STILL STED Electric forklift truck RX60-60 RX60-70 RX60-80 Workshop Manual

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

Chapter 01 - "Maintenance" revised.

Chapter 01 - "Tools" revised.

Chapter 02 - "Diagnostics" added.

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.

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

Chapter 60, "Electrics / electronics", "Contactor" and "Cooling system" added.

Chapter 69 "Batteries and accessories", "640 A battery male connector" added. "PowerPlusLife battery" added.

Chapter 71 - "Working hydraulics", accumulator and hose pulley added.

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

Chapter 81 - "Lift mast" added.

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

56358012001 EN - 02/2017

I

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

For the purposes of clarity and completeness, some 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.

Original operating instructions for the truck FleetManager

Display elements - display FleetManager Error list Overview of truck software Overview of consumables STILL Flasher FEM 4.004 test log book Service information documents See Steds-Navigator

4.x

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 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

56358012001 EN - 02/2017

III

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.

IV

56358012001 EN - 02/2017

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:

CE-Symbol

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.

56358012001 EN - 02/2017

V

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.

VI

56358012001 EN - 02/2017

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56358012001 EN - 02/2017

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56358012001 EN - 02/2017

a

Previous models

RX60 - 60 RX60 - 70 RX60 - 80 RX60 - 80/900

Load centre of gravity 900 mm

.

PowerPlusLife battery Longer battery life in particularly severe conditions thanks to the active battery cooling system New sprint mode with a higher drive power and lifting speed Sprint mode is only possible in combination with the PowerPlusLife battery New accelerator pedal from CW 31/2017

640 A battery male connector

The series described here belongs to the RX series and many of its components have an identical design to those of the RX70-60-80.

A low-consumption, energy-ef cient truck that has a very high output in comparison with its electric counterparts.

A large battery capacity for long periods of use

56358012001 EN - 02/2017

-1

Excellent manoeuvrability for negotiating narrow aisles Excellent driving and steering characteristics A high level of visibility on all sides thanks to a driver's cab positioned to one side and a high seat position Faster and more secure battery replacements can be performed from the side of the truck, a feature ideally suited for multi-shift use Generous, more ergonomic driver's workstation featuring the typical STILL design Low operating costs through low energy and service costs Permanent temperature monitoring Enhanced battery discharge indicator and consumption display.

Dual-motor drive axle Non-wearing, oil-immersed multi-disc brake Two pump motors with two hydraulic pumps Four water-cooled converters New contactor panel with two main contactors Battery male connector used as a dual plug connector 2 x 320 A New Supply Unit Joystick 4Plus Steering axle with integrated steering angle sensors

-2

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-3

Do not touch live contact points such as the positive and negative connections of the power control units!

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

Discharge the intermediate circuit.

When working on the brake system, there is a risk of injury due to the stored pressure!

Before carrying out any work on the brake system, relieve the pressure in the brake system.

Switch off the truck; set the key switch to OFF. Actuate the brake pedal at least 30 times.

Work may only be performed on the hose storage unit, the hose lines and the hose couplings when the spring is in a secured state.

Only open the hose storage unit when the tension has been released.

Use the speci ed special tools.

The hose reel must be removed before performing any assembly work on it.

Opening the unit under residual pressure can damage the quick-release coupling and the tter tool. Damage to the quick-release coupling can cause leakages.

Do not open the quick-release coupling under residual pressure. All assembly work on the plug system should only be performed when the system is depressurised.

-4

56358012001 EN - 02/2017

Releasing the tension from a at spiral spring suddenly can damage the spring.

Only release the tension of the at spiral spring using tensioning device 0009419010.

If a spring breaks, do not open the spring assembly.

Oil must not be allowed to penetrate the sewage system or the ground.

Position the spring cover sheet on the spring cassette. Weld together using permanent welded seams all the way round.

Dispose of the spring assembly.

56358012001 EN - 02/2017

-5

The truck must be jacked up for various types of maintenance work,

Park the truck securely.

When jacking up the truck, always secure it against rolling away or tipping over using suitable supports (e.g. wedges or supporting blocks).

Use only hoists with suf cient load capacity.

Only jack up the truck on a level surface.

Jack up the truck to a minimum height of 100 mm to prevent feet from being caught under a turning wheel.

Only jack the truck up at the speci ed points.

Possible damage to the lifting bag!

The air lifting bag can be damaged by sharp edges, burrs, splinters, nails and screws etc. The supports used and all contact faces must be in a condition that prevents damage to the air lifting bag.

Make sure that supports and contact faces for the lifting bag can be placed without causing damage.

Risk of injury!

Apply the parking brake and switch off the engine by setting the key switch to OFF before jacking up the truck.

Park the truck securely on level ground. See the chapter entitled "Parking the truck so it is secured for service work".

Secure the truck with wedges at the rear to prevent the truck from rolling away.

Switch off the engine by setting the key switch to OFF. Jack up the truck on both sides of the chassis in the same manner.

Position the air lifting bag on supporting blocks to ensure suf cient height is achieved.

-6

56358012001 EN - 02/2017

Supporting blocks required for height compensation: 2 pieces 250 x 180 x 58 1 piece 800 x 80 x 60 3 pieces 250 x 180 x 120 Place the air lifting bag and supporting blocks underneath the chassis.

Pump up the lifting bag with compressed air until the wheels are at least 100 mm off the ground.

Place two supporting blocks in front of the air lifting bag underneath the chassis.

Carefully de ate the air lifting bag until the truck rests securely on the supporting blocks.

56358012001 EN - 02/2017

-7

The truck must be jacked up for various types of maintenance work,

Park the truck securely.

When jacking up the truck, always secure it against rolling away or tipping over using suitable supports (e.g. wedges or supporting blocks).

Use only hoists with suf cient load capacity.

Only jack up the truck on a level surface.

Only jack the truck up at the speci ed points.

Possible damage to the lifting bag!

The air lifting bag can be damaged by sharp edges, burrs, splinters, nails and screws etc. The supports used and all contact faces must be in a condition that prevents damage to the air lifting bag.

Make sure that supports and contact faces for the lifting bag can be placed without causing damage.

Risk of injury!

Apply the parking brake and switch off the engine by setting the key switch to OFF before jacking up the truck.

Park the truck securely on level ground. See the chapter entitled "Parking the truck so it is secured for service work".

Switch off the engine by setting the key switch to OFF. Actuate the parking brake.

Position the air lifting bag on supporting blocks to ensure suf cient height is achieved.

Supporting blocks required for height compensation: 2 pieces 250 x 180 x 58 1 piece 800 x 80 x 60 3 pieces 250 x 180 x 120

-8

56358012001 EN - 02/2017

Place the air lifting bag and supporting blocks centrally underneath the steering axle.

Pump up the lifting bag with compressed air until the wheels are off the ground.

Place two supporting blocks under the counterweight on both sides.

Carefully de ate the air lifting bag until the truck rests securely on the supporting blocks.

56358012001 EN - 02/2017

-9

Work on the lift mast and tilt cylinder must only be performed with the safeguards described below in place.

Use a safety chain with a suf cient load capacity for the lift mast in question.

The lift mast must be secured against accidentally tilting backwards.

Tilt the mast fully forwards.

Switch off the truck.

Pull the key out of the key switch.

Actuate the parking brake.

Disconnect the battery male connector (electric trucks only).

Insert a supporting block.

When working on the tilt cylinders, the lift mast must be secured against unintentionally tilting forwards.

Set the lift mast to vertical.

Switch off the truck.

Pull the key out of the key switch.

Actuate the parking brake.

Disconnect the battery male connector (electric trucks only).

Loop a round sling around the crossmember.

Attach the round sling to the crane hook.

Tension the round sling using the crane.

Use a suitable mounting aid when tting the round sling.

-10

56358012001 EN - 02/2017

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.

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.

56358012001 EN - 02/2017

-11

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.

-12

56358012001 EN - 02/2017

When selecting a suitable safety chain, observe the weight of the lift mast installed in each case.

The table lists the total weights of each lift mast minus the outer mast, plus the largest fork carriage and largest fork arms.

Cylinders, pipes, support rollers and other small parts are included in the total weight.

Individual attachments are not included.

The weights of the attachments must be added to the total weight indicated below.

The weights of the attachments can be found on the nameplate from the attachment manufacturer.

Safety chains (round steel chains) are subject to regular testing in accordance with German employers' liability insurance association regulation BGR 500. Round steel chains that are used as harnesses must undergo special testing for cracks at maximum intervals of three years.

1850

xx

5300

6450

2100

xx

5300

6050

2350

xx

5300

8670

2450

xx

5300

8455

2800

xx

5300

7955

3100

xx

5300

6 t LSP 600 Tele7 8 t LSP 600 scopic 8 t LSP 900

6850

6 t LSP 600 Triple 7 8 t LSP 600 8t

LSP 900

.

56358012001 EN - 02/2017

-13

-14

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-1

-2

56358012001 EN - 02/2017

Check the chassis for cracks Check the overhead guard/cab and panes of glass for damage Check the controls, switches and joints for damage, and apply grease and oil Check the driver's seat for correct function and for damage Check the driver restraint system for correct function and for damage, and clean Check the battery cover and interlock for correct function and for damage Check the battery lock for correct function and for damage Check the indexing bolt for the battery pallet lock for damage Check the dual pedal (variant) for correct function and for damage, and lubricate Check tyres for wear. If pneumatic tyres are tted, check the air pressure Check the wheels for damage and check the tightening torques.

Drive axle: Check mounting, check for leaks, clean cooling ns Check the gearbox oil level Change gearbox oil (once after 1000 hours) Check the steering system for correct function and for leaks Check that the steering wheel is securely attached and check the turning handle for damage Steering axle: Check that the steering axle is securely attached, check for leaks and apply grease Check the steering stop Check the condition of all mechanical brake parts and check for correct function Check the brake valve for correct function and leaks Check the service brake for correct function Check the parking brake for correct function Check all power cable connections Check the contacts of the main contactors.

Check the switches, transmitters and sensors for correct function Check the lighting and indicator lights Check the cooling uid level and coolant content Check for correct function and leaks Clean the radiator, radiator grilles, exhaust air funnel and water outlet Check battery for damage and acid density; observe manufacturer's maintenance instructions Electrolyte circulation: replace the non-return valve Check the battery pallet for damage.

56358012001 EN - 02/2017

-3

Check the interlock and indexing bolts in the chassis for damage.

Check the appliance plug and truck harness for damage.

Check the battery male connector and battery harness for damage Check the condition of the hydraulic system, and check for correct function and leaks Check the hydraulics blocking function (ISO valve) Check the oil level Check the mast bearings for damage, lubricate them, and check the tightening torque Check the mast pro les for damage and wear. Lubricate the mast pro les Check the load chains for damage and wear. Adjust and lubricate the load chains 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 the 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 Check the auxiliary hydraulics hoses for damage Heating system: Replace the fresh air lter Heating system: Replace the recirculated air lter Check the heating system for damage; observe the manufacturer's maintenance instructions 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 the error numbers and delete the list Reset the maintenance interval Check the labelling to ensure it is complete Perform a test drive

-4

56358012001 EN - 02/2017

Perform all 1000-hour maintenance work.

Change the gearbox oil Change the cooling uid (every 2 years) Change the hydraulic oil Change the return line lter, breather lter and high-pressure lter Replace the accumulator (variant)

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

AMP crimping tool

0144087

Ejector box

0172412

Crimping tool for wire cross-sections of 10 95 mm2

0009418107

.

56358012001 EN - 02/2017

-7

Lifting bag with accessories

50983508989

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

Safety chains up to 5300 kg

0009277512

Support block, 250x180x120

0146466

Support block, 250x180x38

0009315501

Support block, 250x180x58

0009315502

Supporting block, 800x80x60

0009315504

.

.

.

Handle Use Part number

-8

Inserting the shaft seal of the motor 000 941 9767

56358012001 EN - 02/2017

M8 tensioning screws Use

Pressing out and pressing in the bearing shield of the motor

Part number

000 941 9107

Puller device Use

Pressing out the rotor

Part number

000 941 9424

Bolt Use

Pressing out and pressing in the bearing of the motor

Part number

000 912 1365

Universal sleeve Use

Pressing out and pressing in the bearing of the motor

Part number

000 916 7716

56358012001 EN - 02/2017

-9

Pipe Use

Pressing out and pressing in the bearing of the motor

Part number

000 917 3100

Pipe Use

Pressing out and pressing in the bearing of the motor

Part number

000 917 5600

Ejector rod Use Part number

Removing the shaft seal of the motor 000 941 9469

Pressing tool Use

Inserting the rotary shaft seal of the planetary transmission

Part number

399 900 7075

-10

56358012001 EN - 02/2017

Slotted nut spanner Use

Planetary transmission

Part number

399 900 7079

Claw extractor 2 washers 12.4 x 24 x 2 2 washers 8.4 x 24 x 2 2 M8 hexagon nuts Torque wrench up to 400 Nm Locking ring pliers Press-in device Torque multiplier Hotplate

Tension belt; width 80 mm, length at least 2 m

Tool kit - 0009418102 (1 Release tool ) (2 Hexagon nut ) (3 Locking pin ) (4 Test gauge )

Tensioning device, 1 set - 0009419010

56358012001 EN - 02/2017

-11

Locking nipple, 4 x - 0009513934

Screw plug, 4 x - 0009524054

Coupling joint, 4 x - 0009513935

Union nut, 4 x - 0009510108

Stopper, 4 x - 0009527004

Pliers "TOP 2050" long-lasting grease from "Kajo Chemie GmbH"

-12

56358012001 EN - 02/2017

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".

56358012001 EN - 02/2017

-13

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

.

.

-14

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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" 56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

a

Manufacturer

Juli, model AF 6L 4-N1-1

Designation

Three-phase AC asynchronous motor

Motor type

Motor housing with integrated intermediate ange Triangle

Connection Battery voltage

[V]

80

Effective voltage

[V]

48

Rated current (nominal)

[A]

195

Rated speed (nominal)

[rpm] 1525 [kW] 10.5 [Hz] 70 S2-60 min IP 54 F [kg] 315

Rated output (nominal), per motor Nominal frequency Mode of operation (nominal) Protection type when installed Insulation class Weight (per motor) Cooling Temperature sensor

Convection KTY84-130

Speed sensor

Pin sensor MX5000

Motor connections U, V, W

[Nm] 23

Speed sensor

[Nm] 9.5

The connecting bolts may be torn off if the tightening torque is too high.

When checking or tightening hexagon nuts, a torque wrench with a suitable adjustment range, e.g.

5-25 Nm, must always be used. Torque wrenches with greater adjustment ranges are too inaccurate and must not be used. If the tightening torque is too high, the connecting bolts may be torn off the terminal board.

Tightening by hand is not permitted due to the limited torque range.

56358012001 EN - 02/2017

-1

The image shows the middle of the drive axle.

The arrow indicates the forwards drive direction.

1M2 U, V, W X12

1U07 converter, left Speed sensor, left

X13

Temperature sensor, left

1M1 U, V, W

1U06 converter, right

X10

Speed sensor, right

X11

Temperature sensor, right

.

The two traction motors are integrated into the divided drive axle, one on each side, and screwed together via the motor housing.

-2

The traction motors are cooled via the cooling ns by means of convection.

The motor connections U, V and W are routed out of the terminal board individually.

56358012001 EN - 02/2017

The speed sensors are inserted into the bearing ange from above, sealed with an O-ring and secured with a screw.

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

The temperature sensors are embedded into the stator winding. The plugs are routed out of the cover.

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

The traction motors are three-phase AC asynchronous motors that are equipped with short-circuit cage rotors.

Aluminium conductors are embedded into the slots in the laminated core of the rotor, and the ends of the conductors are connected to short-circuit rings. The conductors with the short-circuit rings form the cage rotor and hold the laminated core of the rotor together.

The motors are each controlled by a converter.

The speed is changed by changing the frequency and voltage of the applied AC voltage.

In the motors, each of the three phases in the stator is distributed to six pins, thereby generating the rotating eld required. The motors are operated in a star circuit and supplied with pulsating voltage by the converters.

56358012001 EN - 02/2017

-3

The speed sensor is an external component and records number of revolutions and the direction of rotation of the respective electric motor. The sensor is dust-proof and splash-proof, and is attached to the motor housing by means of a screw.

The speed sensor (3) has two integrated inductive sensors that measure the number of revolutions and direction of rotation of the relevant motor via a trigger wheel (1) on the rotor shaft (2).

The number of revolutions is determined from the frequency of the output signal, and the direction of rotation via the sequence of the output signals.

A 4-pin plug is used to connect the speed sensors to the converters. By means of a control cable, the speed signal is sent from the converters to the SU and then on to the MCU. In the MCU, the speed signal is monitored and regulated along with the setpoint values for the accelerator pedal.

Type

Pin sensor

Pulses per revolution

106

Phase displacement

90° ± 15°

Plug

AMP Junior Timer

Supply voltage

10 volts

Red

X12/1

X152/7

Blue

X12/2

X44/37

Black

X12/3

X152/1

White

X12/4

X44/36

.

+10 volts Signal B

Red

X10/1

X151/7

Blue

X10/2

X44/24

GND Signal A

Black

X10/3

X151/1

White

X10/4

X44/23

.

-4

56358012001 EN - 02/2017

+10 volts Signal A GND Signal B

The speed of the motor is determined from the frequency of the output signals A and B. The sequence of signals from the two outputs A and B is different depending on the direction of rotation of the motor.

When the motor rotates anti-clockwise, output B is switched on rst and then output A. Output B is then switched off, followed by output A.

The speed sensors can be tested via the diagnostic program. In the event of incorrect signals, the power supply, the connector plug and the line connection must be checked.

Insert the mark II test adapter into plug connector X10 or X12.

Use a digital multimeter with integrated duty cycle (e.g. METRA HIT 16 L).

Connect the digital multimeter as follows: Adaptor, pin 4 - positive terminal Adaptor, pin 3 - negative terminal Then connect the digital multimeter as follows: Adaptor, pin 2 - positive terminal Adaptor, pin 3 - negative terminal Switch on key switch S1.

Measuring range: duty cycle "V~Hz%" At full speed, a duty cycle must reach .

If the sensor is not sending signals to the converter, the traction motor is operating in slip mode (creep speed).

When replacing the speed sensors, check that the spare part number is correct. Speed sensors from other trucks must not be used.

Disconnect the plug from the speed sensor.

Unscrew the M6 x 12 socket head screw with the washer.

56358012001 EN - 02/2017

-5

Remove the speed sensor from the housing along with the O-ring.

Insert a new speed sensor with O-ring and align the components.

Screw in the M6 x 12 socket head screw with the washer and tighten to 9.5 Nm.

-6

56358012001 EN - 02/2017

Each traction motor is monitored by a temperature sensor.

The temperature sensors (2) are embedded in the motor stator windings. The connection lines of the temperature sensors are connected to the terminal board of the motor via the connector plug (1).

The signals are evaluated in the respective converter.

Type Power supply

KTY 84-130 Approx. 1.7 mA

Observe the polarity of the temperature sensors when installing and testing them. Reverse polarity causes erroneous measured values at higher temperatures.

Red

X13/1

X152/12

Blue

X13/2

X152/14

Red

X11/1

X151/12

Blue

X11/2

X151/14

Positive Negative

Temp-MCT+

Positive Negative

Temp-MCT+

Temp-MCT-

Temp-MCT-

Black cathode ring

Black cathode ring

.

Improperly conducted insulation testing can destroy the temperature sensor.

Before insulation testing, the temperature sensor must be bridged at its connections.

The resistance of the temperature sensor increases as the temperature of the stator winding increases. The resistance value can be checked at the two connections of the temperature sensor.

Disconnect the connector plug at the terminal board.

Connect a multimeter to the pins on the plug.

The negative potential of the multimeter must

56358012001 EN - 02/2017

-7

be connected to the negative terminal (blue) of the temperature sensor.

Check the resistor using the table.

10

514-563

20

555-607

25

577-629

30

599-652

40

645-700

50

694-750

60

744-801

70

797-855

80

852-912

.

-8

56358012001 EN - 02/2017

a

Manufacturer

Linde, Juli

Electrical axle Wheel gear

AE80-02 GR12H-04

Weight

[kg] 930

Permissible axle load Axle load for track width Tyres (alternative)

[kg] [kg]

21500 8.25-15 (300-15)

Dynamic tyre radius

[mm] 415 (421)

Track width (alternative)

[mm] 1505 (1617)

Drive torque

[Nm]

Maximum wheel speed

[rpm] 101

Stop brake at 0 bar

[Nm] 18400

Gear ratio

[i]

28.15

Oil volume per gearbox

[l]

1.5

Oil volume for oil change

[l]

1.4 Aral EP Plus SAE 80W-90 API GL4/GL5 BP Energear HT 80W-90 Castrol Syntrax Universal 80W-90 Once after 1000 operating hours, then every 3000 operating hours

Gearbox oil Change interval

Wheel nuts, per wheel [Nm] Screw joint in drive wheel unit, per [Nm] side Mounting of the multi-disc brake on [Nm] the motor housing, per side

640 12 x spherical collar nuts M20 x 1.5

Screw joint in axle housing, central

540 14 x socket head screws M20 x 120-10.9 8 x hexagon head screws ISO 4017 M24 x 55-10.9822 ZLS ±5 8 x conical spring washers DIN 796 24-FST-A2C 6 x hexagon head screws ISO 4014 M24 x 110930 10.9-DAC 6 x conical spring washers DIN 796 24-FST-A2C

Screw joint between drive axle and chassis, per side

[Nm] [Nm] [Nm]

330 24 x socket head screws ISO 4762, M16 x 110-12.9 23

2 x socket head screws, M8 x 80

Oil ller plug, on both sides

[Nm]

37

M18 x 1.5

Oil drain plug, on both sides

[Nm]

45

M14 x 1.5

Oil checking screw, on both sides Brake pipe, on both sides

[Nm] [Nm]

37 45

M18 x 1.5 M22 x 1.5

.

