Professional Documents
Culture Documents
Linde 3321
Linde 3321
This training material is only provided for your use and remains the exclusive property of
LINDE AG Linde Material Handling Division
Content
Service Training 11.06 Page 1
1 Drive motor 1
1.1 Traction motor E20 1
1.2 Traction motor E25/30 1
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
2 Drive gearbox 1
2.1 Planetary gear GR3E-03 1
2.1.1 Renewing the radial shaft sealing ring 2
2.1.2 Oil level check and oil change 11.06 5
2.1.3 Disassembly and assembly of the traction motor 11.06 6
3 Truck design 1
3.1 Cabin 1
3.1.1 Torsional leaf springs 1
3.1.1.1 Assembly and disassembly the leaf springs 2
3.1.2 Setting instructions of overhead guard drive 2
4 Steering system 1
4.1 Steering axle 2
4.1.1 Steering axle removal 2
4.1.2 Disassembly of the steering cylinder and track rod link 4
4.1.3 Renewing the steering cylinder seals 6
Content
Page 6 11.06 Service Training
6.10.3 Programming of the composite instrument 159
6.10.4 Battery discharge indicator 160
6.10.5 Programming of the composite instrument with the diagnostic instrument 162
6.10.6 Diagnosis of the composite instrument with the Truck Doctor
diagnostic software 164
6.11 Circuit diagrams 170
6.11.1 Circuit diagram - individual controller 170
6.11.2 Circuit diagram - individual controller - panorama version 174
6.11.3 Circuit diagram - combination controller 178
6.12 Window structure - for the controllers 182
7 Hydraulic system 1
7.1 Functional description of the working hydraulics 2
7.2 Circuit diagram of working hydraulics without safety lowering valve 4
7.3 Circuit diagram of working hydraulics with safety lowering valve 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 10
7.5.2 Depressurizing of the working hydraulics 13
7.5.3 Repair work at the valve block 14
7.5.3.1 Replacing the valve cartridge of safety valve 2Y9/2Y10 15
7.5.3.2 Replacing the valve coil of 'tilting / additional hydraulic system 2Y3 to 2Y8' 15
7.5.3.3 Replacing the valve coil of 'lifting / lowering 2Y1 / 2Y2' 15
7.5.3.4 Replacing the brake valve 16
7.5.3.5 Replacing the valve coil of 2Y9/2Y10 16
7.5.3.6 Setting the pressure relief valve 17
7.6 Replacing the micro-filter 11.06 17
7.7 Troubleshooting control valve 18
8 Lift mast 1
8.1 Mounting and dismounting the lift mast 2
8.2 Lift mast Type 186 with limit position damping 3
8.3 Dismounting, mounting the outer lift cylinders 4
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
Section 1
Service Training Page 1
1 DRIVE MOTOR
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 Rotor
2 Motor housing
3 Armature winding terminal A2
4 Armature winding terminal A1
5 Brake disc
6 Excitation winding terminal F1
7 Excitation winding terminal F2
Connector 1X7 for RH traction motor 1M1 Connector 1X8 for LH traction motor 1M2
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 the steel strips from the traction motors (2 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 extremely difficult.
1
7
6 9
4 10
5 11
12
16
15
13
14
Section 1
Service Training Page 5
1 Brake disc
2 Fixing screw bearing plate
3 Bearing plate
4 Spring washer
5 Fixing screw brush rocker
6 Brush rocker
7 Brush spring
8 Brush
9 Bearing
10 Retaining ring
11 Shim
12 Connection line brush monitoring/ thermal sensors
13 Yoke-type exciter
14 Excitation winding
15 Motor housing
16 Armature assembly
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.
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:
- Even wear
- Correct length
- Sliding face
- Free movement of the brushes in the brush holder
- Even contact pressure of the brush springs
- Hairling cracks
- Burn marks
- Burnings
- Wear
- Colour, patina
Additional checking:
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:
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.
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.
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 excitation winding: F1 or F2 to the motor housing at least > 0.5 M
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
Page 8 Service Training
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.
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.
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
Service Training Page 9
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).
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.
The two traction motors are forced-air ventilated by axial-flow fan 9M3 as soon as an operating
temperature of 80 °C is reached. Simultaneously, the fan is used for the cooling of the pump motor. The
motor temperature is measured by the thermal sensors 6B4 (right-hand motor) and 6B5 (left-hand motor).
These temperature sensors are installed at the brush rocker of the respective traction motors and supply
a measuring signal to the composite instrument. As soon as the motor temperature exceeds 80 °C, +24
V is applied to all fans via the composite instrument.
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.
Section 1
Page 10 Service Training
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.
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.
Section 2
Service Training Page 1
2 DRIVE GEARBOX
Prerequisite:
DISASSEMBLY
ASSEMBLY
Oil change:
Disassembly
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
NOTE: When pushing the gearbox onto the armature shaft take care that the o-ring fits correctly to
the holding fixture on the gearbox housing and will not be damaged.
- Align the gearbox in such a way that the oil discharging screw is on the bottom
- Re-screw the 14 hexagon socket screws of the gearbox and tighten them crosswise with a tightening
torque of 80 Nm
- Refill the gearbox oil
- Mount the drive wheel and crosswise tighten the wheel screws with a tightening torque of 400 Nm
Section 3
Service Training Page 1
3 TRUCK DESIGN
3.1 CABIN
The cabin can be tilted back completely. The first detent position is an opening angle of 35°. This position
is used for charging the battery. For changing the battery and for maintenance, the cabin can be held at
an opening angle of 100°.
4 Overhead guard and roof pane and front windscreen with wiper
5 Overhead guard and roof pane and front windscreen with wiper and rear windscreen
with wiper
6 Overhead guard and roof pane and front windscreen with wiper and rear windscreen
with wiper and doors
A torsional leaf spring pack is arranged in the articulated area of the cabin. This spring pack twists when
the cabin is closed. The mass energy of the cabin is thus stored in the springs allowing easy opening of
the cabin. A gas-filled shock absorber prevents the cabin from opening too fast.
Depending on the version, the correct number of springs and discs and the correct type of straps is to be
chosen.
Section 3
Page 2 Service Training
3.1.1.1 ASSEMBLY AND DISASSEMBLY THE LEAF SPRINGS
Depending on the cabin design, the correct number of leaf springs is to be installed in the truck. If the truck
is reset for a different cabin version, also the number of leaf springs is to be adapted since otherwise the
the cabin opening will be too heavy or the closure will be too easy.
Distance X is measured vertically from the rear edge of the lever (3) to the inner edge of the roof bracket
(2). For setting, first remove the safety nut at the inner edge of the roof bracket. Subsequently, set the
dimension X by means of the hexagon screw (1).
The distance X specified in the table is used for a rough adjustment prior to the fine adjustment. Prior to
the adjustment, fix the driver's seat in the utmost detent position.
The opened overhead guard is to stabilize at an opening distance of 400 - 600 mm, measured at the guard
closure. If this position is not reached, modify the spring pack accordingly (3 x spring of 4mm corresponds
approx. to 1x spring of 6 mm).
