Still OM Pimespo Series Series XOP XOP2ac XOP3ac Workshop Manual

PI.PI.ESPD

Workshop literature Series XOP

XOP2ac • XOP3ac

img61200440514m 1

W8054396EN Edition 09/2006

First edition.

Chapter Electrical operating brake new.

Corrections.

Workshop literature W8 054 396 EN 09/2006

I

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- 1

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- 1

Driving speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

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Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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- 7

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- 7

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 7

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- 13

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 13

Preparation for downloading to CAN control system . . . . . . . . . . . . . . . . . . . . . . . . .

- 15

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- 16

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 16

Selecting a file . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 17

Selecting a truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 18

Selecting a control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 19

Checking the connection to the CAN control system . . . . . . . . . . . . . . . . . . . . . . . . .

- 20

Start programming to CAN control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 21

Close the program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 22

Workshop literature W8 054 396 EN 09/2006

III

IV

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 3

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 9

Test

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- 10

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 11

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 12

Test

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- 13

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 14

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 15

Test

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- 15

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Workshop literature W8 054 396 EN 09/2006

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 14

Test

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- 15

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 15

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 16

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Workshop literature W8 054 396 EN 09/2006

V

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- 1

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

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- 3

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 3

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 3

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Test

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- 5

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 5

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- 5

Test

VI

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- 5

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 6

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 3

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 14

Workshop literature W8 054 396 EN 09/2006

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 3

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 1

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 2

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- 4

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 4

Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 5

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- 6

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 6

Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 7

Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 7

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 9

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- 10

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 10

Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 10

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 11

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 11

Workshop literature W8 054 396 EN 09/2006

VII

Test

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- 11

Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 8

Testing inductive ZAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 9

Inductive ZAG error list

........................... ......... ...... ....

- 10

Fitting the steel plates

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- 12

Inductive proximity switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 13

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- 14

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 14

Testing ZAG magnetic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 15

ZAG magnetic error list

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- 16

Switching magnets

VIII

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- 18

Fitting switch magnets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 21

Bistable solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 22

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- 23

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 23

Testing ZAG magnetic diagonal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 24

ZAG magnetic-diagonal error list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 26

Fitting switch magnets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 28

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- 29

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 29

Testing the ZAG reflex light barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 31

ZAG reflex light error list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 33

Fitting the reflectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 35

Reflex light barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- 36

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- 1

Workshop literature W8 054 396 EN 09/2006

a

It is prohibited to increase the max. driving speed setting The max. permissible speeds are set as default values in the vehicle controls (FZS). They can be adjusted or reduced using parameters addressed by the ParaDigOderPick diagnostic software .

Lift height < parameter P32 (fork height ≤1.2m at max. auxiliary lift height)

9

Lift height > P32 + 1800mm generally

2.5

Platform height >P32 and <3m and steering angle <10° (only when 4km/h option activated)

4

Platform height >P32 and <3m and steering angle >10°

2.5

P32 = Lift height without speed reduction.

Workshop literature W8 054 396 EN 09/2006

-1

Under aisle recognition (steering locked, 2-hand operation) from height OS1 (settable using parameters P52 / P53) the max. speed is steplessly reduced by the height measurement system until speed P07 is achieved.

If the vehicle is on the guide wire and the lift height is < P32 but aisle recognition is not activated, the maximum permissible speed is 4 km/h.

The start of the speed reduction at the corner point OS1 always relates to the 11 km/h maximum speed. If the vehicle maximum speed is , the speed reduction occurs only at correspondingly greater lift heights (see diagram), even if at the point OS1 lift height has been reduced to 0.

-2

Workshop literature W8 054 396 EN 09/2006

a

During the diagnostics all displays and vehicle functions are . The steering, the display manual steering /automatic steering (1) and the display field (2) remain active.

The onboard diagnostics allows various switching signals and set values to be checked from the control desk, without having to close the service notebook.

Onboard diagnostics is controlled using the (3, 4) buttons.

+

The following menus are available: 0_ EPROM versions.

1_ Battery type.

2_ Digital inputs groups 20..27.

3_ Analog inputs 30..34.

Workshop literature W8 054 396 EN 09/2006

-1

¾

+ together for >2s. On the display appears menu 0_ (5).

¾ For the next menu in diagnostic mode, press <1s. For the previous menu, press <1s.

Various software versions are displayed in menu items 0P, 0C, and 0S . ¾ To display menu 0_: Press for >2s. On the display menu item 0P xxx (6). ¾ To switch between menu items: Press ¾ To exit menu item 0: Press

<1s.

for >2s.

¾ To exit diagnostics mode, press

for >2s.

EPROM version for the control desk.

EEPROM version for the control computer in vehicle control (FZS).

EPROM version for the monitoring computer in vehicle control (FZS).

The battery type is set using the diagnostics software.

In menu 10 the battery type is only displayed. ¾ Display menu 10 (1): Press ¾ To exit menu 10: Press

for >2s.

for >2s.

¾ To exit diagnostics mode, press

-2

for >2s.

Workshop literature W8 054 396 EN 09/2006

In each menu item 20..27 8 digital inputs are symbolically represented by a bar code.

A short vertical bar (1): LOW level = 0V. A longer vertical bar (2): HIGH level > 0V (24V or 48V signal). ¾ To display menu 20 (3): Press

for >2s.

¾ To change between the menu items: Press or <1s . ¾ To exit menu items 20..27: Press

for >2s.

¾ To exit diagnostics mode, press

for >2s.

The signals are read in the various CAN controls: (1) Vehicle control (FZS).

(2) Control desk control (BPS).

(3) Electric Steering (ELK).

(4) Inductive automatic guidance (IZF).

0

EMERGENCY STOP

X1:1

1

1

EMERGENCY STOP Chain switch right

X9 - 2 / 4

2

2

X1:17

1

3

Chain switch left

X1:16

1

4

X1:28

1

5

External drive switch off Steering fault (ELK), 0V=OK

X1:27

1

6

Close brake 1st stage

CAN

1

7

Reference switch height measurement system

X1:29

1

0

Press 2-hand Press 2-hand auxiliary lift

internal

2

1

internal

2

2

Press Q

internal

2

3

Press X

internal

2

4

internal /X2:12

2

5

Press S Press Manual / automatic steering

internal

2

6

Press the horn

internal

2

7

n.c.

X2:11

2

0

Foot switch NO

X1:18

1

1

Foot switch NC Enable steering

X1:11

2

CAN

3

2

Workshop literature W8 054 396 EN 09/2006

-3

3

Steering active

CAN

3

4

Direction signal AS (drive side)

internal

2

5

Direction signal LS (load side)

internal

2

6

Active control desk (0=LS, 1=AS)

X2:1

2

7

Active set value potentiometer steering (0=AS, 1=LS)

CAN

3

internal

2

internal

2

0

Press 2-hand Press 2-hand auxiliary lift

1 2

Direction signal RAISE (set value potentiometer /auxiliary lift)

internal /X1:13

2

3

Direction signal LOWER (set value potentiometer internal /X1:14 /auxiliary lift)

2

4

Enable hydraulics

X1:19

1

5

Press 2-hand auxiliary lift load side

X2:2

2

6

Limit switch auxiliary lift BOTTOM

X2:4

2

7

Limit switch auxiliary lift TOP

X2:4

2

0

Barriers NO

X1:9

2

1

X1:10

2

2

Barriers NC Barrier (load side) NO

X2:6

2

3

Barrier (load side) NC

X2:5

2

4

Pallet switch NC

X2:8

2

5

Pallet switch NO

X2:7

2

6

Roof switch NO

X2:9

2

7

Roof switch NC

X2:10

2

0

Rail guide switch LEFT NO

X2:5

1

1

Rail guide switch LEFT NC

X2:6

1

2

Rail guide switch RIGHT NO

X2:7

1

3

Rail guide switch RIGHT NC

X2:8

1

4

Request STRAIGHT by FZS to ELK on aisle recognition and actual value <±5°

CAN

3

5

Acknowledge actual value STRAIGHT by ELK to FZS on aisle recognition

CAN

1

6

Steering set value >±5°

CAN

3

7

Not operational

-4

Workshop literature W8 054 396 EN 09/2006

0

Free input 1 chassis

X2:31

1

1

Free input 2 chassis

X2:32

1

2

ZAG STOP

X2:19

1

3

X2:20

1

internal

2

5

ZAG REDUCTION Press Manual / automatic steering Aisle recognition by the IZF

CAN

4

6

Set value at steering (potentiometer=0 / IZF=1)

CAN

3

7

Not operational

0

Free input 1

X3.2

2

1

Free input 2

X3.3

2

2

Free input 3

X3.4

2

3

Free input 4

X3.5

2

4

Free input 5

X3.6

2

5

Free input 6

X3.7

2

6

Press X

internal

2

7

Press S

internal /X2:12

2

4

Analog inputs are shown in menu items 30..34.

Actuation of the set value drive / hydraulics potentiometer is additionally shown on the associated direction signal (1). The displayed value (2) multiplied by 0.01 gives the set value in Volts.

The value shown in menu 32 (height measurement system) multiplied by 0.005 gives the set value in Volts. ¾ To display menu item 30 (3): Press

for >2s.

¾ To change between the menu items: Press or <1s . ¾ To leave menu items: Press

for >2s.

¾ To exit diagnostics mode, press

for >2s.

Workshop literature W8 054 396 EN 09/2006

-5

30

Set value drive potentiometer

internal

2

31

Set value hydraulics potentiometer

internal

2

32

Height measurement system

X2:30

1

33

Load measurement

X2:17

1

34

n.c.

-6

Workshop literature W8 054 396 EN 09/2006

The service software "ParaDig"(3) is used for parameterising and diagnosing different truck and control system types.

The "ParaDig" software is started in the "electronic documentation system" with "Diagnosis/Parameterising .." or "Start /Programs/DiaMon.. /Client"(1).

The matching database (2) ("ServiceBase") for the truck or control system type must be installed in the notebook.

The databases are updated in the "Electronic Documentation System" if technically necessary.

They usually replace the previous versions. If the database version does not match the version of the truck or control system type, a warning message is displayed when the connection is set up. If an outdated version of the "ParaDig" or a control system is still used despite the message, it may not be possible to display some parameters or overwrite them.

Workshop literature W8 054 396 EN 09/2006

-7

The service software is divided into 2 functional groups: (1): Guided adjusting and commissioning instructions, e.g. measurement of current or frequency, teaching-in of potentiometers, etc.

(2): Adjusting and display pages, e.g. software versions, actual current/voltage values, speeds, configuration, etc.

-8

Workshop literature W8 054 396 EN 09/2006

The guided diagnosis operations are organised according to function and should be worked through in sequence. Each point can also be carried out separately and repeated.

In diagnosis mode, various monitoring functions are switched off.

Please note the remarks in the diagnosis menu! If a diagnosis session is aborted or ended, always reset the truck by switching the key switch OFF and then ON again.

¾ F2:display diagnosis diagnosis menu (1). ¾ Select the required diagnosis function (2). ¾ Confirm with Execute (3).

Instructions appear in the window (4) with the option of making an entry for each diagnosis function.

Window (5) shows a detailed set of instructions for the selected diagnosis function. ¾ Carry out the instructions (5) and confirm entries with Done /OK (6). ¾ If appropriate, follow further instructions. ¾ Acknowledge safety instructions. ¾ End order/sitting with Reset . ¾ In the event of in the diagnosis function: End the diagnosis function with file/reset session(7) . ¾ Protocol (8) displays a detailed list of all the operations that have been carried out.

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Setup+Monitoring (1) (setting+display) always starts the first page with general information, e.g. control system name, software versions, ID code.

When ^F9:Page (2) is selected, an overview of the diagnosis pages opens with selection options.

The cording to functions.

pages are organised ac-

Generally, all the necessary signals for a function are displayed on a page.

A page then follows, on which the corresponding values can be displayed and changed.

The pages (1) are updated cyclically.

Values cannot be entered. are marked with a yellow dot (2).

The measurement can be started/stopped with ^F3:Measure/Stop (3).

Signals that are absolutely essential for the function are marked with the status (4).

The signals that influence the functions are marked with the status (5).

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pages (1) are updated once or not until a setup page is opened, depending on the control system/database. If unclear, reload the values from the control system with ^F4:Load (2) (from appliance). are marked with a yellow dot (3) and are not effective until conformed with ^F5:Save (4) (to the appliance). If you wish the changed values to remain stored in the control system after switching off, then acknowledge with Yes .

When ^F10:Default (5) is selected, a window opens in which individual values, groups, pages or everything can be selected. After confirming with OK , these areas are written with .

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For most trucks and control system types, a CAN-PC adapter (parallel interface (1) with USB power supply (2) or a USB adapter (4)) and a connecting cable (3) are needed. From Version V3.xx onwards, the parameters for the PLC (Digsy, MUX) and inductive wire guidance (LR80) can also be set using the interface adapter.

¾ If is made to the truck, an error message appears (3). Acknowledge this error message.

¾ Select Skip (4) to continue working "offline" or end with Quit (5) and check the connection.

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1

2 3 4

Display window for operator instructions. In addition, all the individual steps for checking the connection and downloading software are recorded in this window.

Selecting the truck/truck group.

Selection of the control system to which the software download is to be transmitted.

Selection of the file that is to be transmitted.

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5 6 7 8 9

Display field for additional information and instructions.

This button is used to check the connection to the selected control system.

This button is used to start the software download.

Using this button, the current settings in the Winflash software are saved and the program is terminated.

Load configuration recognition from VNAP tool into the FZS.

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The Winflash software is used for example for downloading files to CAN control systems. For this download, a CAN PC adapter (1 or 4) with connecting cable (2, 3) is required. From version V1.1x, download is also possible from PLC program blocks into a standard PLC (Digsy) or MUX PLC from the interface adapter. The Winflash software is started in the "Electronic Documentation System" on the notebook via "Diagnosis /Multifunction programs /Winflash".

Version V1.1x of the Winflash software replaces the previous version V1.06.

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For the software download to a CAN control, a CAN-PC adapter (1 or 4) must be used.

The CAN-PC adapter is connected to the notebook and truck as follows: ¾ Insert CAN-PC adapter (1) into the parallel interface of the notebook and connect supply voltage cable (2) to the USB port of the notebook. ¾ Connect 9-pin plug of the adapter cable (3) to the CAN-PC adapter. ¾ For USB-CAN-PC adapter: Connect USB plug (4) to the USB port. ¾ Connect 4-pin round plug of the adapter cable (3) to the diagnostic interface of the truck. ¾ Start Winflash software.

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Procedure for transferring a file / a PLC program block to a control system with the Winflash software: Select the truck/truck group, please see " ".

Select the truck control system, please see .

Select the file that you wish to transfer to the control system, please see .

Check the data connection, please see .

Start the software download, please see .

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After a truck / a truck group and the control system have been specified, you must select the file that is to be transferred to the control system. ¾ Use the mouse pointer to click on the arrow (1).

A selection window (2) opens, which contains files that can be transferred to the selected control system.

Depending on the type of control system, there may be one (2) or more (3) files displayed in the selection window. If , or are selected as the control system, the file (4) is one of the items shown in this window. This file cannot be used for a download operation, please see also "SPS program download". ¾ Use the mouse pointer to click on the file you want to transfer.

The display window closes automatically. Only the selected file (5) is then displayed.

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In order to carry out a software download for a file, the truck / truck group must first be selected: ¾ Use the mouse pointer to click on the arrow (1).

A selection window (2) opens which contains all the trucks / truck groups to which a software download can be carried out. ¾ Use the mouse pointer to click on the truck / truck group.

The display window closes automatically. Only the selected truck / truck group (3) is then displayed.

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After a truck / truck group has been selected, you must select the control system into which the sofware download is to be carried out. ¾ Use the mouse pointer to click on the arrow (1).

A selection window (2) opens which contains all the control systems for the selected truck / selected truck group to which a software download can be made.

Depending on the type of truck / truck group, there may be one (3) or more (2) control systems displayed in the selection window. ¾ Use the mouse pointer to click on the control system.

The display window closes automatically. Only the selected control system (4) is then displayed.

In the "Remark"(5) window, additional information or instructions are displayed for downloading the software into the selected control system.

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To ensure that the connection to the selected CAN control system works, carry out a test of the connection to the control system prior to data transfer using the button "Test connection"(1). ¾ Switch on the truck. ¾ Use the mouse pointer to actuate the button "Check connection"(1).

If the Info window (2) displays the message: !!!

Switch on nodes!!! then the truck must be switched off within 5 s and back on after appr. 2s.

If this message does not appear, leave the truck switched on.

If it was not possible to establish a connection to the control system, the following message appears in the info window (3):

Error: Local ID !!!

Error: Unable to access the node or

Error: GetOperatingMode !

Possible causes of the error: Incorrect control system selected.

Line connection interrupted.

CAN-PC adapter incorrectly connected.

Control system defective.

If the connection with the control system is in order, the following message appears in the info window (4):

Connection to the control system = OK !

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Using the button "Start programming"(1) the software download to the selected control system is initiated. ¾ Switch on the truck. ¾ Use the mouse pointer to actuate the button "Start programming"(1).

If the Info window (2) displays the message: !!!

Switch on nodes !!! the truck must be switched on within 5 seconds. It is not necessary to switch it on again if a connection with the CAN control system has previously been detected.

If it was not possible to establish a connection to the control system, the following message appears in the info window (3):

Error: Local ID !!!

Error: Unable to access the node or

Error: GetOperatingMode !

Possible causes of the error: Incorrect control system selected.

Line connection interrupted.

CAN-PC adapter incorrectly connected.

Control system defective.

If the connection to the control system is in order, the download process is logged in the Info window (4). The progress of the download process is additionally shown by the progress bar (5).

After completion of the download process, the following message appears in the Info window (4):

Programming completed !

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The Winflash software is closed using the button "END"(1). When the software closes, the last used settings are captured and saved.

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Faults marked with (A) are logged in the fault log.

They can be read by the diagnostics software.

The fault log contains a maximum of 20 entries. A new entry overwrites the oldest entry.

Description:

- Internal fault.

Reaction:

Depending on the memory range: FZS uses a standard parameter set, height measurement system is set to invalid (reduced driving, raising and lowering speeds).

- EEPROM fault.

- Fault on saving to memory.

Cause: Remedy:

- Reset by switching the vehicle off then on again.

- Reload the previously saved parameters.

- Change the control unit.

Description:

- CAN bus fault

Reaction: Cause:

Emergency stop, main contactor opens.

- Communication on the CAN bus lost.

Remedy:

- A CAN participant fails to report in (defective or lacking power supply, e.g. fuse F6 blown).

- Reset by switching the vehicle off then on again.

- Check the CAN bus wiring and power supply.

- Change the control unit.

Description:

- Internal monitoring relay fault.

Reaction:

Main contactor will not close - Relay not activated, is defective

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Change the control unit.

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Description:

- First braking stage output transistor fault.

Reaction: Cause:

Main contactor will not close - Short circuit, open circuit.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Change the control unit.

Description:

- Main contactor output transistor fault.

Reaction:

Main contactor will not close - Short circuit, open circuit.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Change the control unit.

Description:

- Internal safety relay closed when key switch ON.

Reaction:

Main contactor opens.

- Internal safety relay.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- The main contactor contact (K1) does not close when keyswitch ON .

Reaction:

Main contactor opens.

- Wiring, contacts defective.

Cause: Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring, main contactor

Description:

- No 24V at input X1:12

Reaction:

None.

- Wiring, contacts defective, fuse F6 blown, DC/DC converter.

Cause:

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Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring, DC/DC converter, fuse F6.

Description:

- FPS OK signal not present after keyswitch ON.

Reaction: Cause:

Main contactor does not close, brakes remain closed.

- Cabling defective, fault in the FPS.

Remedy:

- Reset by switching the vehicle off then on again.

- Check cabling to combi inverter.

- Replace FPS. - Change the control unit.

Cause:

- 10 redundant monitored signals, e.g. NC, NO contacts, CAN bus signal values implausible.

Drive or raise stop or spurious display of fault, depending on the cause of the fault.

- Foot switch, chain monitoring switch, hydraulics enable flag, drive enable flag, height measurement system potentiometer, ZAG drive speed reduction, ZAG drive switch-off, free input 1, 2.

- Internal fault in main monitoring computer.

Remedy:

- Reset by switching the vehicle off then on again.

Description: Reaction:

- Check power supply, wiring, peripherals.

- Change the control unit.

Description:

- Drive set value is larger than the programmed minimum value with key switch ON or after 10s in neutral setting.

Reaction:

Drive stop.

- Set value potentiometer defective, teach in.

Cause: Remedy:

- Reset by switching the vehicle off then on again.

- Check set value potentiometer, direction of travel signal (onboard diagnostics).

- Carry out set value potentiometer teach-in (onboard diagnostics).

Description: Reaction: Cause: Remedy:

- Incorrect switch-on sequence.

Main contactors do not close, drive stop.

- When the vehicle was switched on, the set value potentiometers (direction signal drive, hydraulics), foot switch or 2-hand button on the control desk or on the load side was actuated.

- Reset by switching the vehicle off then on again.

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- Comply with the switch-on sequence.

- Check switch.

Description:

- Simultaneous arrival of forwards, backwards signals or raise, lower signals.

Reaction:

Drive stop / lift stop.

- Switch defective, wiring.

Cause:

- Simultaneous activation of raise, lower buttons for load side during operation .

Remedy:

- Reset by switching the vehicle off then on again.

- Check direction signals, wiring.

- Check switch.

Description: Reaction: Cause:

- STRAIGHT AHEAD fault in steering unit (CAN telegram from the steering unit).

Drive speed reduction.

- Steering unit reports STRAIGHT AHEAD without being so requested by the FZS (rail switch).

- Steering unit does not report STRAIGHT AHEAD despite command by FZS. - Steering unit loses STRAIGHT AHEAD in an aisle.

- EMERGENCY STOP test selected at IZF. - Steering setting >5° at exit from aisle (

Remedy:

).

- Reset by switching the vehicle off then on again.

- Check STRAIGHT AHEAD by FZS (rail switch) (diagnostics software).

- Check switch, steering wheel setting, steering unit.

Description:

- Steering unit fault (CAN telegram from the FZS to the steering unit and feedback).

Reaction:

Drive stop.

- Steering unit reports "active" without request from FZS "vehicle drives on".

Cause:

- Despite request from FZS, no "steering active" feedback.

Remedy:

- Reset by switching the vehicle off then on again.

- Check steering unit.

Description:

- Monitor height measurement system.

Reaction:

Reduced drive and lift speed.

- Measured height is outside the monitoring window (±0.5V) for the analog value.

Cause:

- Raise and lower movement without being activated.

- Raise and lower movement too fast (>1 m/s).

- No impulses, despite movement activation.

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- Maximum lift height exceeded.

Remedy:

- Reset by switching the vehicle off then on again.

- Fully lower cab.

- Check height measurement system, wiring.

- Carry out height measurement system teach-in.

Description: Reaction: Cause: Remedy:

- Redundant monitored signals, e.g. foot switch and hydraulic selection, do not have plausible values.

Drive stop / lift stop.

- Foot switch, raise / lower movement without enabling hydraulics (hardware CAN bus) - Reset by switching the vehicle off then on again.

- Check power supply, wiring, peripherals.

- Change the control unit.

Description:

- ZAG/PSA report stop at FZS.

Reaction: Cause:

Drive stop (partially acknowledgeable).

- ZAG/PSA report stop during aisle travel

Remedy:

- Check ZAG/PSA

Description:

- Raise set value is larger than the programmed minimum value with key switch ON or after 10s in neutral setting.

Reaction:

Lift stop.

- Set value potentiometer defective, teach in.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Check set value potentiometer, direction signal (onboard diagnostics).

- Carry out set value potentiometer teach-in (onboard diagnostics).

Description:

- Internal fault in main and monitoring computer.

Reaction: Cause:

Main contactors do not close.

- One of the microprocessors is not operational.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

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Description: Reaction: Cause:

- Short circuit or open circuit of one of the coils of the hydraulic valves.

No hydraulic operation.

- Short circuit, open circuit, valve plug not connected.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring, valve coils and plugs.

- Change the control unit.

Description:

- Slack chain.

Reaction:

Lowering stop, drive speed reduction, raise speed reduction.

- Both chain monitoring switches simultaneously activated.

Cause:

- No 24V supply.

Remedy:

- Raise the cab.

- Check 24V power supply, wiring, switch.

Description:

- Chain breakage.

Reaction:

Raise / lower stop, drive speed reduction.

Cause:

- One of the chain switches has been activated.

Remedy:

- Check raise chains, wiring, switch.

Description:

- Power supply for proportional valve not OK.

Reaction: Cause:

No hydraulic operation.

- 24V power supply, wiring, valve coil defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check 24V power supply, wiring, valve coil.

- Change the control unit.

Description:

- Main contactor output transistor fault.

Reaction:

Main contactor will not close - Short circuit, open circuit.

Cause:

- Internal fault.

Remedy:

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- Reset by switching the vehicle off then on again.

Workshop literature W8 054 396 EN 09/2006

- Check wiring.

- Change the control unit.

Description:

- Transistor for activating the first braking stage has a short circuit.

Reaction:

Main contactor opens.

- Brakes, wiring defective.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check brakes, wiring.

- Change the control unit.

Description: Reaction: Cause:

- Emergency stop Main contactor opens.

- Emergency stop button pressed (no entry in the fault log).

- Emergency stop chain broken (ZAG, PSA).

- Wiring.

Remedy:

- Release the emergency stop button.

- Check the emergency stop chain, wiring.

Description: Reaction: Cause: Remedy:

- Monitoring computer defective Main contactor opens.

- Internal fault.

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Transistor for activating the second braking stage has a short circuit.

