Training Manual Provisional

Service Training
Service
Container handling truck

truc
Toplift
oplift and Combi handler
Series 357-03
357 804 46 01.0102
C01 Register 05
35702_00
Carretilla portacontenedores Toplift y Combi

Handler Serie 357-03
This training material is only provided for your use and remains the exclusive property of
LINDE Heavy Truck Division
Chapter 1
Page 2 Ser vice Training
Service
9.1 CUMMINS ENGINE.
El Cummins
The motor Cummins
QSM11 engineQSM11
is fitted intoestá instalado
this model en to
as an option este modelo
the standard unit.
como una opción para la unidad estándar. datos.
data.
Tipo de motor
Engine type Cummins. QSM11-c
Número
Number ofde cilindros.
cylinders. 6
Poder
Power 246Kw @ 2100 rpm.(330 HP)
Orden de abrir fuego.
Firing order. 153624
Especificación de emisión Orificio
Emission specification Euro 1
Desplazamiento
Bore de carrera 25 mm (4.921")
Dirección de rotación, vista de
Stroke 147 mm (5.787")
frente. Baja inactiva
Displacement 10.8 ltr (659 CI")
Motor Velocidadviewed
Rotation direction, from Holgura
máxima the front. Clockwise
Low idle
de válvulas en frío, entrada 700 rpm
EngineMaximum speed 2100 rpm
Valve clearance cold, Inlet 0.36 mm (0.014")
Valve clearance cold, Exhaust 0.69mm (0.027")
Minimum oil pressure at Maximum RPM 2 bar (30 psi)
357 804 46 01. 0102

Minimum oil pressure at idle speed 0.7 bar (10 psi)
C01. Register 05
Min/max dipstick difference 5 ltr (1.3 Gall)
Oil capacity 32 ltr (8.45 Gall)
Filter capacity LF9000 3 ltr (0.8 Gall)
Filter capacity LF9001 2.6 ltr (0.7 Gall)
Cooling system pressure 0.5 bar (7 psi)
Engine shutdown temperature 103°C(217.4F)
Thermostat begins to open at 82°C (179.6F)
Thermostat fully open at 93°C (199.4F)
Fuel system pressure (cranking speed) 1.72 bar (25psi) Minimum.
Fuel system pressure (1200 rpm) 8.27 bar (120psi) Minimum.
Fuel system pressure (maximum speed) 10.34-12.41 bar (150-180psi) Minimum.
Coolant capacity (system) 52 ltr (13.73 Gall) (engine only 9.5ltr)
Alternator Leece Neville 8SC3009ZA . 24V/175A
Starter motor Delco Remy 01E01
Weight, engine (dry) 940Kg
Chapter 1
Ser vice Training
Service Page 3
9.1.2 ENGINE SERIAL NUMBER
9.1.2.1 LOCATION OF ENGINE DATA PLATE

The engine data plate is located at the rear left hand side of the
engine at the point arrowed "A".
9.1.2 NÚMERO DE SERIE DEL MOTOR

9.1.2.1 UBICACIÓN DE LA PLACA DE DATOS DEL MOTOR La
placa de datos del motor está ubicada en el lado trasero
izquierdo del motor en el punto con la flecha "A".
9.1.2.2 INFORMATION ON DATA PLATE

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The engine data plate is as illustrated and carries all the engine data including the serial number.
The engine model in current use is:-
QSM11-C 1.2.2 Información sobre placa de datos La placa de datos

del motor es como se ilustra y lleva todos los datos del
motor, incluido el número de serie. El modelo del motor
This information indicates the following:-
en uso actual es: -
1 Engine serial number.

2 CPL. (Control parts list for spares purposes).
3 Engine model.
4 Power and rpm rating.
Chapter 1
Service
9.1.3 FUEL SYSTEM
9.1.3 DISEÑODESIGN AND
Y FUNCIÓN FUNCTION
DEL SISTEMA DE COMBUSTIBLE 10.1.3.1 DISEÑO DEL
SISTEMA DE COMBUSTIBLE
El motor
10.1.3.1 FUEL utiliza LAYOUT
SYSTEM un sistema de inyección de combustible específico de
Cummins; El sistema se conoce como el "sistema PT", no hay una bomba de
The engine inyección de combustible,
uses a fuel solo
injecton system una bomba
specific de carga
to Cummins; que
The eleva is
system la known
presión asdel
the "PT system",
combustible hasta 12,4 bar a las rpm máximas. (1,75 bar a rpm de arranque).
there is no fuel injection pump only a charging pump that raises the fuel pressure to up to 12.4 bar at
maximumElrpm.combustible pasa
(1.75 bar at a través
cranking rpm).deThe
la placa
fuel isECM (módulo
passed through dethe
control electrónico)
ECM (Electronic control module)
para actuar como medio de enfriamiento para la electrónica. Luego, el
plate to act as a cooling medium for the electronics. The fuel is then passed to all the injectors where it
combustible pasa a todos los inyectores donde finalmente se presuriza y se
is finaly pressurised and injected into each cylinder in turn by the action of a third rocker arm between the
inyecta en cada cilindro por turno mediante la acción de un tercer balancín
inlet and exhaust valve rocker arms
entre los balancines de laand driven
válvula deby the camshaft
admisión like the
y escape valve rockers..
y accionado Each cylinder has
por el
two inlet árbol
and twodeexhaust valves
levas como losoperated
balancines by adebridge plate from
las válvulas. the normal
Tiene rockerde
dos válvulas set, in the centre of
these is the injectoryoperated
admisión by theoperadas
dos de escape third "centre" rocker
por una arm.puente del balancín normal,
placa
en el centro de estas está el inyector operado por el tercer balancín "central".
357 804 46 01. 0102

C01. Register 05
1 Fuel return to tank. 6 Fuel solenoid.

2 Fuel to injectors. 7 Fuel pump.
3 ECM Coolingplate. 8 Injector.
4 Fuel feed from water trap. 9 Injector rocker.
5 Fuel feed pipe.
Chapter 1
Ser vice Training
Service Page 5
9.1.4 FUEL SYSTEM COMPONENTRY.
10.1.4.1 FUEL FILTER AND WATER TRAP.
The fuel filter and water trap assembly is mounted on the

chassis inside the access door to the battery compartment. Fuel
from the tank line (1) is passed through the filter, water being
denser than fuel, will sink to the bottom of the cannister 1
preventing water being passed into the fuel injection system
through the feed line (2).
2
The water trap should be drained daily by the truck operator by
unscrewing the drain valve (A) in the bottom of the unit by two 3
or three turns until clean fuel runs from the drain screw. The
screw should then be retightened by hand pressure only. The
10 micron Filter assembly (3) can be changed at the usual
service intervals or if the pressure difference across the filter
exceeeds 0.4 bar (12"HG). In the bottom of the unit is a sensor
that will illuminate a warning light if the water level in the filter
becomes too high.
A
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35702_10-05
9.1.4.2 FUEL CHARGE PUMP AND SOLENOID.
The charge pump is driven by the engine timing gears, it draws fuel from the tank, through the fuel filter
and water trap assembly and passes the fuel into the injector feed pipes. The pressure of the fuel within
the sytem will depend on the engine speed. The limits and characterisitcs are defined by the manufacturer
as follows.
Inlet line restricton (maximum) 254 mm HG. (10" HG)

Fuel system pressure (cranking speed) 1.72 bar (25psi) Minimum.
Fuel system pressure (1200 rpm) 8.27 bar (120psi) Minimum.
Fuel system pressure (maximum speed) 10.34-12.41 bar (150-180psi) Minimum.
Minimum cranking speed to achieve effective fuel pressure. 150 rpm.
Fuel solenoid coil resistance 12v HD. 7-9 ohms.
Chapter 1
Service
9.1.4.2 FUEL CHARGE PUMP AND SOLENOID.
7 1
2
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C01. Register 05
3
5
4
35702_10_06
1 Fuel shut down solenoid.

2 Connection to soilenoid.
3 Fuel feed to charge pump.
4 Test point quick release adaptor A. For measuring inlet line restriction.
5 Test point quick release adaptor B. For measuring charge pump pressure.
6 Charge pump quick fill port.
7 Feed pipe to injectors.
Chapter 1
Ser vice Training
Service Page 7
9.1.4.3 TESTING THECHARGE PUMP AND SOLENOID.
9.1.4.3.1 FLOW TEST.

9.1.4.3 PRUEBA DE LA BOMBA DE GRAN Y EL
SOLENOIDE. 9.1.4.3.1 PRUEBA DE FLUJO.
Se pueden
A series realizar
of checks canuna serie to
be made detest
comprobaciones
the operation of the fuel
para probar
charge system el
asfuncionamiento
follows. del sistema de
carga de combustible de la siguiente manera.
Verifique
Check the fuel elflow
flujo de combustible
from the charge pump de la
bybomba
loosening de the outlet
carga aflojando el tubo de salida a la línea de
pipe to the injector inlet line. Clean fuel should flow when the
entrada del inyector. Debe fluir combustible
engine is being cranked at normal speed. If no fuel flows the fuel
limpio cuando el motor se pone en marcha a
pumpvelocidadneed
may priming.
normal. Si no See page
fluye 9.
combustible, es
posible que sea necesario cebar la bomba de
combustible. Consulte la página 9.
9.1.4.3.2PRESSURE
9.1.4.3.2 PRUEBA DETEST. PRESIÓN.
La presión dentro del sistema se puede medir
The conectando
pressure within un manómetro
the system (0-10 can be bar) en el by connecting
measured
a pressure gauge (0-10 bar) into the quicklarelease
acoplamiento de liberación rápida en bombacouplingde in
carga.
the charge pump.
Arranque el motor y observe el manómetro, la
Crank the engine and observe the gauge, the pressure should
presión debe subir a 1,75 bar (25 psi). Si no se
rise to 1.75 bar (25psi). If this pressure is not achieved the pump
alcanza esta presión, la bomba puede necesitar
357 804 46 01. 0102
C01. Register 05
may need priming

cebarse o existeorotra another
falla.fault
El exists.
motorThe debe engine
arrancarmust crank
at ait's standard speed of 220 rpm
su velocidad estándar de 220 rpm para que estafor this test to be effective.
prueba sea efectiva.
Si el
If the motor
engine arranca,
will start runhaga funcionar
the engine at 1200el rpm
motor witha no1200load and
rpm sin
observe thecarga y observe
pressure gauge.el Themanómetro.
gauge should Elshow a minimum
manómetro
pressure of 8.27debebar mostrar
(120 psi).una presión mínima de 8,
27 bar (120 psi).
Aumente
Increase thelas rpm rpm
engine del motor al máximo,
to maximum, the gaugeel should show
manómetro debe mostrar una presión de
a fuel pressure of between 10.34-12.41 bar (150-180psi)
combustible de entre 10,34-12,41 bar (150-180 psi)
Minimum.
como mínimo.
9.1.4.3.3 PRUEBA DE FUGAS.
9.1.4.3.3
Se puede LEAKADGE
realizar una TEST.
prueba de fugas agregando
un tramo de manguera transparente (1) al tubo de
A combustible
leakadge test(2) mayque bealimenta
carried out la by
bomba
adding deacarga.
length of clear
hoseLa manguera
(1) to the fuel debe
pipeser (2) del tipothe
feeding Tygon R3606pump.
charging con The hose
mustracores
be tode manguera
Tygon R3606stratoflex número 10.
type with stratoflex number 10 hose
Arranque y haga funcionar el motor
fittings. Start and run the engine and allow the air y deje que toelpurge out
aire salga de la tubería. No deben aparecer
of the pipe. No bubbles must appear in the pipe. Switch off the
burbujas en la tubería. Apague el motor y observe
engine and observe the fuel in the pipe. A small air space will
el combustible en la tubería. Aparecerá un
appear in the tube that is drawn from the fuel filter.
pequeño espacio de aire en el tubo que se extrae
Observe
del filtro thede pipe for up to one
combustible. hour, the
Observe air space
la tubería por should not
increase in size as fuel should
hasta una hora, el espacio de aire no debe not run back into the tank. If fuel
aumentar de tamaño ya que el combustible no debe then
is running back to the tank with bubbles rising from the tank
thevolver
leak isalintanque.
the tank,Si el combustible
filter or pipework. ifregresa al
fuel is running back to
thetanque
tank with conno burbujas
bubbles from que salen
the tank delend
tanque,
then the leak is in the
entonces
system fromlathefuga está en
charge pumpel tanque, el filtro o la
to the injectors.
tubería. Si el combustible regresa al tanque sin
burbujas desde el extremo del tanque, entonces la
fuga está en el sistema desde la bomba de carga
hasta los inyectores.
Chapter 1
Service
9.1.4.3.4 TESTINGTHE FUEL SOLENOID.
The fuel solenoid can be tested with a voltmeter to ensure the

correct voltage exists at the the terminal. With the ignition switched
on there should be a 12 volt feed to the solenoid. A resistance test
can be made by switching the ignition off and disconnecting the
feed cable to the solenoid, with the test meter set to the ohms scale
measure the resistance across the solenoid to earth. A reading of
between 6 and 10 ohms should be seen. A reading outside this
limit indicates a fault in the solenoid coil. A physical test can be
made by switching the ignition on and touching the end of the feed
cable to the solenoid terminal, the solenoid should be heard to
make a click as it is energised. A faulty solenoid must be replaced.
c del solenoide cuando se energiza. Un solenoide defectuoso debe ser reemplazado.
9.1.4.3.5 INSPECTING THE CHARGE PUMP.
If the pump does not perfom adequatly during any of the preceding
tests it's operation should be inspected by removing the fuel feed
357 804 46 01. 0102

C01. Register 05
pipe and adaptor and observing the gears while the engine is being
cranked. If the gears do not rotate the pump should be removed.
9.1.4.3.6 REMOVING THE CHARGE PUMP.
In order to remove the pump (1) for further investigation remove

the screws (2) and pull the pump in the direction of the arrow (A).
Carefully inspect the coupling spider (3) for wear or damage and
replace if neccesary. Crank the engine and observe the accessory
drive shaft (4) for rotation. If the accessory drive shaft rotates the
charge pump (1) is faulty, If the accessory drive shaft does not
rotate the dive arrangement in the engine is faulty. Fitting the pump
is the reverse of the removal procedure, always ft a new gasket (5)
between the pump and hte accessory rive housing and inspect the
pump mounting face for wear or damage.
Chapter 1
Ser vice Training
Service Page 9
9.1.4.3.6 PRIMING THE CHARGE PUMP.
When the fuel pump has been removed or replaced, or a fault has
occured that has caused the fuel to drain out of the charge pump
the unit may need to be primed with fuel prior to start up. There are
two ways to prime the pump by either introducing clean fuel into
the priming port in the top of the pump or by pouring fuel into the
inlet port.
To fill the charge pump by the priming port remove the plug in the
top of the charge pump assembly and fill the pump with clean fuel.
To fill the pump by the fuel inlet if access to the fill port is poor
remove the fuel feed pipe and adaptor and pour clean fuel into the
charge port. If the fuel pipe Tank or feed end is easily accessible
357 804 46 01. 0102
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the fuel may be poured into the pipe to charge the pump.
9.1.4.4 FUEL INJECTORS.
The fuel injectors are electronically controlled by the engine

electronic control module (ECM), they are mechanicaly operated
by an additional rocker assembly driven by the camshaft.
1 Rocker.
2 Adjuster.
3 Lash Gap area.
4 Pushrod.
5 Cam follower.
6 Camshaft
7 Injector metering plunger area.
8 Injector solenoid.
9 Injector timing plunger area.
10 Operating plunger.
Chapter 1
Service
FUEL INJECTOR OPERATION.
The injector remains closed, with the plunger (25) held at it's lowest position by the operation of the engine
camshaft. As the camshaft rotates the spring (28) forces the plnger (25) upward. The solenoid (3)
is switched on by the ECM so fuel will flow through line (4) into the injector filling the timing chamber (23)
and metering barrel (8) with a precisely measured amount of fuel, excess fuel flows out through the return
line (5).
The plunger (25) now begins its downward stroke. At the appropriate time the ECM will switch the fuel
solenoid off trapping the metered amount of fuel in the Injector. The downward movement creates a
hydraulic link in the timing chamber (23) driving the metering plunger (20) downward increasing the
pressure in the metering barrel (8).
When the pressure reaches 345 bar (5000 psi) the needle valve (13) will be forced of its seat, atomising
and injecting the fuel into the combustion chamber. When the spill port in the metering plunger (20) passes
into line with the spill passage (21) injection pressure is lost and the needle valve (13) will close, abrubtly
ending the injection phase.
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Chapter 1
Ser vice Training
Service Page 11
9.1.4.4.2 FUEL INJECTOR REMOVAL.
Remove the rocker cover and rockers (2), mark or number the
components, especially the pushrods(1) as they should go back
into their original positions. Remove and mark the bridge pieces
(3). As the rockers may be under load from the pushrods and
camshaft the tappet adjusters may be loosened and the crankshaft
can be rotated in the direction of the arrow (A) at the timing setting
pulley.
When the bridge pieces (2) have been removed and marked. the
injector can be unplugged from the ECM output (2). Remove the
357 804 46 01. 0102
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injector clamp capscrew (3) and the injector clamp (4).
The injector can be carefully prised upward using a pry bar under
the injector and levering against the cylinder head.
Replacing the injector is the reverse of this procedure. Before
fitting the injector ensure that the injector sleeve in the cylinder
head is clean and undamaged.
Always fit new O ring seals to the injector and lubricate them with
15W40 oil prior to fitting.
The O rings must be fitted in the correct order.
Top O ring Red.

Middle O ring White.
Bottom O ring Blue.
Do not twist the O rings during fitting.
Adjust the valves and injectors.

Chapter 1
Service
9.1.4.4.3 ADJUSTING THE VAVLES AND INJECTORS.
The valve clearances and injector "lash" are adjusted at each

cylinder in turn in the same pattern as the firing order.
1 5 3 6 2 4
The crankshaft can be rotated by turning the pulley opposite the

charge pump drive. Do not attempt to rotate the crankshaft by
using the cooling fan as a lever.
Rotate the pulley until the timing mark "A" on the pulley alignes
with the timing mark on the timing chest cover and adjust each
injector and then the valves on each cylinder in turn acording to
the table to within the specified limit with the engine cold.
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C01. Register 05
Injector lash 120°
Inlet valve 0.36mm (0.014")
Exhaust valve 0.69mm (0.027")
ROTATE P U LLE Y SET INJECTOR SET CYLINDER

C R A N K S H A FT POSITION NUMBER NUMBER
1 START A 1 1
2 Advance to B 5 5
3 Advance to C 3 3
4 Advance to A 6 6
5 Advance to B 2 2
6 Advance to C 4 4
Each cylinder has three rocker levers.
The long rocker lever (N°1) is the exhaust valve lever.
The short rocker lever (N°2) is the inlet valve lever.
The centre rocker lever (N°3) is the injector lever.

Chapter 1
Ser vice Training
Service Page 13
Ensuring the alignment of the timing mark (1) adjust the injector
first by loosening the rocker locknut on the centre adjuster (2) and
bottoming the injector by tightening the adjuster down gently until
it bottoms then loosen it again. Do this three or four times to
remove all the fuel from the injector. Tighten the injector again
until it bottoms then undo it 2 flats (120°). Tighten the locknut.
Each of the valve rockers (3) can be adjusted to the appropriate
setting.
Inlet valve 0.36mm (0.014")

Exhaust valve 0.69mm (0.027")
The crank should then be rotated to set the next cylinder in turn
according to the table on page 12.
The valve cover should be replaced, the isolators fitted and the
16 cap screws tightened to 15 Nm (130 inch/lb) in the correct
order as shown. Ensure that the breather tubes and charge air
357 804 46 01. 0102
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pipes are fitted correctly.
9.1.4.5 ENGINE COOLING SYSTEM.
The cooling system of the Cummins QSM engine is similar to

other engines, a pump (4) drives the coolant around the engine
block (5) and cylinder head (6) until the engine attains normal
operating temperature, at this temperature the the thermostat (1)
opens to direct the coolant through the radiator (3) where it is
cooled by the fan (2) to maintain the engine temperature within
an optimum range (82-93°c). As with all pressurised cooling
systems the water must have 50% antifreeze added at all times
and must be pressure tight (0.5bar) to prevent the coolant boiling.
Additionally the Cummins engine has a water filter that contains
soluble crystals (SCA, supplemental cooling additive), these
dissolve in the coolant over time and prevent damage to the
engine liners and cylinder head caused by hydrogen implosion.
Correct maintenance of this filter at the specified intervals is
important, failure to replace this filter could lead to early engine
failure.
Chapter 1
Service
9.1.4.5.1 REPLACING THE WATER FILTER.
Replacement of the water filter should be carried out at the

normal service interval at the same time as the fuel and oil
filters are changed. Before removing the filter ensure that the
system is cool and that the pressure is relieved by removing
the radiator filler cap. Switch the valve on the filter head (1) to
the off position.
Caution
Ensure that the engine is cool before working on the
cooling system. Danger of burning or scalding.
Ensure that the filter valve (1) is switched to the "OFF"

position. Use a filter wrench (2) to remove the cannister (3).
Before fitting the new filter clean the filter head and smear the
rubber seal on the cannister with clean engine oil. Screw the
new filter on until the rubber seal is in contact with the filter
head then tighten the cannister by a further ½ to ¾ turn.
Note
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Do not overtighten the filter cannister, damage or
leakadge may occur.
9.1.4.5.2 REMOVING AND INSPECTING THE THERMOSTAT.
The alternator must be removed to gain access to the

thermostat housing (1). Drain the coolant into a clean
receptacle for re-use.
Caution
The coolant is toxic, exercise care at all times.
Remove the four bolts (2) securing the thermostat housing (1)
to the engine and remove the thermostat housing.
Inspect the thermostat seal (2) and the thermostat (1) for
damage and replace if faulty. Note the nominal temperature
stamped on the body of the thermostat at (4). Test the
thermostat by suspending it in hot water and raising the
temperature of the water. The thermostat must begin to open
within 1°c of the nominal temperature and must be fully open
at the nominal temperature +12°c. It is advisable to fit new
seals to the thermostat housing (3) if possible before re-
assembly. Refit the unit and tighten the screws to 54Nm (40
lb/ft). Refill the system with the saved coolant. If new coolant
is used it must be a 50/50 mix of water and anti freeze.
Chapter 1
Ser vice Training
Service Page 15
9.1.4.5.2 REMOVING THE WATER PUMP.
Removal of the alternator and thermostat housing will facilitate

access to the water pump. Remove the hose connections to the
water pump. Remove the two water pump transfer tube screws
(1) and the three water pump mounting screws (2).
The body of the water pump (3) can then be rotated to bring the
transfer tube (1) away from the cylinder block. The water pump
can then be removed for inspection, repair or replacement as
required. Fitting the water pump is the reverse of this procedure.
Fit and rotate the pump into position, fit and tighten the mounting
screws (2) to 47Nm (35 Lb/ft). Fit the transfer tube screws (1) and
tighten them to 24Nm (18 Lb/ft).
Caution
Ensure that the engine is cool before working on the
cooling system. Danger of burning or scalding.
Caution
The coolant is toxic, exercise care at all times.
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9.1.4.5.3 REMOVAL OF THE PULLEY BELT.
The pulley belt (1) drives the cooling fan and alternator. It is self
adjusting between set limits by an automatic tensioner (2) and
requires only periodic inspection.
To remove the belt fit a square drive bar into one of the holes in
the tensioner (3) and lever the tensioner away to free the belt.
Hold the tensioner in the loose position and remove the belt.
Inspect the belt and the pulleys for damage and replace as
necessary.
9.1.4.6 OIL FILTER REPLACEMENT.
Use a filter wrench to loosen and remove the filter. Thoroughly

clean the filter head, ensuring no particles of the old seal are
sticking to the head. Fill the new filter with clean engine oil and
aplly a light film of oil to the filter seal, screw the filter onto the head
until the seal makes contact and tighten the cannister a further ½
turn approximatly. Start and run the engine ensuring that the oil
pressure is correct and there are no leaks.
Chapter 1
Service
9.1.4.7 ELECTRICAL SYSTEM.
The Cummins QSM engine uses an advanced electronic monitoring and fuel injection system controlled
by the ECM (electronic control module)(4). This unit will indicate faults or potential problems within the
engine by illuminating one of three warning lights in the cabin. There is also the facility for plug in analysis
with an appropriate laptop computer into the test port (1). The plugs on the end of the unit (2) and (3) are
the connections to the Linde harness.
In the front face of the ECM are three double plugs these are from left to right, Linde fault analysis plug
in. The centre plug is the actuator outputs to provide and recieve signals to various optional devices. The
third plug is the engine sensor inputs.
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C01. Register 05
When any fault or error is detected in any part of the system the ECM will detect it and respond by either
shutting the engine down or lighting a warning lamp in the cabin.
The nature of the fault can be analysed by reference to the three warning lights in the cabin mounted in
the right hand instrument pod, see page 17. One of these lights will illuminate to indicate the the fault.
The fault can then be analysed by switching the engine off, wait a few moments and switch the ignition
back on (do not start the engine). Fully press and release the accelerator pedal three times while observing
the warning lights.
The light will flash a "fault code", the number of times the light comes on in a pattern and the colour of the
light illuminated indicates the type or seriousness of the fault.
CAUTION
Failure to observe the warning codes could lead to serious engine damage.
Ser vice Training
Service
9.1.5 CIRCUIT DIAGRAM, CUMMINS ENGINE.
1
2
LED light bar
Gear lever
MDM display
LHS function panel Engine & transmission display
3
- 11Litre ; 6 cylinder- 24 valves
- 246kW @ 2100 rpm (330HP)
- Turbo charged with air to air intercooler
- Max engine speed 2100 rpm
- Full electronic injection system
- Euro 2 emission specification
4
- Type: Electronic controlled power
shift transmission with torque
converter
- Max. input speed: 2550 RPM
- Max Turbine stall torque: 2700Nm
- Input horsepower range: Max 275 kW
- Gearshift: Electronic controlled
4 speed clutches + 2 directional
clutches
- Number of gears: 4 forward & reverse
(1st gear start incl.)
- Dual pump
75.8 l/min @ 2000 rpm - lubrication and cooling
92.8 l/min @ 2000 rpm - clutch filling, lube & cooling
Always with 2 remote filters.
5
- Black & white LCD- display with contrast adjustment
- Up to 30 analogue & digital gauges; graphs etc.

are available (e.g. engine rpm; engine temperature;
fuel consumption; hour meter etc.)
- Pop-up messages (e.g. service interval)

& warnings (e.g. engine oil pressure to low etc.)
- Display is in 8 languages
6
- Power supply: 5 - 32V
- Temperature: - 25°C to + 55°C
- Dual-band 900/1800 MHz or 900/1900 MHz GSM modem

GPRS class 2 & 10 capability
- Data, SMS, Voice & Fax service available
- Data rate transfer rate is up to 14.4 kBits/s
7
MDM display - Designed for in- & outdoor use
- Digital output: 1
- LED back-lit LCD display
- Resolution: 202 - 32 pixels
- 1 PC communication port
- Power & CAN-bus connection
2 x ”XT2” unit’s - 5 Diagnosis menus
2 x “XS” unit’s
- Designed for outdoor environment

- Designed for in-cab use only
- Current outputs: 2x2
- Temperature:- 25°C to + 70°C
- Digital outputs: 6
- Voltage / frequency inputs: 10
- Analogue inputs: 10
- CAN interface J1939
- Digital inputs: 16
- Digital outputs: 4
8
9
Conventional electric system
For every signal a seperate

wire
Engine temperature
Boom angle potentiometer
Joystick
Container weight
etc..........
10
CAN-bus = Controller Area Network
Now all signals are going over

two wires
Engine temperature
Boom angle potentiometer
Joystick
Jontainer weight
etc..........
11
What does the CANBUS system in the
357-03 Reachstacker look like?
12
Modem
DANA Engine &

Cummins Transmission Transmission
IQAN MDM Display 2 x “XS” 2 x ”XT2” Controller Display
unit’s unit’s QSM11
APC 200
CANBUS for data transfer
13
How are the component’s
linked together?
14
XS: 0 Unit XS: 1 Unit IQAN MDM Display
XT2: 0 Unit XT2: 1 Unit
Front Cabin Rear Cabin
LHS Chassis RHS Chassis
Engine &
Transmission
Display
DANA
Cummins
Transmission
QSM11
APC 200
15
How does the CANbus system in the
new 357-03 Reachstacker work?
16
∗Engine start∗
30 50
+24V
IQAN MDM Display XS:0 Unit
/
Front Cabin +24V XT2:0 Unit
RHS Chassis
MDM send XS:0 send XT2:0

MDM receive engine ignition key receives
ignition key start signal signal to engine
signal from to XT2:0 MDM start signal
XS:0 from MDM
17
Data transfer rate is
about 250 kBits/s Engine
RPM‘s
Engine Fuel Oil Engine Fuel Oil

RPM‘s level temperature RPM‘s level temperature
Engine
RPM‘s
How is a byte built up?
19
Example for engine RPM signal
Start Prio. 5 Engine RPM‘s 1890 RPM Checking Receipt End
Priority Identifier Value
Example for fuel level signal
Start Prio. 6 Fuel level 330 L Checking Receipt End
20
3,5 Volt
2,5 Volt
CAN HI
CAN LO
HIGH 0 V LOW 2 V
2,5 Volt
1,5 Volt
21
- Structure of J1939 CANBUS
CAN HI
End resistor End resistor in
in harness 120 Ω CAN LO XT2 LHS unit

120 Ω
- checking CANBUS-function by measuring of resistance

CAN HI
About 120
about 120
Ω
Ω 120 Ω 120 Ω (but not measurble
because it‘s
inside of
the XT2 unit)
CAN LO
Plugs connected
Plugs engine display;
to engine
connected to display;
Batteries disconnected
Cummins QSM11
Cummins APC 200
& APC
QSM11 & 200
about 120Ω
about 120Ω
22
Checking CANBUS for a short circuit
+ 24V
Measured against
> 5 MΩ
Battery Positive
CAN HI
120 Ω 120 Ω
CAN LO
Plugs connected
to engine
Cummins QSM11
Cummins APC 200
& APC
QSM11 & 200 Batteries disconnected
about 120Ω
about 120Ω
23
Checking CANBUS about short circuit
Measured against
Battery Negative
CAN HI
120 Ω 120 Ω
CAN LO
> 5 MΩ
- 24v
Plugs connected
to engine
Cummins QSM11
Cummins APC 200
& APC
QSM11 & 200 Batteries disconnected
about 120Ω
about 120Ω
24
What happens when the Parker
IQAN system detects an error?
25
The driver can instigate a text
message by pressing the F2 button, or
E1X357P00044
ERROR SUM 2
1 message
WDO ERROR SUM 2
received
Value=2:UNUSUAL
PRES.
Show Exit
The truck sends a text

message automatically
26
There are 3 different ways of diagnosis
Using the Parker IQAN system
How can I diagnose a fault
in access
1.Direct the Parker IQAN
through system?
the MDM display
2.With a laptop connected directly to

the MDM display
3.With a laptop connected via a modem to

the MDM display
27
Direct access through
the MDM display
28
With a laptop connected directly to the MDM display
29
With a laptop connected
via a modem to the MDM display
30
Through the modem you can chat with the
Reach Stacker operator by sending short
messages.
Hello
Hello
Is
Is the
the machine
machine OK?
OK?
50
50
REMOTE MESSAGE 40 YES

YES NO
NO
Hello
Is the machine OK?
YES NO
11:35:34
11:35:34
>> Hello
Hello
>> Is
Is the
the machine
machine ok
ok
<< Waiting
F1: YESfor reply: 40 seconds left
The operator can answer by pressing either

the F1 or F2 button.
31
1
2
MDM menu’s
-By pressing the “ESC” button of the MDM

-Bythe
pressing
screenthe
will“∆UP/∇DN” button submenu’s
change to various of the MDM
thefor
screen will change
diagnostic between the various sub-
porpoises
menu’s
3
The most important menu’s
for a service engineer are:
4
1. Properties menu
- This menu contains functions for calibrating inputs, adjusting outputs & changing
the values of function parameters.
(Note: The access to the submenu INPUTS & OTHERS requires a password.)
V V
F1 F3
UP
V
W
DN
V
F3 UP
V
W
DN
V
F3
UP
V
W
DN
V
F3
5
Calibration menu Parameter settings
- Throttle pedal potentiometer 1 & 2 - Engine low idle speed

- Boom angle potentiometer 1 & 2 - Low fuel consumption-RPM
- Boom length potentiometer 1 & 2 (e.g. throttle pedal function on/off)
- Fuel level sensor - Max vehicle speed
- Joystick “X” & “Y” axes - Min & max angle slow/stop
- Brake pedal position - Min & max length slow/stop
etc….
6
2.Measure menu
- This menu contains functions for measuring on the different channels.
- Press INPUTS [F1], OUTPUTS [F2] or OTHER [F3] to select & measure
the value of an input, output or function parameter. Browse the list for the different
types of inputs, outputs or function parameter with the VUP/DNW button.
V V V
INPUT signals F1 OUTPUT signals F2 Other’s F3
UP
UP
V
V
W
W
DN
DN
UP
UP
V
V
W
W
DN
DN
UP
V
W
DN
7
Overview of the various input & output signals.
-Voltage in:
The input signal comes primarily from analogue sensors & levers.
-Digital in:
Digital inputs are high or low value signals. They are mostly used for buttons,
position sensors & guards.
-Frequency in:
Typical functions are used for speed or revolution measures.
-Current out:
The current outputs are analogue & are used to control proportional valves.
- PWM out:
Pulse Width Modulation output to control pulsar values. The channel’s
function is similar to the current outputs.
-Digital out:
Digital outputs are high or low value signals. They are mostly used for active
lamps, on/off valves or to activate relays.
8
-Voltage input signal V
(Throttle pedal;boom angle & length etc.)
4.5
4.0
3.5
3.0
2.5
2.0
+ 5V
1.5
1.0
0.5
Time in
1 2 3 4 5 6 7 8 sec
-Digital input signal

(Ignition key; joystick switches etc.) V
24.0
Switch closed
Switch closed
+ 24V
0.0
Time in
1 2 3 4 5 6 7 8 sec
9
-Current or PWM (Pulse Width Modulation) output signal
(Lift/lower & extend/retract solenoids; lift pump control)
100%
Solenoid is:
Coil energised
Coil energised
Coil energised
1ms on / 4ms off
( 20% on / 80% off)
Valve is 20% open

0.0
1 2 3 4 5 6 7 8 9 10 11 12 Time in
ms
10
100%
Solenoid is:
Coil energised
Coil energised
Coil energised
Coil energised
1ms on / 1ms off
( 50% on / 50% off)
Valve is 50% open

0.0
1 2 3 4 5 6 7 8 9 10 11 12 Time in
ms
11
100%
Solenoid is now
permanent energised
Coil ≅
energised 100% on
Valve is 100% open

0.0
1 2 3 4 5 6 7 8 9 10 11 12 Time in
ms
12
Input signals
V
F1
UP UP UP
- Main brake pressure (in bar) V V V
- Service brake pressure (in bar) W W W
- Throttle pedal 1 & 2 (in % or mV) DN DN DN
- Brake pedal position (in % or mV)
- Joystick “X” & “Y” axes (in % or mV)
- Boom length 1 & 2 (in cm)
- Boom angle 1 & 2 (in °)
- Lift cylinder pressure LHS & RHS - 1st/2nd gear start - Actual gear 0 - 4 - Shift in process
“TOP” & “BOTTOM” (in bar) - 1st to 4th gear selected - Selected gear 0 - 4 - Transmission automatic/manual
- Fuel level (in Litre) - Forward or reverse selected - Engine speed RPM - Fault active
etc….. - Ignition key signal - Engine torque (in %)
- Handbrake switch - Vehicle speed (in km/h)
- Override key - Transmission temp. (in °C)
- Joystick switches ext./retr. or lift/lower - Transmission info bytes 1 - 8
- Red, yellow or green spreader light etc...
etc….
13
Output signals
V
F2
UP UP
V V
- LED light bar in mA W W
- Extension / Retraction PWM in mA DN DN
- Lift / lower PWM in mA
- Brake cooler relay - Hydraulic pump in mA

- Reverse light relay
- Low fuel light
- Warning buzzer
- Alarm buzzer
- Engine start
- WDO valve
etc...
14
Other’s
V
F3
UP
V
W
- Container counter DN
- 32000T counter
- Drive counter
- Lift / Lower counter
- Overheat counter
- 105% overweight counter
- 120% overweight counter
- IQAN hours
- Engine hours
- Container hours
- No container hours
- Drive hours
- Lift / lower hours
- Extension / retraction hours
15
3.Display setting
This menu contains functions to change
the display’s contrast & backlight,
change language, set the volume for the
buzzer, change button sound & set date
& time.
V
F1
V
F2
V V
F1 F2
UP
V
W
DN
16
V
F3
V V
F1 F2 UP
V
W
DN
UP
V
V V W
F1 F2 DN
UP
V
W
DN
UP
V
W
DN
UP
V
W
DN
17
1
Start screen of the IQAN-develop G3
program & menu / tool bar explanation
2
Start screen of the IQAN-develop G3 program
- To start the program click on the IQAN-develop icon on your desktop or find it in your explorer
In the main window, you find all the commands & drop-down menus or as
buttons in the tool bar.
At the bottom of the window ,there is a status bar which shows,

for example,your access level or your connection status.
3
IQAN-develop G3 menu bar
F1 Help menu
Measure menu
View menu:
System menu:
Edit menu:
File menu:
4
IQAN develop-G3 tool bar
Application information
Printer application
Save application
Block diagram print-out
Open an existing application
Application code request
5
IQAN develop-G3 tool bar
IQAN-develop help Start measure button
Show channel information
Overview of all highlighted channels
Get all data from IQAN

master
6
To get application data from the
MDM Display via direct access
Using a Laptop or desktop PC
7
Get application data from MDM display
To view or measure an application in a master you need to get the data from the MDM
IQAN-develop first. All application information such as modules, channels & objects
are uploaded.
001.970.60.01
8
9
IQAN develop-G3 system overview
On the first page, (system overview) the system is presented as Linde HTD has
designed it with all the included modules.
Each module is presented as a

block diagram on separate tabs &
easily accessible by clicking
on the respective tab strip.
All IQAN modules which are built into a

Reachstacker are represented in the system
overview with serial number,
hard- & software version.
The green squared

The application type & software version light gives the status
is shown in the status bar. for the connection
The lock indicates that this application to the master
has been protected by a code. (MDM display).
10
IQAN develop-G3 block diagram
The different modules are presented in the form of block diagrams. In each respective block diagram you get an
overview of all the channels in the module.
CAN bus CAN bus
Module type identity address
Location of
the module
Channel connection status:
≅ channel is connected
≅ channel is memorised
≅ channel indicates hard-

ware error
Channel Channel
name tag value
Click on grey box
to measure
channel
Channel information
of unit address:
signal type & pin number
11
via modem access to a Laptop or PC
12
Get application data from MDM display via modem
By connecting a modem to your PC, you can communicate with the remote IQAN system.
It is possible to send & get application information, measures & chat with the remote user.
13
It is recommended to open the particular truck application file first before connecting via
modem. This will shorten the file upload time of the truck.
14
Modem: Connected to 9004432
15
Get the Event & Error Log data from
the MDM Display & save the
data into an Excel file
16
Get Event & Error Log from MDM display
There is an Event & Error Log in the MDM unit. The Error Log saves all the system errors that
the MDM detects.
The Event Log is used to collect a channel’s value for a specific event.
Note:
-Click “YES” if connected direct
to the MDM
-Click “NO” if connected via modem
to the modem
17
Save Event & Error Logs as an EXCEL file on a PC
The entire Event or Error Log can be copied to the Windows clipboard & thereafter
pasted into Excel or Word.
Open Excel on your PC and ...
18
Save Event & Error Logs as an EXCEL file on a PC
The entire Event or Error Log can be copied to the Windows clipboard & then
pasted into Excel or Word.
… paste all data from the clipboard

into a Excel sheet
19
Measuring channels with
the Multimeter window
20
Measuring with the multimeter
Often you want to measure several channels from different block diagrams at the same time. In IQAN develop
there is a multimeter function where you can create your own collection of channels.
Should it be necessary to reduce

the amount of selected channels then
right-click on desired channel &
select “Highlight”, the deselected
channels are deactivated
21
Measuring with the multimeter
Often you want to measure several channels from different block diagrams at the same time. In IQAN develop,
there is a multimeter function where you can create your own collection of channels.
It is also possible to shortcut a selected

Channel. Right-click on desired channel &
select “Go to”, IQAN-develop will immediately
show you the block diagram with the selected
channel.
22
Measuring channels using Graphs
23
Measuring using Graph
On the page “Graph”, a window is shown where the measured values from the channels are presented as graphic
curves.
Measurement window
with graphic curves
Active channels can be shown

in form of a graphic curve
Channel information window

with channel names & data
24
IQAN CHANNEL NAME STAGE NAME ERROR MESSAGES IN IQAN SCREEN activated PWM WDO reset 1 or reset 2 or reset 3 override datalogger refernce F1 F2
1 WDO ERROR SUM 2 1:ANGLE SENSOR ERROR AT ANGLE SENSOR 1 AND 2 OR READING CHANGE a Angle Sensor 1 hardware problem off off ign off turn override F1 OR key turn<10sec WDO error Sum2 1: Angle sensor ignore give engineer SMS text massage
WITH JOYSTICK IN NEUTRAL b Angle Sensor 2 hardware problem off off only than only than F2 key turn<10sec WDO error Sum2 1: Angle sensor ignore give engineer SMS text massage
c misalinement of +/- 3 degrees between angle senor 1 and 2 off off when fault when fault key turn<10sec WDO error Sum2 1: Angle sensor ignore give engineer SMS text massage
d movement of more than 6 degrees of the boom with joystick in neutral off off is gone is gone key turn<10sec WDO error Sum2 1: Angle sensor ignore give engineer SMS text massage
2 WDO ERROR SUM 2 2:LENGTH SENSOR ERROR AT LENGTH SENSOR 1 AND 2 OR READING CHANGE a length Sensor 1 hardware problem off off ign off turn override F1 OR key turn<10sec WDO error Sum2 2: Length sensor ignore give engineer SMS text massage
WITH JOYSTICK IN NEUTRAL b length Sensor 2 hardware problem off off only than only than F2 key turn<10sec WDO error Sum2 2: Length sensor ignore give engineer SMS text massage
c misalinement of +/- 40cm in boom length between length sensor 1 and 2 off off when fault when fault key turn<10sec WDO error Sum2 2: Length sensor ignore give engineer SMS text massage
d movement of more than 80cm of the boom length with joystick in neutral off off is gone is gone key turn<10sec WDO error Sum2 2: Length sensor ignore give engineer SMS text massage
3 WDO ERROR SUM 2 3:deltaP=LIFT THERE IS AN UNUSSUAL PRESSURE DIFFERENCE a difference lift. Cyl. A-LHS-RHS > 10bar during lifting (bottom) off off ign off turn override F1 OR key turn<10sec WDO error Sum2 3: deltaP=LIFT ignore give engineer SMS text massage
4:deltaP=LOWER THE 2 PRES. SENSORS AT THE TOP OR BOTTOM b difference lift. Cyl. A-LHS-RHS > 45bar during lowering (bottom) off off only than only than F2 key turn<10sec WDO error Sum2 4: deltaP=LOWER ignore give engineer SMS text massage
5:deltaP=DRIVE c difference lift. Cyl. A-LHS-RHS > 20bar during driving (bottom) off off when fault when fault key turn<10sec WDO error Sum2 5: deltaP=DRIVE ignore give engineer SMS text massage
6:deltaP=STOP d difference lift. Cyl. A-LHS-RHS > 10bar when stoped (bottom) off off is gone is gone key turn<10sec WDO error Sum2 6: deltaP=STOP ignore give engineer SMS text massage
7:deltaP=B-TOP e difference lift. Cyl. B sensor 1-2 > 10bar when stoped (top) off off key turn<10sec WDO error Sum2 7: deltaP-B-TOP ignore give engineer SMS text massage
4 WDO ERROR SUM 2 8:PRE.SEN.ERROR A HARDWARE ERROR IS ON ONE OR MORE AT THE a hardware error on LHS lift cylinder pressure transuser bottom off off ign off turn override F1 OR key turn<10sec WDO error Sum2 8:PRESEN.ERROR ignore give engineer SMS text massage
PRESSURE SENSOR AT THE LIFT CYLINDER b hardware error on RHS lift cylinder pressure transuser bottom off off only than only than F2 key turn<10sec WDO error Sum2 8:PRESEN.ERROR ignore give engineer SMS text massage
c hardware error on Sensor1 lift cylinder pressure transuser top off off when fault when fault key turn<10sec WDO error Sum2 8:PRESEN.ERROR ignore give engineer SMS text massage
d hardware error on sensor2 lift cylinder pressure transuser top off off is gone is gone key turn<10sec WDO error Sum2 8:PRESEN.ERROR ignore give engineer SMS text massage
5 WDO ERROR SUM 1 1:OVERRIDE STUCK OVERIDE KEY STUCK OR YOU ARE HOLDING IT LONGER a turn the override longer than 10 seconds off off switch off WDO error Sum1 1:OVERIDE STUCK ignore
THAN 10 SECONDS off off the overide WDO error Sum1 1:OVERIDE STUCK ignore
off off key WDO error Sum1 1:OVERIDE STUCK ignore
off off WDO error Sum1 1:OVERIDE STUCK ignore
6 WDO ERROR SUM 1 2:UNUSUAL PRES. THERE IS UNUSUAL PRESSURE AT THE LIFT CYLINDER, a LHS Lift.cyl. Bottom <30bar or >330bar off off ign off turn override key turn <10sec WDO error Sum1 2:UNUSUAL PRESS. ignore give engineer SMS text massage
OUT OF THE NORMAL OPERATION FIGURES b RHS Lift.cyl. Bottom <30bar or >330bar off off only than only than > 62deg. or <1deg. WDO error Sum1 2:UNUSUAL PRESS. ignore give engineer SMS text massage
c Lift.cyl. Top B sensor 1 >220bar off off when fault when fault weight < -5 ton WDO error Sum1 2:UNUSUAL PRESS. ignore give engineer SMS text massage
d Lift.cyl. Top B sensor 2 >220bar off off is gone is gone yel.spr.light on WDO error Sum1 2:UNUSUAL PRESS. ignore give engineer SMS text massage
7 WDO ERROR SUM 1 4:JS-Y-AXSIS THERE IS A HARDWARE PROBLEM: THE JOYSTICK a lift&lower switch low and lift/lower poti is outside <-1% or >1% off off ign off turn override PRESS F2 key turn<10sec WDO error Sum1 4:JS-Y-AXSIS ignore give engineer SMS text massage
5:JS-X-AXSIS PLEASE CALIBRATE JOYSTICK b ext.&retr. switch low and ext./retr. poti is outside <-1% or >1% off off only than only than OF ERROR key turn<10sec WDO error Sum1 5:JS-X-AXSIS ignore give engineer SMS text massage
7:JOYSTICK HARDW. c hardware problem on lift/lower potensiomenter off off when fault when fault MESSAGE key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
7:JOYSTICK HARDW. d hardware problem on ext./retr. potensiomenter off off is gone is gone key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
7:JOYSTICK HARDW. e hardware problem on ext. switch off off ign off turn override PRESS F2 key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
7:JOYSTICK HARDW. f hardware problem on retr. switch off off only than only than OF ERROR key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
7:JOYSTICK HARDW. g hardware problem on lower switch off off when fault when fault MESSAGE key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
7:JOYSTICK HARDW. h hardware problem on lift switch off off is gone is gone key turn<10sec WDO error Sum1 7:JOYSTICK HARDW. ignore give engineer SMS text massage
8 WDO ERROR SUM 1 3: E-PILOT-PRES. PILOT PRESSURE LOW WITH WDO ENERGIECED a pilote pressure > 15bar and watchdog is switched off off off ign off PRESS F2 2sec delay eng.rpm=0 WDO error Sum1 3: E-PILOT-PRES. ignore give engineer SMS text massage
and off off OF ERROR vertical lift/low. WDO error Sum1 3: E-PILOT-PRES. ignore give engineer SMS text massage
b engine have to run more than 8 seconds off off MESSAGE WDO on WDO error Sum1 3: E-PILOT-PRES. ignore give engineer SMS text massage
off off F2 error massage WDO error Sum1 3: E-PILOT-PRES. ignore give engineer SMS text massage
9 WDO ERROR SUM 1 8:OUTPUT ERROR HARDWARE ERROR ON PROP. VALVE LIFT/LOWER/RETR. a electric hardware error on lift or/and lower prop. solenoid valve off off ign off turn override key turn WDO error Sum1 8:OUTPUT ERROR ignore give engineer SMS text massage
OR WDO SOLENOID b electric hardware error on ext. or/and retr. prop. solenoid valve off off ign off turn override key turn WDO error Sum1 8:OUTPUT ERROR ignore give engineer SMS text massage
c electric hardware error on WDO solenoid valve off off ign off turn override key turn WDO error Sum1 8:OUTPUT ERROR ignore give engineer SMS text massage
speed limit throttle
10 ERROR SUM DRIVE 1:LOW BRAKE PRES. THE BRAKE PRESSURE IS TO LOW DANGER DURING a main brake preassure <60 bar after engine runs more than 10 seconds 5km/h 1000rpm ign off turn override more >100bar engine stop ERROR SUM DRIVE 1:LOW BRAKE PRES. ignore give engineer SMS text massage
DRIVING, BAD BRAKING POSSIBLE
11 ERROR SUM DRIVE 2:E-BRAKE PEDAL HARDWARE ERROR ON PRES. SENSOR OR BRAKE PEDAL a service brake pressure more than >10 bar an pedal pos. less than <25% 5km/h 1000rpm ign off turn override engine stop ERROR SUM DRIVE 2:E-BRAKE PEDAL ignore give engineer SMS text massage
7:BRAKE HARDWARE TP PRESSURE SENSOR MISALIGNMENT b HARDWARE ERROR ON MAIN PRES. SENSOR, SERVICE BRAKE SENSOR, 5km/h 1000rpm ign off turn override engine stop ERROR SUM DRIVE 7:BRAKE HARDWARE
BRAKE PEDAL POTI OR HANDBRAKE SOLENOID
BRAKE FILTER IS BLOCKED, PLEASE CHANGE FILTER a brake filter full ERROR SUM DRIVE 3:BRAKE FILTER ignore give engineer SMS text massage
CARDRIDGE a brake temperure higher than 70 degrees ERROR SUM DRIVE 4:BARKE TEMP. ignore
a hydr. Temperature high more than 70deg. ERROR SUM DRIVE 5:HYDR. TEMP. ignore
a hydr. Oil level low, lift, extention stopped ERROR SUM DRIVE 6:HYDR. OIL LEVEL ignore
a brake sensor hardware problem ignore give engineer SMS text massage
a throttle problem: poti1 and poti2 +/- 1.5% out ign off turn override turn key ERROR SUM DRIVE 8:THROTTLE ignore give engineer SMS text massage
Service Training
Page1
Throttle pedal potentiometer 1 & 2 calibration
1. Press “ESC” & scroll with “up/dn” button until to the “PROPERTIES” menu
PROPERTIES
INPUTSIN OTHER
2. Press F1 “PROPERTIES -INPUTS” & F1 in “VOLTAGE IN” again to get into “SELECT
FUNCTION” mode
VOLTAGE IN
SELECT
3. Press “up/dn” button until “THROTTLE PEDAL 1” appear in MDM display
SELECT FUNCTION
THROTTLE PEDAL 1 0.0%

SELECT
Service Training
Page2
4. Press F1 “SELECT” to enter into “THROTTLE PEDAL 1 MIN” selection mode & press F1
“SELECT” to enter into calibration mode
MIN 0.0% [ 0.0]
THROTTLE PEDAL 1 640mV

SELECT
5. Do not move the throttle pedal & press F3 “SET MIN” to set the minimum current of the
potentiometer 1; press F1”OK” to save it
(MDM display is going back into selection mode between throttle pedal 1 MAX & MIN)
MIN 0.0% [ 0.0]

OK CANCEL SET MIN
6. Press “up/dn” button to select “THROTTLE PEDAL 1 MAX” & press F1 “SELECT” to enter into
calibration mode
MAX 100% [ 0.0]

SELECT
Service Training
Page3
7. Press the throttle pedal completely down; the digits in the brackets will change to [ 100]; press
F3 “SET MAX” to set maximum current of the potentiometer 1; press F1 “OK” to save it
(MDM display is going back into selection mode between boom length MAX & MIN)
MAX 100% [ 0.0]

OK CANCEL SET MAX
8. Press “ESC” & MDM display goes back to “SELECT FUNCTION” mode
SELECT FUNCTION
THROTTLE PEDAL 1 0.0%

SELECT
The calibration of throttle pedal potentiometer 1 has been completed
The same calibration procedure applies for throttle pedal potentiometer 2.

Service Training
Page1
Brake pedal potentiometer calibration
PROPERTIES
INPUTSIN OTHER
FUNCTION” mode
VOLTAGE IN
SELECT
3. Press “up/dn” button until “BRAKE PEDAL POS.” appear in MDM display
SELECT FUNCTION
BRAKE PEDAL POS. 0.0%

SELECT
Service Training
Page2
4. Press F1 “SELECT” to enter into “BRAKE PEDAL POS. MAX” selection mode & press F1
MAX 0.0% [ 0.0]
BRAKE PEDAL POS. 4775mV

SELECT
5. Do not move the brake pedal (make sure that the brake pedal is fully up) & press F3 “SET
MAX” to set the maximum current of the potentiometer; press F1”OK” to save it
(MDM display is going back into selection mode between brake pedal MAX & MIN)
MAX 0.0% [ 0.0]

OK CANCEL SET MAX
6. Press “up/dn” button to select “BRAKE PEDAL MIN” & press F1 “SELECT” to enter into
calibration mode
MIN 100% [ 0.0]

SELECT
Service Training
Page3
7. Press the brake pedal completely down; the digits in the brackets will change to [ 100]; press
F3 “SET MIN” to set minimum current of the potentiometer; press F1 “OK” to save it
MIN 100% [ 0.0]

OK CANCEL SET MIN
SELECT FUNCTION
BRAKE PEDAL POS. 0.0%

SELECT
The calibration of brake pedal potentiometer has been completed

Service Training
Page 1
Boom angle potentiometer 1 & 2 calibration

1. Lower boom completely with override key until end of stroke
PROPERTIES
INPUTSIN OTHER
FUNCTION” mode
VOLTAGE IN
SELECT
4. Press “up/dn” button until “BOOM ANGLE 1” appear in MDM display
SELECT FUNCTION
BOOM ANGLE 1 0.0°

SELECT
Service Training
Page 2
5. Press F1 “SELECT” to enter into “BOOM ANGLE 1 MAX” selection mode & press F1 “SELECT”
to enter into calibration mode
MAX 0.0° [ 0.0]
BOOM ANGLE 1 4809 mV

SELECT
6. Press F3 “SET MAX” to set the maximum current of the potentiometer & save it with F1”OK”;
(MDM display is going back into selection mode between boom angle MAX & MIN)
MAX 0.0° [ 0.0]
BOOM ANGLE 1 4804mV

OK CANCEL SET MAX
Service Training
Page 3
7. Switch the engine on & LIFT boom with override key completely up until end of stroke
(don’t switch off the engine or you have to enter the password again)
8. Press “up/dn” button to select “BOOM ANGLE 1 MIN” & press F1 “SELECT” to enter into
calibration mode
MIN 63.3° [ 62.1]
BOOM ANGLE 1 249mV

SELECT
9. Press F3 “SET MIN” to set minimum current of the potentiometer & save it with F1 “OK”
(MDM display is going back into selection mode between boom angle MAX & MIN)
MIN 63.3° [ 63.3]
BOOM ANGLE 1 342mV

OK CANCEL SET MIN
Service Training
Page 4
SELECT FUNCTION
BOOM ANGLE 1 63.3°

SELECT
The calibration of boom angle potentiometer 1 has been completed
The same calibration procedure should be used to calibrate boom angle

potentiometer 2.
Service Training
Page 1
Boom length potentiometer 1 & 2 calibration

1. Retract boom completely with override key until end of stroke
PROPERTIES
INPUTSIN OTHER
FUNCTION” mode
VOLTAGE IN
SELECT
4. Press “up/dn” button until “BOOM LENGTH 1” appear in MDM display
SELECT FUNCTION
BOOM LENGTH 1 875cm

SELECT
Service Training
Page 2
5. Press F1 “SELECT” to enter into “BOOM ANGLE 1 MAX” selection mode & press F1
MAX 875 cm [ 875]
BOOM LENGTH 1 4897 mV

SELECT
6. Press F3 “SET MAX” to set the maximum current of the potentiometer & save it with F1”OK”;
MAX 875 cm [ 875]

OK CANCEL SET MAX
Service Training
Page 3
7. Switch the engine on & EXTENT boom with override key completely until end of stroke
(don’t switch off the engine or you have to enter the password again)
8. Press “up/dn” button to select “BOOM ANGLE 1 MIN” & press F1 “SELECT” to enter into
calibration mode
MIN 1640 cm [ 1640]

SELECT
9. Press F3 “SET MIN” to set minimum current of the potentiometer & save it with F1 “OK”
MIN 1640 cm [ 1640]

OK CANCEL SET MIN
Service Training
Page 4
SELECT FUNCTION
BOOM LENGTH 1 1640 cm

SELECT
The calibration of boom length potentiometer 1 has been completed
The same calibration procedure should be used to calibrate boom length

potentiometer 2.
Service Training
Page1
Joystick calibration X & Y-axes

1. Lower boom completely or place spreader on a container
PROPERTIES
INPUTSIN OTHER
FUNCTION” mode
VOLTAGE IN
SELECT
4. Press “up/dn” button until “JOYSTICK X-AXES” appear in MDM display
SELECT FUNCTION
JOYSTICK X-AXES 0.0 %

SELECT
Service Training
Page2
5. Press F1 “SELECT” to enter into “JOYSTICK X-AXES MAX” selection mode & press F1
MAX 100% [ 0.0]
JOYSTICK X-AXES 4534 mV

SELECT
6. Move joystick completely too the R/H side; the digits in the brackets will change to [ 100]; keep
the joystick in this position & press F3 “SET MAX” to set the maximum current of the joystick
potentiometer for boom extension; press F1”OK” to save it;
(MDM display is going back into selection mode between JOYSTICK X -AXES MAX & MIN)
MAX 100% [ 100]

OK CANCEL SET MAX
7. Press “up/dn” button to select “JOYSTICK X -AXES MIN” & press F1 “SELECT” to enter into
calibration mode
MIN -100% [ - 0.4]

SELECT
Service Training
Page3
8. Move the joystick completely too the L/H side; the digits in the brackets will change to [ - 100];
keep the joystick in this position & press F3 “SET MIN” to set minimum current of the joystick
potentiometer for retraction; press F1 “OK” to save it
(MDM display is going back into selection mode between joystick MAX & MIN)
MIN -100% [ - 0.9]

OK CANCEL SET MIN
The joystick calibration is not been finished yet at this point because of the negative value
of [ - 0.9] in the rectangle brackets. This value has to bee changed manually in the MDM
display as follow:
9. Press F1 “SELECT” to enter into “JOYSTICK X-AXES” calibration mode again
MIN -100% [ - 0.9]

SELECT
Service Training
Page4
10. Press the “up/dn” button to reduce the value in the brackets at the half value of – 0.9 (= [ - 0.4]);
the mV will reduce at the same time in the display shown below at the value in the brackets;
press F1 “OK” to save the new adjusted value; (MDM display is going back into selection mode
between joystick MAX & MIN)
MIN -100% [ - 0.4]

OK CANCEL SET MIN
11. Press the “up/dn” button to select “JOYSTICK X –AXES MAX” mode & press F1 “SELECT” to
enter into calibration mode
MAX 100% [ - 0.4]

OK CANCEL SET MAX
Service Training
Page5
12. Press “up/dn” button to reduce the value in the rectangle brackets from [ – 0.4] to [ 0.0]. The
mV value below the brackets will change as well. Press F1 “OK” to save the new adjusted
value
(MDM display is going back into selection mode between joystick MAX & MIN)
MAX 100% [ 0.0]

SELECT
13. Press “ESC” to return back into the “SELECTION FUNCTION” mode
SELECT FUNCTION
JOYSTICK X-AXES 0.0 %

