CHECKS & REPAIRS

General Information
12
11
13
14 10
15
9
1

7
3 6
2
4
5

FIGURE 1. EV100ZX Motor Controller

1. CONTROL CARD 9. SCR 2 AND SCR 5 (NOT SHOWN)
2. CAPACITOR C1 10. SPIDER ASSEMBLY
3. BASE PLATE 11. SUPPRESSOR, SCR 2
4. SCR 1 12. SUPPRESSOR, SCR 5
5. DIODE D3 13. SUPPRESSOR, D4
6. MOTOR CURRENT SENSOR 14. SUPPRESSOR, D3
7. DIODE D4 15. THERMAL PROTECTOR
8. REACTOR (INDUCTOR L1 AND 1X)

! WARNING
Some adjustments in this section must be done with the battery connected and power applied to the
controller. When making these adjustments, make sure the drive wheels are raised from the floor.
Some voltage measurements must be made with the SRO circuit complete. Make sure the drive
wheels are raised from the surface before doing troubleshooting. If you are working alone, put a
weight in the seat to close the seat switch. If your lift truck has a seat brake, use a block behind the
lower actuator bar to release the seat brake when the operator is not in the seat. Put the voltmeter so
that you can see it from the operator area. You can operate the controls with your hand and also
make the voltage measurements.

3-1
 CHECKS & REPAIRS

General Information

! WARNING + Anode
Cathode –

Make sure you disconnect the battery and

separate the connector before you disassemble
any part of the controller. The capacitor stores
electrical energy and can cause injury if a person
discharges a capacitor through parts of the
body. Discharge the C1 capacitor with 150 ohm
150 ohm 25 Watt Resistor.

2. Check these Recs with the VOM. Hook the positive

☞ NOTICE ☞ lead to the Cathode and the negative lead to the
Anode. You should get a reading of 100K ohms or
The electronic controller in the lift trucks can not be more.
seen from the operator area. Some checks and
adjustments are difficult to do unless another person
can operate the controls.
Cathode –

☞ NOTICE ☞ + Anode

The bolts and screws connected to the electronic

components are normally metric sizes. Make sure that
you use the correct fastener for the part that has been
disassembled.

Fuses
The fuses are found on the EV100 control panel. The
power fuses for the traction circuit (500 amperes) and 3. Reverse the meter leads. You should get a reading
for the hydraulic pump (325 amperes) is found on the of 100K ohms or more.
(+) bus bar. The condition of the fuses can normally
be checked by looking at them or checked with an
ohmmeter. The location of the fuses can be found in
FIGURE 1.
Cathode –
+ Anode
How to Check an SCR
The following checks will indicate most SCRs with
defects. The checks will not always indicate a fault
that does not occur regularly during operation.

1. Disconnect the Anode and Cathode connections to

the SCR. Disconnect the Gate lead to the SCR by
unplugging the Z Plug at the Logic Card.
4. Check from the Gate to the Cathode. With positive
on the Cathode and negative on the Gate, you should
get a reading between 10 and 250 ohms.

3-2

The SCR Assembly
The SCR assembly cannot be disassembled. The
SCR assembly includes an SCR fastened between
two metal blocks used as heat sinks. The heat sinks
are also the power connections for the SCR. A plastic
case holds the complete assembly. There is a thin
sheet of electrical insulation between the SCR 1
assembly and the base plate. The insulator permits
heat to transfer from the heat sinks to the base plate.
NOTE: Silicon compound (Part No. 5P8937) is used
between the heat sinks and the parts of the controller.
The purpose of this compound is to fill in the micro-
meter size spaces between the parts to give better heat
flow. Always use a very thin layer of compound between
the parts. Too much compound will be an insulator and
cause both electrical and heat faults. It is better to use
no compound instead of too much. DO NOT USE this
silicon compound on the threads of the diodes.
Thermal Protector
The SCR 1 has a thermal protector fastened to the
cathode heat sink. The thermal protector is a resistor
that changes resistance when the temperature changes.
When the temperature is greater than 85°C (185°F),
the thermal protector changes the signal voltage to
the control card. The control card decreases the per-
cent of ON time to decrease the SCR 1 temperature.
The normal resistance for the thermal protector is 120
to 150 ohms at 18°C (65°F) when measured between
pins PZ1 and PZ5.
Replacing the SCR 1 Assembly
1. Make notes of the positions of the suppressors
and remove the suppressors from the mount over
SCR 1. Disconnect the electronic connections to the
SCR 1 assembly.
2. Remove the thermal protector from the heat sink.
Remove the two capscrews that connect the power
cables to the heat sinks (make a note of the cathode
sensor wire). Remove the two mounting screws that
hold the SCR 1 assembly to the base plate.
3. Check the insulator between the SCR 1 assembly
and the base plate. Replace the insulator if it is dam-
aged. The insulator is also a heat conductor. Use a
very thin coat of silicon compound (Part Number
5P8937 or approved equivalent) between the surfaces
of the parts. Keep dirt from the surfaces.
3-3
CHECKS & REPAIRS
! WARNING
The insulator is very thin. Dirt between the sur-
faces of SCR 1 and the base plate can damage
the insulator and cause a short-circuit.
4. Install the new SCR 1 assembly. Make sure the
heat sinks make full contact with the insulator and
base plate. Check the resistance between both heat
sinks and the base plate with an ohmmeter. A correct
installation will indicate infinity on the ohmmeter.
5. Install the electrical connections to the SCR 1
assembly. Install the thermal protector on the heat sink.
6. Install the mount and the suppressors over the
SCR 1 assembly. Make sure the connections are
made correctly.
The “OFF” Circuit for SCR 1
! WARNING
Make sure you disconnect the battery and sepa-
rate the connector before you disassemble any
part of the controller. Make sure you also dis-
charge capacitor C1.
The “OFF” circuit for SCR 1 has the following parts:
Reactor assembly (Inductor L1 and 1X)
SCR 2
SCR 5
Suppressors for SCR 2 and SCR 5
Capacitor C1
The inductor and a capacitor assembly generates the
reverse polarity voltage to change the SCR 1 to OFF
for each pulse. SCR 2 and SCR 5 control the opera-
tion of the “OFF” circuit. The suppressors protect the
SCRs from electrical noise.
 CHECKS & REPAIRS

