SUPPLEMENT TRANSISTOR CONTROLLER/CONTACTOR PANEL … · SUPPLEMENT TRANSISTOR CONTROLLER/CONTACTOR PANEL ... from damage that might result if the current were lim-ited only by the

PDH

SUPPLEMENTTRANSISTOR CONTROLLER/CONTACTOR PANEL

(FOR TYPE E AND EE RATED TRUCKSTRUCKS SERIAL NUMBERS 374311 AND HIGHER

1. GENERAL

This supplement covers the new Big Joe TransistorSpeed Controller and associated Contactor Panelused on the PDH Series Lift Trucks. This system isused on trucks Serial Numbers 374311 and higher.

The Big Joe Transistor Controlled Electrical System isshown in schematic form in Figure 1. Figure 2 providesthe wiring diagram for a PDH Type E lift truck and Fig-ure 3 provides the wiring diagram for a PDH Type EElift truck. Refer to these diagrams and the schematicsfor tracing of electrical circuits during troubleshootingand testing procedures.

2. CIRCUIT OPERATION.

While operation of the transistorized control system isautomatic, it is helpful to understand the operatingprinciples and features of the transistor controllerwhen troubleshooting trucks equipped with this con-troller. The controller is mounted on the controllerpanel, installed within the main housing of the lift truck.Figure 4 identifies the contacts of a typical controller.

2.1. Smooth Stepless Operation.

The Big Joe custom transistor controller allows supe-rior control of the vehicle's drive motor speed. Theamount of current delivered to the motor is set by vary-ing the "on" time (duty cycle) of the controller's transis-tors. This technique, called "pulse width modulation"(PWM), permits silent, stepless operation.

2.2. Current Multiplication.

During acceleration and during reduced speed opera-tion, the controller allows more current to flow into themotor than flows out of the battery. The controller actslike a DC transformer, taking in low current and highvoltage (the full battery voltage) and putting out highcurrent and low voltage. The battery only has to supplya fraction of the current that would be required by aconventional controller (in which the battery and motorcurrent are always equal). The current multiplicationfeature gives vehicles using these controllers greaterdriving range per battery charge.

2.3. Acceleration Limiting.

A built-in acceleration limiting circuit maintains a maxi-mum rate of power increase to the motor. If full throttleis applied at start-up, the acceleration ramp settingdetermines how quickly the output of the controllerincreases. The standard setting is such that with fullthrottle applied, the controller requires approximatelyone second to reach full output. This feature contrib-utes to smooth, even starts. (See adjustment instruc-tions to adjust acceleration rate setting.)

2.4. Current Limiting.

The transistor controllers limit the motor current to apreset maximum. This feature protects the controllerfrom damage that might result if the current were lim-ited only by the motor demand. The current limit fea-ture also protects the rest of the system. Byeliminating high current surges during vehicle acceler-ation, the stresses on the motor and batteries arereduced and their efficiency and service life areimproved. Similarly, there is less wear and tear on thevehicle drive train.

Document 347 1

Figure 1. PDH Electrical Schematic (Sheet 1 of 2)

R6159A

2 Document 347

Figure 1. PDH Electrical Schematic (Sheet 2 of 2)

R6159B

Document 347 3

Big Joe Manufacturing Company

Figure 2. Wiring Diagram, PDH Type E Transistor Controlled Trucks (Sheet 1 of 2)

R6160A

4 Document 347

Figure 2. Wiring Diagram, PDH Type E Transistor Controlled Trucks (Sheet 2 of 2)

R6160B

Document 347 5

Figure 3. Wiring Diagram, PDH Type EE Transistor Controlled Trucks (Sheet 1 of 2)

R6161A

6 Document 347

Figure 3. Wiring Diagram, PDH Type EE Transistor Controlled Trucks (Sheet 2 of 2)

R6161B

Document 347 7

Figure 4. Full Feature Electronic Motor Controller

2.5. Plugging.

A form of electrical braking called plugging can beused to slow the vehicle. When the motor is reversedwith the accelerator advanced (i.e., when the vehicle ismoving), the armature acts as a generator. Currentfrom the armature flows through a plug diode in thecontroller. The controller regulates the current in themotor field winding to give an appropriate level of plug-ging torque. The vehicle slows smoothly to a stop, thenautomatically accelerates in the other direction. A tonemay be heard during plugging. The maximum pluggingcurrent is factory set and is field adjustable (seeadjustment instructions).