56358012001 EN - 02/2017

-1

-2

56358012001 EN - 02/2017

1 2 3 4 5 6 7 8 9

Right-hand drive wheel unit Right-hand multi-disc brake Left-hand multi-disc brake Left-hand drive wheel unit Left-hand mast bearing Left-hand traction motor Right-hand traction motor Right-hand mast bearing Right-hand connection for brake pipe

10 11 12 13 14 15 16

Right-hand terminal board for traction motor Left-hand terminal board for traction motor Left-hand connection for brake pipe Plug for temperature sensor of right-hand traction motor Speed sensor for right-hand traction motor Speed sensor for left-hand traction motor Plug for temperature sensor of left-hand traction motor

The drive axle consists of the two traction motors (6) and (7) (three-phase AC asynchronous motors) along with the ange-mounted drive wheel units (1) and (4). The multi-disc brakes (2) and (3) are located between the traction motor and the drive wheel unit.

The two traction motors are activated via converters. The speed and direction of rotation of the traction motors are reported back to the respective converter via speed sensors (14) and (15).

Temperature sensors monitor the temperature in the traction motors (13) and (16).

The lift mast is secured to the drive axle by two bearings (5) and (8).

The drive wheel unit comprises a wheel shaft with a two-stage planetary transmission and a ange-mounted multi-disc brake.

The multi-disc brake is a negative spring-operated brake. The brake is actuated using spring force. The pressure in the hydraulic accumulator releases the brake.

When the internal combustion engine is switched off, the brake can be released ve times. After ve releases, the pressure is used up.

The brake can be released manually by actuating the brake valve using the coupling pin. Around 20 actuations will build up enough pressure in the accumulator to release the brake.

56358012001 EN - 02/2017

-3

The left-hand and right-hand drive wheel units are identical units in terms of their design. The drive wheel unit comprises the following components: the wheel shaft, the planetary transmission and the multi-disc brake.

Only the sealing elements may be replaced on the drive wheel unit It is not possible to perform repair work on the multi-disc brake Defective multi-disc brakes must be replaced in their entirety If the wheel bearings are defective, the entire drive wheel unit must be replaced

1 2 3

Wheel shaft Planetary transmission Multi-disc brake

1 2 3 4 5 6

Planet gears stage 2 Planet gear carrier stage 1 Sun gear shaft Planet gears stage 1 Planet gear carrier stage 2 Wheel shaft

In order to explain its functionality, the planetary transmission is shown without the housing, annular gears and multi-disc brake.

The planetary transmission reduces the speed of the drive motors to bring it level with the wheel speed. The planetary transmission consists of two planetary stages. The multi-disc brake is ange-mounted on the planetary transmission and includes the annular gear for the two planet gear carriers.

The planetary transmission (planetary gear train) has three surrounding planet gears (4) on the stage 1 planet gear carrier (2). These planet gears are positioned around a central sun gear shaft (3). The sun gear shaft (3) engages with the internal toothing of the rotor shaft of the drive motor. When in operation, the planet gear carrier (2) revolves around the sun gear shaft (3) in the annular gear of the housing of the multi-disc brake.

The annular gear in the housing of the multi-disc brake drives the four planet gears (1) of the second planet gear carrier (5). The second planet gear carrier (5) transfers the torque to wheel shaft (6).

The number of teeth on the gears determines the reduction gear ratio of the motor speed to the wheel speed.

-4

56358012001 EN - 02/2017

The multi-disc brake is located between the planetary transmission and the traction motor.

The multi-disc brake consists of xed friction discs (7), located between counter discs (6).

The sun gear shaft of the rst planet gear carrier engages with the gearing of the counter discs (6) via the wheel shaft. The multi-disc brake pack is pressed together by compression springs (4) via the brake piston (5). In this position the transmission is blocked; the rst planet gear carrier cannot turn.

The brake piston (5) can be moved via a pressure chamber. The oil passes from the brake valve to the pressure connection (1) via a hydraulic line, and then on to the pressure chamber which moves the brake piston (5).

To release the multi-disc brake, hydraulic oil is pumped into the pressure chamber of the brake piston (5).

This allows the brake piston (5) to move towards the compression springs (4). The multi-disc brake pack is relieved of load and the sun gear shaft on the rst planet gear carrier is able to turn together with the counter discs (6) between the friction discs (7).

Quad rings (2) and (3) are used to seal the brake piston in the transmission housing.

When the brake is activated, the pressure in the pressure chamber of the brake piston (5) reduces. The force of the compression springs (4) compresses the multi-disc brake pack and blocks the sun gear shaft from turning.

1 2 3 4 5 6 7

Brake pressure connection Quad ring Quad ring Compression springs Brake piston Counter discs Friction discs

Park the truck safely on level ground.

Apply the parking brake.

Disconnect the battery male connector.

Loosen the wheel nuts; do not completely unscrew them.

Jack up the front of the truck; see the chapter entitled "Safety information".

Release the parking brake.

Remove the wheel nuts and take off the drive wheel.

Place a suitable collection container (with a capacity of approx. 2 litres) under the oil drain plug.

56358012001 EN - 02/2017

-5

Unscrew the oil ller plug.

Unscrew the oil drain plug.

Drain the gearbox oil.

Once you have drained the gearbox oil, do not reuse it. Dispose of it in an environmentally friendly manner.

Screw in the oil drain plug again and tighten it.

Screw in the oil ller plug again and tighten it.

Remove all 24 of the M16 x 110 socket head screws from the motor housing.

-6

56358012001 EN - 02/2017

Remove the two M8 x 80 socket head screws for securing the multi-disc brake to the drive wheel unit.

Remove the two plastic coverings from the forcing bores on the drive wheel unit.

Screw the two M10 x 100 socket head screws into the forcing bores and carefully release the drive wheel unit from the multi-disc brake.

The drive wheel unit is heavy.

During removal, put a support below the drive wheel unit or use a dismantling device.

Carefully pull the drive wheel unit out of the motor housing.

Remove the planet gear carrier and the sun gear shaft from the housing.

56358012001 EN - 02/2017

-7

Unscrew the brake pipe from the multi-disc brake.

Check for possible damage to the O-ring and replace as required.

Mark the position of the multi-disc brake in relation to the motor housing.

Remove the multi-disc brake from the motor housing.

The multi-disc brake is heavy.

During removal, put a support below the multi-disc brake or use a dismantling device.

Multi-disc brake

The multi-disc brake is highly pretensioned.

Do not disassemble the multi-disc brake. Instead, replace the multi-disc brake in its entirety in the event of a fault.

Remove the drive wheel unit; refer to the chapter entitled "Removing the drive wheel unit and the multi-disc brake".

-8

56358012001 EN - 02/2017

Unscrew the M6 x 12 socket head screws from the speed sensor and pull out the speed sensor.

Unscrew the two M8 x 20 socket head screws from the bearing shield.

Place puller device on the bearing shield and secure the puller device to the motor housing using two M16 x 110 socket head screws. with Screw tensioning screws the nuts and the washers into the extraction bores on the bearing shield.

Tighten the nuts on the tensioning screws.

Release the bearing shield with the rotor and carefully pull out the bearing shield.

Remove the puller device.

The rotor is heavy.

During removal, put a support below the rotor or use a dismantling device.

Do not damage the stator winding during removal.

Take the rotor straight out of the motor housing.

56358012001 EN - 02/2017

-9

Remove the shaft washer from the motor housing

Rotor

Check for possible damage to the O-ring on the bearing shield and replace as required.

Grease the holding groove for the O-ring at the bearing shield.

Check the O-ring for damage and place it on the bearing shield.

Insert the shaft washer into the motor housing.

-10

56358012001 EN - 02/2017

Carefully insert the rotor into the motor housing and align the rotor with the hole pattern.

Screw in two M8 x 20 socket head screws on the bearing shield and press the bearing shield with the rotor into the motor housing. Tighten the mounting screws to 23 Nm.

Fit the speed sensor and tighten the M6 x 12 socket head screws to 9.5 Nm. Attach the drive wheel unit; see the chapter entitled "Installing the drive wheel unit and the multi-disc brake".

Add gearbox oil; see the section entitled "Oil change".

Observe the tightening torques and the quality of the screws Observe the gearbox oil quality and quantities Refer to the "General technical data" for values.

56358012001 EN - 02/2017

-11

Insert the multi-disc brake into the motor housing, observe the marking and align with the hole pattern.

Screw in the brake pipe and tighten it.

Insert the sun gear shaft and the planet gear carrier into the housing.

Align the drive wheel unit with the hole pattern and position it carefully on the motor housing.

-12

56358012001 EN - 02/2017

Screw in the two M8 x 80 socket head screws for securing the multi-disc brake on the motor housing and tighten the screws.

Screw all 24 of the M16 x 110 socket head screws into the motor housing and tighten the screws alternately.

Place the two plastic coverings into the forcing bores on the drive wheel unit.

Remove the oil ller plug from the drive wheel unit.

Add gearbox oil; see the section entitled "Oil change".

Screw in the oil ller plug on the drive wheel unit and tighten the oil ller plug.

Attach the drive wheel and tighten the wheel nuts.

Lower the truck.

Check the tightening torques.

Connect the battery male connector Function checking 56358012001 EN - 02/2017

-13

A great deal of effort is required to replace the sealing ring and bearing. Therefore, the entire traction motor must be replaced.

A great deal of effort is required to replace the sealing ring on its own. Therefore, the entire drive wheel unit must be replaced.

Before checking the oil level, the truck must be switched off and left for approx. 5 minutes to ensure that the gearbox oil can drain out of the brake discs and the planet gears.

Park the truck such that the drive axle is horizontal and the opening on the wheel shaft (1) points exactly downwards.

Switch off the truck and wait for approx. 5 minutes.

Remove the drive wheel.

Unscrew the checking screw (2).

The oil level must reach the thread of the checking screw opening.

-14

56358012001 EN - 02/2017

If necessary, clean the lling opening and top up the gearbox oil.

Drain any excess oil into a collection container via the checking screw (2).

Observe information regarding the use of consumables. See the recommendations for consumables.

Check the oil level again.

Clean, screw in and tighten the oil ller plug.

Clean, screw in and tighten the checking screw.

Re t the drive wheel.

Observe information regarding the use of consumables. See recommendations for consumables Warm up the drive wheel unit.

Park the truck so that the drive axle is horizontal.

Switch off the truck.

Disassemble the drive wheel.

Clean the area around the oil ller plug and the oil drain plug.

Unscrew the oil ller plug from the drive wheel unit.

56358012001 EN - 02/2017

-15

Place a collection vessel under the oil drain plug.

Remove the oil drain plug (using a 6-mm hexagon socket wrench) from the drive wheel unit.

Drain the gearbox oil.

Once you have drained the gearbox oil, do not reuse it. Dispose of it in an environmentally friendly manner.

Clean, screw in and tighten the oil drain plug.

Add the new gearbox oil via the lling opening.

Clean, screw in and tighten the oil ller plug.

Re t the drive wheel.

-16

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-1

Gas will escape when drilling or sawing.

Wear industrial goggles and protective gloves.

-2

56358012001 EN - 02/2017

The counterweight is a solid cast component that differs in design according to the type carrier, depending 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; refer to the table below.

6341-6344

Hexagon head screw M24 x 90-10.9-ISO 4017 Spring washer 24, DIN 6796

15

930 Nm

.

56358012001 EN - 02/2017

-3

-4

56358012001 EN - 02/2017

a

Manufacturer Designation

Sauer Danfoss OSPF 185 LS

Pressure relief valve

[bar]

160-165

Shock valve

[bar]

220-240

Connections P and EF

[bar]

260

Connections CF and LS

[bar]

160-165

Connections P, T, LS, R and L

[Nm]

80 ± 10

M18 x 1.5 - DIN 3852-1

The hydraulic system is equipped with metric screw joints throughout.

The only exception is the priority valve

Manufacturer Designation

Sauer Danfoss OLSP 80 Dynamic

Load signal

[Nm]

9 +1 Nm 4 x M6 x 35, 8.8 DIN 912

EF - pump manifold

[Nm]

100 ± 10 G1/2

LS - Load Sensing

[Nm]

35 ± 5

CF - steering

[Nm]

70 ± 10 G3/8

P - ange for hydraulic pump

G1/4

.

56358012001 EN - 02/2017

-1

1 2 3 4 5

Steering angle sensor 3B01 Steering unit Return line lter Left-hand pump motor 2M02 Left-hand hydraulic pump with priority valve

T P LS R L

Return line Pressure line LS line Hydraulic line, right-hand steering cylinder Hydraulic line, left-hand steering cylinder

The steering system is equipped with power steering that works according to the LS principle.

The power steering acts on the steering cylinders 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 rotation of the steering wheel. The distributor valve guides this volume of oil to the required side of the steering cylinder.

If there is no oil ow, the steering unit automatically functions as a hand pump, which ensures that the truck can be steered manually. This function is known as "emergency steering".

-2

56358012001 EN - 02/2017

If the working hydraulics are not actuated, the pump speed for steering is proportional to the rotational speed at the steering wheel (dynamic steering). For slow steering wheel movements, the hydraulic pump runs at a low steering speed.

Fast steering wheel movements result in an increase in the steering speed. The rotational speed of the steering wheel is detected via steering angle sensor 3B01.

3 4

Steering angle sensor 3B01 Magnetic pole wheel

1 2

Steering angle sensor 3B02 Cable guide

In trucks equipped with two traction motors, use of an electronic differential is enabled via the actual value of the steering angle. The electronic differential allows each wheel to be driven at a curve-dependent speed.

The actual value of the steering angle is provided by steering angle sensor 3B02. The steering angle sensor issues two opposing signals from which the absolute steering angle is calculated.

Using the actual value of the steering angle, the truck control unit (MCU) calculates the optimum speeds for the traction motors. The truck control unit continuously monitors all in uencing factors and generates error messages in the event of incorrect or implausible values.

56358012001 EN - 02/2017

-3

The steering angle sensor is tted below the steering wheel on the steering column and comprises a two-track pulse generator and a magnetic pole wheel. When steering is actuated, the sensor delivers positive voltage pulses.

The pole wheel (4) is rmly connected to the moving steering column. The pole wheel is xed with Loctite and secured in place with a grub screw.

The sensor (1) is set in its position in relation to the pole wheel via two screws on the clamping ring (5). To ensure its vertical position on the steering column, the clamping ring is clipped to the steering column using a cable clip (3).

Pulse generator Supply voltage

9 13 V

Current draw Sensing distance

<10 mA

Temperature range

-40°C to 85°C

Protection type

IP 64

1 2 3 4 5

Steering angle sensor Mounting screws Cable clip Magnetic pole wheel Clamping ring

≤ 0.5 mm

.

3B01/1 (br)

X46/38

3B01/2 (S1)

X46/36

3B01/3 (bl)

X46/23

3B01/4 (S2)

X46/35

12 V Track A signal GND_S Track B signal

.

In the event of implausible or missing values, the truck control unit (MCU) generates error numbers.

The truck then only travels in emergency mode at 2 km/h.

The driver sees the error STEERING in the display.

Connect the multimeter between GND-S and track A or track B The displayed voltage must jump between 0.05 and 11 V during slow steering.

-4

56358012001 EN - 02/2017

Fast steering results in an average DC of approx. 5.6 V between GND_S and track A or GND_S and track B. Alternatively, the steering angle display ADJUST can be activated in the display.

The sensor surface should rest gently on the paper at the magnet ring.

, 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.

Only in electric forklift trucks Check the steering angle sensor 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. .

56358012001 EN - 02/2017

-5

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.

The priority valve is ange-mounted to the hydraulic pump of the left-hand pump motor. The image shows a view of the priority valve from the battery compartment.

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 stop the priority valve from functioning correctly.

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 Pump manifold Load Sensing Hydraulic pump ange

The slider in the priority valve is prevented from moving in the housing due to dirt particles

.

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56358012001 EN - 02/2017

Replace the priority valve

Manufacturer Designation

Linde

Weight

AL80-02 Approx. 280 kg

Steering angle sensor

Two-track sensor on the left axle stub pin

Steering angle

80 82° Stop screw M16 x 60, DIN 931, 8.8

Steering angle limit

Wheel nuts, per wheel Screw joint between steering axle and counterweight Wheel hub, on each side Steering cylinder Axle stub pin

ange

Bolts

tie rod on the cylinder side

Bolts

tie rod on the axle stub side

Axle stub

axle stub pin

[Nm]

640

12 x spherical collar nuts M20 x 1.5

[Nm]

385

4 x M20 x ____

760

1 x screw 4 x hexagon head screws M24 x 140

8.8

85

12 x hexagon head screws M10 x 30

10.9

[Nm] [Nm] [Nm]

8.8, DIN _____

[kN] 5 30 Treated with MoS2 [kN] 5 30 Treated with MoS2 50 [kN] oiled 100

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 .

56358012001 EN - 02/2017

-7

1 2 3 4 5

Buffer element Axle casing Steering angle sensor Wheel hub nut Wheel hub assembly

6 7 8 9 10

The steering axle in the swing axle version is inserted into the counterweight with two buffer elements (1) and secured using lugs and mounting screws.

The steering cylinder (9) is screwed into the axle casing (2) using four screws.

The axle stubs (6) are tted in tapered roller bearings on both sides and are secured with steering pivot pins.

-8

Axle stub Tie rod Piston rod Steering cylinder Stop screw

The steering angle sensor (3) is located in an axial position on the left-hand steering pivot pin. The steering angle sensor is protected by a cover.

The cable is conveyed through a cable guide towards the centre of the steering axle.

The wheel hubs (5) are placed and bolted onto the axle stubs on both sides. The wheel hub nuts (4) are covered by hubcaps.

The piston rod (8) of the steering cylinder causes a turning movement in the axle stubs via the track rods (7). The steering angle is limited by the stop screws (10) on the axle stub.

56358012001 EN - 02/2017

Steering angle sensor 3B1 is tted to the steering axle and records the current steering angle. This information controls the speed and the torque behaviour of both drive sides when cornering.

The number of revolutions of the traction motor on the inside of curve is reduced according to the steering lock.

Behaviour when a steering lock is greater than 70 degrees: The traction motor on the inside of the curve rotates in a forward direction; however it does so only very slowly.

1 2

Curve sensor Cable guide

For safety reasons, the steering angle sensor has two output signals (guide signal and reference signal). The steering angle sensor is connected to the truck control unit via a 4-pin plug.

The sensor disc is in an axial and twistproof position on the steering pivot pin. The steering angle sensor is screwed onto the steering axle by means of a cover.

In the event of incorrect signals, the power supply, the connector plug and the line connection must be checked. It is possible to check the two output signal frequencies using an appropriate multimeter.

3B02/1

5-V supply

X104/1

X44/14

3B02/2

Signal 2 (left-hand steering)

X104/2

X44/10

3B02/3

Signal 1 (right-hand steering)

X104/3

X44/27

3B02/4

GND analogue

X104/4

X44/42

.

The two output signals from the steering angle sensor operate in opposite directions. They have a constant frequency of: Guide signal 280 Hz (signal A) Reference signal 200 Hz (signal B) Depending on the position of the steering axle, the time for which the output signals are switched on varies from 10% to 90%.

The truck control unit constantly monitors all signals and generates error messages in the event of incorrect or implausible values.

56358012001 EN - 02/2017

-9

Supply voltage

5 V from TCU

Current draw Signal range

< 70 mA

Modulation process

-128° to 128°

Offset value Amplitude

0° ±10°

Protection class

IP69

10% - 90%

0V/5V

.

Park the truck securely.

Turn the steering as far as it will go to the left.

Apply the handbrake.

Unscrew the cable guide (2) and disconnect plug 3B02 (4).

Unscrew four hexagon head screws (M4) from the cover (1) and remove the cover from the steering angle sensor.

Remove the old steering angle sensor with O-ring.

Insert the new steering angle sensor with O-ring.

Fit the steering angle sensor cover and screw in four hexagon head screws M4; tighten to 3 Nm. Insert the line for the steering angle sensor into the cable guide (4) and screw in tightly using the screw (3).

Connect plug 3B02 for the steering angle sensor.

Carry out calibration.

The calibration process is always performed after the steering angle sensor has been replaced.

Once calibration is complete, error messages may be displayed.

Operating error Steering not turned up to the right and left stops Timeout during calibration

-10

56358012001 EN - 02/2017

1 2 3 4 5

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

6 7 8 9 10

Washer Slotted spring pin Spring washer Screw Dust cap

Park the truck securely and prevent it from rolling away by placing chocks at the front wheels.

Apply the parking brake.

Loosen the wheel nuts.

Jack up the truck at the counterweight; see chapter "Jacking up the rear of the truck".

Remove the wheel.

Remove hubcap (10).

