SERVICE REPAIR E45XM E50XM E55XM E60XM E65XM [F108]
8000 SRM 988
Electrical System
Tire Sizes Model
Steering
Drive
S3.50 (S70XM)
18 × 6 × 12.1
22 × 9 × 16
S4.00 (S80XM)
18 × 7 × 12.1
22 × 9 × 16
S4.50-5.50XM (S100-120XM)
18 × 8 × 12.1
22 × 12 × 16
Hydraulic System Item
Specification
Hydraulic System Capacity
39.3 liter (10.4 gal)
Hydraulic Tank Capacity (Total Tank Capacity)
35.5 liter (9.4 gal)
Relief Pressures* Main Control Valve Lift Circuit
22.0 MPa (3200 psi)
Tilt and Auxiliary Circuit
15.5 MPa (2250 psi)
Steering Circuit
10.7 MPa (1550 psi)
Hydraulic Pump** Capacity
89 liter/min (23.5 gal/min)
Priority Flow
None
*Oil temperature 50 to 100 C (120 to 210 F) and engine speed at 2500 rpm. **Oil temperature 80 to 100 C (176 to 210 F) and engine speed at 2550 rpm.
Electrical System Alternator Output GM V-6
Perkins
38 Amps @ 650 rpm (Hot) 62 Amps @ 2200 rpm (Hot) 42 Amps @ 650 rpm (Hot) 62 Amps @ 2500 rpm (Hot) All Models - 12 Volt, Negative Ground
1
Capacities
8000 SRM 988
Engine Specifications Item
GM V-6 4.3
Perkins 1004-4
6
4
1-6-5-4-3-2
1-3-4-2
Bore
102.00 mm (4.00 in.)
103.00 mm (4.055 in.)
Stroke
88.40 mm (3.50 in.)
127.00 mm (5.00 in.)
Number of Cylinders Firing Order
3
4.3 liter (262.4 in. )
4.0 liter (244.0 in. 3 )
9.3:1
18.5:1
675 to 725 rpm
725 to 775 rpm
2400 to 2500 rpm
2450 to 2550 rpm
Broken in Engine
1810 (Gas) 1735 (LPG) +300/-50 rpm
2050 rpm ±50 rpm
New Engine
1710 (Gas) 1635 (LPG) +300/-50 rpm
1950 rpm ±50 rpm
0 BTDC at 650 rpm
2 BTDC (Static)
207 to 380 kPa (30 to 55 psi)
280 kPa (41 psi)
Intake
Not adjustable
0.20 mm (0.008 in.) Cold
Exhaust
Not adjustable
0.45 mm (0.018 in.) Cold
Displacement Compression Ratio Idle Speed Governor Speed Stall Speed
Timing Oil Pressure (Minimum) Valve Clearance
Capacities Item
Quantity
Engine Oil GM V-6
4.7 liter (5.0 qt)
Perkins 1004-4
8.0 liter (8.5 qt)
Cooling System
18.9 liter (20.0 qt)
Hydraulic Tank (Total Tank Capacity)
35.5 liter (9.4 gal)
Transmission
15.1 liter (16.0 qt)
Differential Fuel Tank Brake Fluid
2
5.7 liter (6.0 qt) 34.0 liter (9.1 gal) 0.2 liter (0.5 pt)
8000 SRM 988
Lift Truck Weights
Lift Truck Weights Unit
kg
lb
S3.50XM (S70XM)
5,515
11,937
S4.00XM (S80XM)
5,780
12,742
S4.00XM BCS (S80XM BCS)
5,995
13,217
S4.50XM (S100XM)
6,768
14,920
S4.50XM BCS (S100XM BCS)
7,245
15,973
S5.50XM (S120XM)
7,433
16,387
S5.50XMS (S120XMS)
7,527
16,589
S5.50XMSPRS (S120XMSPRS)
7,820
17,241
NOTE: Lift trucks equipped with overhead guard, mast, carriage, load backrest, forks, and LPG engine. NOTE: S3.50-4.00XM (S70-80XM) and S4.00XM BCS (S80XM BCS) have 3099 mm (122 in.) two-stage LFL mast. S4.50-5.50XM (S100-120XM), S4.50XM BCS (S100XM BCS), S5.50XMS (S120XMS), and S5.50XMSPRS (S120XMSPRS) have 2845 mm (112 in.) two-stage LFL mast.
3
Transmission Pressures (Single-Speed Powershift)
8000 SRM 988
Transmission Pressures (Single-Speed Powershift) Port No.
