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Service Training

H01 / Chapter 1
350 804 4701.0400

Linde IC Engined Truck


H 12/16/18/20 D-03/T-03
Series 350
with Linde Hydraulic Control (LHC)

This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurfrderzeuge und Hydraulik

Service Training

Table of content
Page

H01 / Chapter 1
350 804 4701.0400

IC-ENGINED TRUCKS H 12/16/18/20 D-03/T-03, SERIES 350


1

Diesel engine

1.1

Engine specifications

1.2

Crankshaft

1.2.1

Adjusting alternator V-belt tension

1.2.2

Removing toothed belt

1.3

Fuel injection pump

1.3.1

Removal and installation of the fuel injection pump

1.3.2

Removing and installing the crankshaft sprocket

1.3.3

Check and adjust static injection pump timing

1.3.4

Checking engine timing

1.3.5

Stop leaks from the adapter of the injection pump

10

1.3.6

Adjust the idling speed and the governed speed (without load)

10

1.4

Fuel injectors

11

1.4.1

Remove and install fuel injectors

11

1.4.2

Servicing fuel injectors

12

1.4.3

Fuel injector parts

12

1.4.4

Check injector needle tip (visual check)

12

1.4.5

Check of fuel pressure

13

1.4.6

Check for leakages

13

1.5

Cylinder head

14

1.5.1

Cylinder head removal

14

1.5.2

Check cylinder head for distortion

14

1.5.3

Markings of cylinder head gaskets

14

1.5.4

Check piston at TDC

15

1.5.5

Fitting the cylinder head

15

1.5.6

Check compression pressure

17

1.5.7

Check hydraulic tappets

18

1.6

Glow plug system

19

1.6.1

Checking the glow plugs

19

1.6.2

Check the glow plugs

19

1.6.3

Glow plugs with burnt electrodes

20

Transmission

2.1

Digital electric-hydraulic control (LHC)

2.1.1

General

Page

02.01

Service Training

2.1.2

Electronic control of truck speed

2.2

Schematic diagram of the drive unit

2.3

Technical data of the travel drive system

2.4

Hydraulic circuit diagram

2.5

View of the variable pump

11

2.6

Cross sectional view of drive pump

12

2.7

Electric-hydraulic adjustment

13

2.7.1

Hydraulic adjustment with electronic control

15

2.7.2

Electric-hydraulic control

16

2.7.2.1

Begin of pump control

17

2.7.2.2

Swash angle of variable pump

17

2.7.2.3

Hydraulic zero position

17

2.7.2.4

Hydraulic brake valve

18

2.8

Towing device

19

2.9

Drive axle AH 20 -01 with wheel drive, multiple disc brake and hydraulic motor

20

2.9.1

Repairing the reduction gear, multiple disc brake and hydraulic motor

22

2.9.2

Renewing the radial sealing ring of the planetary gear

23

2.9.3

Removing and installing the multiple disc brake and hydraulic motor with
swashplate

02.01

26

2.10

Truck diagnostics and troubleshooting

30

2.10.1

Electrical system diagnostics

30

2.10.1.1

Working with the Linde Test Module

31

2.10.1.2

Diagnostics with a PC and the Linde Interface Converter

32

2.10.1.2.1 Linde Interface Converter

33

2.10.1.2.2 Installation of the Diagnostic software Test & Setup

33

2.10.1.2.3 Selecting the Linde Program

34

2.10.1.2.4 Starting the Diagnostic Program Test & Setup

02.01

35

2.10.1.3

02.01

36

Linde Diagnostic Program

2.10.1.3.1 Help Function

38

2.10.1.3.2 Overview of menu windows - LHC Software version 1.1 - 1.3

02.01

41

2.10.1.3.3 Menu windows in detail - LHC Software version 1.1 - 1.3

02.01

42

2.10.1.3.4 Overview of menu windows - LHC Software version 1.4 and 1.5

02.01

62

2.10.1.3.5 Menu windows in detail - LHC Software version 1.4 and 1.5

02.01

63

2.10.1.3.6 Overview of menu windows - LHC Software version 1.6

02.01

97

2.10.1.3.7 Menu windows in detail - LHC Software version 1.6

02.01

98

2.10.2

Hydraulic system diagnostics

131

2.10.2.1

Circuit diagram and overview for diagnostics

131

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Table of content

Service Training
2.10.2.2

Table of content

02.01

Page

Test aids

133

2.10.2.2.1 Explanations to troubleshooting

133

2.10.2.3

135

Power-assisted steering

2.10.2.3.1 Troubleshooting without measurement of boost and maximum pressure

135

2.10.2.3.2 Troubleshooting with measurement of boost and maximum pressure

135

2.10.2.4

137

Hydraulic brake system

2.10.2.4.1 Functional test

137

2.10.2.4.2 Troubleshooting

137

2.10.2.5

140

Hydrostatic travel drive

H01 / Chapter 1
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2.10.2.5.1 Troubleshooting

140

Steering system

4.1

Schematic diagram of the steering system

Controls

5.1

Pedal stroke adjustment instructions

5.2

Adjustment instructions for the speed control

5.3

Engine speed sensor adjustment instructions

Electrical system

6.1

Basic diagram Diesel version

02.01

6.2

Basic diagram LPG version

02.01

6.3

Diagram for optional equipment

13

6.4

Layout of electrical installation

21

6.5

Composite instrument

22

Hydraulic system

7.1

Schematic

7.2

Sealing of the control valve

7.3

Setting of the pressure-limiting valve

LPG model of IC-engined fork truck H 12/16/18/20 T-03, series 350

9.1

Engine

9.1.1

Engine specifications

9.1.2

Toothed belt

9.1.2.1

Overall view of toothed belt guard

9.1.2.2

Removing, installing, tensioning the toothed belt

02.01

Page

02.01

Service Training

9.1.2.3

Adjusting the alternator V-belt tension

9.1.3

Cylinder head

9.1.3.1

Removing and installing the cylinder head

9.2

Electrical system

10

9.2.1

Electronic ignition

10

9.2.1.1

TSZ-H ignition system (transistorised ignition system)

11

9.2.1.2

Safety measures for TSZ-Hall system

12

9.2.1.3

Installation of distributor

12

9.2.1.4

Checking and adjusting the ignition timing

14

9.2.1.5

Checking the TSZ-H ignition system

15

9.2.1.5.1

Switch unit A1

16

9.2.1.5.2

Hall generator

18

9.3

LPG installation

20

9.3.1

Schematic

20

9.3.2

LPG mixer

21

Index

02.01

H01 / Chapter 1
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Table of content

Service Training
1

DIESEL ENGINE

1.1

ENGINE SPECIFICATIONS

Engine Type

VW ADG

Capacity

1896 cm3

Output

27 kW at 2200 rpm

Injection Pressure

130 +8 bar

Point of Injection

1.00 0.02 mm stroke

Compression Ratio

23 : 1

Compression

Specified Value: 34.0 bar

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Wear Limit:

Section

Page

26.0 bar

Max. Permissible Pressure Difference

5 bar

Lower Idling Speed

1030 + 30 rpm

Upper Idling Speed

2350 rpm

Rated Speed

2200 rpm

Valve Clearance

Hydraulic Valve Timing Balance

Firing Order

1-3-4-2

Minimum Oil Pressure at Top Idling Speed


and Oil Temperature approx. 80 C

2 bar

The engine number is stamped on the cylinder block


between the injection pump and the vacuum pump.
The engine number is always shown on the vehicle data
plate on the toothed belt cover.

Section

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1.2

CRANKSHAFT

1.2.1

ADJUSTING ALTERNATOR V-BELT TENSION

Service Training

- Loosen all security bolts (1) for tensioner (3) and alternator by at least one turn.
ATTENTION
The alternator must be easily moveable by hand.

- Tension V-belt by tensioning nut (2) with a torque wrench.


Specification:
New V-belt:
8 Nm
Used V-belt:
4 Nm
and tighten tensioning nut securing bolt to 30 Nm.

NOTE:

Adjustment is ideally carried out with the torque


wrench V.A.G. 1410 in connection with the
socket spanner V.A.G. 1410/2.

1.2.2

REMOVING TOOTHED BELT

REMOVAL
- Remove upper belt guard and cylinder head cover.
- Turn crankshaft to TDC on No. 1 cylinder.
The TDC mark (5) on the flywheel (6) must be in line with
the boss (4) on the bell housing.
- Fix camshaft in position with setting bar (2065 A).
- Align setting bar as follows:
Turn camshaft until one end of bar touches the cylinder
head. Measure the gap at the other end of the setting bar
with the feeler. Take half of gap measurement and insert
feeler of this thickness between setting bar and cylinder
head. Now turn the camshaft so that the setting bar
touches the feeler. Insert second feeler of the same
thickness between the other end of the setting bar and the
cylinder head.

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- Tighten all tensioner and alternator securing bolts.

Service Training
- Hold injection pump sprocket in position with drift (2064).
- Loosen tensioner.
- Remove pulley for coolant pump.
- Remove lower toothed belt guard.
- Remove belt guard.

INSTALLATION
- Check and ensure TDC mark on flywheel is aligned with
reference mark.

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- Loosen camshaft sprocket bolt (2) by half a turn. Free


sprocket (1) on taper by tapping with hammer (using a
drift through the hole in the rear toothed belt guard).
- Fit toothed belt and remove pin from injection pump
sprocket.
- Install the idling pulley. Torque loading: 25 Nm.
- Turn the tensioning pulley clockwise with a spanner (eg Matra
V159) until the notch and boss (arrows) are in line.
- Tighten the clamping nut at the tensioning pulley. Torque
loading: 20 Nm.
- Recheck if the TDC mark on the flywheel and the reference
mark are in line.
- Tighten fastening screw of valve timing sprocket to 45 Nm.
- Remove the setting bar.
- Turn the crankshaft by two turns in normal direction and
check that the tension of the toothed belt is in accordance
with the specification.
- Install V-belt, toothed belt guard and cylinder head cover.
- Check the point of injection of the injection pump.

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Section

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Service Training

CHECKING THE SEMIAUTOMATIC TENSIONING PULLEY


TEST CONDITION
- Toothed belt installed and tensioned

TEST PROCEDURE
- Push down on the toothed belt with the thumb. The notch and
boss -arrow- should go out of line.

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- Release the pressure on the toothed belt. The tensioning pulley


should return to its initial position. (Notch and boss are in line
again.)

Service Training
1.3

FUEL INJECTION PUMP

1.3.1

REMOVAL AND INSTALLATION OF THE FUEL INJECTION PUMP

NOTE:

In case a defect is noted on the fuel injection


pump the fuel injection pump has to be exchanged since to repair it a fuel injection test bed is
necessary.

REMOVAL

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- Turn crankshaft to TDC on No. 1 cylinder. The TDC mark


(2) on the flywheel (3) must be in line with the boss (1)
on the bell housing. Fix camshaft with setting bar (2065
A). Align setting bar as follows:
Turn camshaft until one end of the setting bar touches the
cylinder head. Measure the gap at the other end of the
setting bar with the feeler gauge. Insert the feeler gauge
with one half of the thickness between the setting bar and
the cylinder head. Turn the camshaft now so that the
setting bar rests on the feeler gauge. Insert a second
feeler gauge with the same thickness at the other end
between the setting bar and the cylinder head.
- Remove toothed belt from camshaft and injection pump
gears.
- Loosen nut of the fuel injection gear.
- Loosen the puller legs and put on puller (3032).
- Align puller legs with holes in the fuel injection pump gear
and tighten.
- Put the injection pump gear under tension with the puller.
- Loosen the injection pump gear from the taper of the fuel
injection pump by tapping slightly on the puller spindle
(see arrow). (Hold fuel injection pump sprocket so that it
does not fall down).
- Detach all fuel pipes from the fuel injection pump and
cover the holes with a clean cloth.
NOTE:

Use open ring spanner (3035) to loosen injection pipes.

Section

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Section

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Service Training

- Remove securing bolts (2) from bracket (3 bolts).


- Remove securing bolt (1) from rear support bracket.
NOTE:

Loosen the lower and right-hand securing bolt


from the front.
ATTENTION
Under no circumstances should the securing
bolts (see arrows) holding the fuel injection pump
head be loosened.
Loosening the securing bolts would allow the
head to move and would cause the breakage of
the distributor plunger.

- Install the fuel injection pump and align centrally in the


elongated flange holes.
Tightening torques:
Pump mounting bolts:
Fuel pipes:
Injection pump sprocket:

25 Nm
25 Nm
45 Nm

ATTENTION
Do not interchange the feed and return pipe banjo
bolts. The inside diameter of the bolt for the return
pipe is smaller and the hexagon head is marked
"OUT".
- Install injection pump sprocket and fix position with
positioning pin (2064).
- Loosen bolt of camshaft sprocket by half a turn. Free
camshaft sprocket from the taper by tapping with a
hammer (using a drift through the hole in the rear toothed
belt guard).
- Check that TDC mark on the flywheel is aligned with the
reference mark
- Install toothed belt and remove the positioning pin from
the fuel injection pump sprocket.

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INSTALLATION

Service Training
- Install the pulley. Torque loading: 25 Nm.
- Turn the tensioning pulley clockwise with a spanner (eg Matra
V159) until the notch and boss (arrows) are in line.
- Tighten the clamping nut at the tensioning pulley. Torque
loading: 20 Nm.
- Recheck if the TDC mark on the flywheel and the reference
mark are in line.
- Tighten the camshaft pulley fastening screw to 45 Nm.
- Remove the adjustment ruler.
- Rotate the crankshaft another two turns in the direction of
engine rotation and recheck the tension of the toothed belt.

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- Check the operation of the tensioning pulley.


- Check the start of delivery.
- Check and adjust the idling speed and stall speed.

1.3.2

REMOVING AND INSTALLING THE CRANKSHAFT SPROCKET

Precondition:
- The toothed belt (3) is removed.

REMOVAL
- Remove the fastening screw (1).
- Take the sprocket (2) off the crankshaft.

INSTALLATION
- Slide the sprocket (2) onto the crankshaft.
- Use a new fastening screw (1).
- Oil the thread and head mating surface and install
the screw.
Tightening procedure: 90 Nm + 90

Section

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Section

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1.3.3

Service Training

CHECK AND ADJUST STATIC INJECTION PUMP TIMING

CHECK AND ADJUSTMENT CONDITIONS


Toothed belt tension OK.
Operating lever of fuel injection pump on stop.
Set engine to TDC on No. 1 cylinder.
Engine installed:
- Turn the crankshaft until TDC mark (2) on the flywheel (3)
is in line with the boss (1) on the bell housing.

CHECKING AND ADJUSTING

ATTENTION
Always fit a new washer when installing the plug.
Tightening torque 15 Nm. If leaks occur the plug
can be tightened to a maximum torque of 25 Nm.
- Install adaptor (2066) and small dial gauge (measuring
range 0 ... 3.0 mm) in place of the plug and preload the
dial gauge to about 2.5 mm.
- Turn the crankshaft slowly anticlockwise (opposite to
normal rotation) until the dial gauge needle does not
move any more.
- Adjust the dial gauge with approx. 1 mm preload to "0".
- Turn the crankshaft clockwise (normal rotation) until the
TDC mark on the flywheel is aligned with the reference
mark.
- Read the point of injection from the dial gauge.
Test figure
Setting figure

= 0.93 ... 1.07 mm stroke


= 1.00 0.02 mm stroke

ATTENTION
In case the value is within the specified tolerance
an adjustment is not required.
- To adjust loosen the three screws on the bracket and the
screw holding the rear support.

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- Unscrew plug from fuel injection pump head.

Service Training
- Adjust the point of injection by turning the fuel injection pump
to give the setting value.
- Tighten the bolts to 25 Nm.

1.3.4

CHECKING ENGINE TIMING

- Remove cylinder head cover.


- Check the tension of the toothed belt.
- Set the engine to TDC on the cylinder No. 1.
The setting bar (2065A) must fit into the slot on the camshaft.
If the setting bar cannot be inserted adjust the valve timing
as follows:

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- Turn the crankshaft so that the setting bar can be inserted and
align the setting bar as follows:
Turn the camshaft so that one end of the setting bar touches
the cylinder head. Measure the gap at the other end of the
setting bar with a feeler gauge. Insert a feeler gauge with one
half of the measurement between the setting bar and the
cylinder head. Now turn the camshaft so that the setting bar
touches the feeler gauge. Insert a second feeler gauge with
the same measurement at the other end between the setting
bar and the cylinder head.
- Loosen bolt of the valve timing sprocket by half a turn. Free
the sprocket from taper by inserting a drift through the hole
in the rear toothed belt guard and by striking the drift with a
hammer.
- Fix injection pump sprocket with the fixing pin (2064).
- Check TDC position; if necessary turn the crankshaft until
TDC mark (2) on the flywheel (3) is aligned with the boss (1)
on the bell housing.
NOTE:

To adjust the injection pump sprocket and the


TDC mark on the flywheel it may be necessary to
remove the toothed belt.

- Remove fixing pin.


- Tension the toothed belt and tighten the bolt of the valve
timing sprocket to 45 Nm.
- Remove the setting bar.
- Check the timing of the injection pump.

Section

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1.3.5
1
2
3

1
10

Service Training

STOP LEAKS FROM THE ADAPTER OF THE INJECTION PUMP


Sealing ring
Pressure valve
Adapter

- Loosen the injection pipe.


- Tighten the adapter to 45 Nm.
- Tighten the injector pipe to 25 Nm.
In case the leak is not being stopped install new adapter
and new washer.

1.3.6

ADJUST THE IDLING SPEED AND THE GOVERNED SPEED (WITHOUT LOAD)

Engine oil temperature minimum 60 C.


The engine speed can be measured with the ignition tester
(V.A.G. 1367) using the TDC sender or the adapter (VW
1324).

ADJUST THE IDLING SPEED OR MIN. GOVERNED


SPEED (WITHOUT LOAD)
- Adjust the idling speed with the idling adjustment screw (4)
according to the engine specifications.
- Lock the adjusting screw.

ADJUST GOVERNED SPEED OR MAX. GOVERNED


SPEED (WITHOUT LOAD)
- Open the throttle fully and set the engine speed with the
adjustment screw (5) according to the engine
specifications.
- Lock the adjustment screw.

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ATTENTION
When replacing the new adapters do not
interchange the pressure valve.

Service Training
1.4

FUEL INJECTORS

1.4.1

REMOVE AND INSTALL FUEL INJECTORS

NOTE:

Defective fuel injectors cause the following


troubles:

Misfiring
Knocking in one or more cylinders
Engine overheating
Loss of power
Excessively smoky black exhaust
Increased fuel consumption
Excessive blue smoke on cold start

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Defective fuel injectors can be located by loosening the fuel


pipe unions on each fuel injector when the engine is running
at a fast idle. If the engine speed remains constant after
loosening a pipe union this denotes the faulty fuel injector.

REMOVAL
- Detach the injector pipes with the slotted ring spanner
(3035)
- Remove the fuel injectors with the SW27 socket.
ATTENTION
Always remove the fuel pipe set complete. Do not
alter the shape of the fuel pipes.

INSTALLATION
ATTENTION
Always fit new heat shields between the cylinder
head and the fuel injectors.
Fitting position of the heat shields: The arrow points
towards the cylinder head.
Tightening torques:
Fuel injector pipes:
Fuel injectors:

25 Nm
70 Nm

Section
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11

Section
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1.4.2

1
12

Service Training

SERVICING FUEL INJECTORS

- Clamp the upper part of the fuel injector in vice and loosen
the hexagon.
- To prevent the parts from falling out clamp the lower part
in vice and dismantle injector. When dismantling the
injector keep all individual parts together and do not
interchange with parts from other injectors.
Tightening torque for the upper and the lower part of the fuel
injector: M = 70 Nm.

1
2
3
4
5
6
7
8
9

1.4.4

FUEL INJECTOR PARTS


Upper part of injector
Setting washer
Injector spring
Thrust pin
Nozzle holder insert
Injector needle
Nozzle body
Lower part of injector
Heat shield

CHECK INJECTOR NEEDLE TIP (VISUAL CHECK)

If the needle tip is broken off or bent replace fuel injector or


nozzle with needle.

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1.4.3

Service Training
1.4.5

CHECK OF FUEL PRESSURE


ATTENTION
When testing the injectors take care not to expose
the hands to the injector spray as the high pressure
will cause the fuel spray to penetrate the skin and
cause severe injuries.

Gauge valve open:


- Move pump lever down slowly. When injecting read the
injection pressure from the gauge and adjust if necessary
by changing the setting washer.
Specified pressure value:
New injectors: 130 ... 138 bar
Wear limit:
120 bar

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Thicker setting washer = increases the injection pressure


Thinner setting washer = decreases the injection pressure
Increasing the thickness of the setting washer by 0.05 mm
increases the injection pressure by approx. 5.0 bar.
Setting washers are available in thicknesses from
1.00 ... 1.95 mm in steps of 0.05 mm. The box 3065 should
be used to store the washers.
NOTE:

When servicing used injectors set the injection


pressure to the value of new injectors.

1.4.6

CHECK FOR LEAKAGES

Gauge valve open:


- Press the pump lever down slowly and hold a pressure
of about 110 bar for 10 seconds. Then no fuel should leak
from the nozzle tip.

