Maintenance Manual

Model Serial No.

®
Model 537 Swing-Reach Truck 001 and Up

Issued: 4/15/97
PDMM-0024 Last Revised: 11/1/98
Raymond, Ray-Guide, intellispeed, intellidrive2, and Swing-Reach are trademarks of The Raymond
Corporation. All other brand and product names are trademarks or registered trademarks of their
respective companies.
© Copyright The Raymond Corporation 1997.
 Model 537 Swing-Reach® Truck Table of Contents

Table of Contents
Table of Contents
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Installation Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Appendix A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Appendix B - Schematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
Appendix C - Inspection Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
Appendix D - Troubleshooting Code Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

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 Model 537 Swing-Reach® Truck List of Illustrations

List of Illustrations
Figure 1-1: Removing Integrated Circuit Chip . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Figure 1-2: Preparing Integrated Circuit Chip for Insertion . . . . . . . . . . . . . . . . . . . 1-4
Figure 1-3: Integrated Circuit Chip/Socket Orientation . . . . . . . . . . . . . . . . . . . . . 1-5
Figure 2-1: Correct Jacking Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-2: Proper/Improper Method of Holding Circuit Board . . . . . . . . . . . . . . . 2-5
Figure 2-3: Static Discharge Kit and Individual Components . . . . . . . . . . . . . . . . . 2-7
Figure 3-1: Dimensions for the Wooden Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Figure 3-2: Joining the Mast to the Tractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Figure 3-3: Location of the Fork Pins, Fork Bar, and Setscrew. . . . . . . . . . . . . . . . . 3-6
Figure 3-4: Bleed Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Figure 4-1: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-2: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Figure 4-3: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Figure 4-4: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Figure 4-5: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Figure 4-6: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Figure 4-7: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Figure 4-8: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Figure 4-9: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Figure 4-10: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
Figure 4-11: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Figure 4-12: Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Figure 5-1: Systems Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Figure 5-2: BUS+/BUS– Communication Signal . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Figure 5-3: Hydraulic Schematic - Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Figure 5-4: Pulse Width Modulation Fast Lowering Rate . . . . . . . . . . . . . . . . . . . . . 5-21
Figure 5-5: Pulse Width Modulation Slow Lowering Rate . . . . . . . . . . . . . . . . . . . . 5-22
Figure 5-6: Hydraulic Schematic - Lower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Figure 5-7: Lift/Lower Functional Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Figure 5-8: Hydraulic Schematic - Mini Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Figure 5-9: Hydraulic Schematic - Mini Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Figure 5-10: Steering System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Figure 5-11: Card Cage Assembly (w/Electronic Steering & Wire Guidance) . . . . . . . 5-31
Figure 5-12: Electronic Steering System Inputs/Outputs . . . . . . . . . . . . . . . . . . . . . . 5-32
Figure 5-13: Wire Guidance Portion of Secondary Operator's Display . . . . . . . . . . . 5-33
Figure 5-14: Electronic Steering Internal System Block Diagram . . . . . . . . . . . . . . . . 5-34
Figure 5-15: Deriving Sensor Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Figure 5-16: Steering Modulator Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Figure 5-17: Steering Pulse Width Modulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Figure 5-18: Encoder X Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
Figure 5-19: Steering Hose and Wiring Interconnections . . . . . . . . . . . . . . . . . . . . . 5-55
Figure 5-20: Electronic Steering Functional Block Diagram (Sheet 1 of 2) . . . . . . . . . 5-56
Electronic Steering Functional Block Diagram (Sheet 2 of 2) . . . . . . . . . 5-57
Figure 5-21: Brake Release Switch S12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
Figure 5-22: Brake Assembly Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59

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List of Illustrations Model 537 Swing-Reach® Truck

List of Illustrations
Figure 5-23: Power Transistor Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-63
Figure 5-24: Power Transistor Electrical Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-64
Figure 5-25: Power Transistor Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65
Figure 5-26: Travel Circuit Functional Block Diagram . . . . . . . . . . . . . . . . . . . . . . . 5-67
Figure 5-27: Power Amplifier Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-68
Figure 5-28: Field Transistor Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-84
Figure 5-29: H-Bridge Current Flow During Forks-First Travel . . . . . . . . . . . . . . . . . 5-85
Figure 5-30: H-Bridge Current Flow Reverse, Tractor First . . . . . . . . . . . . . . . . . . . . 5-86
Figure 5-31: Schematic - Power Transistor OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-87
Figure 5-32: Voltage Readings for 24-Volt Contactor Coil . . . . . . . . . . . . . . . . . . . . 5-88
Figure 5-33: Closed Loop Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-90
Figure 5-34: Torque on Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-91
Figure 5-35: Speed Reduction as Drive Motor Temperature Increases. . . . . . . . . . . . 5-92
Figure 5-36: Thermal Cut-Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Figure 5-37: Current Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Figure 5-38: Duty Cycle Comparison for Current Limiting . . . . . . . . . . . . . . . . . . . . 5-94
Figure 5-39: Hydraulic Schematic - Traverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
Figure 5-40: Hydraulic Schematic - Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-101
Figure 5-41: Hydraulic Schematic - Reach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-103
Figure 6-1: Scheduled Maintenance Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Figure 6-2: Power Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Figure 6-3: Deadman Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Figure 6-4: Example of Cleaning Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Figure 6-5: Measuring Brush Spring Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Figure 6-6: Lubrication Points on the EASi2 Swing-Reach® Vehicle . . . . . . . . . . . . . 6-23
Figure 6-7: Lubrication Points on the EASi2 Swing-Reach® Truck Load Handler Section 6-24
Figure 6-8: Steering Ring Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Figure 6-9: Lubrication Points on the Drive Unit Gear Reducer . . . . . . . . . . . . . . . . 6-25
Figure 6-10: Lubrication Equivalency Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Figure 7-1: Secondary Operator’s Display (SOD) . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7-2: Operator Display Showing a Password/SuperWrd
(Example Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7-3: Carriage or Vehicle Manager VFC indicating SuperWrd has been Entered 7-26
Figure 7-4: Carriage or Vehicle Manager VFC in Configure Mode after Password is Entered
7-27
Figure 7-5: Program Mode Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Figure 7-6: VFC Shown in Learn Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Figure 7-7: VFC Shown in Maintenance Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Figure 7-8: Power Supply Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-122
Figure 7-9: Power Supply Card (Electronic Steer & W/G Vehicles). . . . . . . . . . . . . . 7-122
Figure 7-10: Card Cage Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-123
Figure 7-11: Adjusting Feedback Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-124
Figure 7-12: Solenoid Control Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-125
Figure 7-13: Logic Card ESTAT LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-126
Figure 7-14: Tolerance of a Centered Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127

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 Model 537 Swing-Reach® Truck List of Illustrations

List of Illustrations
Figure 7-15: Wire Guidance Circuit Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-130
Figure 7-16: Wire Guidance Alignment Box w/Adapter . . . . . . . . . . . . . . . . . . . . . . 7-130
Figure 7-17: Example of Alignment Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-132
Figure 7-18: Logic Card ESTAT LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-136
Figure 7-19: Electronic Steering/Wire Guidance Tester (P/N 114-005-807). . . . . . . . 7-137
Figure 7-20: Electronic Steering/Wire Guidance Tester (P/N 114-005-807) . . . . . . . 7-150
Figure 7-21: Digital Tester - Input Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-151
Figure 7-22: Digital Tester - Reference Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
Figure 7-23: Digital Tester - Deviation Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-153
Figure 7-24: Digital Tester - Control Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-154
Figure 7-25: Digital Tester - Error Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-155
Figure 7-26: Solenoid Controller Card Status Display . . . . . . . . . . . . . . . . . . . . . . . 7-156
Figure 7-27: Solenoid Controller Card Status Display . . . . . . . . . . . . . . . . . . . . . . . 7-160
Figure 7-28: Steering Demodulator Left/Right Turn Outputs. . . . . . . . . . . . . . . . . . . 7-197
Figure 7-29: Modulated Steering Signal Output When Tiller is Not Being Rotated . . . 7-198
Figure 7-30: Encoder X Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-203
Figure 7-31: Checking Position Signal Polarities . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-211
Figure 7-32: Steering Hose and Wiring Interconnections . . . . . . . . . . . . . . . . . . . . . 7-212
Figure 7-33: Chart Recorder Trace Showing Excessive Steering Effort . . . . . . . . . . . . 7-219
Figure 7-34: Chart Recorder Trace Showing Proper Steering Effort . . . . . . . . . . . . . . 7-219
Figure 7-35: Card Cage Circuit Card Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . 7-226
Figure 7-36: Adjusting Guidance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-227
Figure 7-37: Coil Drivers on Carriage Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-228
Figure 7-38: Schematic Heater Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-233
Figure 8-1: Pinout for JT2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Figure 8-2: Pinout for JH2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-59
Figure 8-3: Guide Roller/End-of-Aisle Switch (S15) . . . . . . . . . . . . . . . . . . . . . . . . 8-77
Figure 8-4: Pinout for JH2 - “Forward HCM Enable” . . . . . . . . . . . . . . . . . . . . . . . 8-95
Figure 8-5: Pinout for JH2 - “Reverse HCM Enable” . . . . . . . . . . . . . . . . . . . . . . . 8-97
Figure 8-6: Horn Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-103
Figure 8-7: Relay Socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-105
Figure 8-8: Pinout for JT2 - “Chopper Enable” . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-111
Figure 8-9: Logic Card ESTAT LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-119
Figure 8-10: SOD Locked-On Wire LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-129
Figure 8-11: Solenoid Controller Card Status Display . . . . . . . . . . . . . . . . . . . . . . . 8-131
Figure 8-12: Test Points for Power Transistor Q1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-174
Figure 8-12: Transistor Module For Field Wiring Assembly. . . . . . . . . . . . . . . . . . . . 8-176
Figure 8-13: HCM Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-177
Figure 8-14: REC1 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-179
Figure 8-15: Vehicle Manager and Carriage Manager Power Supply Test Points . . . . 8-180
Figure 8-16: Motor Terminal - Proper Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-182
Figure 8-17: Motor Terminals and Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-183
Figure 9-1: Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Figure 9-2: Solenoid Control Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Figure 9-3: Steering Pressure Relief (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . 9-4

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List of Illustrations Model 537 Swing-Reach® Truck

List of Illustrations
Figure 9-4: Steering Feedback Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Figure 9-5: Position Feedback Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Figure 9-6: Drive Unit Removal/Installation Tool . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Figure 9-7: Installation of Steer Motor and Torque Shaft . . . . . . . . . . . . . . . . . . . . 9-11
Figure 9-8: Drive Unit Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Figure 9-9: Lower End of Drive Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Figure 9-10: Ring Gear Before Being Pressed Toward Flange . . . . . . . . . . . . . . . . . 9-15
Figure 9-11: Ring Gear After Being Pressed Toward Flange . . . . . . . . . . . . . . . . . . . 9-15
Figure 9-12: Removing Bearing Spacer Using Bearing Puller . . . . . . . . . . . . . . . . . . 9-16
Figure 9-13: Removing External Retaining Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Figure 9-14: Removing Output Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Figure 9-15: Removal/Installation of Shaft Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Figure 9-16: Installing Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Figure 9-17: Brake Assembly Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Figure 9-18: Brake Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Figure 9-19: Traverse Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
Figure 9-20: VR1 Potentiometer Wiring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
Figure 9-21: Power Panel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
Figure 9-22: Rail Switch Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Figure 9-23: Rail Switch Detail (Viewed from bottom) . . . . . . . . . . . . . . . . . . . . . . . 9-28
Figure 9-24: Auxiliary System Bleed Port - P1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Figure 9-25: Auxiliary Pressure Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Figure 9-26: Attaching Mast to Tractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
Figure 9-27: Decal Location Information (1 of 3). . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
Decal Location Information (2 of 3). . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35
Decal Location Information (3 of 3). . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Figure 9-28: Main Lift Pressure Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Figure 9-29: Auxiliary Pressure Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Figure 9-30: Mast Lateral Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
Figure 9-31: Shimming Carriage Sliders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
Figure 9-32: Operator's Carriage Lateral Adjustment Locations . . . . . . . . . . . . . . . . 9-42
Figure 9-33: Operator's Carriage Lateral Adjustment Device Cross Section. . . . . . . . 9-43
Figure 9-34: Mini Mast Cylinder Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Figure 9-35: Removing Mini Mast Stop Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Figure 9-36: Shimming Top of Auxiliary Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Figure 9-37: Shimming Bottom of Auxiliary Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-46
Figure 9-38: Shimming Traverse Shaft Support Bushing. . . . . . . . . . . . . . . . . . . . . . 9-47
Figure 9-39: PROX2 (Reach Position Reference) Adjustment on Fork Carriage. . . . . . 9-48
Figure 9-40: PROX1 (Mini Lift Reference) Adjustment on Mini Mast. . . . . . . . . . . . . . 9-49
Figure 9-41: Rack Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50
Figure 9-42: Load Wheel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-51
Figure 9-43: Lift/Lower Potentiometer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 9-52
Figure 9-44: Traverse Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-54
Figure 9-45: Control Potentiometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-55
Figure 9-46: Rotate Position Pot - VR6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56

PDMM-0024 vi
 Model 537 Swing-Reach® Truck List of Illustrations

List of Illustrations
Figure 9-47: Installing/Adjusting Traverse Potentiometer (VR5) . . . . . . . . . . . . . . . . . 9-57
Figure 9-48: Hardware Securing Piston to Telescopic. . . . . . . . . . . . . . . . . . . . . . . . 9-59
Figure 9-49: Hardware Securing Cylinder Housing to Main Frame. . . . . . . . . . . . . . 9-59
Figure 9-50: Sheave/Pulley Assembly (Assembled and Exploded) . . . . . . . . . . . . . . . 9-61
Figure 9-51: Placing Support Blocks Under Carriage. . . . . . . . . . . . . . . . . . . . . . . . 9-63
Figure 9-52: Positioning Railroad Jack Under Traverse Rack . . . . . . . . . . . . . . . . . . 9-63
Figure 9-53: Removing Upper Bearings and Roller Pins . . . . . . . . . . . . . . . . . . . . . . 9-64
Figure 9-54: Removing Auxiliary Lift Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-66
Figure 9-55: Auxiliary Mast Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-66
Figure 9-56: Mini Mast Cylinder Pucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-67
Figure 9-57: Removing Mini Lift Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-68
Figure 9-58: Mini Mast Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-69
Figure 9-59: Mini Mast Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-70
Figure 9-60: Cylinder Seal Installation Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-72
Figure 9-61: Side View of an Installed Ram Support . . . . . . . . . . . . . . . . . . . . . . . . 9-73
Figure 9-62: Installing the Right Ram Support Rings. . . . . . . . . . . . . . . . . . . . . . . . . 9-74
Figure 9-63: Installing the Left Ram Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-74
Figure 9-64: Conductive Seat Cover Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 9-75
Figure 9-65: Conductive Seat (Rear View) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-76
Figure 9-66: Secondary Operator Display Shield Assembly . . . . . . . . . . . . . . . . . . . 9-78
Figure 9-67: Tubing Guard Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-79
Figure 9-68: Flow Sensor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-80
Figure B-1: Electrical Schematic - Lift (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . B-1
Electrical Schematic - Lift (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . B-2
Figure B-2: Electrical Schematic - Lower (Sheet 1 of 2). . . . . . . . . . . . . . . . . . . . . . B-3
Electrical Schematic - Lower (Sheet 2 of 2). . . . . . . . . . . . . . . . . . . . . . B-4
Figure B-3: Electrical Schematic - Mini Lift (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . B-5
Electrical Schematic - Mini Lift (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . B-6
Figure B-4: Electrical Schematic - Mini Lower (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . B-7
Electrical Schematic - Mini Lower (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . B-8
Figure B-5: Brake Process Electrical Schematic (Sheet 1 of 2) . . . . . . . . . . . . . . . . . B-9
Brake Process Electrical Schematic (Sheet 2 of 2) . . . . . . . . . . . . . . . . . B-10
Figure B-6: Schematic - Battery Connected (Sheet 1 of 2). . . . . . . . . . . . . . . . . . . . B-11
Schematic - Battery Connected (Sheet 2 of 2). . . . . . . . . . . . . . . . . . . . B-12
Figure B-7: Power Distribution - Battery Connected . . . . . . . . . . . . . . . . . . . . . . . . B-13
Figure B-8: Schematic - Turning Keyswitch (S1) ON
(PC NOT ENERGIZED) (Sheet 1 of 3). . . . . . . . . . . . . . . . . . . . . . . . . . B-14
Schematic - Turning Keyswitch (S1) ON
(PC NOT ENERGIZED) (Sheet 2 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . B-15
Schematic - Turning Keyswitch (S1) ON
(PC NOT ENERGIZED) (Sheet 3 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . B-16
Figure B-9: Power Distribution - Keyswitch Turned ON
(PC NOT ENERGIZED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-17
Figure B-10: Schematic - Turning Keyswitch (S1) ON
(PC ENERGIZED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-18

vii PDMM-0024
List of Illustrations Model 537 Swing-Reach® Truck

List of Illustrations
Figure B-11: Power Distribution - Keyswitch Turned ON
(PC ENERGIZED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-19
Figure B-12: Schematic - Closing Deadman Switches (S2/S25) (Sheet 1 of 3) . . . . . . B-20
Schematic - Closing Deadman Switches (S2/S25) (Sheet 2 of 3) . . . . . . B-21
Schematic - Closing Deadman Switches (S2/S25) (Sheet 3 of 3) . . . . . . B-22
Figure B-13: Power Distribution - Closing Deadman Switch (S25). . . . . . . . . . . . . . . B-23
Figure B-14: Schematic - Moving Directional/Speed Control to Forward. . . . . . . . . . B-24
Figure B-15: Schematic - Plugging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-25
Figure B-16: Electrical Schematic - Traverse (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . B-26
Electrical Schematic - Traverse (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . B-27
Figure B-17: Electrical Schematic - Rotate (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . B-28
Electrical Schematic - Rotate (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . B-29
Figure B-18: Electrical Schematic - Reach (Sheet 1 of 2). . . . . . . . . . . . . . . . . . . . . . B-30
Electrical Schematic - Reach (Sheet 2 of 2). . . . . . . . . . . . . . . . . . . . . . B-31
Figure B-19: Schematic - Rail Guidance (Sheet 1 of 3). . . . . . . . . . . . . . . . . . . . . . . B-32
Schematic - Rail Guidance (Sheet 2 of 3). . . . . . . . . . . . . . . . . . . . . . . B-33
Schematic - Rail Guidance (Sheet 3 of 3). . . . . . . . . . . . . . . . . . . . . . . B-34
Figure B-20: Schematic, Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-35
Figure B-21: Schematic, Electrical (Sheet 1 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . B-36
Schematic, Electrical (Sheet 2 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . B-37
Schematic, Electrical (Sheet 3 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . B-38
Schematic, Electrical (Sheet 4 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . B-39
Schematic, Electrical (Sheet 5 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . B-40
Figure B-22: Revised Schematic Showing FU20/FU21 Installed / Second Travel Deadman
Switch (S25) Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-41
Figure B-23: Schematic, Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-42
Figure B-24: Test Connections, Interface Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-43
Figure B-25: Test Connections, Filter Card Assembly . . . . . . . . . . . . . . . . . . . . . . . . B-44
Figure B-26: Test Connections, Interface Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-45
Figure B-27: Test Connections, Logic Card Assembly . . . . . . . . . . . . . . . . . . . . . . . B-46
Figure B-28: Test Connections, Power Panel Driver Card Assembly . . . . . . . . . . . . . B-47
Figure B-29: Test Connections, Hydraulic Driver Card Assembly . . . . . . . . . . . . . . . B-48
Figure B-30: Test Connections, Solenoid Controller Card Assembly . . . . . . . . . . . . . B-49
Figure B-31: Test Connections, Processor Card Assembly . . . . . . . . . . . . . . . . . . . . B-50
Figure B-32: Test Connections, Motherboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-51
Figure B-33: Electronic Steering Functional Block Diagram (Sheet 1 of 2) . . . . . . . . . B-52
Electronic Steering Functional Block Diagram (Sheet 2 of 2) . . . . . . . . . B-53

PDMM-0024 viii
 Model 537 Swing-Reach® Truck List of Tables

List of Tables
Table 5-1: Travel Circuit Components/Function . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66
Table 6-1: Type of Service for Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Table 6-2: Inspection Frequency for Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Table 8-1: Causes of Motor Overheating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-181
Table 9-1: Minimum Brush Lengths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8

ix PDMM-0024
List of Tables Model 537 Swing-Reach® Truck

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PDMM-0024 x
 Model 537 Swing-Reach® Truck General Information

Introduction

1 General Information

Table of Contents

Subject Page

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Special Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Common Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Fabricated Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Integrated Circuit Chip Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Introduction This manual includes information required for maintenance,

troubleshooting, and repair of the Model 537 Swing-Reach® truck.
Other publications available for this vehicle are the Owner/Operator
Manual, Technician’s Quick Reference Guide, and Parts Catalog.
To gain the most benefit from the contents of this manual, review the
entire contents to gain an overall understanding of the truck, then use
the Table of Contents and/or Index to locate specific procedures and
associated theory and descriptions.
All information, specifications, and illustrations in this manual are
based on the latest data available at the time of publication. The
Raymond Corporation reserves the right to make changes or
improvements at any time without notice.

Special Tools Special tools required for maintenance of the Model 537 are:
Required • Printed circuit extender card - P/N 114-006-714 (for steering)
• Wire guidance alignment box - P/N 170-002-580 (for wire
guidance)
• Adaptor - P/N 114-005-820 - P/N 114-005-820 (used with
P/N 170-002-580)
• Electronic steering/wire guidance tester - P/N 114-005-807

1-1 PDMM-0024
General Information Model 537 Swing-Reach® Truck

Common Tools Required

Common Tools Common tools required for the Model 537 are:
Required • Ball Peen Hammer
• Straight Blade Screwdriver
• Phillips Screwdriver
• Open End Wrenches
• Box End Wrenches
• 1/2” Drive Sockets
• 3/8” and 1/4” Allen Wrenches
• Feeler Gauges
• Snap Ring Pliers
• Metric Allen Wrenches
• Cylinder Packing Replacement Tools
• “C” Clamps (minimum 3.0” opening)
• Lifting Chain
• Nylon Strap
• Bearing Puller
• Bearing Press
• Micrometer
• Torque Wrench (100 ft lb/140 N•m) capacity

Fabricated Tools • Tube - 6.25” (15.9 cm) I.D. x 6.0” (15 cm) long
Required • Tube - 3.25” (9 cm) I.D. x 5.0” (13 cm) long
• Hard Wood Blocks (4” x 6” x 24” & 6” x 6” x 24”)

Integrated NOTE: For proper ESD Handling Procedures, see “Proper Handling of
Circuit Chip Static Sensitive Devices” on page 2-6.
Replacement 1. To remove an integrated circuit chip (IC chip) from its socket, use
the correct size extraction tool.
NOTE: If the above mentioned tools are not available, an alternate
method may be used.
- Using a small screwdriver, first insert the screwdriver tip under
one end of the IC chip. See Figure 1-1 on page 1-3.

PDMM-0024 1-2
 Model 537 Swing-Reach® Truck General Information

Integrated Circuit Chip Replacement

2. Then gently rock the screwdriver blade left and right until the pins
begin to dislodge. Repeat this process on the opposite end of the IC
chip to dislodge those pins as well. This should cause the IC chip to
pop out of the socket without bending any of the pins.

Screwdriver blade

Figure 1-1: Removing Integrated Circuit Chip

NOTE: Use care when inserting new IC chips to ensure that all the legs
are inserted properly into the socket holes. The pins on new IC
chips may be bent out at an angle and may not line up with the
holes in the socket.
3. Use correct size insertion tool for the IC chip you're installing.
NOTE: If the proper insertion tool is used, it will not be necessary to
straighten the pins as outlined in step 4.

1-3 PDMM-0024
General Information Model 537 Swing-Reach® Truck

Integrated Circuit Chip Replacement

4. Before installing an IC chip, lay it down on its side and very

carefully roll it toward the bottom of the pins, using a light
downward pressure. This will bend the lower pins into line (see
Figure 1-2 on page 1-4). Next, turn the IC chip over and carefully
bend the pins on the other side in the same way.

Pin Straightening Technique

Pins Bent Outward Pin Straightened

Figure 1-2: Preparing Integrated Circuit Chip for Insertion

5. Orient the IC chip properly: notch on the end of the IC chip in line
with the notch on the socket. For 28-pin devices, match pin 1 of IC
chip to hole 1 of the socket; for 24-pin devices, match pin 1 of IC
chip to hole 3 of the socket, leaving socket holes 1, 2, 27, and 28
open. See Figure 1-3 on page 1-5.
6. Carefully place the IC chip on the socket; make sure all pins are
seated over their corresponding holes and push the IC chip securely
into place.

PDMM-0024 1-4
 Model 537 Swing-Reach® Truck General Information

Integrated Circuit Chip Replacement

7. Check to be sure that all pins are mounted into the socket holes. IC
chip pins bent under the device may appear to be correctly
installed.

Note that EPROM is

installed so that these
sockets remain empty.

24 Pin Memory Device

28 Pin Memory Device

Empty Socket Holes

28 Pin Sockets

Figure 1-3: Integrated Circuit Chip/Socket Orientation

1-5 PDMM-0024
General Information Model 537 Swing-Reach® Truck

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PDMM-0024 1-6
 Model 537 Swing-Reach® Truck Safety

General Safety

2 Safety

Table of Contents

Subject Page

Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
General Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Battery Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Welding Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Jacking Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Static Discharge Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Electrostatic Discharge Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Proper Handling of Static Sensitive Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6

General Safety Industrial lift trucks may become hazardous if adequate maintenance is
neglected. Only trained technicians, using approved procedures, in
adequate maintenance facilities should work on this or any other lift
truck.
1. Follow a scheduled lubrication, maintenance, and inspection
schedule.
2. Only qualified, authorized technicians are permitted to inspect,
maintain, adjust, and repair this vehicle.

! WARNING
Remove rings, watches, and all jewelry before doing any
work on vehicle.

3. Before working on vehicle:

a. Lower load handling mechanism completely to the floor.
b. All controls must be in neutral.
c. Release any trapped pressure in hydraulic systems.
d. Block the wheels to prevent movement of the vehicle.
e. Disconnect battery from truck at connector.
f. Elevate the drive tire and block at tractor bumper.(See “Jacking
Safety” on page 2-4.)
g. Before working on mast or load handler, support to prevent
movement. See “Jacking Safety” on page 2-4.
4. After working on vehicle, test all controls and functions to ensure
proper operation.

2-1 PDMM-0024
Safety Model 537 Swing-Reach® Truck

Battery Safety

5. Work in a clean, dry, well-ventilated area.

6. Avoid fire hazards. Have adequate fire fighting equipment in the
maintenance area.
7. DO NOT use open flame or sparking devices around the battery.
The gases given off by battery are highly explosive.
8. Use extreme caution when using flammable cleaning solutions.
More information pertaining to operating and maintenance procedures
may be obtained from:
American National Standards Institute
1430 Broadway
New York, NY 10018
Ask for ANSl B56.1 (current version)

Battery Safety Lead acid batteries furnish all power requirements for the truck.

! WARNING
Wear eye protection when working around or on battery.

! WARNING
When charging batteries, observe the following
precautions:

• Do not smoke, use open flame, or spark producing

devices near the batteries.
• Charge in a well-ventilated area to avoid hydrogen gas
concentration.
• Keep batteries clean; corrosion causes grounds and the
possibility of sparks.
• Charge batteries at the proper indicated rates.
• Keep plugs, terminals, cables, and receptacles in good
condition to avoid shorts and sparks.
• Never lay tools on top of the batteries.
• Wear protective clothing and eye protection when
handling, checking, or filling batteries.

PDMM-0024 2-2
 Model 537 Swing-Reach® Truck Safety

Welding Safety

Welding Safety
! CAUTION
Before doing any welding on the vehicle, follow the
procedures outlined below.

Before performing any electric resistance welding on the truck, perform

the following:
1. Turn the key switch OFF.
2. Remove the battery.
3. Remove the Vehicle Manager.
4. Remove the Carriage Manager.
5. Remove the intellispeed Manager.
6. Remove the Primary Operator's Display (POD).
7. Remove the right-hand control assembly; this removes the
Secondary Operator’s Display (SOD) from the vehicle.
8. Remove the Electronic Steer Card Cage (ES).
9. Disconnect the 9-pin (JPT2) cable assembly from the Chopper
Control Module (CCM).
10. Remove the 9-pin (JPH2) cable assembly from the H-Bridge Control
Assembly (HCM).
NOTE: Connect the welding ground as close as possible to the area
being welded.

! WARNING
Flame cutting or welding on painted surfaces may produce
potentially harmful fumes, smoke, and vapors.

Prior to performing flame cutting or welding operations, it is

recommended that the coating be removed in the vicinity of
where the operation(s) will be performed.

Coating removal may be by mechanical methods, chemical

methods, or a combination of methods.

Flame cutting and/or welding operations should be carried

out only in well ventilated areas using local exhaust if
necessary.

2-3 PDMM-0024
Safety Model 537 Swing-Reach® Truck

Jacking Safety

Jacking Safety Anytime the truck is jacked up for any reason, the service technician
should take extra time and use caution to ensure that the truck will not
tip over or otherwise pose a hazard to himself or others.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See Figure 2-1.

The following diagram illustrates the correct jacking points on the truck
frame. Whenever the truck is jacked up, there should not be any load
on the forks. The forks should be lowered all the way to the lowest
possible point. Disconnect the battery and remove the key. Always use
solid blocks to support the vehicle. Never rely on jacks or chains to hold
the vehicle. Attach a chain to the top of the mast and an overhead hoist
to stabilize the mast.
When the truck is jacked up at the rear of the vehicle, it should not be
lifted more than 2” off the floor. When jacking on the side of the truck,
the load wheels should not be lifted off the floor more than 0.5”. Truck
should never be jacked up at the removable plate.

Only jack in this area,

no more than 2”
(5.08 cm) off floor

Do not jack in the

removable plate area

Only jack in this area,

no more than 2” Only jack in this area,
(5.08 cm) off floor no more than 1/2”
(1.3 cm) off floor

Figure 2-1: Correct Jacking Locations for the 537

PDMM-0024 2-4
 Model 537 Swing-Reach® Truck Safety

Static Discharge Protection

Static Discharge
Protection
Electrostatic Electronic circuit boards used in the EASi2 system are sensitive and can
Discharge be damaged by static discharge. This is particularly important during
Damage welding. Before performing any welding, see “Welding Safety” on page
2-3.
Static discharges are created when nonconductive material (plastic bags
opened, synthetic clothing, plastic-soled shoes) are moved or
separated. The built-up static will discharge through nearby conductors
such as the human skin. The static discharge could appear as a spark.
NOTE: It is very important to note that potentially damaging static levels
for electronic components are not always felt by a human or
appear as a spark.
This condition could happen when a person with a static charge
potential touches a circuit board. If the circuit board is not being held
properly, sensitive components on the circuit board will be damaged.
When sensitive components are handled, protective measures must be
taken to prevent damage which would result in the immediate failure or
degradation of the component.
See Figure 2-2 for proper and improper methods for holding a circuit
board.

CORRECT INCORRECT

Figure 2-2: Proper/Improper Method of Holding Circuit Board

2-5 PDMM-0024
Safety Model 537 Swing-Reach® Truck

Static Discharge Protection

Proper Handling A moving lift truck or electric motor can build up a large static charge
of Static Sensitive which will discharge slowly after the truck or motor has stopped moving.
Devices It is important that proper precautions be taken to ensure that electronic
components are not damaged.
- To avoid damaging static discharge, the technician should be
grounded or discharged BEFORE touching a circuit card.
Before removing a circuit card, turn key OFF and disconnect the battery,
and then discharge the truck. Discharge the truck by touching it with
your hand or attaching a device to the frame of the truck which is
connected to earth ground. The device should have a resistance of
500,000 to 2,000,000 ohms to eliminate any potential for shock
hazard.
When working on sensitive electronics, always wear a static discharge
wrist band and ensure that it is properly grounded to the truck frame
before touching any circuit card. The wrist band and associated
accessories should be tested monthly to verify that everything is working
properly. A defective static discharge wrist band will not alert you that it
is bad. The static discharge components part numbers are:
• Wrist band (1-187-058/001) (package of 25) (not shown)
• Field service kit (1-187-059) includes static dissipating work
surface ground cord, and wrist band (see Figure 2-3)
• Wrist strap tester (1-187-060) (not shown)
After discharging the truck, the circuit card may be removed as follows:
1. Get into the correct position to remove the circuit card.
2. Touch the truck frame to ensure that you are at the same potential
as the truck.
3. DO NOT move your feet!
4. Remove the circuit card while observing the correct card handling
procedure on the previous page.
5. When replacing a circuit card or on EPROM on a card, place the
circuit card immediately in an anti-static bag.
6. If replacing an EPROM, take the card to a clean area and place the
card on a surface which is conductive or antistatic. A wrist strap
having a nominal resistance of 1,000,000 ohms (minimum
500,000 ohms) connected to common ground with the work
surface should be used.
NOTE: See Section 9 in this manual for product improvements to
reduce the potential of electrostatic discharge to truck circuit
components. Refer to "Conductive Seat Cover" on page 9-75
and "Secondary Operator Display Shield" on page 9-77.

PDMM-0024 2-6
 Model 537 Swing-Reach® Truck Safety

Static Discharge Protection

! CAUTION
EPROM pins are delicate and can be bent or damaged
easily if mishandled. Before removing an EPROM, note the
position of the notch or banded end. The new EPROM MUST
be installed in the same orientation. Incorrectly installed
EPROMS could be damaged.

Figure 2-3 shows the individual components of a field service kit.

Contact the Raymond Parts Division for information. Follow the
instructions included with the field service kit.

Antistatic Work Surface

Instructions
(1-187-059)

Ground Lead with

Alligator Clip

Wrist Strap

Wrist Strap
Ground Lead

Figure 2-3: Static Discharge Kit and Individual Components

*All included with Kit 1-187-059

2-7 PDMM-0024
Safety Model 537 Swing-Reach® truck

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PDMM-0024 2-8
 Model 537 Swing-Reach® Truck Installation Instructions

Introduction

3 Installation Instructions

Table of Contents

Subject Page

Installation Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Installation Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Introduction This section presents installation instructions to be followed when a

Model 537 EASi2 Swing-Reach® truck is initially delivered from the
factory.

Installation NOTE: Two technicians are required for the erection and assembly of
Instructions these units.
1. Before starting any assembly activity, inspect the units as received
for transit damage. You should have:
a. Mast assembly on a skid
b. Tractor assembly on a skid
c. Wire guidance sensor assembly (if equipped)
d. Cable clamps
e. Glass mast guard (if used)
f. Two mast support arms
g. Seat bottom
h. Two forks
i. Two battery doors
j. Warning light
k. Bag of small hardware
l. Safety belt and tether
m. Two 2” (5 cm) round pieces of round steel stock approximately
12” (30 cm) long
n. Two wooden support blocks for the mast and tractor assembly.
These wooden blocks should be 3-1/2” (9 cm) wide by 2” (5 cm)

3-1 PDMM-0024
Installation Instructions Model 537 Swing-Reach® Truck

Installation Instructions

high and 12” (30 cm) to 20” (51 cm) long. (See Figure 3-1 on
page 3-2.).

Figure 3-1: Dimensions for the Wooden Blocks

2. You’ll need the following items to assemble this truck:

a. A lift truck (capable of lifting 3000 lbs.)
b. A hoist with a minimum working capacity of 5 tons. The
assembly area should have a ceiling clearance in excess of the
truck’s collapsed height.
c. A hoist sling for the mast
d. Box end wrenches (offset wrenches, if possible) in the following
sizes 11/16”, 13/16”, 15/16”, and 1”.
e. 1-1/8” box end wrench
f. 1-3/8” box end wrench
g. A 6-point 30-mm (1-3/16”) 3/4”-drive socket
h. A 3/4” drive torque-wrench
i. Shears to cut the banding
j. A metric Allen wrench set
k. A 5000 PSI hydraulic pressure test gauge — it should be
calibrated and in good working order
l. A very sturdy length of chain (to secure the cross ties together)
m. Chassis grease (Lube E)
n. Loctite 277 (Part Number 990-571)
o. If the truck has the optional wire guidance system, you’ll also
need the following tools:
• A digital voltmeter OR a Raymond® wire guidance alignment
box (P/N 170-002-580) and adapter (P/N 114-005-820)
• An Extender card (114-006-714) is available to make the
listed test points more available.

PDMM-0024 3-2
 Model 537 Swing-Reach® Truck Installation Instructions

Installation Instructions

! CAUTION
Disconnect the battery before removing or installing any
printed circuit card.

! WARNING
• Place the mast, tractor, and pallets in an open area
where it will be safe to work.
• The truck components are heavy, unstable, and difficult
to handle. Use extreme care when lifting and
assembling this truck.
• Proceed with extreme caution.
• Anyone involved in the set-up of this unit should wear
gloves, safety glasses, steel-toed boots, and a safety
helmet.
• There should be no distractions during set-up of this
unit.
• Do not allow observers to stand nearby.

! WARNING
DO NOT attempt to stand the mast up if the mini mast is not
in the center (from side to side) of the main carriage.

! WARNING
DO NOT remove the banding that holds the main carriage
or the mini mast — Wait until you have the main mast
standing upright before cutting this banding.

3. Cut and carefully dispose of the banding on the tractor. Leave the
banding holding the mast to its skid until after you have the mast
upright.
4. Attach the sling to the mast at the top member.
5. Wipe clean the mast/tractor interface on both the tractor and the
mast.

3-3 PDMM-0024
Installation Instructions Model 537 Swing-Reach® Truck

Installation Instructions

6. Make sure the mini mast is centered from side to side on the mast.
Slowly stand the mast upright. Move it into position in front of the
tractor. Place the 2” round pieces of bar stock under the mast
shown in See Figure 3-2 on page 3-4. — one piece on either side
of the mast.
7. Pull the cables and hoses from inside the bottom cross tie on the
mast. Route them out the holes. The hydraulic hoses come out of
the lower hole. The electrical cables come out of the top holes.

Figure 3-2: Joining the Mast to the Tractor

8. Using another lift truck, carefully lift the tractor just enough to clear
floor. Make sure that the tractor is square with mast assembly.
Position the tractor so that it is within a few inches of the mast
assembly. Place the wooden blocks under the tractor (one on each
side) as shown in See Figure 3-2 on page 3-4.
9. Let the tractor rest on the wooden blocks. Carefully roll the mast
rearward and mate it with the tractor.
NOTE: See Figure 9-32 on page 9-42.
10. Use the torque wrench and a 30-mm (1-3/16”) socket to install the
screws that secure the halves of the truck together. Torque the
screws to 350 ft.-lbs.
11. Remove the support blocks.
12. Loosely install the mast tie support arms. Remove the rest of the
banding from the truck. Torque the lower mast tie support arm nuts
to 350 ft.-lbs. Tighten the upper mast tie support arm bolts to 70 ft.-
lbs. Apply Loctite (Part number 990-571) to the thread under the
jam nuts on the upper bolts and then securely tighten the jam nuts.
Clean this area thoroughly before applying Loctite. Ambient
temperature must be above 60oF.

PDMM-0024 3-4
 Model 537 Swing-Reach® Truck Installation Instructions

Installation Instructions

13. Connect the hydraulic lines and the electrical cables.

14. Install a fully charged battery, install both battery gates, and the
covers.
15. Install the seat.
16. Install the forks as follows:
a. Use a metric Allen wrench to remove the setscrew from the right-
hand end of the fork bar.
b. Push the fork bar all the way to the left so that you get clearance
to install the forks in the fork bar.
c. Align the hole in the upper end of one fork with the fork bar.
Push the fork bar to the right so that it enters the hole on the
upper end of the fork. Continue moving the fork to the right.
Install the other fork. Continue to slide the fork bar all the way to

3-5 PDMM-0024
Installation Instructions Model 537 Swing-Reach® Truck

Installation Instructions

the right. Then reinstall the setscrew on the right-hand end of the
fork bar.
d. Slide the forks laterally into position. Install the fork pins.

Figure 3-3: Location of the Fork Pins, Fork Bar, and Setscrew

17. Turn the truck on. Let SelfTest pass. Initialize the truck by elevating
the operator’s platform above the 18-inch mast switch. Then
elevate the forks above the 6-inch mini mast switch. Lower the forks
and the operator’s platform.
18. Bleed the lift system as follows:

PDMM-0024 3-6
 Model 537 Swing-Reach® Truck Installation Instructions

Installation Instructions

a. Elevate the main lift until the forks are 6 to 12 inches above the
floor.
b. Loosen (DO NOT remove) the bleed screw on one lift cylinder.
Allow any air in the cylinder to be expelled. Tighten the bleed
screw. Repeat this for the other lift cylinder.
c. Lower the main lift to the floor.
d. Elevate the auxiliary lift so that the forks are 6 to 12 inches
above the floor.
e. Loosen (DO NOT remove) the bleed screw on the auxiliary lift
cylinder. Allow any air in the cylinder to escape. Retighten the
bleed screw.
f. Lower the auxiliary lift to the floor.
19. Bleed the auxiliary system as follows:

3-7 PDMM-0024
Installation Instructions Model 537 Swing-Reach® Truck

Installation Instructions

a. Run the auxiliary system. Cycle the traverse and rotate.

b. Rotate the forks fully clockwise.
c. Loosen (DO NOT remove) the bleed screw in the fitting on Port
P1 (the lower fitting on the back [toward the tractor] of the rotate
actuator).
d. Move the rotate control to rotate the forks clockwise until all air
is forced out of the P1 Port.
e. Release the rotate control, then tighten the bleed screw.
f. Rotate the forks fully counterclockwise. Loosen the bleed screw
in the fitting (DO NOT remove) in the P4 Port (the top fitting in
the front [away from the tractor]) of the rotate actuator.
g. Move the rotate control to rotate the forks counterclockwise until
all the air is forced out of the P4 Port.
h. Release the rotate control and tighten the bleed screw.

BLEED SCREW

Figure 3-4: Bleed Locations

PDMM-0024 3-8
 Model 537 Swing-Reach® Truck Installation Instructions

Installation Instructions

20. Check (and adjust, if necessary) the auxiliary system relief pressure
as follows:
a. Move the rotate control so that the load handler is rotated all the
way to the left or right until it’s against one of the stops.
b. If incorrect, loosen the locknut and adjust the auxiliary relief
valve (the valve near the bottom of the manifold, near SOL4) for
1750 ±50 PSI.
c. Keep the load handler pressing against the stop. Pressure
should be 1750 ±50 PSI.
d. When the pressure is correct, lock the adjustment by tightening
the locknut.
e. Remove the pressure gauge. Reinstall the cap on the test port.
21. Install the warning light.
22. Lubricate the truck as described in Section 6.
23. Adjust the (optional) wire guidance system as described in
Section 9.

3-9 PDMM-0024
Installation Instructions Model 537 Swing-Reach® Truck

Installation Instructions

PDMM-0024 3-10
 Model 537 Swing-Reach® Truck Description

Introduction

4 Description

Table of Contents

Subject Page

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Component Locators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Truck Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Travel Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Stopping Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Main Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Main Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Auxiliary Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Auxiliary Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Relief Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Auxiliary Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Fuses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16

Introduction This section provides a general description of the Model 537 Swing-
Reach® truck. Component Locator diagrams are utilized to familiarize
you with the layout of major components of the truck. General
operational specifications are also included.

4-1 PDMM-0024
Description Model 537 Swing-Reach® Truck

Component Locators

Component
Locators

Elevating Section

Hose/Cable Takeup

Lift Inhibit
Mini Mast

Primary Operator
Display (POD)
Reservoir Fill
Location

Mini Lift Cylinder

Power Section
Side Gate

Mini Lift
Reference
Proximity
Switch

Reach
Proximity
Switch
Drive Tire
Skid Pads Battery
Fork Carriage
(Both Sides) Compartment Load Assembly
Wheel
Static Strap

PDMM-0024 4-2
 Model 537 Swing-Reach® Truck Description

Component Locators

Guidance Switch
Direction/Speed Control (VR1)
Lift/Lower (VR2)
Guidance Select
Horn (S3)
Steer Control

Secondary Operator’s
Mast Select
Display (SOD)
Rotate (VR3)
Traverse (VR4)
Reach
Keyswitch Lift Select (S6)
Lift Inhibit Bypass (S7)
OPT
Emergency Power Off (EPO)
(S21)
Owner/Operator Manual

Operator’s Seat
To remove the operator’s seat,
remove the lower cover near the
deadman pedals. Use a pry bar to
push up on the center support tube of
the seat.

Figure 4-1: Component Locator

4-3 PDMM-0024
Description Model 537 Swing-Reach® Truck

Component Locators

Electronic Steer/Wire Guidance

Reservoir Return Filter Card Cage
Steer Motor
Vehicle
Manager

Drive Motor
Steering Encoder (DE)
Tachometer

Lift Pump

Lift Select
Manifold Brake Release
Switch (S12)
Flow Sensor

Auxiliary Motor

Lift/Lower
Proportional
Valve Auxiliary Pump

Drive Motor Drive Tire Drive Unit

1
When using a laptop computer, make the communication
link at the Carriage Manager not the Vehicle Manager.

Figure 4-2: Component Locator

PDMM-0024 4-4
 Model 537 Swing-Reach® Truck Description

Component Locators

FU9 (150A)

X Contactor

1S Contactor

FU7 (400A)

Line Filter 1
Assembly PC Contactor

FU10 (70A)

FU6
FU5 P Contactor
FU4
FU1 FU8 (450A)
FU2 REC1
FU3 L1
C1
Snubber
Brake Capacitor
Coil Driver

Q1
PPDA
CCM

REC2
Coil PC Snubber
Drivers X Rectifier
1S
P HT

R4
Snubber Field Wiring Assembly HCM
Resistor (TM1/TM2 - underneath)

Shown with Snubber Circuit

Figure 4-3: Component Locator

4-5 PDMM-0024
Description Model 537 Swing-Reach® Truck

Component Locators

Brake Coil
Driver

Field Wiring Assembly

(TM1/TM2-underneath)
Plugging Resistor (R1)
(Under Left Hand Side of Battery
Compartment)

Figure 4-4: Component Locator

PDMM-0024 4-6
 Model 537 Swing-Reach® Truck Description

Component Locators

JC4 JC5
JC3 Traverse Left Reach
Traverse Right (SOL34B) (SOL36)
(SOL34A)
JC2 Carriage Manager
Rotate CW When using a laptop computer, make the
(SOL35A) communication link at the Carriage
Manager not the Vehicle Manager
JC1
Rotate CCW
(SOL35A)

S2

S25

S9

Figure 4-5: Component Locator

4-7 PDMM-0024
Description Model 537 Swing-Reach® Truck

Component Locators

intellispeed™ Manager
Lift Select
Flow Sensor SOL1 SOL2 Manifold

Emergency
Lower
Valve

SOL5

SOL6 Mini Lift Main Lift

Pressure Pressure
Transducer Transducer

Figure 4-6: Component Locator

PDMM-0024 4-8
 Model 537 Swing-Reach® Truck

SOL34A
SOL34B
(Traverse)
(Traverse) SOL35A
(Fork Control)

SOL35B
(Fork Control)

Figure 4-7: Component Locator

4-9 PDMM-0024
 Model 537 Swing-Reach® Truck

Fork Control Rotate Position

Manifold Pot (VR6)
SOL36

Rotate
Motor

Rotate Counter
Balance Check Fork
Valves Carriage (Ref.)

Figure 4-8: Component Locator

PDMM-0024 4-10
Model 537 Swing-Reach® Truck

Reach
Manifold

Check
Valve

Figure 4-9: Component Locator

4-11 PDMM-0024
 Model 537 Swing-Reach® Truck

High Pressure Test Port

Lift/Lower Manifold
High Pressure Relief Valve

SOL4

Figure 4-10: Component Locator

PDMM-0024 4-12
 Model 537 Swing-Reach® Truck

44

Steering Relief Valve Proportional Steering Valve

Lift/Lower Solenoid

Lift Select - Mini

Lift Select - Main

Load Handler Select

SOLA Load Holding - Mini

Load Holding - Main

SOL3
Coil Drivers

Auxiliary Relief SOLB

Figure 4-11: Component Locator

4-13 PDMM-0024
 Model 537 Swing-Reach® Truck

Truck Specifications
44

Truck The following is a list of performance specifications for the Model 537.
Specifications These specifications are based on a battery having a specific gravity of
1.250 or higher. Rated load for this vehicle is 3000 lbs (1360 kg).

Travel Speed Values should be within 0.5 mph (0.8 km/hr) for both forks first or
tractor first.

Volts Amps (Max.) MPH* KM/Hr

Empty 46/50 120 5.7 - 6.3 9.1 - 10.1
Loaded 46/50 125 5.6 - 6.2 9.0 - 10.0

*Provided speed is set to 6.0 mph in Configure Mode.

Acceleration 6.3 seconds for a 22 ft (6.71m) - high speed/no load.

Stopping Distance 9 - 13 ft (2.75 - 3.97m) in either direction.

Main Lift

FPM M/Sec
Volts Amps (Max)
(Min) (Min)
Empty 43 - 48 240 55 16.8
Loaded 40 - 46 340 45 13.7

Main Lower

FPM M/Sec
Volts Amps (Max) (Min/ (Min/
Max) Max)
Empty 46 - 52 30 65 - 88 18.9 - 26.8
Loaded 46 - 52 65 - 88 18.9 - 26.8

Auxiliary Lift

FPM M/Sec
Volts Amps (Max)
(Min) (Min)
Empty 43 - 48 200 65 18.9
Loaded 40 - 46 320 50 15.2

PDMM-0024 4-14
 Model 537 Swing-Reach® Truck

Truck Specifications

Auxiliary Lower

FPM
M/Sec
Volts Amps (Max) (Min/
(Min/Max)
Max)
Empty
46 - 52 30 50 - 70 15.2 - 21.3
(w/o decel.)
Loaded
46 - 52 60 - 80 18.2 - 24.4
(w/o decel.)

Relief Valve
Settings

Function PSl (Max) kPa (Max)

Lift 3000 20,682
Steering 1450 9,996
Auxiliary 1800 12,409

Auxiliary Functions

Amps PSl kPa

Function Volts Time (Sec)
(Max) (Max) (Max)
Rotate 45/52 70 1800 12,409 10 - 14
Traverse 45/52 60 1800 12,409 5.2 - 7.2 (48” Crg.)
6.5 - 8.5 (56” Crg.)
7.4 - 9.4 (62” Crg.)
Reach 45/52 70 1800 12,409 4.0 sec for 5” Reach
4.8 sec for 6” Reach
5.6 sec for 7” Reach
6.4 sec for 8” Reach
7.2 sec for 9” Reach
Steer 45/52 40 900 6,204 —
Idle 45/52 30 300 2,068 —
Rotate
45/52 70 1800 12,409 6 - 10
(Empty)

4-15 PDMM-0024
 Model 537 Swing-Reach® Truck

Fuses

Fuses
Fuse Protects Location Amp
FU 1 B + PCA Power Panel Driver Assembly 15
FU2 B + INA 10
FU3 B + PWRA 15
FU4 B - PWRA 15
FU5 B - INA 10
FU6 B - PCA 15
FU7 Drive Motor Armature B+ Contactor Panel 400
FU8 Lift Motor 450
FU9 Aux. Motor 150
FU10 B– to Field Wiring 70
*FUI B– to Electronic Power Supply Electronic Steering Power 15A
Supply Card
FU2 B+ to Electronic Power Supply 3
FU20 BUS+ (S/N 001 - 799) Near Carriage Manager. Each 0.06
fuse has own fuse holder.
FU2I BUS– (S/N 001 - 799) 0.06
FUI BUS+ (S/N 800 and Up) Located on Vehicle Manager 0.06
board, near K1 Steer Relay.
FU2 BUS– (S/N 800 and Up) 0.06
— Line Filter B+FLT 1st Line Filter Assembly 15 A/SLO/BLO
Line Filter BB+FLT 2nd Line Filter Assembly 15 A/SLO/BLO

* FU1 in the B- line on the electronic steering card cage (trucks built
before September 1992), should have a 15 amp or larger fuse
installed. Trucks shipped subsequent to that date will have FU1
jumpered out.

PDMM-0024 4-16
 Model 537 Swing-Reach® Truck Theory of Operation

5 Theory of Operation

Table of Contents

Subject Page

Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
System Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Carriage Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Vehicle Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
intellispeed™ Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Primary Operator Display (POD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
BUS+/BUS– . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Functional Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Lift/Lower Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Lift Pump and Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SOL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SOL2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SOL4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SOL5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
SOL6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Lift Pressure Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Flow Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
intellispeed™ Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Flow Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Main and Mini Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Return-Line Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Lift Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Emergency Lower Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Unique System Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Main Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Main Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Lift/Lower Functional Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Mini Lift/Lower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Steering System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Electronic Steering/Wire Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Motherboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Auto/Manual Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31

5-1 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Table of Contents

Subject Page

Audible Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32

Locked-On-Wire Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Guidance Wire Acquisition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Solenoid Controller Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Proportional Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Hydraulic Steer Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Feedback Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Steer Encoder Card Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Position Feedback Potentiometer (VR8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Interface Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Logic Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Wire Guidance Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Filter Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Processing Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Circuit Card Test Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Detailed Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Functional Block Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Wire Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Wire Guidance Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
Deriving Sensor Position Relative to the Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Analog Signal Processing Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-41
Deviation Measurement Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
Heading Angle Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
Distance From Wire Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43
Heading Angle and Distance From Wire Polarity. . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
NEARWIRE Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Manual Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Electronic Steering Tiller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Steering Tiller Decoder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Drive Unit Position Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Drive Unit Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-48
Steering “Weights” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-49
Watchdog Circuit Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Drive Unit Response Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-50
Internal System Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
System Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-51
Steering Input Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Wire Guidance Frequency Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Wire Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-53
Error Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
Power Supply Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54

PDMM-0024 5-2
 Model 537 Swing-Reach® Truck Theory of Operation

Table of Contents

Subject Page

Solenoid Controller Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54

Manual Steering System Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-54
Wire Guidance Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-55
Encoder X Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-56
Correct Signal, Wiring, and Hose Orientations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
Brake Release Switch S12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
Braking Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
Deadman Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60
Brake Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
Deadman Switches S2/S25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-61
Traction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65
Power Transistor Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65
Power Transistor Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-66
Travel Circuit Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-68
Power Amplifier Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70
Wiring Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70
Chopper Control Module (CCM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Power Transistor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Current Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Power Panel Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Signal Verification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Power Transistor (Q1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-71
Operation of the Travel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-72
Connecting Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-72
Turning Keyswitch (S1) ON - PC Not Energized. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-74
Turning Keyswitch (S1) ON - PC Energized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81
Closing Deadman Switches (S2 and S25). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-83
Moving Directional/Speed Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-84
H-Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-86
Contactor Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-90
Closed Loop Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-91
Torque On Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-92
Thermal Cut-Back. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Current Limiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-95
Plugging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-96
1S Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-96
Plugging, Forward to Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-96
Battery State-of-Charge Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-98

5-3 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

General

Table of Contents

Subject Page

Auxiliary System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99

Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
Auxiliary Pump and Motor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
SOL3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
SOL34A/34B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
SOL35A/35B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
SOL36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-99
Traverse Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Reach Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Rotate Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Check Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Traverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-100
Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-102
Reach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-104
Rail Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-106
Rail Guidance Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-106

General This vehicle has four (4) intelligent modules which work together to:
• respond to and monitor operator's requests
• perform vehicle functions
• monitor operating conditions of the truck and...
• display this information to the operator.
Each intelligent module has specific areas of responsibility.
The intelligent modules are referred to as:
1. Carriage Manager (CM), see “Carriage Manager” on page 5-5.
2. Vehicle Manager (VM), see “Vehicle Manager” on page 5-7.
3. intellispeed™ Manager (lM), see “intellispeed™ Manager” on page
5-9.
4. Primary Operator's Display (POD), see “Primary Operator Display
(POD)” on page 5-10.

PDMM-0024 5-4
 Model 537 Swing-Reach® Truck Theory of Operation

System Architecture

Operation of the truck requires that three intelligent modules (Carriage

Manager, Vehicle Manager, and intellispeed™ Manager) work together
to comply with the operator's requests, while maintaining safe control of
the truck. The Carriage Manager, Vehicle Manager, and intellispeed
Manager comply with requests only if all safe operating conditions are
met. To accomplish this, the intelligent modules communicate and
update each other on what is happening in each area of responsibility.
In addition to the Carriage Manager, Vehicle Manager, and intellispeed
Manager, there is a Primary Operator Display (POD) which displays
information on the truck’s operating status to the operator.

System
Architecture
Carriage Manager The Carriage Manager's main responsibility is to process inputs from
the operator and to control load handler functions. The Carriage
Manager monitors the status of all of the operator's controls, inputs
from the deadman switches (S2/S9/S25 [for software version 4.0 and
above]), and optional side gate switches (S60/S61). It also monitors
load handler position and controls the traverse, rotate, and reach
functions.
NOTE: See Index for location.
1. Signals sent directly to the Carriage Manager are:
a. Travel (VR1)
b. Lift/Lower (VR2)
c. Rotate (VR3)
d. Traverse (VR4)
e. Reach (VR4)
f. Horn Input (S3)
g. Lift Select (S6)
h. Deadmans (S2, S9, & S25 [for software version 4.0 and above])
i. Side gate (S60 & S61)
j. Lift Inhibit Bypass (S7)
k. EPO (S21)
l. SOD Input Switches
m. Guidance Input Request (auto/manual switch;S4)

5-5 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

System Architecture

2. The Carriage Manager directly controls (after the Vehicle Manager

has activated the Auxiliary Select Solenoid):
a. Traverse
b. Rotate
c. Reach
d. Shares equal control of the brake coil driver with the Vehicle
Manager. (Actually, both the Vehicle Manager and the Carriage
Manager must agree to release the brake. Either can apply the
brake.)
3. Carriage Manager sends/receives information from the SOD.
a. Carriage Manager sends alphanumeric information to the SOD
to be displayed. (The SOD is strictly a display device and does
not have the capability to calculate or understand information
being sent to it. For example, when the battery state-of-charge
[BSOC%] is to be displayed, the Carriage Manager sends the
appropriate BSOC message to the SOD. The SOD displays the
appropriate digits followed by a % sign.)
b. Carriage Manager receives operator input/selection through the
“UP arrow,” “DOWN arrow,” and “ENTER” keys on the SOD.
c. Carriage Manager sounds alarm on the SOD.
d. Carriage Manager drives the steering and wire guidance LEDs
on the SOD.
4. The Carriage Manager monitors the steering encoder output.
5. The Carriage Manager sends all operator requests for truck
operation to the Vehicle Manager over BUS+/BUS– (exceptions are
those already listed as controlled directly by the Carriage
Manager).
6. The Carriage Manager receives velocity and steering status
information from the Vehicle Manager over BUS+/BUS–.
7. The Carriage Manager receives main and mini lift height and
weight information from the intellispeed™ Manager over
BUS+/BUS–.
8. The Carriage Manager sends fork position, battery state-of-charge,
maximum height, units (English/metric), and other display
information to the POD over BUS+/BUS–.

PDMM-0024 5-6
 Model 537 Swing-Reach® Truck Theory of Operation

System Architecture

Vehicle Manager The Vehicle Manager is responsible for the operation of the truck. The
Vehicle Manager controls the traction, lift, and some auxiliary functions
based on inputs from the other Managers.
The Vehicle Manager turns electrical devices on and off by controlling
coil drivers located on PPDA (Power Panel Driver Assembly) and HDA
(Hydraulic Driver Assembly).
The Vehicle Manager also monitors travel speed, electrical current, and
operating temperature of travel system components.
1. The Vehicle Manager directly monitors:
a. Vehicle travel speed (drive encoder)
b. Drive motor temperature
c. Power panel temperature
d. Drive motor armature and field current
e. Upper and lower reference switches
f. Steering/Guidance systems
g. Lift inhibit switch
h. Rail switch input (rail guidance only)
i. A-Sense
j. P-Sense
k. X-Sense
l. PC-Sense
2. The Vehicle Manager directly controls:
a. Drive motor armature and field PWM
b. Coil drivers and relay on PPDA
• PC, X, P, 1S, BR, and Horn Relay
c. Coil drivers on HDA for:
• Lift Select Main & Mini
• Load Holding Main & Mini
• Lift/Lower Proportional Valve
• Load Handler Select
• Travel Alarm (Optional)
d. Shares equal control of the brake coil driver with the Carriage
Manager. (Actually, both the Vehicle Manager and the Carriage
Manager must agree to release the brake. Either can apply the
brake.)

5-7 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

System Architecture

3. The Vehicle Manager monitors steering functions as follows:

a. ESTAT1 - ESTAT5
b. State of INTCLR - determined by the presence of 3.1 kHz floor
wire used for End-of-Aisle slowdown (not used for U.S. trucks).
c. Drive wheel position.
4. The Vehicle Manager controls the following steering functions:
a. Manual steering control signal to Electronic Steering to select
either “MANUAL” or “AUTO.”
b. Sends enable signal “Deadman” to Electronic Steering.
c. Encoder X, a buffered drive encoder signal, provides travel
speed information to the Electronic Steering.
d. FSEL1 & FSEL2 are sent to Electronic Steering, which determines
the frequency the truck is guided on (if equipped with wire
guidance).
e. REV - Sent to Electronic Steering system to indicate vehicle travel
direction.
f. ES PWR OUT - B+ power to the steering solenoids.
5. The Vehicle Manager sends velocity and steering status information
to the Carriage Manager and POD over BUS+/BUS–.
6. The Vehicle Manager receives all operator requests for truck
operation from the Carriage Manager over BUS+/BUS–
(exceptions are those previously listed as controlled by the Carriage
Manager).
7. The Vehicle Manager receives main and mini lift height and weight
information from the intellispeed™ Manager.
8. AUXSEN (rail guided) requests steering to position steerable wheel
straight ahead when in rail.

PDMM-0024 5-8
 Model 537 Swing-Reach® Truck Theory of Operation

System Architecture

intellispeed™ The intellispeed™ Manager is associated with the lift system and
Manager monitors the height of the operator's carriage and the mini lift to
determine the height of the forks. Height input to the intellispeed
Manager is done through the flow sensor located in the hydraulic
system. The intellispeed Manager also monitors hydraulic pressure of
the main and mini lift system to determine the load weight. Height and
weight information is sent to the Vehicle Manager where it is used to
determine the maximum allowable travel speed and whether lift is to be
allowed. The intellispeed Manager does not control any devices, but
monitors the lift system parameters and communicates to the Vehicle
Manager, Carriage Manager, and POD.
1. The intellispeed Manager monitors:
a. Flow sensor inputs used to determine lift/lower speed and
direction.
b. Main pressure via PRES2
c. Mini pressure via PRES1
d. Mast reference switches
The intellispeed Manager transmits the previous information over
BUS+/BUS– to the Vehicle Manager, Carriage Manager, and POD. This
information is then used by the Vehicle and Carriage Managers to
determine travel speed and lift capability, and to display load height
and weight on the POD.

5-9 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

System Architecture

Primary Operator 1. The POD is a read-only type Manager. It receives data over BUS+/
Display (POD) BUS– from the Vehicle, Carriage, and intellispeed™ Managers, and
during normal operation drives the display which the operator
views. Data displayed includes:
• Velocity (Both in numbers and graphically) (Vehicle Manager,
Carriage Manager)
• Weight of load (intellispeed Manager)
• Fork position (Carriage Manager)
• Fork Height (Both in numbers and graphically) (Carriage
Manager, intellispeed Manager)
• Platform height (graphically) (Carriage Manager, intellispeed™
Manager)
• Battery State-Of-Charge (graphically) (Carriage Manager)
• Maintenance Required Indicator (Carriage Manager)
• Overload Indicator (intellispeed Manager)
• Over-Temperature Indicator (Carriage Manager)
2. The POD is not required for operation or to pass the SelfTest.
The following page graphically depicts signals between discrete
components.

PDMM-0024 5-10
 Model 537 Swing-Reach® Truck Theory of Operation

System Architecture

Left Control Handle

Carriage Manager
Right Control Handle
VFC

SOD
Distribution
Board
Mini Mast Proportional
Valves

Misc. Relays and

Switches

Steering Encoder

POD

intellispeed™ Manager Hydraulic

Distribution Board Flow Sensor

Micro Pressure
VFC Transducers

Drive Motor Encoder

Power Panel Contactor, Relays,

Driver Assembly Horns/Lights
Distribution
Board Hydraulic Driver Solenoid
Assembly Valves

H-Bridge Control H-Bridge

Module

Chopper Control Power

VFC Transistor (Q1)
Module

Electronic Steer Card Cage Steer

Vehicle Manager Pot
Electronic Steer
Module
Upper Ref
Communication Data Line
Lower Ref
(BUS+/BUS-)
Drive Motor Armature
Intelligent Module Mini Ref and Field Windings

Figure 5-1: Systems Architecture

5-11 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Communications

Communications Each intelligent module on the vehicle contains a VFC (vehicle function
controller). Each VFC communicates with the other VFCs through
specialized communication controllers over the BUS+ and BUS– lines.
BUS+/BUS– are connected in parallel; that is, when the Carriage
Manager VFC sends a message over BUS+/BUS–, it is received
simultaneously by the intelligent modules in the intellispeed™ Manager,
Vehicle Manager, and POD. The intelligent modules are:
• Carriage Manager (CM)
• Vehicle Manager (VM)
• intellispeed™ Manager (lM)
• Primary Operator's Display (POD)
The message contains an “identification” or “address.” Although each
intelligent module receives all messages, it is interpreted only by the
module to which the message is addressed; the other modules ignore
the message. In practice, this system works like the old “party line”
telephone system. It rings in all the houses, but is only answered by the
appropriate person. Communications for all the intelligent modules are
handled this way. There are several communications messages that are
sent out between modules. Each message is a serial-type bit message.

BUS+/BUS– BUS+/BUS– are the communication lines which the intelligent modules
use to communicate with one another. BUS+ is a 5 volt, digital, serial
communication line. BUS– is a digital communication line which is a
mirror image of BUS+. Using communication lines in this fashion limits
noise problems associated with long communication lines operating in
a noisy environment. Below is an example of the signals which go
across BUS+/BUS–.

5 volts
BUS+
0 Volts

5 Volts
BUS-
0 Volts

Figure 5-2: BUS+/BUS– Communication Signal

PDMM-0024 5-12
 Model 537 Swing-Reach® Truck Theory of Operation

Communications

Functional All intelligent modules must work together for the truck to operate
Operation correctly. The following list describes how the operator's requests are
dealt with by the intelligent modules on the truck. For exact theory of
operation, refer to appropriate section of this manual.

Input
System Response
Device
Travel (VR1) The Carriage Manager monitors the voltage across VR1. When VR1 is
moved, the Carriage Manager detects the change in voltage and
determines direction and speed requested. The Carriage Manager VFC
codes this into a message and sends it over BUS+/BUS– when the next
message is sent.
The Vehicle Manager VFC looks at all the inputs (drive motor and panel
temp, deadman, side gates, height/weight etc.) and determines the
system status and speed limiting factors. If all systems check OK, the
Vehicle Manager begins pulsing the Chopper and H-Bridge Control
Modules to comply with the operator’s request to travel.
If a speed limiting input is seen (e.g., hot power panel), the Vehicle
Manager VFC may reduce the maximum allowable speed, regardless of
the requested speed. Certain inputs to the Vehicle Manager may cause
it to prevent travel.
Lift/Lower The Carriage Manager VFC monitors the voltage across VR2. When
(VR2) VR2 is moved, the Carriage Manager VFC detects the voltage change,
then determines which function (lift or lower) and the speed requested.
The Carriage Manager VFC codes this information and sends it over
BUS+/BUS– to the other managers when the next message is sent. The
Vehicle Manager VFC monitors all inputs and, if conditions are met, it
will comply with the operator's request for lift or lower.
Lift Select The Carriage Manager VFC monitors this switch. When it is closed, the
(S6) Carriage Manager includes this information in the next message it
sends over BUS+/BUS– to the Vehicle Manager. The Vehicle Manager
receives this message and energizes the Lift Select Mini SOL2.
Rotate The Carriage Manager VFC monitors VR3. The position of VR3 is sent
(VR3) out over BUS+/BUS– in the next message to the other Managers.
When the Travel Deadman is depressed, the Carriage Manager sends a
message to the Vehicle Manager over BUS+/BUS– to energize the
X-Coil Driver.
The Vehicle Manager VFC receives this message and energizes the
X-Coil Driver. After the Load Handler Deadman is depressed, the Load
Handler Select SOL3 will be energized when Rotate is selected.
The Carriage Manager VFC energizes SOL35A or SOL35B depending
on the direction of rotation.
Traverse The Carriage Manager VFC monitors VR4. The position of VR4 is sent
(VR4) out over BUS+/BUS– in the next message to the other Managers.
The Vehicle Manager VFC receives this message and energizes the
X-Coil Driver. After the Load Handler Deadman is depressed, the Load
Handler Select SOL3 will be energized when Rotate is selected.
The Vehicle Manager VFC receives this message and energizes the “X”
contactor Coil Driver. After the Load Handler Deadman is depressed,
the SOL3 Load Handler Select will be energized when Traverse is
selected.
The Carriage Manager VFC energizes SOL34A or SOL34B depending
on the traverse direction.

5-13 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Communications

Input
System Response
Device
Traverse The Carriage Manager VFC monitors voltage from VR5 to determine
Position the position of the load handler. If the left control handle is held to a
(VR5) traverse command position when mini mast is traversed more than half
way, the Carriage Manager VFC energizes SOL35A or SOL35B and
SOL36 (Reach Select) to extend or retract the forks.
The Carriage Manager VFC reports unnested position of the forks by
sending that information in the next message over BUS+/BUS–. The
Vehicle Manager VFC receives this message and reduces maximum
travel speed.
Reach The Carriage Manager VFC monitors Reach position by an input from a
Position proximity switch. Forks retracted = low or closed. Reach extended =
Reference high or open.
(PROX2) When Reach is extended, the Carriage Manager VFC prevents Rotate.
The Carriage Manager VFC reports unnested position of the forks by
sending that information in the next message over BUS+/BUS–. The
Vehicle Manager VFC receives this message and reduces maximum
travel speed.
Rotate The Carriage Manager VFC monitors voltage from VR6. It uses the input
Position from VR6 to decelerate rotate when it nears the end of the rotate cycle
Reference and to determine when the forks are nested. The Carriage Manager
(VR6) VFC sends a message over BUS+/BUS– to the Vehicle Manager VFC,
which in turn limits travel speed when Rotate is unnested.
Travel The Carriage Manager VFC monitors S2 and includes the status
Deadman information in the messages sent over BUS+/BUS–. When Vehicle
(S2) Manager VFC receives the message that S2 is closed, it energizes the
X-Coil Driver and allows travel and main lift.
Load The Carriage Manager VFC monitors S9 and when it is depressed the
Handler Carriage Manager VFC allows the Load Handler functions if travel
Deadman deadman switch (52) is depressed. The load handler functions include
(S9) mini lift, rotate, traverse, and reach.
Horn The Carriage Manager VFC monitors S3 and sends status in next
Switch (S3) message sent over BUS+/BUS–. The Vehicle Manager VFC receives the
message and energizes the horn relay when S3 is closed.
Emergency The Carriage Manager VFC monitors S21 and sends the status in the
Power Off next message sent over the BUS+/BUS–. When the EPO is depressed
EPO (S21) both the Carriage and Vehicle Manager VFCs shut down truck functions
under their control. The EPO switch itself directly de-energizes the HDA
coil drivers, the PC coil driver, and the load handler coil drivers. The PC
contactor provides B+ for the brake, so when EPO is depressed the
brake is applied. The EPO is not a request.
Mini The Carriage Manager VFC monitors status of PROX1 and sends the
Reference status in next message over BUS+/BUS–.
(PROX1)
Carriage above 9” (23 cm) = high or open.
Carriage below 9” (23 cm) = low or closed.
The intellispeed™ Manager VFC uses this information as reference to
calculate fork height using flow sensor.
AUTO/ The Carriage Manager VFC monitors S4. The status of S4 sends the
MAN (S4) status of the switch in the next message over BUS+/BUS–. The Vehicle
(Option) Manager VFC sends an output to electronic steering for MAN/AUTO
operation depending on the position of the switch.

PDMM-0024 5-14
 Model 537 Swing-Reach® Truck Theory of Operation

Communications

Input
System Response
Device
Lift Inhibit The Vehicle Manager VFC monitors this switch and, when it detects this
(S24) switch open, it prevents the main lift from elevating past a
(Option) predetermined height.
Deadman The Vehicle Manager VFC monitors this switch and, when it detects this
Switch switch open (pedal up), it slows travel to .5 mph then activates the
(S25) brake. (Software version 4.0 and above).
For software versions below 4.0, the B- circuit opens to the brake, thus
applying the brake.
Lift Inhibit The Carriage Manager VFC monitors this switch and, when it detects it
Bypass (S7) closed, includes this information in the next message it sends over
(Option) BUS+/BUS–. The Vehicle Manager VFC receives this message and
allows main lift even if Lift Inhibit Switch S24 is open.
Side Gate The Carriage Manager VFC monitors this input. When either switch is
(S60 & open, the Carriage Manager includes this information in the next
S61) message it sends over BUS+/BUS–. The Vehicle Manager VFC receives
(Option) this message and prevents main lift and travel until both switches are
closed (side gates down).
Reach The Carriage Manager VFC monitors Reach position by an input from a
Position proximity switch. Based on this input, the Carriage Manager Reference
(PROX2) determines whether the reach/retract or traverse function should be
energized. Forks retracted = low or closed. Reach extended = high or
open.
When Reach is extended, the Carriage Manager VFC prevents travel,
rotate, and traverse.
The Carriage Manager VFC reports unnested position of the forks by
sending that information in the next message over BUS+/BUS–. The
Vehicle Manager VFC receives this message and reduces maximum
travel speed.

5-15 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

Lift/Lower The lift/lower system consists of:

Systems • Reservoir
• Lift pump and motor assembly
• Solenoids
• SOL1 - Main Lift Select
• SOL2 - Mini Lift Select
• SOL4 - Lift/Lower Proportional
• SOL5 - Main Lift Load Holding
• SOL6 - Mini Lift Load Holding
• Lift Pressure Relief
• Flow Transducer
• Flow Controls
• Main and Mini Pressure Transducer
• Return-line Filter
• Lift Cylinders
• Emergency Lower Valve

Reservoir The reservoir is located in the power section above the battery. The
capacity of the reservoir is approximately 7.42 gallons (28 liters).

Lift Pump and The lift pump and motor are located in the left side of the power section
Motor when facing the tractor.

SOL1 SOL1 is located on the Lift-Select Manifold in the power section. When
energized, SOL1 permits hydraulic pressure to be directed toward the
main lift cylinders. When de-energized, SOL1 prevents hydraulic
pressure from going to the main lift cylinders.

SOL2 SOL2 is located on the Lift-Select manifold in the power section. When
energized, SOL2 permits hydraulic pressure to be directed toward the
mini lift cylinder. When de-energized, SOL2 prevents hydraulic pressure
from going to the mini lift cylinder.

SOL4 SOL4 is located in the lower left side of the power section in the Lift
Manifold. SOL4 is the proportional lift/lower solenoid which regulates
fluid flow to either the main or mini lift cylinders.

SOL5 SOL5 is on the Lift-Select Manifold near the Emergency Lower Valve,
located in the lower left side of the power section. SOL5 is the main lift
load-holding solenoid.

PDMM-0024 5-16
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

SOL6 SOL6 is located in the lower left side of the power section in the Lift-
Select Manifold near the Emergency Lower Valve. SOL6 is the mini lift
load-holding solenoid.

Lift Pressure Relief The lift pressure relief is in the Lift Manifold located in the lower left side
of the power section. This relief valve prevents excessive hydraulic
pressure from damaging lift system components.

Flow Transducer The flow transducer is in the left side of the power section. It generates
electrical signals in response to hydraulic fluid flow. The electrical
signals are then sent to the intellispeed™ Manager.

intellispeed™ The intellispeed Manager (lM) monitors:

Manager • Flow transducer
• Main lift pressure transducer
• Mini lift pressure transducer
• Mast reference switches
The intellispeed Manager is located behind the flow transducer on the
lower left side of the power section, when facing the tractor.
The intellispeed Manager counts the pulses from the flow transducer. To
calculate the height of the main platform and fork carriage, the
intellispeed Manager compares the present total count with the
“Learned” count values. The heights of the main platform and fork
carriage, calculated by the intellispeed Manager, are sent over the
BUS+/BUS– communication lines to the Vehicle Manager, Carriage
Manager and POD. The information is used as follows:
The Vehicle Manager uses this information to:
• limit speed due to height
• slow main/mini, lift/lower when nearing the extremes of
movement.
The POD uses this information to:
• display height graphically and numerically
The intellispeed Manager sends related error codes for lift to the Vehicle
Manager, Carriage Manager, and POD.
The intellispeed Manager also monitors the main and mini pressure
transducer. This information, which is analyzed and sent to the Vehicle
and Carriage Managers, includes load-too-heavy faults and other error
codes. This weight information, which is also sent to the POD, is
displayed numerically and graphically for the operator.

5-17 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

Flow Controls Flow controls are located in both the main and mini lift cylinders. The
flow controls regulate the maximum return flow rate from the cylinders
back to the reservoir. This is a safety features which prevents excessive
lowering of speeds in case of a hose or other hydraulic component
failure.

Main and Mini The main and mini pressure transducers are located in the Lift-Select
Pressure Manifold in the lower left side of the power section. These transducers
Transducer convert hydraulic pressure into an electrical signal which is then
monitored by the intellispeed™ Manager.

Return-Line Filter The return-line filter is a replaceable, spin-on cartridge mounted on the
reservoir in the power section. The filter prevents contamination from
entering the reservoir from the system return-lines.

Lift Cylinders There are two main-lift cylinders and one mini-lift cylinder. All the
cylinders are single acting. One main-lift cylinder is mounted on either
side of the mast assembly. The mini-lift cylinder is mounted on the
auxiliary mast. The lift cylinders elevate their respective carriages at a
ratio of 2 to 1.

Emergency Lower The emergency lower valve is in the Lift-Select Manifold located in the
Valve lower left side of the power section. This valve allows the operator's
carriage to be manually lowered from ground level.

System Overview The Carriage Manger senses voltage changes from the lift/lower
potentiometer (VR2). As VR2 is rotated via the operator moving the lift/
lower control, a voltage proportional to the position of the control is
sent back to the Carriage Manager. The Carriage Manager controls lift/
lower outputs by sending messages to the Vehicle Manager over the
BUS+/BUS– communication lines. The Carriage Manager does not
directly control any of the valves, pumps, or contactors associated with
lift/lower. The Carriage Manager sends all requests for lift/lower to the
Vehicle Manager, which then directly controls lift/lower.
When the Lift/Lower control is moved to lift, voltage from VR2
decreases; when moved to lower, the voltage from VR2 increases. As the
lift/lower control is moved, VR2 voltage is sensed by the Carriage
Manager which determines whether to lift or lower. This is accomplished
by the Carriage Manager comparing the present voltage to the Learned
voltage values. The Carriage Manager processes this voltage and sends
the appropriate message to the Vehicle Manager over BUS+ (JPC20-1)
and BUS– (JPC20-2).
Remember that neutral, minimum and maximum values for VR2 are
Learned and stored for future reference by the Carriage Manager.

PDMM-0024 5-18
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

Unique System All coils used for the lift/lower system are 24-volt, even though the truck
Features is 48-volt. This is accomplished by the Vehicle Manager pulsing the
appropriate coil driver. Since the truck is 48-volt, the Vehicle Manager
pulse width modulates the coil driver at a 50% duty cycle (50% x 48
volts = 24 volts). See “Contactor Coils” on page 5-90.
The Vehicle Manager monitors lift pump motor rotation (back EMF) at
JPS21-11. If the control is moved from lift to lower, the Vehicle Manager
does not allow the carriage to lower until the lift pump motor has
stopped. This allows smooth, controlled movement of the carriage
without a “bump.” The length of the delay depends on the oil viscosity,
pump/motor tightness and temperature, and the load on the carriage.

Main Lift With the keyswitch ON and right Deadman pedal depressed, moving
the lift/lower control on the right control handle to LIFT causes: (See
Figure B-1 on page B-1and page B-2.)
1. VR2 to output a voltage lower than when in the neutral position.
2. The Carriage Manager senses this decrease in voltage at
JPC24-10. The Carriage Manager processes this voltage and sends
the appropriate message to the Vehicle Manager over BUS+
(JPC2O-1) and BUS– (JPC2O-2).
3. A low active signal is sent by the Vehicle Manager to the Power
Panel Driver Assembly at JPS21-3, energizing the “P” coil driver.
This provides a return path for the P contactor coil (JF4-11) through
the coil driver and back to B–. This causes the P contactor coil to
energize, closing the P contactor tips and starting the lift pump
motor.
4. A low active signal is also sent by the Vehicle Manager (JPS11-4
and JPS11-7) to the Hydraulic Driver Assembly to energize SOL1
coil driver (Lift Select - Main) and SOL4 (Proportional Lift/Lower
Solenoid). These solenoids are supplied positive voltage by
B+PWRB and the negative is supplied by the ESTOP circuit.
5. Initially, the proportional lift valve (L/L) moves to the full open
position, directing all oil flow back to tank. It then positions itself
proportionally to the output request of VR2. For a slow lift rate, the
proportional valve opens more, allowing more fluid to return to the
reservoir than it would for faster lifting rates.
6. Hydraulic fluid passes through SOL1, SOL5, and to the lift
cylinders.
7. P-sense monitors the voltage on the output tips of the P contactor.
The Vehicle Manager receives this information at JPS21-3 and
determines if the P contactor is opened or closed.
The weight of the load on the forks is determined as follows:
8. Voltage from PRES2 is read by the intellispeed™ Manager.

5-19 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

9. The intellispeed™ Manager processes the voltage input and sends

the weight message to the POD via the BUS+ and BUS–
communication lines. Only weights in excess of 300 Ibs (136
kilograms) are displayed.
10. The intellispeed™ Manager will also determine the height of the
forks and direction of carriage movement by using inputs from the
flow sensor at JPY6 and JPY7.
NOTE: On electrical schematics, only circuits related directly with Lift or
Lower are addressed.
Proportional lift/lower valve is electrically positioned by the following
process:
• Voltage sent from the Carriage Manager and changed by
moving potentiometer VR2 is sent to and processed by the
Carriage Manager (JPC24-10). The Carriage Manager sends
command signals to lift or lower over the BUS+/BUS–
communication lines. The Vehicle Manager sends appropriate
signals to the Hydraulic Driver Assembly.
• This signal drives the proportional lift/lower valve. The
frequency is held constant while the pulse width varies
depending on the position of the lift control.
• As the pulse width is varied, the average current varies, causing
the proportional lift/lower solenoid to open or close. As VR2 is
varied, the proportional lift/lower valve varies proportionally.
• Voltage across the coil is initially approximately 19 volts and
declines as the VR2 is moved to faster lift positions. This causes
the proportional valve to be fully opened at maximum voltage
and fully dosed at minimum voltage.
• Voltage across the proportional lift/lower valve (SOL4) varies
depending on the position of the lift/lower control.
• Low voltage across SOL4 = fast lift
• High voltage across SOL4 = slow lift
The proportional lift/lower valve controls hydraulic flow from the lift
pump to the lift cylinder. As the lift control is moved to a faster lift
position, proportional spool valve closes.
When VR2 returns to the neutral position, the lift contactor is
immediately de-energized; but the lift/lower proportional valve is kept
energized until the lift pump motor stops turning. This is done because a
spinning motor does not stop instantly. Due to the back EMF of the
motor, the P-sense line is held high until the motor stops spinning. If the
proportional lift/lower valve is de-energized at the same time as the
motor, the operator's carriage would jump. Leaving the valve open until
the motor stops, diverts excess hydraulic fluid back to the reservoir.

PDMM-0024 5-20
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

Figure 5-3: Hydraulic Schematic - Lift

Main Lower See Figure B-2 on page B-3 and page B-4. With the battery connected,
keyswitch turned ON, and right Deadman pedal depressed, moving the
LIFT/LOWER control to the LOWER position causes VR2 to output a
voltage greater than when in the neutral position. The Carriage
Manager senses this increase in voltage and positions Proportional lift/
lower valve as follows:
Voltage varied by potentiometer VR2 is read by the Carriage Manager -
(JPC24-10).
The Carriage Manager processes the input and sends a message to the
Vehicle Manager over BUS+ and BUS– (JPC20-1, JPC20-2/JPS19-1,
JPS19-2).
The Vehicle Manager provides ground potential to the Hydraulic Drive
Assembly energizing SOL5 (JPS11-1, Main Load Holding Solenoid) and
SOL4 (Proportional Lift/Lower Solenoid, JPS11-7) through their
respective coil drivers on the Hydraulic Driver Board. SOL5 and SOL4
receive positive voltage from the B+PWRB and negative is supplied by
the ESTOP circuit.
The frequency to SOL4 is held constant while the pulse width varies
depending on the position of the control lever. The output signals for
slow and fast lowering rates are shown in Figure 5-4 and Figure 5-5.

50% Duty Cycle

Battery
Voltage

48 volt battery - 50% Duty Cycle (48 volt X 50% = 24 volts)

Figure 5-4: Pulse Width Modulation Fast Lowering Rate

5-21 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

10% Duty Cycle

Battery
Voltage

One Cycle

Figure 5-5: Pulse Width Modulation Slow Lowering Rate

Lift Pressure
Relief

Figure 5-6: Hydraulic Schematic - Lower

Main Lower The resistance of the Proportional Lift/Lower Valve (SOL4) coil remains
(continued from constant which results in the variable pulse width signal. This causes an
page 5-21) average current to flow through the coil as the position of the Lift/Lower
Potentiometer (VR2) is varied.
The plunger in the Proportional Lift/Lower Valve (SOL4) coil moves as
the field strength varies in relation to the average current level. This
results in the spool valve controlling the hydraulic flow through SOL4.

PDMM-0024 5-22
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

Lift/Lower
Functional Block
Diagram
Lift Cylinders

Lift Pump Reservoir

Contactor

P Pressure
Lift Transducer
Pump
Lift
Motor
Lift Select Manifold
Lift
Manifold
Battery
Flow
Transducer
SOL4 SOL1 SOL2 SOL5 SOL6

Hydraulic Driver Assembly

Power Panel Vehicle intellispeed™

Driver Assembly Manager Manager
Aux. Lift
Cylinder
Carriage
Manager Lift/Lower
Signal

(Heavy Lines Indicate Hydraulic Lines)

Figure 5-7: Lift/Lower Functional Block Diagram

The following page contains a list of lift/lower control pin numbers and
associated functions.

5-23 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

The table below contains a list of lift/lower control pin numbers and
associated functions:

Hydraulic Driver Assembly (HDA) Power Panel Driver Assembly (PPDA)

JPN-8 Function JPF4- Function
3 B+ for SOL4 1 B+ for Lift Pump Contactor
9 B– for SOL4 11 B– for Lift Pump Contactor
1 B+ for SOL1, SOL2, SOL5, and SOL6 4 P Sense Line
4 B– for SOL5 Vehicle Manager (VM)
7 B– for SOL1 JPS21- Function
8 B– for SOL2 3 Enable signal for P coil driver
2 B+ for SOL3 11 P sense Line
6 B– for SOL3
5 B– for SOL6 JPS11- Function
1 Enable signal for SOL5 coil driver
Carriage Manager (CM) 2 Enable signal for SOL6 coil driver
JPS24- Function 3 Enable signal for SOL3 coil driver
15 +12 volts for VR2 4 Enable signal for SOL1 coil driver
10 Lift/Lower Command Signal 5 Enable signal for SOL2 coil driver
7 Enable signal for SOL4 coil driver
JPS20- Function
1&2 BUS+ and BUS– Communications JPS19- Function
1&2 BUS+ and BUS– Communications to CM
intellispeed™ Manager (IM)
JPY5- Function JPS16- Function
4&5 BUS+ and BUS– Communications 4&5 BUS+ and BUS– Communications to IM

PDMM-0024 5-24
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

Mini Lift/Lower With the keyswitch on and both Deadman Pedals depressed, pushing
the lift select button in on the left control handle, then moving the lift/
lower control on the right control handle clockwise to lift causes:

Mini Lift 1. Lift select switch (S6) is closed. With S6 depressed, a ground path
for lift select (JPC23-1) is provided. The Carriage Manager sends a
message to the Vehicle Manager for auxiliary lift.
2. VR2 to outputs a voltage lower than when in the neutral position.
3. The Carriage Manager senses this decrease in voltage at
JPC24-10. The Carriage Manager processes this voltage and sends
the appropriate message to the Vehicle Manager over BUS+
(JPC20-1) and BUS– (JPC20-2).
4. A low active signal is created by the Vehicle Manager to the Power
Panel Driver Assembly at JPS21-3, energizing the “P” contactor coil
driver which provides a B– path for the P contactor coil...the “P”
contactor tips close starting the lift pump motor.
5. A low active signal is provided by the Vehicle Manager (JPS11-5) to
the Hydraulic Driver Assembly (JPN7- 5). This energizes the coil
driver for SOL2 which provides a B– path for SOL2, causing SOL2
(Mini-Lift Select Solenoid) to be energized.
6. A low active signal is provided by the Vehicle Manager (JPS11-7) to
the Hydraulic Driver Assembly (JPN7-7), which energizes SOL4 coil
driver which provides B– for SOL4 (Proportional Lift/Lower
Solenoid). SOL4 receives its positive voltage from B+PWRB and its
negative is supplied by the ESTOP circuit.
7. Initially, SOL4 moves to the full open position (back to tank), then
positions itself proportionally to the output request of VR2. For a
slow lift rate, the proportional valve opens more, allowing more
fluid to return to the reservoir than it would for faster lifting rates.
8. Hydraulic fluid passes through the valves controlled by SOL2, and
SOL6 to the mini-lift cylinder.
9. Lift motor voltage is monitored at JPF4-4.
The weight of the load on the forks is determined as follows:
1. Voltage from PRES1 is read by the intellispeed™ Manager.
2. The intellispeed™ Manager processes the voltage input and sends
the weight message to the POD via the BUS+ and BUS–
communication lines. Only weights in excess of 300 Ibs (136
kilograms) are displayed.
3. The intellispeed™ Manager also determines the height of the forks
and direction of carriage movement by using inputs from the flow
sensor at JPY6 and JPY7.

5-25 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Lift/Lower Systems

Lift Pressure
Relief

Figure 5-8: Hydraulic Schematic - Mini Lift

PDMM-0024 5-26
 Model 537 Swing-Reach® Truck Theory of Operation

Lift/Lower Systems

5With the keyswitch ON and both Deadman pedals depressed, pushing

Lift/Lower Systems

Mini Lower
the lift select button in on the left control handle, then moving the lift/
lower control on the right control handle countercIockwise to lower
causes:
1. Lift select switch (S6) is closed. With S6 depressed, a low active
signal for lift select (JPC23-1) is provided. The Carriage Manager
sends a message to the Vehicle Manager for auxiliary lift/lower.
2. The change in voltage from potentiometer VR2 is read by the
Carriage Manager (JPC24-10).
3. The Carriage Manager processes the input and sends a message to
the Vehicle Manager over BUS+ and BUS– (JPC20-1, JPC20-2/
JPS19-1, JPS19-2).
4. A low active signal from the Vehicle Manager (JPS11-2) to the
Hydraulic Driver Assembly (JPN7-2) energizes the coil drivers for
SOL6 (JPS11-2, Mini Load Holding Solenoid) and the Proportional
Lift/Lower Solenoid, SOL4 (JPS11-7). Voltage across SOL4 varies
depending on the position of the lift/lower control (VR2).
• low voltage across SOL4 = slow lowering
• high voltage across SOL4 = fast lowering low voltage across
SOL4 = slow lowering
5. The coil drivers for SOL6 and the Proportional Lift Solenoid (SOL4)
are energized and provide a return path for SOL4 and SOL6. SOL4
and SOL6 receive their positive voltage from B+PWRB. The
negative voltage is supplied by the ESTOP circuit.
6. The frequency to SOL4 is held constant while the pulse width varies
depending on the position of the Lift/Lower Pot (VR2)..

Lift Pressure Relief

Figure 5-9: Hydraulic Schematic - Mini Lower

5-27 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Steering System

The resistance of the Proportional Lift/Lower Valve (SOL4) coil remains

constant which results in the variable pulse width signal. This causes an
average current to flow through the coil as the position of the Lift/Lower
Potentiometer (VR2) is varied.
The plunger in the Proportional Lift/Lower Valve (SOL4) coil moves as
the field strength varies in relation to the average current level. This
results in the spool valve controlling the hydraulic flow through SOL4.

Steering System The Model 537 steering system consists of both hydraulic and electronic
components. Electronic components control hydraulic steering functions
during manual and wire guided modes of operation. Major
components of the steering system are shown in Figure 5-10 on
page 5-29.
The hydraulic components consist of the following:
• Reservoir
• Auxiliary Pump
• Proportional Steering Solenoid
• Hydraulic Power Steering Motor
• Pressure Relief Valve
The reservoir is common among all hydraulic systems and subsystems.
The auxiliary pump supplies hydraulic pressure for the steering system.
The proportional steering solenoid controls fluid direction and rate
through the hydraulic steer motor. This solenoid responds to inputs from
either the operator, while in manual steering mode or the wire guidance
system, while in auto steering mode.
The hydraulic power steer motor turns a torque shaft, which in turn
positions the drive unit.
A pressure relief valve located in the auxiliary manifold prevents
excessive pressure buildup in the steering system. One such buildup
might occur when the drive wheel is in a depression in the floor and the
steering control is turned. Excessive pressure buildup opens the relief
valve and allows oil to return to the reservoir.

PDMM-0024 5-28
 Model 537 Swing-Reach® Truck Theory of Operation

Steering System

Lift Pump Reservoir

Hydraulic Steering Motor

Contactor
Panel

Proportional
Steering Valve

Auxiliary
Pump
Pressure Release
Valve

Drive Motor

Figure 5-10: Steering System Components

5-29 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

Electronic The electronic steering system used on the Model 537 is electrically
Steering/Wire connected to the Vehicle and Carriage Managers. The Carriage
Guidance Manager monitors, but does not use, manual steering inputs from the
steering control. The electronic steer system controls all steering
movement in response to movement of the steering control.
Electronic steering uses the following components:
• Motherboard
• Power Supply
• Logic Card
• Interface Card
• Audible Alarm
• Solenoid Controller Card
• Proportional Solenoids
• Hydraulic Steer Motor
• Feedback Tachometer
• Position Feedback Potentiometer (VR8)
• Steering Tiller Encoder
The optional wire guidance system used on the Model 537 is electrically
connected to the electronic steering system and the Vehicle and
Carriage Managers. The Carriage Manager monitors the status of the
AUTO/MAN switch and controls the “Locked-On-Wire” indicator and
alarm on the SOD. The Vehicle Manager sends the AUTO/MAN
requests and frequency select requests to the Electronic Steering System.
The wire guidance system controls all steering inputs while the vehicle is
locked on the guide wire.

PDMM-0024 5-30
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Trucks equipped with wire guidance use the following components:

• AUTO/MAN Switch (w/wire guidance)
• Processing Card
• “Locked on” Wire Indicator on the SOD
• Filter Card
• Sensor Assembly
Power Supply Power Supply Processing Card
154-012-070/001 828-004-288/001 (Wire Guidance Only)
TP1GRD
TP4GRD
TP2Vr
TP3 Vr JPW5
this TP3Vs
TP2 Vs JPW2 JPA6 Logic Card
TP4Vd
TP1Vd
Power Supply LED
Solenoid Controller
VR5 JPW3 JPW6 Card
JPW4
Filter Card VR3
JPW1 Interface Card
(Wire Guidance Only)
FU1,FU2

Motherboard
Power Supply

Figure 5-11: Card Cage Assembly (w/Electronic Steering & Wire Guidance)

Individual components of the system are described below.

Motherboard The Motherboard provides all the connections between cards and
distributes power to the individual cards in the card cage. See Appendix
for schematic.

Power Supply The power supply supplies power to all the cards in the card cage. It has
three output voltages with respect to the same ground. They are:
• Vs (Analog Supply Voltage) = +12 volts
• Vr (Reference Supply Voltage) = +6 volts
• Vd (Digital Supply Voltage) = +5 volts
LEDs indicate each voltage level is present when on.

Auto/Manual The AUTO/MAN mode switch is used by the operator to select between
Switch (Optional) either manual or wire guided steering. This two-position rocker switch is
located on the travel/lift control handle and is connected to the
Carriage Manager.

5-31 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

Audible Alarm Audible signals are heard in both Program and Run modes of
operation. The audible alarm signals the operator to certain system
conditions. First, the alarm signals the presence of a guide wire when
the truck passes over it when operated in Manual mode. Second, it
signals the operator that the guide wire is not present or that there is a
problem with the guidance system when in AUTO mode. In Run mode,
the alarm can “cue” the operator to look at the Operator Display to
read a message. The audible alarm is part of the SOD and is connected
to the Carriage Manager.
Manual
4 Steering
Encoder

Carriage Travel/Lift
Manager Auto/Man
Control

Locked-on-wire Light
Secondary
15
Operator's
Display
CHC+/- BUS+/-
Audible Alarm
CHD+/-
4 2 CHC+/-
4 CHD+/-

AUXSEN

INTCLR

MS1/MS2
MSControl
Vehicle
Manager DEADMAN

Reverse

VEHMOV Encoder Electronic Steering Card Cage

FSEL1
FSEL2
Guide Frequency
2 2 3 5
Selection

5 POTSUP,
COILA WIPER TL,TR,
ESTAT
COILB POTRET LL,LR,C

Aux Pump Proportional Tachometer Position Wire

and Motor Solenoid Feedback Guidance
Potentiometer Sensor

Hyd. Steer Drive

Motor Unit SIGNALS.GEM

Figure 5-12: Electronic Steering System Inputs/Outputs

PDMM-0024 5-32
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Locked-On-Wire The Locked-On-Wire Light, when lit solid, indicates that the truck has
Light acquired the guide wire and the guidance system is operating properly.
The light goes out if the AUTO/MAN switch is moved to the Manual
position or if the guide wire signal is lost. The Locked-On-Wire Light,
when blinking, indicates AUTO/MAN switch is in AUTO and vehicle is in
the Acquire mode with Manual steering still available. The Locked-On-
Wire Light is part of the SOD and is connected to the Carriage
Manager. See “Test O17 - Locked-On Wire Signal LEDs” on page 8-
129.

5-33 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

Guidance Wire The Guidance Wire Acquisition Light, when blinking, indicates the
Acquisition Lights vehicle has sensed a guide wire presence. Manual steering is disabled
and the guidance system takes over the steering. These lights stay on
solid once the vehicle locks on the wire.

“Locked-on Wire” Lights Drive Wheel Direction Indicator

Guide Wire Acquisition Lights

Figure 5-13: Wire Guidance Portion of Secondary Operator's Display

Solenoid The Solenoid Controller Card accepts manual or wire guidance steering
Controller Card commands, then positions the drive unit by reading information sent to
it from feedback devices, then adjusting its output to properly control
the proportional valve. This card also checks that the drive unit
responds correctly; if an error is detected, the truck is shut down.

Proportional The Proportional Solenoid is used to control the hydraulic steer motor.
Solenoid This solenoid is an electrically controlled spool valve that has opposing
solenoid coils which position the spool. As the spool is moved, hydraulic
pressure from the auxiliary system is directed to one side of the
hydraulic steer motor.

Hydraulic Steer The hydraulic steer motor physically turns the drive unit in response to
Motor either operator input or input from the wire guidance system.

Feedback The Feedback Tachometer senses the rate at which the steer motor is
Tachometer turning. The Feedback Tachometer is connected to the steer motor by a

PDMM-0024 5-34
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

reduction gear assembly. The output of this tachometer is also used to

detect error conditions of the Feedback Potentiometer.

Steering Wheel

Encoder

2
2

CHD
CHC

Carriage Manager 2 SOD

2

CHD
CHC

Vehicle Manager
2

VEHMOV

INTRCLR
MSControl

Deadman
ESTAT

FSEL1,2

AUXSEN
CHD
CHC

MS1,2

Encoder
Rev.

Buffers
(Interface Card)
DEADMAN
MSL
MSE

Card Rack
System Controller
(Logic Card)
(DLIM,HLIM)
INPSEL
(C1-C6)

SERVERR
GAIN

Aux Pump
DEV

SLS
FREQ(F1-F4)

& Motor
REV

NEARWIRE(NW1,NW2)

Position COILA
Controller COILB Prop. Hyd Steer
(Solenoid Sol. Motor
Control Card)

Tach
HA DFW Rate

Signal Wire Wheel

Processor
(Filterand Guidance Feedback
Position
Processing TL,TR Sensor Pot. Drive
Cards) LL,LR,C Unit
Wire Guidance
Drive Unit Positioning System
Pre-amp DriveUnit Positioning System

Figure 5-14: Electronic Steering Internal System Block Diagram

Steer Encoder The Steer Encoder Card Assembly is mounted near the steering tiller.
Card Assembly This assembly contains an Encoder which detects steering tiller rotation.

5-35 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

The output signal from the Steer Encoder Card Assembly is sent through
the Carriage and Vehicle Managers to the Interface Card.

Position Feedback The position Feedback Potentiometer monitors the steering angle of the
Potentiometer drive unit, and checks to see if the drive unit is responding correctly to
(VR8) inputs. The output from this potentiometer is sent to the Solenoid
Controller Card.

Interface Card The Interface Card receives the signals generated by the Steering Tiller
Encoder and generates a signal representing movement of the steering
tiller.

Logic Card The Logic Card performs the control logic functions for both manual
and auto (wire guided) steering. It also reports system status to the
Vehicle Manager via ESTAT1 through ESTAT5.
The following components are used on vehicles equipped with
electronic steering and wire guidance:
• Wire Guidance Sensor
• Filter Card
• Processing Card

Wire Guidance The Wire Guidance Sensor consists of an array of antenna coils and an
Sensor amplifier circuit, which are mounted at the base of the mast between the
load wheels. The coils are arranged in two pairs (coil pairs). The coils
are located on opposite sides of the guide wire. This positioning of the
coil pair allows the guidance system to align the truck properly with the
guide wire. Two center coils are used to determine nearness to the guide
wire when in the “Acquire” mode.
The amplifier circuit (preamp) is located in a potted module which is
mounted in the sensor assembly. The function of the amplifier is to
eliminate problems incurred by sending small signals over long
distances.

Filter Card The Filter Card, located in the Card Cage, processes signals from the
wire guidance sensor and removes unwanted signals from sources
other than the guide wire.

Processing Card The Processing Card receives signals from the Filter Card, measures
their magnitude, and converts this information into heading angle and
distance from wire signals. This card also uses travel direction
information to change the polarity of the heading angle signal as
needed. An external test connector, JPW2, allows testing signals with a
voltmeter or the Wire Guidance Alignment Unit (P/N 170-002-580). To
use the Alignment Unit, adapter P/N 114-005-820 is required.

PDMM-0024 5-36
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Circuit Card Test

Points

Test Point
Analog Digital
Card Name Vs Vr Vd
Ground Ground
Filter TP11 TP25 TP16 TP27 TP4, TP26
Processing TP4, TP25 TP1, TP13 TP3 – –
Solenoid Control TP41 TP4, TP19, TP40 TP1, TP18, TP39 TP44 TP42
Logic – – – TP1, TP3 TP2
Interface TP2 – TP3 TP6 TP5
TP1 - VMS
TP4 - VMG

Detailed Theory The detailed theory of operation presented on the following pages is
organized as follows:
• The operation of the Wire Guidance sections is addressed first.
This information should be a review for anyone familiar with
preceding Wire Guidance systems.
• The operation of the Electronic Steering is covered second.
• Next, it is explained how the signals from Wire Guidance and
the Electronic Steering Tiller are used for positioning of the drive
unit by the Solenoid Controller Card.
• Finally, all the previous sections are tied together by showing
how the System Controller operates.

Functional Block Figure B-33 on page B-52 and page B-53 shows two functional block
Diagrams diagrams. Figure B-33 on page B-52 covers the entire steering system,
while page B-53 covers details of the Solenoid Controller Card. Use
these functional block diagrams for learning the theory of operation of
the system and for troubleshooting.

5-37 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

Wire Guidance In order for the truck to automatically follow a guide wire it must do the
following:
• Measure where the truck is relative to the guide wire.
• Decide where to position the drive unit based on the truck's
relative position to the guide wire.
• Position the drive unit in the desired position.
The position of the truck relative to the guide wire is measured by the
wire guidance subsystem, and then the Position Controller decides
where to position the drive unit and actually controls the positioning.
The Wire Guidance System measures the position of the sensor relative
to the wire. Its outputs include two signals named “Heading Angle” and
“Distance From Wire” which represent the sensor position relative to the
wire, and a “NEARWIRE” signal which indicates that the wire is being
detected. This section shows how these signals are derived.

Wire Guidance The Wire Guidance Sensor receives the signals generated by the guide
Sensor wire. This allows the sensor to detect its location in order to provide
information on how to steer the truck down an aisle.
The sensor is comprised of two independent “outside coil pairs” which
are used together to determine sensor position relative to the wire. Each
outside coil pair consists of a coil of wire at each end of a nylon bar
which straddles the guide wire. These coils pick up the signal from the
wire. The amplitude of the signal out of the coils depends on several
factors:
• How far the coil is from the wire.
• The amplitude of the current in the wire.
• The frequency of the wire current.
• The angle between the coil and the wire.
• Coil dimensions
The signal out of a coil can increase if it gets closer to the wire, if the
wire current is increased, if the frequency of the guide wire is increased,
or if the coil was made larger. The signal out of a coil can be made to
go to zero by certain orientations of the coil to the wire; it can also
reach a maximum value for a particular orientation.
The position of each outside coil pair relative to the wire must be
determined first in order to derive the sensor position signals. This is
basically done by subtracting the signal in one coil from the signal in
the other coil in each coil pair.
When the outside coil pair is centered over the wire, both coils receive
the same amount of signal from the wire and have the same amplitude
output. When the coil signals are subtracted, the result is zero volts.

PDMM-0024 5-38
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

As the outside coil pair moves to the side of the wire, the signal in one
coil increases and the signal in the other coil decreases. When the coil
signals are subtracted, the result is either positive or negative
depending on which way the coil pair is moved. This difference signal
then represents the position of the coil pair in relation to the wire
(positions P1 or P2 in Figure 5-15).
The position of the outside coil pair relative to the wire is not the only
information needed. If the coil pair moves farther away from the wire so
that it no longer straddles the wire, both coil outputs start to decrease
and the result of the subtraction also starts to decrease. If the coil pair
moves very far from the wire, both coil outputs become zero and the
difference is also zero. This is the same result as when the coil pair was
centered over the wire! Because of this, it is necessary to detect the
amount of signal being received from the wire. The circuits that perform
this function are called the NEARWIRE circuits.
The NEARWIRE circuits operate by adding the signal from each center
coil of the coil assembly and checking to see if the result is above a
given threshold. See “NEARWIRE Circuits” on page 5-44 for more
information on these circuits.

Deriving Sensor The position of the sensor relative to the wire is specified by two factors:
Position Relative to the angle between the sensor centerline and the wire (Heading Angle);
the Wire and the lateral distance from the sensor to the wire (Distance From
Wire). Together these two measurements describe the “deviation” of the
sensor from the wire.

5-39 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Electronic Steering/Wire Guidance

These sensor position signals can be derived from the positions of the
two coil pairs as shown below. The formulas given in this diagram are
simplifications of the formulas used by the actual circuits.

Tractor Center P2 (Negative Displacement)

Tractor Tractor
Left Right
Coil Coil

HA (Negative Angle)
Sensor Centerline

Guide
Wire Load Center
HA=P2-P1
Load Load DFW=P1+P2
Left Right 2
Coil Coil

P1 (Positive Displacement)

Figure 5-15: Deriving Sensor Position

Distances P1 and P2 represent the positions from the wire measured by

the respective coil pair.
NOTE: One outside coil pair is shown with a negative displacement to
the wire and the other with a positive displacement. The output
of one outside coil pair would then be positive and the other
would be negative if the sensor was positioned as shown.
The angle of the sensor to the wire can be determined by subtracting
the position of one outside coil pair from the position of the other. If P1
equaled P2 and had the same polarity, then the heading angle would
be zero. With the sensor in the position shown, P1 is positive and P2 is
negative, so P2 minus P1 would be a negative heading angle.
The lateral distance of the sensor from the wire is measured directly
using the average of the tractor and load-end coil pairs.
Once the position of the sensor relative to the wire is known, the vehicle
can be steered along the wire in one direction of travel. In order to be

PDMM-0024 5-40
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

able to travel both directions, the polarity of the Heading Angle signal
must be inverted. The reason for this is illustrated by a simple example:
• If a car is parked in the middle of a road but is angled so that it
is rotated clockwise to the road, the driver would have to rotate
the steering tiller counterclockwise in order to drive the car
forward down the road. But in order to drive the car down the
road in reverse, the driver would have to rotate the steering tiller
clockwise. The direction of rotation of the steering tiller is
reversed!
This polarity inversion is done by the signal processing circuits discussed
in the next section.

Analog Signal The coils in the coil pairs sense the current in the wire. This current is an
Processing alternating current signal called a sine wave. An alternating current
Channels signal is used because the coils of the sensor do not respond to direct
current. The output of each coil is also a sine wave signal which is the
same frequency as the wire.
The output of each coil is amplified by the preamp (gain blocks G1 and
G2, Zone B5 in Figure B-33 on page B-52).
Once the signal reaches the card cage it goes to the Filter Card. The
signal is again amplified by gain block G3 and then fed into the filters.
These filters allow signals that are the same or very close to the
guidance signal frequency to pass through, but reject other frequencies.
Any signal received by a source other than the wire would then be
rejected unless its signal was the same frequency as the guide wire.
The filters on the Filter Card are digitally programmable using signal
lines F1 through F4 and by changing the clock signal frequency using
the H-RANGE signal. This card can switch between 64 different
frequencies as designed. Only two frequencies are presently standard
on the Model 537. The output of the filters appears as a sine wave with
a “staircase” signal imposed on it due to the way these devices operate.
Once the signal passes through the filters it goes to the Processing
Card. It is then amplified by gain block G4 and the staircase signal is
removed. The signal is then fed into an “envelope detector” circuit
which changes the sine wave into a D.C. voltage with a particular
polarity. For the load-left and tractor-left channels, the output is positive
with respect to Vr. For the load-right and tractor-right channels, the
output is negative with respect to Vr.
The left and right signals for each coil pair are added together to obtain
a signal representing the position of the outside coil pair relative to the
wire. Since the signals are of opposite polarity, this addition equates to
subtraction. The position of the load-end coil pair appears at TP-12,
and the position of the tractor-end coil pair appears at TP-17 on the
Processing Card.

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Electronic Steering/Wire Guidance

Once the signals representing coil pair position are derived, it is a

simple matter to derive the sensor position signals Heading Angle and
Distance From Wire.
Distance From Wire is derived by simply scaling the signal representing
the average of the load-end and tractor coil pairs by gain block G7 so
that it comes out to 0.5 volts per inch. This signal appears at TP-5 on the
Processing Card.
Heading Angle is derived by subtracting the position of the two coil
pairs and scaling it with gain block G8 so that it comes out to 0.2 volts
per degree. This signal appears at TP-8 on the Processing Card.
This is accomplished by putting one signal into the positive input of a
differencing amplifier and the other signal into the negative input using
an electronic switch. When the truck changes direction the electronic
switch reverses the inputs to the differencing amplifier in order to invert
the Heading Angle signal.
The direction of travel information is derived by the Vehicle Manager
and is provided through the REVERSE signal. This is shown in Zone C3
(See Figure B-33 on page B-52).
Any amplifier that has a minus sign in front of its designation (example:
–G7) is actually an inverting type amplifier. This means that if the input
signal is positive, the output has a negative polarity. The minus sign is
only shown for amplifiers dealing with D.C. signals.

Deviation The Deviation Measurement circuits have three functions:

Measurement 1. Measure the magnitude of Heading Angle.
Circuits
2. Measure the magnitude of Distance From Wire.
3. Measure the polarity of both position signals.
These measurements are used to slow and stop the truck if it deviates
from the wire and are used to determine how aggressively the truck tries
to follow the wire.
These circuits are shown in Zone J5 (See Figure B-33 on page B-52).

Heading Angle The magnitude of Heading Angle is measured in order to permit

Measurement slowing and stopping of the vehicle if it deviates from the wire. This
measurement is done by taking the absolute value of the Heading
Angle signal and then detecting if the magnitude of the signal exceeds
given thresholds. Taking the absolute value makes the signal have only
one polarity.
There are four thresholds for heading angle and they are known as
HLIM1 through HLIM4. These signals can be found in Zone K7 (See
Figure B-33 on page B-52).

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 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

These outputs become HIGH when the threshold is exceeded and are
used by the System Controller to slow and/or stop the vehicle. The
following table gives approximate values for the thresholds used on the
Model 537:

Threshold Name HLIM1 HLIM2 HLIM3 HLIM4

Threshold (in degrees) 1.5 3.0 5.5 12.0

The threshold values listed are valid only if the signals received from the
floor are the proper amplitude.

Distance From The magnitude of Distance From Wire is measured in order to permit
Wire slowing and stopping of the truck if it deviates from the wire. This
Measurement measurement is done by taking the absolute value of the Distance From
Wire signal and then detecting if the magnitude of the signal exceeds
given thresholds. Taking the absolute value makes the signal have only
one polarity.
There are three thresholds for distance from wire and they are known as
DLIM1 through DLIM3. These signals can be found in Zone L7 (See
Figure B-33 on page B-52).
These outputs become HIGH when the threshold is exceeded and are
used by the System Controller to slow and/or stop the truck. The
following table gives approximate values for the thresholds used on the
Model 537 series trucks:

Threshold Name DLIM1 DLIM2 DLIM3

Threshold (in inches) 1.5 3.0 Not Used

The threshold values listed are valid only if the signals received from the
floor are the proper amplitude.

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Heading Angle The polarity of both heading angle and distance from wire are
and Distance From measured as part of what is known as the “Approach” algorithm. This
Wire Polarity algorithm improves wire guidance performance by indicating when the
vehicle is approaching the wire and when it is going away from the
wire. The System Controller then either increases the aggressiveness of
the steering if it is leaving the wire, or decreases it if approaching the
wire. This algorithm is used exclusively for acquiring a wire or for
following a curved guide wire.
Determining when the truck is leaving versus approaching the guide
wire is done by noting the polarity of the heading angle and distance
from wire signals. If both signals are the same polarity, the vehicle is
leaving the wire. If the signals are opposite polarity, the vehicle is
approaching the wire. The function that represents these conditions is
the exclusive-OR function. This relationship holds true even though the
Heading Angle gets inverted when the vehicle travel direction is
reversed. This signal “Approach” can be found in Zone L7 (See Figure
B-33 on page B-52).
NEARWIRE The NEARWIRE circuits are used to detect the presence of the guide wire
Circuits and are shown in Zone F7 (See Figure B-33 on page B-52).
These circuits use the center coils in the sensor like Ray-Guide® system.
A fifth channel filters the signals from the two center antenna coils and
uses its own detection circuit to generate a D.C. voltage for NEARWIRE
circuits. This D.C. voltage is greatest when the sensor is centered over
the guide wire and decreases as the sensor moves away in either
direction.
Manual Steering In order for the truck to steer manually, it must be able to do the
following:
• Measure the movement of the steering tiller.
• Decide where to position the drive unit based on the movement
of the steering tiller.
• Position the drive unit in the desired position.
The movement of the steering tiller is measured by the Electronic
Steering Tiller subsystem. The Position Controller decides where to
position the drive unit and actually does the positioning.
The Manual Steering Circuits derive a signal that is based on the
steering commands of the operator. In the simplest sense, these circuits
can be considered to be a communication system that transmits the
movement of the steering tiller over the mast.
There are two different sections to the Manual Steering Circuits: the
Electronic Steering Tiller section and the Steering Tiller Decoder section.
The Electronic Steering Tiller generates the signal that is transmitted
over the mast, and the Steering Tiller Decoder receives and decodes
these signals.

