Manual Linde E12,16

Service Training
Electric Lift Truck E 12/15/16

with LDC
Series 324 -02
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This training manual is only supplied for internal use and remains the exclusive property of
LINDE AG Werksgruppe FH.
Table of content
Service Training Page 1
ELECTRIC LIFT TRUCK E 12/15/16, SERIES 324 -02
6 Electrical system 1
6.1 Traction controller 5
6.1.1 Current path for forward travel direction 6
6.1.2 Current path for reverse travel direction 7
6.1.3 Freewheel circuit 8
6.1.4 Regen braking on 48V trucks 9
6.1.4.1 Braking circuit stage 1 9
6.1.5 Electronic Traction Controller 12
6.1.5.1 Power supply 14
6.1.5.2 Truck encoding 16
6.1.5.3 Traction enable via the seat switch 17
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6.1.5.4 Control of directional contactors 18

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6.1.5.4.1 Forward direction of travel 19

6.1.5.4.2 Reverse direction of travel 20
6.1.5.5 Single-pedal models 21
6.1.5.5.1 Modification to singlepedal model 22
6.1.5.6 Turning 23
6.1.5.7 Handbrake current 25
6.1.5.8 Regenerative braking on 48V trucks 26
6.1.5.9 Speed sensor in the traction motor 27
6.1.5.10 Actual current sensor 28
6.1.6 General explanation 30
6.1.7 Truck diagnostics 32
6.1.7.1 Window 1 Truck status data 32
6.1.7.2 Window 2 Information and error codes 33
6.1.7.3 Window 3 Fault history 46
6.1.7.4 Window 31 Confirming fault history 46
6.1.7.5 Window 32 Clearing entire fault history (master version only) 47
6.1.7.6 Window 4 Digital inputs 48
6.1.7.7 Window 5 Digital outputs 49
6.1.7.8 Window 6 Analogue signals 50
6.1.7.9 Wndow 7 setting truck parameters 51
6.1.7.10 Window 71 Setting parameters in window 7 to default settings 52
Table of content
Page 2 Service Training
6.1.7.11 Window 72 Setting special truck parameters (master version only) 53
6.1.7.12 Window 73 Default parameters of windows 7 and 72 54
6.1.7.13 Window 74 Special version parameters 55
6.2 Pulse control for the working hydraulics 56
6.2.1 Lift electronics 56
6.2.1.1 Power supply 57
6.2.1.2 Enable signal, temperature switch and speed reduction with discharged battery 58
6.2.1.3 Control of the various work functions 59
6.2.2 Sensos in the control valve block 60
6.2.3 Adjustments 61
6.3 Steering controlLER 62
6.3.1 Functional description 64
6.4 Composite instrument 65
6.4.1 Brush wear indicator 67
6.4.2 Traction motor overheating 68
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6.4.3 Hour meter 68
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6.4.4 Service interval indicator 69
6.4.5 Service Interval time 70
6.4.6 Battery discharge indicator 71
6.4.7 Operation of diagnostic unit together with composite instrument 73
6.5 Wiring diagram 74
6.5.1 Wiring diagram 24V trucks 74
6.5.2 Wiring diagram 48V trucks 76
7 Hydraulic system 1
7.1 Hydraulic pump motor 1
7.1.1 Hydraulic pump motor 24V 1
7.1.2 Hydraulic pump motor 48V 1
7.1.3 Changing the hydraulic pump motor brushes 1
7.1.4 Removal and installation of the hydraulic pump motor 2
7.2 Control valve 4
7.2.1 Removing the control valve 4
7.2.2 Adjusting the pressure relief valve 4
7.2.3 Distance sensor 6
7.3 Working and steering hydraulics circuit diagram 8
Section 6
6 ELECTRICAL SYSTEM
E 12/15 - 24 Volt with turntable steering

E 16 - 48 Volt with turntable steering
The 324 -02 series represents an overhaul of the existing 324 series. The following innovations have been
incorporated in the 324 -02 series:
- LDC controller with error storage

- LBC function
- Regen braking on model E 16
- Emergency stop switch at the rear
- Hydraulically cushioned, adjustable driver's seat
- Ergonomically formed steering wheel
- Horn push integrated in the steering wheel
- All electrical connectors with sealing of individual conductors
- New composite instrument with service interval indication
- Floor mat in the foot area
- Sensitive steering control with reed contact switches
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Section 6
ELECTRICAL SYSTEM
1 2 3 4 5
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12 11 10 9 8 7 6
1 Steering controller 3A1

2 Traction controller 1A2
3 Regenerative current fuse 1F3 (E16 only)
4 Lift controller 2A2
5 Emergency stop switch
6 Regenerative current contactor 1K5 (E16 only)
7 Main current fuse 1F1 traction motors
8 Main current fuse 2F1 pump motor working hydraulics
9 Directional contactors 1K11/1K12
10 Break contactor 1K6 (E16 only)
11 Control current fuses
12 Directional contactors 1K21/1K22
Section 6
FUSES
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1 6F1 Battery discharge indicator 5A

2 F2 Control current before key switch 15A
3 F3 Horn, traction motors fan 5A
4 F4 Traction controller, steering controller, motor compartment fan 5A
5 2F5 Lift controller 5A
6 F6 Composite instrument 5A
7 3F1 Steering pump motor 50A on E12/15, 40A on E16
11 1F3 Regenerative current fuse 160A (E16 only)
12 2F1 Pump motor working hydraulics 250A
13 1F1 Traction motors 355A
Page
Section
4
6
Service Training
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Section 6
6.1 TRACTION CONTROLLER

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G1 Battery 1K21 Directional contactor, rear left

S2 Emergency stop switch 1K22 Directional contactor, front left
1A1 Power module 1M1 Traction motor, right
1B3 Actual current sensor 1M2 Traction motor, left
1F1 Main current fuse 1V1 Diode (48V only)
1F3 Fuse (48V only) 1V6 Freewheel diode
1K5 Regen current contactor (48V only) 1V51 Diode
1K6 Break contactor (48V only) 1V52 Diode
1K11 Directional contactor, rear right 1V53 Regenerative current diode (48V only)
1K12 Directional contactor, front right
Section 6
6.1.1 CURRENT PATH FOR FORWARD TRAVEL DIRECTION
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Battery G1+ è emergency stop switch S2 è main current fuse 1F1 è regenerative current contactor
1K5 (48V only) è actual current sensor 1B3 è contactor 1K12 (make contact) and contactor 1K22
(make contact) è motor armature winding 1M1 (A1, A2) and motor armature winding 1M2 (A2, A1) è
contactor 1K11 (break contact) and contactor 1K21 (break contact) è motor field winding 1M1 (D1, D2)
and motor field winding 1M2 (D1, D2) è power module 1A1 è battery G1-
Section 6
6.1.2 CURRENT PATH FOR REVERSE TRAVEL DIRECTION

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Battery G1+ è emergency stop switch S2 è main current fuse 1F1 è regenerative current contactor
1K5 (48V only) è actual current sensor 1B3 è contactor 1K11 (make contact) and contactor 1K21
(make contact) è motor armature winding 1M1 (A2, A1) and motor armature winding 1M2 (A1, A2) è
contactor 1K12 (break contact) and contactor 1K22 (break contact) è motor field winding 1M1 (D1, D2)
and motor field winding 1M2 (D1, D2) è power module 1A1 è battery G1-
Section 6
6.1.3 FREEWHEEL CIRCUIT
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When the FET's in the power module are turned off, the traction motors induce a voltage. The induced
voltage is negative at terminals A1 and A2 and positive at D2. Therefore a freewheel current can flow
through freewheel diode 1V6 bypassing the motors.
Section 6
6.1.4 REGEN BRAKING ON 48V TRUCKS
6.1.4.1 BRAKING CIRCUIT STAGE 1

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When the driver depresses the drive pedal for the opposite direction of travel or the brake pedal,
regenerative current braking is initiated. In order to activate regenerative current braking, the speed of the
truck must be at least 4.7 km/h (below this speed the truck operates with the usual reverse current
braking). At the start of braking the power module is turned on, allowing a current to flow from the battery
and to excite the field windings of the motor. After the excitation regen current contactor 1K5 makes and
the contact of 1K5 opens. The motors thus function as generators, supplying a generator voltage.
Contactor 1K6 makes at the same time, which connects both field windings of the two motors in parallel
to prevent transient currents from flowing between the motors that would lead to unfavourable braking
characteristics.
Section 6
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As soon as the motors act as generators, a regenerative current flows through the diodes 1V51 and 1V52
back to the battery. The battery negative pole is connected to the armature winding of the motors via
regenerative diode 1V53. The generator voltage is regulated in the field winding by the current flow.
If the emergency stop switch is operated during braking, the generator current returns to the battery via
fuse 1F3 and diode 1V1.
Section 6

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When truck speed has dropped to 2.0 km/h, the regenerative current contactor 1K5 and break contactor
1K6 open and the truck is braked to a standstill with plugging. The regenerative current flows over the two
diodes 1V51 and 1V52 and the contact of the open regenerative current contactor 1K5.
Section 6
6.1.5 ELECTRONIC TRACTION CONTROLLER
The electronic traction controller contains the entire control logic for the evaluation of the sensor signals,
the control of the power module, the directional contactors and the control of regenerative braking. The
electronic traction controller has a 42-pin connector for monitoring and controlling all traction functions,
regenerative braking and the seat switch time delay.
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Section 6
PIN LAYOUT
Pins for connector 1X13
Terminal Colours Functions
1 ........................ white/yellow ....... signal of brake pedal switch 1S5

2 ........................ black .................. battery voltage for safety relay
3 ........................ white/brown ....... negative of directional contactor 1K22
4 ........................ white/blue .......... negative of break contactor 1K6 (48V only)
5 ........................ blue .................... truck encoding 24V
6 ........................ grey/white .......... signal of left curve switch 1S2
7 ........................ black/blue .......... single-pedal model encoding
8 ........................ blue/red ............. forward direction signal, single-pedal models
9 ........................ grey/yellow ........ signal of handbrake switch 1S4
10 ...................... yellow/green ...... signal of actual current sensor 1B3
11 ...................... brown/red .......... signal of speed sensor 1B8 (optional)
12 ...................... yellow ................ power supply 15V for 1A4 and 1B3
13 ...................... grey/red ............. power supply 24V, voltage converter
14 ...................... black .................. auxiliary drain of compact module
15 ...................... black/grey .......... power supply for directional contactors
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16 .................................................. relay driver output (optional)

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17 ...................... green/red ........... negative of directional contactor 1K11