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13

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Service Training

14

1.5

CYLINDER HEAD

1.5.1

CYLINDER HEAD REMOVAL

NOTE:

The cylinder head can be removed and installed with


the engine installed. If a replacement cylinder head
is installed with the camshaft mounted, the mating
surfaces of cup tappets and cams must be oiled after
installation of the head. The supplied plastic covers
for the protection of the open valves may only be
removed immediately before the installation of the
cylinder head. If the cylinder head is to be replaced,
the entire coolant must be drained. Check
compression pressure.

1.5.2

CHECK CYLINDER HEAD FOR DISTORTION

NOTE:

It is not allowed to rework cylinder heads of


Diesel engines.

1.5.3

MARKINGS OF CYLINDER HEAD GASKETS

Spare part number

= (1)

Notches/holes

= (2)

Depending of the piston height cylinder head gaskets of


different thicknesses have to be installed. When replacing
the cylinder head gasket install new gasket with the same
marks

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- max 0.1 mm

Service Training
1.5.4

CHECK PISTON AT TDC

The piston height at TDC must be measured when fitting


new pistons or short engines. Depending on the piston
height the corresponding cylinder head gasket (3) has to
be fitted in line with the following table.
Piston height

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0.66 mm ... 0.86 mm


0.87 mm ... 0.90 mm
0.91 mm ... 1.02 mm

Identification
Notches/Holes
1
2
3

1.5.5

FITTING THE CYLINDER HEAD

NOTE:

- Before installing the cylinder head cover,


turn the crankshaft to TDC.
- Then turn the crankshaft backwards until all
pistons are equally below TDC.
- After securing the cylinder head turn the
camshaft sprocket so that the cams for
cylinder No. 1 face upwards equally. Before
fitting the toothed belt turn the crankshaft
according to engine rotation to TDC.
ATTENTION
Always replace cylinder head bolts.

- Position the cylinder head gasket on the fitted pins.


- To centre screw the guide pins from guider (3070) into the
outer holes of the intake side.
- Fit the cylinder head and install the remaining 8 cylinder
head bolts and tighten by hand.
- Remove the guide pins using the tool from guider (3070)
and install the cylinder head bolts.
- Tighten the cylinder head bolts - when loosening them,
reverse the sequence.
- Tighten all cylinder head bolts one after the other in three
stages (when the engine is cold).

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15

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16

Service Training

Tightening torques:
Stage I = 40 Nm
Stage ll = 60 Nm
Stage lll = turn (180 )
without stopping further turn with normal spanner
(2 x 90 is also permissible).
- Run engine warm (oil temperature above 50 C) and
tighten the securing bolts turn (90 ) with a normal
spanner in one movement and without loosening them
(watch sequence).

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ATTENTION
There is no need to retighten the cylinder head bolts
after 10 hours engine running.

Service Training
1.5.6

CHECK COMPRESSION PRESSURE

Engine oil temperature min. 30 C.


- Disconnect the wire from the stop control at the injection
pump and insulate it.
- Remove the injector pipes with slotted ring spanner
(3035).
- Remove all fuel injectors and remove the heat shields.
- Fit the adapter (V.A.G. 1381/2A) instead of the injectors.
Place the old heat shields between the adapter and the
cylinder head.
- Fit the compression pressure tester (V.A.G. 1381)
manually into the adapter.

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NOTE:

See use instructions for compression pressure


tester.

- Operate the starter motor until the compression pressure


tester does not show a further pressure increase.

Compression pressure for V.A.G. 1381 and VW 1323


(Gauge pressure)
Specified value:
Wear limit:
Max. permissible pressure limit:

34.0 bar
26.0 bar
5.0 bar

ATTENTION
Always fit new heat shields between the cylinder
head and the injectors.

- Fitting position for the heat shields: Arrow points to the


cylinder head
- Tightening torques:
Injector pipes
Injectors

= 25 Nm
= 70 Nm

Section
Page

1
17

Page

1.5.7
NOTES:

1
18

Service Training

CHECK HYDRAULIC TAPPETS


- Place the removed tappets with the camshaft contact surface on a clean surface.
- Replace tappets complete only (cannot be
adjusted or repaired).
- Irregular valve noises when starting the
engine are normal.
- Start the engine and run it until the radiator
fan has switched on once.
- Increase the engine speed to the max.
idling speed for 2 minutes. If the hydraulic
tappets are still noisy locate the defective
tappets as follows:
- Remove cylinder head cover.
- Turn the crankshaft until the cam of the
tappet to be checked is pointing upwards.
- Press the tappet down with a wooden or
plastic wedge. If a free travel is in excess
of 0.1 mm before the valve opens replace
the hydraulic tappet.

ATTENTION
When the new tappets have been installed the
engine must not be started for about 30 minutes
(the valves will strike the pistons).

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Section

Service Training
1.6

GLOW PLUG SYSTEM

1.6.1

CHECKING THE GLOW PLUGS

Test conditions:
Engine cold.
Battery voltage OK.
Voltage is present at the glow plugs.

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- Connect the current supply to the test appliance


(V.A.G. 1315A)
- Place the glow plug wire in the current clamp.
- Press the button for the current measurement with the
clamp.
- Pull the wire off the engine temperature sender.
- Hold the ignition key in glow plug position for max.
15 seconds.
Current draw approx. 48 A, the glow plugs are OK. Current
draw below 48 A, see "check the glow plugs".

1.6.2

CHECK THE GLOW PLUGS

After stabilization on the rapid glow system the current


draw from the glow plugs is approx. 12 A per plug. If the glow
plugs show a current draw of abt.
36 A
24 A
12 A
0A

= one glow plug is defective


= two glow plugs are defective
= three glow plugs are defective
= all glow plugs are defective

These values can only be achieved with a battery voltage


above 11.5 V.
- Remove the wire and the bus bar for the glow plugs.
- Attach the diode test lamp (V.A.G. 1572) to the battery
positive (+) and apply probe in turn to each glow plug.
Diode test lamp lights up:
Diode test lamp does not
light up:

glow plug OK.


replace the glow plug
(torque 25 Nm).

Section
Page

1
19

Section
Page

NOTE:

1
20

Service Training

The glow plug tightening torque of 25 Nm must


not be exceeded otherwise the ring gap between the glow pin and the thread will be
squeezed together.
The glow plugs can fail prematurely due to this
situation.

If no defects are found but the engine is still hard to start the
glow plugs should be visually checked (injectors removed)
while glowing.

1.6.3

GLOW PLUGS WITH BURNT ELECTRODES

When a damage of this nature is found (see arrow) it is not


sufficient to merely replace the glow plug. The injectors
must also be checked for nozzle pressure and nozzle
leakages.

H01 / Chapter 1
350 804 4701.0400

Burnt electrodes in glow plugs are very often caused by


faulty injectors Damages of this nature are not due to faults
in or on the glow plugs.

Service Training
2

TRANSMISSION

2.1

DIGITAL ELECTRIC-HYDRAULIC CONTROL (LHC)

Section

Page

The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Instead
of the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerful
microcontroller assumes all the control functions of the traction drive and parts of the working hydraulics
functions.

2.1.1

GENERAL

ENCODING FOR VARIOUS TRUCKS


The electronic controller is able to control trucks of different series and with different motors. In order to take
the various truck parameters into consideration, each truck wiring loom is encoded thus allowing the
electronic controller to recognise the type of truck it is installed in.

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FAULT DETECTION
The processor can detect non-logical conditions and system errors from the analogue and digital signals
in the electronic controller and indicate this on the test set via the serial interface.
Additionally, the controller initiates various actions, depending on the potential danger of the error:
-

Warning lamp flashes.


RPM limitation of IC engine.
Truck brakes with normal braking deceleration and will not move off again.
Truck brakes with emergency function and IC engine shuts down.

These measures can be reversed by shutting down the truck with the ignition switch. When the truck is
restarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continue
to operate normally. If the error still exists, one of the above measures will reappear.

BRAKE
The brake is designed as a parking and emergency brake. It is of the mechanical-hydraulic type and operated
with a valve. Two microswitches are also installed at the half-stroke and full-stroke position of the brake pedal.

RELEASE VALVE
The release valve is a safety valve which brakes the truck to a controlled stop via nozzles after the control
through the pressure reducing valve has failed. When the accelerator is operated, the valve is released and
when the truck has stopped it is reapplied.

Section

Page

2.1.2

Service Training

ELECTRONIC CONTROL OF TRUCK SPEED

The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and the
transmission ratio (swashplate angle, output of variable pump, capacity of hydraulic motors).
In order to maintain the speed specified by the accelerator pedal, the electronic controller regulates both
of these variables, namely the engine RPM and the pump swashplate angle.
If the speed reference value is constant, any variation in the engine RPM is compensated with a change in
the swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to the
performance limit of the engine; beyond this point, the speed will be reduced.
The various control situations at different accelerator pedal positions will be discussed below.

The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via a
valve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.
If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If the
accelerator pedal is depressed at the same time, the electronic controller will only allow a limited pump
swashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is released
fully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pump
swashplate angle is removed, the brake is released and the truck moves off without rolling back.

DRIVING
Start the engine and release the brake. Depressing the accelerator pedal increases engine speed to approx.
1300 RPM. Simultaneously, the variable pump swashplate angle is increased until the speed of the truck
corresponds to the value set by the accelerator pedal.
If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pump
swashplate angle is increased while the engine speed will remain constant until the maximum pump
swashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speed
directly proportional to the pedal stroke until the maximum engine speed is reached and therefore also the
maximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified by
the accelerator pedal - applies only as long as engine power is not exceeded. The power control will prevent
the maximum available engine power from being exceeded.

POWER CONTROL
As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controller
dependent on the stroke of the accelerator pedal.
A speed sensor measures the engine RPM and transmits them as actual value to the electronic controller.
There a variance comparison is performed and the pump swashplate angle is either increased or decreased
if a variance exists.

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MOVING OFF ON A SLOPE

Service Training

Section

Page

If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplate
angle (reduced power demand) until the engine speed (actual value) corresponds again to the value specified
with the accelerator pedal. Through this variance comparison of the engine speed, the power demand of
the working hydraulics is also included in the controller.

WORKING HYDRAULICS SPEED CONTROL


Two pressure switches, 6 and 14 bar, are screwed into the signal port for the engine speed on the working
hydraulics way valve block. When a pressure of 6 bar is reached, one switch transmits a signal to the
electronic controller which cause the engine to accelerate to approx. 1200 RPM (tilting and auxiliary
hydraulics).
When lifting, the 14 bar switch will put out a signal and the engine speed will increase to the maximum limit.

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SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING HYDRAULICS
The engine speed and the position of the pump swashplate angle are controlled by the electronic controller
based on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controller
by the working hydraulics than already specified by the accelerator pedal, the controller will respond to the
higher value and increase engine speed. As the actual engine speed now exceeds the value specified by
the accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increase
in truck speed. The response is so fast that the driver will not notice a change in speed.

BRAKING
The time required to set the swashplate angle from Qmin to Qmax or from Qmax to Qmin is specified by the electronic
controller. In order to obtain a braking deceleration nearly uninfluenced by the load condition on the engine,
the electronic controller regulates the pump swashplate angle dependent on the engine speed within a fixed
time.

REVERSAL OF DIRECTION OF TRAVEL


When reversing the direction of travel, the signals for the new direction and the engine speed are only
released when the electronic controller has sensed the neutral (zero) position of the variable pump. (This
ensures that the engine speed drops to low idle speed and will increase only when the new direction has
been selected.).

Section

Page

SCHEMATIC DIAGRAM OF THE DRIVE UNIT

H01 / Chapter 1
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2.2

Service Training

1
2
3
4
5
6
7

Driving engine
Variable pump HPV 55 -02
Gear pump 14 cm/rev
Gear pump 11 cm/rev
Check valve
Priority valve
Drive gears

8
9
10
11
A
B

Planetary gear
Multiple disc brake
Hydraulic motor HMF 35 -02
Suction filter
Working hydraulic system
Steering - boost pressure

Service Training
2.3

TECHNICAL DATA OF THE TRAVEL DRIVE SYSTEM

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VARIABLE DISPLACEMENT PUMP


Type

HPV 55 -02

Number of pistons

Piston diameter

19 mm

Max. working pressure

420 bar

Boost/pilot pressure

17.5 bar

Swash angle

19.7

RPM in vehicle

2300 rpm

Q Maximum of feed pump

16 - 17 l/min

Control

hydraulic

Actuation

Linde Hydraulic Control LHC

Pump drive

directly via flexible coupling

DRIVE AXLE
Type

AH 20 -01

Two fixed displacement pumps

HMF 35 -02

Number of pistons

Piston diameter

17 mm

Constant swash angle

20.8

REDUCTION GEARBOXES (PLANETARY GEAR)


Planetary reduction

single speed

Total ratio

7.615 : 1

2 OIL PRESSURE - MULTI-DISC BRAKES


- on extended motor shaft
- fully encapsulated - running in oil bath
- only required as parking and emergency brake

TANDEM GEAR PUMP


1 working hydraulics pump

14 cm

1 pump for steering, supply and control

11 cm

Section

Page

Page
6

H01 / Chapter 1
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Section

Service Training

Service Training

H01 / Chapter 1
350 804 4701.0400

2.4

HYDRAULIC CIRCUIT DIAGRAM

WORKING HYDRAULICS
1
Service cylinder (auxiliary hydraulics)
2
Service cylinder (auxiliary hydraulics)
3
Tilt cylinder
4
Lift cylinder, standard
5
Lift cylinder, duplex
6
Lift cylinder, triplex
7
Slow lowering valve
8
Control valve block, assy., including:
9
Way valve - auxiliary hydraulics
10 Way valve - auxiliary hydraulics
11 Check valve (pilot controlled)
12 Way valve - tilting
13 Way valve - lifting
14 2/2-way valve (pressure balance)
15 Maximum pressure valve
16 Restrictor
17 Shuttle valve
18 Pressure reducing valve
19 Restrictor
20 Pressure switch

IC ENGINE

ENGINE SPEED PROPORTIONAL SOLENOID

VARIABLE PUMP HPV 55 -02, ASSY., INCLUDING:


21 Variable pump HPV 55 -02
22 Solenoid
23 Release valve
24 Spool
A = forward
B = reverse
25 Proportional valve
26 2/2-way valve
27 Nozzle
28 Servo circuit nozzles
29 4/2-way valve
30 Pilot valve
31 Boost pressure valve 17.5 +0.5 bar
32 Spool
Y = forward
Z = reverse
33 Combined boost and maximum pressure valve 420 +15 bar

HYDRAULIC DRIVE AXLE AH 20 -01, ASSY., INCLUDING:


34 Hydraulic motors
35 Disc brakes

Section

Page

Page

Service Training

BYPASS VALVE

OIL COOLER

CHECK VALVE

PRESSURE FILTER 9 mm

Tandem pump, assy., including:


36 Check valve
37 Flow controller
38 Gear pump 11 cc/rev
39 Gear pump 14 cc/rev

DAMPER

HYDRAULIC OIL TANK


40 Suction filter 25 m with bypass valve

BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR

BRAKE VALVE

ELECTRONICS
41 RPM increase, stage 1
42 Free
43 RPM increase, stage 2
44 Free
45 Actual RPM
46 Brake pedal depressed
47 IC engine
48 Brake released
49 Forward (output signal)
50 Forward (output signal)
51 Emergency stop
52 Reverse (input signal)
53 Reverse (input signal)
54 Brake

STEERING CONTROL VALVE INCLUDING:


55 Steering control valve
56 Hose safety valve 190 10 bar
57 Make-up valve
58 Pressure relief valve 120 bar

STEER CYLINDER

SPEED LIMITER FOR PUSHING OPERATION (H 20 ONLY)


59 Restrictor
60 2/2-way valve

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Section

Service Training

H01 / Chapter 1
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HYDRAULIC CIRCUIT DIAGRAM, H 12/16/18/20 D-03/T-03, SERIES 350

Section

Page

Page
2

10

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Section

Service Training

Section

Service Training

11

VIEW OF THE VARIABLE PUMP

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2.5

Page

1
2
3
4
5
6
7
8

Bypass valve
Release valve
Proportional valve - forward
Setting start of control - reverse
Maximum swash angle - reverse
Test port Y - forward servo pressure
Test port Z - reverse servo pressure
Setting start of control - forward

9
10
11
12
13

Maximum swash angle - forward


Test port for pilot pressure F" upstream of
release valve
Hydraulic zero setting
Proportional valve - reverse
HP test ports

Section
Page

12

Service Training

CROSS SECTIONAL VIEW OF DRIVE PUMP

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2.6

1
2
3
4

Boost pressure valve


High pressure relief valves
High pressure test ports (forward and reverse)
Short circuit valve (towing valve)

Section

Service Training
2.7

Page

2
13

ELECTRIC-HYDRAULIC ADJUSTMENT

H01 / Chapter 1
350 804 4701.0400

CIRCUIT DIAGRAM

1
2
3
4
5
6
7

Hydraulic variable pump HPV 55 -02


Release valve
Solenoid
Proportional valve
2/2-way valve
Nozzle 1 mm
Spool

8
9
10
11
12
13
14

Servo circuit nozzles


4/2-way valve
Pilot valve
Spool
Boost pressure valve
Combined boost and maximum pressure valve
Change filter

Section
Page

2
14

Service Training

FUNCTIONAL DESCRIPTION
When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is deenergised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, is
connected to tank via the open release valve (2) and is thus without pressure.
The spool (7) is connected to port F on both sides via the pilot valve (10), the way valve (9) and the servo
circuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.
After the electronic controller has released the switching signal to the release valve (2), the valve closes the
connection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are set
to the open position so that boost pressure from passage F is applied to the unactuated proportional valves
(4). Simultaneously, the way valve (9) is shifted from the throttled to the unthrottled position.

Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, the
proportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and the
truck is braked.
When the electronic controller detects an error in the speed control, the truck must be brought to a controlled
stop, independent of the position of the accelerator pedal.
To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0 bar.
The way valves (5) move to the closed position, thus removing the boost pressure going to the proportional
valves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid (3),
mechanically to the home position and the pressure applied to the spool (11) is removed. The piston is pushed
mechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening of
the release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from the
unthrottled to the throttled position.
The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servo
circuit nozzles (8) and the throttling with the way valve (10). This arrangement prevents sudden braking.

EMERGENCY STOP WITH THE BRAKE PEDAL


If, due to a fault, the truck can no longer be braked with the accelerator pedals, it is possible to make an
emergency stop with the brake pedal.
Depressing the brake pedal actuates the microswitches in the pedal console. This cuts off the power to the
release valve (2) and the truck is brought to a controlled stop as with a fault in the controller. The brake release
pressure at the disc brakes is also reduced and the truck is thus also braked mechanically.

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Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. A
pressure corresponding to the signal value of the solenoid is applied through the downstream proportional
valve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of the
spool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts the
pilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.

Section

Service Training
HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL

H01 / Chapter 1
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2.7.1

Page

1
2
3
4
5
6
7
8

Locknut
Swashplate angle setscrew
Setting bush - start of control
Locknut
Control spring
Spool
Control pilot
Way valve

9
10
11
12
13
X

Proportional valve
Solenoid
Release valve
Servo circuit nozzles
Way valve
Travel of servo piston 15.1 mm

2
15

Section
Page

2.7.2

Service Training

16

ELECTRIC-HYDRAULIC CONTROL

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- Begin of pump control


- Max. swash angle of pump
- Hydraulic zero position

Setting the start of control and swash angle,


reverse
1
2
3

Adjusting pin (swash angle max.)


Set ring (start of control) wheel begin
Slotted nut (start of control) wheel begin

Setting start of control and swash angle,


forward
4
5
6

Slotted nut (start of control) wheel begin


Set ring (start of control) wheel begin
Adjusting pin (swash angle max.)

Setting the hydraulic zero position


7
8

Pilot housing
Slotted nut

9
10
F"
valve
Y
Y2
Y3
Y4
Z

HP test port
Towing bypass valve
Servo pressure - upstream of release
(test point)
Pilot pressure, forward
Control magnet, forward
Control magnet, reverse
Release valve
Reverse pilot pressure

Section

Service Training
2.7.2.1

Page

2
17

BEGIN OF PUMP CONTROL

Precondition:
-

Jack up and support the truck and block 1 wheel.


Start the engine and release the brake pedal.
Connect the diagnostics module or laptop and select window 6.
Depress the forward and reverse accelerator pedals until iY2 or iY3 = 440 - 460 mA.
Hold the accelerator pedal in this position, loosen the slotted nut (4) and turn the adjustment ring (5) on
the servo cover until the wheel just begins to turn. Then lock the slotted nut (4) again.
If iY3 = 440 - 460 mA, perform the same adjustment at the set ring (2).
- Release the blocked wheel.
- Fully depress the blocked wheel. A value of 1180 mA must be obtained in window 6 of the diagnostics
module or laptop (specified by the computer).
- Determine the average wheel revolutions (desired value 210 RPM).
Q = oil flow
Accelerator pedal stroke

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440 - 460 mA
Q=0

1180 mA
Q = max
Start of traction wheel rotation
Release valve actuated

If the electronic data is correct, but the wheels do not rotate or the full wheel RPM is not achieved, check
and adjust, if necessary, the stroke of the servo piston (swash angle).

2.7.2.2

SWASH ANGLE OF VARIABLE PUMP

- Block up the truck and block 1 wheel.


