Service Training LR. Electric Lift Truck E 20/25/30 with shunt drive Series 336 -02 “This tiring matoral is erty provided for your use and remains the exclusive property of LINDE AG Us isonGite. . . Content Service Training Page 1 LINDE ELECTRIC TRUCK E 20/25/30, TYPE 336 -02 1 Drive motor 1 4 Traction motor £20 1 12 Traction motor E25/30 1 13 ‘Checking and renewing the traction motor brushes. 3 14 Traction motor disassembly 4 15 ‘Checking of the D.C. motor 6 1.54 Visual check 6 4.52 Checking during operation 6 15.3 Winding measurements. 7 1.5.4 Checking on insulation 7 15.5 Reworking the collector 7 4.56 Brush switches 8 157 Terminals 8 8 15.8 ‘Cleaning 8 5159 Thormal sensor ° S316 Traction motor fan 9 be] 47 ‘Optional speed sensor 10 2 Dive geerbox 1 24 Planetary gear GR3E-03 1 2.44 Renewing the radial shaft sealing ring 2 21.2 il level check and oil change 5 243 Disassembly and assembly of the traction motor 6 3 Truck design 1 34 Cabin 1 3.44 Torsional leaf springs 1 3.1.4.1. Assembly and disassembly the leaf springs 2 3:12 Setting instructions of overhead guard drive 2 4 Steering system 4 44 Steering axe 2 441 Steering axe removal 2 412 Disassembly of the steering cylinder and track rod link 4 443 Renewing the steering cylinder seals 6Gite. . . Content Service Training Page 3 6.4.1 Trucks with incvidualcontrolers "4 64.2 Trucks with combination controler 16 65 Fuses 18 65.1 Trucks with individual controls 18 652 Trucks with combinaion controler 19 6.8 Cont creut- individual controlers 20 66.1 Traction controler 20 6.6.1.1 Power supply 23 6.6.1.2 Charging of the capacitors in the intermediate circuits 23 66.13 Discharging ofthe capacitors inthe intermeciate circuits 2 66.14 — Enabing signal 23 66.15 Accelerator 2 6.6.1.6 ‘Single-pedal switch 24 66.1.7 Steering sensor 24 66.18 Hand brake switch 24 66.19 Stop pedal switch 25 6.1.10 Switeh-contolled speed reduction 25 6.6.1.11 Truck coding 25 661.12 Relay drivers 25 6.6.1.13 Motor temperature monitoring 26 86.1.14 Emergency stop microswitch z 66.115 Traction motor speed monitoring z 6.6.1.16 Panorama truck 27 66.2 Controller for the working hydraulics 28 66.2.1 Power supply 30 6622 — Enabling signal 20 662.3 Joystick signals * 6624 Valve activation at 6.6.2.5 ‘Switch-controlled reduction of working speed 3 6.6.2.6 Reduction of the lifting speed with low battery charge 3t 66.2.7 Reed switch 3S1 of steering control valve 31 67 onto eeuit- combination controllers 2 674 General 32 672 Pin design of connector X13. 33, 67.3 Explanation of function 35 6.7.3.1 Charging of the capacitors in the intermediate circuit 36 6.7.3.2 Discharging of the capacitors in the intermediate circuit 36Gite. . . Content Service Training Page 5 6.91.47 Panorama tuck diagnosis 68 6.9.2 Fault codes for individual controllers - traction 60 6.9.2.1 ‘Summary of faults (LDC33C03/LDC33C04) 60 6.9.2.2 Description of faults - individual controller - traction (LDC33C03/LDC33C04) 62 6.2.3 Faultcodes - Individual control - ration - panorema version 79 69.3.1 Summary of fuls(LDC31C001.Dc31C02) 73 6.9.3.2 Description of faults (LDC31C00/LDC31C02) 81 6.9.4 Fault codes - combination controller - traction 85 69.4.1 Summary of faults (LDC43Drive) 85 6.94.2 Description of faults (LOC&SDrve) 87 6.25 Windows alsplaying information onthe working hycraulcs 107 695.1 Status information 107 6.9.5.2 Current information and fault messages. 108 6.9.5.3 ‘Stored fault numbers: 109 6.954 Fault memory -operatorerors 409 6955 Overall faut memory 110 6956 Clearing the faut memory 110 6.9.5.7 ‘Switch inputs 111 6.9.5.8 ‘Switch outputs 112 69.5.9 — Analog signals 113, 6.9.5.10 Analog signals forthe working functions 114 6.95.11 Seting of parameters for auxiliary hydrauies 115 6.9.5.12 Adjustment of parameters for lifting/ lowering and tilting 116 6.9.5.13 Switch-controlled working speeds: 417 6.9.5.14 Adjustment of discharged battery parameter 119 6.9.5.15 Calibration of joystick 1 120 6.95.18 Callration of Joystick 2 120 6.9.5.17 Depressurising the hydraulic system 121 6.9.5.18 Switch off pump motor 122 69.6 Fault codes - individual controller - working hydraulics (LLC33CO0/LLC33C01) 123 69.6.1 Summary of faults 123 6.962 _Deseripion of faults - individual controller - working hydraulics (LLC33CO0/LLC33C01) 124 697 Fault codes - combination controller - working hydraulics (LDC43iift) 140 69.7.1 Summary of fauts 40 6.9.7.2 Description of faults - combination controller - working hydraulics (LDC43lift) 141 6.10 ‘Composite instrument 187, 6.101 Description 187 6.102 Display messages 158Gite. ; aa Content Service Training Page 7 8.7.1 Outer, inner and center mast roller clearance , series 186 9 87.2 Outer mast clearance, series 186 10 88 Sliders 1 88.1 Dismounting the slider of the standard mast "1 8.8.2 _Dismounting the slider of the duplex mast 12 8.8.3 _Dismounting the slider ofthe triplex mast 13 89 Tilt cylinder 16 8.9.1 Dismounting the tilt cylinder 16 892 ‘Sealing the tilt cylinder 47 893 Setting the tilt angle 18 9 Special equipment 1 94 Electric special equipment 1 O14 Installation positions of the working lights 1 912 Console of the special equipment 2 2 91.3 Converters 3 3B ota Fuses 5 zB O15 Working lights and lighting system 6 "3 9.4.6 Electric heating unit 12 O17 Circuit diagram special equipment 16 9.1.8 Circuit diagram special equipment switchable 20Service Training Ate. Section 1 Page 1 4 DRIVEMOTOR 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 F'1 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 Nor! 44 TRACTION MOTOR E20 Type: Model: D.C. shunt-wound motor Linde GF 144-x5 Armature winding 80V/78A Excitation winding: 12V/ 17 A Nominal speed: 2250 min“ Power: 5.5 KW S2 (60 min) Type of protection: P00 / 23 Brush dimensions: 40 x 32 x 10 mm Permissible wear: down to 13 mm Collector diameter: original 83 mm Reworking! down to 78 mm Components: 1 thermal sensor brush monitoring at each brush 12 TRACTION MOTOR E25/30 Type’ D.C. shuntwound motor Mode Linde GF 146-4 ‘Armature winding Excitation winding: Nominal speed: Power: Type of protection Brush dimensions: Permissible wear: Colloctor diamotor: Reworking: Components: 80V/94 A 14VII7A 1650 min * 6.4 kW S2 (60 min) P00 /23, 40 x 32 x 10 mm down to 13 mm original 83 mm down to 78 mm 4 thermal sensor brush monitoring at each brush The right-hand and the left-hand traction motors are not the same, due to a different mast [SP bearing she011 chapter Ate. Section 1 Service Training Page 3 13 CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES The motor brushes can be checked for wear and free movement after opening the driver's overhead guard. Moreover, the necessary change of the brushes is indicated by the lighting-up of the signal lamp (1)in the composite instrument . The motor number of the respective motoris displayed in the LCD display (2) (1 = righthand 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 - Tum 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: — Wheniiting the spring from the motor brushes and putting them on the holder, be sure that the [E> sting does not slide off and gets untensioned, as compressing them when the motors are installed is extremely difficult. ~ Pull the motor brushes (4) out of the guide - Check the length of the motor brushes (min. length 13 mm) = Renew worn brushes in sets only - After renewing the brushes, check the brushes for free movement in the guides and the brush leads for security. - Remount the sheet straps on the traction motors,011 chapter 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 8 9 Brush spring Brush 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 - Remove the brush housing cover - Remove the four carbon brushes (8) ~ Screw two jack screws M10x50 into the brake disc (1) - Remove the brake disc by unscrewing the two jack screws, turn the screws alternately to prevent the brake disc from seizing (brake disc is pressed on with 30 KN) ~ Remove the fixing screws (2) from the bearing plate (3) together with the brush rocker (6) - Press the armature assembly (16) out of the bearing plate (3) = Do not lose the shim (11) and re-use it during re-assembly - Remove the retaining ring (10) from the bearing plate (3) ~ Drive out the bearing (9) from the bearing plate (3)011 chapter Ate. Section 1 Service Training Page 7 4.53 WINDING MEASUREMENTS Due to defective insulation, one or more tums 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®2 range. The overall resistance of the excitation winding can be determined by means of a measuring bridge. Checking of single coil groups is not possible. The field winding lines must be disconnected from the traction motor in order to obtain a correct measurement. Winding resistance between F1 and F2 is approx. 