STILL STED Diesel forklift truck R70-60 R70-70 R70-80 workshop Manual - PDF DOWNLOAD

First issue

171117 [EN]

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171117 [EN]

a

The signal terms , , , and are used in this document as hazard warnings or for unusual information that requires special identification:

means that failure to comply involves risk of serious injury and/or major damage to property can occur.

means that failure to comply involves risk of material damage or destruction.

means that particular attention is drawn to combinations of technical factors which may not be evident even to a specialist.

The instructions listed here must be complied with as otherwise environmental damage may result.

For your safety, additional symbols are also used.

Please heed the various symbols.

171117 [EN]

-1

Do not touch live electrical components!

Before working on electrical power connections, always check the voltage between all contacts and between the contact and the truck chassis using a suitable measuring device (capable of measuring up to 1000V DC).

Touching live electrical components at a voltage greater than 60V DC is hazardous.

When working at the front of the truck, always secure the fork carriage to prevent it dropping.

Use only chains with adequate lifting capacity to secure the particular lift mast.

Potential damage to the ceiling!

Note the maximum lift height of the particular lift mast.

-2

171117 [EN]

Extend the lift mast.

Route the chain along the cross traverse of the outer mast (1) and connect it underneath the cross traverse of the inside mast (2).

Lower inside mast until it strikes the chain.

Extend the lift mast to slacken the chain.

Extend the lift mast.

Route the chain along the cross traverse of the outer mast (1) and connect it underneath the cross traverse of the inside mast (2).

Lower lift mast until it sttrikes the chain.

Lower fork carriage down to the stop.

Extend the lift mast to slacken the chain.

Extend the lift mast.

Route the chain along the cross traverse of the outer mast (1) and connect it underneath the cross traverse of the middle mast (2).

Lower lift mast until it sttrikes the chain.

Lower fork carriage down to the stop.

Extend the lift mast to slacken the chain.

171117 [EN]

-3

The truck has to be jacked up for various maintenance tasks.

Use only jacks with an adequate load capacity Only jack the truck up on even, firm ground Apply the parking brake and switch off the engine before jacking up the truck Jack up the truck to such a height that shoes cannot be caught under turning wheels When jacking up the truck, always secure it with appropriate means (chocks, wooden blocks) to prevent rolling or tipping.

Park the truck on level ground Set lift mast to vertical.

Raise the fork carriage and secure with chain Switch off the engine and remove the ignition key Apply the parking brake.

Place the jack at the indicated location on the lift mast Jack up the truck until the wheels are no longer in contact with the ground.

Insert square timbers under the chassis from the side Carefully lower the jack until the truck rests securely on the square timbers

-4

171117 [EN]

Park the truck on level ground Set lift mast to vertical.

Switch off the engine and remove the ignition key Apply the parking brake.

Place the jack at the indicated position Jack up the truck until the wheels are no longer in contact with the ground.

Insert square timbers under the chassis from the side Carefully lower the jack until the truck rests securely on the square timbers

The rear axle weight without load is more than 6100 kg for 7 or 8 tonne load bearing capacity.

Use only jacks with an adequate load capacity

Park the truck on level ground Set lift mast to vertical.

Switch off the engine and remove the ignition key Apply the parking brake.

Place the jack at the counterweight and raise the truck Jack up the truck until the wheels are no longer in contact with the ground.

Place square timbers to the left and right under the counterweight Carefully lower the jack until the truck rests securely on the square timbers

171117 [EN]

-5

-6

171117 [EN]

a

Manufacturer

Juli

Model Nominal voltage

GF-216-V2

Nominal current Motor type

172 A 4-pole compound DC motor with commutating poles

Motor field Nominal speed

24 V/23 A 2200 rpm

Maximum speed

4000 rpm

Overspeed Nominal capacity

5000 rpm 2 x 36 kW

Operating mode

S1

Protection type

IP23

230 V

Carbon brushes a) Dimensions

12.5 x 32 x 40 mm 15 mm, change when remaining length is 25 mm (indication)

b) Wear limit c) Quantity

8 items

d) Carbon brush monitoring

Via a switch in the carbon brush holders

Armature current consumption

Max. 400 A

Field current consumption

Max. 30 A

Insulation class

B/F

Ventilation Temperature sensor

Forced ventilation On the brush rocker Tacho generator

Speed sensing Weight

180 kg

171117 [EN]

-1

The drive on each side, left and right, consists of a traction motor (1, 2), an intermediate ring (3, 4) and a wheel gear (5, 6).

-2

The intermediate ring of each drive unit is bolted to the truck chassis with eight bolts and conical spring washers.

171117 [EN]

1 2 3 4 5 6

Rotor Tappet Windings Battery lug Stator housing Carbon brushes

7 8 9 10 11 12

171117 [EN]

Brush holder elements Lock ring Grooved ball bearing Bearing shield Coupling flange Brake disc

-3

A1/A2 = rotor 1B1/2B2 = commutating pole D1/D2 = series winding F1/F2 = excitation winding

Direction of rotation reversal is caused by current direction reversal in the armature circuit (1B1/2B2).

1 = Clockwise 2 = Anticlockwise

The brush rocker is not adjustable. The neutral position of the brushes is ensured by the design.

The motor connections are located on top of the motor housing. a = 2B2 b = D2 c = 1B1 d = F1/F2 e = D1

-4

171117 [EN]

Insufficient insulation values in the truck can lead to undefined errors that may not be detected through a diagnosis.

If in doubt, always carry out insulation testing!

It may be necessary to measure the insulation of the electric machines if: There is any suspicion of a short to earth Repairs have been carried out recently

After repairs have been carried out on the truck s electrical units or electrical machines (alternator/traction motor), the insulation resistance must be tested before installation or start-up.

Disconnect the battery, including the 12 V connection Before the test, disconnect the plug connectors X20, X21, X24 at the control unit A4, and undo all screw terminals at X25 The traction motor insulation must have a sufficient insulation resistance.

The insulation resistance of all windings to the frame/housing is regarded as sufficient, if it is at least 1000 per Volt for the nominal voltage to the frame.

The measurements are performed at 500 V DC. For a 400-V motor the minimum insulation resistance value must be 400,000 or 400 k , otherwise the motor and windings must be cleaned, dried or re-insulated.

171117 [EN]

-5

Insulation resistance testing must only be carried out when the component to be tested is completely disconnected from the power supply.

Disconnect all connection cables from the traction motors The test is applied to the armature and stator of the traction motors, and to their associated connection cables.

To discover which winding has a potential insulation fault, lift up all the carbon brushes from the commutator and clamp them securely with the brush retaining spring.

Test voltage: min. 500 V DC. Measure the insulation resistance The insulation value should be checked between the following machine parts: Armature against earth (commutator - GND) (1) Commutating field against earth (1B1 - GND) (2) Commutating field against earth (2B2 - GND) (3) Series field against earth (D1 - GND) (4) Excitation field against earth (F1 - GND) (5)

If necessary, perform an insulation test on the alternator; see the chapter entitled "Insulation testing of alternator" After completing the test and making any necessary repairs, re-connect all wiring.

-6

171117 [EN]

Remove the lift mast; see the chapter entitled "Removing and installing the lift mast" Disconnect the battery, including the 12 V connection Remove the front plate Take out the floorplates Jack up the truck at the front; see the chapter entitled "Jacking up the truck" Undo the air hoses (1) for the forced ventilation to the traction motors Undo and remove the wheel nuts, put the wheel aside Label and disconnect the connection cables from the traction motor

Undo the fixing screws (2) for the cable support, and remove the cable support Remove the handbrake cable and support mounting, and hang them up Remove the brake blocks from the brake calliper

So as to avoid deforming the brake pipe, remove the spring clip between the brake hose and the brake pipe, so that the pipe is free to move (if necessary remove the entire support) Label the plugs at the tacho-generator so that they cannot be confused, and disconnect them

Risk of damage to the tacho-generators.

Because the tacho-generators are mounted on the brake calliper, be careful when removing the brake calliper!

Remove the brake calliper without disconnecting the brake pipe Remove the brake calliper support

171117 [EN]

-7

Unscrew the screws for the upper transverse strut (3) and push the transverse strut to the rear, without removing it from the truck body!

Remove the plastic cap over the eye bolt socket Screw an eye bolt into the motor housing

Use a crane, forklift truck etc. to carefully lift the traction motor and unscrew the eight M10x75 motor fixing screws Now carefully split the motor from the gearbox and lift it clear of the truck body

Installation of the individual units is described in detail in the corresponding chapters.

Check tightening torques and screw quality.

Use a crane, forklift truck etc. to carefully lift the traction motor to its installation position

When positioning and securing the motor to the intermediate ring it is advisable that the screws at the indicated points should be inserted first.

Tighten these two screws by continually turning the rotor on the brake disc until the recesses engage each other Only then insert the remaining M10 x 75 screws and tighten all screws to Unscrew the eye bolt and refit the plastic cap

-8

171117 [EN]

Move the transverse strut (3) into position and bolt it securely; tightening torque: Fit the brake calliper, lock the M12 x 30 screws with Loctite 243; tightening torque: Insert the plugs for the tacho-generator Fit the brake blocks Fit the handbrake cable and support

Fit the cable support and tighten the cable support fixing screws (2) Attach the connection cables to the traction motor Fit the wheel and tighten the wheel nuts; tightening torque:

Attach the air hoses (1) for the forced ventilation Lower the front of the truck Adjust the handbrake lever Fit the floorplates Fit the front plate Connect the battery cable (including the 12 V connection) Install the lift mast; see the chapter entitled "Removing and installing the lift mast"

171117 [EN]

-9

Before the motor can be dismantled, the tacho generator, support and brake disc must be removed.

Disconnect the two armature cables (A1/A2) from the brush rocker Push back the carbon brushes Disconnect the bearing shield (5) with rotor (1) from the stator (2) by unscrewing the eight hexagon head screws (6) Unscrew the slotted nuts (11) Pull off the coupling flange (8) Using the puller device, press the rotor (1) out of the bearing shield (5) Remove the lock ring (3) from the bearing seat Press out the grooved ball bearing (4)

The radial seal ring (12), lock ring (13) and cylindrical roller bearing (14) are located in the bearing seat of the intermediate rings (15).

The bearing inner ring of the cylindrical roller bearing (14) is secured onto the tappet (16) using Loctite 242.

When changing the radial seal ring (12), ensure that it is installed correctly: the sealing lip must point towards the gearbox. Grease lightly before installation.

The tappet (16) is cold-pressed onto the rotor shaft with oil up to the stop (required force = 75 kN).

Press in the grooved ball bearing (4) Attach the lock ring (3)

-10

171117 [EN]

Press the rotor (1) into the bearing shield (5) Fit the coupling flange (8) Secure the slotted nut (11) using Loctite 242 and tighten; tightening torque: Screw the bearing shield (5) with rotor (1) onto the stator (2) using the eight hexagon head screws (6) Put the carbon brushes into position Attach the two armature cables (A1/A2)

171117 [EN]

-11

Both the right and left traction drives have a tacho generator (6B7, 6B10) to record the direction of rotation and speed of the drive wheels.

Each tacho generator (1) is mounted centrally on the bearing block (2) of the brake calliper.

There is a wiper (4) between the bearing block and brake disc to protect the pinion bearing on the tacho generator (1) against soiling.

The tacho generator is connected to the armature shaft via a membrane coupling (3).

It is enclosed in an injection moulded housing and fitted with a watertight plug.

-12

171117 [EN]

The speed of the traction motors is recorded by the control unit A4.

The setpoint value is generated by the position of the accelerator pedal. The tacho generators generate the actual value.

Each tacho generator delivers a max. voltage of 17.3 V, proportional to the traction motor speed, directly to the control unit A4.

The control unit A4 limits the speed of each traction motor. This prevents a traction motor from exceeding the permitted maximum speed value and being destroyed if the other traction motor is blocked.

If the voltage of a tacho generator reaches the 20 V limit, speed limitation is initiated. This corresponds to approx. 4300 rpm at the traction motor.

Remove the three allen screws (5) with washers Carefully pull out the tacho generator towards the middle by pushing alternately on each side Disconnect plug and take membrane coupling (3) out of the armature shaft using a thin screwdriver

During installation, the membrane coupling (3) may be pressed against the housing and destroyed.

Never mount the tacho generator with a coupling attached!

First insert the membrane coupling (3) into the armature shaft, then place the tacho generator in its position. Attach the three allen screws (5) with washers and tighten.

Attach the plug

171117 [EN]

-13

A temperature switch (1) with a trip temperature of 130°C is fitted in each traction motor and in the alternator for temperature monitoring. The switches (NO contact) are screwed to the brush holders (2). The temperature switches are connected to the control unit A4.

When the temperature reaches 130°C, the traction controller receives a signal from the temperature switches in the alternator and in the traction motors (7S5 and 7S6). The traction controller triggers the warning message MOT/GEN-TEMP, which is displayed on the console.

-14

171117 [EN]

Failure due to overheating!

If the warning message MOT/GEN-TEMP is displayed on the console, the electrical machines must be allowed time to cool down, since otherwise they could fail due to overheating. Do not continue to use the truck!

For quicker cooling it is recommended that the internal combustion engine is allowed to run on, so that cooling air is pumped into the electrical machines by means of the forced ventilation system. Wait until the temperature warning is no longer displayed.

A precision functional test of the temperature switches can be performed only by taking them out and heating them up to the trip temperature.

In this case the temperature sensors must close at approx. 130°C.

If an individual temperature switch is damaged, it is recommended that the complete wiring harness (3) is changed.

171117 [EN]

-15

The truck s three D.C. machines are each equipped with four switches for indicating wear to carbon brushes. The two pairs of switches are connected in parallel.

A B 1 2

Switch open Switch closed Brush holder Brush retaining spring

3 4 5

Contact rail Temperature switch Carbon brush

The switches are integrated into the design principle of the brush holder. The trip function occurs when the carbon brushes reach a specific degree of wear.

At approx. 15 mm, the brush retaining spring (2) between the brush holder (1) and the contact rail (3) attached in isolation short circuits.

This status is detected by the control unit A4.

-16

171117 [EN]

The control unit displays the message MOTOR BRUSHES on the console. This indicates that the carbon brushes in one of the three electric machines (traction motors and generator) are worn.

Test the continuity If the carbon brush has sufficient residual length (greater than 15 mm), the continuity tester should not detect any continuity.

Remove both carbon brushes The carbon brush retaining spring now protrudes into the brush shaft and the switch is closed.

Check the trip function using the continuity tester In the event of a malfunction, bend the contact rail slightly up

Raise the fork carriage and secure it against inadvertent lowering; see the chapter entitled "Securing the fork carriage" Jack up the truck at the front; see the chapter entitled "Jacking up the truck" Take out the floorplate Unscrew the front covering Remove the tightening strap (1) (and if necessary also the air hoses)

171117 [EN]

-17

Lift the retaining springs (2) and remove two carbon brushes (3) from each brush holder.

Check their length (eight brushes per traction motor)

Check all carbon brushes and change as necessary

The permissible residual length of a brush is 15 mm. If any brush has worn down to the residual length, a message MOTOR BRUSHES will appear in the display, to alert the driver to the condition of the carbon brushes. If one carbon brush has reached the residual length, replace all carbon brushes.

Replace carbon brushes below the wear and tear limit in sets.

Before fitting the brushes, check the commutator for spark erosion.

New brushes must be ground in When refitting brushes, take care to return each brush to the same brush holder it was taken from and to fit it the same way round as it was previously

Fit the carbon brushes Close the tightening straps Screw the front covering into place Fit the floorplate Lower the truck.

-18

171117 [EN]

Take out the floorplate Remove the forced ventilation blower; see the chapter entitled "Forced ventilation" Remove the tightening strap Lift the retaining springs (2) and remove two carbon brushes (3) from each brush holder.

Check their length (eight brushes per traction motor)

Check all carbon brushes and change as necessary

The permissible residual length of a brush is 15 mm. If any brush has worn down to the residual length, a message MOTOR BRUSHES will appear in the display, to alert the driver to the condition of the carbon brushes. If one carbon brush has reached the residual length, replace all carbon brushes.

Replace carbon brushes below the wear and tear limit in sets.

Before fitting the brushes, check the commutator for spark erosion.

New brushes must be ground in When refitting brushes, take care to return each brush to the same brush holder it was taken from and to fit it the same way round as it was previously

Fit the carbon brushes Close the tightening strap Fit the forced ventilation blower Fit the floorplate

171117 [EN]

-19

Manufacturer

Juli

Model Nominal voltage

GG 246 - Y1

Nominal current

172 A 4-pole separately-excited DC generator with commutating poles

Generator type

464 V

Excitation Nominal speed

24 V/30 A 2500 rpm

Maximum speed

3200 rpm

Overspeed

4000 rpm

Nominal capacity

80 kW

Operating mode

S1

Protection type

IP23

Carbon brushes a) Dimensions b) Wear limit

12.5 x 32 x 40 mm 15 mm, change when remaining length is 25 mm (indication)

c) Quantity

8 items

d) Carbon brush monitoring

Via a switch in the carbon brush holders

Armature current consumption

Max. 400 A

Field current consumption

Max. 50 A

Insulation class Ventilation Temperature sensor Weight

-20

F Forced ventilation On the brush rocker 285 kg

171117 [EN]

1 2 3 4 5 6 7

Coupling flange Rotor Stator housing Windings Commutating pole winding Battery lug Brush holder elements

8 9 10 11 12 13 14

171117 [EN]

Lock ring Grooved ball bearing Carbon brushes V-belt pulley Inner ring Radial seal ring Bearing shield

-21

4-pole separately-excited DC generator with commutating pole windings connected asymmetrically to the rotor.

Forced ventilation cooling; see the chapter entitled "Forced ventilation".

Integral temperature switch for temperature monitoring and carbon brush monitoring for all eight brushes. Both monitoring systems are connected to the electrical equipment using watertight plugs.

Bearing arrangement on the A side: indirect via the coupling flange to the internal combustion engine Bearing arrangement on the B side: grooved ball bearing (9)

A1/A2 = rotor B2 (at A2) = commutating pole winding F1/F2 = excitation winding The reversal of polarity in the main circuit (A1/B2) is performed by reversal of the direction of the current in the exciter field (F1/F2).

The brush rocker is not adjustable. The neutral position of the brushes is ensured by the design.

The generator connections are located on top of the motor housing.

-22

171117 [EN]

Insufficient insulation values in the vehicle can lead to undefined errors that may not be detected through a diagnosis.

If in doubt, always carry out insulation testing!

It may be necessary to measure the insulation of the electric machines if: There is any suspicion of a short to earth Repairs have been carried out recently

After repairs have been carried out on the truck s electrical units or electrical machines (alternator/traction motor), the insulation resistance must be tested before installation or start-up.

See the chapter entitled "Insulation testing of traction motor"

Insulation resistance testing must only be carried out when the component to be tested is completely disconnected from the power supply.

Detach all the connecting cables from the alternator The test includes the armature and the stator of the alternator and the associated connection cable.

To discover which winding has a potential insulation fault, lift up all the carbon brushes from the commutator and clamp them securely with the brush retaining spring.