Check the Reactor Assembly Check Suppressors for SCR 2,

The reactor assembly is in a plastic case that fastens
to the base plate. The connections for the reactor are
under the mount for the suppressors and are difficult
to check with an ohmmeter. A fault does not often
occur in the reactor assembly. Most faults that do
occur at the reactor assembly are caused by loose
connections. The normal repair of the reactor assem-
bly is to replace it. This reactor assembly has two
inductor windings (L1 and 1X) joined by a common
connection. A good inductor winding will indicate
approximately zero ohms on the R x 1 scale.
T-5 T-4
SCR 5, Diode D3, and Diode D4
The suppressors are one or more resistors and
capacitors in a small plastic block. (See items 11 and
12 in FIGURE 1). The suppressors prevent damage to
the SCRs from electrical noise. Sometimes a suppressor
will not indicate a defect except when in an operating
circuit and will cause a fault that does not occur regu-
larly during lift truck operation. A bad suppressor can
cause a fault similar to a bad SCR 2 or a bad SCR 5.
The suppressor is a resistor/capacitor filter assembly.
Using a 200 ohm scale across the two terminals, the
capacitor should quickly charge. Change the meter to
the 2 volt scale and you can watch the suppressor
quickly discharge.

T-3

They are installed on a mount as shown.

☞ NOTE ☞
Dotted Lines Indicate Internal Connections

To check the Reactor/Choke with a VOM, connect

the leads to the T3 and T4 terminals. Place the meter
on 200 ohm scale. The reading should be absolute
0 ohms. The part should be replaced if the reading is
anything other than 0 ohms.

T-5 T-4

T-3

After checking the Reactor/Choke, connect the leads

to the T3 and T5 terminals. The reading should again Suppressor Mount
be absolute 0 ohms.

3-4

Check SCR 2 and SCR 5
NOTE: The plastic cases for SCR 2 and SCR 5 are
the same, but the part numbers are different because
the electrical components inside of the case are differ-
ent. An SCR 2 has a higher electrical rating than an
SCR 5. An SCR 2 can be used as an SCR 5, but do
not use an SCR 5 as an SCR 2. Check the part number
to make sure that you are using the correct SCR.
2 3
1 replaced. The capacitor is fastened with two screws
FIGURE 3. SCR2 and SCR5
! WARNING
Make sure you disconnect the battery and sepa-
rate the connector before you disassemble any
part of the controller. Make sure you also dis-
charge capacitor C1.
1. Disconnect the Anode or Cathode connections to
the SCR. Disconnect the Gate lead to the SCR by
unplugging the Z Plug at the Logic Card.
2. Connect the Positive lead of the meter to the
Anode and the Negative lead to the Cathode. The
reading should be 50,000 ohms or more.
3. Reverse the meter leads. The reading should be
50,00º ohms or more.
4. Connect the Posistive lead to the Cathode and the
Negative lead to the Gate. The reading should be
between 10 and 250 ohms.
5. Reverse the meter leads. The reading should be at
least 5 ohms or more.
3-5
CHECKS & REPAIRS
Replace SCR 2 and SCR 5
Disconnect the electrical connections to the SCR.
Remove the two screws that hold the SCR.
Use a thin layer of silicon compound (Part No.
5P8937 or approved equivalent) between the surfaces
of the heat sink and the replacement SCR. Install the
SCR. Connect the electrical connections.
Check Capacitor C1
Discharge C1 and disconnect the terminals before
checking C1 for a short-circuit. Measure the resistance
between the terminals. The ohmmeter will indicate a
low resistance and increase to more than 100 000
ohms. A capacitor with a short-circuit must be
and brackets.
Check Diodes D3, D4 and D7
The heat sink assembly for the diodes D3 and D4 is
also the connection for the (-) power cable. The heat
sink assembly for Diode D7 is also the (+) power
cable connection. The heat sink assembly is connected
to the base plate. A thin insulator with a silicone surface
separates the heat sink assembly from the base plate.
NOTE: The optional SCR controller used for the
hydraulic pump only has diode D3.
You will need a digital VOM to check the diodes.
Disconnect the diode pigtail (cable connection). The
base can remain in the heat sink. The D3 and D4
diodes have the Anode as the base and the pigtail
(cable) is the Cathode. The D7 is just the opposite.
The base is the Cathode and the pigtail is the Anode.
Put the VOM on the diode test scale. With the positive
lead on the Cathode and negative lead on the Anode,
you should read OL. With the positive lead on the
Anode and the negative lead on the Cathode, you
should read less than one volt.
 CHECKS & REPAIRS