2.6. Undervoltage Protection.

The control circuitry requires a minimum battery volt-age to function properly. The controller is thereforedesigned so its output is gradually reduced if the bat-tery voltage falls below a certain level; the cutoff volt-age is listed in the specifications (see Table 1).Reducing the output to the motor allows the batteryvoltage to recover, and an equilibrium is established in

which the battery supplies as much current as it canwithout falling below the cutoff voltage.

2.7. Overvoltage Protection.

Similarly, the controller has a means of preventingoperation when battery voltage is too high for properfunctioning. Excess voltage can occur from an unregu-lated battery charger or from improper or faulty wiring.

Table 1. Controller Specifications.

R6096

Big Joe Model PDH-20, 25 & 30PDH-40

Preprogrammed Controller 907200-03 907200-05

Input Voltage 24 24

Current Limit 250 Amps* 300 Amps*

Rating:

1 Minute 250 Amps 300 Amps

2 Minute 200 Amps 210 Amps

5 Minutes 150 Amps 160 Amps

1 Hour 100 Amps 110 Amps

Under-voltage Cutout 9 V 16 V

Max F/R Current 2 Amps 2 Amps

Operating Frequency 15 kHz 15 kHz

*60 Second rating.

8 Document 347

2.8. Thermal Protection.

Because they are well designed thermally, the control-lers barely get warm in normal operation. If the internaltemperature of the controller exceeds 85°C to 95°C,the current limit drops off steadily until it is reduced tozero. Plug current, however, is not reduced, in order toprovide full vehicle braking under all thermal condi-tions. This allows the vehicle to be operated at areduced performance level in order to permit maneu-vering out of the way and stopping in a good place.After the controller cools down, full current and perfor-mance return automatically. The controller shifts fre-quency during overtemperature from its normal 15 kHzto 1kHz, providing an audible tone alerting the opera-tor to the overtemperature condition.

The controller is also protected from undertempera-ture. Should its internal temperature fall below -13°F (-25°C) from being parked overnight in an icehouse,for example, the current limit will be approximately 1/2of the set current. Once the controller warms above -13°F (-25°C), full current limit and performance returnautomatically.

2.9. Accelerator Fault Protection (Runaway Protection).

Throttle full range produces 0-100% duty factor at thecontroller output (unless limited by other conditions).Throttle fault detect is performed on the throttle inputsignals and virtually eliminates the possibility of run-away operation.

2.10. Fault Detection.

An internal microcontroller automatically maintainssurveillance over the functioning of the controller.When a fault is detected, the appropriate fault code issignaled via the LED, externally visible on the side ofcontroller (See Figure 6 or Figure 7 for LED locationon controller). The diagnostic codes flashed by theLED are listed in Table 4.

If the fault is critical, the controller is disabled. Moretypically, the fault is a remediable condition - for exam-

ple, an undervoltage fault is cleared when the condi-tion is removed.

The automatic fault detection system includes:

contactor coil open / shorted driver (F/R and shunt contractor)

contactor driver overcurrent / contactor coil short

contactor welded

emergency reverse circuit check

M- output fault

memory checks upon start-up

overvoltage cutback

power supply out of range (internal)

throttle fault

undervoltage cutback

watchdog (external and internal)

watchdog (internal)

2.11. Hand Held Programmer.

A hand held programmer is available that is designedspecifically for use with the controller. It serves dualfunctions of reading diagnostic data provided by thecontroller and adjusting certain performance values ofthe controller. The programmer (Part Number 005472-02)is available through your Big Joe dealer. If you requiredealer location information contact Big Joe Manufac-turing Co. phone number 847-675-8700.

2.12. Fault Recording.

Fault events are recorded in the controller's memory.Multiple occurrences of the same fault are recorded asone occurrence.

The fault event list can be loaded into the programmerfor readout. The Special Diagnostics mode providesaccess to the controller's diagnostic history file - theentire fault event list created since the diagnostic his-tory file was last cleared. The Diagnostics mode, onthe other hand, provides information about only thecurrently active faults.

Document 347 9

2.13. Fault Recovery (including recovery from dis-able).

Almost all faults require a cycling of the KSI or brakeinput to reset the controller and enable operation. Theonly exceptions are shown in Table 2.

Table 2. Fault Recovery Exceptions.