Test voltage: min. 500 V DC. Measure the insulation resistance The insulation value should be checked between the following machine parts: Armature against earth (commutator - GND) (1) Commutating field against earth (A1 - GND) (2) Commutating field against earth (B2 - GND) (3) Excitation field against earth (F1 - GND) (4) 171117 [EN]

-23

If necessary, test the insulation of the traction motor; see the chapter entitled "Insulation testing of traction motor" Once the test or repairs are complete, reattach all the electrical connections

Park the truck safely and apply the handbrake Disconnect the battery, including the 12 V connection Remove the floorplates and floor panels Release the cable fastenings and then disassemble the transverse strut (1) Remove the forced ventilation blower; see the chapter entitled "Forced ventilation" Unscrew the fixing screws of the hydraulic filter holder and pull the holder forwards Mark the connecting cable to the alternator and unscrew it Detach the electrical plug connectors from the temperature sensor and the carbon brush wear display

-24

171117 [EN]

Secure the internal combustion engine at the lifting eyelet (2) Detach the electrical connections from the engine control unit, retarder valve and on the directional control valve block holder and put them aside

Unscrew the fixing screws on the retarder valve (3)

Unscrew the hose lines (4) on the left tilt cylinder and place them on the right-hand side of the truck

When the hydraulic connections are unscrewed, hydraulic oil escapes. Collect the hydraulic oil and dispose of it carefully.

171117 [EN]

-25

Detach the connections to the sliders (5) Unscrew the pressure line (6) on the solenoid valve and place on the left-hand side of the truck Unscrew the return line (7) of the auxiliary hydraulics pressure adjustment (special equipment) und place on the left-hand side of the truck

Unscrew the LS pressure line (8) on the solenoid valve and place on the left-hand side of the truck Unscrew the engine brake pressure line (9) Place the retarder valve on the left-hand side of the truck

Unscrew the fixing screws of the directional control valve block (10)

Unscrew the fixing screws of the support plate (11) and remove the support plate

-26

171117 [EN]

Release and carefully remove the six screws (12) (M10 x 16) of the connecting plate

The screws of the connecting plate can be released either from above or from below. Rotate the internal combustion engine at the crankshaft belt pulley.

Secure the alternator with the hoists Release and remove the six alternator fixing screws Carefully lever the alternator out of the recess and lift it out in an upwards direction by gently rotating it

Use the hoist to place the alternator in the installation position Insert the six alternator fixing screws and tighten; tightening torque M16: , tightening torque M12: Insert the six screws of the connecting plate and tighten; tightening torque: Insert the support plate and screw it in; tightening torque M10x35: Insert the directional control valve block fixing screws (10) with rubber buffers and washers and tighten; tightening torque M8x35: Connect the operating lever with the sliders

171117 [EN]

-27

Screw the retarder valve onto the support plate using the fixing screws (3) Attach the hydraulic lines to the retarder valve, directional control valve block and tilt cylinder on the left Attach the electrical connections to the engine control unit, retarder valve and directional control valve block holder Attach the connection cable to the alternator Install the forced ventilation blower; see the chapter entitled "Forced ventilation" Insert the hydraulic filter holder and screw it in; tightening torque M10x40: Mount the transverse strut and attach the cable fastenings Reinstall the floorplates and floor panels Connect the battery, including the 12 V connection Top up the hydraulic oil Bleed the hydraulic system

Disconnect the two armature cables (A1/A2) from the brush rocker Push back the carbon brushes Unscrew the connecting plate from the coupling flange Disconnect the bearing shield (1) with rotor from the stator by unscrewing the four hexagon head screws (2)

Risk of damage to rotor shaft during removal!

During removal, protect the rotor shaft from the pressing spindle.

-28

171117 [EN]

Using a small puller device (e.g. Kukko 18-1), at first only remove the V-belt pulley so far that it is not touching the pump support flange, as otherwise there is a risk that it will break off

Risk of breaking bearing shield!

Do not remove the bearing shield and the V-belt pulley in one step.

In the following procedure, pull off the V-belt pulley and the bearing shield using larger and smaller puller devices alternately until the rotor is free

Using the larger puller device (e.g. Beker 4532 - F), pull out the bearing shield until just before the V-belt pulley

The grooved ball bearing (4) can be pressed out of the bearing shield (1) once the lock ring (3) has been removed If necessary, the radial seal ring (7) can also be pushed out The inner ring (6) is secured using Loctite. If it needs to be changed, remove it breaking it into pieces in the process

The coupling flange (8) should be cold-pressed onto the rotor shaft at a force of 110 kN. Pulling it off is not recommended. If it becomes necessary to change the rotor, this operation is not necessary because the rotor is delivered complete with a coupling flange fitted.

171117 [EN]

-29

Press the grooved ball bearing (4) into the bearing shield (1) and secure with the lock ring (3) If the inner ring (6) was removed, press a new inner ring onto the rotor shaft. Clean off any grease beforehand and secure using Loctite 242

Manufacture the hollow mandrel (10) in the diagram to the right in your own production

Place the rotor (9) vertically on top of the coupling flange (8) on top of wooden blocks (11) Position the bearing shield (1) with V-belt pulley (5) on top of the rotor shaft Using the hollow mandrel (10), press the V-belt pulley (5) and bearing shield (1) together onto the rotor shaft under a press at 28 kN The V-belt pulley (5) must lie flush against the grooved ball bearing (4)

-30

171117 [EN]

Screw together the stator and bearing shield (1) using the four hexagon head screws (2) Connect the armature cables Insert the brushes Screw the connecting plate onto the coupling flange (8) Press in the radial seal ring (7), flush with grease, until it reaches the end of the pump flange. Ensure that it is installed correctly; the sealing lip should point towards the pump

171117 [EN]

-31

1 2 3 4

Air intake duct Air hose Filter housing Filter

-32

5 6 7 8

Distributor box Blower Alternator Traction motor

171117 [EN]

Two blowers driven by V belts and fitted to the alternator bearing shield blow forced air into the two traction motors and into the alternator.

The drive is taken directly from the alternator V-belt pulley. An adjustable tensioner pulley allows the V belt tension to be set.

The air flow takes the following route: from the rear counterweight opening (1) through a paper filter (4), through the blower (6) and into the alternator (7) and the traction motors (8).

A dirty or clogged air filter obstructs or prevents the air flow to the generator and the traction motors. The consequence of this is that electrical machines overheat and may burn out.

If environmental conditions at the place of use require it, check the filter insert daily for dirt and clean it if necessary

Open the tension locks Take off the cover and take out the air filter insert Blow out or change the air filter insert

Check the V belt tension by firmly pushing the belt down with the thumb The V belt (4) should not deflect more than 10 mm.

Slacken the locknut (1) Adjust the V belt tension using the tensioning screw (2) Tighten the locknut (1)

Slacken the locknut (1) Slacken the tensioning screw (2) until the V belt can be taken off the tensioner Undo the support screws (6) and pull the support forwards Change the V belt

171117 [EN]

-33

Fit the support and tighten the support screws (6) Adjust the V belt tension using the tensioning screw (2) Tighten the locknut (1)

Take off the air hoses Slacken the locknut (1) Slacken the tensioning screw (2) until the V belt can be taken off the tensioner Unscrew the socket head screws (5) and take off the blower Before reinstalling it, check all gaskets and renew them if necessary Fit the blower and secure it with the socket head screws (5) Fit the V belt Adjust the V belt tension using the tensioning screw (2) Tighten the locknut (1)

-34

171117 [EN]

a

1 2 3 4 5 6

Connection from the intercooler Alternator Forced ventilation Motor braking Front engine mounting Starter

7 8 9 10 11

Oil sump Oil dipstick Turbocharger Rear engine mounting Fans

The new DEUTZ BF 4 M 2012 series engines are liquid-cooled and operate according to the principle of direct injection.

The hydraulic pump is flange-mounted to the side of the engine and is powered by the internal combustion engine via a power take-off.

Fuel is injected via single plug-in pumps.

The internal combustion engine is screwed to the generator via the flywheel.

The engine is a self-contained unit comprising the internal combustion engine with generator (2) and hydraulic pump.

The starter (6) is fixed to the bearing flange using three screws and engages the starter ring gear.

The engine is screwed to the truck chassis via rubber-metal bearings and is vibration-free.

171117 [EN]

-1

Park the truck safely and apply the handbrake Disconnect the battery and also the 12-V supply Remove the floorplates and floor panels Remove the bonnet; see the chapter entitled "Bonnet" Remove the transverse strut (1), having previously removed the cable ties Remove the forced ventilation blower; see the chapter entitled "Forced ventilation" Unscrew the fixing screws for the hydraulic filter bracket and pull the bracket forwards Label the generator connection cables and disconnect them Detach the electrical plug connectors from the temperature sensor and the carbon brush wear display Remove the air filter and intake air duct Remove the air duct from the radiator fan Disconnect all electrical plug connectors at the engine and the attachment parts Remove the engine brake Drain the coolant, see chapter "Coolant".

Detach the coolant hoses from the engine and put them aside Take off the fuel lines

When the hydraulic connections are unscrewed, hydraulic oil escapes. Collect the hydraulic oil and dispose of it carefully.

Disconnect the hydraulic lines from the hydraulic pump and put them aside Detach the electrical connections from the engine control unit, retarder valve and on the directional control valve block holder and put them aside

-2

171117 [EN]

Unscrew the fixing screws on the retarder valve (3)

Unscrew the hose lines (4) on the left tilt cylinder and place them on the right-hand side of the truck

Detach the connections to the sliders (5) Unscrew the pressure line (6) on the directional control valve and place on the left-hand side of the truck Unscrew the return line (7) for adjusting the pressure of the auxiliary hydraulics (special equipment) and lay it over the left hand side of the truck

Unscrew the LS pressure line (8) on the directional control valve and place on the left-hand side of the truck Unscrew the engine brake pressure line (9) Place the retarder valve on the left-hand side of the truck

171117 [EN]

-3

Unscrew the fixing screws of the directional control valve block (10)

Unscrew the fixing screws of the support plate (11) and remove the support plate

Thread a sling through the engine unit lifting eyes (12) and support the engine unit from a second forklift truck

Unscrew the right and left engine fixing screws (13)

-4

171117 [EN]

Unscrew the rear engine suspension fixing screw (14) Carefully lift the engine unit out of the engine compartment Put the engine unit down on three square timbers on the engine mounting points

Thread a sling through the engine unit lifting eyes and support the engine unit from a second forklift truck Lift up the engine unit and carefully lower it into the engine compartment Screw in the rear engine suspension fixing screw (14) Screw in the right and left engine unit fixing screws (13) Tighten the three engine fixing screws: M20x120 fixing screw for the rear engine suspension mounting point to a torque of: , M16x140 fixing screws for the left and right engine unit mounting points: Fit the directional control valve block support plate and tighten the M10x35 screws to a torque of:

Fit the M8x35 fixing screws (10) for the directional control valve block with washers and rubber buffers and tighten them to a torque of: Connect the operating levers to the sliders

171117 [EN]

-5

Screw the retarder valve onto the support plate using the fixing screws (3) Connect the hydraulic lines to the hydraulic pump, the retarder valve, directional control valve block and left-hand tilt cylinder Attach the electrical connections to the engine control unit, retarder valve and directional control valve block holder Connect the fuel lines Connect all coolant hoses to the engine Fit the engine brake Connect all cables and plug connectors to the engine and its attachment parts Fit the air duct to the radiator fan Attach the air filter and intake air duct Fit the forced ventilation blower Attach the connection cables to the generator Fit the forced ventilation blower; see the chapter entitled "Forced ventilation" Insert the hydraulic filter holder and screw it in; tightening torque M10x40: Mount the transverse strut and attach the cable fastenings Reinstall the floorplates and floor panels Connect the battery and also the 12 V supply Fill with coolant; see the chapter entitled "Coolant" Fit the bonnet, see the chapter entitled "Bonnet" Top up the hydraulic oil Bleed the hydraulic system Functional test

-6

171117 [EN]

Manufacturer Engine type Displacement

4040 cm3

Hole

101 mm

Lift

126 mm To the left when facing the flywheel

Rotation Combustion method Compression

Direct injection

Compression pressure

30 38

Ignition sequence Position of cylinder 1

1 3 4 2 opposite the output side

Engine power rating

74.9 kW

19:1

Rated engine torque ET Rated charge pressure at P

Nominal speed

2500rpm

Lower idling speed

800 rpm

Speed limitation According to DIN EN 590, min. cetane number > 51 CN

Diesel Coolant quality

60% water and 40% coolant additive approx. 10l

Coolant capacity Fan cut-in temperature

Opening starts at 83 ± 2°C

Thermostat

Fully opened at 95°C

Motor oil quality Total amount of motor oil with filter change 10.25 l Engine oil pressure at 2000 rpmand oil temperature of 80°C Three-phase alternator

28 V, 80 A

Starter Battery

2 pieces, 12 V, 88 Ah

171117 [EN]

-7

The company nameplate is attached once on the valve cover and once on the crankcase.

The engine designation (1), the engine number (2) and the performance data are stamped on the company nameplate. : Turbocharger : High-speed/4-stroke engine : Number of cylinders : Liquid cooling Family/series : Stroke (in cm) : Intercooling

1 2

Engine designation Engine number

The engine number is also stamped on to the crankcase.

-8

171117 [EN]

The EMR control unit A14 consists of an enclosed die-cast aluminium housing with two multi-pin plugs: (X141) and (X142).

The control unit is located centrally under the bonnet alongside the valve block. One of its two plug connectors connects it to the sensors and the actuator on the engine; the other connects it to the truck and the diagnostic connector: X141: Connection to plug X80 X142: Connection to the truck and the diagnostic connector (X90)

Do not attempt to open the control unit!

The unit can be changed only by the DEUTZ service centre. The engine number must be stated.

The EMR control unit and the internal combustion engine must both have the same serial number.

The EMR control unit is connected via two sensor cables to the traction control unit A4: From one, the EMR control unit receives the engine speed requirement from the traction controller (X142:4 - X20:27).

Through the other, the EMR control unit sends the current engine speed to the traction controller (X142:16 - X21:5).

In addition, the EMR control unit monitors and processes the signals from the following sensors: Coolant temperature sensor 6B2 Charge air sensor 6B20 Engine speed sensor 6B17 Based on the incoming information, the EMR control unit calculates the necessary injection quantity and injection timing, and activates the actuator EMR 9Y9 accordingly.

The diagnostic connector (X90) is used to connect to the DEUTZ SERDIA diagnostic interface when necessary.

SERDIA is a software program which, together with the notebook and interface, acts as a tool for communicating with the EMR control unit.

Settings, parameterisation, reading/deleting the fault log and calibration can only be performed by using SERDIA.

171117 [EN]

-9

Specific training is strongly recommended before using SERDIA.

The speed sensor is an inductive sensor that records the crankshaft position and engine speed via the starter ring gear and forwards this information to the EMR control unit.

If the speed sensor should fail, the engine cuts out or no longer starts up.

The charge air pressure sensor records both the pressure and temperature of drawn in charge air.

This information is used by the EMR control unit to calculate the injection quantity.

If the sensor should fail, the control unit operates with preset default values.

-10

171117 [EN]

The coolant temperature sensor records the coolant temperature.

This information is used by the EMR control unit to calculate the injection quantity.

If the sensor should fail, the control unit operates with preset default values.

The oil pressure switch sends a signal to the traction control unit A4 if the oil pressure sinks below a critical value.

The traction control unit A4 causes the message OIL PRESSURE to appear on the display.

171117 [EN]

-11

Manually rotate engine and check V-ribbed belt: Support tears (tear, core breaks, cross-sectional breaks) Layer separation (cover layer, tensile cords) Broken support Frayed tensile cords Flank wear (material wastage, frayed flanks, flank hardening, surface tears) Measure the distance (a) between the nose of the moving clamping arm and the stop of the fixed clamping housing.

If the distance (a) is less than 3 mm, the V-ribbed belt must be changed.

Remove the air deflector Disconnect the fuel lines at the fuel pump and set to one side Push the tensioner pulley (1) in the direction of the arrow until the V-ribbed belt is free Remove the V-ribbed belt, starting at the coolant pump belt pulley (2)

Push the tensioner pulley (1) in the direction of the arrow Fit the V-ribbed belt, attaching it to the coolant pump belt pulley (2) last Release the tensioner pulley so that it moves against the direction of the arrow until the V-ribbed belt is taut Attach the fuel lines at the fuel pump with new sealing rings Install the air deflector

-12

171117 [EN]

Rotation angle disk, DEUTZ 8190 Screwdriver bit, DEUTZ 8191 Torque wrench 5 50 Nm

Cold engine Warm engine after a cooling-down period of 30 minutes; oil temperature ≤ 80°C Intake valve set value: Exhaust valve set value:

For design reasons, valve clearance is no longer set using the feeler gauge, but rather by the angle of rotation.

Remove the intake air duct Remove the cylinder head cover Turn the crankshaft until both valves overlap at the 1st cylinder The valves marked in black (A) can now be checked and set.

Attach the rotation angle disk magnet (1) to the cylinder head Use the screwdriver bit (2) to fix the rotation angle disk to the adjusting screw Place cross handle on rotation angle disk Loosen locknut at the rocker lever and restrain the adjusting screw from turning using the cross handle Set the rotation angle disk to 0 Turn the adjusting screw clockwise using the screwdriver bit until the rocker lever lies flush against the pressure plate Read off the value (setting angle) at the rotation angle disk 171117 [EN]

-13

Turn back the adjusting screw anti-clockwise until the required setting angle has been reached Restrain the adjusting screw using the cross handle and tighten the locknut; tightening torque: Set the valve clearance of the remaining valves as described above.

Turn the crankshaft another 360° until both valves overlap at the 4th cylinder The valves marked in black (B) can now be checked and set.

Mount new cylinder head cover seal and align Mount the cylinder head cover; tightening torque:

Ensure that the rubber seals are correctly positioned in the cylinder head cover.

Fit the intake air duct

-14

171117 [EN]

At a charging voltage of 28.8 V, the three-phase alternator supplies a max. current of 80 A. The three-phase alternator is driven by the engine via a V-ribbed belt.

The three-phase alternator carries out the following tasks: Charging the starter batteries G1 and G2 Providing the excitation current for the traction motor field and alternator field Start repeat interlock Supplying the lighting system

: P/G2 (battery positive) : Earth (battery negative) : Excitation at start-up is negative, in operation positive

Disconnect the battery, including the 12 V connection Remove the air filter housing Remove the V-ribbed belt; see the chapter entitled "V-ribbed belt" Detach the electrical connections (1) on the three-phase alternator Unscrew the fixing screws of the three-phase alternator and remove the three-phase alternator

Insert the three-phase alternator and secure in place with the fixing screws; tightening torque: Reattach the electrical connections (1) on the three-phase alternator

171117 [EN]

-15

Attach the V-ribbed belt; see the chapter entitled "V-ribbed belt" Fit the air filter housing Connect the battery, including the 12 V connection

In the exhaust turbocharger housing, the turbine wheel and compressor wheel run on a common shaft.

The exhaust energy of the engine, the volume of which depends on the engine load, drives the turbocharger compressor via the turbine.

The energy that enters the compressor in this manner increases the engine combustion air pressure, and consequently the amount of oxygen in the cylinders.

Park the truck safely and apply the handbrake Remove the air hoses on the turbocharger Unscrew the oil lines from the turbocharger Loosen the nuts at the engine brake (2) and exhaust manifold (1) Remove the turbocharger

Attach new seals to the engine brake (2) and exhaust manifold (1) Fit the turbocharger and tighten the nuts

Screw the upper part of the oil return pipe with new seal onto the exhaust turbocharger; tightening torque:

Pre-oil the exhaust turbocharger by using an engine oil injector in the oil feed hole.