Loosen screw (9) and remove it along with washer (6) and spring washer (8), making sure that slotted spring pin (7) is correctly seated.

Remove wheel hub (4).

Remove radial seal ring (2).

Remove tapered roller bearings (3, 5) from the wheel hub.

If necessary, drive out the outer rings of the tapered roller bearings.

56358012001 EN - 02/2017

-11

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

For values, see "General technical data" in chapter "Steering axle".

Carefully grease the sealing lips of the radial seal ring.

Fill the tapered roller bearings between the inner ring and the cage with grease.

Fill the bearing chambers thoroughly with grease.

Press in the outer rings of the tapered roller bearings.

Insert tapered roller bearings (3, 5) into the wheel hub.

Fit radial seal ring (2).

Attach wheel hub (4).

Insert washer (6) into slotted spring pin (7).

Insert screw (9) with spring washer (8).

-12

56358012001 EN - 02/2017

Installing the washer in the incorrect position and inserting a screw that has already been used can damage the steering axle.

The self-securing screw must not be re-used. It must always be changed.

The washer must be installed with the chamfered edge facing the axle.

Tighten screw (9) by continuously turning the wheel hub.

Fit hubcap (10).

Mount the wheel.

Lower the truck.

Tighten the wheel nuts.

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

56358012001 EN - 02/2017

-13

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

-14

Axle stub Steering cylinder piston rod Bolts Slotted spring pin Sealing ring Spherical bearing Conical lubricating nipple

56358012001 EN - 02/2017

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

56358012001 EN - 02/2017

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

-15

-16

56358012001 EN - 02/2017

a

[bar]

31-45

Control range

[l/min]

5.5

Maximum delivery volume

[bar]

45

+5

[s]

< 0.5

Pressure relief valve

[bar]

60+15-7

Left-hand pump motor

[rpm]

400

Minimum speed during charging

[bar]

35-29

30-bar valve, Tries 0% braking force (brake released)

[bar]

21.9

Installation point of the brake discs

[bar]

0

100% braking force (brake applied)

Pressure regulator

[mm]

10

+0.6

Travel of the tappet

Hand pump

[l/min]

2.6

Maximum delivery volume

[bar]

31-45

Measuring range

[V] [bar] Pressure sensor S2 - 6B25 [V]

0.5-4.5 31-45 4.5-0.5

Output signal Measuring range Output signal

Pressure reduction valve

Type Brake pressure

Pressure sensor S1 - 6B24

Accumulator

[bar]

25

p0

[bar]

31 42 + p tLade ≤ pDMV

p1

Pre-charge pressure at 20°C Minimum operating pressure

p2

Maximum operating pressure

[Nm]

25-2.5

M14 x 1.5

[Nm]

30

Sealing plug M15 x 1.5

[Nm]

60

Pipe union L15 x M18 x 1.5

[Nm]

45+5

Pipe adaptor

[bar]

Connection M Connections P, T, BR

pDMV Maximum pressure Additional charging time after a pressure of tLade 42 bar is detected by the pressure sensor pDBV Maximum pressure

.

56358012001 EN - 02/2017

-1

1 2 3

Hydraulic tank Hydraulic pump Valve block with accumulator charging section Pressure sensors Diaphragm accumulator

4 5

6 7 8 9 10

Brake valve Hand pump Service brake Parking brake Spring-operated brake

The pressure in the hydraulic brake must be released before any work is performed on the hydraulic brake system (brake valve, accumulator, multi-disc brake etc.).

Switch off the motor.

Actuate the brake several times.

There is one negatively released, hydraulic spring-operated brake (10) for each of the two wheel gears of the drive axle. The spring-operated brakes are maintenance-free and enable braking from high torques at a low thermal load.

The brake valve (6) is an inverted pressure regulating valve that regulates the brake pressure when actuated.

The brake valve can be activated either via the service brake (8) or via the parking brake (9).

The actuation is transmitted to the brake valve -2

56358012001 EN - 02/2017

tappet via a brake cable pull and a de ection lever. The brake valve can be operated manually by actuating the hand pump (7).

The valve block (3) contains an accumulator charging section that provides the pressure for the brake section and for the internal pilot control of the valve. The diaphragm accumulator (5) acts as an energy storage system that supplies the required volume ow rate for releasing the brake.

Two pressure sensors (4) continuously monitor the pressure values.

The left-hand pump motor with its angemounted hydraulic pump (2) supplies the brake section with the required hydraulic oil.

The spring-operated brakes are tted with compression springs (4) that apply force to the pistons (3) when depressurised. The brake discs (1) are actuated as a result. The brake is applied.

When the truck is switched on and the parking brake is not actuated, the available system pressure acts on the pistons. As a result, the compression springs are compressed suf ciently to free up the brake discs. The brake is released.

The latches of the parking brake in the end positions de ne the two statuses "brake released" (0% braking torque) and "brake applied" (100% braking torque).

Actuating the service brake activates the brake valve. Depending on the travel of the tappet rod, the pressure in the braking system either increases or decreases. The system pressure decreases in line with the actuation distance and the force exerted by the compression springs increases as the pressure falls. It is therefore possible for the braking characteristics of the truck to be regulated in a controlled manner using the brake pedal.

1 2 3 4

56358012001 EN - 02/2017

Brake discs Cylinder chamber Piston Compression springs

-3

To also allow the spring-operated brakes to be released manually, the brake valve is equipped with a hand pump.

The hand pump is accessible via an opening in the bottom plate (2). The hand pump is easily actuated by means of the coupling pin (1).

1

The hand pump must be actuated approx. 20 times for the necessary system pressure to be reached so that the brake can be released.

2 During towing, note the operating instructions for special operating situations!

Refer to the truck-speci c operating instructions.

7341_003-008

1 2 5 6

Pressure regulator actuation Hand pump actuation Non-return valve Check valve

T BR M P

Tank return Multi-disc brake pressure Not used Accumulator

The brake valve is a negative-acting pressure regulating valve. The brake valve is supplied with power via connection (P). Output (BR) connects the brake valve to the spring-operated brake.

When the brake is released, the return to the tank is made possible via the connection (T). Output (M) serves as a measurement connection.

-4

56358012001 EN - 02/2017

When the tappet is actuated on the brake valve, the brake pressure lowers at connection (BR) in accordance with the travel of the tappet.

At the start of actuation, the brake pressure drops erratically to ensure that the multi-disc brake actuates. After this, the pressure at the brake is reduced smoothly. At the end of the actuating travel, there is a steeper pressure drop to ensure that the maximum braking torque is achieved at full application.

As the brake pressure decreases, the braking force and the braking torque at the spring-operated brake increases. The actuating force increases in parallel with the travel of the tappet.

1 2 3 4 5 6 7 8

Left-hand pump motor Hydraulic pump Accumulator charging section Diaphragm accumulator Pressure sensors Hydraulic tank Brake valve Drive axle with spring-operated brake

3.1 3.2 3.3

Input pressure governor Pressure relief valve 60 +15-7 bar Pressure reduction valve 45 +5 bar, 5.5 litres/min

7.1 7.2

Pressure regulating valve 29 - 35 bar Hand pump 2.6 litres/min

56358012001 EN - 02/2017

-5

The accumulator charging section (3) comprises an input pressure governor, a pressure reduction valve and a pressure relief valve.

The input pressure governor (3.1) uses the pilot pressure to ensure that the accumulator charging system is always supplied with oil as a priority.

The electrically controlled pressure reduction valve (3.3) controls the pilot pressure and the accumulator charging pressure. The pressure reduction valve also ensures that the maximum pressure of the accumulator charging section is 45+5 bar.

If the pressure reduction valve fails, a pressure relief valve set to 60 +15-7 bar provides additional protection for the entire brake section.

As the volume ow rate of the pressure reduction valve is limited to a maximum of 5.5 litres/min, the diaphragm accumulator (4) is designed to serve as an energy storage system.

The pressure sensors (5) measure the pilot pressure and the accumulator charging pressure at the output (X). The pressure values are recorded and checked for plausibility. The mean value of both sensors is used to monitor the control pressure. In the event of implausible values (a deviation that is too high), errors are generated.

If a pressure of 42 bar is reached, accumulator charging is terminated after a delay of 300 ms (tLade). The delay ensures that the diaphragm accumulator is charged with at least 42 bar.

The drive unit is only enabled when the plausibility monitoring function of the pressure sensors detects that suf cient accumulator charging pressure has been reached in the diaphragm pressure accumulator.

31-50 bar The drive unit is enabled without any restrictions 20-28 bar The drive unit is enabled with some restrictions The speed is limited to 5 km/h Error message on the display

≤ 20 bar The drive unit is locked because braking is no longer possible > 51 bar The drive unit is enabled Error message on the display Pressure differential > 1.5 bar

The control range for accumulator charging is between 31 and 42 bar + p tLade (tLade < 0,5s).

If the pressure value on the diaphragm accumulator falls to ≤ 31 bar, accumulator charging is activated. For this purpose, the pressure reduction valve is activated at 1350 mA. The pressure reduction valve opens and enables accumulator charging via the hydraulic circuit. At the same time, the pump speed of the left-hand pump motor is increased to 400 rpm.

-6

The smaller value is used for control/monitoring purposes and an error message is stored Pressure differential > 5 bar Error message on the display Pressure differential ≥ 10 bar The speed is limited to 5 km/h Error message on the display Breakdown, short circuit The speed is limited to 5 km/h Error message on the display

56358012001 EN - 02/2017

a

1 1S3 2 1B2 3

Handbrake lever Handbrake switch Brake pedal Brake sensor Brake cable pull, handbrake

4 5 6 7 8

Brake cable pull, footbrake Brake valve Hand pump actuation De ection lever Pressure regulator actuation

The hydraulic operating brake is activated via two independent actuation elements: Brake pedal Handbrake lever Both actuation elements use brake cable pulls on a de ection lever to actuate the pressure regulator in the brake valve.

Secure the truck to prevent it from rolling away.

Turn the key switch to OFF. On electric trucks, also disconnect the battery male connector.

Remove the panelling from the front structure.

Remove the bottom plate.

56358012001 EN - 02/2017

-1

Attach and secure the brake cable pulls of the handbrake (1) and service brake (2) on the front structure.

Attach and secure the brake cable pulls of the handbrake (3) and service brake (4) on the brake valve actuating lever.

Actuate the handbrake and footbrake several times.

The handbrake lever must have around 5 mm slack.

The footbrake pedal must have around 5 mm slack.

Adjust the brake cables so that the actuating lever does not touch the tappet rod of the brake valve (5). Distance approx. 1 mm.

Fit the panelling in the front structure.

Insert the bottom plate.

Check that the service brake and handbrake are functioning correctly.

-2

56358012001 EN - 02/2017

The brake sensor 1B2 is tightly screwed to the right side part of the operating unit and connected to the truck control unit (MCU) via the plug (1).

The brake sensor is a potentiometer that is adjusted by a tappet (2) on the brake pedal.

1B2/1

Yellow

X46/41

1B2/2

Red

X46/13

+12 Volt-S Signal

1B2/3

Green

X46/27

GND-S

.

When the brake pedal is in the inactive position, the brake sensor must be adjusted so that the output signal is within the valid value range.

RX20

1.3 V

1.0 1.6 V

RX60

1.3 V

1.0 1.6 V

.

A calibration must always take place after the brake sensor has been replaced.

Connect the notebook to the truck and start the truck diagnostics:

Action Calibration 0.

Sensors

Once calibration is complete, error messages may be displayed.

56358012001 EN - 02/2017

-3

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 traction drive is activated.

If the parking brake is actuated, the switch is open. The traction drive 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 central control.

2-pin JPTimer 1S3 1S3/1

X46/3

Handbrake

1S3/2

X46/17

GND-S handbrake

.

-4

56358012001 EN - 02/2017

The accelerator pedal consists of two plastic parts, the pedal and the base, which are connected to each other by an axle. The accelerator pedal is attached to the bottom plate via two screws.

Two compression springs hold the pedal in its inactive position. The compression springs contain different-coloured foam. The colour of the foam provides information on the production batch of the springs. For safety reasons, the pedal should never be equipped with two springs from the same product batch. In addition, the foam also reduces noise made by the springs.

The foam has large pores so that it does not become saturated with water.

The accelerator is a contactless inductive sensor.

The accelerator pedal will be included in the current series from CW31/2017. As the wiring harness has not been modi ed, an adapter cable is required.

Adapter cable without signal horn cable Adapter cable with signal horn cable

Plug

6-pin MQS (AMP)

Supply voltage

12 V ± 8%

Protection class Temperature range

IP64

1 2 3 4 5 6

Pedal Basis Sensor 1B1 Fastening bushes Adapter cable without signal horn cable Springs with foam

-40° to +65°C

.

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction.

The following components are affected: Single pedal Dual pedal Joystick, ngertip and mini-lever Hand lever Turn indicator module for the drive direction Parameterisation is performed using the truck diagnostics in the notebook.

56358012001 EN - 02/2017

-5

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

Connect the notebook to the truck. Start the truck diagnostics:

Action Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

Operating error Timeout during calibration Value of the transmitter's inactive position is outside the valid range Voltage increase is not within the valid range

1B1 - GND Unassigned

Pin 1

X16/4

Pin 2

X16/1

GND accelerator Unassigned

Unassigned

Pin 3

X16/7

Unassigned

1B1 - signal A

Pin 4

X16/2

1B1 - VCC 1B1 - signal B

Pin 5

X16/8

Channel 2 12 V accelerator

Pin 6

X16/3

Unassigned

X16/5

Channel 1 Horn button (variant)

Unassigned

X16/6

Horn button (variant)

.

-6

56358012001 EN - 02/2017

Supply voltage

X16/4 - X16/8

C1 accelerator not actuated

X16/4 - X16/3

C2 accelerator not actuated C1 accelerator fully actuated

X16/4 - X16/2

C2 accelerator fully actuated

X16/4 - X16/2

X16/4 - X16/3

GND breakdown detection VCC breakdown detection

11.05 - 12.05 The sensor is adjusted for the accelerator pedal by the 5.5 - 6.5 manufacturer. It is not possible 5.5 - 6.5 to perform a subsequent 8.2 - 11.0 adjustment.

1.0 - 3.8 In the event of a fault, the entire accelerator pedal must be 11.5 replaced.

0.5

.

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 least and up to a maximum of 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 reached 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

.

56358012001 EN - 02/2017

-7

The accelerator comprises the accelerator pedal and a double-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 oor plate.

Disconnect plug X16 from the accelerator Loosen the polystop nuts Remove the accelerator from the oorplate 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 Double pedal Joystick, tip switch, mini-lever Lift lever Direction indicator module Parameterisation 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:

Job Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

-8

56358012001 EN - 02/2017

Operating error Timeout during calibration Value of accelerator's inactive position is outside the valid range Voltage increase does not lie within the valid range

X16/1

Free

X16/2

1B1 - C2/sw

Black

Signal C2

X16/3

Red

Signal C1

X16/4

1B1 - C1/rt 1B1 - C1/C2/ge

Yellow

X16/5

Free

GND accelerator (Horn button)

X16/6

Free

(Horn button)

X16/7

Free 1B1 - C1/C2/gn

X16/8

Green

12 Volt accelerator

.

Supply voltage

X16/4 - X16/8

11.05 - 12.05

C1 accelerator not actuated

X16/4 - X16/3

5.5 - 6.5

C2 accelerator not actuated

X16/4 - X16/2

5.5 - 6.5

C1 accelerator fully actuated

X16/4 - X16/3

8.2 - 11.0

C2 accelerator fully actuated

X16/4 - X16/2

1.0 - 3.8

GND breakdown detection

11.5

VCC breakdown detection

0.5

Correction by turning the potentiometer.

Correction by turning the potentiometer.

Correction by turning the support.

Correction by turning the support.

.

56358012001 EN - 02/2017

-9

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

.

-10

56358012001 EN - 02/2017

1 2 3 4 5 6 7 8 9 10 11

Pedal, forwards Pedal, backwards Rod Bush Needle-roller bearing Bearing block Plate 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 Pinion 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: Pre-assemble the pedals (1, 2) using bearing needle rollers (5).

56358012001 EN - 02/2017

-11

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 locking varnish 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 drive direction.

The following components are affected: Single pedal Double pedal Joystick, tip switch, mini-lever Hand lever Direction indicator module Parameterisation 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:

Job Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

-12

56358012001 EN - 02/2017

Operating error Timeout during calibration Value of accelerator's inactive position is outside the valid range Voltage increase does not lie within the valid range From software ash package V1.07 onwards, the valid range for calibration can be increased by a parameter change. Parameterising takes place using the display operating unit.

26

A 00 050

25

Calibration 2 (from ash package V107 series, 06/2010) Calibration 1 (until 06/2010)

.

X16/1

Free

X16/2

X16/2

1B1 - C1

Signal C1

X16/3

X16/3

1B1 - C2

Signal C2

X16/4

X16/4

1B1 - C1/C2

X16/5

Free

GND accelerator (Horn button)

X16/6

Free

(Horn button)

1B1 - C1/C2

12 V accelerator

X16/8

X16/1

.

Supply voltage

X16/4 - X16/8

11.05 - 12.05

C1 accelerator not actuated

X16/4 - X16/3

5.5 - 6.5

C2 accelerator not actuated

X16/4 - X16/2

5.5 - 6.5

56358012001 EN - 02/2017

Correction by turning the potentiometer.

Correction by turning the potentiometer.

-13

C1 accelerator fully actuated, forwards C2 accelerator fully actuated, forwards C1 accelerator fully actuated, reverse C2 accelerator fully actuated, reverse GND breakdown detection

X16/4 - X16/3

1.0 - 3.8

Correction by turning the support

X16/4 - X16/2

8.2 - 11.0

Correction by turning the support

X16/4 - X16/3

8.2 - 11.0

Correction by turning the support

X16/4 - X16/2

1.0 - 3.8

Correction by turning the support

11.5

VCC breakdown detection

0.5

Supply voltage

X16/4 - X16/8

11.05 - 12.05

C1 accelerator not actuated

X16/4 - X16/3

4.45 - 7.0

C2 accelerator not actuated

X16/4 - X16/2

4.45 - 7.0

X16/4 - X16/3

1.0 - 3.8

Correction by turning the support

X16/4 - X16/2

8.2 - 11.0

Correction by turning the support

X16/4 - X16/3

7.2 - 11.0

Correction by turning the support

X16/4 - X16/2

1.0 - 4.5

Correction by turning the support

C1 accelerator fully actuated, forwards C2 accelerator fully actuated, forwards C1 accelerator fully actuated, reverse C2 accelerator fully actuated, reverse GND breakdown detection

Correction by turning the potentiometer.

Correction by turning the potentiometer.

11.5

VCC breakdown detection

0.5

.

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 and up to a maximum of 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 controller ignores the end range of the voltage increase (dead travel) Detection of breakdown with corresponding error message

.

-14

56358012001 EN - 02/2017

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 -30°C - +85°C

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

.

X71/5

2 3 4 5 6 7 8 9

56358012001 EN - 02/2017

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

-15

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.

-16

56358012001 EN - 02/2017

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 .

56358012001 EN - 02/2017

-17

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

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

-18

F2

56358012001 EN - 02/2017

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

-30°C to +85°C

X71/1

12 V or 24 V

X71/2

GND

IP 65

.

X71/3

CAN r H

X71/4

CAN r L Emergency off 7S2/1

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.

56358012001 EN - 02/2017

-19

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 .

-20

56358012001 EN - 02/2017

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 .

56358012001 EN - 02/2017

-21

2

1

The ngertip switch is an operating device built into the armrest of the driver's seat. The ngertip switch controls various operations that the driver can activate using his right hand.

F1

The F keys can be assigned different functions during parameterising

12

For example: additional electrical equipment, spotlight on/off Ensure that the operation of additional electrical installations is not activated twice. If the operation of an additional electrical installation has been parameterised on one of the function keys, this key must be deactivated in the display and operating unit.

The function key operates the 5th hydraulic function and the 3rd auxiliary hydraulics

In the event of repairs, the entire ngertip console must be changed. Individual parts are not available.

CAN bus Sensors

Device detection "I"

Protection class Temperature range

IP 55

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

-30°C - +85°C

24 V

X71/2

Truck GND

X71/3

CAN r H

X71/4 X71/5

CAN r L Emergency stop 7S2/1

X71/6

Emergency stop 7S2/2

Earth wire at the seat .

-22

5

6

7

F2

11

10

9

8

F1 button F2 button Left turn indicator button Signal horn button Right turn indicator button Function key for 5th hydraulic function Emergency off switch Auxiliary hydraulics 1 operating lever Auxiliary hydraulics 2 operating lever Pull the tilt operating lever Travel direction switch Lift-lower operating lever

.

X71/1

4

6321_003-004

CAN open as standard; integrated in the red CAN bus

Software

3

56358012001 EN - 02/2017

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 Double pedal Joystick, tip switch, mini-lever Lift lever Direction indicator module A truck restart must always be carried out 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.

