@ INSTRUKTIONSBOK BT CT 1250 E @ OPERATOR’S MANUAL, © BEDIENUNGSANLEITUNG © MANUEL D'UTILISATION Bestillnings nr. EM-T160 S Order No, EM-T160B Bestelinummer EM-T160 G Numéro de commande FM-T180 F« ( CONTENTS DRIVER'S SEAT WHAT YOU ARE RESPONSIBLE FOR ‘TRAFFIC REGULATIONS LIFTING CAPACITY AND LIFT HEIGHT DRIVING INSTRUCTIONS SAFETY REGULAR MAINTENANCE LUBRICATION SIGNS PHOTOS 1989-03-28 PAGE 12 4 18 20-23DRIVER'S SEAT The seat and the control panel can be adjusted for maximum oper- ator comfort. Sitting or standing, it is just as easy to operate the Combi. If sitting, the seat can be raised and lovered by means of gas spring units. The inclination of the back cushion is adjustable and the seat can be moved forvards and backwards. Additional forward adjustment of the seat is achieved by inserting distance pieces between the cab and the fixing points of the seat. When the operator decides to stand, the seat can be tilted back and adjusted to provide adequate support for the operator's back. The inclination of the control panel can be adjusted to suit both positions by altering the lover fixing points of the gas spring units. The tvo control handles can be adjusted individually for height and rotation. Controls and instrument panel (see photo page 20) 1, Seat adjustment, vertical 2. Seat adjustment, tilt position 3. Seat adjustment, horizontal 4, Adjustment for standing position 5. Adjustment of back cushion - tilt position 6. Switch for headlights (optional). Switch for vhole/half pallet, vhen telescopic forks fitted. 7. Battery indicator 8. Ignition switch 9. Gas spring unit - lower fixing point 10. Left handle - deadman For driving in the aisles 11. Height adjustment for left handle 12. Rotation adjustment for left handle 13. . OVERRIDE height button (optional) 14, Joy-stick for control of fork unit 15. Steering vheel 16. "Deadman" - green LED. Lit when the truck is operating in a narrow aisle where the operator must keep his left hand on the handle. 17. "In narrov aisle" - green LED. Lit vhen the truck is ina narrow aisle.18. 19. 20. a. 22. 23. 2. 25. 26. 27. 28. 29. 30. "Forks in retracted position - green LED. Lit vhen the forks are in the retracted position. If the LED is not lit, the truck can only drive at inching speed. "Straight articulated-steering section" - green LED. Lit vhen the articulated steering is straight. (Straight mid-section) "Max load" - red lamp. Lit at a certain lift height if the Lifting capacity at maximum lift height is exceeded. Bmergency stop button "Fault code registered" - red LED. Fault code registered on computer display. "Gate open" - red LED. Lit vhen the gate is not closed. "Slack chain" - red LED. Lit vhen a chain is slack Anti-crush protection ~ red LED. Lit if one of the anti-crush switches of the articulated-steering section is activated. Height adjustment for right handle Rotation adjustment for right handle Joy-stick for. manoeuvring forvards/backwards, braking, Lifting/lovering of cab Horn button Right handle - releases parking brake, vhen held by operator. Lol PPeEe OP ¢WHAT YOU ARE RESPONSIBLE FOR * The BT COMBI may only be used by trained personnel vith the permission of the supervisor. * The truck must be used in such a way as to eliminate risk of injury to personnel, or other damage. * ‘The operator must immediately report to a supervisor any accidents vhich have resulted in injury to personnel, or damage to buildings or equipment. Near-accidents and faults in the truck must, of course, also be reported. * arrange all the goods being picked in a safe manner on the pallet and make sure that the veight of the load doesn’t exceed the permitted limit. | | * The truck has no room for passengers or "free riders". | * The truck may not be parked so that it obstructs traffic, work, emergency exits etc. The cab and the load carrier are to be lowered completely. The ignition key is to be kept out of the hands of unauthorised personnel.‘TRAFFIC REGULATIONS Your BT COMBI is a vehicle. The driver of the truck must obey both the general traffic rules and any special regulations which apply in the operating area. * "The truck is to be insured and licenced in accordance vith the local regulations and legal requirenents. * If there are properly marked truck lanes, they must of course be used. * The operator should reduce his speed vhen there is limited visibility, and when approaching pedestrians and other vehicles. + The horn is to be sounded vhen overtaking or when the attention of other personnel is required. * Give the right of vay to loaded truck at intersections and in narrov sections. * The truck must always be fully under control, and be driven in a responsible manner. Sudden stopping and starting, and cornering at high speed should be avoided. Sa * Drive gently and calmly and rely on no-one but yourself and your own judgement. + When travelling longer distances - alvays drive vith the cab in the lovered position. * A safe distance is to be kept from all vehicles ahead.To prevent injuries’ or damage, the operator is to pay particular attention to other personnel, as vell as to fixed and moving objects in the operating area. * ‘The operator must maintain a clear view of his path ahead, and leave plenty of room for pedestrians and other vehicles.LIPTING CAPACITY AND LIFT HEIGHT (see specification plates on page 18-19) ‘The lifting capacity of your BT CONBI depends on the lift height and the load centre, which are stated on plates on the truck. A special sign indicates how the braking force of the truck is reduced at different lift heights both in and outside the ~, aisle. e Nominal lifting capacity ‘The rated lifting capacity is specified on the specification plate in accordance with the ruling standard. Maximum lifting capacity Maximum load at indicated load centre can be lifted to the lift height indicated on the plate. The indicated lift height is reached when the arrov marked on the cab coincides with the Line on the mast. When lifting above this point a red lamp vill light if the lifting capacity at maximum lift height is exceeded. A special plate indicates the lifting capacity at maximum lift height.DRIVING INSTRUCTIONS Lifting/lowering and driving functions are blocked if the | floor level of the cab is higher than 0.9 m above the | ground and one of the gates is open. * Turn the ignition on vith the key - * Pur your right hand on the right handle of the control panel. The parking brake is now released. * Alvays hold the steering vheel in your left hand vhen : ériving outside the aisles. | * Turn the right joy-stick forvards for driving | forward and backwards for driving backward. * For braking, the joy-stick is brought back into neutral position and then to the right. * It is also possible to brake electrically (Plug | braking) by moving the joy-stick to the opposite direction of travel. * If the right handle is released, the parking brake f is applied. a * When driving in the aisle the truck is either vire- guided or guided by rails. The left hand is then to be kept on the left handle of the control panel.Lifting and lovering of cab * Close the two gates. They must remain closed as long as the cab is in the raised position (more than 0,9 m above ground level). * — Stepless control of the cab lift is achieved by pulling the right-hand joy-stick up for raise or pressing it down for lover. When lifting or lovering the cab, the left hand should be kept on the left (> handle. + IE something should happen to the systen, preventing the operator from lowering the cab, it is possible for a colleague to open the emergency lovering valve manually. The emergency lovering valve is situated in the valve bank between the front and the rear chassis. The manual valve is accessible from the right side of the truck (Pos 31 page 20). * According to current regulations there must be an emergency rope in the cabin. Operating instructions: See text and illustrations on the package of the energency rope. Loi carrier ‘The turret head or the telescopic forks are controlled with your left hand on the joy-stick next to the left handle.SAFETY Your BT COMBI CT 1250 E is a very safe and stable truck. Its safety functions include the following: * Outside the aisle: When the cab has moved less than O-5'm, Full speed = 9 km/h is allowed. Betveen a vertical movenent of 0.5 and 2.5 m, travel speed is reduced to half-speed = 4 kn/h, if the steering angle is less than 10°, At an angle of more than 10°, travel speed is reduced to inching speed. Fron’a vertical movement of 2.5 m up to max vertical movement, travel speed is reduced to inching speed = 2.5 km/h. * Within the aisle: There are various possibilities to yeduce speed at different lift heights. Full speed = 9 km/h is allowed up to a lift height that is specific for each truck and determined by the quality of the floor and the lift height of the truck etc. Betveen this so called "confortable height" and the next limitation, half-speed = 4 km/h is alloved. Above this lift height limitation, only inching speed = 2.5 km/h is allowed. For driving in and outside the aisles a special lift height Limitation can be installed. To be able to drive and lift above this height, the OVER RIDE button must be pressed and in that case only 2.5 km/h is allowed. * Driving forvards/backwards and 1ifting/Lowering movenents are blocked if either of the gates is open vhen the floor level of the cab is more than 0.9 m above the ground. * Slack chain svitches interrupt both the lovering and the lifting movement if any of the chains should slacken. * — ‘Two-hand operation for all driving and lifting/ lowering prevents the operator from hurting himself against the racking, vhen operating in the aisles. * A-max load indicator vith a red lamp on the control panel lights at 2 certain lift height vhen the lifting capacity at maximun 1ift height is exceeded.BT COMBI CT 1250 E is equipped vith: Nechanical parking brake Electrohydraulic travel brake Electrical braking by plug-braking Automatic parking brake - As soon as the right handle is no longer activated, the truck brakes automati- cally. Check that the floor, bay or platform vill take the Weight of the truck vhen loaded. Drive at a safe distance from the edges of any bay, loading bridge etc and look out for marked hazard zones ‘Take special care vhen driving over loading bridges. Check the width, strength and secure fixing of the bridge. The truck may not be used if any damage or faults have occured which vill affect its safe use or functioning. The truck may not be used if it has been repaired, modified or adjusted vithout the permission and approval of a supervisor. Safety devices must not be by-passed or removed. Local safety regulations must be folloved. 