SELECT
The calibration of the X-axes (EXTENSION – RETRACTION) of the joystick has

been completed.
The same calibration procedure applies for the Y-axes of the joystick then for the X-
axes.
TECHNICAL DESCRIPTION DESCRIPTION
Type 357 03 reachstackers are designed to lift and trans- with a hydraulically moving cabin as standard. To The brake system hydraulic oil reservoir is fitted to
port containers between 20 ft and 40 ft in length at weights gain access for maintenance services, it can be the rear bulkhead of the cab behind the access
up to 45 tonnes. The maximum travel speed is 24.9 kph, unlocked and moved. door. The left and right rear skin panels of the cab
without a load. The maximum climbing gradient is 30.9%. Steps and a walkway on the left hand side of the can be removed to allow access to the windscreen
The handler has automatic self-levelling and sway damp- truck are provided for normal access. The right washer reservoir. The heater / fresh air unit is fitted
ing, 95°/185° rotation and +/- 800 mm sideshift. hand door can be used in an emergency. On CH behind the rear access door. This can be pivoted
outwards to allow access for maintenance.
Engine models an emergency exit is situated at the rear of
the cabin. The electrical fuse box for main truck systems,
The trucks are fitted with a Cummins 11 litre liquid cooled, spreader relays and load sensing electronic control
The cab and doors have large glazed areas to allow
6 cylinder turbocharged direct injection diesel engine which is fitted behind a lockable door in the left hand side
the driver maximum visibility during operations.
develops a rated output of 246 kW. Maximum engine torque of the chassis.
Screen wipers and washers are fitted to the front,
of 1674 Nm is attained at 1100 rpm. The engine draws fuel The batteries and air cleaner are mounted within a
top and rear screens with demist functions as part
from two tanks fitted in the chassis left hand compartment. compartment in the left hand side of the chassis
of the heater system to maintain visibility.
Engine lubricating oil is filtered by a twin element oil filter behind a lockable door.
and a rotary bypass filter. The engine and transmission compartment covers Drive axle
The oil cooler is of the plate type and is located under a can be opened for access to the drive train. The drive axle is driven by the transmission through
cast-iron cover on the right-hand side of the engine block. The boom positioning and container handler func- a propeller shaft. The axle is a double reduction
A combined radiator, engine, transmission oil cooler is tions are controlled by a central control lever mount- type with hub planetary reduction gears.
fitted in the engine compartment. Cooling air is drawn ed on the driver's control centre. Operational travel
357 804 25 01 GB 0104

through the radiator by the engine cooling fan and is speed of the truck is restricted to 5km/hr when: Steer axle
discharged through the engine compartment and under
the drive axle. - The load lifted exceeds 70% of the truck capacity The steer axle is mounted on spherelastic bushes
at the given boom position.
Transmission which allow sufficient wheel movement for stability
- The boom is extended more than 930 cms. over uneven ground. Steering movement is provid-
An automatic, electronically controlled four-speed powered by a double-acting hydraulic cylinder acting on
shift transmission is driven by the engine. Manual pre- A central system fault warning light is fitted in the
fixed length steering links. The steering stub axles
selection of gears can be made. The driving direction is top steering column cover in front of the steering
pivot on roller bearings and the steering links are
selected with a control lever mounted on the steering wheel. System warning lights, truck status display
fitted with plain bush bearings.
column. and the working light switch are mounted in panels
fitted on both sides of the steering column at the
Transmission dump is activated when either of the brake front windscreen lower corners. Brakes
pedals are depressed, it gives a controlled discon-
nection of the transmission enabling the operator to Located in the upper right corner of the cab, is the The truck braking system is hydraulically operated.
manoeuvre while maintaining high engine speed MDM display screen which, when driving will dis- It is designed as a fail-safe brake, which will not
for stacking operations. play the actual gear selected and the fuel level in release unless hydraulic pressure in the system is
litres. When lifting actual load weight and maxi- correct. Audible warning of low pressure in the
The transmission oil is cooled by a cooler matrix mum load weight at that boom position is displayed. braking system is given by buzzer fitted in the
fitted to the engine radiator and filtered through a driver's cabin.
twin element filter fitted to the left hand side of the The gearchange control unit and combined electri-
chassis in the engine compartment. cal control switch are fitted on either side of the The service brake is controlled by connected foot
steering column. The switches for the top and rear pedals, one fitted on either side of the steering
Driving cabin, controls, switches and instru- windscreen wipers and washers are fitted on the column. At speeds of 5km/h or less, braking will
ments driver's control centre. commence when brake pedal movement of 35% is
The windscreen washer reservoir is fitted to the achieved. Within the first 35% of pedal movement,
The driving cab frame forms the load guard. It truck speed is reduced by proportional disconnec-
conforms to international safety standards. right rear of the cab, with access to the filler cap
through a flap in the cab floor mat. The ventilation tion of the transmission.
The cab is fitted to a rolling platform and locked at switch and temperature regulator is fitted adjacent The parking brake is operated by a push-button
the rear of the chassis. CH versions are provided to the screen washer filler. switch mounted within the Drivers control centre.
10
TECHNICAL DESCRIPTION DESCRIPTION
The parking brake is automatically applied after the lowering of the boom upon loss of hydraulic pres- Safe load system
truck has been stationary for 4 seconds. sure.
The handler safety system uses sensors fitted on
The service brakes are of the oil immersed disc type. The The extension cylinder is attached to the inner and the boom, handler and lift cylinder to detect over-
parking brake is fitted to a disc mounted at the drive axle outer boom sections and has a lock-valve fitted. load, the boom attitude and out-of-balance load
differential. conditions. The system gives a visual indication of
Handler
The service brake is controlled by a valve fitted under the the safety state to the driver using a series of green,
service brake foot pedals. The container handler has a hydraulic rotator and a yellow and red colour lights.
spreader beam assembly. The hydraulic rotator is When operating conditions are safe, the green
Working and steering hydraulics attached to the boom by bearings fitted to the indicators illuminate.
The working and steering hydraulic systems are turntable top plate. Two hydraulic brake units are
fitted on the turntable top plate and both units are If hazardous operating conditions are detected, the
supplied by two variable displacement pumps fitted
meshed to a slewing gear fitted on the turntable yellow indicators illuminate progressively as the
to the transmission output drive. With the truck
bottom plate. condition becomes less safe.
stationary and no working or steering function se-
lected, pressure in the pump control system is The spreader beam has a centre section manufac- If unsafe operating conditions occur, the red indica-
maintained between 30 and 50 bar. tured from two square tubes in which the beam tors illuminate and the safety system prevents fur-
extensions slide.Two hydraulic cylinders for ex- ther unsafe operation. Any further movement of the
The flow selection, steering priority and hydraulic boom or handler is allowed only if it gives a safe
control valves for the boom and container handler tending the beam extensions to the container length
are attached to each beam extension and to the load state.
are mounted under the transmission covers on the
357 804 25 01 GB 0104
centre beam. When the red indicators illuminate an audible buzzer sounds
right-hand side of the chassis. They are operated by within the cabin.
the central control lever (joystick) and switches The electrical control boxes for the beam functions are A second buzzer is fitted and will emit an audible
mounted on the driver's control centre and the fitted on the top of the beam, together with the hydraulic warning when the load exceeds 75% of the truck
steering hand pump. hoses. A beam locking hydraulic cylinder (optional on TL capacity. The frequency of this buzzer increases
During operation, the steering system demand is models standard on CH models), is fitted on each end of the until 100% of the load is reached.
given priority over the other working hydraulic func- centre section, each cylinder has a sliding bolt which
tions selected as demand requires. When there is engages in a slot at the 20', 30', 35' and 40' extension
no steering demand, all steering pump delivery is positions.
diverted, if required, to the working system. Pres- The twistlock mechanisms are fitted in each end of the
sure relief valves are fitted in all hydraulic circuits to cross beams. They engage in the corner castings
prevent overloading. and are locked or unlocked with a cross shaft. When
the container is raised, it is suspended on these
Telescopic boom four twistlocks.
The telescopic boom comprises two square section tubes. Mechanical flags are fitted to the rear twistlocks to show
It is raised and lowered by two double-acting hydraulic lift the locks open, seated and locked positions.
cylinders fitted between the chassis and the boom, and it The functions of the twistlocks are indicated by a three
is extended and retracted by a double acting hydraulic colour light display fitted under the boom head and dupli-
cylinder fitted inside the boom. cated in a repeater unit mounted on the top left-hand side
Movement of the inner boom within the outer is controlled of the front cab windscreen rail.
by heavy-duty main and side thrust bearing pads. The Interlock switches cut out the boom lift function if all
boom assembly pivots on two bearings fitted on the outer four twistlocks are not locked properly.
section, with the inner section having bearings for the
handler turntable and levelling cylinders.
The hydraulic service lines to the lift cylinders have lock
valves fitted in the extension lines to prevent sudden
11
CONTROLS AND INDICATORS
1 Left-hand display unit (LHD)
2 Electronic gear shift control lever
3 Central system fault warning lamp

Up
4 Steering wheel F1 F2 F3
Dn
Esc
6
5 Load safety system indicator panel

7
6 Twistlock Indicator panel (TI) 5
7 MDM display screen
8 Multiple function electrical control lever
9 Ignition key switch

8
357 804 25 01 GB 0104
2 3 4
10 Right-hand display unit (RHD)
11 Central control lever (joystick)

1 9
12 Driver's control centre DCC
F
N
13 Parking brake switch R 10
14 Hazard warning light switch 11
15 Emergency shutdown switch 12
16 Emergency override key 13
17 Heater control 14
18 Accelerator pedal 19 18
15
19 Service brake pedals
17
16
15
GAUGES, SWITCHES AND WARNING LIGHTS
Left-hand control panel (LHP)
LHP RHP
1 Left hand panel 1
2 Headlamp main beam indicator light 1
3 Turn indicator warning light
4 Headlamp switch
5 Headlamp switch 2
6 Parking brake warning light
7 Low fuel warning light
8 Battery charge warning light 8
e
Right-hand control panel (RHP)
ng
1 Right hand panel 7
a
2 Truck status display 6
h
3
c
Steering column (SC)
357 804 25 01 GB 0104

5
to
1 Electronic gear shift control lever 4
2
2 Central system fault warning light
t
3 Multiple function electrical control lever SC
NOTE
jec
A warning buzzer will sound if brake system
2
b
hydraulic pressure is low.
Su F
N
R
1 3
* Option
16
Driver's control centre (DCC)
1 Central control lever (joystick) LSSP
DCC
2 Twistlock switch
2
3 Top screen wiper and washer switch
4 Rear screen wiper and washer switch 1
5 Parking brake button Up
Dn
6 Hazard warning indicator light switch

F1 F2 F3 Esc
3
7 Override switch 4
8 Emergency stop button 5 2
1
e
Load safety system panel (LSSP) 6
ng
1 Load state indicators
a
Note:
h
8
A warning buzzer will sound if maximum
c
load / position is approached (red
illuminated led's)
to
357 804 25 01 GB 0104
2 MDM display screen 7
Twistlock indicators (TI)
ect
j
2
b
1 Cab indicator lights
u
2 Boom indicator lights CHI
3 Flag indicators on handler
S
Up
Combi-Handler indicators (CHI)

Dn
F1 F2 F3 Esc
TI
1 Handler indicator lights
1 3
Cab rear bulkhead (CRB 1)
1
1 Climate control unit
2 Fan speed switch
CRB 1
3, 4 Temperature regulation switches 1
5 Climate control switch 2 3
* option
17
Indicator Purpose Possible Cause(s)

Headlight main beam indicator light (LHP, 2) Illuminates to indicate main beam headlight is on.
Turn Indicator light (RHP, 3) Illuminates to indicate turn indicator light is operating.
Headlight switch (LHP, 4) Toggle to switch on the spotlights.
Headlight switch (LHP, 5) Toggle to switch on the spotlights.
Parking brake warning light (LHP, 6) Indicates parking brake is ON.
nge
a
Low fuel warning light (LHP, 7) Indicates low fuel
h
Battery charge warning light (LHP, 8) Indicates the battery state of charge.
- Drive belt broken or slack.
c
- Cable(s) broken.
- Alternator faulty.
to
- Regulator or relay faulty.
357 804 25 01 GB 0104

t
- Contact your authorised dealer.
jec
b
Truck status monitor (RHP, 2) Indicates gear selected, fuel level, load weight, boom
position, elapsed hours, etc.
Central system fault warning light (SC, 2)
S
Electronic gear shift control lever (SC, 1)
u
Multi-function electrical control lever (SC, 3)
Used to select required gear
Illuminates to inform the operator that a fault has been

detected, and remedial action may be required.
For switching on horn, lighting and turn indicator light.

When illuminated, check warning light in ques-
tion on the control panels.
* Option
18
Indicator Purpose Possible Cause(s)

Central control lever (joystick) (DCC, 1) For operating lift/lowering and boom extend/retract.
Twistlock switch (DCC, 2) For operating twistlocks.
Top screen wiper and washer switch (DCC, 3) For turning on top screen wiper and washer.
Rear screen wiper and washer switch (DCC, 4) For turning on rear screen wiper and washer.
Parking brake switch (DCC, 5) For applying the parking brake.

For turning on the hazard warning flashers.
Hazard warning indicator light switch (DCC, 6)
Overload safety switch (DCC, 7)
For overriding the overload inhibitor.
e
Emergency stop button (DCC 8)
Push button to stop machine in emergency. Pull to restore
g
system, restart using ignition switch.
n
Graduated led display indicates status of machine loading
a
Load state indicators (LSSP, 1)
357 804 25 01 GB 0104
h
Top field shows actual load in kg.
MDM Display screen (LSSP, 2)
c
Bottom field shows maximum admissible load.
Indicate truck load status, boom position, engine speed etc..
ct to
Lamp (1) illuminated red, no flag (3) visible - twistlock not
e
Cab indicator lights (TI, 1)
j
seated, not locked. Red lamp illuminated, warning buzzer sound-
b
Lamps (1, 2) illuminated red and yellow, no flag (3) visible ing - operation not safe, load/truck combina-
Boom indicator lights (TI, 2) tion not stable.
u
- twistlock seated, not locked.
Lamps (2, 3) illuminated yellow and green, flag (3) visible Yellow lamp illuminated - approaching unsafe,
unstable condition.
S
- twistlock seated, locked.
Flag indicators on handler (TI, 3) Lamps (1, 3) illuminated green, flag (3) visible twistlocks Green lamp illuminated - safe lift condition.
locked- load raised, no load on sensor. Static load display
Climate control (CRB1) Turn dial clockwise to increase heat/ anticlockwise to

Fan speed switch (CRB 1-2) decrease heat.
LCD display (CRB 3) 3 position / two speed fan switch, toggle to position.
Temperature setting display (CRB 4) Turn switch to desired postion.
Quick air conditioning switch (CRB 5) Select temperature setting required.
Press switch - activates air conditioning / deselect heater.
Push switch again to revert to heating.
* Option
19
LOAD SAFETY SYSTEM OPERATION
Working indications
NOTE
The display unit (1) indicates the state of the load As the load increases or the load state moves THE LOAD SAFETY SYSTEM WILL PREVENT
depending on the weight of the container and the towards an unstable attitude, more green ANY FURTHER MOVEMENT OF THE LOAD
position of the boom, the LEDs light up green, indicator lights will illuminate and the values EXCEPT TOWARDS A SAFE ATTITUDE.
yellow or red. The weight of the container and the in display (2) will change. An audible buzzer THE BOOM CAN BE RETRACTED.
position of the boom is also displayed on the MDM will sound whenever the load exceeds 70% of
display screen (2). the trucks capacity at the given boom position, Lowering the handler after shutoff
and, when the boom is extended more than WARNING
LEDs Green - Load Centre "Normal" 930 cms, and also when the boom is extended The overload safety switch (1) may
LEDs Yellow - Load Centre "Critical" more than 930 cms. only be used by authorised persons.
LEDs Red - Load Centre "Danger Zone"
- When an operation is approaching the safe limit, - Insert the key into the overload safety switch
NOTE the yellow indicator LEDs will illuminate on the (1) at the console (2), turn clockwise and
During operation the load safety system will LSSP. More yellow LEDs will illuminate as the hold it.
e
give the driver the following indications on the operation becomes less safe.
g
load safety system panel. - Push the central control lever (joystick) (3)
- When the load state reaches the extent of the
n
safe limit, all the red and yellow LEDs will illumi- forward to lower the handler.
- If the Reach stacker is operated within safe load
a
nate and the warning buzzer will sound.
states, the green LEDs on the load safety system
357 804 25 01 GB 0104

- Release the overload safety switch (1).
h
panel are illuminated.
c
- The maximum safe load and the actual load in kg As the load is moved towards a safe attitude,
is indicated in MDMdisplay screen (2). the red and yellow LEDs will extinguish in turn
to
and the warning buzzer will shut down.
Operation of the handler with the central con-
t
trol lever (3) is possible again.
jec - Remove the key from the overload safety

switch (1).
u b
S
38
OPERATION TRUCK STATUS DISPLAY SCREEN
Truck status display screen
- The truck status display screen (1), incorporates After power is applied the start-up screen shown Once the self-test is complete, the display will change
a graphics LCD with five ‘soft’ keys (2), mounted below will be displayed for approximately 7 seconds. to show the default engine data screen.
at the bottom of the LCD. If the unit bleeps with a low-pitched tone, the self-
test has failed. Contact you authorised Linde deal- Should the screen (1), need adjusting to improve
- Associated with the ‘soft’ keys (2), is a graphi- er. legibility, press the blue key (3), to select the Con-
cal menu structure that uses easy to understand trast and lighting menu. The setting of brightness
icons to indicate the key’s current function. This and contrast is described in greater detail on page
enables the operator to select the required en- 40.
gine data and display it in the following formats:-
The truck status display screen will now start dis-
· Analogue gauges playing readings on the gauges shown on the LCD
· Digital data screen.
e
· Graphs
g
· Multi-data (a combination of the above)
n
· Current active alarm messages
a
Additionally, various diagnostic screens are acces-
h
sible, allowing detailed investigation of the engine’s
357 804 25 01 GB 0104
c
status.
c t to
je
1
1
ub
S
2 3
39
TRUCK STATUS DISPLAY SCREEN OPERATION
On power-up the truck status display screen per- Setting Display Contrast and Lighting
forms a series of self-test routines. The progress of
these is shown in the lower right-hand corner of the Pressing the right-hand blue key (5) when the menu The contrast and lighting menu is exited by
display. In the unlikely event of a fault occurring the icons are not on display will bring up the lighting pressing key 5.
unit will emit a low-toned bleep. Should the fault and contrast menu. The chosen settings are stored in non-volatile
persist please contact your authorised Linde deal- The LCD has four back-light levels that allow the memory and will be automatically reinstated
er. display to be read in the dark. The appropriate level whenever the truck status display screen is pow-
Following successful self-test, truck status display is selected by pressing key 1 to decrease the illumi- ered up.
screen will commence to display engine data using nation or key 2 to increase it.
the configuration settings held in its non-volatile Adjusting the contrast of the LCD to an optimum level
memory. ensures that the display is clearly legible and that
Press any of the four grey keys (key 1 to key 4) to grey-scales are appropriately displayed. Contrast is
make the menu bar visible on the LCD. Press the reduced by pressing key 3 (which will tend to light-
e
key below the relevant icon to select a display mode. en the display) and increased by pressing key 4
g
(which will tend to darken the display).
A folded page icon with an arrow on the page indi-
n
cates that pressing the associated key will step
a
through the various displays associated with a par-
h
ticular display format.
357 804 25 01 GB 0104

The menu bar will disappear after approximately five
seconds of key inactivity.
to c
Some of the displayed data can be customised to
show, for example, metric or imperial units. In ad-
ect
j
dition, it is possible for the user to define the full-
b
scale reading of several gauges to suit the engine
u
in use. Use of the configuration menu is described
in more detail on page 41.
S
1 2 3 4 5
40
Using the Soft Keys The Main Engine Display
The use of ‘soft’ keys vastly simplifies the truck dis- This display incorporates three independent win- The window at the bottom-left of the display gives
play screen operator interface by ensuring the user dows and is intended to show the most important access to the fuel computer data and is similar to
is only presented with active keys that are appropri- and frequently accessed engine data. an automotive in-car fuel computer. Various param-
ate to the current function. This is achieved by us- eters can be displayed by repeated presses of key 1
ing the LCD to display icons that represent the cur- (the left-hand key) which sequentially steps the win-
rent function of each key. Positioning the icons above dow through the displays shown below.
the appropriate key allows each key’s function to To select the main engine display, press any of the
change whilst ensuring that the operator is always four grey keys to show the top-level menu icons and NOTE
presented with a clear and unambiguous under- then press key 1 (the left-hand key). Fuel data parameters can only be shown if
standing of what each key-press will do. the required data is being received from the
The main window, at the top of the display, shows engine.
two gauges; engine rpm on the left and speed on
the right.
NOTE
If speed data is not available the right-hand
gauge will display engine oil pressure.
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e
The window at the bottom-right of the display shows
g
the coolant temperature.
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41
Instantaneous Fuel Rate Engine Hours The Quad Display
The instantaneous fuel rate received from the en- This display gives the user quick access to three
gine displayed as a volume per hour. Total engine hours received from engine. screens, each displaying four gauges. The first
screen shows four digital gauges, whilst the sec-
ond and third screens each show four analogue
gauges. Example displays are shown below.
To select the quad display, press any of the four

grey keys to show the top-level menu icons and then
press key 2.
Average Fuel Rate per hour Trip Engine Hours
If total fuel consumption and fuel rate are being
received then the average will be calculated since Engine hours since last reset. Calculated from To-
the last trip fuel and trip hours reset. This is dis- tal Engine hours.
played in units of volume per hour.
357 804 25 01 GB 0104

To carry out a ‘reset’ for each reset -able fuel com-
e
puter parameter allow the menu bar to disappear
Average Fuel Consumption per distance and press and hold key 1 for at least 3 seconds.
If vehicle speed is being received then the average

will be calculated since last trip fuel reset. This is
NOTE
ang
If the menu bar is not allowed to disappear
h
displayed in units of volume per distance. then the display will move to the next param-
eter before the ‘reset ’.
‘reset’.
to c
Trip Fuel
ect
bj
If total fuel used is received from engine then this
will be calculated since the last reset.
Su
42
The Graph Display
The screens are displayed sequentially in response
to repeated presses of key 2. The graph display shows data trends in one large The maximum and minimum values of the Y axis
window and is analogous to a traditional data plot- (defining the span of readings displayed) are ad-
Using the adjust mode, each individual gauge dis- ter. justed automatically to give the optimum view of the
played on the screens can be configured by the user visible data.
to show a different engine parameter selected from This mode is selected by pressing any of the four The data to be displayed can be selected by repeat-
an extensive list. The adjust mode is entered by grey keys to show the top-level menu icons and then edly pressing key 3 whilst in the graph display mode.
pressing key 5 when the truck status display screen pressing key 3.
is running in quad display mode and the menu is For a list of engine parameters that can be displayed
visible (if the menu isn’t visible, simply press any of Data is shown in graph form, with the most recent see page 44.
the grey keys to make it re-appear). data scrolling from the right of the display towards
the left. The viewed time range can be adjusted in
In adjust mode, the menu will appear as shown be- the configuration menu from 2, 10 or 30 minutes up
low: to 1, 2, 4 or 8 hours.
Pressing key 1 will cycle the top-left display through

all available engine parameters, key 2 will cycle the
top-right display etc. The adjust mode is exited by
357 804 25 01 GB 0104
pressing key 5.
e
For a list of engine parameters that can be displayed
g
see page 44.
han
Quad 1 Quad 2
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Quad 3
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43
The Quad and Graph Parameters
Following is a list of engine parameters that can be

displayed in the Quad and Graph screens:-
Parameter Quad Graph Icon
a) Engine Speed (rpm) 9 9
b) Coolant Temperature 9 9
c) Battery Voltage 9 9
d) Turbo Pressure 9 9
e
e) Coolant Pressure 9 9
357 804 25 01 GB 0104

n
f) Fuel Pressure 9 9
g) Engine Oil Pressure 9 9
ch a
to
h) Transmission Oil Pressure 9 9
t
9 9
c
i) Transmission Oil Temperature
je
j) Exhaust Temperature 9 9
k) Engine Oil Temperature 9 9
ub
l)
m)
Inlet Manifold Temperature
Engine Torque (actual)

9
9
9
- S
n) Accelerator Position 9 -
o) Fuel Rate - 9
44
The Alarm Display Screen Pop-up Messages and Warnings
The truck status display screen recognises alarm When first entering the alarm page the list will au- When a service is due, it will display a “SERVICE
messages received from the engine via the data link. tomatically go to the most recent alarm received. If REQUIRED” message overlaying the start-up screen
When a new alarm is received the truck status dis- the list is longer than the screen size, the alarm list which appears for seven seconds following power-
play screen will start to beep and a flashing pop-up can be scrolled up and down using keys 1 and 2. up.
window will appear with the latest alarm details.
The screen cannot be exited until all alarms have Should the truck status display screen not detect
Pressing any key will display the alarm list screen been acknowledged by pressing key 3. Alarm mes- valid engine data, a flashing pop-up window will
which contains details of all previous alarms. Those sages will be automatically cleared from the list if appear displaying a “Communications Failure” icon
that have already been acknowledged are shown no longer received. denoting this fault condition. Once engine data trans-
as black text on a grey background. New alarms, missions have been detected the pop-up window
that have not yet been acknowledged, are shown as The alarm list screen can be viewed, at any time, by will disappear and normal data display will contin-
highlighted grey text on a black background. If en- pressing key 4. ue.
gine hours data is available, the list will also indi-
cate the engine hours when the alarm message was
first received.
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45
1.1. Configuration
The SETTINGS sub-menu allows the truck status Selecting UNITS from the SETTINGS sub-menu
The configuration mode allows the user to set vari-
display screen to be configured according to the gives access to five parameters which can be
ous operating parameters and modes of the truck
user’s preferences whilst SYSTEM accesses main- displayed in units selected from a list. Use the
status display screen . These include such choices
tenance and low-level system configuration settings. up and down keys (key 1 and key 2) to select
as imperial or metric units, scale limits for the speed-
the required parameter, then press key 4 to cycle
ometer gauges, engine service interval etc.
through the permitted units of measurement.
Pressing key 5 returns the user to the main
The configuration menu is entered by pressing and
SETTINGS menu.
holding key 5 (the blue key) for at least 3 seconds
when the truck status display screen is in its normal
operating mode. The top-level configuration menu
will be displayed on the LCD, as shown below.
Keys 1 and 2 allow the operator to move up and

down the menu whilst key 4 enters the highlighted
nge
a
menu item. Key 5 exits the configuration menu and
saves all configuration data into non-volatile mem-
h
ory.
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ct to
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Su
Figure 5.10.1: The top-level configuration menu and

SETTINGS and SYSTEM sub-menus.
46
The LANGUAGE sub-menu allows the user to select

The DISPLAY sub-menu allows the user to define SERVICE informs the user of engine service inter-
which language truck status display screen uses to
the maximum rpm shown on the tachometer, the val so that the truck status display screen will, on
display messages and prompts. Use the up and
maximum speed shown on the speedometer and power-up, remind the operator when a service be-
down keys (key 1 and key 2) to high-light the re-
the speed with which the display scrolls when using comes due.
quired language and then press key 4 to select it.
truck status display screen in the graph display
Pressing key 5 returns the user to the main SET-
mode.
TINGS menu.
BLEEP selects whether each key press is acknowl-

edged with an audible bleep. Note that, even with
BLEEP switched off, the audible alarm will still sound
if an alarm condition occurs.
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OPERATION DRIVING
Driving Gear shift control
WARNING Always accommodate your driving style to suit the The gear control (APC 200) is an electronically
Exercise care when operating your ma- conditions of the roadway (rough surfaces etc.) controlled system which detects truck speed through
chine in wind velocities of 6 (24 knots/28 especially hazardous work areas and the load. the transmission and selects the appropriate gear
mph or 45 km/h) or greater, handling char- for a driving condition.
acteristics may be affected, specifically, NOTE The system will default to second gear start (as
high lifting and lowering operations. Fur- Moving off is only possible after the oil pres- factory setting, first gear start is available). The anti-
ther information should be sought from sure warning light has extinguished and the reverse facility prevents the transmission from en-
the manufacturer, your authorised dis- warning horn is off. gaging reverse direction drive until the truck is
tributor, or local statutory authorities stopped.
CAUTION The operating lever is fitted to the left of the steering
CAUTION Before starting off ensure that the way column and has a dual function control lever (1),
Travel on slopes over 15% is not allowe d
allowed ahead is clear, the driver’s view is not (direction and gear selector).
as a rule due to the prescribed minimum obstructed and pedestrians are clear of The control lever has three movements, two of
brake applications and truck stability char- the truck. which select the drive direction (fore / aft), with the
e
acteristics. Before driving on steeper When the truck is unladen, the boom third selecting gears (rotate).
slopes you should contact your dealer.
g
should be elevated sufficient to allow full
The climbing ability rates given in the forward visibility
visibility..
n
data sheet were derived from the tractive
357 804 25 01 GB 0104

a
force of the truck and they apply only for - Start the engine.
h
crossing obstacles and for small differ-
ences in level.
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48
Spicer Off-Highway Products Division
LINDE - DANA 25 - 26 May 2004
TE27 & APC200

Overview
Link with the transmission
APC200
System calibration
Spicer Off-Highway Products Division TE 27
Additional signals
Speed sensors
- Engine speed
- Turbine speed
- Drum speed
- Output speed
Pressure feedback sensor
Sump temperature
Converter out temperature switch
Control valve
Proportional solenoids
- VFS0 for forward
- VFS1 for 2nd / 4th
- VFS2 for reverse
- VFS3 for 1st / 3rd
Pressure reducer
Pressure intensifiers for each VFS
Spicer Off-Highway Products Division Controller
APC 200
Device for shifting Spicer Off Highway Products ECM powershift

transmissions
ECM -> Electronic Controlled Modulation
- a transmission control technology, available on a range of
transmission models
ECI -> Electronic Controlled Inching
- to run at very low controlled speed at virtually any engine speed
X Overlap control
X Self diagnostics
X Throttle by Wire – engine control
X CAN Network Integration
Block diagram APC 200
Total Neutral
2/4 Sel
1/3 Sel
VFS Fwd
VFS 2nd/4th
VFS Rev
VFS 1st /3rd
Aux 1
Aux 2
Aux 3
Total Neutral
S
Control logic
CPU
- 16 bit device: C167CR with 20 MHz clockspeed
• CPU-function
• 16 DA channels 10 bit
• 2x16 channels capture compare units
• 5 timers
• 2 serial channels
• CAN
• 144 pin MQFP package
128 kRAM – 16 bit wide (working RAM)
Program memory: Program is downloaded in 128 kFLASH ROM 16 bit
wide (firmware - main program)
Data memory: data (apt-file) stored in 64 kFLASH - 8 bit wide.
PSU = Power Supply Unit
Version : 24V
Two power lines
- PPWR : permanent power

• Connected directly to the battery
- SPWR : switched power

• Connected via key contact to the battery
Bootstrap and reset circuit
Bootstrap:
- Special mode, controller wants to receive serial data, to
program the firmware into the program memory
- While in bootstrap all output functions are hold off
- Start : during power up both buttons pressed
Reset circuit : watchdog & supply supervisor will reset CPU

if either the power supply is outside 10% tolerance window
or CPU has “forgotten” to re-trigger the watchdog trigger
Functions
Manual / automatic shifting
Electronic modulation
Overlap control
Electronic inching
Start 1st / 2nd
Limit vehicle speed
Reduce vehicle speed (by use of an input)
Limit engine speed
Direction change protection (speed and engine RPM)
Declutch (inching / none inching)
Engine control
Seat orientation
Hydro lever function in neutral
Wiring diagram
Communication
CAN 2.0 B
- Communicate with different controllers and PC
RS 232
- To flash a new firmware (main program)
- To download the parameter settings (APT-file)
- To edit specific parameters (GDE-file)
Parameter setting
1 approved drive-line = 1 APT-file
Approved drive-line =
Specific type of vehicle + specific engine + specific

transmission ( + axle + tires )
eg.: APT-file for the Cummins engine

Parameter editing
Parameter editing
GDE user levels
Maintenance (only for DANA engineering)
Service (only for DANA service)
OEM engineering
OEM service
Prototype (only to evaluate during prototype phase)

Parameters can have different access

levels depending on the GDE user levels
Write access
Safe write access
Read access
Not visible
Configuration management
Can only be created by OEM engineering.

Different axles, tire sizes and functions are selected via
the configuration management.
The configuration management is the responsability of
the OEM engineering.

When the APC200 is connected a full upload can be made.

Defining different configurations
An existing configuration can be adapted or a new

can be made.
Correct way to reprogram the APC200
Highest level : firmware of the APC200

The firmware is the main program of the APC200
2nd level : APT-file of the APC200

The APT-file is the parameter file with all settings and
parameters
3rd level : GDE-file of the APC200

The GDE-file is a part of the parameter file depending of
user-level
Tools to reprogram the APC200
Highest level : firmware of the APC200

A windows based flash program for the TCT19.bin file
2nd level : APT-file of the APC200

A windows based APT (APC Production Tool) program
3rd level : GDE-file of the APC200

A windows based GDE (Generic Data Editor) program
⇒ GDE will only download the parameters depending of the user level
(GDE OEM Engineering level for configuration managment).
APT to download all parameters / data
Configuration selection
An existing configuration can be adapted or a new

can be made.
APT to download all parameters / data
Configuration selection
With the APT the configuration can be selected.

Display
- 4 red 7-segment LED digits

- 3 status LED lamps
• D -> yellow, test modes
• E -> yellow, faults
• F -> red, APC 200 in reset conditions
- 2 push buttons
• M -> which information group
• S -> item within group
Display modes M
M M
S S S
Display modes
“GPOS” display
- Reflects the actually engaged transmission direction
and range
Display modes
“VSPD” display
- Shows the vehicle speed in km/h or MPH, with a
resolution of 0.1 km/h or 0.1 MPH
Display modes
“dist” display
- Shows the distance travelled in km or miles, with a
resolution of 0.1 km or 0.1 miles
Note : the distance can be reset by pushing the “s” button during 3
seconds when being in this display mode.
Display modes M
M M
S S S
Display modes
“CPOS” display
- Reflects the actually shiftlever position
Display modes
“Espd” display
- Shows the measured engine speed in RPM
Display modes
“Tspd” display
- Shows the measured turbine speed in RPM
Display modes
“Ospd” display
- Shows the measured output speed in RPM
Display modes
“Srat” display
- Reflects the current speed ration ( Tspd / Espd ), which
is an important factor in automatic shifting
Display modes
“TQ I” display
- Reflects the measured torque (turbine torque) at the
transmission input side in Nm
Display modes
“Ttmp” display
- Shows the transmission sump temperature in °C
Display modes
“Ctmp” display
- Shows the Converter out temperature in °C
Note : due that the converter out temperature is measured by a

temperature switch : 50 on the display means below 120° C
150 on the display means above 120° C
Display modes M
M M
S S S
Display modes
“Err” display
- Shows all existing error codes (none blinking error
code) and error codes detected in the past (blinking
error code).
(none blinking)
S
(blinking)
S
Note : when an error is active, (end of faults)
the error led will be blinking
Electronic controlled modulation (E.C.M.)
Oil
pressure
Time
Phase 1 Phase 2
Filling of clutch Build up of pressure
Modulated build
up of pressure in
the clutch
Different modulation : pressure [Pa] ifo time [s]
Different modulation : vehspeed [m/s]
2,00E+06
1,80E+06
ifo time [s]
1,60E+06
1,40E+06
pressure [Pa]
1,20E+06
no mod vehspeed 4 no mod
mod 0.6s
1,00E+06
8,00E+05
mod 1.3s [m/s] 2 mod 0.6s
mod 2s
6,00E+05
4,00E+05 0 mod 1.3s
2,00E+05
0,00E+00 -2 0 5 mod 2s
0 1 2 3 4 5
time [s] time [s]
Modulated build
up of pressure in
the clutch
Different modulation : power [W/mm^2] ifo time [s]
Different modulation : energy
[J/mm^2] ifo time [s] 0
-0,5 0 2 4 6
power [W/mm^2]
0 no mod
no mod -1
[J/mm^2]
mod 0.6s
-0,2 0 5
energy
mod 0.6s -1,5

mod 1.3s
-2
-0,4 mod 1.3s mod 2s
-2,5
mod 2s
-0,6 -3
time [s] time [s]

Overlap control
Oil
pressure Pressure
phase out in
clutch 1
“overlap” Pressure
phase in in
clutch 2
Time
Electronic controlled inching
Inch speed as function of brake pedal

position
No Inching
10
Inch speed (kph)
8 8
Speed
6 control
No
braking
4 Low Speed
against
De-clutch
2 brake
0 0.3 0
0 25 50 75 100
Brake position (%)
Installation guides
Installation dimensions
Error list
Diagnostics M
M M M M M
S S S S S S
S S S S S
S S S S
S
S
Power up
+ S S S S S
... ... ... ...
S S S S S
S S S S
Diagnostics M
M M M M M
Power up
Display test
+ S
Note : for the firmware version, the display is using a

scrolling text moving to the left (continuously).
Diagnostics M
M M M M M
0 2 4 6 8 10 12
1 3 5 7 9 11 13
S
Digital input
Digital input
test reference
Digital
S
...
input 3 on
S
wire 17
Note : input 10 till 13 are the 4 analog

inputs, which could be used as
S
input not active digital inputs
Diagnostics M
M M M M M
Analog input S
No . meaning the
test value is in Ω
S
...
S
Analog input
1st value (kΩ or V) of the 3 on wire 47
1st 4 analog inputs A . meaning the (47 – 30 pins on
connector A = B17)
S value is in Volts
Diagnostics M
M M M M M
S Speed sensor test
Speed sensor
0 on wire 22 S
...
C informs the S
sensor is a current (kHz)) of the 4

1st value (kHz
sensor, value is speed sensors
expressed in Hz or
kHz (ex.: c2.45) S
Diagnostics M
M M M M M
Analog output S
3 on wire 8 Output test
Analog output
Current of 997 mA S
...
S Note : 0 till 6 are
analog
Digital output outputs, and
1 (7 – 6 = 1 ) on 7 till 10 are
wire 10 digital
output active
S outputs.
Diagnostics M
M M M M M
Voltage test
Voltage switched
power S
22.7 volt
Voltage sensor
8.1 volt power supply
Calibration
Control system calibration
Transmission (clutch control) parameter calibration
Heat mode (to warmup the transmission)
Accelerator pedal (throttle pedal) sensor calibration
Brake pedal sensor calibration
Hydro lever sensor calibration
Servo motor sensor calibration

Calibration
Transmission parameter calibration
Once manual tuning

Inching
Vehicle & drive line dependent
Overlap
Modulation
Pressure to torque statistics
Clutch filling Auto tuning, transmission dependent
Pressure to mA statistics
Hardware: valve & controller Individual calibration

Calibration
Pressure to mA calibration
Calibration
Pressure to mA calibration
Build a ‘Press to mA’ conversion table for each

VFS that is used by the APC200 software
Calibration
Clutch filling calibration
Shift after ‘Pressure to mA’ & ‘Filling’ tuning

Calibration
Pressure to torque calibration

Calibration
Calibration done at the OEM
The calibration mode can be activated by :
- pushing the “S” button for 15 seconds during powerup
- the GDE (header Global & select for “DisplayMODE” :

“Transcal” & press “F5”)
- Sending a specific CAN message
- using the Diagnostic & Monitor Tool

Calibration
Select the requested calibration mode by pushing the “M” button.
Possible calibration modes :

- “tran” : transmission calibration
- “heat” : transmission warming up
- “thro” : throttle pedal calibration (connected to an analog input)
- “brak” : brake pedal calibration (connected to an analog input)
- “hydr” : hydro lever calibration (connected to an analog input)
- “serv” : servo calibration (connected to the H-bridge)
- “cool” : not used in this application
Calibration
After selecting the requested calibration mode by pushing the “S”

button the calibration will be started.
Clutch filling ⇒ “tran”
To start this calibration the driver will be asked to select forward

(by selecting reverse the calibration will be stopped)
During this calibration :
- the parking brake must be activated

- the transmission temperature must be above 60° C
- engine speed must be 800 RPM ± 200 RPM
Calibration

Warming up ⇒ “heat”
When stalling the transmission at full stall : maximum 30 seconds

in gear followed by minimum 15 seconds in neutral
During this mode :
- only the highest gear can be selected

- the parking brake and brake pedal will not force neutral
- the display will show the sump temerature
Calibration

Throttle pedal ⇒ “thro” (throttle pedal connected to an analog input)
- the idle position is requested

- the full throttle position is requested
By pushing the “S” the driver confirms the requested positions.

Calibration

Brake pedal ⇒ “brak” (brake pedal connected to an analog input)
- the idle position is requested

- the mid point (when the brakes starts to operate) is requested
- the full brake position is requested

Calibration

Hydro lever ⇒ “hydr” (hydro lever connected to an analog input)
- the 0 % position is requested

- the 100 % position is requested

Calibration

Servo ⇒ “serv” (servo motor connected to the H-bridge)
- the APC200 will calibrate the idle position

- the APC200 will calibrate the full throttle position
LINDE - DANA 25 - 26 May 2004
APC200 Calibration
Overview
Menu structure overview
Transmission calibration (clutch filling)
Heat mode
Calibration of the analogue inputs :

- Throttle pedal
- Brake pedal
- Hydro lever
- Servo motor
Menu structure overview


Introduction
A transmission calibration has to be performed :
- when the vehicle is built at the OEM
- after 2000 hours driving in gear (forward or reverse)
- when the valve is changed
- when an overhaul of the transmission is done
- when the transmission is repaired / replaced
- when the APC200 is replaced
- when firmware and APT-file are updated
Goal :
- guarantee the best shift quality during the complete life
of the transmission

How ? (1/3)
Enter the calibration menu by pressing the S-button on the
APC200 display for 15 s during power up of the APC :
Push the S-button to trigger the transmission calibration

Before the calibration can be started, a number of
conditions need to be fulfilled :
- parking brake has to be activated
- sump temperature has to be > 60°C (cfr. Heat mode)
- engine speed has to be kept within 800 ± 200 rpm (note: if the APC
has control over the engine, the speed will be adapted
automatically)

How ? (2/3)
If all these conditions are met, the APC will ask to shift to
forward to start the calibration :
The transmission calibration now starts. This is indicated on

the APC200-display :
etc. (‘c1’ = clutch 1 I.e. fwd ; ‘M1’ = mode 1 of the calibration)


How ? (3/3)
When all clutches have been calibrated, the APC200
displays :
This means the calibration has been completed success-

fully. Normal duration : about 15 min.
Now switch off the ignition key of the vehicle and let the APC
power down.
When restarting the vehicle, the calibration results will be
activated automatically.
Important : by selecting REVERSE, the calibration is
stopped immediately (APC powers down).
Heat mode (1/3)

Goal : warm up transmission in a fast way (stall)
Specific to heat mode :
- fwd/rev can be selected while the parking brake is on
- disables inching and declutch
- the highest gear is forced (3rd or 4th)
How ? Push M-button when ‘trAn’ is on the display :
Push the S-button to trigger the heat mode : actual sumpt°

Heat mode (2/3)

Perform the following scheme to warm up the transmission :
When the sumpt° is above 60°C, the indication on the APC

display starts blinking.
Now push the M-button until you come back to ‘trAn’
Heat mode (3/3)
Note : When the converter out temperature would exceed

120°C, the engine speed will be limited to half throttle (if
APC has engine control) or the transmission will be forced to
neutral (when APC has no engine control).
Other messages during calibration (1/2)

1. Calibration condition messages
Other messages during calibration (2/2)
1. Calibration condition messages (part 2)
2. Calibration error messages

- f.ex. E1.25, E1.26
- contact DANA
Calibration of analogue imputs

Example : brake pedal (1/4)
Enter the calibration menu by pressing the S-button on the
APC200 display for 15 s during power up of the APC.
When having ‘trAn’ on the display, push the M-button until
you see
Push the S-button to trigger the brake pedal calibration

The APC now asks for the idle position of the brake pedal
(no play in the pedal anymore) :
Push the S-button to confirm the position.


Then, the APC asks for the mid position of the brake pedal
(point where the brakes start to operate) :
With hydraulic brakes : this point corresponds to the

moment the brakes start ‘sissing’
With dry brakes : push the pedal a little bit, just enough to
make the position led stop blinking (if blinking, there is not
enough position difference / former position). When doing
so, the midpoint is automatically clipped at 5%.
Push again the S-button to confirm the position.

Finally, the APC asks for the full brake position :
Apply full brake and press the S-button to confirm.

If the calibration has been successful, the APC display will
show
Now switch off the contact key. The calibration values are
automatically stored into the APC200.

Overview
Error codes
Exceed codes
Codes are displayed on the APC200 display
Error & Exceed code list
Detailed overview of the most important codes
System codes (9x.xx) (not in the list)
Error codes concerning clutch filling calibration (not in list)

Error codes
Error codes = a failure has been detected
For exemple : 50.01
First part of the code = fault area

(50 = analogue input 0)
Second part of the code = fault type

(01 = not connected I.e. open load)
Exceed codes
Exceed codes = a limit has been exceeded
For example : E1.01
Only a few codes
No logic first part/second part as for error codes :
- f.ex. E1.01 = the vehicle speed is too high to make

the requested direction change
APC200 display (1/2) M
M M
S S S
APC200 display (2/2)

“Err” display
- Shows all existing error & exceed codes (none blinking
error codes) and error & exceed codes detected in the
past (blinking error codes).
(none blinking)
S
(blinking)
S
Note : when an error is active, (end of faults)
the error led will be blinking
Error & Exceed code list

Detail most important error codes (1/15)
Pressure feedback switch (valve) indicates there is no system pressure

present, although pressure should be there (engine is running)
Transmission goes in shutdown mode
Remark : 1100 Ohm = pressure / 2200 Ohm = no pressure
Check oil level in transmission
Messure if pump / regulator pressure is present
Remark : if it is not possible to measure pressure, do the following:
1. Start the engine and immediately accelerate full throttle. If error comes again ⇒ no
suction problem.
2. Select forward as soon as the engine is started and verify if the machine starts
driving (5 s debouncing time on error declaration after engine has reached 500 rpm).
If yes ⇒ pressure is there.
If pressure is present and the code remains present, there are three
possibilities :
- Pressure feedback switch is failing (especially when the error
sometimes appears and sometimes doesn’t appear). Replace
complete valve wiring.
- One of the pressure check spools in the valve got stuck. This
makes the APC think that two direction or two range clutches are
closed at the same time. Replace the valve.
- Two direction or two range clutches are indeed closed at the same
time. Check transmission + wiring.
Remark : A more reliable pressure feedback switch will go into
production in May 2004, and is interchangeable for service use
(fully interchangeable on TE10/27/32 ; kit needed on TE13/17).
Pressure feedback switch (valve) indicates there is system

pressure present, although pressure should NOT be there
(APC thinks engine is not running)
Check engine speed sensor ! Use the display of the APC to
check the measured engine speed. If this one is not correct,
verify the position and the condition of the sensor. Replace the
sensor if necessary.
If the measured engine speed is correct, the switch must be
failing. Replace the complete valve wiring.
Invalid shift lever pattern detected for directions (40.06)
Invalid shift lever pattern detected for ranges (41.06)
Verify the CPos on the APC display (is it logic/shiftleverposition?)
Standard shift lever : verify the digital input pattern sent to the
APC200 by using the diagnostic mode of the APC, and compare
this one to the wiring diagram or to the pattern in the APT-file
CAN shift lever : measure shift lever pattern sent to the APC on
the CAN-bus

The actual transmission ratio (turbine rpm / output rpm) is too low
The ratio between turbine and output is checked continuously

from a certain vehicle speed onwards and when no shifting or
inching is busy.
Goal : detect a slipping clutch
Ratio too low is only possible with slipping clutch in braking mode
(SR > 1) ⇒ check measured turbine and output speed !
Check the transmission ratio settings in the APT-file


The actual transmission ratio (turbine rpm / output rpm) is too high
The ratio between turbine and output is checked continuously from

a certain vehicle speed onwards and when no shifting or inching is
busy.
Goal : detect a slipping clutch
First check measured turbine and output speed !
Check the transmission ratio settings in the APT-file
Check the transmission for a slipping clutch (pressure ?)

The transmission converter out temperature switch indicates a

temperature > 125°C
Transmission is forced to neutral and engine speed is limited to

50% of its maximum speed
Let the transmission cool down
Check converter out temperature, check converter out switch
Check machine (cooler, cooler bypass…)

No EEC2 message (throttle pedal position coming from the

engine controller) on the CAN bus when expected
Check engine controller and CAN communication to the APC200
ANI or CAN Engine

Throttle position
controller
% throttle by CAN
(EEC2)
RPM regulation by TSC1 message

APC200
5x.0y = analogue inputs faults
x = number of analogue input
.00 = shorted to ground ; .01 = not connected (open load)
Only the active analogue inputs are checked !
f.ex. 50.01 = analogue input 0 (pressure feedback switch) is not

connected
Check wiring & sensor

6x.0y = speed channel faults
Only an electrical check !!
x = number of speed channel
.00 = shorted to ground ; .01 = not connected (open load)
f.ex. 60.00 = speed channel 0 (drumspeed) is shorted to ground
Check wiring & speed sensor


7x.0y = analogue output faults

x = number of analogue output (note : 0 to 3 are the VFS’s)
.00 = shorted to ground
.01 = not connected (open load)
.02 = the output current (measured by feedback) > 1400 mA
.03 = the output current (theoretically sent value) > 1400 mA
Check wiring
More detail in error code list
8x.0y = digital output faults
x = number of digital output
.00 = shorted to ground ; .01 = not connected or shorted to +
Only the active digital outputs are checked !
f.ex. 81.00 = digital output 1 (2/4 selector) is shorted to ground
Check wiring
Detail exceed codes
E0.01 Vehicle speed is too high to make requested downshift
E1.01 Vehicle speed is too high to make requested dir change
E2.01 Engine speed is too high to make dir change or dir engagement
E3.00 Vehicle speed is limited to the reduced vehicle speed limit
E3.01 idem, but APC detects a higher vehicle speed
E3.02 Vehicle speed is above the maximum vehicle speed limit
E4.00 / E4.01 Abnormal decelleration / accelleration is detected
E5.01 Time in gear exceeded the time to recalibrate the transmission

Detail exceed codes


93.xy to 95.xy Data flash corrupt (APT-file)
- solution (in most cases) : download the APT-file again using the APT-tool
- ex. 93.04 production data (GDE-info) is missing
- ex. 95.71 firmware and APT-file version are not compatible (≠ version)
99.90 Wrong firmware is flashed into the APC200
- rev 4 firmware in an rev 6 APC
- rev 6 firmware in an rev 4 APC
99.95 Overload of incoming CAN messages into the APC200
...

Error codes concerning clutch filling

calibration (not in list)
Form Ex.yz
x = calibration mode (1 = touch detection, 2 = filling)
yz = type of problem
f.ex. E1.25 & E1.26 Problem in detecting touch pressure
Contact DANA for further advise

SPICER OFF-HIGHWAY : APC200 - FAULT DESCRIPTION
Revision : 1.04 - 16 February 2004
Fault code Type Explanation Controller's action Driver action Fault cause Troubleshooting
00.50 S There is a problem related to the internal RAM (in Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Hardware related fault - related to in the internal Contact Spicer Off-Highway and inform the fault code and the time that is was
CPU). neutral 0 RAM. active.
00.51 S There is a problem related to the system RAM (in Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Hardware related fault - related to in the system Contact Spicer Off-Highway and inform the fault code and the time that is was
CPU). neutral 0 RAM. active.
00.52 S There is a problem related to the external RAM. Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Hardware related fault - related to in the external Contact Spicer Off-Highway and inform the fault code and the time that is was
neutral 0 RAM. active.
00.53 S There is a problem related to the Flash program Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Hardware related fault - related to in the flash Contact Spicer Off-Highway and inform the fault code and the time that is was
memory. neutral 0 program memory. active.
20.60 S Pressure feed-back line is indicating there is no Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting The analog input ANI0 is in the 500 - 1500 ohm Check the wiring between the controller and the pressure feedback sensor. Check
system pressure present, allthough pressure should neutral 0 range, while it should be in the 1500 - 4000 ohm the pressure feedback sensor (engine running / stopped).
be there range
20.61 S Pressure feed-back line is indicating there is Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting The analog input ANI0 is in the 1500 - 4000 ohm Check the wiring between the controller and the pressure feedback sensor. Check
system pressure present, allthough pressure should neutral 0 range, while it should be in the 500 - 1500 ohm the pressure feedback sensor (engine running / stopped).
NOT be there range
21.02 S All VFS grounds are switched off due to an over Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting One or more VFS's have an ove current, not that Check the combined fault, and see the troubleshooting for that fault.
current on one or more VFS's. neutral 0 this fault will be combined with a 70.02 and/or
71.02 and/or 72.02 and/or 73.02.
30.04 S Power supply (24V) out of range -> below Controller will save all logged information to flash, will Stop machine & Contact maintenance for troubleshooting Power supply to the controller is below 8 V Check power supply cables to the controller. Check alternator, check the
minimum powerdown, and force all outputs off connection cables between the battery and the alternator, check the battery.
30.05 A Power supply (24V) out of range -> above The controller will have reduced proportional control accuracy Contact maintenance for troubleshooting Power supply to the controller is above 35 V Check power supply, check if a jump start setup is still connected.
maximum due to reduced PWM duty cycle
31.00 A Voltage supply for the sensors : Vsense (8V) is out The controller will have reduced sensor signals Contact maintenance for troubleshooting Voltage supply for the sensors : Vsense (8V) is Check power supply. Check the controller.
of range -> below minimum below 7,2 V
31.01 A Voltage supply for the sensors : Vsense (8V) is out The controller will have reduced sensor signals Contact maintenance for troubleshooting Voltage supply for the sensors : Vsense (8V) is Check power supply. Check the controller.
of range -> above maximum above 8,8 V
40.06 A Invalid shift lever direction detected The controller will force neutral. Contact maintenance for troubleshooting The controller receives from the shiftlever a request Check the wiring between the controller and the shiftlever concerning the forward
to engage forward and reverse at the same time. and the reverse signal.
40.08 B Seat orientation input was changed while the The controller will force neutral. Stop the vehicle, put the shift lever in neutral and put the Seat orientation input was changed while the Check the seat orientation switch or train the driver to change the seat orientation
parking brake was not active, or/and the shiftlever parking brake on until the fault disappears. parking brake was not active, or/and the shiftlever according to the correct procedure.
was not in neutral, or/and the machine was not at was not in neutral, or/and the machine was not at
standstill. standstill
41.06 A Invalid shift lever position detected The controller will not allow range shifting, however driving Contact maintenance for troubleshooting The controller receives from the shiftlever an Check the wiring between the controller and the shiftlever concerning the range
is still possible. unknown range shift pattern. signals.
42.04 S/A The actual transmission ratio is too low. Controller will flag the fault - this fault is indicating that one Contact maintenance for troubleshooting The transmission ratio measured by the controller Check the transmission, in order to understand if and which clutch is slipping.
or more clutches are slipping. is more than 5% below the value of what is should Check the transmission ratio settings of the controller.
be.
03/11/2004 Failiure codes ver1_04 Page : 1 of 9

42.05 S/A The actual transmission ratio is too high. Controller will flag the fault - this fault is indicating that one Contact maintenance for troubleshooting The transmission ratio measured by the controller Check the transmission, in order to understand if and which clutch is slipping.
or more clutches are slipping. is more than 5% above the value of what is should Check the transmission ratio settings of the controller.
be.
43.03 A The transmission converter out temperature sensor Controller will flag the fault. Contact maintenance for troubleshooting The converter out temperature sensor is not Check the wiring between the controller and the converter out temperature sensor.
is out of range. connected or shorted. Check the converter out temperature sensor.
43.07 A The transmission converter out temperature sensor Controller will flag the fault - in order to indicate the driver Take notice of the fault, and try to bring the converter The controller measured a converter out Check the converter out temperature and the converter out temperature sensor.
> 100° C. of the warning level. temperature to a lower level. temperature between 100° C and the allowed limit.
43.08 A The transmission converter out temperature sensor The controller is protecting the transmission and does not Stop machine, select neutral and apply full throttle (limited The controller measured a converter out Check the converter out temperature and the converter out temperature sensor.
> 125° C. allow that the converter out temperature exceeds its limit. The to 50 %) in order to cool the transmission oil below 100° C temperature above the allowed limit.
controller will force the transmission to neutral, and if engine (until the fault 43.03 is gone). Once the converter out
is controlled, the engine will be limited 50 % of its maximum temperature is below 100° C, continue driving the machine.
speed.
44.10 A No EEC2 message (throttle position from the The controller will flag the fault and the TSC1 message will Contact maintenance for troubleshooting No EEC2 message on the CAN bus when expected. Check engine controller and CAN connection to the APC200
engine controller) on the CAN bus when expected. send the idle possition to the engine controller.
45.06 B Invalid pattern for the reduced vehicle speed The controller will limit the vehicle speed to the reduced Contact maintenance for troubleshooting Invalid pattern for the reduced vehicle speed Check the redundant reduced vehicle speed switches and the wiring connected
redundant digital inputs (2 inputs used). speed. redundant digital inputs (2 inputs used) from these switches to the APC200.
46.05 A The transmission has exceeded the maximum The controller will open or close the inching clutch depending Release the inching pedal and cycle the shiftlever via neutral The transmission has exceeded the maximum Release the inching pedal and cycle the shiftlever via neutral back in the selected
torque during inching. of the GDE parameter selection. back in the selected direction in order to get drive again. torque during inching. direction.
50.00 S Analog input 0 (wire A11) related fault : analog Controller reverts to a "limp hime" mode Contact maintenance for troubleshooting The analog input ANI0 is below 500 ohm Check the wiring between the controller and the pressure feedback sensor. Check
input is shorted to ground. the pressure feedback sensor.
50.01 S Analog input 0 (wire A11) related fault : analog Controller reverts to a "limp home" mode Contact maintenance for troubleshooting The analog input ANI0 exceeds 4000 ohm Check the wiring between the controller and the pressure feedback sensor. Check
input is not connected. the pressure feedback sensor.
51.00 A Analog input 1 (wire A28) related fault : analog The controller will limit the transmision temperature Contact maintenance for troubleshooting The analog input ANI1 is shorted to ground. Check the wiring between the controller and the transmission sump temperature
input is shorted to ground. measurement to the lowest clipped value in its settings, which sensor. Check the transmission sump temperature sensor.
will result in a bad temperature compensation.
51.01 A Analog input 1 (wire A28) related fault : analog The controller will limit the transmision temperature Contact maintenance for troubleshooting The analog input ANI1 is not connected. Check the wiring between the controller and the transmission sump temperature
input is not connected. measurement to the highest clipped value in its settings, sensor. Check the transmission sump temperature sensor.
which will result in a bad temperature compensation.
52.00 B Analog input 2 (wire A29) related fault : analog Controller will flag the fault, and will use the lowest clipped Contact maintenance for troubleshooting The analog input ANI2 is shorted to ground, or Check the wiring between the controller and the device connected to this analog
input is shorted to ground. value in its settings. measured input value is below the minimum value input. Check this device connected. Check if the calibration is done correctly -
(corresponding with 0 %). recalibration of this analog input.
52.01 B Analog input 2 (wire A29) related fault : analog Controller will flag the fault, and will use the lowest clipped Contact maintenance for troubleshooting The analog input ANI2 is not connected, or Check the wiring between the controller and the device connected to this analog
input is not connected. value in its settings. measured input value is above the maximum value input. Check this device connected. Check if the calibration is done correctly -
53.00 B Analog input 3 (wire B17) related fault : analog Controller will flag the fault, and will use the lowest clipped Contact maintenance for troubleshooting The analog input ANI3 is shorted to ground, or Check the wiring between the controller and the device connected to this analog

53.01 B Analog input 3 (wire B17) related fault : analog Controller will flag the fault, and will use the lowest clipped Contact maintenance for troubleshooting The analog input ANI3 is not connected, or Check the wiring between the controller and the device connected to this analog
54.00 A Analog input 4 (wire B02) related fault : analog Controller will flag the fault. The controller uses the analog Contact maintenance for troubleshooting The reference power supply (4.5 V ref.) for the Check the refence power supply of the analog inputs ANI2, ANI3, ANI5 and
input is shorted to ground. input ANI4 to have a reference power supply for the analog analog inputs ANI2, ANI3, ANI5 & ANI6 is below ANI6.
inputs ANI2, ANI3, ANI5 and ANI6. 4 V.
54.01 A Analog input 4 (wire B02) related fault : analog Controller will flag the fault. The controller uses the analog Contact maintenance for troubleshooting The reference power supply (4.5 V ref.) for the Check the refence power supply of the analog inputs ANI2, ANI3, ANI5 and
input is not connected. input ANI4 to have a reference power supply for the analog analog inputs ANI2, ANI3, ANI5 & ANI6 is above ANI6.
inputs ANI2, ANI3, ANI5 and ANI6. 4.95 V.
60.00 S/A Speed channel 0 (wire A22) related fault : speed When only 1 speed channel has a failiure, and which is not Contact maintenance for troubleshooting Speed channel SPC0 is shorted to ground. Check the wiring between the controller and the speed sensor connected to speed
channel is shorted to ground. the engine speed channel, the controller will calculate what channel 0. Check the speed sensor connected to speed channel 0.
the missing speed should be. If several speed channels have a
failiure, of the engine speed channel has a failiure, the
controller reverts to a "limp home" mode.
60.01 S/A Speed channel 0 (wire A22) related fault : speed When only 1 speed channel has a failiure, and which is not Contact maintenance for troubleshooting Speed channel SPC0 is not connected. Check the wiring between the controller and the speed sensor connected to speed
channel is not connected. the engine speed channel, the controller will calculate what channel 0. Check the speed sensor connected to speed channel 0.

controller
reverts to a "limp home" mode.
63.00 S/A Speed channel 3 (wire B11) related fault : speed When only 1 speed channel has a failiure, and which is not Contact maintenance for troubleshooting Speed channel SPC3 is shorted to ground. Check the wiring between the controller and the speed sensor connected to speed
63.01 S/A Speed channel 3 (wire B11) related fault : speed When only 1 speed channel has a failiure, and which is not Contact maintenance for troubleshooting Speed channel SPC3 is not connected. Check the wiring between the controller and the speed sensor connected to speed
70.00 S Analog output 0 (wires A02 & A03) related fault : Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the The output wires of the analog output 0 are shorted Check the wiring between the controller and the VFS solenoid 0 Check the VFS
output wires are shorted to each other, or the sense controller can control that drive direction the machine will to each other, or the sense line is shorted to battery solenoid 0.
line is shorted to battery +, or the plus line is drive, but in a "limp home" mode. If not, the opposite drive +, or the plus line is shorted to ground
shorted to ground direction has to be selected to move the machine & Contact
maintenance for troubleshooting
70.01 S Analog output 0 (wires A02 & A03) related fault : Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the An output wire of the analog output 0 is not Check the wiring between the controller and the VFS solenoid 0 Check the VFS
the output wire is not connected, or its plus line is controller can control that drive direction the machine will connected, or its plus line is shorted to battery +, or solenoid 0.
shorted to battery + drive, but in a "limp home" mode. If not, the opposite drive the VFS 0 is defect.
direction has to be selected to move the machine & Contact
70.02 S Analog output 0 (wires A02 & A03) related fault : Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the The currecnt of the analog output 0 is exceeding Check the wiring between the controller and the VFS solenoid 0 Check the VFS
the output current exceeds 1400 mA controller can control that drive direction the machine will 1400 mA. solenoid 0.
drive, but in a "limp home" mode. If not, the opposite drive
70.03 S Analog output 0 (wires A02 & A03) related fault : Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the The current of the analog output 0 is out of range. Check the wiring between the controller and the VFS solenoid 0 Check the VFS
the output current is out of range, occurs when the controller can control that drive direction the machine will solenoid 0.
load has the incorrect impedance drive, but in a "limp home" mode. If not, the opposite drive
output wires are shorted to each other, or the sense controller can control that range selection the machine will to each other, or the sense line is shorted to battery solenoid 1.
line is shorted to battery +, or the plus line is drive, but in a "limp home" mode. If not, an other range gear +, or the plus line is shorted to ground
shorted to ground will be used & Contact maintenance for troubleshooting
the output wire is not connected, or its plus line is controller can control that range selection the machine will connected, or its plus line is shorted to battery +, or solenoid 1.
shorted to battery + drive, but in a "limp home" mode. If not, an other range gear the VFS 1 is defect.
will be used & Contact maintenance for troubleshooting

the output current exceeds 1400 mA controller can control that range selection the machine will 1400 mA. solenoid 1.
drive, but in a "limp home" mode. If not, an other range gear
the output current is out of range, occurs when the controller can control that range selection the machine will solenoid 1.
load has the incorrect impedance drive, but in a "limp home" mode. If not, an other range gear
output wires are shorted to each other, or the sense controller can control that drive direction the machine will to each other, or the sense line is shorted to battery solenoid 2.
line is shorted to battery +, or the plus line is drive, but in a "limp home" mode. If not, the opposite drive +, or the plus line is shorted to ground
shorted to ground direction has to be selected to move the machine & Contact
the output wire is not connected, or its plus line is controller can control that drive direction the machine will connected, or its plus line is shorted to battery +, or solenoid 2.
shorted to battery + drive, but in a "limp home" mode. If not, the opposite drive the VFS 2 is defect.
the output current exceeds 1400 mA controller can control that drive direction the machine will 1400 mA. solenoid 2.
drive, but in a "limp home" mode. If not, the opposite drive
the output current is out of range, occurs when the controller can control that drive direction the machine will solenoid 2.
load has the incorrect impedance drive, but in a "limp home" mode. If not, the opposite drive
output wires are shorted to each other, or the sense controller can control that range selection the machine will to each other, or the sense line is shorted to battery solenoid 3.
line is shorted to battery +, or the plus line is drive, but in a "limp home" mode. If not, an other range gear +, or the plus line is shorted to ground
shorted to ground will be used & Contact maintenance for troubleshooting
the output wire is not connected, or its plus line is controller can control that range selection the machine will connected, or its plus line is shorted to battery +, or solenoid 3.
shorted to battery + drive, but in a "limp home" mode. If not, an other range gear the VFS 3 is defect.
the output current exceeds 1400 mA controller can control that range selection the machine will 1400 mA. solenoid 3.

the output current is out of range, occurs when the controller can control that range selection the machine will solenoid 3.
load has the incorrect impedance drive, but in a "limp home" mode. If not, an other range gear
74.00 A Analog output 4 (wires B01) related fault : output Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 4 is shorted to Check the wiring between the controller and the device connected on the analog
wire is shorted to ground. ground. output 4.
wire is shorted to battery +, or not connected. battery +, or not connected. output 4.
74.02 A Analog output 4 (wires B01) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 4 is exceeding Check the wiring between the controller and the device connected on the analog
output current exceeds 1400 mA. 1400 mA. output 4.
74.03 A Analog output 4 (wires B01) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 4 is out of range. Check the wiring between the controller and the device connected on the analog
output current is out of range, occurs when the load output 4. Check the device connected.
has the incorrect impedance.
75.02 A Analog output 5 (wires B03) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 5 is exceeding Check the wiring between the controller and the device connected on the analog
75.03 A Analog output 5 (wires B03) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 5 is out of range. Check the wiring between the controller and the device connected on the analog
76.00 S Analog output 6 (wires B05) related fault : output Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 6 is shorted to Check the wiring between the controller and the device connected on the analog
76.01 S Analog output 6 (wires B05) related fault : output Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 6 is shorted to Check the wiring between the controller and the device connected on the analog
76.02 S Analog output 6 (wires B05) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 6 is exceeding Check the wiring between the controller and the device connected on the analog
76.03 S Analog output 6 (wires B05) related fault : the Controller will flag the fault, but no actions will be taken. Contact maintenance for troubleshooting The output wire of analog output 6 is out of range. Check the wiring between the controller and the device connected on the analog
80.00 S Digital output 0 (wire A10) related fault : Controller reverts to a "shut down" mode Stop machine & Digital input DIG0 is shorted to ground. Check the wiring between the controller and the RSP drive solenoid +
output is shorted to ground and will force neutral 0 Contact maintenance for troubleshooting line. Check the RSP drive solenoid.
80.01 S Digital output 0 (wire A10) related fault : output is Controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Digital input DIG0 is not connected or shorted to Check the wiring between the controller and the RSP drive solenoid + line. Check
not connected, or shorted to battery + neutral 0 batter +. the RSP drive solenoid.

