STILL STED Diesel LPG forklift trucks RX70-40 RX70-45 RX70-50 workshop Manual

Various corrections and enhancements Chapter 00, "Safety information" revised.

Chapter 01, "Maintenance" revised.

Chapter 01, "Tools" revised.

Chapter 02, "Diagnostics" added.

Chapter 12, "Internal combustion engine" revised.

Chapter 13, "Internal combustion engine attachment parts" revised.

Chapter 14, "Internal combustion engine exhaust system" revised.

Chapter 22, "Mechanical drive axle" revised.

Chapter 30, "Chassis, bodywork and ttings" added.

Chapter 31, "Chassis" and chapter 34, "Driver's compartment" omitted. The content has been moved to chapter 30.

Chapter 49, "Brake system" omitted. The content has been moved to chapter 50.

Chapter 50, "Operating devices" restructured.

Joystick 4Plus. added.

Chapter 56, "Operating console", "Turn indicator module for the drive direction, generation 2" added.

Chapter 60 - "Electrical enclosure" revised.

Chapter 64 - "Electronic controls", SVAC converter added.

Chapter 71 - "Working hydraulics", accumulator added.

Chapter 80 - "Load lift system", mast bearing revised.

Chapter 81 - "Lift mast " revised

First issue This version 1 is continually being extended and replaced by updated versions.

57338012001 EN - 12/2016

I

This workshop manual contains all the information required to assist an authorised person with all work, repairs and maintenance on this truck.

For clarity and completeness some of the components have been deliberately excluded from this workshop manual and described in their own speci c documentation. Changes may be made at short notice and at any time, and are communicated via service information documents.

The documentation comprises operating instructions, additional workshop manuals, special documentation and circuit diagrams.

LPG truck RX70 40-50 Diesel truck RX70 40-50 Deutz TCD 2.9 FleetManager

4.x

Deutz TCD 2.9 FleetManager

4.x

Display elements - display Error list Overview of truck software Overview of consumables STILL Flasher FEM 4.004 test log book Service information See the circuit diagram overview

A quali ed person is de ned as a service engineer or a person who ful ls the following requirements: A completed vocational quali cation that demonstrably proves their professional expertise. This proof should consist of a vocational quali cation or a similar document.

Professional experience indicating that the quali ed person has gained practical experience of industrial trucks over a proven period during their career During this time, this person has become familiar with a wide range of symptoms that require checks to be carried

57338012001 EN - 12/2016

III

out, such as based on the results of a hazard assessment or a daily inspection Recent professional involvement in the eld of the industrial truck test in question and an appropriate further quali cation are essential.

The quali ed person must have experience of carrying out the test in question or of carrying out similar tests. Moreover, this person must be aware of the latest technological developments regarding the industrial truck to be tested and the risk being assessed

IV

57338012001 EN - 12/2016

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

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

means that particular attention is drawn to the interrelationship between technical factors that may not be evident even to a specialist.

The instructions listed here must be strictly observed in order to prevent damage to the environment.

Additional signs and symbols are used to illustrate the hazard warnings. These are printed to the left of the hazard warnings.

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

If the truck is used for work not listed in the guidelines or truck-speci c original operating instructions and has to be converted or retro tted accordingly, you should be aware of the following: Any structural modi cation can affect the handling and stability of the truck, and can result in accidents.

Without authorisation from STILL, no changes that affect the stability, the load capacity and the safety systems may be carried out.

Operation of the truck without an overhead guard at a lift height of over 1800 mm is prohibited.

It is prohibited to install and use restraint systems that are not approved by STILL. It is prohibited to drill holes in the overhead guard or to perform welding on it.

When carrying out welding on other parts of the truck, it is essential that the battery and all connections to the electronic controls are disconnected.

It is prohibited to drill holes in the area of the driver's seat into the battery hood because hydrogen can enter through the bores into the driver's cab.

57338012001 EN - 12/2016

V

With the CE declaration of conformity, STILL conrms that the truck complies with the standards and regulations valid at the time of marketing.

The CE conformity mark is shown on the nameplate and indicates compliance with the above regulations.

A subsequent structural change or addition to the truck can compromise safety, thus invalidating the CE declaration of conformity. In this case, a new CE declaration of conformity is essential for the structural changes. The company that was instructed by the truck operating company to carry out the change is responsible for issuing a new CE declaration of conformity.

The contractor of the operating company must also ful l the following prerequisites: Construction documents, test documents and assembly instructions associated with the change must be archived and remain accessible at all times.

Check that the capacity rating plate, decal information, hazard warnings and the operating instructions are consistent with regard to the changes and modify if necessary.

The change must be processed by a design of ce that specialises in the area of industrial trucks.

The change must be planned, checked and implemented in accordance with the standards and directives valid at the time.

Original parts, attachments and accessories are specially designed for this truck. We speci cally draw your attention to the fact that parts, attachments and accessories supplied by other companies have not been tested and approved

by STILL.

Installation and/or use of such products may therefore have a negative impact on the design features of the truck and thus impair active and/or passive driving safety.

We recommend that you obtain approval from the manufacturer and, if necessary, from the relevant regulatory authorities before installing such parts.

STILL accepts no liability for any damage caused by the use of non-original parts and accessories without approval.

VI

57338012001 EN - 12/2016

CE-Symbol

It is not generally permitted to open controls.

STILL's liability and the warranty are no longer applicable once the seal has been damaged.

In exceptional cases, personnel authorised by STILL are allowed to open the controls.

57338012001 EN - 12/2016

VII

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

- 1

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

- 1

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

- 2

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

- 2

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

- 2

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

- 4

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

- 4

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

- 5

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

- 6

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

- 1

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

- 1

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

- 3

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

- 5

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

- 6

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

- 6

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

- 7

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

- 8

...

- 9

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

- 9

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

- 1

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

- 1

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

- 2

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

- 3

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

- 4

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

- 5

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

- 5

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

- 6

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

- 7

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

- 7

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

- 9

57338012001 EN - 12/2016

IX

X

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

- 1

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

- 1

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

- 1

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

- 2

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

- 3

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

- 5

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

- 5

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

- 6

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

- 9

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

- 9

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

- 10

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

- 11

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

- 13

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

- 1

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

- 1

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

- 2

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

- 3

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

- 3

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

- 4

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

- 5

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

- 6

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

- 6

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

- 8

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

- 9

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

- 9

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

- 10

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

- 11

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

- 12

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

- 13

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

- 14

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

- 14

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

- 16

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

- 16

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

- 16

57338012001 EN - 12/2016

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

- 17

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

- 17

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

- 18

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

- 18

...........

- 18

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

- 19

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

- 19

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

- 20

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

- 20

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

- 21

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

- 21

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

- 22

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

- 22

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

- 23

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

- 24

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

- 24

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

- 25

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

- 1

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

- 1

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

- 1

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

- 3

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

- 3

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

- 4

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

- 6

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

- 7

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

- 7

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

- 8

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

- 9

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

- 9

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

- 10

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

- 11

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

- 11

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

- 12

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

- 13

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

- 14

57338012001 EN - 12/2016

XI

XII

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

- 14

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

- 15

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

- 15

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

- 16

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

- 16

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

- 17

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

- 17

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

- 18

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

- 19

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

- 21

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

- 22

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

- 23

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

- 23

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

- 25

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

- 26

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

- 27

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

- 28

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

- 30

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

- 30

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

- 31

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

- 33

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

- 1

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

- 1

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

- 2

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

- 2

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

- 2

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

- 4

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

- 5

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

- 6

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

- 6

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

- 1

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

- 1

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

- 3

57338012001 EN - 12/2016

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

- 4

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

- 6

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

- 10

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

- 10

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

- 12

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

- 14

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

- 17

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

- 20

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

- 24

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

- 1

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

- 1

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

- 3

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

- 3

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

- 1

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

- 1

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

- 2

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

- 2

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

- 3

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

- 4

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

- 5

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

- 5

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

- 6

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

- 7

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

- 8

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

- 11

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

- 12

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

- 13

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

- 1

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

- 1

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

- 1

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

- 3

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

- 5

57338012001 EN - 12/2016

XIII

XIV

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

- 7

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

- 8

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

- 9

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

- 12

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

- 12

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

- 16

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

- 16

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

- 17

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

- 19

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

- 21

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

- 23

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

- 24

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

- 25

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

- 27

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

- 1

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

- 1

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

- 2

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

- 5

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

- 5

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

- 6

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

- 1

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

- 1

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

- 1

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

- 3

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

- 4

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

- 5

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

- 6

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

- 7

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

- 8

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

- 9

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

- 10

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

- 11

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

- 12

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

- 12

57338012001 EN - 12/2016

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

- 14

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

- 14

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

- 15

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

- 19

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

- 19

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

- 20

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

- 22

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

- 23

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

- 23

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

- 25

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

- 25

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

- 26

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

- 27

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

- 28

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

- 28

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

- 30

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

- 30

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

- 32

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

- 33

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

- 1

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

- 1

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

- 2

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

- 4

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

- 4

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

- 5

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

- 6

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

- 7

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

- 9

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

- 10

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

- 1

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

- 1

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

- 1

57338012001 EN - 12/2016

XV

XVI

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

- 1

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

- 1

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

- 3

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

- 3

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

- 4

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

- 4

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

- 6

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

- 6

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

- 6

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

- 7

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

- 8

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

- 8

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

- 10

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

- 12

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

- 13

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

- 14

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

- 16

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

- 17

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

- 18

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

- 19

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

- 20

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

- 21

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

- 22

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

- 23

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

- 24

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

- 26

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

- 1

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

- 1

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

- 1

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

- 2

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

- 5

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

- 8

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

- 8

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

- 9

57338012001 EN - 12/2016

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

- 9

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

- 12

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

- 12

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

- 13

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

- 1

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

- 1

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

- 2

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

- 3

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

- 1

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

- 1

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

- 1

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

- 1

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

- 2

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

- 5

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

- 6

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

- 8

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

- 9

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

- 10

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

- 11

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

- 13

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

- 13

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

- 14

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

- 15

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

- 16

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

- 17

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

- 17

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

- 18

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

- 19

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

- 21

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

- 21

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

- 22

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

- 23

57338012001 EN - 12/2016

XVII

XVIII

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

- 1

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

- 1

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

- 2

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

- 1

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

- 1

57338012001 EN - 12/2016

a

RX70 - 40

Diesel Deutz 2.9

DOC or DPF

Previous model 7071

RX70 - 45

Diesel Deutz 2.9

DOC or DPF

7072

RX70 - 50

Diesel Deutz 2.9

7073

RX70 - 50/600

Diesel Deutz 2.9

DOC or DPF DOC or DPF Load point 600 mm

RX70 - 40T

LPG VW 3.6 ltr VR6

7081

RX70 - 45T

LPG VW 3.6 ltr VR6

7082

RX70 - 50T

LPG VW 3.6 ltr VR6

RX70 - 50/600T

LPG VW 3.6 ltr VR6

7083 Load point 600 mm

.

The series described belongs to the RX family.

A small number units with a high proportion of common parts make up many different trucks of various versions.

57338012001 EN - 12/2016

-1

The truck must not be parked on a slope.

If necessary, use wedges to prevent the truck from rolling away.

Before servicing, fully lower the unladen fork carriage.

Changes in the centre of gravity caused by attachments can lead to additional hazards.

If attachments are tted, retract the working cylinders.

If necessary remove the attachment before performing service work.

Apply the parking brake.

Lower the unladen fork carriage to the ground.

Tilt the lift mast forwards until the tips of the fork arms rest on the ground.

If attachments (variant) are tted, retract the unladen working cylinders; if necessary, remove the attachment.

Turn the key switch to OFF. If necessary, disconnect the battery male connector or the starter battery.

Do not touch live electrical components!

-2

57338012001 EN - 12/2016

Do not touch the electric contacts on the inverter!

Before working on electrical power connections, always check the voltage between all contacts and between the contacts 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. Alternatively, the plug connectors on the inverter can be disconnected to isolate connected components from the voltage supply.

57338012001 EN - 12/2016

-3

Use only tools with an antistatic nish that do not produce sparks.

Antistatic clothing and footwear are recommended.

Open ames (stoves, storm lanterns, activities that produce sparks and similar) and smoking are prohibited when working on the LPG system!

In the event of res involving LPG, only carbon dioxide dry-powder re extinguishers or carbon dioxide gas extinguishers may be used.

Highly ammable! Vapours are heavier than air and diffuse quickly at ground level.

When working on the LPG system, ensure that there are no cellar openings or cellar access points, pits or similar cavities, drains without liquid traps, ventilation shafts or light wells, or combustible material in the vicinity.

When jacking up the truck, always secure it with appropriate means (wedges, wooden blocks) to prevent rolling or tipping.

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

The following must be taken into consideration when doing this: Only use hydraulic jacks with an adequate load capacity Only jack up the truck on level ground Secure the truck against rolling away and dropping

-4

57338012001 EN - 12/2016

Risk of injury!

Apply the parking brake and switch off the engine before jacking up the truck.

Risk of injury!

Jack up the truck to such a height that shoes cannot be caught by turning wheels.

Park the truck securely on level ground.

Switch off the engine.

Apply the parking brake.

Remove the forks or push them together in the middle.

Lift the fork carriage so that the hydraulic jack can be placed on the outer mast.

Jack up the truck until the wheels are no longer in contact with the ground.

Place two support blocks under the chassis on both sides at the indicated position.

Carefully lower the hydraulic jack until the truck rests securely on the support blocks.

When jacking up the truck, always secure it with appropriate means (wedges, wooden blocks) to prevent rolling or tipping.

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

The following must be taken into consideration when doing this: Only use hydraulic jacks with an adequate load capacity Only jack up the truck on level ground Secure the truck against rolling away and dropping

57338012001 EN - 12/2016

-5

Risk of injury!

Apply the parking brake and switch off the engine before jacking up the truck.

Park the truck securely on level ground.

Switch off the engine.

Apply the parking brake.

Place the jack on two support blocks and position it at the indicated location on the counterweight.

Jack up the truck until the wheels are no longer in contact with the ground.

Place a support block under the counterweight on both sides at the indicated position.

Carefully lower the hydraulic jack until the truck rests securely on the support blocks.

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.

-6

57338012001 EN - 12/2016

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.

57338012001 EN - 12/2016

-7

-8

57338012001 EN - 12/2016

a

Maintenance work must be carried out in accordance with the following maintenance intervals.

The intervals are designed for standard use.

Depending on the application conditions of the truck, shorter maintenance intervals can be set, on agreement with the operating company.

These factors may call for shorter maintenance intervals: Contaminated, poor quality roads Dusty or salty air High air humidity Extremely high or low ambient temperatures, or extreme changes in temperature Multi-shift operation with a high duty cycle Speci c national regulations for the truck or individual components For maintenance tasks, only use original spare parts, and only use consumables that have been prescribed in the overview of consumables.

57338012001 EN - 12/2016

-1

-2

57338012001 EN - 12/2016

Check chassis for cracks Check overhead guard/cab and panes of glass for damage Check controls, switches and joints for damage, and apply grease and oil Check driver's seat for correct function and for damage Check driver restraint system for correct function and for damage, and clean.

Check the dual pedal variant for damage and correct function, and lubricate Check tyres for wear and check the air pressure Check wheels for damage and check the tightening torques Drive axle: Check the screw joints, check for leaks and clean the cooling ns Gearbox oil and multi-disc brake: Check oil level Check the condition of the internal combustion engine (visual inspection) Change the engine oil and replace the oil lter Check the air lter and the micro lter, and replace if necessary Check the cooling system for leaks and correct function Check coolant; top up if necessary Check exhaust system DEUTZ: Check the intercoolers, and remove lubricating oil and condensation water VW: Replace the spark plugs Check the fuel system for leaks and correct function Check the fuel pre- lter (water trap) and drain water if necessary Replace the fuel pre- lter (once a year) Replace the fuel lter (main lter) Check the LPG system for damage Check the solenoid shut-off valve, and if necessary check the high-pressure relief valve (1.7 bar) Check the gas cylinder valve for cleanliness and correct function, check over-pressure safety device (30 bar) Change the LPG lter Change the evaporator (C Series) or overhaul the evaporator (MD/Cobra) Replace the sticker Check the screw joints for secure attachment and perform a leak test Check CO content in the exhaust gas Check that the duration of engine run-on before the engine stops is acceptable Check the steering system for correct function and leaks Check that the steering wheel is rmly seated and check the turning handle for damage Steering axle: Check that it is rmly attached, check for leaks, and apply grease

57338012001 EN - 12/2016

-3

Check the steering stop Check all mechanical brake parts for condition and correct function Service brake function check Parking brake function check Check all power cable connections Check the switches, transmitters and sensors for correct function Check the lighting and indicator lights Measure the cold-start current; recharge or replace the battery if necessary.

Check the hydraulic system for condition, correct function and leaks Check the hydraulics blocking function (ISO valve) Check the oil level Check the mast bearings for damage and lubricate. Check the tightening torque Check the mast pro les for damage and wear, and lubricate Check the load chains for damage and wear, adjust and lubricate Check the lift cylinders and connections for damage and leaks Check the guide pulleys for damage and wear Check the support rollers and chain rollers for damage and wear Check the play between the fork carriage stop and run-out barrier Check the tilt cylinders and connections for damage and leaks Check the fork carriage for damage and wear Check the fork arm interlock for damage and correct function Check the fork arms for wear and deformation Check that there is a safety screw on the fork carriage or on the attachment Heating system: Check the fresh air lter and knock out Heating system: Check for damage and observe the manufacturer's maintenance instructions Air conditioning: Check the fresh air lter and the recirculated air lter, and knock out Air conditioning: function check Check the attachments for wear and damage; observe the manufacturer's maintenance instructions Check the trailer coupling for wear and damage; observe the manufacturer's maintenance instructions Read out error numbers and delete list Reset maintenance interval Check labelling for completeness Test drive the truck

-4

57338012001 EN - 12/2016

Perform all 1000-hour maintenance work Gearbox oil and multi-disc brake: Change gearbox oil Change the engine oil and replace the oil lter Replace the poly-v belt and tensioning pulleys (every two years) Replace the air lter and the safety cartridge Change the coolant (DEUTZ: every 2 years; VW: every 9000 hours or every 5 years) DEUTZ: Diesel particle lter: Replace the lter element (every 6000 hours) Change all the hoses on the LPG system Change the hydraulic oil Replace the return line lter, breather lter and high-pressure lter (variant) For RX70-50/600 (7334, 7338) only: Replace accumulator Air conditioning: Replace the fresh air lter and the recirculated air lter Air conditioning: Replace the accumulator dryer and re ll with refrigerant

57338012001 EN - 12/2016

-5

USB CAN box, package group with wires

50983605401

USB CAN box Adaptor wire, diagnostics CAN box on truck, diagnostic connector, 7-pin Adaptor wire, diagnostics CAN box on truck, diagnostic connector, 4-pin

50983605400

STILL multimeter including measurement leads

0009418737

Current probe

0156300

20°C to 320°C temperature sensor

0156299

Hydraulics test box

0147530

Hydraulics digital test box

0009416002

Accumulator test tting

0009418044

0171381 0625028

.

Spring force meter with up to 200 N Refractometer Testing of reduction agent DEF, coolant G12+, anti-freeze, battery acid .

Test adapter, SAAB, 42-pin

8426527

Test adapter, variable

0172204

from 2 to 25-pin

Adaptor line, SAAB, 16-pin

0172201

Adaptor line, SAAB, 2, 4, 6 or 10-pin

0172202

Test adapter, mark II, 2, 4, 6 or 8-pin

0149862

Adaptor line, mark II

JPT, 4-pin, male connector

0157647

Adaptor line, mark II

JPT, 4-pin, female connector

0157648

.

Replacement MetraHit measuring lines, pair of red and black Measuring tips, pair of red and black

0143426

Crocodile clips, pair of red and black

0143427

Measurement wires, pair of red and black

0143425

.

-6

57338012001 EN - 12/2016

AMP crimping tool

0144087

Ejector box

0172412

Crimping tool for wire cross-sections of 10 95 mm2

0009418107

.

Box for measuring equipment

0172479

Adaptor cable for Impco

SerDia2010

0171357 Ordering, including license, directly from Deutz Ordering directly from Deutz

CD100A gas detector

0009418739

DEUTZ Communicator (DeCom)

.

.

57338012001 EN - 12/2016

-7

Hydraulic jack, load capacity 5000 kg

0161527

Ratchet hoist, 800 kg

Hahn&Kolb 77158080

Round sling, 1000 kg, L= 2 m (purple)

Hahn&Kolb 77200910

Round sling, 2000 kg, L = 2 m (green)

Hahn&Kolb 77200920

Round sling, 2000 kg, L = 3 m (green)

Hahn&Kolb 77200925

Round sling, 3000 kg, L = 3 m (yellow)

Hahn&Kolb 77200935

Safety chains up to 2000 kg

0155297

Shackle Lifting eye bolt, M6

0148154

Lifting eye bolt, M8

0148155

Lifting eye bolt, M10

0148156

Lifting eye bolt, M12

0148157

Adjustable screw clamp

0156303

Supporting block, 250x180x120

0146466

Supporting block, 250x180x38

0009315501

Supporting block, 250x180x58

0009315502

Supporting block, 800x80x60

0009315504

Wheel chock, braking wedge

0144267

.

Hahn&Kolb 77174210

.

.

-8

57338012001 EN - 12/2016

Thread

Grade 4.6

Grade 4.8

Grade 5.8

Grade 6.8

Class 8.8

M4

1

1.3

1.7

2

2.7

M5

2.1

2.7

3.4

4.1

M6

3.6

4.7

5.9

7.1

M8

8.5

11

14

M10

17

23

M12

30

40

M14

47

62

M16

73

100

M20

145

192

M24

250

330

M30

510

M36

880

Thread

Grade 4.6

M8x1

9.5

Grade 10.9 Grade 12.9 3.8

4.6

5.5

8

9.5

9.5

13

16

17

23

32

39

29

34

46

64

77

50

60

80

110

135

78

94

125

180

215

122

146

195

275

330

240

289

385

540

650

410

495

660

930

1110

675

840

1000

1350

1850

2250

1170

1470

1760

2350

3300

3900

Grade 4.8

Grade 5.8

Grade 6.8

Class 8.8

12

16

19

25

35

.

Grade 10.9 Grade 12.9 42

M10x1

20

26

32

39

52

72

95

M10x1.25

18

24

37

49

68

82

M12x1.25

33

44

30 55

66

88

125

150

M12x1.5

31

41

52

62

83

115

140

M14x1.5

52

70

87

105

140

195

235

M16x1.5

79

105

130

157

210

295

350

M18x1.5

115

150

190

230

305

425

510

M20x1.5

160

210

265

320

425

600

720

M22x1.5

215

285

355

425

570

800

960

M24x1

270

360

450

540

720

1000

1200

M27x1

395

525

655

785

1050

1500

1800

M30x2

540

725

905

1085

1450

2050

2500

M36x3

930

1250

1560

1870

2500

3500

4100

.

The basis for these tables is works standard WN 14031 "Tightening torques for union nuts and threaded ends".

57338012001 EN - 12/2016

-9

8-L

6

M14 x 1.5

17

12

10-L

8

M16 x 1.5

19

20

12-L

10

M18 x 1.5

22

28

15-L

12

M22 x 1.5

27

50

18-L

16

M26 x 1.5

32

75

22-L

19

M30 x 1.5

36

105

28-L

25

M36 x 1.5

41

150

10-S

6

M18 x 1.5

22

32

12-S

8

M20 x 1.5

24

45

14-S

10

M22 x 1.5

27

58

16-S

12

M24 x 1.5

30

70

20-S

16

M30 x 1.5

36

120

25-S

19

M36 x 1.5

46

170

30-S

25

M42 x 1.5

50

230

.

.

-10

57338012001 EN - 12/2016

a

1 2

3 4 5

Document category Document language

Document search by type carrier Document search by truck series Document selection

Start the notebook and double-click the icon on the desktop.

The STEDS-Navigator opens with the homepage (see above).

If necessary, change the document language (2). We recommend that you select English as the second language.

Select the required document category (1).

Select the required truck series (4).

In the document selection (5), select and launch the required document by double clicking.

It is also possible to search for documents directly via the "Document search by type carrier" option.

Click the document search by type carrier option (3).

Enter the required type carrier and con rm by pressing Start .

All documents relevant for the type carrier in question are listed and can be opened by double clicking.

57338012001 EN - 12/2016

-1

The serial CAN box is equipped with a 4-pin round plug (1) on the left-hand side that is connected to the truck diagnostic connector.

A 9-pin Sub-D plug (5) is provided on the right-hand side. This plug is connected to the notebook.

A reset button (6) for restarting the CAN box is tted on the left-hand side.

The USB CAN box is equipped with three connections on the left-hand side. The top connection is a 4-pin round connector (1), which is connected to the diagnostic connector on the truck. The bottom connection is a USB cable (8), which is connected to the notebook. The centre connection is not currently used.

Three LEDs indicate the communication status of the CAN box: The LED (2) lights up once the CAN box is supplied with voltage via the diagnostic connector when the truck is switched on The LED (4) indicates the status between the notebook and the CAN box The LED (3) indicates the status between the CAN box (CAN 1) and the truck The LED (7) indicates the status between the CAN box (CAN 2) and the truck. This LED is not used.

Applies only to the USB CAN box: If all of the LEDs (2,3,4,7) are ashing, the CAN box is in programming mode. In this case, the CAN box must be restarted.

Switching the truck off and on again will trigger a reset of the CAN box. The supply to the CAN bus is interrupted when the truck is switched off.

RX50 (5060-5066): The CAN box must be disconnected from the truck (diagnostic connector) in order to be reset. It is not suf cient to switch off the truck.

-2

57338012001 EN - 12/2016

1 2 3 4

Truck CAN bus (red) Display and operating unit (ABE) Truck control unit Diagnostic connector

5 6 7

CAN box, serial CAN box, USB Notebook

1 2 3 5

Diagnostic connector, 7-pin Adaptor cable for diagnostic connector, 7-pin CAN box, USB Notebook

The notebook is connected to the diagnostic connector on the truck via a CAN box.

The "red" truck CAN bus connects the diagnostic connector to the display and operating unit and the truck control unit.

Depending on the type of CAN box used, the connection to the notebook can be made using a Sub-D plug or USB cable. In either case, the diagnostics options are always identical.

The notebook is connected directly to the CAN box via the connecting line.

The CAN box is connected to the diagnostic connector on the truck via the adaptor cable.

57338012001 EN - 12/2016

-3

The CAN box, serial, has been replaced by the CAN box, USB, and can no longer be ordered.

The CAN box is connected to the diagnostic connector on the truck via the adaptor cable.

The notebook is connected to the CAN box via the connecting line. The connection must be selected based on the available ports on the notebook. Notebooks equipped with Sub-D plugs are connected using the "serial serial" connecting line. Notebooks that are not equipped with Sub-D plugs are connected using the "serial serial" connecting line and the serial converter.

1 2 3 4a 4b 5

Diagnostic connector, 7-pin Adaptor cable for diagnostic connector, 7-pin CAN box, serial Connecting line, serial serial Connecting line, serial serial and serial converter Notebook

1 2 3

F2: Diagnosis Diagnosis Start Points Jobs

DiaMon starts a guided diagnostics process that can be used to individually select and carry out different diagnostic sequences and actions. The user is guided by the program at all times. The relevant speci cations stipulated must always be followed!

Safely park the truck; see the chapter entitled "Parking the truck so it is secured for service work" Jack up the truck on the drive side; see the chapter entitled "Safety information" Turn the key switch to ON. Open the notebook and start STEDS-Navigator; see the chapter entitled "STEDS-Navigator" Connect the notebook to the truck; see the chapter entitled "Overview of diagnostic tools" Select the required diagnostics in STEDSNavigator and double click to start.

It may take some time to establish the connection with the truck and to launch the diagnostics.

-4

57338012001 EN - 12/2016

Connect the notebook to the truck and start the truck diagnostics, see the chapter entitled "Introduction to DiaMon":

F2: Diagnosis Jobs Select action (4)

Execute

Various types of error lists are available for selection: 1

Active errors

1 2 3

F2: Diagnosis Jobs Execute

4 4 4

Read error list Clear error list Read error ring buffer

Lists all errors that are currently active 2

Errors since the last reset Lists all errors that have occurred since the truck was switched on.

3

All stored errors Lists all errors that have occurred since the error list was last cleared

The relevant error list is then displayed, depending on the type of error list selected. All errors from all control units are displayed in this list. It is not possible to select individual controllers.

The error list for all controllers will be deleted. It is not possible to select individual controllers.

The option to read out the error ring buffer depends on the software version installed in the truck. More information about this can be found in the "Truck software overview" document Error ring buffer: general The latest 256 errors from the truck control unit (MCU, TCU are displayed (error group A).

Error ring buffer: converter The latest 256 errors from the converter are displayed (error groups D and E).

For more information, see chapter "60 - Error ring buffer" 57338012001 EN - 12/2016

-5

All trucks are assigned a unique SERVICE access code ex works. This access code is created via a random generator in the truck control unit (MCU, TCU).

The Fleet manager access code is set to an invalid value ex works. The service engineer can adjust the access code if required.

Connect the notebook to the truck and start the truck diagnostics, see the chapter entitled "Introduction to DiaMon":

F3:

Setup

Truck Access code General

Read out the 4-digit numeric access code in the "Service" eld and change if necessary.

Save the modi ed access code to the truck by pressing ^F5: Save or the enter key .

Enter a 4-digit numeric access code in the "Fleet manager" eld.

Save the access code to the truck by pressing ^F5: Save or the enter key .

-6

57338012001 EN - 12/2016

Switch on the truck and wait until the standard screen appears in the display.

Press buttons 6 and 7 simultaneously.

The display will change to the password screen. Enter the password for the service level and con rm by pressing button 9 .

Determine the unique password; see the chapter entitled "Reading out access codes".

Once the password has been successfully entered, the display will switch to the CONFIGURATION menu.

Press button 6 or 7 until ERROR LIST is displayed in a framed eld. Con rm the entry by pressing button 9 .

The display changes to the ERROR LIST MODE menu.

Press button 6 or 7 until SERVICE is displayed in a framed eld. Con rm the entry by pressing button 9 .

The display changes to the ERROR LIST menu.

*

Selection of the relevant controller. For device IDs, see the chapter entitled "Overview of controllers" Errors for all controllers are displayed.

1

The active errors are displayed

2

All errors that have occurred since the last error reset are displayed

3

All stored errors are displayed

A .... Z, a ... z

.

The framed eld DEVICE is activated. Use button 6 or 7 to make the selection and con rm by pressing button 9 .

The framed eld TYPE is activated. Make a selection and con rm in this eld too.

The START display is activated. Press button 9 to start generating the error list.

57338012001 EN - 12/2016

-7

It may take some time to read out the error list.

When the process is underway, the ashing characters ? ?? ?? are displayed. When the process is complete. the latest error in the list is displayed.

X 00 00 indicates that the error list is empty.

X -- -- indicates an error with the process to

read out the error list. X stands for the device ID. Press button 6 to scroll up the error list. It is only possible to scroll one step at a time.

As soon as an error is repeated, this signals that the start of the error list has been reached. All errors in this error list have been displayed.

Press button 7 to scroll back down the list As soon as an error is repeated, this signals that the end of the error list has been reached. All errors in this error list have been displayed.

Press button 0 to jump back to the TYPE and DEVICE display elds.

Press button 8 to jump back to the CONFIGURATION menu.

-8

57338012001 EN - 12/2016

Switch on the truck and wait until the standard screen appears in the display.

Press buttons 6 and 7 simultaneously.

The display will change to the password screen. Enter the password for the service level and con rm by pressing button 9 .

Determine the unique password; see the chapter entitled "Reading out access codes".

Once the password has been successfully entered, the display will switch to the CONFIGURATION menu.

Press button 6 or 7 until ERROR RESET is displayed in a framed eld. Con rm the entry by pressing button 9 .

The display changes to the ERROR RESET menu.

A .... Z, a ... z *

Selection of the relevant controller. For device IDs, see the chapter entitled "Overview of controllers" Error lists for all controllers are cleared.

.

The framed eld DEVICE is activated. Use button 6 or 7 to make the selection and con rm by pressing button 9 .

The framed eld RESET is activated.

Use button 6 or 7 to select either YES or NO and con rm by pressing button 9 .

The selected error list is then cleared.

It may take some time to clear the list. The text PLEASE WAIT is displayed to indicate that the process is underway.

If the clearing process fails, the ashing message ERROR is displayed.

Press button 0 to jump back to the RESET and DEVICE display elds.

57338012001 EN - 12/2016

-9

Resetting automatically activates the option NO in the framed RESET eld. The error list is not cleared.

Press button 8 to jump back to the CONFIGURATION menu.

-10

57338012001 EN - 12/2016

a

, Manufacturer

Juli, no. 1011 083

Description

AF-4K4-T1-1 4-pole induction motor with cage rotor

Engine type Connection Rated voltage (nominal)

[V]

380

Rated current (nominal)

[A]

56

Rated speed (nominal) Maximum speed

[rpm] 3980 [rpm] 5000

Rated output (nominal)

[kW]

30

Peak output Mode of operation (nominal) Protection type when installed

[kW]

34.5 S2, 60 min.

IP 54 F 240

Insulation class Weight

Star

[kg]

Cooling

Surface/convection

Temperature sensor

KTY84-130

Rev sensor

Pin sensor

.

The illustration shows the traction motor without gearbox and drive wheel unit. Looking in the direction of travel, the electrical connections are at the left.

1M1 X175

1U06 converter

X10

Rev sensor Temperature sensor

X11 .

57338012001 EN - 12/2016

-1

x 1 2 3 4

Direction of travel forwards Left drive wheel unit Temperature sensor plug Traction motor Differential casing

5 6 7 8 9

The traction motor (3) is fully integrated into the drive axle. The motor housing is located in the middle of the drive axle; a drive wheel unit (1, 5) is located outside at either side.

The differential casing (4) with the brake actuator (6) can be found next to the right drive wheel unit (5).

Motor connections U, V and W are screwed to the inside of a terminal block and are fed upwards out of the motor housing as a compact cable (8).

The rev sensor (9) is tted in the axle at the left rear, sealed with an O-ring and secured with a screw.

The temperature sensor is embedded into the stator winding. The plug (2) is brought out upwards from the cover.

The traction motor is a three-phase AC asynchronous motor, which is equipped with a short-circuit cage rotor.

-2

Right drive wheel unit Brake actuator Speed sensor plug Compact cable Speed sensor

Aluminium conductors are cast into the slots in the rotor laminations pack, and their ends are connected with short-circuit rings. The conductors with the short-circuit rings form the cage rotors and hold the rotor laminations pack together.

The stator consists of the six-pole stator core and the stator windings, which are pressed into the motor housing as a unit.

The applied voltage is induced in the rotor bars by the stator winding and causes a current to ow in the rotor. The resultant rotor current and the rotating eld acting on the stator generate the torque.

The motor is controlled by a converter. The speed is changed by changing the frequency and voltage of the applied AC voltage.

In the motor, each of the three phases is distributed to six poles in the stator, thereby generating the rotating eld required. The motor is operated in star connection and is supplied with pulsed voltage by the converter.

57338012001 EN - 12/2016

x 1 2 3 4

Forwards travel direction.

