Nor30p Serv Man

MODEL NOR30/30P: MAINTENANCE MAINTENANCE OPERATION CHECKS

MAINTENANCE OPERATION CHECKS

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

General Truck Operation

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Operate all functions of the truck and check for any abnormal 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 and legible.

Gearbox Oil Level

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Check for leaks at seals, and the condition of the oil to see if it requires changing. Check the drive unit gears for wear. Anything found here that can be fixed can save money on further repairs.

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Reservoir Oil Level

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Check the oil level in the reservoir for the proper amount. If the reservoir 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 it need to be changed?

Truck Lubrication Points (See Figure 5.1)

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Electrical Connections

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Check for loose connections. This is very important because in DC wiring a loose connection can arc and build up carbon. Carbon will not conduct electricity. If this should happen, all kinds of problems could occur and affect other components, causing costly downtime.

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

Electrical Grounds

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Grease/lubricate all identified lubrication points. Replace any broken grease fittings. Look for any excessive wear in these areas.

1. Using a voltmeter, check for any voltage leaks: l positive battery terminal to truck frame l negative ba1tery terminal to truck frame 2. An open circuit should be indicated in both cases. If any voltage is read, clean the battery and check if for leaks, cracks, etc. 3. Using a voltmeter, check for any voltage leaks: l FU1-1 (+) to truck frame l M-2 (-) to truck frame 4. An open circuit should be indicated in both cases. If any voltage is read, shorts or grounds exist in the truck wiring and must be located and eliminated. Clean motors and other electrical components thoroughly.

NOTE: VOLTAGE GROUNDS CAUSE THE MAJORITY OF INTERMITTENT PROBLEMS.

5.1

MODEL NOR30/30P: MAINTENANCE MAINTENANCE OPERATION CHECKS MAINTENANCE OPERATION CHECKS Wiring Harness

Check to make sure the harnesses are not oil soaked and that they are in good conCheck dition.

Switches and Contactors

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

Motor Brush Wear on the bnushes.

Check every brush in every motor for the proper length. Check the spring Check the commutator on the armature for wear.

Hydraulic Cylinder

Check lift cylinder for leaks, air in the hydraulic system and/or damage to chrome plating on cylinder piston.

Hydraulic Lines

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

Brake & Linkage

Check the brake for proper wear and adjustment. Check the linkage to make sure it is not rubbing, and is free and not sticking anywhere.

Wheels

Accessories Battery

Chain Condition

l Check l Check l Check

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

Check these items for their proper functions. l Check l Check l Check l Check l Check l Check

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

5.2

MODEL NOR30/30P: MAINTENANCE SCHEDULED MAINTENANCE SCHEDULED MAINTENANCE Introduction

The reasons for a regularly scheduled maintenance program are: l maximize truck performance l maximize truck life l reduction of costly downtime l avoidance of many expensive repairs Scheduled maintenance includes: l lubrication l repair l inspection l replacement Perform all the following scheduled checks and maintenance during the suggested time interval. (See page 7.1 for Lubrication Equivalency Chart.)

Daily or every 8 operating hours, whichever occurs first.

5.3

MODEL NOR30/30P: MAINTENANCE SCHEDULED MAINTENANCE Weekly or every 40 operating hours, whichever occurs first

NOTE:

Initial Maintenance

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

CAUTION

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUG FOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THE T O VERFILL DRIVE UNIT! DRIVE UNIT. DO NO NOT OVERFILL

5.4

MODEL NOR30/30P: MAINTENANCE SCHEDULED MAINTENANCE Monthly or every 175 operating hours, whichever occurs first.

5.5

MODEL NOR30/30P: MAINTENANCE SCHEDULED MAINTENANCE

Figure 5.1 Lubrication/lnspection Points

5.6

MODEL NOR30/30P: MAINTENANCE SCHEDULED MAINTENANCE Semi-Annually or 1 000 operating hours, whichever occurs first.

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CAUTION

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUG FOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THE T O VERFILL DRIVE UNIT DRIVE UNIT. DO NO NOT OVERFILL

5.7

MODEL NOR30/30P: MAINTENANCE COLD STORAGE APPLICATIONS COLD STORAGE APPLICATIONS

If the vehicle is to be used in a cold storage application, it will be equipped with Class I or Class II cold storage options components when delivered, EXCEPT for the oiI in the hydraulic reservoir and the drive unit. Class I - Applies to trucks operating in an environment where temperatures fluctuate from 20°F (-7°C) to 70°F (21 °C) warehouse temperature, in a continuous duty cycle and/or in applications where the truck goes in a freezer for a short period of time. Class II - Applies to trucks operating in an environment where temperatures fluctuate from +40°F (4°C) to -40°F (-40°C)or for continuous operation at -20°F (-29°C).

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CAUTION

CAUTION

AT SUCH TIME AS THE CUSTOMER IS READY TO START USING THE TRUCK IN A CAUTION COLD STORAGE APPLICATION, THE OIL IN THE HYDRAULIC SYSTEM AND THE DRIVE UNITS MUST BE CHANGED IN ACCORDANCE WITH THE FOLLOWING INFORMATION. INCORRECT SELECTION OF OIL, FOR A PARTICULAR APPLICATION, MAY CAUSE CHATTER IN THE LIFT RAMS OR SLOW AUXILIARY FUNCTIONS. NO WARRANTY WILL BE PAID ON COMPONENT DAMAGE RESULTING FROM INCORRECT OIL SELECTION.

Class I Vehicles

5.8

MODEL NOR30/30P: MAINTENANCE COLD STORAGE APPLICATIONS Class II Vehicles Perform all of the class I procedures from previous page, and the following.

Hydraulic System Oil Change (Class I II)

1. Be sure the vehicle is in a clean area, away from any possible contaminating elements that could enter the hydraulic system during the changing process. 2. Drain the hydraulic reservoir completely. Also, drain as much oil as possible from the hydraulic lines and cylinders. 3. Drain as much oil from the auxiliary system (pump, lines, etc.) as possible. 4. Fill the hydraulic reservoir with the proper oil in accordance with Figure 5.2 and the lubrication equivalency chart on page 7.1. 5. Operate all truck functions and check for possible hydraulic leaks. 6. Bleed the hydraulic system before placing the truck into service. 7. 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 Procedures (Clase II)

1. Remove the drain plug from the drive unit and drain all the oil. 2. Reinstall drain plug. 3. Refill with the proper oil in accordance with the Lubrication Equivalency Chart on page 7.1.

Figure 5.2 Recommended Oils by Temperature

5.9

MODEL NOR30/30P: MAINTENANCE MECHANICAL MECHANICAL Brake Adjustment

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

Brake Adjustment Procedure

Loosen the set screw (28, Figure 5.5). Turn the plug (29) clockwise for quicker stopping and counterclockwise to increase the stopping distance.

Brake Inspection

If the brakes cannot be adjusted by the adjustment procedure, inspect the brake shoes (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). l

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.

5.10

MODEL NOR30/30P: MAINTENANCE MECHANICAL Brake Master Cylinder Replacement

1. Lower carriage. 2. Disconnect battery. 3. Remove both console covers. 4. Disconnect and plug lines to master cylinder. 5. Remove pin (6). 6. Remove screws holding master cylinder. 7. Repair/replace defective parts. 8. For reassembly, reverse Steps 3-6. 9. Bleed brake system. See next page. 10. Refill brake reservoir. 11. Test.

DEADMAN.PCX

Figure 5.3 Deadman Pedal/Master Cylinder

5.11

MODEL NOR30/30P: MAINTENANCE MECHANICAL Brake Assembly Removal

Brake Bleeding

1.

Disconnect battery.

2.

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

3.

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

4.

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

5.

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

6.

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

7.

Remove brake assembly.

8.

For reassembly, reverse steps 1-7.

9.

Bleed the brake system.

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

Figure 5.4 Brake Bleeding Set-up

5.12

MODEL NOR30/30P: MAINTENANCE MECHANICAL 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Lock Nut Brake Drum Brake Drum Spacer Screw Washer Support Plate Shoe to Shoe Spring Brake Shoe Assembly Brake Actuating Cam Shaft Washer Brake Control Lever Nut Bolt Screw Washer Screw

17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31.

BRAKE.PCX

Figure 5.5 Exploded Vew of Brake Assembly

5.13

Washer Mountng Plate Switch Bracket Screw Lockwasher Spring Slave Cylinder Push Rod Brake Clevis Pin Cotter Pin Set Screw Brake Adjustment Screw Spring Woodruff Key

MODEL NOR30/30P: MAINTENANCE MECHANICAL Deadman Switch Adjustment

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

Adjust the yoke on the mastercylinder so the heel of the pedal travels approximately 2-1/2" to 3-1/2" from the fully depressed position to the normal (full up) position.

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Adjust the deadman switch, on the brake assembly, to remain on until the deadman pedal has been released at least 60%, but never over 80%, of full travel height.

Figure 5.6 Deadman Switch (S2) Adjustment

5.14

MODEL NOR30/30P: MAINTENANCE MECHANICAL Jacking Truck

Anytime the truck is jacked up for any reason, the service technician should take extra time and caution to ensure that the truck will not tip over or otherwise pose a hazard 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. The forks should be lowered all the way to the lowest possible point. Disconnect the battery and remove the key. Always use solid blocks to support the vehicle. Never rely on jacks or chains to support the vehicle. Attach a chain to the top of the mast from an overhead hoist to stabilize the mast. When the orderpicker is jacked up at the tractor end, the truck should not be lifted more than one-half (1/2") off the floor. When jacking from the side of the truck, the load wheels should not be lifted off the floor more than one-half inch (1/2").

Figure 5.7 Truck Jacking Points

5.15

MODEL NOR30/30P: MAINTENANCE MECHANICAL Drive Tire Replacement

1. Open pivoting cover and lift off door. 2. Turn the drive unit so the lug nuts on the wheel can be loosened. 3. Disconnect battery. 4. Remove center section of bumper. 5. Loosen lug nuts on drive wheel. 6. 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15. 7. With the drive tire removed, a new tread surface can be installed. Press the old tread off and the new tread on the hub. NOTE:

If the pressure required to press the new tire on the hub is less than five (5) tons, replace the wheel hub. 8. Reinstall drive wheel on the truck. Torque the lug nuts to 107 ft. lbs. 9. Remove blocking and lower truck to floor. 10. Reinstall bumper, test.

1. Remove brake. See page 5.12.

Drive Motor Removal

2. Jack and block the tractor end so that drive tire is 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15. 3. Remove screws holding motor to drive unit. See NOTE. NOTE:

The drive motor can be removed without removing the drive tire. If for some reason the screws securing the drive motor to the drive unit must be taken completely out, the drive tire must then be taken off. 4. The drive motor may now be removed. 5. For reassembly, reverse Steps 1, 2, and 3.

MODEL NOR30/30P: MAINTENANCE MECHANICAL Before performing any maintenance on the drive unit take note that metric tools, special “assistant tools” and metric hardware are required. Review this procedure and page 5.23 for tools needed before starting. Also, ensure that any maintenance performed does not void warranty.

Drive Unit Axle Seal Replacement (Drive Unit S/N 6000 & Up)

Metric Tools required: 6mm Allen Wrench 8mm Allen Wrench 1Omm Allen Wrench 10mm Socket 13mm Socket 19 mm Socket

NOTE:

Disassembly Procedure

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 requires the use of special tool “Q” and a dial indicator. To avoid delays, the service technician should have a replacement bearing (1036370) and shims (1036371 through 103674 and 1036417 through 1036421) along with tool “Q” (see page 5.23) available in case they are needed. 1. Remove covers on tractor. 2. Turn the drive unit so the lug nuts on the wheel can be loosened. 3. Disconnect battery. 4. Remove center section of bumper. 5. Loosen lug nuts on drive wheel. 6. Jack up tractor enough (and block) to 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15. 7. Drain any oil remaining in drive unit. 8. Turn drive unit and remove cover (134). Refer to the Figure on the next page. 9. Remove axle retaining nut (129) along with shims (130, 131, 132, 133). 10. Drive the wheel shaft (119) out of the housing using a 5/16" diameter copper drift.

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CAUTION

USE CAUTION NOT TO DAMAGE THE WHEEL SHAFT. 11. Using a bearing puller, remove the tapered roller bearing (122) inner race with rollers and cage from wheel shaft. If the bearing is damaged, discard it. To prevent damage to the bearing, use tool “M”. 12. Remove and discard the sealing ring (121).

5.17

MODEL NOR30/30P: MAINTENANCE MECHANICAL

Figure 5.8 Drive Unit - Exploded View

5.18

MODEL NOR30/30P: MAINTENANCE

Drive Unit Axle Seal Replacement (Drive Unit S/N 6000 & Up)(Cont’d) Reassembly Procedure

After thoroughly cleaning wheel shaft (119): (See Figure on Previous Page) 1. Apply grease to the new seal (121) in the area between the dust and sealing lip. Slide ring onto the wheel shaft (119). 2. Press the tapered roller bearing (122) inner race with rollers and cage onto the wheel shaft using Assistant Tool “H” or equivalent. 3. 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 the wheel shaft splines with the ring gear. As the assembly is inserted, be careful to properly engage the sealing ring with the drive unit housing. Slight tapping of the wheel shaft with a soft mallet will help to engage the seal. 4. Install tool “Q” as shown in Figure 5.38. Tighten tool “Q” until there is no bearing clearance in the wheel shaft. 5. To measure the backlash between the pinion and the crown gear, prevent the pinion from turning. Place a dial indicator as close as possible to a tooth flank. Refer to Figure 5.39. 6. Turn the wheel shaft in both directions to determine the total amount of backlash. Maximum permissible backlash is 0.005 - 0.007 in. (0.13 - 0.18 mm). 7. To change the backlash, add or remove shims under the wheel shaft bearing. Items 124 - 127 in Figure 5.8. 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. 9. Refer to Figure 5.42. Determine the “Y” dimension using a dial indicator, (from the outer edge of tool “Q” to the inner surface of tool “Q” as shown). 10. Determine dimension Z at the damping nut (item 1) 12. Determine the thickness of spacers required by using the following formula: Shim thickness = Y - Z 13. Remove tool “Q”. 14. Place the shims determined onto the wheel shaft. The tolerance on the actual thickness of the shims used can vary from the calculated thickness by +/- 0.002 (0.05 mm). 15. Install clamping nut. Using tool “L”, torque nut to 148 h. lbs (200 Nm). After tightening clamping nut, stake nut to wheel shaft. 16. Refer to Figure 5.44. Apply a thin unifomm coat of Loctite 574 to the sealing surface of the cover. 17. 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.

5.19

MODEL NOR30/30P: MAINTENANCE MECHANICAL Drive Unit Axle 18. Seal Replacement (Drive Unit S/N 6000 & Up)(Cont’d)

18. Refill the drive unit with proper grade lubricant. The capacity of the drive unit is 2.64 quarts (2.5 L). Check for leaks.

WHEN ADDING OIL TO THE DRIVE UNIT, DO NOT REINSTALL FILL LEVEL PLUG FOR A COUPLE OF MINUTES TO ALLOW ANY EXCESS OIL TO DRAIN FROM THE T O VERFILL DRIVE UNIT! DRIVE UNIT. DO NO NOT OVERFILL 19. Reinstall drive tire and torque nuts to 107 ft. Ibs. (150 Nm). 20. Reinstall bumper. 21. Remove blocking and lower truck to floor. 22. Reinstall covers. 23. Test truck/check for leaks. End of procedure.