Reaction:

Main contactor opens.

- Brakes, wiring defective.

Cause:

- Incorrect type of electromagnetic brake reported.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check brakes, wiring.

- Check type of electromagnetic brake using the diagnostics software .

- Change the control unit.

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Description: Reaction: Cause:

- Horn or warning lamp fault.

Horn or warning lamp(s) not actuated.

- Horn, warning lamp defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check horn, warning lamp(s), wiring.

- Change the control unit.

Description: Reaction: Cause:

- Reference switch for the height measurement system for the second braking stage does not trip in the defined range (±100mm).

Reduced driving, raising, lowering speeds.

- Reference switch, wiring defective.

- Teach-in, reference switch position invalid.

Remedy:

- Reset by switching the vehicle off then on again.

- Check reference switch, wiring.

- Carry out teach-in.

Description: Reaction: Cause:

- The monitoring of the height measurement system for the second braking stage does not trip in the defined range (4200-4400mm).

Drive speed reduction.

- Height measurement system, wiring, FZS defective.

- Teach-in invalid.

Remedy:

- Reset by switching the vehicle off then on again.

- Check height measurement system, wiring, FZS. - Carry out teach-in.

Description:

- Zone detection (option) fault.

Reaction: Cause:

Q-LED lights up, reduced driving speed 1 km/h, raise stop.

- Zone detection module reports a fault on the FZS or zone code invalid.

Remedy:

- Reset by switching the vehicle off then on again.

- Reset with correct zone code (driving back into the zone).

- Check IOX module, wiring.

Description:

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- Roof switch activated.

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Reaction: Cause:

Drive and raise stop.

- Obstacle in the area of the driver s protective roof.

- Switch, wiring defective.

Remedy:

- Lower the cab.

- Check switch, wiring.

Description: Reaction:

- No CAN telegram from the steering unit.

Drive stop.

Cause:

- Steering unit, wiring fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check steering unit, wiring.

Description: Reaction:

- Steering_OK signal not received. Signal (FZS X1:27 is HIGH=13V) or CAN information is wrong.

Drive stop.

Cause:

- Steering unit, set / actual potentiometer, wiring defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Check steering unit, set / actual potentiometer, wiring.

Description:

- Steering unit working with reduced torque.

Reaction:

Creep mode (1 km/h).

- Reduced torque (stopping) not retracted when driving .

Cause: Remedy:

- Reset, if torque OK. - Reset by switching the vehicle off then on again.

Description:

- IZF refuses to accept the parameter for the incremental sensor.

Reaction:

Speed reduction (2.5 km/h).

- The FZS is attempting to write the parameter for the incremental sensor to the IZF, but the IZF refuses to accept the value.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Replace IZF.

Description: Reaction:

- No CAN telegram from the IZF. Drive stop.

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Cause:

- IZF, wiring defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Check IZF, wiring.

- Check FZS configuration

Description:

- IZF aisle detection signal (FZS X2:18) and CAN information do not match.

Reaction: Cause:

Drive stop.

- IZF, wiring defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Check IZF, wiring.

Description:

- Manual steering was selected within an aisle.

Reaction:

Warning sound, drive stop, creep mode 1 km/h with Q button and 2-hand buttons pressed.

- Wrong operating mode selected.

- Aisle detection not reset on exiting aisle.

Cause: Remedy:

- Check operating mode, aisle detection.

Description:

- FZS and ELK saved positions of the control desk do not match.

- Control desk changeover using FZS failed to perform.

Reaction: Cause: Remedy:

Drive stop, main contactor remains closed.

- Check steering unit configuration (exchangeable control desk or connect 2 control desks).

- Reset by switching the vehicle off then on again.

- Check steering unit configuration - Check hardware detection at cab splitter A22 X3:1 and feedback X3:14.

Description: Reaction:

- Redundant signals from the rail switch LEFT are not inverted (FZS X2:5 /X2:6).

Speed reduction (2.5km/h). Green LEDs for the rail switch flash on the control desk.

Cause:

- Switch, wiring defective.

Remedy:

- Check switch status using diagnostics software.

- Check switch, wiring.

Description: -32

- Redundant signals from the rail switch RIGHT are not inverted (FZS X2:7 /X2:8).

Workshop literature W8 054 396 EN 09/2006

Reaction: Cause:

Speed reduction (2.5km/h). LEDs for the rail switch flash on the control desk.

- Switch, wiring defective.

Remedy:

- Check switch status using diagnostics software.

- Check switch, wiring.

Description:

- Redundant signals from the barrier switch are not inverted (BPS X1:9 /X1:10).

Reaction: Cause:

Behaviour as for open barrier. LED for barriers lights up on control desk.

- Switch, wiring defective.

Remedy:

- Check switch, wiring.

Description:

- Redundant signals from the barrier switch LOAD SIDE are not inverted (BPS X2:5 /X2:6).

Reaction:

Behaviour as for open barrier, load side. LED for barriers lights up on control desk.

Cause: Remedy:

- Switch, wiring defective.

Description:

- Redundant signals from the pallet switch are not inverted (BPS X2:7 /X2:8).

Reaction: Cause: Remedy:

Behaviour as for missing accessible pallet. LED for barriers lights up on control desk.

- Switch, wiring defective.

- Check switch, wiring.

Description:

- Redundant signals from the roof switch are not inverted (BPS X2:9 /X2:10).

Reaction:

- Check switch, wiring.

Drive stop / lift stop (behaviour as for roof switch activated).

Cause: Remedy:

- Switch, wiring defective.

Description:

- On-board charging system CAN bus fault.

Reaction: Cause: Remedy:

- Check switch, wiring.

Drive stop, can then drive at reduced speed using the Q button.

- Wiring, BLS module faulty.

- Reset by switching the vehicle off then on again.

- Check wiring.

- Replace the BLS module.

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Description:

- FPS CAN bus fault.

Reaction:

Main contactor will not close - Wiring, FPS faulty.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Check wiring.

- Replace FPS.

Description:

- Free chassis program option fault.

Reaction:

Program-dependent.

Cause:

- Program-dependent.

Remedy:

- Program-dependent.

Description:

- Free cab program option fault.

Reaction: Cause:

Program-dependent.

- Program-dependent.

Remedy:

- Program-dependent.

Description:

- Free outputs fault.

Reaction: Cause:

All free outputs are deactivated.

- Wiring, peripherals, FZS.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Check attached peripherals.

- Change the control unit.

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Faults marked with (A) are logged in the fault log.

They can be read by the diagnostics software.

The fault log contains a maximum of 20 entries. A new entry overwrites the oldest entry.

Description: Reaction: Cause:

- Internal fault.

Emergency stop, main contactor opens.

- Internal monitoring failed.

- Fault on saving to memory.

- FPS CAN bus fault

Remedy:

- Reset by switching the vehicle off then on again.

- Save parameters and reload parameters.

- Check CAN bus (60 ), check CAN bus connection to FPS (40k ).

- Change the control unit.

Description:

- Internal fault.

Reaction:

None. FPS uses a standard parameter set.

- EEPROM fault.

Cause:

- Fault on saving to memory.

Remedy:

- Reset by switching the vehicle off then on again.

- Reload the previously saved parameters.

- Change the control unit.

Description:

- Internal fault.

Reaction: Cause:

Emergency stop, main contactor opens.

- Internal hardware fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Overvoltage / undervoltage detected.

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Reaction: Cause:

Main contactor does not open or does not close - Overvoltage, undervoltage.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check battery charging.

- Change the control unit.

Description:

- Traction motor control fault.

Reaction:

Main contactor will not close - Traction motor wrongly connected (U, V, W).

Cause:

- Traction motor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check traction motor wiring (U, V, W).

- Replace traction motor.

- Change the control unit.

Description:

- The capacitors in the converters cannot be discharged.

Reaction: Cause:

Main contactor not activated.

- Main contactor K1 closed when key switch ON (contacts sticking).

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check main contactor K1.

- Change the control unit.

Description:

- Main contactor K1 activated by the FZS, but does not close .

Reaction:

Main contactor will not close - Main contactor defective.

Cause:

- Main contactor K1 wiring defective - Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring, main contactor K1 - Change the control unit.

Description: Reaction: -36

- Internal fault.

Main contactor will not close Workshop literature W8 054 396 EN 09/2006

Cause:

- The internal current sensor detects a current, although driving is not selected.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Drive converter capacitors not charged.

Reaction:

Main contactor will not close - Wiring defective.

- Fuse F3 defective.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Check fuse F3.

- Change the control unit.

Description:

- Traction converter overtemperature (> 75°C).

Reaction:

Output power is reduced until the converter reaches 100°C, then cuts out.

- Converter ventilation defective.

Cause:

- Truck nominal load exceeded.

- Incorrect traction motor.

- Traction motor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check ventilation.

- Check nominal load.

- Check traction motor - Replace traction motor.

- Change the control unit.

Description:

- Traction motor overtemperature (> 120°C).

Reaction:

Max. traction current halved, max. speed approx. 4.5 km/h.

- Traction motor temperature sensor not connected.

Cause:

- Traction motor temperature sensor defective.

- Traction motor temperature sensor wiring defective.

- Traction motor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check traction motor temperature sensor.

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- Check traction motor - Change the control unit.

Description:

- Battery charge < 20%

Reaction:

Lift power switch-off.

- Truck battery flat.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Charge up the truck battery.

- Change the control unit.

Description:

- Internal fault.

Reaction:

Main contactor will not close - Internal fault, external short circuit between pin C26 and battery minus.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Change the control unit.

Description:

- Internal fault.

Reaction:

Main contactor will not close - Internal fault.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Change the control unit.

Description:

- Internal fault.

Reaction: Cause:

Main contactor will not close - Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Incorrect switch-on sequence.

Reaction:

Main contactors do not close, drive stop.

- The FZS is sending an incorrect switch-on sequence vie the CAN bus to the FPS

Cause: Remedy:

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- Reset by switching the vehicle off then on again.

Workshop literature W8 054 396 EN 09/2006

- Comply with the switch-on sequence.

- Check switch.

Description:

- AS Drive and LS Drive signals on simultaneously.

Reaction:

Drive stop / lift stop.

- The FZS is sending AS Drive and LS Drive signals on simultaneously via the CAN bus to the FPS - Reset by switching the vehicle off then on again.

- Check direction signals, wiring.

Cause: Remedy:

- Check set value drive potentiometer

Description: Reaction: Cause:

- Traction motor speed sensor defective.

Main contactor opens, drive stop.

- Fault in the traction motor speed sensor wiring.

- Speed sensor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

- Check speed sensor.

- Change the control unit.

Description:

- Internal fault.

Reaction:

none - The data sent by the FZS are not processed by the FPS

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Incorrect battery detected at key switch ON.

Reaction:

Main contactor will not close - Battery voltage does not match (> ± 20%) the setting in the FPS. - Fit the correct battery (48V).

Cause: Remedy:

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Description: Reaction: Cause:

- Internal fault.

Main contactor opens.

- The traction converter detects an operating fault in the hydraulics converter .

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description: Reaction: Cause:

- Internal fault.

Main contactor opens.

- No internal CAN bus connection to the hydraulics converter.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Internal fault.

Reaction: Cause:

Main contactor opens.

- Internal temperature sensor defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description: Reaction:

- Internal fault. no display at the control desk.

Cause:

- Traction converter detects that the hydraulics converter is in a fault condition.

Remedy:

- Reset by switching the vehicle off then on again.

Description:

- Traction motor temperature sensor out of range.

Reaction:

none.

- Traction motor temperature sensor defective.

Cause:

- Wiring defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Check temperature sensor.

- Check wiring.

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Description:

- Internal fault.

Reaction:

Main contactor will not close - Internal fault, transistor for output C28 is defective.

- Reset by switching the vehicle off then on again.

Cause: Remedy:

- Change the control unit.

Description:

- Internal fault.

Reaction:

Main contactor opens.

- The traction converter receives no data from the FZS via the CAN bus.

Cause:

- CAN bus fault - Internal fault.

Remedy:

- Test the CAN bus.

- Change the control unit.

Description:

- Internal fault.

Reaction:

Emergency stop, main contactor opens.

- Internal monitoring failed.

Cause:

- Fault on saving to memory.

- FPS CAN bus fault Remedy:

- Reset by switching the vehicle off then on again.

- Save parameters and reload parameters.

- Check CAN bus (60 ), check CAN bus connection to FPS (40k ).

- Change the control unit.

Description: Reaction: Cause:

- Internal fault.

None. FPS uses a standard parameter set.

- EEPROM fault.

- Fault on saving to memory.

Remedy:

- Reset by switching the vehicle off then on again.

- Reload the previously saved parameters.

- Change the control unit.

Description:

- Internal fault.

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Reaction: Cause:

Emergency stop, main contactor opens.

- Internal hardware fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Overvoltage / undervoltage detected.

Reaction:

Main contactor does not open or does not close - Overvoltage, undervoltage.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check battery charging.

- Change the control unit.

Description:

- Pump motor control fault.

Reaction:

Main contactor will not close - Pump motor wrongly connected (U, V, W).

- Pump motor defective.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check pump motor wiring (U, V, W).

- Replace pump motor.

- Change the control unit.

Description:

- Internal fault.

Reaction:

Main contactor will not close - The internal current sensor detects a current, although the pump motor is not selected.

- Reset by switching the vehicle off then on again.

- Change the control unit.

Cause: Remedy:

Description:

- Hydraulic converter capacitors are not being charged.

Reaction:

Main contactor will not close - Wiring defective.

- Fuse F3.

Cause:

- Internal fault.

Remedy:

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- Reset by switching the vehicle off then on again.

Workshop literature W8 054 396 EN 09/2006

- Check wiring.

- Check fuse F3.

- Change the control unit.

Description: Reaction: Cause:

- Hydraulics converter overtemperature (> 75°C).

Output power is reduced until the converter reaches 100°C, then cuts out.

- Converter ventilation defective.

- Truck nominal load exceeded.

- Wrong pump motor.

- Pump motor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check ventilation.

- Check nominal load.

- Check pump motor - Replace pump motor.

- Change the control unit.

Description:

- Pump motor overtemperature (> 120°C).

Reaction:

Max. pump motor current halved.

- Pump motor temperature sensor not connected.

Cause:

- Pump motor temperature sensor defective.

- Pump motor temperature sensor wiring defective.

- Pump motor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check pump motor temperature sensor.

- Check pump motor - Change the control unit.

Description:

- Pump motor speed sensor fault

Reaction:

Main contactor opens.

- Fault in the pump motor speed sensor wiring.

Cause:

- Speed sensor defective.

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Check wiring.

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- Check speed sensor.

- Change the control unit.

Description:

- Internal fault.

Reaction:

none - The data sent by the FZS are not processed by the FPS

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description:

- Internal fault.

Reaction:

Main contactor opens.

- The hydraulics converter detects an operating fault in the traction converter.

Cause:

- Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

Description: Reaction: Cause:

- No data transmission via the CAN bus between the FZS and the hydraulics converter.

No hydraulic operation.

- Defective data transmission.

- Fault on the CAN bus.

- Fault in the FZS. - Internal fault.

Remedy:

- Reset by switching the vehicle off then on again.

- Test the CAN bus.

- Check the FZS. - Change the control unit.

Description:

- Internal fault.

Reaction: Cause:

Maximum output current is halved.

- Internal temperature sensor defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Change the control unit.

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Workshop literature W8 054 396 EN 09/2006

Description: Reaction:

- Internal fault. no display at the control desk.

Cause:

- Hydraulics converter detects that the traction converter is in a fault condition.

Remedy:

- Reset by switching the vehicle off then on again.

Description:

- Pump motor temperature sensor out of range.

Reaction:

- none.

Cause:

- Pump motor temperature sensor defective.

- Wiring defective.

Remedy:

- Reset by switching the vehicle off then on again.

- Check temperature sensor.

- Check wiring.

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Number which are grouped either belong to the same assembly or the error applies equally for the components listed in the description.

Description:

- Software does not match the hardware version

Reaction:

Steering switches off, Steering_OK signal off.

- Old steering hardware.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Replace the steering unit.

Description:

- Internal error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- No communication with control processor after start-up.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description: Reaction:

- Under or overvoltage 15V supply, internal A/D converter.

Steering switches off, Steering_OK signal off.

Cause:

- Overloading of the 15V power supply.

Rectification:

- Reset by turning the truck off and then on again.

- Check proximity switches, potentiometer, wiring, voltage.

Description:

- Internal error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Error in internal A/D converter.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description: -46

- Excess voltage battery supply.

Workshop literature W8 054 396 EN 09/2006

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Battery voltage too high.

Rectification:

- Reset by turning the truck off and then on again.

- Check battery voltage.

Description:

- Undervoltage, battery supply.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Battery discharged, battery supply interrupted.

Rectification:

- Reset by turning the truck off and then on again.

- Check battery voltage and supply.

Description: Reaction:

- Internal error.

Steering switches off, Steering_OK signal off.

Cause:

- Parameterising error.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description: Reaction:

- Excess current, amplifier.

Steering switches off, Steering_OK signal off.

Cause:

- Steering difficult to turn, steers against steering lock.

Rectification:

- Reset by turning the truck off and then on again.

- Rectify heaviness, replace steering.

Description:

- Excess temperature, amplifier.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Cooler, ventilator, connection faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check cooler, ventilator, connection.

Description:

- Internal error.

Reaction:

Steering switches off, Steering_OK signal off.

- Monitoring phase U, V.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Wire breakage, actual value potentiometer arm.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Wire breakage, arm voltage or potentiometer supply too small, potentiometer faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring, potentiometer, voltage.

Description:

- Wire breakage, setpoint potentiometer supply.

Reaction:

Steering switches off, Steering_OK signal off.

Cause:

- Wire breakage, potentiometer faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring ±, potentiometer, voltage.

Description: Reaction:

- Excess current, setpoint potentiometer.

Steering switches off, Steering_OK signal off.

Cause:

- Short-circuit, potentiometer faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring±, potentiometer.

Description:

- Wire breakage, actual value potentiometer supply.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Wire breakage, potentiometer faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring ±, potentiometer, voltage.

Description:

- Excess current, actual value potentiometer.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Short-circuit, potentiometer, proximity switch faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring ±, potentiometer, proximity switches.

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Workshop literature W8 054 396 EN 09/2006

Description: Reaction:

- Actual value potentiometer error.

Steering switches off, Steering_OK signal off.

Cause:

- Internal error.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Setpoint potentiometer error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Wiring, potentiometer faulty, evaluation of channels 1+2 invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring ±, potentiometer, carry out teaching-in.

Description:

- Bolster: position of actual value potentiometer <> position of motor position sensor.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Wiring, potentiometer, motor position sensor, mechanics faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Wiring ±, potentiometer, check mechanical elements, replace steering unit.

Description: Reaction:

- Error, motor position sensor.

Steering switches off, Steering_OK signal off.

Cause:

- Monitoring of motor position sensor.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Calibration of actual value potentiometer faulty.

Reaction:

Steering switches off, Steering_OK signal off.

Cause:

- Self test on switching on.

Rectification:

- Reset by turning the truck off and then on again.

- Carry out A/D converter calibration.

Description:

- Calibration of setpoint potentiometer faulty.

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Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Self test on switching on.

Rectification:

- Reset by turning the truck off and then on again.

- Carry out A/D converter calibration.

Description:

- Internal error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Current sensor values faulty.

Rectification:

- Reset by turning the truck off and then on again. Replace the steering unit.

- Replace the steering unit.

Description: Reaction: Cause:

- Motor resistance too high.

Steering switches off, Steering_OK signal off.

- Problem with contact to motor.

- Coil faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Contacts in power section - check motor, replace steering unit.

Description:

- Motor resistance too low.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Coil faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description: Reaction:

- Setpoint potentiometer error.

Steering switches off, Steering_OK signal off.

Cause:

- Wiring, potentiometer faulty, evaluation of channels 1+2 invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check wiring ±, potentiometer, carry out teaching-in.

Description:

- Internal error.

Reaction:

Steering switches off, Steering_OK signal off.

- Error in motor regulation.

Cause:

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Workshop literature W8 054 396 EN 09/2006

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Error, motor position sensor.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Monitoring of motor position sensor.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Internal error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Initialisation time exceeded.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description: Reaction:

- Motor start error.

Steering switches off, Steering_OK signal off.

Cause:

- Motor not moving, monitoring of motor position sensor.

Rectification:

- Reset by turning the truck off and then on again.

- Check supply, replace steering unit.

Description:

- Motor start error.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Wrong direction of rotation.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- Adjustment error.

Reaction:

Steering switches off, Steering_OK signal off.

- Torque too low at v>1km/h, overloaded.

Cause:

- Motor error.

Rectification:

- Reset by turning the truck off and then on again.

- Check mechanics, load, replace steering unit.

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Description: Reaction:

- Internal error.

Steering switches off, Steering_OK signal off.

Cause:

- Internal process monitoring.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

Description:

- No data reception.

Reaction: Cause:

Steering_OK signal off.

- CAN bus interrupted, data missing.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus wiring, check other CAN bus controls.

Description:

- No data transmission possible.

Reaction: Cause:

Steering_OK signal off.

- CAN bus interrupted.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus wiring.

Description: Reaction:

- Internal error.

Steering switches off, Steering_OK signal off.

Cause:

- EEPROM memory error.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus wiring, check other CAN bus controls.

Description:

- Inductive steering, timeout during straight-on travel.

Reaction: Cause:

Steering switches off, Steering_OK signal off.

- Steering will not turn, no supply voltage.

Rectification:

- Reset by turning the truck off and then on again.

- Check supply, replace steering unit.

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Description: Reaction: Cause:

- Inductive steering, timeout while searching for edge of proximity sensor.

Steering switches off, Steering_OK signal off.

- Supply voltage missing, actual value potentiometer

adjusted centrally.

- Proximity switch is set incorrectly or faulty.

Rectification:

- Reset by turning the truck off and then on again.

- Check supply, proximity switch, actual value potentiometer.

- Adjust the actual value potentiometer

.

- Replace the steering unit.

Description: Reaction:

- Error caused by IZF. Steering switches off, Steering_OK signal off.

Cause:

- Steering will not turn, no supply voltage

Rectification:

- Reset by turning the truck off and then on again.

- Check supply, steering unit, IZF.

Description: Reaction:

- Timeout when starting up straight-on travel.

Steering switches off, Steering_OK signal off.

Cause:

- Steering will not turn, no supply voltage.

Rectification:

- Reset by turning the truck off and then on again.

- Check supply, replace steering unit.

Description:

- Timeout while searching for edge of proximity sensor.

Reaction:

Steering switches off, Steering_OK signal off.

- Supply missing, proximity switch wrongly adjusted or faulty, actual value potentiometer adjusted centrally.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check supply, proximity switch, actual value potentiometer.

- Adjust the actual value potentiometer

.

- Replace the steering unit.

Description:

- Internal error.

Reaction:

Steering switches off, Steering_OK signal off.

- Neutral position, unknown error.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- Replace the steering unit.

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Collated error numbers are either assigned to an assembly, or the error applies consecutively to all the components listed in the description, e.g.

"Antenna 0..3" corresponds to FE4750..4753.

The errors are subdivided into groups: 4000: Memory, operating system.

4100: Peripherals.

4200: CAN bus.

4300: Antennas.

4400: Adjustment.

4500: Aisle recognition.

4600: Steering lock.

4700: Monitoring functions.

4800: Diagnosis functions.

4900: Control functions of the monitoring processor.

Description: Reaction:

- Error reading/writing from data into EEPROM. Immediate travel stop.

Cause:

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

- Replace the control system.

Description:

- Checksum error EEPROM.

Reaction:

Immediate travel stop.

- New software version with new parameters.

Cause:

- Data in EEprom faulty.

Rectification:

- Reload parameters.

- Recalculate checksum and set (diagnosis software/error memory).

Description:

- Error reading/writing from data into EEPROM.

Reaction: Cause:

Immediate travel stop.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

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- Reload parameters.

- Replace the control system.

Description:

- Error writing data.

Reaction: Cause:

Immediate travel stop.

- Value range exceeded.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

- Check variables for valid range.

Description:

- Error reading/writing from data into EEPROM.

Reaction: Cause:

Immediate travel stop.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

- Replace the control system.

Description:

- Internal timeout.

Reaction:

Emergency stop.

Cause:

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the control system.

Description:

- Internal program error.

Reaction: Cause:

Error display.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the control system.

Description:

- Internal memory test.

Reaction: Cause:

Immediate travel stop.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

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- Reload software.

- Replace the control system.

Description:

- Software status of monitoring processor invalid.

Reaction: Cause:

Immediate deceleration.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Reload software.

- Replace the control system.

Description:

- Internal Reset.

Reaction: Cause:

Error display.

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Software, reload parameters.

- Replace the control system.

Description: Reaction:

- Watchdog monitoring function is switched off.

Emergency stop.

Cause:

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

- Replace the control system.

Description: Reaction:

- Internal program error.

Emergency stop.

Cause:

- Hardware error.

Rectification:

- Reset by turning the truck off and then on again.

- Software, reload parameters.

- Replace the control system.

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Description:

- Internal error.

Reaction: Cause:

Travel stop.

- Internal monitoring.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the control system.

Description:

- Internal error truck CAN.

Reaction: Cause:

Emergency stop.

- Initialization error of the CAN interface.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the control system.

Description: Reaction:

- Internal error truck CAN. Emergency stop.

Cause:

- Timeout of CAN messages from FPS, FZS, steering.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN terminal to FPS, FZS, steering.

- Replace the control system.

Description:

- Error antenna CAN.

Reaction: Cause:

Emergency stop.

- Timeout during frequency measurement from antennas.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus of the antennas.

- Replace the control system.

Description:

- Error transmitting via a CAN bus.