18 ...................... violet .................. negative of regenerative current contactor 1K5 (48V only)
19 ...................... brown/green ...... accelerator microswitch
20 ...................... black/yellow ....... signal of right curve switch1S12
21 ...................... brown/yellow ..... seat switch
22 ...................... black/red............ reverse direction signal, single-pedal models
23 ...................... black/green ........ temperature switch 1B6 and 1B7
24 ...................... red ..................... signal of accelerator 1A4 (desired value)
25 .................................................. not used
26 ...................... white/red ............ power unit temperature sensor (not used)
27 ...................... green ................. negative voltage for 1A4 and 1B3
28 ...................... yellow ................ gate control in compact module
29 ...................... blue .................... negative voltage for directional contactor transistors
30 ...................... white/green ........ main circuit test
31 ...................... red/yellow .......... negative of directional contactor 1K21
32 ...................... red/white ............ negative of directional contactor 1K12
33 ...................... violet .................. negative of regen current contactor 1K5 (48V only)
34 ...................... white/blue .......... diagnostics lead ISO-K
35 ...................... white/brown ....... diagnostics lead ISO-L
36 ...................... green/blue .......... signal of speed sensor 1B2
37 .................................................. not used
38 ...................... green ................. switch-controlled speed reduction
39 ...................... brown ................ 15V power supply for speed sensors 1B2/1B8
40 .................................................. not used
41 ...................... blue/white .......... negative of power supply for speed sensors 1B2/1B8
42 ...................... blue .................... auxiliary source in compact module
Section 6
6.1.5.1 POWER SUPPLY
24V from voltage converter U1
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When key switch S1 is turned on, the voltage converter is connected to the primary side of battery positive.
At 1X13:13 the electronic traction controller is supplied with 24V via terminal X8:3, fuse 1F4, and terminal
X3:1. Battery negative is connected to the electronic traction controller via auxiliary source terminal 1A1
of the compact module.
Section 6
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The electronic traction controller makes a stabilized 15 V direct current supply of the 24 VDC from the
voltage converter. This d.c. voltage supplies the electronic traction controller, chips and other electronic
components. This 15 Volt power supply is also required for the accelerator, the actual current sensor and
the speed sensors.
Supply voltage for accelerator and actual current sensor:
+15 V via 1X13:12

Negative via 1X13:27
Supply voltage for speed sensors
+ 15 V via 1X13:39
Negative via 1X13:41
Section 6
6.1.5.2 TRUCK ENCODING
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After the key switch is turned on, the electronic traction controller checks the truck to which it is connected.
This is necessary in order to activate the truck-specific parameters (maximum current, braking distance,
etc.). These parameters vary depending on the truck type (24V or 48V trucks). The parameters are
automatically activated via terminal 1X13:5 of the electronic traction controller.
On 24V trucks, terminal 1X13:5 of the master cable loom is connected to battery negative. On 48V trucks,
terminal 1X13:5 is not used. With this signal the traction controller recognises the truck type; this
information is also compared with the battery voltage at terminal 1X13:13.
Section 6
6.1.5.3 TRACTION ENABLE VIA THE SEAT SWITCH

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The truck can only be driven if the driver is seated on the driver's seat. Battery negative is applied to the
traction module at 1X13:21 via seat switch 1S50. When seat switch 1S50 is opened, the directional
contactors only make after a delay of approx. 2 seconds in order to prevent inappropriate operation of the
seat switch when travelling on an uneven roadway.
Section 6
6.1.5.4 CONTROL OF DIRECTIONAL CONTACTORS
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When key switch S1 is turned on and the seat switch is actuated, battery positive is applied to terminal
1X13:15 (safety relay contact) of the directional contactors. When either the forward or reverse drive pedal
is depressed, battery negative is applied to 1X13:19 of the traction controller via microswitch 1S12 at the
accelerator. The FET's in the electronic traction controller drive the directional contactors depending upon
the output voltage of accelerator terminal 1X13:24.
Section 6
6.1.5.4.1 FORWARD DIRECTION OF TRAVEL

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When the forward drive pedal is operated, the output voltage of the accelerator at terminal 1X13:24
becomes positive (0 to + 5.5 V).
When the output voltage of the accelerator is positive, battery negative is applied to contactors 1K12 (right
motor) and 1K22 (left motor) with the aid of the two transistors for forward travel.
Section 6
6.1.5.4.2 REVERSE DIRECTION OF TRAVEL
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When the forward drive pedal is operated, the accelerator output voltage at terminal 1X13:24 becomes
negative (0 to - 5.5 V).
When the output voltage of the accelerator is negative, battery negative is applied to contactors 1K11 (right
motor) and 1K21 (left motor) with the aid of the two transistors for forward travel.
Section 6
6.1.5.5 SINGLE-PEDAL MODELS

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On single-pedal trucks, the directional contactors are controlled via directional switch 1S13, which is
located on the steering column.
This directional switch is connected to the electronic traction controller via 4-pin connector 1X9. The black/
blue cable coming from the electronic traction controller (1X13:7) is connected to terminal 2 of connector
1X9.
The directional switch is used to apply battery negative to 1X13:8 when driving forward or to 1X13:22 when
reversing. This battery negative signal then takes over control of the directional transistors in the electronic
traction controller.
Section 6
6.1.5.5.1 MODIFICATION TO SINGLE-PEDAL MODEL
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- Modify the traction controller to the single-pedal version.

- Remove the steering column cover.
- Disconnect the blue cable at terminal 1X9:2 and plug it on unused terminal 1X9:4.
- Install directional switch 1S13 on the steering column.
- Connect directional switch 1S13 to flat connector 1X9 according to the wiring diagram.
Section 6
6.1.5.6 TURNING
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The curve cut-out is controlled with a cam actuating two microswitches. In the straight-ahead position the
two microswitches 1S1 and 1S2 are closed. In this state battery negative voltage is applied to terminals
1X13:6 and :20, operating both traction motors. If one microswitch opens at a turning angle of 40°, the
appropriate battery negative voltage to the electronic traction controller is cut out and the contactor for the
motor of the inner wheel breaks.
Section 6
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The two microswitches (1) are mounted on a plate screwed onto the axle body. The appropriate
microswitch is operated by a cam when entering a turn.
Section 6
6.1.5.7 HANDBRAKE CURRENT

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Applying the handbrake actuates microswitch 1S4 and cuts out the battery negative signal at 1X13:9.
If the handbrake is applied and the drive pedal is fully depressed, a limited current of 210 A flows through
the traction motors. This allows starting uphill because the truck does not roll back when the brake is
released.
Section 6
6.1.5.8 REGENERATIVE BRAKING ON 48V TRUCKS
As described in the main circuit section, regenerative braking is initiated by the signal from the accelerator.
When the drive pedal is released to the neutral position, the truck is automatically braked with electric
current (LBC function).
When the driving direction is reversed, the accelerator signal at 1X13:24 changes to the opposite direction,
causing regenerative braking to be initiated. On trucks with a directional switch, regenerative braking is
controlled via the terminals 1X13:22 and 1X13:8.
When regenerative braking is activated, the battery negative signal is applied via 1X13:18 to regenerative
braking contactor 1K5 and via 1X13:4 to break contactor 1K6. Both contactors remain activated until truck
speed has reduced to approx. 2.0 km/h.
Truck speed and the direction of travel are sensed by a speed and direction of rotation sensor mounted
on the right-hand traction motor 1M1.
NOTE: Regenerative braking can only be started when truck speed is over 4.7 km/h.
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Section 6
6.1.5.9 SPEED SENSOR IN THE TRACTION MOTOR
The trucks are provided with speed sensor 1B2 as standard equipment. This sensor is mounted on the
flange of the right-hand traction motor.
The speed sensor is powered with 15 VDC. The sensor provides a square wave signal to terminal
1X13:36, over which the motor speed is sensed.
If the truck travel speed is to be programmed, a second speed sensor 1B8 must be mounted on the flange
of the left traction motor and connected to the controller via connector 1X1.
The desired speed can be programmed in window 7.
NOTE: If the maximum speed is to be set <10 km/h, a second speed sensor 1B8 must be installed
on the left traction motor. The setting of the minimum speed is carried out in window 72
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Section 6
6.1.5.10 ACTUAL CURRENT SENSOR
Constant
current
Hall voltage
Magnetic field
of motor current
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The actual current sensor senses the armature current of both traction motors and sends a signal to the
electronic traction controller. The actual current sensor contains a Hall generator and an adaptive circuitry.
Hall generators consist of very thin semiconductor plates to which a constant control voltage is applied
to the long sides. This control voltage causes a constant current to flow.
When a magnetic field caused by the flux of the motor current penetrates the semiconductor area, a voltage
(Hall voltage) can be measured at the end of the semiconductor plate. This Hall voltage increases with the
strength of the magnetic field or of the motor current.
As the Hall voltage is only a few 100 mV, it is amplified by the integrated adaptive circuitry before it is fed
to the traction electronics.
The adaptive circuitry is integrated in the actual current sensor and it supplies the following output voltages
(output signal measured at connector 1X6 between terminals 2 and 3):
Motor Current Output Signal
0A 7.5 V
100 A 8.0 V
200 A 8.5 V
300 A 9.0 V
400 A 9.5 V
480 A 9.9 V
This means that for each 100 A increase in current, the output voltage changes by 0.5V.
Section 6
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Connector 1X6
1 +15 V
2 Output signal
3 -
Section 6
6.1.6 GENERAL EXPLANATION
OPTIONAL OUTPUT
The LDC controller has an output used for controlling relay 1K7. The negative end of a 24V automotive relay
can be connected to terminal :16 of the 42-pin connector. The positive supply of the relay comes from the
24V output of voltage converter U1.
NOTE: Do not connect a load (rotating beacon, stop light, etc.) directly to terminal :16 as the maximum
output current is 1A. If this is not observed, the controller can become defective. The con-
nected relay must also have a freewheel diode.
In window 7 it is possible to select how and for which truck function relay 1K7 is to be activated. The
following loads can be selected:
Stop light
Reversing light or buzzer when reversing
Flashing reversing light or interval buzzer when reversing
SWITCH-CONTROLLED SPEED REDUCTION
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The LDC controller also has an input to which a switch for the reduction of maximum speed can be
connected.
Speed is reduced when the negative signal is removed at terminal :38 of the LDC controller. A green bridge
is installed between the terminal :27 and :38 on the 42-pin connector 1X13 of the LDC controller. When the
bridge is removed and a switch is installed, the switch can be used to reduce the speed.
The desired speed can be set under Vinp in window 7.
NOTE: The speed Vinp can normally only be reduced to 10 km/h. If a lower speed than 10 km/h is
to be set, a speed sensor 1B8 must first be installed on the left traction motor. Then the speed
Vmin must be set to the desired value in window 72 . Subsequently it is possible to reduce the
speed Vinp in window 7 to the value which was set in window 72 with Vmin.
vin
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Service Training
Page
Section
31
6
Section 6
6.1.7 TRUCK DIAGNOSTICS
6.1.7.1 WINDOW 1 TRUCK STATUS DATA
Window 1 displays general information about the truck recognised by the diagnostic system.
Window number 1
--------------------
(1+)Linde DC-Control
Vers: 5.0 / 1.4
Type: LDC20C03
Truck 324 48V
--------------------
1st line: Controller designation