81.00 S Digital output 1 (wire A15) related fault : output is Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the Digital input DIG1 is shorted to ground. Check the wiring between the controller and the 2/4 selector solenoid + line.
shorted to ground controller can control that range selection the machine will Check the 2/4 selector solenoid.
81.01 S Digital output 1 (wire A15) related fault : output is Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the Digital input DIG1 is not connected or shorted to Check the wiring between the controller and the 2/4 selector solenoid + line.
not connected, or shorted to battery + controller can control that range selection the machine will batter +. Check the 2/4 selector solenoid.
82.00 S Digital output 2 (wire A16) related fault : output is Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the Digital input DIG2 is shorted to ground. Check the wiring between the controller and the 1/3 selector solenoid + line.
shorted to ground controller can control that range selection the machine will Check the 1/3 selector solenoid.
82.01 S Digital output 2 (wire A16) related fault : output is Controller reverts to a "limp home" mode Stop machine, goto neutral and select back drive. If the Digital input DIG2 is not connected or shorted to Check the wiring between the controller and the 1/3 selector solenoid + line.
not connected, or shorted to battery + controller can control that range selection the machine will batter +. Check the 1/3 selector solenoid.
83.00 S Digital output 3 (wire A20) related fault : output is The controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Digital input DIG3 is shorted to ground. Check the wiring between the controller and the RSP drive solenoid - line. Check
shorted to ground neutral 0 the RSP drive solenoid.
83.01 S Digital output 3 (wire A20) related fault : output is The controller reverts to a "shut down" mode and will force Stop machine & Contact maintenance for troubleshooting Digital input DIG3 is not connected or shorted to Check the wiring between the controller and the RSP drive solenoid - line. Check
not connected, or shorted to battery + neutral 0 batter +. the RSP drive solenoid.
90.xx - 99.xx S/B/H System Error. Controller reverts to a "shut down" mode and will force Contact maintenance for troubleshooting Software related fault. Contact Spicer Off-Highway and inform the fault code and the time that is was
neutral 0 active.
99.90 S Wrong firmware is fashed into the APC200. The controller reverts to a "shut down" mode and will force Flash the correct firmware into the APC200 Wrong firmware is fashed into the APC200 Flash the correct firmware into the APC200
neutral 0
99.95 B CAN peak load detected : APC200 could not Controller will reply on the CAN messages which are No action requested Overload of incomming CAN messages to the No action requested
temporarily process all incoming messages, due to available in its buffer. APC200
an excessive peak of CAN requests.
Exceed code Type Explanation Controller's action Driver action
E0.01 E The vehicle speed is too high to make the requested The controller will disable the downshift in order to protrect The driver should slow down the vehicle, in order that the
downshift. the transmission, until the vehicle speed comes below the requested downshiflt can be made.
downshift limit.
E1.01 E The vehicle speed is too high to make the requested The controller will not allow the direction change to protect The driver should slow down the vehicle, in order that the
direction change. the transmission and will place the transmission in neutral, requested direction change can be made.
until the vehicle speed comes below the direction change
vehicle speed limit.

E2.01 E The engine speed is too high to make the requested The controller will not allow the direction change or re- The driver should slow down the engine, in order that the
direction change or the requested re-engagement of engagement of the direction, until the engine speed comes requested direction change or direction re-engagement can
the direction. below the direction change or the direction re-engagement be made.
engine speed limit.
E3.00 E The reduced vehicle speed limitation is active. The controller is limiting the vehicle speed to the reduced No action is requested, the vehicle speed is limited due to
vehicle speed limit. request.
E3.01 E The reduced vehicle speed limitation is active, The controller is limiting the vehicle speed to the reduced The driver should slow down the vehicle, in order that the
however the vehicle speed is above the limit. vehicle speed limit, but detects a higher vehicle speed. vehicle speed comes below the reduced vehicle speed limit.
E3.02 E The vehicle speed is above the maximum vehicle The controller is limiting the vehicle speed to the maximum The driver should slow down the vehicle, in order that the
speed limit. vehicle speed limit, but detects a higher vehicle speed. vehicle speed comes below the maximum vehicle speed
limit.
E4.00 E An abnormal decelleration is detected. The controller detected an abnormal decelleration, and will The driver should slow down, in order that the wheels can
disable the automatiic shifting for a certain time. not slip any more.
E4.01 E An abnormal accelleration is detected. The controller detected an abnormal accelleration, and will The driver should slow down the engine, in order that the
disable the automatiic shifting for a certain time. wheels can not spin any more.
E5.01 E Time in gear exceeded the time to recalibrate the The controller detected that the time in gear exceeded the time The driver should contact maintenance to recalibrate the
transmisson. to recalibrate the transmisson. transmission,
Type Severity of Effect Level Discription
S High Severe warning Vehicle inoperable, with loss of primary function / Vehicle operable, but at reduced level of performance - customer dissatisfied.
A Moderate Warning Vehicle operable, but comfort / convenience item(s) inoperable - customer experiences discomfort.
B Low Info Vehicle operable, but comfort / convenience item(s) operable at reduced level - customer experiences some dissatisfaction.
H Very low Dana info Vehicle operable, defect not noticed by customer.
E None Exceed parameter info Driver is requesting an action, which is protected by the controller
Limp Home Mode
The GPOS / CPOS display indicates the letters ‘LH’ left of the direction/position indication.
Defaulted to if either of following conditions occurs:
• a single fault on a transmission control output is detected
• a fault related to the engine speed sensor is detected
• two out of three vehicle speed sensors are in fault
If one of the above conditions is present, the transmission is put in neutral. In order to continue driving, neutral must first be selected on the shift lever. Once the shift lever has been put in neutral, the driver can re-engage a direction.
In this mode, the user can operate the transmission in either direction in 1st and 2nd only. If the fault occurs at a higher gear position, the user is allowed to shift down manually.
Note: On some transmissions, ratios normally not selectable are used to substitute those that can no longer be selected.
The controller uses default limits; all shifts use a default modulation curve.

Inching is disabled.
Shut Down Mode
The GPOS / CPOS display indicates the letters ‘Sd’ left of the direction/position indication.
The ECM transmission control valve has a built-in redundant shutdown solenoid and a pressure switch that monitors the pressure controlled by that solenoid.
This solenoid is controlled by the APC200 using both a high side and a low side switch (again redundant logic).
When the APC200 enters shut down mode, all four pressure modulators are put at zero pressure AND both controlling outputs of the redundant shutdown solenoid are switched off.
This mode is activated when a severe internal or external problem is detected.
In this mode, the transmission is forced in Neutral because the redundant shutdown path cuts off the hydraulic power to the clutches.
This mode is selected only if an intolerable combination of faults exists. In case of an intermitting problem, SHUTDOWN mode is exited and the controller enters the LIMP HOME mode.
However, in case the error is related to the pressure feedback signal, SHUTDOWN mode remains selected until the controller is switched off.
Also when a fault related to the parameter settings located n FLASH memory s detected, the controller reverts to shutdown mode
Pressure feedback sensor

The pressure feedback signal is evaluated as an ON/OFF pressure switch, with internal resistance
of 2K ohm when open and 1K ohm when pressurized.
If resistance is substantially lower than 1K0, a SC condition is assumed.
If it's higher than 2K0, an OL condition is assumed

Chapter 3
Ser vice Training
Service Page 1
3 TRUCK BOD
TRUCK Y
BODY
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Chapter 3
Service
3.1 CHASSIS ASSEMBLY
The chassis assembly is of welded construction and has a number of sub assembly parts and covers
attached that provide access as illustrated.
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1 Access in chassis for main electrical power switch.

2 Access to batteries and central greasing pump (if fitted).
3 Access to electrical boxes including 3B6, CB14 (engine) and central greasing programer (if fitted).
4 Access to brake oil tank.
5 Access to the brake oil cooler unit.
6 Grill covering the brake oil cooler.
7 Grill covering the hydraulic oil cooler.
8 Access to the hydraulic oil cooler.
9 Demountable hydraulic tank assembly.
10 Sealed access cover to the hydraulic tank.
11 Access cover to the hydraulic tank and filters.
Chapter 3
Ser vice Training
Service Page 3
3.1.1 HYDRAULIC TANK ASSEMBLY.
The Hydraulic tank is removable and is height adjusted to match the chassis during manufacture. The tank
is a matched unit to the chassis and is not readily interchangeable between trucks.
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1 Hydraulic tank assembly. 12 Return from cooler motor and proportional valves.
2 Tank filler cap. 13 Temperature switch.
3 Tank to chassis mounting holes (6). 14 Switch, thermostatic cooler valve.
4 Height adjustment bracket (2) on chassis. 15 Low oil level switch.
5 Tank securing screws (2). 16 Hydraulic filter assy (2).
6 Height adjusting screws (2). 17 Low pressure return filter (1).
7 Feed outlet to working pump 1. 18 Breather Filter (1).
8 Drain plug. 19 Hydraulic tank mounting bolts (6).
9 Feed outlet to steer supply pump. 20 Sealed cover.
10 Feed outlet to working pump 2. 21 Oil level sight glass.
11 Return feed from control valve.
Chapter 3
Service
3.2 CABIN GLASS.
Removal and replacement of damaged cabin glass is often left to professional glazing service companies
but if circumstances force individual service organisations to complete this work themselves then it is
important that proper procedures are followed.
The next pages show the different types of glazing techniques in use and describe any special procedures
that may be advised when removing broken or cracked glass and fitting new.
Glass that is adhered to the cabin using silicon adhesive, as for example in the front screen of the cabin
is illustrated below.
1 Cabin front screen.

2 Silicon rubber adhesive.
3 Cabin Frame.
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This glass can be removed using the following procedure. C01. Register 05
Drill or cut a small hole or slot in the silicon adhesive (2).

Pass a cheesewire saw through the hole.
Saw around the outside of the glass(1) through the silicon (2).
Use a sharp utility knife to cut excess silicon off the cabin frame.
Clean the area using a proprietry cleaner.
It is not necesary to remove all trace of the existing silicon as the new silicon will adhere to the old without
difficulty.
Chapter 3
Ser vice Training
Service Page 5
3.2.1REPAIRING THE CABIN GLASS PANE
With adhesive tape With polyurethane glue

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Prepare and clean the new glass pane (1 ) and pane channel (2).
Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
Cut the new window pane channel and drill a 3 mm hole for metal screw (3) 25 mm from each corner of
the channel.
Fit the channel to the glass pane.
Affix double-sided tape (5) (2 x 20 mm) or apply Purflex glue (5a) or a similar material 5 - 6 mm thick
continuously to the channel (2).
Remove the protective strip on the back of the tape, install the lower channel first in the frame (4) and press
the glass pane firmly against the frame.
Fasten the channels with metal screws (3).
Seal the inside and outside of the mitre sections, the outside of the channels on (6) with black Purflex
polyurethane. Apply transparent Purflex polyurethane or a similar sealant at (7).
The sealant is firm after 1 hour and completely dry after 12 hours.
Chapter 3
Service
3.2.2 REPAIRING THE CABIN WINDOW PANE (GLASS-TO-GLASS)
Affix crepe tape to the outside and inside of the new glass panes on both sides (not the edges).
Install the glass pane so that there is a gap of 1 - 4 mm at the inner edges.
Press transparent silicone sealant continuously into the joint from the top down, making sure that both joint
edges are fully covered. The silicone bead (1 ) should be about 8 - 10 mm thick.
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Smoothen the silicone bead within 10 minutes and eliminate any faults (commercial silicone remover).
After complete hardening of the silicone sealant (approx. 12 hours), remove the crepe tape.
Chapter 3
Ser vice Training
Service Page 7
3.2.3 REPAIRING THE CABIN WINDOW PANE WITH ALUMINIUM FRAME (SLIDING WINDOW)
NOTE:
Windows for direct bonding are provided with channels without fastening holes.
Prepare and clean the new glass pane (3) and channel (2).
solvents.
Install channel (2) to glass pane (3).
Affix double-sided tape (4) (2 x 20 mm) to the flange surface (4) of the channel.
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Remove the protective strip on the back of the tape and insert the glass pane into the door frame with the
lower side first.
Press the glass pane firmly against the door frame.
Seal the channel on the outside of the door frame with Purflex polyurethane sealant or a similar material.
Chapter 3
Service
3.2.4 REPAIRING THE ROOF WINDOW WITHOUT FRAME OR CHANNELS
solvents.
Affix a continuous piece of tape (diameter 6 mm) to the roof channel (3).
Remove the protective strip and position the roof pane above the opening and press on firmly.
The remaining joints can be sealed with silicone, if desired. Hardening time about 12 hours.
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Chapter 4
Ser vice Training
Service Page 1
4 STEERING SYSTEM
4.1 STEER AXLE TYPE L 101

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L 101
Axle type
Steer axle
Description
The rear wheels are steered by the action of a single double-ended, balanced hydraulic cylinder connected
to two fixed length track rods and the two stub axles.
Movement of the steering wheel actuates the steering control valve, which regulates the flow of oil to the
steering cylinder.
The oil is supplied via an engine-driven gear pump.
The axle housing is supported in the chassis by spherelastic bearings, which allow full articulation of the
axle when operating on uneven ground.
The steering cylinder is attached to the housing by four bolts.
The track rod link arms have bearings with seals pressed on each end and are connected to the piston
rod and stub axles with pressed-in bolts and roll pins.
These links have a fixed length and do not require adjustment to maintain correct tracking.
Chapter 4
Service
4.2 REMOVING AND INSTALLING THE STEER AXLE
STEER AXLE REMOVAL
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- Before removing the wheels, reduce tyre inflation pressure to under 5 bar.
- Loosen the wheel nuts (1) and clamps (2).
- Jack up the truck at the rear and support it securely.
(Use a jack with a minimum lifting capacity of 25 000 kg).
- Remove the rear wheels (3).
- Support the steer axle.
- Loosen and remove the fastening nuts, and drive out the bolts.
- Disconnect the oil lines at the shock valve or steering cylinder. (Place an oil pan underneath.)
- Lower the steer axle (4) slowly.
Replacing the rubber mount (5)
- Remove the circlips (6).

- Drive out the rubber mount bushings (5).
- Insert and drive in new rubber mount bushings (5).
- Install the circlips (6).
Chapter 4
Ser vice Training
Service Page 3
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steer axle installation
- Position the steer axle (4) on the truck frame and insert the bolts (7).
- Install the washers and nuts and torque them to 1050 Nm.
- Connect the oil line on each side.
- Bleed the steering system by turning the steering wheel several times through the full cycle.
- Mount the wheels.
- Lower the truck to the ground.
- Tighten opposite wheel nuts and clamps to 350 Nm.
- Inflate the tyres to 10 bar.
Chapter 4
Service
4.3 REPAIRING THE STEER AXLE - TO 09/99
NOTE:
The following services can be carried out without dismantling the steer axle from the truck.
This axle was fitted with preloaded king pin bearings and grease filled hubs.
4.3.1 RENEWING THE WHEEL BEARINGS
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1 Wheel hub 7 Seal

2 External tapered roller bearing 8 Thrust washer (curved washer)
3 Internal tapered roller bearing 9 Wheel hub nut
4 Ring 10 Wheel bearing dust cap
5 Stub axle 11 Locking screw
6 Spacer 12 Bushing
Chapter 4
Ser vice Training
Service Page 5
- Before removing the wheels, reduce the tyre inflation pressure to under 5 bar.
- Loosen the wheel nuts.
- Jack up the truck at the rear and support securely.
- Remove the rear wheels.
- Remove the cap (10).
- Wipe off any grease and remove the locking screw (11) and bushing (12).
- Loosen and remove the wheel hub nut (9) with special spanner 001 941 10 03.
- Drive out the wheel hub (1) from the inside out with a plastic mallet.
- Remove and renew the outer ring of the tapered roller bearings (2) and (3). (Press in the outer rings,
do not drive them in).
- Pull the tapered roller bearing (3) from the stub axle (5) and renew it.
- Drive out the radial seal ring (7) and clean the ring (4).
- If the ring (4) and the spacer (6) are damaged or worn, replace them as follows.
- Heat the ring (4) and drive it out of the wheel hub from the inside out.
- Remove any remnants of Loctite and clean the wheel hub (1).
- Coat the seat of the new rings (4) with Loctite 270 and press them into the wheel hub (1).
- Heat the spacer (6) and pull it off the stub axle.
- Remove any remnants of Loctite and clean the stub axle (5).
- Coat the seat of the spacer (6) on the stub axle with Loctite 572.
- Heat the spacer (6) to approx. 100 °C and drive it against the stub axle with light blows.
- Coat the radial seal ring size 180x215x15 (7) with Loctite 270 and press it into the ring (4) with tool
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000 941 10 03.

- Pack the radial seal ring (7) and wheel bearings 2 and 3 with roller bearing grease.
- Fit the wheel hub (1) on the stub axle (5) and drive in the bearing (2), install the thrust washer (8)
and screw in the wheel hub nut (9).
4.3.2 ADJUSTING THE WHEEL BEARINGS - TO 09/99
- Tighten the castellated nut (9) to approx. 1000 Nm.

- Hit the wheel hub (1) with a plastic mallet while turning it.
- Retighten the castellated nut, repeat the procedure until no further tightening is possible, then loosen
the nut by approx. 30° until the threaded hole in the thrust washer (8) is in line with the cut-out of
the nut (9).
- Coat the locking screw (11) with Loctite 270 and install it along with the bushing (12).
- Apply sealing compound to the wheel bearing dust cap and screw it tight.
Chapter 4
Service
4.4 STUB AXLE - TO 09/99
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1 Bolt 10 Stub axle

2 Cover 11 Tensioning element
3 O-ring 12 Set screw
4 Bearing 13 Self-aligning ring
5 Spacer 14 Spacer
6 Seal 15 Thrust washer
7 Thrust roller bearing 16 Bolt
8 Self-aligning ring 17 Cover
9 King pin 18 M20 bolt
Chapter 4
Ser vice Training
Service Page 7
4.4.1 REMOVING THE STUB AXLE - TO 09/99
- The truck must be jacked up and the wheel removed.

- Drive out the track rod pin and detach the track rod.
- Remove the two M6 socket head screws (12) at the self-aligning ring (13).
- Remove the silicone sealant and turn back the self-aligning ring.
- Remove the covers (2) and (17) and wipe away any grease.
- Drive out the bolt (16) and extract the thrust washer (15).
- Attach the wheel hub and stub axle (10) to a crane.
- Screw the M27 threaded spindle into the king pin and using threaded spindle 001 941 80 09 pull the
king pin (9) out with hydraulic puller 000 941 91 00.
- Pull the stub axle (10) out of the axle housing to the side.
- Take out the thrust roller bearing (7), spacer (14) and clamping ring (11).
- Drive out the top and bottom bearing (4) and spacer (5) from the inside out and remove them.
- Remove the seal (6) in the self-aligning rings (8) and (13).
- Clean all parts and inspect for wear and damage.
4.4.2 INSTALLING THE STUB AXLE - TO 09/99
- Place the seals (6) in the groove for the self-aligning rings (8) and (13) and coat with grease.
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- Install the bottom bearing shell and the cage of the thrust roller bearing (7) on the stub axle and pack
with grease.
- Press the top bearing shell (inside diameter is larger than the bottom bearing shell) of the thrust roller
bearing (7) into the axle housing (drive in).
- Insert the stub axle (10) into the axle housing and press or drive in the king pin (9).
- Pressing tool 001 941 80 18
- Driving tool 001 941 80 08
- NOTE: Before pressing in the pin, grease the holes and pins with Molykote paste or grease.
- Insert the spacer (5) and drive in the top bearing (4).
- Place the O-ring (3) into the groove of the cover (2), put the cover in place and fasten it with screws.
Torque the M20 screws (1) to 610 Nm.
- Slide the tensioning element (11) and spacer (14) onto the king pin from below and drive in the
bottom bearing (4).
- Using a jack, press the stub axle (10) upward until the thrust roller bearing (7) is free of play.
- Install the thrust washer (15) and clamp it by tightening the screws (16) of the tensioning element
(11).
- Torque the three M16 x 70 screws (16) to 310 Nm.
- Adjust the lower self-aligning ring (13) to a gap of 0.5 mm.
- Coat the 2 set screws (12) with Loctite 262 and screw them in to clamp the self-aligning ring in this
position.
- Remove the jack. Move the stub axle back and forth and hit on the stub axle with a plastic mallet
to seat the bearing, pin and tensioning element.
- Torque the screws to 310 Nm again.
- Place the O-ring (3) into the groove of the cover (17), put the cover in place and fasten it with screws.
- Torque the screws (18) to 610 Nm.
- Seal the self-aligning rings (8) and (13) with silicone.
- Lubricate the stub axle bearing with grease.
Chapter 4
Service
4.3.1 RENEWING THE WHEEL BEARINGS - FROM 09/99
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1 Adjusting ring 10 Grease nipple

2 Seal 11 Grub screw
3 Stub axle 12 Hub nut
4 B ush 13 Cover plate
5 Axle beam 14 Bolt
6 Thrust bearing 15 Lock screw
7 King pin 16 Lock washer
8 Bush 17 outer bearing
9 Plate 18 inner bearing
19 Seal
Chapter 4
Ser vice Training
Service Page 9
- Before removing the wheels, reduce the tyre pressure to under 5 bar.
- Loosen the wheel nuts.
- Jack up the truck at the rear and support securely.
- Remove the rear wheels.
- Remove the bolts (14) and cap (13).
- Wipe off any grease and remove the locking screw (15) and lock washer (16).
- Loosen and remove the wheel hub nut (12).
- Drive the wheel hub off from the with a plastic mallet.
- Remove the outer tapered roller bearings (17).
- Remove the seal (19).
- Remove the inner tapered roller bearing (18).
- Inspect the abutment ring under the seal for wear or damage, if it needs replacing proceed as follows.
- Split the ring with a cold chisel and remove it from the stub axle shaft.
- Clean any loctite residue from all area's.
- Apply loctite 570 to the srea of the stub axle where the abutment ring fits.
- Heat the abutment ring to 100°C and fit to the stub axle.
- Fit a new inner taper roller bearing (18) and seal (19).
- Fit the outer shell of the outer taper roller bearing(17) to the hub.
- Fit the hub to the stub axle, pack the bearing area with grease.
- Fit the outer bearing roller cage (17), the lock washer (16) and the nut (12).
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4.3.2 ADJUSTING THE WHEEL BEARINGS - FROM 09/99
- Tighten the nut (12) to approx. 1000 Nm.

- Hit the wheel hub with a plastic mallet while turning it to settle the bearings.
- Loosen the nut by approx. 30° until the threaded hole in the lock washer (16) is in line with the cut-
out of the nut (12).
- Coat the locking screw (15) with Loctite 270 and fit and tighten it.
- Apply sealing compound to the wheel bearing cover and screw it tight.
Chapter 4
Service
4.4 STUB AXLE - FROM 09/99
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1 Adjusting ring 10 Grease nipple

2 Seal 11 Grub screw
3 Stub axle 12 Hub nut
4 B ush 13 Cover plate
5 Axle beam 14 Bolt
6 Thrust bearing 15 Lock screw
7 King pin 16 Lock washer
8 Bush 17 outer bearing
9 Plate 18 inner bearing
19 Seal
Chapter 4
Ser vice Training
Service Page 11
4.4.1 REMOVING THE STUB AXLE - FROM 09/99
- The truck must be jacked up and the wheel removed.

- Drive out the track rod pin and detach the track rods.
- Remove the wheel hub as described on page 5.
- Remove the covers and nipples (9) and (10) and wipe away any grease.
- Drive out the king pin (7) and extract the thrust washer (6).
- Attach the stub axle (3) to a crane or lifting device.
- Screw the M27 threaded spindle into the king pin and using threaded spindle 001 941 80 09 pull the
king pin (7) out with hydraulic puller 000 941 91 00.
- Pull the stub axle (3) out of the axle housing to the side.
- Drive out the top bush and spacer (8) and bottom bush and spacer (4).
- Remove the silicon sealant from the seal adjuster rings(1), loosen the grub screws (11) and unscrew
the rings, remove the seals (2)
- Clean all parts and inspect for wear and damage.
4.4.2 INSTALLING THE STUB AXLE - FROM 09/99
- Place new seals (2) in the groove of the adjusting rings (1).
- screw the adjusting rings (1) onto the stub axle top and bottom ensuring that the thread is good.
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- Smear the outside of the top and bottom bushes and spacers (4 & 8) with Molybdenum assembly
grease and install them in position.
- Fit the bottom cover (9) and nipple (10) using loctite 270 sealant.
- Insert the stub axle (3) into the axle housing and fit the thrust bearing in position above it, press in
the king pin (7).
- NOTE: Before pressing in the pin, grease the holes and pins with Molykote paste or grease.
- Fit the top cover (9) using loctite 270 sealant and nipple (10).
- Adjust the bottom adjusting ring first to a gap of 1mm, lock it with the grub screw.
- Adjust the top adjusting ring to a gap of 1.3 mm, lock it with the grub screw.
- Seal the adjusting rings (1) silicone.
- Lubricate the stub axle bearing with grease.
Chapter 4
Service
4.5 STEERING CYLINDER
4.5.1 REMOVING AND INSTALLING THE STEERING CYLINDER
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Removal
- Remove the roll pins (4) from the pins (3).

- Drive out the pins (3).
- Disconnect the hoses.
- Remove the four fastening screws (2) from the rear of the axle housing (1).
- Pull back the steering cylinder and pull both track rods (8) out at the stub axle.
- Remove the roll pins (6) from the pins.
- Press out the pins (3) with a hydraulic press and remove the track rods (8).
Chapter 4
Ser vice Training
Service Page 13
Installation
- Position the track rods (8) in the steering cylinder and press the pin (5) in with a hydraulic press.
NOTE
When pressing in the pin, ensure that the lubrication hole in the pin is in line with the lubrication
groove of the bearing.
- Drive in the roll pins (6) with a hammer.

- Put the steering cylinder (7) in position on the axle housing (1).
- Coat the four 30 x 220 - 8.8 screws (2) with Loctite 262, install them in axle housing and torque them
to 1450 Nm.
- Position the track rods (8) in the stub axle, drive in the pins (3) and secure them with roll pins (4).
NOTE
When driving in the pins, ensure that lubrication hole in the pin is in line with the lubrication
groove of the bearing.
- Connect the hydraulic hoses to the steering cylinder.

- Start the engine and bleed the system by turning the steering wheel several times through the full
cycle.
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- Inspect the steering cylinder for leaks.

Chapter 4
Service
4.5.1.1 SEALING THE STEERING CYLINDER
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1 Piston seal 8 Support ring
2 Guide ring 9 Eyebolt
3 Piston rod 10 Rod seal (lip seal)
4 Cylinder tube 11 O-ring
5 Cylinder head 12 Bordering
6 Guide ring 13 O-ring
7 Seal 14 Wiper
4.5.1.2 CHANGING THE STEERING CYLINDER SEALS SAH LEDUC CYLINDERS
Recognised by the end cap having "slots" for a C spanner.

- Fasten the steering cylinder on a workbench or a suitable support (clamp in a vice or fasten with
screws).
- Open the bordering (12) at the cylinder head (5).
- Using a suitable hook spanner, remove the eyebolts (9) from the cylinder tube (4).
- Withdraw the piston rod (3) and cylinder head (5) and inspect them for damage.
- Drive out the second cylinder head (5) from the inside out.
- Remove the seals from the cylinder heads (5) and clean the cylinder heads.
- Install new seals and apply a thin coat of grease.
- Renew the piston seal (1) and guide ring (2), apply a thin coat of grease and slide the piston rod into
the cylinder tube (4).
- Place the right and left cylinder heads (5) over the piston rod and into the cylinder tube (4).
- Renew the O-rings (11) at the eyebolts (9) and screw the right and left eyebolts (9) into the cylinder
tube.
- Torque the eyebolts (9) to 300 - 350 Nm and drive in the bordering (12).
Chapter 4
Ser vice Training
Service Page 15
4.5.1.3 CHANGING THE STEERING CYLINDER SEALS VAGGERYDS CYLINDERS
Recognised by the end cap having two "Flats" for a special spanner.
Disassembling
- Disassemble the bearing (head gland) from the tube. The thread is locked with Locktite and heating
to approx 175°C may be necessary to loosen the Locktite. A special spanner "A" must be used to
loosen the bearing.
- The same procedure is to be used for the second bearing.
- Disassemble the rod assembly from the tube by pulling it out, taking care not to damage the chromed
surface.
- Disassemble all seals, wipers and wear rings, take care not to damage the seal grooves.
- Clean all parts. Remove all Locktite residue.
- Inspect all parts for damage, rust or wear, especially the surface of the rod, the inner surface of the
tube and all seal grooves. Any fault must be corrected.
- If any part cannot be corrected it must be replaced.
Assembling
- Assemble new seals. Lubricate all seals with hydraulic oil before assembling.
- Assemble the rod into the tube. Taking care not to damage the piston seal.
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- Assemble the bearing (head gland) onto the rod. Use the inserter tool "B" to prevent damage to the
seals.
- Apply Locktite 242 on the thread of the bearings. Make sure the thread of the bearings and the tube
are free from grease or oil before applying Locktite.
- Tighten the bearing carefully to the tube by using tool ”A”. Torque 500-1000 Nm depending on the
size of the cylinder.
Special spanner "A" Part number Tube/rod size.

0019418042 180/140
0019418043 200/160
Seal inserter "B"
0019418047 180/140
0019418048 200/160
A B
Chapter 4
Service
4.6 ADJUSTING THE STEERING STOPS
To prevent damage to the hydraulic steering cylinder, first inspect and adjust if necessary, the outer and
then the inner steering stops after repairing a stub axle, track rod or steering cylinder.
ADJUSTING THE OUTER STEERING STOPS
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1 Outer steering stop
2 Stop screw
3 Shims
X Specified dimension 609 mm
CHECKING THE STEERING STOPS
- Turn the wheels to the right or left until the outer steering stop screw (1) contacts the stub axle.
- Check dimension X at the steering cylinder (3) for 609 mm.
If dimension X is too large or too small, adjust the outer stops as follows:
- Raise the truck until the wheels of the steer axle are clear of the ground.
- Operate the steering cylinder until dimension X equals 609 mm.
- Adjust the stop screw (1) with shims so that dimension X equals 609 ± 0.5 mm when the steering
is operated (maximum pressure is reached) and the stop screw is adjusted correctly.
NOTE:
Always check and adjust both outer steering stops.
Torque loading for stop screw (1) is 180 Nm.
Chapter 4
Ser vice Training
Service Page 17
ADJUSTING THE INNER STEERING STOPS

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1 Shims
2 Steering cylinder
CHECKING THE STEERING STOPS
- Turn the wheels to the right or left as far as the stop and until maximum steering pressure is reached.
- There should be no clearance between the stop screw and the inner steering stop.
- If the clearance is too large, remove the fasting nut, take out the stop screw and adjust the inner
steering stop with shims (1).
NOTE:
Always check and adjust, if necessary, both inner steering stops.
Torque loading for stop screw: 180 Nm.
Chapter 4
Service
4.7 HYDRAULIC LOAD SENSING STEERING SYSTEM.
1 Linde load sensing hydraulic pump. 105 cc.

2 Danfoss proportional flow amplifier. Comprising of:-
2a Priority flow valve.
2b Combined valve flow switching unit.
2c Combined valve flow control unit.
2d Directional spool.
3 Danfoss Steer hand pump.
4 Cross line pressure relief valves.
5 Steering cylinder.
Description of operation.
Oil is supplied by the pump (1) into the flow amplifier valve (2) at the HP connection. Initial flow is into the
priority valve 2a where the oil is passed to into the steering system fully charging it to the stand by pressure
(34 bar) at this point no signal at LS is and a delta p condition at the LS valve sufficient to overcome the
pressure regulator on the pump opens a fill path at the swash piston, swashing the pump to "zero" supply.
Operation of a steering motion supplies a flow of oil to one end of the direction valve (2d), also permiting
an increase in LS system pressure operating the LS system to drain the swash piston, stroking the pump
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C01. Register 05
to provide additional oil as required. Movement of the directional valve (2d) opens an oil path to the
combinaton valve (2b & C) causing the valve to open and permit a full flow of oil from the pump through
the combination valve, through the directional valve and onto the appropriate end of the steering cylinder
(5) providing the steering action.
Oil returning from the opposite end of the cylinder passes through the directional valve and back to the
hydraulic tank via the HT line.
At the end of the cylinder stroke when full pressure will exist in the system the LS signal will again destroke
the pump reducing the flow of oil to "zero". Excessive pressure spikes are unloaded by the LS safety valve
at 210 bar.
Excessive flows not required by the system are diverted at the priority valve either to assist general
hydraulic operation if required or directly back to tank if not.
The crossline pressure relief valve (4) protects the system in the case of an impact on a steering wheel,
oil pressure in excess of 260 bar will open the relief valve permiting oil to pass either to the low pressure
side of the cylinder or back to tank.
The steer hand pump (3) acts only as a directional signaling valve, little actual flow passes through the
steer valve but this is both guiding and augmenting the main pump flow through the amplifier.
Chapter 4
Ser vice Training
Service Page 19
4.7.1 STEERING HYDRAULICS CIRCUIT DIAGRAM
2d
2c
2b
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3
2a
2
35 702 _0 4_0 2
Chapter 4
Service
4.7.2 FLOW AMPLIFIER VALVE
Flow detail.
Pilot flow.
Main flow.
Return to tank flow.
Description of operation.
When no steering motion is made the flow from the pump passes into the priority valve at HP and out at
EF. If no demand is being made on the pump by any other part of the complete system the pump will
destroke to the "zero" flow position.
On operation of the steer hand pump to turn right a pilot flow is input to to the direction control valve at
A. This flow feeds through the direction control valve end orifice to pressure area 13 to push the valve to
the right. The increase in pressure is seen also at the load sense port (4) to the pump, stroking the pump
to begin supplying oil to the HP port. The pilot flow also passes through the combination valve to the control
orifice 12 and 3 at each end of the valve at areas 9 and 3 and to the end of the priority valve closing the
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C01. Register 05
EF port and opening the CF port to the combination valve. The balanced flow opens the combination valve
proportional to the amount the steer hand pump is being turned to allow the main flow from the pump to
enter the flow amplifier at HP passing through the combination valve and up to the directional flow valve
and out to the CR (cylinder right) flow out.
Oil returning from the CL (cylinder left) connection passes back through the open return port of the
directional control valve into the return to tank line.
When the steering motion is stopped the directional valve returns to the centre (neutral) position, the load
sense signal is lost and the pump will destroke to reduce the flow to zero. The priority steering valve will
close to provide any output from the pump to the EF port for auxiliary services.
Chapter 4
Ser vice Training
Service Page 21
O.S. Q FLOW AMPLIFIER VALVE.

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Chapter 4
Service
4.7.2.1 FLOW AMPLIFIER VALVE, PRESSURE SETTING.
To adjust the steering pressure fix a gauge or pressure transducer

into the test point "1" on the flow amplifier or into the PS port on the
main control valve.
The plug on the pressure adjuster "2" must be removed to reveal

the adjuster threaded locking washer "3" and the adjuster "4".
1
To carry out the adjustment increase the engine revs to between 3

50 and 80% of maximum and operate the steering to full lock.
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C01. Register 05
loosen the threaded locking washer and turn the adjuster to correct
the pressure. Adjustment of this unit is delicate and patience is
required.
4
Chapter 4
Ser vice Training
Service Page 23
4.7.3 TROUBLESHOOTING THE OSQA FLOW AMPLIFIER
The following chat can be utilised to aid fault analysis.
ERROR CAUSE REMEDY
Too few steering wheel turns Dirty, leaky or missing check Renew or clean the check valve.
from stop to stop. valve (x).
Steering over reacting. Piston (x) stuck in open Dia assemble and check piston
position. movement.
Too many steering wheel

turns from stop to stop.
Piston (x) stuck in closed

Steering too slow. position. Dia assemble and check piston
movement.
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Prolonged hard point when Dirty orifice in directional Clean or replace orifice.
beginning to turn the steering spool.
wheel. Dirty orifice in combined
valve.
Amplification is delayed and Dirty orifice in OSQ housing.
sets in suddenly. Dirty orifice in LS inlet port.
Blocked check valve external
PP port.
Blocked spool check valve in Clean or replace valve.
external PP port.
Spool/sleeve tight in housing.
Steering wheel can be Setting of shock valve too Adjust the setting.
turned rapidly. low.
No end stop feeling.

Chapter 4
Service
ERROR CAUSE REMEDY
Steering wheel can be Leaky or hanging suction Dismantle the suction valve and
turned rapidly. valve. renew if necessary.
No end stop feeling. Missing end stop in directional fit end stop.
valve.
Insufficient force to turn the LS relief valve set too low. Adjust pressure setting.
steer wheels when
stationary. Spool and sleeve fitted Strip and re assemble correctly.
incorrectly, no LS pressure
can be built up.
Spool and sleeve worn. Replace the assembly.
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4.8 DANFOSS STEER HAND PUMP TYPE OSPB 200 LS
The steer hand pump mounted on the steering column provides both a directional flow signal to the flow
amplifier and one quarter of the eventual flow to the steer cylinder. It also provides the LS load sensing
signal to the hydraulic pump to instigate increased pump output. The unit is generally trouble free and
requires special tools to repair. The unit is also "timed" during assembly, if the timing is altered the unit
will not function correctly.
Chapter 4
Ser vice Training
Service Page 25
1 Wiper seal 13 Bolts

2 Matched components 14 Special bolt
3 Check ball 15 Aluminium washers
4 Screw insert 16 End plate
5 Special 2 piece seal 17 Gear set O rings
6 Thrust bearing 18 Gear set
7 Location ring 19 Distribution plate
8 Inner direction spool 20 Distribution plate O ring
9 Driving pin 21 Cardan shaft
10 Outer direction spool 22 Check valve
11 Centring springs 23 Valve body
12 Data plate
4.8.1 DANFOSS STEER HAND PUMP, OPERATION
There are five ports in the pump, viewed directly at the face in which the ports are located these are
Bottom left Pump feed in

Top left return to tank
Bottom right Feed to right turn
Top right Feed to left turn
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Right side of body LS port
Hydraulic oil at stand by pressure is fed into the pump and passes into and through the outer and inner
spools, up the centre of the spool and out of the holes in the top of the spools adjacent to the return to tank
port and directly back to tank. When a steering motion is made, rotation of the inner spool against the
tension of the leaf spring pack will allow the inner spool to rotate off neutral in relation to the outer spool
to a limit set by the driving pin, this selects the direction of steer. An LS signal is also sent to the hydraulic
pump to increase output as required. Continued rotation of the inner spool by the steering wheel will start
to rotate the outer spool by the driving pin. The driving pin also drives the cardan shaft which drives the
inner gyrotor gear of the gear set. The path of the oil is now blocked from passing through both spools to
the tank, instead it flows through galleries to the gear set where the pressurised oil is pumped back up
through galeries in the spool that align with the turn outlet port, either left or right dependant on which way
the spool is being rotated. Oil returning from the cylinder will pass through newly aligned galleries in the
spools, into the spools centre, up the centre of the spools and out of the return to tank galleries back to
tank.
When the steering motion is stopped the leaf springs will rotate the outer spool back to neutral inrelation
to the inner spool and flow to the cylinder wil cease.
It is possible to reseal the pump should a leak occur, a seal kit is available through the parts division. A
special tool, part number K068-118-000 is available. This tool must be used to insert the special two piece
seal and wear ring into the neck of the valve body.
Caution
The steer hand pump must be timed on assembly, failure to do so could lead to serious
damage to the unit or possible injury to the user. If in doubt do not attempt disassembly.
When the steer hand pump is stripped great care must be observed, do not handle
components more than is necessary, store all components in clean hydraulic oil while the unit
is disassembled. It is advantagious to handle the components only while wearing disposable
gloves soaked in hydraulic oil. The accuracy and finish of componets is such that careless
handling with bare hands will damage them.
Chapter 4
Service
4.8.2 DANFOSS STEER HAND PUMP, ASSEMBLY TIMING.
CAUTION
The steer hand pump must be timed on assembly, failure to do so could lead to serious
damage to the unit or possible injury to the user. If in doubt do not attempt disassembly.
During assembly the alignment of the driving pin, it's relationship with the gear set gyrotor and the port
face are critical. The illustration below indicates this relationship.
The spool must be assembled and fitted with the pin (2) at 90 degrees to the port face of the pump(1) as
illustrated by the arrow (3).
The gyrotor of the gear set must then be fitted so that two of the lobes (4) are parallel with the port face
(1) as illustrated by the lines (5).
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C01. Register 05
2
5
4
1
35702_04-06
4.8.3 DANFOSS STEER HAND PUMP,TROUBLESHOOTING.
The following chat can be utilised to aid fault analysis.
ERROR CAUSE REMEDY
No steering function Oil flows directly back to tank Manual steering ball is missing.
within the steering unit
Chapter 4
Ser vice Training
Service Page 27
ERROR CAUSE REMEDY
Short hard point when Air in the LS and PP lines. Bleed the lines.
beginning to turn the steering
wheel. Initial spring compression in Fit a stronger spring in the priority
the priority valve in OSQ set valve.
too low.
Clogged orifice in LS and/or Clean the orifices.

PP lines in OSQ unit
Short hard point when Air in the LS and PP lines. Bleed the lines.
beginning to turn the steering
wheel. Initial spring compression in Fit a stronger spring in the priority
the priority valve in OSQ set valve.
too low.
Clogged orifice in LS and/or Clean the orifices.

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C01. Register 05
PP lines in OSQ unit
Heavy steering Insufficient oil or oil pressure. Attend to the hydraulic pump.
Relief valve set too low or Reset or replace the valve.

faulty.
Blocked LS orifice or tight Remove and clean all units.

spools in OSQ. Check filtration.
High auxiliary pressures Contact Technical support at

acting on EF port. Linde HTD.
Misplaced anti cavitaion ball. Re position the ball.
"Motoring" The steering Faulty, weak or brocken leaf Replace the springs.
wheel turns by itself. springs.
Tightness between spools Contact Technical support at

Linde HTD.
Temporarily lower relief valve
settings.
Chapter 4
Service
ERROR CAUSE REMEDY
Repeated steering Leaf springs weak or broken. Replace leaf springs.

corrections required.
Steering column out of Correct column alignment.
Steering will not go to neutral alignment with steering unit.
position.
Steering column lacks Increase clearance.
Steering to left or right clearance with steer unit.
without wheel movement.
Steering column binding. remove cause.
Backlash in steering Splines of the cardan shaft Replace cardan shaft.

worn or broken.
Leaf springs weak or broken. Replace leaf springs.
"shimmy" Can be caused by a course
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C01. Register 05
abnormal vibration of tyre pattern.
steering wheel.
Air in system. Bleed the system.
Worn mechanical links and Replace worn parts.

wheel bearings.
Leaking dual shock valves, Repair or replace the valves.

suction valves.
The steering wheel can be No oil supply. correct cause

turned continouosly without
turning the wheels. Steer cylinder seals Repair or replace the cylinder.
bypassing.
Shock valve failure. Repair or replace the shock

valves.
Steering will turn to full lock Shock valves set to the same Adjust pressures.
position but steer wheel can pressure as the system relief
coninue being turned. valve.
Contamination of shock Clean or replace shock valves.

valves.
Chapter 4
Ser vice Training
Service Page 29
ERROR CAUSE REMEDY
Heavy impacts on steering Incorrect timing of unit. Re set the timing.

wheel in both directions.
Kick back in system. Missing external check valve Fit valve.

in P line to OSQ unit.
impact from wheels. Contamination of OSQ valve Overhaul and clean valve.
spool.
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Chapter 4
Service
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Chapter 5
Ser vice Training
Service Page 1
5 BRAKING SYSTEM
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Chapter 5
Service
5.1 BRAKING SYSTEM CIRCUIT DIAGRAM
A Valve block
B Foot-operated brake valve (right)
C Sliding caliper disc brake (parking brake)
D Drive axle assembly
E Oil cooler
1 Tank 13 Accumulator (foot brake)

2 Suction filter (hydrogen pressure 80... 115 bar)
3 Temperature sensor 100 °C (Warning) 14 Check valve
4 Hydraulic pump 19 cm³/rev. 15 Foot brake pedal
5 Pressure filter 16 Control valve
6 Recharge valve (130 bar) 17 Transmission disengage switch
7 Changeover valve (160 bar) 18 Brake light switch
8 Handbrake solenoid valve 19 Spring-type parking brake cylinder
9 Check valves 20 Foot brake cylinder
10 Pressure switch (warning buzzer / lamp) 21 Multiple disc brakes
11 Accumulator (hand/foot brake) 22 Oil cooler bypass valve (5 bar)
(hydrogen pressure 80... 115 bar) 23 Temperature switch 55 °C (cooler fan)
12 Pressure switch (hand brake pressure) 24 Cooler
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25 Filter restriction switch
C01. Register 05
5.1.1 DESCRIPTION OF OPERATION.
The gear pump (4), driven by the engine draws oil from the tank. This oil is passed through a pressure
filter (5) and supplied to the accumulators (11) and (13) through the charge valve (A).
As soon as the accumulators (11) and (13) are filled and the maximum pressure of 160 bar is reached,
the changeover valve (6) and recharge valve (7) are actuated and the volume flow is delivered via the
cooler (24) to the disc plates of the service brake. Whenever the operating pressure drops to 130 bar, the
recharge valve (7) closes. This process actuates the changeover valve (6), and the operating pressure
rises again. The excess oil flushes and cools the multiple disc brakes (21) and flows back to the tank. The
electric oil cooler is switched on when the oil reaches a temperature of 55 degrees.
When the switch for releasing the parking brake is pressed, the solenoid valve (8) is actuated and the
stored hydraulic pressure triggers the spring-type cylinder (19), which opens the parking brake.
When the parking brake is applied the switch actuates the solenoid valve (8) and the spring-type cylinder
returns the pressure to the tank via valve (8) so that the spring stack can apply the parking brake.
Pressing the foot brake pedal (15) will activate the control valve (16). The control pressure of 160 bar is
transported proportionally via the control valve (16) to the brake plungers (20) of the multiple disc brake
with a maximum pressure of up to 110 bar.
As soon as the brake pedal (15) is released again, the control valve (16) switches back to its neutral
position and the brake pressure is dumped to the tank (1).
If the hydraulic storage pressure drops to less than 100 bar, an indicator lamp and a warning buzzer is
triggered and the spring-type cylinder (19) at the hand brake closes. The pressure reservoir permits the
vehicle to be braked approx. 15 - 20 more times.
C01. Register 05
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15
11
10
Ser
14
A B
9
16
Service
13
17
7
9
6 8
vice Training
12
1
18
C
19
22
24
5 b ar
25 5
t E 3 5 7 0 2 _ 0 5 -0 1
i = 1 ,2 7 = 4 D
Page
23
Chapter
20 20
2 t
3
1
3
5
21 21
Chapter 5
Service
5.1.2 BRAKE PRESSURE SYSTEM
1 Hydraulic pump. 19 cc/rev

2 Pump suction hose.
3 Return from oil cooler bypass valve.
4 Return line temperature warning switch. 100°C
5 Brake oil tank. 100 Litres.
6 Brake system suction filter.
7 Return hose, brake cooling.
8 Brake pressure filter with "blocked" warning switch.
9 System accumulator. 80-115 bar Nitrogen charge
10 Switch, accumulator low pressure warning buzzer.
11 Brake charge valve. 130 - 160 bar
12 Switch, handbrake warning light.
13 Parking brake assembly.
14 Service brake pressure test point. 0 - 110 bar
14a Service brake pressure test point, Alternative. 0 - 110 bar
15 Foot brake valve.
16 Switch, Brake light.
17 Foot brake accumulator. 80-115 bar Nitrogen charge
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Chapter 5
Ser vice Training
Service Page 5
5.1.3 BRAKE SYSTEM COOLING AND FLUSHING.
1 Feed line from brake charge valve to oil cooler.

2 Brake charge valve.
3 Cooler bypass valve.
4 Oil cooler.
5 Cooler fan motor.
6 Switch, cooler fan. 55°C on, 11°C off
7 Feed line, oil cooler to brake disc cooling.
8 Return line, bypass valve to tank.
9 Return line, brake disc cooling to tank.
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Chapter 5
Service
5.1.4 PRESSURE MEASUREMENTS
PRESSURE TAPS IN THE BRAKING SYSTEM
MEASURING THE SYSTEM PRESSURE
In some early models there may not be dedicated pressure test points, on these machines the pressure
can be measured by fitting a tee fitting into the service brake system at (1) or into the parking brake system
by removing the parking brake switch (4) or the pressure switch (5). On later machines there are dedicated
pressure test points at the service brake feed hose (2) and a system check on the brake charge valve (3).
357 804 46 01. 0102

C01. Register 05
TO MEASURE THE SYSTEM AND HANBRAKE PRESSURE.
Fit a gauge with capability of higher than 200 bar into the adaptor at A on
the charge pressure valve.
Measure the system pressure and reset as required.
Setting: min. 130 bar
max. 160 bar
Apply the handbrake and measure the pressure.
MEASURING THE SERVICE BRAKE PRESSURE
Unscrew the cover of the test adaptor at the valve block (A) on the left
side of the drive axle, install a gauge with capability if higher than 200
bar and measure the pressure when the foot brake is applied.
Setting: Max 110 bar
Chapter 5
Ser vice Training
Service Page 7
EQUIPMENT REQUIRED FOR PRESSURE TESTING
ORDER NO. DESCRIPTION
WM 1.13 HIGH-PRESSURE GAUGE 0 - 600 BAR

WM 172 ADAPTER M10 X 1
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Chapter 5
Service
5.2 BRAKE CHARGE VALVE
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C01. Register 05
1 Cap nut
2 Locknut
3 Setscrew, Minimum pressure adjustment.
4 Setscrew, Maximum pressure adjustment.
5 Locknut
6 Stop ring
Chapter 5
Ser vice Training
Service Page 9
5.2.1 ADJUSTMENT OF THE BRAKE CHARGE VALVE.
Note:
The brake charge valve has two coaxial setscrews that permit the adjustment of the recharge
pressure and the maximum charging pressure.
Setscrew (3) regulates the accumulator charging pressure (minimum pressure).
Setscrew (4) regulates the final accumulator charging pressure (maximum pressure).
To reduce the pressures, turn setscrew (3) and setscrew (4) clockwise.
ADJUSTING THE RECHARGE PRESSURE
Remove the cap nut (1).

Slacken the locknut (2).
357 804 46 01. 0102
Turn screw (3) in to reduce pressure.

C01. Register 05
Turn screw (3) out to increase pressure.

Specified recharging pressure: 130 bar. 1
ADJUSTING THE MAXIMUM PRESSURE.

Turn setscrew (4) in to reduce pressure.
Turn setscrew (4) out to increase pressure.
Specified final charging pressure: 160 bar.
Chapter 5
Service
5.3 ADJUSTMENT OF THE SERVICE BRAKE.
ADJUSTMENT OF THE BRAKE PRESSURE
Raise the rubber boot.

Turn the setscrew (2) clockwise
(pressure reduction).
Turn the setscrew (2) anticlockwise
(pressure increase).
Retighten the locknut (1).
Specified pressure: 110 bar.
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C01. Register 05
ADJUSTMENT OF THE PEDAL ANGLE
Loosen the hex head screw (5).

Adjust the angle of the pedal with the Allen screw
(4).
Retighten the locknut (3) and screw (5).
Chapter 5
Ser vice Training
Service Page 11
5.4 FAULT FINDING
FAULT CAUSE REMEDY
Accumulators not charging. Contamination of the priority Check sliding of all parts,
valve. particularly of the valve at the
inlet.
Check hydraulic connections.
After overhauling the
accumulator charging valve,
check if the wire circlip on the
piston is correctly positioned in
front of the feed connection.
Brakes do not release. System not draining correctly. Check, clean or overhaul the foot
brake valve.
Pedal not returning to home Check pedal adjustment and

357 804 46 01. 0102
position. operation.
C01. Register 05
Indicator lamp on Check the minimum pressure Reduce the pressure at the
instrument panel not setting (130 bar). charging valve to a pressure slightly
illuminating or lit steadily. under the minimum charging
pressure, but which still ensures
that the lamp lights after 3 or 4
brakings.
Abrupt braking. Pressure setting is incorrect Reduce the pressure with the
(consult manual). setscrew underneath the pedal
and check it with a pressure
gauge (110 bar).
Low braking action. Pressure setting is incorrect Increase the pressure with the
(consult manual). setscrew underneath the pedal
and check it with a pressure
gauge.
ATTENTION: Do not exceed the
specified brake pressure settings
(160 bar).
Retarded braking and brake Feed and draining rate of Check if the diameter of the
release. brakes is too low. braking system hoses is not
small in relation to the length.
Check the viscosity of hydraulic
oil.
Check for restrictions to flow
within the system.
Chapter 5
Service
FAULT CAUSE REMEDY
Braking pressure is not Minimum accumulator pres- Check if the charging pressure
constant,pressure fluctuates. sure is lower than maximum setting is correct and adjust if
braking pressure. necesary. Overhaul or replace
the brake charge valve.
Accumulators recharge con- Accumulator nitrogen filling is Check the nitrogen pressure
tinuously. too low or too high. of accumulators after draining
the oil into a suitable container.
Refill the accumulator in
accordance with the
manufacturer's specifications.
The nitrogen pressure is
determined by reading the
pressure of the residual oil in
the accumulator.
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C01. Register 05
Pump always under Pump is worn. Check the pump.
pressure.
Valve dirty. Carefully inspect the valve
Check for proper sliding of
parts and integrity of valves
and seats.
Chapter 5
Ser vice Training
Service Page 13
5.5 CONSTRUCTION OF THE WET MULTIPLE DISC BRAKE
Brake Type: 7 or 8 460
Outer diameter of plates
Number of plates
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1 Brake anchor plate 13 Seal set

2 Brake housing 14 Seal set
3 Piston 15 Spring
4 Inner plate 16 Screw
5 Outer plate 17 Sealing ring
6 O-ring 18 Screw plug
7 Screw 19 O-ring
8 Screw plug 20 Face seal
9 Sealing ring 21 Screw
10 Sealing ring 22 Tube
11 Fitting 23 Bushing
12 Bleeder 24 Screw
Chapter 5
Service
5.5.1 CHECKING THE LINING WEAR
Remove the plug (18) in the control dimension bore.

Press the brake pedal (close the brake).
Use a depth gauge to measure the distance from the housing to the brake plunger.
"X"
Control dimension
Check dimension: "X"
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C01. Register 05
Wear dimension: 2.8 mm on brakeswith 7 discs.
3.2 mm on brakes with 8 discs.
Axle types 101 have a brake with 7 pairs of discs.

Axle types 102 have a brake with 8 pairs of discs.
When the check dimension "X" plus the wear dimension 2.8 or 3.2 mm are equal to the control dimension
preparation should be made to renew the brake discs.
NOTE:
The control dimension "new" is stamped into the housing below the bore.
If the control dimension is reached, the following must be checked:
Max. oil temperature (cooling system)

Specified oil grade
Oil flushing (filters)
Wear
Chapter 5
Ser vice Training
Service Page 15
5.5.2 INSTALLATION OF THE PISTON CUPS
Position the pistons on the plane surface of the larger diameter. Make sure that the correct order of the
sealing parts is observed during installation. Mount the O-rings without twists and bulges.
FITTING O-RING AND BACK-UP RING
1. Large back-up ring

2. Large O-ring
3. Small O-ring Pressure
4. Small back-up ring
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Fit the back-up rings on the side opposite to the pressure side!
INSTALLATION OF THE OMEGAT SEAL SET
1. Large O-ring
2. Small O-ring
3. Large PTFE profile ring Pressure
4. Small PTFE profile ring
Install the PTFE profile rings with the small diameter facing the pressure side! Mounting bands may be
used as assembly devices.
Chapter 5
Service
5.5.3 INSTALLATION OF THE PISTON INTO THE BRAKE ANCHOR PLATE
Oil the piston bearing surfaces of the brake anchor plate, coat the threaded bores with Loctite 262, then
357 804 46 01. 0102

C01. Register 05
insert and screw in the bushing (1). Place the piston (2) on the brake anchor plate without jamming (ensure
the correct alignment of the bores to the threaded holes).
Press the piston evenly into the brake anchor plate (3) with temporary screws and without jamming it.
If necessary, hit the piston with light blows of the hammer to align it with the threaded holes.
First insert the springs (4), then the tube (5) into the piston bores. Screw the hex head screws (6) in with
the flange.
Chapter 5
Ser vice Training
Service Page 17
5.5..4 CHECKING THE AIR GAP

357 804 46 01. 0102
C01. Register 05
Prior to assembling the brake the air gap must be checked.
Check the air gap as follows:
Insert the sevenor eight plates into the housing.

Measure the dimension "A"
Measure the brake piston height "B"
Air gap sL = dimension A - dimension B (measured without pressure)

Nominal dimension of the air gap sL is 2.3 mm ± 1.0 mm
Insert the O-ring (6) torsion-free and without twists.