56358012001 EN - 02/2017

-23

Lift Lower Tilt backward Tilt forward Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

-24

56358012001 EN - 02/2017

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

.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-7

-8

56358012001 EN - 02/2017

a

Control electronics

Digital truck control unit MCU

Traction controller

Revolution-controlled, 4-quadrant, three-phase AC converter

Pump controller

Revolution-controlled, 1-quadrant, three-phase AC converter

Revolution control for traction motor Truck control unit (MCU) Accelerator

Dual-action potentiometer, 4 k each

Brake sensor for electric braking

Potentiometer, 4 k

Battery voltage

80 volts

Supply voltage for additional electrical installations

12 volts

CAN bus system

Can-Open log 24 volts

In accordance with EN 1175 part 1 See the chapter entitled "Insulation measurement" and 3 in accordance with DIN 40050 Electrical system Electrical equipment

IP 23, incl. cover IP 54 IP 54 1K01, 1K02 Albright SU 190B-1044/24 V-250 A

Heating system 9K30 Albright SW 60B-2/12 V 4K01, 9K17, 9K38 24 V; refer to the chapter entitled "Rear fuse box" A22

F10, F11, F14, F15, 9F4, 9F16, Refer to the chapter entitled "Front fuse box" A21 9F17, 9F18 1F10, 1F16, 4F01, 5F11, 5F12, Refer to the chapter entitled "Rear fuse box" A22 5F13, 9F03, 9F32, 9F33, 9F34 Heating system 9F21 20 A .

56358012001 EN - 02/2017

-1

2

Traction converters 1U06, 1U07 Pump converters 2U03, 2U04

3

Contactor stand (PDU)

4

Supply Unit (SU)

5

Front fuse box A21

6

Rear fuse box A22

7

Truck control unit (MCU) A44

8

Display and operating unit (ABE)

9

Diagnostic connector X50

10

Signal horn 4H1

11

Option Board A22

12 13

Drive direction turn indicator module, FABLI Electric parking brake (ELF)

14

CAN-Power-Port lighting, CPP2b

15

CAN-Power-Port roof, CPP1

16 17

CAN-Power-Port seat, CPP3 Voltage transformers, 80 V-12 V, U1 to U5

18

Heating system, contactor 9K30

19

Acceleration sensor CS, FleetManager 4x

1

.

-2

56358012001 EN - 02/2017

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)

A

F G

PU1-GR

IC truck: equipment variant hybrid II FleetManager

special equipment

H

VR

Card reader Valve processor integrated in TCU/MCU

I

FIT

Joystick, ngertip and mini-lever

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

L

FMID

Generator processor integrated in the converter to support the hydraulic pump

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

LIB

Lithium-ion battery

S T U V

CPP2

Equipment variant for servo hydraulics

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

.

56358012001 EN - 02/2017

-3

The truck is equipped with a front wheel drive and is powered by two revolution-controlled asynchronous motors.

The two hydraulic pumps are also powered by two revolution-controlled asynchronous motors.

Each asynchronous motor is supplied with power by a converter. The converters are activated by the SU and MCU controllers. Data is transferred via a CAN bus system.

The control electronics are supplied with an internal 12-volt power supply from the MCU. The additional electrical consumers are supplied with 12 volts by external voltage converters. The number and capacity of the voltage converters is dependent on the overall capacity of the additional consumers.

1M02 1M01 2M02 2M01

Left-hand traction motor Right-hand traction motor Left-hand pump motor Right-hand pump motor

Replacement control units can contain software versions that do not match the versions in the control units that are still in the truck As a result, the software incompatibility will cause error statuses 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. Software incompatibility is eliminated once the software ash package has been loaded.

Refer to 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 must be recalibrated.

Connect the notebook to the truck and start the truck diagnostics:

Action Calibration 0. Sensors 1. Accelerator -4

56358012001 EN - 02/2017

For hand lever only

2.-5. Hydraulic sensor Variant

6.

Mast vertical

.

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 .

56358012001 EN - 02/2017

-5

The truck parameter set is stored in the truck control unit (MCU). In order to prevent a parameter loss, this parameter set is available as a copy in the supply unit (SU).

The parameter sets for SU, ABE, FU and PU are available as copies in the MCU. As soon as one of these components is replaced, the copy of the parameter set must be copied from the remaining components.

Parameter loss If the MCU and SU are replaced at the same time, the parameters will be lost.

If the MCU and FU/PU are replaced at the same time, the parameters will be lost.

MCU SU ABE FU PU

Truck control unit Supply unit Display and operating unit Traction converter Pump converter

If the ABE and MCU are replaced at the same time, the parameters will be lost.

A truck parameter set must be loaded via a notebook in all cases.

There are two ways of carrying out the copying procedure: Automatic transfer An automatic transfer starts for components that do not have a functioning parameter set.

This situation generally applies to brand-new components and spare parts.

Manual transfer A manual transfer starts for components that have a functioning parameter set. This situation indicates that the component has already previously been installed in a truck.

An automatic transfer is indicated in the display by the PLEASE WAIT message complete with progress bar. This process can take several minutes and ends with a reset.

An automatic transfer generally takes place when a converter is installed.

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56358012001 EN - 02/2017

A manual transfer begins with the following question in the display: A–EEPROM VALID?.

This message means: "Should the parameters of the MCU (device A) be used?"

Should the parameters of the MCU (device A) be used?

Use the parameters of the MCU Press

to con rm

Copy of parameters from the MCU to the SU Use the parameters of the SU Say no by pressing the

button

Copy of parameters from the SU to the MCU 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"

56358012001 EN - 02/2017

-7

Vmax

30 km/h Maximum driving speed calculated 20 km/h Maximum driving speeds in the drive programs

Vmin

10 km/h Maximum limit on driving speed due to overtemperature

amax

120 %

Maximum possible acceleration in drive program 5

amin

40 %

Maximum limit on acceleration due to overtemperature

Imax

100%

Maximum possible traction motor current

Imin

30 %

Maximum limit on traction motor current via the converter

T1

137°C

T2

142 °C

T3

147°C

T4

152 °C

T5

153 °C

The error TRACTION MOTOR OVERHEATING is reset as soon as this temperature is reached and when it falls below.

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 error TRACTION MOTOR OVERHEATING is activated.

The error message re-appears in the display repeatedly.

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 traction motor current via the converter

The electric drive is protected against overtemperature by two-stage temperature monitoring "thermal protection of the drives".

The converters evaluate the signals from the temperature sensors for the traction motor and transmit the temperature values to the truck control unit (MCU). The temperature values are processed in the MCU in accordance with the TSA characteristic curve.

In the rst stage, an error is generated at temperature (T3) and limitation of the speed and acceleration begins. Thanks to linear reduction,

-8

56358012001 EN - 02/2017

the drive is usually able to re-establish its natural temperature. If the traction motor temperature drops to the (T1) value, the error is reset.

If it is not possible to re-establish the temperature management, stage 2 is triggered.

In the second stage, the motor current is reduced at temperature (T4). This is accomplished by limiting the setpoint values that the MCU sends to the converter. From temperature (T5) onwards, the motor current is reduced to such an extent that only heavily limited driving is possible.

Depending on the load on the truck, the reduction in motor current can bring the truck to a standstill.

With regard to current limitation, it must be ensured that the truck can still be driven in potentially dangerous situations (e.g. when driving over a level crossing). The Boost function is included as a safety feature required by the system for thermal protection of the drives.

If the accelerator is not actuated for a period of 2 seconds and the truck speed is below 0.5 km/h, temperature-dependent current limitation is deactivated. The truck will travel in normal operation mode again for a short period.

Temperature-dependent current limitation is re-activated as soon as a truck speed of 2 km/h is exceeded or the accelerator is actuated for 2 seconds.

56358012001 EN - 02/2017

-9

Imax

100%

Maximum possible traction motor current

Imin

30%

Maximum limit on traction motor current via the converter

T1

75°C

T2

80°C

T4

90°C

The CONVERTER OVERTEMPERATURE error is reset as soon as this temperature is reached and the temperature falls below this value.

The error CONVERTER OVERTEMPERATURE is activated.

The error message repeatedly reappears in the display.

Start of the linear regulation of the traction motor current via the converter

T5

115°C

End of the linear regulation of the traction motor current via the converter

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.

Imax

100%

Standard pump motor current

Imin

35%

Maximum limit on pump motor current via the converter

T1

133°C

T4

143°C

T5

168°C

The error OVERHEATING MOTOR is reset as soon as this temperature is reached and when it falls below.

Start of the actual limitation of pump motor current via the converter The error OVERHEATING MOTOR is activated.

The error message re-appears in the display repeatedly.

End of the linear reduction of pump motor current via the converter

The pump motor and pump converter are protected against overtemperature by temperature monitoring that provides "thermal protection of the drives".

-10

56358012001 EN - 02/2017

The converter analyses the signals from the temperature sensor of the pump motor and transmits the temperature values to the truck control unit (MCU). The temperature values are processed in the MCU in accordance with the characteristic curve for thermal protection of the drives.

If the (T4) temperature is reached, an error is generated and the motor current is reduced linearly.

This is accomplished by limiting the setpoint values that the MCU sends to the converter.

By the linear reduction of the motor current, it is normally possible for the pump motor to restore its temperature balance. If the pump motor temperature drops to the value (T1), the error will reset and the motor current reduction will be cancelled.

From the (T4) temperature upwards, the motor current is reduced to the extent that only very limited hydraulic functions are available.

Depending on the load on the truck, the motor current reduction can lead to signi cant impairment of hydraulic functions, especially lifting operations.

With regard to current limitation, it must be ensured that the truck hydraulics can be operated.

The Boost function is included as a safety feature required by the system for thermal protection of the drives.

If the pump motor is not operated for a period of 2 seconds, temperature-dependent current limitation is deactivated. The maximum current is available for 1 second.

56358012001 EN - 02/2017

-11

Imax

100%

Standard pump motor current

Imin

35%

Maximum pump motor current limitation via the converter

T1

75°C

T4

80°C

T5

90°C

The CONVERTER OVERTEMPERATURE error is reset as soon as this temperature is reached and the temperature falls below this value.

Start of the actual limitation of the pump motor current via the converter.

The error CONVERTER OVERTEMPERATURE is activated.

The error message repeatedly re-appears in the display.

End of the linear reduction of the pump motor current via the converter.

The converter monitors its 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 reset and the reduction cancelled.

The driving behaviour is distinguished by differences in the starting and braking characteristics.

Acceleration, deceleration and reversing are limited by the speci cations of the drive programs, regardless of the driving behaviour.

The driving behaviour of the trucks is revolutioncontrolled by default.

Torque-regulated driving behaviour is activated by means of parameterising in the relevant drive program.

-12

The driving behaviour applies to that particular drive program and cannot be changed by the driver.

When the accelerator pedal is released, deceleration is activated as per the drive program If the truck is positioned on a slope, it will slowly roll downhill at the regulated speed of 1 cm/sec

56358012001 EN - 02/2017

If the truck is under load on level ground, it is subject to drag It is possible to start up the truck with the handbrake and footbrake actuated. This ensures that the truck can be started on a slope without rolling backward When the accelerator pedal is released, deceleration is activated as per the drive program At deceleration of 15%, the truck will coast Dual pedal: The reversing delay when the pedal for the opposite drive direction is pressed takes precedence over the delay when the accelerator pedal is released The reversing delay must be greater than simple deceleration

DECEL 40% REVERSE 120% If the truck is stationary on a slope with the downhill drive direction selected, it will roll downhill with no braking If the truck is stationary on a slope with no drive direction selected or the uphill drive direction selected, it will roll downhill with braking When under load on level ground, the truck is not subject to drag It is possible to start up the truck with the handbrake and footbrake actuated. This ensures that the truck can be started on a slope without rolling backward

The "Revolution-controlled with optimised driving behaviour" driving behaviour is switched on as standard. The driving behaviour applies to that particular drive program and cannot be changed by the driver. Changes to the driving behaviour are possible only via parameter changes.

Effects: The further the accelerator pedal is pressed, 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 For single-pedal control, the braking effect becomes greater the further the accelerator pedal is pressed when reversing (change of driving direction) For dual-pedal control, the braking effect becomes greater the further the pedal for the opposite drive direction is pressed If the truck is positioned on a slope without a driver, it will roll slowly 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

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

56358012001 EN - 02/2017

-13

reduction does not noticeably impair the dynamics of the work process.

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

.

-14

56358012001 EN - 02/2017

Boosting the starting current increases the starting torque from stationary.

The starting current boost is activated by means of parameterisation. The driving behaviour always applies for all drive programs and cannot be changed by the driver.

The current boost is active at every start-up for a maximum of 3 seconds, as long as the truck does not move.

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.

56358012001 EN - 02/2017

-15

Before carrying out any work on the electrical system, the charge state of the intermediate circuit must be checked and, if necessary, a discharge process must be initiated.

If you carry out work on the electrical system with a charged intermediate circuit, there is a risk of electric shocks caused by short circuits with tools and parts of the body.

Do not touch live contact points such as the positive and negative connections of the power control units!

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

Discharge the intermediate circuit.

The discharge circuit is a device for discharging the intermediate circuit in converters in electric trucks.

The bulbs act as a fuse against excessively high residual voltages in the intermediate circuit and can blow in the event of a fault.

For this reason, the bulbs must be checked for correct function before and after every use, and replaced if necessary.

Raise the lift mast and secure using a safety chain; see the chapter entitled "Securing the fork carriage".

Disconnect the battery male connector.

-16

56358012001 EN - 02/2017

Remove all covers on the front structure.

Unscrew the plastic covering on the left-hand converters and remove the plastic covering from the power cables.

Proceed as follows in turn, working on one traction converter and one pump converter at a time: Connect the red measuring line of the discharge circuit to the positive terminal of the converter.

Connect the black measuring line of the discharge circuit to the negative terminal of the converter.

If any residual voltage remains in the intermediate circuit, the bulb brie y illuminates.

Measure the voltage in the intermediate circuit.

The intermediate circuit is considered discharged when the voltage is less than 11 V.

Insuf cient insulation values in the truck can lead to unde ned errors that are not reliably detected via diagnostic processes.

Insulation testing must be carried out before all diagnostic work and after performing work and repairs on the following components: Traction motors Pump motors Contactor stand (PDU) Traction and pump converters Appliance plug, truck harness Battery male connector, battery harness Front fuse box This insulation test describes the measuring procedure for the entire truck.

The main contactors remain open for the insulation test. For this reason, it is necessary to perform two separate tests: 1. Test: appliance plug 1. Test: traction converter and pump converter The test must be performed on a traction converter and on a pump converter. It is suf cient to test only one traction converter and one pump converter, because these are each wired in parallel.

The test must be performed for each converter with both polarities, because the controllers 56358012001 EN - 02/2017

-17

contain many electronic components with diode characteristics.

Ideally, all measurements will produce the same value. If the values deviate from each other, the lowest value is valid for the truck.

If measured values for the entire truck are insufcient, the insulation test must be performed on the following components: Traction motor Pump motor Battery

Always observe the safety information; see the chapter entitled "Safety information".

Before working on the converter, the charge state of the voltage for the intermediate circuit must always be checked rst.

If the voltage for the intermediate circuit is not discharged to 0 V, take particular care when working on the converter.

The correct work sequence must always be followed when removing the converter.

80 V

100 V DC

min. 200 k

.

Short-circuit bridge for appliance plug Discharge circuit; see the chapter entitled "Intermediate circuit".

"STILL MetraHit ISO multimeter" measuring device with measuring lines

Discharge the intermediate circuit; see the chapter entitled "Intermediate circuit".

Check that all the fuses are inserted and that the main fuses are screwed in.

Unlock the emergency off switch.

Set the switch lock to ON. Raise the lift mast and secure using a safety chain; see the chapter entitled "Securing the fork carriage".

Disconnect the battery male connector.

-18

56358012001 EN - 02/2017

> 80 k

Insert the short-circuit bridge (1) into one of the appliance plugs connected in parallel.

Remove all covers on the front structure.

Unscrew the plastic covering on the left-hand converters and remove the plastic covering from the power cables.

Set the measuring device to the truck-speci c test voltage.

Hold the measuring line (2) against a clean area on the truck chassis, e.g. the screw joint at the chassis and counterweight.

Hold the measuring line (3) against a clean area on the short-circuit bridge.

Hold down the ENTER button and read the value.

The measurement may take a few seconds, because capacities are transferred between the truck chassis and the electronics.

Set the measuring device to the truck-speci c test voltage.

56358012001 EN - 02/2017

-19

Hold the red measuring line against the positive terminal of the converter.

Hold the black measuring line against a clean area on the truck chassis, e.g. the screw joint at the drive axle and chassis.

Hold down the ENTER button and read the value.

The measurement may take a few seconds, because capacities are transferred between the truck chassis and the electronics.

Refer to table.

Switch over the measuring lines in the measuring device and measure the opposite polarity.

Refer to table.

Hold the red measuring line against the negative terminal of the converter.

Hold the measuring line against a clean area on the truck chassis, e.g. the screw joint at the drive axle and chassis.

Hold down the ENTER button and read the value.

Refer to table.

Switch over the measuring lines in the measuring device and measure the opposite polarity.

The measurements have caused capacities to be charged in the truck. These must be discharged in a de ned manner.

Leave the measuring device connected until the voltage value at the truck has decreased to < 10 V. Remove the short-circuit bridge from the appliance plug in the truck.

-20

56358012001 EN - 02/2017

The insulation resistance of the truck and the battery must be tested individually.

The test voltage must be greater than the nominal battery voltage but not higher than 100 V or three times the nominal battery voltage.

The insulation resistance of the battery is tested when the battery is disconnected, lled and charged, and installed in the truck.

The insulation resistance is tested between the electrically active parts of the battery and the battery tray.

Test value [ ] > (50 /V x UBatt)

STILL MetraHit ISO multimeter

50 V/DC Battery

100 V/DC 100 V/DC

Batt+ Batt-

Battery tray

24 V

> 1200

48 V

> 2400

80 V

> 4000

.

Disconnect the battery male connector.

Set the measuring device to the truck-speci c test voltage.

Measure from the battery positive terminal against an electrically conductive point on the battery tray.

Measure from the battery negative terminal against an electrically conductive point on the battery tray.

During insulation testing of the entire truck, if the insulation values measured were insuf cient, it is a good idea to test the components of the traction motor and pump motor individually.

56358012001 EN - 02/2017

-21

Always observe the safety information; see chapter entitled "Safety information".

Before working on the converter, rst check the charging state of the intermediate circuit voltage.

If the intermediate circuit voltage is not discharged to 0 V, take particular care when working on the converter.

The correct sequence must be followed when removing the converter.

The test voltage can destroy electronic components.

Disconnect the electrical connections for all controllers.

Connect the temperature sensors to the short-circuit bridge.

Traction motor, pump motor

500 V/DC

U, V, W

Housing

.

MetraHit Isomultimeter STILL Short-circuit bridge for the temperature sensors

Disconnect the battery male connector - De-energise the converter by disconnecting the power cables and the control cables - De-energise the truck control unit by disconnecting the SAAB plugs and the CAN bus plugs - Connect all electric motor temperature sensors to the short circuit plug The connection cables and, if necessary, the CAN bus plug, must be disconnected from the components, depending on the equipment.

Set the measuring device to the truck-speci c test voltage.

-22

56358012001 EN - 02/2017

24 Volt

> 24 k

48 V

> 48 k

80 V

> 80 k

Measure the windings U, V, W of the traction motor in relation to the housing.

Measure the pump motor windings U, V, W in relation to the housing.

The measurements must be carried out one after another for each winding.

In order to verify a frame fault on electric motors, it may be necessary to increase the test voltage to 1000 V.

Connect the power cables and the control cables to the converters.

Connect the SAAB plugs and CAN bus plugs to the truck control unit.

Remove the short-circuit bridge from the temperature sensors.

The connection cables and, if necessary, the CAN bus plugs, must be connected to the components, depending on the equipment.

The polarity check is stipulated to ensure that the connection (polarity) of the truck harness in the truck and the connection of the battery male connector are correct.

The polarity check must be carried out after performing work and repairs on the following components: Contactor stand (PDU) Appliance plug, truck harness Battery male connector, battery harness The battery may only be commissioned in the truck if the visual inspection of the contactor stand meets the described condition and the polarity checks were successful.

56358012001 EN - 02/2017

-23

Only power cables with heat shrink tubing may be connected on the centre conductor rail.

Only power cables with heat shrink tubing may be connected on the left-hand conductor rail.

Set the measuring device to continuity testing, with an audible check if necessary.

Connect one measuring tip to measuring point (1) and the second measuring tip to measuring point (3).

Electrical continuity is present.

Connect one measuring tip to measuring point (2) and the second measuring tip to measuring point (4).

Electrical continuity is present.

Set the measuring device to the DC voltage range.

Connect the positive measuring tip to measuring point (2) and the negative measuring tip to measuring point (1). +80 V ± 5% Connect the positive measuring tip to measuring point (4) and the negative measuring tip to measuring point (3). +80 V ± 5%

-24

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-25

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.

-26

56358012001 EN - 02/2017

ABE

Display and operating unit

Red Red Blue Red

MCU Truck control unit FIT

Joystick, mini-lever

Truck diagnostic connector Variant, additional electrical installaCPP tion Variant, drive direction turn indicator FABLI module FMID Variant, FleetManager CS Variant, acceleration sensor ELF Variant, electric parking brake X50

SU

Supply unit

Converter for right-hand traction motor 1U07 Converter for left-hand traction motor 2U03 Converter for right-hand pump motor 2U04 Converter for left-hand pump motor 1U06

120 120

X47/20 - X47/21 X47/20 - X47/21

Red

120

X41/8 - X41/16

Blue

120

X41/7 - X41/15

Red Red Red Red Red Red

Blue Blue Blue Blue

There are two independent CAN bus systems in this truck. These systems are used to transfer data between the controllers: CAN Open log Truck CAN bus (red) Converter CAN bus (blue) The MCU is the "master" and is connected to all CAN bus systems.

