Linde E18P-02

Service Training
Electric Lift Truck E 14 - 20

with shunt drive
Series 335 -02
This training material is only provided for your use and remains the exclusive property of
LINDE AG Linde Material Handling Division
Table of Content
Service Training Page 1
E 14-20, SERIES 335 -02
1 Traction 1
1.1 Traction motor 1
1.2 Right hand Traction motor 1M1 2
1.3 Checking and renewing the traction motor brushes 3
1.4 Traction motor disassembly 4
1.5 Checking of the D.C. motor 6
1.5.1 Visual check 6
1.5.2 Checking during operation 6
1.5.3 Winding measurements 7
1.5.4 Checking on insulation 7
1.5.5 Reworking the collector 7
1.5.6 Brush switches 8
1.5.7 Terminals 8
1.5.8 Cleaning 8
1.5.9 Thermal sensor 9
1.6 Traction motor fan 9
1.7 Optional speed sensor 10
1.8 Assembly of drive units 10
2 Drive gearbox 1
2.1 Planetary gear GR2E-02 1
2.1.1 Renewing the radial shaft sealing ring 2
2.1.2 Oil level check and oil change 5
2.1.3 DisAssembly and assembly of the traction motor 6
3 Chassis and bodywork 1

3.1 Seat switch 1
3.1.1 Replacement of seat switch 2
3.2 Operator's cabin 3
3.2.1 Torsion leaf springs 3
3.2.1.1 Removing and installing the torsion leaf springs 4
3.3 Transportation device 6
4 Steering system 1
4.1 Close-coupled steering axle E 14, E 16, E 16C 1
Table of Content
Page 2 Service Training
4.1.1 Steering axle removal 1
4.1.2 Steering axle disassembly and sealing 2
4.1.3 Steering axle installation 5
4.2 Combination steering axle E 16P/ E 18P / E 20P 6
4.2.1 Steering axle removal 6
4.2.2 Steering cylinder and track rod link 8
4.2.3 Renewing the steering cylinder seals 10
4.2.3.1 Steering cylinder (Type Rochlitz) 10
4.2.3.2 Steering cylinder (Type Weber) 12
4.2.3.3 Renewing the wheel hub tapered roller bearings and shaft sealing ring 14
4.2.3.4 Renewing the axle body tapered roller bearings and wipers 16
4.2.3.5 Installing the steering cylinder and track rod link 18
4.2.3.6 Steering axle installation 20
4.3 Servostat 22
4.3.1 Steering control valve with inductive Sensor 24
4.4 Renewing of steering position potentiometer 26
5 Controls 1
5.1 Travel control 1
5.1.1 Truck speed controller 1
5.1.1.1 Adjustment of the pedal stop screws 3
5.1.2 Single-pedal direction switch 3
5.2 Braking 4
5.2.1 Renewing the brake linings 4
5.2.2 Adjusting the parking brake 4
5.2.3 Adjusting the foot brake 5
5.2.4 Renewing the brake fluid 6
6 Electrical equipment 1
6.1 Introduction 1
6.2 Explanation of Functions 2
6.2.1 Traction drive 2
6.2.1.1 Motor control 3
6.2.1.2 Forward direction 4
6.2.1.3 Reverse direction 4
6.2.1.4 Free-wheel circuit 5
6.2.1.5 Regenerative braking 5
Table of Content
6.2.2 Pump motor 6

6.3 Power units 7
6.3.1 General 7
6.3.2 Power unit A1 8
6.3.3 Power unit 1A1 10
6.3.4 Power unit temperature monitoring 11
6.3.4.1 Power transistors of the traction drive 11
6.3.4.2 Power transistors of the working hydraulics 12
6.4 Position of connectors 14
6.4.1 Trucks with individual controllers 14
6.4.1.1 E 14 individual controllers 14
6.4.1.2 E 16 - 20 Individual controllers 16
6.4.2 Trucks with combination controller 18
6.4.2.1 E 14 Combination controller 18
6.4.2.2 E 16 - E 20 combination controller 20
6.5 Fuses 22
6.5.1 Trucks with individual controllers 22
6.5.2 Trucks with combination controller 24
6.6 Control circuit - individual controllers 26
6.6.1 Traction controller 26
6.6.1.1 Power supply 29
6.6.1.2 Charging of the capacitors in the intermediate circuits 29
6.6.1.3 Discharging of the capacitors in the intermediate circuits 29
6.6.1.4 Enabling signal 29
6.6.1.5 Accelerator 29
6.6.1.6 Single-pedal switch 30
6.6.1.7 Steering sensor 30
6.6.1.8 Hand brake switch 30
6.6.1.9 Stop pedal switch 31
6.6.1.10 Switch-controlled speed reduction 31
6.6.1.11 Relay drivers 31
6.6.1.12 Motor temperature monitoring 32
6.6.1.13 Emergency stop microswitch 33
6.6.1.14 Traction motor speed monitoring 33
6.6.2 Controller for the working hydraulics 34
6.6.2.1 Power supply 36
Table of Content
6.6.2.3 Joystick signals 36
6.6.2.4 Valve activation 37
6.6.2.5 Reduction of the lifting speed with low battery charge 37
6.6.2.6 Reed switch 3S1 of steering control valve 37
6.7 Control circuit - combination controllers 38
6.7.1 General 38
6.7.2 Pin design of connector X13 39
6.7.3 Function 41
6.7.3.1 Charging of the capacitors in the intermediate circuit 42
6.7.3.2 Discharging of the capacitors in the intermediate circuit 42
6.7.3.4 Power supply to the accelerator and the steering potentiometer 42
6.7.3.5 Accelerator 42
6.7.3.6 Single pedal switch 43
6.7.3.7 Steering sensor 43
6.7.3.8 Hand brake switch 43
6.7.3.9 Stop pedal switch 44
6.7.3.10 Switch-controlled speed reduction 44
6.6.3.11 Truck coding 44
6.6.3.12 Relay drivers 44
6.7.3.13 Motor temperature monitoring 45
6.7.3.14 Traction motor speed monitoring 46
6.7.4 Function of the working hydraulics 47
6.7.4.1 Joystick signals 47
6.7.4.2 Valve activation 47
6.7.4.3 Switch-controlled reduction of working speed 48
6.7.4.4 Reduction of the lifting speed with low battery charge 48
6.7.4.5 Sensor 3B2 - steering valve 48
6.8 Software versions Types 335 -02 49
6.9 Truck diagnosis 51
6.9.1 Traction windows 51
6.9.1.1 Status Information 51
6.9.1.2 Information and fault messages 52
6.9.1.3 Stored fault numbers 53
6.9.1.4 Fault memory - operator errors 53
6.9.1.5 Overall fault memory 54
6.9.1.6 Clearing the overall fault memory 54
Table of Content
6.9.1.7 Switch inputs 55

6.9.1.8 Switch outputs 56
6.9.1.9 General analog signals 56
6.9.1.10 Analog signals related to the traction motors 57
6.9.1.11 Temperature signals 57
6.9.1.12 Setting of general parameters for the truck 58
6.9.1.13 Setting of special truck parameters 60
6.9.1.14 Display of controller information 61
6.9.1.15 Calibration of accelerator pedal neutral position 62
6.9.1.16 Calibration of steering end stops and axle type 63
6.9.2 Fault codes for individual controllers - traction 64
6.9.2.1 Summary of faults (LDC30C01/LDC30C02) 64
6.9.2.2 Description of faults - individual controller - traction (LDC30C01/LDC30C02) 66
6.9.3 Fault codes - combination controller - traction 83
6.9.3.1 Summary of faults (LDC40C00) 83
6.9.4 Windows displaying information on the working hydraulics 105
6.9.4.1 Status information 105
6.9.4.2 Current information and fault messages 106
6.9.4.3 Stored fault numbers 107
6.9.4.4 Overall fault memory 108
6.9.4.5 Clearing the fault memory 108
6.9.4.6 Switch inputs 109
6.9.4.7 Switch outputs 110
6.9.4.8 Analog signals 111
6.9.4.9 Analog signals for the working functions 112
6.9.4.10 Setting of parameters for auxiliary hydraulics 113
6.9.4.11 Adjustment of parameters for lifting/lowering and tilting 114
6.9.4.12 Switch-controlled working speeds 115
6.9.4.13 Adjustment of discharged battery parameter 117
6.9.4.14 Calibration of joystick 1 118
6.9.4.15 Calibration of Joystick 2 118
6.9.4.16 Depressurising the hydraulic system 119
6.9.4.17 Switch off pump motor - Programmig of axle type 120
6.9.5 Fault codes - individual controller - working hydraulics (LLC33C00/LLC30C10) 121
6.9.5.1 Summary of faults 121
6.9.5.2 Description of faults - individual controller - working hydraulics (LLC30C10) 122
6.9.6 Fault codes - combination controller - working hydraulics (LDC40C50) 136
Table of Content
6.9.6.1 Summary of faults 136
6.9.6.2 Description of faults - combination controller - working hydraulics (LDC40C50) 137
6.10 Composite instrument 152
6.10.1 Description 152
6.10.2 Display messages 153
6.10.3 Programming of the composite instrument 154
6.10.4 Battery discharge indicator 155
6.10.5 Programming of the composite instrument with the diagnostic instrument 157
6.10.6 Diagnosis of the composite instrument with the Truck Doctor diagnostic software 159
6.11 Circuit diagrams 164
6.11.1 Circuit diagram - individual controller 164
6.11.2 Circuit diagram - combination controller 168
6.12 Window structure - for the controllers 172
7 Hydraulic system 1
7.1 Functional description of the working hydraulics 2
7.2 Circuit diagram of working hydraulics without pressure accumulator 4
7.3 Circuit diagram of working hydraulics with pressure accumulator 6
7.4 Emergency lowering functions of the working hydraulics 8
7.4.1 Manual tilting of lift mast 8
7.4.2 Manual lowering of the fork carrier 8
7.5 Control valve 10
7.5.1 Functional description of the control valve 12
7.5.2 Depressurizing of the working hydraulics 15
7.5.3 Repair work at the valve block 16
7.5.3.1 Replacing the valve cartridge of safety valve 2Y9 17
7.5.3.2 Replacing the valve coil of 'tilting/additional hydraulic system 2Y3 to 2Y8' 17
7.5.3.3 Replacing the valve coil of 'lifting/lowering 2Y1 / 2Y2' 17
7.5.3.4 Replacing the Tilt brake valve 18
7.5.3.5 replacing the valve coil of 2Y9 18
7.5.3.6 Setting the pressure relief valve 19
7.6 Replacing the micro-filter 19
7.7 Troubleshooting control valve 20
8 Mast unit 1
8.1 Mounting and dismounting the mast 2
8.2 Right-hand lift cylinder with limit position damping 3
8.3 Dismounting, mounting the outer lift cylinders 4
Table of Content
8.4 Dismounting, mounting the center lift cylinder 5

8.5 Sealing the lift cylinder 6
8.6 Setting of mast chain 7
8.7 Setting the roller clearance 8
8.7.1 Outer, inner and center mast roller clearance 9
8.7.2 Outer mast clearance at lower part of guide 10
8.8 Sliders 11
8.8.1 Dismounting the slider of the standard mast 11
8.8.2 Dismounting the slider of the 12
8.8.3 Dismounting the slider of the 13
8.9 Tilt cylinder 16
8.9.1 Dismounting the tilt cylinder 16
8.9.2 Sealing the tilt cylinder 17
8.9.3 Setting the tilt angle 18
9 Special equipment 1
9.1 Electric special equipment 1
9.2 Voltage transformer 3
9.3 Fuses 5
9.4 Working lights and lighting system 6
9.5 Electric heating unit 12
9.6 Circuit diagrams 16
9.6.1 Special equipment switchable by means of key switch 16
9.6.2 Special equipment 20
Table of Content
Section 1
1 TRACTION
D.C. shunt-wound motors are used as drive motors. In shunt-wound motors, the shunt winding and the
armature winding are controlled separately by the power unit.
The shunt winding terminals F1 and F2 and the armature winding terminals A1 and A2 are marked. They
are lead out of the motor separately. The traction motor direction is reversed by reversing the shunt field.
NOTE: The right-hand and the left-hand traction motors are not the same, due to a different mast
bearing shell.
1.1 TRACTION MOTOR
Kind of motor: D.C. shunt-wound motor

Type: Linde GF116-Q5
Armature winding: 48 V / 105 A
Shunt winding: 12 V / 17 A
Nominal speed: 2000 rpm
Power: 4,0 kW S2 (60 min)
Protection: IP00 / 22
Carbon brush dimension: 40 x 32 x 10 mm
Permissible wear: up to 13 mm
Commutator diameter: new 83 mm
Permissible refinishing: up to 78 mm
Equipment: 1 Thermal sensor
Carbon brush monitoring at each carbon brush
Section 1
1.2 RIGHT HAND TRACTION MOTOR 1M1
1 Axial fan 9M1

2 Connector 9X10 - axial fan
3 Connector 1X7 - motor
4 Connector 1X1 - speed sensor (only UPA trucks)
5 Shunt winding F2 F1
6 Armature winding A1 A2
7 Speed sensor (only UPA trucks)
8 Brake disc
9 Plastic cover for carbon brushes
10 Gearbox
Connector 1X7 for RH traction motor 1M1 Connector 1X8 for LH traction motor 1M2
1 Brush switch 1S14 1 Brush switch 1S15

2 Brush switch 1S14 2 Brush switch 1S15
3 Thermal sensor 1B4 3 Thermal sensor 1B5
4 Thermal sensor 1B4 4 Thermal sensor 1B5
Section 1
1.3 CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES
The motor brushes can be checked for wear and free movement after opening the driver's overhead
guard. Moreover, the necessary change of the brushes is indicated by the lighting-up of the signal lamp
(1) in the composite instrument . The motor number of the respective motor is displayed in the LCD display
(2) (1 = right-hand motor, 2 = left-hand motor).
- Jack the truck drive axle clear of the floor /Block up the truck at the axle
- Raise the fork carriage and secure against inadvertent lowering
- Secure the truck against rolling back by means of a brake block
- Turn off the key switch
- Press the emergency stop pushbutton and disconnect the battery plug
- Open the overhead guard as far as the second detent position
- Remove brush cover (3) on the traction motors (4) and (5)
- Lift up the pressure springs (3) of the brushes
NOTE: When lifting the spring from the motor brushes and putting them on the holder, be sure that the
spring does not slide off and gets untensioned, as compressing them when the motors are
installed is not possible.
- Pull the motor brushes (4) out of the guide

- Check the length of the motor brushes (min. length 13 mm)
- Renew worn brushes in sets only
- After renewing the brushes, check the brushes for free movement in the guides and the brush leads for
security.
- Replace the brush covers (3).
Section 1
1.4 TRACTION MOTOR DISASSEMBLY
Section 1
1 Brake disc
2 Bearing cap
3 Clamping spring
4 Connecting cable
5 Carbon brush
6 Brush rocker
7 Bearing
8 Rotor
9 Shaft seal
10 Adjusting washer
11 Shunt winding
12 Motor housing
- Remove brush covers

- Remove the four carbon brushes
- Turn two extraction screws M10x50 into the brake disc (1)
- Pull off the brake disc by means of the two extraction screws. Turn the screws alternately to avoid
jamming of the brake disc (brake disc has been pressed on with a force of 30 kN)
- Remove the bearing cap (2) with brush rocker (6)
- Push the rotor (8) out
- Knock the bearing out of the motor housing (12)
- Do not forget to reinstall the adjusting washer (10) when re-assembling the motor
- Knock the bearing (7) out of the bearing cap
Section 1
1.5 CHECKING OF THE D.C. MOTOR
If a traction motor does not speed up after the actuation of the truck speed controller, either an error in the
power section or in the control or a problem in the main circuit of the motor exists.
1.5.1 VISUAL CHECK
Make the following checks first, if you suspect the motor to be defective.
Carry out an external visual inspection for corrosion, dirt, damage, tightness of fit:
- All terminals at the electric motors

- A1 – A2 armature winding
- F1 – F2 excitation winding
- 4-pole connector 1X7 and 1X8 (thermal sensor, brush monitoring)
Checking of the brushes:
- Even wear
- Correct length
- Sliding face
- Free movement of the brushes in the brush holder
- Even contact pressure of the brush springs
Checking of collector conditions
- Hairling cracks
- Burn marks
- Burnings
- Wear
- Colour, patina
Additional checking:
- Correct fixing of the flexibles of the brushes at the brush rocker

- Fixing of the brush rocker at the bearing plate
- Rotation of the armature assembly (bearing damage)
- Cleanliness of the motor (brush dust, oil, grease, dirt)
1.5.2 CHECKING DURING OPERATION
The drive wheels must turn freely to make a checking of the traction motors during operation possible. The
truck must be lifted and must be supported at the chassis. During truck motor operation, the following can
be checked:
- Brush sparking at the collector segments

- Temperature of the two traction motors
- Bearing noise
Section 1
1.5.3 WINDING MEASUREMENTS
Due to defective insulation, one or more turns within a coil or a group of coils can be bridged or short-
circuited. Checking of the winding resistances can be carried out only to a limited extent. Checking must
be made by means of a resistance measuring bridge since the winding resistances are in the m range.
The overall resistance of the excitation winding can be determined by means of a measuring bridge.
Checking of single coil groups is not possible. The field winding lines must be disconnected from the
traction motor in order to obtain a correct measurement.
Winding resistance between F1 and F2 is approx. 550 m
The winding resistances of the armature winding cannot be checked in the field, since the contact
resistance between carbon brush and collector segment is a significant part of the measurement.
Moreover, several collector segments are simultaneously covered by the carbon brushes and several
windings are interconnected. In the field, only checking on continuity between terminals A1 and A2
(armature winding) is possible. A measurment on an internal fault or a short-circuit cannot be made. Prior
to the measurement, both armature lines must be disconnected from the traction motor.
1.5.4 CHECKING ON INSULATION
The insulation resistance of the motor windings to the motor housing is important for a perfect truck
operation. A check on insulation of the motors is only significant if an insulation measuring unit with the
corresponding test voltage is used.
The insulation measuring unit supplied by Linde has a test voltage of 500 V. Due to the high test voltage
it is absolutely necessary to disconnect all motor lines at the traction motors prior to carry out the checking,
and to disconnect the connector 1X7 or 1X8 at the motor.
Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 M
Insulation resistance excitation winding: F1 or F2 to the motor housing at least > 0.5 M
1.5.5 REWORKING THE COLLECTOR
The collector surface must be flat-black and free from hairling cracks and burn marks. Hairling cracks, out-
of-round, protruding insulation between segments and unsoldered winding connections cause strong
brush sparking. Burning spots on the collector are often a result of motor overload.
Cleanliness of the collector is the most important feature. Brush dust and external dust deposited in the
low insulation between segments can negatively affect the function of the motor: A glass brush or a thin
Pertinax rod can be used for cleaning the slots. Pay attention to prevent the patina formed on the collector
surface from being destroyed. Destruction would increase the brush wear.
The collector surface is to be cleaned with a dry and clean cloth. Polishing with a pumice stone or with
grinding paper is not recommended since residues of the polishing agent may be deposited in the slots
between the segments. These residues may later deposit between brush and collector and cause
increased wear or the hairling cracks.
Section 1
Worn collectors or collectors with burn marks are to be replaced or to be reworked in a special shop. The
collector must be reworked only down to a minimum diameter of 78 mm. During re-turning, an accuracy
run-out of 0.01 mm and a peak-to-valley height of 3 - 4 m must be met. After the re-turning, a careful
re-sawing of the insulation between segments is required that is to be made with a collector saw. On its
entire length, the insulation between segments must have a depth of 0.5 to 0.8 mm. Subsequently, the
edges of the collector segments are to be chamfered cleanly and the entire armature, and in particular the
collector segment area, is to be cleaned carefully.
1.5.6 BRUSH SWITCHES
The brushes are subject to wear and are to be replaced at 60% wear. For checking of the brush length,
a wear switch for each brush is installed on the brush rocker. The four wear switches are series connected
and are connected with the pins:1 and :2 of the connector 1X7 or 1X8.
With installed brushes and applied spring clip, continuity test must be taken between pins:1 and :2.
1.5.7 TERMINALS
The correct tightening torque of the fixing screws and nuts is to be met to avoid damage at the motor
connections. Moreover, take care that the plastic covers are pulled over the line terminals.
Tightening torque of terminal A1 and A2 9 Nm
Tightening torque of terminal F1 and F2 2.5 Nm
1.5.8 CLEANING
On principle, dirty motors can be cleaned externally. Oil-free compressed air is best suited for cleaning.
A high pressure cleaner can be used for cleaning, if the motors are strongly grimed on the outside. Use
water only. By no means, chemical cleaning additives must be used with high pressure cleaning. The
chemical cleaning additives may act upon the plastic parts of the motor and may cause a bonding of the
carbon brushes. Carefully maintain a sufficient distance between the cleaning lance and the motor.
Intensive cleaning with the high-pressure cleaner in the area of the motor connections and the brush
covers is to be avoided. No liquid must penetrate into the interior of the motor. Should liquid penetrate into
the interior of the motor in spite of all measures, the truck is to be driven for some time in order to avoid
corrosion damage (drying by specific heat), or the motors are to be dried by a blow-out with compressed
air, or by heating (electric dryer, heating unit).
Section 1
1.5.9 THERMAL SENSOR
A thermal sensor is installed on the brush rocker that is connected with the connector 1X7 or X8.
The thermal sensor is located in a recess at the brush holder and is fixed by a spring clip.
The resistance of the thermal sensor increases with the temperature of the motor. The correct resistance
value can be checked between pins :3 and :4. At a temperature of 20 °C, a functional thermal sensor has
a resistance value of approx. 576 see chapter 6.6.1.13 or 6.7.3.13).
Exchange of the thermal sensor
In a repair set, the thermal sensor is supplied with spring clip and lines with pin contacts. The lines are
supplied in a split protective tube. For an exchange of the thermal sensor, the traction motors need neither
to be dismounted nor disassembled for an exchange of the thermal sensor.
- Remove brush covers

- Cut off the connection lines of the old thermal sensor directly at the sensor housing (the old thermal
sensor remains installed)
- Remove contact pins :3 and :4 of the old thermal sensor at the pin housing 1X7 and 1X8 respectively
by means of the releasing tool
- Remove the lines of the brush wear switch from the old tube (tube is split)
- Remove the old tube with the lines from the old thermal sensor
- Push the red cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :3
- Push the blue cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :4
- Insert the cables of the brush wear monitoring switch into the tube
- Place thermal sensor into the second free recess at the brush holder.
1.6 TRACTION MOTOR FAN
From an operating temperature of 80 °C onward, the two traction motors are forced-ventilated by the axial
fans 9M1 and 9M2. The fan 9M3 serves for cooling of the pump motor. The motor temperature is monitored
by the thermal sensors 6B4 (right hand motor) and 6B5 (left hand motor ). These thermal sensors are
mounted to the brush rocker of the corresponding traction motors and transmit a signal to the composite
instrument. As soon as the motor temperature rises above 80° C, the two fans connected in parallel are
activated by the composite instrument with a voltage of + 24 V.
In addition, a fan 9M1 is situated in the motor vane on the left. This fan is activated together with the fan
9M3.
Fan control operates with activated key switch only, i.e. the fan stops immediately as soon as the key
switch is turned off.
The axial fans are driven by an electronically commuted external rotor motor with ball bearing system. The
commutation electronics are integrated in the motor or in fan hub. With blocked rotor, electronic locking
limits the power input to approx. the half of the nominal current. After elimination of the blocking, restart is
made automatically. An electronic protection against reverse polarity avoids errors due to wrong
connection, i.e. a start of the fan is only possible with correct polarity.
For checking of the fan function, the 4-pole connector 1X7 or 1XB can be separated at one of the traction
motors with activated key switch. As a consequence, both fans must start the operation.
Section 1
1.7 OPTIONAL SPEED SENSOR
Trucks with an UPA speed reduction to 6 km/h have speed sensors at the traction motors. The speed
sensors scan the brake disc webs and supply information about speed and direction of rotation of the
motors.
Setting:
The speed sensor is mounted on the inner bearing plate. The air gap between the active sensor area and
brake disc web must be 1.0 ±0.3 mm.
1.8 ASSEMBLY OF DRIVE UNITS
When assembling the two drive units, these must be positioned by means of the two pins (1). Screw in the
four cheese head srews (2) with washers (3) and tighten them to 195 Nm.
Section 2
2 DRIVE GEARBOX
2.1 PLANETARY GEAR GR2E-02
1 Wheel shaft 8 Sun wheel shaft

2 Radial seal 9 Sun wheel
3 Tapered roller bearing 10 Cheese head screw
4 Gearbox casing 11 Ring gear
5 Slotted round nut 12 Disc
6 Planet carrier 2 13 Spacer ring
7 Planet carrier 1
Section 2
2.1.1 RENEWING THE RADIAL SHAFT SEALING RING
Prerequisite:
- Wheel drive is dismounted from the drive axle.
Special tools required
- Spanner socket order number 399 900 70 80

- Extraction device order number 399 900 70 87
- Torque wrench up to 700 Nm.
DISASSEMBLY
Pull the first planet carrier (1a) complete with the sun
wheel (1b) and the sun wheel shaft (1c) out of the gearbox.
Heat up cheese head screw (2a) (to unglue the Loctite)

and unscrew it. Pull out the second planet carrier (2b)
from the gearbox housing.
Section 2
Heat up slotted round nut (3), (to unglue the Loctite).
Unscrew slotted round nut by means of the spanner

socket (5) and the cardan universal joint spanner (4).
(Hold the wheel shaft tight, e.g. in the vice)
Screw the extraction device (6) into the wheel shaft.

Section 2
Push the wheel shaft out of the gearbox housing
by tapping the housing on a hard surface.
Disassembled wheel shaft
7 Gear box housing

8 Wheel shaft
9 Bearing
10 Spacer ring (setting of bearing)
Remove radial oil seal (11) from the housing
ASSEMBLY
Prior to the mounting of the new oil seal, the latter is to be

filled with max 50% grease (ET no. 7 3375 00 150) and is to
be glued in with Loctite no. 243.
After the cleaning of all parts, the assembly is made in the

reverse order. Secure nut (3) and screw (2a) with Loctite
no. 270
Tightening torque of screw (2a): 23 Nm

Tightening torque of nut (3): 650 + 20 Nm.
Install the sun wheel shaft ensuring that the chamfer is

facing towards the sun wheel.
Section 2
2.1.2 OIL LEVEL CHECK AND OIL CHANGE
GEARBOX OIL SAE 80 W - 90 API GL5, also suited SAE 85 W - 90 API GL4 (as per DIN 51512)
Oil level check:
- Warm up the wheel gearbox

- Park the truck in such a way that the oil level screw (1) is in horizontal position
- Unscrew the oil level screw (3). The oil level must be to the lower edge of the oil level screw hole (1)
- Screw in the oil level screw (1) and tighten with 20 Nm
Oil change:

- Park the truck in such a way that the oil level screw (1) is in horizontal position
- Lift the truck by means of a jack on the left/on the right and secure it
- Remove the wheel
- After removal of the wheel, align the truck in such a way that both wheel gears are in horizontal position.
Only in this position can the gearbox oil run out completely
- Clean the area of the oil level screw (1), the drain screw (3) and the filling screw (4)
- Put a drain tray below the discharge screw (3)
- Unscrew the oil level screw (1), the drain screw (3) and the filling screw (4) and drain the gearbox oil
completely.
- Clean the magnetic plug of the drain screw (3)
- Screw in the drain screw (3) and tighten it to 70 Nm
- Fill approx. 400 cm3 of oil per wheel gear into the filling screw opening until oil comes out of the oil level
screw opening
- Screw in the oil level screw (1) and tighten it to 20 Nm
- Screw in the filling screw (4) and tighten it to 35 Nm
Section 2
2.1.3 DISASSEMBLY AND ASSEMBLY OF THE TRACTION MOTOR
Disassembly

- Turn off the key switch and actuate the emergency stop
- Lift the truck by means of a jack and secure it
- Remove the drive wheel
- Clean the area of the filling screw and the discharge screw
- Place a drain tray below the oil discharging screw
- Remove the filling screw and the discharging screw and completely discharge the gearbox oil
- Remove the 16 hexagon socket head screws on the gearbox
- Carefully pull out the gearbox
Assembly
- Check the o-ring of the gearbox on damage and replace it, if necessary
- Place the toothed wheel shaft connection from the traction motor to the sun wheel shaft of the gearbox
- Push the gearbox onto the armature shaft of the traction motor
- Align the gearbox in such a way that the filling screw is facing upwards
- Replace the 16 hexagon socket head screws on the gearbox and tighten them diametrically to a torque
of 64 Nm
- Refill the gearbox oil
- Mount the drive wheel and crosswise tighten the wheel screws with a tightening torque of 195 Nm
Section 3
3 CHASSIS AND BODYWORK
The 335 series of trucks are available in various load capacity classes and with single-pivot steering (also
referred to as 'bogie type steering', or 'turnable axle steering') or combination axle.
Type Wheel base Height Battery Steering
E 14 1230 mm * 1970 mm 440 Ah Single-pivot