Reaction: Cause:

Emergency stop.

- CAN interface faulty or overloaded.

Rectification:

- Reset by turning the truck off and then on again.

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- Check CAN bus - Replace the control system.

Description:

- Error CAN communication during diagnosis, parameter access.

Reaction: Cause:

Error display.

- Reset by turning the truck off and then on again.

Rectification:

- Parameters not available, control and diagnosis software do not match.

- Use current software.

Description:

- Monitor antenna CAN.

Reaction:

Emergency stop.

Cause:

- Fault in antenna CAN.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus - Replace the control system.

Description:

- Monitor truck CAN.

Reaction: Cause:

Emergency stop.

- Fault in truck CAN.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus - Replace the control system.

Description:

- Error antenna CAN.

Reaction: Cause:

Emergency stop.

- Timeout of CAN messages from antenna 0..3.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus of the antennas.

- Exchange antenna, control system.

Description:

- Error antenna CAN.

Reaction:

Emergency stop, only with IZF automatic mode.

- Timeout initializing antenna 0..3.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- Check antenna CAN bus.

- Exchange antenna, control system.

Description: Reaction:

- Error antenna CAN. Emergency stop, only with IZF automatic mode.

Cause:

- Timeout initalizing antennas.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus of the antennas.

- Exchange antenna, control system.

Description:

- Error antenna CAN.

Reaction:

Emergency stop.

Cause:

- Checksum CAN message from antenna 0..3 invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus, antennas.

- Exchange antenna, control system.

Description:

- Error antenna CAN.

Reaction: Cause:

Emergency stop.

- Unknown message from antenna 0..3.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, software version.

- Antenna software, update control system.

Description: Reaction:

- Incorrect antenna signal.

Emergency stop.

Cause:

- Antenna mode of antenna 0..3 is invalid with adjustment mode.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna.

- Exchange antenna, control system.

Description:

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- Wrong antenna mode.

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Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Antenna mode of antenna 0..3 is invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus, antenna.

- Exchange antenna, control system.

Description: Reaction:

- Wrong antenna channel.

Emergency stop.

Cause:

- Antenna 0..3 does not work on set channel.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna.

- Exchange antenna, control system.

Description:

- Error antenna distance digital.

Reaction:

Emergency stop, only with IZF operating mode automatic and adjustment to wire, and at a distance of < 10cm.

- Redundant antenna evaluation of antenna 0..3 is invalid.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check antenna.

- Exchange antenna.

Description:

- Error antenna distance analog.

Reaction:

Emergency stop, only with IZF operating mode automatic and adjustment to wire, and at a distance of < 10cm.

- Redundant antenna evaluation of antenna 0..3 is invalid.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check antenna, adjust analog value for antennas.

- Wiring, check analog signal to IZF. - Exchange antenna, control system.

Description: Reaction:

- Error antenna current measurement.

Emergency stop, only with IZF mode automatic and current measurement.

Cause:

- Redundant antenna evaluation of antenna 0..3 is invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna.

- Exchange antenna.

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Description: Reaction:

- Error antenna status.

Emergency stop, only with IZF automatic mode.

Cause:

- Antenna evaluation of antenna 0..3 is invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna.

- Exchange antenna, control system.

Description: Reaction:

- Error antenna initialization.

Emergency stop.

Cause:

- Antennas not initialized.

Rectification:

- Reset by turning the truck off and then on again.

- Check antennas.

Description:

- Error antenna CAN.

Reaction:

Emergency stop.

Cause:

- Timeout during error interrogation.

Rectification:

- Reset by turning the truck off and then on again.

- Check antennas, antenna CAN. - Exchange antenna, control system.

Description: Reaction: Cause: Rectification:

- Error analog signal antenna 0..3.

Emergency stop, only with IZF mode automatic and valid antenna distance.

- Antenna evaluation of antenna 0..3 is invalid (analog signal is outside 0.2V..4.9V. Error antenna =ˆ 0.15V).

- Reset by turning the truck off and then on again.

- Antenna, check analog signal.

- Exchange antenna, control system.

Description:

- Error analog signal antenna 0..3.

Reaction: Cause:

Emergency stop.

- Antenna signal of antenna 0..3 is invalid (analog signal is outside 0.1V..4.9V).

Rectification:

- Reset by turning the truck off and then on again.

- Check antennas.

- Exchange antennas, control system.

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Description: Reaction:

- Error antenna frequency mesaurement.

Emergency stop.

Cause:

- Redundant antenna evaluation of antenna 0..3 is invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Check antennas.

- Exchange antennas, control system.

Description: Reaction:

- Frequency range invalid.

Travel stop.

Cause:

- Guide frequency is outside admissible range (5000..12000kHz).

Rectification:

- Reset by turning the truck off and then on again.

- Check frequency, antennas.

Description: Reaction:

- Current range invalid.

Travel stop.

Cause:

- Guide current is outside admissible range (40..150kHz).

Rectification:

- Reset by turning the truck off and then on again.

- Check frequency, antennas.

Description:

- Antenna number invalid.

Reaction: Cause:

Travel stop.

- Internal error, antenna number 0..3 admissible.

Rectification:

- Reset by turning the truck off and then on again.

- Exchange antenna.

Description:

- Software version of antennas invalid.

Reaction: Cause:

Travel stop.

- Software version of antennas does not match IZF version.

Rectification:

- Reset by turning the truck off and then on again.

- Check antennas.

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Description: Reaction: Cause: Rectification:

- Emergency stop distance of antenna drive side / load side too great (inside aisle).

Emergency stop, only with IZF automatic mode.

- Truck parameters incorrect, speed too fast, distance value of antenna not OK, guide wire not correctly laid, uneven floor.

- Reset by switching truck off and on or disabling IZF. - Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning

Description:

- Emergency stop range exceeded (inside aisle).

Reaction:

Emergency stop, only with IZF automatic mode.

Cause:

- Tracking areas must not be left outside.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning

Description:

- Adjustment range is not defined.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Internal error.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Software, reload parameters.

- Replace the control system.

Description: Reaction:

- Acceleration too great.

Emergency stop, only with IZF automatic mode.

Cause:

- Speed depending on tracking progress has been exceeded.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Reload parameters.

Description:

- Path exceeded while tracking on corners without guide wire.

Reaction:

Emergency stop, only with IZF automatic mode.

- Wrong parameters (max. path distance), incremental encoder faulty.

Cause:

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Rectification:

- Reset by switching truck off and on or disabling IZF. - Reload parameters.

Description:

- Max. antenna distances are limited by emergency stop distance, excessive angle of truck relative to guide wire.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Incorrect parameters.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Reload parameters.

Description:

- Antenna distance from guide wire during cornering too great.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Reset by switching truck off and on or disabling IZF.

Rectification:

- Incorrect parameters.

- Reload parameters.

Description:

- Diagnosis function invalid.

Reaction:

Travel stop.

Cause:

- Internal error.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

Description: Reaction:

- Selected antenna invalid.

Emergency stop, only with IZF automatic mode.

Cause:

- Selected antenna not connected, loose contact from antenna plug.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Connection, check parameters.

- Reload parameters.

Description: Reaction: Cause:

- Transfer of steering to IZF must not be requested while rail guidance signal is active.

Emergency stop, only with IZF automatic mode.

- Selected rail guidance.

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Rectification:

- Reset by switching truck off and on or disabling IZF. - Connection, check parameters.

Description:

- Path distance to switchover between cornering / straight on travel exceeded.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Path distance, incorrect pulse.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Connection, check parameters.

Description: Reaction: Cause: Rectification:

- Emergency stop distance of antenna drive side / load side too great (outside aisle).

Emergency stop, only with IZF automatic mode.

- Truck parameters incorrect, speed to fast, distance value of antenna not OK, guide wire not correctly laid, uneven floor.

- Reset by switching truck off and on or disabling IZF. - Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning

Description:

- Difference between antenna distances is limited by emergency stop distance (outside aisle).

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Truck at excessively high angle relative to guide wire.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Reload truck parameters.

- Carry out teach-in, commissioning.

Description:

- Emergency stop range exceeded (outside aisle).

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Wire recognition areas must not be left outside.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning

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Description:

- Signal aisle recognition error can be acknowledged.

Reaction: Cause:

None.

- Internal message.

Rectification:

- Error is deleted with correct sequence of aisle recognition sensors.

Description:

- Sequence of aisle recognition sensors invalid (outside - inside or inside - outside, depending on status)

Reaction:

Travel stop, creep speed possible with Q button depressed.

- Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

- Error is only deleted with correct sequence of aisle recognition sensors.

Cause:

Rectification:

- Check connection.

Description:

- Path monitoring of aisle recognition sensors invalid.

Reaction:

Travel stop, creep speed possible with Q button depressed.

- Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

- Error is deleted with correct sequence of aisle recognition sensors.

Cause:

Rectification:

- Check connection, light barrier, reflector.

Description:

- Status of aisle recognition unknown.

Reaction: Cause:

Travel stop, creep speed possible with Q button depressed.

- Internal error.

Rectification:

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection, light barrier, reflector.

Description:

- Path monitoring of aisle recognition sensor "outside / inside aisle".

Reaction:

Travel stop, creep speed possible with Q button depressed.

- Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

Cause:

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Rectification:

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection, light barrier, reflector.

Description: Reaction: Cause:

Rectification:

- Status change of aisle recogntion invalid, dependent upon aisle zone and travel direction.

Travel stop, creep speed possible with Q button depressed.

- Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection, light barrier, reflector.

Description: Reaction:

- Saved error from the aisle recognition area is active after reset of the IZF. Travel stop, creep speed possible with Q button depressed.

Cause:

- Error was not remedied before switching off.

Rectification:

- Error is deleted with correct sequence of aisle recognition sensors.

Description:

- Error due to activated steering angle limiter(LWB).

Reaction: Cause:

Travel stop.

- Checksum error LWB.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Steering angle too great for steering angle limiter (LWB).

Reaction: Cause:

Travel stop.

- Target angle is outside the steering angle limiting angle.

Rectification:

- Reset by turning the truck off and then on again.

- Software, reload parameters.

- Replace the control system.

Description: Reaction:

- Actuated LWB must be acknowledged by the steering unit.

Travel stop, only with IZF automatic mode.

Cause:

- Problem with handshake between IZF and steering unit.

Rectification:

- Reset by turning the truck off and then on again.

- Software, reload parameters.

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Description: Reaction:

- Unlocked and locked limit switch closed at the same time (hardware).

Travel stop.

Cause:

- Incorrect connection, steering angle limiter switch.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch.

Description:

- The internal status of the LWB does not agree with the limit switch positions (hardware).

Reaction: Cause:

Travel stop.

- Incorrect connection, steering angle limiter switch.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch.

- Software, reload parameters, exchange control system.

Description:

- The internal status of the LWB is unknown.

Reaction: Cause:

Travel stop.

- Incorrect connection, steering angle limiter switch.

Rectification:

- Reset by turning the truck off and then on again.

- Software, reload parameters, exchange control system.

Description: Reaction:

- Monitoring of time for closing / opening LWB exceeded.

Travel stop.

Cause:

- Incorrect connection, steering angle limiter switch, mechanical jamming.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch, mechanism.

Description:

- Current steering angle > max. steering angle with LWB.

Reaction: Cause:

Emergency stop.

- Jamming.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch, mechanism.

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Description:

- The travel direction determined from incremental encoder signals and actual travel direction of the FPS must be in agreement.

Reaction:

Emergency stop.

- Incremental encoder, FPS faulty.

Cause:

- Aisle recognition is incorrectly parameterized.

Rectification:

- Reset by turning the truck off and then on again.

- Check incremental encoder, connections, FPS.

Description:

- Internal error.

Reaction: Cause:

Emergency stop.

- Error reaction must be known for every error

Rectification:

- Reset by turning the truck off and then on again.

- Exchange control system.

Cause:

- The IZF must be shut down correctly when switching off. This is checked when switching on.

Travel stop.

- Voltage failure, control system defective.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Exchange control system.

Description: Reaction:

- Errors can not be internally stored.

Emergency stop.

Cause:

- Internal error.

Rectification:

- Reset by turning the truck off and then on again.

- Exchange control system.

Description: Reaction: Cause:

- Monitoring the guide wire current from antenna 0..3 (inside aisle).

Emergency stop, only with IZF automatic mode.

- In wire recognition status, the current measured by antenna 0..3 must not be 0.

- Ground short circuit, no guide wire current.

Rectification:

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- Reset by switching truck off and on or disabling IZF.

Workshop literature W8 054 396 EN 09/2006

- Check antennas, connections, guide wire current.

- Carry out field strength teach-in.

Description:

- Monitoring of transfer when IZF takes over guideance.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- When IZF takes over, the steering unit should signal acknowledgement.

Rectification:

- Check steering unit, parameters, configuration.

- Reset by turning the truck off and then on again.

Description:

- Monitoring when the signal "Rail guidance" occurs with active IZF.

Reaction:

Travel stop, only with IZF automatic mode.

Cause:

- Incorrect parameters, configuration, wiring.

Rectification:

- Check parameters, configuration, wiring.

- Reset by turning the truck off and then on again.

Description:

- Monitoring the difference between bogie angle (actual value potentiometer) and steering angle (max 8°) transmitted by steering unit.

Reaction:

Creep speed, only with IZF automatic mode.

- Incorrect actual value potentiometer, wiring, teach-in.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check actual value potentiometer, wiring.

- Carry out actual value potentiometer teach-in (steering unit and/or IZF)

Description:

- Monitoring the field strength (guide wire current) from antenna 1+2 / antenna 3+4.

Reaction:

Emergency stop, only with IZF automatic mode.

- When in wire recognition status, the measured field strength must not drop below 1/3 of the set field strength for both antennas.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check field strength, guide wire current, antennas.

- Carry out field strength teach-in.

Description: Reaction:

- Monitoring the field strength (guide wire current) from antenna 0..3 (outside aisle).

Emergency stop, only with IZF automatic mode.

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Cause: Rectification:

- In wire recognition status, the field strength measured by antenna 0..3 must not be 0.

- Reset by switching truck off and on or disabling IZF. - Check antennas, connections, field strength.

- Check short circuit to ground, guide wire current.

- Carry out field strength teach-in.

Description:

- Monitoring the status "Adjustment to the wire" inside the aisle.

Reaction: Cause:

Travel stop.

- When travelling inside the aisle, the antennas must be located near the guide wire.

Rectification:

- Reset by turning the truck off and then on again.

- Check status aisle recognition, function of IZF.

Description: Reaction:

- Monitoring speed on steering.

Emergency stop, only when IZF is active.

Cause:

- Monitoring the speed.

Rectification:

- Reset by turning the truck off and then on again.

- Check the speed.

Description: Reaction: Cause:

- Monitoring the steering angle limiter.

Travel stop.

- Monitoring of time for opening / closing LWB. - Monitoring of time during which no switch is tripped.

- Monitoring of time until end status of LWB is reached.

- LWV fails to open when switching on.

- After opening the LWB, the start status must be terminated.

Rectification:

- Reset by turning the truck off and then on again.

- Check switch, mechanism, function.

Description:

- Monitoring of the maximum actual speed with wire recognition inside the aisle.

Reaction: Cause:

Travel stop, only with IZF automatic mode.

- Maximum speed has been exceeded.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Check incremental encoder, reload parameters.

- Truck-specific: Readjust speeds in FPS.

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Description: Reaction:

- Monitoring the maximum actual speed without IZF. Display.

Cause:

- Maximum speed has been exceeded.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Check incremental encoder, reload parameters.

- Truck-specific: Readjust speeds in FPS.

Cause:

- Monitoring the maximum actual speed with IZF outside the aisle with opened LWB, depending on wire recognition process.

Travel stop, only with IZF automatic mode.

- Maximum speed has been exceeded.

Rectification:

- Reset by switching truck off and on or disabling IZF.

Description: Reaction:

- Check incremental encoder, reload parameters.

- Truck-specific: Readjust speeds in FPS.

Description:

- Antennas 1+2 / 3+4 must be connected when they are used for adjustment.

Reaction: Cause:

Emergency stop.

- Antenna, wiring faulty.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Check antenna, wiring, reload parameters.

Description:

- Antennas 1+2 / 3+4 must measure field strength in adjustment area.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- No field strength, antenna or wiring defective.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Check field strength, guide wire current, antenna, wiring.

Description:

- Active frequency channel of antennas must agree with set frequency channel.

Reaction:

Emergency stop.

Cause:

- Wrong parameter.

Rectification:

- Reset by turning the truck off and then on again.

- Check parameter.

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Description: Reaction:

- Minimum software version of antennas is monitored.

Travel stop.

Cause:

- Incorrect antenna software version.

Rectification:

- Reset by turning the truck off and then on again.

- Replace antennas.

Description:

- Frequencies of channels of antennas 0 / 3 must agree with values of the IZF.

Reaction: Cause:

Travel stop, only with IZF automatic mode.

- Incorrect parameterization.

Rectification:

- Reset by turning the truck off and then on again.

- Check set frequencies and standard frequencies, write frequencies and correct standard frequency channel into the antennas again (teach-in or manually).

Description:

- Field strengths of channels of antennas 0 / 3 must agree with values of the IZF.

Reaction: Cause:

Travel stop, only with IZF automatic mode.

- Incorrect parameterization.

Rectification:

- Reset by turning the truck off and then on again.

- Check set field strengths, write field strength again into the antennas (teach-in or manually).

- Check set frequencies and standard frequencies, write frequencies and standard frequency channel into the antennas again (teach-in or manually).

Description:

- Main and monitoring processor of an antenna must have the same software status, serial number, specification.

Reaction: Cause:

Travel stop.

- Software status, serial number, specification are not identical.

Rectification:

- Reset by turning the truck off and then on again.

- Exchange antenna.

Description:

- Monitoring the electronic circuit temperature in the IZF.

Reaction:

Creep speed.

- Excess temperature.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- Leave IZF to cool off, check ventilation, ambient temperature.

Cause:

- Monitoring voltage levels: Ub, switched Uc, auxiliary voltage 14V, reference voltage 10V. Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Check voltage, exchange control system.

Description:

- Monitoring of voltage 6.5V for antennas (Pin 5+6).

Reaction: Cause:

Emergency stop.

- Level above or below limiting value.

Rectification:

- -

Description:

- Monitoring of 0V supply to outputs (Pin 29).

- Monitoring of 0V supply to the electronic system (Pin 1, 3, 8, 14, 17, 22, 31).

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, exchange control system.

Description: Reaction:

- Monitoring of D+ (Pin 2).

Creep speed.

Cause:

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, exchange control system.

Description:

- Monitoring of the power fail input.

Reaction:

Creep speed.

- Level above or below limiting value.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check voltage, exchange control system.

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Description:

- Output motor LWB (Pin 32, 33) creating short circuit between Ub and 0V supply (Pin 29).

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, motor, exchange control system.

Description:

- Output motor LWB (Pin 32, 33) signalling excess temperature.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, motor, temperature, exchange control system.

Description:

- Monitoring for minimum voltage when output motor LWB (Pin 32, 33) switched on.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, motor, temperature, exchange control system.

Description:

- Output motor LWB (Pin 32, 33) signalling excess temperature.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, motor, temperature, exchange control system.

Description:

- Monitoring for minimum voltage when output motor LWB (Pin 32, 33) switched on.

Reaction:

Creep speed.

- Level above or below limiting value.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check voltage, motor, temperature, exchange control system.

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Description: Reaction:

- Current monitoring max. 6A, when output motor LWB (Pin 32, 33) switched on.

Creep speed.

Cause:

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check voltage, motor, temperature, exchange control system.

Description:

- Monitoring output Pin 25: Excess temperature, wire breakage, short circuit.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check temperature, connection, voltage, exchange control system.

Description:

- Monitoring output Pin 26: Excess temperature, wire breakage, short circuit.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check temperature, connection, voltage, exchange control system.

Description:

- Monitoring of output Pin 32, 33 for overvoltage when output is switched on.

- Monitoring of output Pin 32, 33 for supply voltage when output is switched off.

Reaction: Cause:

Creep speed.

- Level above or below limiting value.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, voltage, exchange control system.

Description:

- Monitoring of the minimum software version of the monitoring processor.

Reaction: Cause:

Travel stop.

- Software version is invalid.

Rectification:

- Reset by turning the truck off and then on again.

- Replace the control system.

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Description:

- Diagnosis function: Adjustment of the steering angle potentiometer: Setting the steering angle 0°, 90°, -90°, internal sequence.

Reaction: Cause:

Immediate display.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

- Repeat diagnosis function.

Cause:

- Diagnosis function mean value formation: Value range steering angle offset load side, drive side travel direction Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

Cause:

- Diagnosis function mean value formation: Value range mean distance load side/drive side antenna, load side travel direction.

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

Cause:

- Diagnosis function mean value formation: Value range mean distance load side/drive side antenna, drive side travel direction.

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

Cause:

- Diagnosis function mean value formation: Value range mean amount of distance load side/drive side antenna, load side travel direction.

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

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Cause:

- Diagnosis function mean value formation: Value range mean amount of distance load side/drive side antenna, drive side travel direction.

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

Cause:

- Diagnosis function write steering angle offset: Write mean steering angle offset load side / drive side travel direction.

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Repeat diagnosis function.

Description:

- Diagnosis function mean value formation (internal error).

Reaction: Cause:

Immediate display, only with IZF automatic mode.

- Malfunction during diagnosis.

Rectification:

- Reset by turning the truck off and then on again.

- Repeat diagnosis function.

Description: Reaction:

- Request for FZS cornering although cornering is not activated Emergency stop, only with IZF automatic mode.

Cause:

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- IZF is in cornering status although cornering is not activated.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- IZF is in cornering status although aisle recognition is activated.

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Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Steering angle limiter is active although IZF is in cornering status.

Reaction:

Emergency stop, only with IZF automatic mode.

Cause:

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Load side antenna emitting incorrect distance value during cornering.

Reaction:

Emergency stop, only with IZF automatic mode.

Cause:

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Auxiliary antenna emitting incorrect distance value during cornering.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

Cause:

- Frequency channel invalid during adjustment to load side / drive side / auxiliary antenna.

Emergency stop, only with IZF automatic mode.

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Drop below limiting speed during cornering.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Malfunction.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- Error message of monitoring processor invalid.

Reaction:

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Reaction: Cause:

Immediate emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction: Cause: Rectification:

- Telegram request is not received simultaneously by the main and monitoring processor.

Not an error.

- Control function of monitoring processor.

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Error reading/writing from data into EEPROM.

Reaction: Cause:

Immediate travel stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Reload parameters.

- If problem recurrs, exchange control system.

Description: Reaction:

- Timeout during monitoring processor control function.

Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Internal error. Undeletable error message

Reaction: Cause:

Display.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction:

- Error reading in from the digital input 1..6.

Travel stop.

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Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction:

- Error reading in from the analog input antenna 0..3.

Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Cause:

- Error reading in analog input actual value potentiometer+/-, target value potentiometer.

Travel stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- If problem recurrs, exchange control system.

Description: Reaction:

- Monitoring of the analog GND signal.

Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Monitoring communication timeout with the main processor.

Reaction: Cause:

Immediate travel stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Timeout monitoring communication with the main processor.

Reaction:

Immediate travel stop.

- Control function of monitoring processor.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Timeout of CAN messages from FPS, FZS, steering.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus to FPS, FZS, steering. If problem recurrs, exchange control system.

Description:

- Timeout of CAN messages from FPS, FZS, steering.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check CAN bus to FPS, FZS, steering. If problem recurrs, exchange control system.

Description: Reaction:

- Timeout of angle/status messages from main processor Emergency stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Reaction:

- Internal error. Index of antenna invalid, messages from main and monitoring processor not identical.

Immediate display.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

Description:

- If problem recurrs, exchange control system.

Description:

- Error antenna distance analog<>digital.

Reaction:

Emergency stop, only with IZF operating mode automatic and adjustment to wire, and at a distance of < 10cm.

- Control function of monitoring processor.

Cause:

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Rectification:

- Check antennas.

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction:

- Analog signal of antenna 0..3 is invalid (analog signal is outside the admissible range 0.1V..4.9V).

Emergency stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Check antennas.

- Reset by switching the truck off and on again. If problem recurrs, exchange control system.

- If problem recurrs, exchange control system.

Description: Reaction:

- Max. antenna distances are limited by emergency stop distance, excessive angle of truck relative to guide wire.

Emergency stop, only with IZF automatic mode.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Reload parameters. If problem recurrs, exchange control system.

Description:

- Emergency stop distance of antenna drive side / load side too great.

Reaction:

Rectification:

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. Truck parameters incorrect, speed too fast, distance value of antenna not OK, guide wire not correctly laid, uneven floor.

- Reset by switching truck off and on or disabling IZF. - Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning. If problem recurrs, exchange control system.

Description:

- Emergencz stop range exceeded.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. Tracking areas must not be left outside.

Rectification:

- Reset by switching truck off and on or disabling IZF.

Cause:

- Truck parameters, speed, distance value of antenna, guide wire, check unevenness.

- Carry out teach-in, commissioning. If problem recurrs, exchange control system.

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Description: Reaction: Cause: Rectification:

- Selected antenna invalid.

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. Selected antenna not connected, loose contact from antenna plug.

- Reset by switching truck off and on or disabling IZF. - Connection, check parameters.

- Reload parameters. If problem recurrs, exchange control system.

Description:

- Transfer of steering to IZF must not be requested while rail guidance signal is active.

Reaction: Cause:

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. Rail guidance active.

Rectification:

- Reset by switching truck off and on or disabling IZF. - Connection, check parameters. If problem recurrs, exchange control system.

Description: Reaction: Cause: Rectification:

- Steering angle too great for steering angle limiter (LWB).

Travel stop.