PDMM-0024 5-44
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Electronic Steering The Electronic Steering Tiller uses a digital rotary encoder which
Tiller encodes the movement of the steering tiller into what is called
“quadrature-phase” modulation. This is the same type of output that
optical type encoders produce. See Figure 5-16 on page 5-46 and
Figure 5-17 on page 5-46.
Quadrature-phase modulation is a method for determining which way
the steering tiller has been turned and how far it has been turned. As
the steering tiller is turned, two individual square wave signals are
produced. The relationship between these two signals is an indication of
which way the steering tiller is being turned, and the number of pulses
received is an indication of how far the steering tiller has been turned.
The relationship that indicates which way the steering tiller is turning is
the phase between the two signals. This is to say that one of the two
square wave signals is always ahead of the other. The one that is ahead
of the other tells which way the wheel is being turned.
This signal is not sent over the mast as it does not provide for detecting
a broken wire or a failed steering sensor assembly. If one of these
failures occurs, the signals would be interpreted the same as if the
steering tiller was not being turned. For this reason the quadrature-
phase modulation is changed to a different type of modulation called
pulsed-width modulation. This produces a continuously changing signal
even if the steering tiller remains stationary and allows detection of a
failure in the wiring.
Pulse-width modulation involves converting each square wave signal
into duty cycle information. When the square wave is LOW, it is
converted into a 25% duty cycle signal, and when the square wave is
HIGH it is converted into a 75% duty cycle signal. Each of the two
square waves is converted in the same manner to produce a continuous
signal for each. The duty cycle signals are referred to as “carrier”
signals because they only carry the information. These are the signals
which are transmitted over the mast.

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Electronic Steering/Wire Guidance

0
Channel “C” leads
Channel “D” by
Angle 0.

CHANNEL “C”

CHANNEL “D”

Left Turn

0 Channel “C” lags

Channel “D” by
Angle 0.

CHANNEL “C”

CHANNEL “D”

Right Turn
Figure 5-16: Steering Modulator Output

OFF ON
(25% Duty Cycle 75% Duty Cycle
Sensor output as
tiller is turned

Figure 5-17: Steering Pulse Width Modulation

PDMM-0024 5-46
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Steering Tiller The Steering Tiller Decoder is located on the Interface Card. The signals
Decoder from the Electronic Steering Tiller are first checked for the presence of
the carrier signals by a carrier detector circuit shown in Zone D7/D8
(See Figure B-33 on page B-53).
The next step in decoding the signals is to remove the carrier signals
and reconstruct the quadrature-phase signals. This is done by a pair of
low-pass filters followed by comparators. The reconstructed quadrature-
phase signals appear at TP-7 and TP-8 on Interface Card.
The quadrature-phase modulation is decoded using a counter circuit
and two flip-flop circuits. The counter keeps track of steering tiller
movement by counting up when the steering tiller is turned one way and
counting down when it is turned the other way. The amount that the
counter counts each way depends an how may pulses are received. The
number that the counter contains represents the desired position for the
drive unit.
The flip-flop circuits convert the quadrature-phase square waves into
signals usable by the counter. One of the two flip-flop circuits produces
the signal which indicates which square wave signal is leading and
therefore represents which way for the counter to count. The other flip-
flop circuit produces the pulses that are actually counted.
The output of the counter is then fed into a digital to analog (D/A)
converter. This converts the count into an analog signal for use by the
Drive Unit Positioning System.
The counter is prevented from counting at all if the Vehicle Manager
tells the steering system to stop. Any signals from the steering tiller are
ignored when this happens.
Another test is performed on the reconstructed quadrature-phase
signals named Manual Signal Error (MSE). This test is done by a circuit
named the “Miscount Register” shown in Zone J7 (See Figure B-33 on
page B-53).
Normally, signals are generated alternately in the two channels when
the steering tiller is turned. A failure may be indicated if the square
wave signal is only being received in one of the two channels. The
Manual Signal Error check counts the number of consecutive pulses
from one channel and allows up to 16 pulses in one channel before it
flags an error. If any pulses are received in the opposite channel, the
count is reset to zero.

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Drive Unit Position The Drive Unit Position Controller is the Solenoid Controller Card. Its
Controller functions are to:
• Position the drive unit in the desired location.
• Control which inputs are used to steer the truck and how much
they are used.
• Monitor the operation of the drive unit for proper response.

Drive Unit The positioning of the drive unit is done by comparing where the drive
Positioning unit should be (the desired position) against where the drive unit
actually is. The desired position is determined either by the output of the
Electronic Steering Tiller System or by the output of the Wire Guidance
System depending on which is being used. The actual position of the
drive unit is determined by the Position Feedback Pot (VR8).
If the drive unit is not in the proper position, an error signal is generated
and sent to the Proportional Solenoid to turn the drive unit as required.
The desired position for the drive unit as determined by manual steering
appears at TP-13 on the Solenoid Controller Card. The desired position
for the drive unit as determined by the Wire Guidance System appears
at TP-12 on the Solenoid Controller Card. The actual position of the
drive unit appears at TP-3 on the Solenoid Controller Card. The error
signal (difference between the desired position and the actual position)
appears at TP-14 on the Solenoid Controller Card.
The error signal that appears at TP-14 is modified by a circuit called a
P.l.D. filter in order to improve positioning accuracy.
Another device used to help position the drive unit is the tachometer
shown in Zone N3 (See Figure B-33 on page B-52).
The error signal out of the P.l.D. filter represents the difference between
the desired position and the actual position of the drive unit, and the
desired rotation rate of the drive unit. This signal is compared against
the tachometer output to determine if the drive unit is moving as
desired. If the drive unit is not moving as desired, the error signal to the
Proportional Solenoid is modified to obtain the desired rotation rate.
The Proportional Solenoid consists of two opposing solenoid coils.
These coils are driven using pulse-width modulated output circuits which
chop the battery voltage in the same way that the traction motor
controller does. The pulse-width signal is generated by comparing the
input error signal against a triangle wave.
The output circuits sense the battery voltage and automatically cuts back
the pulse-width for 48-volt batteries. This sensing is done by the “Battery
Switch” circuit shown in Zone L2 (See Figure B-33 on page B-52).

PDMM-0024 5-48
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Electronic Steering/Wire Guidance

The output circuits can be shut off by the control circuit named the
Watchdog circuit. This is done using the signal “Enable” shown in Zone
M2 (See Figure B-33 on page B-52).
The Deadman Pedal supplies an input signal to the Vehicle Manager.
The Vehicle Manager in turn sends a signal to the steering system based
on the input signal from the Deadman Pedal. This signal is named
“Deadman Input (JPS20-1)” and goes to the Card Cage. Both systems
are disabled when the operator steps off the Deadman Pedal.

Steering The Solenoid Controller Card accepts input signals from both the
“Weights” manual steering and Wire Guidance systems. It has the ability to turn all
of these inputs on or off based on commands from the System
Controller. Additionally it can scale the Wire Guidance input signals up
or down to change how much impact they have on steering the truck.
The circuits which do this are known as the Input Selection Circuits and
are shown in Zone K3 (See Figure B-33 on page B-52).
Scaling of these input signals has the effect of increasing or decreasing
how aggressively a truck follows a wire. Typically the truck is made very
aggressive when acquiring a wire and nonaggressive when locked on
the wire.
Amplifier K1 controls the gain of the Heading Angle signal. It has four
possible settings: OFF, LOW, MEDIUM, and HIGH. These settings are
controlled by signals C3 and C4 from the System Controller. The LOW
setting is used when locked on wire, and any setting may be used when
acquiring the wire.
Amplifier K2 controls the gain of the Distance From Wire signal. It has
four possible settings: OFF, LOW, MEDIUM, and HIGH. These settings
are controlled by signals C1 and C2 from the System Controller. The
LOW setting is used when locked on wire, and any setting may be used
when acquiring the wire.
Amplifier K4 has only two gain settings: OFF and ON. When it is ON
the input from the steering tiller is used to position the drive unit. Its
setting is controlled by signal C6 from the System Controller.
The situation should never arise where both the input from the steering
tiller and the input from the Wire Guidance system are used
simultaneously.
All of the control signals C1 through C6 can be monitored in the
Control Register of the Digital Tester. Control signals C1 and C2 are
named DFW1 and DFW2, control signals C3 and C4 are named HA1
and HA2, and control signal C6 is named MAN.

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Watchdog Circuit The Watchdog circuit checks for proper system operation. Among its
Operation functions are:
• Checking for proper drive unit response to commands.
• Checking for internal system errors.

Drive Unit The checking of drive unit response involves knowing which way the
Response Check drive unit should be rotating compared to which way the drive unit is
actually rotating. An error is flagged if the drive unit is not rotating the
way it should or if it does not rotate when commanded.
The desired direction of rotation is derived by looking at the error signal
at TP-14. If this signal is positive with respect to Vr, it indicates that the
drive unit must be rotated counterclockwise, and if this signal is negative
with respect to Vr, it indicates that the drive unit must be rotated
clockwise. This determination is made by circuits called the “Move
Comparators” shown in Zone K3 (See Figure B-33 on page B-52).
The actual direction of drive unit rotation is derived by a circuit called
the “Rotate Detect” circuit shown in Zone L5 (See Figure B-33 on
page B-52).
The tachometer is not used to determine drive unit rotation because it
could become disconnected from the drive unit. The position feedback
potentiometer is used to determine rotation of the drive unit, but
because it could also become disconnected, the tachometer is used as a
double check of system integrity. If there is a voltage generated by the
tachometer, but there is no feedback potentiometer input, then an error
in the feedback pot circuit should be detected.
The output of the tachometer is also monitored by the Position Feedback
Potentiometer to ensure that the tachometer is working. It is still possible
to drive the truck without the tachometer, but steering performance is
degraded. This test usually only flags an error if the truck makes a large
steering correction. If an error condition is indicated, a timer named the
“Error Timer” is started. If the timer manages to time out before the
condition is corrected, the error is flagged and cannot be cleared. This
gives the error condition a short period of time to correct itself.
NOTE: See “Drive Unit Response Time” on page 7-216.

PDMM-0024 5-50
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Electronic Steering/Wire Guidance

Internal System Several internal system error conditions are tested. The tests are:
Errors • Improper output from the Position Feedback Pot.
• Loss of the Vd (digital power) supply voltage.
• Improper output from the Vs or Vr supplies.
• Indication of command to move both directions simultaneously.
• Indication of drive unit rotation both directions simultaneously.
The voltage at the wiper of the Position Feedback Pot is restricted to a
certain range of voltages. This restriction detects a broken wire to the
pot and can detect a failed pot.
The digital supply voltage (Vd) provides power to the Watchdog circuits.
If the voltage is not above a minimum value, all output on the Solenoid
Controller card is disabled. The Logic card then sends an ESTAT
message to the Vehicle Manager reporting that the PC contactor should
be de-energized.
Both of the analog supplies Vs and Vr are needed for the Drive Unit
Positioning System to operate. If either supply is not operating properly
all output on the Solenoid Controller card is disabled. The Logic card
then sends an ESTAT message to the Vehicle Manager reporting that the
PC contactor should be de-energized.
The circuits which detect the polarity of the command signal should
never indicate both clockwise and counterclockwise direction
commands at once. The Watchdog circuits flag an error if this occurs.
The circuits which detect the direction of drive unit rotation should never
indicate both clockwise and counterclockwise movement at once. The
Watchdog circuits flag an error if this occurs.

System Controller The System Controller is located on the Logic Card, and it makes all
decisions regarding system operation. Its functions are:
• The decision as to when the truck will steer using the steering
tiller or the Wire Guidance sensor.
• The decision as to which wire frequency will be followed when
using the Wire Guidance sensor.
• The decision as to when the truck is actually locked on the wire.
• The decision as to when error conditions exist.
• Generation of the System Status Message.

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Steering Input The System Controller decides whether to steer by the steering tiller or
Selection by the Wire Guidance sensor based on the AUTO signal and on the
LOAD NEARWIRE signal. The AUTO signal is sent from the Vehicle
Manager and can be found in Zone D7 (See Figure B-33 on
page B-53).
If the AUTO signal indicates manual mode, the steering system follows
the steering tiller. If the AUTO signal indicates automatic steering mode,
the steering system follows the Wire Guidance sensor signals only if the
NEARWIRE signal indicates that it senses the guide wire. When both of
these signals indicate wire presence, truck steering is assumed from the
operator and the steering system attempts to align the truck over the
wire. When the Wire Guidance signals are being used to steer the truck,
the System Controller can command how much of an effect each signal
has on steering through the control signals C1 through C6 shown in
Zone J2 (See Figure B-33 on page B-53).

Wire Guidance The Filter Card selects certain frequency signals from the wire guidance
Frequency sensor based on the commands from the System Controller. These
Selection commands are the F1 through F4 signals and the H-RANGE signal. The
System Controller determines which guide frequency to select based on
the FSEL1 and FSEL2 input signals. These inputs are set in the Configure
mode.
The filters on the Filter Card need a clock signal and four digital inputs
to operate and select particular frequencies. The frequency selected by
the filters is directly proportional to this clock signal, and the frequency
selected is also related to the digital inputs by preset ratios.
The H-RANGE signal is a digital signal which controls the clock
frequency so that the clock is either 195 kHz or 390 kHz. This gives a
“high” and a “low” range of available frequencies. This clock signal is
derived from a very high accuracy crystal oscillator. The H-RANGE
signal can be found in Zone E7 (See Figure B-33 on page B-52).
The signals F1 through F4 select a particular guide frequency within a
certain range. These signals can be found in Zone D7 (See Figure B-33
on page B-52).

PDMM-0024 5-52
 Model 537 Swing-Reach® Truck Theory of Operation

Electronic Steering/Wire Guidance

Wire Acquisition If the AUTO/MANUAL signal is in AUTO and the Wire Guidance sensor
senses the wire, the steering system assumes steering from the operator
and tries to steer the truck over the wire. Once the sensor is centered
over the wire and the drive unit is straight, the truck becomes locked-
on-wire.
The following assumes the operator has positioned the guidance switch
to AUTO mode and is approaching the guide wire.
The Vehicle Manager only passes the message that the AUTO/MANUAL
switch is in AUTO if the following are true:
1. Elevated height is less than 142”.
2. Travel speed is less than 1.0 mph or:
• guidance sensor is less than 1.5” (3.8 cm) and 3° from wire
• drive unit is less than 10° and...
• the guide wire is detected by center coils
Finally, the steering system allows the truck to be in the Acquire mode
if the:
• wire is detected in the center coils and NEARWIRE circuit
• drive unit is turned less than 10° and...
• guidance sensor is less than 15° from the guide wire
The System Controller knows when the sensor is centered over the wire
by watching the outputs of the Deviation Measurement Circuits found in
Zone L7 (See Figure B-33 on page B-52).
The System Controller knows when the drive unit is straight by watching
the Steering Limit Switch (SLS) circuit output found in Zone L7 (See
Figure B-33 on page B-52).
Once all conditions for wire acquisition are satisfied, the system
becomes acquired on the wire. This is indicated by the “Acquired”
(ACQ) signal shown in Zone K6 (See Figure B-33 on page B-53).

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Electronic Steering/Wire Guidance

Error Detection The System Controller monitors many different aspects of system
operation to detect errors. Below is a brief description of these error
checks.

Power Supply The Logic Card contains a circuit which monitors the operation of the
Failure analog power supply. If one of the two output voltages drops below a
set level, the circuit indicates an error signal “Power Supply Fault” (PSF)
and the System Controller responds by sending a ESTAT message to the
Vehicle Manager which in turn shuts the truck down. No part of the
system can operate with one of these supplies not working.
NOTE: For more information, See “Power Supply Failure (PSF) - (Code
#30) (SOD Code 9A)” on page 7-143.

Solenoid If the Solenoid Controller Card detects an error, it indicates the error to
Controller Error the System Controller using the “Solenoid Controller Error” signal (SCE).
The System Controller reads this signal and responds by sending an
ESTAT message to the Vehicle Manager which in turn shuts the truck
down.
NOTE: For more information, See “Solenoid Controller Error (SCE) -
(Code #29) (SOD Code 99)” on page 7-144.

Manual Steering There are two tests which are done on the signals from the Steering
System Errors Tiller Encoder. The first test checks for the signal from the steering
encoder. This type of error would be indicated by the Manual Signal
Loss (MSL) signal in Zone E7 (See Figure B-33 on page B-53).
The second test monitors the signals to detect if both channels are
operating. This type of error would be indicated by the Manual Signal
Error (MSE) signal in Zone J7 (See Figure B-33 on page B-53).
NOTE: For more information, see “Manual Signal Loss (MSL) -
(Code #28) (SOD Code 98)” on page 7-147 and "Manual
Signal Error (MSE) - (Code #24) (SOD Code 97)" on
page 7-148.
The System Controller knows when the sensor is centered over the wire
by watching the outputs of the Deviation Measurement Circuits found in
Zone L7 (See Figure B-33 on page B-53).
The System Controller knows when the drive unit is straight by watching
the Steering Limit Switch (SLS) circuit output found in Zone L7 (See
Figure B-33 on page B-52).
Once all conditions for wire acquisition are satisfied, the system
becomes acquired on the wire. This is indicated by the “Acquired”
(ACQ) signal shown in Zone K6 (See Figure B-33 on page B-53).

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Electronic Steering/Wire Guidance

Wire Guidance The System Controller flags an error if any of the following conditions
Errors occur during Wire Guided Operation:
• The drive unit exceeds 10° from straight as indicated by the
“Steering Limit Switch” (SLS) signal shown in Zone L7 (See Figure
B-33 on page B-52).
• Heading Angle or Distance From Wire exceeds the second
deviation threshold (HLIM2 or DLIM2).
• The center coils stop sensing the guide wire (NEARWIRE
Circuits).
Also, the heading angle signal shuts off if the HLIM3 threshold is
exceeded. This is done to prevent the heading angle signal from forcing
the truck off the wire if the travel direction information is incorrect.

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Encoder X Signal This signal originates at the drive motor encoder (DE). The X and Y
channels are fed to the Vehicle Manager. The X channel is used by the
Vehicle Manager and also buffered and sent as an output from the
Vehicle Manager (JPS2O-22) to the Interface Card (JPW5-19).
The Encoder X signal is a square wave which varies in frequency in
direct proportion to the speed of the vehicle. The Encoder X signal is
used by the Gain Control EPROM on the Logic Card. The Gain Control
EPROM limits drive unit steering movement as the speed of the vehicle
increases while the truck is locked on the guide wire.
Figure 5-18 on page 5-56 shows the Encoder X signal as it travels from
the output of the Vehicle Manager at JPS20-22. It also shows where the
signal goes and how it is used by other subsystems.

Vehicle Interface Card Logic Solenoid

Card Controller
Manager
Card

PA4B4

PA4-A6
PA5B6 PA3A4
Encoder X
JPS20-22 JPW5-19
Mono-Stable F/F Gain
Control
EPROM
Signal switches to
logic “1=>2.4v” for high
gain. Similar signal
PW4-40 as PA5B6.

2167 Hz/1000 rpm Same pulses as Encoder X

or input to approx. 1944
1944 Hz at Hz (2 mph/3.2 kph). Stays
2 mph/3.2 kph high (“1”) above 2 mph/3.2
kph.

Figure 5-18: Encoder X Signal

If the signal fails to go high at PA5B6 (Interface Card) after the truck
travels faster than 2 mph/3.2 kph, the truck will oversteer while locked
on the guide wire. See “Encoder X Signal Test” on page 7-203.

PDMM-0024 5-56
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Electronic Steering/Wire Guidance

Correct Signal, To verify proper orientation of hoses and wires, perform the following
Wiring, and Hose checks:
Orientations See Figure 5-19 for all hose routings and wire connections:

Figure 5-19: Steering Hose and Wiring Interconnections

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Brake

Brake The braking system of the Model 537 meets all requirements of ANSl
B56.1. The brake assembly is mounted on top of the drive motor. The
brake assembly consists of a rotor mounted on the drive motor
armature shaft and stationary brake pads mounted within the brake
housing. The brake is spring applied and electrically released.
The brake unit is “free-floating,” that is, the assembly is not connected
directly to the drive motor. Instead, bushings are inserted into mounting
holes on the brake assembly through which mounting screws are
installed.
See “Brake Adjustment” on page 9-19 for shoe/rotor clearance
adjustment instructions.

Brake Release A brake release switch (S12) is located to the left of the Field Wiring
Switch S12 Assembly on the Power Panel Driver Assembly. The switch has two
positions. For normal truck operation the switch must be in the
“Normal” position (brake applied). If needed during servicing or
troubleshooting, the brake may be temporarily released by using switch
S12.
NOTE: The switch MUST be returned to the “Normal” position before
the truck will operate.

! CAUTION
Activating S12 with keyswitch ON may cause Voltage
Transient which could lead to Chopper Control Module
failure.

Brake Release
Switch (S12)

Power Panel
Assembly

Figure 5-20: Brake Release Switch S12

PDMM-0024 5-58
 Model 537 Swing-Reach® Truck Theory of Operation

Brake

Brake Top Brake Shoe

Coil Assembly
Assembly

Bottom
Brake
Shoe
Assembly
Brake Rotor

Figure 5-21: Brake Assembly Components

Braking Process The following is for trucks with software versions below 4.0.
1. With the key switch ON and the Right Deadman Pedal in its normal
UP position, the brake coil is de-energized. This allows the
compression springs to apply pressure between the stationary brake
pads and the rotor. With the coil de-energized, the brake is applied.
2. Stepping on the Right Deadman Pedal completes a circuit between
JPC15-5 to JPC15-6 on the Carriage Manager through S2 (Travel
Deadman).
3. The Carriage Manager senses this and outputs a signal at JPC17-4
(BRAKE CTRL A) to the Vehicle Manager at JPS18-4.
4. The Vehicle Manager senses this and outputs a signal (BRAKE CTRL
B) to the Power Panel Driver Assembly between points JPS15-6 and
JPF2-11, respectively.
5. The Power Panel Driver Assembly provides a negative potential path
for the brake coil at JPF5-1. The brake coil is energized, releasing
the brake if S25 (Deadman Switch) is also closed and the travel
control is moved.
NOTE: The brake is applied if a fault is detected by either the Vehicle or
Carriage Manager.
Either the Vehicle or Carriage Manager VFC can apply the brake. Both
the Vehicle Manager and Carriage Manager VFC must agree before the
brake is released. See the Power Distribution diagram, Figure B-23 on
page B-42.

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Theory of Operation Model 537 Swing-Reach® Truck

Brake

Deadman Switch In parallel operation with the S2 control brake circuit is the S25 brake
control circuit. It functions as follows.
6. With the Right Deadman Pedal UP, the B– path for the brake coil
driver and the brake coil is open. This condition applies the brake.
7. Stepping on the right Deadman Pedal closes S25, which completes
a circuit from:
• JPF1-7 (PPDA, B–PCA) to TP4 (B–). Connections between these
two points include:
• JPF1-7 to JPS19-3
• JPS19-3 to JPC20-3
• JPC20-3 to S25-3
• S25-3 to S25-4
• S25-4 to JPC20-4
• JPC20-4 to JPS19-4
• JPS19-4 to TP4 (B–)
8. With this circuit completed, the brake is now enabled to be
released. The brake will actually be released, when the Brake CNTR
B signal is sent from the Vehicle Manager (travel control is moved
from neutral position).

PDMM-0024 5-60
 Model 537 Swing-Reach® Truck Theory of Operation

Brake

Brake Control The following is for trucks with software versions 4.0 and Up.
The brake is controlled by both the Vehicle Manager and the Carriage
Manager. The Vehicle Manager and the Carriage Manager must both
agree on the position of the Right Deadman Pedal BEFORE the brake
can be released. The Vehicle Manager monitors the position of the Right
Deadman Pedal through S25. The Carriage Manager monitors the
position of the Right Deadman Pedal through S2.

Deadman 1. With the Key Switch ON and the Right Deadman Pedal in its normal
Switches S2/S25 UP position, the brake coil is de-energized. This allows the
compression springs to apply pressure between the armature, rotor,
and mounting plate. With the coil de-energized, the brake is
applied.
2. Stepping on the Right Deadman Pedal causes switches S2 and S25
to close. With S2 closed, the Carriage Manager supplies a ground
(B-INB) from JPC15-5 through the switches to JPC15-6 and JPC15-
9 respectively.
3. With S2 closed, the Carriage Manager supplies both a hardware
input and a software input to the Vehicle Manager.
The hardware input is the “Brake Ctrl A” signal from JPC17-14 over
the Mast Cable to JPS18-4 on the Vehicle Manager.
The software signal is sent to the Vehicle Manager via the BUS+
and BUS- communication lines (JPC20-1 and JPC20-2 to JPS19-1
and JPS19-2).
The following conditions cause the brake to be activated:

Carriage Manager applies brake: Vehicle Manager applies brake:

1. If plugging fails (Code 8D) 1. If no velocity is requested and velocity
is near zero.
2. Any shutdown condition 2. When in Program Mode.
3. When in Program Mode
4. During power-up

4. With S25 closed , a ground (B-INB) path (Deadman2) is supplied

through the Carriage Manager over the Mast Cable to the Vehicle
Manager from JPC20-4 to JPS19-4.
5. The Vehicle Manager compares the hardware and software inputs.
6. When both inputs are turned on, and a velocity of greater than
0.0 mph is requested, the Vehicle Manager sends a signal (Brake
Ctrl B”) from JPS15-9 to the Power Panel Driver Assembly (PPDA)
JPF2-11. This enables the brake coil driver to supply a ground to
the brake coil from JPF5-1, thus releasing the brake.

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Theory of Operation Model 537 Swing-Reach® Truck

Blank

NOTE: The Carriage Manager sends a command to the Vehicle

Manager to release the brake, but the brake is not released until
the Vehicle Manager receives a request for travel.
7. Either the Vehicle Manager or Carriage Manager can apply the
brake. The Vehicle Manager can apply the brake when travel speed
is approximately 0.0 mph and there is no request for travel. The
Carriage Manager can apply the brake via JPC17-4 to JPS18-4.
8. When the Deadman Pedal is depressed and the travel control is
moved, the BR (brake) coil driver is turned on. This energizes the
brake coil, releasing the brake.

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PDMM-0024 5-62
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PDMM-0024 5-64
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Traction System 5. Traction System theory is organized as follows:

The
• Power Transistor theory
• Power Transistor description
• Travel circuit components
• Power Amplifier components
• Connecting Battery
• Turning the keyswitch on
• SelfTest checks
• Closing the Deadman Switches
• Moving the directional speed controller (forward)
• Closed loop speed control
• Torque on demand
• Thermal cutback
• Current limiting
• 1S contactor
• Plugging

Power Transistor The Model 537 has speed ranges from zero to approximately 6.0 mph
Theory in both forward and reverse directions. Infinite selection of speeds from
zero (0) to 6.0 mph is obtained through the use of a main Power
Transistor (Q1).
For all speed requests the Chopper Control Module (CCM) and H-
BRIDGE Control Module (HCM) work in parallel to control the speed of
the truck.
Topics covered in this section include:
• Transistor description
• Transistor switching

Figure 5-3: Power Transistor Appearance

5-65 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Traction System

Figure 5-4: Power Transistor Electrical Symbol

Power Transistor The Power Transistor is a solid state semiconductor device. Its operation
Description is like that of a electronic switch with no moving parts or contact points.
The switching ON and OFF of the transistor is electronically controlled
and can be done at a much faster rate than with mechanical switches.
In addition, the transistor has a much longer service life since it contains
no moving or mechanical parts. Figure 5-3 on page 5-65 shows the
physical characteristics of a Power Transistor while Figure 5-4 on
page 5-66 shows the electrical symbol. Switching the transistor on and
off is done with electrical potential applied to its base lead. This
changes the characteristic of the core material from nonconductive to
conductive. Once the potential is removed from the base lead, the
transistor returns to a nonconductive state.
To demonstrate Power Transistor operation, a transistor is connected to
the circuit shown in Figure 5-5 on page 5-67. The following processes
occur:
• Switch S1 is closed.
• Battery potential is applied between the emitter and collector
through a load resistor. At this point, the transistor acts like an
open switch allowing no current flow.
• When the Chopper Control Module applies potential to the base
lead of the power transistor, the power transistor turns “ON”
allowing a current flow from the collector to the emitter. As long
as power is applied to the base lead of the Power transistor, it
continues to conduct current. Removing current from the base
lead returns the Power Transistor to a nonconductive state
stopping current flow.

PDMM-0024 5-66
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Chopper
Control
Switch S1 Module

Load

Power
Source

Collector

Base Load
Power
Emitter
Transistor

Figure 5-5: Power Transistor Operation

5-67 PDMM-0024
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Traction System

Travel Circuit The Power Panel Assembly contains the following:

Components

Legend
Component Location Function
Ident.
Q1 Power Transistor Power Panel Controls current flow from battery through the drive motor.
CCM Chopper Control Power Panel Monitors/controls Power Transistor for the armature circuit.
Module Receives, amplifies/sends signals from/to Vehicle
Manager.
REC1 Recirculating Power Panel Provides current path for collapsing motor fields in
Rectifier armature when Power Transistor is turned off.
CT1 Current Transducer CCM Measures current in main power lead to motor armature.
HT Temperature Power Panel Monitors temperature of Power Transistor heat sink.
Sensor
VM Vehicle Manager Left of the Interprets signals from input and feedback circuits.
reservoir on the Controls CCM & HCM.
top deck
R1 Plugging Resistor Under battery Provides path for plugging current.

Power Panel Assembly which includes the following:

FU Fuses Power Panel Protects circuits.
– Coil Drivers PPDA Switches contactor coils.
– Base Smoothing FW Noise suppression for Q1.
Capacitor
HCM H-Bridge Control Power Panel Controls drive motor field direction.
FW Field Wiring Power Panel Sends signals from HCM to field transistors Modules (TM1,
Assembly TM2).
TM1, TM2 Field Transistor Power Panel These transistors are mounted to the Field Wiring
Modules Assembly and control current through drive motor field
windings.
L1 Inductor Power Panel Controls peak current through drive motor field windings
to protect the Field Wiring Assembly.
1S Contactor Power Panel Directs pIugging current through resistor R1.

Table 5-1: Travel Circuit Components/Function

PDMM-0024 5-68
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

CM VR1
VFC

BUS+/BUS–

Coil Drivers (4)

B+

FWD
+12 volts
PC
Field PWM HCM PC/B+
REV
PC/B+

A Sense
X Sense Fuses
VM P Sense Coil
PC Sense Drivers

1S P

1S

PC
Drive Motor Encoder
DE
DM

+12 Volts Current

Chopper PWM Chopper

Temperature Sense Control
Armature Current Module
HT
Enable

Figure 5-6: Travel Circuit Functional Block Diagram

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Theory of Operation Model 537 Swing-Reach® Truck

Traction System

Power Amplifier The power amplifier consists of:

Components
• Chopper Control Module (CCM)
• Recirculating Rectifier (REC1)
• Power Transistor (Q1)
• Current Transducer (CT1)

Current Transducer

(FW) (HCM)

Recirculating
Rectifier

(CCM) To Vehicle
Manager

Power Transistor

Temperature Sensor

Figure 5-7: Power Amplifier Schematic

Wiring The wiring cables and harnesses are identified so to give an indication
Conventions of what subsystem they are connected to. Below is a table of the code
sleeve identifications which are used on the cables and the system they
are related to:
Code Sleeve Identification... Attached to...
JPS Vehicle Manager
JPT Chopper Control Module CCM
JPF Power Panel Drive Assembly
JPN Hydraulic Driver Assembly
JPH H-Bridge Control Module (HCM)
JPI POD
JPD Field Wiring Assembly (FW)
JPP Vehicle and Carriage Manager
Power Supplies
JP Standard wiring

PDMM-0024 5-70
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Chopper Control The Chopper Control Module performs four basic functions:
Module (CCM)
• Turns Power Transistor on/off, based on signal from Vehicle
Manager
• Monitors/limits current through Power Transistor
• Monitors Power Panel temperature
• Interfaces Power Amplifier to the Vehicle Manager

Power Transistor When the Vehicle Manager turns the Power Transistor (Q1) on, it sends
Control a signal to the Chopper Control Module (CCM) at JPS1-5 and JPS1-7.
The Chopper Control Module amplifies this signal and sends a signal to
the Power Transistor base lead which causes the Power Transistor to
conduct.

Current Signals to the Power Transistor are continually monitored by the

Monitoring Chopper Control Module (CCM) at JPT1. The main power lead to the
armature passes through Current Transducer CT1. As current passes
through the Power Transistor, an induced signal from CT1 is sent to the
CCM. The CCM in turn sends a signal to the Vehicle Manager which
corresponds to the current sensed at CT1. The CCM dynamically
reduces the Pulse-Width-Modulated (PWM) duty cycle as required to
maintain proper current level.

Power Panel The Power Panel Driver Assembly relays the temperature of the Power
Temperature Transistor heat sink using inputs from temperature sensor HT. The
temperature signal (from the Power Panel Driver Assembly), is sent to
the CCM through JPF15-1. The temperature signal is also sent to the
Vehicle Manager through JPT2-6 and JPS1-6.

Signal Verification The CCM verifies that the signals from the Vehicle Manager (JPS1-5/
JPS1-7) are correct; improper signals are ignored. An example of an
improper signal would be if the Chopper Control Module (CCM)
received a Pulse-Width-Modulated signal at JPT2-7 and did not receive
an enable signal at JPT2-5. This condition might be caused by a broken
wire or a bad processor. This serves as a fail-safe mechanism and
prevents the Power Transistor (Q1) from turning ON.

Power Transistor The Power Transistor is used to control drive motor armature current.
(Q1) The Power Transistor has the capability to be turned ON and OFF at a
very high rate. When a signal is sent to the base line (JPT1-8) of the
Power Transistor, current from the battery is allowed to flow through the
drive motor armature.

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Theory of Operation Model 537 Swing-Reach® Truck

Traction System

Operation of the Circled numbers Q, R ‚ etc., in the circuit illustrations are keyed to
Travel System the corresponding schematics.
See Figure B-6 on page B-11, Figure B-6 on page B-12, and Figure B-7
on page B-13.
NOTE: Figure 5-14 only shows power distribution and none of the
control circuits.

Connecting When a properly charged battery is connected to the truck and all fuses
Battery are good, battery positive (B+) is present at the following: All are with
respect to TP4 (B–).

Battery
From: Where To: Where
1. B+ Battery Open PC contactor tip Contactor
(PC-1) Panel
2. PC-1 Power Open “X” contactor tip Contactor
Panel (X-1) Panel
3. X-1 JPF10-1 PPDA
4. X-1 JPF1-3, JPF1-4 PPDA

Power Panel Driver Assembly (PPDA)

Line: B+INA
From: Where To: Where
5. JPF10-1 PPDA FU2 (B+INA) PPDA
FU2 (B+INA) PPDA FU2 (B+INA) PPDA
6. FU2 (B+INB) PPDA JPF2-1 PPDA
7. JPF2-1 PPDA JPS15-1 VM

Line: B+PWRA
8. JPF1-3, JPF1-4 PPDA FU3, (B+PWRA) PPDA
FU3 (B+PWRA) PPDA FU3, (B+PWRB) PPDA

PDMM-0024 5-72
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Power Panel Driver Assembly (PPDA)

Line: B+PWRB
From: Where To: Where
9. FU3 (B+PWRB) PPDA JPF2-4 PPDA
10. JPF2-4 PPDA JPS15-2 (B+PWRB) VM
11. FU3 (B+PWRB) PPDA JPF2-5 PPDA
12. JPF2-5 PPDA JPS15-3 VM
JPS15-3 supplies power to the electronic steering system
13. FU3 (B+PWRB) PPDA JP11-3 PPDA
14. FU3 (B+PWRB) PPDA JPF3-2 PPDA
15. JPF3-2 PPDA JPN10-1 (B+PWRB) HDA
16. JPF11-3 (B+PWRB) PPDA S12 (In Normal Position) Power Section
S12 Power Section JPF11-6 (B+PWRC) PPDA
JPF11-6 PPDA JPF4-1 PPDA

Hydraulic Driver Assembly (HDA)

Line: B+PWRB
From: Where To: Where
17. JPN10-1 (B+PWRB) HDA JPN8-1, JPN8-2, JPN8-3, HDA
(B+ PWRB)
18. JPN8-1 HDA JPN8-7, JPN8-8, JPN8-4, HDA
and JPN8-5
JPS15-3 supplies power to the electronic steering system
19. JPN8-2 HDA JPN8-6 (B+ for SOL3) HDA
20. JPN8-3 HDA JPN8-9 (B+ for SOL4) HDA

Vehicle Manager (VM)

Line: B+PWRB
From: Where To: Where
21. JPS15-1 (B+INB) VM JPS18-1 (B+INB) VM
B+INB is not used by the Vehicle Manager. B+INB passes through the Vehicle Manager
over the mast cables to the Carriage Manager (JPC17-1).
22. JPS15-2 (B+PWRB) VM JPS18-2 (B+PWRB) VM
23. JPS18-2 (B+PWRB) VM JPC17-2 (B+PWRB) CM
24. JPS15-3 (ES PWR IN) VM Steer Relay Contacts VM
This line is used by electronic steering, but controlled
by the Vehicle Manager through the Steer Relay.

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Traction System

Carriage Manager (CM)

Line: B+INB
From: Where To: Where
25. JPC17-1 (B+INB) CM JPC15-1 (B+INB) CM
26. JPC15-1 CM S1-1 SOD

Line: B+PWRB
From: Where To: Where
27. JPC17-2 CM JPC19-1 (This power is CM
used for optional lights
and fan.)
JPC10-1, JPC10-3,
JPC10-5, JPC10-7,
JPC13-1, JPC21-1,
JPC15-9
28. JPC10-1 CM JPC10-2 (B+ for SOL34B) CM
JPC10-3 CM JPC10-4 (B+ for SOL34A) CM
JPC10-5 CM JPC10-6 (B+ for SOL35B) CM
JPC10-7 CM JPC10-8 (B+ for SOL35A) CM
29. JPC13-1 CM JPC13-6 (B+ for SOL36) CM

Power Panel Driver Assembly (PPDA)

Line: B+PWRC (Powered from FU3: B+PWRB)
From: Where To: Where
30. JPF4-1 (B+PWRC) PPDA JPF4-7, JPF4-9, JPF4-11, PPDA
and JPF4-10
Supplies B+ for PC, X, P and B contactor coils.
31. JPF15-6 PPDA JPT1-4 CCM

Turning Keyswitch During initial power-up, the SOD displays the hour meters and then
(S1) ON - PC Not performs a SelfTest of all inputs and outputs. SelfTest takes
Energized approximately eight seconds. During SelfTest, contactor coils and
circuits controlled by the Vehicle, Carriage, and intellispeed™ Manager
are momentarily activated and sensor leads are checked for correct
voltage signals. If a problem is detected, the Vehicle Manager prevents
truck operation and a fault code for the detected malfunction is
displayed on the SOD.
All the following are with respect to TP4 (-). (See Figure B-8 and Figure
B-9).

PDMM-0024 5-74
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Since the keyswitch is connected by the Carriage Manager, this

discussion starts at the Carriage Manager.

Carriage Manager (CM)

Line: B+INB
From: Where To: Where
1. S1-1/S1-2 SOD JPC15-2 CM

Line: Keyswitch
2. JPC15-2 CM JPC17-3 CM
3. JPC17-3 CM JPS18-3 VM
4. JPC15-2 CM JPC14-6/JPP1-1 CM Power
Supply
The Carriage Manager Power Supply produces the following:
• +5 volts
• +5.3 volts
• +12 volts
• B+ filtered

+5 volts
5. JPP1-5/JPC14-2 CM Power JPC12-7, JPC13-7, CM
Supply JPC16-5, JPC24-9,
JPC23-9
6. JPC12-7 CM VR5-1 Top of Aux
Mast
7. JPC13-7 CM VR6-CW Aux Carriage
8. JPC16-5 CM JPE1-5 Steering
Encoder Card
9. JPC24-9 CM VR1-CW Right Control
Handle
10. JPC23-9 CM VR4-CW Left Control
Handle

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Theory of Operation Model 537 Swing-Reach® Truck

Traction System

Carriage Manager (CM) (Cont’d)

+5.3 volts
11. JPP1-4 CM Power JPC14-3 CM
Supply
The +5.3 volts is used internally by the Carriage Manager.

+12 volts
From: Where To: Where
12. JP1-3/JPC1-4 CM Power *JPC12-5, *JPC13-5, CM
Supply JPC16-9, JPC11-10,
*JPC11-15, *JPC18-9,
JPC24-15, JPC23-15
13. JPC12-5* CM JPK1-3 PROX1 +
14. JPC13-5* CM JPK3-3 PROX2 +
15. JPC16-9 CM JPE1-9 Steering
Encoder Card
16. JPC11-10* CM JPI1-10 SOD
17. JPC11-15* CM JPI1-15 SOD
18. JPC18-9* CM JPQ1-9 POD
19. JPC24-15 CM VR2-CCW Right Control
Handle
20. JPC23-15 CM VR3-CCW Left Control
Handle
* The 12 volts supplied to these points on Carriage Managers having a Distribution
Board P/N of 838-007-393/006 or higher suffix, will be .5 to .7 volts lower than the
voltage measured at power supply test points TP5 WRT TP1.

PDMM-0024 5-76
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Vehicle Manager (VM)

B+Key Switch
From: Where To: Where
21. JPC18-3 VM JPS14-4, JPS12-6 VM
22. JPS14-4 VM PS-JP1-1 Electronic
Steering Power
Supply
23. JPS12-6 CM JPPI-1 VM Power
Supply
The Vehicle Manager Power Supply produces the following:
• +5 volts
• +5.3 volts
• +12 volts
• B+ filtered
+5 volts
24. JPS20-15 VM JPW5-2 Steering
Interface Card
25. JPS11-8 VM JPN7-8 HDA
26. JPS17-5 VM JPM1-5 Drive Motor
Encoder (DE)
+5.3 volts
27. JPP1-4 VM Power JPS12-3 VM
Supply
+12 volts
From: Where To: Where
28. JPP1-3 CM Power JPC14-3 CM
Supply
29. JPS12-4 VM *JPS20-10, *JPS20-11, VM
JPS20-5, JPS11-13,
*JPS11-15, *JPS21-15,
JPS1-9, JPS2-9, JPS16-15
30. JPS20-10* VM JPW5-7 Steering
JPS20-11* JPW5-14 Interface Card
JPS20-5 JPW5-10
31. JPS11-13* VM JPN7-13 HDA
JPS11-15* JPN7-5
32. JPS21-15* VM JPF6-15 PPDA
33. JPS1-9 VM JPT2-9 CCM
34. JPT2-9 CCM JPT1-7 CCM
35. JPT1-7 CCM JPF15-2 PPDA
36. JPS2-9 VM JPH2-9 HCM
37. JPS16-15 VM JPY5-15 IM
* The 12 volts supplied to these points on Vehicle Managers having a Distribution
Board P/N of 838-006-248/002 or higher suffix, will be .5 to .7 volts lower than the
voltage measured at power supply test points TP5 WRT TP1.

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Traction System

Power Panel Driver Assembly (PPDA)

+12 volts
From: Where To: Where
38. JPF15-2 PPDA JPF12-1 PPDA
39. JPF12-1 PPDA HT HT

H-Bridge Control Module (HCM)

+12 volts
From: Where To: Where
40. JPH1-7 HCM JPD1-7 FW

intellispeed™ Manager (IM)

+12 volts
From: Where To: Where
41. JPY5-15 IM PRES2 + *JPY3-3 Main Lift
Pressure
Sensor
42. JPY5-15 IM PRES1 + *JPY4-3 Mini Lift
Pressure
Sensor
43. JPY5-15 IM IL1 IM
* The 12 volts supplied to these points on intellispeed Manager having a Circuit Board
P/N of 154-012-415/003 or higher suffix, will be .5 to .7 volts lower than the voltage
measured at power supply test points JPY5-15 WRT JPY5-14.

44. With the keyswitch turned on, battery potential is supplied to the
electronic steering power supply. It in turn generates the following
voltages for the steering/guidance system:
• Vs = 12 volts
• Vr = 6 volts
• Vd = 5 volts
45. +5 volts is fed from PS-JP1-15 (ES power supply) to JPW3-16 on
the Solenoid Control Card, then to VR8.
46. +12 volts is fed from PS-JP1-9 (ES power supply) to JPW1-4, then
to JP33-1 on the wire guidance sensor.

PDMM-0024 5-78
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Start-up Sequence There are two start-up sequences. The two sequences are identical
except one shows the hour meters and the other doesn't. To have the
hour meters show during start-up, depress and hold the horn button
before turning the keyswitch on.
Depressing the horn button before turning the keyswitch from OFF to
ON causes the SOD to display the hour meters; then the system
performs a series of system self-tests.
If the horn button is depressed, then the keyswitch is turned on, the
following appears on the SOD:

Time
Identifier Meaning Displayed (in
seconds)
xxxx.xHD Hours on Deadman 3
xxxx.xHL Hours spent lifting 3
xxxxxx.TM Traction 3
Maintenance Index
SelfTest System SelfTest 2.5 - 8.0
PASSED SelfTest Passed 1
XXX% BSOC 1
Please complete Message to operator –
daily checklist
lnitialize to allow Elevate carriages to –
full speed allow full speed

If the keyswitch is turned on without depressing the horn button, the

following will appear on the SOD:

Time
Identifier Meaning Displayed (in
seconds)
SelfTest System SelfTest 2.5 - 8.0
PASSED SelfTest Passed 1
XXX% BSOC 1
Please complete Message to operator –
daily checklist
lnitialize to allow Elevate carriages to –
full speed allow full speed

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Traction System

SelfTest Checks During the SelfTest portion of power-up, the following are checked for
correct operation before the PC contactor is energized.
1. Communication with SOD is checked.
2. Software checksums are compared.
3. Battery State-of-Charge (BSOC) is calculated.
4. Position of deadman switch (S2) is checked.
5. “SelfTest” is displayed.
6. Correct software versions are checked.
7. Temperature limit on Power Amplifier is checked.
8. The PC and X contactor tips are open.
9. On trucks with software versions 4.0 and higher - The operator is
instructed to “Step on Deadman...”
• When the Deadman Pedal is depressed, the system verifies that
both the deadman switches (S2/S25) are closed.
PLEASE NOTE: A common cause of Code 8C is that only one of
the deadman switches is closed when the system expects to see
both switches closed. This could be caused by a variety of
reasons from not having the deadman pedal depressed all the
way, to a bent actuator or misadjusted switches. It is critical that
the deadman switches be adjusted so that both are actuated at
the same time.
NOTE: The proportional lift valve is energized (full open) during
SelfTest. This prevents the mast from lifting when the lift
contactor is energized.
10. 1S, X, and PC contactor coils are energized simultaneously, and it is
verified that the X and PC contactor tips close.
11. The P contactor tips are open.
12. X contactor coil is de-energized and P contactor is energized.
13. The X contactor tips are open and the P contactor tips are closed.
14. P contactor tips are opened.
15. HCM and CCM are prepared for operation.
16. The parking brake is checked for functioning properly.
17. The P contactor tips are still open.
18. Operation of horn is checked.
After these tests have been completed and all systems check OK, the
Vehicle Manager keeps the PC contactor energized. If a problem is
detected, SelfTest stops at the point of the problem, opens the PC
contactor if necessary and displays the appropriate fault code on the
SOD.

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 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Turning Keyswitch See Figure B-10 and Figure B-11.

(S1) ON - PC
1. After SelfTest determines the system is OK, the Vehicle Manager
Energized provides negative potential to the PPDA, JPS21-1 to JPF6-1. This
causes the PC coil driver to turn on.
2. With the PC coil driver turned on, JPF4-7 on the PPDA provides
negative potential for the PC contactor coil.
3. The negative path which the PC contactor coil completes back to B-
is as follows:
• JPF4-7 (PPDA) through the PC Coil Driver to JPF2-7 (PPDA)
• JPF2-7(PPDA) to JPS15-7 (VM)
• JPS18-6 (VM) to JPC17-6 (CM)
• JPC15-3 (CM) through the Emergency Off Button to JPC15-4
(CM)
• JPC17-8/9 (CM) to JPS18-8/9 (VM)
• JPS15-8/9 (VM) to JPF2-8/9 (PPDA)
• JPF1-5/6 to B–
4. The PC contactor coil energizes, closing the PC contactor tips.
5. The Vehicle Manager provides negative potential to the PPDA,
JPS21-2 to JPF6-2. This causes the 1S coil driver to turn on. The 1S
contactor coil energizes, closing the 1S contactor tips.
With the PC contactor tips closed, the following circuits are activated: All
are with respect to TP4 (–).

Power Circuits
From: Where To: Where
6. PC-2 through FU7 Contactor Collector of Power Contactor
and drive motor Panel Transistor Q1 Panel
armature
7. PC-2 through FU7 Cathode side of REC1
and 1S
8. PC-2 P-1 of open Lift Pump
Contactor tips
9. PC-2 through FU10 FW B+ Field Wiring
and L1 (FW)
10. FW B+ Field Wiring FW B+ to TM1/TM2 Field Wiring
(FW) (FW)
11. JPD1-4 Field Wiring JPH1-4 HCM
(FW)

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Control Circuits
From: Where To: Where
12. P-1 P Contactor JPF1-1 PPDA
Tip
13. B+ PCA through PPDA B+ PCB PPDA
FU1
14. B+ PCB PPDA JPF13-1 PPDA
15. JPF13-1 through the PPDA JPF13-2 PPDA
Warning Light
The warning light does not come on until
the right Deadman Pedal is depressed actuating S25.
16. TP7 Contactor JPF4-6 (PC-Sense) PPDA
Panel
17. JPF4-6 PPDA JPF6-9 PPDA
18. JPF6-9 PPDA JPS21-9 VM
This sense line allows the Vehicle Manager to determine if the PC contactor tips are
open or closed. When closed, the PC-Sense line is approximately B+.
19. FU1 (B+PCB) PPDA JPF5-2 (B+PCC) PPDA
20. JPF5-2 through Brake JPF5-1 (B–PCC) PPDA
brake coil Assembly
21. FU1 (B+PCB) PPDA JPF11-1 (B+PCC) PPDA
22. JPF11-1 PPDA Brake release switch (S12 Contactor
- open leg) Panel
23. FU1 (B+PCB) PPDA JPF11-2 (BRAKE) PPDA
24. JPF11-2 (BRAKE) PPDA Brake release switch (S12 VM
- open leg)

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 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Closing Deadman See Figure B-12 through Figure B-13.

Switches (S2 and
There are two Deadman Pedals on the Model 537. Travel Deadman
S25) switches (S2 and S25) are located on the right side of the operator's
compartment while facing the forks. S25 controls the operation of the
brake. The load handler Deadman switch (S9) is located on the left
Deadman Pedal.
When travel Deadman switch S2 is depressed, the following occurs:

Control Circuits
From: Where To: Where
1. S2-4 Operator’s JPC15-6 CM
Compartment
2. JPC15-6 CM Carriage Manager VFC CM
3. JPC20-1/JPS20-2 CM JPS19-1/JPS19-2 VM
The Carriage Manager sends a message over the BUS+/BUS– communication lines
(JPS19-1/JPS20-2) informing the Vehicle Manager that S2 has been closed.
4. JPS21-4 VM JPF6-4 PPDA
5. JPF1-5 PPDA B– B–2
Negative potential from the Vehicle Manager (JPS21-4) to the PPDA (JPF6-5) turns the
“X” contactor coil driver on. With the “X” contactor coil driver turned on, a negative path
for the “X” contactor coil is completed through the coil driver to B– via JPF1-5 (B–PWRB).
The “X” contactor coil energizes, closing the “X” contactor tips...the auxiliary motor
starts.
6. JPS20-1 VM JPW5-15 Interface
Card
This signal lets the electronic steering system know that the right Deadman Pedal has
been depressed. Power is supplied to the proportional steering solenoid (SOLA/SOLB)
from JPS14-5 (ES PWR OUT) to JPW3-10 (Relay B+) to JPW3-8 and JPW3-13 (B POS).

7. Software Versions Below 4.0: When S25 closes, a circuit between

S25-3 and S25-4 is completed. This action completes a B- path
from B-PCA (JPF1-7) through S25 on to B– which prepares the
brake coil driver to be energized. The brake is not to be released
until an output command is sent by the Vehicle Manager.
Software Versions 4.0 and Up: When S25 closes, JPS19-4 goes
to B–. The brake is not to be released until an output command is
sent by the Vehicle Manager.
NOTE: If the right Deadman Pedal is released while the truck is moving,
an input from the drive unit encoder (DE) to the Vehicle Manager
(JPS17), keeps the auxiliary system operating (steering enabled)
for 2 seconds after the drive motor has stopped turning.

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Moving When the travel controller is moved to the forward position (forks
Directional/Speed first), the wiper in variable resistor VR1 is moved so that the voltage
Control output increases. The Vehicle Manager, sensing this increase in
voltage, causes the following to occur: See NOTE.
NOTE: For clarity and simplification, only circuits directly related to
vehicle travel are traced on remaining operation of the travel
system diagrams. All are with respect to TP4 (B–).

Control Circuits
From: Where To: Where
1. VR1 Right JPR1-11 CM
Controller
2. JPR1-11 Right VFC CM
Controller
3. VFC CM JPC20-1/JPC20-2 CM
4. JPC20-1/JPC20-2 CM JPS19-1/JPS19-2 VM
Based on the inputs received, the Vehicle Manager sends out appropriate outputs.

In this case, the Vehicle Manager has recognized that the travel Deadman (S2) has been
depressed and then an input from VR1 for forks first travel has been received.

If the proper signals appear in the correct sequence, the Vehicle Manager turns both the
CCM and HCM on. Signals are as follows:

5. JPS2-1 VM JPS2-1 (Forks first) HCM

6. JPS1-5 VM JPT2-5 CCM
This signal enables the CCM and prepares it for operation.

7. JPS2-7 VM JPH2-7 HCM

Pulses are generated by the Vehicle Manager for the HCM. The HCM turns the field
control transistors (TM1, TM2) ON. TM1/TM2 act as switches to control the amount and
direction of current through the drive motor field windings.

8. JPS1-7 VM JPT2-7 CCM

9. JPT1-8 CCM Q1-B Q1
The Vehicle Manager also pulses the CCM which controls current through the drive
motor armature windings.
10. B+ PCB PPDA JPF5-2 PPDA
11. JPF15-6 VM JPF2-11 PPDA
This signal energizes the brake coil driver.
12. JPF5-1 PPDA BR Coil Brake
Assembly
The BR coil driver supplies B– to energize the brake coil, releasing the brake. (If brake
release switch, S12, is moved to the NORMAL position, the brake coil is energized
through B+PWRB. With S12 in the OFF position, B+ is removed from the “B,” “PC,” “X,”
and “P” contactor coils and respective coil drivers.)

PDMM-0024 5-84
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Since both the field and armature windings have battery current flowing
through them, and the parking brake is released, the drive motor turns,
causing the truck to move.
This traction motor is shunt wound. This allows the pulse width and
frequency to the HCM and CCM to be controlled independently by the
Vehicle Manager.
The pulse width and frequency from the HCM and CCM depend on the
following:
a. Load on the vehicle
b. Speed of the vehicle (as seen by the Drive Motor Encoder-DE)
c. Speed request from VR1
d. Temperature of drive motor and power panel
e. Elevated height of forks and operator's carriage
f. Current present in drive motor field and armature
g. Speed limitation due to load handler position
h. Guidance inputs, if present.
If any malfunction occurs in the travel circuit or other systems monitored
by the Vehicle Manager, vehicle operation will be limited or disabled
depending on the fault detected.
13. When the truck moves, a signal is generated by the drive motor
encoder (DE) and sent to the Vehicle Manager at JPS17.
• The phasing of this signal is how the Vehicle Manager
determines vehicle's direction.
• Actual truck speed is determined by the Vehicle Manager
counting the number of pulses generated by the drive motor
encoder (DE).
14. Power Transistor (Q1) current is continuously monitored by the
current transducer, located on the Chopper Control module. If
maximum current is exceeded, the Chopper Control Module
reduces the duty cycle of the Power Transistor.
15. When the Power Transistor (Q1) is turned off, see Figure 5-11 on
page 5-89, the electrical field within the drive motor armature
collapses, creating current which is recirculated back through the
drive motor armature through the recirculating rectifier (REC1) and
the 1S contactor tips, completing the circuit.

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Traction System

H-Bridge The H-Bridge consists of the H-Bridge Control Module (HCM) and Field
Wiring Assembly (FW). The HCM is connected to the Vehicle Manager
and takes the directional signals at JPS2-1 and JPS2-5, and the Field
PWM signal at JP52-7. The HCM amplifies and buffers these signals for
use by the Field Transistor Modules, TM1 and TM2. The Field Wiring
Assembly controls the current through the drive motor field windings in
response to signals from the Vehicle Manager. The HCM also provides
current limiting for the Field Wiring Assembly.
Control signals for TM1 and TM2 are sent to the Field Wiring through
JPH1 pins 1, 3, 5, and 8. These signals are connected to the base of
each transistor in TM1 and TM2.
The Field Transistor Modules each contain two transistors. The field
winding is electrically connected between the two modules. For the
following explanation see Figure 5-8.

FW B+

TM1 TM2

T1 T3
S2
FW1 FW2

T2 T4

FW B-

Figure 5-8: Field Transistor Module

The transistors in TM1 and TM2 are used as switches to control the
direction of the current flow in the field windings. There are two
transistor modules on the FW Board.
When the transistor is “ON,” current flows through the transistor.
The Vehicle Manager sends signals to the HCM to turn T1 of TM1, and
T4 of TM2 for one direction of travel, and T3 of TM2, and T2 of TM1 for
the other.

PDMM-0024 5-86
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

When traveling forks first, current flows from:

1. TP7, B+, through L1, to FW B+ on the FW Board.
2. FWB+ to C1 of TM1.
3. C1 through the transistor and to C2E1 of TM1 to FW-1 through the
field windings to FW-2.
4. FW-2 to C2E1 (TM2) through the transistor to E2 (TM2) to FW B– to
TP4.
5. At the same time, the armature current is flowing through Q1. This
causes the drive motor to rotate and causes the truck to travel in the
forward direction.

Figure 5-9: H-Bridge Current Flow During Forks-First Travel

When a tractor-first direction is requested, the signal to T1 and T4 is

removed. T1 and T4 turn off and act like “OPEN” switches. The Vehicle
Manager then sends signals to the HCM which turns on T2 of TM1 and
T3 of TM2.

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Traction System

Current flows from:

1. TP7, B+, through L1, to FW B+ on the FW Board.
2. FW B+ to TM2-C1 through the transistor to C2E1 of TM2.
3. C2E1 of TM2 to FW-2, through the Field Winding to FW-1.
4. FW-1 through C2E1 of TM1 through E2 (TM1) to FW B– then to TP4
(B–).
When traveling forks first, current flowing through the drive motor field
windings is in the opposite direction of that for tractor first. Current
flowing in the drive motor armature always flows in the same direction.
Field current is reversed to change the rotation direction of the drive
motor armature.

Figure 5-10: H-Bridge Current Flow Reverse, Tractor First

PDMM-0024 5-88
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Figure 5-11: Schematic - Power Transistor OFF

5-89 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Traction System

Contactor Coils The coil drivers allow the use of 24-volt contactor coils even though this
is a 48-voIt truck. This is accomplished by the Vehicle Manager
determining the voltage of the battery and pulsing the appropriate
contactor coil to a level that does not exceed 24 volts.
For a 24-volt truck, the contactor coils would not need to be pulsed,
therefore the coil (when energized) is on all of the time. But since this is
a 48-voIt truck, the coil (when energized) is pulsed at a rate of 50% ON
and 50% OFF (48 volts X 0.50 = 24 volts).
In Figure 5-12, three separate test points are shown, with the resulting
readings, that would be found in both energized and de-energized
states.

Voltage Reading Voltage Reading

(Contactor Coil Not (Contactor Coil
Energized) Energized)
Test Case 48V Battery 48V Battery
1 48 48
2 0 24
3 48 24

24V
Contactor
Coil
Battery 2
1
Coil Meter
Driver

Power Panel Driver Assembly,

TP4
Hydraulic Driver Assembly, or
3 Carriage Manager

Figure 5-12: Voltage Readings for 24-Volt Contactor Coil

PDMM-0024 5-90
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

Closed Loop The closed loop speed control provides precise speed control by
Speed Control supplying a feedback signal to the Vehicle Manager. The principal
components of the closed loop speed control are:
• Vehicle Manager
• Chopper Control Module (CCM)
• Power Transistor (Q1)
• Drive motor (DM)
• Drive motor encoder (DE)
• H-Bridge Control Module (HCM)
• Field Wiring Card (FW) (Motor Fields)
The following sequence occurs many times per second. See Figure 5-13
on page 5-92.
1. The speed request from VR1 is sampled.
2. Actual speed feedback is sent from the drive motor encoder (DE) to
the Speed Accumulator.
3. The difference between the requested speed and the actual travel
speed is calculated and an error signal is generated by the Vehicle
Manager.
4. The error signal is converted to a pulse-width modulated signal
(PWM).
5. The PWM is amplified by the Chopper Control Module (CCM).
6. The Power Transistor (Q1) is pulsed on/off.
7. When the Power Transistor is on, battery current flows through the
drive motor armature.
8. The Vehicle Manager sends pulse-width modulated signals to the
HCM. The HCM pulses the Field Wiring Assembly (FW), which
controls battery current through the drive motor field windings.

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Traction System

9. As the drive motor turns, the drive motor encoder (DE) rotates
sending the quadrature feedback signal to the Vehicle Manager,
and the process repeats.

FW HCM Speed Carriage

Limit Input Manager
8 2
Current

Speed
DE
Accumulator

Current Field/Armature
7 Drive Current Ratio
Motor Controller

PWM 3
CCM Generators
4
6
5 Vehicle Manager

Figure 5-13: Closed Loop Speed Control

Torque On Torque on demand allows the truck to smoothly climb out of potholes or
Demand other floor obstructions. For this situation, assume the truck is stopped
with the drive tire resting in a depression in the floor, and the following
occurs: (See Figure 5-14 on page 5-93.)
1. A travel request has been received from VR1, but the obstruction
prevents the drive motor from turning.
2. The speed request remains constant.
3. The speed error signal increases the longer the truck doesn't move.
4. The pulse width modulated (PWM) duty cycle increases (more ON
time). This keeps the Power Transistor turned on for a longer period
of time, increasing the current through the drive motor armature.
Drive motor torque is proportional to the current level in the field
windings; more current gives greater torque.
5. The Vehicle Manager sends pulse-width modulated signals to the
HCM. The HCM pulses the Field Wiring Assembly (FW), which
controls battery current through the drive motor field windings.

PDMM-0024 5-92
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

6. The drive motor encoder (DE) can sense even the smallest amount
of drive motor rotation. If the truck is driven against a solid object,
the drive motor encoder senses that the drive motor cannot rotate
and disables travel after a brief period of time. The travel controller
must be returned to neutral position before attempting to travel
again.

FW HCM Speed Carriage

Limit Input Manager
8 2
Current

Speed
DE
Accumulator

Current Field/Armature
7 Drive Current Ratio
Motor Controller

PWM 3
CCM Generators
4
6
5 Vehicle Manager

Figure 5-14: Torque on Demand

The Vehicle Manager monitors vehicle operation and controls

performance as required to ensure safe vehicle operation and prevent
damage to various systems of the truck. The following functions are
monitored and truck performance adjusted to suit:
• Thermal Limitations
• Elevated Height and Weight Limits
• Other speed limit conditions (i.e., load handler position, guidance
inputs)

Thermal Cut-Back A temperature sensor on the Power Amplifier and the one one drive
motor monitor temperatures. The output of the temperature sensors is
fed into the Vehicle Manager. As the temperature rises in the traction
system, the Vehicle Manager reduces the maximum speed of the truck
as shown below. However, plugging strength is not reduced even if

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Theory of Operation Model 537 Swing-Reach® Truck

Traction System

performance is reduced as a result of higher temperatures on the Power

Transistor (Q1).

Travel Prevented Speed Limit = 1 mph

260°F
(126°C)
240°F
Drive Motor (115°C)
Temperature Speed reduction is linear as
the temperature of the drive
motor and Power Panel
220°F increases.
(104°C)

100%
Power
Available

180°F 205°F
(82°C) (96°C)
Power Panel Temperature

Figure 5-15: Speed Reduction as Drive Motor Temperature Increases

The Vehicle Manager adjusts the speed of the vehicle as follows:

1. The positive temperature coefficient sensor (HT) measures the
Power Transistor temperature and sends the signal to the Power
Panel Driver Assembly at JPF12-2, then sends this signal from
JPF15-1 to the Chopper Control Module at JPT1-10.
2. The temperature signal is conditioned by the Chopper Control
Module (CCM) and sent from JPT2-6 to the Vehicle Manager at
JPS1-6.
3. The positive temperature coefficient sensor (DT) measures the drive
motor temperature and sends the signal to the Vehicle Manager at
JPS17-6.
4. The Vehicle Manager reduces the maximum allowable speed as the
temperature rises.

PDMM-0024 5-94
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

5. With the PWM duty cycle (on time) of the Power Transistor reduced,
less current will flow through the motor armature, generating less
heat.

3
DM
Vehicle Manager
HT 4
5
PWM
CCM Speed Limit
Generator

1 2

Figure 5-16: Thermal Cut-Back

Current Limiting The Chopper Control Module (CCM) continually adjusts the pulse-width
modulation (PWM) signal from the Vehicle Manager so current limit is
never exceeded. The following process occurs many times per second:
(See Figure 5-17)
1. Drive motor armature current is monitored by the current sensing
device CT1.
2. The “duty cycle” of the PWM signal is reduced by the CCM as
needed so that maximum current is never exceeded.

CT1

CCM
3
2
Q1

Figure 5-17: Current Limiting

3. The lowered duty cycle causes the Power Transistor to conduct less
current. See Figure 5-18.

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Traction System

NOTE: The green LED on the CCM is lit whenever current limiting is
active. During acceleration and plugging, current limiting is
normal and does not indicate a problem with the system.

Off Time
On Time

Time Period
On Time
Off Time

Figure 5-18: Duty Cycle Comparison for Current Limiting

Plugging When the truck is traveling in one direction and the control handle is
moved through neutral to the opposite direction to stop the truck and/or
change directions, the process of plugging occurs. “Proportional
plugging” means that the farther the control handle is moved, the
quicker the trucks stops and changes direction.

1S Contactor The 1S contactor is the plugging resistor bypass contactor. The 1S

contactor is used to bypass the plugging resistor at all times except
when the traction system is in the plugging mode. The function of the IS
contactor is to:
• reduce power losses during acceleration
• permit greater acceleration rates
• lower drive motor temperatures

Plugging, Forward 1. The travel control is moved to a tractor-first travel position while the
to Reverse truck is still traveling forks-first.
2. The Carriage Manager receives this input at JPC24-11.
3. The Carriage Manager VFC sends a tractor-first travel message to
the Vehicle Manager over BUS+/BUS–, (JPS19-1 /JPS19-2).
4. The Vehicle Manager stops pulsing the Power Transistor (turning it
off).
5. The Vehicle Manager senses that the truck is still moving forward
because of the input from the drive motor encoder (DE) at JPS17.

PDMM-0024 5-96
 Model 537 Swing-Reach® Truck Theory of Operation

Traction System

6. The Vehicle Manager turns the 1S coil driver off by stopping the
signal between JPS21-2 and JPF6-2.
7. When the 1S coil driver turns off, the negative potential for the 1S
contactor coil is eliminated and causes the 1S coil to de-energize,
opening the 1S contactor tips.
8. A tractor-first command signal is sent from the Vehicle Manager
(JPS2-5) to the HCM (JPH2-5).
9. A pulse-width modulated (PWM) signal is sent from the Vehicle
Manager (JPS2-7) to the H-Bridge Control Module (HCM, JPH2-7)
to reverse the current through the motor field windings.
10. The H-Bridge Control Module (HCM) amplifies and sends the signal
to the Field Wiring Assembly (FW) slowing the truck.
11. The Power Transistor (Q1) is OFF during plugging.
12. Plugging mode only continues while the truck is traveling in the
direction opposite that of the controller handle. Once the truck
comes to a stop, the 1S contactor is once again energized and
plugging mode ends.
13. Since the 1S contactor tips are open during plugging, REC1
recirculates current generated by the drive motor through plugging
resistor R1.
14. Plugging current is dissipated as follows:
• R1 dissipates 1/2 plugging current as heat
• drive motor armature dissipates remaining 1/2 plugging current
as heat and braking torque
NOTE: There are no error codes that directly sense a 1S contactor
failure. Several fault codes which may indicate a problem with
the 1S contactor are codes 11, 13, 22, 34, and any code related
to the power panel or drive motor overheating. A discolored
commutator or damaged brushes may indicate a problem with
the 1S contactor. To test the 1S contactor, run test O03.

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Theory of Operation Model 537 Swing-Reach® Truck

Battery State-of-Charge Feature

Battery State- BSOC (Battery State-of-Charge) is a feature that monitors and

of-Charge remembers the charge level of the battery connected to the truck and
Feature prevents excessive discharging of that battery. Operating a truck using a
discharged battery can damage both the battery and the electrical
components that make up the truck's electrical system.
At power-up, BSOC tests the battery to determine if it is the same battery
that was installed at power-down. If it is the same battery, it continues to
monitor the battery for discharge and updates the Operator's Display as
required.
If a different battery is detected, BSOC tests to determine the state-of-
charge of the new battery. These tests are as follows:
• BSOC computes the charge of the battery that was connected to
the truck with the new battery's charge. A charge difference of at
least 50% between the two batteries resets BSOC to show the
state-of-charge of the new battery, i.e., the displayed state-of-
charge of the new battery minus the displayed state-of-charge
of the old battery must equal or exceed 50. This reset can be
higher or lower than the old battery. Example - A battery in the
truck is at 10% charge; the new battery is at 95%. With more
than a 50% difference in the charge levels, BSOC resets the
Operator's Display to show the new battery's charge.
• BSOC looks at the configured reset point. BSOC reset is
programmable from 75% to 100% of total battery charge and
can be changed by entering Configure Mode using the
SuperWrd. The new battery must be equal to or greater than the
configured percent of charge before the BSOC will change.
Example - BSOC configured at 95%. Plugging in a battery at
anything below 95% charge will not change the Operator's
Display. Older batteries may require a lower configured value
for BSOC since older batteries may be unable to reach a higher
percent charge. Therefore, older batteries may require BSOC
configured to 85% before the Operator's Display will reset to
show the charge of the new battery.
The following example describes installing a new battery when the
Operator's Display does not reset. Assume the following:
• BSOC configured at 95%, the battery connected is at 45%
charge, and the new battery is at 92% charge.
Since the new battery charge has not changed by at least 50% and the
state-of-charge of the new battery is not greater than the BSOC reset
configured value, the Operator's Display continues to show the old
battery's charge of 45% (even though the new battery is at 92%). What
occurs is that the Operator's Display remains at 45% until the charge of
the new battery declines to 45%. Then the display resumes its normal
descent.

PDMM-0024 5-98
 Model 537 Swing-Reach® Truck Theory of Operation

Auxiliary System

One final example. Assume the following:

• BSOC configured at 95%, the battery connected is at 65%
charge, and the new battery is at 20% charge.
Again, the change in charge is not at least 50% and the new battery is
not above the configured BSOC level. The Operator's Display continues
to show 65%, but then descends rapidly as the truck operates until the
Operator's Display shows the original charge of 20%. Once the display
shows 20%, it resumes a normal descent.

Auxiliary The auxiliary system consists of:

System • Reservoir
• Auxiliary motor and pump
• Solenoids
• SOL3 - Load Handler Select
• SOL34A/SOL34B - Proportional Traverse Solenoid
• SOL35A/SOL35B - Proportional Fork Control Solenoid
• SOL36 - Reach Solenoid
• Traverse and rotate actuators
• Reach cylinders
• Several relief and check valves
• Steering
• Crossover reliefs and counterbalance valves

Reservoir The reservoir is located in the power section above the battery. The
capacity of the reservoir is approximately 7.42 gallons (28 liters).

Auxiliary Pump The auxiliary pump and motor assembly is located in the lower right
and Motor side of the power section.

SOL3 SOL3 is located in the left side of the power section when facing the
tractor, below the steering proportional steering valve. SOL3 controls
hydraulic flow to the mini mast.

SOL34A/34B These proportional solenoids are located on top of the mini mast and
control hydraulic flow to the traverse motor.

SOL35A/35B Proportional solenoids SOL35A/35B are located on top of the mini

mast. They are used to control the hydraulic flow to the rotate actuator
or the reach cylinders, depending on the position of SOL36.

SOL36 SOL36 is located on top of the fork carriage near the rotate actuator.
SOL36 switches hydraulic fluid from rotate to reach.

5-99 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Auxiliary System

Traverse Motor The traverse motor is located at the top of the mini mast between
SOL34 and SOL35. The traverse actuator turns a pinion on a rack
which causes the mini mast to traverse left or right.

Reach Cylinders Two double-acting reach cylinders are located on the fork carriage on
the mini mast. The reach cylinders extend and retract the forks during
load transfer operations.

Rotate Actuator The rotate actuator is located on the mini mast frame, above the fork
carriage. This actuator allows the forks to be rotated left or right.

Relief Valves Relief valves are located in the steering manifold and rotate/reach
manifold. The relief valves prevent excessive hydraulic pressure from
damaging system components.

Check Valves Check valves are located in both the reach and rotate lines and provide
proper hydraulic flow.

Steering The steering system is covered as a separate system. See “Steering

System” on page 5-28.

Traverse Rotating the left control lever toward or away from the auxiliary mast
causes the following to occur: (See Figure B-16 on page B-26 and
Figure B-16 on page B-27).
1. The Carriage Manager senses a voltage change from VR4 at
JPC23-11.
2. By depressing the travel deadman pedal and closing S2 and S25,
the Carriage Manager sends a message over BUS +/BUS- (JPC20-
1/JPC20-2) to the Vehicle Manger (JPS19-1/JPS9-2) to activate the
X contactor coil. The rotate request is also sent over BUS+/BUS-.
3. The Vehicle Manager provides a low active signal for the X
contactor coil driver at JPS21-4. The X contactor coil energizes
closing the X contactor tips; the auxiliary motor starts.
4. The “X” contactor is monitored by the Vehicle Manager at JPS21-12
via the Power Panel Driver Assembly at JPF4-7.
NOTE: The left Deadman Pedal must be depressed, closing S9, for
reach, rotate, or traverse to function.
5. The Vehicle Manager (JPS11-3) provides a low active signal to the
Hydraulic Driver Assembly (JPN7-3), which powers the SOL3 coil
driver, which in turn powers SOL3. SOL3 receives its positive
voltage from B+PWRB, and its negative is supplied by the ESTOP
circuit.

PDMM-0024 5-100
 Model 537 Swing-Reach® Truck Theory of Operation

Auxiliary System

6. At the same time the Carriage Manager provides a low active

signal for the coil drivers for either SOL34A or SOL34B depending
on the traverse direction.
7. The Carriage Manager monitors the traverse position by
monitoring the traverse position pot (VR5).
Hydraulic fluid under pressure goes from: (See Figure 5-19)
8. The auxiliary pump through...
9. The open center-proportional steering valve controlled by SOLA/
SOLB...
10. Through the valve controlled by SOL3...
11. Over the mast through the proportional valves controlled by
SOL34A/SOL34B...
12. Through the traverse motor and...
13. Back to the reservoir...

Figure 5-19: Hydraulic Schematic - Traverse

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Theory of Operation Model 537 Swing-Reach® Truck

Auxiliary System

Rotate Moving the rotate thumb lever on the left control handle causes the
following:
1. The Carriage Manager senses a change in voltage from VR3 (rotate
potentiometer) at JPC23-10.
2. When the travel deadman pedal is depressed, closing S2 and S25,
the Carriage Manager sends a message over BUS+/BUS- (JPC20-
1/JPC20-2) to the Vehicle Manager (JPS19-1 /JPS9-2) to energize
the X contactor. The request to rotate is also sent over BUS+/BUS-.
3. The Vehicle Manager provides a low active signal for X contactor
coil driver at JPS21-4. This energizes the X contactor coil, closing
the X contactor tips; the auxiliary motor starts.
4. The “X” contactor is monitored by the Vehicle Manager at JPS21-12
via the Power Panel Driver Assembly at JPF4-7.
NOTE: The left Deadman Pedal must be depressed, closing S9, for
reach, rotate, or traverse to function.
5. The Vehicle Manager (JPS11-3) provides a low active signal to the
Hydraulic Driver Assembly (JPN7-3), energizing the SOL3 coil
driver. The SOL3 coil driver provides a B- path for the SOL3 coil.
SOL3 receives its positive voltage from B+ PWRB and the negative
is supplied by the ESTOP circuit.
6. At the same time the Carriage Manager provides a low active
signal for SOL35A or SOL35B coil drivers, which turn SOL35A or
SOL35B on depending on the request.
7. The Carriage Manager monitors the rotate position through
pot (VR6).
Hydraulic fluid under pressure goes from: (See Figure 5-20 on
page 5-103)
8. The auxiliary pump through...
9. The open center-proportional steering valve controlled by
SOLA/SOLB...
10. Through the valve controlled by SOL3...
11. Over the mast through the valves controlled by SOL35A
or SOL35B...
12. Through the valve controlled by SOL36...
13. Through the rotate actuator and...
14. Back to the reservoir...

PDMM-0024 5-102
 Model 537 Swing-Reach® Truck Theory of Operation

Auxiliary System

Figure 5-20: Hydraulic Schematic - Rotate

5-103 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Auxiliary System

Reach The Carriage Manager monitors the rotate position of the fork carriage
through VR6. The Carriage Manager does not allow reach to function
until the fork carriage is in a fully rotated position. When the fork
carriage is rotated fully in either direction and traverse is requested, the
following occurs:
1. The Carriage Manager monitors the traverse position of the mini
mast through VR5 at JPC12-9.
2. When traversed approximately halfway and VR4 full CW or CCW,
SOL3 and traverse proportional solenoid (SOL34A/SOL34B)
remain energized.
NOTE: See "Traverse" on page 5-100.
3. At this point, both the Fork Control Proportional Solenoid (SOL35A/
SOL35B) and the Reach Select Solenoid (SOL36) is energized,
directing fluid to the extend side of the reach cylinders.
4. When the reach lines are pressurized, the pilot-operated check
valve is unseated, allowing fluid from the retract side to return to
the reservoir.
5. Retracting the reach cylinders is accomplished by positioning the
traverse control Pot to the opposite direction, causing the
proportional valve (SOL35A/35B) to reverse the direction of flow to
the reach cylinders.
6. The unnested position of the forks is monitored by reach position
reference switch (PROX2).
7. When fully traversed with the reach extended, the reach may be
retracted by positioning the traverse control pot slightly out of
neutral in the opposite direction.

PDMM-0024 5-104
 Model 537 Swing-Reach® Truck Theory of Operation

Auxiliary System

Rotate
Hydraulic
Motor

Figure 5-21: Hydraulic Schematic - Reach

5-105 PDMM-0024
Theory of Operation Model 537 Swing-Reach® Truck

Rail Guidance

Rail Guidance Rail Guidance on the Model 537 allows the vehicle to travel within a
captive aisle, without the operator having to control the guidance
system.

Rail Guidance See Figure B-19 on page B-32 through page B-34.
Theory 1. The Carriage Manager watches the position of the rail guidance
auto/manual switch.
2. The Carriage Manager reports the position of the switch to the
Vehicle Manager over the BUS+/BUS– communication lines.
3. Switch (S15) is located near the left rear guide roller (See "Test I23 -
End-of-Aisle Rail Switch" on page 8-77 for switch adjustment). The
Vehicle Manager watches the position of S15 at JPS3-4.
4. The Vehicle Manager reports the position of switch S15 over BUS+/
BUS– to the Carriage Manager.
5. The Carriage Manager controls the guidance indicator lights on
the SOD.
6. When out of the aisle, positioning the rail guidance auto/manual
switch to “auto” causes:
• speed to be limited to 1.0 mph
• 2 green triangles on the SOD to flash on and off and
• the alarm to sound
7. Entering a guided aisle activates switch S15. S15 completes a
ground path on the Vehicle Manager from JPS3-2 to JPS3-4. The
Vehicle Manager senses S15 and sends the proper message, over
BUS+/BUS–, to the Carriage Manager showing that S15 is closed.
The alarm stops. The 3 yellow dashes on the SOD come on, while
the 2 green triangles go to a steady-on state.
8. When the guide rail actuates switch S15, the Vehicle Manager
sends a signal over AUXSEN to the guidance system. This causes
the guidance system to center the drive unit and disable manual
steering. The guidance system keeps the drive unit in the center
position while the truck is in the guided aisle.
9. Loss of the AUXSEN signal, for any reason, activates manual
steering.

PDMM-0024 5-106
 Model 537 Swing-Reach® Truck Scheduled Maintenance

6 Scheduled Maintenance

Table of Contents

Subject Page

Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Daily or Every Eight (8) Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Every 30 Days or 200 Hours (Whichever Comes First). . . . . . . . . . . . . . . . . . . . . . . 6-4
Every 180 Days or 1000 Hours (Whichever Comes First). . . . . . . . . . . . . . . . . . . . . 6-10
Every 360 Days or 2000 (2160) Hours (Whichever Comes First) . . . . . . . . . . . . . . . 6-11
Battery Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14
Batteries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14
Battery Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14
Electrolyte Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14
Battery Cleaning Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14
Battery Electrical Leakage to Frame Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -15
Battery Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -15
Hydrometer Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -16
Voltage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -17
Adding Water to Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -17
Battery History Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -17
Battery State-of-Charge Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -18
Motor Scheduled Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -20
Motor Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -20
Brush Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -21
Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -22
Motor Maintenance Inspection Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -22
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -24
Drive Unit Lubrication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -26
Raymond® Products Lubrication Equivalent Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27

6-1 PDMM-0024
Scheduled Maintenance Model 537 Swing-Reach® Truck

Introduction

Introduction This section outlines scheduled maintenance, lubrication, and

inspection criteria for the Model 537 Swing-Reach® vehicle.
Detailed instructions for essential maintenance of batteries and motors
are also included.
Scheduled maintenance is broken down into four categories:
• Daily or every eight (8) hours
• Every 30 days or 200 hours (whichever comes first)
• Every 180 days or 1000 hours (whichever comes first)
• Every 360 days or 2000 (2160) hours (whichever comes first)
Figure 6-1 provides an overall view of various scheduled maintenance
points on the truck. Other illustrations throughout this section show
necessary details.

Scheduled NOTE: Maintenance checklists are printed for daily, monthly, semi-
Maintenance annual, and annual use. Refer to “Appendix C - Inspection
Schedule“ on page C-1.

! WARNING
Always turn the keyswitch off before doing any
maintenance on the load handler mechanism.

Daily or Every Check the following:

Eight (8) Hours

Battery NOTE: See “Battery Scheduled Maintenance” on page 6-14 for detailed
(Item 1, Figure 6-1) information.
a. Charge
b. Cleanliness
c. Water level
d. Connector - no damage, solid connections, emergency
disconnect must work
e. Gates - lock securely

Brake/Brake Pads a. Proper action

(Item 2, Figure 6-2) b. Stops truck within specified limit
c. Releases completely when Deadman Pedal is depressed
d. Minimum brake pad thickness is 3/32” (2.3 mm)

PDMM-0024 6-2
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

Cables/Hoses a. Must be in good condition

(Item 3, Figure 6-1) b. Tension adjustment OK

Deadman Pedals a. Smooth action

(Item 4, Figure 6-3) b. No binding
c. Releases when foot is released

Right Deadman Switch a. Disables travel

(Item 5, Figure 6-3) b. Activates brake when pedal is released

Left Deadman Switch Disables mini mast and load handler functions when pedal is
(Item 6, Figure 6-3) released.

Function Controls Travel, lift/lower, traverse, and rotate should all control their
(Item 7, Figure 6-1) respective functions.

Horn Sounds when activated

(Item 8, Figure 6-2)

Hydraulic Connections No leaks

(Item 9, General)

Hydraulic Reservoir Fluid level should be 1.5” - 2” (3.81 - 5.08 cm) below top of
(Item 10, Figure 6-2) strainer (carriage lowered at room temperature).

Lights Proper function

(Item 11, General)

Switches All manually controlled switches should be checked for proper

(Item 12, General) operation.

Wheels/Tires a. No cracks
(Item 13, Figure 6-1 b. Wearable surface in good condition
and Figure 6-2)

Static Straps Clean any foreign material from straps.

6-3 PDMM-0024
Scheduled Maintenance Model 537 Swing-Reach® Truck

Scheduled Maintenance

Every 30 Days or Perform all steps outlined in “Daily or Every Eight (8) Hours“ on page 6-
200 Hours 2.
(Whichever Comes Check the following:
First)

Battery NOTE: See “Battery Scheduled Maintenance” on page 6-14 for detailed
(Item 1, Figure 6-1) information.
a. Check the weight of the battery in the truck. Compare the weight
to the minimum allowable weight on the specification tag for the
truck. Report any trucks that are running with batteries under the
minimum required weight.
b. Check for proper operation of the EPO switch.
c. All connectors and leads for batteries used in the truck must be
inspected for damage and cuts in protective coatings. Any
damaged parts must be repaired or replaced.

Brakes a. Brakes must be checked for proper stopping distance.

(Item 2, Figure 6-2) b. Look for any signs of oil on the pads and rotor. If oil is evident,
the brake must be disassembled and the pads and rotor
cleaned.
c. Check for proper shimming. See “Rotor Gap Adjustment” on
page 96-20. Failure to keep the brakes shimmed causes
premature pad and rotor wear and excessive motor heat.
d. Inspect the mounting hardware and adjust nuts for tightness.

Contactors a. Contact tips should be inspected for burnt or pitted surfaces.

(Item 14, Figure 6-2) Failure to replace the tips may cause the surfaces to weld
together, which will cause unscheduled downtime. Springs and
insulators must be replaced with the tips.
b. The plunger should be checked for smooth operation with no
binding. In the event that binding occurs, the truck may exhibit
intermittent fault codes.
NOTE: Burnt or pitted lift contactor tips may result from a misadjusted
or faulty lift pot.

Hydraulic Hoses All hydraulic hoses should be inspected for leaks, nicks, cuts, and
(Item 3, General) bulges. Any hose with a defect should be replaced as soon as
possible. Damage to hoses and tubing at the bottom of the mini
mast can be prevented by installing a protective cover. (See “Mini
Mast Hose/Tubing Guard“ on page 9-79).

PDMM-0024 6-4
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

Electrical Cables All power cables must be inspected for nicks or cuts. Special
(Item 3, General) attention should be given to those cables that are not stationary,
e.g., cables to the drive motor. Any cable that is found to be
damaged or shows signs of excessive heat must be replaced
immediately. Failure to do so will cause system shutdowns and/or
electronic failures.

Lubrication NOTE: See “Lubrication” on page 6-24.

a. Grease must be applied to all fittings and other locations.
b. The old grease on the mast uprights must be wiped out and new
grease applied.
c. A small amount of grease must be applied to the steering gear
on the drive unit.
d. All chains on the truck should be coated with a film of spray
lubricant to keep them from rusting and wearing prematurely.

Deadman Pedals Lubricate the pivot shaft with spray lubricant.

(Item 4, Figure 6-3)

Switches All switches must be checked for proper operation and adjustment.
(Item 12, General)

Drive Unit a. Check for proper fluid level in the drive unit. If the fluid is low,
(Item 15, Figure 6-2) an investigation for leaks must be performed. See Figure 6-9 on
page 6-26.
b. Torque of the mounting bolts must be verified. See “Standard
Torque Data for Bolts” on page A6-1.

Forks Forks must be inspected for excessive wear, bends, cracks, welding
(Item 16, Figure 6-1) arcs, excessive heat, or modifications. if any of these imperfections
are found, the fork must be replaced immediately.

Control Handle a. Operate all functions. Verify the response is smooth and
Functions controllable.
(Item 7, Figure 6-1) b. Operate the travel function. Verify the acceleration is smooth
and responsive.
c. Make sure the plugging and creep are functioning properly.
d. Look for any play in the center position of the controls. If there is
free play, the return springs must be replaced.
e. Enter the maintenance analog tests for the pots A00, A03, A04,
A05, A06, A20, and A21. See “Analog Tests” on page 86-5.
Make sure all pots are stable and there is no fluctuation in the
voltages in the neutral position. If the voltage fluctuates more
than 0.2 volts in ten seconds, the pot should be replaced to

6-5 PDMM-0024
Scheduled Maintenance Model 537 Swing-Reach® Truck

Scheduled Maintenance

avoid unscheduled down time. Run the pots all the way up and
down the scale to verify smooth voltage changes.

Horn Inspect the mounting bracket for the proper insulators to isolate it
(Item 8, Figure 6-2) from the truck frame.

Hydraulic Reservoir Check for proper fluid level and the proper fluid for the working
(Item 10, Figure 6-2) environment.

Lift Chains a. Check for proper adjustment of the chains.

(Item 17, Figure 6-1) b. Lubricate and inspect the chains for excessive stretch or wear. A
tool is available to determine when lift chains must be replaced.
The part number is 950-350/CG.

Motors (Drive, Lift, NOTE: See “Motor Scheduled Maintenance” on page 6-20 for detailed
and Auxiliary information.
(Item 20, Figure 6-2)
a. Visually inspect the brushes for excessive heat (discoloration of
the pigtails). Ensure that the connections on the brush leads
are tight.
b. Find the shortest brush in the holder. Remove the brush and
check the overall dimensions. See “Motor Brush Replacement”
on page 96-8.
c. Inspect the brush for even wear over the full surface of the
brush. If the brush is not contacting the complete surface,
replace the brushes.
d. Check brush spring tension.
e. Inspect the brush rigging for damage or loose brush holders.
f. Using an OSHA approved nozzle, blow out the inside of the
motor with compressed air.
g. Check the torque of the nuts on the terminal studs, both the
inside and outside nut.

Wheels and Tires a. Inspect all wheels and tires for chunking, bond failure, and
(Item 13, Figure 6-2) excessive wear. Replace any tire exhibiting any of these
conditions.
b. Check all mounting hardware for proper torque and
installation. See “Standard Torque Data for Bolts” on page A6-
1.
c. Check load wheel bearings for binding or excessive play.
d. Inspect drive axle for excessive play.

PDMM-0024 6-6
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

Hardware a. Check the tightness of all hardware connecting wires and

(All, General) cables. This can be done by physically trying to move the
connection with your hand.

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Scheduled Maintenance Model 537 Swing-Reach® Truck

Scheduled Maintenance

b. Check the mounting hardware for major components of the

truck: lift motor and pump, auxiliary pump and motor, brake
assembly, drive motor and drive unit, hydraulic manifolds, mast
to tractor mounting bolts, hydraulic steer motor, encoder coupler
set screws, steer pot set screws, control arm mounting bolts and
wire guidance sensor. Tighten or replace any hardware found to
be loose or missing. See “Standard Torque Data for Bolts” on
page A6-1 and “Torque Specifications - Mast to Tractor“ on
page 9-33.

Static Straps a. Inspect the static straps under the truck. Replace any static strap
(Item 18, Figure 6-1) that is worn or broken.
b. Clean any foreign material from the strap.
c. Any trucks found to have the rubber static strap should have the
cable type mounted to an insulator block with the resistor
installed.
d. Use an ohmmeter to measure the resistance from the end of the
cable to the frame of the truck. The reading should indicate a
resistance of less than 1.2 megohms but greater than 10
Kohms.
NOTE: Do not install steel cable straps on “EE” rated trucks. Use
phosphor bronze cable P/N 154-009-630/101.

Main and Mini Mast a. Visually inspect the mast rails for abnormal wear. There should
(Item 19, Figure 6-1) be no metal flakes or shavings evident.
b. Adjust the lateral thrust pucks on the main mast rollers and the
mini mast lift ram.
c. Check the adjustment of the upper carriage slider rails.
d. Inspect the mast and carriage stops for tightness and wear.
e. Lubricate mini mast telescopic. See “Lubrication” on page 6-24.
f. Lubricate mini mast ram outside where telescopic lateral pucks
contact ram. See “Lubrication” on page 6-24.
g. Inspect the lift ram cylinder retainers for signs of cracking. See
“Replacement of Cylinder Retainers“ on page 9-73 for
replacement procedures.

Shorts to Frame a. See “Battery Electrical Leakage to Frame Test” on page 6-15.
b. With the battery unplugged, check the battery for voltage leaks
to the frame. Any readings above 10 volts can cause intermittent
electrical problems. If this voltage exists, the battery must be
cleaned. In the event this cleaning does not remove the leakage,
the battery must be serviced by an authorized battery technician.

PDMM-0024 6-8
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

c. Check again with the battery plugged in. If more voltage than
the previous test exists with the battery unplugged, the electrical
system in the truck has a short to the frame. This short must be
found and repaired. Any shorts to the truck frame cause
intermittent fault codes or electronic component failure.
d. Check the flow sensor manifold (gold block) to verify it is
isolated from the frame of the truck.
e. Clean any dirt and oil buildup from inside the tractor
compartments. This reduces the chance of intermittent error
codes that can be caused by shorts between maintenance
intervals. It also extends the life of cables and harnesses if they
do not lie in oil.

Learn Mode Run learn mode. See “Modes of Operation” on page 76-22 or
“Learn Mode“ on page 7-29.

Skid Pads Inspect the skid pads for proper clearance. If clearance is more than
0.75” (19 mm), they must be replaced immediately.

Safety Belt and Tether Inspect the belt and tether. If there are any signs of excessive wear,
fraying, or damage, they must be replaced immediately.

Warning Light Check the warning light for proper operation. Replace the light if it
is not functioning properly.

EPO Switch Check the EPO switch to be sure all systems are shut down when it is
activated.

Wire Guidance a. Run the truck on the wire and check for proper tracking and
acquiring. Perform the complete setup procedure if any
adjustment is required. See “Initial Setups” on page 76-121.
b. Drive the truck off the end of the wire and verify that the brakes
stop the truck.
c. Check the settings of the line driver for all loops in the system.

Warning Decals Replace any warning decals that have become unreadable or are
damaged. See “Decals” on page 96-34.

Over Pulley Cables a. Inspect the cables and hoses for cuts and damage. Replace any
and Hoses that show damage.
b. Check the spring tension on the cables. There should be 5 to 7
lbs. of spring pressure or just enough to hold them on the
pulleys. Too much spring tension dramatically decreases the life
of the cables.

6-9 PDMM-0024
Scheduled Maintenance Model 537 Swing-Reach® Truck

Scheduled Maintenance

Steering Inspect the teeth on the steer shaft and the steer ring on the drive
unit for wear.

Traverse a. Inspect the traverse rack and gears for wear.

b. Lubricate the gears and rack with a light coat of grease. See
“Lubrication” on page 6-24.
c. Check the adjustment of the upper and lower traverse wear
pads. Adjust by shimming.
d. Check the torque of the traverse stop mounting bolts.
e. Inspect the traverse roller bearings. Replace any bearing that is
binding or has been damaged. Check the torque of the
mounting hardware. (See Appendix A).
f. Inspect the flexible hose and cable guide on top of the overhead
guard. Repair any guide that is damaged.

Side Gates a. Check for proper operation of the side gates. Repair or replace
any side gate that is damaged or does not function properly.
b. On trucks equipped with side gate interlock switches, verify
proper operation.

Mast Guard Check the condition of the mast guard. Replace the guard if any
cracks are evident.

Every 180 Days or Perform all steps outlined in “Every 30 Days or 200 Hours (Whichever
1000 Hours Comes First)“ on page 6-4.
(Whichever Comes Check the following:
First)

Hydraulic Reservoir Change the fluid in the main hydraulic reservoir and install a new
(Item 10, Figure 6-2) filter. See Figure 6-10 on page 6-27.

Load Wheels Remove the load wheels from the truck. Inspect the bearings for
(Item 13, Figure 6-1) wear and replace if necessary. If the bearings are good, repack the
bearings and install the load wheels back on the truck. See “Load
Wheel Hub” on page 96-51.
NOTE: This does not apply to the drive tire.

Wire Guidance a. Check the output from the line driver.

b. Perform a complete setup of the wire guidance system. See
“Initial Setups” on page 76-121.

Pumps and Motors Separate the lift and auxiliary pump and motor. Lubricate the spline
shaft or coupling with Molycote Type G Antiseize (P/N 990-638).

PDMM-0024 6-10
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

Every 360 Days or Perform all steps outlined in “Every 180 Days or 1000 Hours
2000 (2160) Hours (Whichever Comes First)“ on page 6-10.
(Whichever Comes Check the following:
First)

Drive Unit Change the fluid in the drive unit. See Figure 6-9 on page 6-26 and
(Item 15, Figure 6-2) “Raymond® Products Lubrication Equivalent Chart“ on page -27.

7 17 3

19

7 17

19

13 1 16
18
13

Figure 6-1: Scheduled Maintenance Points

6-11 PDMM-0024
Scheduled Maintenance Model 537 Swing-Reach® Truck

Scheduled Maintenance

10

2
14

Drive
20

Auxiliary
Lift 20 20

13 15 Grease Fitting Underneath

Figure 6-2: Power Section

PDMM-0024 6-12
 Model 537 Swing-Reach® Truck Scheduled Maintenance

Scheduled Maintenance

5 6
4

Figure 6-3: Deadman Pedals

6-13 PDMM-0024
 Model 537 Swing-Reach® Truck

Battery Scheduled Maintenance

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

! WARNING
Wear eye protection when working around or on battery.

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

Electrolyte Process 1. The top of the battery becomes wet and stays wet, since the acid in
the electrolyte does not evaporate.
2. This moist surface, in combination with certain kinds of dirt,
becomes electrically conductive and permits stray currents to flow
externally over the top of the battery. This affects battery and truck
performance.
3. The acid also causes corrosion of cell posts, nuts, connectors, and
the steel battery case.

Battery Cleaning 1. Mix 1 lb of baking soda and 1/2 gallon of hot water.
Procedure 2. Tighten the battery vent caps.
3. Use a brush with flexible bristles and apply the soda solution over
the top of the battery. Leave the solution there until all “fizzing”
stops, indicating that the acid has been neutralized.
4. Rinse thoroughly with clean water.

PDMM-0024 6-14
 Model 537 Swing-Reach® Truck

Battery Scheduled Maintenance

5. Using OSHA approved air nozzle, blow battery case dry using
compressed air.
NOTE: Wet covers can be an indication of overfilling, leaky seals at
posts, or excessive gassing during charge. When observed, the
cause should be determined and the adverse conditions
corrected.

Battery Electrical 1. Turn key OFF.

Leakage to Frame 2. Unplug battery from the truck.
Test
3. Use a voltmeter set on the 50-voIt scale.
4. Attach meter leads: negative to truck frame, positive to battery
positive.
5. The voltmeter should show no voltage or at most a 2-3 volt
reading.
6. Attach meter leads: negative (–) to battery negative, positive (+) to
truck frame.
7. The voltmeter should show no voltage or at most a 2-3 voIt
reading.
8. If there is more than a 2 to 3 voIt reading in steps 5. and 7., clean
the battery rollers.

Battery Charging
! WARNING
When charging batteries, observe the following
precautions:
• Do not smoke, or use open flame or spark producing
devices near the batteries.
• Charge in a well-ventilated area to avoid hydrogen gas
concentration.
• Keep batteries clean; corrosion causes grounds and the
possibility of sparks.
• Charge batteries at the proper rates, as indicated.
• Keep plugs, terminals, cables, and receptacles in good
condition to avoid shorts and sparks.
• Never lay tools on top of the batteries.
• Wear protective clothing and eye protection when
handling, checking, or filling batteries.

6-15 PDMM-0024
 Model 537 Swing-Reach® Truck

Battery Scheduled Maintenance

NOTE: Get the maximum use out of each battery by recharging the
batteries only when they are effectively discharged. DO NOT
routinely recharge batteries when they are only partially
discharged; this will decrease battery life. At maximum
recommended discharge, the specific gravity should read 1.150
or less.

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

Charge Specific Gravity

100% 1.280 - 1.300
75% 1.250 - 1.260
50% 1.200 - 1.210
25% 1.150 - 1.160
0% 1.080

NOTE: Most industrial deep-cell discharge batteries are considered

discharged when 20% of the charge remains (specific gravity
of 1.140).

Procedure 1. Insert the nozzle of the hydrometer into the battery cell and draw
enough electrolyte into the tube to permit the float to ride free.
2. Determine the specific gravity of the cell. See Chart above.
3. If there is insufficient electrolyte to obtain a hydrometer reading:
• Add just enough water to cover the battery plates. The electrolyte
level will rise during charge. Adding too much water before
charging the battery will cause electrolyte to spill from the top of
the cell.
• Now charge the battery and take additional readings.
4. The specific gravity reading for each cell should be taken and
recorded on the battery chart.
NOTE: No amount of charging will increase battery capacity or raise
the specific gravity above its fully charged level (1.280
to 1.300).
NOTE: Water is added to the cell after the charging process is
completed. Consult your battery manual for further information.

PDMM-0024 6-16
 Model 537 Swing-Reach® Truck

Battery Scheduled Maintenance

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

Charge Voltage Reading

100% 2.14
75% 2.07
50% 1.95
25% 1.80

1. Touch the voltmeter leads to the positive (+) and negative

(–) terminals of each cell. There should be a reading of at least
2 volts for each fully charged cell and a variance of no more than
0.2 volts between cells.
2. Record the voltage reading for each cell on the battery
maintenance chart.

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

Guidelines • Use only approved or distilled water.

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

Battery History A battery record system is essential because battery failure can cause
Record production slowdowns and increased battery operating costs. A
properly supervised record system can detect and call attention to such
operating irregularities as:
• Overcharging
• Undercharging
• Overdischarging
• Excessive water consumption
• Excessive dirt and corrosion
• Bad cell or worn out batteries
• Excessive current consumption of trucks

6-17 PDMM-0024
 Model 537 Swing-Reach® Truck

Battery State-of-Charge Feature

Records should be kept for each battery. Your battery supplier should be
able to provide maintenance record sheets. Each report should contain:
• Battery number, type, serial number, and service data
• Specific gravity and voltage readings for each cell
• Temperature of the air and electrolyte
• Electrolyte
• Amperes
• Condition of connectors, covers, sealing compound, and tray
• General cleanliness
• Number of total cycles
• Average specific gravity drop
• Watering frequency
• User comments and observations
The battery is the energy source for the Model 537. Its condition should
be of primary importance to the user to achieve maximum satisfactory
service. Lack of proper battery maintenance leads to short battery life
and problems with other components (i.e., motors, contactors, etc.)

Battery State- BSOC (Battery State-of-Charge) is a feature that monitors and

of-Charge remembers the charge level of the battery connected to the truck and
Feature prevents excessive discharging of that battery. Operating a truck using a
discharged battery can damage both the battery and the electrical
components that make up the truck's electrical system.
At power-up, BSOC tests the battery to determine if it is the same battery
that was installed at power-down. If it is the same battery, it continues to
monitor the battery for discharge and updates the Operator's Display as
required.
If a different battery is detected, BSOC tests to determine the state-of-
charge of the new battery. These tests are as follows:
• BSOC computes the charge of the battery that was connected to
the truck with the new battery's charge. A charge difference of at
least 50% between the two batteries resets BSOC to show the
state-of-charge of the new battery, i.e., the displayed state-of-
charge of the new battery minus the displayed state-of-charge
of the old battery must equal or exceed 50. This reset can be
higher or lower than the old battery. Example - A battery in the
truck is at 10% charge; the new battery is at 95%. With more
than a 50% difference in the charge levels, BSOC resets the
Operator's Display to show the new battery's charge.

PDMM-0024 6-18
 Model 537 Swing-Reach® Truck

Battery State-of-Charge Feature

• BSOC looks at the configured reset point. BSOC reset is

programmable from 75% to 100% of total battery charge and
can be changed by entering Configure Mode using the
SuperWrd. The new battery must be equal to or greater than the
configured percent of charge before the BSOC will change.
Example - BSOC configured at 95%. Plugging in a battery at
anything below 95% charge will not change the Operator's
Display. Older batteries may require a lower configured value
for BSOC since older batteries may be unable to reach a higher
percent charge. Therefore, older batteries may require BSOC
configure to 85% before the Operator's Display will reset to
show the charge of the new battery.
The following example describes installing a new battery when the
Operator's Display does not reset. Assume the following:
• BSOC configured at 95%, the battery connected is at 45%
charge, and the new battery is at 92% charge.
Since the new battery charge has not changed by at least 50% and the
state-of-charge of the new battery is not greater than the BSOC reset
configured value, the Operator's Display continues to show the old
battery's charge of 45% (even though the new battery is at 92%). What
occurs is that the Operator's Display remains at 45% until the charge of
the new battery declines to 45%. Then the display resumes its normal
descent.
One final example. Assume the following:
• BSOC configured at 95%, the battery connected is at 65%
charge, and the new battery is at 20% charge.
Again, the change in charge is not at least 50% and the new battery is
not above the configured BSOC level. The Operator's Display continues
to show 65%, but then descends rapidly as the truck operates until the
Operator's Display shows the original charge of 20%. Once the display
shows 20%, it resumes a normal descent.

6-19 PDMM-0024
 Model 537 Swing-Reach® Truck

Motor Scheduled Maintenance

Motor The motors used in Raymond® trucks are designed to operate with a
Scheduled minimum of maintenance. Sealed bearings are used in all motors,
Maintenance thereby eliminating lubrication.
These procedures, along with scheduled maintenance, help to provide
trouble-free motor performance.

Motor Cleaning Periodic motor cleaning is essential to prevent overheating and

electrical grounds. To clean the motor properly, use the following
procedure:
1. Wear safety glasses.
2. Using OSHA approved air nozzle, use clean, dry, low pressure air
(30 PSI) to blow carbon dust and other foreign materials from:
• motor housing
• brush holders
• commutator
• field and armature windings (if accessible)

Figure 6-4: Example of Cleaning Motor

! CAUTION
Never use a chemical solvent to clean the motor as it can
carry carbon dust to hard to clean areas and cause shorts
within the motor. Washing with detergents requires
complete disassembly and drying. This should only be
attempted by an authorized motor repair shop.

PDMM-0024 6-20
 Model 537 Swing-Reach® Truck

Motor Scheduled Maintenance

Brush Care Brushes should be inspected for:

• Proper wear/length
• Signs of overheating/cracking/chipping
• Physical damage to brush holders
• Proper spring pressure/alignment
• Freedom of movement within brush holders
1. Position motors to provide easiest access to brushes.
2. Inspect the brushes in all motors for:
• Proper Wear - the brush surface should be polished and show
even wear.
• Overheating - overheating is indicated if the brush shunts or
brush springs are discolored, or if contact area is cracked/dry.
• Physical Damage - Inspect the brush holders for damage. Make
sure the holders are not loose an the end head or brush holder
plate.
• Spring Pressure/Alignment - check spring pressure as shown
below.
• Insufficient spring pressure causes excessive arcing and
reduced motor performance. Excessive spring pressure
results in premature wear of the commutator.
• A brush spring that does not apply even pressure on the
center of the brush causes the brush to wear unevenly.
Freedom of Movement - Check for correct clearance and freedom of
brush movement within the holder. Be certain connections are clean
and tight and that brush wires do not ground on motor frame or
armature.

6-21 PDMM-0024
 Model 537 Swing-Reach® Truck

Motor Scheduled Maintenance

Maintenance Since the operating environment of lift truck motors varies widely, the
Schedule recommendations on maintenance should be applied as actual
conditions dictate. Before considering the following Maintenance
Inspection Chart, determine the type of service as defined below by the
type of activity.

Type of Service Type of Activity

Normal Basically, an eight hour day of mostly indoor or mostly outdoor
material handling
Severe Extended operating hours or constant use.
Extreme All EE Rated Vehicles*
Dusty or Sandy Locations: e.g., cement plant, lumber or flour
mills, coal dust or stone-crushing areas.
High Temperature Areas: e.g., steel mills, foundries, enclosed
(EE) applications, etc.
Sudden Temperature Changes (continuous indoor-outdoor
movement): e.g., refrigeration plant, etc.
Corrosive atmosphere: e.g. chlorine

* All motors used in EE rated vehicles are classified as extreme

usage.
Table 6-1: Type of Service for Motors

Motor
Maintenance Service Inspection Frequency Recommended
Motor Location
Inspection Chart Conditions (Operating Time) Inspection
Normal 1000 Hours — Motor in Truck
3000 Hours Periodic Motor Removed
Severe 500 Hours Routine Motor in Truck
As Required Periodic Motor Removed
Extreme* 250 Hours Routine Motor in Truck
As Required By Inspection Periodic Motor Removed

* All motors used in EE rated vehicles are classified as extreme

usage.
Table 6-2: Inspection Frequency for Motors

PDMM-0024 6-22
 Model 537 Swing-Reach® Truck

Motor Scheduled Maintenance

Spring Scale
1. Place a paper strip between the
brush face and commutator.
Leather Loop 2. Hook the leather loop under the
brush spring and attach to spring
scale. Note: If the brush spring
has a loop at the brush, hook the
spring scale directly into the
Coil Spring spring.
3. Pull the spring scale on a line
directly opposite the line of force
exerted by the spring while
applying a light pull on the paper
strip. When the paper strip begins
Paper to move freely, the spring scale will
be indicating the brush spring
tension.
4. A spring tension of 30-36 oz. for
Rotation new brushes is acceptable.
Pull paper in direction
of rotation

Figure 6-5: Measuring Brush Spring Tension

6-23 PDMM-0024
 Model 537 Swing-Reach® Truck

Lubrication

Lubrication
Figure 6-6 shows areas to be Iubricated on the mast section of the truck. Spread enough lubricant
on these areas to form a complete even coating. Figure 6-7 shows lubrication points for the reach
mechanism and the mast bearing. (See “Raymond® Products Lubrication Equivalent Chart” on
page 6-27.)

A. The telescopic
uprights inside
the I sections.

B. The traverse racks

and pinions on the
mini mast.

C. The mini mast

uprights inside the
channels.

D. Outer surface of the

mini mast lift
cylinder where the
lateral thrust pucks
make contact.

E. The traverse drive

and driven gears.

Figure 6-6: Lubrication Points on the EASi2 Swing-Reach® Vehicle

PDMM-0024 6-24
 Model 537 Swing-Reach® Truck

Lubrication

Reach Mechanism Lubrication Points

2 1

Mast Bearing Lubrication Points

Figure 6-7: Lubrication Points on the EASi2 Swing-Reach® Load Handler Section

6-25 PDMM-0024
 Model 537 Swing-Reach® Truck

Drive Unit Lubrication

Drive Unit Figure 6-8 and Figure 6-9 show lubrication points for the steering ring
Lubrication and drive unit. See “Raymond® Products Lubrication Equivalent Chart”
on page 6-27.

Figure 6-8: Steering Ring Lubrication

Fill Level

Drain

Figure 6-9: Lubrication Points on the Drive Unit Gear Reducer

PDMM-0024 6-26
 Model 537 Swing-Reach® Truck

Raymond® Products Lubrication Equivalent Chart

Raymond®
Products
Lubrication
Equivalent
Chart
RAYMOND® PRODUCTS LUBRICATION EQUIVALENT CHART
LUBE TEXACO CITGO EXXON PHILLIPS GULF SHELL CHEVRON SOHIO MOBIL NOCO
*** LUBE ‘A’ Hyd. Aircraft Hyd. UNIVIS J13 AERO HFA
Reservoir Oil for Oil 15 Mil- Mil-5606A MIL-H-
Cold Storage H-5606B 5606A
(+0°/-20°F)
applications
confined to freezer.

** LUBE ‘B1’ Hyd. HD AZ 32 Tellus T NOC1866

Reservoir Oil for 1627 Rando Oil 32
Cold Storage In &
Out (-20°F/+70°F)
application, freezer
to ambient.

* LUBE ‘B’ Hyd. Rando Oil Pacemaker Nuto H46 DTE-15

Reservoir Oil for HD 46 SC-20
Standard (+50°F/ Hydraulic Hydraulic
120°F) applications. Oil Mil-H- Oil Mil-H-
17672B 460001B

LUBE ‘K’ Hyd. AW-MV 424

Reservoir Oil Super 46 10W30
High performance
(above +120°F).

LUBE ‘C’ Drive Unit URSATEX C-6 Exxon Extra Trop-Artic All Gulflube Shell Rotella Delco 4000 Multron Delvac
Gear Case for 10W-30 10W 30 Motor Oil Season Motor Motor Oil T Oil 15W- Motor Oil 10W-30 Special
below 30°F. Pump 2166 Motor Oil 10W-30 API Oil 10W-40 X.H.D. 40 API 15W-40 API Mil-L- 10W-30
Motors w/oil cup, Mil-H- Service SE MIL-L-46152 10W-30 Service SE Service SE 46152 API API
foot pedal, lift 46152 CC and CD Service SE Service SE
chains, etc. for
above and below
30°F.

LUBE ‘D’ Drive Unit Multigear Premium Gear Oil GX Philube SMP Multi- Spirax HD- Universal Gear ep 90 Mobilube
Gear case for Lubricant EP Gear Oil 80W-90 Mil- Gear Oil SAE purpose 85W-90 Gear HD 80W-
above 30°F 85W-90 Mil- MP90 Mil-L- L-2105B 80W-90 Mil-L- Gear Mil-L- Lubricant 90
L-2105B 2105B 2105C Lubricant 2105B 80W-90 Mil-
80W-90 L-2105B

LUBE ‘E’ Drive Unit Regal AFB 2 HEP2 RONEX MP Philube 1B and Gulfcrown Alvania Avi-Motive Bearing Mobil
and Caster swivel, Grease Mil- (above 30°F or UNIREX RB Grease Grease No. Grease EP2 Grease Guard “LT” Grease 77
caster spring rod G-18709A only) N2 2
pivots, steer gear
box, load wheels,
uprights, reach
arms, caster wheel
bearings, etc.,
(above and below
30°F)

LUBE ‘G’ Brake

Fluid SAE. (SAE J-
17-03 type 70R-3
or exceed). Do not
Dow Corning Silicone or Equivalent
use anything less
than Dot 5.

LUBE ‘H’ AGMA #8 Honor Cyl. Cylesstic Hector 630S Senet 186 Valvata Cyl Oil 680X Super Cyl.
See NOTE 1 Oil 680 TK-680 J-680 600W.

LUBE ‘J’ Cold SHC626

Temperature
Synthetic Oil 30°F to
85°F

* CLASS 1
** CLASS 2
*** CLASS 3
NOTE 1: Fisk Brother’s Lubriplate CP-8 gear oil is also approved.

