtered, compressed air (maximum 30 psi).Use a cleaning solution on a clean cloth to remove stubborn dirt if neces-sary.

Inspection Visually inspect all parts for:nicksbroken or damaged leadsbroken terminals or springsburned contact tipscracked or deteriorating bushings, insulation or contact guardsstripped threadsother obvious damage.

THE ONLY REPLACEABLE COMPONENT OF THE CONTACTOR ASSEMBLY ARETHE CONTACTOR TIPS. IF ANY OTHER SEGMENT OF THE CONTACTOR ISFOUND TO BE DEFECTIVE, THE ENTIRE CONTACTOR ASSEMBLY MUST BE RE-PLACED

Guidelines When inspecting contactors, rememberDarkening of points does not indicate burning.Burning means loss of contact point material or droplets of molted con-tact material being displaced.The contact may be used until the material is almost completely gone.Replace the contact points if, in the opinion of the Maintenance depart-ment, there is not enough contact point material to last until next regularinspection.The silver alloy part of the point is usable contact material; the copperbacking is not.Do not file contact points to remove discoloration or minor irregularities -this is wasteful and produces a surface more susceptible to sticking.If a cone and crater appear, remove the cone only with a file; do not usesandpaper or emery cloth.

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Contractors - The contractors used in the orderpicker are all Contact Industries brand contactors.Specific, The table below lists and identifies the specific contactors:

Coil Test If you suspect a defective contactor coil, before you replace the contactor, test thecoil with an ohmmeter as outlined on Page 5.176.

Revised 12/15/92

5.173


Rectifier TorqueRatings andInstallation

Check to make sure each surface that the Rectifier’s mount is spot-faced and thespot-face is flat or the entire top surface has at least a 63 surface finish.

Ensure there are no burrs, nicks and the plate is flat so that the insulator is not penetrated when the mounting screws are tightened on the heatsink assembly.

Rub the mounting surface to where the Rectifier is to be installed with 3MScotchbrite Pad No. 7447 or equivalent until oxide is removed. Clean off anypad remnant by using a lint-free tissue (e.g. Kimberly Clark KIMWIPES, Scott Assembly - Wipes).

If a stud mounted Rectifier is to be mounted, lightly rob the mating shoulder withthe Scotchbrite pad and apply a thin coating of P/N 1050492 (Thermal Compound). DO NOT GET ANY ON THE THREADED PORTION OF THE SEMI-CON-DUCTOR.

Assemble heat sink and prepare each semi-conductor mounting surface time.Immediately after surface is prepared, the semi-conductor must be installed.

PreparationProcedure ofPower Transis-tor/Rectifier andHeat Sink Block

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MODEL NOR30/NOR30P:MAINTENANCE

ELECTRICAL

Relering to the figure below, connect a DVM to the points specified to test the PowerThe values shown below were measured using a Fluke 8060A digital volt-meter. If the readings are not as specified replace the Power Transistor. If the PowerTransistor resistance reading is less than 10 ohms from E to C or C to E, it is safe toassume that the Power Transistor is defective. See NOTE.

Before testing the Power Transistor, ensure that all leads are disconnectedand clear from the device. The Power Transistor shouid be at room temperature; higher or lower temperatures will affect the readings.

If the Power Transistor is found to be defective, test the Chopper ModuleBEFORE installing the new Power Transistor!

Replace REC1 only if it fails any static tests (open or shorted).

Power Transistor(Q1) Test

NOTE:

CAUTION

Figure 5.152 Test Points for Power Transistor Q 1

If the Chopper Module passes the following tests, the Chopper Module is assumedChopper to be OK. The tests are:A1, A2, 16, 17, OB, and OD

Chopper ModuleTest

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The table below gives the recommended test procedures for electrical componentsnot previously covered. The checks are all made by the use of an ohmmeter (Fluke8060A or equivalent). The readings do not absolutely mean components checkedwill function properly in the system under different current and voltage conditions.The ohmmeter, however, will indicated most shorted or open circuited conditions.

DISCONNECT THE COMPONENT FROM THE TRUCK FOR TESTING.

ELECTRICAL

Testing OtherElectricalComponents

The following test should determine if the rectifier in question is good in the staticcondition.

1. Remove device from circuit.

2. Connect Digital voltmeter from A to B.

3. Set meter to diode scale:

Reading should be between .5 to .7 volts.

4. Connect meter from B to A:

resistance shouid be greater than 1 megohm

If the Power Transistor has shorted, replace REC1 regardless of this test!

CAUTION

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REC1/REC2 Test


Two password levels are used with Micro Command NA ; they are:PASSWORD and ...SUPERWRD

PASSWORD allows access to Configure mode only. Instructions for using CONFIGare outlined in Program Mode. All trucks leaving the factory will have aPASSWORD of “CAT1”; see discussion below.