- Control function of monitoring processor. Target angle is outside the steering angle limiting angle.

- Reset by turning the truck off and then on again.

- Software, reload parameters.

- If problem recurrs, exchange control system.

Description:

- Actuated LWB must be acknowledged by the steering unit.

Reaction:

Travel stop, only with IZF automatic mode.

- Control function of monitoring processor. Problem with handshake between IZF and steering unit.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Software, reload parameters. If problem recurrs, exchange control system.

Description:

- Unlocked and locked limit switch closed at the same time (hardware).

Reaction:

Travel stop.

- Control function of monitoring processor. Incorrect connection, steering angle limiter switch.

Cause:

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Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch. If problem recurrs, exchange control system.

Description:

- The internal status of the LWB does not agree with the limit switch positions (hardware).

Reaction:

Travel stop.

- Control function of monitoring processor. Incorrect connection, steering angle limiter switch.

- Reset by turning the truck off and then on again.

- Check connection, switch.

Cause: Rectification:

- Software, reload parameters. If problem recurrs, exchange control system.

Description:

- Current steering angle > max. steering angle with LWB.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor. Jamming.

Rectification:

- Reset by turning the truck off and then on again.

- Check connection, switch, mechanism. If problem recurrs, exchange control system.

Description:

- Acceleration too great.

Reaction:

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. Speed depending on guide recognition process has been exceeded.

- Reset by switching truck off and on or disabling IZF. - Reload parameters. If problem recurrs, exchange control system.

Cause: Rectification:

Description:

- Signal aisle recognition error can be acknowledged.

Reaction:

None.

- Control function of monitoring processor. Internal message.

Cause: Rectification:

- Error is deleted with correct sequence of aisle recognition sensors. If problem recurrs, exchange control system.

Description:

- Saved error from the aisle recognition area is active after reset of the IZF.

Reaction:

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Travel stop, creep speed possible with Q button depressed.

Workshop literature W8 054 396 EN 09/2006

Cause:

- Error was not remedied before switching off.

Rectification:

- Error is deleted with correct sequence of aisle recognition sensors. If problem recurrs, exchange control system.

Description:

- Sequence, path monitoring of aisle recognition sensors invalid (outside - inside or inside - outside, depending on status)

Reaction: Cause:

Rectification:

Travel stop, creep speed possible with Q button depressed.

- Control function of monitoring processor. Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection. If problem recurrs, exchange control system.

Description: Reaction:

- Status of aisle recognition unknown.

Travel stop, creep speed possible with Q button depressed.

Cause:

- Control function of monitoring processor. Internal error.

Rectification:

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection, light barrier, reflector. If problem recurrs, exchange control system.

Description: Reaction: Cause:

Rectification:

- Status change of aisle recogntion invalid, dependent upon aisle zone and travel direction.

Travel stop, creep speed possible with Q button depressed.

- Control function of monitoring processor. Problem with reflector, e.g.: Same reflector 2x in sequence, one reflector covered, wrong reflector. Fault signal e.g.: Film which reflects the light barrier signal, light beams. Incremental encoder faulty, light barrier faulty.

- Error is deleted with correct sequence of aisle recognition sensors.

- Check connection, light barrier, reflector. If problem recurrs, exchange control system.

Description:

- Internal error.

Reaction:

Emergency stop.

- Control function of monitoring processor. Error reaction must be known for every error - Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Cause: Rectification:

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Description: Reaction:

- Errors can not be internally stored.

Emergency stop.

Cause:

- Control function of monitoring processor. Internal error.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Monitoring of transfer when IZF takes over guideance.

Reaction:

Emergency stop, only with IZF automatic mode.

- Control function of monitoring processor. When IZF takes over, the steering unit should signal acknowledgement.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check steering unit, parameters, configuration. If problem recurrs, exchange control system.

Description: Reaction: Cause: Rectification:

- Monitoring when the signal "Rail guidance" occurs with active IZF. Travel stop, only with IZF automatic mode.

- Control function of monitoring processor. Incorrect parameters, configuration, wiring.

- Reset by turning the truck off and then on again.

- Check parameters, configuration, wiring. If problem recurrs, exchange control system.

Description:

- Monitoring the difference between bogie angle (actual value potentiometer) and steering angle (max 8°) transmitted by steering unit.

Reaction:

Travel stop.

- Control function of monitoring processor. Incorrect actual value potentiometer, wiring, teach-in.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check actual value potentiometer, wiring.

- Carry out actual value potentiometer teach-in (steering unit and/or IZF) If problem recurrs, exchange control system.

Description: Reaction: Cause:

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- Monitoring of the target speed with emergency stop at 0.

Emergency stop.

- Control function of monitoring processor.

Workshop literature W8 054 396 EN 09/2006

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Monitoring processor expecting emergency stop from main processor.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction: Cause: Rectification:

- Monitoring the status (adjustment to the wire) inside the aisle.

Travel stop.

- Control function of monitoring processor. When travelling inside the aisle, the antennas must be located near the guide wire.

- Reset by turning the truck off and then on again.

- Check status of aisle recognition. If problem recurrs, exchange control system.

Description: Reaction:

- CAN communication: Overflow, send error.

Emergency stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check status of aisle recognition. If problem recurrs, exchange control system.

Description:

- Monitoring of target speed (depending on status of the IZF).

Reaction:

Travel stop.

- Control function of monitoring processor.

- Reset by turning the truck off and then on again.

Cause: Rectification:

- Check Incremental encoder, parameters. If problem recurrs, exchange control system.

Description: Reaction: Cause:

- Antennas 1+2 / 3+4 must be connected when they are used for adjustment.

Emergency stop.

- Control function of monitoring processor.

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Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

Cause:

- Monitoring of the distance ranges of the antennas in the adjustment mode on the wire.

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

Description: Reaction:

- Comparison of adjustment ranges of the main and monitoring processor.

Emergency stop, only with IZF automatic mode.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

Description: Reaction:

- Antenna distance from guide wire during cornering too great.

Emergency stop, only with IZF automatic mode.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

Description:

- Request for FZS cornering when cornering is not activated - When cornering is not activated, IZF must not be in cornering status.

- Truck may not be located in the aisle when cornering.

- LWB must be extended during cornering.

- Antenna must read out valid distance value during cornering.

- Limiting speed must not be exceeded during cornering.

Reaction:

Emergency stop, only with IZF automatic mode.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

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Description: Reaction:

- Cornering status must be the same in main and monitoring processor.

Emergency stop, only with IZF automatic mode.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- Check antenna, wiring, reload parameters. If problem recurrs, exchange control system.

Cause:

- Status of sensor LWB locked/unlocked must be the same in the main and monitoring processor.

Travel stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

Description: Reaction:

- Check sensors. If problem recurrs, exchange control system.

Description: Reaction:

- Speed stipulation of main processor (target value) is higher than that of the monitoring sensor.

Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction:

- Aisle recognition status must be the same in main and monitoring processor.

Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Switchover between standard and extended antennas must be the same in the main and monitoring processor.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

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Description: Reaction:

- Selected frequency channel must be the same in main and monitoring processor.

Emergency stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- Diagnosis function must be the same in main and monitoring processor.

Reaction: Cause:

Emergency stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description:

- LWB status must be the same in main and monitoring processor.

Reaction: Cause:

Travel stop.

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

Description: Reaction:

- Error writing a byte into the EEPROM Travel stop.

Cause:

- Control function of monitoring processor.

Rectification:

- Reset by turning the truck off and then on again.

- If problem recurrs, exchange control system.

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The effect of this teach-in is to save in the Linde truck control (LTC) system the values which the set value potentiometers drive (1) and hydraulics (2) deliver at min. and max. actuation.

For this, ParaDigOrderpick diagnostic software is required.

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If the position sensor is replaced, the max. lifting height is changed or the Linde truck control (LTC) system is replaced, a teach-in must be performed using theoperating panel ! Otherwise the functionality of the truck is restricted.

During this teach-in, the Linde truck control (LTC) system saves the values that the main lift position sensor sends when fully lowered and when the limit switch trips for the fully raised cab.

Together with the parameters set at start-up (such as max. lift height, fully lowered switch-off) the LTC system calculates the necessary values for start and end of the ramp function, ramp speed etc.

If no teach-in of the position sensor is performed, the main lift can only be operated at reduced speed and without speed reduction on approaching the mechanical end stops. The speed is adjusted to prevent the mechanical end stops from being damaged.

Travel

2.5 km/h (P10)

Raise main lift

50% of P60

Lower main lift

80% of P72

The teach-in for the set value potentiometer drive/hydraulics must have been carried out (ParaDigOrderpick diagnostics).

The max. lift height (P30) must have been set (ParaDigOrderpick diagnostics).

No intermediate lift limiter must be active.

The barriers must be closed.

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SERVICE mode and teach-in are selected from the operating panel.

The two-hand buttons (9) must always be actuated whilst raising and lowering. ¾ Emergency stop -Press button (1). ¾ Button + Press (2) and keep it pressed, then press button Q (3) >2s (the symbol for lowering will appear in the display (5) and the service symbol (4) will flash). ¾ Emergency stop -Release the button. ¾ Select lower, until the cab is fully lowered (actuate lever (8) and button (9)). ¾ With lever (8) actuated and 2-hand buttons (9) pressed, press button Q (the counter will be set to 0, the lower value will be saved). The operating panel will emit a cyclical acoustic signal. The symbol for lifting is displayed together with the destination position (6) in the display. ¾ Select raise (actuate lever (8) and button (9)).

The cab will slowly rise and the actual height is displayed; meanwhile the reference switch will be detected automatically. ¾ Once the reference point has been detected, the cab will rise more quickly. The max. lifting height (P30) is approached with a P51 ramp. ¾ When the max. lifting height is reached, the top value will be automatically saved. The display changes to normal mode and the teach-in is completed. With button or (2) can be switched over between the height display in cm (7) and the hour meter.

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a

1 2 3 4 5 6

Gearbox housing Air vents for venting the drive motor Sprocket for steering Steering pinion Bogie bearing Wheel shaft with centering and contact surface for load wheel

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7 8 9 10

Drive pinion Housing cover Oil top-up screw and oil level control Oil drainage screw

-1

Gearbox: GK20 The gearbox type (11) is cast into the gearboxhousing on the side of the bearing cover.

The rating plate (12) is mounted on the side of the gearbox housing.

The gearbox type (13) and transmission ratio (14) are indicated on the rating plate.

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¾ Open the oil filler cap (1). ¾ Remove the oil filler cap (2) and sealing ring.

The and the reached when the oil level is at the (3). ¾ Screw in the oil filler cap with a ring. Tightening torque: 22Nm

is

sealing

The tooth profile play must be checked as follows: ¾ Measure the tooth profile play at the narrowest point of the teeth with a suitable feeler gauge (6).

If the tooth profile play is more than 0.3 mm, the steering pinion and the toothed gear ring in the gear must be replaced.

Experience has shown that the teeth do not wear down evenly over the course of time, but rather that a recess tends to form. The consequence is noise during steering that becomes increasingly louder.

When the steering noises are too loud, the steering pinion and toothed gear ring in the gear must be replaced.

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4 5 6

Toothed gear ring Steering pinion Tooth profile play

-3

Before the gear (1) can be removed, the drive motor must first be removed. Once the drive motor has been removed, the truck is no longer braked.

Before removing the drive motor, secure the truck to prevent it rolling away.

¾ Raise the truck by about 5..10 mm with a jack and chock it up with wooden blocks. ¾ Remove the bumper. ¾ On trucks with inductive guidance, the antenna holder must be removed. ¾ Remove the drive motor.

Depending on what work you have planned, either drain off the gear oil or cover the gear opening with the protective cover. ¾ Unscrew the 6 gear screws (2). ¾ Pull the gear (1) out under the motor plate, together with the drive wheel. ¾ Suspend the gear from a taut rope or chock it up with wooden blocks to prevent the gear tilting to one side.

To install the gear, follow the removal instructions above in reverse order. ¾ Put the truck into operation and check that it functions properly.

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Workshop literature W8 054 396 EN 09/2006

The gear oil must be drained off while it is warm, i.e. at operating temperature. The maximum permissible operating temperature is 80°C. ¾ Drive the truck onto a level surface. ¾ Switch off the truck. ¾ Clean the area of the oil filler cap and oil drainage screw (6,7) thoroughly. ¾ Set an oil catchment vessel (8) with a volume of at least 4 litres underneath the oil drainage screw.

Do not let the oil run into the ground or the waste water system. ¾ Unscrew the oil filler cap (6). ¾ Remove the oil filler cap and sealing ring (9).

When the gear has been in continuous operation, you should expect the oil to have reached a higher temperature.

Use temperature resistant gloves.

¾ Release the oil drainage screw (7). ¾ Remove the oil drainage screw and sealing ring (10). ¾ Allow the gear oil to drain off completely into the oil catchment vessel.

Allow an oil drainage time of at least 5 minutes.

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¾ Clean the magnet at the oil drainage screw (11) and insert it again, always using a new sealing ring (12). Tightening torque: 22 Nm. ¾ Fill up with gear oil.

Use a suction and pressure syringe (13) for filling up the oil. This is a simple and fast method of filling the gear with oil.

The and the reached when the oil level is at the (14).

is

¾ Screw in the oil filler cap with a (15). Tightening torque: 22 Nm.

sealing ring

Remove any oil that has overflowed with a suitable oil binding agent.

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¾ Remove the gear. ¾ Release the hexagonal screws (16).

The screws (17) in the oil chamber of the gear are covered with LOCTITE 243. For removal purposes and for subsequent use of these screws, the LOCTITE remnants must be removed from the thread or, preferably, new screws should be used. ¾ Remove the bogie bearing (18) and toothed gear ring (19) for the steering.

The centring and mounting surface for the toothed gear ring must be clean.

It must not be possible for foreign particles or cleaning agents to penetrate through the threaded holes (20) into the inside of the gear. ¾ Lay the toothed gear ring for the steering (21) in position and turn it so that the screw holes in the toothed gear ring are lined up with the threaded holes (20). ¾ Knock the toothed gear ring into place with a rubber mallet. ¾ Set the bogie bearing (22) in place right side up, and turn it so that the screw holes in the bogie bearing are lined up with the pattern of holes in the toothed gear ring and housing.

Always seal the screws (20) that are in the oil chamber of the gear.

Smear these screws with LOCTITE 243 before inserting them.

¾ Use the hexagonal screws (23) to screw the bogie bearing and toothed gear ring to the gear

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housing. In order to prevent inadmissible fluctuations in screw tension, always tighten the screws diagonally in several passes to the prescribed tension of 34 Nm. Install the gear

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The gear must undergo maintenance every 1000 operating hours or every 6 months.

The gear oil must be replaced every 2000 operating hours or once a year.

¾ Visual inspection for signs of damage. ¾ Visual inspection for leaks. ¾ Visual inspection for loss of oil at the gear oil level inspection point. ¾ Checking the gear for noises. ¾ Checking the gear oil level and topping up if necessary. ¾ Lubricating the steering pinion and toothed gear ring with multi-purpose grease.

Only oil types which meet the following specification are permitted: Classification in acc. with API-GL5.

Classification in acc. with MIL-L-2105C/D, test form A (scuffing test), test form C (long-term wear test).

SAE class 80W-90, further SAE classes are based on the ambient temperature.

Permissible lubricants in accordance with: ZF lubricant list TE-ML 05 ZF lubricant list TE-ML 07 Total oil volume for gear (GK20): 2.2 litres

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1 2 3 4

Steering angle indicator Steering wheel/set-point potentiometer Linde truck control Steering unit (steering controller, engine, gearbox)

Workshop literature W8 054 396 EN 09/2006

5 6 7

Actual-value potentiometer CAN bus Reference switch

-1

The steering is a fully electrical ring gear steering system, comprising the components: Steering unit with gearbox (1).

Actual value potentiometer (2).

Ring gear (3).

Steering wheel with set-point potentiometer.

In addition the truck can be fitted with inductive or mechanical automatic guidance .

Moving the steering wheel when the truck is stationary causes accelerated wear of the driving wheel ! Therefore avoid excessive movement of the steering wheel when the truck is stationary!

The steering is immediately active after the truck has been switched on, providing the steering does not detect a fault during its initialisation self-test. Faults are shown on the display by their fault codes.

Turning the steering wheel changes the set point and the steering logic then compares this with the actual value. Whenever there is a difference between the set point and actual value, the power module actuates the engine to resolve this difference .

The CAN bus supplies the steering logic with the information "Truck is moving/stationary". When stationary, during the first 3s after a difference is detected Imax = 37A is permissible, after this however the current is limited to I = 8A. The driving wheel position is sent to the LTC via the CAN bus, and the LTC uses this information to send the steering angle value to the display, again via the CAN bus.

If during operation a fault develops in the steering system, the signal "Steering OK" is switched off (hardware and CAN bus, redundant). The FPS immediately causes regenerative braking to a stop with a foot switch delay . At the same time, a block is placed on driving the truck. The fault

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code FE61 (self-clearing) or FE3xxxappears on the display.

The steering unit includes an incremental transducer. This is referenced each time the truck is switched on. This reference position is adopted as the straight-ahead position.

The actual-value potentiometer senses the current position of the driving wheel and moves the driving wheel into approximately a straight-ahead position. The fifth wheel reference switch (1) is driven over at reduced speed, allowing the exact position to be taken up at the switching point.

The steering unit includes: Electronic control system with integrated power module (1) Carbon-brushless synchronous motor with permanent magnet (2) Gearbox (3) It represents one unit and can only be exchanged completely.

Type: SL 062-Z1 Cyclo gearbox (i=71) Voltage: 48V DC Speed: 2400rpm Output: 500W Protection class: IP54 Insulation class: F Steering speed: approx. 72°/s -> approx.

2.5s/180°

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Pin assignment, 16-pin connector X47 1-4

+48V via main contactor steering (power supply)

5-7

0V power supply

8

0V control unit

9

12

n. c.

48V supply control unit (UBatt) 1+48V, release steering via key-operated switch Output "steering OK" (0V active=OK)

13-16

n. c.

10 11

Pin assignment, 4-pin plug X48/C 1

CAN_H

2

CAN_L

3

1+24V

4

0V

Pin assignment actual value potentiometer, 6-pin plug X49/G 1

3-5

+12V Actual value main potentiometer 6V +-2.5V n. c.

6

0V

2

Pin assignment target value potentiometer, 6-pin plug X50/L 1

+12V Target value main potentiometer

2 3

n. c.

Target value check potentiometer, 90°phase offset

4 5

n. c.

6

0V

Version

File

Remark

Main processor

4.51

Elk451dl.bin

Production start 04/2004

Monitoring processor

4.51

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Workshop literature W8 054 396 EN 09/2006

The steering will be updated using the Winflash software. The notebook is connected to the CAN bus diagnostic link.

This allows an update of the main processor. In order to update the monitoring processor to a higher version, the complete steering unit must be replaced!

Testing can only be performed in installed and connected condition (self-test, functional test).

The diagnostic software offers additional help.

¾ Jack up the truck and secure it to prevent it rolling away. ¾ Mark the electrical connections (1) and disconnect them. ¾ Release the lock on the connector (2) by hand and pull the connector out of the actual value potentiometer. ¾ Remove the torque support (3) for the actual value potentiometer. ¾ Release the 4 screws M10x45 (4). ¾ Lift the steering unit up and off and lay it to one side.

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Once the complete steering unit has been removed, the actual value potentiometer and the gear wheel can also be removed. ¾ Release the 4 screws M4x16 (1) and pull off the planetary gear (2). ¾ Release the retaining washer (3) and screw (4). ¾ Pull off the gear wheel (5) from the gear shaft (6) using an extraction tool. ¾ As required, the actual value potentiometer can be unscrewed from the planetary gear (2) with the steering unit either installed or removed.

Installation is carried out in the same way but in the opposite order to the removal process.

Potentiometer setting: see steering unit/installation.

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To install the complete steering unit, follow the removal instructions above in reverse order. Observe the following points: ¾ Before the complete steering unit is inserted in the holder (5), the drive wheel must be turned by hand exactly to the straight-on position. ¾ The actual value potentiometer mounted on the steering unit must be set to the straight-on position while the steering unit is .

This is done by turning the gear shaft of the steering wheel at the gear wheel. The potentiometer must be held in the position of the final installation position. For this purpose, make a resistance measurement between pins 1 + 2 and pins 1 + 5 of the actual value potentiometer. Both measurements must result in the same value (approx. 1325 ). The difference between the two values must amount to no more than 50 , otherwise an error will be detected during switch-on or teach-in. ¾ Lower the pre-set steering unit carefully into its holder (5) and secure with the 4 screws M10x45 (tightening torque 46Nm). ¾ Mount the torque support (3) for the actual value potentiometer. ¾ Reconnect all the electrical connections. ¾ Put the steering unit into operation using the diagnostic software (see Parameterization). ¾ For inductive wire guidance: Activate option "IZF" in the steering unit, perform "teach-in actual value potentiometer" in the IZF (refer to IZF/Commissioning).

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¾ A newly installed steering unit must be configured with the diagnostic software "ParadigELK" on a truck-related basis, or a stored vehicle-related file is loaded into the control system (e.g. operating console variant, option inductive wire guidance). ¾ Perform teach-in of target and actual value potentiometer using diagnostic software "ParadigELK". ¾ Use the parameter Fine adjustment to correct the straight-on position. The truck must be aligned parallel with a straight line (1). Then travel a distance of approx. 10 m. If the truck moves in a curve and travels sideways (2) or (3) or deviates from the ideal line, the parameter must be changed until the deviation in both directions is <20cm (in particular with inductive wire guidance). ¾ After commissioning, store the current parameters in a file (e.g.: File name = vehicle number).

When the truck is switched on, the steering is activated immediately on condition that the steering has not detected any errors during the selftest carried out after switching on. Errors are displayed on the operating console in the form of error codes.

The steering system is almost maintenance-free. ¾ Lubricate ring gear and gear wheel annually as part of the maintenance using general-purpose grease.

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The potentiometer and the check function are identical to the actual value potentiometer.

The setpoint potentiometer (1) can be accessed after removing and opening the operating console housing.

The required steering direction is specified with the setpoint potentiometer. The potentiometer has a 2-channel design. It generates 2 setpoint signals that have a phase offset of 90° (main and control potentiometers). Both setpoint signals are evaluated by the steering logic (redundant safety). When switching on, the current steering wheel position is adopted as the straight on position, the drive wheel automatically turns to "straight on". With each revolution of the steering wheel, the drive wheel turns 30 or 45 degrees (can be adjusted using the diagnosis software).

The steering wheel has no mechanical stop. If the steering wheel is turned further, the maximum steering angle is limited to ±95° by the actual value of the steering unit. When turning back again from an end position, the current steering wheel position is immediately adopted as the target value. There is no dead band.

An optional steering handle (UPA) with mechanical stop and central locking position is available.

After switching on and completion of a reference cycle, the drive wheel turns to the current position of the steering handle.

Pin assignment, 6-pin connector X1 1

Target value, main potentiometer appr. 1-11V

2

Supply +12V

5

Supply 0V

6

Target value, control potentiometer appr. 1-11V

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In case of a defect in the setpoint potentiometer, an error message appears at the operating console.

When mounted, the diagnosis software can be used to test the following values: Target value signal from the main / control potentiometer.

Potentiometer current consumption.

"Sychronous running" between the main / control potentiometer, i.e. parallel increase/reduction of the two target value voltage levels.

When not mounted, a resistance measurement can be performed. The main/control potentiometer have a zero crossing when offset by 90° Total resistance between pin 2 + 5.

Resistance measurement between pin 1 + 2 / pin 1 + 5 of the main potentiometer.

Resistance measurement between pin 6 + 2 / pin 6 + 5 of the control potentiometer.

Carry out ohmic alignment of the main potentiometer between pin 1 + 2 and pin 1 + 5. The progression of the resistance value is due to parallel switching of the main / control potentiometer.

Power supply pin 2

+12V

Power supply pin 5 Target value signal from the main / control potentiometer.

0V appr. 1-11V

Current consumption

appr. 6mA

Total resistance Wiper resistance of main / control potentiometer.

1900 ±15% appr. 200-1700V

Wiper resistance at centre of main potentiometer

appr. 1325V

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Workshop literature W8 054 396 EN 09/2006

¾ Raise the mechanical locking mechanism (2), pull off plug X1 (1). ¾ Release the 4 screws (3). ¾ Remove the potentiometer (4).

Ensure that the sealing ring (5) is correctly mounted. ¾ Plug the potentiometer onto the free stub shaft.

While doing so ensure that the potentiometer shaft is aligned with the stub shaft. ¾ Fasten potentiometer with the 4 screws (3). ¾ Insert the plug X1 (1). ¾ Carry out the teaching-in process with the diagnosis software.

The steering force is set permanently (working on the principle of friction). There is no mechanical adjustment work to be carried out.

The potentiometer is set during teaching-in using the diagnosis software.

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The potentiometer and the check are identical with the target value potentiometer.

The actual value potentiometer (1) is used to determine the position of the drive wheel. The transmission (2) connects the potentiometer with the steering unit (3) (transmission ratio steering unit : potentiometer = 4 : 1). The potentiometer itself is 2-channel, i.e. it generates 2 actual value signals; however, only the signal of the "main potentiometer" will be evaluated in the steering unit. In order to ensure redundant safety, the actual value potentiometer is compared with the signals of the internal incremental encoder of the steering unit.

Pin assignment, 6-pin connector X1 1

Actual value main potentiometer approx. 1-11V

2

Supply +12V

5

Supply 0V Actual value check potentiometer (n.c.)

6

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In case of a defect in the actual value potentiometer, an error message appears at the operating console.

When mounted, the diagnosis software can be used to test the following values: Actual value voltage from the main potentiometer.