Figure 6-10: Lubrication Equivalency Chart

6-27 PDMM-0024
 Model 537 Swing-Reach® Truck

Raymond® Products Lubrication Equivalent Chart

PDMM-0024 6-28
 Model 537 Swing-Reach® Truck Troubleshooting

7 Troubleshooting

Table of Contents

Subject Page

Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Troubleshooting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Wiring - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Shorts To Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Voltage To Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Troubleshooting intellidrive2® . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Learn Mode and Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Board and Component Swapping Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Likelihood of Component Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Handling Printed Circuit Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Truck Completely Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
No 2-digit display on Vehicle or Carriage Manager and no power LEDs lit on Electronic Steering
Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
No 2-digit display on the Vehicle Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
No 2-digit display on the Carriage Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
LEDs on Electronic Steering Power Supply are Out. Vehicle and/or Carriage Manager are OK.
7-21
Modes of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Audible Alarm Tone Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Learn Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Configure Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Maintenance Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Mode Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Password Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
SuperWrd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Entering Program Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Entering a Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Learn Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Configure Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Changing the Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Using Maintenance Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

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Subject Page

Analog Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33

Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Input Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Cycle Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Maintenance Interdependencies(Component Troubleshooting) . . . . . . . . . . . . . . . . . . 7-37
Troubleshooting Code Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
System Status Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Code 00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Code 01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Code 02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Code 03 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Code 04 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Code 05 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Code 06 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Performance Limiting Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Code 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Code 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Code 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Code 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Code 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
Code 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
Code 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Code 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Code 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
Code 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
Code 1C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Code 1D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Code 1E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Code 1F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Power Panel Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Code 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Code 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Code 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
Code 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Code 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Code 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Code 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
Code 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
Code 27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
Code 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56

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Motor & Encoder Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57

Code 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Code 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Code 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Contactors Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Code 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Code 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Code 44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Code 45 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Code 49 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Code 4A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Communications Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Code 50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Code 51 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
Code 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
Code 53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
Code 54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Code 55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
Code 56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Code 58 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Code 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
Heights and Weights Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
Code 63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
Code 64 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
Code 65 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
Code 66 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
Code 67 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
Code 6B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
Code 6D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
Code 6E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
Analog Sense Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Code 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Code 74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Code 75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Code 77 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Code 79 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Code 7C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-82
Code 7E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83
Code 7F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83

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Operator’s Controls Fault Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84

Code 80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
Code 81 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
Code 83 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
Code 84 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
Code 87 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-86
Code 88 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-86
Code 8B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
Code 8C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
Code 8D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
Guidance Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
Code 91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
Code 92 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
Code 95 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-90
Code 96 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91
Code 97 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-91
Code 98 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
Code 99 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
Code 99 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
Code 9A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94
Code 9B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94
Code 9C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94
Code 9D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-95
System Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
Code A0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
Code A1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97
Code A2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Code A3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Code A4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-99
Code A6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101
Code A7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101
Code A8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102
Code A9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102
Code AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-103
Code AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
Code AD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
Code AE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
Code AF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-108
Code EC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-109
Code ED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-109
Code EF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-110

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Code F0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-110
Code F1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-111
Code F2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-112
Code F3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
Code F4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-114
Code F5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
Code F6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
Code F8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-116
Code F9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-116
Load Handler Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
Code B0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
Code B1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
Code B2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-118
Code B3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-119
Code B4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-120
Electronic Steering/Wire Guidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121
Wire Guidance Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121
Initial Setups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121
Wire Guidance Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121
Electronic Steering Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-122
Setting Position Feedback Potentiometer VR8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-123
Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-125
Operational Checks - Wire Guided Vehicles Only. . . . . . . . . . . . . . . . . . . . . . . . . 7-127
Wire Guidance Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-130
Truck Static Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-131
Truck Static Adjustment W/O Alignment Track . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-131
Truck Static Adjustments WITH Alignment Track . . . . . . . . . . . . . . . . . . . . . . . . . . 7-132
Truck Dynamic Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-133
System Controller ESTAT Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-135
Information Displays and Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-135
System Controller Status Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-135
Informational Status Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-138
Error Status Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-139
Wire Lost: Both Center Coil Pairs (Code #27) (SOD Code 96) . . . . . . . . . . . . . . . 7-140
Not NEARWIRE: Center or Auxiliary Coil Pair - (Codes #17, 18, or 25) (SOD Codes 93, 94,
or 95). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-140
Tracking Limits Exceeded - (Code #26) (SOD Code 92) . . . . . . . . . . . . . . . . . . . . 7-141
Drive Unit Out Of Range - (Code #19) (SOD Code 91) . . . . . . . . . . . . . . . . . . . . 7-142
Steering Limit Switch Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-142
Status Code Descriptions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-143
Logic Error - (Code #16) (SOD Code 9B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-143

7-5 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Table of Contents
Subject Page
Power Supply Failure (PSF) - (Code #30) (SOD Code 9A) . . . . . . . . . . . . . . . . . . . 7-143
Power Disconnected or Electronic Steering Interface Cable or Card Disconnected -
(Code #31) (SOD Code 9D). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-144
Solenoid Controller Error (SCE) - (Code #29) (SOD Code 99) . . . . . . . . . . . . . . . 7-144
Manual Signal Loss (MSL) - (Code #28) (SOD Code 98) . . . . . . . . . . . . . . . . . . . 7-147
Manual Signal Error (MSE) - (Code #24) (SOD Code 97) . . . . . . . . . . . . . . . . . . . 7-148
Displacement and Heading Excessive - (Code #11) . . . . . . . . . . . . . . . . . . . . . . . 7-148
Heading Angle Excessive - (Code #10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
Displacement Excessive - (Code #9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
Wire Sensed: Auto Steering - (Code #13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
Seeking Wire: Steering Manual - (Code #12). . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
Drive Unit 10° - (Code #14) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
LOW (Locked-On Wire) Frequency - (Codes #0, 1, 2, 3, 5, 6, 7, 8) . . . . . . . . . . . 7-149
Normal Manual Steering - (Code #4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-149
Using the Digital Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-150
Input Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-151
Reference Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-152
Deviation Register. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-153
Control Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-153
Error Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-154
Solenoid Control ESTAT Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-156
Solenoid Controller Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-156
Solenoid Controller Status Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-156
Informational Status Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-158
Error Status Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-158
Reading the Solenoid Controller Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-159
Solenoid Controller Card Status Messages Description . . . . . . . . . . . . . . . . . . . . . 7-160
System In Neutral (OE = ON) (Code #0). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-161
Rotating CW (Code #1) or Rotating CCW (Code #2) . . . . . . . . . . . . . . . . . . . . . . 7-161
Operator Off Deadman (Code #3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-161
Power On Reset/Disable (Code #15) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-161
TACH ERROR: CW (Code #5) or TACH ERROR: CCW (Code #6) . . . . . . . . . . . . . 7-162
TACH ERROR: NEUTRAL (Code #4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-163
HARDWARE ERROR: TACH (Code #7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-163
ROTATION ERROR: CW (Code #9) or ROTATION ERROR: CCW (Code #10)7-
164
ROTATION ERROR: NEUTRAL (Code #8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-167
HARDWARE ERROR: ROTATE CIRCUITS (Code #11) . . . . . . . . . . . . . . . . . . . . . . . 7-168
HARDWARE ERROR: MOVE CIRCUITS (Code #12) . . . . . . . . . . . . . . . . . . . . . . . . 7-168
POWER SUPPLY FAILED (PSF) - (Code #13) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-168
POSITION FEEDBACK POT ERROR - (Code #14) . . . . . . . . . . . . . . . . . . . . . . . . . 7-169
DIGITAL SUPPLY FAILED (OE = OFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-170

PDMM-0024 7-6
 Model 537 Swing-Reach® Truck Troubleshooting

Table of Contents

Subject Page

Wire Guidance Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-171

Step-by-Step Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-171
Non-Functional Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-171
Partially Functional Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-176
Poor Wire Guidance Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-182
Steering Component and Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-187
Pot (VR8) Electrical Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-187
Pot Mechanical Resistance Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-187
Position Feedback Pot Output Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-187
Position Feedback Pot. Input Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-189
Proportional Solenoids A & B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-189
Hydraulic Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-190
Tachometer & Input Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-190
Tachometer Electrical Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-190
Tachometer Mechanical Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-190
Tachometer Output Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-191
Tachometer Input Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-192
Solenoid Controller PWM Output Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-192
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-195
Power Supply Fuse Blows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-196
Manual Steering Encoder Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-196
Manual Command Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-199
Frequency Selection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-199
Deviation Measurement Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-200
NEARWIRE Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-202
Direction Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-203
Encoder X Signal Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-203
Wire Guidance Sensor Analog Signal Channels . . . . . . . . . . . . . . . . . . . . . . . . . . 7-206
Wire Guidance Position Signals (HA & DFW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-209
Correct Signal, Wiring, and Hose Orientations . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-212
Noise Reduction Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-213
Auxiliary System Output Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-213
Steering Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-214
Idle Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-215
Output Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-215
Overall System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-215
Drive Unit Response Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-216
Required Steering Effort Test (w/Wire Guidance) . . . . . . . . . . . . . . . . . . . . . . . . . . 7-218
Troubleshooting Excessive Steering Effort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-220
Cannot Adjust Pots Correctly on Solenoid Control and Processing Cards . . . . . . . . 7-220
Line Driver Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-221

7-7 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Introduction

Table of Contents

Subject Page

Excessive Drive Unit Turning Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-223

Optimizing Wire Guidance Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-224
Reasons for Optimizing a Wire Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . 7-225
Determine How Much OFFSET is Being Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-227
Electrical OFFSET Reduction Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-227
Card Handling Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-228
Fork Control Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-230
Traverse Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-231
POD Temperature Not Controlled Properly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-232
Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-232
Diagnostic Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-232

Introduction This section presents troubleshooting information for the Model 537.

General

Troubleshooting In troubleshooting truck problems, it is important to:

• Use a logical, common sense approach.
• Begin with the simplest solution and work towards the most
complex.
The following procedure can aid in developing a logical and systematic
troubleshooting procedure:

Troubleshooting 1. Verify problems by:

Procedure • Obtaining as much information as you can about the problem.
For example: Are other codes displayed on the Vehicle Manager
or Carriage Manager other than what is displayed on the
Secondary Operator’s Display?
• Determining, if possible, what the truck's performance was
before the problem began.
• Seeing any records which might have been kept about the
truck's performance.
• Operating the truck yourself to verify the problem.

PDMM-0024 7-8
 Model 537 Swing-Reach® Truck Troubleshooting

General

2. Locate the truck problem area by:

• Opening the various truck compartment doors and visually
inspecting the systems, then consulting the hydraulic, electrical,
and mechanical maintenance sections for general information
which may save you time.
• Determining if the problem is in the control circuit or the power
circuit if there is no obvious physical problem.
3. Establish a logical testing sequence by:
• Using the electrical schematic. Begin at the battery and establish
a sequence of testing points to locate the problem. Use the
schematic in conjunction with the appropriate Flow Diagram.
• Establishing test points which indicate that all components
between any new test point and the battery are good.
NOTE: All printed circuit cards have been conformal coated. Test points
may need to be cleaned before accurate readings can be
obtained.
• Avoiding haphazard checking which provides inconclusive
results.
4. Use the Troubleshooting Flow Diagrams by:
• Consulting the List of Truck Problems.
• If a Flow Diagram is applicable, follow the particular diagram
from the beginning to where the probable cause is isolated.
5. Identify the cause of the problem by:
• Checking for improper truck usage.
• Bringing the problem to the service manager's attention to avoid
repetition of the cause.
6. Correct the problem by:
• Repairing or replacing defective components following
instructions in the maintenance section of this manual.
• Complying with appropriate safety procedures.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

7-9 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

General

! CAUTION
Disconnect the battery when checking electrical circuits with
an ohmmeter. Battery current can damage the ohmmeter.

NOTE: Use the electrical schematic and the hydraulic schematic when
troubleshooting.
NOTE: Check all truck fail-safe and overload circuits.
• Before attempting any troubleshooting procedure.
• After making any repairs or adjustments and before returning
the truck to operation.

Wiring - General Save time and trouble - look for simple causes first.
• Visually inspect all wiring in all components for:
• Broken wiring and shorted conditions (especially close to
metal edges or surfaces)
• Loose connections
• Loose or broken terminals
• Damaged terminal blocks or strips
• Use an ohmmeter to check wiring continuity and wire-to-wire
shorts.
• Repair or replace the wiring wherever a problem exists.

! CAUTION
Disconnect the battery when checking electrical circuits with
an ohmmeter. Battery current can damage the ohmmeter.
If a truck problem cannot be located in the wiring or a short-to-frame
test, troubleshoot in accordance with the following procedure:
1. Determine exactly which operation(s) the truck is failing to perform.
2. To accomplish this, it is often advisable to jack up and block the
truck so the drive wheel is off the floor. Be sure the mast is
supported by a suitable hoist so the truck does not tip over.

PDMM-0024 7-10
 Model 537 Swing-Reach® Truck Troubleshooting

General

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.
3. Operate all the truck's functions slowly, observing during which
sequence the truck malfunctions.
4. Perform the checks in the appropriate Flow Diagram.

7-11 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

General

Shorts To Frame A common cause of truck electrical problems is shorting to the truck
frame which can be caused by:
• accumulation of dirt
• breakdown in insulation
• bare wires
Shorts to frame can occur at numerous locations including:
• battery
• motors
• cables
• bus bars
• heat sinks
• solenoids
Check for shorts to frame using the following procedure:

! CAUTION
Disconnect the battery when checking electrical circuits with
an ohmmeter. Battery current can damage the ohmmeter.

Procedure 1. Use an ohmmeter set on the R x 10,000 scale.

2. Connect one lead to the truck frame and the other to different
points in the electrical system - i.e., terminal strips, contactors, wire
connections, etc.
3. If the ohmmeter registers less than two megohms, the short within
the particular circuit must be located.
4. Reverse the leads and repeat steps 1. through 3.
5. Remove 15 amp control fuses (FU1, FU2, FU3, FU4, FU5, and
FU6).
6. For each fuse, make a connection between the battery side terminal
and the truck frame with the ohmmeter.
7. Any reading below 200K ohms indicates unacceptable shorts
somewhere in the system.
8. For each fuse, make a connection between the control side terminal
and the truck frame with the ohmmeter.
9. Any reading registering below 2 megohms on the meter indicates
unacceptable shorts in the system.

PDMM-0024 7-12
 Model 537 Swing-Reach® Truck Troubleshooting

General

Voltage To Frame Voltage grounds are the most common causes for system intermittent
“overloads.”
Voltage to frame leakage is a result of dirt accumulation and can
occur at:
• Motors
• Heat sinks
• Battery
• Switches
• Contactor Panel
• Cables/Wiring
Check for voltage to frame using the following procedure:
1. Use a voltmeter set to a voltage above truck system.
2. Connect voltmeter leads as follows:
• Positive (+) lead to PC1-1, negative (–) lead to truck frame
• Positive (+) lead to truck frame, negative (–) lead to TP4
Voltage readings of 2 - 3 volts in either test should be eliminated.
3. Eliminating voltage to frame can be accomplished by isolating a
particular area of the truck electrical system. Use the following
procedure:
• Connect voltmeter leads as in step 2. above.
• Remove battery from truck. Reconnect battery to receptacle. If
voltage drops, battery needs cleaning or resealing.
4. If battery checks good, reinstall in truck and:
• Remove fuses (one at a time). If voltage drops when fuse is
removed, the defective circuit is isolated.
• Disconnect motor leads (one at a time). If voltage drops, motor
needs cleaning or repair.

7-13 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

General

Troubleshooting intellidrive2® incorporates a number of features to help facilitate

intellidrive2® debugging. These features fall into two groups:
• Status Codes: SOD, CM, VM, Logic and Solenoids Cards
• Test Mode diagnostic procedures
Troubleshooting normally begins with a Status Code, which then leads
into one or more Test Mode procedures.
Based on the status, the service technician should read the
corresponding Status Code explanation. Page 7-39 explains how the
code is caused, and what troubleshooting is necessary to isolate the
problem. Often the reader is directed to run one or more Test Mode
tests. If a particular test fails, then the appropriate troubleshooting
which is listed in that test's interpretation section should also be
performed. Generally, as long as the VFC is functioning enough to
display a status code, then it can also run Maintenance Mode.

Learn Mode and Some Status Code conditions may be corrected by running Learn. The
Troubleshooting troubleshooting section for the particular code indicates if Learn should
be run.
Test mode does not depend on any of the learned constants. Therefore
running Learn can never affect the results of any test.
It is generally unproductive to indiscriminately run LEARN mode as a
response to every problem. However, as long as the LEARN procedure is
performed properly, there is no harm in running LEARN mode, even
when it is not required.

PDMM-0024 7-14
 Model 537 Swing-Reach® Truck Troubleshooting

General

Board and Troubleshooting by following the instructions given in this manual is

Component usually more productive than swapping components until the problem is
Swapping corrected. LEARN must be run after swapping, replacing, or adjusting
Precautions any of the following components:
• Directional/Speed Controller Potentiometer
• Lift/Lower Potentiometer
• Vehicle or Carriage VFC Circuit Board
• Flow Sensor
• Traverse Control Potentiometer
• Rotate Control Potentiometer
• Steering Position Potentiometer
• Rotate Position Potentiometer
• Traverse Position Potentiometer
• intellispeed™ Manager
• Pressure Transducers
Every time any manager, distribution board, VFC card, firmware, or
power supply is replaced in a truck, IT MUST BE LEARNED and
Configure mode must be set to default. Be particularly aware of this
when swapping cards between trucks to isolate a problem. When
swapping VFC cards between a working and nonworking truck, BOTH
trucks must be re-LEARNed and Configure mode must be set to default
after finishing troubleshooting.
When in doubt, it is wise to run LEARN after servicing a truck.

Likelihood of When troubleshooting a problem, some components should be

Component suspected before others. This “suspect order” is based on either:
Failure • The probability of a particular component failing
• The ease of replacing a particular component
All troubleshooting is based on the following “suspect order”:
1. Wiring, terminal connections, and coil drivers should be suspected
before circuit cards.
2. Coil Drivers should be suspected before circuit cards.
3. Hydraulic fluid contamination.
4. Component misadjustment is more likely than component failure
(directional/speed control potentiometer, steer potentiometer).
5. Mast switches should be suspected before other components.
6. Circuit cards are normally the last item to suspect.

7-15 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

General

Handling Printed See “Static Discharge Protection” on page 2-5 for complete information
Circuit Cards on handling circuit cards.

Truck Completely The following situations cause the truck to be completely inoperative.
Inoperative With the battery connected and the keyswitch (S1) turned ON:
• No 2-digit display is on either the Vehicle or Carriage Managers
and no power LEDs are lit on the Electronic Steering Power
Supply. See page 7-17.
• No 2-digit display on the Vehicle Manager. Carriage Manager
has code and/or LEDs on Electronic Steering Power Supply are
lit. See “No 2-digit display on the Vehicle Manager” on
page 7-19.
• No 2-digit display on the Carriage Manager. Vehicle Manager
has code and/or LEDs on Electronic Steering Power Supply are
lit. See “No 2-digit display on the Carriage Manager” on
page 7-20.
Many truck problems result from one or more of three conditions:
• Low battery charge
• Battery leakage to frame
• Shorts to frame (other than battery)
Before you begin troubleshooting:
1. Check that the battery is plugged in and properly charged, see
“Battery Scheduled Maintenance” on page 6-13.
2. Perform the battery leakage to frame test, see “Battery Electrical
Leakage to Frame Test” on page 6-14.

! WARNING
Whenever troubleshooting requires closing keyswitch S1,
the truck must be blocked up to avoid unexpected truck
travel.

PDMM-0024 7-16
 Model 537 Swing-Reach® Truck Troubleshooting

No 2-digit display on Vehicle or Carriage Manager and no power LEDs lit on Electronic Steering

No 2-digit display on Vehicle or Carriage Manager and

no power LEDs lit on Electronic Steering Power Supply.

Does a voltmeter between the NO Does recharging NO Check battery and

positive and negative battery bring battery to charger. Repair or
terminals or connections proper voltage replace faulty battery,
indicate 48 volts? reading? cables or charger.

YES

Disconnect battery.
Remove Covers from tractor.

Is FU2 (B+INA) on PPDA NO Replace FU2.

OK?

YES

Is FU5 (B-INA) on PPDA OK? NO Replace FU5.

YES
Reconnect Battery

Unplug JPS15 at NO Is JPF2 on PPDA Loose? YES Tighten JPF2.

Vehicle Manager. Is
B+ at JPS15-1 WRT
JPS15-10 (cable NO
end)?

Is JPF10 on PPDA loose? YES Tighten JPF10

NO

Can B+ be mea- NO Repair/replace wiring.

sured at JPF10-1
WRT JPF10-3?
YES

YES Replace the Power Panel

Driver Assembly

CONTINUED ON NEXT PAGE

7-17 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

No 2-digit display on Vehicle or Carriage Manager and no power LEDs lit on Electronic Steering

continued from previous page

YES

With S1 ON can B+ be YES With S1 ON can B+ NO Replace S1.

measured at S1-1? be measured at S1-2?

NO

Can B+ be measured YES Replace the Carriage Manager Distribution Board.

at JPC17-1 on CM WRT
JPC17-7?

NO

Can B+ be measured at YES Repair/replace the cable between JP18 and JPC17.
JPC18-1 WRT JPC18-7?

NO

Can B+ be measured YES Replace the Vehicle Manager Distribution Board.

between JPS15-1 WRT
JPS15-10 (VM end)?

NO

Can B+ be measured YES Repair/replace cable JPF2/JPF15.

between PF2-1 (at
PPDA) WRT PF2-12?

NO

Can B+ be measured YES Replace the Power Panel Driver Assembly.

between JPF10-1 WRT
JPF10-3?

NO
Check for continuity in positive side of the wiring between X-1 and
JPF10-1.
Check for continuity in the negative side between B-2 and JPF10-3.

PDMM-0024 7-18
 Model 537 Swing-Reach® Truck Troubleshooting

No 2-digit display on the Vehicle Manager

No 2-digit No 2-digit display on the Vehicle Manager. Carriage Manager has code
display on the and/or LEDs on Electronic Steering Power Supply are lit.
Vehicle
Manager

Check for B+ input YES With keyswitch off, discon-

Check for +12 (TP5), NO to the Vehicle Man- nect all cables to Carriage
+5.3 (TP2) & +5.0 (TP3) ager Power Supply at Manager except JPS15 and
volts from Vehicle JPP1-1?. OK? JPS18. Turn keyswitch ON.
Manager Power Supply. Check for +12, +5.3, and
(All are WRT TP1) +5.0 volts. OK?
Check for power on both NO
sides of the Power Supply
cable. OK?
YES
NO
YES
Carriage Manager power
supply is OK.
Replace Vehicle Power supply output is
Manager VFC. overloaded due to short or
OK? partial short in external cir-
cuits, sensors, or actuators.

NO

Replace Vehicle Manager Can B+ be measured at YES Repair/replace Power

Distribution Board. JPS12-6 WRT JPS12-1? Supply cable.

NO

Can B+ be measured at Replace Vehicle

JPS18-3 WRT JPS18-7?
YES Manager Distribution
Board.

NO

Can B+ be measured at YES Repair/replace cable

JPS18-3 WRT JPS18-7? JP18 to JPS18.

NO

Can B+ be measured at YES Repair/replace cable

Check for +12 (TP5), JPC17-3 WRT JPC17-7? JPC17 to JP18.
+5.3 (TP2) & +5.0 (TP3)
volts from Vehicle
Manager Power Supply. NO
(All are WRT TP1)
Replace Carriage Manager
Distribution Board

7-19 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

No 2-digit display on the Carriage Manager

No 2-digit No 2-digit display on the Carriage Manager. Vehicle Manager has code
display on the and/or LEDs on Electronic Steering Power Supply are lit.
Carriage
Manager

YES With keyswitch off, discon-

nect all cables to Carriage
Check for +12 (TP5), NO Check for B+ input Manager except JPC17 and
+5.3 (TP2) & +5.0 (TP3) to the Carriage JPC15. Turn Keyswitch ON.
volts from Carriage Manager’s Power Check for +12, +5.3, and
Manager’s Power Supply. Supply at JPP1-1?. +5.0 volts. OK?
(All are WRT TP1) OK? NO
Check for power on both
sides of the Power Supply
cable. OK? YES

YES
Carriage Manager power
Replace Carriage NO supply is OK.
Manager VFC. Power supply output is
OK? overloaded due to short or
partial short in external cir-
cuits, sensors, or actuators.
NO

Replace Carriage Man- Can B+ be measured at YES Repair/replace Power

ager Distribution Board. JPS14-6 WRT JPS14-1? Supply cable.

NO

Replace Carriage Man-

ager Distribution Board.

Disconnect all devices using

+12 and +5 volts. Check the
output of the power supply. If
output is OK, start
reconnecting individual
devices, one at a time. When
the power supply is dragged
down, troubleshoot that circuit.
If the power supply output does
not check OK with all devices
disconnected, replace the
power supply.

PDMM-0024 7-20 Revised 11/1/98

 Model 537 Swing-Reach® Truck Troubleshooting

LEDs on Electronic Steering Power Supply are Out. Vehicle and/or Carriage Manager are OK.

Are fuses FU1 and FU2 on the Replace defective fuse. See
LEDs on Electronic Steering Power Supply NO “Power Supply Fuse Blows”
Electronic OK? (on early trucks FU1 should on page 7-196.
be 15A or larger and jumpered
Steering Power out on later trucks, ser. bul. 864A)
Supply are
Out. YES
Vehicle and/or With keyswitch off, disconnect JW3 from
Can B+ be measured at YES Solenoid Control card.
Carriage PS-JP1-1 WRT PS-JP1-11? With keyswitch ON, check the following
Manager are voltages on the Power Supply:
OK.
NO
Old Power Supply New power Supply
838-004-288/001 154-012-070/001

+12 TP2 (+) TP4 (-) TP3 WRT TP1

+6 TP3 (+) TP4 (-) TP2 WRT TP1

+5 TP1 (+) TP4 (-) TP4 WRT TP1

Are voltages correct? Are LEDs ON?

See “Power Supply” on page 7-195. NO

YES

Can B+ be measured at YES Repair/replace cable from Electronic Steering Power Supply is OK.
JP17-29 WRT JP17-34? JP17 to PSJP1. Power Supply output is overloaded due to
short or partial short in external circuits,
sensors, or solenoids.
NO

Can B+ be measured at YES Repair/replace cable Replace the

JPS14-4 WRT JPS14-7? from JPS14 to JP17. Electronic
Steering Power
Supply
NO

Can B+ be measured at YES Replace Vehicle Manager

JPS18-3 WRT JPS18-7? Distribution Board.

NO
Can B+ be measured at YES Repair/replace cable
JP18-3 WRT JP18-7? from JP18 to JPS18.

NO

Can B+ be measured at YES Repair/replace cable

JPC17-3 WRT JPC17-7? from JPC17 to JP18.

NO
Replace the Carriage
Manager Distribution Board

7-21 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

Modes of The Vehicle Manager can operate in two modes of operation:

Operation • Run mode (XX%) and...
• Program mode

Audible Alarm The Model 537 identifies various truck situations using different tones
Tone Description and patterns. Listed below are the tone/patterns and possible causes for
different operating conditions.
Run mode tones:
1. A rapid pulsing, low frequency tone - overload condition.
2. High/low warble tone - shutdown condition.
3. One beep every 7 seconds - limiting condition.
4. High/med/low repeating tone - a fault condition.
5. A steady low frequency tone - over the guide wire.
6. A rising tone - seeking the guide wire.
7. Fast rising tone - not near the guide wire.
The table below lists the fault codes and the associated tone/pattern.
The number in the tone column refers to the listing above.

Tone Codes
1 16, AF***
2 21, 24, 26, 27, 42, 44, 45, 4A, 50, 51, 52, 55, 56, 77, 79, 83, 97, 98,
99, 9A, 9B, 9D, A0 through A9, AB through AE, EC, ED, EF, F0 through F6,
F8, F9***
3 11, 14, 13, 18, 19*, 1B, 1C, 1D, 1E, 1F, 6A, 6B, 87, 88
4 20, 22, 23, 25, 30, 32, 34, 43, 49, 53, 54, 63 through 69, 6D, 6E, 73
through 76, 7B, 7C, 7E, 7F, 80, 81, 84, 8A, 8B, B0 through B4
5 9C, 19**
6 1A
7 91 through 96

* Software Versions 5.5 and Lower

** Software Versions 5.7 and Above
*** Software Versions 4.0 and Above

Program mode tones

One beep when the instruction which appears on the SOD is satisfied or
a selection is made using the ENTER button.

Run Mode Run mode is the normal operating mode for the vehicle. In this mode,
the battery state-of-charge is displayed on the Secondary Operator’s
Display (SOD).

PDMM-0024 7-22
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

Program Mode Program mode is divided into three (3) categories:

• Learn
• Configure (Config)
• Maintenance (Maint)

Learn Mode Learn mode is used to calibrate the operator’s controls and external
sensors on the truck. To access Learn, SuperWrd must be used. See
“Learn Mode” on page 7-29.

Configure Mode Configure mode is used to adjust the vehicle performance to specific
customer’s requirements. To access Config, use the Password or
SuperWrd. See “Configure Mode” on page 7-30.

Maintenance Maintenance mode allows testing, cycling, and troubleshooting of

Mode individual electrical circuits related to the intellidrive2 system. To access
Maint, the SuperWrd must be used.

Mode Selection The mode which the system is operating in depends on the sequence in
which the keys on the SOD are depressed and the Password entered.

Password Levels Two Password levels are used on the intellidrive2®; they are:
• Password and...
• SuperWrd

Password Password allows access to Configure mode only. Instructions for using
Config are outlined in Program Mode.

SuperWrd SuperWrd allows access to all program levels available. Only qualified
service technicians should have access to SuperWrd. Specific
instructions for the correct procedures are described in the Program
Mode.
Instructions for entering or changing the Password or SuperWrd are also
included in this section.
It is strongly recommended that the SuperWrd be changed from
the factory default to something else during installation so access
to programming is limited to qualified personnel. With that in
mind, it is very important to remember the unique SuperWrd
code that has been entered and saved. If the code is lost or
forgotten, it is necessary for a technician to reset the truck to
factory default settings. This would require all the variable
settings to be reset (i.e., Speed, Drive, Password, SuperWrd, etc.).

7-23 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

Entering Program To enter Program mode, use the SOD as follows:

Mode
1. If lift truck is equipped with optional Electronic Key, enter the
electronic key.
2. After SelfTest has passed:
• depress and hold the ENTER button
• depress and hold the UP button
• depress, then release the DOWN button three (3) times
• release the UP button
• release the ENTER button. If the vehicle has the Electronic Key
option, see the following note.

Entering a 1. If lift truck is equipped with optional Electronic Key, enter the
Password electronic key.
2. To enter a PASSWORD or SUPERWRD: See Figure 7-2 on
page 7-25.
• While seated in the operator’s compartment, observe the SOD.
• The bar at the bottom of the left-most segment is flashing.
• The flashing bar indicates the segment which is active.
• To move the flashing bar to the left or right, hold the ENTER
button down, then press the DOWN or UP button.
3. Once the segment that you want is selected:
• Press the UP button to select the numbers, then letters (1, 2, 3, 4
... x, y, z).
• Press the DOWN button to select letters, then numbers (z, y, x ...
4, 3, 2, 1, 0).
Repeat steps 2. and 3. for all character positions in the Password or
SuperWrd.
4. When the correct code is displayed, depress the ENTER button.
NOTE: If an invalid access code is entered, the following message
appears:
• Invalid code...Try again

PDMM-0024 7-24 Revised 11/1/98

 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

The correct code must be entered before you are allowed to

proceed.

8 Segment Display

UP Button
ENTER Button

DOWN Button

Figure 7-1: Secondary Operator’s Display (SOD)

Figure 7-2: Operator Display Showing a Password/SuperWrd

(Example Only)

7-25 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

5. When the correct code for SuperWrd is entered, press the ENTER
button; “02” is displayed on the VFC (see Figure 7-3) until a
selection is made from the menu on the SOD. “Quit Pgm” appears
as the first selection. If “Quit Pgm” is the desired menu selection,
depress the ENTER button. If “Config,” “Learn,” or “Maint” is
wanted, use the UP or DOWN buttons to get to that menu, then
depress the ENTER button.

“02” will be displayed Carriage or

until a selection is Vehicle Manager
made from the
operator’s
display (then S1
Prog Run
04, 05, or 03)
will be displayed.

S2
Reset

Figure 7-3: Carriage or Vehicle Manager VFC indicating SuperWrd has

been Entered

PDMM-0024 7-26
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

6. If the correct code for Password is entered, “04” is displayed on the

VFC. “Quit Cfg” is the first selection on the Operator’s Display.
Configure mode submenus are described on page 7-23.

“04” will be displayed after the correct Carriage or

Password is entered when in Program Mode. Vehicle Manager

S1
Prog Run

S2
Reset

Figure 7-4: Carriage or Vehicle Manager VFC in Configure Mode after

Password is Entered

Figure 7-5 shows the menu structure for Program mode.

• To move up or down through the menu, use UP/DOWN buttons.
• To move cursor (flashing segment), press and hold ENTER
button then press UP or DOWN buttons.
• To enter a menu or submenu, depress the ENTER button.
• QUIT returns you to the previous higher level in the menu.

7-27 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

5 CTX trucks only

Figure 7-5: Program Mode Menu Structure

PDMM-0024 7-28
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

Learn Mode Learn mode is used to calibrate the operator’s controls and external
sensors, (i.e., throttle [VR1] and lift/lower potentiometer [VR2]).
NOTE: Learn will not appear on the menu when the vehicle is in a
shutdown condition (Tone number 2 is described on page 7-22).
NOTE: Learn should only be performed with a fully charged battery
installed in the truck.
Review instructions for Program mode (if required) before proceeding.
NOTE: If lift truck is equipped with optional Electronic Key, enter the
electronic key.
After entering the SuperWrd, “Quit Pgm” is on the Operator’s Display.
Scroll (UP/DOWN buttons) through the menu until “Learn” is displayed,
then depress the ENTER button firmly...the alarm “beeps” indicating that
you are in the Learn mode. The Carriage or Vehicle Manager displays
appear as shown below.

“03” will be displayed while in Learn Carriage or Vehicle Manager

Mode.

S1
Prog Run

S2
Reset

Figure 7-6: VFC Shown in Learn Mode

Once Learn is accessed, select the submenu required. The submenus

are:

• Quit Learn • Carriage • Height

• Controls • Steering • Weight

Revised 11/1/98 7-29 PDMM-0024

Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

The table below outlines each submenu and usage.

LEARN
Submenu Title Description
Quit Lrn Exit Learn Mode submenu
Controls Used to Learn the four control pots (VR1, VR2, VR3, and VR4)
Carriage Used to Learn the two position feedback pots (VR5 traverse
and VR6 rotate).
Steering Used to Learn steering feedback pot (VR8) or replaced
Interface card.
Height Used to Learn flow sensor elevated heights. Counts between
the lower and upper reference switches to determine main
and mini mast.
Weight Used to Learn the weight of the empty fork carriage and the
operator’s platform (including operator).
Learn Mode MUST be performed in the order shown above. Always
perform “Controls” whenever Learn is run, then continue down the list.
Always let the entire message scroll across the display, then follow those
instructions.
While learning “Carriage,” move the load handler in the direction that
allows the most movement, i.e., if the load handler is traversed all the way
to the left, move the traverse control to the right. In some cases, Learn may
have to be performed more than once.

Trucks with software versions 5.9 and higher will have default values
automatically programmed for the height and weight Learn function.
This will be beneficial for cold storage trucks. They do not display this
information, therefore there is no need to Learn it. Standard trucks still
require height and weight calibration to prevent nuisance alarms, but
Learning can be deferred until the truck is moved to a suitable location.
NOTE: The default values are not intended as a substitution for proper
calibration. They are intended to provide reasonable accuracy
on a temporary basis in situations where the alternative would
be a truck that is down and unable to move.
Follow the instructions as they appear on the SOD. LEARN instructions
vary slightly between vehicles with different options. Instructions repeat
until they have been completed.
If Carriage Manager does not take Learn, then go to Configure. Select
Default, Reset (Y), Save (Y) and relearn.

Configure Mode Review instructions for Program mode (if required) before
proceeding.
After entering the SuperWrd, “Quit Pgm” is displayed. Use UP/DOWN
buttons until “Config” is on the SOD, then depress the ENTER button.
See NOTE.

PDMM-0024 7-30
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

NOTE: Configure mode may also be accessed by using the Password. If

the Password is used, Configure mode will be the only menu
available.
Each time the DOWN button is depressed, the selection advances one
item through the menu. Continue depressing the DOWN button until
the name of the menu desired is displayed, then depress the ENTER
button; this will take you into the submenu for the item selected.
Currently selected values appear in the submenu first. To make another
selection or change, depress the UP/DOWN buttons. When the item
desired is on the display, depress the ENTER button. Depressing the
ENTER button selects the item currently being displayed and returns you
to the main menu.
All possible truck configurations and options are listed in these
instructions. If your truck does not have one or more of the listed options
they will not appear as a selection on the SOD.
To save changes made in Config, select “Quit Cfg” from the main menu
and depress the ENTER button. A message appears on the SOD asking
if the changes should be saved (Save? N). Use UP button to select Save?
Y for Yes, then press the ENTER button to save the changes. Depressing
the ENTER button when “Save? N” is on the display causes any changes
made to be abandoned.
To reinstate the factory default settings:
1. Select DEFAULT from the main menu and depress the ENTER
button.
2. Select “Save? Y” from the “Quit Cfg” selection to save the settings.
NOTE: If Default is used, remember to go back through Configure
mode and reset all previous settings to what they were before
selecting Default. This is especially true for resetting the wire
guidance frequency.

Changing the Both the Password and SuperWrd may be changed to any combination
Password of letters, numbers, and/or spaces. The minimum is one (1) character,
the maximum is eight (8). A Password consisting of all spaces is not
permitted.
To change the access code:
1. Enter Configure mode using current Password or SuperWrd. See
NOTE.
NOTE: If the Password is used to enter Configure mode, only the
password may be changed; the SuperWrd will not be visible.
2. Select SuperWrd or Password from the main menu using UP/
DOWN buttons.

7-31 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

3. Depress the ENTER button.

4. Enter the new code using the UP/DOWN/ENTER buttons.
5. When the new code is on the display, depress the ENTER button.
6. Select “Quit Config”.
7. To exit without making changes, depress the ENTER button while
“Save? N” is on the display To save the changes, use Up button to
select “Save Y,” then depress ENTER button.

Using Maintenance mode allows the service technician to test individual

Maintenance circuits within the intellidrive2® system. Maintenance mode is accessed
Mode through Program mode after the SuperWrd is entered. See “Program
Mode” on page 7-23 for information on procedures for accessing
Maintenance mode. After “Maint” has been selected from the main
menu, the VFC display appears as shown below.

VFC Display will show a “05” Carriage or Vehicle

while in Maintenance Manager
mode.

S1
Prog Run

S2
Reset

Figure 7-7: VFC Shown in Maintenance Mode

During Maintenance Mode, always jack the drive tire off the floor.
See WARNING.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath the vehicle while
jacking. Use jack stands or solid blocks to support truck. DO
NOT rely on jacks. See “Jacking Safety” on page 2-4.

PDMM-0024 7-32
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

! WARNING
By entering maintenance mode, you have disabled the
safety circuits associated with the Vehicle Manager.
Therefore, you must take extra precautions while in
maintenance mode. Follow all instructions contained in this
manual for each test. If you are unsure how to conduct a
test while in maintenance mode, STOP - DO NOT proceed
with the test; contact a certified Raymond technician.

NOTE: If lift truck is equipped with optional Electronic Key, enter the
electronic key.
Please review the following comments and suggestions before doing
any tests.
If you go into and out of “Maint” several times to resolve a problem, it
may save time if the SuperWrd is temporarily changed to a single
character or number. The SOD would appear as shown below:
[ Œ________]
That way, when Program Mode is entered, the Password can be entered
quickly. Remember to reenter the correct SuperWrd when you are
done.
Maintenance mode consists of four categories:
• Analog Tests
• Input Tests
• Output Tests
• Cycle Mode
Each category with its function and usage is described below.

Analog Tests When entering an analog test, scroll to the desired test number using
the UP or DOWN arrow keys on the SOD. When the test number you
want is on the display, the analog value is displayed to the right of the
test number on the SOD.
Some tests are simply static voltage readings (e.g., Test A11 - Battery
Voltage). Other tests are dynamic (e.g., Test A03 - Travel Control Pot
Voltage). Dynamic tests allow the technician to see the value change on
the SOD as the control is moved.
Some analog tests allow the technician to “sense voltages.” For these
tests, a contactor must be energized to see the change in voltage on the
SOD. To energize a specific contactor, select the appropriate test, then
depress the ENTER and UP buttons at the same time to energize the

Revised 11/1/98 7-33 PDMM-0024

Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

contactor. To de-energize the contactor, press ENTER. An example of

this type of test is A08 - P-Sense Voltage.
The last type of analog tests, active analog, has the PC contactor
energized so that a range of voltages can be observed. An example of
an active analog test is A20 - Traverse Pot Voltage.
To use an active analog test:
1. DO NOT step on the deadman.
2. Press the ENTER and UP buttons at the same time to activate the PC
contactor.
3. Step on the right deadman pedal.
4. Use the appropriate control to vary the voltage for the control you
select.
5. To exit active analog maintenance, press the ENTER button.
6. Use the UP or DOWN arrow keys to go to the next test or to exit
maintenance mode.
NOTE: Refer to the specific analog test description to determine whether
analog active is required to get the needed information.

Output Tests Once the Output Test mode has been selected:
1. Scroll through the choices using the UP or DOWN arrow keys until
the desired test number is displayed on the SOD.
2. To enable the test, press the ENTER button.
3. The SOD displays the nonactive state value.
4. Press the UP button to activate the function and display the active
state value on the SOD.
5. Press the DOWN button to deactivate the function and display the
inactive state value.

Input Tests Input tests look at an input to the system. When activating input tests,
scroll to the desired test to look at the state of the input.

Cycle Mode Cycle mode is used to reach/retract the forks. To use Cycle mode, select
“Cycle” from the submenu and “Reach” appears on the SOD. Depress
ENTER button and instructions appear. Use the UP/DOWN arrow
buttons to get the desired action. When “Reach” cycle is used, both
deadman pedals must be depressed while pushing the UP/DOWN
button.

PDMM-0024 7-34
 Model 537 Swing-Reach® Truck Troubleshooting

Modes of Operation

Hourmeters There are 3 hour meter readings available.

• DM - Deadman Hours (total number of hours the right
deadman pedal has been depressed)
• HL - Lift Hours (total number of hours the lift motor has been
operated)
• TM - Traction Motor (indicated 1 count for every 10,000
revolutions of the motor shaft. For software versions 5.9 and
higher, it will indicate1 count for every mile of distance travelled.
(odometer).
These hour meter readings can be displayed on the Secondary
Operator Display by depressing the horn button, then turning the key
switch ON.

! CAUTION
If the power transistor (Q1) goes bad, it may destroy the
Chopper Control Module (CCM), and if the Chopper Control
Module goes bad, it may destroy the power transistor.
Therefore, if the power transistor is found to be bad, test
the chopper control module before installing a new power
transistor; likewise, if the Chopper Control Module is
defective, test the power transistor before installing a new
Chopper Control Module.

! CAUTION
If the H-Bridge Control Module (HCM) goes bad, it may
destroy the Field Wiring assembly (FW), and if the Field
Wiring assembly (FW) goes bad, it may destroy the H-
Bridge Control Module (HCM). Therefore, if the HCM is
found to be bad, test FW before installing a new HCM.
Likewise, if FW is found to be defective, test the HCM before
installing a new field wiring assembly.

7-35 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Modes of Operation

! CAUTION
For any of the tests where you are instructed to disconnect
JPT1 or JPH1, turn power off before disconnecting either
connector, then reenter the test. This is very important as
failure of the Chopper Module Field Wiring assembly, H-
Bridge Control Module, or power transistor is possible if the
connector is removed and power is still applied.

Disconnecting wires or connectors to integrated circuits with

power on can result in premature failure of those or other
components. Always turn power off before making or
breaking any connections.

When removing a connector, do not pull on the wires to

separate the connection!

! WARNING
While in maintenance mode:
• The drive tire must be elevated off the floor
• Ensure Controls are in neutral
• The vehicle is blocked to prevent movement and...
• The carriage is lowered completely to the floor.

PDMM-0024 7-36
 Model 537 Swing-Reach® Truck Troubleshooting

Maintenance Interdependencies(Component Troubleshooting)

Maintenance Use the following table to determine the test which can be used for
Interdependencies checking specific components. The table also indicates whether Learn
(Component mode is required.
Troubleshooting)

Is Learn Component Good If it Passes ALL the

Component Repaired/Adjusted
Required following
Brake Adjustment No See “Brake Adjustment” on page 9-19.
Chopper Control Module (CCM) No A02, A01, I06, O11, O13
Carriage Manager Distribution Board Yes –
Carriage Manager VFC Yes –
Deadman Switches (S2, S9, S25) No I02, I16, I24***
Drive Motor Encoder No I05
Drive Motor Temperature Sensor (DT) No A15
Field Wiring Assembly No –
Flow Sensor Yes I10
H-Bridge Module (HCM) No A14, I12, O04, O05, O20
intellispeed™ Manager Yes A16, A17, I10
Lift/Lower Control Pot (VR2) Yes A04
Lower Reference Switch (S11) No I00
Main Lift Pressure Sensor (PRES2) Yes A16
Mini Lift Pressure Sensor (PRES1) Yes A17
Mini Lift Reference Proximity Switch (PROX1) No I19
POD No –
Rotate Control (VR3) Yes A06
Rotate Position Pot (VR6) Yes A21
Reach Position Reference Proximity Switch No I22
(PROX2)
SOD** No Check during SelfTest
Steer Encoder No I21
Steering Position Pot (VR8) Yes A00
Temperature Sensor (HT) No A02
Throttle Control Pot (VR1) Yes A03
Traverse Control (VR4) Yes A05
Traverse Position (VR5) Yes A20
Upper Reference Switch No I01
Vehicle Manager Distribution Board Yes –
Vehicle Manager VFC Yes –

** Requires special procedures, contact the Parts Division in Syracuse,

New York.
*** Test I24 applies only to trucks having software versions 4.0 and
above.

7-37 PDMM-0024
 Model 537 Swing-Reach® Truck

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PDMM-0024 7-38
 Model 537 Swing-Reach® Truck Troubleshooting

System Status Codes

System Status 7
Codes
Code 00

Code Title All systems functioning

Reason This is not an error condition; it is merely an indication of
the mode of the traction motor's controller. Coast mode is
the default mode when the motor is not being driven. All
systems are OK and the truck is ready for operation.
System Response 1. Alarm sounds: No
2. Operator’s Display: Battery State-of-Charge
3. PC contactor: Energized
4. VFC Display: 00
How to Clear This is a status indication only; there is no need to clear this
code.

Corrective Actions and No corrective action is required. The throttle is in the neutral position, so
Checks the truck is not being driven.

Code 01

Code Title Password entry required

Reason This not an error condition
System Response 1. Alarm sounds: No
2. Operator’s Display: _ _ _ _ _ _ _ _
3. PC contactor: De-energized
4. VFC Display: 01
How to Clear This is a status indication only; there is no need to clear this
code.

Corrective Actions and No corrective action is required. Entering a password will allow the user
Checks to enter Program mode. The selections available in Program mode will
depend on whether the Password or SuperWrd was entered.

7-39 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Status Codes

Code 02

Code Title Program mode main menu

Reason The Superwrd for program has been entered. Program
mode has been started.
System Response 1. Alarm sounds: No
2. Operator’s Display: Quit Pgm
3. PC contactor: De-energized
4. VFC Display: 02
How to Clear

Corrective Actions and No corrective action is required. Program mode allows the user to
Checks access various sub-menus related to the intellidrive2® system.

Code 03

Code Title Learn mode

Reason The Learn submenu from program mode has been
selected.
System Response 1. Alarm sounds: No
2. Operator’s Display: Quit Lrn
3. PC contactor: De-energized
4. VFC Display: 03
How to Clear

Corrective Actions and No corrective action is required. Use this submenu to learn various
Checks components of the intellidrive2® system.

Code 04

Code Title Configure mode

Reason The Configure submenu has been selected.
System Response 1. Alarm sounds: No
2. Operator’s Display: Quit Cfg
3. PC contactor: De-energized
4. VFC Display: 04
How to Clear

Corrective Actions and No corrective action is required. Use this submenu to adjust vehicle
Checks performance to the customer's requirements.

PDMM-0024 7-40
 Model 537 Swing-Reach® Truck Troubleshooting

System Status Codes

Code 05

Code Title Maintenance mode

Reason The Maintenance submenu from Program mode was
selected.
System Response 1. Alarm sounds: No
2. Operator’s Display: Quit Mnt
3. PC contactor: De-energized
4. VFC Display: 05
How to Clear

Corrective Actions and No corrective action is required. Maintenance mode allows

Checks maintenance personnel to test various inputs and outputs related to the
intellidrive2® system.

Code 06

Code Title Electronic key input required

Reason This is not an error condition. The optional electronic key
has been activated for this vehicle and is waiting for the
operator to enter the correct password.
System Response 1. Alarm sounds: No
2. Operator’s Display: _ _ _ _ _ _ _ _
3. PC contactor: De-energized
4. VFC Display: 06
How to Clear

Corrective Actions and Enter the correct password to continue.

Checks

7-41 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Performance Limiting Codes

Performance
Limiting Codes
Code 10

Code Title Power Up SelfTest (P.O.S.T.)

Reason This is not a fault with the system. This code appears
whenever the vehicle is performing SelfTest during power
up.
System Response 1. Contactors cycle
2. Horn sounds
3. Operator’s Display: SelfTest Passed
4. PC contactor: Not energized until SelfTest passes
5. VFC Display: 10
6. Speed limit: 0.0 mph
How to Clear This is a status indication only; there is no need to clear.

Corrective Actions and No corrective action required. Truck is performing start-up diagnostics.
Checks

Code 11

Code Title Traction motor temperature HOT

Reason Operation of the vehicle has caused traction motor to
overheat enough to cause the Vehicle Manager to slow the
vehicle.
System Response 1. Alarm sounds: No
2. Secondary Operator’s Display: Travel speed is limited
due to traction motor temperature
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 11
5. Speed limit: As the temperature increases, the speed
continues to be restricted.
How to Clear Allow the traction motor to cool. This may be done by
slowing the travel speed.

Corrective Action and 1. Traction motor may be overheated. Let cool.

Checks
2. The traction temperature sensing circuit may be bad. Run test:
• A15 -Traction Motor Temperature Voltage
3. The 1S contactor circuit may be bad. Run test:
• 003 - Toggle the IS Contactor
4. 1S contactor welded closed.
5. Check the condition of the plugging resistor (R1) under the battery
compartment.

PDMM-0024 7-42
 Model 537 Swing-Reach® Truck Troubleshooting

Performance Limiting Codes

Code 13

Code Title Power panel temperature HOT

Reason The temperature of the power panel has risen enough to
cause the Vehicle Manager to restrict vehicle speed.
System Response 1. Alarm sounds: No
2. Operator’s Display: Travel speed is limited due to
power panel temperature
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 13
5. Speed limit: As the temperature increases, the speed
continues to be restricted.
How to Clear Allow the Power Panel to cool.

Corrective Actions and Possible causes:

Checks
1. Power panel may be overheated. Let cool.
2. The power panel temperature sensing circuit may be bad. Run test:
• A02 - Heat sink temperature voltage
• I07 - Heat sink temp limit signal
• Check snubber circuit components

Code 14

Code Title Main/mini mast height uninitialized

Reason Vehicle has just passed SelfTest. The operator’s carriage
has not crossed the lower reference switch AND/OR the
mini lift has not crossed the reference proximity switch.
System Response 1. Alarm sounds: Yes
2. Operator’s Display: Initialize to allow full speed...
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 14
5. Speed limit: 1.0 mph
How to Clear Elevate operator’s platform and fork carriage to cross
reference switches.

Corrective Actions and 1. The lower reference switch circuit may be bad. Run test:
Checks
• I00 - Lower Reference Switch
2. The mini lift reference switch circuit may be bad. Run test:
• I19 - Mini-Lift Reference Proximity Switch

7-43 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Performance Limiting Codes

Code 16

Code Title Weight exceeded for current height

Reason The Vehicle Manager has detected that the allowable
height has been exceeded for the current weight on the
forks.
System Response 1. Alarm sounds: Yes
2. SOD: Load too heavy for current height...
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 16
5. Speed limit: 0.0 mph
6. Lift System: Shut down
7. POD: Overload ICON blinks ON/OFF
How to Clear Lower the carriage or decrease the weight of the load.

Corrective Actions and 1. The mini lift pressure transducer may be bad. Run test:
Checks
• A17 - Mini Lift Pressure Voltage
2. The main lift pressure transducer may be bad. Run test:
• A16 - Main Lift Pressure Voltage
3. The flow sensor may be bad. Run test:
• I10 - Flow Sensor Count

Code 17

Displacement and/or heading angle excessive (wire

Code Title
guidance)
Reason While in AUTO mode (guiding on the wire), the vehicle has
deviated more than 1.5” and/or 1.5°.
System Response 1. Alarm sounds: No
2. SOD: XXX%
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 17
5. Speed limit: 1.0 mph
How to Clear

Corrective Actions and 1. Line driver output may require adjustment.

Checks
2. The truck normally realigns itself and the code clears. If the code
does not clear, the wire guidance alignment procedure may need to
be performed, or defective parts replaced.
3. The following items may cause this code:
• metal objects on the floor
• uneven floors
• guidewire slots not cut straight
• defective floor wiring
• See "Displacement and Heading Excessive - (Code #11)" on
page 7-148.

PDMM-0024 7-44
 Model 537 Swing-Reach® Truck Troubleshooting

Performance Limiting Codes

Code 18

Travel inhibited by load handler (This only displays

Code Title
below software version 4.2)
Reason The reach mechanism is extended when travel is requested.
System Response 1. Alarm sounds: No
2. SOD: Retract reach to allow travel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 18
5. Speed limit: 0.0 mph
How to Clear Return travel control to neutral; retract reach.

Corrective Actions and 1. Check lights on POD.

Checks
2. The reach position reference switch (PROX2) circuit may be bad.
Run test:
• I22 - Reach Position Reference Proximity Switch
3. The fork control proportional solenoid or associated circuitry could
be bad. Run test:
• 027 - Fork Control Proportional Solenoid A
• 028 - Fork Control Proportional Solenoid B
4. The reach select solenoid (SOL36) or associated circuitry could be
bad. Run test:
• 029 - Reach Select Solenoid
5. The traverse control pot or associated circuitry could be bad or
misadjusted. Run test:
• A05 - Traverse Control Pot Voltage

7-45 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Performance Limiting Codes

Code 19

Code Title Travel limited by load handler

Reason The load handler is not “nested.” Nested is the fork
carriage position that allows unrestricted travel.
System Response 1. Alarm sounds: No
2. SOD: Speed limited due to load handler
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 19
5. Speed limit: 1.0 mph
How to Clear Nest the load handler.

Corrective Actions and 1. Check lights on POD to see what is out of position.
Checks
2. The traverse position pot circuit may be bad. Run test:
• A20 - Traverse Position Pot Voltage
3. The rotate position pot circuit may be bad. Run test:
• A21- Rotate Position Pot Voltage
4. The traverse control pot or associated circuitry could be bad. Run
test:
• A05 -Traverse Control Pot Voltage
5. The rotate control pot or associated circuitry could be bad. Run test:
• A06 - Rotate Control Pot Voltage
6. The load handler select solenoid or associated circuitry could be
bad. Run test:
• O22 - Load Handler Select Solenoid
7. The traverse proportional solenoids A or B or associated circuitry
could be bad. Run test:
• O25 - Load Handler Traverse Proportional Solenoid A
• O26 - Load Handler Traverse Proportional Solenoid B
8. The fork control proportional solenoids A or B or associated
circuitry could be bad. Run test:
• O27 - Fork Control Proportional Solenoid A
• O28 - Fork Control Proportional Solenoid B
9. The reach position reference switch (PROX2) circuitry may be bad.
Run test:
• I22 - Reach Position Reference Proximity Switch

PDMM-0024 7-46
 Model 537 Swing-Reach® Truck Troubleshooting

Performance Limiting Codes

Code 1A

Code Title Seeking wire or guide wire sensed

Reason The Auto/Manual switch is in the Auto position and either;
• the wire is not sensed (slow doppler)
• the wire is sensed (fast doppler), but the vehicle is not
locked on the guidewire
System Response 1. Alarm sounds: Yes
2. SOD: Seeking
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1A
5. Speed limit: 1.0 mph
How to Clear Acquire the wire.

Corrective Actions and The Auto/Manual switch (S4) may be bad. Run test:
Checks
• I11 - Auto/Manual Switch Position (S4)
• O14 - MS Control

Code 1B

Code Title Lower limit reached

Reason The forks have been lowered to the lower limit. (This code
should only occur if the “Lower Limit Option” has been
installed.)

The Lower Limit is set in Configure Mode; See “Configure

Mode” on page 7-23. The default value for Lower Limit is
18.”
System Response 1. Alarm sounds: Yes
2. SOD: Press bypass to continue lowering (if Bypass
Option is installed)
-OR-
Lowering inhibited: Lower Limit Option (if Bypass
Option is not installed)
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1B
5. System Response: Lower system shutdown
6. Brake Applied: No
How to Clear Lift or press Lift/Lower Inhibit Bypass Switch on left control
handle (if Bypass Option is installed)

Corrective Actions and 1. The flow sensor counts may be incorrect. Run test:
Checks
• I10 - Flow Sensor Counts
2. The lift/lower inhibit bypass switch may be bad. Run test:
• I17 - Lift/Lower Inhibit Bypass Switch (S7)

7-47 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Performance Limiting Codes

Code 1C
Code Title Too many pulses without reference switch
Reason The operator’s platform has lifted/lowered repeatedly
without crossing a reference switch.
System Response 1. Alarm sounds: Yes
2. SOD: Cross the upper or lower mast switch
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1C
5. Speed limit: Maximum height is assumed. Vehicle
speed is limited to 1.0 mph if the steerable wheel is
turned less than 10° or 0.0 mph if the steerable wheel
is turned more than 10°.
How to Clear Lift or lower to cross a reference switch

Corrective Actions and 1. The lower reference switch circuit may be bad. Run test:
Checks
• I00 - Lower Reference Switch (S11)
2. The upper reference switch circuit may be bad. Run test:
• I01 - Upper Reference Switch (S10)
3. The flow sensor counts may be incorrect. Run test:
• I10 - Flow Sensor Count

Code 1D
Code Title Upper limit reached
Reason The main platform (not the forks) has been raised to the
upper limit. (This code should only occur if the “Lift Limit
Option” has been installed).

The Lift Limit is set by the location of switch S24 on the

mast.
System Response 1. Alarm sounds: Yes
2. SOD: Press bypass to continue lifting (if Bypass
Option is installed)
-OR-
Lifting inhibited: Lift Limit Option (if Bypass Option is
not installed)
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1D
5. System Response: Main lift system shutdown
6. Brake Applied: No
How to Clear Lower or press Lift/Lower Inhibit Bypass Switch on left
control handle (if Bypass Option is installed).

Corrective Actions and 1. The lift inhibit switch circuit may be bad. Run test:
Checks
• I15 - Lift Inhibit Switch (S24)
2. The lift/lower inhibit bypass switch may be bad. Run test:
• I17 - Lift/Lower Inhibit Bypass Switch

PDMM-0024 7-48
 Model 537 Swing-Reach® Truck Troubleshooting

Performance Limiting Codes

Code 1E

Code Title Speed limited due to steer angle

Reason The elevated height for the present steering angle is too
great.
System Response 1. Alarm sounds: Yes
2. SOD: Speed limited due to steering angle
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1E
5. Speed limit:
• If steering angle is greater than 10° with the
operator’s carriage above the lower reference
switch, but below the upper reference switch, then
the speed limit will be 1.0 mph.
• If the steering angle is greater than 10° with the
operator’s carriage above the upper reference
switch, then the speed limit will be 0.0 mph.
How to Clear Lower operator’s platform or decrease steering angle.

Corrective Actions and 1. The steering position pot voltage may be bad. Run test:
Checks
• A00 - Steering Position Pot (VR8) Voltage
2. The lower reference switch circuit may be bad. Run test:
• I00 - Lower Reference Switch (S11)
3. The upper reference switch circuit may be bad. Run test:
• I01 - Upper Reference Switch (S10)
4. Check "Solenoid Control ESTAT Message" on page 7-156 to see if
the “SS” LED is ON.

Code 1F

Code Title Side gate up when requesting travel

Reason The travel control was moved from the neutral position with
a side gate up. This feature is optional.
System Response 1. Alarm sounds: Yes
2. SOD: Lower side gate
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 1F
5. Speed limit: 0.0 mph
How to Clear Lower side gate

Corrective Actions and 1. The side gate switch circuit may be bad. Run test:
Checks
• I14 - Side Gate Switches (S60 and S61)

7-49 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Power Panel Fault Codes

Power Panel
Fault Codes
Code 20

Code Title Temperature sensor circuits not responding

Reason The signal from Power Panel temperature sensor (HT) is not
correct.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 20...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 20
5. Speed limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The Heat Sink Temperature Sensor (HT) Circuit may be bad. Run tests:
Checks
• A02 - Verify the analog temperature reading
• I07 - Verify the digital temperature limit signal

PDMM-0024 7-50
 Model 537 Swing-Reach® Truck Troubleshooting

Power Panel Fault Codes

Code 21

Code Title Short detected in armature circuit

Reason During the start-up SelfTest, either:
The analog current signal indicated current flowing while
the CCM was disabled.
OR
The analog current signal indicated current flowing while
no PWM was being generated.

During operation, either:

Voltage across Power Transistor is less than 2 volts and the
analog current signal indicated current flowing.
OR
There was no drive request (i.e., no PWM) and there was at
least 50 amp for at least 3 seconds.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 21...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 21
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check for shorts to frame

Checks
2. Check Q1 snubber circuit (REC 2, C1, R4, IS contacts, wiring)
3. Check insulator between horn bracket and tractor frame
4. The armature sense voltage circuit may be bad. Run test:
• A10 - Armature Sense Voltage
5. The armature current sense circuit may be bad. Run test:
• A01 - Armature Current Sense Voltage
6. The chopper control module enable circuit may be bad. Run test:
• O11- CCM Enable Signal
7. The chopper control module PWM circuit may be bad. Run test:
• O13 - Ramp PWM to CCM & Q1

7-51 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Power Panel Fault Codes

Code 22

Code Title Power Panel overheated

Reason The temperature signal from the HT exceeded maximum
value.
System Response 1. Alarm sounds: Yes
2. SOD: Power Panel Overheated, allow time to cool
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 22
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The Power Panel may be overheated...allow to cool:

Checks
2. The HT sensor circuit may be bad. Run tests:
• A02 - Heatsink Temperature Sensor (HT) Voltage
• I07 - Heatsink Temperature Limit Signal

Code 23

Code Title Open detected in armature circuit

Reason During SelfTest, proper current levels were not sensed in
the Power Transistor (Q1).

During operation, sensed current and current limit do not

agree, or travel requested and no current sensed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 23...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 23
5. Speed limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check for shorts to frame

Checks
2. Check Q1 snubber circuit (REC 2, C1, R4, IS contacts, wiring)
3. Check insulator between horn bracket and tractor frame
4. R1 (plugging resistor)
5. The armature sense voltage circuit may be bad. Run test:
• A10 - Armature Sense Voltage
6. The armature current sense circuit may be bad. Run test:
• A01 - Armature Current Sense Voltage
7. The chopper control module enable circuit may be bad. Run test:
• O11- CCM Enable Signal

PDMM-0024 7-52
 Model 537 Swing-Reach® Truck Troubleshooting

Power Panel Fault Codes

8. The chopper control module PWM circuit may be bad. Run test:
• O13 - Ramp PWM to CCM & Q1
9. The PC contactor circuit may be bad. Run test:
• O00 - PC Contactor

Code 24

Code Title Armature current sensor circuit not responding

Reason During operation, maximum current was exceeded and
current limit signal was not activated

OR

Current limit active with low current.

System Response 1. Alarm sounds: Yes
2. SOD: CODE 24...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 24
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and NOTE: If the red LED on the Chopper Control Module (CCM) is lit or
Checks Code 22 appears on the Vehicle Manager display during power
up self-test, See “Code 22” on page 7-52.
1. The armature current sense circuit may be bad. Run test:
• A01 - Armature Current Sense Circuit
2. The armature current limit circuit may be bad. Run test:
• I06 - Armature Current Limit Circuit

7-53 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Power Panel Fault Codes

Code 25

Code Title Short detected in field circuit

Reason During operation, maximum field current was exceeded.

OR

During Power Up SelfTest (POST), current is sensed while

HCM is disabled.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 25...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 25
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The field current sense circuit may be bad. Run test:
Checks
• A14 - Field Current Sense Voltage
2. The field current limit circuit may be bad. Run test:
• I12 - Field Current Limit Signal
3. The field current control circuit may be bad. Run tests:
• O05 - HCM Forks First
• O04 - HCM Tractor First
• O20 - Ramp PWM to HCM
4. If intermittent, see Corrective Actions and Checks in "Code 21" on
page 7-51.

PDMM-0024 7-54
 Model 537 Swing-Reach® Truck Troubleshooting

Power Panel Fault Codes

Code 26

Code Title Open detected in field circuit

Reason During operation, current not detected in the field circuit
when commanded .

OR

During Power Up SelfTest (POST), no current was sensed in

field current when commanded.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 26...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 26
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The field current sense circuit may be bad. Run test:
Checks
• A14 - Field Current Sense Voltage
2. The field current limit circuit may be bad. Run test:
• I12 - Field Current Limit Signal
3. The field current control circuit may be bad. Run tests:
• O04 - HCM Tractor First
• O05 - HCM Forks First
• O20 - Ramp PWM to HCM
If intermittent, see Corrective Actions and Checks in "Code 21" on
page 7-51.

7-55 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Power Panel Fault Codes

Code 27

Code Title Field current sensor circuits not responding

Reason During operation, maximum current was exceeded and
one current limit signal was not activated

OR

Current limit active with low current.

System Response 1. Alarm sounds: Yes
2. SOD: CODE 27...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 27
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The field current sense circuit may be bad. Run test:
Checks
• A14 - Field Current Sense Voltage
2. The field current limit circuit may be bad. Run test:
• I12 - Field Current Limit Signal

Code 28

Code Title Plugging circuits not responding

Reason During plugging, the truck did not slow quickly enough.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 28...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 28
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The traction motor may be overheated...let cool.

Checks
2. The travel deadman switch (S2) circuit may be bad. Run test:
• I02 - Travel Deadman Switch
3. The second deadman switch (S25) circuit may be bad. Run test:
• I24 - Second Deadman Switch
4. The plugging detector circuit may be bad. Run test:
• I25 - Plugging Detector
5. The drive encoder may be bad or have a loose shaft coupling. Run
test:
• I05

PDMM-0024 7-56
 Model 537 Swing-Reach® Truck Troubleshooting

Motor & Encoder Fault Codes

Motor &
Encoder Fault
Codes
Code 30

Code Title Excessive acceleration

Reason During operation, maximum field current was exceeded.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 30...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 30
5. Speed limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The drive encoder circuit may be bad. Run test:
Checks
• I05 - Drive Encoder Count

Code 32

Code Title No movement detected when travel is requested

Reason This code is detected if all four of the following conditions
occur at the same time for more than 2 seconds:
1. Speed request from throttle is not zero
2. Velocity from the encoder is zero
3. The PWM command to the CCM is greater than 20%
4. No current limit
System Response 1. Alarm sounds: Yes
2. SOD: CODE 32...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 32
5. Speed limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The encoder may not be generating pulses correctly. Run test:
Checks
• I05 - Drive Encoder Count

7-57 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Motor & Encoder Fault Codes

Code 34

Code Title Traction motor overheated

Reason The temperature of the traction motor is hot enough for the
Vehicle Manager to prevent travel.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 34 - Drive motor overheated, allow time
to cool...
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 32
5. Speed limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The traction motor may be overheated...allow to cool.

Checks
2. Check brake adjustment
3. The traction motor temperature circuit may be bad. Run test:
• A15 - Traction Motor Temperature Voltage
• See "Motor Overheating" on page 8-181 for additional checks
and tests.

PDMM-0024 7-58
 Model 537 Swing-Reach® Truck Troubleshooting

Contactors Fault Codes

Contactors
Fault Codes
Code 42

“P” contactor detected closed when commanded

Code Title
open.
Reason The “P” contactor is sensed closed when it should be open.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 42...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 42
5. Speed limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The “P” contactor or its wiring may be bad. Run test:
Checks
• O02 - Toggle the “P” Contactor
2. The pump sense circuit may be bad. Run test:
• A08 - P Sense Voltage

Code 43

“P” contactor detected open when commanded

Code Title
closed.
Reason The “P” contactor is sensed open when it should be closed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 43...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 43
5. Lift Speed: 1.0 fpm
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The “P” contactor or its wiring may be bad. Run test:
Checks
• O02 - Toggle the “P” Contactor
2. The pump sense circuit may be bad. Run test:
• A08 - P Sense Voltage

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Contactors Fault Codes

Code 44

Code Title PC contactor detected closed when commanded open.

Reason The PC contactor is sensed closed when it should be open.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 44...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 44
5. Speed limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The PC contactor or its wiring may be bad. Run test:
Checks
• O00 - Toggle the PC Contactor
2. The PC sense circuit may be bad. Run test:
• A07 - PC Sense Voltage

Code 45

Code Title PC contactor detected open when commanded closed.

Reason The PC contactor is sensed open when it should be closed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 45...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 45
5. Speed Limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The PC contactor or its wiring may be bad. Run test:
Checks
• O00 - Toggle the PC Contactor
2. The PC sense circuit may be bad. Run test:
• A07 - PC Sense Voltage

PDMM-0024 7-60
 Model 537 Swing-Reach® Truck Troubleshooting

Contactors Fault Codes

Code 49

“X” contactor detected closed when commanded

Code Title
open.
Reason The “X” contactor is sensed closed when it should be open.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 49...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 49
5. Speed limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The “X” contactor or its wiring may be bad. Run test:
Checks
• O01 - Toggle the X Contactor
2. The auxiliary sense circuit may be bad. Run test:
• A09 - “X” Sense Voltage

Code 4A NOTE: If Brake Release Switch (S12) is in service mode, Code 4A will
occur during Power Up SelfTest (POST).

“X” contactor detected open when commanded

Code Title
closed.
Reason The “X” contactor is sensed open when it should be closed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 4A...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 4A
5. Speed Limit: 0.0 mph
6. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The “X” contactor or its wiring may be bad. Run test:
Checks
• O01 - Toggle the “X” Contactor
2. The auxiliary sense circuit may be bad. Run test:
• A09 - X Sense Voltage
3. Check the 15 amp slo/blow fuse in the B+ line filter. If it is open,
check the battery. If the battery has low voltage, consider raising the
cutout percentage in the Configure Mode to prevent the fuse from
blowing again due to a low battery condition.

7-61 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Communications Fault Codes

Communications
Fault Codes

Code 50

No Vehicle Manager communications received by

Code Title
Carriage Manager.
Reason The Carriage Manager has not received a message over
the BUS+/BUS– communications lines, containing velocity
and steer status information in over 0.1 seconds from the
Vehicle Manager.
System Response 1. Alarm sounds: Yes
2. SOD: SelfTest...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle Manager may display: 51
5. Carriage Manager Display: 50
6. System Response: Total shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or pod.

! CAUTION
When checking continuity in Step 1., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. If the Vehicle Manager Display is showing any code, then check the
over-the-mast cable for continuity or other defects (page 7-10)
between JPS19 on the Vehicle Manager to JP19 to JPC20 on the
Carriage Manager. See CAUTION.
NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41
2. Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.

PDMM-0024 7-62
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

3. The Vehicle Manager Distribution Board may not be functioning

properly. Observe code and troubleshoot. Replace the Vehicle
Manager Distribution Board.
4. The Vehicle Manager VFC Card may not be functioning properly.
Replace the VFC and firmware.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).
5. If code is intermittent, check for shorts to frame per page 7-12.

Code 51
No Carriage Manager communications received by
Code Title
Vehicle Manager.
Reason The Vehicle Manager has not received a message over the
BUS+/BUS– communications lines, containing operator
request for truck operation in over 0.1 seconds from the
Carriage Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 51...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle Manager Display: 51
5. Carriage Manager Display: 50
6. System Response: Total shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or pod.

! CAUTION
When checking continuity in Step 1., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. If the Carriage Manager Display is showing any code, then check
the over-the-mast cable for continuity or other defects between
JPS19 on the Vehicle Manager to JP19 to JPC20 on the Carriage
Manager. See CAUTION.

7-63 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Communications Fault Codes

NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
2. Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.
3. The Carriage Manager Distribution Board may not be functioning
properly. Observe code and troubleshoot. Replace the Carriage
Manager Distribution Board
4. The Carriage Board VFC Card may not be functioning properly.
Replace the VFC Card and firmware.
If the Carriage Manager, Carriage Manager Distribution Board,
VFC, Firmware or Power Supply is replaced, be sure to run
Configure Mode then Learn Mode (See “Code A9” on
page 7-102 for more information).
5. If code is intermittent, check shorts to frame.

Code 52

No Carriage Manager communications received by

Code Title
intellispeed™ Manager.
Reason The intellispeed™ Manager has not received a message
over the BUS+/BUS– communication lines, containing
operator request for truck operation in over 0.1 seconds
from the Carriage Manager.
System Response 1. Alarm sounds: Yes
2. SOD may display: CODE 52...Inform Service
Personnel
3. PC contactor: De-energized
4. Vehicle Manager Display: 52
5. Carriage Manager may display: 52
6. System Response: Total Shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. Check the cable between the intellispeed™ Manager and the
Vehicle Manager (JPY5 to JPS16) for continuity or other defects.

PDMM-0024 7-64
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

2. The Carriage Manager Distribution Board may be bad. Observe

code and troubleshoot. Replace the Carriage Manager Distribution
Board.
If the Carriage Manager, CM Distribution Board, VFC, Firmware
or Power Supply is replaced, be sure to run Configure Mode then
Learn Mode (See “Code A9” on page 7-102 for more
information).
3. The Carriage Manager VFC Card may not be functioning properly.
Replace the VFC Card and firmware.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or POD.

! CAUTION
When checking continuity in Step 4., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

4. If the Vehicle Manager Display is showing any code, then check the
over-the-mast cable for continuity or other defects between JPS19
on the Vehicle Manager to JP19 to JPC20 on the Carriage
Manager. See CAUTION.
NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
5. If code is intermittent, check for shorts to frame.
Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.
6. The Vehicle Manager Distribution Board may not be functioning
properly. Observe code and troubleshoot. Replace the Vehicle
Manager Distribution Board
7. The Vehicle Manager VFC Card may not be functioning properly.
Replace the VFC Card and firmware.

7-65 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Communications Fault Codes

Code 53

No intellispeed™ Manager communications received

Code Title
by Carriage Manager.
Reason The Carriage Manager has not received a message over
the BUS+/BUS– communication lines, containing height
and weight information in over 1.0 second from the
intellispeed™ Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 53...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 53
5. Speed Limit: 1.0 mph
6. Brake applied: No
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. Check the “heartbeat” LED on intellispeed™ Manager. If on steady,
replace the intellispeed™ Manager and firmware. If light is off, then
check the cable between the intellispeed™ Manager and the Vehicle
Manager (JPY5 to JPS16) for continuity or other defects.
If the intellispeed™ Manager is replaced, be sure to run
Configure Mode then Learn Mode (See “Code A9” on
page 7-102 for more information).
2. If the Carriage Manager Display is showing any codes, then check
the over-the-mast cable for continuity or other defects between
JPS19 on the Vehicle Manager to JP19 to JPC20 on the Carriage
Manager. See CAUTION.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or POD.

! CAUTION
When checking continuity in Step 2., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

PDMM-0024 7-66
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
3. Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.
4. If code is intermittent, check for shorts to frame.
5. The Vehicle Manager Distribution Board may not be functioning
properly. Observe the code and troubleshoot. Replace the Vehicle
Manager Distribution Board.
6. The Vehicle Manager VFC Card may not be functioning properly.
Replace the VFC Card and firmware.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).

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Communications Fault Codes

Code 54

No intellispeed™ Manager communications received

Code Title
by Vehicle Manager.
Reason The Vehicle Manager has not received a message over the
BUS+/BUS– communication lines, containing height and
weight information in over 0.1 seconds from the
intellispeed™ Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 54...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle Manager Display: 54
5. Carriage Manager Display: 54
6. Speed Limit: 1.0 mph
7. Brake applied: No
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. Check the “heartbeat” LED on intellispeed™ Manager. If on steady,
replace the intellispeed™ Manager and firmware. If light is off, then
check the cable between the intellispeed™ Manager and the Vehicle
Manager (JPY5 to JPS16) for continuity or other defects.
If the intellispeed Manager is replaced, be sure to run Configure
Mode then Learn Mode (See “Code A9” on page 7-102 for more
information).
1. Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.
2. The Vehicle Manager Distribution Board may not be functioning
properly. Observe the code and troubleshoot. Replace the Vehicle
Manager Distribution Board.
3. The Vehicle Manager VFC Card may not be functioning properly.
Replace the Vehicle Manager VFC Card and firmware.
NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
4. If code is intermittent, check for shorts to frame per page 7-12.
5. Check the CAN BUS Fuses FU20 and FU21.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-68
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

Code 55

Carriage Manager transmit failure (detected by the

Code Title
Carriage Manager).
Reason The Carriage Manager is unable to transmit messages
over the BUS+/BUS– communication lines.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 55...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle Manager may display: 55
5. Carriage Manager Display: 55
6. System Response: Total shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. FU20 or FU21 may be blown. See NOTE.
NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
2. If the Carriage Manager Display is showing any code, then check
the over-the-mast cable for continuity or other defects between
JPS19 on the Vehicle Manager to JP19 to JPC20 on the Carriage
Manager. See CAUTION.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or pod.

! CAUTION
When checking continuity in Step 2., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

3. The Carriage Manager Distribution Board may be bad. Replace the

CM Distribution Board.
4. The Carriage Manager VFC Card may not be functioning properly.
Replace the Carriage Manager VFC Card and firmware.

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Communications Fault Codes

5. If code is intermittent, check for shorts to frame per page 7-12.

If the Carriage Manager, CM Distribution Board, VFC, Firmware
or Power Supply is replaced, be sure to run Configure Mode then
Learn Mode (See “Code A9” on page 7-102 for more
information).

PDMM-0024 7-70
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

Code 56

Vehicle Manager transmit failure (detected by the

Code Title
Vehicle Manager).
Reason The Vehicle Manager is unable to transmit messages over
the BUS+/BUS– communication lines.
System Response 1. Alarm sounds: Yes
2. SOD may display: CODE 56...Inform Service
Personnel
3. PC contactor: De-energized
4. Vehicle Manager Display: 56
5. Carriage Manager may Display: 56
6. System Response: Total shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. Disconnect the POD JPC18. If the error code no longer occurs, the
problem is in the cable between the Carriage Manager and the
POD or within the POD itself.
2. If the Carriage Manager Display is showing any code, then check
the over-the-mast cable for continuity or other defects between
JPS19 on the Vehicle Manager to JP19 to JP20 on the Carriage
Manager. See CAUTION.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or POD.

! CAUTION
When checking continuity in Step 2., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

3. FU20 or FU21 may be blown. See CAUTIONS.

NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.

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Communications Fault Codes

4. The Vehicle Manager Distribution Board may not be functioning

properly. Replace the Vehicle Manager Distribution Board.
5. The Vehicle Manager VFC Card may not be functioning properly.
Replace the Vehicle Manager VFC Card and firmware.
6. If code is intermittent, check for shorts to frame per page 7-12.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-72
 Model 537 Swing-Reach® Truck Troubleshooting

Communications Fault Codes

Code 58

Code Title No Vehicle manager communication received by IM

Reason The intellispeed™ Manager has stopped communicating
over BUS+/BUS–.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 57...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle Manager Display: 57
5. Carriage Manager Display: 57
6. System Response: Total shutdown
7. Brake applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check codes on Vehicle Manager, Carriage Manager, and SOD.
Checks
1. Check that the cables to the intelIispeed™ Manager are connected
properly and wires are good.
2. Check that the power LED and the “heartbeat” LED are illuminated
on the intellispeed™ Manager.
3. Check the “heartbeat” LED on intellispeed™ Manager. If on steady,
replace the intellispeed™ Manager and firmware. If light is off, then
check the cable between the intellispeed™ Manager and the Vehicle
Manager (JPY5 to JPS16) for continuity or other defects.
If the intellispeed™ Manager is replaced, be sure to run
Configure Mode then Learn Mode (See “Code A9” on
page 7-102 for more information).
1. The Vehicle Manager may not be functioning properly. Observe the
code and troubleshoot. Replace with a known good Vehicle
Manager and firmware.
2. The Vehicle Manager VFC Card may not be functioning properly.
Replace the Vehicle Manager VFC Card and firmware.
3. If code is intermittent, check for shorts to frame.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).

7-73 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Communications Fault Codes

Code 60

Code Title intellispeed™ Manager microprocessor fault

Reason Internal fault (microprocessor)
System Response 1. Alarm sounds: Yes
2. PC contactor: Energized
3. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Cycle keyswitch to see if code clears.

Checks
2. Check static straps and shorts to frame.
3. Run test I10.
4. Replace the intellispeed™ Manager.
If the intellispeed™ Manager is replaced, be sure to run
Configure Mode then Learn Mode (See “Code A9” on
page 7-102 for more information).

PDMM-0024 7-74
 Model 537 Swing-Reach® Truck Troubleshooting

Heights and Weights Fault Codes

Heights and
Weights Fault
Codes
Code 63

Code Title Upper and lower reference switches don’t agree

Reason The upper reference switch is open while at the same time
the lower reference switch is closed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 63...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 63
5. Maximum height assumed
6. Speed Limit: 1.0 mph or 0.0 mph if steering angle is
greater than 10°.
How to Clear Repair and keyswitch.

Corrective Actions and 1. The lower reference switch circuit may be bad. Run test:
Checks
• I00 - Lower Reference Switch
2. The upper reference switch circuit may be bad. Run test:
• I01 - Upper Reference Switch

Code 64

Code Title No flow pulses when lift/lower requested

Reason During lift/lower, pulses from the flow sensor are not
received by the intellispeed™ Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 64...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 64
5. Maximum height assumed
6. Speed Limit: 1.0 mph or 0.0 mph if steering angle is
greater than 10°.
How to Clear

Corrective Actions and 1. The flow sensor circuit may be bad. Run test:
Checks
• I10 - Flow Sensor Count
2. The proportional lift/lower solenoid PWM circuit may be bad. Run
test:
• O12 - Proportional Lift/Lower Solenoid PWM Ramp
NOTE: This code may occur if lift/lower is feathered for an extended
period of time with firmware below version 5.7.
3. Check lift system relief setpoint page 9-37.

7-75 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Heights and Weights Fault Codes

Code 65

Calculated height doesn’t match at mini lift reference

Code Title
switch
Reason After crossing a reference switch, the height of the
operator’s platform, as determined by the intellispeed™
Manager, is out of tolerance.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 65...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 65
5. Maximum height assumed
6. Speed Limit: 1.0 mph or 0.0 mph if steering angle is
greater than 10°.
How to Clear

Corrective Actions and 1. The flow sensor circuit may be bad. Run test:
Checks
• I10 - Flow Sensor Count
2. The mini lift reference proximity circuit may be bad. Run test:
• I19 - Mini Lift Reference Proximity Switch
NOTE: This code may occur if lift/lower is feathered for an extended
period of time with firmware below version 5.7.

Code 66

Calculated height doesn’t match at upper lift

Code Title
reference switch
Reason After crossing a reference switch, the height of the
operator’s platform, as determined by the intellispeed™
Manager, is out of tolerance.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 66...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 66
5. Maximum height assumed
6. Speed Limit: 1.0 mph or 0.0 mph if steering angle is
greater than 10°.
How to Clear Repair and keyswitch.

Corrective Actions and Run tests:

Checks
• I01 - Upper Reference Switch
• I10 - Flow Sensor Count
• I19 - Mini Lift Reference Proximity Switch
• I00 - Lower Reference Switch

PDMM-0024 7-76
 Model 537 Swing-Reach® Truck Troubleshooting

Heights and Weights Fault Codes

Code 67

Calculated height doesn’t match at lower lift

Code Title
reference switch
Reason After crossing a reference switch, the height of the
operator’s platform, as determined by the intellispeed™
Manager, is out of tolerance.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 67...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 67
5. Maximum height assumed
6. Speed Limit: 1.0 mph or 0.0 mph if steering angle is
greater than 10°.
How to Clear Repair and keyswitch.

Corrective Actions and Run tests:

Checks
• I00 - Lower Reference Switch
• I01 - Upper Reference Switch
• I10 - Flow Sensor Count
• I19 - Mini Lift Reference Proximity Switch

Code 68

Code Title Platform Accuracy

Reason The calculated height does not match at either the upper or
lower reference switch.
System Response 1. Alarm sounds: Yes
2. SOD: CODE:Cross either the upper or lower
reference switch.
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 68
5. Travel Speed: 1.0 mph .
How to Clear Elevate or lower the platform past either the upper or lower
reference switch.

Corrective Actions and If crossing the upper or lower reference switches does not clear the
Checks problem, run the following tests:
• I00 - Lower Reference Switch
• I01 - Upper Reference Switch
• I10 - Flow Sensor Count
• I19 - Mini Lift Reference Proximity Switch
NOTE: Maintaining an extremely slow lifting or lowering rate can cause
height accuracy to fall below acceptable performance levels.

7-77 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Heights and Weights Fault Codes

Code 69

Code Title Auxiliary Mast Accuracy

Reason The calculated height does not match the mini mast
reference proximity switch.
System Response 1. Alarm sounds: Yes
2. SOD: CODE Raise or lower forks past the mini mast
reference switch.
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 69
5. Travel Speed: 1.0 mph .
How to Clear Raise or lower the forks past the mini mast reference
proximity switch.

Corrective Actions and If crossing the mini mast reference proximity switch does not clear the
Checks problem, run the following tests:
• I19 - Mini Mast Reference Proximity Switch
• I10 - Flow Sensor Count
• I00 - Lower Reference Switch
• I01 - Upper Reference Switch

Code 6B

Code Title Platform hung up

Reason While lowering the main lift, the forks is hung up on an
obstruction. The hydraulic pressure in the main hydraulic
system is below the Learned value. The pressure limit is
monitored by the intellispeed™ Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 6B...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 6B
5. Travel Speed: 0.0 mph
6. Lowering Speed Limit: 0.0 fpm
7. Load Handler: Disabled
How to Clear Elevate the platform.

Corrective Actions and 1. Air might be getting into the hydraulic system. Check intake lines to
Checks ensure clamps are tight.
2. The main lift pressure sensor circuit may be bad. Run test:
• A16 - Main Lift Pressure Voltage
3. Check for mechanical binding.

PDMM-0024 7-78
 Model 537 Swing-Reach® Truck Troubleshooting

Heights and Weights Fault Codes

Code 6D

Code Title Main pressure lift out-of-range

Reason The intellispeed™ Manager has sensed hydraulic pressure
exceeding programmed limits.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 6D...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 6D
5. Lift Speed Limit: 0.0 fpm
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check for mechanical binding in mast.

Checks
1. The main lift pressure sensor circuit may be bad. Run test:
• A16 - Main Lift Pressure Voltage
2. The lower reference switch circuit may be bad. Run test:
• I00 - Lower Reference Switch
3. Check for mechanical binding.

Code 6E

Code Title Mini lift pressure out-of-range

Reason The intellispeed™ Manager has sensed hydraulic pressure
exceeding programmed limits.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 6E...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 6E
5. Lift Speed Limit: 0.0 fpm
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check for mechanical binding of mast.

Checks
1. The mini lift pressure sensor circuit may be bad. Run test:
• A17 - Mini Lift Pressure Voltage
2. The lower reference switch circuit may be bad. Run test:
• I00 - Lower Reference Switch
3. Check for mechanical binding.

7-79 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Analog Sense Fault Codes

Analog Sense
Fault Codes
Code 73
Code Title Armature current sensor out-of-range
Reason The Armature Current Sensor analog input was detected
out-of-range.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 73...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 73
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The armature current sensor circuit may be bad. Run test:
Checks
• A01 - Armature Current Sense Voltage

Code 74
Code Title Power panel temperature sensor out-of-range
Reason The power panel temperature sensor analog input was
detected out-of-range.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 74...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 74
5. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The power panel temperature sensor circuit may be bad. Run test:
Checks
• A02 - Heatsink Temperature Voltage

Code 75
Code Title Diagnostic pendant sense line out-of-range
Reason The diagnostic sense line is used during factory tests
procedures. This code should NEVER occur. If it does,
contact the factory.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 75...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 75
5. Speed Limit: None
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The Diagnostic Sense (JC7 on Carriage Manager) circuits may be bad.
Checks Run test:
• A13 - Diagnostic Pendant Sense Voltage

PDMM-0024 7-80
 Model 537 Swing-Reach® Truck Troubleshooting

Analog Sense Fault Codes

Code 77

Code Title Battery voltage out-of-range

Reason The battery voltage sense analog input was detected out-
of-range.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 77...Check Battery
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 77
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The battery voltage sense circuit may be bad. Run test:
Checks
• A11 - Battery Sense Voltage
NOTE: If the battery has just been removed from a charger, wait two
minutes and recheck.

Code 79

Vehicle Manager + 12 volt sense reading out-of-

Code Title
range
Reason The +12 voIt sense analog input on the Vehicle Manager is
detected out-of-range.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 79...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 79
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check +12V supply at the power supply in the Vehicle Manager. TP5
Checks with respect to TP1 voltage should be between 12.55 and 11.45 volts.
• If voltage is below 11.45, disconnect the following +12V loads
from the Vehicle Manager one at a time while monitoring the
+12V supply voltage: JPS1, JPS2, JPS21, JPS16, JPS20, JPS8,
JPS9, JPS10, JPS3, and JPS11.
• If voltage returns to +12V when a load is disconnected,
troubleshoot the circuit that was unplugged last.
• If voltage is still below 11.45 with all the +12V loads
disconnected, replace the Vehicle Manager.
If the Vehicle Manager Distribution Board, VFC Card, or Power
Supply is replaced, be sure to run Configure Mode then Learn
Mode (See “Code A9” on page 7-102 for more information).

7-81 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Analog Sense Fault Codes

Code 7C

Code Title Traction motor temperature sensor out-of-range

Reason The traction motor analog signal is not within programmed
limits.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 7C...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 7C
5. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The traction motor temperature sensor circuit may be bad. Run test:
Checks
• A15 - Traction Motor Temperature Voltage

PDMM-0024 7-82
 Model 537 Swing-Reach® Truck Troubleshooting

Analog Sense Fault Codes

Code 7E

Code Title Field current sensor out-of-range

Reason The analog signal from the H-Bridge Assembly is not
correct.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 7E...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 7E
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The field current sense circuit may be bad. Run Test:
Checks
• A14 - Field Current Sense Voltage

Code 7F

Carriage Manager +12 volt sense reading out-of-

Code Title
range
Reason The +12 volt sense analog input on the Carriage Manager
is detected out-of-range.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 7F...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 7F
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Check +12V supply at the power supply in the Carriage Manager. TP5
Checks with respect to TP1 voltage should be between 12.55 and 11.45 volts.
• If voltage is below 11.45, disconnect the following +12V loads
from the Carriage Manager one at a time while monitoring the
+12V supply voltage: JPC16, JPC11, JPC18, JPC24, JPC23,
JPC12, JPC13, JPC21, and JPC22.
• If voltage returns to +12V when a load is disconnected,
troubleshoot the circuit that was unplugged last.
• If voltage is still below 11.45 with all the +12V loads
disconnected, replace the Carriage Manager.
If the Carriage Manager, Carriage Manager Distribution Board,
VFC, Firmware or Power Supply is replaced, be sure to run
Configure Mode then Learn Mode (See “Code A9” on
page 7-102 for more information).

7-83 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Operator’s Controls Fault Codes

Operator’s
Controls Fault
Codes
Code 80
Code Title Travel control pot out-of-range
Reason The travel control pot analog input is detected below 0.4V
or above 4.6V.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 80...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 80
5. Speed Limit: 0.0 mph
How to Clear Repair and keyswitch.

Corrective Actions and The travel command sense circuit may be bad. Run test:
Checks
• A03 - Travel Control Pot Voltage

Code 81
Code Title Lift/lower control pot out-of-range
Reason The lift/lower control pot analog input was detected below
0.4V or above 4.6V.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 81...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 81
5. Speed Limit: 1.0 mph
How to Clear Repair and keyswitch.

Corrective Actions and The lift/lower command sense circuit may be bad. Run test:
Checks
• A04 - Lift/Lower Control Pot Voltage

Code 83
Code Title Emergency power off switch detected down
Reason The Vehicle Manager detected the emergency power off
button is down.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 83...Lift Emergency Off Button
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 83
5. Speed Limit: 0.0 mph
6. Brake applied: Yes
How to Clear The E-Stop button must be lifted, and the key must be
cycled OFF/ON to clear this fault.

Corrective Actions and The Emergency Stop Circuit may be bad. Run test:
Checks
• I03 - E-Stop Button (S21)

PDMM-0024 7-84
 Model 537 Swing-Reach® Truck Troubleshooting

Operator’s Controls Fault Codes

Code 84

Brake inoperable or not properly adjusted. See

Code Title
WARNINGS below.
Reason The restraining ability of the brake is checked every time
the truck is powered up. The encoder reading is recorded,
Q1 is briefly pulsed, and the encoder is read again. If the
motor rotates more than 1.5°, this code is displayed.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 84...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 84
5. Speed Limit: 0.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. If drive tire does not move during SelfTest, the drive motor encoder
Checks circuit may be bad. Run test:
• I05 - Drive Motor Encoder Circuit
2. If drive tire moves during SelfTest, the brake may be loose. Adjust
the brake per procedure. Run test:
• O08 - Parking Brake
3. See Service Bulletin #1010. This bulletin applies to serial number
1565 and below.

! WARNING
Operators should test brakes as part of their daily
inspection of the truck, (See page 6-2). DO NOT rely solely
upon brake testing feature of SelfTest. Complete all items
on the operator’s checklist at the start of each shift.

! WARNING
Brakes require periodic maintenance (See page 6-2). DO
NOT rely upon this SelfTest of the brakes as a substitute for
proper periodic maintenance.

7-85 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Operator’s Controls Fault Codes

Code 87

Travel command detected before travel deadman

Code Title
switch closed
Reason The travel control pot is moved from the neutral position
before the right deadman pedal is depressed.
System Response 1. Alarm sounds: Yes
2. SOD: ...Release Throttle to Resume Operation
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 87
5. Speed Limit: 0.0 mph
6. Brake Applied: Yes
How to Clear Release travel control handle, depress right deadman
pedal, then move travel control handle.

Corrective Actions and 1. The brake may not be releasing. Run test:
Checks
• O08 - Toggle Parking Brake
2. The travel control potentiometer circuit may be bad. Run test:
• A03 - Travel Control Potentiometer Circuit
3. The travel deadman circuit may be bad. Run test:
• I02 - Travel Deadman Circuit

Code 88

Code Title Carriage at or above lift inhibit height.

Reason The elevated height of the carriage is at the present limit of
normal lift range.
System Response 1. Alarm sounds: Yes
2. SOD: ...Press Lift Inhibit Bypass to Continue Lifting...
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 88
5. Load Handler: Disabled
How to Clear Press lift inhibit switch to continue lifting or lower the
carriage.

Corrective Actions and The rotate control pot circuit may be bad. Run Test:
Checks
• I17 - Lift/Lower Inhibit Bypass Switch (S7)

PDMM-0024 7-86 Revised 1/1/98

 Model 537 Swing-Reach® Truck Troubleshooting

Operator’s Controls Fault Codes

Code 8A

Code Title Rotate control pot out-of-range.

Reason The rotate control pot analog input is detected below 0.2
volt or above 4.7 volts.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 8A...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 8A
5. Load Handler: Disabled
How to Clear Repair and keyswitch.

Corrective Actions and The rotate control pot circuit may be bad. Run Test:
Checks
• A06 - Rotate Control Pot Voltage

Code 8B

Code Title Traverse control pot out-of-range

Reason The traverse pot analog input is detected below 0.2 volt or
above 4.7 volts.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 8B...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 8B
5. Load Handler: Disabled
How to Clear Repair and keyswitch.

Corrective Actions and There may be a problem in the traverse control potentiometer. Run test:
Checks
• A05 - Traverse Control Pot Voltage

7-87 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Operator’s Controls Fault Codes

Code 8C

Code Title Travel deadman switches do not agree

Reason During SelfTest the position of deadman switches S2 and
S25 do not agree.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 8C...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 8C
5. Speed Limit: 0.0 mph
How to Clear Repair and keyswitch.

Corrective Actions and Possible causes:

Checks
1. SelfTest was not performed properly. Run SelfTest again.
2. The travel deadman circuit may be bad. Run test:
• I02 - Travel Deadman Circuit
3. The second deadman circuit may be bad. Run test:
• I24 - Second Deadman Circuit
NOTE: Code 8C will not occur on a stationary vehicle with software
version 5.9 installed.

Code 8D

Code Title Plugging detector malfunction

Reason The vehicle is not plugging properly in response to input
from the system
System Response 1. Alarm sounds: Yes
2. SOD: CODE 8D...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 8D
5. Speed Limit: 0.0 mph
How to Clear Repair and keyswitch.

Corrective Actions and 1. The plugging detector circuit may be bad. Run test:
Checks
• I25 - Plugging Detector
2. The armature current sense circuit may be bad. Run test:
• A01 - Armature Current Sense Voltage
3. The travel deadman circuit may be bad. Run test:
• I02 - Travel Deadman Circuit
4. The second deadman circuit may be bad. Run test:
• I24 - Second Deadman Circuit

PDMM-0024 7-88
 Model 537 Swing-Reach® Truck Troubleshooting

Guidance Fault Codes

Guidance Fault
Codes
Code 91

Code Title Drive unit turned >10° while guiding on wire

Reason While guiding on the wire, the analog voltage from VR8
exceeds the Learned value for +/–10°.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 91...Wire Lost, Step Off/On Deadman
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 91
5. Speed Limit: Hard Plug then 0.0 mph
How to Clear Release then depress right deadman pedal, switch to
manual to resume travel. Determine the cause of this code.

Corrective Actions and 1. The steering position pot circuit may be bad. Run test:
Checks
• A00 - Steering position pot voltage
2. There may be a problem in the wire guidance system.
a. See “Drive Unit Out Of Range - (Code #19) (SOD Code 91)”
on page 7-142.
b. Check for "Shorts To Frame" on page 7-12 and "Voltage To
Frame" on page 7-13.
c. Check card cage wiring and connections.

Code 92

Code Title Tracking limits exceeded while guiding on wire

Reason The truck drifts more than approximately 3 inches or 3°
from the wire.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 92...Wire Lost, Step Off/On Deadman
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 92
5. Speed Limit: Hard Plug then 0.0 mph
How to Clear Release then depress right deadman pedal, switch to
manual to resume travel. Determine the cause of this
code.

Corrective Actions and There may be a problem in the wire guidance system.
Checks
See “Tracking Limits Exceeded - (Code #26) (SOD Code 92)” on
page 7-141.

7-89 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Guidance Fault Codes

Code 95

Code Title Not near wire - Auxiliary coil pair (or rail switch)
Reason The guide wire is not being sensed (w/wire guidance). The
rail switch (S15) is not being actuated in the aisle (w/rail
guidance).
System Response 1. Alarm sounds: Yes
2. SOD: CODE 95...Wire Lost, Step Off/On Deadman
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 95
5. Speed Limit: Hard plug, then 0.0 mph
How to Clear Release then depress right deadman pedal to resume
travel.

Corrective Actions and There may be a problem in the wire guidance system. See “Not
Checks for Wire NEARWIRE: Center or Auxiliary Coil Pair - (Codes #17, 18, or 25)
Guided Vehicles (SOD Codes 93, 94, or 95)” on page 7-140.
1. The auto/manual switch circuit may be bad. Run test:
• I11 - Auto/Manual Switch Circuit
• O14 - MS Control
2. The end of aisle rail switch circuit may be bad. Run tests:
• I23 - End of Aisle Rail Switch Circuit
• O19 - Aux Sen Signal

Corrective Actions and 1. Switch S15 or associated wiring to the Vehicle Manager may be
Checks for Rail bad. See "Test I23 - End-of-Aisle Rail Switch" on page 8-77 for
Guided Vehicles switch adjustment procedure.
2. The Vehicle Manager Distribution Board may be bad.
3. The Vehicle Manager VFC may be bad. If the VFC is replaced, be
sure to run Learn and Configure Modes (See “Code A9” on
page 7-102 for more information).
4. Wiring from Vehicle Manager to interface card may be defective.
5. Interface card, logic card, and/or mother board may be bad.

PDMM-0024 7-90
 Model 537 Swing-Reach® Truck Troubleshooting

Guidance Fault Codes

Code 96
Code Title Wire lost - both coil pairs
Reason The guide wire is not being sensed or there may be a
problem with the rail switch S15.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 96...Wire Lost, Step Off/On Deadman
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: 96
5. Speed Limit: Hard plug, then 0.0 mph
How to Clear Release then depress right deadman pedal to resume
travel.

Corrective Actions and There may be a problem in the wire guidance system.
Checks
See “Wire Lost: Both Center Coil Pairs (Code #27) (SOD Code 96)” on
page 7-140.
1. The auto/manual switch circuit may be bad. Run test:
• I11 - Auto/Manual Switch Circuit
• O14 - MS Control
2. The end of aisle rail switch circuit may be bad. Run test:
• I23 - End of Aisle Rail Switch Circuit
• O19 - Aux Sen Signal

Code 97
Code Title Manual signal error - quadrature phase lost.
Reason In Manual mode, channel C or D from the steering
encoder has been lost.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 99...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 97
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and There may be a problem in the electronic steering system. See “Manual
Checks Signal Loss (MSL) - (Code #28) (SOD Code 98)” on page 7-147.
The steering encoder circuit may be bad. Run test:
• I21 - Steering Encoder Count
NOTE: Interface Board changed 5-25-95 on S/N 1705 and above
(OLD: 838-004-436/001 NEW: 838-007-300/001).
NOTE: Steer Encoder Card changed 1-17-94 on S/N 1443 and above
(OLD: 838-004-359/001 NEW: 838-004-359/002).

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Guidance Fault Codes

NOTE: Version 5.3 and higher will prevent Code 97 when locked on the
guide wire: Before troubleshooting, truck must have a new
Interface Card, Steer Encoder Card, updated Steer Encoder
Shaft Clutch Assembly, and latest version firmware installed.

PDMM-0024 7-92
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Guidance Fault Codes

Code 98
Code Title Manual signal error - carrier tone signal lost
Reason In Manual mode, channel C or D from the steering
encoder has been lost.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 98...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 98
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and There may be a problem in the electronic steering system. See “Manual
Checks Signal Loss (MSL) - (Code #28) (SOD Code 98)” on page 7-147.
The steering encoder circuit may be bad. Run test:
• I21 - Steering Encoder Count

Code 99
Code Title Solenoid controller error
Reason The Solenoid Controller Card has flagged an error
because a request for steering failed to be verified by the
Solenoid Controller Card.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 99...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 99
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear Repair and keyswitch.

Corrective Actions and See “"Informational Status Codes" and "Error Status Codes" on
Checks page 7-158. Observe the LEDs on the Solenoid Controller Card to aid
in troubleshooting this code. See "Solenoid Control ESTAT Message" on
page 7-156.

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Guidance Fault Codes

Code 9A

Code Title Electronic steering power supply failure

Reason One or more of the power supply outputs (Vs, Vr, or Vd) is
out of tolerance.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 9A...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 9A
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The electronic steering system may be bad. See “Power Supply Failure
Checks (PSF) - (Code #30) (SOD Code 9A)” on page 7-143.

Code 9B

Code Title Internal logic error on Logic Card.

Reason This indicates a failure of the Logic Card.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 9B...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: 9B
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The electronic steering system may be bad.

Checks
See “Logic Error - (Code #16) (SOD Code 9B)” on page 7-143.

Code 9C

Code Title Aligned over wire

Reason The truck is guiding normally on the wire. There is no
problem with the system.
System Response 1. Alarm sounds: Yes
2. SOD: XXX% (BSOC)
3. PC contactor: Energized
4. Speed Limit: None

Corrective Actions and No corrective action required. This in an informational code only.
Checks

PDMM-0024 7-94
 Model 537 Swing-Reach® Truck Troubleshooting

Guidance Fault Codes

Code 9D

Electronic steering disconnected from Vehicle

Manager, or Electronic Steering System power is off,
Code Title
or Electronic Steering System is in neutral while truck
is moving.
Reason An error condition exists in the steering system.
System Response 1. Alarm sounds: Yes
2. SOD: CODE 9D...Inform Service Personnel
3. PC contactor: De-energized
4. System Response: Total shutdown
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check for possible blown fuse (FU2) on the Electric Steering Card
Checks Cage power supply. See “Power Supply Fuse Blows” on
page 7-196.
2. Check wiring between JPS20 (Vehicle Manager) and JPW6
(Electronic Steering Interface Card).
3. The electronic steering power supply may be defective. See “Power
Supply” on page 7-195.
4. See "Power Disconnected or Electronic Steering Interface Cable or
Card Disconnected - (Code #31) (SOD Code 9D)" on page 7-144.
5. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board.
6. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC.
If the VFC is replaced, be sure to run Learn and Configure Modes
(See “Code A9” on page 7-102 for more information).

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System Fault Codes

System Fault
Codes
Code A0

Code Title Software does not match vehicle setup

Reason The model number stored in the VFC’s EPROM is not the
same as the model number stored in the SOD EEPROM.*
System Response 1. Alarm sounds: Yes
2. SOD: CODE A0...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A0
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

*(EEPROM stands for electrically erasable programmable read-only memory).

Corrective Actions and 1. The SOD memory is bad. Order programmed SOD.
Checks
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.
NOTE: None of the Program modes (Maintenance, Learn, or
Configure) can be entered until this code is cleared.

PDMM-0024 7-96
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System Fault Codes

Code A1

Code Title Uninitialized SOD

Reason When a SOD is built, a location in its memory is set to
indicate that it is brand new. When the SOD is installed in
the vehicle at the factory, it is configured to reflect the
options purchased. When the SOD is configured, the new
memory location is cleared.

During power-up, this code is reported if the SOD’s new

location is set.
System Response 1. Alarm sounds: Yes
2. SOD: CODE A1...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A1
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. The factory configuration program has not been run.
Checks
2. The SOD memory is bad. Order programmed SOD.
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.
NOTE: None of the Program modes (Maintenance, Learn, or
Configure) can be entered until this code is cleared.

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System Fault Codes

Code A2.

Code Title Uncalibrated VFC

Reason This code indicates that the start-up procedure has
detected a VFC which was never calibrated. This code
should never be detected in normal operation.
System Response 1. Alarm sounds: Yes
2. SOD: CODE A2...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A2
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Replace the VFC that A2 has displayed. The “suspect” VFC must be sent
Checks back to the factory for recalibration before it can be reused.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).
NOTE: None of the Program modes (Maintenance, Learn, or
Configure) can be entered until this code is cleared.

Code A3

Code Title COP disabled

Reason This code indicates that the start-up procedure has
detected a VFC which did not have the COP (Computer
Operating Properly) enabled. This check is run before the
contactor test is started.

This code should never be detected in normal operation.

System Response 1. Alarm sounds: Yes
2. SOD: CODE A3...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A3
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Replace the VFC that A3 has displayed. The “suspect” VFC must be
Checks sent back to the factory for recalibration before it can be reused.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-98
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code A4

CAN (Controller Area Network) communications

Code Title
failed (transmit)
Reason Communications transmission errors have occurred
between the Vehicle Manager, Carriage Manager,
intellispeed™ Manager, or POD.
System Response 1. Alarm sounds: Yes
2. SOD: CODE A4...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A4
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check Vehicle Manager and Carriage Manager displays. Replace
Checks the Distribution Board in the one with the code.
2. Look for battery electrical leakage to frame, see “Battery Electrical
Leakage to Frame Test” on page 6-14.
3. Look for shorts to frame, see “Shorts To Frame” on page 7-12.
4. Look for voltage to frame, see “Voltage To Frame” on page 7-13.
5. Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself. See Step 8 for cable tests.
6. Check continuity of the following:
• Vehicle Manager (JPS19-1, BUS+) to JP19-1
• JP19-1 to Carriage Manager (JPC20-1, BUS+)
• Vehicle Manager (JPS19-2, BUS–) to JP19-2
• JP19-2 to JPC20-2 Carriage Manager, BUS–)
7. From the Vehicle Manager to the intellispeed™ Manager:
• JPS16-4 (BUS+) to JPY5-4
• JPS16-5 (BUS–) to JPY5-5
8. From the Carriage Manager to the POD
• JPC18-6 (BUS+) to JP1-6
• JP1-6 to JPQ1-6
• JP18-2 (BUS–) to JP1-2
• JP1-2 to JPQ1-2
9. The Vehicle Manager VFC may be bad.
10. The Carriage Manager VFC may be bad.
11. The intellispeed™ Manager VFC may be bad.

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System Fault Codes

If any Manager, Distribution Board, VFC Card, Firmware or

Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-100
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code A6

intellispeed™ Manager failed POST (Power On

Code Title
SelfTest)
Reason Internal failure of intellispeed™ detected during power up.
System Response 1. Alarm sounds: Yes
2. SOD: CODE A6...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A6
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Replace the intellispeed™ Manager.

Checks
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

Code A7

Vehicle Manager vs intellispeed™ Manager software

Code Title
mismatch
Reason An incompatibility between the Vehicle Manager software
and the intellispeed™ Manager exists due to the wrong
EPROM being installed in either the Vehicle Manager or
intellispeed™ Manager.

This code could arise as a result of component swapping.

System Response 1. Alarm sounds: Yes
2. SOD: CODE A7...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A7
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. In Config mode, select Version submenu.

Checks
2. Select Carriage Manager, then intellispeed™ Manager.
3. Ensure all software versions in the vehicle are a known compatible
set.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

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System Fault Codes

Code A8

Vehicle Manager vs Carriage Manager software

Code Title
mismatch
Reason An incompatibility between the Vehicle Manager software
and the Carriage Manager exists due to the wrong EPROM
being installed in either the Vehicle or Carriage Manager.

This code could arise as a result of component swapping.

System Response 1. Alarm sounds: Yes
2. SOD: CODE A8...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: A8
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. In Config mode, select Version submenu.

Checks
2. Select Vehicle Manager, then Carriage Manager.
3. Ensure software versions are compatible.
4. If code still persists, order EPROMS as a set from the Parts
Department and install.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

Code A9

Vehicle Manager vs Carriage Manager checksums

Code Title
don’t agree
Reason A newly installed VFC is detected.
An incompatibility between the Vehicle and Carriage
Managers Learned or Configured EEPROM values.
This code could arise as a result of component swapping.
System Response 1. Alarm sounds: Yes
2. SOD: CODE A9...Run Learn Mode, then run Config
Mode
3. Vehicle or Carriage Manager Displays: A9
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and NOTE: If Code A9 exists, allow the entire message to appear on the
Checks SOD BEFORE entering Learn. Failure to wait may affect the
Learn process.

PDMM-0024 7-102
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

1. In Configure mode, reinstate the factory default values by selecting:

• “Default” from the main menu, then depress the Enter button
• “Save? Y” from Quit Cfg to save the factory default values
2. In Learn mode, relearn all categories in the order that they appear
on the SOD.
3. In Configure mode, check/reset ALL variable menu items, paying
special attention to the wire guidance frequency.

Code AB

Code Title SOD hour meter format failure (out-of-range)

Reason The SOD has not been initialized (at the Factory or Parts
Distribution Center), or the hour meter is out-of-range
(greater than 9999 hours or less than 0 (zero) hours).
System Response 1. Alarm sounds: Yes
2. SOD: CODE AB...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: AB
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Under normal conditions (no malfunction of the SOD hardware), the
Checks hour meter will roll over (start at zero again), when it reaches the
maximum number which can be displayed.
NOTE: When the Carriage Manager (or its VFC) or Vehicle Manager (or
its VFC) is replaced the following Fault Codes may occur:
1. If cycling the keys witch do not clear this error, the SOD must be
replaced. See NOTES.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).
• F1, F2, F3, and AB
This is a normal condition. When the Fault Code appears,
simply turn the keyswitch Off, then back to On, as each Fault
Code appears. Once you have stepped through all the codes,
the truck should complete SelfTest.
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Division before ordering a
replacement SOD. The serial number of the truck and the
current hour meter readings are required so that the new
programmed SOD can be initialized properly at the Parts
Distribution Center.

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System Fault Codes

Code AC

Code Title SOD hour meter format failure (counts high)

Reason Internal SOD hardware failure
System Response 1. Alarm sounds: Yes
2. SOD: CODE AC...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: AC
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and Under normal conditions (no malfunction of the SOD hardware), the
Checks hour meter will roll over (start at zero again), when it reaches the
maximum number which can be displayed.
If cycling the keyswitch does not clear this error, the SOD must be
replaced. See NOTE.
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.

Code AD

Code Title CAN bus off

Reason Communication transmission errors have occurred
between the Vehicle Manager, Carriage Manager,
intellispeed™ Manager, or POD.
System Response 1. Alarm sounds: Yes
2. SOD: CODE AD...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: AD
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Look for battery electrical leakage to frame, see “Battery Electrical
Checks Leakage to Frame Test” on page 6-14.
2. Look for shorts to frame, see “Shorts To Frame” on page 7-12.
3. Look for voltage to frame, see “Voltage To Frame” on page 7-13.
Disconnect the managers one at a time to find where the code changes.
If only one manager has AD, it is probably the bad one.

PDMM-0024 7-104
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Disconnect the POD at JPC18. If the error code no longer occurs, the
problem is in the cable between the Carriage Manager and the POD or
within the POD itself. See Step 6 for cable tests.
NOTE: Refer to page 7-10 for wiring troubleshooting information.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or POD.

! CAUTION
When checking continuity in Step 2., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
Disconnect the POD at JPC18. If the error code no longer
occurs, the problem is in the cable between the Carriage
Manager and the POD or within the POD itself.
4. Check continuity of the following:
• Vehicle Manager (JPS19-1, BUS+) to JP19-1
• JP19-1 to Carriage Manager (JPC20-1, BUS+)
• Vehicle Manager (JPS19-2, BUS–) to JP19-2
• JP19-2 to JPC20-2 (Carriage Manager, BUS–)
5. From the Vehicle Manager to the intellispeed™ Manager:
• JPS16-4 (BUS+) to JPY5-4
• JPS16-5 (BUS–) to JPY5-5
6. From the Carriage Manager to the POD
• JPC18-6 (BUS+) to JP1-6
• JP1-6 to JPQ1-6
• JP18-2 (BUS–) to JP1-2
• JP1-2 to JPQ1-2

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System Fault Codes

7. The Vehicle Manager Distribution Board or VFC may be bad.

8. The Carriage Manager Distribution Board or VFC may be bad.
9. The intellispeed™ Manager VFC may be bad.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

Code AE

Code Title CAN error (too many NAKs)

Reason Communication transmission errors have occurred
between the Vehicle Manager, Carriage Manager,
intellispeed™ Manager, or POD.
System Response 1. Alarm sounds: Yes
2. SOD: CODE AE...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: AE
4. System Response: Total shutdown
5. PC contactor: De-energized
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Look for battery electrical leakage to frame, see “Battery Electrical
Checks Leakage to Frame Test” on page 6-14.
2. Look for shorts to frame, see “Shorts To Frame” on page 7-12.
3. Look for voltage to frame, see “Voltage To Frame” on page 7-13.
Disconnect the POD at JPC18. If the error code no longer occurs,
the problem is in the cable between the Carriage Manager and the
POD or within the POD itself.

! CAUTION
The fuse used in the circuit is 0.06 (1/16) amp. Placing a
fuse of greater value in this circuit can cause failure of the
Vehicle, Carriage, intellispeed™ Managers and/or POD.

! CAUTION
When checking continuity in Step 2., only use a digital
meter. Using an analog meter will cause the 0.06 amp
(FU20 or FU21) fuse to blow.