SUPERWRD allows access to all program levels available. Only qualified servicetechnicians should have access to SUPERWRD. Specific instructions for the correctprocedures are described in Program Mode. All trucks leaving the fadory willhave a SUPERWRD of “CAT2”; see discussion below.

Instructions for entering or changing the PASSWORD or SUPERWRD password arealso included in this section.

It is strongly recommeded thot the SUPERWRD be changed from the factorydefault of CAT2 to something else during installation so access to program-ming is limited to qualified personnel. With that in mind, it is very importantto remember the unique SUPERWRD code that has been entered and saved.If the code is lost or forgotten, it will be necessary for a technician to resetthe truck to factory default settings. This would require all the variable set-tings to be reset (i.e., Speed, Drive, PASSWORD, SUPERWRD, etc.).

PASSWORD LEVELS

PASSWORD LEVELS

PASSAWORD

SUPERWRD

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Program mode is used by maintenance personnel to access:

Maintenance mode (MAINT)Configure mode (CONFIG) and...Learn mode (LEARN)

Maintenance mode is used to test and troubleshoot individual circuits related toMicro Command NA. To access MAiNT, the SUPERWRD must be used.

Configure Mode Configure mode is used to adjust vehicle performance to specific customerrequirements. To access CONFIG, use PASSWORD. Perform LEARN Mode beforeattempting to configure the truck. Refer to page 5.184.

Learn mode is used to calibrate the operator’s controls and the external sensors,(i.e., throttle and lift/lower potentiometers).To access LEARN, SUPERWRD must be used. Refer to page 5.182.

PROGRAM MODE

PROGRAM MODE

Maintenance Mode(MAINT)

Configure Mode(Config)

Learn Mode(LEARN)

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5.178


Entering Program This procedure details how to enter Program mode.

Turn the keyswitch Off.

Depress and hold the horn button in.

Move the lift control to lift and hold.

Turn the keyswitch On.

The Operator’s Display will show eight (8) blank spaces

The left-most segment is flashing. The flashing of the segment indicates that it isactive

To move the cusor to the right, move the speed control towards the tractor. Tomove the cusor to the left, move the speed control towards the forks.

When the segment you want is active (flashing), move the lift/lower control tolower to scroll through the letters then numbers (z, y, x,...4, 3, 2, 1).Move the control to lift to scroll throuch the numbers then letters (1, 2, 3, 4, ...x,y, z).

Repeat steps 7 and 8 until the correct Password or Superword is on the display.See NOTE.

Entering the Password will take you to the Configure menu. Only the Superword willallow the use of Learn Configure and Maintenance Modes.

When the correct Password or Superword is on the display, depress the horn button. If an invalid Password or Superword was used the Operator’s Display willshow: Invalid Code...Try Again. The correct Password or Superword MUST becorrect before the system will allow you to proceed.


PROGRAM MODE

Entering ProgramMode

NOTE:

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Entering ProgramMode (Cont’d)

PROGRAM MODE

Numbers and letters will be displayed in each segment in the order shown below when theLift/Lower control is moved to Lift... then repeats. Moving the control to Lower scrolls theinformation in the opposite direction.Figure 5.153 Operator Display for Program Mode (Example Only)


Figure 5.153 Operator Display for Program Mode (Example Only)

5.180


When the correct code for SUPERWRD is entered, “SU” will be displayed on theVFC until a selection is made from the menu on the Operator’s Display, seeFigure 5.154. “QUIT” will appear as the first selection. If “QUIT” is the desiredmenu selection, depress the horn button. If “CONFIG”, “LEARN” or “MAINT~ iswanted, use the Lift/Lower control to get to that menu, then depress the hornbutton.

If “MAINT” is selected, the Operator’s Display will remind the service technician tojack the drive tire off the floor and to open the emergency lowering valve while inmaintenance mode. When “READY” appears on the Operator’s Display, depressthe horn button to enter Maintenance Mode.

PROGRAM MODE

Entering ProgramMode (Cont’d)

11.

Figure 5.154 VFC indicating SUPERWRD has been entered

If the correct code for PASSWORD is entered, “CG” will be displayed on the VFC.“Quit Cfg” will be the first selection on the Operator’s Display. Configure modesubmenus are described on pace 5.184.

Figure 5.155 Vehicle, Manager in Configure Mode

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VFC-SU.GEM

VFC-1.GEM

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Review instructions for Program mode (if required) before proceeding.

LEARN mode is used to calibrate the operator’s controls and extemal sensors,(i.e., throttle (VR1), lift/lower potentiometer (VR2), and steer pot (VR8 or VR9).