56358012001 EN - 02/2017

-27

1

CAN H (red)

2

CAN L (red)

3

24 V

4 5

GND-F Not assigned

6

Not assigned

7

Not assigned

.

Voltage measurement CAN_H to GND

2.5 V - 3.5 V

CAN_L to GND

1.5 V - 2.5 V

.

-28

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-29

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.

-30

56358012001 EN - 02/2017

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!

56358012001 EN - 02/2017

-31

The contactor stand comprises a compact metal box protected against contamination by means of a cover.

The contactor stand is located in the front structure and is screwed to the back of the heat sink for the converter.

The contactor stand consists of the following components: Main contactors 1K01, 1K02 Current sensor U6 for battery current measurement Main fuses F01, F02, F03 Fuses 1F11, 2F11

Nut M10 Nut M10 (half)

16 Nm

GND, M5 x 12

2.5 Nm

-32

16 Nm

F01

500 A

Main contactor 1K01

F02

500 A

Main contactor 2K01

F03

80 A

1F11

10 A

Front fuse box A21 Supply Unit A43

2F11

10 A

Supply Unit A43

56358012001 EN - 02/2017

X83/1

X03/5

5 volts

X83/2

X03/6

OUT

X83/3

X03/7

GND

X03/1

X42/4

Main contactor +

X03/2

X42/5

X03/3

X43/6

Main contactor 80 volts - pump converter

X03/4

X42/6

X03/5

X42/15

80 volts - traction converter Current sensor U6; 5 volts

X03/6

X42/14

Current sensor U6; U I Batt 2

X03/7

X42/10

X03/8

X42/12

Current sensor U6; GND-L GND-L battery

.

The two main contactors (1K01, 2K01) are connected in series. The two front bolts are insulated and are not internally connected. They serve as support bolts.

In the event of a fault, the contactors must be replaced completely. A repair is not intended to be made by changing the contacts.

SU190B-1044 Nominal voltage of coil UN Nominal operating voltage, pulsed Coil capacity (max.)

24 V

Tightening torque M10

16 N.m

Coil resistance

19.6

1K01/A1 (batt+)

SU-X42/4

2K01/A2 (batt-)

SU-X42/5

12 V 34 W

As the contactors are connected in series, the measured value on SU-X42 is the sum of the coil resistances.

56358012001 EN - 02/2017

-33

Fuse box A21 is a modular unit and includes the following components: Plug for the 80-volt supply to the additional electrical installations Fuses

X20

X21

X22

1

+80 V to Supply Unit X42/2

2

Unassigned

A1

+80 V heating system 9K30

A2

Electric parking brake

B1

Air-conditioning compressor

B2 A1

Reserve +80 V to U1-IN (voltage transformer)

A2

+80 V to U2-IN, U3-IN (voltage transformer)

A3

+80 V to U4-IN, U5-IN (voltage transformer)

B1

+80 V to F15 (unassigned)

B2

+80 V to U2-IN, U3-IN (voltage transformer)

B3

+80 V to U4-IN, U5-IN (voltage transformer) +80 V from F03 (PDU)

XS4

F11

10 A

SU, MCU

F15

10 A

Voltage transformer U1

9F17

15 A

Voltage transformers U2, U3

9F18

15 A

Voltage transformers U4, U5

F10

20 A

F14

20 A

Reserve Electric parking brake

9F5

30 A

Air-conditioning compressor

9F16

30 A

Heating system

.

-34

56358012001 EN - 02/2017

Fuse box A22 is a modular unit and includes the following components: Plug for the 12-volt supply for the additional electrical installations Fuses Relay The relay cannot be replaced separately

X166

6-pin A1

X162

A2 B1 B2

X167

X171

X174

+12 V to CPP 3 +12 V to option board A22

A1

+12 V to CPP 2 +12 V to U2-OUT (voltage transformer)

A2

+12 V to U4-OUT (voltage transformer)

B1

+12 V to U3-OUT (voltage transformer)

B2

+12 V to U5-OUT (voltage transformer)

A1

+12 V to U1-OUT (voltage transformer)

A2

GND

B1

Fan 9M6/1 Cooling water pump 9M17/2

B2 X172

Control cables MCU +12 V to CPP 1

1 2

+12 V socket Unassigned

1

+12 V to servo hydraulics to MCU-X48/14

2

Unassigned

1F16

10 A

Servo hydraulics (joystick)

1F10

10 A

Cooling water pump 9M17

4F01 9F03 9F32

10 A 10 A 15 A

Signal horn 4H1 Option board

9F33

15 A

9F34

20 A

5F12

20 A

Fan 9M6 CPP 2 (front)

5F11

30 A

CPP 1 (roof)

5F13

30 A

CPP 3 (seat)

4K01

Must not be replaced individually

9K17 9K38

+12 V socket Unassigned

Signal horn 4H1 Fan 9M6 Cooling water pump 9M17

.

56358012001 EN - 02/2017

-35

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

-36

56358012001 EN - 02/2017

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)

.

56358012001 EN - 02/2017

-37

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.

-38

56358012001 EN - 02/2017

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

.

56358012001 EN - 02/2017

-39

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

.

-40

56358012001 EN - 02/2017

1 2 3

Converter cooling plates Water pump 9M17 Exhaust air funnel with water drain

4 5 6

Radiator Fan 9M6 Coolant reservoir

The fan draws in the air and forces it through the radiator. The heated air is blown upwards through the rear cover via the exhaust air funnel.

The exhaust air funnel has a water drain.

The radiator is in two parts. The upper segment cools the hydraulic oil, while the bottom segment cools the coolant for the converter cooling plates.

The cooling system operates according to demand, depending on the converter temperature and the hydraulic oil temperature.

No coolant level transmitter is available.

Composition

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

Coolant quality

VW G12 plus (violet)

Coolant volume

5.6 l

.

56358012001 EN - 02/2017

-41

The water pump starts running as soon as the electrical system is started up. The water pump conveys the coolant forwards to the converter cooling plates. If the converter reaches 40°C, the fan is switched on. The fan is activated via a PWM signal sent by the truck control unit (MCU).

The fan speed varies between 1000 - 3000 rpm depending on the converter temperature.

The truck control unit (MCU) calculates the oil temperature using the coil end temperature of both pump motors. The temperature limit in the coil end is 75°C. Once a calculated oil temperature is reached that is above the temperature limit, the bypass valve opens. Then the right-hand pump motor conveys the hydraulic oil to the oil cooler. Once the bypass valve opens, the fan is also switched on. The fan is activated via a PWM signal sent by the truck control unit (MCU). The fan speed varies between 1000 - 3000 rpm depending on the calculated oil temperature.

The radiator is a compact welded component comprising two separate zones. The upper segment (2) cools the hydraulic oil, while the bottom segment (1) cools the coolant for the converters.

Hydraulic connections 45+5 Nm 2.1 and 2.2 .

-42

1.1 1.2

Warm from the converters Cooled to the converters

2.1 2.2

Warm from the bypass valve 9Y14 Cooled to the return line lter

56358012001 EN - 02/2017

Permissible voltage range

9 to 16 V DC

Current draw Power consumption

190 W

14.8 A

Volume ow rate (max.) 2500 m3/h Protection type

IP24

1

A22-X171/B1

12 V from voltage transformer U1

2

N1:1

3

A22-X166/B2

GND PWM signal at SU2 X43/10

4

Unassigned

5

Unassigned

6

X98/5

Feedback fans at SU2 X43/11

.

The cooling circuit of the converter is driven by a water recirculation pump.

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

.

56358012001 EN - 02/2017

-43

VW 1.9-l SDI

BXT

VW 1.9-l TDI

BEU

VW 2.0-l TDI

CBHA

VW 2.0-l TDI

R70-16 - 20

7094 - 7096

RX70-16 - 20

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

RX70-22 - 25 RX70-20 - 35 RX70-22 - 35

7323 - 7324 7329, 7330

CBJB

R70-40 - 50

7071

RX70-40 - 50

7331 7334

2012

RX70-60 - 80

7341 7344

Deutz TCD 2.9 L4 Deutz TCD 4.1 L4

7073

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

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

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.

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 +.

-44

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-45

-46

56358012001 EN - 02/2017

a

The MCU 2 is attached to the front right of the front structure and is protected by panelling.

The MCU 2 consists of a control processor (SR) and a monitoring processor (UE). In the truck control unit, the MCU 2 is responsible for controlling, regulating, monitoring and enabling.

In the extended version with servo hydraulics, the valve processor (VR) is built into the housing as an additional printed circuit board.

The MCU 2 can be identi ed clearly by referring to the identi cation plate and the software version.

All software and hardware versions begin with V2.xx.

The individual tasks of the MCU 2 are listed according to function: Error management Error number management A (MCU) Main fuse circuit Parent contactor controller Enabling and blocking of drive unit and hydraulic drive Drive unit Controller, control system, monitoring Hydraulic drive Controller, control system, monitoring Processing input signals from: Accelerator, brake sensor, hydraulic transmitter Drive direction switch All switches in the front area of the truck Discharge indicator Con guration using parameters Evaluating the coarse and ne battery voltage and current provided by the Supply Unit Calculating and displaying the battery residual capacity Monitoring and safety concept Evaluating additional electrical installations Processing FleetManager data (BDE) Diagnostics, downloading Storing truck parameters

56358012001 EN - 02/2017

-1

Parameter backup for all other units Servo hydraulics (option) The buffer battery (G5) Data storage, as well as the storage of the time, date, km counter and BDE The operating hours are securely stored in the EEPROM and are not lost even if the buffer battery is empty

All standard functions are directly wired for the drive unit X47, X46

42-pin SAAB plug

12-V output voltage for external transmitter and switch CAN open as standard

X48

42-pin SAAB plug

X45

CAN bus plug

G5

Cover

Servo hydraulics (variant) Supply for the direction indicator module for the drive direction (FABLI) Buffer battery

.

If the MCU needs to be changed, there is some information that should be taken into consideration before removal: As a rule, the spare part MCU does not contain any data or parameters.

The data and parameters are saved both in the MCU and in the Supply Unit (SU) 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 MCU: Servo hydraulics (plug X48) Drive direction turn indicator module (plug X45)

-2

X45 X46 X47 X48 G5

Drive direction turn indicator module (variant) MCU series MCU series Proportional technology version Buffer battery

56358012001 EN - 02/2017

Park the truck safely.

Disconnect the battery male connector.

If necessary, remove the heating system.

Remove panelling at the front structure.

Disconnect the SAAB plugs and, as required, the CAN bus connector.

Loosen the two M6 nuts and remove the MCU from the threaded bolts.

Place the MCU onto the two threaded bolts and tighten the M6 nuts.

Connect the SAAB plugs and, as required, the CAN bus connector.

Fit the panelling to the front structure.

If necessary, install the heating system.

Connect the battery male connector.

Set key switch S1 to ON. The truck parameter set is stored in the MCU. In order to prevent a parameter loss, this parameter set is available as a copy in the Supply-Unit (SU).

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 MCU (device A) supposed to be used?"

Load software ash package and start calibration; see the chapter entitled "Software compatibility" Delete the error memory.

Function check.

56358012001 EN - 02/2017

-3

The SU is screwed onto the front right-hand side of the chassis from the outside. The SU can be accessed via the battery cover and the service ap.

The SU for the RX60-60-80 is different to the familiar SU in the RX20 and RX60 series. The two units are not compatible.

The SU performs the following tasks in the truck control unit: Pre-charging the intermediate circuits of the converter 24-V power supply for the CAN bus Distributing and forwarding the sensor signals to the MCU Speed sensors for the traction motors Monitoring the phasing of the motors Internal voltage transformer from 24 V to 5 V and 12 V Processing input signals: Enabling the converters Additional electrical installation variants Activating and monitoring the cooling water pump and fan Activating key switch S1 Activating the two main contactors Activating horn relay K1 Activating signal horn 4H1 Emergency off Steering angle sensors for the steering axle Discharge indicator: Measuring the battery current Measuring the battery voltage Using correction parameters (adjustment values), the coarse and ne battery voltage is determined and forwarded to the MCU.

-4

56358012001 EN - 02/2017

X41

16-pin SAAB plug

Truck control unit (MCU)

X42

16-pin SAAB plug

X43

16-pin SAAB plug

X44

42-pin SAAB plug

X40

CAN bus plug

Fuse box A21 Converter 2U03 Cooling water pump 9M17, fan (9M6) Converters 1U06, 1U07, 2U04 Speed sensors for the left and right-hand traction motors CAN bus for variants (CPP, acceleration sensor)

.

(1) 2 disc springs in the same direction (2) 2 packages each in the opposite direction (3) 2 disc springs in the same direction

Nut M10

34 Nm

.

56358012001 EN - 02/2017

-5

Safely park the truck.

Open the battery cover and the service ap.

Disconnect the battery male connector.

Unscrew the nuts (3) and the screws (4) and lift the panel cover off the bolts.

Disconnect all plugs (1) on the SU. Unscrew the M10 nut (2) and lift the SU off the bolts.

Clean the contact surfaces of the SU and the chassis to remove all heat-conducting paste residue.

The internal power electronics in the converters and control units generate high temperatures that can lead to the destruction of these components.

Apply a thin layer (0.5 mm) of heat-conducting paste evenly over the clean contact surfaces.

Check the tightening torques and the mounting elements.

Apply a thin layer (0.5 mm) of heat-conducting paste evenly over the contact surfaces of the SU and chassis.

Bring two disc springs together in the same direction to form a packet. Then face each set of two packets away from each other. Screw the M10 nut tightly onto the spring column, applying a .

Connect all plugs (1) on the SU. Place the panel cover on the bolts and screw on the nuts (3) and the screws (4) tightly.

Install and tighten the cover for the electronics.

Connect the battery male connector.

Close the battery cover and the service ap.

Set key switch S1 to the ON position.

Start the parameter copying process.

The truck parameter set is stored in the MCU. To prevent the parameters being lost, this parameter set is available as a copy in the SU. If one of the

-6

56358012001 EN - 02/2017

two components is changed, the parameter set must be copied from the remaining component.

There are two ways of carrying out the copying procedure: Automatic transfer Manual transfer Also refer to 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 following question in the display: A–EEPROM VALID?.

This means: "Are the parameters of the MCU (device A) to be used?"

Load the software ash package and start the calibration process; refer to the chapter entitled "Software compatibility".

Clear the error memory.

Perform function checking.

56358012001 EN - 02/2017

-7

1U06 2U03 1U07 2U04

Right-hand traction converter Right-hand pump converter Left-hand traction converter Left-hand pump converter

1

Heat sink for traction converter, cooling water inlet

Each of the asynchronous motors available in the truck is controlled by its own converter. The converters are of the same design.

The traction converter and pump converter are screwed onto two separate heat sinks. The heat sinks are water-cooled by means of their own cooling circuit.

The 80-V supply voltage from the PDU is fed via power cables to the right-hand converters (1U06, 2U03) in each case. The left-hand converters (1U07, 2U04) are then supplied via insulated conductor rails (5, 6).

2 3

Cooling water bridge Heat sink for pump converter, cooling water outlet

4 5 6

Supply from the PDU Conductor rails for pump converter Conductor rails for traction converter

a controlled manner. After the truck is switched on, the converters each receive enable signals from the truck control unit (MCU). The drives are only activated once the enable signal has been received.

The converters perform the following tasks in the truck control unit: Controlling and regulating the relevant motor Monitoring the speed signals Measuring and monitoring the temperature Communicating with the truck control unit (MCU) Communicating with the Supply Unit (SU)

The converters transfer the power supplied by the battery to the traction motors and pump motors in

-8

56358012001 EN - 02/2017

Manufacturer Voltage

STILL

Rated current

400 A

Code letter Cooling

Water-cooled

80 V

.

Batt (GND-L) +

U-Batt after main contactor

U

Field connection to motor

V

Field connection to motor

W

Field connection to motor

X150 2U04 to 2M02, left-hand pump motor X151 1U06 to 1M01, right-hand traction motor X152 1U07 to 1M02, left-hand traction motor X153 2U03 to 2M01, right-hand pump motor

Pin 1

Speed sensor, GND-L

Pin 2

GND-F from SU Speed sensor signal, phase 1

Pin 3 Pin 4 Pin 5 Pin 6 Pin 7 Pin 8

CAN H connected to SU Speed sensor signal, phase 2 CAN L connected to SU Speed sensor, 10 V

Pin 9

24 V from SU Monitoring U

Pin 10

Enable signal from SU

Pin 11

Monitoring V

Pin 12

+ temperature sensor for motor

Pin 13

Monitoring W

Pin 14

temperature sensor for motor

.

56358012001 EN - 02/2017

-9

(1) 2 disc springs in the same direction (2) 2 packages each in the opposite direction (3) 2 disc springs in the same direction

Heat sink on counterweight Screw M10 x 30, DIN 912 Disc springs, 4 x A20, DIN 2093 Stud bolt for power cable Hexagon nut MS 8, ISO 4032 Spring washer MS 8.4, ISO 7089

34 Nm 10 Nm ± 10%

.

Do not touch live contact points such as the positive and negative connections of the power control units!

Before working on electrical power connections, the voltage between all contact points and between the contact points and the truck chassis must be checked using a measuring device (capable of measuring up to 1000 V DC).

De-energise the intermediate circuit.

Raise the lift mast and secure with the safety chain. See the chapter "Securing the fork carriage" Remove all covers on the front structure.

Disconnect the battery male connector.

Check and de-energise the intermediate circuit; refer to the chapter entitled "Intermediate circuit".

Follow the work steps described below to remove the pump converter 2U03: Unscrew the plastic covering from all four converters. Remove the covering from the power cables.

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56358012001 EN - 02/2017

Open the cable ties. Unscrew the power cables. Remove the conductor rails from the bolts.

Mark the power cables if necessary and place them down to one side.

Disconnect plugs X150, X151, X152 and X153.

Unscrew the converter from the heat sink and remove the converter.

Clean the contact surfaces of the converter and the heat sink to remove all heat-conducting paste residue.

Moisture will damage the converters!

The converters must be given additional sealing at their upper edge. The spare converters are prepared for this purpose.

Overheating will damage the converters!

Apply a thin layer (approx. 0.5 mm) of heat-conducting paste evenly over the clean contact surfaces.

Check the tightening torques and the mounting elements.

Prior to installation, check whether the bottom plate of the converter lies ush with the contact surface of the heat sink.

Apply a thin layer (approx. 0.5 mm) of heatconducting paste evenly over the contact surfaces of the converter and counterweight.

Position the converter on the contact surface in the counterweight.

Place one disc spring inside another (1, 3) to form a package. In each case, mount two packages in opposite directions so that the tips of the domes are together (2).

Risk of short circuit!

The cable shoes of the power cables must not touch.

The conductor rails must be insulated. The conductor rails must not come into contact with each other.

56358012001 EN - 02/2017

-11

Screw in the three phases U, V and W for batt+ and batt- evenly.

For converters 1U06 and 2U03, tightly secure the power cables for batt+ and batt- together with the conductor rails.

Connect plugs X150, X151 and X152.

Perform a polarity check; refer to the chapter entitled "Checking the polarity".

Screw on the plastic covering.

The plastic coverings over the power cables must be routed properly, as the plastic coverings can break easily during the assembly process.

Fit all covers on the front structure.

Connect the battery male connector.

Function checking

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56358012001 EN - 02/2017

a

The acid density can be used to calculate the no-load voltage U o per battery cell.

Uo [volts] = acid density [kg/l] + 0.84 The acid density is tested using an acid siphon (hydrometer). The acid density can be read off directly on the oat of the acid siphon.

The acid density decreases as the battery discharges.

Once the charging process is complete, it takes a certain amount of time for the acid above the plates to mix with the acid between the plates and then settle. In order to obtain accurate values, the measurement must only be taken approx. 30 minutes after the charging process is complete.

PzS (standard lead battery) PzS/L (performanceenhanced lead battery) CSM (gel battery)

1.27

2.11

< 1.13

< 1.97

1.29

2.13

< 1.13

< 1.97

1.29

2.13

< 1.15

< 1.99

100% 20% (deep discharge) 100% 20% (deep discharge) 100% 20% (deep discharge)

.

When switching on a fully charged, unloaded battery, it must have a of at least 2.1 V per cell. This corresponds to a of 100%.

The no-load voltage of the battery reduces as discharging progresses and depends on the . The stronger the discharge current, the lower the available .

The discharge limit is determined using the . Discharging the battery below the discharge limit is known as .

To avoid deep discharge, the nal discharge voltage is limited by means of the .

If the cut-off threshold is reached, a hydraulic restriction can be activated through parameterising.

A B C D X Y

Nominal battery capacity Available battery charge Residual battery capacity Available residual battery charge Shut-off threshold Warning threshold

Before the cut-off threshold is reached, it is possible to determine the residual charge still

56358012001 EN - 02/2017

-1

available via the . A ashing battery indicator in the display activates an alarm indicating the level of residual charge left.