520 - 580 m®, depending on the type 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 At and A2 (armature winding) is possible. A measurment on an internal fault ora short-circuit cannot be made. Prior to the measurement, both armature lines must be disconnected from the traction motor. 1.5.4 CHECKING ON INSULATION The insulation resistance of the motor windings to the motor housing is important for a perfect truck operation. A check on insulation of the motors is only significant if an insulation measuring unit with the corresponding test voltage is used. The insulation measuring unit supplied by Linde has a test voltage of 500 V. Due to the high test voltage itis absolutely necessary to disconnect all motor lines at the traction motors prior to carry out the checking, and to disconnect the connector 1X7 or 1X8 at the motor. Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 MO Insulation resistance excitation winding: F1 or F2 to the motor housing at least > 0.5 M2 4.5.5 REWORKING THE COLLECTOR The collector surface mustbe flat-black and free from haiing cracks and burn marks. Haiing 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 af 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.011 chapter Ate. Section 1 Service Training Page ° 15.9 THERMAL SENSOR ‘A thermal sensor is installed on the brush rocker that is connected with the connector 1X7 or X8. The thermal sensor is located in a recess at the brush holder and is fixed by a spring clip. The resistance of the thermal sensor increases with the temperature of the motor. The correct resistance value can be checked between pins :3 and :4. Ata temperature of 20 °C, a functional thermal sensor has a resistance value of approx. 576 2 (see chapter 6.6.1.13 or 6,7.3.13). Exchange of the thermal sensor In a repair set, the thermal sensor is supplied with spring clip and lines with pin contacts. The lines are supplied in a split protective tube. For an exchange of the thermal sensor, the traction motors need neither to be dismounted nor disassembled for an exchange of the thermal sensor. ~ Remove the brush housing cover ~ Cut off the connection lines of the old thermal sensor directly at the sensor housing (the old thermal sensor remains installed) ~ Remove contact pins :3 and :4 of the old thermal sensor at the pin housing 1X7 and 1X8 respectively by means of the releasing tool - Remove the lines of the brush wear switch from the old tube (tube is split) = Remove the old tube with the lines from the old thermal sensor - Push the red cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :3 ~ Push the blue cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :4 - Insert the cables of the brush wear monitoring switch into the tube - Place thermal sensor into the second free recess at the brush holder. 16 TRACTION MOTOR FAN The two traction motors are forced-air ventilated by axia-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 Vis 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 ons. Fan control operates with activated key switch only, ie. the fan stops immediately as soon as the key switch is turned off. a Section Service Training Page 2 DRIVE GEARBOX 24 PLANETARY GEAR GR3E-03 Caron sen+ v7 1 m8 ‘Sun wheel shaft Gearhousing Disc Socket head screw Sorew plug Spacer ring Rim Wheel screw Oil level screw 2 10 " 12 13 14 15 16 7 " 10 Wheel shaft Shaft sealing ring Tapered roller bearing Slotted round nut Planetary carrier 2 Screw plug Planetary carrier 1 ‘OxringService Training i Page Heat up slotted round nut (3), (to unglue the Loctite). Unscrew slotted round nut by means of the spanner socket (5) and the cardan universal joint spanner (4). (Hold the wheel shaft tight, e.g. in the vice) 88 =3 Bg 4 ‘s Screw the extraction device (6) into the wheel shaftB Gite. Section 2 Service Training Page 24.2 OIL LEVEL CHECK AND OIL CHANGE, GEARBOX OIL SAE 80 W - 90 API GLS, also suited SAE 85 W - 90 API GL4 (as per DIN 51512) Oil level check: = Warm up the wheel gearbox ~ Park the truckin such a way that the wheel screw (4) is on top. The oillevel screwis approx. 14mmbelow the horizontal ine - Unscrew the oil level screw (3). The oil level must be to the lower edge of the oll evel screw hole (1) ~ Screw in the oil level screw (1) and tighten with 20 Nm. il change’ - Warm up the wheel gearbox - Parkthe truck in such a way that the wheel screw (4) is on top. The oil level screwis approx. 14mm below the horizontal line - Dismount the wheel - Clean the area of the filing screw, the discharging screw and the oil level screw - Place a drain tray below the oil discharging screw (3) - Unscrew the oil level screw (1), the filing screw (2) and the discharging screw (3) and completely discharge the gearbox oil ~ Clean the magnet at the discharging screw (3) - Re-sorew the discharging screw (3) and tighten it with 20 Nm - Fill 450 cm* of gearbox oil into the filing screw hole (2) and wait for 5 min - The oil level must be at the lower edge of the oil level screw hole (1) - Re-screw the oil level screw (1) and tighten with 20 Nm ~ Re-screw filling screw (2) and tighten with 35 Nm 3.2 2398-029]01 chapters se goeaeot 09 . . secten ; Service Training a 1 3 TRUCK DESIGN 34 CABIN ‘The cabin can be tied 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°. ‘The cabin is available in various versions. Weather protection Version 1 Overhead guard only 2 Overhead guard and roof pane 3 Overhead guard and front windscreen with wiper 4 Overhead guard and roof pane and front windscreen with wiper 5 Overhead guard and roof pane and frontwindscreen with wiperand rear windscreen with wiper 6 (Overhead guard and roof pane and frontwindscreen with wiper and rear windscreen with wiper and doors 34.4 TORSIONAL LEAF SPRINGS ‘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 Service Training Page 3 Dimenston XListe. . a Section 3 Service Training ae F § i ele |e as [25 ele. leeleclee| s | 3 pp: 7 T z PTX 7 x Pex [a [x [Spx z Truck with weather protec. 6 2 x 21 [x Overhead guard and 22x roofpaneandfrontwindscreen 23 [x with wiperand rear windsereen 24 Tx with wiper and doors and Zs bx heating and - 3 x STVZ0 and e a two work lamps B A =3 3 [3 [x 33 3[4 [x Distance x = 30 *8 mm 35x aB[ [x 4 spring 4 mm a5[4_[ x a5| 2x 7 springs 6 mm as] 3 bx a5 2 straps 20 mm 7 x ox x ze 30 a [x] ox 2 a0 5, Wt xx | | x LR 2 a[ 3 [x [x || Sx] ox 30 as] [x x | | ox | ox 40 aS, Spx x x 5 2 6 x PBR 30 ox Tx 30 5 x YR 30 osx Tx] 2x 20 6 [4 [x Te [2x 20 oS x Tx | 7x [2x 20 6 | | [2x 20 BA] x] ox 30 Se | | x ox 30 Ce ee 30 Configuration es ee 40 STS Px xT eT I Tox 30Service Training Section 4 Page 1 4 STEERINGSYSTEMService TrainingService TrainingF 4 Section Service Training Page Detail A: 5 6 Detail B: 1 Retaining ring 7 Cylinder housing 2 Wiper 8 Sealing ring 3 Grooved ring 9 Piston rod 4 Guide bushing 5 O-ring 6 Guide ringSection 4 Service Training Page 9 Detail A: Detail B: 8 9 10 414 = } — LLL NULL 1 Retaining ring 7 Oring 2 Wiper 8 — Cylinder housing 3 Groved ring 9 Sealing ring 4 Guide bushing 10 Guide ring 5 O-ting 11 Pistong rod 6 Guide ring7 ao Section 4 Service Training as “ Detail A: 6 s n 1 2 3 4 Detail By —-—--- ne 7 8 9 1 06011 r | MANUFACTURER 1 Retaining ring 7 Cylinder housing 2 Wiper 8 Guide ring 3 Grooved ring 9 Sealing ring 4 Guide bushing 10 Guide ring 5 O-ring 11 Piston rod 6 Bearing ringService Training Section Page 20604-05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.Service TrainingService Training£011 chapter . . secs : Service Training a ‘ 5 CONTROLS 51 TRAVEL CONTROL The travel control pedals are integrated in the overhead guard. Two different types of pedal group models are available Double-pedal mode! 