5.20

MODEL NOR30/30P: MAINTENANCE MECHANICAL Removing Drive Unit Assembly

1. Remove four 1/2-13 HHCS (1) and bumper plate (2). 2. If drive tire is to be removed, loosen the 5 lug nuts, using a 19 mm socket. 3. Remove drive motor. See page 5.16. See NOTE.

NOTE:

If the drive unit is the only item requiring service, separating the brake assembly from the drive motor is not necessary. 4. Drain oil from drive unit. 5. Disconnect brake hose (plug openings) and power cables. 6. Loosen and remove the roller chain from the steer plate (3). Remove steer plate. 7. Remove cap screws (4) holding the drive unit assembly to the tractor. For reassembly, apply Loctite 242 to mounting screws and torque to 60 ft.lbs. 8. Slide drive unit toward front of tractor (direction of arrow). 9. For reassembly, reverse Steps 1 through 5 ensuring bearing plates (5) are positioned between drive unit and power section frame. 10. Torque wheel nuts to 107 ft. lbs. 11. Refill gearbox with proper lubricant. 12. Tighten steer chain assembly to allow 1/4" to 3/8" deflection at midspan, using approximately 5 lbs. pressure. Check both sides of chain.

Figure 5.9 Removing Drive Unit

5.21

MODEL NOR30/30P: MAINTENANCE MECHANICAL Drive Unit Disassembly

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

The next page shows the special tools which assist the technician in servicing the drive unit. All the tools pictured are available through Raymond Parts Division. 1. Remove drive motor. See page 5.16. 2. Remove drive unit assembly from vehicle. See page 5.21.

5.22

MODEL NOR30/30P: MAINTENANCE MECHANICAL Drive Unit Disassembly (Cont’d)

5.23

MODEL NOR30/30P: MAINTENANCE MECHANICAL Drive Unit Disassembly (Cont’d)

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.

DRAIN.PCX

Figure 5.10 Draining Oil from Drive Unit

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

UPPER1.PCX

Figure 5.11 Removing Allen Screws Securing Bearing Trunion to Housing

Continued next page.

5.24

MECHANICAL Drive UnitDisassembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE

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

Figure 5.12 Removing Upper Portion of the Drive Unit

UPPER3.PCX

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-faced hammer.

Figure 5.13 Removal of the Lower Cover

CVR-OFF.PCX

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

Figure 5.14 Removing Crown Gear Retaining Nut

5.25

CROWNOFF.PCX

MECHANICAL Drive UnitDisassembly (Cont’d) NOTE :

MODEL NOR30/NOR30P:MAINTENANCE

8. Using a 1/2" dia. (15mm) copper drift, drive the wheel shaft (item 1,) out of the housing. Remember to replace the radial shaft sealing ring (item 2) before reassembly. See NOTE. The crown gear is secured to gear to 212° to 248° F (l00°

the wheel shaft with Loctite 245. By heating to 120°c) the wheel shaft can be removed

Figure 5.15 Removing Wheel Shaft

AXLEOUT.PCK

9. Remove the crown gear (Item 3) from the housing carefully. If the tapered roller bearings on the axle are to be reused, proceed with steps 10 through 13. If the tapered roller bearings are to be reused, it is strongly 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 the roller 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

MECHANICAL Drive UnitDisassembly (Cont’d)

CAUTION

MODEL NOR30/NOR30P:MAINTENANCE 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 damaged. When the axle is removed for any reason, it is recommended that the seal always be replaced. 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

BRGS-OFF.PCX

Figure 5.17 Removing Axle Bearing (Alternate Method) 17. If the wheel bolts are to be removed, use tool “O” and press the wheel bolts out.

Figure 5.18 Setup To Remove Wheel Bolts

5.27

BOLT.PCX

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE 18.The pinion can only be removed after the crown gear. Holding the spur gear from 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:

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

Figure 5.19 Removing Helical Pinion Gear

SPLURS.PCX

20. Using a plastc-faced hammer, drive the pinion (item 1) shaft out. (Refer to Figure 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

5.28

PINION.PCX

MECHANICAL Drive UnitDisassembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 23. Remove the tapered roller bearing inner race (item 1, Figure 5.21) of pinion shaft (2) using Bush “B”.

Figure 5.21 Removal of Pinion Tapered Bearing.

PRESS.PCX

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

Figure 5.22 Removing Bearing Races

5.29

HOUSING.PCX

MECHANICAL Drive UnitDisassembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 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 provided.

Figure 5.23 Removing the Protective Shield

5.30

SHIELD.PCX

MODEL NOR30/NOR30P:MAINTENANCE

MECHANICAL Pre-Assembly Checks

1. Clean all components thoroughly. Remove any traces of Loctite from all surfaces. 2. Inspect all components for excessive wear, damage, and cracks. Replace any defective parts found. 3. If a gear requires replacement, the entire gear set must be replaced. 4. New gear sets require new bearings. 5. If the roller bearings are damaged, remember to replace BOTH the inner and outer races. 6. Smooth sealing surfaces using an oil stone or fine finishing file. 7. Lubricate the roller bearing with new transmission oil prior to assembly.

New Parts

The following are the minimum new parts are requires for assembly

• • • •

Shaft seal for axle Grooved nut for securing crown gear to axle Hexagon nut for securing gear to pinion sealing rings for the oil fill and drain plugs

5.31

MODEL NOR30/NOR30P:MAINTENANCE

MECHANICAL Drive Unit Assembly

Insert measuring bush “D” into bearing borehole in the housing and measure dimension 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 Dimension B = Assembly dimension of pinion shaft (marked) T = Bearing width (item 2)

Figure 5.24 Measuring Housing to Determine Bearing Spacers

5.32

MECHANICAL DriveUnit Assem bly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 1. Once the thickness of shims is determined, insert the shims into the seat of the bearing (item 1 in Figure 5.25). 2. Drive the bearing outer race (item 2) into the bearing seat in the housing. Tolerance for installation of the bearing is +/-.002" (0.05 mm) from the measured value.

Figure 5.25 Istalling Lower Pinion Bearing Race

3. Install the shims previously removed into the wheel bearing (item 2 in Figure 5.26). 4. Press the bearing outer race (item 3) into the wheel shaft bearing seat (item 1).

Figure 5.26 Installing Wheel Shaft Outer Race

5.33

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 5. Using tool “O” and Figure 5.27 as a guide, press the wheel shaft studs in. Note that the flat side on the wheel stud should be towards the center of the wheel shaft.

Figure 5.27 Axle Stud Installation

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

Figure 5.28 Installing Dust Seal and Wheel Outer Race

5.34

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 7. Press the tapered roller bearing inner race (item 1 in Figure 5.29) carefully onto the crown gear (item 2) to the stop using tool “H”.

Figure 5.29 Installing Crown Gear Outer Race

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

Figure 5.30 Installing Inner Race on the Pinion Shaft

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

Figure 5.31 Installing Pinion Into Housing

5.35

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE

Drive Unit Assem- 10. Determine the thickness of shims to be installed at the top of the pinion shaft as follows: bly (Cont’d) a. Determine dimension C. Dimension C is the distance between the top of the spacer bush (HFK300) or top of the collar on the pinion shaft (HFH400) and the bottom of the pinion upper bearing outer race Refer to Figure 5.32.

Figure 5.32 Measuring Gap for Pinion Bearing Spacers b. Determine dimension S. Dimension S is the distance between the plane surface of the bearing outer race and the plane surface of the inner race. Refer to Figure 5.33.

Figure 5.33 Determining Dimension S

c. Using the figure above, determine which condition exists.

•

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

•

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

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

5.36

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 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 pinion shaft up to the stop.

Figure 5.34 Installing Upper Pinion Shaft Bearing

14. Refer to Figure 5.35. Install the helical gear onto the pinion shaft. Install a new hex nut. Hold the helical gear using strap wrench “P”. Torque the hex nut to 40 - 48 ft. lbs (55 - 65 Nm).

Figure 5.35 Installing Helical Hex Nut

5.37

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 15. Remove tool “F” which was previously installed. 16. Push down on the pinion and turn it at the same time for several complete rotations. This aligns the rollers in the bearings. 17. Refer to Figure 5.36. Place a dial indicator as shown. Mark the measuring point using a colorea pencil.

Figure 5.36 Checking Bearing Clearance

18. Lift helical gear carefully as shown using two screwdrivers or tire irons. Read the values on the dial indicator. The value shown indicates the bearing clearance. This step should be repeated several times. Permissible bearing clearance is 0 - 0.002 in (0 - 0.05 mm). 19. If the clearance exceeds permissible tolerance, the helical gear and upper bearing must be removed. Shims must then be added under the outer race of the upper bearing. 20. Once the proper clearance is obtained, apply Loctite 245 to the helical gear hex nut and torque to 40 - 48 ft. lbs (55 - 65 Nm).

5.38

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 21. Apply a thin, uniform coat of Loctite surface seal 574 to the outside diameter of the shaft seal (item 1 in Figure 5.37). 22. Apply a thin, uniform coat of Loctite 245 to the splines of the crown gear.

Figure 5.37 Installing Wheel Shaft and Crown Gear 23. Refer to Figure 5.37. Insert the crown gear into the housing. Fit tool “K” around the wheel shaft. Insert the splines of the wheel shaft into the crown gear. Remove excess Loctite. 24. To seat the shaft sealing rim, (item 2 in Figure 5.38), apply light strokes against the wheel shaft (item 1 ) using a plastic-faced hammer. 25. Refer to Figure 5.38. Install tool “Q” onto the wheel shaft. Tighten tool “Q” until all bearing clearance in the wheel shaft is removed.

Figure 5.38 Seating Wheel Shaft Seal/Securing Crown Gear

5.39

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE 26. To measure the backlash between the pinion and the crown gear, prevent the pinion from turning by placing a wooden wedge between the helical gear and the housing. Refer to Figure 5.39. 27. Place a dial indicator as close as possible to a tooth flank.

Figure 5.39 Adjusting Crown Gear Backlash

28. Turn the wheel shaft in both directions to determine the total amount of backlash. Maximum permissible backlash is 0.005 - 0.007 in. (0.13 - 0.18 mm). 29. To change the backlash, add or remove shims under the wheel shaft bearing. 30. The next step is to check the gear mesh tooth pattern. Refer to Figure 5.40. a. Coat 3 to 4 tooth flanks of the crown gear with ink. b. Mesh the ink coated teeth with the pinion. The contact pattern will be more visible if the pinion is prevented from turning easily. c. Compare the actual pattern with Figure 5.40. Slight variations from the desired pattern are permissible. Variations are primarily due to different contact pressures while creating the pattern. d. If significant differences are found, it will be necessary to shim the pinion or the crown gear to obtain the proper pattern. 31. Once the correct pattern is achieved, secure the hex nut by staking. Refer to Figure 5.35.

5.40

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE

Drive Unit Assembly (cont’d)

Figure 5.40 Tooth Patterns and Corrective Actions

5.41

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 32. Screw 2 wheel nuts onto the wheel studs. Prevent the wheel from turning as shown. Refer to Figure 4.21.

Figure 5.41 Assembly of Wheel Shaft and Crown Gear 33.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. 34.Refer to Figure 5.42. Determine the Y dimension using a dial indicator, (from the outer edge of tool “Q” to the inner surface of tool “Q” as shown). 35.Determine dimension Z at the clamping nut (item 1). 36.Determine the thickness of spacers required by using the following formula: Shim thickness = Y - Z

Figure 5.42 Determining Shims Required

5.42

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE 37. Remove tool “Q”. 38. Place the shims determined onto the wheel shaft. The tolerance on the actual thickness of the shims used can vary from the calculated thickness by +/- 0.002 (0.05 mm). 39. Install clamping nut. Using tool “L”, torque nut to 148 ft Ibs (200 Nm). After tightening clamping nut, stake nut to wheel shaft.

Figure 5.43 Installing Clamping Nut 40. Refer to Figure 5.44. Apply a thin uniform coat of Loctite 574 to the sealing surface of the cover. 41. 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).

Figure 5.44 Installing Cover

5.43

MECHANICAL Drive Unit Assembly (Cont’d)

MODEL NOR30/NOR30P:MAINTENANCE If the protective shield for the axle was removed, proceed as follows: 42.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 the surface again and let dry. Refer to Figure 5.45. Make sure to read ond observe instructions and warnings on the Loctite cleaner container.

Figure 5.45 Preparing Protective Shield Mounting Surface

43. Mix the two components of the technicoll epoxy in a proportion of 1:1. The two parts are sufficiently mixed when the color has turned to cream. The epoxy should be used within 2 hours. 44. Apply a thin coat of epoxy to the points indicated in Fioure 5.46.

Figure 5.46 Applying epoxy to the Protective Shieid

5.44

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE

Drive Unit Assembly 45.Refer to Figure 5.47. Position thread protector on seat of housing. Using pliers, (Cont’d) press both parts together until the pins are fully engaged in the pin holes. 46.Refer to Figure 5.48. Place a hose clamp around the protective shield (screw casing of the clamp positioned at separating point of the protective shield). Tighten the clamp until a click is heard indicating the pin has engaged its mating hole.

Figure 5.47 Installing Protective Shield 46.Remove the clamp. Press the protective shield against the plane face of the housing 47.Allow the epoxy to cure for 12 hours. See NOTE. NOTE:

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

Figure 5.48 Final Assembly of Protective Shield

5.45

MODEL NOR30/NOR30P:MAINTENANCE

MECHANICAL

Drive Unit Assembly 48.Coat the sealing surface of the transmission with a thin uniform coat of Loctite (Cont’d) 574. 49.Assemble the subassemblies by aligning the dowel pins in the upper and lower halves of the transmission.

Figure 5.49 Assembling Upper ond Lower Halves of Transmission 50.Install the hardware and torque evenly as specified below:

• •

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

51.Refill the drive unit with the proper grade of lubricant. The drive unit capacity is 2.64 qts (2.5 L).

CAUTION

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

5.46

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE Chain maintenance in this manual includes: • chain removal • defect-cause chart • chain lubrication • chain anchor adjustment

Lift Chains

Figure 5.50 Lift Chain Lubrication

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

CAUTION Procedure

DO NOT STEAM CLEAN OR DE-GREASE NEW TRUCK CHAINS 1. Use a jack or overhead hoist and raise the carriage enough to slacken the lift chains. 2. Secure the carriage with blocks to prevent the carriage from lowering. 3. Remove each chain and chain anchors by unscrewing the nuts on the carriage and the chain anchors on the main frame. 4. Thoroughly clean the chain in solvent. 5. Inspect each chain for defects listed in the chart on next page. 6. Lubricate a chain in good condition or a new chain before installing it on the truck. See next page. 7. Reinstall the chains on the truck. Be sure the chains are adjusted to share the load equally. Also make sure they are not twisted so they will roll flat on the sheaves.

NOTE:

Both chains should be replaced when either is defective.

5.47

MECHANICAL Lift Chain Lubrication

MODEL NOR30/NOR30P:MAINTENANCE Liberally apply oil (See Scheduled Maintenance for oil specifics) to the chain using a narrow paint brush. Make sure the exterior surface is covered to prevent rust and that the oil penetrates the chain joints to reduce wear.

Defect- Cause Chart

5.48

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE

Figure 5.51 Two Stage Elevating Section.