- Start the engine and release the brake pedal.
- Loosen the adjusting pin locknut (1) on the Y side of the controller and turn in the setscrew (1) until the
free wheel just begins to rotate.
- Then turn the adjusting pin (1) out for 12 turns and relock the locknut.
- Repeat the same procedure on side Z .

2.7.2.3

HYDRAULIC ZERO POSITION

- Jack up the truck and block 1 wheel.


- Start the engine and release the brake.
- Loosen the slotted nut (8) and turn the pilot housing (7) to one side until the free wheel begins to rotate.
Then turn the pilot housing in the opposite direction until the wheel rotates in the other direction. Half the
travel of the pilot housing between the start of forward and reverse wheel rotation and lock the slotted nut.
- Release the blocked wheel.
- Bring the engine to full speed by hand. If the wheels are still rotating after the adjustment, perform the
adjustment again.

Section
Page

Service Training

18

HYDRAULIC BRAKE VALVE

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2.7.2.4

1
2
3
4
5
6
7

Valve spool
Boot
Snap ring
Washer
Slotted ring
Valve housing
Return spring

8
9
10

Spring plate
O-ring
Snap ring

BR
E
T

Outlet to multiple disc brake


Boost pressure oil inlet
Tank port

When the engine is running, boost pressure is applied to port E. When the brake pedal is released, E and
BR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.

Service Training
2.8

TOWING DEVICE

To allow a truck to be towed, two conditions must be fulfilled:


- The multiple disc brake must be released.
- The towing bypass valve must be set to the towing position.

PREPARING THE TRUCK FOR TOWING


Releasing the multiple disc brake:

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350 804 4701.0400

Remove the cover at the front of the truck.


Remove the cap nut (1) and sealing ring (3).
Slacken the locknut (5).
Turn in the setscrew (4) as far as possible and
torque it to 10 Nm.
- Lock the setscrew with the locknut (5). Tighten
the nut to 25 Nm.
- Using a grease gun, apply about 4 shots of
grease through grease nipple (2) until the brake
is released.

Opening the hydraulic bypass valve:


- Open the bonnet.
- Loosen the 19 mm locknut (6) at the variable
pump.
- Loosen the 8 mm pin (7) by three turns with a
socket.
- Lock the setcrew with the locknut (6), torque to
40 Nm.

CAUTION
The truck can not be braked.

NOTE:

After towing, return the grease nipple


and bypass valve to the initial position.

Section
Page

2
19

Page

2.9

2
20

Service Training

DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULIC
MOTOR

H01 / Chapter 1
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Section

Service Training

H01 / Chapter 1
350 804 4701.0400

1
2
3
4
5
6
7
8
9
10
11

Planetary gear assembly


Allen screw
Drive shaft
Snap ring
Pressure plate
O-ring
Brake spring
Brake piston
O-ring
Brake discs
Swashplate with hydraulic motor assembly

Section
Page

2
21

Section
Page

2.9.1

Service Training

22

REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR

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Reduction gear assembly (planetary gear):

1
2
3
4
5
6
7

Wheel shaft
Snap ring
Radial sealing ring
Tapered roller bearing
Spacer (bearing adjustment)
Gearbox
Slotted nut

8
9
10
11
12
13

O-ring
Allen screw
Retaining plate
Planetary carrier assembly
Internal gear
Allen screw

Service Training
2.9.2

Section
Page

RENEWING THE RADIAL SEALING RING OF THE PLANETARY GEAR

Precondition:
- Wheel drive removed from AH 20 -01 axle.

Required special tools.


- Grooved nut key
- Drift
- Torque wrench up to 700 Nm.

REMOVAL

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Remove the screw (1) and pull the planetary carrier (2) out
of the gearbox.

Heat the nut (3) (to loosen the Loctite).

2
23

Section
Page

2
24

Service Training

Remove the slotted nut with a grooved nut key (5) and Tsliding handle socket wrench (4). (Hold the wheel shaft, eg
in a vice.)

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Screw a drift (6) into the wheel shaft.

Drive the wheel shaft out of the gearbox by impacting the


drift on a hard surface.

Service Training

Section
Page

2
25

Removed wheel shaft


7
8
9
10

Gearbox
Wheel shaft
Bearing
Spacer (bearing adjustment)

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Remove the radial sealing ring (11) from the casing.

ASSEMBLY
After cleaning all parts, carry out the assembly in the reverse order or disassembly. Secure the nut (3) and
screw (1) with Loctite 270.
Torque for nut (3): 650 + 50 Nm.

Section
Page

2
26

02.01

Service Training

REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
WITH SWASHPLATE

NOTE:

For the following procedures you do not


have to remove the axle from the truck.

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2.9.3

REMOVAL
Multiple disc brake
1
2
3

Snap ring
Disc (on brake springs)
Drive shaft

Draw the drive shaft (3) out of the brake discs.

Service Training
Prestress the disc (2) with threaded rods (4), bar (5) and
distance pins (6), pry out the snap ring (1) and take the disc
(2) out of the axle tube.

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Take the brake springs (7) out of the brake piston (8).

Screw a M8 impact driver (9) into the brake piston (8) and
drive out the brake piston.

Section
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2
27

Section
Page

2
28

Service Training

Remove all discs (10) and take the two O-rings out of the
axle tube.

11
12
13
14

Brake piston
Springs
Brake discs
Disc

HYDRAULIC MOTOR WITH SWASHPLATE


Remove the fastening screws (15) (4 items).

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Brake removed

Service Training

Section
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2
29

Screw the M8 impact driver (16) into the hydraulic motor


shaft (17) and pull out the swashplate along with the
hydraulic motor.

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Hydraulic motor assembly


18
19
20

Cylinder block
Swashplate with disc carrier
Fastening screws

ASSEMBLY
After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts and
both O-rings.
Torque for screws (20) : 64 Nm.

Section
Page

2.10

2
30

Service Training

TRUCK DIAGNOSTICS AND TROUBLESHOOTING

As traction and speed are controlled electrically and hydraulically, the check is also divided into electric and
hydraulic tests.
For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulic
test case is required for the check of the hydraulic section.

2.10.1

ELECTRICAL SYSTEM DIAGNOSTICS

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It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controller
can be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. The
selected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnostic
module). If a PC is used, additional information is displayed at the bottom of the PC screen. Furthermore,
the PC permits parameters to be stored and printed out on an attached printer.

WINDOW

DISPLAY

PC SCREEN

LINDE DIAGNOSTIC MODULE

Section

Service Training
2.10.1.1

Page

2
31

WORKING WITH THE LINDE TEST MODULE

Conditions
-

Traction wheels of truck off the ground


Accelerator pedals in neutral position
Brake pedal held in braking position
Ignition switched off

Before using the Test Module, check if it is operational by pressing the EIN (ON) button. The following
information will be displayed:

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-------------------* Linde Test Modul *


* V2.27-P 10/96 St *
* Terminal ready
*
* No data received *
--------------------

Software version and version date


of the module
Module is operational
No data received

Truck Diagnostic
Connector

LHC Diagnostic
Cable
Red
Warning
Lamp

4 Leads:

Linde
LHC Electronics

2 x Power Supply Leads


2 x Signal Leads

Data in display
is updated
every s

Wiring Loom

Section

Page

NOTE:

Service Training

32

The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version is
installed. If no or the wrong information appears after the EIN (ON) button is depressed, replace
the batteries and check the Test Module.

- Connect the Test Module to the diagnostics connector of the controller.


NOTE:

The connector, sealed with a cap, is fastened in a holding angle bracket on the control lever
console.

- Turn on the ignition; the red warning lamp will flash.


NOTE:

If the red warning lamp is not flashing, check fuse 1F17 and the cable connection and power
supply from the controller to the diagnostics connector. Also check the adapter cable from the
connector to the Test Module.

NOTE:

After the ignition is turned on, the fault lamps 1H20 (up to 05/98, from 06/98 H2) will light steady.
(Lamp and cable connection self-test.)
The lamp will go off when the engine is running.

2.10.1.2

DIAGNOSTICS WITH A PC AND THE LINDE INTERFACE CONVERTER

System requirements for the PC or the notebook:


Operating system:

RAM storage
requirement:

Hard disc storage


requirement:
Monitor requirement:

MS-DOS 5.0 or higher must be installed


Microsoft Windows 3.10 or higher can be installed
Microsoft Windows 95 or higher can be installed

minimum 512 Kbytes for DOS operating system


minimum 4 Mbytes for Windows operating system

minimum: 1 Mbyte for DOS operating system


DOS operating system:
recommended: VGA resolution (640 x 480 pixel) monochrome
Windows operating system:
minimum:
VGA resolution (640 x 480 pixel) monochrome
recommended: VGA resolution (640 x 480 pixel) colour

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If the connection is correct, window 1 will be displayed.


The other windows can be selected by pressing the appropriate buttons.

Service Training

Section
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33

2.10.1.2.1 LINDE INTERFACE CONVERTER


The Linde interface converter must be used to communicate between the PC and the appropriate LDC digital
controller. The digital controller has a 4-pin diagnostics connector which uses the ISO protocol for data
transfer. The serial interface of the PC uses the RS232 protocol. The interface converter converts signals
between the two protocols , thus permitting communication between the PC and digital controller and vice
versa.
The data transfer uses 9600 baud, 8 bit data, 1 stop bit and no parity. The interface converter is connected
between the 9 pole sub-D terminal of the serial interface of the PC and the 4 pole AMP-Saab connector to
the diagnostics connector on the digital controller. The second 6 pole AMP connector is used for connection
to other Linde vehicles (E 10, P 60) which are equipped with a Zapi control system. This latter system has
a serial electrical interface for data transfer.
The diagnostic software normally uses the serial interface COM1 of the PC. If this connector is already in
use, it is necessary to convert to the COM2 serial interface. This procedure is included in the installation
procedures.

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The interface converter is delivered with the appropriate diagnostic software.

2.10.1.2.2 INSTALLATION OF THE DIAGNOSTIC SOFTWARE TEST & SETUP


The diagnostic software is available as a master program or as a service program. The master program
permits access to all truck parameters. The master program can only be ordered through the customer
service school. The service program permits access only to the service functions (fault storage, switching
conditions, etc.) and can be ordered from the Linde spare parts organisation.
Both software programs are available as a complete program or as an update program. When a complete
program has been installed on a computer, only an update program is required in the future.
The diagnostic software is delivered on 3.5 inch diskettes. The diagnostic software version is identified on
the diskette labels. In addition the following is noted; master or service program and if it is a complete program
or only an update program.
e.g. Software version: V1.3-P
The diagnostic software is available in German, English or French. The desired language must be selected
during the installation process.
The diagnostic software cannot be copied and can only be installed on an appropriate computer once.
Through installation on a computer, the user accepts the conditions of the software license. When a master
program is ordered, the updates are provided automatically. Updates for the service program can be ordered
from the Linde spare parts organisation.

Section
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34

Service Training

INSTALLATION INSTRUCTIONS FOR COMPLETE PROGRAM (MASTER AND SERVICE PROGRAMS)


-

Go to the DOS operating system.


Insert the diskette 1 into the disc drive.
Select the appropriate disc drive, e.g. disc drive A: and press ENTER.
INSTALL <source disc drive>: <destination disc drive:> : <language> <serial interface>.

NOTE:

The desired language is selected by typing a number after the destination disc drive letter;
1 = German, 2 = English, 3 = French. Furthermore, the correct serial interface must be selected;
1 = COM1, 2 = COM2.

INSTALLATION INSTRUCTIONS FOR UPDATE PROGRAM (MASTER AND SERVICE PROGRAMS)


NOTE:

A software update can only be made when the computer already has a complete program.

Go to the DOS operating system.


Insert the diskette 1 into the disc drive.
Select the appropriate disc drive, e.g. disc drive A: and press ENTER.
ENTER UPDATE <source disc drive>: <destination disc drive:> : <language> <serial interface>.
E.g. For an installation in German on serial interface COM1, type the following command; UPDATE A:
C: 1 1 and press ENTER.
- Insert diskette 2 when prompted and press the RETURN key.

2.10.1.2.3 SELECTING THE LINDE PROGRAM


-

Go to the DOS operating system (root directory c:\).


Enter cd lindiag.dos.
Open the window by typing DIAG and press ENTER.
A window appears with the appropriate programs.
Press the cursor up or down arrow to select the program.

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- E.g. For an installation in German on serial interface COM1, type the following command; INSTALL A:
C: 1 1 and press ENTER.
- A directory named lindiag.dos will be created in the hard drive and the software on the diskette will now
be copied into the directory on the hard disc.
- Insert diskette 2 when prompted and press the RETURN key.
- Type DIAG and press ENTER. A window TRUCK SELECTION appears, on which the appropriate
diagnostic program can be selected.
- Press the cursor up or down arrow to select the diagnostic program.
- To start the selected diagnostic program press ENTER.

Section

Service Training

02.01

Page

2
35

2.10.1.2.4 STARTING THE DIAGNOSTIC PROGRAM TEST & SETUP


- Press the cursor up or down arrow to place the arrow beside the fork truck model 350. Starting
with software version 1.5-P, select the LHC controller.
- The selected model (controller type) is identified with the arrow.
- Press the ENTER key.
- The Linde diagnostic program starts.

SELECTION WINDOW UP TO SOFTWARE VERSION 1.4

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Linde AG

Equipment Program Selection

Test&Setup

Series 335 E 14/16/16C/18/20


Series 336 E 20/25/30
-> Series 350 H 12/16/18
============================
Series 144 T20S/T20R
Series 149 N20
Series 360 T 16/18/20
Series 379 L 10/12
Series 126 P60Z
Combined Instrument
============================
Change configuration
End program (return to DOS)

Select equipment program with cursor up or down key

SELECTION WINDOW FROM SOFTWARE VERSION 1.5

Section

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2.10.1.3

Service Training

36

LINDE DIAGNOSTIC PROGRAM

Depending on the installed diagnostic program (master program or service program), different window
menus can be displayed. The service program permits the same menus as in the Linde diagnostic module
to be displayed. The Master program (identified by M) permits additional menus to be displayed. Information
on the diagnostic program installed on the computer is displayed at the bottom of the computer window.

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After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the main
window appears on the computer monitor.

123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012

Serial Interface

Interface converter
status

Access to
Program

Window Menu

Help text

The main window can be divided into an upper window and a lower window area. The upper window displays
the window menu, which is identical to the menu on the diagnostic module.
The lower window displays text which is different for every window. This text contains clarifying information.
SERIAL INTERFACE
This symbol displays the active serial interface (COM1 or COM2).

Service Training

Section

02.01

Page

2
37

INTERFACE CONVERTER STATUS


This symbol, two connectors, appears to the right of the serial interface symbol at the bottom of the computer
window. When the interface converter is correctly installed and correctly operating, the two plugs are together
and green in colour. If the two connectors are open and red in colour, a problem exists with the data transfer
(false COM serial interface, the interface converter is incorrectly installed or the key switch is not turned on).
ACCESS TO PROGRAM
Key symbol
Open lock symbol

Service program
Master program (menu windows M can be displayed)

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The diagnostic program works with menu windows. Each window shows different information about the truck.
The windows are called up by simply entering the window number, e.g. 1. When calling up a window with
two digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to another
window, enter the new window number. Depending on the software version for the controller, the following
windows can be displayed.

M
M

M
M
M
M
M

M
M
M
M
M

Window 1:
Window 11:
Window 12:
Window 2:
Window 3:
Window 31:
Window 32:
Window 33:
Window 4:
Window 41:
Window 5:
Window 51:
Window 6:
Window 61:
Window 62:
Window 7:
Window 71:
Window 72:
Window 73:
Window 74:
Window 75:
Window 76:
Window 8:

Information on software version and truck type


Information on truck type code in the cable loom
Comparison of master and safety processor codes
Current fault messages
Stored fault messages
Clearing fault messages in window 3 (up to including version 1.3)
Stored fault messages (up to including version 1.3)
Clearing window 32 (up to including version 1.3)
Inputs
Switch signals of both processors
Outputs
Additional information on outputs
Analogue values
Analogue values (master and safety processor) - potentiometer
Analogue values (master and safety processor) - potentiometer and pump
control solenoids.
Setting truck speed and specified RPM
Resetting parameters to standard factory settings
Seat switch
Resetting parameters of window 72 to standard factory settings
Maximum speed
Setting of initial inverse current and final pump current
Resetting parameters of window 75 to standard factory settings
Zero adjustment of potentiometer (teach-in)

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Service Training

2.10.1.3.1 HELP FUNCTION

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When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining the
meaning of the individual keys. Keys PgUp and PgDn serve to scroll the help text. The text is selected
by using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining the
respective window appears.

Scroll bar

Service Training

Section
Page

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39

The following table provides a summary of important keys on the Linde diagnostic module and PC.

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FUNCTIONS OF THE KEYS


Module Key

PC Key

Function

+ (Plus)
- (Minus)
New data
Enter
CE

Cursor up
Cursor down
Tab bar
Enter (Return)
Backspace or Del
PgUp
PgDn
Home
End
F1
F2
F3
F4
F5

Increase value
Decrease value
Save data
End of input
Correct or delete input
Help function window: scroll up
Help function window: scroll down
Help function window: go to text beginning
Help function window: go to text end
Call up help function window
Store the active parameter
Call up the last stored parameter
On/Off: combined instrument, diagnostic mode
Long distance diagnostics: dial telephone number via modem
(tone dial mode) and make the connection
Long distance diagnostics: break the telephone connection
Long distance diagnostics: dial telephone number via modem
Same as F5 except use pulse dial mode
Long distance diagnostics: break the telephone connection

Shift F5

F9
ESC
ALT x or ALT F4

Print the status and the parameter window displayed on the computer
monitor
Break off (escape) a store, call up or print procedure
End the program

Section
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40

02.01

Service Training

ERROR HANDLING
An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). In
this way, brief and non-critical error events due to signal noise or delays in the sensing elements are not taken
into consideration.
If an error is detected by the processor, the following occurs:
- The fault warning lamp flashes.
- Interventions are controlled by the microprocessor depending on the seriousness of the errors: truck
deceleration, RPM limitation, solenoids de-energised, etc.
- An error number describing the fault is stored in a non-volatile store (EEPROM).
- The error number can be read in the windows <2> and <3> of the diagnostic unit.
A troubleshooting with the diagnostic unit is possible at any time subsequently. The error number, stored
in the EEPROM when the fault occurred, can be displayed by selecting window <3> of the diagnostic unit.
In this way it is afterwards possible to identify unstable, sporadic or non-reproducible errors.

The battery voltage should be at least 11.3 V.


Before starting work on the LHC diagnostic program, identify the software version (shown in window 1).

Software version
(main processor)

Depending on the software version, select the diagnostics description as follows:


from 1.1 to 1.3 Section 2.10.1.3.2
from 1.4 and 1.5 Section 2.10.1.3.4
ab 1.6
Section 2.10.1.3.6
NOTE:

The first step in the diagnosis should be to perform a calibration of the traction potentiometer
in window 8 of the respective software version.
All of the values given in the windows in the document are examples only.

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TEST CONDITION

Section

02.01

Page

41

31+

11+

73

41

33

4+

72+

5+

32+

6+

Master

Service

51

61

12

7+

3+

71+

2.10.1.3.2 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.1 - 1.3

1+

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VERSION 1.1 - 1.3

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02.01

Service Training

2.10.1.3.3 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.1 - 1.3


WINDOW 1

INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE


ALL SOFTWARE VERSIONS

This window displays general information on the truck as detected by the Test Module.

1st line:
2nd line:
3rd line:
4th line:

Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s), series/special truck

If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.

WINDOW 11

(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE


LOOM

CTrk

Truck series code


1100
BR 350 H18, H20
0110
BR 351 H20, H25
1001
BR 351 H30, H35
0011
BR 352 H40

CEng

Engine type code


01 Diesel
10 LPG

CPed: Pedal type code


0
2 pedals
1
1 pedal

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NOTE:

VERSION 1.1 - 1.3

Section

H01 / Chapter 1
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VERSION 1.1 - 1.3

Service Training
CSpl

Section

02.01

Page

(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR


CODES

The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.

CEng

CPed

CSpl

43

Equipment code
01 Special truck
10 Series truck

WINDOW 12

CTrk

XY
11
00
11
00

XY
11
11
00
00

XY
00
11

Diesel
LPG

BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352

XY
00
11

Two-pedal
Single-pedal

XY
00
11

Special truck
Series truck

Page

44

WINDOW 2

02.01

Service Training

CURRENT STATUS MESSAGES AND FAULT MESSAGES

This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.

VERSION 1.1 - 1.3

Section

Example: (31) = Potentiometers 1 and 2 are incompatible


Example: 1 = Brake switch 1 operated

In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.