Section 3
Service Training Page 3
Dimension X
3
Section 3
Page 4 Service Training
1
Total of :
Front lights
and work lamps, front
and German regulations autho-
rizing use of vehicles for road traffic
(STVZO)
1 4x 2x 2x 40 (warning triangle, chock, lamp)
1 x 1x 4x 2x 30
1 1 x 1x 4x 2x 30
1 2 x 1x 4x 2x 30
1 3 x 1x 4x 2x 40
1 4 x 5x 2x 20
1 5 x 5x 2x 30
2 1x 4x 2x 20
2 x 1x 4x 2x 40
2 1 x 1x 4x 2x 40
2 2 x 5x 2x 20
2 3 x 5x 2x 30
2 4 x 5x 2x 30
2 5 x 5x 2x 30
3 x 5x 2x 30
3 1 x 5x 2x 40
3 2 x 5x 2x 40
3 3 x 1x 5x 2x 20
3 4 x 1x 5x 2x 20
3 5 x 1x 5x 2x 30
4/5 x 5x 2x 40
4/5 1 x 5x 2x 40
4/5 2 x 1x 5x 2x 20
4/5 3 x 1x 5x 2x 20
4/5 4 x 1x 5x 2x 40
4/5 5 x 2x 5x 2x 20
4/5 x x 1x 5x 2x 30
4/5 1 x x 1x 5x 2x 40
4/5 2 x x 2x 5x 2x 20
4/5 3 x x 2x 5x 2x 30
4/5 4 x x 2x 5x 2x 40
4/5 5 x x 6x 2x 20
6 x 2x 6x 2x 30
6 1 x 7x 2x 30
6 2 x 7x 2x 30
6 3 x 7x 2x 40
6 4 x 1x 7x 2x 20
6 5 x 1x 7x 2x 20
6 x x 1x 7x 2x 20
6 1 x x 1x 7x 2x 30
6 2 x x 1x 7x 2x 30
6 3 x x 1x 7x 2x 30
6 4 x x 1x 7x 2x 40
6 5 x x 2x 7x 2x 30
Section 3
Service Training Page 5
1 4x 2x 2x 40
1 x 1x 4x 2x 30
1 1 x 1x 4x 2x 30
1 2 x 1x 4x 2x 30
1 3 x 1x 4x 2x 40
1 4 x 5x 2x 20
1 5 x 5x 2x 30
2 1x 4x 2x 20 Truck with weather protec. 6
2 x 1x 4x 2x 40
2 1 x 1x 4x 2x 40 Overhead guard and
2 2 x 5x 2x 20 roof pane and front windscreen
2 3 x 5x 2x 30 with wiper and rear windscreen
2 4 x 5x 2x 30 with wiper and doors and
2 5 x 5x 2x 30 heating and
3 x 5x 2x 30 STVZO and
3 1 x 5x 2x 40 two work lamps
3 2 x 5x 2x 40
3 3 x 1x 5x 2x 20
3 4 x 1x 5x 2x 20 Distance X = 30 ± 5 mm
3 5 x 1x 5x 2x 30
4/5 x 5x 2x 40 1 spring 4 mm
4/5 1 x 5x 2x 40
4/5 2 x 1x 5x 2x 20 7 springs 6 mm
4/5 3 x 1x 5x 2x 20
4/5 4 x 1x 5x 2x 40 2 straps 20 mm
4/5 5 x 2x 5x 2x 20
4/5 x x 1x 5x 2x 30
4/5 1 x x 1x 5x 2x 40
4/5 2 x x 2x 5x 2x 20
4/5 3 x x 2x 5x 2x 30
4/5 4 x x 2x 5x 2x 40
4/5 5 x x 6x 2x 20
6 x 2x 6x 2x 30
6 1 x 7x 2x 30
6 2 x 7x 2x 30
6 3 x 7x 2x 40
6 4 x 1x 7x 2x 20
6 5 x 1x 7x 2x 20
6 x x 1x 7x 2x 20
6 1 x x 1x 7x 2x 30
6 2 x x 1x 7x 2x 30
6 3 x x 1x 7x 2x 30 Configuration
6 4 x x 1x 7x 2x 40
6 5 x x 2x 7x 2x 30
Section 3
Page 6 Service Training
Section 4
Service Training Page 1
4 STEERING SYSTEM
Section 4
Page 2 Service Training
4.1 STEERING AXLE
The Linde combined steering axle has all the advantages of the close-coupled wheel axle and the swing
axle.
- A second person and a fork truck are required for the removal of the additional weight and the steering
axle
- Remove the battery
- Remove the spherical collar screws on both wheels
- Jack up the rear of the truck at least 350 mm
- Secure the front wheels against rolling with chocks
- Remove the rear wheels
- Open the overhead guard to the second detent
- Disconnect cable connector X7 to the steering position potentiometer
- Place a drain tray underneath the truck
- Disconnect the two hydraulic hoses to the steering cylinder at the pipes
NOTE: Trucks of series E30-600 have an additional weight on the counterweight. This weight must
be removed before the removal of the steering axle, otherwise the truck must be raised too
high due to the large height of the steering axle.
NOTE: The fastening bolt (2) can be accessed from below at the additional weight (4)..
NOTE: When pressing out the pin (3), support the underside of the steering connector 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 speed sensor nut and remove the speed 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
Service Training Page 5
Section 4
Page 6 Service Training
4.1.3 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.
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:
Retaining ring may jump out. Cover the ring with a cloth.
- 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
Service Training Page 7
Detail A:
5 6
1 2 3 4
Detail B:
7 8 9
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 (11)
- Replace sealing ring (9) and guide ring (10) of the piston rod (11)
- Remove opposite retaining ring (1)
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth.
- Remove the second guide bushing (4) from the piston rod (11)
- Slightly grease the new guide bushing (4) and install it in the cylinder (8), paying attention to its correct
position (chamfer shows out).
- Install the retaining ring (1).
- Carefully insert the piston rod (11) 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 cylinders type Weber with all sealing elements
1 x guide ring (10)
1 x sealing ring (9)
Section 4
Service Training Page 9
Detail A:
5 6 7
1 2 3 4
Detail B:
8 9 10 11
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
(chamfer shows out).
- Replace the guide rings (8) and the sealing ring (9) of piston rod (11)
- Remove opposite retaining ring (1)
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth.
- 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
(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
Detail A:
6 5
1 2 3 4
Detail B:
7 8 9 10 11
MANUFACTURER
TYPE
- 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
Service Training Page 13
Section 4
Page 14 Service Training
4.1.5 RENEWING THE AXLE BODY TAPERED ROLLER BEARINGS AND WIPERS
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.
NOTE: When installing the tapered roller bearings, make sure that the outer and inner races of the
two bearings are not interchanged.
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
Service Training Page 15
- Install the steering knuckle arm (1) and insert the retaining screw (7).
- At first torque the retaining screw (7) only to 120 - 150 Nm.
- 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 screw (7) to the full torque of 1100 Nm.
NOTE: The steering axle of the E 20 truck has two retaining screws, each of which must be tightened
to 295 Nm.
Section 4
Page 16 Service Training
4.1.6 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 connector 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.
NOTE: The mounting bolt (2) can be accessed from below at the additional weight (4).
- Install the second fastening screw (7) along with the plate (6).
- Tighten both screws.
- Connect the two steering cylinder hose lines to the appropriate pipelines.
- Connect the connectors X7 of the steering position potentiometer.
- Install the battery.
- Eliminate any air in the steering by operating the steering wheel through 10 complete travel cycles.
- Check the oil level in the oil reservoir and add oil, if necessary.
- Remount the wheels.
- Lower the truck to the ground.
- Torque opposite wheel bolts to 180 Nm.
Section 4
Service Training Page 19
Section 4
Page 20 Service Training
4.2 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 650 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 a speed of 650 min -1 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.