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 1813 is installed in the arm restin front of the joystick. 51.4 TRUCK SPEED CONTROLLER The truck speed controller is mounted below the truck floor plate and is activated by means of the pedals. The truck speed controller includes a reference potentiometer and a monitoring potentiometer. The two potentiometer sliders are connected mechanically. The slider tracks of both potentiometers are supplied with a voltage of 14.3 V. The polarity of this voltage, however, is interchanged at the end of the two slider tracks.£011 chapter Section 5 Service Training Page Replacement of the truck speed controller ~ Disconnect connector 1X10 from the controller - Unscrew two socket head screws at the truck speed controller and pulll out the controller ~ Insert the new controller in the driving adapter and pay attention that the controller bracket engages in the recess of the driving adapter ~ Twist the controller against the spring and fix it wth the two socket head screws - Connect connector 1X10 and calibrate controller zero position in window (8) of the truck control diagnosis. 5.1.1.1 ADJUSTMENT OF THE PEDAL STOP SCREWS ‘The adjustment of the maximum output voltage of the truck speed controlleris 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 utc. Adjust the stop screws in such a way that the following voltage values result: Pedal maximum in forward direction: utc = 11.5 V+ 0.05 V Pedal maximum in reverse direction: ute = 3.5V £0.05 V 51.2 SINGLE-PEDAL DIRECTION SWITCH The single-pedal direction switch 1S13 is connected to the 6-pole connector 9X8. In case of two-pedal trucks, the connector 9X8 includes a bridge plug that connects the pins :1, :2, :3 and :4. With single-pedal trucks, a battery minus signal available at the pin :1 is switched to the traction electronics via the direction switch. Forward direction _ from connector 9X8:4 to traction electronics X13:36 (single control 1X11:8) Reverse direction _ from connector 9X8:2 to traction electronics X13:17 (single control 1X11:22) Zero position switch from connector 9X8:3 to traction electronics X13:74 (single control 1X11:7) Pins :5 and 6 of connector 9X8 are connected with the composite instrument and control the signal lamps of the direction selection in the composite instrument.Service Training Page. a. Section 5 Service Training Page 1 6 ELECTRICAL EQUIPMENT 61 INTRODUCTION CAUTION A Prior to performing work on the electrical equipment, make sure that the battery connector has been disconnected andthe 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 A Snot dlamanus ciectienleommonentetet ive anes minst ie ince ineermeriea tect battery. This also applies to the withdrawal of plug connectors. The following instructions must Bo observed whenever work s being performed on the electrical equipment = Jack truck dri = Securely chock truck in position. = Actuate emergency isolator. - Disconnect battery. - Wait for the capacitors in the intermediate circuit to discharge. - Prior to putting the truck back into service, perform test with truck still raised.Liste. Section 6 Service Training Page 3 622 PRINCIPLE OF OPERATION 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 forthe left traction motor and the pump motor. The power unit 11 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 intially. 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 atabout 14 km/h the fullbattery voltages applied to the armature winding. When a speed of approx.10 kmih 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, afield current in the shaded area is possible. < Bis ® 5 2 4 6 8 10 12 14 Speed in km/h 2 338020601 3 7 E % < » 2 4 6 8 10 2 14 Speed in kmih,Liste. Section 6 Service Training Page 5 622.1 FORWARD DIRECTION For the forward direction, both top transistors of the power units 1A1 and A1 are switched on. The field winding of the two traction motors is excited by supplying a clock pulse (16 kHz) to the field transistors in the two power units. Field transistors S5/S8 are activated for the right-hand motor, field transistors S9/ 12 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power units. 0206-01 622.2 REVERSE DIRECTION For the reverse direction, both top transistors or the power units 1A1 and At 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. 0208-02Section 6 Service Training Page 7 63 POWER UNITS 63.4 GENERAL The truck has two separate power units. The power unit 1A1 controls the right-hand traction motor 1M, the power unit A1 controls the lef-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 motors 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 motoris 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 Service Training Page connections Negative connection for the power unit, Positive connection for the power unit Drain connection for the power transistor for the pump motor D2 Field winding connection F1 for the left-hand traction motor ‘Armature connection A2 for the left-hand traction motor Field winding connection F2 for the left-hand traction motor Armature connection A1 for the left-hand traction motor Noosens Connector pin assignment X11 1 PWM transistor signal for pump motor 2M1 2 OV for PWM transistor signal for pump motor 2M1 3 Notused 4 Field voltage of traction motor 1M2 5 Notused 6 Actual current transducer signal, traction motor 1M2 7 0V for actual current transducer 1M2 8 9 Not used Not used 10 Not used 11 Notused 12 PWM signal for top transistor, armature of traction motor 1M2 13.0 V for PWM transistor signal, traction motor 1M2 14 Voltage of top transistor, armature, traction motor 1M2 15 _ Voltage of bottom transistor, armature, traction motor 1M2 16 Chip temperature Mosfet transistors 1M2 17 Chip temperature Mosfet transistors 2M1 18 Not used 49 0V for PWM transistor signal for pump motor2M1 20 PWM signal for bottom transistor, armature of traction motor 1M2 21 PWM signal for field transistors S9/S12, traction motor 1M2 22 PWM signal for field transistors $11/10, traction motor 1M2 23. Field voltage of traction motor 1M2 24 Not used 25 Fault signal, power unit 1M2 26 Fault signal, power unit 2M1 27 Notused 28 +24 V power supply from voltage transformer 29 Battery negative supplyListe. Section 6 Service Training Page " 63.4 POWER UNIT TEMPERATURE MONITORING The two power units also contain temperature sensors to measure the temperature of the power transistors. The power of the motors is reduced in accordance with the temperature measured, 6.3.41 POWER TRANSISTORS OF THE TRACTION DRIVE Ifthe 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. Ithe temperature reaches a value > 70 °C, a faultis signalled, Fault §8 is memorised for the power unit 1A1, fault 68 for the power unit A1 Power 100 in% Temperature in°C 20 40 60 a 100120,Service Training Section PageService Training Liste. Section 6 Page 15 xt x2 x3 x4 xs x7 x8 x9 x10 xi x12 x3t ™ v2 13 1x4 1%5 1x6 1x7 18. 