Mit Su PDF

Service Manual
AC Reach Trucks
Consisting of electric and hydraulic explanations
Developed and Collected By:

Techn. Doc./LT
Date:
June 15th, 2004
Revision Level: 1
Updated: August 24th, 2004
1
Contents
1 Electrical operation ...................................................................................3
1.1 Using the schematic diagram................................................................................... 3
1.2 Connecting the battery ............................................................................................. 4
1.3 Additional safety circuit (emergency power off) ....................................................... 5
1.4 Turning on the key switch (S11)............................................................................... 5
1.5 CAN bus communication.......................................................................................... 7
1.6 Safety pedal ............................................................................................................. 7
1.7 Steering request ....................................................................................................... 7
1.8 Electric power steering controller ............................................................................. 8
1.9 Travel request .......................................................................................................... 9
1.10 Reverse braking request ........................................................................................ 12
1.11 Regenerative braking ............................................................................................. 12
1.12 Lifting and lowering requests ................................................................................. 12
1.13 Lifting operation...................................................................................................... 13
1.14 Lowering operation................................................................................................. 13
1.15 Auxiliary functions .................................................................................................. 14
2 Console ..................................................................................................17
2.1 Heading screen ...................................................................................................... 18
2.2 Set Model submenu (in the Config Menu) ............................................................. 19
2.3 Set Options submenu (in the Config Menu)........................................................... 20
2.4 Adjustments submenu (in the Config Menu).......................................................... 20
2.5 Parameter Change submenu (in the Main Menu).................................................. 21
2.6 Tester submenu (in the Main Menu) ...................................................................... 21
2.7 Save Parameter function (in the Main Menu) (Do not use in AC reach trucks!).... 21
2.8 Restore Parameter function (in the Main Menu) (Do not use in AC reach trucks!) 22
2.9 Alarms submenu (in the Main Menu) ..................................................................... 23
2.10 Program VACC function (in the Main Menu).......................................................... 24
3 Parameter descriptions ...........................................................................25
3.1 Display unit controller (SICOS) (Mode 1)............................................................... 25
3.2 Traction motor controller (AC2T) (Mode 2) ............................................................ 31
3.3 Pump motor controller (AC2P) (Mode 5) ............................................................... 38
3.4 Electric power steering controller (EPS) (Mode 6)................................................. 40
3.5 Hydraulic valve controller (MHYRIO) (Mode 9)...................................................... 45
4 Testing truck functions............................................................................50
4.1 Testing the truck directly via the truck’s display unit (SICOS) ............................... 50
4.2 Testing the truck with the console.......................................................................... 57
5 Alarm codes............................................................................................70
5.1 Display unit controller (SICOS) (Mode 1)............................................................... 70
5.2 Traction motor controller (AC2T) (Mode 2) ............................................................ 72
5.3 Pump motor controller (AC2P) (Mode 5) ............................................................... 76
5.4 Electric power steering controller (EPS) (Mode 6)................................................. 80
5.5 Hydraulic valve controller (MHYRIO) (Mode 9)...................................................... 85
6 Hydraulic operation.................................................................................87
6.1 Hydraulic symbols .................................................................................................. 88
6.2 Mast lifting .............................................................................................................. 93
6.3 Mast lowering ......................................................................................................... 94
6.4 Operator requests reaching ................................................................................... 96
6.5 Operator requests retracting .................................................................................. 97
6.6 Operator requests tilting up.................................................................................... 98
6.7 Operator requests tilting down ............................................................................... 99
6.8 Operator requests side-shifting to the left ............................................................ 100
6.9 Operator requests side-shifting to the right.......................................................... 101
6.10 Auxiliary cylinder and valve section (optional) ..................................................... 101
6.11 Adjusting lifting pressure ...................................................................................... 102
6.12 Adjusting maximum lowering speed (mechanical)............................................... 102
6.13 Emergency lowering............................................................................................. 103
6.14 Fluid recommendations........................................................................................ 104
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1 Electrical operation
This chapter discusses the electrical operating principle of the AC reach truck.
The standard model and its electrical schematic diagram are used as an
example. Please use the correct schematic diagram for the specific model.
The latest schematic diagrams are available from the manufacturer’s Web
site.
This chapter will not address every detail of the electrical operation of the
truck. To troubleshoot a particular component, you will need to locate the
component on the appropriate page of the schematic diagram and check the
circuitry associated with it. You will need to have the schematic diagram at
hand for reference while reading the explanation. Make sure that you have the
correct schematic diagram with regard to the model and its age.
1.1 Using the schematic diagram
As an exercise, please locate the section shown in Figure 1.1 on the actual
schematic diagram (TS840303).
Page 1/24, zone 13, wire 1L1:
Figure 1.1 Section of page 1 of the electrical schematic diagram

Note the numbers below the wire identifier 1L1. These (4/12) direct you to the
page and zone where the wire is connected. This procedure is used to follow
circuits throughout the schematic diagram. If the numbers are given without
the slash (/), the connection is on the same page of the schematics.
• All references marked with “L” are positive (+)
• All references marked with “M” are negative (-)
3
As the next exercise, please locate the connection to which the previous
exercise referred.
Page 4/24, zone 12, wire 1L1:
Figure 1.2 Section of page 4 of the electrical schematic diagram

Once again, note the numbers below the wire identifier 1L1. These (1/13)
direct you back to the page (and zone) of the first exercise.
1.2 Connecting the battery
When the battery is connected, B+ flows through connector X12:1 to the listed
contactor connections and fuses. From the fuses, it feeds several areas of the
truck. It is also connected to the emergency power off switch.
The B+ feed is connected to:
Page Zone Component(s)
4/24 12 1F1
4/24 12 K11 Contactor
4/24 S12 Emergency Disconnect
B- is connected to several fuses and motor controllers, the horn, the working
lights, the steering feedback sensors, and to optional features.
4
The B- feed is connected to:
Page Zone Component(s)
1/24 13 Connection
1/24 17 Connection
1/24 19 Connection
1/24 24 10F2 Fuse
1/24 25 11F2 Fuse
1/24 26 12F2 Fuse
1.3 Additional safety circuit (emergency power off)

If the emergency power off switch is in the normal closed position, B+
continues to flow to the key switch (S2). B+ also flows to the main power
contactor K11.
Should the operator need to remove power from the system at any time, the
emergency power off switch can be pressed. With the switch depressed
(down), the connection opens and removes B+ from the main contactor coil
(K11). With the switch in the operational (up) position, B+ is connected to the
following points:
Page Zone
4/24 12
4/24 13
13/24 14
1.4 Turning on the key switch (S11)

Please refer to the appropriate section of the electrical schematics. When the
key switch (S11) is turned to the on position, B+ flows to the traction motor
controller and to the B+ terminal of the K11 coil. This causes the K11
contactor to become energised. B+ now feeds the tip of the K12 contactor.
5
Figure 1.3 Powering the truck
B+ also flows to control fuses 10F1 and 11F1, which feed B+ to the other
controllers. The individual controllers (display unit controller, traction motor
controller, pump motor controller, electric power steering controller and
hydraulic valve controller) begin their internal checks to verify that all
hardware is functioning properly. If all internal checks pass, the controllers
engage their respective safety circuits.
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The truck’s Controller Area Network (see section 1.5) is now operational and
the controllers can communicate their status and possible fault conditions. If
all internal checks pass, the traction motor controller activates the K12
contactor coil and the K12 contactor tips feed B+ to the power fuses for the
motor controllers. Should an error occur that causes the K12 contactor to
become de-energised, all power is cut from the three AC motors (traction
motor, pump motor and electric power steering motor).
B+ also flows from the traction motor controller to the electric power steering
controller at XA3B:7 (see page 4/24, zone 18). The electric power steering
controller allows B+ to exit the controller at XA3B:1 to feed B+ to the brake
pedal switch (S22). The internal switch has been designed to remove or
supply power to the electric brake coil depending on the status of the system.
1.5 CAN bus communication
CAN stands for Controller Area Network. It is a communication protocol,
which has been developed for environments with a lot of interference. A CAN
uses two digital signal lines, which are referred to as Bus+ and Bus-. CAN bus
technology allows the host to be easily upgraded with additional equipment as
long as the connected equipment is CAN-enabled.
An oscilloscope must be used to determine the functioning of the CAN bus.
Both the Bus+ and Bus- signals remain at 2.5 V until a message is sent along
the bus. Messages travelling on the CAN are very short in duration, which
makes them difficult to monitor with a conventional digital voltmeter. All
controllers or “nodes” that are connected to the bus have the ability to
communicate with each other.
The communication connections are shown on Page 11/24 of the electrical
schematic diagram. The connections used for communication are run as a
twisted pair to help reduce the effect of outside interference. There is also a
120-ohm terminating resistor at the beginning and the end of the
communication loop.
1.6 Safety pedal
Pressing the safety pedal activates switch S25 (see page 5/24 and zone 17 of
the electrical schematic diagram), which applies B+ to the display unit
controller (SICOS). While the safety pedal is kept pressed, the activation of
the brake coil is controlled by the traction motor controller via pin XA1F:9 that
is used to determine the position of the brake pedal (switch S22). It also
supplies B+ to pin XA4B:8 of the display unit controller (SICOS) (see page
4/24 and zone 20 of the electrical schematic diagram).
1.7 Steering request
Before a steering request can be accepted, the battery must be connected,
the emergency power off switch must be raised, the key switch must be
turned on and the control system must have passed the self-test procedure. If
all internal checks pass, the electrical power steering controller will close the
contacts of the internal relay. Please refer to page 4/24 (zone 17) of the
electrical schematic diagram.
7
The contacts exit the electrical power steering controller at connector XA3B:1.
The internal relay is in series with the brake pedal switch (S22) and cuts
power to the electric brake if an internal error occurs. If the brake pedal switch
is activated, the display unit controller (SICOS) sends a message over the
CAN bus, which notifies all controllers attached to the bus that the brake
pedal switch is activated.
The electrical power steering controller then gathers information from the
steering wheel sensors. Please refer to page 6/24 (zones 23—29) of the
electrical schematic diagram. When the steering wheel is turned, the steering
wheel motor generates a sinusoidal wave through connector X11, pins 1, 2, 3,
4, 5 and 6. The signals from the steering wheel motor terminate at connector
XA3B, pins 3, 4, 7, 9, 10 and 20 of the electrical power steering controller.
The amplitude and frequency of these signals increases the faster the
steering wheel is turned. See Figure 1.4.
Steering Motor
Amplitude
Frequency
Figure 1.4 Sinusoidal output from the steering wheel motor
1.8 Electric power steering controller

The electric power steering controller determines the direction in which the
operator wishes to travel by comparing the signals from the steering wheel
motor. The signals from the steering wheel motor are out of phase and the
controller determines the requested direction depending on which signal is
leading and which is lagging. The signal from the steering wheel motor also
conveys information about the speed with which the operator turns the
steering wheel.
After the request for steering is received by the controller, it begins to pulse
the three separate inputs (U, V and W) of the AC steering motor. Depending
on the frequency and duty cycle, the controller can vary the speed of the
steering motor (see Figure 1.4). The outputs (U, V and W) from the controller
are pulsed with both a positive and negative voltage. Figure 1.4 shows the
varying duty cycle along with the positive and negative values. The actual
current passing through the motor will be more sinusoidal than pulsed due to
the characteristics of an inductor.
Note: The characteristics of the truck’s steering can be adjusted with the
console. Refer to Chapter 2 for more information.
The electric power steering controller also determines position of the drive unit
at all times through the three proximity switches connected to XA4B, pins 1, 2
8
and 13 on the display unit controller (SICOS). Please refer to page 6/24
(zones 23, 26 and 29) of the electrical schematic diagram. The state
information of these proximity switches is sent over the CAN bus to the
electrical power steering controller. B+ and B- supply these proximity
switches. The signal entering the display unit controller (SICOS) at connector
XA4B, pins 1, 2 and 13 is B+ when the LED on the proximity switch is
illuminated. The signal is 0 volts when the proximity switch leaves the metal
surface and the LED turns off.
There are no mechanical limitations for steering the truck; the operator has a
full 360 degrees available. The position of the drive wheel is indicated to the
operator through the display unit (SICOS). The six direction arrows on the
display are normally not highlighted until travel is requested with the
directional controller. Once travel has been requested, one of the six arrows
will darken in colour to indicate the travel direction and approximate drive
wheel position. See Figure 1.5.
Figure 1.5 Steering indicator on the truck's display
1.9 Travel request

Before a travel request can be accepted, the battery must be connected, the
emergency power off switch must be raised, the key switch must be turned on
and the control system must have passed the self-test procedure. For the
travel request to be complete, the direction switch S13 (see page 5/24 and
zone 21 of the electrical schematic diagram) must give the direction of travel,
the safety pedal switch S25 must be active (pressed), and the accelerator
switch S21 must be active. A varying voltage from the accelerator pedal
sensor is also required at connector XA4B:11 of the display unit controller
(SICOS). The accelerator sensor receives its 7.5 V from connector XA4B:10
of the display unit controller (SICOS). The negative connection is supplied
through the display unit controller (SICOS) at connector XA4B:9. The output
from accelerator pedal sensor to the display unit controller (SICOS) varies
between approximately 0.2 – 7.5 V (XA4B:11) depending on the position of
the pedal.
Note: If the accelerator pedal sensor requires replacement, the values of the
sensor may have to be learned through the console. Refer to Chapter 2 for
more information.
9
The display unit controller (SICOS) gathers the data from the accelerator
pedal sensor several times per second. As the voltage from the sensor varies
above the nominal neutral value of 0.2 V, the display unit controller (SICOS)
distributes this information as a message over the CAN bus. All controllers
that are connected to the bus decode the message. When the traction motor
controller receives a travel request message from the display unit controller
(SICOS), it first checks the above inputs and that there are no internal errors
in the controller.
Before engaging the drive motor, the traction motor controller must release
the electric brake. The brake is powered by the traction motor controller
through the electric power steering controller and the brake pedal switch S22.
When the brake is released, the traction motor controller begins to pulse the
traction motor through the three phases (U, V and W).
Since the truck is powered by a DC battery, the traction motor controller must
convert DC to AC for the AC motor. This is accomplished in the traction motor
controller via a process known as inverting. By applying three inputs out of
phase, a voltage drop is created between the three phases. Depending on the
lead and lag of the phases, the motor rotates in a certain direction. The speed
of the motor is relational to the width and frequency of the pulse being sent to
the motor. The greater the width of the pulse, the longer the current flows
through the motor. The width of the pulse increases or decreases depending
on the feedback from the traction speed encoder (BM1). If the motor revolves
too rapidly, the width will decrease and vice versa. This feedback allows the
control system to maintain an exact speed regardless of whether the truck is
empty or loaded. Travel speed is indicated to the operator through the display
unit (SICOS). Please refer to Chapter 4 for a description of the information
provided by the display unit.
This process continues until the operator releases the accelerator pedal or an
alarm occurs that forces the traction motor controller to cease operation and
apply the brakes. If there are no alarms, the traction motor controller reverses
the phasing to slow down the motor (by attempting to reverse its direction).
The brake is applied once the traction motor controller senses no movement
from the traction speed encoder.
After the travel request has been accepted, the traction motor controller
begins to pulse the three separate inputs (U, V and W) of the AC drive motor.
Depending on the frequency and duty cycle, the traction motor controller can
vary the speed of the drive motor (see Figure 1.6). The outputs (U, V and W)
from the traction motor controller are pulsed with both a positive and negative
voltage. Figure 1.6 shows the varying duty cycle along with the positive and
negative values. The actual current passing through the motor is more
sinusoidal than pulsed due to the characteristics of an inductor.
10
PWM Voltage
Sinusoidal Voltage
Figure 1.6 Pulse width modulation (PWM) of the AC motor

The traction motor controller determines the speed and direction of the motor
through the pulses sent from the traction speed encoder (BM1) mounted in
the motor assembly.
Note: The console can be used to adjust the truck’s top travel speeds.
The encoder is connected to the traction motor controller at connector XA1D,
pins 1, 2, 3 and 5. Refer to page 10/24 of the electrical schematic diagram.
Pin 1 is the 12 V supply, pin 2 is the negative connection, pin 3 is channel A
and pin 5 is channel B. Figure 1.7 shows the pulses from channel A and B,
and their phase relative to each other.
Channel A
Channel B
Figure 1.7 Traction encoder pulses (channels A and B)