- 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
Service Training Page 1
5 CONTROLS
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.
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 14.3 V. The polarity of this voltage, however, is interchanged at the end of the two slider
tracks.
Section 5
Page 2 Service Training
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
Service Training Page 3
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:
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
Page 4 Service Training
5.2 BRAKING
The brake linings must be replaced when the linings are 2 mm thick at the thinnest point.
The foot brake can be adjusted if the brake linings are worn.
6 ELECTRICAL EQUIPMENT
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:
The use of shunt motors as drive motors offers the following advantages:
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
Bottom Transistor
Negative bat-
tery termimal
Section 6
Service Training Page 3
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. 8 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 14 km/h the full battery voltage is applied to the armature winding. When
a speed of approx.10 km/h has been reached, the exciter current is reduced, until at a speed of approx.
16 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
Page 4 Service Training
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.
Section 6
Service Training Page 5
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.
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
Page 6 Service Training
6.2.2.3 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.
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
Service Training Page 7
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 intermediate-circuit capacitors are situated underneath the cover. 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
Page 8 Service Training
Assembly of the power units:
NOTE: Be sure to connect the black/white lead to the power unit A1 connection :2 and the black/yellow
lead to the power unit 1A1 connection :2. Failure to observe this requirement will cause the
truck to malfunction.
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.
1
3 4 5 6 7
Section 6
Service Training Page 9
Main-circuit connections
Main-circuit connections
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
6 Fault signal, power unit 1M1
7 Field voltage 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
12 Field voltage of traction motor 1M1
13 Voltage of top transistor for armature of traction motor 1M1
14 Chip temperature Mosfet transistors 1M1
15 +24 V power supply from voltage transformer
16 Battery negative supply
Section 6
Service Training Page 11
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.
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
Page 12 Service Training
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
in %
Temperature
in °C
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:
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
Service Training Page 13
Section 6
Page 14 Service Training
6.4 POSITION OF CONNECTORS
9X10
1X3 1X1
1X8 1X7
6X9
X5
5X13
X9 4X1
9X8
2X2
2X6 2Y1-2Y9
9X12 1X4
1X5
2X3
1X10 2X4
1X6
1X2
2X5
6X1
9X7
X1
X2
9X11 X10
X8
X4
X12
2X1 X11 1X11 X3,X7 X31 1X12 1X13
Section 6
Service Training Page 15
X1 2-pole Connector - Main/ end cable harness Counterweight, electrical equipment, left
X2 10-pole Connector - Main/ end cable harness Counterweight, electrical equipment, left
X3 2-pole Connector - Microswitch S2 emergency stop Counterweight, electrical equipment, under LLC
X4 2-pole Connector - Contactor coil K1 Counterweight, electrical equipment, left
X5 2-pole Connector - Reed contact switch 3S1 - Steering Steering control valve
X7 4-pole Connector - Steering position sensor 3B1 Counterweight, electrical equipment, under LLC
X8 6-pole Connector - Voltage transformer U1 Counterweight, electrical equipment, left
X9 3-pole Connector - Overhead guard switch S4 Overhead guard, behind steering column cover
X10 Battery connector Counterweight, electrical equipment, right
X11 29-pole Connector - Traction electronics - Power unit A1 Counterweight, electrical equipment, left
X12 6-pole Connector - Charging/ discharging circuit Counterweight, electrical equipment, left
X31 Battery negative connection Central battery negative connection,conduct. rail
1X1 4-pole Connector - Speed sensor 1B1 Fastening plate on right traction motor
1X2 4-pole Diagnostic connector - Traction electronics Behind switch cover to the left of the steering col.
1X3 4-pole Connector - Speed sensor 1B2 Fastening plate on left traction motor
1X4 3-pole Connector - Hand brake switch 1S4 Above control valve of working hydraulics
1X5 3-pole Connector - Stop pedal switch 1S5 Underneath floor plate, overhead guard
1X6 2-pole Connector - Seat switch S3 On the right at the back of the driver's seat right
1X7 4-pole Connector - Right-hand traction motor 1M1 Fastening plate on right-hand traction motor
1X8 4-pole Connector - Left-hand traction motor 1M2 Fastening plate on left-hand traction motor
1X10 4-pole Connector - Accelerator 1A4 Underneath floor plate, overhead guard
1X11 42-pole Connector - Traction electronics1A2 Counterweight, electrical equipment, in the middle
1X12 42-pole Connector - Traction electronics 1A2 Counterweight, electrical equipment, in the middle
1X13 16-pole Connector - Power unit 1A1 Counterweight, electrical equipment, right
2X1 2-pole Connector LLC 2A1 Counterweight, electrical equipment, left
2X2 4-pole Connector - Speed sensor 2B8 Fastening plate, pump motor
2X3 6-pole Connector - Joystick 2B1 Underneath joystick arm rest
2X4 6-pole Connector - Joystick 2B2 Underneath joystick arm rest
2X5 4-pole Diagnostic connector LLC Behind switch cover to the left of the steering col.
2X6 4-pole Connector - Pump motor 2M1 Fastening plate, pump motor
4X1 2-pole Connector - Horn switch 4S1 Behind switch cover to the right of the steering col
5X13 3-pole Connector - Flashing control Behind switch cover to the right of the steering col
6X1 4-pole Diagnostic connector - Composite instrument Behind switch cover to the left of the steering col.
6X9 36-pole Connector - Composite instrument 6P2 To the right of the steering column on com. instr.
9X7 4-pole Connector - Power supply SA On the right at the back undern. overhead guard
9X8 6-pole Connector - Direction switch, single-pedal 1S13 Behind switch cover to the right of the steer. col.
9X10 2-pole Connector - Fan 9M1 On the fan traction/pump motor
9X11 2-pole Connector - Fan 9M2 On the counterweight, electrical equipment, left
9X12 2-pole Connector - Fan 9M3 In the wheel case, on the left
Section 6
Page 16 Service Training
6.4.2 TRUCKS WITH COMBINATION CONTROLLER
X9
4X1
1X7
1X8
5X13
6X9
1X2
2X5
6X1
9X10
1X4
1X5
1X10 2X3
2X4
9X8
9X7
2X2
2X6 1X6
9X12
X10 X31
X7
X1 X11 X8 1X13
X2 X12
9X11 X13
Section 6
Service Training Page 17
Control-circuit fuses
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
Control-circuit fuses
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
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.
Failure to perform this calibration on a new controller will cause the truck to travel at a significantly reduced
speed.
Section 6
Service Training Page 21
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. 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.
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.
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 R3.
1R1 39 R1 25 R2 2 k
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
Page 24 Service Training
NOTE: The accelerator has no mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
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,:
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.
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 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.
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
Service Training Page 25
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.
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.
On activation of the key switch, the controller checks the type of truck in which it is installed. In the case
of trucks type E25/30 the cable harness contains a connection from battery negative to 1X11:23. This
negative signal serves for truck coding.
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:
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
The stop 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
Page 26 Service Training
6.6.1.13 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 9M3 Traction motors, pump motor Activated by composite instrument 9X3:34
The fans 9M1and 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 1X11:17.
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.
Resistance
Tem perature
°C
Section 6
Service Training Page 27
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.
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.
In the panorama version of the truck, the driver's seat is swivel-mounted. In addition, the truck has a
second set of pedals. The two seating positions (normal and transverse positions) are detected by two
microswitches.