The ideal operating temperature for batteries is between 20°C and 40°C. However, the maximum battery capacity is only reached at an optimum temperature of 27 - 30°C. A decrease in temperature reduces the battery capacity by 1% for every 1°C. At a temperature of 0°C, the battery has a capacity loss of 27%. Only 73% of the maximum capacity remains available.

Electrolyte temperatures of over 55°C cause permanent damage to the battery and shorten the service life considerably.

If the battery is incorrectly handled, lead and sulphur bond together to form a hard lead sulphate.

This process is known as permanent or hard sulphation.

Permanent sulphation can be detected by the discolouration of the plates. The positive plates turn light brown and the negative plates turn a matt, off-white colour. Sulphation reduces the capacity of the battery and its ability to be recharged.

Reasons for a sulphated battery: Frequent deep discharging Incorrect full charge Charging current too low Frequent intermediate charging Battery temperatures of over 55°C when charging and discharging

Always follow the battery manufacturer's notes and rules regarding the correct handling procedure for batteries.

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56358012001 EN - 02/2017

The display and operating unit shows the battery charge (1) as a segmented bar graph in 10% stages (2). At two bars, the display starts to ash.

When no bars are visible, the hydraulic restriction is activated.

Every 10 seconds, the display switches from showing the battery charge to the remaining operating time (3).

The power rating indicator (4) shows the current average energy consumption (6). Trends relating to the energy consumption (5) are displayed as a vertical bar graph.

The display shown corresponds to the standard setting. The display can be modi ed and adjusted via parameters.

1 2 3 4 5 6

Available battery charge [%] Remaining operating time [h] Typical energy consumption (trend) Average energy consumption [kWh/h]

The measuring procedure of the discharge indicator uses the voltage behaviour of the battery to determine the maximum state of charge (SOC = state of charge).

The recovery phase of the battery plays a role in this process. The measuring procedure is optimised for short battery recovery phases. An older battery can become increasingly inactive, which increases the recovery phase. As a result of this battery characteristic, the measured value can be up to 20% too high at a high charge level.

The improved initial measurement checks whether the battery has been recharged or not when the truck is switched on. If the battery was not charged, the last value measured before the truck was switched off is used. As a result, the actual state of charge of the battery is displayed when the truck switched on.

The lower value of the cell voltage can be adjusted during the initial measurement by means of parameterisation. If the value is not parameterised or is incorrectly parameterised, an error message will appear.

Speci cation

1.97

Value range

1.95 2.05

.

56358012001 EN - 02/2017

-3

The discharge indicator depends mainly on three measuring or calculating procedures: Discharge measurement (voltage measurement) Calculation of the charge drawn (current measurement) No load measurement In addition, saved values from these measurements are used for the calculation.

The battery voltage is measured at the intermediate circuit. Using correction parameters (speci ed adjustment values), the voltage is determined here as ne battery voltage. This internally measured value cannot be measured by the service centre. The ne battery voltage is transmitted to the MCU. The MCU processes this value in accordance with the parameters and subsequently calculates the available battery charge.

The remaining operating time indicates for how long the vehicle can still be used until the available battery charge is displayed as 0% (no bars).

The remaining operating time is dependent on the actual battery charge status (SOC) and average energy consumption.

The average energy consumption is calculated from the consumption by the drive functions and hydraulic functions.

The energy consumption is averaged out over the preceding 30 minutes.

The drive program and the drive mode have an effect on the remaining operating time.

The impact on the remaining operating time is determined by certain factors: Switching to a more energy-ef cient drive programme increases the remaining operating time by approx. 5%.

Switching to Blue Q increases the remaining operating time by approx. 10%.

If the driver switches to a more energy-ef cient drive program or Blue Q, the remaining operating time increases erratically.

If the driver switches to a more energyintensive drive program or sprint mode,

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56358012001 EN - 02/2017

the remaining operating time decreases erratically.

The driver can in uence the remaining operating time via his driving style and the driving cycle.

The remaining operating time decreases faster than expected in the Blue Q drive mode if e.g. the hydraulic functions are used a lot.

When the truck is switched off, the last average energy consumption value and remaining operating time value are retained. Both values change when the truck is driven.

The power rating indicator shows the average energy consumption [kWh/h] and trends.

Average energy consumption The average energy consumption is calculated from the consumption by the drive functions and hydraulic functions.

The energy consumption is averaged out over the preceding 30 minutes.

Trend display The trend display supplements the average energy consumption display.

The trend display compares the current energy consumption with the average energy consumption.

The current energy consumption is averaged out over the preceding 5 minutes.

When the truck is switched on, the trend symbol for the average energy consumption is displayed. The trend display only changes once the truck is in operation.

Signi cant increase (> 50%) Increase (up to 50%) Slight increase (up to 30%) Average; no change Slight decrease (up to -30%) Decrease (up to -50%) Signi cant decrease (> -50%) .

56358012001 EN - 02/2017

-5

The truck is currently equipped with a double appliance plug and a 95-cm2 truck harness.

In early 2015, this double appliance plug will be replaced with a large appliance plug and a 120-cm 2 truck harness.

Due to the large wire cross sections, it is not permitted to repair the appliance plug or the battery male connector, or their wiring harnesses.

Further details will be published in service information documents.

As part of the product improvement process, trucks have been equipped with a Rema 640-A battery male connector as standard since June 2015. Up to June 2015, the trucks were each equipped with two Schaltbau 320-A battery male connectors.

When trucks need to be converted to use the 640-A battery male connector, these conversion instructions must be followed. The complete changeover kit can be procured via the spare parts service.

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56358012001 EN - 02/2017

1 2

640-A truck harness 640-A battery harness

1 1

3

Bracket for latching the battery door when open

1

4

Support for securing the cable to the chassis

1

5

Support for routing the cable around the corner of the chassis

1

6

Cable guide on the housing for the contactor stand (PDU)

1

7

Support for stop with rubber buffer

1

8 1, 3

Charger adapter for the battery harness

1

Socket head screw, M8x45-912-8.8

4

1, 3

4

1, 3

Washer, M8-9021-A2S Polystop nut, M8

7

Hexagon head screw, M6x20-933-8.8

2

7

Washer, M6-6796-A2S

2

Cable tie

10

4

.

To perform the conversion, the battery must be removed from the truck. A second truck with a suf cient load capacity is necessary for this purpose.

Assistance from a second person is helpful when installing the truck harness because the 120-mm2 cables are very heavy and awkward.

Park the truck securely.

Lower the lift mast. Tilt the lift mast forwards.

Disconnect the battery male connector.

Remove the battery using a second truck.

Remove the upper panelling on the battery door (1).

Remove the panelling above the battery (2).

Disassemble the front right-hand panelling (3).

Remove the panelling from the front structure (4).

Remove the bottom plate.

56358012001 EN - 02/2017

-7

Remove the cover on the contactor stand (PDU).

If more space is required, unscrew the support for the tilt cylinder hoses and move the hydraulic hoses towards the rear.

Unscrew the four battery cables (Batt , Batt+).

Unscrew the lower cable guide from the housing for the contactor stand (5).

Install the new cable guide (6).

Unscrew the truck harness from the chassis.

Carefully pull the truck harness to the right and out of the truck.

-8

56358012001 EN - 02/2017

Unscrew the cable guide (7) from the chassis.

Cut off the three threaded bolts (8) marked on the image so that the bolts are ush with the surface. Seal the surfaces by painting them.

The fourth threaded bolt (9) is used again later.

Screw the new cable guide onto the chassis using the existing screws.

Feed the new 120-mm2 truck harness into the truck interior from the right.

Assistance from a second person is very helpful for this work because the 120-mm2 truck harness is heavy and awkward.

Tightly screw the Batt+ and Batt battery cables onto the conductor rails of the contactor stand (PDU). Ensure that the polarity is correct!

Tightly screw the cover onto the contactor stand (PDU).

If required, tightly screw on the support for the tilt cylinder hoses.

Fit the bracket for the battery door lock to the chassis. To do this, proceed as follows: Lift up the battery door and position the bracket such that the battery door lock would engage.

Mark the position of the holes. Drill two holes.

9 mm

Screw on the bracket using two screws.

(ZS-M8x45, washer M8, polystop nut)

56358012001 EN - 02/2017

-9

Position the plug for the truck harness on the chassis. Mark the position of the holes. Drill two 9 mm holes.

Screw on the plug for the truck harness using two screws. (ZS-M8x45, washer M8, polystop nut)

Tightly screw the support onto the threaded bolt (9).

Secure the truck harness in position on the supports (9, 10) using cable ties.

Risk of damage. The cables must not rest on any moving parts.

Note the positioning on the tilt cylinder at the front right-hand side. Prevent abrasion spots.

To prevent the lock for the appliance plug from opening of its own accord, the stop is installed with a rubber buffer.

Fold down the battery door far enough to create suf cient room to work and secure the battery door in position.

Position the stop on the battery door. Mark the position of the holes. Drill two 10.2 mm holes.

Fit an M6 rivet nut.

Tightly screw on the stop. (SKS-M6x20, washer M6) Adjust the rubber buffer such that it rests against the bracket for the appliance plug when the battery door is closed.

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56358012001 EN - 02/2017

Fit all of the panelling.

Remove the existing battery harness.

If necessary, clean the battery.

Check the condition of the battery terminals (e.g. for oxidation).

Prepare the battery terminals using battery grease or battery protection spray.

Tightly screw on the new battery harness using M10x25 battery terminal screws (2). Ensure that the polarity is correct!

Tightly screw the battery cable to the battery tray (1) using the clip for strain relief (SSM6x50-10642-8.8).

Install the battery using a second truck.

Test the functionality by performing a test drive.

Connect the adapter cable to the appliance plug of the battery charger.

During the charging process, the charging plug hangs on the battery tray.

56358012001 EN - 02/2017

-11

Battery with cooling unit for a maximum speed of up to 20 km/h and Sprint mode.

Long battery life, even in severe conditions, for example.

Unload, load and transport four to six pallets at the same time.

Multi-shift use Dynamic reversing High lift height, heavy attachments, long routes Driving on uneven ground, and in different weather conditions

All the battery cells are cooled via three cooling elements. To house the cooling elements in the tray, the battery cells have a smaller design (7 PzB 1085 Ah). The weight corresponds to the standard battery weight.

The cooling system is autarkic. The battery is cooled in the truck and at the charging station.

An LED display on the battery hood shows the temperature status of the battery. The temperature of the battery is constantly monitored via two sensors. The control unit detects the core battery temperature and regulates the fan controller.

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56358012001 EN - 02/2017

When the cooling system is installed, the cooling air is drawn in from the clean rear area and is evenly distributed over the battery hood.

Two electric fans force the cooling air through the cooling elements. De ector plates in the cooling elements guide the cooling air evenly over the sides of the battery cells.

The LED display and the diagnostic connector are integrated on the side of the battery hood.

Flashing slowly

500 ms on, 500 ms off

Flashing quickly

250 ms on, 250 ms off

Blinking slowly

100 ms on, 900 ms off

The display is used for maintenance information, to show the battery cell temperature and to show error statuses.

ON

OFF

OFF

OFF

ON

OFF

OFF

OFF

ON

OFF

OFF

OFF

ON

ON

ON

Flashes slowly

OFF

OFF

OFF

Flashes slowly

OFF

1 2 3 4

Green LED Yellow LED Red LED Diagnostic connector

The battery cell temperature is low. The battery can be used.

The battery cell temperature Average battery cell tempera- is in the average range. The ture battery must cool down before it is used.

The battery cell temperature is too high. To prevent the battery High battery cell temperature from being damaged, it must be allowed to cool down.

The control unit is disconnected Error or displaying an error status.

The control unit is displaying an Error error status.

Further explanation of ashing: Low battery cell temperature The lling level of the battery is Filling level of the cells is too low slightly under the level limit Average battery cell tempera- Further explanation of ashing: ture The lling level of the battery is Filling level of the cells is too low slightly under the level limit Low battery cell temperature

56358012001 EN - 02/2017

-13

OFF

OFF

Blinks slowly

OFF

OFF

Blinks slowly

OFF

OFF

Flashes quickly

OFF

OFF

Flashes quickly

OFF

OFF

Further explanation of ashing: Flashes High battery cell temperature The lling level of the battery is slowly Filling level of the cells is too low slightly under the level limit Further explanation of blinking: Low battery cell temperature Filling level of the cells is too low The lling level of the battery OFF is below the limit level for more (> 24 h) than 24 h Average battery cell tempera- Further explanation of blinking: ture The lling level of the battery OFF Filling level of the cells is too low is below the limit level for more (> 24 h) than 24 h Further explanation of blinking: High battery cell temperature Blinks The lling level of the battery Filling level of the cells is too low slowly is below the limit level for more (> 24 h) than 24 h The battery cooling system is OFF Error displaying an error status.

Check the fan and sensors The battery cooling system is Error displaying an error status.

OFF Check the fan and sensors The battery cooling system is Flashes Error displaying an error status. quickly Check the fan and sensors

If the battery is displaying an error status, it should not be used in the truck and should not be fully charged. Partial charging is permitted to protect the battery, for example to prevent freezing at low temperatures.

The battery hood protects the fan and ensures even air distribution.

In addition, the battery control unit, the voltage transformer and the LED display are securely embedded in the battery hood. These components cannot be replaced individually. In the event of a fault, the entire battery hood must always be replaced.

The power supply provides the battery control unit with 24 V. The battery control unit processes the temperature values and the lling level values of the sensors, and controls the fans and the LED display. The control unit has separate diagnostics and parameters.

A fuse is installed in the connection line for the battery terminal in the wiring harness. The fuse has additional protection against hydrogen degassing and ignition.

-14

1 2 3 4 5 6

Control unit Voltage transformer LED display Diagnostic connector Wiring harness Fuse

56358012001 EN - 02/2017

Two fans are installed in each of the three cooling elements. The fans are activated in two stages via the temperature measurement.

Company

ebm Papst

Type

424JH

Voltage

24 V

Connect the battery control unit to the supply voltage.

During startup of the battery control unit, the LEDs ash slowly in succession (chase light).

When the battery control unit is switched on, an initial fan test is launched. The green LED lights up.

The individual fans are brie y switched on and off. The sequence is shown in the diagram.

The arrow points in the direction of travel.

When the test detects a breakage or a short circuit, the green LED ashes quickly.

When the fan drive is active, an individual fan is brie y switched off and on every 30 minutes. This enables monitoring of the change in the current measurement.

56358012001 EN - 02/2017

-15

P

Pilot cell

4 to 7

The level sensor constantly measures the lling level of the battery. The sensor evaluation may be parameterised.

The sensor outputs the following statuses via pulse patterns: 1

Filling level OK

2

Filling level too low

3

Filling level too low for more than 24 h

Supply cells

The voltage tap must deviate from the pilot cell by between 6 and 14 V in the electrical negative direction. These cells are referred to as supply cells (4...7). The longer line (600 mm) is screwed onto the negative terminal of a supply cell (5).

The level sensor is installed in a cell in the centre of the battery, as this is where the most water loss can be expected. This cell is referred to as the pilot cell (P). The shorter line (200 mm) is screwed onto the negative terminal of the pilot cell.

Type

Frötek AD-FLI

Protection class Operating temperature

IP64

Operating voltage Protection against polarity reversal M10x25

6 to 14 V DC

.

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56358012001 EN - 02/2017

20 to 85°C Yes 23 Nm

Two temperature sensors are installed in the centre of the battery, as this is where the highest temperatures are to be expected. The sensors are designated as measurement 1 and measurement 2.

The higher temperature value of the two measurements controls the fan and the LED display.

The limits and the hystereses can be parameterised separately for the temperature and fan stages.

56358012001 EN - 02/2017

-17

-18

56358012001 EN - 02/2017

a

Type

Internal gear pump, Eckerle Anticlockwise direction of rotation

Delivery rate

[cm3]

22

Hydraulic pump

[Nm]

23

Hose line for left-hand pump

[Nm] [Nm]

Flange of right-hand pump [Nm] Priority valve

[Nm]

Steering

[rpm]

Accumulator charging for brake

[rpm]

Per revolution

2 x socket head screws M8 x XXX, 8.8, DIN 912 2 x lock washers 4 x hexagon head screws M8 x 55, 8.8 A2C, ISO 4017 4 x spring lock washers 2 x hexagon head screws M8 x 55, 8.8 A2C, ISO 4017 2 x spring lock washers 2 x hexagon head screws M8 x XXX, 8.8 A2C, ISO 4017 2 x spring lock washers See the chapter entitled "Steering - General technical data"

600 to 1230 Dynamic adaption Minimum speed if the pressure in the accumu400 lator is ≤31 bar

Tilting

[rpm]

1200

Maximum

Lifting

[rpm]

3200

Maximum

Oil cooler via bypass valve

[rpm]

Auxiliary hydraulics

[rpm]

Hydraulic oil

Quality in accordance with DIN 51524 / part 2 HVLP or ISO VG 68 97 See the chapter entitled "Changing the [l] 105 hydraulic oil" 124 3000 h or 2 years

700 From 75°C See the chapter entitled "Auxiliary hydraulics - attachments"

.

Filling quantities, depending on the lift height Maintenance interval .

Degree of ltration

[µm]

40

56358012001 EN - 02/2017

-1

Operating pressure (maximum) Triggering pressure - bypass valve Maintenance interval

[bar]

10

[bar]

3.4 ± 0.3

3000 h or 2 years

Maintenance cover

[Nm]

Degree of ltration

[µm]

Maintenance interval

20

135

Maintenance-free

Degree of ltration

[µm]

2, absolute

Filter element

[Nm]

5+2

Maintenance interval

Degree of ltration Connections Maintenance interval

Tighten by hand

3000 h or 2 years

[µm] 200+20 3000 h or 2 years [Nm]

.

-2

56358012001 EN - 02/2017

1 The pressure in the hydraulics can be relieved on trucks equipped with MCU 2 with software version 2.06 or later.

On trucks equipped with FleetManager or SIC, access authorisation must be enabled.

Switch on the key switch.

Lower the fork carriage.

Switch on the hazard warning system. Actuate the push button, even if the truck is not equipped with a hazard warning system.

F1

F2

F1

Switch off the key switch.

F2

By actuating the hazard warning system, the electrical system is prevented from being switched off. The switch lock deactivates the converters and opens the main contactor.

Now actuate the operating lever (1) for lifting, tilting and the auxiliary hydraulics.

1

1

Open the valves without the pump motor running.

The pressure in the hydraulic system is relieved.

1 1 6311_003-034_V2

min. max. min. max.

0.45

0.42

0.45

0.60

0.56

0.60

0.35

0.31

0.35

0.47

0.42

0.47

56358012001 EN - 02/2017

-3

min. max. min. max.

0.33

0.30

0.33

0.48

0.44

0.48

0.24

0.23

0.24

0.36

0.33

0.36

Lift 1: Middle cylinder is extended.

Lift 2/3: Outer cylinder is extended.

Speeds must be measured at operating temperature.

Special equipment tted to trucks may cause the values recorded to differ from those stated.

7341, 6341

min max

0.49

0.45

0.49

0.56

0.52

0.56

7342, 6342

min max

0.44

0.40

0.44

0.51

0.46

0.51

7343, 6343

min max

0.44

0.40

0.44

0.51

0.46

0.51

min

0.44

0.40

0.44

max

0.51

0.46

0.51

7344, 6344

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.

-4

56358012001 EN - 02/2017

min

1.6

1.8

2.0

2.2

2.4

2.6

2.8

3.0

max

2.3

2.6

2.9

3.1

3.4

3.7

4.0

4.3

The tilt speed for tilting forwards and backwards is de ned: .

Measurement must be performed over the entire tilt range Speeds must be measured at operating temperature For oil temperatures > 50°C, the measurements are permitted to deviate from the table values by +20%

Operating error!

Higher tilt speeds may occur if more than one valve function is actuated at the same time.

56358012001 EN - 02/2017

-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

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-7

1 2 3 4 5

Return line lter Breather lter with dipstick High-pressure lter Intake lter Non-return valve block

6 7 8 9 10

The truck features with two parallel pump motors, each equipped with a hydraulic pump. The hydraulic pumps are driven (7, 8) via tappets on the pump motors (6, 9).

The hydraulic pumps and the intake lter (4) 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 priority valve is ange-mounted to the lefthand hydraulic pump (7) and is responsible for distributing the oil ow between the steering hydraulics and the working hydraulics.

The non-return valve block (5) merges the two high pressure lines from the hydraulic pumps and conveys the oil to the high-pressure lter. The non-return valves separate the hydraulic pumps so that the oil cannot ow back from one hydraulic pump to the other hydraulic pump.

-8

Left-hand pump motor 2M02 Left-hand hydraulic pump with priority valve Right-hand hydraulic pump Right-hand pump motor 2M01 Bypass valve 9Y14 (to oil cooler)

The bypass valve (10) conveys the warm oil out of the pressure line to the oil cooler.

The return line lter (1) lters only the oil returning from the directional control valve block. If the return line lter is clogged, a bypass valve opens.

The oil from the other return lines ows back into the tank without being ltered.

The breather lter (2) prevents contamination as the result of dirty air and is combined with the dipstick to form a single unit.

The high-pressure lter (3) 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 installed as standard.

The left-hand pump motor supplies the steering hydraulics and the accumulator charging for the brake.

56358012001 EN - 02/2017

The right-hand pump motor is only switched on once the working hydraulics (lifting, tilting, auxiliary hydraulics, oil cooling) are actuated. In this mode, the speeds of the two pump motors are precisely synchronised. Synchronising the speed reduces noise.