The traction motor controller determines the speed of the motor by counting
the number of pulses from a single channel over a certain time. The faster the
motor turns, the more pulses will be generated in that period. Determining the
direction of the drive motor is accomplished by comparing the signals in
channels A and B. The direction in which the motor is turning will determine
which channel leads and which channel lags. In the example given in Figure
1.7, the channel A signal is leading and the channel B signal is lagging. The
signal that rises first is the leading signal. The two channels are 90 degrees
out of phase, which allows them to be easily compared. When the motor
rotates in the opposite direction, the channel B signal rises before the channel
A signal.
Note: The operation of the encoder can be tested with the console. Refer to
Chapter 2 for more information.
A temperature sensor is located in the drive motor. The sensor for the drive
motor is connected to the traction motor controller at connector XA1F, pins 6
and 12. The nominal resistance of the temperature sensor at room
temperature is 600 ohm.
11
1.10 Reverse braking request
After the travel request has been accepted and the traction motor controller
applies power to the AC drive motor, the operator may wish to slow down the
truck’s movement by reverse braking. This is accomplished by reversing the
position of the direction control handle. Please refer to section 1.9 for the pin
locations of the control handle.
If there are no errors in the control system and the safety pedal is active
(pressed), the traction motor controller will accept the request to slow down
the truck. This is accomplished by the traction motor controller, which
reverses the phases of two of the three motor inputs (U, V and W). Reversing
the phase of two of the three inputs forces the motor to turn in the opposite
direction. Reversing the phase of two inputs will initially slow the movement
until the truck comes to a rest. If the request continues after this point, the
motor will begin to turn in the opposite direction.
Note: The characteristics of reverse braking can be adjusted with the console.
Refer to Chapter 2 for more information.
1.11 Regenerative braking
Regenerative braking occurs during reverse braking. This is sometimes
referred to as inverse braking. When the drive motor turns in the opposite
direction to the control direction, the motor produces AC voltage on each
phase. This AC voltage is rectified to DC positive and negative. As long as the
voltage is higher than battery voltage, the battery is being charged.
U
B+
V
Figure 1.8 Regenerative braking
1.12 Lifting and lowering requests

Requests to lift and lower are initiated with the fingertip control module (R11),
which is located on the truck’s control panel. Please refer to page 7/27 (zone
13) of the electrical schematic diagram. The control module functions like a
potentiometer, i.e. the system senses the neutral position and is able to
determine movement from it. This position information is output from the
module through connector XR11:3 and input into the display unit controller
(SICOS) at connector XA4D:2. The control module outputs at connectors
XR11:1, XR11:2, XR11:3 and XR11:4. The control module receives its 5 V
supply from the display unit controller (SICOS) at connector XA4D:1. The
negative connection is supplied through the display unit controller (SICOS) at
connector XA4D:3.
12
The varying voltage produced by the control unit is connected to the display
unit controller (SICOS) at connector XA4D:2. In the neutral position, the
voltage produced by the fingertip control is approximately 2.5 V. As the control
is moved to request lifting, the voltage output increases gradually to a nominal
value of 4.5 V (full-speed lifting). As the control is moved to request lowering,
the voltage output decreases gradually to a nominal value of 0.5 V (full-speed
lowering).
Note: If the fingertip control requires replacement, the output values might
have to be learned through the console. Refer to Chapter 2 for more
information.
The display unit controller (SICOS) receives information from the control
module potentiometer several times per second. As the voltage from the
potentiometer varies above the neutral value of approximately 2.5 V, the
display unit controller (SICOS) distributes this information as a message over
the CAN bus. The message includes information on whether the request was
for lifting or lowering and the speed at which the action should be taken. All
controllers connected to the bus receive and decode the message.
1.13 Lifting operation
Please refer to the electrical and hydraulic schematic diagrams. Before a
request to lift is accepted, the battery must be connected, the emergency
power off switch must be raised, the key switch must be turned on and the
control system must have passed the self-test procedure.
When the pump motor controller receives a request to lift from the display unit
controller (SICOS), it first checks for internal errors. The lifting request will be
accepted, if there are no internal errors or other limiting factors (such as lifting
being disabled due to a low battery charge level, an activated lifting limit
switch, or lifting being limited by the optional height selector).
The hydraulic valve controller (MHYRIO) controls the magnetic valve coils
used for the hydraulic functions. After the request has been accepted, the
pump motor controller begins to pulse the three separate inputs (U, V and W)
of the AC pump motor. The pump motor controller varies the speed of the
pump motor by altering the control frequency and duty cycle (see Figure 1.6).
The outputs (U, V and W) of the pump motor controller are pulsed with both a
positive and negative voltage. Figure 1.6 shows the varying duty cycle along
with the positive and negative values. The actual current passing through the
motor is more sinusoidal than pulsed due to the characteristics of an inductor.
While the pump motor is pulsed, the M2 valve is activated by the hydraulic
valve controller (MHYRIO) at pin XA5A:31, which causes the lifting/lowering
spool to move to the lifting position. As the pump motor rotates, hydraulic fluid
is delivered to the lifting cylinders through the lifting valve. Please refer to
Chapter 6 for information on the operation of the lifting cylinder.
Note: The hydraulic manifold that is used for both lifting and lowering is
located under the floor panel of the reach carriage.
1.14 Lowering operation
The request and rate of lowering is transmitted by the display unit controller
(SICOS) over the CAN bus to the hydraulic valve controller (MHYRIO). The
13
hydraulic valve controller activates the proportional lowering valve (M1) at pin
XA5A:3 and causes the lifting/lowering spool to move to the lowering position.
The amount of time that the valve is open determines the amount of fluid
allowed to exit the lifting cylinders, which controls the lowering speed. There
are mechanical adjustments in the hydraulic manifold to control the maximum
lowering speed (see Chapter 6). The lowering function can also be adjusted
electrically via the console (see Chapters 2 and 3). Please refer to Chapter 6
for information on the operation of the lifting cylinder.
1.15 Auxiliary functions
The display unit controller (SICOS) receives control information from the
fingertip controls on the control panel. This information is used to control the
auxiliary functions. These functions include reaching and retracting, tilting up
and down, and shifting to the left and to the right. All the auxiliary functions
use the pump motor to supply hydraulic fluid to the appropriate cylinders. The
speed of the auxiliary functions can be controlled. The main hydraulic
manifold incorporates restrictors to reduce the flow of hydraulic fluid to the
auxiliary system. It also contains the directional solenoids (M3 and M4) for the
auxiliary functions. The manifold is located under the floor of the reach
carriage.
The hydraulic valve controller (MHYRIO) is used to activate the magnetic
valves that route the flow of hydraulic fluid. When a request from the fingertip
controls is received by the display unit controller (SICOS), the information is
sent to the hydraulic valve controller (MHYRIO) over the CAN bus. When the
hydraulic valve controller (MHYRIO) receives a message from the display unit
controller (SICOS) for an auxiliary request, it first checks for internal errors. If
there are no internal errors or other limiting factors, the request is accepted.
1.15.1 Reaching/retracting request
The reaching or retracting request is initiated by the fingertip module (R12),
16) of the electrical schematic diagram. The control module functions like a
module through connector XR12:3 and is input into the display unit controller
connector XA4D:6.
The varying voltage produced by the control unit potentiometer is connected
to the display unit controller (SICOS) at connector XA4D:5. In the neutral
position, the voltage produced by the fingertip control is approximately 2.5 V.
As the control is moved to request reaching, the voltage output increases
gradually to a nominal value of 4.5 V (full reaching rate). As the control is
moved to request retracting, the voltage output decreases gradually to a
nominal value of 0.5 V (full retracting rate).
14
1.15.2 Reaching/retracting operation
After the request for reaching or retracting is accepted, the pump motor
controller begins to pulse the three separate inputs (U, V and W) of the AC
pump motor. The pump motor controller varies the speed of the pump motor
by altering the control frequency and duty cycle (see Figure 1.6). The outputs
(U, V and W) of the pump motor controller are pulsed with both a positive and
negative voltage. Figure 1.6 shows the varying duty cycle along with the
positive and negative values. The actual current passing through the motor is
more sinusoidal than pulsed due to the characteristics of an inductor.
The directional valve in the main hydraulic manifold is used to control between
reaching and retracting. These magnetic valves are controlled by the
hydraulic valve controller (MHYRIO) via connectors XA5A:16 M3 (reaching)
and XA5A:34 M4 (retracting).
1.15.3 Tilting request
The tilting request is initiated by the fingertip control module (R13), which is
located on the truck’s control panel. Please refer to page 7/27 (zone 19) of the
electrical schematic diagram. The control module functions like a
module through connector XR13:3 and is input into the display unit controller
connector XA4D:9.
to the display unit controller (SICOS) at connector XA4D:8. In the neutral
As the control is moved to request tilting up, the voltage output increases
gradually to a nominal value of 4.5 V (full tilting up rate). As the control is
moved to request tilting down, the voltage output decreases gradually to a
nominal value of 0.5 V (full tilting down rate).
1.15.4 Tilting operation
After the request for tilting is accepted, the pump motor controller begins to
pulse the three separate inputs (U, V and W) of the AC pump motor. The
pump motor controller varies the speed of the pump motor by altering the
control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W)
of the pump motor controller are pulsed with both a positive and negative
tilting up and down. These magnetic valves are controlled by the hydraulic
valve controller (MHYRIO) via connectors XA5A:30 M5 (tilt up) and XA5A:4
M6 (tilt down).
15
1.15.5 Side-shifting request
The side-shifting request is initiated by the fingertip control module (R14),
22) of the electrical schematics. The control module functions like a
determine movement from the neutral position. This position information is
output from the module through connector XR14:3 and is input into the display
unit controller (SICOS) at connector XA4D11. The control module outputs at
connectors XR14:1, XR14:2, XR14:3 and XR14:4. The control module
receives its 5 V supply from the display unit controller (SICOS) at connector
XA4D:10. The negative connection is supplied through the display unit
controller (SICOS) at connector XA4D:12.
to the display unit controller (SICOS) at connector XA4D11. In the neutral
As the control is moved to request shifting to the right, the voltage output
increases gradually to a nominal value of 4.5 V (full-speed shifting to the
right). As the control is moved to request shifting to the left, the voltage output
decreases gradually to a nominal value of 0.5 V (full-speed shifting to the left).
1.15.6 Side-shifting operation
After the request for shifting is accepted, the pump motor controller begins to
pulse the three separate inputs (U, V and W) of the AC pump motor. The
pump motor controller varies the speed of the pump motor by altering the
control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W)
of the pump motor controller are pulsed with both a positive and negative
shifting left and right. These magnetic valves are controlled by the hydraulic
valve controller (MHYRIO) via connectors XA5A:15 M7 (shift left) and
XA5A:20 M8 (shift right).
16
2 Console
Console part number: 199256
Adapter cable: 450930
Figure 2.1 Console

The console can be used to adjust the parameters of and to test each
individual controller in the truck (see Figure 2.1). The console connects to the
8-pin connector located behind the display unit. In addition to adjusting
parameters, a technician can use the console as a tool to diagnose problems
in the various electrical systems of the truck. The console can also display
any alarms active on the truck. The parameters, tests and alarms are covered
in the following chapters.
17
Warning! Disconnect the truck’s main battery before connecting the
console!
After the console is powered up, the following menus are available:
HEADING
PARAMETER CHANGE SET MODEL CONNECTED TO…
TESTER SET OPTIONS
SAVE PARAMETER ADJUSTMENTS
RESTORE PARAMETER
ALARMS
PROGRAM VACC
The menus presented above are available for every controller that is
connected to the CAN bus. The descriptions of each item on the menu
provide a brief overview of that menu. Further details are provided for
individual controllers in the following chapters.
2.1 Heading screen
The heading screen indicates the controller that the console is presently
communicating with along with the attributes of that model (see Figure 2.2).
The upper right part of the display shows the connected model. In this case,
“SICOS” refers to the display unit controller. In this example, “RO” refers to
the control system manufacturer, and “0.07” is the version of the control unit.
The controller has been configured to 48 volts (“48V”).
Warning! Make sure that the voltage indicated on the heading screen is
the voltage use in the truck. See below for information on changing the
voltage.
The “400A” indication refers to the maximum current of the controller. The
“00180” indication shows the operating time of the connected controller in
hours.
18
SICOS RO 0.07
48V 400A 00180
Figure 2.2 Heading screen
2.2 Set Model submenu (in the Config Menu)

From time to time, other controllers in the system may need to be accessed
(on AC reach trucks only). The configuration menu is accessed by
simultaneously pressing the ROLL up (1) and SET up (5) buttons on the
console (refer to Figure 2.1). Press the ROLL up (1) or ROLL down (2)
buttons until the Set Model submenu appears.
CONFIG MENU
SET MODEL
Figure 2.3 Config Menu: Set Model

Press the ENTER (3) button on the console to access the Set Model
submenu. Press the SET up (5) or SET down (6) button until the model
number of the controller is displayed. The following example shows that
model number 1 (display unit controller (SICOS)) is selected.
CONNECTED TO
1
Figure 2.4 Selecting the controller

The following controllers can be selected in AC reach trucks:
1: Display unit controller (SICOS) (default choice)
2: Traction motor controller (AC2T)
5: Pump motor controller (AC2P)
6: Electric power steering controller (EPS)
9: Hydraulic valve controller (MHYRIO)
Note: If a number other than one of those listed above is selected, the
console will default to the display unit controller (SICOS).
After the controller is chosen, press the OUT (4) button to exit. The console
then prompts for a confirmation of the choice:
19
ARE YOU SURE?
YES = ENTER NO= OUT
Figure 2.5 Confirming controller selection

Press the ENTER (3) button to confirm the choice. Press the OUT (4) button
to cancel changes. Press OUT (4) again to return to the Heading screen.
2.3 Set Options submenu (in the Config Menu)
First, access the configuration menu (Config Menu) as above and locate the
Set Options submenu with buttons 1 and 2.
CONFIG MENU
SET OPTIONS
Figure 2.6 Config Menu: Set Options

Then press ENTER (3) to open the Set Options submenu. The options in this
menu depend on the selected controller. The available options are presented
in Chapter 3. Use the ROLL up (1) and ROLL down (2) buttons to select the
option you wish to change. Use the SET up (5) and SET down (6) buttons to
change the value of the option you have chosen. Press the OUT (4) button to
exit the menu. When the console prompts you to confirm a selection, press
the ENTER (3) button to confirm and the OUT (4) button to cancel changes.
Press the OUT (4) button again to return to the Heading screen.
2.4 Adjustments submenu (in the Config Menu)
First, access the configuration menu (Config Menu) as above and locate the
Adjustments submenu with buttons 1 and 2.
CONFIG MENU
ADJUSTMENTS
Figure 2.7 Config Menu: Adjustments

Then press ENTER (3) to enter the Adjustments submenu. The options in this
menu depend on the selected controller. The available options are presented
in Chapter 3. Use the ROLL up (1) and ROLL down (2) buttons to select the
option you wish to change. Use the SET up (5) and SET down (6) buttons to
change the value of the option you have chosen. Press the OUT (4) button to
exit the menu. When the console prompts you to confirm your choice, press
the ENTER (3) button to confirm and the OUT (4) button to cancel changes.
Press the OUT (4) button again to return to the Heading screen.
20
2.5 Parameter Change submenu (in the Main Menu)
Press the ENTER (3) button while in the Heading screen to enter the Main
Menu. Press the ROLL up (1) and ROLL down (2) to locate the Parameter
Change submenu.
MAIN MENU
PARAMETER CHANGE
Figure 2.8 Main Menu: Parameter Change

Press the ENTER (3) button to enter the Parameter Change submenu. The
available options are presented in Chapter 3. Use the ROLL up (1) and ROLL
down (2) buttons to select the option you wish to change. Use the SET up (5)
and SET down (6) buttons to change the value of the option you have chosen.
Press the OUT (4) button to exit the menu. When the console prompts you to
confirm your choice, press the ENTER (3) button to confirm and the OUT (4)
button to cancel changes. Press the OUT (4) button again to return to the
Heading screen.
2.6 Tester submenu (in the Main Menu)
Enter the Main Menu as above and locate the Tester submenu with buttons 1
and 2.
MAIN MENU
TESTER
Figure 2.9 Main Menu: Tester