Potentiometer current consumption.

When not mounted, a resistance measurement can be performed. The main/control potentiometer have a zero crossing when offset by 90° Total resistance between pin 2 + 5.

Resistance measurement between pin 1 + 2 / pin 1 + 5 of the main potentiometer.

Resistance measurement between pin 6 + 2 / pin 6 + 5 of the control potentiometer (not in use).

Carry out ohmic alignment of the main potentiometer between pin 1 + 2 and pin 1 + 5. The progression of the resistance value is due to parallel switching of the main / control potentiometer.

Power supply pin 2

+12V

Power supply pin 5 Target value signal from the main / control potentiometer

0V appr. 1-11V

Current consumption

appr. 6mA

Total resistance Wiper resistance of main / control potentiometer

1900 ±15% appr. 200-1700V

Wiper resistance at centre of main potentiometer

appr. 1325 (set symmetrically, max. difference 50 )

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¾ Lift mechanical lock, pull off plug X1 (1). ¾ Release the 4 screws (2). ¾ Carefully pull the potentiometer parallel downwards.

If the steering unit has not been removed, the following process is normally sufficient. If the main potentiometer is not ohmically central due to the tolerance at STRAIGHT-ON, the steering unit must be removed and realigned. ¾ Turn drive wheel to straight-on position. ¾ Check the seat of the sealing ring (5) ¾ Push the potentiometer onto the stub shaft (3). Ensure that the potentiometer shaft (6) is aligned with the stub shaft. ¾ Fasten potentiometer with the 4 screws (4). ¾ Attach plug X1. ¾ Carry out the teaching-in process with the diagnosis software.

The potentiometer is set during teach-in using the diagnosis software.

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The reference switch (2) is only used to perform a reference cycle for straight on travel when switching on.

The reverence switch is half covered in the straight on position by the switching curve (1) at the bogie.

The operating distance sensor (2)- index cam (1) must be approx. 1mm.

LED (3) must light up when the reference switch is switched on.

In the service software, menu Potentiometer steering, the current supply and the switching signal of the reference switch are displayed.

The power supply of the actual value potentiometer also supplies the reference switch.

In the field Current actual value potentiometer, the current is increased from approx. 11mA to 15mA when the reference switch is enabled.

In the field Voltage actual value potentiometer slider 2 , the voltage is increased from approx. 0.5V to 8V when the reference switch is enabled.

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¾ Switch off the truck. ¾ Unplug plug connector (3). ¾ Release locknut. ¾ Unscrew reference switch (2) by turning.

Danger of shearing off!

Do not screw reference switch too far when installing.

¾ Bring drive wheel in straight-on position. ¾ Check whether target is underneath the mounting hole of the reference switch. ¾ Screw in reference switch by turning it. ¾ Adjust switching distance to the target by turning the reference key to 1mm. ¾ Moderately tighten the locknut. ¾ Plug in the connector plug. ¾ Functional testing will be performed automatically during switch-on.

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Trucks with mechanical guidance are guided in their longitudinal axis via two guide rollers installed on each side.

Correctly adjusted straight-on travel of the steering system is a condition for trouble-free operation.

In accordance with the general stipulations, play of the truck guidance between the guide rails must be between 0 and +5mm. ¾ Check the mechanical fastening of the guidance elements. ¾ Check that the rollers are running easily. ¾ The running surfaces must be undamaged.

Uneven or non-concentric wear and an insufficient diameter must not impair guidance.

New roller diameter: 125mm Wear limit: 120mm

The guide elements are factory-set to the specified width. The guidance tolerance of the truck between the guide rails must be set by adding or removing shims (cf. Spare Parts Catalogue).

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The option "Rail guide switch" must be configured in the vehicle controls, using the diagnostics software .

Aisle recognition is activated by entry into rail guidance. As soon as one light switch for aisle recognition is activated, the two green LEDs (2) on the control desk flash. The vehicle can still be steered and the yellow LED (1) for manual steering remains ON. When the second light switch for aisle recognition is activated, the two green LEDs (2) light up continuously.

The signals are evaluated redundantly in the FZS. If the steering angle is ≤5°, the command "STRAIGHT" is send to the steering by the CAN bus . This automatically sets the drive wheel to "STRAIGHT" and acknowledges execution to the vehicle controls. From this moment onwards, 2-hand operation is required. The yellow LED (1) for manual steering is OFF. If the vehicle has a steering wheel, at the instantaneous steering set value is automatically taken as "STRAIGHT", and the vehicle always drives out of the aisle with "steering set value 0°". This is unaffected by any changes to the set value whilst the vehicle is within the aisle.

If the vehicle has a steering knob a drive stop will be executed if the steering set value of the steering knob does not report "STRAIGHT" (central detent).

¾ Activate both light switches. ¾ Set the steering angle (actual value) to ≤5°. ¾ Check the steering castoring and the requirement for 2-hand operation .

If these do not work: ¾ Test the signals using the Onboard Diagnostics (menu 25).

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Workshop literature W8 054 396 EN 09/2006

¾ Use the ParaDigOrderPick diagnostic software on the steering side (rail guide) to check whether both light switches generate the correct signal .

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1 2 3 4 5

Central unit IZF Display elements and manual/automatic switch Steering unit Actual value potentiometer Truck controller

Workshop literature W8 054 396 EN 09/2006

6 7 8 9 10

Reflex sensors for aisle recognition Antenna 0 = load side / Antenna 1 = drive side Optional mechanical steering angle limiter Speed sensor Travel and pump controller

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Inductive wire guidance, referred to as IZF in the following, is a control system for the inductive guidance of trucks in straight rack aisles.

It comprises one central processing unit and at least two antennas. A wire recessed into the floor and supplied with alternating current by a frequency generator is used as a guidance signal.

The alternating field of the guide wire is picked up by the antennas and converted into a distance signal.

Both antennas are evaluated by the IZF control system in every direction of travel. Using the antenna signals, the truck is regulated towards the and the necessary adjustment angle forwarded to the truck steering system. The "guidance point"(4, 5) is located in the longitudinal direction in the area of the rigid axle.

The driver selects and deselects the inductive guidance function. Within the rack aisles, only guided operation is admissible.

1 2 3 4

Guide wire Groove Electromagnetic alternating field Antenna

1 2 3 4 5

Transfer/tracking area Recognition area of the guide wire Approach angle Guidance point on the load side Guidance point on the drive side

Optionally, a mechanical steering angle limiter can be actuated.

The IZF system features a safety-integrated design.

The IZF reads out information for optical and acoustic indication of statuses and errors at the operating console.

Automatic guidance is selected by the driver by pressing a button. The signal from the button is forwarded via the CAN bus to the IZF. The IZF limits the speed down to the tracking speed.

Once the tracking speed has been reached, the IZF starts to search for the wire.

Once it recognizes a guidance signals, the IZF switches over the steering angle signal to the steering system from manual to IZF. Switchover is optically and acoustically signaled at the operating console. The truck is now automatically steered.

The tracking process regulation system permits the guide wire to be approached at different approach angles (3) and speeds in the drive and load direction.

The tracking algorithm regulates the distance and the angle of the truck relative to the guide wire.

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If these two values are small enough, transfer to the mode takes place (both antennas are located in the linear pick-up range over the guide wire).

Depending on the distance from the guide wire, the maximum speed is now increased up to the transition speed.

If the distance from the two antennas is less than the maximum admissible guide wire deviation (plus supplementary value), the truck is now tracking the wire.

Inductive guidance must be selected before travelling over the guide wire.

The antenna on the load side enters the tracking area.

The tracking process takes place only with the antenna on the load side until both antennas pick up the guide wire.

When both antennas have reached the adjustment area (linear pick-up area), the system goes into the adjustment mode.

In this transition area, the maximum speed is increased in accordance with the guide wire distance.

Once the distance of both antennas is within the admissible tolerance range above the guide wire, the tracking process is completed Inductive guidance must be selected before traveling over the guide wire.

The antenna on the drive side enters the tracking area.

When the antenna on the drive side is traversing the tracking area, adjustment takes place in line with the drive side antenna.

In case of large approach angles, a corner is turned without guide wire until the antenna on the load side has reached the tracking area.

From this point onwards, adjustment takes place in line with the antenna on the load side.

The drive system now swivels back to the guide wire.

Just before the guide wire, the system switches over to creep speed to give the steering sufficient time to straighten up.

Once both antennas have recognized the guide wire, further tracking takes place with two antennas.

Once both antennas are within the adjustment area (linear pick-up area), the system goes into the adjustment mode.

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In this transition area, the maximum speed is increased in accordance with the guide wire distance.

Once the distance of both antennas is within the admissible tolerance range above the guide wire, the tracking process is completed Different maximum speeds can be parameterized for travel in the load and in the drive direction. The adjustment function holds the "guidance point" on the guide wire.

In the case of trucks with steering wheel, the position of the steering wheel has no influence.

In the case of trucks with steering handle (central lock-in position) the steering handle must be located in the straight on position during tracked travel, as otherwise the truck will come to a stop.

The adjustment function stipulates only a limited steering angle. The steering angle to be set is checked again against the parameter Limiting angle and limited if applicable.

If the EMERGENCY STOP distance is exceeded during adjustment, an emergency stop is initiated.

For the antenna on the drive side, an additional EMERGENCY STOP distance is admissible for travel in the load direction.

When the mechanical steering angle limiter option is used, a mechanical steering angle limiter is applied when the truck is in the inductively guided mode.

Automatic guidance is disabled by the driver using a button at the operating console. the rack aisle, the truck is stopped. A warning signal is given off. It is only possible to continue with the Q button and at creep speed. the rack aisle, the speed is reduced from "transition" to "creep speed" and the current steering wheel position is adopted as the "Straight on target value". When travelling at < "creep speed" the system switches over to manual steering and "free travel" speed. Switchover is indicated by an acoustic signal.

The maximum specified travel speeds are conditional upon adherence to the floor guidelines and the safety distances!

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vmax inductively 7 kph guided Average adjustment < ±15mm deviation Approach angle to wire max. 60° Guide frequency 5..12.5kHz Guide wire current Laying depth of guide wire

40..150mA 10 mm

Parameterization is possible of the guide wire frequency and current.

The maximum speed is only enabled subject to aisle recognition.

If the truck is not automatically guided once aisle recognition has taken place, it is stopped.

The driver selects between manual steering and inductive guidance by actuating a switch at the operating console.

After being selected by the driver, IZF automatically transfers from manual to guided operation and vice versa.

The change of operating mode (manual/automatic guidance) is indicated by an acoustic signal.

The tracking process takes place on a controlled basis.

The maximum steering angle in the tracking mode is limited.

The IZF can be parameterized to different trucks and guiding frequency systems.

Parameterization and diagnosis take place via the CAN bus.

The system features a wide variety of monitoring functions and signals faults by means of detailed error codes.

The exchange of signals with the truck control system takes place via the CAN bus.

The emergency stop signal is issued by a floating relay contact.

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1 2 3 4

Manual/automatic switch.

IZF EMERGENCY STOP Steering angle display Manual steering / inductive guidance display

5 6 7

Wire tracking / wire recognition active display Tracking active / automatic mode display Error code display

Switch (1) is set to manual operation.

LED (4) = On. The truck can be freely steered and driven.

Switchover to automatic operation and back again is acknowledged by 4 short acoustic signals.

Automatic mode is subdivided into 3 consecutive phases and initiated by pressing the Manual/Automatic switch (1).

The truck can be freely driven at reduced speed to the guide wire: The red LED (5) flashes.

The truck travels with at least one of its antenna over the guide wire: Manual steering is switched off, an acoustic signal confirms the change to automatic steering.

On recognition with one antenna, the red LED (5) and the 2 green LEDs (6) flash alternately.

On recognition by two antennas, the two green LEDs flash (6).

The truck is located with both antennas within the admissible tolerance range above the guide wire. The 2 green LEDs (6) remain continuously alight. When reversing, the IZF switches back to the tracking mode at the point the truck changes direction.

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The following functions must be tested: Automatic tracking process.

Tracked travel.

Aisle recognition.

Deselection of automatic guidance into aisle.

Checking that the emergency-stop and emergency distance function correctly.

Option mechanical steering angle limiter.

The inductive wire guidance is a complex system with different interacting components. After putting into operation, replacing or repairing individual components, the system must be commissioned using the following adjusting chart. The points which are not relevant can be omitted.

Notebook with software ParaDig IZF and truckspecific parameter file.

CAN interface and CAN diagnosis cable.

Run-in gear with inductive loop and guide frequency generator.

The electrical steering, in particular the straight-on steering, must be correctly adjusted.

The "IZF" option must be configured in the and the .

¾ Test with the manual steering by taking a test run. After 10m travel, the truck should deviate from the ideal course in both directions by <200mm. If required, use the diagnostic software of the steering to correct the straight-on travel (refer to Electrical steering). ¾

: The antennas are mounted mechanically in the centre of the truck (tolerance ±2mm) when the tabs of the antennas are flush with the holders. Make sure that the installation is horizontal.

¾

: If required, load standard parameter file with software "ParaDigIZF"

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and configure manually or load truck-specific parameter file. Check the configuration of the steering angle limiter option. Maximum speeds can be reduced if required by local conditions. ¾

In ParaDigIZF, start Diagnosis and

:

Teach-in actual value potenDrive wheel turns autiometer.

tomatically to +95°, 95° and then STRAIGHT ON.

¾

: Drive the truck onto the wire manually or with inductive guidance until the antenna distance is < ±30 mm. Switch over to manual operation, select Diagnosis in ParaDigIZF and start Frequency measurement. Follow the operating instructions. The measurement is carried out for both antennas and stored under the selected frequency channel in the antenna and in the IZF control system.

¾

: Drive the truck onto the wire manually or with inductive guidance until the antenna distance is < ±30 mm.

Switch over to manual operation, select Diagnosis in ParaDigIZF and start Field strength measurement. Follow the operating instructions. The measurement is carried out for both antennas and stored under the selected frequency channel in the antenna and in the IZF control system. If possible, carry out the measurement at different points on the guide wire. Default value = 80mA, permissible range: 40..150mA. If you ascertain strong fluctuations after several measurements, enter the mean value manually and save.

¾

: Drive the truck onto the wire with inductive guidance until it is detected. Switch over to manual operation, select Diagnosis in ParaDigIZF and start Calibrate antenna analogue value. The analogue/digital antenna distance is compared and if necessary corrected automatically with the

Antenna/analogue value offset parameter.

¾

. Select ParaDigIZF Diagnosis and start Set steering offset.

The mean value calculation is activated. As test run, move the truck forwards and backwards about 20m. Correction values are entered in the steering offset drive side/load side parameter. Repeat the test run. When offsets >1°, first set the

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straight-on setting of the steering. The setting is correct when the mean steering offset is <0.2°. Test the truck at maximum speed.

Optimize manually, if required.

Select Setup+Monitoring, Mean values. Reset mean value calculation by selecting the manual/automatic function. Repeat test run and optimise with the

steering offset drive side/load side parameter. If the truck has a tendency to move off centre to one side, correct with the Antenna/Offset centre position parameter. Finally, carry out the Set steering offset procedure again. ¾

. This is only necessary when the mechanical steering angle limiter option is installed. Leave the truck standing on the guide wire in "automatic operation" and switch it off. Check whether the locking mechanism is central to the drive wheel and whether the distance of the guide rollers to the rim edge is approx. 8mm. Correct mechanically, if required.

¾

: Drive the truck onto the wire with inductive guidance. Select ParaDigIZF Diagnosis and start Emergency-stop test. Set steering angle in direction of travel AS max. ±9°, in direction of travel LS max. ±1° and follow operating instructions. Test the guide wire deviation after emergency-stop between the truck and guide wire.

¾

: carry out this test.

¾ Perform (refer to Commissioning and adjusting instructions). ¾

. Test the wire recognition process with a small recognition angle (10...20°) and a large recognition angle (50 ...60°). This is necessary in order to test the parameterisation of the wheel position, pulse generator resolution and set current. The recognition process must be carried out directly with a suitable steering angle and must be completed within a few metres.

¾

. In an aisle, the truck must stop when switched over to manual and a warning signal should sound after approx. 3 seconds.

¾

. The steering angle limiter must go into automatic operation when the truck has been detected (inside and outside the aisle). When the truck is switched

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over to manual, it should move out of automatic again. ¾

. The Mean deviation, steering offset parameter must be <0.2° (ParaDigIZF).

¾ The parameters for a newly installed IZF must be set with the diagnostic software "ParaDigIZF" with a standard parameter file for this truck. ¾ The truck must be configured with the "ParaDigIZF" diagnosis software, or a stored truck-related file must be loaded into the control system. follow.

¾

¾ After commissioning with "ParaDigIZF", the current parameters must be saved to a file (example: File name = IZF + truck number).

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Workshop literature W8 054 396 EN 09/2006

The central processing unit monitors and controls all functions of the IZF.

Power supply

+24V DC (16-32V)

Operating temperature Control outputs binary

-32°.. +70° 24V, 1,5A, short-circuit proof

Power outputs binary

24V, 5A, short-circuit proof with current detection

Inputs binary

+24V

Analog inputs

0..10V

Relay contact

2A, inductive

Protection class

IP64

Cast aluminium housing (1) with 42-pin connector, type plate with ident number.

GND, 0V D+, 24V signal "memory"

22 23

S-GND, screen antenna cable AS, n.c.

Relay contact EMERGENCY STOP (n.o., 1=ok)

GND antenna LS Analog input antenna LS

24

Relay contact EMERGENCY STOP (n.o., 1=ok)

4

25

Digital output aisle recognition, 0V= in aisle

5

+6,5V antenna LS

26

Digital output, n.c.

6

+6,5V antenna AS Analog input antenna AS

27 28

+10V, n.c. +24V supply for outputs

29

L-GND, 0V supply for outputs

9

GND antenna AS Analog input antenna 3 n.c.

30

CAN-H, truck CAN

10

Analog input antenna 4 n.c.

31

GND, truck CAN

11

Analog input actual value potentiometer steering

32

Motor steering angle limiter

1 2 3

7 8

Workshop literature W8 054 396 EN 09/2006

-11

12 13

Analog input actual value potentiometer Analog input target value potentiometer n.c.

33

Motor steering angle limiter

34

Digital input, LWB locked

14

Analog GND n.c.

35

Digital input, LWB open

15

CAN-L +UE, 24V

36

Digital input, LWB (3° switch) n.c.

37

Digital input, LWB n.c.

17

S-GND, screen antenna cable AL, n.c.

38

Digital input, aisle recognition OFF (opening signal)

18

CAN2-L antenna LS

39

Digital input, aisle recognition ON (opening signal)

19

CAN2-H antenna LS

40

Digital input speed sensor channel A

20

CAN2-H antenna AS

41

Digital input speed sensor channel B

21

CAN2-L antenna AS

42

+24V supply LWB switch

16

The central processing unit monitors itself and IZF functions automatically. Errors are displayed on the operating console.

A more detailed diagnosis and adjustment can be performed with the diagnostic software "ParaDigIZF". Using the special tool "measuring adapter" and a digital multimeter, the hardware signals can be measured.

¾ Pull out the battery plug. ¾ Unplug the connector plug. ¾ Unscrew the central processing unit from the mounting plate.

A newly installed central processing unit must be set up using the diagnostic software "ParaDigIZF".

To install, follow the removal instructions above in reverse order.

The setting up and commissioning must be executed with the diagnostic software "ParaDigIZF" according to the commissioning and setting up instructions IZF. -12

Workshop literature W8 054 396 EN 09/2006

The following functions must be tested: Automatic tracking process.

Tracked travel.

Aisle recognition.

Deselection of automatic guidance into aisle.

Check the emergency-stop and emergency distance functions.

Option mechanical steering angle limiter.

Workshop literature W8 054 396 EN 09/2006

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The antennas are used for the calculation of distance, frequency and field strength of an alternating current guide wire during inductive wire guidance.

Signal conditioning Signal processing

active in antenna redundant via 2 digital signal processors

Signal filtering

digital and analog

Signal output

analog and via CAN bus

Resolution above guide wire

1..2mm

1

Antenna load side

2

Antenna drive side

Sensing range

±250 mm approx. 50mm horizontal above floor, Installation height (47..67mm above guide wire) 0,3..4,7V Analog distance signal /-100..+100mm Distance, frequency Measurement and field strength every 5ms Signal output Frequency channels

4, parameterizable

Operating temperature

-32°..+50°

1

GND

2

+6.5V Encoding of CAN address, 0V = load side

3 4

CAN-H Analog output 0.3..4.7V

5 6 7

CAN-L n.c. (screen)

8

n.c. (encoding 2 /4 antennas, 0V = 4 antennas)

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Workshop literature W8 054 396 EN 09/2006

The antennas are self-checked automatically and are monitored via the IZF control system. Errors are displayed on the operating console. The antenna signals can be displayed using the diagnostic software "ParaDigIZF".

¾ Remove collision guard / lift cabin and underpin safely. ¾ Switch off the truck. ¾ Pull out the antenna plug. ¾ Unscrew antenna.

A newly installed antenna must be set up using the diagnostic software "ParaDigIZF" (refer to Parameterization).

To install, follow the removal instructions above in reverse order.

¾ Install antenna at the truck in the mechanical centre (±2mm). The antenna is installed in the mechanical centre of the truck when the mounting tab of the antenna is flush with the holder. Make sure that the installation of the antenna is horizontal. ¾ The height above the guide wire must be approx. 60mm. ¾ The antenna can be screwed directly onto the metal with the mounting tab. ¾ There must be no metal directly above the antenna.

A newly installed antenna must be set up using the diagnostic software "ParaDigIZF". The frequency and field strength will be stored in the antenna. ¾ Teach in guide frequency.

Workshop literature W8 054 396 EN 09/2006

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¾ Teach in field strength. ¾ Teach in analog value of antenna.

The following functions must be tested: Automatic tracking process.

Tracked travel.

Check functions emergency stop and emergency distance.

As a guide wire, normally a 1.5 mm2 flexible installation cable is laid. The maximum length depends on the resistance of the guide wire and the output of the frequency generator. It is always essential for a constant loop current to be achieved which complies with the requirements of the inductively guided truck.

Groove measurement for the guide wire (9): Depth (1)=10mm, width (2)=6mm Distance of armouring to guide wire (3): >50mm. A lower distance can be implemented under certain circumstances. In this case, a field measurement is required.

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Workshop literature W8 054 396 EN 09/2006

Metal-free area (5) left / right of the guide wire: >200mm. This does not apply for forced braking at the end of the aisle with metal strips (inductive).

Distance between 2 guide wires with the same frequency: >(0.5 x truck width + 500mm).

Deviation of the guide wire from the theoretical centre line (7) over the entire aisle length: < ±5mm.

The guide wire is fixed flexibly in the groove using a continuous strip of foam rubber. The groove is sealed using a filler.

Expansion joints are bridged with a small loop laid to one side into the joint.

Faulty guide wire points are bridged by soldering in a short piece of wire. The surplus wire can be accommodated in the form of a loop in a vertical 10 mm borehole in the area of the repair point.

The changeover aisle must be configured wide enough to allow the truck to carry out the automatic wire recognition process.

The function of the antenna with scanning coils (8) must not be impaired by any other metal components.

The frequency generator used to feed the guide wire must be capable of holding a set frequency and the loop current within the tolerance prescribed by the antenna. >±20Hz can result in loss of the wire in the truck s evaluation system. exert a direct effect on the deviation signal of the antenna. In this case, the control unit works less precisely. The tolerance limit is <5mA. Individual sections of the guide wire can be supplied with different frequencies. Frequency switchover can then be performed automatically in the truck or by driver preselection.

The frequency generator need not be secured against failure. The evaluation system safety capability is located in the truck. As a way of preventing errors, the generator can be secured against unintentional activation of the supply or against a power failure. Pilot displays can permit a visual check to be made of the function.

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1

A-reflector at aisle entry.

2

B-reflector, at aisle exit and open aisle end.

If it is not possible to on the right, the reflectors can be mounted on the lefthand shelf side in mirror image.

The aisle recognition process takes place with two reflective light barriers and a double reflector on the shelf. The aim of automatic aisle recognition is for trucks to be guided safely in aisles by the automatic system.

Two-handed operation is required inside aisles.

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Workshop literature W8 054 396 EN 09/2006

If a truck drives into an aisle with automatic recognition without the IZF having been selected beforehand, it is stopped.

In an aisle that has been detected, the truck is stopped when it is switched over to manual operation. A warning indicates what the problem is. Travel can only be continued by pressing the acknowledgement button and at creep speed.

Aisle recognition takes place irrespective of the direction in which the truck has entered the aisle.

The reflectors can also be mounted in mirror image on the shelves on the opposite side of the aisle.

The optional steering angle limiter engages inside and outside the aisle.

When on track, the truck can only drive at reduced speed if the aisle has not been recognised.

The two reflective light barriers must switch one after the other. The switching sequence is monitored over a path distance by counting pulses from the drive motor speed sensor.

Aisle recognition only works if the speed sensor pulses are provided.

The status of the aisle recognition system is stored together with the error status when the truck is switched off and also registered with the vehicle control system during operation via the CAN bus.

Errors caused by can be reset by passing the reflectors again and with the correct signal sequence of the reflective light barriers.

Workshop literature W8 054 396 EN 09/2006

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The steering angle limiter is an optional technical safety equipment. It mechanically prevents the maximum permissible steering angle from being exceeded in the case of steering failure.

Once the truck has been detected and is within the aisle, the steering angle limiter (LWB) is locked. The position "unlocked/locked" of the steering angle limiter is determined by switches.

The steering angle limiter is moved by a motor until the relevant end position has been reached.

The moving in/out of the steering angle limiter is monitored with time-out. The motor is actuated by the IZF control system (depending on the truck type with reversal).