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 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

NOTE: On truck with software version 4.0 and up, FU20 and FU21 are
located within the Vehicle Manager enclosure, near the ribbon
connector on the distribution board. To check or change these
fuses, the Vehicle Manager cover must be removed. Observe the
cautions shown above.
For FU20 and FU21 locations in trucks with software versions
below 4.0, See Appendix B, page B-41.
Disconnect the POD at JPC18. If the error code no longer
occurs, the problem is in the cable between the Carriage
Manager and the POD or within the POD itself.
NOTE: See page 7-10 for wiring troubleshooting information.
4. Check continuity of the following:
• Vehicle Manager (JPS19-1, BUS+) to JP19-1
• JP19-1 to Carriage Manager (JPC20-1, BUS+)
• Vehicle Manager (JPS19-2, BUS–) to JP19-2
• JP19-2 to JPC20-2 Carriage Manager, BUS–)
5. From the Vehicle Manager to the intellispeed™ Manager:
• JPS16-4 (BUS+) to JPY5-4
• JPS16-5 (BUS–) to JPY5-5
6. From the Carriage Manager to the POD
• JPC18-6 (BUS+) to JP1-6
• JP1-6 to JPQ1-6
• JP18-2 (BUS–) to JP1-2
• JP1-2 to JPQ1-2
7. The Vehicle Manager Distribution Board or VFC may be bad.
8. The Carriage Manager Distribution Board or VFC may be bad.
9. The intellispeed™ Manager or VFC may be bad.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).
NOTE: Code AE will occur if a CAN BUS fuse is blown and
intellispeed™ Manager is unhooked.

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System Fault Codes

Code AF

Code Title EPROM mismatch with SOD

Reason A new EPROM has been installed, but the new Passkey has
not been entered.
System Response 1. Alarm sounds: Yes
2. SOD: CODE AF...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: AF
5. Speed Limit: 0.0 mph
How to Clear Run the DTIC Program and enter the new Passkey.

Corrective Actions and Replace the SOD with a programmed SOD. See NOTE.
Checks
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.

PDMM-0024 7-108
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code EC

Code Title Operating system error

Reason EPROM/Software failed; EPROM or RAM has bad locations
System Response 1. Alarm sounds: Yes
2. Vehicle or Carriage Manager Displays: EC
How to Clear The key must be cycled OFF/ON to clear this fault.

NOTE: None of the Program modes (Maintenance, Learn, or Config)

can be entered until this code is cleared.

Corrective Actions and Replace VFC and Firmware in the Manager displaying EC.
Checks
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

Code ED

Communications to Secondary Operator’s Display

Code Title
(SOD) Failed
Reason The Carriage Manager communicates with the SOD to
store information such as Time On Deadman, etc. This
occurs during power-up, and once for every hour on the
deadman after that.

Communications to the SOD failed.

System Response 1. Alarm sounds: Yes
2. Vehicle or Carriage Manager Displays: ED
How to Clear The key must be cycled OFF/ON to clear this fault.

NOTE: None of the Program modes (Maintenance, Learn, or Config)

can be entered until this code is cleared.

Corrective Actions and 1. The cable from the SOD may not be properly connected to the
Checks Carriage Manager at JPC11.
2. The cable to the SOD may not be properly connected to the SOD
at JPI1.
3. The cable between the SOD and Carriage Manager may be
damaged. See page 7-10 for wiring troubleshooting information.
4. The SOD may be bad. Replace the SOD with a “blank” SOD from
the Parts Distribution Center.
5. The Carriage Manager Distribution Board may be bad.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).
6. The Carriage Manager VFC Card may be bad.

7-109 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Fault Codes

Code EF

Code Title Bad Secondary Operator’s Display (SOD) Checksum.

Reason The integrity of the information stored in the SOD is verified
using a checksum.

This code is displayed if checksum does not match.

System Response 1. Alarm sounds: Yes
2. SOD: CODE EF...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: ED
How to Clear The key must be cycled OFF/ON to clear this fault.

NOTE: None of the Program modes (Maintenance, Learn, or Config)

can be entered until this code is cleared.

Corrective Actions and 1. A field retrofitted option was not installed properly. Reattempt to
Checks install.
2. Noise on the communication line to the SOD from the Carriage
Manager. The probability of this happening is very low. Check cable
per page 7-10. Reset the keyswitch and see if that clears the code.
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.

Code F0

Invalid Data received by Vehicle Manager (from

Code Title
Carriage Manager).
Reason The Carriage Manager is not updating messages sent over
BUS+/BUS– to the Vehicle Manager.
System Response 1. Alarm sounds: Yes
2. SOD: CODE F0...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F0
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Carriage Manager VFC and firmware.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-110
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code F1
Code Title Carriage Manager COP timeout
Reason Internal Carriage Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F1...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F1
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Carriage Manager VFC.
NOTE: When the Carriage Manager (or its VFC) or Vehicle Manager (or
its VFC) is replaced, the following Fault Codes may occur:
• F1, F2, F3, and AB
This is a normal condition. When the Fault Code appears,
simply turn the keyswitch Off, then back to On, as each Fault
Code appears. Once you have stepped through all the codes,
the truck should complete SelfTest.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

7-111 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Fault Codes

Code F2

Code Title Carriage Manager Invalid OP Code

Reason Internal Carriage Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F2...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F2
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Carriage Manager VFC.
NOTE: When the Carriage Manager (or its VFC) or Vehicle Manager (or
its VFC) is replaced, the following Fault Codes may occur:
• F1, F2, F3, and AB
This is a normal condition. When the Fault Code appears,
simply turn the keyswitch OFF, then back to On, as each Fault
Code appears. Once you have stepped through all the codes,
the truck should complete SelfTest.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-112
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code F3

Code Title Carriage Manager ASIC Reset

Reason Internal Carriage Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F3...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F3
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Carriage Manager VFC.
NOTE: When the Carriage Manager (or its VFC) or Vehicle Manager (or
its VFC) is replaced, the following Fault Codes may occur:
• F1, F2, F3, and AB
This is a normal condition. When the Fault Code appears, simply turn
the keyswitch OFF and then back to ON as each Fault Code appears.
Once you have stepped through all the codes, the truck should
complete SelfTest.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

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Troubleshooting Model 537 Swing-Reach® Truck

System Fault Codes

Code F4

Code Title Vehicle Manager COP timeout

Reason Internal Vehicle Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F4...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F4
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Vehicle Manager VFC.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

PDMM-0024 7-114
 Model 537 Swing-Reach® Truck Troubleshooting

System Fault Codes

Code F5

Code Title Vehicle Manager invalid OP Code

Reason Internal Vehicle Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F5...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F5
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Vehicle Manager VFC.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

Code F6

Code Title Vehicle Manager ASIC Reset

Reason Internal Vehicle Manager VFC fault
System Response 1. Alarm sounds: Yes
2. SOD: CODE F6...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle or Carriage Manager Displays: F6
5. System Response: Total shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and If the cycling of the keyswitch does not clear this fault, replace the
Checks Vehicle Manager VFC.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
Modes (See “Code A9” on page 7-102 for more information).

7-115 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Fault Codes

Code F8

Code Title Operator’s Display Checksum Failure

Reason Information transmitted from the SOD to the Carriage
Manager is corrupt. Can only appear on trucks with
software version 5.8 installed.
System Response 1. Alarm sounds: Yes
2. SOD: Code F8...Inform Service Personnel
3. PC contactor: Energized
4. Vehicle and Carriage Manager Displays: F8
5. Speed Limit: 1 mph (1.6 Kph)
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check the cable between the Carriage Manager and the SOD.
Checks
2. Replace the SOD with a “Blank” SOD from the Syracuse Parts
Distribution Center.

Code F9

Code Title Operator’s Display Checksum Failure

Reason Information transmitted from the SOD to the Carriage
Manager is corrupt. Can only appear on trucks with
software version 5.8 installed.
System Response 1. Alarm sounds: Yes
2. SOD: Code F9...Inform Service Personnel
3. PC contactor: De-energized
4. Vehicle and Carriage Manager Displays: F9
5. System Response: Total Shutdown
6. Brake Applied: Yes
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and 1. Check the cable between the Carriage Manager and the SOD.
Checks
2. Replace the SOD with a programmed SOD.
NOTE: Special procedures are required to replace the SOD. Contact
The Raymond Corporation’s Parts Distribution Center before
ordering a replacement SOD. The serial number of the truck
and the current hour meter readings are required so that the
new programmed SOD can be initialized properly at the Parts
Distribution Center.

PDMM-0024 7-116
 Model 537 Swing-Reach® Truck Troubleshooting

Load Handler Fault Codes

Load Handler
Fault Codes
Code B0

Code Title Rotate position pot out-of-range

Reason The rotate position pot (VR6) analog input is detected
below 0.3 volts or above 4.7 volts.
System Response 1. Alarm sounds: Yes
2. SOD: CODE B0...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: B0
4. PC contactor: Energized
5. Brake Applied: No
6. Load Handler: Disabled
7. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The rotate position circuit may be bad. Run test:
Checks
• A21 - Rotate Position Pot Voltage

Code B1

Code Title Traverse position pot out-of-range

Reason The traverse position pot (VR5) analog input is detected
below 0.3 volts or above 4.7 volts.
System Response 1. Alarm sounds: Yes
2. SOD: CODE B1...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: B1
4. PC contactor: Energized
5. Brake Applied: No
6. Load Handler: Disabled
7. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and The traverse position circuit may be bad. Run test:
Checks
• A20 - Traverse Position Pot Voltage

7-117 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Load Handler Fault Codes

Code B2

Code Title Reach mechanism not responding

Reason The forks were commanded to reach/retract, but no
movement was detected.
System Response 1. Alarm sounds: Yes
2. SOD: CODE B2...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: B2
4. PC contactor: Energized
5. Brake Applied: No
6. Load Handler: Disabled
7. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and NOTE: The function must be requested for a minimum of 5 seconds
Checks before code appears.
1. If traverse, reach, and rotate do not function, the load handler
select solenoid (SOL3) circuit may be bad. Run test:
• O22 - Load Handler Select Solenoid
2. The reach position reference proximity switch (PROX2) or associated
wiring may be bad. Run test:
• I22 - Reach Position Reference Proximity Switch
• Check wiring per page 7-10
3. The reach select solenoid (SOL36) or associated circuitry may be
bad. Run test:
• O29 - Reach Select Solenoid
4. The fork control proportional solenoids (SOL35A, SOL35B) or
associated circuits may be defective. Run tests:
• O27 - Fork Position Proportional Solenoid A
• O28 - Fork Position Proportional Solenoid B
5. In Maint mode, run reach cycle.
a. If reach functions, run tests:
• I22 - Reach Position Reference Proximity Switch
• A21 - Rotate Position Pot Voltage
b. If reach does not function and rotate does, run tests:
• O29 - Reach Select Solenoid
• A21 - Rotate Position Pot Voltage
6. If traverse functions, but reach and rotate do not, run tests:
• O27 - Fork Position Proportional Solenoid A
• O28 - Fork Position Proportional Solenoid B

PDMM-0024 7-118
 Model 537 Swing-Reach® Truck Troubleshooting

Load Handler Fault Codes

Code B3

Code Title Traverse mechanism not responding

Reason No movement of the traverse mechanism is detected when
commanded to move left or right.
System Response 1. Alarm sounds: Yes
2. SOD: CODE B3...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: B3
4. PC contactor: Energized
5. Brake Applied: No
6. Load Handler: Disabled
7. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and NOTE: The function must be requested for a minimum of 5 seconds
Checks before code appears.
1. The load handler traverse proportional solenoid (SOL34A,
SOL34B) or associated circuitry may be bad. Run tests:
• O25 - Load Handler Traverse Proportional Solenoid A
• O26 - Load Handler Traverse Proportional Solenoid B
2. The traverse position pot (VR5) or associated circuitry may be bad.
Run test:
• A20 - Traverse Position Pot Voltage
3. If traverse, rotate, and reach do not work, the load handler select
solenoid or associated circuitry may be bad. Run test:
• O22 - Load Handler Select Solenoid

7-119 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Load Handler Fault Codes

Code B4

Code Title Rotate mechanism not responding

Reason No movement of the rotate mechanism is detected when
commanded to rotate.
System Response 1. Alarm sounds: Yes
2. SOD: CODE B4...Inform Service Personnel
3. Vehicle or Carriage Manager Displays: B4
4. PC contactor: Energized
5. Brake Applied: No
6. Load Handler: Disabled
7. Speed Limit: 1.0 mph
How to Clear The key must be cycled OFF/ON to clear this fault.

Corrective Actions and NOTE: The function must be requested for a minimum of 5 seconds
Checks before code appears.
1. The rotate position pot (VR6) or associated circuitry may be bad.
Run test:
• A21 - Rotate Position Pot Voltage
2. The fork control proportional solenoids (SOL35A, SOL35B) or
associated circuitry may be bad. Run tests:
• O27 - Fork Position Proportional Solenoid A
• O28 - Fork Position Proportional Solenoid B
3. If traverse, rotate, and reach do not work, the load handler select
solenoid (SOL3) or associated circuitry may be bad. Run test:
• O22 - Load Handler Select Solenoid
4. In Maint mode, run reach cycle.
a. If reach functions, run tests:
• I22 - Reach Position Reference Proximity Switch
• A21 - Rotate Position Pot Voltage
b. If reach does not function and rotate does, run tests:
• O29 - Reach Select Solenoid
• A21 - Rotate Position Pot Voltage

PDMM-0024 7-120
 Model 537 Swing-Reach® Truck Troubleshooting

Electronic Steering/Wire Guidance

Electronic 7141
Steering/Wire
Guidance
Wire Guidance • Digital Voltmeter
Test Equipment • Extender Card (P/N 114-006-714)
• Wire Guidance Alignment Box (P/N 170-002-580) [Optional]
• Electronic Steering/Wire Guidance Tester (P/N 114-005-807)
and Adapter (P/N 114-005-820)
• Analog Volt ohmmeter (Simpson 260)

Initial Setups
Wire Guidance
Test Procedure

Initial Checks Before making any adjustments to the vehicle wire guidance system,
perform the following:
1. Check that the proportional valve and guidance sensor are
installed and functioning properly.
2. Ensure that the correct wire guidance frequency has been selected.
This can be verified through Configure mode. Note that if the wire
frequency is changed, the preamp in the wire guidance sensor must
be changed to match the new frequency.
3. Verify that guide wire frequency is correct and that the guide wire
current is adjusted correctly. See “Line Driver Adjustment
Procedure” on page 7-221.
Frequency Guide Wire Current RMS current
5.2 kHz 100mA, peak to peak 35.4mA
6.25 kHz 225mA, peak to peak 79.5mA
5.2 kHz 300mA, peak to peak 105mA

4. Turn the keyswitch on. Verify that all three LEDs on the Power Supply
card are lit. See Figure 7-8 on page 7-122 for old and new Power
Supply part numbers. Connect a meter to each of the test points on
the Power Supply card with respect to TP4 (GRD) (TP1 on new style
card) and verify supply voltages. See “Power Supply” on page 7-
195 if voltages are incorrect.
Test Point Test Point Meter Reading
(Old) (New)
TP1 TP4 4.90 to 5.10 volts DC
TP2 TP3 11.88 to 12.12 volts DC
TP3 TP2 5.88 to 6.12 volts DC

7-121 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

828-004-288/001 only

TP1GRD
TP2Vr
TP3Vs
TP4Vd

154-012-070/001only

Figure 7-8: Power Supply Card

Electronic Steering The following information is applicable to all vehicles equipped with
Test Procedure electronic steering. This includes vehicles with or without wire guidance.

Initial Check for All 1. Proportional solenoid must be properly installed.

Vehicles
2. Turn keyswitch ON and verify that all three LEDs on the Power
Supply Card are lit. Connect a meter to each of the listed test points
on the Power Supply card with respect to TP1 (GRD) and verify
supply voltages. See “Power Supply” on page 7-195 if voltages are
incorrect.
• TP4 - 4.90 to 5.10 volts DC
• TP3 - 11.88 to 12.12 volts DC
• TP2 - 5.88 to 6.12 volts DC

828-004-288/001 only

TP1GRD
TP2Vr
TP3Vs
TP4Vd

154-012-070/001only

Figure 7-9: Power Supply Card (Electronic Steer & W/G Vehicles)

PDMM-0024 7-122
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

Initial Adjustments All vehicles must initially have the Position Feedback pot adjusted. This
procedure should only need to be done when the truck is first put
together, the Position Feedback pot is replaced, or pot VR1 (WHEEL
TRIM) cannot be adjusted enough when aligning wire guidance.
This and all other instructions are written for using either a voltmeter or
the wire guidance test/alignment box P/N 170-002-580 to do the
adjustments. If a voltmeter is used, the test points for connecting it are
listed. If the alignment box is used, the corresponding switch position is
also given in brackets [ ].
An adapter P/N 114-005-820 is necessary in order to use the wire
guidance alignment box with this system. An extender card P/N 114-
006-714 is also available to test points easier. As a reference, the cards
are arranged in the card rack in the following manner:

Power Supply Power Supply Processing Card

154-012-070/001 828-004-288/001 (Wire Guidance Only)
TP1GRD
TP2Vr TP4GRD
TP3Vs TP3 Vr JPW5
this TP2 Vs
TP4Vd JPW2 JPA6 Logic Card
TP1Vd
Power Supply LED
Solenoid Controller
VR5 JPW3 JPW6 Card
JPW4
Filter Card VR3
JPW1 Interface Card
(Wire Guidance Only)
FU1,FU2

Motherboard
Power Supply

Figure 7-10: Card Cage Layout

Setting Position Adjusting the position feedback potentiometer is required so the

Feedback steering system knows when the drive wheel is straight ahead. This
Potentiometer VR8 procedure should be done whenever the pot mounting bracket or
flexible coupler are removed. Improper adjustment can result in:
• improper auto-centering during power-up
• the drive unit hitting a physical stop when turned, or...
• an error condition of “Drive Unit Out of Range” when in wire
guided mode.
1. Adjust the Position Feed back Potentiometer mounting bracket so
that the pot is concentric within 1/8” (3.2 mm) of the drive unit
center line. See NOTES.

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Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

NOTE: If this adjustment is not done correctly, it can cause the output of
the feedback pot to incorrectly indicate position if the drive unit
should tilt. Slight tilting of the drive unit may occur when
accelerating/decelerating or when traveling over uneven floors.
NOTE: Ensure that all hardware is tight when done
NOTE: See “Position Feedback Pot Assembly Maintenance” on page 9-7
and “Pot (VR8) Electrical Resistance Test” on page 7-187.
.

Encoder

Figure 7-11: Adjusting Feedback Potentiometer

2. Position the drive unit so that the truck travels straight while driving
in manual. This assures that the drive unit is positioned correctly
and it also releases any tension between the tire surface and the
floor. Allow the truck to coast to a stop. DO NOT PLUG TO A STOP.
See NOTE.
NOTE: Turning the drive unit while standing still creates tension between
the surface of the tire and the floor. This tension can rotate the
drive unit when the auxiliary system Is turned off. This would
throw the drive unit out of position.
Attempting to position the drive unit by sight, instead of
following step 2. above, gives poor results.
3. Mechanically center VR1 (WHEEL TRIM) on the Solenoid Controller
Card by turning clockwise to the end of its movement (16 turns
max), then counterclockwise 8 turns.
NOTE: VR1 will not change the voltage that represents drive unit
position at TP-3 or test/alignment unit switch position [WHEEL
POSITION].
4. Connect a voltmeter to TP-3 [WHEEL POSITION] on the Solenoid
Controller Card with respect to Vr (TP-4) on Solenoid Controller
Card. Set the DVM to a scale of approximately 2 volts, full scale.

PDMM-0024 7-124
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

5. Loosen, but do not remove, the Feedback Potentiometer hold-down

screws and rotate the pot until the meter reads as close to zero as
possible.
6. Tighten the pot hold-down screws. The voltage at TP-3 [WHEEL
POSITION] should still be within +/– 100 millivolts of zero (one
minor division of the alignment box scale when the expanded mode
button is pushed).
7. Perform the “Steer” submenu of Learn mode.
8. Check wire guidance system.

M15 RP23 R78 R76 R75 R39 R20 R18

M5 Q2 Q1
TP32

CR3
R86

TP31
R89

R88
R87

TP30
CR9 R57

TP12
R58 R40
CR10

R3
R59 R41
RP25

TP6
R60 R42

TP13
R77

R19
A1

C25

R74
C23

C19
C21 R43

C1
R1
C22

R61 R44
CR14

TP14
TP35 R62 R45

R2
C29

R63 R46
M10
A5

R64
R79

R47

C11

C10

TP15

TP7
TP9 TP8
RP28

R65 R48

R21

C2
R22
R66 R49 CR4 R4 CR1
C7
RP27
RP26

R67 R50 RP3

PW3
R80
J1

M6

RP2
R68 R52 R51
RP16 R23
M12 CR2
RP6

R69
RP4
C24

R24
RP9 C20

20
TP20

1
J2

TP21 RP12
M7 R25
R81

R71
R70

R92
C13

R7
M16 R26 C12
RP24

TP36
TP22

TP1

R6
TP23
R90

M2
R53

TP37
TP24 R27

R8
M3

R5
R83
TP38 TP25 R28
R91
A15

R93

CR7

TP10
TP26
M13 M11

TP2
RP17
CR11
R82

R29

R9
TP39 C26
R84
R30
TP34

M8
RP15
CR8
RP13

RV1

11
10
C31

TP27
RP21

RP19

TP3
R31 C14
C30
A20

R54

M4

C3
R14

TP40 TP1
R32

R10
R13
R12

R11
CR16

CR15

TP28

RP10
RP18

R33 TP2

CR5
TP4
C32

R34 TP3
C33

VR1
CR12

R85 M17
R94

TP4
TP41

M9 C15
RP5
RP7

CR6
TP29

C16

R35
TP42
R36
C27

R15
R96

TP5
R37
RP20
RP22

VR1
C6

R38 C4
C17
C34

R95

IL3
C8
R16 OESS
C18

J4
TP43
28

TP44

TP16
A

C5
R72

TP11
RP30

M14

TP5
M18 TP18
R56

R55

TP17 C9

IL2
RP8
R73
C28

RP29 CR13 TP19 R17

TP33 RP14 RP11
J3
SOLENOID CONTROLLER
IL1
PCBD
CARD ASSY 154-012-011 REV 154-012-010 REV D MADE IN USA M1 RP1
RETE

Status Display

Figure 7-12: Solenoid Control Card

Operational 1. Connect the wire guidance Digital Tester P/N 114-005-807 to PW4
Checks on Logic Card and turn the AUTO/MAN switch (if equipped) to
manual. The status LEDs on the Logic Card give the same ESTAT
messages.
NOTE: When using the Digital Tester, an LED ON is equivalent to a “1”
(one), and an LED OFF is equivalent to a “0” (zero).

NOTE: See Publication PDSS-0001 for further information on using the

digital tester.

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Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

Status Display

SLOW

Logic Card

Figure 7-13: Logic Card ESTAT LEDs

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

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
0 0 1 0 0 Normal Manual Steering (Less
than 10°)
0 1 1 1 0 Normal Manual Steering (More
than 10°)

3. Turn the drive unit fully left, and shut off power for at least 5
seconds.
4. Turn power back on, and then step on the Deadman Pedal. The
drive unit should turn to approximately straight (autocenter) within
1.5 seconds of stepping on the Deadman Pedal.
5. Drive the truck at least 10 feet without turning the steering wheel to
release tire friction. The drive unit should be within 3° of centered.
See Figure 7-14 on page 7-127 for tolerance of a centered tire.
6. Repeat steps 3. through 5. with the drive unit initially turned full
right.

7. Disconnect the harness connected to the Solenoid Control Card at

JPW3. The Status message should change to the following:

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
1 1 1 0 1 Solenoid Controller Error

PDMM-0024 7-126
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

Figure 7-14: Tolerance of a Centered Tire

8. Verify that the audible alarm comes on, that the PC contactor drops
out, and that the brake is applied. Turn power off, reconnect
harness to JPW3, and then back on to clear the error condition.
9. Short circuit TP3 to TP4 (use TP1 and TP2 with new Power Supply P/
N 154-012-070/001) on the Power Supply Card with a jumper clip.
The status message should change to the following:

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
1 1 1 1 0 Power Supply Failure

10. Verify that the audible alarm comes on. Remove the short from the
Power Supply, and turn power off and then back on to clear the
error condition.
11. Disconnect the cable marked JPS20 on the Vehicle Manager. The
Status message should change to the following:

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
1 1 1 0 0 Manual Signal Loss

12. Verify the audible alarm comes on. Turn power OFF. Reconnect
harness and turn power back ON to clear the error condition.
NOTE: END OF TEST FOR NON-WIRE GUIDED VEHICLES. Continue
vehicles equipped with wire guidance.

Operational Complete the Operational Checks on the previous pages before

Checks - Wire proceeding.
Guided Vehicles
Only

7-127 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

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

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
0 1 1 0 0 Seeking Wire - Steering Manual

Verify that the:

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

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
0 1 1 0 1 Wire Sensed - Auto Steering

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

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
0 0 0 0 1 Locked On Wire - 5.2 kHz
0 0 0 0 0 Locked On Wire - 6.2 kHz

4. With the truck locked on wire, drive the truck slowly and shut the
Line Driver off or drive the truck off the end of the guidewire. The
Status Message should change to the following:

Logic Card ESTAT -1 -2 -3 -4 -5 Message Description

Logic Tester ESTAT -1 -2 -3 -4 -5
1 1 0 1 1 Wire Lost

5. Verify that the audible alarm comes on, vehicle comes to a stop,
and the brake applies. Reconnect the Line Driver.

PDMM-0024 7-128
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

6. With the truck locked on wire, switch the AUTO/MAN switch to

manual; the audible alarm should come on.
7. Turn the drive unit completely to one side and rotate the truck over
the wire while observing the LEDs in the deviation register of the
Digital Tester. The LEDs in the Heading Limit side should come on in
sequence with the first LED coming on at approximately 1.5° to the
wire and the second LED coming on at approximately 3°.
8. Return truck to approximately parallel to the wire and turn the drive
unit so that it is straight.
9. Drive the truck along the wire so that it gradually moves away from
the wire. Observe the LEDs in the Displacement Limit side of the
deviation register. These LEDs should also come on in sequence,
with the first coming on at approximately 1-1/4” (3.2 cm) and the
second at about 2” (5.1 cm). The audible alarm should turn off
whenever the second LED in either the Heading or Displacement
Limit section of the Deviation register turns on.

7-129 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

Wire Guidance The wire guidance cards are arranged in the card rack as follows:
Cards
NOTE: The Filter Card and Processing Card are used strictly for wire
guidance.

Status Displays VR1 Interface Card

828-004-288/001 only

Test Points TP4GRD

Logic Card
TP3 Vr JPW5
TP2 Vs JPW2 JPA6
TP1GRD TP1Vd
TP2Vr
Solenoid Card
TP3Vs
TP4Vd

VR5 JPW3 JPW6

154-012-070/001only
JPW4
VR3
JPW1
Filter Card (w/wire
FU1,FU2

Guidance Only) Processing Card (w/

Wire Guidance
Only)
Power Supply

Figure 7-15: Wire Guidance Circuit Cards

Adapter (P/N 114-005-820)

1 0 1 2
3 2 3
4 4
5 7V
5
14V

Minor Divisions
Major Divisions

Wire Guidance To Processing Card

Alignment Box Connector PW2
(P/N 170-002-580)

Figure 7-16: Wire Guidance Alignment Box w/Adapter

PDMM-0024 7-130
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

Truck Static The static adjustments consist of moving the sensor position relative to
Adjustments the guide wire so that various parts of the wire guidance system can be
matched. Either the wire or the sensor can be moved to get the desired
relationship, but in all cases the sensor must be kept as parallel to the
wire as possible. All pots mentioned in this section can be found on the
Processing Card.

Truck Static 1. Check the frequency and current levels of the Line Driver. See
Adjustment W/O Publication #PDSS-0051, Wire Guidance Maintenance Manual.
Alignment Track 2. Ensure that feedback potentiometer coupling is tight and properly
aligned with the drive motor shaft.
3. Adjust the sensor so that it is level within 1/8” (3.2 cm). Sensor
height above the floor is between 1-1/4” to 1-3/4” (3.2 - 4.5 cm).
The sensor is centered between the base legs within 1/8” (3.2 mm).
See WARNING.

! WARNING
Use a chain hoist attached to the overhead guard or other
adequate means to support carriage while working
underneath.

4. Position the sensor so that it is directly over the guide wire and as
parallel to it as possible. Connect a digital voltmeter to TP-8
[HEADING ANGLE] WRT TP-13 or TP1. If using wire guidance
alignment box and adapter, connect it to JW2 on the processing
card and set the selection switch to the heading angle position.
Adjust VR5 (TRACTOR OFFSET) until the meter reads zero. Use the
expanded scale with alignment box.
5. Position the sensor so that it is approximately 3.5" (8.9 cm) to one
side of the guide wire and as parallel to it as possible. Read the
voltage at TP-8 [HEADING ANGLE] and adjust VR3 (LOAD GAIN)
until the meter or alignment box on expanded scale reads zero.
6. Position the sensor so that it is approximately 3.5" (8.9 cm) to the
opposite side of the guide wire and as parallel to it as possible.
Read the voltage at TP-8 and then readjust VR3 (LOAD GAIN) until
the meter or alignment box reads one-half this value.
The static pot adjustments are now complete. DO NOT readjust VR3
[LOAD GAIN] without repeating steps 4. through 6. See NOTE.
NOTE: If either pot runs out of adjustment or cannot be properly
adjusted, see “Cannot Adjust Pots Correctly on Solenoid Control
and Processing Cards” on page 7-220.

7-131 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

Truck Static 1. Complete steps 1. through 4. of the “Truck Static Adjustment W/O
Adjustments WITH Alignment Track” on page 7-131.
Alignment Track 2. Switch the guide wire to either outside guide wire. See WARNING.

! CAUTION
When adjusting line driver current for the alignment track,
additional resistance may be necessary to bring the current
down to the correct level.
When an alignment track is installed, it should be wired to
separate line driver so that the switching does not interrupt
floor current elsewhere.

3. Adjust VR3 [LOAD GAIN] so that TP-8 [HEADING ANGLE] is zero

volts.
4. Switch to the other outside wire.
5. Measure the signal at TP-8 [HEADING ANGLE].
6. Adjust VR-3 [LOAD GAlN] so that it is one-half of the value in
step 5.
NOTE: If either pot runs out of adjustment or cannot be properly
adjusted, see “Cannot Adjust Pots Correctly on Solenoid Control
and Processing Cards” on page 7-220.
7. Position the vehicle near the center of the straight portion of the
alignment track. The sensor should be a minimum of 3 feet from
any turns of the current carrying wire.
End of Static Adjustment Procedure using alignment track.

Outside Guide Wire Recommended length of straight portion

10 feet of alignment track
Center Guide Wire
(3.1 M)

Wall Switch

Outside Guide Wire 3.5” Center Guide Wire

Figure 7-17: Example of Alignment Track

PDMM-0024 7-132
 Model 537 Swing-Reach® Truck Troubleshooting

Initial Setups

Truck Dynamic The dynamic adjustment procedure is a fine tuning of the adjustments
Adjustments done in the static procedure. DO NOT attempt to adjust VR3 [LOAD
GAIN] when using this procedure. All pots can be found on the
Processing Card except VR1 [WHEEL TRIM] pot, which can be found on
the Solenoid Controller Card.
This procedure should be done every 6 months or 1000 hours of
operation or whenever necessary to improve the vehicle’s tracking
performance.
1. Ensure the wire current is properly adjusted. Acquire a straight
section of guide wire.
2. Observe the tracking of the vehicle at the sensor as the truck is
driven up and down the wire. This can be done by observing the
sensor directly, by measuring the signal at TP-5 [DISTANCE FROM
WIRE] with respect to TP-3 (or use TP1 or TP13 on processing card)
on the old Power Supply Card (P/N 828-004-288/001) or TP2 on
the new Power Supply Card (P/N 154-012-070/001) with a digital
voltmeter, or by using the alignment box and adapter, connected to
JW2 on the processing card and the selector switch set to the
distance from wire position. Read the following notes.

! WARNING
Be sure the vehicle’s path is clear!

NOTE: Best results can be obtained by accelerating up to at least half

speed and allowing the truck to coast to a stop in each direction
(for ease of adjustment, set “Coast” in Configure Mode to
“Long”). The truck should be driven at least 20 feet in each
direction to give it time to settle into its new position relative to
the wire. Plugging, hard accelerations, and/or braking to a stop
can give misleading indications of adjustment.
NOTE: The drive tire cannot be used as an indication of adjustment.
Sensor position is what is important.

7-133 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Initial Setups

3. If the sensor moves to different lateral (side-to-side) positions

relative to the wire when driven forward versus reverse, dissimilar
voltage readings on a digital voltmeter or dissimilar indications on
an alignment box, adjust pot VR5 [TRACTOR OFFSET] until the
sensor tracks at the same point relative to the wire and the meter
reads the same voltage or the alignment box meter indicates the
same point in each direction. If the vehicle moves to the RIGHT
when traveling tractor-end first and to the LEFT when traveling
load-end first, turn VR5 OUT (counterclockwise).
NOTE: If VR5 has been adjusted to the end of its range without
achieving the results required in step 3., follow the procedures
outlined on page 7-224 for optimizing wire guidance
performance. Also See “Cannot Adjust Pots Correctly on
Solenoid Control and Processing Cards” on page 7-220.
NOTE: RIGHT and LEFT do not necessarily mean that the truck is
actually to the right or left of the wire, just that it moves right
versus left for the direction indicated.
4. If sensor tracks parallel to the guide wire at the same point in each
direction, adjust VR1 [WHEEL TRIM] on the Solenoid Controller
Card until the sensor tracks directly over wire and the meter and/or
alignment box indicate “0” readings. Turn VR1 IN (clockwise) to
make the vehicle move to the RIGHT relative to the wire. If VR1
cannot be adjusted properly, see “Cannot Adjust Pots Correctly on
Solenoid Control and Processing Cards” on page 7-220. If the
sensor cannot be centered, recheck the Position Feedback Pot
adjustment or the sensor position.

PDMM-0024 7-134
 Model 537 Swing-Reach® Truck Troubleshooting

System Controller ESTAT Message

System
Controller
ESTAT Message
Information There are two different status messages which can provide valuable
Displays and information for troubleshooting:
Status Messages • System Controller Status Messages
• Solenoid Controller Status Messages
The System Controller Status Messages provide information on what is
happening in the steering system as a whole. These messages are most
important because the System Controller ultimately determines when an
error condition occurs and what the error is. One of the messages
provided by the System Controller, is that the Drive Unit Positioning
System is reporting an error and is known as “Solenoid Controller
Error.” The Solenoid Controller Status Messages provide additional
information on this error.
The Solenoid Controller Status Messages provide information on what is
happening within the Drive Unit Positioning System only. These
messages can be considered as a subset or further explanation of the
System Controller Status Messages “Solenoid Controller Error.” See
page 7-156.

System Controller The System Controller provides 26 different status messages which
Status Messages describe what is happening in the steering system. These messages are
either informational messages which are simply descriptions, or they
are error messages. Most of these messages will appear only in a
specific system mode as indicated on page 7-138 and page 7-139, but
some can appear in any mode. These messages that represent error
codes are also assigned a priority indicating which message will be
displayed in the event of multiple errors, since some errors can cause
others. The lower the number, the higher the priority.
The first two bit positions ESTAT1 and ESTAT2 have particular meanings:
Bit ESTAT-1 is referred to as the “STOP” bit and indicates when the truck
must be stopped. Bit ESTAT-2 is referred to as the “SLOW” bit and
describes when the truck must be slowed. A stop message always
overrides a slow message.
There are two methods available to determine an informational status
message. One method is to compare the LED pattern on the Logic Card
with the table on page 7-137. The second method is to use the digital
test box (P/N 114-005-807). See Publication #PDSS-0001 for Digital
Tester Information. This unit has a display from which the message can
be read directly and has the advantage that the status message may be
monitored dynamically if it changes quickly. See page 7-138. Error
status messages may also be determined by these methods. However,
the are converted to error codes by the Vehicle Manager and displayed
on the SOD, page 7-139.

7-135 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Controller ESTAT Message

The Logic Card has an LED display which indicates the status of the 5
ESTAT lines and a separate “SLOW” light.
The 5 ESTAT LEDs on the Logic Card show the same information as the
Digital Tester. The “SLOW” LED is used only as an on-board indicator
that a slow speed is called for.

ESTAT1 (Red) ESTAT2 (Red)

ESTAT3 (Green) ESTAT4 (Green)

ESTAT5 (Green) SLOW (Green)

PW4

Figure 7-18: Logic Card ESTAT LEDs

PDMM-0024 7-136
 Model 537 Swing-Reach® Truck Troubleshooting

System Controller ESTAT Message

The table below shows the Status Messages on the Digital Tester LED’s
and the related Logic Card Codes.

Status Message Description Code ESTAT1 ESTAT2 ESTAT3 ESTAT4 ESTAT5 ESTAT6
Power on Reset ON ON ON ON ON OFF
Power Failure ON ON ON ON OFF OFF
Solenoid Control Error ON ON ON OFF ON OFF
Manual Signal Loss ON ON ON OFF OFF OFF
Manual Signal Error ON ON OFF OFF OFF OFF
Normal Manual Steering 4 OFF OFF ON OFF OFF ON
Wire Sensed in Manual 15 OFF ON ON ON ON ON
Steering Limit Switch > 10° 14 OFF ON ON ON OFF ON
Seeking Wire - Manual Steer 12 OFF ON ON OFF OFF OFF
Wire Sensed - Auto Steer 13 OFF ON ON OFF ON OFF
Heading Angle Excessive 10 OFF ON OFF ON OFF OFF
Deviation Excessive OFF ON OFF ON ON OFF
Deviation Limits Exceeded ON ON OFF ON OFF OFF
Center Coil Pair Not NEARWIRE ON OFF OFF ON ON OFF
Wire Lost ON ON OFF ON ON OFF
Locked-on Wire Freq. (5.2KHz) OFF OFF OFF OFF ON ON
Locked-on Wire Freq. (6.2KHz) OFF OFF OFF OFF OFF ON
Drive Unit Out of Range in Auto Mode ON OFF OFF ON ON OFF

See Instruction Manual PDSS-0001 when using the Electronic Steering/

Wire Guidance Tester.
AUXSEN
AUTO

1 2 3
4 3 2 1 3 2 1
TP1
FSEL GND HEADING LIMIT DISP LIMIT

INPUT REGISTER DEVIATION REGISTER

HA2

HA1

MAN
DFW2

DFW1

1 2 3 4 5
1/R

(STOP) (SLOW)
ESTAT
STATUS MESSAGE REGISTER CONTROL REGISTER
TP2
+5
REV

TLIM
VEHMOV
ACQ

EA1

DD3

DD1
EA2

EA0

DD2

REFERENCE REGISTER ERROR REGISTER

AUXSEN
FSEL-1
FSEL-2
FSEL-3

P1
MANUAL
INPUT
S1

Figure 7-19: Electronic Steering/Wire Guidance Tester (P/N 114-005-807).

7-137 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Controller ESTAT Message

Informational The table below shows the LED pattern as shown on the Logic Card.
Status Codes

Identification Code

Message Code ESTAT-1 2 3 4 5

Description Mode Priority Page #
Group Number PW4-32 31 30 29 28
Manual 4 OFF OFF ON OFF OFF Normal Manual Steering MANUAL – 7-149
Steering
14 OFF ON ON ON OFF Drive Unit Turned > 10° MANUAL – 7-149
15 OFF ON ON ON ON Wire sensed in Manual MANUAL –
23 ON OFF ON ON ON Steering System in Neutral (5, 6) MANUAL –
(L.O.W. - Locked On Wire)
Wire 1 OFF OFF OFF OFF ON L.O.W. Frequency 5.2KHz AUTO – 7-149
Guidance
0 OFF OFF OFF OFF OFF L.O.W. Frequency 6.2KHz AUTO – 7-149

12 OFF ON ON OFF OFF Seeking Wire: Steering MANUAL ACQUIRE – 7-149

13 OFF ON ON OFF ON Wire Sensed: AUTO Steering ACQUIRE – 7-149

Wire 9 OFF ON OFF OFF ON Displacement Excessive AUTO 11 7-149

Guidance
10 OFF ON OFF ON OFF Heading Angle Excessive AUTO 11 7-149
Warning
11 OFF ON OFF ON ON Disp & Heading Excessive AUTO 10 7-148

NOTES:
1. Priority 1 is the highest priority.
2. ESTAT-1 is the “STOP” bit and ESTAT-2 is the “SLOW” bit.
3. An “ON” means LED ON for Digital Tester, and greater than
2.4 volts with respect to ground when using a voltmeter. An
“OFF” means LED OFF for Digital Tester, and less than 1 volt
when using a voltmeter. These voltages may be obtained at
the Logic Card PW4 Connector pins indicated in the above
chart. Use TP2 on the Logic Card to ground (negative (–)
meter lead).
4. In the event of multiple errors, the highest priority error
condition will be displayed.
5. Electronic Steering System is in neutral if the deadman input
at JPW5-15 is off or there is no steering encoder input.

PDMM-0024 7-138
 Model 537 Swing-Reach® Truck Troubleshooting

System Controller ESTAT Message

Error Status Codes The table below shows the Error Status Codes LED pattern, as shown on
the Wire Guidance Digital Tester and the corresponding SOD Display.

Identification Code

Message Code ESTAT-1 2 3 4 5

SOD Message Mode Priority Page #
Group Number PW4-32 31 30 29 28
Wire 19 ON OFF OFF ON ON 91 Drive Unit Out of Range AUTO 9 7-142
Guidance
26 ON ON OFF ON OFF 92 Tracking Limits Exceeded AUTO 8 7-141
Error
17 ON OFF OFF OFF ON 93 Not used on Model 537 AUTO 7 7-140
18 ON OFF OFF ON OFF 94 Not NEARWIRE: Center AUTO 7 7-140
Coil Pair
25 ON ON OFF OFF ON 95 Rail Switch AUTO 7 7-140
27 ON ON OFF ON ON 96 Wire Lost: Both Coil Pairs AUTO 6 7-140

Manual 24 ON ON OFF OFF OFF 97 Manual Signal Error MAN/ACQ 5 7-148

Steering
28 ON ON ON OFF OFF 98 Manual Signal Loss MAN/ACQ 4 7-148
Error

System 29 ON ON ON OFF ON 99 Solenoid Controller Error ANY 3 7-144

Error
30 ON ON ON ON OFF 9A Power Supply Failure ANY 2 7-143
16 ON OFF OFF OFF OFF 9B Internal Logic Error ANY 1 7-143
31 ON ON ON ON ON 9D Power Disconnected or 7-144
Electronic Steering
Interface Cable or Card
Disconnected

Unused 20 ON OFF ON OFF OFF –

Codes
21 ON OFF ON OFF ON –
22 ON OFF ON ON OFF –

NOTES:
1. Priority 1 is the highest priority.
2. ESTAT-1 is the “STOP” bit and ESTAT-2 is the “SLOW” bit.
3. An “ON” means LED ON for Digital Tester, and greater than
2.4 volts with respect to ground when using a voltmeter. An
“OFF” means LED OFF for Digital Tester, and less than 1 volt
when using a voltmeter. These voltages may be obtained at
the Logic Card PW4 Connector pins indicated in the above
charts. Use TP2 on the Logic Card to ground (negative meter
lead).
4. In the event of multiple errors, the highest priority error
condition will be displayed.
5. A Code 9D will result if the vehicle is moving. Electronic
Steering System should only be in neutral when the vehicle is
not moving.

7-139 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Controller ESTAT Message

Wire Lost: Both This message indicates that the Wire Guidance system no longer detects
Center Coil Pairs a guide wire at both the center coil pairs. It can only appear after the
(Code #27) (SOD truck has been acquired an a guide wire. This error can be cleared by
Code 96) turning the mode switch to manual and/or cycling the Deadman Pedal.
Verify/correct by performing the following tests:
1. Ensure that sensor is over the guide wire.
2. Check that the Line Driver is operating and that the section of wire
being followed is operating.
3. Check that the wire current is adjusted properly.
4. Check that the cable to the Wire Guidance sensor has not been
damaged and is connected to JPW1.
5. Check that none of the pins have been pushed out of the connector
JW1 or the sensor connectors.
6. Test the “Wire Guidance Sensor Analog Signal Channels” on page
7-206.
7. If the signal channels are operating properly, test the NEARWIRE
signals. See “NEARWIRE Circuits” on page 7-202.
8. If the NEARWIRE circuits are operating properly, place process card
on extender board and test the signal outputs at PA2, pins A2 and
A3 with respect to Digital Ground. Both signals should be LOW
(less than 1 volt.)
9. Test the NEARWIRE signals again at JPA4, pins A1 and A2 on the
Logic Card with card on extender. If the signals are LOW again,
replace the Logic Card. If either is now HIGH (greater than 2.4
volts), replace the Motherboard.
10. Rail Guided trucks only - perform Maintenance Tests I23 and O19.

Not NEARWIRE: This message means that the coil pair listed no longer detects the guide
Center or Auxiliary wire. It can only appear after the truck has been acquired on a guide
Coil Pair - (Codes wire. This condition is the same as “Wire Lost” except that only the coil
#17, 18, or 25) pair listed does not detect the wire. This error can be cleared by turning
(SOD Codes 93, the mode switch to manual and/or cycling the deadman pedal. See
94, or 95) NOTE.
NOTE: Code 17 is not used on the Wire Guided Model 537; Code 25
applies to Loss of Railswitch signal if equipped with rail
guidance. See “Rail Guidance” on page 5-106. If Rail Guided,
perform Maintenance Tests I23 and O19.
Verify/correct by performing the following tests:
1. Ensure the sensor is over the guide wire.
2. Check that the cable to the Wire Guidance sensor has not been
damaged and is connected to JPW1.

PDMM-0024 7-140
 Model 537 Swing-Reach® Truck Troubleshooting

System Controller ESTAT Message

3. Check that none of the pins have been pushed out of the connector
JPW1 or the sensor connectors.
4. Check that the wire current is adjusted properly.
5. Test the “Wire Guidance Sensor Analog Signal Channels” on page
7-206.
6. If the signal channels are operating properly, test the NEARWlRE
signals. See “NEARWIRE Circuits” on page 7-202.
7. If the NEARWIRE circuits are operating properly place the
Processing Card on extender board and test the signal output at
PA2, pin A3 with respect to Digital Ground. The signal should be
LOW (less than 1 volt).
8. Test the NEARWIRE signal again at JPA4, pin A2 on the Logic Card.
If signal is LOW again, replace the Logic Card. If it is now HIGH
(greater than 2.4 volts), replace the Motherboard.
9. Rail Guided Trucks only - perform Maintenance Tests 123 and O19.

Tracking Limits This message indicates that the sensor has deviated more than the
Exceeded - allowable limit of heading angle (HLIM2) and/or displacement (DLIM2).
(Code #26) It can only appear after the truck has been acquired on a guide wire.
(SOD Code 92) This error may be cleared by turning the AUTO/MAN mode switch to
manual and/or cycling the Deadman Pedal.
Verify/correct by performing the following tests:
1. Check that the sensor had actually deviated from the wire.
2. If the sensor is roughly centered over the wire (less than 2-1/2” [6.4
cm]), check for each of the following conditions:
• Wire current is turned up too high.
• Incorrect sensor preamp.
• Sensor height incorrect.
• Wire Guidance sensor has been damaged or is not connected
to JPW1.
• None of the pins have been pushed out of the connector JW1.
• Filter Card is properly seated in the Motherboard connector.
• Motherboard connector JA1 has no damaged pins.
3. If none of the described conditions exist, test the “Deviation
Measurement Circuits” on page 5-42 and page 7-200, and the
“Wire Guidance Position Signals (HA & DFW)” on page 7-209.
4. If the sensor is not centered over the wire, check the adjustment of
the Wire Guidance system. See “Truck Dynamic Adjustments” on
page 7-133.

7-141 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

System Controller ESTAT Message

5. If the Dynamic Adjustments do not resolve the problem, perform the

“Truck Static Adjustments” on page 7-131, then redo the Dynamic
Adjustments.
6. If the Dynamic Adjustments do not resolve the problem, see “Poor
Wire Guidance Tracking” on page 7-182.

Drive Unit Out Of This message indicates that the drive unit has moved to a position
Range - greater than 10° from straight. It will only appear when operating in the
(Code #19) automatic Wire Guided mode. (Under proper operating conditions the
(SOD Code 91) drive unit should not exceed 6° from straight.)
To correct the problem, perform the following checks:
1. Visually check the position of the drive unit to see if it is actually
greater than 10° from straight.
2. Check the Steering Switch (SS) LED indicator on the Solenoid
Controller Card. If the indicator is on, the drive unit is measured to
be greater than 10° from straight.
3. If the SS indicator is on, readjust the Position Feedback Pot. See
“Position Feedback Pot Assembly Maintenance” on page 9-7. Also
check that all hardware associated with the Position Feedback Pot is
tight, to make sure that something has not slipped.
4. If the indicator is off, measure the Steering Limit Switch (SLS) signal
at JPA3, pin A9 on the Solenoid Controller Card with respect to
digital ground (TP-42). If the SLS signal is less than 1 voIt (LOW), the
LED indicator on the Solenoid Controller Card does not work and
the card should be replaced. Also readjust the Position Feedback
Pot. See “Position Feedback Pot Assembly Maintenance” on page 9-
7. If the SLS signal is greater than 2.4 volts (HIGH), check the same
signal at JPA4 pin B9. If the signal at JPA4, pin B9 is also HIGH,
replace the Logic Card.
NOTE: Place cards on an Extender Board for step 4. Observe static
precautions, see “Proper Handling of Static Sensitive Devices” on
page 2-6.

Steering Limit The Steering Limit Switch Circuit detects when the drive unit is turned
Switch Circuit less than 10° to the centerline of the truck. This signal can be observed
directly by watching the “SS” indicator LED on the Solenoid Controller
Card. This LED should be on anytime the drive unit is turned greater
than 10° from straight. The adjustment of the Position Feedback Pot has
a direct impact on the operation of this circuit.
This signal can also be monitored by measuring the voltage at PA3 pin
A9 on the Solenoid Controller Card with respect to DGRD (TP-42). If the
voltage is HIGH (greater than 2.4 volts), it indicates less than 10° from
straight. If it is low (less than 1 volt), it indicates the drive unit appears to
be turned greater than 10° from straight.

PDMM-0024 7-142
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System Controller ESTAT Message

Status Code Each of the available status messages are listed below along with an
Descriptions explanation of their meaning and possible causes.
If the Logic circuits lose power, all LEDs on the tester will turn off. DO
NOT confuse this with Status Message “0 - LOW PICK3 FREQ 6.2 kHz.”

Logic Error - This error will appear in the event that conflicting information is being
(Code #16) received by the Status EPROM and/or an undefined state exists. This
(SOD Code 9B) error message indicates an internal failure on the Logic Card. It may be
possible to clear this error by cycling power off and on, but corrective
action should be taken anyway.
The only corrective action is to replace the Logic Card with a new one.

Power Supply This message indicates that the analog power supply (Vr, Vs, or AGRD)
Failure (PSF) - has failed as measured at the Logic Card. This message is redundant
(Code #30) with the Solenoid Controller Status Messages “Power Supply Failed.”
(SOD Code 9A) This error can only be cleared by repairing the problem.
Verify/correct by performing the following tests:
1. Check the Solenoid Controller Status Messages. If it also indicates
“Power Supply Failed,” the supply is probably bad. If it does not, the
Logic Card or Motherboard Connections may be bad instead.
2. Test these voltages or the voltage at the “Power Supply” on page
7-195. Replace the power supply if not within specifications.
3. Test for the same supply voltages at the Solenoid Controller Card:
• Vs (12 volts) at TP-41
• Vr (6 volts) at TP-4, TP-19 or TP-40
• Analog Ground at TP-1, TP-18 or TP-38
• Vd (5 volts) at TP-44
• Digital Ground at TP-42
If these voltages are not within specification, check the wiring and
connectors (supply connector P1 and Motherboard Connector JPA6)
between the supply and Motherboard. Check for continuity between the
ground test points on the power supply, and the ground test points on
the Solenoid Controller Card.
4. If these voltages are within specification, replace the Logic Card.

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System Controller ESTAT Message

Power This message will be displayed on the SOD when the Vehicle Manager
Disconnected or VFC Card sees or thinks it sees the logic card ESTAT LEDs 1 through 5
Electronic Steering on. This can be caused by the following conditions:
Interface Cable or 1. Defective electronic steering power supply. Test per “Power Supply”
Card on page 7-195.
Disconnected -
(Code #31) NOTE: These voltages may indicate incorrectly after some warm up
period. Comparison of readings taken immediately after power
(SOD Code 9D)
up and 10-15 minutes after is recommended.
2. Defective motherboard connections. Check voltage test points on
each card per the chart below.

Test Point
Card Name Vs Vr Analog Ground Vd Digital Ground
Filter TP11 TP25 TP16 TP27 TP4, TP26
Processing TP4, TP25 TP1, TP13 TP3 — —
Solenoid Control TP41 TP4, TP19, TP40 TP1, TP18, TP39 TP44 TP42
Logic — — — TP1, TP3 TP2
Interface TP2 — TP3 TP6 TP5
TP1.VMS
TP4.VMG

3. Defective cable from Vehicle Manager to the interface card. Check

for continuity damage or poor connections.
4. If unable to determine the cause after the above checks, the
following are possible defective components in order of probability:
• Logic Card
• Solenoid Card
• Interface Card
• Vehicle Manager Distribution Board
• VFC Card.

Solenoid This message indicates there is a problem with the Drive Unit
Controller Error Positioning System. See page 7-158 for more information on Solenoid
(SCE) - (Code #29) Controller Status Messages and tests.
(SOD Code 99)

Diagnosis and Repair 1. Wire Guidance card cage power supply defective or defective under
(Electrical) load. See “Power Supply” on page 7-195.
2. One of the cards in the wire guidance card cage is defective
causing the five or six volts to be pulled down.
• Remove one card at a time to determine the card using the
incorrect voltage reading.

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3. PGND has an intermittent connection causing the reference voltage

to fluctuate.
• Measure Power Supply output per page 7-195. Also measure
the power supply output while lifting to see if it fails under load.
• Measure PGND on the card cage PS with respect to TP4 on the
power panel and run all truck functions to observe any
fluctuations. Check the connections between PS-JP1 and JPS14
on the Vehicle Manager.
4. The harness from the power supply to the Motherboard is defective.
• Inspect and verify the connections between PS-JP1 to JPA6. Use
schematic in the Appendix B.
5. The connection between the Motherboard and one of the cards in
the Wire Guidance card cage is bad or defective.
6. The Motherboard in the Wire Guidance card cage is defective.
• Remove each card and clean the connectors on the
Motherboard and the card edge with a contact cleaning solvent
or alcohol and a Q-tip or cotton swab. Check the pins in the
Motherboard connectors for good contact with the circuit cards.
The pins may be bent out slightly to ensure good contact, but
DO NOT bend them to the point that they interfere with the
card.
7. Defective Tachometer.
8. The wiring between the Tachometer, JP17 and JPW3 is defective.
• Test the Tachometer output per page 7-191. Test the electrical
and mechanical resistance of the Tachometer per page 7-190.
9. The feedback pot is not adjusted correctly causing the pot to exceed
its travel limits when rotated fully CW or CCW.
10. The feedback pot is bad.
11. There is a bad connection between the feedback pots, JP17, and/or
JPW3.
• Test the feedback pot per page 7-187.
• Inspect the wiring between the feedback pots, JP17 and JPW3.
See schematics in the Appendix B.
• Adjust the feedback pot per page 7-123.
12. Defective Proportional valve coils.
13. The wiring between the Proportional valves, DA6, JP17, and JPW3
is bad or defective.
• Test the Proportional valve coils per page 7-189.
• Inspect the wiring between the Proportional valves, DA6, JP17,
and JPW3 is bad or defective.

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14. Defective DA6.

• Test per page 7-166.
15. Defective steer relay.
• Measure the voltage at JPS14-5, with respect to TP4 on the
power panel after SelfTest, but before stepping on the Deadman
Pedal. Run test O30 per page 8-169.
16. The Solenoid Control Card is bad.
• Test the Tachometer input circuit per page 7-192. Test the
feedback pot input circuits by adjusting VR8 per page 7-123.
Test the Solenoid Controller PWM output circuits per
page 7-192. If all else fails, replace the Solenoid Control Card.
17. Auxiliary motor brushes and/or commutator worn.
18. Auxiliary motor bad.
• Clean the Auxiliary Motor per page 6-19. Check the Auxiliary
Motor brushes per page 9-8. Check the Auxiliary Motor for
shorts or openings per page 8-183. Check the commutator for
raised segments and stone as necessary. Check the commutator
for wear per page 6-20.

Diagnosis and Repair 1. Loose feedback pot coupling or bracket.

(Mechanical)
• Check the mechanical assembly of the feedback pot bracket per
page 9-7.
2. Worn steering shaft pinion gear or drive unit ring gear.
3. Backlashing in the torque generator.
• Visually inspect the steering shaft pinion gear and the drive unit
ring gear for signs of wear and/or play. With the truck jacked
up, turn the steering back and forth in short movements, and
look for any backlash or lag in the mechanical portion of the
steering system.
4. Friction between the drive tire and the floor.
• After the truck has self-centered, observe the drive unit for
excessive movement in the opposite direction, while releasing
the Deadman Pedal. See “Excessive Drive Unit Turning Friction”
on page 7-223.
5. The mechanical mounting of the Tachometer is not making good
contact with the steer shaft.
• Check the mechanical assembly of the Tachometer per
page 9-6 and page 7-123.
6. The key way, coupling the Auxiliary motor to the pump, is broken.
• Remove the Auxiliary pump and inspect the connection between
the Auxiliary pump and motor.

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Diagnosis and Repair 1. Defective Proportional valves.

(Hydraulic)
• Test the Hydraulic operation of the Proportional valve per
page 7-189.
2. Defective Torque generator.
• Test the Hydraulic motor per page 7-190.
3. Auxiliary system flow reduced, due to running in bypass.
4. Auxiliary system flow reduced, due to bad or worn pump.
5. Auxiliary system flow reduced, due to blockage in the hydraulic
lines.
• Verify that the Auxiliary pump is not running in bypass while on
both Deadman Pedals. Check the Auxiliary System Output per
page 7-213. Check the Drive Unit Response Time per
page 7-216. Check the Required Steering Effort per
page 7-218.

Manual Signal This message indicates that the modulated signals are not being
Loss (MSL) - received from one or both channels (CHC or CHD) of the Steering Tiller
(Code #28) Encoder. It normally is an indication that the Carriage Manager
(SOD Code 98) Distribution Board has failed or lost power, that a wire over the mast
has broken or shorted, the Vehicle Manager Distribution Board, wiring
from Vehicle Manager to the Interface Card has failed, or that the
Interface Card input circuits have failed.
This message will only be displayed if steering system is in the manual
mode or the acquire mode using manual steering. This error can only
be cleared by repairing the problem.
Verify/correct by performing the following tests:
1. Performance Maintenance Test I21.
2. Test the “Manual Steering Encoder Signals” on page 7-196.
3. If the Steering Tiller Encoder signals are correct, test the MSL signal
at PA5, pin B4 on the Interface Card with respect to Digital Ground
using a voltmeter. This signal should be less than 1 volt. If not,
replace the Interface Card.
4. Test the MSL signal again at JPA4, pin A4 on the Logic Card. If the
signal is less than 1 volt again, replace the Logic Card. If it is now
greater than 2.4 volts, replace the Motherboard.
NOTE: An extender card is necessary to perform steps 3 and 4 above.

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System Controller ESTAT Message

Manual Signal This message is an indication that the signals from the Steering Wheel
Error (MSE) - Encoder are not in the proper format. Quadrature-phase signals are
(Code #24) only being received in one of the two channels (CHC or CHD) which
(SOD Code 97) indicates a failure in the Steering Wheel Encoder.
This error will only appear on trucks equipped with electronic steering
when the steering system is in the manual mode, or when the truck is in
acquire mode using manual steering. This error message will be
cleared if the keyswitch is turned off and then back on.
Verify/correct by performing the following tests:
1. Perform Maintenance Test I21.
2. Test the “Manual Steering Encoder Signals” on page 7-196.
3. If the Steering Wheel Encoder signals are correct, test the MSE
signal at PA5, pin B3 on the Interface Card with respect to Digital
Ground, using a voltmeter. This signal should be less than 1 volt. If
not, replace the Interface Card.
4. Test the MSE signal again at JPA4, pin A3 on the Logic Card. If the
signal is less than 1 volt again, replace the Logic Card. If it is now
greater than 2.4 volts, replace the Motherboard.
5. Ensure latest revision components are installed. See “Code 97” on
page 7-91.

Displacement and This message indicates that both the first threshold for displacement
Heading Excessive (DLIM1) and the first threshold for heading angle (HLIM1) have been
- (Code #11) exceeded, and provides a warning that the vehicle must be slowed. This
message will only appear when locked onto a guide wire.
Verify/correct by performing the following tests:
1. Check that the sensor has actually deviated from the wire.
2. If the sensor is roughly centered over the wire (less than 1-1/2” [3.8
cm]), check for each of the following conditions:
• wire current is turned up too high
• incorrect sensor and/or card configuration
• sensor height incorrect
• faulty Motherboard connections
3. If none of the described conditions exist, test the Deviation
Measurement Circuits per page 5-42 and page 7-200, and the
Wire Guidance Position Signals per page 7-209.
4. If the sensor is not centered over the wire, check the adjustment of
the Wire Guidance system per the Dynamic Adjustment Procedure
on page 7-133.
5. If the Dynamic Adjustments do not resolve the problem, perform
“Truck Static Adjustments” on page 7-131.

PDMM-0024 7-148
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System Controller ESTAT Message

6. If the Static Adjustments do not resolve the problem, see “Poor Wire
Guidance Tracking” on page 7-182.

Heading Angle This is identical to the displacement and heading excessive message,
Excessive - but with only heading angle in danger of being exceeded. This message
(Code #10) will only appear when locked onto a guide wire.
To correct the problem, perform the same tests described under the
“Displacement and Heading Excessive - (Code #11)” on page 7-148.

Displacement This is also identical to the displacement and heading excessive

Excessive - message, but with only displacement in danger of being exceeded. This
(Code #9) message will only appear when locked onto a guide wire.
To correct the problem, perform the same tests described under the
“Displacement and Heading Excessive - (Code #11)” on page 7-148.

Wire Sensed: Auto This indicates that the Wire Guidance system has sensed the wire and
Steering - (Code has assumed control of steering from the operator. This message will
#13) remain displayed until the vehicle is steered to a position directly over
the wire and becomes acquired on wire. The travel speed of the vehicle
will be limited while this message is displayed to ensure a successful
acquisition of the wire.

Seeking Wire: This indicates that the AUTO/MAN mode switch has been turned to
Steering Manual - AUTO and that no wire of the proper frequency is detected. The
(Code #12) operator must drive the vehicle to a position where the wire can be
detected. The vehicle will be limited to a slow travel speed
(approximately 1 mph) when this message is displayed.

Drive Unit 10° - This indicates that the steering system is in the manual mode and that
(Code #14) the drive unit has been turned to a position greater than 10° relative to
the center line of the vehicle. This message will appear in place of the
normal manual steering message if the drive unit is turned. This
condition will not cause the truck to be slowed down by the steering
system.

LOW (Locked-On The vehicle is locked onto a wire of the listed frequency. Full speed
Wire) Frequency - travel is allowed.
(Codes #0, 1, 2, 3,
5, 6, 7, 8)

Normal Manual The vehicle is operating normally in the manual steering mode. Full
Steering - speed travel is allowed.
(Code #4)

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System Controller ESTAT Message

Using the Digital The Digital Tester (P/N 114-005-807) is intended to display the internal
Tester control signals of the electronic steering system. It can also be used to
program the Wire Guidance operating frequency if desired. This section
describes what the various displays are and what they mean for the
Model 537. These displays can have a different meaning depending on
the truck model. See Publication PDSS-0001 for other information on
using the Digital Tester.
The displays are organized into six groups referred to as registers. The
six registers are:
• Input
• Status Message
• Reference
• Deviation
• Control and...
• Error Registers
The Status Message register is described in great detail in previous
sections, so it will not be discussed again here.
AUXSEN
AUTO

1 2 3
4 3 2 1 3 2 1
TP1
FSEL GND HEADING LIMIT DISP LIMIT

INPUT REGISTER DEVIATION REGISTER

HA2

HA1

MAN
DFW2

DFW1

1 2 3 4 5
1/R

(STOP) (SLOW)
ESTAT
STATUS MESSAGE REGISTER CONTROL REGISTER
TP2
+5
REV

TLIM
VEHMOV
ACQ

EA1

DD3

DD1
EA2

EA0

DD2

REFERENCE REGISTER ERROR REGISTER

AUXSEN
FSEL-1
FSEL-2
FSEL-3

P1
MANUAL
INPUT
S1

Figure 7-20: Electronic Steering/Wire Guidance Tester (P/N 114-005-807)

PDMM-0024 7-150
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System Controller ESTAT Message

Input Register The Input Register displays all inputs as the steering system sees them.
The light marked “AUTO” indicates the position of the AUTO/MANUAL
mode switch. When it is ON, the steering system will follow the signals
from the Steering Wheel Encoder. When it is OFF, it will go into
ACQUIRE or AUTO mode.
The lights marked “FSEL-1” and “FSEL-2” (Frequency SELect) describe
what Wire Guidance frequency the system will follow. See the following
table for a description of what these inputs mean.

FSEL –1 –2 Wire Guidance Frequency

OFF ON 5.2 kHz frequency (PlCK2)
ON OFF 6.2 kHz frequency (PICK3)

The light marked “FSEL-3,” indicates a signal line normally used for
additional guide wire frequency selections. On the Model 537, this
input is used for direction information from the Vehicle Manager and is
the same as the “REV” light.
The AuxiliarySEN (Auxiliary SENsor) signal is an output from the Vehicle
Manager to the Electronic Steering system and is used for vehicle with
rail guidance. This signal tails the Electronic Steering system to lock the
steerable drive wheel in the straight ahead position and disables
manual steering.
These switches in the MANUAL INPUT section of the tester (lower left-
hand corner) can turn any of the FSEL lights or the AuxiliarySEN light
OFF by closing the corresponding switch. Make sure that none of these
switches are inadvertently closed or you will change the Wire Guidance
frequency or affect the operation of the truck.

Figure 7-21: Digital Tester - Input Register

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Reference Register The Reference Register displays some important internal signals. The
light marked “ACQ” (ACQuired) indicates whether the system has or
had acquired a guide wire. The truck has acquired the wire when the
light is ON. This will happen when all of the following conditions are
satisfied:
• The AUTO/MANUAL switch is put in AUTO.
• The sensor senses the wire in the center coils.
• The sensor is less than 1-1/2° to the wire.
• The sensor is less than 1-1/2” (3.8 cm) to the wire.
• The drive unit is less than 10° from straight.
Once the truck has acquired the wire, the Locked-on-Wire light will
came on. The only thing that will make this signal return to indicating
NOT ACQUIRED, is changing the AUTO/MANUAL switch back to
manual. This signal will still indicate ACQUIRED even if the truck “loses
the wire.”
The light marked “REV” (REVerse) shows which direction the truck is
supposed to be traveling. Note that this is NOT an indication of which
way the travel control handle is moved, but which way the truck IS
MOVING. When this light is ON, it indicates the truck is traveling forks
first. When it is OFF, it indicates tractor-first travel.
The light marked “VEHMOV” (VEHicle MOVing) describes the Encoder-X
signal which is used to indicate when the truck is moving. This signal is
used to change the gain in the Solenoid Control Card as the speed of
the truck increases.
The light marked “TLIM” (Turn LIMits) describes a spare signal which
can be used to switch between two sets of displacement and heading
limits (DLIMs and HLIMs). This signal has no use on the Model 537.

Figure 7-22: Digital Tester - Reference Register

PDMM-0024 7-152
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System Controller ESTAT Message

Deviation Register The Deviation Register shows when the sensor is above given thresholds
of displacement or heading angle. These thresholds have the names
Displacement Limits (DLlMs) and Heading Limits (HLlMs) and indicate
that the limit has been exceeded when the corresponding light is ON.
See the following tables for the approximate value of these thresholds.
These lights should come on in sequence as the deviation increases.

Light Threshold Light Threshold

DLlM1 > 1.5" HLlM1 > 1.5°
(3.8 cm)
DLlM2 > 3.0" HLlM2 > 3.0°
(7.6 cm)
DLlM3 Not Used HLlM3 Not Used
HLlM4 Not Used

Figure 7-23: Digital Tester - Deviation Register

Control Register The Control Register indicates exactly what inputs are being used to
steer the truck and what “weight” the Wire Guidance signals have when
they are used. See the following table for a description of the lights
indicating heading angle and displacement weights.

HA2 HA1 DFW2 DFW1 Description

OFF OFF OFF OFF Signal not used
OFF ON OFF ON Lowest weight
ON OFF ON OFF Medium weight
ON ON ON ON Highest weight

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The higher the weight a signal has, the more it will turn the drive unit for
a given amount of deviation. When the higher weights are used, the
truck will be more aggressive at following the guide wire. Typically, the
higher weights are used when acquiring a wire.
The light marked “MAN” (MANuaI) indicates when the Steering Wheel
Encoder is enabled by when it is ON.
The “1/R” signal (1/radius) is not used in this system and should never
be on. It indicates when the Wire Guidance radius measurement signal
is enabled. The Model 537 sensor cannot measure radius.

Figure 7-24: Digital Tester - Control Register

Error Register The Error Register describes some internal signals of the system which
many times are redundant with the Status Messages. The Deviation
codes (DDI-DD3) represent the status of the Wire Guidance circuits. The
Error codes (EA0-EA2) represent any internal error conditions of the
system. With these, you can see what is happening in other parts of the
steering system if they are not being used. For example, the Wire
Guidance circuits are all operating even when the truck is being driven
in manual, and you can see if the coil pairs can sense a guide wire.
Another example is when you see a loss of manual signal (MSL) when
locked on the wire. See the following tables for descriptions of these
codes.

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DD3 DD2 DD1 Deviation Code Description

OFF OFF OFF No Deviation
OFF OFF ON Displacement Excessive
OFF ON OFF Heading Angle Excessive
OFF ON ON Both Heading and Displacement Excessive
ON OFF OFF Not NEARWIRE
ON OFF ON Center Coils Not NEARWIRE
ON ON OFF Tractor Coil Pair Not NEARWIRE (Not
Used)
ON ON ON Deviation Exceeded

Anytime DD3 is ON, and the truck is acquired, the truck will be stopped.

Figure 7-25: Digital Tester - Error Register

EA2 EA1 EA0 Error Code Description

OFF OFF OFF Power Supply Fault (PSF)
OFF OFF ON Solenoid Controller Error (SCE)
OFF ON OFF Manual Signal Loss (MSL)
OFF ON ON Manual Signal Error (MSE)
ON OFF OFF Steering Limit Switch (SLS)
ON OFF ON Undefined
ON ON OFF Undefined
ON ON ON No Errors

NOTE: These codes are also described on the Functional Block

Diagram. See Figure B-33 on page B-52 and page B-53.

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Solenoid Control ESTAT Message

Solenoid
Control ESTAT
Message
Solenoid
Controller Card

Solenoid The Solenoid Controller Card includes an LED display that indicates the
Controller Status status of the Drive Unit Positioning system. There are sixteen different
Display possible messages, as described below. Each of these conditions, a
suggested test procedure, and/or action for each will be discussed.

Rotate Error (RE) (Red LED)

(ON=Rotate Error)
Tach Error (TE) (Red LED)
(ON=Tach Error)

CW Code Bit (C0) (Green LED)

CCW Code Bit (C1) (Green LED)

Steering Switch (SS) (Green LED)

PC Card (ON=>10 Degrees)

Output Enable (OE) (Green LED)

VR1 (Wheel Trim Pot) (ON=Enabled)

Figure 7-26: Solenoid Controller Card Status Display

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Solenoid Control ESTAT Message

There are a total of six LEDs on the Solenoid Controller card. The top
four of these are grouped together into a Status Messages Display, and
the bottom two are independent displays of specific signal lines.
The Status Messages Display is organized into two red LEDs and two
green LEDs. The red LEDs are indicators of trouble, and each has a
particular meaning. These LEDs group the system status into four types:
1. Non-Errors (correct operation)
2. Rotation Errors
3. Tachometer Errors
4. System Errors
A Rotation Error means that the controller tried to rotate the Drive Unit
and it did not respond, or it means that the circuits that indicate rotation
are not working properly.
A Tachometer Error means that there was no output from the
tachometer when the drive unit was rotated, or it means that there is
output from the Tachometer and the Drive Unit is not supposed to be
moving.
A System Error means that there has been some internal failure
detected, which prevents operation of any part of the system.

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Solenoid Control ESTAT Message

Informational
Status Codes

Identification Code

Message Code
RE TE C1 C0 OE SS Description Priority Page #
Group Number
No Error 0 OFF OFF OFF OFF ON – System in Neutral (OE = ON) – 7-161
1 OFF OFF OFF ON ON – Rotating CW – 7-161
2 OFF OFF ON OFF ON – Rotating CCW – 7-161
3 OFF OFF ON ON – – Operator Off Deadman – 7-161
– – – – – ON – Steering Valve Current On –
– – – – – – ON Drive Unit > 10° –
15 ON ON ON ON ON ON P.O.R./Disable (See Note 2) 1 7-161

– = Either state possible.

Error Status Codes

Identification Code

Message Code
RE TE C1 C0 OE SS Description Priority Page #
Group Number
Tach Error 4 OFF ON OFF OFF – – Tach Error: Neutral 11 7-163
5 OFF ON OFF ON – – Tach Error: CW 9 7-162
6 OFF ON ON OFF – – Tach Error: CCW 10 7-162
7 OFF ON ON ON – – Hardware Error: Tach 12 7-163

Rotate 8 ON OFF OFF OFF – – Rotate Error: Neutral 8 7-167

Error
9 ON OFF OFF ON – – Rotate Error: CW 6 7-164
10 ON OFF ON OFF – – Rotate Error: CCW 7 7-164
11 ON OFF ON ON – – Hardware Error: Rotate Ckts 5 7-168

System 12 ON ON OFF OFF – – Hardware Error: Move Ckts 4 7-168

Error 13 ON ON OFF ON – – Power Supply Failed 2 7-168
14 ON ON ON OFF – – Position Feedback Pot Error 3 7-169
– OFF OFF ON OFF OFF – Digital Supply Failed – 7-170
(OE = OFF) See Note 4

NOTE:
1. Priority 1 is the highest priority.
2. Power-On-Reset (POR) is not an error, but the vehicle will not
operate when it exists. This code also turns on all LEDs to
verify their operation.
3. In the event of multiple errors, the highest priority error
condition is displayed.
4. “Digital Supply Failed” is a default condition, not an error
message.

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Solenoid Control ESTAT Message

Reading the
Solenoid
Controller Display

Status Display The type of error can be quickly identified by observing which of the red
LEDs are an:
• A ROTATION ERROR is indicated when the red LED an the left
(RE) is ON.
• A TACHOMETER ERROR is indicated whenever the red LED on
the right (TE) is ON.
• A SYSTEM ERROR is indicated when BOTH red LEDs (RE and TE)
are ON.
• When both red LEDs are OFF, there is no error.
It is normal for the RE and TE LEDs to blink on during operation,
especially when the truck is steered while standing still.
The upper green LEDs (CCW Code Bit or CW Code Bit) form either
pointers of rotation direction (CW, CCW, or Neutral), or they form a
two-bit information code. The LEDs form a two-bit code only when there
is a system error where both red LEDs are an. The codes can be
determined by referring to the “Informational Status Codes” on page
7-158 or the “Error Status Codes” on page 7-158.
When the green LEDs operate as pointers:
• Counterclockwise rotation is indicated whenever the left LED
(CCW Code Bit) is ON.
• Clockwise rotation is indicated whenever the right LED (CW
Code Bit) is ON.
• No rotation is indicated when both LEDs are OFF.
When both LEDs are ON, it means that the Controller cannot determine
which direction the drive unit should move or which direction it is
moving.
All LEDs in the Status Display will blink ON briefly when power is first
turned on so that their operation can be verified.
NOTE: See “Solenoid Controller Card Status Display” on page 7-160.

Independent Displays The two independent displays OE (Output EnabIe) and SS (Steering
Switch) show specific information about two different signal lines.
When the green LED on the left (OE) is ON, it indicates that the
Solenoid Controller output to the Proportional Solenoid is live and that
the controller is trying to steer the truck. If this LED is OFF, the controller
is not trying to steer the truck.

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Solenoid Control ESTAT Message

Rotate Error (RE) (Red LED)

(ON=Rotate Error)
Tach Error (TE) (Red LED)
(ON=Tach Error)

CW Code Bit (C0) (Green LED)

CCW Code Bit (C1) (Green LED)

Steering Switch (SS) (Green LED)

PC Card (ON=>10 Degrees)

Output Enable (OE) (Green LED)

VR1 (Wheel Trim Pot) (ON=Enabled)

Figure 7-27: Solenoid Controller Card Status Display

When the green LED on the right (SS) is ON, it indicates that the
Controller believes that the drive unit is greater than 10° to the center
line of the truck.

Solenoid The Solenoid Controller Card contains circuits which can determine if
Controller Card the drive unit is operating properly. These circuits are collectively known
Status Messages as the Watchdog Circuit. The error conditions that it detects and the
Description corrective action necessary for each is described below.
If none of the LEDs are lit, see “DIGITAL SUPPLY FAILED (OE = OFF)”
on page 7-170.

PDMM-0024 7-160
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Solenoid Control ESTAT Message

System In Neutral The steering positioning system is in neutral and no error conditions
(OE = ON) exist. The controller is not trying to rotate the drive unit other than very
(Code #0) small corrections because the drive unit is in the proper position. The
controller does not measure that any rotation of the drive unit is
occurring. The output to the Proportional Solenoid is live even though
no steering corrections are required.
No action is required unless the steering controller is ignoring
commands to rotate the drive unit. See “Poor Manual Steering” on
page 7-179, for information an diagnosing this type of a problem.

Rotating CW The steering positioning system is rotating the drive unit in the indicated
(Code #1) or direction as commanded, or the controller is measuring that rotation is
Rotating CCW occurring at the drive unit.
(Code #2) No corrective action is required.

Operator Off The operator has stepped off the dead man pedal. Input will not be
Deadman accepted from either the steering wheel or Wire Guidance. No error
(Code #3) condition exists.
No corrective action is required unless the dead man input is actually
activated. If this is the situation, test the Deadman input circuits per “Test
O18 - Electronic Steering Deadman Signal” on page 8-131.

Power On Reset/ The power to the system has just been turned on (Power-On-Reset) or
Disable an external disable command (Disable) has been received.
(Code #15) When power is first turned on, the Watchdog is reset by the Power-On-
Reset circuit. This condition only lasts for 0.1 second and then should
end. If the message persists longer than this, then the System Controller
(Logic Card) is probably commanding the Solenoid Controller Card to
go to the disabled state.
This message has the highest priority of all of the status messages and is
used to clear all other error conditions of the Solenoid Controller. The
Solenoid Controller responds to this condition by indicating an error to
the System Controller (Logic Card) so that the truck cannot be operated
with the Drive Unit Positioning System disabled.
To correct the problem, perform the following checks:
1. Turn off key switch and remove the Logic Card from the card cage.
Turn key switch back on.
2. If the Solenoid Controller Card no longer continuously displays the
Disable/POR message, turn keyswitch off and replace the Logic
Card.

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Solenoid Control ESTAT Message

3. Place the Solenoid Controller Card on an extender board. Turn

keyswitch on. Measure the Power-On-Reset signal at PA3, pin B28
using a voltmeter referenced to DGND (TP-42). If the voltage is
LOW (less than 1 volt), the Solenoid Controller is being held in the
disabled state. If the voltage is HIGH (greater than 2.4 volts), it is
enabled.
4. If the Power-On-Reset signal is HIGH (greater than 2.4 volts) and
the Solenoid Controller still displays the same message, replace the
Solenoid Controller Card.
5. If the Power-On-Reset signal is LOW (less than 1 volt), check to see
if a short exists on the Motherboard which is pulling this signal
LOW. If no shorts can be found, replace the Solenoid Controller
Card.

TACH ERROR: CW This message indicates that there was no output detected from the
(Code #5) or tachometer when the drive unit was rotated. The table below describes
TACH ERROR: a quick check to test the tachometer:
CCW (Code #6)
Known Causes of Code 99
Why Code Occurs When Error is Flagged Test Procedure
The tachometer is The error is usually flagged To quickly check to see if
another feedback to the during autocenter during there is a tachometer
Solenoid Controller to power up. problem:
determine the rate of
steering correction.
• Turn the drive unit all
the way in one
direction until it stops.
• Turn the truck off.
• Turn the keyswitch on.
If there is a problem
with the tachometer, a
Code 99 appears on
the SOD.

To correct the problem, perform the following checks:

1. Check to see if the tachometer has been contaminated with
hydraulic oil.
2. Check the wiring to the tachometer for any broken or loose wires.
3. Check for a broken or disconnected tachometer tensioning spring.
4. Check both the tachometer gear sprocket and steer shaft gear to
ensure that neither is loose or damaged.
5. Check to ensure that the tachometer mounting bracket is not bent
or binding so as to cause the gears to mesh improperly.

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6. Test the tachometer per page 7-190. Also, see “Steering

Tachometer Assembly Maintenance” on page 9-6.
7. Check to see if the auxiliary hydraulic system is operating properly
per page 7-213.
8. If all of the preceding checks do not resolve the problem, replace
the Solenoid Controller Card.

TACH ERROR: This message is very similar to the “Tach Error - CW or CCW” messages
NEUTRAL except that it indicates that the drive unit managed to move to
(Code #4) approximately the proper position before the system managed to shut
down. This is an indication of sluggish response of the hydraulics and/
or the tachometer, or of low output from the tachometer.
To correct the problem, perform the following checks:
1. Check the wiring to the tachometer for any broken or loose wires.
2. Check for a broken or disconnected tachometer tensioning spring.
3. Check both the tachometer gear sprocket and steer shaft gear to
ensure that neither is loose or damaged.
4. Check to ensure that the tachometer mounting bracket is not bent
or binding so as to cause the gears to mesh improperly.
5. Test the tachometer per page 7-190. Also, see “Steering
Tachometer Assembly Maintenance” on page 9-6.
6. Check to see if the auxiliary hydraulic system is operating properly
per page 7-213.
7. If all of the preceding checks do not resolve the problem, replace
the Solenoid Controller card.

HARDWARE This message indicates that there is output from the tachometer when
ERROR: TACH the operator is off the Deadman Pedal. When the operator is off the
(Code #7) Deadman Pedal, the tachometer should not be rotating and should not
have any output. Typically this indicates a problem with the tachometer
or its wiring, or it indicates a problem with the Solenoid Controller
Cord.
This message is informational only and will not cause the PC contactor
to be dropped out or the Audible alarm to sound. However, other error
messages will probably appear if the Deadman pedal is depressed
while this message is displayed.
To correct the problem, perform the following checks:

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Solenoid Control ESTAT Message

1. Check the wiring to the tachometer for any broken or disconnected

wires. Connect the tachometer input TP-17 on the Solenoid
Controller Card to Vr (TP-4) on the Solenoid Controller Card with a
jumper clip. If the error message does not change, replace the
Solenoid Controller Card. If the message does change, there is
something wrong with the tachometer or associated wiring. Test the
tachometer per page 7-190. Also, see “Steering Tachometer
Assembly Maintenance” on page 9-6.
2. If all of the preceding checks do not resolve the problem, replace
the Solenoid Controller card.

ROTATION These messages have two different meanings and two different effects
ERROR: CW depending on the state of the truck.
(Code #9) or If this message appears just after power is turned on and before the
ROTATION operator steps on the Deadman pedal, it is an indication that there is
ERROR: rotation detected at the drive unit when it should not. In this situation,
CCW (Code #10) the message is informational only and will not cause the PC contactor to
be dropped out and the Audible alarm will not sound. However, other
error messages will probably appear if the Deadman pedal is de-
pressed while this message is displayed.
If this message appears while the truck is being operated, it indicates
that the drive unit has failed to rotate in the proper direction within the
given amount of time. This condition will cause the PC contactor to drop
out and the Audible alarm to sound.
Drive unit rotation is measured using the feedback pot, not the
tachometer. It is done this way to ensure that the drive chain is not
disconnected and that the drive unit is actually responding.
To correct the problem, perform the following checks:
If the error message appears when power is first turned on and before
the Deadman pedal is depressed (no Audible alarm):
1. Measure the RCW signal at TP-25 and the RCCW signal at TP-24
using a voltmeter referenced to DGND (TP-42). If the drive unit is
stationary, both of these signals should be HIGH (2.4 volts). If both
signals are HIGH but the “Rotation Error” message is still displayed,
replace the Solenoid Controller Card.
2. If one or both of the signals are LOW (less than 1 volt), connect the
wiper of VR8 (“S” terminal) to Vr (TP-4 on Solenoid Controller Card)
using a jumper clip. See WARNING.

! WARNING
DO NOT attempt to drive the truck with these points
jumpered together!

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Solenoid Control ESTAT Message

If the error message does not change, replace the Solenoid Controller
Card. If the error message does change, there is something wrong with
the Position Feedback Pot. See “Position Feedback Pot Output Test” on
page 7-187, “Setting Position Feedback Potentiometer VR8” on page
7-123, and “Position Feedback Pot Assembly Maintenance” on page
9-7. Remove jumper clip.
If the error occurs only during operation:

Why Code Occurs When Error is Flagged Test Procedure

Insufficient hydraulic flow from When large amounts of steering Check the hydraulic system
Auxiliary pump. This could be a movement are requested. The pressure at idle and compare
result of contamination in SOLA/ steering does not position the drive with value listed an QA sheet
SOLB. unit in the time allotted. for that truck. See page 4-15
for typical values.
VR6 (Rotate command pot) is not This usually occurs when the truck Ensure that the return spring
returning to neutral causing exits one aisle and tries to enter for VR6 returns the control to
insufficient Auxiliary pressure when another. the neutral position when
steering is requested. control is released. Relearn
controls.

1. If any part of the Drive Unit Positioning System has just been
reassembled, check “Correct Signal, Wiring, and Hose
Orientations” on page 5-57 to determine if it was correctly
assembled.
2. Check to see if the Auxiliary hydraulic system is operating properly
per page 7-213.
3. Check to see if the hydraulic motor shaft is sheared off.
4. Check to see if the steering sprocket on the drive unit is secure.
5. Check to see if the drive motor is loose in the drive unit.
6. Check to see if the brake bracket is loose on the drive motor.
7. Check to see if the hardware that connects the Position Feedback
Pot to the drive unit is loose, disconnected, bent, or otherwise
damaged per page 9-7 and page 7-123.
8. Check to see if the Position Feedback Pot Shaft is loose or
disconnected per page 9-7.
9. Check the Auxiliary system relief pressure per page 7-213
(especially if the problem occurs only when standing still).
10. Check the drive unit for excessive friction between the drive tire and
the floor by observing the drive unit for excessive movement when
releasing the Deadman Pedals after the drive unit has been self-
centered (AUTO). See “Excessive Drive Unit Turning Friction” on
page 7-223.

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11. Test diode assembly DA6. Note that the following assumes a
Simpson 260 VOM is used.

Location Appearance Schematic

DA6 is located above
and behind SOLB.

Meter Connections Setting Reading

(+) (–) (RX) (Ohms)
2 4 10K 300 (approx)
4 2 10K open
1 6 10K 300 (approx)
6 1 10K open

To check the capacitors within DA6, proceed as follows:

During the test per step 11., the capacitors within DA6 were charged to
the level of the test meter.
• Disconnect one lead at the ohmmeter.
• Attach leads from meter so the positive lead is attached to pin 2
and the negative is attached to pin 4 of DA6.
• Watch the needle of the meter carefully. When the disconnected
lead is reconnected to the meter, the needle will momentarily
jump as the capacitor discharges through the meter.
• Disconnect one lead from the meter. Attach the positive lead to pin
6 and the negative lead to pin 1 of DA6.
• Watch the needle of the meter carefully. When the disconnected
lead is reconnected to the meter, the needle will momentarily
jump as the capacitor discharges through the meter.
If the needle does not move in both cases, complete the entire test once
more to ensure that the capacitors were fully charged. If DA6 continues
to fail this test, replace the assembly.
12. Check the Solenoid Controller PWM outputs per page 7-192.
13. Check the Proportional Solenoid per page 7-189. Check the
Hydraulic Motor per page 7-190.
14. Check the drive unit response time per page 7-216.
15. If all of the preceding checks do not resolve the problem, replace
the Solenoid Controller card.

PDMM-0024 7-166
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Solenoid Control ESTAT Message

ROTATION This message is very similar to the “Rotation Error - CW or CCW”

ERROR: NEUTRAL messages except that it indicates that the drive unit managed to move to
(Code #8) approximately the proper position before the system managed to shut
down. This is an indication of sluggish response of the hydraulics and/
or the drive unit.
To correct the problem, perform the following checks:
1. If any part of the Drive Unit Positioning System has just been
reassembled, check “Correct Signal, Wiring, and Hose
Orientations” on page 7-212 to determine if it was correctly
assembled.
2. Check to see if the Auxiliary hydraulic system is operating per
page 7-213.
3. Check to see if the key on the hydraulic motor shaft is sheared off.
4. Check to see if the steering sprocket on the drive unit is secure.
5. Check to see if the motor is loose in the drive unit.
6. Check to see if the brake bracket is loose on the drive motor.
7. Check to see if the hardware that connects the Position Feedback
Pot to the drive unit is loose, disconnected, bent, or otherwise
damaged.
8. Check to see if the Position Feedback Pot Shaft coupler is loose or
disconnected.
9. Check the Auxiliary system relief pressure (especially if the problem
occurs only when standing still). See “Auxiliary Pressure Relief” on
page 9-37.
10. Check the drive unit for excessive turning friction between the drive
tire and the floor by observing the drive unit for excessive
movement when releasing the Deadman Pedals after the drive unit
has been self-centered (AUTO). See “Excessive Drive Unit Turning
Friction” on page 7-223.
11. Check the Solenoid Controller PWM outputs per page 7-192.
12. Check the Proportional Solenoid per page 7-189. Check the
Hydraulic Motor per page 7-190.
13. Check the drive unit response time per page 7-216.
14. If all of the preceding checks do not resolve the problem, replace
the Solenoid Controller card.

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Solenoid Control ESTAT Message

HARDWARE The Solenoid Controller Card internal hardware indicates that the drive
ERROR: ROTATE unit is actually rotating both CW and CCW at the same time. This
CIRCUITS condition indicates an internal circuit problem.
(Code #11) This condition can be verified by measurement of both the RCW (TP-25)
and RCCW (TP-24) signal lines with respect to digital ground (TP-42). If
both signals are LOW (less than 1 volt) at the same time, this error
condition exists.
The only corrective action is to replace the Solenoid Controller Card.

HARDWARE The Solenoid Controller internal hardware indicates that there is a

ERROR: MOVE command to rotate the drive unit CW and CCW at the same time. This
CIRCUITS condition indicates an internal circuit problem.
(Code #12) This condition can be verified by measurement of both the MCW (TP-22)
and MCCW (TP-21) signal lines with respect to digital ground (TP-42). If
both signals are LOW (less than l voIt) at the same time, this error
condition exists.
The only corrective action is to replace the Solenoid Controller Card.

POWER SUPPLY This message indicates that the Vs and/or Vr power supply has failed, or
FAILED (PSF) - that there is a problem with the wiring between the power supply and
(Code #13) the Motherboard.
The power supply derives its output voltages in the following manner:
The Vs supply is derived from the truck battery voltage. A circuit then
takes the Vs supply output and divides it in half to generate the Vr
reference supply. Another circuit takes the Vs supply output and uses it
to derive the Vd digital supply voltage. Both digital and analog grounds
are common on the power supply.
If the Vs supply fails on the power supply card, all other supplies will fail
as well. Both the Vr and Vd supplies can fail independently of the Vs
supply and independently of each other on the power supply card.
All supply voltages and grounds get from the power supply to the
Motherboard individually through the card cage harness. Any one of
these wires can fail independently causing the loss of the associated
supply at the cards.
If the Vs and/or Vr reference supply fails at the Solenoid Controller
Card, the positioning circuits can not operate properly and the PWM
output circuits must be shut down.
To correct the problem, perform the following tests:
1. Test the power supply voltages. See “Power Supply” on page 7-195.
Replace the power supply if not within specifications.

PDMM-0024 7-168
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Solenoid Control ESTAT Message

2. Test for the same supply voltages at the Solenoid Controller Card:
• Vs (12 volts) at TP-41
• Vr (6 volts) at TP-4, TP-19, or TP-40
• Analog Ground at TP-1, TP-18, or TP-39
• Vd (5 volts) at TP-44
• Digital Ground at TP-42
If the voltages are not within specification, check the wiring and
connectors (supply connector P1 and Motherboard connector JPA6)
between the supply and Motherboard. Check for continuity between the
grounds on the power supply and the grounds on the Solenoid
Controller Card.
3. If the voltages are within specification, replace the Solenoid
Controller Card.

POSITION This error message has multiple meanings, depending on the state of
FEEDBACK POT the truck. The two possible meanings are:
ERROR - 1. The pot (VR8) output voltage is outside of its specified acceptable
(Code #14) range.
2. There is no indication of rotation from the rotation detectors (RCW
or RCCW), but there is output detected from the steering
tachometer.
If the output voltage from the pot is outside of its allowable range, it
indicates a problem with the pot, the wiring to the pot, or the
adjustment of the pot. The voltage out of the pot should never exceed
+/– 3.36 volts with respect to Vr. This voltage range represents 100° of
movement from the point defined as straight ahead. (NOTE: Straight
ahead is defined by adjustment of the feedback pot during the
alignment procedure.)
The movement of the Position Feedback Pot (VR8) is monitored by the
rotation detectors (RCW & RCCW), and the output of the tachometer is
independently monitored by the TACHOUT circuit. If the drive unit
becomes disconnected from the Hydraulic Motor or if the Position
Feedback Pot becomes disconnected from the drive unit, the Hydraulic
Motor will rotate, but the Position Feedback Pot will not. This message
indicates this situation.
To correct the problem, perform the following tests:
1. Test the Position Feedback Pot per Test A00.
2. Readjust the Position Feedback Pot, if the voltage is out of range.
See “Setting Position Feedback Potentiometer VR8” on page 7-123,
“Steering Component and Circuit Tests” on page 7-187, and
“Position Feedback Pot Assembly Maintenance” on page 9-7.

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3. Check to see if the key on the hydraulic motor shaft is sheared off.
4. Check to see if the steering sprocket pins on the drive unit are
sheared off.
5. Check to see if the motor is loose in the drive unit.
6. Check to see if the brake bracket is loose on the drive motor.
7. Check to see if the hardware that connects the Position Feedback
Pot to the drive unit is loose, disconnected, bent, or otherwise
damaged.
8. Check to see if the Position Feedback Pot Shaft coupler is loose or
disconnected.
9. If the previous checks fail to correct the problem, replace the
Position Feedback Pot and/or the Solenoid Controller Card.

DIGITAL SUPPLY The digital supply provides power to the LED indicator lights. If the
FAILED digital supply fails, the digital logic and all LEDs will turn off. This is not
(OE = OFF) actually a status message since the digital logic is not operating. The
indicators simply default to the off condition from loss of power.
This condition can be distinguished from the status message “System In
Neutral” by the fact that the “OE” indicator light will also be off in this
case.
Verify/correct by performing the following tests:
1. Test the digital supply voltage at the power supply: ground at TP-1
and 4.90 to 5.10 volts at TP-4. If the supply voltage is low or zero,
see “Power Supply” on page 7-195.
2. Test the digital supply at the Solenoid Controller Card: ground at
TP-42 and 4.90 to 5.10 volts at TP-44. If the voltage is low or zero,
check the wiring between the power supply and Motherboard and
the Motherboard connectors.
3. Check the digital ground for continuity to the power supply: TP-1 on
the power supply to TP-42 on the Solenoid Controller Card.
If all checks are good, replace the Solenoid Controller Card.
NOTE: TP1 and TP4 as stated in step 1 are on the new Power Supply
Card (P/N 154-012-070/001). Use TP4 (ground) and TP (+5v)
on the old Power Supply Card (P/N 828-004-288/0014).

PDMM-0024 7-170
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Wire Guidance 7
Troubleshooting
Step-by-Step This section provides a general test procedure which can be performed
Procedure in order to try to isolate a problem. This procedure should be used if
there are no obvious reasons for a problem, if there is no specific
procedure listed, or if the Status Displays do not provide enough
information.
Because this is only a general test procedure, it cannot cover all possible
failures. Use the specific symptom test procedures, if possible, for best
results.

Using This Procedure The following three sections describe the symptoms of a malfunctioning
truck in general terms. The symptoms are arranged in order from a
truck which will not function at all to a truck which is having subtle
problems. The sections are:
• A Completely Non-functional Truck
• Partially Functioning Truck Covered Under
• Poor Wire Guidance Tracking
This provides three separate entry points into the test procedure to avoid
having to perform all tests. Try to locate where to start in the procedure
based on the descriptions at the beginning of each section.

Non-Functional A non-functional truck is one that behaves in the following manner:

Truck 1. Nothing at all happens when power is turned on.
2. The Audible alarm comes on and stays on when power is turned
on, and the truck does not function.
3. The drive unit will not move to center after power-up.
4. The truck shuts down as soon as the Deadman Pedal is depressed.
5. The drive unit will center itself after power-up, but then the truck will
not respond in any way.
6. The truck shuts down as soon as the steering tiller is turned.
Perform the following procedures for each of these symptoms to locate
the problem:
1. Nothing At All Happens When Power Is Turned On:
• If nothing happens when power is turned on, a circuit is
probably not getting power.
• Power supply fuse blown

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Wire Guidance Troubleshooting

Check each of the following items:

• If none of the LED indicators are on, check for power to the
supply at the Vehicle Manager connector JPS14-4 with
respect to JPS14-7.
• Check the fuses on the Electronic Steering Card Cage Power
Supply for continuity. See “Power Supply Fuse Blows” on
page 7-196.
• Check the Power Supply output per page 7-195.
2. The Audible alarm comes on and stays on when power is
turned on, and the truck does not function.
• This situation generally indicates a system internal failure which
will prevent any truck operation.
Check each of the following items:
• Check the Power Supply output per page 7-195.
• Check the Position Feedback Pot voltages. See “Pot (VR8)
Electrical Resistance Test” on page 7-187.
• Check the Manual Steering Encoder Signals per page 7-196
and Maintenance Test I21 on page 8-73.
3. The drive unit will not move to center after power-up.
• If the drive unit moves to a position other than centered after
power-up but will then operate properly, check each of the
following items:
Check each of the following items:
• Check the Manual Command Signal per page 7-199. If the
signals are not correct, replace the Interface Card.
• Check the adjustment of the Position Feedback Pot per
page 7-123. Also, see “Position Feedback Pot Assembly
Maintenance“ on page 9-7 and “Steering Component and
Circuit Tests“ on page 7-187 for more Feedback Pot
information.
4. The truck shuts down as soon as the Deadman Pedal is
depressed.
• If the truck is powered up with the drive unit in a position other
than straight, the drive unit will automatically be set to straight
ahead. The command to move to centered is no different than
any other steering command. If the drive unit fails to respond,
an error will be flagged by the Watchdog circuits.

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Wire Guidance Troubleshooting

• If the truck shuts down as soon as the Deadman Pedal is

depressed after SELFTEST has passed, the most likely cause is
that there is a problem with the Drive Unit Positioning System.
This system starts operation when the Deadman Pedal is
depressed, and any error condition is flagged at this point. A
check of the Solenoid Controller Status Message quickly verifies
this condition.
a. If the Solenoid Controller does indicate an error, check to see if
the auxiliary hydraulic system functions properly. See “Correct
Signal, Wiring, and Hose Orientations” on page 7-212. If the
auxiliary hydraulic system does not operate, it is not possible for
the steering system to rotate the drive unit and an error
condition is flagged.
b. If the auxiliary hydraulic system does not function, check the
auxiliary system fuse (FU9) and associated truck wiring.
c. If the auxiliary hydraulic system starts, check the drive unit
response time per page 7-216 to ensure that the hydraulics are
operating within specification.
d. Steering system operation can also be checked by disabling the
Watchdog circuits to allow operation.
e. To disable the Watchdog circuits:
(1) Turn OFF power.
(2) Put the Solenoid Controller Card on an extender card to
access card test points.
(3) Jumper TP43 to DGND (TP-42) using a jumper clip. The
Watchdog circuits still operate, but the jumpers prevent them
from shutting down the truck. See WARNING.

! WARNING
DO NOT leave jumper clip attached after testing or the
watchdog circuits will not function. Use extreme care while
driving the truck since error conditions could cause erratic
operation of the drive unit.

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Wire Guidance Troubleshooting

f. Step on the right Deadman Pedal and rotate the steering tiller.
The drive unit should follow the movement of the steering tiller. If
it does not, jack up the truck so that the drive tire is off the
ground.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

(1) If the drive unit only moves with the drive tire off the ground,
there is a problem in the auxiliary hydraulics. Check each of
the following items:
• Check auxiliary system relief pressure per page 7-213.
• Check for proper output from the auxiliary hydraulic
system per page 7-213.
• Check to see if the hydraulic motor has failed per
page 7-190.
• Check to see if the drive unit has steering excessive
friction per page 7-223.
• Check to see if the hydraulic motor shaft key or the drive
unit steering pins have sheared off.
• Check and/or replace the truck hydraulic system return
line filter.
(2) Turn OFF power, remove the jumper clips from TP-42 and
TP-43 and reinstall the Solenoid Controller Card into the
card rack.
(3) If the drive unit does not move even with the drive tire off the
ground, a component has failed outright. Check each of the
following items:
• Verify the auxiliary contactor pulls in.
• Verify the auxiliary motor starts.
• Check auxiliary motor rotation direction is CC (viewed
from top of motor).
• Check for output from the auxiliary hydraulic system per
page 7-213.
• Check to see if the PWM Output circuits have power and
are operating per page 7-192.

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• Test the Proportional Solenoid operation per page 7-189.

• Check DA6 per page 7-166.
• Check to see if the hydraulic motor has failed. See
“Hydraulic Motor” on page 7-190.
• Check to see if the drive unit has excessive steering
friction. See “Excessive Drive Unit Turning Friction” on
page 7-223.
• Check to see if the hydraulic motor shaft key or the drive
unit steering pins have sheared off.
• Check and/or replace the truck hydraulic system return
line filter.
(4) Turn OFF power, remove the jumper clip from TP-42 and
TP-43 and reinstall the Solenoid Controller Card into the
card rack.
Check each of the following items:
• Verify that the X contactor pulls in.
• Verify that the Auxiliary motor starts.
• Verify that the Solenoid Controller PWM circuits are operating
properly per page 7-192.
• Verify correct assembly per page 7-212 if the truck has
recently been disassembled.
• Verify Auxiliary Hydraulic system output per page 7-213.
• Check drive unit response time per page 7-216.
5. The drive unit will center itself after power-up, but then the
truck will not respond in any way.
• If the drive unit will center itself after power-up, then the Drive
Unit Positioning System must be operating properly. Failure of
the drive unit to respond to any steering tiller commands is most
probably due to a lack of proper input from the Steering
Encoder.
Check each of the following items:
• Check the Manual Steering Encoder. See “Test I21 - Steering
Encoder” on page 8-73 and “Manual Steering Encoder
Signals“ on page 7-196.
• Check the operation of the Manual Command signal per
page 7-197.
• Check the operation of the Deadman input circuit. See “Test
O18 - Electronic Steering Deadman Signal” on page 8-131.

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6. The truck shuts down as soon as the steering wheel is turned.

This condition could be caused by either a problem in the Drive Unit
Positioning System or by a problem in the Electronic Steering System.
When the operator turns the steering tiller, the drive unit will be given a
command to turn. If the drive unit fails to respond, the Watchdog
circuits will flag an error. This can be verified by observing the LED
indicators in the Status Display on the Solenoid Controller Card.
Check each of the following items if the Solenoid Controller Card Status
Display indicates an error:
• Verify that the X contactor pulls in.
• Verify that the Auxiliary motor starts.
• Verify that the Solenoid Controller PWM output circuits are
operating properly per page 7-192.
• Verify correct assembly if the truck has recently been
disassembled. See “Correct Signal, Wiring, and Hose
Orientations” on page 7-212.
• Verify Auxiliary Hydraulic system output per page 7-213.
• Check drive unit response time on page 7-216.
If the drive unit positioning system does not show an error code when
the truck shuts down, the problem is most likely in the electronic steering
system.
One of the checks on the operation of the Steering Encoder tests
whether there is a signal from each of the two channels of the encoder.
This test can only be performed when the steering tiller is turned.
Check the following item if the Solenoid Controller Card Status Display
does NOT indicate an error:
• Run Maintenance Test I21 on page 8-73.
• Check the Manual Steering Encoder Signals per page 7-196.

Partially A partially functional truck is one that behaves in the following manner:
Functional Truck • The truck can steer in manual mode but will not acquire on the
wire.
• The truck shuts down when switched back to manual.
• The truck does not sense the guide wire.
• Poor manual steering.
Perform each of the following checks in order to locate the problem:

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1. The truck can steer in manual mode but will not Acquire or
Guide the wire.
• Wire Guidance is a separate input from the steering wheel and
can operate independently. In order for the truck to lock on the
wire, all of the following conditions must occur:
• The Line Driver must be properly adjusted.
• The AUTO/MAN switch must be in AUTO.
• The sensor must sense the wire in both center coils.
• The sensor must measure less than 1.5° and less than 1.5”
(3.8 cm) of deviation.
• The drive unit must be within 10° of being straight.
• The carriage must be lower than 142” (360 cm) elevated
height as measured by the intellispeed™ Manager.
NOTE: The truck will not attempt to Acquire the wire unless it is traveling
less than 1.0 mph (1.7 km/hr) or unless it is aligned directly over
the guide wire.
There are three reasons why a truck may not guide on a wire. They are:
• The sensor does not sense the guide wire.
• The sensor measures excessive deviation.
• The drive unit is out of its acceptable range. Reading the
Solenoid card Status Message will give an indication as to the
cause of the problem.

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Check each of the following items:

• Check the output of the line driver. See “Line Driver
Adjustment Procedure” on page 7-221.
• Check the operation of the AUTO/MANUAL input. Run
Maintenance tests I11 and O14.
• Check the adjustment of the Wire Guidance system. See
“Truck Static Adjustments” on page 7-131 and “Truck
Dynamic Adjustments“ on page 7-133. The system may not
be adjusted properly.
• Check the adjustment of the Position Feedback Pot. See
“Setting Position Feedback Potentiometer VR8” on
page 7-123, “Position Feedback Pot Assembly Maintenance“
on page 9-7, and “Steering Component and Circuit Tests“ on
page 7-187.
• Check the operation of the Steering Limit Switch circuit per
page 7-142.
• Check the operation of the Direction Circuits per
page 7-203. Run Maintenance test O16.
• Check the Wire Guidance Analog Signal Channels, see
page 7-206.
• Check the operation of the NEARWIRE circuits. See
“NEARWIRE Circuits” on page 7-202.
• Check the operation of the Deviation Measurement circuits,
see page 7-200.
• Check the operation of the Wire Guidance Position Signals.
See “Wire Guidance Position Signals (HA & DFW)” on
page 7-209.
2. The truck shuts down when switched back to manual.
• The tests that are done on the signals from the Steering Encoder
are inactive while the truck is in the wire guided mode. If an
error occurred in the Steering Encoder while on the wire, the
truck would not be shut down until the truck was switched back
to manual mode.
Check each of the following items:
• Check the Steering Tiller Encoder signals per page 7-196.
Run Maintenance Test I21 on page 8-73.
• Check the Manual Command Signal per page 7-197.

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3. The truck does not sense the guide wire.

• If a truck cannot sense a guide wire, there may be a problem
with either the wire or with the truck.
Check each of the following items related to the wire:
• Check the current in the wire for the proper frequency signal
and the correct current output. See “Line Driver Adjustment
Procedure” on page 7-221. See publication PDSS-0051 for
Line Driver information.
• Check other trucks on the same wire, if possible, to ensure
that the wire is live.
Check each of the following items related to the truck:
• Check the Analog Signal channels per page 7-206.
• Check the preamp to ensure it is the proper assembly for the
wire frequency. The frequency may be checked in the Model
527 Electrical section of the Parts Manual.
• Check the selected frequency in the Configure Mode.
• Check the Frequency Selection circuits. See “Frequency
Selection Circuits” on page 7-199.
• Check the cable to the sensor for damage.
See Condition 1. on page 7-177 for more information.
4. Poor Manual Steering
If a truck can guide well on the wire, then the Drive Unit Positioning
System is probably functioning properly.
These problems could be caused by either a problem in the Drive Unit
Positioning system or by a problem in the Electronic Steering Wheel
system.
• A truck that steers poorly in manual is one that behaves in the
following manner:
a. The drive unit will not rotate when the truck is not moving.
b. This drive unit rotates slowly.
c. The drive unit hits a physical stop when turned to an extreme.
d. It takes 5 or more turns of the steering wheel to get the drive unit
to move from stop-to-stop.
e. The truck is hard to keep going in a straight line.
Check each of the following items:

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A. The drive unit will not steer when the truck is not moving.
The situation could arise where turning the steering tiller does not
produce a change in the drive unit position but no error condition is
flagged.
1. The most likely cause for this is that the steering system cannot tell
that the Deadman pedal has been depressed and is ignoring the
input from the steering tiller.
2. Another possible cause is that the steering system is unaware of any
input from the steering tiller encoder. Check that the steering
encoder is actually being turned.
To determine the cause of the problem, start by observing the Solenoid
Controller Status Display. If it indicates “Operator Off Deadman,” then
the steering tiller encoder input is ignored because the card does not
see that the Deadman has been depressed. Check the operation of the
Deadman Input circuit per Maintenance Test O18, see “Test O18 -
Electronic Steering Deadman Signal” on page 8-131, to determine why
the Deadman Pedal cannot be sensed.
If the Solenoid Controller Card recognizes the Deadman input, it may
not be receiving a command to move the drive unit from the Electronic
Steering Wheel. Check and/or adjust the Manual Steering Tiller Encoder
per Test I21 if needed. Test the output of this system per page 7-196. If
the Manual Command signal changes, but the drive unit still does not
move, replace the Solenoid Controller Card.
The truck should be able to be steered when standing still. It takes more
power to rotate the drive unit when stationary due to the friction of the
tire on the floor. The drive unit cannot be rotated if the auxiliary
hydraulic system cannot generate enough force. The most common
cause of this condition is internal leakage of the hydraulic motor (See
“Hydraulic Motor“ on page 7-190) or improper setting of relief
pressure. See “Noise Reduction Techniques“ on page 7-213.
This condition is indicated by Solenoid Controller rotation errors that
occur only when the truck is steered while stationary. It can also be
verified by the lack of these errors if the drive tire is raised off the floor.
If the hydraulic motor is leaking excessively, do not increase hydraulic
pressure to try to remedy the situation; replace the hydraulic motor.

B. The drive unit rotates too slowly.

There are two cases which might be referred to as slow drive unit
response: one where the drive unit can only turn at a slow rate, and one
where the hydraulics take too long to respond to a command.

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The drive unit should be able to rotate at about 75° per second. If it
cannot rotate at this rate then either the auxiliary hydraulic system
output (flow rate) is low (See “Noise Reduction Techniques“ on page 7-
213) or there is excessive friction in the drive unit (See “Excessive Drive
Unit Turning Friction“ on page 7-223) and/or hydraulic motor (See
“Hydraulic Motor“ on page 7-190).
To check the drive unit rotation rate:
• Turn the drive unit to one stop.
• Turn power OFF and then back on.
• Step on the Deadman pedal.
The drive unit should center itself in approximately 1.3 seconds on a
jack. If the drive unit takes longer than 1.5 seconds to center on the
floor, see “Auxiliary System Output Test” on page 7-213 for information
on testing the auxiliary system.
The drive unit must respond within a given time frame or the Watchdog
circuits flag an error. This can be caused by sluggish hydraulics
response time. See “Drive Unit Response Time” on page 7-216 for
information on testing and troubleshooting this response time.

C. The drive unit hits the physical stops when turned to an

extreme.
• The electronics should stop the drive unit short of hitting the
mechanical stops. This will prevent wear and tear on the
hydraulic components.
If the drive unit does hit the mechanical stops, check each of the
following items:
• Check the adjustment of the Position Feedback Pot. See
“Setting Position Feedback Potentiometer VR8” on
page 7-123, “Position Feedback Pot Assembly Maintenance“
on page 9-7, and “Steering Component and Circuit Tests“ on
page 7-187.
• Check the Manual Command Signal per page 7-197.

D. It takes more than five turns of the steering wheel to get the
drive unit to move from stop-to-stop.
• The drive unit should move from stop-to-stop in slightly over five
turns of the steering wheel. If it does not then there is a problem
with the Steering Wheel Encoder. Run Maintenance Test I21.

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E. The truck is hard to keep going in a straight line.

• This type of a problem can be caused by a problem in either the
Steering Encoder or a problem in the Drive Unit Positioning
System. The encoder may not be properly recording the
movement of the steering wheel or the positioning system may
be having a hard time steering the truck.
Check each of the following items related to the Steering Encoder
operation:
• Run Test I21.
• Check the Manual Command Signal per page 7-197.
Check each of the following items related to the Drive Unit Positioning
System operation:
• Check the Steering Effort Required test per page 7-218 to see
if the Solenoid Controller is having a hard time steering the
truck.
• Check the Auxiliary Hydraulic system output per page 7-213.
• Check for excessive steering friction in the drive unit per
page 7-223.
• Check the Position Feedback Pot coupler adjustment for
slippage per page 9-7.
• Check the tachometer operation per page 7-190 and
page 9-6.
• Check the operation of the PWM Output circuits per
page 7-192.
• Test diode module DA6 per page 7-166.
• Check Steering Proportional Valves per page 7-189.
See Condition 4. on page 7-182 for more information.

Poor Wire A truck that is guiding poorly on the wire is one that behaves in the
Guidance Tracking following manner:
1. The truck will guide in only one direction of travel.
2. The Wire Guidance System requires adjustment too frequently.
3. The truck zigzags up and down the wire.
4. The truck makes lazy wide sweeping steering corrections up and
down the wire.
These problems could be caused by either a problem in the Drive Unit
Positioning system or by a problem in the Wire Guidance system.
1. The truck will guide in only one direction of travel.

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A truck which guides properly in only one direction even after it has
been adjusted is either having a problem with direction information, or
the LOAD GAIN pot is not adjusted properly, or receiving unequal
signal information from the sensor unit during an alignment procedure.
If the vehicle will guide properly only in the forks-first direction, the most
likely cause is a problem with the direction information. This type of
problem tends to be very repeatable and quite dramatic. Improper
polarity of the Heading Angle signal tends to steer the truck off the wire
within a few feet of travel.
To check the operation of the direction information, perform
Maintenance Test O16, page 8-126. To check the operation of the
sensor, see analog signal test on page 7-206.
If there is no discernible problem with the direction information, the
problem is most likely with the adjustment of the LOAD GAIN pot. This
type of problem tends to be quite subtle. The truck may guide fine up
and down the wire for some time before it suddenly fails to follow the
wire. This is because improper adjustment of the LOAD GAIN pot
creates a situation in which the Heading Angle signal fights the Distance
From Wire signal in one direction of travel. If Heading Angle manages
to reach a certain level, it can overpower Distance From Wire and cause
the truck to drift off to the side of the wire.
See “Truck Static Adjustments” on page 7-131 for adjustment of the
LOAD GAIN pot. See “Wire Guidance Position Signals (HA & DFW)” on
page 7-209 to double check its adjustment.
2. The Wire Guidance System requires adjustment too
frequently or for different aisles.
If a truck requires different adjustments for different aisles, it is probably
sensitive to variations in the strength of the signal from the wire.
Sensitivity to signal variations can be tested by driving the truck up and
down the same wire while changing the current +/–20% in the wire. If
the truck tracking up and down the wire does not change with the
different wire currents, the system is insensitive to signal variations.
The sensitivity to signal variations is due to the adjustment of the
TRACTOR OFFSET pot and the physical adjustment of the sensor relative
to the truck.
See “Optimizing Wire Guidance Performance” on page 7-224,
optimizing wire guidance performance, to minimize the impact of
different signals strengths on the Wire Guidance System.