10.Specification plates and markings may not be removed or rendered illegible. Personnel are prohibited from being in any area near the truck vhere they risk being injured, for example, in its direct path, or in an area vhere they may be struck by falling goods or by the Lift unit when it is being raised or lovered or vhen rotating. Only loads which are within the lifting capacity for the truck are to be carried. Only loads vhich are stable and arranged in a safe manner may be carried. Special care is to be taken in handling long .or tall loads. ‘The varning light at the rear chassis flashes vhen the operator drives forvards or backwards and vhen lifting or lovereing the cab. In order to prevent accidents, the truck must be serviced regularly. Only qualified authorised personnel may service, repair, make adjustments to, or inspect the truck. ‘The mechanical side stops for the forks must be replaced immediately if the forks have been exchanged. All replacement parts are to be BT original parts. WeREGULAR MAINTENANCE The driver is personally responsible for the daily servicing and care of the truck. This is vell worth the time spent on it. Neglecting regular care leads inevitably to problems, and compromises the safety of personnel as well as the machine’s efficiency and reliability. Report any deficiencies inmediately to your supervisor. Proper care and regular preventive maintenance are essential if the truck is to be safe to work with. GC Daily Service * Keep your BT COMBI CT 1250 £ clean and tidy. Take special care with the lifting devices, driver's seat G and vheels. Remove of] spillage, metal chips ete. \ Check at the sane tine that there are no oil leaks. * Make sure that the battery is charged. * Check the lifting and lovering functions. Raise the cab and the initial lift to the top a couple of times per day to lubricate the sealing surfaces of the cylinders. Check the speed limitations. Check the parking and the travel brake as vell as the steering equipment. Check the other controls and the horn. * Check the functions of the fork unit. 12.Every vorking veek + Take out the charging plug. Check cable connections and insulation. * Clean your BT COMBI CT 1250 E thoroughly. Use rags and a vacuum cleaner. Check that the signs and markings are still in place. * Service the battery in accordance vith the manufacturer's instructions. Inspection and preventive maintenance Only specially trained, authorised service personnel with adequate knovledge of the functioning, use and care of the truck may service it. Inspection and preventive maintenance are to be carried out every 100-250 driving hours or at least once per year. There are separate service instructions for; * ‘The truck excluding the fork unit * ‘The turret head * ‘The telescopic fork unit 3.LUBRICATION Lubrication is to be carried out according to the intervals belov or at least once per year. The pictures show the various lubrication points. Every 100-250 operating hours Truck Lubricant_typ 1 Lifting chains A see 2. Check the brake fluid level D see 3. Check the oil level in the oil tanks - see Turret_head 4, Lifting chains 5. Rotation chains 6. Racks and pinion 7. Supporting surfaces of the support rollers 8. Check the oil level in the oil tank. Recommended oi] level = 50-75 mm under the filler-cap. Telescopic fork unit 9. Lifting chains 10. Chains (forks) 11. Racks and pinion 12. Chain (driving) 13. Gear vheel - chain vheel 14. Check the ofl level in the oil tank. Recommended oil level = 50-75 mm under the filler-cap. Every 1000 operating hours 15. fiydraulic system; oil and filter change. Attention! When refilling, use the oil filter. 16. Change the air filter. 17. Mast channels at mast rollers and side support rollers 18. Contact surfaces of the chain rollers bobs ee weep see see see see see see see see see see see see page page page page page page page page page page page page page page page page page page 21 21 21 22 22 22 22 23 23 23 23 23 22 21 21 21 14.‘TURRET HEAD 19. Oil and filter change. Attention! Vhen refilling, alvays use the oil filter. B see page 22 20. Change the air filter - see page 22 21. Mast channels at mast rollers and side support rollers. E see page 22 22. Contact surfaces of the chain rollers A see page 22 TELESCOPIC FORK UNIT | 23, 041 and filter change. Attention! When refilling, alvays use the oil, filter B see page 22 | 24, Change the air filter. = see page 22 25, Mast channels at mast rollers and side e support rollers. EB see page 23 26. Contact surfaces of the chain rollers A see page 23 After 50-100 operating hours. Thereafter every 1000 operating hours ‘TRUCK Lubricant type 27. Drive gear, oi] change C see page 21 28. O41 filter’ change = see page 21 TURRET HEAD 29. Oi] filter change - see page 22 7 TELESCOPIC FORK UNIT 30. O12 filter change - see page 22Br B Normal temperatur Be Esso Gulf Mobil. oK Shell ‘Texaco 08 Chain and Vire grease (spray), BT Spare Part No 26 778 Rust dissolving oil with graphite (spray), BT Spare Part No 26 79 Penetrating oil Plus motor oi] 20 W/30 Nornal G 10¥/30 Mobil special 100/30 or Delvac Super HD Super Extra 10W/30 Omala oil 68 Havoline 100/30 Auto 2 Energol HLP 32 Univis BP 32 Hydraulic oi] s 32 DTE 24 or Flovex Special (Sweden only) Delta oil 32 Tellus T 32 . Regal oil R and 0 32 Bayén 32 Bartran 15 Univis HP 22 E Hydraulic oil $ 15 Delta oil 15 alt Hydraulic oil LTO Tellus T 15 Rando oil HDZ 15, 16.c Hypoid oil SAB 90 (K-15? C, SAE 80) D Lockheed universal 329 S gE Kx Compound BP Energrease HOG ESSO ESL 10 ce crorTo 1 Mobil MOBIL TAC 81 Shell Kuggfett 1029 Texaco Tex Clad 2ODEL WODELL RLASSAD wateD mena Lye cara FaRNAGA cry Pear THLLATEN LAST RETUAL CAPACITY TRAGER orp ar ie RAK LYFTHBID Bax Lier eee och HEIGHT ie CasrcenTRUM- exo | | trscHer- AUSTAND Conn centre — C88] | powcr vier TETENT ‘SENICAT OF UtaN SrTwour Co BATTER, BATTERY BATTERIE os TA TERY Fay, a) Pearrenre= \ pavrenturet Ce Cos] we] | veronr man) | oewrcar BATTERIE warrenrsPanniNs [TJ] | Barrery voutast 7] SP aNHUNG aT Ta ara BT Industries AB BT Industries AB BT Industries AB Pi Heart Picea se CL) THLLATEN ACTUAL YIRKLTHE East chpacity ‘TRAGERHIGKETT re) i che? BRAKE FORCE H9 (mm) 18soe pT soueia no Ne 7 198F No TAFAETTE Sa]| | ewactnan erverwoscy — [——*F — noriewaue es) ae an a a . Cc a) CHPRETTE Capnetba BLA HAUTEUR tl (Ci )) | con vaxtne TT) Beetevarion AK NErHoOGTE attura be fagshacerer = =e) ] C=s5)} | etlveeron =| aa) ain cen Chereun= Teena DE “GRAVITE CEI} | centrun C55 | te canon C=) PORES SARE GEWICHT TOWER al (=) | reso san narexaa BATTERIE barren POLE, aa cEuICnY aT Ta | WATTERIE aw sorrenu nin 8s) nts] BATTERIE vaLTaGe -—v—] | sartesusrannns (—T] | sarenre vortase 7] Tae a BT Industries AB meter awese BT Industries AB Iau awaven BT Industries AB MUOLSY SWEDEN Pe es nee wdbire a NEFVERNOGEN (eg? Co20i INSPECTION AND PREVENTATIVE MAINTENANCE. SETTINGS AND ADJUSTMENTS — 1(15) | BRAKE SYSTEM 4 | Mast 8 = ILLUSTRATIONS 12-15GENERAL Maintenance should be performed only by specially appointed and treined personnel with 2 sound knowledge of the functioning, use and maintenance requirements of the BT Combi. Inspection and preventative maintenance should be carried out according to the following instructions at intervals of between 100 and 250 hours, but no less frequently than once per year. Repalr or replace worn or damaged parts before the truck is returned to servic alles genuine BT spare pars. Whenever work is being performed.henesth the cabin, the intermediate and centre guides and the cabin itself must be secured mechanically. The articulated- steering-section bearing between the forward and rear chassis sections must be locked ‘mechanically whenever work is performed in the waist of the vehicle. & locking pin is supplied with the truck CLEANING AND INSPECTION Begin by cleaning the truck thoroughly both internally and externally. Make a note of visible damage requiring attention External Inspection + Oil leaks + Overhead guard % Mounting of fork unit on cabin carriage + Anticrush and conteet stop switches % Driver's compartment 1 Loat earing components where mast is fixed to chassis %* Cable chain, cable rollers and ribbon cables + Legibility of all plates and markings ‘* Mounting of driver's compartment on cabin carriageHYDRAULIC SYSTEM 4 Level in hydraulic fluid tanks: the fluid should be at least up to the fiuid-position indicator (pos. 1 page 13), The fluid level can also checked with the dipstick (pos. 2 page 12) ‘The cabin must be in the lowered position for this. % Clean the breather filters (2) of the hydraulic fluid tanks. These should be replaced annually or every 1,000 hours in @ normal dust-free environment. 4 Change the hydraulic fluid filter (pos. 3 page 12) after the first 50~ 100 operating hours, and subsequently once yearly or every 1,000 hours. + Inspect hydraulic pipes, hoses and connections. Inspect the mountings of the mast lifting cylinders and check for any leaks. Check the screws (pos, 4 end § page 12! of the upper mounting plate and the cylinder support = they should be locked with securing plates. Check the screw (pos. 6 page 12) at the upper end of the piston rod - it should be locked with securing plates 4% Check the mounting of the pump moter and the condition of the rubber shock absorbers. Check that the overload indicator is working, 4 Check the mounting of the articulated steering cylinders and that there are no leaks. ‘4 Check the mounting of the accumulatorBRAKE SYSTEM ‘The level of fluid in the tank (pos. 7 page 12) for the electro-hydraulic brakes should be between the two level-markings. + Unscrew the cover by the drive motor (pos. 8 page 12). Check the thickness of the brake linings, min. 1 mm. Turn the adjusting screw (pos. 9 page 13, access from below), Until the brake shoes are in contact with the brake drums, then release them just far enough 80 that they are no longer in contact with the drum when the wheels are spun with the handbrake released and the joystick is not activated. 