Chapter 5
Service
5.5.5 LEAKAGE TEST SPECIFICATION FOR THE HYDRAULIC BRAKING SYSTEM
CHECKING THE HYDRAULIC BRAKING SYSTEM FOR TIGHTNESS
Before performing the leakage test, bleed the hydraulic braking system.
With a continuous pressure load of 120 bar, a maximum pressure drop of 2 % to 117.5 bar after 15 minutes
is permissible. Pressure loss in excess of this must be investigated and corrected.
Testing agent: Engine oil SAE 10 W corresponds to MIL - L 2104.
CHECKING THE COOLING OIL COMPARTMENT FOR TIGHTNESS
Leakage-testing of the cooling oil compartment is performed after the wheel hub and scraper ring seal
have been installed and the wheel bearing has been adjusted.
Connect an air pressure gauge with a stop valve.
Pressurise the hub assembly with compressed air to a pressure of 1.5 bar.
Spin the hub assembly several times.
A maximum pressure drop of 0.1 bar after 10 minutes is permissible.
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5.5.6 FINAL ASSEMBLY
REFER TO THE ILLUSTRATION ON PAGE 13.
Place the brake anchor plate (1) on the housing (2) and align them. Install and tighten the screws. Screw
in the bleeder (12) with fittings (11) and (10), and the screw plugs (8) with washers.
Check the hydraulic braking system for tightness. (Please refer to Leakage Test Specification.)
Insert the O-ring (19) (brake anchor plate/axle spindle or stub axle) torsion-free and without twists.
Measure the distance from the brake anchor plate to the piston plane surface through the wear
measurement bore while the piston is pressurised, and stamp this dimension into the brake anchor plate
using stamp numbers.
Install and bolt the brake assembly on the axle (coat the mating surface with Loctite 270.)
For fitting the face seal see section 2 (2.4.6.2)
ALIGNING THE BRAKE PLATES

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With size X460 NLB brakes, the inner plates are aligned with a device (001.941.80.12) and attached by
applying pressure to the piston (hydraulic or pneumatic). If the tool is unavailable the wheel hub spline may
be used to align the discs.
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5.5.7 PARKING BRAKE
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1 Brake caliper
2 Guide bolt
3 Backing plate /
brake pad
4 Backing plate /
brake pad
5 Disc spring stack
6 Piston
7 Adjuster screw
8 Push rod
9 Thrust ring
10 Oil chamber
11 Locknut
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Service Page 21
5.5.8 MECHANICAL FLOATING CALIPER DISC BRAKE
(with manual readjustment)
Type 230 VI-Ö
Introduction
The hydraulically detachable spring-loaded brake is primarily intended for use as an emergency and
parking brake. The operating force is provided without a mechanical transmission. Instead, this is provided
by a disc spring stack. To release the brakes requires a hydraulic pressure of approximately 100 bar. A
hydraulic accumulator with a storage pressure of 160 bar provides a simple emergency and parking brake,
which fulfils an important safety function. Whenever the hydraulic pressure supply system fails, the vehicle
is automatically stopped and braked.
The brake is installed at the differential input shaft of the driving shaft. The diameter of the brake disc is
480 mm. The pad and disc wear is corrected manually by turning an adjuster screw.
Functional Description of the Braking Procedure

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The brake caliper (1) and the two identical backing plates / brake pads (3) and (4) move freely on two bolts
(2) in a mounting bracket. The longitudinal force from the friction pad, which is released whenever the
brake is engaged, is supported by one of the bolts (2), depending on the direction of rotation of the brake
disc.
The clamping force supplied by the disc spring stack (5) causes the piston (6) together with the backing
plate / brake pad (3), adjuster screw (7) and push rod (8) to move toward the brake disc. As soon as brake
pad contacts the brake disc, the reactive forces on the thrust ring (9) cause the caliper assembly (1)
together with the brake pad (4) to slide over the guide bolts (2) in the mounting bracket until full contact
is made on the brake disc.
The brake is released by pressurising the chamber (10) between the caliper and the piston with oil
pressure. This pressure causes the piston (6) to overcome the force of the disc springs and to move until
it is stopped by the thrust ring (9).
The caliper has a hole for the installation of an automatic caliper resetting device, which returns the caliper
to its starting position by spring power as soon as the brake is released.
When the clearance dimension increases due to wear of the lining and the disc, the clamping force is
reduced. The brake is adjusted by turning in the adjuster screw (7) into the piston (6), causing the push
rod (8) to move out of the piston, thereby compensating for the wear.
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5.5.9 PARKING BRAKE ASSEMBLY
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1 Slotted nut 12 Locknut
2 Split pin 13 Adjuster screw
3 Brake caliper 14 Circlip
4 Protection boot 15 Ring
5 Brake pad 16 Disc spring stack
6 Ring 17 Piston
7 Flat magnet 18 Radial shaft seal
8 Push rod 19 Radial shaft seal
9 O-ring 20 Bleeder valve
10 Bolt
11 Protection boot A Mounting bracket
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5.5.10 REPLACEMENT OF THE BRAKE PAD
GENERAL INFORMATION
The perfect technical condition of the brake is of crucial importance to safe braking characteristics.
For this reason the brake should be checked in the time intervals as specified by the manufacturer of the
vehicle and worn parts should be replaced.
The rubber parts should be replaced at 2 year intervals or whenever they are damaged. The pads should
be replaced when worn down. The brake should always be checked when pads are changed.
The brake pads should be replaced when the residual brake pad thickness is 2 mm, or when these are
burnt or glazed.
Only the pad quality specified by the manufacturer of the vehicle or brakes should be used.
The guide surfaces or parts for the brake pads must be cleaned.
The protection boot for the push rod must be checked for perfect condition.
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When the brake pads are being renewed, the brake disc must also be checked for wear. It must be
replaced whenever the minimum thickness is reached - original thickness minus 4 mm (wear on each side
max. 2 mm).
The flat grabbing magnets must be cleaned prior to installation of the new brake pads.
SEQUENCE OF OPERATIONS WHEN CHANGING BRAKE PADS
Remove the protection boot (11).

Loosen the locknut (12) using a spanner with WOF 30.
Loosen the disc springs by turning the adjuster screw (13) anticlockwise using an Allen key with WOF 10.
Alternative: Pressurise the brake with hydraulic pressure and turn the adjuster screw (13) anticlockwise.
Remove the split pin (2) and unscrew the slotted nut (1) using a spanner with WOF 24.
Pull out the bolt (10) from the brake caliper (3) so that the brake pads (5) can be removed. Look out for
a possible pivoting of the brake caliper around the other bolt (10)!
Install the new brake pads (5), slide the bolt (10) into the brake caliper, install the slotted nut (1) and secure
it with the split pin (2).
For brake adjustment refer to "Installation and Adjustment".
Fit the protection boot (11) on the brake caliper.
Refit the valve cap if it was removed from the bleeder valve (20).
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Service
INSTALLATION AND ADJUSTMENT
When the brake is installed either initially or due to wear of the brake pads and/or brake disc, the air gap
must be adjusted as follows:
Upon initial installation, the brake must be bled at the bleeder valve (20) using an 11 AF spanner. The
torque loading is 12 ± 4 Nm.
Loosen the locknut (12) using a 30 AF spanner.
Tighten the disc springs by turning the adjuster screw (13) clockwise using an 10 AF Allen key until the
piston (17) abuts at the ring.
Alternative procedure: Pressurise the brake with hydraulic pressure and turn the adjuster screw (13)
clockwise to its stop.
Turn the adjuster screw (13) anticlockwise to maintain the desired air gap. The required angle of rotation
is determined by the pitch of the thread and the desired air gap.
Air gap 1.5 - 2 mm
Tighten the locknut (12) with a torque loading of 150 ± 10 Nm.
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ALTERNATIVE PROCEDURE.
Release the parking brake.

Loosen the locknut (12).
Tighten the allen screw (13) until the brake is locked then undo the allen screw 1 - 1½ full turns.
Tughten the locknut (12)
EMERGENCY RELEASE
If the brake has to be released in the event the boost pressure supply fails, the following procedure should
be adopted.
Remove the protection boot (11).

Loosen the locknut (12) using a 30 AF spanner.
Turn the adjuster screw (13) anticlockwise using an 10 AF Allen key until the brake is released.
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5.5.11 INSTRUCTIONS FOR ASSEMBLY OF THE DISC BRAKE
Where it is advised that grease be used during assembly use Fuchs Renocal FN 745 (-50 °C to +120 °C).
Place the radial shaft seal (19) into the annular groove of the brake caliper (3).
NOTE:
Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e. the sealing
lip must point to the interior.
Grease the annular groove prior to installation of the seal.
Place the radial shaft seal (18) into the annular groove of the brake caliper (3).
NOTE:
Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e. with the
sealing lip pointing to the oil chamber.
Grease the annular groove prior to installation of the seal.
Slide the O-ring (9) into the annular groove of the push rod (8).
Insert the push rod (8) into the piston (17) so that the annular groove points out of the piston.
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Press the piston (17) with the pre-assembled push rod (8) into the brake caliper (3).
NOTE:
Grease the piston prior to installation so that it can be pressed through the radial shaft seal
more easily.
Insert the complete disc spring stack (16) into the piston (17).
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Service
NOTE:
With a 6-layer disc spring stack, the orientation of the disc spring stack (16) and of individual
disc springs must be as shown in the illustration. The disc spring stack may only be installed
or replaced as a completely new or as an exchange part.
Grease the disc spring stack.
Grease the ring (15) and install it into the brake caliper (3) so that it centres the disc spring stack.
Place the circlip (14) into the annular groove of the brake caliper (3).
Using a fitting tool, press the protection boot (4) into the seat of the brake caliper (3).
Slide the sealing bead of the protection boot (4) into the annular groove of the push rod (8).
NOTE:
The rubber part must not be damaged and the seat in the caliper must be greased prior to
assembly.
Using a 10 AF Allen key, screw the adjuster screw (13) into the piston (17).
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Using a 30 AF spanner, screw the hexagon nut (12) on the adjuster screw (13) until it contacts the piston.
NOTE:
The tightening torque for the locknut is 150 ± 10 Nm after the brake has been installed and
the gap adjusted. Refer to the item "Installation and Adjustment".
The disc brake is dismantled in the reverse order.

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With this type of brake, flat grabbing magnets hold the backing plates and brake pads in the abutment
areas of the brake caliper and the push rod, as required by the location of the brake in the mounting bracket.
The following work sequence applies to installation when replacing the magnets:
Press the flat magnet (7) with the tolerance ring (6) into the opening of the push rod (8).
Press the flat magnet (7) with the tolerance ring (6) into the opening of the brake caliper.
NOTE:
The flat magnets must be installed with a suitable tool and without damage upon installation.
The magnets must not jut out of the push rod or the pad abutment area of the brake caliper
reaction side.
Install the brake caliper (3) into the mounting bracket (A).
Push one bolt (10) (guide bolt) into the brake caliper from the actuation side.
Install the backing plates with the brake pads, and
slide the second bolt (10) into the brake caliper from the actuation side.
Hold the bolt (10) using a 24 AF spanner, screw the slotted nuts (1) on the bolt (10) using a 24 AF spanner
and tighten to a torque of 20 ± 10 Nm. Secure both slotted nuts (1) with a split pin (2).
Screw the bleeder valve (20) into the threaded hole in the brake caliper (3) using a 11 AF spanner.
NOTE:
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The tightening torque for the bleeder valve is 12 ± 4 Nm and is applied after the brake has
been connected to the hydraulic pressure supply and bled.
After the brake is bled, place the valve cap on the bleeder valve (20).
After the brakes are adjusted (please refer to "Installation and Adjustment"), refit the protective cover.
Slide the bead of the rubber protection boot (11) into the annular groove of the brake caliper (3).
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Service
5.5.12 BRAKE DISC
CHECKING THE BRAKE DISC
When replacing the brake shoes, check for

cracks
unevenness
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A Reticular cracks permissible

B Radial cracks not permissible
C Unevenness of the braking areas below 1.0 mm permissible
D Continuous cracks not permissible
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6 ELECTRICAL SYSTEM
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6.1 ELECTRICAL SYSTEM
INTRODUCTION
The truck electrical system is linked and partially controlled by a canbus system linked through an
operation system "PARKER IQAN". This allows continouos and remote monitoring of all truck components
and prevents abuse by maintaining a record of all operations carried out by the machine and preventing
operations that may cause damage to the machine, it's load or operators. The truck systems are linked
to IQAN by a two wire J1939 protocol. This allows the different systems within the engine, transmission,
hydraulics, cabin gauges and control levers to interface through "gateways" into IQAN which becomes
the operating system. The individual systems remain separately available for examination.
A laptop computer equiped with the appropriate programs is required to interface with the machine in order
to read fault diagnosis data or parameters within the operating systems.
CAUTION
These programs are the property of Linde or their original OEM companies and there is no
requirement that these be provided to either customers or third parties. Their use is strictly
controlled, the use of one or more of these programs to vary the data or parameters of any
machine could lead to serious damage or personal injury. This work must only be carried out by
fully trained personnel.
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The standard machine using a Cummins engine has the facility to self analyse for problems while running,
see the engine section 1 for futher details.
El sistema eléctrico del camión está vinculado y parcialmente controlado por un
sistema canbus vinculado a través de un sistema operativo "PARKER IQAN". Esto
permite el monitoreo continuo y remoto de todos los componentes del camión y
evita el abuso al mantener un registro de todas las operaciones realizadas por la
máquina y evitar operaciones que puedan causar daños a la máquina, su carga o los
operadores. Los sistemas de camiones están vinculados a IQAN mediante un
protocolo J1939 de dos cables. Esto permite que los diferentes sistemas dentro del
motor, la transmisión, el sistema hidráulico, los medidores de la cabina y las
palancas de control interactúen a través de "puertas de enlace" en IQAN, que se
convierte en el sistema operativo. Los sistemas individuales permanecen
disponibles por separado para su examen.
Se requiere una computadora portátil equipada con los programas apropiados para
interactuar con la máquina a fin de leer datos de diagnóstico de fallas o parámetros
dentro de los sistemas operativos.
PRECAUCIÓN
Estos programas son propiedad de Linde o de sus empresas OEM originales y no
existe ningún requisito de que se proporcionen a clientes o terceros. Su uso está
estrictamente controlado, el uso de uno o más de estos programas para variar los
datos o parámetros de cualquier máquina podría ocasionar daños graves o lesiones
personales. Este trabajo solo debe ser realizado por personal completamente
capacitado.
La máquina estándar que utiliza un motor Cummins tiene la capacidad de
autoanalizarse en busca de problemas durante el funcionamiento; consulte la
sección 1 del motor para obtener más detalles.
Chapter 6
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6.3 TRANSMISSION ELECTRICAL SYSTEM
La transmisión
The transmission estáby
is controlled controlada por un
a system called sistemathis
APC200, llamado
controlsAPC200, este
the transmission by reading
controla
specific input la transmisión
information leyendo
and providing output información deas
data and signals entrada específica y
illustrated
proporcionando datos y señales de salida como se ilustra.
1
14
2
13 3
APC 200 4
5
12 6
7
11
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C01. Register 06
10 9
35703_06-01
1 entrada de1 energía

Powerainput
APCto 200APC 200 8 I/O engine
8 servocontrol del throttle servodel
acelerador control
motor de E / S
2 Salida a la
2 válvula detocontrol
Output de la control
transmission transmisión
valve 9 Connection
9 Conexión a tierra to
-veground -ve
3 Entrada del
3 sensor de velocidad
Input from del motor
engine speed sensor 10 10
SalidaOutput to CAN
al sistema CANsystem
4 Entrada del
Input from de la
turbine speed turbina
sensor 11 11
Entrada
Modedelselection
interruptor de input
switch selección de modo
5 Entrada del
input from drum speed delsensor
tambor 12 12
Entrada del
Input interruptor
from del switch
brake pedal pedal del freno
6 Entrada del
input from de salida
output speed sensor 13 13
Entrada
Input from throttle pedalpedal
del interruptor del switchdel acelerador
7 Entrada del
7 sensor de temperatura
Input from oil temperaturedel aceite
sender 14 14
Entrada de la palanca de
Input from shift lever cambios
El
Thesistema ARC200
transmission de transmisión
APC200 controla
system controls all todas las funciones
transmission relatedrelacionadas con to
functions in order la achieve
transmisión
superior
para lograr and
shift quality unahigh
calidad de cambio
reliability superior
with built y una alta fiabilidad
in troubleshooting confault
to allow fast la resolución
analysis whende required.
problemas
The APC200 incorporadas paravia
is linked to IQAN permitir
an XT2el análisisthrough
gateway de fallaa rápida
48 pole cuando
connecterseathat
necesario. El it to the
will connect
APC200 está vinculado a IQAN a través de una
truck systems through mating 30 and 18 pole connectors. puerta de enlace XT2 a través de un conector de
45 postes que la conectará a los sistemas de camiones a través de los conectores
Each connection is given a functional designation as listed in the tables on the next pages. de polos 30 y 18
postes. Cada conexión se da una designación funcional como se enumera en las tablas en las
siguientes páginas.
Chapter 6
Service
6.3.1DESIGNATIONS GIVEN TO PIN CONECTORS.
Designacion
Designation Sentido
Meaning DDescripción
escription
Input internally pulled high, must be connected to

Ptg Pull to ground ground to activate. Alternatively senses resistance
0-5 K Ohm
Input internally pulled low must be connected to

Ptp Pull to plus
plus to activate.
Output switches internally to ground. Other side of

Stg Switch to ground
load must be connected to plus.
Output switches internally to battery plus. Other

Stp Switch to plus
side of load must be connected to ground.
Pw r Power Supply line connected to battery.
Gnd Ground Ground line reference.
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S ns S e n se Sensor input for frequency, voltage or current.
C01. Register 06
Output uses PWM to control the output current,
Pw m Pulse width modulation when combined with the proper Sns input, closed
loop current control is possible.
Comunicación
Control line used for communicating information
Comm Communication
with other controllers and or PC's.
Control de motor Output can control the speed of a DC motor in
Hrg Bbidireccional
i directional molrg
tor control
both directions.
2.3.2 CONNECTOR LAYOUT.

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6.3.3CONNECTOR WIRE AND PIN DESIGNATION AND FUNCTION, 30 PIN PLUG
Wi re Pi n Functi on Type D escri pti on

A1 A1 PPw r Pw r Permanant battery pl us
A2 B1 V F S 0+ Pw m F w d V F S h i si d e o u t
A3 C1 V F S 0- S ns F w d V F S l o si d e i n
A4 D1 V F S 1+ Pw m 2nd/4th VFS hi si de out
A5 E1 V F S 1- S ns 2nd/4th VFS l o si de i n
A6 F1 V F S 2+ Pw m R e v V F S h i si d e o u t
A7 G1 V F S 2- S ns R e v V F S l o si d e i n
A8 H1 V F S 3+ Pw m 1st/3rd VFS hi si de out
A9 J1 V F S 3- S ns 1st/3rd VFS l o si de i n
A 10 K1 D O0 Stp R SP dri ve sol enoi d +
A 11 A2 AN I0 Ptg Pressure feedback
A 12 B2 D IGIN 0 Ptp Shi ftl ever 1-2

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A 13 C2 D IGIN 1 Ptp Shi ftl ever 2-3
A 14 D2 D IGIN 2 Ptp Shi ftl ever 3-4
A 15 E2 D O1 Stp 2nd/4th VFS sel ector
A 16 F2 D O2 Stp 1st/3rd VFS sel ector
A 17 G2 D IGIN 3 Ptp Shi ftl ever N eutral
A 18 H2 D IGIN 4 Ptp Shi ftl ever Forw ard
A 19 J2 D IGIN 5 Ptp Shi ftl ever R everse
A 20 K2 D O3 Stg R SP dri ve sol enoi d
A 21 A3 GN D Gnd Ground
A 22 B3 SS0 S ns D rum speed sensor +
A 23 C3 SS0 Gnd D rum speed sensor -
A 24 D3 SS1 S ns Output speed sensor +
A 25 E3 SS1 Gnd Output speed sensor -
A 26 F3 SS2 S ns E n g i n e sp e e d se n so r +
A 27 G3 SS2 Gnd E n g i n e sp e e d se n so r -
A 28 H3 AN I1 Ptg Transmi ssi on temperature
A 29 J3 AN I2 Ptg C ool er i nput temperature
A 30 K3 GN D Gnd Ground
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Service
6.3.4 CONNECTOR WIRE AND PIN DESIGNATION AND FUNCTION, 18 PIN PLUG
Wire Pi n Function Type Description

B1 L1 V F S 4+ HbrgA Engine control motor A
B2 M1 ANI4 S ns 5V reference voltage out
B3 N1 V F S 5+ HbrgB Engine servo motor B
B4 P1 ANI5 S ns Engine serveo pos. Input 0-5v
B5 R1 V F S 6+ Pw m Analog brake valve
B6 S1 ANI6 S ns Accelerator pedal analogue input 0 - 5 v
B7 L2 C AN L Comm C A N Lo
B8 M2 C AN H Comm C AN H i
B9 N2 R XD Comm R S 232 R X D
B 10 P2 TX D Comm R S 232 T X D / S peedo out
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B 11 R2 SS3 S ns Turbine speed sensor +
B 12 S2 SPWR Pw r Switched battery plus
B 13 L3 DIGIN6 Ptp Inching enable switch
B 14 M3 DIGIN7 Ptp Manual / automatic selection
B 15 N3 DIGIN8 Ptp Parking brake off / on
B 16 P3 DIGIN9 Ptp
B 17 R3 ANI3 Ptp Brake pedal analog input 0 - 5 V
B 18 S3 SGND Gnd Signal ground
REFER TO THE IQAN SYSTEM FOR PARAMETER AND DIAGNOSTIC DATA

Chapter 6
Ser vice Training
Service Page
6.4 SISTEMA IQAN 6.4.1 INTRODUCCIÓN

6.4 IQAN SYSTEM
ESTAS INSTRUCCIONES SE DEBEN LEER Y CUMPLIR EN TODO MOMENTO.
6.4.
6.4.11 INTRODUCTION
PRECAUCIÓN.
THESE INSTRUCTIONS MUST BE READ AND AND ADHERED TO AT ALL TIMES.
Las siguientes notas deben cumplirse en todo momento. El incumplimiento de estas
precauciones CAUTION.puede provocar daños en la máquina o lesiones al personal.
Solo el personal
The followingtécnico
notescapacitado
must be adhered puede acceder
to at all al sistema
times. Failure to observeIQAN.
these precautions may lead
La instrucción to damage estátodestinada
the machineprincipalmente
or injury to personnel. al personal de diseño, producción y
servicio del Only fabricante del vehículo,
trained technical pero también
staff are permitted to access está destinada
the IQAN system. al usuario final
durante los trabajos de mantenimiento. El usuario de las instrucciones debe tener
conocimientos básicos en el manejo de equipos electrónicos.
EnThe
las instruction
instrucciones is primarily intended for
se describen losthe vehicle manufacturer’s
productos y su correcto design, production
manejo. and service
Los apartados
personnel, but is also intended for use during maintenance work by the end-user. The user of the
relacionados con la seguridad deben ser leídos y comprendidos por todos los que
instructions should have basic knowledge in handling of electronic equipment.
utilicen el sistema, realicen trabajos de servicio o realicen modificaciones en el
hardware o software
In the instructions del sistema.
the products and their correct handling are described. Sections regarding safety must
Comuníquese con el fabricante
be read and understood by everyone si hay
usingalgothe de lo que
system, no está
carrying out seguro
service o si tiene
work alguna
or carrying out
pregunta sobre el producto, su
alterations in the system hardware or software. manejo o mantenimiento. El término fabricante se
refiere a la división de camiones pesados Parker Hannifin o Linde.
6.4.1.1
ContactInstrucciones
the manufacturer generales de seguridad.
if there is anything you are unsure about or if you have any questions regarding
El the
trabajo
product, enitsla electrónica
handling de control
or maintenance. de la
The term, carretilla refers
manufacturer, solo topuede
Parkerser realizado
Hannifin or Lindepor
Heavy
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personal capacitado y familiarizado con el sistema de control, la máquina y sus normas

truck division.
de seguridad. El montaje, modificación, reparación y mantenimiento deben realizarse
de6.4.1.1
acuerdo General
con safety instructions. del fabricante. El fabricante no se hace responsable de
las regulaciones
los accidentes causados por equipos mal montados o mantenidos incorrectamente.
Work on the trucks control electronics may only be carried out by trained personnel who are well
El fabricante no asume ninguna responsabilidad por la aplicación incorrecta del
acquainted with the control system, the machine and its safety regulations. Mounting, modification,
sistema
repair ando lamaintenance
programación must be del sistema
carried out inde una manera
accordance with theque ponga en peligro
manufacturer’s la
regulations.
seguridad.
The manufacturer has no responsibility for any accidents caused by incorrectly mounted or incorrectly
Nomaintained
se puedeequipment.
utilizar el producto dañado. Si el sistema de control muestra funciones de
error o si los
The manufacturer módulosdoes notelectrónicos, el cableado
assume any responsibility forothe
lossystem
conectores están dañados,
being incorrectly applied, orno
these
debe utilizar
system being el sistema. inLos
programmed sistemas
a manner de controlsafety.
that jeopardizes electrónico en una instalación
inadecuada y en combinación con fuertes campos de interferencia
Damaged product may not be used. If the control system shows error functions orelectromagnética
if electronic
pueden,
modules, encabling
casosorextremos,
connectors are causar
damaged,un cambio
the system involuntario de velocidad de la función
shall not be used.
de salida.
Electronic control systems in an inappropriate installation and in combination with strong
electromagnetic interference fields can, in extreme
Cualquier trabajo de soldadura debe realizarse con todas las conexiones cases, cause an unintentional changeeléctricas
of speed of del
the output function.
sistema desconectadas de otros equipos.
Any welding work must be carried out with all the electrical connections on the system disconnected
El cable negativo siempre debe estar desconectado de la batería antes de desconectar el
from other equipment.
cable
The positivo.
negative cable El cable de tierra
must always del soldador
be disconnected from sethecolocará
battery beforelo más cerca posible
disconnecting del lugar
the positive
decable.
la soldadura.
The ground wire of the welder shall be positioned as close as possible to the place of the
Los cables de la unidad de soldadura nunca deben colocarse cerca de los cables
welding.
eléctricos
The cables del
on sistema
the welding deunit
control.
shall never El vehículo
be placed near debe theestar equipado
electrical concontrol
wires of the una parada
system. de
emergencia
The vehicle must que desconecte
be equipped with la tensión
an emergency de alimentación a las unidades
stop which disconnects the supplyeléctricas del
voltage to the
sistema
control de control.
system’s electrical units.
LaThe
parada de emergencia
emergency stop must bedebe easily ser fácilmente
accessible accesible para el operador.
to the operator.
El Incorrectly
cableadopositioned
colocado oromounted
montado incorrectamente
cabling can be influencedpuede by radioverse
signalsafectado
which can por señales
interfere with de
the functions of the system.
radio que pueden interferir con las funciones del sistema.
Chapter 6
Service
6.4.1.2
6.4.1.2 THEEL SISTEMA
IQAN IQAN.
SYSTEM.
El sistema IQAN se muestra en forma modular donde todas las unidades del sistema están
conectadas a través del CANBUS J1939 (1). El módulo de control electrónico del motor (2) es
The IQAN system
autónomo is shown
para in modular
controlar el motor formdewhere
acuerdo the conunitslaininformación
the system are all connected
recibida through ythe
del acelerador
J1939todos
CANBUSlos sensores del motor, estos datos se transmiten al sistema IQAN a través delthe
(1). The engine electronic control module (2) is self contained to control BUSengine
(1) y
according
estántodisponibles
the information
pararecieved
lectura,from the throttle and
procesamiento all the engineasensors,
y diagnósticos través de this
la data is transmitted
unidad MDM (14).
to theTenga
IQAN en cuenta
system que el
through bus
the BUS termina
(1) anden is una resistencia
available de 120
for reading, ohmios en
processing andcada extremo.through
diagnostics Lo
mismo
the MDM unitocurre con los
(14). Note thatdatos
the bus delterminates
controlador in ade120 transmisión
ohm resistor (3).at each end.
Las interfaces
The same XT2 (4
is true of data y 6)the
from reciben información
transmission controller de los
(3).controladores, sensores e instrumentos
de la máquina (9,10,12,13) a
través de las unidades
The XT2 interfaces (4 & 6) recieve information from the Machine de expansión XS (8sensors
controllers, y 11), cada
anduna de las
instruments
cuales puede recibir 10 señales de voltaje y 16 digitales, las unidades
(9,10,12,13) via the XS expansion units (8 & 11), each of which can recieve 10 voltage and 16 digital XT2 proporcionan
salidas
signals, a lasunits
the XT2 funciones
provide deoutputs
la máquina, como válvulas
to machine functons proporcionales y luces
such as proportional de advertencia.
valves and warning
Esta información es procesada por la unidad MDM (14), esta unidad monitorea todas las
lamps.
funciones de la máquina, evita el abuso o sobrecarga de la máquina y señala los errores que
This informaton
pueden ocurriris processed by theLa
al operador. MDM
unidadunitMDM
(14), tiene
this unit
un monitors
conectorall machine
Dsub functions,
de 9 pines prevents
que permitirá
abuselaor overloading of the machine and signals errors that may occur to
conexión de la computadora portátil para el diagnóstico a través de una interfaz RS232. the operator.
The MDM
Esto seunit has aconvertir
puede 9 pin Dsub de connector
interfaz de that
tipowill permit
serial Laptop
a USB conconnection
un adaptador for diagnosis
disponible through an
RS232 comercialmente (número
interface. This can de piezafrom
be converted Maplin ZP43W).
serial to USB type interface with a commercially available
adaptor (Maplin part number ZP43W).
14
357 804 47 01. 0303

C01. Register 06
5
12
11
13
10
2 4 6 8
3
9
1
35703_06-03
1 J1939 Canbus 8 XS unit one

1 Canbus J1939
22 ECMEngine ECM 9 8Boom
XS unidad
Lengthunosensor
del motor
33 Transmisión
Transmission 9Boom
Sensorangle sensor de la pluma
de longitud
APCAPC 200 controller
200 controlador 10
44 interfaz
XT2-0degateway 10 Sensor de ángulo de la pluma
puerta interface
de enlace XT2-0 11 XS unit two
11 XS unidad dos
55 Conexiones a lastoluces
Connections de lights
warning 12 Joystick controller
12 Controlador de joystick
6advertencia
XT2-1 gateway interface 13 Instrument information
13 Información del instrumento
76 Interfaz de puerta
Proportional de enlace XT2-1
valves 14 MDM
14 unit MDM
unidad
7 válvulas proporcionales
Chapter 6
Ser vice Training
Service Page
6.5 IQAN COMPONENTRY

6.5 COMPONENTES IQAN
Página del capítulo
6
The componentry of the IQAN system comprises of 3 parts, the MDM controller (1) that contains the
Los componentes
microprocessor delthe
for driving sistema IQAN constan
IQAN system, the XSde
unit3 (2)
partes, el controlador
for system expansionMDM (1) XT2
and an que unit(3) for
contiene el microprocesador
system expansion and operation. para impulsar el sistema IQAN, la unidad XS (2) para la
expansión del sistema y una unidad XT2 (3) para la expansión y operación del sistema.
La unidad MDM (1) está protegida contra el medio ambiente a un estándar muy alto
The MDM unit (1)is environmentally protected to a very high standard that includes a goretex breather
que incluye un sistema de ventilación goretex. Se muestra conectado el cable de
system. Shown connected is the laptop interface cable (4) that permits different levels of laptop access
interfaz de la computadora portátil (4) que permite diferentes niveles de acceso de la
from the lowest level,
computadora diagnostic,
portátil desdetoelthe highest
nivel más level,
bajo, parameter
diagnóstico, design,
hastaaccording to the
el nivel más users access
alto,
authority.
diseño de parámetros, de acuerdo con la autoridad de acceso de los usuarios.
La unidad XS (2) es una unidad de expansión y manejo de información, puede recibir
The XShasta
unit10(2)entradas de voltaje
is an information y 16 entradas
handler digitales
and expansion unit,para
it canque las maneje
recieve up to 10elvoltage
procesador
inputs and 16
digitalMDM.
inputsTambién
for the MDM tiene la posibilidad
processor de It
to handle. proporcionar hastato
also has the facility 4 salidas
provide digitales. La outputs. The
up to 4 digital
unidad
XS unit is notXS no está protegida
environmentally contraand
protected el medio ambiente
is therefore mounted y, porin lo
antanto, está from
area safe montada en
environmental
un
factors. área a salvo de factores ambientales.
La unidad
The XS unit has XS tiene
a built un sensor
in fault sensorde falla
that willincorporado que detectará
detect and signal system errorsy señalará los a fault code on
by flashing
errores del sistema al hacer parpadear un código de falla en los LED integrados en su
LED's built into it's casing. There are two of these units fitted to the truck.
carcasa. Hay dos de estas unidades instaladas en el camión.
La unidad XT2 también es una unidad de expansión que recibirá señales de entrada y
The XT2 unit is also an
las convertirá expansion
en varias unit that
señales will recieve
de salida input signals
para operar and convert
dispositivos them toLavarious output
eléctricos.
signals for operating electrical devices.
unidad XT2 también está protegida contra el medio ambiente a un nivel muy alto que
The XT2
incluyeunitunis also environmentally
sistema de ventilación protected
goretex.to aHay
verydos
highdestandard that includes
estas unidades a goretex
instaladas en elbreather
camión.
system. There are two of these units fitted to the truck.
357 804 47 01. 0303
C01. Register 06
1 MDM Controller 3 XT2 unit

2 XS unit 4 Interface cable
Chapter 6
Service
6.5.1 LA UNIDAD XS
6.5.1 THE XS UNIT
SEGURIDAD DURANTE EL MANTENIMIENTO Y DIAGNÓSTICO DE FALLOS
SAFETY DURING MAINTENANCE AND FAULT DIAGNOSIS
CAUTION
PRECAUCIÓN
Asegúrese
Ensure thatdetheque se cumplan
following los siguientes
requirements requisitos
are fulfilled beforeantes de realizar
any work is carried out on the
cualquier
hydraulicstrabajo
control en el
electronics.
electrónica de control
• that the machine hidráulico.
is turned off • que la máquina está apagada • que la
máquina
• that the machine cannot start moving • que el sistema hidráulico se libera de
no puede empezar a moverse
cualquier presión • system
• that the hydraulic que lasis
funciones estánany
relieved from colocadas
pressurede forma segura • que la
tensión de alimentación a la electrónica de control está desconectada.
• that functions are positioned safely
• that the supply voltage to the control electronics is disconnected.
La unidad de expansión IQAN-XS es la interfaz del sistema de
control con el vehículo y su equipo de control. La interfaz
consta unit
The expansion de salidas de señal
IQAN-XS is the ycontrol
entradas de señal.
system’s interface
to the vehicle and its control equipment. The interface consists
of signal outputs and signal inputs.
IQAN XS Component description.
A Indication for supply voltage. LED with a firm green light
357 804 47 01. 0303

indicates supply voltage. If the LED is out, the supply
C01. Register 06
voltage is missing.
B Status indication for IQAN-XS.
Status=correct, indicated by LED for heart and arrow
flashes alternately with a green light.
Status=some error has been detected, indicated by LED
for heart is out and LED for arrow flashes with a green
light.
Explanation of flash codes:
one flash indicates fault on inputs/outputs or that the supply

voltage is to low or high.
two flashes in a row indicates that internal temperature in the
unit is to low or high
three flashes in a row indicates that the fault is related to the
CAN-bus
four flashes in a row indicates an internal fault on the hardware
in the unit
C 2 connectors for CAN-bus. Called CAN1 and CAN2
D Connector for inputs and outputs. Called C1
E Housing
F Hole for mounting.
IQAN-XS contains the following inputs and outputs:

10 voltage inputs
16 digital inputs
4 digital outputs
Chapter 6
Ser vice Training
Service Page
XS Connectors
The expansion unit IQAN-XS has three connectors:
2 connectors for CAN-bus. Called CAN1 and CAN2

1 connector for inputs and outputs. Called C1.
The connectors CAN1 and CAN2 are identical.

They contain 6 pins each, with the following signals:
2 pins for the CAN-bus’ communication
2 pins for addressing of the unit
2 pins for power supply of the unit and sometimes further on to
the other units in the system (at a maximum of 3 A).
The connector C1 contains the following inputs

and outputs:
10 voltage inputs for, e.g. control levers and potentiometers
16 digital inputs for on/off functions
4 digital outputs for control of, e.g. relays
1 reference voltage output
2 inputs for supply voltage and ground.
CAN1+2
357 804 47 01. 0303
C01. Register 06
Pin type.
AMP No: 929504-2

Connector kit: VOAC 5031016
S i gnal
Pi n Pin type C abl e Tool number D i e se t Extraction tool
name
1 -Bat Amp No 927779-1 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
2 C AN H i Amp No 927779-1 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
Address
3 Amp No 927779-1 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
ret
4 Address Amp No 927779-1. 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
5 +Bat Amp No 927779-1 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
6 C A N Lo Amp No 927779-1 0.75-1 mm² Amp No 169400 Amp No 169917 Amp No 726519
Chapter 6
Service
C1 connector designations.
AMP No: 1-963226-1 incl. housing 962371-1

Connector kit: VOAC 5031016
S i gnal
Pi n P i n type C abl e Tool number D i e se t E xtracti on tool
name
1 V-R E F A mp N o 927777-1 1.5-2.5 mm² A mp N o 169400 A mp N o 169917 A mp N o 726519
2 V IN A A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
3 V IN B A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
4 V IN C A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
5 V IN D A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
6 N o t u se d
7 N o t u se d
8 N o t u se d
9 D IN A A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
10 D IN B A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
11 D IN C A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
12 D IN D A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
13 D IN E A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
14 -ve B at (ov) A mp N o 927777-1 1.5-2.5 mm² A mp N o 169400 A mp N o 169917 A mp N o 726519
15 +V R E F A mp N o 927777-1 1.5-2.5 mm² A mp N o 169400 A mp N o 169917 A mp N o 726519
357 804 47 01. 0303

C01. Register 06
16 V IN E A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
17 V IN F A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726519
18 V IN G A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
19 N o t u se d
20 D OU T A A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
21 D OU T B A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
22 D IN F A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
23 D IN G A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
24 D IN H A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
25 D IN I A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
26 D IN J A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
27 D IN K A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
+B at A
28 A mp N o 927777-1 1.5-2.5 mm² A mp N o 169400 A mp N o 169917 A mp N o 726519
(+12V +24V )
29 N o t u se d
30 V IN H A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
31 V IN I A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
32 V IN J A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
33 N o t u se d
34 N o t u se d
35 D OU T C A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
36 D OU T D A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
37 D IN L A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
38 D IN M A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
39 D IN N A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
40 D IN O A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
41 D IN P A mp N o 962945-2 0.75-1 mm² A mp N o 169400 A mp N o 734557-1 A mp N o 726534-1
42 N o t u se d
Chapter 6
Ser vice Training
Service Page
CONNECTING SWITCHES TO THE DIGITAL INPUTS
The switch signal must be 0 Vdc (off) and +BAT (on).

Connection as per the diagram.
The supply voltage to the switch is taken from +BAT.
The switch signal is connected to its respective DIN input as

per the table for connectors. EG DIN pin 13.
Connect loads to digital outputs.

The digital outputs are activated by e.g. control evers´switches
(built-in or connected).
357 804 47 01. 0303
C01. Register 06
Maximum load: 1,2 A output.

Connection as illustrated. Each digital output, DOUT, is
connected to its load. The ground connection on the load is
connected to chassis.
The load must be provided with a quenching diode.
The diode shall be mounted as close to the load as possible, i.e
not close to the -XS.
Use diode d1: 1N4004
The diodes must be mounted in the right direction.
If the load is controlled in parallel with another

system, the digital output shall be protected with a
diode connected in series with the output.
Use diode d2: 1N4004
.
Chapter 6
Service
6.5.2 the xt2 interface
The IQAN-XT2 is one out of several expansion modules designed for controlling hydraulic systems in
vehicles and machinery, using 12/24 Vdc power supply.
The iQAN XT2 module has (10) voltage inputs for connecting of 0-5 Vdc signals. VIN H thru VIN J can
be configured as frequency inputs for measuring frequency. Voltage inputs and frequency inputs, share
positions, see below.
Output
The XT2 module has two (2) double current outputs that are regulated for controlling proportional valves.
The module also has six (6) digital outputs for on/off valves which can be configured as either six (6)
individual or three (3) double PWM outputs (Pulse Width Modulation) for non-regulated control of
proportional valves and devices. Digital and PWM outputs share positions, see below.
In order to increase the performance of current outputs when controlling proportional valves, both the dither
frequency and the dither amplitude can be adjusted.
The digital output channels also have soft start and peak & hold features available.
CAN related functions

The master uses the CAN-bus (CAN = Control Area Network) to communicate with the modules. The
CAN-bus is used and well proven within the automotive industry.
(10) Voltage inputs VIN-A, VIN-B, VIN-C, VIN-D.....VIN-J
357 804 47 01. 0303

C01. Register 06
or
(7) Voltage inputs VIN-A thru VIN-G & (3) Frequency inputs FIN-A thru FIN-C
(2) double Current outputs
(6) Digital outputs, or (3) double PWM outputs
Chapter 6
Ser vice Training
Service Page
6.5.2.1 SYSTEM DIAGNOSTICS
The yellow blinking LED on the top of the module indicates

normal status. If there is an error detected, the master will
present a message on the display.
The XT" module also indicates error status through the red
blinking LED as shown below.
This gives an immediate diagnosis as to the nature of the error
that has occurred.
The green LED indicates power on. The yellow/red LED, will be
blinking red when an error has been detected. To get futher
information about the error messages, see Appendix B, on
page 30
LED indicator showing different XT2 modes
1 Status Blink (yellow light) Normal (no errors) 1

357 804 47 01. 0303
C01. Register 06
Error code Error Blink (red light) 2
2 I/O and voltage errors 3

3 High temperature
4 CAN error 4
5 Hardware error
6 Address error 5
7 Software error
6
You can use the internal diagnostics in the IQAN-MDM to get
more information about the XT2 module. The following values 7
are measured: 35703_06-16
Internal temperature [°C]

Power supply [V]
Reference voltage [V]
Reference voltage-egas [V] (not used)
Chapter 6
Service
6.5.2.2 CONNECTOR C1 AT XT2
Connector kit Parker 5031063
Housing Amp no. 1-963226-1

Casing Amp no. 0-965643-1
Plane sealing, 42 p Amp no. 963225-1
Connector types* Amp no. 963711-2 (MT) Amp no. 929929-1 (JPT)
Cables 0,75-1,0 mm² (MT) 1,5-2,5 mm² (JPT)
Scat sealing Amp no. 963530-1 (MT) Amp no. 828905-1 (JPT)
Scat plug Amp no. 963531-1 (MT) Amp no. 828922 (JPT)
IQANtool kita Parker 5031061
PIN DESIGNATION
Pos S i gnal Pos S i gnal Pos S i gnal
1 ADDR-H 15 -BAT 29 -BAT2
2 DOUT-A 16 C AN H 30 CAN-L
357 804 47 01. 0303

3 DOUT-B 17 COUT-A 31 COUT-A
C01. Register 06
4 DOUT-C 18 CRET-A+ 32 CRET-A-
5 DPOT-D 19 COUT-B 33 COUT-B
6 DOUT-E 20 CRET-B+ 34 CRET-B-
7 DOUT-F 21 VIN-A/EGAS RET 35 VIN-F
8 EGAS+ 22 VIN-B 36 VIN-G
9 EGAS- 23 VIN-C 37 VIN-H/FIN-A
10 +VREF-EGAS 24 VIN-D 38 VIN-I/FIN-B
11 -VREF-EGAS 25 VIN-E 39 VIN-J/FIN-C
12 +VREF 26 CAN2-H 40 CAN2-L
13 -VREF 27 CAN-H 41 CAN-L
14 ADDR-L 28 +BAT 12/24V 42 +BAT 12/24V

Chapter 6
Ser vice Training
Service Page
6.5.2.3 VOLTAGE INPUTS TO XT2
Connecting sensors to the voltage inputs.
The sensor signal range must be 0-5 Vdc. To detect signal

errors such as short circuits or interruptions the active signal
range be within 0.5-4.5 Vdc in the range (1) as shown.
Outside of this range in (2 or 3) an error is detected.
The current consumption related to the voltage input is negligible.
The positive terminal of the sensor is connected to the +VREF
position and the corresponding negative terminal to the -VREF
position. The sensor signal is connected to appropriate VIN
position.
EXAMPLE
Connect the positive and negative terminals of the position

sensor (1) to +VREF, position 12, and -VREF, position 13,
respectively. Then connect the sensor signal to VIN-A, position
21 as shown diagramatically at (2).
NOTE
357 804 47 01. 0303
C01. Register 06
The negative terminal of the sensor must not be

connected to the chassis.
Connecting a temperature sensor to voltage in.
When a temperature sensor is fitted a pull up resistor may be

required on the input signal. Please check the technical data
for your specific temperature sensor.
EXAMPLE
Connect the negative terminal of the temperature sensor to

-VREF, position 13, and the signal to VIN-A, position 21.
The pull up resistor will be connected between VIN-A,

position 21 and +VREF, position 12.
Chapter 6
Service
Connecting switches to the voltage inputs.
Switches could be connected to the voltage inputs, to create a

digital on/off signal. The switches should be connected to +VREF
and VIN respectively for 5V signal. The current consumption for
the voltage input is negligible.
EXAMPLE
Connect the positive and negative terminals of the switch to
+VREF, position 12, and VIN-A, position 21, respectively.
NOTE
Maximum load for VREF position = 20mA.
It is recommended to connect system voltage +BAT to
the voltage input through a switch in order to reserve
5Vdc VREF for sensors and pots.
EXAMPLE
Connect the positive and negative terminals of the switch to
+BAT and VIN-A, position 21, respectively.
Current outputs.
357 804 47 01. 0303

C01. Register 06
The current output signals control proportional valves and devices.
The current range is 1800 mA.
Dither frequency and amplitude.

To obtain the best performance from proportional valves the
module produces a direct current (DC) with a dither. The dither
frequency and the dither amplitude can be adjusted in
IQANdevelop. Depending of what kind of valve is to be used, a
certain recommended dither frequency/amplitude set-up can be
supplied by Parker Hannifin Corporation, in order to obtain an
optimized valve hysteresis.
Both frequency and amplitudes will then be set in the IQAN
develop program.
Connecting loads to current outputs.

Connecting a load, e.g. one proportional valve, to the current
output is done by using the COUT/CRET paired positions.
EXAMPLE
Positive direction:
Connect the proportional valve to the COUT-A, position 17 and
the CRET-A+, position 18 respectively.
Negative direction:
Connect the proportional valve to the COUT-A, position 31 and
the CRETA-, position 32 respectively.
Chapter 6
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Digital outputs
The digital outputs control relays and on/off valves.
The maximum load per output is 3 amps
.
Soft start
Soft start is used whenever start up is required to be smoother

than the normal procedure offers. A desired ramp function
secures the smoother start up according to the figure below.
The ramp function is set up from within the IQANdevelop
program.
Peak and Hold
The Peak and Hold feature makes it possible to decrease the

voltage to the valve solenoid. Shortly after a valve has been
activated, the voltage can be decreased to a lower level,
sufficient to maintain the position of the valve, but also reducing
the heat generated in the valve (due to this lower voltage).
The reducing of heat, is the primary reason for selecting the
Peak and Hold feature.
Both the peak time and the hold value are set up from within
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IQANdevelop.
Connecting loads to digital outputs
Connecting of loads to the digital outputs such as on/off valves

is done by using the DOUT positions and chassis as ground.
Protection against voltage transients.
A clamping diode must be placed between the digital output
and ground, as close to the load as possible. This protects the
output against high voltage transients.
Use the diode: 1N5408 (3A/1000V).
Depending on the load, other clamping diodes might be used

instead.
EXAMPLE
Connect the on/off valve to the digital output using the DOUT-
A, position 2, and the chassis as ground.
A clamping diode must be placed as close to the load as

possible.
If the load is controlled in parallel with another system, the

digital output shall be protected with a diode.
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Service
PWM outputs
The PWM output (Pulse Width Modulation) where devices such

as control pilot valves are held on by variation in the on pulse time.
Maximum load should not exceed 3,0 A per output.
Connecting loads to PWM outputs

v
The load is connected between the PWMOUT and the chassis
ground.
Protection against voltage transients
A clamping diode must be placed between the output and ground, t
as close to the load as possible, to protect the output against high 35703_06-30
voltages transients.
Use the diode: 1N5408 (3A/1000V).
Depending on the load, other clamping diodes might be used

instead
EXAMPLE
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C01. Register 06
Positive direction:
Connect the load between the PWMOUT-A, position 2, and the

chassis as ground.
Negative direction:
Connent the load between the PWMOUT-B, position 3, and the

chassis as ground.
A clamping diode will be placed as close to the pilot valve as

possible.
CAN hub connection.
The XT2 has a second CAN interface that can be used to connect
to J1939 or similar bus for communication between IQAN and
other systems.
Connecting to CAN2 interface
The interface is connected from the engine’s J1939 interface to

the CAN2_H and the CAN2_L.
.
EXAMPLE
Connect the J1939 CAN_H and CAN_L pins to the CAN2_H,
position 26 and the CAN2_L, position 41 on the XT2.
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6.5.2.4 ERROR DETECTION
If one of the following errors is detected, a message will be presented on the MDM module display
together with an error code.. In some cases, the module will turn off or at least shut down the outputs,
to increase safety.
NOTE
Do not use the machine if an error message or error code is activated.
The following sections will present what measures to take for different error situations put into
appropriate context.
LOW/ HIGH SUPPLY VOLTAGE
Situation Error code Action XT2 Comment
+BAT < 8,5 V Error 1 - Check voltage supply

+BAT > 34 V Error 1 - Check voltage supply
VREF ERROR

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VREF < 4,9 V Error 1 - Check voltage

VREF > 5,1 V Error 1 - Check voltage
VREF_EGAS < 4,9 V Error 1 - Check voltage
VREF_EGAS > 5,1 V Error 1 - Check voltage
MODULE IS OFFLINE
CAN-bus off Error 3 All output shut off Check CAN-bus

ADDR-H < 4,9 V Error 5 - Check voltage ADDR-H
ADDR-H > 5,1 V Error 5 - Check voltage ADDR-H
ADDR-L < 0,5 V Error 5 During start up:
The module turns off. Check voltage ADDR-L
ADDR-L > 4,5 V Error 5 During start up:
The module turns off. Check voltage ADDR-L
Software error Error 6 The module turnsoff. Contact supplier.
HIGH TEMPERATURE
Internal temperature
> max temp Error 2 - Check ambient
temperature
Internal temperature
sensor error Error 4 - Contact supplier
Chapter 6
Service
ERROR: PARAMETER
Parameter error Error 6 No calibration of

signals. Contact supplier
ERROR: OUTPUT HIGH
COUT:
Current return low Error 1 Active output shuts off. Check load
COUT:
Current return high Error 1 In current check activated: Check load
Active output shuts off.
DOUT:
Overload Error 1 Active output shuts off. Check load
COUT/DOUT:
Internal driverfailure Error 4 Active output shuts off. Contact supplier
EGAS:
Overload Error 1 Active output shuts off. Check load
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6.5.3 THE MDM UNIT
MENU OVERVIEW
The program map below shows an overview of the MDM menu system. The MDM unit is the display unit
and also contains the system the microprocessor. Limited diagnostic and programming functions can
take place within the MDM unit. Advanced programing or design changes are uploaded into the MDM by
a laptop using the IQAN DEVELOP program.
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The character window, general information.
This chapter describes how to utilize the display by using the

menu system.
In the display’s menu system, you get access to information and
settings concerning the IQAN system.
When you turn on the display, the date and time are shown in the
character window together with application description and
version.
We call this the operational position. This information is normally
shown when the machine is in operation.
In the menu system you can change driver mode, display

settings, channel properties, read the system information and
measure on channels. The five menus are characterised by
their own icon which is shown before the menu name.
Browsing in the menu system
When you are in operational position, use the ESC-button to go

to the menu system and also when you want to return to the
operational position. (To return to operational position, you must
be on the first menu level.)
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Service
To browse between the different menus, use the UP/DN-button
to the right of the character window.
Every menu contains one or several submenues. In this
submenues, use the ESC-button to return to the previous menu
level.
Operational position
In the operational position, date and time are shown. This is the
mode that is shown during normal operation.
It is possible to create your own information to be shown for the
operational position. This is done in IQAN develop with a channel
for ”Conditional text”.This is dealt with in the design system
IQANdevelop.
The menu system.
When you read about the different menus, it is also recommended

to look at the menu overview, see page 33.
The system consists of five menus and their submenus:
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• Mode
• Information
• Settings
• Measure
• Properties
The information menu.
On the display there are three function buttons [F1], [F2] and [F3].
These are used to select different functions in the system’s
submenus. Above every function button, there is an informative
tab for the current functio.
The UP/DN button in the submenus
In the submenus, the UP/DN button is used for the following:
∆
∆ Browse in list
+
- Increase or decrease value.
The indication is shown in the upper right corner of the character

window.
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Ser vice Training
Service Page
Mode setting
In this menu, you can switch between up to four different driver

modes and copy the values from one mode to the active mode.
The current mode is always shown in the character window’s
upper right corner.
This means that a truck can be set to operate at reduced
performance to allow a new driver to get used to the machine
or during driver training.
Select mode.
• Press SELECT [F1] to select the function SELECT MODE.

• Browse to desired mode using UP/DN and press OK [F1] to
save. The display will thereafter automatically return to show
the operational position.
• If you press CANCEL [F2] or ESC, the display returns to the
previous menu without changing mode setting.
NOTE
To be able to change or copy modes must this be
implemented in the application,
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Copy settings from another mode.
With this function, you can copy the setting from another mode
to the one which is active at the time.
• Press COPY [F2] to select the function COPY FROM
MODE.
• Browse to desired mode using UP/DN and press OK [F1].
The display shows COPYING.... and returns thereafter to the
previous menu.
• Press CANCEL [F2] or ESC to return the display to the
previous menu without copying the mode setting.
Reset mode
RESET [F3] resets the actual mode to the pre-set factory

values.
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Service
System information
This menu contains functions for showing information about the

application, and the including modules.
Show application information
• Press APPLIC [F1] to show application description and version.

• Press MORE.. [F1] to show information about the latest change.
• To return to the previous menu, press ESC.
Show application comments
• Press COMMENT [F2] to show application comments.

The COMMENT tab appears if there are any comments in the
application.
The display can show four rows of comments at the same time.
• Press UP/DN to show more comments.
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C01. Register 06
Show module information
Under the module tab you find information about the included
modules.
Example, information about software, hardware and status.
• Browse between the different modules using UP/DN.
Show module status information
• Press STATUS [F1] to show status for the selected module.
Disable modules
• Press ENABLE/DISABLE [F1] to disable a specific module if it´s

not to be used in the application.
• Press ESC to return to previous menu.
Show internal value information
Under the tab INTERNAL you find internal values for every
module, for example power supply, reference voltage and
temperature.
• Press INTERNAL [F2] to show the module´s internal values.
Shown in this module are battery voltage, temperature and
utilisation.
• Press ESC to return.
Chapter 6
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Service Page
For every module, the following is shown:
MDM XP2 XS
VBat VBat VBat Power supply

- Vref A,B Vref A Reference voltage
(5 V reference voltage to
sensors).
- Vref C,D - Reference voltage
` (5 V reference voltage to
sensors).
Temp Temp Temp The temperature in the
respective module.
Util - - The utilization for the
application.
Show software information
There are some information about the software for respective

module. For example software version and EAN-number.
• Press INFO SW [F2] to show software information.
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• Press ESC to return to the previous menu.
MDM XT2, XS,

SW ver SW ver Software version.
SW EAN SW EAN SW EAN (European Article
number)Software Article number.
SW chk - Checksum software.
IDP ver - IQANdevelop CAN-protocol
version.
Show hardware information
There are information about the hardware for every module. For
example the module´s serial number, production date and operating
time.
• Press INFO HW [F3] to show hardware information.
• Press ESC to return to the previous menu.
MDM XT2, XS
HW ver HW ver HW ver Hardware version
HW ser HW ser HW ser Hardware serial number
Pdate Pdate - Production date
Hours Hours - The module´s operating time
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Display settings
This menu contains functions to change the display’s contrast

and light, change language on the menu texts, set the volume for
the buzzer, change button sound and set the date and time.
There is not enough space in this menu for all function tabs in the
character window. Using MORE [F3], will switch between the
different tabs.
Change contrast
• Press LCD [F1] to select the function LCD SETTINGS.

• Press CONTRAST [F1] to select the function LCD CONTRAST.
• Change to desired contrast using UP/DN and press OK [F1] to
save the setting and return to the previous menu.
• CANCEL [F2] or ESC returns the character window to the

previous menu without saving any new setting.
Reset contrast
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C01. Register 06
RESET [F3] resets the character window’s contrast to the pre-
set factory value which corresponds to 30.
Change light
• Press LCD [F1] to select the function LCD SETTINGS.

• Press LIGHT [F2] to select the function LCD LIGHT.
• Change to desired light value using UP/DN and press OK [F1]
to save the setting and return to the previous menu.
Reset light
RESET [F3] resets the character window’s light to the pre-set

factory value which corresponds to 100.
Change language
Under the language tab, you can choose between two language
settings for all menu texts. For further information about language
alternatives, see user manual for IQANdevelop.
NOTE
When you change language, all menu texts will be
changed directly.
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• Using LANGUAGE [F2], you select the function for changing

language setting.
• Change to desired language using UP/DN and press OK [F1] to
save the setting and return to the previous menu.
previous menu without saving any new language setting.
Sound settings
In this menu, you can set the volume of the alarm signal and the
level of the button sound.
• To shift to the tab SOUND, press MORE [F3].

Set the alarm volume
• Press SOUND [F1] to select the function SOUND SETTINGS.
• Press ALARM [F1] to select the function for setting the volume for
the alarm signal.
• Change to the desired volume using UP/DN. There are ten
volume levels. 0 implies that the sound is turned off. 100 is the
loudest. Thereafter, press OK [F1] to save the value and return to
the previous menu.
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Reset the volume
RESET [F3] resets the alarm volume to the pre-set factory value
which corresponds to 50.
Change button sound
• Press SOUND [F1] to select the function SOUND SETTINGS.

Sound settings, button.
• Press BUTTON [F2] to select the function to change the button
sound.
• Change to the desired button sound using UP/DN. There are 10
different button beep levels. 0 implies that the button beep is turned
off.
100 is the loudest beep sound. Thereafter, press OK [F1] to save
the value and return to the settings menu.
settings menu without saving any changed setting.
Reset the volume
RESET [F3] resets the button sound to the pre-set factory value
which corresponds to 50.
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Set date and time
In this menu, you can set the date and time.

• To shift to the tab SET CLOCK, press MORE [F3].
• Using SET CLOCK [F2], you select the function for setting date and
time.
• Browse using UP/DN and thereafter press SELECT [F1] to select
desired alternative from the list.
Year
Month
Day
Hour
Minute
• Change to desired value using UP/DN and press OK [F1] to save

and return to the previous menu.
• CANCEL [F2] or ESC returns the character window to the previous
menu without saving any changed setting.
NOTE
You can set the date and time via IQANdevelop. For more
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information, see user manual for IQANdevelop.
Measure
This menu contains functions for measuring on the different channels.
• Press INPUTS [F1], OUTPUTS [F2] respective OTHER [F3] to

select if you want to measure the value of an input, output or function
parameter.
Inputs Outputs Other
Voltage in Current out Event counter

Digital in Digital out Hour counter
Frequency in PWM out
Direction (Lever X,Y,Z)
• Browse in the list for the different types of inputs, outputs respective
function parameters using UP/DN.
• Press SELECT [F1] to choose channel type.
Measure on an analog input.
Below follows the instruction how to measure on a voltage input. The

measure procedure is applicable on the channel types Frequency in
and Direction too.
• Select VOLTAGE IN and thereafter press SELECT [F1].
• Browse in the list for the different voltage inputs using UP/DN.
• Use ESC to return to previous menu.
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Show the voltage value or the scaled value
• On the tab MV/SCALED [F1], you can choose between showing

the voltage value or the scaled value for the input.
For the channel type Frequency in shows the unscaled value in
[Hz].
Scope
• Using SCOPE [F3], you can get the channel’s value presented in
the form of a graph to be able to read an historic trend.
To the left in the graph, the channel’s minimum and maximum

values are shown. The graph is drawn from left to right. After 30
seconds, the curve is drawn from the left again.
• Select DIGITAL IN and press SELECT [F1].

• Browse in the list for the different digital inputs using UP/DN.
• Use ESC to return to previous menu.
Scope
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Measure on an analog output.
Below follows information how to measure on a current output

channel. The measure procedure is also applicable on the channel
type PWM out.
• Press OUTPUTS [F2] to measure on an output.
• Select CURRENT OUT and press SELECT [F1].
• Browse in the list for the different current outputs using UP/DN.
The +/- characters show if the output is working in a positive or
negative direction.
Scope
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Measure on a digital output
• Select DIGITAL OUT and press SELECT [F1].

• Browse in the list for the different digital outputs using UP/DN.
Scope
seconds, the graph is drawn from the left again.
Channel properties
This menu contains functions for calibrating inputs, adjusting

outputs and changing the values of function parameters.
NOTE
Control the selected mode before you start change the
channels properties.
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C01. Register 06
• Press INPUTS [F1], OUTPUTS [F2] respective OTHER [F3]to
select if you want to calibrate an input adjust an output or change
the value of a function parameter.
Inputs Outputs Other

Voltage in Current out Function parameter
Frequency in PWM out Hour counter
• Browse in the list for the respective type of inputs, outputs or

function parameters using UP/DN.
• Press SELECT [F1] to select the channel type.
Calibration of an analog input
You can calibrate an input manually or with the function Set min/ Set
max. To calibrate a value in the latest way, the sensor must be
affected so that it attains its minimum and maximum level
respectively. It is not always possible to simulate the environment
which causes the sensor’s signal to attain minimum or maximum
level. If this is the case, you use manual calibration.
1 2 3 4
Set min Set max Scaled min Scaled max
Automatic calibration is typically used when using an analogue

length sensor for, e.g. measuring the position of a telescope. In this
case, the telescope is manoeuvred to its minimum or maximum
position and the function SET MIN or SET MAX is used.
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Ser vice Training
Service Page
Manual calibration
When it is not possible to simulate the environment for the sensor

to assume its minimum or maximum value, you must use other
calibration points for the sensor’s signal and also utilize an external
measurement instrument.
1 2 3 4
Set min Set max Scaled min Scaled max
An example of a sensor can be a pressure gauge for measuring

hydraulic pressure. Often it is possible to automatically calibrate
the pressure gauge’s minimum value by switching off the engine
and using the function SET MIN.
Calibrating the maximum value can jeopardise the machine’s
hydraulics. One suggestion is to use a manometer to measure a
pressure higher up in the measurement area. Thereafter, adjust
the value on the display so that the scaled value is the same as the
measured value on the manometer. (The sensor must be
connected to the output the whole time.)
Calibrate a voltage input

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• Select VOLTAGE IN and thereafter press SELECT [F1].