5.49

MECHANICAL

MODEL NOR30/NOR30P:MAINTENANCE

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 printed plates:

A LL TRUCKS

Section C-C

Section A-A

A LL TRUCKS

A LL TRUCKS

Figure 5.53 Decal Locations (1 of 3) 5.51

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Decal Replacement (Cont’d)

A LL TRUCKS

View B-B

View B-B

A LL TRUCKS

A LL TRUCKS Figure 5.54 Decal Locations (2 of 3)

5.52

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Decal Replacement (Con’d)

EE TRUCKS ON LY

A LL TRUCKS Figure 5.55 Decal Locations (3 of 3)

5.53

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Lower Steering Chain Adjustment

Every 6 months or 1000 hours of operation, check the tension on the lower steering 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 the chain is properly lubricated and that the jam nuts are tight. The lower chain anchor should be adjusted so the adjusting screw engages its mating block by at least .31 inch. This can be checked by measuring from the screw head to the edge of the block. This should be 1.25 inches max. Refer to Figure 5.56. If the actual dimension does not agree with the figure below, reposition the connecting link.

Figure 5.56 Lower Steering Chain Adjustment

5.54

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Steering Cable Adjustment

For vehicles equipped with mechanical power steering, use the following procedure to adjust the steering cables which go over the mast. Using the Figure below as reference, adjust the turnbuckles in the operator’s compartment so the chain has .5" to .62" deflection when 5 Ibs. force is applied to the chain as shown. Adjustments should be down with the carriage fully lowered.

Figure 5.57 Adjusting Steering Cables

5.55

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Torque Specifications for Tractor

The figure below specifies torques required for different arcas of the tractor.

Figure 5.58 Torque Specifcations for the Tractor

5.56

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Skid Pad Replacement

Use the following information to determine if the skid pads, located on either side of 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 be replaced, 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT THE TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15. 1. If the clearance between the skid pad and the floor exceeds 0.75" on either side, modify the existing skid pad as shown below. 2. Install service kit P/N 1053014. 3. Apply Loctite 242 (p/n 1036909) to threads on screws and install new skid pads on power section (both sides).

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

Figure 5.59 Modifying Existing Worn Skid Pad

5.57

MODEL NOR30/NOR30P: MAINTENANCE MECHANICAL Skid Pad Removal

If the skid pads must be replaced, obtain service kit p/n 1053014. This kit includes parts 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT 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 4. Weld new skid pads onto tractor. Welds to conform to AWS A 5.20 or equivalent low hydrogen process. 5. Clean any weld spatter off and repaint the area. 6. Apply Loctite 242 (1036909) to threads of screws. 7. Bolt new skid pad onto support. 8. Carefully lower truck to floor. 24"/150" Limit Switch Adjustment

If either switch requires adjustment or replacement, it is critical that the switches be 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 attaching a meter at the following points: • JPS12 - 24" limit switch (2-stage) • JPC8 - 24" limit switch (3-stage) • JPS23 - 150" limit switch

5.58

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC HYDRAULIC

General topics covered in this section will be: • • • •

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

Specific hydraulic maintenance covered in this section includes: • • • • • • NOTE:

Iift cylinder bleeding hydraulic reservoir and filter Iift and auxiliary pump maintenance hydraulic system pressure adjustments solenoids miscellaneous hydraulic components

It is important to keep accurate records of all hydraulic inspections and work performed on the truck. Such records are helpful in determining: • • • •

repair and maintenance costs reliabilty of components durability of hydraulic fluid scheduling of maintenance

5.59

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Hydraulic Leakage

Hydraulic leakage can cause load drop, load drift, bouncing carriage and noisy pumps. Wipe all connections clean when checking for leaks. Remember, leaking fluid is likely to run down the underside of pipes and drip at low spots. Many situations cause hydraulic leakage. Any leakage inspection should include operating units as well as connections. USE EXTREME CAUTION WHILE LOOKING FOR HIGH PRESSURE HYDRAULIC LEAKS. PERSONAL INJURY MAY RESULT IF STRUCK BY A HIGH PRESSURE STREAM OF HYDRAULIC FLUID.

Leakage Prevention Checks Faulty Flexible Connectors

When installing a flexible connector, avoid twisting it which creates a strain on the joint.

Fitting

Do not spring a tube into place before tightening a fitting. The resultant stress may cause a leak.

Cracked or Bad Tubing Flare

Inspect all tubing before installation. Make sure when making the flare that it is the right size.

Foreign Material in the Flare

Make sure the flare is clean before installation.

Defective Threads

Check for leakage around the threads when installing new tubing.

Dirt Around O-Rings

Thoroughly clean and lubricate any O-rings before installation.

Wrinkled or Flattened Tube

Use a known-to-be-good tube bender and carefully bend the tube.

Worn Packings

Examine packings for wear and leakage around the cylinder pistons. If the packing gland is too tight, abnormal friction and wear will occur. See that cylinders are securely anchored and that pistons are in alignment. Misalignment is a cause of heavy wear of both pistons and packings. Worn packings should be replaced since they many times cause internal leakage. If truck operation is sluggish, check the packing inside the cylinder.

5.60

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Leakage Prevention (Cont’d.) Bad Connections

When checking connections to pumps, cylinders, manifold valves, etc., be sure to observe both pressure and suction sides. Pressure side leaks can be found by wiping connections 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 various components can cause considerable trouble; listen for these leaks; they may lead to air bubbles in hydraulic oil. Such leaks are always difficult to find, but they rate high in importance.

Drive Coupling Alignment

Check the alignment of the drive coupling between the motor and pump. Also, 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 Contamination

System contamination can cause erratic or sluggish operation of lift or auxiliary functions, load drift, load drop, clogging, leaking, and damage to the valve/pump parts.

Packing Disintegration

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

Cylinder and Piston Packing Wear

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

Hydraulic System Oxidation

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

Opening Hydraulic System

Whenever a hydraulic system in opened, all hoses should be capped or plugged to 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 bypass valve will allow contaminants into the system. Inspect, clean and/or replace the element whenever contamination is evident.

NOTE:

If severe contamination occurs, drain the system, flush all components and replace the oil and filter. NEVER USE PIPE JOINT COMPOUND ON HYDRAULIC FITTTINGS. JOINT COMPOUNDS CAN DISSOLVE, CONTAMINATING THE OIL.

5.61

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Mointenance Tips

NOTE:

After locating and repairing any leak or other problem, fill the reservoir bleed the system. WHEN CLAMPING LIFT/LOWER MANIFOLD IN VISE, ENSURE VALVE BODY IS NOT CAUTION DAMAGED WHICH MIGHT VOID WARRANTY. Follow these procedures to avoid future hydraulic problems.

DO NOT USE BRAKE FLUID IN THE HYDRAULIC SYSTEM.

5.62

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Reservoir and Filter

The hydraulic oil in the reservoir should be checked and the return filter replaced periodically as outlined in the Scheduled Maintenance. When excessive contamination has 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 the reservoir. 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 lowered and the oil at room temperature.

Figure 5.61 Reservoir Assembly

5.63

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Return Filter Replacement

The hydraulic return filter should be checked and replaced periodically as outlined in the Scheduled Maintenance. 1. Place a pan under filter cartridge to catch any overflow when removing old filter. 2. Turn filter cartridge (6) counterclockwise to remove. See Figure 5.61. 3. Clean gasket seat on filter manifold (4). 4. Apply a film of clean hydraulic oil to the gasket on the new filter. 5. Install new filter; turn filter clockwise to tighten filter.

NOTE:

Tighten filter cartridge 3/4 turn after gasket makes contact with seat. Use only hands to tighten filter cartridge. 6. Start hydraulic system and check for leaks. 7. Check the reservoir level. Hydraulic fluid should be within 1/2" of the bottom of the strainer with the carriage lowered and the oil at room temperature.

5.64

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Auxiliary and Lift Pumps

The pumps should normally require no periodic maintenance or adjustment if you follow a thorough program which includes: • • • •

Procedure

regular replacement of hydraulic oil and filter checking hoses for leakage cleaning of the oil strainer in the reservoir checking for contamination

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 of Molycote type G lubricant.

5.65

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Auxiliary Pump Relief Valve

The auxiliary pump relief valve is set at 1600 psi and normally requires no further 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 Power Mechanical Steering

1. Turn Power off. 2. Connect a calibrated pressure gauge to the pressure test port on the auxiliary pump. 3.Turn power on, step on deadman and turn drive unit in either direction all the way to the mechanical stops. 4. 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 MORE THAN 15 SECONDS. DOING SO WILL DAMAGE THE AUXILIARY PUMP. 5.If the pressure relief valve requires adjustment refer to the figure below.

Figure 5.62 Auxiliory Pump Relief Valve Adjustment

5.66

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Auxiliary Pump Relief Valve (Cont’d) Pressure Adjustment for Electronic Steering

The aux. system relief pressure should never need adjustment under normal circumstances, but this procedure can also be used to test the aux. system if necessary. This procedure should never be used unless the drive unit refuses to turn when standing still. 1. Turn off power and put the Solenoid Controller Card on an extender card (P/N 1029620) to access card test points. 2. Jumper both TP-2 and TP-43 to DGND (TP-42) using jumper clips to disable the Watchdog circuits. This prevents the Watchdog circuits from shutting the truck down.

Figure 5.63 Attachment Point for Auxiliary Pressure Test 3. Connect a pressure gauge to the aux. system pressure port at the Proportional Solenoid 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 WATCHDOG WARNING CIRCUITS WILL NOT FUNCTION. USE EXTREME CARE WHILE OPERATING THE TRUCK, SINCE ERROR CONDITIONS COULD CAUSE ERRATIC OPERATION OF THE DRIVE UNIT.

4.Prevent the drive unit from turning by puting a wood block between the drive tire and the frame of the tractor. 5 Turn . on power and steer the drive unit against the wood block. ONLY FORCE THE AUX SYSTEM INTO RELIEF FOR VERY SHORT PERIODS OF TIME OR DAMAGE WILL RESULT. READ THE PRESSURE AS QUICKLY AS POSSIBLE, STEP OFF THE DEADMAN PEDAL, READJUST THE RELIEF, AND RETEST THE PRESSURE. DO NOT ADJUST THE RELIEF VALVE WHILE OPERATING!!! IF THE AUX MOTOR STALLS, 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. Continued next page.

5.67

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Auxiliary Pump Relief Valve (Cont’d) Pressure Adjustment for Electronic Steering (Cont’d)

6. Read the pressure gauge as the drive unit is trying to rotate. This pressure should be 1600 PSI. If the pressure is not as specified, adjust the relief valve on the aux 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! 7. Turn off power, remove the jumper clips to TP-2 and TP-43, remove the wood block, and reinstall the Solenoid Controller Card into the card rack. End of Aux System Relief Pressure Adjustment

5.68

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC FCD Lift Pump Disassembly

Repair to this lift pump is limited to replacing the input shaft seal. 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.

Item 1 2 3 4 5 6 7 8 9

Description Retaining Ring Shaft Seal Front Cover Seal Seal Seal Bushes Pin Key

Qty. 1 1 1 2 1 1 2 1 1

Item 10 11 12 13 14 15 16 17 18

Figure 5.64 FCD Lift Pump - Exploded View 5.69

Description Gear Shaft - Input Gear Shaft - Driven N/A Body Pin N/A Lock Washer Bolt Rear Cover

Qty 1 1 1 2 4 4 1

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Barnes Lift Pump

With the exception of shaft seals, this pump cannot be repaired. If pump is disassembled, retorque screws to 40/45 ft. Ibs.

5.70

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Dowty Lift Pump (P/N) (36 volt) Dowly Lift Pump Field Service

Routine maintenance is not required. Periodic checks of mounting bolts and for oil leakage is recommended. Field servicing is restricted to replacing the shaft oil seal and disassembly of the pump for inspection of internal components. Do not disassemble the pump unnecessarily. If loss of performance occurs, check the 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 SYSTEM PRESSURE IS RELEASED. LOWER THE VERTICAL CYLINDERS AND BLOCK ANY LOAD WHERE MOVEMENT COULD GENERATE SYSTEM PRESSURE.

Removal Procedure

1.Drain reservoir. 2. Disconnect supply line to lift pump at reservoir - drain - re-attach. 3. Disconnect and cap hoses and lines from lift pump. 4. Remove the two 3/8-16 x 1-1/4 hex screws supporting pump. Pump can now be removed by pulling away from motor.

1. 2. 3. 4. 5. 6. 7. 8. 9. 10 11. 12. 13. 14.

Mounting Flange End Cover Seal End Cover Body Seal Backing Washer Backing Washer Bush Lobe Seals Bush Bush Oil Seal Tie Bolts Body Driven Gear Splined Shaft

Figure 5.65 Dowty Lift Pump - Exploded View

5.71

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Dowty Lift Pump Replacing Drive Shaft Oil Seal

The drive shaft oil seal is best removed by applying hydraulic pressure simultaneously to the pump Inlet and Outlet ports. This has the effect of pressurizing the 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 using hydraulic pressure, proceed to step 12. See Figure 5.65. If the seal is distorted and leaking badly, it may not be possible to raise sufficient pressure to remove it in this way. In this event, dismantle the pump as follows: 1. Loosen, but do not remove, the four tie bolts (11). 2. Clamp pump in a soft jawed vise so spline is pointed up and the jaws are holding items 3 and 12. This will prevent the pump from coming apart when the tie bolts are removed. 3. Remove the four tie bolts (11). 4. While holding spline in position, lift mounting flange (1) off pump. Use care not to pull the splined shaft upward while removing mounting flange (1). 5. Clamp the mounting flange (1) in a soft-jawed vise. The seal can be drifted out using a crank drift. Take care not to damage the shaft bore with the drift. 6. Ensure that the seal housing in the pump mounting flange is clean and free from burrs. 7. Pack the space between the lips of the new seal (2) with high melting point, mineral-base grease. 8. Start the oil seal squarely into the housing, with the garter spring facing inwards and press to the full depth of the recess. 9. Cover splined area of shaft (14) with masking or electrical tape. Lightly grease the taped area. 10. Slide mounting flange over splined shaft squarely. 11. Install the four tie bolts (11), and torque in a diagonal pattern to 34-36 ft. lbs. Go to Step 17.

Mounting flange still assembled to pump.

12. Ensure that the seal housing in the mounting flange (1) is clean and free from to burrs. 13. Cover splined area of shaft (14) with masking or electrical tape. Lightly grease taped area. 14. Pack the space between the lips of new seal (2) with high melting point, mineralbase grease. 15. Slide the oil seal, with garter spring facing inward, over taped area of shaft. start the seal in squarely with the housing. 16. Press the seal into the full depth of the recess. 17. Remove tape from spline. 18. Reinstall pump by reversing removal steps 3 and 4 of removal procedure. 19. Fill reservoir with proper grade of dean hydraulic fluid. 20. Test/check for leaks. 21. Bleed hydraulic system. 5.72

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Dowty Lift Pump Disassembly (36 Volt)

1. Lightly mark the end cover (3), body (12), and mounting flange (1) to ensure correct reassembly relationship. Take note of the pump’s direction of rotaton. See Figure 5.65. 2. Remove the four hex tie bolts (11) which thread into the mounting flange (1). 3. Remove the end cover (3) and carefully lift out the two backing washers (5, 6), the bush lobe seal (7) and body seal (4). 4. Cover splined area of shaft (14) with masking or electrical tape. Lightly grease taped area. 5. Lightly tap mounting flange (1) clear of the two hollow dowel pins in the pump body. Slide the mounting flange squarely off the shaft. 6. Carefully lift out body seal (4), two backing washers (5, 6) and lobe seal (7). 7. With pump body vertical (spline down), place one hand underneath to support the bushings (8, 9). 8. 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 mounting flange (1). 9. Invert the body and lift out the driver (14) and driven (13) gears. 10. Remove the remaining bushes (8, 9) from end cover end as previously described. Place with end cover (1). Continued next page.