4 The parking brake wires should be adjusted so that @ minimum of 14 mm is obtained at the parking brake cylinder (pos. 10 page 13). Adjustments should be made when the hydraulic pressure to the parking brake cylinder has been evacuated. NOTE! Only the adjusting nuts of the cables may be touched. %& Air bleeding. There is an air nipple at the top of the parking brake cylinder (pos. 17 page 13). Prassurise the hydraulic system (steering pressure), open the air nipple and let out some hydraulic fluid until the air bubbles cease + Air bleeding, There is an air nipple on the slave cylinder above the drive motor (pos.12 page 13). Pressurise the braking system, open the air nipple and let out some brake fiuid until the sir bubbles cease. Check the leve! of the brake fluid, 4 Check the condition of the brake pipesnd joints and ensure that there are no leaks.DRIVE UNIT AND WHEELS + Drive wheels and other wheels. Remove any foreign matter from the wheel treads. Tighten the whee! bolts with a torque wrench to 88 Nm (9 kpm). + The mounting of the drive motor on the drive gear (pos. 14 page 13) should be tightened with 2 torque wrench to 20 Nm (2 kp), Check the mounting of the inductive transducer and its sealing from the drive gear. NOTE! If the transducer should need replacing, a TREDO washer must always be used. ELECTRICAL SYSTEM NOTE! The battery charging connector must be disconnected before any work is carried out on the electrical system. ‘The computer rack's connector must be disconnected if any welding needs to be done oon the truck, Check Barery + Battery compartment + Cable comectons: battery ~ tuck ~ charger 4 Electrolyte level 4 Check thet the battery is properly secured Motors + Check for possible short circuits + Cable connections ‘4 The mounting of the motors + The commutetors and brushes 4 Use compressed air to clean the motors internally,Contactor Panel % Clean the panel “Check that the contactors are not jamming at all + Contact points and surfaces ‘Cables and connections ‘Thyristor Panel % Clean the pane! % Cables and connections % Starting frequency and current limit Circuit Boards/Cont tion Terminals/Computer Rack * Relays: % Cables and connections % Automatic speed limitation: Outsise the sisle: When the cab has moved less than 0.5 m, full speed 5 ka/n is allowed. Between = vertical movement of 0.5 and 2.5 m, travel speed is reduced to half-speed = 4 km/h, if the steering angle is less than 10: At an angle of more than 10 travel speed is reduced to inching speed. From a verticel movement of 2.5 m up to max vertical movenent, travel speed is reduced to inching speed = 2.5 kn/h. Within the aisle: There are various possibilities to reduce speed at Gifferent Lift heights. Full speed = 9 km/h is allowed up to a lift height that {s specific for each truck and determined by the quality of the floor and the lift height of the truck etc. Between this so called “comfortable height" and the next limitation, half-speed = 4 km/h is allowed. Above this lift height limitation, only inching speed 2.5 km/h is allowed For driving in and outside the sisies a special lift height limitation can be installed. To be able to drive and lift above this height, the OVER RIDE button must be pressed and in that case only 2.5 kn/n is allowed + Driving in either forward or reverse and lowering/raising the cabin will be prevented if either of the doors is open when the cabin floor is more than 0.9 m above the groundControl Panel in Cabin. Controls. + lgnition switch, emergency stop, instruments, horn, warning lights. + Lights + Steering + Forwarditeverse control + Plug-braking. Driving brake, Parking brake. + Raising end lowering functions + Check for abnormal noise in pumps and motors % Electric switch in rightlleft handle CHECKING OF OTHER FUNCTIONS Cabin doors + "Straight articulated-section” indicator - LED Mounting of the gas-filled cylinders on rear chassis section and covers. Miscellaneous ‘Check that the axles, nuts, and locking of the articulated-steering section's bearings, are all in order ‘4 Check the covers above the rear mountings of the steering cylinders. Access to these is gained from the battery compartment. Because there are potentially-corrosive substances nearby, check carefully that there is no rust. The battery must be moved backwards a little to inspect these covers.mast * Check the mast mounting. The eight screws on the upper mounting (pos. 15 page 14) should be tightened with a torque wrench to 90 Nm (9 kpm). The two lower screws (pos. 16 page 14) should be tightened to 220 Nm (22 kpm). Here the angle of the nest backwards can be adjusted with shims. The six supporting screws on the sides (pos. 17 page 14) should be tightened towards the mast frame. ‘* The lower nuts of the eye bolts (pos. 18 page 14) should be tightened to 50 Nm (5, kpml, after which the upper nuts (pos. 19 page 14) should be tightened to 280 Nm (28 km), & Adjust and lock the side support rollers of the cabin carriage * Adjust and lock the side support rollers of the guides % Clean and grease both lifting chains and mountings. The slack-chain relays are designed to stop lowering movement when activated. Check. ‘+ Check that the roller of the height-measuring pulse generator runs freely and that its Course is free of grease (pos. 20 page 12). * Check the mechanical shock absorbers for the cabin when lowered (pos. 21 page 14) % Check the mounting and condition of the chain rollers. % Check the stop screws for the axles of the chain rollers, % Check the ribbon cables and their rollers. Make sure that the ribbon cables have not become stretched. There is constant spring-loading on the ribbon cable rollers which tends to stretch ribbon cables. % Check the cable chain.LUBRICATION Lubrication should be carried out at the intervals indicated below, but at least once per year. The lubrication points are shovn in the illustrations. There is a separate lubrication schedule for the fork unit. Every 100 to 250 operating hours Component Lubricant 1, Lifting chains A see page 15 2. Brake fluid tank D see page 15 3. Check the oi] level in the of1 tanks. - see page 15 Every 1000 operating hours Component 4, Hydraulic system, change oi and filter. Attention! When refilling, use the oil filter B see page 15 5. Change the air filter 5 see page 15 6. Mast channels at mast rollers and side support rollers. E see page 15 7. Contact surfaces of the chain rollers a see page 15 After 50 - 100 operating hours, then every 1000 hours Lubricant Component 8. Drive gear, oi] change c see page 15 9. Change the oil filter - see page 15Br BT BP ESSO Gulf Mobil Shell Texaco 08 B Normal temperatur BP Esso Gulf, Mobil OK Shell Texaco 8 < -15% ¢ BP SSO Gulf OK Shell Texaco c Hypoid oi] SAE 90 (K-15. C, SAE 80) 10 Chain and Wire grease (spray) BT Spare Part No 26778 Rust dissolving oil with graphite (spray) BT Spare Part No 26779 Penetrating oj] Plus motor oi] 20 W/30 Normal G 10¥/30 Mobil special 10/30 or Delvac Super HD Super Extra 10¥/30 Omala oil 68 Havoline 100/30 Auto 2 Energol ELP 32 Univis HP 32 Hydraulic oil $ 32 DTE 24 or Flovex Special (Sveden only) Delta oi 32 Tellus T 32 Regal of] R and 0 32 Haydn 32 Bartran 15 Univis HP 22 B Hydraulic oi] $ 15 Delta oil 15 alt hydraulic oil LTO Tellus T 15 Rando oil HDZ 15D Lockheed universal 329 $ E ox Compound Be Energrease HOG ESSO ESL 10 98 GIorTo 1 Mobil Mobil TAC 81 Shell Kugafett 1029 Texaco Tex CLAD 2 aw116) 1989-01-11 APPENDIX TO “INSPECTION AND PREVENTATIVE MAINTENANCE”. ‘ADJUSTMENT OF LIFTING CHAINS AND LATERAL GUIDE ROLLERS. All washers and nuts used for the lifting chains should: be oiled before ‘adjustment. ADJUSTMENT OF LIFTING CHAINS (CHAINS FROM THE MAST OUTER SECTION OVER THE.MIDDLE GUIDE TO THE INNER GUIDE). © Use a torque wrench to tighten the nuts of the lower chain attachment tightly against one another (=750 Nm, i.e. 77 kpm), pos. 1 page 3. ‘Position a 10 mm spacer between the bottom beams of the middle and the inner guides, pos. 2 page 3, then lower the cabin to the bottom position. ‘© Adjust the lifting chains at the top of the mast so that both chains are under equal tension. Tighten the nuts to # torque of 20-30 Nm {2-3 kpmi, pos. 3 page 4. Check the torque on each chain in tum @ number of times to ensure that they are under exactly the same tension. Check that the inner guide does not move. If the inner guide moves: either reduce the tightening torque or put a load on the forks. '* Use Plasticine or some similar material to check that a clearance of 5-8 mm is maintained when the 10 mm spacer is removed, pos. 2 page 3. Tighten the nuts hard against one another to lock them (=750 Nm, i.e. 77 kpm). ‘© Adjust the safety chain (the third chain} to obtain a clearance of 2-5 mm at ‘the upper attachment, pos. 4 page 4. A spring keeps the chain under tension. Tighten the nuts hard against one another to lock them (=750 Nm, ie. 77 kpm). bolts are correct. ‘* Check that the split pins for the chai ADJUSTMENT OF THE CABIN CARRIAGE CHAINS ‘© Position two spacers of 5 mm on the stops in the forward chassis section, pos. 5 page 3. '* Use @ torque wrench to tighten the nuts of the lower chain attachment tightly against one another (434 Nm, i.e. 44 kpmi, pos. 6 page 5. © Adjust the lifting chains at the top of the middle guide so that both chains ‘are under equal tension. Tighten the nuts to a torque of 10-20 Nm (1-2 ikpml, pos. 7 page 5. Check the torque on each chain in tum a number of ame tension. Check that ‘the cabin carriage does not move. If the cabin carriage does move: either reduce the tightening torque or put e load on the forks.2105) '* Use Pissticine or some similar material to check that the supporting arms of ‘the cabin carriage are 3 mm from the stops when the 5 mm spacers ha been removed, pos. 5 page 3. Then tighten the nuts hard against one another to lock them (434 Nm, i.e. 44 kpm), pos. 7 page 5. ‘© Adjust the safety chain (the third chain) at pos. 9 page 5 to obtain & clearance of 2-5 mm st the lower attachment, pos. 8 page 5. A spring keeps the chain Under tension. Tighten the nuts, both at pos. 9 and st pos. B page §, hard ageinst one another to lock them (434 Nm, i.e. 44 kpm). '* Check that the split pins for the chain bolts are correct. ‘* There should still be 5-8 mm between the bottom beams of the middle and the inner guides, pos. 2 page 3. ADJUSTMENT OF THE LATERAL GUIDE ROLLERS. | lateral guide rollers which run against the inner guide. The rolier axles are excentric (0.3 mm) and ‘threaded. ‘© The tolerances of the mast sections (straightness etc.) determine how close eto their guide height. After that they can be unscrewed so thi ‘on the square shank of the axies can be locked with the securing plates. ‘© There are also conical lateral guide roliers between the inner guide, the middle guide and the outer mast section. These are located on the top front land the bottom rear of # ‘These rollers are adjusted and locked in ‘the same way as the lateral guide rollers of the cabin carriage.5(5)anLo iy Vy ch¥ R|oSeee ee a © Lbe- +=@HYDRAULIC SYSTEM 118) ‘The hydraulle system has the following functions 8) Ralsingowaring of the cabin by means of two iting cylinders 1 Steering by means of two cylinders inthe articuated-stering section €} Releasing the parking brake ‘The fork units have separate hydraulic systems. Hydraulic Component Identification Numbers (see diagramsillustrations on pages 4. 