• Browse using UP/DN in the list with voltage inputs and press
SELECT [F1] to select desired input.
For every voltage input, the following values can be calibrated:
Voltage in Frequency in
Min [mV] Max [Hz]
Max [mV]
• Browse in the list using UP/DN and press SELECT [F1] to select
desired alternative.
• Calibrate the value using UP/DN until you reach desired value
and press OK [F1] to save and return to the previous menu.
previous menu without saving any changed setting.
Set max/set min
SET MAX [F3] will set the value for MAX [mV] to the actual value
measured at the input.
In the same way, there is a tab SET MIN [F3], for adjusting the
minimum value for the input.
NOTE
It is not always necessary to use SET MAX when
calibrating the maximum value when these values cannot
be attained. In those cases, use manual trimming of the
maximum current. To be able to calibrate an input’s
values, you must specify this for respective channel in
IQANdevelop.
Chapter 6
Service
For every voltage input, the following values can be calibrated:
Voltage in Frequency in
Min [mV] Max [Hz]
Max [mV]
Where MAX is the value to be calibrated. The figure in brackets is

the set scaled value. The channel name and measurement values
are also given.
• Browse in the list using UP/DN and press SELECT [F1] to select
desired alternative.
• Calibrate the value using UP/DN until you reach desired value
and press OK [F1] to save and return to the previous menu.
previous menu without saving any changed setting.
SET MAX [F3] will set the value for MAX [mV] to the actual value
measured at the input.
In the same way, there is a tab SET MIN [F3], for adjusting the
minimum value for the input.
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C01. Register 06
NOTE
It is not always necessary to use SET MAX when
calibrating the maximum value when these values cannot
be attained. In those cases, use manual trimming of the
maximum current.
To be able to calibrate an input’s values, you must specify
this for the respective channel in IQAN develop.
Adjust an output.
Different types of hydraulic systems require different methods for

setting of minimum and maximum current for a current output.
Described below is the adjustment of constant pressure systems,
CP as well as load-sensing systems, LS.
Every function must be set so that it starts gently and with a

minimum of dead band. Always check that functions can be run
simultaneously without affecting each other, both at high revs and
low revs.
Trimming the currents for CP or LS systems
• Start the machine and set the engine at working speed. The
hydraulics system must be warmed up before the start of the
setting.
• Check that there are no functions set to reduce the current at the
output.
• Select OUTPUTS [F2] to choose the function to adjust an output.
Chapter 6
Ser vice Training
Service Page
• You can select the current output manually or automatically. For

automatic selection, see Auto. A typical function is the joystick
control. For manual selection press MANUAL [F3].
• Browse in the list for the different current outputs using UP/DN.
• Press SELECT + [F1] or SELECT - [F2] to select desired output’s
positive or negative direction. The following values can be adjusted:
Current out PWM out
Min current Min MR

Max current Max MR
Start slope Start slope
Stop slope Stop slope
Fine control Fine control
Min current settings.
• Browse with the UP/DN, choose the min current and press
SELECT [F1].
• Manoeuvre the lever for the function that you want to adjust. Note
that you can hold the lever in maximum position even when you
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adjust the output´s min current.

A = Current range
B = Max min current
C = Min min current
• Adjust the min current value until the function starts to move
slowly. Use the UP/DN.
• Then decrease the min current value until the function just stops
moving. Press OK [F1] to save and return to previous menu.
previous menu without saving any changed value.
The minimum current value has now been secured.
Max current settings
• Browse with the UP/DN, chooes the max current and press
SELECT [F1].
• Manoeuvre the lever to maximum position for the function that you
want to adjust.
• Adjust the current value until the function moves with desiered
speed. Press [F1] to save.
A = Max max current
B = Current range max current
C = Min max current
The maximum current value has now been secured.
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Service
AUTO
Choose the function by influencing the channel, for example, move

the joystick which controls the output.
• Press SELECT [F1] to select the desired channel.
• Select the value that you want to adjust as per the description
above.
Other settings
Fine control
Fine control means that you get higher resolution of the output’s low
values.
A = Min current
B = Max current
C = Lever position
The fine control can be adjusted from the display. 0% normal
resolution, 100% maximal resolution.
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C01. Register 06
Start and stop slope
Start and stop slope is the time it will take for the current to rise from
minimum to maximum and maximum to minimum respectively.
A = Min current
B = Max current
C = Start slope
D = Stop slope
Change the value of a function parameter
• Press OTHER [F3] to select the function for adjusting the value
of a function parameter.
• Browse in the list for the different function parameters using UP/
DN.
• Press SELECT [F1] to select the desired function parameter.
• Adjust using UP/DN until you reach the desired value and press
OK [F1] to save and return to previous menu.
previous menu without saving any changed value.
Reset function parameter
Press RESET [F3] to reset the function parameter´s value to

factory default.
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Ser vice Training
Service Page
6.5.3.1 COMMUNICATION VIA GSM MODEM
The thought by connecting a GSM-modem, for data communication

to the IQAN-MDM is to facilitate advanced fault finding and
application service.
With the modem you carry out the following:
• Get the error log from IQAN-MDM.
• Measure on channels.
• Get the application from IQAN-MDM.
• Send an application to IQAN-MDM.
Additionally it is possible to “chat” with the driver through IQAN-
MDM and the function buttons.
When the GSM-modem is correctly connected to the IQAN-MDM,
service personnel can call the IQAN-MDM from IQANdevelop.
The driver or service mechanic must, however accept the call,
before data communication can be possible and information can be
exchanged in the IQAN-MDM.
NOTE
As a safety issue, it is not possible to update the operation
system (vmAC) in the IQAN-MDM through the GSM-
modem. This must be done by qualified personnel on site.
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Connect the modem
To connect the GSM modem to IQAN-MDM, see instruction book

for IQANMDM.
The modem can always be connected to the IQAN-MDM. It is,
however, important that the power supply is turned on before or at
the same time as the power to the IQAN-MDM. This is due to the
initialization of the modem and functions like number presentation.
The initialization of the modem takes approximately 20 seconds
and the telephone symbol will flash during this time.
After the modem is initialized, the signal intensity is indicated as a
bar graph beside the telephone symbol. The wider bar graph, the
stronger signal.
To set up the communication, it´s calling If the one who calls from
IQANdevelop is identified by the net, the telephone number is
presented on the display.
To be able to set up the communication between IQANdevelop and
IQANMDM the call must be accepted.
• To accept call, press YES [F1].

• NO [F2] disconnect the call.
When you have accepted the call, is the telephone´s earpiece lifted
off and the bar graph disappears.
Thereafter the exchange of information between IQANdevelop and
IQANMDM can begin.
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Service
Finishing, to disconnect
It is the user of IQANdevelop who decided if the communication will

be finished.
This will be indicated with the telephone symbol, the earpiece is on,
and the signal´s bar graph appears again.
NOTE
If the power supply is turned off to the IQAN-system, the
communication will stop. A message will inform the
IQANdevelop user that the communication is interrupted.
If the communication is interrupted during downloading of
the application. IQANdevlop must call the IQAN-MDM
and resend the application again.
Get data from IQAN-MDM
When IQANdevelop gets data from IQAN-MDM, for instance the

error log or the application, this will not be indicated on the display.
Send data to IQAN-MDM
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C01. Register 06
If an application shall be send to IQAN-MDM certain safety
precautions must be performed in the same way as when an
application will be send from IQANdevelop directly.
Prepare the following before you acknowledge the down loading
• The machine must be parked safely.
• The engine for the hydraulic system´s pump shall be turned off.
• Make sure the emergency stop that disconnects the power
supply is easily accessible.
CAUTION
Ensure there is no danger to nearby personnel when the
machine re starts
Downloading
To be able to download an application, through the modem, the

driver must confirm this on the IQAN-MDM. Note that above
precautions must be performed before.
• Press START [F1] to accept.
• CANCEL [F2] indicates that no downloading is allowed.
Measure on channels.
To facilitate fault finding it is possible to measure on different

channels with IQANdevelop through the modem. Measuring will
not be indicated on the display.
Measuring can be made during machine operation as well as when
only the IQAN-system is powered on.
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Chat
Questions and messages can be sent from IQANdevelop to

IQAN-MDM.
When a question is received on the display, you can answer by
pressing one of the different answer alternatives above the function
buttons respectively.
In the upper right corner shows the time (in seconds) you have to
answer the question. The time is decided of the IQANdevelop user.
If you do not answer within the time limit, is this indicated in
IQANdevelop and the question will be deleted on the IQAN-MDM´s
display.
Setting date and time
Date and time can be set in IQAN-MDM from IQANdevelop. All you
see on the display is the new date and time.
6.5.3.2 ERROR MESSAGES

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Following are tables with error messages which can be seen in the display.
You will also find what may have caused the error and a suggestion of actions.
An example of an error message as may be seen on the MDM

display.
LOW/ HIGH SUPPLY VOLTAGE
Reason Error code Recommended action

(see respective module)
+BAT < 8,5 V Error 1 Check the power supply.
+BAT > 34 V Error 1 Check the power supply.
VREF ERROR

VREF < 4,9 V Error 1 Check the voltage.
VREF > 5,1 V Error 1 Check the voltage.
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MODUL IS OFFLINE

CAN-bus interrupt Error 3 Check the CAN-bus.
Address error, voltage Error 5 See instruction book for valid
module type.
Software error Error 6 Contact supplier.
HIGH TEMPERATURE

Internal temperature > max Error 2 Check ambient temperature.
temperature
Internal temperature sensor Error 4 Contact supplier.

error.
PARAMETER ERROR
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No calibration of the module´s Error 6 Contact supplier.

signals. (Internal error)
CAN-ERROR (CAN-bus errors)

CANERROR: POLARITY Error 3 Check CAN-bus.

CAN-High and CAN-Low
have been connected wrong.
CAN-HIGH at GND Error 3 Check CAN-bus.

CAN-High short circuit to
ground.
CAN-HIGH at VBAT Error 3 Check CAN-bus.

CAN-High short circuit to
+BAT.
CAN-LOW at GND Error 3 Check CAN-bus.

CAN-Low short circuit to
ground.
CAN-LOW MOT VBAT Error 3 Check CAN-bus.

CAN-Low short circuit to
+BAT.
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ADDRESS ERROR

Wrong address. Error 5 Check the address jumper or
Id-tag.
RTC+ NOT CONNECTED
The power supply is not - - Connect the power supply to

connected to the real time clock RTC+, pin 5.
in the IQAN-MDM. See Instruction book IQANMDM.
CHECKSUM ERROR
Internal memory failure - - Contact supplier.

IQAN-MDM
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ERROR: OUTPUT LOW/HIGH

COUT: Error 1 Check load.
Current return low
COUT: Error 1 Check load.

Current return high
DOUT: Error 1 Check load.

Overload
COUT/DOUT/ Error 4 Contact supplier.

PWMOUT
Internal diver failure
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6.5.4 IQAN DEVELOP
IQANdevelop is a development tool for designing and developing application programs for IQAN’s module
based control systems. It is essentially a design tool and will not generally be used by service mechanics
other than for viewing parameters and data or during fault analysis under the instruction of Linde Heavy
truck division.
IQANdevelop is a Windows©-based program with which you can create applications for the simplest to
the most complex mobile machines within the material handling industry.
You develop your application in the PC to thereafter „download“ the application to the IQAN system’s
master module. In IQANdevelop, you also find functions for measuring and fault-finding which facilitates
work during service.
The manual is intended to function as a reference book when working. In the chapters, you find short
explanations to all the menus and dialog boxes.
We show with examples how you create functions for the different channels as well as how you use
IQANdevelop’s measuring system.
It is important to point out that any examples are not complete with regard to safety and must not be used
on a machine.
6.5.4.1 INSTALLING IQANDEVELOP.
Before you install IQANdevelop, please read the Safety regulations in section 6.5.4.2.
• Insert the CD into your computer’s CD-ROM unit. The installation program starts automatically. If not,
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open the CD-ROM unit in the Explorer and double-click on Install.exe.
• Follow the instructions in the installation program. If there is something you do not understand, click on
the Next > button or press Enter to continue the installation.
• The installation file also contains IQANsimulate and IQANdevelop for PalmOS. To install these softwares
you need to select Custom as installation type.
• If you are running on Windows NT or 2000, please restart your computer after the installation is finished.
You can always download the latest upgrade of IQANdevelop from our home page, www.iqan.com.
Installing the access key.
Connect the key holder (3) to the computer’s parallel port (2). If you have other equipment to be connected
to the parallel port, connect it to the key holder. Insert the access key (1) into the key holder (3).
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6.5.4.2 SAFETY REGULATIONS
It is important that you read this chapter before you start creating or modifying applications, parameters
or data for machines.
Warning symbols
Note that all warning symbols in the manual also refer to safety precautions. If you see a CAUTION sign
or NOTE sign the information it refers to must be read and observed.
NOTE.
Identifies technical information requiring special attention because the details being refered to
may not be obvious even to skilled personnel.
CAUTION.
A caution warns of potential injury to personnel or damage to the product if the instructions are
not followed.
Emergency stop
Without exception, every machine must have an emergency stop that can break the power supply to the
IQAN system or stop the diesel engine. It must be easily accessible from the operator’s position.
IQANdevelop should not be adjusted from locations where the user cannot reach the emergency stop, for
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example outside the driver’s cabin.
Testing the application for machines
A risk assessment should be carried out with regard to function and unpredictable occurrences. We refer
to the standard for the Machine directives.
It is very important to test the program for the machine to check that nothing unexpected occurs.
IQANsimulate software is prepared for verification and fault-finding of the application.
If the application is to be tested in machine, people and other objects that can be injured or damaged must
be out of range of the machine’s working area.
Sending data to the IQAN system.
When downloading data to the IQAN system, the machine’s engine must be switched off and in the at rest
condition.
The machine must stand on a flat surface to prevent rolling.
People or objects that can be damaged must be kept outside of the machine’s working area. Note that when
the application is being downloaded to the IQAN system, the system’s output channels become inactive.
Downloading via modem
You need to be extra careful when sending data to the master via a modem.
Before the downloading can begin, the driver must acknowledge the downloading request on the master
display.
Protecting the application
It is possible to protect the application in a machine with an application code.

In this way, you cannot get the application from the machine if you don’t have the code.
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6.5.4.3 MENU OVERVIEW
This section deals with the following:
1 The tool bar

2 The menu bar
3 The status bar
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This section of the manual is intended as a reference to get information quickly on different commands and
the tool bar’s’ function buttons.
In the menu bar (2), you find drop-down menus with different commands. There is everything from the usual
commands : Open, Save, Cut and Paste to those which are more program-specific such as Add, Remove
module.
Some commands are needed more often than others. Therefore, a tool bar with a number of function
buttons exists (1). On every button, there is a figure to symbolize the button’s function.
The status bar contains information which facilitates things for you during the programming. For example,
there is a description of which application is loaded, the access level of the key as well as the status of
the connection to the IQAN system.
You create your application from the main window. In the main window, there is a menu bar, a tool bar and
a status bar (3).
The commands are found in drop-down menus and the commands you need most often are found on the
buttons in the tool bar.
Depending on where in IQANdevelop you are, certain menus, commands and function buttons are not
available. These buttons and menus are shown in grey, see screen illustration.
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The main window.
You create your application from the main window. In the main window, there is a menu bar, a tool bar and
a status bar. The commands are found in drop-down menus and the commands you need most often are
found on the buttons in the tool bar. Depending on where in IQANdevelop you are, certain menus,
commands and function buttons are not available. These buttons and menus are shown in grey, see
screen illustration
Drop-down menus.
In the menu bar, the following menu headings are found: File, Edit, System, View, Measure and Help. The
drop-down menus are opened by clicking on respective menu heading. You can also reach the menus by
pressing Alt+respective underlined letter key. E.g. Alt+F for the File menu, Alt+M for the Measure menu.
File
Under the File menu, there are the usual file functions, such as New, Open, Save and Print. There are also
specific functions for IQANdevelop, such as settings for communication, languages preferences for the
display’s text messages as well as the key manager for different access levels.
New Ctrl+N Creates a new application.
Open Ctrl+O Opens an existing application.
Save Ctrl+S Saves application.
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Save as Saves the application with desired filename.

Info Shows general information on the application.
Application Protects the application with a code to keep
code unauthorizedfrom making changes.
Print Ctrl+P Prints channels, measured graphs and block
diagrams.
Properties... Here, you enter properties for communication, dialog
and language for the application in IQANdevelop.
Predefined Here, you enter the data for the sensors you want
to use as predefined.
Key properties Shows information on the access key.
Exit Exits the program. A dialog window is displayed if
you have not saved the application or the latest
changes.
Edit
Under the Edit menu, there are the usual editing functions.
Undo Ctrl+Z Undo the latest command.
Cut Ctrl+X Cut channels.
Copy Ctrl+C Copy channels.
Paste Ctrl+V Paste channels.
Delete Del Delete channels.
Move channel to Moves a channel to another module.
Copy properties Factory defaults to adjustables.
Adjustables to factory defaults.
There are two alternatives when copying properties,
either are the factory default properties copied to the
adjustable or vice versa.
NOTE
All channels with adjustable properties will be affected.
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System
In the system menu, there are functions for adding and removing modules from the application as well as
functions to send or get an application from the master module.
Add module Shift+Ins Adds a module to the application. The
program checks that the maximum
number of modules is not exceeded.
Remove module Shift+Del Deletes a module from the application.
To delete a module, all defined channels
on that module must first be deleted.
A warning message is displayed.
Module properties Shift+Enter To change a module´s properties. You
need to open the module´s block
diagram before you can select the
command in the system menu.
Check application F9 Checks if the application contains any
errors or warnings.
Send application F2 Sends the application to the IQAN
master.
Get application F3 Gets the application from the IQAN master.
Get error/event
log... Ctrl+F3 Gets the error/event log together with
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the application from the IQAN master.
Update vmAC... Updates the operating system in an
IQANmodule.
Chat... You can send text messages from
IQANdevelop to communicate with an
IQAN user.
Display control... You can control and view the IQAN-
MDM display via this dialog box.
Restart master Restarts the IQAN master module
without breaking the power.
Clear error/event
log Clearing the error and event log in the
master.
Set clock Set date and time in the IQAN master.
The clock on the PC is used as a
reference.
If you want to enter another time, you
must do this from the IQAN display.
Connect via By connecting a modem to an IQAN
modem... master, it is possible to do remote
communication. You can send or get an
application, chat and measure
channels.
Disconnect Disconnects the modem connection
that was used for remote
communication.
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View
Under this menu, there are functions to show the properties for a channel, the navigator and the multimeter.
Show channel info Ctrl+1 Shows properties and functions for a

channel.
Click a channel and selectShow
channel info, or double-click on the
channel’s name.
Show navigator Ctrl+2 The navigator is a tool to get an overview
of the connection between input and
output channels.
Click a channel and select Show
navigator.
Show multimeter Ctrl+3 With the function Show multimeter, you
get a view of all channels you measure
on. You can measure on several
channels located on different modules
at the same time.
Next window F11 If you have several windows/dialog
boxes open
Previous window F12 at the same time, you can alter between
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them by selecting next window or

previous window.
Measure
In the measure menu, you find functions to measure the different channels in the modules. There are two
types of measures; the multimeter or you can have the measure presented in the form of a graph. (To
activate the graph window, click on the Graph tab in the upper left corner of the main window).
For further information, see section Measuring and fault finding, see page XXXXXXX.
Start measure/
Stop measure F4 Start/stop the measuring process.
Start automatically When you activate a channel for
measurement in the block diagram, i.e.
click on its measure flag, the measure
starts automatically without you having
to select Start measure.
Reset selected The block diagrams are reset so no
measure flags are activated for
measure.
Clear log Ctrl+L If you have used the graph during
measuring, you must clear the measure
log before you can select to measure
on other channels.
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Measure continued
Zoom out Ctrl+M Restores window after you have zoomed in.
(i.e. zoom out to normal measure window).
Graph properties... You can setup your measure window with
regard to colors and if you want a grid to be
shown or not.
Channel properties... You can change scaling of the Y axis for one
channel and change the color of its curve.
Comment... You can create comments for your
measurements. They can be printed out
together with the measured data.
Create/Remove print
tags Tags to identify the curves during print-out
(black/white).
Open settings... Opens measurement settings.
Save settings... Saves measurement settings.
Help
Contents F1 Launches the on line user manual.

About Information box about IQAN develop.
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The tool bars
Certain functions need to be more accessible as you need to use them more often. These functions are
found as buttons in the tool bar. If you position the mouse over a button, a short explanation about the button
is shown.
By clicking on the desired button, its function is activated. File functions
The buttons for the file functions contain the usual Open, Save and Print functions but there is also an
information button to obtain information about the application.
File functions
1 Open an existing application.

2 Save the application.
3 Print
4 Show information about the application.
System functions
5 Send all data to IQAN master

6 Get all data from IQAN master
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Show functions
7 Show channel information. Show properties and functions for the

channel. Mark the name for the channel and click on the button Show channel info.
8 Show navigator. The navigator gives an overview of included channels
for one function.
9 Show multimeter. Gives an overview of all the channels you are measuring. After having
activated desired channels for measurement click on Show multimeter to show a window with
all channels at the same time. In this way, you can measure on several channels at the same
time.
Measure functions
With the buttons, you can start or stop a measure functon.
10 Start measure. The button is enabled when the measure function can start.
11 Stop measure. The button is enabled when measurement is in progress.
Help functions
12 Help for IQANdevelop.

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The module tool bar
Each module has two buttons at the top left corner of the module page; Module properties and Remove
module.
Shows the properties dialog box for a module.
Removes the current module from the application. All channels must be
deleted from the module before the module can be deleted.
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The status bar
The status bar consists of six smaller fields where the following information is shown.
1 In the first field there is a short description of the button or the field that the mouse is pointing to.
2 The name you have given the application is shown in the second field.
The padlock indicates whether the application is protected by an application code or not. If the
padlock is unlocked, there is no code entered.
3 The third field gives the access level of the user.
4 The fourth field indicates if the IQANsimulate program is running and if there is a connection between
IQANsimulate and IQANdevelop. If the chain is broken there is no communication. Click here to
synchronize with IQANsimulate, i.e. force IQANsimulate to use the same file as you have
opened in IQANdevelop.
5, 6 The fifth and sixth fields give status for the connection to the master. During connection, the square
lamp in the fifth field is green. The sixth field shows messages regarding the communication with
IQAN.
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NOTE
If the connection between the IQAN system and your PC is broken, click on the green status lamp
to try to reconnect. If this does not work, the supply voltage to the IQAN master module may be
too low or there may be a cabling failure. Check the connection between the PC and the IQAN
system and that the correct COM-port is being used. Check that no other program is using the
same COM-port.
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6.5.4.4 APPLICATION
An IQANdevelop file is called an application. The application contains all information needed by the master
module to control the machine. An application consists of general application information, modules,
channels and objects.
Application information
Select: File > Info to open the dialog box for application information.
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Application description Description of the application, normally the machine

type or name. Max 19 characters.
Version Version of the application. Helps you to do version
control of your applications.
Comment Comment on the application, for example, how it
functions, etc. Max 255 characters.
Language 1 and 2, Select which languages this application uses. The
Default default language is the one used the first time you
send an application to a master module.
Changed by key Key id for the last person who made changes in the
application. Cannot be changed.
Key label The key label for the above key id. Cannot be
changed.
Date of change The date when the latest change of the application
was carried out. Cannot be changed.
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CLICK OK to store the information. Cancel closes the dialog box without storing above changes.
Language preferences
When developing an application in IQANdevelop, it is possible to give texts, channel names and units in
two languages.
The menu system in an IQAN master module can also be shown in two languages.
The languages are the same as the ones selected in the application.
Languages supported by IQAN
English Italian German Swedish French

Finnish Spanish Norwegian Portuguese Danish
File types
File types with the following suffixes are used in IQANdevelop:
.idt Contains a complete application.

.idl Contains an .idt-file and a graph log with information such as header, comment and start
time.
.idm Contains a group of channels selected for measure. Graph and channel properties are
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also stored such as colors and scales.
.ide Contains an .idt-file and an error/event log.
.ido Contains an IQAN operating system, vmAC (= virtual machine for Application Control).
.reg Windows registry file. When you export a phone book or a predefined sensor from
IQANdevelop, it is saved in a .regfile. To import a .reg-file, double-click on it in the file
manager. It will be imported to Windows registry.
Properties for an IQAN file
You can get information on an IQAN file directly in Windows Explorer.

Open the Explorer and select the file.
Right-click on the file and select Properties.
Select the tab File info.
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Print
You can print the properties for channels or block diagrams plus the graph in color or black/white.
• Select File > Print.
Printer name The name of the printer selected. By clicking on Select, the Print Setup
dialog box is shown where you can select different printers and settings.
Channels Check this box for printing the channels’ properties and functions.
Block diagram Check this box for printing all block diagrams.
Graph If you have a graph log, you can print it either in black/white or colour.
Warnings and statistics
IQANdevelop keeps statistics of used channels and objects and checks that the application is complete
and correct regarding channels and functions.
• Select System > Check application to open the dialog box Warnings and statistics or press F9.
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Errors
Errors are fatal for the application, and have to be corrected before sending the application to the master.
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Errors
Shared pin conflict Channels that share the same physical connection. IQAN-XP2, for
example, uses the same physical connections for several channel
types. It is only possible to use one channel type at a time.
Too many channels. Max This messages is shown if you reach the maximum limit of
allowed is... channels. For IQAN-MDM and IQANTOC8 this is 350 channels.
Too many current and This message is shown if you have used more than 48 current
PWM outputs. Max... and PWM outputs.
Transmission rate conflict J1939 channels that have the same J1939 id must have the same
transmission rate.
Too many J1939 ids. Max Max allowed J1939 ids for one IQAN-XT2 is 10.
allowed is...
System cycle time not The IQAN-XP module can´t handle a system cycle time shorter
within limits for IQAN-XP than 50 ms (valid range is 50 - 75 ms).
Engine speed channel missing Feedback channel for E-Gas out is not selected. (NOT USED)
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E-Gas channel missing Channel type Engine load is defined, but no E-Gas out. (NOT USED)
Warnings
Warnings indicates problems in the application. The application will probably work but maybe not as
expected. It is possible to send the application with all the warnings to the IQAN system.
Unused channel Defined channels that are not used in any function.
Unit mismatch Channels don’t have the correct unit. For example command and
feedback channels for a PID regulator should have the unit [%].
Incomplete function The function for a current or digital output has no controlling or
activating objects. Missing parameters in functions such as activating,
command or feedback channel.
Missing names and units Name and unit in one or both languages are missing.
Duplicate name Two or more channels have the same name.
Priority If a channel with lower priority is used in a function for a channel with
a higher priority. See section Priority order for the channels.
Statistics
In the Statistics field, the number of channels and objects are shown.
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5.4.4.5 MODULES
IQAN modules
System overview
Block diagram
Module properties
The IQAN system is based on adding necessary modules and thus designing your own control system.
IQANdevelop contains a system overview of the modules and their name and address in the application.
This provides a quick overview of how you have designed your IQAN system.
In IQANdevelop, every module is presented as a block diagram where the different channels are
represented. With the block diagram as a base, you can create functions and properties for each channel.
The channels used in an application are provided with a name tag. In respective block diagram, you
can also connect internal measure functions to every channel, see section on Measuring and fault finding.
All modules have properties like name and CAN-address but also specific properties like dither frequency
for IQAN-XP2.
As stated the system in the reach stacker consists of a single MDM unit, two XS units and two XT2 units.
When you open the system overview page in the program the following can be seen.
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The modules in an application are presented as follows: the master module is always positioned at the top
of the page. The expansion modules and levers if fitted follow below.
If there is not sufficient space on the screen for all of the modules, use the scrolling arrows on the right side.
Module information
In the system overview, you get the following data on the modules:
Serial number: the module’s serial number
Hardware version: the module’s hardware version
Software version: the module’s software version
Status: different status messages (only displayed when measuring)
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Block diagram
In IQANdevelop, the different modules are presented in the form of block diagrams. In respective block
diagram, you get an overview of all the channels in the module.
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Channel connections
The channel connections for the physical inputs and outputs are green while the connections for the
internal channels are grey. Each is marked with a channel index in alphabetical order and 1 or 2 for primary
or secondary connection.
Browsing between the different block diagrams
Every block diagram is presented in a page. To alternate between the different block diagrams, click on
one of the tabs at the top of the window, or click on the module image in the System overview.
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Creating a block diagram
Adding a module
To add a new module, select: Edit > Add module.
Module type A list of modules that can be added to the application.

The first module to add to a new application has to be a master module which is also the only module
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possible to select.
CAN bus The existing CAN bus is identified with an A. Future master modules with support for
multiple CAN buses will offer CAN bus B, C, etc.
CAN address CAN address shows the module’s corresponding address on the CAN bus. The CAN
address is automatically incremented, but can be manually altered. It can also be
changed later on.
Limitation of number of modules
IQANdevelop checks that there are no more modules than the maximum number allowed of each type
in the application. When the alternative disappears in the list box, no more modules of that type can be
added.
Removing a module
One condition for removing a module is that it contains no channels in the block diagram. To delete
channels, see section Deleting a channel.
Open the block diagram for the module to be removed.
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Click yes to remove the module or No to leave it there.

An information message is displayed if you try to delete a block diagram containing channels.
Channel tabs
All the module´s block diagram has channel tabs that sort the channels into groups. This will facilitate when
you want to find a specific channel type in a block diagram.
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• Click on the desired tab to show the different channels in the block diagram.
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Module properties
By right-clicking on a module in the system overview or in its block diagram and selecting Properties, a
dialog box opens where you can change the module’s properties, such as name and address.
Name, language 1
Name, language 2
The module name can be input in two different languages.
Function buttons
To store the new properties, click OK. The Cancel button closes the dialog box without applying the
changes.
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The module name is shown above the block diagram and on the tab for respective module (1)
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CAN address
The module’s CAN address.
You can give the module

a new address. If the new address is taken by another module of the same type it will switch address with
that module.
ATTENTION
Be cautious when switching addresses between modules addressed with an
Id-tag in the cabling, these modules also switch functions.
Frequency
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Changing the dither frequency for current outputs.
IQAN-XT2: The current outputs can have individual dither frequencies. Dither frequency Enter desired
dither frequency for the current outputs.
The frequency range is 25-150 Hz.
PWM frequency
The modules IQAN-XT2 are equipped with PWM outputs (pulse width modulation).
PWM frequency Enter desired frequency for the PWM outputs. The frequency range is 25-2000 Hz.
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PIN codes
With the PIN codes you can prevent unauthorized people to use the properties menu in the IQAN master
and/or to use the SIM-card in other modems or telephones. PIN codes are supported by all master
modules.
Properties PIN code This PIN code is used to prevent unauthorized

(check box) people using the Properties menu in the IQAN master. Check
the box and enter a code.
GSM PIN code This PIN code is for the modem´s SIM-card,
(check box) (only for GSM modems). In this way the SIM-card can be
prevented to be used by unauthorized people.
Check the box and enter the PIN code in the field below. You will
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find the code in the SIM-card documentation.
System cycle time
The cycle time for an IQAN system can be set to 20-100 ms. The default value is 50 ms. If you need faster
response times you can lower the value, or, if you need more processing power you should raise the value.
NOTE
Please be cautious when using a short system cycle time. Pay attention to the utilization. The
utilization should not be over 75%.
NOTE
System cycle time The default value for an IQAN system is 50 ms. The time can be 20-100 ms.
Chapter 6
Service
Module diagnostic
If the PC is connected to the IQAN system, you can have certain diagnostic information about the
expansion modules. Each expansion module has its own specific data.
Master modules have Module diagnostic channels instead of the diagnostics dialog box. For more
information, see section Module diagnostic, on page 158.
Diagnostics dialog box
Right-click on the module in the system overview or the modules’ block diagram and select Diagnostics.
357 804 47 01. 0303

C01. Register 06
Chapter 6
Ser vice Training
Service Page
5.4.4.6 CHANNELS
Channel types
How to name the channels
How to define the different channels’ properties
The definition ‚channels‘ is a collective name for the inputs and outputs found on the different IQAN
modules. There are also channels internally in the system, to handle for example, text processing and
mathematical calculations.
The channels are used to collect and/or send data. In this chapter, we will present IQAN’s analog, digital
and internal channels.
The master unit’s display can handle and present information in two different languages. You decide which
of the two languages you wish to use. In this way the driver can get the information presented in one
language while the service engineer can request the information in another language if so desired. There
may also be drivers of different nationalities on the same machine.
To facilitate for design and any troubleshooting of the application, be consistent when you name the
different channels. We will give you some recommendations on how to name the different channels with
regard to their function, see section naming channels.
When you create an application, you begin by defining the different channels’ properties. It is also important
that you have defined the direction of motion for the machine’s different movements. In the chapter, you
357 804 47 01. 0303
C01. Register 06
will find recommendations for the selection of direction.

For example, properties are the name of the channel, calibration of signals such as voltage and current
values, alarm limits and delay times. The properties are specific for each type of channel.
Channel types
Name Short Input/Output/ Analog/Digital

Internal/J1939 value
Voltage input VIN Input Analog
Digital input DIN Input Digital
Frequency input FIN Input Analog
Directional analog DAC Internal Analog
Math analog MAC Internal Analog
Math digital MDC Internal Digital
Internal analog IAC Internal Analog
Internal digital IDC Internal Digital
PID-regulator PID Internal Analog
Current output COUT Output Analog
Digital output DOUT Output Digital
E-Gas output EGAS Output Analog
Event counter ECNT Internal Analog
Conditional message CMSG Internal Digital
Function parameter FP Internal Analog
Alarm output ALRM Output Digital
Timer TMR Internal Analog
Hour counter HCNT Internal Analog
PWM output PWM Output Analog
Chapter 6
Service
Channel types, cont
Name Short Input/Output/ Analog/Digital

Internal/J1939 value
E-gas position input EPOS Input Analog

J1939 Analog input JAIN J1939 Analog
J1939 E-Gas JGAS J1939 Analog
Engine load ELD Internal Analog
Integrating limiting ILC Internal Analog
J1939 Digital input JDIN J1939 Digital
J1939 Lamp indicator JLIC J1939 Digital
J1939 Diagnostic JDGN J1939 Analog
State selection SSC Internal Analog
Mode Selection MSC Internal Analog
Interactive message IMSG Internal Analog
Memorizing MEM Internal Analog
Event log ELOG Internal Digital
Module diagnostic MDGN Internal Analog
Inputs
357 804 47 01. 0303

C01. Register 06
A short presentation of the different physical input channels. For more information about the physical data
for the inputs, see instruction books for the modules.
Voltage in
The input signal at these inputs comes primarily from analog sensors and levers. The unscaled range is
dependant on which module you use but is normally 0-5000mV, the scaled range is application dependent.
Digital in
Physical inputs with value low or high. They are mostly used for buttons, position sensors and guards.
Frequency in
Typical functions are speed measure or revolution measure. The unscaled range is 0-32000 Hz and the
scaled range is application dependent.
E-gas Position
Use this channel if you want to measure or show the value of e.g the actuator positions. The unscaled value
is 0-5000 mV and the scaled value is 0-100%. The E-gas out use this channel as the feedback value during
regulation.
Chapter 6
Ser vice Training
Service Page
Internal channels
Directional analog channel
These channels are found on IQAN’s lever modules. There is one channel for each lever direction, X, Y
and Z. The value of each channel corresponds to -100% - 100%.
Internal analog channel
The internal analog channels are used primarily as input signals for the regulators but they can also be used
for other purposes, e.g. when you create a function for a current output. The channel´s value is -100%-
100%.
Internal digital channel
With an internal digital channel, you can e.g delay a digital input signal, or group objects that you use
together in several channels when you create functions. The channel´s state is either true or false.
EXAMPLE
A button has to be pressed down for a certain time before the function starts.
Mathematical analog channel

357 804 47 01. 0303
C01. Register 06
Using these channels, you can carry out mathematical calculations e.g. sine, cosine, plus, minus etc.
Mathematical digital channel
Using a mathematical digital channel, you can carry out relational and logical operations on input signals
from other channels. The channel´s value is either true or false.
EXAMPLE
Performance of boolean operations (IE Logical equations, X+Y>Z or = Z)
PID regulator
PID regulators are used to do closed loop control, e.g. a straight-lift function. The channel´s value is -100%-
100%.
Integrating limiting channel
This channel will normally be used as a limiting object in an analog output, e.g Current out or E-gas out.
It is similar to a PID with only the integrating part enabled. The channel’s range is 0 - 100%.
Conditional message
On the display, you can show messages for different situations, e.g. the oil pressure during operation or
a warning message indicating overload. The channel can display up to two messages at the same time.
Interactive message
The message is shown when a certain condition is fulfilled. The value for the channel can be active or
inactive, but also F1, F2, F3 or ESC, depending on the state of the display´s function buttons, i.e. you can
use the buttons on the display module as digital inputs.
Chapter 6
Service
Event counter
With this channel type is it possible to count different events, e.g. how many times a specific alarm condition
has been fulfilled. You can increase, decrease or reset the channel´s value. The range is 0-32000.
Memorizing channel
This channel type is used to memorize or accumulate the value of a defined input signal. The range is 0-
32000.
EXAMPLE
On a wheel loader you need to control the total weight of the load. Use a memorizing channel to accumulate
the weight of the load.
Event log channel
Use this channel type to log data for a channel at certain conditions. The data is stored in the errors/events
log in the master and can be shown in IQANdevelop.
Timer
A timer channel can be used for timekeeping, delays, etc. The time range for a channel is 0-32000 s with
a resolution of 50 ms. To lengthen this time, the timer channels can be connected sequentially.
357 804 47 01. 0303

C01. Register 06
Hour counter
The hour counter channels are used for time keeping at low time resolution, e.g. to measure a machine’s
operation time before service. The time range is 0-32000 hours with a resolution of two minutes.
Mode selection channel
With this channel type you can automatically change „driver“ mode when certain conditions are met. The
value of the channel is 1-4.
State selection channel
This channel is used to control the states conditions in a „state machine“ There can be up to eight states
for a channel.
Module diagnostic channel
This channel is used to measure module diagnostics, such as Supply voltage, Temperature and
Utilization.
Function parameters
Function parameters are used as adjustable constants in functions. You can adjust the function parameter
values via the IQAN display or via IQANdevelop.
Engine load
This channel can be used to carry out power control for a diesel engine.
Chapter 6
Ser vice Training
Service Page
Outputs
A short presentation of the different physical output channels. For more information about the physical data
for the outputs, see the instruction books for the modules.
Current out
The current outputs are analog and are used to e.g. control proportional valves. The unscaled range is -
32000 - 32000 mA. The scaled range is -100% - 100%.
PWM out
PWM out, a pulse width modulation output to control pulsar valves. The channel’s function is similar to the
current outputs. The scaled range is -100% - 100%.
Digital out
Physical outputs with value low or high. These are mostly used to activate lamps, on/off valves or to pull
relays. On some modules the digital outputs have soft start and peak and hold functions to increase the
valve’s life time and reduce the heat release in the valve.
Alarm out
357 804 47 01. 0303
C01. Register 06
A physical output with value low or high. It is used to alert in different situations. A warning lamp or siren
may be connected at the output.
E-gas output
You will find the E-gas out on the IQAN-XT2 module. With this channel you can create a regulation function
to control e.g an actuator that is used to control the speed of a diesel engine. The channel´s scaled range
is -100% - 100%.
Primary and secondary outputs
For most outputs, there are two channels, which enable you to control two different functions in the machine
using the same output. One channel has primary status and the other channel has secondary status. If
the primary channel is active, the secondary channel cannot be activated at the same time. If both of the
channels are active at the same time, this is indicated as incorrect, the output is closed and an error
message is displayed.
NOTE
When using double functions, carefully check the affects of the functions on one another. Safety
precautions should be taken.
EXAMPLE
A truck with a rotating chair. When you turn the chair, you must invert the lever’s directions so that the
manoeuvring of the vehicle’s steering will be correct. For this, you can use the current output’s primary
and secondary channels. If the chair is turned forward, the primary channel is used and if the chair is turned
backward, the secondary channel is used. A switch in the chair indicates if the chair is turned forward or
backward.
Chapter 6
Service
SAE J1939
There are some channel types used only during communication on the CANbus dedicated for the protocol
SAE J1939. You find these channels on the IQAN-XT2.
J1939 Analog input
This channel type represents values from different analog sensors implemented in the diesel engine. For
example fuel and oil temperature. The properties for a channel are documented in the specification for SAE
J1939 or are supplied from the engine manufacturer.
J1939 Digital input
This channel type is used for on/off sensors in the diesel engine.
J1939 Throttle out
With this channel the IQAN system controls the speed of the diesel engine. This channel represent the
engine´s command value. The unscaled channel range is 0-32000 rpm and the scaled range is 0-100%.
J1939 Lamp indicator
357 804 47 01. 0303

C01. Register 06
This channel is used to indicate an error situation. The manufacturer has specified which lamp will be
activated and when according to a specific error. The value for the channel is either true or false.
J1939 Diagnostics
The channels for diagnostic is aimed to show diagnostic messages on the display. For example if there
is some error in diesel engine, information about it will be sent to the IQAN system and a corresponding
message will be presented on the display.
Creating a new channel
Adding a channel
To create an application you need to add all the channels that shall be included in the application.
Right-click on the channel connection to be used. Select: Add channel.
Chapter 6
Ser vice Training
Service Page
357 804 47 01. 0303
C01. Register 06
When a channel is created, its corresponding name tag is shown. The channel name is predefined as
follows::
Channel type - Channel connection number:

Module type - CAN address. Example: COUT-A1:XP-A0.
The channel can now be given properties, see section Defining properties,
Deleting a channel
Right clic on the channel's connection and selects, delete channel.
Clic yes to delete the channel or no to leave it there.

Chapter 6
Service
Restrictions and capabilities.
It is not possible to delete a channel that is used in an object, the following message box is shown.
Moving a channel.
It is possible to move channels between modules. In order to move a channel, there must be a channel
of the same channel type available on the destination module.
Moving a channel within the same module
357 804 47 01. 0303

To move a channel within the same module, click on the channel to be moved and drag it to another channel
C01. Register 06
connection. If the new connection is already occupied, these channels simply change places.
Moving a channel to another module
• Click on the channel to be moved and select: Edit > Move channel to or right-click on the channel
connection and select: Move channel to.
The modules with available channel connections are shown in a menu.
• Select the channel’s destination module in the menu.

Chapter 6
Ser vice Training
Service Page
Confirming move of channel

When you move a channel, you receive a message to confirm that the channel
will be moved. Click Yes or No.
NOTE
Consider that, if you move a channel with a predefined name (Channel type - Channel connection
number: Module type - CAN address), this name goes with the channel.
Naming channels.
When you name channels, it is important to keep to the same standard throughout the whole naming
procedure. In reality, there is no right or wrong, but it should be apparent from the name how the channel
works.
When selecting names.
For digital inputs and outputs, a good naming standard is to name the input and output after its active state.
EXAMPLE
A stop button should get the name Stop because the name applies when the input for the stop button is
activated.
For a parking brake, it is often appropriate that you activate the output when you want it to release.
357 804 47 01. 0303
C01. Register 06
Therefore the name of the output should be Parking brake free.
For analog inputs and outputs, we normally give names after function, for example, Oil pressure,
Telescope, or Angle sensor, boom.
Direction of motion
Before you create an application for a machine, it is important to define the directions of movement for all
moving components such as levers, lifting, turns, etc. Every movement has a positive direction and a
negative direction.
The most important thing is to be consistent with the direction selection when you create an application,
partly to facilitate things when documenting the application and partly when troubleshooting or rebuilding.
NOTE
Be consistent when defining direction: For example
Up Positive
Down Negative
Forward Positive
Reverse Negative
Right Positive
Left Negative
Right turn Positive
Left turn Negative
Out Positive
In Negative
Chapter 6
Service
Defining properties
To use the inputs and outputs in an application, respective channel must be configured. You do this by
providing the channel with properties. To define properties, open the dialog box for channel information.
The dialog box looks different depending on which type of channel you select. For example, properties
are name, calibration of signals such as voltage and current values and alarm limits.
Opening the dialog box channel information
Select the channel’s name tag in the block diagram and select: View > Show channel info.
357 804 47 01. 0303

C01. Register 06
It is also possible to double-click on the name tag to open the dialog box.
Chapter 6
Ser vice Training
Service Page
Voltage in
Under the Properties tab, you fill in the channel’s name and calibration values.
The calibration adapts the IQAN system to the sensor’s zero-level. Properties also define what will happen
if the channel takes on an invalid value or if an alarm will be activated when the value of the signal is at a
defined level.
It is also possible to read the channel’s current value during measurement or to simulate a value.
357 804 47 01. 0303
C01. Register 06
Name
Name, language 1
Name, language 2
The channel’s name in the two languages shown on the display.
Unit
Unit The unit to be presented on the display together with the scaled value of the channel, e.g. °, bar, liters,
cm, etc.
You can also enter the unit in two languages.

Chapter 6
Service
ATTENTION
When you define a channel’s properties for the two languages, it is important to remember that the unit can
differ depending on language.
EXAMPLE
You cannot enter a temperature in °C for language 1 and °F for language 2.
To do this, you need to adapt the channel’s function as calculations with different units will give different
results.
Calibrate and scale the input signal
Factory default Voltage range for the input signal.

Min [mV] Min = lowest voltage.
Max [mV] Max = highest voltage.
Adjustable To be able to adjust the value for Min [mV] and

(check box) Max [mV] from the display, you must check the
Min [mV] Adjustable box. This enables you to calibrate sensors
Max [mV] from the display.
For further information about the adjustable values,

see section Adjustable values.
357 804 47 01. 0303

C01. Register 06
Scaled min The input signal should be converted to a readable
Scaled max value for the operator.
The value is presented on the display together with
the defined unit.
For example, at 0.8 V, the sensor will measure a pressure
at 20 bar.
ELECTRICAL CIRCUIT DIAGRAM 916
PG 6
:30 5/6/504 :30 B+ :30 B+
:15 IGN 4/10/123 :15 IGN
F:MAIN 1
F: PRINCIPAL
120 AMP
F12 F13 F1 F2 F3 F4 F16
5
6/504
3 AMP 20 AMP 10 AMP 10 AMP 5 AMP 5 AMP

5 AMP
K1
124
497
F27:IGN Pg1:27
29
25
X10:4
496
409
110
7
13
161
30 X10:20 X10:21 X10:18 X10:3 X10:2
K15 S1
H1 24V 58
B1
19
17
12V 50a X1:7 X1:8 X1:5 X1:2 X1:1
S2 X1:3
15/54 I,0
III
II I
13a
357 804 25 01 GB 0104
497
496
409
474
40-0
29
25
916b
16
916
79
X1:6
Pg1:42
124
110
125
F:MAIN 2
Radio
Interruptor de nivel de
Coolant Level Switch
refrigerante 7 8 17 18 28 38
0.1A
474
BAT1 BAT2 IGN

B2
122
Pg2:87 463 5
D
IQAN-XS
S3 464 7 MOTOR A1 S2
CUMMINS QSM11
79a
C
BAT IGN
CUMMINS
412 19 ENGINE
QSM11 DANA CLARK
B
411 6
A
B3 TE27 TRANS.
79
114
A3 B4
24V K1 4
S3
exitation 29 30 39 40 37
G2
M1 G1
129b
129d
129e
129a
129c
115
137
P
S4
40
506
150
129
:31 :31
:115/129/137
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50
Protection under DIN 34

ELECTRICAL CIRCUIT DIAGRAM
:30 B+ :30 :30
:15 IGN :15 4/10/123 :15
:15 EMER 658 :15 EMER
:02 RPM :02 RPM
Page 13
F14 28-0
40 AMP Page 10 F33
5 AMP
ROTADOR DE
SELECCIÓN DE
28-0b
28-0c
446 :15 GEAR SELECT ROTATOR
ENGRANAJES :15
S6
659
640
S5
28-0f
Page 10
446
658
640a
KICK DOWN
IGN KEY
Pg1:22
START
F R
N
1st GEAR
2nd GEAR
KD :31b F
4th GEAR
:J :53 :53b R
35-0
3rd GEAR
11-0
09-0
10-0
22-0
13-0
12-0
23-0
40-0
SPREADER
357 804 25 01 GB 0104

28-0
DINI:XS0:25 red lightsrojas .
XS0:11
luces
XS0:10
XS0:12
XS0:13
+BATA
DOUTC
XS0:22
XS0:23
XS0:28
DIND
DING
DINA
DINC
XS0:9
DINB
DINE
DINF
XS0:35
DINO:XS0:40
luces
DINJ:XS0:26 yel. lights
amarillas.
luces
gre. lightsverdes
Parker IQAN XS:ADD0 CAB FRONT/FLOOR
CABINA DELANTERA
DINK:XS0:27
/ PISO
B5
DOUTA
DOUTB
XS0:14
DINM
XS0:38
XS0:39
XS0:15
XS0:21
DINN
XS0:20
XS0:16
XS0:37
XS0:1
XS0:2
XS0:3
XS0:4
XS0:5
DINL
VIND
-BAT
VINA
VINC
VINB
+VRef
VINE
-VRef
16-0
5-0
38-0
39-0
4-0
1-0
3-0
2-0
20-0
21-0
14-0
01-0b
01-0d
01-0c
01-0e
01-0a
presión
moving cab swwitch

Cabina
del freno PEDAL DEL
ACELERADOR 15-0 móvil
presión de de servicio
BRAKE PEDAL
3 3
alimentación
K2
br
THROTTLE PEDAL
del pedal de Pedal de

S7
central warning light
service brake
supply presure
pressure
brake cooler relay

freno 2 2 freno
P P
brake pedal
H2
1 1
R3
15-0c
15-0a
15-0b
R2
215
R1 luz de
904
relé del
advertencia enfriador de
central frenos
:31 :31
51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100
124
:30 :30 :30
:15 :15 4/10/123 :15
:15 EMER 658 :15 EMER :15 EMER
F34
5AMP
28-1e
28-1d
28-1c
28-1
7 S9
28-1f/g
28-1g
S10 R4
Joystick
Override key
:58 :49a/+
Anular
handbrake switch
clave
Interruptor
de mano
:31 :L/S1
15 8 1 14 5 4 3 11 10 9 S11
Pg 10
15-1a
1-1a
S8
23-1
28-1b
1-1
3-1
S34
22-1
12-1
13-1
11-1
10-1
2-1
15-1
175
9-1
357 804 25 01 GB 0104
XS1:10
XS1:12
XS1:22
XS1:2
XS1:3
DIND
DINB
DINF
VINA
VINB
XS1:22
XS1:16
XS1:17
XS1:28
XS1:23
XS1:4
DING
DINA
XS1:9
XS1:5
+BAT
VIND
VINC
VINE
VINF
XS1:15
VINC
DOUTA
XS1:1
XS0:20
XS1:11
XS1:13
+VRef
DINC
-VRef
DINE
14-1 -BAT
XS1:14
Parker IQAN XS:ADD1 CAB ARMREST/REAR/LHS REPOSABRAZOS DE CABINA /
TRASERO / IZQUIERDO
B6
DOUTD
DOUTA
DOUTC
DOUTB
XS1:27
XS1:25
XS1:26
XS1:21
XS1:20
XS1:36
XS1:35
DINK
DINJ
DINI
25-1
26-1
185
36-1
21-1
35-1
20-1
B7 B8 8
1 7 2 10
warning buzzer
zumbador de
rocker swich
alarm buzzer
advertencia handbrake light
moving cab
interruptor
H4 basculante
Low fuel warning
Zumbador Luz de de cabina

combustible 3 4 9
bajo H3 de alarma mano móvil
S12
903
28-1a
905
901
906
902
:31 :31
101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150
125
:30 BAT+ :30
:15 IGN :15
:15 IGN:Emer :658
F35 F37
20AMP
X10:23 INPUTS 0-28
3AMP
X5:1 OUTPUTS
666
0-28a 0-42
0-28d
0-28g
0-28b
0-28h
0-28e
0-28f
0-28c
0-12 666a/b
+Vref, Pos12 IQAN MDM
+Bat: Pin28
666c
+Bat: Pin42
c PG6:295
S13 S14 B9
p p
B10
0-21 VinA:Pin21
0-32 X11:4 X5:4 X10:26
0-22
Cret-A+:Pin32 LED LOAD
R12 VinB:Pin22 0-31 X5:5 X10:25
R4 R5
1
Cout-A:Pin31
X11:5
INDICATOR
INDICADOR DE CARGA
3 0-39 LED
VinJ:Pin39
R11 1 P
120 Ohm
120 Ohm
Chassis LHS, Add:0

DoutE:Pin6 0-6
3 2 0-24 VinD:Pin24
Parker IQAN XT2

R10 1 P
0-2 Luces de
357 804 25 01 GB 0104

DoutA:Pin2 freno
3 2 0-25 VinE:Pin25 0-2c
0-6b
P
0-6a
R9
Brake Lights
1 0-3
DoutB:Pin3
0-2b
0-2a
3 2 0-35 VinF:Pin35
R8 1 P 0-4
DoutC:Pin4
P
3 2 0-36 VinG:Pin36 E1 E2 E3 E4
DoutD:Pin5 0-5 B11
2
Y1 Y2 Y3
0-37 VinH:Pin37
Reverse Lights
atrás Cabina freno de mano
adelante
móvil solenoide
Reverse Buzzer
-GND: Pin15
-GND: Pin29
forward
Moving cab
DoutF:Pin7
handbrake
reverse
0-38 VinI:Pin38
solenoid
R6 R7 Luces de
marcha
0-13d
0-13e
0-13c
0-13g
atrás
0-13f
Zumbador
0-13
128
115
0-29
171
180
inverso
183
343
344
24
42
K15
0-13a 0-13b -Vref, Pos13
Pg1:8
130
0-15
:31 :31
151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200
transmisor
transmisor de de cilindro
cilindro de
cilindro de Cilindro de Cilindro
Cilindrode advertencia interruptor del
Remitente de
de elevación elevación
de Presión
Presión advertencia interruptor
Relé de arranque
nivel de temperatura de
temperatura del lado elevación
del lado del elevación elevación
elevación del piloto
piloto de freno
de freno de
de filtro dedeaceite
del filtro
del RHS
combustible freno
de freno superior n. lado superior
superior n. inferior
del LHS
LHSinferior
inferior
mano
mano
aceite del
del freno
freno
del motor por
°2 °1
arranque
brake temp
n. ° 1
bottom RHS
bottom LHS
fuel level
handbrake
top side No.1
filter switch
top side No.2
lift cylinder
lift cylinder
pilot pressure
sender
lift cylinder
lift cylinder
warning
Relay by Start
sender
brake oil
Engine Start
Remitente
de nivel de Cilindro de
combustible cilindro de elevación del
elevación RHS inferior
del lado
superior n. °
126 2
357 804 25 01 GB 0104
201
S15
1-28d
202
1-13h
P
3
4
:31
203
LS
Y11
Electric 1-39 2
204
PWM-A:Pin2 Vin-J:Pin39
derecha
Steering Right
eléctrica
1-13g 1-28c
Dirección
205
P
3
4
spare
P
206
S16
2
1-38
207
Electric Vin-I:Pin38
Steering Left PWM-B:Pin3
eléctrica
208
izquierda
Dirección
1-12
Y12
+Vref.Pin12
209
1-13a
1:18
210
Cret-A+:Pin18 1-13
-Vref.Pin13
211
Lift Prop.
1:17 1-13b 1-12b
Y5
Valve Cout-A:Pin17
de elevación
212
:15 EME (F14)
Vin-A:Pin21 1-21
213
Boom
pluma
length
214
R13
Longitud de la
1:31
Y6
Cout-A:Pin31 1-13c 1-12c
215
Lower Prop.
Volve 1-22
1:32
1-12a Longitud de la pluma
216
Válvula de apoyo Válvula de
Cret-A-:Pin32 Vin-B:Pin22
217
apoyo inferior
1:20 Cret-B+:Pin20
218
Ext. Prop.
1:19
Y7
Valve Cout-B:Pin19 1-13d 1-12d
219
1-23
Vin-C:Pin23
220
658
angle
Boom
221
R14
1:33 Cout-B:Pin33
Y8
Retr. Prop.
222
1-13e 1-12e
Ángulo de boom
Volve
223
1:34 1-24
Cret-B-:Pin34 Vin-D:Pin24
224
225
Y9
PILOT
644
spare
WDO
226
B12
angle
ADD:01
Steering
227
R15
IQAN-XT2
LS
228
:15 EME (F14)
1:05
Ángulo de dirección
WDO Dout-D:Pin5
229
spare
230
Vin-E:Pin25
1:06
231
Steering Dout-E:Pin6
WDO
angle
WDO
232
Steering
R16
Dirección
233
Moving 215 1:07 Dout-F:Pin7

Ángulo de dirección
234
Cab Supply
Y10
235
cabina móvil
1:15 Vin-F:Pin35
Suministro de
-BAT:Pin15
236
237
1:29 1-13i
-BAT:Pin29
238
Y4
c
120 Ohm
R18
Vin-G:Pin36
239
PWM CEB14 126b 1-02 Hydr. Temp.