2nd line: Software version of the controller (5.0) and the safety controller (1.4)
3rd line: Name of the required help text file
4th line: Additional truck data
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Truck - series 324
Voltage version 24V or 48V
In the master version of the diagnostic software, window 11 can also be selected. This window displays
an additional information code which describes the exact status of the software installed. This information
is of interest to the service engineer only in exceptional cases (e.g. when contacting technical Service).
--------------------
(11)
XXXXXXXXXXXX
--------------------
Section 6
6.1.7.2 WINDOW 2 INFORMATION AND ERROR CODES
Information code
Example: 2 = Potentiometer
of accelerator in zero
position
--------------------
(2) 2 58
Two-digit code indication
Example: 58 = Error chip
temperature on right too high
--------------------
Window (2) displays the momentary information and error numbers. Information numbers (less than 20)
are conditions of the truck which can also occur during the normal operation of the truck. Information
numbers are not stored in the error memory (window 3).
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An inadmissible configuration of the input signals (error) which can not occur during normal operation are
indicated with a number over 20 and stored in the error memory.
NOTE: The displayed information codes and errors give the service engineer an indication of the
possible cause of the error. As the electronic controller can only check the input and output
signals at the 42-pin connector, it is necessary to check not only the respective component
but also the wiring, connector, power supply, switching condition, etc. when an error is
indicated. The following table with the error codes and the possible error causes should
therefore be considered as a troubleshooting aid and not as an absolutely complete
instrument. A combination of errors is also possible. If no number is indicated, the power
module is being driven.
The meaning of the condition or error numbers are listed in the following tables.
Information codes 1 to 19
Error codes 20 - 99
NOTE: Error codes from 70 to 99 are internal error codes of the controller. If these error codes do not
occur together with other error codes (20 to 99), the error probably lies in the controller.
Page
Section
No. Fault Description Controller Fault Condition Possible Causes
1 When turning on the key switch, the Voltage at 1X13:24 < 6.5V Accelerator potentiometer not in the zero
accelerator signal is not in the zero position when key switch turned on
position or the 15V supply is too low. or or
fault in path 1X13:24 - 1X10:2 - 1B1
34
Result: LBC braking voltage at 1X13:24 > 8.5V or
6
fault in path 1X13:12 - 1X10:1 - 1B1
or
fault in path 1X13:27 - 1X10:3 - 1B1
Voltage at 1X13:19 = battery negative Accelerator microswitch closed

or
fault in path 1X13:19 - X2:15 - 1X10:5 - 1S12 -
1X10:4 - L-
Voltage at 1X13:12 or 1X13:39 Supply 24V electronics too low (1X13:13)

< 13V or
fault in path 1X13:12 - 1X10:1 - 1B1
or
fault in path 1X13:12 - 1X6:1 - 1B3
or
fault in path 1X13:39 - 1X2:1 - 1B2 – 1X1:1 –
1B8
Service Training
2 Travel control signal corresponds to zero Voltage at 1X13:24 > 6.5V Accelerator potentiometer in the zero position
position. or
Either the accelerator pedal is really in the or fault in path 1X13:24 - 1X10:2 - 1B1
zero position and the message is justified, or
or a fault exists e.g. open cable or plug voltage at 1X13:24 < 8.5V fault in path 1X13:12 - 1X10:1 - 1B1
contact problem in accelerator line, etc... or
fault in path 1X13:27 - 1X10:3 - 1B1
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Service Training
3 Accelerator microswitch signal is turned Voltage at 1X13:19 not battery negative Accelerator microswitch open
off. or
Either the accelerator pedal is really in the Fault in path 1X13:19 - 1X10:5 - 1S12 - 1X10:4 -
zero position and the message is justified, L-
or a fault exists, e.g. open cable or plug
contact problem in the accelerator line,
etc...
4 The driver is not sitting on the seat (ac- Voltage at 1X13:21 not battery negative Seat switch open
cording to seat switch signal 1S50).
Either the seat switch is really not oper- or
ated, mechanically incorrectly adjusted or fault in path 1X13:21 - 1S50 - L-
the connection to the LCD control is faulty
(open cable,...).
Result: shutdown of traction
5 Switch-controlled speed reduction is Voltage at 1X13:38 not battery negative Switch for speed reduction is activated or
activated. fault in path 1X13:38 - speed reduction switch
If speed reduction switch is missing:
fault in path 1X13:38 - 1X13:27
6 Temperature of the power unit is over Voltage at 1X13:26 between 3.2V and 5.6V Temperature of the power unit is between 60°C
60°C. and 200°C or
This monitoring is only active if there is no fault in path 1X13:26 - 1X12:4
Page
Section
suspicion of an open cable, i.e. if the
measured temperature is under 200°C.
35
6
Page
Section
7 Traction motor temperature is over 160°C Voltage at 1X13:23 not battery negative Motor temperature is too high
Either the motor temperature is really too or
high or a thermal switch is faulty, or a fault in path 1X13:23 – 1X8:3 – 1B6 – 1X8:4 –
cable or plug problem exists. 1X7:3 – 1B7 – 1X7:4 – L-
36
6
Result: slow speed
8 Handbrake is applied. Voltage at 1X13:9 not battery negative Handbrake switch is operated
The handbrake is really applied, the or
switch is faulty or mechanically not fault in path 1X13:9 - 1S4 - L-
correctly adjusted, or a connection
problem (open cable, plug) exists.
Result: slow speed
9 Brake pedal is operated. Voltage at 1X13:1 not battery negative Brake pedal switch is operated
The brake pedal is really depressed, the or
switch is faulty or mechanically not fault in path 1X13:1 - 1S5 - L-
correctly adjusted or a connection prob-
lem (open cable, plug) exists.
Important: This message is only given if
the brake pedal is not operated.
Service Training
Result: LBC brake operated
10 Battery voltage and truck code signal do Voltage at 1X13:5 not battery negative on 24 Fault in path 1X13:5 - L- or
not match. V trucks fault in path 1X13:2 – L+
16 No temperature sensor installed in the Voltage at 1X13:26 < 2.5V Fault in path 1X13:26 - 1X12:4
power unit or the temperature sensor
signal from the power unit is faulty. or
The signal is clearly incorrect because it
represents a temperature lower than –50 voltage at 1X13:26 > 5.6V
°C or higher than 200 °C. Either the
temperature sensor is faulty or an open
cable exists.
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Service Training
The seat switch signal was cut out during Voltage at 1X13:24 < 5.5V Accelerator operated and seat switch open
30 travel. and or
voltage at 1X13:21 not battery negative
fault in path 1X13:24 - 1X10:2 - 1B1
or or
fault in path 1X13:12 - 1X10:1 - 1B1
voltage at 1X13:24 > 9.5V or
and fault in path 1X13:27 - 1X10:3 - 1B1
voltage at 1X13:21 not battery negative or
fault in path 1X13:21 - 1S50 - L-
Voltage at 1X13:24 < 6V Accelerator potentiometer operated and