5, 7 ‘and 8) RV40 Directional valve, switches when steering pressure is required FVv41 Directional valve, switches during lowering when the energy-recycling feature is in use PV42 Proportional vaive, controls raising and lowering speed SV43___ Seat valve, switches during lowering SV44 Seat velve, switches during lowering PVa9 Proportional valve, controls the articulated-steering cylinders RV50 Directional valve, activated when parking brake released TVS1 Pressure relay — steering pressure TV52 Pressure relay ~ steering pressure TV53 Pressure relay — steering pressure TV54 Pressure relay — overioad indication TBEO ——_Pressure-iimiting valve, lifting TB61 ——_Pressure-limiting valve, lifting 7870 Shock valve, steering TB71 Shock valve, steering1872 NS73_ Emergency lowering valve, manual TAS Pressure limiter, limits the maximum pressure in the steering system OF76 Return hydraulic fluid filter LFT77 Air filter AC7B Accumulator S880 Hose-failure valve, located at base of lifting cylinder B81 Hose-failure valve, located at base of lifting cylinder HCB2 Mast lifting cylinder HC83 Mast lifting cylinder EMB5 Pump motor DP86 Double pump. BV91 a,b,c, die.f Non-return valves (b and ¢ in the “Hydraulic System: Steering” diagram are on-return/ throttle valves) MCS5 ——_Articulated-steering cylinder, right MCS Articulated-steering cylinder, left BC97 —_—Patking-brake cylinder X2, X3, X4 and XB are measuring points. Pman, Aiman and Biman are measuring points. Orly the Hydraulic Component Identification Numbers are used in the text which follows. They are also to be found in the diagrams and illustrations.RAISING ~ right-hand joystick upwards: ‘Two pumps work on one pump motor axle, one of 11 em? and the other of 8 cm?. The flow from the larger pump goes vie RV40 and BV91a, through SV43 and SV44, to the lifting cylinders. The flow from the smaller pump goes vie BVS1b, through SV43 and SV44, to the lifting cylinders. The pressure in the hydraulic system is determined by the load. When the pumps start up, PV42 is completely open, i.e. the flow is towards the tank. When the joy~ stick is pulled upwards the fiow of hydraulic fluid to the tank is reduced by PV42 and directed towards the lifting cylinders. Overload indication A pressure relay. TV54, detects » preset pressure level and causes a light to come on Bt 8 certain lift height when the load allowed st the maximum lift height has been reached, LOWERING ~ right-hand joystick downwards ‘The truck has been prepared for energy recycling where desired. {f the energy-recycling feature is in use: nen lowering, Pv42 is closed and RV41 is activated, after which SV43 and SV44 open, Lowering begins when the joystick is moved downwards. The speed at which the cabin is lowered can be controlled smoothly by means of the joystick. After PV42 the hydraulic fiuid flows through RV41 which has now switched, making the fluid go through BVS1 c and d, and then through the pumps. The pumps will now rotate backwards, causing the ‘motor to act as generator. When the hydraulic fluid has passed the pumps, it continues vie filter OF76 back to the tank. Af the energy-recycling feature is not in use: “ PV42 is closed during lowering, after which SV43 and SV44 open. Lowering begins when the joystick is moved downwards. The speed at which the cabin is lowered can be controlled ‘smoothly by means of the joystick. After PV42 the hydraulic fluid flows through RV41, which has not switched, straight back to the tank via filter OF 76. ‘There is @ manual emergency lowering vaive, NS73, in the valve unit. ‘There is a hose-failure vaive at the Base of each lifting cylinder.rMn r| HYDRAULIC DIAGRAM LIFTING / LOWERING PAGE 7 > VALVE UNIT MAINLIFTEo] th vue Be oe. Max 30Nm | HEtte Go , Ria im By91dinstalled at P2 - [B60 BV9ic installed at P1 mf VALVE UNIT MAINLIFT.ONTYASLS WALSAS DT 1NWUCAH arSteering ‘As soon as the ignition key is turned on, the pump motor starts up, bullding up the steering pressure if the existing level is too low. If the cabin is not being raised simukaneously, the flow from the larger pump will stop at RV4O which has switched, and will build up pressure ‘or steering vie a connection to the steering valve unit. The smaller pump will supply fluid directly to the tank through PV42 which will be completely open if lifting is not taking place. Pressure relays TV51, TV52, and TV53 ensure that the steering pressure remains wit certain fixed limits. There is an accumulator connected to the steering system which ensures that the steering reacts quickly. When the correct steering pressure has been achieved and the steering control is moved, PV48, which determines the steering direction, is activated. One of the steering cylinders is extended while the other is retracted. ‘TR75 limits the steering system to ® maximum pressure of 95 bars. Releasing the parking brake When the driver's hand activates the electric device in the right-hand control in the cabin, VEO switches and supplies steering pressure to C97, the parking brake cylinder. A spring force within this cylinder is overcome, which means that the brake cables cannot allow ‘the brake shoes to come into contact with the brake drum. As Soon as the right-hand control is released, its buik-in electric device activates RV50 which switches and opens the return line to the tank, The spring inside the parking brake cylinder will now apply the brake shoes by means of the brake cables and the parking brake will be applied.Integral: BVI Ihe VALVE UNIT STEERINGTRIPLEXLift ey CinderBRAKE SYSTEM Driving Brake Joystick Plug-braking Parking ‘When the right-hand joystick is moved to the right, @ solenoid in the brake master cylinder is activated. The master cylinder will now pressurise the brake shoe slave cylinders via the brake lines. The pressure in the master cylinder varies according to the current supplied ‘When the truck is in motion, plug-braking is effected by moving the joystick from forward to reverse (or vice versa ‘When the hydraulic steering pressure is prevented from reaching the parking brake cylinder (see solenoid RVSO in the diagram "Hydraulic System: Steering” in the section on the hydraulic system) and from releasing the parking brake, the brake will be in the applied position. The parking brake is released by means of the hydraulic system, and is described in that section. Inspection, Settings and Adjustment See the section on the brake system in “Inspection and Preventative Maintenance”.1988-10-05. BT COMBI THREE-WAY FORK UNIT 4010) General ‘The three-way fork unit has @ separate hydraulic system with its own electric moter, pump, tank, etc. The fluid is distributed via directional valves to the “initial lift” device, for lateral fork movement and for turning the forks. Hydraulic Component Identification Numbers (see the diagrams an¢ illustrations on pp 5 id 9 AVAG Directional valve for initial 1ifting/lowering FV47 Directional valve for hydraulic motor for lateral fork movement Rv48 Directional valve for fork-turning cylinders T8682 Pressure-iimiting vaive LHES Load-holding valve for initial liting/lowering LHD64 ——_Lead-holding valve for hydraulic motor for lateral fork movement LHDES —_Load-holding valve for fork-turning cylinders ores Return oil filter (hydraulic fluid} HMB7 Hydraulic motor for lateral fork movement EMBB Electric motor Epes Pump Icez Initial-lift cylinder VC83_—_-Fork-turning cylinder C34 ——_-Fork-turning eylinder Liking The initial-ift cylinder has double action. During lifting, directional valve RV46 (see hydraulics diagram) opens and supplies fivid vie @ non-return vaive in load-holding valve LH63 to the lifting cylinder. The load-holding valve keeps the load in place after lifting hes stopped.Lowering During lowering of the load, RV46 switches in the other direction and the piston side of the cylinder is pushed down. Lowering is smooth with the speed-controlied motor. Lateral Fork Movement For lateral movement of the forks, @ hydraulic motor is activated via a double load-holding valve LHO64, Prior to this, right or left side has been chosen at directional vaive RV47. ‘The load-hoiding valve holds the load in place. The load-holding valve also functions as shock valve when subjected to pressure surges. Fork Turning The fork-turning cylinders and the chain turn the mast of the three-way fork unit, which has bearings top and bottom. ‘The fork-turing mechanism works in principle in the same way as the lateral fork movement, but with higher pressure levels in the load-holding valve to keep the forks firmly in position when the truck brakes. inspection and Preventative Maintenance, Inspection and preventative maintenance should be carried out according to the following instructions at intervals of between 100 and 250 hours, but no less frequently than once per year, Make a note of visible damage requiring attention. ‘Forks. Fork wear must not exceed 10% of the original fork thickness. The original fork thickness is at least 39 mm. There must be no cracks which are visible to the naked aye. ‘Chains ~ chain mountings. Both for lifting and fork turning ‘Clean the contact surfaces of the guide rollers.Check % Pipes, hoses and connections % The mounting of the lifting cylinder, fork-turning cylinders and hydraulic motor, and that there are no leaks + The mount ig of the fork unit on the mast cabin carriage + Bolted joints The cable chain ‘+ The fork-turning and lateral-movement stops The commutator and brushes of the electric motor + Check for any abnormal noise from the motor or the pump in the pump unit % Hydraulic fluid level % Clean the breather filter. Should be replaced once every year or every 1,000 operating ours. ‘* Cogged belt at potentiometer + Check functioning ADJUSTMENTS The lifting chains must be adjusted so that both the chain yokes of the lifting cylinder ang the fork holder are horizontal so that the chains do not wear down the flanges of the chain rollers. ‘The amount of lateral play allowable in the fork carriage is 0.5 mm. This play can be adjusted with the eccentric shafts on the guide-rollers.ADJUSTHENT OF FLANK CLEARANCE For the three-way fork unit to function properly, it is important that the flank clearance (the clearance betveen the rack teeth and the pinion teeth) should be correctly adjusted. There are four adjustable support rollers for adjusting this. Start by adjusting the lover support rollers. Turn the forks so that they are facing straight ahead, to prevent any uneven loading vhile adjusting. Undo the nuts (pos. 1 page 9) and turn the eccentric shafts so that the support rollers are freed from load. The pinion will now be resting against the lover rack. Turn the shafts until the rollers come into contact vith the guide-vay. The flank clearance is set by continuing to turn the shafts - it should be betveen 0.1 and 0.2 mn. To check the clearance, lock the pinion to the column, see arrow pos. 2 page 9, - a large screwdriver or a flat bar can be used to lock the pinion in place. (NOTE! do not lock it to the fixed frame). Then push it sideways against the flanks of the racks and measure the clearance vith a dial test indicator and a magnetic test stand. Both vollers must be adjusted.