Traction motor Left drive wheel unit Right drive wheel unit Differential housing

5 6 7 8

Differential housing xing screws Drive wheel unit xing screws Chassis xing screws Brake control

The traction motor is fully integrated into centre of the drive axle.

To change a traction motor, the entire drive axle must be removed from the truck and dismantled.

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

Open the gear lubricant oil drain early to allow the oil enough time to drain out.

Park the truck safely.

Apply the parking brake Drain the gear lubricant oil Disconnect the battery.

57338012001 EN - 12/2016

-3

Remove the lift mast; see the chapter entitled "Removing and installing the lift mast" Jack up the front of the truck Remove the wheels Remove the drive axle; see the chapter entitled "Removing/installing the drive axle" Unscrew the brake control from the traction motor housing Unscrew the differential housing with drive wheel unit from the traction motor housing

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

Check the quality of screws and gear lubricant oil, as well as the correct tightening torques.

Values vary according to type of axle; see "General technical data" in the chapter entitled "Drive axle".

Reassemble the drive axle; see "General technical data" in the chapter entitled "Drive axle" Install the drive axle; see the chapter entitled "Removing/installing the drive axle" Fill both drive wheels with gear lubricant oil Attach the wheels Install the lift mast; see the chapter entitled "Removing and installing the lift mast" Lower the truck.

Connect the battery.

Check the traction drive for correct operation.

-4

57338012001 EN - 12/2016

As a rev sensor, the traction motor has a twotrack pin sensor that is inserted into the axle beneath the terminal board where it scans an offset steel disc.

The rev sensor (1) is sealed with an O-ring and xed in the motor housing by a screw.

The speed sensor is connected directly to the inverter via plug X10.

The rev signals (A and B) are evaluated in the converter. The sensor signals are forwarded to the truck control unit (TCU) for monitoring via the drive CAN bus.

Type: Rheintacho 96 pulses per revolution Phase shift: 90° ± 45° Temperature range: -30 °C to +150 °C Supply voltage: 12 Volt

4-pin JPT plug X10 Red

X10/1

X28/9

White

X10/4

X28/2

+ 12 Volt Signal B

Blue

X10/2

X28/1

Signal A

Black

X10/3

X28/10

GND

.

Insert mark II test adapter into plug connector X10 Use a digital multimeter with integrated duty cycle (e.g. Metra Hit 16L) Connect the digital multimeter as follows: Adaptor pin 4 Adaptor pin 3

positive terminal negative terminal

Then connect the digital multimeter as follows: Adaptor pin 2 Adaptor pin 3

positive terminal negative terminal

Turn on key switch S1 Measuring range: duty cycle "V~Hz%"

57338012001 EN - 12/2016

-5

At full speed, a duty cycle must be .

If the sensor does not transmit a signal to the converter, the traction motor runs in slip mode (creep speed) and the speed of the internal combustion engine increases continuously.

The traction motor is monitored by a temperature sensor.

The temperature sensor is embedded into the stator winding and connected directly to the inverter via plug X11.

The evaluation of the signals is carried out in the inverter.

Type: KTY84-130.

Power supply: approx. 1.7 mA

2-pin JPT plug X11 Red

X11/1

X28/17

Blue

X11/3

X28/18

TempMCT+ TempMCT-

An improperly conducted insulation test can destroy the temperature sensor.

Before conducting the insulation test, jumper the temperature sensor connections.

Insert the test adapter into plug connector X11 Compare the resistance value to the table

-6

-40

355

-30

386

57338012001 EN - 12/2016

-20

419

-10

455

0

493

10

533

20

576

25

598

30

621

40

668

50

718

60

769

70

824

80

880

90

939

100

1000

110

1063

120

1129

130

1197

140

1268

150

1340

160

1415

170

1493

180

1572

190

1654

200

1739

210

1825

220

1914

.

A defective sensor can be changed with the aid of a repair kit containing a temperature sensor and two-component balancing mastic.

Knead both components (yellow and blue) of the mastic together until the mass has a uniform green colour Continue kneading the green mass for at least two minutes until it is noticeably warm Unscrew the terminal board with the main power connections Press the sensor against the side of the winding using the balancing mastic

Make sure that no mastic gets between the sensor and winding, as otherwise the temperature measurement will be incorrect.

57338012001 EN - 12/2016

-7

The balancing mastic is fully cured after approx. 2.5 hours

-8

57338012001 EN - 12/2016

Manufacturer

Company JULI

Designation (type)

SG 2Z6-L1 -1 12-pole synchronous generator with permanent magnet rotor

Engine type Connection Rated voltage (nominal)

[V]

3 x 400

Rated current (nominal)

[A]

64

Excitation Rated speed (nominal)

Star

Continuous

Maximum speed

[rpm] 2400 [rpm] 2650

Overspeed Rated output (nominal) Peak output Mode of operation (nominal) Protection type when installed

[rpm] 3313 [kW] 40 [kW] 52 S1 IP64

Insulation class Weight

F [kg]

Cooling

133 Surface/convection

Threaded bolts within the generator

[Nm]

80

Generator on the catch plate

[Nm]

100

Catch plate on the engine ange

[Nm]

72

Generator on the bearing ange

[Nm]

110

Bearing ange on the engine

[Nm]

110

Generator on the catch plate

[Nm]

125

Catch plate on the engine ange

[Nm]

95

Generator on the bearing ange

[Nm]

110

Bearing ange on the engine

[Nm]

80

57338012001 EN - 12/2016

3 x M12 threaded bolts, ne pitch thread Pourable plastic FK5 or Loctite 243 3 x M12 threaded bolts, coarse pitch thread With nut and spring washer 8 x hexagon head screws, DIN 8676, M10 x 1.0 x 25-10.9 Pourable plastic FK5 or Loctite 243 5 x socket head screws, ISO 4762, M12 x 1.75 x 60-10.9 4 x socket head screws, ISO 4762 M12 x 1.75 x 80-10.9

3 x ribbed bolts M12 x 1.5 x 25-10.9 10 x socket head screws M10 x 1.0 x 45-12.9 Pourable plastic FK5 or Loctite 243 5 x socket head screws, ISO 4762, M12 x 1.75 x 65-10.9 4 x socket head screws, ISO 4762, M12 x 1.75 x 55-10.9 1 x socket head screw, ISO 4762, M12 x 1.75 x 55-10.9

-9

Starter motor

[Nm]

46

1x socket head screw, ISO 4762, M10 x 1.50 x 55-8.8 1x socket head screw, ISO 4762, M10 x 1.50 x 40-8.8

1 2 3 4 5 6

Generator Starter ring gear Catch plate Bearing ange, diesel version Cover sheet Mounting screws

.

The generator (1) is a three-phase AC synchronous generator equipped with a permanent magnet rotor. The magnets are bonded to the rotor. The stator consists of a 12-pole stator winding.

The generator is connected to the internal combustion engine via the bearing ange (4). Depending on the internal combustion engine (diesel, LPG) there are two variants which are screwed to the generator. The bearing ange is attached to the engine support.

The starter ring gear (6) is connected to the catch plate (3) of the internal combustion engine with six mounting screws (2). A cover sheet (5) protects the generator against contamination.

The starter motor is bolted on to the internal combustion engine and engages the starter ring gear of the generator.

The output voltage generated by the generator depends on the speed of the internal combustion engine. The three phases of the generator are wired in a star arrangement and generate sinusoidal phase voltages that are offset by 120°.

Generator connections U, V and W are fed out of the generator via two compact cables. The generator connections are directly connected to the converter.

The generator will be destroyed if a transportation safety device is not used.

In preparation for transportation, always slide strips of cardboard between the rotor and stator.

The generator must always be protected with strips of cardboard before transport. These strips of cardboard are slid through the openings between the rotor and stator on the hydraulic pump side.

This type of protection is necessary to prevent the rotor with its permanent magnets striking and damaging the stator winding.

-10

57338012001 EN - 12/2016

A truck or a crane is required to remove the generator.

The engine unit is removed and placed on a stack of pallets.

For information on removing the engine unit, see the chapter entitled "Engine unit" Prepare at least four strips of cardboard to use as protective packing for the generator during transportation

Unscrew the priority valve from the generator.

Unscrew the cover with spacer ring from the bearing ange.

Unscrew the nuts that can be reached from below one at a time.

Remove the front-side rubber plugs and insert at least 3 strips of cardboard between rotor and stator.

The strips of cardboard serve as protective packing for transportation and prevent the rotor from striking the stator.

Support the generator using a second truck or a crane.

Undo the ve screws that secure the generator to the bearing ange.

Separate the generator from the engine and place it on a europallet.

Note the tightening torques and screw quality, see the chapter entitled "Generator - General technical data"

57338012001 EN - 12/2016

-11

Screw 3 threaded bolts into the generator.

Using a second truck or crane, move the generator into position.

Push the threaded bolts through the catch plate.

Bolt the generator to the bearing ange, tighten the 5 bolts across diagonals.

Tightly screw in the threaded bolts complete with spring washer and nut that can be reached from below one at a time.

Screw the cover with spacer ring to the bearing ange using 3 screws.

Remove the strips of cardboard from the front side and close the openings using rubber plugs.

Screw the priority valve on to the generator.

Screw the power cables onto the engine bracket.

-12

57338012001 EN - 12/2016

A truck or a crane is required to remove the generator.

The engine unit is removed and placed on a stack of pallets.

For information on removing the engine unit, see the chapter entitled "Engine unit" Prepare at least four strips of cardboard to use as protective packing for the generator during transportation

Unscrew the priority valve from the generator.

Unscrew the starter motor.

Undo the nut that can be reached through the opening on the starter motor and remove the bolt; rotate the engine a further 120° via the crankshaft.

Remove the front-side rubber plugs and insert at least 3 strips of cardboard between rotor and stator.

The strips of cardboard serve as protective packing for transportation and prevent the rotor from striking the stator.

Support the generator using a second truck or a crane.

Undo the ve screws that secure the generator to the bearing ange.

Separate the generator from the engine and place it on a europallet.

Note the tightening torques and screw quality, see the chapter entitled "Generator - General technical data" Using a second truck or crane, move the generator into position.

Bolt the generator to the bearing ange, tighten the 5 bolts across diagonals.

57338012001 EN - 12/2016

-13

A hole in the catch plate must be accessible through the opening on the starter motor. If necessary, rotate the engine further via the crankshaft.

Insert the 3 screws one at a time and tighten them with nuts, rotating the engine a further 120° via the crankshaft.

Remove the strips of cardboard from the front side and close the openings using rubber plugs.

Screw the priority valve on to the generator.

Screw the power cables onto the engine bracket.

-14

57338012001 EN - 12/2016

a

Manufacturer Engine type Achievable exhaust gas level

EPA level 4/EU level IIIB

Displacement

2900 cm3

Bore

92 mm

Lift 110 mm Direction of rotation (as seen on ywheel) Left Direct injection Combustion method Compression

17.3:1 Wear limit: Individual values may not deviate by more than ± 15% from the average of all cylinders

Compression pressure Ignition sequence Position of cylinder 1

1-3-4-2 Opposite the power release side

Weight (engine dry)

approx. 270 kg

Engine power rating

Pnominal = 55 kW nnominal = 2200 rpm

Nominal speed Maximum torque

Mdmax = 260 Nm at 1750 rpm

Lower idle speed (installed in the truck)

ngoverned speed, start = 1050 rpm

Fan switch-on temperature

According to characteristic curve

Thermostat Alternator Air-conditioning compressor Starter motor

Opening start at 86°C Fully opened at 99°C 14 V, 95 A 12 V 12 V, 3.2 kW

Engine oil quality DQC III-10 LA, DQC IV-10 LA (low ash) Filling quantity for oil change with lter 8.5 l change Difference in quantity between MIN and Approx. 1.0 l MAX markings Engine oil pressure at 1000rpm and 120°C 1.2 bar engine oil temperature Engine oil pressure at 2000rpm and 120°C 1.8 bar engine oil temperature

57338012001 EN - 12/2016

-1

Composition

40% coolant/60% water for frost protection down to -25 C

Coolant quality

G12 + (violet)

Coolant volume

approx. 12 l

Diesel, approved fuels in accordance with:

EN 590, ASTM D975 S15 Non-road-fuels (light fuel oils, EN 590 quality)

Biodiesel

NOT approved

.

The engine unit consists of internal combustion engine and a generator. The hydraulic pump is connected to the face of the generator by means of a tappet.

The internal combustion engine is connected to the generator via a bearing ange that contains the starter ring gear. The starter motor engages the starter ring gear.

The engine is bolted to the chassis of the truck at three points using rubber-metal bearings and is low-vibration.

RX70 - 40 RX70 - 45 RX70 - 50

Deutz TCD 2.9 L4

RX70 - 50/600

as standard with passive regeneration DOC (diesel oxidation catalytic converter) as a variant with DPF, exhaust aftertreatment CRT (continuous regeneration trap)

The technical description of the engine is included in a separate document. For more information, see the workshop manual and operating instructions "TCD 2.9 L4 industry".

-2

57338012001 EN - 12/2016

Cylinder arrangement The cylinders are numbered sequentially, starting from the ywheel (1) Direction of rotation Looking towards the ywheel Rotation to the left: anti-clockwise Engine sides Right (R) and left (L) Installation position in the truck Flywheel in the drive direction

Valve actuation via hydraulic tappet, push rods and rocker lever 1 intake valve and 1 exhaust valve 1 high-pressure plug-in pump for DeutzCommon-Rail (DCR) 7-hole injector

Engine control unit (ECU) Lubricating oil lter Fuel feed pump, electric Fuel pre lter

Oil forced circulation lubrication Controlled external, cooled exhaust gas recirculation (CEGR) Electronic revolution control (EMR4) Bosch CV54 (DOC), CV52 (DPF) engine control unit

Diesel oxidation catalyst (DOC) Air-conditioning compressor Diesel particle lter (DPF)

Turbocharger and intercooler

The engine unit must be removed from the truck.

The generator must be disconnected from the engine.

57338012001 EN - 12/2016

-3

Note the tightening torques and screw quality, see the chapter entitled "Generator - General technical data" Unscrew the catch plate from the engine together with the ange.

Clean oil and grease from the threads in the engine.

Fit a new catch plate with ange.

Tighten 8 screws with pourable plastic.

The alternator monitoring system has the following functions: Monitoring the alternator during operation Reliably engaging the alternator when starting up Checking the alternator function at start-up The TCU 2 is equipped with an internal excitation circuit, meaning that the speed overshoot during the starting procedure ensures that the alternator will reliably engage. This feature is useful for externally excited alternators in particular.

If necessary the parameters can be set to use forced excitation.

00 03 A 00 074 05

Monitoring function for the alternator disabled (not recommended!).

No forced engagement of the alternator. Default value up to software versions V200 If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR Forced engagement The engine speed increases rapidly during engine start up; a speed overshoot occurs for approximately 0.1 seconds. The speed is then reduced to idle speed.

If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR

.

-4

57338012001 EN - 12/2016

The position and length of the V-ribbed belt changes according to the engine equipment.

The V-ribbed belt is located between the engine and the counterweight and is therefore dif cult to access.

Park the truck securely.

Unscrew the cover sheet from the left-hand side of the chassis.

1 2 3 4 5 6

V-ribbed belt Tensioning pulley V-ribbed belt, variant with air conditioning compressor Air-conditioning compressor Block section for cross handle Latch hole

Insert the 1/2" cross handle (5) into the block section of the tensioning pulley.

Loop the rope around the 1/2" cross handle (5). Use the rope to swivel the cross handle anti-clockwise.

With a 5 mm Allen key, lock the tensioning pulley (6).

Remove the V-ribbed belt from the rollers.

When tting the V-ribbed belt, make sure that the belt is running in the correct direction and check that it is correctly seated in the belt pulleys.

57338012001 EN - 12/2016

-5

1

Engine oil dipstick

2

Engine oil ller spout

3

Identi cation plate

4

Crankcase breather High-pressure accumulator Rail

5 6 7 8

High-pressure fuel pump and fuel-quantity metering unit Engine oil cooler

9

Fuel lter Engine oil lter

10

Air-conditioning compressor

11 12

Starter motor Exhaust gas turbocharger

13

Exhaust gas recirculation radiator

14

Tensioning pulley

.

-6

57338012001 EN - 12/2016

1

Engine oil dipstick

2

Engine oil ller spout

3

Identi cation plate

4 5

Crankcase breather High-pressure accumulator Rail

6

High-pressure fuel pump

7

Engine oil cooler

8 9

Fuel lter Engine oil lter

10

Air-conditioning compressor

11 12

Starter motor Exhaust gas turbocharger

13

Exhaust gas recirculation radiator

14

Tensioning pulley

15

Butter y valve

.

57338012001 EN - 12/2016

-7

Control unit for DPF

EDC17 CV52

Control unit for DOC Operating voltage

EDC17 CV54

DPF injection system

12 V DC and 24 V DC Electronic DEUTZ common rail up to 2000 bar

DOC injection system

Electronic DEUTZ common rail up to 1600 bar

Protection against polarity reversal Protection Working range 8...32 V DC, it is possible to start the engine from 6 V Permissible operating tempera-40°C to +85°C ture .

The engine control unit is an independent control unit with a separate error management system and separate engine diagnostics "Deutz-SERDIA". The engine control unit and the truck control unit communicate via the engine CAN bus (green).

The engine diagnostics are started via the diagnostic connector X22.

Always state the model and engine number when ordering spare parts to ensure that engine control unit receives a dataset appropriate for the engine.

Read off both of these details from the engine identi cation plate.

The individual IMA codes must be entered in the engine control unit if injectors have been replaced in the engine.

1 2

Model Engine number

All modi ed datasets in the engine control unit (EMR / MVS) must be provided to the manufacturer as a zip le.

Email: service-kompaktmotoren.de@deutz.com Subject: SERDIA feedback

-8

57338012001 EN - 12/2016

The starter motor (1) is screwed onto the bearing ange and engages the starter ring gear (2).

1

Fuel-quantity metering unit with integrated high-pressure pumps

2

MPROP actuator 0Y19

3

Return to tank High-pressure line to the rail

4

The fuel-quantity metering unit 0Y19 and the high-pressure pump form a single unit. The unit is an electromagnetically actuated closed loop

control valve featuring a valve piston. The unit allocates the required quantity of fuel to the high-pressure pump and diverts the surplus quantity into the tank.

When working on the high-pressure pump, the repair instructions from Deutz must be strictly observed. To ensure that the pump can supply

57338012001 EN - 12/2016

-9

fuel at the right time, the markings on the gear for the high-pressure pump and on the gear case must be aligned when the pump is installed.

1

High-pressure pressure relief valve

2

Return to tank High-pressure line from the highpressure pump To the injectors

3 4 5 6

Air in the fuel system results in an incorrect quantity of fuel being allocated. The pressure in the rail may increase, causing the pressure relief valve to open. This also happens if the plug is disconnected or if the fuel return line is clogged.

Rail pressure sensor B49 Leak oil from the injectors, return to the tank

The Rail is a cylinder-shaped pressure tank that stores the fuel at high pressure. The pressure uctuations caused by the pump supply and the injection are damped. The pressure remains almost constant even when large fuel quantities are removed.

The leak oil from the injectors is fed back to the tank via hoses.

In stage 1, the opening pressure protects the engine from being damaged by excessively high pressure.

In stage 2, the fail-safe function runs in the event that the pressure control unit fails.

The pressure relief valve is deemed to be worn after it has opened 50 times and must be replaced.

The number of times that the valve has opened can be read off in operating hours and reset in "Deutz SERDIA" engine diagnostics under "UseCases".

-10

57338012001 EN - 12/2016

Each injector is labelled with a unique IMA code.

The IMA code indicates the production-related quantity spread of the injector. The injection timing is corrected by a correction map in the engine control unit using the IMA code.

The IMA codes of all injectors are entered in the engine control unit at the factory.

When working on the injectors, strictly adhere to the instructions found in the "Deutz TCD 2.9" workshop manual. Installation may only be performed by trained technicians.

It is not permitted to exchange the nozzle. The entire injector is replaced.

After replacing the injectors, adjust the dataset in the engine control unit and report the changed dataset to the manufacturer. See the chapter entitled "Engine control unit (ECU)".

Start "Deutz SERDIA" engine diagnostics.

Enter the individual IMA codes in the engine control unit.

Reset the ZFL le.

Send the changed dataset to the manufacturer.

57338012001 EN - 12/2016

-11

1

Venturi tube

2 3

Exhaust manifold Exhaust gas partial ow (uncooled)

4

Actuator for exhaust gas recirculation actuator (0Y20)

5

Exhaust gas recirculation radiator

6

Flutter valve Exhaust gas partial ow (cooled)

7

The quantity of exhaust gas that enters the exhaust gas recirculation radiator (5) through the exhaust ap and is thus fed back into the combustion chamber is set by the actuator for exhaust gas recirculation (4). The exhaust gas

-12

passes through the exhaust gas recirculation radiator and is cooled down.

The utter valve (6) prevents the charge air from being pushed back into the exhaust gas recirculation radiator when pressure ratios are unfavourable.

57338012001 EN - 12/2016

1

Venturi tube

2 3

Exhaust manifold Exhaust gas partial ow (uncooled)

4

Actuator for exhaust gas recirculation actuator (0Y20)

5

Exhaust gas recirculation radiator

6 7

Flutter valve Exhaust gas partial ow (cooled)

8

Butter y valve for intake air (0Y18)

9

Exhaust-gas mass ow sensor (0B84)

The quantity of exhaust gas that enters the exhaust gas recirculation radiator (5) through the exhaust ap and is thus fed back into the combustion chamber is regulated by the actuator for exhaust gas recirculation (4). The exhaust gas passes through the exhaust gas recirculation radiator, where it is cooled down. From the exhaust gas recirculation, the exhaust gas passes through the venturi tube (1) into the intake system. This ensures that the combustion temperature is reduced.

The exhaust gas recirculation mass is measured using sensor 0B84 (9) Only the fresh air ows through the butter y valve (8).

The utter valve (7) prevents the charge air from being pushed back into the exhaust gas recirculation radiator when pressure ratios are unfavourable.

57338012001 EN - 12/2016

-13

X21

62-pin plug

B401

Camshaft speed sensor

B402

Crankshaft speed sensor

B43

Coolant temperature sensor

B48

Sensor for charge air pressure and charge air temperature

B49

Rail pressure sensor

B51

Fuel low-pressure sensor

B6

Engine-oil pressure sensor

0Y19

MPROP actuator (fuel-quantity metering unit)

0Y20

Actuator for exhaust gas recirculation

E13-E15

Glow plugs

.

-14

57338012001 EN - 12/2016

X21

62-pin plug

B401

Camshaft speed sensor

B402

Crankshaft speed sensor

B43

Coolant temperature sensor

B48

Sensor for charge air pressure and charge air temperature

B49

Rail pressure sensor

B51 B6

Fuel low-pressure sensor Engine-oil pressure sensor

0B60

Exhaust-gas back pressure sensor upstream of the turbocharger

0B84

Exhaust-gas mass ow sensor (EGS)

0Y18

Butter y valve

0Y19

MPROP actuator (fuel-quantity metering unit)

0Y20

Actuator for exhaust gas recirculation

E13-E15

Glow plugs

.

57338012001 EN - 12/2016

-15

The sensor is checked via the Deutz-SERDIA engine diagnostics.

B401/1

X21/13

X27/99

B401/2

X20/14

X27/100

B401/3

X20/9

X27/75

Shield

.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

B402/1

X21/21

X27/101

B402/2

X21/15

X27/102

B402/3

X21/1

X27/75

.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

-16

57338012001 EN - 12/2016

Shield

B43/1

X20/27

X27/35

B43/2

X21/24

X27/13

GND Signal

.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

At low idling speeds and when the engine is stopped, the boost pressure must correspond to the ambient air pressure (approx. 1000 hPa).

The value must drop when the butter y valve is activated via the engine diagnostics (closed).

B48/1

X21/28

X27/74

GND

B48/2

X21/29

X27/11

Signal

B48/3

X21/22

X27/21

5-V supply

B48/4

X21/23

X27/73

Signal

.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

B49/1

X21/31

X27/36

B49/2

X21/25

X27/78

B49/3

X21/32

X27/17

Signal

.

57338012001 EN - 12/2016

-17

The sensor is checked via the Deutz-SERDIA engine diagnostics.

B51/1

X21/22

X27/21

5-V supply

B51/2

X21/17

X27/54

Signal

X21/27

X27/35

GND

B51/3 B51/4 .

The sensor is checked via the Deutz-SERDIA engine diagnostics.

B6/1

X21/22

X27/21

5-V supply

B6/2

X21/26

X27/72

Signal

X21/27

X27/35

GND

B6/3 B6/4 .

The sensor is only available in the "Deutz TCD 2.9-DPF" engine model.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

-18

57338012001 EN - 12/2016

0B60/1

X21/22

X27/21

5-V supply

0B60/2

X21/44

X27/53

Signal

X21/27

X27/35

GND

0B60/3 0B60/4 .

The sensor is only available in the "Deutz TCD 2.9-DPF" engine model.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

0B84/1

X21/10

0B84/4

X21/11

0B84/2

X21/55

N3

GND

0B84/3

X21/54

X165/3A

1F19

X21/53

X165/5A

1F21 - 9K08

Terminating resistor, 120

0B84/5 0B84/6 .

The actuator is only available in the "Deutz TCD 2.9-DPF" engine model.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

0Y18/1

X21/60

N3

GND

0Y18/2

X21/59

X165/6A

1F21 - 9K08

0Y18/3

X21/49

X27/38

0Y18/4

X21/52

X27/7

.

57338012001 EN - 12/2016

-19

The actuator controls the fuel quantity and rail pressure.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

0Y19/1

X20/20

X27/46

0Y19/2

X20/19

X27/25

.

The sensor is checked via the Deutz-SERDIA engine diagnostics.

0Y20/1

X21/48

X27/67

0Y20/2

X21/47

X27/2

0Y20/3

X21/51

X27/76

0Y20/4

X21/46

X27/55

0Y20/5

X21/50

X27/18

.

-20

57338012001 EN - 12/2016

Manufacturer Engine type Displacement

3597 cm3

Bore/stroke Compression

89 mm/96.4 mm

Ignition sequence Direction of rotation (when looking at the connecting plate) Position of cylinder 1

1-5-3-6-2-4

Weight including engine oil but not coolant

Approx. 173 kg

Engine power rating Nominal speed

Pnominal = 55 kW n nominal = 2200 rpm

Engine torque

Mdmax = 287 Nm at 1800 rpm

9.7:1 Left Opposite the power release side

Lower idle speed

Expected range: 11 ±1 bar Wear limit: Individual values must not deviate by more than ±15% from the average of all cylinders 1050 rpm

Fan switch-on temperature

According to characteristic curve

Compression pressure

Thermostat

Alternator Starter motor Spark plugs

Opening start at 87°C Fully opened at 102°C Bosch, 14 V, 90 A Bosch, 14 V, 110 A (from 07/2014) Bosch, 12 V, 2.0 kW 6 x NGK ILZKR8A

Engine oil quality SAE 5W - 30 in accordance with VW 50700 Engine oil lling quantity for oil change with lter 6.9 litres change Difference in quantity between min. and max.

Approx. 1.5 litres mark on oil dipstick Engine oil pressure at 1000 rpmand oil temper2.2 ±0.3 bar ature of 80°C Engine oil pressure at 2000 rpmand oil temper4.5 ±0.3 bar ature of 80°C

57338012001 EN - 12/2016

-21

Coolant quality

40% coolant additive/60% water for frost protection down to -25 C G12 + (violet)

Coolant volume

Approx. 12 litres

LPG

All settings designed for LPG with 95% propane

Composition

.

The engine unit consists of internal combustion engine and a generator. The hydraulic pump is connected to the face of the generator by means of a tappet.

The internal combustion engine is connected to the generator via a bearing ange that contains the starter ring gear. The starter motor engages the starter ring gear.

The engine is bolted to the chassis of the truck at three points using rubber-metal bearings and is low-vibration.

RX70 - 40 RX70 - 45 RX70 - 50

VW VR6 3.6 ltr (CKPA)

IMPCO LPG system as a variant with catalytic converter

RX70 - 50/600 .

Exhaust camshaft variable valve 0Y9 Water-cooled 6-cylinder VR engine with Impco LPG system

Intake camshaft variable valve 0Y10

Direct valve activation via two overhead camshafts (DOHC), driven by a control chain

Oil lter module with oil cooler

Maintenance-free valve train via a hydraulic tappet Closed cooling system with expansion tank and high-pressure relief valve IMPCO LPG system and engine management Exhaust camshaft phase sensor 0B9 Intake camshaft phase sensor 0B10 -22

Engine speed sensor 0B2 Oil pressure warning switch 6S1 Yellow oil dipstick Coolant pump 9M17 Thermostat Coolant temperature sensor 0B1 Coolant return- ow pump 0M1 6 spark plugs (bar ignition modules) 0T1 to 0T6 IMPCO intake manifold MAP/MAT sensor 0B6

57338012001 EN - 12/2016

Pulse valve 0Y3 Starter

Change engine control unit A43

Butter y valve 9Y3

Flywheel

Alternator 9G2

IMPCO LPG system

Guide pulley

Butter y valve

Tensioner

Air-conditioning compressor

V-ribbed belt LPG shut-off valve 9Y4

Fit the ange (1) with 3 uniformly spaced screws (2).

Fit the cover sheet (3) and the bearing ange (4).

Measure the distance between the red ange surfaces. Round up the result to the nearest tenth.

A = measured - 13.6 mm The measured value is 15.58 mm, rounded up to 15.6 mm. Then A = 15.6 - 13.6 = 2.0 mm

Measure the distance between the housing ange on the generator (5) and the rotor ange (6). Round up the result to the nearest tenth.

B = measured - 13.6 mm The measured value is 13.13 mm, rounded 13.1 mm. Then B = 13.1 - 13.6 = -0.5 mm

The deviation from the overall speci ed dimension is given by the sum of the two dimensions.

When doing this, observe the signs of the dimensions.

C=A+B C = 2.0 + (-0.5) = 2.0 - 0.5 = 1.5 mm. In this case, a 1.6 mm spacer washer is suitable.

A tolerance of ± 0.3 mm is permissible when selecting the spacer washer.

57338012001 EN - 12/2016

-23

0.4

0.1 to 0.7

0.8

0.5 to 1.1

1.2

0.9 to 1.5

1.6

1.3 to 1.9

2.0

1.7 to 2.3

2.4

2.1 to 2.7

.

The engine unit is removed from the truck.

The generator is disconnected from the engine.

Note the tightening torques and screw quality, see the chapter entitled "Generator - General technical data" Unscrew the catch plate from the engine together with the ange.

Clean oil and grease from the threads in the engine.

Fit a new catch plate with ange and spacer washer. One of the holes is arranged asymmetrically, see arrow.

If a new engine is installed, the size of the spacer washer must be remeasured; see the chapter entitled "Spacer washer" Tighten 10 screws with pourable plastic.

The alternator monitoring system has the following functions: Monitoring the alternator during operation Reliably engaging the alternator when starting up Checking the alternator function at start-up The TCU 2 is equipped with an internal excitation circuit, meaning that the speed overshoot during the starting procedure ensures that the alternator will reliably engage. This feature is useful for externally excited alternators in particular.

-24

57338012001 EN - 12/2016

If necessary the parameters can be set to use forced excitation.

00 03 A 00 074 05

Monitoring function for the alternator disabled (not recommended!).

No forced engagement of the alternator. Default value up to software versions V200 If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR Forced engagement The engine speed increases rapidly during engine start up; a speed overshoot occurs for approximately 0.1 seconds. The speed is then reduced to idle speed.

If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR

.

The starter motor (1) is screwed onto the bearing ange and engages the starter ring gear (2).

A two-piece guard plate is tted behind the starter ring gear to prevent contamination in the starter motor area.

Safely park the truck.

Disconnect the battery.

The two screws are screwed into the starter motor from the generator side.

Remove the lower bottom plates from the chassis; refer to the chapter entitled "Bottom plates".

You can use an extender with a 10-mm Allen key to release the screws from underneath through the chassis.

57338012001 EN - 12/2016

-25

-26

57338012001 EN - 12/2016

a

1 2 3 4 5

Filter (dust guard) or cap Air intake Air lter Pressure sensor 6S2 Exhaust turbocharger inlet

6 7 8 9 10

Fresh air is drawn in at the rear on the right-hand side (1, 2) above the counterweight, then fed to the air lter (3) and cleaned. The status of the air lter is monitored by pressure sensor 6S2 (4).

If the lter is dirty, a message appears on the display.

The clean air from the lter is directed on into the intercooler by the exhaust turbocharger (5, 6).

From the intercooler, the air passes to the engine intake.

In the DPF variant, temperature sensor 0B04 (8) for the intake air is located in this hose.

Exhaust turbocharger outlet Engine intake Temperature sensor 0B04 Engine intake Crankcase breather

Further information on the engine can be found in the Deutz documentation.

Fresh air is drawn in at the rear on the right-hand side (1, 2) above the counterweight, then fed to the air lter (3) and cleaned. The status of the air lter is monitored by pressure sensor 6S2 (4).

If the lter is dirty, a message appears on the display.

The clean air from the lter is fed into the intake area of the engine (5). The crankcase breather (9) is located in a branch.

The air lter maintenance switch 6S2 monitors the condition of the lter. If the lter is dirty, the message AIR FILTER appears in the display.

57338012001 EN - 12/2016

-1

The message AIR FILTER is displayed

If required, change the air lter; clean the housing

1000 hours/every year

If required, change the air lter; clean the housing

3000 hours/every two years

Change the air lter; clean the housing

The manufacturer recommends that air lters are changed rather than cleaned. Cleaning can cause damage to the air lter. This means there is a risk of dust getting into the engine.

Park the truck securely.

Open the bonnet.

Release the 3 locking clamps on the air lter cover.

Remove the air lter cover.

Remove the main cartridge. While doing so, make sure that no dirt enters the intake opening.

Risk of engine damage!

The safety cartridge must remain in the air lter housing until all residual dirt has been removed from the housing.

Clean the air lter housing and cover with a damp cloth.

Remove the safety cartridge, check for contamination and replace it if necessary.

Insert the safety cartridge.

Insert the new main cartridge.

Re t the air lter cover with the mark facing upwards.

Engage the 3 locking clamps on the air lter cover.

Close the bonnet.

-2

57338012001 EN - 12/2016

VW 1.9-l SDI

BXT

R70-16 - 20

7094 - 7096

RX70-16 - 20

7311 - 7313 7321 - 7322 7361 - 7364 7300 - 7304

RX70-22 - 25 RX70-20 - 35

VW 1.9-l TDI

BEU

VW 2.0-l TDI

CBHA

VW 2.0-l TDI

CBJB

Deutz TCD 2.9 L4 Deutz TCD 4.1 L4

2012

RX70-22 - 35

7323 - 7324 7329, 7330

R70-40 - 50

7071

RX70-40 - 50

7331 7334

7073

RX70-60 - 80

7341 7344

VW G12+, violet

VW 2.0-l SPI

BEF

R70-16 - 20 T

7097 - 7099

RX70-16 - 20 T

7314 - 7316

RX70-20 - 35 T

VW 3.2-l VR6

BMF

R70-40 - 50 T

7306 - 7609 7325 - 7328 7365 - 7368 7081 - 7083

VW 3.6-l VR6

CKPA

RX70-40 - 50 T

7335 7338

RX70-22 - 35 T

VW G12+, violet

-25 °C

40%

60%

-35 °C -40°C (only in exceptional cases)

50%

50%

60% 40% For the coolant capacity, see the chapter entitled "Internal combustion engine - General technical data"

Coolant consists of water and a special coolant additive. The quality of the coolant additive is determined by the engine manufacturer. This description applies to all of the internal combustion engines listed in the table.