E 16 1375 mm * 2075 mm 700 Ah Single-pivot
E 16C 1336 mm * 1970 mm 550 Ah Single-pivot
E 16P 1375 mm * 2075 mm 700 Ah Combination axle
E 18C 1444 mm * 1970 mm 660 Ah Single-pivot
* at a mast tilting angle of 0°
3.1 SEAT SWITCH
Intergral to the operator's seat is a switch which sends a negative battery signal to the control module A2
when the the seat is occupied. Traction and working hydraulic functions are only enabled if the operator's
seat is occupied and the overhead guard is closed.
Section 3
3.1.1 REPLACEMENT OF SEAT SWITCH
- Remove the two Torx screws (1) on the underside of the seat swab
- Remove seat swab
- Drill out and remove the rivets (4) of the solenoid (2) or reed switch (3)
- Replace solenoid (2) or reed switch (3) and re-rivet
4
Section 3
3.2 OPERATOR'S CABIN
The operator's cabin may be raised fully. The first latch position is at an opening of 35° and serves for
battery charging. For maintenance purposes and battery change, the cabin may be locked at an opening
angle of 100°.
The operator's cabin is available in various configurations.
Weather protection Configuration
1 only overhead guard
2 overhead guard and roof window pane
3 overhead guard and front window pane with screen wiper
4 overhead guard, roof window and front window with screen wiper
5 overhead guard, roof window and front window with wiper and rear window with
wiper
6 overhead guard, roof window and front window with wiper and rear window with
wiper and doors
3.2.1 TORSION LEAF SPRINGS
A torsion leaf spring assembly is located in the hinge area of the operator's cabin. This spring, which is
under tension when the cabin is closed, enables the cabin to be raised easily. A gas pressure damper
prevents the cabin from opening too quickly.
Depending on the design, the correct number of springs, screens, wedges and straps has to be chosen.
Section 3
3.2.1.1 REMOVING AND INSTALLING THE TORSION LEAF SPRINGS
Depending on the cabin design, the correct number of torsion leaf springs must be installed in the truck.
If the cabin is changed to a different configuration, then in order for the cabin to open and close correctly
the number of torsion leaf springs must also be changed.
- Open overhead guard until the torsion leaf springs are completely unloaded (all springs are lying straight)
- In this position, secure the overhead guard using a crane and strap
- Loosen the fixing nut of the holding plates at the spring assembly
- Remove the holding plates on the right and on the left of the spring assembly
- Unscrew the stud bolts on the right front at the lower holding plate from the spring assembly
- Insert the correct number of torsion spring leafs
- Insert the wedges as shown in the drawing
- Screw in the right stud bolt
- Fix the holding plates on the right and on the left of the spring assembly
- Undo the fixing of the overhead guard
- With the help of the adjustment screw of the tension lever on the right in the driver's cabin, a precise
adjustment of the spring assembly may be effected. For this purpose, measure the distance A.
Note: The distance A is measured from the rear edge of the lock nut up to the edge of the bolt.
Lever adjustment:
Spring
Wedges
Direction of traction: forward

left
Section 3
Short overhead
guard
E 14, E 16C, E 16,
1 1x 3x 50 2x 2x E 16P, E 18P, E 20P
1 x 1x 3x 50 2x 2x
1 x 2x 3x 2x 50 2x 2x
1 x 4x 2x 50 2x 2x
2 2x 3x 2x 50 2x 2x
2 x 2x 3x 2x 50 2x 2x
2 x 4x 2x 50 2x 2x
3 4x 50 4x 2x
3 x 1x 4x 2x 50 4x 2x
3 x 1x 4x 2x 50 4x 2x
4 1x 4x 2x 50 4x 2x
4 x 1x 4x 2x 50 4x 1x
4 x 2x 4x 2x 50 4x 1x
5 2x 4x 2x 50 4x 1x
5 x 2x 4x 2x 50 4x 1x
5 x 5x 2x 50 4x 1x
5 x 2x 4x 2x 50 4x 1x
6 6x 2x 50 2x 1x
6 x 6x 2x 50 2x 1x
6 x 1x 6x 2x 50 2x 1x
Long
overhead
1 1x 3x 50 2x 2x guard
1 x 4x 2x 50 2x 2x E 18C
1 x 4x 2x 50 2x 2x
2 4x 2x 50 2x 2x
2 x 4x 2x 50 2x 2x
2 x 1x 4x 2x 50 2x 2x
2 x 1x 4x 2x 50 2x 2x more than 2
working lights
3 1x 4x 50 4x 2x
3 x 1x 4x 2x 50 4x 2x
4 2x 4x 2x 50 4x 2x
4 x 5x 2x 50 4x 1x more than 2
working lights
4 x 5x 2x 50 4x 1x
5 5x 2x 50 4x 1x
5 x 5x 2x 50 4x 1x
5 x 2x 5x 2x 50 4x 1x
6 1x 6x 2x 50 2x 1x
6 x 2x 6x 2x 50 2x 1x
Section 3
3.3 TRANSPORTATION DEVICE
On the 335 truck series, the mast is mounted directly to the drive unit. When operating the tilt function, both
the mast and drive unit move. If the truck is to be operated without the mast i.e. during transit, then in order
that the drive unit remains connected to the chassis, the transportation device (1) must be mounted in place
of the mast.
Mounting of transportation device:
- Raise and block the truck at the chassis, so that the drive wheels are no more than 20 mm from the ground
- Secure the mast with a crane
- Support the drive unit using a suitable pallet truck/pallet stacker
- Disconnect the mast hydraulic lines
- Remove the mast to drive unit securing screws (3)
- Remove the securing screws and the mast pivot bracket (2)
- Remove the mast
- Insert the transportation device (1) into the mast pivot bracket and secure the bracket by means of the
screws
- Secure the transportation device to the drive unit using the fixing screws (3)
Section 4
4 STEERING SYSTEM
4.1 CLOSE-COUPLED STEERING AXLE E 14, E 16, E 16C
4.1.1 STEERING AXLE REMOVAL
For repairs on the steering axle, it is recommended to remove the axle assembly.
- Remove the wheel mounting bolts (3) on both wheels with the wheels at full lock.
- Jack up the truck at the rear.
- Chock the front wheels to prevent them from rolling.
- Remove the rear wheels.
- Return the steering to straight ahead.
- Disconnect the steering sensor connector
- Block up the steering axle.
- Remove the SKS M16x80 fastening screws (2) on the steering axle casing.
- Remove the supports one at a time, so lowering the steering axle slowly.
- Put an oil tray underneath.
- Disconnect the hydraulic hose (1) on each end of the cylinder.
- When removing the body of the axle from the steering casing, do not lose the shims used to adjust the
bearing play.
CAUTION: Even if the body of the axle is to be removed without the steering casing, the axle must be
supported before removing the SKS M16x80 bolt (4) secured with Loctite in the centre of the
cam plate, otherwise the axle body of the axle will drop.
Section 4
4.1.2 STEERING AXLE DISASSEMBLY AND SEALING
- Remove the M16x30 hexagonal screw (1).

- Remove the washer (2), cam plate (3), washer (4), shim (5) and sealing ring (6).
- Press the steering axle out of the steering casing (9).
- Remove the inner race of the tapered roller bearing (7).
- Take out the circlip (8) from below the steering casing (9).
- If necessary, press out the two outer tapered roller bearing races.
- Remove the shaft sealing ring (16) from the body of the axle.
- If necessary, pull the lower tapered roller bearing from the body of the axle with a puller.
- Remove the cylinder (14) from the steering casing (9).
- Remove the piston (12) and U-cup packings (11) and (13).
- Pull the rack (10) out of the steering casing (9).
Note: After installing a new axle body, determine the required shim dimension „S“ again.
- Place a lead wire between the washer (4) and the sealing ring (6).
- Torque the bolt (1) and washer (2) to 15 Nm.
- Measure the thickness of the lead wire.
- Round up to the next tenth and install the appropriate shim.
- Tighten the bolt (1) to 195 Nm.
Note: Be sure that the 0 marks on the pinion and the rack are aligned during installation.
Section 4
1 Hexagonal screw 9 Steering casing

2 Washer 10 Rack
3 Cam plate 11 U-cup packing
4 Washer 12 Piston
5 Shim 13 U-cup packing
6 Sealing ring 14 Cylinder
7 Tapered roller bearing 15 Tapered roller bearing
8 Circlip 16 Sealing ring
Section 4
Cross section of steering
1 Roll pin mounted flush with washer

2 Shim
3 Pivot in steering casing filled with Linde heavy-duty grease, quantity 250 g
4 Tighten the screw to 15 Nm. Determine dimension „S“ with lead wire and round up shim to next tenth.
Tighten the screw to 195 Nm.
5 Fill with Linde heavy-duty grease during installation.
6 Fill with Linde heavy-duty grease during installation, quantity 55 g.
7 Install screw with Loctite 270 and torque to 86 Nm.
Section 4
4.1.3 STEERING AXLE INSTALLATION
- Place the rubber seal on the steering casing (install in correct position).
- Position the steering axle into the counterweight from below, raise it slightly and block it up. Route the
long hydraulic hose between the front fastening bolt and the steering casing and connect to the left
steering cylinder (1).
- Connect the second hydraulic hose to the right steering cylinder (4).
- Continue to raise the steering axle with supports until it contacts the counterweight.
- Apply Loctite 270 to the M16x80 fastening bolt (3).
- Install the bolts (5) and tighten to 195 Nm (19.9 kmp).
- Screw microswitches 1S1 and 1S2 with the mounting plate onto the steering casing, ensuring that the
microswitch switching rollers just contact the cams (2).
- Bleed the steering system by operating the steering about 10 times through the full cycle.
- Check the oil level in the oil reservoir, adding oil if necessary.
- Mount the wheels.
- Lower the truck.
- Tighten opposite wheel mounting bolts (6) to 219 Nm.
Section 4
4.2 COMBINATION STEERING AXLE E 16P/ E 18P / E 20P
4.2.1 STEERING AXLE REMOVAL
- Loosen the wheel mounting bolts on both wheels.

- Jack up the truck at least 350 mm at the rear and support it.
- Chock the front wheels to prevent them from rolling.
- Remove the rear wheels.
- Tilt the overhead guard back as far as the 2nd latch position
- Disconnect the steering sensor connector
- Place an oil tray underneath.
- Disconnect both steer cylinder hydraulic hoses at the pipes.
- Place an additional weight (2) underneath.
- Remove the fastening bolts (3) and washers (4).
- Lower the additional weight and remove it.
- Support the steering axle (8).
- Remove the steering axle fastening bolts (5).
- Remove the plates (6).
- Remove the supports one at a time to slowly lower the steering axle (8) and rubber mounts (7).
Section 4
Section 4
4.2.2 STEERING CYLINDER AND TRACK ROD LINK
- Dismantle the steering axle.

- Remove the banjo bolts (11) along with the O-rings (12).
- Disconnect the two hydraulic hoses (10) at the steering cylinder (1).
- Drive out the roll pin (2) at the top and press the pin (3) out of the steering knuckle arm (15) to the track
rod link.
- Put the steering in the straight-ahead position.
NOTE: When pressing out the pin (3), support the underside of the steering knuckle arm (15) to
prevent it from being damaged.
- Remove the track rod link (5) along with the bearings (6) and sealing rings (4) from the steering knuckle
arm (15).
- Unscrew the sensor nut and remove the sensor.
- Mark the position of the two bearing brackets (8) in relation to the axle body (9).
NOTE: The two bearing brackets must not be interchanged during re-assembly.
- Unscrew the fastening screws (7) for the bearing brackets (8) and remove the bearing brackets.
- Remove the steering cylinder (1) and track rod links.
- Drive the roll pin (13) out the pin (14) on the steering cylinder at the track rod end and press the pin out.
- Remove the track rod link.
Section 4
Section 4
4.2.3 RENEWING THE STEERING CYLINDER SEALS
During the sealing of a steering cylinder it is particularly important to clean the cylinder tube and to rinse
the two pressure pipes carefully to flush the dirt out of the pipes and to have fresh oil from the reservoir
in the pipes.
4.2.3.1 STEERING CYLINDER (TYPE ROCHLITZ)
- Remove the steering axle and the steering cylinder.

- Discharge the oil from the steering cylinders and dispose of it in an environmentally friendly manner
- Clamp the steering cylinder in a vice.
- Pull out the piston rod as far as possible to one side.
- Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve.
- Loosen the retaining ring (1) with a drift punch through a hole in the cylinder housing and remove it with
a screwdriver.
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth.
- Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with
light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with
the hand
- Pull the piston rod out of the cylinder and remove the guide bushing (4) from the piston rod (9)
- Replace the sealing ring (8) of the piston rod (9)
- Remove the opposite retaining ring (1)
CAUTION:
- Remove the second guide bushing (4) from the piston rod (9)
- Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position
(chamfer shows out).
- Install the retaining ring (1).
- Carefully insert the piston rod (9) into the cylinder from the opposite end and slide it in as far as possible
through the guide bushing (4), taking care not to damage the sealing lips of the sealing elements.
- Insert the second greased guide bushing (4), slide it in as far as the stop and fasten it with the retaining
ring (1).
Detail A: Detail B:
The set of seals of the steering cylinder includes the following items
2 x guide bushings (4) as steering cylinder type Weber with all sealing elements
1 x sealing ring (8)
Section 4
Detail A:
5 6
1 2 3 4
Detail B:
7 8 9
1 Retaining ring 7 Cylinder housing

2 Wiper 8 Sealing ring
3 Grooved ring 9 Piston rod
4 Guide bushing
5 O-ring
6 Guide ring
Section 4
4.2.3.2 STEERING CYLINDER (TYPE WEBER)
- Remove the steering axle and the steering cylinder.

- Discharge the oil from the steering cylinders and dispose of it in an environmentally friendly manner
- Clamp the steering cylinder in a vice.
- Pull the piston rod out as far as possible to one side.
- Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve.
- Loosen the retaining ring (1) with a drift punch through a hole at the cylinder housing and remove it with
a screwdriver.
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth..
- Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with
light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with
the hand
- Pull out the piston rod of the cylinder and remove the guide bushing (4) from the piston rod (11) taking
care not to damage the guide bushing
- Renew wiper (2), grooved ring (3), o-ring (5) and bearing ring (6) paying attention to the correct position
- Replace the guide rings (8) and the sealing ring (9) of piston rod (11)
- Remove opposite retaining ring (1)
CAUTION:
- Remove the second guide bushing (4) from the piston rod (11) and renew wiper (2), grooved ring (3), o-
ring (5) and bearing ring (6)
- Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position
- Carefully insert the piston rod (9) into the cylinder from the opposite end and slide it in as far as possible
through the guide bushing (4), taking care not to damage the sealing lips of the sealing elements.
- Insert the second greased guide bushing (4), slide it in as far as the stop and fasten it with the retaining
ring (1).
Detail A: Detail B:
The set of seals of the steering cylinder includes the following items
2 x grooved ring (3) 2 x bearing ring (6)

2 x wiper (2) 2 x guide ring (8, 10)
2 x O-ring (5) 1 x sealing ring (9).
Section 4
Detail A:
6 5
1 2 3 4
Detail B:
7 8 9 10 11
MANUFACTURER
TYPE
1 Retaining ring 7 Cylinder housing

2 Wiper 8 Guide ring
3 Grooved ring 9 Sealing ring
4 Guide bushing 10 Guide ring
5 O-ring 11 Piston rod
6 Bearing ring
Section 4
4.2.3.3 RENEWING THE WHEEL HUB TAPERED ROLLER BEARINGS AND SHAFT SEALING
RING
- Jack up the truck and secure it.

- Remove the wheel.
- Remove the wheel hub (3).
- Loosen and remove the retaining nut (5).
- Remove the washer (7) and the roll pin (6).
- Drive out the wheel hub (8) from the inside out using a soft hammer. Do not let the inner race of the tapered
roller bearing (4) fall out.
- Take the shaft sealing ring (1) out of the hub (8).
- Take the inner race of the tapered roller bearing (2) out of the wheel hub.
- Take the outer races of the tapered roller bearings (2) and (4) out of the wheel hub (8).
- Install the outer races of the new tapered roller bearings (2) and (4) in the wheel hub (8).
NOTE: Be sure that the bearings are properly positioned.
- Fill the space around the tapered roller bearing (2) with Linde heavy duty grease.
- Grease the inner races of the tapered roller bearing (2) well and install carefully on the outer race.
- Fill the inside of the new shaft sealing ring (1) with Linde heavy duty grease and install it in the wheel hub
in the correct position (sealing lip showing inside).
- Slide the wheel hub onto the wheel shaft, taking care not to damage the shaft sealing ring (1) and that
the inner race of the tapered roller bearing (2) does not stick.
- Fill the space around the tapered roller bearing (4) with Linde heavy duty grease.
- Grease the inner races of the tapered roller bearing (4) well and install carefully on the wheel shaft.
- Slide the washer (7) onto the wheel shaft and drive in the cotter pin (6).
- Install a new retaining nut (5) and tighten it with a torque of 210 Nm.
- Fill the wheel cap (3) fully with Linde heavy duty grease, position the cap and drive it in place with a soft
hammer.
Section 4
Section 4
4.2.3.4 RENEWING THE AXLE BODY TAPERED ROLLER BEARINGS AND WIPERS
- Remove the steering axle.

- Remove the steering cylinder.
- Remove wheel hub (on E 25 / 30 only).
- Turn the steering axle so that the steering knuckles show, and secure it against turning.
- Slacken the retaining screw (7) for the steering knuckle arm (1) and unscrew it about 2 mm.
- Loosen the steering knuckle arm by tapping on the retaining screw (7).
- Unscrew the retaining screw a few millimetres several times and remove the steering knuckle arm from
the axle body by tapping on the retaining screw.
- Remove the retaining screw (7) and the steering knuckle arm (1).
NOTE: The steering axle of the E 20 truck has two retaining screws for securing the steering knuckle
arm. Loosen both retaining screws equally to prevent the steering knuckle arm from seizing.
- Pull out the axle body (8) upwards.

- Remove wiper (2), taking care that the inner race of the tapered roller bearing (3) does not fall out.
- Remove wiper (6) and the inner race of the tapered roller bearing (5).
- Extract both outer races of the tapered roller bearing (3) and (5).
NOTE: When installing the tapered roller bearings, make sure that the outer and inner races of the two
bearings are not interchanged.
- Drive new outer races into the axle centre.

- Fill the space around the bearing completely with lithium-based grease.
- Grease the inner race of the tapered roller bearing (5) well and install it.
- Fill wiper (6) well with grease and drive it into the centre axle body with the aid of special tool part no. 000
941 9721.
- Carefully install the axle body (8) in the centre axle body (4).
- Grease the inner race of the tapered roller bearing (3) well and install it.
- Fill wiper (2) well with grease and drive it into the centre axle body (4) with the aid of special tool part no.
000 941 9721.
NOTE: The top edge on the steel ring of wiper (2) must be flush with the face (9) of the centre axle (4).
Detail X:
Section 4
- Install the steering knuckle arm (1) and insert the retaining screw (7).
- At first torque the retaining screws (7) only to 120 - 150 Nm so that the rollers in the tapered roller bearings
can come into alignment.
- Move the axle body through the full swivel range several times so that the rollers in the tapered roller
bearings can become aligned.
- Tighten the retaining screws (7) to the full torque of 295 Nm.
Section 4
4.2.3.5 INSTALLING THE STEERING CYLINDER AND TRACK ROD LINK
- Insert the track rod links (5) into the steering cylinder (1).
- Coat the pin (14) with MoS2 grease and press it in (pressing force 5 - 50 kN).
- Secure the pin (14) with a roll pin (13).
- Place the steering cylinder along with the track rod links on the centre axle (9).
- Install the marked bearing brackets (8) correctly and fasten them with screws (7) (torque to 425 Nm).
- Coat the pin (3) with MoS2 grease and press it into the track rod link (5) and steering knuckle arm with
the roller pin pointing up (pressing force 4 - 38 kN).
NOTE: When pressing in pin (3), support the steering knuckle arm from below to prevent any damage
to it.
- Secure pin (3) with a roll pin (2).

- Install the hydraulic hoses (10) along with the banjo screws (11) and O-rings (12) on the steering cylinder
(1).
Section 4
Section 4
4.2.3.6 STEERING AXLE INSTALLATION
- Install two rubber mounts (7) on the centre axle in the correct position. The round on the mounts must
face the centre axle.
- Install the steering axle (8) with the rubber mounts (7) in the counterweight from below, raise it slightly
until the rubber mounts contact the counterweight and block it up.
- Route the two hydraulic hoses through the counterweight into the battery compartment.
- Route the steering sensor connecting cables in the counterweight.
- Apply Loctite 270 to the steering axle fastening bolts (5).
- Fasten the two plates (6) and rubber mounts (7) with bolts (5).
- Tighten the bolts (5) to 195 Nm.
- Connect both hydraulic hoses at the steering cylinder to the appropriate pipe.
- Connect proximity switch connectors X6 and X7.
- Install the battery.
- Bleed the steering system by operating the steering about 10 times through the full cycle.
- Check the oil level in the oil reservoir, adding oil if necessary.
- Mount the wheels.
- Lower the truck.
- Tighten opposite wheel mounting bolts to 180 Nm.
Section 4
Section 4
4.3 SERVOSTAT
The Servostat is assembled below the front cross-member of the truck chassis. A taper with a pin is
mounted at the end of the steering spindle. As soon as the overhead guard is opened, a mechanical
coupling is made with the steering column that has an internally toothed coupling at its end that meshes
into the taper or into the pin respectively.
The Servostat is mainly composed of a rotor pump and a control valve combined in an assembly. The rotor
pump is a toothed wheel pump that feeds the volume flow coming from the pump of the working hydraulics
in compliance with the rotary movements of the steering wheel.
The control valve is composed of the steering housing with the valve bore and the axially movable valve
spool rotating in it. The axial movement of the valve spool causes the increase of the working pressure
and the re-control of the oil flow in compliance with the rotating direction at the steering wheel.
When turning the steering wheel, the pump motor is switched on and runs with a speed of 700 or 1000 min-1.
The turning of the steering wheel is recognized by a switch or sensor.
In trucks of previous series, the steering wheel turning is recognized by a Reed contact switch. The valve
spool has a grooved nut with a pin engaging in it. When turning the steering wheel and with the movement
of the spool valve, the pin is lifted. A Reed contact is controlled via a bushing with a ring magnet connected
with the pin.
This Reed contact transmits a signal to the electronic system of the working hydraulics that make the
pump motor run at basic speed as soon as the steering wheel is turned.
In trucks of recent series, the turning of the steering wheel is recognized by an inductive sensor activated
by a toothed shaft at the steering control valve.
Section 4
Section 4
4.3.1 STEERING CONTROL VALVE WITH INDUCTIVE SENSOR
The steering control valve has been replaced with a different valve with an inductive sensor to recognise
the turning movement of the steering wheel.
Steering control valve with inductive sensor
Trucks with a low chassis from H2X335P04374

Trucks with a high chassis from H2X335P04653
The former steering control valve with the reed switch is no longer available from our spare parts service.
However, the reed switch for the former steering control valve continues to be available. If the steering
control valve with the reed switch has to be replaced in a truck, the steering control valve with inductive
sensor must be ordered together with the corresponding attachments.
- Steering control valve

- Steering column
- Rubber plate
- Cable harness
- Studs 2x
- Hex head screws 2x
Installation of a new steering control valve
- Open the overhead guard up to the second lock-in position

- Remove the truck battery
- Remove the rubber cover (1) from the traction motors
- Loosen the hydraulic connections and unscrew them from the steering control valve
- Pull off the plug from the reed switch
- Remove the two hexagon nuts (4) at the holding plate (2) from the steering control valve
- Remove the two hex head screws (3) from the holding plate (2)
- Remove the holding plate (2)
- Remove the four rubber bushes and the rubber plate
- Take the old steering control valve out of the chassis cross-member (5)
- Unscrew the hydraulic connecting piece from the old steering control valve
- Screw the hydraulic connecting pieces into the new steering control valve
- Screw two studs (6) from the retrofit kit into the new steering control valve
- Put the steering column (7) onto the steering control valve
- Insert the steering control valve from below into the chassis cross-member
- Install rubber bushes (8)
- Install the new rubber plate (11) with the recess pointing to the left on the cross-member
- Install the line of the inductive sensor into the recess of the rubber plate (11)
- Place the holding plate (10) onto the steering column
- Screw the hex nuts (12) onto the studs and tighten them
- Screw the hex head screws (9) from the retrofit kit into the steering control valve and tighten them
- Screw the hydraulic lines to the steering control valve
- Plug the connector 3B2 from the cable harness of the retrofit kit onto the inductive sensor of the steering
control valve
- Connect the plug 3S1 of the cable harness with the plug 3S1 of the truck cable harness
- Remove the holding screws of the fuse holder of the electrical system
- Lay the red/white lead of the cable harness in the interior of the battery, leading it backwards into the
electrical system, and fix it
- Plug the red/white lead into the fused socket-outlet 1F5:1
Section 4
5 3
4 2
12
11
9 10
Section 4
4.4 RENEWING OF STEERING POSITION POTENTIOMETER
- Turn steering axle to the right to the end stop and turn off the motor
- Disconnect the connector X7 from the steering position potentiometer
- Unscrew two hexagon head screws M5x30 and remove support plate with cover of the potentiometer
housing
- Pull out steering position potentiometer
- Install new steering position potentiometer
- Put on cover with support plate
- Screw in the two hexagon head screws and lightly tighten them so that a movement of the housing is still
possible
- Connect connector X7
- Turn on the truck
- Turn the sensor housing until a voltage of 12.5 V is displayed in the window (81) of the traction control
diagnosis under parameter us
- Tighten hexagon head screws M5x30 with 3 Nm
- Program steering end stops in the window (81)
Section 5
5 CONTROLS
5.1 TRAVEL CONTROL
The travel control pedals are integrated in the overhead guard. Two different types of pedal group models
are available:
Double-pedal model
Single-pedal model
The truck is braked either mechanically (brake pedal) or electrically (regenerative braking and plug
braking). In trucks of the single-pedal group, a direction indicator 1S13 is installed in the arm rest in front
of the joystick.
5.1.1 TRUCK SPEED CONTROLLER
The truck speed controller is mounted below the truck floor plate and is activated by means of the pedals.
The truck speed controller includes a reference potentiometer and a monitoring potentiometer. The two
potentiometer sliders are connected mechanically. The slider tracks of both potentiometers are supplied
with a voltage of approx.14.3 V. The polarity of this voltage, however, is interchanged at the end of the two
slider tracks.
Section 5
Potentiometer Bracket
Connector
1X10
Slider track Voltage supply Slider signal Voltage supply Slider signal Slider track
monitoring +15 V monitoring battery minus reference reference
potentiometer potentiometer potentiometer potentiometer
The consequence is that the output signal between the two sliders C1 and C2, added by the processor,
must always be 15 V. If an error occurs in the truck speed controller potentiometers or in the supply voltage
(e.g. cable breakage) , the signal between the two slider points changes and the controller recognizes a
fault. The output voltage at slider C2 of the reference potentiometer controls the sense of rotation and the
speed of the drive motors. The output voltage at slider C1 of the monitoring potentiometer is used as signal
in order to check the perfect electric functioning of the reference potentiometer.
The truck speed controller is connected to the control system by means of the 4-pole connector 1X10.
The supply of the controller is made via the connector 1X10:4 with +15 V and via the connector 1X10:1
with battery minus. The output signal of the reference potentiometers is connected to the traction
electronics via the connector 1X10:2 and the output signal of the monitoring potentiometer is connected
via connector 1X10:3. The two output voltages can be displayed in window (6).
NOTE: During the installation of a new truck speed controller, pedal zero position is to be calibrated
(window 8).
Section 5
Replacement of the speed controller
- Disconnect connector 1X10 from the controller

- Unscrew two socket head screws at the truck speed controller and pull out the controller
- Insert the new controller in the driving adapter and pay attention that the controller bracket engages in
the recess of the driving adapter
- Twist the controller against the spring and fix it with the two socket head screws
- Connect connector 1X10 and calibrate controller zero position in window (8) of the truck control
diagnosis.
5.1.1.1 ADJUSTMENT OF THE PEDAL STOP SCREWS
The adjustment of the maximum output voltage of the truck speed controller is made by means of the stop
screws of the two pedal levers. Window 8 is to be used for adjustment of the stop screws. The truck speed
controller voltage of the reference potentiometer is displayed via the parameter u1c. Adjust the stop
screws in such a way that the following voltage values result:
Pedal maximum in forward direction: u1c = 11.5 V ± 0.05 V

Pedal maximum in reverse direction: u1c = 3.5 V ± 0.05 V
5.1.2 SINGLE-PEDAL DIRECTION SWITCH
The single-pedal direction switch 1S13 is connected to the 6-pole connector 9X8. In case of two-pedal
trucks, the connector 9X8 includes a bridge plug that connects the pins :1, :2, :3 and :4. With single-pedal
trucks, a battery minus signal available at the pin :1 is switched to the traction electronics via the direction
switch.
Forward direction from connector 9X8:4 to traction electronics X13:36 (single control 1X11:8)
Reverse direction from connector 9X8:2 to traction electronics X13:17 (single control 1X11:22)
Zero position switch from connector 9X8:3 to traction electronics X13:74 (single control 1X11:7)
Pins :5 and :6 of connector 9X8 are connected with the composite instrument and control the signal lamps
of the direction selection in the composite instrument.
Section 5
5.2 BRAKING
The truck is equipped with a hydraulically operated foot brake. Depressing the brake pedal operates the
brake master cylinder. The master cylinder initiates and controls the entire braking procedure. The master
cylinder piston presses the brake fluid in the braking system into the slave cylinder. The force of the slave
cylinder presses the brake lever with the brake linings against the brake discs. The brake discs, provided
with cooling fins, are pressed directly against the traction motor armature shafts. When the parking brake
is applied, the external shoe brake is operated mechanically via a cable.
5.2.1 RENEWING THE BRAKE LININGS
The brake linings must be renewed when they are worn down to 2 mm at the weakest point.
- Extend the mast and secure the fork carriage.

- Tilt the mast back.
- Remove the front rubber mat.
- Release the parking brake.
- Tilt the overhead guard back to the first detent.
- Remove the fastening screws at the slave cylinder mount on the left traction motor.
- Put the slave cylinder and mount assembly to the side, taking care not to bend the brake line and the
parking brake cable.
NOTE: When raising the brake levers, do not lose the two compression springs.
- Remove the fastening screws on both brake linings.

- Install the new brake linings, centre them on the brake disc and tighten the screws (to 23 Nm).
- Install the compression springs.
- Install the slave cylinder and mount on the left traction motor (torque to 46 Nm).
5.2.2 ADJUSTING THE PARKING BRAKE
- Tilt the overhead guard back to the first detent.

- Release the parking brake.
- After loosening the locknut (1) turn the adjusting screw (5) down until the brake linings press firmly
against the bake disc.
- Turn the adjusting screw (5) back 2 turns and tighten the locknut (1).
- Adjust the parking brake cable with nuts (2) and (3) on the threaded piece (4) so that there is no play.
Then secure the position by tightening nuts (2) and (3).
NOTE: When making a functional check of the parking brake, a noticeable resistance should be
evident starting with the 2nd and at least with the 4th notch (the brake linings contact the brake
disc). Between the 1st and 2nd notch on the brake lever the microswitch for the traction current
must be actuated. From the 4th to the 6th notch the brake must hold the truck against the
reduced traction current.
Section 5
5.2.3 ADJUSTING THE FOOT BRAKE
NOTE: The braking system is not self-adjusting. If the pedal travel is too long, the complete braking
system must be adjusted. The parking brake should already be adjusted as described in
section 4.5.2.2.
The basic adjustment of the foot brake is made with the clevis (9) connecting the brake master cylinder
(7) and the lever (11).
- Close the overhead guard.

- Depress the brake pedal until the brake pedal roller contacts the brake lever (11) (noticeable resistance).
- The pedal travel should be about 4 to 6 mm.
If the distance deviates, correct the adjustment at the clevis (9) as described below.
- Tilt the overhead guard back as far as the 1st detent.