Transmission Pressures*
1
System Pressure
1170 to 1380** kPa (170 to 200 psi) **Relief pressure 1379 kPa (200 psi)
2
Forward Clutch
895 to 1035 kPa (130 to 150 psi)
3
Reverse Clutch
895 to 1035 kPa (130 to 150 psi)
4
Torque Converter
655 to 760 kPa (95 to 110 psi)
5
Lubrication Pressure
35 to 105 kPa (5 to 15 psi)
6
Modulator Pressure
Pressure Variation
*Oil temperature at least 50 to 65 C (120 to 150 F) and engine speed at 2000 rpm. NOTE: The difference between Forward and Reverse clutch pressure must not be more than: • Manufacturing limit 48 kPa (7 psi) • Service limit 70 kPa (10 psi)
4
8000 SRM 988
Mast Speeds
Mast Speeds Two-Stage Full Free-Lift Mast Unit
Lifting No Load
Lowering Rated Load
No Load
Rated Load
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
S3.50-4.00XM (S70-80XM)
0.60
118
0.56
111
0.36
70
0.50
99
S4.50XM (S100XM)
0.51
101
0.48
94
0.32
63
0.45
89
S5.50XM (S120XM)
0.51
101
0.44
87
0.32
63
0.47
92
Two-Stage Limited Free-Lift Mast Unit
Lifting No Load
Lowering Rated Load
No Load
Rated Load
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
S3.50-4.00XM (S70-80XM)
0.68
134
0.62
123
0.47
93
0.55
108
S4.50-5.50XM (S100-120XM)
0.55
108
0.53
105
0.42
82
0.51
100
Three-Stage Full Free-Lift Unit
Lifting No Load
Lowering Rated Load
No Load
Rated Load
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
m/sec
ft/min
S3.50-4.00XM (S70-80XM)
0.63
124
0.58
114
0.44
87
0.53
105
S4.50XM (S100XM)
0.52
102
0.51
100
0.39
76
0.47
92
S5.50XM (S120XM)
0.52
102
0.45
89
0.39
76
0.47
92
5
Torque Specifications
8000 SRM 988
Torque Specifications FRAME
TRANSMISSION
Counterweight Capscrew 1022 N•m (755 lbf ft)
Transmission Cover Capscrews 40 N•m (30 lbf ft)
ENGINE - GM V-6
Oil Pump Capscrews 40 N•m (30 lbf ft)
Intake Manifold Capscrews 47 N•m (35 lbf ft) Valve Cover Capscrews 10 N•m (7 lbf ft) Exhaust Manifold Capscrews 35 N•m (25 lbf ft) Center Port 25 N•m (20 lbf ft) Outer Ports 50 N•m (35 lbf ft) Camshaft Sprocket Capscrews 25 N•m (20 lbf ft) Vibration Damper Capscrew 81 N•m (60 lbf ft) Main Bearing Cap Capscrews 70 N•m (50 lbf ft) Connecting Rods 45 N•m (35 lbf ft) Flywheel Capscrews 80 N•m (60 lbf ft) Flywheel Housing Capscrews 50 N•m (40 lbf ft) Engine Mount to Engine Capscrews 30 N•m (25 lbf ft) Engine Mount to Mount Plate Bolts 65 N•m (50 lbf ft) Engine Mount to Flywheel Housing Capscrews 165 N•m (120 lbf ft) Engine Mount Bolts 120 N•m (90 lbf ft)
ENGINE - PERKINS Engine Mount to Engine Capscrews 65 N•m (50 lbf ft) Engine Mount Bolts 120 N•m (90 lbf ft)
6
Torque Converter Housing Capscrews 40 N•m (30 lbf ft) Control Valve Capscrews 20 N•m (15 lbf ft) Differential Case Capscrews 140 N•m (105 lbf ft) Ring Gear Capscrews 140 N•m (105 lbf ft) Output Gear Nut 750 N•m (550 lbf ft) Torque Converter Drive Plate Capscrews 45 N•m (35 lbf ft) Differential Bearing Caps 225 N•m (166 lbf ft)
DRIVE AXLE Brake Assembly to Axle Nuts 340 to 375 N•m (251 to 277 lbf ft) Axle Mount to Frame 320 to 350 N•m (235 to 258 lbf ft) Axle Shaft Flange Capscrews 225 to 250 N•m (166 to 184 lbf ft) Axle Housing to Transmission Capscrews 65 N•m (48 lbf ft) Hub Adjustment Nut 205 N•m (151 lbf ft) Initial 35 N•m (26 lbf ft) Final Wheel Nuts 610 to 680 N•m (450 to 502 lbf ft)
STEERING SYSTEM Axle Mount Capscrews 90 N•m (66 lbf ft)
8000 SRM 988 Bearing Cap for Spindle 45 N•m (35 lbf ft) Tie Rod Castle Nut 175 N•m (129 lbf ft) Steering Cylinder Capscrews 225 N•m (166 lbf ft) Wheel Bearing Adjustment Nut 200 N•m (148 lbf ft) Initial 35 N•m (26 lbf ft) Final
BRAKE SYSTEM Back Plate Capscrews 340 N•m (251 lbf ft)
HYDRAULIC SYSTEM Capscrews for Special Blocks for Pump Drive Chain 20 N•m (15 lbf ft)
MAIN CONTROL VALVE Through Bolt Nuts (5/16 in.) 20 N•m (15 lbf ft) Through Bolts Nuts (3/8 in.) 45 N•m (35 lbf ft)
Torque Specifications
TILT CYLINDERS Piston Nut 400 to 440 N•m (295 to 325 lbf ft) Retainer 400 to 500 N•m (295 to 370 lbf ft) Rod End Lock Capscrews 90 N•m (66 lbf ft) Anchor Pin Retainer Capscrews 77 N•m (57 lbf ft)
LIFT CYLINDERS Main Lift Cylinder Retainer Cap 340 to 410 N•m (251 to 302 lbf ft) Free-Lift Cylinder Retainer Cap 400 to 475 N•m (295 to 350 lbf ft) Free-Lift Cylinder Mount Capscrews 121 N•m (89 lbf ft)
MAST Pivot Pin Capscrews 320 N•m (236 lbf ft) Sideshift Carriage Lower Hook Capscrews 78 N•m (58 lbf ft) Side Roller Mount Capscrews 90 N•m (66 lbf ft)
7
1300 SRM 399
Mechanical Description
General This section contains description and operating principles of the single speed powershift transmission. There are two parts in this section. The first part describes mechanical components of the transmission. The second part describes hydraulic operation of the transmission.