The temperature sensors of the pump motors provide the signal for opening the bypass valve to the oil cooler. In the truck control unit (MCU), a theoretically increased oil temperature is calculated using the temperature signals from the pump motors. It is only at this point that the bypass valve opens and the oil is conveyed to the oil cooler.

56358012001 EN - 02/2017

-9

1 2 3 4 5

Steering angle sensor 3B01 Steering unit Return line lter Left-hand pump motor 2M02 Left-hand hydraulic pump with priority valve

The left-hand hydraulic pump (4) draws in hydraulic oil from the hydraulic tank at the intake side and delivers it to the priority valve at the pressure side. The oil quantities required for steering and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The volume of oil required for steering is delivered via the pressure line (P) to the steering unit (2).

The return line (T) directs the hydraulic oil back into the hydraulic tank un ltered.

-10

T P LS R L

Return line Pressure line LS line Line, right-hand steering cylinder Line, left-hand steering cylinder

As soon as the truck is driving at a speed of > 0.1 km/h, the left-hand pump motor starts running.

The volume of oil required for steering is signi cantly lower than the volume of oil required for the working hydraulics. For this reason, the speed is adjusted to a low value (steering speed) when the working hydraulics are not actuated. The steering speed is adjusted according to the steering movement and the speed at which the steering wheel is turned. See the chapter entitled "Steering system - Dynamic steering support".

56358012001 EN - 02/2017

1 2 3 4 5 6 7 8 9

Intake hose Return line Tilt forwards Tilt backwards Pressure line Flange of left-hand hydraulic pump Flange of right-hand hydraulic pump Distributor for lift cylinder Valve block

When the working hydraulics (lifting, tilting, auxiliary hydraulics) are active, both pump motors are synchronized to the same speed. The hydraulic pumps are connected to the intake hose (1) via the anges (6, 7).

The priority valve is ange-mounted to the lefthand hydraulic pump. The oil quantities required for steering and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The oil quantities required for the working hydraulics are merged in the non-return valve block and are conveyed to the valve block (9) connection (P) via the pressure line (5).

10

Tool for emergency lowering

P T X A1 A2 B2

Pump pressure.

Tank return Brakes Lifting Tilt forwards Tilt backwards

When the lifting function is actuated, the corresponding volume of oil is conveyed from the connection (A1) to the distributor for the lift cylinders (8).

When the tilting function is actuated, the corresponding volume of oil is conveyed from the connections (A2, B2) to the connections on the tilt cylinders (3, 4).

If a hydraulic function is only partially actuated, the excess oil ows through the neutral circuit of the connection (T) back to the tank via the return line (2).

56358012001 EN - 02/2017

-11

The hydraulic tank is a welded construction that is integrated into the left 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 intake lter is located below the oil level within the tank. In the rare case that repair is required, the lter can be removed via the service opening.

1 2 3

Return line lter Breather lter with dipstick Intake lter

Filling quantity of hydraulic oil with the carriage lowered and the hydraulic system ready for operation: For the total lling quantity, see the chapter entitled "General technical data" For details about quality, see the chapter entitled "General technical data" Maintenance interval 3000 operating hours or 2 years

The marks (1) and (2) are the minimum lling quantities, depending on the lift height in question (refer to the table) The topmost mark (max) indicates the maximum lling quantity.

1 2

3550 - 6849

-

3550 - 5249

4205 - 4654

97

6850 - 8449

4770 - 5819

5250 - 6449

4655 - 5704

105

8450 - 8850

5820 - 9270

6450 - 8850

5705 - 9755

124

.

Hydraulic oil must be disposed of in accordance with environmental regulations.

-12

56358012001 EN - 02/2017

Position the truck on a horizontal surface Tilt the lift mast backwards until it reaches the stop Lower the fork carriage; if there are attachments, retract the working cylinders Turn the key switch to the OFF position.

Unscrew the breather lter.

Extract the hydraulic oil from the tank. or: Unscrew the hydraulic oil drain plug under the hydraulic tank and drain the hydraulic oil into a collection vessel Screw in the drain plug along with a new seal (Cu A18 x 22) and tighten Pour in new hydraulic oil via the breather lter opening

The intake lter is located deep in the hydraulic tank, and hydraulic oil ows through it in all operating statuses. The hydraulic oil is drawn from the tank by the hydraulic pump and ows through the intake lter from the outside to the inside.

The lter insert is a coarse lter and maintenancefree.

Degree of ltration

Approx. 135 µm

Filter area

Approx. 320 cm2

Strainer material Filter length

PET

Mounting screw

247 mm M8x40-8.8, DIN 912

.

56358012001 EN - 02/2017

-13

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.

-14

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-15

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

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.

-16

56358012001 EN - 02/2017

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

56358012001 EN - 02/2017

-17

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

-18

56358012001 EN - 02/2017

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

56358012001 EN - 02/2017

-19

-20

56358012001 EN - 02/2017

a

Juli

Manufacturer Designation Motor type

4-pin AC motor with cage rotor on right

Connection Battery voltage

[V]

Delta

Effective voltage

[V]

Rated current (nominal)

[A]

Rated speed (nominal)

[rpm] 2700 [kW] 21

Rated output (nominal), per motor Mode of operation (nominal) Protection type when installed Insulation class Weight (per motor)

[kg]

43

S3 - 20% IP 54 F 82

Cooling

Convection

Temperature sensor

KTY84-130

Speed sensor

Pin sensor MX5000

Motor connections U, V, W

[Nm] 23

Speed sensor

[Nm] 9.5

The connecting bolts may be torn off if the tightening torque is too high.

When checking or tightening hexagon nuts, a torque wrench with a suitable adjustment range, e.g.

5-25 Nm, must always be used. Torque wrenches with greater adjustment ranges are too inaccurate and must not be used. If the tightening torque is too high, the connecting bolts may be torn off the terminal board.

Tightening by hand is not permitted due to the limited torque range.

56358012001 EN - 02/2017

-1

1 8 9 5 4 10 11

Pump motor 2M02 Speed sensor X14 Temperature sensor X15 Hydraulic pump Priority valve Spring elements Plate

2 6 7 8 10 11

Each pump motor (1, 2) is attached to a plate (11) via four screws. This plate is suspended in four spring elements (10) on the cross wall of the chassis. The pump motors are not screwed to the cross wall of the chassis as an additional securing measure.

Each hydraulic pump (5, 8) is attached to the bottom bearing shield of the pump motors via two screws. The hydraulic pumps are driven via tappets on the pump motors.

The aluminium motor housing is hermetically sealed and equipped with cooling ns for heat dissipation.

The pump motor is a three phase AC motor with a short-circuit cage rotor.

Aluminium conductors are embedded into the slots in the laminated core of the rotor, and the ends of the conductors are connected to short-circuit rings. The conductors with the

-2

Pump motor 2M01 Speed sensor X8 Temperature sensor X9 Hydraulic pump Spring elements Plate

short-circuit rings form the cage rotor and hold the laminated core of the rotor together.

The stator consists of the 4-pole laminated 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 resulting rotor current and the rotating eld acting on the stator generate the torque.

Motor connections U, V and W are fed out of the motor as screw connections.

The temperature sensor is embedded into the stator winding.

The speed sensor with the sensor disc is located on the top of the bearing shield.

The sensor plugs are fed out of the motor.

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

56358012001 EN - 02/2017

In the motor, each of the three phases is distributed to four poles in the stator, thereby generating the rotating eld required. The motor is operated in a three-phase star circuit and supplied with pulsed voltage by the inverter.

The motors are controlled using pulse width modulation at a clock frequency of approx. 16 kHz.

56358012001 EN - 02/2017

-3

Each pump motor features a two-track pin sensor that acts as a speed sensor. The pin sensor is inserted into the top of the bearing ange and scans the front-side gearing of a sensor disc.

The speed signals are evaluated in the respective converter. The sensor signals are forwarded to the truck control unit for monitoring via the blue CAN bus.

Type

Pin sensor

Pulses per revolution

106

Phase displacement Plug

90° ± 15° AMP Junior Timer

Supply voltage

10 volts

.

Red

X14/1

X150/7

Blue

X14/2

X150/3

Black

X14/3

X150/1

White

X14/4

X150/5

+10 volts Signal A

Red

X8/1

X153/7

Blue

X8/2

X153/3

GND Signal B

Black

X8/3

X153/1

White

X8/4

X153/5

.

The speed of the motor is determined from the frequency of the output signals A and B.

The speed sensors can be tested via the diagnostic program. In the event of incorrect signals, the power supply, the connector plug and the line connection must be checked.

Insert the mark II test adapter into plug connector X8 or X14.

Use a digital multimeter with integrated duty cycle (e.g. METRA HIT 16 L).

Connect the digital multimeter as follows: Adaptor, pin 4 - positive terminal Adaptor, pin 3 - negative terminal Then connect the digital multimeter as follows: Adaptor, pin 2 - positive terminal Adaptor, pin 3 - negative terminal -4

56358012001 EN - 02/2017

+10 volts Signal A GND Signal B

Switch on key switch S1.

Measuring range: duty cycle "V~Hz%" When the working hydraulics (lifting or tilting) are actuated, a duty cycle of must be con gured.

If the sensor is not sending signals to the converter, the traction motor is operating in slip mode (creep speed).

When replacing the speed sensors, check that the spare part number is correct. Speed sensors from other trucks must not be used.

Disconnect the plug from the speed sensor.

Unscrew the M6 x 12 socket head screw along with the washer.

Remove the speed sensor from the housing along with the O-ring.

Insert a new speed sensor with O-ring and align the components.

Screw in the M6 x 12 socket head screw along with the washer and tighten to 9.5 Nm.

56358012001 EN - 02/2017

-5

Each pump motor is monitored by a temperature sensor. The signals are evaluated in the respective converter.

The temperature sensor (2) is installed in the end windings of the stator winding and cannot be replaced. The two connection lines of the temperature sensor are connected to the terminal board of the motor via the connector plug (1).

Type: KTY84-130 Power supply: approx. 1.7 mA

Red

X15/1

X150/12

Blue

X15/2

X150/14

Red

X9/1

X153/12

Blue

X9/2

X153/14

TempMCT+ TempMCTTempMCT+ TempMCT-

Improperly conducted insulation testing can destroy the temperature sensor.

Before performing insulation testing, the temperature sensor must be bridged at the connections.

The resistance of the temperature sensor increases as the temperature of the stator winding increases. The resistance value can be checked at the two connections of the temperature sensor.

Disconnect the connector plug at the terminal board.

Check the resistance at the two connections of the plug using a multimeter, making sure that the resistance matches the values in the table below.

Nominal resistance: 2.5 k at 20°C

-6

10

514-563

20

555-607 56358012001 EN - 02/2017

25

577-629

30

599-652

40

645-700

50

694-750

60

744-801

70

797-855

80

852-912

.

56358012001 EN - 02/2017

-7

The hydraulic pump is connected to the pump motor via a tappet. The pump motor starts up as soon as a hydraulic function is actuated. The speed of the pump motor corresponds to the hydraulic function being actuated. The speeds of the hydraulic functions are set using parameters.

The delivery volume of the hydraulic pump depends on the speed of the pump motor. Oil is distributed to the steering hydraulics and working hydraulics by the priority valve.

The hydraulic pump is a gap-compensated internal-gear pump with a constant displacement volume. The large contact length of the toothing causes a low volume ow rate and only slight pressure pulsation. This forms the basis for quiet operation.

The hydraulic pump turns anticlockwise. The pinion shaft (6) drives the annular gear (11).

The hydraulic oil is drawn in from the intake side (T) through the bores in the hollow shaft and is constantly supplied to the pressure side (P).

The displacement volume at the individual teeth builds up the operating pressure.

The position of the pinion shaft in relation to the annular gear is determined by two segment parts (7, 10). A spring-loaded sealing roller (8, 9) is located between the segment parts. The spring-loaded sealing roller presses apart the segment parts and ensures that a seal is formed without any gaps for leakage.

Depending on the operating pressure, the two segment parts are also placed against the tooth tips of the pinion gear and of the annular gear.

The more tips that are covered, the more secure the seal that is formed.

-8

2 6 7 8 9 10 11 12 14 T P

Clamping screw Pinion shaft Pinion gear segment Segment springs Sealing roller Annular gear segment Annular gear Housing ring Mounting screw Induction side Pressure side

56358012001 EN - 02/2017

1 2 3 4 5 6 7

Tappet Clamping screw Flange cover Retaining pin Thrust washer I Pinion shaft Pinion gear segment

8 9 10 11 12 13

Segment springs Sealing roller Annular gear segment Annular gear Housing ring End cover

Noise in the hydraulic pump Hydraulic oil is frothy Hydraulic functions are slow to respond

The hydraulic system has leaks and is sucking in air

- Check the radial seal ring in the pump motor - Check the O-ring between the intake hose and the hydraulic pump - Mechanical damage in the hydraulic pump

.

56358012001 EN - 02/2017

-9

The hydraulic pumps are located below the oil level in the tank. To remove the hydraulic pumps, all of the hydraulic oil must therefore be drained off. Investigations are currently underway into the possibility of installing a shut-off cock between the tank and the intake line so that the hydraulic oil can remain in the tank during this operation.

To remove the hydraulic pumps, the battery must be removed from the truck. It is then possible to remove the hydraulic pumps from below.

Sealing rings must always be replaced and greased before assembly.

Check the quality of the screws and the hydraulic oil, and ensure that the correct tightening torques are applied.

For values, see "General technical data" in the chapter entitled "Hydraulics - General".

Dispose of used hydraulic oil in accordance with environmental regulations and do not reuse under any circumstances.

-10

56358012001 EN - 02/2017

There is a risk of injury or damage to property!

Note the associated safety information. See the chapter "Securing the lift mast"

Park the truck safely.

Tilt 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.

Apply a suitable round sling to the upper crossmember of the lift mast. Attach the round sling to the crane hook. Adjust tension of the round sling using the crane.

Disconnect the tilt cylinder from the outer mast.

Loosen the screw. Knock out the bolts.

Disconnect the tilt cylinder from the chassis.

Loosen the screw. Knock out the bolts.

Loosen the hydraulic connections at the tilt cylinder.

Grease the tilt cylinder pin before installation.

Clean the screw and locking plate.

56358012001 EN - 02/2017

-11

Knock the tilt cylinder pin into the chassis along with the locking plate and knock in the tilt cylinder.

Knock the tilt cylinder pin into the outer mast along with the locking plate and knock in the tilt cylinder.

Paint the hexagon nut with liquid glue (Loctite 243).

Screw the hexagon nut and washer into the locking plate. Tightening torque: 46 Nm Screw the hydraulic connections to the tilt cylinder.

Check the tilt cylinder for leak tightness.

L X Y

Length in the retracted state Lift, depending on the piston length Eye bolt setting dimension

1 2 3 4

Cylinder bottom Hexagon nut Piston guide ring Piston seal

-12

5 6 7 8 9 10 11 12 13 14

Piston Cylinder pipe Piston rod O-ring Snap ring Rod end bearing Wiper Grooved ring Cylinder head Loctite 270

56358012001 EN - 02/2017

583

190

400

421

5° / 8°

613

134

344

451

3° / 6°

583

227

437

421

8° / 8°

.

Risk of component damage!

Protective jaws must be used to protect the cylinder and the piston rod in the vice!

Clamp the tilt cylinder in a vice at the cylinder bottom (1).

Remove the threaded elbow pipe from the cylinder head (the thread protrudes into the cylinder).

Using a plastic mandril, drive in the cylinder head (13) a little.

Using a mandril, press the snap ring (9) through the bore in the cylinder pipe (6) and lever the snap ring out with a screwdriver.

Remove the piston rod (7) and the cylinder head (13) from the cylinder pipe (6).

Clamp the piston rod in a vice.

Unscrew the rod end bearing (10).

Remove the cylinder head (13) from the piston rod (7).

Remove all seals from the piston (5) and cylinder head (13).

56358012001 EN - 02/2017

-13

Check all parts for wear.

Lightly grease and t all piston seals and piston guide rings.

Place the cylinder head (13) on the piston rod (7).

Insert the piston rod (7) complete with cylinder head (13) into the cylinder pipe (6).

The recess on the cylinder head must face in the direction of the bore on the pipe adaptor.

Fit the snap ring (9).

Loosely assemble the rod end bearing (10).

The components are aligned when the tilt cylinder is assembled on the truck.

The rod end bearing disengages from the piston rod due to insuf cient clamping force.

Use socket head screws only once. Never reuse screws that have already been tightened.

1

Note the setting dimension (Y)

2

Tighten screw A to a tightening torque of

3

Tighten screw B to a tightening torque of

4

Tighten screw A to a tightening torque of

5

Retighten screw B to a tightening torque of

When tting the threaded elbow pipe, always use a new threaded elbow pipe.

Note the location of the threaded elbow pipes.

Insert the threaded elbow pipe and screw it in by hand up to the TUFLOK coating.

Then use a tool to screw it in a minimum of 4 turns and a maximum of 5.

-14

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-15

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

.

-16

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-17

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

-18

56358012001 EN - 02/2017

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

.

56358012001 EN - 02/2017

-19

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

.

-20

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-21

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.

-22

56358012001 EN - 02/2017

On triplex lift masts with auxiliary hydraulics, the hose pulley is attached to the top right of the outer mast as standard.

There are two variants of the hose pulley; one for single auxiliary hydraulics and one for double auxiliary hydraulics.

Identi cation plate 1 Spare part number 2 Sauer item number 3 Production number 4 Build date 5 Pre-load

Weight

[kg]

Direction of rotation Hose length, total

56 Right

98 Right

[mm]

7000

7000

Hose length, effective length

[mm]

6600

6600

56358012001 EN - 02/2017

-23

Spring force (wound)

[Nm]

Spring force (unwound)

[Nm]

76

88

Pulling force on the hose (wound) Pulling force on the hose (unwound)

[N]

165

330

[N]

440

880

38

44

The turns of the pre-load are counted from this position.

1

Hose

-24

2

Flat spiral spring

56358012001 EN - 02/2017

396_07-064a

396_07-065a

56358012001 EN - 02/2017

-25

A second person is required to perform this task.

Lower the fork carriage.

Person 1 pulls the hose pulley until the threaded hole and the ange hole are located over each other.

Person 2 screws the locking bolts into the M16x1.5 threaded hole on the hose pulley.

Screw the locking bolts in as far as the stop.

Secure with hexagon nuts.

Even tiny amounts of dirt can cause the hydraulic system to fail.

When working on the hydraulic system, ensure that it is completely clean. Carefully clean the area around the relevant components. Seal the openings.

Oil must not be allowed to penetrate the sewage system or the ground.

Place an oil sump underneath.

Open the oil tank.

Release the pressure from the auxiliary hydraulics by opening the union nut at the swivel joint:

-26

56358012001 EN - 02/2017

Carefully loosen union nuts 1 to 4 by approx. ½ a turn until the pressure is released.

Risk of injury from oil jet.

Do not completely open the union nuts.

Use the release tool to loosen the hose lines from the swivel joint.

Position the release tool (1). After releasing, the red O-ring (2) is visible.

Incorrectly applied release tools can damage the coupling mechanism, the seals or the tool. This can cause leaks.

Position the release tool so it is straight.

A signi cant amount of oil will immediately ow out of the open hoses. Oil must not be allowed to penetrate the sewage system or the ground.

To prevent the ingress of dirt, protect the hoses with coupling joints 0009513935.

56358012001 EN - 02/2017

-27

To prevent the ingress of dirt, protect the swivel joint with locking nipple 0009513934.

Seal off the lines on the new hose pulley using coupling joints 0009513935.

Loosen the four hexagon nuts (3).

To ensure that the hose pulley cannot fall down, do not unscrew the hexagon nuts completely The connections on the junction of the shaft are marked with embossed numbers 1 to 4 (2) The position of the embossed numbers must be observed during assembly Release the union nut (1).

Remove the hoses. Close using screw plug 0009524054.

-28

56358012001 EN - 02/2017

Seal off the connections on the distributor of the hose pulley using union nut 0009510108 and stopper 0009527004.

Cover the fork arms and the hose pulley with plastic.

The plastic protects the hose pulley against damage.

Position the fork arms under the hose pulley.

Secure the hose pulley to the fork arms using a tensioning belt.

Stud bolts can be damaged.

During removal, ensure that the stud bolts are aligned with the mounting bores. Do not tilt the lift mast.

Take out and remove the hose pulley.

Do not loosen the locking pins.

Cover the fork arms with plastic.

Secure the hose pulley to the fork arms using a tensioning belt.

56358012001 EN - 02/2017

-29

Connection 4 (embossed number) on the shaft must face upwards (arrow).

For safe and easy handling, screw the tensioning device onto the new hose pulley with four hexagon nuts.

Position the hose pulley with the four stud bolts in front of the bores in the lift mast.

As of 07/2014, new pipe unions are available with a at seal (arrow), spare part number 0019520406. Replace old pipe unions with new pipe unions when performing repairs.

Thread sealant is not required.

Tightening torque: 135 Nm Insert the hose pulley and stud bolts in the four bores. Secure with hexagon nuts (1).

Tighten the hexagon nuts.

Tightening torque: 195 Nm Secure the hose line to the shaft using the union nut (2).

Unroll the hose by ½ a revolution. Position the fork carriage high enough so that the hose can be inserted into the junction.