31 Accelerator signal and accelerator
and accelerator microswitch not closed
microswitch signal do not match.
voltage at 1X13:19 not battery negative or
Result: LBC braking accelerator potentiometer in the zero position
or and accelerator microswitch open
or
voltage at 1X13:24 between 7.4V and 7.6V fault in path 1X13:24 - 1X10:2 - 1B1
and or
voltage at 1X13:19 battery negative fault in path 1X13:12 - 1X10:1 - 1B1
or
or fault in path 1X13:27 - 1X10:3 - 1B1
or
Page
Section
voltage at 1X13:24 > 9V fault in path 1X13:19 - 1X10:5 - 1S12 - 1X10:4 -
and L-
voltage at 1X13:19 not battery negative
37
6
Page
Section
32 Accelerator signal out of admissible Voltage at 1X13:24 < 1.1V Fault in path 1X13:24 - 1X10:2 - 1B1
range. or
Possible causes: open cable or short or fault in path 1X13:12 - 1X10:1 - 1B1
circuit in potentiometer, incorrect mechani- or
38
cal stop of the accelerator pedal, etc. voltage at 1X13:24 > 13.9V fault in path 1X13:27 - 1X10:3 - 1B1
6
Result: LBC braking
33 The accelerator 15 V supply voltage is too Voltage at 1X13:12/39 > 17.5V 24V controller supply is too high (1X13:13)
high. or
Either the controller is faulty or the voltage fault in path 1X13:12 - 1X10:1 - 1B1
is influenced externally by a short circuit at or
the accelerator, actual actual current fault in path 1X13:12 - 1X6:1 - 1B3
sensor or speed sensor. or
Result: shutdown 1B2
Service Training
34 The accelerator 15 V supply voltage is too Voltage at 1X13:12/39 < 11.3V 24V controller supply is too low (1X13:13)
low. or
Either the controller is faulty or the voltage fault in path 1X13:12 - 1X10:1 - 1B1
is influenced externally by a short circuit at or
the accelerator, actual actual current fault in path 1X13:12 - 1X6:1 - 1B3
sensor or speed sensor. or
Result: shutdown 1B2
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Service Training
35 Signal from directional switch (single Voltage at 1X13:8 battery negative On single-pedal trucks:
pedal) is not in order. and Fault in path 1X13:8 - 1X9:3 - 1S13
Either directional switch 1S13 is faulty or voltage at 1X13:22 battery negative or
the connections to the controller are faulty fault in path 1X13:22 - 1X9:1 - 1S13
(open cable, short circuit, etc...) or or
Result: LBC braking voltage at 1X13:7 battery negative or
and fault in path 1S13 - 1X9:4 - L-
voltage at 1X13:8 battery negative
or On double-pedal trucks:
Fault in path 1X13:8 - 1X9:3
voltage at 1X13:7 battery negative or
and fault in path 1X13:22 - 1X9:1
voltage at 1X13:22 battery negative or
fault in path 1X13:7 - 1X9:2 - L-
39 Curve switch signals are faulty Voltage at 1X13:6 not battery negative Fault in path 1X13:6 – X6:2 – 1S2
Inadmissible combination of curve switch and or
signals was detected (both switches are voltage at 1X13:20 not battery negative fault in path 1S2 – X6:3 - L-
turned off) or
fault in path 1X13:20 - X6:1 - 1S1
Result: shutdown or
fault in path 1S1 - X6:3 - L-
Page
Section
39
6
Page
Section
41 Battery voltage is too high, even though Voltage at 1X13:15 > 60V (on 48 V trucks) or Battery voltage is too high
regenerative braking is not in operation. or
Either an incorrect battery is installed or voltage at 1X13:15 > 30V (on 24V trucks) fault in path 1X13:2
the voltage return signal is faulty.
40
6
Result: shutdown
42 Battery voltage is too low. Voltage at 1X13:15 < 35V (on 48V trucks) or Battery voltage is too low
Either a defective, incorrect or extremely or
discharged battery is installed or the voltage at 1X13:15 < 18V (on 24V trucks) fault in path 1X13:2
return signal is faulty.
Service Training
43 Safety relay in traction electronics is not measurable Fault in path X1:9 - 1K22 - X4:8 - 1X13:3
sticking. or
If the relay is not released and if the fault in path X1:9 - 1K21 - X4:7 - 1X13:31
sensed voltage after the contact is over 30 or
V, it can be assumed that the relay is fault in path X1:9 - 1K12 - X4:6 - 1X13:32
sticking. or
fault in path X1:9 - 1K11 - X4:4 - 1X13:17 or
Result: slow speed traction electronics
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Service Training
Safety relay in the traction electronics can not measurable Fault in path X1:9 - 1K22 - X4:8 - 1X13:3
44 not be operated. or
If all the conditions for the release of the fault in path X1:9 - 1K21 - X4:7 - 1X13:31
relay are met and if the sensed voltage or
after the contact is under 30V, it can be fault in path X1:9 - 1K12 - X4:6 - 1X13:32
assumed that the relay can not close. or
fault in path X1:9 - 1K11 - X4:4 - 1X13:17 or
Result: slow speed traction electronics
45 Power unit or driver in the traction control- not measurable Fault in path 1X13:14 - 1X12:6
ler is faulty. or
Result: shutdown or
or
power unit is faulty
Power unit shorted or driver in the traction not measurable Fault in path 1X13:14 - 1X12:6
46 controller is faulty. or
Result: shutdown fault in path 1X13:28 - 1X12:3
or
or
power unit is faulty or moisture in the traction
motors
48
Page
Section
Temperature in the power unit is over Voltage at 1X13:26 between 3.5V and 5.6V Temperature in the power unit is between 60°C
80°C. and 200° or
This monitoring is only active if no open fault in path 1X13:26 - 1X12:4
cable is suspected, i.e. if the sensed
temperature value is under 200°C.
Result: LBC braking at temp.> 90°C
41
6
Page
Section
50 Problem with driver of safety contactor Window (5): Fault in path 1X13:2
1K6. 1K6:1/0 or 0/1 or 0/? or 1/? or
Connection problem, short circuit or fault fault in path 1X13:4 - X4:4 - 1K6 - F3:2
in the traction electronics.
42
6
Result: creep speed
51 The traction electronics has detected a Window (51): Fault in path 1X13:3 - X4:8 - 1K22
short circuit after (+) of one of the direc- DERR:1 or
tional contactor end stages of the traction fault in path 1X13:31 - X4:7 - 1K21
electronics. the
Either a short circuit exists at the direc- fault in path 1X13:32 - X4:6 - 1K12
tional contactor driver or an end stage or or
the monitoring is faulty. fault in path 1X13:17 - X4:4 - 1K11 or traction
electronics
52 Problem with driver of contactor 1K11. Window (51): Fault in path 1X13:17 - X4:4 - 1K11 - X4:9 -
If the contactor is driven, a short circuit 1K11:1 0 or 0 1 1X13:15 or traction electronics
exists after (+); if contactor is not driven, a
short circuit exists after (-), the end stage
Service Training
or drain return is faulty.
Result: creep speed
53 Problem with driver of contactor 1K12. Window (51): Fault in path 1X13:32 - X4:6 - 1K12 - X4:9 -
If the contactor is driven, a short circuit 1K12:1 0 or 0 1 1X13:15 or traction electronics
Result: creep speed
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Service Training
54 Problem with control of contactor 1K21 Window (51): Fault in path 1X13:31 - X4:7 - 1K21 - X4:9 -
If the contactor is driven, a short circuit 1K21:1 0 or 0 1 1X13:15 or Traction electronics
Result: creep speed
55 Problem with control of contactor 1K22 Window (51): Fault in path 1X13:3 - X4:8 - 1K22 - X4:9 -
If the contactor is driven, a short circuit 1K22:1 0 or 0 1 1X13:15 or Traction electronics
Result: creep speed
57 The traction electronics has detected a Window (51): Fault in path 1X13:4 - X4:4 - 1K6
short circuit after (+) of the drain of an end CERR:1 or
stage of regen current contactor 1K5 or fault in path 1X13:18 - X4:3 - 1K5
safety contactor 1K6. Either a short circuit or
exists, or an end stage or the monitoring is fault in path 1X13:33 - X4:3
faulty.
Page
Section
or traction electronics
Result: creep speed
43
6
Page
Section
58 Problem with driver of regen current Window (5): 1K5:0/0 Fault in path 1X13:33 - X4:3 - 1K5 - F3:2
contactor 1K5. and or
When the contactor is driven, a short voltage at 1X13:33 battery voltage fault in path 1X13:33 - 1X13:18
circuit exists after (+); if the contactor is not
44
driven, a short circuit exists after (-), the or
6
end stage or drain return is faulty.
Window (5): 1K5:1/1
Result: creep speed and
voltage at 1X13:33 > 5V
59 A fault in regen current contactor 1K5 can Window (5): 1K5:0/1 or 1/0 Fault in path 1X13:30 – X3:2 - 1K5
be suspected. or
Either the contactor is sticking or the driver fault in path 1X13:18 - X4:3 - 1K5 - F3:2
or return signals are incorrect. or
Result: creep speed
60 Speed sensor 1B2 indicates zero rpm Window (6): v: 0.0 during travel Fault in path 1X13:39 - 1X2:1 - 1B2
when the motors are being controlled. or
Result: slow speed or
Service Training
or
faulty 1B2 or check setting
65 The traction electronics has detected that Voltage at 1X13:14 > 30V Short circuit in the traction motor
the motor current is too high. or
Power unit short after battery positive or fault in path 1X13:14 - 1X12:6
an incorrect signal return.
Result: shutdown
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Service Training
Signal from actual current sensor 1B3 is out Voltage at 1X13:10 < 7V in the zero position Fault in path 1X13:12 - 1X6:1 - 1B3
67 of range. of pedal or
Fault in the actual current sensor or in the fault in path 1X13:10 - 1X6:2 - 1B3
connecting cables (open cable, short circuit, or or
etc.) fault in path 1X13:27 - 1X6:3 - 1B3
voltage at 1X13:10 > in the zero position of
Result: shutdown pedal or actual current sensor faulty
68 Signal from actual current sensor 1B3 is out Voltage at 1X13:10 < 7V Fault in path 1X13:12 - 1X6:1 - 1B3
of range. or
Fault in the actual current sensor or in the fault in path 1X13:10 - 1X6:2 - 1B3
connecting cables (open cable, short circuit, or
etc.) fault in path 1X13:27 - 1X6:3 - 1B3
Result: shutdown or actual current sensor faulty
Signal inputs from safety and master control- Variation in 24V supply for electronics
69 Safety shutdown.
lers are not identical. (1X13:13)
Unclear switching signal levels of the
- microswitches or or
internal fault in the traction electronics. undefined signal level at 1X13:8, 1X13:21,
85 1X13:22 or 1X13:38
Page
Section
(not clearly battery negative or 24V)
or defective traction electronics
45
6
Section 6
6.1.7.3 WINDOW 3 FAULT HISTORY
Error number
Example: Error 58
Fault history
Example: Occurred 2 times
--------------------
(3+) 58:2
--------------------
With the Del key (CE key on diagnostic unit), the service engineer can clear the error memory. If the error
memory is deleted, a slash will be set behind the last error in window 31.
6.1.7.4 WINDOW 31 CONFIRMING FAULT HISTORY
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Error number
Example: Error 58
Fault history
-------------------- Example: Occurred 2 times
(31+) 58:2/ 58:3
Error number and occurrence
of faults not confirmed by serv-
ice engineer
--------------------
/ Sign that the error was con-
firmed by the service engineer
Window 31 displays all the errors that were detected and stored during driving and which impair driving
along with the frequency of their occurrence. The service engineer can acknowledge the display with the
Del key (CE key on diagnostic unit). The controller then sets a slash after the error codes. Any errors
occurring thereafter will be shown again behind the slash. Confirming the errors deletes the fault history
in window 3.
NOTE: The plus sign after a window number indicates that further windows follow in this window
group. The indication (31+) means that there is yet another window (32). The input of a two-
digit window number is always by entering the two numbers singly. The time for entering the
second number is limited to about 1 second. During the time allowed for inputting the second
number, a dash will follow the first number e. g. (3_1+).
Section 6
6.1.7.5 WINDOW 32 CLEARING ENTIRE FAULT HISTORY (MASTER VERSION ONLY)
--------------------
(32)
(clear errors=<CE>)
--------------------
In window 32, all the error codes indicated in window 31 can be deleted. To clear the errors, press the Del
key or ç.
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Section 6
6.1.7.6 WINDOW 4 DIGITAL INPUTS
Window number 4 Switch state

State of curve
State of accelerator microswitch 1S1
microswitch 1S12
-------------------- State of curve
(4+) 1S1:1 microswitch 1S2
State of directional 1S12:0 1S2:1
switch 1S13, 1S13:000 1S4:0 State of handbrake
single-pedal model 1S50:0 1S5:0 microswitch 1S4
--------------------
State of seat State of brake pedal

switch 1S50, microswitch 1S5
cabin switch 9S20 State of directional switch
Window 4 displays the states of the various microswitches. The microswitches have the same designation
as in the wiring diagram.
State of accelerator microswitch 1S12
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1S12=0 drive pedal in zero position
1S12=1 drive pedal operated
State of directional switch 1S13
1S13:000
1 means reverse direction of travel activated
1 means forward direction of travel activated
1 means truck with double-pedal control
0 means truck with single-pedal control
State of seat switch / cabin switch 1S50
1S50=0 seat switch (cabin switch) not operated

1S50=1 seat switch (cabin switch) operated
State of curve switches 1S1 and 1S2
1S1, 1S2=0 curve switch operated (curve)

1S1, 1S2=1 curve switch not operated (straight on)
State of handbrake switch 1S4
1S4=0 handbrake applied

1S4=1 handbrake disengaged
State of brake pedal switch 1S5
1S5=0 brake pedal operated

1S5=1 brake pedal not operated
Section 6
6.1.7.7 WINDOW 5 DIGITAL OUTPUTS
State of main current contact of

1K5
Directional contactor 1K11

Window number 5
--------------------
Regenerative current (5+) 1K11:0 Directional contactor 1K12
contactor 1K5 (E 16 only) 1K5:0/0 1K12:0
1K6:0 1K21:0 Directional contactor 1K21
Break contactor 1K1:0 1K22:0
1K6 (E 16 only) --------------------
Contactor for Directional contactor 1K22
options
Switch state
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Window 5 shows the states of the various contactors. The contactor designation is identical to the
designation in the wiring diagram.
Switch states:
0 means contactor is not driven

1 means contactor is driven
NOTE: 1K5 and 1K6 are only displayed on E16 trucks.