™A centre-punch mark on the end of the shafts marks the eccentric position. Vhen adjustment is complete, both shafts should have equal clearance and the column be at 90° to the frame on the horizontal plane. Vhen adjusting the upper rollers (pos. 3 page 9), the eccentric shafts are to be turned so that the pinion butts against the upper rack and then adjusted so that a clearance betveen 0.1 and 0.2 is obtained. A minimal flank clearance is desirable, but it should not be so small that it causes the fork unit and the truck to "shake" when the forks are being moved laterally. Test the unit and tighten the nuts on the eccentric shafts vith @ torque vrench to 220 Nm (22 kpm). The support rollers are intended to take up horizontal load. ‘The pinion and the racks ensure that the column remains vertical and are also used for the lateral movement of the forks. * The flank clearance is at a maximum when the eccentric points in the forks’ direction. Lateral shaking of the three-vay fork unit will ease the turning of the eccentric shafts.jiun gouuny ea. WS9VIG JNNV YGAH. | “ | —Ha | CHEOBIXEE? CHOIEIKK? = HEIBIGA sap sv 9a] [ow tal ivLUBRICATION Lubrication should be carried out at the intervals indicated belov, but at least once per year. The lubrication points are shown in the illustrations. Every 100 to 250 operating hours { Lubricant 1, Lifting chains a see page 2. Fork turning chains A see page 3. Racks and pinion E see page 4. Contact surfaces of the side support rollers E see page 5. Check the of1 level in the oi] tank. ~ Recommended oi1 level: 50-75 mm under the filler cap. - see page 7 Every 1000 operating hours 6. O11 and filter change. Attention! When refilling use the oil filter. B see page 7. Change the air filter - see page ~ 8. Mast channels at mast rollers and side support rollers E see page > 9. Contact surfaces of the chain rollers A see page > After 50 - 100 operating hours, then every 1000 hours \ 10. Change the oi] filter - see pageA Br Br BP. ESSO Gulf, Hobil oK Shell Texaco 8 B Normal temperatur BP Esso Gulf, Mobil oK Shell Texaco 08 < -15° ¢ BP Esso Gulf OK Shell Texaco c Hypoid oi1 SAE 90 (K-15 C, SAE 80) Chain and wire grease (spray) BT Spare Part No 26778 Rust dissolving oi) vith graphite (spray) BT Spare Part No 26779 Penetrating oi] Plus motor oil 20 W/30 Normal G 108/30 Nobil special 10W/30 or Delvac Super HD Super Extra 10¥/30 Onala oi1 68 Hevoline 10¥/30 Auto 2 Energol ALP 32 Univis BP 32 Hydraulic oi] $ 32 DIE 24 or Flovex Special (Sweden only) Delta oil 32 Tellus T 32 Regal oil R and 0 32 Haydn 32 Bartran 15 Univis HP 22 E Hydraulic oil $ 15 Delta oil 15 alt hydraulic oil LTO Tellus T 15 Rando oi] DZ 15,D Lockhead universal 329 § Gulf OK Shell Texaco ox BP SSO 08 Mobil Shell Texaco Hydraulic oi] § 15 Delta oil 15 Tellus T 15 Rando oi] HDZ 15 Compound Energrease HOG ESL 10 GIorTo 1 Mobil TAC 1 Kuggfett 1029 Tex CLAD 2COMBI TELESCOPIC FORK UNIT General The telescopic fork unit has a separate hydraulic system vith its ovn electric motor, pump, tank, etc. The fluid is distri- buted vie hydraulic valves to the initial-lift cylinder. The lateral movement of the telescopic forks is controlled by a geared electric motor with electric brake, a friction hub and chain transmission. Hydraulic Component Identification Numbers (see diagran on page 5 and {lttstratlons on pege TO) RV45. Directional valve LH66 Load-holding valve OF84 Return ofl filter B62 _Pressure-limiting valve 1098 Initial-1ift cylinder EP89 Pump EM88 Electric motor Lifting The initial 1ift cylinder has a double action. During lifting, directional valve RV45 opens and supplies fluid vie a non— return valve in load-holding valve LH66 to the lifting cylin- der. A variable-speed pump motor ensures smooth operation. The load-holding valve keeps the load in place after lifting has stopped. Lovering When lowering the load, RV45 is not activated. The fluid passes straight through the directional valve to the upper port of the lifting cylinder, which pushes the piston dovn. At the same time the load-holding valve LH66 opens in pro- portion to the hydraulic pressure at the upper port. The variable-speed pump motor ensures smooth lovering of the load.Lateral movement The lateral movement of the forks is controlled electro- mecanically by a geared electric motor vith electric brake, a friction hub and chain transmission. Inspection. an Preventative Maintenance Inspection and preventative maintenance should be carried out according to the following instructions at invervals of between 100 and 250 hours, but not less than once per year. External Inspection: * Make a note of visible damage requiring attention. * Chains - chain mountings. Both for lifting and lateral fork movements. * The lifting chains should be. centred on the chain vheels. * Clean the contact surfaces of all rollers. Check: * Pipes, hoses and connections * The mounting of the lifting cylinder, and that there are no leaks. * The mounting of the fork unit onto the cabin carriage of the mast. * Bolted joints ) * All cables including flat cables * The conmutators and brushes of the electric motor * Check for any abnormal noise from the motor or the pump unit. * Hydraulic fluid level * Clean the breather filter. It is replaced once a year or every 1,000 operating hours.Lateral fork movement. Check: * Tension and fixings of the chains. The play of the forks must be minimized. * Fixing and wear of the chain vheels. Make sure that the wheels do not jam. * Fixing of the drive motor and the pinion. * Fixing of the rollers. Check that they rotate smoothly. When the fork rests on the roller (pos 1 page 9), the roller (pos 2 page 9) should be free. * Check the cog wheels carefully with regard to wear. There must be no play. * That the fork movement is smooth and easy. Deformation and/or vear of the forks, guides, toothed segment, body, and stop lugs should be assessed and if necessary rectified. Adjustments The friction hub is adjustable. The slip torque is adjusted as follows: 1, Loosen the locking screv of the adjusting nut (pos 3 page 9). . Place the truck’s rated load + 50 kg on the forks. 3, Adjust the nut, using a hook spanner vith 0 5 mm pins, so that the fork unit is able to move the load from end stop to end stop without friction hub slipping. 4. The adjusting nut is then turned until one of the lines marked on the nut coincides vith a line on the hub. Then the locking screv fits in a tapped hole. The adjusting nut is locked vith the locking screv. Lifting chains: If necessary, adjust the centering of the chains on the chain wheels. The yoke may tip a bit on the piston rod. Electrical Brake When the joystick for the lateral fork movement is in the neutral position, the electrical brake is applied. The clearance between the magnet housing and the pressure plate should be 0.3 mm (see illustration, page 9. Check with feelers). To adjust, use the 3 adjusting screws (pos. 5, page 9) and lock against the brake end plate (pos. 6, page 9). The brake force can be adjusted using the 6 screws (pos. 7, page 9), though this is not usually necessary.= In the case of pover failure the brake may be released by using the 2 jacking screvs (pos. 8 page 9) to release the brake disc from the pressure plate. General * The lifting chains should be adjusted so that the support rollers (pos. 9, page 10), vhen the forks are lowered, are as lov as possible, without leaving the guides, ( 10 mm). * The chains should be equally adjusted and the yoke of the chain rollers should ‘be horizontal to prevent the flanges of the chain rollers vearing the chains. * The lateral carriage play should be 0.5 mm. This is adjusted using the reversible eccentric axles of the side rollers. (pos 10, page 10). * The fork chains are tensioned using the adjusting nuts (pos 11, page 10). The chains should not be overtensioned, neither should there be any slack which would increase’ the risk of the forks loosing their mid position during travel. The chains should be tensioned equally and adjusted so that both forks move in unison. * The duplex chain on the friction hub should be kept tensioned (pos. 12, page 9). Check that the adjusting screws and nuts are tight. The stop screvs should be loosened before adjustment (pos 13, page 9). £ Adjustment _of k clearance The correct adjustment of the rack and pinion is important to ensure the correct operation of the telescopic fork unit. * Start by loosening the locking nuts of all four support rollers (pos 14, page 10). * Turn the rollers’ eccentric axles so that the pinion shaft is in contact with both racks. * Adjust the upper eccentric axles so that the telescopic fork unit is level in the direction of truck travel. * Tighten the upper roller nuts to 220 Nm (22 kpm). * Lift the fork unit to its upper position and then lover it midvay. * Lock the pinion shaft using a large screvdriver or steel bar (pos 15, page 10). + Use a hoist or other machine, attached to the fork units mid point, to balance the unit.* With the help of a crovbar, manually lift the fork unit up against the upper gear flank. The clearance is measured using a dial indicator on a magnetic stand. * The clearance is adjusted using the lover rollers’ excentric axles (pos 16, page 10). Adjust to 0.1 - 0.2 mm. * The gear flank clearance should be as small as possible, however if too small the unit and truck vill shake vhen Lifting or lowering the unit. Test drive the unit and tighten the lover excentric axle nuts to 220 Nm (22 kpm). LUBRICATION Lubrication should be carried out at the intervals indicated belov, but at least once per year. The lubrication points are shown in the illustrations. Every 100 to 250 operating hours Lubricant 1, Lifting chains A see page 7 2. Chains (forks) A see page 7 3. Racks and pinion EB see page 7 4. Chain (driving) A see page 7 5. Gear wheel - chain vheel E see page 7 6. Check the o{1 level in the in the oil tank. Recommended oil level = 50-75 mm under the filler-cap. (belov the cap) - see page 7 Every 1000 operating hours 7. Oi1 and filter change. Attention! B see page 7 When refilling, use the oil filter. 