- Loosen the locknut (8) on the clevis (9).
- Remove the pin retainer (10).
- Swing the lever (11) up.
1 Locknut 5 Adjusting screw 9 Clevis

2 Nut 6 Slave cylinder 10 Pin retainer
3 Nut 7 Master cylinder 11 Lever
4 Threaded piece 8 Locknut
Section 5
- Adjust the pedal travel by turning the clevis (9) (turning clockwise reduces the travel, turning anti-
clockwise increases the travel).
- Tighten the locknut (8).
- Close the overhead guard.
- Check the brake pedal travel and re-adjust it, if necessary.
5.2.4 RENEWING THE BRAKE FLUID
As the brake fluid is hygroscopic and as water reduces the brake fluid boiling point, it must be renewed
every 3000 operating hours or at least every 2 years.
- Remove the dust cap on the bleed screw on the master cylinder.
- Unscrew the brake fluid reservoir cap and draw out the old brake fluid.
- Fill the new brake fluid into the reservoir.
- Install a plastic hose on the bleed screw.
- Put the other end into a glass container containing a little new brake fluid.
- Operate the lever on the master cylinder until increased pressure is noticeable.
- Loosen the bleed screw by 3/4 turn.
- With the lever operated fully, tighten the bleed screw.
- Repeat the same procedure at short intervals so that brake fluid can flow into the braking system again.
Repeat this procedure until the emerging brake fluid is free of air bubbles and only new brake fluid is
flowing out.
- Observe the brake fluid level in the reservoir during the entire procedure.
- Tighten the bleed screw with the last stroke.
- Release the lever.
- Remove the plastic hose.
- Replace the dust cap on the bleed valve.
- Refit the brake fluid reservoir cap.
Section 6
6 ELECTRICAL EQUIPMENT
Up to serial number H2X335N06314, the 335-02 series of trucks (Model E14-20) have a single-controller
design, i. e. they are equipped with separate control units for traction (LDC30...) and for lifting (LLC30...).
As from serial number H2X335N06315, the trucks are produced with a combined control unit (LDC40...).
This combination controller integrates the traction and lifting functions in one unit.
6.1 INTRODUCTION
CAUTION
Prior to performing work on the electrical equipment, make sure that the battery
connector has been disconnected and the capacitor voltage has dissipated. The capacitors
in the power units are automatically discharged through the discharging circuit. This
process may take up to three minutes. To ensure that the capacitors are discharged, check
the capacitor voltage between the connections 1 and 2 on the power unit (with battery
connector disconnected). The voltage should be less than 5 Volts.
CAUTION
Do not dismantle electrical components of the truck whilst the truck is connected to the
battery. This also applies to the withdrawal of plug connectors. The following instructions
must be observed whenever work is being performed on the electrical equipment:
- Jack truck drive wheels clear of the floor.

- Securely chock truck in position.
- Actuate emergency isolator.
- Disconnect battery.
- Wait for the capacitors in the intermediate circuit to discharge.
- Prior to restarting, perform test with truck still raised.
CAUTION
The reduction of traction speed and working speed via switches is an optional extension of the truck
function, which may only be used in applications where there is no safety problem. Internally, the
inputs X13:73 (1X11:5 individual controller) and X13:96 are non- redundant and there is no safety
monitoring. For this application, the controller corresponds to safety category 1 in accordance with
EN 954-1.
Before this option is installed, a risk analysis for the function has to be made. The influence on the
other functions of the truck has to be checked. For the risk analysis, please refer to the standards
EN 954 Part 1, EN 1050, EN 292 Part 1/2 and EN 1175.
The resulting safety category for the overall system must be complied with. If the connections are
used beyond the variants authorized by the manufacturer, conformity within the meaning of the
Machinery Directive 98/37/EG must be ensured by the fitter (dealer).
Also the circuit elements are divided into safety categories in accordance with EN 1050/EN 1175.
Their function must be checked every day prior to startup.
Should the extension of the truck function lead to increased danger, it must not be implemented.
In this case, please consult us for alternative solutions (UPA).
Section 6
6.2 EXPLANATION OF FUNCTIONS
6.2.1 TRACTION DRIVE
The use of shunt motors as drive motors offers the following advantages:
- Reversal of the direction of movement is possible without direction contactors

- Regenerative operation can be achieved without contactors
- Simple, optional field weakening without additional components
- Improved cornering capability
- Improved temperature monitoring in the power unit
- Stable speed maintained with different loads.
Motor speed
Shunt motor
Series motor
Armature
current
In the shunt motor, the field winding is not connected in series with the armature winding. The field winding
is controlled by means of a separate power unit. Speed and direction of rotation of the motor can be
controlled according to the polarity and the flow of current in the field winding. The direction of the current
in the armature winding remains the same (except in the braking mode).
Positive batte-
ry terminal
Field transistor bridge

Armature Field current
current IA IF
Bottom Transistor
Negative bat-
tery termimal
Section 6
6.2.1.1 MOTOR CONTROL
The shunt control operates with a clock frequency of 16 kHz. Since the direction of travel is controlled via
the exciter field, no direction contactors are required. The electrical system incorporates two power units,
which drive the three motors. The power unit A1 integrates the main-current unit for the left traction motor
and the pump motor. The power unit 1A1 includes the main-current unit for the right traction motor.
The system is activated through the controller A2. A starting contactor K1 is provided for the entire
electrical system; this contactor is activated after the key switch has been switched on.
To control the motor speed, the armature voltage is controlled according to the position of the accelerator,
via the bottom transistor and the exciter field. This occurs in proportion to the travel speed and the motor
current.
When accelerating, the armature voltage and the exciter current are increased initially. When a speed of
approx. 6 km/h has been reached, the exciter current is kept constant so that there is a constant current
of approx. 17 A per traction motor is obtained in the exciter field. The voltage at the armature winding
continues to increase, until at about 12 km/h the full battery voltage is applied to the armature winding. When
a speed of approx.8 km/h has been reached, the exciter current is reduced, until at a speed of approx.
15 km/h there is an exciter current of 4.5 A. With high torque loads and low speed, a field current in the
shaded area is possible.
Speed in km/h
Speed in km/h
Section 6
When the truck is stationary, an alternating current is applied to the exciter coil in order to prevent residual
magnetism being generated in the exciter coil. If the truck started to move, residual magnetism would
cause a further acceleration of the traction motors. This alternating current is generated by alternately
switching on the field transistor bridge for brief periods.
6.2.1.2 FORWARD DIRECTION
For the forward direction, both top transistors of the power units 1A1 and A1 are switched on. The field
winding of the two traction motors is excited by supplying a clock pulse (16 kHz) to the field transistors
in the two power units. Field transistors S5/S8 are activated for the right-hand motor, field transistors S9/
S12 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the
power units.
6.2.1.3 REVERSE DIRECTION
For the reverse direction, both top transistors or the power units 1A1 and A1 are switched on. The field
winding of the two traction motors is excited by supplying a clock pulse to the field transistors in the two
power units. Field transistors S7/S6 are activated for the right-hand motor, field transistors S10/S11 for
the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power
units.
Section 6
6.2.1.4 FREE-WHEEL CIRCUIT
When the bottom transistor is switched off, an induced voltage is generated in the armature windings of
the traction motor. This induced voltage is reduced via the activated top transistor and the top diode.
6.2.1.5 REGENERATIVE BRAKING
If the accelerator pedal is returned to the neutral position, or if the pedal is moved in the opposite direction,
regenerative braking is automatically activated. During the braking operation, the generator current
produced by the traction motor is fed back into the battery. At the start of the braking phase, the top
transistor is switched off, and the field winding is excited in the opposite direction. This causes the motors
to operate in the regenerative mode when the traction motors are activated. The generator voltage or
generator current is regulated by the clock pulses of the bottom transistor and the field transistor bridge.
Section 6
6.2.2 PUMP MOTOR
The pump assembly of the working hydraulics consists of a series-wound motor with a flange-mounted
gear pump. The pump motor is controlled via the power unit A1. The functions of the working hydraulics
are activated by means of joysticks. These joysticks provide an electrical signal , which is processed by
the truck controller. The truck controller controls the speed of the pump motor via the the power unit, and
thus also the oil quantity of the hydraulic pump and the opening section of the control valve.
At the connection A1, the pump motor is supplied with a positive battery voltage as soon as the main
contactor is activated. The negative connection D2 of the pump motor is connected to the MOSFET of the
power unit A1. The MOSFET is activated with a clock frequency of 16 kHz. By controlling the PWM, the
average voltage of the pump motor and thus the speed are controlled.
On the pump motor, the speed sensor 2B8 is located, which transmits the motor speed signal back to the
controller. Further, a free-wheeling diode is installed in the power unit A1, which protects the MOSFET from
inductive voltage peaks.
Section 6
6.3 POWER UNITS
6.3.1 GENERAL
The truck has two separate power units. The power unit 1A1 controls the right-hand traction motor 1M1,
the power unit A1 controls the left-hand traction motor 1M2 and the pump motor 2M1. The power units
are equipped with a 29-pole connector through which they are linked to the controller. The main-current
connections of the power transistors are brought to the outside through stud bolts. The motor cables are
connected to these studs.
Each power unit independently administers the associated motor. The power unit contains a total of six
MOSFET transistors for the traction motor. Two transistors control the armature winding of the traction
motor. The top transistor is always switched on during normal driving operation. The bottom transistor
controls the armature voltage. The shunt winding of the traction motor is controlled through a bridge circuit
consisting of four transistors. This bridge circuit enables the flow of current in the shunt winding to be
controlled in both directions. Information on the desired torque and speed of rotation of the motor is supplied
by the controller to the power unit through the PWM signals for the individual transistors.
The power units integrate the current feedback value transducers which serve to determine the motor
current. Thermal sensors are provided in the area of the power transistors to monitor the temperature of
the transistors. As soon as the transistor temperature reaches 75 °C, the motor current is reduced
continuously. Monitoring of the temperature and the associated power reduction or complete shut-down
is initiated by the controller.
The capacitors in the intermediate circuit are located underneath the upper part of the power unit housing.
These capacitors serve for buffering the battery voltage.
The power units are monitored by the controller A2, by monitoring the voltages at the various transistors.
Section 6
Assembly of the power units:
- Prior to starting the assembly work, disconnect the battery connector

- Remove dust and foreign objects from the bolting surface of the power modules in the area of the heat
sink.
- Remove dust and foreign objects from the bolting surface of the counterweight.
- With the help of a spatula, apply a very thin (1/10 mm) layer of heat conduction paste WP12 to the power
module's fastening surface, to reduce the heat transfer resistance between the power module and the
counterweight.
- Position power module in correct position.
- Alternatingly tighten the M10 x 35 hexagon socket screws. The tightening torque is 40 Nm.
- Screw-on main-current leads and monitoring leads for feedback of the capacitor voltages to the power
unit. Tightening torques: Battery and motor leads 8 - 10 Nm , Exciter winding leads: 3.5 Nm.
NOTE: Be sure to connect the black/white lead to the power unit A1 connection :2 and the black/yellow
lead (feedback of capacitor voltage of power unit to controller) to the power unit 1A1 connection
:2. Failure to observe this requirement will cause the truck to malfunction.
- Insert and lock plug connector on the power unit.
NOTE: Be sure to tighten the M10 x 35 hexagon socket screws with the correct torque to ensure good
contact of the power modules with the supporting surface. After 30 min tighten the hexagon
socket heads screws once more alternately as the layer of heat conduction paste may change
over this period.
6.3.2 POWER UNIT A1
1
3 4 5 6 7
Section 6
Main-circuit connections
1 Negative connection for the power unit

2 Positive connection for the power unit
3 Drain connection for the power transistor for the pump motor D2
4 Field winding connection F1 for the left-hand traction motor
5 Armature connection A2 for the left-hand traction motor
6 Field winding connection F2 for the left-hand traction motor
7 Armature connection A1 for the left-hand traction motor
Connector pin assignment X11
1 PWM transistor signal for pump motor 2M1

2 0 V for PWM transistor signal for pump motor 2M1
3 Not used
4 Field voltage of traction motor 1M2
5 Not used
6 Actual current transducer signal, traction motor 1M2
7 0 V for actual current transducer 1M2
8 Not used
9 Not used
10 Not used
11 Not used
12 PWM signal for top transistor, armature of traction motor 1M2
13 0 V for PWM transistor signal, traction motor 1M2
14 Voltage of top transistor, armature, traction motor 1M2
15 Voltage of bottom transistor, armature, traction motor 1M2
16 Chip temperature Mosfet transistors 1M2
18 Not used
19 0 V for PWM transistor signal for pump motor2M1
20 PWM signal for bottom transistor, armature of traction motor 1M2
21 PWM signal for field transistors S9/S12, traction motor 1M2
22 PWM signal for field transistors S11/10, traction motor 1M2
24 Not used
25 Fault signal, power unit 1M2
27 Not used
28 + 24 V power supply from voltage transformer
29 Battery negative supply
Section 6
6.3.3 POWER UNIT 1A1
Main-circuit connections
1 Negative connection for power unit

2 Positive connection for power unit
8 Armature connection A1 for the right-hand traction motor
9 Field winding connection F2 for the right-hand traction motor
10 Armature connection A2 for the right-hand traction motor
11 Connection of field winding F1 for the right traction motor
Connector pin assignment 1X13
1 PWM signal for top transistor for armature of traction motor 1M1
2 PWM signal for bottom transistor for armature of traction motor 1M1
3 0 V for actual current transducer 1M1
4 Signal of actual current transducer, traction motor 1M1
5 Voltage of bottom transistor for armature of traction motor 1M1
8 Not used
9 PWM signal for field transistor S5/S8, traction motor 1M1
10 PWM signal for field transistor S7/6, traction motor 1M1
11 0 V for PWM transistor signal traction motor 1M1
13 Voltage of top transistor for armature of traction motor 1M1
15 +24 V power supply from voltage transformer
16 Battery negative supply
Section 6
6.3.4 POWER UNIT TEMPERATURE MONITORING
The two power units also contain temperature sensors to measure the temperature of the power
transistors. The power of the motors is reduced in accordance with the temperature measured.
6.3.4.1 POWER TRANSISTORS OF THE TRACTION DRIVE
If the temperature of the MOSFET transistors in the power unit rises to a value above 70 °C the maximum
available motor power is reduced. At a temperature of 80°C, only 50% of the maximum motor power is
available.
If the temperature reaches a value > 70 °C, a fault is signalled. Fault 58 is memorised for the power unit
1A1, fault 68 for the power unit A1.
Power
in %
Temperature
in °C
Section 6
6.3.4.2 POWER TRANSISTORS OF THE WORKING HYDRAULICS
If the temperature of the MOSFET transistors in the power unit rises to a value above 90 °C, the maximum
available motor power is reduced. At a temperature of 110°C the pump motor is no longer activated.
If the temperature reaches a value > 90 °C, a fault is signalled. Fault 28 is memorised for the power unit
A1.
Power 100
in %
50
Temperature
in °C
20 40 60 80 100 120
33502_06-23
NOTE
To ensure proper operation of the truck, correct dissipation of the heat generated by the
power units is essential. Overheating of the power units may result from the following
causes:
Incorrect assembly of power units
Incorrect application of the heat conduction paste (film too thick)
Sluggish movement of the motor (Bearings, gearbox, brake, pump)
Overloading of the motor
In addition, proper functioning of the fans is important. Clean the filters within the
framework of periodic inspection and maintenance and check their proper functioning.
To test the fans, pull off connector from one of the traction motors or the pump motor: All
fans should operate when this has been done.
Section 6
Section 6
6.4 POSITION OF CONNECTORS
6.4.1 TRUCKS WITH INDIVIDUAL CONTROLLERS
6.4.1.1 E 14 INDIVIDUAL CONTROLLERS
1X3 1X1
1X8 1X7
9X11 9X10
6X9
X5
X9 5X13
4X1
2X2
2X6
9X12 1X4
1X5
2X3
1X10 2X4
1X6
1X2
2X5
9X8
6X1
9X7
X10
1X13 X31 X4, X3 1X11 X11 X8 X1
X12, X7 2X1 X2
Section 6
Connector Function Position
X1 42-pole Main cable harness - output cable harness Counterweight electr. equipment, RH side
X2 10-pole Main cable harness - output cable harness Counterweight electr. equipment, RH side
X3 2-pole Microswitch S2 emergency stop Counterweight electr. equip.,underneath traction electr.
X4 2-pole Contactor coil K1 Counterweight electr. equip., underneath traction electr.
X5 2-pole Switch 3S1 steering Steering control valve
X7 4-pole Steering position sensor 3B1 Counterweight electr. equip., underneath traction electr.
X8 S6-pole Voltage converter U1 Counterweight electr. equipment, RH side
X9 3-pole Overhead guard switch S4 Overhead guard, behind steering column covering
X10 Battery connector Counterweight electr. equipment, RH side
X11 29-pole Power unit A1 Counterweight electr. equipment, RH side
X12 6-pole Charge/discharge circuit Counterweight electr. equip., underneath traction electr.
X31 Central neg. battery connection Conductor bar betweeen power unit A1 and 1A1
1X1 4-pole Speed sensor 1B1 Holding plate at RH traction motor
1X2 4-pole Diagnosis connector traction electronics Behind switch cover, left of steering column
1X3 S4-pole Speed sensor 1B2 Holding plate at LH traction motor
1X4 3-pole Hand brake switch 1S4 Above control valve of working hydraulics
1X5 3-pole Stop pedal switch 1S5 Underneath floor plate of overhead guard
1X6 2-pole Seat switch S3 Driver's seat, back right
1X7 4-pole RH traction motor 1M1 Holding plate at RH traction motor
1X8 4-pole LH traction motor 1M2 Holding plate at LH traction motor
1X10 4-pole Accelerator 1A4 Underneath floor plate of overhead guard
1X11 42-pole Traction electronics 1A2 Counterweight electr. equipment, middle
1X13 16-pole Power unit 1A1 Counterweight electr. equipment, LH side
2X1 42-pole LLC 2A1 Counterweight electr. equipment, middle
2X2 4-pole Speed sensor 2B8 Holding plate pump motor
2X3 6-pole Joystick 2B1 Underneath joystick arm rest
2X5 4-pole Diagnosis connector LLC Behind switch cover, left of steering column
2X6 4-pole Pump motor 2M1 Holding plate pump motor
4X1 2-pole Connector of signal horn switch 4S1 Behind switch cover, right of steering column
5X13 3-pole Connector of turn-signal indic. pilot lamp Behind switch cover, right of steering column
6X1 4-pole Diagn. connector composite instr. Behind of switch cover, left of steering column
6X9 36-pole Composite instrument 6P2 Right of steering column at composite instrument
9X7 4-pole Power supply SA Underneath overhead guard, back right
9X8 6-pole Single pedal switch 1S13 Behind cover switch, left of steering column
9X10 2-pole Fan 9M1 Holding plate at RH traction motor
9X11 2-pole Fan 9M2 Holding plate at LH traction motor
9X12 2-pole Fan 9M3 Holding plate pump motor
Section 6
6.4.1.2 E 16 - 20 INDIVIDUAL CONTROLLERS
1X3 1X1
1X8 1X7
9X11 9X10
6X9
X5
X9 5X13
4X1
2X2
2X6
9X12 1X4
1X5
2X3
1X10 2X4
1X6
1X2
2X5
9X8
6X1
9X7
X1
X2
X10
X8
1X13
2X1 X11 X31 1X11 X3,X4,X7,X12 1X12

Section 6
Connector Function Position
X1 42-pole Main cable harness - output cable harness Counterweight electr. equipment, LH side
X2 10-pole Main cable harness - output cable harness Counterweight electr. equipment, LH side
X3 2-pole Microswitch S2 emergency stop Counterweight electr. equip.,underneath traction electr.
X4 2-pole Contactor coil K1 Counterweight electr. equip., underneath traction electr.
X5 2-pole Switch 3S1 steering Steering control valve
X7 4-pole Steering position sensor 3B1 Counterweight electr. equip., underneath traction electr.
X8 S6-pole Voltage converter U1 Counterweight electr. equipment, LH side
X9 3-pole Overhead guard switch S4 Overhead guard, behind steering column covering
X10 Battery connector Counterweight electr. equipment, RH side
X11 29-pole Power unit A1 Counterweight electr. equipment, LH side
X12 6-pole Charge/discharge circuit Counterweight electr. equip., underneath traction electr.
X31 Central battery neg. connection Conductor bar betweeen power unit A1 and 1A1
1X1 4-pole Speed sensor 1B1 Holding plate at RH traction motor
1X2 4-pole Diagnosis connector traction electronics Behind switch cover, left of steering column
1X3 S4-pole Speed sensor 1B2 Holding plate at LH traction motor
1X4 3-pole Hand brake switch 1S4 Above control valve of working hydraulics
1X5 3-pole Stop pedal switch 1S5 Underneath floor plate of overhead guard
1X6 2-pole Seat switch S3 Driver's seat, back right
1X7 4-pole RH traction motor 1M1 Holding plate at RH traction motor
1X8 4-pole LH traction motor 1M2 Holding plate at LH traction motor
1X10 4-pole Accelerator 1A4 Underneath floor plate of overhead guard
1X13 16-pole Power unit 1A1 Counterweight electr. equipment, RH side
2X1 42-pole LLC 2A1 Counterweight electr. equipment, LH side
2X2 4-pole Speed sensor 2B8 Holding plate pump motor
2X5 4-pole Diagnosis connector LLC Behind switch cover, left of steering column
2X6 4-pole Pump motor 2M1 Holding plate pump motor
4X1 2-pole Connector of signal horn switch 4S1 Behind switch cover, right of steering column
5X13 3-pole Connector of turn-signal ind. pilot lamp Behind switch cover, right of steering column
6X1 4-pole Diagn. connector composite instr. Behind of switch cover, left of steering column
6X9 36-pole Composite instrument 6P2 Right of steering column at composite instrument
9X7 4-pole Power supply SA Underneath overhead guard, back right
9X8 6-pole Single pedal switch 1S13 Behind cover switch, left of steering column
9X10 2-pole Fan 9M1 Holding plate at RH traction motor
9X11 2-pole Fan 9M2 Holding plate at LH traction motor
9X12 2-pole Fan 9M3 Holding plate pump motor
Section 6
6.4.2 TRUCKS WITH COMBINATION CONTROLLER
6.4.2.1 E 14 COMBINATION CONTROLLER
X9
4X1
9X10
9X11 1X7
1X8
5X13
6X9
1X2
2X5
6X1
X5
1X4
1X5
1X10 2X3
2X4
9X7
2X2
2X6 1X6
9X12
X10
1X13 X31 X4, X3 X13 X11 X8 X1

X12, X7 X2
Section 6
Connector Position Function
X1 42-pole Electrical equipment, RH side Connector to main cable harness

X2 10-pole Electrical equipment, RH side Connector to main cable harness
X4 2-pole Underneath controller Main contactor K1
X7 4-pole Underneath controller Curve sensor 3B1
X8 6-pole Underneath controller Voltage transformer U1
X9 3-pole Underneath cover on the steering col. Overhead guard switch S4
X10 2-pole On rear battery compartment Battery connector
X11 29-pole Electrical equipment, RH side Power unit A1
X12 6-pole Underneath controller Charging circuit
X13 121-pole Electrical equipment, middle Controller A2
X31 Electrical equipment, RH side Central negative connection
1X2 4-pole Operator panel, front left Diagnostic connector - Traction
1X4 3-pole On hand brake lever Hand brake switch 1S4
1X5 3-pole Undernmeath floor plate Stop pedal switch 1S5
1X6 2-pole Underneath driver's seat Seat switch S3
1X7 4-pole On RH traction motor Thermal sensor, carbon brush switch
1X8 4-pole On LH traction motor Thermal sensor, carbon brush switch
1X10 4-pole Underneath floor plate Accelerator 1A4
1X13 16-pole Electrical equipment, LH side Power unit 1A1
2X2 4-pole On pump motor Speed sensor 2B8
2X3 6-pole In arm rest Joystick 2B1
2X5 6-pole Operator panel, front left Diagnostic connector - Lifting
2X6 2-pole On pump motor Thermal sensor, carbon brush switch
3X1 3-pole Chassis, front left Connection of reed switch steering 3S1
4X1 2-pole Underneath covering of steering colum Horn switch 4S1
5X13 3-pole Operator panel, front right Flashing control
6X1 6-pole Operator panel, front left Diagnostic connector, composite instrument
6X9 36-pole Operator panel, front right Composite instrument 6P2
9X7 6-pole Underneath the cabin- driver's seat Connector for special equipment
9X8 6-pole In arm rest Direction switch 1S13 - Single pedal
9X10 2-pole RH tranction motor Fan 9M1
9X11 2-pole LH traction motor Fan 9M2
9X12 2-pole On pump motor Fan 9M3
Section 6
6.4.2.2 E 16 - E 20 COMBINATION CONTROLLER
X9
4X1
9X10
9X11 1X7
1X8
5X13
6X9
1X2
2X5
6X1
X5
1X4
1X5
1X10 2X3
2X4
9X7
2X2
2X6 1X6
9X12
X10
X1 X8 X11 X4, X3 X31 1X13

X2 X12, X7
X13
Section 6
Connector Position Function
X1 42-pole Electrical equipment, LH side Connector to main cable harness

X2 10-pole Electrical equipment, LH side Connector to main cable harness
X4 2-pole Underneath controller Main contactor K1
X7 4-pole Electrical equipment, RH side Steering position sensor 3B1
X8 6-pole Underneath controller Voltage transformer U1
X9 3-pole Underneath cover on the steering col. Overhead guard switch S4
X10 2-pole On rear batterycompartment Battery connector
X11 29-pole Electrical equipment, RH side Power unit A1
X12 6-pole Underneath controller Charging circuit
X13 121-pole Electrical equipment, middle Controller A2
X31 Electrical equipment, RH side Central negative connection
1X2 4-pole Operator panel, front left Diagnostic connector - Traction
1X4 3-pole On hand brake lever Hand brake switch 1S4
1X5 3-pole Undernmeath floor plate Stop pedal switch 1S5
1X6 2-pole Underneath driver's seat Seat switch S3
1X7 4-pole On RH traction motor Thermal sensor 1B4, carbon brush switch
1X8 4-pole On LH traction motor Thermal sensor 1B5, carbon brush switch
1X10 4-pole Underneath floor plate Accelerator 1A4
1X13 29-pole Electrical equipment, LH side Power unit 1A1
2X2 4-pole On pump motor Speed sensor 2B8
2X5 6-pole Operator panel, front left Diagnostic connector - Lifting
2X6 4-pole On pump motor Thermal sensor 2B3
2X7 29-pole On power unit 2A1 Power unit 2A1
3X1 4-pole On front cross member Steering sensor 3B2
4X1 2-pole Underneath covering of steering colum Horn switch 4S1
5X13 3-pole Operator panel, front right Flashing control
6X1 6-pole Operator panel, front left Diagnostic connector, composite instrument
6X9 36-pole Operator panel, front right Composite instrument 6P2
9X7 6-pole Underneath the cabin- driver's seat Connector for special equipment
9X8 6-pole In arm rest Direction switch 1S13 - Single pedal
9X10 2-pole Chassis front left Fan 9M1 Engine compartment
9X11 2-pole Electrical equipment, LH side Fan 9M2 Electrical equipment
9X12 2-pole On pump motor Fan 9M3 Pump /traction motor
Section 6
6.5 FUSES
6.5.1 TRUCKS WITH INDIVIDUAL CONTROLLERS
As far as E 14 is concerned, the fuses are accessible from the interior once the cover (A) has been
removed.
Control-circuit fuses
1 6F1 Fuse, composite instrument, discharge indicator, 10 A

2 1F2 Fuse, ahead of key switch, 10 A
3 4F3 Fuse, horn, 5 A
4 1F4 Fuse, fan of the power units, 5 A
5 1F5 Fuse downstream of 24 V voltage transformer, 5 A
6 1F6 Fuse, charging circuit, power unit 1A1, 5 A
7 F7 Fuse, charging circuit, power units, 10A
8 F8 Fuse, charging circuit, power unit A1, 5 A
CAUTION
Do not use fuses intended for automobile use. The control-circuit fuses are filled with
special-purpose quartz sand and are rated for a higher voltage range. The use of
automotive fuses will involve a fire hazard.
Main-circuit fuses
12 F1 Fuse - RH traction motor 250 A

13 F2 Fuse - LH traction motor, pump motor 355 A
E 14
A
Section 6
Control current fuses
E 14
E 16, 18, 20
Section 6
6.5.2 TRUCKS WITH COMBINATION CONTROLLER
Control-circuit fuses
1 6F1 Fuse, composite instrument discharge indicator, 10 A

2 1F2 Fuse, ahead of key switch, 10 A
3 4F3 Fuse, horn, 5 A
4 1F4 Fuse, fan of the power units, 5 A
5 1F5 Fuse downstream of 24 V voltage transformer, 5 A
6 1F8 Fuse, charging circuit, power unit 1A1, 5 A
7 F7 Fuse, charging circuit , power units, 10A
8 F8 Fuse, charging circuit, power unit A1, 5 A
CAUTION
Do not use fuses intended for automobile use. The control-circuit fuses are filled with
special-purpose quartz sand and are rated for a higher voltage range. The use of
automotive fuses will involve a fire hazard.
Main-circuit fuses
13 F1 Fuse - RH traction motor 250 A

14 F2 Fuse - LH traction motor, pump motor 355 A
Section 6
E 14
E 16, 18, 20
Section 6
6.6 CONTROL CIRCUIT - INDIVIDUAL CONTROLLERS
6.6.1 TRACTION CONTROLLER
The traction electronics is fitted on a plate above the two power units, together with the lifting electronics.
Two 42-pole connectors are connected with the truck's main cable harness.
                   