Section 6
6.1.7.8 WINDOW 6 ANALOGUE SIGNALS
Battery voltage
(positive supply
to directional contactors)
Window number 6
--------------------
PWM clock ratio in %
Temperature of 1A1 (6+) U: 45V

Te: 200C X: 0% Motor current in amperes
Up:-0.03V I: 0A
U+:15.03V v: 0.0
Accelerator
--------------------
voltage
Speed in km/h
Supply voltage of
accelerator actual
current sensor
Window 6 shows the important analogue readings.
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Te Temperature in the power module (If no temperature sensor is installed in the power module, 200C
will be indicated (default value on series 324 -02).)
Up Accelerator output voltage
Up 0 to +5.5V max. reverse speed selected
Up=0 accelerator zero position
Up 0 to -5.5V max. forward speed selected
U+ Supply voltage of accelerator actual current sensor
X Clock ratio (PWM control) as a percentage
U Voltage behind safety relay contact (about 10V in the OFF state)
I Motor current of both traction motors
v Speed in km/h
Section 6
6.1.7.9 WINDOW 7 SETTING TRUCK PARAMETERS
Window number 7 --------------------

The + sign shows that a (7+)
subwindow exists. Vmax: ->
Vinp: ->
Opt.: 0
--------------------
In window 7 it is possible to adjust various truck-specific parameters. The parameter abbreviations have
the following meaning.
Vmax: Limitation of the maximum speed (adjustable in steps of 1 km/h)

"->" means no speed limitation
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NOTE: If the travel speed (Vmax and Vinp) is restricted to under 10 km/h, a separate speed sensor
E01 / Chapter 2
must be installed in the traction motor without a speed sensor. From software version 1.1 and
up, the travel speed can only be reduced to max. 10 km/h. If a reduction to under 10 km/h is
desired (Vmax or Vinp), window 72 (parameter Vmin) must be used.
Vinp: Switch-controlled speed reduction (adjustable in steps of 1 km/h)

"->" Means no speed reduction
Opt: Function of output 1K7 for optional equipment
0: Not used
1: Stop light
2: Reversing light
3: Flashing reversing light
The parameters can be set as follows:
- Press the ENTER key.

- The cursor becomes visible and jumps to the first parameter.
- It is possible to change the values within certain limits with the é and ê keys ( - or + key of the diagnostic
unit).
- The change is stored automatically and becomes effective immediately.
- Pressing the ENTER key again moves the cursor to the next parameter.
- It is possible to change the values within certain limits with the é and ê keys ( - or + key on the diagnostic
unit).
- Pressing the ENTER key again moves the cursor to the next parameter.
- The parameter input can be continued at any time by entering another window number.
Section 6
6.1.7.10 WINDOW 71 SETTING PARAMETERS IN WINDOW 7 TO DEFAULT SETTINGS
--------------------
Window number 71
(71+)
Default (7): 1
(Default=<CE>)
--------------------
In window 71 the parameters of window 7 can be reset to their factory default settings.
- If parameters were changed, "Default (7): 0" will appear in the window.
- Press the Del or ç key (CE on Linde diagnostic unit)
- The parameters are set to their factory default settings.
- The window will display "Default (7): 1".
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Section 6
6.1.7.11 WINDOW 72 SETTING SPECIAL TRUCK PARAMETERS (MASTER VERSION ONLY)
--------------------
Window number 72
(72+)
Imax:480A Amax: 60%
Ilbc:200A Vmin:10.0
Ibrk:250A
--------------------
In window 72 special truck parameters can be set with the master version. The settings can also be
checked with the service version.
Imax: Maximum motor current (only reducible to 300 A in steps of 10 A)

Ilbc: LBC current (adjustable von 100 A to 300 A in steps of 20 A)
"->" means no LBC braking
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NOTE: If LBC braking is deactivated, a label with "No Motor Braking" must be affixed to the truck.
Ibrk: Reversing current
Amax: Acceleration and brake ramp as a percentage of the maximum acceleration (adjustable
from 0% to 100% in steps of 20%)
Vmin: Reduced truck speed (under 10 km/h for Vmax and Vinp in window 7) adjustable
in steps of 0.2 km/h
NOTE: When truck speed is limited to under 10 km/h, a second speed sensor must be mounted on
traction motor 1M2.
The parameters can be set as follows:
- Press the ENTER key.

- The cursor becomes visible and jumps to the first parameter.
- With the é and ê keys it is possible to change the value within certain limits.
- The change is stored automatically and becomes effective immediately.
- Pressing the ENTER key again advances the cursor to the next parameter.
- With the é and ê keys it is possible to change the value within certain limits.
- After changing the last parameter and pressing ENTER, the cursor becomes invisible again.
- The parameter input can be ended immediately at any time by selecting another window number.
Section 6
6.1.7.12 WINDOW 73 DEFAULT PARAMETERS OF WINDOWS 7 AND 72
--------------------
Window number 73
(73+)
Default (7): 0
Default (72): 1
(Default=<CE>)
--------------------
In window 73 it is possible to reset the parameters of window 7 and 72 to their factory default settings.
- If the parameters were changed, e. g. "Default (7): 0" appears in the window.
- Press the Del or ç key (CE on the Linde diagnostic unit)
- The parameters are reset to their factory default settings.
- The window will display "Default (7): 1".
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Section 6
6.1.7.13 WINDOW 74 SPECIAL VERSION PARAMETERS
Window number 74
--------------------
(74)
Vlim: ->
Weak: 0
Boos: 0
--------------------
Vlim: Maximum possible truck speed

"->" means no speed limitation
Weak: Field weakening 1 = active, 0 = no field weakening
Boos: Brief maximum current rise when starting 1 = on, 0 = off
NOTE: The values of the set parameters can be displayed but not changed.
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Section 6
6.2 PULSE CONTROL FOR THE WORKING HYDRAULICS
6.2.1 LIFT ELECTRONICS
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Pin layout of connector 2X1
1 ...................................................... not used

2 ...................................................... not used
3 ...................................................... not used
4 ...................................................... not used
5 ...................................................... not used
6 .......................... blue/red ............. negative voltage for sensors
7 ...................................................... not used
8 .......................... brown ................ + 15 V power supply for sensors
9 .......................... white/brown ....... pump motor temperature switch 2B7
10 .......................... brown/yellow ..... enable signal from seat switch
11 ...................................................... not used
12 ...................................................... not used
13 ...................................................... not used
14 .......................... white/red ........... sensor 2B14 signal, auxiliary hydraulics 2
15 .......................... green/red ........... sensor 2B13 signal, auxiliary hydraulics 1
16 .......................... violet .................. sensor 2B12 signal, tilting
17 ...................................................... not used
18 .......................... green/blue ......... shutoff contact from composite instrument
19 .......................... black/white ........ sensor 2B11 signal, lifting
20 ...................................................... not used
21 ...................................................... not used
22 ...................................................... not used
23 ...................................................... not used
24 ...................................................... not used
25 .......................... red/black ........... 24V power supply
Section 6
6.2.1.1 POWER SUPPLY

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The power for the lift electronics is supplied by voltage converter U1. When key switch S1 is on, the 24V
direct current from the converter is applied to X12:9 and 2X1:25 via fuse 2F2. The controller is supplied
with battery negative via the power module source connection. The control valve is equipped with sensors
which detect how far the hydraulic control levers are operated. A speed sensor is also mounted on
hydraulic motor 2M1 to regulate the motor speed during steering. These sensors are supplied with direct
current as soon as power is applied to the controller. The sensors are supplied with +15V via terminal
2X1:8. The negative supply for the sensors is provided via 2X1:6.
Section 6
6.2.1.2 ENABLE SIGNAL, TEMPERATURE SWITCH AND SPEED REDUCTION WITH DIS-
CHARGED BATTERY
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The operation of the working hydraulics is enabled as soon as seat switch 1S50 is operated. The speed
of the working hydraulics is halved via the cut-out contact in the composite instrument when the battery
discharge has reached 80%. When this is the case, the battery negative signal at 2X1:18 of the composite
instrument 6P2 is cut out.
When the pump motor reaches a temperature of 160 °C, the negative signal is cut out via temperature
switch 2B7 at terminal 2X1:9 and the pump motor runs at half speed.
Section 6
6.2.1.3 CONTROL OF THE VARIOUS WORK FUNCTIONS

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E01 / Chapter 2
All speeds of the working hydraulics are infinitely variable. A distance sensor in each valve block of the
control valve block senses how far the control lever in question has been moved; the motor speed is then
set accordingly by the electronic controller.
The motor speed is sensed with the speed sensor in the pump motor and adjusted as required. The output
signal of the distance sensors 2B11, 2B12, 2B13 and 2B14 ranges from 3.75V to 11.25V.
Section 6
6.2.2 SENSOS IN THE CONTROL VALVE BLOCK
The sensors in the various valve sections operate with plunger-type coils. Each sensor contains two
identical cylindrical coils. At the lower part of the control spool there is a ferromagnetic anchor which moves
in the cylindrical coils when the spool is moved. Both cylindrical coils are connected in series and they are
operated with alternate current. The alternate current is generated by a circuit board inside the control valve
block. The sensors are supplied with 15V via 2X1:8 by the lift controller. Battery negative flows to the
sensors via terminal 2X1:6.
Output signals:
Neutral position of the control spool 7.5 V

Extended control spool 3.75 V max.
Retracted control spool 11.25 V max
Sensor 2B11, lifting output signal at 2X1:19 and 2X1:6

Sensor 2B12, tilting output signal at 2X1:16 and 2X1:6
Sensor 2B13, auxiliary hydraulics 1 output signal at 2X1:15 and 2X1:6
Sensor 2B14, auxiliary hydraulics 2 output signal at 2X1:14 and 2X1:6
These sensors work practicall without any friction. The tight casing keeps out dust and other foreign
324 804 4601.0200

matter. These sensors therefore have a very long service life.
E01 / Chapter 2
Section 6
6.2.3 ADJUSTMENTS
1 Not used
2 Not used
3 Auxiliary hydraulics 1, function1
4 Auxiliary hydraulics 1, function 2
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5 Auxiliary hydraulics 2
LIFTING 6 Not used
The lifting cycle is enabled by distance sensor 2B11. The motor speed is controlled with distance sensor
2B11 on the control valve proportionally to the movement of the spool. The lifting cycle does not need to
be adjusted.
TILTING
The tilting cycle is enabled with distance sensor 2B12. The tilting cycle does not need to be adjusted.
AUXILIARY HYDRAULICS 1
The work cycle is enabled with sensor 2B13 and the motor speed is set with potentiometers (3) and (4).
With potentiometer (3) it is possible to adjust the motor speed for function 1 (rotate clockwise, shift to the
right, etc.). With potentiometer (4) it is possible to adjust function 2 (rotate anti-clockwise, shifting to the
left). The setting of the motor speed depends on the type of attachment and should be taken from the
specifications of the manufacturer of the attachment.
AUXILIARY HYDRAULICS 2
The work cycle is enabled with sensor 2B14 and the motor speed is set with potentiometer (5). The setting
of the motor speed depends on the type of attachment and should be taken from the specifications of the
manufacturer of the attachment.
NOTE: Use a suitable screwdriver for the adjustment. All adjustments must be performed from
outside through the holes indicated by the illustration. Carry out the adjustment of the motor
speed with the right amount of force. Refit the dust cap after completion of the adjustment.
Section 6
6.3 STEERING CONTROLLER
The steering controller is identical for 24V and 48V trucks. It is mounted in an aluminium injection moulded
casing and fastened in the counterweight with two holders.
OPERATION OF THE STEERING CONTROLLER
As soon as the key switch is turned on, the steering pump motor starts to run with a basic speed of 1200 RPM.
When the steering wheel is turned, the motor speed rises to 2300 RPM. The turning of the steering wheel is
detected with a reed contact switch located at the steering column. The reed contact switch applies a negative
signal to terminal 3X1:21 of the steering controller.
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Section 6
Pin layout of connector 3X1