5.73

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Dowty Lift Pump Disassembly (Cont’d.) Component inspection

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

5.74

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Dowty Lift Pump Reassembly (36 Volt)

Ensure that all parts are perfectly clean. Lubricate parts with the oil to be used in hydraulic system.

1. Prepare the bushes for the mounting flange end of the body for insertion as follows: (See Figure 5.66). l Place the bushes on the bench with their lopes uppermost and the flats in contact. Lubricate the ‘spectacle’ lobe seal with mineral-base grease and fit it around the bush lobes. Fit the two backing washers inside the ‘eye-pieces’ of the lobe seal. When fitted correctly the backing washers must be level and flush 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 similar manner. 3. Pack the space between the lips of the oil seal with high melting point mineralbase grease. 4. Pick up the body and hold it with the hollow dowels uppermost and with the fingers of one hand inside ready to support the bushes. 5. Pick up the mounting flange bushes complete with lobe seal and backing washers, and slide them down into the body bore with the lobes facing away from the flat. See Figure 5.67. l The bushes must be entered squarely into the bore and must be kept square to each other. No force must be used; the bushes should slide in easily. If the bushes jam in the bore, remove them and examine for bruising. Light bruising can be stoned out with a fine-grit hand stone.

5.75

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Dowty Pump Reassembly (Cont’d.)

6. Lubricate the body seal (4) with mineral-base grease and place it in the body recess. 7. Refer to Figure 5.67 to find the position of the drive gear. l Lay the pump body on its side and slide the drive gear (14) through this bore so 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 the drive gear (14) with one hand. Slide the mounting flange (1) squarely over shaft until the hollow dowel pins engage mounting flange fully. Remove tape from spline. 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) and that lobe seal (7) and backing washers have not become dislodged. Check the arrow 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. See NOTE.

NOTE:

Ensure that the marked side of the teeth are in contact so the “bedded-in” position is maintained. Continued next page.

Figure 5.67 Bushes Assembled in Body

5.76

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Dowty Pump Reassembly (Cont’d.)

13. Slide cover end bushes, complete with lobe seal and backing washers, over the gear journals. Lobes should face outward away from flat. Bushes must be entered 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 freedom of rotation. 19. Plug ports to prevent contamination from entering pump.

Dowty Lift Pump Run-in

If a new lift pump is installed, the following run-in procedure should be followed 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. Oil temperature should not exceed 140°-1 50°F. If the temperature exceeds limit, extend low pressure operation time and/or check entire lift system.

Barnes Lift Pump (36 Volt)

With the exception of shaft seals, this pump can’t be repaired. If the pump is disassembled, retorque screws to 40 - 45 ft. lbs.

5.77

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Auxiliary Pump Removal

1. Disconnect battery. Drain reservoir. 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 motor using 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 - Barnes

Repair on the auxiliary pump is limited to replacing the shaft seal or mylar gasket 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 - remove 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 hydraulic oil to mating surface of pump. See NOTE.

NOTE:

Gasket (3) is color coded to indicate thickness. New gasket mud be the same color as old. 6. Use masking or electrical tape to cover end of drive shaft to protect seal lip. Dip taped 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Auxiliary Pump Repair- Barnes (Cont’d.)

Item 3 (Mylar Gasket)

Figure 5.69 Auxiliary Pump - Barnes, Exploded View

5.79

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Lift Cylinder Removal (2-Stage)

1. Disconnect battery. 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 rope from the steering system. 6. Using a chain hoist, or another suitable lifting device, raise the carriage to slacken 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 carriage frame. Lift the carriage enough to gain access to the chain anchors on the most 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 Notes for 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC 2-Stage Lift Cylinder Service

1. Remove snap ring (1) from housing. 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 to damage 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. If disassembly 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 for packing kit part numbers.

5.81

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC 2-Stage Lift Cylinder 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 suitable industrial solvent. 2. Inspect all surfaces for galling or heavy scratches. Minor defects may be removed using fine emery cloth. 3. Inspect all parts; replace as required.

2-Stage Lift Cylinder Reassembly

1. All packings and O-rings (except O-ring, item 17) must be dipped in new, clean system hydraulic fluid before assembly. 2. Lubricate inside of cylinder housing using clean system hydraulic fluid. 3. Reassemble cylinder by reversing disassembly procedure, noting the following: l Tighten piston plug (16) and piston (15) using a strap wrench only.

DO NOT MAR CHROME PLATING ON PISTON. l l l l

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.

5.82

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Center Lift Cylinder Removal (3-Stage)

1. Disconnect battery. 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 rope from the steering system. 6. Using a chain hoist, or another suitable lifting device, raise the carriage enough to slacken the lift chains. 7. Remove the lift chains from the equalizer on the backside of the center lift cylinder. 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 on page 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Center Lift Cylinder Service (3-Stage)

1. Remove snap ring (1) and oil seal (2). 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 to damage 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Center Lift Cylinder Service (3-Stage)(Cont’d.) NOTE:

10. Do not separate piston (13) from piston plug (14) unless absolutely necessary. If disassembly is required, use a strap wrench only. Do not mar piston surface.

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 suitable industrial solvent. 2. Inspect all surfaces for galling or heavy scratches. Minor defects may be removed using fine emery cloth. 3. Inspect all parts; replace as required.

Center Lift Cylinder (3-Stage) Reassembly

1. All packings and O-rings (except O-ring, item 15) to be dipped in new, crean system hydraulic fluid before assembly. (See Figure 5.72 & Figure 5.73) 2. Lubricate inside of cylinder housing using clean, system hydraulic fluid. 3. Reassemble cylinder by reversing disassembly procedure, noting the following: l To prevent damage to packings at the top of the cylinder, use the following tools: Service Driver - P/N 1056017 Service Guide - P/N 1056018 l

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

l

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

l

Plug fitting opening to prevent foreign matter from entering cylinder.

5.85

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Lift/Lower Valve Adjustment 2-Stage Mast (P/N )

The following a adjustment procedure is for trucks equipped with variable Lift/Lower manifold,

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 with a capacity Ioad.

2STG-VLV.GEM

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

5.86

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Lift/Lower Valve Adjustment 3 Stage Mast

The following adjustment procedure is for trucks equipped with a 3-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.

3STG-VLV.GEM

Figure 5.75 Lift/Lower Valve Assembly (3 Stage Mast) 5. While someone is holding the lift controller in the Lift position, slowly increase the relief pressure (2) until the carriage starts to lift. While observing the pressure gauge, 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 lift with a capacity load, in the upper stage of lift.

5.87

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Replacement of Proportional Valve Cartridge on Manifold

If the proportional lift/lower valve must be replaced or removed, use the following procedure (refer to Figure 5.76): 1. Cleanliness around the valve which is going to bee removed cannot be over emphasized. 2. After the valve is removed, inspect the sealing surface for contaminants. Clean the 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 sequence until a torque value of 120 - 150 inch Ibs. is achieved. Tightening the valve 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Bleeding Lift Cylinder

The lift cylinder should be bled after maintenance has been performed on the lift hydraulic system or when operation indicates that air has entered the system. A bouncing 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 to bleed screws.

CAUTION

THE BLEED SCREW SHOULD ONLY BE LOOSENED ENOUGH TO ALLOW THE AIR TO ESCAPE. 2. When only oil flows from the cylinder, tighten the bleed screw.

Figure 5.77 Lift Cylinder Bleed Screws

5.89

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Removal (Mechanical Power Steering)

Before disassembling the torque generator, note location of the mounting holes. This is important for correct reassembly. Cleanliness is extremely important in repair work. Seal all open ports and thoroughly clean the torque generator before beginning 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: l adiust steer cable, see page 5.55. l adjust steer chain, see page 5.54. l ensure steering pointer is in correct position. l bleed hydraulic system.

Figure 5.78 Removing Steer Motor (Mechanical Power Steer Vehicles)

5.90

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Removal (Electronic Steering)

Cleanliness is extremely important in repair work. Seal all open ports and thoroughly clean the torque generator before beginning any repair work. 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. l l bleed hydraulic system. l flush hydraulic system, see page 5.103

Figure 5.79 Removing Steer Motor (Vehicles with Electronic Steering)

5.91

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Disassembly Tools Required

1/4 in. thin wall 12 point socket 5/16 in. thin wall 12 point socket Small screwdriver (1/4 in. flat blade) Small breaker bar Torque wrench (150 in. lb. capacity) The following tool is not necessary but is extremely helpful for disassembly and reassembly: Spring installation tool - Char-Lynn P/N 600057.

Figure 5.80 Steering Torque Generator

Figure 5.81 Steering Torque Generator - Exploded View

5.92

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Disassembly (Cont’d.)

Before disassembling the torque generator, note location of the mounting holes. This is important for correct reassembly.

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 damage seal cavity.

Figure 5.83 Separating Power End and Housing End

5.93

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Disassembly (Cont’d.)

6. Remove spacer plate and power end drive. 7. Remove seal from gerotor.

Figure 5.84 Removing Spacer Plate

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

Figure 5.85 Removing Gerotor

5.94

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Disassembly (Cont’d.)

9. Remove control end drive. 10. Remove spacer plate. 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 in housing. 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

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Disassembly (Cont’d.)

17. Remove spool and sleeve assembly from control housing. 18. Remove pin from spool and sleeve assembly. 19. Remove spool and centerings springs from sleeve.

Figure 5.88 Control Housing - Exploded View

Inspection/ Preparation for Reassembly

Replace all worn or damaged parts and assemblies. Replace all seals when reassembling a torque generator. Lubricate all seals with petroleum jelly. Lubricate all finished surfaces to ease assembly and provide start-up lubrication.

5.96

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Assembly

1. Lubricate the spool. Rotate spool while sliding it into sleeve.

Figure 5.89 Spool/Sleeve Assembly (Control End)

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

Figure 5.90 Removing Spacer Plate

5.97

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Assembly (Cont’d.) NOTE:

If spring installation tool is not available, manually install centering springs by installing the two outside springs first. Add the remaining inner springs as shown below.

Figure 5.91 Spring Installation (Alternate Method)

Figure 5.92 Removing Spacer Plate 3. Install pin into spool and sleeve assembly. 4. Lubricate spool and sleeve assembly. Rotate assembly into control housing.

5.98

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Assembly (Cont’d )

5. Install washer over spool shaft with chamfered side toward spool and sleeve assembly. 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 by shaft keyway.

Figure 5.93 Control End Assembly - Exploded View 8. Install control end cap screws. Alternately torque to 150 in. lbs. as shown below.

Figure 5.94 Torque Sequence - Control End

5.99

MODEL NOR30/NOR30P: MAINTENACE HYDRAULIC Steering Torque Generator Assembly (Cont’d.)

9. Turn control housing over, making sure that spool and sleeve assembly remains in housing. 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 are the same and either of the plate may face the control housing).

Correct Alignment

Incorrect Alignment

Figure 5.96 Timing Torque Generator

5.100

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Steering Torque Generotor Assembly (Cont’d.)

12. To time the Torque Generator, rotate spool and sleeve assembly until pin i5 parallel with port face. Install control end drive, making sure drive engagases with pin. Mark drive as shown on previous page. 13. Install seal in gerotor.

Figure 5.97 Installing Spacer Plate

14. Align star valleys with drive mark. Install gerotor, making sure that the seal is ininstalled in side facing the control end spacer plate. 15. Install seal in power end side of gerotor. 16. Install power end drive in gerotor, smaller splined end first. 17. Install spacer plate, aligning holes in piate and gerotor. (Either side of spacer plate may face gerotor.)18. Install quad seal in power end housing. 18. Install washer over power end shaft with chamfered side away from shaft keyway.

Figure 5.98 Installing Power End 20. Install shaft in power end housing, making sure quad seal is not damaged by shaft keyway. 21. Install seal in power end housing. 22. Align control end and power end keyways.Install power end housing, aligning splines in shaft and drive.

5.101

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Steering Torque Generator Assembly (Cont’d.)

23. 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

5.102

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Flushing Hydraulic System

The hydraulic system must be flushed:

• after the truck is first assembled • after any maintenance an the eletronic steering or wire guidance hydraulic components

• after any hydraulic components are changed • when the hydraulic oil is changed. NOTE:

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 the proportional lit/lower valve. This is done to prevent contamination SOL1. The remaining steps are for flushing the auxiliary hydraulic system. If the truck has just been assembled, if a hydraulic component is changed or if the oil is new perform all the following steps.

NOTE:

If steering components have been worked on, (i.e., auxiliary pump, torque genera tor, proportional solenoid, hoses, hydraulic steer motor), only perforrn steps 12 through 20. 1.

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

2.

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

3.

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

DO NOT USE REMOTE LIFT/LOWER TOOL AS THIS WILL ALLOW CONTAMINATION TO ENTER THE PROPORTIONAL VALVE. THE CARRIAGE WILL LIFT AT FULL SPEED WHEN THE LIFT CONTACTOR IS PUSHED IN. ENSURE THAT THERE IS ADEQUATE CLEARANCE ABOVE THE TRUCK TO PREVENT DAMAGE TO THE BUILDING AND/OR THE TRUCK. 4. The carriage should be raised until the side lift cylinders are extended at least one-half of their fully extended length then release the contactor. 5. Lower the carriage by opening the emergency lowering valve located on the lift/lower manifold. 6. Close the manual lowering valve. 7. Repeat the lift/lower process 5 times. See NOTE. BE SURE TO COVER THE LOOSE END TO PREVENT IT FROM COMING IN CONTACT WITH THE TRUCK FRAME. Continued next page.

5.103

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Flushing Procedure (Cont’d)

8. Turn the keyswitch Off, reposition Mode toggle switch to RUN, then turn keyswitch On. 9. 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 at least one-half of their fully extended length. 10. Tum the keyswitch off. 11. Reconnect the lead to the auxiliary motor. 12. 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5. 15. 13. Manually turn the drive unit until it is centered. 14. Turn the keyswitch to the on position. See WARNING. STAY CLEAR OF THE DRIVE UNIT AS IT MAY TURN AS SOON AS THE KEYSWITCH IS TURNED ON. 15. Depress the deadman pedal and let the auxiliary motor run for approximately 10 minutes. 16. After 10 minutes, turn the drive unit from stop to stop at least ten times. 17. Turn the keyswitch to the off position. 18. Replace the return-line filter. 19. Lower the truck to the floor. 20. Check the fluid level in the reservoir.

End of procedure.

5.104

MODEL NOR30/NOR30P: MAINTENANCE HYDRAULIC Clean Procedure

WHENEVER THE AUXILIARY OR STEERING HYDRAULIC COMPONENTS ON A WIRE GUIDED SYSTEM ARE REPAIRED OR REPLACED, THE CLEAN PROCEDURE AND FLUSHING PROCEDURE SHOULD BE FOLLOWED. Before performing maintenance on wire guidance or steering hydraulics, perform the following: 1. Clean around all areas to be disconnected. Pressure solvent (kerosine or an industrial solvent) and wiping with a line free towel are suggested. 2. Have a clean surface prepared for holding tools and components. 3. Wipe all tools and place them on a clean surface. 4. When a new component is installed, thoroughly wash the component and any fittings and hardware using clean kerosine or an industrial solvent and place them onto a clean work surface. 5. When removing a component, disconnect the component or hose, capping the ends or ports with pressure fittings. Cover the end of hose, which will be reused, with a plastic bag, securing it with a rubber band or twist tie. 6. When assembling a new or cleaned component, have all fittings and hardware stationed near to the vehicle on a clean work surface.