8. Change breather filter. - see page 7 9. Mast channels at mast rollers and side support rollers. Mast guide-vays at runners and guide-rollers. E see page 7 10. Contact surfaces of the chain rollers A see page 7 Every 50-100 operating hours, then every 1000 hours 11. Oi] filter change.INN 20d oTa09SaTaL WVYOVIG JNNV YGAH. e631 Si AuA Br Br BP Esso cult Mobil OK Shell Texaco 8 B Normaltemperatur BP ESSO Gulf. Mobil OK Shell Texaco a8 < -15% ¢ BP ESSO Gule OK shell Texaco c Hypoid oil SAB 90 (15 C, SAE 80) Chain and wire grease (spray) BT Spare Part No 26778 Rust dissolving oil with graphite (spray) BT Spare Part No 26779 Penetrating oi] Plus motor oil 20 4/30 Normal G 10W/30 Hobil special 10¥/30 or Delvac Super HD Super Extra 10¥/30 Omala oil 68 Havoline 10/30 Auto 2 Energol HLP 32 Univis HP 32 Hydraulic oil S 32 DIE 24 or Flovex Special (Sweden only) Delta oil 32 Tellus T 32 Regal oil R and 0 32 Haydn 32 Bartran 15 Univis HP 22 £ Hydraulic of1 $ 15 Delta oi] 15 alt hydraulic oil LTO Tellus T 15 Rando oi] HDZ 15D Lockhead universal 329 s Compound Energrease MOG ESL 10 GioTTo 1 Mobil TAC"81 Kuggfett 1029 Tex CLAD 211112) Articulated-Steering Cylinders When the Combi is turned to the maximum extent in any direction, the forward and rear chassis sections will move against each other. It is important, therefore, that, if the cylinders are replaced, they should be adjusted properly to give 3-5 mm clearance when the cylinder piston is fully extended. (See illustration). “mecanically Access to the rear mounting of each articulated-steering cylinder is through the battery compartment. A threaded cover keeps the rear axle in place. Installation of Articul ing Cylinders 1) Turn the forward chassis section to the right until it reaches the mechanical stopping point 2) Put in place the rear mounting ~ axle and cover — of the left-hand cylinder. Shorten of lengthen the cylinder as required by turning the piston link ring, so that the piston will extend to just 3 -5 mm short of its maximum reach. Fasten the axle of the forward mounting 3} The right-hand cylinder will now not be able to extend to the full 4) Turn the forward chassis section to the left until it reaches the mechanical stopping point. 5) Put in place the rear mounting ~ axle and cover ~ of the right-hand cylinder. Shorten or lengthen the cylinder as required by turning the piston link ring, so that the piston will extend to just 3 -5 mm short of its maximum reach. Fasten the axie of the forward ‘mounting. 6) The left-hand cylinder will now not be able to extend to the full. Check again after completing installation that neither of the articulated-steering cylinders extends to the full when the truck is turned to the maximum possible extent. The mechanical stopping point should be between the forward and rear chassis sections.1989-04-26 1(4) LOADING/UNLOADING THE BT COMBI DURING DELIVERY ‘The BT Combi can be loadediunioaded either by an overhead crane, crane hooks and wires, fr by 2 fork truck. For details of weight, height and suitable lifting points see the illustration and table. LIFTING WITH CRANE HOOKS AND NIRES _ ‘The hooks must be attached at four points, marked with crane hook symbols, at the base of both chassis sections. The articuleted section in the middle of the truck must be locked mechanically with the supplied locking pin while lifting is taking place LIFTING WITH & FORK TRUCK ‘Theforksof the truck used must be long enough to reach right under the full breadth of the BT Combi, and protrude @ good 100 sm on the far side. One fork should be positioned just behind the wheels of the forward chassis sections, the other just behind the removable side covers of the rear chassis section. Make sure that the latter fork lifts under the solid section of the chassis, not on the base plates benesth the side covers, which are only screwed ‘9n, The articulated centre section of the truck must be locked mechanically with the supplied Tocking pin when the BT Combi is lifted. NOTE! Do not forget to remove this locking pin before the machine is driven for the first time.DELIVERY OF THE BT COMBI WITH MAST (TRIPLEX) DISMANTLED When the BT Combi is ordered with a high-lifting mast, the truck will be shipped in three parts: The forward and rear chassis sections (note that the drive unit wheels will be in the braked position: braked by the parking brake). * The mi including the cabin and the gear rack frame of the three-way fork unit. The column of the th sway fork unit ASSEMBLY OF THE MAST ONTO THE CHASSIS During transportation, the mast will be placed horizontally, lying forwards. The mast’s middle ‘and inner guides andthe cabin carriage will be held in place by a transverse flat bar (for shipping only). See “Inspection and Preventative Maintenance” for illustrations which show the mounting points of the mast. Forward Chassis Section: 4 Remove the transport seals of the hydraulic pipes. The hydraulic pipes must be pulled ‘ut towards the sides of the chassis when the mast is being lowered into the chassis. “% The shims supplied for adjusting the angle of inclination of the mast are shipped in their correct installation position at the lower rear mast mounting on the forward chassis section. These shims should be removed at this stage, for installation in a later step of the assembly procedur % Remove the four caps on the upper forward mast mounting. ‘4 Unscrew all the stop screws (later to be tightened against the mast frame) completely: ‘two from the inside of the chassis and four from the outside. Mast: 4 Remove the transverse fiat plate (for shipping only) which has held the various mast components in place & Install the special cradle, no. V11~ 1053/1, with four screws. This cradle automatically locks the cabin carriage (and, as a result, the middle and inner guides) in place on the mast frame. When it is lifted from the horizontal to the vertical position, the mast, complete with cabin and gear rack frame, will then be able to “roll” across the cradie. eA special lifting yoke, no. V11~ 1053, is required for lifting the mast. The lifting yoke consists of two plates and two lifting pins. The plates are to be mounted using the tappad holes provided on the sides of the mast frame. It is very important that the plates should fit snugaly egainst the mast frame and that the mounting screws should be tightly fastened. The plates have a number of ready-made tapped holes for the lifting pins. The correct holes for the pins will depend upon the lifting height of the mast, so that its centre of gravity will be correctly positioned when it is being lifted into place. When ‘being lifted into the forward chassis section, the mast must be vertical or lean backwards 1 to 2 degrees.i ete) * 314) ‘The lifting yoke projects G00 mm above the mast (the length of the liting yoke chains jean be adjusted using the hooks located just under the beam) ‘The whole mast must also be lifted up 1200 mm to clear the side panels of the forward chassis section. ‘When the mast is lifted, the lower gear rack, which is protected by boards during shipping, I “roll” over @ Euro-pallet to begin with. Later, the load will be transferred to the cradie, which will also “roll” over a Euro-pallet upon which 10 mm-thick metal shest has been placed to distribute the load on the pallet. Remove the cradie once the mast is hanging clear in the lifting yoke. ‘The mast is now ready to be lowered into the forward chassis section, It should be ‘carefully aligned laterally with the mast pins. Perform the preliminary installation of the outer caps and both the upper and lower mountings ‘on the rear of the mast. (Note that the upper nuts and washers for the rear upper mounting must be installed when the mast is actually being lowered into the chassis.) Remove the locking devices put on the lifting cylinders for shipping (the locking plates which hold the cylinders in place in transit). Connect the hydraulic pipes to the bases of the cylinders with the connectors supplied. Connect the connection units and the power cables behind the mast. Lift the column of the fork unit (with a lifting loop at the top so that it hangs as straight as possible, Unscrew the left mechanical stop of the ge: correct position. rack frame and push the column into its Connect the electrical terminals and hoses of the fork unit as marked. Install the cable chain mounting, the guard plates and the mechanical side stop. Fill the hydraulic fluid tank of the fork unit with the correct hydraulic fvid. Tost all functions of the fork unit Rei ‘the cabin so that the inner mounting caps can be put in pl install shims if necessary to achieve the correct degree of inciination of the mast (backwards). ‘The angle should be 15'—20' measured at the mast frame. Tighten all the mast mountings according to the instructions given in "Inspection and Preventative Maintenance”. Connect the leakage oil hoses for the lifting cylinders. Test all functions of the truck.[ve ose) oor» 02. | oor | co99 20% NI ‘3Nves NOVY onss woes | avez | anez | vosz | oosz FP yygya tant isuH at azan | seen | soe vzss | sa6z | as9z ose | ansL su LIFTING POINTS —— FORK LIFTING POINTS|Ori ving JOYSTICK, - Inverter 7 unit Pulse ransmitrer DrivemotorsSteering G3 Steering wheel Pul'se’ ‘generator Monitoring circuit Steering angle cpu ee v s Stee Start J Ty st atarm [x_ [v] PvsdJOYSTICK Override $31 Pulse transmitter ul Pulse transmitrer Ref, B1g JOYSTICK f OVERRIDE : ruter | $31 & CS Pulse transmitter AZS__ | —. ir I ui » XR NI fos 4s0 Pulse transmitter i Ref. B1 ro | ARAL cry 10 co Sv43 ~, 019 vce V ] | Pv b2Parking brake 52 [Right deadman’s handle |Bi rake JOYSTICK. Braking regulator Braking solenoidSs Battery state of chargeln > fo Iz a Lo Ignition switch Emergency stop —| i }#— Ssec Start modul Main contactorOUTLINE CIRCUIT DIAGRAM ~ DRIVING FUNCTIONS The joystick for the driving functions is located on the right-hand side of the panel. It provides an analogue voltage of between 0 and 10 volts. 