Press the ENTER (3) button to enter the Tester submenu. The available
options are presented in Chapter 4. Use the ROLL up (1) and ROLL down (2)
buttons to select the component that you wish to test. Press the OUT (4)
button to return to the Heading screen.
2.7 Save Parameter function (in the Main Menu) (Do not use in AC
reach trucks!)
Parameters can be copied from truck to truck with the Save Parameter and
Restore Parameter functions. First, access the Main Menu, select Save
Parameter with the ROLL up (1) and down (2) buttons, and enter the Save
Parameter function by pressing ENTER (3).
MAIN MENU
SAVE PARAMETER
Figure 2.10 Main Menu: Save Parameter
21
SELECT: Mod. 00
FREE
Figure 2.11 Save Parameter submenu

The first line of the display indicates the selected model. The model number is
presented after “Mod.”
If no model data has been uploaded into the console’s memory, the word
“FREE” is displayed on the second line.
Use the ROLL up (1) and ROLL down (2) buttons to select the model you
wish to upload into the console memory. Press the ENTER (3) button to start
the uploading process. The display will show “Reading...” on the first line
during the uploading process.
READING…….
ACCELER. DELAY
Figure 2.12 Uploading parameters

The second line of the display shows the parameter that is currently being
uploaded. When the console has finished uploading the parameters, the
following display will appear.
MAIN MENU
SAVE PARAM
Figure 2.13 Main Menu: Save Parameter

Press the OUT (4) button to return to the main menu.
2.8 Restore Parameter function (in the Main Menu) (Do not use in
AC reach trucks!)
See above (under Save Parameter) about uploading parameters into the
memory of the console. To copy the stored parameters to another truck,
access the Restore Param. submenu from the Main Menu.
MAIN MENU
RESTORE PARAM.
Figure 2.14 Main Menu: Restore Parameter

Press the ENTER (3) button to access the Restore Parameter function.
22
SELECT: Mod. 00
AC2 RO V 1.07
Figure 2.15 Restore Parameter submenu

The display shows the stored controller parameters. Use the Roll up (1) and
ROLL down (2) buttons to determine the parameters you wish to restore.
Press the ENTER (3) button to begin the download operation. The console
asks for a confirmation before commencing. Press the ENTER (3) button to
confirm the operation. Press the OUT (4) button to cancel the operation. If the
ENTER (3) button is pressed, the screen will show the parameters that are
being downloaded. When all the parameters have been downloaded, the
following screen appears.
MAIN MENU
RESTORE PARAM.
Figure 2.16 Main Menu: Restore Parameter

Press the OUT (4) button to return to the Main Menu. If there are other
parameters that need to be downloaded from other controllers, repeat the
steps presented above for saving and restoring parameters.
2.9 Alarms submenu (in the Main Menu)
(If there is an active alarm in the truck when the console is connected, the
Alarm submenu opens automatically. If this occurs, press ENTER (3) to
choose another menu.) The history of alarms for each controller can be
viewed with the console. This can be helpful in conjunction with intermittent
problems and error codes that may have been forgotten by the operator. To
enter the Alarms submenu, open the Main Menu, scroll to Alarms with the
ROLL buttons, and press ENTER (3) to access the submenu.
MAIN MENU
ALARMS
Figure 2.17 Main Menu: Alarms

The display will show the most recent alarm.
ALARM TEXT
00007 #03 18˚ C
Figure 2.18 Information on the most recent alarm
23
The active alarm is displayed on the first line of the console’s display (refer to
Chapter 5 for an explanation of the different alarm codes). The second line of
the display presents the reading of the operating time counter when the alarm
was triggered (00007 in the example), the number of times the same alarm
has occurred (e.g. #03), and the temperature recorded from the controller’s
heat sink when the alarm was triggered (e.g. 18°C). If no alarms have
occurred, the display will read “NO KNOWN FAULTS”.
Press the OUT (4) button to exit the Alarms submenu. You will be asked
whether the history information should be deleted (“CLEAR THE
LOGBOOK”). Press the ENTER (3) button to clear the alarms. Press the OUT
(4) button to exit without clearing the alarms. Press the OUT (4) button to
return to the Main Menu. It is very useful to clear the memory of alarms when
you are troubleshooting, the history information might otherwise confuse you.
2.10 Program VACC function (in the Main Menu)
(Information can only be read – not changed – in AC reach trucks!)
This function determines the maximum and minimum values of the
potentiometers that are attached to the controller that is communicating with
the console. To access this function, enter the Main Menu, scroll to Program
VACC and press the ENTER (3) button.
MAIN MENU
PROGRAM VACC
Figure 2.19 Main Menu: Program VACC

If this option is available for the controller, the following display is shown.
VACC SETTING
4.8
Figure 2.20 Program VACC submenu

On AC reach trucks, the value cannot be adjusted in this menu. The setting
must be adjusted through the Adjustments submenu when connected to the
display unit controller (SICOS).
24
3 Parameter descriptions
This chapter lists and explains the parameters that are available through the
console. The chapter is divided into sections based on the controller.
3.1 Display unit controller (SICOS) (Mode 1)
3.1.1 Main Menu: Parameter Change
3.1.1.1 CUTBACK SPEED 1
This is an optional speed reduction parameter.
3.1.1.2 CUTBACK SPEED 2
This parameter controls the crawling speed when the direction switch is
activated or when the forks are above the free-lifting height. A value of “0”
corresponds to 1.8 km/h.
3.1.1.3 1ST SPEED COURSE I
This parameter defines the maximum lifting speed in drive mode I.
When making changes, choose the drive mode with the up and down display
buttons. The console is not able to identify different drive modes.
3.1.1.4 1ST SPEED COURSE II
This parameter defines the maximum lifting speed in drive mode II.
3.1.1.5 1ST SPEED COURSE III
This parameter defines the maximum lifting speed in drive mode III.
3.1.1.6 5TH SPEED COURSE I
This parameter defines the maximum lowering speed in drive mode I.
3.1.1.7 5TH SPEED COURSE II
This parameter defines the maximum lowering speed for drive mode II.
3.1.1.8 5TH SPEED COURSE III
This parameter defines the maximum lowering speed for drive mode III.
3.1.1.9 2nd SPEED COURSE
This parameter defines the maximum normal reaching and retracting speed.
25
3.1.1.10 3RD SPEED COURSE
This parameter defines the maximum tilting speed (in both directions).
3.1.1.11 4TH SPEED COURSE
This parameter defines the maximum side-shifting speed (in both directions).
3.1.1.12 PUMP CREEP SPEED #1
This parameter defines the minimum pump motor speed for lifting.
This parameter defines the minimum pump motor speed for reaching and
retracting.
This parameter defines the minimum pump motor speed for tilting.
This parameter defines the minimum pump motor speed for side shifting.
3.1.1.16 SPEED 2 CUTBACK
This parameter defines the reduction in the reaching and retracting speed
near the end position when switch S41 opens.
3.1.1.17 AUX SPEED #1
This parameter defines the maximum auxiliary hydraulic speed in one
direction (fifth valve section).
3.1.1.18 AUX SPEED #2
This parameter defines the maximum auxiliary hydraulic speed in the opposite
direction (fifth valve section).
3.1.1.19 PUMP STOP DELAY
This parameter defines the delay between the pump motor stopping and the
valve opening.
3.1.1.20 LIFT CUTBACK
This parameter defines the starting point of lifting speed reduction before the
programmed height is reached.
This parameter is related only to pre-height selection features (i.e. if the
hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the
Set Options submenu is activated).
3.1.1.21 LOW CUTBACK
This parameter defines the starting point of lowering speed reduction before
the programmed height is reached.
26
3.1.1.22 ADJUSTMENT #1
This parameter sets the height at which lifting speed reduction starts.
This parameter sets the height at which lowering speed reduction starts.
This parameter defines the distance between the stop level and the level at
which you have to lift to take the load.
This parameter defines the distance between the stop level and the level at
which you have to lower to leave the load.
3.1.1.26 AUXILIARY TIME
This parameter sets the delay of the return pressure adjustment valve.
No longer in use!
Some early AC reach trucks were fitted with a Vickers main valve, which used
this parameter.
3.1.2 Config Menu: Set Model
3.1.2.1 CONNECTION TYPE
Use this parameter to select the controller to access with the console. You
can access any controller that is connected to the CAN bus. If there is a CAN
BUS KO alarm active, you cannot select another controller. In this case, you
must connect the console directly to the controller you wish to access.
In normal circumstances, you can choose the controller from the following
options:
1: Display unit controller (SICOS)
27
3.1.3 Config Menu: Set Options
3.1.3.1 CHECK UP TYPE
This parameter determines how the truck alerts of required maintenance
based on the duration of use. The following options are available:
0: No programmed maintenance alarm
1: Alarm after 300 hours of use (CHECK UP NEEDED)
2: Alarm after 300 hours of use and speed reduction after 340 hours of use
3: Alarm after 300 hours of use, speed reduction after 340 hours of use and
traction blocked after 380 hours of use.
3.1.3.2 PERFORMANCE TYPE
This parameter is used to control truck performance by setting the drive
mode. Depending on the selected mode, the display unit controller (SICOS)
controls the maximum lifting and lowering rates, and the traction motor
controller modifies other relevant parameters. The selected drive mode is
displayed by the truck after start up.
0: Drive mode I
1: Drive mode II
2: Drive mode III
3.1.3.3 AUX.OUTPUT #1
This optional parameter controls the use of the auxiliary output. This output
can be used to connect warning lights and a buzzer output driver (with the
help of relay K31) (please refer to page 12/24 of the electrical schematics).
The following options are available:
0: Auxiliary output disabled
1: Activated only when moving forwards
2: Activated only when moving backwards
3: Activated when moving forwards or backwards
4: Activated only when lifting
5: Activated only when lowering
6: Activated when lifting or lowering
7: Activated in all of the above situations
3.1.3.4 HEIGHT DISPLAY
This parameter controls whether height information is displayed to the
operator when lifting or lowering. The choices are ON and OFF.
ON: This alternative can be used only if the appropriate hardware is installed
in the mast.
OFF: Height information is not displayed to the operator.
28
3.1.3.5 HOUR COUNTER
This parameter controls how the operating time counter in the display unit
controller (SICOS) is activated. The choices are RUNNING and KEY ON.
RUNNING: Counts operating time when at least one system controller is
active (i.e. the effective operating time)
KEY ON: Counts operating time constantly while the main key switch is turned
on.
Note that every controller in the truck has an individual operating time counter.
The values of these counters can be read with the console. The values of the
counters in the other controllers do not match that of the display unit controller
(SICOS), since the number of active controllers varies during operation.
3.1.3.6 BATTERY CHECK
The traction motor controller normally monitors (and reacts to) the level of
battery charge. This setting provides an additional function:
ON: When the traction motor controller reacts to the level of battery charge,
an additional lifting cut-off function activates. (Please refer to section 3.2.)
OFF: The additional lifting cut-off function is disabled.
3.1.3.7 PRE-HEIGHT SEL.
This parameter controls whether information regarding the loading of the forks
is displayed to the operator. The choices are ON and OFF.
ON: The truck’s display shows whether the forks are loaded or not. This
alternative can be used only if the appropriate hardware is installed in the
mast.
OFF: Fork loading information is not displayed.
3.1.3.8 CHECK UP DONE
This parameter can be used (i.e. set to ON) temporarily to reset the service
interval alarm (see CHECK UP TYPE above). This parameter must be set to
OFF after resetting.
3.1.3.9 SEAT SWITCH
This parameter is normally set to OFF in AC reach trucks. Set it to ON only if
the seat switch option is installed.
3.1.3.10 LOGO DISPLAY
Turn this parameter ON only if the truck is branded “Rocla” and the hardware
for PRE-HEIGHT SEL. is not installed.
If the truck is of any other brand, set the parameter to OFF, even if no
hardware is installed in the mast.
3.1.3.11 MEASURE SYS.TYPE
This parameter controls which system of measurement the display uses.
1: Metric
2: Imperial
29
3.1.3.12 AUX.FUNCTION #1
When this parameter is set to ON, the short PRE-HEIGHT SEL. cycle is
selected. This means that there are no restrictions on starting the cycle to
move to a programmed level. (Except that the forks must be below the
maximum free-lifting height.)
When OFF is selected, the long PRE-HEIGHT SEL cycle is selected. This
means that the operator must initiate the cycle with the mast in the retracted
position and the forks below the maximum free-lifting height. After the
operation, the mast returns to the same retracted mast position.
3.1.3.13 AUX.FUNCTION #2
When this parameter is set to ON, height programming is enabled for the
operator via the display unit (SICOS).
When set to OFF, programming is locked and no changes by the operator are
possible.
3.1.4 Config Menu: Adjustments
3.1.4.1 MIN ACC LIFT
This parameter sets the minimum output voltage change from the centre
position of the fingertip control to activate the lifting function (2.7 V).
3.1.4.2 MAX ACC LIFT
This parameter sets the output voltage from the fingertip control to achieve
the maximum pump motor speed for lifting (4.3 V).
3.1.4.3 MIN ACC LOW
The parameter sets the minimum output voltage change from the centre
position of the fingertip control to activate the lowering function (2.1 V).
3.1.4.4 MAX ACC LOW
the maximum pump motor speed for lowering (0.4 V).
3.1.4.5 MIN REACH BACK
position of the fingertip control to activate the retracting function (2.7 V).
3.1.4.6 MAX REACH BACK
the maximum pump motor speed for retracting (4.5 V).
3.1.4.7 MIN REACH FORW
position of the fingertip control to activate the reaching function (2.1 V).
3.1.4.8 MAX REACH FORW
the maximum pump motor speed for reaching (0.4 V).
30
3.1.4.9 MIN TILT UP
position of the fingertip control to activate the tilting up function (2.7 V).
3.1.4.10 MAX TILT UP
the maximum pump motor speed for tilting up (4.5 V).
3.1.4.11 MIN TILT DOWN
position of the fingertip control to activate the tilting down function (2.1 V).
3.1.4.12 MAX TILT DOWN
the maximum pump motor speed for tilting down (0.4 V).
3.1.4.13 MIN SHIFT RIGHT
position of the fingertip control to activate the shift right function (2.7 V).
3.1.4.14 MAX SHIFT RIGHT
the maximum pump motor speed for shifting right (4.5 V).
3.1.4.15 MIN SHIFT LEFT
position of the fingertip control to activate the shift left function (2.1 V).
3.1.4.16 MAX SHIFT LEFT
the maximum pump motor speed for shifting left (0.4 V).
3.2 Traction motor controller (AC2T) (Mode 2)
3.2.1.1 ACCELER: DELAY I
This parameter determines the acceleration rate for the traction motor in drive
mode I.
When changing the setting, choose the drive mode with the up and down
display buttons. The console is not able to identify different drive modes.
3.2.1.2 ACCELER: DELAY II
mode II.
31
3.2.1.3 ACCELER: DELAY III
mode III.
3.2.1.4 RELEASE BRAKING I
This parameter controls the deceleration rate when the accelerator pedal is
released in drive mode I.
3.2.1.5 RELEASE BRAKING II
released in drive mode II.
3.2.1.6 RELEASE BRAKING III
released in drive mode III.
3.2.1.7 INVERSE BRAKING I
This parameter controls the deceleration rate when the direction switch is
reversed while moving in drive mode I.
3.2.1.8 INVERSE BRAKING II
reversed while moving in drive mode II.
3.2.1.9 INVERSE BRAKING III
reversed while moving in drive mode III.
3.2.1.10 PEDAL BRAKING I
This parameter determines the deceleration rate when the travel request is
released and the brake pedal switch S23 is closed in drive mode I.
32
3.2.1.11 PEDAL BRAKING II
released and the brake pedal switch S23 is closed in drive mode II.
3.2.1.12 PEDAL BRAKING III
released and the brake pedal switch S23 is closed in drive mode III.
3.2.1.13 SPEED LIMIT BRK.
This parameter determines the deceleration rate when the pressure on the
accelerator pedal is reduced, but the pedal is not completely released.
3.2.1.14 MAX SPEED FORW I
This parameter determines the maximum speed in the forward direction in
drive mode I.
3.2.1.15 MAX SPEED FORW II
drive mode II.
3.2.1.16 MAX SPEED FORW III
drive mode III.
3.2.1.17 MAX SPEED BACK I
This parameter determines the maximum speed in the backward direction in
drive mode I.
3.2.1.18 MAX SPEED BACK II
drive mode II.
33
3.2.1.19 MAX SPEED BACK III
drive mode III.
3.2.1.20 FREQUENCY CREEP
This parameter determines the minimum speed when the forward or
backward direction is activated and the accelerator pedal is at the minimum
position.
3.2.1.21 MAXIMUM CURRENT I
This parameter determines the maximum current limit for the traction motor
controller in drive mode I.
3.2.1.22 MAXIMUM CURRENT II
console in drive mode II.
3.2.1.23 MAXIMUM CURRENT III
controller in drive mode III.
This parameter determines the time that the truck is held on a ramp if the
STOP ON RAMP parameter in the Set Options submenu is activated (ON).
options:
34
This parameter controls how the operating time counter in the traction motor
controller (AC2T) is activated. The choices are RUNNING and KEY ON.
RUNNING: Counts operating time for this controller (i.e. the effective
operating time)
on.
The values of these counters can be read with the console.
3.2.3.2 BATTERY CHECK
This parameter determines whether the battery monitoring function is active.
The choices are ON and OFF.
ON: The discharge of the battery is monitored; when the battery charge level
decreases to 10%, an alarm is triggered and the maximum current is reduced
to half of the programmed value.
OFF: The discharge of the battery is monitored, but the alarm function is
disabled.
3.2.3.3 CUTBACK MODE
This parameter has the following options:
PRESENT: Input F10 is used as a cutback speed input.
ABSENT: Input F10 is used as a handbrake input.
Note that in reach trucks, F10 is always used for managing the handbrake.
3.2.3.4 HYDRO KEY ON
ON: Not in use! (The trucks use electrical power steering, not hydraulic
steering.)
OFF: The only permitted choice.
3.2.3.5 STOP ON RAMP
ON: The stop on ramp feature (truck electrically held on a ramp) is active for a
period determined by the AUXILIARY TIME parameter (in the Parameter
Change submenu). After this time, the behaviour depends on the AUX
OUTPUT #1 parameter (see below).
OFF: The stop on ramp feature is disabled.
35
3.2.3.6 AUX OUTPUT #1
BRAKE: Output F9 drives an electromagnetic brake coil. The only permitted
choice.
HYDRO CONT.: Not in use! Only for applications with hydraulic steering with
the contactor connecting the pump motor.
EX. HYDRO: Not in use! Only for applications with hydraulic steering, when
this output is used for direct activation.
3.2.3.7 PEDAL BRAKING
ANALOG: Not in use! The mechanical brake pedal has a switch and a
potentiometer. When the accelerator is released and the brake pedal is
pressed, the inverter performs electrical braking at an intensity that is
proportional to the position of the brake pedal. The minimum intensity is
established by the RELEASE BRAKING parameter, when the brake pedal is
slightly pressed (brake switch closed, but brake potentiometer at minimum).
The maximum intensity is established by the PEDAL BRAKING parameter
when the brake pedal is fully pressed (brake potentiometer at maximum). In
between the above positions, the electrical braking intensity is a linear
function between the minimum and maximum values.
DIGITAL: The only permitted choice. The truck does not have a potentiometer
in the mechanical brake pedal, only a micro switch. When the accelerator
pedal is released and the brake pedal is pressed (brake switch closed), the
inverter performs electrical braking determined by the PEDAL BRAKING
parameter.
3.2.3.8 SET TEMPERATURE
DIGITAL: Not in use! A digital (ON/OFF) thermal sensor on the motor is
connected to input F6.
ANALOG: The only permitted choice. An analogue thermal sensor on the
motor is connected to input F6.
NONE: Not in use! No thermal sensor is connected.
3.2.4.1 SET BATTERY TYPE
This parameter is used to set the nominal battery voltage, which is 48 V for
reach trucks.
36
3.2.4.2 ADJUST BATTERY
Because the traction motor controller monitors the battery discharge level, this
parameter must be set to match the actual battery voltage.
Please use a high-quality voltmeter to check the battery voltage and set this
parameter as close to the meter reading as possible. This measurement can
be carried out with a fully charged or empty battery (i.e. at any time). This
parameter should be set after the controller has been changed or there are
problems with battery level monitoring.
3.2.4.3 THROTTLE 0 ZONE
This parameter establishes the dead band in the accelerator input curve (see
Figure 3.1).
3.2.4.4 THROTTLE X POINT
This parameter changes the characteristics of the accelerator input curve (see
Figure 3.1).
3.2.4.5 THROTTLE Y POINT
This parameter changes the characteristics of the accelerator input curve (see
Figure 3.1).
Figure 3.1 Accelerator input curve