                 
                   

1X12 1X11
NOTE: To install a new controller into the truck, you first need to calibrate the accelerator and the
steering position potentiometer, and then program the type of axle.
Calibration of accelerator LDC diagnosis, window 8
Calibration of steering position potentiometer LDC diagnosis, window 81
Programming of axle type LDC diagnosis, window 81
Failure to perform this calibration on a new controller will cause the truck to travel at a significantly reduced
speed, and the informative message 19 is displayed in the truck diagnosis.
Section 6
Pin assignment, connector 1X11
Connection Colours Functions
1 .......................... Black/brown ...... Voltage at intermediate-circuit capacitor of A1

2 .......................... Black/red ........... Input for battery voltage + 48 V
3 .......................... Brown ................ Output from relay driver 9K3 + 24 V
4 .......................... Violet ................. Output from relay driver 5K2 + 24 V
5 .......................... Blue ................... Switch input - speed reduction
6 .......................... Green ................ Input signal from microscwitch S2 emergency stop
7 .......................... Yellow ............... Neutral position signal from direction switch 1S13 - single pedal
8 .......................... Black ................. Forward signal from direction switch 1S13 - single pedal
9 .......................... Grey .................. Signal from hand brake switch 1S4
10 .......................... Grey/orange ...... Overtemperature signal - composite instrument
11 .......................... White/orange ..... Voltage at intermediate-circuit capacitor of 1A1
12 .......................... Red/violet .......... 15 V power supply for curve sensor and accelerator
13 .......................... Red/white .......... 24 V power supply from voltage transformer
14 .......................... Red/white .......... 24 V power supply from voltage transformer
15 .......................... White/black ....... Positive drive, contactor coil, main contactor K1
16 .......................... Brown/violet ...... Negative drive, contactor coil, main contactor K1
17 .......................... Brown/grey........ Activation signal, operating hours, traction
18 .......................... Black/violet........ Activation signal, charging relay K2
19 ...................................................... Not used
20 ...................................................... Not used
21 .......................... Black/orange ..... Input signal, seat switch S3 and cabin switch S4
22 .......................... White ................. Reverse signal from direction switch 1S13, single-pedal
23 ...................................................... Not used
24 .......................... Red ................... Accelerator signal 1A4 (demand value)
25 ...................................................... Not used
26 ...................................................... Not used
27 .......................... Blue/green ......... Negative supply for steering position pot and accelerator
28 ...................................................... Not used
29 .......................... Blue ................... Negative supply for controller
30 .......................... Blue ................... Negative supply for controller
31 ...................................................... Not used
32 ...................................................... Not used
33 ...................................................... Not used
34 .......................... Black ................. Serial interface- diagnostic connector
35 .......................... Green ................ Serial interface - diagnostic connector
36 ...................................................... Not used
37 ...................................................... Not used
38 .......................... Blue/orange ....... Stop pedal switch 1S5
39 .......................... Orange .............. Accelerator signal 1A4 (monitoring potentiometer)
40 .......................... Black/yellow ...... Steering position sensor 3B1
41 ...................................................... Not used
42 ...................................................... Not used
Section 6
Pin assignment, connector 1X12
Connection Colours Function
1 ...................................................... Not used

2 .......................... black/yellow ...... PWM signal, traction motor 1M2, field S11/S10
3 .......................... black/brown ....... PWM signal, traction motor 1M2, field S9/S12
4 .......................... black/grey ......... PWM signal, traction motor 1M2 armature, bottom transistor
5 .......................... black/white ........ PWM signal, traction motor 1M2 armature, top transistor
6 ...................................................... Not used
7 .......................... violet .................. Fault signal from power unit for traction motor 1M1
8 ...................................................... Not used
9 .......................... grey/white.......... Voltage at top transistor of 1M1
10 .......................... white .................. Temperature signal from 1M1 power unit
11 .......................... yellow ................ Temperature signal from power unit of 1M2/2M1
12 ...................................................... Not used
13 ...................................................... Not used
14 ...................................................... Not used
15 .......................... black/blue .......... Negative supply, PWM signals 1M2
16 .......................... grey/yellow ........ PWM signal, traction motor 1M1, field S7/S6
17 .......................... green/brown ...... PWM signal, traction motor 1M1, field S5/S8
18 ...................................................... Not used
19 ...................................................... Not used
20 .......................... orange ............... Fault signal from the power unit for traction motor 1M2
21 ...................................................... Not used
22 .......................... brown/white ....... Voltage at bottom transistor of 1M1
23 .......................... grey/yellow ........ Voltage at top transistor of 1M2
24 .......................... red/white ........... Current sensor signal 1M1
25 ...................................................... Not used
26 ...................................................... Not used
27 ...................................................... Not used
28 ...................................................... Not used
29 .......................... green/blue ......... Negative supply PWM signals, 1M1
30 .......................... green/grey ......... PWM signal, traction motor 1M1, armature, bottom transistor
31 .......................... green/white........ PWM signal, traction motor 1M1, armature, top transistor
32 ...................................................... Not used
33 ...................................................... Not used
34 ...................................................... Not used
35 ...................................................... Not used
36 ...................................................... Not used
37 .......................... brown/yellow ..... Voltage at bottom transistor of 1M2
38 .......................... red/yellow .......... Current sensor signal 1M2
39 ...................................................... Not used
40 ...................................................... Not used
41 ...................................................... Not used
42 .......................... blue/red ............. Negative supply for actual current transducer
Section 6
6.6.1.1 POWER SUPPLY
The 24 V power supply to the controller is provided through the connections 1X11:13 and 1X11:14. The
24 V supply is generated by the voltage transformer U1. The negative supply to the controller is provided
through the connection 1X11:29/30. In addition, the controller is connected to battery positive through
1X11:2. Within the controller, this contact is connected to the traction safety relay contact. As soon as the
safety relay has been activated, the positive battery voltage is applied to the coil of the main contactor K1
through the connection 1X11:15.
6.6.1.2 CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS
The capacitors in the intermediate circuits of the power units need to be charged before the main contactor
is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will
cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised
through 1X11:18. At the same time, the discharging relay K3 is activated, as this relay is directly supplied
by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1,
F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8) .
The capacitor voltage is fed back to the controller through 1X11:1 and X11:11. When the capacitors have
been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through
1X11:16.
6.6.1.3 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS
As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate
circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging
resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact K3.
Resistances in the charging circuit
1R1 14 R1 9,3 R2 600
6.6.1.4 ENABLING SIGNAL
The traction function is only activated, if the negative battery voltage is applied to the connection 1X11:21.
This negative signal is controlled by means of the cabin switch S4 and the seat switch S3.
6.6.1.5 ACCELERATOR
The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The
output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons,
the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer
signals are connected to the controller through 1X11:24 and 1X11:39.
Section 6
NOTE: The accelerator has no mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
6.6.1.6 SINGLE-PEDAL SWITCH
In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is
used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the
case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the
connections 1X11:8, 1X11:7 and 1X11:22. This provides the information that the truck is a twin-pedal
model.
In case of single-pedal trucks, the single-pedal switch provides a negative signal to the following
connections depending on the selected direction of movement,:
Neutral position 1X11:7
Forwards 1X11:8
Reverse 1X11:22
From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of
movement, a battery negative signal activates the direction display on the composite instrument.
6.6.1.7 STEERING SENSOR
The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the
steering position. The controller supplies the potentiometer with a voltage of approx. 14.3 V. The output
signal of the steering sensor is supplied to the controller through 1X11:40.
During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle.
If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the
opposite direction.
NOTE: On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done
using the LDC diagnosis, window 81.
6.6.1.8 HAND BRAKE SWITCH
While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to 1X11:9.
As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for
the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling
backwards.
The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been
applied, a signal lamp lights up in the composite instrument.
Section 6
6.6.1.9 STOP PEDAL SWITCH
The stop pedal switch 1S5 is connected to 1X11:38. While the stop pedal has not been depressed, 1S5
connects battery negative to the controller. On actuation of the stop pedal, the negative signal to 1X11:38
is disconnected and the truck speed is reduced to creep speed.
6.6.1.10 SWITCH-CONTROLLED SPEED REDUCTION
1X11:5 is connected to battery negative by way of the cable harness. If this connection is broken, the truck
will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis
in window 7.
CAUTION
In case of the traction speed reduction via circuit elements, please observe the safety note
on page 1 in chapter 6.
6.6.1.11 RELAY DRIVERS
The controller has several relay drivers which serve to control special functions. On activation, all relay
drivers supply a voltage of 24 V. The relay drivers have the following functions:
Relay driver 1 1X11:4 Stop light relay 5K2
Relay driver 2 1X11:3 Options relay 9K3
Relay driver 3 1X11:17 Activation of operating hour meter on activation of traction/working

hydraulics
Relay driver 4 1X11:18 Charging relay K2
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
Vlgh Speed at which the relay driver is activated
b&f Reverse direction only, or both directions
fla Output is switched to continuous signal or pulsed operation
The stop light relay 5K2 and the options relay 9K3 are not fitted on the truck as a standard feature. They
are used only if a truck requires optional functions.
NOTE
Do not connect electric loads directly to the output relay driver circuits of the controller. Electric
loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement
may destroy the controller.
Section 6
6.6.1.12 MOTOR TEMPERATURE MONITORING
The truck is equipped with a temperature monitoring system, which controls the fans and the power output
of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument
by means of two relay contacts. The fans are permanently connected to battery negative on the one side.
The composite instrument provides a 24 V power supply by the composite instrument.
Fan 9M1 Traction motor fan right Activated by composite instrument 9X3:32
Fan 9M2 Traction motor fan left Activated by composite instrument 9X3:32
Fan 9M3 pump motor Activated by composite instrument 9X3:34
The fans 9M1 to 9M3 are switched on when the temperature of a motor reaches 80 °C. When the
temperature rises to 160 °C the power output of the traction motors or pump motor is reduced.
The power reduction is initiated by removing the the battery negative signal from 1X11:10.
The temperature of the motors is determined with the help of temperature sensors. The left-hand and right-
hand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on
the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The
temperature sensors are monitored directly by the composite instrument 6P2.
Temperature Resistance Temperature Resistance

20 °C 576 100 °C 1000
40 °C 668 120 °C 1129
60 °C 769 140 °C 1268
80 °C 880 160 °C 1415
Resistance
Tem perature
°C
Section 6
6.6.1.13 EMERGENCY STOP MICROSWITCH
The microswitch at the emergency stop switch S2 has a safety function. If the emergency stop switch
is activated suddenly during regenerative braking, a very high generator voltage will build up in the traction
motors. As the microswitch is opened before the actual main-current contact of the emergency stop
switch, the signal at 1X11:6 is used to reduce the field excitation for the traction motors. This ensures that
the generator voltage cannot build up to an unacceptable level.
6.6.1.14 TRACTION MOTOR SPEED MONITORING
Speed monitoring of the two traction motors is performed by the traction electronics control program. The
speed is calculated by the controller on the basis of various parameters and displayed as parameter ns
(speed demand value) in the windows 61 and 62 .
Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in the
traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through 1X11:12.
Each speed sensor provides two output signals:
Speed sensor 1B1 Signal A connected to 1X11:20
Speed sensor 1B1 Signal B connected to 1X11:19
Speed sensor 1B2 Signal A connected to 1X11:36
Speed sensor 1B2 Signal B connected to 1X11:37.

Section 6
6.6.2 CONTROLLER FOR THE WORKING HYDRAULICS
             
             
             

NOTE: If a new controller is installed into the truck, the first thing to be done is the programming of the
joysticks and the type of the axle.
Calibration of joysticks LLC Diagnosis windows 8 and 81
Programming of axle type LLC Diagnosis windows 82 / 83
Failure to perform the calibration on a new controller will cause the speed of the working hydraulics to be
significantly reduced and the informative message 19 will be displayed in the truck diagnosis.
Section 6
Pin assignment 2X1
Connection Colours Function
1 .......................... black/brown ....... Voltage at intermediate-circuit capacitor of A1

2 .......................... black ................. Input for battery voltage
3 .......................... black/white ........ Free wheel diode, valve block 1
4 .......................... black/white ........ Free wheel diode, valve block 2
5 .......................... blue/white .......... Negative drive, proportional valve, Lifting 2Y2
6 .......................... blue/black .......... Negative drive, proportional valve, Lowering 2Y1
7 .......................... red/orange ......... Fault, power unit 2M1
8 .......................... brown/violet ....... Feedback from contactor coil of main contactor K1
9 .......................... black/violet ........ Shut-down contact of discharge indicator (battery negative)
10 .......................... green/white........ Drive signal, joystick lifting/lowering
11 .......................... green/violet ........ Monitoring signal, joystick lifting/lowering
12 .......................... red/grey ............. + 15 Volt power supply for 2B1;2B2; 2B8
13 .......................... red/yellow .......... 24 V power supply from voltage converter
14 ...................................................... Not used
15 .......................... black/white ........ 48 V power supply for the valves
16 .......................... blue/violet .......... Negative drive, safety valve 2Y9
17 .......................... blue/brown......... Negative drive, proportional valve Tilt forwards2Y3
18 .......................... blue/orange ....... Negative drive, proportional valve Tilt backwards 2Y4
19 .......................... blue/red ............. Negative drive, proportional valve Aux. hydraulics 1A
20 .......................... blue/green ......... Negative drive, proportional valve Aux. hydraulics 1B
21 .......................... black/orange ..... Enabling signal, cabin switch, seat switch
22 .......................... orange ............... Speed sensor signal, pump motor 2M1
23 .......................... green/grey ......... Drive signal, joystick, tilt forwards/backwards
24 .......................... green ................. Monitoring signal, joystick, tilt forwards/backwards
25 .......................... green/yellow ...... Drive signal, joystick aux. hydraulics 1
26 .......................... brown ................ Negative supply for 2B1, 2B2, 2B8
27 ...................................................... Not used
28 ............................grey/violet.......... PWM signal 2M1
29 .......................... blue ................... Negative supply for controller
30 .......................... blue ................... Negative supply for controller
31 .......................... blue/grey ........... Negative supply for proportional valve Aux. hydraulics 2 A
32 .......................... blue yellow ........ Negative supply for proportional valve Aux. hydraulics 2 B
33 ...................................................... Not used
34 .......................... black ................. Serial interface, diagnostic connector
35 .......................... green ................. Serial interface, diagnostic connector
36 .......................... white/yellow....... Signal, steering control valve switch 3S1
37 .......................... green/red ........... Drive signal, joystick aux. hydraulics 2
38 .......................... green/black ....... Monitoring signal, joystick auxiliary hydraulics 2
39 .......................... green/orange ..... Monitoring signal, joystick auxiliary hydraulics 1
40 .......................... violet .................. Temperature signal, power unit A2
41 ...................................................... Not used
42 .......................... grey/brown ........ Negative supply for PWM control of 2M1
Section 6
6.6.2.1 POWER SUPPLY
The power supply for the LLC controller is provided by the voltage transformer U1. The 24 V output voltage
of the transformer is connected via the control current fuse 1F5 to connection 2X1:13 of the LLC controller.
In addition, battery negative is supplied to the controller through 2X1:2.
As soon as the power supply is applied, a power supply of approx. 15 V (14.3V) is generated within the
controller for the joysticks 2B1, 2B2 and the speed sensor 2B8. The battery voltage and the stabilised
power supply can be checked in window (6) of the LLC diagnosis.
The working hydraulics function is activated only when a battery negative signal is present at 2X1:21. This
negative signal is controlled by the cabin switch S4 and the seat switch S3.
6.6.2.3 JOYSTICK SIGNALS
The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor
proper joystick functioning two potentiometers for each working function are integrated into the joystick.
The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks
are supplied with a voltage of 14.3 V through 2X1:12. The negative supply is supplied through 2X1:26.
The output signals of the joysticks control the pump motor speed of rotation and activate the control
circuitry of the respective solenoid valve.
Joystick output signals:
Joystick 2B1 Lifting /Lowering - Drive signal 2X1:10

Joystick 2B1 Lifting/Lowering - Reference signal 2X1:11
Joystick 2B1 Tilting - Drive signal 2X1:23
Joystick 2B1 Tilting - Reference signal 2X1:24
Joystick 2B2 Aux. hydr. 1 - Drive signal 2X1:25

Joystick 2B2 Aux. hydr. 1 - Reference signal 2X1:39
Joystick 2B2 Aux. hydr. 2 - Drive signal 2X1:37
Joystick 2B2 Aux. hydr. 2 - Reference signal 2X1:38
NOTE: Following a controller or joystick replacement, you will need to re-calibrate the joystick within
the framework of LLC diagnosis in Window 8 or 81.
Prior to replacing the joystick, check joystick function by means of the "Joystick test" within
the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/
01. If the joysticks are sent without the data sheet SI 202/01 having been filled in completely
or without printout of the respective Truck Doctor Diagnosis joystick test, this will automatically
result in the warranty claim being dismissed.
Section 6
6.6.2.4 VALVE ACTIVATION
To control the hydraulic functions, the control valve of the working hydraulics is equipped with current-
controlled proportional valves. The coil current causes the valve spool to be positioned within the valve.
For safety reasons, the valve block additionally carries two switching valves (safety valve 2Y9 and internal
safety lowering valve).The safety valve 2Y9 is always activated by the controller as soon as a joystick
is actuated..
The battery voltage is supplied to the controller through 2X1:2. This connection is connected internally to
the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied
to 2X1:15, supplying all valve coils with a positive voltage.
The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with
a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions.
Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64.
Valve coil pin assigment
2Y1 Proportional valve Lowering 2X1:6

2Y2 Proportional valve Lifting 2X1:5
2Y3 Proportional valve Tilting forwards 2X1:17
2Y4 Proportional valve Tilting backwards 2X1:18
2Y5 Proportional valve Aux. hydr. 1B 2X1:19
2Y6 Proportional valve Aux. hydr. 1A 2X1:20
2Y7 Proportional valve Aux. hydr. 2B 2X1:31
2Y8 Proportional valve Aux. hydr. 2A 2X1:32
2Y9 Safety valve (switching function) 2X1:16
6.6.2.5 REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE
The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon
as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30
to the controller 2X1:9 is disconnected. This means that the lifting speed is reduced. The maximum speed
of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis.
6.6.2.6 REED SWITCH 3S1 OF STEERING CONTROL VALVE
The Reed switch 3S1 serves to activate the pump motor on movement of the steering wheel.This switch
is screwed into the steering control valve and is switched on during steering action. The switch then applies
a battery negative signal to 2X1:36, and the pump motor is switched on with a set basic speed.
The basic speed is 700 rpm for trucks with bogie axle steering and 1000 rpm for trucks with combination
axle.
Section 6
6.7 CONTROL CIRCUIT - COMBINATION CONTROLLERS
6.7.1 GENERAL
ELECTRONIC CONTROLLER A2
CAUTION
Do not open the controller, as this may cause the destruction of sealing elements. Do not
touch the contacts of the connector - this may destroy internal components through static
electricity.
Connector X13
The A2 controller contains the complete control system for the traction drive, working hydraulics and
steering function. The controller is equipped with two microcontrollers. The first of these microcontrollers
controls the traction function and serves as backup system for the working hydraulics.The second
controller controls the working hydraulics and serves as backup system for the traction function. In the
event that a fault is discovered within the controller, the controller immediately takes steps to ensure the
full safety of the truck. These steps may include e.g. the reduction of the speed of a specific function, or
the complete shutdown of the truck.
The controller has a 121-pole connector, which is connected to the truck's main cable harness. The two
power units are activated directly by the controller.
NOTE: Following the installation of a new controller in the truck you first need to calibrate the
accelerator, the steering potentiomter and the joysticks. .
Calibration of accelerator LDC Diagnosis, window 8
Calibration of steering potentiometer LDC Diagnosis, window 81
Calibration of joysticks LLC Diagnosis, windows 8 and 81
Calibration of type of axle LDC Diagnosis, window 81 / LLC Diagnosis, window 83
Failure to perform the calibration on a new controller will cause the truck speed and the speed of the working
hydraulics to be significantly reduced and the informative message 19 will be displayed in the truck
diagnosis.
Section 6
6.7.2 PIN DESIGN OF CONNECTOR X13
81
Window
1 Activation of main contactor K1 negative ....................................................... LDC F5 K1:

2 Controller power supply, negative
3 Activation of main contactor K1 positive ........................................................ LDC F6 ub:
4 Battery positive for safety relay - traction
5 Controller 24 V power supply
6 No function
7 No function
8 PWM signal 1M1, field, S5 / S8 .................................................................... LDC F61 zf:
9 PWM signal 1M1, armature, top transistor ..................................................... LDC F61 ut:
10 PWM signal 1M2, field, S11 / S10 .................................................................. LDC F62 zf:
11 PWM signal 1M2, armature, bottom transistor ............................................... LDC F62 ub:
12 PWM signal 1M2, armature, top transistor ..................................................... LDC F62 ut:
13 PWM signal 2M1 ............................................................................................ LLC F6 ns:
14 Mosfet chip temperature, pump motor ........................................................... LLC F6 tc3:
15 Fault signal from power unit A1 traction motor 1M2 ....................................... LDC F5 PWM:
16 Fault signal from power unit A1 pump motor 2M1 .......................................... LLC F6 pwm:
17 Reverse signal from direction switch, single-pedal 1S13 .............................. LDC F4 1S13:
18 Channel A, speed sensor 1B2 (UPA only) ................................................... LDC F61 vm:
19 No function
20 Signal of actual current transducer, power unit A1 ........................................ LDC F62 ia:
21 No function
22 Feedback, intermediate-circuit voltage, power unit 1A1 ................................ LDC F61 uc:
23 Feedback of field voltage, power unit 1A1, traction motor 1M1
24 Feedback of field voltage, power unit A1, traction motor 1M2
25 No function
26 No function
27 PWM signal 1M1, field, S7 / S6 ...................................................................... LDC F61 zf:
28 PWM signal 1M, armature, bottom transistor ................................................. LDC F61 ub:
29 0 V for PWM signals, power unit 1A1, traction motor 1M1
30 PWM signal 1M2, field, S9 / S12 .................................................................... LDC F62 zf:
31 0 V for PWM signals, power unit A1, traction motor 1M2
32 Negative supply, driver stages, power unit A1
33 Enabling signal from seat switch S3 and cabin switch S4 ............................ LDC F4 S3/4:
34 Fault signal from power unit 1A1 traction motor 1M1 ..................................... LDC F5 PWM:
35 Signal from hand brake switch 1S4 ............................................................... LDC F4 1S4:
36 Forward signal from direction switch, single-pedal 1S13 ............................... LDC F4 1S13:
37 Channel A speed sensor 1B1 (UPA only) ..................................................... LDC F61 vm:
38 No function
39 Signal of actual current sensor, power unit 1A1 ............................................ LDC F61 ia:
Section 6
40 No function
41 Feedback of intermediate-circuit voltage, power unit A1 ............................... LDC F62 uc:
42 Feedback of field voltage, power unit 1A1, traction motor 1M1
43 Feedback of field voltage, power unit A1, traction motor 1M2
44 Output, relay driver 1 (Relay 5K2, stop light) ................................................. LDC F5 5K2:
45 Output, relay driver 2 (Relay 9K3, optional function) ..................................... LDC F5 9K3:
46 ISO-K for LLC diagnosis
47 No function
48 No function
49 ISO-K for LDC diagnosis
50 15 V power supply for joysticks ..................................................................... LLC F6 u+:
51 Temperature rise signal, traction drive, from composite instrument .............. LDC F4 Redu:
52 Coding signal 1
53 No function
54 Signal from stop pedal switch 1S5 ................................................................. LDC F4 1S5:
55 No function
56 Channel B, speed sensor 1B2 (UPA only) .................................................... LDC F62 vm:
57 Mosfet chip temperature, traction motor 1M1 ................................................ LDC F63 tc1:
58 Steering potentiometer signal ......................................................................... LDC F6 us:
59 Accelerator signal 1 ....................................................................................... LDC F6 u1:
60 15 V supply for accelerator, steering potentiometer ...................................... LDC F6 u+:
61 Feedback of voltage of top transistor, power unit 1A1 ................................... LDC F61 ut:
62 Feedback of voltage of top transistor, power unit A1 ..................................... LDC F62 ut:
63 Output, relay driver 3 (activation of operating hour meter) ............................. LDC F5 Bhz:
64 Output, relay driver 1 (charging relay K2) ...................................................... LDC F5 K2:
65 ISO-L for LLC diagnosis
66 No function
67 No function
68 ISO-L for traction diagnosis
69 Negative supply for accelerator, steering potentiometer
70 Negative supply for joysticks
71 Signal from microswitch S2 emergency stop
72 No function
73 Signal for switch controlled speed reduction, traction
74 Neutral position signal from direction switch, single-pedal 1S13 ................... LDC F4 1S13:
75 Channel B, speed sensor 1B1 (UPA only) .................................................... LDC F61 vm:
76 Mosfet chip temperature, traction motor 1M2 ................................................. LDC F63 tc2:
77 No function
78 Accelerator signal 1 ....................................................................................... LDC F6 u2:
79 Negative supply, actual current transducer power unit A1 und 1A1
80 Feedback, voltage of bottom transistor, power unit 1A1 ................................ LDC F61 ub:
81 Feedback, voltage of bottom transistor, power unit A1 .................................. LDC F62 ub:
82 No function
83 Drive signal, joystick aux. hydraulics 2 ......................................................... LLC F64 u1:
84 Drive signal, joystick aux. hydraulics 1 ......................................................... LLC F63 u1:
85 Drive signal, joystick tilting ............................................................................. LLC F62 u1:
86 Drive signal, joystick lifting/lowering .............................................................. LLC F61 u1:
87 Input signal from sensor on steering column 3B2 .......................................... LLC F4 3S1:
88 Signal "battery discharged" or "pump motor temperature rise ....................... LLC F4 6P2:
89 Coil activation, proportional valve 2Y6 aux. hydraulics 1A ............................ LLC F63 PWM:
Section 6
90 No function
91 Reference signal, joystick Aux. Hydraulics 2 ................................................ LLC F64 u2:
92 Reference signal ,joystick Aux. Hydraulics 1 ................................................ LLC F63 u2:
93 Reference signal, joystick Tilting ................................................................... LLC F62 u2:
94 Reference signal, joystick Lifting/lowering ..................................................... LLC F61 u2:
95 No function
96 Signal for switch-controlled speed reduction, working hydraulics ................. LLC F4 Redu:
97 Coil activation, proportional valve 2Y5, aux. hydraulics 1B ........................... LLC F63 PWM:
98 No function
99 No function
100 No function
101 No function
102 No function
103 No function
104 Signal from speed sensor 2B8, pump motor .................................................. LLC F6 nm:
105 Coil activation, proportional valve 2Y8, aux. hydraulics 2A ........................... LLC F64 PWM:
106 No function
107 No function
108 No function
109 No function
110 No function
111 No function
112 Coil activation, proportional valve 2Y2, lifting ................................................. LLC F61 PWM:
113 Coil activation, proportional valve 2Y7, aux.hydraulics 2B ............................ LLC F64 PWM:
114 Negative supply for transistors, valve coil activation
115 No function
116 Battery positive for LLC safety relay
117 Coil activation, safety valve 2Y9 .................................................................... LLC F5 2Y9:
118 Positive power supply, valve coils ................................................................. LLC F6 uRel:
119 Coil activation, proportional valve 2Y1, lowering ............................................ LLC F61 PWM:
120 Coil activation, proportional valve 2Y3, tilt forwards ...................................... LLC F62 PWM:
121 Coil activation, proportional valve 2Y4, tilt backwards ................................... LLC F62 PWM:
6.7.3 FUNCTION
A 24 V power supply to the controller is provided through X13:5. This popwer supply is generated by the
voltage transformer U1. The negative supply for the controller is connected to X13:2. In addition, battery
positive is connected to the controller through X13:4. Within the controller, this contact is connected to the
contact of ther traction safety relay. As soon as this safety relay is activated, battery positive is connected
to the coil of the main contactor K1 through X13:3.
Section 6
6.7.3.1 CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT
The capacitors in the intermediate circuits of the power units need to be charged before the main contactor
is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will
cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised
through X13:64. At the same time, the discharging relay K3 is activated, as this relay is directly supplied
by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1,
F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8).
The capacitor voltage is fed back to the controller through X13:22 and X13:41. When the capacitors have
been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through
X13:1.
6.7.3.2 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT
As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate
circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging
resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact K3.
Resistances in the charging circuit
1R1 14 R1 9,3 R2 600
The traction and working hydraulics functions are only activated, if the negative battery voltage is applied
to the connection X13:33. This negative signal is controlled by means of the cabin switch S4 and the seat
switch S3.
6.7.3.4 POWER SUPPLY TO THE ACCELERATOR AND THE STEERING POTENTIOMETER
A power supply of approx. 15 V (14.3 V) to the accelerator 1A4 and the steering potentiometer 3B1 is
provided through X13:60. The negative supply is connected to X13:69.
6.7.3.5 ACCELERATOR
The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The
output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons,
the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer
signals are connected to the controller through X13:59 and X13:78.
Section 6
NOTE: The accelerator has not mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
6.7.3.6 SINGLE PEDAL SWITCH
In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is
used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the
case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the
connections X13:17, X13:74 and X13:36. This provides the information that the truck is a twin-pedal model.
In case of single-pedal trucks, depending on the selected direction of movement, the single-pedal switch
provides a negative signal to the following connections:
Neutral position X13:74
Forwards X13:36
Reverse X13:17
From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of
movement, a battery negative signal activates the direction display on the composite instrument.
6.7.3.7 STEERING SENSOR
The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the
steering position. The output signal of the steering sensor is supplied to the controller through X13:58.
During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle.
If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the
opposite direction.
NOTE: On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done
using the LDC diagnosis, window 81.
6.7.3.8 HAND BRAKE SWITCH
While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to X13:35.
As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for
the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling
backwards.
The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been
applied, a signal lamp lights up in the composite instrument.
Section 6
6.7.3.9 STOP PEDAL SWITCH
The stop pedal switch 1S5 is connected to X13:54. While the stop pedal has not been depressed, 1S5
connects battery negative to the controller. On actuation of the stop pedal, the negative signal to X13:54
is disconnected and the truck speed is reduced to creep speed.
6.7.3.10 SWITCH-CONTROLLED SPEED REDUCTION
X13:73 is connected to battery negative by way of the cable harness. If this connection is broken, the truck
will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis
in window 7.
CAUTION
In case of the traction speed reduction via circuit elements, please observe the safety note
on page 1 in chapter 6.
6.6.3.11 TRUCK CODING
In series BR 335-02, the coding connector X13:52 has no function.
6.6.3.12 RELAY DRIVERS
The controller has several relay drivers which serve to control special functions. On activation, all relay
drivers supply a voltage of 24 V. The relay drivers have the following functions:
Relay driver 1 X13:44 Stop light relay 5K2
Relay driver 2 X13:45 Options relay 9K3
Relay driver 3 X13:63 Activation of operating hour meter on activation of traction/working

hydraulics
Relay driver 4 X13:64 Charging relay K2
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
Vlgh Speed at which the relay driver is activated
b&f Reverse direction only, or both directions
fla Output is switched to continuous signal or pulsed operation
The stop light light relay 5K2 and the options relay 9K3 are not normally fitted on the truck. They are used
only if a truck requires optional functions.
NOTE
Do not connect electric loads directly to the output relay driver circuits of the controller. Electric
loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement
may destroy the controller.
Section 6
6.7.3.13 MOTOR TEMPERATURE MONITORING
The truck is equipped with a temperature monitoring system, which controls the fans and the power output
of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument
by means of two relay contacts. The fans are permanently connected to battery negative on the one side.
The composite instrument provides a 24 V power supply by the composite instrument.
Fan 9M1 Traction motor fan right Activated by composite instrument 9X3:32
Fan 9M2 Traction motor fan left Activated by composite instrument 9X3:32
Fan 9M3 Pump motor Activated by composite instrument 9X3:34
The fans 9M1 to 9M3 are switched on when the temperature of a motor reaches 80 °C. When the
temperature rises to 160 °C, the power output of the traction motors or pump motor is reduced.
The temperature of the motors is determined with the help of temperature sensors. The left-hand and right-
hand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on
the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The
temperature sensors are monitored directly by the composite instrument 6P2.
Temperature Resistance Temperature Resistance
20 °C 576 100 °C 1000