The coolant additive and complies with quality

is silicate-free .

As a rule, silicate-free coolant additives must never be mixed with coolant additives containing silicate.

The incorrect use of coolants and their additives will lead to damage to equipment.

All instructions regarding the use of coolant must be adhered to.

57338012001 EN - 12/2016

-3

Exception: VW G 11, blue/green may be added to coolant additive VW G 12 +, violet.

Quality G 48 or G 30 may be added to G 30 +.

Prohibited: It is strictly prohibited to mix quality G 48 with quality G 30 or G 30 +.

All silicate-free coolant additives can be mixed together without a problem.

Qualities G 30, G 30 +, G 33 and G 34 are all silicate-free Note that the different colours of the coolant additives can create an unde ned mixed colour.

This makes it dif cult to identify the coolant additive easily. This can cause problems with the manufacturer in the event of a warranty claim.

It is recommended that you always use the same coolant quality as found in the cooling system. It is also recommended that you continue to use the same quality that has been used in the cooling system for a long time, even after a complete re ll.

Coolant additives prevent freezing, corrosionrelated damage and limescale deposits. They also increase the boiling temperature. The cooling system must therefore always be kept topped up with coolant additives throughout the year.

Particularly in tropical countries, the coolant increases operational safety by increasing the boiling point in heavily loaded engines.

Frost protection must be ensured down to around -25 °C (in countries with an Arctic climate, down to around -35 °C).

In hot countries or even during warm seasons, the coolant concentration must not be reduced by adding water. The percentage of coolant additive must always be at least 40%.

If greater frost protection is required for climatic reasons, the percentage of coolant additive can be increased to up to 60% (frost protection down to around -40°C). At a higher concentration, the frost protection and cooling effect are reduced.

Dispose of the used coolant in an environmentally friendly manner. It must not be re-used.

The coolant level transmitter 6B12 switches as soon as the coolant volume drops below the minimum value. The message COOLANT LEVEL appears in the display-operating unit.

6B12/1

X47/8

Coolant level

6B12/2

XK

GND

.

Risk of scalding!

Only open the ller cap on the expansion reservoir when the engine has cooled down

Slowly open the ller cap. Release the overpressure.

Remove the ller cap.

-4

57338012001 EN - 12/2016

Check the concentration of the coolant additive

Risk of scalding!

Only open the ller cap on the expansion reservoir when the engine has cooled down.

A coolant drain hose is attached to the brake resistor. Guide the hose through an opening in the oorplate.

Place a drip tray under the opening in the oorplate.

Open the ller cap on the expansion reservoir.

Release the overpressure.

Remove the ller cap.

Drain coolant into the drip tray.

Dispose of the coolant according to applicable regulations.

The incorrect use of coolants and their additives will lead to damage to equipment.

All instructions regarding the use of coolant must be adhered to.

Fill coolant up to the marking plate in the expansion reservoir. The marking plate is visible through the ller neck.

Close the expansion reservoir.

Allow the engine to run until the fan speed increases and the coolant regulator opens.

Check the coolant level. Add coolant as required.

The cooling circuit of the internal combustion engine bleeds automatically via the expansion lines.

57338012001 EN - 12/2016

-5

Air bubbles collect easily in the cooling circuit of the electrics. The water pump runs when the ignition is switched on. The cooling circuit is bled when coolant ows out of the opened breather ttings.

The cooling circuits of the electrical system (drive axle and converter) are driven by one or two water recirculation pumps depending on the truck type.

The water pump is operated in a clockwise direction, drawing the water in axially and pushing it out radially.

A reverse polarity causes a reduction in the volume ow rate.

The water pump only reaches full volume ow rate when operating in a clockwise direction.

, PIN 1

GND

PIN 2

+12 V

.

-6

57338012001 EN - 12/2016

1 2

Expansion reservoir Radiator

3 4 5

57338012001 EN - 12/2016

Brake resistor Heating system Converter

-7

A B C D

Converter V-engine Hydraulic oil Charge air

6B12

Coolant level

1

Breather

2 3a 3b 4a 4b 5

Hydraulic oil Cooled to the converter Warm from the converter Cooled to the V-engine Warm from the V-engine Charge air

The radiator is a compact welded construction comprising separate zones. The structure of the radiator differs depending on the engine (LPG or diesel).

This process means that only a small amount of the coolant is mixed together. The temperatures in the individual zones are not affected by one another.

The water cooler zones are connected to one another via small compensation bore holes. This ensures bleeding and top up via the expansion reservoir.

The coolant level is displayed by transmitter 6B12. The transmitter opens as the coolant level falls.

-8

57338012001 EN - 12/2016

1 2 3

Expansion lines Bleed lines Coolant (warm) from the thermostat to the radiator

Via the expansion lines (1), the expansion reservoir lls all cooling circuits with coolant. There is a lling level marking plate in the expansion reservoir.

4 5 6 7

Coolant (cold) from the radiator to the engine Coolant drain hose Coolant from the engine to the brake resistor Coolant from the brake resistor to the engine

All cooling circuits are bled via the bleed lines (2). The bleed lines are each connected with the highest point of the cooling circuits.

The ow rate of the coolant is controlled via the heating valve (2). The driver adjusts the heating valve via an operating unit which is connected to the heating valves via Bowden cables.

The throttle (3) in the cooling circuit of the brake resistor ensures that coolant is diverted to the heating system when the heating valve is open.

1 2 3

57338012001 EN - 12/2016

Heating system Heating valve Throttle

-9

The converter is cooled by its own cooling circuit.

The water pump powers the cooling circuit as soon as the key switch is in position 1.

The cooling circuit can also be bled via the breather ttings (5) in addition to the bleed lines.

1 2 3 4 5

-10

Expansion lines Coolant to the radiator from the converter Coolant from the radiator to the converter Water pump Breather tting

57338012001 EN - 12/2016

1 2 3

Expansion reservoir Radiator Brake resistor

4 5 6

57338012001 EN - 12/2016

Heating system Converter Evaporator

-11

A B C

Converter V-engine Hydraulic oil

6B12

Coolant level

1

Breather

2 3a 3b 4a 4b

Hydraulic oil Cooled to the converter Warm from the converter Cooled to the V-engine Warm from the V-engine

The radiator is a compact welded construction comprising separate zones. The structure of the radiator differs depending on the engine (LPG or diesel).

This process means that only a small amount of the coolant is mixed together. The temperatures in the individual zones are not affected by one another.

The water cooler zones are connected to one another via small compensation bore holes. This ensures bleeding and top up via the expansion reservoir.

The coolant level is displayed by transmitter 6B12. The transmitter opens as the coolant level falls.

-12

57338012001 EN - 12/2016

1 2 3 4 5

Expansion lines Bleed lines Coolant (warm) from the thermostat to the radiator Coolant (cold) from the radiator to the engine Coolant drain hose

6 7 8 9 10

Non-return valve Return- ow pump Coolant from the engine to the brake resistor Coolant from the brake resistor to the evaporator Coolant from the evaporator to the engine

Via the expansion lines (1), the expansion reservoir lls all cooling circuits with coolant.

All cooling circuits are bled via the bleed lines (2). The bleed lines are each connected with the highest point of the cooling circuits.

Once the V-engine has been switched off, the return- ow pump (7) ensures that the engine block continues to be cooled. This prevents heat build-up in the engine block. The non-return valve (6) prevents the coolant being pumped in the wrong direction.

The evaporator is protected against icing by the warm coolant.

57338012001 EN - 12/2016

-13

The ow rate of the coolant is controlled via the heating valve (2). The driver adjusts the heating valve via an operating unit which is connected to the heating valves via Bowden cables.

When the heating valve is open, the T-piece (3) diverts coolant to the heating system.

1 2 3

Heating system Heating valve T-piece

1 2 3 4 5

Expansion lines and breather Coolant to the radiator from the converter Coolant from the radiator to the converter Water pump Breather tting

The converter is cooled by its own cooling circuit.

This cooling circuit is operated by a water pump once the key switch is in position 1.

The cooling circuit is lled with coolant and bled via the expansion line (1).

The cooling circuit can also be bled via the breather ttings (5) in addition to the bleed lines.

-14

57338012001 EN - 12/2016

1 2 3 4

Fuel level transmitter 6B3 Suction line Return line Fuel priming pump

5 6 7

Fuel pre- lter Fuel lter inlet Return from engine

The fuel tank is a welded assembly which forms part of the chassis.

The priming pump supplies fuel from the fuel tank through the fuel pre- lter and from there to the fuel lter. The fuel pre- lter has no hand pump.

The delivery rate of the priming pump is suf cient to ll an empty fuel pre- lter.

Only once the fuel has passed through the fuel lter does it ow into the high-pressure pump, which generates the necessary injection pressure. The compressed fuel is fed through the fuel distribution pipe (Rail) to the injectors located in the cylinder head. Excess fuel passes from the engine via the return line back into the fuel tank.

Further information on the engine can be found in the Deutz documentation.

The fuel level transmitter 6B3 switches as soon as the fuel quantity drops below the minimum value. The display and operating unit shows the fuel level using bars or as a percentage.

6B3/1

Signal

6B3/2

GND

.

57338012001 EN - 12/2016

-15

An inadequate fuel grade can cause engine damage!

Draining and cleaning the fuel lter depends on what fuel grade is used and is particularly vital in tropical areas.

Perform the 500-hour testing as necessary.

Consumables are toxic and harmful to the environment!

Observe the safety regulations when handling diesel.

Dispose of fuel and lters according to applicable regulations.

Detailed information about the fuel lters can be found in the Deutz operating instructions.

Testing by driver after 500 hours

1 2 3

Fuel pre- lter Fuel priming pump Main fuel lter

Drain water from the fuel pre- lter Replace the fuel pre- lter

1000 hours / yearly

Replace the fuel lter

.

When travelling along inclined roadways, the low fuel warning is sometimes triggered late, so that there is not enough fuel remaining to ensure that no air is taken in. The level at which the TANK warning is to be displayed can be con gured in software version 046.

A 00 075

01 to 50

A 00 075

00

Warning threshold: indicates the percentage tank level at which the

TANK warning is displayed

Warning threshold according to setpoint values (software versions up to 043)

.

-16

57338012001 EN - 12/2016

1 2 3 4

LPG tank, LPG cylinder Gas supply with shut-off valve Relief line after 1.7 bar safety valve Gas mixer

Manufacturer

Impco

Variant

controlled Impco

Control unit Evaporator Gas mixer

5 6 7 8

Actuator unit Evaporator Gas shut-off valve unit Support

Type: Cobra CA 100

.

57338012001 EN - 12/2016

-17

1 2 3 4 5

Cobra evaporator 1.7 bar safety valve Relief line Gas supply Gas pipe to gas mixer

6 7

Coolant connection Modulation line

8 9 10

Gas pressure switch LPG lter Solenoid shut-off valve 9Y4

The evaporator is continuously supplied with coolant (6). The heat from the coolant prevents the evaporator icing over during operation.

The engine control unit controls the solenoid shut-off valve. In the quiescent state, the solenoid shut-off valve is closed. As soon as the ignition is switched on, the solenoid shut-off valve opens and allows LPG to ow to the evaporator module.

If the evaporator does ice over, it can be de-iced manually. For more information on this procedure, refer to the chapter entitled "De-icing the evaporator via the cooling circuit" in the operating instructions.

The gas pressure switch detects the current gas pressure in the system. If the gas pressure falls below a certain value, a note appears in the display.

The gas pipe (5) connects the evaporator to the gas mixer. The modulation line (7) is connected to the pulse valve of the actuator group.

-18

The LPG lter cleans the LPG to remove contamination that may have been introduced during transport and storage. A contaminated LPG lter reduces the engine power rating.

57338012001 EN - 12/2016

Cobra evaporator Replace every 1000 operating hours. This component can be maintained by replacing the membrane.

LPG lter Replace every 1000 operating hours. If the gas is highly contaminated, replace more frequently.

Solenoid shut-off valve Check every 1000 operating hours. Change the plate if necessary.

1 2 3 4 5

Gas mixer CA 100 Expansion line Full-load mixture adjustment screw Idle mixture adjustment screw Gas pipe to the evaporator

8 9

Butter y valve housing Butter y valve 9Y3

6 7 10 11

Intake manifold MAP/MAT sensor 0B6 Mounting screws Mounting screws

In the gas mixer (1), the combustion air suctioned in is combined with the gas coming from the evaporator at a constant ratio. The gas mixture is supplied to the engine via the electronic butter y valve (9) and the intake manifold (6).

The gas mixer is adapted for the equipment installed in the truck. The different hose lengths 57338012001 EN - 12/2016

-19

are the deciding factor. Therefore, the gas mixers are different and are not interchangeable between the "unregulated" and "regulated" variants or between other trucks.

The MAP/MAT sensor (7) monitors the vacuum in the intake pipe. The engine control unit uses this measured value to calculate the current engine power rating.

The engine speed and output is regulated directly by the engine control unit via the electronic butter y valve. The electronic butter y valve cannot be set or adjusted manually.

The gas mixer (1) is disconnected from the butter y valve housing (8) by loosening four mounting screws (10).

Order the gas mixer from the spare parts list It is not possible to repair the gas mixer.

Therefore, the entire gas mixer must be completely replaced in the event of damage The gas mixer must be dismantled for cleaning Unscrew the four screws (11). Hold the intermediate ange still. Carefully remove from the gas mixer.

Together with the seal and the guide ring, the intermediate ange is pushed upwards by the spring.

Remove the gas regulator valve from the gas mixer housing.

Clean all parts.

In the event of visible wear on the gas regulator valve or the gas mixer housing, replace the entire gas mixer.

Re-assemble all parts.

Tighten screws (11) crosswise.

-20

57338012001 EN - 12/2016

It is not possible to repair the butter y valve.

Therefore, the entire butter y valve must be completely replaced in the event of damage The butter y valve electronics must not be opened up.

The butter y valve cannot be adjusted mechanically and is controlled via the butter y valve electronics.

In the event of malfunction or wear, the butter y valve must be removed from the intake pipe and gas mixer as a complete unit and then replaced.

The MAP/MAT sensor measures the pressure and temperature in the intake air.

The MAP/MAT sensor is tted to the top of the intake pipe and secured with a screw.

The sensor is maintenance-free. In the event of repairs it must be completely replaced.

Disconnect the plug Loosen the screw Remove the sensor from the intake pipe.

57338012001 EN - 12/2016

-21

1 2 3

Pulse valve 0Y3 Plug for pulse valve Short circuit line

4 5 6

Expansion line Vacuum line Modulation line

The actuator unit is part of the regulated LPG system and is screwed to the intake module via a support.

The pulse valve (1) is connected to the mixer via the expansion line (4) and the vacuum line(5).

The pulse valve is connected to the ECU via the plug (2). Power is supplied via X165 in the fuse box.

The modulation lines (6) are routed from the second level of the evaporator and are connected to the pulse valve.

In addition, a short circuit (4) is routed via the pulse valve to the expansion line.

The pulse valve is maintenance-free and must be replaced completely in the event of damage.

Using two solenoid coils, the pulse valve regulates a control pin that steers the vacuum into the evaporator. The back pressure on the rear of the membrane at the second level is in uenced via the modulation lines. As a result, the mixture is regulated to make it richer or leaner.

The membrane receives additional ventilation by means of the short circuit line. A quicker reaction -22

57338012001 EN - 12/2016

to the regulation is thereby achieved with the aim of producing a rich gas mixture.

The solenoid coils are regulated via the ECU. The control pin operates in increments, with up to 200 increments per second. During this process, the control pin moves by 0.0416 mm.

Once the switch lock is switched on, the control pin moves from its initial position into the control position. As a result, the ECU recognises the position.

The is activated by the engine control unit. In the deactivated state the solenoid shut-off valve is closed. As soon as the ignition is switched on, the solenoid shut-off valve is opened and allows LPG to ow to the chassis module.

The senses the actual gas pressure in the system. If the gas pressure falls below a certain value, an indication appears in the display.

The solenoid shut-off valve and gas pressure switch are maintenance-free.

The cleans the LPG of contamination that may have been introduced during transport and storage.

1 2 3

LPG lter Solenoid shut-off valve Gas pressure switch

A clogged lter reduces the engine power The lter must be changed every 1000 operating hours.

If the gas is very dirty, change the lter more frequently.

The gas pipe in the internal combustion engine is separated from gas storage (gas tank, gas cylinder) by a gas shut-off valve. The gas shut-off valve closes once the internal combustion engine is switched off using the switch lock. The internal combustion engine comes to a stop as soon as the remaining gas in the supply pipe has been used up.

a period of approx. 60 seconds. This causes the internal combustion engine to stop.

Due to residues in the gas, this valve may stick and remain in the open position despite there being no electrical trigger. To prevent the internal combustion engine from continuing to run, the engine control unit deactivates the ignition after

If the monitoring function detects an extended run-on of the internal combustion engine, the error will be displayed every time the internal combustion engine is restarted. The error is

In this case, the gas system is still under pressure and represents a hazard, which is displayed to the operator by an error message.

LPG AUTO. VALVE A 5670

.

.

57338012001 EN - 12/2016

-23

displayed repeatedly, even if the error only occurred once.

The error message must be acknowledged by the driver in order to return to the normal display operating unit display mode.

After repairs, the error memory must be deleted so that the error is not displayed again.

-24

57338012001 EN - 12/2016

After the engine has been shut down, the 'shutdown due to lack of gas' function ensures that the gas system through to the evaporator is cleared of residual gas.

If when the engine is switched off gas were to remain in the LPG system, the residual engine heat could cause the gas pressure to rise and lead to leaks.

After the LPG engine has been switched off using the key switch S1, the truck control system places an electrical block on all vehicle functions.

The engine control unit remains switched on for a maximum of 60 seconds and supplies the 9A1 ignition , so that the engine can run on.

As soon as the ignition switch is switched off, the engine control unit immediately closes the 9Y4 LPG shut-off valve. The engine runs on until the gas in the gas fuel system is used up.

Depending on the temperature of the LPG, the engine can run on for 2 seconds up to a maximum of 20 seconds after being switched off.

If the 'shut-down due to lack of gas' function fails to operate correctly, the engine control unit switches off the 9A1 ignition after a maximum of 65 seconds.

The 'shut-down due to lack of gas' function is not a substitute for closing the gas cylinder valve.

After using the truck, always close the gas cylinder valve.

If the engine runs on for longer than 20 seconds, the 'shut-down due to lack of gas' function malfunctions.

A possible cause is leakage past the LPG shut-off valve.

An error will be indicated in the diagnostics software.

Remedy the fault Switch the ignition off and on again Delete the error in the diagnostics software Function test

57338012001 EN - 12/2016

-25

Check CO level in exhaust gases The legal basis for the use of LPG in internal combustion engines in Germany is established in a General Employers' Liability Insurance Association regulation (BGV).

In accordance with , the following applies to trucks with LPG internal combustion engines: It is the operating company's responsibility to ensure that truck LPG systems are inspected by a specialist at regular intervals, but at least once a year.

The inspection is to be based on the following criteria: Proper condition Operation and functionality of safety devices Leak tightness; refer to the chapter entitled "Testing for leaks in the LPG system" It is the responsibility of the operating company to ensure that the level of harmful substances in the exhaust gases are checked by a specialist at regular intervals, but at least every six months, and adjusted to the lowest attainable value.

Refer to the chapter entitled "Testing the CO level in exhaust gases"

Check the LPG system for leaks Check the screw joints of the LPG system for tightness.

This is not maintenance work, but rather a legally required test.

This is an inspection that is mandatory according to BGV D34, §37, and it is the operating company's responsibility to carry it out.

Change the LPG lter.

Replace the 30-bar high-pressure relief valve on the solenoid shut-off valve Check the function of the solenoid shut-off valve.

Replace the evaporator/pressure regulator Check run-on of the engine until the engine stops.

Check CO level in exhaust gases Check the LPG system for leaks Check the screw joints of the LPG system for tightness.

This is a recommended inspection, and it is the operating company's responsibility to carry it out.

Check the LPG system for leaks

Check the 1.7-bar high-pressure relief valve on the evaporator/pressure regulator LPG systems featuring the C-series evaporator do not have this high-pressure relief valve!

Check the screw joints of the LPG system for tightness.

Perform all tasks speci ed for the 1000 operating hour/annual maintenance.

This is an inspection that is mandatory according to BGV D34, §37, and it is the operating company's responsibility to carry it out.

Change the hoses of the LPG system.

Subject LPG tank to TÜV inspection.

-26

57338012001 EN - 12/2016

The leak test must be performed at a separate workstation.

Also refer to the chapter entitled "Safety instructions for working on the LPG system".

The test.

is used for the leak

During the test, the sensor on the gas detector must be held at a distance of approx. 1 cm away from all sides of the components being inspected.

If this is not possible, the components in question must also be sprayed with leak detection spray.

If the gas detector indicates a leak, the location of the leak must be detected using leak detection spray and the relevant component must be repaired or replaced.

Following repairs to the gas system, the leak test must be repeated.

The engine must be switched off before starting the test.

Open the gas cylinder valve so that the cylinder pressure in the system disperses all the way to the shut-off valve.

Using the gas detector, next test the entire route between the gas cylinder to the shut-off valve for leaks.

Gas cylinders or tank ttings Pipes, hoses, pipe unions High-pressure relief valves Any additional attachment parts Open the gas shut-off valve.

Turn the key switch to ON. The solenoid valve must open for a short period.

Test the rest of the gas system.

Start the engine and test the rest of the gas system again while the engine is running.

Once the test has been completed successfully, allow the engine to run for at least another 30 seconds to ensure that the cylinder pressure during the test was suf ciently high.

57338012001 EN - 12/2016

-27

Only sealant with approval from the German Technical and Scienti c Association for Gas and Water (DVGW) is permitted.

The preferred thread sealant is Loctite 5331 (0529805).

For screw joints with sealing cones, the tightening torques in the table apply.

14 to 19 AF

25 ±2 Nm

22 AF

30 ±5 Nm

30 AF M10 banjo bolt

55 ±5 Nm 20 Nm

.

The CO values are tested in accordance with BGV D34, paragraph 37, sections 1+2. The test applies to all forklift trucks fuelled by LPG and must be carried out every six months.

The more stringent test values speci ed by the manufacturer apply for regulated LPG systems.

Lower idling point Upper idling point

0.1 vol. %

Tilting against the stop .

The manufacturer presets the mixers to propane operation and "rich".

Idle mixture adjustment screw (1) highest purity Full-load mixture adjustment screw (2) to R The required CO levels are usually achieved with these settings, without any adjustments being required.

In the event of large discrepancies outside of the control range, the gas mixture can be set to leaner via the idle mixture adjustment screw and the full-load mixture adjustment screw.

-28

57338012001 EN - 12/2016

0.08 vol. %

Start the engine and drive the vehicle until the coolant hoses between the engine and radiator can be felt to warm up.

Stop the truck, apply the parking brake.

Let the engine run at idle speed.

Insert a CO tester into exhaust tailpipe, following the manufacturer's speci cations regarding usage.

Only carry out testing once the engine speed has reached a steady state.

Only if needed: Open the bonnet and adjust via the idle mixture adjustment screw.

Unscrew the idle mixture adjustment screw (1) as far as required.

Start the engine and drive the vehicle until the coolant hoses between the engine and radiator can be felt to warm up.

Stop the truck, apply the parking brake.

Allow the engine to run under load (tilting against the stop).

Insert a CO tester into exhaust tailpipe, following the manufacturer's speci cations regarding usage.

Only carry out testing once the engine speed has reached a steady state.

The engine must run evenly, with the engine speed rising continually to 2400 ± 50 rpm. Speed uctuations must not exceed 30 rpm.

The engine can reach overload.

Do not let the engine run under full load for longer than 60 seconds.

Only if necessary: Open the bonnet and adjust via the full-load mixture adjustment screw.

Turn the full-load mixture adjusting screw (2) towards L (lean) as far as required.

57338012001 EN - 12/2016

-29

The LPG lter cleans the LPG of contamination that may have been introduced during transport and storage.

A clogged lter reduces the engine power The lter must be changed every 1000 operating hours.

If the gas is very dirty, change the lter more frequently.

When tting the lter, always t new seals from the original STILL maintenance kit.

Park the truck safely.

Switch off the engine Close the gas cylinder valve.

Open the bonnet Unscrew the lter with a ring spanner (22 AF) Change the lter, paying attention to the installation position.

The sealing ring must t into the recess on the lter correctly

The LPG system can be damaged by un ltered LPG. Pay attention to the positioning of the lter and sealing ring

Tighten the lter handtight with a ring spanner (22 AF) Check the LPG system for leaks with leak spray.

The over pressure safety device must be replaced every 1000 operating hours, but at least once a year.

-30

57338012001 EN - 12/2016

The over pressure safety device can also be checked. A special pressure tester and pressure gauge can be used for this test. Both are contained in the portable hydraulic test set.

Park the truck securely.

Switch off the engine.

Close gas cylinder valve.

Remove the excess pressure safety device.

If necessary, use Te on tape to seal the hexagon head screw (1).

Fill the pressure tester (2) with oil.

Screw the excess pressure safety device (4) into the pressure tester (2).

1 2 3 4

Hexagon head screw Pressure tester Pressure gauge Excess pressure safety device

1 2

Evaporator Safety valve

Tighten the hexagon head screw. Read off the maximum pressure on the pressure gauge (3).

The valve must open at

.

Reinstall the excess pressure safety device.

Check the LPG system for leak tightness.

The safety valve (2) is a 1.7-bar high-pressure relief valve. The safety valve protects the evaporator from excessive overpressure that may arise due to rapid defrosting following ice formation.

The safety valve must be checked for contamination every 1000 operating hours, and at least once a year.

If the safety valve no longer closes correctly due to contaminated LPG, the valve must be cleaned or replaced immediately.

Remove the safety valve.

Blow out the safety valve using clean compressed air.

Install the safety valve.

57338012001 EN - 12/2016

-31

On older trucks, the safety valve is additionally equipped with a test coupling (3). This test coupling is no longer used.

Check that the test coupling is properly covered with a cap.

1 2 3

-32

Evaporator Safety valve Test coupling

57338012001 EN - 12/2016

Maintenance and/or testing of the LPG system must be carried out by a competent person at regular intervals every 1000 hours or once a year.

Only use genuine spare parts; see the chapter entitled "Working with spare parts" Spare parts for this evaporator are not interchangeable with those from previous models.

Only original screws must be used to assemble the evaporator.

Threads must only be sealed with Loctite 577 and Loctite 5331.

A leak test must be carried out during each maintenance operation.

As a general rule, a leak test must always be performed after carrying out work on the evaporator, as well as after maintenance and repairs.

Unscrew six screws (2) from the cover (1).

Carefully remove the cover; in doing so, the membrane (3) is loosened.

Carefully unhook the lever (4) attached to the membrane. Avoid damaging the lever.

Dispose of the used membrane in an environmentally friendly manner.

57338012001 EN - 12/2016

-33

Unscrew the screw (5) and loosen the lever (4).

The lever lies on a spring (8). The lever is shaped in a way that prevents the spring from slipping.

Remove the spring with the pin (7) and put them aside.

Turn the evaporator around and unscrew seven screws (10) from the cover (9).

Carefully remove the cover (9) with the membrane (15).

A lever plate that pushes the valve pin (12) and the spring (11) downward is attached to the membrane (15). The pen is pointing to the opening on the pressure regulator.

The repair kit contains springs of various strengths. These are tted depending on the type of evaporator.

Note the manufacturer's designation!

Dispose of the used membrane in an environmentally friendly manner.

Remove the plate (14) with the seal from the housing.

-34

57338012001 EN - 12/2016

Remove the seal (13) from the plate (14).

Dispose of the seal in an environmentally friendly manner.

Clean the plate and re-insert into the housing with a new seal.

Place new membrane (15) on housing.

Secure the cover (10) with seven screws (9).

Screw length

30 mm

Tightening torque

4 Nm

.

Disconnect the regulator base (X) from the lever (4).

Dispose of used regulator t in an environmentally friendly manner.

Push new regulator base (X) in the opening of the lever (4).

Insert spring (8) and pin (7) into the housing.

Secure spring and pin in the housing with the screw (5).

57338012001 EN - 12/2016

-35

Push the new slotted membrane (3) over the lever (4) and t. Carefully check the position of the lever.

Fit cover (1) and secure with six screws (2).

Tighten the screws diagonally across from one another with a tightening torque of 2.3 Nm. Perform a leakage test.

-36

57338012001 EN - 12/2016

a

1

Exhaust pipe with rear silencer and guard plate

2

Silencer Exhaust pipe

3 4 5

DOC module Compensator pipe

To break down the harmful substances such as carbon monoxide, hydrocarbons and soot particles in the exhaust-gas ow into more harmless substances, the DOC module (diesel oxidation catalyst) uses a chemical process. The DOC module is structured like a ceramic honeycomb and is coated with palladium and/or platinum depending on the purpose.

This exhaust after-treatment is a maintenancefree, passive working system.

57338012001 EN - 12/2016

-1

Continuous process during normal operation Combustion process based on NOX (high combustion temperatures in the engine, low soot output and high NOX emissions) Optimum temperature range 250 to 450°C Optimum NOX/soot mixture ratio: > 50:1 The continuous regeneration process requires a load pro le with suf cient exhaust gas temperatures (e.g. truck is driven for an extended period so that the engine heats up) If the NO X/soot mixture ratio is > 50:1, all soot particles are burned off.

If the NOX/soot mixture ratio is < 50:1, the engine generates more soot particles than are regenerated. These particles accumulate in the particle lter.

Safe burn-off of particles at temperatures of 580...600°C.

A 50:1 mixture ratio of NOX to soot particles means that regeneration is possible at 250°C. Continuous regeneration is primarily a catalytic process in normal operation A butter y valve in the engine intake tract can raise temperatures to the level required for catalytic regeneration during normal operation Continuous regeneration is a temperaturedependent process; it starts at an average temperature of approx. 250°C at the lter; full functionality is achieved at 300°C Increase in exhaust gas temperature, e.g. via a butter y valve or late post-injection

Coolant temperature > 70°C

Late injection of unburned diesel fuel into the open exhaust valve

Warm-up phase of the engine must be complete (after engine start-up)

Combustion with the remaining oxygen in the exhaust gas in the DOC module; this causes a temperature increase via the DOC module of up to 100°C (catalytic burner/exothermic reaction)

Suf cient diesel fuel in the tank

This leads to a temperature in the DPF module of 580...600°C

In the event of an accumulation of > 100%, the driver is prompted to perform a Standstill regeneration via the display The signal is set by differential pressure sensor 0B58 If the particle lter is completely 100% clogged, the continuous regeneration process was unsuccessful. This can occur in the case of trucks employed on short-term tasks. These trucks do not reach the required temperature.

Every 550 hours the engine control unit requires a Standstill regeneration for an internal calibration. The driver performs the Standstillregeneration

-2

The parking brake must be actuated Battery voltage > 8 V There must be no errors relevant to exhaust gas

If all of the conditions are met, the regeneration starts. For a detailed description of how to do this, refer to the operating instructions.

The truck must be stationary during Standstill regeneration (approx. 40 minutes) The driver initiates the Standstill regeneration The engine control unit sets the optimum engine speed of 1600 rpm Standstill regeneration target temperature downstream of the oxidation catalytic converter approx. 580°C The exhaust gas temperature upstream of the oxidation catalytic converter is raised by actuating the butter y valve

57338012001 EN - 12/2016

The exhaust gas temperature downstream of the oxidation catalytic converter is increased by very late post-injection during the exhaust stroke The oxidation catalytic converter heats the exhaust gases additionally (exothermic reaction); this increases the temperature downstream of the oxidation catalytic converter After 40 minutes, the particle lter is almost completely free of soot; there is always a small residual accumulation Temperature behaviour in relation to time during Standstill regeneration.

Start phase from coolant temperature of 70°C Regeneration duration approx. 30 min Run-on phase for slow cooling of the oxidation catalytic converter and particle lter approx. 5 min (1500 rpm) The Standstill regeneration process ends automatically after approx. 40 min After successful Standstill regeneration, the soot accumulation and the accumulation model are reset

As late injection is initiated during Standstill regeneration, fuel can dilute the engine oil.

This reduces the quality of the engine oil. The Standstill regeneration process must therefore be monitored.

Monitoring the maximum number of Standstill regenerations: Short-Term-Monitoring over 50 operating hours: 2.5-hour Standstill regeneration (maximum 5 Standstill regenerations) Long-Term-Monitoring over 500 operating hours: 10-hour Standstill regeneration (20 Standstill regenerations) A Standstill regeneration is required every 550 operating hours if it has not been performed previously If any of these limits is exceeded, an error message is generated The time window between the last 50 and 500 operating hours is considered. Older Standstill regenerations are not applicable for the time window. If there are more than 5 or 20 Standstill regenerations within this time window, an oil change is requested. An error message appears in the display

If a premature oil change is performed, the oil change counter must be reset manually using the engine diagnostics.

If the oil change is being performed during maintenance, the counter does not have to be reset The driver cannot perform premature regeneration

57338012001 EN - 12/2016

-3

1

Exhaust pipe with rear silencer and guard plate

2

DOC/DPF module Exhaust pipe Exhaust pipe to exhaust turbocharger

3 4 .

0B66

Exhaust gas temperature sensor downstream of the DOC/DPF (grey plug)

0B65

Exhaust gas temperature sensor upstream of the DOC/DPF (black plug)

0B58

Differential pressure sensor above the DOC/DPF

.

-4

57338012001 EN - 12/2016

The sensors are checked via the engine diagnostics Deutz-SERDIA.

No uid, moisture, soot, particles or ice must collect on the sensors or in the sensor lines in the installation position. The ambient temperature must not exceed 125°C. The lines to the particle lter must be at a constant gradient to the sensor in order to prevent any siphon traps from forming.

The sensor must be mounted on the truck chassis. Install the sensor such that the sensor connectors are pointing vertically downwards. The alignment of the sensor connections must not deviate from the vertical axis by more than ±15°.

a b

0B58/1

X105/4

X27/29

0B58/2

X105/5

X27/27

0B58/3

X105/6

X27/20

Pressure sensor upstream of the DOC/DPF (thick hose) Pressure sensor downstream of the DOC/DPF (thin hose)

.

There is a danger of mixing up the sensors as they are the same size and have the same electrical plug connections. Mixing up the sensors will lead to incorrect calculations in the measurement system. The sensors have plugs with different colours.

0B65/1

X105/5

X27/27

0B65/2

X105/1

X27/9

0B66/1

X105/5

X27/27

0B66/2

X105/2

X27/32

.

57338012001 EN - 12/2016

-5

1

Exhaust pipe with rear silencer and guard plate

2 3

Silencer Connection pipe

4

Compensator pipe

5

Catalytic converter with forked pipe

6

Lambda probe

.