This parameter determines the motor temperature level at which the MOTOR
TEMPERATURE alarm is triggered. The range is from 70°C to 160°C in 10°C
steps. This parameter should be adjusted only if the SET TEMPERATURE
parameter (in the Set Options submenu) is set to ANALOG (which is used in
this application).
Not in use!
This parameter sets the lower level of the battery discharge curve, indicating a
discharged battery (see Figure 3.2).
37
This parameter sets the upper level of the battery discharge curve, indicating
a fully charged battery (see Figure 3.2).
Figure 3.2 Battery discharge
3.3 Pump motor controller (AC2P) (Mode 5)

3.3.1.1 ACCELER. DELAY
This parameter determines the acceleration rate of the pump motor.
3.3.1.2 DECELER. DELAY
This parameter determines the deceleration rate depending on the position of
the fingertip control.
3.3.1.3 MAX SPEED UP
This parameter determines the maximum lifting speed with the fingertip
control (Hz).
3.3.1.4 MIN SPEED UP
This parameter determines the minimum lifting speed, when the fingertip
control is moved towards the lifting position (Hz).
3.3.1.5 MAXIMUM CURRENT
This parameter determines the maximum current limit for the pump motor
controller.
38
options:
This parameter controls how the operating time counter in the pump motor
controller (AC2P) is activated. The choices are RUNNING and KEY ON.
operating time)
on.
3.3.3.2 SET TEMPERATURE
DIGITAL: Not in use! A digital (ON/OFF) thermal sensor on the motor is
connected to input F6.
ANALOG: The only permitted choice. An analogue thermal sensor on the
motor is connected to input F6.
NONE: Not in use! No thermal sensor is connected.
This parameter is used to set the nominal battery voltage, which is 48 V for
reach trucks.
3.3.4.2 ADJUST BATTERY
Because the traction motor controller (AC2T) monitors the battery discharge
level, this parameter does not require adjustment (unless you wish to check
the battery voltage from the pump motor controller). To set the nominal
battery voltage, please refer to the instructions for this parameter in section
3.2.
39
3.3.4.3 THROTTLE 0 ZONE
Establishes the dead band in the fingertip control input curve (see Figure 3.3).
3.3.4.4 THROTTLE X POINT
This parameter changes the characteristics of the fingertip control input curve
(see Figure 3.3).
3.3.4.5 THROTTLE Y POINT
This parameter changes the characteristics of the fingertip control input curve
(see Figure 3.3).
Figure 3.3 Fingertip control input curve

This parameter determines the motor temperature level at which the MOTOR
TEMPERATURE alarm is triggered. The range is from 70°C to 160°C in 10°C
steps. This parameter should be adjusted only if the SET TEMPERATURE
parameter (in the Set Options submenu) is set to ANALOG (which is used in
this application).
Not in use!
3.4 Electric power steering controller (EPS) (Mode 6)
3.4.1.1 SPEED LIMIT
This parameter determines the maximum turning speed of the steering motor.
Level 0: slowest turning speed
Level 9: fastest turning speed
40
3.4.1.2 AUX FUNCTION 3
The traction motor controller supplies truck speed information to the electric
power steering controller via the CAN bus. The EPS can reduce the steering
motor speed as the truck’s speed increases. This parameter makes it possible
to alter the amount of steering speed reduction with increasing truck speed.
Level 0: No effect
Level 9: Maximum steering speed reduction
3.4.1.3 SENSITIVITY
This parameter controls the relationship between the speed of the steering
motor and that of the stepper motor.
Level 0: The steering response is insensitive to small steering wheel
movements.
Level 9: The steering response is very sensitive to small steering wheel
movements.
Intermediate levels gradually increase the sensitivity. The value of this
parameter does not affect the SPEED LIMIT parameter.
3.4.1.4 AUX FUNCTION 2
This parameter works similarly to AUX FUNCTION 3. The only difference is
that this parameter varies the value of the steering speed when the steering
wheel is turned slowly.
3.4.1.5 CREEP SPEED
Provides an increased torque when the steering wheel is turned slowly. It is
used to compensate for the drop in V/f (flux) when the frequency applied to
the motor is low.
Level 0: No torque compensation
Level 9: Strong torque compensation
Intermediate levels gradually increase the torque compensation. This
parameter is useful in two ways. First, it provides strong torque when the
steering wheel is turned very slowly. Second, the strong torque neutralises the
effect of elastic tyres on steering.
3.4.1.6 COMPENSATION
This parameter controls stator flux compensation. The ideal motor control
provides a constant flux value for each working frequency. While CREEP
SPEED provides low frequency feed forward flux compensation,
COMPENSATION produces a feedback flux compensation effect. This is a
very important setting for an application without the shaft encoder for the
steering motor (such as the current application). Because by turning
compensation to a value other than zero makes motor flux (and torque)
independent from the battery voltage. Torque is provided even when the
battery charge is low.
Level 0: No compensation, but flux degradation when the current is too high.
Level 1: Compensates for the drop on power MOSFETs and cables
41
Level 2: Compensates for the drop on power MOSFETs, cables and stator
resistance
Level 3: No compensation
This parameter defines the time after the steering wheel is released for which
the standstill torque is applied.
Level 0: No standstill torque
Level 1: Short application of standstill torque (approximately 6 seconds)
Level 9: Long application of standstill torque (approximately 90 seconds)
Intermediate levels gradually increase the time.
3.4.1.8 ANTIROLLBACK
This parameter defines the value of stand still torque when the steering wheel
is released. The stand still torque is used to neutralise the elastic tire effect,
which attempts to move the steering motor back in the direction from which it
came. This parameter is specified as a percentage of the maximum current.
options:
This parameter controls how the operating time counter in the electric power
steering controller (EPS) is activated. The choices are RUNNING and KEY
ON.
operating time)
on.
42
3.4.3.2 MICRO CHECK
This feature supports the debugging option. It is used to inhibit the operation
of the supervisor microprocessor and to allow the system to run with only the
main microprocessor. This operating mode does not allow the supervisor-
controlled safety switch to close. Therefore, traction is disabled.
NONE: Inhibit supervisor microprocessor functions (Not in use!).
PRESENT: Enable diagnostic interaction between the main and supervisor
microprocessors
3.4.3.3 ENCODER CONTROL
No encoder is used in the steering motor in this application.
OFF: No encoder in use (used in this application)
ON: Used only when there is an encoder installed in the steering motor
3.4.3.4 FEEDBACK DEVICE
Not in use!
The only possible feedback device is a steering angle feedback
potentiometer, which is not used in this application.
OP1: The only alternative in this application
3.4.3.5 LIMIT DEVICE
Not in use!
This parameter is used only in applications in which the steering angle
feedback potentiometer is used instead of limit switches.
OFF: The only alternative in this application
3.4.3.6 DIRECTION GAUGE
Not in use!
This application uses a driving direction display via the display unit controller
(SICOS). The truck is equipped with 360° steering.
OP1: The only alternative in this application
3.4.3.7 AUTO INPUT ACTIV
This parameter is related to automatic centring of the steering, which is not
used in this application.
Level 1: The only alternative in this application
3.4.3.8 AUX FUNCTION #1
Not in use!
This parameter is used only in applications that have a steering angle
feedback potentiometer.
Level 1: The only alternative in this application
43
This adjustment supports the acquisition of the stator motor resistance and of
the current amplifier gain.
Level 0: The only alternative in this application. Do not change!
The parameter has been preset by the manufacturer of the controller.
3.4.4.2 SET CURRENT
This parameter is related to ADJUSTMENT #01.
Level 0: The only alternative in this application. Do not change!
This parameter is related to ADJUSTMENT #01 and SET CURRENT.
Value 100: The only alternative in this application. Do not change!
The value shown in the parameter table is not necessarily correct.
Do not set or change!
The parameter has been calibrated and set by the manufacturer of the
controller.
The value shown in the parameter table is not necessarily correct.
Do not set or change!
The parameter has been calibrated and set by the manufacturer of the
controller.
This parameter specifies the nominal battery voltage, which is 48 V for reach
trucks, and is in relation to the COMPENSATION parameter (in the Parameter
Change submenu).
3.4.4.7 SET SAT. FREQ.
This parameter defines the frequency from which the constant voltage-
weakening region will begin and where the constant flux region will end.
Value 100: The only alternative in this application. Do not change!
44
3.4.4.8 OVERSAT FREQ.
This parameter sets the maximum frequency for oversaturation. In an open
loop system, the OVERSAT FREQ. should be set to 1. A motor used for
power steering does not need to work in the weakening region. Therefore,
setting this parameter to 0 is not recommended, as this would produce a
square wave and could generate unwanted noise.
Level 1: The only alternative in our application. Do not change!
3.4.4.9 MAXIMUM SLIP
The slip is the difference between the turning speed of the motor and the
frequency applied to it.
Value 5: The only alternative in our application. Do not change!
3.4.4.10 ZERO SP POT
Not in use!
3.4.4.11 SET STEER 0-POSITION
Not in use!
3.4.4.12 SET MIN FB POT
Not in use!
3.4.4.13 SET MAX FB POT
Not in use!
3.4.4.14 AUX VOLTAGE #1
This parameter is intended for trucks that use a stepper motor as a means to
communicate the rate and direction of steering.
Do not change! The parameter has been preset by the manufacturer of the
controller.
3.4.4.15 AUX VOLTAGE #2
This parameter is intended for trucks that use a stepper motor as a means to
communicate the rate and direction of steering.
Do not change! The parameter has been preset by the manufacturer of the
controller.
3.5 Hydraulic valve controller (MHYRIO) (Mode 9)
All the parameters in the Set Options submenu for this controller determine
the type of valve that is used for the different hydraulic functions.
3.5.1.1 LIFT TYPE
This parameter determines the type of valve used for lifting.
OP1: ON/OFF magnetic valve (The only alternative in this application. Do not
change!)
OP2: Proportional valve
45
3.5.1.2 LOWER TYPE
This parameter determines the type of valve used for lowering.
OP1: ON/OFF magnetic valve
OP2: Proportional valve (The only alternative in this application. Do not
change!)
3.5.1.3 REACH FWD TYPE
This parameter determines the type of valve used for reaching.
change!)
3.5.1.4 REACH BWD TYPE
This parameter determines the type of valve used for retracting.
change!)
3.5.1.5 TILT UP TYPE
This parameter determines the type of valve used for tilting up.
change!)
3.5.1.6 TILT DW TYPE
This parameter determines the type of valve used for tilting down.
change!)
3.5.1.7 SHIFT RGT TYPE
This parameter determines the type of valve used for shifting right.
change!)
3.5.1.8 SHIFT LFT TYPE
This parameter determines the type of valve used for shifting left.
change!)
46
3.5.2.1 MIN LIFT
This parameter sets the minimum coil current of the magnetic lifting valve
when the function is initiated. The value is between 0 and 255. Every step
corresponds to 1/256 of maximum current (200 mA – 2.0 A).
Use the value given in the parameter table.
3.5.2.2 MIN LOWER
This parameter sets the minimum coil current of the proportional lifting valve
3.5.2.3 MIN REACH FWD
This parameter sets the minimum coil current of the magnetic reaching valve
3.5.2.4 MIN REACH BWD
This parameter sets the minimum coil current of the magnetic retracting valve
3.5.2.5 MIN TILT UP
This parameter sets the minimum coil current of the magnetic tilting up valve
3.5.2.6 MIN TILT DW
This parameter sets the minimum coil current of the magnetic tilting down
valve when the function is initiated. The value is between 0 and 255. Every
step corresponds to 1/256 of maximum current (200 mA – 2.0 A).
3.5.2.7 MIN SHIFT RGT
This parameter sets the minimum coil current of the magnetic shifting right
47
3.5.2.8 MIN SHIFT LFT
This parameter sets the minimum coil current of the magnetic shifting left
3.5.2.9 MAX LIFT
This parameter sets the maximum coil current of the magnetic lifting valve
when the function is active. The value is between 0 and 255. Every step
3.5.2.10 MAX LOWER
This parameter sets the maximum coil current of the proportional lowering
valve when the function is active. The value is between 0 and 255. Every step
3.5.2.11 MAX REACH FWD
This parameter sets the maximum coil current of the magnetic reaching valve
3.5.2.12 MAX REACH BWD
This parameter sets the maximum coil current of the magnetic retracting valve
3.5.2.13 MAX TILT UP
This parameter sets the maximum coil current of the magnetic tilting up valve
3.5.2.14 MAX TILT DW
This parameter sets the maximum coil current of the magnetic tilting down
3.5.2.15 MAX SHIFT RGT
This parameter sets the maximum coil current of the magnetic shifting right
48
3.5.2.16 MAX SHIFT LFT
This parameter sets the maximum coil current of the magnetic shifting down
3.5.2.17 LIFT/LOWER ACC DEL
This parameter sets the time delay for the current on the valve coil to change
from 0 A to the operating current for both the lifting and lowering functions.
Level 0: Shortest possible delay
Level 9: Longest possible delay
3.5.2.18 REACH ACC DEL
from 0 A to the operating current for both the reaching and retracting
functions.
3.5.2.19 TI/SH ACC DEL
from 0 A to the operating current for the tilting and shifting functions in both
directions.
3.5.2.20 LIFT/LOWER DEC DEL
from operating current to 0 A for both the lifting and lowering functions.
3.5.2.21 REACH DEC DEL
from operating current to 0 A for both the reaching and retracting functions.
3.5.2.22 TI/SH DEC DEL
from operating current to 0 A for the tilting and shifting functions in both
directions.
49
4 Testing truck functions
This chapter covers testing the correct operation of the truck. It is divided into
two main sections. The first section discusses testing truck functions directly
via the display unit. The second section examines the use of the console for
testing the operation of the different controllers.
4.1 Testing the truck directly via the truck’s display unit (SICOS)
The following primary display is shown to the operator during normal
operation:
Figure 4.1 Primary truck display