Replacement, Diodes D3 and D4 Motor Current Sensor

The motor current sensor is a short piece of the
! CAUTION circuit bus bar with two sensor wires connected to it.
All of the traction motor current flows through this
power connector. The metal between the connection
Do not use a hammer and punch to loosen or points of the sensor wires has a small resistance.
tighten diodes. This small resistance between the two sensor wires
sends a voltage signal to the control card. The volt-
age signal increases as the motor current increases.
The control card compares the voltage with the “C/L”
current limit adjustment. The control card controls
the current flow so that the traction circuit is not
damaged.

Thermal Protector Test

Read the resistance between the Black and Gray
wires at the card plug (inside female connector) for
each Thermal Protector. Reading should be less than
FIGURE 4. Diodes D3 and D4 65 ohms at room temperature.

Disconnect the cathode cable. Use a deep socket to

remove the diodes. Put the wire through the top of the
socket and use a handle or wrench to turn the socket.
Notes:
Use a thin layer of conductive thermal compound
between the surface of the heat sink and replacement
diode. Tighten the diode to a torque of 3.4 N.m (30 lbf in).

☞ NOTICE ☞
Diodes D3 and D4 have a suppressor connected in
parallel to the diode. Replace the suppressor and
test the operation if troubleshooting indicates that the
suppressor is bad.

FIGURE 5. Motor Current Sensor

3-6
 CHECKS & REPAIRS

Contactors
The FORWARD and REVERSE (direction) contactor
assemblies control the direction of current flow
through the traction motor. The contactor is a heavy-
duty switch that opens and closes the power circuit.
The traction circuit has a FORWARD and REVERSE
contactor assembly. Each contactor assembly has the
following parts: two sets of normally open (NO) con-
tacts, two sets of normally closed (NC) contacts, and
a coil. The coil is an electromagnet that moves the
NO contacts to the closed position against spring
pressure. The coil is in the control circuit. The
contactor tips are in the traction circuit.

When a contactor coil is energized, the normally open

(NO) contacts close and the normally closed (NC)
contacts open. This action gives direction control to
the traction motor. The contacts normally have a long
service life because the current flow through the con-
tacts is stopped before the contacts open. The SCR 1
is OFF before the contactor coil is de-energized. The
only condition where the contacts open during a large
current flow is a Pulse Monitor Trip (PMT).
FIGURE 7. Typical Contactor Assembly
(Regenerative Braking Shown)
Contactor Repair
Make an identification and disconnect the wires
and cables from the contactor assembly. Remove
the mounting screws and remove the contactor
assembly.
Contactor Contacts. The contacts in a contactor
are made of special silver alloy. The contacts will
look black and rough from normal operation. This
condition does not cause problems with the
operation of the lift truck. Cleaning is not necessary.
DO NOT USE A FILE ON THE CONTACTS.
DO NOT LUBRICATE THE CONTACTS.

! WARNING
ALWAYS replace all of the contacts in a
1. POWER TERMINALS 4. COIL TERMINALS contactor at the same time. Replace the con-
2. NC CONTACTS 5. MOUNT BRACKET tacts in the contactor for the hydraulic pump
3. NO CONTACTS 6. COIL after 1000 hours of operation. Replace the
contacts in the other contactors when the
FIGURE 6. Direction Contactor thickness of any area of a contact is less than
30% of the thickness of a new contact or if
The other contactors used in the motor controller have there is any transfer of contact material.
one set of NO contacts. These contactors are not the
same, but their operation is similar. A typical contactor
of this kind is shown in FIGURE 7.