-16

171117 [EN]

Fit lubricating oil line and fit banjo bolts with new copper sealing rings; tightening torque:

Screw the upper part of the oil return pipe onto the lower part of the oil return pipe and screw the lubricating oil line onto the oil return line; tightening torque: Attach the air hoses to the turbocharger

: P/G2 (battery positive) : Earth (battery negative) : Switch lock

171117 [EN]

-17

Disconnect the battery, including the 12 V connection Detach the electrical connections on the starter Release the three fixing screws on the starter and remove the starter

Mount the starter and attach it using the three fixing screws; tightening torque: Connect the electrical connections to the starter Connect the battery, including the 12 V connection

During braking, the traction motors 1M1 and 1M2 are driven by the wheels, and thus become generators, generating an armature current. This armature current flows via the current sensor 1U1 into the generator 1G1, which therefore acts as an electric motor and, depending on the value of its field current, now has a propulsive effect on the internal combustion engine.

This necessarily leads to an increase in the speed of the internal combustion engine. To limit this increase in speed, an engine brake is fitted on the exhaust side of the turbocharger.

The engine brake has the effect of preventing the diesel engine overspeeding.

1 2 3

Housing Actuator cylinder Control mechanism

It consists of a housing (1) with a flap that can be closed when necessary.

This causes an increase in back pressure on the exhaust side of the engine, thus braking the engine.

The engine brake is activated by an actuator cylinder (2), which is hydraulically activated according to the electrical activation of the retarder solenoid valve 2B6 (for activation, see the chapter entitled "Retarder valve").

The actuator cylinder (2) opens and closes the flap in the housing via a control mechanism (3).

-18

171117 [EN]

Measuring bar with small spacer plates for measuring the TDC and piston projection, DEUTZ 100750 Torque wrench 5 50 Nm Torque wrench 40 200 Nm Dial gauge

Park the truck safely and apply the handbrake Disconnect the battery, including the 12 V connection Disconnect all electrical connections at the engine and at the attachment parts Remove the air filter and intake air duct Remove the three-phase alternator; see the chapter entitled "Removing and installing the three-phase alternator" Remove the fuel pump; see the chapter entitled "Fuel pump" Remove the console from the fuel pump Remove the intake manifold Remove the exhaust manifold with turbocharger Remove the starter; see the chapter entitled "Starter"

Remove the actuator Remove the cylinder head cover Drain the coolant; see the chapter entitled "Coolant" Remove the injection lines

171117 [EN]

-19

Remove the clamping claws and take out the injection valves

Remove the rocker lever supports and take out the pushrods

Loosen the cylinder head bolts (Torx socket wrench E14) and remove the cylinder head Remove the cylinder head seal Clean the sealing face

Mount the measuring bar with small spacer plates on the sealing face of the cylinder crank housing and set the dial gauge to "0"

-20

171117 [EN]

Place the dial gauge at the measuring points on the piston and determine the largest piston projection

All pistons must be measured.

Pay heed to the measuring point

Compare the largest value with the table and determine the corresponding cylinder head seal

0.33 0.55 mm

1 hole

0.56 0.65 mm

2 holes

0.66 0.76 mm

3 holes

Place the new cylinder head seal in position.

Attach the cylinder head

171117 [EN]

-21

Lightly oil the short cylinder head bolts, tighten and insert pushrods

If it is possible to verify their usage, cylinder head bolts can be used five times.

Fit rocker lever supports and align with pushrods/valves

Lightly oil the long cylinder head bolts, tighten and insert pushrods Insert M8 screws and tighten; tightening torque:

Tighten cylinder head bolts

Pay heed to the sequence when tightening the cylinder head bots, ((A): manifold side) 1. Level 2. Level 3. Level

-22

171117 [EN]

Place down the intake manifold with the sealing face upwards. Insert bolts from below into the charge-air line and slide new seals onto the bolt thread

The seals are held in place by the bolts.

Mount the charge-air line on the cylinder head together with the seals Screw all bolts part of the way in to start with Tighten bolts; torque: Attach the starter; see the chapter entitled "Starter" Mount the exhaust manifold with turbocharger with new seals Tighten the hexagon nuts, starting at the locating hole (middle) and moving outwards in a spiral shape; tightening torque: Screw the upper part of the oil return pipe with new seal onto the exhaust turbocharger; tightening torque:

Pre-oil the exhaust turbocharger by using an engine oil injector in the oil feed hole.

Fit lubricating oil line and fit banjo bolts with new copper sealing rings; tightening torque:

171117 [EN]

-23

Screw the upper part of the oil return pipe onto the lower part of the oil return pipe and screw the lubricating oil line onto the oil return line; tightening torque:

Pour DEUTZ DW 73 sealant into the grooving of the gearbox

The sealing face must be free of oil and grease.

Apply DEUTZ DW 73 sealant to the actuator; seal thread size 1.5 mm

If necessary, turn the governor gear slightly to allow it to engage.

Fit the actuator fixing screws and tighten; tightening torque:

Observe the following sequence when tightening: 1-2-3-4-5

-24

171117 [EN]

Attach clamping claw and loosely screw in Attach new injection lines with rubber seals

It is not permitted to bend them into shape. The injection lines must not be used twice.

Always use new injection lines!

Screw on and finger-tighten union nuts Tighten screws of clamping claws; tightening torque: Pre-tighten the union nuts of the injection lines at the injection pumps and injection valves to a torque of approx. 5 Nm. Then tighten the union nuts; tightening torque: Mount the cylinder head cover seal and align Mount the cylinder head cover; tightening torque:

Ensure that the rubber seals are correctly positioned in the cylinder head cover.

Attach the console; tightening torque: Attach the fuel pump; see the chapter entitled "Fuel pump" Attach the three-phase alternator; see the chapter entitled "Removing and installing the three-phase alternator" Attach the V-ribbed belt; see the chapter entitled "V-ribbed belt" Attach the air filter and intake air duct Connect all electrical connections at the engine and at the attachment parts Connect the battery, including the 12 V connection Top up coolant; refer to the information in the chapter entitled "Coolant" Checking for correct operation

171117 [EN]

-25

Torsional vibration damper restraint support, DEUTZ 144800 Assembly tool for front crankshaft sealing ring, DEUTZ 142670 Torque wrench 5 50 Nm Torque wrench 40 200 Nm Hand drill

Remove the fan impeller; see the chapter entitled "Fan impeller" Remove the air deflector Remove the V-ribbed belt; see the chapter entitled "V-ribbed belt" Restrain torsional vibration damper with restrain support and unscrew fixing screws; use Torx socket wrench E20

Carefully drill a hole for a self tapping screw with approx. 3 mm into the shaft seal

Smear a thick later of grease onto the drill bit so that no drilling chips fall into the crankcase.

Screw a self-tapping screw of an appropriate diameter into the drilled hole and then pull it out using a suitable tool Remove any drilling chips that may be present

-26

171117 [EN]

Use the assembly tool guide sleeve to insert the front crankshaft seal

Lightly oil the sealing lip of the new shaft seal, and carefully slide it on

The sealing lip faces towards the crankshaft.

Slide on the spacer washers 2 washers: initial assembly 1 washer: 1st repair installation depth 0 washers: maximum installation depth

Attach the assembly sleeve and push the lip in until the tool stops The shaft seal is now at its pre-selected insertion depth.

171117 [EN]

-27

Ensure that the centring sleeve is in the crankshaft; insert if necessary

When fitting the V-ribbed pulley, the mark in the crankshaft and the mark in the torsional vibration damper must overlap.

Attach the torsional vibration damper and restrain with restrain support. Tighten fixing screws

If it is possible to verify their usage, screws can be used five times.

1. Level 2. Level 3. Level Attach the V-ribbed belt; see the chapter entitled "V-ribbed belt" Attach the air deflector Attach the fan impeller; see the chapter entitled "Fan impeller"

-28

171117 [EN]

Assembly tool for rear crankshaft sealing ring, DEUTZ 142830 Torque wrench 5 50 Nm Torque wrench 40 200 Nm Hand drill

Remove the alternator; see the chapter entitled "Removing and installing the alternator" Remove the flywheel Carefully drill a hole for a self tapping screw with approx. 3 mm into the shaft seal

Smear a thick later of grease onto the drill bit so that no drilling chips fall into the crankcase.

Screw a self-tapping screw of an appropriate diameter into the drilled hole and then pull it out using a suitable tool Remove any drilling chips that may be present

Use the assembly tool guide sleeve to insert the rear crankshaft seal

171117 [EN]

-29

Lightly oil the sealing lip of the new shaft seal, and carefully slide it on

The sealing lip faces towards the crankshaft.

Slide on the spacer washers 2 washers 1 washer 0 washers

Initial assembly 1. First repair installation depth Maximum installation depth

Attach the assembly sleeve and push the lip in until the tool stops The shaft seal is now at its pre-selected installation depth.

Fit the flywheel and tighten the bolts finger tight Restrain the flywheel and tighten the fixing screws

If it is possible to verify their usage, screws can be used five times.

1. Stage 2. Stage 3. Stage

Screws 30 45 mm: Screws 50 85 mm: Screws 30 85 mm: Screws 30 mm: Screws 35 85 mm:

Install the alternator; see the chapter entitled "Removing and installing the alternator" -30

171117 [EN]

Remove the floorplate Place a suitable collection vessel under the oil drain plug

Dispose of engine oil as per environmental regulations.

Unscrew the oil drain plug (1) and collect the engine oil Reinstall the oil drain plug (1) with a new sealing ring (3) Unscrew the oil sump fixing screws (3) and remove the oil sump with seal Clean the sealing faces Apply DEUTZ DW 74 sealant to the sealing faces and the grooves; seal thread size 3.6 mm

No sealant must enter the oil suction hole.

Position the new seal (4) and install the oil sump

Ensure that the circular sealing ring and the seal thread are not displaced.

Screw on the fixing screws (3) alternately; tightening torque: Reinstall the floorplate Top up the engine oil

171117 [EN]

-31

-32

171117 [EN]

a

1 2 3 4 5 6

Rain cap Duct Hose from duct to air filter Air filter Hose Connection pipe

7 8 9 10 11 12

The fresh air is drawn in via the right hand rain cap (1) at the counterweight and fed through the air filter (4) for cleaning.

The air taken in is fed via hoses (5, 7) and the connection pipe (6) to the turbocharger (8).

171117 [EN]

Hose Turbocharger Hose from turbocharger to intercooler Intercooler Hose from intercooler to intake pipe Intake pipe

From the turbocharger, the air is fed into the intercooler (10) at a pressure of 0.2 0.8 bar.

The intercooler removes the heat imparted to the intake air by the turbocharger and feeds it via the hose (11) to the intake pipe (12).

-1

The maintenance switch 6S2 monitors the condition of the filter.

If the filter becomes dirty, the switch sends an earth signal to the control unit A4.

The traction control unit A4 brings up the message AIR FILTER on the console display.

It is necessary to change the filter only if the message AIR FILTER appears in the display, but at least every 2 years.

Open the bonnet Release the three clips (2) on the air filter Remove the air filter cover (3) Remove and replace the main cartridge

Risk of engine damage!

The safety cartridge must remain in the air filter housing until all residual dirt has been removed from the housing, so that no dirt enters the clean air side!

1 2 3

Maintenance switch 6S2 Clip Air filter cover

Blow out the air filter housing with compressed air.

Remove the safety cartridge, check it for contamination, and exchange it if necessary Insert the safety cartridge Insert the new main cartridge Refit the air filter cover with the mark facing upwards Click the three clips home on the air filter Close the bonnet

-2

171117 [EN]

171117 [EN]

-3

1 2 3 4 5 6

Radiator Intercooler Hose to bearing block Drain plug Rear engine mounting Hose to engine (coolant pump input)

-4

7 8 9 10 11

Coolant compensating line Bleeder line to expansion tank Expansion tank Compensating line from radiator Hose from engine (thermostat housing output) to radiator

171117 [EN]

The radiator (1) with integrated intercooler (2) for the internal combustion engine is located on the counterweight.

The expansion tank (9) is situated in the rear right-hand strut of the overhead guard or driver s cab.

A radiator water pipe with a drain plug (4) is integrated in the rear engine mounting (5) The fan impeller is powered by the internal combustion engine.

Risk of burns!

When the engine is hot, the cooling system is pressurised.

Before performing any repairs, first release the pressure.

Assembly instructions for working on the cooling system: The hose connections are held in place by screw clamps.

All gaskets and sealing rings must be exchanged.

For information on coolant and how to drain coolant, see the chapter entitled "Coolant".

Use of incorrect coolants will lead to damage to equipment.

Comply with all instructions regarding the use of coolant.

Only DEUTZ cooling system protective agents or alternatively the following approved products may be used as coolant additives: AVIA Antifreeze Extra ARAL Antifreeze Extra BASF Glysantin G48 DEA radiator frost protection SHELL Glycoshell

171117 [EN]

-5

-22°C

35%

65%

-28°C

40%

60%

-35°C

45%

55%

-45°C

50%

50%

Hot steam may escape when the reservoir is opened, causing serious scalding!

Cover the filler cap with a cloth and carefully open the container!

Open the coolant expansion tank filler cap Remove the floorplate

Place a suitable collection vessel under the drain plug (1) at the rear engine mounting Unscrew the drain plug

Observe disposal specifications for the coolant.

Tighten the drain plug (1) Fill up with coolant through the expansion tank Close the expansion tank Allow the engine to run until the coolant regulator opens Check the coolant level and top up if necessary Fit the floorplate.

-6

171117 [EN]

The coolant pump (1) is driven from the engine by the V-ribbed belt.

Always replace the seals and O-rings.

Drain the coolant; see the chapter entitled "Coolant" Remove the V-ribbed belt; see the chapter entitled "V-ribbed belt" Undo the fixing screws for the coolant pump and take off the coolant pump

Clean the sealing faces Wet the new O-ring with coolant Place the coolant pump in the cylinder block and tighten the fixing screws; tightening torque: Attach the V-ribbed belt; see the chapter entitled "V-ribbed belt" Top up coolant; refer to the information in the chapter entitled "Coolant"

171117 [EN]

-7

Drain the coolant; see the chapter entitled "Coolant" Loosen the fixing screws (1) of the thermostat housing and remove with thermostat housing

Place new sealing ring on thermostat

Pay attention to installation position of thermostat: The arrow (bleed notch) should point upwards.

Installing the thermostat Insert the thermostat housing and secure in place with the fixing screws (1); tightening torque:

At the end of the cylinder head there are two coolant temperature sensors (6B2) and (6B11).

Coolant temperature sensor (6B2) is connected to the engine control unit A14.

Coolant temperature sensor (6B11) is connected to the traction control unit A4.

-8

171117 [EN]

Coolant temperature sensor (6B2) incorporates a resistor with a negative temperature coefficient.

By means of the drop in voltage, the instantaneous value of the coolant temperature is communicated to the engine control unit A14.

The engine control unit uses the coolant temperature value when calculating the fuel injection quantity and the start point for injection.

Coolant temperature sensor (6B11) incorporates a switch and a resistor with a negative temperature coefficient.

By means of the drop in voltage, the instantaneous value of the coolant temperature is communicated to the traction control unit A4.

If the coolant temperature exceeds the critical value, the switch trips, thereby signalling to the traction control unit A4 that the coolant temperature is too high.

The traction control unit A4 then activates the console display COOLANT TEMP. to warn the driver that the engine is overheating.

Remove the covering on the counterweight Unscrew four fixing screws from the fan impeller and remove the fan impeller Unscrew four fixing screws from the adaptor and remove the adaptor

Place the adaptor into position and secure with four fixing screws Place the fan impeller into position and secure with four fixing screws Check the distance between the fan impeller and air duct

The distance must be at least 2 mm at all parts of the circumference.

Refit the covering on the counterweight

171117 [EN]

-9

Remove the covering on the counterweight Drain the coolant; see the chapter entitled "Coolant" Disconnect all coolant and charge air hoses from the radiator Unscrew fixing screws (1) at the support Lift the radiator up and out

Lift the radiator in and place in position Screw fixing screws (1) to the support Connect all coolant and charge air hoses to the radiator Top up coolant; refer to the information in the chapter entitled "Coolant"

-10

171117 [EN]

1 2 3 4 5

Tank cover Return line Fuel pump Fuel cooler Fuel filter

6 7 8 9

The fuel tank is a welded construction that is integrated in the right-hand side wall of the chassis. It has a capacity of approx. 68 l.

The fuel is drawn from the tank by the fuel pump (3) via the fuel pre-filter (7) and is delivered via the fuel filter (5) to the injection pumps on the internal combustion engine.

Injection pumps Fuel pre-filter Flow pipes Fuel level transmitter

the combustion chambers by the injectors in the cylinder head.

Any excessive fuel supplied is conveyed via return pipes (2) and a fuel cooler (4), incorporated in the forced ventilation induction-air flow, back into the fuel tank.

The injection pumps generate the required injection pressure. The fuel is then injected into

Maintenance intervals for the fuel pre-filter (7) and fuel filter (5): 1000 operating hours or annually.

171117 [EN]

-11

The fuel tank transmitter (1) is located on the chassis on the right.

The transmitter senses the fuel level and sends a signal to the traction control unit A4.

Electrical connections Pin N: Earth Pin G: Signal Pin W: Not assigned

The traction control unit activates the fuel level bar representation in the console display.

The fuel pump is powered by the engine via the V-ribbed belt and delivers fuel from the fuel tank via the fuel filter to the injection pump s feed channel integrated in the cylinder crank housing.

Remove the V-ribbed belt; see the chapter entitled "V-ribbed belt" Unscrew the fuel lines (1) Unscrew the fuel pump fixing screws (2) and remove the fuel pump

Insert the fuel pump and secure in place with the fixing screws (2); tightening torque: Reattach the fuel lines (1) with new seals Attach the V-ribbed belt; see the chapter entitled "V-ribbed belt"

-12

171117 [EN]

a

Designation

GR80 - 05

Mast bearings

Transverse strut

770 Nm Ball-seat nuts, 640 Nm M16 x 50, 10.9, 275 Nm M10 x 75, 8.8, 46 Nm M6 x 10, 8.8, 9.5 Nm 940 Nm

Gearbox

SAE 90

Volume of oil

0.85 litres each side

Wheel nuts, per wheel Gearbox mounting Traction motor mounting Tacho-generator

171117 [EN]

-1

1 2 3 4 5

Radial seal ring Lock ring Cylindrical roller bearing Intermediate ring Conical spring washer

6 7 8 9 10

Hexagon head screw M10x75, 8.8 Wheel gear O-ring Conical spring washer Hexagon head screw M16x50, 10.9

The two wheel gears are installed at the intermediate ring (4) using nine hexagon head screws M16x50 (10) and engage the respective drive motor via a serrated shaft.

Remove the traction motors; see the chapter entitled "Removing and installing the traction motor" Secure the drive wheel unit (e.g. on a forklift truck with square timbers placed on top) Loosen and remove all nine hexagon head screws M16x50 (10) from the intermediate flange Remove the wheel gear

-2

171117 [EN]

Check the O-ring (8) in the intermediate flange and change if necessary Fit the wheel gear

When installing the gearbox, the ventilation hole must always point upwards.

Fit the wheel gear with the ventilation hole pointing upwards

Insert all nine hexagon head screws M16x50 (10) and tighten; tightening torque: Install the traction motors; see the chapter entitled "Removing and installing the traction motor"

Drive the truck so that the oil drain plug (11) is at the lowest position.

Remove the checking screw (12) and check the oil level; top up if necessary The oil has to be up to the lower edge of the hole.

171117 [EN]

-3

1 2 3 4 5 6 7

Annular gear Screw plug Planet stage 1 Slotted nut Centring ring Cover Lock ring

8 9 10 11 12 13 14

Planet gear Wheel hub Planet gear carrier Axle flange Sun gear shaft Socket head screw Shaft seal

These instructions describe the individual operations on the basis that the gearbox is still installed on the truck.