2pole 10-pole 2pole 2-pole 2-pole 4-pole 6-pole S-pole 29-pole 6-pole A-pole 4-pole 4-pole 3-pole S-pole 2-pole 4-pole 4-pole 1x10 4-pole 1X11 42-pole 1X12 42-pole 4X13 16-pole 2x1 axt 2-pole 4-pole 6-pole 6-pole 4-pole 4-pole 2-pole 5X13 3-pole ext 6x9 9x7 9x8 4-pole 36-pole 4-pole 6-pole 9X10 2-pole 9X11 2-pole 9x12 2-pole Connector Main end cable hamess Connector - Main’ end cable harness ‘Connector - Microswitch $2 emergency stop Connector - Contactor coil Kt Connector - Reed contact switch 3S1 - Steering Connector Steering position sensor 381 Connector-Voltage transformer U1 Connector - Overhead guard switch $4 Battery connector Connector - Traction electronics - Power unit At Connector - Charging! discharging circuit Battery negative connection Connector - Speed sensor 181 Diagnostic connector- Traction electronics Connector -Speed sensor 182 Connector -Hand brake switch 184 Connector - Stop pedal switch 185 Connector - Seat switch $3 Connector - Right-hand traction motor 1M1 Connector - Left-hand traction motor 1M2 Connector- Accelerator 184 Connector- Traction electronics1A2 Connector Traction electronics 1A2 Connector-Power unit 141 ConnectorLLC2At Connector -Speed sensor 288 Connector - Joystick 281 Connector - Joystick 282 Diagnosticconnector LLC CConnector-Pump motor 2M1 Connector-Homn switch 481 Connector-Flashing control Diagnostic connector - Composite instrument Connector Composite instrument 62 Connector - Power supply SA Connector - Direction switch, single-pedal 1S13 Connector-Fan 9Mt Connector-Fan 9M2 Connector-Fan 93 Counterweight, electrical equipment, left Counterweight, electrical equipment, left Counterweight,electricalequipment, underLLC Counterweight, electrical equipment, left Steering control valve Counterweight, electrical equipment, underLLC Counterweight, electrical equipment, left (Overhead guard, behind steering column cover Counterweight, electrical equipment, right Counterweight, electrical equipment, left CCounterweight, electrical equipment, left Central battery negative connection, conduct. rail Fastening plate on right traction motor Behind switch coverto the left ofthe steering co. Fastening plate on left traction motor ‘Above contol valve of working hydraulics Underneath floor plate, overhead guard ‘On the right atthe back of the driver's seat right Fastening plate on right-hand traction motor Fastening plate on left-hand traction motor Underneath floor plate, overhead guard CCounterweight, electrical equipment, inthe middle Counterweight, electrical equipment inthe middle Counterweight, electrical equipment, right ‘Counterweight, electrical equipment, left Fastening plate, pump motor Underneath joystick arm rest Underneath joystick arm rest Behind switch cover to the leftof the steering co. Fastening plate, pump motor Behind switch cover tothe rightof the steering col Behind switch covertotherightofthe steering col Behind switch cover tothe leftofthe steering co. othe rightof the steering column on com. instr. ‘On the rightat the back under. overhead guard Behind switch cover tothe right of the steer. col. ‘Onthe fan traction/pump motor ‘Onthe counterweight, electrical equipment, left Inthe wheel case, on the leftService Training Liste. Section 6 Page 7 Connector x1 42-pole X2_10-pole x4 -2-pole XT 4-pole X8 GB pole x9 3-pole X10 2-pole X11 2-pole X12 6-pole X13 121-pole x31 1X2 A-pole 1X4 S.pole 1X5 S-pole 1X6 2-pole 1x7 4-pole 1X8 4-pole 1X10 4-pole 1X13 29-pole 2X2 4-pole 2X3 6-pole 2X4 G-pole 2X5 6-pole 2X6 4-pole 2X7 29-pole 3X1 4-pole 4X1 _2-pole 5X13 3-pole 6X1 6-pole 6X9 36-pole 9X7 6 pole 9X8 6-pole 9X10 2-pole 9X11 2-pole 9X12 2-pole Position Electrical equipment, LH side Electrical equipment, LH side Underneath controller Electrical equipment, RH side Underneath controller Underneath cover on the steering col. On rear batterycompartment Electrical equipment, RH side Underneath controller Electrical equipment, middle Electrical equipment, RH side Operator panel, front left On hand brake lever Underneath floor plate Underneath driver's seat On RH traction motor On LH traction motor Underneath floor plate Electrical equipment, LH side (On pump motor Inarm rest Inarm rest Operator panel, front left (On pump motor On power unit 244 On front cross member Function Connector to main cable hamess Connector to main cable hamess Main contactor K1 Steering position sensor 381 Voltage transformer U1 Overhead guard switch $4 Battery connector Power unit At Charging circuit Controller A2 Central negative connection Diagnostic connector - Traction Hand brake switch 184 ‘Stop pedal switch 185 Seat switch S3 ‘Thermal sensor 1B4, carbon brush switch Thermal sensor 1B5, carbon brush switch Accelerator 144 Power unit 11 ‘Speed sensor 288 Joystick 281 Joystick 282 Diagnostic connector - Lifting ‘Thermal sensor 283 Power unit 21 Steering sensor 382 Underneath covering of steering columHorn switch 481 Operator panel, front right Operator panel, front left Operator panel, front right Underneath the cabin- driver's seat In arm rest Chassis front left Electrical equipment, LH side (On pump motor Flashing control Diagnostic connector, composite instrument ‘Composite instrument 6P2 Connector for special equipment Direction switch 1S13 - Single pedal Fan 9MM1 Engine compartment Fan 9M2 Electrical equipment Fan 9M3 Pump Itraction motorSection 6 Service Training Page 19 65.2 TRUCKS WITH COMBINATION CONTROLLER Control-circuit fuses 6F1 Fuse, composite instrument discharge indicator, 10 A 1F2_ Fuse, ahead of key switch, 10 A 4F3 Fuse, hom, 5 A 1F4 Fuse, fan of the power units, 5 A 1F5 Fuse downstream of 24 V voltage transformer, 5 A 1F8 Fuse, charging circuit, power unit 1A1, 5 A. F7 Fuse, charging circuit, power units, 10A F8 Fuse, charging circuit, power unit A1, 5A eNoanens CAUTION A Do not use fuses intended for automobile use, The contro-circult fuses ar filed 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 11 F2__ Fuse for left-hand traction motor and pump motor, 355 A 12 F1__ Fuse for right-hand traction motor, 250 AService Training Section 6 Page a Pin assignment, connector 1X11 Connection 4 . Rediwhite .. Blue .. Blue White . Green .. Blue/orange Colours Black/brown . Red orange ... Blackired .. Brown Violet Blue oe STEEN Yellow © BLACK worn Grey White/orange Rediviolet .. Rediwhite White/black .. Browniviolet .. Brown/grey. .. Blackiviolet. Violetigreen .. Black/orange .. White Blue Greylorange Red Blue/green Violevorange Orange Blacklyellow... Functions Voltage at intermediate-circult capacitor of A1 Panorama trucks- accelerator signal 145 Input for battery voltage + 80 V .. Output from relay driver 9K3 + 24 V Output from relay driver 5K2 +24 V ‘Switch input - speed reduction . Input signal from microsewitch $2 emergency stop Neutral position signal from direction switch 1813 -single pedal Forward signal from direction switch 1813 - single pedal ‘Signal from hand brake switch 184 Greylorange..... ‘Overtemperature signal - composite instrument Voltage at intermediate-circuit capacitor of 1A1 15 V power supply for curve sensor and accelerator 24 V power supply from voltage transformer .. 24 power supply from voltage transformer Positive drive, contactor coil, main contactor K1 . Negative drive, contactor coil, main contactor K1 ‘Activation signal, operating hours, traction .. Activation signal, charging relay K2 ... Not used Panorama trucks, signal from switch 1S7, normal seat position . Input signal, seat switch $3 and cabin switch S4 Reverse signal from direction switch 1S13, single-pedal E25/E30 code Panorama trucks, overtemperature signal, composite instrum, .. Accelerator signal 144 (demand value) Not used Not used Negative supply for steering position pot and accelerator ... Not used Negative supply for controller ... Negative supply for controller ... Not used Not used .. Not used Serial interface- diagnostic connector -- Serial interface - diagnostic connector Panorama trucks, signal from switch 188 transverse seat pos. .. Not used Stop pedal switch 185 (and 186 for panorama trucks) Accelerator signal 14 (monitoring potentiometer) .. Steering position sensor 3B1 ... Not used ... Not usedListe. Section 6 Service Training Page a 66.1.1 POWER SUPPLY The 24 V power supply to the controller is provided through the connections 1X11:13 and 1X11:14. The 24 V supply is generated by the voltage transformer U1. The negative supply to the conttoller is provided through the connection 1X1 1:29. Inaddition, the controllers 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 ofthe main contactor K1 through the connection 1X11:15. 6.6.1.2 CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS ‘The capacitors in the intermediate circuits of the power units need to be charged before the main contactor is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will cause contact burn-out. As soon as the key switch St is switched on, the charging relay K2is energised through 1X11:18. At the same time, the discharging relay K3 is activated, as this relay is directly supplied by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1, F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8) . “The capacitor voltage is fed back to the controller through 1X11:1 and X11:11. When the capacitors have been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through 1X11:16 6.6.1.3 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS ‘As soonas the key switch S1 is switched off, relay K3 is de-energised. The capacitors n 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. Resistances in the charging circuit 1R1 390 Ri 250 R2 2k 66.1.4 ENABLING SIGNAL ‘The traction function is only activated, ifthe 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. 