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If a truck requires frequent Wire Guidance readjustment, it could be

because of a problem in the Drive Unit Positioning System or it could be
because of a problem in the Wire Guidance System. The key to
determining which is at fault involves noting which pot needs constant
readjustment. Be sure to note which type of adjustment needs to be
done frequently.

Potentiometer Procedure
TRACTOR The TRACTOR OFFSET pot electrically shifts the position of the
OFFSET tractor-end coil pair side-to-side relative to the load-end coil pair
(Processing and is the equivalent of rotating the sensor relative to the truck
Card) frame.
If the vehicle requires constant readjustment of the TRACTOR
OFFSET pot, check each of the following items:
• Perform a complete static alignment on the guidance
system per page 7-131. The purpose of the static
adjustments is to adjust the LOAD GAIN pot. If this pot is
not adjusted correctly, the result is erratic operation in
one direction of travel. The travel direction affected
depends on how the LOAD GAIN pot is adjusted.
• Check TRACTOR OFFSET trim pot operation per
page 7-221.
• Check that the floor wire current has not changed since
the last time the truck was adjusted. This can cause
alignment problems if any electrical offset is being used.
See “Optimizing Wire Guidance Performance” on
page 7-224 for information on improving system
immunity to wire current changes. Check for sensor
damage or Iooseness of the sensor mounting bracket.
• Check for a damaged load wheel which could change
the truck's steering characteristics.
If these checks do not identify the problem, any component of the
Wire Guidance system could be the source of the problem. Check
and/or replace the sensor, the Processing card, or the Filter card.

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Potentiometer Procedure
LOAD GAIN The LOAD GAIN adjustment matches the gain of the load-end coil
(Processing pair to the gain of the tractor-end coil pair. This allows for
Card) variations in the Wire Guidance analog signal channels and for
interference caused by any metal structures around the sensor.
Ideally, the adjustment of this pot would be done with the sensor
installed in its mounting bracket.
If the vehicle seems to require repeated adjustment of the LOAD
GAIN pot, check each of the following items:
• Check LOAD GAIN trim pot operation per page 7-220.
• Check that the sensor height is adjusted properly.
• Check the Wire Guidance Analog Signal Channels for
excessively low output in one pair of channels (either
load-end or tractor-end) per page 7-206.
If these checks do not identify the problem, any component of the
Wire Guidance system could be the source of the problem. Check
and/or replace the sensor, the Processing card, or the Filter card.
WHEEL TRIM The WHEEL TRIM pot adjusts the position of the sensor relative to
(Solenoid the wire. If the vehicle seems to require repeated adjustment of the
Control Card) WHEEL TRIM pot, the Drive Unit Positioning System apparently has
a problem.
Check each of the following items:
• There may be some mechanical Iooseness in the steering
system. Check the Position Feedback Pot hardware and
coupling, check to see if the motor is loose in the drive
unit, and check the drive unit itself for any looseness.
• The pot wiper could be loose or there may be a lot of
friction in the pot bearings.
• Only after all of these possibilities have been checked
should you suspect a bad component. If these steps do
not identify the problem, it could be a bad preamp,
Processing card, or Filter card.
• Check for sensor damage or Iooseness of the sensor
mounting bracket.
• Check for a damaged load wheel or drive tire which
could change the truck’s steering characteristics.
• Check Wheel Position Trim Pot operation per
page 7-221.
If these checks do not identify the problem, the Solenoid
Controller Card should be replaced.

3. The truck zigzags up and down the wire.

• This type of motion typically indicates that some component has
an excessively high amount of friction or that the wire current is
too high.
Both of these conditions will cause the truck to overcorrect as it steers.

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Check each of the following items:

• Check for excessive steering friction in the drive unit bearings
per page 7-223.
• Check for excessive friction in the Position Feedback Pot per
page 7-187.
• Check for excessive hydraulic steering pressures per
page 7-213.
• Check the Steering Effort Required per page 7-218.
• Check the guide wire for current too high. See publication
#PSDD0051 and “Line Driver Adjustment Procedure“ on page
7-221.
• Check the guidance sensor for proper height per page 7-131,
step 3.
• Check Steer Proportional Solenoids A & B per page 7-189.
4. The truck makes lazy, wide sweeping steering corrections up
and down the wire.
• This type of motion typically indicates that the truck is not
measuring deviation properly or that the drive unit is not being
positioned very accurately.
Both of these conditions will cause the truck to undercorrect as it steers.
Check each of the following items related to the measurement of
deviation:
• Check the guide wire for current too low per page 7-221.
• Verify the guide wire frequency per page 7-221.
• Check the sensor height per page 7-131.
• Check the Wire Guidance Analog Signal Channels per
page 7-206.
• Check the Wire Guidance Position Signals per page 7-209.
• Check the Encoder X signal. See “Encoder X Signal Test” on
page 7-203 and “Cannot Adjust Pots Correctly on Solenoid
Control and Processing Cards“ on page 7-220.

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Check each of the following items related to poor positioning accuracy:

• Check the required steering effort per page 7-218.
• Check the Auxiliary Hydraulic System output per page 7-213.
• Check the Position Feedback Pot for excessive friction or
looseness per page 7-187.
• Check the operation of the tachometer per page 7-190.
• Check the Hydraulic Steer Motor for internal leakage per
page 7-190.
• Check the Steering Proportional Solenoids per page 7-189.
• Check the Solenoid Controller PWM circuits per page 7-192.
• Check DA6 per page 7-166.

Steering This section provides individual tests for each component of the
Component and Electronic/Hydraulic Steering System. See “Position Feedback Pot
Circuit Tests Assembly Maintenance” on page 9-7 and “Setting Position Feedback
Potentiometer VR8“ on page 7-123 for related information.

Pot (VR8) Electrical 1. With keyswitch off, disconnect JPW3 at the Solenoid Controller
Resistance Test Card.
2. Measure the resistance from JPW3-15 to JPW3-16 using an
ohmmeter.
3. The resistance should be between 9000 and 11000 ohms. If not,
replace VR8/reconnect JPW3.

Pot Mechanical The pot wiper must be able to rotate freely for proper operation. The
Resistance Test torque required to start the shaft rotating should not exceed 1.5 oz.-in.
and can be measured using a torque wrench.

Position Feedback 1. With keyswitch OFF, disconnect the battery.

Pot Output Test 2. Put the Solenoid Controller Card on an extender card.
NOTE: Observe “Proper Handling of Static Sensitive Devices“ on page
2-6.
3. Elevate the drive tire off the floor. See WARNING.

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! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

! WARNING
Do not work on drive unit with power on or battery
connected!

4. Reconnect battery. Turn keyswitch on and initialize truck. With

AUTO/MAN switch in MANUAL, short the pot wiper terminal to
either of the other pot terminals (CW or CCW).
5. The Audible alarm should sound and the PC contactor should drop
out. Remove the short installed on the previous step.
6. Connect a voltmeter, set for 20 volts full scale, to the pot wiper with
respect to Vr on the Solenoid Controller Card (TP-4).
a. When the drive unit is straight, the voltage should be near zero.
b. When the drive unit is fully clockwise against the mechanical
stops, the voltage should be approximately –3.0 volts.
c. When the drive unit is fully counterclockwise against the
mechanical stops the voltage should be approximately +3.0
volts.

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Position Feedback 7. Connect a meter to the WHEELPOS signal (TP-3) with respect to Vr
Pot. Input Circuit (TP-4) on the Solenoid Controller Card.
Test a. When the drive unit is straight, the voltage should be near zero.
b. When the drive unit is fully clockwise against the mechanical
stops, the voltage should be approximately –3.0 volts.
c. When the drive unit is fully counterclockwise against the
mechanical stops, the voltage should be approximately +3.0
volts.
NOTE: These voltages will normally be about 50 millivolts lower than
the wiper voltages.

Proportional
Solenoids A & B
Component Procedure
Coil Resistance Disconnect the harness to the solenoid coils and test the coil
Test resistance of each using an ohmmeter set to the R x 1 scale. Each
coil should measure between 13 and 21 ohms. Test the coils at
room temperature only.
Hydraulic Disconnect the harness connected to the Proportional Solenoid
Operation Test and tie it down making sure the terminals do not touch each
other or the truck frame.

Put the truck into maintenance mode. Select test O01 from the
Maint menu and close the Auxiliary contactor. The Auxiliary
motor should start. See WARNING below.

The drive unit should stay in place with the valve in neutral. Test
each coil separately by connecting it briefly across the battery
using terminal points TP2 (Battery Positive on the Power Panel)
and TP4 (Battery Negative on the Power Panel) or equivalent.
Connecting coil A across the battery should cause the drive unit
to rotate clockwise and connecting coil B should cause
counterclockwise rotation. The drive unit should also stop
rotating whenever both coils are disconnected. Be sure that the
key on the hydraulic motor shaft or the steering pins on the drive
unit have not been sheared off.

! WARNING
Keep clear of the drive unit at all times to avoid injury! DO
NOT drive the drive unit against the stops.

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Hydraulic Motor The main failure mode of the Hydraulic Motor is excessive internal
leakage. The easiest way to test for this involves restricting the drive unit
and then trying to steer to see if relief pressure can be obtained. If the
Hydraulic Motor has high internal leakage, then Auxiliary steer system
pressure will not be high enough to open the relief valve.
NOTE: The Auxiliary pump/motor and proportional solenoid must be in
known good condition for this test to be appropriate. Test the
Auxiliary steer system output per page 7-213 to verify pump and
motor output.
To check the condition of the Hydraulic Motor, start by checking the
Auxiliary system relief adjustment per page 9-31 and steering pressure
relief adjustment per page 7-214 to ensure adequate pressure.
Disconnect the hydraulic lines to the steer motor and cap; this isolates
the steer motor from the rest of the Auxiliary system. If the pressure is
OK with the steer motor isolated, it will require service or replacement.
If proper relief pressure can be obtained, turn the steering wheel back
and forth from stop-to-stop very slowly with the drive unit on the ground
and no load on the forks. The drive unit should be able to follow the
steering stop-to-stop, without stalling at an intermediate position. The
hydraulic motor should be able to rotate the drive unit under any
conditions at the standard relief pressure. It is normal for the drive unit
to move in little jumps due to the digital nature of the Electronic Steering
Wheel and due to tire friction while the truck is standing still.
If the drive unit stalls while turning slowly, check the drive unit for
excessive friction per page 7-223. If no problems are found, replace the
hydraulic motor.

Tachometer & The tachometer will produce an output voltage when it is rotated. The
Input Circuit magnitude of this voltage is dependent on how fast it is rotated. Polarity
is dependent on which way the tachometer is rotated.

Tachometer Measure the resistance between the terminals of tachometer using a

Electrical DVM. Resistance should be between 250 and 400 ohms. If not, replace
Resistance Test the tachometer.

Tachometer The tachometer must be able to rotate freely for proper operation. The
Mechanical torque required to start the shaft rotating should not exceed 0.70 oz. in.
Resistance Test and can be measured using a torque wrench.

PDMM-0024 7-190
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Tachometer The auxiliary hydraulic system can normally rotate the drive unit at a
Output Test maximum speed of about 75° per second, and this rate of rotation
should produce approximately 2 volts D.C. out of the tachometer. To
check for this output, jack up the tractor-end of the truck so that the
drive tire is off the ground. See WARNING.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

1. Turn on keyswitch.
2. Steer the drive unit fully to either stop, turn keyswitch off.
3. Turn keyswitch back on, and step on the Deadman Pedal.
4. The drive unit should turn to straight at its maximum rate of speed.
5. The tachometer output should be between 1.75 and 2.25 volts D.C.
while the drive unit is rotating. The polarity of the voltage is
determined by which way the drive unit was initially turned.
NOTE: A digital voltmeter may not have enough time to provide a
steady reading.
If the tachometer is not installed in the truck, it may also be tested by
spinning it with a drill while measuring its output voltage. To find the
expected output voltage, read the drill's rated speed in RPMs on the
drill's label and calculate the minimum and maximum voltages using
the following formulas:
• Minimum Output Voltage = Drill Speed x 0.00595
• Maximum Output Voltage = Drill Speed x 0.00805
Tachometer output voltage is nominally 7 volts per 1000 RPMs.
If the tachometer being tested does not fall within this range, it is
advisable to test another tachometer with the same drill because the
drill's rated speed is only approximate.

7-191 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Tachometer Input Disconnect battery with keyswitch OFF and disconnect the tachometer
Circuit Test coupling from the drive unit. Reconnect battery and turn keyswitch
back on.

! WARNING
Do not step on deadman pedal and keep clear of the drive
unit!

1. Turn the tachometer sprocket by hand and observe the status

display on the Solenoid Controller Card.
2. When the tachometer is turned, the status display should flash a
“Hardware Error: Tach” message.
3. Connect a voltmeter to TP-32 on the Solenoid Controller Card with
respect to Vr (TP-4) and set it for 2 volts full scale.
4. The meter should indicate a voltage whenever the tachometer is
rotated.
See “Steering Tachometer Assembly Maintenance” on page 9-6 for
Maintenance information on tachometer.

Solenoid The Solenoid Controller PWM Output Circuits drive the coils of the
Controller PWM Proportional Solenoid. These circuits are capable of withstanding the
Output Circuits high currents needed for the valve to work. PWM stands for Pulse-
Width-Modulation and refers to how the output transistors are either
fully on or fully off. There are three parts to the PWM output circuits, as
follows:
• Triangle Wave Generator
• PWM Generator
• Output Drivers

PDMM-0024 7-192
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Each section can be tested individually as described below.

Item Procedure
Triangle Wave Measure the signal at TP-10 on the Solenoid Controller
Generator Test Card with respect to Vr (TP-4) using an oscilloscope. This
test point should be a triangle wave approximately 7.5
volts peak-to-peak for a 36 or 48 volt truck. Note: A very
low battery on a 36 volt truck may cause the output to
switch to 5 volts peak-to-peak.
PWM Generator Test The PWM Generator takes a D.C. signal and compares it
to the Generator Test triangle wave to create two on-off
signals used to drive the output circuits. These two outputs
are shut off (LOW) if TP-2 is greater than 2 volts with
respect to AGND (TP-1).

To test the output, shut off power, install the Solenoid

Controller Card on an extender card, and turn power on.
Connect TP-2 to AGND (TP-1), connect the Position
Feedback Pot wiper to Vr (TP-4), and connect TP-20 to TP-
30 using jumper clips. Connect an oscilloscope to either
TP-8 or TP-9 with respect to AGND (TP-1). See WARNING
below.

Measure the voltage at TP-31 with respect to Vr (TP-4)

using a voltmeter. This voltage should be between +2.0
and –2.0 volts. If not, adjust the WHEEL TRIM pot (VRI) as
required to get TP-31 within this range.

Both TP-8 and TP-9 should have a rectangular waveform

output which is approximately 11 volts when HIGH and 1
volt when LOW, and the duty cycle should vary depending
on the voltage at TP-31. The WHEEL TRIM pot can be
adjusted to vary the duty cycle if desired.
When done, remove all jumpers unless the Output Driver
circuits are to be tested.

! WARNING
Do not step on the deadman pedal or the drive unit may
turn. Keep away from the drive unit at all times to avoid
injury.

7-193 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Item Procedure
Output Driver Test There are two output drivers: Channel A (CHA) and
Channel B (CHB). The input signal to Channel A can be
measured at TP-9 with respect to power ground (TP-6),
and the input signal to Channel B can be measured at
TP-8. These are both digital signals where a voltage
greater than 5 volts turns the output transistor on; a
voltage less than 3 volts turns them off.
In order to test the Output Driver circuits, the PC contactor
must be closed, the electronic steering relay on the
Vehicle Manager must be energized, and the Proportional
Solenoid coils must be connected. Connect a voltmeter to
TP-6 with respect to TP-7 on the Solenoid Controller Card
to check for power to the circuits. The meter should
indicate approximate battery voltage. If not, check the
wiring to JPW3 pins 10 and 11 using the truck schematic.
To test the output, shut off power, install the Solenoid
Controller Card on an extender card, and turn power on.
Connect TP-2 to AGND (TP-1), connect the Position
Feedback Pot wiper to Vr (TP-4), and connect TP-20 to TP-
30 using jumper clips.
Measure the voltage at TP-31 with respect to Vr (TP-4)
using a voltmeter. This voltage should be between +2.0
and –2.0 volts. If not, adjust the WHEEL TRIM pot (VR1) as
required to get TP-31 within this range.
Both JPW3 pin 9 and JPW3 pin 12 should have a
rectangular waveform output which is approximately
battery voltage when HIGH and less than 1 volt when
LOW, and the duty cycle should vary depending on the
voltage at TP-31. The WHEEL TRIM pot can be adjusted to
vary the duty cycle if desired.
When done, remove all jumpers, shut off power, and
reinstall the Solenoid Controller Card into the card rack.

If the output transistors Q1 and/or Q2 get very hot during operation,

then there is something wrong with diode module DA6. Check the
wiring to the diode assembly and/or replace DA6.

PDMM-0024 7-194
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Power Supply Shut off power and pull all other cards out of the card cage. Turn on
power and all indicator LEDs should be on. Connect a meter to each
test point listed in the following table with respect to GND (TP-4 on old
Power Supply P/N 838-004-288/001), or (TP-1 on new Power Supply
P/N 154-012-070/001) and measure the voltage.

Output Voltages Max. Rated

Current
Test Point Min Value - (Volts) Nom Value - (Volts) Max Value - (Volts) amps
TP-1 on old power supply 4.90 5.00 5.10 0.50
P/N 838-004-288/001
(TP-4 on new power supply
P/N 154-010-070X001)
TP-2 on old power supply 11.88 12.00 12.12 2.0
P/N 838-004-288/001
(TP-3 on new power supply
P/N 154-010-070X001)
TP-3 on old power supply 5.88 6.00 6.12 .02
P/N 838-004-288/001
(TP-2 on new power supply
P/N 154-010-070X001)

If the measured voltages are not within the values given, replace the
supply.
Turn off power and reinstall all cards in the card cage. Measure each
test point again to ensure all voltages are still within specifications. If
not, either the supply cannot provide enough current or card is drawing
too much current from the supply. If a card is failed and is drawing too
much power, it can be isolated by pulling one card at a time out of the
card rack to see which one is affecting the supply. Be sure to turn
power off before removing any cards.
The amount of current being drawn from each output can be measured
by substituting an ammeter in place of the corresponding supply line
between the power supply and the card cage. See the following table
and/or the truck schematic for information on these connections.
Supply Power Supply Card Cage
Connector Connector
Vs (12V) P1-9 JPA6-1
Vr (6V) P1-10 JPA6-4
Vd (5V) P1-7 JPA6-6
AGRD P1-15 JPA6-7
DGRG P1-14 JPA6-5

7-195 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Power Supply Fuse If the fuse on the Power Supply Card blows immediately when power is
Blows turned on, the most likely reason is that the cables to the cards are
incorrectly routed. Check the designation of each of the connectors to
ensure proper assembly. The harness and cards are designed so that
incorrect assembly will either not damage the cards or will blow the
supply fuse to prevent damage.
If the fuse on the Power Supply Card blows when the Deadman Pedal is
depressed, the most likely cause is that one of the coils of the
Proportional Solenoid is shorted out. Test the coils per page 7-189.
Fuse FU2 should be a 3 amp fuse. Fuse FU1 should be jumpered out or
have a 15 amp or larger fuse installed. Refer to Service Bulletin #864A.
A short can also be isolated by disconnecting all of the connectors to the
cards in the card cage and then reconnecting them one at a time. Be
sure to turn power off before trying to reconnect a connector.

Manual Steering There are two different encoder signals which may be tested: the
Encoder Signals quadrature-phase modulation signal, and the pulse-width modulation
signal. Both of these can be tested on the Interface Card when it has
been placed on an Extender Card.
Item Procedure
Quadrature-phase Connect an oscilloscope to TP-7 with respect to DGRD (TP-5)
Modulation Signal Test on the Interface Card. Rotate the steering tiller while
observing the signal. When the steering wheel is being
rotated the signal should appear as a square wave of
greater than 4.0 volts when HIGH and less than 1 volt when
LOW. See the top section of Figure 7-29 on page 7-198.
The signal at TP-7 can also be detected using a voltmeter if
the steering tiller moved slowly.
Repeat the above test when connected to TP-8 on the
Interface Card.
If either or both channels have no signal, check the Pulse-
width Modulation per the test on the next page. If both of
the signals exist but both don't have the proper amplitude,
replace the Interface Card.
If both channels have the proper signal, connect a dual
trace oscilloscope to both TP-7 and TP-8 at the same time
using different channels and observe the relationship
between them while turning the steering tiller. The signals
should appear as shown in Figure 7-28 on page 7-197.
The two signals should not change state (go either LOW to
HIGH or go HIGH to LOW) within 40 microseconds of each
other when the steering tiller is rotated as fast as possible.

PDMM-0024 7-196
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Channel “C” leads

Channel “D” by
angle 0
CHANNEL “C”
Right Turn

CHANNEL “D”

Channel “C” lags

Channel “D” by
CHANNEL “C”
Left Turn angle 0
CHANNEL “D”

Figure 7-28: Steering Demodulator Left/Right Turn Outputs

Item Procedure
Pulse-width Modulation Connect an oscilloscope to the top lead of R8 as viewed on
Signal Test Channel “C” the extender card for card assembly (P/N 838-004-
436+001) and the top lead of R6 as viewed on the
extender card for card assembly (P/N 838-007-300+001)
with respect to DRGD (TP-5) on the interface card. This
signal should be a rectangular waveform of between either
10% to 35% (nominally 20%) or 65% to 90% (nominally
80%) duty cycle, which is less than 1 volt when LOW and
greater than 4 volts when HIGH. Move the steering wheel
slightly and the duty cycle should switch back and forth
between the 20% and 80%. The signals should appear as
shown in the lower half of Figure 7-29 on page 7-198.
This signal can also be detected using a voltmeter, but all it
can provide is an indication that some signal is being
received. If a voltmeter is used on a D.C. scale, the voltages
measured will be approximately 0.8 volts or 3.8 volts,
depending on the steer tiller position.

7-197 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Steering Encoder Output at

TP7 and TP8 as tiller is +6.8 volts
turned
+.2 volts

Pulse-width OFF ON
modulation of (»25% Duty Cycle) (»75% Duty Cycle)
sensor output

Receiver
Output

Figure 7-29: Modulated Steering Signal Output When Tiller is Not Being Rotated

Item Procedure
Pulse-width Modulation Repeat previous procedure when connected to the top lead of R35 as
Signal Test (Cont.) viewed on the extender card for card assembly
Channel “D” (P/N 838-004-436+001) and the bottom lead of R30 as viewed on the
extender card for card assembly (P/N 838-007-300+001).
If either channel does not have the pulse-width modulated signal
(similar to the signal in the previous procedure), the steer sensor
assembly may be bad, may not have power, or a wire over the mast
may be broken, shorted, or have a poor connection.
Check for continuity, shorts, damage, and/or poor connections of the
wires shown below, using an ohmmeter and the truck schematic.
To check the signals from the steer encoder assembly, disconnect the
cable to JPW5 with power off and then turn power on. Enter
maintenance test IR1. Measure the voltages at JW5 pins 3, 4, 17, and
18 with regard to VR8F on the electronic steer card cage power supply
using either an oscilloscope or a voltmeter. If the steer sensor assembly
is getting power and there is continuity of all wires from JPE1 to JPW5,
all channels should have a signal output similar to Figure 7-28 on page
7-197. If any channel indicates zero volts, check the connection at the
steer encoder assembly as well as at all the connections shown below to
determine the cause of the signal loss.

Vehicle Vehicle OTM Cable Carriage Carriage

Interface Manager Manager Connector Manager Manager Steer Encoder
Card JWS- JPS20- JPS19- JP19- JPC20- JPC16- JPE1 Channel
3 24 6 6 6 3 3 Channel C+
18 12 7 7 7 4 4 Channel C–
4 13 8 8 8 6 6 Channel D+
7 25 9 9 9 7 7 Channel D–

PDMM-0024 7-198
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Manual Command 1. Connect a voltmeter to TP-33 on the Solenoid Controller Card with
Signal respect to Vr on the Power Supply (TP-3 on the old power supply
assembly, TP-2 on the new power supply assembly).
2. Step on the Deadman Pedal and rotate the steering wheel
approximately three turns counterclockwise.
3. The voltage at TP-33 should change to between –3.50 and –3.70
volts. If the voltage just stays near zero, test the Manual Steering
Encoder Signals per page 7-196.
4. Rotate the steering wheel approximately six turns clockwise. The
voltage at TP-33 should change between +3.50 and +3.70 volts.
5. Turn power off and then back on. The voltage should be within
0.1 volts of Vr.
6. If the voltages at TP-33 are not correct, repeat the same test
measuring PA5 pin A25 an the Interface Card. If the readings are
now proper, replace the Motherboard. If not, and the manual
steering encoder signals tests good, replace the interface card.

Frequency Frequency Selection circuits determine which frequency guide wire to

Selection Circuits follow. There are two parts to these circuits: the input side where
guidance frequency information is received from the Vehicle Manager,
and the filter side which represents a five-bit digital word needed by the
filters.
The input information can be observed directly using a Digital Tester.
The lights marked “FSEL-1” and “FSEL-2” (Frequency SELect) in the
Input Register describe what Wire Guidance frequency the system
should follow. These inputs can also be tested by measuring the voltage
at the given test connector pin. An “ON” is equivalent to a voltage
greater than 2.4 volts, and an “OFF” is equivalent to voltage less than 1
volt.

Input Side Wire Filter Side

FSEL -1 -2 Guidance TP20 TP19 TP18 TP17 TP21
PW4 -10 -11 Frequency F4 F3 F2 F1 HRNG
OFF ON 5.2 kHz HIGH LOW HIGH HIGH HIGH
ON OFF 6.2 kHz HIGH HIGH LOW HIGH HIGH

Filter side information can be measured at the test points listed on the
Filter Card with respect to AGND (TP-16). A “HIGH” is equivalent to a
voltage greater than 11 volts, and a “LOW” is equivalent to a voltage
less than 1 volt.
The frequency that the filters select depends on both the four-bit digital
word represented by F1, F2, F3, and F4, and also on an input clock
frequency (Fc). The frequency of this clock signal is dependent on the
digital signal at TP-21.

7-199 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Whenever TP-21 (HRNG) is LOW, TP-28 should have a 390 kHz square
wave signal. Whenever TP-21 (HRNG) is HIGH, TP-28 should have a
195 kHz square wave signal.
In both cases, the signal at TP-28 should switch back and forth from Vr
to Vs.
NOTE: On the model 537 for either wire guidance frequency 5.2 kHz
or 6.25 kHz, TP-21 should be low and TP-28 should have a 390
kHz square wave signal present.
If TP-21 is low and TP-28 indicates 195 kHz, the vehicle does not
recognize the guide wire. Replace the filter card in this case.
If TP-21 is high, check the voltage at the logic card connector
PA4-19 with respect to TP-2 on the logic card. If it is low, replace
the mother board. If it is high, replace the logic card.
For other frequency selection circuitry test info, see maintenance
test O15 on page 8-122.

Deviation The Deviation Measurement circuits measure how far the sensor has
Measurement deviated from the wire. There are two sets of circuits, as follows:
Circuits • Heading Angle Limit (HLIM) measurement
• Displacement Limit (DLIM) measurement
The name “Deviation” refers to the sum total of Heading Angle and
Distance From Wire. The output of all of these circuits can be directly
observed in the Deviation Register of the Digital Tester. See “Using the
Digital Tester” on page 7-150 and PDSS-0001 for digital tester
information.

PDMM-0024 7-200
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Item Procedure
Heading Angle Limits Connect a Digital Tester to the Logic Card. Switch the
(HLIM) Test AUTO/MAN switch to manual and drive the truck so that the
Wire Guidance sensor is centered over the wire. The
Audible alarm should come on.
Turn the drive unit completely to one side and pivot the truck
over the wire while observing the LEDs in the Deviation
Register of the Digital Tester. The LEDs in the Heading Limit
side should come on in sequence with the first LED coming
on at approximately 1.5° to the wire and the second LED
coming on at approximately 3°. The audible alarm should
turn off when the second LED in either the Heading or
Displacement Limit section of the Deviation register turns
on.
Displacement Limits Drive the truck so that the sensor is centered over the wire
(DLIM) Test again and the Audible alarm should sound.
Turn the drive unit to straight. Drive the truck along the wire
so that it gradually moves away from the wire and observe
the LED indicators in the Displacement Limit side of the
Deviation Register. These LEDs should come on in sequence
with the first coming on at approximately 1.5 inches (3.8
cm) and the second at about 3 inches (7.6 cm). The audible
alarm should turn off when the second LED in either the
Heading or Displacement Limit section of the Deviation
register turns on.

To test heading angle limits with a digital voltmeter, place the logic card
on an extender board. Connect the positive lead to PW4-5 and the
negative lead to TP-2 on the logic card. The DVM should read less than
1 volt at angles of less than 1.5° and greater than 4 volts at angles
exceeding 1.5° from the wire.
Connect the positive lead to PW4-6 and the digital voltmeter should
read less than 1 volt at angles less than 3° and greater than 4 volts at
angles exceeding 3° from the wire.
To test displacement limits with a digital voltmeter, place the logic card
on an extender board. Connect the positive lead to PW4-2 and the
negative lead to TP-2 on the logic card. The digital voltmeter should
read less than 1 volt at distances less than 1.5 inches from the wire and
greater than 4 volts at distances exceeding 1.5 inches from the wire.
If these results are not obtained, check the Wire Guidance Sensor
Analog Signal Channels per page 7-206. If these results are obtained,
verify that ESTAT 1 and 2 and the slow LEDs on the logic board function
as per information starting on page 7-137. If the truck fails to slow
down or stop in response to the ESTAT messages, the problem is the
Card Cage Mother Board Connections, Interface Card, Cable from
JPW6 on the Interface Card to JPS20 on the Vehicle Manager,or the
Vehicle Manager Distribution Board on the Vehicle Manager VFC Card.

7-201 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

NEARWIRE The NEARWIRE Circuits detect the presence of the wire guidance signal
Circuits from the wire. There is one nearwire signal that is derived from the two
center coils in the “E” sensor assembly - Center Pair Nearwire (LNW).

Item Procedure
Center Coil Pair Test the Center coil pair Nearwire signal by connecting a
Nearwire Circuit Test voltmeter to TP-7 on the Processing Card with respect to
AGND (TP-3). When this signal is HIGH (greater than 3
volts), the detector senses the guide wire. When this signal is
LOW (less than 2 volts), the detector does not sense the
guide wire.
This detector circuit should indicate wire presence whenever
the voltage at TP-21 is greater than 1.0 volts with 6.25 kHz
Guidance Frequency or 3.8v with 5.2KHz (100 mAp/p)
Guidance Frequency with respect to TP-1 (V REF). The wire
can no longer be detected when this voltage drops below 2
volts for either frequency.
This circuit can also be checked by centering the sensor over
the guide wire and turning the wire current down.
If the guidance frequency is 5.2 kHz (100 ma/p/p standard)
or 35.4 ma/RMS, the detector should turn off (TP-7 goes
LOW) at approximately 45 ma (16 ma/RMS) peak-to-peak
and turn on (TP-7 goes HIGH) at approximately 62 mA (22
ma/RMS) peak-to-peak.
If the guidance frequency is 6.25 kHz (225 ma p/p
standard) (79.5 ma/RMS), the detector should turn off (TP-7
goes LOW) at approximately 75 ma peak-to-peak and turn
on (TP-7 goes HIGH) at approximately 120 ma peak-to-
peak.
If the guidance frequency is 5.2 kHz @ 300 ma/p/p, 105
ma/RMS, the detector should turn off (TP-7 goes LOW) at
approximately 133 ma/p/p or 47 ma/RMS and turn on at
approximately 164 ma/p/p or 58 ma/RMS.

NOTE: For this test the sensor must be centered over the wire at the
proper height (see page 7-131) and the line drive output must
be set to specification See “Line Driver Adjustment Procedure”
on page 7-221.
NOTE: Peak-to-peak measurements must be made with an oscilloscope
with a current probe. A high quality digital voltmeter capable of
true RMS AC measurement can be used. See the note on
page 7-207.

PDMM-0024 7-202
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Direction Circuits The Direction Circuits provide information on which way the truck is
traveling. This is not the same as the position of the Travel Control
Handle which the operator uses to drive the truck. This is because the
two are opposite any time the truck is pIugged. The direction
information is provided by the Vehicle Manager.
The most common problem with the Direction Circuits is that the truck
can only guide in one direction of travel.
To test the Direction Circuits, perform the Maintenance Test O16 on
page 8-126.

Encoder X Signal The Encoder X signal is derived from one channel of the drive motor
Test encoder (DE) and is supplied by way of the Vehicle Manager to the
Interface Card.
The pulses from the encoder channel increase with motor speed. The
pulses are present in both travel directions and can be measured at
PW15-19 (Interface Card) with respect to TP4 (P/N 838-004-288X001)
on the old Power Supply and TP-1 (P/N 154-0120070X001) on the new
Power Supply.

Vehicle Interface Card Logic Solenoid

Card Controller
Manager
Card

PA4B4

PA4-A6
Baker 6 .86 PA3A4
Encoder X
JPS20-22 JPW5-19
Mono-Stable F/F Gain
Control
EPROM
Signal switches to
logic “1” for high
gain. Similar signal
as PA5B6. Voltage
PW4-40
>2.4 volts = Logic”1”.

2167 Hz/1000 rpm Same pulses as Encoder X

or input to approx. 1944
1944 Hz at Hz (2 mph/3.2 kph). Stays
2 mph/3.2 kph high (“1”) above 2 mph/3.2
kph.

Figure 7-30: Encoder X Signal

7-203 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

At the edge connector, pin PA5-B6, the Encoder X signal is 5 volts in

amplitude and the same frequency as the encoder pulses when the
drive motor is spinning slowly (less than 1 mph). As motor speed
increases, and exceeds 2 mph, the voltage at PA5-B6 remains at 5 volts.
The Encoder X signal is used to change the gain of the steering circuits
on the Solenoid Control Card. If this signal is not correct, it causes the
drive unit to oversteer at higher speeds during wire guided modes of
operation.
The following procedure allows a technician to check the operation of
the Encoder X signal circuits using either a digital voltmeter or an
oscilloscope.
1. Initialize the vehicle and lock it onto a guide wire.
2. Jack and block the tractor end of the vehicle off the floor to allow
the drive tire to turn freely.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

3. Turn OFF keyswitch and place the solenoid card on an extender

board. Turn key back ON and reinitialize the vehicle with the
AUTO/MANUAL switch in an auto position.
4. Monitor PA3-A4 using an oscilloscope or a digital voltmeter with
respect to TP42 on the solenoid card. With the drive tire not turning,
the voltage measured should be less than 1 volt. Increasing the
speed of drive unit, the frequency of the signal should increase if
using an oscilloscope. If a digital voltmeter is used, the voltage
should increase. When the drive unit reaches a speed of
approximately 2 mph/3.2 kph as indicated on the primary
operator’s display, either measuring device should indicate a
voltage level of greater than 4 volts. The signal should appear
similar to Figure 7-30. If these results are observed, replace the
solenoid card. If the vehicle continues to exhibit poor guidance,
continue with the other tests listed on page 7-178. If these results
are not observed, proceed to the next step.
5. Turn keyswitch OFF. Replace solenoid card in card rack. Place the
logic card on the extender board. Turn keyswitch back ON and
reinitialize the vehicle with the AUTO/MANUAL switch in the auto
position.

PDMM-0024 7-204
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6. Monitor PA4-B4 using oscilloscope or a digital voltmeter with

respect to TP2 on the logic card. The results should be the same as
were described in step 4. If these results are obtained, replace the
Motherboard. If these results were not obtained, turn the keyswitch
OFF, unplug the solenoid card, and carefully place a small piece of
masking or tape over pin A4 only. Reinsert the solenoid card in the
card rack, turn the keyswitch back, ON and reinitialize the vehicle
with the AUTO/MANUAL switch in auto. Repeat this step. If the
correct results are obtained, replace the solenoid card. If not,
proceed to the next step.
7. Monitor PA4-A6 on the logic card, using an oscilloscope or a digital
voltmeter with respect to TP2 on the logic card. The signal should
be similar to that shown in Figure 7-30 and measure greater than 4
volts when the drive unit reaches a speed of 2 mph/3.2 kph as
shown on the POD. If these results are obtained, replace the logic
card. If they are not, proceed to the next step.
8. Turn keyswitch OFF. Replace logic card in card rack. Place the
interface card on the extender board. Turn keyswitch back ON. The
AUTO/MANUAL switch position is irrelevant from this step on.
Monitor PA5-B6 using an oscilloscope or digital voltmeter with
respect to TP5 on the interface card. The signal should appear
similar to Figure 7-30 and measure greater than 4 volts when the
drive unit speed reaches 2 mph/3.2 kph as indicated on the POD. If
these results are obtained, replace the Motherboard. If not, turn
keyswitch OFF, remove the logic card and carefully place a small
piece of masking or scotch tape over pin A6 only. Reinsert the logic
card into the card rack. Turn keyswitch back ON and reinitialize the
truck. Repeat this step. If the correct results are obtained, replace
the logic board. If not, proceed to the next step.
9. Monitor PW5-19 on the logic card using an oscilloscope or digital
voltmeter with respect to TP-5 on the interface card. The signal
should appear similar to that shown in Figure 7-30 on the
oscilloscope and indicate approximately 2 volts on the digital
voltmeter when the drive unit is turning at 2 mph/3.2 kph as
indicated on the POD. If these results are obtained, replace the
interface card. If not, proceed to the next step.

7-205 PDMM-0024
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10. Turn the keyswitch OFF. Disconnect JW5 from the interface card.
Loosen the set screws on the drive encoder (DE) shaft coupling so
that it can be turned manually. Turn keyswitch ON. Enter
maintenance test I05 to prevent a fault code from being generated
due to JW5 being disconnected. Monitor pin JW5-2 using an
oscilloscope or digital voltmeter with respect to pin JW5-19. The
signal should appear as square wave pulses similar to Figure 7-30
when the DE shaft is rotated. The meter should toggle between a
voltage greater than 4 volts and 0 volts depending on the DE shaft
position. If these results are obtained, replace the interface card. If
not, proceed to the next step.
11. Turn keyswitch OFF. Disconnect PS20 from the Vehicle Manager.
Turn keyswitch back ON. Monitor JS20-15 on the Vehicle Manager
with respect to JS20-22 using an oscilloscope or a digital voltmeter.
The signal should appear as a series of square wave pulses similar
to Figure 7-30 as the DE shaft is rotated and the voltage on the
meter should toggle between greater than 4 volts and 0 volts
depending on the DE shaft position. If these results are obtained,
replace the cable from the Vehicle Manager to the Interface Card. If
not, replace the Vehicle Manager Distribution Board and repeat this
step. Replace the Vehicle Manager VFC card if the results are still
incorrect.
NOTE: Remove any tape from card edge connections and retighten
shaft encoder coupling set screws when test is completed.

Wire Guidance Check to make sure that the guide wire current is adjusted to the proper
Sensor Analog amount for the system under test. See page 7-220.
Signal Channels Raise the carriage, disconnect the wire guidance sensor from its
mounting bracket, and set it on 1-1/2” (3.8 cm) tall nonmetallic spacers
over the guidewire. The sensor must be set to this height for correct
measurements! Center the sensor over the guide wire as close as
possible.

! WARNING
Do not work under the truck carriage unless it is supported
by jacks or chains!

All signal levels given in this section can vary greatly without adversely
affecting the operation of the truck. The important thing to look for is
consistency of signal levels between similar test points. There should not
be variations greater than 25% between similar channels or the
adjustments provided will not be adequate.

PDMM-0024 7-206
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NOTE: Measurements may be taken using a digital voltmeter capable

of true RMS AC measurements with an accuracy of 1% or
greater. Peak to peak voltage measurements given here may be
converted to RMS by dividing them by 2.828, i.e., 0.5 v/p/p
divided by 2.828 equals 0.1768 mv RMS. Conversely, true RMS
meter readings may be converted to p/p measurements by
multiplying them by 2.828. Noise signals may affect these small
voltage measurements, but the main criterion, as stated in the
above paragraph is “There should not be variations greater
than 25% between similar channels.”
NOTE: Observe the procedures outlined in “Proper Handling of Static
Sensitive Devices“ on page 2-6.
Turn OFF power and put the Filter Card on an extender card. Turn
keyswitch ON. Using an oscilloscope, measure each of the following
test points on the Filter Card with respect to Power Supply TP4 (old P/N
838-004-288/001) or TP1 (new P/N 154-012-070/001):
Old filter card P/N 838-004-400/001: TP-2, TP-3, TP-10, and TP-15
should each have a sine wave signal with an amplitude of roughly 0.5
volts peak-to-peak. TP-7 should be approximately 0.33 volts peak-to-
peak.
New filter card P/N 154-012-476/001: TP-6, TP-4, TP-10, and TP-12
should each have a sine wave signal with an amplitude of roughly 0.5
volts peak-to-peak. TP-8 should be approximately 0.33 volts peak-to-
peak.
(See table on page 7-209.)
NOTE: This signal may only appear as a very rough sine wave if noise
signals are present. This is not a problem since the filters are
designed to remove these noise signals.
If no signals are present at all, there may not be any signal in the guide
wire, the Wire Guidance sensor may be damaged, or the cable to the
sensor is damaged.
Using an oscilloscope, measure each of the following test points on the
Filter Card with respect to Power Supply TP4 (old P/N 838-004-288/
001) or TP1 (new P/N 154-012-070/001):
Old filter card P/N 838-004-400/001: TP-5, TP-6, TP-12, and TP-13.
These points are the output side of the filters. Each test point should
have a sine wave signal with an amplitude of roughly 0.5 volts peak-to-
peak. TP-8 should be approximately 0.33 volts peak-to-peak.
New filter card P/N 154-012-476/001: TP-3, TP-5, TP-11, and TP-9.
These points are the output side of the filters. Each test point should
have a sine wave signal with an amplitude of roughly 0.5 volts peak-to-
peak. TP-7 should be approximately 0.33 volts peak-to-peak.

Revised 11/1/98 7-207 PDMM-0024

Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

(See table on page 7-209.)

NOTE: This signal will have a “staircase” signal imposed an the sine
wave due to the way the filters operate.
If there is no signal or a greatly reduced signal at these test points,
check the operation of the Frequency Selection circuits per page 7-199
and Maintenance Test O15 per page 8-122.
Turn OFF power, reinstall the Filter Card into the card rack, and put the
Processing Card on the extender card. Turn keyswitch ON.
Measure each of the following test points on the Processing Card with
respect to Vr (TP-1) using an oscilloscope: TP-24, TP-26, TP-29, and
TP-30. Each test point should have a sine wave signal with an amplitude
of roughly 2.3 volts peak-to-peak. TP-28 should be approximately 1.0
volt peak-to-peak. See table on next page.
Measure each of the following test points on the Processing Card with
respect to Vr (TP-1) using an oscilloscope: TP-19, TP-20, TP-22, and
TP-23. Each test point should have a D.C. voltage of roughly +/–1.0
volt. TP-21 should be approximately 0.50 volt peak-to-peak. See table
on next page.

Impact of Variations If the signals levels measured at the given test points are higher than
specified, then the sensor is able to sense the wire at lower signal levels
and it indicates higher levels of deviation. This is undesirable because
the amount of deviation (Heading Angle and/or Distance From Wire)
allowed before slowdown and shutdown is reduced.
If the signals levels measured at the given test points are lower than
specified, then the sensor is not sensing as much signal as it is supposed
to. This is undesirable because the truck may refuse to guide on a wire
that has severe dead-spots.
The signal levels measured here have a direct impact an the signal
levels seen on page 7-202 and page 7-209. (Wire Guidance Position
Signals).
The signal levels described are based on the sensor being at the correct
height. Increasing the sensor height greatly or lowering the sensor
decreases the signal levels.

PDMM-0024 7-208 Revised 11/1/98

 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

The table below shows that values read from a truck wire guidance
system set up for optimum tracking.

Filter Card Processing Card (P/N 838-004-343/002 or /005)

P/N TP-2
838-004- TP-3 TP-5 TP-6
TP-
400/001 TP-10 TP-7 TP-13 TP-12 TP-8
15
TP-26 TP-24 TP-19 TP-20
P/N TP-30 TP-29 TP-28 TP-22 TP-23 TP-21 TP-8 TP-5
TP-6
154-012- TP-4 TP-3 TP-5
TP- TP-8 TP-7
476/001 TP-10 TP-9 TP-11
12

Sensor 500 500 330 500 mV 500 mV 330 mV 2.35 V 2.35 V +1.0 V –1.0 V +1.0 V +0.50 V 0 0
Centered mV mV mV Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC mVDC
Pk - Pk Pk - Pk -
Pk Pk
Sensor 130 1.50 130 130 mV 1.50 V 130 mV 675 mV 7.5 V 375 mV –0.30 +3.3 +0.20 <100 +2.0
Right 4“ mV V mV Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm) Pk - Pk Pk - Pk -
(ref. F/F) Pk Pk

Sensor 1.50 V 130 130 1.50 V 130 mV 130 mV 7.5 V 675 mV 375 mV –3.3 +0.30 +0.20 <100 –2.0
Left 4” Pk - Pk mV mV Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm) Pk - Pk -
(ref. F/F) Pk Pk

Measured with an oscilloscope Measured with a VOM

Reference: TP4 (Obsolete Power Supply) Reference: TP3 (Obsolete Power Supply) P/N 838-004-288/
TP1 (New Power Supply) 001
TP2 (New power Supply) P/N 154-012-070/001

Wire Guidance Ensure the guide wire current is adjusted to the proper amount for the
Position Signals system under test (See page 7-221). Raise the carriage, disconnect the
(HA & DFW) wire guidance sensor from its mounting bracket, and set it on 1-1/2”
(3.8 cm) tall nonmetallic spacers over the guide wire. For example a 2”
x 4” piece of lumber is nominally 1.5” x 3.5”.

! WARNING
Do not work under the truck carriage unless it is supported
by jacks or chains.

Revised 11/1/98 7-209 PDMM-0024

Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Item Procedure
Distance From Connect a voltmeter to the Distance From Wire signal (TP-38) with
Wire Signal respect to Vr (TP-4), on the Solenoid Controller Card. Position the
Test sensor 1.0 inch to the right of the wire and as parallel to it as
possible. Measure the voltage at TP-38.
Reposition the sensor 1.0 inch to the left of the wire and as
parallel to it as possible. Measure the voltage at TP-38.
Add the two measured values together ignoring the polarity of the
voltages and then divide the result by 2. The resulting number
should be approximately 0.5 volts.
Heading Angle Connect a voltmeter to the Heading Angle signal (TP-37) with
Signal Test respect to Vr (TP-4) on the Solenoid Controller Card. Position the
sensor so that the load-end of the sensor is 1.0 inch to the right of
the wire and the tractor-end of the sensor is centered over the
wire. Measure the voltage at TP-37.
Reposition the sensor so that the load-end of the sensor is 1 inch
to the left of the wire and the tractor-end of the sensor is centered
over the wire. Measure the voltage at TP-37.
Add the two measured values together ignoring the polarity of the
voltages and then divide the result by 2. The resulting number
should be approximately 0.66 volts.
The adjustment of the LOAD GAIN pat can be double checked by
repeating the same test described above but repositioning the
load-end of the sensor instead. The resulting number should be
the same as before if the adjustments are done correctly.
Position Signal If either of the position signals are not the proper value, it could be
Level Variables due to any one of the following factors:
• The wire current is not adjusted properly.
• Line Driver has a distorted output (not a sine wave output).
• The sensor height is incorrect.
• Poor positioning of the sensor.
• The wrong preamp is installed in the sensor.
• The wire frequency is incorrect.
• The truck is set for the wrong frequency.
• The Filter Card is out of specification.
• The floor is absorbing some of the signal from the wire.
• One or more of the Wire Guidance Sensor analog signal
channels is damaged.

PDMM-0024 7-210
 Model 537 Swing-Reach® Truck Troubleshooting

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Because of the large number of variables involved, the actual

measurement of the position signals can vary greatly. If the signals vary
greater than 50%, it adversely affects the steering performance of the
truck.

Item Procedure
Position Signal See Figure 7-31 to check the polarity of the position signals. Note
Polarities that to check the polarity of the Heading Angle signal the truck
must be set for tractor-end first travel. This is indicated by the REV
indicator LED in the Digital Tester being off or by the voltage at TP-
11 on the Processing Card being HIGH (greater than 11 volts).
If the truck is set for load-end first travel, the polarity of the
Heading Angle is reversed.

POSITIVE HEADING ANGLE

POSITIVE
(TRACTOR-FIRST TRAVEL)
DISTANCE FROM WIRE
TRACTOR TRACTOR
END END

Truck Centerline

TRUCK
TL TR (TOP VIEW) TL TR

LL LR LL LR

LOAD LOAD
END END

GUIDE WIRE
GUIDE WIRE

Figure 7-31: Checking Position Signal Polarities

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Correct Signal, To verify proper orientation of hoses and wires, perform the following
Wiring, and Hose checks:
Orientations See Figure 7-32 for all hose routings and wire connections:

PW3-9
PW17-10 Proportional
PW17-5 Solenoid
PW3-12

Coil A P
b A Coil B - CCW
CW B
T
JP17-14 PW3-16
P B POTSUP
-1
Resevoir A Vs
TS15 -2 -9 -15

POTRET
CW +1
S -3 -15 -17
WIPER
Position Feedback WHEEL POS
Pot TP-3
Aux Pump CCW (+=CCW)
Hyd.
Steer
Motor
TP17
PW3-2
(+=CW)
TACH Vr
PW3-3
-2 -1

Tachometer Drive
Unit

Figure 7-32: Steering Hose and Wiring Interconnections

PDMM-0024 7-212
 Model 537 Swing-Reach® Truck Troubleshooting

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Noise Reduction The guide wire radiates a magnetic field which is sensed by the Wire
Techniques Guidance Sensor. There are many other sources of magnetic fields
including the truck's own traction system. These other magnetic fields
can disrupt wire guidance operation.
The degree of immunity to these external signals depends on which
guidance frequency is used. The 5.2 kHz frequency system at
300 ma/p/p which is the current Raymond standard is the most
resistant to external magnetic fields because it has the highest level of
signal being radiated from the wire. The 6.2 kHz frequency system at
225 ma/p/p is the next most resistant. The 5.2 kHz system at
100 ma/p/p is less resistant because it is lower frequency and because
the wire current is lower.
Noise that is induced into the Wire Guidance system from the traction
system would only be noticeable when the truck is accelerated, plugged,
or run at slow speeds.
To reduce the chances that the truck traction system will induce noise
into the steering system, follow the following guidelines:
• Never tie wrap signal cables to heavy battery or motor cables.
• Tie wrap high-current cables carrying the same electrical current
together as tightly as possible. Some examples of these cables
are: the battery leads, the drive motor armature cables, the
drive motor field cables, and the lift motor cables.
• If signal cables cross high-current cables, cross them at 90°
where possible.
• Separate signal cables from high-current cables whenever
possible.
• Eliminate any current leakage paths to the truck frame.
Cleaning of the electrical motors is an example of this.
• It is possible for other vehicles or equipment to radiate magnetic
fields that are much greater than the guide wire and are the
same frequency. Even if the frequency of the other magnetic
field is not the same as the guide wire frequency, the analog
signal channels may be blinded by excessively large signals. Tie
wrap together any high-current cables on the vehicle or
equipment, if possible, to prevent them from radiating a signal.

Auxiliary System The auxiliary pump and motor provides the power used to rotate the
Output Test drive unit. If the output is low, the drive unit rotates slowly, or the drive
unit is not able to rotate when the truck is standing still.

7-213 PDMM-0024
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Steering Pressure NOTE: Also see “Steering Pressure Relief Adjustment” on page 9-3.
Test
Check the steering pressure relief setting as follows:
1. Turn keyswitch OFF and disconnect the battery.
2. Remove the Solenoid Control Card from the wire guidance card
cage; mount it on an extender card (P/N 114-006-714). Install
back into card cage.
3. Jumper TP43 on the Solenoid Control Card to TP42 on the
Solenoid Control Card or the ground test point on the Electronic
Steering Card Cage Power Supply Card, TP4 on old Power Supply
or TP1 on new Power Supply. This temporarily bypasses the
watchdog circuits allowing the pressure to be adjusted without
getting a fault code.

4. Connect a 5000 PSI (34,470 kPa) hydraulic pressure gauge to the

steering pressure test port.
5. Prevent the drive unit from turning by placing a wooden block (4” x
6” x 24”) between the drive tire and the frame of the tractor.
6. Connect the battery and turn the keyswitch ON.
7. Turn the steering wheel until the drive unit presses against this
wooden block.

! CAUTION
Only force the auxiliary system into relief (against the block)
for very short periods of time or damage may result of
motor and other components. Read the pressure as quickly
as possible, step off the deadman pedals, and readjust the
relief valve while operating!!! If the auxiliary motor stalls,
stop the test immediately by stepping off the deadman
pedals. Failure to stop the test will ruin the auxiliary motor
and/or blow the auxiliary system fuse.

8. The steering pressure should be 1400 +/– 50 PSI (9,651 +/– 344
kPa). If the pressure is not correct, see “Steering Pressure Relief
Adjustment” on page 9-3.
9. Turn keyswitch OFF and disconnect battery.
10. Disconnect pressure test line, and remove temporary jumpers and
extender card. Replace SOL Control Card in the Card Cage.

PDMM-0024 7-214
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Idle Pressure Test With the keyswitch OFF, disconnect the coil connections to the Steer
Proportional Solenoids (Solenoids A & B.) Connect a 5000 PSI (34,470
kPa) hydraulic pressure gauge to the steering pressure test port. Turn
keyswitch ON. Start the auxiliary system. If the pressure gauge reads
more than 100 psi (689 kPa), then there is a restriction in the line.

Output Flow Test If the auxiliary system relief pressure is correct, the next step is to check
how much oil the pump outputs. With keyswitch OFF, remove the cap on
the hydraulic return line on the Proportional Solenoid manifold side.
Point this hose into a container that can hold more than one gallon.
With keyswitch ON, step on the Deadman Pedal for thirty seconds. The
pump should output approximately 1 gallon in 30 seconds.
If the pump output is not correct, the pump and/or motor may require
service. Before doing any work on either, ensure the return-line filter or
a hydraulic line is not being restricted.
NOTE: Turn OFF power, remove the jumper clips from TP42 and
TP43, remove the wood block, remove the jumpers that disable
the Watchdog circuits, reconnect the hydraulic lines, and
reinstall the Solenoid Controller Card into the card rack. Refill
the reservoir.

Overall System If the auxiliary system is operating properly, the drive unit should be
Test capable of rotating approximately 75° per second. This can be verified
by jacking the truck up so that the drive tire is off the ground, turning the
drive unit to a stop, cycling power OFF and on, and then stepping on
the Deadman Pedal. The drive unit should center itself within 1.3
seconds of stepping on the Deadman Pedal. See WARNING.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

Repeat the test with the drive tire on the ground and the truck standing
still. The drive unit should center itself within 1.5 seconds of stepping on
the Deadman.

7-215 PDMM-0024
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Drive Unit The Watchdog circuits require that the drive unit respond within a
Response Time certain amount of response time. The response time of the drive unit
can be measured by this procedure. A dual-trace oscilloscope or a
dual-channel chart recorder is necessary to perform this test.
With power turned OFF, install the Solenoid Controller Card on an
extender card. If a chart recorder is available, connect it to TP-26 with
respect to AGND (TP-1) for channel 1 and TP-16 with respect to Vr
(TP-4). If using a dual-trace oscilloscope, connect it to the same test
points but reference both signals to Vr (TP-4). Set channel 1 (TP- 26) to
approximately 10 volts full scale, and set channel 2 to approximately
5 volts full scale.
1. Turn the truck ON and steer the drive unit to one of the mechanical
stops.
2. Turn power OFF and then back on.
This setup procedure causes the drive unit to begin moving immediately
when the Deadman Pedal is depressed. Test point TP-26 is the
Deadman Pedal input. When this signal goes HIGH, it indicates that the
Deadman Pedal has been depressed. Test point TP-16 is the movement
of the drive unit as measured by the Position Feedback Pot. When this
signal is zero volts with respect to Vr, the drive unit is not moving. When
it is approximately +2.0 volts, the drive unit is moving clockwise at full
speed. When it is approximately –2.0 volts, the drive unit is moving
counterclockwise at full speed.
3. Trigger the scope on channel 1 or start the chart recorder and step
on the Deadman Pedal.
The drive unit normally starts to move at approximately 0.06 seconds
after the Deadman Pedal is depressed with a full battery. The signal at
TP-16 should move away from zero, either positive or negative, within
0.6 seconds of when the Deadman Pedal is depressed regardless of
battery condition.
4. Repeat the measurement with the drive unit initially at the opposite
stop.
The Watchdog circuits flag an error if the drive unit does not move
within 0.64 seconds after the Deadman Pedal is depressed.
If the drive unit does not respond within the given time period, perform
the following checks:
1. Check for excessive drive unit turning friction. See “Excessive Drive
Unit Turning Friction” on page 7-223.
2. Check the required steering effort. See “Required Steering Effort Test
(w/Wire Guidance)” on page 7-218.
3. Check the auxiliary hydraulic system output per page 7-213.

PDMM-0024 7-216
 Model 537 Swing-Reach® Truck Troubleshooting

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4. Replace the hydraulic system return-line filter.

5. Check Solenoids A and B per page 7-189.
6. Check DA6 per page 7-166.

7-217 PDMM-0024
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Required Steering The effort required by the steering system to rotate the drive unit can be
Effort Test (w/Wire indirectly measured on the Solenoid Controller Card. This is an
Guidance) indication of how well the auxiliary system is operating and also is an
indication of the mechanical condition of the drive unit and steering
components. Degraded steering performance results if too much effort
is required to rotate the drive unit.
To test the steering effort required, perform the following procedure:
1. Turn OFF power.
2. Put the Solenoid Controller Card on an extender card.
3. Connect a meter to TP-14 on the Solenoid Controller Card with
respect to Vr (TP-4 on the Solenoid Controller Card).
4. Turn power back on.
5. Drive the truck to a known good stretch of guide wire and lock the
truck onto the wire.
6. Drive the truck up and down the wire while observing the meter. Do
not plug or accelerate hard.

! WARNING
Be sure the vehicle’s path is clear!

The meter reading should typically stay below 0.5 volts if everything is
operating properly. Brief transitions above this level may be seen if the
sensor goes over an expansion joint or other irregularity in the guide
wire.
On the next page are two traces from a chart recorder. The first trace
shows a vehicle that requires excessive effort to position the drive unit.
The second trace is typical of a vehicle that is performing well.

PDMM-0024 7-218
 Model 537 Swing-Reach® Truck Troubleshooting

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Figure 7-33: Chart Recorder Trace Showing Excessive Steering Effort

Figure 7-34: Chart Recorder Trace Showing Proper Steering Effort

7-219 PDMM-0024
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Troubleshooting If the drive unit appears to require excessive effort to rotate, perform
Excessive Steering each of the following checks:
Effort • Check for excessive drive unit turning friction. See “Excessive
Drive Unit Turning Friction” on page 7-223.
• Check the Solenoid Controller PWM output circuits per
page 7-192.
• Check the Position Feedback Pot. See “Steering Component and
Circuit Tests” on page 7-187.
• Check the Tachometer. See “Tachometer & Input Circuit” on
page 7-190.
• Check the Hydraulic Motor. See “Hydraulic Motor” on
page 7-190.
• Check the Proportional Solenoid. See “Proportional Solenoids A
& B” on page 7-189.
• Check the auxiliary hydraulic system output. See “Auxiliary
System Output Test” on page 7-213.
• Check the drive unit response time. See “Drive Unit Response
Time” on page 7-216.

Cannot Adjust Pots It may occur during adjustment that one of the potentiometers bottoms
Correctly on out before the adjustment is complete. This may or may not be an
Solenoid Control indication of a bad PC card. This section provides some suggestions for
and Processing dealing with this situation based on which pot cannot be adjusted.
Cards
Potentiometer Procedure
LOAD GAIN The LOAD GAIN adjustment matches the gain of the load-end coil
(Processing pair to the gain of the tractor-end coil pair. To check for conditions
Card) which may cause problems, perform the following checks:
• Check that the sensor height is adjusted properly.
• Check the Wire Guidance Analog Signal Channels for
excessively low output in one pair of channels (either
load-end or tractor-end) per page 7-206.
Problems adjusting the LOAD GAIN pot may also be caused by
the TRACTOR OFFSET pot not being properly zeroed out during
the static adjustment procedure. See step 4. of “Truck Static
Adjustment W/O Alignment Track“ on page 7-131 or step 3. of
“Truck Static Adjustments WITH Alignment Track“ on page 7-132.
To check if the pot is operating properly, connect a meter to TP-12
on the Processing Card with respect to Vr (TP-1 on Processing
Card). Position the sensor over a guide wire so that load-end coil
pair is approximately an inch offset to the left of the wire. Adjust
the LOAD GAIN pot fully clockwise and then fully counterclockwise
and the voltage at TP-12 should vary roughly half a volt as the pot
is adjusted. Any change in amplitude of this signal indicates that
the pot is changing in the gain of the circuit.

PDMM-0024 7-220
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Potentiometer Procedure
TRACTOR The TRACTOR OFFSET pot electrically shifts the position of the
OFFSET tractor-end coil pair side-to-side relative to the load-end coil pair
(Processing and is the equivalent of rotating the sensor relative to the truck
Card) frame.
To check for conditions which may cause problems, perform the
following checks:
• Check that the sensor is parallel and not at some angle
to the wire.
• Check the Wire Guidance Analog Signal Channels for
low output in one channel per page 7-206.
To check if the pot is operating properly, disconnect the Wire
Guidance sensor from the Filter Card. Connect a meter to TP-17
on the Processing Card with respect to Vr (TP-1 on Processing
Card). Adjust the TRACTOR OFFSET pot (VR5) fully clockwise and
TP-17 should read approximately +0.16 volts. Adjust the
TRACTOR OFFSET pot (VR5) fully counterclockwise and TP-17
should read approximately –0.16 volts. Reconnect the sensor.
Return VR5 to the center position using TP2.
WHEEL The WHEEL TRIM pot adjusts the position of the sensor relative to
POSITION the wire. To check for conditions which may cause problems,
(Solenoid perform the following checks:
Control Card)
• Readjust it per page 7-133.
• Check the adjustment of the Position Feedback Pot per
page 7-123.
• Check to see if the sensor is centered between the
baselegs.
To check if the pot is operating properly, connect a meter to TP-5
on the Solenoid Controller Card with respect to Vr (TP-4 on the
Solenoid Controller Card). Adjust the WHEEL POSITION pot (VR1)
fully clockwise and TP-5 should read –6 volts. Adjust the WHEEL
POSITION pot fully counterclockwise and TP-5 should read +6
volts.

Line Driver The floor current supplied by the line driver should be routinely checked
Adjustment (at least every 3 months) for correct frequency and signal amplitude.
Procedure The actual adjustment depends on the frequency and current level
option selected during installation. The accuracy of the current
adjustment should be within +/–5%, regardless of the option chosen.

7-221 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

The frequency should be within +/–5 Hz. The following table shows the
acceptable current levels for most popular options.

PDMM-0024 7-222
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

5.2 kHz 6.25 kHz 5.2kHz

Frequency Range 5195 - 5205 Hz 6245 - 6255 Hz 5195 - 5205 Hz
Current Range +/– 5% 33.6 - 37.1 ma RMS - 77.5 - 83.4 ma RMS - 99.0 - 110.0 ma RMS -
measured using a digital measured using a digital measured using a digital
ammeter* in series with wire ammeter in series with wire ammeter in series with wire
0.40 - 0.44 VAC @ TP-5 0.91 - 1.0 VAC @ TP-5 2.95 - 3.05 VAC @ TP1
WRT TP4 on Line Driver WRT TP-4 on Line Driver WRT TP2 on Line Driver
Amp Amp Amp

NOTE: *Digital voltmeter must be capable of measuring true RMS

voltages with 1% or greater accuracy.
Two conditions can affect the quality of the signal in the floor.
• The components in the Line Driver either fail or degrade with
time (aging).
• The wire in the floor could develop leakage paths (ground
loops, broken strands, or shorts) that can reduce the signal level
in portions of the floor loop.
Either of these conditions can develop over time and must be checked
periodically. Any reduction in signal quality reduces the vehicle's ability
to follow the wire.
Correct any problems with the Line Driver or floor wiring FIRST and then
check the vehicles.
For more information on the Line Driver, see publication SS-51.

Excessive Drive To determine if excessive effort is required to steer the drive unit, use the
Unit Turning following procedure.
Friction 1. Disconnect battery.
2. Jack drive tire off floor approximately 1/2” (13 mm). See
WARNING.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks. See “Jacking Safety” on page 2-4.

3. Disconnect steer pinion shaft from bulkhead and disengage pinion

gear from drive unit steering gear.

7-223 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

4. Rotate entire drive unit from stop-to-stop by hand. It should move

easily without excessive friction or binding. If a binding or
roughness exists, the drive unit rotate bearing probably requires
service.
5. Reassemble steer pinion shaft.
The table below shows the values read from a truck wire guidance
system set up for optimum tracking.

Filter Card Processing Card

TP-3 TP-2 TP-5 TP-6 TP-26 TP-24 TP-19 TP-20
TP-10 TP-15 TP-7 TP-13 TP-12 TP-8 TP-30 TP-29 TP-28 TP-22 TP-23 TP-21 TP-8 TP-5

Sensor 500 mV 500 mV 330 mV 500 mV 500 mV 330 mV 2.35 V 2.35 V +1.0 V –1.0 V +1.0 V +0.50 V 0 0
Centered Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk mVDC mVDC

Sensor 130 mV 1.50 V 130 mV 130 mV 1.50 V 130 mV 675 mV 7.5 V 375 mV –0.30 +3.3 +0.20 <100 +2.0
Right 4° Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm)
(ref. F/F)
Sensor 1.50 V 130 mV 130 mV 1.50 V 130 mV 130 mV 7.5 V 675 mV 375 mV –3.3 +3.2 +0.20 <100 –2.0
Left 4° Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm)
(ref. F/F)

Measured with an oscilloscope Measured with a VOM

Reference: TP4 (Obsolete Power Supply) Reference: TP3 (Obsolete Power Supply) P/N 828-004-288/001
TP1 (New Power Supply) TP2 (New power Supply) P/N 154-012-070/001

Optimizing Wire This section details how to reduce the amount of offset used in the
Guidance adjustment of a Raymond® Wire Guidance system. This procedure
Performance applies to any Raymond Wire Performance Guidance system using a
four-coil sensor.
This procedure only needs to be done if unable to achieve satisfactory
results in step 3. of Dynamic Adjustments, page 7-133, if the truck
guides properly only in some aisles, or, possibly, if frequent adjustments
are necessary. If the adjustment pots still produce unsatisfactory results,
see “Cannot Adjust Pots Correctly on Solenoid Control and Processing
Cards” on page 7-220.

PDMM-0024 7-224
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Reasons for The OFFSET pot adjustment is provided as a convenient method for
Optimizing a Wire matching the sensor electrical center line with the truck steering center
Guidance System line. It is intended only to be a fine-tune adjustment because using an
excessive amount of offset causes the following problems:
• If the floor signals vary, the truck can be adjusted only for certain
points on the floor or only for certain aisles.
• If the guide wire current changes, the truck is out of adjustment.
These problems occur because this adjustment is a balancing act
between two things: a constant that you input with the offset pot, and
the signals received from the floor. If the floor signals vary, the
balancing act is upset and the system goes out of adjustment.
It is important to note the following points:
• You cannot see the sensor's electrical center line.
• The sensor's electrical center line is probably not the same as the
sensor's physical center line due to component tolerances.
• You cannot see the truck's steering center line.
• The truck's steering center line is probably not the same as the
truck's physical center line due to manufacturing tolerances.
• The only way to tell if the sensor's electrical center line matches
the truck's physical center line is to watch the truck guide up and
down the wire. If the truck tracks at the same point laterally
(side-to-side) to the wire in each direction of travel, the center
lines match. (NOTE: This does not necessarily mean centered
over the wire.)
• Floor signals tend to vary quite a bit between aisles or even in
any given aisle.
• Optimum tracking is achieved when zero electrical offset is
used.
• The offset adjustment is roughly equivalent to rotating the
sensor's electrical center line.

Revised 11/1/98 7-225 PDMM-0024

Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

PDMM-0024 7-226
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Filter Card Processing Card (P/N 838-004-343/002 or /005)

P/N
838-004- TP-3 TP-2 TP-5 TP-6
TP-10 TP-15 TP-7 TP-13 TP-12 TP-8
400/001
TP-26 TP-24 TP-19 TP-20
P/N TP-30 TP-29 TP-28 TP-22 TP-23 TP-21 TP-8 TP-5
154-012- TP-4 TP-6 TP-3 TP-5
TP-8 TP-7
TP-10 TP-12 TP-9 TP-11
476/001
Sensor 500 mV 500 mV 330 mV 500 mV 500 mV 330 mV 2.35 V 2.35 V +1.0 V –1.0 V +1.0 V +0.50 V 0 0
Centered Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC mVDC

Sensor 130 mV 1.50 V 130 mV 130 mV 1.50 V 130 mV 675 mV 7.5 V 375 mV –0.30 +3.3 +0.20 <100 +2.0
Right 4“ Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm)
(ref. F/F)
Sensor 1.50 V 130 mV 130 mV 1.50 V 130 mV 130 mV 7.5 V 675 mV 375 mV –3.3 +0.30 +0.20 <100 –2.0
Left 4” Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk Pk - Pk VDC VDC VDC mVDC VDC
(10.2 cm)
(ref. F/F)

Measured with an oscilloscope Measured with a VOM

Reference: TP4 (Obsolete Power Supply) Reference: TP3 (Obsolete Power Supply) P/N 838-004-288/001
TP1 (New Power Supply) TP2 (New power Supply) P/N 154-012-070/001

Determine How This procedure only helps if a large amount of offset is being used by a
Much OFFSET is vehicle. To determine if this is the case, complete the following steps:
Being Used See figure next page.
1. Do a complete static and dynamic adjustment of the vehicle.
2. Measure the voltage at the wiper of the TRACTOR OFFSET pot (TP-
2) with respect to Vr:
• TRACTOR OFFSET is VR5 on Processing Card and...
• Vr is TP-1 or TP-13 on Processing Card.
3. If the Offset voltage is greater than +1.5 volts or less than –1.5
volts, then this procedure can help improve the performance of the
Wire Guidance system. Ideally this voltage would be zero.
If the tractor offset pot cannot be adjusted correctly, see “TRACTOR
OFFSET (Processing Card)” on page 7-221.

Electrical OFFSET This procedure physically positions the sensor so that the center line of
Reduction the sensor and truck match. This is done by adjustment of the sensor in
Procedure its mounting bracket as shown below.

Procedure 1. Put truck on wire, accelerate to at least half speed, and coast
(setting the coast to “Long” in Config mode is required) to a stop.
Do not reverse direction. This aligns the truck steering center line
with the wire.

7-227 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Wire Guidance Troubleshooting

Power Supply Power Supply Processing Card

154-012-070/001 828-004-288/001 (Wire Guidance Only)
TP1GRD
TP2Vr
TP3Vs TP4GRD
TP4Vd TP3 Vr JPW5
this TP2 Vs JPW2 JPA6 Logic Card
TP1Vd
Power Supply LED
Solenoid Controller
VR5 JPW3 JPW6 Card
JPW4
Filter Card VR3
JPW1 Interface Card
(Wire Guidance Only)
FU1,FU2

Motherboard
Power Supply

Figure 7-35: Card Cage Circuit Card Arrangement

2. Measure the voltage at TP-2 on Processing Card with respect to TP-

1 or TP-13 on Processing Card for the OFFSET pot (VR5) wiper.
Adjust the offset pot until this voltage is zero volts, or turn VR5
adjustment to one end of the pot. VR5 is a 16 turn pot. Rotate the
adj back eight turns from the end. This should put the pot wiper in
the center of its range.
3. Measure Heading Angle TP-8 on Processing Card with respect to
TP-1 or TP-13 (Vr) on the Processing Card.
4. S/N 875 and Up - Loosen bolts holding sensor bracket to the
vehicle's frame.
S/N 874 and Below - Loosen bolts holding sensor to its mounting
bracket.
5. Pivot the sensor assembly until Heading Angle indicates zero.
Ensure sensor remains level. See page 7-131 paragraph for height
specifications.
6. S/N 875 and Up - Use shims (P/N 824-000-465/002) to maintain
the position of the sensor bracket.
7. S/N 875 and Up - Tighten sensor bracket mounting bolts.
S/N 874 and Below - Tighten sensor mounting bolts.
8. Perform dynamic adjustment procedure.

Card Handling Section 2 at the beginning of this manual for “Proper Handling of
Precautions Static Sensitive Devices“ on page 2-6.

PDMM-0024 7-228
 Model 537 Swing-Reach® Truck Troubleshooting

Wire Guidance Troubleshooting

Figure 7-36: Adjusting Guidance Sensor

7-229 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

Fork Control Problems

Fork Control During fork rotation, both SOL35A and SOL35B are energized. The
Problems difference in the duty cycle between SOL35A and SOL35B determines
the position of the spool within the valve assembly.

Rotate Direction Symptom SOL35A SOL35B Checks

Clockwise Forks rotate at a fast rate Open Closed 1. Check SOL35A.
clockwise regardless of the 2. Replace coil driver at JC1 in the Carriage
control position. Manager.
This indicates that SOL35A 3. Check wiring between JC10-7/JC10-8 to
is not functioning properly. SOL35A.
4. Replace the Carriage Manager VFC.
5. Replace the Carriage Manager
Distribution Board.
6. The hydraulic portion of the solenoid 35A
assembly may be bad.
7. Run complete Learn per page 7-23.
Counterclockwise Forks rotate at a fast rate Closed Open 1. Check SOL35B.
counterclockwise regardless 2. Replace coil driver at JC2 in the Carriage
of the control position. This Manager.
indicates that SOL35B is not 3. Check wiring between JC10-5/JC10-6 to
functioning properly. SOL35B.
4. Replace the Carriage Manager VFC.
5. Replace the Carriage Manager
Distribution Board.
6. The hydraulic portion of the solenoid 35B
assembly may be bad.
Either Rotates normally, decels, – – The fork carriage is going beyond the
then near end of rotation learned end point. Run complete Learn per
moves rapidly. page 7-23.

JC3 Traverse JC4 Traverse

Right (SOL34A) Right (SOL34B)

Figure 7-37: Coil Drivers on Carriage Manager

PDMM-0024 7-230
 Model 537 Swing-Reach® Truck Troubleshooting

Traverse Problems

Traverse During traverse, both SOL34A and SOL34B are energized. The
Problems difference in the duty cycle between SOL34A and SOL34B determines
the position of the spool within the valve assembly.
See Figure 7-37 on page 7-230 for the location of the coil drivers.

Traverse
Symptom SOL34A SOL34B Checks
Direction
Right Mini mast traverses right at a Open Closed 1. Check SOL34A.
fast rate regardless of the 2. Replace coil driver at JC3 in the Carriage
control position. Manager.
This indicates that SOL34A is 3. Check wiring between JC10-3/JC10-4 to
not functioning properly. SOL34A.
4. Replace the Carriage Manager VFC.
5. Replace the Carriage Manager Distribution
Board.
6. The hydraulic portion of the solenoid 34A
assembly may be bad.
7. Run complete Learn per page 7-23.
Mini mast traverses left at a Closed Open 1. Check SOL34B.
fast rate regardless of the 2. Replace coil driver at JC4 in the Carriage
control position. Manager.
This indicates that SOL34B is 3. Check wiring between JC10-1/JC10-2 to
not functioning properly. SOL35B.
4. Replace the Carriage Manager VFC.
5. Replace the Carriage Manager Distribution
Board.
6. The hydraulic portion of the solenoid 34B
assembly may be bad.
7. Run complete Learn per page 7-23.

7-231 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

POD Temperature Not Controlled Properly

POD On cold storage trucks, the POD has a heater and thermostat mounted
Temperature on the display’s backside. The purpose of the heater is to maintain a
Not Controlled specific temperature so that the LCD (Liquid Crystal Display) can
function.
Properly

Theory of The heater controller (mounted on the inside of the POD door) pulses
Operation battery voltage to the heater element (mounted between the POD
display and POD housing) approximately every 2 seconds for a period
of 10 milliseconds.
When the ambient temperature is lower then the set point temperature
(the temperature the heater tries to maintain), the controller will apply
continuous power to the heater until the set point temperature is
reached. When the set point temperature is reached, the controller will
return to pulse mode.
Turning the controller pot CCW lowers the activation temperature
(maintains lower heat temperature). The heater should be adjusted to
maintain a heater temperature of approximately 60° F (16° C).

Diagnostic Malfunctions will be either no heating or overheating. Tools required for

Malfunctions diagnostics are:
• Oscilloscope or analog volt meter
• Set the oscilloscope time scale to 1msec/div and volts scale to
10 V/div, Auto trigger level.
• Set the analog meter to 50 or 100 volt scale
• Accurate thermometer

Procedure To accurately set the POD heater, two steps are required. First, adjust
the controller pot to the ambient temperature setting (ambient set point).
Second, set the final set point per the “Final Set Point Chart” on page 7-
220. This procedure is used if you suspect a problem or a new heater is
installed.

Ambient Set Point 1. Disconnect the battery from the truck.

2. Allow the temperature of the POD assembly to stabilize at the
ambient temperature (POD display and heater OFF for a minimum
of 45 minutes in a non-drafty area).
3. Hook up the oscilloscope or meter to the controller leads.
(+) to orange controller wire or TS2-2
(-) to blank controller wire or TS2-3
4. Turn the controller pot CCW approximately 25 turns, or until it
clicks, to insure it is adjusted to the minimum turn-on setting.
5. Connect the truck battery and turn ON the keyswitch.

PDMM-0024 7-232
 Model 537 Swing-Reach® Truck Troubleshooting

POD Temperature Not Controlled Properly

6. Slowly turn the pot CW while observing the short pulses. Pulses
should be from battery voltage to approximately 40 volts.
NOTE: If the controller is not pulsing and the ambient temperature is
above -20 degrees F (-29 degrees C), replace the controller.
7. When the pulsing stops (the scope or meter should read
approximately 40 volts), quickly turn the pot CCW 1/8 turn. This
should return the controller to the pulse mode. This is referred to as
the “Ambient Set Point”.
NOTE: If the 1/8 turn (CCW) in step 7 did not return the controller to
pulse mode, the heater is not properly adjusted to the Ambient
Set Point. Repeat step 7. Before another attempt can be made at
this adjustment, the heater element must be allowed to cool to
ambient temperature.
8. After step 7 is completed, determine the ambient temperature using
the thermometer. Use the “Final Set Point Chart” on the next page
to determine the Final Set Point for the controller pot. The chart
assumes a known ambient temperature and a properly adjusted
Ambient Set Point.
9. Verify the Final Set Point setting by monitoring the output of the
heater controller during the first 4 seconds of operation. Before
verification can start, the external temperature of the POD assembly
must be allowed to reach the ambient temperature +/- 5 degrees F
(3 degrees C). If the ambient temperature is above 65 Degrees F
(18 degrees C), the controller should be pulsing. If the temperature
is below 55 degrees F (13 degrees C), the controller should be ON
continuously until it has reached the Final Set Point temperature set
in step 8. This verification is intended only as a rough check.
NOTE: This test cannot be performed in all cases. It is difficult to
determine “pulse - no pulse” when the ambient temperature is
between 55 degrees F (13 degrees C) and 65 degrees F (18
degrees C). Therefore, this verification should not be performed
if the ambient temperature and POD housing are both between
55 and 65 degrees F (13 and 18 degrees C).

7-233 PDMM-0024
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Blank

This page intentionally left blank

PDMM-0024 7-234
 Model 537 Swing-Reach® Truck Troubleshooting

POD Temperature Not Controlled Properly

Final Set Point Chart

Ambient Temp No. of Turns Direction
–20° F (–29° C) 14-3/8 CW
–15° F (–26° C) 11-1/4 CW
–10° F (–23° C) 10-1/4 CW
–5° F (–20° C) 9-1/2 CW
0° F (–18° C) 8-1/2 CW
5° F (–15° C) 7-1/2 CW
10 ° F (–12° C) 6-5/8 CW
15° F (–9° C) 6 CW
20° F (–7° C) 5-1/8 CW
25° F (–4° C) 4-3/4 CW
30° F (–1° C) 3-5/8 CW
35° F (2° C) 3 CW
40° F (4° C) 2-1/2 CW
45° F (7° C) 2 CW
50° F (10° C) 1-1/2 CW
55° F (13° C) 1 CW
60° F (16° C) 1/4 CW
65° F (18° C) 0 NONE
70° F (21° C) 3/8 CCW
75° F (24° C) 7/8 CCW
80° F (27° C) 1-3/8 CCW
85° F (29° C) 1-7/8 CCW
90° F (32° C) 2-1/4 CCW
95° F (35° C) 2-5/8 CCW
100° F (38° C) 3-5/16 CCW
105° F (40° C) 3-3/4 CCW
110° F (43° C) 4-1/4 CCW

7-235 PDMM-0024
Troubleshooting Model 537 Swing-Reach® Truck

POD Temperature Not Controlled Properly

.

Figure 7-38: Schematic Heater Option

PDMM-0024 7-236
 Model 537 Swing-Reach® Truck Testing

8 Testing

Table of Contents

Subject Page

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
General Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Grounds - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Analog Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Test A00 - Steering Position Pot (VR8) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Test A01 - Armature Current Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Test A02 - Power Panel Temperature Sensor (HT) Voltage . . . . . . . . . . . . . . . . . . . 8-8
Test A03 - Travel Control Pot (VR1) Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Test A04 - Lift/Lower Control Pot (VR2) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Test A05 - Traverse Control Pot (VR4) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Test A06 - Rotate Control Pot Voltage (VR3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Test A07 - PC Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Test A08 - P Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Test A09 - X Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Test A10 - Armature Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
Test A11 - Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Test A13 - Diagnostic Pendant Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
Test A14 - Field Current Sense Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Test A15 - Drive Motor Temperature Sensor (DT) Voltage. . . . . . . . . . . . . . . . . . . . 8-32
Test A16 - Main Lift Pressure Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Test A17 - Mini Lift Pressure Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Test A20 - Traverse Position Pot (VR5) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Test A21 - Rotate Position Pot (VR6) Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
Input Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Test I00 - Lower Reference Switch (S11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Test I01 - Upper Reference Switch (S10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Test I02 - Travel Deadman Switch (S2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Test I03 - E-Stop Button (S21) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Test I05 - Drive Encoder Count . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Test I06 - Armature Current Limit Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-51
Test I07 - Power Panel Temperature Limit Signal . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
Test I10 - Flow Sensor Count . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-55
Test I11- Auto/Manual Switch Position (S4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-57
Test I12 - Field Current Limit Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-58
Test I13 - Horn Button (S3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-60
Test I14 - Side Gate Switches (S60 and S61). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-62

8-1 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Table of Contents

Subject Page

Test I15 - Lift Inhibit Switch (S24) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-64

Test I16 - Load Handler Deadman Switch (S9) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-65
Test I17 - Lift/Lower Inhibit Bypass Switch (S7) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-66
Test I18 - Lift Select Button (S6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-68
Test I19 - Mini Lift Reference Proximity Switch (PROX1) . . . . . . . . . . . . . . . . . . . . . 8-69
Test I20 - Undefined Function Switch (S5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-71
Test I21 - Steering Encoder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-73
Test I22 - Reach Position Reference Proximity Switch (PROX2). . . . . . . . . . . . . . . . . 8-75
Test I23 - End-of-Aisle Rail Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-77
Test I24 - Second Deadman Switch (S25) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-79
Test I25 - Plugging Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-81
Output Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-83
Test O00 - Toggle the PC Contactor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-83
Test O01 - Toggle the X Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-86
Test O02 - Toggle the P Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-89
Test O03 - Toggle the 1S Contactor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-92
Test O04 - HCM Forward Enable Test (Forks First). . . . . . . . . . . . . . . . . . . . . . . . . 8-95
Test O05 - HCM Reverse Enable Test (Tractor First) . . . . . . . . . . . . . . . . . . . . . . . . 8-97
Test O06 - Toggle Main Mast Load Holding Solenoid (SOL5) . . . . . . . . . . . . . . . . 8-99
Test O07 - Toggle Horn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-102
Test O08 - Toggle Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-106
Test O09 - Sequence Steering Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-109
Test O10 - Audible Alarm Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-110
Test O11 - Chopper Control Module Enable Signal . . . . . . . . . . . . . . . . . . . . . . . 8-111
Test O12 - Proportional Lift/Lower Solenoid (SOL4) PWM Ramp . . . . . . . . . . . . . . 8-113
Test O13 - Chopper Control Module PWM Test . . . . . . . . . . . . . . . . . . . . . . . . . . 8-116
Test O14 - MS Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-119
Test O15 - FSEL1/FSEL2 Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-122
Test O16 - REV Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-126
Test O17 - Locked-On Wire Signal LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-129
Test O18 - Electronic Steering Deadman Signal . . . . . . . . . . . . . . . . . . . . . . . . . . 8-131
Test O19 - AUXSEN Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-135
Test O20 - HCM PWM Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-139
Test O21 - Toggle Mini Mast Load Holding Solenoid (SOL6) . . . . . . . . . . . . . . . . . 8-142
Test O22 - Toggle Load Handler Select Solenoid (SOL 3) . . . . . . . . . . . . . . . . . . . 8-145
Test O23 - Toggle Main Mast Lift Select Solenoid (SOL1). . . . . . . . . . . . . . . . . . . . 8-148
Test O24 - Toggle Mini Mast Lift Select Solenoid (SOL2) . . . . . . . . . . . . . . . . . . . . 8-151
Test O25 - Toggle Load Handler Traverse Proportional Solenoid “B” (SOL34B)8-
154
Test O26 - Toggle Load Handler Traverse Proportional Solenoid “A” (SOL34A)8-157

PDMM-0024 8-2
 Model 537 Swing-Reach® Truck Testing

Table of Contents

Subject Page

Test O27 - Toggle Fork Control Proportional Solenoid “B” (SOL35B) . . . . . . . . . . . 8-160
Test O28 - Toggle Fork Control Proportional Solenoid “A” (SOL35A) . . . . . . . . . . . 8-163
Test O29 - Toggle Reach Select Solenoid (SOL36). . . . . . . . . . . . . . . . . . . . . . . . . 8-166
Test O30 - Steer Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-169
Test O31 - Travel Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-171
Traction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-174
Power Transistor (Q1) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-174
Chopper Control Module Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-175
TM1/TM2 Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-175
HCM Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-176
Testing Other Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-178
REC1 Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-179
Vehicle Manager and Carriage Manager Power Supply Test . . . . . . . . . . . . . . . . . 8-180
Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-181
Motor Overheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-181
Motor Stud Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-182
Open Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-182
Short Circuit Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-183
Armature Shorts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-184
Motor Grounds Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-184

8-3 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Introduction

Introduction This section contains testing for systems, circuits, and components. The
truck must be in Maintenance Mode for many of the tests in this section.
See “Using Maintenance Mode” on page 7-32. Also reference Figure B-
24 on page B-43 thru Figure B-32 on page B-51.

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

Procedure 1. Disconnect battery connector.

2. Connect one ohmmeter lead of a Simpson Model 260 (or
equivalent) to the truck frame making sure of good contact with
bare metal. Use R x 10,000 scale.
3. Connect the other ohmmeter lead to each of the following points
individually:
• FU7-1
• TP7
• TP4
4. A reading of less than 1,000,000 ohms between any of the
connections indicates that a ground exists.
5. Inspect circuit carefully to find the cause of the ground.

PDMM-0024 8-4
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Analog Tests
Test A00 - Steering This test displays the voltage which the Vehicle Manager senses from the
Position Pot (VR8) steering position pot (VR8). A successful test proves that the vehicle
Voltage manager is reading the correct voltage from the steering position pot
via the solenoid controller card, the logic card, and the interface card.

Run Test For more information on how to use maintenance mode, see
“Maintenance Mode” on page 7-23.
1. Manually depress the ENTER and UP buttons on the SOD, at the
same time, to start the test.
2. The SOD will display the voltage which the vehicle manager reads
from the steer position pot. To vary the voltage, depress the
Deadman Pedal and turn the steering control.
3. The test is a success if the voltage displayed is within these limits:

Steer Position Pot Voltage Displayed

Full Left 2.0 - 4.0
Center 5.5 - 6.5
Full right 7.0 - 10.0

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.
4. Depress the ENTER button to stop the test.

Diagnosis and Repair 1. For testing VR8, see “Pot (VR8) Electrical Resistance Test” on page 7-
187 and “Position Feedback Pot Assembly Maintenance“ on page
9-7.
For setting and adjustment of VR8, See “Setting Position Feedback
Potentiometer VR8“ on page 7-123.
2. For checking Electronic Steering Solenoid Controller Card, see
“Steering Component and Circuit Tests” on page 7-187.
3. Check the wiring harness from the Vehicle Manager (JPS14-2) to
JP17-7 and from JP17-7 to the Solenoid Controller Card (JPW3-19)
for continuity and other defects per page 7-10.
4. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the text.
5. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

8-5 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A01 - This test displays the voltage which is read from the current sensor
Armature Current “donut” on the CCM.
Sense Voltage The current sensor continually monitors the current flowing through the
drive motor. The Vehicle Manager constantly monitors this current, and
adjusts its performance accordingly.
The current sensor is dynamically tested for proper operation by SelfTest
every time the key is turned on. While monitoring the current sensor, the
Vehicle Manager sends a brief pulse of current through the Power
Transistor (Q1).
The CCM will automatically limit the maximum current through the
Power Transistor. Whenever the CCM is in current limit, the green LED
will be on. It is normal for the CCM to go into current limit, particularly
when accelerating. The CCM’s current limit threshold is preset at the
factory and is not adjustable.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD will show the voltage which the Vehicle Manager reads
from the current sensor.

System Condition Voltage Displayed

All cables connected 5.5 - 6.5
JPT2 disconnected 0.0 - 0.5

If the readings fluctuate by more than 0.02 volts, then the test is a
failure. See the following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. Turn truck power OFF and check the cable between the CCM (JPT2)
and the Vehicle Manager (JPS1) for continuity and wire to wire
shorts. See “Wiring - General“ on page 7-10 for wiring
troubleshooting information.
2. Disconnect JPS1 from Vehicle Manager. Turn truck ON and check
for +12V at JS1-9 and with respect to JS1-8.

PDMM-0024 8-6 Revised 11/1/98

 Model 537 Swing-Reach® Truck Testing

Analog Tests

3. Turn truck power OFF. Remove the molded plastic housing around
the JS1 cable end. Use caution during removal due to loose pieces
inside the housing.
4. Plug PS1 back into Vehicle Manager (JS1). Turn truck power ON, re-
enter Maintenance Mode and rerun the test. While measuring
voltage at JPS1-2 (+lead) with respect to JPS1-8 (–lead) the voltage
should be the same as on above table.
5. If the voltmeter and SOD read the same incorrect value, then
replace the CCM and rerun the test.
NOTE: If the CCM is found to be bad, run tests O11, O13 and check
Q1 per “Power Transistor (Q1) Test“ on page 8-174.
6. If voltmeter reads correct value but SOD displays incorrect value,
replace the Vehicle Manager VFC. Run Learn mode and rerun the
test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

Revised 11/1/98 8-7 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A02 - Power This test displays the voltage that the vehicle manager is reading from
Panel Temperature the power panel temperature sensor (HT) located on the Power
Sensor (HT) Transistor’s heat sink. A successful test proves that the Vehicle Manager
Voltage is reading the correct voltage from the power panel temperature sensor
(HT) via the CCM.
While operating, the vehicle manager continually monitors the
temperature of the heat sink. If the temperature gets too high, the
maximum speed limit will be reduced until the heat sink cools down.
Hint: In order to see a range of voltage (temperature) values, heat the
truck up by driving it hard for 30 minutes, and then run this test. The
heat sink cools down quite rapidly, and a significant change will be seen
within 5 minutes.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD will display the voltage which the Vehicle Manager reads
from the Power Panel temperature sensor (HT).
2. The test is a success if the voltage displayed is within these limits:

Power Panel Temperature Voltage Displayed

Room temperature 3.5 - 3.9
Normal operation 4.0 - 5.4
Hot (Speed Limited) 5.5 - 5.8
Overheated (or
5.9 - 10.8
JPF15 disconnected)

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Do not use a heat gun, lighter, or other source of strong
heat for this test, as this may damage the sensor.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The Power Panel temperature sensor (HT) or its associated wiring

may be bad. Check the sensor and wiring as follows:

PDMM-0024 8-8
 Model 537 Swing-Reach® Truck Testing

Analog Tests

a. Turn truck power OFF. Disconnect JT1 from the CCM.

b. Using an ohmmeter, measure the resistance between the leads
from JT1-7 to JT1-10 (polarity does not matter). Representative
resistance values are:

Motor Temperature Sensor Resistance

o
32 F 855 ohms

68oF 2000 ohms

212oF 2651 ohms

If the measured resistance does not track these values,

troubleshoot the Power Panel temperature sensor (HT) wiring per
page 7-10. (NOTE: The PPDA should have continuity from PF15-
1 to PF12-2, and from PF15-2 to PF12-1.) If the wiring tests
good, replace the power panel temperature sensor.
c. Verify that the temperature sensor is isolated from the truck by
checking the resistance from one lead of the sensor to the
outside case of the sensor. If resistance is less than 1 megaohm,
replace the temperature sensor and rerun the test.
2. The cable between the CCM and the Vehicle Manager may be bad.
Check the cable for continuity and for wire to wire shorts (per page
7-10) from JT2-6 to JS1-6, and from JT2-8 to JS1-8, and from JT2-
9 to JS1-9.
3. The CCM may be bad. Check the output of the CCM as follows:
a. Ensure truck power is OFF. Disconnect JPS1 from the Vehicle
Manager (JS1) and remove the molded plastic housing around
the PS1 cable end. Use caution during removal due to loose
pieces inside the housing.
b. Plug PS1 back into the Vehicle Manager (JS1) (also ensure JPT2
is connected at the CCM). Turn the truck ON , re-enter
Maintenance Mode and rerun the test while measuring the
voltage at JPS1-6 (+lead) with respect to JPS1-8 (–lead). The
voltage should be the same as in the table on page 8-8, step 2.
c. If the voltmeter and SOD read the same incorrect value, then
replace the CCM and rerun the test.
NOTE: If the CCM is found to be bad, run tests O11 and O13, then
check Q1 (per page 8-174). If Q1 is bad, replace both the CCM
and Q1.

8-9 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

d. If the voltmeter reads the correct value but the SOD displays an
incorrect value, replace the Vehicle Manager VFC. Run Learn
mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
e. The Vehicle Manager may be bad. Replace the Vehicle Manager
Distribution Board and rerun the test.

PDMM-0024 8-10
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A03 - Travel This test displays the voltage that the Carriage Manager VFC reads
Control Pot (VR1) from the travel control pot (VR1). A successful test proves that the
Voltage Carriage Manager is reading the correct voltage from the travel control
pot.
Learn mode should be run whenever the VR1 is replaced,
repaired or adjusted.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Move the travel control to vary the displayed voltage.
2. The SOD will show the voltage which the Carriage Manager reads
from the travel pot (VR1).
3. The test is a success if the voltage displayed is within these limits:

Throttle Position Voltage Displayed

Full forks first 3.50 - 4.60
Neutral 2.40 - 2.60
Full tractor first 0.40 - 1.50

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.
While using this test, move the control handle slowly. Observe the
reading on the SOD. The numbers should increase/decrease in a
smooth progressive manner. If the reading jumps out of sequence, this
would indicate a defective potentiometer.
It is possible to have a bad potentiometer that passes this test. The
reason is that during the “RUN” mode, the pot is “sampled” at a rate
faster then the values are displayed for this test. If the potentiometer is
still thought to be defective, disconnect the pot from the circuit and
check using an ohm meter.

8-11 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The travel control pot may be out of adjustment.

a. With the keyswitch OFF, disconnect JPC24 from the Carriage
Manager.
b. Using a digital ohmmeter (an analog meter could damage the
pot), measure between JPC24-11 and JPC24-12. The resistance
should be in the following range:

Full forks first 1260 -2030 ohms

Full tractor first 140 - 660 ohms

If the resistance is not within these ranges, the travel control pot needs
to be adjusted. See page 9-23 for the proper procedure. Be sure to run
Learn Mode before rerunning this test if the pot is replaced or adjusted.
2. The travel control pot (VR1) or the wiring between VR1 and the
Carriage Manager may be bad. Disconnect JPC24 from the
Carriage Manager and check resistance from JPC24-9 to
JPC24-12. Replace the pot if resistance is >2200 ohms or <1800
ohms. See page 7-10 for wiring troubleshooting information and
refer to page 9-23 for pot (VR1) replacement procedures.
If the VR1 is replaced, repaired, or adjusted, be sure to run Learn
mode.
3. The mechanical portion of the control handle may be bad. Check
for binding and/or broken components.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

PDMM-0024 8-12
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A04 - Lift/ This test displays the voltage that the Carriage Manager reads from the
Lower Control Pot lift/lower pot (VR2). A successful test proves that the Carriage Manager
(VR2) Voltage is reading the correct voltage from the Lift/Lower Control Pot.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Move the lift control to vary the displayed voltage.
2. The SOD will show the voltage which the Carriage Manager reads
from the lift pot (VR2).
3. The test is a success if the voltage displayed is within these limits:

Lift/Lower Pot Voltage Displayed

Full lift 0.4 - 1.5
Neutral 2.2 - 2.7
Full lower 3.5 - 4.6

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.
While using this test, move the control handle slowly. Observe the
reading on the SOD. The numbers should increase/decrease in a
smooth progressive manner. If the reading jumps out of sequence, this
would indicate a defective potentiometer.
It is possible to have a bad potentiometer that passes this test. The
reason is that during the “RUN” mode, the pot is “sampled” at a rate
faster then the values are displayed for this test. If the potentiometer is
still thought to be defective, disconnect the pot from the circuit and
check using an ohmmeter.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The lift/lower control pot (VR2) may be out of adjustment.

8-13 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

a. With keyswitch OFF, disconnect JPC24 from the Carriage

Manager.
b. Using a digital ohmmeter (an analog meter could damage the
pot), measure between JPC24-10 and JPC24-13. The resistance
should be in the following range:

Full lift 300 - 1400 ohms

Full lower 2600 - 4220 ohms

If the resistance is not within these ranges, the lift/lower pot needs to be
adjusted. See page 9-52 for the proper procedure. Be sure to run Learn
Mode before rerunning this test if the pot is replaced or adjusted.
2. The lift/lower control pot (VR2) or the wiring between VR2 and the
Carriage Manager may be bad. Disconnect JPC24 from the
Carriage Manager and check resistance from JPC24-13 to
JPC24-15. Replace the pot if resistance is >11K ohms or <9K
ohms. See page 7-10 for wiring troubleshooting information.
If the VR2 is replaced or repaired, be sure to run Learn mode.
3. The mechanical portion of the control handle may be bad. Check
for binding and/or broken components.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn Mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

PDMM-0024 8-14
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A05 - Traverse This test displays the voltage that the Carriage Manager reads from the
Control Pot (VR4) traverse command pot (VR4). A successful test proves that the Carriage
Voltage Manager is reading the correct voltage from the traverse control pot.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Move the traverse control to vary the displayed voltage.
2. The SOD will show the voltage which the Carriage Manager reads
from the traverse pot (VR4).
3. The test is a success if the voltage displayed is within these limits.

Traverse Control Position Voltage Displayed

Full speed left 0.4 - 1.5
Neutral 2.40 - 2.60
Full speed right 3.50 - 4.60

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.
While using this test, move the control handle slowly. Observe the
reading on the SOD. The numbers should increase/decrease in a
smooth progressive manner. If the reading jumps out of sequence, this
would indicate a defective potentiometer.
It is possible to have a bad potentiometer that passes this test. The
reason is that during the “RUN” mode, the pot is “sampled” at a rate
faster then the values are displayed for this test. If the potentiometer is
still thought to be defective, disconnect the pot from the circuit and
check using an ohmmeter.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The traverse control pot (VR4) may be out of adjustment.

8-15 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

a. With keyswitch OFF, disconnect JPC23 from the Carriage

Manager.
b. Using a digital ohm meter (an analog meter could damage the
pot), measure between JPC23-11 and JPC23-12. The resistance
should be in the following range:

Traverse full speed left 140 - 600 ohms

Traverse full speed right 1260 - 2030 ohms

If the resistance is not within these ranges, the traverse control pot
needs to be adjusted. See page 9-53 for the proper procedure. Be sure
to run Learn Mode before rerunning this test is the pot is replaced or
adjusted.
2. The traverse control pot (VR4) or wiring between VR4 and the
Carriage Manager may be bad. Disconnect JPC23 from the
Carriage Manager and check resistance from JPC23-9 to
JPC23-12. Replace the pot if resistance is >2200 ohms or <1800
ohms. See page 7-10 for wiring troubleshooting information.
If the VR4 is replaced, repaired, or adjusted, be sure to run Learn
mode.
3. The mechanical portion of the control handle may be bad. Check
for binding and/or broken components.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn Mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

PDMM-0024 8-16
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A06 - Rotate This test displays the voltage that the Carriage Manager reads from the
Control Pot rotate control pot (VR3). A successful test proves that the Carriage
Voltage (VR3) Manager is reading the correct voltage from the rotate control pot.
Learn mode should be run whenever the rotate command pot is
replaced or repaired.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Turn the rotate control to vary the displayed voltage.
2. The SOD will show the voltage which the Carriage Manager reads
from the rotate pot (VR3).
3. The test is a success if the voltage displayed is within these limits:

Rotate Control Position Voltage Displayed

Full speed clockwise 0.4 - 1.50
Neutral 2.20 - 2.70
Full speed counterclockwise 3.50 - 4.60

If the reading is outside of these limits, then the test is a failure. See the
following diagnosis and repair procedures.
While using this test, move the control handle slowly. Observe the
reading on the SOD. The numbers should increase/decrease in a
smooth progressive manner. If the reading jumps out of sequence, this
would indicate a defective potentiometer.
It is possible to have a bad potentiometer that passes this test. The
reason is that during the “RUN” mode, the pot is “sampled” at a rate
faster then the values are displayed for this test. If the potentiometer is
still thought to be defective, disconnect the pot from the circuit and
check using an ohmmeter.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The rotate control pot (VR3) may be out of adjustment.

8-17 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

a. With keyswitch OFF, disconnect JPC23 from the Carriage

Manager.
b. Using a digital ohmmeter (an analog meter could damage the
pot), measure between JPC23-10 and JPC23-13. The resistance
should be in the following range:
Full clockwise 300 - 1400 ohms
Full counterclockwise 2600 - 4220 ohms

If the resistance is not within these ranges, the rotate control pot needs
to be adjusted. See page 9-53 for the proper procedure. Be sure to run
Learn Mode before rerunning this test if the pot is replaced or adjusted.
2. The rotate control pot (VR3) or wiring between VR3 and the
Carriage Manager may be bad. Disconnect JPC23 from the
Carriage Manager and check resistance from JPC23-13 to
JPC23-15. Replace the pot if resistance is >11K ohms or <9K
ohms. See page 7-10 for wiring troubleshooting information.
If the VR3 is replaced, repaired, or adjusted, be sure to run Learn
mode.
3. The mechanical portion of the control handle may be bad. Check
for binding and/or broken components.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn Mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

PDMM-0024 8-18
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A07 - PC This test displays the voltage that the Vehicle Manager is reading
Sense Voltage from TP7. A successful test proves that the Vehicle Manager is properly
reading the PC sense voltage.
NOTE: The PC sense line monitors the voltage on the B+ side of the
Field Wiring inductor (L1). It is used to verify correct operation of
the PC contactor. It is connected to TP7.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Manually depress the ENTER and UP buttons on the SOD to
energize the PC contactor.
2. The SOD will display voltage which the Vehicle Manager reads from
the PC sense line.

PC Contactor Voltage Displayed

Closed 42.0 - 52.0
Open 0.0 - 0.5

• If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
• If the reading fluctuates by more than 0.5 volts in 10 seconds,
then the test is a failure.
3. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.
1. Fuse FU10 may be bad.
2. PC contactor tips may be bad. See page 6-4 (Contactors).
3. The battery may be the wrong voltage. Run Test A11, it may be
discharged or defective. Check battery voltage with a voltmeter
while lifting operator’s platform.
4. The wiring for the PC sense circuit may be bad. Check wires
from TP7 to JPF4-6, JPF6-9 to JPF21-9. See page 7-10.
5. The Power Panel Driver Assembly may be bad. Check for continuity
between JPF4-6 and JPF6-9.

8-19 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

6. The Vehicle Manager VFC may be bad. Replace the VFC. Run Learn
mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Distribution Board and rerun the test.

PDMM-0024 8-20
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A08 - P Sense This test displays the voltage that the Vehicle Manager is reading from
Voltage TP3. A successful test proves that the Vehicle Manager is properly
reading the P sense voltage.
NOTE: The “P” sense line monitors the voltage between the pump
contactor and the pump motor. It is used to verify correct
operation of the P contactor, and to determine when the pump
motor stops spinning by measuring its EMF. It is connected
to TP3.

! WARNING
Keep clear. The lift pump will run. The mast may elevate as
soon as the contactor tips are closed.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Step on the travel (right side as seated) deadman pedal.
2. Manually depress the ENTER and UP buttons on the SOD to
energize the P contactor. See WARNING.
3. The SOD will display the voltage which the Vehicle Manager reads
from the P sense line.

Lift Pump Contactor Voltage Display

Closed 42.0 - 52.0
Open 0.0 - 0.5

• If this is not observed, then the test is a failure.

• If the reading fluctuates by more than 0.5 volts in 10 seconds,
then the test is a failure.
• Refer to the following diagnosis and repair procedures.
4. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.
1. Fuse FU8 may be bad
2. P contactor tips may be bad. See page 6-4 (Contactors).

Revised 11/1/98 8-21 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Analog Tests

3. The battery may be the wrong voltage. Run Test A11, it may be
discharged or defective. Check battery voltage with a voltmeter
while lifting operator’s platform.
4. The wiring for the PC sense circuit may be bad. Check wires from
TP3 to JPF4-4, and JPF6-11 to JPF21-11. See page 7-10.
5. The Power Panel Driver Assembly may be bad. Check for continuity
between JPF4-4 and JPF6-11.
6. The Vehicle Manager Distribution Board may be bad. Replace the
Distribution Board and rerun the test.
7. The Vehicle Manager VFC may be bad. Replace the VFC. Run Learn
mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-22
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A09 - X Sense This test displays the voltage that the Vehicle Manager is reading from
Voltage TP1. A successful test proves that the Vehicle Manager is properly
reading the X sense voltage.
NOTE: The X sense line monitors the voltage on the auxiliary pump
motor. It is used to verify correct operation of the X contactor. It is
connected to TP1.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

! WARNING
Keep clear. The auxiliary pump will run. The load handler
may operate as the contacter tips are closed.

1. Manually depress the ENTER and UP buttons on the SOD to

energize the X contactor. See WARNING.
2. The SOD will display the voltage which the Vehicle Manager reads
from the X sense line.

Aux Contactor Voltage Display

Closed 42.0 - 52.0
Open 0.0 - 0.5

• If this is not observed, then the test is a failure.

• If the reading fluctuates by more than 0.5 volts in 10 seconds,
then the test is a failure.
• See the following diagnosis and repair procedures.
3. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. Fuse FU9 may be bad

2. X contactor tips may be bad. See page 6-4 (Contactors).
3. The battery may be the wrong voltage. Run Test A11, it may be
discharged or defective. Check battery voltage with a voltmeter
while lifting operator’s platform.

8-23 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

4. The wiring for the X sense circuit may be bad. Check wires from TP1
to JPF4-3, JPF6-12 to JPF21-12. See page 7-10.
5. The Power Panel Driver Assembly may be bad. Check for continuity
between and JPF4-3 and JPF6-12.
6. The Vehicle Manager Distribution Board may be bad. Replace the
Distribution Board and rerun the test.
7. The Vehicle Manager VFC may be bad. Replace the VFC. Run Learn
mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-24
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A10 - This test displays the voltage that the Vehicle Manager is reading from
Armature Sense TP5. A successful test proves that the Vehicle Manager is properly
Voltage reading the Armature Sense Voltage.
NOTE: The armature sense line monitors the voltage in the armature. It
is used to check the armature for shorts. It is connected to TP5.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Manually depress the ENTER and UP buttons on the SOD to
energize the PC contactor.
2. The SOD will display the voltage which the Vehicle Manager reads
from the armature sense line.

PC Contactor Voltage Display

Closed 42.0 - 42.0 V
Open 0.0 - 0.5 V

• If this is not observed, then the test is a failure.

• If the reading fluctuates by more than 0.5 volts in 10 seconds,
then the test is a failure.
• See the following diagnosis and repair procedures.
3. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. Fuse FU7 may be bad

2. The battery may be the wrong voltage. Run Test A11, it may be
discharged or defective. Check battery voltage with a voltmeter
while lifting operator’s platform.
3. The wiring for the armature sense circuit may be bad. Check wires
from TP5 to JPF4-5, JPF6-10 to JPF21-10. See page 7-10.
4. The Power Panel Driver Assembly may be bad. Check for continuity
between PF4-5 and PF6-10.
5. The CCM may be bad. Run test:
• O11 - CCM Enable Signal
• O13 - Ramp PWM to CCM & Q1

8-25 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

6. Q1 may be shorted. Check Q1 per page 8-174.

7. The Vehicle Manager Distribution Board may be bad. Replace the
Distribution Board and rerun the test.
8. The Vehicle Manager VFC may be bad. Replace the VFC. Run Learn
mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-26
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A11 - Battery This test displays the voltage that the Carriage Manager is reading from
Voltage the battery sense line. A successful test proves that the Carriage
Manager is properly reading the battery sense line.
NOTE: This voltage is the voltage which the Carriage Manager uses
when calculating the battery state of charge.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD will display the voltage which the Carriage Manager
reads from the Battery sense line.

Nominal Battery Voltage Voltage Display

48 volts 42.0 - 52.0 volts

• If this is not observed, then the test is a failure

• If the reading fluctuates by more than 0.8 volts in 10 seconds,
then the test is a failure.
• See the following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. If the displayed voltage is steady, but out of range, then check the
battery voltage using a voltmeter.
2. There may be a bad wire or connection between B+INA and the
key switch connection on the Carriage Manager. Turn truck power
OFF and disconnect the battery. Check the following for continuity
or other defects per page 7-10:
• From X-1 (on the X contactor) to JPF10-1.
• From JPF10-1 to JPF2-1.
• From JPF2-1 to JPS15-1.
• From JPS15-1 to JPS18-1.
• From JPS18-1 to JPC17-1.
• From JPC17-1 to JPC15-1.
• From JPC15-1 to JPC15-2 (with the battery disconnected and
the keyswitch ON).
• From JPC15-2 to JPC17-3.

8-27 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

NOTE: All of these readings should be less than 1 ohm.

3. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

PDMM-0024 8-28
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Test A13 - This test displays the voltage that the Carriage Manager is reading from
Diagnostic the Diagnostic Pendant Sense line. A successful test proves that the
Pendant Sense Carriage Manager is properly reading the JPC7-3 line.
Voltage NOTE: JPC7-3 is used for factory test procedures. This test allows the
voltage on the line to be displayed.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. With no remote device attached to the vehicle, the voltage on the
SOD should be 9.8 to 10.2 volts. If the reading fluctuates by more
than 0.25 volts in 10 seconds, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The Carriage Manager Distribution Board may be bad. Replace

Carriage Manager Distribution Board and rerun the test.
2. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

8-29 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A14 - Field This test displays the voltage which is read from the current sensor
Current Sense “donut” on the HCM. A successful test proves that the HCM is producing
Voltage the correct output voltage to the Vehicle Manager and that the Vehicle
Manager is reading the voltage correctly.
NOTE: The current sensor continually monitors the current flowing
through Power Transistors TM1 and TM2 in the Field Wiring
Assembly (FW). The Vehicle Manager constantly monitors this
current, and adjusts its performance accordingly.
The current sensor is dynamically tested for proper operation by
SelfTest every time the key is turned on. While monitoring the
current sensor, the Vehicle Manager sends a brief pulse of
current through transistors TM1 and TM2.
The HCM automatically limits the maximum current through
TM1 and TM2. Whenever the HCM is in current limit, the green
LED is on. The HCM's current limit threshold is preset at the
factory and is not adjustable.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD displays the voltage which the Vehicle Manager reads
from the current sensor.
2. The test is a success if the voltage displayed is within these limits:
System Condition Voltage Displayed
All cables connected 5.5 - 6.5
JPH2 disconnected 0.0 - 0.5

• If the reading is outside of these limits, then the test is a failure.

• If the reading(s) fluctuate by more than 0.02 volts, then the test
is a failure.
• See the following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the HCM and the Vehicle Manager may be bad.
Check the cable for continuity and for wire-to-wire shorts. See page
7-10.
2. The HCM may be bad. Check the output of the HCM as follows:

PDMM-0024 8-30
 Model 537 Swing-Reach® Truck Testing

Analog Tests

a. Ensure truck power is OFF. Disconnect JPS2 from the Vehicle

Manager and remove the molded plastic housing around the
JS2 cable end. Use caution during removal due to loose pieces
inside the housing.
b. Plug the cable back into the Vehicle Manager (also ensure
JPH12 is connected to the HCM). Turn the truck ON, re-enter
Maintenance Mode, and rerun the test, while measuring the
voltage at JPS2-2 with respect to JPS2-8. The voltage should be
the same as in above table.
c. If the voltmeter and the SOD read the same incorrect value,
then replace the HCM and rerun the test. (NOTE: If the HCM is
found to be bad, run tests O04, O05, O30, then check TM1
and TM2 [per page 8-175] before replacing the HCM.)
d. If the voltmeter reads the correct value, but the SOD displays an
incorrect value, replace the Vehicle Manager VFC. Run Learn
mode and rerun test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
3. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

8-31 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A15 - Drive This test displays the voltage that the Vehicle Manager is reading from
Motor the drive motor temperature sensor (DT) that is threaded into the drive
Temperature motor housing. A successful test proves that the Vehicle Manager is
Sensor (DT) reading the correct voltage from the drive motor temperature sensor.
Voltage NOTE: While operating, the Vehicle Manager continually monitors the
temperature of the drive motor. If the temperature gets too high,
the maximum speed limit is reduced until the motor cools down.
Hint: In order to see a range of voltage (temperature) values,
heat the truck up by driving it hard for 10 minutes, and then run
this test. The motor cools quite rapidly, and a significant change
is seen within 5 minutes.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD displays the voltage which the Vehicle Manager reads
from the current sensor.
2. The test is a success if the voltage displayed is within these limits.

Motor Temperature Voltage Displayed

Cold; Room temperature 7.7 - 8.0
Normal operation 8.1 - 10.6
Hot; Speed Limited 10.7 - 11.3
Overheated (or JPM1, 11.4 or higher
JPM2, or JPF17
Disconnected)

• If the reading is outside of these limits, then the test is a failure.

• If the reading fluctuates by more than 0.02 volts in ten seconds,
then the test is a failure. If the truck had just been operated
aggressively just prior to this test, the reading will drop fairly
quickly before leveling off.
• See the following diagnosis and repair procedures.