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E01 / Chapter 2
1 not used
2 3M1:A1 red battery +
4 not used
5 3M1:A2 black/red negative of steering pump motor
7 L- blue battery -
8 L- blue battery -
9 not used
10 L- blue battery -
11 not used
12 not used
13 not used
14 not used
19 not used
22 not used
23 3S1 white/yellow reed contact switch
24 not used
25 1X1:1 (24V) white/blue power supply 24V
Section 6
6.3.1 FUNCTIONAL DESCRIPTION
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Description
3F1 Main current fuse

3M1 Pump motor
3A1 Steering controller
3S1 Reed contact switch
Power supply: The steering controller is provided with +24V at terminal 3X1:25 via voltage converter U1 and
control current fuse F4.
If the steering is not operated, reed contact switch 3S1 is also not switched. The steering pump motor runs
at approx. 1200 RPM.
When the steering is operated, reed contact switch 3S1 is activated and battery - is applied to 3X1:23, allowing
the steering pump motor to run at a maximum speed of 2300 RPM.
Section 6
6.4 COMPOSITE INSTRUMENT
The composite instrument consists of the battery discharge indicator, the hour meter and three LED's. All
the functions in the composite instrument are controlled by a microcontroller. The microcontroller has an
internal ROM (Read Only Memory) containing the operating software. The software version is indicated
on a label on the side of the composite instrument.
The microcontroller is also provided with RAM memory (working storage) and an EEPROM containing
truck-specific data (battery characteristics, elapsed service hours and other data). With the diagnostic unit
or a Notebook it is possible to communicate with the composite instrument via interface connector 6X6.
The signals from the thermal sensors and motor brush wear switches are evaluated via various inputs.
1
3
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5 4
1 LED for brush wear

2 LED for service interval
3 LED for overhetaing
4 LCD display
5 Battery discharge indicator
Section 6
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Connector 6X8
1 Diagnostic terminal ISO-L

2 Pump motor speed reduction
3 Diagnostic terminal ISO-K
4 Activation of hour meter, seat switch
5 48V input, battery discharge indicator
8 Power supply, battery negative
9 Power supply, 24V
10 Brush monitor, traction motors 1M1/1M2
11 Brush monitor, steering pump motor 3M1
12 Activation of hour meter, drive pedal
13 Switching of LED, traction motor overheating
14 Activation of hour meter, pump motor
15 Not used
16 Brush wear switch of pump motor 2M1
Section 6
6.4.1 BRUSH WEAR INDICATOR
A motor brush wear switch is attached to each carbon brush in the motors. As soon as a brush is worn
down to 60%, the brush switch in question is activated. When the wear limit is reached, the battery negative
signal at terminal 6X8:10 is cut off at the two traction motors. The signal of motor brush wear switch 6B5
from the pump motor is turned off via terminal 6X8:16.
The steering pump motor has only one motor brush wear switch. As soon as the wear limit is reached,
motor brush wear switch 6B7 applies a negative signal to motor brush monitor 6A2. The motor brush
monitor then cuts off the negative signal at terminal 6X8:11 of the composite instrument.
Brush wear is indicated by the illumination of the LED. Simultaneously, the LCD displays on which motor
the brush is worn.
1 = traction motors
2 = pump motor
3 = steering pump motor
The indication of the motor number alternates every 5 sec. with the indication of the expired service hours.
When the brush wear limit of a motor is reached, the number of the motor and the expired service hours
are stored in the composite instrument. These can be read out with the diagnostic unit, if necessary.
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E01 / Chapter 2
Motor brush wear LED
Motor number indicator

Section 6
6.4.2 TRACTION MOTOR OVERHEATING
When a temperature of over 160°C is reached at one of the traction motors, temperature switch 1B6 or
1B7 opens, cutting out the negative signal at 6X8:13. The illumination of the LED (1) shows that the traction
motor is overheated. The expired service hours and the number 12 are shown alternately in the LCD
display (2). The number of service hours, at which the motor overheating was registered, are stored.
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2
6.4.3 HOUR METER
The elapsed service hours are counted routinely as soon as the key switch and the seat switch are
activated. If the hour meter is only to run when the drive pedals are operated, the value in menu no.12 must
be changed to 2.
It is also possible to activate the hour meter with the pump motor of the working hydraulics. To do this,
connect a cable from connector 6X10:2 to drain terminal 2 of power module 2A1 for the pump motor.
Section 6
6.4.4 SERVICE INTERVAL INDICATOR
The composite instrument features a service interval indicator. After 500 service hours the yellow LED
illuminates, indicating that a truck inspection is due. The service interval indicator can be reset with the
Linde diagnostic unit, with a PC having the Linde diagnostic software or with the resetter. To do this,
connect of these to diagnostic plug 6X9 of the composite instrument. If the Linde diagnostic unit or the PC
with the Linde diagnostic software are used, menu no.31 must be selected. To the reset the service interval
LED with the resetter, press the red key on the resetter.
The service interval time can be modified between 0 and 1000 hours in steps of 250 hours. The change
is made with menu no.13.
Service interval LED

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Section 6
6.4.5 SERVICE INTERVAL TIME
A meter is integrated in the composite instrument which stores the time until the next service is due. This
time can only be read out with the diagnostic unit or a Notebook.
RESETTING THE SERVICE INTERVAL TIME WITH MENU NO.31
- Connect the diagnostic unit to the truck data connector 6X8.

The data connector is located behind the steering cover trim.
- Turn on the key switch.
- Depress the ON button.
*Linde Test Module**

** Version 2.94 **
** Device Ready **
* No Data received *
- Press the DATA NEW key.

- Enter menu no. 31. The selected menu number and the current service interval setting (500 hours upon
delivery) will appear.
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- The service hours at which the service interval indicator was last reset are shown in the second line
of the display.
31 250
XXXXXX
- Depress the ENTER button.

- The service interval indicator is reset and in the third line of the display there appears the operating
hours at which the next service is due.
31 250
XXXXXX
XXXXXX
* Data end *
Section 6
6.4.6 BATTERY DISCHARGE INDICATOR
The battery discharge indicator consists of 10 LED's (7 green, 1 orange and 2 red). Depending on the
battery state of charge, the row of illuminated LED's goes off from battery fully charged (right, green LED)
to battery discharged (both red LED's flashing). When the two red LED's are flashing, the speed of the
working hydraulics is reduced by 50 %.
The condition of a battery is always reflected in its discharge voltage gradient. In the case of the Linde
discharge indicator, the battery voltage is measured and from this value the voltage of the cells is deduced.
The cell voltage drops as the battery discharges. The cell voltage is also influenced by the momentary
current consumption. The surge in cell voltage with a load is lower with a charged battery than with a
discharged one. The registration of battery discharge is based on the voltage surges measured over a
period of time.
The discharge voltage gradient varies with the type, age and discharge period of the battery. Various
discharge characteristic curves are stored in the operating software of the composite instrument for
various types of batteries. The correct curve must be chosen for the battery installed. The battery type can
be modified with menu no.21.
1 Standard wet cell Varta (factory setting)

2 Standard wet cell Deta
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3 Performance enhanced battery

E01 / Chapter 2
4 Gel battery
The discharge period and the age of the battery also affect the discharge characteristic. The programmed
discharge characteristic can be shifted in certain ranges in order to show the correct discharge information
on the display.
When the battery discharge reaches 80 percent, the speed of the working hydraulics is reduced to warn
the operator that the battery must be charged. This value can be increased to a residual capacity of 40
percent.
Depending on the type of application and battery, the discharge indicator must be optimised. An
optimisation is done with the diagnostic unit using the following menus:
21 Battery type
22 Upper discharge characteristic
23 Cut-out point
The changes should be made in the smallest possible steps. The installed battery type should be
programmed first. Then a fine adjustment can be performed with menu no.22 (upper discharge character-
istic), which corresponds to the adjusting potentiometer (range A to E) on the Curtis discharge indicator,
and with menu no.23 (cut-out point).
The table below serves as a programming aid for the various types of batteries and applications.
Depending on the application and type of battery, menu nos. 22 and 23 can be altered according to the
following table. A detailed description regarding the application of the diagnostic unit in connection with the
composite instrument is given in section 5.6.10.
Section 6
Type of Application Time for Reduction Change in Menu Change in Menu
and Battery No. 22 No. 23
Particularly heavy duty Too early Reduce Increase

Battery charging under
4 hrs required
Particularly light duty Too late Increase Increase

Battery charging once
a week
Trucks with many options Too late Increase Increase

(basic loads e.g.
heater, etc.)
Performance enhanced Too late Increase by 0.03 V Increase

PzS battery
PzV battery Too late Increase by 0.06 V Increase
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CSM battery Too late Increase by 0.09 V Increase
The battery discharge indicator is reset to "battery fully charged" by the increase in cell voltage after
charging of the battery. This cell voltage is programmed to be 2.09 V per cell as standard value. This value
can be modified with menu no.22. The cell voltage value must be applied for a certain period of time after
turning on the key switch before the discharge indicator is reset. When the truck is delivered, this value
is set to 0.1 min. This time can be changed with menu no.24.
Section 6
6.4.7 OPERATION OF DIAGNOSTIC UNIT TOGETHER WITH COMPOSITE INSTRUMENT
With the aid of the diagnostic unit, various functions can be programmed with the composite instrument
and data can also be read out of the memory of the composite instrument. All functions can be accessed
with the menu numbers. It is possible to differentiate between
Programmable functions Menu nos. 11 to 24

Reset of service interval time Menu no. 31
Programmable hours Menu nos. 32 to 35
Read-out function Menu nos. 41 to 43
The functions of the separate menus are described in the following table.
Menu Factory Possible

No. Function Setting Settings Explanation of Functions
12 Hour meter variant 1 1 Hour meter runs when activated by

key switch and seat switch.
2 Hour meter runs when drive pedal
and working hydraulics are operated.
13 Service interval period 500 h -----, 250, 500 Operating hours of service interval
750, 1000 h
14 Number of motors 2 2 Two traction motors installed in truck
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1 One traction motor installed in truck