66.1.5 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 accelerators equipped with two potentiometers working in opposite directions. The two potentiometer signals are connected to the controller through 1X11:24 and 1X11:39.Liste. Section 6 Service Training Page 25 6.6.1.9 STOP PEDAL SWITCH The stop pedal switch 1S5 is connected to 1X11:38. While the stop pedal has not been depressed, 15 connects battery negative to the controller. On actuation of the stop pedal, the negative signal to 1X11:38 is disconnected and the truck speed is reduced to creep speed. 6.6.1.10 SWITCH-CONTROLLED SPEED REDUCTION 1X11:5 is connected to battery negative by way of the cable harness. If this connection is broken, the truck will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis in window 7. 66.1.11 TRUCK CODING On activation of the key switch, the controller checks the type of truck in which itis installed. In the case of trucks type E25/30 the cable hamess contains a connection from battery negative to 1X11:23. This negative signal serves for truck coding. 66.112 RELAY DRIVERS The controller has several relay drivers which serve to control special functions. On activation, all relay drivers supply a voltage of 24 V. The relay drivers have the following functions: Relay driver 1 1X11:4 Stop light relay 5K2 Relay driver 2 1X11:3 Options relay 9K3 Relay driver31X11:17 Activation of operating hour meter on activation of traction/working hydraulics Relay driver 4 1X14:18 Charging relay K2 The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following options can be set: Vigh Speed at which the relay driver is activated h&f Reverse direction only, ar hath directions fla Output is switched to continuous signal or pulsed operation The stop light relay 5K2 and the options relay 9K3 are not normally fitted on the truck. They are used only iff truck requires optional functions, NOTE A Donotconnect electric loads directly to the output relay driver circuits ofthe controller. Electric loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement may destroy the controller.Liste. Section 6 Service Training Page a 6.61.14 EMERGENCY STOP MICROSWITCH ‘The microswitch at the emergency stop switch S2 has a safety function. If the emergency stop switch is activated suddenly during regenerative braking, a very high generator voltage will build up inthe traction motors. As the microswitch is opened before the actual main-current contact of the emergency stop switch, the signal at 1X11:6 is used to reduce the field excitation for the traction motors. This ensures that the generator voltage cannot build up to an unacceptable level. 6.61.15 TRACTION MOTOR SPEED MONITORING ‘Speed monitoring of the two traction motors is performed by the traction electronics control program. The speed is calculated by the controller on the basis of various parameters and displayed as parameter ns (speed demand value) in the windows 61 and 62 Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in the traction motors (1B1 and 182). 14.3 V power supply to the speed sensorsis provided through 1X11:12. Each speed sensor provides two output signals: ‘Speed sensor 181 Signal A connected to 1X11:20 ‘Speed sensor 181 Signal B connected to 1X11:19 ‘Speed sensor 1B2 Signal A connected to 1X11:36 ‘Speed sensor 1B2 Signal B connected to 1X11:37, 6.6.1.16 PANORAMA TRUCK 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 ‘Switch “normal position" S7_- battery negative signal to 1X11:20 ‘Switch "transverse position” $8 - battery negative signal to 1X11:36 ‘The second accelerator 1AS Is provided witha 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 186 is connected in series with the stop pedal switch 185 and supplied to 1X11:38.Service Training Section Page 29 Pin assignment 2X1 Connection Colours 1 black/brown. 2 .. blackired ... 3 black/white 4 .. blackiwhite ... 5 bluelwhite 6 .. blue/black.... 7 .. redjorange 8 .. browniviolet..... 9 .. blackiviolet ... 10 greeniwhite 1 cnmnmnnnnnnne GENO nn 2 redigrey 13 cnninsunnnsnn rediyellOW on 14 15 cnmnnnneseees DIACKAWMIRE 16 blueiviolet 7 .. blue/brown... 8 blueorange 19 .. blue/red 20 1» DIUE/QTeEN 24 .. brown /green .. 2 +» OFange ~ 23 .. greenigrey 24 green 25 green/yellow 26 srnnnnsernsenns BEOWN se a 2B rrensnnnnnsnn Gf OYNIOIE nee 29 blue 30 blue 31 blue/grey 32 os DIUE YEMOW nn 33 34 ee WR 35 green 36 whitelyellow 37 greenired.. 38 green/black 39 .. green/orange ... 40 violet 4 42 greylbrown ... Function Voltage at intermediate-circuit capacitor of At . Input for battery voltage Free wheel diode, valve block 1 Free wheel diode, valve block 2 Negative drive, proportional valve, Lifting 2¥2 .. Negative drive, proportional valve, Lowering 2Y1 Fault, power unit 2M1 Feedback from contactor coil of main contactor K1 ‘Shut-down contact of discharge indicator (battery negative) Drive signal, joystick liting/lowering . Monitoring signal, joystick lfting/lowering + 15 Volt power supply for 281;2B2; 288 . 24 power supply from voltage converter Not used . 80 V power supply for the valves Negative drive, safety valve 2¥9 ... Negative drive, proportional valve Tit forwards2¥3 Negative drive, proportional valve Tilt backwards 2¥4 Negative drive, proportional valve Aux. hydraulics 1A ... Negative drive, proportional valve Aux. hydraulics 18 Enabling signal, cabin switch, seat switch ‘Speed sensor signal, pump motor 21 Drive signal, joystick, tit forwards/backwards Monitoring signal, joystick, tlt forwards/backwards Drive signal, joystick aux. hydraulics. 1 . Negative supply for 2B1, 2B2, 2B8 Not used PWM signal 2M1 Negative supply for controller .». Negative supply for controller Negative supply for proportional valve Aux. hydraulics 2 A Negative supply for proportional valve Aux. hydraulics 2B. Not used .. Sefial interface, diagnostic connector Serial interface, diagnostic connector ... Signal, steering control valve switch 381 Drive signal, joystick aux. hydraulics 2 Monitoring signal, joystick auxiliary hydraulics 2 Monitoring signal, joystick auxiliary hydraulics. 1 Temperature signal, power unit A2 ‘Switching input for speed reduction .. Negative supply for PWM control of 2M1Liste. Section 6 Service Training Page a 6.6.2.4 VALVE ACTIVATION To control the hydraulic functions, the control valve of the working hydraulics is equipped with current- controlled proportional valves. The coil current causes the valve spool to be positioned within the valve. For safety reasons the valve block additionally carries two switching valves.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 2X1:18, supplying all valve coils with a positive voltage. The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions. ‘Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64. Valve coll pin assigment 2¥1 Propotional valve Lowering 2x16 2Y2 Proportional valve Liting 2x15 2Y3 Proportional valve Titing forwards 2X1:17 2¥4 Proportional valve Ting backwards 2X1:18 2Y5 Proportional valve Aux. hydr. 1B 2x19 2¥8 Proportional valve Aux. hyer. 1A 2x1:20 2Y7 Proportional valve Aux. hyer. 2B. 2x13 2¥8 Proportional valve Aux. hydr. 2A 2x1:32 2¥9 Safety valve (switching function) 2x16 6.6.2.5 SWITCH-CONTROLLED REDUCTION OF WORKING SPEED f2X1:41 is connected to battery negative, a reduced working speed is activated. This connection can be used, for example, to connect a mast switch, o limit the working speed when a specific iting 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. 6.6.2.6 REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE The state of charge of the battery is monitored by the charge indicatorin the composite instrument. As soon as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30 tothe controller 2X1:9is 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. 