The fault codes have the following meaning:


Status messages:
If none of the following status messages are shown in window 2, the
truck is operational if no other fault has been detected in the truck.
1
2
3
4

Brake pedal switch 1S5 operated (brake pedal is partially depressed)


Brake pedal switch S14 operated (brake pedal is depressed)
Brake pedal not yet depressed after turning on the ignition
Seat switch not operated

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Example: 2 = Brake switch 2 operated

VERSION 1.1 - 1.3

Service Training

Section

02.01

Page

45

Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck drives at creep speed
Truck brakes to a standstill or remains stationary if not yet moving
Current only achieves start of pump control
All power stages without power
Engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

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Truck responses
19

No calibration

20
21
22
23
31

Invalid truck code


Invalid engine type code
Invalid series code
Invalid series/special truck code
Both pot signals do not match,
and neither is 0 V
UPot1 too low or too high
UPot2 too low or too high
Both pot signals at 0 V
Inadmissible pedal code and not all inputs are open
Inadmissible pedal code and all inputs are open
Both inputs of the brake microswitch
have the same status
Brake switch S14 switching before 1S5
Both inputs of the seat microswitch
have the same status
10 V power supply is too low (< 8 V) whereas
battery voltage is too high (> 11 V)
Power stage supply interrupted
(eg fuse blown, relay oxidized)
Power supply can not be cut out by relay
(relay sticking, final relay stage leaky)
Release power stage not conducting or
output shorted against (-)
Release power stage fused or
output shorted against (-)
Release magnet resistance too high
Engine control element resistance too low or
power stage leaky
Engine control element resistance too high or
power stage defective or magnet shorted against (-)
Pump control element V resistance too low or
power stage leaky

32
33
34
35
36
37
38
39
41
43
44
45
46
47
51
52
53

new LHC controller in truck


not yet calibrated
maybe cable loom
maybe cable loom
maybe cable loom
maybe cable loom
incompatible
out of range
out of range
too low

WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL

same status

WB
WB

same status

WBL

unequal

WB

too high

WELFS
WELFS

too high

WELFS

54
55
56
57
58

59
61
62
65
66
67

46

02.01

Service Training

Pump control element V resistance too high or


power stage defective or magnet shorted against (-)
Pump control element R resistance too low or
power stage leaky
too high
Pump control element R resistance too high or
power stage defective or magnet shorted against (-)
Gas shutoff valve resistance too low or
power stage leaky (LP-gas only)
too high
Gas shutoff valve resistance too high or
power stage defective or magnet shorted against (-)
(LP-gas only)
Release valve: drive and feedback (status)
unequal
Speed signal
too high
Jump of RPM signal from over 800 rpm
to 0 rpm (cable broken)
Tilt pressure signal 1S1 6 bar with engine stationary
Lift pressure signal 1S2 14 bar with engine stationary
Signal 1S2 no signal 1S1 (14 bar without 6 bar)

WELFS
WELFS
WELFS

WB
W

W
W
W

Master processor: monitoring of safety processor:


71
72
73
74
75
76

Safety processor
Pot signals both processors
Pot 1B2.1
Input signals of both processors
Serial data transfer
Serial data transfer

not releasing
incompatible
out of range
incompatible
inactive
inactive

WELFS
W
W
W
W
W

Safety processor: self-monitoring:


80
81
82
83
84
85
86
87
88
89
90
91
99

Invalid series code


maybe cable loom
Invalid 1-/2-pedal code
maybe cable loom
Accelerator pedal: signal 1B2.1
out of range
Built-in test detected release valve not OK
Built-in test detected safety relay not OK
Pump forward and reverse current simultaneously
Pump forward current with specified value of pot = 0
Pump reverse current with specified value of pot = 0 FS
Pump forward current too high
Pump reverse current too high
Stimuli for Bosch test not OK
Stimuli for Linde test not OK
Internal fault in safety processor

VERSION 1.1 - 1.3

Page

FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS

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Section

VERSION 1.1 - 1.3

Service Training
WINDOW 3

Section

02.01

Page

47

STORED FAULT MESSAGES

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
Fault number
Fault frequency

The fault codes have the following meaning:


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Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

Reactions on the truck


20
21
22
23
31
32
33
34
35

Invalid truck code


Invalid engine type code
Invalid series code
Invalid Series/special truck code
Accelerator pedal: pot 1B2.1 and pot 1B2.2
Accelerator pedal: signal from pot 1B2.1
Accelerator pedal: signal from pot 1B2.2
Accelerator pedal: pot supply voltage
1-/2-pedal: invalid combination of direction signals

maybe cable loom


maybe cable loom
maybe cable loom
maybe cable loom
incompatible
out of range
out of range
too low

WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL

37
38
39
43
45
51
52
53
54
55
56
57
58
59
61
65
66
67

48

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Service Training

Brake switch 1S5 breaker/maker


same status
Brake switch S14 switching before 1S5
Seat switch 1S8 breaker/maker
same status
Safety relay: drive/feedback
unequal
Release valve: drive and feedback
unequal
Engine magnet: current
too high
Engine magnet: open circuit
Magnet for pump forward 1Y2: current
too high
Magnet for pump forward 1Y2: open circuit
Magnet for pump reverse 1Y3: current
too high
Magnet for pump reverse 1Y3: open circuit
Magnet for working hydraulics: current
too high
Magnet for working hydraulics: open circuit
Release valve: drive and feedback (status)
unequal
RPM signal
too high
Tilt pressure signal 1S1 6 bar with engine stationary
Lift pressure signal 1S2 14 bar with engine stationary
Signal 1S2 without signal 1S1 (14 bar without 6 bar)

WB
WB
WBL
WB
WELFS
WELFS
WELFS
WELFS
WELFS
WELFS

WB
W
W
W
W

Master processor: monitoring of safety processor:


71
72
73
74
75
76

Safety processor
Potentiometer signals of both processors
Pot 1B2.1
Input signals of both processors incompatible
Serial data transfer
Serial data transfer

not releasing
incompatible
out of range
inactive
inactive

WELFS
W
W
W
W
W

Safety processor: self monitoring:


80
81
82
83
84
85
86
87
88
89
90
91
99

Invalid series code


Invalid 1-/2-pedal code
Accelerator pedal: signal 1B2.1
Built-in test detected release valve not OK
Built-in test detected safety relay not OK
Pump forward and reverse current simultaneously
Pump forward current with pot setting = 0
Pump reverse current with pot setting = 0
Pump forward current too high
Pump reverse current too high
Stimuli for Bosch test not OK
Stimuli for Linde test not OK
Internal fault in safety processor

maybe cable loom


maybe cable loom
out of range

VERSION 1.1 - 1.3

Page

FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS

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VERSION 1.1 - 1.3

Service Training
WINDOW 31

02.01

Page

2
49

CLEARING THE FAULT MESSAGES IN WINDOW 3

With the CE key it is possible to clear the faults shown in window 3; at the same time a slash "/" appears
in window 32 behind the last fault after clearing.
This slash means: The service engineer has read the faults stored in memory in window 3 and then cleared
the memory.

WINDOW 32
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Section

STORED FAULT MESSAGES

In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.

Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer

Fault number and frequency of occurrence after acknowledgement

If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The fault
occurred again twice subsequently.

Page

2
50

02.01

Service Training
VERSION 1.1 - 1.3

Section

The fault codes have the following meaning:


Fault messages:
The following truck responses can occur with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

20
21
22
23
31
32
33
34
35
37
38
39
43
45
51
52
53
54
55
56
57
58
59
61
65
66
67

Invalid truck code


maybe cable loom
Invalid engine type code
maybe cable loom
Invalid series code
maybe cable loom
Invalid series/special truck code
maybe cable loom
Accelerator pedal: pot 1B2.1 and pot 1B2.2
incompatible
Accelerator pedal: signal from pot 1B2.1
out of range
Accelerator pedal: signal from pot 1B2.2
out of range
Accelerator pedal: pot supply voltage
too low
1-/2-pedal: inadm. combination of direction signals
Brake switch 1S5 breaker/maker
same status
Brake switch S14 switching before 1S5
Seat switch 1S8 breaker/maker
same status
Safety relay: drive/feedback
unequal
Release valve: drive and feedback
unequal
Engine magnet: current
too high
Engine magnet: open circuit
Magnet for pump forward 1Y2: current
too high
Magnet for pump forward 1Y2: open circuit
Magnet for pump reverse 1Y3: current
too high
Magnet for pump reverse 1Y3: open circuit
Working hydraulics magnet: current
too high
Working hydraulics magnet: open circuit
Release valve: drive and feedback (status)
unequal
Speed signal
too high
Tilt pressure signal 1S1 6 bar with engine stationary
Lift pressure signal 1S2 14 bar with engine stationary
Signal 1S2 without signal 1S1 (14 bar without 6 bar)

WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL
WB
WB
WBL
WB
WELFS
WELFS
WELFS
WELFS
WELFS
WELFS

WB
W
W
W
W

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Reactions on the truck

VERSION 1.1 - 1.3

Service Training

Section

02.01

Page

Master processor: monitoring of safety processors:


71
72
73
74
75
76

Safety processor
Potentiometer signals of both processors
Pot 1B2.1
Input signals of both processors incompatible
Serial data transfer
Serial data transfer

not releasing
incompatible
out of range
inactive
inactive

WELFS
W
W
W
W
W

H01 / Chapter 1
350 804 4701.0201

Safety processor: self monitoring:


80
81
82
83
84
85
86
87
88
89
90
91
99

Invalid series code


Invalid 1-/2-pedal code
Accelerator pedal: signal 1B2.1
Built-in test detected release valve not OK
Built-in test detected safety relay not OK
Pump forward and reverse current simultaneously
Pump forward current with pot setting = 0
Pump reverse current with pot setting = 0
Pump forward current too high
Pump reverse current too high
Stimuli for Bosch test not OK
Stimuli for Linde test not OK
Internal fault in safety processor

WINDOW 33

maybe cable loom


maybe cable loom
out of range

(MASTER VERSION) CLEARING WINDOW 32

The faults displayed in window 32 can be cleared with the CE key.

FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS

2
51

Page

02.01

52

WINDOW 4

Service Training

INPUTS

The switch input signals are displayed in window 4.


The switches are numbered and carry the same designation as in the current path diagram. The status of
single switches is indicated behind the switch number; for selective switches the status of both channels is
displayed.

Switches

Switching states
Seat switch
Pressure switch 6 bar
Pressure switch 14 bar
Auxiliary hydraulics

Brake pedal switch 1


Brake pedal switch 2
Directional switch

Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed

1S5 Brake pedal

01: < half operated


10: > half operated

S14 Brake pedal

1: not fully operated


0: fully operated

1S25 Travel direction

010/1: 1-pedal at zero position


100/1: 1-pedal forward
001/1: 1-pedal reverse
111/0: 2-pedal

NOTE:

VERSION 1.1 - 1.3

The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.

1S8 Seat switch

11: not connected (cable connected)


01: not operated
10: operated
00: not connected (cable open)

1S1 Tilt pressure

0: < 6 bar
1: > 6 bar

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Section

VERSION 1.1 - 1.3

Service Training
1S2 Lift pressure

0: < 14 bar
1: > 14 bar

1S3 Aux. hydraulics

0: not operated or not connected


1: operated

H01 / Chapter 1
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WINDOW 41

Section

02.01

Page

2
53

(MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS

The switching states are indicated by the digits 0 and 1:


0: contact open
1: contact closed
The signals are displayed in pairs (XY) with following declaration:
X is the switch signal read by the master processor
Y is the signal of the same switch read by the safety processor
During faultless operation X always equals Y, with both processors seeing the same status of a switch.
1S8 Seat switch

XY
00
11
00

1S25 Travel direction

XY
11
00
00

XY
00
11
00
11

not operated
operated
possibly not present

XY
00
00
11
11

/
/
/
/

XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal

Page

54

WINDOW 5

02.01

Service Training

OUTPUT SIGNALS

Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.

Safety relay in electronic controller


Release valve
Fuel shutoff valve

Fault lamps
Stop light
Flashing light during reversing
Reversing light

VERSION 1.1 - 1.3

Section

REPRESENTATION OF SWITCHING STATES


means not driven
means driven

1K1 Safety relay in electronic controller


1K1:1 appears after the ignition is turned on.

1Y4 Release valve


Depress the accelerator pedal with the engine running and the brake released. Output 1Y4:1 will be
displayed.

1Y5 Fuel shutoff valve


During the starting procedure the output changes from 1Y5:0 to 1Y5:1.

1H20 Fault lamps


With the ignition on, lamps on: 1H20:1
With the engine running, lamps off: 1H20:0
With malfunction, lamps flashing: alternately 1H20:0/1

5K10 Stop light


5K10:0
5K10:1

Stop light off


Stop light on

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0
1

Section

VERSION 1.1 - 1.3

Service Training

02.01

Page

2
55

5K11 Flashing light during reversing


5K11:0
5K11:0/1

Flashing light off


Flashing light on alternately

5K12 Reversing light


5K12:0
5K12:1

NOTE:

Light off
Light on

Optional equipment can be connected via outputs 5K10, 11, and 12.

(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS

H01 / Chapter 1
350 804 4701.0201

WINDOW 51

The switching states are indicated by the digits 0 and 1:


0: output off
1: output on
1K1 Safety relay
1Y4 Release valve

XYZ
XYZ

Power stage feedback to safety processor


Control signal from safety processor
Control signal from master processor

5K*s Status of lamp power stage


to *
For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputs
mentioned above jointly. Depending upon the type of equipment on the truck, a different number of
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicated
simultaneously.

56

Service Training

02.01

1Y4s Status of release valve power stage

1Y5s Status of gas shutoff valve


NOTE:

For 1Y5s status has the following meaning:


Input

Status

Output

Normal function

0
1

1
1

0
1

Open load

Overtemperature

VERSION 1.1 - 1.3

Page

H01 / Chapter 1
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Section

Section

VERSION 1.1 - 1.3

Service Training
WINDOW 6

02.01

Page

2
57

ANALOGUE SIGNALS

Window 6 displays the analogue values for the travel and RPM control.

Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current

Supply voltage
Pot 1 value
Pot 2 value

H01 / Chapter 1
350 804 4701.0201

TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VS - V1C AND V2C


-

Accelerator pedal in neutral position


Brake pedal released
Ignition on
Battery voltage > 11.3 V

vs

Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.

v1c

Corrected value of potentiometer 1 (1B2.1)


After the zero adjustment of potentiometer 1B2 (see window 8), the following values are shown under
v1c:
Accelerator pedals released:
Accelerator pedals max. forward:
Accelerator pedals max. reverse:
NOTE:

v2c

4950 - 5050
8450 - 8550
1450 - 1550

Set the maximum forward and reverse values with the appropriate pedal screw.

Corrected value of potentiometer 2 (1B2.2)


The following values must be shown for v2c
Zero position of pedals
NOTE:

v2c = v1c 600 mV (read u1c in window 8)

Replace potentiometer 1B2 if the values for v2c are out of range.

Page

2
58

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Service Training

TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1 (OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling

nB1 Engine RPM

VERSION 1.1 - 1.3

Section

Low idling speed:


970 - 1030 rpm
Maximum RPM with
accelerator fully depressed: 2250 - 2350 rpm

iY1

Current of engine operating magnet

NOTE:

iY2

iY3

The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.

Pump forward current


Depress forward pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress forward
pedal fully

i = max 1180 mA

Pump reverse current


Depress reverse pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress reverse
pedal fully

i = max 1180 mA

NOTE:

If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.

H01 / Chapter 1
350 804 4701.0201

Depending on the position of the accelerator pedals and engine load: imax = 1800 mA

VERSION 1.1 - 1.3

Service Training
WINDOW 61

Section

02.01

vs: Pot power supply read by 2nd processor


read by 1st processor

iY1: Pump forward current read by 1st processor


H01 / Chapter 1
350 804 4701.0201

59

(MASTER VERSION) ANALOGUE VALUES (MASTER AND SAFETY


PROCESSOR)

The analogue readings shown here have the following meaning:

v1: Pot 1B2.1

Page

iY2: Pump reverse current read by 1st processor

The analogue readings of both processors must correspond as much as possible.

Page

WINDOW 7

2
60

02.01

Service Training

SETTING TRUCK SPEED AND SPECIFIED RPM

This window displays the parameters specified by the controller. These parameters can be modified up to
certain limits.

Maximum speed in km/h


Engine RPM
swashplate angle in %

Tilting RPM, switch 6 bar


Lifting RPM, switch 14 bar
Auxiliary hydraulics RPM
(option)

VERSION 1.1 - 1.3

Section

Press the ENTER button.


The cursor will appear and jump to the first parameter.
The value can be changed within limits using the + and - buttons.
The modification is stored instantly and is in effect.
Go to the next parameter by pressing ENTER again.
The entry of parameters can be ended by selecting a different window number.

NOTE:

WINDOW 71

Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.

RESETTING PARAMETERS TO STANDARD FACTORY SETTINGS

Pressing 71 (7 and 1) quickly displays window 71 (sub-window of 7).

In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.

H01 / Chapter 1
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HOW TO CHANGE THE PARAMETERS

H01 / Chapter 1
350 804 4701.0201

VERSION 1.1 - 1.3

Service Training
WINDOW 72

Section

02.01

Page

61

(MASTER VERSION) SEAT SWITCH AND MAXIMUM PUMP CURRENT

t1S8

Specified time after which the seat switch function becomes active

iY2x

Maximum current for the pump forward control magnet (standard 1180 mA)

iY3x

Maximum current for the pump reverse control magnet (standard 1180 mA)

WINDOW 73

(MASTER VERSION) RESETTING PARAMETERS IN WINDOW 72 TO STANDARD


FACTORY SETTINGS

The parameters are reset by pressing the <CE> key.

WINDOW 8

u1d:

ABGLEICH DES FAHRPOTENTIOMETERS

Potentiometeristwert in mV (approx. 5000 10 %), abgleichbar as longs as "OK" is displayed

For the calibration of the traction potentiometer, the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.

Page

Service Training

02.01

62

VERSION 1.4 AND 1.5

Section

76

75+

74+

73+

H01 / Chapter 1
350 804 4701.0201

72+

62

41

71+

5+

31+

32

12

Master

Service

1+

11+

51

7+
6+

4+

3+

61

2.10.1.3.4 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.4 AND 1.5

VERSION 1.4 AND 1.5

Service Training

02.01

Page

2
63

2.10.1.3.5 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.4 AND 1.5
WINDOW 1

INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE

This window displays general information on the truck as detected by the Test Module.

1st line:
2nd line:
3rd line:
4th line:

NOTE:

H01 / Chapter 1
350 804 4701.0201

Section

Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s), series/special truck

If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.

WINDOW 11

(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE


LOOM

CTrk

Truck series code


1100
BR 350 H18, H20
0110
BR 351 H20, H25
1001
BR 351 H30, H35
0011
BR 352 H40

CEng

Engine type code


01 Diesel
10 LPG

CPed: Pedal type code


0
2 pedals
1
1 pedal

Page

CSpl

64

02.01

Service Training

Equipment code
01 Special truck
10 Series truck

WINDOW 12

(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR


CODES

The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.

CTrk

CEng

CPed

CSpl

XY
11
00
11
00

XY
11
11
00
00

XY
00
11

Diesel
LPG

BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352

XY
00
11

Two-pedal
Single-pedal

XY
00
11

Special truck
Series truck

VERSION 1.4 AND 1.5

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Section

VERSION 1.4 AND 1.5

Service Training
WINDOW 2

Section

02.01

Page

2
65

CURRENT STATUS MESSAGES AND FAULT MESSAGES

This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.

Example: (31) = Potentiometers 1 and 2 are incompatible


Example: 1 = Brake switch 1 operated

H01 / Chapter 1
350 804 4701.0201

Example: 2 = Brake switch 2 operated

In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.

The fault codes have the following meaning:


Status messages:
If none of the following status messages are shown in window 2, the
truck is operational if no other fault has been detected in the truck.
1
2
3
4

Brake pedal switch 1S5 operated (brake pedal is partially depressed)


Brake pedal switch S14 operated (brake pedal is depressed)
Brake pedal not yet depressed after turning on the ignition
Seat switch not operated

Page

66

02.01

Service Training

Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck drives at creep speed
Truck brakes to a standstill or remains stationary if not yet moving
Current only achieves start of pump control
All power stages without power
Engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

VERSION 1.4 AND 1.5

Section

Test conditions:

NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

Error number
19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

H01 / Chapter 1
350 804 4701.0201

Battery min. 11.3 V


Potentiometer calibration --> window 8

H01 / Chapter 1
350 804 4701.0201

VERSION 1.4 AND 1.5

Service Training

Section

02.01

Page

2
67

23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

68

02.01

Service Training

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.

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69

Possible cause: K1 relay in the LHC module is oxidized, sticking


Truck responses: W B L
45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

70

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Service Training

56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

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71

Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S

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80 - 99 Safety processor error messages


The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

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WINDOW 3

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Service Training

STORED FAULT MESSAGES

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.

Fault number

VERSION 1.4 AND 1.5

Section

The fault codes have the following meaning:


Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

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73

Error number
19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

74

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Service Training

31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

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75

39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.
Possible cause: K1 relay in the LHC module is oxidized, sticking
Truck responses: W B L

45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

76

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Service Training

52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

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62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

67

Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S
80 - 99 Safety processor error messages
The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

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WINDOW 31

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Service Training

STORED ERRORS

In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.

Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer

VERSION 1.4 AND 1.5

Section

If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The
fault occurred again twice subsequently.

The fault codes have the following meaning:


Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

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Fault number and frequency of occurrence after acknowledgement

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Service Training

Section

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79

Error number
19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

80

02.01

Service Training

31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

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Section

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81

39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.
Possible cause: K1 relay in the LHC module is oxidized, sticking
Truck responses: W B L

45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

82

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Service Training

52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

VERSION 1.4 AND 1.5

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Section

02.01

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2
83

62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

67

Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S
80 - 99 Safety processor error messages
The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

WINDOW 32

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(MASTER VERSION) CLEARING WINDOW 31

The errors indicated in window 31 can be cleared with the CE key.