2.14. Emergency Reverse: Enhanced PluggingCurrent.

Emergency reverse (or "belly button") switches aremounted on the handles of walkie vehicles. The emer-gency reverse switch is wired to the controller andother vehicle electronics in such a way that if the but-ton is pressed against the operator by the advancingvehicle, the controller enables enhanced plugging cur-rent to slow the vehicle and reverse its direction. After

the button is released, normal controller operation isnot resumed until neutral (no direct) is selected or untilthe brake is cycled (brake, then release). However,repeatedly pressing the belly button will reactive theemergency reverse function each time.

2.15. Arcless F/R Switching.

Each time the F/R switch passes through neutral, thecontroller's output is rapidly turned off (even if thethrottle is held on) so that all motor current hasstopped by the time the direction contactor drops out.Controller output always starts at zero and increasessmoothly at the set acceleration rate each time a newdirection is selected.

2.16. High Pedal Disable (HPD)

When the controller Key Switch Input (KSI) is turnedon, it will sense a "high" (advanced accelerator) andwill inhibit the output until the accelerator is releasedand reapplied. By preventing the unit KSI from beingturned on with the throttle depressed, this safety fea-ture (also called Neutral Start) requires the truck tostart smoothly from zero throttle when the battery isplugged in. It also protects against sudden startscaused when problems in the throttle linkage (e.g.,bent parts, broken return spring) give a partial or fullthrottle signal to the controller even with the accelera-tor released when the battery is plugged in.

FAULT RECOVERY

anti-tiedown release and re-select Mode 1

contactor overcurrent when condition clears

emergency reverse BB re-applied or brake cycled

HPD lower throttle to below HPD threshold

overvoltage when battery voltage drops below over-voltage

SRO when proper sequence is followed

thermal cutback when temperature comes within range

throttle fault clears when condition gone

undervoltage when battery voltage rises above under-voltage

10 Document 347

3. GENERAL CHECKOUT.

Carefully complete the following checkout procedure. Ifyou find a problem during the checkout, refer to Para-graph 5. for further information.

The checkout can be conducted with or without thehandheld programmer (See Paragraph 2.11.). Thecheckout procedure is easier with a programmer. Oth-erwise, observe LED for codes.

CAUTION: Put the vehicle up on blocks to get thedrive wheel off the ground before begin-ning these tests.

Turn the keyswitch off and make sure thatthe brake is applied (brake switch open),the throttle is in neutral, and the forward/reverse switches are open.

Do not stand, or allow anyone else tostand, directly in front of or behind thevehicle during the tests.

1. If a programmer is available, connect it to the pro-grammer connector.

2. Turn the keyswitch on. The programmer should"power up" with an initial display, and the control-ler's Status LED should begin steadily blinking asingle flash. If neither happens, check for continu-ity in the keyswitch circuit and controller ground.

3. If you are using a programmer, put it into the diag-nostic mode by pressing the "DIAGNOSTICS"key. The display should indicate "No KnownFaults."

Release the brake by pulling down the control arminto the operating position. The LED should con-tinue blinking a single flash and the programmershould continue to indicate no faults. If there is aproblem, the LED will flash a diagnostic code andthe programmer will display a diagnostic mes-sage. If you are conducting the checkout without a

programmer, look up the LED diagnostic code inTable 4.

When the problem has been corrected, it may benecessary to cycle the brake in order to clear thefault code.

4. With the brake released, select a direction andoperate the throttle. The motor should begin toturn in the selected direction. If it does not, verifythe wiring to the forward/reverse switches, for-ward/reverse contactors, and motor. The motorshould run proportionally faster with increasingthrottle. If not, refer to Paragraph 5.

5. If you are using a programmer, put it into the testmode by pressing the "TEST" key. Scroll down toobserve the status of the forward, reverse, brake,emergency reverse, and mode switches. Cycleeach switch in turn, observing the programmer.Each input should show the correct state on theprogrammer.

6. Check the controller's fault detection circuitry asdescribed in paragraph 6.3.

7. Take the vehicle off the blocks and drive it in aclear area. It should have smooth accelerationand good top speed.

8. Test the plug braking of the vehicle. Verify that theplug braking option is as desired (variable orfixed).

9. Verify that all options, such as high pedal disable(HPD), static return to off (SRO), and anti-tiedown, are as desired.

10. Check to see whether the emergency reverse(belly button) feature is working correctly. Verifythat the circuit is operational by momentarily dis-connecting one of the emergency reverse wires.The vehicle should be disabled and a fault indi-cated.