10 volts = full speed. The joystick is connected to the speed regulator which controls the thyristor panel and to the computer via a filter circuit board and an A/D converter. The speed regulator produces ¢ signal of between 2.8 and 3.8 volts which controls the thyristor panel. The thyristor panel controls the current in the two drive motors via drive-direction contactors K11 and K13 ‘The computer monitors the speed of the truck, and can influence ‘the operation of the speed regulator via a D/A converter by limiting ‘the output to the thyristor panel ‘The computer also monitors the thyristor panel, for example: driving allowed DS 30/10-11, full speed DS 30/7 and safety circuit DS 30/14 via an inversion module. The drive-direction contactors, K11 (forward) and K13 (reverse) are also controlled by the computer via a booster cerd, The actual speed of the truck is measured by 2 pulse generator in each drive gear. The pulse generators are connected to the speed regulator. STEERING The steering wheel is located on the left of the panel. The steering is electric. A 2-phase pulse generator produces 100 pulses per revolution. The steering signal is transmitted to the computer vie @ monitoring circuit, The monitoring circuit checks that the steering wheel's electronic cables are in order. A 1 kHz signal informs the computer that they are in order. The 2-phase pulses are checked by the computer. Steering takes place vie proportional valves to the cylinders for the articulated steering, and for this reason the pump motor must be started for steering to take place. An accumulator is built into the hydraulic system to provide 8 swift response when steering begins. Pressure in the accumulator is controlled by the pump, via the computer and pressure relays.The three pressure relays are set at 30, 60 and 80 bars. When steering begins, the pump starts up and the pressure rises to 80 bars. The pump then shuts off and the pressure in the accumulator is used for steering, When the pressure falls to 60 bars, the pump starts up again. If the pressure should fall below 30 bars, an alarm is given via the computer. The steering angle is indicated by @ potentiometer. Straight articulated steering section = 5 volts, and the maximum steering angle is + 53° The computer controls the proportional vaives via the control circuit board and the output stage. Between the output stage and the pump valve is the emergency cut-out for the steering. There are two emergency: stop switches located in the articulated steering section, and one of these should be pressed in when work is being performed on this part of the truck, to prevent possible injury The emergency-stop function is reset by pulling out the button and activating the ignition key. RAISING THE CABIN The right-hand joystick is lifted to raise the cabin. The speed at which the cabin rises will be relative to the distance the joystick is lifted. The output signal (0 to 10 volts) enters the computer via a filter and an A/D converter. The computer is also supplied with dats from a reference pulse generator, which provides signals at lifting heights between 0.9 and 3.9 metres, a lifting pulse generator (100 pulses/revolution!, and @ button for lifting above the programmed obstacle lift height. The computer sends signals, not only to the booster card which supplies positive current to K30 and K31 and starts the pump motor, but also to the proportional-valve-control circuit board (A 18}, which supplies current to proportional valve PV42 (0.4 to 1.9 A}. The fact that the the proportional valve functions as @ controlled overflow valve means that a fast lifting speed is obtained when the vaive is narrowed and @ slow speed when it is opened. The cabin will stop lifting if the computer has not received signals from the reference pulse generator within the lifting range 0.5 m. If this occurs, only lowering of the cabin may take place until signals are received from the reference pulse generator. The signal of the reference generator is compared with the cabin- liftcheight puise generator. An alarm is given when the rubber roller on the pulse generator becomes too worn.LOWERING THE CABIN Pressing the right-hand joystick causes the cabin to lower. The speed with which it is lowered is relative to the extent to which the joystick is depressed. The output signal (0 to 10 volts} enters the computer via a filter and an A/D converter. in the computer program there are ramp functions for start, stop and slowing the lowering of the cabin, The computer is supplied with information on the current level of the cabin, as is the case when the cabin is being raised. Via the booster card, the computer controls hydraulic valves SV43 and svaa, Proportional valve PV42, which is now in series with the oil flow, is controlled by the computer vis the proportional-valve-control circuit board, and determines the speed at which the cabin is lowered (output signal 10 to 0 volts) ‘The regenerative feedback current is set at maximum 60 A at the maximum lowering speed. This produces a current of 10 A in the pump motor shunt field DRIVING BRAKE The driving brake is incorporated in the right-hand joystick. From there, signals are sent to the braking-current regulator. The braking- current regulator also receives information from the computer, which determines the maximum braking power. The braking-current regulator controls the supply of current from the braking coil to the hydraulic brake. With the cabin at ground level, the braking current is 20 A. The braking current is reduced relative to the distance of the cabin from the ground. With GNE braking-current regulator and the big brake coil, the current is BA, PARKING BRAKE A photo-electric cell in the right hand-grip releases the parking brake. Signals sent via the computer to the booster card are relayed to solenoid valve RVSO. RVBO causes hydraulic cylinder BC97 to counteract the springs which keep the tuck brakedBATTERY CONTROLLER Curtis monitoring device with relay-output is used to monitor the battery, If the level of charge is too low, this is indicated on an instrument and the computer is also notified, which causes it t0 shut down raising of the cabin. STARTING The ignition switch supplies +48 volts via the emergency stop button to computer port A25, and K10 operates at 48 volts for 5 seconds. In the course of these five seconds the three-volt supply must start (+5 V, £15 Vi so that CPU start occurs, the monitoring circuit in the computer supplies +24 volts fran the DC/DC converter (48 to 24 volts}, 24 volts are supplied to cable 22, and this takes over the holding of K10 which will now work on 24 volts,DESCRIPTION OF THE ELECTRICAL SYSTEM OF THE BT CT 1250 Design No. 0129345, Programme version 3 PUMP MOTOR M1 (SHEET 1) A) The pump motor functions as a compound motor. When the pump motor starts up, contactors K30 and K31 operate. At this stage current is being supplied both through the series field and armature and through the shunt field. During high-speed lifting the shunt field is shut off. Pump motor fuse Fl = 250 Ai B) The coils of the pump contactors can be seen on sheet No 7 of the draving. C) The coil of the main contactor, K10 is on page 4. D) Fuse F3 for the DC/DC converter in the operator's cabin = 100 A. E) Fuse F6, supplying the computer, = 20 A. F) Fuse F7, for the battery relay = 7.5 4. G) The diodes D3 and D4 are free-vheel diodes. SIGMA PANEL AND DRIVE MOTORS (SHEET 2) A) The fields of the tvo drive motors (M2 and M3) are connected in parallel, as are the tvo armatures. R16 is the plug braking resistor, Kll and K13 are drive~ direction contactors, and K16 is the-bypass for R16 during driving. The diode unit Dl consists of diodes in series vith each armature. K14 is the by-pass contactor. The motors are fused by F2 (250 A) via input G of the thyristor panel (Al6). The 24-volt feed to the DS-30 WOM circuit board is routed via Anput 12 on Al6. The rated output from the speed regulator is obtained via Al6, input 4. 112) 1293452(12) B) An inversion module must be used to adapt the Sigma panel to the computer system. Output 5 on Al6 is the safety circuit. Output 5 is normally lov. This situa tion is inverted and, as a result, output 3 on the inversion module (A17) is made normally high. The same applies to output 8 on Al6 vhich runs low at full speed. Output 5 on A17 is thus high at full speed. When K14 operates, A17, input 9, receives a high signal. The signal is inverted and output 7 on Al? gives a low signal to Al6, input 9. Input 8 or 11 on Al7 runs high, vhen either of the contactors Kil or K13 operates. ‘Input 10 on A16 will then be lov. C) Cable 15 is connected to A16, input B, vhere the diode is located. Cable 18 is connected to Al5, input A. The shunt is located on Al6, between input A and and output H. Max current limit = 350 A. D) The purpose of the capacitor Cl (10.000uF), between 416, input 6 and battery minus is to eliminate disturbances of the pover supply caused by Al6. BRAKING CURRENT REGULATOR AND BATTERY INDICATOR (SHEET 3) A) A braking current regulator (420) controls the current in the braking coil (12). Coil Y2-is fused by F4 (20 4) via A20 input 13. The maximum braking current is 8A. The output from the joystick for braking is obtained via A20 input 5 (0 to 10 volts). The maximum braking pover is determined by the compu- ter vhich supplies a voltage (0 to 10 volts) to A20 input 1. 5 volts provide 50% braking pover at an output of 10 volts from the joystick. 420 input 2 is a digital input vhich is controlled by the computer. Full braking pover is available vhen a high signal is sent, regardless of vhether the joy- stick is being used or not. 420, input 7, provides a high signal, vhen the brake is OK. When a fault occurs, e-g in the braking coil or at a too high temperature, output 7 runs lov and the computer indicates braking error (code 9). 1293453(12) B) Fuse F5 (7.5 A) is for the DC/DC converter A24, the warning light and the cooling fan M10. C) The battery relay (A15) indicates, via an instrument, how much energy there is left in the battery. when only 20% remains, the battery relay cuts the voltage supply from A15 output 6 to the computer, vhich in turn Stops the lifting function. ON AND OFF SWITCH, AND VOLTAGE UNIT (SHEET 4) 48 volts are supplied via the control fuse F6 (20 A) to input 1 of the computer port (A25). On/off svitch S17 and emergency-stop switch $21 are connected between inputs 2 and 3 of A25. The negative pole of the battery is connected to input 4 of A25. The DC/DC converter A24 (48/24 volts) receives 48 volts from fuse F5 (7.5 A, sheet 3), cable 19. 24 volts from A24, cable 90, to A25, input 6. After computer start and checking of the internal voltage supply (+5, +15 and -15 volt) 24 volts are connected to A25, output 5, cable 22. The main contactor K10 is connected between A25, outputs 7 and 10. The battery's negative pole (cable 40) and negative for the electronics (cable 400) are connected at the DC/DC converter. PROPORTIONAL VALVES, STEERING (SHEET 5) The two cylinders for the articulated steering are controlled by one proportional valve each, PV49:1 and PV49:2 respectively. PV49:1 and 2 are controlled by an output stage Al which receives its signal from the computer A25. There are two anti-crush-protection svitches ($1 and $2), one on either side of the articulated-steering section. PV49:1 and 2 will not operate until relay Ki has been activated. If either of the anti-crush-protection svitches is activated, Ki trips and steering action is halted. This is indicated by LED H9. The "steering alloved"-signal from the computer is routed via booster circuit board As, the current (carried by cable 65) can be cut by the computer if steering is not alloved (steer-error). 