The main components of the primary display are explained below.
4.1.1 Direction indicator
The direction indicated by this component depends on the selected driving
direction (forward or backward) and on the status of the three inputs that
indicate the position of the steering wheel. The direction indicator has six
outlined arrow symbols. When the operator selects the driving direction, one
of the six arrows becomes filled to indicate the approximate direction of
movement.
Figure 4.2 Driving direction indicator

4.1.2 Battery charge level indicator
The battery charge level indicator displays the battery charge level
(information from the traction motor controller) to the operator in both
percentage and with a battery symbol that has a level bar for every 20% of
charge. When the battery has discharged to a level below 20%, a battery
symbol with an exclamation mark will also appear in the upper part of the
50
display. The battery charge level indicator is displayed immediately after the
main key switch is turned on and every time the truck is in standby mode.
Figure 4.3 Battery charge indicator

4.1.3 Operating time indicator
The operating time indicator is an hourglass symbol next to which is the
operating time in hours. This indicator is displayed every time the truck is
switched on and when returning from the menu to the primary display. The
indicator is displayed for a short period after which it is replaced by the battery
charge level indicator.
Figure 4.4 Operating time indicator

4.1.4 Truck speed indicator
The truck speed indicator displays the speed (information from the traction
motor controller) of the truck to the operator. The speed indicator can be set
to display the speed in either km/h or mph. If a speed reduction is active, a
turtle symbol is shown after the speed.
Figure 4.5 Truck speed indicator

4.1.5 Lifting height indicator
The lifting height indicator is displayed whenever the lifting or lowering
function is executed. It shows the lifting height to the operator in either metres
or feet (depending on the settings). A programmable offset is also taken into
account in the displayed height value, which is the height at which the
encoder zero sensor is located. If the display unit controller (SICOS) receives
a height value higher than zero without receiving the zero encoder signal the
display shows 22.22 m + offset.
Figure 4.6 Lifting height indicator
51
4.1.6 Alarm indication
When an alarm is triggered in the truck, the bottom of the display shows the
controller in which the alarm occurred (e.g. “ALARM ON MOD # 1”) followed
by the name of the alarm. The controller numbers are as follows:
MOD # 1: Display unit controller (SICOS)
MOD # 2: Traction motor controller (AC2T)
MOD # 5: Pump motor controller (AC2P)
MOD # 6: Electric power steering controller (EPS)
MOD # 9: Hydraulic valve controller (MHYRIO)
Figure 4.7 Sample alarm indication

4.1.7 Selection buttons
The four selection buttons allow the operator to navigate the menus of and
make parameter adjustments to the display unit controller and to other
controllers that are interconnected through the CAN bus. The buttons function
as follows:
Enter: Press to access the selected menu or to confirm a change. Also opens
the Main Menu from the primary display.
Out: Press to exit the selected menu or to cancel a change.
Up: Press to scroll upwards in menus and to select or increase a parameter.
Down: Press to scroll downwards in menus and to select or decrease a
parameter.
4.1.8 Main Menu
Press Enter to access the Main Menu from the primary display. Move through
the menu with the Up and Down buttons. The arrow indicates the currently
selected menu item. Open any of the displayed submenus by moving the
arrow to it and pressing Enter. Press Out to return to the Main Menu.
There are six submenus in the main menu:
TESTER MASTER: Testing the display unit controller (SICOS) inputs
TESTER SLAVE: Testing the main pump motor controller (AC2T) and traction
motor controller (AC2P) inputs
AUTOTEACHING: Managing the floor height settings
ALARMS: A log of the five most recent alarms
The following two submenus are accessible only if the Out button is kept
pressed while truck’s main key switch is turned on.
LIFT LIMIT: Setting a lifting limit
52
PROGRAM OFFSET: Setting the encoder zero reference height
Figure 4.8 Main Menu of the display unit

4.1.9 Tester Master submenu
This is the testing menu for the display unit controller (SICOS). It shows the
status of the controller inputs and is composed of two pages. On the first
page, the inputs are represented by boxes with a corresponding code. An
input is active when the box is filled.
Figure 4.9 Tester Master submenu page 1

Where:
I1: forward switch S13
I2: backward switch S13
I3: accelerator pedal switch S21
I4: seat switch (optional) S28 (standard model: X23:1 and X23:2
bridged)
I5: safety pedal switch S25
I6: start braking switch S23
I7: pressure switch S22
I8: speed reduction switch not installed (X16:1 and X16:2 bridged)
I9: hand brake switch S14
53
I10: lifting/lowering request R11 change from fingertip 0-position
I11: reaching/retracting request R12 change from fingertip 0-position
I12: tilting request R13 change from fingertip 0-position
I13: side-shifting request R14 change from fingertip 0-position
I14: auxiliary 1 hydraulic function 1 S16
I15: auxiliary 2 hydraulic function 2 S16
I16: CREEPER function (direction switch kept in one limit position) S13
I17: steering sensor A status S31
I18: steering sensor B status S32
I19: steering sensor C status S33
I20: top limit override switch S10
I21: not in use
I22: not in use
I23: not in use
I24: not in use
To access the second page, press the Enter button while viewing the first
page.
Figure 4.10 Tester Master submenu page 2

Where:
TRACTION ACCELERAT. : accelerator pedal sensor
POTENTIOMETER #1 PU: lifting/lowering control
POTENTIOMETER #2 PU: reaching/retracting control
POTENTIOMETER #3 PU: tilting control
POTENTIOMETER #4 PU: side-shifting control
4.1.10 Tester Slave submenu
This is the testing menu for the traction motor controller and pump motor
controller, which are connected to the display unit controller via the CAN bus.
It shows the status of the inputs and is composed of two pages.
54
Figure 4.11 Tester Slave submenu page 1
Where:
CURRENT TRACTION: Traction motor controller current (Arms)
VOLTAGE TRACTION: Traction motor controller voltage (%)
FREQUENCY TRAC.: Traction motor controller frequency (Hz)
TEMPERATURE TR.: Traction motor controller temperature (°C)
To access the second page press the Up or Down button while viewing the
first page.
Figure 4.12 Tester Slave submenu page 2

This function is not currently operational, only the traction motor controller
information can be accessed.
Where:
CURRENT PUMP = Pump motor controller current (Arms)
VOLTAGE PUMP = Pump motor controller voltage (%)
FREQUENCY PUMP = Pump motor controller frequency (Hz)
TEMPERATURE PU. = Pump motor controller temperature (°C)
4.1.11 Autoteaching submenu
This submenu is used to manage the floor height settings. Use the Up and
Down buttons to select the desired floor level, and press Enter to store the
height information (from the encoder) for the selected level.
55
Figure 4.13 Autoteaching submenu
4.1.12 Alarms submenu
This menu displays the five most recent logged alarms. The information is
collected from all the controllers that are connected to the display unit
controller via the CAN bus. Press Out to return to the Main Menu. You are
asked whether the logged alarms should be cleared. Press Enter to confirm
this or Out to exit without clearing the alarm log.
Figure 4.14 Alarms submenu and query to clear the alarm history information
Where:
HOURS indicates the logged operating time when the alarm occurred.
NUM is the number of times the same alarm has occurred.
NTC is the display temperature when the alarm occurred.
MOD indicates the controller where the alarm occurred; the controllers are
1: Display unit controller (SICOS),
2: Traction motor controller (AC2T),
5: Pump motor controller (AC2P),
6: Electric power steering controller (EPS), and
9: Hydraulic valve controller (MHYRIO).
56
4.1.13 Lift Limit submenu
This menu is accessible only if the Out button is pressed while the key switch
in turned on. In this submenu, the lifting limit height can be programmed. Use
the Up and Down buttons to select the desired height and press Enter to store
the encoder value that corresponds to the selected height.
Do not activate the lifting limit, if you set a height below the maximum lifting
height unless the override switch (S10) is installed. The override switch
makes it possible to continue lifting after the lifting limit is reached.
Figure 4.15 Lifting Limit submenu

Where:
HEIGHT VALUE is the height of the lifting block.
ENCODER VALUE is the height information read from the encoder.
4.1.14 Program Offset submenu
This menu is accessible only if the Out button is pressed while the key switch
is turned on. In this submenu, the 0-level of the encoder can be programmed.
Select the desired value with the Up and Down buttons (the value is
expressed in millimetres). Store the value by pressing the Enter button.
This height must be set at the maximum free lifting height!
Figure 4.16 Program Offset submenu