VERSION 1.4 AND 1.5

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VERSION 1.4 AND 1.5

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WINDOW 4

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85

INPUTS

The switch input signals are displayed in window 4.


The switches are numbered and carry the same designation as in the current path diagram. The status
of single switches is indicated behind the switch number; for selective switches the status of both channels
is displayed.

Switches

Switching states
Seat switch
Pressure switch 6 bar
Pressure switch 14 bar
Auxiliary hydraulics

Brake pedal switch 1


Brake pedal switch 2
Directional switch

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Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed

1S5 Brake pedal

01: < half operated


10: > half operated

S14 Brake pedal

1: not fully operated


0: fully operated

1S25 Travel direction 010/1: 1-pedal at zero position


100/1: 1-pedal forward
001/1: 1-pedal reverse
111/0: 2-pedal
NOTE:

The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.

1S8 Seat switch

11: not connected (cable connected)


01: not operated
10: operated
00: not connected (cable open)

1S1 Tilt pressure

0: < 6 bar
1: > 6 bar

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1S2 Lift pressure

Service Training

0: < 14 bar
1: > 14 bar

1S3 Aux. hydraulics 0: not operated or not connected


1: operated

WINDOW 41

(MASTER FUNCTION) SWITCH SIGNALS OF BOTH PROCESSORS

The switching states are indicated by the digits 0 and 1:


0: contact open
1: contact closed
The signals are displayed in pairs (XY) with following declaration:
X is the switch signal read by the master processor
Y is the signal of the same switch read by the safety processor
During faultless operation X always equals Y, with both processors seeing the same status of a switch.
1S8 Seat switch

XY
00
11
00

XY
11
00
00

1S25 Travel direction XY


00
11
00
11

not operated
operated
possibly not present

XY
00 /
00 /
11 /
11 /

XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal

VERSION 1.4 AND 1.5

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VERSION 1.4 AND 1.5

Service Training
WINDOW 5

Section

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87

OUTPUT SIGNALS

Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.

Safety relay in electronic controller


Release valve
Fuel shutoff valve

Fault lamps
Stop light
Flashing light during reversing
Reversing light

REPRESENTATION OF SWITCHING STATES

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0
1

means not driven


means driven

1K1 Safety relay in electronic controller


1K1:1 appears after the ignition is turned on.

1Y4 Release valve


Depress the accelerator pedal with the engine running and the brake released. Output 1Y4:1 will be
displayed.

1Y5 Fuel shutoff valve


During the starting procedure the output changes from 1Y5:0 to 1Y5:1.
NOTE:

Function not supported by version 1.4.

1H20 Fault lamps


With the ignition on, lamps on: 1H20:1
With the engine running, lamps off: 1H20:0
With malfunction, lamps flashing: alternately 1H20:0/1

5K10 Stop light


5K10:0
5K10:1

Stop light off


Stop light on

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5K11 Flashing light during reversing


5K11:0
5K11:0/1

Flashing light off


Flashing light on alternately

5K12 Reversing light


5K12:0
5K12:1

NOTE:

Light off
Light on

VERSION 1.4 AND 1.5

Section

Optional equipment can be connected via outputs 5K10, 11 and 12.

(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS

H01 / Chapter 1
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WINDOW 51

The switching states are indicated by the digits 0 and 1:


0: output off
1: output on
1K1 Safety relay
1Y4 Release valve

XYZ
XYZ

Power stage feedback to safety processor


Control signal from safety processor
Control signal from master processor

5K*s Status of lamp power stage


to *
For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputs
mentioned above jointly. Depending upon the type of equipment on the truck, a different number of
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is
indicated simultaneously.

Section

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VERSION 1.4 AND 1.5

Service Training

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1Y4s Status of release valve power stage

1Y5s Status of gas shutoff valve


NOTE:

For 1Y5s status has the following meaning:


Input

Status

Output

Normal function

0
1

1
1

0
1

Open load

Overtemperature

2
89

02.01

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90

WINDOW 6

ANALOGUE SIGNALS

Service Training

Window 6 displays the analogue values for the travel and RPM control.

Voltage behind relay contact K1


in the LHC module
Power supply
Potentiometer actual
value in %

Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current

VERSION 1.4 AND 1.5

Section

Accelerator pedal in neutral position


Brake pedal released
Ignition on
Battery voltage > 11.3 V

vr:

Voltage behind relay contact K1 in the LHC module


The voltage should be approx. battery voltage.

vs

Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.

p1:

Potentiometer actual value in %


After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained
for maximum forward and reverse pedal stroke.
NOTE:

The maximum values for forward and reverse should be set with the respective pedal
stop screws.

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TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS

VERSION 1.4 AND 1.5

Service Training

Section

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91

TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling

nB1 Engine RPM


Low idling speed:
970 - 1030 rpm
Maximum RPM with
accelerator fully depressed: 2250 - 2350 rpm

iY1

Current of engine operating magnet


Depending on the position of the accelerator pedals and engine load: imax = 1800 mA

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NOTE:

iY2

iY3

The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.

Pump forward current


Depress forward pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress forward
pedal fully

i = max 1180 mA

Pump reverse current


Depress reverse pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress reverse
pedal fully

i = max 1180 mA

NOTE:

If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.

Page

92

WINDOW 61

02.01

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(MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS

VERSION 1.4 AND 1.5

Section

vs:

Potentiometer supply voltage 200 mV

v1:

Potentiometer voltage 1B2.1 in mV (physical)

p1:

Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))

v1 + v2:

Potentiometer voltage 1B2.1 and 1B2


(desired value 9 - 11 V) with a supply of 10 V

v2:

Potentiometer voltage 1B2.2 in mV (physical)

WINDOW 62

(MASTER VERSION) ADDITIONAL INFORMATION 2 TO ANALOGUE READINGS

The analogue readings shown here have the following meaning:


vs:

Potentiometer supply voltage 200 mV

v1:

Potentiometer voltage 1B2.1 in mV (physical)


Potentiometer voltage 1B2.1 in mV (at processor)

iY2:

Desired current for pump valve forwards


Desired current for pump valve forwards (at processor)

iY3:

Desired current for pump valve reverse


Desired current for pump valve reverse (at processor)

H01 / Chapter 1
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The analogue readings shown here have the following meaning:

VERSION 1.4 AND 1.5

Service Training
WINDOW 7

Section

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93

SETTING TRUCK SPEED AND SPECIFIED RPM

This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.

Maximum speed in km/h


Engine RPM
swashplate angle in %

Tilting RPM, switch 6 bar


Lifting RPM, switch 14 bar
Auxiliary hydraulics RPM
(option)

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HOW TO CHANGE THE PARAMETERS


-

Press the ENTER button.


The cursor will appear and jump to the first parameter.
The value can be changed within limits using the + and - buttons.
The modification is stored instantly and is in effect.
Go to the next parameter by pressing ENTER again.
The entry of parameters can be ended by selecting a different window number.

NOTE:

WINDOW 71

Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.

RESETTING PARAMETERS TO STANDARD FACTORY SETTINGS

Pressing 71 (7 and 1) quickly displays window 71 (sub-window of 7).

In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.

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WINDOW 72

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Service Training

(MASTER VERSION) SEAT SWITCH AND ACCELERATION

accl

Deceleration is adjustable from 90 to 120 (in steps of 10)

toff

Truck shutdown after XX seconds (10 - 500, in steps of 10)

tbrk

Truck brakes after XX seconds (1 - 20, in steps of 1)

VERSION 1.4 AND 1.5

Section

WINDOW 73

(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO


STANDARD FACTORY SETTINGS

The parameters are reset by pressing the <CE> key.

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NOTE: To use these functions, a seat switch must be installed. If "toff:-- or "tbrk:-- is displayed, the
respective function is not activated.

VERSION 1.4 AND 1.5

Service Training
WINDOW 74

Section

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95

(MASTER VERSION) MAXIMUM TRUCK SPEED

vlim: Indication of the factory-set maximum truck speed. Can not be modified!

(MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND


FINAL VALUES)

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WINDOW 75

iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

Page

2
96

WINDOW 76

02.01

Service Training

(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO


STANDARD FACTORY SETTING

VERSION 1.4 AND 1.5

Section

The parameters are reset by pressing the <CE> key.

ADJUSTMENT OF TRACTION POTENTIOMETER

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WINDOW 8

v1:

Potentiometer voltage 1B2.1 (physical)

p1:

Potentiometer actual value in %, adjustable as long as "OK" is displayed

For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.

Section

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2.10.1.3.6 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.6

76

75+

74+

73+

72+

62

71+
41

61

31+

32

12

Master

Service

11+

51

7+
6+
5+

4+

3+

1+

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2.10.1.3.7 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.6


WINDOW 1

INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE

This window displays general information on the truck as detected by the Test Module.

1st line:
2nd line:
3rd line:
4th line:

Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s)

If the information displayed in the window does not correspond to the truck version, there is
a fault in the wiring or the electronic controller.

WINDOW 11

(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE


LOOM

The first line displays a 12-digit number, the so-called compiler


number of the software version.

CTrk

Truck series code


0110
BR 350 H12, H16, H18, H20
1001
BR 351 H30, H35
0011
BR 352 H40

CEng

Engine type code


01 Diesel
10 LPG

CPed: Pedal type code


0
2 pedals
1
1 pedal

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NOTE:

VERSION 1.6

Section

VERSION 1.6

Service Training
CSpl

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CEng

CPed

CSpl

99

(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR


CODES

The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.

CTrk

Equipment code
01 Special truck -> not displayed on all trucks or not supported
10 Series truck

WINDOW 12

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XY
11
00
11
00

XY
11
11
00
00

XY
00
11

Diesel
LPG

XY
00
11

Two-pedal
Single-pedal

XY
00
11

Special truck -> not displayed on all trucks or not supported


Series truck

BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352

02.01

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100

WINDOW 2

CURRENT STATUS MESSAGES AND FAULT MESSAGES

This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a twodigit number.

VERSION 1.6

Section

Example: (19) = not calibrated


Example: 1 = Brake switch 1 operated

In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 19 was
detected, i.e. not calibrated. When the brake pedal is released, the numbers 1 and 2 will disappear,
whereas the fault number 19 will still be displayed. The engine can be therefore be started, but the truck
will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.

The fault codes have the following meaning:


Status messages:
If none of the following status messages are shown in window 2, the
truck is operational if no other fault has been detected in the truck.
1
2
3
4

Brake pedal switch 1S5 operated (brake pedal is partially depressed)


Brake pedal switch S14 operated (brake pedal is depressed)
Brake pedal not yet depressed after turning on the ignition
Seat switch not operated

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Example: 2 = Brake switch 2 operated

VERSION 1.6

Service Training

Section

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101

Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck drives at creep speed
Truck brakes to a standstill or remains stationary if not yet moving
Current only achieves start of pump control
All power stages without power
Engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8

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NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

Error number
19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

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23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

VERSION 1.6

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103

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.
Possible cause: K1 relay in the LHC module is oxidized, sticking
Truck responses: W B L

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45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

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56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

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Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

VERSION 1.6

Section

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

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80 - 99 Safety processor error messages


The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

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STORED FAULT MESSAGES (DISPLAY AND DELETE FUNCTION)

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.

Fault number

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Fault frequency

The fault codes have the following meaning:


Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

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Error number
19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

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31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

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39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.
Possible cause: K1 relay in the LHC module is oxidized, sticking
Truck responses: W B L

45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

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52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

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62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

67

Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S
80 - 99 Safety processor error messages
The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

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113

STORED ERRORS (DISPLAY AND DELETE FUNCTION)

In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.

Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer

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Fault number and frequency of occurrence after acknowledgement

If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 54 was detected one time. Then the service engineer acknowledged the fault. The fault
52 then occurred.

The fault codes have the following meaning:


Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S

Warning lamp flashing


Truck driving at creep speed
Truck brakes to a full stop or remains stationary when not moving
Current achieves only start of pump control
All power stages are without power
engine goes to low idling speed
Release magnet de-energised, truck braking with brake jets (restrictors)
Safety relay in the controller de-energised, all power stages without power

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Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:

If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.

VERSION 1.6

Section

19

Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S

20

Invalid truck encoding


No truck type detected.
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

21

Invalid engine type encoding


The wrong engine type was identified (e. g. LPG instead of diesel engine)
Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on the
LHC module.
Truck responses: W E L F - S

22

Invalid series encoding


A wrong series was identified (e. g. 351 instead of 350)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

23

Invalid series / special version encoding


A wrong version was identified (e. g. instead of special version - fixed programmed speed
reduction, a series version)
Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on
the LHC module.
Truck responses: W E L F S

26

Pressure sensor signal too high, and in particular over 9.5 V


The return voltage signal of pressure sensor 1B10 is over 9.5 V.
--> window 61
Possible causes: defective pressure sensor, shorted cable loom to and from sensor
Truck responses: W

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Error number

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27

Pressure switch and pressure sensor signals are both active


The switch and sensor signal at pressure sensor 1B10 are applied simultaneously.
Possible cause: defective pressure sensor
Truck responses: W

28

Pressure switch active although engine speed is zero


A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are
indicated. --> window 6
Possible cause: pressure sensor defective, cable loom
Truck responses: W

31

The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer

32

The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L

33

The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L

34

Both potentiometers 1B2.1 and 1B2.2 at 0 Volt


The voltage of approx. 10 Volt specified by the LHC box can not be processed further.
Possible causes: potentiometer not connected, potentiometer defective, cable loom
Truck responses: W B L

35

Travel direction signal encoding is not OK


The controller can not sense if it is a single-pedal or two-pedal vehicle.
Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,
cable loom (negative signals to LHC box not present, check)
--> Window 4)
Truck responses: W B L

36

Signal from travel direction switch


A signal expected from the travel direction switch can not be detected.
Possible causes: travel direction switch, cable loom (check negative signals coming from travel
direction switch to LHC box ) --> window 4
Truck responses: W B L

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37

Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B

38

Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B

39

Seat switch breaker and maker have the same signal


The seat switch is activated --> window 72 and both output signals of the seat switch show the
same value 00 or 11. --> window 4
Possible causes: seat switch is switched active but not connected; seat switch defective; open
connection (seat switch - LHC module); cable loom
Truck responses: W B L

41

vs is under 8 Volt although vr is over 11 Volt


Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the
LHC module is over 11 Volt. --> window 6
Possible cause: voltage regulator in LHC module
Truck responses: W B L

43

Controller without power


The LHC module is without supply voltage vr . --> window 6
Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and
negative terminals.
Truck responses: W B L

44

Safety relay in the controller can no longer be switched off


Safety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.
Possible cause: K1 relay in the LHC module is oxidized, sticking
Truck responses: W B L

45

Release valve can no longer be activated


Release valve 1Y4 can not be activated. --> window 5
Possible causes: open connection in cable loom to the release valve, release valve solenoid
defective
Truck responses: W B

46

Release valve can no longer be deactivated


Release valve 1Y4 was activated, but can no longer be deactivated.
--> window 5
Possible causes: LHC module defective; cable loom for release valve is permanently +
Truck responses: W B

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47

Current of release valve is too low


Release valve 1Y4 can not be activated --> window 5
Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not
connected; cable loom
Truck responses: W B

51

Current of solenoid for IC engine is too high


The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6
Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1
Truck responses: W E L F S

52

Current of solenoid for IC engine is too low


The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6
Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.
Truck responses: W E L F S

53

Current for pump forward solenoid is too high


Current value for proportional solenoid iY2 is too high. --> window 6
Causes: short in proportional solenoid iY2 or in cable loom to the solenoid
Truck responses: W E L F S

54

Current for pump forwards solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY2
--> Window 6
Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid
defective
Truck responses: W E L F S

55

Current for pump reverse solenoid is too high


The current value for proportional solenoid iY3 is high --> window 6
Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.
Truck responses: W E L F S

56

Current for pump reverse solenoid is too low


The vehicle detects too low a current value for proportional solenoid iY3
--> window 6
Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid
defective
Truck responses: W E L F S

57

Current for gas shutoff valve is too high


The current applied to gas shutoff valve solenoid 1Y5 is too high
Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.
Truck response: W

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58

Current for gas shutoff valve is too low


The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5
Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or
in the solenoid
Truck response: W

59

Status of release valve


The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.
Possible causes: release valve 1Y4 defective, cable loom
Truck responses: W B

61

Engine speed too high


This error code appears if the engine speed is over 3000 rpm for 10 seconds.
Possible causes: injection pump; proportional solenoid
Truck response: W

62

Sudden change in RPM signal from over 800 to 0 rpm


The vehicle no longer detects any engine speed, although the engine was not shut down with the
ignition key.
Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open
connection
Truck response: W

65

Tilt pressure signal of 6 bar without RPM


The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists
--> window 4
Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66

Lift pressure signal of 14 bar without RPM


The controller senses an activated (closed) pressure switch 1S2, although no engine RPM
exists. --> window 4
Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted
Truck response: W

67

Lift and tilt signals incompatible (14 bar before 6 bar)


The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4
Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure
switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.
Truck responses: W

70 - 79 Mutual monitoring of both processors


The internal communication between the master and the safety processor is faulty.
Possible cause: LHC-module 1N2 defective
Truck responses: W E L F S
80 - 99 Safety processor error messages
The safety processor is detecting errors in LHC module 1N2.
Possible cause: LHC module 1N2 defective
Truck responses: W E L F S

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119

NOTE:

If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.

NOTE:

If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK

WINDOW 32

(MASTER VERSION) CLEARING WINDOW 31

The errors indicated in window 31 can be cleared with the CE key.

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Page

02.01

Page

120

WINDOW 4

INPUTS

Service Training

The switch input signals are displayed in window 4.


The switches are numbered and carry the same designation as in the current path diagram. The status
of single switches is indicated behind the switch number; for selective switches the status of both channels
is displayed.

Switches

VERSION 1.6

Section

Switching states
Seat switch
Pressure switch 6 bar *
Pressure switch 14 bar *
Auxiliary hydraulics

Brake pedal switch 1


Brake pedal switch 2
Directional switch

Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed

1S5 Brake pedal

01: < half operated


10: > half operated

S14 Brake pedal

1: not fully operated


0: fully operated

1S25 Travel direction 010/1: 1-pedal at zero position


100/1: 1-pedal forward
001/1: 1-pedal reverse
111/0: 2-pedal
NOTE:

The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.

1S8 Seat switch

11: not connected (cable connected)


01: not operated
10: operated
00: not connected (cable open)

1S1 Tilt pressure

0: < 6 bar
1: > 6 bar

H01 / Chapter 1
350 804 4701.0201

* (not active if a pressure sensor is used)

VERSION 1.6

Service Training
1S2 Lift pressure

02.01

Page

2
121

0: < 14 bar
1: > 14 bar

1S3 Aux. hydraulics 0: not operated or not connected


1: operated

WINDOW 41

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Section

(MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS

The switching states are indicated by the digits 0 and 1:


0: contact open
1: contact closed
The signals are displayed in pairs (XY) with following declaration:
X is the switch signal read by the master processor
Y is the signal of the same switch read by the safety processor
During faultless operation X always equals Y, with both processors seeing the same status of a switch.
1S8 Seat switch

XY
00
11
00

XY
11
00
00

1S25 Travel direction XY


00
11
00
11

not operated
operated
possibly not present

XY
00 /
00 /
11 /
11 /

XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal

02.01

Page

122

WINDOW 5

OUTPUT SIGNALS
ALL SOFTWARE VERSIONS

Service Training

Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.

Safety relay in electronic controller


Release valve
Fuel shutoff valve

VERSION 1.6

Section

Fault lamps
Stop light
Flashing light during reversing
Reversing light

0
1

means not driven


means driven

1K1 Safety relay in electronic controller


1K1:1 appears after the ignition is turned on.

1Y4 Release valve


Depress the accelerator pedal with the engine running and the brake released. Output 1Y4:1 will be
displayed.

1Y5 Fuel shutoff valve


During the starting procedure the output changes from 1Y5:0 to 1Y5:1.
On an LPG truck the number 1 after the slash indicates the presence of a connection to the solenoid
(shutoff valve).

1H20 Fault lamps


With the ignition on, lamps on: 1H20:1
With the engine running, lamps off: 1H20:0
With malfunction, lamps flashing: alternately 1H20:0/1

5K10 Stop light


5K10:0
5K10:1

Stop light off


Stop light on

H01 / Chapter 1
350 804 4701.0201

REPRESENTATION OF SWITCHING STATES

Section

VERSION 1.6

Service Training

02.01

Page

2
123

5K11 Flashing light during reversing


5K11:0
5K11:0/1

Flashing light off


Flashing light on alternately

5K12 Reversing light


5K12:0
5K12:1

NOTE:

Light off
Light on

Optional equipment can be connected via outputs 5K10, 11 and 12.

(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS

H01 / Chapter 1
350 804 4701.0201

WINDOW 51

The switching states are indicated by the digits 0 and 1:


0: output off
1: output on
1K1 Safety relay
1Y4 Release valve

XYZ
XYZ

Power stage feedback to safety processor


Control signal from safety processor
Control signal from master processor

5K*s Status of lamp power stage


to *
For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputs
mentioned above jointly. Depending upon the type of equipment on the truck, a different number of
outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is
indicated simultaneously.

1Y4s Status of release valve power stage

02.01

Page

124

WINDOW 6

ANALOGUE SIGNALS

Service Training

Window 6 displays the analogue values for the travel and RPM control.