Loosen the wheel nuts Jack up the truck at the side; see the chapter entitled "Jacking up the truck" -4

171117 [EN]

Remove the wheel Take out the screw plug (2) and drain the gear lubricant oil

Collect the gear lubricant oil and dispose of it in an environmentally friendly manner.

Heat up the two socket head screws (13) (locked with Loctite 648) and unscrew them

These two screws hold the annular gear and wheel hub together when no wheel is attached with wheel nuts.

Screw two M10 screws into the two M10 tapped holes (one beside each socket head screw (13)) to push the annular gear (1) off, complete with cover (6) Take off the planet stage 1 (3) complete with the three planet gears and the sun gear shaft (12) Spring off the four lock rings (7) from the stage II planet gears Using a bearing extractor, pull off the four planet gears (8) complete with bearings Undo the slotted nuts (4). This requires the use of a special wrench (Belzer K 9505M Vanadium - Extra 60) with an attachable five times torque multiplier for a slotted nut M65 x 2 DIN 981

They are locked with Loctite 270, therefore it is not necessary to heat them up.

Use a centre punch to mark the position of the planet gear carrier (10) to the axle flange (11) Using a bearing extractor, pull the planet gear carrier (10) off the axle flange (11)

The centring ring (5) will come off with it and remains on the planet gear carrier.

Risk of damage!

Support the bearing extractor on the axle flange, and take care that the centring ring can move freely as it is extracted.

171117 [EN]

-5

Take off the wheel hub (9) Take out the shaft seal (14)

Pack a new shaft seal 50% with grease and push it in Carefully push the wheel hub (9) with the new shaft seal onto the axle flange

The small tapered roller bearing provides additional centring.

Push on the planet gear carrier (10) complete with the inner ring of the large tapered roller bearing and the centring ring (5)

During this operation the push-in sleeve must rest on the centring ring (5).

Components must be in their correct installation positions.

Use the marks made during disassembly as a guide The positions of the holes (A, B) must match the positions shown in the illustration.

Clean the slotted nuts (4) of the remains of the previous Loctite application, apply fresh Loctite 270 and tighten them to a torque of: Insert the four planet gears (8) complete with bearings Fit the four lock rings (7) to the stage II planet gears Fit the planet stage 1 (3) complete with the three planet gears and the sun gear shaft (12) Fit the annular gear (1) complete with cover (6) Smear two socket head screws (13) with Loctite 648 and tighten them Screw in the screw plug (2) Fill with gear lubricant oil Fit the wheel and tighten the wheel nuts, tightening torque:

-6

171117 [EN]

a

Open the bonnet Undo the fastening nuts (1) for the driver s seat Close the bonnet and remove the seat Open the bonnet

Unplug the electrical plug connector (2) and release the parking brake cable (3)

Remove the split pin (4) and take out the gas spring bolts (5) From the rear, unscrew the bonnet hinges from the overhead guard on both sides.

With the assistance of another person, lift the bonnet off the truck

With the assistance of another person, lift the bonnet onto the truck Insert the hinge bolts into the bonnet hinges from the rear on both sides Align the bonnet and tighten all hinge bolts Open the bonnet Use bolts to attach the gas spring on the left side, and secure it with a split pin Attach the parking brake cable and plug in the electrical plug connector 171117 [EN]

-1

Close the bonnet Install the driver s seat Open the bonnet and tighten the fastening nuts for the driver s seat

Switch off the engine Secure the steering column in the forwardmost position Push the driver s seat all the way forwards For trucks with a rear window, fold the backrest forwards Insert the release tool (1) and pull upwards Use the handle (2) next to the driver s seat to open the bonnet.

The bonnet is secured by means of a springloaded hook (3) that hooks into a socket head screw attached to the transverse strut.

The hook is released by means of a cable pull (2).

To release the bonnet if it can no longer be released using the cable pull, insert a screwdriver or similar device in the centre of the bonnet under the rubber lip and press the hook to the left

-2

171117 [EN]

a

Manufacturer Designation

Sauer Danfoss OSPC 150 LS DYN 150 300 cm3/rev

Delivery volume Pressure relief valve

150 bar

Shock valve

220 bar

Manufacturer Designation

3064

Sauer Danfoss OLS 150 152 B 1041 7 bar

Charging pressure

171117 [EN]

-1

1 2 3 4 5

Hydraulic pump Priority valve Steering unit Steering cylinder Directional control valve block

The truck is equipped with power steering that workings according to the Load Sensing (LS) principle. It affects the steering cylinder (4) on the steering axle.

The steering unit (3) is flange-mounted to the lower end of the steering column.

It comprises a distributor valve and a metering pump.

Upon actuating the steering wheel, an oil volume is allocated to the steering system by the metering pump, which is proportional to the amount by which the steering wheel is turned.

The distributor valve guides this oil volume to the desired side of the steering cylinder.

-2

6 7 8 9

Retarder valve Return filter Hydraulic tank Suction filter

The steering and working hydraulics are supplied in LS systems by a common hydraulic pump (1).

Oil distribution between the two systems takes place in the priority valve (2). The steering is always supplied as a priority, i.e. according to the respective steering speed, a sufficient flow of oil is always directed to the steering, irrespective of the load in the steering system and in the working hydraulics.

In the absence of an oil flow, the steering unit automatically functions as a hand pump, so that manual steering of the truck is always possible (emergency steering).

171117 [EN]

The steering unit (2) is attached via four socket head screws (3) to the steering column bearing.

The following valves are installed in the steering unit and have been set to a fixed value by the manufacturer: Pressure relief valve: 150 bar Shock valve: 220 bar

The values set by the manufacturer must not be changed.

Take out the floorplate Unscrew the left inner panelling Unscrew the rear steering column cover Mark the hydraulic connections (LS, L, R, P, T) and unscrew.

When the hydraulic connections are unscrewed, hydraulic oil escapes. Collect the hydraulic oil and dispose of it carefully.

1 2 3 4 LS L R T P

Steering column Steering unit Socket head screw Steering cylinder Load sensing connection Left connection Right connection Tank connection Pump connection

Release the four socket head screws (3) and remove the steering unit (2) from below

While releasing the screws, tip the steering wheel and steering column (1) back or forward.

Place the steering unit (2) into position and secure with washers and socket head screws (3); tightening torque: Tighten the hydraulic connections (LS, L, R, P, T)

Risk of accidents!

Screw the previously marked hydraulic lines back into their initial positions

Screw on the rear steering column cover Screw on the left inner panelling

171117 [EN]

-3

Install the floorplate

The priority valve (1) is screwed via a support (2) onto the right-hand side wall (3).

The valve is a hydraulic control unit and ensures that oil is supplied to the steering as a priority in all operating conditions.

Pump

180 Nm

Pipe adaptor GE25-S/R3/4-ED

Load Sensing

35 Nm

Pipe adaptor GE10-LR-E

Solenoid valve Steering

180 Nm

Pipe adaptor GE25-S/R3/4-ED

90 Nm

Pipe adaptor GE15-PLR

Dirt in the hydraulic oil can disrupt the proper functioning of the priority valve.

-4

171117 [EN]

The dirt particles hinder the movement of the slider in its housing, so that the steering starts to stick and becomes tight.

Check screw quality and tightening torques!

Remove the priority valve Release the screw plugs Remove the pre-loading spring Remove the slider Clean all parts.

Check the sealing rings of the screw plugs Insert the slider Insert the pre-loading spring Screw in the screw plugs

171117 [EN]

-5

Steering angle

80 82°

Toe-in

0 ± 1 mm

Wheel camber

0°

Castor

0°

Wheel hub

150 Nm

Wheel nut Axle bearing

640 Nm

Steering cylinder fastenings

1050 Nm

Steering pivot pin

600 Nm

385 Nm

Axle stub bearing

Lithium grease to DIN 51825 - KP2K-30 Lithium grease with EP additives with MoS2 DIN 51825 - KPF2N-20 Grease all joints until a small amount of fresh grease escapes

Interval

250 operating hours

Wheel bearing Wheel bearings radial shaft seal Tie rod seal

Fill with grease

Wheel hub, axle stubs, tie rod

Grease all bearings until a small amount of fresh grease escapes

Wheel hub bearing

-6

171117 [EN]

1 2 3 4 5

Axle casing Fastening plates Socket head screw Lock washer Buffer element

The steering axle is mounted on the rear weight with two buffer elements.

The axle stubs are mounted in the axle casing with tapered roller bearings.

The steering angle is limited by stop screws on the axle stubs.

171117 [EN]

The buffer elements are designed to last for a long time. However, if knocking becomes audible during driving, these can be changed.

-7

Remove the steering axle only if a lift mast is fitted!

Operate the parking brake Prevent the truck from rolling away using chocks at the front wheels Release the wheel nuts on both sides Jack the truck as instructed; see the chapter entitled "Jacking up the truck" Place square timbers under the counterweight Remove the wheels

Hydraulic oil may escape when loosening the hydraulic connections. Collect the oil and dispose of it in an environmentally friendly manner.

Loosen the hydraulic connections on the left and right of the steering cylinder Position a forklift truck under the steering axle and raise it to the stop Unscrew the four axle bearing screws and remove the joining plates The steering axle is retained by the forklift truck Lower the steering axle, carefully tilt it forwards and remove it sideways from the truck

Position the steering axle under the truck from the side Lift the steering axle, taking care to keep it in a straight position Insert the buffer element, lightly greased with multi-purpose oil in the bearing shells in the counterweight Screw in the joining plates using two axle bearing screws with a lock washer for each one; tightening torque: Screw in the hydraulic connections on the right and left of the steering cylinder Fit the wheels Lower the truck.

-8

171117 [EN]

Tighten the wheel nuts; tightening torque: Carry out a functional test, steering from stop to stop several times

1 2 3 4 5 6

Axle casing Axle stub Radial seal ring Tapered roller bearing Wheel hub Tapered roller bearing

7 8 9 10 11 12

Split pin Dust cap Castellated nut Washer Wheel nut Wheel bolt

Operate the parking brake Prevent the truck from rolling away using chocks at the front wheels Loosen the wheel nuts (11) Jack up the truck under the counterweight as instructed; see the chapter entitled "Jacking up the truck"

171117 [EN]

-9

Remove the wheel Take off the dust cap (8) Take out the split pin (7) Unscrew the castellated nut (9) and remove it together with the washer (10) Take off the wheel hub (5) Take off the radial seal ring (3) Extract the tapered roller bearing (4, 6) from the wheel hub If necessary, drive out the outer rings of the tapered roller bearing

Carefully grease the sealing lips of the radial seal ring Pack the tapered roller bearing with grease between the inner ring and the cage Pack the bearing chamber with grease at the points indicated (x) Press in the outer rings of the tapered roller bearing Insert the tapered roller bearing (4, 6) into the wheel hub Fit the radial seal ring (3) Fit the wheel hub (5) Fit the washer (10) and castellated nut (9) Tighten the castellated nut (9) by continually turning the wheel hub; tightening torque: Insert the split pin (7) and secure it Fit the dust cap (8) Fit the wheel Lower the truck.

Tighten the wheel nuts (11); tightening torque:

-10

171117 [EN]

The steering angle must be 80° 82°.

For easier measuring, the complementary angle can be used. It must be 98° 100°.

The steering angle is limited by a stop screw (1) on each side.

The steering cylinder can be damaged.

It is important to ensure that the steering angle is clearly limited by the stop screws. The stop must not take place in the steering cylinder.

Set the left and right steering angles to 80° 82° using the stop screws (1) Check the opposite angle Check for clearance at the points of constriction Check that the steering wheel stop does not take place in the steering cylinder

171117 [EN]

-11

It is recommended that you remove the axle in order to remove the tie rod(s), because a press is required to press out the bolts; see the chapter entitled "Removing and installing the steering axle".

Knock out the slotted spring pins (4) Press out the bolts (3)

Press in the bolts (3) Press-in force of the bolts on the cylinder side: 9 50 kN Press-in force of the bolts on the axle stub side: 10 57 kN

1 2 3 4 5 6 7

-12

Axle stub Steering cylinder piston rod Bolt Slotted spring pin Sealing ring Castellated nut Lubricating nipples

171117 [EN]

It is recommended that the axle is taken out for dismantling the axle stub, since a press is required to separate the components; see the chapter entitled "Removing and installing the steering axle".

Drive out the pin between the tie rod and the axle stub Slacken the hexagon nut (1) Take out the washer (2) Drive the steering pivot pin (3) out downwards Take the axle stub (5) off the axle Take the spacer washers, O-ring, wiper rings and tapered roller bearing (8 - 15) off the axle stub

Grease both tapered roller bearings (10, 12) well and insert them Carefully grease the sealing lips of the wiper rings (9, 13) Insert the wiper rings (9, 13), both spacer washers (8, 15) and the O-ring (14) Insert the axle stub (5) into the axle Lightly oil the steering pivot pin and insert it (3) from below Fit the washer (2) Fit a new hexagon nut (1) and tighten it; tightening torque: Drive in the pin between the tie rod and the axle stub, and secure it with slotted spring pins

171117 [EN]

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Hexagon nut Washer Steering pivot pin Sealing plug Axle stub Stop screw Nut Spacer washer Wiper ring Tapered roller bearing Lubricating nipple Tapered roller bearing Wiper ring O-ring Spacer washer

-13

-14

171117 [EN]

a

Only the tyre types listed can be used. We recommend consulting our customer service office before refitting.

Standard

-

-

355/65-15

300-15

1524

1550

1840

Dual fitment

-

-

8.25-15

8.25-15

1708

1600

2222

10

9.5

300-15

8.25-15

1524

1600

1853

10

10

355/65-15

300-15

1524

1550

1874

Dual fitment

9.5

9.5

8.25-15

8.25-15

1708

1600

2222

Wheel nut

640 Nm

171117 [EN]

-1

-2

171117 [EN]

a

1 2 3 4 5

Brake calliper halves Piston Square sealing ring Dust cap Brake Lining

6 7 8 9 10

The hydraulic fixed calliper brake consists of a split cast body, which surrounds the brake disc in the form of a calliper.

On each side of the brake disc, a disc brake lining carrier runs in the slot between the housing and the disc. Each disc brake lining carrier is axially guided by locking pins (7).

A cross spring (6) provides a non-positive connection between the brake lining carriers and the locking pins (7).

The pistons (2) are located in cylindrical bores within the calliper halves. The pistons (2) are sealed with a square sealing ring (3) and protected against the ingress of external dirt and water by the dust caps (4).

The creation of hydraulic pressure in the brake system causes the pistons to move towards the brake disc, thus pressing the disc brake lining carriers against the faces of the brake disc.

171117 [EN]

Cross spring Locking pin Cover sheet Insulation plate Calliper screw joint

This results in a tangential force on the brake disc. Since this is offset from the brake disc axis of rotation it generates a corresponding braking torque.

When the brake fluid pressure reverts to atmospheric pressure, the elastic deformation forces of the sealing rings cause the piston to retract slightly, so that the brake linings are clear of the brake disc.

If however, due to increased brake lining wear, the travel exceeds the elastic deformation range of the sealing rings, the pistons emerge from the bore by that amount.

When the brakes are then released, the pistons still retract by only the elastic deformation range of the sealing rings, thus maintaining a constant air gap in these brakes at all times.

-1

When the brake lining thickness on the most heavily worn brake lining carrier is down to 2 mm, the brake lining must be changed.

If the brake lining wear is uneven, always change all the lining carriers.

Drive the locking pins (1) out of the brake calliper Take out the cross spring (2) and locking pins (1)

Risk of damage!

When using sharp-edged tools, take care to avoid damage to the dust-tight caps.

Remove the brake lining carrier (3) and insulation plates (4)

Check the dust caps

Complete original seal kits and repair kits are available for fixing leaks. If when changing the linings you find that the dust caps are brittle or perished, these must be changed using an original seal kit.

Rubber parts may be damaged!

When cleaning, use no cleaning materials containing mineral oil, as these can damage rubber parts.

Check the brake disc for condition (grooves) and thickness (min. 11.8 mm); change it if necessary

Clean the calliper slot with spirit

-2

171117 [EN]

Before pushing back the piston, attach a hose to the bleed valve (5) and open the bleed valve Push the piston back into the housing Close the bleed valve (5) and remove the hose Insert new brake lining carriers (3) and insulation plates (4) into the calliper slot

Before starting to use the truck, be sure to press the brake pedal several times, so that the brake linings are up against the brake discs.

Check the brake fluid level in the reservoir.

Perform checks for leaks and for correct operation

171117 [EN]

-3

1 2 3 4 5

Actuating lever Rotor Plastic covering Brake lining carrier Brake lining carrier

When the brake lining thickness on the most heavily worn brake lining carrier is down to 1 mm, the brake lining must be changed.

If the brake lining wear is uneven, always change all the lining carriers.

Completely remove the brake calliper The brake lining carrier (4) engages in the plastic covering (3) of the rotor.

The centring tab on the plastic covering (3) can break off!

When removing the brake lining carrier (4), take care that the centring tab on the plastic covering (3) does not break off.

Use a suitable tool to lever out both brake lining carriers (4)

-4

171117 [EN]

The brake lining carrier (4) has a centring hole, into which the centring tab of the plastic covering (3) must engage. In addition, a flat is provided to prevent twisting. This flat must line up with the one on the plastic covering (3), so that the brake lining carrier (4) lies flush against it.

Before fitting the brake lining carrier (4), remove any residues of adhesive that may be present from the brake lining carrier Push the brake lining carrier (4) as far as possible into the brake calliper

The brake lining carrier (5) is located by a locating tab.

Push the brake lining carrier (5) to the position intended and if necessary glue it in position with silicone sealant Fit the brake calliper Adjust the parking brake

The parking brake switch 1S4 is located under the parking brake lever in the bonnet.

The switch is closed when the parking brake is not actuated. As soon as the parking brake is actuated, the switch is opened and the traction drive is switched off.

The parking brake switch is set by loosening the screws (1) and moving the support (2).

If the parking brake is only slightly engaged, the truck will roll as the electrical brake that keeps the truck in place is not functioning.

Firmly apply the parking brake

171117 [EN]

-5

The parking brake switch 1S4 is connected directly to the truck central control.

1S4/1 1S4/2

-6

40/X21 GND

171117 [EN]

a

Activating the accelerator 1B1 via the accelerator pedal regulates the driving speed.

The accelerator pedal first closes safety switch 1S16 and then activates potentiometer 1B1.

The signal of the potentiometer is received by the traction control unit A4 and transmitted to the engine control unit, thus having a direct impact on the speed of the internal combustion engine.

The accelerator is mounted from below onto the right-hand side of the floorplate at two stud bolts.

Only the pedal is fed through the floorplate.

The pedal is fitted on a permanently greased, sealed shaft in the housing and is held in place at the lower end in its inactive position by a compression spring.

Remove floor plate.

Disconnect plug X16 from the accelerator Loosen the polystop nuts Remove the accelerator from the floorplate from below.

The configuration must be parameterised again for all retrofitting and conversions related to the accelerator and direction of travel.

Parameterisation takes place using the truck diagnostics in the notebook.

Calibration with the diagnostics software must always take place after the accelerator has been changed.

171117 [EN]

-1

Yellow X16/4 against green X16/8 Reading: approx. 10 Volt Yellow X16/4 against red X16/3 Reading: approx. 5.0 Volt Correction by releasing the screws (1) and rotating the potentiometer Yellow X16/4 against red X16/3 Reading: approx. 8.8 Volt Correction by releasing the screws (2) and rotating the potentiometer Black X16/2 against blue X16/1 Reading: continuity Black X16/2 against green X16/5 Reading: continuity

-2

171117 [EN]

The brake sensor 1B2 is attached to the righthand bearing block of the brake pedal shaft. The sensor is a potentiometer that is adjusted when the pedal is operated.