Mode "tracked" active and travel speed > "V_tracking" (parameterizable). immediately when V2.09 (09/2004 production start) the "tracked" mode is active, irrespective of the travel speed. immediately when "tracked" mode is active, also during standstill.

> V2.09

never. when mode "tracked" and travel speed > "V_tracking" (parameterizable).

in manual and at travel speed < "V_creep speed " or in general after the truck is switched back on.

in manual and at travel speed < "V_creep speed " or in general after the truck is switched back on.

If the conditions are fulfilled for unlocking following switch on, an unlocking process will be followed by relocking.

In the case of switchover from automatic operation to manual operation within the aisle, a warning tone will sound due to the switchover "manual steering in aisle".

The function of the steering angle limiter is monitored in the IZF control system. The signals of the limit switch and the motor actuation are displayed in the diagnostic software "ParaDigIZF". Errors are displayed on the operating console.

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Workshop literature W8 054 396 EN 09/2006

¾ Unscrew collision guard. ¾ Position the drive wheel in straight-on position. ¾ Switch off the truck and pull the battery plug. ¾ Pull out the connectors. ¾ Release the 2 fastening screws (1), lift out the steering angle limiter.

To install, follow the removal instructions above in reverse order.

Workshop literature W8 054 396 EN 09/2006

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¾ Align the drive wheel (1) to face precisely forward. ¾ Switch off the truck and pull the battery plug. ¾ Release the swivel lever (2) by releasing the two screws (3) from the drive motor shaft (4). ¾ Move the swivel lever to the "unlocked" position. ¾ Release the lock nut (5). ¾ Set the swivel lever horizontally into the "locked"position (2) using adjusting screw (6) and tighten lock nut (5) again. ¾ Check the function of the two limit switches, set if necessary. Electrical cut-off must take place before the end stops are reached. ¾ Fix the swivel lever (2) by tightening the two screws (3) with the drive motor shaft (4). ¾ Position the 2 ball bearings (7) using 4 adjusting screws (8) at a distance of 8 mm from the drive wheel. ¾ Fix using the 2 fastening screws (9).

¾ Switchover between manual and automatic operation within the aisle when the truck has been detected (refer to testing process LWB).

The steering angle limiter must be unlocked and locked.

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Workshop literature W8 054 396 EN 09/2006

Maintenance interval: Every 1000 hrs or once a year.

¾ Clean steering angle limiter of coarse dirt. ¾ Grease all movable parts with all-purpose grease. ¾ Check function and setting.

Workshop literature W8 054 396 EN 09/2006

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Workshop literature W8 054 396 EN 09/2006

a

Dimension new: 310x125 mm.

The drive wheel (1) needs to be exchanged if: the tread is broken out severely or out-of-round or cracked. the tire diameter is reduced by more than 10%.

¾ Remove collision guard (1). ¾ Set steering sideways until wheel nuts (2) are easily accessible. ¾ Pull out the battery plug. ¾ Loosen wheel nuts (2) in non-raised position. ¾ Lift truck using a hydraulic jack. ¾ Safely underpin truck on both sides using hardwood blocks. ¾ Unscrew wheel nuts (2). ¾ Remove drive wheel.

Workshop literature W8 054 396 EN 09/2006

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¾ Before installing the drive wheel, clean wheel seat (3) and check for proper condition. ¾ Position drive wheel and hand tighten the 5 nuts. ¾ Lower truck. ¾ Tighten the nuts with a torque wrench alternately crosswise. .

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Workshop literature W8 054 396 EN 09/2006

Dimension new: 165x150mm.

The load wheels need to be replaced when: the tread is broken out severely or out-of-round or cracked. the tire diameter is reduced by more than 10%.

Danger of injuries due to unintentional lowering of cabin.

Safely underpin cabin with suitable means.

¾ Raise cabin until load wheels(5) are clear. ¾ Jack up the truck at the load wheels and secure it to prevent it rolling away. ¾ Release the 2 screws (1). ¾ Pull out the 2 securing pins (2). ¾ Drive out the 2 bolts (3). ¾ Release the 6 lock nuts (6). ¾ Remove the 6 setscrews (4). ¾ Remove load wheels (5).

To install, follow the removal instructions above in reverse order.

Workshop literature W8 054 396 EN 09/2006

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Workshop literature W8 054 396 EN 09/2006

a

The service brake acts on the drive wheel by regeneratively braking the drive motor.

If the driver returns the operating lever (1) to the neutral position during travel or if he releases the operating lever, the truck is regeneratively braked.

The deceleration rate depends on the speed at which the operating lever is moved back to the neutral position.

The maximum possible deceleration by the neutral brake is stored by means of a parameter in the truck program with limited scope for adjustment.

The degree of deceleration also depends on the lift height and the engaged load.

If the driver deflects the operating lever (1) in the opposite direction in order to reverse the travel direction during travel, the truck is regeneratively braked and then accelerated in the other direction.

The degree of deceleration depends on the speed at which the direction of travel is switched over by the driver.

If the operating lever is released at the moment at which the travel direction is changed, the truck comes to a standstill.

The maximum possible deceleration by the reversing brake is stored by means of a parameter in the truck program with limited scope for adjustment. The degree of deceleration also depends on the lift height and the engaged load.

Workshop literature W8 054 396 EN 09/2006

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The footpedal for the service brake (1) is integrated in the cab floor.

If the driver places a foot on the pedal, the electromagnetic brake is lifted.

If the driver takes his foot off the pedal during travel, the truck is regeneratively braked. Just before coming to a standstill, the electromechanical brake cuts in and brings the truck reliably to a stop. The degree to which the truck is braked depends on the lift height and the engaged load.

The deceleration of the service brake is set by means of parameters in the factory. After exchanging the FPS, the degree of deceleration must be checked, minor adjustment can be made by changing the parameters. The degree of deceleration also depends on the lift height and the engaged load.

Braking by releasing the at a lift height of : Braking exclusively using . The admissible value is , corresponding to deceleration of appr. 0.9m/s2+0.2m/s2.

Braking by releasing the at a lift height of : Braking exclusively using . The admissible value is , corresponding to deceleration of appr. 0.6m/s2+0.15m/s2.

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Workshop literature W8 054 396 EN 09/2006

a

The truck is operated essentially via the operating console and a deadman switch. Depending on the equipment features, additional switches can be mounted in the driver s cab.

The truck can be equipped wiht one or two operating consoles or an operating console which can be exchanged between the load and mast side.

1 2 3 4 5 6 7 8

Auxiliary lift selection key.

Acknowledge button.

Steering wheel (steering target value).

EMERGENCY STOP key.

S key for special functions.

Manual/automatic changeover key in the case of inductive wire guidance.

Up/down target value.

Drive / load side target value.

Workshop literature W8 054 396 EN 09/2006

9 10 11 12

Hooter button.

X button for special functions such as operating console switchover.

Main lift selection key and 2-hand functions.

Cursor buttons for switching over the display: Operating hours / lift height, display of several errors, menu control on-board diagnosis, activation of teach-in function.

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1 2 3 4 5 6 7 8

Steering angle display Actuate deadman switch request.

2-hand function request.

Close barriers request.

Acknowledge request.

Deceleration active.

No function.

Display of operating hours, error code, on-board diagnosis.

9 10 11 12 13 14 15 17 18

Cursor button left.

Cursor button right.

Battery discharge display.

Service symbol.

IZF EMERGENCY STOP. PSA active display.

PSA error display.

Display of IZF functions and rail switches.

Manual steering / inductive guidance display

All display elements are mounted on an exchangeable pcb. The pcb is connected to the operating console board by a plug-in ribbon cable.

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Workshop literature W8 054 396 EN 09/2006

1 2 3 4 5 6 7 8

Operating console rocker right.

Up/down target value potentiometer.

Display board.

Cursor button right.

Cursor button left.

Key-operated switch.

Steering wheel with target value potentiometer.

Operating console board left (X, Q, 2-hand, auxiliary lift button).

Workshop literature W8 054 396 EN 09/2006

9 10 11 12 13 14 15

Distributor board in the cab.

Processor /disributor board.

Travel target value potentiometer.

Operator console board right (hooter, potentiometer up / down).

EMERGENCY STOP key.

Manual/auto button (IZF).

S button.

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X11, X12 (see block diagram) are reserved for a heating board.

Plugs X14, X15 are reserved for special functions.

If the operating console is mounted on the load side, the Hooter button (2) is connected via plug X9 (see block diagram) as the button is located at the position of the S button (1) (option).

¾ Pull out the battery plug. ¾ Remove connecting cables X1 and X2 (2) underneath the operating console. ¾ Remove the 2 hexagon socket head screws (1). ¾ Take operating console out of its holder. ¾ Unscrew the mounting frame from the base plate.

To install, follow the removal instructions above in reverse order.

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Workshop literature W8 054 396 EN 09/2006

Using the on-board diagnosis, the potentiometer voltage and the direction signal can be displayed on the operating console.

¾ Remove the 4 hexagon socket head screws and take off floor plate. ¾ Pull off plug XC from the processor circuit board. ¾ Release the 2 hexagon socket head screws (2). ¾ Release lift arm by releasing the 2 screws (3).

During installation take care to ensure that the wiring is not pinched. A newly installed potentiometer must be read into the truck control system with the diagnostic software (teach-in).

To install, follow the removal instructions above in reverse order.

Using the on-board diagnosis, the potentiometer voltage and the direction signal can be displayed on the operating console.

Workshop literature W8 054 396 EN 09/2006

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¾ Remove cover of the lift arm by releasing the 3 hexagon socket head screws (1).

¾ Pull plug X2 (2) off the board. ¾ Remove potentiometer with operating lever by releasing the 3 cross-recessed head screws (3).

During installation take care to ensure that the wiring is not pinched. A newly installed potentiometer must be read into the truck control system with the diagnostic software (teach-in).

To install, follow the removal instructions above in reverse order.

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Workshop literature W8 054 396 EN 09/2006

a

of the position sensor is required in the FPS if the position sensor is exchanged, the max. lift height changes, the travel and pump controller is exchanged or a reset is performed with the diagnosis software (CLEAR EEPROM).

Otherwise the functions of the truck will be restricted (cf. Diagnosis / Teach-In).

To determine the lift height, a (1) is used which features an and a . The incremental encoder is monitored by the potentiometer, which is mechanically linked to it. It does this by evaluating and comparing the two measured values in the travel and pump controller.

The position sensor is actuated by means of a highly flexible steel cable which is held under tension over the entire extension length by a .

In the cab on the lift carriage side (3) behind the cover.

Screwed aluminium housing (2) with cable guide pipe.

Type: WDS-15000-P501-S-P-E-STW.

Measurement range Resolution

15,000mm 1 impulse/mm

Potentiometer, 10-turn 1k , 1W Rated voltage of the 24V DC incremental encoder

Workshop literature W8 054 396 EN 09/2006

-1

Connection (3) at the housing, view from the outside: Pin 1

24V supply, incremental encoder

Pin 2

0V supply, incremental encoder

Pin 3

Channel B, incremental encoder

Pin 4 Pin 5

Channel A, incremental encoder 8.5V supply, potentiometer

Pin 6

0V supply, potentiometer

Pin 7

Not occupied

Pin 8

Pickup, potentiometer

The travel and pump controller monitors the incremental encoder, the potentiometer and the reference switch for the main lift function. If an error occurs at this measurement system, a corresponding error code appears in the operating console display (1) (cf. Diagnosis / Error lists).

The reference switch (2) is fixed at the lift carriage and is actuated by switch plate (3) mounted at the back of the cab.

The position sensor is checked by the . Every time the cab is lifted using the reference switch, the measured height is compared to the stored value in the travel and pump controller.

The mounting height of the reference switch is determined during the teach-in process. For this reason, the position must subsequently no longer be altered (cf. Diagnosis / Teach-In).

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Danger of damage to the position sensor.

Do not allow the measuring cable to snap, do not extend further than the specified measurement area (max. 30 revolutions of the cable drum).

The housing of the position sensor may only be opened by trained staff. When opening the clock-spring motor, following the work instructions precisely.

Mechanically in order, no incremental encoder signal.

Mechanically in order, no potentiometer signal.

No supply voltage.

Determine and remedy cause

Cable/plug damaged.

Encoder defective (overvoltage, wiring error or similar).

Remedy damage.

No supply voltage.

Determine and remedy cause

Cable/plug damaged.

Remedy damage.

Potentiometer defective (measurement range exceeded, overvoltage, short circuit, wiring error).

Exchange potentiometer, check toothed belt.

Cable inlet gummed up.

Clean cable inlet (brush, alcohol).

Sheathing damaged.

Determine cause, new cable, possibly new cable inlet.

2, (1)

Carefully release measurement cable, if damaged mount new cable.

2, (1)

Measurement cable Measurement cable loose, fails to jammed. retract.

Belt faulty.

Spring faulty.

Measurement cable / cable fixture.

Mechanical effect.

Determine cause and remedy, exchange encoder.

Check spring and potentiometer, new belt.

Check belt and potentiometer, new spring.

3, (2, 1)

1

4, (3,2,1) 5, (4,3,2,1)

Check spring, belt.

New cable, new potentiometer, (new 2, 1, (5) spring).

The action in brackets ()* must be executed to allow the repair (no bracket) to be performed, but only mount new parts if required! (cf. repair instructions) Action 1

Exchange potentiometer

Action 2

Exchange measurement cable

Workshop literature W8 054 396 EN 09/2006

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Action 3

Exchange incremental encoder

Action 4

Exchange belt

Action 5

Exchange spring

¾ Delete teach-in values for main lift (cf. Diagnosis / teach-In). ¾ Raise cab appr. 1 metre and underpin. ¾ Extend the measurement cable at the cable eyelet with wire or cord by appr. 0.5m. ¾ Detach the cable eyelet at the truck frame and gradually retract the measurement cable through the cab floor with the extension. ¾ Lower the cab. ¾ Remove cover or similar. ¾ Remove position sensor (4 hexagonal screws M6).

¾ Guide the measurement cable extension from above through the hole in the cab floor, screw the position sensor into place. ¾ Raise the cab and underpin ¾ Pull out the measurement cable at the extension and suspend the cable eyelet at the fixture on the vehicle frame, remove the measurement cable extension. ¾ Carry out teach-in process for main lift (cf. Diagnosis / teach-in).

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Workshop literature W8 054 396 EN 09/2006

For all repair work, the sensor and the entire cable guide needs to be cleaned (paintbrush, alcohol).

A repair set is also available which contains all the parts necessary to repair a cable breakage: (1) Measurement cable (2) Brass bushing for cable guidance (3) Potentiometer (4) Holder

Workshop literature W8 054 396 EN 09/2006

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In case of a cable breakage, cable jumpover, belt breakage or release of belt tension, the clockspring motor causes the to overwind, resulting in mechanical damage. For this reason, the potentiometer must be release every time before setting the clock-spring motor.

The potentiometer (1k , 10 turns) must be adjusted closed to the internal mechanical end stop when the measurement cable is fully wound up (resistance appr. 20...30 between terminal pin 2 and 3, rising proportionally to the cable extension). The pretension on the clock-spring motor here is only appr. 20 turns. ¾ Open the sensor housing (10 screws, hexagonal head size 5). ¾ Release the stud in the potentiometer setting ring (2). ¾ Change over the plug from the old to the new potentiometer (1=white, 2=green, 3=black). If necessary, bend plug-in contacts slightly together. ¾ Turn the potentiometer clockwise, seen looking at the shaft, as far as it will go. ¾ Insert the potentiometer shaft into the setting ring in such a way that the shank of the wire eyelet (1) rests on the hexagonal bolt (3) in the clockwise direction. ¾ Tighten the adjusting ring, check the position of the potentiometer stop. ¾ Suspend the shank of the wire eyelet (1) in the slot (4). The potentiometer is then fixed at an angle removed appr 2 - 3 degrees from its internal stop with the cable completely wound (appr. 20...30 ). ¾ Check the function, screw the housing shut.

If the potentiometer is supplied without wire eyelet (1) , mount the old wire eyelet on the new potentiometer, lock the screw with screw locking agent (not ()Loctite).

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Workshop literature W8 054 396 EN 09/2006

If the cable drum is released in an uncontrolled manner, the clock-spring motor overwinds the potentiometer causing mechanical damage. ¾ Open the housing, if applicable release the connecting plug from the sheet metal cover. ¾

potentiometer, see above.

¾ Clamp the housing upedged into a vice so that the wire guide pipe is pointing horizontally to one side. ¾ If the old measurement cable is not torn, pull the cable completely out, clamp a or on the end of the shaft and leave it suspended there in order to block the cable drum. ¾ If the old cable is torn, the potentiometer must also always be exchanged. In the event overwinding, under certain circumstances the spring can also be damaged. Remove the remains of the old cable, check manually whether the spring has become detached.

Wind up the cable drum using the battery-operated screwdriver 49 - 51 turns in the clockwise direction until the 0.6 mm borehole in the cable drum (1) is close to the cable inlet (2). ¾ Pull out the crimp sleeve, nip off and remove the old cable. ¾ Guide the new cable through the cable inlet (2) and borehole (1), taking care to avoid loops. ¾ Plug the crimp sleeve on the end of the cable, form a loop (3) and push back. Do not allow the loop to project outwards. ¾ Crimp on the crimp sleeve using the wire end ferrule crimping pliers (4).

Workshop literature W8 054 396 EN 09/2006

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¾ Insert the crimped sleeve (2) into the 1.9mm borehole (1) of the drum. ¾ Fix the cable / cable drum and remove the battery operated screwdriver.

¾ Evenly wind up the cable using the tension of the clock-spring motor onto the cable drum.

For the first few coils, push the cable completely toward the 0.6 mm borehole (1) to the rim of the drum. Do not allow the cable to glide through your hands. ¾ Check: If the cable is pulled out 15.0m (precisely 30 turns) and released, the wind-up process must not be affected. The layers must be lying next to each other. The cable tension must be even. ¾ Mount the potentiometer, see above.

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Workshop literature W8 054 396 EN 09/2006

The incremental encoder (1) is used as a belt tensioning fixture. When releasing the fixing screws, the clock spring motor can unwind in the housing.

If the incremental encoder is exchanged, either the cable must be carefully deposited or a new cable must be used. For this, the spring motor must be relaxed. ¾ Open the housing, remove the potentiometer, see above. ¾ Clamp the housing upedged into a vice so that the wire guide pipe is pointing horizontally to one side. ¾ Pull the cable completely out and deposit on a surface completely without loops. ¾ Clamp a battery operated screwdriver on the drum shaft to block the clock-spring motor. ¾ Cut off the cable close to the crimping sleeve (2). Pull the crimping sleeve out of the borehole (1) and carefully allow the cable drum to run back until the clock-spring motor has completely relaxed. ¾ Unscrew the incremental encoder. ¾ Mount the new incremental encoder, loosely mount the fastening screws. The belt must lie neatly in the toothing.

¾ Tension the belt (1) by shifting the incremental encoder, check the belt tension: The belt tension must allow the belt to be pressed appr. 2 - 3 cm out of alignment by light thumb pressure. To check this, position a 300g hammer centrally on the belt (deflection appr. 2 3mm). (Belt tension measuring device: 215Hz ±15Hz). ¾ Tighten the screws, lock the screw heads at the encoder using locking agent (not Loctite or similar, as this attacks the plastic). ¾ Fasten the cables using cable ties. ¾ Mount the potentiometer, see above. ¾ If the unwound cable is still in order (not kinked), it can be reused. The piece of cable which is lost by cutting off at the crimping Workshop literature W8 054 396 EN 09/2006

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sleeve is of no significance. If the old cable is too short, a new one must be mounted.

If a torn belt (1) has to be changed, generally the potentiometer, the cable and possibly also the spring are damaged. ()If a belt is changed without the above components having sustained any damage, these can be reused if sufficient care is taken.

For the relevant procedure, see Exchanging the potentiometer, measurement cable, incremental encoder.

The springs can break as a result of wear or due to unbraked retraction against the direction of winding. If potentiometers and cables are also defective in such an event, it makes sense to replace the whole position sensor. Most spring damage is due to cable breakage or incorrect handling (wrong sense of direction) during assembly, causing the spring to become detached in the spring driver.

¾ Remove the cable from the cable drum. ¾ Open the housing, remove the potentiometer, see above. ¾ Clamp the housing in the vice, mark the cable drum at the rim (1). ¾ Clamp a battery operated screwdriver on the drum shaft and carefully wind up the clock-spring motor in the clockwise direction as far as it will go (count appr. 75 turns of the cable drum). ¾ Then unwind the drum shaft again appr. 3/4 of the turns counterclockwise (count the number of turns). ¾ Remove the battery operated screwdriver and manually allow the drum to run back slowly.

The drum must wind back to ±4 turns. ¾ Repeat the process. During this procedure, no excess noise should occur, and the force at the

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drum should be relatively even, otherwise the spring must be exchanged.

Carefully lift the intermediate plate with spring. The spring could jump out! Before removing the old spring, always bind together the wire into a roll using 3 strong cable ties without fail, and then remove in one piece using combination pliers.

¾ Release screws (1) for fastening the intermediate plate (2). ¾ Use a wooden strip (3) or similar to fasten the spring in the spring housing. ¾ Deposit the intermediate plate with spring point upwards flat on a suitable underlay.

If the spring is in correct working order, but unhooked from the driver, it does not need to be changed. Otherwise the spring must be replaced.

Use protective gloves! Only release the spring safeguard (1) once the spring is positioned inside the steel pins and is correctly positioned. When the spring tension is released, it can no longer be moved or turned! If the spring has become released by accident, it can be wound up again in the open spring housing using the battery operated screwdriver.

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¾ Position the housing ring (1) over whichever hand which is being used to press the new spring firmly onto the intermediate plate. ¾ Hold the spring with your fingers around its periphery (coiling direction clockwise) and insert between the steel pins and the spring driver. ¾ Keep hold of the spring, leaving appr. 6 cm free at the outside end of the spring. ¾ Carefully cut off the wire safeguard using side pliers, allowing the outside end of the spring to jump forward.

¾ Turn the tensioned spring in such a way that the outside end of the spring (1) can be fed past outside one steel pin and hooked onto the next steel pin. ¾ Hook the end of the spring on the steel pin. ¾ Slip the housing ring from your wrist over the spring. ¾ Using your free hand, push the spring with a piece of wood or similar and carefully let it out.

The spring will relax and press firmly from the inside against the steel pins and the spring housing. ¾ Check the bent-over shank of the spring in the spring driver. While doing so, hold the spring down with a wooden strip or similar. ¾ If necessary, apply a small amount of lubricant (1) to the free spring coils.

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¾ Position the plastic disk (1) centrally on the spring, check bearing (2) . ¾ Carefully position the intermediate plate on the base plate and thread the shaft into the bearing.

¾ Screw the plates together. Do not forget the 2 distance sleeves (1). ¾ Carry out a function test (cf. testing the springs). ¾ Fix the screws with a screw locking agent. ¾ To continue, see Exchanging the cable, Exchanging the potentiometer.

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Visual check of measurement cable and fixture for damage.

Every 1000 operating hours or 6-monthly. In case of multiple shift operation, use in refrigerated environments and/or unusual ambient influences, the maintenance interval must be reduced accordingly.

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a

In this truck, several CAN bus systems may be installed for the transfer of data between the control systems ( = ontroller rea etwork): Truck CAN bus Antenna CAN bus (only on trucks with inductive guidance) The truck CAN bus includes the following components: Operating console (BPS) A29 Truck controller (FZS) 8U60 Travel and pump controller (FPS) A10 Electrical steering (ELK) 3M1 Inductive wire guidance (IZF) 3A21 (only on trucks with inductive guidance)

1 2 3 4 5 6

Truck controller Operating console Travel and pump controller Electrical steering Inductive wire guidance Antennas inductive wire guidance

In the event of failure of the truck CAN bus, any existing error messages can no longer be transmitted to or displayed at the operating console.

The antenna CAN bus is only fitted in trucks with inductive wire guidance. The antenna CAN bus includes the following components: Inductive wire guidance (IZF) 3A21 Load side antenna 3W1 Drive wheel side antenna 3W2

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The truck is equipped with a diagnostic interface in the unit compartment (1). This allows the notebook to be connected with the truck CAN bus to perform service activities.

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The can be checked using a multimeter at the diagnostic interface at the electrical plug connectors (see circuit diagram).

The face.

has no diagnostic inter-

Each controller has a CAN connection with approx. 40 k internal resistance (CAN_H to CAN_L). The operating panel controller and the electric steering (ELK) 3M1 are each fitted with a 120 terminating resistor. If the inductive automatic guidance option is fitted, each antenna is fitted with a 120 terminating resistor.

You can test if one of the CAN bus lines CAN High or CAN Low has gone open circuit by means of a resistance measurement with the truck f: 60

Correct value: One wire open circuit: Both terminating resistors open circuit:

120 approx.

40 k or

The voltage level on the CAN bus wires can be checked when the truck is :

Correct value:

2.5 V...3.5 V

Correct value:

1.5 V...2.5 V

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The hydraulic unit consists of a drive unit (1, 9) and a control unit (2), and also a tank that is constructed to suit the vehicle shape (6). It is used to actuate the main lift, auxiliary lift and, as an optional extra, the auxiliary hydraulics. The unit can be removed from the vehicle as a complete assembly.

Type

JULI GP 116-Q6

Connection type

Series

Rated voltage

48 V

Nominal current Rated output

190A

Rated speed

2100 1/min

Protection class

IP21

Insulation class

F

Type

External gear pump

Delivery volume

17cm3/U

Rotary direction

Left

7000W

The control unit consists of a valve block (2) with integrated valves.

Switching valves for main lift, auxiliary lift, and auxiliary hydraulics (optional extra).