Mechanical Description GENERAL The transmission has a housing, torque converter, oil pump, control valve, three shaft assemblies, ring gear, pinion, and differential assembly.
TORQUE CONVERTER The torque converter is installed between engine and transmission. See Figure 1. The torque converter has three main parts: impeller, turbine, and stator.
The impeller is connected to the flywheel of the engine by a flexible disc. A flange on the impeller engages with the oil pump for the transmission and operates the pump when the engine is running. The turbine fits inside the impeller and engages with the input shaft of the transmission. The stator also fits inside the impeller and engages with the stator tube on the transmission.
OIL PUMP The transmission has its own hydraulic system. An oil pump is installed on the cover of the transmission inside the torque converter housing. The oil pump is driven by the impeller of the torque converter. The transmission cover has passages for oil to flow to and from the oil pump.
SHAFT ASSEMBLIES The three shaft assemblies are: input shaft (with forward clutch assembly), reverse clutch shaft (with reverse clutch assembly), and countershaft. See Figure 2.
Input Shaft The input shaft is driven by the engine through the torque converter and rotates in the direction of engine rotation. The input shaft has the forward clutch assembly. The clutch is installed in the forward clutch housing and has a piston, friction discs, separator plates, pressure plate, and return spring. The teeth on the forward clutch housing are engaged with the teeth on the reverse clutch housing. The hub for the forward clutch is engaged with the countershaft gear. 1. 2. 3. 4.
TURBINE IMPELLER STATOR ONE DIRECTION CLUTCH
5. STATOR TUBE 6. TRANSMISSION INPUT SHAFT 7. PUMP DRIVE SHAFT
Figure 1. Torque Converter
Reverse Clutch Shaft The reverse clutch shaft is installed next to the input shaft. The teeth on the reverse clutch housing are engaged with the teeth on the forward clutch housing. During operation, the reverse clutch shaft rotates in the opposite direction of engine rotation. The reverse
1
Mechanical Description
1300 SRM 399
clutch assembly has a piston, friction discs, separator plates, pressure plate, and return spring. The hub for the reverse clutch is engaged with the countershaft gear.
Countershaft The countershaft connects the direction clutches to the pinion shaft. The small gear on the countershaft is engaged with the drive gear for the pinion. The
1. INPUT SHAFT 2. FORWARD CLUTCH
3. REVERSE CLUTCH 4. COUNTERSHAFT
pinion, in turn, drives the ring gear and differential assembly.
Ring Gear, Pinion, and Differential The ring gear and pinion provide a gear reduction and change the direction of the power flow. The differential permits the drive wheels to turn at different speeds when the lift truck is turning a corner.
5. OUTPUT GEAR 6. PINION
Figure 2. Shafts Arrangement
2
7. RING GEAR
1300 SRM 399
Mechanical Description
Clutch Assemblies The two clutch assemblies use similar parts and operate in the same manner. See Figure 3 and Figure 4. Friction discs and separator plates are installed in the housing in a sequence. Each friction disc is next to a separator plate. Separator plates have a smooth surface while the friction discs have a friction material on the surface. The hub in each clutch assembly engages with the inner splines of the friction discs. Outer splines of the separator plates engage with the grooves in the clutch housing.
Legend for Figure 3 1. 2. 3. 4. 5. 6. 7. 8.
INPUT SHAFT ASSEMBLY FORWARD CLUTCH HOUSING FORWARD CLUTCH ASSEMBLY FORWARD CLUTCH HUB REVERSE CLUTCH SHAFT ASSEMBLY REVERSE CLUTCH HOUSING REVERSE CLUTCH ASSEMBLY REVERSE CLUTCH HUB
A pressure plate holds the friction discs and separator plates in the housing. A return spring keeps the piston retracted against the housing. There is an orifice in each piston. The orifice releases any oil pressure in the piston housing caused by centrifugal force after the clutch is disengaged. There is enough clearance in the clutch assemblies to let the friction discs rotate freely when a clutch assembly is not engaged.