1/1B2

Yellow

2/1B2

Red

+ 10 V Setpoint value

3/1B2

Green

GND

Remove the left cover of the front structure Disconnect the plug connector of the brake sensor Unscrew the brake sensor from the bearing block

Insert mark II positive test adapter into plug connector 1B2 Connect the digital multimeter to the test adapter: 2/1B2 (+) and 1/1B2 ( ) Unactivated brake pedal: approx. 6.3 6.8 V Activated brake pedal: sensor voltage drops to approx. 2 3 V

Fit the potentiometer 1B2 in such a way that the lever points downwards and is positioned in front of the heavy slotted spring pin (tappet)

This ensures that the tappet of the potentiometer is already slightly activated.

Hand-tighten the screws and set a reading of 6.3 6.8 V by rotating the potentiometer Then tighten the screws and secure with retaining compound

171117 [EN]

-3

Activating the accelerator 1B1 via the accelerator pedal regulates the driving speed.

The redundant potentiometer 1B1 is actuated using the accelerator pedal for forwards travel and the accelerator pedal for backwards travel.

In the inactive position, the potentiometer is located in its centre position and is displaced accordingly, depending on which accelerator pedal is actuated.

The signal of the potentiometer is received by the traction control unit A4 and transmitted to the engine control unit, thus having a direct impact on the speed of the internal combustion engine.

The redundant potentiometer comprises two individual opposed potentiometers in a common housing, which is fitted to the left under the bearing block.

When the truck central control is turned on, the stored parameters are checked for valid value ranges.

The sum of the values between the two opposed potentiometers is measured at the same time. It must be below a specific limit value (ideally 0 V).

If the value measured is greater, the following error message appears in the console display: ERROR 10.

It is not necessary to carry out a mechanical adjustment of the potentiometer. The voltage values in the inactive position and for forwards and backwards actuation are measured by the traction controller during the required calibration.

The truck can only be operated when all values are correct.

If the values are within the valid ranges, they will be saved. If the limit values are exceeded, the following error message appears in the console display: ADJUST ERROR 09 (error during calibration).

The configuration must be parameterised again for all retrofitting and conversions related to the accelerator and direction of travel.

Parameterisation takes place using the truck diagnostics in the notebook.

-4

171117 [EN]

Calibration must always take place after the accelerator has been changed.

Insert jumper between pin 7 and 8/X165 Press the F2 key on the console (NOT F1!)

The direction of travel indicator lights in the console indicate what actions to take.

There are 3 possibilities: Both director of travel indicator lights flash: set the accelerator pedals in the inactive position Forwards director of travel indicator light flashes: depress the forwards accelerator pedal to the full mechanical stop position and hold it there until both lights flash Backwards director of travel indicator light flashes: depress the backwards accelerator pedal to the full mechanical stop position and hold it there until both lights flash.

Calibration is now complete.

If the error message ERROR 09 appears on the console display, there are the following possible causes: Operating error Timeout during calibration Floorplate is not set right mechanically Incorrect VALUE at address 08A

171117 [EN]

-5

The key switch S1 is located on the right-hand side of the steering column panelling and is operated using a key that can be withdrawn.

The key switch S1 protects the truck against unauthorised use.

The key switch S1 starts the internal combustion engine and switches on the electrics associated with the engine.

The key switch S1 has 3 positions: 0 = OFF I = ON II = START The key switch S1 automatically falls back from the START position to the ON position when the key is released.

The key switch S1 has a mechanical block against repeat actuation, which prevents the key being switched to START a second time after the engine has started. The engine can be started again only by returning the key to OFF. When the internal combustion engine is running, an electrical block against repeat actuation in the control unit A4 prevents any attempt to start the engine when it is already running.

30/S1 Battery positive (24 V) 50/S1 Start relay 9K2 and control unit A4 15/S1 Control unit A4 and electrical equipment receive battery voltage (24 V) at key positions START and ON

The start process can be performed only when the travel direction switch is in the neutral position and the internal combustion engine is stopped.

If the travel direction switch is actuated during the start process, the process is aborted and is only enabled again by the electrical block against repeat actuation (A4) after a delay.

-6

171117 [EN]

a

Depending on the version and model, the console contains various operating and display elements.

Direction switch and indicator lights Direction indicator switch and indicator lights Warning flasher button FleetManager Display Membrane switches

The operation and version of the operating lever and indicator lights varies with vehicle equipment.

The standard travel direction switches operate as , i.e. after actuation, levers (1) and (2) return to their normal positions Optionally, the travel direction switches can be converted to . In this case, the right travel direction lever (2) is not fitted.

The forward / reverse travel direction is indicated by yellow indicator lights (8) or (9) in the console.

The turn indicator lever (3) is present only in trucks with lighting. In the illustration, the lever is replaced by a covering.

1 2 3 4 5 6 7 8 9

Direction selection lever Direction selection lever, not fitted in case of maintained contact (position) operation Turn signal lever (optional) Warning flasher button Horn button, optional Left turn indicator light Right turn indicator light Travel direction indicator light, forward Travel direction indictor light, reverse

The turn indicator switch operates as a as standard.

Optionally, the turn indicator switch can be converted to .

The selected turn indicator position is indicated by the flashing green indicator light (6) or (7) in the console.

The hazard warning flasher is activated by the hazard warning flasher button (4). This is available only in trucks with lighting.

An active hazard warning flasher is indicated by simultaneous flashing of the green indicator lights (6) and (7) in the console.

171117 [EN]

-1

If the truck is fitted with Fleet Manager, the card holder is located at the upper left on the console.

The card readers is integrated into the console is this version. It is not possible to retrofit the console.

The console is fitted with integral heating resistors in the cold store version. It is not possible to retrofit the console.

The console has 12 membrane switches to operate additional electrical equipment. The functions associated with the switches are called up in succession be pressing the switches repeatedly

1 2 3 4 5 6 7 8 9 10 11 12

No function Hare Tortoise Searchlight, rear Rotating warning light Wiper/washer, rear No function Parking light Driving lights Searchlight, front Heater, defroster Wiper/washer, front

Hare(2)

Switches to high acceleration, shifts from traction program 1 to 5

Tortoise(3)

Switches to low acceleration, shifts from traction program 5 to 1

Searchlight (4), (10)

ON - OFF:

Rotating warning light(5)

ON - OFF: Intermittent - continuous - OFF Extended operation: Washer operation followed by return to previous operating mode

Wiper/washer (6), (12) Parking lights(8)

ON - OFF:

Driving lights (9)

ON - OFF:

Heater, defroster(11)

ON - OFF:

Information is displayed in the console on an LCD panel.

After being switched on, the display presents truck-specific information before switching to display level 1.

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171117 [EN]

Diesel trucks DFG

GLUEHEN (GLOW) flashing STARTEN (START) flashing OELDRUCK (OIL PRESSURE) Switch to display level 1 LPG trucks TFG

STARTEN (START) flashing OELDRUCK (OIL PRESSURE) Switch to display level 1 After switching off the key switch, the display remains on for about 50 sec until the controller shuts down completely.

Display level 1 is the standard display for the driver.

|PROG 3 15:54 |TANK: űűűűű_____ Additional information is presented in display level 2:

|WARTUNG IN (SERVICE IN) 49h |00012.8h 3bar It is possible to toggle between display levels 1 and two by pressing the ENTER button.

Different information can be presented in the display levels, depending on requirements and the customer s request.

The console has 8 membrane switches for setting the handling and additional functions, reading out error/fault lists and programming.

In various situations, the display presents instructions and error/fault messages in plain text.

1 2 3 4 5 6 7 8

171117 [EN]

Field 3-button: activates display field 3/7 Field 1-button: activates display field 1/5 Field 2-button: activates display field 3/6 Field 4-button: activates display field 4/8 Arrow button ( - Up): scroll/count up, edit Arrow button ( - Down): scroll/count down, edit ENTER button: switches between display levels 1 and 2. In the programming mode: actuation, YES, ESCAPE button: In the programming mode: terminate, no, ESC

-3

1 2 3 4 5 6

Field 3-button: activates display field 3/7 Field 1-button: activates display field 1/5 Field 2-button: activates display field 3/6 Field 4-button: activates display field 4/8 Arrow button ( - Up): scroll/count up, edit Arrow button ( - Down): scroll/count down, edit

To launch and exit the programming mode, press the ESC and ENTER buttons simultaneously.

The display switches immediately to programming level 0, the operator level without a password. Enabled menu items can be selected by scrolling with the Up/Down buttons. Active lines or fields flash or are highlighted in grey.

7 8

ENTER button: Switch between display level 1 and 2. In the programming mode: Confirm, YES, ESCAPE button: In the programming mode: Abort, no, ESC

Field 2 flashes and can be edited with the Up/Down button.

Confirm the new value with the ENTER button.

With multi-digit numbers, confirming advances the display automatically to the next digit.

Every digit must be confirmed individually.

Once this process has been completed, the entire line flashes after confirmation.

Launch the programming mode by pressing the ESC and ENTER buttons simultaneously.

The following message appears in the display: LANGUAGE GERMAN. Select the desired menu item by scrolling with the Up/Down button.

Additional programming may follow.

Exit the programming mode by pressing the ESC and ENTER buttons simultaneously.

Activate field 2 with the Field 2-button. Activated fields flash.

Changes take effect in the truck control system only after the truck and the entire electrical system have been switched off using the key switch.

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171117 [EN]

|MAX. PROGRAMS 5 Higher password levels where additional menu items are enabled can be accessed from password level 0.

Using the Up/Down button to access menu items:

|PASSWORD LEVEL 1 |CODE 0000 Using the Field 2-button, activate field 2 in order to select the password level Use the Up/Down button to edit and then confirm with the ENTER button Using the Field 4-button, activate field 4 in order to enter the code Use the Up/Down button to edit and then confirm with the ENTER button

|PROG 1 |VMAX,V 24.0km/h |DRIVE |ACCEL. X 30% |HYDRAULICS |LIFTING 100% |Version 1 |

V3:40

|CRASH |RESET NO |LOAD 0kg |RESET NO |PASSWORD LEVEL 1 |NEW CODE 0000

The display switches to the first menu item of the selected password level. Truck reset is not necessary.

|SERVICE IN 49h |F-ID 7092000041 |ERROR LIST |RESET NO

|LANGUAGE GERMAN |TIME 11:17

|COUNTER MODE 2

|DATE 23/01/03

|SERVICE ADDR. 000 |VALUE 00

|DAY-KM 0.0km/D |DAY HR 0.0h/D

|PASSWORD LEVEL 2 |NEW CODE XXXX

|PASSWORD LEVEL 1 |CODE 0000

|PARAMETER |RESET NO |VALUE 00004.7h |SET 00000.0h

|CONFIGURATION

|CRASH SIMU. NO |VALUE 0

|DISPLAY |PROG 1

|SPRACHE DEUTSCH (LANGUAGE GERMAN) The display language is set using the language selection list.

GERMAN

DANISH

POLISH

ENGLISH

SPANISH

SWEDISH

171117 [EN]

ICELANDIC

-5

FRENCH

HUNGARIAN

FINNISH

RUSSIAN

ITALIAN

NORWEGIAN

CZECH

DUTCH

PORTUGESE

To select the language, activate field 2 using the field 2-button Select the language using the Up-/Down button and confirm by pressing the ENTER button

|DATE 18/04/03 To set the date, activate field 2 using the field 2 button Set the date using the Up-/Down button and confirm by pressing the ENTER button The cursor moves one place to the left Repeat until all digits are edited

|TIME 14:34 To set the TIME, activate field 2 using the field 2 button Set the time using the Up-/Down button and confirm by pressing the ENTER button The cursor moves one place to the left Repeat until all digits are edited

|TAG-STD RESET (DAILY HRS RESET) To reset the daily hours counter, activate field 2 using the field 2 button Reset the counter by pressing the ENTER button

|TAG-KM RESET (DAILY KM RESET) To reset the daily kilometres counter, activate field 2 using the field 2 button Reset the counter by pressing the ENTER button

|KONFIGURATION (CONFIGURATION) 0

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171117 [EN]

Here it is possible to block changes to entries for the information displayed in password level 0. This applies to display of the time / date and language.

Using the field 2-button, activate field 2 Select the desired value using the Up-/Down button 0 - All information displayed may be changed 1 - The time and date displays are blocked 2 - The language display cannot be changed 3 - The time date and language displays are blocked

|DISPLAY FIELD 1 |PROG 1 The information is displayed in two levels. In level 1, display fields 1 to 4 are presented; in level 2, display fields 5 to 8. Different information can be assigned to the fields.

To select the display field, activate field 2 using the field 2-button Select the display field using the Up-/Down button and confirm by pressing the ENTER button Using the field 3-button, activate field 3 Select the display text using the Up-/Down button and confirm by pressing the ENTER button Traction program

PROG 1 TANK: űűűű

Tank display bar diagram

TANK: 80% 00124.6h 12:43 09/10/02 0.0km/h 12345km 0.0km/T 0.0h/T WARTUNG IN (SERVICE IN) 49h 3 bar 0/min 3 psi 0.0mph 12345mi

Tank display in percent Operating hours meter Time Date Speed in kilometres per hour Odometer (km) Daily trip meter Daily hours meter Operating hours until next service Pressure control unit reading in bar Internal combustion engine speed Pressure control unit reading in psi Speed in miles per hour Odometer (miles)

171117 [EN]

-7

0.0mi/d LEER (BLANK)

Daily trip meter (miles) No display, blank field

|MAXPROGRAMME (MAX. PROGRAMS) 5 The number of traction programs available for the driver is specified by changing the value (1... 5).

Example: Value 3 - traction programs 1, 2 and 3 are available for the driver.

To select the maximum number of traction programs, activate field 2 using the field 2-button Select the value using the Up-/Down button and confirm by pressing the ENTER button

|PROG 1 |VMAX,V 24.0km/h The traction programs 1 to 5 can be adjusted as needed for special truck handling.

The values for maximum speed, acceleration and deceleration can be set individually for forward and reverse.

In addition, the traction mode (MODE) and the zero braking behaviour can be set individually for each traction program.

To select the traction program, activate field 1 using the field 1-button Select the traction program using the Up-/Down button and confirm by pressing the ENTER button To select the handling, activate field 3 using the field 3-button Select the desired value using the Up-/Down button

|VMAX,V (VMAX, FORWARD) 24.0km/h |VMAX,R (VMAX, REVERSE)24.0km/h |BESCHL,V (ACCELERATION, FORWARD) 24% |BESCHL,R (ACCELERATION, REVERSE) 24% |VERZOEG,V (DECELERATION, FORWARD) 24% |VERZOEG,R (DECELERATION, REVERSE) 24% |MODE 0 |NULLBREMSEN (ZERO BRAKING) 00% Confirm the desired handling by pressing the ENTER button

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171117 [EN]

To change the handling, activate field 4 using the field 4-button Select the value using the Up-/Down button and confirm by pressing the ENTER button

Speed forward/reverse

24

24

24

24

24

km/h

0 - 25.5

Acceleration forward/reverse

24

33

48

67

100

%

10 - 100

Deceleration forward/reverse Mode (traction mode)

24

33

48

67

100

%

10 - 100

0

0

0

0

0

00

00

00

00

00

Zero braking Maximum braking current in relation to maximum current

0-1 %

0 - 100

|PROG 1 |MODE 0 There are 2 programmable traction modes that differ from one another when the "direction of travel is set to neutral".

Mode 0 - Standard When a direction of travel has been selected, the truck brakes electrically When the "direction of travel is set to neutral", the truck brakes electrically The braking for forward and reverse is specified by the deceleration Mode 1 - Zero braking When a direction of travel has been selected, the truck rolls till it stops When the "direction of travel is set to neutral", the truck rolls till it stops, provided the braking current is set to 0% The electric brake can be activated for the case that the "direction of travel is set to neutral" For this, the braking current ( NULLBREMSEN) (ZERO BRAKING) must be programmed for a value greater than 0% 0% - no electric braking, trucks rolls till it stops.

50% - braking with 50% of the maximum current 100% - normal electric braking

|FAHREN (DRIVING) |FAHRPEDAL (ACCELERATOR PEDAL) X 30%

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-9

This display has no function in all software versions

|HYD. |HEBEN (LIFTING) 100% The speeds for the individual hydraulic functions are adjustable.

LIFT

0 100% 0% - lower idling speed 100% - max. engine speed

TILT

Value range: 300 ... 2550 rpm

ADDITION 1

Value range: 300 ... 2550 rpm

ADDITION 2

Value range: 300 ... 2550 rpm

|Version 1 |

V3.40

The software versions can be displayed for 4 different components in succession To select the version, activate field 2 using the field 2-button Select the component using the Up-/Down button and confirm by pressing the ENTER button The current software version is displayed in field 4 Software component Version 1 - Operating software Version 2 - Basic software Version 3 - Monitoring computer software (only for AC) Version 4 - Converter (only for AC)

|UNFALL (ACCIDENT) |RESET NEIN (RESET NO) All accidents are erased from the memory with Unfall-Reset (Accident Reset). This display is active only on trucks with Fleet Manager and the accident recorder.

Activate field 4 with the field 4-button and select JA (YES) using the Up button.

Pressing the ENTER button erases the error/fault memory.

-10

171117 [EN]

|LAST (LOAD) 0kg Load measurement is provided for statistical evaluation only in variants with Fleet Manager. A load weighing mechanism is not fitted!

|RESET NEIN (RESET NO) A complete restart of the electrical system is called Truck Reset. Truck Reset is necessary in order to activate program changes in the control unit.

Activate field 2 with the field 2-button and select JA (YES) using the Up button.

Pressing the ENTER button resets the electrical system.

|PASSWORTEBENE (PASSWORD LEVEL) 1 |NEUER CODE (NEW CODE) XXXX

The password can be changed as often as desired in password level 1. The password can be read only with the aid of the diagnostic system.

|WARTUNG IN (SERVICE IN) 49h |F-ID 7092000041 The time interval until service is again required can be set in the upper line. The maximum value is 990 hours. The set number of hours counts down from the setting on the hour meter.

Once the next service interval is reached, the following message appears in the display for the driver:

|SERVICE NOETIG (SERVICE NEEDED)!

|F-ID 7092000041 The truck s serial number is displayed in the lower line. The serial number can only be changed with the aid of the diagnostic system.

Activate field 1 using the field 1 button

171117 [EN]

-11

Additional information can be retrieved with the Up-/Down button Software version for the console: VERSION

1.14 Item number for the control unit: S-ID

0160150

|FEHLERLISTE (ERROR LIST) |RESET NEIN (RESET NO) All stored errors are erased from the error memory with the aid of Error List Reset.

Activate field 4 with the field 4-button and select JA (YES) using the Up button.

Pressing the ENTER button erases the error list Various error lists can be read in the diagnostic mode. Details are described in the separate error list.

|ZAEHLERMODE (COUNTER MODE) 0 The counter mode is used to establish the starting condition for the hour meter.

Mode 0 The meter starts counting when the key switch or the hazard warning flasher is switched on.

Mode1 The meter starts counting when the internal combustion engine is running

|SERVICE ADR.(SERVICE ADDR.) 000 |WERT (VALUE) 00 Parameters for the truck, lighting and additional electrical equipment can be changed via the service addresses.

|PASSWORTEBENE (PASSWORD LEVEL) 2 |NEUER CODE (NEW CODE) XXXX

The password can be changed as often as desired in password level 2. The password can be read only with the aid of the diagnostic system.

-12

171117 [EN]

|PARAMETER (PARAMETER) 2 |RESET NEIN (RESET NO)

Changes in this display can result in malfunctions.