5.105

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL ELECTRICAL Wiring Harness

Truck problems are often caused by defects in the wiring. When truck problems exist, use the following procedure to check out the wiring harness: 1. Visually inspect problem areas for: • loose connections • faulty terminals • broken wires • worn insulation 2. Check for continuity in the wiring harness using an ohmmeter and referring to Electrical Schematic. See to Appendix.

Shorts To Frame

Another common cause of truck electrical problems is shorting to the truck frame which can be caused by: • accumulation of dirt • breakdown in insulation • bare wires

\ Shorts to frame can occur at numerous locations including: • battery • motors • cables • buss bars • heat sinks Check for shorts to frame using the following procedure: UNPLUG THE BATTERY; BATTERY CURRENT CAN DAMAGE THE METER. Procedure

1. Use an ohmmeter set on the R x 10,000 scale. 2. Connect one lead to the truck frame and the other to different points in the electrical system - i.e., terminal strips, contactors, wire connections, etc. 3. If there is a short, the meter needle will noticeably move. The meter should register no less than one megohm. 4. If the ohmmeter registers less than one megohm, the short within the particular circuit must be located. 5. Reverse the leads and repeat steps 3 through 5. 6. Remove 15 amp control fuses (FU1, FU2, and FU3). 7. For each fuse, make a connection between the battery side terminal and the truck frame with the ohmmeter. 8. Any reading below 2 megohms indicates unacceptable shorts somewhere in the system. 9. For each fuse, make a connection between the control side terminal and the truck frame with the ohmmeter. 10. Any reading registering on the meter indicates unacceptable shorts in the systems.

5.106

HYDRAULIC Voltage To Frame

MODEL NOR30/NOR30P: MAINTENANCE

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: • Motors • Heatsinks • Battery • Switches • Contactor Panel • Cables/Wiring Check for voltage to frame using the following procedure: 1. Use a voltmeter set on 50 VDC scale (some voltage above truck system). 2. Connect voltmeter leads as follows:

• Positive lead to PC1-1, negative lead to truck frame • Positive lead to truck frame, negative lead to TP4 Voltage readings of 2-3 volts in either test should be eliminated. 3. Eliminating voltage to frame can be accomplished by isolating a particular area of 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 voltage drops, battery needs cleaning or resealing. 4. If battery checks good, reinstall in truck and: • Remove fuses (one at a time). If voltage drops when fuse is removed the defective circuit is isolated. • Disconnect motor leads (one at a time). If voltage drops, motor needs cleaning or repair.

5.107

ELECTRICAL Heat Sink Insulation

MODEL NOR30/NOR30P: MAINTENANCE

Heat sink insulation may become faulty for several reasons: • poorly insulated screws which secure the component to the heat sink • carbon build-up which allows current to bypass heat sink insulation • cracks in the heat sink insulator. Use the following procedure to check the heat sink insulation for shorts to the frame: 1. Remove all electrical connections from the heat sink. • REC1, REC2 • 2 cables at TP6 • unplug JPT1 • 2 lines at TP5 2. Set the ohmmeter on the R x 100,000 scale. Attach the positive lead of the ohmmeter to the heat sink and negative lead to the Power Transistor panel base. The resistance should register at least one megohm. 3. If the resistance is lower than one megohm, clean around the heat sink. 4. If the resistance is still Iow, replace the insulation between the heat sink and the truck frame. See Page 5.174.

5.108

MODEL NOR30/NOR30P: MAINTENANCE

ELECTRICAL Batteries

The lead acid batteries furnish all power requirements of the truck. Most industrial batteries can be expected to function properly for more than five years. The following section contains essential battery maintenance information: • cleaning • leak test • charging • hydrometer check • voltage check • record keeping This information should extend battery life and increase truck efficiency. WEAR EYE PROTECTION.

Battery Cleaning

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

Electrolyte Process

1. The top of the battery becomes wet and stays wet, since the acid in the electrolyte does not evaporate. 2. This moist surface, in combinahon with certain kinds of dirt, becomes electrically conductive and permits stray currents to flow externally over the top of the battery. This affects battery performance and truck operation. 3. The acid also causes corrosion of cell posts, nuts, connectors and the steel battery case. 1. Mix 1 lb. baking soda and 1/2 gallon of hot water.

Battery Cleaning Procedure

2. Tighten the battery vent caps. 3. Use a brush with flexible bristles and apply the soda solution over the top of the battery. Leave the solution there until all “fizzing” stops, indicating that the acid has been neutralized. 4. Rinse thoroughly with clean water. 5. Blow battery case dry using compressed air. NOTE:

Battery Electrical Leakage To Frame Test

Wet covers can be an indication of overfilling, leaky seals at posts or excessive gassing during charge. When observed, the cause should be determined and the adverse conditions corrected. 1. 2. 3. 4. 5. 6.

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 rollers.

5.109

ELECTRICAL

MODEL NOR30/NOR30P: MAINTENANCE

Battery Charging WHEN CHARGING BATTERIES, OBSERVE THE FOLLOWING PRECAUTIONS:

• DO NOT SMOKE, USE OPEN FLAME, OR SPARK PRODUCING DEVICES NEAR THE BATTERIES.

• CHARGE IN A WELL-VENTILATED AREA TO AVOID HYDROGEN GAS CONCENTRATION.

• KEEP BATTERIES CLEAN; CORROSION CAUSES GROUNDS AND THE POSSIBILITY OF SPARKS.

• CHARGE BATTERIES AT THE INDICATED RATES. • KEEP PLUGS, TERMINALS, CABLES, AND RECEPTACLES IN GOOD CONDITION TO AVOID SHORTS AND SPARKS.

• NEVER LAY TOOLS ON TOP OF THE BATTERIES. • WEAR PROTECTIVE CLOTHING AND EYE PROTECTION WHEN HANDLING, CHECKING OR FILLING BATTERIES. NOTE:

Charging Process

Get the maximum use out of each battery by recharging the batteries only when they are effechvely discharged. DO NOT routinely recharge batteries when they are only partially discharged; this will decrease battery life. At maximum recommended discharge, the specific gravity should read 1.150 or less. To charge a battery, direct current is passed through the battery cells in the direction opposite to that of discharge. Charging time is 5-20% longer than that of discharge. 1. First, become familiar with the following: • Charging rate, starting rate, and finish rate. • Time available for charge. • Variations in cell voltage • Avoiding overheating, excessive gassing or overcharging 2. Consult your battery manual for specific charging procedures.

5.110

ELECTRICAL

MODEL NOR30/NOR30P: MAINTENANCE

Hydrometer Use

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

Procedure

1. Insert the nozzle of the hydrometer into the battery cell and draw enough electrolyte into the tube to permit the float to ride free. 2. Bring the hydrometer to eye level and determine the specific gravity of the cell. See Chart above. 3. 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. 4. The specific gravity reading for each cell should be taken and recorded on the battery chart. NOTE:

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

NOTE:

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

Voltage Check

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 positive and negative terminals of each cell. VOM readings will vary with the state of charge:

1. 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 variance of no more than .2 volts between cells. 2. Record the voltage reading for each cell on the battery maintenance chart.

5.111

MODEL NOR30/NOR30P: MAINTENANCE

ELECTRICAL

Adding Water To Battery Guidelines

Battery History Record

Water must be added to battery cells periodically. Frequency and quantity depend on 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 production slowdowns and increased battery operating costs. A properly supervised record system can detect and call attention to such operating irregularities as: Overcharging • Undercharging • Over discharging • Excessive water consumption • Excessive dirt and corrosion • Worn out batteries • Excessive current consumption of trucks • Records should be kept for each battery. Your battery supplier should be able to provide maintenance record sheets. Each report should contain: Battery number, type, serial number, and service data • Specific gravity and voltage readings for each cell • Temperature of the air and eletrolyte • Electrolyte • Amperes • Condition of connectors, cover, sealing compound and tray • General cleanliness • Number of total cycles • Average specific gravity drop • Watering frequency • User comments and observations •

5.112

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motors

All motors are designed to operate with a minimum of maintenance. Sealed bearings are used in all motors thereby eliminating lubrication. Included in the motor section are the following maintenance procedures: • motor cleaning • brush care • commutator care • prevention of motor overheating • open circuit test • short circuit test These procedures, along with periodic inspection help to provide trouble-free motor performance.

Motor Cleaning

Periodic motor deaning is essential to prevent overheating and electrical grounds. To clean the motor properly, use the following procedure: 1. Wear safety glasses. Use crean, dry, low pressure air (30 psi), to blow carbon dust and other foreign materials from: • the motor housing • brush holders • commutator • field and armature windings (if accessible)

Figure 5.102 Example of Cleaning Motor NEVER USE A CHEMICAL SOLVENT TO CLEAN THE MOTOR AS IT WILL CARRY CARBON DUST TO HARD TO CLEAN AREAS AND CAUSE SHORTS WITHIN THE MOTOR. WASHING WITH DETERGENTS REQUIRES COMPLETE DISASSEMBLY AND DRYING. THIS SHOULD ONLY BE ATTEMPTED BY AN AUTHORIZED MOTOR REPAIR SHOP.

5.113

ELECTRICAL

MODEL NOR30/NOR30P: MAINTENANCE

Brush Care

Brushes should be inspected for: Proper wear Signs of overheating Physical damage to brush holders Proper spring pressure/alignment Freedom of movement within brush holders.

Maintenance Schedule

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

Maintenance Inspection Chart

5.114

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL

Brush Care (Cont’d)

1. Position motors to provide easiest access to brushes. 2. 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 brush springs are discolored. • Physical Damage - Inspect the brush holders for damage. Make sure the holders 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 reduced • motor performance. Excessive spring pressure will result in premature wear of the commutator. • A brush spring that does not apply even pressure on the center of the brush will cause the brush to wear unevenly. Freedom of Movement - Check for correct clearance and freedom of brush movement within the holder. Be certain connections are clean and tight and that brush wires do not ground on motor frame or armature.

Figure 5.103 Measuring Brush Spring Tension

5.115

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Brush Replacement

If any of the brushes require replacement, the complete brush set should be replaced. Do not replace just one or two brushes. Refer to the figure below for minimum brush lengths.

*Measurement of brush length refers to the “short” side dimension. When ordering replacements refer to the motor serial number on the motor nameplate. 1 Measured 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 nameplate. 1

Measured from the long end.

Continued next page.

Figure 5.104 Minimum Brush Lengths

5.116

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Brush Replacement (Cont’d)

When ordering replacements refer to the motor serial number on the motor nameplate. Do not substitute brushes. The brushes are matched to the motor type and application to provide the best service. Substituting brushes of the wrong grade can cause commutator damage or excessive brush wear. Where accessible, new brushes should be seated to the commutator curvature. This can be accomplished by wrapping a piece of 00 sandpaper around the commutator, seating the brush in the brush holder, and turning the armature. On smaller motors where space is limited, a brush seating stone may be used. DO NOT use emery cloth to seat brushes. After the brushes are seated, the dust should be blown out of the motor with dry compressed air (30 psi).

5.117

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Commutator Servicing

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

High Mica

Most modern armatures have the mica undercut between the commutator segments. However, if the armature does not have the mica undercut, this operation should not be done. The decision to undercut or not is determined by the type and grade of brush used in that particular motor. The mica should be undercut to a depth equal to the width of the mica. This is usually 1/32 inch, but may vary in some motors. 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 the next section on commutator resurfacing). After the commutator has been polished, the segments on the commutator should be chamfered and the armature should balanced. These last two steps (chamfering and balancing) are normally neglected and can contribute to an early failure of the motor brushes. Commutator Resurfacing

Light pitting and wear can be removed using a abrasive rubber polisher.Excessive pitting or wear will have to be removed by resurfacing the commutator. Determine the minimum commutator diameter; the commutator must not be turned below this diameter. To do so will impede the operation of the motor and possibly result in motor component damage.

NOTE: ALL DIMENSIONS GIVEN ARE IN INCHES

Figure 5.106 Commutator Cutting Tool

5.118

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Commutator Resurfacing (cont’d)

Figure 5.106 shows the dimensions for sharpening the commutator cutting tool. Always make sure the cutting tool is sharp before resurfacing the commutator. Position the cutting tool so the point of the tool is approximately 1/32" below the center line of the armature. Resurface the cammutator at 800 rpm, taking only light cuts each time. No more than 0.005 inch should be removed during any one cut and the final cut should not be more than 0.002 inch. Ensure that the tool is retracted from the commutator surface before repositioning the tool to prevent damage to the surface of the commutator. Refer to High Mica after machining is complete.

Stoning of Motor Commutators

Using a stone to correct commutator problems is an old and improper technique that has been used for a long time. Usually, stoning a commutator does not correct the problem and, if not done properly, creates additional problems. Instead of using the traditional stone, use a suitable abrasive rubber polisher. Rubber abrasive polishers may be purchased from Martindale 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 the commutator, it is critical to remove the copper burrs on the commutator segment edges. This can best be accomplished by using the proper slotting file. The commutator should then be polished using the abrasive rubber polisher. If the burrs on the commutator segments are not removed after stoning, they become oxidized by sparking as the trailing edge of the brush passes over them. This converts copper to copper oxide, a hard abrasive, which will cause accelerated brush wear. Refer to the figure below and on the following page.

Figure 5.107 Commutator Mica Undercut and Chamfering

5.119

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Commutator Segment Trueness

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

Chamfering Commutator Bar Edges

After machining is complete, the edges of the segment bars should be chamfered. Chamfering increases the distance between two successive bars, which reduces the likelihood of flashover. It also reduces the possibili1y of copper burrs on the bars which will cause premature wearing of the brushes. Polish each chamfer using an abrasive rubber polisher. Below are diagrams which show proper and improper chamfering techniques.

Figure 5. 108 Chamfering Segment Bar Edges on the Commutator

5.120

ELECTRICAL Motor Overheating

MODEL NOR30/NOR30P: MAINTENANCE Most motor overheating can be prevented by understanding the causes and preventions listed below:

IF AN ELECTRICAL FAILURE OR AN EXTREME OVERLOAD OCCURS, ESPECIALLY IN A TOTALLY ENCLOSED MOTOR, PERSONNEL SHOULD NOT BREATHE THE FUMES WHICH HAVE BEEN GENERATED INSIDE THE MACHINE. THE HEAT OF THE FAILURE ARC OR OVERLOAD MAY GENERATE NOXIOUS FUMES BY PYROLYSIS OF THE INSULATION MATERIALS. ALL POWER SHOULD BE DISCONNECTED FROM THE MOTOR BEFORE ANY INVESTIGATION OF THE FAILURE IS ATTEMPTED. THE AREA AROUND THE MOTOR SHOULD BE WELL VENTILATED. PERSONNEL SHOULD NOT BREATHE THE TOXIC FUMES PRODUCED BY THE FAILURE. IF POSSIBLE, TIME SHOULD BE ALLOWED FOR THE

5.121

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor Test for Open Circuit

An open circuit is one in which the electrical circuit within the motor has been broken. This can be caused by: • bad brushes or brush springs

Motor Open Circuit Test Procedure

•

a broken wire in the field winding

•

a loose or bad connection

1. Disconnect the motor from the truck circuit. 2. Connect the leads of an ohmmeter between the individual circuits. (The drive motor has four external connections - two armature and two field. See below.) 3. There should be continuity within each circuit and the meter reading should be zero. 4. There should be NO continuity between the armature and the field terminals. The meter should register more than 100,000 ohms. 5. If the meter indicates an open circuit in the armature, check condition of the brushes before rejecting the motor. NOTE:

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

Figure 5.109 Drive Motor Terminals and Circuits

5.122

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Short Circuit Test - Motors

A short circuited motor is one in which the insulation on the field or armature windings has broken down at two or more points. The breakdown creates a low resistance current path, allowing current to flow from one turn of the coil to another adjacent coil turn, without octually flowing through the coil wire. The result is a decrease 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

Short Circuit Test

1. Refer to the inspection report showing the motor current when the motor was new. 2. Duplicate the same truck conditions (loaded or unloaded) and measure the present current. 3. If the present current reading is 25% more than the original current value, a short circuit probably exists.