A. REVERSE
B. FORWARD
1. FORWARD CLUTCH HUB 2. COUNTERSHAFT 3. REVERSE CLUTCH HUB
4. FORWARD CLUTCH HOUSING 5. REVERSE CLUTCH HOUSING 6. OUTPUT GEAR
Figure 4. Clutch Assemblies Operation Figure 3. Clutch Assemblies
3
Hydraulic Operation
1300 SRM 399
Hydraulic Operation TORQUE CONVERTER The torque converter has two main functions. It works as a fluid clutch to transfer power from the engine to the transmission. Also, the torque converter multiplies torque. The torque of the engine is increased by the torque converter when additional torque is needed to move the lift truck. If the need for additional torque is low, the torque converter works as a fluid coupling. The impeller has a set of curved blades that send oil out from the center of the impeller when the impeller turns. Oil is moving at high speed when it leaves the impeller. Because the impeller is curved, oil flows into the outer edge of the turbine. Oil pushes the turbine in the direction of the engine rotation. Oil then flows from the outside to the center of the turbine. Turbine blades change direction of oil flow so that oil leaving the center of the turbine is going in the direction opposite of engine rotation. See Figure 5. The stator is between the turbine and impeller in the center of the torque converter. When oil hits the stator blades, the one-direction clutch prevents the stator from turning against engine rotation. See Figure 6. Blades of the stator change direction of oil so that oil enters the impeller in the direction of engine rotation. The stator permits the torque converter to increase the torque of the engine. Force of the oil entering the impeller from the stator helps the impeller and engine turn.
1. TURBINE
2. STATOR
As the speed of the lift truck increases, the oil from the turbine flows toward the impeller. The centrifugal force of the rotating turbine sends the oil that is in the turbine against the oil flow from the impeller. The oil moving in this direction decreases the amount of oil flow to the impeller from the stator. Because the oil flow to the impeller decreases, the additional force on the impeller decreases. Less torque is available as the speed of the lift truck increases. When the lift truck is traveling at a constant speed on a level surface, the turbine and impeller turn at approximately the same speed. The centrifugal force of the oil is the same for both the impeller and turbine. The oil does not flow through the stator and no additional torque is transferred. The rotating oil hits the back of the stator blades and turns the stator in the direction of engine rotation. The one-direction clutch permits the stator to turn with engine rotation. The impeller, turbine, stator, and oil rotate as a unit when there is no load on the turbine. When the lift truck starts up a ramp, the turbine has a resistance to turning. The centrifugal force of the oil in the turbine decreases. The oil again flows from the impeller through the turbine and stator and enters the impeller with force. The torque converter again increases torque when the turbine speed is less than the impeller speed.
3. IMPELLER
Figure 5. Oil Flow through Torque Converter
4
4. OIL FLOW
1300 SRM 399
Hydraulic Operation there are two manually operated spools in the control valve: an inching spool and plunger, and a direction spool. On units with a MONOTROLÂŽ pedal, the direction spool is actuated by oil from two solenoid valves installed on the control valve. On all units the inching plunger is actuated by the inching/brake pedal.
System Regulator The system regulator is a spool and spring assembly that keeps the oil pressure for the operation of the transmission at 1032 to 1312 kPa (150 to 190 psi). See Figure 8. The regulator receives oil from the oil pump before the oil goes through the oil filter. Oil that is diverted by the regulator goes to the lubrication circuits. 1. OUTER RACE 2. ROLLERS
3. SPLINES ON INNER RACE
Figure 6. One Direction Clutch
SHAFT ASSEMBLIES The input shaft and the reverse clutch shaft have oil passages that connect the clutch assemblies to the control valve and the lubrication circuit. Seal rings are installed on the shafts to make sure the oil flows to the correct passages. The oil flow to engage a clutch enters at the groove in the shaft. The oil flow for lubrication enters the ports at the end of the shaft. See Figure 4.
CONTROL VALVE NOTE: The information below applies to early model S3.50-5.50XL (S70-120XL) (D004) lift trucks.
General The control valve is installed on the top of the transmission housing. See Figure 7. Holes in the control valve gasket permit oil to flow from the valve body to passages in the transmission housing. The control valve has several regulators and spools to control the oil pressure and oil flow in the transmission. The control valve has the pressure regulators for: system pressure, clutch pressure, and torque converter pressure. The pressure regulators for the lubrication circuit are in the output end of the housing. The control valve uses three spools for modulation of oil pressure to the clutch assemblies. See Figure 8. These spools are: a drain spool, a modulation valve, and an accumulator. On units with a direction control lever,
Clutch Pressure Regulator Oil flows to the clutch pressure regulator after it goes through the oil filter. The regulator is a spool and spring assembly that keeps the oil pressure for the clutch assemblies at 827 to 965 kPa (120 to 140 psi). See Figure 8. The oil supply from the regulator flows to the inching spool. Oil that flows past the regulator goes to the torque converter circuit.
Torque Converter Regulator The torque converter regulator is a spool and spring assembly that controls the pressure in the circuit for the torque converter. See Figure 8. The regulator keeps the pressure at 765 to 903 kPa (111 to 131 psi). Oil for the regulator comes from the oil that goes past the clutch pressure regulator. The torque converter regulator sends excess oil flow to the lubrication circuit.