66.27 REED SWITCH 3S1 OF STEERING CONTROL VALVE ‘The Reed switch 351 serves to activate the pump motor on movement of the steering wheel. This switch is screwed into the steering control valve andis switched on during steering action. The switch then applies a battery negative signal to 2X1:36, and the pump motor is switched on with a set basic speed. ‘The basic speed is 650 min“.Section 6 Service Training Page 3 67.2. _ PIN DESIGN OF CONNECTOR X13 1 Activation of main contactor K1 negative... | LDC F5K1: 2 Controller power supply, negative 3. Activation of main contactor K1 positive ...:nnnninnnnnnnnnnnnnnenes LOG F6 Ub: 4. Battery positive for safety relay - traction 5 Controller 24 V power supply 6 No function 7 8 9 10 No function PWM signal 1M1, field, S5/S8 LOC F61 zf: PWM signal 1M1, armature, top transistor. LDC F64 ut: PWM signal 1M2, field, $11 / S10 wen a ssnneesees LDC F62 ZEt 11 PWM signal 1M2, armature, bottom transistor. LDC F62 ub: 12. PWM signal 1M2, armature, top transistor LDC F62 ut: 13. PWM signal 2M1 LLC F6 ns: 14 Mosfet chip temperature, pump motor... snnnn LLC F6 163: 15 Fault signal from power unit A1 traction motor 1M2 LDC F5 PWM: 16 Fault signal from power unit A1 pump motor 2M1 snnnnenne LLC F6 Pwo 47 Reverse signal from direction switch, single-pedal 1813 .. LDC F4 1813, 18 Channel A, speed sensor 182 (UPA only)... — | LDC F61 vm: 19. No function 20. Signal of actual current transducer, power unit AL. - LDC F62 ia: 21 No function 22 Feedback, intermediate-circuit voltage, power unit 1A1 LOC F61 uc: 23. Feedback of field voltage, power unit 1A1, traction motor 1M1 24 Feedback of field voltage, power unit At, traction motor 1M2 25. No function 26 No function 27 PWM signal 1M1, field, $7 /$6 . svnnnnnnnnnneee LDC FO ZF: 28 PWM signal 1M, armature, bottom transistor LDC F61 ub: 29 0V for PWM signals, power unit 11, traction motor 1M1 30. PWM signal 1M2, field, S9/S12 Loc Fe2 af. 31 0 V for PWM signals, power unit A1, traction motor 1M2 32 Negative supply, driver stages, power unit A2 33. Enabling signal from seat switch S3 and cabin switch S4 LDC Fa S3/4 34. Fault signal from power unit 1A1 traction motor 1M1 ... sseneee LDC FS PWM: 35. Signal from hand brake switch 1S4 LDC Fa 184: LDC F4 1813: LDC F61 vm: 36 Forward signal from direction switch, single-pedal 1813... 37 Channel A speed sensor 1B1 (UPA only) 38 No function 39. Signal of actual current sensor, power unit 141 . LDC F61 ia:Liste. Section 6 Service Training Page 35 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 Tiling... . LLC F62 u2: 94 Reference signal, joystick Liftingllowering LLC F61 2: 95 No function 96 Signal for switch-controlled speed reduction, working hydraulics .....nnn- LLC Fa Redu 97 Coil activation, proportional valve 2Y5, aux. hydraulics 1B wnnnmnnnnnnnne LLC FES PWM: 98 No function 99 No function 100 No function 101 No function 4102 No function 103 No function 104 Signal from speed sensor 288, pump motor LLC F6 nm: 105 Coil activation, proportional valve 2Y8, aux. hydraulics 2A ..nnnnnnnnee LLC F64 PWM: 408 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 28 LLC Fea PWM 114 Negative supply for transistors, valve coil activation 115 Coil activation, safety lowering relay 2Y10 LLC F5 2710: 116 Battery positive for LLC safety relay 117 Coil activation, safety valve 29 LUC F5 2v9) 118 Positive power supply, valve coils sssntnnnnnnnnnnnnnes LLC F6 URE: 149. Coil activation, proportional valve 2Y1, lowering. LLC F61 PWM 120 Coil activation, proportional valve 2Y3, tlt fOWATES ......nmnnmnnninnnnee LLC FZ PWM: 121 Coil activation, proportional valve 24, ti backwards LLC F62 PWM 67.3 EXPLANATION OF FUNCTION ‘A24V power supply to the controller is provided through X13:5. This popwer supply is generated by the voltage transformer Ut. 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 safely relay. As soon as this safety relay is activated, battery positive is connected to the coil of the main contactor K1 through X13:3.Liste. Section 6 Service Training Page 7 NOTE: — The accelerator has not mechanical adjustment whatsoever. After replacement, calibrate [SP *°eeerator using LCD truck ciagnosis, window 8 6.7.3.6 SINGLE PEDAL SWITCH In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is Used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the ‘connections X13:17, X13:74andX13:36. This provides the information that the truckis a twin-pedal model. In case of single-pedal trucks, depending on the selected direction of movement, the single-pedal switch provides a negative signal to the following connections: Neutral position X13:74 Forwards X13:36 Reverse x13:17 From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of movement, a battery negative signal activates the direction display on the composite instrument. 67.37 STEERING SENSOR The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the steering position. The output signal of the steering sensor is supplied to the controller through X13:58. During cornering manoeuvres, the torque of the inner motors 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: — Onreplacement of controller or steering sensor, re-calibrate the steering sensor. This is done [QP _83!NG He LOC ciagnosis, window 81 67.38 HAND BRAKE SWITCH While the hand brake has not been applied, the hand brake switch 184 supplies a negative signalto X13:35, ‘As sonn as the hand brake has been applied, the negative signal is ramaved 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 184 is connected to the composite instrument. As soon as the hand brake has been applied, a signal lamp lights up in the composite instrument.Liste. Section 6 Service Training Page 29 67.313 MOTOR TEMPERATURE MONITORING ‘The truckis equipped with a temperature monitoring system, which controls the fans and the power output of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument by means of two relay contacts. The fans are permanently connected to battery negative on the one side, ‘The composite instrument provides a 24 V power supply by the composite instrument. Fan 9M1 Motor compartment fan Activated by composite instrument 9X3:32 Fan9M2 Power units Activated by key switch Fan9M3_ Traction motors, pump motor _Activated by composite instrument 9X3:34 The fans 9Mtand 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 motorsis determined with the help of temperature sensors. The left-hand and right- hand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The temperature sensors are monitored directly by the composite instrument 6P2. Temperature Resistance Temperature Resistance 20°C 576. 100°C 1000 2 40°C 668.2 120°C 11290 60°C 7690 140°C 1268.0 80°C 880.0 160°C 14150 Resistance © 1500) 1000 500. 2% 40 6 00S 20S 140.860 Temperature: ‘cSection 6 Service Training Page a 6.7.4 EXPLANATION OF THE WORKING HYDRAULICS 6.7.41 JOYSTICK SIGNALS The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor proper joystick functioning, two potentiometers for each working function are integrated into the joystick, ‘The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks are supplied with a voltage of 14.3V through X13:50. The negative supply is connected through X13:70. The output signals of the joysticks control the pump motor speed of rotation and activate the control circuitry of the respective solenoid valve. Joystick output signals: Joystick 281 Lifting /Lowering - Drive signal X13:86 Joystick 281 Lifting/Lowering - Reference signal X13:94 Joystick 2B1 Tilting - Drive signal X13:85 Joystick 2B1 Tilting - Reference signal X13:93, Joystick 282 Aux. hydr. 1 - Drive signal x13:84 Joystick 282 Aux. hydr. 1 - Reference signal X13:92 Joystick 282 Aux. hydr. 2 - Drive signal x13:83, Joystick 2B2 Aux. hydr. 2 - Reference signal X13:91 NOTE: Following a controller or joystick replacement, you will need to re-calibrate the joystick within [SP Me Famework of LLC clagnosis in Window 8 or 1 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 S1 202/01 or printout of the respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim being dismissed. 