The second accelerator 1A5 is provided with a 14.3 V power supply through 1X11:12. The two accelerator
signals are connected to 1X11:1 and 1X12:10. The signal from the second stop pedal switch 1S6 is
connected in series with the stop pedal switch 1S5 and supplied to 1X11:38.
Section 6
Page 28 Service Training
6.6.2 CONTROLLER FOR THE WORKING HYDRAULICS
Section 6
Service Training Page 29
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 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.
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.
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.
Section 6
Service Training Page 31
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.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.
If 2X1:41 is connected to battery negative, a reduced working speed is activated. This connection can be
used, for example, to connect a mast switch, to limit the working speed when a specific lifting height has
been reached. The desired 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 41-pole connector of the controller is not
installed in the truck and has to be retrofitted, if desired.
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.
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.
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. .
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.
Section 6
Service Training Page 33
81
Window
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 Coil activation, safety lowering relay 2Y10 .................................................... LLC F5 2Y10:
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:
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
Page 36 Service Training
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.
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 R3.
1R1 39 R1 25 R2 2 k
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.
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
Service Training Page 37
NOTE: The accelerator has not mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
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:
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.
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.
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
Page 38 Service Training
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.
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.
On activation of the key switch, the controller checks the type of truck in which it is installed. In the case
of trucks type E25/30 the cable harness contains a connection from battery negative to X13:52. This
negative signal serves for truck coding.
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:
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
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
Service Training Page 39
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 9M3 Traction motors, pump motor Activated by composite instrument 9X3:34
The fans 9M1and 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.
Resistance
Tem perature
°C
Section 6
Page 40 Service Training
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.
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.
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.
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. The safety valve 2Y9 is
always activated by the controller as soon as a joystick is actuated. The safety lowering valve 2Y10 is
always activated during lowering.
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
Page 42 Service Training
Pin assigment - valve coils
If X13:96 is connected to battery negative, a reduced working speed is activated. This connection can be
used, for example, to connect a mast switch, to limit the working speed when a specific lifting height has
been reached. The desired 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.
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.
The sensor 3B1 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.
Traction
LDC31C00 Version 1.0/1.1 First software version - Individual controller- panorama trucks
Lifting
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. This information will be relevant for the service engineer only in exceptional cases (e.g.
when contacting Technical Service).
Section 6
Page 46 Service Training
6.9.1.2 INFORMATION AND FAULT MESSAGES
Information message
E.G.: 2 = Accelerator
in neutral position
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
Service Training Page 47
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).
Frequency of occurrence
E.g.: 2, i.e. fault occurred twice
LDC33C04
LDC43Drive
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.
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
Page 48 Service Training
6.9.1.5 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
e.g.: Fault 58 e.g. twice
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.
LDC33C03 LDC33C04
LDC43Drive
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
Service Training Page 49
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
1S13: XXX-X
Signal - Single or twin-pedal truck
Direction signal
0: Hand brake on
1: Hand brake off
LDC33C03 LDC33C04
LDC43Drive
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
(individual controller)
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)
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
vs Speed demand value in km/h
vm: Calculated truck speed in in km/h
ns. Engine speed demand value in rpm
nm: Engine speed measured by speed sensor in rpm
The temperature displayed refers to the temperature measured at the power units.
LDC33C03 LDC33C04
LDC43Drive
Window 7 is used to set various truck-specific parameters. The abbreviations for these parameters have
the following meanings.
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.
Vlg: Speed in km/h, at which the relay 9K3 for the optional functions is activated.
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
Service Training Page 53
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
Page 54 Service Training
6.9.1.13 SETTING OF SPECIAL TRUCK PARAMETERS
NOTE: If llbc is set to 0 A , an adhesive label with the words "No motor braking" must be attached to
the truck.
Imax Maximum current of traction motor (adjustable up to the value of Ilim in window 74)
Default setting: 200 A
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
Service Training Page 55
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.
0 Standard
1 USA
2 Japan
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".
- 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.
Window 81 enables the output signal of the steering sensor to be calibrated for both steering end stops.
Calibration is required whenever the steering potentiometer or the controller has been replaced.
The diagnosis windows for panorama trucks are largely the same as those described in the preceding
sections. Only the information in windows 41 and 6 differs from that given for standard trucks.
In the case of standard trucks, window 41 displays the switch signals as detected by the main and safety
controllers. As these signals are not needed for truck diagnosis, the window 41 is not displayed for truck
diagnosis on standard trucks.
In the case of the panorama version, window 41 shows the status of the two microswitches 1S7 and 1S8
for detection of the seat position.
e.g. 1S7: 00
Both signals must be either 00, when the switch is deactivated, or 11, when the switch is activated. All other
signals are irrelevant for troubleshooting purposes.
Window 61 is used in the case of panorama trucks to check the two accelerators 1A4 and 1A5. In addition
the accelerator power supply and the steering sensor output signal can be checked.
us: Output voltage of steering sensor 3B1 (control range approx. 2.2 to 12.5 V)
u1p: Output voltage of driving potentiometer of accelerator 1A4 normal position (control range
approx. 3 to 12 V)
u2p: Output voltage of monitoring potentiometer of accelerator 1A4 - normal position (control range
approx. 3 to 12 V)
u1q: Output voltage of driving potentiometer of accelerator 1A5 - transverse position (control range
approx. 3 to 12 V)
u2q: Output voltage of monitoring potentiometer of accelerator 1A5 - transverse position (control range
approx. 3 to 12 V)
Section 6
Page 60 Service Training
6.9.2 FAULT CODES FOR INDIVIDUAL CONTROLLERS - TRACTION
Information messages
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)
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched is open
57 Signal from thermal sensor in power unit 1A1 outside permitted range
LDC33C03 / LDC33C04
Section 6
Page 64 Service Training
Section 6
Service Training Page 65
Section 6
Page 66 Service Training
Section 6
Service Training Page 67
Section 6
Page 68 Service Training
Section 6
Service Training Page 69
Section 6
Page 70 Service Training
Section 6
Service Training Page 71
Section 6
Page 72 Service Training
Section 6
Service Training Page 73
Section 6
Page 74 Service Training
Section 6
Service Training Page 75
Section 6
Page 76 Service Training
Section 6
Service Training Page 77
Section 6
Page 78 Service Training
Section 6
Service Training Page 79
Information messages
Fault messages
24 Steering sensor signal remains constant for too long while the truck is moving
25 Direction signals for single-pedal truck is incorrect (two signals present at the same time)
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched open
57 Signal from thermal sensor in power unit 1A1 outside permitted range
Information messages
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)
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched open
57 Signal from thermal sensor in power unit 1A1 outside permitted range
Window 1 displays general information on the truck discovered by the diagnostic system .
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. This information will be relevant for the service engineer only in exceptional cases (e.g.
when contacting Technical Service).
Section 6
Page 108 Service Training
6.9.5.2 CURRENT INFORMATION AND FAULT MESSAGES
Information message
E.G. : 2 = Joystick Lifting/
Lowering not in neutral position
Information message
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
Service Training Page 109
Fault number
E.G. : Fault 53
Frequency of occurrence
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).
Frequency of occurrence
E.G. : Twice
LLC33C01
LDC43Lift
All operator errors detected during driving operation are stored in this window, and displayed along with
their frequency of occurrence. Operating errors can be cleared within the framework of the Truck Doctor
diagnostic software by clicking the BACKSPACE or TAB key.