Diagnosis and Repair

PDMM-0024 8-32
 Model 537 Swing-Reach® Truck Testing

Analog Tests

! CAUTION
Do not use a heat gun, lighter, or other source of strong
heat for this test, as this may damage the sensor.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The drive motor temperature sensor (DT) or its associated wiring

may be bad. Check the sensor and wiring as follows:
a. Turn truck power OFF. Disconnect JPS17 from the Vehicle
Manager.
b. Using an ohmmeter, measure the resistance between the leads
from JS17-6 and JS17-7 (polarity does not matter).
Representative resistance values are:

Motor Temperature Sensor Resistance

32oF 855 ohms

68oF 2000 ohms

212oF 2651 ohms

If the measured resistance does not track these values,

troubleshoot the temperature sensor wiring.
See page 7-10 for wiring troubleshooting information. If the
temperature sensor wiring tests good, replace the drive motor
temperature sensor.
c. Verify that the temperature sensor is isolated from the truck by
checking the resistance from one lead of the sensor to the
outside case of the sensor. If resistance is less than 1 megohm,
replace the temperature sensor and rerun the test.
2. The Vehicle Manager distribution board may be bad. Replace the
Vehicle Manager distribution board and rerun the test.
3. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

8-33 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A16 - Main This test displays the voltage which the intellispeed™ Manager is
Lift Pressure reading from the pressure sensor on the hydraulic lift control manifold.
Voltage A successful test proves that the intellispeed™ Manager is properly
reading the input from the pressure sensor and that the Vehicle
Manager is properly reading the input from the intellispeed™ Manager.

Run Test For information on how to use maintenance module, see “Maintenance
Mode” on page 7-23 .
1. Manually press the ENTER and UP buttons on the SOD to start the
test. Main lift and lower are now enabled so the pressure can be
monitored at different heights.
2. Depress the right Deadman Pedal.
3. The SOD shows the voltage which the Vehicle Manager reads from
the pressure sensor.
4. With the carriage empty, the reading on the SOD should be:

System Condition
Voltage Displayed
(See Note Below)
No load, Operator’s 10.5 - 12.5
Carriage fully lowered
No load, Operator’s 6.0 - 8.0
Carriage elevated above
18" (45.7 cm)

NOTE: intellispeed Managers, with circuit boards P/N 154-012-415/

003 or higher suffix numbers, will result in the displayed
voltages being .5v to .7v lower than those called for in the chart
above.
NOTE: The voltage displayed will depend on the position of the
operator's platform. If the operator's platform is fully lowered
and pressure is relieved, the voltage displayed will be higher. If
the operator's platform is elevated, the voltage will be lower.
5. While still in test A16, use another lift truck to place a load (1000
lbs min.) on the forks. If another truck is not available, record the
voltage displayed, exit test, place load on forks (one foot off floor),
and run test again.
6. The voltage on the SOD should decrease with a load on the forks.
7. The test is a success if the voltage decreases as weight is added to
the forks.
8. If the voltage does not decrease, this test is a failure.
9. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

PDMM-0024 8-34
 Model 537 Swing-Reach® Truck Testing

Analog Tests

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. If the voltage does not decrease as weight is added to the forks, or

the voltage displayed does not match the voltage values in the table
above, check input voltage to the pressure transducer as follows.
2. To check input voltage, connect a voltmeter to JPY3-1 (+) and
JPY3-3 (–).
a. A reading of +12 volts verifies the correct voltage from the
power supply to the pressure transducer. If input voltage is good,
check output voltage.
b. If no voltage is present, or it is less than 11 volts, turn keyseitch
OFF and disconnect the JPY3 plug and connect the voltmeter to
P3-1 (+) and P3-3 (–) on the intellispeed™ Manager. Turn
keyswitch ON. If the voltage is +12 volts, replace the pressure
transducer. Run Learn mode and rerun the test.
c. If still no voltage is present, or if it is less than 11 volts, turn truck
power OFF. Disconnect JS16 from the Vehicle Manager. Turn
truck power ON and check +12 volts supply at Vehicle Manager
by connecting a voltmeter to JS16-15 (+) and
JS16-14 (–).
d. If voltage is present at JS16-15 with respect to JS16-14, then
check the cable for continuity or other defects (page 7-10)
between PS16-15 to JY5-15, and check from PS16-14 to JY5-
14. If cable is good, replace the intellispeed™ Manager. Run
Learn mode and rerun the test.
e. If voltage is not present at JS16-15 with respect to JS16-14, then
troubleshoot the +12 volt power supply on Vehicle Manager.
3. To check the Pressure Transducer output voltage: Connect a
voltmeter to JPY3-1 (+) and JPY3-2 (–). With JPY3 connected to the
intellispeedTM Manager, rerun the test. As the weight is added, the
voltage should decrease. If not, replace the pressure transducer. If
voltage changes, but SOD does not, replace the intellispeed™
Manager. Run Learn mode and rerun the test.
4. If problem persists, replace Vehicle Manager distribution board and
rerun test.
5. If problem persists, replace Vehicle Manager VFC and rerun test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A17 - Mini Lift This test displays the voltage which the intellispeed™ Manager is
Pressure Voltage reading from the pressure sensor on the hydraulic lift control manifold.
A successful test proves that the intellispeed™ Manager is properly
reading the input from the pressure sensor and that the Vehicle
Manager is properly reading the input from the intellispeed™ Manager.

Run Test For information on how to use maintenance module, see “Maintenance
Mode” on page 7-23.
1. Manually press the ENTER and UP buttons on the SOD to start the
test. Mini lift and lower are now enabled so the pressure can be
monitored at different heights.
2. Depress both Deadman Pedals.
3. The SOD shows the voltage which the Vehicle Manager reads from
the pressure sensor.
4. With the carriage empty, the reading on the SOD should be:

System Condition
Voltage Displayed
(See Note Below)
No load, fork carriage 11.0 - 12.5
lowered completely
No load, fork carriage 9.0 - 11.5
elevated above 6” (15 cm)

NOTE: intellispeed Managers, with circuit boards P/N 154-012-415/

003 or higher suffix numbers, will result in the displayed
voltages being .5v to .7v lower than those called for in the chart
above.

NOTE: The voltage displayed will depend on the position of the forks. If
the forks are fully lowered and pressure is relieved, the voltage
displayed will be higher. If the forks are elevated, the voltage will
be lower.
5. While still in test A17, use another lift truck to place a load (1000
lbs min.) on the forks. If another truck is not available, record the
voltage displayed, exit test, place load on forks (one foot off floor),
and run test again.
6. The voltage on the SOD should decrease with a load on the forks.
7. The test is a success if the voltage decreases as weight is added to
the forks.
8. If the voltage does not decrease, this test is a failure. See the
following diagnosis and repair procedures.
9. Depress the ENTER button on the SOD to stop the test.

PDMM-0024 8-36
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.
1. If the voltage does not decrease as weight is added to the forks, or
the voltage displayed does not match the voltage values in the table
above, check input voltage to the pressure transducer as follows:
2. To check input voltage, connect a voltmeter to JPY4-1 (+) and
JPY4-3 (–).
a. A reading of +12 volts verifies the correct voltage from the
power supply to the pressure transducer. If input voltage is good,
check output voltage.
b. If no voltage is present, or it is less than 11 volts, turn keyswitch
OFF and disconnect the JPY4 plug and connect the voltmeter to
P4-1 (+) and P4-3 (–) on the intellispeed™ Manager. Turn
keyswitch ON, if the voltage is +12 volts, replace the pressure
transducer. Run Learn mode and rerun the test.
c. If still no voltage is present, or if it is less than 11 volts, turn truck
power OFF. Disconnect JPS16 from the Vehicle Manager. Turn
truck power ON and check +12 volts supply at Vehicle Manager
by connecting a voltmeter to JS16-15 (+) and
JS16-14 (–).
d. If voltage is present at JS16-15 with respect to JS16-14, then
check the cable for continuity or other defects (page 7-10)
between PS16-15 to JY5-15, and check from PS16-14 to JY5-
14. If cable is good, replace the intellispeed™ Manager. Run
Learn mode and rerun the test.
e. If voltage is not present at JS16-15 with respect to JS16-14, then
troubleshoot the +12 volt power supply on Vehicle Manager.
3. To check the Pressure Transducer output voltage: Connect a
voltmeter to JPY4-1 (+) and JPY4-2 (–). With JPY3 connected to the
intellispeedTM Manager, rerun the test. As the weight is added, the
voltage should decrease. If not, replace the pressure transducer. If
voltage changes, but SOD does not, replace the intellispeed™
Manager. Run Learn mode and rerun the test.
4. If problem persists, replace Vehicle Manager distribution board and
rerun test.
5. If problem persists, replace Vehicle Manager VFC and rerun test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Testing Model 537 Swing-Reach® Truck

Analog Tests

Test A20 - Traverse This test displays the voltage that the Carriage Manager reads from the
Position Pot (VR5) traverse position pot (VR5). A successful test proves that the Carriage
Voltage Manager is reading the correct voltage from the traverse position pot.

Run Test For information on how to use maintenance module, see “Maintenance
Mode” on page 7-23.
1. Manually press the ENTER and UP buttons on the SOD to start the
test. The traverse function is now enabled so that the traverse
position pot voltage can be monitored.
2. Depress both Deadman Pedals.
3. The SOD displays the voltage which the Carriage Manager reads
from the traverse position pot.
4. The test is a success if the voltage displayed is within these limits:

Load Handler Position Voltage Displayed

Full left 0.5 - 1.9
Full right 4.0 - 4.4

If the voltage reading is outside of these limits, then the test is a failure.
See the following diagnosis and repair procedures.
5. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The traverse position pot (VR5) may be out of adjustment.

a. With the keyswitch OFF, disconnect the JPC12 (CM).
b. Using a digital ohmmeter (an analog meter could damage the
pot), measure between JPC12-9 and JPC12-8. The resistance
should be in the following range:

Full left 80 - 460 ohms

Full right 640 - 1060 ohms

If the resistance is not within these ranges, the traverse position pot
needs to be adjusted. See page 9-57 for the proper procedure. Be sure
to run Learn Mode before rerunning this test if the pot is replaced or
adjusted.

PDMM-0024 8-38
 Model 537 Swing-Reach® Truck Testing

Analog Tests

2. The traverse position pot (VR5) or the wiring between VR5 and the
Carriage Manager may be bad. Disconnect JPC12 from the
Carriage Manager and check resistance from JPC12-7 to JPC12-8.
Replace the pot if resistance is >1100 ohms or <900 ohms. See
page 7-10 for wiring troubleshooting information.
3. The mechanical coupling may be bad. Tighten set screws or replace
coupling per page 9-57.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

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Analog Tests

Test A21 - Rotate This test displays the voltage that the Carriage Manager reads from the
Position Pot (VR6) rotate position pot (VR6). A successful test proves that the Carriage
Voltage Manager is reading the correct voltage from the rotate position pot.

Run Test For information on how to use maintenance module, see “Maintenance
Mode” on page 7-23.
1. Manually press the ENTER and UP buttons on the SOD to start the
test. The rotate function is now enabled so that the rotate position
pot voltage can be monitored.
2. Depress both Deadman Pedals.
3. The SOD displays the voltage which the Carriage Manager reads
from the rotate position pot.
4. The test is a success if the voltage displayed is within these limits:

Rotate Position Pot Voltage Displayed

Full clockwise 0.75 - 1.25
Full counterclockwise 3.75 - 4.25

If the voltage reading is outside of these limits, then the test is a failure.
See the following diagnosis and repair procedures.
5. Depress the ENTER button on the SOD to stop the test.

PDMM-0024 8-40
 Model 537 Swing-Reach® Truck Testing

Analog Tests

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The rotate position pot (VR6) may be out of adjustment.

a. Disconnect the JPC13 (CM).
b. Using a digital ohmmeter (an analog meter could damage the
pot), measure between JPC13-9 and JPC13-8. The resistance
should be in the following range:

Full clockwise 10 - 30 ohms

Full counterclockwise 65 - 95 ohms

If the resistance is not within these ranges, the traverse position pot
needs to be adjusted. See page 9-56 for the proper procedure. Be sure
to run Learn Mode before rerunning this test if the pot is replaced or
adjusted.
2. The rotate position pot (VR6) or the wiring between VR6 and the
Carriage Manager may be bad. Disconnect JPC13 from the
Carriage Manager and check resistance from JPC13-7 to JPC13-8.
Replace the pot if resistance is >110 ohms or <90 ohms. See page
7-10 for wiring troubleshooting procedures.
3. The mechanical coupling may be bad. Tighten set screws or replace
coupling per page 9-57.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.

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Testing Model 537 Swing-Reach® Truck

Input Tests

Input Tests
Test I00 - Lower Using this test, the state of the lower reference switch (S11) can be
Reference Switch monitored. This test shows what the Vehicle Manager is reading from
(S11) the switch. A successful test proves that the Vehicle Manager is correctly
reading the lower reference switch (S11).
This test is applicable for the following software versions only.

Component Software Version

VM 073-301-010/305 and Up
CM 073-301-020/304 and Up
lM 073-301-030/304 and Up
PD 073-301-040/304 and Up

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD should read as follows:

SOD Lower Reference Switch Audible Alarm

Below 18" (46 cm)
OFF Elevated Height OFF
(Switch Depressed)
Above 18" (46 cm)
ON Elevated Height SOUNDING
(Switch released)

Exit Maintenance Mode to move the platform above or below this

reference switch.
If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.
2. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the lower reference switch (S11) and JPS10 on
the Vehicle Manager may not be properly plugged in. Inspect and
verify the connection.

PDMM-0024 8-42
 Model 537 Swing-Reach® Truck Testing

Input Tests

2. The lower reference switch (S11) may be bad or it may need

adjustment. Turn truck power OFF. Disconnect JS10 from the
Vehicle Manager. Use an ohmmeter to check resistance from
JS10-2 to JS10-3. The following should be observed.

Lower Reference Switch

Resistance
Position
Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.
3. The Vehicle Manager may be bad. Replace the Vehicle Manager.
Run Learn mode and rerun the test.
If the VFC is replaced, be sure to run Learn and Configure (see
“Code A9” on page 7-102 for more information).

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Input Tests

Test I01 - Upper Using this test, the state of the upper reference switch (S10) can be
Reference Switch monitored. This test shows what the Vehicle Manager is reading from
(S10) the switch. A successful test proves that the Vehicle Manager is correctly
reading the upper reference switch (S10).
This test is applicable for the following software versions only.

Component Software Version

VM 073-301-010/304 and Below
CM 073-301-020/303 and Below
lM 073-301-030/303 and Below
PD 073-301-040/303 and Below

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD should read as follows:

SOD Upper Reference Switch Audible Alarm

Below 142" (361 cm)
OFF Elevated Height OFF
(Switch Depressed)
Above 142" (361 cm)
ON Elevated Height SOUNDING
(Switch released)

Exit Maintenance Mode to move the platform above or below this

reference switch.
If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the upper reference switch (S10) and JPS9 on
the Vehicle Manager may not be properly plugged in. Inspect and
verify the connection.

PDMM-0024 8-44
 Model 537 Swing-Reach® Truck Testing

Input Tests

2. The upper reference switch (S10) may be bad or it may need

adjustment. Turn truck power OFF. Disconnect JS9 from the Vehicle
Manager. Use an ohmmeter to check resistance from JS9-2 to
JS9-3. The following should be observed.

Upper Reference Switch

Resistance
Position
Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.
3. The Vehicle Manager may be bad. Replace the Vehicle Manager.
Run Learn mode and rerun the test.
If the VFC is replaced, be sure to run Learn and Configure (see
“Code A9” on page 7-102 for more information).

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Testing Model 537 Swing-Reach® Truck

Input Tests

Test I02 - Travel Using this test, the state of the travel deadman switch (S2) can be
Deadman Switch monitored. This test shows what the Carriage Manager is reading from
(S2) the switch. A successful test proves that the Carriage Manager is
correctly reading the travel Deadman Switch (S2).

Run Test For information on how to use maintenance mode, page 7-102.
1. The SOD should read as follows:

SOD Right Deadman Pedal Position Audible Alarm

DOWN Depressed SOUNDING
UP Released OFF

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the travel deadman switch (S2) and JPC15 on
the Carriage Manager may not be properly plugged in. Inspect and
verify the connection.
2. The travel deadman switch (S2) may be bad or it may need
adjustment. Turn truck power OFF. Disconnect JPC15 from the
Carriage Manager. Use an ohmmeter to check resistance from
JPC15-5 to JPC15-6. The following should be observed.

Travel Deadman Pedal

Travel Deadman Switch Resistance
Position
Depressed Depressed less than 1 ohm
Released Released more than 2 megohms

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.
3. If the travel deadman switch (S2) needs to be adjusted, see
“Deadman Pedal Adjustment” on page 9-22 for the adjustment
procedure.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.

PDMM-0024 8-46
 Model 537 Swing-Reach® Truck Testing

Input Tests

5. The Carriage Manager VFC Card may be bad. Replace the VFC
Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

Test I03 - E-Stop Using this test, the state of the E-Stop Button (S21) can be monitored.
Button (S21) This test shows what the Carriage Manager is reading from the switch.
A successful test proves that the Carriage Manager is correctly reading
the E-Stop Button (S21).
NOTE: The E-Stop switch electrically removes power so that motion of
the vehicle is stopped. The E-Stop switch does not, however,
remove power from the Carriage Manager. The Carriage
Manager monitors the state of the E-Stop switch. This test
displays what the Carriage Manager reads from the E-Stop
switch.
When the E-Stop button is UP, the switch contacts are closed.
When the E-Stop button is pushed down, the switch contacts are
opened.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD should read as follows:

SOD E-Stop (S21) Audible Alarm

UP Raised OFF
DOWN Depressed SOUNDING

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. Fuse FU4 may be bad.

2. The cable between the E-Stop button (S21) and JPC15 on the
Carriage Manager may not be properly plugged in. Inspect and
verify the connection.

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Testing Model 537 Swing-Reach® Truck

Input Tests

3. The E-Stop button (S21) may be bad. Turn truck power OFF.
Disconnect JPC15 from the Carriage Manager. Use an ohmmeter
to check resistance from JC15-3 to JC15-4. The following should
be observed.

E-Stop Button Resistance

Depressed more than 2 megohms
Released less than 1 ohm

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
5. The Carriage Manager VFC Card may be bad. Replace the VFC
Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-48
 Model 537 Swing-Reach® Truck Testing

Input Tests

Test I05 - Drive Using this test, the encoder, driven by the traction motor, can be
Encoder Count monitored. A successful test proves that the Vehicle Manager is reading
the encoder correctly.
NOTE: The Drive Motor Encoder (DE) provides speed and direction
input to the Vehicle Manager. While traveling, the Vehicle
Manager uses this information to decide how to pulse the Power
Transistor (Q1).
This test shows the value read from the encoder. The displayed
value will range between 0 – 255.
Turning the encoder by hand counterclockwise (when viewed
from above) causes the count to increase. This indicates a
tractor-first direction. Turning the encoder cIockwise causes the
count to decrease.
To freely turn the encoder, loosen the shaft coupling setscrews.
Remember to apply Loctite; then tighten them securely after test.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD will show the encoder count.
2. Loosen the setscrews that secure the encoder shaft.
3. Manually turning the encoder clockwise should cause the count
shown on the SOD to decrease; counterclockwise should increase
the count. If this is not observed, then the test is a failure. See the
following diagnosis and repair procedures.
If the SOD counts down to 0, it resets to 255 and continues counting
down. Likewise, if the SOD counts up to 255, it resets to 0 and
continues to count up.
4. When finished, clean and apply Blue Loctite to setscrew threads (P/
N 990-536); then tighten the setscrews securely.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the drive encoder (JPM1) and the Vehicle
Manager (JPS17) may be bad or not properly plugged into the
Vehicle Manager. Turn truck OFF. Check the cable for continuity and
for wire-to-wire shorts per page 7-10.

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Testing Model 537 Swing-Reach® Truck

Input Tests

2. The setscrews for the encoder shaft coupling may be loose or

defective. Tighten or replace setscrews as in step 4 above.
3. The 5.0 volt section of the Vehicle Manager power supply may be
bad. With the keyswitch OFF, open the Vehicle Manager and
connect a voltmeter to these test points on the power supply:
• positive lead to TP5 (+5V).
• negative lead to TP6 (B–)
Turn keyswitch On an if the voltmeter does not read between 4.90 -
5.10 volts, replace the power supply.
4. The drive encoder may be bad. Replace the drive encoder and
rerun the test.
5. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
6. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-50
 Model 537 Swing-Reach® Truck Testing

Input Tests

Test I06 - Using this test, the current limit signal from the CCM can be monitored.
Armature Current A successful test proves that the Vehicle Manager is correctly reading the
Limit Signal armature current limit signal.
NOTE: The CCM sends two indications of armature current to the
Vehicle Manager: an analog “current sense” signal and a digital
“current limit” signal.
This test allows the current limit signal to be checked.
• See Test A01 - Armature Current Sense Voltage to check the
current sense signal.
The current limit signal is activated by the CCM whenever the armature
current is exceeded. The green LED on the CCM is illuminated
whenever the current limit signal is active.

Run Test
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

For information on how to use maintenance mode, see “Maintenance

Mode” on page 7-23.
The SOD should show “OFF.” If “ON” is displayed, the test is a failure.
Grounding the signal activates it. To test:
a. Unplug JT2 from the CCM.
b. Carefully connect a jumper between JT2-4 and TJ2-8. Tip: Bend
a regular size paper clip and use it as a jumper. Looking at the
end of the cable:
Pin 4

Pin 8

Figure 8-1: Pinout for JT2

c. The display should now show “ON” and an alarm should

sound. If this is not observed, then the test is a failure.
d. Reconnect cable at JT2.

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Input Tests

Diagnosis and Repair 1. If the SOD display changes from “ON” to “OFF” when JT2 is
unplugged from the CCM, then turn truck power OFF and check
the cable between the CCM (JT2) and the Vehicle Manager (JS1).
Check the cable for continuity and for wire-to-wire shorts (per page
7-10). If the cable is good, then the CCM is bad. Run Tests O11
and O13. Replace the CCM and rerun the test. (NOTE: Before
replacing the CCM, test the power transistor [Q1] per page 8-174.)
2. If the green LED on the CCM is “ON” when running this test, check
that the red LED on the CCM is “OFF.”
a. If the red LED is “OFF,” then the CCM is bad. Replace the CCM
and rerun the test. (NOTE: Before replacing the CCM, test the
power transistor [Q1].)
b. If the red LED is also “ON,” then run test I07 - Power Panel
Temperature Limit Signal.
3. If the SOD display does not change from “OFF” to “ON,” when the
jumper is installed from JT2-4 to JT2-8 or if the SOD display stays
on when JT2 is unplugged from the CCM, then check the cable
between the CCM (JPT2) and the Vehicle Manager (JPS1) per page
7-10. If the cable checks good, then the Vehicle Manager is bad.
a. The Vehicle Manager Distribution Board may be bad. Replace
the Vehicle Manager Distribution Board, and rerun the test.
b. The Vehicle Manager VFC board may be bad. Replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-52
 Model 537 Swing-Reach® Truck Testing

Input Tests

Test I07 - Power Using this test, the power panel temperature limit signal from the CCM
Panel Temperature can be monitored. A successful test proves that the Vehicle Manager is
Limit Signal correctly reading the power panel temperature limit signal.
NOTE: The CCM sends two indications of power panel temperature to
the Vehicle Manager: an analog “temperature sense” signal,
and a digital “temperature limit” signal.
This test allows the temperature limit signal to be checked.
• See Test A02 - Power Panel Temperature Sensor (HT) Voltage to
check the temperature sense signal.
The temperature limit signal is activated by the CCM whenever the
power panel is overheated. When this happens, the CCM lights the red
LED to indicate overheating.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

With the system operational, the SOD should show “OFF.” If “ON” is
displayed, the test is a failure.
The temperature limit signal can be activated by unplugging JPF12 (i.e.,
by causing an open in the HT circuit).
• The display should now show “ON” and the alarm should
sound. If this is not observed, then the test is a failure.
• The red LED on the CCM should also be on. If this is not
observed, then the CCM may be bad. (NOTE: It is normal for the
green LED on the CCM to be on when the power panel
temperature limit signal is activated.)
• Reconnect JPF12.

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Diagnosis and Repair 1. The power panel temperature sensor (HT) or its associated wiring
may be bad. Check the power panel temperature sensor (HT) and
wiring as follows:
a. Turn truck power OFF. Disconnect JT1 from the CCM.
b. Using an ohmmeter, measure the resistance between the leads
from JT1-7 and JT1-10 (polarity does not matter).
Representative resistance values are:

Power Panel Temperature Voltage Displayed

Room temperature 3.5 - 3.9
Normal operation 4.0 - 5.4
Hot (Speed Limited) 5.5 - 5.8
Overheated (or
5.9 - 10.8
JPF15 disconnected)

If the measured resistance does not track these values,

troubleshoot the power panel temperature sensor wiring per
page 7-10. If the wiring tests good, replace the Power Panel
Temperature Sensor (HT).
NOTE: The power panel temperature sensor (HT) signal path is as
follows:
• From JT1-7 to JF15-2.
• From PF15-2 to PF12-1.
• From JF12-1 to the power panel temperature sensor (HT).
• From the power panel temperature sensor (HT) to JF12-2.
• From PF12-2 to PF15-1, from JF15-1 to JT1-10.
2. The cable between the CCM and the Vehicle Manager may be bad.
Check the cable for continuity and for wire-to-wire shorts from
JT2-3 to JS1-3, from JT2-8 to JS1-8, and from JT2-9 to JS1-9 (per
page 7-10).
3. The CCM may be bad. Run Tests O11 and O13. Replace the CCM
and rerun the test. (NOTE: Before replacing the CCM, test the
power transistor (Q1) per page 8-174.)
4. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board, and rerun the test.
5. The Vehicle Manager VFC board may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-54
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Input Tests

Test I10 - Flow Using this test, the current height of the fork carriage can be displayed.
Sensor Count A successful test proves that the intellispeed™ Manager is correctly
reading pulses from the flow sensor.
This test is applicable for the following software versions only.

Component Software Version

VM 073-301-010/304 and Below
CM 073-301-020/303 and Below
IM 073-301-030/303 and Below
PD 073-301-040/303 and Below

NOTE: The flow sensor generates pulses as the operator's platform or

the fork carriage is raised and lowered. These pulses are
amplified and used by the intellispeed™ Manager. The
intellispeed™ Manager uses the pulse input, together with data
from Learn mode, to calculate the current height of the platform
and the fork carriage.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Before entering Maintenance Mode, elevate the carriage 2 - 3 feet.
2. Enter Test I10.
3. The SOD shows a 3-digit number. This number is the height of the
forks.
4. Exit Maintenance Mode and elevate the carriage to 5 or 6 feet.
5. Enter Test I10.
6. The SOD shows a 3-digit number. This number should have
increased from the number in step 3.
If this is not observed, then this test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

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1. The cables between the flow sensor and the intellispeed™ Manager
(JPY7 and JPY6) may be bad or not properly plugged in. Turn truck
power OFF. Check the cable for continuity and for wire-to-wire
shorts (per page 7-10) from JY7 and JY6 to the flow sensor pickup
cable connectors.
2. Ensure that the pickup that is mounted on the same side of the flow
sensor as the temperature sensor is plugged into PY6 on the
intellispeed™ Manager.
3. The cable from the intellispeed™ Manager (JPY5) to the Vehicle
Manager (JPS16) may be bad or not properly plugged in. Check
the cable for continuity and wire-to-wire shorts (per page 7-10)
from JY5 to PS16.
4. One or both of the pickups in the flow sensor may be bad. Test the
flow sensor as follows:
NOTE: The flow sensor and cables must be reinstalled exactly as they
were originally installed. Ensure that all hydraulic lines and
cables are properly identified before disassembly. DO THIS TEST
ONLY IF TEST I10 FAILS.
a. Remove the electrical connector from the sensor to be tested.
The resistance through each pickup should be between 2560-
3840 ohms at room temperature, (slightly higher at elevated
temperatures).
b. With the ohmmeter set at the highest setting, test the resistance
between each pin of the sensor to the body of the sensor.
Resistance values must be greater than 10 megohms.
c. If it is determined that one sensor is defective, the entire
assembly will have to be replaced. See Caution.
d. Refer to “Hydraulic Flow Sensor“ on page 9-80.

! CAUTION
Do not attempt to adjust either of the sensors in the
hydraulic flow sensor. The Adjustment is critical and must
be done at the factory. If the factory adjustment of the
sensors is accidentally altered, the calibration of the
intellispeedTM system may be adversely affected.

5. The turbine in the flow sensor may be hung up. Remove and
visually ensure that the turbine spins freely.
6. The intellispeed™ Manager may be bad. Replace the intellispeed™
Manager. Run Learn mode and rerun the test.

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Test I11- Auto/ This test applies only to vehicles that are equipped with the rail or wire
Manual Switch guidance option. Using this test the state of the Auto/Manual Switch (S4)
Position (S4) can be monitored. This test shows what the Carriage Manager is
reading from the switch. A successful test proves that the Carriage
Manager is correctly reading the Auto/Manual Switch (S4), which is
communicated to the Vehicle Manager via the BUS+/BUS- wires over
the mast. The Vehicle Manager sends this to the Electronic Steering
Card Cage via the Manual Steer Control Signal (See Test O14).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Auto/Manual Switch
SOD Audible Alarm
(S4) Position
MANL Man OFF
AUTO Auto ON

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Auto/Manual Switch (S4) and JPC24 on the
Carriage Manager may not be properly plugged in. Inspect and
verify the connection.
2. The Auto/Manual Switch (S4) may be bad. Turn truck power OFF
and disconnect PC24 from the Carriage Manager. Use an
ohmmeter to check the resistance from PC24-2 to PC24-7. The
following should be observed:

Auto/Manual Switch (S4)

Resistance
Position
Man less than 1 ohm
Auto more than 2 megohms

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.

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3. The Carriage Manager Distribution Board may be bad. Replace the

Carriage Manager Distribution Board and rerun the test.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager Distribution Board, VFC Card, Firmware or Power
Supply is replaced, be sure to run Learn and Configure (see
“Code A9” on page 7-102 for more information).

Test I12 - Field Using this test, the current limit signal from the HCM can be monitored.
Current Limit A successful test proves that the Vehicle Manager is correctly reading the
Signal field current limit signal.
NOTE: The HCM sends two indications of field current to the Vehicle
Manager: an analog “current sense” signal and a digital
“current limit” signal.
This test allows the current limit signal to be checked.
• See Test A14 - Field Current Sense Voltage to check the current
sense signal.
The current limit signal is activated by the CCM whenever the field
current is exceeded. The green LED on the CCM is illuminated
whenever the current limit signal is active.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

The SOD should show “OFF.” If “ON” is displayed, the test is a failure.
Grounding the signal activates it. To test:
a. Unplug JH2 from the HCM.

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b. Carefully connect a jumper between JH2-4 and JH2-8. Tip:

Bend a regular size paper clip and use it as a jumper. Looking at
the end of the cable:
Pin 4

Pin 8

Figure 8-2: Pinout for JH2

c. The display should now show “ON” and an alarm should

sound. If this is not observed, then the test is a failure. See the
following diagnosis and repair procedures.
d. Reconnect cable at JPH2.

Diagnosis and Repair 1. If the SOD display changes from “ON” to “OFF” when JH2 is
unplugged from the HCM, then turn truck power OFF and check
the cable between the HCM (JH2) and the Vehicle Manager (JS2).
Check the cable for continuity and for wire-to-wire shorts (per page
7-10). If the cable is good, then the HCM is bad. Run Tests O04,
O05 and O30. Replace the HCM and rerun the test. (NOTE: Before
replacing the HCM, test TM1 and TM2 per page 8-175).
2. If the green LED on the HCM is ON when running this test, then the
HCM is bad. Replace the HCM and rerun the test. (NOTE: Before
replacing the HCM, test TM1 and TM2. and run all test listed in the
previous step.)
3. If the SOD display does not change from “OFF” to “ON,” when the
jumper was installed from JH2-4 to JH2-8 or if the SOD display
stays “ON” when JH2 is unplugged from the HCM, then check the
cable between the HCM (JH2) and the Vehicle Manager (JS2) per
page 7-10. If the cable checks good, then the Vehicle Manager is
bad.
a. The Vehicle Manager Distribution Board may be bad. Replace
the Vehicle Manager Distribution Board, and rerun the test.
b. The Vehicle Manager VFC board may be bad. Replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Test I13 - Horn Using this test, the state of the Horn Button (S3) can be monitored. This
Button (S3) test shows what the Carriage Manager is reading from the switch. A
successful test proves that the Carriage Manager is correctly reading the
Horn Button (S3).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

SOD Horn Button Audible Alarm

OFF Released OFF
ON Depressed SOUNDS

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Horn Button (S3) and JPC24 on the Carriage
Manager may not be properly plugged in. Inspect and verify the
connection.
2. The Horn Button (S3) may be bad. Turn truck power “OFF” and
disconnect PC24 from the Carriage Manager. Use an ohmmeter to
check the resistance from PC24-1 to PC24-6. The following should
be observed:

Horn Button (S3) Resistance

Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch cable per page 7-10. If
the cable tests good, replace the switch.
3. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
4. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card

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Input Tests

If any Manager, Distribution Board, VFC Card, Firmware or

Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for information.
This test verifies that the Horn Button and input to the Carriage
Manager work correctly.

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Test I14 - Side Using this test, the state of the Side Gate Switches (S60 right and S61
Gate Switches left) can be monitored. This test shows what the Carriage Manager is
(S60 and S61) reading from the switch. A successful test proves that the Carriage
Manager is correctly reading the Side Gate Switches (S60 right and S61
left).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Side Gate Switches (S60

SOD Audible Alarm
and S61)
UP One or both up ON
DOWN Both down OFF

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Side Gate Switches (S60 right and S61 left)
and JPC21 on the Carriage Manager may not be properly plugged
in. Inspect and verify the connection.
2. The Side Gate Switches (S60 right and S61 left) may be bad or they
may need adjustment. Turn truck power OFF and disconnect PC21
from the Carriage Manager. Use an ohmmeter to check the
resistance from PC21-3 to PC21-8. The following should be
observed:

Side Gate Switches

Resistance
(S60 and S61)
One or both up more than 2 megohms
Both down less than 1 ohm

If this is not observed, troubleshoot the switch per page 7-10. If the
wiring tests good, test each switch individually with an ohmmeter as
before.

PDMM-0024 8-62
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3. The Carriage Manager Distribution Board may be bad. Replace the

Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
4. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Test I15 - Lift Using this test the state of the Lift Inhibit Switch (S24) can be monitored.
Inhibit Switch This test shows what the Vehicle Manager is reading from the switch. A
(S24) successful test proves that the Vehicle Manager is correctly reading the
Lift Inhibit Switch (S24).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

SOD Lift Inhibit Switch (S24) Audible Alarm

OFF Depressed OFF
ON Released ON

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.
Diagnosis and Repair
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.
1. The cable between the Lift Inhibit Switch (S24) and JPS3 on the
Vehicle Manager may not be properly plugged in. Inspect and verify
the connection.
2. The Lift Inhibit Switch (S24) may be bad or they may need
adjustment. Turn truck power OFF and disconnect PS3 from the
Vehicle Manager. Use an ohmmeter to check the resistance from
PS3-3 to PS3-5. The following should be observed:

Lift Inhibit Switch (S24) Resistance

Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.
3. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board. Run Learn mode and rerun the
test.
4. The Vehicle Manager VFC Card may be bad. Replace the Vehicle
Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-64
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Input Tests

Test I16 - Load Using this test, the state of the Load Handler Deadman Switch (S9) can
Handler Deadman be monitored. This test shows what the Carriage Manager is reading
Switch (S9) from the switch. A successful test proves that the Carriage Manager is
correctly reading the Load Handler Deadman Switch (S9).
NOTE: The Load Handler Deadman Switch (S9) is closed (depressed)
when the left Deadman Pedal is depressed. The load handler
deadman signal is routed to the Carriage Manager at JPC15.
No load handler operation can occur unless the left Deadman
Pedal is depressed.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Load Handler Deadman

SOD Audible Alarm
Switch (S9)
DOWN Depressed SOUNDING
UP Released OFF

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Load Handler Deadman Switch (S9) and
JPC15 on the Carriage Manager may not be properly plugged in.
Inspect and verify the connection.
2. The Load Handler Deadman Switch (S9) may be bad or it may need
adjustment. Turn truck power OFF and disconnect JC15 from the
Carriage Manager. Use an ohmmeter to check the resistance from
JC15-7 to JC15-8. The following should be observed:

Load Handler
Deadman
Deadman Switch Resistance
Pedal
(S9)
Depressed Depressed less than 1 ohm
Released Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.

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3. If the Load Handler Deadman Switch needs to be adjusted, see

“Deadman Pedal Adjustment” on page 9-22 for the adjustment
procedure.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
5. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.
If the VFC is replaced, be sure to run Learn and Configure (see
“Code A9” on page 7-102 for more information).

Test I17 - Lift/ Using this test, the state of the Lift/Lower Inhibit Bypass Switch (S7) can
Lower Inhibit be monitored. This test shows what the Carriage Manager is reading
Bypass Switch (S7) from the switch. A successful test proves that the Carriage Manager is
correctly reading the Lift/Lower Inhibit Bypass Switch (S7).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Lift/Lower Inhibit Bypass

SOD Audible Alarm
Switch (S7)
OFF Released OFF
ON Depressed ON

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Lift/Lower Inhibit Bypass Switch (S7) and
JPC23 on the Carriage Manager may not be properly plugged in.
Inspect and verify the connection.

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2. The Lift/Lower Inhibit Bypass Switch (S7) may be bad. Turn truck
power OFF and disconnect PC23 from the Carriage Manager. Use
an ohmmeter to check the resistance from PC23-2 to PC23-7. The
following should be observed:

Lift/Lower Inhibit Bypass

Resistance
Switch (S7)
Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.
3. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
4. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Test I18 - Lift Using this test, the state of the Lift Select Button (S6) can be monitored.
Select Button (S6) This test shows what the Carriage Manager is reading from the switch.
A successful test proves that the Carriage Manager is correctly reading
the Lift Select Button (S6).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

SOD Lift Select Button (S6) Audible Alarm

Main Released OFF
Mini Depressed ON

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.
Diagnosis and Repair
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the Lift Select Button (S6) and JPC23 on the
Carriage Manager may not be properly plugged in. Inspect and
verify the connection.
2. The Lift Select Button (S6) may be bad. Turn truck power OFF and
disconnect PC23 from the Carriage Manager. Use an ohmmeter to
check the resistance from PC23-1 to PC23-6. The following should
be observed:

Lift Select Button (S6) Resistance

Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.
3. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
4. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Test I19 - Mini Lift Using this test the state of the Mini Lift Reference Proximity (PROX1) can
Reference be monitored. This test shows what the Carriage Manager is reading
Proximity Switch from the switch. A successful test proves that the Carriage Manager is
(PROX1) correctly reading the Mini Lift Reference Proximity (PROX1).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Manually depress the ENTER and UP buttons on the SOD, at the
same time, to start the test.
• Both Deadman Pedals must be depressed for this test to work.
• When the test is active (enabled), this symbol (¥) will appear. The
display will show I19¥. When the (¥) symbol is visible, the mini-
lift carriage can be raised or lowered to test the mini-lift
reference proximity switches.
2. The SOD should read as follows:

Mini Lift Reference

SOD Proximity Switch Audible Alarm
(PROX1)
OFF Fork Carriage below OFF
10 inches (25 cm)
ON Fork Carriage above ON
10 inches (25 cm)

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.
3. Depress the ENTER button on the SOD to stop the test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

NOTE: If the Carriage Manager has a Distribution Board P/N 838-007-

393/006 (or higher suffix), the voltage readings will be .5 to .7
volts lower.
1. The gap between the Mini Lift Reference Proximity Switch (PROX1)
and the load handler may be incorrect. Check the gap and ensure
it is between 0.060” - 0.120” (1.5 mm - 3.05 mm).
2. The Mini Lift Reference Proximity Switch (PROX1) may not be
properly plugged in at JPK1 or the Carriage Manager (JPC12).
Inspect and verify the connections.

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3. Check for voltage at JPC12-5 (+lead) with respect to JPC12-4

(–lead). The meter should read between 10 and 12 volts. If not,
check Carriage Manager power supply per page 8-180.
4. Turn keyswitch OFF and disconnect PC12 from the Carriage
Manager. Turn keyswitch ON and check the voltage at JC12-5
(+lead) with respect to JC12-4 (-lead) as in step 2. If the voltage is
incorrect, replace the Carriage Manager Distribution Board. If the
correct reading is obtained, check the cable from PC12 to JK1 per
page 7-10. If the cable tests good, replace the Mini Lift Reference
Switch (Prox.1).
5. Check the output of the Mini Lift Reference Proximity Switch
(PROX1). Connect a voltmeter to JPC12-3 (+lead) and JPC12-6
(–lead). When the sensor is near metal, the output should be zero
volts and the red LED should be on. When the sensor is away from
metal, the output should be 10 - 12 volts and the red LED should
be off. If not, replace the sensor and rerun the test.
6. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
7. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-70
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Input Tests

Test I20 - Using this test the state of the Undefined Function Switch (S5) can be
Undefined monitored. This test shows what the Carriage Manager is reading from
Function Switch the switch. A successful test proves that the Carriage Manager is
(S5) correctly reading the Undefined Function Switch (S5).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Undefined Function
SOD Audible Alarm
Switch (S5)
OFF Released OFF
ON Depressed SOUNDING

If these readings are not observed, then the test is a failure. See the
following diagnosis and repair procedures.
Diagnosis and Repair
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.
1. The cable between the Undefined Reference Switch (S5) and JPC24
on the Carriage Manager may not be properly plugged in. Inspect
and verify the connection.
2. The Undefined Reference Switch (S5) may be bad. Turn truck power
OFF and disconnect PC24 from the Carriage Manager. Use an
ohmmeter to check the resistance from PC24-3 to PC24-8. The
following should be observed:

Undefined Function
Resistance
Switch (S5)
Depressed less than 1 ohm
Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.
3. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board. Run Learn mode and rerun
the test.
4. The Carriage Manager VFC Card may be bad. Replace the
Carriage Manager VFC Card.

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If any Manager, Distribution Board, VFC Card, Firmware or

Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Input Tests

Test I21 - Steering Using this test the pulses from the Steering Encoder can be monitored.
Encoder This test shows what the Carriage Manager is reading from the Steering
Encoder. A successful test proves that the Steering Encoder is working
and that the Carriage Manager is reading it correctly.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD displays the count from the Steering Encoder which is
turned by the Steering Tiller, located on the left control arm.
2. Slowly turn the steering tiller clockwise. The count should increase 0
- 255 counts and then again 0 - 255 counts as the steering control
is turned. Turning the steering control counterclockwise should
cause the count to decrease.
3. Verify that the latest revision level components are installed. See
page 7-91.
The count should be smooth and progressive with no stops/jumps as
the steering control is turned slowly.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. Check that the coupling between the steering tiller and the steering
encoder shaft is tight.
2. The Steering Encoder Card assembly may be bad. Turn truck OFF
and connect voltmeter to JPE1-8 (–lead) and to JPE1-3 (+lead).
Turn truck ON and observe voltage as the steering tiller is turned
slowly. The voltage should change by 0.5 - 1 volts from the initial
values as the steering tiller is turned more. The voltage should
return to the original value. Turn truck power OFF and move the
(+lead) to JPE1-4 and repeat test. This should be checked on
JPE1-6 and JPE1-7. Also, if this is not observed, the encoder card
assembly is bad.
3. The cable between the steering encoder card assembly (JPE1) and
JPC16 on the Carriage Manager may be improperly plugged in or
may be bad. Check the cable for continuity and for wire-to-wire
shorts per page 7-10. Inspect and verify the connections.
NOTE: Use a digital ohmmeter when performing step 4. Trucks with
software versions below 4.0 have 1/16 A fuses in the BUS+ and
BUS- circuits. These can be damaged by using an analog meter.

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4. The cable between the Carriage Manager (JPC20) and JP19

(over-the-mast) may not be properly plugged in or may be bad.
Check the cable for continuity and for wire-to-wire shorts per page
7-10. Inspect and verify the connections.
5. The cable between JP19 (over-the-mast) and the Vehicle Manager
(JPS19) may not be properly plugged in or may be bad. Check the
cable for continuity and for wire-to-wire shorts per page 7-10.
Inspect and verify the connections.
6. The cable between the Vehicle Manager (JPS20) and Electric
Steering Interface Card (JPW5) may not be properly plugged in or
may be bad. Check the cable for continuity and for wire-to-wire
shorts per page 7-10. Inspect and verify the connections.
7. The Carriage Manager Distribution Board may be bad. With truck
power OFF and the battery disconnected, unplug PC16 and JC20
from the Carriage Manager. Check continuity:
• From PC16-3 to JC20-6.
• From PC16-4 to JC20-7.
• From PC16-6 to JC20-8.
• From PC16-7 to JC20-9
NOTE: All readings should be less than 1 ohm. If readings are
incorrect, replace the Carriage Manager Distribution Board.
8. The Vehicle Manager Distribution Board may be bad. With truck
power OFF and the battery disconnected, unplug JS19 and PS20
from the Vehicle Manager. Check continuity:
• From JS19-6 to PS20-24.
• From JS19-7 to PS20-12.
• From JS19-8 to PS20-13.
• From JS19-9 to PS20-25.
NOTE: All readings should be less than 1 ohm.Replace the Vehicle
Manager Distribution Board if incorrect readings are obtained.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
9. See “Manual Steering Encoder Signals” on page 7-196.

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Input Tests

Test I22 - Reach Using this test, the state of the reach position reference proximity switch
Position Reference (PROX2) can be monitored. This test shows what the Carriage Manager
Proximity Switch is reading from the switch. A successful test proves that the Carriage
(PROX2) Manager is correctly reading the reach reference proximity switch
(PROX2).
NOTE: Before entering maintenance mode, ensure the forks are nested.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. Enter Maintenance Mode and select test I22.
2. To move the forks, exit Digital Input tests (DI) and enter Cycle -
Reach.
3. Step on both Deadman Pedals and press the UP button on the
SOD. The forks should reach out. Press the DOWN button on the
SOD and the forks should retract.
4. Exit Reach and Cycle, and select test I22.
5. The SOD should read as follows:

Reach Position
Reference
SOD Audible Alarm
Proximity Switch
(PROX2)
OFF Reach extended OFF
ON Reach retracted ON

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

NOTE: If the Carriage Manager has a Distribution Board P/N 838-007-

393/006 (or higher suffix), the voltage readings will be .5 to .7
volts lower.
1. The gap between the Reach Position Reference Proximity Switch
(PROX2) and the reach assembly may be incorrect. Check the gap
and ensure it is between 0.060” - 0.120” (1.5 mm - 3.05 mm).

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2. The Reach Position Reference Proximity Switch (PROX2) may not be

properly plugged in at JPK3, JP13, or the Carriage Manager
(JPC13). Inspect and verify the connections.
3. Check for voltage at JPC13-5 (+lead) with respect to JPC13-4
(–lead). The meter should read between 10 -12 volts. If not, check
the Carriage Manager power supply per page 8-180.
4. Turn keyswitch OFF and disconnect PC13 from the Carriage
Manager. Turn keyswitch ON and check the voltage at JC13-5
(+lead) with respect to JC13-4 (-lead) as in step 3. If incorrect,
replace the Carriage Manager Distribution Board. If the voltage is
correct, check the cable from PC13 to JK3 per page 7-10. If the
cable tests good, replace the Reach Position Reference Switch
(Prox.2).
5. Check the output of the Reach Position Reference Proximity Switch
(PROX2). Connect a voltmeter to JPC13-3 (+lead) and JPC13-4
(–lead). When the sensor is near metal the output should be zero
volts and the red LED should be on. When the sensor is away from
metal the output should be 10 - 12 volts and the red LED should be
off. If not, replace the sensor and rerun the test.
6. The Carriage Manager Distribution Board or Carriage Manager
VFC may be bad. Replace the Carriage Manager Distribution
Board or the Carriage Manager VFC. Run Learn mode and rerun
the test.
If any Manager, Distribution Board, VFC Card, Firmware, or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Input Tests

Test I23 - End-of- Using this test, the state of the End-of-Aisle Rail Switch (S15) can be
Aisle Rail Switch monitored. This test shows what the Vehicle Manager is reading from
the switch. A successful test shows that the Vehicle Manager is correctly
reading the End-of-Aisle Rail Switch (S15).
The guide roller, located near the right corner of the tractor, activates
the End-of-Aisle Rail Switch, switch S15. This test checks the operation
of switch S15.

Related Codes Codes 95, 96, 97, 99, and Test O19

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD displays the position that it senses from switch S15.

SOD Switch S15

OFF Open
ON Closed

If this is not observed, then the test is a failure. Proceed to step 2.

Switch is adjusted to actuate in the first

0.38” (9.7 mm) of wheel movement.

S15

Guide Roller (Viewed from Bottom)

Figure 8-3: Guide Roller/End-of-Aisle Switch (S15)

2. Disconnect PS3 cable connector from the Vehicle Manager.

3. Install a jumper between JS3-2 and JS3-4 to simulate a closed S15
switch. The SOD should indicate “ON” and a beep should sound.
4. Remove the jumper to simulate an open S15 switch. The SOD
should indicate OFF.

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5. If these results are obtained, see items 1., 2., and 3. under
“Possible Causes of Test Failure“ within this test.
6. If these results are not obtained, see items 4. and 5. only under
“Possible Causes of Test Failure“ within this test.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and “Proper Handling of Static Sensitive Devices“ on
page 2-6.

1. The cable between the End-of-Aisle Rail Switch (S15) and JPS3 on
the Vehicle Manager may not be properly plugged in. Inspect and
verify the connection.
2. The End-of-Aisle Rail Switch may be bad or it may need adjustment.
Turn truck power OFF and disconnect JS15 from the Vehicle
Manager. Use an ohmmeter to check resistance from JS15-2 to
JS15-4. The following should be observed.

End-of-Aisle Rail
Switch (S15) Resistance
Position
Depressed less than 1 ohm
Released more than 2 megohms

3. If this is not observed, troubleshoot the switch wiring per page 7-

10. If the wiring tests good, replace the switch.

Possible Causes of Test 1. S15 may not be adjusted properly. See page 6 of PDSS-019 or
Failure page 8-77 for adjustment specifications.
2. Switch S15 may be defective.
3. The wiring between S15 and the Vehicle Manager (JPS3-2/JPS3-4)
may be disconnected or defective.
4. Replace the Vehicle Manager Distribution Board, and rerun the test.
5. Replace the Vehicle Manager VFC.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Input Tests

Test I24 - Second This test applies only to trucks with software versions 4.X and up. Using
Deadman Switch this test, the state of the Second Deadman Switch (S25) can be
(S25) monitored. This test shows what the Vehicle Manager is reading from
the switch. A successful test proves that the Vehicle Manager is correctly
reading the Second Deadman Switch (S25) and that the Second
Deadman Switch circuits in the over-the-mast cables (JS19 to JP19 to
JC20) and the Carriage Manager Distribution Board are good.
NOTE: The right Deadman Pedal has two deadman switches (S2 and
S25). Test I02 tests switch S2.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The SOD should read as follows:

Travel
SOD Deadman Pedal Audible Alarm
Position
DOWN Depressed ON
UP Released OFF

If this is not observed, then the test is a failure.

Diagnosis and Repair 1. The cable between the Second Deadman Switch (S25) and JPC15
on the Carriage Manager may not be properly plugged in. Inspect
and verify the connection.
2. The Second Deadman Switch (S25) may be bad or it may need
adjustment. Turn truck power OFF and disconnect JC15 from the
Carriage Manager. Use an ohmmeter to check resistance from
JC15-5 to JC15-9. The following should be observed:

Travel Second
Deadman Pedal Deadman Resistance
Position Switch (S25)
Depressed Depressed less than 1 ohm
Released Released more than 2 megohms

If this is not observed, troubleshoot the switch wiring per page 7-10. If
the wiring tests good, replace the switch.
If the Second Deadman Switch needs to be adjusted, see “Deadman
Pedal Adjustment” on page 9-22 for the adjustment procedure.
3. The cable between the Carriage Manager (JPC20) and JP19 (over-
the-mast) may not be properly plugged in or may be bad. Check
the cable for continuity and for wire-to-wire shorts per page 7-10.
Inspect and verify the connections.

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4. The cable between JP19 (over-the-mast) and the Vehicle Manager

(JPS19) may not be properly plugged in or may be bad. Check the
cable for continuity and for wire to wire shorts per page 7-10.
Inspect and verify the connections.
5. The cable between the Carriage Manager (JPC17) and JP18 (over-
the-mast) may not be properly plugged in or may be bad. Check
the cable for continuity and for wire to wire shorts per page 7-10.
Inspect and verify the connections.
6. The cable between JP18 (over-the-mast) and JPS18 may not be
properly plugged in or may be bad. Check the cable for continuity
and for wire to wire shorts per page 7-10. Inspect and verify the
connections.
7. The Carriage Manager Distribution Board may be bad. With truck
power OFF and the battery disconnected, unplug JC15, JC17, and
JC20 from the Carriage Manager. Check continuity from JC15-9 to
JC20-4, and from JC15-5 to JC17-7. All readings should be less
than 1 ohm. If not, replace the Carriage Manager Distribution
Board and rerun the test.
8. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board. Run Learn mode and rerun the
test.
9. The Vehicle Manager VFC Card may be bad. Replace the Vehicle
Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Input Tests

Test I25 - Plugging This test applies only to trucks with software versions 4.X and up.
Detector
Run Test I02 and I24 before using this test. Test I25 tests internal circuits
in the Vehicle Manager related to the plugging detector circuit.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
1. The SOD will display the state of the plugging detector circuit.

SOD Deadman Pedal Audible Alarm

ON Released ON
OFF Depressed OFF

If this is not observed, then the test is a failure.

Diagnosis and Repair 1. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board, and rerun the test.
2. The Vehicle Manager VFC board may be bad. Replace the Vehicle
Manager VFC board. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

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Output Tests

Output Tests 8

Test O00 - Toggle Using this test, the PC contactor can be turned off and on, verifying its
the PC Contactor correct operation. A successful test proves that the wiring and related
circuitry in the Vehicle Manager VFC and Distribution Board, Power
Panel Driver Assembly, and PC coil driver are all functioning correctly. A
successful test also proves that the PC contactor's coil is functioning.
The PC contactor is usually closed during SelfTest, and is opened only
when an error occurs, or when one of the special programming modes
(Learn Mode, Configure Mode, or Maintenance Mode) is entered. The
PC provides a secondary means to turn off the traction and lift systems.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The following should be observed.

SOD PC Contactor PC LED on PPDA

ON Closed ON
OFF Open OFF

The test is a success if the PC contactor tracks the ON/OFF shown on

the display. If this is not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.
1. Check the operation of the PC contactor coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means that B+PWRB and ESTOP are available to the
Power Panel Driver Assembly (PPDA), and that the Vehicle Manager
VFC and Distribution Board are working correctly. Go to step 4.
2. The plunger in the PC contactor may be binding or operating
incorrectly. Visually inspect for proper operation:
a. Check the contactor tips for signs of welding.
b. Check that the return spring is functioning correctly.
NOTE: See page 6-4 (Contactors).
3. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 6.

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4. There may be an open in the PC contactor or its associated wiring.

Check as follows:
a. Turn truck power off.
b. Unplug JF4 from the PPDA.
c. Using an ohmmeter, measure across the harness between JP4-1
and JP4-7.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the contactor coil circuit. Troubleshoot
the contactor coil and its associated wiring.
5. The PPDA may be bad. Replace the PPDA and rerun the test.
6. Check for B+PWRC voltage at JPF4-1 on the PPDA. Connect a
voltmeter to JPF4-1 (+lead) with respect to the B side of fuse FU4
(–lead). If voltage is not there, move the voltmeter (–lead) to TP4. If
B+PWRC voltage can now be measured, then there is an open in
the ESTOP line between the PPDA and TP4. If B+PWRC voltage can
still not be measured, then troubleshoot the B+PWRC circuit from
the line filter (the line filter has a 15 amp slow blow fuse installed),
through fuse FU3, and through the brake release switch (S12).
7. If B+PWRC was measured at JPF4-1 on the PPDA, then turn truck
power off and disconnect the battery. Remove the PC contactor coil
driver from JF7 on the PPDA and check the following:
a. Use an ohmmeter and check resistance from JF7-5 to JPF4-7,
from JF7-4 to JPF11-6, and from JF7-6 to the B side of fuse
FU4. The meter should read less than 1 ohm. If not, then the
PPDA is bad. Replace the PPDA and rerun the test.
b. There may be an open in the PC contactor coil or its associated
wiring, check per step 4. above.
c. Turn truck power on, connect a voltmeter to JF7-1 (+lead) with
respect to the B side of fuse FU4 (–lead). The meter should read
10-12 volts. If it does, go to step 7.d. If it does not, turn truck
power off and check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. Also check resistance from JF7-1 to PF6-
15 (it should be less than 1 ohm. If not, replace the PPDA). If the
cable is good, then check the Vehicle Manager power supply per
page 8-180. If the Vehicle Manager power supply is good, then
the Vehicle Manager Distribution Board is bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

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d. Turn truck power on, connect the voltmeter to JF7-1 (+lead) with
respect to JF7-3 (–lead). Enter test O00 and toggle it “ON.” The
meter should read >6 volts. If it does, go to step 8. If it does not,
turn truck power off and disconnect PS21 from the Vehicle
Manager. Connect the voltmeter to JS21-15 (+lead) with respect
to JS21-1 (–lead). Rerun the test. The meter should read >6
volts. If it does, then check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. If the cable is good, then replace the
PPDA and rerun the test. If the meter does not read >6 volts
then replace the Vehicle Manager VFC. Run Learn mode and
rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
8. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

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Output Tests

Test O01 - Toggle Using this test, the X contactor can be turned off and on, verifying its
the X Contactor correct operation. A successful test proves that the wiring and related
circuitry in the Vehicle Manager VFC and Distribution Board, Power
Panel Driver Assembly, and X coil driver are all functioning correctly. A
successful test also proves that the contactor's coil is functioning.
The X contactor turns the auxiliary pump off and on. The auxiliary pump
provides hydraulic pressure for steering and load handler functions.
During Run Mode, the X contactor is continually monitored by the
Vehicle Manager VFC for proper operation.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The following should be observed.

SOD X Contactor X LED on PPDA

ON Closed ON
OFF Open OFF

The test is a success if the X contactor tracks the ON/OFF shown on the
display. If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Check the operation of the X contactor coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means that B+PWRB and ESTOP are available to the
Power Panel Driver Assembly (PPDA), and that the Vehicle Manager
VFC and Distribution Board are working correctly. Go to step 4.
2. The plunger in the X contactor may be binding or operating
incorrectly. Visually inspect for proper operation:
a. Check the contactor tips for signs of welding.
b. Check that the return spring is functioning correctly.
NOTE: See page 6-4 (Contactors)
3. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 6.

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Output Tests

4. There may be an open in the X contactor or its associated wiring.

Check as follows:
a. Turn truck power OFF.
b. Unplug JF4 from the PPDA.
c. Using an ohmmeter, measure across the harness between JP4-1
and JP4-9.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the contactor coil circuit. Troubleshoot
the contactor coil and its associated wiring.
5. The PPDA may be bad. Replace the PPDA and rerun the test.
6. Check for B+PWRC voltage at JPF4-1 on the PPDA. Connect a
voltmeter to JPF4-1 (+lead) with respect to the B side of fuse FU4
(–lead). If voltage is not there, move the voltmeter (–lead) to TP4. If
B+PWRC voltage can now be measured, then there is an open in
the B-PWRB line between the PPDA and TP4. If B+PWRC voltage
can still not be measured, then troubleshoot the B+PWRC circuit
from the line filter (the line filter has a 15 amp slow blow fuse
installed), through fuse FU3, and through the brake release switch
(S12).
7. If B+PWRC was measured at JPF4-1 on the PPDA, then turn truck
power OFF and disconnect the battery. Remove the X contactor coil
driver from JF8 on the PPDA and check the following:
a. Use an ohmmeter and check resistance from JF8-5 to JPF4-9,
from JF8-4 to JPF11-6, and from JF8-6 to the B side of fuse
FU4. The meter should read less than 1 ohm. If not, then the
PPDA is bad. Replace the PPDA and rerun the test.
b. There may be an open in the X contactor coil or its associated
wiring; check per step 4. above.
c. Turn truck power on, connect a voltmeter to JF8-1 (+lead) with
respect to the B side of fuse FU4 (–lead). The meter should read
10-12 volts. If it does, go to step 7.d. If it does not, turn truck
power OFF and check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. Also check resistance from JF8-1 to PF6-
15 (it should be less than 1 ohm. If not, replace the PPDA). If the
cable is good, then check the Vehicle Manager power supply per
page 8-180. If the Vehicle Manager power supply is good, then
the Vehicle Manager Distribution Board is bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

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d. Turn truck power on, connect the voltmeter to JF8-1 (+lead) with
respect to JF8-3 (–lead). Enter test O01 and toggle it ON. The
meter should read >6 volts. If it does, go to step 8. If it does not,
turn truck power off and disconnect PS21 from the Vehicle
Manager. Connect the voltmeter to JS21-15 (+lead) with respect
to JS21-4 (–lead). Rerun the test. The meter should read >6
volts. If it does, then check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. If the cable is good, then replace the
PPDA and rerun the test. If the meter does not read >6 volts
then replace the Vehicle Manager VFC. Run Learn mode and
rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
8. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

PDMM-0024 8-88
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O02 - Toggle Using this test, the P contactor can be turned off and on, verifying its
the P Contactor correct operation. A successful test proves that the wiring and related
circuitry in the Vehicle Manager VFC and Distribution Board, Power
Panel Driver Assembly, and P coil driver are all functioning correctly. A
successful test also proves that the P contactor's coil is functioning.

Run Test NOTE: Step on the travel (right side as seated) deadman pedal before
running test.

! CAUTION
Turning the P contactor on (in this test) should not cause the
carriage to lift, since the PC contactor should open first. If,
however, there is a fault in the lift/lower circuit or a fault in
the contactor itself, the carriage may elevate. To safeguard
against unexpected carriage motion, ensure nobody is near
the load handler before entering this test.

! CAUTION
The PC contactor should open before the P contactor closes.
If the PC sense line is open, the time sequencing of the PC
contactor is thrown off and arcing will be observed at the
PC contactor when it opens. If arcing is observed, check the
PC sense line for an open.

For information on how to use maintenance mode, see “Maintenance

Mode” on page 7-23.
The following should be observed.

SOD P Contactor P LED on PPDA

ON Closed ON
OFF Open OFF

This test is a success if the P contactor tracks the ON/OFF shown on the
display. If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
* On version 3.2, there is a 10 second time delay after PC opens until P
closes.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

Revised 11/1/98 8-89 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Output Tests

1. Check the operation of the P contactor coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means that B+PWRB and ESTOP are available to the
Power Panel Driver Assembly (PPDA), and that the Vehicle Manager
VFC and Distribution Board are working correctly. Go to step 4.
2. The plunger in the P contactor may be binding or operating
incorrectly. Visually inspect for proper operation:
a. Check the contactor tips for signs of welding.
b. Check that the return spring is functioning correctly.
c. See page 6-4 (Contactors).
3. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 6.
4. There may be an open in the P contactor or its associated wiring.
Check as follows:
a. Turn truck power off.
b. Unplug JF4 from the PPDA.
c. Using an ohmmeter, measure across the harness between JP4-1
and JP4-11.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the contactor coil circuit. Troubleshoot
the contactor coil and its associated wiring.
5. The PPDA may be bad. Replace the PPDA and rerun the test.
6. Check for B+PWRC voltage at JPF4-1 on the PPDA. Connect a
voltmeter to JPF4-1 (+lead) with respect to the B side of fuse FU4
(–lead). If voltage is not there, move the voltmeter (–lead) to TP4. If
B+PWRC voltage can now be measured, then there is an open in
the B+PWRC line between the PPDA and TP4. If B+PWRC voltage
can still not be measured, then troubleshoot the B+PWRC circuit
from the line filter (the line filter has a 15 amp slow blow fuse
installed), through fuse FU3, and through the brake release switch
(S12).
7. If B+PWRC was measured at JPF4-1 on the PPDA, then turn truck
power OFF and disconnect the battery. Remove the P contactor coil
driver from JF16 on the PPDA and check the following:

PDMM-0024 8-90
 Model 537 Swing-Reach® Truck Testing

Output Tests

a. Use an ohmmeter and check resistance from JF16-5 to JPF4-11,

from JF16-4 to JPF11-6, and from JF16-6 to the B side of fuse
FU4. The meter should read less than 1 ohm. If not, then the
PPDA is bad. Replace the PPDA and rerun the test.
b. There may be an open in the P contactor coil or its associated
wiring; check per step 4. above.
c. Turn truck power on, connect a voltmeter to JF16-1 (+lead) with
respect to the B side of fuse FU4 (–lead). The meter should read
10-12 volts. If it does, go to step 7.d. If it does not, turn truck
power off and check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. Also check resistance from JF16-1 to PF6-
15 (it should be less than 1 ohm. If not, replace the PPDA). If the
cable is good, then check the Vehicle Manager power supply per
page 8-180. If the Vehicle Manager power supply is good, then
the Vehicle Manager Distribution Board is bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
d. Turn truck power on, connect the voltmeter to JF16-1 (+lead)
with respect to JF16-3 (–lead). Enter test O02 and toggle it
“ON.” The meter should read >6 volts. If it does, go to step 8. If
it does not, turn truck power off and disconnect PS21 from the
Vehicle Manager. Connect the voltmeter to JS21-15 (+lead) with
respect to JS21-3 (–lead). Rerun the test. The meter should read
>6 volts. If it does, then check the cable from the Vehicle
Manager (JPS21) to the PPDA (JPF6) for continuity and for wire
to wire shorts per page 7-10. If the cable is good, then replace
the PPDA and rerun the test. If the meter does not read >6 volts,
then replace the Vehicle Manager VFC. Run Learn mode and
rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
8. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

8-91 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O03 - Toggle Using this test, the 1S contactor can be turned off and on, verifying its
the 1S Contactor correct operation. A successful test proves that the wiring and related
circuitry in the Vehicle Manager VFC and Distribution Board, Power
Panel Driver Assembly, and 1S coil driver are all functioning correctly. A
successful test also proves that the 1S contactor's coil is functioning.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The following should be observed.

SOD 1S Contactor 1S LED on PPDA

ON Closed ON
OFF Open OFF

This test is a success if the 1S contactor tracks the ON/OFF shown on

the display. If this is not observed, then the test is a failure. See the
following diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

Diagnosis and Repair 1. Check the operation of the 1S contactor coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means that B+PWRB and ESTOP are available to the
Power Panel Driver Assembly (PPDA), and that the Vehicle Manager
VFC and Distribution Board are working correctly. Go to step 4.
2. The plunger in the 1S contactor may be binding or operating
incorrectly. Visually inspect for proper operation:
a. Check the contactor tips for signs of welding.
b. Check that the return spring is functioning correctly.
NOTE: See page 6-4 (Contactors).
3. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 6.

PDMM-0024 8-92
 Model 537 Swing-Reach® Truck Testing

Output Tests

4. There may be an open in the 1S contactor or its associated wiring.

Check as follows:
a. Turn truck power off.
b. Unplug JF4 from the PPDA.
c. Using an ohmmeter, measure across the harness between JP4-1
and JP4-10.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the contactor coil circuit. Troubleshoot
the contactor coil and its associated wiring.
5. The PPDA may be bad. Replace the PPDA and rerun the test.
6. Check for B+PWRC voltage at JPF4-1 on the PPDA. Connect a
voltmeter to JPF4-1 (+lead) with respect to the B side of fuse FU4
(–lead). If voltage is not there, move the voltmeter (–lead) to TP4. If
B+PWRC voltage can now be measured, then there is an open in
the B+PWRC line between the PPDA and TP4. If B+PWRC voltage
can still be measured, then troubleshoot the B+PWRC circuit from
the line filter (the line filter has a 15 amp slow blow fuse installed),
through fuse FU3, and through the brake release switch (S12).
7. If B+PWRC was measured at JPF4-1 on the PPDA, then turn truck
power off and disconnect the battery. Remove the 1S contactor coil
driver from JF9 on the PPDA and check the following:
a. Use an ohmmeter and check resistance from JF9-5 to JPF4-10,
from JF9-4 to JPF11-16, and from JF9-6 to the B side of fuse
FU4. The meter should read less than 1 ohm. If not, then the
PPDA is bad. Replace the PPDA and rerun the test.
b. There may be an open in the 1S contactor coil or its associated
wiring, check per step 4. above.
c. Turn truck power ON, connect a voltmeter to JF9-1 (+lead) with
respect to the B side of fuse FU4 (–lead). The meter should read
10-12 volts. If it does, go to step 7.d. If it does not, turn truck
power off and check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. Also check resistance from JF9-1 to PF6-
15 (it should be less than 1 ohm. If not, replace the PPDA). If the
cable is good, then check the Vehicle Manager power supply per
page 8-180. If the Vehicle Manager power supply is good, then
the Vehicle Manager Distribution Board is bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

8-93 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

d. Turn truck power ON, connect the voltmeter to JF9-1 (+lead)

with respect to JF9-3 (–lead). Enter test O03 and toggle it “ON.”
The meter should read >6 volts. If it does, go to step 8. If it does
not, turn truck power off and disconnect PS21 from the Vehicle
Manager. Connect the voltmeter to JS21-15 (+lead) with respect
to JS21-2 (–lead). Rerun the test. The meter should read >6
volts. If it does, then check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. If the cable is good, then replace the
PPDA and rerun the test. If the meter does not read >6 volts
then replace the Vehicle Manager VFC. Run Learn mode and
rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
8. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

PDMM-0024 8-94
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O04 - HCM Using this test, proper operation of the H-Bridge Control Module (HCM)
Forward Enable Forward Enable signal can be verified. A successful test proves that the
Test (Forks First) wiring and related circuitry in the Vehicle Manager VFC and Distribution
Board are functioning properly.
This test toggles the HCM Forward Enable signal from the Vehicle
Manager on and off. The enable signal “enables” the HCM to pulse the
Field Transistors (TM1 and TM2). If the HCM is not enabled, it can't pass
pulses from the Vehicle Manager on to the Field transistors (TM1 and
TM2).
During normal operation, the enable signal is activated whenever the
Vehicle Manager is pulsing the Field Transistors (TM1 and TM2).
NOTE: This test only checks that the Forward enable signal from the
Vehicle Manager is actually arriving at the input to the HCM. Test
O20 - HCM PWM Ramp and O05 - HCM Reverse Enable Test
must be run in order to verify that the HCM is correctly enabling
its output.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Disconnect the cable (JH2) from the HCM, and connect a voltmeter
to the cable between JH2-9 (+lead) and JH2-1 (–lead). Hint: Use a
couple of regular size paper clips to probe the sockets of the cable.

JH2-1 (-)

JH2-9 (+)

Figure 8-4: Pinout for JH2 - “Forward HCM Enable”

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The voltmeter should display the following.

SOD Voltage Reading

ON 10.5–12.5 volts
OFF 0–0.5 volts

8-95 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. The cable between the HCM (JPH2) and the Vehicle Manager (JPS2)
may be bad. Check the cable for continuity and for wire to wire
shorts.
2. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board, and rerun the test.
3. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-96
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O05 - HCM Using this test, proper operation of the H-Bridge Control Module (HCM)
Reverse Enable Reverse Enable signal can be verified. A successful test proves that the
Test (Tractor First) wiring and related circuitry in the Vehicle Manager VFC and Distribution
Board are functioning properly.
This test toggles the HCM Reverse Enable signal from the Vehicle
Manager ON and OFF. The enable signal “enables” the HCM to pulse
the Field Transistors (TM1 and TM2). If the HCM is not enabled, it can
not pass pulses from the Vehicle Manager on to the Field transistors
(TM1 and TM2).
During normal operation, the enable signal is activated whenever the
Vehicle Manager is pulsing the Field Transistors (TM1 and TM2).
NOTE: This test only checks that the Reverse enable signal from the
Vehicle Manager is actually arriving at the input to the HCM. Test
O20 - HCM PWM Ramp must be run in order to verify that the
HCM is correctly enabling its output.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Disconnect the cable (JH2) from the HCM, and connect a voltmeter
to the cable between JH2-9 (+lead) and JH2-5 (–lead).
Hint: Use a couple of regular size paper clips to probe the sockets
of the cable.

JH2-5 (-)

JH2-9 (+)

Figure 8-5: Pinout for JH2 - “Reverse HCM Enable”

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The voltmeter should display the following.

8-97 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

SOD Voltage Reading

ON 10.5–12.5 volts
OFF 0–0.5 volts

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. The cable between the HCM (JH2) and the Vehicle Manager (PS2)
may be bad. Check the cable for continuity and for wire-to-wire
shorts.
2. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board, and rerun the test.
3. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-98
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O06 - Toggle Using this test, the Main Mast Load Holding Solenoid (SOL5) can be
Main Mast Load turned off on, verifying its correct operation.
Holding Solenoid A successful test proves that the wiring and related circuitry in the
(SOL5) Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and Main Mast Load Holding Solenoid coil driver are
functioning correctly. It also proves that SOL5 and its harness are
electrically functional.
It does not prove that the Main Mast Load Holding Solenoid and valve
are mechanically functional.

Preparation
! WARNING
When performing this test, make sure that the carriage is
lowered to the floor. Keep clear of the carriage and load
handler.

! WARNING
Turning the Main Mast Load Holding Solenoid on in this test
should not cause the carriage to lower since the
proportional lift/lower valve should be closed. If, however,
there is a fault in the lift/lower circuit or a fault in the
proportional solenoid itself, the carriage may lower.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Fully lower the carriage and load handler.

2. Turn truck power OFF.
3. Disconnect wire SOL5-2 from the Main Mast Load Holding
Solenoid.
4. Connect an ammeter is series with the solenoid as follows:
• Positive (+) to terminal SOL5-2.
• Negative (–) to wire removed from SOL5-2.
5. Set the ammeter to the 2 amp scale.

8-99 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The following should be observed.

Ammeter
SOD SOL5 Solenoid
Reading
ON Energized 0.5 - 1.0 amp
OFF De-Energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
Turn truck power off and reconnect the wire to SOL5-2.

Diagnosis and Repair 1. Check the operation of the Main Mast Load Holding Solenoid coil
driver LED. If the LED comes on when the test is toggled “ON,” then
the coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Main Mast Load Holding solenoid or
its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness between
JN8-1 and JN8-4.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (-lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.

PDMM-0024 8-100
 Model 537 Swing-Reach® Truck Testing

Output Tests

6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Main Mast Load Holding
solenoid coil driver from JN6 on the HDA and check the following:
a. Use an ohmmeter and check resistance from JN6-5 to JPN8-4,
from JN6-4 to JPN10-1, and from JN6-6 to JPN10-2. The meter
should read less than 1 ohm. If not, then the HDA is bad.
Replace the HDA and rerun the test.
b. There may be an open in the Main Mast Load Holding solenoid
or its associated wiring; check per step 3. above.
c. Turn truck power on, connect a voltmeter (+lead) to JN6-1 with
respect to JPN10-2 (–lead). The meter should read 10-12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire to wire shorts per page 7-10.
Also check resistance from JN6-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JN6-1 (+lead) with respect to JN6-3
(–lead). Enter test O06 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power off and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-1
(–lead). Rerun the test. The meter should read >6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire to wire shorts per
page 7-10. If the cable is good, then replace the HDA and rerun
the test. If the meter does not read >6 volts, then replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Main Mast Load
Holding solenoid which is preventing it from operating properly.
Investigate and troubleshoot the valve.

8-101 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O07 - Toggle Using this test, proper operation of the horn can be verified.
Horn
A successful test proves that the horn and its related wiring and circuitry
in the Vehicle Manager VFC and Distribution Board and Power Panel
Driver Assembly are functional.
NOTE: Every time that SelfTest is run during power-up, the horn is briefly
beeped to indicate that SelfTest completed successfully.

Preparation 1. Connect a voltmeter to H1 (+lead) and to H2 (–lead).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The following should be observed.

Voltmeter
SOD Horn
Reading
ON Sounding B+
OFF Off 0.0

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

NOTE: There are two versions of PPDA assemblies currently in use. P/N
838-004-356 has a non-removable horn relay. P/N 838-007-
379 has a plug-in, replaceable horn relay. It is the only version
available from the Syracuse Parts Division.
Additionally, there are two styles of horns currently in use. One
style will have discrete suppressor components mounted directly
on the horn. The other style will have a separate suppressor
module (P/N 154-010-796) mounted closely to the horn.
1. There may be an open in the horn circuit, or the horn may be bad.
Check as follows:

PDMM-0024 8-102
 Model 537 Swing-Reach® Truck Testing

Output Tests

a. Turn truck power OFF. Leave the battery connected.

b. Unplug JF3 from the PPDA (PF3).
c. Attach a ground jumper from TP4 to JF3-5.
d. Attach one end of another jumper to JF3-1. Briefly touch the
other end of the jumper to fuse FU3 on PPDA. The horn should
sound.
• Form horns without a separate suppressor module, check the
wiring harness from the PPDA (JF3-1) to the horn (H1), and
(JF3-5) to the horn (H2) per page 7-10. If the wires are good,
then replace the horn.
• For horns having a separate suppressor module, check the
wiring harness from the PPDA (JF3-1) to the horn suppressor
module (HSUP-2), from PPDA (JF3-5) to the horn (Horn-),
and from horn (Horn-) to the horn suppressor module (HSUP-
5) per page 7-10. If the wiring harness checks good, then
check the suppressor module as follows:
1. Set a digital multimeter to the diode check function.
2. Connect the negative meter lead to PIN4 and connect
the positive meter lead to PIN2.
3. The meter should indicate less than 1 volt.
4. Connect positive meter lead to PIN5.
5. The meter should indicate less than 1 volt.
6. Reverse the meter lead placements in steps 2 and 4.
7. The meter should indicate “OL”.
• If the horn suppressor module tests good, replace the horn.
e. Reconnect JF3 to PF3 on the PPDA.

Figure 8-6: Horn Circuitry

8-103 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

2. If the horn blew when the jumpers were installed in step 1. and the
PPDA P/N is 838-004-356 with the non-replaceable horn relay,
then check the horn control circuit as follows:
NOTE: Go to Step 3 if the PPDA P/N is 838-007-379 with the non-
replaceable horn relay.
a. Turn truck power OFF.
b. Unplug JF6 from the PPDA (PF6).
c. Connect a voltmeter to JF6-15 (+lead) with respect to JF6-5
(–lead).
d. Turn truck power ON and rerun test. The voltmeter should read
> 8 volts and <8 volts with the test OFF. If not, check the cable
between the PPDA (JF6) and the Vehicle Manager (PS21) for
continuity and wire to wire shorts per page 7-10. If the voltmeter
reads correctly, then the PPDA is bad. Replace the PPDA and
rerun the test.
e. If the cable between the PPDA (JF6) and the Vehicle Manager
(PS21) checks good in step 2.d., then the Vehicle Manager
Distribution Board may be bad. Replace the Vehicle Manager
Distribution Board and rerun the test.
3. If the horn blew when the jumpers were installed in step 1, and the
PPDA has the removable horn relay (PPDA P/N 838-007-379), then
check the horn control circuit as follows:
a. Turn truck power off.
b. Unplug the horn relay from the PPDA.
c. Connect a voltmeter (+lead) to socket 1 on the K1 relay
connector with respect to socket 5 (- lead).
d. Turn truck power On and re-run the test. The voltmeter should
read >40 volts with the test ON. The voltage with the test OFF
should be less than 40 volts (NOTE: It will typically be less than
5 volts, but the value depends on the individual volt meter).
If the voltages are incorrect, check the horn control signal to the
PPDA by following Step 2a thru 2e.
If the voltages are correct (greater than 40 volts with the test
ON), then check the following:
• Turn truck power OFF and unplug the battery.
• Check for continuity from FU3 to socket 3 on K1 to PF3-1.
• Unplug JF3 from PF3 on the PPDA and check continuity from
socket 4 on K1 to PF3-1.
• Check continuity from PF3-5 to FU4 on the PPDA.

PDMM-0024 8-104
 Model 537 Swing-Reach® Truck Testing

Output Tests

If any of the continuity checks are bad, replace the PPDA. If the
continuity checks are good, then check the horn relay tips. Plug
the horn relay back into K1 on the PPDA, plug the battery back
in, open the emergency lowering valve, ensure that JF3 is still
unplugged from PF3 on the PPDA, and turn truck power ON.
Once the truck passes SELFTEST, re-run test O07 while checking
the voltage from PF3-1 (+ lead) with respect to PF3-5 (- lead).
The voltage should be battery voltage with the test ON. If not,
replace the relay.

Figure 8-7: Relay Socket

4. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If the VFC is replaced, be sure to run Learn and Configure (see
“Code A9” on page 7-102 for more information).

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Testing Model 537 Swing-Reach® Truck

Output Tests

Test O08 - Toggle Using this test, the parking brake can be turned off and on, verifying its
Parking Brake correct operation. A successful test proves that the wiring and related
circuitry in the Vehicle Manager VFC and Distribution Board, Power
Panel Drive Assembly, and Parking Brake coil driver are functioning
correctly. A successful test also proves that the Parking Brake coil is
functioning.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Preparation 1. Connect a voltmeter at B-1 (+) and B-2 (–). (B1 and B2 are splice
points in the brake coil wiring harness).
The following should be observed.

Travel Deadman Voltmeter

SOD
Pedal Reading
OFF Released 0.0 - 0.5
ON Depressed 42.0 - 52.0

There should be a noticeable “clunk” from the brake when turned OFF/
ON and ON/OFF.
If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

If there is a “clunk”:
1. The brake may require adjustment.
NOTE: Vehicles with S/N 01566 and higher will have a line filter
installed in the B+PCA circuit. Vehicles with lower S/N’s may
have this line filter added per service bulletin #1010.
If there is no “clunk”:
NOTE: With the keyswitch OFF, operate the brake release switch (S12).
If the “clunk” is heard, it proves the brake coil and associated
wiring are good. Step 3 then may be bypassed.

PDMM-0024 8-106
 Model 537 Swing-Reach® Truck Testing

Output Tests

1. Check the operation of the Parking Brake coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means B+PCA and B-PCA are available to the Power
Panel Driver Assembly (PPDA), and that the Vehicle Manager VFC
and Distribution Board are working correctly. Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to Step 5.
3. There may be an open in the Park Brake coil or its associated
wiring. Check as follows:
a. Turn truck power off.
b. Unplug JF5 from the PPDA.
c. Using an ohmmeter, measure across the harness between JP5-1
and JP5-2.
d. If the resistance is less than 18 ohms or more than 26 ohms,
then there is a problem in the Parking Brake coil circuit.
Troubleshoot the Parking Brake coil and its associated wiring.
4. The PPDA may be bad. Replace the PPDA and rerun the test.
5. Check for B+PCB voltage at JPF5-2 on the PPDA. Connect a
voltmeter to JPF5-2 (+lead) with respect to the B side of fuse FU6
(–lead). If voltage is not there, move the voltmeter (–lead) to TP-4. If
B+PCB voltage can now be measured, then there is an open in the
B-PCB line between the PPDA and TP4. If B+PCB voltage can still
not be measured, then troubleshoot the B+PCB circuit from the line
filter (this filter will have a 15 amp slow blow fuse installed) through
fuse FU1.
6. If B+PCB was measured at JPF5-2 on the PPDA, then turn truck
power off and disconnect the battery. Remove the Parking Brake coil
driver from JF14 on the PPDA and check the following:
a. Use an ohmmeter and check resistance from JF14-5 to JPF5-1,
and from JF14-6 to the B side of fuse FU6. The meter should
read less than 1 ohm. Set the meter to diode; check and
measure from JF1-1 positive lead to JPF14-4 negative lead. The
meter should read <1.6 volts. If not, then the PPDA is bad.
Replace the PPDA and rerun the test.
b. There may be an open in the Parking Brake coil or its associated
wiring; check per step 3. above. See note on Brake Release
Switch (S12).

8-107 PDMM-0024
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Output Tests

c. Turn truck power on, connect a voltmeter to JF14-1 (+lead) with

respect to the B side of fuse FU6 (–lead). The meter should read
10-12 volts. If it does, go to step 6.d. If it does not, turn truck
power OFF and check the cable from the Vehicle Manager
(JPS21) to the PPDA (JPF6) for continuity and for wire to wire
shorts per page 7-10. Also check resistance from JF14-1 to PF6-
15 (it should be less than 1 ohm. If not, replace the PPDA). If the
cable is good, then check the Vehicle Manager power supply per
page 8-180. If the Vehicle Manager power supply is good, then
the Vehicle Manager Distribution Board is bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
d. Turn truck power on, connect the voltmeter to JF14-1 (+lead)
with respect to JF14-3 (–lead). Enter test O08 and toggle it
“ON.” The meter should read >6 volts. If it does, go to step 7. If
it does not, turn truck power OFF and disconnect PS21 from the
VM. Connect the voltmeter to JS21-15 (+lead) with respect to
JPS15-6 (–lead). Rerun the test. The meter should read >8 volts.
If it does, then check the cables from the Vehicle Manager
(JPS21) to the PPDA (JPF6) and from the Vehicle Manager
(JPS15) to the PPDA (JPF2) for continuity and for wire-to-wire
shorts per page 7-10. If the cables are good, then replace the
PPDA and rerun the test. If the meter does not read >8 volts,
then replace the Vehicle Manager VFC. Run Learn mode and
rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

PDMM-0024 8-108
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O09 - Using this test, the operation of the individual steering indicator lights
Sequence Steering on the SOD can be verified. A successful test proves that the wiring and
Indicator Lights related circuitry in the Carriage Manager VFC and Distribution Board,
and SOD are functioning correctly. A successful test also proves that the
individual steering indicator lights are functioning.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23
The following should be observed.

Steering
SOD
Indicator lights
OFF OFF
90L, 45L, 0, 45R, 90R Lights sequence, then
repeat

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. The cable between the Carriage Manager (JPC11) and the SOD
(JPI1) may be bad or disconnected. Test per page 7-10.
2. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
3. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
4. If none of the three steps above correct the problem, replace the
SOD with a “Blank” SOD from the Syracuse Parts Division. A SOD
Shield, to protect against electrostatic discharge, can be installed.
See page 9-77.

8-109 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O10 - Audible Using this test, the operation of the audible alarm in the SOD can be
Alarm Test verified. A successful test proves that the wiring and related circuitry in
the Carriage Manager VFC and Distribution Board, and SOD are
functioning correctly. A successful test also proves that the audible alarm
is functioning.

Run Test For information on how to use maintenance made, see “Maintenance
Mode” on page 7-23.

SOD Alarm
RAMP Tone ramps
OFF No sound

This test will generate a sound on the audible alarm in the SOD. The
sound begins at a low pitch and ramps up to a high pitch, then repeats.
If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. The cable between the Carriage Manager (JPC11) and the SOD
(JPI1) may be bad or disconnected.
2. The SOD may be bad. Replace the SOD and rerun the test.
3. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
4. The Carriage Manager VFC may be bad. Replace the Carriage
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. If none of the three steps above correct the problem, replace the
SOD with a “Blank” SOD from the Syracuse Parts Division. A SOD
shield, to protect against electrostatic discharge, can be installed.
See page 9-77.

PDMM-0024 8-110
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O11 - Using this test, proper operation of the Chopper Control Module (CCM)
Chopper Control enable signal can be verified.
Module Enable A successful test proves that the wiring and related circuitry in the
Signal Vehicle Manager VFC and Distribution Board are functioning properly.
This test toggles the CCM enable signal from the Vehicle Manager on
and off. The enable signal “enables” the CCM to pulse the Power
Transistor (Q1). If the CCM is not enabled, it can't pass pulses from the
Vehicle Manager on to the Power Transistor (Q1).
During normal operation, the enable signal is activated whenever the
Vehicle Manager is pulsing the Power Transistor (Q1).
NOTE: This test only checks that the enable signal from the Vehicle
Manager is actually arriving at the input to the CCM. Test O13 -
Chopper Control Module PWM must be run in order to verify that
the CCM is correctly enabling its output.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Disconnect the cable (JT2) from the CCM and connect a voltmeter
to the cable between JT2-9 (+lead) and JT2-5 (–lead). Hint: Use a
couple of regular size paper clips to probe the sockets of the cable.
2. On lift trucks with Vehicle Manager software versions 4.0 and
above, step on the travel (right side as seated) deadman pedal.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

JT2-5 (-)

JT2-9 (+)

Figure 8-8: Pinout for JT2 - “Chopper Enable”

Revised 11/1/98 8-111 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Output Tests

The voltmeter should display the following

SOD Alarm
ON 10.5 - 12.5 volts
OFF 0.0 - 0.5 volts

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. The cable between the CCM (JT2) and the Vehicle Manager (PS1)
may be bad. Check the cable for continuity and for wire to wire
shorts per page 7-10.
2. The Vehicle Manager Distribution Board may bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
3. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-112
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O12 - Using this test, the proportional lift/lower solenoid (SOL4) can be
Proportional Lift/ ramped from full off to full on, verifying its correct operation.
Lower Solenoid A successful test proves that the wiring and related circuitry in the
(SOL4) PWM Ramp Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and proportional lift/lower solenoid coil driver are
functioning correctly. It also proves that the SOL4 and its harness are
electrically functional. It does not prove that the proportional lift/lower
solenoid and valves are mechanically functional.

Preparation
! WARNING
Ramping the proportional lift/lower solenoid (SOL4) in this
test should not allow the platform or fork carriage to lower,
since the Load Holding Valve (S0L5, SOL6) should be
closed. If, however, there is a fault in the SOL5 circuit or a
fault in SOL5 itself, the platform may lower. If there is a
fault in the SOL6 circuit or SOL6 itself, the fork carriage may
lower.

! WARNING
When performing this test, make sure the carriage and load
handler are lowered to the floor. Keep clear of the carriage
and load handler.

1. Connect a voltmeter across Lift/Lower solenoid (SOL4) as follows:

• Positive (+) to JPN8-3
• Negative (–) to JPN8-9
JPN8 still connected

Run Test For information on how to use maintenance made, see “Maintenance
Mode” on page 7-23.
The following should be observed.

SOD L/L Solenoid Voltmeter Reading

RAMP Energized (ramping) 0.0 - 31.0
OFF De-energized 30 - 33

The meter ramps from 0.0 to 31.0 volts.

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

8-113 PDMM-0024
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Output Tests

Remove meter.

Diagnosis and Repair 1. Check the operation of the Proportional Lift/Lower solenoid coil
driver LED. If the LED comes on when the test is toggled “ON,” then
the coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Proportional Lift/Lower solenoid or its
associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness between
JN8-3 and JN8-9.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (-lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Proportional Lift/Lower
solenoid coil driver from JN1 on the HDA and check the following:
a. Use an ohmmeter and check resistance from JN1-5 to JPN8-9
from JN1-4 to JPN10-1, and from JN1-6 to JPN10-2. The meter
should read less than 1 ohm. If not, then the HDA is bad.
Replace the HDA and rerun the test.
b. There may be an open in the Proportional Lift/Lower solenoid or
its associated wiring; check per step 3. above.

PDMM-0024 8-114
 Model 537 Swing-Reach® Truck Testing

Output Tests

c. Turn truck power on, connect a voltmeter (+lead) to JN1-1 with

respect to JPN10-2 (–lead). The meter should read 10-12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire to wire shorts per page 7-10.
Also check resistance from JN1-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page page 8-180.
If the Vehicle Manager power supply is good, then the HDA is
bad. Replace the HDA and rerun the test.
d. Connect the voltmeter to JN1-1 (+lead) with respect to JN1-3
(–lead). Enter test O12 and toggle it “ON.” The meter should
ramp from >6 volts to <12 volts. If it does, go to step 7. If it
does not, turn truck power OFF and disconnect PS11 from the
Vehicle Manager. Connect the voltmeter to JS11-15 (+lead) with
respect to JS11-7 (–lead). Rerun the test. The meter should ramp
from >6 volts to <12 volts. If it does, then check the cable from
the Vehicle Manager (JPS11) to the HDA (JPN7) for continuity
and for wire-to-wire shorts per page 7-10. If the cable is good,
then replace the HDA and rerun the test. If the meter does not
ramp from >6 to <12 volts, then replace the Vehicle Manager
VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Proportional Lift/Lower
solenoid which is preventing it from operating properly. Investigate
and troubleshoot the valve.

8-115 PDMM-0024
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Output Tests

Test O13 - Using this test, proper operation of the PWM (Pulse Width Modulation)
Chopper Control to the Power Transistor (Q1) can be verified.
Module PWM Test A successful test proves that the wiring and related circuitry in the
Vehicle Manager VFC and Distribution Board, and CCM are functioning
properly.
This test ramps a signal to the Chopper Control Module (CCM). A
voltmeter is used to measure the resulting signal.
NOTE: The CCM enable signal is also activated during this test, so that
the CCM can pulse the base of Q1. Without the CCM enable
signal, this test fails.

Preparation 1. Elevate the drive tire off the floor. See Jacking Safety, page 2-4, and
observe the following warnings..

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks!

! WARNING
During this test, the field is not powered up, so the truck
should not move. If, however, there is a fault in the traction
motor circuit, the traction motor may start. To guard against
unexpected movement of the truck, elevate the drive tire off
the floor before entering this test.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

2. Connect a voltmeter across power transistor Q1 as follows:

• Positive (+) to Q1-C
• Negative (–) to TP4

PDMM-0024 8-116
 Model 537 Swing-Reach® Truck Testing

Output Tests

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

! CAUTION
DO NOT run this test for any extended period of time as it
may damage Q1 and/or the CCM due to overheating.

The right Deadman Pedal must be depressed for this test to work.

SOD Voltmeter Reading

RAMP B+ to B+ minus 6.0
OFF B+

The meter ramps from B+ to B + minus 6.0 volts. Example: If battery

voltage is 48 volts, B+ minus 6 volts would equal 42 volts. Therefore, in
this example, the voltage ramps from 48.0 to 42.0 volts.
If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
Remove meter.
Check page 8-175 to test CCM if Q1 has failed.

Diagnosis and Repair 1. The Chopper Control Module may be bad. (You can still perform
the following test even if a bad Q1 is still installed in the truck.)
a. Turn truck power OFF.
b. Disconnect the wire from the base of Q1 at Q1-B.
c. Connect the positive (+) lead of a voltmeter to the wire
disconnected from Q1-B.
d. Connect the negative (–) lead of the voltmeter to Q1-E.
e. Disconnect the power cable from the collector of Q1.
f. Turn truck power ON and rerun the test.
g. As the test ramps, voltage should increase from 0.0 volts to 2.5
volts. If voltages are correct, go to step 2. below.
h. If the voltage ramps above 3 volts, replace the CCM and rerun
the test.
NOTE: If the Power Panel temperature limit signal is active (red LED on
CCM lit, caused by an open in the temperature sensor circuit),
this test will fail.
i. If the test fails to ramp (step f.), turn truck power off and check
continuity of the cable from the CCM (JT1-8) to the Q1-B cable
end, and from the CCM (JT1-2) to Q1-E.

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Testing Model 537 Swing-Reach® Truck

Output Tests

j. Run test O11 (Chopper Control Module Enable Signal). If test

O11 passes, disconnect JT2 from CCM (PT2) and connect a
voltmeter positive (+) lead to JT2-9 and negative lead (–) to
JT2-7. Rerun test O13. The voltage should ramp from >5 volts
to <12 volts.
• If this voltage ramp is good, then the CCM is bad. Replace
the CCM and rerun the test.
NOTE: Before replacing the CCM, test the Power Transistor (Q1) per
page 8-174.
• If this voltage ramp fails, test the cable from the CCM (JT2) to
the Vehicle Manager (PS1) for continuity and wire to wire
shorts per page 7-10. If the cable is good, then replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
k. The Vehicle Manager Distribution Board may be bad. Replace
the Vehicle Manager Distribution Board and rerun the test.
2. Q1 may be bad. Check Q1 (see “Power Transistor (Q1) Test” on
page 8-174). Also check the Q1 snubber circuit (C1, R4, REC2).
Repair/replace bad components and rerun the test. Ensure that the
Q1-B lead that was disconnected in step 1.b. above is reconnected
after testing Q1.
3. Check the armature circuit (brushes, armature resistance, cable
connections, etc.). Repair/replace broken components and rerun
the test.

PDMM-0024 8-118
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O14 - MS Using this test, the MS control bit can be turned ON and OFF, verifying
Control its correct operation. The MS (Master Switch) control bit is an output
from the Vehicle Manager to the Electronic Steering System. The status
of the MS control bit determines whether the Electronic Steering System
is in manual or auto.
A successful test proves that the wiring and related circuitry in the
Vehicle Manager, the Vehicle Manager VFC, and Electronic Steering
System are working correctly.

Related Codes and Test I11 - Auto/Manual Switch Position. This test should be performed
Tests before Test O14.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
Observe the Electronic Steering Logic Card ESTAT1 through ESTAT5
LEDs.

Status Display
1 2

3 4

SLOW

Logic Card

Figure 8-9: Logic Card ESTAT LEDs

Electronic
SOD ESTAT1 ESTAT2 ESTAT3 ESTAT4 ESTAT5 Steering
Code
MAN ON 0 0 1 0 0 4
AUTO OFF 0 1 1 0 0 12
Electronic Steering Code 4 - “Normal Manual Steering”
Electronic Steering Code 12 - “Seeking Wire: Steering Manual”

This test is a success if the Logic Card ESTAT LEDs track the ON/OFF
pattern shown on the SOD. The ESTAT LED pattern for this test can only
be observed on vehicles with 4.0 or greater version firmware. The
following digital voltmeter test is applicable to all S/Ns.

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Output Tests

Diagnosis and Repair Step 1:

a. Place the Logic Card on an Extender Card.
b. Connect the positive lead of a digital voltmeter to PW4-16 and
the negative lead to TP2 on the Logic Card.
c. The following results should be obtained.

SOD PW4-16
OFF >2.4 VDC
ON <1 VDC

• If these results are not obtained, proceed to Step 2.

• If these results are obtained, it proves that all wiring and circuits
relating to the Steering Mode of operation are working correctly.
Step 2:
a. Connect the positive lead of a digital voltmeter to PW4-39 and
the negative lead to TP2.
b. The following results should be obtained.

SOD PW4-39
OFF <1 VDC
ON > 2.4 VDC

• If these results are obtained, replace the Logic Card.

• If not, proceed to Step 3.
Step 3:
a. Remove the Extender Board and replace the Logic Card in the
card cage. Place the Interface Board on the Extender Card.
a. Connect the positive lead of a digital voltmeter to PA5-B5 and
the negative lead to TP5 on the Interface Card.
b. The following results should be obtained.

SOD PA5-B5
OFF <1 VDC
ON > 2.4 VDC

• If these results are obtained, replace the Motherboard.

• If not, proceed to Step 4.

PDMM-0024 8-120
 Model 537 Swing-Reach® Truck Testing

Output Tests

Step 4:
a. Connect the positive lead of a digital voltmeter to PW5-7 and
the negative lead to TP4 on the Interface Card. Toggle the SOD
on and off. Then, connect the positive lead to PW5-14 and
toggle the SOD on and off.
b. The following results should be obtained.

SOD PW5-7 PW5-14

OFF > 9 VDC > 9 VDC
ON <1 VDC < 1 VDC

• If these results are obtained, replace the Interface Card and

repeat Step 3. If Step 3 results were incorrect, replace the Logic
Card.
If these results are not obtained, check the cable from JPS-20 to JW5 for
poor connections and continuity per page 7-10. If OK replace Vehicle
Manager Distribution Board and repeat Step 4. If still incorrect, replace
Vehicle Manager VFC and repeat Step 4. If still incorrect, replace
Interface Card.If any Manager, Distribution Board, VFC Card,
Firmware or Power Supply is replaced, be sure to run Learn and
Configure (see “Code A9” on page 7-102 for more information).

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Output Tests

Test O15 - FSEL1/ Using this test FSEL1/FSEL2 (Frequency Select-bit 1 and 2) can be
FSEL2 Signal turned ON and OFF. The FSEL1/FSEL2 signal is an output from the
Vehicle Manager to the Electronic Steering System.
FSEL1/FSEL2 selects whether to guide on 5.2 or 6.2 kHz.
A successful test proves that the wiring and related circuitry in the
Carriage Manager, the Vehicle Manager, and the Electronic Steering
System are working correctly.

Related Codes and None.

Tests
For information an how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Procedure with a Connect the Electronic Steering/Wire Guidance Digital Tester

Digital Tester (P/N 114-005-807) see page 7-121, to JPW4 and observe the SOD
and Display.

Expected Results The following results should be seen:

FSEL1 LED on FSEL2 LED on

Frequency
SOD Digital Tester Digital Tester
Selected (kHz)
(114-005-807) (114-005-807)
ON 5.2 OFF ON
OFF 6.2 ON OFF

If these results are not observed, then this test is a failure. Proceed to
Step 4 below. If these results are observed, proceed to Step 1 below.

Procedure with a Step 1:

Digital Voltmeter
a. Place the Filter Card on an Extender Board.
b. Connect the positive lead of a digital voltmeter to the test points
indicated in the following chart and negative lead to TP16 on
the Filter Card.
c. The following results should be obtained.

Frequency
SOD TP17 TP18 TP19 TP20
Selected
OFF 6.25 kHz >10 VDC <1 VDC >10 VDC >10 VDC
ON 5.2 kHz >10 VDC >10 VDC <1 VDC >10 VDC

• If these results are correct, the test was successful, and no further
steps are necessary.
• If results are incorrect, proceed to Step 2.

PDMM-0024 8-122
 Model 537 Swing-Reach® Truck Testing

Output Tests

Step 2:
a. Connect the positive lead of a digital voltmeter to the PA1
connector pins indicated in the following chart. Connect the
negative lead to TP4 or 26 on the Filter Card.
b. The following results should be obtained.

Frequency
SOD PA1-B19 PA1-B21 PA1-B23 PA1-B25
Selected
OFF 6.25 kHz <1 VDC >3 VDC <1 VDC <1 VDC
ON 5.2 kHz <1 VDC <1 VDC >3 VDC <1 VDC

• If these results are obtained, replace the Filter Card.

• If results are incorrect, proceed to Step 3.
Step 3:
a. Remove the Extender Card, replace the Filter Card in the Card
Cage and place the Logic Card on the Extender Card.
b. Connect the positive lead of a digital voltmeter to the PA4
connector pins indicated on the following chart. Connect the
negative lead to TP2 on the Logic Card.
c. The following results should be obtained.

Frequency
SOD PA4-A19 PA4-A21 PA4-A23 PA4-A25
Selected
OFF 6.25 kHz <1 VDC >3 VDC <1 VDC <1 VDC
ON 5.2 kHz <1 VDC <1 VDC >3 VDC <1 VDC

• If these results are obtained, replace the Motherboard.

• If these results are incorrect, proceed to Step 4.
Step 4:
a. Connect the positive lead of a digital voltmeter to the PW4
connector pins indicated in the following chart. Connect the
negative lead to TP2 on the Logic Card.
b. The following results should be obtained.

F SEL 1 F SEL 2
Frequency
SOD PW4-10 PW4-11
Selected
OFF 6.25 kHz >2.4 VDC <1 VDC
ON 5.4 kHz <1 VDC >2.4 VDC

• If these results are correct, replace the Logic Card. Repeat

Step 3; if results still incorrect, replace the Filter Card.
• If the results are incorrect, proceed to Step 5.

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Testing Model 537 Swing-Reach® Truck

Output Tests

Step 5:
a. Remove Extender Card, and replace the Logic card in the Card
Cage. Place the Interface Card on an Extender Board.
b. Connect the positive lead of a digital voltmeter to the PA5
connector pins indicated in the following chart. Connect the
negative lead to TP5 on the Interface Card.

F SEL 1 F SEL 2
Frequency PA5-B25 PA5-B23
SOD
Selected
OFF 6.25 kHz >2.4 VDC <1 VDC
ON 5.2 kHz <1 VDC >2.4 VDC

• If these results are correct, replace the MotherBoard.

• If these results are incorrect, proceed to Step 6.
Step 6:
a. Connect the positive lead of a digital voltmeter to the PW6
connector pins indicated in the following chart. Connect the
negative lead to TP5 on the Interface Card.
b. The following results should be observed.

F SEL 1 F SEL 2
SOD PW6-5 PW6-12
OFF >2.4 VDC <1 VDC
ON <1 VDC >2.4 VDC

• If the results are incorrect, replace the Interface Card and repeat
Step 5. If Step 5 results are still incorrect, replace the Logic Card.
• If these results are incorrect, proceed to Step 7.
Step 7:
a. Unplug the JW6 connector from the Interface Card.
b. Connect a positive lead of a digital voltmeter to the JW6
connector pins indicated in the following chart. Connect the
negative lead to Ground TP7 on Card Cage power supply.

F SEL 1 F SEL 2
SOD JW4-10 JW6-12
OFF <0.1 VDC >0.25 VDC
ON >0.25 VDC <0.1 VDC

PDMM-0024 8-124
 Model 537 Swing-Reach® Truck Testing

Output Tests

NOTE: Do not make any bodily contact with meter leads during this
step as this could cause erroneous readings.
• If these results are obtained, replace the Interface Card.
If they are incorrect, check for these voltages at Vehicle Manager
connector JPS20 pins 2 and 14, respectively. If they are correct at these
points, replace or repair the cable from JPS20 to JPW5 and JPW6. If
incorrect, replace Vehicle Manager Distribution Board and repeat test. If
still incorrect, replace Vehicle Manager VFC
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
See See “Frequency Selection Circuits” on page 7-199 for additional
information.

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Testing Model 537 Swing-Reach® Truck

Output Tests

Test O16 - REV Using this test the REV (Reverse) bit can be turned ON and OFF. The REV
Signal signal is an output from the Vehicle Manager to the Electronic Steering
System and signifies direction of travel.
This signal is only required for wire guidance.
A successful test proves that the wiring and related circuitry in the
Vehicle Manager Distribution Board, the Vehicle Manager VFC, and the
Electronic Steering System are working correctly.

Related Codes and See “Poor Wire Guidance Tracking” on page 7-182.
Tests
For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Procedure Connect the Electronic Steering/Wire Guidance Digital Tester

(P/N 114-005-807) (see PDSS-0001) see page 7-122, to JPW4 on the
Logic Card and observe the SOD and Digital Tester Display, or a digital
voltmeter may be used as described below.

Expected Results The following results should be seen using the digital tester.

REV LED
SOD
on Digital Tester (114-005-807)
ON ON
OFF OFF

If these results are not observed, then this test is a failure.

Using A Digital Step 1:

Voltmeter
a. Place the Process Card on an Extender Card.
b. Connect the positive lead of a digital voltmeter to TP11. Connect
the negative lead to TP3 on the Process Card.
c. The following results should be observed.

Digital
SOD
Voltmeter
OFF >10 VDC
ON <1 VDC

• If these results are observed, it proves that the REV signal is

going into the Process Card. If truck still tracks only in one
direction, replace the Process Card and retest the truck on the
wire.
• If these results are not observed, proceed to Step 2.

PDMM-0024 8-126
 Model 537 Swing-Reach® Truck Testing

Output Tests

Step 2:
a. Connect the positive lead of a digital voltmeter to connector
PA2-A16. Connect the negative lead to TP3 on the Process
Card.
b. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON > 2.4 VDC

• If these results are obtained, replace the Process Card.

• If these results are not obtained, proceed to Step 3.
Step 3:
a. Remove Extender Card and reinstall Process Card in the Card
Cage.
b. Place the Logic Card on an Extender Card.
c. Connect the positive lead of a digital voltmeter to connector
PW4-18. Connect the negative lead to TP-2 on the Logic Card.
d. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON >2.4 VDC

• If these results are observed, replace the Motherboard.

• If these results are not observed, proceed to Step 4.
Step 4:
a. Connect the positive lead of a digital voltmeter to connector PW
4-12. Connect the negative lead to TP-2 on the Logic Card.
b. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON >2.4 VDC

• If these results are observed, replace the Logic Card.

• If these results are not observed, proceed to Step 5.

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Output Tests

Step 5:
a. Remove Extender Card and reinstall the Logic Card in Card
Cage.
b. Place the Interface Card on an Extender Board.
c. Connect the positive lead of a digital voltmeter to connector
PW6-6. Connect the negative lead to TP5 on the Interface Card.
d. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON > 2.4 VDC

• If these results are observed, replace the Interface Board and

repeat Step 1. If Step 1 fails, replace the Logic Card and repeat
Step 1. If Step 1 fails again, unplug the Process Card and repeat
Step 3. If Step 3 fails, replace the Motherboard. If Step 3 results
are correct, replace the Process Card.
• If Step 5 results are not observed, check the cable from JW5+6
to JPS-20 for continuity or poor connection.
• If the cable is good, replace the Vehicle Manager Distribution
Board and re-test. If the problem still exists, replace the VFC
Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-128
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O17 - Locked- Using this test the LOW (Locked-On Wire) LEDs can be turned ON and
On Wire Signal OFF. The LEDs are located on the SOD. Under normal operation,
LEDs information for determining whether the LEDs are ON or OFF comes
from the five (5) ESTAT bits generated by the Logic Card. See
“Informational Status Codes” on page 7-138.
This signal is only required for wire guidance.
If the LOW LEDs blink on, then off, when the keyswitch is turned on,
then this indicates all related circuits are working and there is no need
to perform this test.
A successful test proves that the wiring and related circuitry in the
Carriage Manager, the Carriage Manager VFC, and the SOD are
working correctly.

Related Codes and None.

Tests
For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Expected Results The following results should be seen:

SOD SOD Locked On Wire LEDs

ON ON
OFF OFF

If these results are not observed, then this test is a failure.

Locked-On Wire
LEDs

Figure 8-10: SOD Locked-On Wire LEDs

Possible Causes of 1. The cable between the Carriage Manager (JPC11) and the SOD
Failure (JPI1) may be loose or defective. Check for continuity or damage
per page 7-10.
2. Replace the Carriage Manager Distribution Board and rerun the
test.
3. Replace the Carriage Manager VFC Card.

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Output Tests

If any Manager, Distribution Board, VFC Card, Firmware or

Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
4. Replace the SOD.

PDMM-0024 8-130
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O18 - Using this test allows the Electronic Steering Deadman signal to be
Electronic Steering turned ON and OFF.
Deadman Signal The Electronic Steering Deadman Signal is an output from the Vehicle
Manager to the Electronic Steering System. It represents the status of the
travel deadman. A successful test proves that the wiring and related
circuits for the Vehicle Manager, the Vehicle Manager VFC, and the
Electronic Steering System are working correctly.

Related Codes and 99, 9D, I02

Tests
For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Expected Results The following LED pattern should be observed on the Solenoid Control
Cards.
.

CW Code Bit (C0) (Green LED)

CCW Code Bit (C1) (Green LED)

PC Card
Output Enable (0E) (Green LED)
(ON = Enabled)

VR1 (Wheel Trim Pot)

Figure 8-11: Solenoid Controller Card Status Display

Diagnosis and Repair Step 1:

Solenoid Control Card Status Bits

SOD C1 C0 OE
(Green) (Green) (Green)
ON OFF OFF ON
OFF ON ON OFF

If this is not observed, then this test is a failure. Proceed to Step 2.

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Output Tests

Step 2:
a. Place the Solenoid Control Card on an Extender Board.
b. Connect the positive lead of a digital voltmeter to TP-26 and the
negative lead to TP-42.
c. Observe the following results.

Digital
SOD
Voltmeter
OFF <1 V
ON > 2.4 V

• If these results are obtained, replace the Solenoid Control Card.

• If they are not obtained, proceed to Step 3.
Step 3:
Turn keyswitch off, unplug Logic Card, turn keyswitch on, reenter
test O18, and repeat Step 2.
• If the proper results were obtained, replace the Logic Card.
• If the results were incorrect, proceed to Step 4.
Step 4:
a. Turn keyswitch off. Replace the Logic Card and Solenoid Card in
the Electronic Steering Card Cage.
b. Place the Interface Card on an Extender Card. Turn keyswitch on
and reenter test O18.
c. Connect the positive lead of a digital voltmeter to PA5-B16 and
the negative lead to TP5 on the Interface Card.
d. Observe the following results.

Digital
SOD
Voltmeter
OFF <1 VDC
ON > 2.4 VDC

• If these results are obtained, replace the Motherboard.

• If the results are incorrect, proceed to Step 5.

PDMM-0024 8-132
 Model 537 Swing-Reach® Truck Testing

Output Tests

Step 5:
a. Connect the positive lead of a digital voltmeter to JPW5-15 and
the negative lead to TP5 on the Interface Card.
b. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON > 10 VDC

• If these results are observed, replace the Interface Card.

• If these results are incorrect, proceed to Step 6.
Step 6:
a. Turn keyswitch off. Disconnect cable connector JW5 from the
Interface Card. Turn keyswitch back on and reenter test O18.
b. Connect the positive lead of a digital voltmeter to JW5-10 and
the negative lead to JW5-15.
c. The following results should be observed.

Digital
SOD
Voltmeter
OFF > 11 VDC
ON <1 VDC

• If these results are observed, replace the Interface Card.

• If these results are incorrect, proceed to Step 7.
Step 7:
a. Turn keyswitch off. Disconnect cable connector PS20 from the
Vehicle Manager. Turn keyswitch back on and reenter test O18.
b. Connect the positive lead of a digital voltmeter to JS20-5 on the
Vehicle Manager. Connect the negative lead JS20-1.

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Output Tests

c. The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 VDC
ON >11 VDC

• If these results are observed, replace the cable assembly

between the Vehicle Manager and the Interface Card.
• If the results are not obtained, replace the Vehicle Manager
Distribution Board and repeat Step 7. If still incorrect, replace
the Vehicle Manager VFC card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-134
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O19 - Using this test the AUXSEN signal can be turned ON and OFF. The
AUXSEN Signal AUXSEN signal is an output from the Vehicle Manager to the Electronic
Steering System and is used for a vehicle with rail guidance. This signal
tells the Electronic Steering System to lock the steerable drive wheel in
the straight-ahead position and disables manual steering.
A successful test proves that the wiring and related circuits in the Vehicle
Manager, Vehicle Manager VFC, and the Electronic Steering System are
working correctly.

Related Codes and Codes 96 and 99, Test I23.

Tests
For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Procedure Step 1:
Connect the Electronic Steering /Wire Guidance Digital Tester (P/N
114-005-807) to JPW4 and observe the SOD and Display. See “Using
the Digital Tester” on page 7-150 and publication PDSS-0001 for more
information on using the digital tester.
A digital voltmeter may also be used to perform this test. Connect the
positive lead to the PW4-13 connector on the Logic Card and the
negative lead to TP2 on the Logic Card.
The following results should be seen:

AUXSEN LED
SOD Digital Voltmeter
on digital tester (114-005-807)
ON OFF <1 V
OFF ON >3.5 V

If these results are not observed, proceed to Step 2. If they are observed
go to Step 6.
Step 2:
Place the Interface Card on an Extender Board. Connect the positive
lead of a digital voltmeter to JPA5-A27 and the negative lead to TP5 on
the Interface Card.

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Testing Model 537 Swing-Reach® Truck

Output Tests

The following results should be seen:

Digital
SOD
Voltmeter
OFF >3.5 V
ON <1 V

If these results are observed, replace the MotherBoard. If they are not
observed, proceed to Step 3.
Step 3:
Connect the positive lead of a digital voltmeter to JPW6-7 on the
Interface Card and the negative lead to TP5 on the Interface Card.
The following results should be observed.

Digital
SOD
Voltmeter
OFF > 3.5 V
ON <1 V

If these results are observed, replace the Interface Card. If they are not
observed, proceed to Step 4.
Step 4:
Disconnect JW6 from the Interface Card. Connect the positive lead of a
digital voltmeter to TP6 on the Interface Card and the negative lead
to JW6-7.
The following results should be observed:

Digital
SOD
Voltmeter
OFF <1 V
ON >4 V

If these results are observed, replace the Interface Card. If they are not
observed, proceed to Step 5.
Step 5:
Disconnect PS20 from the Vehicle Manager. Connect the positive lead
of a digital voltmeter to JS20-15 on the Vehicle Manager. Connect the
negative lead to JS20-4.