3-7
 CHECKS & REPAIRS

Contactor Repair
Coil. Check the coil with an ohmmeter for an open circuit or a short-circuit. Replace the coil if it is damaged.
Make sure the coil wires are connected again to the correct terminals. The coils in the contactors for the
hydraulic pump and the regenerative braking have an external suppressor. The coil and the suppressor can be
checked separately with an ohmmeter. [A suppressor diode (and sometimes a resistor in series) is part of the
coil. The diode will cause the ohmmeter to indicate a difference in resistance in one direction. Reverse the probes
of the ohmmeter to the opposite terminals and measure the resistance. Use the highest resistance indication].

COIL RESISTANCE TEST SPECIFICATIONS

All except Hydraulic Pump Contactor Coil 10-15 ohm
Hydraulic Pump Contactor Coil 30 - 40 ohm
Hydraulic Pump Contactor Coil
w/ optional SCR Hydraulics 10 - 15 ohm

1. BASE-MAGNET 9. COVER 16. BUSHING-PLUNGER

2. COIL 10. BUS 17. TIP-MOVABLE
3. BUS 11. BUS 18. SEAT-SPRING
4. BUS 12. SPRING-RETURN 19. TIP SPRING
5. BUS 13. ARMATURE 20. INSULATION-UPPER BUS
6. SPACER 14. BASE-BUS 21. NUT
7. CLAMP-BUS 15. CARRIER-MOVABLE TIP 22. WASHER
8. BUS
FIGURE 8. Direction Contactor
3-8
 CHECKS & REPAIRS

Control Card
NOTE: Do NOT remove the circuit board from the case when replacing a control card. There are no internal
repairs that can be made by service personnel. The control card and case must be replaced as a unit.

1. Control Card
(Traction or Hydraulic Pump)
2. TB Screw Terminals (6)
3. Plug Guides
4. Plug PA (6-pin) (wide guides)
5. Plug PB (6-pin) (close guides)
6. Plug PY (14-pin)
7. Plug PZ (14-pin)

FIGURE 9. Control Card Connections

1. Plug
Control Card Plugs 2. Rubber Seal
3. Pin Connector
All control card connections are made at plugs A, B, Y (removed from plug)
or Z or at the six screws of TB terminals. If a wire of 4. Lock
MCF-1062

one of the plugs must be replaced, the operation to 5. Pin Connector (installed in plug)
remove a pin connector must be done carefully. A 6. Tool (unlocks pin connector
special tool (MCF-1062), must be used to remove the for removal)
pin connector from the plug. How the pin connectors
are held in the plug is shown in
FIGURE 10. Use the tool as shown to release the lock
so that the pin connector can be removed from the
plug. If a pin connector must be removed, the service
person must work carefully so that the pin connectors
and the plug are not damaged.

When a new pin connector is installed in the plug,

make sure it is not damaged and is locked into the
correct position in the plug. NOTE: Use Terminal
Maintenance Kit Part #SE000003 on connectors.. If the
pin connection becomes loose during operation of the
lift truck, the malfunction is not regular and is very
difficult to find and repair. FIGURE 10. Control Card Plug

3-9

Brush Wear Indicators
The brush wear indicators illuminate when the motor
brushes must be replaced. The sensor wires for the
brush wear indicators are an insert in the brush mater-
ial when it is made. The sensor wires are insulated
from the brush material. When the brush wears within
approximately 1.5 mm (0.060 in) of the brush lead, the
insulation between the sensor wire and the brush
material is destroyed.The connection between the
brush and the sensor wire causes the indicator to
illuminate.
The operation of the brush wear indicators can be
checked during periodic maintenance. The battery must
be removed from the lift truck for access to the motors.
Use a jumper cable so that the battery can be connected
for operation of the motors. See FIGURE 11.
Disconnect the sensor wires from the outside of the
motor case. Touch the ends of the sensor wires
together. The warning light will illuminate if the circuit
is operating correctly.
FIGURE 11. Connect Battery to Operate Motor
Notes:
3-10
CHECKS & REPAIRS
Motor Thermal Switches
The thermal switch can be replaced if it is damaged.
However, the motor must be disassembled to replace
the thermal switch.
! WARNING
Prevent damage and injury if the lift truck
moves. Raise the drive wheels from the floor
during these tests.
Use a jumper cable so that the battery can be connected
for operation of the motors. See FIGURE 11.
Disconnect the sensor wires, one at a time, from
outside of the motor case. Touch the end of the
sensor wire to battery negative. The warning light will
illuminate if the circuit is operating correctly.
1. RAISE DRIVE WHEELS
2. JUMPER
3. BATTERY
Connect the battery so that the motor can be
operated. The battery must be removed for
access to the motor. Use a jumper cable to
connect the battery to the lift truck. Raise the
drive wheels. See “How to Raise the Drive Tires”
in the GENERAL INFORMATION Section.
 CHECKS & REPAIRS