40 °C 668 120 °C 1129
60 °C 769 140 °C 1268
80 °C 880 160 °C 1415
Resistance
Tem perature
°C
Section 6
6.7.3.14 TRACTION MOTOR SPEED MONITORING
Speed monitoring for the two traction motors is performed by the traction electronics control program. The
speed is calculated by the controller on the basis of various parameters and displayed as parameter ns
(speed demand value) in the windows 61 and 62 .
Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in
the traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through
X13:60.
Each speed sensor provides two output signals
Speed sensor 1B1 signal A connected to X13:37
Speed sensor 1B1 signal B connected to X13:75
Speed sensor 1B2 signal A connected to X13:18
Speed sensor 1B2 signal B connected to X13:56

Section 6
6.7.4 FUNCTION OF THE WORKING HYDRAULICS
6.7.4.1 JOYSTICK SIGNALS
The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor
proper joystick functioning, two potentiometers for each working function are integrated into the joystick.
The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks
are supplied with a voltage of 14.3 V through X13:50. The negative supply is connnected through X13:70.
The output signals of the joysticks control the pump motor speed of rotation and activate the control
circuitry of the respective solenoid valve.
Joystick output signals:
Joystick 2B1 Lifting /Lowering - Drive signal X13:86

Joystick 2B1 Lifting/Lowering - Reference signal X13:94
Joystick 2B1 Tilting - Drive signal X13:85
Joystick 2B1 Tilting - Reference signal X13:93
Joystick 2B2 Aux. hydr. 1 - Drive signal X13:84

Joystick 2B2 Aux. hydr. 1 - Reference signal X13:92
Joystick 2B2 Aux. hydr. 2 - Drive signal X13:83
Joystick 2B2 Aux. hydr. 2 - Reference signal X13:91
NOTE: Following a controller or joystick replacement, you will need to re-calibrate the joystick within
the framework of LLC diagnosis in Window 8 or 81.
Prior to replacing the joystick, check joystick function by means of the "Joystick test" within
the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/
01. Submission of joysticks without completely filled up data sheet SI 202/01 or printout of the
respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim
being dismissed.
6.7.4.2 VALVE ACTIVATION
To control the hydraulic functions, the control valve of the working hydraulics is equipped with current-
controlled proportional valves. The coil current causes the valve spool to be positioned within the valve.
For safety reasons the valve block additionally carries one switching valve. The safety valve 2Y9 is always
activated by the controller as soon as a joystick is actuated.
The battery voltage is supplied to the controller through X13:116. This contact is connected internally to
the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied
to X13:118, supplying all valve coils with a positive voltage.
The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with
a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions.
Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64.
Section 6
Pin assigment - valve coils
2Y1 Proportional valve Lowering X13:119

2Y2 Proportional valve Lifting X13:112
2Y3 Proportional valve Tilt forwards X13:120
2Y4 Proportional valve Tilt backwards X13:121
2Y5 Proportional valve Aux. hydr. 1B X13:97
2Y6 Proportional valve Aux. hydr. 1A X13:89
2Y7 Proportional valve Aux. hydr. 2B X13:113
2Y8 Proportional valve Aux. hydr. 2A X13:105
2Y9 Safety valve (switching function) X13:117
6.7.4.3 SWITCH-CONTROLLED REDUCTION OF WORKING SPEED
If X13:96 is connected to battery negative, a reduced working speed is activated. The reduced speed can
be set within the framework of LLC Diagnosis in the windows 74 and 76. The lead with the contact socket
on the 121-pole connector of the controller is not installed in the truck and has to be retrofitted, if desired.
CAUTION
Where the reduction of the working speed via switch is implemented, please observe the
safety note on page 1 in chapter 6.
6.7.4.4 REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE
The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon
as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30
to the controller X13:88 is disconnected. This means that the lifting speed is reduced. The maximum speed
of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis,
window 78.
6.7.4.5 SENSOR 3B2 - STEERING VALVE
The sensor 3B2 activates the pump motor on operation of the steering wheel. The sensor is mounted on
the steering column and is activated by gearing on the steering column. The sensor is switched on when
the steering wheel is turned and applies a battery negative signal to X13:87. This causes the pump motor
to be switched on with a basic speed of rotation. A 24 V power supply for the sensor is provided directly
by the voltage transformer U1.
The basic speed is 700 rpm for trucks with bogie axle steering and 1000 rpm for trucks with combination
axle.
Section 6
6.8 SOFTWARE VERSIONS TYPES 335 -02
Traction
LDC30C01 Version 1.3/1.1 First software version - LDC individual controller
LDC30C02 Version 1.4/1.1 as LDC30C00

Version 1.5/1.1
Version 1.6/1.1
Version 1.7/1.1
LDC40C00 Version 1.0/1.0 First software version - combination controller

as LDC30C02
Window 31 - Handling error
Window 32 - Total fault memory
Window 33 - Reset total fault memory
Window 4 - 1S1 changed to S3/S4
Window 5 - 9K3 changed to 5K2 and 9K4 to 9K3
Window 61 and 62 - ns changed to zf and nm to vmt
Windowr 7 - Vmax and Vinp for forw. und bckw. can be set separately
Window 72 - Iacc changed to Accl, parameter Imax introduced
Window 74 - Ilim, Alim and Ctry added
Fault codes changed
Section 6
Lifting
LLC30C10 Version 0.92/0.8 First software version - LLC individual controller

Version 0.92/0.9
Version 0.94/0.9
Version 1.10/1.0
Version 1.11/1.0
Version 1.12/1.0
Version 1.13/1.0
Version 1.15/1.0
LDC40C50 Version 1.000 First software version - combination controller

as LLC30C10
Window 4 - uK1 added, S4 changed into S3/4
Window 6 - ns and PWM added
Window 72 - Ktilt changed into Ktilt+ and 6P2:30 into Ktilt-
Window 74 - Switch-controlled speed
Window 75 - Factory setting of window 74
Window 76 - Switch-controlled speed
Window 78 - 6P2:30
Fault codes changed
Section 6
6.9 TRUCK DIAGNOSIS
6.9.1 TRACTION WINDOWS
6.9.1.1 STATUS INFORMATION
1st line: Designation of controller

2nd line: Controller software version
3rd line: Controller type
4th line: Truck information (Series, type, pedal version)
In the case of the diagnostic software master version, an additional window 11 is provided. This window
displays an additional information code (compiler number) which reflects the exact processing status of
the software used. The compiler number is relevant if you consult our service team.
Section 6
6.9.1.2 INFORMATION AND FAULT MESSAGES
Information message
E.G.: 2 = Accelerator
in neutral position
Two-digit fault number

E.G.: 36 = Steering sensor
signals outside permitted range
The window (2) displays numbers representing the various information and fault messages. Information
messages (with numbers less than 20) identify a truck status, which may also occur during during normal
operation. Codes representing such information messages are not stored in the fault memory (windows
3, 31, 32).
An incorrect configuration of input signals (i.e. a fault), which does not occur in normal operation, is
identified by a number greater than 20 and is recorded and stored in the fault memory.
NOTE: The information messages and faults displayed are intended to assist the service engineer
in pin-pointing the potential cause of a fault. The controller can only check the controller input
and output signals. Therefore, whenenever a fault is being displayed, you will need to check
not only the respective component, but also the associated wiring, connector, power supply,
switching conditions etc. The following list of fault messages and potential causes is to be
seen only as a tool for locating a fault, and makes no claim to completeness. Also bear in mind
that there may be a combination of faults.
Section 6
6.9.1.3 STORED FAULT NUMBERS
Fault number
E.G.: Fault 58
Frequency of occurrence
E.G.: 2, i.e. fault occurred twice
The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the Clear button
or by actuating the <- key.
The fault messages can also be cleared by means of the Linde diagnostic instrument. To clear the faults,
actuate CE button. Once the fault memory has been cleared, a maintenance marker is set behind the last
fault in the window 32 (overall fault memory).
6.9.1.4 FAULT MEMORY - OPERATOR ERRORS

Fault number
E.g. Fault 30
E.g.: 2, i.e. fault occurred twice
LDC40C00
All operator errors detected during driving operation are stored in the window 31 and displayed along with
their frequency of occurrence. Operator errors can be cleared within the framework of the Truck Doctor
diagnostic software by clicking the Clear button or by actuating the <- key.
The following operator errors may be recorded:
25 Direction signals (single-pedal) incorrect (two signals present at the same time)
28 Microswitch in emergency stop switch S2 opened
29 Emergency stop switch operated while the truck was moving
30 Accelerator pedal operated and seat switch S3 / cabin switch S4 switched off
Operator errors can also be cleared by means of the Linde diagnostic instrument. To clear the fault
messages, actuate CE key. Once the fault memory has been cleared, a maintenance marker is set behind
the last fault in the window 32 (overall fault memory).
Section 6
6.9.1.5 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
e.g.: Fault 58 e.g. twice
Fault number and

frequency of a fault not
acknowledged by the
service engineer
LDC40C00 /-symbol showing that the fault

LDC30C01 has been acknowledged by the
LDC30C02 service engineer
This window shows all faults detected and memorised during truck operation, which affect the traction
function, along with their frequency of occurence (ordinary faults and operator errors). All fault messages
can be acknowledged within the framework of the Truck Doctor diagnostic software by clicking the Clear
button, or by actuating the <- key.
The messages in the overall fault memory can also be acknowledged with the help of the Linde diagnostic
instrument by pressing the CE key. This acknowledgement of the fault memory causes the maintenance
marker (slash) to be set behind the last fault in the window 32 (overall fault memory). Any faults occurring
after this point in time are shown behind the line. Acknowledging the faults clears the fault memory in
window 3 and the operator errors in window 31.
6.9.1.6 CLEARING THE OVERALL FAULT MEMORY
LDC30C01 LDC40C00
LDC30C02
All fault messages shown in window 32 can be cleared in this window. The overall fault memory is cleared
with the help of the Truck Doctor diagnostic software by clicking the Clear button or by actuating the <-
key.
The overall fault memory cannot be cleared with the help of the Linde diagnostic instrument.
Section 6
6.9.1.7 SWITCH INPUTS
LDC30C01 LDC40C00
LDC30C02
Window 4 displays the switch conditions of the digital inputs. The microswitches are given the same
designations as in the circuit diagram.
Redu: Switch status for speed reduction in case of traction drive overtemperature
1: Speed reduction not activated - Negative signal applied to X1:51(combination controller) or

1X11:23 (individual controllers)
0: Speed reduction activated - No negative signal applied to X1:51(combination controller) or
1X11:23 (individual controllers)
1S13: Switch status of direction and truck coding switch
1S13: XXX-X
Signal - Single or twin-pedal truck
Direction signal
Direction switch signals
111 2-pedal truck (wire link fitted on 9X8)

010 1-pedal truck - direction switch in neutral position
100 1-pedal truck - forward direction selected
001 1-pedal truck - reverse direction selected
Truck coding signal
0 Code for twin-pedal trucks

1 Code for single-pedal trucks
1S4: Hand brake signal switch
0: Hand brake on
1: Hand brake off
1S1 or S3/4: Seat switch and cabin switch signal
0: No driver on the seat and/or cabin open

1: Driver on the seat and cabin closed
1S5: Stop pedal switch
0: Stop pedal actuated

1: Stop pedal not actuated
Section 6
6.9.1.8 SWITCH OUTPUTS
LDC30C01 LDC40C00
LDC30C02
Window 5 displays the digital switch outputs of the controller. The designations correspond to those in the
circuit diagram.
The status of the different switch outputs is shown in the diagnostic window as follows:
0: Output OFF 1: Output ON
PWM: Release signal from the power units (1 means that the power unit is switched ON)
(1st digit refers to power unit A1, 2nd digit to power unit 1A1)
Rel: Activation of safety relay, connection X13:3 (combination controller) or 1X11:15 (individual controller)
K1: Negative control signal for main contactor K1, connection X13:1 (combination controller) or 1X11:16
(individual controller)
5K2 (9K3): Activation of stop light relay driver, connection X13:44 (combination controller) or 1X11:4
9K3 (9K4): Activation of relay driver for optional functions, connection X13:45 (combination controller) or
1X11:3 (individual controller)
BhZ: Activation of operating hour meter through traction signal, connection X13:63 (combination controller) or
1X11:17 (individual controller)
K2: Activation of charging relay K2, connection X13:64 (combination controller) or 1X11:18 (individual
controller)
6.9.1.9 GENERAL ANALOG SIGNALS
This window displays general analog signals.

ub: Battery voltage in Volts, measured at the output contact of the safety relay X13:3 (combination controller) or
1X11:15 (individual controllers), approx. 22 V when the relay is deenergised.
u+: Power supply for accelerator and steering sensor, X13:60 (combination controller) or 1X11:40 (individual
controller) in V (approx. 14.3 V)
u1: Output voltage of the driving potentiometer of the accelerator, X13:59 (combination controller) or 1X11:24
(individual controller), control range approx.3 V to 12 V
u2: Output voltage of the monitoring potentiometer of the accelerator, X13:78 (combination controller) or 1X11:39
(individual controller) - control range approx. 3 V to 12 V
uc1: Voltage of intermediate-circuit capacitors, power unit 1A1 at X13: 22 (combination controller) or 1X11:11
uc2: Voltage of intermediate-circuit capacitors, power unit A1 at X13: 41 (combination controller) or 1X11:11
us: Steering sensor output voltage at X13:58 (combination controller) or 1X11:1 (individual controller) in V
Section 6
6.9.1.10 ANALOG SIGNALS RELATED TO THE TRACTION MOTORS
LDC30C01 LDC40C00
LDC30C02
These windows display analog inputs which are related to the traction motors. Window 61 shows the
analog values for the right-hand traction motor, and window 62 the analog values for the left-hand traction
motor.
ia: Armature current of the traction motor in Amps
uc: Voltage in the intermediate circuit of the power unit in Volts
za: Armature PWM pulse ratio in %
ut: Armature voltage, drain of top transistor in Volt
zf: Field PWM clock pulse ratio in %
ub: Armature voltage, source of bottom transistor in Volt
vm: Calculated truck speed in in km/h
ns. Engine speed demand value in rpm
nm: Engine speed measured by speed sensor in rpm
6.9.1.11 TEMPERATURE SIGNALS
The temperature displayed refers to the temperature measured at the power units.
tc2: Temperature of power unit A1 in °C

tc1: Temperature of the power unit 1A1 in °C
Section 6
6.9.1.12 SETTING OF GENERAL PARAMETERS FOR THE TRUCK
LDC30C01 LDC30C02 LDC40C00
Window 7 is used to set various truck-specific parameters. The abbreviations for these parameters have
the following meanings.
Vmaxf: Maximum speed, forwards
Vmaxb: Maximum speed, reverse
Vmax: Maximum speed, forwards and reverse
Vinpf: Switch-controlled speed reduction - forwards. Switch-controlled speed reduction is activated

as soon as the negative signal to X13:73 (combination controller) or 1X11:5 (individual
controller) is disconnected.
Vinpb: Switch controlled speed reduction - reverse. Switch-controlled speed reduction is activated
as soon as the negative signal to X13:73 (combination controller) or 1X11:5 (individual
controller) is disconnected.
Caution
Where the reduction of the traction speed via switches is implemented, observe the safety
note on page 1 in chapter 6.
Vlg: Speed in km/h, at which the relay 9K3 for the optional functions is activated.
b&f Conditions for activation of the relay 9K3

0 Reverse travel only (default setting)
1 Forward and reverse travel
fla Type of activation for relay 9K3

0 Continuous signal (default setting)
1 Pulsed signal
Parameters can be set with the help of the Truck Doctor diagnostic software. Actuation of the Enter key
brings up a flashing cursor (X character). The parameter can now be increased by pressing the + key,
or decreased by pressing the - key. Actuating the Enter key once more causes the cursor to advance to
the next line.
The parameters can also be modified with the help of the Linde diagnostic instrument. Press ENTER key
to control the cursor, and actuate "+" or "-" key to change the selected parameter.
Section 6
DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOW 7
In window 71, the parameter values entered in window 7 can be reset to their factory-set default values.
If parameters were modified, the window reads "Default (7): 0"
Parameters can be reset to the factory-set default values within the framework of the Truck Doctor
diagnostic software by clicking the BACKSPACE or TAB key.
The parameters can also be reset to the default values by pushing the CE key on the Linde diagnostic
instrument.
Section 6
6.9.1.13 SETTING OF SPECIAL TRUCK PARAMETERS
LDC30C01 LDC40C00
LDC30C02
In window 72, a number of special truck parameters are set.
llbc: Braking current on releasing the accelerator pedal

"0 A" means that there is no LBC braking
Low current = gentle LBC braking, high current = hard LBC braking
CAUTION
If Ilbc is set to 0 A, a label "without motor braking " has to be attached to the truck.
Accl: Acceleration properties (adjustable in steps of 1to 3)

1 gentle acceleration
2 moderate acceleration
3 normal acceleration (default setting)
Ibrk: Brake current during direction reversal

Low current = soft reversing braking, high current = hard reversing braking
Iacc: Motor current during acceleration

Low current = low acceleration, high current = normal acceleration
Imax Maximum current of traction motor (not ajustable)
Parameters can be set with the help of the Truck Doctor diagnostic software. Actuation of the Enter key
brings up a flashing cursor (X character). The parameter can now be increased by pressing the + key,
or decreased by pressing the - key. Actuating the Enter key once more causes the cursor to advance to
the next line.
These parameters cannot be modified with the help of the Linde diagnostic instrument.
Section 6
DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOWS 7 AND 72
In window 73, the parameter values entered in window 7 and 72 can be reset to their factory-set default
values. If parameters were modified, the window reads "Default (7): 0"
Parameters can be reset to the factory-set default values within the framework of the Truck Doctor
diagnostic software by clicking the BACKSPACE or TAB key.
The parameters cannot be reset to the default values with the Linde diagnostic instrument.
6.9.1.14 DISPLAY OF CONTROLLER INFORMATION
LDC30C01 LDC40C00
LDC30C02
Vlim: Maximum adjustable truck speed (window 7 - Vmax)

Ctry: Country code (country-specific controller functions)
0 Standard
1 USA
2 Japan
Ilim: Maximum current (window 72 - Imax) of the truck
Alim: Maximum settable acceleration of the truck (window 72 Accl).
The values in window 74 cannot be changed.

Section 6
6.9.1.15 CALIBRATION OF ACCELERATOR PEDAL NEUTRAL POSITION
Windows 8 and 81 provide for calibration of the accelerator pedal neutral position and of the steering
potentiometer. As long as no parameters have been programmed (e.g. in the case of a new controller),
two question marks appear behind u1m, u1c, usL and usR .
Window (8) enables the accelerator to be programmed in relation to the neutral position of the pedal. This
will be required, for example, after replacing the accelerator. Take the following steps:
- Switch on key switch.
- Pull hand brake.
- Apply the foot brake.
- Do not operate accelerator pedal.
- Window (8) shows the message "OK".
NOTE: If the message "OK" is not displayed, the above-mentioned prerequisites have not been met
or the accelerator is out of the tolerance range.
- Storage of the accelerator signal is initiated by actuating the ENTER key. (Successful storage is
confirmed by the message "stored" appearing briefly). During this process, continue to actuate the stop
pedal.
The meaning of the values displayed is as follows:
u1d: Accelerator signal directly at potentiometer output

u1m: Value of u1d stored during the last programming session
u1c: Corrected accelerator signal of controller
Section 6
6.9.1.16 CALIBRATION OF STEERING END STOPS AND AXLE TYPE
Window 81 enables the output signal of the steering sensor to be calibrated for both steering end stops.
us Current output voltage of the steering sensor

usL Programmed output voltage of the steering sensor, left steering at end stop
usR Programmed output voltage for the steering sensor, right steering at end stop
as Current steering angle in degrees (+ steering right, - steering left)
Whee Type of steering axle
Calibration is required whenever the steering potentiometer or the controller has been replaced.
Take the following steps:

- Apply hand brake.
- Apply the foot brake.
- Do not depress accelerator pedal.
- Turn steering wheel to left steering end stop.
- The message "usL: OK L" will appear in window (81).
- Press ENTER key.
- The message "usL ... stored" will appear.
- Turn steering wheel to right steering end stop.
- The message "usR: OK R" will appear in window (81).
- Press ENTER key.
- The message "usR ... stored" will appear.
Selection of steering axle type (3 = bogie axle, 4 = combination axle):
- Turn on key switch

- Activate hand brake
- Actuate stop pedal
- Do not activate accelerator pedal
- Set steering to straight position
NOTE: In window (81), neither "OK L" nor "OK R" may be displayed, otherwise the steering
potentiometer will be programmed.
- Press Enter key (cursor flashes in case of axle type Whee:3 or Whee:4)
- With - or + key, the corresponding axle type may be selected
- When the Enter key is actuated, the axle type will be saved
Section 6
6.9.2 FAULT CODES FOR INDIVIDUAL CONTROLLERS - TRACTION
6.9.2.1 SUMMARY OF FAULTS (LDC30C01/LDC30C02)
Information messages
1 Accelerator actuated on operation of key switch
2 Accelerator not actuated (pedal in neutral position)
4 Seat switch S3 or cabin switch S4 not operated
5 Switch-controlled speed reduction activated
7 Temperature warning for drive motors
8 Hand brake switch 1S4 actuated
9 Stop pedal switch 1S5 actuated
19 Accelerator or steering sensor not yet calibrated
Fault messages
24 Steering sensor signal remains constant for too long while the truck drive is operated
26 Intermediate-circuit voltages in the two power units differ
27 Intermediate-circuit voltage too high in one power unit
28 Microswitch in emergency stop switch S2 open
29 Emergency stop operated while the truck was being driven
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched is open
31 Output signal of the two pedal position sensors incorrect
32 Accelerator signal outside permitted range
33 Power supply of accelerator /steering sensor exceeds 17.5 V
34 Power supply of accelerator /steering sensor less than 11.3 V
35 Direction signals incorrect - single pedal truck

Section 6
36 Signal from steering sensor outside permitted range
37 Calculated speed ratio of traction motors is incorrect
38 Both intermediate-circuit voltages too high on startup
39 Both intermediate-circuit voltages too low
40 Both intermediate-circuit voltages too high
42 Safety relay control and feedback signals do not match
43 Traction safety relay contact in the controller fails to close
44 Traction safety relay contact in the controller fails to open
45 At least one of the intermediate-circuit voltages too low during charging
46 Fault signal of main contactor tripped
47 Main contactor activation and feedback incorrect
48 Mismatch of intermediate-circuit voltages during driving
49 Main contactor contact jammed, or discharge circuit defective
51 Signals from speed sensor 1B1 incorrect (UPA trucks only)
52 Voltage at top transistor of 1A1 too low
53 Voltage at top transistor of 1A1 too high
54 Voltage at bottom transistor of 1A1 too low
55 Voltage at bottom transistor of 1A1 too high
56 Power unit 1A1 - Driver circuit signals fault
57 Signal from thermal sensor in power unit 1A1 outside permitted range
58 Temperature in power unit 1A1 too high
62 Voltage at top transistor of A1 too low
63 Voltage at top transistor of A1 too high
64 Voltage at bottom transistor of A1 too low

Section 6
65 Voltage at bottom transistor of A1 too high
66 Power unit A1 - Driver circuit signals fault
67 Signal from thermal sensor in power unit A1 outside permitted range
68 Temperature in power unit A1 too high
70 Internal fault in controller

to
95
6.9.2.2 DESCRIPTION OF FAULTS - INDIVIDUAL CONTROLLER - TRACTION (LDC30C01/

LDC30C02)
Section 6
LDC30C01/ LDC30C02
Section 6
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Section 6
6.9.3 FAULT CODES - COMBINATION CONTROLLER - TRACTION
6.9.3.1 SUMMARY OF FAULTS (LDC40C00)
1 Accelerator actuated on operation of key switch
2 Accelerator not actuated (pedal in neutral position)
4 Seat switch S3 or cabin switch S4 not operated
7 Temperature warning for drive motors
8 Hand brake switch 1S4 actuated
9 Stop pedal switch 1S5 actuated
17 EEPROM memory damaged
18 Controller production test not performed
19 Accelerator or steering sensor not yet calibrated
Fault messages
24 Steering sensor signal remains constant for too long while the truck drive is operated
25 Direction signals for single-pedal truck is incorrect (two signals present at the same time)
26 Intermediate-circuit voltages in the two power units differ
27 Intermediate-circuit voltage too high in one power unit
28 Microswitch in emergency stop switch S2 open
29 Emergency stop operated while the truck was being driven
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched open
31 Output signal of the two pedal position sensors incorrect
32 Accelerator signal outside permitted range
33 Power supply of accelerator /steering sensor exceeds 17.5 V
34 Power supply of accelerator /steering sensor less than 11.3 V
35 Direction signals incorrect - single pedal truck

Section 6
36 Signal from steering sensor outside permitted range
37 Calculated speed ratio of traction motors is incorrect
38 Both intermediate-circuit voltages too high on startup
39 Both intermediate-circuit voltages too low
40 Both intermediate-circuit voltages too high
42 Safety relay driving and feedback signals do not match
43 Traction safety relay contact in the controller fails to close
44 At least one intermediate-circuit voltage remains too low during charging
45 At least one of the two intermediate-circuit voltages remains too low during charging
46 Fault signal of main contactor tripped
47 Main contactor activation and feedback incorrect
48 Mismatch of intermediate-circuit voltages during driving
49 Main contactor contact jammed, or discharge circuit defective
52 Voltage at top transistor of 1A1 too low
53 Voltage at top transistor of 1A1 too high
54 Voltage at bottom transistor of 1A1 too low
55 Voltage at bottom transistor of 1A1 too high
56 Power unit 1A1 - Driver circuit signals fault
57 Signal from thermal sensor in power unit 1A1 outside permitted range
58 Temperature in power unit 1A1 too high
62 Voltage at top transistor of A1 too low
63 Voltage at top transistor of A1 too high
64 Voltage at bottom transistor of A1 too low

Section 6
65 Voltage at bottom transistor of A1 too high
66 Power unit A1 - Driver circuit signals fault
67 Signal from thermal sensor in power unit A1 outside permitted range
70 Internal fault in controller

to
89
90 LLC signals fault
91 Field voltage of power unit 1A1 incorrect
92 Field voltage of power unit incorrect
6.9.3.2 DESCRIPTION OF FAULTS (LDC40C00)

Section 6
LDC40C00
Section 6
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Section 6
6.9.4 WINDOWS DISPLAYING INFORMATION ON THE WORKING HYDRAULICS
6.9.4.1 STATUS INFORMATION
Window 1 displays general information on the truck discovered by the diagnostic system .
1st line: Designation of controller

2nd line: Controller software version
3rd line: Controller type
4th line: Truck information (series, type, pedal version)
In the case of the diagnostic software master version an additional Window 11 is provided. This window
displays an additional information code (compiler number) which reflects the exact processing status of
the software used. The compiler number is relevant if the Linde service team is contacted for consulation.
Section 6
6.9.4.2 CURRENT INFORMATION AND FAULT MESSAGES
Information message
E.G. : 2 = Joystick Lifting/
Lowering not in neutral position
Information message
Two digit fault number
Window 2 shows all reasons why the working hydraulics may have shut down or operate at reduced
speed, in the form of the respective information or fault numbers.
Messages with numbers less than 20 represent informative messages and are not stored. Messages with
numbers greater than 20 are defined as fault numbers and are stored in window 3.
Section 6
6.9.4.3 STORED FAULT NUMBERS
Fault number
E.G. : Fault 53
E.G. Twice
The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the BACKSPACE
or TAB key.
The fault messages can also be cleared by means of the Linde diagnostic instrument. To clear the faults,
actuate CE button. Once the fault memory has been cleared, a maintenance marker is set behind the last
fault in the window 31 (overall fault memory).
Section 6
6.9.4.4 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
E.G. Fault 58 E.G. : twice
Fault number of faults

not acknowledged by
the service engineer,
and frequency of oc-
currence
/-character, showing that the fault

has been acknowledged by the
service engineer
This window shows all faults detected and memorised during truck operation, which affect the function of
the working hydraulics, along with their frequency of occurence. All fault messages can be acknowledged
within the framework of the Truck Doctor diagnostic software by clicking the BACKSPACE or TAB key.
The messages in the overall fault memory can also be acknowledged with the help of the Linde diagnostic
instrument by pressing the CE key. This acknowledgement of the fault memory causes the maintenance
marker (slash) to be set behind the last fault in the window "Overall Fault Memory". Any faults occurring
after this point in time are shown behind the line. Acknowledging the faults clears the fault memory in
window 3.
6.9.4.5 CLEARING THE FAULT MEMORY
All fault messages shown can be cleared in this window. The overall fault memory is cleared with the help
of the Truck Doctor diagnostic software by clicking the BACKSPACE or TAB key.
The overall fault memory cannot be cleared with the help of the Linde diagnostic instrument.
Section 6
6.9.4.6 SWITCH INPUTS
LLC30C10 LDC40C50
Window 4 displays the digital switch inputs.
Circuit state of S3/4, seat switch/cabin switch (in case of LLC30C10 only S4, however, the signal of S3
and S4 is displayed)
0 Overhead guard or seat switch open

1 Overhead guard or seat switch closed
Circuit state of 3S1, steering control valve sensor
0 Sensor not activated

1 Sensor activated
Signal from composite instrument - battery discharge indicator 6P2
0 Signal from composite instrument - battery discharged

1 Signal from composite instrument - battery charged
Circuit state of line contactor K1
1 Line contactor activated

0 Line contactor not activated
Voltage at the coil of main contactor uK1 in Volt

Section 6
6.9.4.7 SWITCH OUTPUTS
LLC33C00
LLC33C01
Window 5 shows the circuit states of the digital outputs.
SREL Internal safety relay for power supply to the solenoid valves
0 Safety relay not activated