Proportional valve for the lowering function.

Pressure regulator for the lowering function.

Pressure limiting valve Emergency release valve Mini test connection

1 2 3 4 5 6 7 8 9 10 11 12

Pump motor Valve block Filter Ventilation filter Level indicator Oil tank Damping buffer Suction hose Hydraulic pump Fastening for complete unit Flange Oil drainage hose

The tank has a maximum filling volume of 33.5 litres and a withdrawal volume of 27 litres.

It consists of: (5)Level indicator Return filter (3µm) (3) (4)Ventilation filter

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(7)Damping buffer (12)Oil drainage hose Eyebolt (as removal aid)

¾ Switch off the truck and pull the battery plug. ¾ Drain off the oil completely (please see Valves / Valve block, Repair). ¾ Mark the hydraulic hoses (1) and remove them from the valve block. ¾ Remove the valve plugs (2) from the valves. ¾ Remove the connections from the hydraulic motor. ¾ Remove the battery from the battery compartment. ¾ Secure the pump unit with suitable lifting gear (3). ¾ Use the eyebolt (4) and transport loop (5).

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¾ Release the 2 cap screws (1) from the side of the battery compartment. ¾ Lift the entire hydraulic assembly out of the unit compartment.

The pump unit is mounted using the same steps as for removal but in reverse order.

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The oil tank provides the oil reservoir for the hydraulic system. The pump motor, hydraulic pump and valve block are bolted to the oil tank.

The oil tank comprises the following components: Flexible oil drain hose (1).

2 resilient mountings on the base of the tank (noise reduction) (2).

Return flow filter (3).

Air ventilation filter (4).

Level control comprising 3 oil sight glasses (5).

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The oil tank (1) is located on the left side of the equipment compartment near the traction motor (2) .

¾ Checking the oil level. ¾ Visual check for deformation. ¾ Visual check for external leakage.

Max. filling volume: Drainage volume: Upper oil sight glass: Middle oil sight glass: Lower oil sight glass:

33.5l 27l maximum oil level minimum oil level maximum oil level for maintenance work.

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The return filter filters the hydraulic oil as it flows back into the tank, using a filter insert (1).

Type

Betamicron one-way element with integral by-pass valve

DesignaBN3HC tion Filter mesh 3µm p up to 210bar By-pass valve p 3bar+0.5bar opening pressure Glass fibre (multi-layer) Material Direction of from inside to outside flow

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To test the return flow filter, the proportional valve (see Valves / proportional valve testing) for the main / auxiliary lift lowering must be correctly set If the lowering speed in insufficient, check the filter insert (1) . ¾ Remove the filter insert (1) (see basic hydraulics / return flow filter repair). ¾ Check the filter insert for clogging.

If the filter insert is heavily clogged it should be replaced (see basic hydraulics / return flow filter repair).

Risk of damage to hydraulic components. Allow no coarse dirt particles to enter the hydraulic system.

When changing the filter element take the utmost care regarding cleanliness.

Do not place the new filter element or filter housing cover on any dirty surfaces.

The filter can be changed with the system full of oil.

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¾ Fully lower the main and auxiliary hoists. ¾ Switch off the vehicle and unplug the battery connector. ¾ Remove the 4 cap screws (1) from the filter housing cover (2). ¾ Take off the filter housing cover (2) (it will be stiff because of the O-ring). ¾ Check the O-ring (3) for damage, renew it as necessary.

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¾ Slowly pull the filter element (4) out of the filter housing by the tab, allowing time for the hydraulic oil to drain back into the filter housing.

The unit is installed in the reverse order of removal.

Introduce the filter housing cover O-ring gently into the filter housing.

Dispose of old filter element in an environmentally friendly manner.

The filter element (1) shoud be changed not later than 1000 operating hours or semi-annually.

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The breather filter (1) permits equalisation of pressure in the hydraulic tank whilst filtering the external air. If dirty external air is insufficiently filtered, this leads to additional dirt in the oil. This can cause increased wear, premature ageing of oil and shortening of the life of the return filter.

The breather filter comprises an oil-resistant and corrosion-resistant plastic casing, in which a filter is mounted.

The breather filter (1) must be visually checked for clogging . If it is clogged, exchange it. ¾ Unscrew the breather filter (1) from the oil tank. ¾ Check it for clogging, and if necessary replace it with a new filter . ¾ Screw breather back on.

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Every 1000h or semi-annually: ¾ Visual check, replace if necessary.

Every 2000h or annually: ¾ Replace.

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Breather filter

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a

The (1) protects the hydraulic system against excess pressure.

Setting the operating hydraulics Max. system pressure

200 bar 200 bar 1 2 3 4 5

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Pressure limiting valve Return filter Pump motor Hydraulic pump Non-return valve

-1

The pressure limiting valve (1) is located at the front end of the valve block (2) below the emergency release screw (3).

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¾ Mark the position of the switch for the "auxiliary lift at the top"(1). ¾ Remove the switch from the guide rail and position it so that the switch is not damaged during lifting.

The switch must remain electrically operational otherwise the pump motor is not activated. ¾ Connect a manometer (2) to the mini test connection (3) of the valve block.

¾ Select the auxiliary lift. ¾ Raise the auxiliary lift carefully as far as the upper mechanical stop. ¾ Leave the auxiliary lift function selected and read the value off the manometer (2).

The value that is read off should be between 190 bar and 200 bar and must not exceed . If the value is exceeded or not reached, the pressure limiting valve (4) must be adjusted / replaced (please see Valves / Pressure limiting valve, Repair).

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¾ Switch off the truck and pull the battery plug. ¾ Release the oil (please see Valves / Valve block repair). ¾ Unscrew the pressure limiting valve (1) from the valve block with an open-ended spanner.

Please note the O-rings between valve and valve block.

The pressure limiting valve is mounted using the same steps as for removal but in reverse order.

Ensure o-rings are installed.

In order for the pressure limiting valve (1) to be adjusted, the following work must be carried out: ¾ Prepare measurement (please see Valves / Pressure limiting valve, Testing). ¾ Release the lock nut (2). : ¾ Turn the adjusting screw(hexagon socket) (3) anti-clockwise until the manometer (4) reads . ¾ Tighten the lock nut (2). ¾ Turn the adjusting screw(hexagon socket) (3) clockwise until the manometer (4) reads . ¾ Tighten the lock nut (2). ¾ Check the hydraulic functions.

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1 2

Switching valve for main lift (2Y37) Switching valve for auxiliary lift (2Y50)

2

Switching valve for auxiliary hydraulics (2Y51, optional extra)

The switching valve is a pressure-compensated 2/2-port seat valve that is directly controlled with 24V. It controls the start, stop and volume flow direction for the functions main lift, auxiliary lift and auxiliary hydraulics (optional extra).

It consists of a screw-in element, the magnet, the valve seat and the closing element.

The starting position of the valve is closed with no current. It is determined by the position of an internal spring. The volume flow is conducted in both directions.

Voltage Pin 1

48V against 0V

Voltage Pin 2

24V (clocked signal)

Coil resistance

24

Volume flow 20l/min Maximum pressure 350bar

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The switching valves (1) are screwed into the sides of the valve block (2) and are located above the proportional valve (3).

¾ Check the pump motor speed using the diagnostic software. ¾ Check the proportional valve parameters using the diagnostic software.

¾ Execute speed, cut-offs).

function (check

¾ Execute (check speed, cut-offs).

function

¾ Execute (check speed, cut-offs).

function (option)

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¾ Switch off the truck and pull the battery plug. ¾ Release the oil (please see Valves / Valve block repair). ¾ Remove the fastening screw (1) of the valve coil (2) (please see Valves / valve elements, valve coil). ¾ Pull the valve coil (1) off the valve body (please see Valves / Valve elements, valve coil). ¾ Unscrew the valve carefully from the valve block (3) with an open-ended spanner.

The valve coil is mounted using the same steps as for removal but in reverse order.

Ensure o-rings are installed. .

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1

2

The proportional valve (screw-in valve cartridge) controls the lowering speed for the main and auxiliary lift functions and for the auxiliary hydraulics (optional extra). The valve is controlled by the FPS according to the hydraulics setpoint.

Depending how far the lever is moved (setpoint potentiometer), the valve is opened to a greater or lesser degree by the current (approx.

140...640mA) and consequently the flow speed of the hydraulic fluid affected.

Coil resistance

23

Voltage

24V

Control current

0...850mA

Working area

approx.140...640mA

Pmax

250bar

Qmax

60l/min

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The proportional valve 2Y41 (1) is screwed into the valve block (2) and is located underneath the switching valve for the main lift function (3).

¾ Check standard parameters for the proportional valve (EVP parameters) using the WinMega software (see WinMega diagnostic / software parameters).

Make sure that on-one and nothing are under the cab or the forks during the lowering operation.

¾ Raise the main hoist above the height of lowering damping. ¾ Perform lowering using various set value conditions (press rocker, lowering lever) .

The lowering speed must be seen to vary and in the lowering damping range be perceptibly slower.

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¾ Check lowering function / lowering speed using WinMega software, function tester (LIFTINGSPEED±, EVP VOLTAGE) (see diagnostic / software WinMega tester).

Value range lowering main hoist: Value range lowering auxiliary hoist: max. lowering speed:

approx. 140...610mA approx. 140...470mA approx. 350mm/s

¾ Switch off the truck and pull the battery plug. ¾ Release the oil (please see Valves / Valve block repair). ¾ Remove the fastening screw (1) of the valve coil (2) (please see Valves / Valve elements, Valve coil). ¾ Pull the valve coil (1) off the valve body (please see Valves / Valve elements, Valve coil). ¾ Unscrew the valve carefully from the valve block (3) with an open-ended spanner.

The valve is mounted using the same steps as for removal but in reverse order.

Ensure o-rings are installed.

¾ Set the lowering function (max. lowering speed, bottom cutback) main lift/auxiliary lift with the WinMega software (please see Diagnosis / WinMega software, Parameters).

Maximum permissible lowering speed 350 mm/s.

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When the valve coil (1) is actuated, an electromagnetic field is generated which moves the valve piston against the force of a spring.

Voltage (U)

24V

Coil resistance (R)

24

Current (I)

1040mA

The valve coil (1) is mounted on the valve body (2).

¾ Switch off the truck and pull the battery plug. ¾ Release the screw (1) at the valve plug. ¾ Pull out the valve plug (2).

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¾ Set multimeter for resistance measurement. ¾ Connect the mutimeter at terminals 1 and 2 of the valve coil. ¾ Read off the measured value.

The reading should be approx. . If an interruption / short circuit is ascertained, the valve coil must be replaced (please see Valves / Valve elements, Valve coil, Repair).

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¾ Release the screw (1) at the valve plug (2). ¾ Pull out the valve plug (2). ¾ Remove the fastening screw (3) of the valve coil (4). ¾ Pull the valve coil (4) off the valve body (5).

The oil tank is mounted using the same steps as for removal but in reverse order.

Ensure that the O-ring (6) is in place.

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The purpose of the valve block is to accommodate various different valves and to distribute the hydraulic fluid to the different consumers.

There are three different valve blocks: Main lift Main lift + auxiliary lift Main lift + auxiliary lift + auxiliary hydraulics The fittings differ according to the valve block type.

1

Auxiliary lift valve, switching valve

2

Main lift valve, switching valve

3

Lowering valve, proportional

4

Hydraulically pilot-operated throttle valve

5

Pressure limiting valve

6

Non-return valve Emergency release screw

7 8 9

Mini test connection Rating plate

10

Auxiliary hydraulics valve, switching valve

11

Auxiliary lift connection

12

Auxiliary hydraulics connection

13

Main lift connection

14

Vent screw for valve block

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Note torques! ¾ Ensure that the valves (1) are firmly seated (70Nm). ¾ Check the valve block (2) to ensure it is seated firmly on the flange (3) (40Nm). ¾ Ensure that the pressure limiting valve (4 ) is firmly seated (25Nm). ¾ Check the pressure limiting valve (4) to ensure it is adjusted to the correct setting (200bar).

Adjustment (please see Hydraulics / Valves, Pressure limiting valve). ¾ Check the emergency release screw (5) and close if necessary. ¾ Check the connections of the hydraulic hoses to ensure they are firmly connected. ¾ Check the screw plugs to ensure they are screwed in firmly. ¾ Actuate the hydraulic functions (lifting, lowering). ¾ Check the valve block for leaks.

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Before the valve block is removed, the following work must be carried out: ¾ Lower the main/auxiliary lift completely. ¾ Use the oil drainage hose (1) to let oil run out of the tank (2) into a suitable container.

The oil level must be in the lower level indicator (3). ¾ Remove the hydraulic hoses (4) from the valve block and close with stoppers. ¾ Remove the plugs from all valves (valve coils) (5). ¾ Remove the two cap screws (M8 X 85) (6). ¾ Remove the valve block (7) from the flange (8).

The oil tank is mounted using the same steps as for removal but in reverse order.

Ensure o-rings are installed. Ensure that the fastening screws are tightened to the correct torque of .

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After the valve block has been installed, all air must be bled out of the hydraulic system. ¾ Deactivate the switch for the "auxiliary lift at the top" (see Valves / Pressure limiting valve test set-up). ¾ Open the vent screw (9) (do not unscrew it all the way). ¾ Activate lifting of the auxiliary lift. ¾ Close the vent screw (9) again, as soon as bubble-free hydraulic fluid emerges from the hole.

If the hydraulic functions do not work properly, this process must be repeated.

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The "automatic braking at aisle end" (ZAG) option is a device to assist the driver. It is only active when the truck is under automatic guidance .

The ZAG universal module (4) automatically brakes the truck from the maximum permissible speed to at the aisle end and before exit from the aisle. Entry into the aisle can always be at the maximum permissible speed.

In addition, there is the option of braking the truck to a standstill at the aisle end . When braking the truck to a standstill, a distinction is made between a and an (see ZAG Universal Module / Coding).

A automatically brakes the truck to a standstill . The FE36 error message (2) appears on the operating panel and the Q LED (1) lights up. After approx. 2 seconds, both displays are reset and the truck can be driven towards the aisle end at 2.5 km/h or towards the aisle centre at maximum speed.

An brakes the truck to a standstill after a speed reduction to v=2.5 km/h and recognition of the additional absolute stop sensors .

The FE36 error message appears on the operating panel and the red Q-LED (1) lights up. With the Q button (3) pressed, the truck can be driven towards the aisle end at 2.5 km/h. The truck can be driven without any restriction towards the aisle centre at maximum speed .

Aisle detection is active when the steering is electrically locked and the preselection switch for driving is pressed.

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The "Automatic braking at aisle end" option in this truck uses the ZAG universal module (4). The module can be coded for the ZAG versions magnetic, inductive, magnetic-diagonal and reflective light barrier. It controls and monitors the ZAG functions.

The ZAG module is a link in the truck s emergency stop chain. In the event of an error, the module opens the emergency stop chain.

The module can be coded via its plug: "0" means the pin is not assigned, "1" means the pin is assigned +24V.

Valid coding

0

0

inductive magnetic-diagonal

0

0

0

1

magnetic

1

0

reflective light barrier

1

1

Sensor logic "low active"

not defined

0

Stop option

1

0

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The LED (1) displays operating and signal statuses (see ZAG/inductive, magnetic, reflective light barrier).

1

1+24V (after internal fuse F1=2A)

2

0V

3

Sensor input S1

4

Sensor input S2

5

Sensor input S3

6

Sensor input S4

7

Sensor input S5

8

Sensor input S6

9

Sensor input S7

10

Sensor input S8

11 12

Aisle detection input 1 GE1 Aisle detection input 2 GE2

13

ZAG version coding

14

ZAG version coding

1

1+24V voltage supply

2

0V

3

Drive stop output \STOP , low active

4

Drive speed reduction output \RED , low active -4

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5

Direction of travel input AS

6

Direction of travel input LS

7

Q button input Q

8

Stop option input OS

9

1+24V (after internal fuse F1)

10

ZAG variant (0 = sensor logic "low active")

11

Relay contact for drive stop, input

12

Relay contact for drive stop, output

13

Relay contact for drive speed reduction, input

14

Relay contact for drive speed reduction, output

1

1+24V (after internal fuse F1=2A)

2

0V

3

Speed sensor input K1

4 5

Speed sensor input K2

6 7

Relay contact for emergency stop, output

8

Truck type coding

Relay contact for emergency stop, input Truck type coding

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Braking with the ZAG system creates the same retardation as braking with the foot switch (1) (regenerative braking). If the emergency switch is actuated, the electromagnetic brake is immediately activated (see brake installation/parking brake).

Risk of collision Do not perform the brake test immediately at the end of an aisle.

Leave a sufficient safety distance.

When setting up the ZAG system, the max. braking distance in the aisle must be calculated in order to determine the position for fitting the ground sensor. ¾ Load the truck with its maximum permissible load ±50 kg. ¾ Raise the cab, but not so far that a speed reduction is triggered by the height measurement system. The lift height at which the speed reduction begins is specified in the diagnostics software/driving profiles. ¾ Mark the point for the start of the brake test, leaving sufficient safety distance to the end of the aisle. ¾ Accelerate the truck to its max. speed with the load side leading. ¾ At the mark, release the foot switch (1) and brake the truck until it comes to a standstill. ¾ Measure the braking distance. ¾ Repeat this test approx. 5 times. ¾ The longest braking distance test result is the maximum braking distance . ¾ This maximum braking distance plus the response distance should be used as distance LBr when fitting the sensors (see layout drawing).

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The depends on the truck type and configuration and must not be exceeded. If the max. speed is reduced by the height measurement system, there will also be a reduction in the regenerative braking.

The braking distance, excluding the response distance, is stated on the basis of the minimum required static friction between the driving wheel and the ground with a friction coefficient of µ≥0.6 (such as rough, dry industrial screed).

LBr LBS

= Braking distance with response distance = 1000 mm safety distance to the dead end of an aisle

(km/h)

(%g)

(m)

(m)

(m)

12

9

6.3

1.7

8

11

9

5.3

1.5

6.8

9 7

9 7

3.5

1.3

4.8

2.8

0.9

3.7

2.5

4

0.6

0.4

1.0

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-7

For recognition of the aisle end zones, galvanised steel plates with an offset of 300 mm are fitted in the shelf aisles in the direction of the centre of the aisle. The length of the steel plates (A, B) is dependent on the braking distance with rated load at maximum speed. At the dead end of an aisle the truck must the steel plates, and a of 1000mm must be left to the wall.

In the standard version, two inductive proximity switches (1, 2) are fitted, with which the steel plates that are installed are detected. When a proximity switch reaches the start of the second braking plate, the ZAG module passes the "speed reduction" signal to the FPS, and the truck slows to 2.5 km/h. If the option is fitted, it causes the truck to slow to 0 km/h.

If the truck travels in the opposite direction, it can be driven at maximum speed . If both proximity switches reach the plates at the same time, the truck may be driven at maximum speed providing the direction of travel does not change.

In the version with two further proximity switches (3, 4) and an additional plate (C) are fitted. If the proximity switches (3) or (4) reach plate (C) the truck will be stopped (see Automatic braking at aisle end/General).

If a truck has been switched on whilst standing on the floor plates (A, B) the initial speed when driving in either direction is limited to v=2.5 km/h.

The actual position of the truck is determined only when detecting a plate offset of about 300 mm or the flush ends of a plate . After this the truck is free to travel at maximum speed.

If a truck is switched on in the rapid travel zone, it may be driven in either direction at maximum speed. The truck will be braked to v=2.5 km/h at both aisle end zones The position of the truck in the aisle is determined by the position of the plate offset and the direction of travel.

If a truck has been switched on in the absolute stop zone it may be driven in either direction only at v=2.5 km/h and with the Q button pressed. The LED for crawling speed will light up. After exiting -8

LS Rapid travel zone LF1, L F2 Aisle end zone LH, LV Distance of sensor from outer edge of the truck LBr Braking distance with contingency LBS Safety distance 1000 mm 1000 mm Absolute stop zone 300 mm plate offset zone

Workshop literature W8 054 396 EN 09/2006

the absolute stop zone and travelling towards the centre of the aisle, the truck may be driven at maximum speed without holding down the Q button.

If an error is detected, e.g. defective rail switch or proximity switch , the truck is braked to a stop.

The error message FE36 is displayed on the operating panel, and the Q LED and the crawling speed LED light up. The truck can then be driven at v=2.5 km/h with the Q button pressed.

The ZAG function can be tested via the sensor inputs (1) and the aisle detection (2).

F1...F4

Error display, binary coded

High active

\RED

Speed reduction to 2.5 km/h Drive stop.

Low active

\STOP OS

Stop option

High active

Q

Q button (acknowledgement)

High active

LS

Drive with load side forwards

High active

AS

Drive with traction side forwards

High active

GE1-Z1

Rail switch 1, aisle detection

Low active

GE2-Z2

Rail switch 2, aisle detection

Low active

Workshop literature W8 054 396 EN 09/2006

Low active

-9

S1, S3, S5, S7 S2, S4, S6, S8

Sensor inputs for zone recognition

Low active

Inverse signal of the sensor inputs S1, S3, S5, S7

High active

S1, S3

S1, S3 any

S1=1

S3=1 S1=1 S3=0 S1=0 S1=0 and S3=1 S7=0 S5=0 S7=0 S5=0

S3=0 S1=1

S5, S7

S5, S7 any

S5=0

Aisle detection GE1, GE2

GE1=1 GE1=0 GE1=0 GE1=0 GE1=0 GE2=1, ZAG is GE2=0, ZAG is GE2=0, ZAG is GE2=0, ZAG is GE2=0, ZAG is not active active active active active vmax

Towards the aisle end

-

vRED (2.5 km/h) vmax

vmax

Towards the aisle centre

-

vmax

vmax

vmax

S7=0 S5=1

S3=1 S7=1

Braking to STOP, with acknowledgement vRED vmax

vmax Towards the aisle end

-

Braking to STOP, then vRED

vmax

vmax

Towards the aisle centre

-

vmax

vmax

vmax

Braking to STOP, with acknowledgement vRED vmax

vmax Towards the aisle end

-

vRED

vRED

Towards the aisle end

-

vRED

vRED

STOP, with acknowledgement vRED STOP, with acknowledgement vRED

In the event of an , the truck will be braked to a (STOP), even if the Q button is pressed. After stopping, the truck can be driven in both directions at crawling speed by holding down the Q button.

On speeding up, ZAG (FE36) error is briefly displayed -> hardware test.

-10

Workshop literature W8 054 396 EN 09/2006

As soon as ZAG sets the "STOP" output, FE36 is displayed and the Q LED lights up.

If driven in the aisle end zone and plate offset zone towards the centre of the aisle at v<0.3 km/h, the "crawling speed" LED lights up.

Absolute stop has the highest priority. If after an error with the Q button the truck continues to be driven and an absolute stop plate trips a proximity switch, a further STOP follows.

Acknowledgement is necessary if the switch is OK again.

ZAG checks its inputs even when the truck is not within an aisle. Outputs are inactive.

On entering an aisle, outputs (errors) are activated.

1

0

0

0

1

2

0

0

1

0

3

0

0

1

1

4

0

1

0

0

5

0

1

0

1

6

0

1

1

0

1 channel defective does not match the incremental transducer direction km/h.

forwards and backwards at the same time only 1 sensor active nals)

7

0

1

1

1

9

1

0

0

1

15 1

1

1

1

at v>1.1

(inverse sig-

Towards the aisle end Towards the aisle centre , relay has opened

Workshop literature W8 054 396 EN 09/2006

Error, reset on change of direction.

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

on exiting -> error Error Error

Error

from 1400 mm -> error from 1400 mm -> error Error -> Emergency stop Reset the error by switching key switch Off/On. Reference run with Q button (change of zone).

-11

Only 2 mm thick and 100 mm wide galvanised steel plates may be used for the ZAG inductive system.

The distance of the steel plates from the aisle end is device-specific. When the truck is driven into the aisle in either direction of travel, the larger of the values LF1, LF2 or LH, L V must be used.

The exact position of the steel plates is determined on site.

Install steel plate C on the right side within sight of the dead end of the aisle.

At the dead end of an aisle, the truck must not leave the steel plates. Therefore the lengths of plates A, B, C at the must be extended by the amount (L H - LV + LBS).

Standard value LBr Length of plate A Length of plate B Length of plate C

8000 mm (see ZAG/Determining the braking distance) ≥ LBr + 300 mm ≥ LBr ≥ 1000 mm

A, B C 1 2 3 4

-12

Steel plates for braking v=2.5 km/h Steel plate for absolute stop Sensor 7B21 (S1) for braking v=2.5 km/h Sensor 7B20 (S3) for braking v=2.5 km/h Sensor 7B22 (S5) Stop/Absolute stop Sensor 7B23 (S7) Stop/Absolute stop

Workshop literature W8 054 396 EN 09/2006

7B20, 7B21 Proximity switch for speed reduction or stop 7B22 Proximity switch for absolute stop with the load side leading (LS)

7B23

Proximity switch for absolute stop with drive wheel leading (AS)

The bracket with the inductive proximity switches is mounted on the chassis underneath the battery compartment.

Position and clearance of the proximity switches is determined by the bracket (clearance to the ground approx. 30 mm, max. 50 mm).

The switch signals for the inductive proximity switches are shown on the LED display of the ZAG module.

Workshop literature W8 054 396 EN 09/2006

-13

For the ZAG magnetic system, are fitted in the shelf aisles with defined polarity (north pole or south pole upwards). The position of the switch magnets (A, B) is dependent on the braking distance with rated load at maximum speed.

The switch magnets actuate .

The last switch status of the solenoid remains saved when the truck is switched off or on . For safety reasons the solenoids are always fitted in pairs . The ZAG module continuously monitors the plausibility of the solenoid signals.