Armature Shorts

A short circuit in the armature will cause heating which will probably resuh in burning of: • the armature coil • banding wires • commutator segments Visual inspection should show this condition.

5.123

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor Grounds Test

In a grounded motor, an electrical circuit exists between the current-carrying conductors and the motor housing. This can be caused either by direct contact or through conductive foreign material. The ground may be caused by: • insulation breakdown • brush leads touching the motor housing • build-up of carbon dust or other materials. 1. Isolate the motor from the truck circuit. 2. Attach one lead of a megohmmeter (preferably), or an ohmmeter set to the highest resistance scale, to a motor terminal and the other lead to the motor housing. Be sure paint does not interfere with connections. 3. If the megohmmeter indicates a resistance of less than 100,000 ohms, the motor is grounded. Clean, repair or replace the motor as necessary.

Grounds - General

Another common cause of truck electrical problems is other grounding. Grounds can be caused by: • accumulation of dirt • breakdown of insulation • bare wires Grounds can occur at numerous locations including: • batteries • motors • contactors • solenoid coils • terminal strips • switches

Procedure

1. Disconnect battery connector. 2. Connect one ohmmeter lead of a Simpson Model 260 (or equivalent) to the truck frame making sure of good contact with bare metal. Use R x 100 scale. 3. Connect the other ohmmeter lead to each of the following points individually: • FU 1-2 • FU3-2 • TP4 4. A reading of less than 1,000,000 ohms between any of the connections indicates that a ground exists. 5. Inspect circuit carefully to find the cause of the ground.

5.124

MODEL NOR30/NOR30P: MAINTENANCE MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Auxiliary Motor Pacific Scientific Specifications

Brush Replacement

1. Disconnect battery. 2. Tag and remove power cables. 3. If motor is left on truck, place tape over the bolt heads to hold in place once the nuts are removed; this will aid in reassembly. If motor is to be removed, remove foot mounting screws and separate aux. pump from motor. 4. Remove nuts from the tie bolts. 5. Lift off rear end bell assembly. Continued next page.

Foot Mount Base

Figure 5.110 Pacific Scientific Motor - Exploded View

5.125

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Brush Replacement (Cont’d.)

6. Loosen terminal stud, pull brush lug from under nut. 7. Lift spring off brush. 8. Remove old brush; install new brush; put lug under terminal and tighten. Repeat for other brush. 9. Position brush as shown below.

Figure 5.111 Brush Spring ‘Cocked’ For Insertion 10. Ensure that the wave washer is in the bearing bore. Hold the washer in place using finger through hole in end bell during assembly. 11. Orient end bell key to line up with mating notch in shell. 12. Partially insert bell and ‘uncock’ brush springs by pushing brush toward commutator until the spring snaps over the brush. See Figure 5.112.

Figure 5.112 Brush Spring in Proper Position

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

CAUTION

TO PREVENT SHORTING ENSURE THAT INSULATOR IS IN POSITION AND HAS NOT BEEN DAMAGED. 14. Using small screwdriver align tie bolts with holes. 15. Push end bell assembly back into its original position. Continued next page.

5.126

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Brush Replacement (Cont’ d.)

16. Replace tie bolt nuts. Remove tape if used in Step 3. 17. If motor was removed from vehicle, re-attach auxiliary pump to motor (apply Molycote grease to tang) and remount motor in vehicle. 18. Reconnect power cables. 19. Reconnect battery and test motor.

Commutator Care

See Page 5.118.

Pacific Scientific Bearing/Armature

1.

Disconnect the battery; disconnect power leads from auxiliary motor.

2.

Remove screws holding pump/motor assembly to the tractor.

3.

Separate auxiliary pump from motor.

CAUTION

NOTE:

WHEN DISASSEMBLING MOTOR, USE A CLEAN BENCH, FREE OF STEEL PARTS OR CHIPS AS THE PERMANENT MAGNET FIELD WILL ATTRACT LOOSE PARTICLES. 4.

Remove tie bolts and nuts.

5.

Remove rear end bell assembly and wave washer.

6.

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

7.

Grasp shaft and/or front bell and withdraw briskly.

8.

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

9.

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. 10. Remove rear bearing. 11. To assemble, reverse Steps 1-10 observing the following NOTE and CAUTION.

NOTE:

CAUTION

After pressing new front bearing onto shaft use Loctite 242 (1036909) on outer race 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.

5.127

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor Disassembly - Prestolite

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

Figure 5.113 Typical Prestolite Motor 1. 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 the brushes out of the brush holders. Either position the brushes outside the motor or remove the brush retaining screws and remove the brushes from the motor.

Figure 5.114 Lifting Brush Springs - Brush Removal 2. Scribe or center punch locating marks in the end heads and the frame. Although locating marks are not always necessary because of locating pins in some motors, the marks can save a lot of time when the motor does not have locating pins.

Figure 5.115 Removing Brush Retaining Screws

5.128

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite Disassembly (Cont’d.)

3. Remove the commutator end head retaining screws or bolts. Most motors have a slip fit bearing at the commutator end, and the end head can be removed with very little trouble.

Figure 5.116 Removing Commutator End Retaining Screws

NOTE:

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

Figure 5.117 Commutator End Removed 4. Remove the drive end head retaining bolts or screws, if necessary. Some of the smaller pump motors retain the drive end head with the motor through-bolts.

Figure 5.118 Removing Drive End Retaining Screws

5.129

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite Disassembly (Cont’d.)

5. Separate the armature and drive end head, from frame and field coil, as an assembly.

Figure 5.119 Removing Drive End Head and Armature 6. Separate the armature from the drive end head. This operation is usually accomplished by pressing the armature out of the drive end bearing. On some of the larger motors, the end head and bearing will have to be removed with a puller.

NOTE:

When a puller is used, protect the end of the armature shaft with a nut or a thick flat washer. 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 not damage the armature. 7. Separate the bearing from the end head. On larger motors the bearing is retained with a snap ring. Remove the snap ring, then press the bearing out of the end head. Se the figure on the next page.

Figure 5.120 Removing Drive End Head With Puller

5.130

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite Disassembly (Cont’d)

Figure 5.121 Removing Bearing Retainer

8. There will be occasions when it will be necessary to remove ventilating fan and/or drive splines from armature shafts. The ventilating fans are, for the most part, cast iron or cast aluminum. Once these fans have been pressed onto the armature, they must be heated to be removed without damage. A puller is installed and a slight pressure exerted against the fan. Use a small propane torch to heat the area of the fan around the shaft. When the fan becomes loose on the shaft, as evidenced by the puller becoming loose, remove it as quickly as possible.

Figure 5.122 Removing Fan

5.131

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite Disassembly (Cont’d.)

9. Press or drive the spline retaining pins out of the shaft and spline. 10. Use a hammer and chisel or drift punch to drive the spline out of the shaft. 11. Once the spline is removed, the armature shaft must be cleaned to remove all of 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 solvent and dried with compressed air. The armature should be blown off with compressed air to remove brush dust and dirt 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 cannot be replaced.

5.132

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite, Inspection

After the motor components have been thoroughly cleaned and dried, they should be inspected for the following:

5.133

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Testing Motor Prestolite

After thorough inspection, the Frame and Field Assembly should be checked for 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

5.134

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Prestolite Frame and Field Service Notes

If the inside of the motor is exceptionally dirty and there is evidence of a grounding condition caused by the dirt, the inside of the motor can be given an additional coat 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 parts houses in aerosol type dispensers. Before spraying field coils, make sure they are absolutely clean and dry. Protect brush rigging, pole shoe faces and end head seats to keep varnish off.

Field Coil lnstallation

Good solder connections are important due to the vibration characteristics encountered by these motors which can cause cold or poorly soldered connections to break. Before installing the field coils, the connections which require soldering should be buffed or wire brushed clean to remove any oxidation. The connections should then be tinned with a soldering iron. NOTE:

We do not recommend using a soldering gun or torch. Soldering guns cannot provide the heat concentration required and soldering torches can damage the insulation. Use a heavy soldering iron. After field coil installation, connect the solder joint making sure the solder is flowing properly to avoid a cold soldered joint.

NOTE:

There is an optional method of connecting field coils which provides a mechanical connection before soldering. This method facilitates soldering and results in a stronger connection for added vibration protection. After tinning and installing the field coils in the frame, align the coil straps and drill an 11/64" hole (#18 drill) through both straps. Insert a #8-32 brass screw and nut or a brass pop rivet and solder the connection. After the connection has been made, check the clearance between it and the end head to prevent grounding the connection when the end head is installed. Continued next page.

5.135

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Prestolite Frame and Field Service Notes (Cont’d.) Armature Testing

NOTE:

Check the armature for grounded circuits by placing one test lead of the test lamp on the commutator and the other test lead on the armature shaft. If the test light lights, the armature is grounded. If the armature has been turned and undercut prior to testing, check for and remove any copper buildup or fillings between commutator bars and at the commutator riser. This condition will cause an armature to check shorted and is usually caused from a dull undercutting tool.

Figure 5.127 Testing Armature

Standard Wiring Connections

These armatures are tested on a growler using a steel strip or hacksaw blade to locate 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 winding is shorted, the strip or blade will vibrate.

Reassembly

After the motor components have been thoroughly cleaned, tested, repaired or replaced, assemble the unit.

5.136

MODEL NOR30/NOR30P: MAINTENANCE

Motor - Prestolite Assembly

If the spline has been removed a new one must be installed. Once the spline is removed, the armature shaft must be cleaned to remove all old grease and metal chips or filings. The new spline is pressed into the shaft and the retaininq pin hole is drilled through the new spline.

Figure 5.128 Drilling Spline New splines have instructions calling out a dimension for spline installation. After the hole has been drilled through the spline, the armature and spline should be blown 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 Retaining Compound 40" or equivalent on the inside of the fan hub when reassembling fan.

lockshft.gem

Figure 5.129 Fan Installation

5.137

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Motor - Prestolite Assembly (Cont’d) Bearing Installation

Whenever ball bearings are pressed into an end head or onto a shaft, always press against the race that is absorbing the pressure. Press on the outer race when installing 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. NOTE:

Some motors are tested at voltage lower than (1/2 to 2/3) rated voltage of the motor. 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 motor terminals.

5.138

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL 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

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Lift Pump Motor Test (24 Volt)

Test Specifications @ 77°F/25°C

Lift Pump Motor Test

Viewed from Commutator End (36 Volt) Test Specifications @ 77°F/25°C

Viewed from Commutator End

5.140

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER STEERING ENCODER

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

Figure 5.131 Electronic Steering Wheel Assembly

5.141

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER Handling Printed Circuit Cards

Observe the following when performing any adjustments or replacing a printed circuit card: l

l l l l

DO NOT touch the gold fingers on the edge connector on any printed circuit card. The oil from your fingers can cause intermittent contact. If required, clean the edge connector using a soft pink pencil eraser. Wipe off 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 connector may 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 to static electricity.

5.142

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER If the horn button requires replacement, removing the grip portion of the controller will save you time as you will not need to perform LEARN again. If the lift/lower thumb lever is removed for any reason, you MUST perform LEARN again before returning the truck to service.

Directional/speed Controller Removal From Vehicle

With power disconnected and console cover in operator’s compartment removed: 1. Remove connector JPC9 from the carriage wiring board. 2. Remove screws holding controller assembly to vehicle. Remove controller from truck.

Potentiometer Removal (VR1)

3. Remove screws holding cover (2). 4. Remove screws holding bracket (3). 5. Lift out VR1 along with bracket (3). The cable clamp on the outside of the housing (1) may need to be removed. 6. Remove old shrink sleeve from pot (VR1) terminals. Identify wires for reassembly. 7. Unsolder wires. 8. Remove gear (9). 9. Remove nut holding potentiometer to bracket (3).

NOTE:

If potentiometer is the only item being replaced, proceed to Step 4 of Assembly Procedure on the next page. 10. Remove cap screw securing gear (8) to shaft (5). 11. Support gear (8) with one hand and pull shaft (5) out with the other. 12. Shaft (5) and spring (7) may now be removed. Note quantity and position of any spocers. 13. If spring (7) needs replacement it may now be removed/replaced.

NOTE:

CAUTION

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

DO NOT BEND SPRING EARS - FATIGUE FAILURE MAY RESULT. 14. If oilite bearings (6) require replacement, press old bearings out and new ones in.

NOTE:

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

5.143

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER Directional/Speed Controller Assembly

1. Install gear (8) and spring (7) into housing (along with any spacers previously removed). Position ears of spring (7) correctly around spirol pin in housing. (See Figure 5.132 and Figure 5.133) 2. Line up holes in housing (1) and gear (8) and slide shaft (5) into housing and gear. 3. 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. 4. Bend locating tab of potentiometer (VR1) down so it does not engage bracket (3). 5. Place potentiometer (10) into bracket (3). 6. Replace washer/nut on potentiometer and tighten only finger tight. 7. Slide new shrink sleeving (3/8" long) over individual wires. 8. Solder wires onto new potentiometer. 9. Shrink sleeving over terminals and solder joint. 10. Bend terminals over as shown. 11. Install gear (9) on potentiometer shaft. Set screw in aear should be away from potentiometer. Potentiometer shaft should be flush with end of gear (9). 12. Carefully place bracket and potentiometer back into housing. Specially formed teeth assure proper alignment of the gears. 13. Install screws into bracket (3).

NOTE:

Do not lubricate gears in controller assembly. 14. Connect a VOM to the wires between JPC9-7 and JPC9-8. 15. 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. 16. Disconnect meter and reconnect wires back onto Carriage Wiring Board at JPC9. 17. Power up truck and enter test A3. 18. Rotate the body of VR1 until a reading of 2.50 +/-0.1 volts is on the Operator’s Display. This is the fine adjustment. 19. Tighten nut securing VR1 in bracket (3). 20. Ensure voltage measured in step 18 is still within tolerance; adjust if required. 21. Replace cover (2). 22. Reverse removal from vehicle instructions Steps 1-4 to install controller assembly back into vehicle. 23. Perform LEARN before returning truck to service.

5.144

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER

Figure 5. 132 Directional/Speed Control Assembly

5.145

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER

Figure 5.133 Directional/Speed Control - Exploded View

5.146

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER Lift/Lower Return Spring Replacement

1. Disconnect battery. 2. Remove set screws (1). 3. Carefully pull thumb lever (2) straight off of assembly. See NOTE.

NOTE:

DO NOT rotate potentiometer shaft while thumb lever is removed. If the potentiometer shaft is moved perform Test A4 to ensure that the voltage is correct. 4. Remove old spring. 5. Install new spring, carefully positioning spring ears around pin. See CAUTION.

CAUTION

DO NOT BEND SPRING EARS. 6. Carefully slide thumb lever onto pot shaft, ensuring that shaft is not turned from original position. 7. Tighten set screws (1 ) securely. 8. Perform LEARN mode.

Figure 5.134 Lift/Lower Return Spring Replacement

5.147

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER 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. Continued next page.

Figure 5.135 Lift/Lower Control Assembly, Potentiometer Wiring

Figure 5.136 Lift/Lower Control Section

5.148

MODEL NOR30/NOR30P: MAINTENANCE STEERING ENCODER VR2 Replacement (Cont’d)

9. Slide pot into housing, locking pot tab into molded recess in housing 10. Reassembly halves of controller handle. 11. Perform LEARN mode.