E01 / Chapter 2
21 Type of battery 1 1 Battery characteristic for standard Varta PsZ cell

2 Battery characteristic for standard Deta PsZ cell
3 Battery characteristic for enhanced PsZ cell
4 Battery characteristic for gel battery
22 Upper discharge 2.09 V 2.00, 2.03 Battery cell voltage value interpreted by
characteristic 2.06, 2.09 discharge indicator as fully charged battery.
2.12, 2.15
2.18 V
23 Cut-out point for 20% 20, 25, 30 Residual battery capacity at which power
discharge indicator 35, 40 % reduction of working hydraulics sets in.
24 Discharge indicator 0.1min 0.1, 1.1, 2.1 Time after which discharge indicator jumps to full
disable time 3.1, 4.1, 5.1 charge when cell voltage set in menu no. 22
6.1, 7.1, 8.1 is reached.
31 Reset service time
32,33 Service hours with Freely programmable if tot. service hrs <00000.0
drive pedal depressed Freely programmable if tot. service hrs >99999.7
34 Service hours 2M1 Freely programmable if tot. service hrs >99999.7
35 Totoal service hours Freely programmable if tot. service hrs >99999.7
41 Motor overheating Display of last three motor overheatings (over
160 °C) with motor number and service hours.
42 Brush wear Display of last three brush wear signals with
motor number and service hours.
43 Discharge limit Display of last five service hour values at which
battery was discharged up to the cut-out point.
The service hours can only be programmed once with a new composite instrument. The input is made with
the key pad (6 digits) and it must be concluded by pressing ENTER.
Section 6
6.5 WIRING DIAGRAM
6.5.1 WIRING DIAGRAM 24V TRUCKS

1A1 Traction control power module 4-16 X8 Connector for voltage converter, 6-pin 72,75
1A2 Traction controller 102-168 X10 Battery plug 1
1A4 Accelerator 116-124 1X1 Connector, 4-pin 152-154
2A1 Lift control power module 37-42 1X2 Connector, 4-pin 158-161
2A2 Lift controller 43-65 1X4 Connector, 3-pin 142
3A1 Steering controller 24-32 1X6 Connector, 4-pin 126-128
6A2 Motor brush monitoring 184-190 1X7 Connector, 4-pin 164,181
1B3 Actual current sensor 7,126-128 1X8 Connector, 6-pin 164,181
1B2 Speed sensor 1M1 9,158-161 1X9 Connector, 4-pin 133-138
1B6 Temperature switch 1M2, 160 °C 164 1X10 Connector, 6-pin 116-123
1B7 Temperature switch 1M1, 160 °C 164 1X12 Connector, traction controller
1B8 Speed sensor 1M2 (option) 18,151-154 power module, 6-pin 7-10
2B11 Sensor lifting 46-48 1X14 Connector, 3-pin 146
2B12 Tilting sensor 50-52 1X15 Diagnostic plug, traction 150-153
2B13 Sensor for auxiliary hydraulics 1 54-56 2X1 Connector, 25-pin 44-65
2B14 Sensor for auxiliary hydraulics 2 58-60 2X2 Connector, tilting sensor, 3-pin 50-52
4B1 Horn 174 2X5 Connector, lifting sensor, 3-pin 46-48
6B1 Motor brush wear switch 1M1 181 2X6 Connector, aux. hydr. 1 sensor, 3-pin 54-56
6B5 Motor brush wear switch 2M1 178 2X10 Connector, power module, 6-pin 39-42
6B7 Motor brush wear switch 3M1 185 3X1 Connector, 25-pin 24-30
4C1 Suppressor capacitor 174 3X2 Connector, 1-pin 26
F2 Fuse 15A 69 3X3 Connector, 3-pin 31
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F4 Fuse, steering & traction electronics 5A 90 6X1 Motor brush plug 2M1, 4-pin 63,178
F6 Fuse, composite instrument 5A 84 6X5 Motor brush plug 3M1, 1-pin 185
1F1 Fuse, traction drive 355 A 6 6X6 Connector, 12-pin 185-189
2F1 Fuse, pump motor 250 A 40 6X8 Connector, comp. instrument, 16-pin 67-88
2F5 Fuse, lift electronics 5 A 61 6X9 Diagn. plug, comp. instrument, 4-pin 86-89
3F1 Fuse, steering pump motor 50 A 26 6X10 Hour meter, pump motor, 3-pin 85
6F1 Fuse, battery discharge indicator 15 A 67 9X1 Connector, 2-pin 171
G1 Battery 1 9X2 Connector, 2-pin 168
1K11 Directional contactor, reverse right 10,105 9Z1 Fan motor protective circuitry 173
1K12 Directional contactor, forward right 7,109 1Z11 Quencher 107
1K21 Directional contactor, reverse left 20,113 1Z12 Quencher 111
1K22 Directional contactor, forward left 16,116 1Z21 Quencher 114
1M1 Traction motor, right 6,9 1Z22 Quencher 118
1M2 Traction motor, left 17,18
2M1 Pump motor 38
3M1 Steering pump motor 26
9M1 Traction motor fan 171
9M2 Electric motor compartment fan 168 Cable colour code:
6P2 Composite instrument 67-88 BK black GN green
S1 Key switch 69 WH white VT violet
S2 Emergency stop switch 1 BU blue RD red
1S1 Curve switch, right 139 OG orange YE yellow
1S2 Curve switch, left 143 BN brown GY grey
1S4 Handbrake switch 142
1S5 Brake pedal switch 146
1S13 Directional switch, single-pedal model 133-135
1S50 Seat switch 100
3S1 Reed contact switch, steering 30
4S1 Horn switch 174
U1 Voltage converter 72-75
1V6 Freewheel diode, traction 12
1V51 Diode (1M1) 13
1V52 Diode (1M2) 15
2V6 Freewheel diode pump motor 40
3V6 Freewheel diode, steering pump motor 24
X1 Connector, 10-pin
X2 Connector, 6-pin
X6 Connector, curve switch
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75
6
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Service Training
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Section
77
6
Section 6
6.5.2 WIRING DIAGRAM 48V TRUCKS
1A1 Traction control power module 4-16 X3 Connector, 4-pin

1A2 Traction controller 102-168 X6 Connector, curve switch
1A4 Accelerator 116-124 X8 Connector, voltage converter, 6-pin 70,73
2A1 Lift control power module 35-40 X10 Battery plug 1
2A2 Lift controller 40-62 1X1 Connector, 4-pin 149-152
3A1 Steering controller 24-32 1X2 Connector, 4-pin 156-159
6A2 Motor brush monitoring 184-190 1X4 Connector, 3-pin 142
1B3 Actual current sensor 7,126-128 1X6 Connector, 4-pin 126-128
1B2 Speed sensor 1M1 9,154-159 1X7 Connector, 4-pin 165,182
1B6 Temperature switch 1M2, 160 °C 165 1X8 Connector, 6-pin 165,182
1B8 Speed sensor 1M2 (option) 18,149-152 1X10 Connector, 6-pin 116-123
2B7 Temperature switch 2M1, 160 °C 61 1X12 Connector, traction control power
2B11 Lifting sensor 44-46 module, 6-pin 7-10
2B12 Tilting sensor 48-50 1X13 Connector, 42-pin 102-167
2B13 Sensor, auxiliary hydraulics 1 52-54 1X14 Connector, 3-pin 145
2B14 Sensor, auxiliary hydraulics 2 56-58 1X15 Diagnostic plug, traction 148-151
4B1 Horn 176 2X1 Connector, 25-pin 41-62
6B1 Motor brush wear switch 1M1 182 2X2 Connector, tilting sensor, 3-pin 48-50
6B3 Motor brush wear switch 1M2 182 2X5 Connector, lifting sensor, 3-pin 44-46
4C1 Suppressor capacitor 175 2X10 Connector, power module, 6-pin 37-39
F2 Fuse, controller 15A 67 3X1 Connector, 25-pin 25-31
F4 Fuse, steering & traction electronics 5A 90 3X3 Connector, 3-pin 31
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F6 Fuse, composite instrument 5A 82 4X1 Connector, 2-pin 176
E01 / Chapter 2
1F1 Fuse, traction drive 355 A 7 6X1 Motor brush plug 2M1, 4-pin 61,179
1F3 Fuse, regenerative current 160 A 3 6X5 Motor brush plug 3M1, 1-pin 185
2F1 Fuse, pump motor 250 A 38 6X6 Connector, 12-pin 185-189
2F5 Fuse, lift electronics 5 A 59 6X8 Connector, comp. instrument, 16-pin 65-87
3F1 Fuse, steering pump motor 40 A 27 6X9 Diagn. plug, comp. instrument, 4-pin 84-87
6F1 Fuse, battery discharge indicator 15 A 65 6X10 Pump motor hour meter, 3-pin 83
G1 Battery 1 9X1 Connector, 2-pin 173
1K5 Regenerative current contactor 7,157 9X2 Connector, 2-pin 169
1K6 Break contactor 14,161 9Z1 Fan motor protective circuitry 174
1K11 Directional contactor, reverse right 11,106 1Z11 Quencher 107
1K12 Directional contactor, forward right 7,109 1Z12 Quencher 111
1K21 Directional contactor, reverse left 20,113 1Z21 Quencher 114
1K22 Directional contactor, forward left 16,116 1Z22 Quencher 118
1M1 Traction motor, right 8-10 1Z5 Quencher 159
1M2 Traction motor, left 17-19 1Z6 Quencher 162
2M1 Pump motor 36
3M1 Steering pump motor 27
9M1 Traction motor fan 173
9M2 Electrical compartment fan 169
6P2 Composite instrument 64-68 Cable colour code:
S1 Key switch 67 BK black GN green
S2 Emergency stop switch 1 WH White VT Violet
1S1 Curve switch, right 139 BU Blue RD Red
1S2 Curve switch, left 143 OG Orange YE Yellow
1S4 Handbrake switch 142
1S5 Brake pedal switch 145
1S13 Directional switch, single-pedal model 133-135
1S50 Seat switch 100
3S1 Reed contact switch, steering 31
4S1 Horn switch 176
U1 Voltage converter 71-73
1V1 Regenerative current diode 3
1V6 Freewheel diode, traction 12
1V51 Diode (1M1) 13
1V52 Diode (1M2) 15
1V53 Regenerative current diode 5
2V6 Freewheel diode pump motor 38
3V6 Freewheel diode steering pump motor 25
X1 Connector, 10-pin
X2 Connector, 6-pin
E01 / Chapter 2
324 804 4601.0200
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Section
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6
Section 6
-------------------- -------------------- -------------------- -------------------- -------------------- -------------------- --------------------