Inching Spool The inching spool controls the oil supply for the clutch assemblies. See Figure 8. The inching spool receives oil from the oil filter. The inching spool can control the oil pressure from 476 to 588 kPa (69 to 81 psi) to 0 kPa (0 psi). The inching plunger is connected to the inching pedal. The movement of the inching plunger lets the inching spool move in its bore. When the inching plunger and inching spool are fully retracted, oil flows around the spool without restriction. As the inching plunger extends from the bore, the inching spool makes a restriction
5
Hydraulic Operation
1300 SRM 399
in the oil flow to the direction spool. When the inching plunger is fully extended, the inching spool stops the flow of oil to the direction spool. At the same time, the inching spool opens a passage to the sump
1. VALVE BODY 2. CLAMP 3. FORWARD/REVERSE SOLENOIDS 4. ADAPTER 5. O-RING 6. ACCUMULATOR SPOOL 7. SPRING 8. PLUG AND O-RING 9. BRACKET 10. MANUAL CONTROL NEUTRAL START SWITCH 11. STEEL BALL 12. MONOTROL NEUTRAL START SWITCH
for the oil from the direction spool. On units with a MONOTROL pedal, the inching plunger actuates the neutral start switch when the plunger is fully extended.
13. FITTING 14. TUBE 15. MODULATOR REGULATOR SPOOL 16. TRIMMER SPOOL 17. QUICK DUMP VALVE 18. OIL SEAL 19. INCHING SPOOL PLUNGER 20. WASHER 21. INCHING SPOOL 22. MONOTROL DIRECTION SPOOL 23. INCHING SPOOL STOP 24. DIRECTION SPOOL PLUG 25. SNAP RING
26. SPRING CAP 27. MANUAL CONTROL DIRECTION SPOOL 28. SLOTTED PIN 29. PACK REGULATOR SPOOL 30. MODULATOR REGULATOR SPOOL 31. GASKET 32. FILTER 33. NUT
Figure 7. Control Valve - Early Model S3.50-5.50XL (S70-120XL) Lift Trucks
6
1300 SRM 399
Direction Spool, Manual Control This direction spool is actuated by the direction control lever. See Figure 8. The spool has three positions: FORWARD, NEUTRAL, and REVERSE. The spool is held in each position by a detent ball. The spool actuates the neutral start switch. The oil flow to the direction spool comes from the inching spool. There is no oil flow past the direction spool when the spool is in the NEUTRAL position. When the spool is moved to FORWARD or REVERSE, oil flows to the accumulator through the drain spool, the modulation spool and the forward or reverse clutch.
Direction Spool, MONOTROL Pedal NOTE: Applying the parking brake actuates a switch that de-energizes the Forward and Reverse solenoids. This direction spool is actuated by the oil flow from two solenoids installed on the top of the control valve. See Figure 8. The spool has three positions: FORWARD, NEUTRAL, and REVERSE. The spool is held in the NEUTRAL position by a spring arrangement. The oil flow to the Forward and Reverse solenoids comes from the inching spool. There is no oil flow past the direction spool when the spool is in the NEUTRAL position. When the spool is actuated by one of the solenoids, oil flows to the accumulator through the drain spool, the modulation spool, and the forward or reverse clutch.
Modulation Spool The modulation spool works with the drain spool orifice to control the movement of the accumulator. See Figure 8. The oil flow that goes through the drain spool also pressurizes the modulation spool. The oil pressure can push against the modulation spool to open the drain passage. Oil that is not needed for modulation of the clutch assemblies flows through the drain passage. Figure 9 shows the pressure change in the modulation circuit when a clutch is being applied.
Accumulator The accumulator is used to slow the ratio of clutch engagement. See Figure 8. This delay reduces the shock and stress to the drive train when engaging
Hydraulic Operation the transmission or changing the direction of travel. When a clutch is engaged, the oil flow for the clutch must go to the accumulator and fill the chamber. The time it takes for the accumulator to fill controls the time it takes for the clutch to engage.
Drain Spool The drain spool is a spool and spring assembly that controls the flow of oil to and from the accumulator. See Figure 8. When a direction change is occurring, oil flows through an orifice in the drain spool and then flows to the accumulator. As the chamber for the accumulator fills, the oil pressure is adjusted by the modulation spool. When a direction change first starts, pressure to the drain spool decreases. The spring pressure of the accumulator causes the accumulator spool to push the oil from the cavity. The oil from the accumulator pushes the drain spool against its spring, letting the oil flow to the drain circuit.