Operating 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
Page 110 Service Training
6.9.5.5 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
E.G. Fault 58 E.G. : twice
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.
LLC33C00 LLC33C01
LDC43Lift
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
Service Training Page 111
LLC33C00 LDC43Lift
LLC33C01
LLC33C00 LDC43Lift
LLC33C01
SREL Internal safety relay for power supply to the solenoid valves
nm Actual value - Pump motor speed of rotation (rpm) supplied by speed sensor
Section 6
Page 114 Service Training
6.9.5.10 ANALOG SIGNALS FOR THE WORKING FUNCTIONS
Windows 61, 62, 63, 64 display the joystick outputs and the associated valve control signals.
In each window, two proportional valves can be controlled. This is shown by the + or - character behind
the designation Lift, Tilt etc..
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.
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
Page 116 Service Training
6.9.5.12 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 % .
LLC33C00 LLC33C01
LDC43Lift
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
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 73, the parameters shown in window 72 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
Service Training Page 117
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 % .
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 75 the parameters shown in window 74 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
Page 118 Service Training
ADJUSTMENT OF PARAMETERS FOR SWITCHED-CONTROLLED OPERATION OF AUXILIARY
HYDRAULICS 1/2
Window 76 allows the adjustment of the working speeds for the auxiliary hydraulics 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 %.
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 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.
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
Service Training Page 119
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 %.
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.
The parameters can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
bring up the cursor, and use the two keys "+" and "-" to modify the selected parameter.
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
instrument. To reset the parameters, push CE key.
Section 6
Page 120 Service Training
6.9.5.15 CALIBRATION OF JOYSTICK 1
Window 8 enables the adjustment of the joystick values for the lifting and lowering axis and for the tilt
forwards and backwards axis. This calibration is required whenever the controller or the joystick have
been replaced.
Joystick calibration:
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.
Joystick calibration:
Window 82 enables the hydraulic system to be depressurised. This may be required, for example, to
replace an attached device or change the control valve or hydraulic lines.
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.
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.
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
Page 122 Service Training
6.9.5.18 SWITCH OFF PUMP MOTOR
In the window 83 the user can 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..
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 for more
than 10 secs.
Adjustment of the 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.
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
Service Training Page 123
Information messages
14 Tilt back against limit stop for more than 10 sec. - LimT parameter in window 83 set to 1
67 At least one joystick was operated for more than 2 sec. during the startup test
Information messages
14 Tilting backwards against limit stop for more than 10 sec. - LimT parameter in window 83 set to 1
64 Pump motor speed of rotation too high without there being a drive signal
67 At least one joystick was operated for more than 2 sec during the startup test.
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
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:
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.
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
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)
1000 Service interval display after 1000 operating hours (default setting)
No. of motors 14 2 Truck has two traction motors (do not modify)
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)
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
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
Page 160 Service Training
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.The battery type can be selected with the help of the menu item 21 on the diagnostic instrument:
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 help of the diagnostic instrument,
menu items:
21 Battery type
22 Upper discharge curve
23 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 menu item 22 (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
Service Training Page 161
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 2.09 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 items 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
Page 162 Service Training
6.10.5 PROGRAMMING OF THE COMPOSITE INSTRUMENT WITH THE DIAGNOSTIC
INSTRUMENT
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.
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
Service Training Page 163
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.
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
Page 164 Service Training
6.10.6 DIAGNOSIS OF THE COMPOSITE INSTRUMENT WITH THE TRUCK DOCTOR
DIAGNOSTIC SOFTWARE
START SCREEN
SELECTION MENU
A1 Power unit, LH traction motor and pump motor 23-46 U1 Voltage transformer 78,79
1A1 Power unit RH traction motor 5-21 V1 Diode charging/discharge circuit 18
1A2 Traction electronics 7-45, V2 Diode charging/discharge circuit 18
153-192 1V1 Free-wheeling diode 157
1A4 Accelerator, normal position 158-163 1V2 Free-wheeling diode 161
1A5 Accelerator, transverse position 177-182 1V3 Free-wheeling diode 196
1B1 Speed sensor RH traction motor 11,164-167 9V3 Free-wheeling diode 165
1B2 Speed sensor, LH traction motor 29,169-172 9V4 Free-wheeling diode 168
2A1 Pump control unit LLC 103-150 X1 Connector 42-pole
2B1 Joystick Hydr. Lift/Lower/Tilt 134-141 X2 Connector 10-pole
2B2 Joystick Hydr. Aux. functions 142-149 X3 Connector S2 2-pole
2B3 Temperature sensor, pump motor 71 X4 Connector for contactor coil K1 2-pole 154,156
2B8 Speed sensor, pump motor 43,131-134 X5 Connector for Reed switch 3S1 131
3B1 Steering sensor 173-176 X7 Connector for steering sensor 4-pole 173-176
1B4 Temperature sensor, RH traction motor 62 X8 Connector for voltage transformer 6-pole 76,80
1B5 Temperature sensor LH traction motor 66 X9 Connector for overhead guard switch 56
1S6 Stop pedal switch, transverse position 184 X10 Battery connector 1
1S7 Micro switch, seat in normal position 178 X11 Connector A1 29-pole 25-45
1S8 Micro switch, seat in transverse position 180 X12 Connector charging/discharge circuit 6-pole 10-18,160
1S14 Switch, carbon brush wear, RH traction motor 60 195
1S15 Switch, carbon brush wear, LH traction motor 65 X13 Connector - signals for panorama model
2S5 Switch, carbon brush wear, pump motor 69 X31 Central negative connection 1
1C2 Interference suppression capacitor 63 1X1 Connector 1B1 4--pole 164-167
1C3 Interference suppression capacitor 67 1X2 Diagnostic connector, traction controller 188-191
2C1 Interference suppression capacitor 72 1X3 Connector 1B2 4-pole 169-172
4C1 Interference suppression capacitor 93 1X4 Connector 1S4 3-pole 190,192
F1 Fuse 250 A RH traction motor 6 1X5 Connector 1S5 3-pole 182
F2 Fuse 355 A LH traction motor, pump motor 23 1X6 Connector 1S1 2-pole 56
F7 Fuse 10 A , discharge circuit 8 1X7 Connector 1M1 4-pole 60,62
F8 Fuse 5 A, discharge circuit 18 1X8 Connector 1M2 4-pole 64,66