Voltage behind relay contact K1


in the LHC module
Power supply
Potentiometer actual
value in %

Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current

VERSION 1.6

Section

Accelerator pedal in neutral position


Brake pedal released
Ignition on
Battery voltage > 11.3 V

vr:

Voltage behind relay contact K1 in the LHC module


The voltage should be approx. battery voltage.

vs

Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.

p1:

Potentiometer actual value in %


After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained
for maximum forward and reverse pedal stroke.
NOTE:

The maximum values for forward and reverse should be set with the respective pedal
stop screws.

H01 / Chapter 1
350 804 4701.0201

TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS

VERSION 1.6

Service Training

Section

02.01

Page

2
125

TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling

nB1 Engine RPM


Low idling speed:
970 - 1030 rpm
Maximum RPM with
accelerator fully depressed: 2250 - 2350 rpm

iY1

Current of engine operating magnet


Depending on the position of the accelerator pedals and engine load: imax = 1800 mA

H01 / Chapter 1
350 804 4701.0201

NOTE:

iY2

iY3

The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.

Pump forward current


Depress forward pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress forward
pedal fully

i = max 1180 mA

Pump reverse current


Depress reverse pedal
until traction wheels
start rotating

i = 440 - 460 mA

Depress reverse
pedal fully

i = max 1180 mA

NOTE:

If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.

02.01

Service Training

Page

126

WINDOW 61

(MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS

VERSION 1.6

Section

vs:

Potentiometer supply voltage 200 mV

v1:

Potentiometer voltage 1B2.1 in mV (physical)

p1:

Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))

v1 + v2:

Potentiometer voltage 1B2.1 and 1B2


(desired value 9 - 11 V) with a supply of 10 V

v2:

Potentiometer voltage 1B2.2 in mV (physical)

v3:

voltage for working hydraulics pressure sensor (1000 - 9000 mV)

WINDOW 62

(MASTER VERSION) ADDITIONAL INFORMATION 2 TO ANALOGUE READINGS

The analogue readings shown here have the following meaning:


vs:

Potentiometer supply voltage 200 mV

v1:

Potentiometer voltage 1B2.1 in mV (physical)


Potentiometer voltage 1B2.1 in mV (at processor)

iY2:

Desired current for pump valve forwards


Desired current for pump valve forwards (at processor)

iY3:

Desired current for pump valve reverse


Desired current for pump valve reverse (at processor)

H01 / Chapter 1
350 804 4701.0201

The analogue readings shown here have the following meaning:

VERSION 1.6

Service Training
WINDOW 7

Section

02.01

Page

2
127

SETTING TRUCK SPEED AND SPECIFIED RPM

This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.

Maximum speed in km/h


Engine RPM
swashplate angle in %

Tilting RPM, switch 6 bar


Lifting RPM, switch 14 bar
Auxiliary hydraulics RPM
(option)

H01 / Chapter 1
350 804 4701.0201

HOW TO CHANGE THE PARAMETERS


-

Press the ENTER button.


The cursor will appear and jump to the first parameter.
The value can be changed within limits using the + and - buttons.
The modification is stored instantly and is in effect.
Go to the next parameter by pressing ENTER again.
The entry of parameters can be ended by selecting a different window number.

NOTE:

WINDOW 71

Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.

RESETTING PARAMETERS TO STANDARD FACTORY SETTINGS

Pressing 71 (7 and 1) quickly displays window 71 (sub-window of 7).

In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.

02.01

Service Training

Page

128

WINDOW 72

(MASTER VERSION) SEAT SWITCH AND ACCELERATION

accl

Deceleration is adjustable from 100 to 120 (in steps of 10)

toff

Truck shutdown after XX seconds (10 - 500, in steps of 10)

tbrk

Truck brakes after XX seconds (1 - 20, in steps of 1)


(To use this function, a seat switch must be installed. If "toff:-- or "tbrk:-- is displayed, the
respective function is not activated.

WINDOW 73

(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO


STANDARD FACTORY SETTINGS

The parameters are reset by pressing the <CE> key.

VERSION 1.6

H01 / Chapter 1
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Section

VERSION 1.6

Service Training
WINDOW 74

Section

02.01

Page

2
129

(MASTER VERSION) MAXIMUM TRUCK SPEED

vlim: Indication of the factory-set maximum truck speed. Can not be modified!

H01 / Chapter 1
350 804 4701.0201

WINDOW 75

(MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND


FINAL VALUES)

iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

02.01

Service Training

Page

130

WINDOW 76

(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO


STANDARD FACTORY SETTING

VERSION 1.6

Section

The parameters are reset by pressing the <CE> key.

ADJUSTMENT OF TRACTION POTENTIOMETER


H01 / Chapter 1
350 804 4701.0201

WINDOW 8

v1:

Potentiometer voltage 1B2.1 (physical)

p1:

Potentiometer actual value in %, adjustable as long as "OK" is displayed

For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.

H01 / Chapter 1
350 804 4701.0201

Service Training

Section

02.01

Page

2
131

Page

2
132

02.01

Service Training

2.10.2

HYDRAULIC SYSTEM DIAGNOSTICS

2.10.2.1

CIRCUIT DIAGRAM AND OVERVIEW FOR DIAGNOSTICS

H01 / Chapter 1
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Section

Service Training

H01 / Chapter 1
350 804 4701.0201

1
2
3
4
5
6
7
8
9
10
11
12
1Y2
1Y3
1Y4
V
U

Tandem pump
Bypass valve
Hydraulic variable pump HPV 55 -02
Test port - servo piston "Y"
Test port F" - pilot pressure upstream of release valve
Test port - servo piston "Z"
Test ports - (HP)
Hydraulic damper
Steering control valve
Pressure filter
Brake valve
Drive axle AH 20 -01
Control magnet, forward
Control magnet, reverse
Release valve
Flushing oil inlet, from HPV 55 -02
Flushing oil outlet, to oil cooler

Section

02.01

Page

2
133

Section

Page

134

2.10.2.2

Service Training

02.01

TEST AIDS

The screw couplings, adapters, test lines and pressure gauges required for the measurements are contained
in the test case.

2.10.2.2.1 EXPLANATIONS TO TROUBLESHOOTING


The functional tests and any ensuing troubleshooting is performed separately for each main group. The
following components and functions are affected:
Hydraulic steering system
Hydraulic braking system
Hydrostatic travel drive

Section 2.10.2.3
Section 2.10.2.4
Section 2.10.2.5

Before commencing with the activities described below, first check the oil level and top up the oil, if required.

The installation points for pressure gauges or plugs are shown in the line hook-up diagram.
In some test steps the Drive axle AH 20 -01 must be disconnected. In this case proceed as follows:
Unscrew the union nuts on the HP hoses connected to the AH20 -01 drive axle, plug the openings and
reconnect the hoses.

LIST OF ABBREVIATIONS USED


LP gauge
HP gauge
LP
HP
F pedal
R pedal

=
=
=
=
=
=

low pressure gauge


high pressure gauge
low pressure
high pressure
forward accelerator pedal
reverse accelerator pedal

If not specified otherwise, all pressure measurements must be performed with the brake pedal released.

H01 / Chapter 1
350 804 4701.0201

If a pressure gauge or a plug must be installed for a test procedure, first depressurise the tank by unscrewing
the breather valve.

Section

Service Training

02.01

Page

2
135

OVERVIEW OF PRESSURE READINGS (APPROXIMATE VALUES)


Position of accelerator pedal Position of brake pedal

Test point

Pressure (bar)

Zero position
Zero position
Depressed approx. 20 mm
F pedal fully depressed
R pedal fully depressed
Zero position
Zero position

F
F
F
Y
Z
BR
BR

17.5
0
17.5
17.5
17.5
17.5
0

released
depressed
released
released
released
released
depressed

HIGH PRESSURE MEASUREMENT

H01 / Chapter 1
350 804 4701.0201

Test port: 7
Brake pedal released, brake piston of valve 11 pushed in fully with a long screwdriver. Forward or reverse
pedal depressed.
Specified reading: 420 20 bar

AVERAGE WHEEL RPM


Forward:
Reverse:

210 rev/min
210 rev/min

Section
Page

2
136

2.10.2.3

02.01

Service Training

POWER-ASSISTED STEERING

Two different methods can be used to locate a malfunction in the steering system.

2.10.2.3.1 TROUBLESHOOTING WITHOUT MEASUREMENT OF BOOST AND MAXIMUM PRESSURE


TEST REQUIREMENTS
- Travel drive must be functioning

Test

Symptoms

Assessment

Start the engine, release


the brakes, depress the F
or R pedal and turn the
steering wheel.

Steering not functioning,


truck still driving

Malfunction in servostat
or steering cylinder.

Steering not functioning,


truck stopping.

Feeding pump or steering


pump of tandem pump
defective.

Steering functioning,
truck stopping.

Troubleshooting
as described below.

If the malfunction cannot be localized with this method, use the method described as follows.

2.10.2.3.2 TROUBLESHOOTING WITH MEASUREMENT OF BOOST AND MAXIMUM PRESSURE


TEST REQUIREMENTS
-

Truck blocked up and secured so that both drive wheels can rotate freely.
Engine and travel drive at operating temperature.
Front cover removed.
Brake applied.

TEST
Connect a HP pressure gauge with test fitting (tee) to port P2 of the tandem pump and a LP pressure gauge
to port F of the throttle. Start the engine, release the brake and read the pressure at F at low idling speed.
If the pressure is under 17 bar, continue the troubleshooting as described in "Hydrostatic Travel Drive".
If the pressure is 17 bar or over, carry out the following test procedure.

H01 / Chapter 1
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TEST

Service Training

Section

02.01

Page

2
137

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With engine at idling speed, turn the steering wheel to the right and left through the full cycle, hold it briefly
and assess operation according to the following evaluation table:
Symptoms

Readings

Assessment

1. Stiff steering.

HP less than
120 bar.
Boost pressure 17 bar
or more.

Safety valve of
servostat defective

HP under
120 bar.
Boost pressure under
17 bar.

Gear pump 11 cc
defective.
Replace the tandem
pump.

2. Steering wheel can be


turned further at stop
without much effort.

HP under 100 bar,


Boost pressure 17 bar
or over.

Leak in servostat or
steering cylinder. Check
as described below.

3. Steering wheel can be


turned as far as stop,
then blocked.

HP approx.
120 bar as required.
Boost pressure 17 bar
or over.

Hydraulic steering system


in order. If still faulty,
replace the steering
control valve.

To check for leakage in the steer cylinder, proceed as follows.


-

Move the steer cylinder to the right as far as the stop.


Disconnect the right-hand hose at the steer cylinder.
Move (hold) the steer cylinder (with the steering wheel) to the stop - there should be no oil emerging.
If oil is running out, check the packing and cylinder tube of the steer cylinder.

Section
Page

2
138

2.10.2.4

02.01

Service Training

HYDRAULIC BRAKE SYSTEM

2.10.2.4.1 FUNCTIONAL TEST


TEST REQUIREMENTS
- Truck blocked up and secured so that both drive wheels can rotate freely.
- Pedals properly adjusted.
- Brake pedal locked in position "brake applied".

TEST

Symptoms

Start the engine and try to


turn the right or left drive
wheel with a wheel nut
spanner or extension.

Drive wheels cannot


be turned.

Release the brake pedal


and again try to turn the
right or left drive wheel.

Drive wheels can


be turned.

Assessment

Parking brake
in order.

After this test, lower the truck to check the braking characteristics of the moving truck.
For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock without
the truck pulling to one side. If the test results differ from the above diagnostics, determine and remedy the
fault by following the troubleshooting procedures.

2.10.2.4.2 TROUBLESHOOTING
TEST REQUIREMENTS
-

Truck blocked up and secured so that both traction wheels can rotate freely.
Engine cover raised.
Floor plate removed.
Pedal adjustment in order.
Engine and travel drive at operating temperature.
Front cover plate removed.
Brake pedal locked in position "brake applied".

H01 / Chapter 1
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Test

Section

Service Training

02.01

Page

2
139

Screw in low pressure gauge into port F of pressure filter. Start the engine and
read the pressure on gauge.

yes

Pressure min. 17.5 bar.

no

H01 / Chapter 1
350 804 4701.0201

Plug port E at brake valve with a blanking plug and repeat the test.

Brake valve defective.

yes

Pressure min. 17.5 bar.

no

Check "Hydrostatic Travel


Drive".

Screw in low pressure gauge into port BR at Brake valve. Release the brakes and
check the pressure with the engine running.

yes

Pressure min. 17.5 bar.

no

With the engine running, fully depress brake pedal and watch the pressure gauge.

yes

Pressure drops to
approx. 0 bar.

no

Brake valve does not open.


Repair or replace the valve.

Section

Page

Service Training

02.01

140

A
Plug port BR at the brake valve. Start the engine, release the brake, fully depress
the F or R pedal.

The brake of the turning


wheel is not in order.
Remove and remedy the
fault.

yes

Drive wheels rotate.

no

Braking system in order.

yes

Pressure min. 17.5 bar.

no

Brake valve defective. Repair


or replace valve.

Remove test fitting and reconnect low pressure gauge to port BR (with brake
line). Plug port BR of right brake with banjo screw with cap. Measure the pressure
with the engine running and the brakes released.

Seal at right-hand brake


piston defective.

yes

Pressure min. 17.5 bar.

no

Seal at left-hand brake piston


defective.

H01 / Chapter 1
350 804 4701.0201

Remove test fitting at port BR and connect low pressure gauge (without brake
line) to port BR at the brake valve. Measure the pressure with the engine running
and the brakes released.

Service Training
2.10.2.5

Section

02.01

Page

2
141

HYDROSTATIC TRAVEL DRIVE

2.10.2.5.1 TROUBLESHOOTING
TEST CONDITIONS

H01 / Chapter 1
350 804 4701.0201

Truck blocked up and secured so that both traction wheels can rotate freely.
Power steering functioning.
Brake pedal locked in position "brake applied".
Electronic controller does not indicate an error (warning lamp not flashing).
Engine can not be started.
Pedal adjustment in order.
No error is indicated during the electrical system diagnostics with the test module or Laptop, and the test
readings and settings are OK.

Section
Page

Service Training

02.01

142

Connect LP pressure gauge to port F, engine at idling speed, brake applied.

yes

LP approx. 17.5 bar

no

Seal port E with blanking plug, repeat measurements.

yes

Pressure now
approx. 17.5 bar

no

H01 / Chapter 1
350 804 4701.0201

Fault in the braking


system. See "Hydraulic
Braking System".

Check or replace boost pressure valve, repeat measurement.

yes

LP now approx. 17.5 bar

no

Disconnect axle AH 20 -01, repeat measurement.

AH 20 -01 defective,
repair or replace.

yes

Pressure now
approx. 17.5 bar

no

HPV 55 -02 defective,


repair or replace.

Section

Service Training
A

02.01

Page

Connect the electric diagnostic unit to the test connector.


Connect the LP pressure gauge to port F" (release valve). Line reconnected to
port E.
Start the engine, open window 5 and release the brake, depress the F or R pedal
until 1Y4 is activated.

yes

When
1Y4 is operated, pressure
at 5 rises to approx.
17.5 bar.

no

Check operation of the


operating magnet and
hydraulic section of
release valve or replace
valve assembly.

H01 / Chapter 1
350 804 4701.0201

Remove LP pressure gauge at port F" and install at it port Y. Start engine, release
brake, open window 6 and sensitively depress forward pedal. Current iY2 should
rise at diagnostic unit (forward control magnet), pressure rise at Y and wheels
start rotating.

iY2 rising,
pressure stays at 0 bar,
wheels not turning.

Current and
pressure rising, wheels not
turning.

Current and
pressure rising, wheels
turning

yes

Check or replace proportional valve 1Y2.

yes

Check servo control or


control piston of pressure
balance.

yes

Depress forward pedal again and read iY2 at start of wheel rotation.

2
143

Page

2
144

Service Training

02.01

yes

Wheels
start rotating at
i = 440 - 460 mA.

no

Adjust start of control, see "Start of Pump Control".

yes

Start of control can be


adjusted.

no

Check hydraulic servo


control

no

Perform electrical sys.


diagnostics, window 6.

H01 / Chapter 1
350 804 4701.0201

Section

Fully depress the forward pedal.

yes

iY2 approx. 1180 mA

Fully depress the forward pedal again and read the pressure.

yes

Pressure at
stop at least
16 bar or more.

no

Check or replace proportional valve and servo


control.

With F pedal fully depressed, determine avg. wheel speed. Des. value = 210 rpm.

Section

Service Training

02.01

Page

C
yes

Average wheel
speed OK.

no

Check swash angle of


variable pump, see
"Swash angle of the variable pump".

H01 / Chapter 1
350 804 4701.0201

Connect LP pressure gauge to port F", HP pressure gauge to HP test point (on
right side). Block the brake (with brake release valve by pressing brake piston
down with a long screwdriver), depress the forward pedal, read HP and LP.

HP approx. 420 bar,


LP approx. 17.5 bar.

HP far under 420 bar,


LP approx. 17.5 bar.

As HP rises,
LP drops to 0 bar.

HP valve for forward


travel direction is OK.

Internal leakage, possible


causes: feed valves/
relief valves or towing
bypass valve leaking.

Leakage in the HP
section for forward travel.
Disconnect AH 20 -01 to
localise fault in the HPV
55 -02 or AH 20 -01.

Remove HP pressure gauge from right HP test points and install on left HP test
points (LP pressure gauge stays on port F") and then perform the check with the
reverse accelerator pedal. The readings now refer to the other direction of travel
or components.

2
145

Page

2
146

02.01

Service Training

H01 / Chapter 1
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Section

Service Training
STEERING SYSTEM

4.1

SCHEMATIC DIAGRAM OF THE STEERING SYSTEM

H01 / Chapter 1
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1
2
3
4
5

Gear pump
Pressure relief valve 120 bar
Steering valve 45 cm
Make-up valve
Hose safety valves 190 bar

A
B

Working hydraulics
Feed

Section

Page

Page
2

H01 / Chapter 1
350 804 4701.0400

Section

Service Training

Service Training

H01 / Chapter 1
350 804 4701.0400

CONTROLS

Section

Page

Section

Page

PEDAL STROKE ADJUSTMENT INSTRUCTIONS

H01 / Chapter 1
350 804 4701.0400

5.1

Service Training

Service Training
1
2
3
4
5

Section

Page

Forward stop screw


Reverse stop screw
Microswitch 2
Stop screw for limiting pedal stroke upwards (forward pedal)
Spacer, thickness = 3 mm

CONDITIONS
- Pedals mechanically in good working order.
- Traction pot 1B2 and brake switches 1S5 and S14 are connected.
- Test module connected to interface 6X6.

H01 / Chapter 1
350 804 4701.0400

ADJUSTMENT OF ACCELERATOR PEDAL


- Pedals in neutral position. Window 8 of the diagnostic unit selected. "OK" shown in the window.
- Calibrate the pedals by pressing the ENTER key. "STORED" will appear for 1 second. If "OK" is not shown,
do not proceed with calibration. --> Renew the potentiometer and repeat the procedure.
- Select window 6.
- Depress the "FORWARD" accelerator pedal on the right as far as possible and adjust stop screw (1) so
that voltage v1c reads between 8450 mV and 8550 mV. Lock the pedal stop screw.
- Depress the "REVERSE" accelerator pedal on the left as far as possible and adjust stop screw (2) so that
voltage v1c reads between 1450 mV and 1550 mV. Lock the pedal stop screw.
- Depress the accelerator pedals again and check the final readings. Readjust the pedals if necessary.
- Adjustment of stop screw (4).
Depress the accelerator pedal onto adjusted stop screw (2) and hold it. Screw in stop screw (4) of the other
accelerator pedal (forward) as far as the pedal plate and lock it.

ADJUSTMENT OF BRAKE PEDAL


- Depress the brake pedal as far as possible. The leaf spring must engage.
- Place a spacer (thickness = 3 mm) between the brake valve and brake pedal, clamp the brake pedal against
the brake valve block.
- Shift both microswitches to the switching point of microswitch 2 (3) (starter lockout). Be sure that the
microswitch 2 has operated.

Section

Page

ADJUSTMENT INSTRUCTIONS FOR THE SPEED CONTROL

H01 / Chapter 1
350 804 4701.0400

5.2

Service Training

Service Training

Section

Page

CONDITION
Engine is shut down, threaded rod (5) is removed from the control lever (1) along with the ball of the balland-socket joint (3).

ADJUSTMENT
1 Fasten the ball of the joint (3) in the centre notch of the lever (1).
2 Move the speed control lever (1) by hand against the top idle stop screw (10) and pull the solenoid shaft
and threaded rod (5) out completely.
3 Now adjust the length of the threaded rod (5) so that the socket of the joint (3) can be mounted on the
ball without play, but do not install it yet.
4 Fully retract the solenoid shaft with threaded rod (5) and press the lever (1) against the low idling speed
stop. The socket should now also fit on the ball without play.

H01 / Chapter 1
350 804 4701.0400

NOTE:

If the rod is too long or too short, the position of the ball in the notch of the lever (1) must be changed
and the adjustment repeated as described in step 3.

5 Now press the socket on the ball and tighten the locknut on the ball and socket joint (3).
6 Turning the rod (5) 3/4 of a turn anticlockwise pretensions the rod 0.7 mm.
7 Now lock the nut on the threaded rod (5) at the solenoid end.