The display has no function and must not be changed

|WERT (VALUE) 00013.9h |SET 00000.0h The control computer has 2 independent hour meters. The starting condition for both meters is established via the counter mode.

The upper line displays the actual operating hours of the control computer as counted in accordance with the setting in the counter mode.

This value cannot be changed and can be read only in this menu item.

In the lower line, the operating hours can be changed in increments of 10 as often as desired.

Only this variable value appears in the display for the driver.

Activate field 4 with the field 4-button, the first 10s position flashes.

Edit using the Up-/Down button and confirm by pressing the ENTER button The curser moves to the next position.

Repeat the process until all positions have been confirmed once.

Once this process has been completed, the entire lower line flashes.

|UNFALLSIMU (CRASH SIMU). NEIN (NO) |WERT (VALUE) 0 Functional check for the acceleration sensor in trucks fitted with Fleet Manager and accident recorder. Details are described in the Fleet Manager workshop manual.

171117 [EN]

-13

-14

171117 [EN]

a

Control electronics

Digital controller

Accelerator

4 k potentiometer

Brake transmitter for electric braking

4 k potentiometer

Hydraulic transmitter

Electric distance sensor

Speed

Adjustable via 5 traction programmes, max. 25 km/h

Speed reduction

Adjustable via five traction programmes

Traction motor speed regulation

Truck central control

Internal combustion engine speed control Three-phase alternator

Engine control unit

Starter battery

2 pieces, 12 V, 88 Ah

On-board voltage

24 Volts

Starting

Approx. 30 A / 24 V

Motor field excitation

Max. 30 A / 24 V per motor

Generator field excitation

Approx. 30 A / 24 V

Current limitation / armature current

Max. 400 A

28 V, 80 A

24 V (coil 130

) 9K3

24 V (coil 255

) 5K2, 5K8, 9K2, 9K4, 9K16, 9K26,

80 A 9F3 1 A F2, F4, 5 A 1F15 10 A 1F11, 1F14, 1F17, 1F20, 4F1, 9F4, 9F8 15 A 1F21 20 A F5, 1F18, 5F11, 5F12, 7F1 Motor/generator circuit electrical system Electrical equipment

Min. 1000 /volt - approx. 500 k Min. 1000 /volt - approx. 500 k

Electrical system Electrical equipment

IP 23, incl. IP 54 covering IP 23

171117 [EN]

-1

-2

171117 [EN]

A4

Traction control unit

A5 A7

Contactor stand Control fuse printed circuit board

A14

Electronic engine controller (EMR) (engine control unit)

G1

Battery

G2

Battery

S1

Key switch

1A6

Current sensor printed circuit board

1B1

Accelerator

1B2

Brake sensor

1G1 1M1

Generator Right traction motor

1M2

Left traction motor

1S1

Forwards travel direction switch

1S2 1S4

Backwards travel direction switch Parking brake switch

2B1

Lift sensor

2B2 2B3

Tilt sensor Auxiliary hydraulic sensor 1

2B4

Auxiliary hydraulic sensor 2

2B5

Pressure control unit

2B6

Retarder

4H1

Alarm horn Coolant temperature transmitter

6B2 6B3 6B7

Fuel level sensor Tacho generator

6B10

Tacho generator

6B11

Coolant temperature transmitter

6B12 6B17

Coolant level sensor Internal combustion engine speed sensor

6B20

Charge air pressure sensor

6S1

Oil pressure warning switch

6S2

Air filter indicator switch

6S4

Brake fluid switch

9G2

Generator

9M1

Starter

9Y9

EMR actuator

171117 [EN]

-3

All main fuses and control fuses for the electrical system are mounted on a common fuse holder A7 together with the relays, and are protected by a plastic cover with a rubber seal.

F2 F4 F5

24 Volt - charge balancing test lead 12 Volt - charge balancing test 1A lead 20 A 12 Volt - charge balancing 1A

1F11 10 A 1F14 10 A 1F15

5A

24 Volt - battery of traction control unit A4 Terminal D+ (three-phase alternator)

1F17 10 A 24 Volt - additional consumers 1F18 20 A Switch lock 30/S1 at 24 Volt Switch lock 15/S1 at truck central 1F20 10 A control unit A4 1F21 15 A Shut-off solenoid 9Y5 4F1

10 A Alarm horn 5F11 20 A Supply for relay box 2 5F12 20 A Supply for relay box 1 7F1

20 A Fan motor 9M1

7F2

Free

9F1

Free

9F3

80 A

9F4

Power stage motor/generator field 10 A 24 Volt - starter motor

9F6

Free

9F8

10 A 12 Volt - additional consumers

9F12 Free 9F16 Free

-4

171117 [EN]

All relays required for the electrical and internal combustion engine system are housed on a common printed circuit board with the fuses.

The relay 9K2 switches the starter solenoid 9M1.

All relays are activated by the control unit A4 through connection with GND. Two free slots are available on the fuse holder for relays 5K2 and 5K8 for supplying the lighting/additional electrical equipment. These relays can be inserted as required. The contacts of these relays switch the current for the additional consumers.

Both electrical circuits are protected by fuses (5F11 for 5K2 and 5F12 for 5k8), each with 20 A.

Parameterisation of the relays using the distributor plate is carried out via the diagnostic box.

Direct registrations can also be carried out easily using the console.

5K2

24 V / 255

Supply for relay box 2

Optional

5K8

24 V / 255

Supply for relay box 1

Optional

9K2

24 V / 255

Starter relay

9K16

24 V / 130

Shut-off valve 9Y2

171117 [EN]

-5

1

Right-hand motor (1M1), direction of rotation anticlockwise Left-hand motor (1M2), direction of rotation clockwise

2

This circuit diagram should assist with repairs. It shows the major polarities and current directions when driving forwards.

The alternator driven by the internal combustion engine generates power for the two traction motors, which are connected in series.

When the alternator exciter field is adjusted, the armature current and the torque are changed.

A further variable is the motor field, which in the lower load range is set to a constant value. The upper torque range is covered by increasing the power control.

For a truck with a load capacity of 6 to 8 tonnes, the maximum torque that can be achieved using this control principle is not sufficient. Therefore, an additional series winding is incorporated in the drive motors.

A diode bridge ensures that the current can flow through the series winding in only one direction.

The fields from the series and shunt windings therefore have the same effective direction at all operating points.

An important aspect of this control principle is the fact that the four-quadrant drive is performed exclusively by a single setting of the alternator field. The armature current is limited to a set maximum value by the secondary current control.

The conditions in the individual quadrants of the speed- torque levels are as follows:

High speeds are achieved by field weakening.

-6

171117 [EN]

The alternator field sets the alternator voltage to a positive value that exceeds the EMF (electromotive force) of the motors. Therefore, the armature current flows in a positive direction, yielding a driving torque.

The alternator field sets the alternator voltage to a value that is less than the EMF (electromotive force) of the motors. Therefore, the armature current flows in a negative direction and the EMF opposes the movement, yielding a braking torque.

By reversing the alternator field, the alternator voltage is set to a negative value that is less than the EMF of the motors. The negative EMF at the motors leads to a current flow in a negative direction, yielding a driving torque.

Like the conditions in a forwards direction, the alternator voltage is reduced sufficiently by adjusting the exciter field. The armature current then flows in a positive direction, which together with the negative EMF of the motors, yielding a braking torque.

The maximum current is limited to 400 A by the secondary current control. When the current value reaches approx. 300 A and the corresponding direction of rotation (driving forwards or backwards) is prevailing, the series field is connected. If the current value then falls back below approx. 120 A, the series field is disconnected again. This large hysteresis is necessary because the speed control leads to large fluctuations in current, which otherwise would trigger frequent switching.

This is necessary since even when the truck is stationary the series field may need to be engaged to achieve an increase in torque.

The armatures of the motors and the alternator are connected in series. When the contactor contact is closed, the series winding is short circuited, and the excitation is performed exclusively using the shunt windings. Opening the contactor contact connects the series windings via the diode bridge to the armature current circuit. This switching operation is performed in accordance with the defined operating range at an armature current of approx. 300 A.

The inductance of the series windings prevents an abrupt inrush of current. Therefore, a capacitor is connected in parallel, which absorbs the current in the first few moments so that virtually no current is flowing when the contactor contact breaks and it can open without a spark. The current leads to an increased voltage at the capacitor, which in turn leads to a quicker rise in current in the series windings.

If the capacitor were not connected in parallel, an arc with a low spark voltage would arise at the open contactor contacts, so that the absorption of the current would be much slower.

Because of the resistive component in the windings, the system acts as a heavily damped parallel resonant circuit which achieves a stationary condition after approx. 30 ms.

The series winding is disconnected by closure of the contactor contact of the armature circuit. This occurs at a current of approx. 120 A. In the first few moments, the current flows through the series winding into the capacitor and discharges it. Under these conditions, the series connection of the bridge diodes V10, V14 and V12, V13 forms a free-wheeling branch.

Two tacho generators in series are used to detect the direction of rotation. The speed measurement range is sufficiently precise that a speed of zero can be clearly defined.

171117 [EN]

-7

The contactor stand is fitted on the inside of the left hand chassis wall, under the floorplate. It is attached with four bolts. The cable inlets are from the front. All cables are secured within the contactor stand by a sealed strain relief.

All components are mounted on an aluminium heat sink plate and protected against ingress of dirt and water by a removable plastic cover.

The contactor stand consists of the following components: 1K14 - contactor (24 V) 1V10 - diode 1V11 - diode 1V12 - diode 1V13 - diode 1A6 - printed circuit board 1U11 - current sensor 1C1 - capacitor

All these parts are connected in the armature circuit between the generator and traction motors, i.e. the busbars carry a current of up to 400 A.

The current-carrying components are at generator voltage, which can be as high as 500 V. When performing repairs, take care that all components are correctly fitted and properly connected.

1 2 3 4 5 6 7 8

-8

Contactor Diode Diode Connecting bridge Current sensor Diode Capacitor Diode

171117 [EN]

The diode set, consisting of the diodes (1V10), (1V11), (1V12) and (1V13), ensures that when the contactor 1K14 is open the current can flow through the traction motor series windings (RS) in only one direction. The magnetic fields of the series and shunt windings therefore have the same effective direction at all times.

The diode set is arranged as a "GRAETZ circuit" and consists of two diode pairs of the same polarity. Each pair is mounted on a common cooling block. The two cooling blocks are insulated using bushes and metal foil, and are bolted to the support plate.

The diodes are disc-type thyristors and are pressed against the cooling block with clamping caps. The necessary pressure is generated by two internally-mounted disc springs, which transmit the pressure from the clamping cap to the central connection. Depending on how the cell is mounted, the desired conducting/blocking effect is achieved.

171117 [EN]

-9

The current sensor 1U1 consists of a ring core with a Hall sensor and the associated switching circuit board. The Hall sensor is located in the air gap of a magnetically conductive ring. The ring is threaded on to one conductor of the armature circuit. When current flows in the armature circuit, it generates an output voltage proportional to the value of the current.

When no current flows in the armature circuit, the current sensor delivers a voltage of approx.

4.67 V at its output. This is equal to half the supply voltage (10.0 V) less the internal load.

As soon as current flows in the armature circuit, the output voltage changes by approx.

4.67 mV/A. That means that an armature current of 400 A generates either a voltage of 6.6 V (400 A x 4.67 mV = 1868 mV = 1.87 V): 4.67 V (half the supply voltage) + 1.87 V (at 400 A) = 6.54 V or a voltage of 2.8 Volt if flowing in the opposite direction 4.67 V (half the supply voltage) - 1.87 V (at 400 A) = 2.80 V The printed circuit board 1A6 contains: , +24 V battery voltage with control unit A4 of the connections from the current sensor 1U1 to the control unit A4 1V10 1V13

-10

1C1 to the diodes

171117 [EN]

The contactor contacts close on start-up and carry traction motor currents up to value of 300 A. The series windings (RS) of the traction motors are bypassed.

If the current consumption rises to more than 300 A, the contactor contacts open and the series windings (RS) of the traction motors are activated via the diode bridges (1V10), (1V11), (1V12) and (1V13).

The capacitor (1C1) absorbs the energy of the series winding for a short time during the switching process.

If the current consumption falls to less than 120 A, the series windings are disconnected from the armature circuit by closing the contactor contacts.

The contactor coil is at +24 V. The negative connection of the coil is switched to GND by the control unit A4.

Wiring connections: +/1K14 - 1/1A6 - 29/X21-A4 -/1K14 - 2/1A6 - 1/X21-A4 For protection against thermal overload and short circuits, the coil is not connected directly to battery voltage, but is switched on the negative side to GND by a transistor output stage.

171117 [EN]

-11

The alarm horn 4H1 is an acoustic warning device that helps the driver to alert other people to a dangerous situation. The alarm horn is therefore a safety device and must be in good working order at all times.

The alarm horn is fitted in the front structure, on the left-hand side under the front plate.

The alarm horn is supplied with voltage via fuse 4F1 (10 A) when the key switch S1 is switched on.

When the horn button is pressed, it establishes a connection between the alarm horn and earth collection point N2 (battery negative).

The horn button is pressed into the centre of the steering column and is connected via two slip rings 9W1 in the steering column to the signal horn and the earth collection point N2. Contact with the signal horn is made laterally at the steering wheel column in the instrument panelling.

For removal, the horn button is levered out of the centre of the steering wheel using a screwdriver.

Then the connecting cable (laid in the steering wheel column) to the horn button can be disconnect or attached.

-12

171117 [EN]

The truck is equipped with two 12 V starter batteries G1 and G2.

The batteries are positioned on the right-hand outer bridge piece. Mechanical protection is provided by an angular cover sheet, which is screwed to the side wall with two star-grip handles.

The batteries have screw connections, are connected in series and supply the electrical equipment with a 24 V operating voltage.

The centre tap P/G1 supplies the starter with 12 V. The increased load on battery G1 associated with this is balanced out in control unit A4 by means of load balancing switching.

When carrying out repairs, always disconnect both batteries.

Incorrect disconnections and loose battery connections can destroy the three phase A.C. alternator and the control units.

Do not detach the battery connections when the internal combustion engine is running.

Observe the sequence when disconnecting the batteries.

Contrary to the usual procedure, when disconnecting the batteries a particular sequence must be observed.

Risk of short circuit!

When screwing onto the positive terminals, avoid contact with earth.

Battery negative 12 V battery positive 24 V battery positive Take particular care during this operation, as coming into contact with earth while screwing onto the positive terminals may lead to a short circuit.

171117 [EN]

-13

The battery does not need to be maintained if it is a maintenance-free battery. Check the manufacturer s specifications.

The acid level and acid density of the battery should be checked at regular intervals.

Check the acid level.

The battery acid must be up to the lower edge of the insert in the battery housing or up to 5 mm above the upper edge of the plates.

Fill up missing fluid with distilled water only.

Check density of acid with an acid siphon.

The acid density must achieve the value in the table. The listed density of the acid refers to 27°C acid temperature.

Acid density

Empty

Full

Normal Tropics

1.13

1.28

1.08

1.23

-14

171117 [EN]

Two free slots are available on the fuse holder for relays 5K2 and 5K8 for supplying the lighting/additional electrical equipment. These relays can be inserted as required. The contacts of these relays switch the current for the additional consumers.

Relay 5K8 switches the electrical circuit for the front relay box, relay 5K2 switches the electrical circuit for the rear relay box.

Both electrical circuits are protected by fuses (5F11 for 5K2 and 5F12 for 5K8), each with 20 A. Depending on the additional equipment, the truck has a front relay plate (under the front cover) and a rear relay plate (rear left posts).

Each relay plate comprises a control unit with ten switching transistors for switching the consumers.

The relay plate distributes the power supply for the consumers.

The control units are connected to the control unit A4 via the CAN bus.

The relay box receives the instruction from the control unit A4 via the CAN bus to switch a consumer on or off.

Parameterisation of the relays using the distributor plate is carried out via the diagnostic box.

Direct registrations can also be carried out easily using the console.

Front relay plate with relay: 5K8 SERVICE-ADR. 0A6 - VALUE 41 Rear relay plate with relay: 5K2 SERVICE-ADR. 0A5 VALUE 40 The diagram shows the VALUES for the relay plate inputs. The designations for the plug connectors to the consumers are the same in both relay plates.

171117 [EN]

-15

The front relay box is supplied by the fuse holder A7/relay 5K8 with a wiring harness X163,1-3 to the relay box X77.

The rear relay box is supplied by the fuse holder A7/relay 5K2 with a wiring harness X163,4-6 to the relay box X77.

-16

171117 [EN]

a

The control unit is the main nerve centre for almost all electrical components. Equipped with a microprocessor controller, it takes care of most control, switching and monitoring functions.

The control unit contains the following main groups: Power stage for motor field Generator field controller with current sensors for both field currents Speed setpoint specification for the internal combustion engine Load balancing switching for the batteries Brush monitoring of traction motor and generator The control unit switches the relays: 9K16 for shut-off solenoid 9Y4 9K2 for starter The control unit evaluates the following signals: Key switch S1 Accelerator/switch 1B1/1S16 Brake transmitter 1B2 Distance sensors (lift/tilt/auxiliary) 2B1 2B4 Pressure control unit 2B5 Speed sensor 6B17 Tacho generators 6B7 and 6B10 Tank transmitter 6B3 Coolant temperature transmitter/switch 6B11 Coolant level switch 6B12 Air filter switch 6S2 Oil pressure switch 6S1 Brake fluid switch 6S4 Parking brake switch 1S4 Buckle switch 7S17 Seat contact switch 7S1

171117 [EN]

-1

X20:1

Earth

X20:22

Tacho generator 6B10

X20:2

Earth

X20:23

Tacho generator 6B7

X20:3

Accelerator switch 1S16

X20:24

10 V ext (brake sensor 1B2)

X20:4

Earth

X20:25

X20:5

Earth

X20:26

X20:6

Accelerator 1B1

X20:27

X20:7

Not assigned

X20:28

X20:8

High reserve switch

X20:29

X20:9

Reserve switch 2

X20:30

Brake sensor signal 1B2

X20:10

Buckle switch 7S17 Not assigned

X20:31

Brake fluid level switch 6S4

X20:32

Earth Voltage supply for control unit, S1 switched Retarder solenoid valve (+) 2B6

X20:33

EMR Exhaust gas purifier switch

X20:34

10 V ext (not assigned)

X20:35 X20:36

X20:16

Earth Not assigned

10 V ext (not assigned) Not assigned

X20:37

Not assigned

X20:17

Current sensor 2

X20:38

S1-50 (start)

X20:18

X20:39

Auxiliary relay

X20:19

Current sensor Auxiliary relay 1

X20:40

Not assigned

X20:20

10 V ext (not assigned)

X20:41

Not assigned

X20:21

Warning light sensor

X20:42

Retarder solenoid valve (-) 2B6

X20:11 X20:12 X20:13 X20:14 X20:15

-2

Load measurement cylinder detection 7B44 Contactor contact monitoring Internal combustion engine speed requirement Earth 10 V ext (load measurement cylinder detection)

171117 [EN]

Contactor 10 V ext (load measurement pressure sensor)

X21:22

Lift distance sensor signal 2B1

X21:23

Oil pressure switch 6S1

X21:3

Contactor

X21:24

Load measurement pressure sensor signal

X21:4

10 V ext (pressure control unit sensor)

X21:25

X21:5

EMR engine speed

X21:26

Air filter switch 6S2 Coolant temperature switch 6B11

X21:6

Coolant temperature signal 6B11

X21:27

High-side reserve switch

X21:7

X21:28

24 V battery voltage

X21:8

Pressure control unit sensor 2B5 Tank transmitter signal 6B3

X21:29

X21:9

Starter relay

X21:30

Contactor 10 V ext (tilt distance sensor 2B2)

X21:10

Tilt distance sensor signal 2B2

X21:31

10 V ext (not assigned)

X21:11

Seat contact switch 7S1

X21:32

X21:12

Auxiliary interface 1

X21:33

10 V ext (auxiliary hydraulics 2 distance sensor 2B4) Not assigned

X21:13

Auxiliary interface 2

X21:34

Not assigned

X21:14

12 V battery voltage (protected)

X21:35

Exhaust gas purifier switch

X21:15

Earth

X21:36

Auxiliary hydraulics 2 distance sensor signal 2B4

X21:16

10 V ext (lift distance sensor 2B1)

X21:1 X21:2

X21:37 10 V ext (auxiliary hydraulics 1 distance X21:38 sensor 2B3)

12 V reference line

X21:18

Earth reference line

X21:39

X21:19

24 V reference line Not assigned

X21:40

Coolant level switch 6B12 Parking brake switch 1S4

X21:41

Not assigned

X21:42

EMR earth

X21:17

X21:20 X21:21

Auxiliary hydraulics 1 distance sensor signal 2B3

171117 [EN]

D+/Three-phase alternator

-3

X24:1

Alternator carbon brush monitor A1B

X24:9

X24:2

Alternator carbon brush monitor A1K

X24:10

X24:3

Alternator carbon brush monitor A2B

X24:11

X24:4

Alternator carbon brush monitor A2K

X24:12

X24:5 X24:6 X24:7 X24:8

-4

Left traction motor carbon brush monitor A2B Left traction motor carbon brush monitor A2K Left traction motor carbon brush monitor A1B Left traction motor carbon brush monitor A1K

Right traction motor carbon brush monitor A2B Right traction motor carbon brush monitor A2K Right traction motor carbon brush monitor A1B Right traction motor carbon brush monitor A1K

X24:13

Traction motor temperature switch

X24:14

Traction motor temperature switch earth

X24:15

Alternator temperature switch

X24:16

Alternator temperature switch earth

171117 [EN]

If the control unit needs to be changed due to an irreparable fault, there are certain aspects that should be taken into consideration before removal: The replacement control unit normally contains no data or parameters. The parameters of the truck must therefore be safely stored beforehand.