Dout-A:Pin2
240
PUMP CONTROL 1-28a

BAT+:Pin28
PWM CEB14
241
VING 1-42
Vin-H:Pin37 BAT+:Pin42
242
R17
CONTROL DE BOMBA
1:37
243
244
Hydr. Tank
Oil Level
245
617 4K7Ohm
S
632
246
5 sec
:15 EME (F14)
:31
247
631 1-28b 1-28

S17
248
X5:2
X11:2
249
20AMP
X10:24
F36
250
127
pg 1
916
:30 6/504 :30
:15 4/10/123 :15
:15 EMER 4/10/123 :15 EMER
RHS CHASSIS LHS CHASSIS CAB FRONT CAB REAR TOP

F17
ADDRH ADDRH 3AMP
IQAN XT2 XT2:0:1 IQAN XT2 IQAN XS CAN1:3 IQAN XS IQAN MDM
:Add1 ADDRL
XT2:0:14
B9 :Add0 B5 :Add0 ADDRL
CAN1:4 B6 :Add1 B13
CAN:5, +bat
CAN:3 -BAT
B12
CAN:6 IGN
XT2:01:01
XT2:01;14
916A
CAN:4 H
CAN:1 L
CAN2H
CAN1:2
CAN1:6
CAN2:2
CAN2:6
CAN1:2
CAN1:6
CAN2:2
CAN2:6
CAN2L
XT2:16
XT2:26
XT2:40
XT2:41
XT2:27
XT2:41
XT2:30
XT2:27
CANH
CANH
CANH
CANH
CANL
CANL
CANL
R20
0-27b
0-41b
666a
R19 X3:5 F37
0:16 0:41a 0:41b
0:27 Pg4:199
0:30 0:41 0:27a 0:27b
357 804 25 01 GB 0104

X3:4
188
R21 666b
0:40
0:26
37 46
TRANSMISSION ENGINE MAIN SCREEN MODEM

B4 B3 B15 B14
CAB BOTTOM CAB TOP

REAR
:31 :31
251 252 253 254 255 256 257 258 259 260 261 262 263 264 265 266 267 268 269 270 271 272 273 274 275 276 277 278 279 280 281 282 283 284 285 286 287 288 289 290 291 292 293 294 295 296 297 298 299 300
128
ELECTRICAL CIRCUIT
6/504
DIAGRAM :30 :30
4/10/123 :15 :15
30 AMP
F27
:217 (F27) :217 (F27)
Pg 1:15
F23 F25 F24 10 amp

10 amp 15 amp 240
54
152
52
8
153
S20A/B :J
Rear Top 43 :H WIPE
wash S18 wash S19 HORN 1 0 J
:2 :9 :2 :9 2
wipe wipe wipe wipe
2 2
WASH
357 804 25 01 GB 0104
8
:7 :5 :6 :3 :1 :7 :5 :6 :3 :1
:31b :53b :53 :15 :53c
229
88
87
227
329
226
228
X15:1 X15:2 X14:1 X14:4
225 B16
X15:3
I S 31b 15 86
354
136
55
51
57
58
56
86
71
84
85
135
53
47
48
50
X21:2 X21:6 X21:5 X21:3 X14:2

M4
113
M5
M6 M7 M8
X15:4 X14:3 X14:3 K4 X21:1 M3
75
82
67
75
66
146/65
75
X14:3
241 31
:31 :31
301 302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 335 336 337 338 339 340 341 342 343 344 345 346 347 348 349 350
129
:30 6/504 :30 :30
:15 4/10/123 :15 :15
:02
217 (F27)
F22 F9
F8 F19 F20 F21 15AMP 15AMP
3AMP 5AMP 20AMP 20AMP
311
302
S21
305
S20C
480
307
27
14
12
9
26
:9 :1 :2 :56 :15/1
190
30
:10 :3 :6 :8
S23 S22
345
:5 :6 :9 :5 :6 :9
312
357 804 25 01 GB 0104

:56a :56b
346
316
:1 :2 :10 :1 :2 :10
S24 F39 F40
1AMP 1AMP
317
F43
189
X4:8 X4:9
194
193
59
111
345L
F41 5AMP
F44
310
345R
X10:1
482
X10:14 X10:15
X40:7 X40:8 5AMP F42 5AMP
317R
317L
5AMP
346L
346R
X4:2
X4:3 X4:13 X4:12 X4:14 X4:11
308
309
X10:5
316
X10:6 X10:16 X10:17
270
X38:19 X10:10 X10:11
X35L:1
X35R:1
X35R:3 X35L:3
CABIN INTERIOR LIGHT
LUCES
X38:20
ROTATING BEACON BOOM
LUZ LATERALES X35R:2 X35L:2
DIP LIGHT
DIP LIGHT
Baliza
SIDE LIGHTS
INTERIOR Luces del Luces de boom
E10 E11 E13
ROTATING BEACON CAB
DE CABINA giratoria spreader E12

SPREADER LIGHTS
BOOM LIGHTS
HEAD
HEAD
E6 H6
X35L:5
E5 E14
X35R:5
BALIZA E8 E9 X35L:5 E15 X35R:5
GIRATORIA
DE BOOM
140
193/65
343
328
200
344
334/339
75
333/339
333/339
334/339
E7
:31 :31
351 352 353 354 355 356 357 358 359 360 361 362 363 364 365 366 367 368 369 370 371 372 373 374 375 376 377 378 379 380 381 382 383 384 385 386 387 388 389 390 391 392 393 394 395 396 397 398 399 400
130
:30 6/504 6/504
:15 4/10/123 4/10/123
:02
F18 F6 F7
5AMP 5AMP 20AMP
303
304
S25
:15 :+ :30
222
H5
:31 :L :R :49A :49
318
330
326 321
H7
357 804 25 01 GB 0104
319
324
325
:49A K2
322 323 Pg 2:81
X4:11 X4:12
X17:7 S20D X17:8
210
335
320
327
321
325
326
324
K5
X35R:4 X35L:4
E16 E17 E18 E19 M9

X35R:6 X35L:6
343
337
344
332
340
:31 :31
401 402 403 404 405 406 407 408 409 410 411 412 413 414 415 416 417 418 419 420 421 422 423 424 425 426 427 428 429 430 431 432 433 434 435 436 437 438 439 440 441 442 443 444 445 446 447 448 449 450
131
132
653
654
655
709 707 X37:8
451
3xPG8:395
H8
452
709 705 X37:7
453
H9
:15
454
709 703 X37:6
455
H10
704
706
708
456
4 1
F26
457
X42:1 704
NO. 5/GREEN LIGHT 701 510
H10A
X41:5
458
4 2
677
459
S26
X42:2 706
H9A
NO. 6/RED LIGHT X41:6
460
4 3
461
X42:3 708
H8A
NO. 7/YEL. LIGHT X41:7
9
209 201
462
10
729
1
X38:8; X41:8
463
3
NO. 8/LOCK 713

7
X38:9; X41:9 730

NO. 9/UNLOCK
464
4
734 712
2 8
465
735
217 (F27)
S27
466
740
467
NO. 18 SPR, HYDR.
POWER X39:2; X41:18
S28
468
NO. 12/SIDESH. LH X38:12; X41:12 719
469
X38:13; X41:13 720
470
NO. 13/SIDESH. RH
S29
471
739
472
677
473
S30
X38:16; X41:16 727
474
NO. 16/ROT. CW
728
475
NO. 17/ROT. CCW X39:1; X41:17
S31
476
477
478
S32
479
X38:14 X41:22 723
NO.10 EXTEND
ELME SPREADER
480
726
NO.11: RETRACT X38:15; X41:23
481
S33
482
XS1-22
483
S34
714
Pg 3:130
657
484
485
208
9
201
10
486
X38:10; X41:10 723

1
NO. 10/EXT. 40'

487
3
714
7
726
NO. 11/RETR. 20'
488
X38:11; X41:11
4
735 715
X41:1
2 8
:15
489
NO. 1/GND
736
S35
:15 (F30)
NO. 2/GND
490
X41:2
739
491
X38:4; X38:4 718

NO. 4/+
492
733
NO. 3/+
493
X38:3: X41:3
217 (F27)
494
495
Page 2: 54
496
Page 2: 54
S5
497
658 659
Y3
498
641 640a 640 640

X36:4
499
X4:16
500
357 804 25 01 GB 0104

133
Box on -
1,2
1
rotator Box on spreader
2 PCB 3 1,2
-
501 502 503 504 505 506 507 508 509 510 511 512 513 514 515 516 517 518 519 520 521 522 523 524 525 526 527 528 529 530 531 532 533 534 535 536 537 538 539 540 541 542 543 544 545 546 547 548 549 550
3 11 38 3,4
+24 V
12 39
4
9 36
10 37
Print no. 757 324A
Controlbox L6 - 1
PCB 2 -
35 + +
S36 Locked LH side
- - -
in cab Locked 757 815 + -
41 + +
S37 Locked RH side
Locked H1 3
2
+ - -
3
5 2 1 28 5 3
36 + +
- S38 Not Locked LH side
- -
Not Locked
H2 42 + +
Not Locked 1 - S39 Not Locked RH side
1
- -
6 3 2 29 6 4
37 + +
- S40 Seated LH side, front
- -
4 38 + +
4
- - S41 Seated LH side, rear
- -
7 43 + +
- S42 Seated RH side, front
- -
Seated
H3 44 + +
Seated 2 - S43 Seated RH side, rear
2 - -
4 3 30 7 5
Ind. Seated
Cable to indicator -
box in cab
18 6 33 16 22
+
-
1
8 8 Y14
13 40 8 47
Twistlocks Lock LH
Y15
759 575 55
Twistlocks Lock RH
PCB 4
9
14 41 9 9 48 Y16
Twistlocks Unlock LH
A
B +
56 Y17
10 1 K1 - Twistlocks Unlock RH
- -
+
9 1 15 42 10 10 49 Y18
Extension LH
57 Y19
11 K2 Extension RH
2
-
10 2 16 43 11 11 50 Y20
+
Retraction LH
12 3 58 Y21
- Retraction RH
11 3 19 46 12 14 63 Y22
+
Sideshift left
13 4
-
15 64 Y23
Sideshift left
+
12 4 20 47 13 16 65 Y24
Sideshift right
17 66 Y25
Sideshift right
14
17 44 14 12 51 Y26
Stops Lock LH (option)
15 15
18 45 13 Y27
59
Stops Lock RH (option)
19
7 34 17 20
20 Y28
8 35 18 21 52
Stops Unlock LH (option)
60 Y29
18 E20 Stops Unlock RH (option)
32
Working light (option)
+ 34 E21
PCB 4 Working light (option)
27
16 5
- 54 + +
-
S44 Stopswitch clockwise
-
+ 13 5 24 58 Y30
Rotation clockwise
17 6
- 55 + +
S45 Stopswitch anticlockwise
- -
+
14 6 25 59 Y31
Rotation anti-clockwise
60
Y32
Brake release
Working light RH (option)

Working light LH (option)
22 7
- t=1,5s
+ 61 Y33
High speed rotation
+
15 7 22
23 8 Y34
- 52
Tilt LH down (option)
+
16 8 23 53 Y35
Tilt RH down (option)
21
26
Only without 45ûrotationstop
E20
E21
2
-
To PCB2
+ To Spb3
+ To Spb4
+ To Spb5
+ To Spb6
+ To Spb8
1
1
+
1
11
2
3
4
12
13
F10 14
5
6
+
+
+
-
-
-
-
-
F1
F2
F3
F4
F5
F6
F7
F8
F9
Print nr 772 236
PCB 1
Box on spreader
10
+
+
+
+
+
+
+
+
+
7
8
9
-
-
-
-
-
18
17
1
3
2
rotator
Box on
357 804 25 01 GB 0104
U2.1
5
6
7
8
1,65m 24 6,5m
+
U2.2
1
2
3
4
Cable type A Cable type A
5
6
7
8
Electric box on spreader (L1)
+
1,2
14
17
18
10
15
12
13
16
11
4
3
1
2
3
4
7
8
6
9
+
-
Cable type C
+ + + + + + + + + 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
771 306 (1,0m)
Cable type B, 2x6,0 m
4,0m
+ -
+ + + 1 2 3 4 5 6 - + - +
10
ELME 772 236 ELME 757 324A
8
7
6
5
4
3
2
1
10
11
14
15
12
13
5
6
2
3
4
3
4
8
9
1
10
1
2
9
77 76 75 74 73 72 71
PCB 1 PCB 2
1 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 16 15 14 13 12 11 10 9
1
1
1
2
2
1,2
4
2
3
5
6
1
16
17
18
5
6
7
2 ELME 757 815 B -
2 55 56 57 58 59 60 61 62
28 29 30 31 32 33 34 35
PCB 3 ELME 759 575
A +
- - - - - 11 12 13 14
1 2 3 4 5 6 7 8 PCB 4
- - - - - 7 8 9 10 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 63 64 65 66 67 68 69 70
24
5
6
7
357 804 25 01 GB 0104

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 8 7 6 5 4 3 2 1
2
1
4
2
3
2
3
5
6
6
1
1
4
4
2
3
2
3
1
8
7
4
5
1
2
6
19,20
23
22
17
16
13
12
11
10
1,2
14
15
21
18
+
-
3
4
8
9
6,2m
0,5m
771 308 (2,5m) 771 316 (6,5m) Electric box on rotator (L4)
Cable type A 2,5m
771 308 (2,0m)
771 041 771 041
U1-B
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Cable type B
Connector on rotator
U1-H
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19 Working light (option)
20 Working light (option)
21 Rotation override (option)
22 Tilt LH down (option)
23 Tilt RH down (option)
24 Lift interrupt
771 320 (5,5m) 771 320 (5,5m)
-
-
+
+
Locked
Not Locked
Seated
Lock
Unlock
Extension+
Extension-
Sideshift
Sideshift
Stops Lock
Stops Unlock
Rotation CW
Rotation anti-CW
Pressure
771 316 (6,5m)
E21 Working light LH (option)
E20 Working light RH (option)
771 322 (5,5m) 771 322 (5,5m) 771 308 (2,5m)
+
+ + + +
1 5
1 5 1 5 1 5 1 5
2 6
2 6 2 6 2 6 2 6
3 7
3 7 3 7 3 7 3 7
4 8
4 8 4 8 4 8 4 8
551 552 553 554 555 556 557 558 559 560 561 562 563 564 565 566 567 568 569 570 571 572 573 574 575 576 577 578 579 580 581 582 583 584 585 586 587 588 589 590 591 592 593 594 595 596 597 598 599 600
134
:30
:15
:02
258
F45 F46 F28
30 A
40 A
3A
90
X34:10
IGN
K9 K8 K7 K6
TRINARY
CONDENSER
CLUTCH
85
85
85
85
TRINARIO 86
86
86
86
CONDENSADOR
87a
87a
87a
87a
87
87
87
87
357 804 25 01 GB 0104
30
30
30
30
F50 F49 F48 F47
25A
3A
10A
10A
LINK SET IN POS.2 close
LINK POS.1 OPEN
CONDENSER 'ON'
TRINARY ' ON'
LP/HP FAIL
CLUTCH 'ON'
H15 H14 H12
POWER
H13 H11
R
G
OB
YB
OB
GW
O
X34:2
X43:3
connected bysolo
blower only
257
255
256
253
254
250
X43:1/2
X34:1
X6:9/10
conectado por
X43:7
X34:7
X6:15
X43:5
X34:4
X6:13
X43:6
X34:5
X6:14
X43:4
X34:3
X6:12
X34:6
soplador
X43:4
see Page 12 251/252
601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620 621 622 623 634 625 626 627 628 629 630 631 632 633 634 635 636 637 638 639 640 641 642 643 644 645 646 647 648 649 650
135
see Page 11
X34:2
X43:3
257
255
256
253
254
251/252
250
X43:1/2
X34:1
X6:9/10
X43:7
X34:7
X6:15
X43:5
X34:4
X6:13
X43:6
X34:5
X6:14
X43:4
X34:3
X6:12
X34:6
X43:4
GW ESTADO DE
HELADA
INTERRUPTOR
FROST STAT DEL
VENTILADOR
GW
S46
GW
OB
OB
YB
BLOWER SWITCH
O
GW R R
S49
GW
AC 'ON' SWITCH
S48
3
2
1
0
250
357 804 25 01 GB 0104

RU
ESTADO
EMBRAGUE RU
AMBIENTE
DEL
COMPRESOR AMBIENT
CONDENSER FANS
W
P
S
3 1 COMPRESSOR S47 STAT.
CONTROL RU
R
CLUTCH DE PULSOS
B17
B
3
PULSE CONTROL
CONTROLLER 12V/24V
RL1
RU
DIGITAL TEMPERATURE
P
ON
1
MP LP M M B18
Y37 Y M+ RW
YB + 24V.
4
HP
+
M10 M11 M-
- ve B
-
VENTILADORES
CONDENSADORES R22 CONTROLADOR
DE
R
TRINARY SWITCH
7
S50 4-WAY WATER VALVE
TEMPERATURA
INTERRUPTOR Y36 DIGITAL 12V /
W
TRINARIO VÁLVULA DE AGUA
DE 4 VÍAS TEMPERATURE PROBE
24V M2
PROBETA DE
B
TEMPERATURA
BLOWER
VENTILADOR
651 652 653 654 655 656 657 658 659 660 661 662 663 664 665 666 667 668 669 670 671 672 673 674 675 676 677 678 679 680 681 682 683 684 685 686 687 688 689 690 691 692 693 694 695 696 697 698 699 700
136
F MAIN1 MAIN POWER FUSE (120) 16 F38 FUSE, SPARE DE REPUESTO

-
B1 REDUCCIÓN
B1 RADIO VOLTAGE DE REDUCTION
VOLTAJE DE 21 RADIO 21 F FUSIBLE DEECM/RADIO
F MAIN2 ALIMENTACIÓNMEMORY (0.1) PRINCIPAL1
3 (120) 16 F38 FUSIBLE
F39 FUSE, SIDE LGT R (1) 382
B2 RADIO
B2 RADIO 22 22 F MAIN2 ECMIGN
F1 FUSE, / MEMORIA
(5) DE
29 RADIO (0.1) 3 F39 FUSIBLE LATERAL LGT R (1) 382
B3
B3 MOTOR ECM
ENGINE ECM 36
36 F40 FUSE, SIDE LGT L (1) 387
F1 FUSIBLE,
F2 FUSE,IGN
QSM11(5)(10)
29 35 F40
F41 FUSIBLE
FUSE, DIP BEAMLATERAL
L (5) LGT L (1) 387
394
B4
B4 MÓDULO DE TRANSMISIÓN
TRANSMISSION MODULE 4444
F41 FUSIBLE, DIPL (5)
BEAM395 L (5) 394
F2 FUSIBLE,
F3 FUSE,QSM11 (10) 35 37
QSM11 (10) F42 FUSE, MAIN BEAM
B5
B5 IQAN XS: ADDO
IQAN XS:ADDO 7070
B6
B6 IQAN XS: ADD1
IQAN XS:ADD1 130
130 F3 FUSIBLE,
F4 FUSE,QSM11 (10) 37
TE27 MODULE (5) 43 F42
F43 FUSIBLE,
FUSE, DIP BEAMVIGA
R (5) PRINCIPAL
398 L (5) 395
F5 FUSE,MÓDULO
F4 FUSIBLE, SPARE TE27- (5) 43 F43
F44 FUSIBLE,
FUSE, DIPR (5)
MAIN BEAM BEAM399 R (5) 398
B7
B7 Sobre advertencia
WARNING BUZZER zumbador 115 115
F6 FUSE, HAZZARD (5) 408
b8
B8 de zanco
ALARM de alarma 119
BUZZER 119 F5 FUSIBLE DE REPUESTO F44
F45 FUSIBLE,
FUSE, A/C MAINVIGA
POWER PRINCIPAL
(40) 637 R (5) 399
F7 FUSE, OIL COOLER MOTOR (20) 438
B9
B9 IQAN XT2: Add0. Indicador
IQAN XT2:ADD0 177 de carga L10 L10 177 F6 FUSIBLE,
F8 FUSE,PELIGRO (5) 408
CABIN INT LIGHT (3) 353
F45
F46 FUSIBLE,
FUSE, ALIMENTACIÓN
A/C RELAY POWER (3) 641 PRINCIPAL DEL A / C
B11 Exptria deINDICATOR
advertencia de inversión 200 F7 FUSIBLE, F47 FUSE,
(40) 637A/C CONTROL POWER(25) 639
F9 FUSE,MOTOR DEL(15)ENFRIADOR DE ACEITE (20) 438
B10 LED LOAD 200
S20 LIGHTS 399
B12 IQAN XT2:
B11 REVERSE Add1 194
WARNING BUZZER 194 F48 FUSE, A/C CLUTCH POWER (3) 632
F46 FUSIBLE, ALIMENTACIÓN RELÉ A / C (3) 641
F8 FUSIBLE, LUZ
F10 FUSE, SPAREINT DE CABINA - (3) 353
B13 IQANXT2:ADD1
B12 IQAN MDM 238 238 F49 FUSE, A/C,COND POWER(10) 623
F9 FUSIBLE, LUCES
F11 FUSE, SPARE S20 (15)- 399 F47 FUSIBLE, POTENCIA DE CONTROL DEL A / C (25)
B14 módem
B13 IQAN MDM291 294 F50 FUSE, A/C,TRINARY POWER(10) 614
B15 pantalla principal291282 F10 FUSIBLE
F12 FUSE,DE REPUESTO
ALTERNATOR EXCITE (3) 18 639
B14 MODEM
B16 HornsSCREEN
B15 MAIN 348 282 F11 FUSIBLE
F13 FUSE,DE
VOLTREPUESTO
REDUCE/RADIO (20) 22 G1F48 FUSIBLE, ALIMENTACIÓN
ALTERNATOR 13 DEL EMBRAGUE DEL
B17
B16 CONTROL
HORNS DIGITAL348A / C. 388
F14 FUSE, ALTERNADOR
F12 FUSIBLE, EMERGENCY SWITCH (40) 55
EXCITA (3) 18 G2ABATTERY
/ C (3) 632 5
B18 F15 FUSE, SPARE - F49 FUSIBLE, A / C, ALIMENTACIÓN COND (10) 623
B17 CONTROL
A/C DIGITALDE PULSOS A /388
CONTROL C. 679 F13 FUSIBLE, REDUCCIÓN DE VOLTIO / RADIO (20) 22
F16 FUSE, TRANS MODULE (5) 45 H1F50
B18 A/C PULSE CONTROL 679 F14 FUSIBLE, INTERRUPTOR DE298 EMERGENCIA (40) 55 FUSIBLE,
LAMP, A / C, ALIMENTACIÓN
ALTERNATOR 13 TRINARIA (10)
357 804 25 01 GB 0104
F17 FUSE, MAIN SCREEN (3) H2614

LAMP, CENTRAL WARNING 78
F15 FUSIBLE DE REPUESTO
F18 FUSE, INDICATORS (5) 405 H3 LAMP, LOW FUEL 109
E1 LIGHT, REVERSE L
E1
190 F16 FUSIBLE,
F19 FUSE, MÓDULO
ROTATE BEACON TRANS (5) (5)35745
E2 LUZ, MARCHA
LIGHT, REVERSE ATRÁS
R L. 190
192 F17 FUSIBLE,
H4 LAMP, HANDBRAKE
ALTERNADOR G1 13
126
E2 F20 FUSE, PANTALLA
S23 SPR LGT (20) PRINCIPAL362 (3) 298
E3 LUZ, MARCHA
LIGHT, BRAKE L ATRÁS DER 192
197 H5 LAMP, HAZZARD WARN
BATERÍA G2 5
422
E3 F18 FUSIBLE,
F21 FUSE, INDICADORES
S22BOOM LGT,(20)(5) 405
E4 LUZ, FRENO
BRAKELR 197 199
372 H6 LAMP, MAIN BEAM WARN 391
LIGHT,
E4
E5 LUZ, FRENO
LIGHT, DER
CAB INT 353 F19 FUSIBLE,
F22 FUSE, ROTAR BALIZA
S21 SIDE LGT (20) (5) 384357 H7 LAMP, INDICATOR 413
E5 LUZ, CABINA INT
E6 LIGHT, CAB BEACON 357 F20 FUSIBLE,
F23 FUSE, S23 SPR W/W
S18 REAR LGT (10)(20) 362 304 H8LAMPARA H1, ALTERNADOR
LAMP, C/H YELLOW IN CAB 461 13
E6 lUZ, BALIZA DE LA CABINA F24 FUSE, S22BOOM
F21 FUSIBLE, S20 FRONTW/W,HORN(15)
LGT, (20) 372335 LÁMPARA
H8A LAMP, C/H H2, ADVERTENCIA
YELLOW ON BOOM 451CENTRAL 78
E7 LIGHT, BOOM BEACON 360
E7 LUZ, BALIZA DE PLUMA F25 FUSE, S19 TOP W/W (10) 319 H9LAMPARA H3,INBAJO
CAB COMBUSTIBLE 109
E8 LIGHT, SPREADER 363 F22 FUSIBLE, LADO S21 LGT (20) 384 LAMP, C/H RED 459
E8 LUZ, SEPARADOR F26 FUSE, ARMREST SWITCHES (15) 458
F23 FUSIBLE, LUZ H4,C/H
FRENO
RED INDE
CABMANO 453126
F27 FUSE, S18 TRASERO C / A (10) 304
E9 LIGHT, BOOM 374 H9A LAMP,
E9 LUZ, PLUMA SWITCH,LGTS/ALTLGT(30) 303 H10 LAMP, C/H H5,
GREEN IN CAB 457 PELIGROSA 422
E10 LIGHT, FRONT R 382
E10 LUZ, DELANTERO DERECHO. E11 LUZ F24 FUSIBLE,
F28 FUSE, S20 FRONTAL
AIR CON (30) / 644
A, BOCINA (15) 335 LÁMPARA ADVERTENCIA
H10A LAMP, C/H GREEN ON BOOM 455
E11 LIGHT, REAR R
TRASERA DER
383 F25 FUSIBLE, S19SPARE
F29-32 FUSE, SUPERIOR- CON / CON (10) 319 LAMPARA H6, AVISO PRINCIPAL 391
E12 LIGHT, FRONT L 386 H11 LAMP, A/C POWER 628
E12 LUZ DELANTERA IZQ F26 FUSIBLE,
F33 FUSE, INTERRUPTORES
IQANXS:O/GEAR SELECT(5) DEL 65APOYABRAZOS (15) 458 LAMPARA H7, INDICADOR
H12 LAMP, A/C CLUTCH 629
413
E13 LIGHT, REAR L L 388
E13 LUZ TRASERA F27 FUSIBLE,
F34 FUSE, INTERRUPTOR,
IQANXS:1/JOSTK-H/BR LGTS / ALTLGT (30) 303
(5) 102 LÁMPARA
H13 H8, C / H AMARILLA
LAMP, A/C CONDENSER 622 EN CABINA 461
E14 LIGHT,
E14 HEADLIGHT
LUZ, FARO R
DELANTERO 394DERECHO
E15 LIGHT, HEADLIGHT L 399 F28 FUSIBLE,
F35 FUSE, AIRE ACONDICIONADO
IQANXT2:0 (20) 155 (30) 644 LÁMPARA
H14 H8A, FAIL
LAMP, A/C LP/HP C / H AMARILLA
623 EN PLUMA 451
E15 LUZ, FARO DELANTERO L LÁMPARA H9, C / H ROJA
E16 LIGHT, INDICATOR REAR R 408 F29-32F36 FUSE, IQANXT2:1/HYDLEVEL(20)
FUSIBLE DE REPUESTO 244 H15 LAMP, A/C TRINARY 614 EN CABINA 459
E16 LUZ, INDICADOR TRASERO R 408 F37 FUSE, LOAD INDICATOR (3) 197
E17 LIGHT, INDICATOR FRONT R 411 R 411 F33 FUSIBLE, IQANXS: O / SELECCIÓN DE ENGRANAJES (5) 65 LÁMPARA H9A, C / H ROJA EN CABINA 453
E17 LUZ, INDICADOR DELANTERO
E18 LIGHT,
E18 INDICATOR REAR
LUZ, INDICADOR L 416
TRASERO L 416 F34 FUSIBLE, IQANXS: 1 / JOSTK-H / BR (5) 102 LÁMPARA H10, C / H VERDE EN CABINA 457
E19 LIGHT,
E19 INDICATOR FRONT
LUZ, INDICADOR L 419 L 419.
DELANTERO F35 FUSIBLE, IQANXT2: 0 (20) 155 LÁMPARA H10A, C / H VERDE EN PLUMA 455
E20 LIGHT,
E20 SPOT RHVIGA
LUZ, OPCIÓN BEAMDERECHA
OPTION 508 PUNTUAL 508 F36 FUSIBLE, IQANXT2: 1 / NIVEL HIDRÁULICO (20) 244 LÁMPARA H11, ALIMENTACIÓN DEL A / C 628
E21 LIGHT,
E21 SPOT LH DE
LUZ, OPCIÓN BEAM OPTION
VIGA 508
IZQUIERDA PUNTUAL F37 FUSIBLE, INDICADOR DE CARGA (3) 197 LAMPARA H12, EMBRAGUE A / C 629
LÁMPARA H13, CONDENSADOR A / C 622
LÁMPARA H14, A / C LP / HP FAIL 623
LÁMPARA H15, TRINARIO A / C 614
137
K1, RELÉ, ALIMENTACIÓN PRINCIPAL 26 S6, INTERRUPTOR, SELECTOR DE MARCHAS 75
K2, RELE, ENFRIADOR DE ACEITE DE FRENO 81/435 S7, INTERRUPTOR, CABINA EN MOVIMIENTO 92
K3, RELE, ARRANQUE 9/179 S8, INTERRUPTOR, H / FRENO 105 Y1, SOLENOIDE, MOVER CABINA REV 183
K4, RELE,
MAINLIMPIADOR INTERMITENTE 330 S9, Y2, SOLENOIDE, MOVER CABINA PARA 186
K1 RELAY, POWER 26 S6INTERRUPTOR, TOPE JOYSTIK
SWITCH, GEAR SELECTOR 75 113 Y1 SOLENOID, MOVE CAB REV 183
K5, RELÉ, PELIGRO 423 81/435 S10, Y3, SOLENOIDE, H / FRENO 188
K2 RELAY, BRAKE OIL COOLER S7 INTERRUPTOR,
SWITCH, MOVINGJOYSTIK
CAB SW 118
92 Y2 SOLENOID, MOVE CAB FOR 186
K6, RELE, ENCENDIDO A / C 636 S11, Y4, SOLENOIDE, CEB 14192
K3 RELAY, STARTER 9/179 S8 INTERRUPTOR,
SWITCH, H/BRAKELLAVE105 O / R 145 Y3 SOLENOID, H/BRAKE 188
K7, RELÉ, EMBRAGUE DE A330/ C 628 S12, Y5, SOLENOIDE, PROYECCIÓN DE ELEVACIÓN 212
K4 RELAY, INTERMITTENT WIPER S9 INTERRUPTOR,
SWITCH, JOYSTIK CABINA
BUTT EN
113MOVIMIENTO 144 Y4 SOLENOID, CEB 14 APOYO 192 INFERIOR 215
K8, RELÉ, CONDENSADOR Y6, SOLENOIDE,
K5 RELAY, HAZZARD 423 A / C 619 S13,
S10INTERRUPTOR,
SWITCH, JOYSTIKADVERTENCIA
SW 118 FRENO / H 168 Y5 SOLENOID, LIFT PROPEXTENDER
212
K9, RELÉ, TRINARIO A 636
/ C 610 S14, Y7, SOLENOIDE, PROP 219
K6 RELAY, A/C IGNITION S11INTERRUPTOR,
SWITCH, O/R KEYFILTRO145 DE ACEITE DE FRENO 170 Y6 SOLENOID, LOWER PROP 215PROP 222
S15, Y8, SOLENOIDE, RETRACT
K7 RELAY, A/C CLUTCH 628 S12INTERRUPTOR,
SWITCH, MOVINGPRESION
CAB HID
144 LS 202 Y7 SOLENOID, EXTEND PROP 219
Y9, SOLENOIDE, PILOTO WDO 225
K8 RELAY, A/C CONDENSER 619 S16,
S13INTERRUPTOR,
SWITCH, H/BRAKEPRENSA
WARN PILOTO 168 HID 206 Y8 SOLENOID, RETRACT PROP 222
M1, MOTOR, ARRANQUE Y10, SOLENOIDE, SUMINISTRO DE CABINA EN
K9 RELAY, A/C TRINARY 6109 S17,
S14INTERRUPTOR, NIVEL
SWITCH, BRAKE OIL DEPÓSITO
FILTER 170 HIDRÁULICO 243 Y9 SOLENOID, PILOT WDO 225
M2, MOTOR, VENTILADOR 693 S18, MOVIMIENTO 233
S15INTERRUPTOR,
SWITCH, HYD LSLAVADO
PRESS TRASERO
202 / LIMPIEZA 306 Y10 SOLENOID, MOVING CAB
Y11, SOLENOIDE, SUPPLY 233
DIRECCION R 204
M3, MOTOR, ARANDELA 9 DELANTERA 337 S19,
M1 MOTOR, STARTER S16INTERRUPTOR, LAVADO
SWITCH, HYD PILOT PRESS / LIMPIEZA
206 SUPERIOR 321 Y11 SOLENOID, STEERING R
Y12, SOLENOIDE, 204
DIRECCION L 208
M4, MOTOR, LIMPIAPARABRISAS DELANTERO 344 S20A, INTERRUPTOR, LAVADO
M2 MOTOR, BLOWER 693 S17 SWITCH, HYD TANK LEVEL / 243LIMPIEZA DELANTERA 340 Y12 SOLENOID, STEERING LSEPARADOR
Y13, SOLENOIDE, 208 HYDS 499
M5, MOTOR, LIMPIAPARABRISAS TRASERO 304 S20B, INTERRUPTOR, BOCINA 344306
M3 MOTOR, FRONT WASHER 337 S18 SWITCH, REAR WASH/WIPE Y13 SOLENOID, SPREADER HYDS 499
Y14, SOLENOIDE, BLOQUEO IZQUIERDO 535
M6, MOTOR, ARANDELA TRASERA 308 S20C, INTERRUPTOR, DIP / PRINCIPAL 396
M4 MOTOR, FRONT WIPER 344 S19 SWITCH, TOP WASH/WIPE 321 Y14 SOLENOID, LOCK LH 535
Y15, SOLENOIDE, BLOQUEO DERECHO 534
M7, MOTOR, LIMPIADOR SUPERIOR 316 S20D,
M5 MOTOR, REAR WIPER 304 S20AINTERRUPTOR, INDICADORES
SWITCH, FRONT WASH/WIPE 413
340 Y15 SOLENOID, LOCK RH DESBLOQUEO
Y16, SOLENOIDE, 534 LH 533
M8, MOTOR, ARANDELA SUPERIOR 323 S21, INTERRUPTOR,
M6 MOTOR, REAR WASHER 308
M9, MOTOR, ENFRIADOR DE FRENOS 435
S20B SWITCH, HORN LATERAL 344/ CABEZAL 381 Y17, SOLENOIDE,
Y16 SOLENOID, UNLOCK LH DESBLOQUEO
533 RH 532
M7 MOTOR, TOP WIPER 316 S22,
S20CINTERRUPTOR, LUCES DE396
SWITCH, DIP/MAIN PLUMA 373
M10, MOTOR, CONDENSOR A / C 1663 S23, INTERRUPTOR, LUCES SEPARADORAS 363 Y18, SOLENOIDE,
Y17 SOLENOID, UNLOCK RH EXTENDER532 LH 531
M8 MOTOR, TOP WASHER 323 S20D SWITCH, INDICATORS 413 Y19, SOLENOIDE,
Y18 SOLENOID, EXTEND LHEXTENDER531 RH 530
M11, MOTOR, CONDENSOR A / C 2665 S24,
M9 MOTOR, BRAKE COOLER 435 S21INTERRUPTOR, LUZ INT DE
SWITCH, SIDE/HEAD 381CABINA 353 Y20, SOLENOIDE,
Y19 SOLENOID, EXTEND RH RETRACTO
530 IZQUIERDO 529
M10 MOTOR, A/C CONDENSOR 1 663 S25, INTERRUPTOR, LUCES DE PELIGRO 420
S22 SWITCH, BOOM LIGHTS 373
S26, INTERRUPTOR, LLAVE SUPERIOR 458 Y21, SOLENOIDE,
Y20 SOLENOID, RETRACT LHRETRACTO529 RH 528
M11 R1,
MOTOR, A/C CONDENSOR
RESISTENCIA, 2 665 69
ACELERADOR S23 SWITCH, SPREADER LIGHTS 363 Y22, SOLENOIDE,
Y21 SOLENOID, RETRACT RHS / S L 528
527
S27, INTERRUPTOR, BLOQUEO GIRATORIO / BLOQUEO 464
S24 SWITCH, CAB INT LIGHT 353 Y23, SOLENOIDE, S 527
/ S L 526
357 804 25 01 GB 0104

R2, SENDER, FRENO DE SERVICIO 63 Y22 SOLENOID, S/S L
S28, INTERRUPTOR, DESPLAZAMIENTO LATERAL L 468
R1 RESISTOR,
R3, FRENO THROTTLE 69
DE MANO SENDER 58 S25 SWITCH, HAZZARD LIGHTS 420
S29, INTERRUPTOR, DESPLAZAMIENTO LATERAL R 469 Y24, SOLENOIDE,
Y23 SOLENOID, S/S L S 526
/ S R 525
R2 SENDER, SERVICE BRAKE
R4, RESISTENCIA, 63
120 OHMIOS 151 S26 SWITCH, OVERIDE KEY-BEAM 458
S30, INTERRUPTOR, GIRAR C / W 473 Y25, SOLENOIDE,
Y24 SOLENOID, S/S R S 525
/ S R 524
R3 SENDER HAND BRAKE120 OHMIOS
R5, RESISTENCIA, 58 153 S27 SWITCH, TWIST LOCK/ULOCK 464
S31, INTERRUPTOR, GIRAR AC / W 475 Y26, SOLENOIDE,
Y25 SOLENOID, S/S R BLOQUEO
524 L 523
R4 RESISTOR, 120 OHMCOMBUSTIBLE
R6, REMITENTE, 151 152 S28 SWITCH, SIDESHIFT L
S32, INTERRUPTOR, EXTENDER 479
468 Y27, SOLENOIDE,
Y26 SOLENOID, STOPLOCKBLOQUEO
L 523 R 522
R5 RESISTOR, 120 OHM
R7, ENVIADOR, TEMP. 153
FRENO 153 S29 SWITCH, SIDESHIFT R
S33, INTERRUPTOR, RETRACCIÓN 480
469 Y28, SOLENOIDE,
Y27 SOLENOID, STOPLOCKDESBLOQUEO
R 522 DE PARADA L 521
R6 SENDER, FUEL
R8, REMITENTE, 152
ELEVADOR SUPERIOR 1156 S30INTERRUPTOR,
S34, SWITCH, ROTATEELEVADOR
C/W 473VERTICAL 483 Y29, SOLENOIDE,
Y28 SOLENOID, DESBLOQUEO
STOP UNLOCK L 521 DE PARADA R 520
R7 SENDER, BRAKE TEMP
R9, REMITENTE, 153 SUPERIOR 2158
ELEVADOR S31INTERRUPTOR,
S35, SWITCH, ROTATEBLOQUEO
AC/W 475
/ DESBLOQUEO DE PARADAS 487 Y30, SOLENOIDE,
Y29 SOLENOID, GIRAR
STOP UNLOCK R C520/ W 518
R8 SENDER, LIFT TOP 1 156
R10, REMITENTE, ELEVADOR INFERIOR 2160 S32INTERRUPTOR,
S36, SWITCH, EXTENDGIRO BLOQUEADO
479 IZQUIERDO 547 Y31, SOLENOIDE,
Y30 SOLENOID, ROTATE C/WGIRAR518 AC / W 517
R9 SENDER, LIFT TOP 2 ELEVADOR
R11, REMITENTE, 158 INFERIOR 1162 S33INTERRUPTOR,
S37, SWITCH, RETRACT BLOQUEO 480 POR GIRO RH 546 Y32, SOLENOIDE,
Y31 SOLENOID, LIBERACIÓN
ROTATE AC/W 517 DE FRENO 516
R12, ENVIADOR,
R10 SENDER, PRESIÓN
LIFT BOTTOM 2 PILOTO 165
160 S34INTERRUPTOR,
S38, SWITCH, VERTICAL LIFTDESBLOQUEADO
GIRO 483 LH 544 Y33, SOLENOIDE,
Y32 SOLENOID, ROTACIÓN
BRAKE RELEASE 516 DE ALTA VELOCIDAD 513
R13, REMITENTE,
R11 SENDER, LIFT BOTTOMLONGITUD
1 162 DE PLUMA 213 S35INTERRUPTOR,
S39, SWITCH, STOPS LOCK/UNLOCK
GIRO DESBLOQUEADO 487 RH 543 Y34, SOLENOIDE,
Y33 SOLENOID, HIGH SPEEDINCLINACIÓN
ROTATE 513 HACIA ABAJO L 512
R14, ENVIADOR,
R12 SENDER, ÁNGULO165
PILOT PRESSURE DE PLUMA 220 S36 SWITCH, TWIST LOCKED LH 547
S40, INTERRUPTOR, ASIENTO IZQUIERDO DELANTERO 542 Y35, SOLENOIDE,
Y34 SOLENOID, TILT DOWN INCLINACIÓN
L 512 HACIA ABAJO R 511
R15, REMITENTE,
R13 SENDER, BOOM LENGTHDIRECCIÓN 213 R 229 S37 SWITCH, TWIST LOCKED RH 546
S41, INTERRUPTOR, ASIENTO IZQUIERDO TRASERO 541 Y36, SOLENOIDE,
Y35 SOLENOID, TILT DOWN VÁLVULA
R 511 H2O DE 4 VÍAS 672
R16, REMITENTE,
R14 SENDER, BOOM ANGLE DIRECCIÓN220 L 233 S38INTERRUPTOR,
S42, SWITCH, TWIST UNLOCKED
SENTADO LH 544
DELANTERO DERECHO 540 Y37, SOLENOIDE,
Y36 SOLENOID, 4 WAY H2O COMPRESOR
VALVE 672 EMBRAGUE 667
R17, RESISTENCIA,
R15 SENDER, STEERING R 4K7OHM229 242 S39INTERRUPTOR,
S43, SWITCH, TWIST UNLOCKED RH 543
ASIENTO DERECHO TRASERO 539 Y37 SOLENOID, COMPRESSOR CLUTCH 667
R18, RESISTENCIA,
R16 SENDER, STEERING L 120233OHMIOS 237 S40INTERRUPTOR,
S44, SWITCH, SEATEDPARO
LH FRONT
ROT C542 / W 518
R19, RESISTENCIA,
R17 RESISTOR, 4K7OHM 768 242 OHM 255 S41INTERRUPTOR,
S45, SWITCH, SEATEDPARO
LH REARROT 541AC / W 517
R20, RESISTENCIA,
R18 RESISTOR, 120 OHM 287237 OHM 262 S46,
S42INTERRUPTOR,
SWITCH, SEATEDVENTILADOR
RH FRONT 540 695
R21, RESISTENCIA,
R19 RESISTOR, 768 OHM 120255 OHMIOS 280 S47,
S43INTERRUPTOR,
SWITCH, SEATEDESTADO
RH REAR AMBIENTE
539 679
R22, SONDA
R20 RESISTOR, 287DE TEMPERATURA
OHM 262 A / C 682 S48,
S44INTERRUPTOR,
SWITCH, ROT STOPA / C/W
C ENCENDIDO-APAGADO
518 679
R21 RESISTOR, 120 OHM 280 S49,
S45INTERRUPTOR,
SWITCH, ROT STOPESTADO
AC/W DE517 HELADA 674
R22 A/C TEMPERATURE PROBE 682 S50, INTERRUPTOR, TRINARIO-LP / HP FALLO 657
S46 SWITCH, BLOWER 695
S1, INTERRUPTOR, ENCENDIDO 29 S47 SWITCH, AMBIENT STAT 679
S2, INTERRUPTOR,
S1 SWITCH, IGNITION ALIMENTACIÓN
29 PRINCIPAL 5 S48 SWITCH, A/C ON-OFF 679
S3, INTERRUPTOR,
S2 SWITCH, MAIN POWERNIVEL 5 DE REFRIGERANTE 28 S49 SWITCH, FROST STAT 674
S4, INTERRUPTOR,
S3 SWITCH, COOLANT LEVELFILTRO 28 DE AIRE 30 S50 SWITCH, TRINARY-LP/HP FAIL 657
S5, INTERRUPTOR,
S4 SWITCH, AIR CLEANER EMERGENCIA
30 54/497
S5 SWITCH, EMERGENCY 54/497
138
Fusebox Layout
WIPER
RELAY
K1
IGN RELAY
K2 K3 K4
BRAKE OIL FLASHER SPARE
COOLER UNIT
F1 F2 F3 F4 F5 F6 F7 F8
B+ B+ B+ B+ B+ B+ B+ B+
K5 K6 K7
SPARE SPARE SPARE
F9 F10 F11 F12 F13 F14 F15 F16

B+ B+ B+ IGN IGN IGN IGN IGN
F17 F18 F19 F20 F21 F22 F23 F24 F33 F34 F35 F36 F37 F38
IGN IGN IGN IGN IGN IGN IGN IGN IQAN IQAN IQAN IQAN IQAN IQAN
F25 F26 F27 F28 F29 F30 F31 F32 F39 F40 F41 F42 F43 F44
IGN IGN IGN IGN IGN IGN IGN IGN LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS LIGHTS
Chapter 7
Ser vice Training
Service Page 1
7 HYDRAULIC SYSTEM
HYDRAULIC
357 804 46 01. 0102
C01. Register 05
Chapter 7
Service
7.1 HYDRAULIC SYSTEM DESCRIPTION
The 357 uses two Linde 105 cc load sensing variable displacement piston pumps [1&2] and matching
valves [5] to provide 'flow on demand' oil to the working hydraulics. The main valve has 2 spools, one for
lift and lower [6] and the other [7] for extend and retract. These spools regulate flow and provide feedback
to the pumps to control piston stroke via a load sensing line. The valves are controlled through proportional
solenoid valves [9] from an electric joystick via the load limiting computer. A separate electronic control
system limits the pump delivery according to the engine speed and throttle position.
The nominal system pressure is 350 bar but pressures of 380 bar can be reached through shock loads.
The lift and lower cylinders and the extend and retract cylinder are double acting but the lower function is
assisted by gravity. (There is an oil flow to the annulus side of the lift cylinder on lower but this is oniy to
keep the cylinder full.) Both lift and extend functions have a pressure dependent regeneration facility
controlled by regeneration valves (12 &13], The action of these is that dependant upon pressure and load,
the piston and annulus ends of the cylinders are connected to make the cylinders act as displacement
cylinders, and increase function speed.
The lower function is controlled by 2 load/pressure overcompensated valves (10 &11) mounted on the lift
cylinders. (Overcompensated valves reduce flow as the load and pressure increase).These are piloted
via a single pressure reducing valve which is adjustable to give the correct laden and unladen lower speed
The Ioad pressure overcompensated valves also act as lock and hose burst valves.
The retract function is controlled by a load/pressure overcompensated valve [14] mounted on the
C01. Register 05
357 804 46 01. 01
extension cylinder. This is similarly piloted via a pressure reducing valve which is adjustable to give correct
laden and unladen retract speed: The Ioad/pressure overcompensated valve acts as the lock and hose
burst valve.
A separate spool [8] (integral with the main valve block) is used to provide oil to the spreader {at 145 bar).
This is also load sensed to provide oil on demand to the spreader and is under on/off solenoid control. A
relief valve on the spreader is set at 160 bar to relieve hydraulic shocks. Spreader functions are controlled
by solenoid valves located on the spreader. Activation of a spreader function calls for the load sensing
spool [8] to be opened.
The pilot system is fed from a l9cc gear pump (3) on the back of one of the variable displacement pumps
via a flow divider (16) which diverts a constant flow through the circuit of the hydraulic motor (17) which
drives the hydraulic system cooling fan. Oil fed to the pilot oil system (18) is filtered at 10 micron. The pilot
system pressure is 32 bar and is maintained with the assistance of a hydraulic accumulator. A second
19cc pump (4) provides oil to the braking system, see section 5.
Hydraulic oil to the pilot gear pump and variable displacement pumps is drawn directly from the tank and
returned from the system through 2 off 10 micron flters(15). Pilot retum to tank is through the leakedge
line (from the variable displacement pumps, the engine speed up cylinder, the proportional valves, the lift
and extend lock valves, the lift regeneration valve and the spreader rotate brake) and through a 10 micron
filter. The leakage line is at a lower pressure than the main retum line. The tank is fitted with a temperature
sensor (Shown on the electrical circuit in section 6) which causes the function speeds to be reduced by
50% if a prescribed temperature is exceded. An oil level sensor is fitted which disables lift and extend if
the level drops to a prescribed capacity. The tank is pressurised with air from the engine turbocharger to
a nominal pressure of 0.15 bar (relative) and the tank is relieved at 0.3 bar (relative) to increase the
apparent head of oil in the tank over the pump inlets.
The working hydraulic oil is cooled by an oil to air heat exchanger driven by a hydraulic motor. The speed
of the motor is modulated by a thermostat (19) which commences closing at 44° degrees centigrade and
fully engages the motor at 55° degrees centigrade (measured at the inlet to one of the variable
displacemant pumps). The motor speed is variable up to 1350rpm ±150 at 55°.
Chapter 7
Ser vice Training
Service Page 3
All retum oil frorn the load sensing valves retums to tank via the cooler except that bypass is provided if
the pressure is above 5 bar.
Load Limiting and System Control.
The load limiting computer takes data from pressur e transducers reading lift cylinder piston and rod side
pressure (located on the lift regeneration valve) and from boom extension and angle sensors, it calculates
the load and radius from the front wheel centreline. This is compared with a load table stored in the
computer memory and the functions aftered accordingly. An LED light bar in the cab changes frorn green
to orange to red as the load limit is reached. The orange band is reached at 90% of capacity from which
point all functions are progressively slowed and in the red band the lift, lower and extend functions are
disabled to prevent lift and to prevent over reach. A buzzer is sounded when the red lights are illuminated.
At a nominal 300mm before the end of stroke of lift/lower and extend/retract the computer causes the start
of a progressive reduction in function speed. Stop is a norninal 100 mm before the end of stroke, again
under the control of the load limiting computer. The light bar incorporates a back lit alpha-numeric display
giving load and radius information and also gives waming and error codes according to the truck operation.
The computar also controls movement to prevent the centre of the load frorn being moved rearward of the
front axle centreline. Over-lowering on twist lock engagement is prevented by the signal from the seated
pins being fed to the load limiting cornputer.
Where vertical Iift is fitted as an option, the vertical lift (and Iower) function is activated by a trigger on the
joystick. With the trigger engaged, movement of the joysick to lift results in vertical lift, similarly movement
357 804 46 01. 0102
C01. Register 05
of the joystick to lower results in vertical lower. The control of the load in this way is provded by the load
limiting computer.
The load limiting computer contains a number of self checking routines. The following component
integrities and actions are checked and error codes are displayed as described in section 6 page 38:
When an error is detected the system is locked until the error is corrected or the system is over ridden
by biased key action which causes a buzzer to sound in the cab. This over-ride enables the lower function
to work but not the extend function.
There are also a number of warning codes to show the system status including low hydraulic oil and high
hydraulic oil temperature.
The trucks are fitted with an emergency stop button adjacent to the joystick which stops all lift/lower,
extend/retract and spreader functions.
It should be noted that the boom angle is rneasured relative to the chassis which gives accuracy benefits
and improves transducer durability. This demands that the truck be used for stacking only on flat ground.
Steering System
The steering system takes oil from both variable displacement pumps and uses a flow amplifier (20) to
increase the flow from the 200 cc orbitrol vafve (21) by a factor of 5. Shock and anti cavitation valves for
the steering are contained in the steering flow amplifier. See section 5 for operation of the steering system.
Chapter 7
Service
HYDRAULIC SYSTEM, OPERATION.
REFER TO THE HYDRAULIC DIAGRAM PAGE 7.
OPERATION OF THE PILOT SYSTEM.
Oil is supplied from the 19cc pump (3) to the flow divider valve (16), some flow is diverted directly back
to tank through the cooler, a preset flow passes through the cooler control valve (17) or through the cooler
motor dependant on the oil temperature to the pilot pessure valve (18). Here the pressure is controlled at
35 bar, excess oil pressure is directed back to tank via the cooler. Main flow is through the oil filter and
onto the WDO (watchdog) valve, this valve will be in the open position with the engine on, oil will pass
through the valve and up to the proportional valve unit to await an electronic command from the computer
and joystick system to open the feeds to the lift/lower and extend/retract functions.
Should the watchdog switch be operated by the driver in an emergency the pilot pressure is dumped back
to tank and hydraulic functions cease. A pilot flow also exists to the solenoid valves at each end of the
spreader supply spool (8) on the control valve and from in front of the pilot circuit filter to the damping
cylinders on the spreader beam.
Operation of the joystick sends an analogue signal in "bits" to the 3B6 lift computer where it is converted
to a current signal in miliamps by the driver cards and sent on to the proportional valves (9). The
proportional valves are then opened proportionaly to the signal recieved applying pressure to the selected
control valve spool end. These are moved to provide the full flow feed to the service.
357 804 46 01. 0102

C01. Register 05
OPERATION OF THE OIL COOLING SYSTEM.
While the system is operating the oil from the pump (3) passes through the oil cooler circuit valves to either
the pilot system or back to tank. A themostatic proportional temperature valve in the hydraulic tank
monitors the oil temperature in the tank and is the temperature rises to 44° C the valve will begin to close,
this restricts the return to tank flow and the consequent pressure rise will operate the motor switching valve
to direct a proportion of the oil to the fan motor, this will begin to rotate the fan providing additional cooling.
The thermostatic valve will be fully open at 55°C and the fan motor will be rotating at 1350rpm (±150)
providing full cooling capacity. Should the oil temperature continue to rise, at 80°C an additional switch
operates and the hydraulic operation speed for all services is restricted by the 3B6 load computer.
OPERATION OF THE LOAD SENSING SYSTEM.
The load sensed hydraulics have been described in the steering system (section 5). The operation in the
standard hydraulics is exactly the same in that on start up the pumps will charge the system to
approximatly 6 bar, this is "standby pressure". The system is maintained in this state until a command is
given through the pilot system, a pressure increase in the LS system will operate the control valve within
the pumps to drain the servo pistons. The springs will then stroke the pumps to provide oil to the system
proportional to the system requirements. The control systems of the two pumps are set at slightly different
parameters, pump number one is set to operate at 34 bar delta p whereas pump number two operates at
24 bar delta p. This is done to ensure that pump number 2 wil come under load before pump number one
to prevent the engine coming under excessive load at low rpm. The electrical solenoid on pump two is under
the control of the CB14 unit, should the driver operate the hydraulic system too agressively, the system
senses the engine speed and switches the solenoid to destroke the pump in order to prevent the engine
stalling.
Chapter 7
Ser vice Training
Service Oil Page 5
OPERATION OF LIFT/LOWER.
On operation of one of the services, for example the lift system, a signal from the joystick via the 3B6
sistemi load computer to the proportional valve (9) will open the valve and allow pilot flow through the valve
to the spool end of the lift valve section (6) moving the valve to the left of the drawing. This movement will
open a flow path out of A2 to the regeneration valve (12). The increased pressure is felt in the LS line and
the pumps will stroke to provide flow as required. The main flow will pass through the valve spool through
the regeneration valve, through the overcompensated valves (10 & 11) to the lift cylinder. Lift is then
operational. The regeneration valve will operate according to generated pressure to permit flow either to
return to tank or to regenerate flow to the piston end of the cylinder as required. Releasing the lift function
at the joystick will switch the proportional valve off, dumping the pilot pressure feed from the end of the lift
spool back to tank. The lift spool will return to the neutral position and the flow to the lift cylinder will cease.
Operation of the lower function will operate the lift spool to the lower position by moving it to the right. This
opens a feed path from the pumps to the top (annulus) of the lift cylinder and opens the lower (piston) end
of the cylinder to the tank. Gravity, assisted by the pump to prevent cavitation, will lower the Boom. A signal
from the regeneration valve to the overcompensated valves (10 & 11) will open the return flow to disable
the fuse valve function.
Extend and retract functions operate in the same manner through valve section 7.
OPERATION OF THE SPREADER FUNCTION AND MOTORISED CAB VALVE.

357 804 46 01. 0102
C01. Register 05
Operation of one of the spreader functions will operate the valve section (8) to the right opening a flow path
to the spreader supply, individual spreader functons are then controlled by the spreader control system
(see the diagram and description from page 7).
Operation of the valve to the right is controlled by the optional motorised cab valve to provide power to the
moving cab valve as required. Selection of a movement of cab is then controlled by the motorised cab
circuitry.
Chapter 7
Service
7.1.2 KEY TO HYDRAULIC SYSTEM DIAGRAM.
1 Variable hydraulic pump 105cc, Steering/hydraulic

2 Variable hydraulic pump 105cc, Hydraulic/steering
3 Hydraulic pump 19cc. Pilot system/oil cooler
4 Hydraulic pump 19cc. Braking system
5a Load sense control valve, 34 bar
5b Load sense control valve, with switching solenoid 24 bar, 24volt
6 Control valve lift spool section
6a Lift spool relief valve 405 bar
6b Lift pilot pressure relief valve 29 bar
7 Control valve extend spool section
7a Extend spool relief valve 380 bar
7b Extend pilot pressure relief valve 29 bar
8 Control valve spreader spool section
8a Solenoids, spreader and motorised cab functions 24 volt
8b Spreader pressure relief valve 140 bar
8c Preader pilot pressure relief valve 29 bar
9 Proportional valve assembly
9a Lower function solenoid 12volt
9b Lift function solenoid 12 volt
357 804 46 01. 0102

C01. Register 05
9c Extend function solenoid 12 volt
9d Retract function solenoid 12 volt
10 Overcompensated load safety valve and lift cylinder 1
11 Overcompensated load safety valve and lift cylinder 2
12 Regeneration valve, lift
13 Regeneration valve, extend
14 Overcompensated load safety valve, Extend
15 Hydraulic tank 800 ltr
15a Return filter, main system 10µm
15b Return filter, main system 10µm
15c Return filter, pilot system and pump leakadge 10µm, 1.5 bar max
15d Tank pressure breather valve and filter 0.95 - 1.35 bar ab (7 µm)
15e Tank pressure control valve 1.15 bar (0.03 bar absolute)
16 Flow control valve, pilot and oil cooler system
17 Oil cooler and control valve
17a Oil cooler flow valve
17b Oil cooler motor 11ccm
17c Oil cooler control system relief valve 160 bar
18 Pilot control system
18a Pilot pressure relief valve
18b Pilot system filter 10µm
18c WDO (watchdog) Valve
18d Accumulator, pilot pressure 0.75ltr @ 15 bar
19 Thermostatic flow valve 44°c - 55°c
20 Steering flow amplifier
21 Steer hand pump
Chapter 7
Ser vice Training
Service Page 7
7.1.3 HYDRAULIC CIRCUIT DIAGRAM
MB
380bar
14
10 11
1.4mm
170/150*7583
B A
1mm 1mm
380bar
E E
19.7bar
CL CR L
0.3mm
i = 122% 0.3mm
420bar
420bar
DN19
0.1bar
260bar 260bar X L A
A
i = 119%
A DN25
A L
MX X
200bar 13 19.8bar
MX
B B
DN30 B1 B i = 122%
420bar
X
200bar 3bar
0.1bar
405llit/min DN38 A1 A 500lit/min
530lit/min 530lit/min
R R i = 119%
L L
xE1 xE2
L1
12 3bar
L2
405llit/min 500lit/min
xE B1 A1 E MB L
P P pmax=210bar
P P
T T 9 lower
DN8
DN6
21
420lit/min
LS A 100lit/min spreader
B2
A2
pressure
B1
A1
lift 9lit/min
7
DN6
8
6 410bar+20 380bar+20 380bar+20
B Z 100lit/min
9lit/min
EF
A A
retr.
A
100lit/min 9lit/min
DN6
540lit/min
380bar+20
max. max. max. max.
C
A 100lit/min A
357 804 46 01. 0102
ext.
DN6
C01. Register 05
LS=210 bar
B 29bar 29bar
B B 29bar 29bar
B D
B
20 LS=210 bar
320mA-720mA = 8.7bar -27bar
LS=140bar
HT LS HP
PS 1bar
29bar 29bar
C
320mA-720mA = 8.7bar -27bar
1bar
LS
OPTION
3+-0.6bar
5-1bar
310+10bar
hydraulic leak
60+6bar
moving cab
spreader
OPTION
5A hydraulic
DN8
moving cab
spreader
xLS
X1 A
P1
xP
P2
240lit/min DN25-30
T
K
LS1
DN25-30
5bar
LS2 p=34bar X DN25-30
22
DN38
P
DN30
DN8
35bar pressure for
DN15 damping cylinder, spreader
16 2 DN15
35bar pressure for
damping cylinder, spreader
n=2200rpm
1 3 24lit/min
A B
19ccm 3 V=0.75 Lit
p Nitr.
=15bar
1 105ccm
11ccm
T M B V=0.75 Lit
p =15bar
0.5bar
L
T
p=35bar D
17 C p=160bar
A WDO VALVE
DN50
C
300mA=8.5bar 240 lit/min
240 lit/min P R
p=160bar
P
10 m
3B6
C 18 WDO VALVE
SP DN8
X1
5B A
B
Y
DN18 pmax= 1.5bar pmax=1.5bar DN25
LS1
LS2 p=24bar X
19 E
7 m
1.35bar abs.
DN50 Tank return spreader
1.15+0.03bar DN50 Tank return spreader

L abs.
F 0.95bar abs. D
P 0.95bar
A B C 10 m
10 m 10 m
2.5bar 2.5bar 2.5bar

2.5bar
15
19ccm 4
2 105ccm
from brake tank
from brake tank
Chapter 7
Ser vice Training
Service Page 9
7.2 357-0
357-03 SPREADER, OPERATION.
The Elme spreader is supplied with oil from the truck hydraulics as described on page 4.
The main flow enters the Spreader system at 1, a 160 bar relief valve (3) controls system pressure within
the beam. Flow is provided to the solenoid operated switching valves for sideshift (4), twistlock (7) and
extention system (8). Optional hydraulic stops for locking the beam at specific container lengths are also
fed from this flow (11)
OPERATION OF SIDESHIFT.
Operation of the appropriate button in the cab will open the main flow valve on the truck and provide a feed
to the solenoid valve (4) for side shift operation, the valve spool will move to the left or right and open a flow
path to one end of both sideshift cylinders (6a & b) and a return path from the other end of the cylinders
back through the valve to tank. The pressure valves (5a & b) equalise the pressure between the piston
and annulus ends of the opposing cylinders during operation. This operation requires that the relevant
safety interlock is operated.
OPERATION OF TWISTLOCKS.
357 804 46 01. 0102
C01. Register 05
to the solenoid valves 7a and 7b, these valve spools will move opening the flow path to the twistlock
cylinders. An additional pair of relief valves 10a and 10b reduce the pressure in this part of the circuit to
80 bar. Operation of the twistlock requires that the relevant safety interlock is operated.
OPERATION OF BEAM EXTEND AND RETRACT.
to the solenoid valves 8a and 8b, these valve spools will move opening the flow path to the extention
cylinders. An additional pair of relief valves 10a and 10b reduce pressure in this part of the circuit to 80 bar.
A pair of flow valves 9a & 9b permit adjustment of the speed of the beam extend and retract function.
Operation of the extend or retract function requires that the relevant safety interlock is operated.
OPERATION OF OPTIONAL LOCK CYLINDERS.
Operation of the appropriate button in the cab if fitted will open the main flow valve on the truck and provide
a feed to the solenoid valves 11a and 11b, these valve spools will move opening the flow path to the lock
cylinders. An additional pair of relief valves 10a and 10b reduce pressure in this part of the circuit to 80 bar.
OPERATION OF THE DAMPING CYLINDERS.
During normal operation both damping cylinders 13 are provided with a constant flow of oil from the truck
pilot circuit at 2. full 34 bar pilot pressure is suplied to the rear damping cylinder while the flow then passes
through a pressure reducing valve 12 to the front cylinder, This pressure difference of 34 bar in the rear
cylinder and 9 bar in the front gives the spreader beam a "front up" attitude making the rear twistlocks
easier to see to provide safer operation. The damping cylinders both have a crossline flow control and relief
valve arrangement 13a, b & c and 13 d, e & f on each end to prevent damage if the beam is landed on a
container too hard. The pistons inside the damping cylinders are not sealed and act as guides only oil can
pass across the piston.
Chapter 7
Service
OPERATION OF THE BEAM ROTATE MOTOR.
The main flow enters the Spreader system at 1, a 160 bar relief valve (3) controls system pressure within
the beam. Flow is provided to the solenoid operated switching valves for the motor witin the motor control
valve assembly 14. Operation of the appropriate button in the cab will open the main flow valve on the truck
and provide a feed to the solenoid valves 14a and 14b. Valve "a" opens a flow pathe to the dual rotate motor
brakes, releasing the brake in preperation for the rotate function. The Speed switching valve 14b also
operates sending the flow through the smaller of two adjustable restrictors. This will allow only a small flow
to pass to the motor 14g, the motor will rotate at low speed for 1.5 seconds, after this the beam control
electronics will switch the solenoid 14b off allowing a greater flow to the rotate motor to permit full speed
rotation. The first 1.5 seconds of rotate is always at low speed to permit fine control. Two crossline relief
valves provide protection for the motor against shock loadings. An anti cavitation valve 14c holds the
return line from the motor at 40 bar to prevent cavitation and loss of rotation control. The rotation function
is stopped at the limit of safe travel by two microswitches on the rotator unit that interupt the electrical feed
to the control solenoids.
357 804 46 01. 0102

C01. Register 05
Chapter 7
Ser vice Training
Service Page 11
357 804 46 01. 0102
C01. Register 05
Chapter 7
Service
7.2.1 KEY TO SPREADER HYDRAULIC SYSTEM DIAGRAM.
1 Supply from truck control valve 140 bar

2 Supply from truck pilot circuit 34 bar
3 Spreader relief valve 160 bar
4 Valve spool, sideshift
5 Pressure reducing valves 80 bar
6 Sideshift cylinders
7a,b Valve spools, twistlock
7c,d Twistlock cylinders
8a,b Valve spool, extend, retract
8c,d Cylinders, extend, retract
9a,b Valves, speed control
10a,b Pressure relief valves 80 bar
11a,b Valves, extention lock (optional)
12 Pressure reducing valve 9 bar
13 Damping cylinders
13a Shock valve 80 bar
13b Flow restrictor
13c One way valve
13d Shock valve 80 bar
357 804 46 01. 0102

C01. Register 05
13e Flow restrictor
13f One way valve
14 Valve, motor control
Chapter 7
Ser vice Training
Service Page 13
7.2.2 HYDRAULIC CIRCUIT DIAGRAM- SPREADER
MB
380bar
14
10 11
1.4mm
170/150*7583
B A
1mm 1mm
380bar
E E
19.7bar
CL CR L
0.3mm
i = 122% 0.3mm
420bar
420bar
DN19
0.1bar
260bar 260bar X L A
A
i = 119%
A DN25
A L
MX X
200bar 13 19.8bar
MX
B B
DN30 B1 B i = 122%
420bar
X
200bar 3bar
0.1bar
405llit/min DN38 A1 A 500lit/min
R R i = 119%
L L
xE1 xE2
L1
12 3bar
L2
405llit/min 500lit/min
xE B1 A1 E MB L
P P pmax=210bar
P P
T T 9 lower
DN8
DN6
21
420lit/min
LS A 100lit/min spreader
B2
A2
pressure
B1
A1
lift 9lit/min
7
DN6
8
6 410bar+20 380bar+20 380bar+20
B Z 100lit/min
9lit/min
EF
A A
retr.
A
100lit/min 9lit/min
DN6
540lit/min
380bar+20
max. max. max. max.
C
A 100lit/min A
357 804 46 01. 0102
ext.
DN6
C01. Register 05
LS=210 bar
B 29bar 29bar
B B 29bar 29bar
B D
B
20 LS=210 bar
320mA-720mA = 8.7bar -27bar
LS=140bar
HT LS HP
PS 1bar
29bar 29bar
C
320mA-720mA = 8.7bar -27bar
1bar
LS
OPTION
3+-0.6bar
5-1bar
310+10bar
hydraulic leak
60+6bar
moving cab
spreader
OPTION
5A hydraulic
DN8
moving cab
spreader
xLS
X1 A
P1
xP
P2
240lit/min DN25-30
T
K
LS1
DN25-30
5bar
LS2 p=34bar X DN25-30
22
DN38
P
DN30
DN8
35bar pressure for
DN15 damping cylinder, spreader
16 2 DN15
35bar pressure for
damping cylinder, spreader
n=2200rpm
1 3 24lit/min
A B
19ccm 3 V=0.75 Lit
p Nitr.
=15bar
1 105ccm
11ccm
T M B V=0.75 Lit
p =15bar
0.5bar
L
T
p=35bar D
17 C p=160bar
A WDO VALVE
DN50
C
300mA=8.5bar 240 lit/min
240 lit/min P R
p=160bar
P
10 m
3B6
C 18 WDO VALVE
SP DN8
X1
5B A
B
Y
LS1
LS2 p=24bar X
19 E
7 m
1.35bar abs.
DN50 Tank return spreader
1.15+0.03bar DN50 Tank return spreader