Motors and Controls

Truck Management Module (TMM)
The Truck Management Module is a multi-function
accessory card or an auxiliary function of the EV100
Pump control used with the EV100ZX series Traction
controls. The TMM card provides Cat the ability to
provide status codes or operator warning codes that
will be displayed on the dash display whenever a nor-
mally open switch or sensor wire provides a signal to
the TMM accessory card. The TMM is used to dis-
play overtemperature of motors, hydraulic systems or
any other device or system than can activate a ther-
mostat type switch that closes at the desired temper-
ature. Status codes 90 and 93 not only display the
status code to the dash display but when activated can
be programmed with the Handset to reduce the speed
of the truck from 100% to 0% percent on time. The
TMM is also used to monitor and display motor brush
wear warnings when the motor brushes require
replacement.
Operation of TMM1 Card
The TMM card utilizes up to 9 input points and 3 output
points. The 3 output points connect to the “Y” plug on
the EV100 logic card. Due to the low level signal
value of this output, shielded wire should always be
used to insure proper operation. The input to the TMM
card is either switch or sensor wire closure to battery
negative or positive. The table below outlines the status
code displayed for each input point when that point
is closed to battery negative or positive as indicated.
The instructions for adjustment of the speed limit func-
tion of status codes 90 and 93 are described in detail
in the instructions for the Handset. The speed limit
function will be enabled when the input switch supplies
a negative signal to either TB1, TB5 or TB6.
☞ NOTE ☞
The microprocessor only checks for TMM status
codes 93, 94 and 95 when a neutral signal is present
(i.e. open start switch or open F/R switch), the status
code is displayed and the speed limit enabled when
the control is returned to the run mode. Do not use
status code 93 speed limit for applications requiring
immediate speed limit on switch closure.
Figure 12 outlines the typical wiring for the TMM with
all switch closure inputs.
The TMM can also be used as a Brush Wear Indicator
(BWI). The Brush Wear Indicator is designed to detect
a worn-out brush and display a fault code on the dash
display to warn maintenance personnel that the motor
brushes need to be replaced before they wear to the
point of causing destructive damage to the motor
commutator surface. The BWI is compatible with any
sensor that short circuits to the motor armature to
signal limits of brush wear.
NOTE: Motor armature must be in the positive
side of the battery circuit.

WIRE HARNESS CONNECTIONS TO

TMM1 (P5) or PUMP CONTROL
Installation
(P5) Pin Error # TMM1 Description Wire # Pump Control

1 90 TB1 Traction Thermal 80 PA3 ! WARNING

2 91 None None
3 92 TB4 Pump Thermal 82 PB6
Before adjusting, servicing or making contact
with working components, raise the truck
4 93 None None
wheels off the floor, disconnect the battery and
5 93 None None discharge the capacitor in the traction and pump
6 94 TB8 Traction BWI 85 PA4 controls.
7 94 TB10 Traction BWI 86 PA5
8 95 TB11 Pump BWI 87 PB1
9 95 TB12 Pump BWI 88 PB2

3-11
 CHECKS & REPAIRS

Motors and Controls

Truck Management Module Connections (TMM1)

FIGURE 12. TMM1 Connections

3-12
 CHECKS & REPAIRS

Motors and Controls

Thermal Transfer
Why is Thermal Transfer important?
Solid-state electronic devices are often considered
“lossless” as compared to their electro-mechanical
counterparts. However, these devices are not entirely
100% efficient and losses exist in the form of generated
heat which must be dissipated properly to insure
long-term reliability and performance.
The SCR Control incorporates solid-state devices
throughout. It also incorporates heat sinking to provide
proper dissipation of the generated heat through
these heat sinks to the control base to be eventually
dissipate in the vehicle control mounting structure (i.e.
bulkhead).
The SCR Control heat sinks are designed to provide
short-term thermal peak overloads, but long-term
cooling is dependent on proper thermal transfer from
the heat sink to the vehicle frame.
What determines
“Good” Thermal Transfer?
The primary factor for insuring “good” thermal transfer
is good mechanical surface-to-surface interfacing
and applies to flat and threaded surface mating. The
effectiveness of the thermal transfer then becomes a
function of the amount of actual surface contact of the
heat “source” to a properly selected heat “sink”.
Insuring proper Thermal Transfer
Proper consideration must be given to the 3 factors
for ensuring “good” thermal transfer to insure continued
performance and reliability of the SCR Control and the
vehicle it controls.
SCR Controls are thermally rated using a 12” x 24” x
1/2” thick steel heat sink. Maximum vehicle sinking of
the control is obtained by mounting it to the vehicle
bulkhead or counterweight. Other locations can be
used, but it is recommended they provide thermal
capacity similar to the above.
The vehicle surface for control mounting should be
reasonably flat, without ridges, cast mold lines, voids,
weld splatter, or paint. Care should be taken to insure
the Control is clamped (bolted) down evenly and
securely.
A thermal transfer grease should be used between the
control base and the truck mounting surface to provide
optimum thermal conductivity. This should be applied
to the control base in a thin, smooth, consistent coat.
Most heat sink suppliers have their own recommenda-
tions, but generally should be equivalent to Dow
Corning 340 or 342, a non-conductive transfer grease.
Threaded devices require a conductive grease similar
to Dow Corning 44.