Document 347 11

4. ADJUSTMENT.

To change a parameter using the programmer, pressthe "PROGRAM" key, and scroll down the ProgramMenu until the desired parameter is the top line of thedisplay. Press the appropriate "CHANGE VALUE" key("up" or "down") until the desired number is reached.The parameter is now set at the desired value. All pro-gramming occurs in real time. That is, the parametercan be changed while the vehicle is in operation.

Some parameters have dependencies on otherparameters. When the programmer is being used toadjust a parameter and a limit is reached, the displaywill stop changing. To see why the display has stoppedchanging, press the "MORE INFO" key. If the limit isrelated to another parameter, that information will bedisplayed; changing the value of the related parameter

may allow the original parameter to be adjusted fur-ther. Otherwise, the display simply says "Max Limit" or"Min Limit".

Table 3. Adjustment Settings

SETTING

FUNCTION PDH-20, 25 & 30 PDH-40

Creep Speed 7 7

Mode 1 Plugging Current Limit

Not Used Not Used

Mode 1 Acceleration Rate Not Used Not Used

Mode 2 Plugging Current Limit

80 70-160*

Mode 2 Acceleration Rate 1.0 1.0

Mode 2 Maximum Speed 100 100

* Subject to user preference

12 Document 347

5. DIAGNOSTICS AND TROUBLESHOOTING.

The controllers provide diagnostics information toassist in troubleshooting drive system problems. Thediagnostics information can be obtained in two ways:reading the appropriate display on the programmer orobserving the fault codes issued by the Status LED.The Status LED is located on side of the controller(See Figure 6 or Figure 7 for location of LED on con-troller).

5.1. LED Diagnostics

During normal operation, with no faults present, theStatus LED flashes a single flash at approximately 1flash/second. If the controller detects a fault, a 2-digit

fault identification code is flashed continuously untilthe fault is corrected. For example, code "3,2" - weldeddirection contactor - appears as:

o o o o o o o o o o o o o o o(3,2) (3,2) (3,2)

The codes are listed in Table 4. For suggestions aboutpossible causes of the various faults, refer to Table 5.Troubleshooting Chart.

Operational faults - such as overtemperature - arecleared as soon as operation is brought within range.Non-operational faults - such as a throttle fault - usu-ally require the brake or keyswitch to be cycled afterthe problem is remedied.

Table 4. LED Codes

Note: Only one fault is indicated at a time, and faults are not queued up.

LED CODE EXPLANATION

LED Off no power or defective controller

Solid On defective controller

Single Flash o controller operational; no faults

1,2 o o o hardware fail-safe error

1,3 o o o o M- fault or motor output short

1,4 o o o o o sequencing fault (SRO)

2,1 o o o 5kΩ-0 or throttle wiper input fault

2,2 o o o o emergency reverse circuit check fault (BB wiring)

2,3 o o o o o high-pedal-disable fault (HPD)

2,4 o o o o o o throttle pot low open or shorted to B+ or B-

3,1 o o o o contactor or shunt driver overcurrent

3,2 o o o o o welded direction contactor

3,3 o o o o o o [reserved for future use]

3,4 o o o o o o o missing contactor or shunt

4,1 o o o o o low battery voltage

4,2 o o o o o o overvoltage

4,3 o o o o o o o thermal cutback

4,4 o o o o o o o o [reserved for future use]

Document 347 13

5.2. Programmer Diagnostics

With a programmer, diagnostics and troubleshooting ismore direct than with the LED alone. The programmerpresents complete diagnostic information in plain lan-guage - no code to decipher. Faults are displayed inthe Diagnostic Menu, and the status of the controllerinputs/outputs is displayed in the Test Menu.

The following 4-step process is generally used fordiagnosing and troubleshooting an inoperative vehicle:(1) visually inspect the vehicle for obvious problems;(2) diagnose the problem, using the programmer; (3)test the circuitry with the programmer; and (4) correctthe problem. Repeat the last three steps as necessaryuntil the vehicle is operational.

Refer to Table 5 for suggestions covering a wide rangeof possible faults.

Table 5. Troubleshooting Chart

LED CODE PROGRAMMER LCD DISPLAY

EXPLANATION POSSIBLE CAUSE

1-2 HW FAILSAFE hardware fail-safe error 1. Controller defective

1,3 M- SHORTED M- output shorted 1. M- output shorted to ground.