L abs.
F 0.95bar abs. D
P 0.95bar
A B C 10 m
10 m 10 m
2.5bar 2.5bar 2.5bar

2.5bar
15
19ccm 4
2 105ccm
from brake tank
from brake tank
Chapter
Service
7c 8c
6a 6b
5a 5b
10a
9a
7a 8a 11a
1 4
3
313 804 2401.0699

V2 / Register 5
e 8b 11b
7b
d 9b
c 10b
b 13
8d
7d
2
12
14
c d e f g
b
Chapter 7
Ser vice Training
Service Page 15
7.3 COMPONENTRY
357 804 46 01. 0102
C01. Register 05
Chapter 7
Service
7.3 COMPONENTRY
7.3.1 HYDRAULIC PUMP, OPERATION.
The Linde regulating pump operates as a combined hydraulic pump and a load sensing unit, sending only
the volume of oil required by the hydraulic system. The oil is drawn into the pump from the pressurised
tank at (1) where it fills each cylinder barrel (7) in turn as they rotate, further rotation will pressurise the oil
and pass it through both the out port (2) to the hydraulic control valve and to the regulator where the working
pressure is sensed via the LS line (11).
The volume of oil pumped will depend on the angle of the swashplate (6) that rides on the slider bearing
(9), this angle is controlled by the pressure on the servo piston (12). This in turn is controlled by the regulator
assembly (5).
On initial start up the pump will charge the system to stand by pressure (6 bar), as no demand is made
for more oil the regulator (5) will apply pressure at the servo piston (12), the pump will destroke to almost
zero angle, at this stage the hydraulic system is being constantly topped up ready for operation. When a
demand is made for oil by the hydraulic system the pressure change is seen by regulator valve (5), the
pressure on the servo piston (12) is reduced and the pump will begin to stroke under the comand of the
high pressure servo piston (10) to provide oil out of service port (2) to the part of the system in operation.
Oil leakadge will pass into the pump case where it is returned to the hydraulic tank via the outlet port (3).
357 804 46 01. 0102

C01. Register 05
7.3.1.2 HYDRAULIC PUMP, OPERATION OF LOAD SENSING SYSTEM.
On initial start up the pump will charge the hydraulic system through line P, the sensing line P2 will fill the
S3 servo chamber and, assisted by the spring attempt to stroke the pump to full output. The sensing lines
P2, P3 and P4 will also fill, line P4 operates the valve V1 to open the flow path from P3 through to P5 filling
the servo chamber S1. When the system is full the pressure at S1 will cause the servo to destroke so pump
output is reduced to almost zero, only sufficient oil is supplied to keep the system charged to approximately
6 bar (standby pressure).
Operation of a control valve L1, will open the flow path to a service, the higher pressure in the service will
be seen at the LS line and into the LS1 port to the end of V1, pushing the valve V1 across and opening the
S1 chamber to dump to the tank. The pump will stroke sufficiently to supply oil to operate the service at
the pressure required. A state of balance is achieved between the P and LS pressures holding the pump
sufficiently stroked to supply oil or stroking it to supply more or less oil as required, when the service is
disconnected at the valve the pump is again destroked to almost zero to merely keep the system charged.
This state of balance is refered to as Delta P (∆P) or the difference in pressure across the valve V1, this
is adjusted at valve V1.
During hydraulic operation the engine will come under load, should the engine speed be low the load may
cause the engine to reduce speed further with the danger of stalling. Should this occurr increased current
from the engine speed potentiometer will operate the valve V2, this will open a feed from P2 through the
valve V2 onto the secondary line A and assist P4 pressure to valve V1 against the LS pressure, further
destroking will take place to reduce engine load. This occures with a 300mA signal to the solenoid of Valve
V2 and can be measured as a pressure at X1 under specific conditions (see section 7, page xx). This is
refered to as VD3 pressure and is adjusted at valve V2.
Chapter 7
Ser vice Training
Service Page 17
357 804 46 01. 0102
C01. Register 05
L1
V2
P2
X1 A
P3
LS1 P4
LS2 V1
X P
P5
P1
S1 S2 S3
Chapter 7
Service
7.3.1.3 HYDRAULIC PUMP SETTINGS, TEST AND ADJUSTMENT POINTS.
Hydraulic pumps are factory set,The left hand side pump to a delta P of 24 bar and a vd3 pressure of 8.5
bar. The right hand pump is set to a delta P of 34 bar. Should a pump need replacement these settings
will have to be checked and possibly re set, in order to do these setting gauges or pressure transducers
must be fitted into the appropriate ports as illustrated.
ON THE MAIN VALVE
The control valve is illustrated, gauges or pressure tranducers must be fitted as follows
1 PS Pump pressure test point.
Used in conjunction with point LS to measure the delta P on both pumps and to measure the main valve
system pressure, the steering pressure can also be measured at this point (see section 5).
2 LS Load sense pressure test point.
Used to measure the load sensing pressure and in conjunction with PS to measure delta P on both pumps.
3 p Pilot pressure test point
357 804 46 01. 0102

C01. Register 05
Used to measure the pilot pressure on the main valve.
4 The main valve pressure setting adjuster for extend and retract.
4a The attachment spool setting adjuster for the Elme spreader.
ON THE HYDRAULIC PUMP
5 Hirschmann plug connector to signal the VD3 solenoid, must be disconnected during setting of
delta P pressures.
6 On the LEFT HAND side pump the pressure test point for VD3 pressure.
Used to measure VD3 pressure during the pressure setting and "Learn in" process. (see section 7 page
18).
7 Adjuster for setting of VD3 pressure.
8 Adjuster for setting of delta P.
NOTE
The adjusters are very course and only small movement is required. I.E. One turn equals
24 bar
Chapter 7
Ser vice Training
Service Page 19
3
4a
2
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5
6
7
8
Chapter 7
Service
7.3.1.5 HYDRAULIC PUMP SETTINGS, DELTA P ADJUSTMENT.
DELTA P, LEFT PUMP
Newpumps are supplied with the delta P setting at 24 bar and should not need adjusting, only testing.
In order to adjust the delta P setting on the left pump remove the link pipe (1) and the Hirschmann plug (2).
Plug the port (6), disconnect the LS pipe (7) and plug the port. Fit the LS pipe (7) into the port (5).
Run the engine at 70 to 80% of maximum revs and operate the lift very gently.
The gauges fitted into the control valve at ports PS and LS should be observed, delta P on this pump should
be 24 bar. This is adjusted at the adjuster (4), one turn of the adjuster equals 24 bar.
357 804 46 01. 0102

C01. Register 05
3 4
7
2
8 1
5
6
DELTA P, RIGHT PUMP
To adjust the right pump remove the link pipe (7) and replace it in it's correct port, Plug the port (5).
Run the engine at 70 to 80% of maximum revs and operate the lift very gently.
The gauges fitted into the control valve at ports PS and LS should be observed, delta P on this pump should
be 34 bar. This is adjusted at the adjuster (8) on the right hand pump, one turn of the adjuster equals 24
bar.
This completes the setting of the hydraulic pumps, the system pressures may now be adjusted.
Chapter 7
Ser vice Training
Service Page 23
7.3.2 CONTROL VALVE.
The Linde VW 25 synchron control valve uses a load sensing system to provide the hydraulic pump with
information regarding the volume of oil required by the working (and steering) hydraulics. An advanced
spool type valve, both load sensing, load check and pressure reilief are all carried out internally. A cross
sectional view of the valve showing the lift spool indicates the main components.
357 804 46 01. 0102
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1 Throttle check valve 9 Return to tank line

2 Relief and make up valve 10 Pump feed line
3 Main housing 11 Valve control spool
4 Service port A 12 Pressure balance (check) valve
5 Service port B 13 Shuttle spool
6 Mechanical stroke limitation 14 Make up valve
7 Cap 15 Venting valve (28-30bar)
8 LS channel
Chapter 7
Service
7.3.2 CONTROL VALVE, OPERATION.
The simplified cross sectional view shows the valve spool in the neutral position. The joystick is in neutral
so no pilot pressure signal is seen at the pilot pressure gallery "5". Service area "1" is sealed from the pump
feed area "2" and the check valve "3" is seated. As there is no pressure in the balance area "4" there is
no pressure through the spool drilling through the load sensing gallery "6" to the pump regulator, the pump
is therefore destroked and negligable flow or pressure are seen.
1
6
LS T A P 2
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3
C01. Register 05
4 35702_07-10
5
Operation of the joystick will cause a pilot flow to be seen in the pilot gallery "5", stroking the spool to the
right. The check valve "3" will only permit the system to open to the service port "1" when the pump
pressure in the port "2" is greater than the service pressure in port "1" preventing "load drop". The pressure
in the balance gallery "4" is passed through the restricted spool drilling to the LS port "6", it is the pressure
difference between galeries "4" and "6" that is measured asDelta P.
6
LS T A P 2
35702_07-11
4
5
Chapter 7
Ser vice Training
Service Page 25
During operation of both spools it is possible that the oil will follow the path of least resistance rather than
flow proportionally as selected by the joystick position, to prevent this the shuttle spool "7" measures the
service pressure and can move to reduce or cut off the LS pressure to ensure proportional control to each
service as selected.
LS T A P
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7
C01. Register 05
LS T A P 35702_07-13
Chapter 7
Service
7.3.2.1 RELIEF VALVE AND MAKE UP VALVE, OPERATION.
The relief and make up valve are mounted within the control valve, when operating as a relief valve the
service pressure is present in chamber B "1" and can pass into chamber C "5" through thehole in the needle
piston "16". When the service pressure rises above the limit set by the adjuster "9" the poppet valve "6"
is pushed off it's seat, any pressure behind the poppet valve in chamber D "7" can be exhausted to tank
via gallery T1 "10". The lowering off pressure in chamber C "5" allows the piston "2" to be pushed to the
right by the pressure in chamber B "1" The service pressure is exhausted to tank. The valve will re seat
and the process will begine again, happening many times in a second to keep the operating pressure within
safe limits.
When operating as a make up valve it is possible when no service is in use for the pressure in Chamber
T "13" to rise higher than the pressure in chamber B "1" due to the preloading valve within the system.
When this occurs the differential in pressure acts against the piston area "15", the piston will move to the
right aginst springs "3" and "4" connecting the chambers B and T and avoiding cavitation.
357 804 46 01. 0102

C01. Register 05
1 Chamber B (service line) 9 Adjusting screw

2 Piston 10 Passage T1
3 Spring 11 Slot
4 Spring 12 Venting valve
5 Chamber C 13 Chamber T (return to tank)
6 Valve poppet 14 O ring
7 Chamber D 15 Piston area
8 Spring 16 Needle piston
Chapter 7
Ser vice Training
Service Page 27
7.3.2.2 MAIN RELIEF VALVE, SETTING.
The pressure test point and adjuster for the main relief valve are mounted on the main control valve (see
section 7 pages 14 & 15). In order to carry out the adjustment the computer must be over ridden using the
over ride key mounted behind the right hand consol of the drivers seat. This will allow the boom to be fully
retracted mechanically to check the relief pressure.
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C01. Register 05
Operate the boom to full retract with the engine revolutions at above 50% of maximum and hold the joystick
in the full retract position while checking the pressure indicated inport PS on the main control valve.
The pressure must be 315 bar.
If the pressure is incorrect adjust it at the main control valve as indicated in section 7, page 15, item 4.
7.3.3 PILOT PRESSURE SYSTEM.
The main componentry of the pilot pressure system is located beneath the plate in which the hydraulic
valves are mounted.
Chapter 7
Service
7.3.3.1 PILOT SYSTEM, OPERATION.
The pilot system is supplied with oil by the right side 19cc pump mounted in front of the main linde pump.
The main components and operation of the system are as follows.
2 3 4
T M B
10
p=35bar
7 WDO VALVE
3B6
8 10 m
P SP 5
1
9 WDO VALVE
6
35702_07-17
1 Feed from pump 6 Drain to tank

2 To tank via oil cooler 7 Pilot pressure relief valve
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C01. Register 05
3 Feed to spreader damping cylinders 8 Oil filter
4 Pilot feed to proportional valves 9 Check valve
5 Feed to accumulator 10 WDO (watchdog) valve.
Oil is supplied through line "1" passing through the filter "8" and the check valve "9" and out through line
"5" to charge the accumulator, as the accumulator charges oil is also passed through the energised
watchdog valve "10" and out through line "4" to the pilot system proportional valves. Oil is also suplied out
through Line "3" directly to the spreader damping cylinders. Should the pressure rise to 35 bar the relief
valve "7" will operate opening a dump to Line "2", the oil wil pass through the oil cooler and back to tank.
The check valve ensures that accumulator pressure is available to the pilot circuit for brief emergency
operation of the hydraulic system in the event of engine or pump failure.
The watchdog valve is under the control of the load computer, should a problem arise the WDO will de
energise to the off position shown and pilot pressure will be dumped to the tank line making the hydraulics
for lift, lower, extend and retract functions inoperative.
7.3.3.2 PILOT SYSTEM, PRESSURE ADJUSTMENT.
Adjustment of the pilot system pressure must be completed after the setting of the hydraulic pumps and
main and steering pressures. With a gauge or pressure transducer in the test point shown in section 7,
page 15, item 3 the joystick should be operated to lift the boom with the engine at above 50% rpm.
Adjustment is made at item 7 after removing the protective plastic cap. the system must be set to 35 bar.
Chapter 7
Ser vice Training
Service Page 29
3
1
5
357 804 46 01. 0102
7
C01. Register 05
10 2
4
8
NOTE.
To prevent the pressure in the hydraulic tank affecting pilot pressures during testing the
hydraulic tank breather filter should be removed prior to testing all pilot pressures.
7.3.3.2.1 PILOT SYSTEM, CYLINDER PRESSURE

ADJUSTMENT.
The pilot operated return valves on the lower and retract

cylinder functions must also be adjusted, proceed as follows.
1
Lift cylinders
Fit a gauge or pressure transducer into the test point on the right
hand lift cylinder "2". Operate the boom to full lift height and lower
the boom slowly. Set the pressure at the test point "1" to
19.7 bar ± 0.2 bar.
Note
It is preferable that the lower pilot pressure be set 2
at nearer the upper limit. (19.9 bar)
Chapter 7
Service
Extension cylinders.
2
The test point for the extend and retract cylinder is located in the
valve block on the right hand side rear of the cylinder, access is
through a hole in the rear right hand side of the boom.
Remove the plug and fit a gauge or pressure transducer into the
test point. Operate the boom to full extend and retract slowly
while observing the pressure on the gauge. The pressure should
be 19.6 bar ±0.2 bar.
1
The adjuster is on the rear of the test point block, toward the
front of the truck.
Note
It is preferable that the lower pilot pressure be set
357 804 46 01. 0102

at nearer the upper limit. (19.8 bar)
C01. Register 05
7.3.4 REGENERATION VALVE.
The regeneration valve for the lift system is mounted on the top front of the chassis.
Chapter 7
Ser vice Training
Service Page 31
7.3.4.1 REGENERATION VALVE. OPERATION.
The function of the regeneration valve is to provide smoother, faster operation of the hydraulic cylinders,
when there is no lift or lower function in use the valve is in the centre position shown. There is no flow either
to or from the lift cylinders.
When lift is initiated pressure at A1 will flow directly into the lift cylinder lines at both A connections, this
flow will be joined by the regenerated flow being returned from the cylinder top chambers through the B
lines unseating the check valve and increasing the flow rate and therefore the speed of lift. When pressure
in the lift system increases to above 200 bar this will compress the 200 bar spring side of the valve pushing
the valve across to the left, excess oil from the top chamber can then flow directly back to tank.
When lower is initiated the the flow in at B1 need only over come the 3 bar spring to push the spool to the
right. Lowering will be under the influence of gravity but oil will be pumped into the top chamber to assist
the lower function, prevent cavitation and provide smoother operation.
A A
B B
200bar 3bar
0.1bar
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200bar
xE1 xE2
L2 L1
xE B1 A1 MB L
P P
35702_07-23
A regeneration valve is also fitted to the extend cylinder, it's function is the same as on the lift cylinder.
The regeneration valves are set during manufacture and cannot be adjusted, dismantling, cleaning and
re assembly may be carried out in the field.
Chapter 7
Service
7.3.5 PILOT OPERATED FLOW VALVES
The pilot operated flow valves are mounted onto the lift and extend cylinders. Their function is to act both
as hose burst safety valves and to ensure that lowering and retract functions are under hydraulic rather
than gravity control. The valve mounted on the right hand cylinder is pilot operated and adjustable, the valve
on the left hand cylinder is a "slave" valve and is operated by a signal from the right hand valve.
357 804 46 01. 0102

1 Feed tube to Upper chamber of cylinder 6 Feed tube to lower chamber of cylinder C01. Register 05
2 Pilot valve pressure adjuster 7 Feed pipe to "Lift" function
3 Pilot signal from Proportional valve 8 Feed to "XE", pressure transducer.
4 Drain to "L1", tank 9 Feed pipe to "lower" function
5 Link pipe to slave valve on left cylinder
7.3.5..1PILOT OPERATED FLOW VALVES, OPERATION.
On operation of the lift function oil is passed through the line 7 to the pilot operated valve C lifting the check
valve and passing out through 6 to the lower chamber of the lift cylinder and raising the boom. Pressure
in this part of the system is seen through the orifice and out at line 8 to the pressure transducer in the
regeneration valve on early models, on current models the pressure transducers are connected directly
into the port 8. Excess pressure spikes are relieved by the shock valve E. Oil returning from the upper
chamber of the lift cylinder will return through tube 1 to pipe 9 and back to the regeneration valve, either
being regenerated into the lower chamber or passed to tank.
On operation of the lower function a pilot signal is seen at the pilot line 3, this passes through the filter A
and into the pressure relief valve 2. This signal is then seen on the spool end of the pilot valve C, pushing
the spool across to the left to open the return to tank flow restricted line. This signal is also seen out of
Chapter 7
Ser vice Training
Service Page 33
1
6
8 1mm
D
C 19.7bar
B
0.3mm
E 2 A
420bar
4 5 3
9 7
35702_07-25
Line 5 to the pilot valve on the left hand side cylinder operating that to permit lowering.
The main oil flow from the control valve and through the regeneration valve passes through pipe 9 into tube
1 and into the upper chamber of the cylinder to power the cylinder down with gravity assistance.
357 804 46 01. 0102
C01. Register 05
The restrictor and check valves at B and D will act as pressure dampers to ensure smooth movement
of the valve. For valve setting see section 7, page 25.
7.3.6 OIL COOLER AND FAN MOTOR.
The oil cooler is mounted on the right hand side of the chassis, the fan motor (6) is controlled by the
thermostatic valve (3) mounted in the hydraulic tank.
9 1
2
3
8
5 4
6
7
1 Feed to thermostatic valve (4) from motor (7) 6 Fan Motor

2 Motor drain to tank (T) 7 Motor speed adjuster
3 Thermostatic valve 8 Return to cooler
4 Feed from thermostatic valve to tank (T) 9 Main feed from pump (PS)
5 Feed to pilot pressure valve (P)
Chapter 7
Service
7.3.6.1 OIL COOLER AND FAN MOTOR, OPERATION.
Main pump flow from the small (19cc) pump (PS)mounted on the front of the right hand side linde pump
is passed through a flow divider (1), excess oil passes to tank through the oil cooler (5). Oil from the flow
divider is passed into the motor speed control valve (2), pump pressure operates this valve across to the
left so the oil flow is divided, the main flow passes out through (P) to the pilot circuit pressure valve; Some
oil is diverted to the thermostatic valve (4) and through this to tank. In this condition there is insufficient flow
of oil through the motor (3) so the motor does not rotate. Oil returning from the hydraulic services V passes
through the oil cooler (5) and through the return filters (6)to tank, the fan is not rotating so there is no cooling
effect.
When the hydraulic oil temperature rises to 45°C the thermostatic valve (4) will begin to close, this will
cause a rise in pressure in the return to tank line from the speed control valve (2) to the thermostatic valve
(4). The valve (2) will begin to move to the right, reducing the free flow to the pilot circuit and forcing some
of the oil to pass through the motor (3). The motor will begin to rotate driving the fan to provide improved
cooling for the oil; As the oil temperature increases the thermostatic valve will continue to close driving the
fan motor faster until at 55°C the motor is rotating at it's maximum speed of 1350rpm.
357 804 46 01. 0102

C01. Register 05
DN30
DN15
n=2200rpm
1 3 24lit/min
PS 2 3
5
1 11ccm
8 T
P
p=160bar
DN50
P R
7
7 m
9
4 1.35bar abs.
0.95bar abs.
6 6
10 m 10 m
T
2.5bar
35702_07-27
Chapter 7
Ser vice Training
Service Page 35
7.3.7 SETTING ELME SPREADER PRESSURES.
Spreaders from 12/01 included an additional relief valve in

the side shift system, the procedure for setting this type of
spreader is as follows.
Insert a pressure transducer into the test point in the Elme

spreader (1).
To prevent the Elme pressure relief valve (2) affecting the

settings it should be screwed fully in to maximum pressure.
Operate one of the spreader functions at relief pressure and

set the attachment spool pressure on the main valve in the
357 804 46 01. 0102
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chassis (see section 7, page 15, item 4a) to 180 bar.
Operate one of the spreader functions at relief pressure and

set the Elme main relief valve (2) to 170 bar.
Return to the relief valve on the truck (see section 7, page 15,
item 4a) and re set this to 160 bar.
On the sideshift valve set the relief valve (3) to 95 bar.
On machines to 11/01 the side shift relief valve was not fitted,
the procedure for these machines is to set the beam end
valve (3) at 169 bar. The beam main valve (2) at 170 bar and
the attachment spool at the main valve on the chassis at 160
bar.
Chapter 7
Service
357 804 46 01. 0102

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Section 8
Ser vice Training
Service Page 1
8 BOOM AND SPREADER

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Section 8
Service
357 804 46 01. 0102

C01. Register 05
Section 8
Ser vice Training
Service Page 3
8.1 BOOM AND SPREADER ASSY

357 804 46 01. 0102
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GENERAL VIEW OF BOOM AND SPREADER
1 Boom pivot bearing

2 Boom
3 Energy chain with supply lines to the spreader
4 Levelling cylinder
5 Spreader bearing
6 Spreader
7 Lift cylinder
The boom (2) is mounted in the boom pivot bearing (1) on the chassis. It is raised by two lift cylinders (7).
The spreader (6) is attached at the spreader bearing (5). Swing movements of the spreader are dampened
with the levelling cylinders (4). The spreader (3) is supplied with hydraulic energy with the supply lines and
controlled with the electric functions.
Two different spreader models are in service:
- Model 817 telescopic top pick spreader with slewing gearbox and sideshift
- Model 857 telescopic top and bottom pick spreader with slewing gearbox, sideshift carriage and
blockstack cylinders.
Section 8
Service
8.2 BOOM
BOOM
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1 Lifting eyes, rear
2 Boom, outer tube
3 Lifting eyes, front
4 Boom, inner tube
5 Energy chain
6 Pivot bearing
7 Beam extension cylinder
8.2..1 DESCRIPTION
The boom consists of the outer tube (2) and the inner tube (4), which are connected by the beam extension
cylinder (7). The inner tube slides on sliding bearings mounted in the outer tube at the front and rear. The
sliding bearings are lubricated via grease nipples and are liable to wear. They must be replaced when their
thickness is down to .... mm. For the removal of the boom lifting eyes are provided at the front (3) and rear
(1) end of the outer tube. The boom is mounted on the chassis in two pivot bearings (6) at the rear end.
The hydraulic and electric cables for the boom and spreader. The electric and hydraulic lines to the
spreader are routed through the energy chain (5).
Section 8
Ser vice Training
Service Page 5
3
1 2
7
357 804 46 01. 0102
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13
9
11 10
12
FEEDS TO THE BOOM AND SPREADER.
1 24 Pin plug standard electrical feeds to spreader 8 Hydraulic tank return from spreader
2 Plug connector to red, amber, green lights 9 Pilot signal to extension cylinder
3 Plug connector to additional piggy back lights 10 Feed to spreader damping cylinders
4 24 Pin plug option, piggy back spreader 11 Feed to automatic greasing on boom
5 Regeneration valve for extension cylinder 12 Plug connector to angle transducer
6 Leak to tank from spreader and extension cyl 13 Plug connector to beacon/boom lights
7 Hydraulic feed to spreader
TECHNICAL DATA
Weight of boom 13.5 tonnes Weight of standard spreader 9.25 tonnes

Weight of lift cylinder 1 tonne Weight Piggy back spreader 11 tonnes
Weight of boom extend cyl. 1.8 tonne
Section 8
Service
8.2.2 BOOM REMOVAL
Aids required:
- Crane, approx. 25 tonnes
- Fork truck with a load capacity of at least 8 tonnes
- Working platform or fork truck with working cage
DANGER
When the boom is being lifted with a
crane, do not stand within the working
range of the crane! Do not step under
the raised load. Only use a crane and
lifting gear with sufficient lifting capac-
ity. After the slings are attached to the
crane hook (2), close the hook safety
(1).
NOTE: Dismantle the spreader before remov-

ing the boom.
357 804 46 01. 0102

C01. Register 05
- Support the boom as shown (1) (weight of the
boom: 13.5 tonnes).
- Support the lift cylinder as shown (2) (weight of the
lift cylinder: 1 tonne).
- Disconnect the hydraulic hoses from the lift cylin-
der and plug them.
- Remove the pin (3) at the lift cylinder.
- Lower the lift cylinder onto the chassis.
NOTE
NOTE:: To avoid damage, place wooden
blocks between the chassis and lift
cylinder.
- Refit the pin (3) on the boom.

- Fasten the lift cylinder.
- Remove the second lift cylinder as described
above.
- Disconnect the electric cables on the boom.
- Disconnect the hydraulic hoses from the boom
and plug them.
- Remove the pin (4) from the boom pivot bearing.
- Lift the boom to the rear away from the pivot
bearing.
- Deposit the boom on wooden blocks as shown
(5) to prevent damage.
- Refit the pin (4) in the boom pivot bearing at the
rear.
Section 8
Ser vice Training
Service Page 7
8.2.3 BOOM ASSEMBLY
BEFORE ASSEMBLY
- With the engine shut off and the ignition turned on,
depress the buttons on the central control lever to
release any residual pressure in the hydraulic
system.
- Turn off the ignition and remove the ignition key.
- Apply the parking brake and block the wheels with
chocks.
- Lift the boom as shown (3) and position it at the

chassis for the installation of the pin (4) at the pivot
bearing (weight of the boom: 13.5 tonnes).
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C01. Register 05
MOUNTING THE BOOM IN THE PIVOT BEARING
- Position the boom (B) to the vehicle frame bearing (A) so that the drilled holes are in line.
- Insert the pin (1) with the shims (2) through the drilled holes (with nose on pin pointing downwards) and
drive it in with light blows of the hammer.
ATTENTION
Position the lubricating hole (arrow) vertically so that the bearing is greased sufficiently.
- Position the plate (3) at the pin and fasten it with four M16x55 screws (4).
- Tighten the screws (4) to 180 Nm.
Section 8
Service
357 804 46 01. 0102

C01. Register 05
MOUNTING THE BOOM IN THE PIVOT BEARING

1 Pin
AVehicle frame bearing 2 Shims
BBoom bearing 3 Plate
4 M16x55 screws
Section 8
Ser vice Training
Service Page 9
MOUNTING THE LIFT CYLINDER IN THE BOOM

BEARING
- Lift the lift cylinder (7) as shown (5) and position it

so that the cylinder can be installed with the lift
cylinder mounting pin (6) (weight of the lift cylin-
der: 1 tonne).
- Insert the lift cylinder mounting pin (6) into the
boom bearing (D), position the tab of the pin in the
cut-out and drive the pin in with light blows of the
hammer.
ATTENTION
Position the lubricating hole (arrow)
vertically so that the bearing is greased
sufficiently.
357 804 46 01. 0102
C01. Register 05
- Position the plate (8) at the pin and fasten it with

screws (9) and washers (10).
- Tighten the screws (9) to a torque of 180 Nm (?).
- Reconnect all hydraulic hoses and electric ca-
bles (see figure with connections at the rear of the
boom).
Section 8
Ser vice Training
Service Page 25
8.2.4.3 SLIDING BEARINGS
RENEWING THE SLIDING BEARINGS
NOTE
NOTE:: Lubricate all sliding bearings with general grease immediately after installation.
357 804 46 01. 0102
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REAR SLIDING BEARINGS
1 Guide
2 Screw
3 Washer
4 Stop plate
5 Sliding bearing
REAR OF BOOM
Remove the screws (2) and washers (3).

Take off the stop plate (4), pull out the sliding bearing (5) and guide (1) and renew them.
Install new guides and sliding bearings (6 items) and secure them with stop plates and screws.
Section 8
Service
FRONT SLIDING BEARINGS
1 Intermediate plate
2 Screw
3 Washer
4 Plate
5 Sliding bearing
6 Screw
7 Bushing
8 Washer
9 Stop plate
10 Pin
357 804 46 01. 0102

C01. Register 05
FRONT OF BOOM
Remove the screws (6), washers (8) and bushing (7) (2 bushings each per side).
Take the sliding bearing (5) out of the bushing and renew it (4 items).
Refit the bushing and secure it with screws.
FRONT TOP OF BOOM
Remove the screws (2) and washers (3) on the top of the boom.
Remove the plate (4) and renew it (2 items).
FRONT BOTTOM OF BOOM
Remove the screws (10) and washers (3) at the stop plate (9).
Remove the sliding bearing and renew it (2 items).
Fasten the new sliding bearing with the stop plate and screws.
Section 8
Ser vice Training
Service Page 27
8.2 SPREADER MODEL 817

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GENERAL VIEW OF SPREADER MODEL 817
1 Front levelling cylinder 7 Twistlocks

2 Slewing motor 8 Beam extension cylinder (in extension beam)
3 Spreader bearing 9 Sideshift cylinder
4 Rear levelling cylinder 10 Control box L4 on slewing gearbox
5 Spreader beam 11 Control box L1 on spreader
6 Right extension beam 12 Slewing brake
8.2.1 OPERATION AND CONSTRUCTION
The spreader (handler) is used to pick up containers with a maximum load of 45 tonnes and of different
lengths: IE. 20', 30', 35' and 40' ISO containers.
SUSPENSION
The spreader is attached to the boom at the spreader bearing (3). The rear (1) and front (4) levelling
cylinders dampen swing movements occurring between the boom and spreader when a container is
picked up. The rear levelling cylinder is continously supplied with a low hydraulic pressure, approx. 30 bar,
while the front cylinder is supplied is supplied with about 20 bar of pressure. This makes the spreader
assembly assume a "front higher" aspect to assist operation.
Section 8
Service
HYDRAULIC FUNCTIONS
The right (6) and left side of the spreader beam contains beam extensions which are moved by the two
extension cylinders (8). The movement is controlled with the joystick via a solenoid valve for each cylinder.
The beam extensions adjust the spreader length (2 hydraulic stops) to the container length. They run on
renewable sliding bearings (wear pads).
The spreader can be rotated horizontally with the slewing motor (3); two slewing brakes (12) brake the
rotation of the handler. Rotation is controlled by solenoid valves operated by the joystick in the driver's
cabin. The spreader is positioned accurately over the container with the aid of two sideshift cylinders (9),
one each for right and left side shifting. All spreader functions are controlled electrically through the joystick
via solenoid valves. The oil for the operation of the hydraulic functions is supplied by the hydraulic system
in the chassis via the energy chain on the right side of the boom.
TWISTLOCKS
Two pendulum twistlocks (7) are installed at each end of the beam extensions, with which the container
is seized from above and lifted. The twistlocks are rotated into the corner castings by the twistlock
357 804 46 01. 0102

C01. Register 05
cylinders. One double-acting twistlock cylinder per side actuates two twistlocks through a cross shaft;
the three different positions (not locked - seated - locked) are monitored by sensors (proximity switches).
The twistlocks are subject to wear and are renewable. The twistlock cylinders are controlled by solenoid
valves from the joystick in the driver's cabin.
ELECTRICAL SYSTEM
The spreader is connected electrically to the controlling joystick via the sistemi 3B6 load safety computer.
The cables are routed to the spreader through the energy chain on the right-hand side of the boom.
The twistlock positions
- not locked ........................................................ red

- seated .............................................................. yellow + red
- locked .............................................................. green + yellow
- locked and lifted ............................................... green
are indicated on the boom with indicator box L6 and in the driver's cabin with indicator lights.
Section 8
Ser vice Training
Service Page 29
8.2.2 TECHNICAL DATA AND SCHEMATIC DIAGRAMS
8.2.2.1 OPERATING AND PERFORMANCE DATA
Operating voltage 24 VDC

Operating pressure of hydraulic system 170 bar
Operating pressure of levelling cylinders (approx) 30 bar at rear, 20 bar at front
Weight 9.25 tonnes
Capacities:
- Slewing gear (rotator) up to bottom of filler opening
- Slewing brake up to bottom of filler opening
357 804 46 01. 0102
C01. Register 05
Oil types and lubricants:

- General lubrication points general purpose grease
- Turntable bearing Linde lithium-based, heavy-duty grease
with EP additives and MoS2
- Slewing gear transmission oil to ISO 2448
G 150-220
- Slewing brake hydraulic oil to ISO VG 46
Torque loadings:
- Fastening screws: slewing gear to turntable bottom plate:

M12 (10.9) Torque loading 90 Nm
- Ring rear fastening screws (without locking devices):

M24 (10.9) torque loading 740 Nm
Section 8
Service
8.2.2.2 HYDRAULIC CIRCUIT DIAGRAMS FOR SPREADER MODEL 817
LEGEND TO THE HYDRAULIC CIRCUIT DIAGRAMS FOR SPREADER MODEL 817
1 Valve block for sideshift 31 Pressure relief valve 80 bar

2 Pressure relief valve 140 bar 32 Pressure relief valve 80 bar
3 Solenoid valve for right - left sideshift cylinder 33 Slewing motor
4 Valve block for right sideshift cylinder 34 Slewing brake
5 Valve block for left sideshift cylinder 35 Solenoid valve for releasing slewing brake
6 Check valve 36 Solenoid valve for right twistlock cylinder -
7 Left sideshift cylinder lock - unlock
8 Pressure relief valve 80 bar 37 Valve block for twistlock and right beam ex-
9 Right sideshift cylinder tension cylinder
10 Pressure relief valve 80 bar 38 Not used
11 Check valve 39 Right twistlock cylinder
12 Valve block for front levelling cylinder 40 Pressure relief valve 80 bar
13 Check valve 41 Right beam extension cylinder
14 Front levelling cylinder 42 Solenoid valve for extending - retracting right
15 Flow valves beam extension cylinder
357 804 46 01. 0102

C01. Register 05
16 Check valve 43 Solenoid valve for left beam extension cylin-
17 Pressure relief valve 80 bar der
18 Pressure relief valve 80 bar 44 Left beam extension cylinder
19 Check valve 45 Pressure relief valve 80 bar
20 Flow valves 46 Left twistlock cylinder
21 Rear levelling cylinder 47 Not used
22 Check valve 48 Valve block for twistlock and left beam exten-
23 Valve block for rear levelling cylinder sion cylinder
24 Pressure relief valve 80 bar 49 Solenoid valve for left twistlock cylinder
25 Pressure relief valve 80 bar - lock - unlock
26 Valve block for slewing gear 50 Right stop cylinder*
27 Pressure relief valve 40 bar 51 Solenoid valve for right stop cylinder *
28 Solenoid valve for slewing speed shifting 52 Left stop cylinder *
29 Flow valves for slewing speed 53 Solenoid valve for left stop cylinder *
30 Solenoid valve for left-right rotation 54 Pressure relief valve 8 bar **
*Option
**Version with high damping pressure only
Section 8
Ser vice Training
Service Page 31
8.2.2.3 HYDRAULIC CIRCUIT DIAGRAM FOR SPREADER MODEL 817
VERSION WITH LOW DAMPING PRESSURE

Pressure line P
Min 140 bar
8 6 Tank line T
5
Low Pressure line
30 bar
7 14
Drain line
1 80 bar 12
P T 15 26 T P
80 bar 13 17 28
9 Y18
140 bar 3 80 bar 80 bar
25 16 40 bar 29
Y13 Y14 27
2 23
357 804 46 07.01/02
24 19 18
C01 Register 05
Y15
30
4 10 11
Y16 Y17
80 bar 22 80 bar
20 35 31 80 bar
80 bar
21
T P P T
Option Option 32
53
Y10 Y12 Y9 Y11 52 33

50
51 34
49 36
Y3 Y1 Y4 Y2 39
46
80 bar 80 bar 40
45 43
41
Y7 Y5 Y8 Y6
44
42
35702_08-38a
48 37
758 153 / 310399 / MIX-REV 2
Section 8
Service
HYDRAULIC CIRCUIT DIAGRAM FOR SPREADER MODEL 817
Pressure line P
VERSION WITH HIGH DAMPING PRESSURE Min 140 bar
8 6 Tank line T
5
High damping pressure
54 60 bar
7 14
Drain line
1 80 bar 12
P T 15 26 T P
80 bar 13 17 28
9 Y18
140 bar 3 80 bar 80 bar
25 16 40 bar 29
Y13 Y14 27
2 23
24 19 18
Y15
30
357 804 46 07.01/02

4 10 11
C01 Register 05
Y16 Y17
80 bar 22 80 bar
20 35 31 80 bar
80 bar
21
T P P T
Option Option 32
53
Y10 Y12 Y9 Y11 52 33

50
51 34
49 36
Y3 Y1 Y4 Y2 39
46
80 bar 80 bar 40
45 43
41
Y7 Y5 Y8 Y6
44
42
35702_08-38a
48 37
758 153 / 310399 / MIX-REV 2
C01 Register 05
357 804 46 07.01/02
8.2.2.3
Control box
in cab
(Supplied by L5 L4 L1
Lansing Linde)
1 =24 V
- +
1 PCB 2 1,2
ELECTRIC CIRCUIT DIAGRAM
-
5 11 38 3,4
+24 V
SPREADER TYPE 817
12 39
ELECTRIC DIAGRAMS
13
9 36
Print no. 757 324A
10 37
35 + +
1
PCB 1 - S1 Locked LH side
- - -
L6
Locked 41 + +
757 815 - S2 Locked RH side
2
H1 3 + - -
Locked
2 1 28 5 3
36 + +
- S3 Not Locked LH side
- -
Not Locked
42 + +
H2 1 - S4 Not Locked RH side
Not Locked - -
3 2 29 6 4
37 + +
- S5
- - Seated LH side, front
38 + +
4
- - S6
- - Seated LH side, rear
S41
43 + +
- S7
- - Seated RH side, front
Seated
44 + +
H3 2 - S8
Seated - - Seated RH side, rear
4 3 30 7 5
Ind. Seated
Cable to indicator -
box in cab Y47
Lowering interrupt (on chassis)
K12 18 6 33 16 22
- + Max. load: 1A
+ Y48
Lift interrupt (on chassis)
2 K1
- -
13 40 8 8 47 Y1
+ Twistlocks Lock LH
55 Y2
3 K2 Twistlocks Lock RH
-
14 41 9 9 48 Y3
+ Twistlocks Unlock LH
56 Y4
Twistlocks Unlock RH
4 K3
- -
15 42 10 10 49 Y5
+ Extension LH
Ser
57 Y6
Extension RH
5 K4
-
Service
16 43 11 11 50 Y7
24 V
+ Retraction LH
58 Y8
Retraction RH
6 K5
-
19 46 12 18 67 Y13
+ Sideshift left
7 K6
-
20 47 13 19 68 Y14
vice Training
+ Sideshift right
8 K7
-
17 44 14 12 51 Y9
+ Stops Lock LH
59 Y10
9 K8 Stops Lock RH
-
18 45 15 13 52 Y11
+ Stops Unlock LH
Terminal No. on PCB
60 Y12
Stops Unlock RH
10 K9
756 901 C / 160899
357_08-42
- S9
54
K13 + Stopswitch clockwise
+ S10
+ Stopswitch anticlockwise
11 K10 16 24 58
-
55
+
K14 Y16
Rotation clockwise
17 25 59
Y17
Rotation anti-clockwise
Y15
Page
60 Brake release
Section
T1
Y18
High speed rotation
12 K11
- t=1,5s
61
Y19
+ Pressure (on chassis)
Cable to joystick
in cab
33
8
Page
Section
34
8
WIRING DIAGRAM (PART 1)
L1
5
7
8
6
9
14
10
15
12
13
16
11
3,4
1,2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
- + - +
Ser
ELME 757 324A
2
3
5
6
1
11
9,10
Service
PCB 1
55 56 57 58 59 60 61 62
77 76 75 74 73 72 71
35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 63 64 65 66 67 68 69 70
4
4
2
3
5
2
3
5
6
6
1
1
vice Training
11
11
9,10
9,10
9,10
9,10
4
4
2
3
2
3
1
1
11
11
1 2 3 4 5 6 9 10 11 1 2 3 4 5 6 9 10 11 1 2 3 4 5 6 9 10 11 1 2 3 4 5 6 9 10 11 1 2 3 4 5 6 9 10 11
Spb2 Spb3 Spb4 Spb5 Spb7

1 2 1 2 1 2 1 2 1 2
3 4 3 4 3 4 3 4 3 4
5 6 5 6 5 6 5 6 5 6
Box LH side Box RH side Box LH side Box RH side Box mainframe
24
U10-B
357_08-88
S2
S7
S8
S4
Y2
Y6
Y8
Y4
S1
S5
S6
S3
Y9
Y1
Y5
Y7
Y3
Y11
Y10
Y13
Y14
Y12
A(see page 43)
C01 Register 05
357 804 46 07.01/02
Section 8
Ser vice Training
Service Page 35
WIRING DIAGRAM (PART 2)
24 S97
A U10-H Y16
(see page 42) Y18
6
S9
5
S10
Y17
Y15
S98
9,10
10
11
14
15
12
13
11
5
6
2
3
4
3
4
1
2
8
9
1
36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61
357 804 46 07.01/02
16
5
6
7
C01 Register 05
28 29 30 31 32 33 34 35
1 2 3 4 5 6 7 8
PCB 2
757 815
18
5
6
7
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
3
4
1
2
8
9
10
11
14
15
12
13
16
17
L4
U1-B
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
19
20
21
1
10
11
12
13
14
15
16
17
18
U1-H
on Spreader
Work lights
45˚ Overide
-
Locked
Not Locked
Seated
Lock
Unlock
Extension+
Extension-
Sideshift
Sideshift
Stops Lock
Stops Unlock
Rotation CW
Rotation anti-CW
Lift interrupt
U2-H
24
B
(see page 44) 357_08-89
Section 8
Service
357 804 46 07.01/02

C01 Register 05
Section 8
Ser vice Training
Service Page 39
LEGEND TO THE WIRING DIAGRAMS FOR SPREADER MODEL 817
B6 Computer box
B7 Relay box U1 Main connector on spreader slewing gear
U2 Connector on boom bearing
H1 Indicator light, Locked, green U10 Connector between L1 and L4
H2 Indicator light, Not Locked, red
H3 Indicator light, Seated, yellow Y1 Solenoid valve for twistlocks lock LH
Y2 Solenoid valve for twistlocks lock RH
K1 Relay for lock twistlock cylinder Y3 Solenoid valve for twistlock unlock LH
K2 Relay for unlock twistlock cylinder Y4 Solenoid valve for twistlock unlock RH
K3 Relay for extbeam extension extension Y5 Solenoid valve for beam extension LH
cylinder Y6 Solenoid valve for beam extension RH
K4 Relay for retract beam extension cylinder Y7 Solenoid valve for beam retraction LH
K5 Relay for left sideshift cylinder Y8 Solenoid valve for beam retraction RH
K6 Relay for right sideshift cylinder Y9 Solenoid valve for stops lock LH
K7 Relay for lock stops Y10 Solenoid valve for stops unlock RH
K8 Relay for unlock stops Y11 Solenoid valve for stops unlock LH
K9 Relay for slewing motor, CW rotation (via K Y12 Solenoid valve for stops lock RH
357 804 46 01. 0102
C01. Register 05
13) Y13 Solenoid valve for sideshift LH

K10 Relay for slewing motor, CCW rotation (via Y14 Solenoid valve for sideshift RH
K 14) Y15 Solenoid valve for slewing brake release
K11 Relay for Y12, pressure (in chassis) Y16 Solenoid valve for rotation CW
K12 Relay for Y13, lift interruption (in chassis) Y17 Solenoid valve for rotation CCW
K13 Relay controlled by S9 Y18 High speed rotation
K14 Relay controlled by S10 Y19 Pressure (on chassis)
Y20 Solenoid valve for speed increase
L1 Control box on spreader Y47 Lowering interrupt (on chassis)
L4 Control box on slewing gear Y48 Lift interrupt (on chassis)
L5 Spreader box (B5) in chassis
L6 Indicator box with indicator lights on
spreader beam
S1 Proximity switch, LH twistlock locked

S2 Proximity switch, RH twistlock locked
S3 Proximity switch, LH twistlock not locked
S4 Proximity switch, RH twistlock not locked
S5 Proximity switch, front LH twistlock seated
S6 Proximity switch, rear LH twistlock seated
S7 Proximity switch, front RH twistlock seated
S8 Proximity switch, rear RH twistlock seated
S9 Limit switch, CW rotation stop
S10 Limit switch, CCW rotation stop
S11 Key switch, twistlock override
S40 Pressure switch, spreed increase
S97 Limit switch 45° CW (option)
S98 Limit switch 45° CCW (option)
T1 Timing switch, 1.5 sec. for slewing motor

speed shift
Section 8
Service
8.2.3 SPREADER REMOVAL
DANGER
Do not stand within the working range
of the crane when hoisting the spreader
with a crane! Do not step under the
raised load. Only use a crane and
lifting gear with sufficient capacity. The
safety (1) must close after the slings
are attached to the crane hooks (2).
BEFORE REMOVAL
- Retract the boom.
357 804 46 01. 0102

C01. Register 05
- Lower the boom.
- Retract the spreader to the 20' position.
- Centre the spreader.
- With the engine shut down and the ignition turned
on, operate the push-buttons on the central con-
trol lever in order to release any residual pressure
in the hydraulic system.
- Turn off the ignition and remove the ignition key.
- Apply the parking brake and chock the wheels.
REMOVAL
- Support the spreader (3) as illustrated (weight of

the spreader: 8.5 tonnes).
- Disconnect the electric cables.
- Disconnect the hydraulic hoses.
- Plug the hydraulic hoses.
- Remove the levelling cylinder (4) from the spreader
by pulling out the pin (5).
- Fasten the levelling cylinder (4) to the boom.
- Refit the pin (5) on the spreader.
- Pull the pin (6) out of the spreader bearing.
- Remove the spreader from the boom and lower
onto wooden blocks (7) to prevent damage to the
twistlocks.
- Refit the pin (6) on the spreader.
Section 8
Ser vice Training
Service Page 41
8.2.4 SPREADER ASSEMBLY
- Attach 4 ropes to the lifting eyes on the spreader,

pick the spreader up with the crane and place it on
a ready 20' container.
- With the boom in the horizontal position, position
the spreader as shown (1) so that the pins (4) can
be installed at the spreader pivot bearing (7).
- Align the drilled holes and drive the pins (4) in with
light hammer blows.
- Position the plate (3) on the pin and fasten with
four M16 x 55 screws (2).
- Torque to 180 Nm.
357 804 46 01. 0102
C01. Register 05
- First position the rear, then the front levelling

cylinder (5) in line with the drilled hole (6), insert
the screws, install and tighten the nuts.
- Install and tighten the hydraulic hoses for the
spreader.
- Connect the electric cables at the spreader.
NOTE: The hoses are colour-coded.
AFTER ASSEMBLY
- Carry out a complete functional check of the

boom and spreader.
- Inspect all hydraulic connections for leaks.
Section 8
Service
8.2.5 SPREADER REPAIRS
8.2.5.1 SLIDING BEARINGS
357 804 46 01. 0102

C01. Register 05
SLIDING BEARINGS
1 Sliding bearing 6 Nylon wear pad

2 Roll pin 7 Stop plate
3 Stop plate 8 Stop plate
4 Washer 9 Spreader frame
5 Screw 10 Beam extension, rear bearing
The sliding bearings (1) and nylon wear pads (6) are secured with stop plates (3), (7) and (8), which are
fastened with screws (5) and washers (4). The sliding bearings and nylon wear pads must be lubricated
regularly every 500 service hours with general grease and inspected for wear and security. When the pad
thickness is down to 8 mm, the plates must be renewed.
RENEWING THE SLIDING BEARINGS
CAUTION
Lower the spreader. This work must be performed at heights of over 2 metres. Use suitable
tools (working platform) to gain safe access. Danger of fall injuries!
- Remove the screws (5) and washers (4).

- Take off the stop plates (3), (7) and (8).
- Slide the sliding bearings (1) and nylon wear pads (6) out of the guides and renew them.
- Secure the new sliding bearings and nylon wear pads with stop plates.
- Lubricate the plates with a general grease.
Section 8
Ser vice Training
Service Page 43
.8.2.5.2 REPAIRING THE TWISTLOCKS
TWISTLOCK CROSS SHAFT

357 804 46 01. 0102
C01. Register 05
1 tie rod 3 carriers(1 sensor, 2 adjusters for twistlocks)

2 end piece 4 adjusting bolts
REMOVAL, INSTALLATION AND ADJUSTMENT OF TWISTLOCK CROSS SHAFT
- Remove all fastening screws from the carriers (3) and end pieces (2) and screw a setscrew into the
centre hole of each part.
- Rotate the tie rod (1) about 90° and install the three carriers and the two end pieces in roughly the correct
position on the cross shaft.
- Insert the tie rod in the end pieces and fit the end pieces to the yokes on the top nuts of the twistlocks.
- Turn the twistlocks and position them accurately in the "not locked" position.
- Fix the end pieces in this position with the setscrews.
- Ensure that the twistlock cylinder is in the correct position corresponding to the "not locked“ position of
the twistlocks.
- Adjust the two adjusting bolts (4) on the two carriers to the midway position.
- Move these two carriers to the correct position so that the screw heads just touch the piston rod and are
in line with the cylinder.
- Lock both carriers in place with the setscrews.
- Determine the correct position for the bracket of the "locked" and "not locked" proximity switches.
- Fix the bracket at the determined place with the setscrew.
- Remove the cross shaft assembly making sure not to change the position of the components.
- Drill two 10 mm holes through each of the five parts and fasten each item on the cross shaft with M10x70
screws and nylock nuts.
- Mount the cross shaft in the beam extension, allowing about 0.5 mm play between the screws (4) and
the piston rod ends.
- Operate the twistlocks hydraulically and carefully check that the twistlock heads are in line with the
twistlock bushings. If necessary, adjust with the screws (4).
Secure the screws (4) with locknuts.
- Check the operation of the "locked“ and "not locked“ indicator lights and adjust the proximity switches,
if necessary.
Section 8
Service
8.2.5.3 TWISTLOCK REMOVAL
Remove the plastic housing that supports the

locked/not locked sensors from the end beam and
loosen the twistlock adjusting bolt to give some
free play. Remove the end piece from the twistlock
cross shaft. see section 8, page 41.
- Remove the M8 x 80 bolts (15).
- using two of the bolts as an extractor pull the
crank (14) from the twistlock,note the key in the
twistlock held in place by a roll pin, remove the
key.
- Support the twistlock (5) from below.
- Use a screwdriver to lever out the collets (13).
- The twistlock can now be lowered out of the
housing.
- The sleeve (8) and the lower bearing set will
usually come out with the twistlock.
- Remove all other components.
357 804 46 01. 0102

C01. Register 05
8.2.5.4 TWISTLOCK INSPECTION.
As the twistlock is a lifting device and must support

heavy loads it is critical that it is properly inspected
and any components that are not in perfect
condition are replaced.
TWISTLOCK CYLINDER
1 Piston rod 8 Cylinder tube

2 Allen screw, washer 9 O-ring
3 Wiper ring 10 Seal
4 Washer 11 Piston
5 Seal 12 Allen screw
6 Plate 13 Plate
7 O-ring
Section 8
Ser vice Training
Service Page 45
SEALING THE TWISTLOCK CYLINDER
NOTE
NOTE:
A seal kit (3, 5, 7, 9, 10) containing all the seals is available. The twistlock cylindermust be
removed for repair.
- Remove the twistlock cylinder.

- Clamp the cylinder tube (8) in a vice with protective jaws.
- Unscrew the Allen screws (2) from the plate (6) and (13) and remove it along with washer.
- Pull plates (6) and (13) from the cylinder tube (8).
- Renew the wiper ring (3), seal (5) and O-ring (7) of the plates.
- Clean the inside of the cylinder tube (8) and examine for damage such as grooves and traces of scoring
and corrosion.
- Draw the piston (11) out of the cylinder tube (8).
ATTENTION
Do not damage the grooves and recesses on the piston rod with sharp-edged tools.
357 804 46 01. 0102
C01. Register 05
- Renew the seal (10) and O-ring (9) on the piston.

- Examine the piston rod for damage such as grooves and traces of scoring and corrosion.
- Refit the components on piston rod using new seals.
- Slide the piston rod into the cylinder tube, position the plates and fasten them with Allen screw and
washers.
- Reinstall the twistlock cylinder in the beam extension.
8.2.5.3 BEAM EXTENSION CYLINDERS
BEAM EXTENSION CYLINDERS

1 RH beam extension 6 Pin
2 Service access opening 7 LH beam extension
3 Hose take-up reel/energy chain 8 Service access opening
4 Hose take-up reel/energy chain 9 RH beam extension cylinder
5 LH beam extension cylinder 10 Pin
Section 8
Service
REMOVING THE BEAM EXTENSION CYLINDER
- Retract the spreader to a length of 20' and lower it.
NOTE: The following text below describes the removal of the left beam extension cylinder (5). The
procedure also applies for the right beam extension cylinder (9).
- Support the left beam extension cylinder (5) safely with a suitable automotive jack.
- Disconnect the hydraulic hose and electric cables at the piston head end of the cylinder.
- Remove the pin at the end of the cylinder (piston head end).
- Loosen mounting of the energy chain (4) on the guide at the underside of the beam extension.
- Using a crane or fork truck, pull out the end of the beam (1) about 50 cm to gain access to the service
opening (2) at the top of the beam extension.
- Remove the cylinder pin (6) on the piston rod end.
- Attach the beam extension to a suitable lifting gear.
ATTENTION
The used lifting gear must have a load capacity of approx. 150 kg.
357 804 46 01. 0102

C01. Register 05
- Pull the beam extension cylinder horizontally out of the spreader with the lifting gear, until the sliding
bearings guiding the cylinder foot come out of the guide.
- Install a new cylinder in the reverse order of removal.
BEAM EXTENSION CYLINDER
1 Adjusting screw 9 Washer

2 Nut 10 Piston rod
3 Seal from seal kit 11 Screw
4 Piston 12 Guide ring
5 O-ring 13 Bushing
6 Spacer 14 Guide bushing
7 Allen screw 15 Cylinder
8 Ring
Section 8
Ser vice Training
Service Page 47
RENEWING THE BEAM EXTENSION CYLINDER SEALS
NOTE: A seal kit (3) containing all the seals is available.
- Clamp the cylinder (15) in a vice with protective jaws.

- Remove the 4 screws (11) from the ring (8).
- Pull out the piston rod (10) with ring (8), washer (9), guide ring (13), spacer (6) and piston (4). Deposit
the piston rod in a safe place.
- Clean the inside of the cylinder (15) and examine it for damage such as grooves, traces of scoring and
corrosion.
- Clamp the piston rod in a vice with protective jaws.
ATTENTION
Do not damage the grooves and recesses on the piston rod with a sharp-edged tool.
- Loosen the adjusting screw (1) on the nut (2), remove the nut on the piston, withdraw the piston (4).
- Renew the seals on the piston (4) using seals from the seal kit (3).
- Remove the spacer (6) from the piston rod and renew the two O-rings (5).
- Remove bushing (13) from the piston rod and renew the seal on the bushing with one from the seal kit
357 804 46 01. 0102
C01. Register 05
(3).
- Extract the ring (8) and washer (9).
- Renew the seals on the ring and washer with ones from the seal kit (3).
- Inspect the piston rod for damage such as grooves and traces of scoring and corrosion..
- Refit the components on piston rod using new seals.
- Secure the nut (2) of the piston with the adjusting screw (1).
- Install the piston rod in the cylinder and secure it with screws (11).
Section 8
Service
8.2.5.4 SIDESHIFT CYLINDER
357 804 46 01. 0102

C01. Register 05
SIDESHIFT CYLINDER
1 Pin 7 Cylinder tube

2 Nut 8 Piston rod
3 Washer 9 Piston
4 Yoke 10 Nut
5 Seal kit part 11 Adjusting screw
6 Guide bushing
RENEWING THE SIDESHIFT CYLINDER SEALS
NOTE: A seal kit (5) containing all the seals is available. To renew the seals, the sideshift cylinder
does not have to be removed.
- Remove the nut (2) and washer (3).

- Drive the pin (1) out of the yoke (4).
- Pull the guide bushing (6) and piston rod (8) out of the cylinder tube (7).
ATTENTION
Do not damage the grooves and recesses on the piston rod with a sharp-edged tool.
- Loosen the adjusting screw (11) on nut (10), remove the nut at the piston and withdraw the piston (9).
- Renew seal kit part (5) on the piston.
- Unscrew the guide bushing (6) from the piston rod (8) and renew seal kit parts (5).
- Inspect the piston rod for damage such as grooves and traces of scoring and corrosion.
- Refit the components with new seals on the piston rod.
- Fasten the piston rod with nut (10) and secure the nut with adjusting screw (11).
- Slide the piston rod into the cylinder tube, screw in the guide bushing.
- Position the yoke (4) at the piston rod bearing and secure the pin (1) with washer (3) and nut (2).
Section 8
Service
8.2.5.7 SLEWING GEAR
357 804 46 01. 0102

C01. Register 05
VALVE BLOCK FOR SLEWING GEAR
1 Solenoid valve for left-right rotation

2 Flow valve - fast rotation
3 Flow valve - slow rotation
4 Solenoid valve for changing slewing speed
5 Solenoid valve for releasing slewing brake
6 Return line port
7 Brake port 1
8 Brake port 2
9 Pressure relief valve 80 bar
11 Slewing motor port 1
12 Slewing motor port 2
13 Pressure port
15 Tank port
Section 8
Ser vice Training
Service Page 53
ADJUSTING THE SLEWING MOTOR
NOTE: The slewing speeds (fast and slow rotation) and the motor torque can be set at the slewing
gear valve block.
ADJUSTING SLOW ROTATION SPEED
- To reduce the slewing speed:

Turn the adjusting screw of the flow valves (3) in (clockwise).
- To increase the slewing speed:

Turn the adjusting screw of the flow valves (3) out (anticlockwise).
ADJUSTING FAST ROTATION SPEED
- To reduce the slewing speed:

Turn the adjusting screw of the flow valves (2) in (clockwise).
357 804 46 01. 0102
C01. Register 05
- To increase the slewing speed:

Turn the adjusting screw of the flow valves (2) out (anticlockwise).
ADJUSTING SLEWING MOTOR POWER
- To increase the slewing motor power:

Turn the adjusting screw of pressure-relief valves (9) and (10) in (clockwise).
- To reduce the slewing motor power:

Turn the adjusting screw of pressure-relief valves (9) and (10) out (anticlockwise).
TIGHTENING THE FASTENING SCREWS
NOTE: The fastening screws at the slewing gear and turntable bearing must be tightened twice a year
or every 1000 service hours.
-Fastening screws slewing gear to turntable bottom plate

-Ring gear fastening screws (without securing devices)

Chapter 9
Ser vice Training
Service Page 1
9. OPTIONS AND ACCESSORIES

ACCESSORIES
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Chapter 9
Service
9.2.1 DRIVER OPERATION
DO NOT OPERATE THE SYSTEM WITH ALL VENTS CLOSED. HEATlNG AND COOLING SYSTEMS
WlLL OPERATE ONLY WHILE THE VEHICLE ENGINE !S RUNNING AND THE BATTERIES CHARGING.
1. Switch fan on and select required fan speed setting using the 4 position rotary switch on the
system control panel. Heating and cooiing systems will not operate without the fan being switched on.
2. Adjust the control set point to the desired vaiue. Please note that the indicator display shows the
current cab temperature in normal operating mode. To display the control set point depress the lower left
hand SEL button and hoid for approximately 2 seconds until the display shows "St 1". Release the button
and the set point value will be dispiayed flashing on and off. If you wish to adjust the set point this can
be done from here by using the ▲ and ▼ buttons. Once the desired set point is displayed press the SEL
button once more to accept this. The dispay will revert to showing the current cab temperature but the
controller will adjust the heating to match this:
3. If cooling is required then the air conditioning must also be engaged by depressing the ON/OFF
toggle switch (marked with a snowflake) belowthe controller. Please note where the maximum heating
effect is required the air conditioning should be disengaged (ON/OFF switch in the out position).
4. Adjust the vents to suit. Please note maximum heating/cooling effect will be achieved with the lower
rear vents open.
1.2 Inlet air filter.
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C01. Register 05
The inlet flter needs regular cleaning in order to maintain full unit performance.
It is recommended that the fifter is removed and cleaned at least once every month, more often if the unit
is being operated in a dusty environment.
To remove the fiiter open the rear service hatch and pull the fiiter media out of its frame by grasping in the
center. Wash the media in clean water and dry before refitting.
To refit hold the filter media in place over the air inlet and tuck the edges into the fiiter frame.
if the media has become damaged or heavily soiled it should be repiaced.
1.3 Confrolier options
Other functions that can be set on the controlier but are best left unaltered. The contoller can also indicate
system errors by displaying error codes.
The "CAREL 1 R32V0E000" Controller.
Reverse direct
PRG
Mute
91.0 SEL
35702_09-20
Chapter 9
Ser vice Training
Service Page 35
Basic parameters
The following parameters are pre set in the controller but can be adjusted.to desired level.
Code Parameter Value Description
P1 Switching 2.0 Temp dif between on and off switching
differential points
P14 Calibration offiset 0.0 Dif between displayed and actual temp reading
P25 Low alarm limit -50 Temp below which display shows Er5
P26 High alarm limit 90 Temp above which display showsEr4
P27 Alarm differential 2.0 Temp dif between on and off alarm points
P28 Alarm delay 60 Time between alarm signal and display
Mins (ls reset if conditions returns within limits)
To change these values;
1. Press and hold PRG button for around 5 seconds until P1 is displayed.
2. Use ▲ and ▼ buttons to select code to be adjusted.
3. Press and hold SEL button untii the parameter value is displayed.
4. Use ▲ and ▼ buttons to adjust value
5. Press SEL button to accept value. Gispiay returns to parameter code.
6. Adjust other values as required.
7. Press PFG. button store all modifiied values and return to normal operation.
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SERVICING AND TROUBLESHOOTLNG
NOTE. THIS SYSTEM IS CHARGED WITH R134A.
2. SERVICING THE AIR CONDITIONING SYSTEM.
The air canditioning system needs to be serviced regularly to ensure that it is working efficientiy and safely,
this should be on an annual basis ideally at the beginning of the summer. Before starting any servicing
or if the system performance is in question, carry out a BASlC SYSTEM CHECK. Some basic faults rnay
be diagnosed without a manifold gauge set but if any doubt exists regarding correct functioning then a fuil
check should be performed.
2.1 Basic System Checks
To stabilize the system:-
1. Start the engine and run at a fast idle (1000 rpm).