-6

57338012001 EN - 12/2016

a

Carraro, Juli

Manufacturer Designation

EC 50 I [kg]

Weight

420

TITAN Gear Hyp LD SAE 80W-90

Gearbox oil, incl. service brake Oil volume, right-hand side

[l]

1.60

Initial lling

Oil volume, right-hand side

[l]

1.52

Oil change

Oil volume, left-hand side

[l]

0.65

Initial lling

Oil volume, left-hand side

[l]

0.57

Oil change

Wheel nuts, per wheel

[Nm]

Drive axle chassis screw joint, per side Variant with conical spring washer

[Nm]

Drive axle chassis screw joint, per side Variant with lock washer

[Nm]

10 x spherical collar nuts DIN 74361, M20 x 1.5 9 x hexagon head screws DIN 933, M24 x 50-10.9 930 9 x conical spring washers DIN 6796, galvanised 9 x hexagon head screws DIN 933, 1080 +40-20 M24 x 50-10.9 9 x lock washers SK M24 640

Conical spring washer DIN 6796

Lock washer SK

57338012001 EN - 12/2016

-1

Only use new spare parts that are free from 100 +40 grease, Wheel hub fastening bolt, per side [Nm] ° ± 2° Rinse and degrease the fastening bolt and threaded hole using rapid truck cleaner.

15 x screws ISO 4762, M12 x 70-12.9 or Drive wheel unit screw joint, right and left [Nm] 110 10.9 17 x screws ISO 4762, M12 x 40-10.9 Pourable plastics, Loctite 243 Differential gearbox screw joint on right of [Nm] 110 : Observe the screwing-in setraction motor quence!

Screw in the mounting screws between the differential gearbox and the traction motor in this sequence: Tighten four screws crosswise according to the position number (1 - 4) and to the appropriate tightening torque.

Tighten each of the 17 screws to the appropriate tightening torque starting at position (5) and progressing anticlockwise. Tighten each of the four screws tted previously by an additional turn when doing so.

Oil ller opening screw plugs on both sides Oil level check screw plugs on both sides Right oil drain screw plug on drive wheel unit Left oil drain screw plug on traction motor Bleeder screw Mast bearings, per side

[Nm]

80

M24 x 1.5

[Nm]

10

M10 x 1

[Nm]

80

M24 x 1.5

[Nm]

10

M10 x 1

[Nm]

10

[Nm]

310

M10 x 1 conical 2 x screws ISO 4762, M16 x 80-10.9

.

-2

57338012001 EN - 12/2016

X 1 2 3 4

Forwards travel direction.

Left drive wheel unit Temperature sensor plug Traction motor Differential housing

5 6 7 8 9

Right drive wheel unit Brake control Speed sensor plug Compact cable Speed sensor

The traction motor is located in the centre and is fully integrated in the drive axle; a drive wheel unit is located on each side on the outside.

The differential housing with brake control can be found next to the right drive wheel unit. The differential gear train and multi-disc brake are located in the differential housing.

The traction motor drives the gear train from the right side. The gear train is a simple bevel-gear differential that transmits torque to the drive wheel units via the drive shaft. The axle in the bevel-gear differential equalises the difference in speed at the drive wheel units when cornering.

The armature shaft of the traction motor is a hollow shaft. The drive shaft for the left drive wheel unit runs through the hollow shaft of the traction motor.

57338012001 EN - 12/2016

-3

x 1 2 3 4

Forwards travel direction.

Traction motor Left drive wheel unit Right drive wheel unit Differential housing

5 6 7 8

Differential housing xing screws Drive wheel unit xing screws Chassis xing screws Brake control

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

If necessary, discharge the gear lubricant oil at an early stage so that the oil has time to drain off.

Park the truck safely Apply the parking brake.

Discharge the gear lubricant oil if necessary.

Disconnect the battery.

Release the drive wheel ball-seat nuts, but do not unscrew completely.

Jack up the front of the truck.

Remove the lift mast.

Remove ball-seat nuts, remove drive wheels Release the parking brake -4

57338012001 EN - 12/2016

Remove the oorplate with the accelerator pedal and disconnect the plug.

Remove the cover sheet on the front structure.

Remove the ES bolts from the parking brake (1) and service brake (2) and detach the cables; mark beforehand if necessary.

Detach sensor plugs X10, X11 from the traction motor.

Unscrew the compact plug from the traction motor.

Position a forklift truck with timbers beneath the drive axle.

Raise the forklift truck until the timbers are in contact with the drive axle.

Remove the xing screws between the chassis and the drive axle on both sides.

Lower the drive axle and pull from beneath the truck.

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

Check the quality of screws and gear lubricant oil, as well as the correct tightening torques.

Values vary according to type of axle; see "General technical data" in the chapter entitled "Drive axle".

Slide the drive axle into the truck and align with respect to the chassis.

Protect the xing screws against corrosion and tighten on both sides.

Attach the compact plug to the traction motor.

Attach sensor plugs X10, X11 to the traction motor.

Attach the brake cables and t the ES bolts of the parking brake (1) and the service brake (2).

Check the brake settings; see the chapter entitled "Brake system".

Fit the cover on the brake control.

Fit the cover sheet on the front structure.

Install the drive wheels and tighten the ballseat nuts.

If necessary, top up with gear lubricant oil.

Attach the lift mast.

57338012001 EN - 12/2016

-5

Install the oorplate with the accelerator pedal and connect the plug.

Apply the parking brake.

Lower truck.

Check the tightening torque of the ball-seat nuts.

Connect the battery.

Carry out functional tests on all traction and hydraulic functions

1 2 3 4 5

Right drive wheel unit Bleeder screw Oil lling screw Oil-level checking screw Wheel hub fastening bolt

6 7 8 9 10

Left drive wheel unit Right oil drain plug Left oil drain plug Bearing shield Drive wheel unit xing screws

The outer drive wheel units (1, 6) are structurally identical units and comprise the reduction gearbox with wheel hub. The reduction gearbox is a two-stage planetary transmission. The wheel hub is held in the drive wheel unit by a fastening bolt (5).

-6

57338012001 EN - 12/2016

The fastening bolt must be tightened to the prescribed tightening torque.

The fastening bolt and the large washer must not be reused.

The fastening bolt and washer must be installed free from grease.

Rinse and degrease the fastening bolt and threaded hole using rapid truck cleaner.

The right drive wheel unit (1) can only be obtained as a spare part together with the bearing shield (9). The differential gearbox and brake are integrated in the bearing shield.

The left drive wheel unit (6) is available as an individual part and is structurally identical to the right drive wheel unit.

For repairs to the outer drive wheel unit, the left drive wheel unit (6) can be used as a spare part for either side.

Possible errors if the drive wheel unit is faulty: Damaged wheel screws Faulty wheel bearings and seals Noises in the planetary transmission

Repairs to the drive wheel unit are dif cult and time-consuming, and are therefore not recommended. The gearbox manufacturer's repair manual must be referred to when carrying out repairs.

For simple installation and removal of the drive wheel units, a conventional trolley jack from your local building supplies store can be used. The U-pro le is welded onto the hydraulic jack.

Pro le sizes 140 x 60 x 60

57338012001 EN - 12/2016

-7

For installation of the drive wheel unit, there are two stud bolts that are to be screwed into the traction motor housing for use as a guide.

Screw M12 x 100 Saw off the screw head

Disconnect the battery.

Release the ball-seat nuts.

Jack up the front of the truck.

Release parking brake.

Remove the ball-seat nuts and remove the wheel.

Place a collection vessel for the gear lubricant oil under the drive wheel unit.

Drain gear lubricant oil.

For support during removal and installation, a trolley jack may be slid under the drive wheel unit.

Unscrew the drive wheel unit from the traction motor housing by releasing the 15 screws (10).

If necessary, screw two M10 screws into the threaded holes (11) provided and push out the drive wheel unit.

-8

57338012001 EN - 12/2016

Remove the drive wheel unit. To do so, push and hold the drive wheel unit housing (6) rmly at the sprocket (5). When doing this, note the position of the pins (7). They must not fall out.

Tightening torques and screw qualities vary depending on the axle type.

Check the quality and quantity of the gearbox oil.

For values, see "General technical data" in the chapter entitled "Drive axle"

For support during removal and installation, a trolley jack may be slid under the drive wheel unit.

Insert a new sealing ring into the groove.

Fit the drive wheel unit to the traction motor housing. The oil lling opening must face upwards. To aid assembly, screw two guide pins into the traction motor housing.

Fit the drive wheel unit to the traction motor housing and tighten the 15 screws (10) crosswise.

Fill with gear lubricant oil via the oil lling opening.

Attach the wheel and tighten the ball-seat nuts.

Lower truck.

Check the tightening torques.

Connect the battery.

Functional test.

57338012001 EN - 12/2016

-9

The wet-running multi-disc brake is tted on the right-hand side in the differential housing.

The joint brake control of the parking brake and the service brake is located on the differential housing.

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

Discharge the gear lubricant oil at an early stage so that the oil has time to drain off.

Park the truck safely.

Apply the parking brake Drain gear lubricant oil.

Disconnect the battery.

Remove the lift mast Jack up the front of the truck Remove the wheels Remove the drive axle; see the chapter entitled "Removing/installing the drive axle" Unscrew the brake control from the traction motor housing Unscrew the right drive wheel unit from the differential housing Unscrew the differential housing from the traction motor housing

-10

57338012001 EN - 12/2016

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

Check the quality of screws and gear lubricant oil, as well as the correct tightening torques Values vary according to type of axle; see "General technical data" in the chapter entitled "Drive axle" Reassemble the drive axle; see "General technical data" in the chapter entitled "Drive axle" Install the drive axle; see the chapter entitled "Removing/installing the drive axle" Fill both drive wheel units with gear lubricant oil Attach the wheels Install the lift mast; see the chapter entitled "Removing and installing the lift mast" Lower the truck.

Connect the battery.

Check the traction drive for correct operation.

57338012001 EN - 12/2016

-11

1 2 3 4 5

Sealing ring Bearing block Gear shaft Brake discs Brake disc package with differential lock

6 7 8 9 10

Brake piston (pressure disc) Brake piston (pressure disc) Brake disc Reset Brake piston

It is best to carry out service work on the brake when the drive axle is installed.

-12

57338012001 EN - 12/2016

1 2 3 4 5

Left drive wheel unit Bearing shield Right drive wheel unit Drive shaft, shaft stub Hollow shaft

6 7 8 9

Service work on the differential gearbox can be carried out when the drive axle is installed.

However, a check should be carried out rst to determine whether not removing the drive axle completely is bene cial. This decision is dependent on the local circumstances.

Differential casing Bearing with locking rings Gearing, differential casing - hollow shaft Gearing, drive shaft - differential gearbox

Advantage: During installation, the differential casing is rst tted into the bearing seating (7) and the gearing (8).

As the next step, the gearing of the drive shaft (9) is shifted into the differential gearbox.

Disadvantage:

When the differential casing is installed, this can cause damage to the tooth anks (8, 9) and the bearing (7).

This is avoided by rst pulling the drive shaft (4) to the left away from the gearing of the differential gearbox (9).

The left drive wheel unit (1) must also be removed.

When assembling the differential gearbox in the bearing seating (7), the hollow shaft (5) in the traction motor must be lifted slightly. A second person is necessary for this.

57338012001 EN - 12/2016

-13

The drive axle stands vertical during disassembly and assembly, upright on the left wheel.

Advantage: The components of the differential gearbox and the brake can be joined easily and securely without damage.

This procedure is recommended by the manufacturer of the drive axle.

Disadvantage: To carry out this work, a second truck or a crane, maybe also a second person, is required.

Lots of time required for the removal of the drive axle.

Remove the right drive wheel unit, see the chapter entitled "Drive wheel unit".

Remove the sealing ring (1).

-14

57338012001 EN - 12/2016

Take the bearing block (2) with gear shaft (3) out of the bearing shield.

Remove the gear shaft (3) from the bearing block (2) and place to the side.

Remove the brake disc (5) and locking ring (6).

Remove the locking ring (10). Remove both pressure discs (10, 13) together with the two brake discs (12, 14).

After removal, check the components for wear.

57338012001 EN - 12/2016

-15

Remove the pressure discs (7, 9, 15) together with the brake discs (8, 16).

After removal, check the components for wear.

Take the three return springs completely (17, 18, 19) out of the brake piston (21). Only remove the bush (20) as required.

The screw (17) is inserted with Loctite. Heat the screw using a hot-air gun.

Remove the brake piston (21) from the bearing shield.

To pull the differential casing with the bearing out of the bearing shield, you can use an altered dual-arm puller. The dual-arm puller is used to remove the pressure screw and replaces it with a striker.

-16

57338012001 EN - 12/2016

Loosen the locking ring (2) from the groove.

The locking ring remains loosely on the shaft.

Take the differential casing out of the bearing shield with the puller.

1 2 3 4

Differential casing Locking ring Bearing Locking ring

Clean the bearing shield carefully from the inside.

Oil all bearing surfaces in the bearing shield with the speci ed gearbox oil.

Insert the gear shaft (3) into the differential casing.

The gear shaft acts as a locating pin for insertion of the differential casing, and is removed afterwards.

Insert the differential casing into the bearing shield. During insertion, turn the gear shaft until the gearing engages.

Insert the differential casing to the stop and secure with the locking ring.

Insertion of the differential casing can be aided by gently hitting with the rubber mallet. Only strike the outer ring of the bearing.

Take the gear shaft out of the differential casing.

Install the brake.

57338012001 EN - 12/2016

-17

If a new disc pack has been installed, a basic setting of the brake system must be carried out.

See the chapter entitled "Basic setting of the brake system".

Clean the bearing shield carefully from the inside.

Oil all bearing surfaces in the bearing shield with the speci ed gearbox oil.

Install the brake piston (21) in the bearing shield.

Poor braking ef ciency if the brake piston is installed incorrectly!

The brake piston must be installed in the correct position in the bearing shield.

The brake piston must be installed in the bearing shield so that the brake lever cams (X) meet the brake piston bearing surfaces (Y).

The correct position of the brake piston can be determined by the location of the recess (Z).

Install the three return springs fully (17, 18, 19) in the brake piston (21). Install the bush (20) rst if necessary. Secure the screw (17) with Loctite 242, tightening torque 10 Nm.

The washers (18) must be inserted loosely into the bores. They must not cant. Replace washers that don't t with smaller washers as necessary.

-18

57338012001 EN - 12/2016

Install the pressure discs (7, 9, 15) with the brake discs (8, 16) in the sequence shown.

The brake disc (16) is installed with the brake lining in the direction of the pressure disc (15).

The brake disc (8) is installed with the brake lining in the direction of the pressure disc (7).

Install the pressure discs (10, 13) with the brake discs (12, 14) into the pressure disc (9) in the sequence shown. Secure the brake discs using locking rings (10).

The brake disc (14) is installed with the brake lining in the direction of the pressure disc (13).

The brake disc (12) is installed with the brake lining in the direction of the pressure disc (11).

With the aid of the gear shaft (3), the brake discs and pressure discs can be centred and then simply inserted. The gear shaft must be removed again afterwards.

Install the locking ring (6) and brake discs (5).

The brake disc (5) is installed with the brake lining in the direction of the brake package.

Join the gear shaft (3) with the bearing block (2) and secure with the locking ring (4).

57338012001 EN - 12/2016

-19

Install the bearing block (2) in the bearing shield. The gearing of the gear shaft (3) must engage in the gearing of the differential gearbox.

Wheel bearing damage as a result of incorrect installation of the gear shaft in the differential gearbox.

The correct seating of the gear shaft in the differential gearbox and the position of the bearing block must be checked. The installation depth of the bearing block and the sprocket height of the drive wheel unit must also be measured. The measurements must be identical.

Use the slide gauge to check the correct installation depth of the bearing block (2)

Install the sealing ring (1).

Attach the right drive wheel unit, see the chapter entitled "Drive wheel unit".

Check the correct installation of the multi-disc brake. See the chapter entitled "Testing the multi-disc brake". carry out the basic setting of the brake system. See the chapter entitled "Basic setting of the brake system".

Carry out a complete brake test. See the test log book "Manufacturer's instructions for testing industrial trucks".

A basic setting of the brake system is only required if the multi-disc brake has been changed.

-20

57338012001 EN - 12/2016

The basic setting includes the following components: Clearance of the discs Actuating force of the handbrake lever Free travel of the handbrake lever and the brake pedal When setting the actuating force, a spring force meter with up to 200 N pulling force is required.

An incorrect basic setting will result in improper braking characteristics.

The work steps must be carried out in the prescribed order to ensure that the basic setting is correct.

For information on how to adjust the brake cables, please see the chapters entitled "Changing the brake cable for the handbrake" and "Changing the brake cable for the service brake".

Adjust the handbrake cable to the maximum actuating force.

The free travel of the brake lever is not important in this step. The distance (X) will be adjusted later.

The maximum actuating force is set at approx. /3 to 3/4 of the actuation distance and then decreases again.

2

Attach the spring force meter to the handbrake lever using a cable tie. Lay the cable tie into the groove beneath the movable handle.

57338012001 EN - 12/2016

-21

Actuate the handbrake lever using the spring force meter.

The direction of movement must be observed in order for the actuating force to be displayed correctly. See the diagrams.

Read off the maximum actuating force while actuating the lever.

To increase the actuating force, adjust the lock nuts of the brake cable in the direction of the brake lever.

To reduce the actuating force, adjust the lock nuts of the brake cable in the opposite direction.

The cable tie prevents the handbrake from engaging during the test.

The clearance is adjusted using the stop screw on the brake lever.

With the , adjust the distance from the brake lever (4) to the stop screw to . A 7-mm Allen key is suitable as a setting gauge (S).

After setting the correct distance, lock the stop screw using the lock nut.

This is the basic setting for the new multi-disc brake. The stop screw must not be adjusted further once this setting has been con gured!

The clearance increases as the brake wear increases.

When the brake lever has been released from its shaft, the correct position of the lever on the gearing can be checked. To do so, measure distance when the brake is released and the lever is against the stop. If distance does not correspond to the value in the table, the lever must be moved on the gearing. The previous settings must then be repeated.

-22

57338012001 EN - 12/2016

RX60-25-35

EC35

108.5 ±9

RX60-40-50

EC50

105 ±9

RX70-40-50

EC50I

125 ±9

.

If the brake is not actuated, the brake lever (1) must rest against the adjustment screw (2).

Adjust the brake cable until a free travel of is present at the pedal. The brake lever must not detach from the adjustment screw. There is then no noticeable tension in the cable.

When the brake pedal is depressed, there must always be a clearance reserve to the stop in the console. The brake pedal must never strike the console plate.

The handbrake lever has a free travel of at least without the brake lever detaching from the stop screw. There is then no noticeable tension in the cable.

The handbrake lever has a maximum actuating force of . See the chapter entitled "Adjusting the actuating force on the handbrake lever".

Check all of the settings again.

Carry out a complete brake test. See the test log book "Manufacturer's instructions for testing industrial trucks".

57338012001 EN - 12/2016

-23

The brake system must be tested if the multi-disc brake has been replaced. In addition, this test gives indications of wear on the discs.

If the brake cable has been adjusted and the multi-disc brake assembled without error, the states described indicate wear on the discs.

This test is not a brake test.

After work has been carried out on the brake system, a complete brake test must always be carried out.

See the test log book "Manufacturer's instructions for testing industrial trucks".

If the brake pedal is pressed against the stop in the console while the handbrake is applied.

If the minimum distance for the free travel is no longer maintained when adjusting the handbrake actuating force.

-24

57338012001 EN - 12/2016

a

Gas compression springs and gas tension springs are used in various applications, for example, for opening doors, bonnets and service aps.

The gas springs are pressurised up to 300 bar.

If the gas springs are damaged, pressure can be released uncontrollably under unfavourable conditions.

Please observe the following when working with gas springs: Only open gas springs in accordance with the operating instructions Mount gas springs securely and protect from damage Do not allow gas springs to fall Avoid lateral forces, buckling and heavy soiling Do not expose gas springs to temperatures above 80°C Remove gas and any damping oil from the gas springs Dispose of these substances in an environmentally friendly manner Damaged or defective gas springs must be replaced immediately Take great care when handling deformed or blocked gas springs Wear industrial goggles and protective gloves Always hold gas springs away from the body

Check the gas spring for damage, for example: Damaged connecting parts Deformed cylinder pipe Deformed piston rod Remove damaged gas springs and do not use again, reshape or repair.

Depending on the version, gas springs can only be removed and tted in one position without being under tension and thus without presenting a hazard: Gas compression spring: piston rod extended Gas tension spring: piston rod retracted Considerable forces can occur in other positions due to the gas pressure. In such cases, remove the gas by drilling into or sawing open the cylinder pipe.

57338012001 EN - 12/2016

-1

Gas will escape when drilling or sawing.

Wear industrial goggles and protective gloves.

-2

57338012001 EN - 12/2016

The counterweight is a solid cast component that differs according to type carrier, dependent on the load-bearing capacity, chassis and steering axle.

The counterweight is attached to the chassis using mounting screws. The number, arrangement and tightening torques of the mounting screws can vary; see table.

7331 - 7338

Hexagon head screw M24 x 90 10.9, ISO 4017 Conical spring washer 24, DIN 6796

8

930 Nm

.

57338012001 EN - 12/2016

-3

-4

57338012001 EN - 12/2016

a

Manufacturer Designation

Sauer Danfoss OSPF 125 LS (

Pressure relief valve

[cm3] 125 [bar] 140 145

Shock valve

[bar] 200 - 220

Connections P and EF

[bar] 250 [bar] 140 145

Delivery rate per rotation

Connections CF and LS Steering wheel revolution, stop to stop Steering cylinder stroke per steering wheel revolution P, T, R, L, LS

Manufacturer Designation

2.94 [mm] 47.3 [Nm] 55 ±10, M18 x 1.5 - DIN 3852-1

Sauer Danfoss

Input volume

OLS 120 [bar] 10 [l/min]

Load signal

Dynamic

Pre-load pressure

Pump P Directional control valve EF Steering CF Load Sensing LS

)

[Nm] 100+10, G 3/4 [Nm] 100+10, G 1/2 [Nm] 35+3, G 1/4

.

57338012001 EN - 12/2016

-1

1 2 3

Pressure line LS line Return line

4 5

The steering system is equipped with power steering that works according to the LS principle.

The power steering acts on the steering cylinder on the steering axle.

"LS system" "Load sensing system" Load sensing system A steering unit is ange-mounted to the bottom end of the steering column. The unit comprises a distributor valve and a metering pump.

When actuating the steering wheel, the metering pump allocates a volume of oil to the steering system; the volume of oil is proportional to the steering wheel rotation. The distributor valve guides this oil volume to the required side of the steering cylinder.

Lines to the steering cylinders Priority valve

The variable displacement pump is controlled by the LS signal. When the steering wheel is moved quickly, a higher LS pressure is generated in the steering unit. The higher LS pressure creates a higher delivery volume for the variable displacement pump, thereby making the truck easier to steer.

The oil volume for the steering system is directed to the steering unit by the priority valve as a priority in all operating statuses.

For trucks with a traction motor in the drive axle, no steering angle actual value is required for controlled driving.

The "Curve speed control" variant is not available as part of the assistance system (comfort package) for this truck type.

, -2

57338012001 EN - 12/2016

When the hydraulic pump is in operation, the steering actuates automatically.

The hydraulic connections P, T, L, R are connected.

Disconnect the steering unit from the steering column and check for mechanical damage: Without the steering unit, you Mechanical fault in the steering must be able to turn the steering unit. column very easily (<10 Nm).

Assembly fault between Check the steering unit for The steering is tight (> 10 Nm) steering unit and steering axle. contamination, clean the valves.

The hydraulic connections P, T, Assemble the steering unit free L, R are disconnected. from distortion.

Change the oil as required.

Check the steering angle sensor Only in electric forklift trucks Steering angle sensor defective on the steering column Insuf cient pump speed

Clean the priority valve - even better, change it.

Bleed the LS line at the priority valve.

Air in the LS line.

Pressure measurement at Steering overhaul Dirt in the hydraulic oil causes the priority valve at P and LS. If Pivoting problems when starting faulty oil ow in the priority valve. there is no standby pressure or to steer No volume ow rate from P to pressure differential between P CF. and LS, change the priority valve.

Check the hydraulic oil for contamination and change as required. .

The steering unit is screwed to the steering column ange via four mounting screws.

The following valves are installed in the steering unit.

Pressure limit valve Shock valve The shock valve acts as a damper that prevents major pressure uctuations being transmitted from the hydraulic system to the steering.

The values set by the manufacturer must not be changed.

57338012001 EN - 12/2016

-3

The priority valve is attached to the front of the generator via a support.

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

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

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

Steering sticks.

Steering overhaul, pivoting problems when starting to steer.

CF EF LS P

Steering unit Directional control valve Load Sensing Pump

The slider in the priority valve is prevented from moving in the housing due to dirt particles

.

-4

57338012001 EN - 12/2016

Replace the priority valve

Manufacturer Designation

Linde

Weight

AL50-01 approx. 140 kg

Steering angle sensor

Two-track sensor on the left axle stub pin

Steering angle

80 - 82° Stop screw DIN 931, M16 x 60-8.8

Steering angle limit

Wheel nuts, per wheel

[Nm]

Screw joint between steering axle and counterweight Wheel hub, on each side Steering cylinder Steering pivot pin Bolts

ange

tie rod on the cylinder side

Bolts tie rod on the axle stub side Axle stub axle stub pin

640

10 x spherical collar nuts DIN 74361, M20 x 1.5

[Nm] [Nm] 4 x hexagon head screws DIN 960, M16 x 1.5 x 110-10.9 8 x hexagon head screws M8 x 25-10.9

[Nm]

295

[Nm]

42

[kN]

5 - 50 Treated with MoS2

[kN] 4 - 38 Treated with MoS2 [kN] 50 - 80 oiled

Greasing

1000 operating hours

All joints

Fill with grease until a small amount of fresh grease escapes

Wheel bearing, wheel bearing rotary shaft seal Fill with grease Axle stub bearing Wheel hub, axle stubs, tie rod

Grease all bearings until a small amount of fresh grease escapes

Axle stub bearing, spherical bearing

Aralub 4320 Lithium soap grease Wheel bearing, wheel bearing rotary shaft seal DIN 51825 KP2K-30 .

57338012001 EN - 12/2016

-5

1 2 3 4 5 6

Axle casing Steering cylinder Steering cylinder fastenings Piston rod Tie rod Buffer element

7 8 9 10 11

Steering pivot pin Axle stub Wheel hub Wheel hub nut Stop screw

The steering axle in the swing axle version is inserted into the counterweight with two buffer elements (6) and secured with joining plates and xing screws.

The steering cylinder (2) is screwed into the axle casing (1) via four xing screws (3).

The axle stubs (8) are tted on both sides in tapered roller bearings and secured with steering pivot pins (7).

The wheel hubs (9) are placed and bolted onto the axle stubs on both sides. The wheel hub nuts (10) are covered by hubcaps.

The steering cylinder's piston rod (4) causes a turning movement in the axle stubs via the tie rods (58). The steering angle is limited by the stop screws (11) at the axle stub.

-6

57338012001 EN - 12/2016

Apply the parking brake.

Prevent the truck from rolling away using chocks at the front wheels.

Disconnect the battery.

Release the wheel nuts on both sides.

Jack up both sides of the truck one after the other and place square timbers under the counterweight.

Remove the wheels.

Loosen the hydraulic connections on the left and right of the steering cylinder.

Hydraulic oil may escape when loosening the hydraulic connections.

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.

Check screw quality and tightening torques.

Check the quality of pourable plastics.

For values, see "General technical data" in the chapter entitled "Steering axle".

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.

Secure each joining plate with two axle bearing screws and lock washer.

Screw in the hydraulic connections on the right and left of the steering cylinder following the assembly instructions.

57338012001 EN - 12/2016

-7

Screw in the screw joints up to the blue coating and then screw them into position using at least 3 or a maximum of 4 rotations. Do not unscrew the screw joints.

Mount wheels.

Lower truck.

Tighten the wheel nuts.

Connect the battery.

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

Slotted spring pin Dust cap Nut Washer Wheel nut Wheel bolt

Apply the parking brake.

-8

57338012001 EN - 12/2016

Prevent the truck from rolling away using chocks at the front wheels.

Loosen the wheel nuts (11).

Jack up the truck at the counterweight.

Remove the wheel.

Take off the dust cap (8).

Unscrew the nut (9) and remove along with washer (10), making sure that the slotted spring pin (7) is properly seated while doing so.

Take off the wheel hub (5).

Take off the radial seal ring (3).

Remove tapered roller bearings (4, 6) from the wheel hub.

If necessary, drive out the outer rings of the tapered roller bearings.

57338012001 EN - 12/2016

-9

Check the quality of screws and lubricant, as well as the correct tightening torques.

Values vary according to axle type; see "General technical data" in the chapter entitled "Steering axle".

Carefully grease the sealing lips of the radial seal ring.

Pack the tapered roller bearing between the inner ring and the cage with grease.

Pack the bearing chamber with grease at the points indicated (x).

Press in the outer rings of the tapered roller bearings.

Insert the tapered roller bearings (4, 6) into the wheel hub.

Fit the radial seal ring (3).

Attach the wheel hub (5).

Insert the washer (10) into the slotted spring pin (7) and attach the nut (9).

Installing the washer in the incorrect position and attaching a nut that has already been used will cause damage to the steering axle.

The self-securing nut must not be reused. It must always be changed.

The washer should be installed with the chamfered edge facing the axle.

Tighten the nut (9) by continuously turning the wheel hub.

Fit the dust cap (8).

Fit the wheel.

Lower truck.

Tighten the wheel nuts (11).

-10

57338012001 EN - 12/2016

The steering angle must be 80° 82°.

For easier measuring, a supplementary angle can be used. This angle 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

57338012001 EN - 12/2016

-11

A press is required to install the tie rod. For this reason, the steering axle should be completely removed beforehand; see the chapter entitled "Removing and installing the steering axle".

Remove the steering axle; see the chapter entitled "Removing and installing the steering axle" Knock out the slotted spring pins (4) Press out the bolts (3)

Observe the press-in force of the bolts.

Values vary according to type of axle; see "General technical data" in the chapter entitled "Steering axle".

Lubricate and press-in the bolts (3) Tap in the slotted spring pins (4) Install the steering axle; see the chapter entitled "Removing and installing the steering axle" 1 2 3 4 5 6 7

-12

Axle stub Steering cylinder piston rod Bolts Slotted spring pin Sealing ring Spherical bearing Conical lubricating nipple

57338012001 EN - 12/2016

A press is required to remove the axle stub.

For this reason, the steering axle should be completely removed beforehand; 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 bearings (8 - 15) off the axle stub

Check the quality of screws and lubricant, as well as the correct tightening torques.

Values vary according to type of axle; see "General technical data" in the chapter entitled "Steering axle".

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 (3) and insert it from below Fit the washer (2) Fit and tighten the new hexagon nut (1) Drive in the pin between the tie rod and the axle stub, and secure it with slotted spring pins

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

57338012001 EN - 12/2016

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

-13

-14

57338012001 EN - 12/2016

a

1 2 3 4

Handbrake lever Brake cable pull for the handbrake Brake pedal Brake cable pull for the service brake

1S3 1B2

Handbrake switch Brake sensor

The multi-disc brake on the drive axle is activated via two independent actuation elements: Handbrake lever The handbrake lever effects the brake actuation of the multi-disc brake via the brake cable pull.

Brake pedal The brake pedal effects the brake actuation of the multi-disc brake via the brake cable pull.

Park the truck safely and secure the truck against rolling away.

Electric trucks: disconnect the battery male connector.

57338012001 EN - 12/2016

-1

Remove the bottom plate.

Remove the panelling on the right-hand side of the front structure.

The ease with which the brake cable can be accessed depends on the truck equipment.

Remove the ES bolt (1) from the brake cable in the front structure.

Detach the brake pedal return spring (2).

Loosen the adjustment nut on the brake cable in the front structure. Detach the brake cable.

Remove the ES bolt from the brake cable (2) on the drive axle.

Remove the securing clips from the brake cable.

Detach the brake cable. Pull the brake cable downwards.

Connect the brake cable to the drive axle.

Fit the securing clips for the brake cable.

Fit the ES bolt.

Connect the brake cable in the front structure.

Fit the ES bolt.

Connect the brake pedal return spring.

Adjust the brake cable at the adjustment nut.

Fit the panelling in the front structure.

Insert the bottom plate.

Connect the battery male connector.

Check the service brake for correct operation.

-2

57338012001 EN - 12/2016

If the service brake is not actuated, the brake lever (1) must rest on the adjustment screw (2). The gap between the brake lever and the adjustment screw is .

Adjust the brake cable until a free travel of is present at the pedal. The brake lever must not detach from the adjustment screw.

The setting of the adjustment screw (2) must not be changed.

The setting may only be changed on the brake cable

Park the truck safely and secure the truck against rolling away.

Electric trucks: disconnect the battery male connector.

Remove the bottom plate.

Remove the panelling on the left-hand side of the front structure.

57338012001 EN - 12/2016

-3

Loosen the brake cable mounting in the front structure.

Remove the locking ring. Drive out the bolt (1) laterally from the fork clevis (2).

Loosen the adjustment nut on the brake cable (3). Detach the brake cable.

The s-bolt on the handbrake cable can only be removed if the s-bolt on the service brake cable has been removed beforehand.

Remove the ES bolt on the brake cable for the service brake (2) at the drive axle.

Remove the ES bolt on the brake cable for the handbrake (1) at the drive axle.

Remove the securing clips from the brake cable.

Detach the brake cables. Pull the brake cable downwards.

Attach the brake cable. Gently screw in the adjustment nut on the brake cable (3).

Drive the bolt (1) laterally into the fork clevis (2) and secure using the locking ring.

-4

57338012001 EN - 12/2016

Attach the brake cable for the handbrake (1) to the actuation unit at the drive axle. Secure using an ES bolt.

Attach the brake cable for the service brake (2) to the actuation unit at the drive axle. Secure using an ES bolt.

Adjust the brake cable.

Fit the panelling in the front structure.

Insert the bottom plate.

Connect the battery male connector.

Check that the parking brake is working correctly.

If the service brake is not actuated, the brake lever (1) must rest on the adjustment screw (2). The gap between the brake lever and the adjustment screw is .

The setting of the adjustment screw (2) must not be changed.

The setting may only be changed on the brake cable

RX20-14-20, RX60-16-20 RX20-14-20, RX60-16-20 RX20-14-20 Facelift 2014 RX60-25-35

AE18-05

8

85 ±8

91 to 110

AE18-07

8

130 ±5

148 to 159

AE18-09

8

130 ±5

148 to 159

EC35

5

105 ±8

115 to 133

RX60-40-50

EC50

5

105 ±8

115 to 133

RX70-16-20

AD20E-02

8

100 ±8

109 to 128

RX70-22-35

8.20

4

125 ±8

138 to 157

RX70-40-50

EC50I

5

105 ±8

115 to 133

57338012001 EN - 12/2016

-5

The handbrake lever must have a free travel of at least without the brake lever detaching from the stop screw. There is then no noticeable tension in the cable. See the chapter entitled "Changing the brake cable for the handbrake".

Adjust the handbrake cable to set the speci ed actuating force.

The maximum actuating force is set at approx. /3 to 3/4 of the actuation distance and then decreases again.

2

Attach the spring force meter to the handbrake lever using a cable tie. Lay the cable tie into the groove beneath the movable handle.

Actuate the handbrake lever using the spring force meter.

The direction of movement must be observed in order for the actuating force to be displayed correctly. See the diagrams.

Read off the maximum actuating force while actuating the lever.

To increase the actuating force, adjust the lock nuts in the direction of the brake lever.