Section

Page

Service Training

5.3

ENGINE SPEED SENSOR ADJUSTMENT INSTRUCTIONS

NOTE:

The engine can not be started if the actual value sensor B1 is removed or connector X1 is
separated.

ADJUSTMENT
- Slacken nuts (1) and (2).
- Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speed
sensor B1.
- The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.

H01 / Chapter 1
350 804 4701.0400

- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10 Nm).

H01 / Chapter 1
350 804 4701.0201

Service Training

02.01

ELECTRICAL SYSTEM

6.1

BASIC DIAGRAM DIESEL VERSION

A1
9A2

Glow duration unit


Fan controller

45 - 49
80 -95

1B1
1B2
1B10

Actual speed sensor


Accelerator double potentiometer
Pressure sensor

101 - 103
116 - 121
112 - 114

F1
F2
F3
F4
F5
F8
1F17
1F18
9F16

Fuse 50 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 10 A
Fuse 50 A
Fuse 1 A
Fuse 15 A
Fuse 30 A

3
10
24
49
74
1
133
102
84

G1
G2

Alternator with regulator


Battery

3, 4
6

H1
H2
H3
H4
H5
H6
H12
H13
H24
H25
H26
4H7

Battery charging indicator lamp


Controller fault warning lamp
Coolant temperature warning lamp
Hydraulic oil temperature warning lamp
Engine oil pressure warning lamp
Suction filter vacuum warning lamp
Directional indicator lamp
Fuel level warning lamp
Fan
Preheating
Soot filter warning lamp
Horn

19
21
24
26
28
30
40
32
34
36
38
73

K2
K3
1K1
9K4
9K1/2/3

Starter relay
Auxiliary relay, terminal 15
Relay terminal 30 in LHC electronics
Additional relay
Relay

9 - 11
75 - 77
103 - 106
92 - 94
82 - 94

M1
9M5

Starter
Fan

7-9
84

1N2

Electronic Hydraulic Control LHC

101 - 135

P1
6P3

Hour meter
Composite instrument

17
16 - 41

R1
R2

Glow plugs
Temperature sensor of automatic preheating

49 - 54
47

Section

Page

Page

Service Training

02.01

9R1/2/3
9R4

Resistor
Fan resistor

81, 86, 91
84

S1
S2
S3
S4
S5
S6
S14
1S1
1S2
1S5
1S25
4S8
9S17

Ignition switch
Coolant temperature switch
Oil temperature switch
Engine oil pressure switch
Suction filter vacuum switch
Fuel level warning light switch (option)
Brake pedal switch 2 (Start inhibit)
Pressure switch (6 bar)
Pressure switch (14 bar)
Brake pedal switch 1
Travel direction switch, single-pedal model
Horn button
Temperature switch (85/93 C)

7 - 12
24
26
28
30
32
11
111
113
124 - 126
128 - 133
73
90 - 93

V1/3
9V1/2/3

Decoupling diodes
Decoupling diodes

21, 34
80 - 82

X1
X2
X3
1X10
1X20
1X21
1X23
6X6
9X5

Connector 16 pins
Connector 3 pins
Connector 1 pins
Connector 3 pins
Connector 3 pins
Connector 6 pins
Connector 6 pins
Connector 4 pins
Connector 2 pins

4, 9, 10, 22 - 36, 49, 73


10 - 12
3
101 - 104
124, 125
129 - 133
102, 129 - 133
140
83

1Y1
1Y2
1Y3
1Y4
1Y5

RPM operating magnet (butterfly valve)


Solenoid y, forward
Solenoid z, reverse
Release valve
Fuel shutoff solenoid

124
127
130
115
117

1
2
3

Ignition system
Fan control
Electro-hydraulic control

(zum) Stromlaufplan Sonderausrstung


Bremslicht
Drehzahlanhebung Zusatz
Rckfahr-Blinksignal
Rckfahr-Permanentsignal
Sitzschalter Schlieen
Sitzschalter ffnen
Codierstecker for Zweipedalsrkennung
Fahrtrichtungsschalter Einpedal
ISO-Schnittstelle

(to) Diagram for Optional Equipment


Stop light
Engine speed increase option
Back-up flasher signal
Continuous back-up light signal
Seat switch close
Seat switch open
Coded plug for two-pedal sensing
Travel direction switch, single-pedal model
ISO interface

H01 / Chapter 1
350 804 4701.0201

Section

Service Training

02.01

Section

Page

H01 / Chapter 1
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SWITCHES

Section

Page

02.01

Service Training

H01 / Chapter 1
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SWITCHES

Service Training

02.01

Section

Page

H01 / Chapter 1
350 804 4701.0201

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SENSOR

Section

Page

02.01

Service Training

H01 / Chapter 1
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SENSOR

H01 / Chapter 1
350 804 4701.0201

Service Training

02.01

6.2

BASIC DIAGRAM LPG VERSION

1A1
9A2

Ignition controller
Fan controller

45 - 48
54 - 70

1B1
1B2
1B10

Actual speed sensor


Accelerator double potentiometer
Pressure sensor

104, 105
122 - 127
118 - 120

1E40
1E41

Distributor
Spark plugs

42 - 48
42 - 45

F1
F2
F3
F4
F5
1F17
1F18
9F16

Fuse 50 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 10 A
Fuse 1 A
Fuse 15 A
Fuse 30 A

1
13
20
43
80
139
108
58

G1
G2

Alternator with regulator


Battery

1-2
4

H1
H2
H3
H4
H5
H6
H12
H13
H24
H25
H26
4H7

Battery charging indicator lamp


Fault warning lamp
Coolant temperature warning lamp
Hydraulic oil temperature warning lamp
Engine oil pressure warning lamp
Suction filter vacuum warning lamp
Directional indicator lamp
Fuel level warning lamp
Fan
Preheating
Soot filter warning lamp
Horn

15
17
20
22
24
26
36
28
30
32
34
80

K2
K3
1K1
9K1/2/3
9K4

Starter relay
Auxiliary relay, terminal 15
Relay terminal 30 in LHC electronics
Relay
Additional relay

7-9
83 - 85
109 - 111
56 - 69
67 - 69

M1
9M5

Starter
Fan

5-7
58

1N2

Electronic Hydraulic Control (LHC)

107 - 141

P1
6P3

Hour meter
Composite instrument

13
12 - 37

9R1/2/3
9R4

Resistor
Fan resistor

55 - 66
58

Section

Page

Page

Service Training

02.01

S1
S2
S3
S4
S5
S6
S14
1S1
1S2
1S5
1S25
4S8
9S17

Ignition switch
Coolant temperature switch
Oil temperature switch
Engine oil pressure switch
Suction filter vacuum switch
Fuel level warning light switch (option)
Brake pedal switch 2 (Start inhibit)
Pressure switch (6 bar)
Pressure switch (14 bar)
Brake pedal switch 1
Travel direction switch, single-pedal model
Horn button
Temperature switch (85/93 C)

9 - 13
20
22
24
26
28
9
117
119
131
133 - 139
80
70 - 73

1T1

Ignition coil

42 - 44

V1/3
9V1/2/3

Decoupling diodes
Decoupling diodes

17, 30
55 - 57

X1
X2
X3
1X10
1X20
1X21
1X23
6X6
9X5

Connector 16 pins
Connector 3 pins
Connector 1 pins
Connector 3 pins
Connector 3 pins
Connector 6 pins
Connector 6 pins
Connector 4 pins
Connector 2 pins

2, 7, 8, 20 - 43, 80, 117


8 - 10
1
106
130, 131
135 - 139
108, 135 - 139
145 - 148
58

1Y1
1Y2
1Y3
1Y4
1Y5

RPM operating magnet (butterfly valve)


Solenoid y, forward
Solenoid z, reverse
Release valve
Fuel shutoff solenoid

130
133
136
121
123

1
2
3

Ignition system
Fan control
Electro-hydraulic control

Stromlaufplan Sonderausrstung
Bremslicht
Rckfahr-Blinksignal
Rckfahr-Permanentsignal
Sitzschalter Schlieen
Sitzschalter ffnen
Codierstecker for Zweipedalsrkennung
Fahrtrichtungsschalter Einpedal
ISO-Schnittstelle
Rufilter

Diagram for Optional Equipment


Stop light
Back-up flasher signal
Continuous back-up light signal
Seat switch close
Seat switch open
Coded plug for two-pedal sensing
Travel direction switch, single-pedal model
ISO interface
Particle filter

H01 / Chapter 1
350 804 4701.0201

Section

Service Training

02.01

Section

Page

H01 / Chapter 1
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Section
Page

6
10

02.01

Service Training

H01 / Chapter 1
350 804 4701.0201

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Service Training

Section

02.01

Page

6
11

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Section
Page

6
12

02.01

Service Training

H01 / Chapter 1
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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR

Section

H01 / Chapter 1
350 804 4701.0201

Service Training

02.01

6.3

DIAGRAM FOR OPTIONAL EQUIPMENT

7A1
7A1
7A2
7A2
7A3

Controller (LPG)
Controller particle filter (Diesel)
Servo (LPG)
Glow plug current regulator (Diesel)
Diagnostic LED

130 - 149
163 - 187
151, 152
178 - 179
187

7B1
7B1
7B2

Lambda sensor (LPG)


Buzzer (Diesel)
Flame sensor

126, 127
170 - 171
182 - 183

5E2
5E3
5E4
5E5
5E6
5E7
5E8
9E21-26

Dip beam, left


Dip beam, right
Side marker light, front left
Side marker light, front right
Side marker light, rear left
Side marker light, rear right
License plate light
Working lights

18
20
22
24
23
26
28
1 - 13

5F5
5F6
5F7
5F8
5F9
5F10
7F1
7F2
7F11
7F12
7F13
9F4
9F5
9F11
9F12
9F13
9F14

Fuse 10 A
Fuse 15 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 15 A
Fuse 5 A
Fuse 1 A
Fuse 30 A
Fuse 20 A
Fuse 5 A
Fuse 10 A
Fuse 10 A
Fuse 15 A
Fuse 15 A
Fuse 15
Fuse 10 A

18
20
22
24
31
35
135
136
165
162
164
93
115
3
5
11, 49, 54, 59
212

4H14
4H23
5H8
5H9
5H10
5H11
5H18
5H19
7H22
7H23
9H3

Revolving light
Switch light (1.2 W)
Turn signal light, front left
Turn signal light, rear left
Turn signal light, front right
Turn signal light, rear right
Switch light (1.2 W)
Switch light (1.2 W)
"On" light
Emergency stop light
Switch light (1.2 W)

45
79
33
31
36
37
23
36
190
175
93

Page

6
13

Page

6
14

Service Training

02.01

9H4
9H16
9H17

Switch light (1.2 W)


Switch light (1.2 W)
Switch light (1.2 W)

115
7
10

K2
5K1
5K10
7K3
7K4
7K5
7K6
7K7
7K8
9K5
9K6

Starter relay
Flasher unit
Relay for optional equipment
Regeneration ihibit relay
Start inhibit relay
Warning stage 1 relay
Time relay
Auxiliary starter relay
Reset relay
Wiper relay, front
Wiper relay, rear

205 - 208
36 - 38
49 - 51, 54 - 56, 59 - 61
160 - 163
186 - 190
179 - 184
168 - 170
199 - 202
173 - 177
78 - 83
100 - 105

7M4
7M5
9M1
9M2
9M6

Fan
Metering pump
Wiper motor, front
Wiper motor, rear
Heater fan

162
168
78 - 82
100 - 104
212

7R2

Glow plug

178

4S15
5S11
5S12
5S13
7S1
7S16
7S17
9S1
9S2
9S3
9S4
9S10
9S11

Revolving light switch


Light switch
Hazard light switch
Flasher switch
Vacuum switch
Ignition switch
Emergency stop switch
Working light switch, front
Working light switch, rear
Switch for front windscreen wiper
Switch for rear windscreen wiper
Seat switch
Engine speed increase option switch

44 - 46
18 - 23
31 - 38
34, 35
134
162
171 -175
2-7
9 - 13
88 - 94
110 - 116
65
69

7V1
7V2
7V3

Rcovery diode
Decoupling diode
Decoupling diode

166
184
184

X3
X3.1
5X1
5X2
5X3
7X1
7X2
7X2

Connector 1 pin
Connector 1 pin
Connector 8 pins
Connector 6 pins
Connector 3 pins
Connector 2 pins
Connector 2 pins (LPG)
Connector 4 pins (Diesel)

162
167
18 - 38
23 - 38
28
126
127
162 - 164

H01 / Chapter 1
350 804 4701.0201

Section

Section

H01 / Chapter 1
350 804 4701.0201

Service Training

02.01

7X4
7X4
7X5
9X1
9X2
9X7
9X8
9X10

Connector 2 pins (LPG)


Connector 2 pins (Diesel)
Diagnostics connector 6 pins
Connector 6 pins
Connector 3 pins
Connector 6 pins
Connector 6 pins
Connector 6 pins

134
182, 183
139 - 146
79 - 81
101 - 103
1, 8, 11
5, 7, 13
49, 51, 54, 56, 59, 61

7Y3

Cut-off valve

164

*)
**)
***)

5X2 becomes scrap if lightning is mounted higher


If total load over 170 W: use fuse 20 A. Maximum load: 200 W
e. g. brake light, back-up light, revolving light when driving reverse

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

Working light
Lighting
Directional indicator and hazard warning
Revolving light
Stop light
Back-up flasher signal
Continuous back-up light signal
Seat switch
Engine speed increase option
Front windscreen wiper
Rear windscreen wiper
Lambda control
Particle filter system
Heating system

Stromlaufplan Grundausrstung
max 2 AS pro Kontaktebene
Zndspule
9F4, 9F5 in Sicherungsleiste III, Kammer 5 + 6
Masse ber Fahrerschutzdach mit A6-2.5
zum Zndstartschalter
zum Generator
zum Bremspedalschalter
zum Anlasser

Page

6
15

Basic diagram
max. 2 working lights per contact layer
Ignition coil
9F4, 9F5 in fuse box III, chamber 5 + 6
Earth signal via overhead guard using A6-2.5
to ignition switch
to alternator
to brake pedal switch
to starter

Page

6
16

02.01

Service Training

H01 / Chapter 1
350 804 4701.0201

Section

Service Training

Section

02.01

H01 / Chapter 1
350 804 4701.0201

DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350

Page

6
17

Section
Page

6
18

02.01

Service Training

H01 / Chapter 1
350 804 4701.0201

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Service Training

Section

02.01

H01 / Chapter 1
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Page

6
19

Page

6
20

02.01

Service Training

H01 / Chapter 1
350 804 4701.0201

Section

Section

Service Training
6.4

H01 / Chapter 1
350 804 4701.0201

F2
F3
F4
F5
1F17
1F18
5F5
5F6
5F7

02.01

Page

21

LAYOUT OF ELECTRICAL INSTALLATION


Starter relay, 5 A
Composite instrument, 5 A
Ignition system, 15 A
Horn and auxiliary relay terminal 15, 10 A
Electro-hydraulic control LHC, 1 A
Electro-hydraulic control LHC, 15 A
Dip beam, left, 10 A
Dip beam, right, 10 A
Sidelights, left, 5 A

5F8
5F9
5F10
9F4
9F14
9F5
9F11
9F12
9F13

Sidelights, right, 5 A
Main fuse, lighting terminal 15, 15 A
Main fuse, lighting terminal 30, 15 A
Wiper, front, 10 A
Heater, 10 A
Wiper, rear, 10 A
Working light, 15 A
Working light, 15 A
Working light, 15 A

free
for
UPA

II Lighting acc.
to STVZO

I Basic Version

III Wiper, Working Lights,


Heater

VIEW OF FUSE BOXES I - III AS SEEN FROM ABOVE


II Lighting acc.to STVZO
A-F
Fuse Output

1-6
Fuse Input

Basic Colour Code


black
white
blue
orange
brown

BK
WH
BU
OG
BN

green
violet
red
yellow
grey

III Wiper, Working Light,


Heater
I Basic Version

A-F
Fuse Output

1-6
Fuse Input

A-F
Fuse Output

1-6
Fuse Input

GN
VT
RD
YE
GY

Section
Page

6.5

6
22

02.01

Service Training

COMPOSITE INSTRUMENT

The composite instrument contains the following control and indicator elements:
Hour meter
Hour meter ON indicator
Engine temperature warning light
Hydraulic oil temperature warning light
Engine oil pressure warning light
Directional indicator light*
Battery charge indicator light
Fan warning light
LHC warning light for system faults in the electronic control unit
Air filter warning light
Fuel level warning (Diesel)

H01 / Chapter 1
350 804 4701.0201

1
2
3
4
5
6
7
8
9
10
11

H01 / Chapter 1
350 804 4701.0201

Service Training

Section

02.01

Page

INDICATOR

FUNCTION

POSSIBLE CAUSE(S)

Hour meter (1).

Indicates lift truck service hours.


The meter indicates the elapsed
service hours of the truck and serves to determine inspection and
maintenance intervals.

NOTE
The elapsed service hours should be recorded when replacing a faulty hour meter.
Record the data on durable tape and affix
near the hour meter.

Hour meter ON indicator (2)

Indicates operation of the hour meter.

Engine temperature warning


light (3)

Indicates coolant temperature is


too high.

Fan faulty
Fan motor brushes worn
Fan motor fuse blown
Thermal switch faulty
Radiator faulty
Cables defective
Leak in cooling circuit
Dirt on radiator

Hydraulic oil temperature warning


light (4)

Monitors the oil temperature of the


hydraulic system.

Low hydraulic oil level


Oil not as specified
Oil filter restricted
Dirt on oil cooler

Engine oil pressure warning light


(5)

Indicates low oil pressure of engine


lubrication.

Low oil level in crankcase


Engine is overheating
Oil not as specified
Internal leakage in lubricating system

Directional indicator light* (6)

Indicates the operation of the directional indicator when actuated.

Battery charge indicator light (7)

Indicates malfunctions in the electrical system.

V-belt broken or slipping


Cables defective
Alternator faulty
Regulator faulty

Fan warning light (8)

Indicates that voltage is applied to


the fan motor.

- Fuse defective
- Fan motor defective
- Fan motor shorted

LHC warning light (9)

Indicates system faults in the electronic control unit.

- Fault can be identified with the diagnostic equipment

Air filter warning light (10)

Indicates excessive accumulation


of dirt in the air filter element.

- Air filter element restricted

Fuel level warning (11)

Indicates minimum fuel level (Diesel).

* Option

6
23

Page

6
24

02.01

Service Training

H01 / Chapter 1
350 804 4701.0201

Section

Service Training
HYDRAULIC SYSTEM

7.1

SCHEMATIC

H01 / Chapter 1
350 804 4701.0400

1
2
3
4
7
8

20

Service cylinder (auxiliary hydraulics)


Service cylinder (auxiliary hydraulics)
Tilt cylinder
Lift cylinder, standard
Slow lowering valve
Control valve block, assy., including:
9
Way valve - auxiliary hydraulics
10 Way valve - auxiliary hydraulics
11 Check valve (pilot controlled)
12 Way valve - tilting
13 Way valve - lifting
14 2/2-way valve (pressure balance)
15 Maximum pressure valve
16 Restrictor
17 Shuttle valve
18 Pressure reducing valve
19 Restrictor
Pressure switch

Section

Page

Section

Page

7.2

Service Training

SEALING OF THE CONTROL VALVE

SEALING OF THE CONTROL VALVE SLIDES


- Remove the control valve.
- Remove the slide cover (3) after the two fastening screws (2) have been screwed out.
- Pull the slide (1) out to the bottom, and mount a new seal set.

SEALING OF THE VALVE SEGMENTS


Pull out the three tension bolts after the retaining nut M8 has been screwed out.
Separate the individual valve segments from each other.
Mount the new seal set.
The torque for the retaining nuts of the tension bolts must be observed during assembly of the valve
segments.

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1
2
3

Slide
Fastening screws
Slide cover

Service Training
7.3

Section

Page

SETTING OF THE PRESSURE-LIMITING VALVE

The pressure-limiting valve (1) is built into the first section of the control valve block.
- Connect the pressure test gauge to the working hydraulic unit (pertaining to the type with accessory
hydraulic unit, the quick coupling is the best position for this).
- Loosen the lock nut (2) of the adjusting screw (3).
- Set the pressure level according to the table by turning the adjusting screw (3).
NOTE:

Set values only apply to the upper idle speed of the engine.

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PRESSURE-SETTING VALUES (WORKING HYDRAULIC PRESSURES)


Standard
Triplex

Duplex

H 12

175 +5 bar

165 +5 bar

H 16

215 +5 bar

200 +5 bar

H 18

230 +5 bar

210 +5 bar

H 20

250+5 bar

230 +5 bar

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4

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Service Training

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Service Training

02.01

Section

Page

LPG MODEL OF IC-ENGINED FORK TRUCK H 12/16/18/20 T-03, SERIES


350

9.1

ENGINE

9.1.1

ENGINE SPECIFICATIONS

Engine model

VW ADF

Number of cylinders

Displacement

1781 cc

Compression

9 - 12 bar

Wear limit

7.5 bar

Lower idle speed

950 +50 rpm

Upper idle speed

2300 +50 rpm

Nominal speed

2300 rpm

Speed limitation

3200 rpm

Valve clearance

self-adjusting

Engine power / speed

27 kW at 2300 rpm

Ignition timing

18 1 BTDC / 950 +50 rpm

Electrode gap (spark plugs)

0.8 mm

Firing order

1-3-4-2

Spark plugs

W8 DTC

The engine number (engine code letter and "consecutive


number") is stamped on the left side of the cylinder block
(arrow).