6.7.4.2 VALVE ACTIVATION To control the hydraulic functions, the control valve of the working hydraulics is equipped with current- controlled proportional valves. The coil current causes the valve spool to be positioned within the valve, For safety reasons the valve block additionally carries two switching valves. The safety valve 2Y9 is always activated by the controller as soon as a joystick is actuated. The safety lowering valve 210 is always activated during lowering The battery voltage is supplied to the controller through X13:116. This contact is connected intemally 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.. a Section 6 Service Training Page 4 68 SOFTWARE VERSIONS TYPES 336 -02 Traction 0c3sc03 | Version 20720 | et stare version —LOC nial contater Tosco | version 21781 | a eoosscas Veson 3021 | Window 1 Operator errs added Veron 2321 | Winsow $2 Greta ut momar Version 3.1722 | Window 33 - Clear overall fault memory \Window 5 - 9K3 changed to 5K2 and 9K4 changed to 9K3 Windows 61 and 62 -ns changed to vs and nm changed to vm Window 7 - Vmax and Vinp for forward and reverse separately adjustable indow 72 - lace changed to Acc! Window 74 - Alim added Fault codes changed pc31c00 Version 7.011.1 | First software version - Individual contoller- panorama tucks Loestc02 Version 2071.1 | as LDC31C00 Version 2.11122 | Window 31 - Operator errors added Window 32 - Overall fault memory Window 33 - Clear overall fault memory Window 5 ~ 9K3 changed to 5K2 and 9K4 changed to 9K3 Windows 61 and 62 ns changed to vs and nm changed to vm indow 7 - Vmax and Vinp for forward and reverse separately adjustable Window 72 - lace changed to Accl Window 74 - Alim added Fault cades changed LDCASDrve | Version 7.0/7.0 | First software version - combination controller as LDC33C04 Windows 62 and 62 -ns changed to 21 Window 72 -Ibrk added Window 74 = lim and Cty added Fault codes changedSection Service Training Page 45 69 TRUCK DIAGNOSIS 694 TRACTION WINDOWS 69.11 STATUS INFORMATION (1+)Dpc~43 DRIVE Vers: 1.000 + LDC43c00 E20 2P 4st line: Designation of controller 2nd line: Controller software version 3rd line: Controller type 4th line: Truck information (Series, type, pedal version) In the case of the diagnostic software master version an additional window 11 is provided. This window displays an additional information code (compiler number) which reflects the exact processing status of the software used. This information willbe relevant for the service engineer only in exceptional cases (e.g. when contacting Technical Service). (1a) XXXXXKHAKKListe. Section 6 Service Training Page ar 69.1.3 STORED FAULT NUMBERS Fault number E.G.: Fault 58 Frequency of occurrence E.G.:2,i¢. faultocourred twice The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the Clear button or by actuating the <- key. ‘The fault messages can also be cleared by means of the Linde diagnostic instrument. To clear the faults, actuate CE button. Once the fault memory has been cleared, a maintenance marker is set behind the last fault in the window 32 (overall fault memory). 6.9.1.4 FAULT MEMORY - OPERATOR ERRORS Fault number E.g. Fault 30 31+) 30:2 Frequency of occurrence E.g.:2, i.e. faultoccurred twice Loc33cos LDC43Drive Alloperator errors detected during driving operation are stored in the window 31 and displayed along with their frequency of occurrence. Operator errors can be cleared within the framework of the Truck Doctor diagnostic software by clicking the Clear button or by actuating the <- key. ‘The following operator errors may be recorded 25 _ Direction signals (single-pedal) incorrect (two signals present at the same time) 28 Microswitch in emergency stop switch S2 opened 29 Emergency stop switch operated while the truck was moving 30 Accelerator pedal operated and seat switch S3 / cabin switch S4 switched off Operator errors can also be cleared by means of the Linde diagnostic instrument. To clear the fault messages, actuate CE key. Once the fault memory hasbeen cleared, a maintenance markers set behind the last fault in the window 32 (overall fault memory).Section Service Training Page 49 6.9.1.7 SWITCH INPUTS 44) Redu: 1 4si3:111-0 $3/4:1 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 4: Speed reduction not activated - Negative signal applied to X1:51 (combination controller) or 1X11:23 (individual controllers) 0: Speed reduction activated - No negative signal applied to X1:51 combination controller) or 1X11:23 (individual controllers) 1813: Switch status of direction and truck coding switch 1813: X X T_—_____ signal - single or twin-pedal truck Direction signal Direction switch signals 111 2-pedal truck (wire link fitted on 9X8) 010 1-pedal truck - direction switch in neutral position 100 1-pedal truck - forward direction selected 001 1-pedal truck - reverse direction selected Truck coding signal 0 Code for twin-pedal trucks 1 Code for single-pedal trucks 184: Hand brake signal switch 0: Hand brake on 4: Hand brake off ‘83/4: Seat switch and cabin switch signal 0: _Nodriver on the seat andlor cabin open 1: Driver on the seat and cabin closed 185: Stop pedal switch 0: Stop pedal actuated 1: Stop pedal not actuatedListe. Section 6 Service Training Page st 69.110 ANALOG SIGNALS RELATED TO THE TRACTION MOTORS LDc33co03 Locs3co4 LDC43Drive ‘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. iat uc: za: ut zf ub: vs vm: ns. nam: Armature current of the traction motor in Amps Voltage in the intermediate circuit of the power unit in Volts Armature PWM pulse ratio in % Armature voltage, drain of top transistor in Volt Field PWM clock pulse ratio in % Armature voltage, source of bottom transistor in Volt ‘Speed demand value in km/h Calculated truck speed in in krv/h Engine speed demand value in rpm Engine speed measured by speed sensor in rpm 6.9.1.11 TEMPERATURE SIGNALS The temperature displayed refers to the temperature measured at the power units. te2: ‘Temperature of power unit A1 in °C tet: Temperature of the power unit 1A1 in °CSection Service Training Page 53 DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOW 7 ou Default (Defau: 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.Liste. Section 6 Service Training Page 55 DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOWS 7 AND 72 In window 73, the parameter values entered in window 7 and 72 can be reset to their factory-set default values. If parameters were modified, the window reads "Default (7): 0" Parameters can be reset to the factory-set default values within the framework of the Truck Doctor diagnostic software by clicking the BACKSPACE or TAB key. ‘The parameters cannot be reset to the default values with the Linde diagnostic instrument. 69.114 DISPLAY OF CONTROLLER INFORMATION Loc33co3 Locs3coa LOCA3Drive vim: Maximum adjustable truck speed (window 7 - Vmax) Ctry: Country code (country-specific controller functions) 0 Standard 1 USA 2 Japan Hi Maximum current (window 72 - Imax) of the truck Ali: Maximum settable acceleration of the truck (window 72 Acc!) ‘The values in window 74 cannot be changed.Section 6 Service Training Page sr 6.9.1.16 CALIBRATION OF THE STEERING END STOPS (a1)us ‘Window 81 enables the output signal of the steering sensor to be calibrated for both steering end stops. us Current output voltage of the steering sensor us, Programmed output voltage of the steering sensor, left steering at end stop usR Programmed output voltage for the steering sensor, right steering at end stop as Current steering angle in degrees (+ steering right, - steering left) Calibration is required whenever the steering potentiometer or the controller has been replaced, Take the following steps: ~ Switch on key switch - Apply hand brake. ~ Apply the foot brake - Do not depress accelerator pedal. - Tum steering wheel to left steering end stop. ~ The message "usL: OK L" will appear in window (81). - Press ENTER key. - The message "usl.... stored” will appear. - Tum steering whee! to right steering end stop. - The message "usR: OK R° will appear in window (81), - Press ENTER key. - The message "UsR ... stored” will appear.Liste. Section 6 Service Training Page 0 ‘Window 61 is used in the case of panorama trucks to check the two accelerators 1A4 and 15. In addition the accelerator power supply and the steering sensor output signal can be checked. (6+) ur:78.13 uti14.21 ust 6.18 slp: 7.33 ulg: 7.12 lip: 7.61 u2q: ur: Voltage at output contact of safety relay (battery voltage) ut: Power supply of accelerator and steering sensor (approx.14.3 V) us: Output voltage of steering sensor 381 (control range approx. 