Where:
OFFSET VALUE is the 0-level of the encoder in millimetres.
4.2 Testing the truck with the console
Please refer to Chapter 2 for information on using the console.
4.2.1 Display unit controller (SICOS) (Mode 1)
After selecting the display unit controller on the console, select the Tester
menu (in the Main Menu) and the following tests will be available:
57
4.2.1.1 ACCELERATOR
This test provides the output voltage from the accelerator pedal.
4.2.1.2 ANALOG INPUT #1
When the lifting/lowering fingertip control is deflected from the centre position,
the output voltage changes, which controls the speed of the pump motor.
When the reaching/retracting fingertip control is deflected from the centre
position, the output voltage changes, which controls the speed of the pump
motor.
When the tilt up/tilt down fingertip control is deflected from the centre position,
the output voltage changes, which controls the speed of the pump motor.
When the shift left/shift right fingertip control is deflected from the centre
position, the output voltage changes which controls the speed of the pump
motor.
4.2.1.6 BRAKE PEDAL POT.
Not used in this application.
4.2.1.7 FORWARD SWITCH
If the direction switch S13 is activated after the key switch is turned on, this
test indicates ON +VB or OFF GND. There are no real forward and backward
driving directions because the truck has 360-degree steering.
4.2.1.8 BACKWARD SWITCH
If the direction switch S13 is activated after the key switch is turned on, this
test indicates ON +VB or OFF GND. There are no real forward and backward
driving directions because the truck has 360-degree steering.
4.2.1.9 ENABLE SWITCH
If the accelerator pedal (S21) is pressed lightly after turning the key switch on,
this test indicates ON +VB (and OFF GND when the pedal is released).
4.2.1.10 SEAT SWITCH
In a standard truck without the seat switch option, this test indicates ON +VB
because the seat switch (S28) is bridged. This test will indicate OFF GND, if
the bridge is removed or if the seat switch is open (on a model that has the
option fitted).
4.2.1.11 DEAD MAN SWITCH
This test indicates whether the safety pedal switch (S25) is closed (ON +VB)
or open (OFF GND). This is a safety feature, which controls the drive function.
4.2.1.12 BRAKE SWITCH
This test indicates whether the brake pedal switch (S23) is closed (ON +VB)
or open (OFF GND). The operation of the brake pedal is controlled by the
PEDAL BRAKING parameter.
58
4.2.1.13 PRESSURE SWITCH
The pressure switch (S22 or S22.2) feeds the positive voltage to the magnetic
brake coil in the (normal) ON position. In the OFF position, the connection is
interrupted and the brake cannot be released.
On trucks fitted with hydraulic load wheel brakes, a pressure of 50 bar in the
main cylinder is needed to disconnect the brake voltage.
4.2.1.14 CUTBACK SWITCH
A speed reduction switch can be installed as an optional accessory between
X16:2 and X16:1 (see page 5/24 of the electrical schematics). This switch is
used to activate the display unit controller parameter CUTBACK SPEED 1 to
reduce the speed of the traction motor. On a standard truck, the connection is
bridged and this test indicates ON +VB. On a truck with the option fitted, the
test indicates OFF GND when the connection is open and speed reduction is
active.
4.2.1.15 HANDBRAKE
This test checks the operation of the parking brake switch (S14). When the
parking brake is on, this test indicates OFF GND. When the parking brake is
off, this test indicates ON +VB. (The switch must indicate ON for the truck to
be drivable.)
4.2.1.16 1ST SPEED SWITCH
This test checks the operation of the lifting/lowering fingertip control.
OFF GND: The control is in the centre position.
ON +VB: The control has been moved in either the lifting or the lowering
direction.
4.2.1.17 2ND SPEED SWITCH
This test checks the operation of the reaching/retracting fingertip control.
ON +VB: The control has been moved in either the reaching or the retracting
direction.
4.2.1.18 3RD SPEED SWITCH
This test checks the operation of the tilt up/tilt down fingertip control.
ON +VB: The control has been moved in either the tilt up or the tilt down
direction.
4.2.1.19 4TH SPEED SWITCH
This test checks the operation of the shift left/shift right fingertip control.
ON +VB: The control has been moved in either the shift left or the shift right
direction.
59
4.2.1.20 DIGITAL INPUT #1
This test indicates the status of the fifth hydraulic function switch (S16):
OFF GND: This direction is not active.
ON +VB: This direction is active.
This test indicates the status of the fifth hydraulic function switch (S16):
OFF GND: This direction is not active.
ON +VB: This direction is active.
4.2.1.22 CREEPER FUNCTION
By holding the direction switch in the bottom position in either direction, the
crawling function is activated (SICOS parameter CUTBACK SPEED 2), which
slows the speed of the traction motor.
This function is standard in all newer AC reach trucks and is activated (by
sensor S43) when lifting above the free-lifting height. This feature has been
installed in trucks since production week 13, 2003.
4.2.1.23 STATUS #1
This test indicates the status of steering sensor A (S31).
The combination of the three steering sensors gives the position of the
steering wheel.
4.2.1.24 STATUS #2
This test indicates the status of steering sensor B (S32).
steering wheel.
4.2.1.25 STATUS #3
This test indicates the status of steering sensor C (S33).
steering wheel.
This test indicates the status of the lifting limit override switch (S10), if it is
installed (optional).
4.2.2 Traction motor controller (AC2T) (Mode 2)
To access the tests for the traction motor controller, you must first select it
from the console and then access the Tester submenu. The following tests
are available for the traction motor controller.
4.2.2.1 MOTOR VOLTAGE
This test indicates the voltage supplied to the motor by the controller. It is
expressed as a percentage of the full voltage (which depends on the battery
voltage).
60
4.2.2.2 FREQUENCY
This test indicates the frequency of the voltage and current that is supplied to
the traction motor.
4.2.2.3 ENCODER
This test indicates the speed of the motor, expressed in the same units as the
frequency, the information originates from the encoder bearing that is
mounted in the traction motor.
4.2.2.4 SLIP VALUE
This test indicates the difference in turning speed between the rotating field
and the motor shaft, expressed in the same units as the frequency.
4.2.2.5 CURRENT RMS
This test provides the Root Mean Square value of the motor current. (RMS
refers to the method of measuring the current.)
4.2.2.6 TEMPERATURE
This test provides the temperature (in °C) measured from the aluminium heat
sink that holds the MOSFET devices.
4.2.2.7 MOTOR TEMPERAT.
This test provides the temperature (in °C) of the traction motor, if the option
has been programmed correctly (see parameter explanations).
4.2.2.8 ACCELERATOR
This test provides the voltage output of the accelerator pedal. The voltage
level is shown on the left-hand side of the console’s display and the value in
percentage is shown on the right-hand side.
4.2.2.9 FORWARD SWITCH
This information originates from the display unit controller (SICOS) and is
transmitted over the CAN bus.
For this test to show an active status, the display unit controller (SICOS) must
receive the information that both the accelerator pedal switch (S21) and the
safety pedal switch (S25) are closed. The driving direction must also be
selected.
The status is either
ON +VB, i.e. active (closed switch), or
OFF GND, i.e. inactive (open switch).
4.2.2.10 BACKWARD SWITCH
safety pedal switch (S25) are closed. The driving direction must also be
selected.
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4.2.2.11 ENABLE SWITCH
safety pedal switch (S25) are closed.
ON +VB, i.e. active, or
OFF GND, i.e. inactive.
4.2.2.12 SEAT SWITCH
Not in use in the standard application. S28 is bridged by default, but available
as an optional accessory.
ON +VB, i.e. active (closed seat switch), or
OFF GND, i.e. inactive (open seat switch).
transmitted over the CAN bus. Refer to the explanation above (4.2.1.14).
ON +VB, i.e. cutback active, or
OFF GND, i.e. cutback inactive.
4.2.2.14 BRAKE SWITCH
ON +VB, i.e. brake switch active, or
OFF GND, i.e. brake switch inactive.
4.2.2.15 EXCLUSIVE HYDRO
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4.2.2.16 BRAKEPEDAL POT.
There is no potentiometer in the brake pedal.
4.2.2.17 HANDBRAKE
ON GND, i.e. active (open switch), or
OFF +VB, i.e. inactive (closed switch).
4.2.2.18 VOLTAGE BOOSTER
The normal current limit might be set to such a low value that the motor does
not start to turn. The voltage booster function provides a 10% boost to the
maximum current to help start the motor.
4.2.2.19 BATTERY VOLTAGE
This test indicates the current battery voltage. Its accuracy depends on
whether the parameter ADJUST BATTERY (under Adjustments) has been
calibrated. This is a read only function.
4.2.2.20 COS FI
This test provides the power factor of the motor and is calculated in real-time.
It is related to the phase slip and time angle.
4.2.2.21 BATTERY CURRENT
This test provides the calculated (not measured) battery current draw.
4.2.2.22 BATTERY CHARGE
This test provides the level of battery charge in percent of full charge.
4.2.2.23 PERFORMANCE
This test indicates the selected drive mode. The drive mode cannot be
changed here. This information originates from the display unit controller
(SICOS) and is transmitted over the CAN bus.
The drive mode determines maximum pump motor speed for lifting and
lowering through the display unit controller (SICOS), which transmits drive
mode information to the traction motor controller (which in turn modifies other
parameters). The currently selected drive mode is indicated by the
corresponding number on the truck’s display when the power is switched on:
0 indicates drive mode I,
1 indicates drive mode II, and
2 indicates drive mode III.
4.2.3 Pump motor controller (AC2P) (Mode 5)
To access the tests for the pump motor controller, you must first select it from
the console and then access the Tester submenu. The following tests are
available for the pump motor controller.
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This test indicates the voltage supplied to the motor by the controller; it is
expressed as a percentage of the full voltage (which depends on the battery
voltage).
4.2.3.2 FREQUENCY
This test indicates the frequency of the voltage and current that is supplied to
the pump motor.
4.2.3.3 ENCODER
This test indicates the speed of the pump motor, expressed in the same units
as the frequency. The information originates from the speed sensor.
4.2.3.4 SLIP VALUE
This test indicates the difference of turning speed between the rotating field
and the motor shaft, expressed in the same units as the frequency.
4.2.3.5 CURRENT RMS
4.2.3.6 TEMPERATURE
This test provides the temperature (in °C) measured from the aluminium heat
sink that holds the MOSFET devices.
4.2.3.7 MOTOR TEMPERAT.
This test provides the temperature (in °C) of the traction motor, if the option
has been programmed correctly (see parameter explanations).
4.2.3.8 ACCELERATOR
This test provides the voltage output from any fingertip control. The voltage
level is shown on the left-hand side of the console’s display and the value in
percentage is shown on the right-hand side. You can read the voltage on all
functions except lowering, which reads 0% during the operation.
4.2.3.9 LIFTING SWITCH
This test is active (ON +VB) when any fingertip control except lowering is
activated. The test indicates OFF GND when lowering is activated.
4.2.3.10 HYDROSP REQ
4.2.3.12 VOLTAGE BOOSTER
The normal current limit might be set to such a low value that the motor does
not start to turn. The voltage booster function provides a 10% boost to the
maximum current to help in starting the motor.
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4.2.3.13 BATTERY VOLTAGE
This test indicates the current battery voltage. Its accuracy depends on
whether the parameter ADJUST BATTERY (under Adjustments) has been
calibrated. This is a read only function.
4.2.3.14 COS FI
This test provides the power factor of the motor and is calculated in real-time.
It is related to the phase slip and time angle.
4.2.3.15 BATTERY CURRENT
This test provides the calculated (not measured) battery current draw.
4.2.3.16 VMN
4.2.4 Electric power steering controller (EPS) (Mode 6)
To access the tests for the electric power steering controller, you must first
select it from the console and then access the Tester submenu. The following
tests are available for the electric power steering controller.
4.2.4.1 DT
This test provides the voltage value of the stepper motor input from the
steering wheel in real-time. The value is scaled for the steering motor
controller. When measured directly from the stepper motor, the output value is
sometimes higher than when measured via the console.
4.2.4.2 SET POINT
Not used in this application. This test is used only in potentiometer-based
steering. It provides the voltage of the steering handle command
potentiometer in real-time.
4.2.4.3 FEEDBACK POT
This test provides in real-time the voltage of the steering motor steering angle
feedback potentiometer. The reading is approximately 5 volts.
4.2.4.4 TEMPERATURE
This test provides the temperature (in degrees Celsius) of the controller’s
base plate. An alarm occurs if the temperature rises above 76°C.
4.2.4.5 FREQUENCY
This test provides in real-time the frequency that is applied to the steering
motor.
This test provides in real-time the voltage that is applied to the steering motor
as a percentage of the battery voltage.
4.2.4.7 MOTOR CURRENT
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4.2.4.8 ENC
Not used in this application. There is no encoder installed in the steering
motor.
4.2.4.9 ENC SPEED
Not used in this application. There is no encoder installed in the steering
motor.
4.2.4.10 ENDSTROKE CW
Not used in this application. (Controls the status of the clockwise limit switch
(ON/OFF) in real-time.)
4.2.4.11 ENDSTROKE ACW
Not used in this application. (Controls the status of the counterclockwise limit
switch (ON/OFF) in real-time.)
4.2.4.12 CW LIMIT LEVEL
Not used in this application. (Controls the information from the steering angle
feedback potentiometer in real-time.)
4.2.4.13 ACW LIMIT LEVEL
Not used in this application. (Controls the information from the steering angle
feedback potentiometer in real-time.)
4.2.4.14 AUTOMATIC REQ.
Not used in this application. (Provides the steering state in real-time: manual
or automatic.)
4.2.4.15 DIRECTION INPUTS
Controls the information of an active travel request in real-time. It indicates
ON when either a forward or backward travel request is active.
4.2.4.16 MM ALARM SWITCH
Provides the state (closed or open) of the master microprocessor-controlled
safety switch in real-time.
4.2.4.17 SM ALARM SWITCH
Provides the state (closed or open) of the slave microprocessor-controlled
safety switch in real-time.
4.2.5 Hydraulic valve controller (MHYRIO) (Mode 9)
To access the tests for the hydraulic valve controller, you must first select it
from the console and then access the Tester submenu. The following tests
are available for the hydraulic valve controller.
This test shows the status of the reaching speed limit switch (S41).
The state is either
ON, i.e. active (closed switch) (reaching/retracting at normal speed), or
OFF, i.e. inactive (open switch) (reaching/retracting at reduced speed).
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This test indicates the status of the return pressure adjustment valve.
No longer in use!
Some early AC reach trucks were fitted with a Vickers main valve, which used
this parameter. The status is either
ON +VB, i.e. open (during lifting), or
OFF GND, i.e. closed (during all other operations).
This test provides the status of the free-lifting sensor S43. This sensor
controls crawling speed activation in all trucks, and controls pre-height setting
and height indication in trucks that have the B41 encoder fitted. The status is
either
ON +VB, i.e. below full free-lifting height, or
OFF GND, i.e. above full free-lifting height.
4.2.5.9 LOWER EV
This test indicates the status of the proportional lowering valve. The status is
either
OFF GND, i.e. lowering not activated, or
ON +VB, i.e. lowering activated.
4.2.5.10 LIFT EV
This test indicates the status of the magnetic lifting valve. The status is either
OFF GND, i.e. magnetic lifting valve not activated, or
ON +VB, i.e. magnetic lifting valve activated.
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4.2.5.11 REACH FWD EV
This test indicates the status of the magnetic reaching valve. The status is
either
OFF GND, i.e. magnetic reaching valve not activated, or
ON +VB, i.e. magnetic reaching valve activated.
4.2.5.12 REACH BWD EV
This test indicates the status of the magnetic retracting valve. The status is
either
OFF GND, i.e. magnetic retracting valve not activated, or
ON +VB, i.e. magnetic retracting valve activated.
4.2.5.13 TILT UP EV
This test indicates the status of the magnetic tilting up valve. The status is
either
OFF GND, i.e. magnetic tilting up valve not activated, or
ON +VB, i.e. magnetic tilting up valve activated.
4.2.5.14 TILT DW EV
This test indicates the status of the magnetic tilting down valve. The status is
either
OFF GND, i.e. magnetic tilting down valve not activated, or
ON +VB, i.e. magnetic tilting down valve activated.
4.2.5.15 SHIFT RGT EV
This test indicates the status of the magnetic valve for shifting to the right. The
status is either
OFF GND, i.e. magnetic valve for shifting right not activated, or
ON +VB, i.e. magnetic valve for shifting right activated.
4.2.5.16 SHIFT LFT EV
This test indicates the status of the magnetic valve for shifting to the left. The
status is either
OFF GND, i.e. magnetic valve for shifting left not activated, or
ON +VB, i.e. magnetic valve for shifting left activated.
4.2.5.17 ENCODER
This test indicates the digital count of the encoder. This value is read by the
display unit controller (SICOS). It is present in this menu only for checking the
functionality of the encoder.
(Optional accessory, installed in the mast)
4.2.5.18 STATUS #1
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4.2.5.19 STATUS #2
4.2.5.20 STATUS #3
This test indicates the status of all auxiliary magnetic valves, i.e. reaching,
tilting and side shifting. The status is either
OFF GND, i.e. not activated, and
ON, i.e. one or several activated.
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5 Alarm codes
This chapter explains the meaning of the various alarms that the different
controllers may produce. Refer to Chapter 2 for information on using the
console and accessing the Alarms submenu.
5.1 Display unit controller (SICOS) (Mode 1)
5.1.1 VACC NOT OK
The voltage output from the accelerator pedal is high at standstill or not
correctly programmed.
5.1.2 POT #1 NOT OK
The output voltage from the lifting/lowering fingertip control is high at standstill
or not correctly programmed.
5.1.3 POT #2 NOT OK
The output voltage from the reaching/retracting fingertip control is high at
standstill or not correctly programmed.
5.1.4 POT #3 NOT OK
The output voltage from the tilting up/tilting down fingertip control is high at
standstill or not correctly programmed.
5.1.5 POT #4 NOT OK
The output voltage from the side-shifting fingertip control is high at standstill or
not correctly programmed.
5.1.6 CAN BUS KO
A controller connected to the display unit controller (SICOS) through the CAN
bus is either offline or communicating incorrectly.
Do not rely solely on the information given by the display unit controller
(SICOS)!
If this alarm is triggered, you should begin by checking the CAN bus cables
and connections. Turn the key switch off and disconnect plug XA4E from the
display unit controller (SICOS) and plug XA5C from the hydraulic valve
controller (MHYRIO) (see page 11/24 of the electrical schematics). The 120 Ω
resistors remain in the controllers and you can measure the cabling and
connectors for continuity with a multimeter. After this check, continue as
follows:
Do not replace a controller without first comparing the information from each
controller to the information in the tables below to confirm that a unit is faulty!
You have to carry out a proper study concerning the information. To locate the
(possibly) faulty unit, connect the console directly to each controller at a time
and compare the information you get to the tables below:
70
Defect module Condition by failure!
Information from each unit
71
5.1.7 CHECK UP NEEDED
Not used in this application, the parameter is not activated. (Programmed
maintenance request.)
5.1.8 EEPROM KO
EEPROM parameter managing error.
5.1.9 CLEARING EEPROM
This warning appears by pressing the UP, DOWN and ENTER buttons for at
least 10 seconds when turning the key switch on. When displayed, the
EEPROM is being reprogrammed. Turn off the key switch before the 10
seconds has passed to cancel the procedure.
5.1.10 BATTERY LOW
This alarm is triggered when the battery has discharged to below 20% of full
charge. The information originates from the traction motor controller.
5.1.11 FORW + BACK
This alarm indicates that the direction control is set simultaneously to both the
forward and backward directions.
5.1.12 INCORRECT START
This alarm appears if a pump or traction motor request is made when the key
switch is turned on, or if the correct starting sequence is not followed.
5.1.13 POWER FAILURE #1
This alarm indicates a short circuit in one of the digital outputs (three auxiliary
outputs) of the display unit controller.
5.1.14 STEER SENSOR KO
This alarm indicates erroneous configuration of the steering switches in the
steering wheel.
5.2 Traction motor controller (AC2T) (Mode 2)
5.2.1 WATCH DOG
This test is carried out while the controller is running and in standby mode. It
is a self-diagnosing test within the logic. If this alarm occurs, the controller
must be replaced.
5.2.2 EEPROM KO
This alarm indicates a fault in the area of memory in which adjustment
parameters are stored. This alarm inhibits machine operation. If the defect
persists after the key switch is turned off and then on again, the controller
must be replaced. If the alarm is not activated after restarting the truck, the
previously stored parameters have been replaced with the default values.
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5.2.3 LOGIC FAILURE #1
This alarm indicates that an undervoltage/overvoltage protection operation
has occurred. Two possible reasons for this alarm:
• An actual undervoltage/overvoltage situation has occurred.
• There is a fault in the hardware section of the logic board, which manages
the overvoltage protection. In this case, the controller must be replaced.
This alarm indicates a fault in the hardware section of the logic board, which
manages the voltage feedback of the phases. The controller must be
replaced.
manages the hardware current protection. The controller must be replaced.
5.2.6 CHECK UP NEEDED
This is a notification to the user that the programmed time for maintenance
has elapsed.
This alarm signals an incorrect starting sequence. Possible causes include:
• Microswitch failure
• Incorrect starting sequence by the operator
• Incorrect wiring
If the alarm persists, the controller must be replaced.
5.2.8 FORW + BACK
This test is carried out continuously. An alarm is signalled if the forward and
backward travel requests are made simultaneously. Possible causes include:
• Defective wiring
• Incorrect operation
5.2.9 HANDBRAKE
This alarm indicates that the truck cannot start because the handbrake switch
is not closing. Possible causes include:
• Defective wiring
• Incorrect operation
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5.2.10 CAPACITOR CHARGE
Figure 5.1 Power capacitor