To reduce the actuating force, adjust the lock nuts in the opposite direction.

The cable tie prevents the handbrake from engaging during the test.

-6

57338012001 EN - 12/2016

The parking brake switch 1S3 is located on the left-hand side in the front structure, behind the parking brake lever.

The parking brake switch is an NO contact, i.e. when it is not actuated it is open (normally open), whereas when it is actuated it is closed.

The switch is closed when the parking brake is not actuated. The drive unit is activated.

If the parking brake is actuated, the switch is open. The drive unit is switched off.

The parking brake switch is set by loosening the screws and moving the support.

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.

If the truck is parked on a ramp, the parking brake must be securely engaged

The parking brake switch 1S3 is connected directly to the truck control unit (TCU).

2-pin JPTimer 1S3 1S3/1

X47/19

Parking brake switch

1S3/2

X47/27

GND DIGI SW

.

57338012001 EN - 12/2016

-7

The brake sensor 1B2 is tightly screwed to the right side part of the operating unit and connected to the truck control unit (TCU) via the plug (1).

The brake sensor is a potentiometer. A tappet (2) on the brake pedal is used to adjust the potentiometer.

1B2/1

Yellow

X47/20

1B2/2

Red

X47/7

GND Signal

1B2/3

Green

X47/21

+12 V

.

To ensure that the output signal is in the valid value range, adjust the brake sensor when the brake pedal is in the idle position.

RX70 16-20

7311 - 7316

12 V

1.1 V

0.8 to 2.0 V

RX70 40-50

7331 - 7338

12 V

1.4 V

0.8 to 2.0 V

RX70 60-80

7341 - 7344

12 V

1.4 V

0.8 to 2.0 V

.

After performing work on the brake sensor, always perform a calibration.

Connect the notebook to the truck. Start the truck diagnostics:

Jobs Calibration 0.

Sensors

Once calibration is complete, error messages may be displayed.

-8

57338012001 EN - 12/2016

The accelerator comprises the accelerator pedal and a dual-action potentiometer 1B1.

The accelerator pedal is tted 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.

Driving speed is regulated by potentiometer 1B1 when the accelerator pedal is pressed.

Remove the bottom plate.

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

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction.

This affects the following components: Single pedal Dual pedal Hand lever Joystick, ngertip, mini-lever Drive direction turn indicator module Parameterising takes place using the truck diagnostics in the notebook.

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

Connect the notebook to the truck and start the truck diagnostics:

Jobs Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

57338012001 EN - 12/2016

-9

Operating error Timeout during calibration Value of accelerator's inactive position is outside the valid range Voltage increase is not within the valid range

X16/1

Free

X16/2

1B1 - C2/bl

Blue

X47/36

Signal C2

X16/3

1B1 - C1/rt 1B1 - C1/C2/ge

Red

X47/35

Signal C1

X16/4

Yellow

X47/37

GND accelerator

X16/5

Free

X16/6

Free

X16/7

Free 1B1 - C1/C2/gn

Green

X47/34

12 Volt accelerator

Supply voltage

X16/4 - X16/8

11.4 - 12.6

C1 accelerator not actuated

X16/4 - X16/3

5.3 - 6.6

Correction by turning the potentiometer.

C2 accelerator not actuated C1 accelerator fully actuated

X16/4 - X16/2

5.3 - 6.6

Correction by turning the potentiometer.

X16/4 - X16/3

8.0 - 11.4

Correction by turning the support.

C2 accelerator fully actuated

X16/4 - X16/2

1.1 - 3.8

Correction by turning the support.

X16/8 .

-10

57338012001 EN - 12/2016

GND breakdown detection

11.5

VCC breakdown detection

0.5

The measured value for GND breakdown lies within the valid supply voltage range.

This error can therefore be displayed even if there is no GND breakdown.

.

The difference in voltage between the transmitter's inactive position (N) and maximum actuation (max) is designated as the potentiometer voltage increase.

At maximum actuation, the voltage must be at least (up to maximum ) higher than in the neutral position (N).

Voltage increase too small Voltage increase too large Voltage increase signi cantly too large

The maximum speed is not achieved No problem for the evaluation The maximum speed is reached but not exceeded.

The end range of the voltage increase is ignored by the controller (dead travel) Detection of breakdown with corresponding error message

.

57338012001 EN - 12/2016

-11

1 2 3 4 5 6 7 8 9 10 11

Pedal, forwards Pedal, reverse Rod Bush Needle-roller bearing Bearing block Sheet metal Bearing block Socket head screw, 18.5 Nm Coach bolt Bracket, upper

12 13 14 15 16 17 18 19 20 21 22

Compression spring Guide Hexagon nut Bracket, lower Hexagon head screw, 10 Nm, Loctite Protective cap Gear Pinion gear Potentiometer Pan head screw, 2.5 Nm Wiring harness

The accelerator comprises two mechanically connected accelerator pedals that move in opposite directions. When the accelerator pedal is pressed, the double-action potentiometer 1B1 regulates the driving speed.

Follow the instructions speci ed below when assembling the complete unit:

-12

57338012001 EN - 12/2016

Pre-assemble the pedals (1, 2) using bearing needle rollers (5).

Apply lubricant evenly to all bearings of the pedals (1, 2). See "Maintenance".

Feed the pedals through the bottom plate from above Fit all individual parts from below Screw socket head screws (9) in tightly using a Screw on the pan head screws (21) and secure with retaining compound using a Tighten the compression spring (12) to a pre-load measurement of 22 mm Screw on the hexagon head screw (16) and secure with Loctite using a

Lubricate the pedals evenly at the points indicated.

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and direction of travel.

The following components are affected: Single pedal Dual pedal Joystick, ngertip, mini-lever Drive direction turn indicator module Parameterising takes place using the truck diagnostics in the notebook.

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

Connect the notebook to the truck. Start the truck diagnostics:

Jobs Calibration 1.

Accelerator

57338012001 EN - 12/2016

-13

Once calibration is complete, error messages may be displayed.

Operating error Timeout during calibration Value of accelerator's inactive position is outside the valid range Voltage increase is not within the valid range

X16/1

Free

X16/2

1B1/3

1B1 - C2

X47/36

Signal C2

X16/3

1B1/2

1B1 - C1

X47/35

Signal C1

X16/4

1B1/4

1B1 - C1/C2

X47/37

GND accelerator

X47/34

12 V accelerator

X16/5

Free

X16/6

Free

X16/7

Free

X16/8

1B1/1

1B1 - C1/C2

.

Supply voltage

X16/4 - X16/1

11.4 - 12.6

C1 accelerator not actuated

X16/4 - X16/2

5.3 - 6.6

C2 accelerator not actuated

X16/4 - X16/3

5.3 - 6.6

-14

Correction by turning the potentiometer.

Correction by turning the potentiometer.

57338012001 EN - 12/2016

C1 accelerator fully actuated, forwards C2 accelerator fully actuated, forwards C1 accelerator fully actuated, reverse C2 accelerator fully actuated, reverse

X16/4 - X16/2

8.0 - 11.4

Correction by turning the support

X16/4 - X16/3

1.1 - 3.8

Correction by turning the support

X16/4 - X16/2

1.1 - 3.8

Correction by turning the support

X16/4 - X16/3

8.0 - 11.4

Correction by turning the support

GND breakdown detection

11.5

VCC breakdown detection

0.5

The measured value for GND breakdown lies within the valid supply voltage range. An error may be displayed even if there is no GND breakdown.

.

The difference in voltage between the transmitter's inactive position (N) and maximum actuation (max) is referred to as the potentiometer voltage increase.

At maximum actuation, the voltage must be at higher least and up to a maximum of than in the neutral position (N).

Voltage increase too small Voltage increase too large Voltage increase signi cantly too large

The maximum speed is not reached No problem for the evaluation The maximum speed is reached but not exceeded.

The controller ignores the end range of the voltage increase (dead travel) Detection of breakdown with corresponding error message

.

57338012001 EN - 12/2016

-15

The Joystick 4Plus is an operating device that is built into the armrest of the driver's seat. The Joystick 4Plus controls various functions that the driver can activate using his right hand.

As the Joystick 4Plus does not have a turn indicator button, the turn indicator module for the drive direction must always be installed in line with the German road traf c licensing regulations on lighting.

The Joystick 4Plus is available in two variants with and without an emergency off switch.

1 2 3 4

Emergency off switch Housing Joystick Turn indicator module for the drive direction

9

1

8

The shift key can be assigned different functions during the parameterising process

7

For example: the 3rd auxiliary hydraulics or 5th hydraulic function

2

6

3

In the event of repairs, the entire Joystick 4Plus must be replaced. For spare parts, refer to the truck spare parts catalogue.

5 4

1

CAN bus Sensors

CAN open as standard; integrated into the red CAN bus 1 Hall sensor per axle

Software

Device detection "I"

Protection class Temperature range

IP 65

X71/1

12 V or 24 V

X71/2

Truck GND

X71/3

CAN r H

X71/4

CAN r L Emergency off 7S2/1

-16

4 5 6 7 8 9

-30°C - +85°C

.

X71/5

2 3

6210_003-087

Horizontal rocker button for the 3rd hydraulic function Symbols for the basic hydraulic functions Symbols for the 5th hydraulic function and the clamp locking mechanism Symbols for the 3rd and 4th hydraulic functions LED for the clamp locking mechanism Slider for the 4th hydraulic function Drive direction Shift key "F" Signal horn button

57338012001 EN - 12/2016

Emergency off 7S2/2 X71/6 Earth wire at the seat or CPP seat .

The con guration must be parameterised again for all retro t and conversion work related to the accelerator, drive direction lighting and lighting in line with the German road traf c licensing regulations. Parameterising is performed using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip switch and mini-lever Lift lever Turn indicator module for the drive direction A truck restart must always be performed after parameterising.

Calibration is not necessary.

The individual functions are assigned to the axles and buttons at the factory. The allocation in each case can be read from the "Decal information for actuation".

Depending on the operating device, parameterising allows for a number of different axle assignments and variants.

As soon as the axle assignment and consequently the operation have been changed, the "Decal information for actuation" must be modi ed. Current variants of the decal information can be ordered as spare parts.

As soon as the operation has been changed, the "Decal information for actuation" must be modi ed.

57338012001 EN - 12/2016

-17

Lower Lift Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 Tilt backward Tilt forward Tilt forward Tilt backward Lift Lower Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

-18

57338012001 EN - 12/2016

3

4

2 1

5

The second-generation mini-lever replaces the rst-generation mini-lever.

F1

6

The generation 2 mini-lever is an operating device built into the armrest of the driver's seat.

The generation 2 mini-lever controls various operations that can be activated by the driver's right hand.

8

Depending on the hydraulic equipment and customer preference, there are different minilever variants that can be installed in the truck.

The customer can choose from three mini-lever variants: Each variant is available both with and without an emergency off switch Mini-lever, 2 lever Left: central lever for lifting, lowering, tilting Right: cross lever for the auxiliary hydraulic functions Mini-lever, 3 lever

F2

7 7312_003-002

1 2 3 4 5 6 7 8

Central lever for lifting and tilting F1 button F2 button Drive direction preselection and turn indicator Function key for 5th hydraulic function Cross lever, auxiliary hydraulics Emergency off switch Horn button

Left: central lever for lifting, lowering, tilting Right: two single levers for the auxiliary hydraulic functions replace the cross lever Mini-lever, 4 lever Four single levers replace the central lever on the left and the cross lever on the right.

The F keys can be assigned different functions during parameterising Example: additional electrical installation, switching the spotlight Ensure that the operation of additional electrical installations is not activated twice. If the operation of an additional electrical installation has been parameterised to one of the function keys, it must be deactivated in the display-operating unit.

The function key actuates the 5th hydraulic function or the 3rd auxiliary hydraulics

Mini-levers can be repaired by replacing defective components. Only those components that

57338012001 EN - 12/2016

-19

are available in the spare parts catalogue for the truck may be replaced. For a detailed description, see Service Information 512015017.

CAN bus Sensors

CAN open as standard; integrated in the red CAN bus One dual potentiometer per axle

Software

Device detection "I"

Protection class Temperature range

IP 65

X71/1

12 V or 24 V

X71/2

GND

X71/3

CAN r H

X71/4

CAN r L Emergency off 7S2/1

-30°C to +85°C

.

X71/5

Emergency off 7S2/2 X71/6 Earth wire on the driver's seat or CPP driver's seat .

The con guration must be parameterised again for all retro t and conversion work related to the accelerator, drive direction and lighting in line with the German road traf c licensing regulations.

Parameterisation is performed using the truck diagnostics in the notebook.

The following components are affected: Single pedal Dual pedal Joystick, ngertip, mini-lever Hand lever Drive direction turn indicator module A truck restart must always be carried out after parameterising.

Calibration is not required after replacing a complete component.

The mini-lever must be re-calibrated following any repairs.

-20

57338012001 EN - 12/2016

Connect the notebook to the truck. Start the "servo hydraulics" diagnostics:

Action B - mini-lever, gen. calibration

2

Execute .

The individual functions are assigned to the axles and buttons at the factory. The allocation in each case can be read from the "Decal information for actuation".

Depending on the operating device, parameterising allows for a number of different axle assignments and variants.

As soon as the axle assignment and consequently the operation have been changed, the "Decal information for actuation" must be modi ed. Current variants of the decal information can be ordered as spare parts.

As soon as the operation has been changed, the "Decal information for actuation" must be modi ed.

Lift Lower Tilt backward Tilt forward Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

57338012001 EN - 12/2016

-21

Lift Lower Tilt backward Tilt forward Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

Lift Lower Tilt backward Tilt forward Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

-22

57338012001 EN - 12/2016

The joystick is a control device built into the armrest of the driver's seat.

The joystick controls various operations that can be activated by the driver's right hand.

Rocker (1) Horn button (2) Drive direction switch (3, 6) Precision control (zoom) (4) Function key (5) Forwards/backwards Left/right The joystick also contains the following electrical components: Integrated logic controller CAN bus controller Emergency stop switch 7S2

1 2 3 4 5 6 7 8

Rocker Horn button Forwards drive direction switch Precision control (zoom) Function key Backwards drive direction switch Joystick Emergency stop switch 7S2

In the event of repairs, the entire joystick must be changed. Individual parts are not available.

CANopen as standard Integrated into the red peripheral CAN bus Software: truck recognition "I" Protection class: IP 55 Temperature range: -30°C - +85°C

X71/1

12 V

X70/3

X71/2

Truck GND

X70/4

X71/3

CAN r H

X70/1

X71/4

X70/2 CAN r L Emergency X71/5 X71/3 stop 7S2/1 Emergency X71/6 X71/4 stop 7S2/2 Earth wire to seat CPP mounting .

57338012001 EN - 12/2016

-23

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, drive direction and hydraulic controls.

This affects the following components: Single pedal Dual pedal Joystick, ngertip, mini-lever Lift lever Drive direction turn indicator module Parameterising takes place using the truck diagnostics in the notebook.

The joystick can be calibrated if necessary.

Connect the notebook to the truck and start the servo hydraulics diagnostics:

Jobs Joystick calibration Execute .

The individual functions are assigned to the axles and buttons at the factory. The allocation in each case can be read from the "Decal information for actuation".

Parameterising allows for a number of different axle assignments and variants. When performing parameterisation, it is important to note that the variants depend on whether the "joystick" or "mini-lever" operating devices are tted.

As soon as the axle assignment and consequently the means of operation have been changed, the "Decal information for actuation" must be adjusted. Current variants of the decal information can be ordered as spare parts.

As soon as the means of operation has been changed, the "Decal information for actuation" must be adjusted.

-24

57338012001 EN - 12/2016

Auxiliary 1

Lifting

Auxiliary 1

Lowering

Lowering

Tilt forwards

Lifting Tilt backwards

Tilt backwards Auxiliary 1

Tilt forwards

Auxiliary 1

.

The tip switch is a control built into the armrest of the driver's seat.

The tip switch controls various operations that can be activated by the driver's right hand.

Lift-lower operating lever (2) Tilt operating lever (3) Operating lever for auxiliary hydraulics 1 or 3rd hydraulic function (9) Operating lever for auxiliary hydraulics 2 or 4th hydraulic function (10) Button for auxiliary hydraulics 3 or 5th hydraulic function (6) Signal horn button (8) Travel direction switch (1) Turn indicator buttons (5) Function keys F1 and F2 (4) Emergency stop switch (7)

1 2 3 4 5 6 7 8 9 10

Travel direction switch Lift-lower operating lever Tilt operating lever Function keys Turn indicator buttons Auxiliary hydraulics 3 button Emergency stop switch Signal horn button Auxiliary hydraulics 1 operating lever Auxiliary hydraulics 2 operating lever

Like the directional control valve block, the tip switch is provided with three or four operating levers according to the hydraulic equipment of the truck.

The assignment of the input channels and axles for hydraulic operation is con gured using the truck diagnostics in the notebook.

The function keys can be assigned additional electrical functions during the con guration.

Example: Switch searchlight on/off using function key F1.

57338012001 EN - 12/2016

-25

Please remember that the additional electrical functions must not be activated twice. If an additional electrical function has been con gured on one of the function keys in the tip switch, it must be deactivated in the display and operating unit.

In the event of repairs, the entire tip switch console must be changed. Individual parts are not available.

The tip switch console is provided with three or four operating levers according to the hydraulic equipment of the truck.

CAN open as standard Integrated into the red peripheral CAN bus Software: truck recognition "I" Protection class: IP 55 Temperature range: -30°C - +85°C

X71/1

12 V

X70/3

X71/2

Truck GND

X70/4

X71/3

CAN r H

X70/1

X71/4

X70/2 CAN r L Emergency X71/5 X71/3 stop 7S2/1 Emergency X71/6 X71/4 stop 7S2/2 Earthing cable to seat CPP fastening .

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, direction of travel and hydraulic controls.

This affects the following components: Single pedal Double pedal Joystick, tip switch, mini-lever Lift lever Direction of travel asher module Parameterisation takes place using the truck diagnostics in the notebook.

-26

57338012001 EN - 12/2016

Calibration is not necessary.

The individual functions are assigned to the axles and buttons at the factory. The allocation in each case can be read from the "Decal information for actuation".

Depending on the operating device, parameterising allows for a number of different axle assignments and variants.

As soon as the axle assignment and consequently the operation have been changed, the "Decal information for actuation" must be modi ed. Current variants of the decal information can be ordered as spare parts.

As soon as the operation has been changed, the "Decal information for actuation" must be modi ed.

Lift Lower Tilt backward Tilt forward Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

57338012001 EN - 12/2016

-27

-28

57338012001 EN - 12/2016

a

The turn indicator module for the drive direction (FABLI) is installed on all trucks with the "lighting and hand lever" equipment variant and on customer request. The turn indicators are activated and the drive direction is changed via the turn indicator module.

The FABLI consists of two parts. On the left is the operating unit (1) with the turn indicator switch (2) and drive direction switch (3), on the right is the ange housing (4).

The FABLI is screwed onto the steering column below the steering wheel.

CAN bus Software Protection class Temperature range

CAN open as standard; integrated into the red CAN bus Device ID "K" 1 2 3 4 5

.

X45/1

CAN r H

X45/2

CAN r L

X45/3

12 V or 24 V

X45/4

Truck GND

Operating unit Turn indicator switch Drive direction switch Flange housing Openings to unlock the upper shell

.

57338012001 EN - 12/2016

-1

Remove the upper shell from the ange housing. To do this, unlock the three latches (5) from below using a screwdriver.

Screw the operating element and ange housing onto the steering column below the steering wheel using four socket head screws.

Place the upper shell on the ange housing and snap it into place.

Connect plug X45.

The con guration must be re-parameterised for all retro tting and conversions related to the FABLI. Parameterisation is performed using the truck diagnostics in the notebook.

Where necessary, load the current software ash package and start the calibration process; refer to the chapter entitled "Software compatibility".

A truck restart must always be performed after parameterising.

The direction of travel asher module (1) comprises housing and a console. The housing is located below the steering wheel, screwed to the steering column.

The console integrates the direction switch (2) and asher lever (3) controls and is screwed to the housing.

The switches three functions; the direction of actuation is indicated by the adjacent symbol: forwards

1 2 3

Neutral Backwards

Direction indicator module Travel direction switch Direction indicator switch

The switches two functions; the direction of actuation is indicated by the adjacent symbol: right anticlockwise

-2

57338012001 EN - 12/2016

For retro tting, it may be necessary to change the truck central control MCU/TCU; see Electrical Connections

The direction of travel asher module is connected to the truck central control MCU/TCU via the 4-pin CAN bus plug X45.

Since June 2007, the plug X45 has no longer formed part of standard equipment for the truck central control MCU/TCU. X45/1 CAN r H X45/2 CAN r L X45/3 - CAN supply X45/4 GND F

Park the vehicle safely.

Disconnect the battery plug with electric forklift trucks Remove the steering wheel Remove the console from the housing Unscrew the size 8 TORQUE screw (3) Unscrew the two cross-recessed screws (1) and (2)

Disconnect plug X45 Remove the console from the steering column

Connect plug X45 Connect the console to the housing Tightly screw in the two cross-recessed screws (1) and (2) Tightly screw in the size 8 TORQUE screw (3) Attach the steering wheel Connect the battery plug in electric fork lift trucks.

Perform an operational test.

57338012001 EN - 12/2016

-3

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, direction of travel and hydraulic controls.

This affects the following components: Single pedal Double pedal Joystick, tip switch, mini-lever Lift lever Direction indicator module Parameterisation takes place using the truck diagnostics in the notebook.

-4

57338012001 EN - 12/2016

1

"Windscreen wiper/washer" button

Number 1 in programming mode

2

"Rear window wiper/washer" button

Number 2 in programming mode

3

"Searchlight" button

Number 3 in programming mode

4

"Blue-Q ef ciency mode" button

Number 4 in programming mode

5

"Dipped beam / high beam" button

Number 5 in programming mode

6

11

"Drive program change from 1-5" button Number 6 in programming mode Button for "menu change" and changing the Number 7 in programming mode soft key columns Soft key, here with "searchlight / rear" variant Number 8 in programming mode Soft key, here with "heating system / rear Number 9 in programming mode window" variant Soft key, here with "mast vertical position" Number 0 in programming mode variant "Hazard warning system" button

12

LED display for button active/inactive

13

Pictogram for soft key (8), soft key column 1

14

Pictogram for soft key (9), soft key column 1

15

Pictogram status "Blue-Q active"

16

"Battery indicator / tank display" pictogram

17

"Drive program" pictogram

18

Left turn indicator display

19

Drive direction forwards display

20

Right turn indicator display

21

Drive direction backwards display

22

"Time" pictogram

23

"Operating hours" pictogram

24

Display for active soft key column; in this case, column 2 is active

7 8 9 0

57338012001 EN - 12/2016

-5

25 26

Pictogram for soft key (0), soft key column 2; in this case, for the "rotating beacon" variant Pictogram for soft key (0), soft key column 1; in this case, for the "vertical mast position" variant

.

The display operating unit (ABE) is used to switch electrical accessories on and off via buttons.

The integrated display shows information about driving.

The display operating unit is located in the front structure, to the right of the steering wheel.

The display operating unit is installed in a number of trucks. For this reason, the detailed description is contained in a separate workshop manual. See also the workshop manual "Display elements display".

X49/1

12 V

X49/2

Truck GND

X49/3

CAN r H

X49/4

CAN r L 12 V Hazard warning system

X49/5 X49/6 .

Park the truck safely. battery male connector.

-6

Disconnect the

57338012001 EN - 12/2016

Undo the ABE at the lower edge and take it out of the assembly opening on the panelling.

Risk of injury!

Gloves must be worn to protect hands.

The plastic surface is fragile!

The ABE must not be levered out of the assembly opening with tools.

Disconnect plug X49 and remove the ABE.

Connect the plug X49.

Attach the guide plates (1) of the ABE to the lower edge of the assembly opening.

Insert the ABE at the lower edge into the assembly opening until the springs (2) engage.

In order to prevent a parameter loss, this parameter set is available as a copy in the ABE. When the ABE is changed, the parameter set must be copied from the remaining component.

There are two ways of copying: Automatic transfer Manual transfer Also see the chapter entitled "Parameter management".

The automatic transfer is indicated in the display by the PLEASE WAIT message with progress bar. This process can take several minutes and ends with a reset.

The manual transfer begins with the question in the display A–EEPROM VALID?. This means: "Are the parameters of the TCU (device A) supposed to be used?"

Load software ash package; see chapter entitled "Software compatibility" Start calibration.

Delete the error memory.

Function check.

57338012001 EN - 12/2016

-7

-8

57338012001 EN - 12/2016

a

Control electronics

Digital truck control unit TCU

Traction controller Traction motor revolution control

Revolution-controlled 4-quadrant three-phase AC converter Truck control unit TCU

Accelerator

Dual-action potentiometer, 4 k each

Brake sensor for electric braking

Potentiometer, 4 k

Internal combustion engine revolution control

Diesel: Deutz engine control unit LPG: IMPCO engine control unit Diesel: 12 Volt / 135 Ah

Starter battery

LPG: 12 Volt / 88 Ah Supply voltage for additional electrical installa- +12 V tions Can-Open log CAN bus system 12 V in accordance with EN 1175 part 1 and 3

See the chapter entitled "Insulation measurement"

Electrical system

IP 23, incl. cover IP 54

Electrical equipment

IP 23

See the chapter entitled "Relays" See the chapter entitled "Fuses" .

57338012001 EN - 12/2016

-1

The diagram shows the location of the electrical components in the truck. The number of electrical components varies according to the truck equipment.

1 2 3

Converter 1U06 ECU engine control unit A43

3

Fuse box A21 Diagnostic connector X22 (Deutz)

4

Starter battery G1

5 6

TCU truck control unit A44 Generation 2 display operating unit

7

Joystick, mini-lever

8

Diagnostic connector X50

9

Signal horn 4H1

10

Brake resistor 1R12

11

Option Board A22

12 13

Drive direction turn indicator module, FABLI CAN-Power-Port Lighting, CPP2b

14

CAN-Power-Port Roof, CPP1

15

CAN-Power-Port Seat, CPP3 Signal transmitter 4H2

16

GPRS radio module, FleetManager 4x

17

Reading device FMID+, FleetManager 4x Acceleration sensor CS, FleetManager 4x

.

-2

57338012001 EN - 12/2016

MCU

Truck control unit A44

Electric forklift trucks

TCU

Truck control unit A44

B

PU2

Pump converter 2U04

D

FU1

Traction inverter 1U06

E

FU2

Traction inverter 1U07

PU1

Pump converter 2U03

IC truck Electric truck: second left-hand pump motor (HM2, PM2) Electric truck: right-hand traction motor (FM1) IC truck: traction motor (1M1, 1M01) Electric truck: second left-hand traction motor (FM2) IC truck: second left-hand traction motor (1M1, 1M02) Electric truck: right-hand pump motor (HM1, PM1) Equipment variant hybrid II

A

F

FU1-GR SVAC converter, generator processor

FIT

Card reader Hydraulic control unit Valve processor Joystick, ngertip and mini-lever

FleetManager special equipment Part of the MCU or TCU Servo hydraulics Equipment variant for servo hydraulics

J

ABE

Display operating unit

K

FABLI

Travel direction indicator module

E truck and IC truck Equipment variant

CPP1

Roof CAN-Power-Port

Equipment variant

G

FMID

H

VR

I

L

CPP2

M

Front CAN-Power-Port CPP2B Lighting CAN-Power-Port

Equipment variant

N

CPP3

Seat CAN-Power-Port

Equipment variant

O

CPP4

Rear CAN-Power-Port

P

CIO

Battery carrier

R

CS

Acceleration sensor Battery controller

Equipment variant Equipment variant for electric forklift trucks up to 3.5 t Equipment variant for FleetManager

S T U V

Lithium-ion battery SU

Control unit A43 (Supply Unit)

SDC1

DC/DC converter

E truck (48 V/80 V) Equipment variant for hybrid trucks

DFÜ CPP5

Remote data transfer

Equipment variant for FleetManager Equipment variant for particle lter Equipment variant Equipment variant for RFID equipment

X

ELF

Soot CAN-Power-Port Control unit for the electric parking brake

Y

RFID

RFID control unit

c

SHS1 Energy accumulator 1 SHS2 Energy accumulator 2

d

Equipment variant for electric forklift trucks

Equipment variant for Hybrid trucks Equipment variant for Hybrid trucks

.

57338012001 EN - 12/2016

-3

Replacement control units can contain software versions that do not match the versions in the control units that are still in the truck. This will cause an invalid combination of software that can lead to errors in the truck.

An approved software ash package must be loaded whenever any of the control units in the truck are replaced. A software ash package contains compatibility-checked software versions for all control units. Loading a software ash package eliminates any invalid software combinations.

Please see the "STILL Flasher" and "Truck software overview" workshop manuals for more information on "software ash packages" and "loading ash packages".

Once a software ash package has been loaded, all transmitters and sensors, as well as the joystick (variant), must be recalibrated.

Connect the notebook to the truck. Start the truck diagnostics:

Jobs Calibration 0. Sensors 1. Accelerator For hand lever only

2.-5. Hydraulic sensor Variant

6.

Mast vertical

Connect the notebook to the truck. Start the servo hydraulics diagnostics:

Jobs Joystick calibration Execute .

-4

57338012001 EN - 12/2016

A deactivated PAN process can lead to unde ned faults in the truck.

The PAN process must always be activated.

In the truck, the PAN process ensures that the truck control unit (MCU / TCU) always operates all available controllers in the truck according to the current parameters.

Each time the truck is started, the PAN process ensures that the checksums of the individual controllers are compared with the checksums saved in the truck control unit (MCU / TCU).

In the event of parameter changes, software changes or changes of individual controllers, the PAN process ensures that the relevant controllers and the truck control unit (MCU / TCU) process the changes correctly.

It is essential that the PAN process always remains activated, otherwise the necessary checksum comparisons and adjustments cannot be carried out.

Error pro le generated when a PAN process is not being performed correctly: After switching on, the display of the display operating unit remains frozen on the welcome screen.

Please wait appears in the display during operation

The current status of the PAN process can be checked via the truck diagnostics.

F4: Monitoring Status Status PAN .

57338012001 EN - 12/2016

-5

The truck parameter set is stored in the truck control unit (TCU). In order to prevent a parameter loss, this parameter set is available as a copy in the display operating unit (ABE). When one of the two components is changed, the parameter set must be copied from the remaining component.

Parameter loss If the ABE and TCU are changed at the same time, the truck parameters will be lost. In this case, a truck parameter set must be loaded via the notebook.

TCU ABE

Truck control unit Display and operating unit

All other CAN bus participants can be changed without copying parameters.

There are two ways of carrying out the copying procedure: Automatic transfer Automatic transfer starts for components that do not have a functioning parameter set. This generally applies to brand-new components and spare parts.

Manual transfer Manual transfer starts for components that have a functioning parameter set. This is an indication that the component has already previously been installed in a truck.

The automatic transfer is indicated in the display by the PLEASE WAIT message with progress bar. This process can take several minutes and ends with a reset.

The manual transfer begins with the question in the display A–EEPROM VALID?. This means: "Should the parameters of the TCU (device A) be used?".

Should the parameters of the TCU (device A) be used?

Use TCU parameters Press

to con rm

Copy the parameters from the TCU to the ABE Use ABE parameters Say no by pressing the

button

Copy the parameters from the ABE to the TCU

-6

57338012001 EN - 12/2016

Con rm your answer to the security question ARE YOU SURE? again. In case of any doubt, the operation can still be interrupted.

The error ring buffer displays errors in the same temporal sequence in which they occurred. The precise temporal statement of the error helps with troubleshooting the truck. This is under the condition, however, that the time and date in the display operating unit is correctly set.

The following data is stored per error: A-errors of the truck control unit (A44, MCU/TCU) Date Time Designation of the error Operating hours of the truck control unit (A44, MCU/TCU) Operating hours of the truck The error ring buffer is read out via the truck diagnostics in the notebook. To do this, start the diagnostics and carry out the action "Read out error ring buffer". A maximum of 256 errors are stored in the ring. These are automatically overwritten after 256 entries.

The error ring buffer is not present until certain software versions. For details see the document "Truck software overview"

57338012001 EN - 12/2016

-7

Vmax

22

Maximum calculated driving speed

20

Maximum driving speed in the drive programs

Vmin

10

Maximum limit on driving speed due to overtemperature

amax

160

Standard acceleration in drive program 5

amin

40

Maximum limit on acceleration due to overtemperature

Imax

100

Standard traction motor current

Imin

30

Maximum limit on traction motor current via the converter

T1

127

T2

132

T3

142

T4

152

T5

153

The TRACTION MOTOR OVERHEATING error is reset as soon as this temperature is reached and the temperature falls below this value.

The calculated limitation of the speed and acceleration starts as soon as this temperature is reached. This has no effect on the truck.

Start of actual limitation of speed and acceleration.

The TRACTION MOTOR OVERHEATING error is activated.

The error message repeatedly re-appears in the display.

End of the linear limitation of speed and acceleration Start of the linear regulation of traction motor current via the converter End of the linear regulation of the traction motor current via the converter

The electric drive is protected against overtemperature by a two-stage temperature monitoring system "thermal protection of the drives".

The converter analyses the signals from the traction motor temperature sensor and transmits the temperature values to the truck control unit (TCU). The temperature values are processed in the TCU in accordance with the TSA characteristic curve.

During the rst stage, an error is generated at temperature (T3) and limitation of the speed

-8

57338012001 EN - 12/2016

and acceleration begins. The electric braking characteristics remain unchanged.

By means of linear limitation, the drive is usually able to regain its natural temperature. If the traction motor temperature drops to value (T1), the error is reset.

If it is not possible to re-establish the natural temperature, stage 2 is triggered.

During the second stage, the motor current is reduced at temperature (T4). This is accomplished by limiting the setpoint values that the TCU sends to the converter. The electric braking characteristics remain unchanged.

From temperature (T5), the motor current is reduced to such an extent that only heavily restricted driving is possible.

Depending on the load on the truck, the reduction in motor current may bring the truck to a standstill.

22

Maximum calculated driving speed

16

Maximum driving speed in the drive programs

Vmin

10

Maximum limit on driving speed due to overtemperature

amax

160

Maximum possible acceleration in drive program 5

amin

40

Maximum limit on acceleration due to overtemperature

Imax

100

Maximum possible traction motor current

Vmax

57338012001 EN - 12/2016

-9

Imin

30

Maximum limit on traction motor current via the converter

T1

70

T2

75

T4

80

The CONVERTER OVERTEMPERATURE error is reset as soon as this temperature is reached and the temperature falls below this value.

The CONVERTER OVERTEMPERATURE error is activated.

The error message repeatedly reappears in the display.

Start of the linear regulation of the traction motor current via the converter

T5

83

End of the linear regulation of the traction motor current via the converter

The speci ed temperature values are examples.

They can differ depending on the truck type.

The converter monitors its own temperature balance by means of an internal temperature sensor. If the temperature exceeds a critical value, the traction motor current is reduced linearly and an error is generated. If the temperature balance is re-established, the error is cleared and the reduction cancelled.

Mode 0: speed-controlled with optimised driving behaviour

Series

Mode 3: speed-controlled, zero brake operation 1

Variant

Mode 4: speed-controlled, zero brake operation 2

Variant

Stopping on a slope

Series

R70 driving behaviour: acceleration behaviour

Variant

R70 driving behaviour: braking characteristics when reversing

Variant

The drive modes listed here can be activated and deactivated via the ABE. The available options are dependent on the truck type and truck software. Parameterisation via the diagnostics in the notebook is only available for driving behaviour.