While most commercially prepared surfaces appear

flat and smooth, good thermal transfer of the heat
generated in solid-state devices requires the optimum
in surface contact. The smallest amount of surface
irregularity can be detrimental as it adds to the
thermal resistivity between the two surfaces and limits
thermal transfer.

“Good” thermal transfer is thus dependent on 3 factors:

1. Proper heat sinking.

2. Proper mechanical mating (mounting).
3. Optimum surface contact.

3-13
 CHECKS & REPAIRS

Trouble Shooting Tips

☞ COMMUTATION
SUCCESSFUL
REQUIREMENTS
☞ ☞ INSULATION SYSTEM ☞
• Insulation resistance - 0.10 Mega-ohm (or greater)
• Good contact between commutator and brush
• Less than 0.10 Mega-ohm, investigate:
• Mechanically true commutator
– Excessive dirt
• Brushes free to move in holders – Moisture
– Insulation breaK down
• Copper-Oxide-Carbon film (as opposed to pure
copper surface) noted by color variations For moisture, bake in an oven at 90 degrees C (190F)

• Commutator surface • 600V - 60HZ - 1 minute

should be clean and
smooth • Test old motors at 75% of above values

• Clean commutator

NOTE: Refer to the next following pages for charts

☞ ARMATURE WINDING PROBLEMS ☞
on “Unsatisfactory Brush Performance” and • Open Circuit
illustrations of “Commutator Surfaces” which show – Thin red sparks encircling commutator
the main patterns of film build-up on commutators,
– Blackens or flattens commutator bars,
and indicate the type of brush/commutator interaction
which give rise to each pattern. especially at edges
☞ ☞ • Short Circuit
– Blue spark in vicinity of brush holder
SPARKING AT BRUSHES
– Commutator bars oxidize or burn
• Commutator in poor condition
• Grounded
• Eccentric or rough commutator – High current draw
– Rapid brush wear
• Excessive vibration

• Broken or sluggish spring

• Brushes to short

• Machine overloaded

Notes:

3-14

Unsatisfactory Brush Performance
TABLE ONE
Primary Sources of Unsatisfactory Brush Performance
Preparation and Care of Motor
Mechanical Fault in Motor
Electric Fault in Motor
Load or Service Condition
Disturbing External Condition
CHECKS & REPAIRS
• Poor operation of commutator surface
• High mica
• Side mica
• Need for periodic cleaning
• Clogged ventilating ducts
• Brushes tight in holders
• Brushes too loose in holders
• Brush holders loose at mounting
• Loose pole pieces
• Loose or worn bearings
• Dynamic imbalance
• Variable angular velocity
• Open or high resistance connection at commutator
• Connection at series terminal
• Short circuit in field or armature winding
• Ground in field or armature winding
• Reversed polarity on main pole
• Overload
• Dynamic braking
• Low average current density in brushes
• Contaminated atmosphere
• “Contact positions”
• Oil on commutator or oil mist in air
• Abrasive dust in air
• Humidity too high
• Humidity too low
• Silicone contamination
• Loose or damaged motor mounting
• External source of vibration
• External short circuit
• Contact drop of brushes too high
• Contact drop of brushes too low
• Lack of film-forming properties in brush
• Lack of polishing action in brush
• Brushes too abrasive
• Lack of carrying capacity
3-15
 CHECKS & REPAIRS
Unsatisfactory Brush Performance

TABLE TWO
Indications Appearing at Brushes

INDICATION IMMEDIATE CAUSES PRIMARY FAULTS

Sparking Commutator surface condition • Poor operation of commutator surface

• High mica
• Side mica
• Low average current density in brushes
• Contaminated atmosphere
• Contact positions
• Oil on commutator or oil mist in air
• Humidity too low
• Lack of film-forming properties in brush
• Lack of polishing action in brush

Mechanical fault in motor • Clogged ventilating ducts

• Brushes tight in holders
• Brushes too loose at mounting
• Loose pole pieces
• Loose or worn bearings
• Dynamic unbalance
• Incorrect spring tension

Electrical fault in motor • Open or high resistance connection

at commutator
• Short circuit in field or armature winding
(see Motor Winding Specifications page 3-23)
• Ground in field or armature winding
• Reversed polarity on main pole

Bad load condition • Overload

• Rapid change of load

Vibration • Loose or damaged motor mountings

• External source of vibration

Chattering of brushes • See Chattering or Noisy Brushes

Wrong brush grade for • Lack of film-forming properties in brush

application

Other • Silicone contamination

Etched or Burned Embedded copper • See Copper in Brush Face

Bands on Brush Face

Rapid Brush Wear Commutator surface condition • See specific surface fault in evidence
• Silicone contamination