Section

Page

9.1.2

TOOTHED BELT

9.1.2.1

OVERALL VIEW OF TOOTHED BELT GUARD

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Service Training

1
2
3
4
5
6
7
8
9
10

Upper toothed belt guard


Fastening nut (45 Nm)
Idler pulley
Toothed belt
Fastening screw (30 Nm)
Toothed belt guard
Nut (10 Nm)
Rear toothed belt guard
Fastening screw (10 Nm)
Fastening screw (20 Nm)

11
12
13
14
15
16
17
18
19

V-belt pulley
Fastening screw (20 Nm)
V-belt
Fastening screw (10 Nm)
Lower toothed belt guard
Hex head screw (180 Nm)
Crankshaft sprocket
Fastening screw (80 Nm)
Intermediate shaft sprocket

Service Training
9.1.2.2

REMOVING, INSTALLING, TENSIONING THE TOOTHED BELT

REMOVAL
- Remove the V-belt, pulley and upper and lower toothed belt
guards.
- Mark the running direction of the toothed belt.
- Loosen the idler pulley and remove the toothed belt.

INSTALLATION

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NOTE:

When rotating the camshaft, the crankshaft must


not be at TDC. Risk of damage to valves/piston
head.

- Install the toothed belt on the crankshaft sprocket and the


intermediate shaft sprocket (observe direction or rotation).
- Lock the V-belt pulley with a screw (observe fixing).
- Bring the mark on the ignition timing gear into line with the
mark on the rocker cover -A- or toothed belt guard -B(arrow).

- Bring the mark on the pulley in line with the mark on the
intermediate shaft sprocket (TDC of cylinder no. 1).
- Install the toothed belt on the camshaft sprocket.

Section

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Section

Page

Service Training

- Tension the toothed belt by turning the idler pulley with a


spanner (eg Matra V159) in the direction of the arrow.
It should just still be possible to twist the toothed belt 90
degrees with the thumb and index finger midway between the
camshaft sprocket and intermediate shaft sprocket.
- Tighten the clamping nut at the idler pulley.
Torque: 45 Nm
- Rotate the crankshaft twice and check the adjustment.
- Remove the V-belt pulley.
- Install the lower toothed belt guard.
- Install the V-belt pulley.
- Install the upper toothed belt guard and V-belt.
- Check and adjust, if necessary, the ignition timing point.

In case of repairs requiring the removal of the


toothed belt from camshaft sprocket only, perform
the adjustment of the toothed belt as follows.

- Bring the mark on the ignition timing gear in line with the mark
on the rocker cover -A- or the toothed belt guard -B- (arrow).
- Install and tension the toothed belt on the camshaft sprocket.

- Check if the distributor rotor points to the mark for cylinder


number 1 on the distributor housing. If this is not the case,
turn the distributor until the marks are in line; if necessary,
remove and reinstall the distributor.
- Rotate the crankshaft twice and check if the camshaft and
crankshaft marks are in line with their reference points.
- Check the ignition timing point and adjust, if necessary.

H01 / Chapter 1
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NOTE:

Service Training
9.1.2.3

ADJUSTING THE ALTERNATOR V-BELT TENSION

(Only if provided with tensioning bracket.)


- Slacken all fastening screws for tensioning bracket -A- and
alternator at least one turn.
NOTE:

It should be easy to move the alternator by hand.

H01 / Chapter 1
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- Tighten the V-belt by turning the tensioning nut -B- with a


torque wrench
Specified tension: 8... 10 Nm
and tighten the tensioning nut locking bolt to 35 Nm.
- Tighten the alternator fastening bolts at the mounting to 35
Nm, and the tensioning bracket at the mounting hole/
cylinder head to 25 Nm.
- Start the engine and allow it to idle about 5 minutes.
- Turn off the ignition.
- Slacken the fastening screws again and tighten the V-belt
again to 8 Nm.
NOTE:

Torque wrench V.A.G 1410 in combination with


the 22 mm socket spanner V.A.G 141012 is
especially suited for this adjustment.

Section

Page

Section

Page

Service Training

CYLINDER HEAD

9.1.3.1

REMOVING AND INSTALLING THE CYLINDER HEAD

NOTE:

If a replacement cylinder head with camshaft is installed, valve clearances do not need to be
adjusted. The contact surface between the bucket tappets and cam faces must be oiled after
installation of the head.
The plastic caps supplied for the protection of the open valves must not be removed until just
before the installation of the cylinder head.
If the cylinder head is replaced, the cooling system must be filled with fresh coolant.

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9.1.3

1
2
3
4
5
6
7
8
9

Seal for rocker cover


Oil filler cap
Oil barrier
Rocker cover
Metal gasket
Nut (10 Nm)
Upper toothed belt guard
Nut (45 Nm)
Idler pulley

10
11
12
13
14
15
16
17

Toothed belt
Nut (10 Nm)
Camshaft sprocket
Rocker cover gasket
Cylinder head gasket
Cylinder head
Cylinder head bolt
Plug

Service Training
REMOVAL
Remove the cylinder head bolts in the given sequence.

CHECK THE CYLINDER HEAD FOR FLATNESS

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Max. deviation allowed : 0.1 mm

INSTALLATION
Engine cold
Pistons not at TDC

NOTE:

Take the new cylinder head gasket just before


installation out of its packaging.
Handle the new gasket with extreme care. Damage to the gasket will lead to leaks.

- To centre the gasket, screw a guide pin into the holes for the
number 8 and 10 cylinder head bolts.
- Put the cylinder head gasket in place.
- Install the cylinder head, fit the remaining 8 cylinder head
bolts and tighten by hand.
- Remove the guide pins through the bolt holes and fit the
cylinder head bolts.
NOTE:

On engines with centring pins for the cylinder


head gasket in the cylinder block, centring with
guide pins is no longer required.

Section

Page

Section

Page

Service Training

Tighten the cylinder head in four stages and in the sequence


shown:
1.

Pretighten with a torque wrench:


Stage I = 40 Nm
Stage II = 60 Nm

2.

Tighten further with a normal spanner:


Stage III = 1/4 turn (90)
Stage IV = 1/4 turn (90)

NOTE:

The cylinder head bolts do not need to be


retightened after repairs.

CHECKING COMPRESSION PRESSURE

- Disconnect the plug on the Hall generator (distributor). On


engines without a Hall generator disconnect the high voltage
lead from the ignition coil at the distributor and connect to
ground (-).
- Fully open the throttle valve.
- Check the compression pressure with a compression tester.
- Operate the starter until no further pressure increase is
indicated on the compression tester.
- Compression pressure readings:
new: 9 ... 12 bar overpressure
Wear limit: 7.5 bar overpressure
- Permissible pressure difference between cylinders: 3 bar.

CHECKING HYDRAULIC TAPPETS


NOTE:

Replace tappets only as a kit (can not be adjusted


or repaired).
Irregular valve noises when starting the engine
are normal.

- Start the engine and increase engine speed to approx. 2500


rpm for 2 minutes.
If the hydraulic tappets are still noisy, locate the defective
tappet as follows:

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Miniumum engine oil temperature 30 C

Service Training
- Remove the rocker cover.
- Turn the crankshaft at the sprocket fastening screw until the
cams of the tappets to be checked are pointing upwards.
- Determine the clearance between cams and tappets.
- If the clearance exceeds 0.1 mm, replace the tappet. If the
clearance measured is less than 0.1 mm or nil, continue the
check as follows:
- Press the tappet down with a wooden or plastic wedge. If free
travel in excess of 0.1 mm is perceptible before the valve
opens, replace the tappet.

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NOTE:

After installing new tappets, wait for approx. 30


minutes before starting the engine. The hydraulic
compensating elements must settle (valves could
strike pistons).

Section

Page

Section

Page

Service Training

10

9.2

ELECTRICAL SYSTEM

9.2.1

ELECTRONIC IGNITION

DESCRIPTION
The engine is provided with a Bosch transistorised coil ignition system (TSZ) with contactless ignition control.
Ignition timing without mechanical contacts has the following advantages:
- The ignition system and the contact breaker are not subject to wear so that they are completely
maintenance-free.
- The ignition timing is accurate for all engine operating conditions and remains nearly constant for the entire
service life of the distributor.

The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuated
contact breaker. The purpose of the pulse generator is to generate control pulses without the aid
of mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to the
transistorised ignition switch unit. The pulse generator is a Hall generator.

CIRCUIT DIAGRAM
Terminal "15"

Terminal "15" from ignition switch

A1
E40
E41
T1

Earth

=
=
=
=

Switch unit
Distributor with Hall generator
Spark plugs
Ignition coil

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- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the dwell
angle is electronically controlled and contact chatter eliminated.

Section

Service Training
TSZ-H IGNITION SYSTEM (TRANSISTORISED IGNITION SYSTEM)

H01 / Chapter 1
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9.2.1.1

Page

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

Suppressor plug 0.6 - 1.4 kW


Distributor cap
Ignition lead
Spark plug connector 4 - 6 kW
Carbon contact with spring
Rotor 0.6 - 1.4 kW
Dust shield
Spark plug (25 Nm)
Connector
Connector
Baseplate
Distributor
Seal

14
15
16
17
18
19
20
21
22
23
24
25

Trigger wheel
Clip
Vacuum diaphragm (not connected)
Screw (20 Nm)
Terminal
TSZ-H electronic control unit
Heat sink
Ignition lead
Terminal 4
Terminal 15 (+)
Terminal 1 (-)
Ignition coil

9
11

Section

Page

12

9.2.1.2

Service Training

SAFETY MEASURES FOR TSZ-HALL SYSTEM

In order to avoid injuries to persons and/or damage to the TSZ-Hall System the following must be noted when
working on vehicles with the TSZ-Hall System:
The ignition must be switched off before any ignition wiring - including HT leads and test appliance leads
- is disconnected or connected.
When the engine is to be turned at starter speed without starting (e.g. when checking the compression) pull
the HT lead (terminal 4) out of the distributor and earth it.
A starting boost with quick charger is only permissible for 1 minute at a maximum of 16.5 Volts.
Ignition must be switched off before washing the engine.
When electric and spot welding is required the battery must be disconnected completely.

Do not connect a condensor to terminal 1 (-).


Do not change rotor arm 1 kW (designation: R1) against another.

9.2.1.3

INSTALLATION OF DISTRIBUTOR

Engine installed
- Set flywheel (1) to TDC on cylinder No. 1.
1
2
3

Flywheel
Reference mark
TDC mark

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Vehicles which have a defect in the ignition system or where this is suspected may only be towed with the
TSZ-H switch unit disconnected.

Service Training
VERSION A
The mark on the ignition timing sprocket must be in line with
the rocker cover (arrow).

VERSION B
The mark on the ignition timing sprocket must in line with the
arrow on the toothed belt guard.

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- Set the take-up journal for the oil pump shaft parallel to the
crankshaft.

- Install the distributor so that the rotor is pointing to the mark


for cylinder number 1 on the distributor housing.
- Before installation, clean the distributor cap, check it for
cracks and traces of arcing currents; replace the cap, if
necessary.

Section
Page

9
13

Section
Page

9.2.1.4

9
14

Service Training

CHECKING AND ADJUSTING THE IGNITION TIMING

- Engine oil temperature minimum 60 C.

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- Connect tester for ignition timing and revolution.


- Start the engine and run it at idling speed.
- Check the ignition timing.
Checking with stroboscope:
Direct flashes on to the timing mark (3).
The ignition timing mark must be in line with the reference
mark (2) on the flywheel (1).
Specified value: 18 1 before TDC
- If necessary, adjust the ignition timing by turning the
distributor.

Section

Service Training
CHECKING THE TSZ-H IGNITION SYSTEM

H01 / Chapter 1
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9.2.1.5

Page

A1 TSZ switch unit


E40 Distributor with Hall generator
G2 Battery

S1
T1

Ignition switch
Ignition coil

IGNITION COIL T1
- Measure the primary resistance between terminals 1 (-) and 15 (+).
Desired value: 0.52 to 0.76 W
- Measure the secondary resistance between terminals 4 and 15.
Desired value: 2.4 to 3.5 kW

9
15

Section
Page

9.2.1.5.1

9
16

Service Training

SWITCH UNIT A1

TEST REQUIREMENT
- Ignition coil is in order.

TEST

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- Unhook the clip and disconnect the plug from the TSZ switch unit.

- Connect the voltmeter to pins 4 (+) and 2 (-) of the male plug.
- Turn on the ignition.
Desired value: Approximate battery voltage, otherwise locate discontinuity with the wiring diagram, and
remedy fault.
- Switch off the ignition.
- Reconnect the plug at the TSZ switch unit.
- Press on the clip and disconnect the Hall generator plug (distributor).

Service Training

Section
Page

9
17

- Connect the voltmeter between terminal 1(-) and terminal 15 (+) of the ignition coil.
- Switch on the ignition.
Desired value: min. 2 V, must drop to 0 V after 1 to 2 seconds. If not, replace the TSZ switch unit and test
the ignition coil for emerging sealing compound; replace it as well, if required.
- Touch the centre pin of the distributor connector to earth. The voltage should briefly read at least 2 V. If
not, locate the break in the centre cable and remedy the fault, or replace the TSZ switch unit.

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- Switch off the ignition.

- Connect the voltmeter to the outside pins on the Hall generator (distributor).
- Switch on the ignition
Desired value: min. 5 V
NOTE:

If the malfunction persists despite obtaining the desired values, replace the TSZ switch unit, or
locate and remedy a break in the cable between the Hall generator plug and the switch unit.

Section
Page

9.2.1.5.2

9
18

Service Training

HALL GENERATOR

TEST REQUIREMENTS
-

TSZ-H switch unit must be in order.


Ignition coil must be in order.
Lead and connections between the TSZ-H switch unit and the distributor must be in order.
Connectors and the attaching parts at the distributor, Hall generator and TSZ-H must be in order.

TEST
- Pull the high voltage lead terminal 4 out of the distributor and earth it with the aid of another cable.

H01 / Chapter 1
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- Remove the rubber boot on TSZ-H switch unit connector. The plug remains connected.

- Connect the voltmeter between pins 6 and 3.


- Switch on the ignition.
- Slowly crank the engine by hand in the normal direction of rotation and watch the voltmeter.
Desired value: Voltage alternates between 0 and 2 V minimum. If not, replace the Hall generator.

Service Training
CHECKING THE SPEED LIMITER
Check the resistance at the speed limiter contacts.
Specified value: 4 - 6 kW.
If the specified value is not obtained: renew the speed limiter.
CHECKING THE STALL SPEED

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350 804 4701.0400

- Disconnect the lift magnet linkage.


- Read the stall speed at the speed limiter.
- Start the engine and increase the engine speed until the
speed limiter begins to limit the speed.
- Compare the stall speed with the speed reading ( 100 rpm),
replacing the speed limiter if necessary.

Section
Page

9
19

Section
Page

Service Training

20

LPG INSTALLATION

9.3.1

SCHEMATIC

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9.3

1
2
3
4
5
6
7

Air filter
Ignition switch
LPG cylinder
Combined gas cut-off valve
Gas pipe
Cylinder - shutoff valve
Gas pipe
Shutoff valve - vaporizer
Vaporizer / pressure regulator

8
9
10
11
12
13

Vacuum pipe
Mixer - secondary section of vaporizer
Gas pipe
Vaporizer - mixer
Engine
Intake manifold
Mixer
Pressure relief valve

Service Training
9.3.2

Section
Page

9
21

LPG MIXER

H01 / Chapter 1
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MOUNTING

- Close the throttle valve.


- Block lever (2) at an angle of 25 1.5 on throttle valve shaft (1).
- Install the mixer (3) and fix solenoid (6) on console (7).
- Close the throttle valve and set the connecting linkage (5) between solenoid (6) and lever (2) to a pretension
of 1 mm. Press on the ball head of lever (2).
- Lock rod (5) with nuts (4).

Section
Page

9
22

Service Training

ADJUSTING THE "CO" CONTENT


Requirements:
-

Ignition timing is in order, i.e. 18 BTDC at 1030 +50 rpm.


Engine and the hydraulic oil at operating temperature.
Pressure-relief valve of working hydraulics set to 220 bar.
Parking brake applied.

GAS REGULATING VALVE

Mixer CA 55

IDLE MIXTURE
- Screw in idle mixture adjustment screw (1) as far as possible and then turn out 2 to 3 turns.
- Connect the "CO" tester.
- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle speed
(1030 - 1080 rpm).
Setting: "CO" content 0.06 - 0.08 %
If "CO" content is over 0.08 %, turn screw (1) out further, but the engine must run smoothly.

FULL LOAD MIXTURE


- Set the full load adjustment screw (2) to "R".
- With the brake pedal depressed, accelerate the engine to maximum speed and operate the tilt control lever
as far as possible and keep in this position to put a load on the engine.

H01 / Chapter 1
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Mixer CA 50

Service Training

Section
Page

9
23

- Measure the "CO" content with a load on the engine.


Setting: "CO" content 0.06 and 0.08 %
Correction:
To reduce the "CO" content = turn adjusting screw (2) to "L".
NOTE:

During the measurement, the engine speed must not drop below 2300 rpm. If this is the case,
a trouble-shooting is required.

H01 / Chapter 1
350 804 4701.0400

ATTENTION
After the test, the pressure-relief valve must be reset to the proper pressure.

Page
9

24

H01 / Chapter 1
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Section

Service Training

Service Training

Index

02.01

Page

H01 / Chapter 1
350 804 4701.0201

section/page
Injection pump adapter

1/10

Alternator V-belt tension

1/2, 9/5

Basic diagram Diesel version

6/1

Basic diagram LPG version

6/7

Check cylinder head for distortion

1/14

Composite instrument

6/22

Compression pressure

1/17

Control valve sealing

7/2

Controls

5/1

Crankshaft sprocket

1/7

Crankshaft

1/2, 9/6

Cylinder head

1/14, 1/15

Cylinder head gaskets, markings

1/14

Diagnostic software Test & Setup

2/33, 2/35

Diesel engine

1/1

Digital electric-hydraulic control (LHC)

2/1

Distributor

9/12

Drive axle AH 20 -01

2/20

Drive pump

2/12

Drive unit schematic diagram

2/4

Electrical installation layout

6/21

Electrical system diagnostics

2/30

Electrical system

6/1, 9/10

Electric-hydraulic adjustment

2/13

Electric-hydraulic control

2/16

Electronic control of truck speed

2/2

Electronic ignition

9/10

Engine specifications Diesel

1/1

Engine specifications LPG

9/1

Engine speed sensor

5/6

Engine timing

1/9

Page

02.01

Service Training

Fuel injection pump

1/5

Fuel injectors

1/11

Fuel injectors, servicing

1/12

Fuel pressure

1/13

Functional test

2/138

Glow plug system

1/19

Glow plugs, burnt electrodes

1/20

Governed speed adjustment

1/10

Hall generator

9/18

Help Function

2/38

Hydraulic adjustment with electronic control

2/15

Hydraulic brake system

2/138

Hydraulic brake valve

2/18

Hydraulic circuit diagram

2/7

Hydraulic motor with swashplate, removing and installing

2/26

Hydraulic motor

2/20

Hydraulic motor, repairing

2/22

Hydraulic system

7/1

Hydraulic system diagnostics

2/132

Hydraulic tappets

1/18

Hydraulic zero position

2/17

Hydrostatic travel drive

2/141

Idling speed adjustment

1/10

Ignition timing

9/14

Injector needle tip (visual check)

1/12

Leakages

1/13

Linde Diagnostic Program

2/36

Linde Interface Converter

2/32, 2/33

Linde Test Module

2/31

LPG engine
LPG installation

9/20

LPG mixer

9/21

Menu windows, software version 1.1 - 1.3

2/41, 2/42

Menu windows, software version 1.4 and 1.5

2/62, 2/63

H01 / Chapter 1
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Index

H01 / Chapter 1
350 804 4701.0201

Service Training

Index

02.01

Page

Menu windows, software version 1.6

2/97, 2/98

Multiple disc brake

2/20, 2/22, 2/26

Optional equipment diagram

6/9

Overview for diagnostics

2/132

Pedal stroke

5/2

Piston at TDC

1/15

Power-assisted steering

2/136

Pressure-limiting valve

7/3

Pump control, beginning

2/17

Radial sealing ring of the planetary gear

2/23

Reduction gear, repairing

2/22

Speed control

5/4

Static injection pump timing

1/8

Steering system

4/1

Swash angle of variable pump

2/17

Switch unit A1

9/16

Test aids

2/134

Toothed belt

1/2, 9/2, 9/3

Toothed belt guard

9/2

Towing device

2/19

Transmission

2/1

Travel drive system, technical data

2/5

Troubleshooting with measurement of boost and maximum pressure

2/136

Troubleshooting without measurement of boost and maximum pressure

2/136

Troubleshooting

2/30, 2/138, 2/141

Troubleshooting, explanation

2/134

Truck diagnostics

2/30

TSZ-H ignition system (transistorised ignition system)

9/11, 9/15

TSZ-Hall system

9/12

Variable pump

2/11

Wheel drive

2/20

Page
4

H01 / Chapter 1
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Index

Service Training

H01 / Chapter 1
350 804 4701.0201

LINDE AG
Werksgruppe Flurfrderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de

350 804 4701.0201