The drive modes and driving behaviour differ due to different start-up behaviour and braking characteristics. Acceleration, deceleration and reversing are limited by the settings of the relevant drive program, regardless of the mode.

-10

The driving behaviour can be changed to match the different drive modes. Not all variants can be recommended. The important variants are listed here: Is important in all drive modes.

Is only important in drive mode 0 "speedcontrolled".

57338012001 EN - 12/2016

The drive mode "speed-controlled with optimised performance" is switched on as standard. The mode applies to that particular traction program and cannot be changed by the driver. It is possible to switch to other driving modes using the ABE. Effects: The further the accelerator pedal is depressed, the greater the acceleration, until the respective drive program setting is reached When the accelerator pedal is released, the truck brakes immediately depending on the respective drive program setting With single-pedal control, the braking effect increases the further the accelerator pedal is depressed when reversing (change of driving direction) With dual-pedal control, the braking effect increases the further the pedal for the opposite drive direction is depressed If the truck is positioned on a slope without a driver, it will slowly roll downhill at a regulated speed of 1 cm/sec. Safe parking can only be ensured with the parking brake engaged If the truck is positioned on a slope with a driver, the truck behaves in accordance with the "Stopping on a slope" driving behaviour If the truck is under load on level ground, it is subject to drag

This drive mode has been developed specially for trailer operation. The mode applies to that particular traction program and cannot be changed by the driver. It is possible to switch to other driving modes using the ABE. Effects: When the accelerator pedal is depressed, the forklift truck rolls to a stop.

If the selected drive direction is the same as the direction of movement of the truck.

If the selected drive direction is the same as the direction of movement of the truck or if the drive direction is neutral.

The "optimised driving behaviour" is coupled with the "Speed-controlled" driving mode 1 as standard.

The driving behaviour is dependent on the settings in the selected drive program. In addition, the dynamics of the acceleration behaviour and reversing behaviour are also dependent on the accelerator position.

To restore the familiar "R70 driving behaviour", the dynamics of the acceleration behaviour and the dynamics of the reversing behaviour can be switched off. In this case, the accelerator position has no in uence on the driving behaviour.

Acceleration without in uence of the accelerator: Restoration of familiar "R70 driving behaviour".

As soon as the accelerator pedal is actuated, the acceleration in accordance with the drive program setting is reached immediately The accelerator pedal position has no in uence on the dynamics.

The values are applied as per the drive program setting, irrespective of the accelerator position The driving behaviour tends to be more aggressive and not as smooth

Comment on optimized reversing behaviour With dual-pedal control, even a slight press on the accelerator pedal for the contrary direction is registered as pedal operation In the event of a slight actuation of the accelerator pedal, reversing with minimum deceleration is set Inexperienced drivers may nd that their forklift truck starts to coast.

It is helpful in this situation to switch to the R70 driving behaviour.

Reversing without the accelerator in uencing the dynamics: Restoration of familiar "R70 driving behaviour".

With single-pedal control, actuating the accelerator pedal during reversing (change of driving direction) is immediately recognised as a deceleration of the reversing movement.

57338012001 EN - 12/2016

-11

With dual-pedal control, actuating the accelerator pedal for the contrary direction is immediately recognised as a deceleration of the reversing movement.

The value for the deceleration of the reversing movement is applied in accordance with the

drive program setting, irrespective of the accelerator position The amount of deceleration can be increased if the amount by which the reversing movement is to be decelerated is greater than the deceleration value in the drive program.

The "Stopping on a slope" driving behaviour is switched on as standard. The driving behaviour is set once and applies to all drive programs.

Effects that occur only when the driver is sitting and the seat contact switch is actuated: Function switched on The driver is sitting on the seat, the truck is positioned on the slope and does not roll downhill.

Function switched off The driver is sitting on the seat, the truck is positioned on the slope and rolls slowly downhill at a regulated speed of 1 cm/sec.

The truck remains in position on the slope if the drive direction is neutral and the driver gently actuates the accelerator.

Blue-Q = IQ will stand for a STILL master concept of intelligent economic ef ciency and environmental responsibility in the future.

Blue-Q stands for a clean environment, IQ stands for intelligence. The intelligent drive mode for economic ef ciency and environmental responsibility Blue-Q can be activated at the touch of a button and controls the drive unit and the activation of additional consumers.

By using intelligent characteristic curve optimisation of the drive, energy is saved whenever a reduction does not noticeably impair the dynamics of the work process.

-12

57338012001 EN - 12/2016

Blue-Q maintains the truck dynamics when accelerating up to a speed of 7 km/h. Above this speed there is low acceleration, which results in energy savings. In this way, Blue-Q reduces energy consumption for stretches between 3 m and 40 m by up to 20%. Because Blue-Q does not affect the lifting capacity, a 10% saving based on a working cycle (with lifting) is achievable. On longer routes, you can also reach the maximum speed with Blue-Q.

Blue-Q mode regulates intelligent switching on/off of electrical consumers.

Depending on the equipment, the lighting, working spotlights, windscreen wipers, seat heaters and cab heating will automatically switch off after the driver's seat has been vacated.

When travelling in reverse for more than 3 km/h, the front working spotlight and windscreen wipers are switched off automatically.

Working spotlights

X

X

Lighting

X

X

Windscreen wipers Seat heater and cab heating

X

X

X X

X

Individual parameterising settings can be made using the truck diagnostics in the notebook to determine which of the electrical consumers are to be switched off.

A 00 160

00

A 00 160

3A

A 00 160

35

A 00 160

3F

Blue-Q not activated Mode FIX Blue-Q is always ON once the truck is started Mode STANDARD Blue-Q can be switched ON/OFF using the button Mode FIX-FLEX Blue-Q is active once the truck is started and can then be switched ON/OFF using the button. This mode is a combination of FIX and STANDARD

.

57338012001 EN - 12/2016

-13

Always observe the safety information; see the chapter entitled "Safety information".

Before working on high-voltage components (converter or hybrid components), rst check the charging state of the intermediate circuit voltage.

Connect the notebook to the truck and start the RX70 diagnostics.

F4 monitor Drives Converter In the Intermediate circuit voltage eld, the continuous discharge is displayed.

This process can take 20 minutes.

The intermediate circuit is fully discharged when a value of 0 Volt is shown in the Intermediate circuit voltage eld.

Disconnect the starter battery.

Only then can you start to remove the highvoltage components.

The correct work sequence must be followed when removing the components; please refer to the relevant chapter.

-14

57338012001 EN - 12/2016

The following components are checked during insulation measurement: Generator Traction motor Brake resistor An insulation measurement at the converter is not possible.

Always observe the safety information, see chapter "Safety information".

Before working on the converters, rst check the charging state of the intermediate circuit voltage.

If the intermediate circuit voltage is not discharged to 0 Volt, take particular care when working on the converter.

Follow the correct sequence for removing the converter.

Test voltage

500 Volt

Insulation resistance

>2M

.

57338012001 EN - 12/2016

-15

Disconnect plug X175 from the converter.

Disconnect plug X28x from the converter Disconnect and short-circuit temperature sensor X11/X12 Connect the negative cable of the gauge to the traction motor housing.

At plug X175, measure the insulation resistance at one of the phases.

It is suf cient to measure just one phase because the phases are interconnected via the star/delta connection. The winding resistances are so low that they do not affect the measurement.

X175/1

U

X175/2 X175/3

W Screening

X175/4

F

.

Disconnect plug X173 from the converter.

Disconnect plug X28x from the converter Connect the negative cable of the gauge to the traction motor housing.

-16

57338012001 EN - 12/2016

At plug X173, measure the insulation resistance at one of the phases.

It is suf cient to measure just one phase because the phases are interconnected via the star/delta connection. The winding resistances are so low that they do not affect the measurement.

X173/1

U

X173/2 X173/3

W Screening

X173/4

F

.

Disconnect plug X174 from the converter.

Disconnect plug X28x from the converter Connect the negative cable to an area of clean metal on the truck chassis.

57338012001 EN - 12/2016

-17

At plug X174, measure the insulation resistance at one of the phases.

X174/1

R1

X174/2 X174/3

R2 Screening

X174/4

Free

.

-18

57338012001 EN - 12/2016

A CAN bus (Controller Area Network) is a "linear network" that comprises multiple participants based on microcontrollers. Due to the signal level technology used and the special structure of the data telegram, the CAN bus system is extremely resistant to interference at high transfer speeds.

Depending on the truck, there are several disconnected CAN bus systems that are used to transfer data between the controllers.

In CAN bus systems, re ections at the ends of the wires can cause errors in the signal transmission.

Resistors are placed in the wires to dampen these re ections. This is called "termination".

Depending on the truck and the installed CAN bus participants, these resistors are used in different ways.

Terminating resistors of approx. 120 de ne the start point and end point of the CAN bus. In between the start and end points are additional, high-ohmic CAN bus participants, usually decoupled with a resistor of approx.

40 k .

Terminating resistors can be tested when the truck is switched off.

In newer truck generations, resistors of varying size are placed in one of the CAN bus participants (such as the truck control unit) via software. These resistors terminate the CAN bus as required.

It is not possible to test these resistors, as they are deactivated via the software when the truck is switched off.

The signals used are "difference signals". The difference is measured between the "CAN_L" and "CAN_H" signals.

If both signals are at an idle level of 2.5 V, there is no "difference signal". A '"0 information"' is transmitted.

If the "CAN_H" signal is increased to 3.5 V and the "CAN_L" signal is simultaneously dropped to 1.5 V, a "difference signal " of 2 V is produced. A '"1 information"' is transmitted.

57338012001 EN - 12/2016

-19

With a data transfer rate of 250 kBit/s, this 0/1 transmission occurs 250,000 times per second.

In terms of measuring technology, this means that averages are adjusted during operation.

A value slightly over 2.5 V is measured for the "CAN_H" signal and a value slightly under 2.5 V is measured for the "CAN_L" signal.

ABE

Display and operating unit

Red Red Blue

TCU 2 Truck control unit

Green FIT

Joystick, mini-lever

Red

ECU Deutz engine control unit

Green

Deutz diagnostic connector

1U06 Right traction motor converter

-20

Resistances are terminated. No measurement 2.4 k (60 /120 ) possible.

2.4 k (60 )

Red

X50 Truck diagnostic connector Variant, additional electrical installaCPP tion Variant, drive direction indicator FABLI module FMID Variant, FleetManager CS Variant, acceleration sensor ELF Variant, electric parking brake X22

120 120

Red Red Red Red Red Deutz Blue

120 in wiring harness

57338012001 EN - 12/2016

X22/G - X22/H

There are three independent CAN bus systems in this truck. These are used to transfer data between the controllers: Truck CAN bus (red) Converter CAN bus (blue) Engine CAN bus (green) The TCU is the "master" and is connected to all CAN bus systems.

1

CAN H (red)

2

CAN L (red)

3

12 V terminal 15

4 5

GND Not assigned

6

Not assigned

7

Not assigned

A

12 V terminal 15

B C

GND Not assigned

D

Not assigned

E

Not assigned

F

Engine CAN L (green)

G H

Deutz CAN L

.

J

Deutz CAN H Not assigned

K

Not assigned

L

Not assigned

M

Engine CAN H (green)

.

Voltage measurement CAN_H to GND

2.5 V 3.5 V

CAN_L to GND

1.5 V 2.5 V

.

57338012001 EN - 12/2016

-21

Power cables are electrical wires in accordance with VDE 0295 classes 5 and 6 with a wire cross-section of 10 mm2.

In our trucks, the following components have power cables: Power contactor (1) Conductor rails and bolts in the fuse box (PDU) Converter (2) Electric motor (3) Starter battery (4) Traction battery (5) Battery male connector (6)

The images are to be understood as examples; they may not apply to all trucks.

-22

57338012001 EN - 12/2016

Solderless terminals and crimp connectors are used as contact elements for power cables.

The following contact elements are used: DIN 46234 crimp-type cable lugs (1) DIN 46235 compression and tubular cable lugs (2) Manufacturer-speci c battery male connector contacts (3)

Check all cable connections on the power cables for damage. Check that the connections are securely attached, check the condition and check for corrosion Check the condition of conductor rails and bolts and check for corrosion Remove oxidation residue Replace brittle and defective cables Check the tightening torques

Due to the wide range of cable shoes available from different manufacturers, we distinguish between the following types: DIN 46234 cable shoe DIN 46235 cable shoe Cable lug optimized for ne-stranded cables, similar to DIN 46235

The main difference between the cable shoes is in the interior diameter of the press sleeve.

57338012001 EN - 12/2016

-23

Measure the push-on length sleeve.

of the press

Add 10% to the push-on length as a tolerance.

Strip the cable along dimension L.

Damage to the separate wires causes a reduction in the cross-section. This leads to incorrect crimping, poorer transition resistance and increased heating.

Use a suitable tool.

Push the contact element onto the stripped end of the cable and crimp centrally using the appropriate crimping die.

Perform the crimping process until it is clearly noticeable that the pressure relief valve has been triggered.

Open the crimping pliers using the release lever.

Only crimp each contact once!

-24

57338012001 EN - 12/2016

The design of fuse box A21 remains the same in series RX70; however the installation location differs according to the truck type. For its installation location in the truck, see the chapter entitled "Overview of electrical components".

The fuse box is used as a distributor plate for supplying and protecting the additional electrical equipment. It also contains the following components: Electrical connections Control fuses Optional fuses Relays

Supply voltage 12 V X167

Positive battery terminal 12 V

X168

Starter, contact 50

X160

Particle lter

X162 X164

CPP Emergency stop, servo hydraulics

X165

Control cables, engine control unit

X166

TCU control cables

X170 X171

+ 12 V after switch lock LPG coolant pump

X172

+ 12 V upstream of switch lock

.

57338012001 EN - 12/2016

-25

1F08

10 A

12-volt battery (constant positive terminal)

1F09

10 A

Switch lock, terminal 30 Return- ow pump Exhaust gas butter y valve, DEF quality, level and temperature

1F10

10 A 10 A

Reserve RX70 40-50 (LPG) RX70 60-80 (SCR)

1F11

10 A

1F12

15 A

1F15

10 A

1F16

10 A

12 volts for TCU, ABE 12 volts for servo hydraulics

1F17

10 A

Time-delay relay, terminal 15

10 A

Converter coolant pump

RX70 40-50

15 A

Converter coolant pump, traction motor

10 A

12 volts for ECU

RX70 60-80 LPG Impco

10 A

Exhaust gas volume controller

RX70 40-50 (DOC, DPF)

10 A

Exhaust gas recirculation Burner air pump, preheating control unit, exhaust gas recirculation

RX70 60-80 (SCR)

1F18 1F19

1F21

10 A

Converters Reserve

RX70 60-80

15 A

Lambda probe, ignition module 1-3 pulse valve RX70 40-50 (LPG)

10 A

Exhaust gas controller butter y valve

RX70 40-50 (DPF)

15 A

RX70 60-80 (SCR)

15 A

NOx sensors Spark ignition control unit

15 A

Pulse valve, ignition module 4-6

4F01

10 A

Signal horn

5F11

30 A

5F12

20 A

CPP1, roof CPP2b, lighting

5F13

30 A

CPP3, seat

5F14

20 A

Diesel, Deutz

9F03

10 A

12 volts for ECU 12 volts for Option Board

20 A

Starter terminal 50

RX70 40-50 (LPG)

30 A

Fuel pump

RX70 40-50 (DOC, DPF)

15 A

DEF heating system

RX70 60-80 (SCR)

1F22

9F04 .

-26

57338012001 EN - 12/2016

RX70 60-80 RX70 40-50 (LPG)

The relays are soldered securely onto the printed circuit board in the fuse box and cannot be replaced individually.

4K01

Signal horn

9K02

Starter motor, terminal 50 Fuel pump

RX70 40-50 (DOC, DPF)

AdBlue® heating system (urea)

RX70 60-80 (SCR)

Exhaust gas controller butter y valve Lambda probe, ignition module 1-3 Pulse valve, ignition module 4-6 Burner air pump, preheating control unit, exhaust gas recirculation Spark ignition control unit Exhaust gas recirculation NOx sensors Return- ow pump Exhaust gas butter y valve, DEF, level and temperature

RX70 40-50 (DPF)

9K08

9K09 9K18

Terminal 15 and overrun

9K19

Terminal 15 and overrun

RX70 40-50 (LPG)

RX70 40-50 (LPG) RX70 60-80 RX70 60-80 (SCR) RX70 40-50 (LPG) RX70 60-80 (SCR)

.

57338012001 EN - 12/2016

-27

The Option Board A22 comprises a circuit board in a plastic housing and is always tted to the front structure beneath the truck control unit (MCU, TCU). Depending on the truck equipment, the Option Board supplies the optional additional electrical equipment and sensor system.

The Option Board contains the following components: Electrical connections Fuses F1, F2 and F3 Relay K1 The assignment of electrical connections varies according to the truck and individual equipment.

For detailed information, see the truck operating circuit diagram.

F1

5A

F2

10 A

F3

10 A

K1

5th hydraulic function

X30

Control cables for truck control unit TCU/MCU 12 volt supply

.

X37

-28

57338012001 EN - 12/2016

Reserve switch 4 (analogue) X31

Dead man switch Reserve switch 2 (digital) Reserve switch 1 (analogue)

X32

Right door contact switch

X33

Left door contact switch Fork carriage monitoring

X34

Lift limitation Load switching

X35

Load sensor 5th hydraulic function feed

X36/2 X38

5th hydraulic function controller F2 light Material management system (MMS)

.

57338012001 EN - 12/2016

-29

CPPs are designed for 12-V and 24-V on-board electrical systems and are used in all trucks. The individual CPPs can only be identi ed by their order number; see the truck-speci c spare parts list. The location and number of CPPs in the truck varies according to the truck type and the equipment; see the chapter entitled "Overview of electrical components".

The CPP 2B (lighting) was introduced in January 2010 and replaced the CPP 2 and CPP 4 (front structure, rear) in all trucks in the medium term. It is not possible to convert from CPP 2 and CPP 4 to CPP 2B.

The CPP supplies and controls the various optional consumers within the additional electrical installation.

Each CPP has its own identi er and is controlled by the truck control unit (MCU, TCU) via the "red" peripheral CAN bus. The CPPs are all supplied via the fuse box.

The CPPs are CAN bus participants and need to be registered using parameters. The outputs are parameterised using the truck diagnostics in the notebook.

The value for the output display of the additional electrical installation consists of two hexadecimal characters. The rst character shows the CPP number (1-4), the second character shows the channel number (1-B). Both digits are shown in the truck-speci c operating circuit diagram.

This CPP can be used to connect the various electrical consumers, which will vary according to the truck and equipment.

-30

57338012001 EN - 12/2016

X51

CAN bus (CAN r)

X52

Supply voltage

X53

2 x 2-pin plugs, 1 variable, 1 xed switching output

X54

10 x 2-pin plugs with 7 variable switching outputs

X53:1A X53:1B X53:2B

3.5 A

OUTPW 10 OUTPW 2

Permanent double assignment Wiper supply

12

32

11

31

3.5 A

OUTPW 1

10 A

OUTPW 3

Permanent double assignment

13

33

10 A

OUTPW 4

Permanent double assignment

14

34

X54:5B

3.5 A

OUTPW 6

16

36

X54:6B

3.5 A

OUTPW 5

15

35

X54:7B

3.5 A

OUTPW 8

18

38

X54:8B

3.5 A

OUTPW 7

17

37

19

39

X54:1B X54:2B X54:3B X54:4B

X54:9B X54:10B

10 A

OUTPW 9

Permanent double assignment

.

57338012001 EN - 12/2016

-31

The entire lighting system is connected via the CPP. It is therefore also called CPP lighting.

Other electrical consumers cannot be connected.

Since January 2010, the CPP 2B (lighting) has replaced CPP 2 and CPP 4. A conversion from CPP 2 and CPP 4 to CPP 2B is not possible.

X51

CAN bus (CAN r)

X52

Supply voltage

X53

2 x 2-pin plugs, 2 switching outputs

X54

10 x 2-pin plugs, 14 slots, 8 switching outputs

Please note the following information in relation to the Imax values: The maximum currents must not be exceeded for each slot or dual slot.

The total of all currents must not exceed 30 A.

X53:1A X53:1B X53:2B X54:1B X54:3B X54:2B X54:6B

3.5

2

3.5

1

9.2

3

2.1

11

X54:2A

1.75

X54:6A

1.75

X54:4A

1.75

X54:8A

1.75

X54:4B

10

6 5

2.1

4

3.5

8

X54:9B

1.75

7

X54:10B

9.2

9

X54:8B X54:5B X54:7B

Front wiper, supply

A00 317

22

Front wiper, interval

A00 318

21

A00 2D2

23

A00 2D7

2B

A00 2C9

26

A00 2C7

25

A00 2D9

24

A00 2DC

28

A00 3E1

27

A00 300

29

Left headlight Right headlight Left side light Left rear light Front left direction indicator Rear left direction indicator Front right direction indicator Rear left direction indicator Right side light Right rear light Left stop light Right stop light Left/right back-up light Blower heating system via output at reserve 4

.

-32

57338012001 EN - 12/2016

The Relay-Power-Port (RPP) is a simpli ed variant of the CPP and is a further development of the relay plate.

The RPP is not a CAN bus participant, but uses the CAN bus plug as a power supply only.

The RPP contains two internal relays, which are directly controlled by the outputs of the truck control unit (MCU, TCU). The truck control unit has three outputs for the external relays SK1, SK2, SK3. This enables three switching functions that can be carried out by two or three RPPs. The location of the RPPs in the truck corresponds to the location of the CPPs and varies according to truck type; see the chapter "Overview of electrical components".

X51

Relay supply voltage

X52

Consumer supply voltage

X53

Normally open contacts for SK1/3

X541

Parallel normally open contacts for SK1/3

X549

Normally open contacts for SK2

X56

Relay coil contacts

Electric forklift trucks 48 V and 80 V Electric forklift trucks only 48 V IC truck

Distributor card 7A21: X65, X66, X67 Fuse box A21: X27 Fuse box A21: X162

.

The RPPs are not CAN bus participants and do not need to be registered using parameters.

Parameterising of the outputs takes place using the truck diagnostics in the notebook.

X56:2

X47:5

SK2 out

Option board channel 2 / RPP1 K2

02

X56:1

X47:33

SK1 out

Option board channel 1 / RPP1 K1

01

SK3 out

Option board channel 3 / RPP2 K1

03

X56:1

X47:19

.

57338012001 EN - 12/2016

-33

-34

57338012001 EN - 12/2016

a

The TCU 2 is installed in this truck. The TCU 2 is a further development of the TCU 1. The TCU 2 has a larger processing capacity and is equipped with three independent CAN bus systems.

The TCU 2 acts as the Master (main processor) when controlling the truck and is responsible for controlling, regulating, monitoring and enabling.

The individual tasks of the TCU 2 are listed by function: Error management Management of error numbers A Main fuse circuit Parent contactor controller Enabling and blocking of drive unit and hydraulic drive Drive unit Controlling, regulating, monitoring Internal excitation circuit for externally excited alternators (110 A) Hydraulic functions Controlling, regulating, monitoring Activating the check valve for the hydraulic blocking function 2Y9 Processing of output signals: Joystick, mini-lever, ngertip Accelerator, brake sensor, drive direction switch All switches in the front truck area Monitoring and safety concept Evaluating additional electrical installation Processing FleetManager

data (variant)

Diagnostics, downloading Storing truck parameters Parameter backup for all other units Buffer battery (G5) Data storage, as well as storing time, date, km counter and BDE. Operating hours are recorded in the EEPROM and are not lost.

57338012001 EN - 12/2016

-1

All standard functions are directly wired for the drive unit X47, X46

42-pin SAAB plug

12 volt output voltage for external transmitter and switch

X48

42-pin SAAB plug

Servo hydraulics

X45

CAN bus plug

Drive direction/turn indicator module supply (variant)

G5

Cover

Buffer battery

CAN bus "red", "blue", "green"

.

If the TCU needs to be changed, there is some information that should be taken into consideration before removal: As a rule, the spare part TCU does not contain any data or parameters.

The data and parameters are saved both in the TCU and in the display operating unit (ABE) through constant automatic backups.

Before carrying out service tasks, save a copy of the truck parameters on the notebook.

It is important to take into consideration the truck equipment when ordering the TCU: Servo hydraulics (plug X48) Drive direction turn indicator module (plug X45)

Park the truck safely.

Remove panelling at the front structure.

For trucks with a heating system: Unscrew the top heating system cover and operating element completely.

Remove the round grate for the footwell heating.

Remove the cover.

Unscrew the warm air distributor (top) and release the clip.

Then the TCU can be accessed freely.

Disconnect the SAAB plugs and, as required, the CAN bus connector.

-2

57338012001 EN - 12/2016

Release the two M6 nuts and remove the TCU from the threaded bolts.

Place the TCU onto the two threaded bolts and tighten the M6 nuts.

Connect the SAAB plugs and, as required, the CAN bus connector.

Attach the panelling to the front structure.

Assemble the heating system as required.

Set key switch S1 to ON. The truck parameter set is stored in the TCU. In order to prevent a parameter loss, this parameter set is available as a copy in the display operating unit. When one of the two components is changed, the parameter set must be copied from the remaining component.

There are two ways of copying: Automatic transfer Manual transfer Also see the chapter entitled "Parameter management".

The automatic transfer is indicated in the display by the PLEASE WAIT message with progress bar. This process can take several minutes and ends with a reset.

The manual transfer begins with the question in the display A–EEPROM VALID?. This means: "Are the parameters of the TCU (device A) supposed to be used?"

Load software ash package; see chapter entitled "Software compatibility" Start calibration.

Delete the error memory.

Function check.

57338012001 EN - 12/2016

-3

This truck has a single-motor drive unit and therefore features only a single converter.

The 1U06 converter transfers the power generated by the 1G1 generator to the 1M1 traction motor in a controlled manner. The converter is water-cooled by means of its own cooling circuit.

After the truck is switched on, the converter receives an enable signal from the truck control unit (TCU). The drive is only activated once the enable signal has been received.

The converter assumes the following tasks in the truck control unit: Controlling and regulating the traction motor Rev counting Temperature measurement Communication with the truck control unit (TCU) Communication with the engine control unit (ECU)

Always observe the safety information; see chapter entitled "Safety information".

As of January 2015, trucks will be equipped with the SVAC converter as standard. All trucks delivered before this date are already equipped to take the SVAC converter. Only the components indicated in the picture need be removed or replaced.

In the version with the LTI converter, plug X28 requires an adaptor wiring harness. In the version with the SVAC converter, this adaptor cable is not needed.

The current release of the software ash package must be installed.

1 Converter 2 Support

-4

Replace Replace

1 2 3 4

LTI converter Support Adaptor cable to X28 Hoses and supports

57338012001 EN - 12/2016

3 Adaptor cable X28 Hoses 4 Support

Remove Remove

.

The illustration shows the converter viewed from the front on the left-hand side of the truck. The converter is securely bolted to the left-hand wheel arch (1) and the bottom plate (2) using rubber mountings.

X173

Generator

X174

Brake resistor

X175

Traction motor

X28

Control cables

: To disconnect the plug connector, pull the plug interlock upwards.

As the truck wiring harness is con gured for the SVAC converter, the LTI converter requires an adaptor wiring harness.

X28/1 X28/2 X28/3

Rev sensor channel A Rev sensor channel B Free

57338012001 EN - 12/2016

X28/4 X28/3

-5

X28/4

Free

X28/5

+ 12 volts

X28/1

X28/6 X28/7

Free CAN H at engine control unit A43

X28/13

X28/8

CAN L at engine control unit A43

X28/14

X28/9

12 V for rev sensor

X28/5

X28/10

GND for rev sensor

X28/6

X28/11

GND for chassis

X28/12

GND for chassis

X28/2

X28/13

Free

X28/14

CAN H to TCU

X28/15

CAN L to TCU

X28/16 X28/17

Free Temperature sensor +

X28/7

X28/18

Temperature sensor

X28/8

X28/19

Free

X28/20

Free

X28/21 X28/22

Free Enable signal from TCU

X28/12

Pin 23

GND for CAN

X28/11

.

The picture shows the converter on the left-hand side of the truck chassis underneath the tilt cylinder. The converter is bolted to the supports using rubber mountings. The electrical connections face towards the chassis.

-6

57338012001 EN - 12/2016

X173

Generator

X174

Brake resistor

X175

Traction motor

X177

Not used

X28

Control cables

Pin 1

+ 12 volts

Pin 2

GND for chassis

Pin 3

Rev sensor channel B

Pin 4

Rev sensor channel A

Pin 5

12 V rev sensor

Pin 6 Pin 7

GND for rev sensor Temperature sensor +

Pin 8

Temperature sensor

Pin 9

Free

Pin 10

Free

Pin 11

GND for CAN

Pin 12 Pin 13

Enable from TCU CAN H at engine control unit A43

Pin 14

CAN L at engine control unit A43

.

Always observe the safety information; see chapter entitled "Safety information".

Before working on the converter, rst check the charge state of the intermediate circuit voltage.

Safely park the truck.

Check the intermediate circuit; see the chapter entitled "Intermediate circuit".

Disconnect the negative pole of the starter battery; see the chapter entitled "Battery".

Open the bonnet.

Remove the bottom plate with the accelerator pedal and disconnect the plug.

Depressurise the cooling system.

57338012001 EN - 12/2016

-7

Unscrew the cross beam.

Unscrew the cooling water hoses from the converters and seal them with plugs if possible.

Coolant will escape from the hoses. For this reason plug the hoses and tie them up.

Unscrew the earth wire from the converter.

Unscrew the converter cover.

Unscrew all plugs from the converters and disconnect them.

Intermediate circuit voltage may be present on the plug side to the converter.

Protect the plug contacts from being touched.

Screw the converter cover back on immediately afterwards to make sure that the open contacts are safely covered.

Protect the plug connections in such a way that it is not possible to touch the free poles to the truck.

The contacts on the generator cable conduct voltage as soon as the IC engine is started!

As a general rule, the exposed plugs must be insulated.

Unscrew the converters from the supports, only loosening the screws. The converters are suspended in the rubber bearings.

Lift the converter upward out of the truck.

Disconnect attachment parts from the removed converter and reuse them: Earth wire Three rubber bearings To install it, screw the screws in until there is no more slack in the rubber bearings.

Insert the converter from above on to the rubber bearings and tighten the screws.

Screw the earth wire on to the converter.

-8

57338012001 EN - 12/2016

Attach all the three power plugs and connect plug X28.

Screw on the converter cover.

Attach the cooling water hoses to the converter and secure them in place using hose clamps.

Check the coolant level and top it up. Bleed the cooling circuit; see the chapter entitled "Checking the cooling system" Install the bottom plate with the accelerator pedal and connect the plug.

Close the bonnet.

Connect the battery.

Load the software ash package; see chapter entitled "Software compatibility".

Start calibration.

Clear the error memory.

Carry out a function check.

Remove the LTI converter (1). See the chapter entitled "Removing/installing converters".

Remove the sheet metal holder (2) and the hoses with support (4).

Disconnect and remove the adaptor wiring harness from plug X28 (3). The adaptor is no longer required.

Install the sheet metal holder for the SVAC converter. Tightly screw the SVAC converter with the rubber bearings to the sheet metal holders.

Attach the coolant hoses to the converter.

Secure them in place using clips.

When connecting the coolant hoses to the SVAC converter, pay attention to the direction of ow of the coolant. The coolant ows from the coolant pump into the upper pipe union. The heated coolant then ows out of the lower pipe union to the radiator.

57338012001 EN - 12/2016

-9

Screw on power plugs X173, X174 and X175.

Connect plug X280.

Screw plugs X173, X174 and X175 rmly using short screws M5x35. The screws of LTI converters are too long and must not be used.

Screw the power cables tightly to the chassis with a clamping clip using an M8 threaded bolt.

Press a cable shoe for M6 onto the earth wire.

Screw the earth wire onto the converter.

The earth wire is screwed onto the SVAC converter with an M6 screw. An M5 screw is used for the LTI converter.

Check the coolant level and top it up. Bleed the cooling system. See the chapter entitled "Checking the cooling system".

Connect the battery.

Adjust the drive unit type parameters.

Address

Value LTI

Value SVAC

A 00 06E

05

07

Load the current software package. See the chapter entitled "Software compatibility".

Start calibration.

Clear the error memory.

Function checking

The electric brake function is in uenced by the drive mode, accelerator position and drive direction. Refer to the chapter entitled "Drive mode - driving behaviour".

What happens during the electric brake function?

The drive wheels power the traction motor.

The traction motor works at this moment like a generator and produces energy.

The energy is fed via the converters to the brake resistors.

The brake resistors load the drive, and the energy is converted into heat.

-10

57338012001 EN - 12/2016

The heat is released via the cooling circuit of the internal combustion engine.

The truck brakes.

Resistance Brake energy

10 ± 0.5 ohm

Nominal capacity S2, 60 min

5.8 kW

Top value at switch-on

50 kW 10,000 h

Service life

190 kJ

.

The illustration shows the brake resistor on the right side of the truck beneath the motor bearing.

The brake resistor is bolted to the bottom plate via two supports.

Arrangement of the brake resistor: Each brake resistor consists of a coiled heating rod in an enclosure The housing is connected to the cooling circuit of the internal combustion engine in front of the thermostat via two hoses.

The power cables are connected to the converters via two plugs X174.

57338012001 EN - 12/2016

-11

-12

57338012001 EN - 12/2016

a

The truck is equipped with a 12-volt G1 starter battery. The battery is screwed onto the hydraulic tank on the right-hand side of the chassis via a mounting plate. The battery sizes are dependent on the engine (diesel, LPG).

Diesel (Deutz)

12 V / 135 Ah / 1000 A (EN)

LPG (VW)

12 V/88 Ah

Starter battery in diesel trucks:

Starter battery in LPG trucks:

When carrying out repairs, always disconnect the battery.

Incorrect disconnections and loose battery connectors can destroy the alternator and the control units.

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

Observe the sequence when disconnecting the battery.

57338012001 EN - 12/2016

-1

Risk of short circuit!

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

The operating instructions provided by the battery manufacturer must be observed when disposing of batteries! We recommend working with a waste management company when disposing of batteries.

Safely park the truck.

Disconnect the negative terminal rst.

Then disconnect the positive terminal.

First connect the positive terminal.

Then connect the negative terminal.

Discharged batteries must be immediately recharged, until they reach the fully charged status.

The charging current must not exceed 1/10 of the capacity.

Keep the battery cell cover dry and clean.

Neutralise any spilt battery acid immediately.

Keep the terminals and the cable shoes clean, lightly apply battery grease and screw on tightly.