2. Direction contactor not closing.

3. Direction contactor not closing fast enough.

4. Internal motor short to ground.

1,4 SRO SRO Fault 1. Improper sequence of KSI, brake, and direction inputs.

2. Wrong SRO type selected.

3. Brake or direction switch circuit open.

4. Sequencing delay too short.

2,1 THROTTLE FAULT 1 5kΩ-0 or wiper fault 1. Throttle input wire open.

2. Throttle input wire shorted to ground or B+

3. Throttle pot defective.

4. Wrong throttle type selected.

2,2 BB WIRING CHECK emergency reverse wiring fault 1. BB wire open.

2. BB check wire open.

2,3 HPD HPD sequencing fault 1. Improper seq. of KSI, brake, throttle inputs

2. Wrong HPD type selected.

3. Misadjusted throttle pot.

2,4 THROTTLE FAULT 2 Pot Low broken or shorted 1. Pot Low wire open.

2. Pot Low wire shorted.

3. Wrong throttle type selected.

14 Document 347

Table 5. Troubleshooting Chart (Continued)

LED CODE PROGRAMMER LCD DISPLAY

EXPLANATION POSSIBLE CAUSE

3,1 CONT DRVR OC driver output overcurrent 1. Direction contactor coil shorted.

2. Shunt field shorted.

3,2 DIR CONT WELDED welded direction contactor 1. Direction contactor stuck closed.

3,4 MISSING CONTACTOR missing contactor or shunt 1. Direction contactor coil open.

2. Direction contactor coil missing.

3. Shunt field open.

4. Wire to shunt or direction contactor open.

4,1 LOW BATTERY VOLTAGE low battery voltage 1. Battery voltage <16 volts.

2. Corroded battery or controller terminal.

3. Loose battery or controller terminal.

4,2 OVERVOLTAGE overvoltage 1. Battery voltage >33V

2. Vehicle operating with charger attached.

4,3 THERMAL CUTBACK over-/under-temp. cutback 1. Temperature >85°C or <-25°C.

2. Excessive load on vehicle.

3. Improper mounting of controller.

4. Operation in extreme environments.

Document 347 15

6. MAINTENANCE

There are no user-serviceable parts inside the control-lers. No attempt should be made to open the control-ler. Opening the controller may damage it and will voidthe warranty.

The transistor controller is programmed at the factoryspecifically for the truck model on which it is equipped.It is important to replace the controller with the correctpreprogrammed unit to asure proper performance set-tings intended for that particular truck. See Figure 6 orFigure 7 for the preprogrammed controller number.

It is recommended that the controller exterior becleaned periodically, and if a handheld programmer isavailable, this periodic cleaning provides a goodopportunity to check the controller's diagnostic historyfile. It is also recommended that the controller's faultdetection circuitry be checked whenever the vehicle isserviced.

6.1. Cleaning

1. Remove power by disconnecting the battery.

2. Discharge the capacitors in the controller by con-necting a load (such as a contactor coil or a horn)across the controller's B+ and B- terminals.

3. Remove any dirt or corrosion from the bus bararea. The controller should be wiped clean with amoist rag. Allow it to dry before reconnecting thebattery.

4. Make sure the connections to the bus bars aretight. Use two well insulated wrenches for thistask in order to avoid stressing the bus bars.

6.2. Diagnostic History

The handheld programmer can be used to access thecontroller's diagnostic history file. When the program-mer is connected to the unit, the error log file is auto-matically uploaded into the handheld programmer.

To see the present status of the unit, use the MenuNavigation Key to select:

Faults->System Faults.

To access this log, use the Menu Navigation Key toselect:

Faults->Fault History.

The faults are shown as a code and descriptive text. Ifthere are multiple faults, you have to scroll through thelist using the Up and Down Buttons on the Menu Navi-gation Key.

The faults may be intermittent faults, faults caused byloose wires, or faults caused by operator errors. Faultssuch as contactor faults may be the result of loosewires; contactor wiring should be carefully checkedout. Faults such as HPD or overtemperature may becaused by operator habits or by overloading.

After a problem has been diagnosed and corrected,clearing the diagnostic history file is advisable. Thisallows the controller to accumulate a new file of faults.By checking the new diagnostic history file at a laterdate, you can readily determine whether the problemwas indeed completely fixed.

To clear the diagnostic history file, select:Faults->Clear Fault History.