MONOTROL PEDAL NOTE: The information below for the MONOTROL pedal applies to early model S3.50-5.50XL (S70120XL) (D004) lift trucks. The MONOTROL pedal controls the speed of the engine and the operation of the direction spool. See Figure 10 and Figure 11. The pedal pad is held to the pedal frame by a pivot shaft. The pedal pad rotates on the shaft and is held in the FORWARD or REVERSE position by magnets in the pedal frame. There are two switches in the MONOTROL pedal assembly. A switch on the cowl is actuated by the parking brake lever. The operation of this switch controls the flow of battery power to the MONOTROL pedal switches and the starter circuit. When the parking brake is applied, the starter circuit is energized and the MONOTROL circuit is de-energized. When the parking brake is released, the MONOTROL circuit is energized and the starter circuit is de-energized. The engine can only be started after applying the parking brake or depressing the inching/brake pedal. When the MONOTROL pedal is in the FORWARD position, both pedal switch buttons are actuated. Battery power flows through both pedal switches to energize the Forward solenoid. When the MONOTROL pedal is in the REVERSE position, both pedal switch buttons are released. Battery power flows through both pedal switches to energize the Reverse solenoid.
7
Hydraulic Operation
1300 SRM 399
Figure 8. Hydraulic Arrangement of Transmission
8
1300 SRM 399
Hydraulic Operation Legend for Figure 8
1. OIL PUMP 2. FILTER 3. SYSTEM PRESSURE REGULATOR 4. CLUTCH REGULATOR 5. TORQUE CONVERTER REGULATOR
6. 7. 8. 9. 10. 11. 12.
TORQUE CONVERTER OIL COOLER COLD OIL RELIEF VALVE INCHING SPOOL FORWARD SOLENOID REVERSE SOLENOID DIRECTION SPOOL
13. DRAIN SPOOL 14. ACCUMULATION AND MODULATION SPOOL 15. INPUT SHAFT (FORWARD) 16. REVERSE CLUTCH SHAFT 17. LUBRICATION CIRCUIT
CONTROL VALVE NOTE: The information below applies to later model S3.50-5.50XL (S70-120XL) lift trucks and S3.50-5.50XM (S70-120XM) model lift trucks. See Figure 12.
General
1. CLUTCH DISENGAGES 2. OTHER CLUTCH FILLS WITH OIL 3. MODULATOR CONTROLS INCREASE IN OIL PRESSURE 4. OTHER CLUTCH ENGAGED Figure 9. Modulation Circuit Operation
The control valve is installed on the top of the transmission. The inching spool, direction spool, modulator circuit, regulator for clutch pressure, and the regulator for the torque converter are part of the control valve. The position of the inching spool is controlled by the inching/brake pedal. The oil filter for the transmission is also mounted on the control valve. A manifold with two solenoid valves is installed on top of the control valve. The solenoid valves are actuated by the direction control lever or the MONOTROL pedal. The solenoids control the position of the direction spool. See Figure 12.
Regulator for Clutch Pressure The regulator for clutch pressure controls oil pressure for applying clutches to engage the transmission. The control pressure of the regulator is 862 to 1048 kPa (125 to 152 psi). Oil that flows to the regulator for clutch pressure flows to the torque converter circuit and oil lubrication circuit. An orifice in the valve body and transmission case makes sure that there is always some oil flow to the torque converter.
Inching Spool Assembly
1. 2. 3. 4.
PEDAL PAD SWITCH SWITCH BUTTON MAGNET
5. PLATE FOR MAGNET 6. PEDAL FRAME
Figure 10. MONOTROL Pedal
Inching is the slow movement of a lift truck while a high engine speed is used for faster operation of the hydraulic system. Inching function is normally used for fine movements of the lift truck when handling a load. Operation of inching pedal decreases the oil pressure to a clutch so that the clutch is not completely applied.
9
Hydraulic Operation
1. 2. 3. 4.
1300 SRM 399
Wire
Color
Gauge
B E J K T W X CC FF LL HM PM XM
Red Yellow White Red Black Black Red Yellow Brown White Yellow Black Red
14 16 14 14 16 14 16 14 10 14 18 18 18
BATTERY STARTER IGNITION SWITCH PARKING BRAKE SWITCH
5. 6. 7. 8.
FUSE BRAKE PRESSURE SWITCH NEUTRAL START SWITCH MONOTROL PEDAL SWITCH
9. 10. 11. 12.
REVERSE SOLENOID FORWARD SOLENOID TO ALTERNATOR TO IGNITION SWITCH
Figure 11. MONOTROL Pedal Electrical Circuit (All Lift Truck Models)
10
1300 SRM 399
Hydraulic Operation
The inching spool assembly has an inching spool, inching spool plunger, and three springs. Oil flows to the inching spool from the transmission pump. The inching spool controls the oil flow and pressure to the direction spool. When inching function is not used, oil flows through the inching spool to the direction spool. Operation of the inching function causes a restriction of oil flow to the direction spool and the
1. VALVE BODY 2. PRESSURE REGULATOR TORQUE CONVERTER 3. PRESSURE REGULATOR CLUTCH 4. SPRING 5. PLUG AND O-RING 6. INCHING SPOOL PLUNGER
7. 8. 9. 10. 11. 12. 13. 14.
clutch. This operation decreases the oil pressure to the direction spool (and clutch) as the inching spool plunger is extended. When the inching spool plunger is completely extended, oil pressure to the direction spool (and clutch) is approximately zero. The clutch is then released and the transmission is in NEUTRAL. See Figure 12.