1293454a(i2) BOOSTER CIRCUIT BOARD A2 (SHEET 6) When the parking brake is to be released, RV50 receives positive voltage from A2 via output 2, cable 42. LED 2 will light up to show that output 2 i positive. Forward-drive contactor Kll receives its positive vol- tage from output 3 and this is indicated by LED 3, reverse-drive contactor K13 receives its positive vol- tage from output 4, indicated by LED 4. By-pass contactor Kl4 receives its positive voltage from output 5, indicated by LED 5. Outputs 3, 4 and 5 are also connected to inversion module A17 (sheet 2). Plug braking contactor K16 receives its positive voltage from output 6, indicated by LED 6. The LEDs, which are green, indicate an input signal to the booster circuit board. The voltage to A2 is supplied via relay K3 to input 7. For RV50, K1l, K13, Ki4 or K16 to operate, B2 (sheet 14) must be activated and K3 operate. BOOSTER CIRCUIT BOARD A3 (SHEET 7) ‘The computer can send a signal via output 2, cable 52, to the braking current regulator, 420, to brake the truck regardless of the position of the joystick. This is indicated by LED 2. Pump contactor K30 receives its positive voltage via output 3, indicated by LED 3. Field current contactor K31 receives its positive vol- tage via output 4, indicated by LED 4. Seat valve SV43, lowering valve left cylinder, receives its positive voltage via output 6, indicated by LED 6. The negative return is via K3. BOOSTER CIRCUIT BOARD A4 (SHEET 8) Directional valve RV40, steering, receives its positive voltage via output 2, indicated by LED 2. The hour recorder Pl receives its positive voltage via output 4, indicated by LED 4. 129345,5(12) If steering is alloved, positive voltage is obtained at output 5, indicated by LED 5, cable 65 is connected to the anti-crush-protection switch (sheet 5). The overload-varning light H11 receives its positive voltage via output 6, indicated by LED 6, if the forks are overloaded. BOOSTER CIRCUIT BOARD A5 (SHEET 9) Cable 73, connected to output 3, receives its positive voltage when the driving speed is lover than or equal to inching speed. Cable 73 is connected to the fork unit (sheet No. 21 for the turret head and sheet No. 22 for the telescopic fork unit). Relay Ké provides negative return to the solenoid valves RV47 (lateral movement) and RV48 (rotation) of the turret head. If the truck instead is equipped vith a telescopic fork unit, cable 73 is connected to A29, input 40 (fork blocking). BOOSTER CIRCUIT BOARD A7 (SHEET 10) Seat valve SV44, lowering valve right cylinder, receives its positive voltage via output 2, indicated by LED 2. Negative return is via K3 (sheet 7). Indicator light H4, straight articulated-steering- section, located on the instrument panel, receives its positive voltage via output 3, indicated by LED 3 vhen the articulated steering section is straight. Indicator light H12, straight articulated-steering- section, located in the articulated steering section, receives its posititve voltage via output 4, indicated by LED 4 when the articulated steering section is straight. Negative return via All (sheet 16) input 5. Indicator light #5 "in narrov aisle", located on the instrument panel, receives its positive voltage via output 5, indicated by LED 5 vhen the truck is in narrow aisle. Output 6, cable 96, gives a position signal to input circuit board A9 vhich ‘informs the computer that the truck is in a narrov aisle. 1293456(12) JUNCTION MODULE AB (SHEET 11) Only outputs 6 and 7 are used on junction module AB. Output 6 provides positive voltage, when a fault occurs, to indicator lamp H2 (total faults), located on the instrument panel. To specify the type of fault, check the display on the computer box. The cabin warning buzzer is connected to output 7 and gives a short audible signal when a fault is indicated. INPUT CIRCUIT BOARD A9 (SHEET 12) The three pressure relays for the servo-steering are connected to the input circuit board. No 1. 1V51 gives an alarm if the ofl pressure falls below 30 bars. A positive signal to input 1. When pressure is over 30 bar. Al on input board 1 is on. TV52 starts the pump vhen the oil pressure falls below 60 bars. Signal to input 2. When pressure is over 60 bar. Bl on input board 1 is on. TV5S3 shuts dovn the pump vhen the oil pressure reaches 80 bars. Signal to input.3. When pressure is over 80 bar. A2 on input board 1 is on. When the truck is in a narrow aisle, a positive signal is sent from booster circuit board A7 (sheet 10) via cable 96 to input 8. B4 on input board 1 is on. A positive signal is sent from the fork units to input 13 vhen the forks are in the "home position". A7 on input board 1 is on. INPUT CIRCUIT BOARD A9 (SHEET 13) The reference pulse generator for height, B1, which indicates the metal rail situated between 0.9 and 3.9 metres (lift height) sends a positive signal to input 14 vhen it detects the rail. B7 on input board 1 is on. Reference pulse generator Ul, located on top of the mast, is connected to inputs 15 and 16. This pulse generator produces 100 pulses per revolution. A8 and Be on input board 1 indicate the pulses. 1293457(12) When an aisle end brake is installed, two micro- switches, $3 and $4 are fitted. They are connected to A9, inputs 18 and 19 (option). INPUT/OUTPUT CIRCUIT BOARD A10 (SHEET 14) - Input 1, cable 131, comes from inversion module Al7. When the safety circuit from the Sigma panel causes a cut-out to occur, the positive signal disappears from input 1 and All on input board 1 is off. - Input 2, cable 132, comes from inversion module A17 When the by-pass contactor closes, input 2 receives a positive signal. B11 on input board 1 is on. - Photo-electric cell B2, located in the right hand- grip, controls the parking brake and is connected to input 3. When the operator has his hand on the right hand-grip, over B2, input 3 vill receive a positive signal and so will relay K3. K3 is active. AlZ on input board 1 is on. = Micro svitch S31, “extended lift" is activated when lifting is required above the programmed obstacle lift height. Input 4 vill then be made positive and lifting can take place to the maximum lift height. S31 is option. To check that the contacts of K3 have not been welded together, one of the contacts is connected to input 5. In parking position this contact must be closed and LED A9 on input board 2 is lit. . - Input 6, brake OK, comes from the braking current regulator A20 (sheet 3). If the brake is OK, input 6 is positive and LED B9 on input board 2 is lit. - Input 9 is connected to battery relay A15. When the battery capacity falls belov 20%, A15 vill cut out the positive voltage which normally occurs at input 9. This prevents all further raising of the cabin. Al on input board 2 is off. - Input 10, steering-cable monitoring, is normally positive. If a malfunction arises in the electric cables for the steering, the positive voltage is interrupted and the truck stops. B1 on input board is off. 1293458(12) ~ Input 11, anti-crush-protection switch, cable 141, controls relay K1 and S1 and S2. If either of the anti-crush-protection switches is pressed in, the positive voltage at input 11 is cut and the steering vill not function. Warning light H9 will indicate that an anti-crush-protection svitch has been activated. A2 on input board is off. ~ Input 12, chain slack. The four slack-chain relays S79, $80, S81 and S82 are arranged in series and must be closed for a positive signal to be received at input 12. If the positive voltage is cut, the cabin cannot be lovered. B2 on input board 2 is off. The signal from the slack-chain relays is also input into voltage unit A22 in the cabin. + Pressure relay TV54, overload, is connected to input 13. INPUT/OUTPUT CIRCUIT BOARD A10 (SHEET 15) Photo-electric cell B3, the dead man’s handle, is loc ted in the left hand-grip. When the truck is operating in a narrow aisle where the truck does not need to be steered, the operator must keep his left hand on the dead man’s handle. - Input 14 is connected to photoelectric cell B3 for the dead man’s handle. Parallel vith B3 is a LED, H6, which shows vhen the dead man’s handle is activated. This sends a positive signal into input 14. B3 on input board 2 is on. = Input 15 is the input for the door monitoring. When both doors are closed, input 15 receives a positive (Gc signal. If one or both of the doors is open, the w positive signal ceases. A4 on input board 2'is on. Instead, LED E3 lights up, indicating that the door is open. LEDs H3 and H6 are both located on the instrument panel. i ~ Input 16 receives a positive signal by moving forks. e B4 on input circuit board 2 is on. ~ Output 25 is channel 1 and output 26 is channel 2 from the electric servo-steering, maximum frequency 440 Hz = 10 volts. 1293459(12) INPUT/OUTPUT CIRCUIT BOARD A11 (SHEET 16) Potentionenter Ri, the articulated-steering-section potententioneter, is connected to connectors 2, 3 and 5. Output 2 provides 10.00 volts and output 5 is negative Voltage indicating the angle of the articulated steering section enters input 3 (straight articlutated-steering- section = 5 volts). The signal then travels on from output 6 to filter circuit board Al2. - Inputs 7 and 8 receive information from B6 and B7, "aisle-indication". When the truck is in a narrow aisle, inputs 7 and 8 are both positive. ~ Pulse generator U3, steering, is connected via channel 1 to input 10. The pulse generator has a third output which is connected via cable 184 to input 24 (sheet 18), and produces a signal of 1 kiiz if all cables are intact. If a cable malfunction should arise (in either voltage or pulse cables) the 1 kiz signal ceases and the truck cannot be driven. See error message. INPUT/OUTPUT CIRCUIT BOARD All (SHEET 17) ~ The joystick unit, Al8, for forvard/reverse, up/down and braking receives its voltage feed from the voltage unit in the cabin, A22. - The signal for forvard drive enters at input 11, exits at output 12 and continues to filter circuit board Al2. ~ The signal for lifting is routed direct to filter circuit board Al2 (sheet 19). - The signal for lovering is routed direct to filter circuit board Al2 (sheet 19). ~ The signal for reverse drive enters at input 13, exits at output 14 (sheet 18) and continues to filter circuit board A12. = The signal for braking, cable 196, goes directly to the braking current regulator 420, input 5 (sheet 3). 129345