In the standard version, two solenoid pairs, (S1, S2 and S3, S4), are fitted. When a solenoid pair reaches the switching magnets for the aisle end zone, the ZAG module passes the "speed reduction" signal to the FPS, and the truck slows to 2.5 km/h. If the option is fitted, it causes the truck to be braked to 0 km/h.

If the truck travels in the opposite direction, it can be driven at maximum speed .

If the option is fitted, two further solenoid pairs (S5, S6 and S7, S8) and an additional pair of switching magnets (C) are fitted. (see Automatic braking at aisle end/General).

If a truck has been switched on in the aisle end zone, (LF1, LF2) the speed when driving in either direction is limited to v=2.5 km/h. The actual position of the truck is determined only when detecting a north pole magnet when heading towards the centre of the aisle or detecting the aisle exit.

After this the truck is free to travel at maximum speed.

If a truck is switched on in the rapid travel zone, it may be driven in either direction at maximum speed. The truck will be braked to v=2.5 km/h at both aisle end zones The position of the truck in the aisle is determined by recognition of the magnets and the direction of travel.

LS Rapid travel zone LF1, L F2 Aisle end zone LH, LV Distance of sensor from outer edge of the truck LBr Braking distance with contingency LBS Safety distance 1000 mm 1000 mm Absolute stop zone

If a truck has been switched on in the absolute stop zone it may be driven in either direction only at v=2.5 km/h and with the Q button pressed. The -14

Workshop literature W8 054 396 EN 09/2006

LED for crawling speed will light up. After exiting the absolute stop zone and travelling towards the centre of the aisle, the truck may be driven at maximum speed without holding down the Q button.

If an error is detected, e.g. rail switch or solenoid is defective, the truck is braked to a standstill. The FE36 error message appears on the operating panel and the Q LED and crawling speed LED light up. The truck can then be driven at v=2.5 km/h with the Q button pressed.

The ZAG function can be tested via the sensor inputs (1) and the aisle detection (2).

F1...F4

Error display, binary coded

High active

\RED

Speed reduction to 2.5 km/h

Low active

\STOP

Drive stop.

Low active

OS

Stop option

High active

Q

Q button (acknowledgement)

High active

LS

Drive with load side forwards

High active

AS

Drive with traction side forwards

High active

GE1-Z1

Rail switch 1, aisle detection

Low active

GE2-Z2

Rail switch 2, aisle detection

Low active

Workshop literature W8 054 396 EN 09/2006

-15

S1...S4

Sensor inputs for reduced speed

Low active

S5...S8

Sensor inputs for Absolute stop option

Low active

S1...S4

S1...S4 any

S1...S4=0

(S1,S2=1 S3,S4=0) (S1,S2=0 and S3,S4=1)

S1...S4=0

S5...S8

S5...S8 any

S5...S8=1

S5...S8=1

Aisle detection GE1, GE2

GE1=1 GE1=0 GE2=1, ZAG is not GE2=0, ZAG is active active vmax

GE1=0 GE2=0, ZAG is active

(S5,S6=0 S7,S8=1) (S5,S6=1 and S7,S8=0) GE1=0 GE2=0, ZAG is active

Towards the aisle end

-

vRED (2.5 km/h)

vmax

Towards the aisle centre

-

vmax

vmax

Braking to STOP, with acknowledgement vRED vmax

vmax Towards the aisle end

-

Braking to STOP, then vRED

vmax

Towards the aisle centre

-

vmax

vmax

Braking to STOP, with acknowledgement vRED vmax

In the event of an the truck will be braked to a (STOP), even if the Q button is pressed. After stopping, the truck can be driven in both directions at crawling speed by holding down the Q button.

On speeding up, ZAG (FE36) error is briefly displayed -> hardware test.

As soon as ZAG sets the "STOP" output, FE36 is displayed and the Q LED lights up.

If driven in the aisle end zone towards the centre of the aisle at v<0.3 km/h, the "crawling speed" LED lights up.

-16

Workshop literature W8 054 396 EN 09/2006

Option: additional zones with crawling speed can be created by installing further switch magnets.

Absolute stop has the highest priority. If after an error with the acknowledgement button the truck continues to be driven and a solenoid is tripped for an absolute stop, a further STOP follows.

Acknowledgement is necessary if the switch is OK again.

ZAG checks its inputs even when the truck is not within an aisle. Outputs are inactive.

On entering an aisle, outputs (errors) are activated.

After an error (e.g. solenoid pairs unequal), vRED is performed in both directions and aisle end zones.

1

0

0

0

1

2

0

0

1

0

3

0

0

1

1

4

0

1

0

0

5

0

1

0

1

6

0

1

1

0

8

1

0

0

0

9

1

0

0

1

15 1

1

1

1

1 channel defective

Error, reset on change of direction.

does not match the incremental transducer direction at v>1.1 km/h. forwards and backwards at the same time only 1 sensor active

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error Error

Error

Error Error from the solenoid pairs S1...S8 , relay Error -> Emergency stop has opened

Error

(S1...S4=1)

Workshop literature W8 054 396 EN 09/2006

If aisle detection becomes inactive: braking to a STOP, then vmax

Error

Reset the error by switching key switch Off/On. Reference run with Q button (change of zone).

-17

The switching magnets (1) each have a north and a south pole at their face ends. To differentiate, the south pole is marked with an embossed stamp appr. 3mm in size showing an "S"(2). The switching magnets have a recess with countersunk head for a screw on both sides. However, there are also switching magnets which have no embossed stamp. These switching magnets have only one recess at the south pole (3).

Diameter: Height:

-18

31mm 15mm

Workshop literature W8 054 396 EN 09/2006

Switching magnets may only be fastened with countersunk head screws made of brass, aluminium, V4A steel or plastic.

For recessed mounting, the magnet laid into the borehole can be encapsulated with synthetic resin or silicone (5). In this case, no screw fixture is necessary.

Recessed installation into iron is possible.

However, a clearance of at least 2 or ideally 3mm must then be adhered to all round.

Switching magnets are very brittle. When handling, avoid levering or subjection to impacts etc..

The mounting hole (4) must be made in the specified dimensions.

Workshop literature W8 054 396 EN 09/2006

-19

Switching magnets may only be fastened with countersunk head screws made of brass, aluminium, V4A steel or plastic.

For recessed mounting, the magnet laid into the borehole can be encapsulated with synthetic resin or silicone (7). In this case, no screw fixture is necessary.

Recessed installation into iron is possible.

However, a clearance of at least 2 or ideally 3mm must then be adhered to all round.

Switching magnets are very brittle. When handling, avoid levering or subjection to impacts etc..

The mounting hole (6) must be made in the specified dimensions.

Since October 2004, different magnetic switches have been in use. These require a stronger magnetic field. For this reason, two magnets are laid one on top of the other in order to generate a stronger magnetic field.

In "rail guided trucks" there is no need to change the magnets. Cf. "Mounting up to 09/2004"! "Inductively guided trucks" be tested several times beforehand. If the test outcome is positive, an inductively guided truck can also be operated in existing installations (if applicable, reduce the distance of the switches to the floor). If the tests are unsuccessful, the magnets must be relaid.

The magnets generally be laid in accordance with the laying plan from 10/2004.

-20

Workshop literature W8 054 396 EN 09/2006

The distance of the switch magnets from the aisle end is device-specific. When the truck is driven into the aisle in either direction of travel, the LF1, LF2 or LH, LV must be used.

The exact position of the switch magnets is determined on site.

Install switch magnets B, C on the right side within sight of the dead end of the aisle.

The truck must stop before the L BS area.

Therefore change the position of the switch magnets B, C at the by the dimension L BS from the wall to the centre of the aisle.

Standard value LBr Positions of switch magnets A, B Position of switch magnet C

8000 mm (see ZAG/Determining the braking distance) ≥ LBr + LH (+LBS)

≥ 1000 mm + LH (+LBS)

A, B Switch magnets for braking v=2.5 km/h C Switch magnets for absolute stop S1...S8 Bistable solenoids

Workshop literature W8 054 396 EN 09/2006

-21

The support with the solenoids is mounted on the chassis underneath the battery compartment.

The lateral position of the solenoids is determined by the support (150 mm or 300 mm).

Lateral tolerances in the automatic guidance or in the position of the solenoids will compromise switching safety.

The distance of the solenoids from the ground is set to approx. , max. 25 mm.

If the clearance is insufficient (uneven ground, tyre wear), the solenoids can be damaged or switch inadvertently due to vibrations.

The switch signals for the inductive proximity switches are shown on the LED display of the ZAG module.

-22

Workshop literature W8 054 396 EN 09/2006

The ZAG magnetic diagonal is an adaptation for ZAG systems by other companies. As a rule, 75x50 mm are fitted in the shelving aisles. The position of switching magnets (A, B) is mostly pre-determined; the sensors and the truck s max. driving speed must be appropriately adjusted and tested.

The switching magnets actuate . The NC contacts are only open whilst they are over the switching magnets . The solenoids are always fitted in pairs for safety reasons.

In the standard version, two solenoid pairs, (S1, S2 and S3, S4), are fitted. When a solenoid pair reaches the switching magnet for the aisle end zone, the ZAG module passes the "speed reduction" signal to the FPS, and the truck is braked to 2.5 km/h. If the option is fitted, it causes the truck to be braked to 0 km/h.

If the truck travels in the opposite direction, it can be driven at maximum speed .

If the option is fitted, two further solenoid pairs, (S5, S6 and S7, S8), and an additional switching magnet (C) are fitted. (see Automatic braking at aisle end/General).

The ZAG module recognises the zone by the direction of travel and the detected solenoid pair. It saves this information in an EEPROM in the event of a voltage drop .

There is need to perform a reference run after switching on .

If an error is detected, e.g. rail switch or solenoid is defective, the truck is braked to a standstill. The FE36 error message appears on the operating panel and the Q LED and crawling speed LED light up. The truck can then be driven at v=2.5 km/h with the Q button pressed.

Workshop literature W8 054 396 EN 09/2006

LS Rapid travel zone LF1, LF2 Aisle end zone LBr Braking distance with contingency LH, LV Distance of sensor from outer edge of the truck LBS Safety distance 1000 mm 1000 mm Absolute stop zone

-23

The ZAG function can be tested via the sensor inputs (1) and zone detection (2) .

F1...F4

Error display, binary coded

High active

\RED

Speed reduction to 2.5 km/h

Low active

\STOP

Drive stop.

Low active

OS

Stop option

High active

Q

Q button (acknowledgement)

High active

LS

Drive with load side forwards

High active

AS

Drive with traction side forwards

High active

GE1-Z1

Display zone 2 0

High active

GE2-Z2

Display zone 2 1

S1...S4

Sensor inputs for reduced speed

Low active

S5...S8

Sensor inputs for Absolute stop option

Low active

S1...S4

S1...S4 any value

-24

High active

S1...S4=0

(S1,S2=1 S3,S4=0) (S1,S2=0 and S3,S4=1)

S1...S4=0

Workshop literature W8 054 396 EN 09/2006

S5...S8

S5...S8 any value

S5...S8=1

S5...S8=1

(S5,S6=0 S7,S8=1) (S5,S6=1 and S7,S8=0)

Zone detection GE1-Z1, GE2-Z2 Aisle detection inputs

Z1=0

Z1=1

Z1=0

Z1=1

GE1=1 GE1=0 GE2=1, ZAG is not GE2=0, ZAG is active active vmax

GE1=0 GE2=0, ZAG is active

GE1=0 GE2=0, ZAG is active

Towards the aisle end

-

vRED (2.5 km/h)

vmax

Towards the aisle centre

-

vmax

vmax

Braking to STOP, with acknowledgement vRED vmax

Z2=0

Z2=0

Z2=1

Z2=1

vmax Towards the aisle end

-

Braking to STOP, then vRED

vmax

Towards the aisle centre

-

vmax

vmax

Workshop literature W8 054 396 EN 09/2006

Braking to STOP, with acknowledgement vRED vmax

-25

In the event of an the truck will be braked to a (STOP), even if the Q button is pressed. After stopping, the truck can be driven in both directions at crawling speed by holding down the Q button.

On speeding up, ZAG (FE36) error is briefly displayed -> hardware test.

As soon as ZAG sets the output stop "STOP", FE36 is shown and the Q-LED lights.

If driven in the aisle end zone towards the centre of the aisle at v<0.3 km/h, the "crawling speed" LED lights up.

Absolute stop has highest priority. If driving continues after a Q button error and a solenoid activates for absolute stop, vSTOP occurs again.

Acknowledgement is necessary if the switch is OK again.

ZAG also checks inputs outside the aisle, outputs are inactive. Outputs (error) are activated on entering aisle.

Error 10: Monitored only during transition to aisle end zone <-> Rapid travel zone (not an absolute stop).

1

0

0

0

1

2

0

0

1

0

3

0

0

1

1

4

0

1

0

0

5

0

1

0

1

6

0

1

1

0

-26

1 channel defective does not match the incremental transducer direction at v>1.1 km/h. forwards and backwards at the same time Only aisle detection active S1...S4=0 and/or S5...S8=0

Error, resets when changing direction of travel.

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error When aisle Error detection inactive: vStop, then vmax

Error

Error

Workshop literature W8 054 396 EN 09/2006

8

1

0

0

0

S1...S8 do not .

9

1

0

0

1

, relay has opened, brake monitoring

10 1

0

1

0

Pulse length too short

Error

Error

11 1

0

1

1

Pulse length when crossing magnet too long (>200 mm)

Error

Error

15 1

1

1

1

Workshop literature W8 054 396 EN 09/2006

Error

Error

Error

Error -> Emergency stop

Error

Reset the error by switching key switch Off/On. Reference run with Q button (change of zone).

-27

The distance of the switch magnets from the aisle end is device-specific. When the truck is driven into the aisle in either direction of travel, the larger of the values L F1, LF2 or LH, LV must be used.

The exact position of the switch magnets is determined on site.

Install switch magnets B, C on the left side within sight of the dead end of an aisle.

The truck must stop before the L BS area.

Therefore change the position of the switch magnets B, C at the by the dimension (L BS) from the wall to the centre of the aisle.

Standard value LBr Position of switch magnets A, B Position of switch magnet C

8000 mm (see ZAG/Determining the braking distance) ≥ LBr + LH (+LBS)

≥ 1000 mm + LH (+LBS)

A, B Switch magnet for braking v=2.5 km/h C Switch magnet for absolute stop S1...S8 Monostable solenoid

-28

Workshop literature W8 054 396 EN 09/2006

1, 2 3 4 5

Aisle end zone Rapid travel zone Stop or absolute stop zone (reflector type C or D) Position for check reflector

The stated heights correspond to the standard fitting heights for the reflex light barriers on the truck. The height of the reflectors and the associated reflex light barriers must be adjusted on site as necessary.

Workshop literature W8 054 396 EN 09/2006

-29

Shelving aisle are fitted for the ZAG reflex light barriers. The position of reflectors (A, C, D) depends on the braking distance with the nominal load and at maximum speed.

The appropriate (1, 2), mounted on top of each other on each side on the lift mast, are actuated by the reflectors.

In the standard version, the reflectors in a zone are mounted on the left at the aisle start and on the right at the aisle end. The most recently recognised zone remains saved even after the truck has been switched off and on.

When the truck is travelling towards the aisle end zone and reaches reflector (A), the ZAG module passes the "speed reduction" signal to the FPS, and the truck is braked to 2.5 km/h. Reflector (B) resets the aisle end zone when leaving the aisle.

If the truck travels in the opposite direction, it can be driven at maximum speed .

For the (4) or (5) options, further reflex light barriers are fitted, one the left and one on the right, and another reflector (C) for Stop or (D) for Absolute stop is fitted.

For the (3) option, further reflex light barriers are fitted, one the left and one on the right, and another reflector (C) is fitted. When the check reflector is recognised in the aisle end zone, a check is made whether the speed has been reduced to ≤6 km/h; if it has not, an emergency stop is performed.

If a truck is switched on in the aisle end zone, the speed when driving towards the aisle end is limited to v=2.5 km/h. Maximum speed is enabled if travelling towards the centre of the aisle or if the aisle exit is recognised.

If a truck is switched on in the rapid travel zone, it may be driven in either direction at maximum speed. The truck will be braked to v=2.5 km/h at both aisle end zones The position of the truck in the aisle is determined by recognition of the reflex light barrier pairs and the actual direction.

LS Rapid travel zone LF1, L F2 Aisle end zone LH, LV Distance of sensor from outer edge of the truck LBr Braking distance with contingency LBS Safety distance 1000 mm 1000 mm Absolute stop zone

If a truck is switched on in the absolute stop zone, it may only be driven towards the aisle end with the Q button pressed down and at v=2.5 km/h.

The LED for crawling speed will light up. After -30

Workshop literature W8 054 396 EN 09/2006

exiting the absolute stop zone and travelling towards the centre of the aisle, the truck may be driven at maximum speed without holding down the Q button.

If an error is detected, e.g. incorrect signals are received from the reflex light barriers, the truck is braked to a standstill. The FE36 error message appears on the operating panel and the Q LED and crawling speed LED light up. The truck can then be driven at v=2.5 km/h with the Q button pressed. can only be reset when driving the truck and by the of the reflex light barriers being recognised .

The ZAG function can be tested via the sensor inputs (1) and zone detection (2) .

F1...F4

Error display, binary coded

High active

\RED

Speed reduction to 2.5 km/h

Low active

\STOP

Drive stop.

Low active

OS

Stop option

High active

Q

Q button (acknowledgement)

High active

LS

Drive with load side forwards

High active

Workshop literature W8 054 396 EN 09/2006

-31

AS

Drive with traction side forwards

High active

GE1-Z1

Display zone 2

High active

0

GE2-Z2

Display zone 21

S1...S4

Sensor inputs for reduced speed

Low active

S5, S6

Sensor inputs for "Check option"

Low active

S7

Sensor input for Stop or Absolute stop (NC) option

Low active

S8

Sensor input for Stop or Absolute stop (NO) option

High active

High active

Outside the aisle, only sensors S1...S4 (aisle detection) are active.

S1...S4

S1...S4=1

S1...S4=1

S1...S4=1

S1...S4=1

S5...S8 Zone detection GE1-Z1, GE2-Z2

S5...S8 any value Z1=0 Z2=0

S5...S8=1 Z1=1 Z2=0

S5...S8=1 Z1=0 Z2=1

S5...S8=1 Z1=1 Z2=1

Braking to vSTOP, with acknowledgement vRED vmax

vmax Towards the aisle end

-

vRED (2.5 km/h)

vmax

Towards the aisle centre

-

vmax

vmax

vmax Towards the aisle end

-

Braking to vSTOP, then vRED

vmax

Towards the aisle centre

-

vmax

vmax

-32

Braking to vSTOP, with acknowledgement vRED vmax

Workshop literature W8 054 396 EN 09/2006

In the event of an the truck will be braked to a (STOP), even if the Q button is pressed. After stopping, the truck can be driven in both directions at crawling speed by holding down the Q button.

On speeding up, ZAG (FE36) error is briefly displayed -> hardware test.

If driven in the aisle end zone towards the centre of the aisle at v<0.3 km/h, the "crawling speed" LED lights up.

Acknowledgement is necessary if the switch is OK again.

A/B reflector errors are also active outside the aisle (vRED, reference run necessary).

1

0

0

0

1

2

0

0

1

0

3

0

0

1

1

4

0

1

0

0

6

0

1

1

0

1 channel defective does not match the incremental transducer direction at v>1.1 km/h. forwards and backwards at the same time S1...S4 more than 1 signal=0, S5=0 and S6=0

Workshop literature W8 054 396 EN 09/2006

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

Error

-33

7

0

1

1

1

9

1

0

0

1

, relay has opened, brake monitoring

10 1

0

1

0

11 1

0

1

1

12 1

1

0

0

Stop, absolute stop, v-check outside aisle end zone Stop signals S7 and S8 are the same , speed too high

13 1

1

0

1

14 1

1

1

0

15 1

1

1

1

-34

If S1...S4 -> error, after acknowledgement reference run, S5...S8 -> no error

A/B reflector not OK (order, route) A/B reflector route too short

If S1...S4 -> error, after acknowledgement reference run, S5...S6 -> towards the end of the aisle error, S7...S8 -> error 11

If S1...S4 -> error, after acknowledgement reference run, S5...S8 -> error 10

If S1...S4 -> error, towards the centre of the aisle after acknowledgement reference run, towards the end of the aisle absolute stop.

S5...S6 -> towards the end of the aisle absolute stop

Error -> Emergency stop

Error Error

Error

Error

Error -> Error -> Error -> EmerEmerEmergency gency stop gency stop stop Error Error Reset the error by switching key switch Off/On. Reference run with Q button (change of zone).

Workshop literature W8 054 396 EN 09/2006

The distance of the reflectors from the aisle end is device-specific. When the truck is driven into the aisle in either direction of travel, the LF1, L F2 or LH, L V must be used.

The exact position of the reflectors is determined on site.

Install reflectors diagonally on the right within sight of the aisle end The truck must stop before the L BS area.

Therefore change the position of the reflectors at the to the LBS distance from the wall to the centre of the aisle.

Standard value LBr Position of reflector A Position of reflector B

8000 mm (see ZAG/Determining the braking distance) ≥ LBr + LH (+LBS) At an open aisle end before exiting the automatic guidance

Position of reflector C (check)

Position (3), at which application of standard braking from vmax will lead to a truck speed of ≤6 km/h in the aisle end zone.

Position of reflector C (Stop) or reflector D (Absolute stop)

Position (5): ≥ 1000 mm + LH (+LBS)

A B C D 1, 2

Workshop literature W8 054 396 EN 09/2006

Reflectors for braking v= 2.5km/h Reflector for resetting the aisle end zone Reflectors for check or stop Reflector for absolute stop Reflex light barriers on the lift mast

-35

1 2 3 4

7B9 (S5) Check LS 7B13 (S8) Stop/absolute stop 7B2 (S2) Aisle end zone exit LS 7B1 (S1) Aisle end zone entry LS

5 6 7 8

7B12 (S6) Check AS 7B14 (S7) Stop/absolute stop 7B8 S4 Aisle end zone exit AS 7B7 (S3) Aisle end zone entry AS

AS

Sensor is effective when driving with the drive wheel leading.

LS

Sensor is effective when driving with the load side leading.

-36

Workshop literature W8 054 396 EN 09/2006

1* 2 3 4 5 6* 7* 8 9

7B10 (S6*) Check AS 7B9 (S5) Check LS 7B13 (S8) Stop/absolute stop 7B2 (S2) Aisle end zone exit LS 7B1 (S1) Aisle end zone entry LS 7B6 (S4*) Aisle end zone exit AS 7B5 (S3*) Aisle end check AS 3B26 Aisle detection IZF 3B27 Aisle detection IZF

10* 11 12 13 14 15* 16* 17 18

7B11 (S5*) Check LS 7B12 (S6) Check AS 7B14 (S7) Stop/absolute stop 7B8 S4 Aisle end zone exit AS 7B7 (S3) Aisle end zone entry AS 7B4 (S2*) Aisle end zone exit LS 7B3 (S1*) Aisle end zone entry LS 3B24 Aisle detection IZF 3B25 Aisle detection IZF

AS

Sensor is effective when driving with the drive wheel leading

LS *)

Sensor is effective when driving with the load side leading Sensor is also fitted when single-sided reflector is fitted.

The illustration shows the arrangement of reflex light barriers on the truck in the maximum version: ZAG system with check and stop/absolute stop.

"Single-sided reflector fitting" option. All sensors for the ZAG system (except for stop/absolute stop) are redundantly fitted on the opposite side at a separate height.

Aisle detection for inductive guidance.

Workshop literature W8 054 396 EN 09/2006

-37

The stated heights correspond to the standard fitting heights for the reflex light barriers on the truck.

The height of the reflectors and the associated reflex light barriers must be adjusted on site as necessary. The reflectors are often mounted directly underneath the 1st or 2nd shelf level, to avoid mechanical damage and spurious signals arising from reflective packaging film.

If the sensors for the stop/absolute stop or check options are not fitted, the inputs at the ZAG module must be wired to 1+24V.

The switch signals from the reflex light barriers are displayed at the LED display S1...S8 on the ZAG module.

-38

Workshop literature W8 054 396 EN 09/2006

a

The brake deceleration value is measured by the dynometer.

This works using the pendulum principle, which precisely registers acceleration and deceleration.

At an even speed on the level or at a standstill, the pendulum always hangs vertically. If correctly set, the scale dial (1) should show zero. When accelerating, the indicator deflects in the clockwise direction and when braking (deceleration) it deflects in the counterclockwise direction.

The value is displayed as a % acceleration due to gravity g (100% =ˆ 9.81m/s 2).

¾ Dampen the rubber suction cups underneath the dynometers and fasten with lever (2) on as horizontal a surface as possible in the longitudinal direction of the truck. The viewing window must be visible seen in the direction of travel. ¾ Before measuring deceleration, tilt the measuring module (3) by appr. 70° so that the (4) is showing zero. The main pointer must be capable of executing almost a complete revolution to the left and almost a half revolution to the right from the zero position. The display range can be tested by tilting the module. ¾ Before each brake deceleration measurement, use the rotary knob (6) to move the (5) clockwise towards the main pointer.

During the braking process, the drag pointer moves together with the main pointer in the counterclockwise direction as far as the maximum end point. The drag pointer then stays in this position while the main pointer returns to the zero position.

Workshop literature W8 054 396 EN 09/2006

1

2

Workshop literature W8 054 396 EN 09/2006

Copyright by OM Carrelli Elevatori S.p.A. Viale De Gasperi, 7 I-20020 Lainate www.ompimespo.com W8 054 396 EN Edition 09/2006