1 Safety relay activated
2Y9 Activation of safety valve
0 Safety relay not activated

1 Safety relay activated
Section 6
6.9.4.8 ANALOG SIGNALS
Window 6 displays various analog input signals.
LLC30C10 LLC40C50
u+ Power supply for the joystick in Volts, approx. 14.3 V
pwm PWM control signal for Mosfet transistor of pump motor, in %
uRel Power supply for the solenoid valves in Volts

Approx. 22V when the safety relay is open
tc3: Temperature in power unit A1 in °C
uC Voltage at intermediate-circuit capacitor of power unit A1 in Volts
ns Demand value - Pump motor speed of rotation (rpm)
nm Actual value - Pump motor speed of rotation (rpm) supplied by speed sensor
Section 6
6.9.4.9 ANALOG SIGNALS FOR THE WORKING FUNCTIONS
Windows 61, 62, 63, 64 display the joystick outputs and the associated valve control signals.
WINDOW 61 LIFT WINDOW 62 TILT
WINDOW 63 AUX. HYDRAULICS 1 WINDOW 64 AUX. HYDRAULICS 2
u1: Joystick output voltage (driving signal) in %

Working range -100 % bis +100 %
u2: Joystick output signal (monitoring signal) in %

Working range -100 % bis +100 %
PWM: (61) PWM control signal in %, proportional valves Lifting/lowering

PWM: (62) PWM control signal in %, proportional valves Tilting forwards/backwards
PWM: (63) PWM control signal in %, proportional valves Aux. hydraulics 1
PWM: (64) PWM control signal in %, proportional valves Aux. hydraulics 2
i: (61) Measured current in mA, proportional valves Lifting/lowering

i: (62) Measured current in mA, proportional valves Tilting forwards/backwards
i: (63) Measured current in mA, proportional valves Aux. hydraulics 1
i: (64) Measured current in mA, proportional valves Aux. hydraulics 2
In each window, two proportional valves can be controlled. This is shown by the + or - character behind
the designation Lift, Tilt etc..
PWM = Pulse Width Modulation (Pulse-to-Pause ratio for valve control)

Section 6
6.9.4.10 SETTING OF PARAMETERS FOR AUXILIARY HYDRAULICS
Window 7 enables working speeds for the auxiliary hydraulics 1 and 2 to be set for both directions of
movement. The range of adjustment is from 0-100 %, whereby 0 % is equivalent to a complete shut-down.
If an auxiliary hydraulics function is activated without a coil being connected at the valve block, a fault
message will be displayed.
KAux1+ Working speed for auxiliary hydraulics 1 in the + direction

KAux1- Working speed for auxiliary hydraulics 1 in the - direction
KAux2+ Working speed for auxiliary hydraulics 2 in the + direction
KAux2- Working speed for auxiliary hydraulics 2 in the - direction
Adjustment of a parameter can be achieved with the help of the Truck Doctor diagnostic software.
Actuation of the Enter key brings up a flashing cursor (X character). The parameter can now be increased
by pushing the + key or decreased with the help of the - key. Pushing the ENTER key once more advances
the cursor to the next line.
The parameters can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
control the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 71 the parameters shown in window 7 can be reset to their factory-set default values.
To reset the parameters to the factory-set default values, click button BACKSPACE or TAB key.
The parameters can also be reset to the factory-set default values with the help of the Linde diagnostic
instrument. To reset the parameters, push CE key.
Section 6
6.9.4.11 ADJUSTMENT OF PARAMETERS FOR LIFTING/ LOWERING AND TILTING
Window 72 enables setting of working speeds for lifting, lowering and tilting. The range of adjustment is
from 40 % to 100 % .
LLC30C10 LLC40C50
KLift+ Working speed for lifting

KLift- Working speed for lowering
KTilt+ Working speed for tilting forwards
KTilt- Working speed for tilting backwards
KTilt Working speeds for titing forwards/backwards
6P2:30 LIfting speed in case of shutdown by discharge indicator
control the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 73, the parameters shown in window 72 can be reset to their factory-set default values.
Section 6
6.9.4.12 SWITCH-CONTROLLED WORKING SPEEDS
SETTING OF PARAMETERS FOR SWITCH-CONTROLLED LIFTING/LOWERING/TILTING
CAUTION
Window 74 allows the adjustment of working speeds for lifting, lowering and tilting to be applied as soon
as the switch-controlled input at X13:96 (combination controller) or 2X1:41 (individual controller) is
activated. The range of adjustment is from 0 to 100 %, whereby 0 % is equivalent to a complete shut-down.
Lift+ Working speed - Lifting

SLift- Working speed - Lowering
STilt+ Working speed - Tilting forward
STilt- Working speed - Tilting backward
control the cursor, and use the two keys "+" and "-" to modify the selected parameter..
In window 75 the parameters shown in window 74 can be reset to their factory-set default values.
Section 6
ADJUSTMENT OF PARAMETERS FOR SWITCHED-CONTROLLED OPERATION OF AUXILIARY
HYDRAULICS 1/2
CAUTION
Window 76 allows the adjustment of the working speeds for the auxiliary hydraulics 1/2 to be applied as
soon as the switch-controlled input at X13:96 (combination controller) is activated. The range of
adjustment is from 0 to 100 %, whereby 0 % is equivalent to a complete shut-down.
SAux1+ Working speed of auxiliary hydraulics 1 in + direction

SAux1- Working speed of auxiliary hydraulics 1 in - direction
SAux2+ Working speed of auxiliary hydraulics 2 in + direction
SAux2- Working speed of auxiliary hydraulics 2 in - direction
control up the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 77, the parameters shown in window 76 can be reset to their factory-set default values.
Section 6
6.9.4.13 ADJUSTMENT OF DISCHARGED BATTERY PARAMETER
Window 78 provides for adjustment of the lifting speed which will be applied as soon as the cut-off contact
of the discharge indicator has tripped. The range of adjustment is from 0 and 70 %.
by pushing the + key or decreased with the help of the - key.
bring up the cursor, and use the two keys "+" and "-" to modify the selected parameter.
DEFAULT SETTING FOR THE PARAMETER IN WINDOW 78
In window 79, the parameter shown in window 78 can be reset to its factory-set default value.
To reset the parameter to the factory-set default value, click button BACKSPACE or TAB key.
The parameter can also be reset to the factory-set default values with the help of the Linde diagnostic
Section 6
6.9.4.14 CALIBRATION OF JOYSTICK 1
Window 8 allows adjustment of the joystick values of the lifting/lowering axis as well as the forward/
backward tilt axis. This calibration is required whenever the controller or the joystick have been replaced.
LIFT d: Joystick signal for lifting/lowering directly at potentiometer output in percent

LIFT c: Corrected joystick signal for lifting/lowering of controller in percent
TILT d: Joystick signal for tilting directly at potentiometer output in percent
TILT c: Corrected joystick signal for tilting of controller in percent
Joystick calibration:
- Leave joystick in neutral position.

- Open window 8.
- Display at d: "OK" for "Lift" and "Tilt"
- Push ENTER key.
- The message "stored" appears for approx. 1 sec.
- Calibration is complete.
6.9.4.15 CALIBRATION OF JOYSTICK 2
Window 81 is used to adjust the joystick values for the auxiliary hydraulics 1 and 2 axes. This calibration
is required, whenever the controller or the joystick have been replaced.
AUX1 d: Joystick signal for auxiliary hydraulics 1 directly at potentiometer output in percent
AUX1 c: Corrected joystick signal auxiliary hydraulics 1 directly at potentiometer output in percent
AUX2 d: Joystick signal for auxiliary hydraulics 2 directly at potentiometer output in percent
AUX2 c: Corrected joystick signal auxiliary hydraulics 2 directly at potentiometer output in percent
Section 6
Joystick calibration:
- Leave joystick in neutral position.

- Open window 81.
- Display at d: "OK" for AUX1 and AUX2
- Press ENTER key.
- The message "stored" appears for approx. 1 sec
- Calibration is complete.
6.9.4.16 DEPRESSURISING THE HYDRAULIC SYSTEM
In this window, (only with LDC40C50), the hydraulic sytem may be depressurised. This may be required,
for example, to replace an attached device or change the control valve or hydraulic lines.
NOTE: The possibility to depressurise the working hydraulicsvia a switch when working with varying
mounted implements is a available as UPA.
The pump motor can be switched on or off with deactivated joystick by means of the Pump parameter.
Pump: 1 Enables valves to be activated for depressurising the hydraulic system without the pump
motor running.
Pump: 0 Normal function
Adjustment of the parameter can be achieved with the help of the Truck Doctor diagnostic software.
The parameter can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
bring up the cursor, then use the two keys "+" and "-" to modify the parameter.
Section 6
6.9.4.17 SWITCH OFF PUMP MOTOR - PROGRAMMIG OF AXLE TYPE
In window 83, the user may select whether the pump motor is switched off whenever the joystick for the
tilt back movement is held against the limit stop for more than 10 sec. Furthermore, the steering axle type
may be selected here.
LimT: 1 Disconnect pump motor when tilt back movement is against limit stop for more than 10
secs
LimT: 0 Do not disconnect pump motor when tilt back movement is against limit stop
Wheel:3 Truck with bogie axle
Wheel:4 Truck with combination axle
LLC30C10 LDC40C50
Adjustment of the parameter can be achieved with the help of the Truck Doctor diagnostic software.
The parameter can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
bring up the cursor, then use the two keys "+" and "-" to modify the parameter.
Section 6
6.9.5 FAULT CODES - INDIVIDUAL CONTROLLER - WORKING HYDRAULICS (LLC33C00/

LLC30C10)
6.9.5.1 SUMMARY OF FAULTS
1 Joysticks were actuated on operation of key switch
2 Joysticks in neutral position
5 Switch controlled speed reduction activated
7 Shut-down by discharge indicator of composite instrument
15 Charging circuit not ready after startup
16 Battery voltage too low
17 Cabin switch or seat switch not actuated
18 Voltage at intermediate-circuit capacitors too high
19 Joysticks not yet calibrated
21 Coil current 2Y1 incorrect
25 Incorrect calibration of internal valve coil current detection
26 Coil current 2Y5 / 2Y6 incorrect
27 Signal from temperature sensor in power unit A1 outside permitted range
29 Power unit A1 signals fault
30 Signal from joystick Lifting/Lowering outside permitted range
31 Signal from joystick Tilting outside permitted range
32 Signal from joystick Aux. Hydraulics 1 outside permitted range

Section 6
34 Joystick power supply outside permitted range
35 Output signal of driving/reference potentiometers of joystick Lifting/Lowering not ok
36 Output signal of driving/reference potentiometers of joystick Tilting not ok
37 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics1 not ok
38 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics 2 not ok
40 Signals of the joystick for auxiliary hydraulics (4-way shifting gate) out of range
44 Main contactor not activated
46 Joystick is operated without seat or cabin locking switch being actuated
51 Fault in clock pulse monitoring for valve coil 2Y1 / 2Y2
60 No signals from pump motor speed sensor
67 Joysticks not in neutral position after switch-on
68 Excitation fault safety relay
69 Safety relay contact closed during startup test
70 Safety relay monitoring fault
71 Internal fault in the LLC

to
90
6.9.5.2 DESCRIPTION OF FAULTS - INDIVIDUAL CONTROLLER - WORKING HYDRAULICS

(LLC30C10)
Section 6
LLC30C10
Section 6
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Section 6
Section 6
Section 6
Section 6
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Section 6
Section 6
Section 6
Section 6
6.9.6 FAULT CODES - COMBINATION CONTROLLER - WORKING HYDRAULICS
(LDC40C50)
6.9.6.1 SUMMARY OF FAULTS
1 Joysticks were actuated on operation of key switch
2 Joysticks in neutral position
4 Seat switch S3 or cabin switch S4 not actuated
7 Shut-down by discharge indicator of composite instrument
13 Pump motor shut off - Pump parameter in window 82 set to 1
14 Tilting backwards against limit stop for more than 10 sec. - LimT parameter in window 83 set to 1
15 Charging circuit not ready after startup
16 Battery voltage too low
19 Joysticks not yet calibrated
25 Incorrect calibration of internal valve coil current detection
27 Signal from temperature sensor in power unit A1 outside permitted range
29 Power unit A1 signals fault
30 Signal from joystick Lifting/Lowering outside permitted range
31 Signal from joystick Tilting outside permitted range
34 Joystick power supply outside permitted range
35 Output signal of driving/reference potentiometers of joystick Lifting/Lowering not ok
36 Output signal of driving/reference potentiometers of joystick Tilting not ok
37 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics1 not ok
38 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics 2 not ok

Section 6
44 Main contactor not activated
46 Joystick is operated without seat or cabin switch being actuated
60 No signals from pump motor speed sensor
61 Coil monitoring circuit of safety valve 2Y9 signals a fault
62 Short-circuit at the coil of the safety valve 2Y9
63 Production test of the controller not performed
64 Pump motor speed of rotation too high without there being a drive signal
65 Incorrect voltages at the valve coils
67 At least one joystick was operated for more than 2 sec during the startup test.
68 Safety relay contact fails to open
69 Safety relay contact fails to close
72 Internal fault in the controller

to
82
6.9.6.2 DESCRIPTION OF FAULTS - COMBINATION CONTROLLER - WORKING HYDRAULICS

(LDC40C50)
Section 6
LDC40C50
Section 6
Section 6
Section 6
Section 6
Section 6
Section 6
Section 6
Section 6
Section 6
Section 6
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Section 6
Section 6
Section 6
6.10 COMPOSITE INSTRUMENT
6.10.1 DESCRIPTION
The composite instrument integrates the battery discharge indicator, the operating hour meter, and a
number of signal lamps. All functions provided by the composite instrument are controlled by a 4-bit
microcontroller. This microcontroller is equipped with an internal ROM (read-only memory), which
contains the operating software. The software version is shown on a label on the side of the composite
instrument. After turning on the key switch, the software version is shown on the display after the self-
test (e.g.31).
In addition, the instrument integrates a RAM (main memory) and an EEPROM, containing truck-specific
information (battery characteristics, operating hours and other data). The composite instrument can be
programmed and stored data read-out through the diagnostic connector 6X1. In addition, the instrument
has two relays, which serve to control the fans.
SIGNAL LAMPS
5 6 7 8
9
4
3
10
2
11
1 12
1 Field weakening activated 1 7 Carbon brush wear

2 Service interval display 8 Motor temperature too high
3 Traficator indication 2 9 Oil level low 1
4 Check fan 10 Forward direction (single-pedal)
5 Hand brake applied 11 Reverse direction (single-pedal)
1
6 Indicator for brake lining wear 12 Hydraulic oil temperature too high 1
1
Not used
2
Non-standard equipment
Section 6
6.10.2 DISPLAY MESSAGES
The display normally reads the number of operating hours. When the operating hour counter is activated,
the h -symbol in the display flashes. When the carbon brush has reached a maximum alowable wear limit,
or in the event of a temperature rise, the display changes from operating hours to motor number. The
display alternates at an interval of 5 sec. In addition, the yellow signal lamp (fan problem) or the red signal
lamp (temperature rise or maximum carbon brush wear) light up at the same time.
Motor numbers:
1 Right-hand traction motor 1M1
2 Left-hand traction motor 1M2
3 Pump motor 2M1
In the event of a temperature rise on the traction motors, no distinction is made between left-hand and right-
hand traction motor - the display will always read 12.
Operating hour display
Display of software version after self-test
Carbon brush wear - RH traction motor 1M1
Carbon brush wear - LH traction motor 1M2
Carbon brush wear - pump motor 2M1
Temperature rise in traction motors to 140 °C
Temperature rise in pump motor to 140 °C
Temperature rise in traction motors to 160 °C

or temperature difference of both motors > 50 °C
Temperature rise in pump motor to 160 °C

Section 6
6.10.3 PROGRAMMING OF THE COMPOSITE INSTRUMENT
The composite instrument can be programmed and stored data read out with the help of the Truck Doctor
diagnostic software or with the Linde diagnostic instrument (the table shows its setting).
Menu number Parameter
Diagnostic tool value
Fan activation 11 1 All fans are switched on when temperature goes up (do not modify)
Counting of oper. hours 12 1 Counting of operating hours through seat switch (default setting)
2 Operating hours counted through traction or working hydraulics function.
Service interval 13 ----- Display of service interval deactivated
250 Service interval display after 250 operating hours
1000 Service interval display after 1000 operating hours (default setting)
No. of motors 14 2 Truck has two traction motors (do not modify)
Temperature monitoring 15 1 Truck has thermal sensors (do not modify)
Battery characteristic 21 1 Standard PsZ Battery (default setting)
2 Standard PsZ Battery Deta
3 Increased-power PsZ Battery
4 Gel battery
Upper cell voltage 22 2.00 Battery cell voltage accepted by the discharge indicator as fully charged battery.
to Adjustable in increments of 0.03 V (Default setting 2.09 V)
2.18
Battery residual capacity 23 20 % Residual capacity of the battery, at which power reduction starts.
to Adjustable in increments of 5 % (Default setting 20 %)
40 %
Discharge indicator 24 0.1 Discharge indicator is set immediately to full charge (can be modified for
lockout time special applications)
Service interval reset 31
Operating hours 1M1 32 Operating hours - Traction - activated
Operating hours 1M2 33 Operating hours - Traction - activated
Operating hours 2M1 34 Not used (activated, if wire link is installed between X1:42 and pump motor negative)
Total operating hours 35 Can be programmed only once in the case of new instruments, only if less than 0
on hour meter
Motor overheating 41 Not used
Carbon brush wear 42 Display of motor number and operating hours - carbon brush wear
Discharge limit 43 Display of values for the last 5 operating hours, during which discharge indicator
showed fully discharged battery.
Section 6
6.10.4 BATTERY DISCHARGE INDICATOR
The battery discharge indicator consists of ten LEDs ( 7 green, 1 orange and 2 red). Depending on the state
of charge of the battery, the luminous display changes from fully charged battery (green LED on the right)
to discharged battery (both red LEDs flashing). When the two red LEDs are flashing, the speed of the
working hydraulics is reduced.
The discharge voltage pattern is a characteristic feature of a battery. In the case of the Linde discharge
indicator, the battery voltage is measured and conclusions are drawn from this information as to the cell
voltage. With increasing discharge, the cell voltage goes down. The cell voltage is also influenced by the
momentary current consumption. In case of a fully charged battery, the dip in cell voltage under load is
lower than in the case of a discharged battery. The state of discharge of the battery can be determined on
the basis of the voltage dips, measured as a function of time.
However, the discharge voltage pattern various according to battery type, age and discharge time.
Therefore various discharge curves are programmed in the operating software of the composite
instrument for different battery types, from which the correct discharge curve for the battery used has to
be chosen.
1 Standard wet cell (default setting)

2 Standard Deta wet cell
3 Increased-power battery
4 Gel battery
The Standard wet cell default setting covers the following battery types:
Varta, Hagen, Hawker, Exide, Champignon, Tudor, Sonnenschein, Chloride, Fulmen, Centra, Absolyte,
Enersys, Oldham
The discharge time and the age of the battery also have an effect on the discharge curve. The programmed
discharge curve can be shifted within certain limits to obtain correct discharge information on the discharge
indicator.
When the battery charge has gone down by 80 %, the speed of the working hydraulics is reduced in order
to alert the driver to the need to re-charge the battery. This value can be adjusted up to a residual battery
capacity of 40 %.
NOTE: The battery discharge indicator needs to be adjusted as a function of the application and
battery type. This adjustment process is achieved with the parameters:
Battery type
Upper discharge curve
Cut-off point
Any alterations should be made in the smallest possible increments. First, program the battery type used.
Then start the fine-tuning process, using the parameter upper discharge curve, which is equivalent to the
setting potentiometer (ranges A to E) on the Curtis discharge indicator, and menu item 23 (cut-off point).
.
Section 6
Application and battery type Time of reduction Modification Modification
Upper cell voltage Residual battery capacity
Extremely severe condi- too early decrease decrease

tions. Battery charge less
than 4 h is required
Light duty too late increase increase

Battery charge once
per week
Trucks with extensive too late increase increase

optional equipment (basic
loads such as heating etc.)
Increased-power PzS too late increase increase

Batterie by 0.03 V
PzV battery too late increase increase

by 0.06 V
CSM battery too late increase increase

by 0.09 V
The discharge indicator is reset to "Fully charged battery" by the fact that the cell voltage has increased
after the battery has been charged. By default, this cell voltage value is set to 2.03 V/cell. The parameter
"Upper cell voltage" enables this value to be adjusted. The cell voltage has to remain on this high level for
a certain period of time after the key switch is switched on, before the discharge indicator is reset. By
default, this lock-out time is programmed to 0.1 min. Do not modify this time.
If you need to change the parameters of the discharge indicator because the display obtained is incorrect,
we recommend first adjusting the parameter printed in bold letters in the table above.
If the discharge indicator fails to show "Battery full", even though the battery has been charged, check that
the lock-out time is set to 0,1 min. In addition a reduction of the upper cell voltage combined with a
simultaneous increase of the parameter "Battery residual capacity" may remedy the problem. Also check
the battery itself.
As a general rule, any modifications of the adjustment of the composite instrument should be made in small
increments.
Section 6
6.10.5 PROGRAMMING OF THE COMPOSITE INSTRUMENT WITH THE DIAGNOSTIC

INSTRUMENT
- Connect diagnostic instrument to the data connector of the truck.

The data connector islocated behind the left-hand switch cover on the dashboard.
- Push ON key. If the batteries in the device are ok, the display will read:

After the battery test, the following will be displayed:
  



    
- Push key DATA NEW.

- Enter menu number
The selected menu number (MN) is displayed, along with the currently programmed value (EW).
- Push + or - key to change the programmed value. The new value (NW) is shown in the second line of
the display.


- Push ENTER key to store the new value (NW).,
The third line of the display shows the newly programmed value (PW), with the message
* Data end *, showing that data input is complete.




Section 6
RESETTING THE SERVICE INTERVAL DISPLAY WITH THE DIAGNOSTIC INSTRUMENT
- Connect diagnostic instrument to the data connector of the truck.

The data connector is located behind the left-hand switch cover on the dashboard.
- Push ON key. If the batteries in the device are ok, the display will read:

After the battery test, the following is displayed:
  



    
- Push key DATA NEW.

- Enter menu 31.
The selected menu number (MN) is displayed, along with the currently programmed service interval (set
in the factory to 1000 h). The second line of the display unit shows the number of operating hours at which
the service interval display was last reset.


- Push ENTER key.
The service interval display is reset and the third line of the display shows the number of operating hours
after which the service interval display will light up the next time.




Section 6
6.10.6 DIAGNOSIS OF THE COMPOSITE INSTRUMENT WITH THE TRUCK DOCTOR

DIAGNOSTIC SOFTWARE
STARTING THE DIAGNOSIS
Diagnosis of the composite instrument can be activated

either
· from the start screen, or from

· the series screen
After the diagnosis has been started, the window

“Reading data ...” appears.
Current values loaded from the composite instrument
are displayed in the “Status” panel.
START SCREEN
All necessary data having been loaded from the

composite instrument, the window shown on the
right appears.
Messages/operating hours of the composite instrument
are shown in the "Information" panel.
In the “Navigation” panel, further options are provided,
which are explained below.
Section 6
SELECTION MENU
- Reset service interval: Resets the service interval

display.
- Set operating hours: Sets the number of operating
hours for new composite instruments.
- Temperature display: Displays the temperature at
the thermal sensors in the composite instrument.
- Truck parameters: Displays truck parameters.
- Battery parameters: Displays battery parameters.
- Messages/operating hours: Displays messages
and the number of operating hours.
- Parameter list: Displays all parameters, without
any possibility of modifying them.
- Adjustment instructions for battery discharge curve:
Displays information for setting the battery discharge
curve.
RESET SERVICE INTERVAL
To reset the service interval, click “Reset service

interval”. Upon completion, a second window appears
confirming successful completion of the reset
operation, and information on when the next service
is due. Click on "OK".
SET OPERATING HOURS
Operating hours can be set only on new composite

instruments. To set the number of operating hours,
enter all 6 digits, including the first digit behind the
decimal point. Full operating hours have to be
separated from the tenths of an hour by means of a
decimal point, otherwise, an error message will
appear.
Example: 00389.2
Section 6
TEMPERATURE DISPLAY
Clicking on "Temperature Display" triggers a command

to the composite instrument which initiates the readout
of the temperature of the thermal sensors in the dis-
play of the composite instrument instead of the number
of operating hours.
The values meassured by the sensors are shown as
codes. TheTruck Doctor software shows the adjacent
display for correct interpretation of the values displayed
by the composite instrument.
00 = Thermal sensor shorted

FE = Thermal sensor open-circuit
LIST TRUCK PARAMETERS
Clicking on “Truck parameters” brings up a new window

“Reading data...”. After loading of the data from the
composite instrument is complete, the data is shown
in the “Information” panel.
Default parameters are identified as described in the
text.
CHANGE TRUCK PARAMETERS

Section 6
LIST BATTERY PARAMETERS
Clicking on “Battery parameters” brings up a new

window “Reading data...”. After loading of the data
from the composite instrument is complete, the data
is shown in the “Information” panel.
Default parameters are identified as described in the
text.
CHANGE BATTERY PARAMETERS
MESSAGES AND OPERATING HOURS

Section 6
LIST OF PARAMETERS
Clicking on “Parameter list” brings up the adjacent

window .
In this window, you can enter a comment which will
appear on the parameter list.
Click on “OK”, if you wish to enter a comment.
Click on “Cancel”, if you do not wish to enter a comment.
A new window headed “Reading data ...” appears.

When all data have been loaded from the composite
instrument, the adjacent window shows a summary of
all parameters set in the composite instrument, along
with the messages and number of operating hours.
Using the menu item File / Save as ... the window can
be stored in the form of an .html file, which can
subsequently be viewed and printed with any
commercial web browser, e.g. Netscape. In this context,
please also refer to the section “Displaying and printing
stored data”.
INSTRUCTIONS FOR ADJUSTMENT OF

DISCHARGE INDICATOR
After clicking on “Setting instructions for battery

discharge curve” the adjacent window opens, describing
the procedure for setting the discharge indicator.
Section 6
6.11 CIRCUIT DIAGRAMS
6.11.1 CIRCUIT DIAGRAM - INDIVIDUAL CONTROLLER
1V3 Free-wheel diode 196

1 r et pah C / 20 E
4050. 1064 408 533
Section 6
Section 6
6.11.2 CIRCUIT DIAGRAM - COMBINATION CONTROLLER
A1 Power module, LH traction motor 23-46 4S1 Horn switch 94

Pump motor U1 Voltage transformer 24 V 78,79
A2 Combination controller 7-46, 1V1 Free-wheel diode contactor K1 157
102-191 1V2 Free-wheel diode relay K2 161
1A1 Power module, RH traction motor 5-21 1V3 Free-wheel diode relay K3 196
1A4 Accelerator 158-163 5V1 Free-wheel diode relay 5K2 165
2A1 Power module pump motor 42-54 9V3 Free-wheel diode relay 9K3 168
1B4 Temperature sensor, RH traction motor 62 X1 Connector 42 pin
1B5 Temperature sensor, LH traction motor 66 X2 Connector 10 pin
2B1 Joystick lifting/lowering/tilting 134-141 X4 Connection for contactor coil K1 2 pin
2B2 Joystick aux. hydraulics 1/2 142-149 X7 Steering sensor connector 4 pin
2B3 Temperature sensor pump motor 71 X8 Voltage transformer connector 6 pin
2B8 Speed sensor pump motor 43,131-134 X9 Cabin switch connector 3 pin
3B1 Steering position potentiometer 173-176 X10 Battery plug
3B2 Steering column sensor 115-118 X11 Connector 29 pin A1
1C1 Suppressor capacitor temp. sensor 1B4 63 X12 Connector 6 pin, charging circuit
1C2 Suppressor capacitor temp. sensor 1B5 67 X13 Connector 121, pin controller
2C1 Suppressor capacitor temp. sensor 2B3 72 X31 Central negative point
4C1 Suppressor capacitor horn 93 1X2 Diagnosis plug, traction 4 pin
F1 Fuse 1M1 250 A 6 1X4 Connector 3 pin 1S4
F2 Fuse 1M2, 2M1 355 A 23 1X5 Connector 3 pin 1S5
F7 Fuse 10 A charging circuit 8 1X6 Connector 2 pin 1S1
F8 Fuse 5 A charging circuit 18 1X7 Connector 2 pin 1M1
1F2 Control current fuse 10 A 54 1X8 Connector 2 pin 1M2
1F4 Fuse 5 A fan 84 1X10 Connector 4 pin 1A4
1F5 Fuse 5 A 86 1X13 Connector 16 pin 1A1
1F6 Fuse 5 A charging circuit 14 2X2 Connector 4 pin 2B3
4F3 Fuse 5 A horn 94 2X3 Connector 6 pin 2B1
6F1 Fuse 10 A discharge indicator 53 2X4 Connector 6 pin 2B2
G1 Battery 1 2X5 Diagnosis plug LLC 4 pin
4H1 Horn 94,95 2X6 Connector 4 pin 2M1
K1 Main contactor 6,23,156 3X1 Connector 4 pin 3B2
K2 Relay, charging circuit 15,16,160 4X1 Connector 2 pin 4S1
K3 Relay, discharging circuit 10,195 5X13 Connector 3 pin, flashing pilot light
5K2 Relay, stop light 163 6X1 Diagnosis plug, composite instrument 4 pin
9K3 Relay, option relay driver 2 167 6X9 Connector 36 pin, composite instrument
1M1 Traction motor, RH 12-14, 9X7 Connector 6 pin, special equipment
60-63 9X8 Connector 6 pin 1S13
1M2 Traction motor, LH 30-32, 9X10 Connector 2 pin 9M1
65-68 9X11 Connector 2 pin 9M2
2M1 Pump motor 42,69-72 9X12 Connector 2 pin 9M3
9M1 Fan, traction motor RH 78,79 2Y1 Proportional valve, lowering 103
9M2 Fan, traction motor LH 81,82 2Y2 Proportional valve, lifting 106
9M3 Fan, pump motor 84,85 2Y3 Proportional valve, forward tilt 108
6P2 Composite instrument 52-91 2Y4 Proportional valve, backward tilt 111
R1 Charging resistor 18 2Y5 Proportional valve, aux. hydr. 1B 113
R2 Discharging resistor 10 2Y6 Proportional valve, aux. hydr. 1A 116
1R1 Charging resistor 14 2Y7 Proportional valve, aux. hydr. 2B 118
S1 Key switch 54 2Y8 Proportional valve, aux. hydr. 2A 121
S2 Emergency stop switch 1,145 2Y9 Safety valve 123
S3 Seat switch 56
S4 Cabin switch 56
1S4 Hand brake switch 190
1S5 Brake pedal switch 182
1S13 Travel direction switch, single-pedal 176-184 Colour coding:
1S14 Carbon brush wear switch 1M1 60 BK Black GN Green
1S15 Carbon brush wear switch 1M2 65 WH White VT Purple
2S5 Carbon brush wear switch 2M1 69 BU Blue RD Red
OG Orange YE Yellow
1 r et pah C / 20 E
4050. 1064 408 533
Section 6
Section 6
6.12 WINDOW STRUCTURE - FOR THE CONTROLLERS
Traction - Individual controller LDC30C01 / LDC30C02
1 Status 2 Information 3 Fault 4 Switch

information messages memory inputs
Section 6.9.1.1 Section 6.9.1.2 Section 6.9.1.3 Section 6.9.1.7
11 Compiler 31 Overall
number fault memory
Section 6.9.1.1 Section 6.9.1.5
32 Clear
fault memory
Section 6.9.1.6
5 Switch 6 Analog signals 7 General 8 Accelerator

outputs General settings calibration
61 Analog signals 71 Default 81 Calibration of