When the key switch is turned on, the controller attempts to charge the power
capacitor through a power resistor, and to check that the capacitor is charged
in a certain time. If there is a problem, an alarm is signalled and the main
contactor is not closed. Possible causes:
• The charging resistor is opened
• There is a failure in the charging circuit
• There is a problem in the power modules. In this case, the controller must
be replaced.
5.2.11 VMN LOW, VMN HIGH
This test is carried out during the start-up sequence and in standby mode.
Possible causes:
• There is a problem with the motor connections or the motor power circuit.
Check that the three phases are correctly connected and whether there is
a dispersion of the motor towards ground, or
• There is a failure in the controller and it must be replaced.
5.2.12 VACC NOT OK
This alarm cannot occur in the traction motor controller, as the function is
programmed in the display unit controller (SICOS).
5.2.13 PEDAL WIRE KO
This alarm is signalled if a fault is detected in the accelerator unit wiring
(XA4B:10 or XAB4:9).
5.2.14 STBY I HIGH
This test carried out in standby mode. It checks that the current is 0. If not, an
alarm is signalled, which inhibits machine operation. Possible causes:
• Current sensor failure (the controller must be replaced), or
• Logic failure (the controller must be replaced).
74
5.2.15 MAIN CONTACTOR ALARMS
5.2.15.1 COIL SHORTED
When the key switched is turned on, the microprocessor checks the main
contactor driver (FF SR). If it does not react correctly, this alarm is triggered.
The driver (FF SR) monitors the current in the main contactor coil through
hardware. If the current is too high, it opens the main contactor and the alarm
is signalled.
Check for external short circuits and whether the resistance of the main
contactor is correct. If these checks do not reveal a fault, the controller must
be replaced.
5.2.15.2 DRIVER SHORTED
When the key switched is turned on, the microprocessor checks that the main
contactor coil driver is not short-circuited. If it is, this alarm is signalled. The
controller must be replaced.
5.2.15.3 CONTACTOR DRIVER
After the start-up sequence, the traction motor controller closes the main
contactor and checks the voltage drain of the driver. If the drain is to high, this
alarm is triggered. The controller must be replaced.
5.2.15.4 CONTACTOR OPEN
This alarm indicates that the logic board has driven the main contactor coil,
but the contactor does not close. Two possible reasons for this:
• The wires to the coil are interrupted or not well connected
• The tips of the contactor are not working properly
5.2.16 AUX OUTPUT KO
The microprocessor checks the electromechanical brake driver. If the driver
output does not correspond to the signal from the microprocessor, this alarm
is signalled. The controller must be replaced.
5.2.17 HIGH TEMPERATURE
This alarm indicates that the chopper temperature is over 75°C. The
maximum current is reduced proportionally to the temperature increase. The
chopper stops when 100°C is reached.
If this alarm is signalled when the chopper is cold:
• There is a fault in the thermal sensor’s wiring,
• There is a failure in the thermal sensor, or
• There is a failure in the logic.
If any of the above cases indicate faults, the controller must be replaced.
5.2.18 MOTOR TEMPERATURE
This warning is signalled if in the motor temperature control, the analogue
signal passes the cut-off level. The resistance of the thermal sensor is 580
ohm at 20°C. If it the alarm is activated when the motor is cold, check the
wiring. If the wiring is intact, the controller must be replaced.
75
5.2.19 THERMIC SENSOR KO
The range of the controller’s temperature sensor is always checked and a
warning is signalled if it is out of range. If this alarm is triggered, check the
connections of the sensor. If the sensor connections are intact, the controller
must be replaced.
5.2.20 WAITING PUMP
This alarm is can occur in combined systems (traction/pump). The pump
motor controller has detected a failure and the traction motor controller cannot
close the main contactor because of the alarm (which the traction motor
controller receives over the CAN bus). Search for a failure in the pump motor
controller.
5.2.21 CAN BUS KO
The self-diagnostics are active when the controller is connected to the CAN
bus (as in this case). This alarm is triggered if the controller does not receive
any data over the CAN bus. Begin by checking the wiring. If it is intact, the
problem is controller-based. Please refer to the tables at the beginning of this
chapter.
5.2.22 ENCODER ERROR
The encoder signals are important for system operation. If this alarm is
indicated, the controller is not receiving data from the encoder. When the
motor is being used, this alarm can occur only if the encoder signals
disappear suddenly during running. If the fault is present when you start the
motor, it will go into DC mode: the motor turns very slowly and jerkily while it
draws a very high current (approximately 300 A – 350 A). The encoder
reading in the “Tester” submenu cannot cross 20 Hz. The slowly and jerkily
turning motor is a sign of the same fault even without the alarm being
triggered. Do not use the truck in this state. Doing so can harm the motor
cables! In both cases check:
• For a bad contact at connector X35 at the traction motor or connector
XA1D at the traction motor controller,
• The cables between the mentioned plugs, and
• For a faulty encoder in the traction motor.
Replacing the encoder will void the manufacturer’s warranty. To conform to
warranty restrictions, the entire traction motor assembly must be replaced.
5.2.23 BATTERY LOW
If battery monitoring is active, a battery discharge algorithm is carried out.
When the charge level decreases to 10%, this alarm is triggered and the
current is reduced to the half of the programmed value.
5.3 Pump motor controller (AC2P) (Mode 5)
5.3.1 WATCH DOG
This test is carried out while the controller is running and in standby mode. It
is a self-diagnostic test in the controller. If this alarm occurs, the controller
must be replaced.
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5.3.2 EEPROM KO
This alarm indicates a fault in the area of memory in which adjustment
parameters are stored. This alarm inhibits machine operation. If the defect
persists after the key switch is turned off and then on, the controller must be
replaced. If the alarm is not activated after restarting the truck, the previously
stored parameters have been replaced with the default values.
This alarm indicates that an undervoltage/overvoltage protection operation
has occurred. Two possible reasons for this alarm:
• An actual undervoltage/overvoltage situation has occurred, or
• There is a fault in the hardware section of the logic board, which manages
the overvoltage protection. In this case, the controller must be replaced.
manages the voltage feedback of the phases. The controller must be
replaced.
manages the hardware current protection. The controller must be replaced.
This alarm signals an incorrect starting sequence. Possible causes include:
• Micro switch failure
• Incorrect starting sequence by the operator
• Incorrect wiring
5.3.7 CAPACITOR CHARGE
When the key switch is turned on, the controller attempts to charge the power
capacitor through a power resistor, and to check that the capacitor is charged
in a certain time. If there is a problem, an alarm is signalled and the main
contactor is not closed. (See Figure 5.1) Possible causes:
• The charging resistor is opened
• There is a failure is the charging circuit
• There is a problem in the power modules. In this case, the controller must
be replaced.
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5.3.8 VMN LOW, VMN HIGH
This test is carried out during the start-up sequence and in standby mode.
Possible causes:
• There is a problem with the motor connections or the motor power circuit.
Check that the three phases are correctly connected and whether there is
a dispersion of the motor towards ground, and
• There is a failure in the controller and it must be replaced.
5.3.9 VACC NOT OK
This alarm cannot occur in the pump motor controller, as the function is
programmed in the display unit controller (SICOS).
5.3.10 PEDAL WIRE KO
This alarm is signalled if a fault is detected in the wiring of the fingertip control
unit (XA4D:1 or XAD4:3; XA4D:4 or XA4D:6; XA4D:7 or XA4D:9; XA4D:10 or
XA4D:12).
5.3.11 STBY I HIGH
This test carried out in standby mode. It checks that the current is 0. If not, an
alarm is signalled, which inhibits machine operations. Possible causes:
• Current sensor failure (the controller must be replaced)
• Logic failure (the controller must be replaced)
5.3.12 MAIN CONTACTOR ALARMS
5.3.12.1 COIL SHORTED
When the key switched is turned on, the microprocessor checks the main
contactor driver (FF SR). If it does not react correctly, this alarm is triggered.
The driver (FF SR) monitors the current in the main contactor coil through
hardware. If the current is too high, it opens the main contactor and the alarm
is signalled.
Check for external short circuits and whether the resistance of the main
contactor is correct. If these checks do not reveal a fault, the controller must
be replaced.
5.3.12.2 DRIVER SHORTED
When the key switched is turned on, the microprocessor checks that the main
contactor coil driver is not short-circuited. If it is, this alarm is signalled. The
5.3.12.3 CONTACTOR DRIVER
After the start-up sequence, the pump motor controller closes the main
contactor and checks the voltage drain of the driver. If the drain is to high, this
alarm is triggered. The controller must be replaced.
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5.3.12.4 CONTACTOR OPEN
This alarm indicates that the logic board has driven the main contactor coil,
but the contactor does not close. Two possible reasons for this:
• The wires to the coil are interrupted or not well connected
• The tips of the contactor are not working properly
5.3.13 AUX OUTPUT KO
The microprocessor checks the electromechanical brake driver. If the driver
output does not correspond to the signal from the microprocessor, this alarm
is signalled. The controller must be replaced.
This alarm indicates that the chopper temperature is over 75°C. The
maximum current is reduced proportionally to the temperature increase. The
chopper stops when 100°C is reached.
If this alarm is signalled when the chopper is cold:
• There is a fault in the thermal sensor’s wiring,
• There is a failure in the thermal sensor, or
• There is a failure in the logic.
If any of the above cases indicate faults, the controller must be replaced.
5.3.15 MOTOR TEMPERATURE
This warning is signalled if in the motor temperature control, the analogue
signal passes the cut-off level. The resistance of the thermal sensor is 580
ohm at 20°C. If it the alarm is activated when the motor is cold, check the
wiring. If the wiring is intact, the controller must be replaced.
5.3.16 THERMIC SENSOR KO
The range of the controller’s temperature sensor is always checked and a
warning is signalled if it is out of range. If this alarm is triggered, check the
connections of the sensor. If the sensor connections are intact, the controller
must be replaced.
5.3.17 WAITING TRACTION
This alarm is can occur in combined systems (traction/pump). The pump
motor controller has detected a failure and the traction motor controller cannot
close the main contactor because of the alarm (which the traction motor
controller receives over the CAN bus). Search for a failure in the traction
motor controller.
5.3.18 CAN BUS KO
chapter.
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5.3.19 ENCODER ERROR
The encoder signals are important for system operation. If this alarm is
indicated, the controller is not receiving data from the encoder. When the
motor is being used, this alarm can occur only if the encoder signals
disappear suddenly during running. If the fault is present when you start the
motor, it will go into DC mode: the motor turns very slowly and jerkily while it
draws a very high current (approximately 300 A – 350 A). The encoder
reading in the Tester submenu cannot cross 20 Hz. The slowly and jerkily
turning motor is a sign of the same fault even without the alarm being
triggered. Do not use the truck in this state. Doing so can harm the motor
cables! In both cases check:
• For a bad contact at plug X36 at the traction motor or plug XA2D at the
pump motor controller,
• The cables between the mentioned plugs, and
• For a faulty encoder in the pump motor.
Replacing the encoder will void the manufacturer’s warranty. To conform to
warranty restrictions, the entire pump motor assembly must be replaced.
5.3.20 BATTERY LOW
In this application, the pump motor controller does not activate this alarm. The
traction motor controller handles battery monitoring.
5.4 Electric power steering controller (EPS) (Mode 6)
5.4.1 MICRO SLAVE KO
When this alarm is triggered and no specific number is indicated, the master
microprocessor (MM) has detected a command value different from that which
the supervising microprocessor (SM) is reading. The two microprocessors
compare in real-time the commands (stepper motor, limit switches and
automatic request) they are reading.
If the alarm reoccurs, the controller must be replaced.
5.4.2 MICRO SLAVE #1
This alarm indicates that the supervisor microprocessor (SM) has not
detected a synchronisation pulse. The master microprocessor (MM)
generates a continuous synchronisation pulse (at 16 ms intervals) to run an
interrupt service routine. The alarm is triggered if the synchronisation pulse is
not received for 100 ms.
This alarm indicates that the supervisor microprocessor (SM) has detected
that the safety contacts are closed prior to the command being issued.
80
This alarm indicates that the supervisor microprocessor (SM) has detected an
analogue status signal originating from the master microprocessor (MM)
indicating that the SP POT is frozen while the signal from the potentiometer is
changing.
that the motor is turning opposite to the active command.
Not used in this application. (Only for two potentiometer-based steering and
automatic centring.)
that the motor is stationary when the command to run is active.
that the motor is turning opposite to the stepper motor command.
This alarm indicates that the supervisor microprocessor (SM) has opened its
safety contact, but has not specified the reason on the local status bus. For
example, this alarm is triggered when the SM is absent or broken.
5.4.9 KM CLOSED
This alarm indicates that the Master Microprocessor (MM) has detected that
its safety contact is closed before the command has been issued.
The alarm can be due to incorrect installation. Two cascaded safety switches
are internally connected (see Figure 5.2). They have three diagnostic points
(low voltage, mid point and high voltage), which are read by software. When
the switches are open, the three diagnostic points expect to be at different
potential values due to the resistances. If the outside interface connected on
pin #1 and pin #7 of connector CNB is equal to the midpoint at one end, it
looks like the switch is closed before it is driven, which triggers the alarm.
Therefore, the safety switch should be connected directly to the supply source
(positive or negative pole of the battery), without intervening switches.
81
Figure 5.2 Cascaded safety switches
If the alarm occurs even though wiring has been checked, the controller must
be replaced.
5.4.10 KS CLOSED
This alarm indicates that the master microprocessor (MM) has detected that
the supervisor microprocessor’s (SM) safety contact is closed before the
command has been issued.
The alarm can be due to incorrect installation. Two cascaded safety switches
are internally connected (see Figure 5.2). They have three diagnostic points
(low voltage, mid point and high voltage), which are read by software. When
the switches are open, the three diagnostic points expect to be at different
potential values due to the resistances. If the outside interface connected on
pin #1 and pin #7 of connector CNB is equal to the midpoint at one end, it
looks like the switch is closed before it is driven, which triggers the alarm.
Therefore, the safety switch should be directly connected directly to the
supply source (positive or negative pole of the battery), without intervening
switches.
If the alarm occurs even though wiring has been checked to be correct, the
5.4.11 KM OPEN
its safety contact is open after the command to close has been issued.
5.4.12 KS OPEN
the supervisor microprocessor’s safety contact is open after the command to
close has been issued.
5.4.13 DATA ACQUISITION
This alarm occurs if ADJUSTMENT #1 is set to level 1. Turning the key switch
off and then on will clear the alarm. ADJUSTMENT #1 must stay at level 0
according the parameter table.
82
5.4.14 POWER FAILURE #1, #2 and #3
These alarms are triggered if a motor phase is missing. The alarm is activated
when at least one phase current is less than 6 Aac while the applied frequency
differs from zero.
Verify the continuity of the motor cables and motor windings.
This alarm is activated when the actual voltage between phases U and V
differs from the desired value.
This alarm is activated when the actual voltage between phases U and W
differs from the desired value.
5.4.17 HIGH CURRENT
This alarm indicates that the output current amplifier has been over the Imax
current level (not adjustable) for longer than about one second.
5.4.18 MAIN CONT. OPEN
This alarms indicates that the traction motor controller is not closing the main
contactor (K12) after the key switch is turned on. The fault is not in the
electrical power steering controller (EPS). Troubleshoot the traction motor
controller for the fault.
5.4.19 KEY OFF
This alarm indicates that the display unit controller (SICOS) has given a key
off command over the CAN bus. This alarm is removed only when the display
unit controller revokes the command.
5.4.20 CAN BUS KO
chapter.
5.4.21 STEER SENSOR KO
Not used in this application. (A stepper motor is in use.)
This alarm indicates that the tacho generator in the steering wheel is open or
short-circuited.
83
5.4.22 D LINE SENSOR KO
This alarm can occur when the stepper motor channel on XA3A:3 is open.
Check the stepper motor wires and measure the stepper motor line Q
resistance (should be close to 30 ohm between XA3A:3 and XA3A:7).
If the problem is not due to wiring, the stepper motor must be replaced.
5.4.23 Q LINE SENSOR KO
This alarm can occur when the stepper motor channel on XA3B:9 is open.
Check the stepper motor wires and measure the stepper motor line D
resistance (should be close to 30 ohm between XA3B:9 and XA3B:4).
If the problem is not due to wiring, the stepper motor must be replaced.
5.4.24 F.B OUT OF RANGE
This alarm is triggered if the wiper voltage of the steering angle feedback
potentiometer is below 0.3 Vdc or above 4.7 Vdc (indicating a broken
connection).
5.4.25 SP OUT OF RANGE
This alarm can occur in two-potentiometer closed-loop systems.
This alarm is triggered if the wiper voltage of the command potentiometer is
below 0.3 Vdc or above 4.7 Vdc (indicating a broken connection).
5.4.26 EEPROM KO
This alarm indicates a hardware- or software-related fault in the non-volatile
onboard memory parameters.
5.4.27 GAIN EEPROM KO
This alarm will occur at system start-up, if reserved EEPROM cells have been
damaged.
This alarm occurs if the temperature of the controller’s base plate exceeds
76°C.
Let the controller cool down. If the alarm reoccurs with a “cool” controller, it
must be replaced.
5.4.29 STBY I HIGH
This alarm occurs if the rest state current signals (measured in phases U and
W) are not in the 2.5 ± 0.3 Vdc range immediately after the key switch is
turned on and in the 2.5 ± 0.15 Vdc range when in the steady state.
84
5.4.30 VMN NOT OK
This alarm occurs in the initial rest state when at least in one of the motor
phases is high and not in the 2.5° ± 0.3 Vdc range.
This alarm occurs in rest state if the motor voltage between Vv – Vu is high
and not in the 0° ± 0.25 Vdc range.
This alarm occurs in rest state if the motor voltage between Vu – Vw is high
and not in the 0° ± 0.25 Vdc range.
5.5 Hydraulic valve controller (MHYRIO) (Mode 9)
5.5.1 EEPROM KO
This alarm indicates a fault in the area of memory where the adjusting
parameters are stored. This alarm inhibits truck operations.
If the alarm reoccurs after the key switch is turned off and then on, replace the
controller.
If the alarm disappears, the previously stored parameters have been replaced
with the default values. In this case, please check the settings according to a
valid parameter table for the truck model.
5.5.2 CAN BUS KO
This alarm indicates that there is a fault on the CAN bus. The alarm is
triggered if the hydraulic valve controller does not receive any data from the
display unit controller over the CAN bus.
First, check the wiring. If it is ok, the problem is in a controller, see the tables
at the beginning of this chapter.
5.5.3 FF VALVES
The flip-flop circuit, which controls the valve driver’s short circuit protection,
has been activated. This can be due to an external short circuit across the
valve coil, or be caused by a disturbance in the hydraulic logic.
5.5.4 DRIVER OPEN
This alarm indicates that the switch that drives the positive voltage to the
valves (used for safety-related valves) is open, when it should be closed.
85
5.5.5 DRIVER EPV GR1
This alarm indicates that one (or several) of the MOSFET transistors that
drive valves 1 and 2 is short-circuited.
drive valves 3 and 4 is short-circuited.
drives valves 5, 6, 7 and 8 is short-circuited.
5.5.8 DRIVER SHORTED
This alarm indicates that the switch that drives the positive voltage to the
valves (used for safety-related valves) is closed, when it should be open.
86
6 Hydraulic operation
TH 64 0102
Figure 6.1 Hydraulic schematic diagram TH 64 0102
87
6.1 Hydraulic symbols
Figure 6.2 Hydraulic fluid reservoir (screen filter and return fluid filter with bypass)
Figure 6.3 Hydraulic manifold mounted in the reach carriage
Figure 6.4 Main hydraulic pump and motor for reach trucks with a capacity of 1,400 and 1,600
kg.
Figure 6.5 Main hydraulic pumps and motor with a magnetic bypass valve for reach trucks
with a capacity of 2,000 and 2,500 kg, which also have a double pump.
88
Figure 6.6 Check valves in the hydraulic system
Figure 6.7 Adjustable hydraulic relief valve for the complete hydraulic system
Figure 6.8 A plugged port (T1). Connected to the fluid return circuit.
Figure 6.9 Valves M1 and M2 (M1 is the proportional lowering valve for the mast and M2 the
magnetic lifting valve)
Figure 6.10 Directional spool for lifting and lowering
Figure 6.11 Proportional lowering valve (M1)
89
Figure 6.12 The main pressure test port (AS). Also used to connect a pressure switch. The
pressure switch (L) is used to control the magnetic bypass valve in trucks that have a capacity
of 2,000 and 2,500 kg and the double pump.
If the pressure switch is installed, the tube can be temporarily removed to
enable pressure measurement at this point.
Sensitivity range
Pressure range
Figure 6.13 Pressure switch adjustments (disconnect the plug, the adjustment controls are on
the rear)
Use a 600 kg load and adjust the pressure range so that only one pump is
active. Then set the sensitivity range so that it allows variations for the range
and is not switching the magnetic valve on and off.
Figure 6.14 Pilot operated flow restrictor
Figure 6.15 Velocity fuses in the lifting cylinders. Also called hose burst valves.
90
Figure 6.16 Primary and secondary lifting cylinders
Figure 6.17 Reaching/retracting cylinder
Figure 6.18 Tilting cylinders
91
Figure 6.19 Side-shifting cylinder
Figure 6.20 Auxiliary cylinder (this is an option and not installed in the standard configuration)
Figure 6.21 Fixed orifices. (Reduce the speed of reaching and tilting, if the pump for lifting is
activated at the same time.)
92
6.2 Mast lifting
Figure 6.22 Mast lifting