5.149

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL ELECTRICAL Steering Tachometer Assembly Maintenance

The tachometer assembly, which is driven by the hydraulic steer motor, should not need any maintenance over the life of the truck. However, care should be taken to ensure its proper operation. 1. The beh tension does not need adjustment as it is preset by a spring. This also prevents over-tightening of the belt which can damage the tachometer, although belt tension could be adversely affected if the mounting brackets are bent. 2. Replace the belt if there are any cracks or frayed sections. 3. If the tachometer support is disassembled, be sure to reassemble the spacer associated with the pivoting bracket and that the bracket moves freely. 4. The tachometer brushes should never require service. 5. Do not secure the cable between the tachometer and the free-hanging quick disconnect terminals. Stiffness of the cable jacket is enough to upset the operation of the tachometer. 6. Be sure the protective rubber boot is installed which prevents oil from entering and damaging the tachometer. 7. For best results, replace the tachometer as a complete unit rather than trying to service it.

Figure 5.137 Steering Feedback Tachometer

5.150

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Position Feedback Pot Assembly Maintenance

The Position Feedback Pot Assembly, which is turned as the drive unit is moved from side to side, should not need any maintenance over the life of the truck; however, care should be taken to ensure its proper operation. 1. Be sure to tighten all mounting bracket and coupler hardware whenever the Position Feedback Pot Assembly is worked on. If set screws are loosened, apply Loctite (1036909) to threads then retighten. 2. Make sure that the wires soldered on the pot cannot touch one another when installed. 3. For best results, replace the Position Feedback Pot as a complete unit rather than trying to service it.

Figure 5.138 Position Feedback Potentiometer

5.151

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Potentiometer VR9 Adjustment

Potentiometer VR9 is used on trucks with power steering. To adjust the voltage output from VR9: 1. Turn the drive unit so it is straight ahead. It is important that the drive unit be as straight ahead as practical! 2. 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. 3. Enter Test A0. 4. Rotate coupler until Operator’s Display shows 4.4 +/-0.3volts, (Turn coupler clockwise to increase voltage). See NOTE.

NOTE:

If Code 76 appears intermittently during normal operation, set the voltage of VR9 more towards 4.1 volts. 5. Tighten coupler. 6. Check voltages as per Test A0: 7. Exit test. 8. Run Learn. 9. End of Procedure.

Figure 5.139 Adjusting Potentiometer VR9 (Power Steer Trucks Only)

5.152

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Electronic Steering Test Procedure

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

Initial Checks for All Vehicles

1. Proportional solenoid must be properly installed. 2. 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 with respect 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 procedure should only need to be done when the truck is first put together, the Position Feedback pot is replaced, or pot VR1 (WHEEL TRIM) cannot be adjusted enough when aligning wireguidance. This and all other instructions are written for using either a voltmeter or the wireguidance 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 corresponding switch position is also given in brackets [ ]. An adapter P/N 1056001 is necessary in order to use the wireguidance alignment box with this system. An extender card P/N 1029620 is also available to make access to testpoints easier. As a reference, the cards are arranged in the card rack in the following manner: Continued next page.

Figure 5.141 Card Cage Layout

5.153

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Setting Position Feedback Potentiometer VR8

Adjusting the position feedback potentiometer is required so the steering system knows when the drive wheel is straight ahead. This procedure should be done every 6 months or 1000 hours of operation or whenever the pot mounting bracket or flexible coupler are removed. Improper adjustment can result in: • • •

improper auto-centering during power-up the drive unit hitting a physical stop when turned, or an error condition of “Drive Unit Out of Range” when in wire guided mode.

1. Adjust the Position Feed back Potentiometer mounhng bracket so that the pot is concentric 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 to incorrectly indicate position if the drive unit should tilt. Slight tilt of the drive unit will occur when accelerating/decelerating or when traveling over uneven floors. This situation will cause degraded steering performance.

NOTE:

Ensure that all hardware is tight when done.

Position Feedback Potentiometer

Figure 5.142 Adjusting Feedback Potentiometer

2. 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 any tension between the tire surface and the floor. See NOTE.

NOTE:

Turning the drive unit while standing shil creates tension between the surface of the tire and the floor. This tension can rotate the drive unit when the auxiliary system is turned off. This would throw the drive unit out of position. Attempting to positon the drive unit by sight will give in poor results. 3. Connect a DVM (Digital Voh Meter) to TP-5 WRT (with respect to) Vr (TP-4 on the Solenoid Control card, or TP-3 on the Power Supply).

Continued next page.

5.154

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Setting Feedback Potentiometer VR8 (Cont’d)

NOTE:

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

VR1 will not change the voltage that represents drive unit position at TP-3 or test/alignment unit switch position [WHEEL POSITION]. 5. Connect a voltmeter to TP-3 [WHEEL POSITION] on the Solenoid Controller Card WRT to Vr (TP-4). Set the DVM to a scale of approximately 2 volts, full scale. 6. Loosen, but do not remove, the Feedback Potentiometer hold down screws and rotate the pot until the meter reads as close to zero as possible. 7. 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 alignment box scale). 8. Perform Learn mode.

End of procedure.

Figure 5.143 Solenoid Control Card

5.155

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Operational Checks (For All Vehicles With Electronic Steering)

1. Connect the Wireguidance Digital Tester P/N 1056020 to PW4 on Logic Card and 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 an LED OFF is equivalent to a “0” ( zero ). 2. Read the Status Message in the Status Message Register of the Digital Tester. It should read one of the following messages depending on the angular position of the drive unit:

3. Turn the drive unit fully left, shut off power for at least 5 seconds. 4. Turn power back on, and then step on the deadman pedal. The drive unit should turn to approximately straight (autocenter) within 1.5 seconds of stepping on the deadman pedal. 5. Drive the truck at least ten feet without turning the steering wheel to release tire friction. The drive unit should be within 3 degrees of centered. See Figure below for an easy way to measure this.

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

Figure 5.144 Measuring Drive Angle

5.156

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Operational Checks (For All Vehicles With Electronic Steering) (Cont’d)

6. With drive unit turned full left, drive the truck a short distance without turning the steering 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 unit turned fully right. 7. Disconnect the harness connected to the Solenoid Control Card at JPW3. The Status message should change to the following:

8. 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 and then back on to clear the error condition. 9. Short circuit TP3 to TP4 on the Power Supply card with a jumper clip. The status message should change to the following:

10. Verify that the audible alarm comes on. Remove the short from the Power Supply, and turn power off and then back on to clear the error condition. 11. Disconnect the cable marked JPC12 on the carriage wiring board, or JPS28 on the Vehicle Manager. The Status message should change to the following:

12. Verify the audible alarm comes on. Reconnect harness. NOTE:

END OF TEST FOR NON-WIREGUIDED VEHICLES. Continue to next page for vehicles equipped with wire guidance.

5.157

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL

Operational Checks Wireguided Vehicles Only

Complete the Operational Checks on the previous pages before proceeding.

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

Verify that the: audible alarm comes on truck will still steer in manual mode truck speed is limited to slow speed. 2. Drive the truck toward a guidewire at approximately 15°. When the sensor gets close to the wire, the: audible alarm goes off truck will no longer steer manually, and Status Message should change to the following:

3. At this point, the truck should attempt to align itself over the guidewire. When all of the lights in the Deviation register go out, the Locked-On-Wire light should come on and the Status Message should change to one of the following messages depending on the frequency being used:

Continued next page

5.158

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Operational Checks Wireguided Vehicles Only (Cont’d)

4. With the truck locked on wire, shut the Line Driver off. The Status Message shouid change to the following:

5. Verify that the audible alarm comes on. Reconnect the Line Driver. 6. With the truck locked on wire, switch the AUTO/MAN switch to manual; the audible alarm should come on. 7. Turn the drive unit completely to one side and rotate the truck over the wire while observing the Leds in the deviation register of the Digital Tester. The Leds in the Heading Limit side shouid come on in sequence with the first LED coming on at approximately 1.5° to the wire and the second LED coming on at approximately 3°. 8. Return truck to approximately parallel to the wire and turn the drive unit so that it is straight. 9. 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. These Leds should also come on in sequence, with the first coming on at approximately 1-1/4 inch and the second at about 2 inches. The audible alarm shouid turn off whenever the second LED in either the Heading or Displacement Limit section of the Deviation register turns on. End of procedure.

5.159

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Wire Guidance Test Procedure Initial Checks

Before making any adjustments to the vehicle wire guidance system, perform the following: 1. Check that the proportional valve and guidance sensor are installed and functioning properly. 2. Ensure that the correct wire guidance frequency has been selected. This can be verified through Configure mode. Note that if the wire frequency is changed, the preamp in the wire guidance sensor must be changed to match the new frequency. 3. Verify that guidewire frequency is correct and that the guidewire current is adjusted correctly.

Continued next page

5.160

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Wire Guidance Test Procedure (Cont’d.)

4. 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 respect to TP4 (grd) and verify supply voltages.

Figure 5.146 Power Supply Card

5.161

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Wire Guidance Alignment

The wire guidance alignment procedure is divided into the following sections: • vehicle static adjustments • vehicle dynamic adjusiments • optimizing wire guidance performance Adjustments to the feedback potentiometer are only required when the feedback po tentiometer is replaced or VR1 on the Solenoid Controller card cannot be adjusted enough. 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 be done when the truck is first put together, whenever any component of the guidance system is changed (Filter card, Processing card, Preamp, or Wire Guidance sensor), or whenever the dynamic adjustments are not sufficient to get the truck to guide adequately. This section is also written two different ways depending on whether an alignment track is available or not. It is highly recommended that an alignment track be used as it makes the adjustments easier and more effective.

Dynamic Adjustment

The truck dynamic adjustment is the fine-tuning procedure, where the guidance system is adjusted to meet the needs of the vehicle. Adjusiments are done by observing the truck moving back and forth over a guidewire. This procedure should always be done following the static adjustment procedure, every 6 months or 1000 hours of operation or whenever necessary to improve the tracking accuracy of the vehicle. All procedures are written for using either a voltmeter or the wire guidance alignment box P/N 1056002. If the alignment box is used, the corresponding switch position is also given in brackets, [ ]. An adapter P/N 1056001 is necessary in 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 working order. If an analog meter is used, care must be taken to prevent damage to it because 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.

CAUTION

DO NOT REMOVE OR INSTALL CARDS WITH THE POWER ON AS THE CARDS MAY BE DAMAGED.

5.162

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Wire Guidance Cards

The wire guidance cards are arranged in the card rack as follows: 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

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Truck Static Adjustments

The static adjustment consist of moving the sensor position relative to the guidewire 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 sensor must be kept os parallel to the wire as possible. All pots mentioned in this section can be found on the Processing Card, and all measurements are with respect to TP14 when using a voltmeter.

Truck Static Adjustments W/O Alignment Track

1. Adjust the sensor so that it is level within 1/8", between 1-1/4" to 1-3/4" above the floor, and is within 1/8" of being centered between the baselegs or load wheels. USE A CHAIN HOIST ATTACHED TO THE OVERHEAD GUARD OR OTHER ADEQUATE MEANS TO SUPPORT CARRIAGE WHILE WORKING UNDERNEATH. 2. Position the sensor so that it is directly over the guidewire and as parallel to it as possible. Connect meter to TP-5 [ HEADING ANGLE ] and adjust R124 ( TRACTOR OFFSET ) until the meter reads zero. 3. Position the sensor so that it is approximately 3-1/2" to one side of the guidewire and as parallel to it as possible. Read the voltage at TP-5 [ HEADING ANGLE ] and adjust R120 ( LOAD GAIN ) until the meter reads zero. 4. Position the sensor so that it is approximately 3-1/2" to the opposite side of the guidewire and as parallel it is possible. Read the voltage at TP-5 and the readjust 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 over the guide wire and repeat stops 2 through 4. End of Static Adjustment Procedure without an Alignment Track.

5.164

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Truck Static Adjustments WITH Alignment Track

1. Adjust the sensor so that it is level within 1/8", between 1-1/4" to 1-3/4" above the floor, and is within 1/8". of being centered between the baselegs or load wheels. USE A CHAIN HOIST ATTACHED TO THE OVERHEAD GUARD OR OTHER ADEQUATE MEANS TO SUPPORT CARRIAGE WHILE WORKING UNDERNEATH.

2. Position the truck so that it is centered over the alignment track (+/- 3/8") and is as parallel to it as possible. 3. Set the track to the center wire and adjust R124 (TRACTOR OFFSET) so that TP5 [HEADING ANGLE] is zero volts. 4. Set the track to either outside wire and adjust R120 (LOAD GAIN) so that TP5 [HEADING ANGLE] is zero volts. 5. Set the track to the opposite outside wire and readjust R120 (LOAD GAIN) so that TP5 [HEADiNG ANGLE] is one-half its value. Be sure to observe the polarity of the voltage! 6. Set the track to the center wire and readjust R124 (TRACTOR OFFSET) so that TP5 [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 over the guide wire and repeat steps 2 through 6.

End of Static Adjustment Procedure using alignment Track.

Figure 5.149 Example of an Alignment Track

5.165

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Truck Dynamic Adjustments

The dynamic adjustment procedure is a fine tuning of the adjustments done in the 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. 1. Acquire a straight section of guidewire. Ensure the wire current is properly adjusted. 2. Observe the tracking of the vehicle at the sensor as the truck is driven up and down the wire. This can be done by observing the sensor directly or by measuring the signal at TP-12 [DISTANCE FROM WIRE] with respect to TP-14 on the Processing 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 allowing the truck to coast to a stop in each direction. The truck should be driven at least 20 feet 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 indications of adjustment.

NOTE:

The drive tire cannot be used as an indication of adjustment. Sensor position is what is important. 3. If the sensor moves to different lateral(side-to-side) positions relative to the wire when driven forward verses reverse, adjust pot R124 (TRACTOR OFFSET) until the sensor tracks at the same point relative to the wire in each direction. If the vehicle moves to the RIGHT when traveling tractor end first and to the LEFT when traveling load end first, turn R124 OUT (counter-clockwise).

NOTE:

RIGHT and LEFT does not necessarily mean that the truck is actually to the right or left of the wire, just that it moves right verses left for the direction indicated.

4. If sensor tracks offset to the guidewire at the same point in each direction, adjust VR1 (WHEELPOS) on the Solenoid Controller Card until the sensor tracks directly over wire. Turn VR1 IN (clockwise) to make the vehicle move to the RIGHT relative to the wire. If the sensor cannot be centered, recheck the Position Feedback Pot adjustment or the sensor position. End of Wire Guidance Dynamic Adjustments

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MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Optimizing Wire Guidance Performance

This section details how to reduce the amount of offset used in the adjustment of a Wire Guidance system. This procedure only needs to be done if the truck will guide properly only in some aisles, or possibly if frequent adjustments are necessary.

Reasons for Optimizing a Wire Guidance System

The OFFSET pot adjustment is provided as a convenient method for matching the sensor electrical centerline with the truck steering centerline. It is intended to only be a fine-tune adjustment because using an excessive amount of offset causes the following problems: • •

If the floor signals vary, the truck can only be adjusted for certain points on 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 two things: a constant that you input with the offset pot, and the signals received from the floor. If the floor signals vary, the balancing act is upset and the system will go out 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’s physical 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’s physical centerline due to manufaduring tolerances. The only way to tell if the sensor’s electrical centerline matches the truck’s physical centerline is to watch the truck guide up and down the wire. If the truck tracks at the same point laterally (side-to-side) to the wire in each direction of travel, the centerlines match. (Note: This does not necessarily mean centered over the wire.) Floor signals tend to vary quite a bit between aisles or even in any given aisle. Opoimum tracking will be achieved when zero electrical offset is used. The offset adjustment is roughly equivalent to rotating the sensor’s eledrical centerline. On orderpickers, the carriage comes down close over the sensor. The signals received by the sensor will actually increase as the platform is lowered because the platform will distort the magnetic field. This is the same as if the signal from the floor was to vary for some reason and can affect the adjustment of the system.