RH motor settings for 7 steering sensor
Section 6.9.1.10 Section 6.9.1.12 Section 6.9.1.16
62 Analog signals 72 Special

LH motor settings
63 73 Default settings
Temperatures for 7 and 72
74 Controller
information
Section 6.9.1.14
Note: the controller type is displayed in

window 1 in the third line.
Section 6
Traction Combination controller LDC40C00

11 Compiler 31 Memory for

number operator errors
32 Overall
fault memory
Section 6.9.1.5
33 Clear
fault memory
Section 6.9.1.6
5 Switch 6 Analog signals 7 General 8 Calibration of

outputs General settings accelerator
61 Analog signals 71 Default 81 Calibration of

RH Motor settings 7 steering sensor
62 Analog signals 72 Special

LH motor settings
63 73 Default settings
Temperatures for 7 and 72
74 Controller
information
Section 6.9.1.14
Section 6
Working hydraulics - Individual controller LLC30C10

Section 6.9.4.1 Section6.9.4.2 Section 6.9.4.3 Section 6.9.6.6
11 Compiler 31 Overall
number fault memory
32 Clear
fault memory
Section 6.9.4.5
5 Switch 6 Analog signals 7 Settings 8 Calibration

outputs General Aux. hydraulics Joystick 1
61Analog signals 71 Default 81 Calibration

Lifting settings for 7 Joystick 2
62Analog signals 72 Settings 83 Steering axle

Tilting Lifting / Tilting type
63Analog signals 73 Default

Aux hyd. 1 settings for 72
64Analog signals
Aux. hyd. 2
Section 6.9.4.9
Section 6
Working hydraulics Combination controller LDC40C50

11 Compiler 31 Memory
number for operator errors
32 Overall
fault memory
Section 6.9.4.5
5 Switch 6 Analog signals 7 Settings 8 Calibration

outputs General Aux. hydraulics Joystick 1
61 Analog signals 71 Default 81 Calibration

Lifting settings for 7 Joystick 2
62 Analog signals 72 Settings 82 Depressurise

Tilting Lifting/ Tilting system
Sectionl 6.9.4.9 Section 6.9.4.11 Section 6.9.4.16
63 Analog signals 73 Default 83

Steering axle type
Aux. hyd. 1 settings for 72 Switching off motor
Sectionl 6.9.4.9 Section 6.9.4.11 Section 6.9.4.17
64 Analog signals 74 Switch-

Aux. hyd. 2 controlled speeds
75 Default
settings for 74
Section 6.9.4.12
76 Switch-
controlled speeds
Section 6.9.4.12
77 Default
setting for 76
Section 6.9.4.12
78 Discharge
indicator function
Section 6.9.4.13
79 Default
settings for 78
Section 6.9.4.13
Section 6
Section 7
7 HYDRAULIC SYSTEM
SETTING VALUES OF THE PRESSURE RELIEF VALVE OF WORKING HYDRAULICS
Truck type Standard mast Duplex mast Triplex mast
E 14 180+5 bar 180+5 bar 180+5 bar

E 16C 200+5 bar 200+5 bar 200+5 bar
E 16 200+5 bar 200+5 bar 200+5 bar
E 16P 200+5 bar 200+5 bar 200+5 bar
E 18C 220+5 bar 215+5 bar 215+5 bar
E 18P 220+5 bar 215+5 bar 215+5 bar
E 20P 250+5 bar 220+5 bar 230+5 bar
SETTING VALUES OF THE STEERING CONTROL VALVE (not adjustable)
Shock absorbers 210±10 bar

Pressure limiting valve 150±10 bar
OUTPUT VOLUME OF HYDRAULIC PUMP
q = 11 cm3/U
MAINTENANCE AND INSPECTION OF THE HYDRAULIC SYSTEM
Use-dependent Cleaning of the hydraulic pump motor

Cleaning of the pump motor fan
Lubricating of the lift mast and tilt cylinder bearings
Every1000 hours Checking of working and steering hydraulics on leakages

Checking of brushes
Checking of pump motor fastening
Checking of oil level of hydraulic system
Checking of function of the electric lines for working hydraulics
Changing of air breather filter, suction filter and micro-filter of the hydraulic system
Checking of the bellows at the joystick
Every 3000 hours Changing of the hydraulic oil
HYDRAULIC OIL
HLP ISO VG 46 as per DIN 51524, T.2 for normal duty (shop filling)
HLP ISO VG 68 as per DIN 51524, T.2 for heavy duty
HLP ISO VG 32 as per DIN 51524, T.2 for light duty and low ambient temperatures
Alternatively, the engine oil SAE 20W/20 can be used instead of the hydraulic oil HLP 68 . The use of the
biological hydraulic oil Aral Forbex SE46 is also permitted.
Section 7
CAUTION
Work on the hydraulic system requires utmost cleanliness. The valve block is equipped
with proportional valves. No dirty hydraulic oil is to contact the proportional valves. The
micro-filter of the working hydraulics is to be changed in compliance with the inspection
and maintenance instructions. Take particular care that the connections of the snap-on
couplings at the additional hydraulic system are clean. The covers of the snap-on
couplings are to be mounted as long as the couplings are out of use.
7.1 FUNCTIONAL DESCRIPTION OF THE WORKING HYDRAULICS
The pump unit of the working hydraulics comprises a series-wound motor with flanged gear pump. The
hydraulic pump has an output volume of 11 cm3/rev.
NOTE: The hydraulic pump may be replaced as a complete assembly only. On trucks from serial no.
H2X335M05432, a different hydraulic pump with four fastening screws is installed. The
tightening torque of the fastening screws M10 is 50 +10 Nm. In trucks up to no. H2X335M05431,
the hydraulic pump has only two fastening screws M8, which must be tightened to 25 Nm.
The pump motor is controlled by the power unit A1. Joysticks are used to activate the working hydraulics.
The joysticks supply an electric signal that is processed by the truck control. The truck control controls
the pump motor speed via the power unit and thus the oil amount of the hydraulic pump and the opening
section of the control valve.
A priority valve is fitted on the delivery side of the hydraulic pump. This valve ensures that a constant oil
quantity is always available at the steering control valve input P. The oil is supplied to the control valve via
output P2 of the priority valve and a following micro-filter.
For activation of the working functions, the control valve has a volume-controlled proportional valve for
each working function. The proportional valves are directly activated by the truck controller in dependence
of the joystick deflection. In addition, an electrically activated safety valve 2Y9 is provided at the valve
block. This safety valve ensures that the working hydraulic functions are disabled in case of a malfunction
of a proportional valve.
NOTE: Starting from serial no.H2X335P04366, a different valve block is installed. This valve block is
connected to a pressure accumulator. By means of the valve block, an additional safety
function is implemented, which prevents lowering of the fork carrier in case of a malfunction
of the proportional valve 2Y2 (lowering).
The pump motor is equipped with a speed sensor that transmits the motor speed to the truck control.
Section 7
Joysticks
Power unit CONTROL

A1 A2
Valve block
Speed
sensor
M
Pump unit
Lift mast
Section 7
7.2 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITHOUT PRESSURE
ACCUMULATOR
A Working hydraulics G Priority valve

36 Throttle
1 Control valve
37 Balance valve
2 Throttle valve
38 Hydraulic pump (11 cm3/rev.)
3 Check valve
39 Pump motor
4 Lowering brake valve
5 Check valve
6 Safety valve
7 Shuttle valve
8 Proportional valve lifting/lowering
9 Emergency lowering valve
10 Volumetric flow controller
11 Proportional valve - tilting
12 Proportional valve - aux. hydraulics 1
13 Proportional valve - aux. hydraulics* 2
14 Check valve
15 Throttle valve
16 Pressure relief valve
17 Balance valve for circulating oil
18 Check valve
19 Cylinder aux. hydraulics* 2
21 Emergency tilting valve
22 Tilt brake valve (Overcenter valve)
23 Tilt cylinder
24 Line breakage protection
25-1 Lift cylinder - standard design BR 180
25-2 Lift cylinder - Duplex design BR 180
25-3 Lift cylinder - Triplex design BR 180
B Cylinder - steering axle BR 340
C Cylinder - steering axle BR 306
D Steering hydraulics
26 Steering control valve
27 Emergency steering pump
28 Rotary valve
29 Replenishing valve
30 Shock absorber 210±10 bar
31 Check valve
32 Check valve
33 Pressure limiting valve 150±10 bar
E Pressure filter
F Electronic control
34 Joystick aux. hydraulics* 1and 2
35 Joystick lifting/lowering/tilting
Section 7
Section 7
7.3 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITH PRESSURE ACCUMULATOR
A Working hydraulics
G Priority valve
1 Control valve
2 Throttle valve 37 Throttle
3 Check valve 38 Balance valve
4 Lowering brake valve / lowering stop valve 39 Hydraulic pump (11 cm3/rev.)
5 Check valve 40 Pump motor
6 Safety valve
7 Shuttle valve
8 Proportional valve lifting/lowering
10 Volumetric flow controller
11 Proportional valve - tilting
12 Proportional valve - aux. hydraulics 1
13 Proportional valve - aux. hydraulics* 2
14 Check valve
15 Throttle valve
18 Check valve
19 Pressure accumulator
23 Tilt brake valve (Overcenter valve)
24 Tilt cylinder
25 Line breakage protection
26-1 Lift cylinder - standard design BR 180
26-2 Lift cylinder - Duplex design BR 180
26-3 Lift cylinder - Triplex design BR 180
B Cylinder - steering axle BR 340
C Cylinder - steering axle BR 306
D Steering hydraulics
27 Steering servostat
28 Emergency steering pump
29 Rotary valve
30 Replenishing valve
31 Shock absorber 210±10 bar
32 Check valve
33 Check valve
34 Pressure limiting valve 150±10 bar
E Pressure filter
F Electronic control
35 Joystick aux. hydraulics* 1and 2
36 Joystick lifting/lowering/tilting
Section 7
Section 7
7.4 EMERGENCY LOWERING FUNCTIONS OF THE WORKING HYDRAULICS
7.4.1 MANUAL TILTING OF LIFT MAST
The overhead guard cannot be opened when the lift mast is tilted backwards. In case of malfunction, the
lift mast can be tilted forward manually.
- Completely lower the fork carrier, if possible

- Remove sealing plug (1)
- Put screwdriver through the sealing plug opening on the cheese head screw (2) below
- Slowly turn the screwdriver by approx. 2 turns in anticlockwise direction
- Manually push lift mast forward
NOTE: Upon use, immediately turn the cheese head screw (2) to its initial position since
otherwise, a function of the tilt cylinder by means of the joystick is not given. The
cheese head screw must only be tightened with a max. tightening torque of 1.5 Nm.
7.4.2 MANUAL LOWERING OF THE FORK CARRIER
In case of malfunction, the fork carrier can be lowered manually.
- Open the overhead guard to the first detent

- Slowly turn the cheese head screw (3) with the screwdriver by approx. 1 turn in anticlockwise direction
until the fork carrier is completely lowered.
NOTE: Upon use, immediately turn the cheese head screw (2) to its initial position since
otherwise the function 'lowering' by means of the joystick is not given. The cheese head
screw must only be tightened with a max. tightening toque of 1.5 Nm.
Section 7
Section 7
7.5 CONTROL VALVE
Section 7

2 Overcenter valve (tilt brake valve)
4 Positioning cylinder (valve block from H2X335P04366 onward)
5 Bypass check valve
6 Balance valve for draining oil
7 Lowering restrictor
8 Lifting restrictor
9 Safety valve
10 LS transmission chain
13 Shuttle valve LS transmission chain
14 Check valve - tilting LS transmission chain
15 2-way flow control valve
16 Restrictor - tilting
17 Check valve aux hydraulics 1 LS transmission chain
18 Restrictor aux. hydraulics 1
19 Check valve aux. hydraulics 2 LS transmission chain
20 Restrictor aux. hydraulics 2
P Pressure port
T Return flow - tank
X Pressure accumulator connection (valve block from H2X335P04366 onward)
MP without function
A Pressure port - lift cylinder
A1 Pressure port - tilt cylinder
B1 Pressure port - tilt cylinder
A2 Pressure port - aux. hydraulics 1 cylinder
B2 Pressure port - aux. hydraulics 1 cylinder
A3 Pressure port - aux. hydraulics 2 cylinder
B3 Pressure port - aux. hydraulics 2 cylinder
Section 7
7.5.1 FUNCTIONAL DESCRIPTION OF THE CONTROL VALVE
INTRODUCTION
The control valve is designed as monoblock with three or four sections, connected in parallel.
Section 1: Lifting/lowering and emergency lowering

Section 2: Additional hydraulic system
Section 3: Forward and backward tilting
Section 4: Additional hydraulic system (option)
Furthermore, the control valve housing includes a balance valve for circulating oil, a pressure relief valve,
a safety valve as well as shuttle and check valves for the creation of a load signal transmission chain.
SAFETY VALVE, BALANCE VALVE FOR CIRCULATING OIL, PRESSURE RELIEF VALVE
The safety valve 2Y9 is de-energized as long as the joysticks are in neutral position. In this position, the
valve is opened and the load signal transmission chain (LS) is connected with the tank. No load signal can
be transmitted to the balance valve for circulating oil (UDW), thus the valve functions are de-energized.
A residual volumetric pump flow, which is due to other hydraulic devices (e.g. steering), is signalled to the
balance valve for circulating oil, which is closed at first, and the generated compression force (the product
of pump pressure and effective area in the balance valve for circulating oil) is compared with the UDW
spring load (in this case, only the load from the compression spring, since the LS transmission chain is
connected to the tank and thus does not generate an additional load). As soon as the compression force
exceeds the spring load, the balance valve for circulating oil (UDW) is opened to the tank. In this case,
the circulating pressure is always at a level at which the spring load in the balance valve for circulating oil
(UDW) is just overcome.
During the excursion of the joystick, the safety valve 2Y9 is energized and interrupts the connection of the
LS transmission chain to the tank. The current pressure from the LS transmission chain is now applied
at the spring side of the balance valve for circulating oil and the pressure relief valve (DBV). Moreover,
a signal proportional to the excursion is transmitted to the respective solenoid valve (2Y1 to 2Y8) of the
desired function. When the functions lifting or tilting or the aux. hydraulic functions are actuated, a
volumetric pump flow which is proportional to the excursion is generated, and this volumetric pump flow,
in turn, generates a compression force in the balance valve for circulating oil.
In addition, the current pressure from the LS transmission chain is transmitted to the UDW spring side.
Due to the modified force conditions, the balance valve controls in the shut-off direction until a volumetric
flow flows to the hydraulic device via the switched way valve, the capacity of which depends on the
adjustment of the way valve gate.
To protect the control valve from overload, the pressure from the LS transmission chain is limited by means
of the pressure relief valve (DBV) arranged in the LS transmission line. Thus, the maximum pressure in
the spring chamber of the balance valve for circulating oil (UDW) is limited by the opening of the pressure
relief valve (DBV) to the tank, so that the maximum compression load (and thus the maximum pump
pressure) corresponds to the sum of UDW spring load and set pressure relief valve (DBV) spring load.
Section 7
DESCRIPTION OF THE FUNCTION 'LIFTING'
When actuating the function 'lifting', the pump volumetric flow is increased proportionally to the excursion
of the joysticks and a proportional signal is transmitted to the proportional valve 2Y2. In the hydraulic part
of the proportional valve, the external pressure P is applied as position pressure supply. A positioning
pressure force is generated by the magnetic force that is compared with the force of the opposite spring
of the restrictor. As soon as the positioning pressure force exceeds the spring force, the restrictor is
subject to an excursion and a determined opening section between P and the balancing valve for draining
oil (ADW), positioned between port A and the restrictor, is generated. The available intermediate pressure
is transmitted as LS pressure force to the UDW spring side and added to the UDW spring force. This design
ensures that the pump pressure force (and thus the pump pressure) upstream the restrictor is always
higher by the amount of the UDW spring force than downstream the restrictor. Consequently, the
volumetric flow flowing through the restrictor (and thus the lifting speed) only depends on the opening
cross-section of the restrictor. The excessive volumetric flow is supplied to the tank via the UDW.
Downstream the restrictor, the balance valve for draining oil is passed, where the intermediate pressure
force (as a product of intermediate pressure and effective area) is compared as damped signal with the
ADW spring force (without the pressure force of the intermediate pressure, the ADW is open, since the
ADW spring chamber is connected with the tank). If the intermediate pressure force increases the spring
force, the ADW is closed and the volumetric flow flows via the bypass check valve to the hydraulic device
port A and thus to the lift cylinder. During lifting, the intermediate pressure and the pressure at port A are
equal.
Upon termination of the lifting, the load pressure at the hydraulic device port A is applied to the closed ADW,
the bypass check valve and to the emergency lowering. Since the tolerances and the cover at the ADW
and at the restrictor are different, a determined intermediate pressure level is generated as a result of the
distribution leakage that is between the pressure in port A and the pressure corresponding to the ADW
spring force.
DESCRIPTION OF THE FUNCTION 'LOWERING' AND 'EMERGENCY LOWERING'
When actuating the function 'lowering', a signal electro-proportional to the excursion is transmitted to the
proportional valve 2Y1. In the hydraulic part of the proportional valve, the current pressure between
restrictor and balance valve for draining oil (intermediate pressure) is applied as position pressure supply.
A positioning pressure is generated due to the magnetic force that is compared with the load of the opposite
spring of the restrictor. As soon as the positioning pressure force exceeds the spring load, the restrictor
is subject to an excursion and a determined opening section between the balancing valve for draining oil
(ADW) and the tank is generated. Simultaneously, the intermediate pressure force is compared as
damped signal with the ADW spring force. Thus, the ADW obtains a balance between the intermediate
pressure force and the ADW spring force, as long as the pressure force in port A is higher than the ADW
spring force (the pressure in port A is the supply pressure during lowering). This design ensures that the
pressure upstream the restrictor is higher by the amount of the ADW spring load than downstream the
restrictor (were the tank pressure prevails during lowering). Consequently, the volumetric flow flowing
through the restrictor (and thus the lowering speed) only depends on the opening cross-section of the
restrictor.
Section 7
The so-called safety lowering valve (with control valve from H2X335P04366 onward), is permanently
activated during operation, and the external pressure X from the pressure accumulator, which is available
at the valve, is lead into a positioning cylinder and presses a piston rod, against a spring, in its limit position.
In case of a pressure drop at the positioning pressure supply X (e. g. after parking of the truck or in case
of a malfunction), the piston rod of the positioning cylinder moves into its other limit position due to its spring
load, in the process pushing the balance valve for draining oil, located at its side, mechanically into its
closed position. Thus, a low-leakage lifting device is ensured.
In case of any malfunction in the truck, a load which has already been lifted up may be lowered to the ground
again. In this case, a direct connection between port A and the tank is opened by means of an emergency
lowering screw.
DESCRIPTION OF THE FUNCTION 'TILTING' WITH BRAKE AND OVER CENTER VALVE
When actuating the function 'tilting' (forward or backward), the pump volumetric flow is increased
proportionally to the excursion and an electro-proportional signal is transmitted either to the proportional
valve 2Y3 or to 2Y4. The generated magnetic force is compared with the load of the opposite spring of the
restrictor. As soon as the positioning pressure force exceeds the spring load, the restrictor is subject to
an excursion and a determined opening cross-section between P and the overcenter valve located
between A1/B1 is brought about. The available pressure is transmitted as LS pressure force to the UDW
spring side and added to the UDW spring load. This design ensures that the pump pressure upstream the
restrictor is always higher by the amount of the UDW spring force than downstream the restrictor.
Consequently, the volumetric flow flowing through the restrictor (and thus the tilting speed) only depends
on the opening cross-section of the restrictor. The excessive volumetric flow is conducted to the tank via
the UDW.
The overcenter valve between the restrictor and port A1 guarantees an almost leakage-free tilting device.
A so-called „lead“ of the mast during forward tilting is avoided and the max. tilting speed is limited.
The pressurizing valve between the restrictor and the port B1 on the one hand provides for a certain degree
of hydraulic clamping of the tilt cylinder during backward tiling. On the other hand, the valve is used under
certain conditions as non-return valve.
When compared with the function 'lifting', the function 'tilting' is performed, with small volume flows. To
avoid a so-called „lead“ of the tilt function with simultaneous lifting, a 2-way flow control valve is installed
in the P line in the direction of the tilt restrictor. This valve limits the max. inlet volume flow for tilting.
In case of any malfunction in the truck, a load which has already been tilted backward may be tilted in the
other direction until it is back on the ground. In this case, a direct connection between port B1 and the tank
is established by means of an emergency lowering screw.
DESCRIPTION OF THE FUNCTION 'ADDITIONAL HYDRAULIC SYSTEM'
When actuating the function 'additional hydraulic system', the pump volumetric flow is increased
proportionally to the excursion and an electro-proportional signal is transmitted either to the proportional
valve 2Y5 or to 2Y6 (or optionally 2Y7 or 2Y8). The generated magnetic force is compared with the load
of the opposite spring of the restrictor. As soon as the magnetic force exceeds the spring load, the restrictor
is subject to an excursion and a determined opening cross-section between P and the ports A1/B1 (or
Section 7
optionally A3/B3) is generated. The available pressure is transmitted as LS pressure force to the UDW
spring side and added to the UDW spring load. This design ensures that the pump pressure force (and
thus the pump pressure) upstream the restrictor is always higher by the amount of the UDW spring load
than downstream the restrictor. Consequently, the volumetric flow flowing through the restrictor (and thus
the speed of the hydraulic device) only depends on the opening cross-section of the restrictor. The
excessive volumetric flow is conducted to the tank via the UDW.
7.5.2 DEPRESSURIZING OF THE WORKING HYDRAULICS
The hydraulic system is to be depressurized prior to start the work. Since the functions are controlled at
the control valve via solenoid valves, the latter are to be controlled without running pump motor. In new
trucks with combination steering, the pump motor may be switched off by means of the truck diagnosis.
- Connect the interface adapter and the PC by the diagnosis switch 2X5 of the LLC control
- Switch on the key switch and enable the emergency stop pushbutton
- Start the diagnosis program and select window 82
- Press the ENTER key and set the parameter Pump to 1 by actuating the '+' key
- Actuate the seat switch
- Actuate the joystick one time each for the functions 'lifting/lowering' and 'tilting'
- Actuate the joystick one time each for the functions 'additional hydraulic system 1' and 'additional
hydraulic system 2'. The working hydraulics are depressurized.
- Reset parameter Pump to 0 by actuating the '-' key.
- Switch off key switch and disable emergency stop pushbutton
If the customer wants to exchange the mounted implement connected by the hydraulic snap-on coupling
by himself, it is possible to depressurize the hydraulic system by actuating a pushbutton. The proportional
valves are supplied via the pushbutton with power. This is a UPA version that can be ordered separately.
Section 7
7.5.3 REPAIR WORK AT THE VALVE BLOCK
The following components of the valve block can be supplied as spare parts
Designation in the spare parts catalogue/LINDOS
Brake valve 1a
Valve cartridge safety valve 2Y9 1b
Valve coil for 2Y1 / 2Y2 1c
Valve coil for 2Y3 to 2Y8 1d
Valve coil 2Y9 1e/f
Technical data of valve coils:
2Y1/2Y2 2Y3 - 2Y8 2Y9
Protection type: IP65 IP65 IP65

Coil resistance 20 °C 52 36,5 87,2
Coil resistance 55 °C 78,5 55,1 133
Control current: 0 - 460 mA 0 - 550 mA
1d 1d 1d 1b/e/f 1c
1a
1c
Port X is provided only in

trucks with a new valve
block from H2X335P04366
1d 1d 1d
onward
Section 7
7.5.3.1 REPLACING THE VALVE CARTRIDGE OF SAFETY VALVE 2Y9
- Completely tilt the mast forward and depressurize the working hydraulics
- Open the overhead guard completely
- Actuate the hand brake lever to full detent
- Switch off the key switch and disable the emergency stop pushbutton
- Unplug the connector from the valve coil at the safety valve
- Unscrew the knurled nut from the valve coil
- Remove the o-ring
- Pull off the valve coil
- Unscrew the valve cartridge
- Screw in the new valve cartridge and tighten with 40 Nm
- Mount the valve coil
- Mount the o-ring and screw the knurled nut with the rounded collar downwards
- Replug the connector 2X9 to the safety valve
7.5.3.2 REPLACING THE VALVE COIL OF 'TILTING / ADDITIONAL HYDRAULIC SYSTEM 2Y3
TO 2Y8'
- Completely tilt the mast forward and open the overhead guard completely
- Actuate the hand brake lever to full detent
- Unplug the connector from the respective coil
NOTE: Never unscrew the socket head screw that is locked with a safety nut and covered with
lacquer at the valve cartridge. This screw is preset by the manufacturer and is used for the
setting of the neutral position of the proportional valve.
- Unscrew the plastic knurled nut from the valve coil and pay attention to the internal o-ring
- Pull off the valve coil and push on the new valve coil
- Re-screw the plastic knurled nut with internal o-ring
- Re-plug the connector to the valve coil
7.5.3.3 REPLACING THE VALVE COIL OF 'LIFTING / LOWERING 2Y1 / 2Y2'
- Actuate hand brake lever to full detent
- Unplug the connector from the respective coil
- Unscrew the four socket head screws from the valve coil
- Carefully pull off the valve coil
- Insert the new valve coil and fix it with the four socket head screws
- Re-plug the connector to the valve coil
Section 7
7.5.3.4 REPLACING THE TILT BRAKE VALVE
- Completely tilt the mast forward and depressurize the working hydraulics
- Open the overhead guard completely
- Open the overhead guard in upward direction to full detent
- Unscrew both hydraulic lines at the connections A1 and B1 (1) from the brake valve (3)
- Unscrew the socket head screws (2) from the brake valve
- Remove the brake valve with o-rings
- Mount the new brake valve with new o-rings
- Screw the brake valve with the two socket head screws
- Screw the hydraulic lines to the brake valve
7.5.3.5 REPLACING THE VALVE COIL OF 2Y9
- Open overhead guard in upward direction to full detent
- Unplug the connector from 2Y9 (5)
- Unscrew the knurled nut (4) from the valve coil
- Remove the o-ring
- Remove the valve coil (5) and mount the new valve coil
- Mount the o-ring and screw on the knurled nut with the rounded collar downwards
- Replug the connector to the valve coil
4 5 6 7
Setting screw of pressure relief valve

Section 7
7.5.3.6 SETTING THE PRESSURE RELIEF VALVE
The pressure relief valve is installed on the bottom at the control valve.
- Connect T-adapter with pressure gauge to the pipeline leading to the lift cylinders of the working
hydraulics (in the version with aux. hydraulics to the snap-on coupling, if there is one)
- Unscrew the counternut of the setting screw
- Actuate the lifting joystick of the working hydraulics and lift up to the limit stop at maximum pump motor
speed.
- Set the pressure by means of the setting screw in compliance with the table
- Re-screw the counternut
CAUTION
The pressure relief valve is provided for protection of the hydraulic components only. It must
never be used to increase or limit the load capacity of the truck.
Pressure setting values:
Truck type Standard mast Duplex mast Triplex mast
E 14 180+5 bar 180+5 bar 180+5 bar

E 16C 200+5 bar 200+5 bar 200+5 bar
E 16 200+5 bar 200+5 bar 200+5 bar
E 16P 200+5 bar 200+5 bar 200+5 bar
E 18C 220+5 bar 215+5 bar 215+5 bar
E 18P 220+5 bar 215+5 bar 215+5 bar
E 20P 250+5 bar 220+5 bar 230+5 bar
7.6 REPLACING THE MICRO-FILTER
The filter element of the micro-filter is to be replaced after 1000 operating hours. This is important, since
contaminated hydraulic oil damages the proportional valves in the control valve or may cause malfunction. When the
overhead guard is open, the micro-filter is positioned in the left drive wheel area. Maintain utmost cleanliness when
replacing the filter cartridge in order to avoid the penetration of dirt particles into the hydraulic system.
- Depressurize the hydraulic system (see diagnosis description)

- Deenergize the truck
- Open overhead guard up to the second lock-in position
- Deposit the oil pan below the filter housing
- Clean both the filter externally and the interfacing between filter and flange
- Unscrew the filter housing
- Install new filter element into the filter housing
- Screw filter housing with new sealing set onto the filter cover and fix it by screwing to a tightening torque
of 40 Nm
- Bleed the hydraulic system
Section 7
7.7 TROUBLESHOOTING CONTROL VALVE
2Y7 2Y5 2Y3 2Y9 2Y2
B2
Aux. 1 X Pressure
accumulator
B3
Aux. 2
A Lifting
A3
Aux. 2
P Pump
A2 T Tank
Aux. 1
B1 A1
Backward Forward tilting
tilting
2Y1
2Y8 2Y6 2Y4

Brake valve
NOTE: Port X for the pressure accumulator only exists in trucks with a more recent valve block, which
is the case from no. H2X335P04366 onward. In trucks with just one aux. hydraulic system,
the proportional valves 2Y7 and 2Y8 as well as the hydraulic ports A3 and B3 are missing.
Section 7
Prior to the exchange of the control valve, it is to be considered that errors are to be looked for in the working
hydraulics, probably also in the joystick area, the control unit and in the respective cabling. The joystick
signals and the respective coil currents can be checked by the LLC diagnosis in windows 61 to 64.
Please consider, moreover, that parts of the control valve are available as spare parts. This is to avoid an
expensive exchange of valve assemblies.
Error 1 All functions, besides 'lowering' are out of function
yes
Failure:
No operation in Coil 2Y9: Functions no
all functions, check resistance o.k.?
slight movement visible
‘lowering’ is o.k.
Resistance no Replace
o.k.? coil 2Y9
yes
Dirt or internal
leakage and/or
defect in the
valve block
Error 2 All functions have too low operating speed
yes
Failure:
Operating speed Replace
Functions no
of all functions valve cartridge
of safety valve o.k.?
to slow during indi-
vidual operation
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 3 Hydraulic device out of function
Failure: Replace the