The lifting function of the truck operates as follows. The operator requests
lifting by moving the lifting/lowering fingertip control towards the lifting
position. The main hydraulic pump starts, draws hydraulic fluid from the tank
and routes it to the P port in the hydraulic manifold. The lifting speed is
controlled by the speed of the hydraulic pump motor.
Pressurised hydraulic fluid is routed to main relief valve, the M2 valve, and to
valves M3, M4, M5, M6, M7, and M8. The M2 magnetic valve is activated,
which causes the lower envelope (on the hydraulic schematic diagram) to
move up and open the port. Pressurised hydraulic fluid then enters the
93
lifting/lowering spool, which causes the lower envelope to move up and open
the lifting port. Pressurised hydraulic fluid then flows to the proportional
lowering valve to shift the bottom envelope up and close the valve. Finally, the
pressurised hydraulic fluid flows through the check valve, to the AS port, and
out through manifold port A to the velocity fuses and to the lifting cylinders.
6.3 Mast lowering
Figure 6.23 Mast lowering

The lowering function operates as follows. The operator requests lowering by
moving the fingertip control towards the lowering position.
94
The M1 valve is pulsed according to the requested on time. The more on time,
the more pressure is applied to the lifting/lowering spool, which moves the
spool into the lowering position. Hydraulic fluid pressure is reduced on the left
side of the proportional lowering valve, which causes the bottom envelope
return to the upper or open position.
Note: There still is enough pressure available for the M1 valve to activate the
lifting/lowering spool.
The hydraulic fluid returns to the tank at the requested rate, which is indicated
by the position of the fingertip control.
95
6.4 Operator requests reaching
Figure 6.24 Reaching

The reaching function operates as follows. The operator requests reaching by
moving the reaching/retracting fingertip control towards the reaching position.
The main hydraulic pump starts.
The M4 valve is activated, which moves the bottom envelope into the left
position. Pilot fluid flows from the check valve to the top of the pilot-operated
flow restrictor and shifts the envelope before the M4-M3 valve. Pressurised
96
hydraulic fluid then flows through the B1 port to the piston side of the reach
cylinder. Ram side fluid is returned via port A1 through the filter to the tank.
6.5 Operator requests retracting
Figure 6.25 Retracting

The retracting function operates as follows. The operator requests retracting
by moving the reaching/retracting fingertip control towards the retracting
position. The main hydraulic pump starts.
The M3 valve is activated, which moves the bottom envelope into the right
97
hydraulic fluid then flows through the A1 port to the ram side of the reach
cylinder. Piston side fluid is returned via port B1 through the filter to the tank.
6.6 Operator requests tilting up
Figure 6.26 Tilting up

The tilting up function operates as follows. The operator requests tilting up by
moving the tilt up/tilt down fingertip control towards the tilt up position. The
main hydraulic pump starts.
The M6 valve is activated, which moves the bottom envelope into the right
98
hydraulic fluid then flows through the B2 port to the ram side of the tilting
cylinder. Piston side fluid is returned via port A2 through the filter to the tank.
6.7 Operator requests tilting down
Figure 6.27 Tilting down

The tilting down function operates as follows. The operator requests tilting
down by moving the tilt up/tilt down fingertip control towards the tilt down
99
hydraulic fluid then flows through the A2 port to the piston side of the tilting
cylinder. Ram side fluid is returned via port B2 through the filter to the tank.
6.8 Operator requests side-shifting to the left
Figure 6.28 Shifting left

The shifting left function operates as follows. The operator requests shifting to
the left by moving the shift left/shift right fingertip control towards the shift left
position. Pressurised hydraulic fluid then flows through the B3 port to the right
side of the side-shifting cylinder. The fluid on the left side is returned via port
A3 through the filter to the tank.
100
6.9 Operator requests side-shifting to the right
Figure 6.29 Shifting right

The shifting right function operates as follows. The operator requests shifting
to the right by moving the shift left/shift right fingertip control towards the shift
right position. The main hydraulic pump starts.
position. Pressurised hydraulic fluid then flows through the A3 port to the right
side of the side-shifting cylinder. The fluid on the left side is returned via port
B3 through the filter to the tank.
6.10 Auxiliary cylinder and valve section (optional)
This optional component operates similarly to side-shifting left and right, using
magnetic valves M9 and M10, and ports A4 and B4 as pressure and return
connections. It allows the double function cylinder to work.
Note: Do not install a clamp as an option afterwards; the fluid flow is not
sufficient.
101
6.11 Adjusting lifting pressure
1. Connect a calibrated pressure gauge (300 bar) to the lifting pressure test
port (AS).
2. Loosen the relief valve locknut and unscrew the high-pressure relief valve
screw.
3. Place a rated load on to the forks.
4. Reconnect the battery connector and turn the key switch on.
5. Start the lifting system and turn the pressure relief valve screw clockwise
until the carriage starts to lift. Note the pressure required to elevate the
carriage above the free lifting stage (carriage and telescopes elevated).
6. Adjust the pressure relief valve to a pressure of 5 to 10 bar greater than
the values observed in step 5. This can be done by chaining the mast
sections together or by adding more weight to the forks.
7. After the adjustment is complete, tighten the relief valve locknut.
8. Recheck the pressure. If the value has changed, repeat the procedure
until the correct pressure is attained.
9. Turn the key switch off. Disconnect the battery connector.
10. Remove the pressure gauge from the lifting pressure test port and replace
the cap screw.
11. Check the lifting system for proper operation.
6.12 Adjusting maximum lowering speed (mechanical)
1. Make sure the parameters for the different lowering speeds (drive modes I,
II and III) are set correctly.
2. Select drive mode III from the display.
3. Lift the forks to the highest position without a load.
4. Measure the lowering time (in seconds) from the highest position to when
the forks reach the lowest position at maximum lowering speed. Record
this value.
5. Loosen the locknut of the lowering speed valve and unscrew the screw
two full turns.
6. Repeat step 4.
102
7. Compare the lowering time with the original one. If the new lowering time
is longer, continue from step 8. If the lowering time is not longer, repeat
steps 5 and 6 until the result is longer than the original recorded lowering
time.
8. Tighten the screw of the lowering speed valve two full turns and repeat
step 4. Compare the lowering time with the original one. If the lowering
time is longer, repeat step 8. If the new lowering time is equal to the
original, you are close to the final result and need only to tighten the
lowering valve locknut.
9. Check the lowering system for proper operation. This adjustment has now
been carried out to make sure that the electrical and hydraulic functions
are in balance and that the system is working properly.
6.13 Emergency lowering
1. Turn the emergency lowering valve screw clockwise until the forks start to
lower. Do not attempt to increase the lowering speed by closing the valve
further! This can cause leakage because when the screw is too deep, the
internal sealing o-ring is passed and the outer housing for the screw will be
filled by fluid causing slight leakage through the threads until the outer
housing is empty.
2. After lowering, rotate the emergency lowering valve screw
counterclockwise until the forks stop lowering. Do not turn the screw too
much to avoid leakage.
3. Check the lifting and lowering system for proper operation.
103
Lift pressure Max.
Adjustment Lowering speed
Adjustment
Emergency
Lowering
Figure 6.30 Location of mechanical adjustments

The hydraulic system of AC reach trucks requires the fluid cleanliness to
conform to NAS1638 cl.8 or ISO4406 17/14. Maintain a clean working
environment when working with hydraulics.
6.14 Fluid recommendations
Standard hydraulic fluid: ISO VG 32 (standard from factory)
In cold store applications, use ISO VG 15.
Lift pressure Max.
Adjustment Lowering speed
Adjustment
Emergency
Lowering
104

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Service Manual

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Figure 1.1 Section of page 1 of the electrical schematic diagram

Figure 1.2 Section of page 4 of the electrical schematic diagram

Page Zone Component(s)

4/24 12 K11 Contactor

4/24 S12 Emergency Disconnect

Page Zone Component(s)

1/24 24 10F2 Fuse

1/24 25 11F2 Fuse

1/24 26 12F2 Fuse

1.3 Additional safety circuit (emergency power off)

1.4 Turning on the key switch (S11)

Figure 1.4 Sinusoidal output from the steering wheel motor

1.8 Electric power steering controller

Figure 1.5 Steering indicator on the truck's display

1.9 Travel request

Figure 1.6 Pulse width modulation (PWM) of the AC motor

Figure 1.7 Traction encoder pulses (channels A and B)

Figure 1.8 Regenerative braking

1.12 Lifting and lowering requests

Figure 2.1 Console

PARAMETER CHANGE SET MODEL CONNECTED TO…

TESTER SET OPTIONS

SAVE PARAMETER ADJUSTMENTS

Figure 2.2 Heading screen

2.2 Set Model submenu (in the Config Menu)

Figure 2.3 Config Menu: Set Model

Figure 2.4 Selecting the controller

Figure 2.5 Confirming controller selection

Figure 2.6 Config Menu: Set Options

Figure 2.7 Config Menu: Adjustments

Figure 2.8 Main Menu: Parameter Change

Figure 2.9 Main Menu: Tester

Figure 2.10 Main Menu: Save Parameter

Figure 2.11 Save Parameter submenu

Figure 2.12 Uploading parameters

Figure 2.13 Main Menu: Save Parameter

Figure 2.14 Main Menu: Restore Parameter

Figure 2.15 Restore Parameter submenu

Figure 2.16 Main Menu: Restore Parameter

Figure 2.17 Main Menu: Alarms

Figure 2.18 Information on the most recent alarm

Figure 2.19 Main Menu: Program VACC

Figure 2.20 Program VACC submenu

Figure 3.1 Accelerator input curve

Figure 3.2 Battery discharge

3.3 Pump motor controller (AC2P) (Mode 5)

Figure 3.3 Fingertip control input curve

Figure 4.1 Primary truck display

Figure 4.2 Driving direction indicator

Figure 4.3 Battery charge indicator

Figure 4.4 Operating time indicator

Figure 4.5 Truck speed indicator

Figure 4.6 Lifting height indicator

Figure 4.7 Sample alarm indication

Figure 4.8 Main Menu of the display unit

Figure 4.9 Tester Master submenu page 1

Figure 4.10 Tester Master submenu page 2

Figure 4.12 Tester Slave submenu page 2

Figure 4.15 Lifting Limit submenu

Figure 4.16 Program Offset submenu

Information from each unit