(1) Linde DC-Control (2) 2 3 58 (3+) 58:3 (4+) 1S1:0 (5+) 1K11:0 (6+) U: 45V (7+)
Vers: 5.0 / 1.4 1S12:0 1S2:0 1K5:0/0 1K12:0 Te: 200C X: 0% Vmax: ->
Type: LDC20C03 1S13:000 1S4:0 1K6:0/0 1K21:0 Up:-0.03V I: 0A Vinp: ->
Truck: 324 48V 1S50:0 1S5:0 1K7:0 1K22:0 U+:15.03V v: 0.0 Opt.: 0
-------------------- -------------------- -------------------- -------------------- -------------------- -------------------- --------------------
ò ò
-------------------- --------------------
(31+) 41:2/ 58:3 (71+)
Default (7): 1
(Default=<CE>)
-------------------- --------------------
ò ò
-------------------- --------------------
(32) (72+)
Imax:480A Amax: 60%
Ilbc:200A Vmin:10.0
(clear errors=<CE>) Ibrk:250A
--------------------
324 804 4601.0200
--------------------
E01 / Chapter 2
ò
--------------------
(73+)
Window can be called up with diagnostic Default (7) : 1
equipment or diagnostic software Default (72): 0
( Default=<CE> )
--------------------
ò
--------------------
(74)
Window can be called up with diagnostic Vlim: ->
equipment or diagnostic software / Weak: 0
parameters can only be changed with the Boos: 0
master version --------------------
Window can only be called up with the

master version of the diagnostic software
WINDOWS SELECTION
LDC CONTROL FOR SERIES 324 -02
SOFTWAREVERSION 5.0
Section 7
7 HYDRAULIC SYSTEM
7.1 HYDRAULIC PUMP MOTOR
7.1.1 HYDRAULIC PUMP MOTOR 24V
Type: DC series-wound motor

Model: Juli GP 116-B1
Voltage: 24 V, 260 A, 2550 rpm
Power: 5 kW 15%
Type of protection: IP00/44
Insulation class: B/F
Carbon brushes: 12.5x32x12 mm with dust groove
Admissible wear: Down to 13 mm
Equipment: Brush monitoring, temperature switch 160°C
7.1.2 HYDRAULIC PUMP MOTOR 48V
Type: DC series-wound motor

Model: Juli GP 116-F3
Voltage: 48 V, 230 A, 2800 rpm
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Power: 9 kW 15%
E01 / Chapter 2
Type of protection: IP00/20

Insulation class: B/F
Carbon brushes: 12.5x32x12 mm with dust groove
Admissible wear: Down to 13 mm
Equipment: Brush monitoring, temperature switch 160°C
7.1.3 CHANGING THE HYDRAULIC PUMP MOTOR BRUSHES
- Jack up the truck and support it safely.

- Remove the floor mat and the floor plate.
- Open the tensioning band.
- Remove the two SKS M6x12 screws and take off the cover plate on the underside of the truck from below.
- Pull out the tensioning band downwards.
- The brush fastening screws can now be accessed with a small socket nut and ratchet or with an offset
ring spanner.
Section 7
7.1.4 REMOVAL AND INSTALLATION OF THE HYDRAULIC PUMP MOTOR
- Jack up the truck and support it safely.

- Remove the floor mat and the floor plate.
- Remove the trim from the control unit.
- Unscrew the M16x100 cheese head screws in the bearing bracket at the top front (brake lever bearing).
- Remove the brake lever.
- Disconnect the suction line on the filter and the suction line to the steering pump motor on the hydraulic
pump motor.
- Disconnect the electric cables and place them behind the vent on the tank.
- Disconnect the boost pressure line from the hydraulic pump to the control unit and the return line to the
tank at the control unit.
- Unscrew the 4 fastening screws and washers on the retaining plate out of the floor plate from below.
- Lift out the motor.
- During installation, first connect the suction line, then the boost pressure line to the hydraulic pump.
- Put the pump unit in place with a supporting loop, align it and then bolt it to the floor plate (4 SKS M8x12
and SCH A8, 4x25x2 in threaded holes).
- The standoff to the tank must be at least 8 mm. Refit all hydraulic lines.
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E01 / Chapter 2
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Section
3
7
Section 7
7.2 CONTROL VALVE
7.2.1 REMOVING THE CONTROL VALVE
- Lower the fork carriage and tilt the mast forward.

- Release any pressure in the hydraulic system.
- Remove the cover from the control valve.
- Disconnect the hydraulic lines on the control valve.
- Remove the 2X4, 2X5, 2X6 and 2X8 plugs on the bottom of the control valve.
- Loosen the retaining pins in the yokes at the control levers.
- Remove the yokes at the spools.
- Remove the three hex head screws on the back of the control valve and take off the control valve.
7.2.2 ADJUSTING THE PRESSURE RELIEF VALVE
The pressure-relief valve is installed in the control valve block end plate.
- Install a pressure gauge on the working hydraulics (if equipped with auxiliary hydraulics, preferably at
the quick-disconnect coupling)
- Remove the cap (1) on the adjusting screw (2).
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- Loosen the locknut (3) on the adjusting screw (2).
E01 / Chapter 2
- Operate the control lever for the working hydraulics.
- Set the pressure at the adjusting screw (2) according to the table.
Pressure settings:
E 12 E 15 E 16
Standard mast 170 +5 bar 200 +5 bar 210 +5 bar

Duplex mast 170 +5 bar 200 +5 bar 210 +5 bar
Triplex mast 190 +5 bar 210 +5 bar 225 +5 bar
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Section
5
7
Section 7
7.2.3 DISTANCE SENSOR
A replaceable distance sensor is installed on each hydraulic segment of the control valve.
Distance sensor removal
- Jack up and secure the truck.

- Tilt the cabin back to the 2nd detent.
- Disconnect the battery plug.
- Pull the control valve assembly approx. 5 - 6 cm out of the mounting with a pry bar and support the valve.
- Disconnect the connector on the distance sensor (1).
- Remove the two socket head screws (4) and lock washer (5).
- Carefully pull the distance sensor down and out of the sleeve retainer (3), taking care not to lose any
shims (6).
NOTE: The shims are necessary for the mechanical adjustment of the distance sensor. Depending
on the version of the control valve, one or more shims may be installed. These shims must
be re-installed during the installation of the distance sensor.
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1 Distance sensor
2 Sleeve
3 Sleeve retainer
4 Socket head screw
5 Lock washer
6 Shims
7 Spring
Section 7
Installation:
- Carefully position the distance sensor (1) on the sleeve retainer (3) or spring (7), being sure that the
number and location of the shims is correct. Retain the original connector position.
- Screw in and hand tighten the two socket head screws (4) and lock washers (5).
- Install the plug on the distance sensor.
- Remove the support at the control valve and lower the control valve.
The control of the distance sensor output signal is described in section 6 "Electrical system".
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E01 / Chapter 2
Section 7
7.3 WORKING AND STEERING HYDRAULICS CIRCUIT DIAGRAM
A WORKING HYDRAULICS
1 Tilt cylinder
2 Lift jack, standard version series 160
3 Hose safety valve
4 Lift cylinder, duplex version series 161
5 Lift cylinder, triplex version series 162
6 Brake lower valve
7 Control valve assembly consisting of:
8 Directional control valve for auxiliary hydraulics 1
9 Directional control valve for auxiliary hydraulics 2
10 Check valve, pilot controlled
11 Directional control valve, tilting
12 Check valve
13 Directional control valve, lifting
14 Pressure relief valve
15 Non-return valve
16 Pressure switch
17 Restrictor
B ELECTRONIC CONTROL UNIT
C STEERING CONTROL VALVE
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18 Hydraulic pump/motor with two flow directions
19 6/3-way valve
20 Check valve
21 Pressure-relief valve 130 +20 bar
22 Non-return valve
23 Plug
24 Pressure-relief valve 70 +5 bar
D STEER CYLINDER
E LIFT HYDRAULICS
25 Hydraulic pump
E 12/15 8 cm3/rev
E 16 11 cm3/rev
26 Electric motor
F STEERING HYDRAULICS
27 Electric motor
28 Hydraulic pump
24V 1.7 cm3/rev
48V 2.2 cm3/rev
48V (36 V) 2.8 cm3/rev
G HYDRAULIC OIL TANK
29 Suction filter with bypass valve 0.3 - 0.1 bar
H BREATHER FILTER
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7
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7
Service Training
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E01 / Chapter 2
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
Postfach 10 01 36, D-63701 Aschaffenburg
Telefon (06021) 99-0
Telefax (06021) 99-24 51
http://www.linde.de/linde-stapler 324 804 4601.0200
eMail: service.training@linde-fh.de

Manual Linde E12,16

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Service Training

Electric Lift Truck E 12/15/16

ELECTRIC LIFT TRUCK E 12/15/16, SERIES 324 -02

6.1.5.4 Control of directional contactors 18

6.1.5.4.1 Forward direction of travel 19

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E 12/15 - 24 Volt with turntable steering

- LDC controller with error storage

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1 Steering controller 3A1

1 6F1 Battery discharge indicator 5A

6.1 TRACTION CONTROLLER

G1 Battery 1K21 Directional contactor, rear left

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6.1.2 CURRENT PATH FOR REVERSE TRAVEL DIRECTION

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6.1.4 REGEN BRAKING ON 48V TRUCKS

6.1.4.1 BRAKING CIRCUIT STAGE 1

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6.1.4.3 BRAKING CIRCUIT STAGE 3

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Pins for connector 1X13

Terminal Colours Functions

1 ........................ white/yellow ....... signal of brake pedal switch 1S5

16 .................................................. relay driver output (optional)

17 ...................... green/red ........... negative of directional contactor 1K11

24V from voltage converter U1

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Supply voltage for accelerator and actual current sensor:

+15 V via 1X13:12

Supply voltage for speed sensors

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6.1.5.3 TRACTION ENABLE VIA THE SEAT SWITCH

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6.1.5.4.1 FORWARD DIRECTION OF TRAVEL

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6.1.5.5 SINGLE-PEDAL MODELS

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- Modify the traction controller to the single-pedal version.

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6.1.5.7 HANDBRAKE CURRENT

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6.1.5.9 SPEED SENSOR IN THE TRACTION MOTOR

The desired speed can be programmed in window 7.

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Motor Current Output Signal

SWITCH-CONTROLLED SPEED REDUCTION

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The desired speed can be set under Vinp in window 7.

6.1.7.1 WINDOW 1 TRUCK STATUS DATA

1st line: Controller designation

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6.1.7.2 WINDOW 2 INFORMATION AND ERROR CODES

Voltage at 1X13:19 = battery negative Accelerator microswitch closed

Voltage at 1X13:12 or 1X13:39 Supply 24V electronics too low (1X13:13)

Result: shutdown of traction

Result: slow speed

Voltage at 1X13:24 < 6V Accelerator potentiometer operated and

Result: LBC braking at temp.> 90°C

Result: creep speed

Result: creep speed

Result: creep speed

Result: creep speed

Result: shutdown or actual current sensor faulty