You will be asked to confirm your actions. Use theincrement arrow (+) for yes and decrement arrow (-) tocancel and not clear the Fault History.

6.3. Test the Fault Detection Circuitry

1. Put the vehicle up on blocks to get the drive wheeloff the ground.

2. Disconnect the battery and make sure the key-switch is off.

3. Using an inline fuse holder fitted with a 10 ampfuse and alligator clips, connect the controller's M-and B- terminals.

4. Turn the keyswitch on, release the brake andapply the throttle. The motor should not operate,and the direction contactors should not pull in.

5. Leave the keyswitch on and remove the inline fusewire. The vehicle status should continue to remainoff.

6. Cycle the keyswitch off and on, release the brake,and apply the throttle. The vehicle should nowoperate normally.

16 Document 347

6.4. Type E Transistor Panel Maintenance

6.4.1. Panel Removal

1. Disconnect the battery.

2. Remove the motor compartment cover perinstructions in base manual.

3. Refer to Figure 2 and tag and disconnect all elec-trical wires and cables from the Type E transistorpanel assembly (Figure 5).

4. Remove two nuts and lockwashers to release andremove the electrical panel.

6.4.2. Panel Disassembly and Reassembly

1. Refer to Figure 6 for identity of components of theType E electrical panel and remove defectivecomponents as required.

2. Be sure to make note of the location of bussbars(7), when removing contactors (36), to facilitatereassembly.

3. Upon reassembly of the electrical panel, inspecteach connection to ensure that a good positivecontact is made at all wire and cable connections.

6.4.3. Panel Installation

Install the electrical panel assembly in reverse ofinstructions for removal.

6.5. Type EE Contactor Panel Maintenance

6.5.1. Panel Removal

1. Disconnect the battery.

2. Remove the motor compartment cover perinstructions in base manual.

3. Refer to Figure 3 and tag and disconnect all elec-trical wires and cables from the Type EE contactorpanel Figure 5.

4. Remove two nuts and lockwashers to release andremove the electrical panel.

6.5.2. Panel Disassembly

Refer to Figure 7 for identity of components of theelectrical panel and remove defective components asrequired.

6.5.3. Contactor Box Disassembly and Reassem-bly

1. Thoroughly clean the exterior of the contactor boxbefore opening.

2. Remove the side cover plates (15) from each sideof the enclosure. Clean all residue of gaskets (16)from cover plates and the enclosure.

3. Tag and disconnect wire leads as necessary forcomponent removal.

4. Refer to Figure 7, for identity of components andremove defective components as required.

5. Reassemble the contactor box in reverse of disas-sembly, referring to Figure 3 for electrical connec-tions.

6. When installing the cover plates (15), use newgaskets (16), ensuring that the adhesive side ofgasket is toward cover.

6.5.4. Panel Reassembly

1. Assemble the electrical panel in reverse of disas-sembly, referring to tags and Figure 3, to ensureproper electrical connections.

2. Inspect each electrical connection to ensure thata good contact is made at all wire and cable con-nections.

6.5.5. Panel Installation

1. Install the electrical panel assembly in reverse ofinstructions for removal.

2. Connect the battery.

7. ADDITIONAL COMPONENTS

Table 6 lists additional components used on truckswith the new Transistor Controller/Contactor Panel.These components are shown in Figure 5.

Table 6. Additional Components

Part Number Description

023196 Harness

504096 Spike Suppressor

504097 Spike Suppressor

504116 * Spike Suppressor (Optional)

505881 Resistor

505892-01 Contactor Panel, PDH-20, 25,& 30 Type E

505892-02 Contactor Panel, PDH-40 Type E

505888-01 Contactor Panel, PDH-20, 25,& 30 Type EE

505888-02 Contactor Panel, PDH-40 Type EE

013105 Motor Bands (Type EE trucks only)

075592 Static Discharge Strap (Type EE trucks only)

* On lowering solenoid valve

Document 347 17

Figure 5. Electrical System Components

R6162

18 Document 347

NOTES

Document 347 19

Figure 6. E Rated Transistor Electrical Contactor Panel

R6151

20 Document 347

INDEX NO.

PART NO. DESCRIPTION QTY.