-2

57338012001 EN - 12/2016

a

Axial piston variable displacement pump Supply ow pressure regulation

Model

Delivery rate

[cm3]

45

Anticlockwise rotation direction Per revolution

Pump regulator

[bar]

25

Flow regulator (stand-by pressure)

[bar]

250

Pressure limiter (maximum)

[Nm]

80

2 x socket head screw DIN 912, M12 x 35-8.8

Intake ange

[Nm]

80-10

4 x socket head screws DIN 912, M12 x 35-8.8

Pressure ange

[Nm]

46-5

4 x socket head screws DIN 912, M10 x 30-8.8 10L-7/16 pipe union

Hydraulic pump

+5

LS load pressure pump regulator

[Nm]

Leak-oil line

[Nm]

60+5

Lifting

[rpm]

2200

Tilting

[rpm]

1400

Auxiliary hydraulics

[rpm]

2000

Delivery rate Tightening torque for hydraulic connections Tightening torque of nut on motor shaft

[cm2]

8.4

[Nm]

45+5

Pipe union M18 x 1.5

[Nm]

60+10

M12 x 1.5

Pressure

[bar]

160

23

Screw joint

Irrespective of overall height of lift mast

.

Model

Delivery volume Tightening torque for hydraulic connections

Fixed displacement motor

Temperature regulated by ECU [Nm]

See the chapter entitled "Fan control valve"

.

Hydraulic oil, total lling quantity

[l]

48

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

.

57338012001 EN - 12/2016

-1

Degree of ltration

[µm]

20

Operating pressure (maximum)

[bar]

10

Triggering pressure - bypass valve

[bar]

Maintenance interval Tightening torque for maintenance cover Degree of ltration Maintenance interval

Degree of ltration Maintenance interval

Degree of ltration Tightening torque for hydraulic connections Maintenance interval

3.4 ±0.3 3000 h or 2 years [Nm]

[µm]

20

Tighten by hand

135

Maintenance-free

[µm]

2 absolute 3000 h or 2 years

[µm] [Nm]

12 310+10 Pipe union M33 x 2

3000 h or 2 years

.

-2

57338012001 EN - 12/2016

Irrespective of the operating device available, the hydraulic system is depressurised via the software.

Key switch ON. After waiting for two to three seconds, actuate the operating levers several times up to their end stops.

The valves open and the hydraulic system is depressurised.

min

0.47

0.44

0.47

max

0.58

0.58

0.58

min max

0.41

0.39

0.41

0.58 0.58 The lifting speed applies at minimum fan motor speed.

0.58

Lift 1: Middle cylinder is extended.

Lift 2: Outer cylinder is extended.

Speeds must be measured at operating temperature.

57338012001 EN - 12/2016

-3

Special equipment tted to trucks may cause the values recorded to differ from those stated.

min

0.49

0.45

0.49

max

0.58

0.58

0.58

min max

0.44

0.40

0.44

0.58 0.58 At no load, 30% of maximum value according to WN27020

0.58

Speeds must be measured at operating temperature.

The maximum lowering speed of 0.60 m/s must not be exceeded!

Do not adjust settings on lowering brakes.

min

1.2

1.4

1.6

1.8

2.0

2.2

2.4

2.6

2.8

max

1.7

2.0

2.3

2.6

2.9

3.1

3.4

3.7

4.0

The tilt speed for tilting forwards and tilting backwards is de ned: .

Perform the measurement over the entire tilt range.

Speeds must be measured at operating temperature.

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

-4

57338012001 EN - 12/2016

Operating error!

Higher tilt speeds may occur if more than one valve function is actuated at the same time.

57338012001 EN - 12/2016

-5

Pick up the nominal load and lift free of the ground.

Park the truck on level ground and place the lift mast in the vertical position.

Apply the parking brake.

Attach an angle measurement device, e.g. a spirit level (1) to the mast pro le (2).

Check whether the tilt slider of the directional control valve is in the neutral position.

Turn the key switch to OFF. Measure the change in angle after one minute.

The lift mast must not tilt forwards automatically by more than 5° in 10 minutes.

Pick up the nominal load and lift to approx. 0.5 m.

Park the truck on level ground and place the lift mast in the vertical position.

Apply the parking brake.

Check whether the lift transmitter of the directional control valve is in the neutral position.

Turn the key switch to OFF. After approx. 2 minutes, apply markings to the fork carriage and outer mast.

After waiting another 10 minutes, measure the distance lowered.

The lift mast must not automatically lower the load by more than .

-6

57338012001 EN - 12/2016

All hose lines must be checked at least once a year and must be replaced in the event of the following defects: The outer layer is breached all the way to the middle (wire mesh), e.g. abrasion spots and cracks.

There is a connection error on the tting with bubble formation.

Leaks.

There is damage or corrosion at the tting and reduced rigidity of the connection between the tting and the hose has been detected.

The outer layer has been become stiff or brittle with cracks.

There are deformation such as kinks, pinch points and torsion.

57338012001 EN - 12/2016

-7

1 2 3 4 5

Hydraulic pump with pump regulator Directional control valve block Intake lter Priority valve Return line lter

6 7 8 9 10

The hydraulic pump (1) is powered by a tappet via the generator shaft and starts to operate as soon as the internal combustion engine is started.

The hydraulic pump and the maintenance-free intake lter (3) are located below the oil level in the hydraulic tank. The welded hydraulic tank is built into the left-hand side of the chassis.

The hydraulic pump is a variable displacement pump that draws oil from the hydraulic tank via the intake line (yellow) and delivers it to the priority valve (4) via the pressure line (red).

The priority valve is attached to the generator using a support and ensures that oil supply to the steering has the highest priority in all operating statuses.

The available pump pressure is regulated by an LS system (orange).

-8

Breather lter with dipstick Fan control valve High-pressure lter Shuttle valves Fan motor

"LS system" "Load-Sensing-System" Load sensing system The LS system ensures that the hydraulic pump supplies only the current oil pressure, the so-called load pressure. The maximum possible oil ow is provided until the required load pressure is reached. The LS lines are decoupled via shuttle valves (9). This means that the highest LS pressure is always available in the pump regulator .

The return line lter (5) lters only the oil returning from the directional control valve block (2). If the return line lter is clogged, a bypass valve opens.

The oil then ows to the tank via the bypass without being ltered. The oil from all other return lines (blue) and leak-oil lines (blue), always ows back to the tank without being ltered.

The high-pressure lter (8) is located in the pressure line to the directional control valve.

Because the trucks are equipped only with servo hydraulics, the high-pressure lter is standard.

57338012001 EN - 12/2016

The breather lter (6) prevents contamination as the result of dirty air and is combined with the dipstick to form a single unit.

The fan motor (10) receives its oil from a branch off the pressure line to the directional control valve.

After the internal combustion engine starts, the fan control valve (7) supplies a maximum ow of oil to the fan motor for three seconds. The fan motor runs at maximum speed. This function can be parameterised but must not be deactivated.

After three seconds, the fan control valve is regulated.

The truck control unit (TCU) receives the current temperature of the internal combustion engine from the engine control unit (ECU). The TCU controls the fan control valve in accordance with the temperature characteristic curve.

When the internal combustion engine is cold, the ow increases, the fan control valve reduces the oil ow and the fan motor runs at minimum speed.

The warmer the internal combustion engine becomes, the more the ow is reduced. The fan control valve opens and increases the oil ow.

The fan motor runs at a higher speed.

57338012001 EN - 12/2016

-9

The fan control valve 9Y10 controls the ow of oil and thus the speed of the fan motor. The TCU controls the fan control valve depending on the coolant temperature.

The following applies: cold combustion engine high current low speed warm combustion engine current is reduced linearly speed is increased If plug (2) is disconnected from the solenoid valve, the fan motor runs at maximum speed.

This corresponds to the breakdown (error).

The LS system is bled via the breather (1). No oil escapes through the breather during this process. The oil ows back to the hydraulic tank directly via the leak-oil line (9).

The shuttle valve (4) decouples the LS systems from the directional control valve and the fan control unit. The shuttle valve ensures that the higher pressure always appears at the output.

(3) (7) (8) (9)

50+5 Nm 20+5 Nm 50+5 Nm 20+5 Nm

.

1 2 3 4 5 6 7 8 9 10

Bleeding Fan control valve 9Y10 Pressure line to fan valve Shuttle valve for fan control valve - solenoid valve LS line for solenoid valve LS line for priority valve LS line for fan control valve Fan motor load pressure Fan control valve leak-oil pipe Fan motor

R70-40-50

1.4

450

0.5

3000

RX70-22-35

1.4

450

0.5

3000

-10

57338012001 EN - 12/2016

RX70-40-50

1.4

600

0.5

2800

RX70-60-80

1.4

500

0.5

2400

.

It is necessary to bleed the LS system after: Repairs Opening the LS lines Hearing noises in the hydraulics

Noises in the hydraulic pump are frequently caused by air in the LS lines, which causes the pump regulator to vibrate.

Park the vehicle safely.

Open the bonnet.

Remove the cap Open the bleed port using an Allen key Allow the engine to run a few minutes Close the breather using the Allen key and cover with the cap Close the bonnet.

57338012001 EN - 12/2016

-11

1 2 3 4 5

Pressure line LS line Return line Lines to the steering cylinders Priority valve

The hydraulic pump draws in hydraulic oil from the hydraulic tank at the induction side and supplies it to the priority valve (5) at the pressure side. The oil quantities required for steering, the fan motor and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The oil needed for steering is delivered via the pressure line (1) to the steering unit by the priority valve.

When the steering is not being used, a constant ow of oil passes through the steering unit at the rate of approx. 0.5 - 1.5 l/min. This continuous ow of oil keeps the steering unit warm, thus

-12

preventing a stick-slip effect and a hard spot when starting to steer.

When the steering wheel is turned, the load pressure in the steering unit is diverted to the LS line (2). The LS system ensures that the hydraulic pump supplies only the load pressure that is currently needed.

The return line (3) directs the hydraulic oil back to the hydraulic tank un ltered.

If there is no oil ow, the steering unit automatically functions as a hand pump, which means that the truck can be steered manually. This is known as "emergency steering".

57338012001 EN - 12/2016

1 2 3 4

5 6 7 8

Priority valve Fan control valve Directional control valve block High-pressure lter

The hydraulic pump (7) draws in hydraulic oil from the hydraulic tank at the intake side (6) and delivers it to the priority valve (1) at the pressure side (8). The oil quantities required for steering, the fan motor and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The oil volume for the working hydraulics is fed from the priority valve via the pressure line (red) to the directional control valve block (3).

When a slider is actuated, the load pressure in the slider is transferred to the LS line (orange).

The LS system ensures that the hydraulic pump supplies only the load pressure that is currently needed.

According to the de ection of the sliders, the oil volume is transferred with the currently required load pressure to the working hydraulics (green) for the lift cylinder, tilt cylinder or the auxiliary hydraulics.

Pump regulator Intake side of hydraulic pump Hydraulic pump Pressure side of hydraulic pump

The return line (blue) directs the hydraulic oil back to the hydraulic tank via the lter. Oil from the leak-oil line ows back to the tank un ltered.

The directional control valve block contains the following functional components: The discharge pressure governor limits the lowering speed when lowering the load Two load holding valves prevent the load from tilting on its own The ow control valve limits the oil ow for tilting NO pressure relief valve The pressure relief valve is part of the pump regulator (5) on the hydraulic pump and protects the hydraulic system against overloading.

57338012001 EN - 12/2016

-13

The variable displacement pump draws oil from the hydraulic tank at the intake side (2) and supplies it to the priority valve via the pressure line (1).

The pump regulator is ange-mounted directly to the variable displacement pump and comprises the ow regulator (7) and pressure limiter (5).

The LS line (4) regulates the pump regulator and therefore the ow of oil to the variable displacement pump.

To lubricate the variable displacement pump, the pump housing is lled entirely with leak oil.

Speci c leakage openings in the axial pistons ensure continual re lling with leak oil. Excess leak oil ows back to the tank via the leak-oil line (3).

To install the variable displacement pump, the pump housing must be lled with approx. 0.5 litres of hydraulic oil via the leak-oil line.

A B C D E

Control pressure LS pressure Pump pressure Tank Leak oil

2 3

LS line Pressure side

-14

1 2 3 4 5 6

Pressure side Induction side Leak-oil pipe LS line Pressure limiter Flow regulator

4 5 6 7 8 9 10

Induction side Leak-oil pipe Flow regulator Pressure limiter Consumers (steering, fan motor etc.)

Control piston Axial pistons

57338012001 EN - 12/2016

The variable displacement pump starts to operate as soon as the internal combustion engine is started. If no hydraulic consumer is connected, the variable displacement pump runs at stand-by pressure. The regulating piston (9) places the axial pistons (10) in the neutral position so that there is no oil ow.

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

If a consumer (8) is activated, the pressure (C) initially builds up. The ow regulator (6) opens and uses the pressure (A) to move the regulating piston (9) in the direction to provide an increased delivery rate.

The pressure (B) now present at the consumer also acts on the ow regulator (6) via the LS line (2), moving the regulating piston (9) further in the direction to provide an increased delivery rate.

This control adjusts the pressure (C) so that it is equal to the sum of the LS pressure (B) and the stand-by pressure.

The LS pressure (B) measured at the consumer is less than the pressure (C) due to the dynamic pressure drop. The dynamic pressure drop is the amount of pressure (C) proportional to the oil ow which drops via the consumer supply line and control valve. Using the control valve of the consumer, the required oil ow is thus precisely adjusted.

No excess oil from P will be supplied to the tank by a pressure relief valve. This saves energy in comparison to the gear pump.

If an additional hydraulic consumer is activated, the highest load pressure is set. The ow regulator adjusts accordingly and the variable displacement pump delivers the necessary larger volume of oil.

The pressure limiter (7) protects the hydraulic system against overloading. If the pressure exceeds (C) the maximum pressure, the pressure limiter (7) regulates the regulating piston (9) in the direction to provide a reduced delivery rate until the pressure (C) no longer exceeds the maximum.

57338012001 EN - 12/2016

-15

The ow regulator controls the stand-by pressure. It is preset to a default setting.

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

Start the internal combustion engine.

Make the adjustment 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 ow regulator.

Remove the pressure gauge and reattach pressure line P.

The pressure limiter protects the hydraulic system against overloading. It is preset to a default setting.

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 the adjustment 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.

The stand-by pressure and the maximum pressure are measured in the pressure line P. The easiest access is through the pressure line on the fan control valve.

Unscrew the pressure line, see arrow.

Screw a simple measurement connection onto the pressure line. The line to the fan motor is then interrupted.

-16

57338012001 EN - 12/2016

Performing the measurement using a T-piece while the fan is operating produces incorrect results. Therefore, always perform the measurement without the fan.

Always monitor the engine temperature when testing while the fan is not operating.

Place a collection vessel under the hydraulic pump.

Dispose of used hydraulic oil in accordance with environmental regulations and do not re-use under any circumstances.

Safely park the truck.

Disconnect the battery.

Open the bonnet.

Remove the bottom plate with the accelerator pedal and disconnect the plug.

Unscrew the intake hose from the hydraulic pump, raise it to above the oil level and secure it to prevent it dropping down.

Remove the pressure pipe running from the hydraulic pump to the priority valve.

Remove the leak-oil pipe from the hydraulic pump.

Unscrew the LS line from the pump regulator.

Protect all open hydraulic lines against contamination.

If necessary, unscrew the support with the priority valve from the generator.

Unbolt the hydraulic pump from the generator.

Remove the coupling element from the generator shaft and put it in a safe place.

57338012001 EN - 12/2016

-17

Sealing rings must always be replaced and oiled before assembly. Do NOT use grease!

Check the quality of screws and hydraulic oil, as well as the correct tightening torques.

For values, see "General technical data" in the chapter entitled "Hydraulics - General".

Fit the coupling element to the generator armature shaft.

Wet the sealing ring between the hydraulic pump and generator with oil.

Put the hydraulic pump into position and secure with two screws.

Attach the support with the priority valve to the generator.

Attach the pressure pipe from the hydraulic pump to the priority valve, 36 AF. Attach the intake hose to the hydraulic pump and tighten the clip.

Attach the LS line to the pump controller.

Fill the hydraulic pump with approx. 0.5 litres of hydraulic oil via the leak-oil connection.

Attach the leak-oil line to the hydraulic pump, 22 AF. Install the bottom plate with the accelerator pedal and connect the plug.

Close the bonnet.

Connect the battery.

Bleed the LS system.

Carry out a functional test.

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

The return line lter is screwed on to threaded bolts with four nuts. Sealing is accomplished by means of sealing rings. The breather lter with dipstick is incorporated in the oil ller neck.

The suction lter is located below oil level within the tank. In the rare case that repair is required, the lter can be removed via the service opening.

-18

1 2 3

Return line lter Breather lter with dipstick Intake lter

57338012001 EN - 12/2016

Filling quantity of hydraulic oil with carriage lowered and hydraulic system ready for operation: For the total lling quantity, see the chapter entitled "General Technical Data" For quality, see the chapter entitled "General Technical Data" Maintenance interval 3000 operating hours or 2 years

Hydraulic oil should be disposed of according to the 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 the drain plug back in with a new sealing ring (Cu A18 x 22) and tighten it Fill with fresh hydraulic oil through the oil dipstick opening The oil level should be between the markings on the dipstick.

Reinsert the dipstick and tighten it

57338012001 EN - 12/2016

-19

The suction lter is routed through the pipe connection from the inside of the hydraulic tank.

The sealing ring (4) seals the hydraulic tank.

The restraint support (3) is secured from the outside with the screw (2) and clamps the suction lter in place within the hydraulic tank.

The intake hose is secured with a spring band clamp on to the pipe connection.

Screw (supplied with lter)

8+2 Nm

Filter

Coarse lter

Maintenance

Maintenance-free

1 2 3 4

Spring band clamp Screw Counter bracket Sealing ring

.

-20

57338012001 EN - 12/2016

The hydraulic oil returning from the directional control valve block is ltered by the return line lter.

If the lter is clogged, the hydraulic oil ows back into the tank un ltered through a by-pass valve.

The hydraulic oil returning from the steering system and fan motor ows back into the tank un ltered together with the leak oil.

The breather lter does not form part of the lter housing. Instead, the breather lter forms part of the dipstick.

Degree of ltration

40 µm

Operating pressure Opening pressure of bypass valve

10 bar 3.4 ± 0.3 bar

Maintenance interval

3000 hours or 2 years

Mounting screw

M8 8

Tightening torque

20 Nm

.

The lter should be disposed of according to the environmental regulations.

Unscrew the lter cover.

Unhook the lter cover from lter element.

Remove the lter element and replace.

Hook the lter cover onto lter element.

1 2 3 4 5 6 7 8 9 10

Filter cover Return ow ltered Filter housing Return pipe Housing with tensioned cover Return ow un ltered Leak oil un ltered By-pass valve Breather lter Suction lter

Screw in the lter cover.

Loosen the return lines from the steering and fan motor.

Loosen the leak-oil pipe from the hydraulic pump and fan control valve.

Loosen the return line from the solenoid valve.

Loosen the four fastening nuts holding the tensioned cover.

Place the earth line to the side.

57338012001 EN - 12/2016

-21

Lift out the lter housing from the tank completely.

Place the seal in the tensioned cover for the lter housing.

Place the lter housing into the tank.

Tighten the four mounting nuts complete with washers, remembering to reattach the earth wire to one of the stud bolts.

Connect the return line from the solenoid valve.

Connect the return line from the steering and fan motor.

Connect the leak-oil pipe from the hydraulic pump and fan control valve.

The breather and oil dipstick form a single unit in the hydraulic tank cover. The lter prevents dust and dirt entering the hydraulic tank.

Filter mesh: 8 µm nominal Filter material: nonwoven plastic mesh Maintenance interval: 3000 operating hours or 2 years

The lter element should be disposed of according to the environmental regulations.

Unscrew the breather Remove the lter cover Remove and exchange the lter element Replace the lter cover Screw the breather back on.

-22

57338012001 EN - 12/2016

For servo hydraulics, it is a legal requirement (in accordance with VDMA [German Engineering Federation]) that an additional lter is installed in the pressure line upstream of the directional control valve, in addition to the return line lter.

The high-pressure lter is located in the pressure line between the connections (EF) of the priority valve and (P) of the directional control valve.

Degree of ltration: 12 µm nominal Filter material: non-woven plastic mesh Maintenance interval: 3000 operating hours or 2 years

The lter element and any leaking oil must be disposed of in an environmentally friendly manner.

Loosen and unscrew the lter housing at the hexagonal nut with a SW32 box-end wrench Remove the lter element Clean the lter housing Push the new lter element in until it stops Insert the lter housing, tighten the hexagonal nut to the stop and loosen by a 1/6 turn

57338012001 EN - 12/2016

-23

The screw joints consist of: Functional nut (union nut) Sealing ring (soft seal) Retaining ring (olive) Pipe Pipe adaptor

Saw pipe at right angles

1 2 3 4 5

Functional nut sealing ring Retaining ring pipe tting

Deburr pipe on inside and outside

Sharp edges can damage the sealing ring.

Deburr pipe on inside and outside and clean.

Screw the functional nut (1) with retaining ring (3) and seal (2)onto the pipe union (5) by hand

-24

57338012001 EN - 12/2016

Push the pipe end into the screw joint and press against the stop in the inner cone

An insuf cient insertion depth can lead to an insecure connection and leaks.

Insert pipe up to the screw stop.

Tighten the functional nut (1) until you clearly feel an increase in connection strength,

A marking (6) on the pipe and functional nut makes counting the turns easier.

After assembly, remove the functional nut (1) Check whether there is a gap between the sealing ring (2) and retaining ring (3)

Every time you loosen the functional nut (1), please proceed as in the initial assembly

57338012001 EN - 12/2016

-25

Tighten the functional nut (1) until you clearly feel an increase in connection strength, Hold the socket (7) together when doing so

In the event of leaks at the screw joint, the sealing ring (2) can be removed from the free pipe end and replaced

The conical nipple tting is equipped with an integrated O-ring.

Tighten the tting union nut until you feel a resistance and then turn it a maximum of a half revolution (180 degrees).

Tightening it even more can lead to deformation and leaking.

Tighten the union nut until it is rmly seated and then turn it a maximum of a half revolution.

-26

57338012001 EN - 12/2016

a

7331 - 7333 7035 - 7337

500

7334, 7338

600

7331 - 7333 7035 - 7337

500

7334, 7338

600

477

113

3

7

2350 - 3250 mm

512

79

3

4

2300 mm

477

113

3

7

2350 - 3250 mm

512

79

3

4

2300 mm

477

113

3

7

2300 - 3200 mm

512

79

3

4

2150 - 2250 mm

477

113

3

7

2300 - 3200 mm

512

79

3

4

2150 - 2250 mm

.

There is a risk of injury or damage to property!

Observe the safety instructions in chapter 001.

Park the truck safely Tilting the lift mast forwards Apply the parking brake

The lift mast may tilt over forwards and backwards.

The lift mast must be secured in both directions.

Disconnect the tilt cylinder from the outer mast.

To do this, undo the screw and knock out the pins.

Loosen the hydraulic connections at the tilt cylinder.

Disconnect the tilt cylinder from the chassis.

To do this, undo the screw and knock out the pins.

57338012001 EN - 12/2016

-1

Grease the tilt cylinder pins before installation!

Connect the tilt cylinder to the chassis with pins and screw on the locking plate tightly.

Connect the tilt cylinder to the outer mast with pins and screw on the locking plate tightly.

Screw the hydraulic connections to the tilt cylinder.

Check the tilt cylinder for leaks.

X Y

Lift, dependent on spacer bush Eye bolt setting dimension

1 2

Hexagon nut Variant: Spacer bush (changing the backwards tilt) Piston guide ring Piston seal Piston Piston rod Cylinder head

3 4 5 6 7

8 9 10 11 12 13 14 15 16 17 18

Grooved ring O-ring Snap ring Wiper Lock washer Nut Eye bolt Loctite 270 Cylinder bottom Cylinder pipe Variant: Spacer washers (changing the forwards tilt)

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 (16).

-2

57338012001 EN - 12/2016

Remove the threaded elbow pipe from the cylinder head. The thread projects into the sump of the cylinder.

Using a plastic mandrel, drive in the cylinder head (7) a little.

Working through the small hole in the cylinder pipe (17), use a mandrel to push the snap ring (10) in, then lever it out with a screwdriver.

Firmly pull on the piston rod (6) to pull the cylinder head (7) out of the cylinder pipe.

Clamp the piston rod in the vice Measure the adjustment dimension (Y) of the eye bolt (14). Only then unscrew the eye bolt.

Pull the cylinder head off the piston rod Remove the set of seals from the piston (5) and cylinder head (7).

6321 - 6325 7321 - 7330 7361 - 7368 7300 - 7309 6327 - 6329 7071 7073 7081 - 7083 7331 - 7333 7335 - 7337

65 ±8 mm 54 ±8 mm Secured with Loctite(15)270

450 ±25 Nm

65 ±8 mm

150+50 Nm

65 ±8 mm 65 ±8 mm

.

Check all parts for wear and clean them thoroughly.

Install new seals on the piston (5) and grease them lightly.

57338012001 EN - 12/2016

-3

Insert the piston (5) with the piston rod (6) into the cylinder pipe.

(7) Install new seals on cylinder head and grease lightly.

Push the cylinder head on to the piston rod.

When inserting the cylinder head into the cylinder pipe, the recess on the cylinder head must face in the direction of the threaded elbow pipe.

Fit the snap ring (10).

Fit the eye bolt (14) and screw on the hexagon nut (13).

After tting the lock washer (12), fold it to prevent rotation.

When assembling a threaded elbow pipe, always use a new one.

Note the location of the threaded elbow pipes.

During assembly, bear in mind that the location of the threaded elbow pipes depends on the design of the tilt cylinders.

Insert the threaded elbow pipe and screw it in by hand up to the TUFLOK coating.

Then use a tool to screw it in at least 4 turns and no more than 5.

Leakages caused by incorrectly tted threaded elbow pipes.

If a threaded elbow pipe has been screwed in too far, it must not be unscrewed again. A new threaded elbow pipe must always be used.

-4

57338012001 EN - 12/2016

X Y

Lift, dependent on spacer bush Eye bolt setting dimension

1 2 3 4, 5

Hexagon nut Cylinder bottom Loctite 270 Variant: Spacer washers (changing the forwards tilt) Eye bolt

6

7 8 9 10 11 12 13 14 15 16 17

Piston rod Lid Wiper Grooved ring Snap ring O-ring Cylinder pipe Piston Piston seal Piston guide ring Cylinder head

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 (2).

Remove the threaded elbow pipe from the cylinder head. The thread projects into the sump of the cylinder.

Using a plastic mandrel, drive in the cylinder head (17) a little.

Working through the small hole in the cylinder pipe (13), use a mandrel to push the snap ring (11) in, then lever it out with a screwdriver.

Firmly pull on the piston rod (7) to pull the cylinder head (17) out of the cylinder liner.

Pull the piston rod (7) and cylinder head (17) out of the cylinder pipe (13).

Clamp the piston rod in the vice Measure the adjustment dimension (Y) of the eye bolt (6). Only then unscrew the eye bolt.

57338012001 EN - 12/2016

-5

Pull the cylinder head off the piston rod.

Remove the set of seals from the piston (14) and cylinder head (17).

6330 7334, 7338

Secured with Loctite 270 (3)

450 ±25 Nm

.

Check all parts for wear and clean them thoroughly.

Install new seals on the piston (5) and grease them lightly.

Insert the piston (14) with the piston rod (7) into the cylinder pipe.

Install new seals on cylinder head (17) and grease lightly.

Push the cylinder head on to the piston rod.

When inserting the cylinder head into the cylinder pipe, the recess on the cylinder head must face in the direction of the threaded elbow pipe.

Fit the snap ring (10).

Assemble the eye bolt (6).

To prevent rotation, screw in the clamping screws a little. The clamping screws are screwed in fully after installation and once settings are made in the truck.

-6

57338012001 EN - 12/2016

128 ±8 mm

2 x M12 x 30 4762-10.9 100 Nm

When assembling a threaded elbow pipe, always use a new one.

Note the location of the threaded elbow pipes.

During assembly, bear in mind that the location of the threaded elbow pipes depends on the design of the tilt cylinders.

Insert the threaded elbow pipe and screw it in by hand up to the TUFLOK coating.

Then use a tool to screw it in at least 4 turns and no more than 5.

Leakages caused by incorrectly tted threaded elbow pipes.

If a threaded elbow pipe has been screwed in too far, it must not be unscrewed again. A new threaded elbow pipe must always be used.

57338012001 EN - 12/2016

-7

Rotator Rotary clamp Sideshift with end position damping Push/pull attachments Clamps Fork arm positioners Shovels Tippers

Rotational speed

[rpm]

2-4

Shift speed

[m/s]

0.05 - 0.15

Clamp speed

[m/s]

No limitation

Tipping speed

[°/s]

10 - 60

.

-8

57338012001 EN - 12/2016

Since 29th December 2009, standard ISO 3691 has been a legal requirement.

This standard speci es that attachments which hold the load by exerting pressure on it must be controlled additionally by a second operating function. This prevents an unintentional release of the load.

If such attachments (clamping devices) are retro tted, the truck must also be retro tted with a second operating function.

The clamp locking mechanism is discussed in the following section.

Hand lever Joystick

Fingertip Generation 2 mini-lever Fingertip Generation 2 mini-lever Generation 1 mini-lever

Actuate operating lever together with an additional switch Actuate the joystick function together with the F key.

The auxiliary hydraulics function with F key is parameterised via the diagnostics in the notebook.

Press the F key to enable the attachment function for 3 seconds. During this time, the attachment can be actuated via the corresponding operating lever. The function remains enabled until 3 seconds has passed without the operating lever being actuated.

To enable, the operating lever must be moved forwards once by at least 1/3. The enable is indicated by the LED for the F2 key and remains active for approx. 1 second. During this time, the attachment can be actuated via the corresponding operating lever.

The function is not implemented for the generation 1 mini-lever.

.

The parameters apply only for the ngertip and generation 2 mini-lever.

For retro tting, the current software ash package may have to be loaded into the truck.

The addresses and values of trucks RX6025-50 (6321 6630) partially deviate from the standard.

57338012001 EN - 12/2016

-9

A 00 3EC

27

A 00 3ED

1E

A 00 3EE

00

A 10 023

2C

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 3 seconds Clamping function con guration Default: enable via the F key Crossbar switch index for auxiliary hydraulics 2 axle

A 10 030

3A

Crossbar switch index for analogue switch 1, analogue input

A 10 031

1B

Crossbar switch index for analogue switch 1, Enable input

A 00 3EC

27

A 00 3ED

0A

01

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 1 second Clamping function con guration Default: enable by moving the lever In RX60-25-50 (6321 6330)

C4

Setpoint value input from the operating device for the clamping version

39

Crossbar switch index for auxiliary hydraulics 2 axle

38

In RX60-25-50 (6321 6330)

A 10 036

3A

Crossbar switch index for AND element 1, input A

A 10 037

1B 00 3A

Crossbar switch index for AND element 1, input B Crossbar switch index for setpoint value limiter, analogue input In RX60-25-50 (6321 6330)

00

Crossbar switch index for setpoint value limiter, digital input

31

In RX60-25-50 (6321 6330)

3A

Crossbar switch index for setpoint value limiter, analogue input

00

In RX60-25-50 (6321 6330)

31

Crossbar switch index for setpoint value limiter, digital input

00

In RX60-25-50 (6321 6330)

A 10 04D

3A

Crossbar switch index for universal output 1

A 00 3EC

27

A 00 3ED

0A

A 00 3EE A 00 3EF A 10 023

A 10 042 A 10 043 A 10 044 A 10 045

A 00 3EE A 00 3EF A 10 022

02

01

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 1 second Clamping function con guration Default: enable by moving the lever In RX60-25-50 (6321 6330)

C4

Setpoint value input from the operating device for the clamping version

39

Crossbar switch index for auxiliary hydraulics 1 axle

38

In RX60-25-50 (6321 6330)

2B

02

A 10 036

3A 2B

Four-way mini-lever Crossbar switch index for AND element 1, Duplicate mini-lever input A Fingertip

A 10 037

1B

Crossbar switch index for AND element 1, input B

-10

57338012001 EN - 12/2016

A 10 042

00

Crossbar switch index for setpoint value limiter, analogue input

2B

Four-way mini-lever

3A

In RX60-25-50 (6321 6330)

A 10 043

00

Crossbar switch index for setpoint value limiter, digital input

31

In RX60-25-50 (6321 6330)

2B A 10 044

A 10 045 A 10 04D

Duplicate mini-lever Fingertip

3A

3A 3A

Crossbar switch index for setpoint value limiter, analogue input

Four-way mini-lever Duplicate mini-lever Fingertip

00

In RX60-25-50 (6321 6330)

31

Crossbar switch index for setpoint value limiter, digital input

00

In RX60-25-50 (6321 6330)

2B

Four-way mini-lever Crossbar switch index for universal output Duplicate mini-lever 1 Fingertip

3A 2B

.

57338012001 EN - 12/2016

-11

Accumulators are hydro-pneumatic storage devices that draw on the compressibility of gas to store uids. Accumulators comprise a uid section and a gas section, with a membrane forming a separator. These sections are welded together to form a single unit. The gas section can be re lled. The uid section is connected to the hydraulic circuit. The membrane features a valve plate in its base. When the gas section is completely empty, this valve plate closes off the hydraulic outlet. This prevents damage being sustained to the membrane.

If the pressure in the hydraulics system rises, the accumulator is lled with hydraulic oil and the volume of gas is compressed. If the pressure in the hydraulics system falls again, the compressed gas expands and pushes the hydraulic oil back into the hydraulic circuit. These damping characteristics can be altered as required by adjusting the pre-load pressure

At nominal load, the accumulator absorbs the vibrations prevailing in the lift mast. This reduces the impact factor and/or load factor for the frame and tilt cylinders when driving on uneven ground.

On all trucks with a nominal load of 5000 kg and a load centre of gravity of 600, the accumulator is a component relevant to safety that is subject to regular maintenance.

Gas, re llable

Nitrogen

Gas connection Max. operating pressure Pre-load pressure Min. operating pressure Hydraulic connection

M28 x 1.5 250 bar 130 bar 40 bar G 1/2

.

-12

57338012001 EN - 12/2016

Check the pre-load pressure.

Check the connections to ensure they are secure and check for leaks.

Check the ttings and safety systems to ensure they are in proper condition.

Check the mounting elements.

Using the testing device, you can check the pre-load pressure in the accumulator and reduce it as necessary. To do this, screw the testing device on to the gas valve on the accumulator.

If the accumulator also needs to be lled, the testing device must be connected to a standard nitrogen container via a lling hose.

The testing device is a screw joint tting with a pressure gauge, non-return valve and a spindle attached. The spindle is used to open the gas valve for testing purposes.

Remove the accumulator before checking it.

This is the only way to reliably detect a faulty membrane.

1 2 3 4 5

Test port (accumulator) Pressure release valve Hand wheel Pressure gauge Filling connection (gas cylinder)

Unscrew the protective cap from the gas connection on the accumulator.

Loosen the socket-head screw slightly, as this is very dif cult to turn via the hand wheel on the testing device.

Securely bolt the testing device on to the gas connection on the accumulator.

Close the pressure release valve on the testing device.

Open the accumulator via the hand wheel.

Read the accumulator gas pressure on the pressure gauge.

If the gas pressure is too high or the suspension properties are too hard, the pressure release valve can be used to reduce the pressure in a controlled manner.

Open the accumulator via the hand wheel.

Read the accumulator gas pressure on the pressure gauge.

57338012001 EN - 12/2016

-13

Slowly open the pressure release valve and relieve the pressure in a controlled manner.

The minimum pre-load pressure must not be below 40 bar, as otherwise the membrane will wear quickly.

If the gas pressure is too low or the suspension properties are too soft, the lling connection can be used to increase the pressure.