2. Turn the air conditioning on and set the controller temperature down. Set the blower to maximum speed.
3. The cab temperature needs to be at 20 °C or greater to prevent the air conditioning system from
switching off.
4. When the engine is at normal running temperature.
5. Operate the system for about 10 minutes.
When the systern has stabilized carry out the following:-
1. Note the condition of the sight glass. The sight giass is located in the top left-hand corner of the rear
service compartment and can be viewed with the hatch latched open. The sight glass should be clear. If
there are bubbles, after the compressor ciutch has been engaged for at least 15 seconds, then the
refrigerant level could be low.
Chapter 9
Service
2. Close all the doors and windows and allow the internal temperature to stabilize. Then measure the
temperature at the evaporator outlets. The temperature should change as the compressor clutch cycles
in and out. The outlet temperature with the clutch engaged should be signifcantly below ambient (4-12°C),
rising by 6-8°C when the clutch disengages.
!f any of the above are not within the normal range of values then there could be a fault with the air
conditioning system.
2.2 System Service.
Having checked the system and its operation carry out the tests listed below.
The manifold gauge set should be connected to the service valves located on the compressor. The two
valves are:-
i. Low side valve on the suction port.

ii. High side valve on the discharge port.
The air conditioning system needs to operate for a few minutes to allow the system to settle before any
readings are taken.
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C01. Register 05
Note the readings on the manifold gauges. The low side should be between 1.1 and 2.0 bar (gauge) and
the high side should be between 6 and 20 bar (gauge). (The actual values depend on the ambient
temperature).
Maintenance interval, Months

System Service; 12 24
General
Check Belt Tension *

inspect Fittings and Hoses *
Check Trinary Switch Operation *
inspect wiring and Connections *
Check Operation of Control Panel *
Check Fans are Free to Rotate *
Check Motor Running Currents *
Perform Manifoid Check *
Check Mounting Bracket Fixings *
System Check for Operator Misuse *
Compressor
Check Noise level *

Replace oil *
Check Clutch Operation *
Chapter 9
Ser vice Training
Service Page 37
System Service Months

12 24
Condensers
Clean Coils (Leaves, Dirt) *

inspect Coils for Damage *
Drier
Replace *
Sight Glass
Check Condition *
Evaporator
Clean Coils *
Inspect Coils for Damage *
inspect Drain Tray *
357 804 46 01. 0102
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High annual running times may require a reduction in service interval.
2.3 Changing Receiver drier

The receiver filter drier should be replaced:-
1 . If the system is opened to the atmosphere for long periods. (E.g. a broken hose)
2. If the expansion valve is replaced.
3. Every other year on the annual service even if none of the above have happened.
When a system is serviced compressor oil (Use Low Viscosity PAG Gil -5P10 ) should be added if any
component is replaced.
Condenser Add 28 ml
Drier Add 28 ml
Evaporator Add 84 rnl
Compressor See manufacturer's compressor information
Hose - If more than 4 m is replaced then add 1ml of oil for every metre over 4 m
2.4 Off season operation.
During the off-season the air conditioning system should be run for at least five minutes once a month.
This is done to circulate the oil in the system to lubricate all the fittings and seals. When running the air
conditioning system ensure that:-
1. The engine idle speed is greater that 1000 rpm.

2. The outside temperature is greater than 0 °C.
3. The cab interior temperature is greater that 20 °C.
4. The engine is at norma! running temperature.
Chapter 9
Service
9.2 COMPONENT REPLACEMENT
3.1 General
Note: Because of the specialist knowledge and equipment required to work on refrigerant systems only
qualified vehicle refrigeration engineers should undertake work on the cooling systems.
3.2 Receiver Drier.
Note: Before removing the drier, the system refrigerant must first be recovered.
The receiver drier is located behind the left hand rear corner panel and to access it, the panel must first
be removed.
Vvhen changing the drier, first disconnect and remove the trinary pressure switch and its threaded adapter
to reinstall on the new unit.
3.3 Trinary switch.

I
The trinary switch is located on the filter drier (see above). To replace the switch first isolate the air
conditioning control system and unplug the switch from the loom. The switch can then be unscrewed from
the threaded adapter (which incorporates a schrader valve to prevent refrigerant loss) and a new switch
357 804 46 01. 0102

C01. Register 05
installed in its place.
Condenser Coil
Note: Before removing fihe condenser coil, the system refrigerant rnust first be recovered.
Disconnect and blank refrigerant pipes from the coil connections. Remove condenser cowl and unplug
condenser fans. Lift condenser body off cab roof.
To remove coil from condenser body prise up the six plastic plugs from the body top to uncover the fixing
bolts. Remove bolts and replace coil. To refit condenser reverse above process.
3.4 Condenser fans.
To replace a condenser fan, first isolate the air conditioning control system and unplug the condenser fan
supply (plug located inside the condenser cowl). Remove the four bolts retaining the fan and cut leads from
plug. Fit new fan, cutting leads to suit and crimp off with new terminals to suit existing plug socket.
3.6 Evaporator coil.
Note: Before removing the evaporatar coil the system refrigerant must first be recovered.
Disconnect and blank refrigerant pipes from the air conditioner unit (ACU). Drain down heater system and
disconnect connections to ACU. Unplug electrical connections to the ACU then hinge it out and lift off
hinges.
Remove ACU cover (Unbolt and remove fiiter frame, remove bolts from edge of cover and from center
coil flanges, lift cover up levering on coii flange tops if necessary).
Remove cork tape insulation from around the thermostatic expansion valve (TEV) and unbolt. Remove
screw from bottom right end of heater coil (return bend end) and lift coil block out.
Remove TEV from evaporator and unbolt two coils. Pull evaporator away carefulfy removing frost stat
probe from coil and pull back through coil flange.
Chapter 9
Ser vice Training
Service Page 39
Fit new coil in reverse of above procedure with frost stat pushed 30mm into coil at approximately 60 mm
from the coil base. Replace cork tape around TEV once bolted in position.
3.7 Thermostatic Expansion Valve.
Proceed as for changing evaporator without splitting the coil block.
3 .8 Frost Stat.
Proceed as for changing evaporator but do not remove the TEV from the evaporator. Slnce the coils are
split pull frost stat sensor through both coil flanges. Disconnect electrical connections and unbolt from
heater coil flange. Fit new stat and re-assemble unit.
3 . 9 ACU Blower.
Remove ACU from vehicle and lift ACU lid off as for changing the evaporator coil. Unbolt fan from mounting
flange and lift out carefuily and disconnect wiring from motor terminals.
3.9 Heater Coil.
Proceed as for changing frost stat.

357 804 46 01. 0102
C01. Register 05
3.11 Heater Valve.
The heater valve is situated under the cab in the cooling system connections to the ACU.
Before removing the valve first drain down the vehicle coolant system and isolate the air conditioning
controls.
Unplug the valves cable connection and loosen the pipe clamps to free the valve. Take careful note of the
valve orientation and fit replacement valve in the same way.
4 System faults - Service gauge Identifcation.
The manifold gauges can be used to great effect to identify faults that have occurred in the air conditioning
system. The relationships between each gauge and the normal reading should be noted and not used in
isolation.
4.2 System faults - Sight Glass
The sight glass shouid in normai operation be clear with no bubbles.

Sight glass lndication
Cear Normal
Foam/Bubbles Low charge/Air in system
Discoloured Streak 1. Desiccant breakdown
2. Contaminated compressor oil
Cloudy Desiccant breakdown infiitrating rest of the systern
A ciear sight glass can also indicate a complete lack of refrigerant. So it is important that other checks are
used in conjunction with the sight glass to accurately diagnose a fault.
With R134A systems it can be normal to see a cloudy sight glass, as excess oil is circulated around the
system.
Chapter 9
Service
4.3 System Faults - General
(a) Compressor clutch not engaging.

1. No power to system.
2. Air conditioning unit / evaporator fan not turned on.
3. Bad earthing on compressor.
4. Low pressure switch activated, system pressure < 1 to 2 bar (gauge)
5. High pressure switch activated, system pressure > 14 to 28 bar (gauge).
6. Thermostat failure.
7. Defective clutch coil (open circuit).
8. Low system voltage.
(b) Belt moving but compressor clutch not rotating

1. Loose drive belt.
2. Compressor seized.
(c) Insufificient cooling.

1 . Insufficient refrigerant.
2. Excessive refrigerant.
.
(d) Blower motor does not operate
357 804 46 01. 0102

C01. Register 05
1. Fuse blown
2. Bad earth
3. Motor malfunction
4. Faulty fan switch.
(e) Blower motor operates but low airfiow.

1. Evaporator blocked.
2. Leakage in housing.
3. Frozen evaporator due to defective thermostat.
4.3.1 System Faults - Controller.
The controller can indicate and error in the system by displaying a limited number of efror messages as
follows.
ER0 Open circuit to or in the temperature probe.

ER2 Supply cut off during programming or electrical noise interferance.
ER3 External alarm from digital input contact.
ER4 HIGH alarm, input has exceeded parameter P26 for more than P28.
ER5 LOW alarm, input is below parameter 25 for more than parameter 28.
NOTE
In the event of an error code appearing this may need to be cleared. To restore factory
configuration cut of the supply to the controller, press and hold the PRG/Mute key while
powering up.
Chapter 9
Ser vice Training
Service Page 41
9.3 APPENDICES
A1. Recommended Equipment
General
Description Eberspacher Part No.

Mini crimp set 291 R100012
Kwik-hose cutter 291 R100010
N2 reguiator 10 Bar 291 R100027
Thermometer 291 R100014
Fin comb 291 R100009
Valve core tool 291 R100013
Compressor tool kit 291 R100007
Scales 291 R100026

Regulator adapter 291 R100029
Gas bottle connectors 291 R100040
Nitrogen cylinder Size B (oxygen free) -
357 804 46 01. 0102
C01. Register 05
Refrigerant Specific
R134A cylinder - 10 kg dumpy -

R134a recovery cylinder -
Service gauge manifold* 291 R100085
( R 134A)
Vacuum pump* 291 R100142
(R134A)
Charging cylinder* 291 R100088
(R134A)
Leak detector , 291 R100086
(R12/R134A)
Refrigerant comparator R134A 291 R100091
Adapter 1/4 S.A. E. to 1/2 ACME 291 R100146
(R13Aa)
Quick Couple 13 mm (L.P.) 291 R100144
(R134A)
Quick Couple 16 mm (H. P. ) 29I R100145
(R134A)
Low Viscosity PAG oil (150 ml) 99553
1. System Refrigerant Capacity.
357 Reach Stacker and 358 Fork Lift Truck.
Nominal charge capacity 700-800 grammes (R134A)

(Charging to be completed by qualified vehicle air conditioning engineer. (D0 NOT OVERCHARGE).
Chapter 9
Service
357 804 46 01. 0102

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Chapter 9
Ser vice Training
Service Page 43
357 804 46 01. 0102
C01. Register 05
Chapter 9
Service
357 804 46 01. 0102

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Chapter 9
Ser vice Training
Service Page 45
357 804 46 01. 0102
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Chapter 9
Service
357 804 46 01. 0102

C01. Register 05
Chapter 9
Ser vice Training
Service Page 47
9.3 ELME SPREADER "COMBI HANDLER" TYPE

357 804 46 01. 0102
C01. Register 05
Chapter 9
Service
9.3 SPREADER MODEL 857 (COMBI-HANDLER)
357 804 46 01. 0102

C01. Register 05
GENERAL VIEW OF SPREADER MODEL 857
1 Ring gear 8 Twistlocks

2 Slewing gear 9 Beam extension cylinder
3 Spreader bearing 10 Leg folding cylinder
4 Levelling cylinder 11 Legs
5 Blockstack cylinder 12 Sideshift cylinder
6 Spreader beam 13 Folding/clamping cylinder
7 RH beam extension 14 Control valve block
9.3.1 OPERATION AND CONSTRUCTION
The spreader is used to pick up loaded containers with a maximum weight of 40 tonnes and with different
lengths: 20', 30', 35' and 40'.
Suspension
The suspension of the 857 series spreader is identical to the 817 series spreader (see section 8.1.1)
Chapter 9
Ser vice Training
Service Page 49
HYDRAULIC FUNCTIONS
The spreader model 857 is equipped with the same hydraulic functions as the 817 spreader (see section
8.1.1).
It is also provided with four hydraulically-operated folding legs. The movement of these legs is driven by
3 hydraulic cylinders each per leg - the leg folding cylinder, the clamping cylinder and the blockstack
cylinder. One shuttle valve each controls the folding cylinder and the blockstack cylinder of a leg. The
folding cylinders are controlled as pairs (the two right-hand and the two left-hand are each controlled
together) by one shuttle valve each.
TWISTLOCKS
The 857 twistlocks are identical to the ones installed on the 817 spreader (see section 8.1.1)
ELECTRICAL SYSTEM
The central unit of the spreader electrical system is the main spreader box (L1), into which the signals of
all sensors and actuators flow. The main spreader box is connected to spreader box B5 (L6), from which
357 804 46 01. 0102
C01. Register 05
the control signals for spreader movement come, via connector U2.
Most of sensors are combined in subdistributors and then conducted to the main spreader box over a
collective lead. Three such subdistributors are located on the left and right side of the spreader (L3, L7
and L8 for the left side of the spreader; L4, L9 and L10 for the right side of the spreader).
The terminals for the solenoid valves for the functions rotation, tilting and braking are in subdistributor L5
at the slewing gear.
The solenoid valves for the clamping functions of the left-hand spreader side are connected directly to the
main spreader box (L1).
The solenoid valves for the clamping functions the right spreader side and all remaining solenoid valves
are connected in the subdistributor (L2) on the right-hand side of the spreader.
Chapter 9
Service
9.3.2 TECHNICAL DATA
9.3.2.1 OPERATING AND PERFORMANCE DATA

Operating voltage 24 VDC
Hydraulic operating pressure 140 bar
Operating pressure of levelling cylinder (low pressure) 30 bar at rear, 1 bar at front
Operating pressure of levelling cylinder (high pressure) 60 bar at rear, 8 bar at front
Weight 8.5 tonnes
Capacities:
- Slewing gear up to base of filler opening
- Slewing brake up to base of filler opening
Oil types and lubricants:
- General lubrication points general grease
- Turntable bearing Linde lithium-based, heavy duty grease
357 804 46 01. 0102

C01. Register 05
with EP additives and MOS2
- Slewing gear transmission oil to ISO 2448
VG 150-220
- Slewing brake hydraulic oil to ISO VG 46
Torque loadings:
- Fastening screws slewing gear to turntable bottom plate:

- Ring gear fastening screws (without securing devices):
9.3.2.2 HYDRAULIC CIRCUIT DIAGRAM FOR SPREADER MODEL 857 COMBI HANDLER
1 Feed from main hydraulic pump. 12 Sideshift cylinders

2 Return to tank 13 Stop cylinder LH
3 Leak return to tank 14 Twistlock cylinder RH
4 Feed to damping cylinders 15 Extention cylinder RH
5 Damping cylinders 16 Fold rear leg cylinder LH
6 Rotate motor 17 Blockstack & Clamp rear leg cylinder LH
7 Fold rear leg cylinder RH 18 Blockstack & Clamp front leg cylinder LH
8 Blockstack & Clamp rear leg cylinder RH 19 Fold front leg cylinder LH
9 Blockstack & Clamp front leg cylinder RH 20 Extention cylinder LH
10 Fold front leg cylinder RH 21 Twistlock cylinder LH
11 Sidetilt cylinders 22 Stop cylinder RH
C01. Register 05
357 804 46 01. 0102
1
max 145 bar
max 145 bar
Tank line T
2
Tank line T
Ser
T P P T T P
3
Y50 Y49
4
Y18
Service
Y10 Y12 160 bar 40 bar

Y13 Y14
160 bar 80 bar 40 bar 80bar 9bar 80bar
22
80 bar 80bar
12
80 bar Y15
80 bar Y16 Y17
Y3 Y1
80 bar
80 bar
80 bar
21
80bar
80 bar 80bar
80 bar 80bar
11
vice Training
80 bar
6
Y7 Y5
20
T P T P T P
T P T P
Y9 Y11 Y28 Y29 Y35 Y34 Y31 Y30
13
Y24 Y25 Y33 Y32 Y27 Y26
Y27
Y4 Y2
14
80 bar
35702_09-50
80 bar
Y8 Y6
7
15
Page
10
Chapter
19
16
17
18
9
51
Chapter 9
Service
9.3.2.2 ELECTRICAL CIRCUIT DIAGRAM FOR SPREADER MODEL 857 COMBI HANDLER
1 Printed circuit board on beam 2 Printed circuit board on beam

3 Printed circuit board on beam 4 Leg 2 front up switch
5 Leg front down switch 6 Clamped front LH switches
7 Clamped rear LH switches 8 Clamped front RH switches
9 Clamped rear RH switches 10 Seated foot front LH
11 Seated foot rear LH 12 Seated foot front RH
13 Seated foot rear RH 14 Leg 1front up LH
15 Fold 1front leg up 16 Fold front 2 leg up
17 Leg 1 front down RH 18 Fold 1front leg down
19 Fold 2 front leg down 20 Leg 1 rear up RH
21 Fold 1rear leg up 22 Fold 2rear leg up
23 Leg 1 rear down LH 24 Fold rear 1 leg down
25 Fold rear 2 leg down 26 Unclamp leg LH
27 Unclamp leg RH 28 Clamp leg LH
29 Clamp leg LH 30 Feed to clamp legs
31 Feed to unclamp legs 32 Feed to fold rear legs down
33 Feed to fold rear legs up 34 Feed to fold front legs down
35 Feed to fold front legs up 36 Seated foot signal rear RH
357 804 46 01. 0102

C01. Register 05
37 Seated foot signal front RH 38 Seated foot signal rear LH
39 Seated foot signal front LH 40 Clamped RH signal interlock
41 Clamped LH signal interlock 42 Signal legs front down
43 Signal legs front up
Note.
The small numbers on the pc boards indicate the terminal number at which the connection is
made.
Chapter 9
Ser vice Training
Service Page 53
550
Print no. 745 829
PCB 4
549
70 + +
A S29
-
- - 4
548
67 + +
-
B S30
- -
5
547
Print no. 745 829
43
16/11 13 28 1
PCB 4 +
2
546
74 S35 + +
Print no. 745 829
- -
PCB 3
29
6
545
16/12 14 2 75
+ A S36 + +
42 F
-
- -
544
77 S38 + +
543
Print no. 745 829 - -
-
PCB 3 B 78 S39 + + 7
Print no. 745 873
542
- -
PCB 2
1 5 7 80 S41 + +
541
- +
81
- - 8
C S42 + +
540
-
Print no. 745 873 - -
PCB 2 83
539
S44 + +
- -
84 9
538
D S45 + +
-
- -
537
2 6 7
- +
536
16/9 11 26 3
41
535
2
+
16/10 12 27 4
40
534
533
C
532
D2
3 76 S37 + +
10
531
-
- -
16/5 7 22 5
357 804 46 01. 0102
530
39 D3
C01. Register 05
79 S40 + +
4
11
529
-
- -
16/6 8 23 6
38
528
+ D4
5 82 S43 + +
527
24
-
- - 12
16/7 9 7
37
526
+ D5
6 85 S46 + +
13
525
-
- -
16/8 10 25 8
36
524
9 +
14 -
523
13 66 S25 + +
-
-
-
522
- 9 52 Y24
18 15
521
16/3 12
35 58 Y24
520
10 Y28
16
71 S26 + +
B8
14
519
- Y28
- -
59 17
518
11 Y29
16/4 19 13
18
34
517
D6 53 Y29
12 Y25
19
516
18
- +
Y25
72
515
19 + +
-
-
- -
20
514
16/5 20 14
33
513
16 60 Y30
21
512
Y30
17 54 Y26
511
-
22
Y26
510
22 68 S24 + +
-
-
S24
- 23
509
16/6 21 15
32 55 Y27
508
20
24
Y27
507
21 D7 61 Y31
25
Y31
506
16/2 17 57 Y33
31 10 7
26
505
Y33
504
11 8 63 Y35
27
Y35
503
16/1 16 56 Y32
30 Y32 28
502
62
501
Y34
29
Y34
Chapter 9
Service
8.1.3 SPREADER REMOVAL AND ASSEMBLY
The 857 series spreader is removed from and installed on the boom in the same way as the 817 spreader
(see section 8.2).
8.1.4 REPAIRING THE 857 SERIES SPREADER
For all other repairs such as renewal of the sliding bearing, twistlock repair, sealing of cylinders, etc., see
spreader model 817 (section 8.2).
9.1.5 STOP CYLINDER
A stop cylinder that locks the spreader beam at the correct length to handle containers at 20',30'35 and
40' is standard on the combi handler. It is an option on the standard beam.
357 804 46 01. 0102

C01. Register 05
STOP CYLINDER
1 Cover
2 Seal kit part
3 Housing
4 Screw
5 Piston
6 Guide bushing
7 Piston rod
8 Screw
RENEWING THE STOP CYLINDER SEALS
NOTE: A seal kit (2) containing all the seals is

available. To renew the seals, the stop
cylinder must be removed from the
hydraulic stop.
Chapter 9
Ser vice Training
Service Page 55
9.4 CENTRAL GREASING

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Service
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Chapter 9
Ser vice Training
Service Page 57
9.4 CENTRAL GREASING

Central greasing consists of an electronicaly driven pump and storage container (A) that must be filled with
grease of the correct specification. An electronic controller (B) sets the intervals at which the pump
operates and pumps grease to the lubrication points on the truck.
The grease is pumped around the truck through a network of pipes to manifold blocks (C) where the
lubricant is divided into different pipes to supply grease to the different points in that area of the truck.
The quantity of grease supplied is controlled by adjustable injector nipples at each manifold output pipe.
The layout of the system may vary slightly in different trucks.
The controller also monitors the system for operation and faults and indicates these with warning lights
in the drivers cabin (1,2,3). The Green light (1) indicates that the system is on a grease pumping cycle,
the Flashing Red (2) indicates low grease level and a constant Red (3) shows Low system pressure.
B
357 804 46 01. 0102
C01. Register 05
3
Chapter 9
Service
9.4.1 ELECTRONIC SYSTEM TIMER.
A) ADJUSTING CYCLE TIME INTERVAL.
The interval time between two successive greasing cycles can be adjusted using the step switch. One
of ten intervals can be selected (15 min to 150 min in 15 min increments). If the ignition is switched off
during the greasing cycle, that cycle will be ended. When the ignition is switched on again greasing will
resume at the next set time.
B) TESTING THE TIMER

The various electronic timer positions can be tested as follows:
(N.B. 356/357 have “power on” red led on timer box.)
Test 1,, Step switch test

- Set the switch to position “test A”.
- Activate the timer by switching on the ignition.
- Press the Red “test” button.
- Wait for the in-cab Red warning light to activate, then release the “test” button.
- Within 2 seconds turn the step switch to the required time position. Each position produces a signal:
position 1 (15 min) gives one flash, position 2 (30 min) gives two flashes, etc.
- The switch can be set to all positions but note positions “test A” and “test B” will produce a flashing
357 804 46 01. 0102

C01. Register 05
Red alarm signal.
- N.B. “Test B” position is not used.
- End the test by switching off the ignition.
Test 2, Single cycle

In order to check the system, a single lubrication cycle can be performed.
- Switch the ignition onPress the Red “test” button on the electronic time, for at least 3 seconds, a
normal greasing cycle will then follow. The switch can be set in any position except “test A” and “test
B”.
After this the timer will operate at the set interval.
Test 3, Accelerated (multi) Cycle

- Switch ignition on
- Set the step switch to position test ‘A’
- Press and hold the ‘test’ button.
- The Red warning light in the cab will now light up. The ‘test’ button must be pressed as long as the
light is on.
- Within 3 seconds of the Red light going off turn the step switch to the 15 minute cycle position.
- The timer is now fully operational, the time intervals are now 1/20 of their usual times. The pressure
gauge on the pump should indicate a minimum of 80 bar per cycle.
- End the test by switching the ignition off.
Reset timer to normal factory setting - 75 mins or a setting to suit end user operating conditions.
Chapter 9
Ser vice Training
Service Page 59
C) BLEEDING THE SYSTEM
- Remove distribution block blanking plugs.

- Switch ignition on.
- Press and hold the Red test button for at least 5 seconds. This will activate one full 5 minute
greasing cycle.
- Repeating above procedure (b and c) until grease appears with no air bubbles.
- Replace distribution block blanking plugs.
- Reset timer to appropriate intervals.
D) Grease Specification – Groeneveld ZW-O
a) NLGI Class - 0 (zero)
b) Thickener - Lithium / Calcium
c) Drop point, Din 1502176 - 170°C
d) Water resistant, Din 51807, Part - 1:90
e) Temperature range - -20°C to +110°C

357 804 46 01. 0102
C01. Register 05
f) Base oil viscosity at 40°C (min..mm2/5) - Mineral oil polymer 700
g) Protection against corrosion - 0 and 0

(In accordance with Emcor test) Din 51802
h) Application - Earth moving /Industrial / agricultural
E) CIRCUIT DIAGRAM. (SEE PAGE 68)
KEY TO DIAGRAM.
A Connections in grease pump.

1 Pressure switch.
2 Negative return.
3 Low grease level warning.
4 Positive feed.
B Connection to fuse No 6 in main fuse box (10 amp)
c Connection to earth at main fuse block.
D Warning LED in electronic control box.
E Connections in electronic control box.
F Red warning light in cabin.
G Green warning light in cabin.
Chapter 9
Service
357 804 46 01. 0102

C01. Register 05
Chapter 9
Ser vice Training
Service Page 67
9.6 HYDRAULIC MOVING CABIN

357 804 46 01. 0102
C01. Register 05
Chapter 9
Service
9.6 HYDRAULIC MOVING CABIN
The hydraulic moving cabin option permits the cabin to

be driven backwards or forwards by operation of a 3
position rocker switch adjacent to the handbrake button
in the drivers cabin.
An additional solenoid at the third spool of the main

control valve, utilising the opposite end of the main spool
that provides oil to the spreader, supplies oil to a
357 804 46 01. 0102

C01. Register 05
hydraulic motor that drives the cabin on the standard
cabin roller trolley.
The chain is adjustable at the cabin trolley fittings.

Chapter 9
Ser vice Training
Service Page 69
The rocker switch in the cab feeds the cabin motor flow switching solenoid valves (1) mounted under the
cross plate adjacent to the two motor feed pipes. Oil flowing from the main spool though the pipe (2) will
be directed into the switching valve (3). The valve will direct oil to the motor in order to move the cabin in
the selected direction. Oil flowing out of the motor will return to tank through the pipe (4).
2
357 804 46 01. 0102
C01. Register 05
9.6.1 CIRCUIT DIAGRAM. (SEE PAGE 74)
KEY
1 Load sensing line. 9 Flow to spool end cabin(9ltr/min).

2 Main pump flow. 10 Solenoid valve.
3 Return to tank line. 11 Check valve.
4 Pressure relief valve (140 bar) 12 Pressure relief valve (140 bar)
5 Solenoid valve. 13 Feed to directional valve.
6 Flow to spool end Spreader (100 ltr/min) 14 Directional valve.
7 Main valve spool. 15 Cabin motor.
8 Flow to spreader. 16 Motor return to tank.
Chapter 9
Service
9.6.2 OPERATION OF THE MOVING CABIN.
The third spool of the control valve (7) is operated by the drivers joystick buttons to open and supply oil
to the spreader in standard machines. When the moving cab option is fitted the other end of this spool is
used to supply oil to the moving cabin directional valve. Operation of the switch in the cabin will provide
an electrical supply to both the pilot feed solenoid (10) and the directional valve (14) acording to which way
the switch was pressed. Both valves will operate, the spool (7) will move to open the main oil flow to the
directional valve (14). This valve will open a flow of oil to one side of the motor (15) moving the cabin. The
return to tank path for oil flowing through the motor is opened at the same time. When the rocker switch
is released the suplly to all solenoids is lost and the valves return to neutral locking the cabin in position.
3
2
1
6
15
357 804 46 01. 0102

C01. Register 05
7
4
8
12
14
11 9
10
16 13
Chapter 9
Ser vice Training
Service Page 71
9.7 JOYSTICK AND MINI WHEEL STEERING

357 804 46 01. 0102
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Chapter 9
Service
9.7.1 JOYSTICK STEERING
1
Joystick steering is added in addition to the standard
steering wheel as an optional extra. The joystick is fitted
to the left hand side arm of the drivers seat and hinges
down into position or up when not in use.
The LED (1) illuminates when the joystick is in operation, 2
the two switches (2) turn the option on or off, the system
is automatically switched off if the driver touches the
steering wheel while the joystick is in use. The joystick (3)
also controls the direction of movement, if the joystick is
pushed forward, the transmission selects forward travel,
if it is pulled backwards the reverse direction is selected. 3
When the accelerator is pressed and the machine begins
to move the steering is controlled by moving the joystick
left or right. The wrist rest (4) is ergonomically designed
for operator comfort.
4
The system incorporates a pressure switch (1) and a
357 804 46 01. 0102

C01. Register 05
change over valve (2) that provides oil to 4/3 way valve
operated by proportional solenoid valves (3) to supply
the proportional steering valve.
4 3
3
2
Chapter 9
Ser vice Training
Service Page 73
There is a potentiometer that acts as a positional sensor

mounted below the steering cylinder that senses the
position of the cylinder and the hubs.
9.7.2 JOYSTICK STEERING, OPERATION.
Refer to the hydraulic and elecrical diagrams on pages 79 &81.
The joystick option is incorporated by the addition of two hydraulic valves, a change over valve that
switches the LS sensing from the Danfoss steer hand pump to the joystick proportional valve. The Joystick
357 804 46 01. 0102
proportional valve will then switch the pump flow from the steer hand pump to the proportional valve and
C01. Register 05
so to the R or L section of the flow amplifier.

Operation of the Joystick ON switch and movement of the joystick operates the pressure switching valve
which in turn operates the change over valve. If the joystick is pushed forward then foward drive will be
selected. Operating the joystick to the left or right will move the 4/3 way valve proportionaly, pump flow
will be diverted out of the flow amplifier valve, through the joystick proportional valve and back into the
amplifier at either R or L. The steering will then operate. A sensing potentiometer mounted on the steer
cylinder measures the position of the cylinder and informs the electronic control when the steering is
straight ahead or in a turning mode. When the joystick is allowed to return to the centre postion the control
system will return the steering to the straight ahead postion. During operation of the joystick mode any
movement of the steering wheel will overide the jostick function by sending a load sense signal to the
change over valve that will operate back to the normal mode and return control to the standard steer wheel.
MINI STEERING WHEEL
The mini steering wheel s fitted in place of the joystick, it works in the same manner, being an electronic
controller sending signals to the proportional valves.
Chapter 9
Service
9.7.3 JOYSTICK STEERING, CIRCUIT DIAGRAMS
KEY TO HYDRAULIC DIAGRAM.
1 Linde load sensing hydraulic pump. 105cc

2 Danfoss proportional flow amplifier. comprising
2a Priority flow valve
2b Combined valve flow switching unit.
2c Combined valve flow control unit.
2d Directional spool
3 Danfoss steer hand pump
4 Cross line pressure relief valves
5 Steer cylinder
6 Pressure change over valve
7 Proportional steering valve. comprising
7a Proportional direction valve
7b Directional check valves
7c Load sensepressure switching valve
7d LS Pressure reilief valve
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C01. Register 05
Chapter 9
Ser vice Training
Service Page 75
200/160*2*272
CL CR
260bar 260bar
2 4
R R
L L
pmax=210bar
2d
P P
T T
L R
LS 7a 7b
2c
T
2b
EF
7c
357 804 46 01. 0102
3
7d
C01. Register 05
7 P bar
2a
LS
LS=210 bar
HT LS HP
1bar
240lit/min DN25-30
X1 A
LS1
LS2 p=34bar X
1
DN18
P
19ccm
105ccm
35702_09-39
L
lit/min DN25
240 lit/min
Chapter 9
Service
KEY TO ELECTRICAL DIAGRAM.
B6 Electronic gearchange switch.

Bst Joystick Controller
B2a Propshaft speed sensor
B2 Transmission speed sensor
P1 Steer position potentiometer
S12 Transmission dump switch
S12a Electronic gearchange switch ON/OFF switch
S12b Joystick ON/OFF switch
YF Forward dump relay
YR Reverse dump relay
YL Left turn proportional valve
YR1 Right turn proportional valve
YLS Pressure switching relay
Y2 Transmission Forward solenoid
Y3 Transmission Reverse solenoid
Y4 Transmission 1st solenoid
Y5 Transmission 2nd solenoid
Y6 Transmission 3rd/4th solenoid
357 804 46 01. 0102

C01. Register 05
The diagram shows the modification to the circuit when the joystick option is fitted, The joystick is
connected to fuse 33 and linked to the EGS (Clark transmission).
C01. Register 05
357 804 46 01. 0102
F16 F33
Ser
11
9
9
11
7
12
:5 :9
S12a S12b
5 3 12 8
Service
10 Pg6:252
8
(K5:86) 4 2 13 9
X5:8 :1 :10 21
X10:9
3
X10:12
176
479
YL
RT
PU
62
25
29
:9 :8 :1
:1 :3 :13 :14 :15
FOR.
REV.
vice Training
B6 Bst
:2
1st
3rd
REV
2nd
FOR
+24V
SCR.
GND
+24V
SIG
SIG
SCR.
SIG
GND
GND
:6 :7 :4 :5 :9 :10 :11 :5 :6 :4 :7 :12 :2 :3 :4 :3 :2 :1 :4 :3 :2 :1
434
433
X44:4 X44:3
GN
TQ
BK
WH
GY
X12:14 X12:13
12
5
YR
133
131
14 16 15 11 17
YF
X44:1 X44:2 X44:5
1
X12:12 X12:11 X12:10
X12:6 X12:7
X2:7 X2:8
5
2/4
1
137
430
431
432
176
Pg1:39
(K6:87a) (K3:87a)
Pg4:194
Y2 Y3 Y4 Y5 Y6 B2 YL YR YLS B2a
138
Page
Chapter
+p
P1
115
S12
9
77
Chapter 9
Service
357 804 46 01. 0102

C01. Register 05
Chapter 9
Ser vice Training
Service Page 113
9.10. ADDITIONAL DEVICES
There are a number of options for additional devices that

can be fitted as add ons to the truck as follows:
VIDEO VIEWCAM
A video camera can be added to the truck, usually on the

counterweight, to aid rear viewing for safety. An eight core
cable provides a feed to a monitor in the cabin where the
view can be monitored by the operator. The power supply 35702_09-48
for the system comes from an existing spare cabin feed.
FLUID PREHEATERS
A thermostatically controlled heater element is added to

the engine coolant or hydraulic system, The heaters work
on mains voltage and are supplied through a plug on the
chassis as illustrated.
357 804 46 01. 0102
C01. Register 05
CABIN PREHEATER
In cold climates a cabin preheater that operates on mains

voltage as above is also available.
All these mains devices are supplied from an additional

power box in the battery compartment as illustrated.
Chapter 10
Ser vice Training
Service Page 1
10. DATA SHEETS

357 804 46 01. 0102
C01. Regidter 05
Container-Load weight and lift height (under twistlocks)
Toplift Handler – TL
Equipment Reach Stacker
C 4230 TL / 4 8’ 6” C 4230 TL / 5
27
8’ 6”
6 high 15900 mm
C 4230 TL / 4 9’ 6” C 4230 TL / 5 9’ 6” 40000 kg and 45000 kg
37 5 high 13400 mm 37 25 5 high 14100 mm 34 5 high 15900 mm
42 30 4 high 11120 mm 42 30 16 4 high 11350 mm 42 4 high 13400 mm 42 30 4 high 14100 mm
42 30 42 30 16 42 30 3 high 11120 mm 42 30 16 3 high 11350 mm
42
42
L1
30
30
L2
16
16
L3
2 high 6850 mm 42
42
L1
30
30
L2
16
16
L3
42
42
L1
30
30
L2
16
16
L3
2 high 6850 mm 42
42
L1
30
30
L2
16
16
L3
C 4230 TL
C 4531 TL
llustrations and technical details not binding for actual construction. All dimensions subject to customary tolerances.
C 4531 TL / 4
45
8’ 6”
5 high 13400 mm
C 4531 TL / 5
35
45 25
8’ 6”
6 high
5 high
15900 mm
14100 mm
C 4531 TL / 4 9’ 6” C 4531 TL / 5
41
9’ 6”
5 high 15900 mm
C 4234 TL
45
45
45
31
31
31 16
4 high
2 high
11120 mm
6850 mm
45
45
45
31
31
31
16
16
16
4 high 11350 mm 45
45
45
31
31 16
4 high 13400 mm
3 high 11120 mm
2 high 6850 mm
45
45
45
31
31
31
16
16
4 high
3 high
14100 mm
11350 mm C 4535 TL
45
L1
31
L2
16
L3
45
L1
31
L2
16
L3
45
L1
31
L2
16
L3
45
L1
31
L2
16
L3
C 4026 CH
C 4234 TL / 4 8’ 6” C 4234 TL / 5 8’ 6” C 4234 TL / 4 9’ 6” C 4234 TL / 5 9’ 6”
C 4030 CH
37
42 34
5 high R1 13400 mm
4 high R2 11120 mm
27
37
42
25
34 17
6 high R1 15900 mm
5 high R2 14100 mm
4 high R3 11350 mm 42 4 high 13400 mm
34
42 31
5 high 15900 mm
4 high 14100 mm
C 4531 CH
Subject to modification in the interests of progress.

42 34 42 34 17 42 34 3 high 11120 mm 42 34 17 3 high 11350 mm
42 34 17 2 high R3 6850 mm 42 34 17 42 34 17 2 high 6850 mm 42 34 17
42 34 17 42 34 17 42 34 17 42 34 17
L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3
C 4535 TL / 4 8’ 6” C 4535 TL / 5 8’ 6” C 4535 TL / 4 9’ 6” C 4535 TL / 5 9’ 6”
35 6 high R1 16000 mm
Introduction Driver’s compartment with optimised of 246 kW. Maximum engine torque of
45 5 high R1 13500 mm 45 32 5 high R2 14200 mm 41 5 high R1 16000 mm
The Series 03 generation of Reachstacker has ergonomics 1674 Nm is attained at 1100 rpm. This
45 35 4 high R2 11220 mm 45 35 19 4 high R3 11550 mm 45 4 high R1 13500 mm 45 35 4 high R2 14200 mm been developed to embrace the latest tech- Steps on the left side of the vehicle provides modern propulsion unit is notable for partic-
45 35 19 3 high R3 6950 mm 45 35 19 45 35 3 high R2 11220 mm 45 35 19 3 high R3 11550 mm nological advances in continuous equipment access to the raised centralised driver’s com- ularly smooth running with low noise emis-
45 35 19 45 35 19 45 35 19 2 high R3 6950 mm 45 35 19 monitoring and truck to operator electronic partment. A comfortable suspension-type sions and outstandingly clean exhaust.
45 35 19 45 35 19 45 35 19 45 35 19 communication interfaces. With developments driver’s seat is standard with full adjustment
Powerful brakes Safety ● On-demand working hydraulics, in engine power and drive management, for weight and size of the operator. Operator The automatic transmission
L1 L2 L3 L1 L2 L3 L1 L2 L3 Oil actuated, hub mounted wet disc brake ● Engine/Transmission-integrated oil supply by multi-pump installation hydraulic control and safety systems, Linde controls satisfy the ergonomic standards and the drive axle
L1 L2 L3 units. Fail-safe oil actuated brake system. forward-reverse interlock, downshift ● High lift and lowering speeds are able to develop a Reachstacker with the defined by ISO 6682, and have all been Torque converter coupled automatic electronic
Input shaft, disc mounted hand brake unit. protection and engine neutral start ● Hydrostatic power steering ability to carefully balance the requirements further optimised for easy, effortless operation. controlled four-speed powershift transmis-
Combination Handler – CH ●
Foot brake application by applied pressure to transmission safety interlock Telescopic spreader with hydrostatic of the driver, with the operating characteristics Ergonomically designed fully adjustable drivers sion. Reversing interlock. Speed controlled
C 4026 CH / 4 8’ 6” C 4026 CH / 5 8’ 6” C 4026 CH / 4 9’ 6” C 4026 CH / 5 9’ 6” the centralised brake plate. Parking brake ● Power unit safety monitors rotation and integrated sideshift of the equipment, in harmony with safe opera- operating console attached to the seat. Fully downshift protection. For accurate lower-
application of the electrical switch situated ● Steering control integrated ‘anti-kick’ ● Overload safety device tion and equipment protection. Advances in adjustable steering column – rise/fall/tilt. Multi- speed handling and positioning, a brake plate
33 22 5 high R 1 15575 mm 29 5 high R1 15575 mm on the operators console. valve, and steering shock valve ● Road lighting with reverse warning stress analysis and finite element modelling function single hydraulic control lever pro- pressure switch is coupled to the accelerator
40 26 4 high R1 13075 mm 40 26 12 5 high R2 13775 mm 40 4 high R1 13780 mm 40 26 4 high R2 13780 mm ● Twistlock position indicator lights and ● Lighting on telescopic boom techniques, have enabled Linde to fully re- vides all load control movements, facilitating pedal to enable transmission disconnect
40 26 4 high R2 10800 mm 40 26 12 4 high R 3 11025 mm 40 26 3 high R2 10800 mm 40 26 12 3 high R3 11050 mm Unique telescopic reach boom safety interlock ● Pneumatic tyres design, test and examine the machines struc- smooth easy load handling. Control and su- whilst maintaining high engine speed for
Telescopic boom developed for optimum ● Safe load lowering valve ● Spreader stops 20’/ 24’/ 30’ (CH Model) tural profile, under extreme operational condi- pervision instrumentation is installed below, hydraulic operations. Wide-track front drive
40 26 12 2 high R3 6550 mm 40 26 12 40 26 12 2 high R3 6550 mm 40 26 12
robustness and rigidity. Capable of dealing ● Low noise emissions ● Forward moving cabin with rear safety tions, and to simulate these tests in controlled and at the upper edge of the windscreen, axle incorporates two-stage reduction gear-
40 26 12 40 26 12 40 26 12 40 26 12 ● Central warning lamp window (CH model)
with demanding operating conditions with environments at our test facilities and also facilitating line-of-sight operator visibility. Major boxes. High quality steel plate construction
L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 maximum load, including the handling of (instrument monitoring) on customer sites. This test programme has components constantly monitored, malfunc- optimised for heavy-load handling.
containers in the second and third rows. All ● Horn Optional equipment ensured that equipment delivered not only tions are signalled through a central warning
stressed boom components were developed ● Spreader stops 20’/ 30’/40’ (TL model) meets, but exceeds known operational, safety, light – the driver is able to concentrate fully Smooth power steering
Combination Handler – CH with the aid of computer based finite model- Standard equipment ● Spreader stops 20’/ 24’/ 30’/40’ (TL model). and structural standards. on the job in hand, in the safe knowledge Hydrostatic power steering allows full steering
ling FEM. The extreme rigidity of the assembly ● Fully equipped centrally located driver’s ● Forward moving cabin with rear safety that all important truck functions are subject lock to be attained even at standstill. Accurate
C 4030 CH / 4 8’ 6” C 4030 CH / 5 8’ 6” C 4030 CH / 4 9’ 6” C 4030 CH / 5 9’ 6” window (TL model)
in conjunction with carefully designed guides for cab with hinged doors; wipers for wind- to permanent, automatic supervision. Load manoeuvrability with minimum effort. Line
33 22 5 high R 1 15575 mm 29 5 high R1 15575 mm the telescopic outreach movements provides screen, rear screen and overhead guard ● Central greasing system The major characteristics at a glance control progressive LED display, line-of-sight mounted anti-shock valve. Cabin mounted
for smooth, shock-free load handling in com- screen, combined with screen washer ● Cabin pre-heat system ● Ergonomically optimised driver’s positioned providing the driver with continu- anti-kick valve. Heavy-duty steer axle mounted
40 30 4 high R1 13075 mm 40 30 13 4 high R2 13780 mm 40 4 high R1 13075 mm 40 26 4 high R2 13780 mm
bination with low power requirements. equipment, heater and demister ● Automatic reversing light compartment ous load positional information. to the chassis via resilient, synthetic bushes
40 30 4 high R2 10800 mm 40 30 13 5 high R 2 11050 mm 40 30 3 high R2 10800 mm 40 30 13 3 high R3 11050 mm ● Fully adjustable suspension-type seat ● Working lights on spreader ● Powerful, modern diesel engine combining allowing axle articulation over uneven ground.
Printed in Germany · 102 · e · 5 · 0204 · A & P · Ind. E

40 30 13 2 high R3 6550 mm 40 30 13 40 30 13 2 high R3 6550 mm 40 30 13 Telescopic spreader ● Comprehensive instrumentation ● Rotating beacon Steering lock stops prevent cylinder over-
low fuel consumption with excellent Stable, robust chassis
40 30 13 40 30 13 40 30 13 40 30 13 Telescopic toplift spreader 20ft to 40ft. Incor- ● Cummins diesel engine with turbo-charger ● Load weight indicator and data log system exhaust emission characteristics fully Heavy duty chassis frame. Two large box stroke.
porates automatic self-levelling and hydraulic ● Safety monitors for engine ● Cold climate specification to –25°C satisfying the latest standards TIER II section side members. Front and rear cross
L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 ● Radio cassette player
damping. Rotation by 95 degrees/185 degrees and transmission oil pressure ● High Engine torque at low rpm, facilitating chassis load plates; ensures excellent rigidity On-demand variable displacement pumps
actuated by a single hydrostatic motor (brake ● Clark 4 speed electronic Powershift trans- ● Radio compact disc player fast as well as accurate manoeuvring and load stress handling. All mechanical and Working hydraulics
Combination Handler – CH unit mounted). Two pinion gear meshed mission with integrated forward/reverse ● Climate control ● Variable displacement hydraulic system hydraulic components are located well inside Load sensing hydraulic system. Twin Linde
rotation brake units. Sideshift is ± 800 mm. safety interlock; automated transmission ● Reverse driving mirrors, standard or heated providing on-demand working hydraulic: the chassis structure where they are perfectly highly efficient variable piston pumps. Load
C 4531 CH / 4 8’ 6” C 4531 CH / 5 8’ 6” C 4531 CH / 4 9’ 6” C 4531 CH / 5 9’ 6” Slope pile ± 2 degrees. ratio selection ● Alternative colour schemes Hydraulic power output always corres- protected from outside damage. All inside sur- sensing valve control – provides metered
● Heavy-duty double hub reduction drive axle, ponds to actual demand faces are covered in sound deadening ma- quantities of hydraulic oil to all services on-
43 5 high R1 13175 mm 41 27 5 high R 1 15675 mm 36 5 high R1 15675 mm
incorporating oil bath-type multi-disc brakes ● Automatic electronic four-stage trans- terial. Chassis under-body is 75 % covered. demand. Precise amount of oil required by
45 31 4 high R2 10900 mm 45 31 15 5 high R 2 13880 mm 45 4 high R1 13175 mm 45 31 4 high R2 13880 mm with zero maintenance requirements the services selected is delivered. Reduction
mission incorporating road speed control
45 31 45 31 15 4 high R 3 11150 mm 45 31 3 high R2 10900 mm 45 31 15 3 high R3 11150 mm gear selection, downshift protection and High-tech Diesel Engine of sustained load on the engine, thereby saving
45 31 15 2 high R3 6650 mm 45 31 15 45 31 15 2 high R3 6650 mm 45 31 15 Linde AG, Linde Material Handling Division reverse interlock, enabling safe, efficient Cummins QSM 11 6-cylinder diesel engine fuel. Reduction of wear on hydraulic parts by
45 31 15 45 31 15 45 31 15 45 31 15
Postfach 10 0136, 63701 Aschaffenburg, Germany working and providing high rates of of 11 litres cubic capacity, equipped with limiting unnecessary oil flow. Extended oil life.
Phone +49-60 21- 99-0, Fax +49-60 21-99 -1570 acceleration and slow down turbo-charger and Intercooler. Rated output
L1 L2 L3 L1 L2 L3 L1 L2 L3 L1 L2 L3 www.linde-forklifts.com, info@linde-forklifts.com
LINDE Reach Stacker 357 03 DFG AST Stacking aisle AST Travelling aisle
Designation acc. to VDI 3586
Data sheet for material handling equipment Registration note to VDI 3586
VDI 2198 4 5 4 5
20’ 12700 12900 20’ 10225 10225
January 2004
40’ 14400 14600 40’ 13050 13050
1.1 Manufacturer Linde Linde Linde Linde Linde Linde Linde Linde Linde Linde Linde Linde Linde Linde
1.2 Model designation C 4230 TL / 4 C 4230 TL / 5 C 4531 TL / 4 C 4531 TL / 5 C 4234 TL / 4 C 4234 TL / 5 C 4535 TL / 4 C 4535 TL / 5 C 4026 CH / 4 C 4026 CH / 5 C 4030 CH / 4 C 4030 CH / 5 C 4531 CH / 4 C 4531 CH / 5
1.3 Power unit: battery, diesel, LP gas, mains power Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel Diesel
Characteristics
1.4 Operation: manual, pedestrian, stand-on, seated, order picker Rider Seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated Rider seated
1.5 Load capacity (L 1, L 2, L 3) Q (kg) 42000/30000/16000 42000/30000/16000 45000/31000/16000 45000/31000/16000 42000/34000/17000 42000/34000/17000 45000/35000/19000 45000/35000/19000 40000/26000/12000 40000/26000/12000 40000/30000/13000 40000/30000/13000 45000/31000/15000 45000/31000/15000
1.6 Load centre, First row (L 1) c (mm) 1760 1760 1760 1760 1760 1760 1670 1670 1760 1760 1760 1760 1670 1670
Load centre, Second row (L 2) c (mm) 3810 3810 3810 3810 3810 3810 3810 3810 3810 3810 3810 3810 3810 3810
Load centre, Third row (L 3) c (mm) 6250 6250 6250 6250 6250 6250 6250 6250 6250 6250 6250 6250 6250 6250
1.8 Axle centre to fork face (L 1–1/ 2 high) x (mm) 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600 2800 / 2600
1.9 Wheelbase y (mm) 6400 6400 6400 6400 6400 6400 6400 6400 6400 6400 6400 6400 6400 6400
2.1 Service weight kg 70400 70400 71400 71400 73200 73200 76300 76300 73950 73950 76700 76700 81250 81250
2.2 Axle load with load, front /rear (L 1) kg 97180 /15220 97180/15220 101900 /14500 101900 /14500 97030 /18170 97030 /18170 103250 /18050 103250 /18050 99000 /14950 99000 /14950 98870 /17830 98870 /17830 110100/16150 110100/16150
Weights
Axle load without load, front /rear (L 2) kg – – – – – – – – – – – – – –

2.3 Axle load without load, front /rear (L 1) kg 35900 / 34500 35900 / 34500 36400 / 35000 36400 / 35000 36100 / 37100 36100 / 37100 38500 / 37800 38500 / 37800 41320 / 32630 41320 / 32630 41450 / 35250 41450 / 35250 44320 / 36920 44320 / 36920
Axle load without load, front /rear (L 2) kg – – – – – – – – – – – – – –
3.1 Tyres, front /rear. SE = (superelastic), P = (pneumatic) P/P P/P P/P P/P P/P P/P P/P P/P P/P P/P P/P P/P P/P P/P
Wheels and tyres
3.2 Tyre size, front 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25/ 40pr 18.00 x 25/ 40pr 18.00 x 33/ 40pr 18.00 x 33/ 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25/ 40pr 18.00 x 25/ 40pr 18.00 x 33/ 40pr 18.00 x 33/ 40pr
3.3 Tyre size, rear 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25/ 40pr 18.00 x 25/ 40pr 18.00 x 33/ 40pr 18.00 x 33/ 40pr 18.00 x 25 / 40pr 18.00 x 25 / 40pr 18.00 x 25/ 40pr 18.00 x 25/ 40pr 18.00 x 33/ 40pr 18.00 x 33/ 40pr
3.5 Wheels, number, front /rear (x = driven) 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 4x / 2 Rotation 30° 45° 30° 45°
Model capacity 42000 kg 42000 kg 45000 kg 45000 kg
3.6 Track width, front b10 (mm) 3030 3030 3030 3030 3030 3030 3030 3030 3030 3030 3030 3030 3030 3030
Distance (a) 4200 mm 4100 mm 4200 mm 4100 mm
3.7 Track width, rear b11 (mm) 2786 2786 2786 2786 2786 2786 2786 2786 2786 2786 2786 2786 2786 2786
Capacity (a) 25000 kg 25000 kg 28000 kg 28000 kg
4.1 Telescopic boom lift angle, Raised / lowered /° 56 / 0 61/ 0 56 / 0 61/ 0 56 / 0 61/ 0 56/0 61/0 56 / 0 61/ 0 56 / 0 61/ 0 56/ 0 61/ 0
Distance (b) – 5300 mm – 5300 mm
4.2 Height telescopic boom lowered h1 (mm) 4900 4900 4900 4900 4900 4900 5000 5000 5000 5000 4900 4900 5000 5000
Capacity (b) – 20000 kg – 20000 kg
4.4 Lift (L 1, L 2, L 3) h3 (mm) 13400/11120/6850 15900/14100/11350 13400/11120/6850 15900/ 14100/11350 13400/11120/6850 15900/14100/11350 13500/11220/6950 16000/14200/11550 13075/10800/6550 15575/13780/ 11050 13075/10800 /6550 15575/13780/11050 13175/10900/6650 15675/13880/11550
4.5 Height, telescopic boom extended h4 (mm) 16560 19000 16560 19000 16560 19000 16660 19100 16560 19000 16560 19000 16660 19100
4.7 Height of overhead guard (cabin) h6 (mm) 3900 3900 3900 3900 3900 3900 4000 4000 3900 3900 3900 3900 4000 4000
4.8 Height, operators seat /stand-on platform h7 (mm) 2840 2840 2840 2840 2840 2840 2940 2940 2840 2840 2840 2840 2940 2940
4.12 Towing coupling height h10 (mm) 600 600 600 600 600 600 700 700 600 600 600 600 700 700
4.15 Twistlock height lowered h13 (mm) 1495 1495 1495 1495 1495 1495 1595 1595 1495 1495 1495 1495 1595 1595
Dimensions
4.19 Overall length with attachment l1 (mm) 11618 11618 11618 11618 11618 11618 11618 11618 11618 11618 11618 11618 11618 11618
4.20 Overall length l2 (mm) 8408 8408 8408 8408 8408 8408 8408 8408 8408 8408 8408 8408 8408 8408
4.21 Overall width b1/b2 (mm) 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400 4180 / 3400
4.24 Width of attachment 20’/40’ b3 (mm) 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150 6050 /12150
4.31 Ground clearance minimum m1 (mm) 345 345 345 345 345 345 345 345 345 345 345 345 345 345
4.32 Ground clearance, centre of wheelbase m2 (mm) 300 300 300 300 300 300 300 400 400 300 300 300 400 400
4.33 Stacking aisle 20’ container Ast (mm) 10225 10225 10225 10225 10225 10225 10225 10225 10225 10225 10225 10225 10225 10225
4.34 Stacking aisle 40’ container Ast (mm) 13050 13050 13050 13050 13050 13050 13050 13050 13050 13050 13050 13050 13050 13050
4.35 Turning radius Wa (mm) 8605 8605 8605 8605 8605 8605 8605 8605 8605 8605 8605 8605 8605 8605
4.36 Minimum pivoting point distance b13 (mm) 3400 3400 3400 3400 3400 3400 3400 3400 3400 3400 3400 3400 3400 3400
5.1 Travel speed, with / without load km/h 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25 22/ 25
5.2 Lift speed, with / without load m/s 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39 0.28/ 0.39
5.3 Lowering speed, with / without load m/s 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39 0.39/ 0.39
Performance
5.5 Tractive force, with / without load 1 kph N 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ – 325/ –
5.6 Maximum tractive force, with / without load N 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ – 370/ –
5.7 Climbing ability, with / without load 1 kph % 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ – 29/ –
5.8 Maximum climbing ability, with / without load % 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5 33.9/ 34.5
5.9 Acceleration time, with / without load s – – – – – – – – – – – – – –
5.10 Service brake Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc Wet disc
6.4 Battery voltage, rated capacity V/Ah 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143) 24 V (2 x 12 /143)
7.1 Engine manufacturer / type Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11 Cummins QSM 11
7.2 Engine performance according to ISO 1585 kW 246 246 246 246 246 246 246 246 246 246 246 246 246 246
Drive
7.3 Rated speed 1/min 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100 2100
7.4 Number of cylinders /displacement /cm3 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820 6 /10820
7.5 Fuel consumption according to VDI cycle l/h – – – – – – – – – – – – – –
8.1 Type of drive control Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4 Torque conv. 4/4
8.2 Working pressure for attachments bar 160 160 160 160 160 160 160 160 160 160 160 160 160 160
Other
8.3 Oil flow for attachments l/min – – – – – – – – – – – – – –

8.4 Noise level, at operator’s ear, Overhead guard/Cab dB (A) 74 74 74 74 74 74 74 74 74 74 74 74 74 74
8.5 Trailer coupling, design/type DIN ø (mm) 50 50 50 50 50 50 50 50 50 50 50 50 50 50 R3 R2 R1 R3 R2 R1
357 804 46 01.0102
C01 Register 05
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de 357 804
317 8044601. 0102
2401.0900

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Service Training

Container handling truck

Carretilla portacontenedores Toplift y Combi

357 804 46 01. 0102

9.1.2 ENGINE SERIAL NUMBER

9.1.2.1 LOCATION OF ENGINE DATA PLATE

9.1.2 NÚMERO DE SERIE DEL MOTOR

9.1.2.2 INFORMATION ON DATA PLATE

QSM11-C 1.2.2 Información sobre placa de datos La placa de datos

1 Engine serial number.

357 804 46 01. 0102

1 Fuel return to tank. 6 Fuel solenoid.

9.1.4 FUEL SYSTEM COMPONENTRY.

10.1.4.1 FUEL FILTER AND WATER TRAP.

The fuel filter and water trap assembly is mounted on the

9.1.4.2 FUEL CHARGE PUMP AND SOLENOID.

Inlet line restricton (maximum) 254 mm HG. (10" HG)

357 804 46 01. 0102

1 Fuel shut down solenoid.

9.1.4.3 TESTING THECHARGE PUMP AND SOLENOID.

9.1.4.3.1 FLOW TEST.

may need priming

The fuel solenoid can be tested with a voltmeter to ensure the

9.1.4.3.5 INSPECTING THE CHARGE PUMP.

357 804 46 01. 0102

9.1.4.3.6 REMOVING THE CHARGE PUMP.

In order to remove the pump (1) for further investigation remove

9.1.4.3.6 PRIMING THE CHARGE PUMP.

9.1.4.4 FUEL INJECTORS.

The fuel injectors are electronically controlled by the engine

357 804 46 01. 0102

9.1.4.4.2 FUEL INJECTOR REMOVAL.

injector clamp capscrew (3) and the injector clamp (4).

Top O ring Red.

Do not twist the O rings during fitting.

Adjust the valves and injectors.

The valve clearances and injector "lash" are adjusted at each

The crankshaft can be rotated by turning the pulley opposite the

357 804 46 01. 0102

ROTATE P U LLE Y SET INJECTOR SET CYLINDER

Each cylinder has three rocker levers.

The long rocker lever (N°1) is the exhaust valve lever.

The short rocker lever (N°2) is the inlet valve lever.

The centre rocker lever (N°3) is the injector lever.

Inlet valve 0.36mm (0.014")

pipes are fitted correctly.

9.1.4.5 ENGINE COOLING SYSTEM.

The cooling system of the Cummins QSM engine is similar to

Replacement of the water filter should be carried out at the

Ensure that the filter valve (1) is switched to the "OFF"

357 804 46 01. 0102

The alternator must be removed to gain access to the

9.1.4.5.2 REMOVING THE WATER PUMP.

Removal of the alternator and thermostat housing will facilitate

9.1.4.5.3 REMOVAL OF THE PULLEY BELT.

9.1.4.6 OIL FILTER REPLACEMENT.

Use a filter wrench to loosen and remove the filter. Thoroughly

357 804 46 01. 0102

LHS function panel Engine & transmission display

- 246kW @ 2100 rpm (330HP)

- Turbo charged with air to air intercooler

- Max engine speed 2100 rpm

- Full electronic injection system