Severe sparking • See Sparking

3-16
 CHECKS & REPAIRS
Unsatisfactory Brush Performance

TABLE TWO (cont’d)

Indications Appearing at Brushes

INDICATION IMMEDIATE CAUSES PRIMARY FAULTS

Rapid Brush Wear Imperfect contact w/commutator • Incorrect spring tension

(cont’d) • Brushes tight in holders
• Brushes too loose in holders
• Brushes holders loose at mounting
• Loose or damaged motor mountings
• External source of vibration

Wrong brush grade f/application • Lack of film-forming properties in brush

Copper in Brush Face Commutator surface condition • High mica

• Side mica

Bad service condition • Oil on commutator or oil mist in air

• Abrasive dust in air
• Humidity too high
• Humidity too low

Wrong brush grade f/application • Lack of film-forming properties in brush

• Brushes too abrasive

Chattering or Commutator surface condition • Raised Commutator Bars

Noisy Brushes

Looseness in motor • Brushes too loose in holders

• Brushes holders loose at mounting
• Incorrect spring tension

High friction • Clogged ventilating ducts

• Contact poisons
• Humidity too low
• External source of vibration

Wrong brush grade f/application • Lack of film-forming properties in brush

3-17
 CHECKS & REPAIRS

Unsatisfactory Brush Performance

TABLE THREE
Indications Appearing as Heating

INDICATION IMMEDIATE CAUSES PRIMARY FAULTS

Heating in Windings Severe load condition • Overload

(Field or Armature) • External short circuit
• Stalled motor

Unbalanced magnetic field • Loose or worn bearings

• Short circuit in field or armature winding
Lack of ventilation

Heating at Severe load condition • Overload

Commutator
Severe sparking • Contact positions
• See Sparking

High friction • Incorrect spring tension

• Contact poisons
• Humidity too low
• Lack of film-forming properties in brush

Poor commutator surface • See specific surface fault in evidence

Depreciation • Clogged ventilating ducts

High contact resistance • Contact drop of brushes too high

Heating at Brushes Severe load condition • Overload

Faulty motor adjustment • Incorrect spring tension

Severe sparking • See Sparking

Raw streaks on commutator • See Streaking or Threading of Surface

Embedded copper • See Copper in Brush Face

Wrong brush grade f/application • Contact drop of brushes too low

• Lack of film-forming properties in brush
• Brushes too abrasive
• Lack of carrying capacity

3-18
 CHECKS & REPAIRS
Unsatisfactory Brush Performance

TABLE FOUR
Indications Appearing at Commutator Surface

INDICATION IMMEDIATE CAUSES PRIMARY FAULTS

Brush Chipping or Commutator surface condition • See specific surface fault in evidence
Breakage
Looseness in motor • Brushes too loose in holders
• Brushes holders loose at mounting

Vibration • External source of vibration

Chattering • See Chattering or Noisy Brushes

Sluggish brush movement • Brushes tight in holders

Rough or uneven surface • Poor operation of commutator surface

• High mica
• Side mica

High Commutator Bar Sparking • Stalled motor

Low Commutator Bar Sparking • High mica

• Open or high resistance connection
at commutator
• Stalled motor

Streaking or Sparking • Low average current density in brushes

Threading of Surface • Contaminated atmosphere
• Contact positions
• Oil on commutator or oil mist in air
• Humidity too low
• Lack of film-forming properties in brush

Copper or foreign material in • High mica

brush face • Side mica
• Oil on commutator or oil mist in air
• Abrasive dust in air
• Humidity too high
• Brushes too abrasive

Bar Etching or Sparking • High mica

Burning • Side mica

Bar Marking at Sparking • Open or high resistance connection

Pole Pitch Spacing at commutator

3-19
 CHECKS & REPAIRS
Unsatisfactory Brush Performance

TABLE FOUR (cont’d)

Indications Appearing at Commutator Surface

INDICATION IMMEDIATE CAUSES PRIMARY FAULTS

Bar Marking at Sparking • Lack of polishing action in brush

Slot Pitch Spacing • Lack of film-forming properties in brush

Flat Spot Sparking • Open or high resistance connection at

commutator
• Stalled motor

Discoloration of High temperature • See Heating at Commutator

Surface
Atmospheric condition • Contaminated atmosphere
• Oil in commutator or oil mist in air

Wrong brush grade f/application • Lack of polishing action in brush

• Lack of film-forming properties in brush

Raw Copper Surface Embedded copper • See Copper in Brush Face

Bad service condition • Contact positions

• Abrasive dust in air
• Humidity too low

Wrong brush grade f/application • Lack of film-forming properties in brush

• Brushes too abrasive

Rapid Commutator Burning • High mica

Wear with • Side mica
Blackened Surface • Incorrect spring tension
• Brushes tight in holders
Severe sparking • See Sparking