2.2 to 12.5 V) utp: Output voltage of driving potentiometer of accelerator 14 normal position (control range. approx. 3 to 12 V) up: Output voltage of monitoring potentiometer of accelerator 14 - normal position (control range approx. 3 to 12 V) tg: 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 15 - transverse position (control range approx. 3 to 12 V). a. section 6 Service Training Page 1 36 — Signal from steering sensor outside permitted range 37 Calculated speed rato of traction motors i incorect 38 Both ntermeciate-cicut vtages greater than 100 V on startup 38 Both intermedite-circuit voltages less than 35 V 40 Both intermediat-crcuit votlages greater than 109 V 42 Safely relay control and feedback signals do not match 43 Traction safety relay contact in the controller fails to close. 44 — Traction safety relay contact in the controller fails to open 45 Atleast one of the intermediate-circuit voltages too low during charging 46 — Fault signal of main contactor tripped 47 — Main contactor activation and feedback incorrect 48 — Mismatch of intermediate-circuit voltages during driving 48 Main contactor contact jammed, or discharge circuit defective 51 Signals from speed sensor 1B1 incorrect (UPA trucks only) 52 Voltage at top transistor of 1A1 too low 58 Voltage at op transistor of 1A1 too high S4 Voltage at bottom transistor of 1A1 too low 55. Votage at bottom transistor of 1A1 100 high 56 Power unit 1A1 - Driver cult signals faut 57 Signal from thermal sensor in power unit 1A1 outside permitted range 58 Temperature in power uit 1A1 oo high 61 Signals from speed sensor 1B2 incorrect (UPA trucks only) 62 Voltage at top transistor of A1 too low 63 Votage at op transistor of At too high 64 Voltage at bottom transistor of At too lowSection Page ining Service Trai ‘vonoeup rene oy} 0} LoRoaULOD at eLSt yous: “sfons jeped-oJ6us Jo ose ‘241 ur porenipe jou Yoys uORDOUD janet 8 PUN A J useMyod ¥z! “aBues uowysod jeaneu ppoyeiodo s} s0}19}0098 nun ‘vorren ony :eouenbesu0g ‘yu eu w Soudan ope uonsod pneu wiowovcoy | Z ‘AE > ZL:UIXL We aBeH0N ‘NB < PELEKL I obeI0A peeds doary ‘eovenbesueg Leas fo J uonesedo vo 10 en29}9p ‘paelado Josues uots0d eed Az>reiixsieebeien | parerwe fpeane sen oped soreiaeooy | sesneo ajaissod 421108409 U1 uonpuOD wed wwouwogyuonduosep ney — | “onSection Page ining Service Trai ZINE» ALEX ed UF HME} vezix' “1 @EX-ZS- HEX- 9X! 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Section s Service Training Page 0 6.9.3 FAULT CODES - INDIVIDUAL CONTROLLER - TRACTION - PANORAMA VERSION 6931 SUMMARY OF FAULTS (LOC31Co0/L.DC31C02) Information messages 1 Accelerator actuated on operation of key switch 2 Accelerator not actuated (pedal in neutral position) 3 Incorrect seat position 4 Seat switch $3 or cabin switch $4 not operated 5 Switch-controlled speed reduction activated 7 Temperature warning for drive motors 8 Hand brake switch 1S4 actuated 9 Stop pedal switch 185 actuated 19 Accelerator or steering sensor not yet calibrated Fault messages 21 Output signals of the two pedal position sensors 14 incorrect 22 Accelerator signal 15 outside permitted range 23. Signals from microswitches 187 / 188 - seat position - incorrect 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) 26 Intermediate-circuit voltages in the two power units differ 27 _Intermediate-circuit voltage too high in one power unit 28 Microswitch in emergency stop switch $2 open 29. Emergency stop operated while the truck was being driven 30 Accelerator pedal actuated and seat switch $3 or cabin switch $4 switched open 31 Output signal of the two pedal position sensors incorrect 32 Accelerator signal outside permitted range. a. section 6 Service Training Page 1 61 Signals from speed sensor 1B2 incorrect (UPA trucks only) 62 Voltage at top transistor of A1 too low 63 Voltage at top transistor of A1 too high 64 Voltage at bottom transistor of At 100 low 65. Votage at bottom transistor of At to high 66 Power unit At - Driver cru signals faut 67 Signe fom thermal sensor in power unit At outside permited range €8 Temperature in power unit A too high 70 Internal fauitin controler to 95 6.9.3.2 DESCRIPTION OF FAULTS (LDC31C00/LDC31C02)Section Page ining Service Trai 62 seyonuco yenprmpur 0) |= osu29 fenpap 4) tOAduosep Me) 005 vz ~914X ESIXL “BSH -ZSIXE- eouenbesue9 engetou Kea 96 11X18 fubis pue tpaLioou uoysod ‘omieGou Aionea 02 14x re eubiS | 1298 11.04 PoyRHSO:U OWN 0 SELES &% ‘SVE = LAKE = 28x =z! ‘uogoey oN :eouenbesuee, 26ue) assed apisine uon'sod esvorsuen svi soveoreaoe woy sieubis | ZZ sosneo ejqissod Joq}onu0 uw} uompued yneg juewwogwonduosepiney | “onListe. : _ Secon 5 Service Training age 8s 6.9.4 FAULT CODES - COMBINATION CONTROLLER - TRACTION 6.9.4.1 SUMMARY OF FAULTS (LDC43DRIVE) Information messages 1 Accelerator actuated on operation of key switch 2 Accelerator not actuated (pedal in neutral position) 4 Seat switch $3 or cabin switch $4 not operated 5 Switch-controlled speed reduction activated 7 Temperature warning for drive motors 8 Hand brake switch 1S4 actuated 9 Stop pedal switch 185 actuated 17 EEPROM memory damaged 18 Controller production test not performed 19 Accelerator or steering sensor not yet calibrated Fault messages 24 Steering sensor signal remains constant for too long while the truck drive is operated 25 Direction signals for single-pedal truck is incorrect (two signals present at the same time) 26 Intermediate-circuit voltages in the two power units differ 27 _Intermediate-circuit voltage too high in one power unit 28 Microswitch in emergency stop switch S2 open 29 Emergency stop operated while the truck was being driven 30 Accelerator pedal actuated and seat switch 53 or cabin switch $4 switched open 31 Output signal of the two pedal position sensors incorrect 32 Accelerator signal outside permitted range 33 Power supply of accelerator /steering sensor exceeds 17.5 V 34 Power supply of accelerator /steering sensor less than 11.3 V 35 Direction signals incorrect - single pedal truck.. a. section 6 Service Training Page 7 65 Voltage at bottom transistor of A1 too high 66 Power unit A1 - Driver circuit signals fault 67 _ Signal from thermal sensor in power unit A1 outside permitted range 68 Temperature in power unit At to high 70 Internal faut in controller o &9 80 LLC signals faut 81 Field voltage of power unit 1A1 incorrect 82 Field votage of power unt incorect 6.9.4.2 DESCRIPTION OF FAULTS (LDC43DRIVE)Section Page ining Service Trai -1-94x- e:9xL 994 ZSXL -e14x- PSFELX Med UME) ;pajenjoe jou sojeaj2098 yim Burg ‘99710 poads coeig :eouenbesu0g parsnipejew 40 “odo ‘annooyan ‘parernae yous reped dors ‘onyeBou fiona ou ¥'81x 18 ABEHOA pawn ome weed das | “= 8XL -¥SL-ZPXL = SE'E1X Wed Une 10 ppaads wos ssouenbesv0g parsniperew 40 ‘uado ‘anoajep ‘payenjoe YouMs ayesq pUEH ‘anyeGau Kiayeq YOU SE-ELX 12 ABEHIOA, ‘PAIENIDE YOUMS YEG PUEH 8 svo}0w voNeN 04 Jo siosuas exmesedey oun gi Sie¥40u4 0 “wajgaud ue) WwoUnssuy 2ys0dLN00 U1} ‘poods pesnpey ‘eouenbesucg ‘onyeBau fioyea ou 16'21x 18 aBEYOA Z ‘poreanoe s) mopun Sere ty 308 posds poonpey ‘eousnbesuc, aed urine 10 porennoe poyenroe uoqonpos paads payjosucs-youg ‘anye6au Aisweq you €1¢1X 18 a6EH0A Uvonanpe: peeds pejomucowoins |G HOIXE = L1:1x~ 69iELX. ‘jqssod sy Bupyesg eowera ‘wonsen ow “eouenbesu0g fpisine Avsnonugueo feubis se%2|e008 wou 19803 ou opue s ou ly "edo ‘ennosjap YoU UgeD Lo/pue YOHS 19S “oppue uado fjsnonuquos 1SeIU09 180s, 40} uodo YoHs ge Jo/pue YaHS 2S sesneo aiqyssod Joljonu09 uy wop|pued yned quowwogiuonduosep ynes ON oF 908 see we 1108Section Page ining Service Trai ‘W2'6X9- 9:9X6-ELS1 Wied UL 8z'6x9- S'ex6 - 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