1F2 Control fuse 10 A 54 1X10 Connector 1A4 4-pole 159-163
1F4 Fuse 5 A , fan 84 1X11 Connector 1A2 42-pole 152-192
1F5 Fuse 5 A 86 1X12 Connector 1A2 42-pole 8-38
1F6 Fuse 5 A, discharge circuit 14 1X13 Connector 1A1 16-pole 8-20
4F3 Fuse 5 A, horn 94 1X14 Connector 1S7 3-pole 178
6F1 Fuse 10 A discharge indicator 53 1X15 Connector 1S7 3-pole 180
G1 Battery 1 1X17 Connector 1S8 3-pole 177-182
4H1 Signal horn 94,95 2X1 Connector 2A1 42-pole 103-149
K1 Main contactor 6,23,156 2X2 Connector 2B8 4-pole 131-133
K2 Relay, charging/discharge circuit 15,16,160 2X3 Connector 2B1 6-pole 135-140
K3 Relay, charging/discharge circuit 10,195 2X4 Connector 2B2 6-pole 144-148
5K2 Supplementary relay, stop lights 163 2X5 Diagnostic connector, pump controller 106-109
9K3 Supplementary relay, warning light 167 2X6 Connector 2M1 4-pole 69,70
1M1 RH traction motor 12-14, 4X1 Connector 4S1 2-pole 94
60-63 5X13 Connector -flashing controller 3-pole 68-70
1M2 LH traction motor 30-32, 6X1 Diagnostic connector of comp. instrument 88-91
65-68 6X9 Connector 6P2 36-pole 53-90
2M1 Pump motor 42,69-72 9X7 Connector for special equipment 4-pole 46-49
2M1 Pump motor 42,69-72 9X8 Connector 1S13 6-pole 178-184
9M1 Fan, traction motors, pump motor 78,79 9X10 Connector 9M1 2-pole 78
9M2 Fan, electrical equipment 83 9X11 Connector 9M2 2-pole 83
9M3 Fan, wheel guard 84,85 9X12 Connector 9M3 2-pole 84
6P2 Composite instrument 52-91 2Y1 Proportional valve Lowering 103
R1 Charging/discharge resistor 18 2Y2 Proportional valve Lifting 106
R2 Discharge resistor 10 2Y3 Proportional valve Tilting forwards 108
1R1 Charging/discharge resistor 14 2Y4 Proportional valve Tilting backwards 111
S1 Key switch 54 2Y5 Proportional valve Aux. hydr. 1B 113
S2 Emergency stop switch 1,173 2Y6 Proportional valve Aux. hydr. 1A 116
S3 Seat switch 56 2Y7 Proportional valve Aux. hydr. 2B 118
S4 Overhead guard switch 56 2Y8 Proportional valve Aux. hydr. 2A 121
1S4 Hand brake switch 190 2Y9 Safety valve 1
1S5 Stop pedal switch 182
1S13 Direction switch - single pedal 176-184 Colour identification:
3S1 Reed switch - steering 131 BK Black GN Green
4S1 Horn switch 94 WH White VT Violet
7S1 Switch controlled speed red. -working hydraulics 135 BU Blue RD Red
OG Orange YE Yellow
BN Brown GY Grey
1 r et pah C / 10 E
3021. 1064 408 633
Section 6
Service Training Page 177
Section 6
Page 178 Service Training
6.11.3 CIRCUIT DIAGRAM - COMBINATION CONTROLLER
A1 Power unit, LH traction motor, 23-46 2S5 Switch - carbon brush wear 2M1 69
Pump motor 4S1 Horn switch 94
A2 Combination controller 7-46, 7S1 Switch -Speed reduction of work. hydr. 137
102-191 U1 Voltage transformer 24 V 78,79
1A1 Power unit RH traction motor 5-21 1V1 Free-wheeling diode - Contactor K1 157
1A4 Accelerator 158-163 1V2 Free-wheeling diode - Relay K2 161
1B4 Temperature sensor, RH traction motor 62 1V3 Free-wheeling diode - Relay K3 196
1B5 Temperature sensor, LH traction motor 66 5V1 Free-wheeling diode - Relay 5K2 165
2B1 Joystick Lift/lower/tilt 134-141 9V3 Free-wheeling diode - Relay 9K3 168
2B2 Joystick aux. hydraulics 1/2 142-149 X1 Connector 42-pole.
2B3 Temperature sensor, pump motor 71 X2 Connector 10-pole.
2B8 Speed sensor, pump motor 43,131-134 X4 Connection for contactor coil K1 2-pole.
3B1 Steering sensor 173-176 X7 Connector for steering sensor 4-pole.
3B2 Sensor, steering column 115-118 X8 Connector for voltage transformer 6-pole.
1C2 Interference suppr. cap., temp s. 1B4 63 X9 Connector for cabin switch 3-pole.
1C3 Interference suppr. cap., temp s. 1B5 67 X10 Battery connector
2C1 Interference suppr. cap. temp s. 2B3 72 X11 Connector 29-pole. A1
4C1 Interference suppr. capacitor, horn 93 X12 Connector 6-pole. Charging circuit
1E1 Interference suppr. filter, tr. motor 1M1 19-22 X13 Connector 121-pole, controller
1E2 Interference suppr. filter, tr. 1M2 37-40 X31 Central negative connection
F1 Fuse 1M1 250A 6 1X2 Diagnostic connector, traction, 4--pole
F2 Fuse 1M2, 2M1 355 A 23 1X4 Connector 3-pole 1S4
F7 Fuse 10 A Charging circuit 8 1X5 Connector 3-pole 1S5
F8 Fuse 5A Charging circuit 18 1X6 Connector 2-pole 1S1
1F2 Control cicuit fuse 10 A 54 1X7 Connector 2-pole 1M1
1F4 Fuse 5 A fan 84 1X8 Connector 2-pole 1M2
1F5 Fuse 5 A 86 1X10 Connector 4-pole 1A4
1F6 Fuse 5 A Charging circuit 14 1X13 Connector 16-pole 1A1
4F3 Fuse 5 A Horn 94 2X2 Connector 4-pole 2B3
6F1 Fuse 10 A Discharge indicator 53 2X3 Connector 6-pole 2B1
G1 Battey 1 2X4 Connector 6-pole 2B2
4H1 Horn 94,95 2X5 Diagnostic connector LLC 4-pole
K1 Main contactor 6,23,156 2X6 Connector 4-pole 2M1
K2 Charging relay 15,16,160 3X1 Connector 4-pole 3B2
K3 Discharge relay 10,195 4X1 Connector 2-pole 4S1
5K2 Relay, stop light 163 5X13 Connector 3-pole - flashing control
9K3 Relay, option relay driver 2 167 6X1 Diagnostic connector- composite instrument 4-pole
1M1 RH traction motor 12-14, 6X9 Connector 36-pole - composite instrument
60-63 9X7 Connector 6-pole - special equipment
1M2 LH traction motor 30-32, 9X8 Connector 6-pole 1S13
65-68 9X10 Connector 2-pole 9M1
2M1 Pump motor 42,69-72 9X11 Connector 2-pole 9M2
9M1 Fan - motor compartment 78,79 9X12 Connector 2-pole 9M3
9M2 Fan - electrical equipment 83 2Y1 Proportional valve - Lowering 103
9M3 Fan - traction motor, pump motor 84,85 2Y2 Proportional valve - Lifting 106
6P2 Composite instrument 52-91 2Y3 Proportional valve - Tilting forwards 108
R1 Charging resistor 18 2Y4 Proportional valve - Tilting backwards 111
R2 Discharge resistor 10 2Y5 Proportional valve - Aux. hydr. 1B 113
1R1 Charging resistor 14 2Y6 Proportional valve - Aux. hydr. 1A 116
S1 Key switch 54 2Y7 Proportional valve - Aux. hydr. 2B 118
S2 Emergency stop switch 1,145 2Y8 Proportional valve - Aux. hydr. 2A 121
S3 Seat switch 56 2Y9 Safety valve 123
S4 Cabin switch 56 2Y10 Safety lowering valve 126
1S4 Handbrake switch 190
1S5 Stop pedal switch 182
1S13 Direction switch - single-pedal 176-184 Colour identification:
1S14 Switch - carbon brush wear 1M1 60 BK Black GN Green
1S15 Switch - carbon brush wear 1M2 65 WH White VT Violet
BU Blue RD Red
OG Orange YE Yellow
BN Brown GY Grey
1 r et pah C / 10 E
3021. 1064 408 633
Section 6
Service Training Page 181
Section 6
Page 182 Service Training
6.12 WINDOW STRUCTURE - FOR THE CONTROLLERS
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
63 73 Default settings
Temperatures for 7 and 72
Section 6.9.1.11 Section 6.9.1.13
74 Controller
information
Section 6.9.1.14
32 Overall
fault memory
Section 6.9.1.5
33 Clear
fault memory
Section 6.9.1.6
63 73 Default settings
Temperatures for 7 and 72
Section 6.9.1.11 Section 6.9.1.13
74 Controller
information
Section 6.9.1.14
Section 6
Page 184 Service Training
Traction - Panorama truck - Individual controller LDC31C00
32 Clear
fault memory
Section 6.9.1.6
63 73 Default settings
Temperatures for 7 and 72
Section 6.9.1.11 Section 6.9.1.13
74 Controller
information
Section 6.9.1.14
Section 6
Service Training Page 185
32 Overall fault
memory
Section 6.9.1.5
33 Clear
fault memory
Section 6.9.1.6
63 73 Default settings
Temperatures for 7 and 72
Section 6.9.1.11 Section 6.9.1.13
74 Controller
information
Section 6.9.1.14
Section 6
Page 186 Service Training
Working hydraulics - Individual controller LLC33C00
11 Compiler 31 Overall
number fault memory
Section 6.9.6.1 Section 6.9.6.5
32 Clear
fault memory
Section 6.9.6.6
64Analog signals
Aux. hyd. 2
Section 6.9.6.10
Section 6
Service Training Page 187
11 Compiler 31 Memory
number for operator errors
Section 6.9.6.1 Section 6.9.6.4
32 Overall
fault memory
Section 6.9.6.5
33 Clear
fault memory
Section 6.9.6.6
75 Default
settings for 74
Section 6.9.6.13
76 Switch-
controlled speeds
Section 6.9.6.13
77 Default
setting for 76
Section 6.9.6.13
78 Discharge
indicator function
Section 6.9.6.14
79 Default
settings for 78
Section 6.9.6.14
Section 6
Page 188 Service Training
Section 7
Service Training Page 1
7 HYDRAULIC SYSTEM
E 20 q = 16 cm3/rev.