This normally occurs automatically by regularly saving all data both in the control unit and in the console.

Nevertheless, every time the parameters are changed a new text file should be created as a back-up disc to ensure they are saved.

Disconnect the batteries, including the 12 V connection Detach all connections of the control unit, not forgetting the earthing cable!

Unscrew the control unit Fit the new control unit and connect it up Connect the earthing cable Connect the batteries, including the 12 V connection

Set key switch S1 to ON The message D-EEPROM VALID? appears on the console display Since the control unit was changed and the parameters from the console are required, respond with YES.

171117 [EN]

-5

Press the lower PRG key

The question ARE YOU SURE? now appears on the display Respond with YES again.

Press the lower PRG key

The data from the console is now transferred to the control unit. The message PLEASE WAIT appears on the display. A reset then takes place automatically.

Call up the truck number in the display to check that the correct parameters have been loaded.

Set key switch S1 to OFF. To transfer the current statuses of the transmitters, it is then necessary to carry out calibration; see the chapter entitled "Calibrating the control unit".

Don t forget to apply the parking brake!

After the subsequent reset, the truck is once again ready for use.

Calibration is a procedure that allows the control unit to sense the inactive values of all internal and external transmitters and sensors and set them as reference values for operation.

-6

171117 [EN]

Two different sorts of calibration are available: automatic calibration and manual calibration.

Every time the key switch S1 is switched on, the control unit performs a calibration of the following sensors: Armature current sensor 1U1 Generator field sensor (in the control unit) Motor field sensor (in the control unit) This automatic calibration is performed only if the following conditions are satisfied: The internal combustion engine is not running The truck is stationary; it must not be rolling A battery voltage of 24 V is available The safety relay in the control unit has not tripped

If any of the following components repaired, changed or readjusted, a manual calibration must be performed: Brake transmitter 1B2 Distance sensors 2B1 2B4 (lift/tilt/auxiliary 1/auxiliary 2) Tacho generator 6B7/6B10 A4 control unit Park the truck safely Firmly apply the parking brake Connect pin 6 - 7 or 7 - 8 in the edge connector X165 on the fuse plate A7 (provide the 8-pin plug with a bridge) Start the diesel engine Press button F1 on the console the LED will light up for the duration of the calibration Reset the control unit Disconnect the plug connector.

Any faults that occur during the calibration will be shown on the console display.

171117 [EN]

-7

-8

171117 [EN]

a

Axial piston variable displacement pump A10V045 Control system DFR1 pressure flow control Rotation anticlockwise 45 cm3 per revolution Flow regulator (stand-by pressure) 25 bar Pressure limiter (maximum pressure) 250 bar Suction flange (connection S) 64 Nm P line 35 Nm LS line 35 Nm Return line (connection L) 80 Nm Hydraulic pump 64 Nm

Maintenance interval

3000 h or 2 years

Maintenance interval

Maintenance free

Maintenance interval

3000 h or 2 years

Contents

Approx. 72 litre total filling quantity

Hydraulic oil (OZ)

Quality as per DIN 51524 / Part 3 HVLP or ISO VG 68

171117 [EN]

-1

4500 4500

6000

6000

4500 4500

6000

6000

Min.

1.7

1.9

2.1

2.3

2.5

2.7

2.9

3.1

3.3

3.5

max.

2.0

2.3

2.5

2.8

3.0

3.3

3.5

3.8

4.0

4.3

Min.

2.0

2.3

2.5

2.8

3.0

3.3

3.5

3.8

4.0

4.3

max.

2.6

2.9

3.2

3.5

3.9

4.2

4.5

4.8

5.2

5.5

Min.

2.6

2.9

3.2

3.5

3.9

4.2

4.5

4.8

5.2

5.5

max.

4.4

5.0

5.6

6.1

6.7

7.2

7.8

8.3

8.9

9.5

Min. max.

1.2

1.4

1.5

1.7

1.9

2.0

2.2

2.3

2.5

2.6

1.5

1.7

1.9

2.1

2.3

2.5

2.7

2.8

3.0

3.2

Min.

1.5

1.7

1.9

2.1

2.3

2.5

2.7

2.8

3.0

3.2

max.

1.9

2.2

2.4

2.7

2.9

3.2

3.4

3.6

3.9

4.1

Min. max.

1.9

2.2

2.4

2.7

2.9

3.2

3.4

3.6

3.9

4.1

3.3

3.7

4.2

4.6

5.0

5.4

5.8

6.2

6.7

7.1

Measurement is performed over the entire tilt range.

Measurement must take place at operating temperature.

For oil temperatures > 50°C, the permissible deviation from the table values is +20%.

Operating error!

With the simultaneous actuation of several valve functions, higher tilt speeds may occur.

-2

171117 [EN]

0.60

Mean value from lift 1 and lift 2 Mean value from lift 1 and lift 2

0.45

0.40

Speeds are measured at operating temperature.

Max. lowering speed of 0.60 m/s should not be exceeded!

Do not adjust settings on lowering brakes.

Record rated load and lift freely Place truck on horizontally even ground and keep mast in a vertical position Apply parking brake Attach angle measuring unit, e.g. spirit level (1) on the mast (2) Check whether tilt spool is in neutral against the directional control valve Set lock switch to OFF After one minute measure the angular change

In compliance with UVV the mast may independently tilt forward no more than 0.5° per minute

Take rated load and raise by about 0.5 m Place truck on horizontally even ground and keep mast in a vertical position Apply parking brake Check whether lift sensor is in neutral against the directional control valve 171117 [EN]

-3

Lock switch to OFF After about 2 minutes place markings on fork carriage and outer mast After another 10 minutes of waiting measure the lowering distance

In compliance with UVV the mast must independently lower the load no more than 100 mm over 10 minutes

All hose pipes must be checked minimum once annually and replaced if they have the following faults: Damage to the outer layer up to the liner (wire mesh), chafe marks (1) Damage to the outer layer up to the liner (wire mesh), tears (2) Connection errors on the valve with formation of bubbles (3) Leaks Damage or corrosion on the valve with recognizably reduced stability of the valve-hose connection Stiffening or embrittlement of the outer layer with crack formation Deformations such as kinks, squeezing and torsion

-4

171117 [EN]

171117 [EN]

-5

-6

171117 [EN]

1 2 3 4 5 6 7 8 9 10

Steering cylinder Steering unit Priority valve Variable displacement pump Hydraulic oil tank Breather Return line filter Suction filter Engine brake control valve 3-way directional control valve block

171117 [EN]

11 12 13 14 15 16 17 18 19

4-way directional control valve block Lowering brake Burst pipe protection Lift cylinders Tilt cylinders Engine brake control cylinder Pressure relief valve Electric pressure sensor for pressure gauge Hydraulic accumulator

-7

-8

171117 [EN]

1 2 3 4 5 6 7 8 9 10 11

Hydraulic tank Suction filter Hydraulic pump Priority valve Steering control valve Directional control valve block Return line filter Shuttle valve Lowering brake valve Retarder valve Engine brake actuator cylinder

12 13 14 15

Lift cylinders Tilt cylinders Attachment Counter-balance valves

a b c d e

Suction pressure Pump pressure Actuation pressure LS pressure Tank pressure

The hydraulic pump (3) is activated by the power take-off of the internal combustion engine and runs as soon as the internal combustion engine is started.

pressure to the appropriate connection for the steering cylinder on the steering axle. The return line directs the hydraulic oil back to the hydraulic tank unfiltered.

The hydraulic pump is a variable displacement pump that draws oil via the suction filter (2) from the hydraulic tank (1) and delivers it to the priority valve (4) via the pressure line.

The oil volume for the working hydraulics is fed from the priority valve via the pressure line to the directional control valve block (6).

The oil quantities required for steering, the engine brake and the working hydraulics are allocated in the priority valve (4). The priority valve (4) ensures that the supply of oil to the steering is prioritised in all operating statuses.

The available pump pressure is regulated by an LS system. The LS system ensures that the hydraulic pump supplies only the current oil pressure, the so-called load pressure. The maximum possible oil flow is provided until the required load pressure is reached.

The LS lines are decoupled via a shuttle valve (8). The highest LS pressure is always available in the pump regulator.

When the steering wheel is operated, the load pressure in the steering control valve (5) is transferred to the LS line.

According to the operation of the steering wheel, the oil volume in the steering control valve (5) is transferred with the currently required load

171117 [EN]

When a slider in the directional control valve block is actuated, the load pressure in the slider is transferred to the LS line.

According to the deflection of the slider, the oil volume is transferred with the currently required load pressure to the appropriate connections for the lift cylinder (12), the tilt cylinder (13) or the auxiliary hydraulics (14). The return line directs the hydraulic oil back to the hydraulic tank via the return filter (7). Oil from the leak-oil line flows back to the tank unfiltered.

The lowering brake valve (9) limits the lowering speed when lowering the load.

Two counter-balance valves (15) prevent the load from tilting on its own.

The retarder valve (10) activates the engine brake actuator cylinder (11) during excessive internal combustion engine speed. The engine brake actuator cylinder closes a flap in the exhaust gas flow and thus brakes the engine from the exhaust side.

-9

1 2 3 4

Fixing screw Suction line Pressure limiter Flow regulator

5 6 7

Remove the leak-oil pipe LS line Pressure line

The hydraulic pump is bolted with two fixing screws (1) to the internal combustion engine and is driven by the power take-off as soon as the engine is running.

The hydraulic pump is an axial-piston variable pump that draws in oil via the suction line (2) from the hydraulic tank and delivers it to the priority valve via the pressure line (7).

The pump controller is flange-mounted directly to the hydraulic pump and comprises the flow regulator (4) and pressure limiter (3).

The LS system (6) ensures that the hydraulic pump supplies only the current oil pressure, the so-called load pressure. The maximum possible oil flow is provided until the required load pressure is reached.

-10

171117 [EN]

To lubricate the hydraulic pump, the pump housing is filled entirely with leak oil. Specific leakage openings in the axial pistons ensure continual refilling with leak oil. Excess leak oil flows back to the tank via the leak-oil pipe (5).

After the hydraulic pump is installed, the pump housing must be filled with approx. 0.5 litres of hydraulic oil via the leak-oil line.

The hydraulic pump starts running as soon as the internal combustion engine is started. If no hydraulic consumers are connected, the hydraulic pump runs without developing any pressure. The control piston (9) places the axial pistons (10) in the neutral position, so there is no oil flow.

After the internal combustion engine is started, the fan motor is always the first hydraulic consumer to start operating. This causes the LS control to be activated immediately.

If a consumer (8) is activated, pressure (3) builds up. The pressure initially acts on the flow regulator (6), which positions the control piston for maximum oil flow.

At the same time, the flow regulator senses the pressure needed by the consumer via the LS line (2). The preset pressure of 25 bar is added to the LS pressure and acts on the flow regulator against the pressure side. The resultant control pressure (1) in the flow regulator acts on the control piston. The control piston positions the axial pistons such that only the oil flow that is actually needed is supplied.

If an additional hydraulic consumer is activated, the load pressure in the LS line increases. The flow regulator adjusts accordingly and the hydraulic pump delivers the necessary larger volume of oil.

The pressure limiter (7) protects the hydraulic system against overloading. If the load pressure increases to more than 250 bar, the pressure limiter opens and the oil flows back to the tank.

171117 [EN]

1 2 3 4 5 6 7 8 9 10

Control pressure LS load pressure Pressure side Induction side Leak oil Flow regulator 25 bar Pressure limiter 250 bar Consumer Control piston Axial pistons

-11

The stand-by pressure and the maximum pressure are measured in the pressure line P. Insert the test connector into the pressure line running from the solenoid valve to the retarder valve and connect the pressure gauge

The flow regulator controls the stand-by pressure. It is preset to a standard value of 25 bar.

Attach the pressure gauge to pressure line P. Unscrew the cap from the flow regulator.

Start the internal combustion engine.

Make adjustments using an allen key.

The value changes by approx. 16 bar per revolution.

Switch off the internal combustion engine.

Screw the cap back onto the flow regulator.

Remove the pressure gauge and reattach pressure line P.

The pressure limiter protects the hydraulic system against overloading. It is preset to a standard value of 250 bar.

Attach the pressure gauge to pressure line P. Unscrew the cap from the pressure limiter.

Start the internal combustion engine.

Actuate tilting against the stop.

Make adjustments using an allen key.

The value changes by approx. 50 bar per revolution.

Switch off the internal combustion engine.

Screw the cap back onto the pressure limiter.

Remove the pressure gauge and reattach pressure line P.

-12

171117 [EN]

When the hydraulic connections are unscrewed, hydraulic oil escapes. Collect the hydraulic oil and dispose of it carefully.

Park the truck safely and apply the handbrake Disconnect the battery, including the 12 V connection Remove the floorplates and floor panels Open engine bonnet Remove the air filter and support Unscrew the suction line (2) from the variable displacement pump, place above the oil level and secure against slipping Unscrew the pressure line (5) from the variable displacement pump Unscrew the leak-oil line (3) from the variable displacement pump Unscrew the LS line (4) from the pump regulator Seal all hydraulic lines to prevent contamination Unscrew the two fixing screws (1) on the internal combustion engine and remove the variable displacement pump

Place the variable displacement pump in position and secure with the two fixing screws (1) Attach the LS line (4) to the pump regulator Screw on the pressure line (5) Screw on the suction line (2) Fill the variable displacement pump with approx. 0.5 litres of hydraulic oil via the leak-oil connection Screw on the leak-oil line (3) Install the air filter and support Install the floorplates and floor panels Connect the battery, including the 12 V connection Top up the hydraulic oil

171117 [EN]

-13

Bleed the hydraulic system Close the bonnet Operational test

The hydraulic tank is a welded construction that is integrated into the left side wall of the chassis.

The suction filter (2) is screwed to the tank with three fixing screws.

The solenoid valve return line (3) and the leak-oil lines (3, 5) are screwed to the hydraulic tank.

The suction filter is located underneath the oil level.

The breather is combined with the dipstick and sits on the oil fill port.

1 2 3 4 5 6

Suction line Suction filter Solenoid valve return (filtered) Variable displacement pump leak-oil line (unfiltered) Drain plug Leak-oil line (unfiltered)

Fill quantity of hydraulic oil with carriage lowered and hydraulic system ready for operation: Max. 80 litres (total filling quantity also when auxiliary hydraulics fitted) Grade HVLP68 to DIN 51524 Part 3 Maintenance interval 3000 operating hours or 2 years

The return filter filters the hydraulic oil returning from the directional control valve block.

If the filter is clogged, the hydraulic oil flows back to the tank unfiltered through a by-pass valve.

The hydraulic oil returning from the steering system and the leak oil is directed into the tank unfiltered.

The breather is part of the dipstick.

-14

171117 [EN]

The hydraulic oil and filter must be disposed of as per environmental regulations.

Position truck horizontally.

Tilt lift mast backwards against stop.

Lower fork carriage; if there are attachments, retract working cylinder.

Switch off the engine Open the bonnet Unscrew the dipstick and remove it Unscrew the hydraulic oil drain plug under the hydraulic oil tank; direct the hydraulic oil into a collection vessel.

Screw in drain plug with a new seal and tighten Change return filter insert Fill with fresh hydraulic oil through the oil dipstick opening The oil level should be between the markings on the dipstick.

Insert new dipstick with breather and tighten Bleed the hydraulic system

171117 [EN]

-15

The retarder valve 2B6 (1) is used to control the engine brake actuator cylinder.

It is controlled via the control unit A4, depending on the current and expected speed of the internal combustion engine.

If the speed of the internal combustion engine needs to be limited, the pressure at connection (P) is forwarded through connection (A) to the engine brake actuator cylinder.

This closes a flap in the exhaust gas flow and the engine is braked from the exhaust side.

To open, the retarder valve 2B6 (1) is de-energised and the pressure is removed via connection (T) at the retarder valve to the tank.

The conical nipple fitting has an integrated O-ring With a maximum half rotation (180 degrees) to tighten, fasten the union nut of the screw connection until a tight fit (noticeable resistance) is reached.

Tightening it even more can lead to deformation and leaking.

Tighten union nut for a maximum of one half revolution for tight fit.

-16

171117 [EN]

The screw connections consist of: Functional nut (union nut) Sealing ring (soft packing) Retaining ring (antifriction collar) pipe fitting

Saw pipe at right angles

1 2 3 4 5

Functional nut sealing ring Retaining ring pipe fitting

Deburr pipe on inside and outside

Sharp edges can damage the sealing ring.

Deburr pipe on inside and outside and clean.

Screw on functional nut (1) together with retaining ring (3) and packing (2) hand-tight on socket (5)

171117 [EN]

-17

Insert pipe end into screw connection and press against stop in the internal taper

Insufficient insertion depth leads to inadequate rigidity in the connection and leaks.

Insert pipe up to the screw stop.

Tighten functional nut (1) until the force increase is clearly palpable,

A marking (6) on the pipe and functional nut helps in counting the rotations.

After assembly, remove the functional nut (1) Check whether the gap between sealing ring (2) and retainer ring (3) is closed

Proceed just like in the initial assembly after each time the functional nut (1) is removed

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171117 [EN]

Tighten functional nut (1) until the force increase is clearly palpable, Hold the socket (7) together when doing so

If there are leaks on the screw connection, the sealing ring (2) can be removed from the free pipe end and replaced

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1 2 3 4 5 6 7

Hexagon nut Spacer bush (changing the backwards tilt) Piston guide ring Piston seal Piston Piston rod Seeger V-ring

8 9 10 11 12 13 14

Grooved ring Cylinder head O-ring Snap ring Wiper Washer Eye bolt

Component damage possible!