After entering the SUPERWRD, “QUIT PGM” will be on the Operator’s Display. Scroll(lift/lower) through the menu until “LEARN” is displayed, then depress the horn but-ton firmly...the alarm will “beep” indicating that you are in LEARN mode. The VFCdisplay will appear as shown below.

LEARN MODE

LEARN MODE

Follow the instructions as they appeor on the Operator’s Display. Learn instructionswill vary slightly between vehicles with different options. Instructions will repeat untilthey have been completed.

After the VFC is satisfied that the instructions on the Operator’s Display have beenfollowed, the alarm will beep and the next instruction will appear. This will continueuntil all required components are “Learned”. When all Learn instructions have beencompleted, the system will automatically reset and SelfTest will complete.

On the next page is an example of a completed Learn procedure.

Figure 5.156 Learn ModeFigure 5.156 Learn Mode

VFC-LEARN.GEM

5.182


Learn ModeExample

LEARN MODE

5.183



After entering the SUPERWRD, “QUIT PGM” will be displayed. Rotate the Lift/Lowercontrol until “CONFIG” is on the Operator’s Display, then depress the horn button.The table on the next page outlines all menus and sub-menus available in CONFIG.

Each time the lift/lower control is moved to lift, the selection advances one item inthe menu. Continue moving the lift/lower control until the name of the menu nameyou want to modify is displayed, then depress the horn button; this will take you intothe sub-menu for the item selected.

Currently selected values appear in the sub-menu first. To make another selectionor change, move the Lift/Lower control in either direction. Return the control to neu-tral when the desired item appears, then depress the horn button. Depressing thehorn button will select the item currently being displayed and return you to the mainmenu.

All possible truck configurations and options are listed in these instructions. If yourtruck does not have one or more of the listed options they will not appear as a se-lection on the Operator’s Display.To save changes made in CONFIG, select Quit Cfg from the main menu and de-press the horn button. Selecting “Save? Y” saves the changes you have made andexits CONFIG Mode.

To reinstate the factory default settings:

1. Select DEFAULT from the main menu and depress the horn button. Default set-ting are indicated in the following tables by asterisks (*).

2. Select “Save?” to save the settings. See NOTE:

If after modifying CONFIG, you change your mind, simply select “Save? N” and de-press the horn button. Save? N exits Configure mode without saving any of thechanges made. Selecting and saving DEFAULT resets all variable values to factorysettings.

Both the PASSWORD and SUPERWRD may be changed to any combination of let-ters, numbers and/or spaces you decide. The minimum is one (1 ) character, themaximum is eight (8). To change the access code:

1. Enter Configure mode using current SUPERWORD.

2. Select SUPERWRD or PASSWORD from the main menu using thelift/lower control.

3. Depress the horn button.

4. Enter the new code using the lift/lower and speed control.

5. When the new code is on the display, depress the horn button.

6. The display returns to the main menu.

CONFIGURE MODE

CONFIGUREMODE

NOTE:

Changing theAccess Code

5.184


Configure ModeStandard FeaturesContinued next page.

CONFIGURE MODE

Entered through SUPERWRD.

XXXXXXXX are password variables entered by the individual usingConfigure mode.

SUPERWORD menu only appears if CONFIGURE mode was entered using SUPERWORD

Denotes Factory Default setting.

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Revised 12/15/92

5.185


Configure ModeOptional Features

CONFIGURE MODE

(Cont’d from previous page)

Denotes Factory Defaulting settingOnly available through SUPERWORD with CUTOUT option

*1

5.186


Maintenance mode allows the service technician a means of testing individual cir-cuits within the Micro CommandNA system. Maintenance mode is accessed throughProgram mode after the SUPERWRD is entered. Refer to Program mode on page5.178 for information on procedures for accessing Maintenance mode. After select-ing MAINT has been selected from the menu, the display will appear as shownbelow.

If “MAINT” is selected, the Operator’s Display will remind the service technician tojack the drive tire off the floor and to open the emergency lowering valve while inmaintenance mode. When “READY?” appears on the Operator’s Display, depressthe horn button to enter Maintenance Mode.

MAINTENANCE MODE

MAINTENANCEMODE

During Maintenance Mode, always jack the drive tire off the floor and open theEmergency Lowering Valve. See WARNING

USE EXTREME CARE WHENEVER THE TRUCK IS JACKED UP FOR ANY REASON.NEVER BLOCK THE TRUCK BETWEEN, THE TELESCOPIC AND THE FLOOR. USE ASUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROMBENEATH THE VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKSTO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15.

Detailed, step-by-step prodedures for each test are in Chapter 6.

Figure 5.157 VFC shown in Maintenanre Mode

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Nor30p Serv Man

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