Rapid Commutator Foreign material in brush face • Contact positions

Wear with • Abrasive dust in air
Bright Surface • Humidity too low
• Brushes too abrasive

Wrong brush grade f/application • Brushes too abrasive

• Lack of film-forming properties

Copper Dragging Brush Vibration • External source of vibration

• Lack of film-forming properties in brush

3-20

Commutator Surfaces
GOOD CONDITION
LIGHT FILM
Uniform coloring indicates
satisfactory operation of
machine and brushes. Film color
is largely an effect of thickness,
therefore provided the film is
uniform it is perfectly
acceptable.
SATISFACTORY CONDITION
LIGHT AND DARK PATTERN
This is not a good condition but
in our experience it is known
that machines having this
commutator pattern have
operated with satisfactory results
for long periods of time. This
condition can appear in
alternating bars as shown or
every 3rd or 4th bar, etc. This is
related to the winding design of
the armature. Difficulty caused
from split windings crossing in
the same slot.
UNSATISFACTORY CONDITION
STREAKY FILM WITH NO
COMMUTATOR WEAR
Frequently due to under-loaded
operation, machine grossly
over-brushed or brush grade
incorrect for particular machine
application. Atmosphere and
environmental conditions can
contribute.
3-21
CHECKS & REPAIRS
UNSATISFACTORY CONDITION
UNEVEN FILM
Patchy colors of varying densities
and shape. Due to unclean
operating conditions or incorrect
physical condition of commutator.
UNSATISFACTORY CONDITION
FILM WITH DARK AREAS
These areas can be isolated or
regular. Commutator out of
round. This can be caused by
vibration or mechanical
deficiencies in equipment
operation, bearings, couplings,
etc.
UNSATISFACTORY CONDITION
EXAMPLE OF POOR
COMMUTATOR
MACHINING
Bars are low on entry and
leaving edges giving rise to the
brushes riding on the middle of
the bars.

Commutator Surfaces
UNSATISFACTORY CONDITION
EXAMPLE OF POOR
COMMUTATOR
MACHINING
Bars are low in the middle giving
rise to the brushes riding on
entry and leaving bar edges.
This and the previous illustration
indicate the need for better
maintenance.
UNSATISFACTORY CONDITION
STREAKY FILM WITH
COMMUTATOR WEAR
This is a further development of
the third example, previous
page. Brush grade, machine
applications and working
environment all suspect. Earlier
corrective action should have
been taken.
UNSATISFACTORY CONDITION
DOUBLE POLE PITCH
Darkening of commutator in
sequences two pole pitches
apart is due to armature fault,
defective coil, riser bars or
equalizer connections.
3-22
CHECKS & REPAIRS
UNSATISFACTORY CONDITION
BRUSH CONTACT MARK
Storage of machines, for lengthy
periods, with brushes in position.
This can also result from
operation of machine in
prolonged stall conditions.
UNSATISFACTORY CONDITION
BAR EDGE BURNING
CAUSE HIGH MICA
Illustration shows high mica in
every slot. Same effect can
occur on one bar only. Similar
conditions can be caused by a
high or low bar.
UNSATISFACTORY CONDITION
SMALL BRIGHT SPOTS
Related to over-loaded
machines and low brush pres-
sure. Due to sparking under
brush which gives rise to spots
being of a random distribution. If
not corrected, will result in
scored commutator.
 CHECKS & REPAIRS

Motor Winding Specifications

MOTOR WINDING SPECIFICATIONS

36/48 APPLICATIONS

ARMATURE SERIES FIELD SHUNT FIELD

PART NUMBER RESISTANCE OHMS RESISTANCE RESISTANCE TYPE & SIZE
(SPAN) (OHMS) (OHMS)
97121-01600 0.007 (1 - 12) 0.010 --- 9” Traction
97121-11600 0.007 (1 - 12) 0.010 --- 9” Traction
97121-21600 0.007 (1 - 12) 0.010 --- 9” Traction
97220-04900 0.005 (1 - 13) 0.002 --- 11” Traction
97220-14900 0.005 (1 - 13) 0.002 --- 11” Traction
97220-24900 0.005 (1 - 13) 0.002 --- 11” Traction
97121-01900 0.120 (1 - 9) --- --- Power Steering Motor
97121-11900 0.120 (1 - 9) --- --- Power Steering Motor
97121-21900 0.120 (1 - 9) --- --- Power Steering Motor
97121-02200 0.006 (1 - 10) 0.007 --- 6 5/8” Pump
97121-12200 0.006 (1 - 10) 0.007 --- 6 5/8” Pump
97121-01800 0.008 (1 - 9) 0.005 --- 7.5” Pump
97220-09300 0.005 (1 - 11) 0.004 --- 9” Pump
97220-19300 0.005 (1 - 11) 0.004 --- 9” Pump
97220-29300 0.005 (1 - 11) 0.004 --- 9” Pump

3-23