To protect the cylinder and the piston rod in the vice, protective soft jaws must be used!

Clamp the tilt cylinder in the vice at the cylinder bottom Unscrew the pipe adaptor from the cylinder head (thread projects into the cylinder) Using a plastic mandrel, drive in the cylinder head (9) a little Use a mandrel to drive in the snap ring (11) through the hole in the cylinder pipe and use a screwdriver to lever out the snap ring Pull the piston rod and cylinder head out of the cylinder pipe Clamp the piston rod in the vice

Changing the screw-in depth tilts the lift mast and changes the mast tilt angle.

Before removing the eye bolt, determine the screw-in depth.

Remove the eye bolt Pull the cylinder head off the piston rod

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Remove the seal kit from the piston and cylinder head

Check all parts for wear The piston (5) is sealed onto the piston rod (6) with .

The hexagon nut (1) and spacer bush (2) are locked with .

Tightening torque:

After fitting the piston guide ring, piston seal and seal kit for the cylinder head, insert the cylinder head into the cylinder pipe, taking care that the recess on the cylinder head faces the pipe adaptor hole.

During assembly ensure that the dimension (X) = 96 ± 15 mm When installing the tilt cylinder in the truck, ensure that the threaded elbow pipes (16) face inwards

When fitting the threaded elbow pipe, always use a new threaded elbow pipe!

Insert the threaded elbow pipe (16) and screw it in by hand up to the TUFLOK coating Then use the tool to screw it in further, not less than four and not more than five turns Before assembly, grease the holes on the lift mast and chassis to accept the tilt cylinder pins

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The spherical bearings are peened on both sides to prevent sideways displacement.

Peen the spherical bearings at the points indicated with arrows Tightening torque; hexagon nut (15):

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-2

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1 2 3 4 5 6 7

Directional control valve block Covering Control lever Bellows Directional control valve block fixing screw Rubber buffer Support

8 9 10 11 12 13 14

Axle Valve support fixing screws Transmitter (inductive distance sensor) Joining plates Bolt Connector Lever

When the control lever (3) is activated, the valve sliders are pressed in or pulled out.

The engine speed is increased via the transmitter (10) flange-mounted on the directional control valve block (1) according to the displacement of the valve sliders.

The directional control valve block (1) is secured in three rubber buffers (6) on the support (7).

Different control symbols are used on the top of the control lever (3) depending on the functions.

On trucks with no auxiliary hydraulics or only one auxiliary hydraulic function (2 or 3 control levers), spacer bushes are fitted for the levers (14).

Tilt the lift mast forward to the stop and lower the fork carriage Detach all electrical and hydraulic connections on the directional control valve block (1) Remove all plugs (13) and bolts (12) on the levers (14) Release the three fixing screws (5) and take out the directional control valve block forwards

Grease the bolts (12) in the joining plates (11), valve sliders and levers (14) Grease the levers (14) on the axle (8)

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A B C D

Connection block Directional control valve - lift/lower Directional control valve - tilt Directional control valve - 1st auxiliary hydraulics Directional control valve - 2nd auxiliary hydraulics End plate Distance sensor for directional control valve lift/lower

E F 1

The directional control valves (C) (tilt), (D) (1st auxiliary hydraulics) and (E) (2nd auxiliary hydraulics) have essentially identical structures.

There may be a difference in the diaphragm fitting (5).

The seal between the directional control valves is provided by O-rings and back-up rings in the flange surfaces.

2 3 4 5 LS T EF

Distance sensor for directional control valve tilt Distance sensor for directional control valve 1st auxiliary hydraulics Distance sensor for directional control valve 2nd auxiliary hydraulics Screw plug (diaphragm installation) Connection LS (pump line) Connection T1 (return line) Connection EF (priority valve)

Soiling and damage to sealing faces can lead to malfunctions and leaks.

Particular care must be taken when repairing the directional control valve block. The tightening torques, particularly for the tension rod, must be observed.

Directional control valves, connection block and end plate can be changed separately.

Incorrect assembly will mean that the load cannot be lowered.

The directional control valve slider (B) (lift/lower) must not be rotated. The triangle marked on the front end of the slider must point in the direction of the consumer connections.

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Distance sensors are displacement pickups with an output voltage that changes in proportion to the slide stroke.

The electrical connection of each distance sensor is provided via a 3-pin timer plug: Pin 1: earth Pin 2: output voltage Pin 3: +10 V

2B1 2B2 2B3 2B4

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Lift distance sensor Tilt distance sensor Auxiliary hydraulics 1 distance sensor Auxiliary hydraulics 2 distance sensor

-5

The transmitter comprises the sleeve support (5), tightly screwed to the slider, with the sleeve (6) and the distance sensor (7) with the plug connector.

The transmitter setting is adjusted to the slide stroke using spacer washers (3).

The transmitter output voltage is set using the moveable sleeve (6) on the sleeve support (5).

Insert mark II positive test adapter into relevant plug connector on the directional control valve Connect the digital multimeter to the test adapter and check the voltage against the table

Lever 2B1 Tilt 2B2 Auxiliary 1 2B3 Auxiliary 2 2B4

2

1

2

1

2

1

2

1

1.5 to 3.5 V

6.5 to 8.5 V

After loosening the screws (10), carefully remove the transmitter(7) from the sleeve support (5) The sleeve support is screwed into the collar screw (4) with Loctite.

If the sleeve support needs to be changed (not usually necessary), the glued area needs to be warmed up so that the support can be screwed off (remove the directional control valve block)

1 2 3 4 5 6 7 8 9 10 11

A B C

Slider Flange Spacer washers Collar screw Sleeve support (tightening torque: 0.5 + 0.17 Nm) Sleeve Transmitter (inductive distance sensor) Cover Plug connection Transmitter fixing screws (tightening torque: 3.5 + 1.2 Nm) Flange fixing screws (tightening torque: 5.5 + 1.8 Nm) Supply voltage (+) Output voltage Earth (-)

Carefully clean the thread in the collar screw and fit the sleeve support with Loctite 243 If it is necessary to readjust the transmitter, the sleeve (6) must be removed to such a degree that the end protrudes over the sleeve support by approx. 1 mm and the cover (8) must be removed

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Carefully pull the distance sensor over the sleeve support and screw to the valve block Tighten the screws (10) alternately to the prescribed tightening torque

At a supply voltage of 10 V (measured between connection (A) and (C)), there must be an output voltage of 4.9 5.1 V at the distance sensor in the neutral position of the slider at connection (B).

Measure the output voltage between connection (B) and (C) If necessary, correct the output voltage by moving the sleeve (6) through the cover opening (8)

Only use anti-magnetic and electrically isolating material (plastic or ceramic) as a tool (no steel, copper etc.).

Refit the cover (8)

The type designation is stamped on the counterbalance valve housing.

Installed between the directional control valve block (1) and the front and rear tilt cylinder connections (2), the counter-balance valves (3, 4) prevent uncontrolled lift mast movements. The counter-balance valves only allow a tilting movement with pump pressure.

The counter-balance valves bear the designations "P" and "R" at the connection points: P

R: free flow

R

P: counter-balanced

Set counter-balance valve type V4R (3): Set counter-balance valve type SVC 66F (4):

1 2 3 4

Directional control valve block Tilt cylinder Counter-balance valve type V4R Counter-balance valve type SVC 66F

Record the nominal load

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Park the truck on level ground and place the lift mast in the vertical position Attach the protractor (spirit level) to the lift mast Switch off the engine and check whether the tilt slider of the directional control valve is in the neutral position

The lift mast may now no longer automatically move forward more than 0.5 degrees per minute.

Rapid forward tilting can cause soiling at the valve seats, for example.

Remove the counter-balance valve and check for soiling

Remove the counter-balance valve Remove dimension "X" Unscrew the adjusting screw (7) with circlip pliers Remove spring (6) and valve cone (5) Check valve seat for soiling and signs of damage Install valve cone (5) and spring (6), and screw the adjusting screw (7) back in until dimension "X" is reached

After two disassemblies, the safety plug (8) looses its effectiveness.

Change the counter-balance valve

1 2 3 4 5 6 7 8 9

-8

Housing Valve screw Balls Sealing ring Valve cone with damping Spring Adjusting screw Safety plug Sealing ring

171117 [EN]

Remove the counter-balance valve Unscrew the valve screw (10) Check the valve seat for the ball (5) and the hole of the damping piston (4) for soiling and clean if necessary During assembly, ensure that the ball (5) is correctly positioned

1 2 3 4 5 6 7 8 9 10

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Filter strainer Compression spring Ball Damping piston Ball Compression spring Shackle pin Threaded washer Locking screw Valve screw

-9

1 2 3 4

Measuring orifice Connection block Valve housing (lowering brake valve) Control piston

5 6 7 8

Compression spring Stop nut Spring plate Adjusting nut

The connection block (2) with the attached lowering brake valve (3) is screwed onto the left chassis and is located in the supply line of the lift-lower directional control valve to the lift mast.

The lowering brake valve (3) enables a constant lowering speed that is largely independent of the load size.

The oil supplied to the lift cylinders by the directional control valve can flow unhindered through the lowering brake, because the measuring office (1), moved out of the control piston (4), produces no flow resistance.

The oil returning from the lift cylinders pushes the measuring office (1) into the control piston (4).

The oil must flow through an annular gap.

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The resulting flow resistance pushes the control piston (4) further into the housing against the spring tension. Depending on the size of the load, through-flow holes in the control piston (4) are closed and the flow of oil is restricted.

The lowering brakes are adjusted to the trucks and lift masts, i.e. set to a specific trigger flow depending on the operating pressure.

The following lowering brakes are installed: 7090: SS 5 P 121/160 7091/7092: SS 5 P 156/160 Type designation, trigger flow and operating pressure are stamped on the front of the lowering brake valve housing (3).

The maximum permissible lowering speed is 0.6 m/s.

SS5 121 160

171117 [EN]

Type Trigger flow: 121 litres Operating temperature: 160 bar

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Mast bearing screws

Tightening torque: 660 Nm

Line breakage protections

Tightening torque: 20 ± 2 Nm

Load chains

Maximum elongation: 3% according to UVV accident prevention regulation

Lowering speed

Maximum permissible rate: 0.6 m/s

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When lifting the load, the inner mast is immediately raised as well together with the fork carriage.

After a free lift of about 150 mm the height of the truck changes. This should be taken into account when it comes to low cover heights and gate clearances.

The telescopic mast has two lift cylinders with two chains.

The lift cylinders are attached to the outer mast.

The lift cylinder pistons are connected to the top cross member of the inner mast.

If the lift cylinders are loaded with pressure oil, the lift pistons extend and lift the inner mast.

The chains are attached to the outer mast via clamping screws, steered on the inner mast by chain pulleys and connected to the fork carriage through a connecting link.

The inner mast extends to the fork carriage in a ratio of 1:2.

The limit stop is in the cylinder.

A coasting block prevents the fork carriage from tilting out.

1 2 3 4

-2

Outer mast Inner mast Lift cylinder Chain (not visible)

171117 [EN]

The triplex mast is similar in function as the Niho mast but with an extended height of lift at similar height.

When lifting the load, the fork carriage is raised in free lift in lift 1. Only in lift 2 is the centre mast also raised and takes the inner mast through the outer chains.

In the free lift area of lift 1 the mast height of the truck does not change.

The triplex mast has two lift cylinders with outer chains and a centre cylinder with middle chain.

The centre cylinder in the inner mast raises the fork carriage in the free lift area via the centre chain.

The two lift cylinders are attached to the outer mast. The lift cylinder pistons are connected to the centre mast with the top cross member.

If the lift cylinders are loaded with pressure oil, the lift piston of the centre cylinder first extends (lift 1).

Then the lift pistons of the outer cylinders raise the centre mast (lift 2).

At the same time, the inner mast is raised by the outer chains.

The outer chains are attached to the outer mast via clamping screws, steered on the centre mast by chain pulley and connected to the inner mast through a connecting link.

The inner mast extends to the centre mast in a ratio of 1:2.

The limit stop is in the cylinder.

A coasting block prevents the fork carriage from tilting out.

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Outer mast Centre mast Inner mast Centre cylinder Lift cylinder Centre chain Outer chains

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There is a danger of injury to persons or damage to property.

Observe safety instructions!

Hydraulic oil may escape.

Put the lift mast in its vertical position.

Apply the parking brake.

Remove the fork arms and attachment, if applicable.

Secure the lift mast on the upper, outer mast crossmember using a crane or a second fork lift truck.

Remove the hydraulic hose lines on the outer cylinders.

Close the hydraulic hose lines.

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Disconnect the auxiliary hydraulics lines on the lift mast, if applicable.

Close the hydraulic hose lines.

Remove the slotted spring pin (1) and pull the tilt cylinder pin (2) out of the bearing fork.

Remove the mast bearing bolts.

Remove the lift mast.

There is a danger of injury to persons or damage to property.

Observe safety instructions!

Hydraulic oil may escape.

Secure the lift mast on the upper, outer mast crossmember using a crane or a second fork lift truck.

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Fit the mast bearings, tightening torque:

Grease the tilt cylinder pin (2) and insert it through the bearing fork and tilt cylinder Fit a new slotted spring pin (1) Connect the hydraulic hose lines to the outer cylinders.

Connect the auxiliary hydraulics lines to the lift mast, if applicable.

Bleed the lift mast.

To bleed the system, raise the fork carriage approx. 300 mm, carrying a load (approx.

100 kg) Loosen the bleed screws on the lift cylinders by max. 1 turn When oil starts to escape, tighten the bleed screw.

Checking for correct operation

-6

171117 [EN]

Multi-link lift chains called flyer chains are used.

Flyer chains consist of chain pins and links. The outer links are press-fit. The inner links are pushfit to ensure flexibility of the flyer chains.

Lift chains become elongated over time due to chain pin wear.

Replace the lift chain as soon as the established maximum elongation of 3% is reached (according to UVV).

To keep wear as small as possible, take the following steps: Clean the lift chain regularly Then spray the lift chain with STILL chain spray Uniformly adjust the lift chain When under load keep the lift chains uniformly taut

Check the lift chains for the following external damage: Broken links Broken pins Loose, contorted pins Surface rust Stiff joints Wear, damaged tension bolt and connecting link If any of the above-mentioned cases of damage occurs, immediately replace the lift chain. Damage can lead to the chain breaking before the permissible lift chain length is reached.

Always change lift chains in pairs to ensure uniform load distribution on both lift chains. Replace lift chains only in their entirety, that is, with tension bolt and connecting link. Do not perform any repair on the lift chains!

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Risk of accidents!

Never balance out tyre wear by adjusting the load chains.

When adjusting the load chains, always ensure a minimum distance of 2 mm to the discharge block!

Lift the fork carriage, so that the load chains are taut With the lift cylinders fully extended, retighten the load chains at the clamping nuts (1) until the centre of the middle fork carriage support roller is 35 mm below the upper edge of the inner mast. The stop should always be between the lift cylinder and piston.

Fully lower the lift carriage; the mast profiles must be perfectly aligned at the top If this is not the case, the load chains must be adjusted using the clamping nuts (2) on the outer mast

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With the lift cylinder extended, retighten the middle load chains at the clamping nuts (3) until the centre of the middle fork carriage support roller is 35 mm below the upper edge of the inner mast. The stop should always be between the lift cylinder and piston.

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The hose safety valve prevents uncontrolled, rapid lowering of the load in the event of hose fracture.

The hose safety valve has a valve disk which elastic force lifts off the valve seat in the idle state, thus keeping free a sectional area of flow.

In normal operation, the spring keeps the valve open. In case of hose fracture the flow current becomes larger, the flow forces exceed the elastic force and the valve closes instantaneously.

A small hole in the valve disk allows the load to be lowered slowly while the valve is closed.

Do not change the setting of the hose safety valve

There are two different variants of the hose safety valve: From manufacturer Hawe (4) Tightening torque: 20 Nm From manufacturer Buchholz (5) Tightening torque: 20 Nm Use an Allen key to replace

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There is one shock valve (1) screwed into the base of the cylinder of both outer cylinders

The shock valve (1) is screwed into the base of the cylinder of the centre cylinder

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There is one shock valve (1) screwed into the base of the cylinder of both outer cylinders

There is another shock valve (1) screwed into the adapter (2) of the left outer cylinder The shock valve is screwed in by hand into the adapter without any tool.

The shock valve in the adapter is caulked three times along the perimeter to prevent it from turning and breaking off Lubricate and insert the O-ring (3) in the adapter during assembly The adapter is caulked three times along the perimeter in the piston tube using Loctite 243

-12

171117 [EN]

The lift cylinders are single-action cylinders. The cylinder pipe and cylinder bottom are welded together.

The cylinder head is screwed onto the cylinder pipe and secured using pourable plastics.

The seal between the cylinder head and cylinder pipe is provided by an O-ring.

The seal between the cylinder head and piston rod (piston barrel) is provided by a grooved ring.

The lift is restricted by a piston cover screwed into the piston rod (piston barrel) and secured using pourable plastics.

The piston cover is secured and sealed using Loctite 275 along the whole length of its surface; tightening torque: .

1 2 3 4 5 6 7 8 9 10 11

171117 [EN]

Snap ring Double wiper Grooved ring Bleeder screw with copper seal O-ring Cylinder head Guide bush Piston barrel / piston rod Cylinder pipe Piston cover Cylinder bottom

-13

1 2 3 4

Lock ring Support washer Spherical washer Clip

5 6 7

Washer Washer (rubber) Line breakage protection

Set lift mast to vertical.

Extend the lift piston (approx. 20 cm), until the upper fastening for removing the lock ring (1) is easily accessible Remove the lock ring (1) from the upper piston fastening Place a square timber between the upper bridge piece of the outer mast and the bridge piece of the inner mast

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171117 [EN]

Fully lower the lift mast so that the hydraulic system is depressurised Release the lower hydraulic connection Release the fastening clip (4) Carefully remove the lift cylinder

Place the lift cylinder in the outer mast

Take note of the position of the bleeder screw!

Attach the fastening clip (4) Raise the lift mast Remove the square timber Attach the lower hydraulic connection Attach the lock ring (1) to the upper piston fastening Bleed the lift mast.

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After every replacement of the support roller, monitor the lateral and radial clearance between mast profile and support roller. Adjust, if necessary.

Lateral clearance: min. 0.3 mm max. 1.8 mm Radial clearance: min. 0,1 mm max. 1,1 mm

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There is a danger of injury or damage to equipment.

Observe safety regulations.

Apply the parking brake.

Set lift mast to vertical.

Remove fork arms or attachment Slightly lift the fork carriage so that the load chains can be detached and the fork carriage safely secured in place Completely lower the inner mast hydraulically Detach the load chains from the fork carriage.

Remove the discharge block screw on the inner mast Pull the fork carriage up and off the inner mast

Lower the fork carriage onto the inner mast Attach the discharge block screw to the inner mast Insert the load chains into the fork carriage and secure with the safety bolt.

Check lateral and radial clearance.

Lateral clearance between inner mast and roller guide: Min. clearance: 0.2 mm Max. clearance at narrowest point: 0.7 mm Max. clearance elsewhere: 1.3 mm Inner mast (centre mast) outer mast: support roller above/below: Min. clearance: 0.3 mm Max. clearance at narrowest point: 1.3 mm Max. clearance elsewhere: 1.8 mm

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2

171117 [EN]

Still GmbH Berzeliusstrasse 10 D-22113 Hamburg Ident no. 171117 EN