OIL SEAL FITTING COPPER GASKET SNAP RING SPRING CAP DIRECTION SPOOL INCHING SPOOL MODULATOR REGULATOR
15. 16. 17. 18. 19. 20. 21.
QUICK DUMP VALVE MODULATOR PISTON FORWARD SOLENOID REVERSE SOLENOID MANIFOLD TUBE GASKET
Figure 12. Control Valve - Later Model S3.50-5.50XL (S70-120XL) Trucks and S3.50-5.50XM (S70-120XM) Trucks
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Hydraulic Operation
Direction Spool The direction spool controls oil flow to the direction clutches. See Figure 13. The direction spool has three positions: FORWARD, NEUTRAL, and REVERSE. When the direction spool is in its FORWARD position, oil flow and pressure is sent to apply the forward-low clutch. When the direction spool is in its REVERSE position, oil flow and pressure is sent to apply the reverse clutch. When the direction spool is in its NEUTRAL position, oil pressure to both clutches is reduced to approximately zero. Both clutches are released and the transmission is in NEUTRAL. When the direction spool is moved to control a direction of travel, oil flows to and from the clutch assemblies and also to the modulator circuit.
1300 SRM 399 Two electric solenoids control the position of the direction spool in the transmission control valve. Electric switches in the MONOTROL pedal or direction control lever energize and de-energize the solenoids. The solenoids open and close small valves that send oil flow to the ends of the direction spool. Only one solenoid is energized for each direction. When a direction solenoid is energized, the oil pressure to one end of the direction spool moves the direction spool so that a clutch is applied. Oil flow and pressure on the ends of the direction spool move the spool to either its FORWARD or REVERSE position.
Figure 13. Control Valve - Later Model S3.50-5.50XL (S70-120XL) Trucks and S3.50-5.50XM (S70-120XM) Trucks
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1300 SRM 399
Hydraulic Operation Legend for Figure 13
1. TORQUE CONVERTER REGULATOR 2. CLUTCH PRESSURE REGULATOR 3. INCHING SPOOL WITH MONOTROL CONTROL 4. DIRECTION SPOOL, MONOTROL CONTROL 5. TRIMMER SPOOL 6. CONTROL VALVE BODY
7. TRIMMER REGULATOR SPRING 8. ACCUMULATOR SPRING 9. ACCUMULATOR SPOOL 10. SPRING 11. QUICK DUMP SPOOL 12. DIRECTION SPOOL, MANUAL CONTROL 13. INCHING SPRING 14. INCHING PLUNGER SPRING
Direction Spool, Manual Control This direction spool is actuated by the direction control lever. See Figure 13. The spool has three positions: FORWARD, NEUTRAL, and REVERSE. The spool is held in each position by a detent ball. The spool actuates the neutral start switch. The oil flow to the direction spool comes from the inching spool. There is no oil flow past the direction spool when the spool is in the NEUTRAL position. When the spool is moved to FORWARD or REVERSE, oil flows to the accumulator through the drain spool, the modulation spool and the forward or reverse clutch.
15. PACK REGULATOR SPOOL 16. SNAP RING 17. CONVERTER REGULATOR SPOOL 18. CONVERTER REGULATOR SPRING 19. PACK REGULATOR SPRING 20. INCHING STOP
the torque converter opens, oil that does not go to the torque converter flows directly to the passage to cool and lubricate the parts of the transmission. Oil that flows to the torque converter goes through the oil cooler before entering the passage to cool and lubricate the clutches. See Figure 13.
LUBRICATION CIRCUIT Oil supply for the lubrication circuit comes from oil that flows past the system regulator, torque converter regulator, and oil cooler. There is a lubrication circuit for each clutch assembly. The lubrication circuit supplies oil at 96 to 138 kPa (14 to 20 psi).
Modulator Circuit A modulator circuit is used to control the rate of application of the clutches. When the direction spool is moved to select a direction of travel, the modulator circuit controls the application of the clutch during a 1.5 to 2.0 second period. The modulator circuit controls the pressure increase to apply the clutch smoothly. This delay and smooth application of pressure reduces the shock and stress to the drive train when engaging the transmission or changing directions. See Figure 12.
Regulator for Torque Convertor When the engine speed is low, oil flows to the torque converter through an orifice in the bore in the clutch pressure regulator. The pressure regulator for the torque converter stays closed until the pressure to the torque converter increases to 765 to 903 kPa (111 to 131 psi). When the pressure regulator for
DIRECTION CONTROL LEVER NOTE: The information in the following paragraph applies to S3.50-5.50XM (S70-120XM) (E004, F004) model trucks only. The direction control lever is used to control operation of direction solenoids. See Figure 14. When the lift truck has a direction control lever, an accelerator pedal is used to control the speed of the engine. The control lever actuates two switches. In the NEUTRAL position, both of the switches are closed. The lever must be in this position to start the lift truck. When the lever is moved to the FORWARD position, the forward switch is open and the reverse switch is closed. In this position the forward solenoid is energized. In the REVERSE position, the reverse switch is open and the forward switch is closed, energizing the circuit for the reverse solenoid.