E 25/30 q = 22 cm3/rev.
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
Page 2 Service Training
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.
The pump unit of the working hydraulics is composed of a shunt motor with flanged gear pump. The
hydraulic pump has an output volume of 16 or 22 cm3/rev. 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.
The P-connection of the hydraulic pump is connected with the steering control valve. A volume controller
is mounted on the steering control valve that makes sure that a constant oil amount is always available
at the output A of the steering control valve. The oil passes to the control valve via a micro-filter.
For the 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 control in dependence
of the joystick deflection. In addition, two safety valves are mounted on the valve block that make sure
that neither lifting nor lowering is possible in case of malfunction of the proportional valves.
NOTE: The safety lowering valve 2Y10 is only available with trucks that have a composite control
(starting with truck G1X336P01591).
The pump motor is equipped with a speed sensor that transmits the motor speed to the truck control.
Section 7
Service Training Page 3
Joysticks
Valve block
Speed
sensor
M
Pump unit
Lift mast
Section 7
Page 4 Service Training
7.2 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITHOUT SAFETY LOWERING
VALVE
A Working hydraulics 34 Joystick additional hydraulic system
35 Joystick lifting / lowering / tilting
1 Control valve
2 Lowering brake valve F Pump unit
3 Check valve
4 Safety valve 2Y9 36 Pump motor
5 Shuttle valve 37 Hydraulic pump
6 Proportional valve 2Y1/2Y1 lifting/lowering
7 Check valve G Hydraulic reservoir
8 Shut-off valve manual lowering of fork carrier
9 Flow controller 38 Air breather filter
10 Proportional valve 2Y3/2Y4 tilting 39 Suction filter
11 Proportional valve 2Y5/2Y6 additional hydraulic
system 1
12 Proportional valve 2Y7/2Y8 additional hydraulic
system 2
13 Check valve
14 Pressure relief valve
15 2/2-way valve
16 Check valve
17 Connection additional hydraulic system 2
18 Connection additional hydraulic system 1
19 Short-circuit valve manual tilting of lift mast
20 2/2-way valve
21 Tilt cylinder
22 Line breakage protection
23-1 Standard mast BR 183 E20
Standard mast BR 186 E25 / 30
23-2 Standard mast BR 183 E20
Standard mast BR 186 E25 / 30 - 600
23-3 Duplex mast BR 183 E20
Duplex mast BR 186 E25 / 30
23-4 Triplex mast BR 183 E20
Triplex mast BR 186 E 25 /30 - 600
B Steering axle
C Steering hydraulics
D Pressure filter
E Lift control
Section 7
Service Training Page 5
Section 7
Page 6 Service Training
7.3 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITH SAFETY LOWERING VALVE
B Steering axle
C Steering hydraulics
D Pressure filter
E Lift control
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.
CAUTION
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.
CAUTION
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
Service Training Page 9
Section 7
Page 10 Service Training
7.5 CONTROL VALVE
INTRODUCTION
The control valve is designed as monoblock with three or four sections, connected in parallel.
Moreover, 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 joystick is 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.
With running pump motor, the available pump volumetric flow enters the valve block at the port P, it
switches the balance valve for circulating oil against the spring load in a position in which passage to the
tank (T) is possible. Spring pre-tension of the balance valve and pressure at port P are balanced,
p approx. 4 bar.
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 actuating the functions lifting, tilting and additional hydraulics, the pump volumetric
flow is increased proportionally to the excursion (increase of the drive motor speed). 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.
The remaining quantity is supplied from the balance valve to port T.
As soon as the setting pressure of the pressure relief valve (2) is reached, the pressure relief valve opens
and oil flows to port T. Based on the resulting p, the load pressure is higher than the response pressure
of the pressure relief valve and the balance valve is controlled in such a way that as much pressure oil
is supplied as is needed for the maintaining of p while the excess quantity is directly supplied from the
balance valve to port T.
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 pressure reducing valve 2Y2.
In the hydraulic part of the proportional pressure reduction valve, the external pressure X is applied as
position pressure supply. A positioning pressure force is generated by the magnetic force that is compared
Section 7
Service Training Page 11
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.
When actuating the function 'lowering', a signal electro-proportional to the excursion is transmitted to the
proportional pressure reducing valve 2Y1. In the hydraulic part of the proportional pressure reducing
valve, the external pressure X 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.
In operation, the so-called safety lowering valve 2Y10 is continuously controlled and the external pressure
X applied to the valve is supplied into a positioning cylinder and presses a piston rod against a spring to
its home position. In case of power failure at the lowering stop valve or pressure drop at the positioning
pressure supply X (e.g. after the de-energizing of the truck or in case of malfunction) the piston rod due
to its spring pressure moves to the opposite home position and mechanically presses the adjacent
balance valve for draining oil into a closed position. In this way, an almost leakage-free lifting device is
guaranteed.
In case of a probably occurring malfunction of the truck, a lifted load can again be lowered to the ground.
Via the emergency lowering screw, a direct connection is opened between port A and the tank.
Section 7
Page 12 Service Training
DESCRIPTION OF THE FUNCTION 'TILTING' WITH BRAKE AND PRESSURIZING 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
solenoid 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 ports A2/B2 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 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 brake valve between the restrictor and port A2 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 B2 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.
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
solenoid 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 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.