505892-01 PANEL ASSY., ELEC. PDH-20, 25 & 30

REF

505892-02 PANEL ASSY., ELEC. PDH-40 REF

1 907200-03 CONTROLLER - SPEED, 250 AMP, PREPROGRAMMEDPDH-20, 25 & 30

1

1 907200-05 CONTROLLER - SPEED,300 AMP PREPROGRAMMEDPDH-40

1

2 403289 PANEL WELDMENT 1

3 068177 SCREW - PH RD HD, 5-40 x 3/8 1

4 070491 SCREW - PH RD HD, 8-32 x 7/8 4

5 077205 WASHER - LOCK, SPLIT, #8 4

6 077032 WASHER - 3/16 X 1/2 X 13GA 4

7 401181 BUSSBAR 2

8 010614 STANDOFF-INSULATOR 2

9 077105 WASHER-BRONZE 4

10 075620 STUD-THREADED, BRS, 1/4-20 X 1-7/8

2

11 077209 WASHER - LOCK, SPLIT, 5/16 2

12 069477 SCREW - PH FL HD, 1/4-20 x 1/2 2

13 008906 FUSE-300 AMP 1

14 056507 FUSE DECAL 1

15 071376 SCREW-TRUSS, #10-32 X 1/2 3

INDEX NO.


16 005976 DIODE ASY - CONTACTOR 2

17 059426 NUT-HEX, 5/16-18 4


19 063552 SCREW - HEX CAP, 5/16-18 X 5/8

4

20 008904 FUSEHOLDER 1


22 056504 DECAL-FUSE, 15A

23 008910 FUSE-15 AMP 1

24 023255 WIRE HARNESS ASSEMBLY 1

25 503965-82 CABLE ASSEMBLY (POS) 1

26 503965-34 CABLE ASSEMBLY (A2) 1

27 503965-06 CABLE ASSEMBLY (M-) 1


29 503965-46 CABLE ASSEMBLY (S2) 1

30 503965-11 CABLE ASSEMBLY (S1) 1


32 010613 TUBING - INSULATING A/R

33 059421 NUT - HEX, 1/4-20 2


35 005422 CONNECTOR-INLINE, INSUL 2

36 005657 CONTACTOR, FWD/REV 2

Document 347 21

Figure 7. EE Rated Transistor Electrical Contactor Panel (Sheet 1 of 2)

R6152A

22 Document 347

Figure 7. EE Rated Transistor Electrical Contactor Panel (Sheet 1 of 2)

INDEX NO.


505888-01 PANEL ASSY., ELEC. PDH-20, 25 & 30

REF

505888-02 PANEL ASSY., ELEC. PDH-40 REF

1 907200-03 CONTROLLER - SPEED,250 AMP PREPROGRAMMEDPDH-20, 25 & 30

1

1 907200-05 CONTROLLER - SPEED,300 AMP PREPROGRAMMEDPDH-40

1

2 005657 24V CONTACTOR, FWD/REV 2

R6152B

INDEX NO.


3 403325 PANEL WELDMENT 1

4 505284 ENCLOSURE 1


6 070491 SCREW - PH RD HD, 8-32 x 7/8 6

7 021250 TERMINAL BOARD 1

8 021251 STRIP-MARKER 1

9 070476 SCREW - PH RD HD, 1/4-20 x 1/2 4


11 071376 SCREW-TRUSS, #10-32 X 1/2 3


13 072410 SCREW-THREAD CUTTING 12

14 077032 WASHER-3/16 X 1/2 X 13 GA 16

15 403294 COVER, BOX, CONTACTOR 2

16 036121 COVER, GASKET 2


18 505117 FUSE HOLDER 1

19 008910 FUSE-15 AMP 1

20 005422 CONNECTOR-INLINE, INSUL 3

21 063552 SCREW - HEX CAP, 5/16-18 X 5/8

4

22 059426 NUT-HEX, 5/16-18 4


24 401181 BUSSBAR 2

25 075621 STUD-BRASS, 1/4-20 X 1-7/8 5

26 059422 NUT-HEX, BRAS, 1/4-20 UNC 2B 21

27 077105 WASHER-BRONZE 32

28 402894 WASHER-INSULATING 6

29 402895 WASHER-SHOULDER, INSULATING

6

30 008906 FUSE-300 AMP 1

31 010613 TUBING-INSULATING A/R

32 005976 DIODE 2

33 056507 FUSE DECAL 1


35 503965-79 CABLE ASSEMBLY 2








44 070490 SCREW-SL RD HD, BRASS 1/4-20 X 7/8

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Big Joe Manufacturing Company

24 Document 347

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