PDMM-0024 8-136
 Model 537 Swing-Reach® Truck Testing

Output Tests

The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 V
ON >4V

If these results are observed, replace the cable from the Vehicle
Manager to the Interface Card.
If they are not observed, replace the Vehicle Manager Distribution
Board. If the problem still exists, replace the Vehicle Manager VFC
Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
NOTE: The following steps only need to be performed when Step 1
fails.
Step 6:
Place the Logic Card on an Extender Board. Connect a jumper lead
from PW4-13 on the Logic Card to the Ground TP on the Electronic
Steering Card Cage power supply. Connect the positive (+) lead of a
digital voltmeter to PW4-33 and the negative (–) lead to TP2 on the
Logic Card. Enter maintenance test O14.
The following results should be observed.

Digital
SOD
Voltmeter
OFF >4 V
ON <1V

If these results are not observed, replace the Logic Card. If they are
observed, proceed to Step 7.
Step 7:
Connect the positive lead of a digital voltmeter to JPA4-B17 and the
negative lead to TP2. Leave the jumper connected from PW4-13 to
ground.
The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 V
ON >3V

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Output Tests

If these results are observed, proceed to Step 9. If they are not

observed, unplug the Solenoid Card and repeat this step. If the results
are now observed, replace the Solenoid Card. If they are not observed,
proceed to Step 8.
Step 8:
Leave the Solenoid Card unplugged. Remove the Interface Card. Use a
small piece of masking or scotch tape and place it over pin A17 on the
Interface Card. Ensure the tape covers only this pin. Reinstall the card.
Place the positive lead of a digital voltmeter on TP1 or TP3 on the Logic
Card and the negative lead to JPA4-B17. Leave the jumper from
PW4-13 to ground connected.
The following results should be observed.

Digital
SOD
Voltmeter
OFF >4 V
ON <1 V

If these results are not observed, replace the Logic Card. If they are
observed, replace the Interface Card and repeat Step 7. If the correct
results are not observed, replace the Motherboard. If they are observed,
reinstall the Solenoid Card and repeat Step 7. If the results are not
obtained, replace the Solenoid Card. If they are observed, proceed
to Step 9.
Step 9:
Place the Solenoid Card on an extender board. Connect the positive
lead of a digital voltmeter to JPA3-A17 and the negative lead to TP42
on the Solenoid Card. Leave the jumper from JW4-13 to ground
connected.
The following results should be observed.

Digital
SOD
Voltmeter
OFF <1 V
ON >3V

If these results are not observed, replace the Motherboard. If these

results are observed and the problem still exists, replace the Solenoid
Card. If the problem still exists, replace the Interface Card.
NOTE: Remove all tape from card edge connectors and remove all
jumpers.

PDMM-0024 8-138
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O20 - HCM Using this test, proper operation of the Field PWM (Pulse Width
PWM Ramp Modulation) to the H-Bridge Control Module (HCM) and the Field
Windings can be verified.
A successful test proves that the wiring and related circuitry in the
Vehicle Manager VFC and Distribution Board, HCM Field Wiring Board
(FWB), and TM1 and TM2, are functioning properly.
This test ramps a PWM signal to the H-Bridge Control Module (HCM). A
voltmeter is used to measure the resulting signal.
When the truck is operating normally, the Vehicle Manager enables the
HCM and sends it a PWM signal. The HCM in turn pulses the Field
Transistors (TM1 and TM2).
NOTE: The HCM forward (Test O04) and reverse (Test O05) enable
signals are also activated during this test, so that the HCM can
pulse the base leads of TMI and TM2. Without the enable
signals, this test will fail.

Preparation 1. Elevate the drive tire off the floor. See Jacking Safety, page 2-4, and
observe the following warnings..

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support truck - DO NOT
rely on jacks!

! WARNING
During this test, the armature is not powered up, so the
truck should not move. If, however, there is a fault in the
traction motor circuit, the traction motor may start. To guard
against unexpected movement of the truck, elevate the
drive tire off the floor before entering this test.

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Testing Model 537 Swing-Reach® Truck

Output Tests

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

2. Connect a voltmeter across motor terminals as follows:

• Positive (+) to MD-S1
• Negative (–) to MD-S2

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

! CAUTION
DO NOT run this test for an extended period of time as it
may damage the HCM or field wiring assembly.

The following should be observed.

SOD Voltmeter Reading

Ramp 0.0 to >negative 34 volts, then 0.0 to positive
32-35 volts, then repeat.
Off 0.0 - +/– 1.0 volts

The meter ramps from 0.0 to approximately 34 volts in both negative

and positive directions, then repeats ramping constantly until test is
stopped. If this is not observed, then the test is a failure. Remove meter.
See the following diagnosis and repair procedures.

Diagnosis and Repair 1. Turn truck power OFF.

2. Check the Drive Motor Field cables and Field Windings for
resistance. Connect an ohmmeter to FW-1 and FW-2 on the field
wiring board. If the resistance is more than 2 ohms, troubleshoot
the cables and Field Windings and repair accordingly.
3. Unplug JH2 from the HCM. Connect a voltmeter to JH2-9 (+lead)
with respect to JH2-7 (–lead). Turn truck power ON, and rerun test
O20.

PDMM-0024 8-140
 Model 537 Swing-Reach® Truck Testing

Output Tests

a. The voltage should ramp from >6 volts to <12 volts.

b. When off, the voltage should be <1.0 volt.
c. If the voltages are correct, leave JH2 disconnected and run test
O04 and O05 (Directional Enable Signals).
d. If voltages are bad for test O20, O04 or O05, check the cable
from the HCM (JH2) to the Vehicle Manager (PS2) for continuity
and wire to wire shorts per page 7-10. Go to step 6.
4. If the voltages were good in Step 3.a. and 3.b., then turn truck
power OFF. Reconnect JH2 to the HCMC (PH2). Test the output of
the HCM (see “HCM Test” on page 8-176). If the output test of the
HCM passes, check TM1 and TM2 per page 8-175.
5. If the output test for the HCM fails, determine failed component as
follows:
a. Turn truck power OFF.
b. Unplug JD1 from the FWB (PD1).
c. Check resistance:
• From the unplugged end of the wire on T1 to PD1-1.
NOTE: Note the wires on T1, T2, T3, T4 were unplugged when testing
the output of the HCM.
• From wire on T2 to PD1-5.
• From wire on T3 to PD1-3.
• From wire on T4 to PD1-8.
NOTE: Resistance for all checks should be <1.0 ohms. If not, determine
if the wire or the FWB is bad. If resistances are good, unplug
JH1 from the HCM and check the wiring harness from the FWB
(JD1) to the HCM (JH1) for resistance. All wires should be <1
ohm.
d. If the cable from the FWB (JD1) to the HCM (JH1) is good, then
the HCM is bad. Replace the HCM and rerun the test.
NOTE: Before replacing the HCM, test TM1 and TM2 per page 8-175.
6. The Vehicle Manager VFC may be bad. Replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

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Testing Model 537 Swing-Reach® Truck

Output Tests

Test O21 - Toggle Using this test, the Mini Mast Load Holding Solenoid (SOL6) can be
Mini Mast Load turned off and on, verifying its correct operation.
Holding Solenoid A successful test proves that the wiring and related circuits in the Vehicle
(SOL6) Manager VFC and Distribution Board, Hydraulic Driver Assembly, and
the Mini Mast Load Holding Solenoid Coil Driver are functioning
correctly. It also proves that SOL6 and its harness are electrically
functional.
It does not prove that the Mini Mast Load Holding Solenoid and valve
are mechanically functional.

Preparation
! WARNING
When performing this test, make sure that the load handler
is lowered to the floor. Keep clear of the carriage and load
handler.

! WARNING
Turning the Mini Mast Load Holding Solenoid ON (in this
test) should not cause the carriage to lower since the
proportional lift/lower valve should be closed. If, however,
there is a fault in the lift/lower circuit or a fault in the
proportional solenoid itself, the carriage may lower.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Fully lower the carriage and load handler.

2. Turn truck power off.
3. Disconnect wire SOL6-2 from the Mini Mast Load Holding
Solenoid.
4. Connect an ammeter in series with the SOL6 solenoid as follows:
• Positive (+) to terminal of SOL6-2.
• Negative (–) to the wire removed from SOL6-2.
5. Set the ammeter to the 2 amp scale.

PDMM-0024 8-142
 Model 537 Swing-Reach® Truck Testing

Output Tests

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

SOD Ammeter Reading SOL6 Solenoid

ON 0.5 - 1.0 amp Energized
OFF 0.0 - 0.02 amp De-energized.

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
Turn truck power OFF and reconnect the wire to SOL6-2.

Diagnosis and Repair 1. Check the operation of the Main Mast Load Holding Solenoid coil
driver LED. If the LED comes on when the test is toggled “ON,” then
the coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Mini Mast Load Holding solenoid or
its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness between
JN8-1 and JN8-5.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (-lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power OFF
and disconnect the battery. Remove the Mini Mast Load Holding
solenoid coil driver from JN5 on the HDA and check the following:

8-143 PDMM-0024
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Output Tests

a. Use an ohmmeter and check resistance from JN5-5 to JPN8-5

from JN5-4 to JPN10-1, and from JN5-6 to JPN10-2. The meter
should read less than 1 ohm. If not, then the HDA is bad.
Replace the HDA and rerun the test.
b. There may be an open in the Mini Mast Load Holding solenoid
or its associated wiring; check per step 3. above.
c. Turn truck power on, connect a voltmeter (+lead) to JN5-1 with
respect to JPN10-2 (–lead). The meter should read 10-12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire to wire shorts per page 7-10.
Also check resistance from JN5-1 to PN7-15 (it should be less
than 1 ohm. If not, replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JN5-1 (+lead) with respect to JN5-3
(–lead). Enter test O21 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power off and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-2
(–lead). Rerun the test. The meter should read >6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire to wire shorts per
page 7-10. If the cable is good, then replace the HDA and rerun
the test. If the meter does not read >6 volts, then replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Mini Mast Load
Holding solenoid which is preventing it from operating properly.
Investigate and troubleshoot the valve.

PDMM-0024 8-144
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O22 - Toggle Using this test, the Load Handler Select Solenoid (SOL3) can be turned
Load Handler off and on, verifying its correct operation.
Select Solenoid A successful test proves that the wiring and related circuitry in the
(SOL 3) Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and Load Handler Select Solenoid coil driver are functioning
correctly. It also proves that SOL3 and its harness are electrically
functional.
It does not prove that the Load Handler Select Solenoid and valve are
mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL3-2 from the Load Handler Select Solenoid.
3. Connect an ammeter in series with the SOL3 solenoid as follows:
• Positive (+) to terminal of SOL3-2.
• Negative (–) to wire removed from SOL3-2.
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

SOD Ammeter Reading SOL3 Solenoid

ON 0.5 - 1.0 amp Energized
OFF 0.0 - 0.02 amp De-energized

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
Turn truck power off and reconnect the wire to SOL3-2.

Diagnosis and Repair 1. Check the operation of the Load Handler Select Solenoid coil driver
LED. If the LED comes on when the test is toggled “ON,” then the
coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.

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Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Load Handler Select Solenoid or its
associated wiring. Check as follows:
a. Turn truck power off.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness
between JN8-2 and JN8-6.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (-lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Load Handler Select
Solenoid coil driver from JN4 on the HDA and check the following:
a. Use an ohmmeter and check resistance from JN4-5 to JPN8-6,
from JN4-4 to JPN10-1, and from JN4-6 to JPN10-2. The meter
should read less than 1 ohm. If not, then the HDA is bad.
Replace the HDA and rerun the test.
b. There may be an open in the Load Handler Select Solenoid or its
associated wiring; check per step 3. above.

PDMM-0024 8-146
 Model 537 Swing-Reach® Truck Testing

Output Tests

c. Turn truck power on, connect a voltmeter (+lead) to JN4-1 with

respect to JPN10-2 (–lead). The meter should read 10-12 volts.
If it does, go to step 6.d. If it does not, turn truck power OFF and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire to wire shorts per page 7-10.
Also check resistance from JN4-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JN4-1 (+lead) with respect to JN4-3
(–lead). Enter test O22 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power OFF and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-3
(–lead). Rerun the test. The meter should read >6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire-to-wire shorts per
page 7-10. If the cable is good, then replace the HDA and rerun
the test. If the meter does not read >6 volts, replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Load Handler Select
Solenoid which is preventing it from operating properly. Investigate
and troubleshoot the valve.

8-147 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O23 - Toggle Using this test, the Main Mast Lift Select Solenoid (SOL1) can be turned
Main Mast Lift off and on, verifying its correct operation.
Select Solenoid A successful test proves that the wiring and related circuitry in the
(SOL1) Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and Main Mast Lift Select Solenoid coil driver are functioning
correctly. It also proves that SOL1 and its harness are electrically
functional.
It does not prove that the Main Mast Lift Select Solenoid and valve are
mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL1-2 from the Main Mast Lift Select Solenoid.
3. Connect an ammeter in series with the SOL1 solenoid as follows:
• Positive (+) to terminal of SOL1-2.
• Negative (–) to wire removed from SOL1-2.
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The right Deadman Pedal must be depressed for this test to work.

SOD Ammeter Reading SOL1 Solenoid

ON 0.5 - 1.0 amp Energized
OFF 0.0 - 0.02 amp De-energized

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.
Turn truck power off and reconnect the wire to SOL1-2.

Diagnosis and Repair 1. Check the operation of the Main Mast Lift Select Solenoid coil driver
LED. If the LED comes on when the test is toggled “ON,” then the
coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.

PDMM-0024 8-148
 Model 537 Swing-Reach® Truck Testing

Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Main Mast Lift Select Solenoid or its
associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness
between JN8-1 and JN8-7.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (-lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Main Mast Lift Select
Solenoid coil driver from JN3 on the HDA and check the following:
a. Use an ohmmeter and check resistance from JN3-5 to JPN8-7
from JN3-4 to JPN10-1, and from JN3-6 to JPN10-2. The meter
should read less than 1 ohm. If not, then the HDA is bad.
Replace the HDA and rerun the test.
b. There may be an open in the Main Mast Lift Select Solenoid or
its associated wiring; check per step 3. above.
c. Turn truck power on, connect a voltmeter (+lead) to JN3-1 with
respect to JPN10-2 (–lead). The meter should read 10-12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire to wire shorts per page 7-10.
Also check resistance from JN3-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.

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Output Tests

d. Connect the voltmeter to JN3-1 (+lead) with respect to JN3-3

(–lead). Enter test O23 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power off and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-4
(–lead). Rerun the test. The meter should read >6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire to wire shorts per
page 7-10. If the cable is good, then replace the HDA and rerun
the test. If the meter does not read >6 volts, then replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Main Mast Lift Select
solenoid which is preventing it from operating properly. Investigate
and troubleshoot the valve.

PDMM-0024 8-150
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O24 - Toggle Using this test, the mini mast lift select solenoid (SOL2) can be turned
Mini Mast Lift off and on, verifying its correct operation.
Select Solenoid A successful test proves that the wiring and related circuitry in the
(SOL2) Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and Mini Mast Lift Select Solenoid Coil Driver are functioning
correctly. It also proves that SOL2 and its harness are electrically
functional.
It does not prove that the Mini Mast Lift Select solenoid and valve are
mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL2-2 from the Mini Mast Lift Select Solenoid.
3. Connect an ammeter in series with the SOL2 solenoid as follows:
• Positive (+) to terminal of SOL2-2
• Negative (–) to the wire removed from SOL2-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.
The right Deadman Pedal must be depressed for this test to work.

Ammeter
SOD Solenoid (SOL2)
Reading
ON Energized 0.5 - 1.0 amp
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedure.
Turn truck power off and reconnect the wire to SOL2-2.

Diagnosis and Repair 1. Check the operation of the Mini Mast Lift Select solenoid coil driver
LED. If the LED comes on when the test is toggled “ON,” then the
coil driver is good. It also means that B+PWRB and ESTOP are
available to the Hydraulic Driver Assembly (HDA), and that the
Vehicle Manager VFC and Distribution Board are working correctly.
Go to step 3.

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Testing Model 537 Swing-Reach® Truck

Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Mini Mast Lift Select solenoid or its
associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JN8 from the HDA.
c. Using an ohmmeter, measure across the harness
between JN8-1 and JN8-8.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (–lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Mini Mast Lift Select
solenoid coil driver from JN2 on the HDA and check the following:
a. Use an ohmmeter and check resistance:
• From JN2-5 to JPN8-8.
• From JN2-4 to JPN10-1.
• From JN2-6 to JPN10-2.
NOTE: The meter should read less than 1 ohm. If not, then the HDA is
bad. Replace the HDA and rerun the test.
b. There may be an open in the Mini Mast Lift Select Solenoid or its
associated wiring; check per step 3. above.

PDMM-0024 8-152
 Model 537 Swing-Reach® Truck Testing

Output Tests

c. Turn truck power ON, connect a voltmeter (+lead) to JN2-1 with

respect to JPN10-2 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, turn truck power OFF and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire-to-wire shorts per page 7-10.
Also check resistance from JN2-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JN2-1 (+lead) with respect to JN2-3
(–lead). Enter test O24 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power OFF and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-5
(–lead). Rerun the test. The meter should read > 6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire-to-wire shorts per
page 7-10. If the cable is good, then replace the HDA and rerun
the test. If the meter does not read > 6 volts, then replace the
Vehicle Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Mini Mast Lift Select
solenoid which is preventing it from operating properly. Investigate
and troubleshoot the valve.

8-153 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O25 - Toggle Using this test, the Load Handler Traverse Proportional Solenoid “B”
Load Handler (SOL34B) can be turned off and on, verifying its correct operation.
Traverse A successful test proves that the wiring and related circuitry in the
Proportional Carriage Manager VFC and Distribution Board, and Load Handler
Solenoid Traverse Proportional Solenoid “B” are functioning correctly. It also
“B” (SOL34B) proves that SOL34B and its harness are electrically functional.
It does not prove that the Load Handler Traverse Proportional Solenoid
“B” solenoid and valve are mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL34B-2 from the Load Handler Traverse
Proportional Solenoid “B.”
3. Connect an ammeter in series with the SOL34B solenoid as follows:
• Positive (+) to terminal SOL34B-2
• Negative (–) to the wire removed from SOL34B-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Solenoid Ammeter
SOD
(SOL34B) Reading
ON Energized 0.5 - 1.0 amps
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. Check the operation of the Load Handler Traverse Proportional
Solenoid “B” coil driver LED. If the LED comes on when the test is
toggled “ON,” then the coil driver is good. It also means that
B+PWRB and B–PWRB are available to the Carriage Manager
(CM), and that the Carriage Manager VFC is working correctly. Go
to step 3.

PDMM-0024 8-154 Revised 11/1/98

 Model 537 Swing-Reach® Truck Testing

Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Load Handler Traverse Proportional
Solenoid “B” or its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JC10 from the Carriage Manager.
c. Using an ohmmeter, measure across the harness between
JC10-1 and JC10-2.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. Check for B+PWRB voltage at the Carriage Manager. Connect a
voltmeter to JPC17-2 (+lead) with respect to JPC17-8 or 9 (–lead).
If voltage is not there, move the voltmeter (–lead) to JPC17-7. If
B+PWRB voltage can now be measured, then there is an open in
the ESTOP/B-PWRB line between the Carriage Manager and TP4. If
B+PWRB voltage can still not be measured, then troubleshoot the
B+PWRB circuit from the line filter (the line filter has a 15 amp slow
blow fuse installed), through fuse FU3 and up to the Carriage
Manager.
6. If B+PWRB was measured at the Carriage Manager, then turn truck
power off and disconnect the battery. Remove the Load Handler
Traverse Proportional Solenoid “B” coil driver from JC4 on the
Carriage Manager and check the following:
a. Use an ohmmeter and check resistance from JC4-5 to JPC10-2,
from JC4-4 to JPC17-2, and from JC4-6 to JPC17-9. The meter
should read less than 1 ohm for all tests. If not, then the
Carriage Manager Distribution Board is bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

8-155 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

b. There may be an open in the Load Handler Traverse

Proportional Solenoid “B” or its associated wiring; check per
step 3. above.
c. Turn truck power on, connect a voltmeter (+lead) to JC4-1 with
respect to JPC17-9 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, check the Carriage
Manager power supply per page 8-180. If the Carriage
Manager power supply is good, the Carriage Manager
Distribution Board is bad. Replace the Carriage Manager
Distribution Board and rerun the test.
d. Connect the voltmeter to JC4-1 (+lead) with respect to JC4-3
(–lead). Enter test O25 and toggle it “ON.” The meter should
read >6 volts. If not, replace the Carriage Manager VFC. Run
Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Load Handler Traverse
Proportional Solenoid “B” which is preventing it from operating
properly. Investigate and troubleshoot the valve.

PDMM-0024 8-156
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O26 - Toggle Using this test, the Load Handler Traverse Proportional Solenoid “A”
Load Handler (SOL34A) can be turned off and on, verifying its correct operation.
Traverse A successful test proves that the wiring and related circuitry in the
Proportional Carriage Manager VFC and Distribution Board, and Load Handler
Solenoid Traverse Proportional Solenoid “A” are functioning correctly. It also
“A” (SOL34A) proves that SOL34A and its harness are electrically functional.
It does not prove that the Load Handler Traverse Proportional Solenoid
“A” solenoid and valve are mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL34A-2 from the Load Handler Traverse
Proportional Solenoid “A.”
3. Connect an ammeter in series with the SOL34A solenoid as follows:
• Positive (+) to terminal SOL34A-2
• Negative (–) to the wire removed from SOL34A-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Solenoid Ammeter
SOD
(SOL34A) Reading
ON Energized 0.5 - 1.0 amps
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. Check the operation of the Load Handler Traverse Proportional
Solenoid “A” coil driver LED. If the LED comes on when the test is
toggled “ON,” then the coil driver is good. It also means that
B+PWRB and B–PWRB are available to the Carriage Manager and
that the Carriage Manager VFC is working correctly. Go to step 3.

Revised 11/1/98 8-157 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Load Handler Traverse Proportional
Solenoid “A” or its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JC10 from the Carriage Manager.
c. Using an ohmmeter, measure across the harness between
JC10-3 and JC10-4.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
5. Check for B+PWRB voltage at the Carriage Manager. Connect a
voltmeter to JPC17-2 (+lead) with respect to JPC17-8 or 9 (–lead).
If voltage is not there, move the voltmeter (–lead) to JPC17-7. If
B+PWRB voltage can now be measured, then there is an open in
the ESTOP/B-PWRB line between the Carriage Manager and TP4. If
B+PWRB voltage can still not be measured, then troubleshoot the
B+PWRB circuit from the line filter (the line filter has a 15 amp slow
blow fuse installed), through fuse FU3 and up to the Carriage
Manager.
6. If B+PWRB was measured at the Carriage Manager, then turn truck
power OFF and disconnect the battery. Remove the Load Handler
Traverse Proportional Solenoid “A” coil driver from JC3 on the
Carriage Manager and check the following:
a. Use an ohmmeter and check resistance from JC3-5 to JPC10-4,
from JC3-4 to JPC17-2, and from JC3-6 to JPC17-9. The meter
should read less than 1 ohm for all tests. If not, then the
Carriage Manager Distribution Board is bad. Replace the
Carriage Manager Distribution Board and rerun the test.
b. There may be an open in the Load Handler Traverse
Proportional Solenoid “A” or its associated wiring; check per
step 3. above.

PDMM-0024 8-158
 Model 537 Swing-Reach® Truck Testing

Output Tests

c. Turn truck power ON, connect a voltmeter (+lead) to JC3-1 with

respect to JPC17-9 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, check the Carriage
Manager power supply see page 8-180. If the Carriage
Manager power supply is good, the Carriage Manager
Distribution Board is bad. Replace the Carriage Manager
Distribution Board and rerun the test.
d. Connect the voltmeter to JC3-1 (+lead) with respect to JC3-3
(–lead). Enter test O26 and toggle it “ON.” The meter should
read >6 volts. If not, replace the Carriage Manager VFC. Run
Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Load Handler Traverse
Proportional Solenoid “A” which is preventing it from operating
properly. Investigate and troubleshoot the valve.

8-159 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O27 - Toggle Using this test, the Fork Control Proportional Solenoid “B” (SOL35B) can
Fork Control be turned off and on, verifying its correct operation.
Proportional a. A successful test proves that the wiring and related circuitry in
Solenoid “B” the Carriage Manager VFC and Distribution Board, and Fork
(SOL35B) Control Proportional Solenoid “B” are functioning correctly. It
also proves that SOL35B and its harness are electrically
functional.
It does not prove that the Fork Control Proportional Solenoid “B”
solenoid and valve are mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL35B-2 from the Fork Control Proportional
Solenoid “B.”
3. Connect an ammeter in series with the SOL35B solenoid as follows:
• Positive (+) to terminal SOL35B-2
• Negative (–) to the wire removed from SOL35B-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Solenoid Ammeter
SOD
(SOL35B) Reading
ON Energized 0.5 - 1.0 amps
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. Check the operation of the Fork Control Proportional Solenoid “B”
solenoid coil driver LED. If the LED comes on when the test is
toggled “ON,” then the coil driver is good. It also means that
B+PWRB and B–PWRB are available to the Carriage Manager
(CM), and that the Carriage Manager VFC is working correctly. Go
to step 3.

PDMM-0024 8-160 Revised 11/1/98

 Model 537 Swing-Reach® Truck Testing

Output Tests

2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Fork Control Proportional Solenoid
“B” or its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JC10 from the Carriage Manager.
c. Using an ohmmeter, measure across the harness
between JC10-5 and JC10-6.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. Check for B+PWRB voltage at the Carriage Manager. Connect a
voltmeter to JPC17-2 (+lead) with respect to JPC17-8 or 9 (–lead).
If voltage is not there, move the voltmeter (–lead) to JPC17-7. If
B+PWRB voltage can now be measured, then there is an open in
the ESTOP/B-PWRB line between the Carriage Manager and TP4. If
B+PWRB voltage can still not be measured, then troubleshoot the
B+PWRB circuit from the line filter (the line filter has a 15 amp slow
blow fuse installed), through fuse FU3 and up to the Carriage
Manager.
6. If B+PWRB was measured at the Carriage Manager, then turn truck
power off and disconnect the battery. Remove the Fork Control
Proportional Solenoid “B” coil driver from JC2 on the Carriage
Manager and check the following:
a. Use an ohmmeter and check resistance from JC2-5 to JPC10-6,
from JC2-4 to JPC17-2, and from JC2-6 to JPC17-9. The meter
should read less then 1 ohm for all tests. If not, then the
Carriage Manager Distribution Board is bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

8-161 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

b. There may be an open in the Fork Control Proportional Solenoid

“B” or its associated wiring; check per step 3.
c. Turn truck power on, connect a voltmeter (+lead) to JC2-1 with
respect to JPC17-9 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the Carriage Manager power supply per page 8-180. If
the Carriage Manager power supply is good, the Carriage
Manager Distribution Board is bad. Replace the Carriage
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JC2-1 (+lead) with respect to JC2-3
(–lead). Enter test O27 and toggle it “ON.” The meter should
read >6 volts. If not, replace the Carriage Manager VFC. Run
Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Fork Control
Proportional Solenoid “B” which is preventing it from operating
properly. Investigate and troubleshoot the valve.

PDMM-0024 8-162
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O28 - Toggle Using this test, the Fork Control Proportional Solenoid “A” (SOL35A)
Fork Control can be turned off and on, verifying its correct operation.
Proportional A successful test proves that the wiring and related circuitry in the
Solenoid “A” Carriage Manager VFC and Distribution Board, and Fork Control
(SOL35A) Proportional Solenoid “A” are functioning correctly. It also proves that
SOL35A and its harness are electrically functional.
It does not prove that the Fork Control Proportional Solenoid “A”
solenoid and valve are mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL35A-2 from the Fork Control Proportional
Solenoid “A.”
3. Connect an ammeter in series with the SOL35A solenoid as follows:
• Positive (+) to terminal SOL35A-2
• Negative (–) to the wire removed from SOL35A-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Solenoid Ammeter
SOD
(SOL35A) Reading
ON Energized 0.5 - 1.0 amps
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Revised 11/1/98 8-163 PDMM-0024

Testing Model 537 Swing-Reach® Truck

Output Tests

Diagnosis and Repair 1. Check the operation of the Fork Control Proportional Solenoid “A”
solenoid coil driver LED. If the LED comes on when the test is
toggled “ON,” then the coil driver is good. It also means that
B+PWRB and B–PWRB are available to the Carriage Manager
(CM), and that the Carriage Manager VFC is working correctly. Go
to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Fork Control Proportional Solenoid
“A” or its associated wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug JC10 from the Carriage Manager.
c. Using an ohmmeter, measure across the harness between
JC10-7 and JC10-8.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. Check for B+PWRB voltage at the Carriage Manager. Connect a
voltmeter to JPC17-2 (+lead) with respect to JPC17-8 or 9 (–lead).
If voltage is not there, move the voltmeter (–lead) to JPC17-7. If
B+PWRB voltage can now be measured, then there is an open in
the ESTOP/B-PWRB line between the Carriage Manager and TP4. If
B+PWRB voltage can still not be measured, then troubleshoot the
B+PWRB circuit from the line filter (the line filter has a 15 amp slow
blow fuse installed), through fuse FU3 and up to the Carriage
Manager.
6. If B+PWRB was measured at the Carriage Manager, then turn truck
power OFF and disconnect the battery. Remove the Fork Control
Proportional Solenoid “A” coil driver from JC1 on the Carriage
Manager and check the following:

PDMM-0024 8-164
 Model 537 Swing-Reach® Truck Testing

Output Tests

a. Use an ohmmeter and check resistance from JC1-5 to JPC10-8,

from JC1-4 to JPC17-2, and from JC1-6 to JPC17-9. The meter
should read less than 1 ohm for all tests. If not, then the
Carriage Manager Distribution Board is bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
b. There may be an open in the Fork Control Proportional Solenoid
“A” or its associated wiring; check per step 3.
c. Turn truck power on, connect a voltmeter (+lead) to JC1-1 with
respect to JPC17-9 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the Carriage Manager power supply per page 8-180. If
the Carriage Manager power supply is good, the Carriage
Manager Distribution Board is bad. Replace the Carriage
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JC1-1 (+lead) with respect to JC1-3
(–lead). Enter test O28 and toggle it “ON.” The meter should
read >6 volts. If not, replace the Carriage Manager VFC. Run
Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Fork Control
Proportional Solenoid “A” which is preventing it from operating
properly. Investigate and troubleshoot the valve.

8-165 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

Test O29 - Toggle Using this test, the Reach Select Solenoid (SOL36) can be turned off and
Reach Select on, verifying its correct operation.
Solenoid (SOL36) A successful test proves that the wiring and related circuitry in the
Carriage Manager VFC and Distribution Board, and Reach Select
Solenoid are functioning correctly. It also proves that SOL36 and its
harness are electrically functional.
It does not prove that the Reach Select Solenoid and valve are
mechanically functional.

Preparation
! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Turn truck power OFF.

2. Disconnect wire SOL36-2 from the Reach Select Solenoid.
3. Connect an ammeter in series with the SOL36B solenoid as follows:
• Positive (+) to terminal SOL36-2
• Negative (–) to the wire removed from SOL36-2
4. Set the ammeter to the 2 amp scale.

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

Solenoid Ammeter
SOD
(SOL36) Reading
ON Energized 0.5 - 1.0 amps
OFF De-energized 0.0 - 0.02 amp

If this is not observed, then the test is a failure. See the following
diagnosis and repair procedures.

Diagnosis and Repair 1. Check the operation of the Reach Select Solenoid coil driver LED. If
the LED comes on when the test is toggled “ON,” then the coil
driver is good. It also means that B+PWRB and B–PWRB are
available to the Carriage Manager (CM), and that the Carriage
Manager VFC is working correctly. Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.

PDMM-0024 8-166 Revised 11/1/98

 Model 537 Swing-Reach® Truck Testing

Output Tests

3. There may be an open in the Reach Select solenoid or its associated

wiring. Check as follows:
a. Turn truck power OFF.
b. Unplug PC13 from the Carriage Manager.
c. Using an ohmmeter, measure across the harness between
PC13-1 and PC13-6.
d. If the resistance is less than 10 ohms or more than 75 ohms,
then there is a problem in the solenoid coil circuit. Troubleshoot
the solenoid coil and its associated wiring.
4. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
5. Check for B+PWRB voltage at the Carriage Manager. Connect a
voltmeter to JPC17-2 (+lead) with respect to JPC17-8 or 9 (–lead).
If voltage is not there, move the voltmeter (–lead) to JPC17-7. If
B+PWRB voltage can now be measured, then there is an open in
the ESTOP/B–PWRB line between the Carriage Manager and TP4. If
B+PWRB voltage can still not be measured, then troubleshoot the
B+PWRB circuit from the line filter (if installed on the truck), through
fuse FU3 and up to the Carriage Manager.
6. If B+PWRB was measured at the Carriage Manager, then turn truck
power off and disconnect the battery. Remove the Reach Select
solenoid coil driver from JC5 on the Carriage Manager and check
the following:
a. Use an ohmmeter and check resistance from JC5-5 to JPC13-6,
from JC5-4 to JPC17-2, and from JC5-6 to JPC17-9. The meter
should read less than 1 ohm for all tests. If not, then the
Carriage Manager Distribution Board is bad. Replace the
Carriage Manager Distribution Board and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
b. There may be an open in the Reach Select solenoid or its
associated wiring; check per step 3. above.

8-167 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

c. Turn truck power on, connect a voltmeter (+lead) to JC5-1 with

respect to JPC17-9 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, turn truck power off and
check the Carriage Manager power supply per page 8-180. If
the Carriage Manager power supply is good, the Carriage
Manager Distribution Board is bad. Replace the Carriage
Manager Distribution Board and rerun the test.
d. Connect the voltmeter to JC5-1 (+lead) with respect to JC5-3
(–lead). Enter test O29 and toggle it “ON.” The meter should
read >6 volts. If not, replace the Carriage Manager VFC. Run
Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Carriage Manager Distribution Board may be bad. Replace the
Carriage Manager Distribution Board and rerun the test.
8. If all electrical portions of this test pass, then there may be a
hydraulic problem in the valve portion of the Reach Select Solenoid
which is preventing it from operating properly. Investigate and
troubleshoot the valve.

PDMM-0024 8-168
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O30 - Steer This test verifies that the Vehicle Manager is sending B+ to the Steering
Relay Proportional Solenoid Control valve coils.

Related Codes and 99

Tests

Procedure

SOD Step 1 Step 2 Step 3 Step 4

OFF 0.0 - 0.5 volts 0.0/0.5 volts 0.0/0.5 volts 0.0/0.5 volts
ON 42.0/52.0 volts 42.0/52.0 volts 42.0/52.0 volts 42.0/52.0 volts

Run Test 1. Connect a voltmeter as follows:

• Positive (+) lead to SOL “A” terminal 1.
• Negative (–) lead to TP7 on the Solenoid Control Card
2. Connect a voltmeter as follows:
• Positive lead to SOL “B” terminal 1.
• Negative lead to TP7 on the Solenoid Control Card.
If the proper readings are obtained in both steps 1. and 2., the test is
successful. This verifies the Vehicle Manager is supplying B+ through
the steer relay and that the wiring and connections from the Vehicle
Manager to electronic steering power supply and solenoid control card
connector to SOL “A” and “B” terminal 2 are good.
If either or both steps 1. and 2. results are incorrect, go to step 3.
3. Connect a voltmeter as follows:
• Positive (+) lead to TP6 on the Solenoid Control Card
• Negative (–) lead to TP7
If the proper results are obtained, there is a defective wire(s) or
connection(s) from JPW3 to SOL “A” and/or SOL “B” terminal 2; SOL
“A” and/or SOL “B” coil is open, test per page 7-189; DA6 is defective,
test per page 7-164. If step 3. results are incorrect, go to step 4.
4. Connect a voltmeter as follows:
• Positive (+) lead to PS14-5 on the Vehicle Manager
• Negative (–) lead to PS14-7 on the Vehicle Manager

8-169 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

If the results are correct, check the wiring and connections from the
Vehicle Manager to the card cage power supply and solenoid control
card. Verify the connections to the shunt jumper installed in the FU1 fuse
holder on the power supply card. There should be continuity from PS1-3
to PS1-11. If the results are incorrect, replace the Vehicle Manager
Distribution Board and re-test.
5. If results are still incorrect, replace the Vehicle Manager VFC Card.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).

PDMM-0024 8-170
 Model 537 Swing-Reach® Truck Testing

Output Tests

Test O31 - Travel Using this test, the travel alarm can be turned OFF and ON, verifying its
Alarm correct operation.
A successful test proves that the wiring and related circuitry in the
Vehicle Manager VFC and Distribution Board, Hydraulic Driver
Assembly, and travel alarm are functioning correctly.
A travel alarm can be a backup light (lights when traveling in the tractor
first direction), a backup alarm (sounds when traveling in the tractor first
direction), a travel light (lights when traveling in both directions), or a
travel alarm (sounds when traveling in both directions).

Run Test For information on how to use maintenance mode, see “Maintenance
Mode” on page 7-23.

SOD Travel Alarm

OFF OFF
ON Light or Sound

Diagnosis and Repair

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

1. Check the operation of the Travel Alarm coil driver LED. If the LED
comes on when the test is toggled “ON,” then the coil driver is
good. It also means that B+PWRB and ESTOP are available to the
Hydraulic Driver Assembly (HDA), and that the Vehicle Manager
VFC and Distribution Board are working correctly. Go to step 3.
2. If the coil driver LED does not come on, the coil driver may be bad.
Replace it with a known good coil driver and rerun the test. If the
test passes, replace the bad coil driver. If the test does not pass, go
to step 5.
3. There may be an open in the Travel Alarm or its associated wiring.
Check as follows:
a. Unplug JN15 from the HDA.
b. Using a voltmeter, check voltage from PN15-3 (+lead) to
PN15-2 (–lead).
c. With the SOD showing “ON” the voltage should be 22 - 52
volts.

8-171 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Output Tests

d. If the voltage is good, then troubleshoot the Travel Alarm and its
associated wiring. If the wiring tests good per page 7-10,
replace the Travel Alarm (Light).
4. The HDA may be bad. Replace the HDA and rerun the test.
5. Check for B+PWRB voltage at the HDA. Connect a voltmeter to
JPN10-1 (+lead) with respect to JPN10-2 (–lead). If voltage is not
there, move the voltmeter (–lead) to TP4. If B+PWRB voltage can
now be measured, then there is an open in the ESTOP line between
the HDA and TP4. If B+PWRB voltage can still not be measured,
then troubleshoot the B+PWRB circuit from the line filter (the line
filter has a 15 amp slow blow fuse installed), through fuse FU3 and
to the HDA.
6. If B+PWRB was measured at the HDA, then turn truck power off
and disconnect the battery. Remove the Travel Alarm coil driver
from JN16 on the HDA and check the following:
a. Use an ohmmeter and check resistance from JN16-5 to
JPN15-4, from JN16-4 to JPN10-1, and from JN16-6 to
JPN10-2. The meter should read less than 1 ohm for all tests. If
not, then the HDA is bad. Replace the HDA and rerun the test.
b. There may be an open in the Travel Alarm or its associated
wiring; check per step 3. above.
c. Turn truck power on, connect a voltmeter (+lead) to JN16-1 with
respect to JPN10-2 (–lead). The meter should read 10 - 12 volts.
If it does, go to step 6.d. If it does not, turn truck power OFF and
check the cable from the Vehicle Manager (JPS11) to the HDA
(JPN7) for continuity and for wire-to-wire shorts per page 7-10.
Also check resistance from JN16-1 to PN7-15 (it should be less
than 1 ohm. If not replace the HDA). If the cable is good, then
check the Vehicle Manager power supply per page 8-180. If the
Vehicle Manager power supply is good, then the Vehicle
Manager Distribution Board is bad. Replace the Vehicle
Manager Distribution Board and rerun the test.

PDMM-0024 8-172
 Model 537 Swing-Reach® Truck Testing

Output Tests

d. Connect the voltmeter to JN16-1 (+lead) with respect to JN16-3

(–lead). Enter test O31 and toggle it “ON.” The meter should
read >6 volts. If it does, go to step 7. If it does not, turn truck
power off and disconnect PS11 from the Vehicle Manager.
Connect the voltmeter to JS11-15 (+lead) with respect to JS11-6
(–lead). Rerun the test. The meter should read > 6 volts. If it
does, then check the cable from the Vehicle Manager (JPS11) to
the HDA (JPN7) for continuity and for wire-to-wire shorts. If the
cable is good, then replace the HDA and rerun the test. If the
meter does not read > 6 volts, then replace the Vehicle
Manager VFC. Run Learn mode and rerun the test.
If any Manager, Distribution Board, VFC Card, Firmware or
Power Supply is replaced, be sure to run Learn and Configure
(see “Code A9” on page 7-102 for more information).
7. The Vehicle Manager Distribution Board may be bad. Replace the
Vehicle Manager Distribution Board and rerun the test.

8-173 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Traction System

Traction System
Power Transistor Referring to the figure below, connect a DVM to the points specified to
(Q1) Test test the Power Transistor. The values shown below were measured using
a Fluke 8060 digital voltmeter. If the readings are not as specified,
replace the Power Transistor. See NOTE.
NOTE: Before testing the Power Transistor, ensure that all leads are
disconnected and clear from the device.
NOTE: Readings below were obtained using a Fluke 8060. Using a
different meter may give different results. If a different meter is
used, test a known to be good transistor with it and record the
readings in the blocks provided in the chart below. This will
enable detection of a faulty device when using this meter during
future troubleshooting efforts.

Negative Test Lead Acceptable Reading Alternate Meter

Positive Test Lead at: Diode Check
at: (Ohms) Type Readings
E C 10k - 100k (less than 1 volt)
E B 20 - 1000 Infinity (open)
B C 10k - 100k Infinity (open)
C B 20 -1000 Infinity (open)
All of the resistance readings must be observed for
the Power Transistor to be considered good!

! CAUTION
If the Power Transistor is found to be defective, the Chopper
Module and REC1 MUST BE TESTED! The test procedure for
the Chopper Module is on page 8-175. The test procedure
for REC1 is on page 8-179.

Be sure to
observe the
polarity of B Power Transistor
C
the meter!!!

Figure 8-12: Test Points for Power Transistor Q1

NOTE: When replacing the Transistor, use the Thermal Conducting Foil
between the Transistor and the Heat Sink. Do not use a thermal
grease compound unless it becomes necessary in order to
restore the truck to service.

PDMM-0024 8-174
 Model 537 Swing-Reach® Truck Testing

Traction System

Chopper Control Use this test if the Power Transistor has failed or there is doubt in the
Module Test condition of the CCM.
To test the CCM when the Power Transistor has failed:
1. Replace the Power Transistor with a known good unit, but DO NOT
connect the collector lead to the transistor (the power lead which
goes through the donut). Be absolutely sure that the collector lead is
well away from the heat sink block!
2. Connect a voltmeter’s positive lead to the Base (B) of the Power
Transistor.
3. Connect the negative lead to the emitter (E) of the Power Transistor.
4. Turn the truck ON.
5. There should be a 0.18 volt drop from the base to the emitter. See
NOTE.
NOTE: A Fault Code 23 occurs when the truck is turned ON.
6. Run Output test O13. The voltage from B to E should ramp up from
0.18 volts to 0.5 volts.
• If this does NOT occur, replace the CCM.
• If this does occur, the CCM is OK
7. Other related tests for the CCM are A01, I06, I07, and O11.
8. Test REC1 per page 8-179.

TM1/TM2 Test Use the following procedure to test TM1/TM2 transistors. For this test,
the technician needs a Fluke 8060 digital meter (or equivalent) set on
the 200K ohm scale.
The values shown below were measured using a Fluke 8060 digital
voltmeter. If the readings are not as specified, replace the TM1/TM2
Transistor. See NOTE.
NOTE: Before testing the TM1/TM2 Transistor, ensure that all leads are
disconnected and clear from the device.
NOTE: Readings below were obtained using a Fluke 8060. Using a
different meter may give different results. If a different meter is
used, test a known to be good transistor with it and record the
readings in the blocks provided in the chart below. This will
enable detection of a faulty device when using this meter during
future troubleshooting efforts.

8-175 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Traction System

! CAUTION
Be sure to observe correct polarity!!!

Negative
Positive Lead of Alternate Meter
Lead of Good if:
Meter at: Type Readings
Meter at:
C2E1 C1 25k - 120k
C2E1 B1 100 ohms - 1k
E2 C2E1 25k - 120k
E2 B2 100 ohms - 1k

NOTE: If any portion of this test fails, replace the transistor assembly.

B2
C2E1 E2 C1

B1

Figure 8-12: Transistor Module For Field Wiring Assembly

NOTE: When replacing the Transistor, use the Thermal Conducting Foil
between the Transistor and the Heat Sink. Do not use a thermal
grease compound unless it becomes necessary in order to
restore the truck to service.

HCM Test The following test is used to test the HCM assembly. For this test, the
technician needs a Fluke 8060 digital meter (or equivalent).

Procedure 1. Turn the truck power off.

2. Disconnect the drive motor field cable at MD-S1.
3. Unplug the wires from the base terminals of TM1 and TM2 (T1, T2,
T3, T4).
4. Connect a voltmeter to the unplugged end of the wire on T1
(+lead) with respect to FW-B–.
NOTE: Run Test O20 with voltmeter connected to T1. Then repeat test
with the voltmeter (+lead) moved to T2, then T3, then T4.
5. Turn truck power on.
6. Enter Maintenance Mode and select Test O20 (Ramp PWM to HCM
and Field Windings).

PDMM-0024 8-176
 Model 537 Swing-Reach® Truck Testing

Traction System

7. With test OFF, TI, T2, T3, and T4 should all measure 0.2 - 1.0 volts
with respect to FW-B–.
8. With test Ramping, T1 - T4 will be as follows:

Test Point
Meter Indication
WRT FW-B–
T1 Ramp up to battery voltage and remain constant
through cycle.
T2 Ramp up to battery voltage, drop to 0.2 - 1.0
volt and remain constant through cycle.
T3 Hold at battery voltage, then ramp up from less
than 1.0 volt to battery voltage.
T4 Hold at 0.2 - 1.0 voIt, then ramp up to battery
voltage.

Let the test repeat several times for each test point to get a valid
reading. One complete cycle takes from approximately 10 - 15
seconds.
Figure 8-13 is a graphic example of the cycles described above.

One Cycle

T1

T2

T3

T4

Figure 8-13: HCM Test

8-177 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Traction System

Testing Other The table below gives the recommended test procedures for electrical
Electrical components not previously covered. The checks are all made by the use
Components of an ohmmeter (Simpson Model 260 or equivalent). The readings do
not absolutely mean components checked will function properly in the
system under different current and voltage conditions. The ohmmeter,
however, indicates most shorted or open circuited conditions.

! CAUTION
Disconnect the component from the truck for testing.

Component Meter Setting Connections Readings

Relay Coil Rx1 Between coil terminals 300-600 ohms.
Horn, Rx1 Ohmmeter should give a 10-50 ohm
Contactors, reading, depending on component
and Solenoids tested. If meter reads “0,” coil is shorted.
If meter reading is over 100 ohms, coil is
open.
R x 10,000 Between each coil Ohmmeter shall read not less than 1
terminal and truck megohm, replace coils failing check.
frame.
REC-1 (See R x 100 Rectifier lead to heat Ohmmeter should indicate less than 500
page 8-179) sink block. ohms in one polarity, and greater than
1,000,000 ohms in other poIarity.

PDMM-0024 8-178
 Model 537 Swing-Reach® Truck Testing

Traction System

REC1 Test The following test should determine if the rectifier in question is good in
the static condition.
1. Remove device from circuit.
2. Connect digital voltmeter from A to B.
3. Set meter to diode scale:
• Reading should be between 0.5 and 0.7 K ohms.
4. Connect meter from B to A:
• Resistance should be greater than 1 megohm.
NOTE: Replace REC1 only if it fails the static test (open or shorted).

Figure 8-14: REC1 Test

8-179 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Traction System

Vehicle Manager Use the following to test the power supply:

and Carriage
Manager Power Meter Connection Reading (VDC)
Supply Test + –
TP4 TP1 B+
TP6 B+
TP5 12 (+/–0.2)
TP2 5.3 (+/–0.1)
TP3 5 (+/–0.1)

B+ TP4
B+FIL TP6
12V TP5
+5.3V TP2
+5V TP3
B- TP1
Figure 8-15: Vehicle Manager and Carriage Manager Power Supply Test Points

NOTE: When checking power supply voltages and incorrect readings

are obtained, turn the keyswitch OFF and disconnect all devices.
Using the +12 and +5 volts, re-test. If results are still incorrect,
replace the power supply. Reconnect devices until the readings
change. This change will indicate the defective circuit.

PDMM-0024 8-180
 Model 537 Swing-Reach® Truck Testing

Motor

Motor
Motor Most motor overheating can be prevented by understanding the causes
Overheating and preventions listed below:

Cause Prevention
Insufficient ventilation due to ventilating Clean the ventilation holes with an
hole blockage OSHA approved nozzle and dry
compressed air.
Dirty Motor See motor cleaning on page 6-19
Defective bearings If the bearings are replaceable as a unit,
replace them. If not, replace the motor.
Lifting excessive loads and stalling the Make sure the operator knows the truck
motor limitations.
Low battery voltage Replace or recharge the batteries.
Open or short circuited armature or field Follow the test procedures in this
windings manual.

Table 8-1: Causes of Motor Overheating

! WARNING
If an electrical failure or an extreme overload occurs,
especially in a totally enclosed motor, personnel should not
breathe the fumes which have been generated inside the
machine. The heat of the failure arc or overload may
generate noxious fumes by pyrolysis of the insulation
materials. All power should be disconnected from the motor
before any investigation of the failure is attempted. The
area around the motor should be well ventilated. Personnel
should not breathe the toxic fumes produced by the failure.
If possible, time should be allowed for the motor to cool
and for dilution of the fumes with air.

8-181 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Motor

Motor Stud To prevent premature motor failure, the nuts that secure the power leads
Terminals to the motors should be checked for proper torque. The torque should
be checked each time the motor brushes are inspected. The torque
values shown below are the same for all terminal sizes.

Motor Cable Securing Nut Terminal Stud

Torque: 100 - 120 in. lbs. Stud Terminal Securing Nut
(11.2 - 13.6 Nm) Torque: 140 - 160 in. lbs.
(15.8 - 18.1 Nm)

Flat Washer

Fiber Washer
Motor Housing

Figure 8-16: Motor Terminal - Proper Torque

Open Circuit Test An open circuit is one in which the electrical circuit within the motor has
been broken. This can be caused by:
• bad brushes or brush springs
• a broken wire in the field winding
• a loose or bad connection
1. Disconnect the motor from the truck circuit.
2. Connecting the terminals indicated below, use a milliohmmeter
(preferably) or analog ohmmeter (Simpson 260, etc.), to measure
continuity in the armature and field circuits at room temperature.

Motor Terminals Analog (Volt Ohmmeter)

Traction A1 to A2 0.020 - 0.030 Ohms
S1 to S2 0.9 - 1.1 Ohms
Lift A to S 0.020 - 0.030 Ohms
Auxiliary A to S 0.075 - 0.013 Ohms

3. On a traction motor, using a megohmmeter or analog ohmmeter,

there should be NO continuity between the armature and the field
terminals. The meter should register more than 100,000 ohms.
4. If the meter indicates an open circuit in the armature, check
condition of the brushes before rejecting the motor.

PDMM-0024 8-182
 Model 537 Swing-Reach® Truck Testing

Motor

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

S
S

S2

A2

MD1 MP MX

A1 A A
S1

Traction Lift Auxiliary

Figure 8-17: Motor Terminals and Circuits

Short Circuit Test A short circuited motor is one in which the insulation on the field or
armature windings has broken down at two or more points. The
breakdown creates a low resistance current path, allowing current to
flow from one turn of the coil to another adjacent coil turn, without
actually flowing through the coil wire. The result is a decrease in total
resistance of the motor winding and an increase in the current flow.
Location of the short determines its severity.
A shorted motor may be indicated by:
• slow or sluggish operation
• running faster than normal
• overheating
• blowing a power fuse
1. Refer to the inspection report showing the motor current when the
motor was new.
2. Duplicate the same truck conditions (loaded or unloaded) and
measure the present current.

8-183 PDMM-0024
Testing Model 537 Swing-Reach® Truck

Motor

3. If the present current reading is 25% more than the original current
value, a short circuit probably exists.
NOTE: Excessive motor current can also be caused by abnormally high
rolling resistance. Such resistance may be caused by brake
dragging, defective wheel bearing(s), or transmission problems.
The devices driven by the motor should be inspected before
replacing the motor.

Armature Shorts A short circuit in the armature causes heating, which will probably result
in burning of:
• the armature coil
• banding wires
• commutator segments
Visual inspection should show this condition.

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

PDMM-0024 8-184
 Model 537 Swing-Reach® Truck Maintenance Procedures

Maintenance Procedures
912

Table of Contents

Subject Page

Maintenance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

Changing the Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Steering Pressure Relief Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Steering Tachometer Assembly Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Position Feedback Pot Assembly Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Drive and Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Motor Brush Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Drive Unit Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Drive Unit Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Drive Unit Axle Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
Brake Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Brake Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Replacing Brake Pads - Stromag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Rotor Gap Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Deadman Pedal Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Battery Charging Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Travel Potentiometer (VR1) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Service Notes for Travel Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
Rail Guidance Service Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Hydraulic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Oil Selection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Changing Reservoir Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Changing Reservoir Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
Bleeding Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Auxiliary Pressure Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Mast and Load Handler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
Torque Specifications - Mast to Tractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
Main/Mini Lift Chain Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Lift Pressure Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Auxiliary Pressure Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Elevating Section Service Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Mast Lateral Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Shimming Carriage Sliders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40

9-1 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Changing the Password

Table of Contents

Subject Page

Operator's Carriage Lateral Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-42

Mini Mast Cylinder Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
Mini Mast Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Mini Mast Proximity Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-48
Load Handler Rack Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-50
Load Wheel Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-51
Lift/Lower Control Potentiometer (VR2) Replacement . . . . . . . . . . . . . . . . . . . . . . . . 9-52
Auxiliary Rotate Control Potentiometer (VR3) Replacement. . . . . . . . . . . . . . . . . . . . 9-53
Traverse Control Potentiometer (VR4) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 9-53
Service Notes for Auxiliary Traverse Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
Auxiliary Rotate Position Potentiometer (VR6) Replacement. . . . . . . . . . . . . . . . . . . . 9-56
Auxiliary Traverse Position Potentiometer (VR5) Replacement . . . . . . . . . . . . . . . . . . 9-57
Main Lift Cylinder Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-58
Mast/Carriage Puck Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-62
Mini Mast Cylinder Puck Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-66
Mini Mast Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-68
Cylinder Packing Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-71
Replacement of Cylinder Retainers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-73
Conductive Seat Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-75
Secondary Operator Display Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-77
Mini Mast Hose/Tubing Guard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-79
Hydraulic Flow Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-80

Changing the Both the Password and SuperWrd may be changed to any combination
Password of letters, numbers and/or spaces. The minimum is one (1) character,
the maximum is eight (8). A Password consisting of all spaces is not
permitted.
1. Enter Configure mode using current Password or SuperWrd.
See NOTE.
NOTE: If the Password is used to enter Configure mode, only the
Password may be changed; the SuperWrd will not be visible.
2. Select SuperWrd or Password from the main menu using UP/
DOWN buttons.
3. Depress the ENTER button.
4. Enter the new code using the UP/DOWN/ENTER buttons.
5. When the new code is on the display, depress the ENTER button.
6. Select “Quit Cfg.”
7. To exit without making changes, depress the ENTER button while
“Save? N” is on the display. To save the changes, use UP button to
select “Save? Y,” then depress the ENTER button.

PDMM-0024 9-2
 Model 537 Swing-Reach® Truck Maintenance Procedures

Steering

Steering
Steering Pressure Check the steering pressure relief setting as follows:
Relief Adjustment 1. Disconnect the battery.
2. Remove the Solenoid Control Card from the wire guidance card
cage and mount it on extender card (P/N 114-006-714). Install
back into card cage.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.
3. Jumper TP43 on the Solenoid Control Card to TP42 on the
Solenoid Control Card or the ground TP on the Electronic Steering
Card Cage Power Supply Card. This temporarily bypasses the
watchdog circuits allowing the pressure to be adjusted without
getting a fault code.

TP4 (Grd) P/N 838-004-288/001

TP1 (New) P/N 154-012-070/001

Figure 9-1: Power Supply

M15 RP23 R20 R18

R78 R76 R75 M5 R39 Q2 Q1
TP32

CR3
R86

TP31
R89

R88
R87

TP30
CR9 R57
TP12

R58 R40
CR10

R3
R59 R41
RP25

TP6

R60 R42
TP13
R77

R19
A1

C25

R74
C23

C19

C21 R43
C1
R1
C22

R61 R44
CR14

TP14

TP35 R62 R45

R2
C29

R63 R46
M10
A5

R64
R79

R47
C11

C10

TP15

TP7

TP9 TP8
RP28

R65 R48
R21

C2
R22

R66 R49 CR4 R4 CR1

C7
RP27
RP26

R67 R50 RP3

PW3

R80
J1

M6
RP2

R68 R52 R51

RP16 R23
M12 CR2
RP6

R69
RP4
C24

R24
RP9 C20
20

TP20
1
J2

TP21 RP12
M7 R25
R81

R71
R70

R92
C13

R7

M16 R26 C12

RP24

TP36
TP22
R6

TP23
R90

M2
R53

TP37
TP24 R27
R8

M3
R5

R83
TP38 TP25 R28
R91
A15

R93

CR7

TP10

TP26
M13 RP17 M11
CR11
R82

R29
R9

TP39 C26
R84
R30
TP34

M8
RP15
CR8
RP13

RV1
11
10
C31

TP27
RP21

RP19

R31 C14
C30
A20

R54

M4
C3
R14

TP40 TP1
R32
R10
R13
R12

R11
CR16

CR15

TP28

RP10
RP18

R33 TP2
CR5
C32

R34 TP3
C33

VR1
CR12

R85 M17
R94

TP4
TP41

M9 C15
RP5
RP7

CR6
TP29

C16

R35
TP42
R36
C27

R15
R96

TP5

R37

TP42
RP20
RP22

C6

R38 C4
C17
C34

R95

IL3

C8
R16 OESS
C18

J4
TP43
28

TP44

TP16
A

C5
R72

TP11
RP30

M14

M18 TP18
R56

R55

TP17 C9
IL2
RP8
R73
C28

RP29 CR13 TP19 R17

TP33 RP14 RP11
J3
SOLENOID CONTROLLER
IL1

PCBD
TP43 CARD ASSY 154-012-011 REV 154-012-010 REV D MADE IN USA M1 RP1
RETE

Figure 9-2: Solenoid Control Card

9-3 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Steering

Pressure Test Port

Steering Pressure
Relief

Adjustment
Location

Figure 9-3: Steering Pressure Relief (Sheet 1 of 2)

4. Connect a 5000 PSI (34,470 kPa) hydraulic pressure gauge to the

steering pressure test port.
5. Prevent the drive unit from turning by placing a wooden block (4” x
6” x 24”) between the drive tire and the frame of the tractor.
6. Connect the battery and turn the keyswitch ON.
7. Turn the steering wheel until the drive unit presses against this
wooden block.

PDMM-0024 9-4
 Model 537 Swing-Reach® Truck Maintenance Procedures

Steering

! CAUTION
Only force the Auxiliary System into relief (against the
block) for very short periods of time or damage may result
to motor and other components. Read the pressure as
quickly as possible, step off the deadman pedals, readjust
the relief if required, and retest the pressure. DO NOT
adjust the relief valve while operating!!! If the auxiliary
motor stalls, stop the test immediately by stepping off the
Deadman Pedals. Failure to stop the test will ruin the
auxiliary motor and/or blow the auxiliary system fuse.

8. The steering pressure should be 1400+/– 50 PSI

(9,651 +/– 344 kPa).
9. Adjust the steering relief pressure (the port at the top of the
manifold) by loosening locknut and turning screw in (increase) or
out (decrease) until 1400 +/– 50 PSl (9,651 +/– 344 kPa) is
achieved.
10. When the pressure is correct, hold adjusting screw in place while
tightening the locknut.
11. Remove the wooden block from between the drive unit and tractor
frame.
12. Turn key OFF and disconnect battery.
13. Disconnect pressure test line, then remove temporary jumpers and
extender card. Replace solenoid controller card in the card cage.

! CAUTION
Be sure to observe proper precautions against electrostatic
discharge. See “Electrostatic Discharge Damage” on page
2-5 and "Proper Handling of Static Sensitive Devices" on
page 2-6.

9-5 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Steering

Steering The tachometer assembly should not need any maintenance over the
Tachometer life of the truck. However, care should be taken to ensure its proper
Assembly operation.
Maintenance 1. The gear pressure does not need adjustment as it is preset by a
spring. This also prevents excessive pressure on the gear which can
damage the tachometer, although gear pressure could be adversely
affected if the mounting brackets are bent.
2. Replace the gears if there are any missing teeth.
3. If the tachometer support is disassembled, be sure to reassemble
the spacer associated with the pivoting bracket and check that the
bracket moves freely.
4. Do not secure the cable between the tachometer and the free-
hanging quick-disconnect terminals. Stiffness of the cable jacket is
enough to upset the operation of the tachometer.
5. Be sure the protective rubber boot is installed, which prevents oil
from entering and damaging the tachometer.
6. For best results, replace the tachometer as a complete unit rather
than trying to service it. For test information, see page 7-190
through page 7-192.

Steering Tachometer

Figure 9-4: Steering Feedback Tachometer

PDMM-0024 9-6
 Model 537 Swing-Reach® Truck Maintenance Procedures

Steering

Position Feedback The Position Feedback Pot Assembly is turned as the drive unit is moved
Pot Assembly from side to side. Care should be taken to ensure its proper operation.
Maintenance 1. Be sure to tighten all mounting bracket and coupler hardware
whenever the Position Feedback Pot Assembly is worked on. If shaft
coupler set screws are loosened, apply Blue Loctite (990-536) to
threads, then retighten. See CAUTION.

! CAUTION
When adjusting the pot assembly or coupling, align the
shafts as close as possible to reduce the effects of side-
loading on the potentiometer shaft bearings.

2. Make sure that the wires soldered on the pot cannot touch one
another when installed. Use a controlled temperature soldering
iron. Excessive heat applied to potentiometer terminals can cause
internal damage.
3. Minimum spacing between connections is 0.0321 inches
(0.81 mm).
For best results, replace the Position Feedback Pot as a complete unit
rather than trying to service it. See page 7-123 for setup procedures
and page 7-187 for test procedures.

Potentiometer

Minimum spacing
between connections
is 0.032” (.81mm)

Figure 9-5: Position Feedback Potentiometer

9-7 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

Drive and Brake

Motor Brush If any of the brushes require replacement, the complete brush set
Replacement should be replaced. Do not replace just one or two brushes. See Table
9-1 for minimum brush lengths.

Minimum Minimum Brush

Motor Manufacturer Part Number
Commutator Diameter Length
Drive Prestolite 570-260/200 3.875” 0.98”
98.4 mm 25 mm

Lift Prestolite 570-261/200 2.938” 0.68”

74.6 mm 17.3 mm

Auxiliary Prestolite 570-222/100 2.875” 0.562”

73.00 mm 14.3 mm
Curtis 570-222/400 2.36” 0.75”
60.00 mm 19 mm

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

Table 9-1: Minimum Brush Lengths

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

PDMM-0024 9-8
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

Drive Unit To facilitate the removal of the drive unit, construct the tool described
Replacement below.

.342 - .351 Dia.

4 Holes
Spaced as shown
on a 10.50” Bolt
Circle.

35o
Typ 11.25
Dia

5/16 - 18 UNC-2B
Equally spaced on a
10.50” Bolt Circle “Eye” welded onto
plate 5/16”
(Used to separate
tool from drive unit)
NOTE: This is NOT
the same thread
used for the
motor mounting
bolts.

Figure 9-6: Drive Unit Removal/Installation Tool

Removal 1. Turn key off.

2. Disconnect the battery.
3. Remove the cover from the power section.
4. Remove the center section of the bumper.
5. Drain the oil from the drive unit.
6. Loosen drive tire lug bolts.
7. Disconnect power and sensor leads from drive motor.
8. Remove drive motor encoder.
9. Disconnect steer feedback pot.
10. Disconnect power leads from brake.
11. Remove drive motor/brake assembly. If tool has been constructed
as described above, attach to top of drive unit using the screws
which held the drive motor.
12. Remove steer motor, then lift off torque shaft being careful not to
damage tachometer.

9-9 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

13. Jack rear of tractor off the floor approximately 2 inches (5 cm). See
Jacking Safety, page 2-4, and observe the following Warning.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support the truck - DO
NOT rely on jacks. See “Jacking Safety” on page 2-4.

14. Place temporary support under drive unit or attach a hoist to the
tool installed in step 11.
15. Loosen, then remove, the four mounting screws holding the drive
unit to the tractor frame. The mechanical steer stop comes off when
the two left-hand screws are removed.
16. Remove support if used. Lower, then remove, the drive unit.

Installation To install drive unit, reverse removal instructions noting the following:
1. Torque the screws that hold the drive unit to the tractor frame to
150 ft lbs (210 Nm).
2. When mounting steer motor, adjust clearance as shown. Torque
bolts to 22 - 25 ft lbs (30.8 - 35 Nm).
3. Align tachometer-driven gear with drive gear on torque shaft by
moving the entire assembly so that the upper surfaces of both gears
are flush.

PDMM-0024 9-10
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

4. Clean mounting surface of drive motor. Coat mating surfaces using

Permatex sealer (P/N 990-556). Torque mounting screws to
20 ft lbs (28 Nm).

Torque the steer mounting

screws to 22-25 ft. lbs.
(30.8) - 35 Nm)

Steer Motor

16”-.28”
(4.1-7.1 mm)
Align gears so that they
Torque Shaft are flush.
DO NOT adjust by moving
gear on shaft.
Move entire assembly. After positioning
Tachometer, lock in place
using nut.

Figure 9-7: Installation of Steer Motor and Torque Shaft

5. Torque the lubricated drive tire lug bolts to 120 ft lbs (168 Nm).
6. If you have trouble separating the tool from the drive unit, use the
threaded holes in the tool.
7. Refill drive unit using correct type fluid. Fluid capacity of the drive
unit is 3.5 quarts (3.2 liters). For convenience, add drive unit oil in
the top of the drive unit before installing the drive motor. See
“Lubrication” on page 6-23.
8. Run the Steering submenu from Learn mode.
9. Test brake for proper operation.

9-11 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

Drive Unit
Servicing
Drive Motor (Ref) Drive unit oil level dip stick

Clean mounting surface,

then coat sealing surface Clean, then apply Loctite
using Permatex 242 (990-536), then
Formagasket (990-556) torque nut to 80 ft. lbs.
(112 Nm)
Torque mounting
screws to 20 ft. Fill level plug
lbs. (28 Nm)

Drive unit oil capacity

is 3.5 quarts (3.2 L)

Mounting drive wheel with

counterbore engaging the
axle hub.
Torque lug nuts to 185 ft.
lbs. (lubed)(259 Nm).
Drain
Plug

Figure 9-8: Drive Unit Servicing

PDMM-0024 9-12
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

Drive Unit Axle The following outlines the procedure required for replacing the axle seal
Seal Replacement on the drive unit.
Parts required:
• Axle seal - P/N 410-023/06
• Shim set - P/N 410-023/09
• Gasket material - P/N 990-556
Tools required: -
• 19 mm socket to remove center section of bumper
• 8 mm AlIen socket to remove main cover
• 13/16” socket to remove drive tire
• Bearing puller
• Bearing press
• Micrometer
• Torque wrench, 100 ft lb (140 Nm) capacity
• Two tubes for pressing bearings off
• one tube - 6.25” (15.9 cm) inside diameter X 6.00” (15 cm)
long. A drive tire from a Model 150/160 may be used for this
tube.
• second tube - 3.5” (9.0 cm) inside diameter X 5.0” (13 cm)
long.

Procedure 1. Remove the cover from the power section.

2. Turn the drive unit so the drive tire is parallel with and facing the
bumper.
3. Using a 19 mm socket, remove the center section of the bumper.
4. Using a 13/16” socket, loosen the lug nuts on the drive tire.
5. Jack the front of the truck so the drive tire is approximately 1.00”
(2.54 cm) off the floor. See Jacking Safety, page 2-4, and observe
the following Warning.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support the truck - DO
NOT rely on jacks. See “Jacking Safety” on page 2-4.

9-13 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

6. Remove the drive tire.

7. Drain the oil from the drive unit by removing drain plug (1).
8. Using an 8 mm AlIen head socket, remove the screws holding the
main cover (2).
9. Removing the main cover also removes spiral bevel ring gear (3)
and output shaft (4).
10. Save the main cover shim sets (5) so that the replacement can be
matched for proper thickness.
.

Main Cover Shim Set (5)

Main Cover (8)

Output Shaft (4)

Spiral Bevel Gear (3)

Drain Plug (1) Main Cover Screws (2)

Main Cover Shim Set (5)

Figure 9-9: Lower End of Drive Unit

PDMM-0024 9-14
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

11. Place the main cover on press as shown in Figure 9-10, and push
the ring gear toward the flange of the output shaft enough to allow
a bearing puller to be placed between bearing spacer (6) and ring
gear (3).
.

Press Ram

Bearing Spacer (6)

Tube

Ring Gear (3)

Flange

Figure 9-10: Ring Gear Before Being Pressed Toward Flange

Bearing Spacer (6)

Tube Space created after ring gear is
pressed toward flange.

Ring Gear (3)

Figure 9-11: Ring Gear After Being Pressed Toward Flange

9-15 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

12. Using a bearing puller, remove bearing spacer (6) along with
bearing (7) from output shaft. Be careful not to damage the bearing
cage.

Bearing (7)
Bearing Puller
Bearing Spacer (6)

Ring Gear (3)

Figure 9-12: Removing Bearing Spacer Using Bearing Puller

13. Remove external retaining ring (9).

External Retaining
Ring (9)

Figure 9-13: Removing External Retaining Ring

PDMM-0024 9-16
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

14. Support the main cover (8) with large tube. Press the output
shaft (4) out.

Press Ram

Main Cover (8)

Support Tube Output Shaft (4)

Figure 9-14: Removing Output Shaft

15. Remove the output shaft seal (10).

16. Clean and apply Permatex sealer (P/N 990-556) to the outside
diameter of the new seal (5). Press the new seal into the main cover
(8) bore flush with the outside.

Main Cover (8)

Output Shaft Seal (10)

Seal must be flush with outside of main cover.
Figure 9-15: Removal/Installation of Shaft Seal

17. Lubricate the seal (10) lip using grease. Place the main cover (8)
over the output shaft (4).

9-17 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

18. Install the bearing cone (11) and ring gear (3) on output shaft (4).
Press the ring gear until the groove for the external retaining ring
just becomes visible.

Groove for retaining

ring should be flush Press Ram
with top of ring gear.

Support Tube

Retaining Ring (9)

Ring Gear (3)

Bearing Cone (10)

Output Shaft

Figure 9-16: Installing Ring Gear

19. Reinstall retaining ring (9). Do not substitute the correct

retaining ring with a thinner one; doing so may cause the
retaining ring to fail, allowing the axle to come out of the
drive unit!
20. Press bearing spacer (6) onto the output shaft.
21. Press bearing (7) on the output shaft taking care not to damage the
bearing cage. See Figure 6-7 on page 6-24.
22. Using a micrometer, measure the thickness of the old cover shim
set (5). Peel layers off the new shim until the thickness is the same as
the old one.
23. Clean the mating surface on the drive unit housing, then apply
Permatex sealer 990-556.
24. Assemble the main cover (8) subassembly onto the drive unit
housing.
25. Lubricate, then install the cap screws (2). Torque evenly to 35 ft lbs
(49 Nm).
26. Install drive tire. Torque lug bolts to 130 ft lbs (182 Nm).
27. Refill drive unit with proper grade fluid. Capacity of drive unit is
3.5 qts (3.4 L). See “Lubrication” on page 6-23.

PDMM-0024 9-18
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

Brake Adjustment Brake adjustments should be checked on a regular schedule. When the
Model 537 is carrying its rated load at full speed on a dry, level floor,
the brake should stop the truck within approximately 13 ft (4 m).
Tools required:
• 3/8” Allen wrench
• 1/4” Allen wrench

Brake Pressure 1. Clean and apply Loctite 242 P/N 990-536 to each screw.
Adjustment 2. Turn in by hand until resistance is felt.
3. Turn each screw in an additional 1/4 turn using the 3/8” Allen
wrench.
4. Test stopping distance. Adjust screws equally so that the truck stops
in 9 - 13 ft (2.74 - 4 meters).

! CAUTION
Improper clearance between the brake pads and the rotor
may cause either the top or bottom brake pads to drag.

The brake pads require a break-in period. Therefore, the

brake assembly may have to be adjusted frequently for the
first few weeks of operation until the pads are fully seated.

Replacing Brake If the brake pads need replacement, the top pad assembly, bottom pad
Pads - Stromag assembly, and rotor must be replaced as a complete set. Minimum
brake pad thickness is 3/32” (2.3 mm).

Brake pressure adjustment cap screws

(5 places). See step 1 above.

Coil Housing

Upper Brake
Pad Assembly

Lower Brake
Brake Rotor Pad Assembly

Figure 9-17: Brake Assembly Components

9-19 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

Rotor Gap Tools/material required:

Adjustment
• 3/8” AlIen wrench
• 1/4” AlIen wrench
• feeler gauge
• external snap ring pliers
• shims

Upper Snap Ring

Drive Motor Armature

Shaft Shims

Lower Snap
Coil Housing
Ring

Upper Brake Pad

Assembly

Torque
per step 9.

Top of drive motor (Ref) Gap as

measured in
step 2
Figure 9-18: Brake Shimming

Turn keyswitch OFF and have battery plugged in truck. Jack and block.

! WARNING
Use extreme care whenever the truck is jacked up for any
reason. Never block the truck between the telescopic and
the floor. Use a suitable hoist to stabilize the mast. Keep
hands and feet clear from beneath vehicle while jacking.
Use jack stands or solid blocks to support the truck - DO
NOT rely on jacks. See “Jacking Safety” on page 2-4.

PDMM-0024 9-20
 Model 537 Swing-Reach® Truck Maintenance Procedures

Drive and Brake

Procedure 1. Remove the five 3/8” brake adjusting screws on the top of the
brake. Take care not to lose the pressure springs.
2. Remove the 1/4” (3) brake mounting screws.
3. With the brake assembly off the vehicle, measure the smallest
clearance between the coil housing and the upper brake pad
assembly around the entire assembly. The gap measured must be
0.009” - 0.023” (0.23 - 0.58 mm).
4. Divide by 2 the gap measured in step 3.
5. Install the lower snap ring on the drive motor armature shaft. (Only
required if the drive motor is being replaced).
6. Place shims on top of lower snap ring, changing the gap equal to
the value determined in step 3. See NOTE.
NOTE: Use the lowest number of shims needed (use one 0.010” instead
of two 0.005”). Use only shims which fit the motor shaft snugly.
When using multiple shims, place the thickest shim next to the
snap ring.
7. Temporarily place the brake assembly on the armature shaft. Do
not install the key in the armature shaft at this time. See NOTE.
NOTE: If the brake assembly is new and the rotor is not exactly in the
center of the assembly, it may facilitate installation to connect
wires from the brake to the truck harness and release the brake
by using the brake override switch. The keyswitch should be OFF
before activating S12.
8. Shim between top surface of rotor hub and bottom of the top snap
ring to eliminate any clearance. Again, if multiple shims are used,
place the thickest shim next to the snap ring. The shims should not
be able to be rotated after the upper snap ring is installed.
9. Install upper snap ring.
10. Lubricate the three brake assembly mounting screws. Torque evenly
to 20 ft Ibs (28 Nm) using 1/4” AlIen wrench.
NOTE: Key should be turned off before activating S12.
11. Connect the electrical leads to the brake assembly. Energize the
brake by using Brake Override Switch (S12).
12. With the brake energized, the clearance between the top and
bottom of the rotor and the brake pad assemblies should be
approximately equal. Equal clearances of 0.002” - 0.021” (0.051 -
0.533 mm) are acceptable. See NOTE.
NOTE: If the top clearance is greater than the bottom clearance,
relocate shims from the top to the bottom. If the bottom
clearance is greater than the top clearance, relocate from the
bottom to the top.

9-21 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Drive and Brake

13. When correct clearance is achieved, install the key, then mount
brake assembly. Install spacers in the correct position. Torque
mounting screws evenly to 20 ft Ibs (28 Nm) using 1/4” AlIen
wrench.
14. Replace the (5) 3/8” socket head cap screws that were removed in
step 1. Perform the "Brake Pressure Adjustment" on page 9-19.

Deadman Pedal Correct brake operation also depends on proper functioning and
Adjustment adjustment of the right Deadman Pedal. Thoroughly clean around and
beneath both Deadman Pedals to ensure freedom of movement. This
also helps ensure that the power steering functions until the truck is
nearly stopped. Adjust the Deadman Pedal switches as follows:
1. Check that there is no dirt or debris which prevents either Deadman
Pedal from moving freely.
2. Adjust the switches actuated by the Deadman Pedals so that each
switch actuates when the pedal is approximately one-half way
through its total travel.
3. Each switch should deactivate when the pedal is approximately
3/4” (19 mm) up from the floor.
4. All switches MUST deactivate when the pedal is released.

PDMM-0024 9-22
 Model 537 Swing-Reach® Truck Maintenance Procedures

Electrical

Electrical
Battery Charging To charge a battery, direct current is passed through the battery cells in
Process the direction opposite to that of discharge.
1. First, become familiar with the following:
• Charging rate, starting rate, and finish rate
• Time available for charge
• Variations in cell voltage
• Avoiding overheating, excessive gassing or overcharging
2. Consult your battery manual for specific charging procedures.

Travel Tools required:

Potentiometer • 3 mm AlIen wrench to remove upper and lower shrouds
(VR1) Replacement
• 13 mm socket (if the entire arm is to be removed)
• Flathead screwdriver
• 1/8” AlIen wrench to remove cover from travel controller
housing
• soldering iron
• solder/flux
• shrink sleeving (3 pieces, each 3/8” long)
1. Remove the four, 3 mm Allen head screws holding the top cover on
the right-hand control assembly.
2. Remove the four, 3 mm Allen head screws holding the lower cover
on the right-hand control assembly.
3. Remove the four flathead screws securing the emergency power off
bracket. Lift the bracket off to allow access to the control housing.
If desired, the pot may be replaced with the controller still on the truck.
If so, go to step 7.
4. Disconnect the support piston from the arm assembly.
5. Disconnect JPR1, JPC15 electrical connectors from the arm
assembly.
6. To remove the entire control assembly, use a 13 mm socket to
remove the two screws where the arm assembly is attached to the
carriage. The entire assembly may now be removed to the bench.

9-23 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Electrical

7. Remove the four, 1/8” AlIen head screws holding the cover.
Pot Jam Nut
Cover Screws Traverse Pot - VR4

Ensure gears mesh

properly after assembly.

Do not bend ears of spring.

Apply thread adhesive
Apply a thin coat of lubricant
(990-403) to screw threads.
(990-635) to spring.
Figure 9-19: Traverse Control Assembly

8. Ensure wires to pot are properly identified. Unsolder wires from

old VRI.
9. Remove the 2 AlIen head screws (located on the underside of the
housing) holding pot bracket. Remove pot/bracket assembly from
housing.
10. Remove gear from shaft of VR1.
11. Remove old pot from bracket, then install new one. Do not tighten
pot mounting nut - just snug-up for now.
12. Install gear and tighten set screw.
13. Slip heat shrink tubing over individual wires.
14. Solder wires onto pot. Do not use excessive heat on pot.
15. Slide heat shrink tubing over terminals and shrink.
16. Bend terminals so they are parallel with the pot body.

PDMM-0024 9-24
 Model 537 Swing-Reach® Truck Maintenance Procedures

Electrical

Slide shrink sleeving as close to the pot body as possible; bend

terminals over as shown.

Slide shrink sleeving as close to the

pot body as possible; bend
terminals over as shown.

JPR1-9
JPR1-11
JPR1-12

Figure 9-20: VR1 Potentiometer Wiring

17. Install pot and bracket back into housing ensuring gears mesh
properly.
18. Apply thread adhesive (P/N 990-403) to screw threads and secure
pot bracket.
19. With the control handle in neutral, center the pot (VR2) electrically
as follows:
a. Attach the leads of an ohmmeter first to JPR1-9 and JPR1-11.
(You can attach the meter on the terminal near the shrink
sleeving to get the same results.)
b. Turn the body of the pot until a reading of approximately 1000
ohms is achieved.
c. Attach the leads to JPR1-11 and JPR1-12.
d. Compare this reading with that in step b.
e. Turn the body as required until the readings between JPR1-9
and JPR1-12 are within 5 ohms.
f. Tighten the jam nut on the pot once the proper resistance value
is achieved. Check the value once again after the nut has been
tightened.
20. Reassemble by reversing steps 1. through 7.
NOTE: Remember to run Learn mode for Controls after installing a
new pot.

9-25 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Electrical

Service Notes for When performing maintenance on the travel controller, note the
Travel Control following: See Figure 9-19 on page 9-24.
1. Apply a light coat of 990-635 lubricant to the spring body and
ears.
2. Do not bend the ears of the spring; doing so may cause premature
failure.

Power Panel Use the information shown in Figure 9-21 on page 9-27 when
removing or replacing components on the Power Panel Assembly.

Power Transistors Q1, TM1 and TM2 use the following chart values when making
connections to power transistors:

Size Bolt Torque Specifications

3/8” and M8 70 to 75 in-lbs.

1/4” and M6 22 to 26 in-lbs.

#10 and M5 14 to 17 in-lbs.

#8 and M4 10 to 14 in-lbs.

When replacing the power transistors, ensure that the thermal

conducting foil between the transistor and its heatsink is in good
condition. Replace if not good. Do not use a thermal grease compound
in lieu of the foil unless it is absolutely necessary to restore the vehicle to
service.

PDMM-0024 9-26
 Model 537 Swing-Reach® Truck Maintenance Procedures

Electrical

FU9 (150A)
X Contactor

1S Contactor

FU7 (400A)

PC Contactor
B+ Filt Line
Filter
Line Filter Fuse FU10 (70A)

FU6
FU5 P Contactor
FU4
FU1 FU8 (450A)
FU2 REC1
FU3 L1
C1
Snubber
Brake Capacitor
Coil Driver

Q1
PPDA
CCM

REC2
Coil PC Snubber
Drivers X Rectifier
1S HT
P

Plugging resistor R4
(R1) (Under Right Snubber Field Wiring Assembly HCM
Hand Side of Battery Resistor (TM1/TM2 - underneath)
Compartment)
Figure 9-21: Power Panel Assembly

NOTE: All M6 nuts without lockwashers are to be torqued to 60-64 in.

lbs (6.8-7.2 Nm).

9-27 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Electrical

Rail Guidance The figures below outline specific maintenance required for rail guided
Service Notes vehicles.

See Figure 9-23.

Figure 9-22: Rail Switch Location

Switch is adjusted to actuate in the first

0.38” (9.7 mm) of wheel movement.

Figure 9-23: Rail Switch Detail (Viewed from bottom)

PDMM-0024 9-28
 Model 537 Swing-Reach® Truck Maintenance Procedures

Hydraulic

Hydraulic
Oil Selection Before adding or changing hydraulic fluid, determine the environment
and usage of the vehicle. See “Raymond® Products Lubrication
Equivalent Chart” on page 6-26.

Changing 1. Lower the forks all the way to the floor. Ensure that all hydraulic
Reservoir Fluid pressure is relieved.
2. Turn Key OFF. Disconnect battery.
3. Remove cover from power section.
4. Place reservoir drain line in suitable container (reservoir capacity is
approximately 7.5 gallons [28.4 liters]).
5. Remove plug from drain line to drain reservoir.
6. After all the oil is drained, install and clamp plug in drain line.
7. Change the filter, see “Changing Reservoir Filter” on page 9-29.
8. Refill reservoir with the proper grade of oil. See “Raymond®
Products Lubrication Equivalent Chart” on page 6-26.
9. Return drain line to stored position.
10. Bleed the hydraulic system. See “Bleeding Hydraulic System” on
page 9-30.

Changing 1. Lower the forks all the way to the floor. Ensure that all hydraulic
Reservoir Filter pressure is relieved.
2. Turn Key OFF. Disconnect battery.
3. Remove cover from power section.
4. Place pan under filter.
5. Remove filter.
6. Clean sealing surface.
7. Apply a thin film of clean hydraulic oil on the gasket of the new
filter.
8. Install filter. Turn 3/4 of a turn after gasket makes contact with seat
or follow filter manufacturer’s recommendation. Use hand pressure
only.
9. Start system and check for leaks.
10. Check reservoir level. Fluid level should be 1.5” to 2” (2.54 to
5.08 cm) below top of strainer with carriage lowered at room
temperature.

9-29 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Hydraulic

Bleeding Bleed the hydraulic system if the system is opened for service/repair or if
Hydraulic System the load bounces.
1. Bleed the lift system as follows:
a. Elevate the main lift until the forks are 6 to 12 inches (15 to
30 cm) above the floor.
b. Loosen (DO NOT remove) the bleed screw on one lift cylinder.
Allow any air in the cylinder to be expelled. Repeat this for the
other lift cylinder.
c. Lower the main lift to the floor.
d. Elevate the auxiliary lift so that the forks are 6 to 12 inches
(15 to 30 cm) above the floor.
e. Loosen (DO NOT remove) the bleed screw on the auxiliary lift
cylinder. Allow any air in the cylinder to escape. Retighten the
bleed screw.
f. Lower the auxiliary lift to the floor.
2. Bleed the auxiliary system as follows:
a. Run the auxiliary system. Cycle the traverse and rotate.
b. Rotate the forks fully clockwise.
c. Loosen (DO NOT remove) the fitting in Port P1 (the lower fitting
on the back [toward the tractor] of the rotate actuator).

Rotate
Actuator (Ref.)

Figure 9-24: Auxiliary System Bleed Port - P1

PDMM-0024 9-30
 Model 537 Swing-Reach® Truck Maintenance Procedures

Hydraulic

d. Move the rotate control to rotate the forks clockwise until all the
air is forced out of the P1 port.
e. Release the rotate control, then tighten the fitting in the P1 port.
f. Rotate the forks fully counterclockwise. Loosen the fitting (DO
NOT remove) in the P4 Port (the top fitting on the front [away
from the tractor]) of the rotate actuator.
g. Move the rotate control to rotate the forks counterclockwise until
all the air is forced out of the P4 port.
h. Release the rotate control and tighten the fitting in the P4 port.
NOTE: No bleeding procedure is required for traverse, as cycling both
to the left and right automatically purges the air from the system.

Auxiliary Pressure Check (and adjust, if necessary) the auxiliary system relief pressure as
Relief follows:
1. Key off.
2. Battery disconnect.
3. Connect PSI gauge.
4. Reconnect the battery and turn the keyswitch ON. Move the rotate
control so that the load handler is rotated all the way to the left or
right until it's against one of the stops.
5. Keep the load handler pressing against the stop. Pressure should be
1750 +/– 50 PSI (12,065 +/– 345 kPa).
6. If incorrect, loosen the locknut and adjust the auxiliary relief valve
(the valve near the bottom of the manifold, near SOL4) for
1750 +/– 50 PSl (12,065 +/– 345 kPa).
7. When the pressure is correct, lock the adjustment by tightening the
locknut.
8. Turn the keyswitch OFF, disconnect battery and remove the pressure
gauge. Reinstall the cap on the test port.

Pressure
Relief
Valve

Figure 9-25: Auxiliary Pressure Relief

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PDMM-0024 9-32
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Mast and Load 9595112

Handler
Torque The following illustration shows the proper torque for fasteners
Specifications - attaching the mast and tractor together.
Mast to Tractor Instructions for joining the tractor and mast are covered in publication
PDSS-0014 and page 3-4 of this manual.

Torque bolts to 70 ft. lbs.

(98Nm). Apply Loctite 277
(990-571) to threads, then
tighten jam nuts.

Torque to 350
ft. lbs. (490 Nm)

Figure 9-26: Attaching Mast to Tractor

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Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Decals The following pages show proper mounting and location of decals
.

1.00”
(2.5 cm)

0.50”
(1.3 cm)
Warning
Decal

View A-A

A
9.38”
(24 cm)
(Both Sides)
2.00”
Warning (5.1 cm)
Decal 2.00” A
(5.0 cm)

Swinging Forks
Decal

2.50”
.75” (1.9 cm)
(Both Sides) Ident.
(Both Sides)
(6.4 cm) Plate
1.12”
(2.8 cm)

1.00”
Raymond Decal
1.25” (3.2 cm) (2.5 cm)
(Both Sides)
(Both Sides)

Figure 9-27: Decal Location Information (1 of 3)

PDMM-0024 9-34
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Overhead Guard Decal

Section A-A

A
8.00” (20 cm)
2.62”
(6.7 cm) 1.00” (2.5 cm)

Raymond Caution Decal

Decal
7.75”
8.00”
(19.7 cm) (20 cm)

Spec Plate 0.50”

(12.7 mm)

Decal

Decal

Figure 9-27: Decal Location Information (2 of 3)

9-35 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Ident. Plate

5.62”
(14.3 cm)
1.00”
(2.5 cm)
Warning Decal

0.25” (6.3 mm) 0.25”

(6.3 mm)
0.50” (12.7 mm)
Lubrication Decal
Patent No. Decal 0.50” (12.7 mm)

0.50”
(12.7 mm)

Emergency
Lowering Decal

0.50”
(12.7 mm)

1.00”
(2.5 cm)

Figure 9-27: Decal Location Information (3 of 3)

Main/Mini Lift To adjust the main lift chains:

Chain Adjustment 1. Measure from the floor to the top of the operator's compartment
floor.
2. The distance in step 1. should be 16.00" to 16.25" (40.6 -
41.3 cm).
3. Adjust the main lift chains to share the load equally.
4. Adjust the mini lift chain to obtain the correct lowered height
(3" standard to top of fork blade).

PDMM-0024 9-36
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Lift Pressure Relief The lift pressure relief setting may checked/adjusted using the following
procedure.
1. With the keyswitch OFF and battery disconnected, connect a 3,000
PSI (20,682 kPa) minimum hydraulic pressure gauge to the test port
on the lift/lower manifold.

Test Port

Pressure Relief

Figure 9-28: Main Lift Pressure Relief

2. Connect the battery, turn keyswitch On and elevate the main mast a
few inches. Position the load handler to the full nested position
either left or right.
3. Back out the lift-pressure relief valve adjusting screw.
4. Place a rated load PLUS 200 lbs (440 kg) on the forks.
5. Start the lift system. Turn the lift-pressure adjusting screw in until the
platform starts to elevate. Note the pressure required to start lifting.
6. Remove the load from the forks. Adjust the pressure so that it is 100
to 300 PSI (689-2,068 kPa) above the values recorded in step 5.
This can be done by elevating the mast against its mechanical
stops.
7. Lower the carriage and the mini mast to the floor, turn the keyswitch
OFF, disconnect the battery, and remove the pressure gauge.
8. Tighten the cap on the test port.
9. Tighten the locknut on the adjusting screw.

Auxiliary Pressure Check (and adjust, if necessary) the auxiliary system relief pressure as
Relief follows:
1. Keyswitch OFF.
2. Battery disconnected.
3. Connect PSI gauge.

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Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

4. Connect the battery, turn the keyswitch ON, and move the rotate
control so that the load handler is rotated all the way to the left or
right until it's against one of the stops.
5. Keep the load handler pressing against the stop. Pressure should be
1750 +/– 50 PSI (12,065 +/– 345 kPa).
6. If incorrect, loosen the locknut and adjust the auxiliary relief valve
(the valve near the bottom of the manifold, near SOL4) for 1750
+/– 50 PSl (12,065 +/– 345 kPa).
7. When the pressure is correct, lock the adjustment by tightening the
locknut.
8. Turn the keyswitch OFF, disconnect the battery, and remove the
pressure gauge. Reinstall the cap on the test port.

Auxiliary Relief Valve

Figure 9-29: Auxiliary Pressure Relief

Elevating Section
Service Notes

Mast Lateral 1. Loosen Locknut (1).

Adjustment 2. Center the telescopic left to right within the mainframe with the
forks centered straight ahead. Turn keyswitch OFF and disconnect
the battery.
3. Tighten adjusting screws (2 and 3) equally to finish centering
telescopic.
4. Loosen adjusting screw at top of mast (2), 1/4 turn on either side.
5. While holding adjusting screw (2), tighten locknut (1), both sides.
6. On trucks without locknut (4), remove adjusting screw (3) at bottom
of telescopic.
7. Apply Loctite 242 (P/N 990-536) to screw.

PDMM-0024 9-38
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

8. Tighten adjusting screws (3) at bottom of telescopic, then loosen

1/4 turn (both sides).
9. On trucks with locknut, tighten locknut (4) on either side after
adjustment is done.

Telescopic

Shims are to be
installed here to
2 eliminate
popping noises.

Main Frame

Main Frame
Main Frame

3
3

Without Locknut (4) Telescopic With Locknut (4) Telescopic

Figure 9-30: Mast Lateral Adjustment

9-39 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Mast Bearing To eliminate the mast bearings from causing a popping noise when
Popping Noise lifting, add P/N 812-000-264 and 812-000-265 shims (as required) to
the roller assembly between the snap ring and the bearing. Keep
adding until less than a .005 gap exists between snap rings. See Figure
9-30 on page 9-39.
Shimming The carriage sliders are mounted on either side of the carriage
Carriage Sliders superstructure. The carriage sliders are shimmed as follows: (See Figure
9-31 on page 9-41).
NOTE: Turn keyswitch OFF and disconnect battery while working on the
truck.
1. Elevate the carriage, with the forks centered straight ahead, so that
the slider assemblies are above the telescopic.
2. Spacers are added equally under each nylon bar until the carriage
is not able to enter the telescopic section of the mast assembly.
3. Remove one spacer from each side.
4. Lower carriage slowly and check clearance. Carriage should not
hang up. Elevate carriage for step 5
5. Clean and apply Loctite 242 (990-536) to each screw and secure
the nylon bar and remaining spacers.

PDMM-0024 9-40
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

A A

Nylon Bar
Carriage Spacer Screw

Figure 9-31: Shimming Carriage Sliders

9-41 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Operator's 1. Center the load handler with the forks straight ahead.
Carriage Lateral 2. Elevate carriage for access to bottom adjustments.
Adjustment
3. Turn keyswitch OFF and disconnect the battery.
4. Loosen locknut.
5. Using the set screws, center the carriage within the telescopic, and
remove any side movement.
6. Loosen each set screw 1/4 turn; lock in place.

Lateral Adjustment
Location
(Both Sides)

Figure 9-32: Operator's Carriage Lateral Adjustment Locations

PDMM-0024 9-42
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Adjustment Screw

Locknut

Figure 9-33: Operator's Carriage Lateral Adjustment Device Cross Section

9-43 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Mini Mast Cylinder To adjust the mini mast cylinder supports:

Adjustment
NOTE: Turn key off and disconnect battery.
1. Loosen the locknuts securing adjustment screws on either side.
2. Turn adjustment screws until they make contact with the cylinder.
Loosen each screw 1/4 turn.
3. While holding the adjusting screw from turning, tighten the locknut
(both sides).

Mini Lift Cylinder

Mini Lift Cylinder

Lateral Pucks
(Both Sides)

Area where puck Section A - A

contacts cylinder
should be greased.

Locknuts and A A
adjustment location
for mini-mast pucks

Figure 9-34: Mini Mast Cylinder Adjustment

PDMM-0024 9-44
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Mini Mast The following details the locations and procedure for shimming the
Shimming auxiliary mast.
NOTE: Turn key off and disconnect battery after each request for
traverse movement is done.

Upper and Lower 1. Remove the mini mast traverse stop block from one side of the
Shims carriage. See Figure 9-35 on page 9-45.
2. SLOWLY AND CAREFULLY, traverse the mini mast until it comes in
contact with the stop screw.
3. Remove the upper and lower bumper
assemblies from the mini mast.

! WARNING
Stop
Screw
2
There should be a screw in this hole. If
not, use one of the screws from the
stop which was removed. Ensure that
the head of the screw extends out
1
enough to prevent the mini mast from
being traversed too far.
Figure 9-35: Removing Mini Mast Stop Block

Upper Bumper 3
Assembly

Shim 4
(Add or remove shims
Overhead Guard (Ref.) for the tightest fit
possible)

Figure 9-36: Shimming Top of Auxiliary Mast

9-45 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

4. Add or remove shims to the bumper assemblies to achieve the

tightest fit possible. See Figure 9-36 on page 9-45 and Figure 9-37
on page 9-46.
5. Once the proper number of shims have been installed, traverse the
mast to the center and install the mast stop block.
6. Repeat this process (steps 1. through 5.) through reversing the mast
in the opposite direction.

Lower Bumper 3
Assembly

Shim 4
(Add or remove shims
for the tightest fit
possible)

Figure 9-37: Shimming Bottom of Auxiliary Mast

PDMM-0024 9-46
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

NOTE: Turn key off and disconnect battery.

1. Remove two Allen screws at POD.
2. Swing door open.
3. Remove two bolts at traverse bushing support.
4. Determine if shims are required. (Add or remove shims; no loading
on the traverse shaft should exist.)

A A

1
POD

Pilot Bushing Support (Ref) Shim

(Add or remove shims
Traverse Shaft (Ref) so that there is no
loading on the 4
traverse shaft by this
support)
3

Figure 9-38: Shimming Traverse Shaft Support Bushing

9-47 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Mini Mast The proximity switches on the mini mast must be adjusted properly to
Proximity Switch provide proper input to the system. The figures below and on the next
Adjustment page show the proper gap adjustment for PROX2 (Reach Position
Reference) and PROX1 (Mini Lift Reference).

Using “Cycle” in Maintenance 0.75” (19.05 mm)

Mode, retract the fork carriage 0.38” (9.65 mm)
and adjust PROX2 as shown.
Verify that the operation of the
reach function is correct in
Normal Mode.

0.12” (3.05 mm)

0.06” (1.5 mm)

Reach Cylinder (Ref.)

Figure 9-39: PROX2 (Reach Position Reference) Adjustment on Fork Carriage

PDMM-0024 9-48
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Lower the fork carriage to

the edge of PROX1 and
adjust as specified.

0.12” (3.05 mm)

0.06” (1.5 mm)

Bottom of Mini Mast (Ref.)

Figure 9-40: PROX1 (Mini Lift Reference) Adjustment on Mini Mast

9-49 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Load Handler Rack The upper and lower racks on the operator's platform can be replaced if
Replacement required. Two locating pins in each rack correctly position the
replacement rack. The load handler must be removed before either See
“Welding Safety” on page 2-3 before doing welding on the truck.
All welds must conform to AWS A5.20 or equivalent; low
hydrogen process.
After cutting off old rack, ensure all previous welds are ground flush
and that the surface is smooth before mounting and welding the
new rack.

0.25 2-6
0.25 2-6

Locator
Pins

Rack Overhead Guard

Ref
Operator’s Platform
L .030

0.25 2-6
0.25 2-6

Locator Pins

Rack
Ref

Weld must not extend

L .030 above this surface.
Surface must be free of
any weld spatter.

Figure 9-41: Rack Replacement

PDMM-0024 9-50
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Load Wheel Hub Jack truck per "Jacking Safety" on page 2-4. If a load wheel hub is
removed:
1. Pack the wheel bearings with wheel bearing grease.
2. Torque axle nut to 50 ft lbs (70 Nm).
3. Loosen axle nut 1/4 to 1/2 turn.
4. Secure in place using locking tab on washer.
5. Torque load wheel hex head cap screw equally to 120 ft lbs
(168 Nm).

Load Wheel Hex

Head Cap Screw 5

Locking Tab on Washer 4

Axle Nut 2 3

Figure 9-42: Load Wheel Installation

9-51 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Lift/Lower Control There are no adjustments required if VR2 is replaced. When the new pot
Potentiometer is installed in the handle, it is positioned correctly without any further
(VR2) Replacement adjustments required. Note that the locating tab on the pot body must
engage the plastic housing, and the set screw in the thumb control must
tighten against the flat of the shaft.
NOTE: Remember to run Learn mode for Controls after installing a new
pot.

Do not bend ears of spring.

Apply a thin coat of
lubricant (p/n 990-635) to
spring.

1.5 mm Apply thread

adhesive (990-403) to
screw heads.

See Figure 9-45 on page 9-55 for

attaching wires to new pot.
3 mm
Apply thread
adhesive (990-403)
to screw heads.

2.5 mm
Apply thread
Flat Head Screws
adhesive (990-
Apply thread
403) to screw
adhesive (990-403)
threads.
to screw threads.

Figure 9-43: Lift/Lower Potentiometer Replacement

PDMM-0024 9-52
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Auxiliary Rotate There are no adjustments required if VR3 is replaced. When the new pot
Control is installed in the handle, it is positioned correctly without any further
Potentiometer adjustments required. NOTE: The locating tab on the pot body must
(VR3) Replacement engage the plastic housing, and the set screw in the thumb control must
tighten against the shaft.
The replacement process for VR3 is identical as shown for VR2 above.
For the correct pot wiring, see Figure 9-45 on page 9-55.
NOTE: Remember to run Learn mode for Controls after installing a new
pot.

Traverse Control Tools required:

Potentiometer • 3 mm Allen wrench to remove upper and lower shrouds
(VR4) Replacement
• 13 mm socket (if the entire arm is to be removed)
• Flathead screwdriver
• 1/8” Allen wrench to remove cover from travel controller
housing
• soldering iron
• solder/flux
• heat shrink sleeving (3 pieces, each 3/8” long)
1. Remove the four, 3 mm Allen head screws holding the top cover on
the right-hand control assembly.
2. Remove the four, 3 mm Allen head screws holding the lower cover
on the right-hand control assembly.
NOTE: If desired, the pot may be replaced with the controller still on the
truck. If so, go to step 6.
3. Disconnect the support piston from the arm assembly.
4. Disconnect JPL1 electrical connector from the arm assembly.
5. To remove the entire control assembly, use a 13 mm socket to
remove the two screws where the arm assembly is attached to the
carriage. The entire assembly may now be removed to the bench.
6. Remove the four, 1/8” Allen head screws holding the cover.
7. Ensure wires to pot are properly identified. Unsolder wires from old
VR4.
8. Remove the two Allen head screws (located on the underside of the
housing), holding pot bracket. Remove pot/bracket assembly from
housing.
9. Remove gear from shaft of VR4.
10. Remove old pot from bracket, and then install new pot. Do not
tighten pot mounting nut - just snug-up for now.

9-53 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Pot Jam Nut

Cover Screws Traverse Pot - VR4

Ensure gears mesh

properly after assembly.

Do not bend ears of spring.

Apply thread adhesive
Apply a thin coat of lubricant
(990-403) to screw threads.
(990-635) to spring.

Figure 9-44: Traverse Control Assembly

11. Install gear and tighten set screw.

12. Slip heat shrink tubing over individual wires.
13. Solder wires onto pot. Do not use excessive heat on pot.
14. Slide heat shrink tubing over terminals and shrink.
15. Bend terminals so they are parallel with the pot body.
16. Install pot and bracket back into housing, ensuring gears mesh
properly.
17. Apply thread adhesive (P/N 990-403) to screw threads and secure
pot bracket.

PDMM-0024 9-54
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Slide shrink sleeving as close to the

pot body as possible; bend terminals
over as shown.
Pot No. Ident
VR2 JPR1 -13
VR3 JPL1-13
VR4 JPL1-9

Pot No. Ident

VR2 JPR1 -10
VR3 JPL1-10
VR4 JPL1-11

Pot No. Ident

VR2 JPR1 -15
VR3 JPL1-15
VR4 JPL1-12
Figure 9-45: Control Potentiometer Wiring
18. With the control handle in neutral, center the pot (VR2) electrically
as follows:
a. Attach the leads of an ohmmeter first to JPL1-9 and JPL1-11.
(You can attach the meter on the terminal near the shrink
sleeving to get the same results.)
b. Turn the body of the pot until a reading of approximately 1000
ohms is achieved.
c. Attach the leads to JPL1-11 and JPL1-12.
d. Compare this reading with that in step b.
e. Turn the body as required until the readings between JPL1-9 and
JPL1-12 are within 5 ohms.
f. Tighten the jam nut on the pot once the <5 ohms resistance
value is achieved. Check the value once again after the nut has
been tightened.
19. Reassemble by reversing steps 1. through 6.
NOTE: Remember to run Learn mode for Controls after installing a new
pot.

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Service Notes for When performing maintenance on the traverse controller, note the
Auxiliary Traverse following: See Figure 9-44 on page 9-54.
Control 1. Apply a light coat of 990-635 lubricant to the spring body and
ears.
2. Do not bend the ears of the spring; doing so may cause premature
failure.

Auxiliary Rotate When replacing VR6, note the following:

Position 1. Remove cover housing.
Potentiometer
2. Identify wires and remove.
(VR6) Replacement
3. Loosen set screw holding pot.
4. Remove pot from bracket.
5. Loosen lock nut.
6. Remove plastic locator.
7. Install plastic locator on new pot.
8. Install pot in bracket. See Figure 9-46.
9. Position the replacement pot as shown in the figure.
10. The flat on the shaft of the pot should face the forks.
11. Tighten set screw.
12. Test the new pot so that the voltage reading, using maintenance
mode, is per Test A21.
NOTE: Remember to run Learn mode for Carriage after installing a new
pot.

Install new pot so that the leads

face away from the truck as shown.

Figure 9-46: Rotate Position Pot - VR6

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Auxiliary Traverse 1. Traverse the mini mast so it is centered from side-to-side. The mini
Position mast is centered when the rollers line up with the middle bars on
Potentiometer the overhead guard. See Figure 9-47.
(VR5) Replacement 2. A pot should have 10 turns of the shaft from full clockwise to full
counterclockwise.
3. Turn the pot shaft fully clockwise, then turn the pot shaft
countercIockwise 5 turns.
4. Install shaft in coupler. Tighten set screw (later model trucks have
two set screws).
5. Using Maintenance Test A20 on page 8-38, check that the voltage
reading is 2.40 - 2.60 volts when the mini mast is centered exactly.
Exit Maintenance Mode.
6. Traverse the mast all the way to the right. Test the voltage output.
The value must be 4.0 - 4.4 volts.
7. Traverse the mast all the way to the left. Test the voltage output. The
value must be 0.5 - 1.9 volts.
NOTE: Remember to run Learn mode for Carriage after installing a new
pot.

Center of Overhead Guard (Ref) Top Roller Bearings

Properly Positioned When
Mini Mast is Centered

Counterclockwise Clockwise

Tether Bar (Ref) VR5

Mini Mast Centered Top View
(Side-to-Side)

Figure 9-47: Installing/Adjusting Traverse Potentiometer (VR5)

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Main Lift Cylinder The following procedure outlines the steps required to remove a lift
Replacement cylinder. If both lift cylinders are to be removed, follow this procedure
on both sides.

! WARNING
Safety should be of the utmost importance to the technician
during this procedure. Since the lift cylinders will be not be
supporting the carriage or telescopic, correct blocking/
securing of the mast main frame and the telescopic is
critical. This procedure requires two technicians.

Tools Required • 4” x 6” (10 cm x 15 cm) block of hardwood approximately 24”

(61 cm) long
• Heavy chain
• Two “C” clamps - minimum of a 3” (7.6 cm) opening
• Cylinder strap
• Reach truck
• Common hand tools

Removal Procedure 1. Locate the truck in an area where the operator's carriage can be
elevated above the housing of the lift cylinder. See NOTE.
NOTE: Lifting the carriage above the cylinder housing is required to be
able to remove the cylinder. The lift cylinder is removed below
the carriage. If the bottom of the carriage is not elevated near
the top of the cylinder housing, it is not possible to remove the
cylinder assembly.
2. Remove cover from the lift chain/hose pulleys (if present) at the top
of the telescopics on the cylinder to be removed.
3. Elevate the carriage approximately 12" (30 cm).
4. Place supports under the carriage.
5. Remove the cover from the tractor.
6. Lower the carriage onto the supports using the Emergency Lower
Valve so the hoses become just slack enough to remove them from
the pulleys.
7. Close Emergency Valve.
8. Remove the hoses from the pulleys.

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 Model 537 Swing-Reach® Truck Maintenance Procedures

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9. Remove screw securing pulleys.

Nut and washer located at

the top of each piston

Cylinder Piston

Figure 9-48: Hardware Securing Piston to Telescopic

10. Remove the nut and washer holding the piston to the telescopic. See
Figure 9-48.
11. Reinstall the pulleys and hoses.
12. Elevate the carriage as instructed in step 1. until the cross tie of the
telescopic is approximately 7” (18 cm) above the main frame
cross tie.
13. Place the 4” x 6” (10 cm x 15 cm) hardwood block between the
telescopic and main frame cross ties.
14. SLOWLY, lower the carriage until the telescopic cross tie rests on the
4" x 6" hardwood block. This prevents the carriage and telescopic
from lowering.
15. Wrap a chain around the telescopic and main frame cross ties,
near the block inserted in step12. Ensure that the ends of the chain
are secure!
16. To collapse the lift cylinder, open the Emergency Lowering Valve.
When the piston is all the way down, close the Emergency Lowering
Valve. At this point the carriage and telescopic are supported by the
wooden block. The chain serves as a safety backup.
17. Disconnect, then cap, the main supply hose from the bottom of the
lift cylinder.

Cylinder Assembly Housing

Nut and washer located at

the bottom of each
cylinder assembly.

Figure 9-49: Hardware Securing Cylinder Housing to Main Frame

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Maintenance Procedures Model 537 Swing-Reach® Truck

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18. Using a 15/16” ( box wrench, remove the nut and washer from the
bottom of the lift cylinder.

! WARNING
Secure lift strap to fork lift carriage to prevent dropping
ram, which could cause injury.

19. Wrap the cylinder strap around the top third of the lift cylinder.
20. To prevent the strap from slipping, place a “C” damp above and
below the strap. Ensure that the damps are tight.
21. Attach the cylinder strap to the fork of a reach truck.
22. Carefully elevate the lift cylinder enough to release the pin which
secures the cylinder housing to the main frame. This pin is located
on the cylinder housing near the chain anchor.
23. Swing the bottom of the lift cylinder out between the load wheels
and lower the lift cylinder to the floor.

Installation Procedure 1. Wrap the cylinder strap around the top third of the lift cylinder.
2. To prevent the strap from slipping, place a “C” clamp above and
below the strap. Ensure that the clamps are tight.
3. Attach the cylinder strap to the fork of a reach truck.

! WARNING
Secure lift strap to fork lift carriage to prevent dropping
ram, which could cause injury.

4. Using the reach truck, carefully elevate the lift cylinder. Guide the
cylinder so that the pin on the side of the cylinder, near the top,
mates with the block on the mast main frame. The stud on the
bottom of the cylinder should go through the hole in the support
channel between the base legs.
5. Install the washer and nut on the bottom of the lift cylinder. Tighten
the nut on the bottom of the cylinder to allow the washer to float.
DO NOT torque the nut tight.
6. Remove the “C” clamps and cylinder strap. Move the reach truck
clear of the Model 537.
7. Attach the hydraulic supply hose to the cylinder.

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 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

8. Start the truck. SLOWLY and carefully extend the piston using the lift
function. Continue to elevate the piston until the piston engages the
telescopic.
9. SLOWLY raise the carriage enough to allow removal of the safety
chain and wooden block.
10. Lower the carriage onto blocks using the Emergency Lowering Valve
to allow the hoses to become slack enough to be removed from the
pulleys.
11. Remove the hoses from the pulleys.
12. Remove pulleys.
13. Install the washer and tighten the nut on the top of the piston to
allow the washer to float. DO NOT torque the nut tight.
14. Reinstall the pulleys and hoses. Clean and apply Loctite 242 (990-
536) to the threads of the pulley screw.

Lift Chain
Sheave (Ref.)

Clean and apply

Loctite 242 (990-
536) to the threads
of the pulley screw.

Figure 9-50: Sheave/Pulley Assembly (Assembled and Exploded)

15. Bleed the lift system per page 9-30.

16. Reinstall covers.

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Mast/Carriage PLEASE - READ THE ENTIRE PROCEDURE BEFORE PROCEEDING!!

Puck Replacement

Items Required

Item Quantity Description

1 1 Welder

2 1 Cutting Torch

3 1 Hand Grinder

4 2 Railroad Jacks

5 8 4" x 6" x 24" pieces of hardwood (10 cm x 15 cm x 61 cm)

6 1 8 mm Apex to remove telescopic stops

7 1 6 mm Allen wrench to remove mast bearing roller pin set screw

NOTE: Before proceeding, check to determine if replacement of the

pucks is necessary in either the mast and/or carriage. ONLY
replace pucks when there is no adjustment remaining.
1. Elevate the carriage approximately 70 inches (178 cm). Place
adequate supports under the carriage to prevent it from lowering.
2. Mark telescopic for reinstallation of stop by welding.
3. Remove carriage stops from lower cross tie on inner telescopic by
removing welds using a grinder. Remove any weld remaining on
the cross tie, as clearance is minimal.
4. Remove supports. Lower the carriage.
5. Drive the truck a short distance to ensure that the drive unit is
positioned straight ahead.
6. Enter Configure Mode and set:
• Drive to soft and
• Coast to long
7. Back adjustment screws, on all four (4) carriage pucks, all the way
out.
8. Center the mini mast and position the forks straight ahead.
9. Elevate the carriage enough to place the blocks as shown in Figure
9-51 on page 9-63.
10. Lower the carriage onto the blocks. Continue to hold the lower
control until the lift cylinders are fully collapsed.
11. Tie back the upper and lower reference switches.

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 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

12. Place one railroad jack on each side of the mini mast as shown in
Figure 9-52 on page 9-63. This supports the front of the carriage.

Figure 9-51: Placing Support Blocks Under Carriage

Figure 9-52: Positioning Railroad Jack

13. Remove the cables and hoses from the pulleys at the top of the
telescopic. Tie wrap the hoses and cables to the overhead guard.
14. Disconnect the lift chains at the connector links and tie wrap to the
overhead guard.
15. Slowly elevate the telescopic section of the mast. Elevate the
telescopic until the inner telescopic clears the carriage.
16. VERY SLOWLY, drive the tractor away from the carriage. The
tractor can only be moved approximately 3" (7.6 cm) before
the rollers on the carriage hit the lift cylinder housings.
17. Using an 8 mm Apex, remove the mechanical stops from the
telescopic.
18. Remove the retaining nut and washer at the top of each lift cylinder.

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Mast and Load Handler

19. Carefully, elevate the telescopic to its maximum elevate height.

20. If there is more puck adjustment remaining on the telescopic, stop
here. If no adjustment remains, proceed with steps 21. through 47.
21. Attach a block and tackle to the top of the cross tie. Take up slack to
support the telescopic.
22. Remove the upper telescopic bearings and roller pins which are
mounted in the main frame. The roller pins are held in place by set
screws at the top of the main frame. See Figure 9-53.

Roller Pin

Remove this set screw

to remove upper
bearing on main frame.

Figure 9-53: Removing Upper Bearings and Roller Pins

23. Remove the telescopic and replace all the pucks. While the
telescopic is out, inspect all the bearings. The outer chamber of the
bearings may be worn away.
24. Replace defective components.
25. Lower telescopic into main frame.
26. Install upper roller pins and bearings.
27. Apply Loctite 242 to set screw and install. Ensure that roller pin is
secured in place.
28. Lower telescopic onto lift cylinders. Install the washers and retaining
nuts. DO NOT torque the retaining nuts tight!
29. Remove block and tackle.
30. Using the Emergency Lowering Valve, slowly lower the telescopic to
a point where the carriage can still be inserted into the telescopic.