Section 7
Service Training Page 13
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.
- 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
Page 14 Service Training
7.5.3 REPAIR WORK AT THE VALVE BLOCK
The following components of the valve block can be supplied as spare parts
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 / 2Y10 1e
1d 1d 1d 1e 1c
1e
1a
1c
1d 1d 1d
Section 7
Service Training Page 15
- 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
- Switch off the key switch and disable the emergency stop pushbutton
- 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
- Completely tilt the mast forward and open the overhead guard completely
- Actuate hand brake lever to full detent
- Switch off the key switch and disable the emergency stop pushbutton
- 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
Page 16 Service Training
7.5.3.4 REPLACING THE 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
- Switch off the key switch and disable the emergency stop pushbutton
- 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
- Completely tilt the mast forward and open the overhead guard completely
- Open overhead guard in upward direction to full detent
- Switch off the key switch and disable the emergency stop pushbutton
- Unplug the connector from 2Y9 (5) or 2Y10 (7)
- Unscrew the knurled nut (4) or (6) from the valve coil
- Remove the o-ring
- Remove the valve coil (5) or (7) 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
The pressure relief valve is installed on the bottom at the control valve.
- Connect the pressure gauge to the working hydraulics (in case of design with addition hydraulic system
preferably at the snap-on coupling)
- Unscrew the counternut of the setting screw
- Actuate the joystick of the working hydraulics
- Set the pressure by means of the setting screw in compliance with the table
- Re-screw the counternut
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.
The micro-filter is positioned under a rubber cover 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.
NOTE: When screwing on the filter housing take care that the o-ring is not damaged.
Emerg. lowering
'tilting'
Emerg. lowering
'lowering'
2Y10
2Y1
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.
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
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
Page 20 Service Training
Error 3 Hydraulic device out of function
yes
Dirt or internal
leakage and/or
Function no defect in the
o.k.? valve block
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
Service Training Page 21
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
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
Page 22 Service Training
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
yes
yes
Check pr. relief valve Resistance
setting during back- o.k.?
ward tilting on stop,
no
reset if necessary
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
Service Training Page 1
8 LIFT MAST
A 12-digit lift mast number (production number) as well as a type designation is applied at the mast profile
for identification.
For series 336, two different lift mast versions are available
M D 25T 01-46-6/336
Assembly
mast
Characteristic Carrying S Standard Mast variant Lifting height Load center Series
mast profile capacity D Duplex 01 e.g. 4600 mm e.g. 600 mm 336
D = 2 to 3 t e.g. 2.5 t T Triplex
Section 8
Page 2 Service Training
8.1 MOUNTING AND DISMOUNTING THE LIFT MAST
The lift mast mounting is made in reverse order (tightening torques of the mast bearing screws is 275 Nm).
During commissioning, the lift cylinders are to be bled and the tilt cylinder and lift mast bearings are to be
lubricated.
Section 8
Service Training Page 3
- 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)
- Remove the connection line (5) at the base of the lift cylinder and close the hose opening with a dummy
plug
- 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.
- Install the retaining ring (2).
- Connect the connection line (5).
- Bleed the hydraulic circuit
1 Guide pulley
2 Bracket
3 Retaining shackle
4 Lift cylinder
Section 8
Page 6 Service Training
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.
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
Service Training Page 7
The lift mast chain is extended in operation and is, therefore, to be reset.
Extension
dimension
Section 8
Page 8 Service Training
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
Service Training Page 9
8.7.1 OUTER, INNER AND CENTER MAST ROLLER CLEARANCE , SERIES 186
NOTE: The setting of the roller clearance of mast types of series BR 183 is the same, only the roller
diameters are different.
Section 8
Page 10 Service Training
8.7.2 OUTER MAST CLEARANCE, SERIES 186
NOTE: The setting of the roller clearance of mast types of series BR 183 is the same, only the roller
diameters are different.
Section 8
Service Training Page 11
8.8 SLIDERS
- Lower the fork carrier and completely tilt the mast forward
- Completely open the overhead guard
- Lock the lift mast against forward tilting with the crane
- Unscrew the front and rear hydraulic connections at the tilt cylinder
- Drive the out dowel pin at the front tilt cylinder bolt
- Drive out the front tilt cylinder bolt
Take care that the lubrication nipple in the bolt is not damaged
- Unscrew the fixing screws (18) at the bolt (17)
- Remove the tilt cylinder from the truck
Prerequisite:
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 (20) 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
head groove (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)
- Untighten the clamping screw (15), unscrew the eye bolt (13) from the 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.
NOTE: Upon installation of the tilt cylinder take care that both tilt cylinders are extracted in parallel and
that the mast is not twisted. The tilt angle of the lift mast must be 5° in forward direction and
7.5° in backward direction. With the Triplex mast of series BR 183, The backward tilt angle
is only 5° with the Triplex mast of series BR 183. This is obtained by a longer hexagon nut (6a)
on the piston rod (2).
Section 8
Page 18 Service Training
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
- Untighten the clamping screw (3) at the eye bolts (2) of the tilt cylinders (1)
- 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 of 5° is obtained
- Set the other tilt cylinder in the same way
- Completely tilt back the mast
- Check the tilt angle of 7.5° during backward tilting
Section 9
Service Training Page 1
9 SPECIAL EQUIPMENT
The entire control of the electric special equipment is under a cover on the right side of the driver's seat.
The special equipment is supplied via the 6-pole connector 9X7. The connector is positioned below the
driver's seat in the cabin.
The control of the optional relay 9K3 (reversing light, buzzer etc.) is made via the relay driver 2. The relay
driver output is laid from the control output X13:45 (1X11:3 single control) to the cabin cable set. At the
connector 9X7 and at a distance of approx. 50 mm from the connector (included in the cable set) is the
brown cable of the relay driver 2. A 24V relay can be connected to this cable. The minus signal for the
relay can be taken for instance from the connector 9X7:2 or :4.
The function of the relay driver can be programmed in the traction control diagnosis in window 7.
Relay
Interval relay 9K1 front for optional
function
5F21 9F11
5F22 9F12
Fuse holder 2
5F23 9F13
Converter 9U1
9.1.3 CONVERTERS
Technical data:
NOTE: The number of installed converters can vary on the basis of the used working lights. One
converter each is used for the operation of two working lights. Max. two converters (9U2, 9U3)
can be mounted in the console cover plate. If a third or a fourth converter (9U4, 9U5) is
required, it is installed inside the cabin below the console of the special equipment.
Section 9
Page 4 Service Training
Converter U1 (lighting system, wiper)
Technical data:
LEDs
9.1.4 FUSES
Sicherungseingang A B C D E F
A-F
3) RD 3) BKWH 3) GY
3) GYBK/ 3) GYRD/
3) RDWH 3) BK 3) YE 3) YERD GYBK GYRD
Sicherungsausgang
1-6 1 2 3 4 5 6
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.
The working lights and the lighting system must in no case be controlled directly by the key switch,
since otherwise the key switch may be destroyed.
A retrofit kit for retrofitting can be purchased at the spare parts department. The retrofit kit includes the
following components:
1 Cable set composed of fuse cable set and cable set for special equipment
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
Insulating tape
Cable binder
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, 80 V are supplied to the fan motor via a thermal release (S3, R7).
Relay K6 with the series resistor R8 switches 80 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
Service Training Page 13
1 18
19
2
17
16 5
3
20
15
6
4
7
8
14 11 10
9
12
21
13
22
23