Continued next page.

5.167

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Optimizing Wire Guidance Performance (Cont’d) Determine How Much OFFSET is Being Used

This procedure will only help if a large amount of offset is being used by a vehicle. To determine if this is the case, complete the following steps: See figure next page.

1. Do a complete static and dynamic adjustment of the vehicle. 2. Measure the voltage at the wiper of the TRACTOR OFFSET pot with respect to Vr: • TRACTOR OFFSET is R124 on Processing Card and • Vr is TP-14 on Processing Card. NOTE:

The wiper is always the center terminal of the pot. 3. If the Offset voitage is greater than + 1.5 volts or less than -1.5 volts, then this procedure can help improve the performance of the Wire Guidance system. Ideally this voltage would be zero.

Electrical OFFSET Reduction Procedure

This procedure will physically position the sensor so that the centerline of the sensor and truck match. This will be done by adjustment of the sensor in its mounting bracket as shown in the following figure.

Figure 5.150 Adjusting Guidance Sensor Procedure

1. Put truck on wire, accelerate to at least half speed, and coast to a stop. Do not reverse direction. This will align the truck steering centerline with the wire. 2. Measure the voltage at the OFFSET pot (R124) wiper. Adjust the offset pot until this voltage is zero volts. 3. Measure Heading Angle TP-5 on Processing Card WRT TP-14 (Vr). Continued next page.

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MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Optimizing Wire Guidance Performance (Cont’d) Electrical OFFSETReduction Procedure (Cont’d)

4. Loosen bolts holding sensor to its mounting bracket. 5. Rotate sensor until Heading Angle indicates zero. Ensure sensor remains level. 6. Tighten sensor mounting bolts. 7. Loosen mounting bracket bolts holding bracket to truck. 8. Pivot bracket to center sensor between baselegs. 9. Tighten the mounting bracket screws. 10. Perform dynamic adjustment procedure. End of procedure

Figure 5.151 Card Cage Circuit Cord Arrangement

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MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Diode Assemblies

Diode assemblies stop current in one direction and allow it to flow in the other direction. This prevents signals appearing at the cathode (-) from feeding back into the 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.

CAUTION

DA6

DO NOT ATTEMPT TO TEST DIODE ASSEMBLIES WHILE THEY ARE CONNECTED TO THE CIRCUIT.

Note that the following test for DA6 assumes that a Simpson 260 VOM meter is used.

To check the capacitors within the circuit proceed as follows: When the diode portion of the circuit was tested in DA6, as described above, the capacitors were charged to the voltage level of the test meter. 1. Disconnect one test lead at the ohmmeter. 2. Attach leads from meter so the positive lead is attached to 2 and the negative lead is attached to 4. 3. Watch the needle on the meter carefully. When the disconnected lead is reattached to the meter, the needle will momentarily jump as the capacitor discharges through the meter. 4. Disconnect one lead from the meter and attach the positive lead to 6 and the negative 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 the capacitors were in fact charged. If DA6 continues to fail this test, replace the assembly.

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MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL 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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MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Contactors General

Clean and inspect contactors regularly to help ensure their proper operation. See 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 necessary.

Inspection

Visually inspect all parts for: • nicks • broken or damaged leads • broken terminals or springs • burned contact tips • cracked or deteriorating bushings, insulation or contact guards • stripped threads • other obvious damage. THE ONLY REPLACEABLE COMPONENT OF THE CONTACTOR ASSEMBLY ARE THE CONTACTOR TIPS. IF ANY OTHER SEGMENT OF THE CONTACTOR IS FOUND TO BE DEFECTIVE, THE ENTIRE CONTACTOR ASSEMBLY MUST BE REPLACED

Guidelines

When inspecting contactors, remember • Darkening 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 department, there is not enough contact point material to last until next regular inspection. • The silver alloy part of the point is usable contact material; the copper backing 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 use sandpaper or emery cloth.

5.172

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Contractors Specific,

The contractors used in the orderpicker are all Contact Industries brand contactors. The table below lists and identifies the specific contactors:

Coil Test

If you suspect a defective contactor coil, before you replace the contactor, test the coil with an ohmmeter as outlined on Page 5.176.

Revised 12/15/92

5.173

MODEL NOR30/NOR30P: MAINTENANCE ELECTRICAL Rectifier Torque Ratings and Installation

Preparation Procedure of Power Transistor/Rectifier and Heat Sink Block

1. Check to make sure each surface that the Rectifier’s mount is spot-faced and the spot-face is flat or the entire top surface has at least a 63 surface finish. 2. 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. 2. Rub the mounting surface to where the Rectifier is to be installed with 3M Scotchbrite Pad No. 7447 or equivalent until oxide is removed. Clean off any pad remnant by using a lint-free tissue (e.g. Kimberly Clark KIMWIPES, Scott As sembly - Wipes). 3. If a stud mounted Rectifier is to be mounted, lightly rob the mating shoulder with the Scotchbrite pad and apply a thin coating of P/N 1050492 (Thermal Com pound). DO NOT GET ANY ON THE THREADED PORTION OF THE SEMI-CONDUCTOR. 5. Assemble heat sink and prepare each semi-conductor mounting surface time. Immediately after surface is prepared, the semi-conductor must be installed.

5.174

MODEL NOR30/NOR30P:MAINTENANCE ELECTRICAL Power Transistor (Q1) Test

Relering to the figure below, connect a DVM to the points specified to test the Power The values shown below were measured using a Fluke 8060A digital voltmeter. If the readings are not as specified replace the Power Transistor. If the Power Transistor resistance reading is less than 10 ohms from E to C or C to E, it is safe to assume that the Power Transistor is defective. See NOTE. NOTE:

CAUTION

Before testing the Power Transistor, ensure that all leads are disconnected and clear from the device. The Power Transistor shouid be at room tempera ture; higher or lower temperatures will affect the readings. If the Power Transistor is found to be defective, test the Chopper Module BEFORE installing the new Power Transistor!

Replace REC1 only if it fails any static tests (open or shorted).

Figure 5.152 Test Points for Power Transistor Q 1

Chopper Module Test

If the Chopper Module passes the following tests, the Chopper Module is assumed Chopper to be OK. The tests are: A1, A2, 16, 17, OB, and OD

5.175

MODEL NOR30/NOR30P:MAINTENANCE ELECTRICAL Testing Other Electrical Components

CAUTION

REC1/REC2 Test

The table below gives the recommended test procedures for electrical components not previously covered. The checks are all made by the use of an ohmmeter (Fluke 8060A or equivalent). The readings do not absolutely mean components checked will 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.

The following test should determine if the rectifier in question is good in the static condition. 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!

5.176

MODEL NOR30/NOR30P:MAINTENANCE PASSWORD LEVELS PASSWORD LEVELS

Two password levels are used with Micro Command NA ; they are: • PASSWORD and ... • SUPERWRD

PASSAWORD

PASSWORD allows access to Configure mode only. Instructions for using CONFIG are outlined in Program Mode. All trucks leaving the factory will have a PASSWORD of “CAT1”; see discussion below.

SUPERWRD

SUPERWRD allows access to all program levels available. Only qualified service technicians should have access to SUPERWRD. Specific instructions for the correct procedures are described in Program Mode. All trucks leaving the fadory will have a SUPERWRD of “CAT2”; see discussion below. Instructions for entering or changing the PASSWORD or SUPERWRD password are also included in this section.

It is strongly recommeded thot the SUPERWRD be changed from the factory default of CAT2 to something else during installation so access to programming is limited to qualified personnel. With that in mind, it is very important to 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 reset the truck to factory default settings. This would require all the variable settings to be reset (i.e., Speed, Drive, PASSWORD, SUPERWRD, etc.).

5.177

MODEL NOR30/NOR30P:MAINTENANCE PROGRAM MODE PROGRAM MODE

Program mode is used by maintenance personnel to access:

• • •

Maintenance mode (MAINT) Configure mode (CONFIG) and... Learn mode (LEARN)

Maintenance Mode (MAINT)

Maintenance mode is used to test and troubleshoot individual circuits related to Micro Command NA. To access MAiNT, the SUPERWRD must be used.

Configure Mode (Config)

Configure Mode Configure mode is used to adjust vehicle performance to specific customer requirements. To access CONFIG, use PASSWORD. Perform LEARN Mode before attempting to configure the truck. Refer to page 5.184.

Learn Mode (LEARN)

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.

5.178

MODEL NOR30/NOR30P:MAINTENANCE PROGRAM MODE Entering Program Mode

Entering Program This procedure details how to enter Program mode. 1. Turn the keyswitch Off. 2. Depress and hold the horn button in. 3. Move the lift control to lift and hold. 4. Turn the keyswitch On. 5. The Operator’s Display will show eight (8) blank spaces 6. The left-most segment is flashing. The flashing of the segment indicates that it is active 7. To move the cusor to the right, move the speed control towards the tractor. To move the cusor to the left, move the speed control towards the forks. 8. When the segment you want is active (flashing), move the lift/lower control to lower 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). 9. Repeat steps 7 and 8 until the correct Password or Superword is on the display. See NOTE.

NOTE:

Entering the Password will take you to the Configure menu. Only the Superword will allow the use of Learn Configure and Maintenance Modes. 10. When the correct Password or Superword is on the display, depress the horn but ton. If an invalid Password or Superword was used the Operator’s Display will show: Invalid Code...Try Again. The correct Password or Superword MUST be correct before the system will allow you to proceed. Continued next page.

5.179

MODEL NOR30/NOR30P:MAINTENANCE PROGRAM MODE

Entering Program Mode (Cont’d)

Numbers and letters will be displayed in each segment in the order shown below when the Lift/Lower control is moved to Lift... then repeats. Moving the control to Lower scrolls the information in the opposite direction. Figure 5.153 Operator Display for Program Mode (Example Only)

Figure 5.153 Operator Display for Program Mode (Example Only)

Continued next page.

5.180

MODEL NOR30/NOR30P:MAINTENANCE PROGRAM MODE Entering Program Mode (Cont’d)

11. When the correct code for SUPERWRD is entered, “SU” will be displayed on the VFC until a selection is made from the menu on the Operator’s Display, see Figure 5.154. “QUIT” will appear as the first selection. If “QUIT” is the desired menu selection, depress the horn button. If “CONFIG”, “LEARN” or “MAINT~ is wanted, use the Lift/Lower control to get to that menu, then depress the horn button. If “MAINT” is selected, the Operator’s Display will remind the service technician to jack the drive tire off the floor and to open the emergency lowering valve while in maintenance mode. When “READY” appears on the Operator’s Display, depress the horn button to enter Maintenance Mode.

VFC-SU.GEM

Figure 5.154 VFC indicating SUPERWRD has been entered 12. 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 mode submenus are described on pace 5.184.

VFC-1.GEM

Figure 5.155 Vehicle, Manager in Configure Mode

5.181

MODEL NOR30/NOR30P:MAINTENANCE LEARN MODE LEARN MODE

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). Review instructions for Program mode (if required) before proceeding. 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 button firmly...the alarm will “beep” indicating that you are in LEARN mode. The VFC display will appear as shown below.

VFC-LEARN.GEM

Figure 5.156 Learn ModeFigure 5.156 Learn Mode Follow the instructions as they appeor on the Operator’s Display. Learn instructions will vary slightly between vehicles with different options. Instructions will repeat until they have been completed. After the VFC is satisfied that the instructions on the Operator’s Display have been followed, the alarm will beep and the next instruction will appear. This will continue until all required components are “Learned”. When all Learn instructions have been completed, the system will automatically reset and SelfTest will complete. On the next page is an example of a completed Learn procedure.

5.182

MODEL NOR30/NOR30P:MAINTENANCE LEARN MODE Learn Mode Example

5.183

MODEL NOR30/NOR30P:MAINTENANCE CONFIGURE MODE CONFIGURE MODE

Review instructions for Program mode (if required) before proceeding. After entering the SUPERWRD, “QUIT PGM” will be displayed. Rotate the Lift/Lower control 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 in the menu. Continue moving the lift/lower control until the name of the menu name you want to modify is displayed, then depress the horn button; this will take you into the sub-menu for the item selected. Currently selected values appear in the sub-menu first. To make another selection or change, move the Lift/Lower control in either direction. Return the control to neutral when the desired item appears, then depress the horn button. Depressing the horn button will select the item currently being displayed and return you to the main menu. All possible truck configurations and options are listed in these instructions. If your truck does not have one or more of the listed options they will not appear as a selection on the Operator’s Display. To save changes made in CONFIG, select Quit Cfg from the main menu and depress the horn button. Selecting “Save? Y” saves the changes you have made and exits CONFIG Mode. To reinstate the factory default settings: 1. Select DEFAULT from the main menu and depress the horn button. Default setting are indicated in the following tables by asterisks (*). 2. Select “Save?” to save the settings. See NOTE:

NOTE:

Changing the Access Code

If after modifying CONFIG, you change your mind, simply select “Save? N” and depress the horn button. Save? N exits Configure mode without saving any of the changes made. Selecting and saving DEFAULT resets all variable values to factory settings.

Both the PASSWORD and SUPERWRD may be changed to any combination of letters, numbers and/or spaces you decide. The minimum is one (1 ) character, the maximum 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 the lift/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.

5.184

MODEL NOR30/NOR30P:MAINTENANCE CONFIGURE MODE Configure Mode Standard Features Continued next page.

Entered through SUPERWRD.

1

XXXXXXXX are password variables entered by the individual using Configure mode.

2

SUPERWORD menu only appears if CONFIGURE mode was entered using SUPERWORD

*Denotes Factory Default setting.

Revised 12/15/92

5.185

MODEL NOR30/NOR30P:MAINTENANCE CONFIGURE MODE Configure Mode Optional Features

(Cont’d from previous page)

*Denotes Factory Defaulting setting 1

Only available through SUPERWORD with CUTOUT option

5.186

MODEL NOR30/NOR30P:MAINTENANCE MAINTENANCE MODE MAINTENANCE MODE

Maintenance mode allows the service technician a means of testing individual circuits within the Micro CommandNA system. Maintenance mode is accessed through Program mode after the SUPERWRD is entered. Refer to Program mode on page 5.178 for information on procedures for accessing Maintenance mode. After selecting MAINT has been selected from the menu, the display will appear as shown below. If “MAINT” is selected, the Operator’s Display will remind the service technician to jack the drive tire off the floor and to open the emergency lowering valve while in maintenance mode. When “READY?” appears on the Operator’s Display, depress the horn button to enter Maintenance Mode.

Figure 5.157 VFC shown in Maintenanre Mode

During Maintenance Mode, always jack the drive tire off the floor and open the Emergency 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 A SUITABLE HOIST TO STABILIZE THE MAST. KEEP HANDS AND FEET CLEAR FROM BENEATH THE VEHICLE WHILE JACKING. USE JACK STANDS OR SOLID BLOCKS TO SUPPORT TRUCK - DO NOT RELY ON JACKS. REFER TO PAGE 5.15.

Detailed, step-by-step prodedures for each test are in Chapter 6.

5.187