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Hydraulic Operation
1300 SRM 399 direction solenoids. When both of the solenoid valves close (de-energized), the centering spring moves the direction spool to the NEUTRAL position.
1. CONTROL LEVER 2. FORWARD SWITCH
3. SWITCH ACTUATOR 4. REVERSE SWITCH
Figure 14. Direction Control Lever
MONOTROL PEDAL NOTE: The information below for the MONOTROL pedal applies to later model S3.50-5.50XL (S70120XL) (D004) lift trucks and to S3.50-5.50XM (S70-120XM) (E004, F004) model lift trucks. The MONOTROL pedal controls speed of the engine and operation of direction solenoids. See Figure 11, Figure 15, and Figure 16. The pedal pad is held to the pedal frame by a pivot shaft. The pedal pad rotates on the shaft and is held in the FORWARD or REVERSE position by magnets in the pedal frame. There are two switches in the MONOTROL pedal assembly. When the MONOTROL pedal is in the FORWARD position, both pedal switch buttons are actuated. Battery power flows through both pedal switches to energize the forward solenoid. When the MONOTROL pedal is in the REVERSE position, both pedal switch buttons are released. Battery power flows through both pedal switches to energize the reverse solenoid.
Start Circuit, MONOTROL Pedal For units with a MONOTROL pedal there are two switches on the bracket for the parking brake lever. The switch on the right-hand side of the bracket supplies power to the direction solenoids. When the parking brake is applied the switch de-energizes the
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1. 2. 3. 4.
PEDAL PAD PEDAL FRAME MAGNET PIVOT SHAFT
5. SPRING 6. MAGNET PLATE 7. SWITCH
Figure 15. MONOTROL Pedal S3.50-5.50XL (S70-120XL) (Later Model) Lift Trucks The switch on the left-hand side of the bracket prevents the engine from starting unless the parking brake is applied. When inching/brake pedal is fully depressed, service brakes are applied and a disc on the end of the inching spool actuates the neutral start switch. Neutral start switch is in series electrically with pressure switch in the brake system. The disc actuates the neutral start switch and pressure in the brake system closes the brake switch. The pressure switch in the brake system makes sure that brakes are applied. When neutral start switch and brake switch are both closed, start circuit, controlled by ignition switch, can be energized. When inching/brake pedal is fully pushed down, oil pressure to the clutch pack is reduced to zero. This operation makes sure that
1300 SRM 399
Hydraulic Operation
the transmission clutch is disengaged and brakes are applied when the engine is started.
through Figure 20 apply to early model S3.50-5.50XL (S70-120XL) (D004) lift trucks. The diagrams shown in Figure 21 through Figure 24 apply to later model S3.50-5.50XL (S70-120XL) (D004) lift trucks and to S3.50-5.50XM (S70-120XM) (E004, F004) lift trucks.
Neutral When engine is running and transmission is in NEUTRAL, the oil pump supplies oil to the following regulators: system regulator, clutch regulator, inching spool, and forward and reverse solenoids or direction spool. See Figure 17 or Figure 21, depending on your model of lift truck.
Forward When the direction spool is moved to the FORWARD position, oil from the inching spool flows past the direction spool. See Figure 18 or Figure 22. Oil then flows to the drain spool, modulation spool, forward clutch, and lubrication regulator for the forward clutch. Oil flow at the clutch assembly pushes on the piston to engage the clutch.
Forward-Inching 1. 2. 3. 4.
PEDAL PAD PEDAL FRAME MAGNET PIVOT SHAFT
5. SPRING 6. MAGNET PLATE 7. SWITCH
Figure 16. MONOTROL Pedal S3.50-5.50XM (S70-120XM) Lift Trucks
Creep Speed Switch NOTE: The creep speed switch is an optional feature on S3.50-5.50XM (S70-120XM) model lift trucks. A switch is installed on the accelerator or MONOTROL pedal to slow movement of the lift truck at idle speed. When the accelerator or MONOTROL pedal is not applied, the switch opens the electric circuit to the transmission controller. As the pedal is depressed, the switch closes, energizing direction solenoids.
OIL FLOW DIAGRAMS NOTE: The following information applies to all lift truck models. The diagrams shown in Figure 17
Pushing on the inching/brake pedal while lift truck is moving decreases oil pressure to the direction spool. See Figure 19 or Figure 23, depending on your model of lift truck. Pressure in the accumulator shifts the drain spool so that some oil from the accumulator flows to the drain passage. Decrease in oil pressure that engages the forward clutch lets the clutch partially disengage. Clutch completely disengages when inching plunger is fully extended. Inching operation lets operator move the lift truck slowly while keeping a high engine speed for hydraulic functions.
Reverse As the direction spool moves for a direction change, it opens the drain circuit for the forward clutch and the accumulator. Oil in the accumulator chamber pushes against the drain valve and flows to the drain passage. When the direction spool is in REVERSE position, the drain passages for the accumulator are closed. See Figure 20 or Figure 24. Oil from the inching spool fills the accumulator chamber and engages the reverse clutch.
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