A hydraulic device respective
out of function valve coil
yes
Dirt or internal
leakage and/or
Function no defect in the
o.k.? valve block
Error 4 Tilting speed too slow on one side
Failure:
Operating speed
tilting on one side Replace the yes
to slow Function
brake valve
(all other o.k.?
functions o.k.)
no
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 5 Lift mast is tilting in forward direction without being actuated
Failure:
Lift mast is tilting Emergency
in forward direc- yes
lowering Replace brake valve
tion without being ‘tilting’
actuated closed?
no
Function yes
Close valve
o.k.?
no
Function no
o.k.?
Dirt or internal
leakage and/or
yes defect in the
valve block
Error 6 Lift mast lowers without joystick actuation
Failure:
Lift mast is
lowering without Emergency lowering no
Close valve
being actuated ‘lowering’ closed?
(tilting without actua-
tion, see error 5)
yes
Dirt or internal
leakage and/or
defect in the
valve block
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 7 Lifting out of function, all other functions are o.k.
Failure:
Lifting out of function Emergency lowering no
Close valve
all other functions ‘lowering’ closed?
o.k.
yes
Lifting with no Coil 2Y2:

less load? check resistance
yes
yes
Check pr. relief valve Resistance
setting during back- o.k.?
ward tilting on stop,
no
reset if necessary
Replace coil 2Y2
Function no
Dirt or internal o.k.?
no Function
leakage and/or
defect in the o.k.?
yes
valve block Dirt or internal
yes leakage and/or
defect in the
valve block
Section 8
8 MAST UNIT
A 12-digit lift mast number (production number) as well as a type designation is applied at the mast profile
for identification.
Example of type designation :
MD20S01-32-5/335
Assembly
mast
Characteristic Load capacity S Standard Mast variant Lifting height Load center Series
mast profile e.g. 2.0 t D Duplex 01 e.g. 3200 mm e.g. 500 mm 335
D = 2 to 3 t T Triplex
Section 8
8.1 MOUNTING AND DISMOUNTING THE MAST
- Raise and block the truck at the chassis, so that the drive wheels are no more than 20 mm from the ground
- Remove the forks
- Lower the fork carriage
- Tilt the mast fully forward
- Separate the pressure lines and probably the lines of the additional hydraulic system between truck and
lift mast
- Fasten a rope at the top cross-member of the outer mast, fix it at the hoist and pretension. Consider the
carrying capacity of the hoist and the rope
- Support the drive unit using a suitable pallet truck/pallet stacker
- Disconnect the mast hydraulic lines
- Remove the securing screws and the mast pivot bracket
- Remove mast
The lift mast mounting is made in reverse order
Tightening torques: Cheese head screws of mast holder bracket 275 Nm

Cheese head screws of axle 930 Nm
During commissioning, the lift cylinders are to be bled and the tilt cylinder and lift mast bearings are to be
lubricated.
NOTE: If the truck is to be operated without mast (transit), a special transportation device must be
mounted instead of the mast, see section 3.3.3.
Section 8
8.2 RIGHT-HAND LIFT CYLINDER WITH LIMIT POSITION DAMPING
1 Piston rod 9 Cylinder housing

2 Wiper 10 Washer
3 Cylinder head 11 Spring
4 Grooved ring 12 Retaining ring
5 Recess for sickle wrench 13 Piston
6 O-ring 14 Lift stop
7 Bleeder screw 15 Throttle bore
8 Guide bushing 16 Recess for hexagon wrench
Section 8
8.3 DISMOUNTING, MOUNTING THE OUTER LIFT CYLINDERS
- Lift mast and put a wooden block underneath the mast section
- Completely lower the mast and tilt it forward so that no pressure is applied to the system and access
is safeguarded
- Remove the retaining ring (2) on top of the piston rod of the lift cylinder (3) and remove distributor piece.
- Remove the union nut at the cylinder bottom (if necessary, lift cylinder slightly to provide access to the
wrench surface of the union nut.
- Completely extend the inner mast (1) by means of the functional lift cylinder. Lock inner mast against
inadvertent lowering.
- Pull out the defective lift cylinder in travel direction to the bottom (lift it shortly before so that the threaded
connection at the cylinder base can be lifted in downward direction via the outer mast cross-member).
- Install the lift cylinder (3) in reverse order.
- Insert the lift cylinder.
- Remove the inner mast locking and lower the inner mast.
- Connect the connection line.
- Bleed the hydraulic circuit
1 Inner mast 3 Lift cylinder

2 Retaining ring 4 Support
Section 8
8.4 DISMOUNTING, MOUNTING THE CENTER LIFT CYLINDER
- Lift the fork carrier by approx. 10 cm by means of the working hydraulics.

- Lock the fork carrier in this position against inadvertent lowering.
- Operate the working hydraulics so that the center lift cylinder is retracted again and the chain is
untensioned.
- Remove the bracket (2) at the guide pulley (1) of the chain.
- Remove the chain from the guide pulley (1).
- Remove the connection lines at the bottom side of the lift cylinder (4).
- Remove the retaining shackle (3) of the cylinder (4).
- Dismount the lift cylinder (4).
1 Guide pulley
2 Bracket
3 Retaining shackle
4 Lift cylinder
Section 8
8.5 SEALING THE LIFT CYLINDER
- Dismount the bracket and the guide pulley with the lift cylinder in center position. Remove the connection
piece to the center lift cylinder in case of the outer cylinders of Duplex and Triplex lift masts.
- Clamp the lift cylinder in the cylinder bottom area into a vise.
- Heat up the cylinder head (3) (secured with Loctite) and unscrew it from the cylinder housing (6) by
means of the pin wrench.
- Remove wiper (1), grooved ring (2) and O-ring (4) from the cylinder head (3).
- Mount the new sealing set.
- Mount the cylinder head (3) with Loctite type 243.
1 Wiper 6 Cylinder housing

2 Grooved ring 7 Piston rod
3 Cylinder head 8 Bleeder screw
4 O-ring 9 Sealing
5 Guide bushing
NOTE
The piston rod is composed of a tube in which the piston cover is inserted at the top end, forming a non-
separable unit with the piston tube by means of the retaining ring.
In case of oil leakage at the top piston cover, the bottom piston cover is leaking and is to be dismounted,
cleaned and remounted with Loctite 243.
Section 8
8.6 SETTING OF MAST CHAIN
The lift mast chain is extended in operation and is, therefore, to be reset.
- Completely tilt back the lift mast and lower it completely.

- Adjust both chains at the setting nut of the chain base.
- The lower guide pulley of the fork carrier must extend only max. 25 mm from the inner lift mast guide rail.
Extension
dimension
Section 8
8.7 SETTING THE ROLLER CLEARANCE
The described setting values refer to the new assembly of parts. They are by no way the max. admissible
wear or clearance values of lift masts in operation.
Wear of mast profiles does not occur regularly over the entire length but in the main operating areas, e.g.
in the position of the supporting rollers during normal transportation. Frequently, the mast rails are little
worn in the top area so that they are as new. Therefore, no bigger rollers or additional shims can be
mounted for clearance compensation without a jamming of the rollers.
Limit values for such a local wear cannot be established generally since it depends on many factors
whether the existing clearance is interfering or whether it is hardly noticed. The operational safety of the
mast is not affected. Only in case of wear of approx. 3 % of the roller diameter, the function of the mast
should be checked critically (in case of long Triplex masts perhaps early, in case of short standard masts
probably only at 4 %).
The operational safety of the mast is maintained decisively longer since even in case of extensive wear,
the single mast components remain nested with positive lock. In case of failure or rupture of a supporting
roller, however, put the mast out of operation immediately.
Section 8
8.7.1 OUTER, INNER AND CENTER MAST ROLLER CLEARANCE
Represented: supporting roller at the inner mast to the center mast
SETTING OF RADIAL CLEARANCE (RS)
Dimension "RS" Supporting rollers

over up to part no.: see spare
parts catalog
- 75.7 Support. roller size 1

75.7 76.0 Support. roller size 2
AXIAL CLEARANCE (AS)
The clearance is set by means of adjusting shims

pushed over the centering pivot.
- Setting clearance at the narrowest point 0 + 0.2.

The clearance is set by means of adjusting shims.
Section 8
8.7.2 OUTER MAST CLEARANCE AT LOWER PART OF GUIDE
Represented: supporting roller at the inner/center mast to the outer mast
SETTING OF RADIAL CLEARANCE (RS)
Dimension "RS" Supporting rollers Guide

over to part no.: see spare
parts catalog
- 116.3 Support. roller size 1

AXIAL CLEARANCE (AS)
The clearance is set by means of adjusting shims

pushed over the centering pivot.
- Setting clearance at the narrowest point 0 + 0.2.

Section 8
8.8 SLIDERS
8.8.1 DISMOUNTING THE SLIDER OF THE STANDARD MAST
Remove the Seeger circlip of the lift cylinders.

Dismount the upper hose guide of the additional
hydraulic system in order to avoid a subsequent
buckling of the hose.
Lift the lift mast. Support the fork carrier or lock

it between the outer mast and the carrier by
means of a chain. Lower the inner mast to
approx. 100 mm and support the cross-member
from below with a jack extended to approx. 200
mm.
Remove the mast supply lines and close the

cylinders with plugs. Suspend the chain train at
the outer mast cross-member and lift out the
cylinder by suited means (here clamps of the
additional hydraulic system) from the bottom
support and deposit the cylinder.
Lower the jack until the inner mast is supported

by the outer mast cross-member. Sliders and
support rollers can now be replaced without
problems.
Section 8
8.8.2 DISMOUNTING THE SLIDER OF THE
DUPLEX MAST
Remove the Seeger circlip of the outer cylinders.

Lift the lift mast to the top and secure the fork
carrier at the middle cross-member by means of
a chain.
Lower the lift mast and support the cross-member

of the inner mast with a jack extended to approx.
200 mm.
Dismount the pipework at the lift cylinder and

plug the connections of the outer cylinders on the
top.
Completely retract the cylinder and remove the

clamp fitting. Tilt the lift cylinder backwards and
probably fix it with a wooden wedge.
Section 8
8.8.3 DISMOUNTING THE SLIDER OF THE

TRIPLEX MAST
The outer guide is to be dismounted if an addi-

tional hydraulic system is available (hoses may
remain inside the guide). Connect the guide at
the outer mast cross-member.
Dismount the guide on the right side and suspend

it to the upper cross-member of the center mast.
Extract the mast until the middle cross-member

of the inner mast is on the level of the upper
cross-member of the middle mast. Lock the two
cross-members on this level by means of a
chain and lower fork carrier.
Remove the Seeger circlip of the outer cylinders

and dismount the pipework at the upper
connection pieces. Subsequently close the
cylinders pressure-tight since subsequently
pressure is again applied.
Section 8
Lift the mast by means of the truck hydraulic

system until the bottom connections of the middle
mast cylinders can be dismounted easily. Upon
dismounting, close the cylinder tubes with suited
plugs.
Completely lower the mast with the help of the

ropes, supporting the middle mast by means of
the jack that is extracted by approx. 200 mm.
Dismount the clamp fittings of the outer cylinders.

Carefully draw the cylinder to the back and
probably lock it with a wooden wedge. The mast
lines on the bottom need not to be dismounted.
Completely lower the center mast by means of

the jack. Take care that the outer cylinders have
enough clearance. The supporting roller and the
slider can now be dismounted.
Section 8
Section 8
8.9 TILT CYLINDER
8.9.1 DISMOUNTING THE TILT CYLINDER
- Lower the fork carrier and tilt the mast fully backward
- Completely open the overhead guard
- Lock the lift mast against forward tilting
- Remove the two hex head screws (24) at the drive axle
- Take care not to damage the lubricating nipple at the eye bolt
- Tilt the mast completely forward (thus causing the tilt cylinder to retract)
- Remove hydraulic lines at the tilt cylinder
- Lift tilt cylinder
- Unscrew the fixing screws (22) at the bolt (19)
- Remove the tilt cylinder from the truck
To install the tilt cylinders, carry out the described steps in reverse order
Tightening torques: Hexagon socket srews (22) at the chassis 235 Nm

Hex head screws (24) of axle 195 Nm
1 Cylinder housing 10 Wiper 18 Cheese head screw

2 Piston rod 11 O-ring 18a Hex head screw
3 Piston 12 Snap ring 19 Bolt
4 Guide ring 13 Cap 20 Pivot bearing
5 Piston seal 14 Pivot bearing 21 Circlip
6 Hexagon nut 15 Cheese head screw 22 Cheese head screw
7 Cylinder head bushing 16 Tapered lubrication nipple 23 Ring
8 Grooved ring 17 Washer 24 Hex head screw
Section 8
8.9.2 SEALING THE TILT CYLINDER
Prerequisite:
The tilt cylinder is dismounted and the sealing set is available.
Prior to the dismounting of the tilt cylinder, the overall length of the tilt cylinder is to be measured with
retracted cylinder rod.
- Drain the tilt cylinder oil by extracting and retracting the piston rod
- Clamp the tilt cylinder into the vise at the rear support (frame side)
- Unscrew the front piece of the hydraulic line from the tilt cylinder
- Remove the cover (13) from the cylinder housing (1)
- Push back the cylinder head (7) into the cylinder housing (1), to unload the snap ring (12)
- Press punch through the hole of the cylinder housing and press out the snap ring (12) from the cylinder
tube (1) by means of screw driver
CAUTION:
Snap ring may jump out. Probably cover it with a cloth.
- Remove the burr generated by the snap ring by means of the three-square scraper, if necessary
- Pull out the piston rod (2) with the cylinder head (7) from the cylinder housing (1)
- Loosen clamping screw (18/18a) from clamp (14) and unscrew eye bolt (15) from cylinder rod (2)
- Pull off the cylinder head (7) from the cylinder (1)
- Insert new guide ring (4) and piston seal (5)
NOTE: The sealing set is composed of guide ring (4), piston seal (5), grooved ring (8),
wiper (10) and O-ring (11). Slightly grease all sealing components during assembly.
- Replace the grooved ring (8)

- Insert the new wiper (10) and the O-ring (11) into the cylinder head
- Check the inner cylinder housing on damage
- Insert the piston rod into the piston housing
- Insert the cylinder head (7) into the cylinder housing to a position that allows the load-free mounting of
the snap ring (12)
- Insert the snap ring (12) into the cylinder housing
- Push the cover (13) onto the cylinder housing
- Screw the eye bolt (15) into the piston rod until the correct overall length is obtained at the retracted piston
rod
- Tighten eye bolt with clamping screw (18/18a) from clamp (14) - tightening torque 46 Nm
- Insert front piece of the hydraulic line into the cylinder housing
NOTE: Upon installation of the tilt cylinder take care that both tilt cylinders are extended in parallel and
that the mast is not twisted. The extended length of the tilt cylinders and the tilt angle must be
checked.
Section 8
8.9.3 SETTING THE TILT ANGLE
The tilt angle is to be set newly after the dismounting of the eye bolt at the tilt cylinder.
Take care that both tilt cylinders are set absolutely equal. If this prerequisite is not met, the lift mast is
twisted during forward and backward tilting
- Loosen the screw (18/18a) of the clamp (14) at the eye bolts (15) of the tilt cylinders
- Fix an angle measuring system at the mast
- Lift the forks and completely tilt the mast forward
- Apply an open-end wrench at the wrench surface of the cylinder rod. Twist the cylinder rod in such a way
that a tilt angle is obtained which is in accordance with the table
- Set the other tilt cylinder in the same way
- Completely tilt back the mast
- Check the tilt angle during backward tilting in accordance with table
- Secure the screw (18/18a) of the clamp (14) at the eye bolts (15) of the tilt cylinders and tighten to a torque
of 46 Nm
NOTE: The following table is only valid for trucks with Linde equipment (side shift etc.).
Forward tilt Backward tilt
E 14 4,8° 7,5°
E 16C 4,8° 7,5°
E 16 4,5° 7,0°
E 16P 4,5° 7,0°
E 18C 4,8° 7,5°
E 18P 4,5° 7,0°
E 20 4,5° 7,0°
 
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
  


 
 
 
 
 
 



 
  


 
 
 
 
 
 

 

  
 


 

  

  

 

 


 
 

  

   

Section 9
9.3 FUSES
Marking of cable harness connections:
1) Basic optional equipment

2) Voltage transformer 250W
3) Lighting
4a) Working lights 1x125W converter
4b) Working lights 2x125W converter
5a) Front wiper
5b) Front and rear wiper
6) Heating
Fuse holder 1 (working lights, heating, wipers)
9F11 Front wiper 15 A

9F12 Rear wiper 15 A
9F13 not assigned
9F14 Voltage transformer working lights 20 A
9F15 Heating / Acoustic warning / Warning flasher 20 A
9F16 Heating 20 A
Fuse holder 2 (truck lighting)
5F21 Fuse - Lighting system 15 A

5F22 Fuse - Flasher system 15 A
5F23 Fuse - Dip beam, LH 10 A
5F24 Fuse - Dip beam, RH 10 A
5F25 Fuse - Side marker lamp, LH 5 A
5F26 Fuse - Side marker lamp, RH 5 A
Section 9
9.4 WORKING LIGHTS AND LIGHTING SYSTEM
The working lights and the lighting system can be switched off by means of the key switch. When ordering
the truck, this function can be indicated. Trucks can be retrofitted subsequently with this function.
CAUTION
Working lights and lighting must never be controlled directly by means of the key switch,
since this may lead to the destruction of the key switch.
A retrofit kit for retrofitting can be purchased at the spare parts department. The retrofit kit includes the
following components:
1 Connector holding angle

1 Fuse holding angle
2 Cheese head screws M3x20
2 Self-cutting screws M4x10
1 Relay working lights 9K8
2 Hexagon screws M4x12
2 Discs A4.3
2 Hexagon nuts M4
1 Relay lighting system 9K6
1 Self-cutting hexagon screw M5x8
In addition, the following is needed
Insulating tape
Cable binder
Fuse cable set
Cable set special

equipment
Section 9
- Pull off compact connector 3/4, C/D from fuse

holder
- Plug red cable of fuse cable harness into pin D,
fuse 1F4:1.
Trucks with single controllers
- Fix fuse holding angle with screw M5x12.

- Insert fuse 9F18 into fuse holding angle.
Trucks with combination controller
- Fix fuse holding angle with two self-tapping screws

M4x10.
- Insert fuse 9F18 into fuse holding angle.
Section 9
- Remove connectors X1 and X2.

- Plug red/white cable of fuse cable harness into
connector X2 pin 7 at main cable harness.
- Insert connectors X1 and X2 into the holder.

- Plug on main cable harness connector.
- Remove insulating tape from output cable harness

under seat cover.
- Expose spare cables.
- Fix flat push-on receptacle 6,3 mm with insulation
sleeve to the orange-coloured cable (9X10:1).
Section 9
- Fix remaining spare cables with insulation tape to

the output cable harness again.
- Connect push-on receptacle 9X10:1 of output
cable harness to flat connector 9X10:1 of the
optional equipment cable harness.
- Clamp plug connection 9X10 under plastic clip.
- Remove the cover of the console for optional

equipments to the right of the driver's seat.
- Remove fuse holder 1.
- Connect relay 9K8 for the working lights in
acordance with circuit diagram.
- Plug red/black cable of working lights cable
harness onto one of the three possible red/yellow
cables of optional equipment cable harness.
- Plug red/black cable of optional equipment cable
harness into pin 4 of fuse 9F14:2.
- Plug blue cable onto negative terminal strip.
- Remove fuse holder 2.

- Remove black/white cable from pin C, fuse 5F23:1.
- Connect black/white cable to black cable of optio-
nal equipment cable harness.
- Plug black/white cable of optional equipment cable
harness into pin C, fuse 5F23:1.
Section 9
- Fix relay 9K8 of working lights with two screws

M4x12 plus washers and nuts to holder.
- Fix relay 9K6 with self-tapping nut M5x8 to holder.
Section 9
Section 9
9.5 ELECTRIC HEATING UNIT
Mechanical Switch S2 Switch S1 Thermostat S4

fresh air controller heating unit 2 steps fan 2 steps
The electric heating unit has two switches. The fan motor M1 is controlled by means of switch S1.
According to the position of switch S1, the series resistors R1 and R2 are connected in series with the fan
motor.
As soon as the key switch is operated, 48 V are supplied to the fan motor via a thermal release (S3, R7).
Relay K6 with the series resistor R8 switches 48 V to the thermal release (S3, R7) via its operating contact.
The heating power is controlled via switch S2. The contacts of S2 control the two relays K1 and K2 which
activate two or all resistors of the heating coil E1. According to the preselected temperature, the thermostat
S4 switches on and off the heating coil E1. The thermostat S7 is used to safeguard the temperature limit
value. The relay K3 is to switch off the fan motor M1 as soon as the thermostat switches off because the
set limit value is reached.
In case of contamination, clean the filter mat (21) upon removal of the cover (22) so that a sufficient amount
of suction air is available for the heating unit.
Section 9
1 18
19
2
17
16 5
3
20
15
6
4
7
8
14 11 10
9
12
21
13
22
23
1 Heat resistor R7 thermal release 13 Filter E3

2 Heating coil E1 14 Relay K4, K5
3 Suppressor circuit V1/V2 15 Resistor R2
4 Relay K1 16 Resistor R1
5 Relay K2 17 Thermal release S3
6 Thermostat ? S5 18 Switch S1
7 Resistor R4 19 Switch S2
8 Relay K3 20 Thermostat S4
9 Resistors R5/R6 21 Filter mat
10 Diode V3 22 Cover
11 Resistor R3 23 Screw
12 Fan motor M1
Section 9
E1 Heating coil
E2, E3 Filter fan motor
K1 Relay heating step 1
K2 Relay heating step 2
K3 Relay fan activation via heating unit
K4 Relay fan step 1
K5 Relay fan step 2
K6 Voltage supply via key switch
R1 Series resistor 10 Ohm fan step 2
R1 Series resistor 22 Ohm fan step 1
R3 Series resistor 2700 Ohm relay K4, K5
R4 Series resistor 820 Ohm relay K3
R7 Heat resistor 6 Ohm thermal release
R8 Series resistor relay K6
S1 Switch of fan
S2 Switch of heating step
S4 Thermostat
S5 Thermostat 70 °C
V1-2 Free-wheeling diode
V3 Diode
9X14 Connector 2-pole
9X23 Connector 1-pole
 
  
Section 9
9.6 CIRCUIT DIAGRAMS
9.6.1 SPECIAL EQUIPMENT SWITCHABLE BY MEANS OF KEY SWITCH
5E2 Dip beam left 35, 36 5X5 Connector, 2-pole 47, 48

5E3 Dip beam right 37, 38 9X1 Terminal board L- 3, 26
5E4 Parking light left 39, 40 9X4 Connector 3-pole 35, 36, 39, 40
5E5 Parking light right 43, 44 9X10 Connector 1-pole 23
5E6 Side marker lamp rear left 41, 42 9X11 Connector 1-pole 32, 33
5E7 Side marker lamop rear right 48 9X12 Connector 1-pole 32, 33
5E8 License plate light left 45, 46 9X13 Connector 2-pole 23
5E9 License plate light right 49, 50 9X15 Connector 9-pole 4-13
9E1-9E6 Working light 3-29 9X16 Connector 6-pole 26, 27-29
9E9 Seat heating 23 9X17 Connector 6-pole 26, 27-29
1F4 Fuse - fan 5A 26 9X18 Connector 4-pole 13, 19
5F21 Fuse - lighting system 39, 40 9X19 Connector 4-pole 13, 19
5F23 Fuse - dip beam left 35, 36 9X20 Connector 4-pole 21, 22, 27
5F24 Fuse - dip beam right 37, 38
5F25 Fuse - side marker lamp left 39, 40
5F26 Fuse - side marker lamp right 43, 44
9F11 Fuse - working light 4, 30
9F12 Fuse - working light 11
9F13 Fuse - working light 30
9F14 Fuse - voltage transformer 20
9F18 Fuse - relay 9K8 23
5H18 Switch lighting system 42
9H1,2,7 Switch lighting system 7,14,30
9K6 Relay lighting system 29-33
9K8 Relay working light 20-23
5S11 Light switch 37-43
9S1 Switch working light 3-7,8
9U2 Voltage transformer 125 W 14,15-17
9U3 Voltage transformer 125 W 14,15-17
9U4 Voltage transformer 125 W 23-25
9V2 Free-wheel diode 25
X2 Connector, 10-pole 23
1 r et pah C / 20 E
4050. 1064 408 533
Section 9
Section 9
9.6.2 SPECIAL EQUIPMENT
5E2 Dip beam left 39 9M2 Wiper rmotor, rear 124-127

5E3 Dip beam right 41 5S11 Light switch 39-45
5E4 Parking light left 45 5S12 Warning light switch 63-70
5E5 Parking light right 43 5S13 Turn signal switch 64-67
5E6 Side marker lamp rear left 47 9S1 Working lights switch 8-11
5E7 Side marker lamp rear right 49 9S1 Working lights switch 5-9
5E8 License plate light left 51 9S2 Working lights switch 12-16
5E9 License plate light right 53 9S3 Front wiper switch 113-118
9E1-9E6 Working lights 8-33 9S4 Rear wiper switch 133-138
9E10 Heating 2-4 9S7 Working lights switch 21-34
5F21 Fuse - lighting system 43 9U1 Voltage transformer 250W 26,27
5F22 Fuse - flashing system 64 9U2 Voltage transformer 125W 19-20
5F23 Fuse - dip beam left 39 9U3 Voltage transformer 125W 19-20
5F24 Fuse - dip beam right 41 9U4 Voltage transformer 125W 28-29
5F25 Fuse - side markers left 43 X1 Connector 42-pole 1,2,6,145
5F26 Fuse - side markers right 47 X1 Connector 10-pole 54,143
9F11 Fuse - front wiper 118 4X2 Connector 3-pole 145
9F12 Fuse - rear wiper 138 4X3 Connector 1-pole 148
9F14 Fuse - voltage transformer 24 5X5 Connector 2-pole 51
Working lights 5X13 Connector 3-pole 65,67
9F15 Fuse - heat./acoustic warning/ flasher 1, 145 5X14 Connector 3-pole 53-55
9F16 Fuse - heating 2 9X1 Terminal board L- 2,7,54
4F15 Hazard warning flasher 76, 148 9X2 Connector 3-pole 26
5H11, 12 Switch illumination 45, 67 9X3 Connector 3-pole 100
5H13 Indicator light, front left 63 9X4 Connector 3-pole 39,43,64
5H14 Indicator light, rear left 61 9X5 Connector 6-pole 104,106
5H15 Indicator light, front right 69 9X6 Connector 3-pole 125,127
5H16 Indicator light, rear right 71 9X7 Connector 6-pole 2,4,5,8,
5H20 Brake light left 56 54,76,
5H21 Brake light, right 58 145
9H1-4, 7 Switch illumination 11,38,34, 9X14 Connector 2-pole 2
118,138 9X15 Connector 9-pole 8-17
4K1 Relay acoustic warning / warning flasher 142 - 146 9X17 Connector 6-pole 31,33
5K1 Indicator relay (flasher) 53-56 9X18 Connector 4-pole 17,23
5K2 Brake light relay 52-56 9X19 Connector 4-pole 17,23
9K1 Intermittent relay, front 103-107 9X20 Connector 4-pole 26,31
9K2 Intermittent relay, rear 124-128 9X22 Connector 2-pole 76
9M1 Wiper motor, front 103-107 9X23 Connector 1-pole 4
1 r et pah C / 20 E
4050. 1064 408 533
LINDE AG
Linde Material Handling Division
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 335 804 4601.0504

Linde E18P-02

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Service Training

Electric Lift Truck E 14 - 20

E 14-20, SERIES 335 -02

3 Chassis and bodywork 1

6.2.2 Pump motor 6

6.9.1.7 Switch inputs 55

8.4 Dismounting, mounting the center lift cylinder 5

1.1 TRACTION MOTOR

Kind of motor: D.C. shunt-wound motor

1 Axial fan 9M1

1 Brush switch 1S14 1 Brush switch 1S15

1.3 CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES

- Pull the motor brushes (4) out of the guide

- Remove brush covers

1.5.1 VISUAL CHECK

- All terminals at the electric motors

Checking of the brushes:

Checking of collector conditions

- Correct fixing of the flexibles of the brushes at the brush rocker

1.5.2 CHECKING DURING OPERATION

- Brush sparking at the collector segments

1.5.3 WINDING MEASUREMENTS

Winding resistance between F1 and F2 is approx. 550 m

1.5.4 CHECKING ON INSULATION

Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 M

1.5.5 REWORKING THE COLLECTOR

1.5.6 BRUSH SWITCHES

Tightening torque of terminal A1 and A2 9 Nm

Tightening torque of terminal F1 and F2 2.5 Nm

1.5.9 THERMAL SENSOR

Exchange of the thermal sensor

- Remove brush covers

1.6 TRACTION MOTOR FAN

1.8 ASSEMBLY OF DRIVE UNITS

2.1 PLANETARY GEAR GR2E-02

1 Wheel shaft 8 Sun wheel shaft

- Wheel drive is dismounted from the drive axle.

Special tools required

- Spanner socket order number 399 900 70 80

Heat up cheese head screw (2a) (to unglue the Loctite)

Heat up slotted round nut (3), (to unglue the Loctite).

Unscrew slotted round nut by means of the spanner

Screw the extraction device (6) into the wheel shaft.

Disassembled wheel shaft

7 Gear box housing

Remove radial oil seal (11) from the housing

Prior to the mounting of the new oil seal, the latter is to be

After the cleaning of all parts, the assembly is made in the

Tightening torque of screw (2a): 23 Nm

Install the sun wheel shaft ensuring that the chamfer is

2.1.2 OIL LEVEL CHECK AND OIL CHANGE

Oil level check:

- Warm up the wheel gearbox

- Warm up the wheel gearbox

- Warm up the wheel gearbox

3 CHASSIS AND BODYWORK

Type Wheel base Height Battery Steering

E 14 1230 mm * 1970 mm 440 Ah Single-pivot

* at a mast tilting angle of 0°

3.1 SEAT SWITCH

3.2 OPERATOR'S CABIN

The operator's cabin is available in various configurations.

Weather protection Configuration

1 only overhead guard