Set the pressure reduction valve to the required pressure.

Open the accumulator via the hand wheel.

Close the pressure release valve on the testing device.

Read the accumulator gas pressure on the pressure gauge.

Select a nitrogen cylinder that is as full as possible and connect to the lling connection.

Increase the pressure in a controlled manner.

-14

57338012001 EN - 12/2016

a

Manufacturer Monoblock, three-way

Buchholz Lift, tilt, auxiliary 1 for all overall heights

Monoblock, four-way Check valve for the hydraulics blocking function in accordance with EN-ISO 3691-1

Lift, tilt, auxiliary 1, auxiliary 2 for all overall heights The hydraulic functions are enabled as soon as the seat contact switch is actuated, i.e. when the driver sits down

Nominal voltage

[V]

12

Limit current Resistance at 20°C: 2Y1 - 2Y8, 2Y9

[A]

Maximum 1.8

[ ]

4.7

Resistance at 170°C: 2Y1 - 2Y8, 2Y9

[ ]

7.5

[°C]

-20 to +95, up to 120 for a short period

P, LS, H, A1, B1, A2, B2, A3, B3

[bar]

280

T

[bar]

15

P T

[Nm] 60 [Nm] 90

H A1, B1, A2, B2, A3, B3

[Nm] 60 [Nm] 40

LS

[Nm] 40 [Nm] 15

MP Emergency lowering screw

M22 x 1.5 M26 x 1.5 M22 x 1.5 - SW36 M18 x 1.5 M10 x 1 Loosen by max. 1.5 turns

Valve block on valve block support

[Nm] 2.5 [Nm] 20

Lowering speed setting

Hexagon hole 3AF, prevailing torque nut 10AF

.

There are NO tilt ori ces.

57338012001 EN - 12/2016

-1

1 2 3 4

Emergency lowering Release valve for hydraulics blocking function Adjustment screw for the lowering speed Discharge pressure governor (lowering brake)

2Y1 2Y2 2Y3 2Y4 2Y5 2Y6 2Y7

Lift Lower Tilt backwards Tilt forwards Auxiliary hydraulics 1 (pos) Auxiliary hydraulics 1 (neg) Auxiliary hydraulics 2 (pos)

The directional control valve block is a monoblock design and comes in two versions:

2Y8 2Y9

Auxiliary hydraulics 2 (neg) Release valve for hydraulics blocking function

P T LS A A1 B1 A2 B2 A3 B3

Pressure pump Tank return LS line Lift/lower Tilt forwards Tilt backwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2

The directional control valve block contains the following functional components:

Three-way directional control valve block

Discharge pressure governor (lowering brake)

Lift, tilt, auxiliary hydraulics 1

Two tilt load holding valves

Four-way directional control valve block

There are NO tilt ori ces.

Lift, tilt, auxiliary hydraulics 1, auxiliary hydraulics 2

Release valve for hydraulics blocking function

The function and structure of the monoblocks are identical in both versions. If a truck is later equipped with auxiliary hydraulics, the whole monoblock must be exchanged.

The pressure relief valve is not a component of the directional control valve block, but rather a component of the pump regulator on the variable displacement pump.

The valve spools of the directional control valves are controlled by solenoid coils in proportion to -2

57338012001 EN - 12/2016

the degree of actuation of the joystick, ngertip or mini-lever.

The directional control valves for tilting forwards and backwards, auxiliary hydraulics 1 and auxiliary hydraulics 2 are tted on both sides with solenoid coils.

The upper solenoid coils press the valve spools down and open the connections (Bx) to the pressure line (P), as well as the connections (Ax) to the return line (T).

The lower solenoid coils press the valve spools up and open the connections (Ax) to the pressure line (P), as well as the connections (Bx) to the return line (T).

Lifting and lowering (A) are activated by separate valve spools, each of which are controlled by solenoid coils.

The solenoid coil (2Y1) moves the lift valve spool and opens the connection (A) to the pressure line (P).

The solenoid coil (2Y2) pushes on the lowering valve and opens the connection (A) to the return line (T).

The release valve for the hydraulics blocking function (2Y9) is located in the LS chain and releases the control pressure as soon as the seat contact switch is closed.

The discharge pressure governor (4) ful ls the functions of the lowering brake, and limits and regulates the lowering speed, regardless of the load. The lowering speed is set by adjusting (2) the lowering cartridge. If the seat switch is not actuated (i.e. the driver does not sit down), the lowering action is interrupted.

The load holding valves are integrated into the directional control valve and prevent the load from tilting by itself.

Spare part directional control valves are delivered without screw joints When performing repairs to the directional control valve, proceed with extreme caution because dirt and damage to the sealing surfaces can result in malfunctions and leakages Always observe the tightening torques The valve spools must not be turned

57338012001 EN - 12/2016

-3

Safely park the truck.

Move the lift mast downwards.

Remove the battery.

Open the bonnet.

Remove the bottom plate and disconnect plug X16 from the accelerator.

Unscrew the cross beam, unscrew the heating line if necessary.

Protect the interior space under the valve block with cleaning cloths and protect the oil sumps against contamination.

Unscrew all hydraulic screw joints with unions from the valve block to make space for the tool. Protect the hydraulic lines against contamination.

Make a note of the positions and sizes of the pipe unions (risk of mix-up).

Disconnect all plugs 2Y2 - 2Y9 from the solenoid valves.

Working from the outside, unscrew the three screws from the side wall of the chassis. The valve block can be unscrewed together with the support or simply as an individual item.

Carefully lift the valve block out of the truck.

Make a note of the union sizes and tightening torques.

For values, see "General technical data" in the chapter entitled "Valves - Servo hydraulics" Place the valve block in position.

Position the valve block in front of the mounting bores on the chassis side wall; insert the 3 screws and tighten them.

-4

57338012001 EN - 12/2016

Connect all plugs 2Y2 - 2Y9 for the solenoid valves.

Connect the hydraulic lines.

Screw on the LS line tightly.

Screw on the return line tightly.

Screw on the pressure line tightly.

Screw on the lift line tightly.

Screw on the tilt backwards line tightly.

Screw on the tilt forwards line tightly.

Screw on the auxiliary hydraulics tightly, depending on the equipment.

Remove contamination from the interior.

Install the heating system if necessary.

Attach the cross beam.

Install the bottom plate with the accelerator pedal and connect plug X16.

Install the battery.

Carry out a function check.

57338012001 EN - 12/2016

-5

-6

57338012001 EN - 12/2016

a

Spherical bearing Mast bearing screws, per side

E45-2R2-C2 2 x M16 x 55-10.9-DAC-TUFLOK screws [Nm] 310 2 x SKM 16 C60 DACROMET lock washers

Lubricant .

The mast bearing is the same in all telescopic and triple masts.

The mast bearings are tted in the holding xtures welded to the outer mast and secured by means of a locking ring. The mast bearings sit on the cast holding xtures on the drive axle and are each secured with two self-securing socket head screws with lock washers. The sealing plugs protect the threads against contamination and corrosion.

The mast bearing must be lubricated via the lubricating nipples every 1000 operating hours.

Depending on the application in which the truck is used, it may be necessary to lubricate mast bearings even earlier.

Defective mast bearings must always be replaced in full and in pairs.

The mast bearing screws must always be replaced if this is the case.

Old mast bearing screws must not be reused.

Only the speci ed mast bearing screws are permitted.

It is forbidden to use uncoated screws with pourable plastics.

1 2 3 4 5

Mast bearings Conical lubricating nipple Screw Lock washer Sealing plug

The threaded holes must be cleaned before the mast bearing screws are screwed in.

Remove old screw-locking compound from the thread using a tap.

To ensure that the grease also penetrates to the load-bearing points, you must relieve the strain on the bearing.

57338012001 EN - 12/2016

-1

Slightly raise the lift mast using a hydraulic jack.

Grease the mast bearings.

For safety purposes, replace the mast bearing screws with new screws one at a time.

If necessary, remove the attachment.

Raise and secure the fork carriage; refer to the chapter entitled "Securing the fork carriage".

Unscrew one mast bearing screw.

Remove old screw-locking compound from the thread using a tap.

Screw in a new mast bearing screw with a new lock washer; note the speci ed tightening torque.

-2

57338012001 EN - 12/2016

a

Line break safety valves

[Nm]

Outer cylinder hydraulic line

[Nm]

23 ±2

Bleeder screws

Mast bearing screws, per side

2 x M16 x 80-40.9 screws, ISO 4762 With screw locking agent Tu ok

[Nm]

310

[mm]

105.4

[mm]

0.05 0.4 - 0.6 Maximum play Minimum play 0.1

Lubricant Support roller diameter Permissible radial play

[mm] [mm]

Permissible lateral play

[mm]

Centre roller in case of 6-roller fork carriage Upper support rollers in case of 6-roller fork carriage

Standard size Minimum play

0.3 - 1.1 Maximum play The play of the centre roller is 0.2 mm larger than the play of the upper rollers

[Nm]

60 ±6

Countersunk screw, M12x25, ISO 10642 Loctite 242

The weights of lift masts depend on the model, load-bearing capacity and overall height.

Telescopic Triple Telescopic Triple Telescopic Triple

Without fork carriage, fork arms, attachments Mast length [mm]/1000 x 208 + 218

4000 4500 - 5000 5000 - LSP600

Mast length [mm]/1000 x 219 + 213 Mast length [mm]/1000 x 250 + 220

.

57338012001 EN - 12/2016

-1

The line break safety valve prevents the load from lowering at an accelerated rate and in an uncontrolled manner in the event of line breakage.

The line break safety valve features a valve disc that is lifted from the valve seat by spring force when in a quiescent state, thus keeping a ow cross-section free. Under normal operation, the spring keeps the valve open. In the event of a line breakage, the volume ow rate increases, the ow forces become greater than the spring force and the valve closes immediately. A small hole in the valve disc (ori ce) allows the load to be lowered slowly when the valve is closed.

If there is more than one line break safety valve tted in a lift mast, the sequence in which the line break safety valves close is critical. The sequence is critical to ensure safe conditions in the event of line breakage. For this reason, line break safety valves with differing trigger ows are tted. The trigger ow [l/min] speci es the volume ow rate at which the individual line break safety valve closes.

If line break safety valves are missing or not of the correct size, this poses the risk of safety being jeopardised in the event of line breakage.

Use the correct line break safety valves as shown on the spare parts list.

The line break safety valves differ in terms of their basic type, overall size and trigger ow. Refer to the relevant spare parts list for details of the correct line break safety valve.

Hawe (4)

23 Nm

Buchholz (5)

23 Nm

The settings of the line break safety valve must not be changed!

Lift cylinders tted as spare parts must be checked to ensure that the line break safety valves are pre-assembled correctly!

-2

57338012001 EN - 12/2016

The quantity and installation position of the line break safety valve depends on the type of lift mast, the load capacity class and the overall height. A distinction is drawn between three installation positions: Cylinder bottom Hydraulic adapter Cylinder bottom and hydraulic adapter

1600 - 1800 1000 - 1800 From 2660 mm 2000

0

1

1

1

2500

0

1

0

1

3000 - 3500

0

1

4000

0

1

4500 - 5000

0

1

1600 1800 2000 2500

1 1 1

2500 From 2200 mm

1 1

1 1 1

1 1 0

0

1

1

1

1

3000

1

1

0

0

3500

1

1

0

0

1600 - 1800

1

1

1

1

2000

1

1

1

1

2500

0

0

1

1

3000

1

0

1

1

3500

1

0

1

1

4000

1

1 each

0

4500

0

1 each

1

5000

0

1 each

1

There is no hydraulic adapter present.

57338012001 EN - 12/2016

-3

There is no line break safety valve installed at this point.

Number of line break safety valves installed. .

-4

57338012001 EN - 12/2016

1 2 P

Support roller Shim ring Pro le sizes

After replacing the support rollers, the lateral and radial play between the mast pro le and the support roller must be checked.

The radial play is balanced using larger support rollers.

The lateral play is balanced using shim rings.

[mm]

Permissible radial play

[mm] [mm]

Permissible lateral play 6-roller fork carriage, centre roller

0.05

Minimum play

0.4 - 0.6 Maximum play Minimum play 0.1

[mm] 0.3 - 1.1 Maximum play The play of the centre roller is 0.2 mm larger than the play of the upper rollers

150

105.4

105.7

150

45 x 55 x 0.2

45 x 55 x 0.5

106.0

106.3

.

57338012001 EN - 12/2016

-5

Multi-plate chains, also called leaf chains, are used as load chains. Leaf chains consist of chain pins and joining plates. The outer joining plates are given a press t. A sliding t is provided for the inner joining plates to ensure that the leaf chains can move freely.

Depending on the working cycle and place of use, the load chains may be subjected to high loads and will therefore wear more quickly. Load chains will stretch due to wear at the chain pins.

In order to keep wear and tear to a minimum, note the following: Clean load chains regularly.

Spray load chains with STILL chain spray.

Measure the chain elongation.

Adjust the load chains evenly.

Load chains must be evenly tensioned when under load.

Risk of accidents!

Load chains are safety elements The use of cold/chemical cleaners or uids that are corrosive or contain acid or chlorine can damage the chains and is therefore forbidden!

Place a collection container under the lift mast.

Clean with paraf n derivatives such as benzine (and follow the manufacturer's safety information) When cleaning with a steam jet, do not use additives.

Remove any water in the chain links with compressed air immediately after cleaning.

Move the chain around during this procedure.

Spray the chain immediately with STILL chain spray. Move the chain around during this procedure.

The load chains must be checked for the following external damage: broken joining plates broken bolts

-6

57338012001 EN - 12/2016

loose and crooked bolts surface rust stiff joints wear and tear, damage to the clamping bolt and end link If any of the above-mentioned damage has occurred, the load chain must be changed without delay. If the load chain is damaged, it may break before reaching the permissible elongation.

Improper repairs can lead to serious damage!

Always replace the load chains. It is not permitted to carry out repairs to load chains.

Load chains must always be replaced in pairs to ensure equal load distribution between the two load chains.

Load chains must always be replaced in full, including the clamping bolt and end link.

Hold the marking (1) on the chain wear gauge against the middle of a chain pin.

Count off 34 chain links. Depending on the size of the chain, the marking (2) indicates the normal length of 34 chain links.

The marking (3) indicates the chain length at 3% elongation.

As soon as the speci ed maximum elongation of 3% has been reached, the load chain must be changed.

57338012001 EN - 12/2016

-7

The end stop must lie within the lift cylinder when lift 1 is fully extended.

There must always be a minimum distance remaining between the run-out barrier (1) and fork cams (2) when lift 1 is fully extended.

The measured value is only a reference dimension.

Ideal air gap

10 - 20 mm

Minimum dimension

5 mm

For lift masts with a considerable overall height, the distance to the run-out barrier can be easily determined: Stick plasticine to the fork cams on the fork carriage.

Raise the fork carriage to the stop.

Use the slide gauge to measure the thickness of the plasticine.

-8

57338012001 EN - 12/2016

For the work described, it is important to know the overall weight of the lift mast, as well as the weight of the fork carriage and any attachments.

The following devices are required for the work described: Second truck or crane with a suf cient nominal load Safety chains and lifting slings with a suf cient nominal load Supporting blocks and europallet Hydraulic jack with suf cient nominal load, lifting bag if necessary

Hydraulic oil is hazardous to health. Hydraulic oil is pressurised during operation.

Do not spill the hydraulic oil.

Spilt hydraulic oil must be cleaned up immediately using oil-binding agents.

Comply with statutory regulations for disposal.

Do not allow hydraulic oil to come into contact with hot engine parts.

Do not allow hydraulic oil to come into contact with the skin.

Avoid inhaling spray.

To avoid injury, use the appropriate protective equipment (protective gloves, protection goggles, skin protection and skin care products).

Release the pressure from the system before carrying out any work on the hydraulics.

57338012001 EN - 12/2016

-9

Safely park the truck.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Remove the fork arms and, if necessary, the attachment.

Raise and secure the fork carriage; see the chapter entitled "Securing the fork carriage".

Loosen the mast bearing screws; do not completely unscrew them.

Lower the fork carriage and put the lift mast into a vertical position.

Apply the parking brake.

Turn the key switch OFF. battery male connector.

Disconnect the

Attach a suitable lifting sling to the top of the outer mast crossmember.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast. Tilt back the lift mast on the second truck, for example.

Use the second forklift truck to raise the lift mast slightly until it is suspended taut on the lifting sling.

Place a collection vessel for hydraulic oil under the central hydraulic pipe.

Loosen the hydraulic pipe from the hose lines.

Depending on the equipment, undo the connections for the auxiliary hydraulics on the lift mast and disconnect them.

Seal off hydraulic lines using plugs. Use cable ties to attach the loose hose ends to the lift mast.

As soon as the mast bearings and tilt cylinders are unscrewed, the weight of the lift mast is taken entirely by the lifting sling.

Ensure that the lifting sling is seated securely on the lift mast.

Make sure that the lift mast is raised slightly and is taut on the lifting sling.

Unscrew the mast bearing screws.

-10

57338012001 EN - 12/2016

Depending on the equipment on the tilt cylinder, unscrew the mast vertical position lever.

Disconnect both tilt cylinders from the outer mast. To do this, remove the locking ring and knock out the bolts.

Lift out the lift mast using the second truck and set it down carefully on the prepared europallet.

Risk of damage to components.

Proceed with care when lifting out the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

Only use new mast bearing screws for the installation; see the chapter entitled "Mast bearings".

Note the screw quality and tightening torques.

See "General technical data" for values.

Safely park the truck.

Attach a suitable lifting sling to the top of the outer mast crossmember.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast. Tilt back the lift mast on the second truck, for example.

Risk of damage to components.

Proceed with care when lifting the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

Move the mast into position and t the mast bearing screws; see the chapter entitled "Mast bearings".

Connect both tilt cylinders to the outer mast.

To do this, knock in the bolts and secure them with the locking ring.

Depending on the equipment on the tilt cylinder, bolt on the mast vertical position lever.

Connect the hydraulic pipe to the hose lines.

57338012001 EN - 12/2016

-11

Depending on the equipment, bolt the connections for the auxiliary hydraulics on to the lift mast and connect them. male connector.

Connect the battery

To bleed the lift cylinders, raise the fork carriage by approx. 300 mm.

On the outer cylinders, loosen the bleeder screw in the cylinder head by a maximum of one turn.

In the case of triple masts, also loosen the bleeder screw on the middle cylinder by a maximum of one turn.

Screw the bleeder screw back in as soon as oil starts to leak out.

Carry out this process for every lift cylinder.

Check the seating and position of the load chains and hose guides.

Check the hydraulics for leaks.

Tighten the mast bearing screws and check the tightening torque.

Remove the fork arms and, if necessary, the attachment.

Carry out a function check.

-12

57338012001 EN - 12/2016

The telescopic lift mast is a free-view lift mast and consists of an inner mast (2) and an outer mast (1). The mast pro le of the outer mast is a U-pro le; the pro le of the inner mast is a double-T-pro le. The lift cylinders (3) are located behind the pro le of the outer mast on each side.

The lift pistons are connected to the inner mast crossmember (5) at the top.

The fork carriage and mast pro les are guided through support rollers (4); these also absorb the lateral forces. The lower support roller also passes through a plastic shell. This shell absorbs the force when the load is reversed. This is necessary because the U-pro le is larger than the diameter of the support roller. If the lift mast is tilted backwards when the load is raised, the centre of gravity changes to behind the axle. This is called load reversal.

The load chains (8) are connected to the outer mast crossmember (6) via clamping bolts. The load chains are redirected by chain rollers (7) on the inner mast. The end links of the load chains are connected to the fork carriage.

When the load is lifted, the fork carriage is raised along with the inner mast. After a small free lift of approx. 150 - 160 mm, the overall height of the lift mast changes immediately. This must be taken into consideration if there are low ceilings and gates.

If the lift cylinders are supplied with compressed oil, the lift pistons extend and take the inner mast with them. The redirection of the load chains causes the inner mast to extend towards the fork carriage at a ratio of 1:2.

1 2 3 4 5 6 7 8

Outer mast Inner mast Lift cylinder Support roller Inner mast crossmember Outer mast crossmember Chain roller Load chains

9 10

Additional crossmember Pro le reinforcement

The end stop is located in the lift cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see chapter entitled "Run-out barrier".

57338012001 EN - 12/2016

-13

The hydraulic oil comes from the directional control valve block, is distributed via a T-piece and is directed down to the two outer cylinders on the left and right.

The line break safety valve (LBS) is installed in the right-hand outer cylinder. This valve prevents the load from lowering too quickly in the event of line breakage; see the chapter entitled "Line break safety valve".

Lower the lift mast and tilt it back fully.

Unscrew the screw (3) on each side of the outer mast and remove the cap (2).

The screw (3) features a thread lock.

Secure the screw using Loctite 243.

Evenly tension the two load chains at the tensioning nuts (1) until the dimension (X) is reached.

-14

57338012001 EN - 12/2016

A

Lower edge of inner mast

B

Lower edge of support roller

X

Adjustment dimension

4000

43+0/-3

4000

Screw the cap (2) securely in place on both sides using a new screw (3).

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

See the chapter entitled "Run-out barrier"

Safely park the truck.

Put the lift mast in its vertical position.

Apply the parking brake.

Remove the fork carriage; see the chapter entitled "Fork carriage".

Remove the outer cylinder; see the chapter entitled "Outer cylinder" Turn the key switch OFF. battery male connector.

: Disconnect the

Lower the inner mast until the bottom support rollers are disengaged.

57338012001 EN - 12/2016

-15

Remove the upper support rollers from the bearing pins.

Remove the wear strips and pull the support rollers away from the bearing pins.

Clean the bearing pins and t new support rollers, adding shim rings as required.

Check the wear strips for wear and replace them as necessary.

Initial position after replacing the support rollers.

Raise the inner mast using the hydraulic jack.

To ensure that the wear strips do not tilt in pro le, it is better to place the hydraulic jack on the bottom crossmember in a central position.

Install the outer cylinder; see the chapter entitled "Outer cylinder" Install the guard grille in the front structure. If necessary, t the mast vertical position lever from the tilt cylinder.

Fit the fork carriage; see the chapter entitled "Fork carriage".

Adjust the load chains and tension them equally; see the chapter entitled "Adjusting the load chains" Screw the hose guide on tightly and tension the hydraulic hoses. The hydraulic hoses must not suffer impacts during operation.

Perform a functional test and leak test.

-16

57338012001 EN - 12/2016

The triple mast is a free-view lift mast and consists of an inner mast (3), a middle mast (2) and an outer mast (1). The outer mast pro le is a U-pro le; the inner mast and middle mast are double-T-pro les. The outer cylinders (12) are located behind the pro le of the outer mast on each side. The lift pistons are connected to the middle mast crossmember (10) at the top.

Two middle cylinders (4) are installed within the inner mast.

The fork carriage and mast pro les are guided by support rollers; these also absorb the lateral forces. The lower middle mast support roller also passes through a plastic shell. This shell absorbs the force when the load is reversed. This is necessary because the U-pro le of the outer mast is larger than the diameter of the support roller. If the lift mast is tilted backwards when the load is raised, the centre of gravity changes to behind the axle. This is called load reversal.

An outer load chain (7) is connected via a clamping bolt on the upper outer mast crossmember (9) on each side. The load chains are redirected by chain rollers on the middle mast. The end links of the load chains are connected to the inner mast.

The middle load chains (5) are connected to the inner mast centre bridge piece (8) via clamping bolts. The load chains are redirected by chain rollers (6). The end links of the load chain are connected to the fork carriage.

When the load is lifted, the fork carriage is raised in free lift in lift 1. In free lift, the overall height of the truck does not change. Only in lift 2 is the middle mast also raised, taking the inner mast with it via the outer load chains.

Using a 6-roller fork carriage presents an exception in this regard. Even in lift 1, this fork carriage rises a few centimetres above the top of the inner mast, so that the overall height of the lift mast changes.

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

Outer mast Middle mast Inner mast Middle cylinder Middle load chain Chain roller Outer load chains Inner mast centre bridge piece Outer mast crossmember Middle mast crossmember Inner mast crossmember Outer cylinder

13 14

Additional crossmember Pro le reinforcement

If the lift cylinders are supplied with compressed oil, the lift pistons of the middle cylinder extend rst, taking the fork carriage with them in lift 1 via the middle load chains.

When the middle cylinders reach the end position, the lift pistons of the outer cylinders extend, 57338012001 EN - 12/2016

-17

taking with them the middle mast in lift 2 and the inner mast via the outer load chains.

The redirection of the outer load chains causes the inner mast to move towards the middle mast in a ratio of 1:2.

The end stop is in the cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see chapter entitled "Run-out barrier".

The hydraulic oil comes from the directional control valve block via a distributor and passes downwards into the two outer cylinders and the middle cylinders. The outer cylinders are closed at the top.

Due to the varying piston areas, the middle cylinders are always raised rst (lift 1) and then the two outer cylinders (lift 2).

Line break safety valves (LBS) are installed in the outer cylinders and middle cylinder. These valves prevent the load from lowering too quickly in the event of line breakage; see the chapter entitled "Line break safety valve".

I II LBS

Lift 1 Lift 2 Line break safety valve

Adjusting the outer load chain only ensures that the masts are ush with each other. The fork carriage position is adjusted via the middle load chain Lower the lift mast and tilt it back fully.

-18

57338012001 EN - 12/2016

Unscrew the screw (3) on each side of the outer mast and remove the cap (2).

The screw (3) features a thread lock.

Secure the screw using Loctite 243.

Tension both load chains equally at the clamping bolts (1) until the lower edges of the middle mast, inner mast and outer mast are ush with each other.

Screw the cap (2) tightly into place on both sides using the screw (3).

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

Lower the lift mast and tilt it back fully.

Unscrew the screw on the middle cylinder and remove the cap (4).

The screw (2) features a thread lock.

Secure the screw using Loctite 243.

Tighten the load chain at the tensioning nut (3) until the dimension (X) is achieved.

57338012001 EN - 12/2016

-19

A

Lower edge of inner mast

B

Lower edge of support roller

X

Adjustment dimension

4000

5000

43+0/-3

Screw the cap (1) on tightly using a screw (4).

Secure the screw with Loctite.

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

See the chapter entitled "Run-out barrier"

-20

57338012001 EN - 12/2016

The lift cylinders are single-action cylinders.

The cylinder pipe is welded to the cylinder bottom.

The cylinder head is bolted on to the cylinder pipe and secured using pourable plastics.

The seal between the cylinder head and cylinder pipe, and between the cylinder head and piston rod (piston barrel), is provided in the form of sealing rings. O-rings and grooved rings are used depending on the type of lift cylinder.

The lift is restricted by a piston cover screwed into the piston rod (piston barrel) and secured using pourable plastics.

1 2 3 4 5 6 7 8 9 10 11

57338012001 EN - 12/2016

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

-21

The following equipment is required to remove the lift cylinders: Safety chain and lifting sling with an adequate nominal load Support blocks Hydraulic jack Ratchet hoist Europallet The following equipment is required to disassemble the lift cylinders: Vice Protective jaws Hot-air gun

To safely hook the lift cylinder under the cylinder head using the lifting sling, the loop shown in the picture must be used:

-22

57338012001 EN - 12/2016

Hitches Palstek and Bulin are suitable for providing a secure connection between the lifting sling and the chain block.

Applying too much heat can lead to thermal damage.

Only heat threads secured with Loctite using a hot-air gun on a selective basis. Do not heat large areas of the thread using a naked ame.

The hydraulic oil is pressurised during operation and is hazardous to your health.

Do not spill the hydraulic oil.

Spilt hydraulic oil must be cleaned up immediately using oil-binding agents.

Comply with legal regulations for disposal.

Do not allow hydraulic oil to come into contact with hot engine parts.

Do not allow hydraulic oil to come into contact with the skin.

Avoid inhaling spray.

To avoid injury, use the appropriate protective equipment (protective gloves, industrial goggles, skin protection and skin care products).

Safely park the truck.

Set the lift mast to vertical.

Apply the parking brake.

Remove the fork carriage; see the chapter entitled "Fork carriage".

Tilt the lift mast forwards.

Remove the guard grille in the front structure.

If necessary remove the mast vertical position lever from the tilt cylinder.

57338012001 EN - 12/2016

-23

Raise the inner mast until it rests against the two support blocks.

At the top of the inner mast crossmember, disassemble the locking ring from the piston rods.

Lower the lift mast; the inner mast remains resting on the support blocks while the cylinders move to the stop.

Turn the key switch OFF. battery male connector.

Disconnect the

At the bottom outer mast crossmember, unscrew the pipe clip from the hydraulic manifold.

Place collection vessels for hydraulic oil under the outer cylinders.

Unscrew the hydraulic lines from the bottom of the outer cylinders (36 AF). Protect open connections against contamination.

Unscrew the tensioning pieces.

The process for removing the outer cylinders is virtually identical for both sides. To do so, lift the outer cylinders from the lift mast using a lifting sling and ratchet hoist and place them on a europallet.

Place the europallet in front of the lift mast.

Remove the hose clips from the hydraulic cylinder.

Remove the load chains and hydraulic hoses from the chain rollers.

-24

57338012001 EN - 12/2016

Place the lifting sling around the chain roller.

Place the lifting sling underneath the head of the outer cylinder. In doing so, it is extremely important that the loop is pulled tight; see the chapter entitled "Working on lift masts".

Connect the lifting sling to the ratchet hoist. In doing so, it is important that the lifting sling is not too long, to ensure the hoist has suf cient travel to lift the outer cylinder clear. For details of a suitable hitch, see the chapter "Working on lift masts".

Use a safety rope to secure the ratchet hoist around the middle of the bottom outer mast crossmember. Do not place the safety rope around the hydraulic pipes.

Slowly lift the outer cylinder out of the lift mast and place it on a europallet. While doing so, take care not to damage the hydraulic connection at the bottom of the outer cylinder.

57338012001 EN - 12/2016

-25

The inner mast rests on two support blocks.

Position the outer cylinder on the europallet in front of the lift mast.

The lifting sling is tied to the outer cylinder in the same way as described for the removal process.

Using the ratchet hoist, slowly set the outer cylinder upright and lift it into position.

Note the location of the bleeder screw.

The bleeder screw faces to the rear.

Place the outer cylinder in the bottom holding xture on the outer mast. While doing so, take care not to damage the hydraulic connection at the bottom of the outer cylinder.

Place the outer cylinder complete with tensioning piece into position and bolt it securely in place.

Bolt on the lift cylinder connections at the bottom (36 AF) Securely bolt the pipe line complete with clip to the bottom outer mast crossmember.

Place the load chains and hydraulic hoses over the chain rollers.

Lower the inner mast and at the same time insert the lift cylinders into the inner mast crossmember.

Fit the locking ring on the lift cylinder mounting.

Extend the lift cylinder until the safety chain is no longer under tension.

Open the bleeder screw on the outer cylinder a maximum of one turn.

Tighten the bleeder screw again as soon as oil starts to leak out.

Check the hydraulics for leaks.

Check the seating and position of the load chains and hose guides.

Carry out a function check.

-26

57338012001 EN - 12/2016

a

The way in which the fork carriage is removed depends on the equipment tted.

On lift masts equipped with fork wear protection, it may be easier to remove the fork carriage in an upwards direction. A second truck or a crane is always required to do this.

Safely park the truck.

Apply the parking brake.

Put the lift mast in its vertical position.

Remove the fork arms.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Depending on the equipment tted, remove the attachment and auxiliary hydraulics hoses.

Unscrew the run-out barrier at the top of the inner mast.

Raise the fork carriage to a comfortable working height.

Turn the key switch OFF. battery male connector.

Disconnect the

Unscrew the hose guide from the fork carriage.

Attach a suitable lifting sling to the fork carriage.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks during the lifting process.

Unscrew the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Detach the load chains from the fork carriage.

Use the second truck to lift the fork carriage up and out of the lift mast.

57338012001 EN - 12/2016

-1

Place the fork carriage on a europallet.

Use the second truck to lift the fork carriage into the lift mast from above.

Lower the fork carriage to a comfortable working height.

If the fork carriage jams in the inner mast during assembly, gently tilt the lift mast back and forth to try to advance the fork carriage into the inner mast.

Attach the load chains to the fork carriage.

Screw in the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Continue to lower the fork carriage until the load chains are taut.

Remove the lifting sling from the fork carriage.

Adjust the play of the support rollers; see the chapter entitled "Support roller play".

Attach the fork arms. Depending on the equipment installed, t the attachment and the auxiliary hydraulics hoses to the fork carriage.

Carry out a function check.

Safely park the truck.

Apply the parking brake.

Put the lift mast in its vertical position.

Remove the fork arms.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Depending on the equipment tted, remove the attachment and auxiliary hydraulics hoses.

-2

57338012001 EN - 12/2016

Unscrew the hose guide from the fork carriage.

Unscrew the hose line for attachments from the fork carriage.

Unscrew the load chain locking device on the fork carriage.

Set the fork carriage down on the support blocks provided.

The fork carriage may tip forwards!

Check that the fork carriage is resting securely on the support blocks.

Using a hydraulic jack, raise the fork carriage slightly until the load chains fall from the guides.

Lay the load chains over the centre bridge piece to the rear.

57338012001 EN - 12/2016

-3

Place the europallet in front of the lift mast.

The picture shows a 6-roller fork carriage Use a safety rope to secure the ratchet hoist around the centre outer mast crossmember.

Connect the fork carriage to the ratchet hoist.

Slowly raise the inner mast until the fork carriage is no longer is guided by the inner mast.

Using the ratchet hoist, slowly tilt the fork carriage forwards and set it down on the europallet.

Place two support blocks in front of the lift mast.

Position the europallet holding the fork carriage in front of the lift mast.

Raise the inner mast until the fork carriage ts underneath the inner mast pro le.

Use a safety rope to secure the ratchet hoist around the centre outer mast crossmember.

Connect the fork carriage to the ratchet hoist.

The picture shows a 6-roller fork carriage

Using the ratchet hoist, slowly raise the fork carriage into a vertical position and place it on the support blocks.

Slowly lower the inner mast until the fork carriage support rollers are once again engaged in the guides.

Remove the europallet and use the hydraulic jack to keep the fork carriage raised until the load chains t in the guides.

-4

57338012001 EN - 12/2016

Screw in the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Raise the inner mast until the load chains are taut.

Remove the safety rope and ratchet hoist from the fork carriage.

Bolt the hose guide on to the fork carriage.

Bolt on the hose line for attachments from the fork carriage Adjust the play of the support rollers; see the chapter entitled "Support roller play".

Attach the fork arms.

Depending on the equipment installed, t the attachment and auxiliary hydraulics hoses. a

Carry out a function check.

57338012001 EN - 12/2016

-5

-6

57338012001 EN - 12/2016

STILL GmbH 57338012001 EN 12/2016

a

57338012001 EN - 12/2016

-1

1 2 3 4 5

-2

Steering cylinder Steering unit Priority valve Variable displacement pump Hydraulic tank

6 7 8 9 10

Breather lter with dipstick Return line lter Intake lter 3-way directional control valve block 4-way directional control valve block

11 12 13 14 15

Line break safety valve Lift cylinder Tilt cylinder Lowering brake Accumulator (lift damping)

Pressure reducing valve Fan motor High-pressure lter Hydraulic oil cooler Release valve for hydraulics blocking function

57338012001 EN - 12/2016

16 17 18 19 20

57338012001 EN 12/2016

STILL GmbH