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 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

31. Power the truck up. SLOWLY, move the tractor towards the
carriage.
32. Once properly positioned, lower the telescopic around the sliders/
rollers on the carriage. While at this step it is an excellent time to
check the spacing on the slider kit per page 9-62.
33. Install and adjust the lift chains.
34. Install and adjust the hoses and cables.
35. Adjust mast pucks per page 9-38.
36. Adjust carriage pucks per page 9-42.
37. Install the mechanical stops on the telescopic.
38. Elevate the main lift enough to be able to weld stops removed in
step 3. Block the carriage from dropping as in step 1.
39. Turn the keyswitch OFF.
40. Follow the welding procedures outlined on page 2-3 with the
exception that the battery must remain in the truck to provide
adequate counterweight due to the elevation of the carriage. It must
be disconnected and covered to protect it from welding sparks.

! WARNING
Disconnect, but DO NOT remove, the battery from the truck.
Protect the battery from welding sparks.

41. Connect an earth ground to the inner telescopic.

42. Weld the stops on the inner telescopic.
43. Lower the main lift completely using the Emergency Lower Valve.
Make sure valve is closed completely.
44. Reinstall and connect all electronic components previously
disconnected and removed.
45. Turn keyswitch ON and reconfigure truck as it was before starting
this procedure.
46. Check/adjust the high-pressure relief valve page 9-37.
47. Test all vehicle functions.

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Mast and Load Handler

Mini Mast Cylinder To replace the pucks in the auxiliary mast, proceed as follows:
Puck Replacement 1. Remove the cover from the auxiliary turret.
2. Elevate the auxiliary mast approximately 12” (30 cm). Place
supports under the turret assembly.
3. Tie wrap electrical cable to hydraulic line (see Figure 9-56 on
page 9-67).
4. Lower the auxiliary mast onto the supports. Let the lift chain, cables
and hoses go slack.

Auxiliary lift
cylinder (Ref.)

Chain anchor

Remove this nut

when removing lift
chain.

Figure 9-54: Removing Auxiliary Lift Chain

5. Remove the shield from the pulley assembly.

6. Remove cable/hoses from pulleys.
7. Remove pulleys and pulley axle.
8. Disconnect lift chain. See Figure 9-54.

Pulley
Shield
Pulley axle
A
Chain sheave

Electrical cable
(Ref)

Puck adjusting
screw (one each
side) Auxiliary lift chain

View at A
Figure 9-55: Auxiliary Mast Assembly

PDMM-0024 9-66
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

9. With the chain disconnected and no weight on the cylinder, twist the
cylinder 90°.
10. Feed the lift chain, with the anchor still attached, through the
sheave.
11. Twist the cylinder housing 90° back to its normal position.
12. Loosen puck adjusting screws all the way.
13. Attach a hoist to the turret assembly.
14. Slowly, lift the turret up until you can access the pucks.
15. Remove and replace the two pucks.
16. Clean the mini cylinder of all grease/dirt. Apply a clean coat of
grease in the area where the pucks contact the cylinder.
17. Slowly, lower the turret assembly until it rests on the supports.
18. Reverse the disassembly procedure. Remember to remove the tie
wrap installed in step 3.
19. Remove the supports.
20. Adjust lowered height of forks.
21. Adjust the pucks as follows:
a. center the mini lift cylinder in relation to the auxiliary mast beam
within 1/8” (3.2 mm).
b. after the cylinder is properly centered, torque the puck adjusting
screws equally to 30 in. lb. (3.4 Nm).
c. tighten puck adjuster screw locknuts.
Grease this area of the auxiliary cylinder
(both sides).

Auxiliary lift
cylinder

Auxiliary
Top view of mini mast
load handler pucks

Tie wrap electrical cable to this line. This saves

Puck adjusting retensioning the cable later. Remember to remove
screw and locknut this Tie wrap before returning the truck to
service.

Figure 9-56: Mini Mast Cylinder Pucks

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Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Mini Mast Bearing The following procedure addresses servicing the mast bearings.
Replacement
1. Remove the cover from the mini turret.
2. Elevate the mini mast approximately 12" (30 cm). Place supports
under the turret assembly.
3. To keep the attachment balanced during this process, remove the
forks.
4. Tie wrap electrical cable to hydraulic line (see Figure 9-56 on
page 9-67).
5. Lower the mini mast onto the supports. Let the lift chain, cables,
and hoses go slack.
6. Remove the shield from the pulley assembly.
7. Remove cable/hoses from pulleys.
8. Remove pulleys and pulley axle.
9. Disconnect lift chain. See Figure 9-57.

Mini lift
cylinder (Ref)

Chain
anchor

Remove this nut when

removing lift chain.

Figure 9-57: Removing Mini Lift Chain

PDMM-0024 9-68
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Stop plate
Pulley
Shield
Pulley axle
A
Chain sheave

Electrical cable
(Ref)

Puck adjusting
screw (one each
side) Auxiliary lift chain
View at A

Figure 9-58: Mini Mast Assembly

10. With the chain disconnected and no weight on the cylinder, twist the
cylinder 90°.
11. Feed the lift chain, with the anchor still attached, through the
sheave.
12. Twist the cylinder housing 90° back to its normal position.
13. Loosen both cylinder puck adjusting screws all the way.
14. Remove the stop plate at the top of the mini mast.
15. Attach a hoist to the turret assembly.
16. Slowly, lift the turret up until you can access all the bearings.
17. Remove and replace the bearing assemblies as required.
18. While disassembled, inspect the mini mast cylinder pucks. Replace
if required.
19. Clean the mini cylinder of all grease/dirt. Apply a clean coat of
grease where the pucks contact the cylinder.
20. Slowly lower the turret assembly until it rests on the supports.
21. Reverse the disassembly procedure. Remember to remove the tie
wrap installed in step 4.
22. Remove the supports.
23. Adjust lowered height of forks - 3” standard.

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Mast and Load Handler

24. Adjust the pucks as follows:

• center the mini lift cylinder in relation to the mini mast beam
within 1/8” (3.2 mm).
• after the cylinder is properly centered, torque the puck adjusting
screws equally to 30 in. lb. (3.4 Nm).
• tighten the puck adjuster screw Iocknuts.

Figure 9-59: Mini Mast Bearings

PDMM-0024 9-70
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Cylinder Packing To prevent possible damage to the cylinder packings during repacking,
Replacement see the information below.
1. On all cylinders, before assembly, coat the seals and O-rings using
petroleum jelly or a high viscosity oil (such as STP).
2. See the table below to select the correct seal driver and, in the case
of cold storage trucks, the correct seal driver and guide.

Cylinder Packing Tools

Piston Diameter
Inches MM Tool Type Tool P/N Non Cold Storage Cold Storage
1 3/4 44.5 Driver 401-000-050 X X
Guide 401-000-051 – X

2 1/4 57.2 Driver 401-000-083 X X

Guide 401-000-084 – X

2 1/2 63.5 Driver 401-000-058 X X

Guide 401-000-059 – X

2 3/4 69.9 Driver 401-000-054 X X

Guide 401-000-055 – X

3 1/2 88.9 Driver 401-000-056 X X

Guide 401-000-057 – X

See Figure 9-60 on page 9-72 for proper use of the tools.

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Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

Figure 9-60: Cylinder Seal Installation Tools

PDMM-0024 9-72
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mast and Load Handler

Replacement of 1. Raise the operator’s compartment approximately 12 inches (30.5

Cylinder Retainers centimeters) high. Turn the truck’s keyswitch to OFF and disconnect
the truck’s battery connector.
2. Place several 8 inch (20 centimeter) high wooden blocks on top of
the truck’s base legs to support the operator’s compartment.
3. Take the rear cover off the truck. Use the emergency lowering valve
to lower the operator’s compartment onto the wooden blocks. Keep
the emergency lowering valve open until the lift ram pistons lower.
4. Remove the hoses and hose pulleys from the truck’s mast.
5. Remove the support nuts from both upper piston supports.
6. Attach a hoist to the top of the telescopic. Raise the telescopic
approximately 3 inches (7.6 centimeters).
7. Remove the lower chain anchor nut.

Figure 9-61: Side View of an Installed Ram Support

8. Install the new ram support ring on top of the chain anchor support
block. Be sure to install the thread protector (P/N 838-007-321)
over the anchor before you install the lower locking nut. See Figure
9-62 on page 9-74. Raise the upper chain anchor nut 0.5 inch
(1.27 centimeters) to compensate for the extra thickness to the new
ram support.

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Maintenance Procedures Model 537 Swing-Reach® Truck

Mast and Load Handler

P/N 838-007-332
Ram Retainer

Figure 9-62: Installing the Right Ram Support Rings

9. Repeat steps 7. and 8. for the other ram support ring.
See Figure 9-63.

P/N 838-007-342
Ram Retainer

Figure 9-63: Installing the Left Ram Support

10. Reinstall the support nut to the upper piston supports.

11. Reinstall the hoses and hose pulleys to the truck’s mast.
12. Check the truck for function and clearances before returning it to
work.

PDMM-0024 9-74
 Model 537 Swing-Reach® Truck Maintenance Procedures

Conductive Seat Cover

Conductive Seat Static buildup from the seat fabric may result in discharge through the
Cover operator’s body. In addition to operator discomfort, this discharge may
result in failure of the SOD, should the discharge be to the Secondary
Display Panel.
Should this condition exist, replace the seat and seat back with the new
conductive material components, which are also equipped with a
ground strap.

Retrofit Kit 838-007-258 - Contents

(1) 838-007-224 Seat Cushion Assembly

(1) 838-007-225 Seat Back

(1) 5-020-013 Lock Washer

(1) 838-007-257 Wire Assembly

(1) 7-710-006/012 Screw, HHC, M6 c 12

Replacement NOTE: Refer to Figure 9-64 and Figure 9-65.

Procedure
1. Remove the existing seat (P/N 838-004-641) from the truck.
2. Install the new seat (P/N 838-007-224) onto the truck.
3. Remove M6 x 10 screw connecting the right side cable and hose
cover (P/N 838-004-591/002) to frame.
4. Using the M6 x 12 screw provided in the kit, connect wire assembly
(P/N 838-007-257) to frame with the lock washer (P/N 5-020-013)
between the bolt head and the ring terminal of the wire assembly.
5. Connect the snap of the wire assembly to the socket located at the
bottom back of the new seat.

Wire Assembly
P/N 838-007-257

Lock Washer
P/N 5-020-013

M6 x 12 Screw
Cable and Hose Cover P/N 7-710-006/012
P/N 838-004-591/002
Figure 9-64: Conductive Seat Cover Replacement

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Maintenance Procedures Model 537 Swing-Reach® Truck

Conductive Seat Cover

Figure 9-65: Conductive Seat (Rear View)

PDMM-0024 9-76
 Model 537 Swing-Reach® Truck Maintenance Procedures

Secondary Operator Display Shield

Secondary Occurrence of electrical static discharge at the secondary operator

Operator display (SOD) card assembly and the carriage manager assembly.
Display Shield A stainless steel SOD shield can be added between the SOD card
assembly and the SOD cover. The shield shunts the static discharge
directly to the truck frame rather than through the SOD circuitry.

Item Part Number Description Qty.

1 838-000-006/001 SOD Card Assembly 1

2 838-007-347 SOD Shield 1

3 017-018-080/893 Wire Assembly 1

4 701-060 Screw 6-32 x 3/16 4

5 5-010-009 Screw M4 x 6 mm 2

6 774-109 #8 Lockwasher (External Tooth) 2

7 411-777 Raymond Decal 1

8 531-025 Insulating Spacers 4

Assembly Procedure 1. Remove existing SOD card assembly.

2. Replace with new SOD card assembly (item 1).
3. Attach the wire assembly (item 3) to the arm frame using one (1)
each of (item 5) and (item 6).
4. Attach the opposite end of the wire assembly to the SOD shield
using one (1) each of (item 5) and (item 6).

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Maintenance Procedures Model 537 Swing-Reach® Truck

Secondary Operator Display Shield

Figure 9-66: Secondary Operator Display Shield Assembly

5. Place (item 2) over the new SOD making sure the screw holes align
with (4) standoffs on the SOD. NOTE: Both pieces will not fit in the
same position as the old SOD. Fasten the assembly using (4) screws
(item4). Be sure they pass through the plastic cover, shield, 4
insulating spacers (item 8), and into the standoffs on the SOD card
assembly.
6. Reattach the plastic SOD cover to the rest of the arm assembly.
7. Attach the new SOD decal (item 7).
NOTE: The four (4) insulating spacers are required to prevent the SOD
card from shorting to the truck frame. This could cause
intermittent fault codes to occur.

PDMM-0024 9-78
 Model 537 Swing-Reach® Truck Maintenance Procedures

Mini Mast Hose/Tubing Guard

Mini Mast A guard (P/N 838-007-420) is available that can be mounted to the
Hose/Tubing bottom of the mini mast to provide additional protection from debris.
Guard

Installation Procedure 1. Elevate and support the main platform and mini mast carriage.
2. Drill and tap (2) M10 x 1.5-6H holes in the bottom of the lower
support plate (P/N 838-007-421) located at the bottom of the mini
mast.
3. Install the new guard (P/N 838-007-420) with (2) M10 x 25 hex
head cap screws (P/N 5-001-016).

0.38
.50

2.00 +/- .01

Tubing Guard - Mounted Lower Support Plate M10 x 1.5-6H

(P/N 838-007-421) 2 Places

Figure 9-67: Tubing Guard Installation

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Maintenance Procedures Model 537 Swing-Reach® Truck

Hydraulic Flow Sensor

Hydraulic Flow Hydraulic flow sensor malfunctions can be caused by either a defective
Sensor pickup, or debris in the hydraulic system, preventing the turbine from
turning properly. If either of these conditions are suspected, it may be
necessary to remove the flow sensor assembly for inspection. See
cautions.

! CAUTION
Use only 990-616 hydraulic fluid. Using hydraulic fluid,
other than that specified, will adversely affect the accuracy
of the flow sensor.

! CAUTION
The only maintenance allowed on the hydraulic flow sensor
is inspection and cleaning of the turbine assembly. Under
no circumstances should the sensors be removed or
adjusted. If the turbine assembly has been damaged, or it
has been determined that a sensor is defective, the entire
hydraulic flow sensor assembly must be replaced.

Hydraulic Flow Sensor

Figure 9-68: Flow Sensor Assembly

NOTE: The flow and cables must be reinstalled exactly as they were
originally. Ensure that all hydraulic lines and cables are properly
identified before disassembly. DO THIS NEXT TEST ONLY IF
TEST I10 FAILS.

PDMM-0024 9-80
 Model 537 Swing-Reach® Truck Maintenance Procedures

Hydraulic Flow Sensor

! CAUTION
Do not attempt to adjust either of the sensors in the
hydraulic flow sensor. The adjustment is critical and must be
done at the factory. If the factory adjustment of the sensors
is accidently altered, the calibration of the intellispeedTM
system may be adversely affected.

Hydraulic Flow Sensor Servicing of the hydraulic flow sensor is limited to checking the turbine
Servicing assembly inside the hydraulic flow sensor for cleanliness and freedom
of movement.

Hydraulic Flow Sensor 1. Make sure the operator’s carriage is fully lowered and all hydraulic
Removal pressure is relieved.
2. Disconnect the battery from the truck.
3. Remove the covers from the tractor.
4. The hydraulic flow sensor is located on the lower left side when
facing the tractor.
5. Disconnect the two electrical connectors from the flow sensor. See
caution.

! CAUTION
It is imperative that the connectors be reconnected to the
correct pickup. Ensure that the connectors are properly
identified for correct reassembly.

6. Remove and cap the hydraulic lines and ports.

7. Remove the hardware and insulator mounting the flow sensor to the
truck.
8. For reassembly, reverse the removal procedure noting the
following:
• It is critical that no foreign material come in contact with the
turbine assembly which might affect its function.
• Ensure that the insulator, removed in step 7, is clean and
properly reinstalled.
• It is very important that the connectors be reconnected to the
pickup from which they were removed.
• After reassembly, bleed the hydraulic system and refill the
reservoir. Check for leaks.
• Perform the Learn Mode before putting the truck back in service.

9-81 PDMM-0024
Maintenance Procedures Model 537 Swing-Reach® Truck

Blank

This page intentionally left blank

PDMM-0024 9-82
 Model 537 Swing-Reach® Truck Appendix A

Standard Torque Data for Bolts

A Appendix A
Standard
Torque Data for
Bolts
GRADE
INDENTIFICATION NONE
MARKING
SAE Grade 2 Bolt SAE Grade 5 Bolts SAE Grade 8 Bolts
Size Tightening Torque Tightening Torque Tightening Torque
Dry Lub. Dry Lub. Dry Lub.
in. lb. in. lb. in. lb. in. lb in. lb. in. lb.
4-40 5 4 8 6 12 9
4-48 6 5 9 7 13 10
6-32 10 8 16 12 23 17
6-40 12 9 18 13 25 19
8-32 19 14 30 22 41 31

8-36 20 15 31 23 43 32
10-24 27 21 43 32 60 45
10-32 31 23 49 38 68 51
1/4-20 66 49 96 75 144 108
1/4-28 76 56 120 86 168 120

ft lb ft lb ft lb ft lb ft lb ft lb
5/16-18 11 8 17 13 25 18
5/16-24 12 9 19 14 25 20
3/8-16 20 15 30 23 45 35
3/8-24 23 17 35 25 50 35
7/16-14 30 24 50 35 70 55

7/16-20 35 25 55 40 80 60
1/2-13 50 35 75 55 110 80
1/2-20 55 40 90 65 120 90
9/16-12 70 55 110 80 150 110
9/16-18 80 60 120 90 170 130

5/8-11 100 75 150 110 220 170

5/8-18 110 85 170 130 240 180
3/4-10 175 130 260 200 380 280
3/4-16 195 145 300 220 420 320
7/8-9 165 125 430 320 600 460

7/8-14 185 140 470 350 660 500

1-8 250 190 640 480 900 680
1-12 270 200 700 530 1000 740
1 1/8-7 350 270 800 600 1280 960
1 1/8-12 400 300 880 660 1440 1080

1 1/4-7 500 380 1120 840 1820 1360

1 1/4-12 550 420 1240 920 2000 1500
1 3/8-6 660 490 1460 1100 2380 1780
1 3/8-12 740 560 1680 1260 2720 2040
1 1/2-6 870 650 1940 1460 3160 2360

1 1/2-12 980 730 2200 1640 3560 2660

Diameter Torque - Oiled

Torque values listed here (mm) (N•m) (ft lbs)
are for metric fasteners 6 1 9
having a grade rating of 8 9 1
10.9. 10 58 43
12 101 75
16 245 181
The grade of fastener is 20 475 350
stamped on the head. 24 820 605

A-1 PDMM-0024
Appendix A Model 537 Swing-Reach® Truck

Measurement Conversion Table

Measurement
Conversion
Table
To Convert... Multiply by...
Inches to Millimeters 25.4
Inches to Centimeters 2.54
Feet to Meters 0.305
Yards to Meters 0.914
Miles to Kilometers 1.609

Millimeters to Inches 0.039

Centimeters to Inches 0.394
Meters to Feet 3.281
Meters to Yards 1.094
Kilometers to Miles 0.621

Square Inches to Square Centimeters 6.452

Square Feet to Square Meters 0.093
Square Yards to Square Meters 0.836

Square Centimeters to Square Inches 0.155

Square Meters to Square Feet 10.155
Square Meters to Square Yards 1.196

Fahrenheit to Celsius (°F - 32)

1.8
Celsius to Fahrenheit (°C X 1.8) + 32

Gallons to Liters 3.785

PSI to kPa 6.894

PDMM-0024 A-2
 Model 537 Swing-Reach® Truck Appendix A

Decimal Equivalent Chart

Decimal
Equivalent
Chart
To 3 To 2 MM To 3 To 2 MM
4ths 8ths 16th 32nds 64ths 4ths 8ths 16ths 32nds 64ths
Places Places Equiv. Places Places Equiv.
33/64 .516 .52 13.097
1/64 .016 .02 .397 17/32 .531 .53 13.494
1/32 .031 .03 .794
35/64 .547 .55 13.891
3/64 .047 .05 1.191 9/16 .562 .56 14.288
1/16 .062 .06 1.587
37/64 .578 .58 14.684
5/64 .078 .08 1.984 19/32 .594 .59 15.081
3/32 .094 .09 2.381
39/64 .609 .61 15.478
7/64 .109 .11 2.778 5/8 .625 .62 15.875
1/8 .125 .12 3.175
41/64 .641 .64 16.272
9/64 .141 .14 3.752 21/32 .665 .66 16.669
5/32 .156 .16 3.969
43/64 .672 .67 17.065
11/64 .172 .17 4.366 11/16 6.88 .69 17.462
3/16 .188 .19 4.762
45.64 .703 .70 17.859
13/64 .203 .20 5.159 23/32 .719 .72 18.256
7/32 .219 .22 5.556
47/64 .734 .73 18.653
15/64 .234 .23 5.593 3/4 .750 .75 19.050
1/4 .250 .25 6.350
49/64 .766 .77 19.447
17/64 .266 .27 6.747 25/32 .781 .78 19.844
9/32 .281 .28 7.411
51/64 .797 .80 20.241
19/64 .297 .30 7.540 13/16 .812 .81 20.637
5/16 .312 .31 7.937
53/64 .828 .83 21.034
21/64 .328 .33 8.334 27/32 .844 .84 21.431

11/32 .344 .34 8.731

55/64 .859 .86 21.828
23/64 .359 .36 9.128 7/8 .875 .88 22.225
3/8 .375 .38 9.525
57.64 .891 .89 22.622
25/64 .391 .39 9.922 29/32 .906 .91 23.019
13/32 .406 .41 9.525
59/64 .922 .92 23.416
27/64 .422 .42 10.716 15/16 .938 .94 23.812
7/16 .438 .44 11.112
61/64 .953 .95 24.209
29/64 .453 .45 11.509 31/32 .969 .97 24.606
15/32 .469 .47 11.906
63/64 .984 .98 25.003
31/64 .484 .48 12.303 1.000 1.00 25.400
.500 .50 12.700

A-3 PDMM-0024
Appendix A Model 537 Swing-Reach® Truck

O-Rings

O-Rings The following lists the various sizes of O-rings to be used with SAE
J1453 and SAE J514 fittings.

Raymond P/N Nominal I.D. Nominal O.D. Width Material and Hardness Parker P/N
530-490/001 1.375 1.625 .139 Ethelene Propylene E515-8
002 .208 .343 .070 Buna N 2-009-N674-70
003 1.000 1.125 .062 Buna N70A 2-022-N674-70
004 1.312 1.438 .062 Buna N70A 2-022-N674-70
005 .416 .562 .070 Buna N70A 2-013-N674-70
006 .484 .750 .139 Buna N70A 2-206-N674-70
007 1.500 1.750 .125 Buna N70A 2-222-N552-70
008 3.250 3.500 1.39 Buna N70A 2-236-N674-70
009 1.489 1.629 .070 — 5-029-E515-80
010 1.674 1.88 .103 Buna N70A 2-131-N674-70
011 3.000 3.375 .188 Buna N70A 2-337-N674-70
012 .301 .441 .070 Buna N90A 2-011-N552-90
013 .364 .504 .070 Buna N90A 2-012-N552-90
014 .489 .629 .070 Buna N90A 2-014-N552-90
015 .614 .754 .070 Buna N90A 2-016-N552-90
016 .739 .879 .070 Buna N90A 2-018-N552-90
017 .926 1.066 .070 Buna N90A 2-021-N552-90
018 1.176 1.316 .070 Buna N90A 2-025-N552-90
019 1.489 1.629 .070 Buna N90A 2-029-N552-90
020 .239 .367 .064 Buna N90A 3-902-N552-90
021 .301 .429 .064 Buna N90A 3-903-N552-90
022 .351 .495 .072 Buna N90A 3-904-N552-90
023 .414 .558 .072 Buna N90A 3-905-N552-90
024 .468 .624 .078 Buna N90A 3-906-N552-90
025 .644 .818 .087 Buna N90A 3-908-N552-90
026 .755 .949 .097 Buna N90A 3-910-N552-90
027 .924 1.156 .116 Buna N90A 3-912-N552-90
028 1.047 1.279 .116 Buna N90A 3-914-N552-90
029 1.171 1.403 .116 Buna N90A 3-916-N552-90
030 1.475 1.711 .118 Buna N90A 3-920-N552-90
031 1.720 1.956 .118 Buna N90A 3-924-N552-90
032 1.239 1.379 .070 Buna N70A 2-026-N674-70
033 1.489 1.629 .070 Buna N70A 2-029-N674-70
034 1.989 2.129 .070 Buna N70A 2-033-N674-70
035 2.239 2.379 .070 Buna N70A 2-037-N674-70
590-439/036 1.739 1.879 .070 Buna N70A 2-031-N674-70

PDMM-0024 A-4
 Model 537 Swing-Reach® Appendix B

B Appendix B - Schematics NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-1: Electrical Schematic - Lift (Sheet 1 of 2)

B-1 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-1: Electrical Schematic - Lift (Sheet 2 of 2)

B-2 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-2: Electrical Schematic - Lower (Sheet 1 of 2)

B-3 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-2: Electrical Schematic - Lower (Sheet 2 of 2)

B-4 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-3: Electrical Schematic - Mini Lift (Sheet 1 of 2)

B-5 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-3: Electrical Schematic - Mini Lift (Sheet 2 of 2)

B-6 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to B0support theory may not

B3
B
necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-4: Electrical Schematic - Mini Lower (Sheet 1 of 2)

B-7 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-4: Electrical Schematic - Mini Lower (Sheet 2 of 2)

PDMM-0024 B-8
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-5: Brake Process Electrical Schematic (Sheet 1 of 2)

B-9 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your
truck. Use Figure B-20, page B-35 thru Figure
B-32, page B-51 for testing and 3
troubleshooting. These figures include all latest
revisions.

Figure B-5: Brake Process Electrical Schematic (Sheet 2 of 2)

PDMM-0024 B-10
 Model 537 Swing-Reach® Appendix B

B0
B5
B NOTE: Schematics used to support theory may not
necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-6: Schematic - Battery Connected (Sheet 1 of 2)

B-11 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-6: Schematic - Battery Connected (Sheet 2 of 2)

B-12 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-7: Power Distribution - Battery Connected

B-13 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-8: Schematic - Turning Keyswitch (S1) ON

(PC NOT ENERGIZED) (Sheet 1 of 3)

B-14 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-8: Schematic - Turning Keyswitch (S1) ON

(PC NOT ENERGIZED) (Sheet 2 of 3)

B-15 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-8: Schematic - Turning Keyswitch (S1) ON

(PC NOT ENERGIZED) (Sheet 3 of 3)

B-16 PDMM-0024
 Model 537 Swing-Reach® Appendix B

B0
B8
B NOTE: Schematics used to support theory may not
necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-9: Power Distribution - Keyswitch Turned ON

(PC NOT ENERGIZED)

B-17 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-10: Schematic - Turning Keyswitch (S1) ON

(PC ENERGIZED)

B-18 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-11: Power Distribution - Keyswitch Turned ON

(PC ENERGIZED)

B-19 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-12: Schematic - Closing Deadman Switches (S2/S25) (Sheet 1 of 3)

B-20 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-12: Schematic - Closing Deadman Switches (S2/S25) (Sheet 2 of 3)

B-21 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-12: Schematic - Closing Deadman Switches (S2/S25) (Sheet 3 of 3)

B-22 PDMM-0024
 Model 537 Swing-Reach® Appendix B

B0
B12
B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-13: Power Distribution - Closing Deadman Switch (S25)

B-23 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-14: Schematic - Moving Directional/Speed Control to Forward

B-24 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-15: Schematic - Plugging

B-25 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-16: Electrical Schematic - Traverse (Sheet 1 of 2)

B-26 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-16: Electrical Schematic - Traverse (Sheet 2 of 2)

B-27 PDMM-0024
 Model 537 Swing-Reach® Appendix B

B0
B16
B
NOTE: Schematics used to support theory may not
necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-17: Electrical Schematic - Rotate (Sheet 1 of 2)

B-28 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-17: Electrical Schematic - Rotate (Sheet 2 of 2)

B-29 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-18: Electrical Schematic - Reach (Sheet 1 of 2)

B-30 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-18: Electrical Schematic - Reach (Sheet 2 of 2)

B-31 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-19: Schematic - Rail Guidance (Sheet 1 of 3)

B-32 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-19: Schematic - Rail Guidance (Sheet 2 of 3)

B-33 PDMM-0024
 Model 537 Swing-Reach® Appendix B

NOTE: Schematics used to support theory may not

necessarily match the technical details of your truck.
Use Figure B-20, page B-35 thru Figure B-32, page B-
51 for testing and troubleshooting. These figures
include all latest revisions.

Figure B-19: Schematic - Rail Guidance (Sheet 3 of 3)

B-34 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-20: Schematic, Hydraulic

B-35 PDMM-0024
 Model 537 Swing-Reach® Appendix B

See Figure B-22

on page B-41 for
fuses and wiring
information for
software versions
below 4.0.

NOTE: This line

filter
should be
installed
on all
trucks

NOTE: This line filter

may not be
installed on
all trucks
below S/N
1566. See
"Code 84" on
page 7-85

Figure B-21: Schematic, Electrical (Sheet 1 of 5)

B-36 PDMM-0024
 Model 537 Swing-Reach® Appendix B

See Figure B-22 on page

B-41 for S25 wiring
information for software
below versions 4.0.

Figure B-21: Schematic, Electrical (Sheet 2 of 5)

B-37 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-21: Schematic, Electrical (Sheet 3 of 5)

B-38 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-21: Schematic, Electrical (Sheet 4 of 5)

B-39 PDMM-0024
 Model 537 Swing-Reach® Appendix B

See Product Improvement

Notice:
RPIN-SWR-96-001C

Figure B-21: Schematic, Electrical (Sheet 5 of 5)

B-40 PDMM-0024
 Model 537 Swing-Reach® Appendix B

! CAUTION
FU20 and FU21 are both 0.06 amp (1/16 amp) fuses. DO NOT use a fuse with a higher rating. Using a fuse with a higher rating will destroy the carriage manager.

Fuses are located in the wiring harness near

the Carriage Manager.

JS3 JP19-3
JS4 JP19-4
JC20-3

JC20-4
To JPF1-7 To TP4
Figure B-22: Revised Schematic Showing FU20/FU21 Installed / Second Travel Deadman Switch (S25) Wiring

FOR TRUCKS HAVING SOFTWARE VERSIONS BELOW 4.0.

B-41 PDMM-0024
 Model 537 Swing-Reach® Appendix B

This line filter

should be installed
on all trucks.

This line filter is

optional on all trucks
below S/N 1566.
Reference Service
Bulletin #1010.

See Figure B-22 on

page B-41 for S25
wiring information
for software
versions below 4.0.

See Raymond
Product
Improvement
Notice:
RPIN-SWR-96-R001C

Figure B-23: Schematic, Power Distribution

B-42 PDMM-0024
 Model 537 Swing-Reach® Appendix B

1
1
Figure B-24: Test Connections, Interface Card

B-43 PDMM-0024
 Model 537 Swing-Reach® Appendix B

1
Figure B-25: Test Connections, Filter Card Assembly

B-44 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-26: Test Connections, Interface Card

B-45 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-27: Test Connections, Logic Card Assembly

B-46 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-28: Test Connections, Power Panel Driver Card Assembly

B-47 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-29: Test Connections, Hydraulic Driver Card Assembly

B-48 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-30: Test Connections, Solenoid Controller Card

Assembly

B-49 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-31: Test Connections, Processor Card Assembly

B-50 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-32: Test Connections, Motherboard

B-51 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-33: Electronic Steering Functional Block Diagram (Sheet 1 of 2)

B-52 PDMM-0024
 Model 537 Swing-Reach® Appendix B

Figure B-33: Electronic Steering Functional Block Diagram (Sheet 2 of 2)

B-53 PDMM-0024
Model 537 Swing-Reach® Appendix B

B-54 PDMM-0024
 Model 537 Swing-Reach® Appendix C

Inspection Schedule

B0
B33
C Appendix C - Inspection Schedule
Time Interval

1 Day 30 Days 180 Days 360 Days

Item Component Check: 8 Hrs. 240 Hrs. 1000 Hrs. 2000 Hrs.
1 Battery Charge. X
Cleanliness. X
Water Level. X
2 Battery Connector No damage, solid electrical connections, Emergency Disconnect works. X
3 Battery Gates Lock securely. X
4 Brake/Brake Pads Proper action, stops truck within specified limit, releases completely when deadman pedal is depressed. X
Minimum brake pad thickness is 3/32” (2.3 mm).
5 Contactor Tips Pitting, burning, insufficient contact material. X
6 Cable/Hoses Hoses and cables in good condition; tension adjusted properly? X
7 Chassis/Mast Grease. X
8 Deadman Pedals Smooth action, no binding, releases when foot is removed. X
9 Right Deadman Switch (2) Disables travel/activates brake when pedal is released. X
10 Left Deadman Switch Disables mini mast and load-handler functions when pedal is released. X
11 Drive Unit Check fluid level. X
Change fluid.
12 Forks Heel thickness, not bent, no modifications. X
13 Function Controls Travel, lift/lower, traverse, and rotate should control their respective function. X
14 Horn Sounds when activated. X
15 Hydraulic Connections. No leaks. X
16 Hydraulic Reservoir Check fluid level (should be 1-1/2” to 2” (2.54 - 5.08 mm) below top of strainer with carriage lowered at room temperature. X
17 Lift Chains Inspect/lubricate. X
Adjust. X
18 Traverse Rack and Pinion Inspect/lubricate. X
19 Load Wheel Bearings Inspect/repack. X
20 Drive Unit Support Bearing Lubricate. X
21 Lights All lights should function. X
22 Motor Brushes Condition of brushes, springs, and holders. Does length exceed minimum lengths? X
23 Switches Control assigned function. X
24 Wheels/Tires No cracks, wearable surface in good condition. X
25 Mini Mast Telescopic Lubricate. X
26 Mini Mast Ram Lubricate outside where telescopic lateral pucks contact ram. X
27 Reach Scissors Lubricate. X
28 Reach Ram Bearing (2) Lubricate. X
29 Turret Bearing Lubricate. X
30 Lateral Thrust Pucks Adjust. X
31 Skid Pads Inspect clearance, replace when clearance is greater than 0.75” (19 mm). X
32 Wire Guidance System Perform dynamic adjustments. Check the line driver output. X
33 Static Straps Clean/Inspect X X
34 Mast Bolts Check torque. X
35 Tether/Safety Belt Inspect. Replace any components that show damage or excessive wear. X

C-1 PDMM-0024
Appendix B Model 537 Swing-Reach®

Inspection Schedule

PDMM-0024 C-2
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

Troubleshooting 9The following tables are a summary of Status, Limiting, and Fault codes which might occur.
Code Summary
System Status Codes
Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
00 XXX% All systems functioning I NA (Not Applicable) None
01 [________] Password entry required I NA None
02 [Quit Pgm] Program mode main menu I NA None
03 [Quit Lrn] Learn mode I NA None
04 [Quit Cfg] Configure mode I NA None
05 [Quit Mtn] Maintenance mode I NA None
06 [________] Electronic Key input required I NA None

Performance Limiting Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
10 SelfTest Power on SelfTest (POST) 0 SelfTest Passing None
11 Travel speed limited due to traction motor temperature Drive motor temperature HOT D Drive motor cools A15

13 Travel speed limited due to Power Panel temperature Power Panel temperature HOT D Power Panel cools A02, I07
14 Initialize to allow full speed Main and mini heights uninitialized 1 Cross lower & mini reference switches I00, I19
15
16 Load too heavy for for current height Weight exceeded for current height 0, L Decrease height or weight A16, A17, I10
17 XXX% Displacement &/or heading angle excessive (WG) 1 Wire guidance None
18 Retract reach to allow travel Travel inhibited by load handler 0 Retract reach A05, I22, O27, O28, O29
19 Speed limited due to load handler Travel limited by load handler 1 Nest load handler A05, A06, A20, A21, O22, O25, O26, O27, O28

1A Seeking Seeking wire or guide wire sensed 1 Wire guidance None

1B Press Bypass to continue lowering*
- OR - Lower limit reached W Lift or bypass switch I17
Lowering inhibited: Lower limit option**
1C Cross the upper or lower mast switch Too many pulses without reference switch Z Cross a mast reference switch I00, I01, I10
1D Press Bypass to continue lowering***
- OR - Upper limit reached M Lower or bypass switch I15, I17
Lowering inhibited: Upper limit option****
1E Speed limited due to steer angle Speed limited: steer angle and height 0 or 1 Operator’s controls A00, I10
1F Lower side gate Side gate up when requesting travel 0, M Lower side gate I14
* If lower limit w/bypass option is purchased
** If lower w/o bypass option is purchased “Effect” Designations “Effect” Designations
*** If lift cutout w/bypass option is purchased 0 0 mph speed limit Q Maximum weight assumed
**** If lift cutout w/o bypass option is purchased 1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-1 PDMM-0024
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

Power Panel Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
20 Code 20, Inform Service Personnel Temperature sensor circuits not responding 1 Fix and keyswitch A02, I07
21 Code 21, Inform Service Personnel Short detected in armature circuit X Fix and keyswitch A01, A10, I06, O11, O13
22 Code 22, Power Panel Overheated, Allow Time to Cool Power Panel OVERHEATED T Let cool and keyswitch A02, I07
23 Code 23, Inform Service Personnel Open detected in armature circuit T Fix and keyswitch A01, A10, O00, O11, O13
24 Code 24, Inform Service Personnel Armature current sensor circuit not responding X Fix and keyswitch A01, I06
25 Code 25, Inform Service Personnel Short detected in field circuit X Fix and keyswitch A14, I12, O04, O05, O20
26 Code 26, Inform Service Personnel Open detected in field circuit T Fix and keyswitch A14, I12, O00, O05, O04, O20
27 Code 27, Inform Service Personnel Field current sensor circuits not responding X Fix and keyswitch A14, I12
28 Code 28, Inform Service Personnel Plugging circuits not responding O Fix and keyswitch I02, I05, I24, I25

Motor & Encoder Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
30 Code 30, Inform Service Personnel Excessive acceleration 1 Fix and keyswitch I05
32 Code 32, Inform Service Personnel No movement detected when travel is requested 1 Fix and keyswitch I05, O04, O05, O13, O11, O20
34 Code 34, Drive Motor Overheated, Allow Time to Cool Traction motor overheated T Let cool and keyswitch A15, O03

Contactors Codes
Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
42 Code 42, Inform Service Personnel P contactor detected closed when commanded open X Fix and keyswitch A08, O02
43 Code 43, Inform Service Personnel P contactor detected open when commanded closed L Fix and keyswitch A08, O02
44 PC contactor detected closed when commanded
Code 44, Inform Service Personnel X Fix and keyswitch A07, O00
open
45 PC contactor detected open when commanded
Code 45, Inform Service Personnel X Fix and keyswitch A07, O00
closed
49 Code 49, Inform Service Personnel X contactor detected closed when commanded open 1 Fix and keyswitch A09, O01
4A Code 4A, Inform Service Personnel X contactor detected open when commanded closed X Fix and keyswitch A09, O01

“Effect” Designations “Effect” Designations

0 0 mph speed limit Q Maximum weight assumed
1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-2 PDMM-0024
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

Communication Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
50 Code 50, Inform Service Personnel No VM communications received by CM X Fix and keyswitch None
51 Code 51, Inform Service Personnel No CM communications received by VM X Fix and keyswitch None
52 Code 52, Inform Service Personnel No CM communications received by IM X Fix and keyswitch None
53 Code 53, Inform Service Personnel No IM communications received by CM 1 Fix and keyswitch None
54 Code 54, Inform Service Personnel No IM communications received by VM 1 Fix and keyswitch None
55 Code 55, Inform Service Personnel CM transmit failure (detected by CM) X Fix and keyswitch None
56 Code 56, Inform Service Personnel VM transmit failure (detected by VM) X Fix and keyswitch None
58 Code 58, Inform Service Personnel No VM communications received by IM X Fix and keyswitch None

Height & Weight Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
60 Code 60, Inform Service Personnel IM Microprocessor faulty 1 Fix and keyswitch I10
63 Code 63, Inform Service Personnel Upper & lower mast reference switches don’t agree Z Fix and keyswitch I00, I01
64 Code 64, Inform Service Personnel No flow sensor pulses when lift/lower requested Z Fix and keyswitch I10, O02, O06, O12, O21, O23, O24
65 Code 65, Inform Service Personnel Calculated height doesn’t match @ mini lift reference switch Z Fix and keyswitch I10, I19
66 Code 66, Inform Service Personnel Calculated height doesn’t match @ upper lift reference switch Z Fix and keyswitch I10, I01
67 Code 67, Inform Service Personnel Calculated height doesn’t match @ lower lift reference switch Z Fix and keyswitch I10, I00
68 Code 68, Inform Service Personnel (Software Version Raise or lower forks past the reference
Calculated height doesn’t match @ upper lift reference switch 1 I10, I01
5.8 and Higher) switches
69 Code 69, inform Service Personnel (Software Version Raise or lower forks past the reference
Calculated height doesn’t match @ mini lift reference switch 1 I10, I19
5.8 and Higher) switches
6A Code 6A, Carriage Hung Up Carriage hung up (not used on 537) 0, W, H Lift fork carriage A7
6B Code 6B, Platform Hung Up Platform hung up 0, W, H Lift platform A16
6D Code 6D, Inform Service Personnel Main lift pressure out-of-range Q, L Fix and keyswitch A16
6E Code 6E, Inform Service Personnel Mini lift pressure out-of-range Q, L Fix and keyswitch A17

“Effect” Designations “Effect” Designations

0 0 mph speed limit Q Maximum weight assumed
1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-3 PDMM-0024
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

Analog Sense Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
73 Code 73, Inform Service Personnel Armature current sensor out-of-range T Fix and keyswitch A01
74 Code 74, Inform Service Personnel Power panel temperature sensor out-of-range 1 Fix and keyswitch A02, I07
75 Code 75, Inform Service Personnel Diagnostic pendant sense line out-of-range 1 Fix and keyswitch A13
77 Code 77, Check Battery Battery voltage out-of-range X Fix and keyswitch A11
79 Code 79, Inform Service Personnel VM +12 volt sense reading out-of-range X Fix and keyswitch None

7C Code 7C, Inform Service Personnel Traction motor temperature sensor out-of-range 1 Fix and keyswitch A15

7E Code 7E, Inform Service Personnel Field current sensor out-of-range T Fix and keyswitch I12, A14
7F Code 7F, Inform Service Personnel CM +12 volt reading out-of-range X Fix and keyswitch None

Operator’s Controls Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
80 Code 80, Inform Service Personnel Travel command pot out-of-range T Fix and keyswitch A03
81 Code 81, Inform Service Personnel Lift command pot out-of-range L&1 Fix and keyswitch A04
83 Code 83, Lift Emergency Off Button Emergency power off switch detected down X Fix and keyswitch I03
84 Code 84, Inform Service Personnel Brake inoperable, or not properly adjusted T Fix and keyswitch O08, I05
87 Code 87, Release throttle to resume operation Travel command detected before travel deadman switch closed 0 Release throttle and deadman A03, I02
88 Code 88, Press lift inhibit bypass to continue lifting Carriage at or above lift inhibit height L Lift inhibit bypass switch or lower carriage I17, I24

8A Code 8A, Inform Service Personnel Rotate command pot out-of-range H Fix and keyswitch A06
8B Code 8B, Inform Service Personnel Traverse command pot out-of-range H Fix and keyswitch A05

“Effect” Designations “Effect” Designations

0 0 mph speed limit Q Maximum weight assumed
1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-4 PDMM-0024
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

Guidance Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
91 Code 91, Wire lost, step off/on deadman Drive unit turned >10° while guiding on wire B Deadman A00
92 Code 92, Wire lost, step off/on deadman Tracking limits exceeded while guiding on wire B Deadman None
95 Code 95, Wire lost, step off/on deadman Not Near Wire - Auxiliary Coil pair (or Rail Switch) B Deadman None
96 Code 96, Wire lost, step off/on deadman Wire lost - both coil pairs B Deadman None
97 Code 97, Inform Service Personnel Manual Signal Error - quadrature phase lost X Fix and keyswitch I21
98 Code 98, Inform Service Personnel Manual Signal Error - carrier tone signal lost X Fix and keyswitch I21
99 Code 99, Inform Service Personnel Solenoid controller error X Fix and keyswitch None
9A Code 9A, Inform Service Personnel Electronic Steering Power supply failure X Fix and keyswitch None
9B Code 9B, Inform Service Personnel Internal logic error on Logic Card X Fix and keyswitch None
9C XXX% (BSOC) Aligned over wire I NA None
9D Code 9D, Inform Service Personnel ES disconnected from VM, ES power OFF, or vehicle moving X Fix and keyswitch None
while steering is in neutral

System Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
A0 Code A0, Inform Service Personnel Software does not match vehicle setup X Fix and keyswitch None
A1 Code A1, Inform Service Personnel Uninitialized SOD X Fix and keyswitch None
A2 Code A2, Inform Service Personnel Uncalibrated VFC X Fix and keyswitch None
A3 Code A3, Inform Service Personnel COP disabled X Fix and keyswitch None
A4 Code A4, Inform Service Personnel CAN communications failed (Transmit) X Fix and keyswitch None
A5 Code A5, Inform Service Personnel CAN communications failed (Receive) X Fix and keyswitch None
A6 Code A6, Inform Service Personnel intellispeed™ Manager Failed POST X Fix and keyswitch None
A7 Code A7, Inform Service Personnel Vehicle Manager vs intellispeed™ Manager software mismatch X Fix and keyswitch None
A8 Code A8, Inform Service Personnel Vehicle Manager vs Carriage Manager software mismatch X Fix and keyswitch None
A9* Run Learn Mode, then run Config Mode Vehicle Manager & Carriage Manager checksums don’t agree X Fix and keyswitch None

AB Code AB, Inform Service Personnel SOD hour meter format failure (out-of-range) X Fix and keyswitch None
AC Code AC, Inform Service Personnel SOD hour meter format failure (counts high) X Fix and keyswitch None
AD Code AD, Inform Service Personnel CAN bus off X Fix and keyswitch None
AE Code AE, Inform Service Personnel CAN error (too many NAKs) X Fix and keyswitch None
AF Code AF, Inform Service Personnel Height and weight limits have been exceeded O,L Fix and keyswitch None
EC Code EC, Inform Service Personnel Operating System error X Fix and keyswitch None
ED Code ED, Inform Service Personnel Communications to SOD failed X Fix and keyswitch None
EF Code EF, Inform Service Personnel Bad SOD checksum X Fix and keyswitch None

“Effect” Designations “Effect” Designations

* If code A9 exists, allow the entire message to
0 0 mph speed limit Q Maximum weight assumed
appear on the SOD BEFORE entering Learn.
Failure to wait may affect the Learn process. 1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-5 PDMM-0024
 Model 537 Swing-Reach® Appendix D

Troubleshooting Code Summary

System Fault Codes (Cont’d)

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
F0 Code F0, Inform Service Personnel Invalid data received by VM (from CM) X Fix and keyswitch None
F1 Code F1, Inform Service Personnel CM COP Timeout X Fix and keyswitch None
F2 Code F2, Inform Service Personnel CM COP invalid OP code X Fix and keyswitch None
F3 Code F3, Inform Service Personnel CM ASIC reset X Fix and keyswitch None
F4 Code F4, Inform Service Personnel VM COP reset X Fix and keyswitch None
F5 Code F5, Inform Service Personnel VM invalid OP code X Fix and keyswitch None
F6 Code F6, Inform Service Personnel VM ASIC reset X Fix and keyswitch None
F8 Code F8, Inform Service Personnel (Software Version X Fix and keyswitch None
Operators Display checksum failure
5.8 only)
F9 Code F9, Inform Service Personnel (Software Version X Fix and keyswitch None
Operators Display checksum failure
5.8 only)

Load Handler Fault Codes

Code SOD Message Text Condition: Effect Cleared By: Maintenance Test Number
B0 Code B0, Inform Service Personnel Rotate position pot out-of-range H, 1 Fix and keyswitch A21
B1 Code B1, Inform Service Personnel Traverse position pot out-of-range H, 1 Fix and keyswitch A20
B2 Code B2, Inform Service Personnel Reach mechanism not responding H, 1 Fix and keyswitch I22, O22, O27, O28, O29
B3 Code B3, Inform Service Personnel Traverse mechanism not responding H, 1 Fix and keyswitch A20, O22, O25, O26
B4 Code B4, Inform Service Personnel Rotate mechanism not responding H, 1 Fix and keyswitch A21, O22, O27, O28

“Effect” Designations “Effect” Designations

0 0 mph speed limit Q Maximum weight assumed
1 1 mph speed limit S Steer system shutdown
B Hard plug, then dump Brake T Traction system shutdown
D Traction system Derating W Lowering system shutdown
H Load Handler shutdown X Total shutdown
I Informational Z Height detection shutdown
L Lift system shutdown
M Main Lift System Shutdown

D-6 PDMM-0024
 Model 537 Swing-Reach® Truck Index

Index
Numerics Audible Alarm Tone Description . . . . . . . . . .7-22
Auxiliary
1S Contactor . . . . . . . . . . . . . . . . . . . . . . . 5-94 Functions . . . . . . . . . . . . . . . . . . . . . . . .4-15
Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-14
Lower . . . . . . . . . . . . . . . . . . . . . . . . . .4-15
A Pressure Relief . . . . . . . . . . . . . . . 9-31, 9-37
Pump and Motor . . . . . . . . . . . . . . . . . .5-97
Acceleration . . . . . . . . . . . . . . . . . . . . . . . . 4-14 Rotate Control Potentiometer (VR3) Replacement
Analog Sense Fault Codes . . . . . . . . . . . . . 7-80 . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-53
Code 73 - Armature current sensor out-of-range Rotate Position Potentiometer (VR6)
. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80 Replacement . . . . . . . . . . . . . . . . . .9-56
Code 74 - Power panel temperature sensor out- Traverse Control, Service Notes for . . . . .9-56
of-range . . . . . . . . . . . . . . . . . . . . 7-80 Traverse Position Potentiometer (VR5)
Code 75 - Diagnostic pendant sense line out-of- Replacement . . . . . . . . . . . . . . . . . .9-57
range . . . . . . . . . . . . . . . . . . . . . . 7-80 Auxiliary System . . . . . . . . . . . . . . . . . . . . . .5-97
Code 77 - Battery voltage out-of-range . 7-81 Auxiliary Pump and Motor . . . . . . . . . . .5-97
Code 79 - Vehicle Manager + 12 volt sense Check Valves . . . . . . . . . . . . . . . . . . . . .5-98
reading out-of-range . . . . . . . . . . . 7-81 Output Test . . . . . . . . . . . . . . . . . . . . .7-213
Code 7C - Traction motor temperature sensor Reach . . . . . . . . . . . . . . . . . . . . . . . . .5-102
out-of-range . . . . . . . . . . . . . . . . . 7-82 Reach Cylinders . . . . . . . . . . . . . . . . . . .5-98
Code 7E - Field current sensor out-of-range Relief Valves . . . . . . . . . . . . . . . . . . . . .5-98
7-83 Reservoir . . . . . . . . . . . . . . . . . . . . . . . .5-97
Code 7F - Carriage Manager + 12 volt sense Rotate . . . . . . . . . . . . . . . . . . . . . . . . .5-100
reading out-of-range . . . . . . . . . . . 7-83 Rotate Actuator . . . . . . . . . . . . . . . . . . .5-98
Analog Signal Processing Channels . . . . . . . 5-40 SOL3 . . . . . . . . . . . . . . . . . . . . . . . . . .5-97
Analog Tests . . . . . . . . . . . . . . . . . . . . 7-33, 8-5 SOL34A/34B . . . . . . . . . . . . . . . . . . . . .5-97
A00 - Steering Position Pot (VR8) Voltage . 8-5 SOL35A/35B . . . . . . . . . . . . . . . . . . . . .5-97
A01 - Armature Current Sense Voltage . . 8-6 SOL36 . . . . . . . . . . . . . . . . . . . . . . . . .5-97
A02 - Power Panel Temperature Sensor (HT) Steering . . . . . . . . . . . . . . . . . . . . . . . . .5-98
Voltage . . . . . . . . . . . . . . . . . . . . . . 8-8 Traverse . . . . . . . . . . . . . . . . . . . . . . . .5-98
A03 - Travel Control Pot (VR1) Voltage . 8-11 Traverse Motor . . . . . . . . . . . . . . . . . . .5-98
A04 - Lift/Lower Control Pot (VR2) Voltage . 8-
13
B
A05 - Traverse Control Pot (VR4) Voltage 8-15
A06 - Rotate Control Pot Voltage (VR3) . 8-17
A07 - PC Sense Voltage . . . . . . . . . . . . 8-19 Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . .6-13
A08 - P Sense Voltage . . . . . . . . . . . . . 8-21 Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2, 6-4
A09 - X Sense Voltage . . . . . . . . . . . . . 8-23 Adding Water to . . . . . . . . . . . . . . . . . .6-16
A10 - Armature Sense Voltage . . . . . . . 8-25 Charging . . . . . . . . . . . . . . . . . . . . . . . .6-14
A11 - Battery Voltage . . . . . . . . . . . . . . 8-27 Charging Process . . . . . . . . . . . . . . . . . .9-23
A13 - Diagnostic Pendant Sense Voltage 8-29 Cleaning . . . . . . . . . . . . . . . . . . . . . . . .6-13
A14 - Field Current Sense Voltage . . . . . 8-30 Cleaning Procedure . . . . . . . . . . . . . . . .6-13
A15 - Drive Motor Temperature Sensor (DT) Connecting . . . . . . . . . . . . . . . . . . . . . .5-70
Voltage . . . . . . . . . . . . . . . . . . . . . 8-32 Electrical Leakage to Frame Test . . . . . . .6-14
A16 - Main Lift Pressure Voltage . . . . . . 8-34 History Record . . . . . . . . . . . . . . . . . . . .6-16
A17 - Mini Lift Pressure Voltage . . . . . . . 8-36 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . .2-2
A20 - Traverse Position Pot (VR5) Voltage 8-38 Scheduled Maintenance . . . . . . . . . . . . .6-13
A21 - Rotate Position Pot (VR6) Voltage . 8-40 Adding Water to Battery . . . . . . . . . .6-16
Armature Shorts . . . . . . . . . . . . . . . . . . . . 8-184 Batteries . . . . . . . . . . . . . . . . . . . . .6-13
Audible Alarm . . . . . . . . . . . . . . . . . . . . . . 5-31 Battery Charging . . . . . . . . . . . . . . .6-14

I-1 PDMM-0024
Index Model 537 Swing-Reach® Truck

Battery Cleaning . . . . . . . . . . . . . . 6-13 Code 50 - No Vehicle Manager

Battery Cleaning Procedure . . . . . . . 6-13 communications received by Carriage
Battery Electrical Leakage to Frame Test Manager . . . . . . . . . . . . . . . . . . . . .7-62
. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14 Code 51 - No Carriage Manager
Battery History Record . . . . . . . . . . . 6-16 communications received by Vehicle
Electrolyte . . . . . . . . . . . . . . . . . . . 6-13 Manager . . . . . . . . . . . . . . . . . . . . .7-63
Hydrometer Use . . . . . . . . . . . . . . . 6-15 Code 52 - No Carriage Manager
Voltage Check . . . . . . . . . . . . . . . . 6-16 communications received by intellispeed™
State-of-Charge Feature . . . . . . . . 5-96, 6-17 Manager . . . . . . . . . . . . . . . . . . . . .7-64
Bleeding Hydraulic System . . . . . . . . . . . . . 9-30 Code 53 - No intellispeed™ Manager
Board and Component Swapping Precautions 7-15 communications received by Carriage
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58 Manager . . . . . . . . . . . . . . . . . . . . .7-66
Adjustment . . . . . . . . . . . . . . . . . . . . . . 9-19 Code 54 - No intellispeed™ Manager
Brake Pads . . . . . . . . . . . . . . . . . . . . . . . 6-2 communications received by Vehicle
Braking Process (VFC Controlled) . . . . . 5-59 Manager . . . . . . . . . . . . . . . . . . . . .7-68
Control . . . . . . . . . . . . . . . . . . . . . . . . 5-60 Code 55 - Carriage Manager transmit failure
Deadman Switch (S25 Controlled) . . . . . 5-60 (detected by the Carriage Manager) .7-69
Deadman Switches S2/S25 . . . . . . . . . . 5-60 Code 56 - Vehicle Manager transmit failure
Pressure Adjustment . . . . . . . . . . . . . . . 9-19 (detected by the Vehicle Manager) . .7-71
Release Switch S12 . . . . . . . . . . . . . . . . 5-58 Code 57 - intellispeed™ Manager Transmit
Brake Adjustment . . . . . . . . . . . . . . . . . . . . 9-19 Failure . . . . . . . . . . . . . . . . . . . . . .7-73
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 Code 60 - intellispeed™ Manager
Brush Care . . . . . . . . . . . . . . . . . . . . . . . . . 6-20 microprocessor failure . . . . . . . . . . .7-74
BUS+/BUS– . . . . . . . . . . . . . . . . . . . . . . . . 5-12 Component Failure, Likelihood of . . . . . . . . .7-15
Component Locators . . . . . . . . . . . . . . . . . . .4-2
C Configure Mode . . . . . . . . . . . . . . . . 7-23, 7-30
Contactor Coils . . . . . . . . . . . . . . . . . . . . . .5-88
Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
Cables/Hoses . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Contactors Fault Codes . . . . . . . . . . . . . . . .7-59
Card
Code 42 - "P" contactor detected closed when
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
commanded open . . . . . . . . . . . . . .7-59
Interface . . . . . . . . . . . . . . . . . . . . . . . 5-35
Code 43 - "P" contactor detected open when
Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
commanded closed . . . . . . . . . . . . .7-59
Processing . . . . . . . . . . . . . . . . . . . . . . 5-35
Code 44 - PC contactor detected closed when
Solenoid Controller . . . . . . . . . . 5-33, 7-156
commanded open . . . . . . . . . . . . . .7-60
Card Handling Precautions . . . . . . . . . . . . 7-227
Code 45 - PC contactor detected open when
Carriage Manager . . . . . . . . . . . . . . . . . . . . 5-5
commanded closed . . . . . . . . . . . . .7-60
Changing Reservoir Filter . . . . . . . . . . . . . . 9-29
Code 49 - "X" contactor detected closed when
Changing Reservoir Fluid . . . . . . . . . . . . . . 9-29
commanded open . . . . . . . . . . . . . .7-61
Check Valves . . . . . . . . . . . . . . . . . . . . . . . 5-98
Code 4A - "X" contactor detected open when
Chip Replacement, Integrated Circuit . . . . . . . 1-2
commanded closed . . . . . . . . . . . . .7-61
Chopper Control Module (CCM) . . . . . . . . . 5-69
Control Handle Functions . . . . . . . . . . . . . . . .6-5
Chopper Control Module Test . . . . . . . . . . 8-175
Control Register . . . . . . . . . . . . . . . . . . . . .7-153
Circuit Card Test Points . . . . . . . . . . . . . . . . 5-36
Correct Signal, Wiring, and Hose Orientations .5-
Closed Loop Speed Control . . . . . . . . . . . . 5-89
55, 7-212
Closing Deadman Switches (S2 and S25) . . . 5-81
Current Limiting . . . . . . . . . . . . . . . . . . . . . .5-93
Common Tools Required . . . . . . . . . . . . . . . 1-2
Current Monitoring . . . . . . . . . . . . . . . . . . .5-69
Communications . . . . . . . . . . . . . . . . . . . . 5-12
Cycle Mode . . . . . . . . . . . . . . . . . . . . . . . . .7-34
BUS+/BUS– . . . . . . . . . . . . . . . . . . . . . 5-12
Cylinder Packing Replacement . . . . . . . . . . .9-71
Functional Operation . . . . . . . . . . . . . . 5-13
Cylinder Retainers, Replacement of . . . . . . . .9-73
Communications Fault Codes . . . . . . . . . . . 7-62

PDMM-0024 I-2
 Model 537 Swing-Reach® Truck Index

D Travel Potentiometer (VR1) Replacement .9-23

Electrolyte Process . . . . . . . . . . . . . . . . . . . .6-13
Deadman Electronic Steering/Wire Guidance . . 5-30, 7-121
Pedal Adjustment . . . . . . . . . . . . . . . . . 9-22 Analog Signal Processing Channels . . . .5-40
Pedals . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-5 Audible Alarm . . . . . . . . . . . . . . . . . . . .5-31
Switch (S25 Controlled) . . . . . . . . . . . . 5-60 Auto/Manual Switch . . . . . . . . . . . . . . . .5-31
Switch, Left . . . . . . . . . . . . . . . . . . . . . . . 6-3 Circuit Card Test Points . . . . . . . . . . . . .5-36
Switch, Right . . . . . . . . . . . . . . . . . . . . . 6-3 Correct Signal, Wiring, and Hose Orientations
Switches S2/S25 . . . . . . . . . . . . . . . . . . 5-60 5-55
Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34 Deriving Sensor Position Relative to the Wire
Decimal Equivalent Chart . . . . . . . . . . . . . . . A-3 5-38
Deriving Sensor Position Relative to the Wire 5-38 Deviation Measurement Circuits . . . . . . .5-41
Deviation Measurement Circuits . . . . 5-41, 7-200 Distance From Wire Measurement . . . . .5-42
Deviation Register . . . . . . . . . . . . . . . . . . . 7-153 Drive Unit Position Controller . . . . . . . . .5-47
Diagnostic Malfunctions . . . . . . . . . . . . . . 7-230 Drive Unit Positioning . . . . . . . . . . . . . . .5-47
Digital Tester, Using the . . . . . . . . . . . . . . 7-150 Drive Unit Response Check . . . . . . . . . . .5-49
Direction Circuits . . . . . . . . . . . . . . . . . . . 7-203 Electronic Steering Tiller . . . . . . . . . . . . .5-44
Distance From Wire Measurement . . . . . . . . 5-42 Encoder X Signal . . . . . . . . . . . . . . . . . .5-54
Drive and Brake . . . . . . . . . . . . . . . . . . . . . . 9-8 Error Detection . . . . . . . . . . . . . . . . . . .5-52
Brake Adjustment . . . . . . . . . . . . . . . . . 9-19 Feedback Tachometer . . . . . . . . . . . . . .5-33
Brake Pressure Adjustment . . . . . . . . . . 9-19 Filter Card . . . . . . . . . . . . . . . . . . . . . . .5-35
Deadman Pedal Adjustment . . . . . . . . . 9-22 Functional Block Diagrams . . . . . . . . . . .5-36
Drive Unit Axle Seal Replacement . . . . . 9-13 Guidance Wire Acquisition Lights . . . . . .5-33
Drive Unit Replacement . . . . . . . . . . . . . 9-9 Heading Angle and Distance From Wire Polarity
Drive Unit Servicing . . . . . . . . . . . . . . . 9-12 5-43
Motor Brush Replacement . . . . . . . . . . . . 9-8 Heading Angle Measurement . . . . . . . . .5-41
Procedure . . . . . . . . . . . . . . . . . . . . . . 9-13 Hydraulic Steer Motor . . . . . . . . . . . . . .5-33
Replacing Brake Pads - Stromag . . . . . . 9-19 Interface Card . . . . . . . . . . . . . . . . . . . .5-35
Rotor Gap Adjustment . . . . . . . . . . . . . 9-20 Internal System Errors . . . . . . . . . . . . . . .5-50
Drive Unit . . . . . . . . . . . . . . . . . . . . . . 6-5, 6-10 Locked-On-Wire Light . . . . . . . . . . . . . .5-32
Axle Seal Replacement . . . . . . . . . . . . . 9-13 Logic Card . . . . . . . . . . . . . . . . . . . . . .5-35
Lubrication . . . . . . . . . . . . . . . . . . . . . . 6-25 Manual Steering . . . . . . . . . . . . . . . . . .5-43
Position Controller . . . . . . . . . . . . . . . . 5-47 Manual Steering System Errors . . . . . . . .5-53
Positioning . . . . . . . . . . . . . . . . . . . . . . 5-47 Motherboard . . . . . . . . . . . . . . . . . . . . .5-31
Replacement . . . . . . . . . . . . . . . . . . . . . 9-9 NEARWIRE Circuits . . . . . . . . . . . . . . . . .5-43
Installation . . . . . . . . . . . . . . . . . . . 9-10 Position Feedback Potentiometer (VR8) . .5-35
Removal . . . . . . . . . . . . . . . . . . . . . 9-9 Power Supply . . . . . . . . . . . . . . . . . . . . .5-31
Response Check . . . . . . . . . . . . . . . . . . 5-49 Power Supply Failure . . . . . . . . . . . . . . .5-52
Response Time . . . . . . . . . . . . . . . . . . 7-216 Processing Card . . . . . . . . . . . . . . . . . . .5-35
Turning Friction, Excessive . . . . . . . . . . 7-222 Proportional Solenoid . . . . . . . . . . . . . . .5-33
Solenoid Controller Card . . . . . . . . . . . .5-33
Solenoid Controller Error . . . . . . . . . . . .5-53
E Steer Encoder Card Assembly . . . . . . . . .5-34
Steering "Weights" . . . . . . . . . . . . . . . . .5-48
Electrical . . . . . . . . . . . . . . . . . . . . . . . . . . 9-23 Steering Input Selection . . . . . . . . . . . . .5-51
Battery Charging Process . . . . . . . . . . . 9-23 Steering Tiller Decoder . . . . . . . . . . . . . .5-46
Cables . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5 System Controller . . . . . . . . . . . . . . . . . .5-50
Diagnosis and Repair . . . . . . . . . . . . . 7-144 Watchdog Circuit Operation . . . . . . . . . .5-49
OFFSET Reduction Procedure . . . . . . . 7-226 Wire Acquisition . . . . . . . . . . . . . . . . . . .5-52
Power Panel . . . . . . . . . . . . . . . . . . . . . 9-26 Wire Guidance . . . . . . . . . . . . . . . . . . .5-37
Rail Guidance Service Notes . . . . . . . . . 9-28 Wire Guidance Errors . . . . . . . . . . . . . . .5-53
Service Notes for Travel Control . . . . . . 9-26 Wire Guidance Frequency Selection . . . .5-51

I-3 PDMM-0024
Index Model 537 Swing-Reach® Truck

Wire Guidance Sensor . . . . . . . . . 5-35, 5-37 Code 9D - Electronic steering disconnected from
Wire Guidance Test Equipment . . . . . . 7-121 Vehicle Manager . . . . . . . . . . . . . . .7-95
Electrostatic Discharge Damage . . . . . . . . . . 2-5 Guidance Wire Acquisition Lights . . . . . . . . .5-33
Elevating Section Service Notes . . . . . . . . . . 9-38
Emergency Lower Valve . . . . . . . . . . . . . . . 5-18 H
Encoder X Signal . . . . . . . . . . . . . . . . . . . . 5-54
Encoder X Signal Test . . . . . . . . . . . . . . . . 7-203
H-Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . .5-84
EPO Switch . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
HCM Test . . . . . . . . . . . . . . . . . . . . . . . . .8-176
Error Register . . . . . . . . . . . . . . . . . . . . . . 7-154
Heading Angle and Distance From Wire Polarity
Error Status Codes . . . . . . . . . . . . . 7-139, 7-158
5-43
ESTAT Message, System Controller . . . . . . 7-135
Heading Angle Measurement . . . . . . . . . . . .5-41
Heights and Weights Fault Codes . . . . . . . . .7-75
F Code 63 - Upper and lower reference switches
don’t agree . . . . . . . . . . . . . . . . . . .7-75
Feedback Tachometer . . . . . . . . . . . . . . . . 5-33 Code 64 - No flow pulses when lift/lower
Filter Card . . . . . . . . . . . . . . . . . . . . . . . . . 5-35 requested . . . . . . . . . . . . . . . . . . . .7-75
Flow Controls . . . . . . . . . . . . . . . . . . . . . . . 5-18 Code 65 - Calculated height doesn’t match at
Flow Transducer . . . . . . . . . . . . . . . . . . . . . 5-17 mini lift reference switch . . . . . . . . . .7-76
Fork Control Problems . . . . . . . . . . . . . . . 7-228 Code 66 - Calculated height doesn’t match at
Forks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5 upper lift reference switch . . . . . . . . .7-76
Frequency Selection Circuits . . . . . . . . . . . 7-199 Code 67 - Calculated height doesn’t match at
Function Controls . . . . . . . . . . . . . . . . . . . . . 6-3 lower lift reference switch . . . . 7-77, 7-78
Functional Block Diagrams . . . . . . . . . . . . . 5-36 Code 6B - Platform hung up . . . . . . . . . .7-78
Functional Operation . . . . . . . . . . . . . . . . . 5-13 Code 6D - Main pressure lift out-of-range 7-79
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Code 6E - Mini lift pressure out-of-range 7-79
Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-6
G Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . .9-29
Auxiliary Pressure Relief . . . . . . . . . . . . .9-31
Bleeding Hydraulic System . . . . . . . . . . .9-30
General Safety . . . . . . . . . . . . . . . . . . . . . . . 2-1
Changing Reservoir Filter . . . . . . . . . . . .9-29
Grounds - General . . . . . . . . . . . . . . . . . . . . 8-4
Changing Reservoir Fluid . . . . . . . . . . . .9-29
Guidance Fault Codes . . . . . . . . . . . . . . . . 7-89
Connections . . . . . . . . . . . . . . . . . . . . . .6-3
Code 91 - Drive unit turned > 10° while guiding
Diagnosis and Repair . . . . . . . . . . . . . .7-147
on wire . . . . . . . . . . . . . . . . . . . . . 7-89
Flow Sensor . . . . . . . . . . . . . . . . . . . . . .9-80
Code 92 - Tracking limits exceeded while
Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . .6-4
guiding on wire . . . . . . . . . . . . . . . 7-89
Motor . . . . . . . . . . . . . . . . . . . . . . . . .7-190
Code 95 - Not near wire - Auxiliary coil pair (or
Oil, Selection . . . . . . . . . . . . . . . . . . . . .9-29
rail switch) . . . . . . . . . . . . . . . . . . . 7-90
Reservoir . . . . . . . . . . . . . . . . . 6-3, 6-6, 6-9
Code 96 - Wire lost - both coil pairs . . . 7-91
Steer Motor . . . . . . . . . . . . . . . . . . . . . .5-33
Code 97 - Manual signal error - quadrature
Hydrometer Use . . . . . . . . . . . . . . . . . . . . . .6-15
phase lost . . . . . . . . . . . . . . . . . . . 7-91
Code 98 - Manual signal error - carrier tone
signal lost . . . . . . . . . . . . . . . . . . . 7-93 I
Code 99 - Solenoid controller error . . . . 7-93
Code 99 - Steer pot analog reading out-of- Idle Pressure Test . . . . . . . . . . . . . . . . . . . .7-215
range . . . . . . . . . . . . . . . . . . . . . . 7-93 Information Displays and Status Messages . .7-135
Code 9A - Electronic steering power supply Informational Status Codes . . . . . . . 7-138, 7-158
failure . . . . . . . . . . . . . . . . . . . . . . 7-94 Initial Setups . . . . . . . . . . . . . . . . . . . . . . .7-121
Code 9B - Internal logic error on Logic Electronic Steering Test Procedure . . . . .7-122
Card . . . . . . . . . . . . . . . . . . . . . . . . . . 7-94 Operational Checks . . . . . . . . . . . . . . .7-125
Code 9C - Aligned over wire . . . . . . . . 7-94 Operational Checks - Wire Guided Vehicles
Only . . . . . . . . . . . . . . . . . . . . . . .7-128

PDMM-0024 I-4
 Model 537 Swing-Reach® Truck Index

Setting Position Feedback Potentiometer Lift Chains . . . . . . . . . . . . . . . . . . . . . . . . . . .6-6

VR8 . . . . . . . . . . . . . . . . . . . . . . . . . 7-123 Lift Cylinders . . . . . . . . . . . . . . . . . . . . . . . .5-18
Truck Dynamic Adjustments . . . . . . . . 7-133 Lift Pressure Relief . . . . . . . . . . . . . . . 5-17, 9-37
Lift, Main . . . . . . . . . . . . . . . . . . . . . . . . . . .5-19
Truck Static Adjustment W/O Alignment Lift, Mini . . . . . . . . . . . . . . . . . . . . . . . . . . .5-25
Track . . . . . . . . . . . . . . . . . . . . . . . . . 7-131 Lift/Lower Control Potentiometer (VR2) Replacement
Truck Static Adjustment WITH Alignment 9-52
Track . . . . . . . . . . . . . . . . . . . . . . . . . 7-132 Lift/Lower Systems . . . . . . . . . . . . . . . . . . . .5-16
Truck Static Adjustments . . . . . . . . . . . 7-131 Emergency Lower Valve . . . . . . . . . . . . .5-18
Wire Guidance Cards . . . . . . . . . . . . . 7-130 Flow Controls . . . . . . . . . . . . . . . . . . . .5-18
Input Circuit Test . . . . . . . . . . . . . . . . . . . 7-189 Flow Transducer . . . . . . . . . . . . . . . . . .5-17
Input Register . . . . . . . . . . . . . . . . . . . . . . 7-151 intellispeed™ Manager . . . . . . . . . . . . . .5-17
Input Tests . . . . . . . . . . . . . . . . . . . . . 7-34, 8-42 Lift Cylinders . . . . . . . . . . . . . . . . . . . . .5-18
I00 - Lower Reference Switch (S11) . . . . 8-42 Lift Pressure Relief . . . . . . . . . . . . . . . . .5-17
I01 - Upper Reference Switch (S10) . . . . 8-44 Lift Pump and Motor . . . . . . . . . . . . . . .5-16
I02 - Travel Deadman Switch (S2) . . . . . 8-46 Lift/Lower Functional Block Diagram . . . .5-23
I03 - E-Stop Button (S21) . . . . . . . . . . . 8-47 Main and Mini Pressure Transducer . . . .5-18
I05 - Drive Encoder Count . . . . . . . . . . 8-49 Main Lift . . . . . . . . . . . . . . . . . . . . . . . .5-19
I06 - Armature Current Limit Signal . . . . 8-51 Main Lower . . . . . . . . . . . . . . . . . . . . . .5-21
I07 - Power Panel Temperature Limit Signal Mini Lift . . . . . . . . . . . . . . . . . . . . . . . . .5-25
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53 Mini Lift/Lower . . . . . . . . . . . . . . . . . . . .5-25
I10 - Flow Sensor Count . . . . . . . . . . . . 8-55 Mini Lower . . . . . . . . . . . . . . . . . . . . . .5-27
I11 - Auto/Manual Switch Position (S4) . 8-57 Reservoir . . . . . . . . . . . . . . . . . . . . . . . .5-16
I12 - Field Current Limit Signal . . . . . . . 8-58 Return-Line Filter . . . . . . . . . . . . . . . . . .5-18
I13 - Horn Button (S3) . . . . . . . . . . . . . 8-60 SOL1 . . . . . . . . . . . . . . . . . . . . . . . . . .5-16
I14 - Side Gate Switches (S60 and S61) . 8-62 SOL2 . . . . . . . . . . . . . . . . . . . . . . . . . .5-16
I15 - Lift Inhibit Switch (S24) . . . . . . . . . 8-64 SOL4 . . . . . . . . . . . . . . . . . . . . . . . . . .5-16
I16 - Load Handler Deadman Switch (S9) 8-65 SOL5 . . . . . . . . . . . . . . . . . . . . . . . . . .5-16
I17 - Lift/Lower Inhibit Bypass Switch (S7) 8-66 SOL6 . . . . . . . . . . . . . . . . . . . . . . . . . .5-17
I18 - Lift Select Button (S6) . . . . . . . . . . 8-68 System Overview . . . . . . . . . . . . . . . . . .5-18
I19 - Mini Lift Reference Proximity Switch Unique System Features . . . . . . . . . . . . .5-19
(PROX1) . . . . . . . . . . . . . . . . . . . . . 8-69 Light
I20 - Undefined Function Switch (S5) . . . 8-71 Guidance Wire Acquisition . . . . . . . . . . .5-33
I21 - Steering Encoder . . . . . . . . . . . . . 8-73 Locked-On-Wire . . . . . . . . . . . . . . . . . .5-32
I22 - Reach Position Reference Proximity Switch Warning . . . . . . . . . . . . . . . . . . . . . . . . .6-8
(PROX2) . . . . . . . . . . . . . . . . . . . . . 8-75 Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-3
I23 - End-of-Aisle Rail Switch . . . . . . . . 8-77 Line Driver Adjustment Procedure . . . . . . . .7-221
I24 - Second Deadman Switch (S25) . . . 8-79 Load Handler Fault Codes . . . . . . . . . . . . .7-117
I25 - Plugging Detector . . . . . . . . . . . . . 8-81 Code B0 - Rotate position pot out-of-range
Installation Instructions . . . . . . . . . . . . . . . . . 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-117
intellispeed™ Manager . . . . . . . . . . . . . 5-9, 5-17 Code B1 - Traverse position pot out-of-range
Interface Card . . . . . . . . . . . . . . . . . . . . . . 5-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-117
Code B2 - Reach mechanism not responding
J 7-118
Code B3 - Traverse mechanism not responding
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-119
Jacking Safety . . . . . . . . . . . . . . . . . . . . . . . 2-4
Code B4 - Rotate mechanism not responding
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-120
L Load Handler Rack Replacement . . . . . . . . . .9-50
Load Wheel Hub . . . . . . . . . . . . . . . . . . . . .9-51
Learn Mode . . . . . . . . . . . . . . . . 6-8, 7-23, 7-29 Load Wheels . . . . . . . . . . . . . . . . . . . . . . . . .6-9
Learn Mode and Troubleshooting . . . . . . . . 7-14 Locator, Component . . . . . . . . . . . . . . . . . . .4-2

I-5 PDMM-0024
Index Model 537 Swing-Reach® Truck

Locked-On-Wire Light . . . . . . . . . . . . . . . . 5-32 Replacement of Cylinder Retainers . . . . .9-73

Logic Card . . . . . . . . . . . . . . . . . . . . . . . . . 5-35 Service Notes for Auxiliary Traverse Control
Lubrication . . . . . . . . . . . . . . . . . . . . . . 6-5, 6-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-56
Lubrication Equivalent Chart . . . . . . . . . . . . 6-26 Shimming Carriage Sliders . . . . . . . . . . .9-40
Torque Specifications - Mast to Tractor . .9-33
M Traverse Control Potentiometer (VR4)
Replacement . . . . . . . . . . . . . . . . . .9-53
Mast Guard . . . . . . . . . . . . . . . . . . . . . . . . . .6-9
Main and Mini Mast . . . . . . . . . . . . . . . . . . . 6-7
Measurement Conversion Table . . . . . . . . . . .A-2
Main Lift . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Mechanical, Diagnosis and Repair . . . . . . .7-146
Main Lift Cylinder Replacement . . . . . . . . . . 9-58
Mini Mast
Removal Procedure . . . . . . . . . . . . . . . . 9-58
Bearing Replacement . . . . . . . . . . . . . . .9-68
Tools Required . . . . . . . . . . . . . . . . . . . 9-58
Cylinder Adjustment . . . . . . . . . . . . . . . .9-44
Main Lower . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Cylinder Puck Replacement . . . . . . . . . . .9-66
Main/Mini Lift Chain Adjustment . . . . . . . . . 9-36
Hose/Tubing Guard . . . . . . . . . . . . . . . .9-79
Maintenance
Proximity Switch Adjustment . . . . . . . . . .9-48
Interdependencies (Component
Shimming . . . . . . . . . . . . . . . . . . . . . . .9-45
Troubleshooting) . . . . . . . . . . . . . . 7-37
Shims, Upper and Lower . . . . . . . . .9-45
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Mode Selection . . . . . . . . . . . . . . . . . . . . . .7-23
Mode, Using . . . . . . . . . . . . . . . . . . . . 7-32
Modes of Operation . . . . . . . . . . . . . . . . . . .7-22
Schedule . . . . . . . . . . . . . . . . . . . . . . . 6-21
Analog Tests . . . . . . . . . . . . . . . . . . . . .7-33
Manager
Audible Alarm Tone Description . . . . . . .7-22
Carriage . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Changing the Password . . . . . . . . . . . . .7-31
intellispeed™ . . . . . . . . . . . . . . . . . 5-9, 5-17
Configure Mode . . . . . . . . . . . . . 7-23, 7-30
Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Cycle Mode . . . . . . . . . . . . . . . . . . . . . .7-34
Manual Command Signal . . . . . . . . . . . . . 7-199
Entering a Password . . . . . . . . . . . . . . . .7-24
Manual Steering Encoder Signals . . . . . . . 7-196
Entering Program Mode . . . . . . . . . . . . .7-24
Mast and Load Handler . . . . . . . . . . . . . . . 9-33
Input Tests . . . . . . . . . . . . . . . . . . . . . . .7-34
Auxiliary Pressure Relief . . . . . . . . . . . . 9-37
Learn Mode . . . . . . . . . . . . . . . . . 7-23, 7-29
Auxiliary Rotate Control Potentiometer (VR3)
Maintenance Mode . . . . . . . . . . . . . . . .7-23
Replacement . . . . . . . . . . . . . . . . . 9-53
Mode Selection . . . . . . . . . . . . . . . . . . .7-23
Auxiliary Rotate Position Potentiometer (VR6)
Output Tests . . . . . . . . . . . . . . . . . . . . .7-34
Replacement . . . . . . . . . . . . . . . . . 9-56
Password . . . . . . . . . . . . . . . . . . . . . . . .7-23
Auxiliary Traverse Position Potentiometer (VR5)
Password Levels . . . . . . . . . . . . . . . . . . .7-23
Replacement . . . . . . . . . . . . . . . . . 9-57
Program Mode . . . . . . . . . . . . . . . . . . .7-23
Cylinder Packing Replacement . . . . . . . 9-71
Run Mode . . . . . . . . . . . . . . . . . . . . . . .7-22
Decals . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
SuperWrd . . . . . . . . . . . . . . . . . . . . . . .7-23
Elevating Section Service Notes . . . . . . . 9-38
Using Maintenance Mode . . . . . . . . . . . .7-32
Lift Pressure Relief . . . . . . . . . . . . . . . . . 9-37
Motherboard . . . . . . . . . . . . . . . . . . . . . . . .5-31
Lift/Lower Control Potentiometer (VR2)
Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-181
Replacement . . . . . . . . . . . . . . . . . 9-52
Armature Shorts . . . . . . . . . . . . . . . . . .8-184
Load Handler Rack Replacement . . . . . . 9-50
Brush Replacement . . . . . . . . . . . . . . . . .9-8
Load Wheel Hub . . . . . . . . . . . . . . . . . 9-51
Cleaning . . . . . . . . . . . . . . . . . . . . . . . .6-19
Main Lift Cylinder Replacement . . . . . . . 9-58
Grounds Test . . . . . . . . . . . . . . . . . . . .8-184
Main/Mini Lift Chain Adjustment . . . . . . 9-36
Hydraulic . . . . . . . . . . . . . . . . . . . . . . .7-190
Mast Lateral Adjustment . . . . . . . . . . . . 9-38
Hydraulic Steer . . . . . . . . . . . . . . . . . . .5-33
Mast/Carriage Puck Replacement . . . . . 9-62
Maintenance Inspection Chart . . . . . . . .6-21
Mini Mast Bearing Replacement . . . . . . 9-68
Open Circuit Test . . . . . . . . . . . . . . . . .8-182
Mini Mast Cylinder Adjustment . . . . . . . 9-44
Overheating . . . . . . . . . . . . . . . . . . . .8-181
Mini Mast Cylinder Puck Replacement . . 9-66
Scheduled Maintenance . . . . . . . . . . . . .6-19
Mini Mast Proximity Switch Adjustment . . 9-48
Brush Care . . . . . . . . . . . . . . . . . . .6-20
Mini Mast Shimming . . . . . . . . . . . . . . . 9-45
Maintenance Inspection Chart . . . . .6-21
Operator’s Carriage Lateral Adjustment 9-42

PDMM-0024 I-6
 Model 537 Swing-Reach® Truck Index

Maintenance Schedule . . . . . . . . . . 6-21 O05 - HCM Reverse Enable Test (Tractor First)
Motor Cleaning . . . . . . . . . . . . . . . 6-19 8-97
Short Circuit Test . . . . . . . . . . . . . . . . 8-183 O06 - Toggle Main Mast Load Holding Solenoid
Stud Terminals . . . . . . . . . . . . . . . . . . 8-182 (SOL5) . . . . . . . . . . . . . . . . . . . . . .8-99
Motor & Encoder Fault Codes . . . . . . . . . . . 7-57 O07 - Toggle Horn . . . . . . . . . . . . . . .8-102
Code 30 - Excessive acceleration . . . . . 7-57 O08 - Toggle Parking Brake . . . . . . . . .8-106
Code 32 - No movement detected when travel O09 - Sequence Steering Indicator Lights . .8-
is requested . . . . . . . . . . . . . . . . . . 7-57 109
Code 34 - Traction motor overheated . . 7-58 O10 - Audible Alarm Test . . . . . . . . . .8-110
Motors (Drive, Lift, and Auxiliary) . . . . . . . . . . 6-6 O11 - Chopper Control Module Enable Signal
Moving Directional/Speed Control . . . . . . . . 5-82 8-111
O12 - Proportional Lift/Lower Solenoid PWM
N Ramp . . . . . . . . . . . . . . . . . . . . . .8-113
O13 - Chopper Control Module PWM Test . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-116
NEARWIRE Circuits . . . . . . . . . . . . . . 5-43, 7-202
O14 - MS Control . . . . . . . . . . . . . . . .8-119
Noise Reduction Techniques . . . . . . . . . . . 7-213
O15 - FSEL1/FSEL2 Signal . . . . . . . . . .8-122
O16 - REV Signal . . . . . . . . . . . . . . . . .8-126
O O17 - Locked-On Wire Signal LEDs . . .8-129
O18 - Electronic Steering Deadman Signal . .
Oil, Selection . . . . . . . . . . . . . . . . . . . . . . . 9-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-131
Open Circuit Test . . . . . . . . . . . . . . . . . . . 8-182 O19 - AUXSEN Signal . . . . . . . . . . . . .8-135
Operation of the Travel System . . . . . . . . . . 5-70 O20 - HCM PWM Ramp . . . . . . . . . . .8-139
Operational Checks . . . . . . . . . . . . . . . . . 7-125 O21 - Toggle Mini Mast Load Holding Solenoid
Wire Guided Vehicles Only . . . . . . . . . 7-128 (SOL6) . . . . . . . . . . . . . . . . . . . . .8-142
Operator’s Carriage Lateral Adjustment . . . 9-42 O22 - Toggle Load Handler Select Solenoid
Operator’s Controls Fault Codes . . . . . . . . . 7-84 (SOL3) . . . . . . . . . . . . . . . . . . . . .8-145
Code 80 - Travel control pot out-of-range 7-84 O23 - Toggle Main Mast Lift Select Solenoid
Code 81 - Lift/lower control pot out-of-range (SOL1) . . . . . . . . . . . . . . . . . . . . .8-148
7-84 O24 - Toggle Mini Mast Lift Select Solenoid
Code 83 - Emergency power off switch detected (SOL2) . . . . . . . . . . . . . . . . . . . . .8-151
down . . . . . . . . . . . . . . . . . . . . . . . 7-84 O25 - Toggle Load Handler Traverse
Code 84 - Brake inoperable or not properly Proportional Solenoid "B" (SOL34B) .8-154
adjusted . . . . . . . . . . . . . . . . . . . . 7-85 O26 - Toggle Load Handler Traverse
Code 87 - Travel command detected before Proportional Solenoid "A" (SOL34A) 8-157
travel deadman switch closed . . . . . 7-86 O27 - Toggle Fork Control Proportional
Code 8A - Rotate control pot out-of-range . 7- Solenoid "B" (SOL35B) . . . . . . . . . .8-160
86 O28 - Toggle Fork Control Proportional
Code 8B - Traverse control pot out-of-range Solenoid "A" (SOL35A) . . . . . . . . . .8-163
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87 O29 - Toggle Reach Select Solenoid (SOL36)
Code 8C - Travel deadman switches do not 8-166
agree . . . . . . . . . . . . . . . . . . . . . . 7-88 O30 - Steer Relay . . . . . . . . . . . . . . . .8-169
Code 8D - Plugging detector malfunction 7-88 O31 - Travel Alarm . . . . . . . . . . . . . . .8-171
O-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4 Over Pulley Cables and Hoses . . . . . . . . . . . .6-8
Output Flow Test . . . . . . . . . . . . . . . . . . . 7-215 Overall System Test . . . . . . . . . . . . . . . . . .7-215
Output Tests . . . . . . . . . . . . . . . . . . . . 7-34, 8-83
O00 - Toggle the PC Contactor . . . . . . 8-83 P
O01 - Toggle the X Contactor . . . . . . . . 8-86
O02 - Toggle the P Contactor . . . . . . . . 8-89
Password . . . . . . . . . . . . . . . . . . . . . . . . . . .7-23
O03 - Toggle the 1S Contactor . . . . . . . 8-92
Changing . . . . . . . . . . . . . . . . . . . 7-31, 9-2
O04 - HCM Forward Enable Test (Forks First)
Entering . . . . . . . . . . . . . . . . . . . . . . . .7-24
8-95
Levels . . . . . . . . . . . . . . . . . . . . . . . . . .7-23

I-7 PDMM-0024
Index Model 537 Swing-Reach® Truck

Performance Limiting Codes . . . . . . . . . . . . 7-42 Code 25 - Short detected in field circuit . .7-54
Code 10 - Power Up SelfTest (P.O.S.T.) . 7-42 Code 26 - Open detected in field circuit .7-55
Code 11 - Traction motor temperature HOT Code 27 - Field current sensor circuits not
7-42 responding . . . . . . . . . . . . . . . . . . .7-56
Code 13 - Power panel temperature HOT 7-43 Code 28 - Plugging circuits not responding . .
Code 14 - Main/mini mast height uninitialized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-56
7-43 Power Supply . . . . . . . . . . . . . . . . . . 5-31, 7-195
Code 16 - Weight exceeded for current Failure . . . . . . . . . . . . . . . . . . . . . . . . .5-52
height . . . . . . . . . . . . . . . . . . . . . . . . . 7-44 Fuse Blows . . . . . . . . . . . . . . . . . . . . .7-196
Code 17 - Displacement and/or heading angle Power Transistor
excessive (wire guidance) . . . . . . . . 7-44 Control . . . . . . . . . . . . . . . . . . . . . . . . .5-69
Code 18 - Travel inhibited by load handler . . Description . . . . . . . . . . . . . . . . . . . . . .5-64
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45 (Q1) . . . . . . . . . . . . . . . . . . . . . . . . . . .5-69
Code 19 - Travel limited by load handler 7-46 (Q1) Test . . . . . . . . . . . . . . . . . . . . . . .8-174
Code 1A - Seeking wire or guide wire sensed Theory . . . . . . . . . . . . . . . . . . . . . . . . . .5-63
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47 Primary Operator Display (POD) . . . . . . . . . .5-10
Code 1B - Lower limit reached . . . . . . . 7-47 Printed Circuit Cards, Handling . . . . . . . . . .7-16
Code 1C - Too many pulses without reference Processing Card . . . . . . . . . . . . . . . . . . . . . .5-35
switch . . . . . . . . . . . . . . . . . . . . . . 7-48 Program Mode . . . . . . . . . . . . . . . . . . . . . .7-23
Code 1D - Upper limit reached . . . . . . . 7-48 Program Mode, Entering . . . . . . . . . . . . . . .7-24
Code 1E - Speed limited due to steer angle . . Proper Handling of Static Sensitive Devices . . .2-6
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49 Proportional Solenoid . . . . . . . . . . . . . . . . . .5-33
Code 1F - Side gate up when requesting Proportional Solenoids A & B . . . . . . . . . . .7-189
travel . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49 Pumps and Motors . . . . . . . . . . . . . . . . . . . . .6-9
Plugging . . . . . . . . . . . . . . . . . . . . . . . . . . 5-94
Forward to Reverse . . . . . . . . . . . . . . . . 5-94 R
POD Temperature Not Controlled Properly 7-230
Diagnostic Malfunctions . . . . . . . . . . . 7-230
Rail Guidance . . . . . . . . . . . . . . . . . . . . . .5-104
Theory of Operation . . . . . . . . . . . . . . 7-230
Theory . . . . . . . . . . . . . . . . . . . . . . . . .5-104
Position Feedback
Rail Guidance Service Notes . . . . . . . . . . . . .9-28
Pot Assembly Maintenance . . . . . . . . . . . 9-7
Raymond® Products Lubrication Equivalent
Pot Output Test . . . . . . . . . . . . . . . . . 7-187
Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-26
Potentiometer (VR8) . . . . . . . . . . . . . . . 5-35
Reach . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-102
Potentiometer VR8, Setting . . . . . . . . . 7-123
Reach Cylinders . . . . . . . . . . . . . . . . . . . . . .5-98
Pot Mechanical Resistance Test . . . . . . . . . 7-187
REC1 Test . . . . . . . . . . . . . . . . . . . . . . . . .8-179
Pot (VR8) Electrical Resistance Test . . . . . . . 7-187
Register
Power Amplifier Components . . . . . . . . . . . 5-68
Control . . . . . . . . . . . . . . . . . . . . . . . .7-153
Power Panel . . . . . . . . . . . . . . . . . . . . . . . . 9-26
Deviation . . . . . . . . . . . . . . . . . . . . . . .7-153
Temperature . . . . . . . . . . . . . . . . . . . . 5-69
Error . . . . . . . . . . . . . . . . . . . . . . . . . .7-154
Power Panel Fault Codes . . . . . . . . . . . . . . 7-50
Input . . . . . . . . . . . . . . . . . . . . . . . . . .7-151
Code 1D - Carriage at or above lift inhibit
Reference . . . . . . . . . . . . . . . . . . . . . .7-152
height . . . . . . . . . . . . . . . . . . . . . . 7-50
Relief Valve Settings . . . . . . . . . . . . . . . . . . .4-15
Code 20 - Temperature sensor circuits not
Relief Valves . . . . . . . . . . . . . . . . . . . . . . . .5-98
responding . . . . . . . . . . . . . . . . . . 7-50
Return-Line Filter . . . . . . . . . . . . . . . . . . . . .5-18
Code 21 - Short detected in armature circuit
Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-100
7-51
Rotate Actuator . . . . . . . . . . . . . . . . . . . . . .5-98
Code 22 - Power Panel overheated . . . . 7-52
Rotor Gap Adjustment . . . . . . . . . . . . . . . . .9-20
Code 23 - Open detected in armature circuit .
Procedure . . . . . . . . . . . . . . . . . . . . . . .9-21
7-52
Run Mode . . . . . . . . . . . . . . . . . . . . . . . . . .7-22
Code 24 - Armature current sensor circuit not
responding . . . . . . . . . . . . . . . . . . 7-53

PDMM-0024 I-8
 Model 537 Swing-Reach® Truck Index

S DIGITAL SUPPLY FAILED (OE = OFF) . .7-170

Error Status Codes . . . . . . . . . . . . . . . .7-158
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 Informational Status Codes . . . . . . . . . .7-158
Battery Safety . . . . . . . . . . . . . . . . . . . . . 2-2 Reading the Solenoid Controller Display 7-159
Belt and Tether . . . . . . . . . . . . . . . . . . . . 6-8 Solenoid Controller Card . . . . . . . . . . .7-156
General Safety . . . . . . . . . . . . . . . . . . . . 2-1 Solenoid Controller Card Status Messages
Jacking Safety . . . . . . . . . . . . . . . . . . . . 2-4 Description . . . . . . . . . . . . . . . . . .7-160
Static Discharge Protection . . . . . . . . . . . 2-5 Solenoid Controller Status Display . . . .7-156
Welding Safety . . . . . . . . . . . . . . . . . . . . 2-3 Solenoid Controller
Scheduled Maintenance . . . . . . . . . . . . . . . . 6-1 Card . . . . . . . . . . . . . . . . . . . . . 5-33, 7-156
Secondary Operator Display Shield . . . . . . . 9-77 Card Status Messages Description . . . .7-160
Shimming Carriage Sliders . . . . . . . . . . . . . 9-40 Display, Reading the . . . . . . . . . . . . . .7-159
Shims, Upper and Lower . . . . . . . . . . . . . . . 9-45 Independent Displays . . . . . . . . . . .7-160
Short Circuit Test . . . . . . . . . . . . . . . . . . . 8-183 Status Display . . . . . . . . . . . . . . . .7-159
Shorts To Frame . . . . . . . . . . . . . . . . . . . . . 7-12 Error . . . . . . . . . . . . . . . . . . . . . . . . . . .5-53
Shorts to Frame . . . . . . . . . . . . . . . . . . . . . . 6-7 PWM Output Circuits . . . . . . . . . . . . . .7-192
Side Gates . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9 Status Display . . . . . . . . . . . . . . . . . . .7-156
Signal Verification . . . . . . . . . . . . . . . . . . . 5-69 Special Tools Required . . . . . . . . . . . . . . . . . .1-1
Skid Pads . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 Specifications, Truck . . . . . . . . . . . . . . . . . . .4-14
SOL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Acceleration . . . . . . . . . . . . . . . . . . . . .4-14
SOL2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Auxiliary Functions . . . . . . . . . . . . . . . . .4-15
SOL3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97 Auxiliary Lift . . . . . . . . . . . . . . . . . . . . . .4-14
SOL34A/34B . . . . . . . . . . . . . . . . . . . . . . . 5-97 Auxiliary Lower . . . . . . . . . . . . . . . . . . .4-15
SOL35A/35B . . . . . . . . . . . . . . . . . . . . . . . 5-97 Main Lift . . . . . . . . . . . . . . . . . . . . . . . .4-14
SOL36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-97 Main Lower . . . . . . . . . . . . . . . . . . . . . .4-14
SOL4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Relief Valve Settings . . . . . . . . . . . . . . . .4-15
SOL5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16 Stopping Distance . . . . . . . . . . . . . . . . .4-14
SOL6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17 Travel Speed . . . . . . . . . . . . . . . . . . . . .4-14
Solenoid Control and Processing Cards, Cannot Standard Torque Data for Bolts . . . . . . . . . . . .A-1
Adjust Pots Correctly on . . . . . . . . . . . 7-220 Static Adjustments, Truck . . . . . . . . . . . . . .7-131
Solenoid Control ESTAT Message . . . . . . . 7-156 Static Discharge Protection . . . . . . . . . . . . . . .2-5
Code #0 - System in Neutral (OE = ON) . 7- Electrostatic Discharge Damage . . . . . . . .2-5
161 Proper Handling of Static Sensitive Devices 2-6
Code #1 - Rotating CW . . . . . . . . . . . 7-161 Static Sensitive Devices, Proper Handling of . . .2-6
Code #10 - ROTATION ERROR CCW . 7-164 Static Straps . . . . . . . . . . . . . . . . . . . . . . . . . .6-7
Code #11 - HARDWARE ERROR - ROTATE Status Code
CIRCUITS . . . . . . . . . . . . . . . . . . 7-168 Descriptions . . . . . . . . . . . . . . . . . . . . .7-143
Code #12 - HARDWARE ERROR - MOVE Status Codes
CIRCUITS . . . . . . . . . . . . . . . . . . 7-168 Error . . . . . . . . . . . . . . . . . . . . 7-139, 7-158
Code #13 - POWER SUPPLY FAILED (PSF) . . . Informational . . . . . . . . . . . . . . 7-138, 7-158
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-168 Steer Encoder Card Assembly . . . . . . . . . . . .5-34
Code #14 - POSITION FEEDBACK POT Steering . . . . . . . . . . . . . . . . . . . . 5-98, 6-9, 9-3
ERROR . . . . . . . . . . . . . . . . . . . . . . . 7-169 "Weights" . . . . . . . . . . . . . . . . . . . . . . . .5-48
Code #15 - Power On Reset/Disable . 7-161 Component and Circuit Tests . . . . . . . .7-187
Code #2 - Rotating CCW . . . . . . . . . . 7-161 Effort Test (w/Wire Guidance), Required 7-218
Code #3 - Operator Off Deadman . . . 7-161 Effort, Troubleshooting Excessive . . . . . .7-220
Code #4 - TACH ERROR NEUTRAL . . . 7-163 Encoder Signals, Manual . . . . . . . . . . .7-196
Code #5 - TACH ERROR CW . . . . . . . 7-162 Input Selection . . . . . . . . . . . . . . . . . . . .5-51
Code #6 - TACH ERROR CCW . . . . . . 7-162 Limit Switch Circuit . . . . . . . . . . . . . . . .7-142
Code #7 - HARDWARE ERROR - TACH 7-163 Manual . . . . . . . . . . . . . . . . . . . . . . . . .5-43
Code #8 - ROTATION ERROR NEUTRAL 7-167 Position Feedback Pot Assembly Maintenance
Code #9 - ROTATION ERROR CW . . . 7-164 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-7

I-9 PDMM-0024
Index Model 537 Swing-Reach® Truck

Pressure Relief Adjustment . . . . . . . . . . . 9-3 Code #31 (SOD Code 9D) - Power
Pressure Test . . . . . . . . . . . . . . . . . . . 7-214 Disconnected or Electronic Steering
Steering Pressure Relief Adjustment . . . . . 9-3 Interface Cable or Card Disconnected . .
Steering Tachometer Assembly Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-144
9-6 Code #4 - Normal Manual Steering . . .7-149
System . . . . . . . . . . . . . . . . . . . . . . . . . 5-28 Code #9 - Displacement Excessive . . . .7-149
System Errors, Manual . . . . . . . . . . . . . 5-53 Control Register . . . . . . . . . . . . . . . . . .7-153
Tachometer Assembly Maintenance . . . . . 9-6 Deviation Register . . . . . . . . . . . . . . . .7-153
Test Procedure, Electronic . . . . . . . . . . 7-122 Error Register . . . . . . . . . . . . . . . . . . . .7-154
Initial Adjustments . . . . . . . . . . . . 7-123 Error Status Codes . . . . . . . . . . . . . . . .7-139
Initial Check for All Vehicles . . . . . 7-122 Information Displays and Status Messages . .
Tiller Decoder . . . . . . . . . . . . . . . . . . . 5-46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-135
Tiller, Electronic . . . . . . . . . . . . . . . . . . 5-44 Informational Status Codes . . . . . . . . . .7-138
Stopping Distance . . . . . . . . . . . . . . . . . . . 4-14 Input Register . . . . . . . . . . . . . . . . . . . .7-151
SuperWrd . . . . . . . . . . . . . . . . . . . . . . . . . 7-23 Reference Register . . . . . . . . . . . . . . . .7-152
Switch, Auto/Manual . . . . . . . . . . . . . . . . . 5-31 Status Code Descriptions . . . . . . . . . . .7-143
Switches . . . . . . . . . . . . . . . . . . . . . . . . . 6-3, 6-5 Steering Limit Switch Circuit . . . . . . . . .7-142
System Architecture . . . . . . . . . . . . . . . . . . . . 5-5 System Controller Status Messages . . . .7-135
Carriage Manager . . . . . . . . . . . . . . . . . 5-5 Using the Digital Tester . . . . . . . . . . . .7-150
intellispeed™ Manager . . . . . . . . . . . . . . 5-9 Wire Lost - Both Center Coil Pairs (Code #27)
Primary Operator Display (POD) . . . . . . 5-10 (SOD Code 96) . . . . . . . . . . . . . . .7-140
Vehicle Manager . . . . . . . . . . . . . . . . . . 5-7 System Controller Status Messages . . . . . . .7-135
System Controller . . . . . . . . . . . . . . . . . . . . 5-50 System Errors, Internal . . . . . . . . . . . . . . . . .5-50
System Controller ESTAT Message . . . . . . . 7-135 System Fault Codes . . . . . . . . . . . . . . . . . . .7-96
Code #0, 1, 2, 3, 5, 6, 7, 8 - LOW (Locked-On Code A0 - Software does not match vehicle
Wire) Frequency . . . . . . . . . . . . . . 7-149 setup . . . . . . . . . . . . . . . . . . . . . . . .7-96
Code #10 - Heading Angle Excessive . 7-149 Code A1 - Uninitialized SOD . . . . . . . . .7-97
Code #11 - Displacement and Heading Code A2 - Uncalibrated VFC . . . . . . . . .7-98
Excessive . . . . . . . . . . . . . . . . . . . 7-148 Code A3 - COP disabled . . . . . . . . . . . .7-98
Code #12 - Seeking Wire - Steering Manual Code A4 - CAN (Controller Area Network)
7-149 communications failed (transmit) . . .7-99
Code #13 - Wire Sensed - Auto Steering . . 7- Code A6 - intellispeed™ Manager failed POST
149 (Power On SelfTest) . . . . . . . . . . . .7-101
Code #14 - Drive Unit 10° . . . . . . . . . 7-149 Code A7 - Vehicle Manager vs intellispeed™
Code #16 (SOD Code 9B) - Logic Error 7-143 Manager software mismatch . . . . .7-101
Code #17, 18, or 25 (SOD Codes 93, 94, or Code A8 - Vehicle Manager vs Carriage
95) - Not NEARWIRE - Center or Auxiliary Manager software mismatch . . . . .7-102
Coil Pair . . . . . . . . . . . . . . . . . . . 7-140 Code A9 - Vehicle Manager vs Carriage
Code #19 (SOD Code 19) - Drive Unit Out Of Manager checksums don’t agree . .7-102
Range . . . . . . . . . . . . . . . . . . . . . 7-142 Code AB - SOD hour meter format failure (out-
Code #24 (SOD Code 97) - Manual Signal of-range) . . . . . . . . . . . . . . . . . . . .7-103
Error (MSE) . . . . . . . . . . . . . . . . . 7-148 Code AC - SOD hour meter format failure
Code #26 (SOD Code 92) - Tracking Limits (counts high) . . . . . . . . . . . . . . . . .7-104
Exceeded . . . . . . . . . . . . . . . . . . . 7-141 Code AD - CAN bus off . . . . . . . . . . . .7-104
Code #28 (SOD Code 98) - Manual Signal Loss Code AE - CAN error (too many NAKs) .7-106
(MSL) . . . . . . . . . . . . . . . . . . . . . . 7-147 Code AF - EPROM mismatch with SOD .7-108
Code #29 (SOD Code 99) - Solenoid Controller Code EC - Operating system error . . . .7-109
Error (SCE) . . . . . . . . . . . . . . . . . . 7-144 Code ED - Communications to Secondary
Code #30 (SOD Code 9A) - Power Supply Operator’s Display (SOD) Failed . .7-109
Failure (PSF) . . . . . . . . . . . . . . . . . 7-143 Code EF - Bad Secondary Operator’s Display
(SOD) Checksum . . . . . . . . . . . . . .7-110

PDMM-0024 I-10
 Model 537 Swing-Reach® Truck Index

Code F0 - Invalid data received by Vehicle Power Transistor (Q1) Test . . . . . . .8-174
Manager (from Carriage Manager) 7-110 REC1 Test . . . . . . . . . . . . . . . . . . .8-179
Code F1 - Carriage Manager COP timeout . . Testing Other Electrical Components . . .8-
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-111 178
Code F2 - Carriage Manager Invalid OP Code TM1/TM2 Test . . . . . . . . . . . . . . . .8-175
7-112 Thermal Cut-Back . . . . . . . . . . . . . . . . . . . .5-91
Code F3 - Carriage Manager ASIC Reset . . 7- TM1/TM2 Test . . . . . . . . . . . . . . . . . . . . . .8-175
113 Tools
Code F4 - Vehicle Manager COP timeout . . . Common Tools Required . . . . . . . . . . . . .1-2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-114 Fabricated Tools Required . . . . . . . . . . . .1-2
Code F5 - Vehicle Manager invalid OP Code Special Tools Required . . . . . . . . . . . . . . .1-1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115 Torque Data for Bolts, Standard . . . . . . . . . . .A-1
Code F6 - Vehicle Manager ASIC Reset 7-115 Torque On Demand . . . . . . . . . . . . . . . . . . .5-90
Code F8 - Operator’s Display Checksum Failure Torque Specifications - Mast to Tractor . . . . .9-33
. . . . . . . . . . . . . . . . . . . . . . . . . . 7-116 Traction System . . . . . . . . . . . . . . . . 5-63, 8-174
Code F9 - Operator’s Display Checksum Failure 1S Contactor . . . . . . . . . . . . . . . . . . . . .5-94
. . . . . . . . . . . . . . . . . . . . . . . . . . 7-116 Chopper Control Module (CCM) . . . . . . .5-69
System Status Codes . . . . . . . . . . . . . . . . . . 7-39 Chopper Control Module Test . . . . . . . .8-175
Code 00 - All systems functioning . . . . . 7-39 Closed Loop Speed Control . . . . . . . . . .5-89
Code 01 - Password entry required . . . . 7-39 Closing Deadman Switches (S2 and S25) 5-81
Code 02 - Program mode main menu . . 7-40 Connecting Battery . . . . . . . . . . . . . . . . .5-70
Code 03 - Learn mode . . . . . . . . . . . . . 7-40 Contactor Coils . . . . . . . . . . . . . . . . . . .5-88
Code 04 - Configure mode . . . . . . . . . 7-40 Current Limiting . . . . . . . . . . . . . . . . . . .5-93
Code 05 - Maintenance mode . . . . . . . 7-41 Current Monitoring . . . . . . . . . . . . . . . .5-69
Code 06 - Electronic key input required . 7-41 H-Bridge . . . . . . . . . . . . . . . . . . . . . . . .5-84
HCM Test . . . . . . . . . . . . . . . . . . . . . .8-176
T Moving Directional/Speed Control . . . . .5-82
Operation of the Travel System . . . . . . . .5-70
Plugging . . . . . . . . . . . . . . . . . . . . . . . .5-94
Tachometer
Plugging, Forward to Reverse . . . . . . . . .5-94
Electrical Resistance Test . . . . . . . . . . . 7-190
Power Amplifier Components . . . . . . . . .5-68
Feedback . . . . . . . . . . . . . . . . . . . . . . . 5-33
Power Panel Temperature . . . . . . . . . . . .5-69
Input Circuit and . . . . . . . . . . . . . . . . 7-190
Power Transistor Control . . . . . . . . . . . .5-69
Input Circuit Test . . . . . . . . . . . . . . . . 7-192
Power Transistor Description . . . . . . . . . .5-64
Mechanical Resistance Test . . . . . . . . . 7-190
Power Transistor (Q1) . . . . . . . . . . . . . .5-69
Output Test . . . . . . . . . . . . . . . . . . . . 7-191
Power Transistor (Q1) Test . . . . . . . . . .8-174
Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Power Transistor Theory . . . . . . . . . . . . .5-63
Analog Tests . . . . . . . . . . . . . . . . . . . . . 8-5
REC1 Test . . . . . . . . . . . . . . . . . . . . . .8-179
General Testing . . . . . . . . . . . . . . . . . . . 8-4
Testing Other Electrical Components . . .8-178
Grounds - General . . . . . . . . . . . . . . 8-4
Thermal Cut-Back . . . . . . . . . . . . . . . . .5-91
Input Tests . . . . . . . . . . . . . . . . . . . . . . 8-42
TM1/TM2 Test . . . . . . . . . . . . . . . . . . .8-175
Motor . . . . . . . . . . . . . . . . . . . . . . . . 8-181
Torque On Demand . . . . . . . . . . . . . . . .5-90
Armature Shorts . . . . . . . . . . . . . . 8-184
Travel Circuit Components . . . . . . . . . . .5-66
Motor Grounds Test . . . . . . . . . . . 8-184
Turning Keyswitch (S1) ON - PC Energized .5-
Motor Overheating . . . . . . . . . . . . 8-181
79
Motor Stud Terminals . . . . . . . . . . 8-182
Turning Keyswitch (S1) ON - PC Not Energized
Open Circuit Test . . . . . . . . . . . . . 8-182
5-72
Short Circuit Test . . . . . . . . . . . . . 8-183
Wiring Conventions . . . . . . . . . . . . . . . .5-68
Other Electrical Components . . . . . . . 8-178
Transducer, Main and Mini Pressure . . . . . . .5-18
Output Tests . . . . . . . . . . . . . . . . . . . . . 8-83
Travel Circuit Components . . . . . . . . . . . . . .5-66
Traction System . . . . . . . . . . . . . . . . . 8-174
Travel Control, Service Notes for . . . . . . . . . .9-26
Chopper Control Module Test . . . . 8-175
Travel Potentiometer (VR1) Replacement . . . .9-23
HCM Test . . . . . . . . . . . . . . . . . . 8-176

I-11 PDMM-0024
Index Model 537 Swing-Reach® Truck

Travel Speed . . . . . . . . . . . . . . . . . . . . . . . 4-14 Vehicle Overview

Traverse . . . . . . . . . . . . . . . . . . . . . . . . 5-98, 6-9 Theory of Operation . . . . . . . . . . . . . . . .5-1
Traverse Control Potentiometer (VR4) Voltage Check . . . . . . . . . . . . . . . . . . . . . . .6-16
Replacement . . . . . . . . . . . . . . . . . . . . . . . 9-53 Voltage To Frame . . . . . . . . . . . . . . . . . . . .7-13
Traverse Motor . . . . . . . . . . . . . . . . . . . . . . 5-98
Traverse Problems . . . . . . . . . . . . . . . . . . 7-229 W
Truck Specifications
Acceleration . . . . . . . . . . . . . . . . . . . . . 4-14
Warning Decals . . . . . . . . . . . . . . . . . . . . . . .6-8
Auxiliary Functions . . . . . . . . . . . . . . . . 4-15
Warning Light . . . . . . . . . . . . . . . . . . . . . . . .6-8
Auxiliary Lift . . . . . . . . . . . . . . . . . . . . . 4-14
Watchdog Circuit Operation . . . . . . . . . . . . .5-49
Auxiliary Lower . . . . . . . . . . . . . . . . . . . 4-15
Welding Safety . . . . . . . . . . . . . . . . . . . . . . . .2-3
Main Lift . . . . . . . . . . . . . . . . . . . . . . . 4-14
Wheels and Tires . . . . . . . . . . . . . . . . . . . . . .6-6
Main Lower . . . . . . . . . . . . . . . . . . . . . 4-14
Wheels/Tires . . . . . . . . . . . . . . . . . . . . . . . . .6-3
Relief Valve Settings . . . . . . . . . . . . . . . 4-15
Wire Acquisition . . . . . . . . . . . . . . . . . . . . . .5-52
Stopping Distance . . . . . . . . . . . . . . . . 4-14
Wire Guidance . . . . . . . . . . . . . . 5-37, 6-8, 6-9
Travel Speed . . . . . . . . . . . . . . . . . . . . 4-14
Cards . . . . . . . . . . . . . . . . . . . . . . . . .7-130
Errors . . . . . . . . . . . . . . . . . . . . . . . . . .5-53
Truck Static Adjustments
Frequency Selection . . . . . . . . . . . . . . . .5-51
W/O Alignment Track . . . . . . . . . . . . . 7-131
Performance, Optimizing . . . . . . . . . . .7-223
WITH Alignment Track . . . . . . . . . . . . 7-132
Position Signals (HA & DFW) . . . . . . . . .7-208
Turning Keyswitch (S1) ON - PC Not Energized
Sensor . . . . . . . . . . . . . . . . . . . . . 5-35, 5-37
SelfTest Checks . . . . . . . . . . . . . . . . . . 5-78
Sensor Analog Signal Channels . . . . . .7-206
Start-up Sequence . . . . . . . . . . . . . . . . 5-77
System, Reasons for Optimizing . . . . . .7-224
Test Equipment . . . . . . . . . . . . . . . . . .7-121
V Test Procedure . . . . . . . . . . . . . . . . . . .7-121
Tracking, Poor . . . . . . . . . . . . . . . . . . .7-182
Vehicle Manager . . . . . . . . . . . . . . . . . . . . . 5-7 Troubleshooting . . . . . . . . . . . . . . . . . .7-171

PDMM-0024 I-12