Before connecting the hose couplings, check the integrity of the locking rings in the connection bores on the swivel joint.

-30

56358012001 EN - 02/2017

Press the hose couplings into the swivel joint until the red marking strip on the coupling is no longer visible.

Check the insertion depth using a test gauge. If the test gauge cannot be pushed in any further than distance (X), the insertion depth is OK. Unscrew the locking pins from the hose pulley.

While unscrewing, release the load on the locking pins by pulling on the hose (second person).

Start the truck.

Actuate the auxiliary hydraulics. Check for leaks.

Bleed hose connections 1 to 4 of the auxiliary hydraulics at the swivel joint one at a time:

The help of a second person is recommended.

Loosen union nut 1. Leave screwed in by approx. 1 revolution.

Start the truck.

Slightly actuate the operating lever for this function.

Air escapes. As soon as oil starts to escape, securely tighten the union nut.

Repeat the procedure for all functions (maximum 4) of the auxiliary hydraulics.

Risk of injury when working on the hose pulley Observe the safety information in the chapter "Working on the hose pulley".

56358012001 EN - 02/2017

-31

Remove the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

Hold the hose pulley in position using a tightening strap.

Fit tensioning device 0009419010.

Over-turning can cause the at spiral spring to break.

When releasing the tension, the at spiral spring must not be turned beyond the zero position.

On the opposite side, unscrew the hexagon nut from tool kit 0009418102. Restrain the locking pins while doing so.

-32

56358012001 EN - 02/2017

Unscrew the locking pins. The second person must hold the tensioning device in place using both hands on the opposite side. Use the full length of the lever.

The at spiral spring is pretensioned by 11 turns After unscrewing the locking pins, a high spring force is present on the tensioning device The spring force remains very high until the last turn Release the tension on the at spiral spring in the direction of the red arrow.

Fit tensioning device 0009419010.

Adjust the tension of the hose pulley by 11 turns.

Adjust the tension of the at spiral spring in the opposite direction to the red arrow.

On the opposite side, fully screw in and tighten the locking pins from tool kit 0009418102.

56358012001 EN - 02/2017

-33

Tighten the hexagon nuts from tool kit 0009418102.

Install the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

1 2

Spring assembly 1 Spring assembly 2

3 4

Hose guide 2 Hose guide 1

Risk of injury when working on the hose pulley Observe the safety information in the chapter "Working on the hose pulley".

-34

56358012001 EN - 02/2017

Remove the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

Release the tension of the hose pulley. See the chapter entitled "Releasing and adjusting the tension of the hose pulley".

Remove the four socket head screws. Remove the ange.

Mark the position of the shaft on spring assembly 2.

Unscrew the socket head screws.

56358012001 EN - 02/2017

-35

To facilitate removal of the shaft, screw the ange back on using two socket head screws.

Loosen and remove the shaft, using a screwdriver if necessary.

Mark the position of the stator on spring assembly 1.

Using a plastic mallet, knock out the stator from the housing.

Hold the stator with your other hand on the opposite side to prevent it from falling.

Leakages due to damage on the seal contact surfaces.

Exercise caution. Avoid damage.

-36

56358012001 EN - 02/2017

Remove the stator on the opposite side.

As of 07/2014, new pipe unions are available with a at seal (see the arrow), spare part number 0019520406.

Replace old pipe unions with new pipe unions when performing repairs.

Tightening torque: 135 Nm

Thread sealant is not required.

Mark the position of spring assembly 1 on hose guide 1.

56358012001 EN - 02/2017

-37

Remove the socket head screws. Lift off spring assembly 1.

In the event of leakages at the shaft, residual oil must be removed from the spring assembly.

Otherwise, apparent leakages can occur.

Mark the position of spring assembly 2 on hose guide 2.

Remove the socket head screws. Lift off spring assembly 2.

1 Optimally greased

2 Insuf ciently greased

Grease the rotor as shown in the picture. If the hose pulley is hot, the grease may become so thin that it escapes giving the appearance of a leak.

1

O-ring

2

Pro le sealing ring

3

Grooved ring

4

Wiper

5

Rotor

.

-38

56358012001 EN - 02/2017

3 Excessively greased

Remove the wiper from hose guide 1 and 2.

Remove the rotation seals. Do not damage the groove base or the edges of the groove. To remove, carefully insert a scriber in the seal.

Incorrectly tted seals are often the reason for hose pulleys leaking; t the sealing rings with the speci ed pliers; press down using your ngers Kinked seals no longer seal reliably, therefore avoid kinks Use your nger or carefully insert the stator to check the seal is seated correctly in the rotor Assembly sequence:

1 O-ring Pro le sealing 2 ring 3 Grooved ring

Single auxiliary hydraulics

Double auxiliary hydraulics

1x

3x

1x

3x

2x

2x

Install grooved rings with the groove facing inwards.

56358012001 EN - 02/2017

-39

Install the set of seals in the rotor using the pliers.

Insert a new wiper with grease into the rotor.

Position spring assembly 1. Align with the marking. Tighten using socket head screws.

Spray the contact shoulder on the stator with corrosion protection wax.

-40

56358012001 EN - 02/2017

1 Optimally greased

2 Insuf ciently greased

3 Excessively greased

Grease the stator using "TOP 2050" long-lasting grease as shown in the picture. Incorrect greasing can give the appearance of a leak.

Insert the stator in spring assembly 1, align with the marking and use a plastic mallet to knock it into the hose pulley.

Make sure that the groove on the stator is aligned with the tappet on the at spiral spring.

Wipe off any assembly grease that has escaped.

Install spring assembly 2. Insert the shaft.

Make sure that the groove on the shaft (2) is aligned with the tappet on the at spiral spring (1).

Knock in using a plastic mallet.

56358012001 EN - 02/2017

-41

Insert and tighten the socket head screws.

Tightening torque: 50 Nm

Position the ange. Tighten using socket head screws.

Tightening torque: 25 Nm Adjust the tension of the hose pulley. See the chapter entitled "Releasing and adjusting the tension of the hose pulley".

Install the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

Risk of injury when working on the hose pulley Observe the safety information in the chapter "Working on the hose pulley".

Remove the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

Release the tension of the hose pulley. See the chapter entitled "Releasing and adjusting the tension of the hose pulley".

Remove the spring assemblies. See the chapter entitled "Changing the set of seals in the hose pulley".

When the tension on the hose reel is released, the hose can be unwound from the hose reel. All further assembly steps must be carried out when the hose reel is in a horizontal position.

-42

56358012001 EN - 02/2017

Unscrew the socket head screws on the spring assembly 1 side.

Unscrew the socket head screws on the spring assembly 2 side.

Pull the two covers apart.

Push the release tool onto the release sleeve (above the black rubber ring). Push the release tool in the direction of the rotor until the red O-ring is visible.

Incorrectly applied release tools can damage the coupling mechanism, the seals or the tool. This can cause leaks.

Position the release tool so it is straight.

56358012001 EN - 02/2017

-43

Remove the plug connector from the moulded bore on the rotor.

Before re-mounting the four-way hose, check that the moulded bores are clean. Grease the bores immediately before assembly.

Check the integrity of the locking rings in the mounting holes. Damaged locking rings will lead to leakages at the coupling point.

When re-mounting, observe the winding direction of the hose reel (red direction arrow).

Check the insertion depth using a test gauge. If the test gauge cannot be pushed in any further than distance (X), the insertion depth is OK. Release the tension of the hose pulley. See the chapter entitled "Releasing and adjusting the tension of the hose pulley".

Remove the hose pulley. See the chapter entitled "Removing/installing the hose pulley".

-44

56358012001 EN - 02/2017

1

2

1

2

396-02_07-040

1 Piston seal + O-ring

4+4

2 Shaft seal

4

.

56358012001 EN - 02/2017

-45

1

2

396-02_07-039

1 Piston seal + O-ring

5+5

2 Shaft seal

2

.

Illustration: double auxiliary hydraulics Switch off the truck.

Release the pressure from the auxiliary hydraulics by opening the union nut at the swivel joint.

Carefully loosen union nuts 1 to 4 by approx. ½ a turn until the pressure is released.

Risk of injury from oil jet.

Do not completely open the union nuts.

-46

56358012001 EN - 02/2017

Unscrew the pipe union with union nut (1).

Unscrew the hexagon nut (2).

Unscrew the bracket (3).

Unscrew the socket head screws (4).

Remove the housing (5).

Push out the centre pivot (6).

The picture shows the example of one single connection when disassembled. To remove the swivel joint, the process must be repeated at all connections.

As of 07/2014, new pipe unions are available with a at seal (arrow), spare part number 0009520413.

56358012001 EN - 02/2017

-47

Replace old pipe unions with new pipe unions when performing repairs.

Tightening torque: 115 Nm

Thread sealant is not required.

Illustration: double auxiliary hydraulics

Incorrectly tted seals are often the reason for hose pulleys leaking. Fit the sealing rings using only the speci ed pliers. Press down using your ngers. Kinked slide rings no longer seal reliably, therefore avoid kinks. Use your nger to check the seal is seated correctly in the rotor.

Seals when installed: 1 Piston seal with O-ring 2 Shaft seal .

Install the set of seals using the pliers.

-48

56358012001 EN - 02/2017

1 Optimally greased

2 Insuf ciently greased

3 Excessively greased

Lubricate the swivel joint as shown in the picture (sample illustration), as incorrect lubrication may result in apparent leakage.

56358012001 EN - 02/2017

-49

-50

56358012001 EN - 02/2017

a

Linde Hydraulics

Manufacturer Monoblock, three-way

Lifting, tilting, auxiliary 1 for all overall heights

Monoblock, four-way Check valve for the hydraulics blocking function in accordance with EN-ISO 3691-1 Weight of the four-way monoblock

Lifting, tilting, 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 [kg]

26

Nominal voltage

[V]

12

Limit current Resistance at 20°C: 2Y1 - 2Y8, 2Y9

[A]

Maximum 1.6

[ ]

4.7

Resistance at 170°C: 2Y1 - 2Y8, 2Y9

[ ]

7.5

[°C]

-20 to +95, up to 120 for a short period

P T A1 (H) A2, B2, A3, B3 A4, B4 LS, X Discharge ow regulator (1)

[Nm] 100 +10 [Nm] 100 +10

M22 x 1.5

[Nm]

M22 x 1.5 - 36 mm

100 +10

[Nm] 80 +8 [Nm] 35 [Nm] 80 +8 [Nm] 45 +5

Pressure relief valve (2)

[Nm] 23 [Nm] 60

Emergency drain screw (3)

[Nm] 10

M26 x 1.5 M18 x 1.5 Union banjo M18 x 1.5 M18 x 1.5 M15 x 1.5

5 mm; unscrew by a maximum of three rotations.

.

56358012001 EN - 02/2017

-1

1 2 3 4

Discharge ow regulator Pressure relief valve for nominal pressure Emergency drain screw Pressure relief valve for auxiliary hydraulics 1 and 2 (no function in this case)

2Y1 2Y2 2Y3 2Y4 2Y5 2Y6 2Y7

Lifting Lowering Tilting backwards Tilting forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2

The directional control valve is a monoblock design and comes in two versions: Directional control valve, three-way Directional control valve, four-way The function and structure of the monoblocks are identical in both versions. If a truck is retrospectively equipped with auxiliary hydraulics, the whole monoblock must be exchanged.

The discharge pressure regulator (1) guarantees the maximum lowering speed The pressure relief valve (2) restricts the maximum pump pressure and returns the excess oil back to the tank

2Y8 2Y9 2Y10

Auxiliary hydraulics 2 Check valve for hydraulics blocking function Pressure reducing valve, 45+5 bar

P T X A1 A2 B2 A3 B3 A4 B4

Pressure line to pump Return to tank Accumulator charging for brake Lifting/lowering Tilting forwards Tilting backwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2

In the event of a fault, the raised load can be lowered using the emergency drain screw (3) The pressure relief valve (4) does not function in this directional control valve and must not be adjusted

Directional control valve blocks supplied as spare parts are delivered without screw joints When making repairs to the directional control valve block, proceed with extreme care, as contamination and damage to the sealing surfaces can result in malfunctions and leakages Always observe the tightening torques The valve spools must not be turned

-2

56358012001 EN - 02/2017

5 6 9

Flow pressure govener Pressure relief valve for nominal pressure Exhaust valve

4 3

Discharge pressure regulator Non-return valve

The ow pressure governor (5) regulates the pump pressure to the required value Excess oil ows back to the tank via the neutral circuit The pressure relief valve (6) restricts the maximum pump pressure and returns the excess oil back to the tank The enabling valve (9) blocks all hydraulic functions The discharge pressure regulator (4) guarantees the maximum lowering speed The non-return valve (3) prevents the oil running out of the lift mast and back to the pumps when the lifting action stops The non-return valve signi cantly limits leakage from the lift mast when the load is raised

1 2

Load holding valve Volume ow rate limiter

7 8 10

Pressure reduction valve Pressure relief valve Input pressure governor

Two load holding valves (1) prevent the load from tilting on its own The volume ow rate limiter (2) guarantees the maximum tilting speed The input pressure governor (10) supplies the accumulator charging with oil as a priority.

The electrical pressure reduction valve (7) regulates the boost pressure and limits the maximum accumulator charge pressure The pressure relief valve (8) is used as an additional safeguard and limits the maximum brake pressure For more information regarding functionality, refer to the chapter entitled "Hydraulic operating brake"

56358012001 EN - 02/2017

-3

-4

56358012001 EN - 02/2017

a

Spherical bearings Mast bearing screws, per side Lubricant

2 x M24 x 80-12.9-DAC-TUFLOK screws 2 x SKM 16 C60 DACROMET spring lock washers Multi-purpose grease, lithium-saponi ed, penetration class 2, DIN 51825 KPF2 N-30 [Nm]

1100

.

The mast bearing is the same in all three lift mast variants.

On both sides, a bolt with a spherical bearing is inserted into the cast holding xture of the drive axle. When the bolt is inserted, the stop of the bolt always faces outwards.

The holding xtures welded onto the outer mast sit on the bolts and are each tightly secured from above by two self-securing socket head screws with lock washers.

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 Old mast bearing screws must not be reused Only the speci ed mast bearing screws are permitted.

It is not permitted to use uncoated screws with pourable plastics.

1 2 3 4

Spherical bearing Bolt Spring lock washer Socket head screw

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, the bearing must be unladen.

56358012001 EN - 02/2017

-1

Slightly raise the lift mast on the outer mast using a hydraulic jack.

Place the grease gun on a lubricating nipple (cone) and apply grease until grease comes out.

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

56358012001 EN - 02/2017

a

Line break safety devices

[Nm]

Outer cylinder hydraulic line

[Nm]

Bleeder screws

[Nm]

Mast bearing screws, per side

[Nm]

1100

[Nm]

20

Lubricants Upper support rollers in case of 6-roller fork carriage

2 x socket head screws M24 x 80-12.9 ZLB, ISO 4762 2 x lock washers

The weights of lift masts depend on the model, load-bearing capacity and overall height.

6000 7000 8000

Telescopic

Without fork carriage, fork arms, attachments Mast length (mm) /

3-way Telescopic

Mast length (mm) /

3-way Telescopic

Mast length (mm) /

3-way

.

The line break safety valve prevents the load from being abruptly lowered in an uncontrolled manner in the event of a line breakage.

The line break safety valve consists of a valve disc which is lifted from the valve seat by spring force when in the quiescent state to keep a ow cross-section free. Under normal operation, the spring keeps the valve open. In the event of a line breakage, the ow rate increases, the ow forces exceed the spring force and the valve closes immediately. A small bore in the valve disc allows the load to be lowered slowly when the valve is closed.

56358012001 EN - 02/2017

-1

There are two line break safety valves with different ow rates: 6000 t

100 l/min

7000 t/8000 t

125 l/min

The ow rate (1) is marked on the valve (example diagram).

If the line break safety valve is faulty, perform the following test: Lift and lower the lift mast several times Due to the reduced passage, the faulty line break safety valve will heat up signi cantly This heat can be felt or measured using an infra-red thermometer

The line break safety valves are installed using Loctite. When replacing the old line break safety valve, it must rst be heated before being unscrewed. Then the thread areas must be thoroughly cleaned and the new line break safety valve inserted with Loctite© 270TM.

2 (1)

Telescopic lift mast

(1 + 2) Triplex lift mast

2

2

10

2 2

The lower line break safety valves are visible from the outside and are screwed in between the pipe line and the lower connection piece on the lift cylinder. The upper line break safety valves are not visible and are screwed in between the piston rod and the upper connection piece.

The line break safety valves may react prematurely if they are mixed up. The result is a slow lowering action.

2 1

2

2 2

1

396-02_08-002

-2

56358012001 EN - 02/2017

The settings described here refer to a new assembly of support rollers. They are not maximum permissible wear values or play for lift masts in service.

Wear in mast pro les does not occur uniformly along the entire length: it mainly occurs in the working area. This is usually where the support rollers are positioned during transportation.

Often, the mast rails at the top are used so infrequently that they are like new. As a result, larger support rollers or additional shim rings cannot be tted to compensate for play without having the effect of jamming the support rollers.

It is impossible to determine general limits for localised wear of this kind. Many factors affect whether the existing play is disruptive or hardly noticeable. The operational safety of the lift mast is not impaired by this. It is only necessary to critically inspect whether a lift mast continues to function correctly once wear of approx. 3% of the diameter is detected. It may be necessary to inspect tall triplex lift masts earlier, and short telescopic lift masts only at 4% wear.

The operational safety of the lift mast is maintained for a signi cantly longer period of time as the individual mast components remain securely locked into each other even in the case of extreme wear. If a support roller fails or breaks, the lift mast must be taken out of operation immediately.

Axial clearance is compensated for using shim rings. The shim rings are available in thicknesses of 0.5 mm and 1.5 mm.

Axial clearance AS on support roller A and B (for a four-roller fork carriage): Min. 0 mm, max. 0.5 -1.5 mm Axial clearance AS on support roller A (for six-roller and eight-roller fork carriages): Min. 0 mm, max. 0.5 -1.5 mm Support roller A is secured using a screw plug (1)

56358012001 EN - 02/2017

-3

Axial clearance AS on support roller C: If dimension X ≥ 0.5 mm, use shims as for support roller A. If dimension X ≤ 0.5 mm, use shims as for support roller A - 0.5 mm. Dimensional deviation X (2) Axial play AS on support roller D: If dimension Y ≥ 0.5 mm, use shims as for support roller B. If dimension Y ≤ 0.5 mm, use shims as for support roller B - 0.5 mm. Dimensional deviation Y (3) Dimensions "X" and "Y" are stamped onto the fork carriage bar (see diagram).

Support roller between fork carriage and inner mast The radial play is compensated for by using larger support rollers.

135.0 135.3 135.65

135.3 135.65 136.0

136.0

-

135.1

A+B+C+D

135.6

A+B

135.1

C+D

136.0

A+B

135.6

C+D

136.3

A+B

136.0

C+D

.

Support roller at the top between the outer and inner mast (telescopic) Support roller at the top between the outer and middle mast (triplex) Support roller at the top between the middle mast and inner mast (triplex) Support roller at the top between the inner mast and middle mast (triplex) The size of support roller used determines the radial play:

-4

135.0

135.3

135.1

135.3

135.65

135.6

56358012001 EN - 02/2017

135.65

136.0

136.0

136.0

-

136.3

.

Support roller at the bottom between the inner mast and outer mast (telescopic) Support roller at the bottom between the middle mast and outer mast (triplex) Support roller with guide (Z) The size of support roller used determines the radial play:

202.0

202.4

135.1

202.4

202.8

135.6

202.8

203.2 -

136.0

203.2

136.3

.

Clean the thread in the fork carriage bearing pin of oil and grease.

Clean the thread of the lock washer of oil and grease.

Dry the two threads thoroughly and ensure that there are no solvent residues on either thread.

Apply liquid glue FK5, medium-strength, blue (Loctite© 243TM) to the rst two to three turns of the thread of the lock washer.

Do not use an activator.

Screw in the lock washer. Tighten to 20 Nm.

The liquid glue must set for at least six hours prior to commissioning.

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 56358012001 EN - 02/2017

-5

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 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

-6

56358012001 EN - 02/2017

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.

56358012001 EN - 02/2017

-7

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.

Park the truck securely.

Remove the fork arms.

Lower the fork carriage.

Tilt the lift mast forwards.

If necessary, release the pressure from the hydraulics. See the chapter entitled "Releasing the pressure from the hydraulics".

Apply a suitable round sling to the upper crossmember of the lift mast.

Attach the round sling to the crane hook.

Tension the round sling using the crane.

The lift mast may tip over forwards and backwards.

The lift mast must be secured in both directions.

-8

56358012001 EN - 02/2017

Detach the hydraulic lines (1) from the distributor. Protect the lines against dirt.

If applicable, unscrew the hose clips (2) for auxiliary hydraulic hoses from the lift mast.

Disconnect auxiliary hydraulic hoses (3) if applicable. Protect hoses against dirt.

Unscrew the mast vertical position lever (4) if applicable.

Unscrew both tilt cylinders (5) from the outer mast. See the chapter entitled "Removing/installing the tilt cylinder" Unscrew the socket head screws on both sides of the mast bearings.

Using a hoist, lift the lift mast out of the bearing.

Only use new mast bearing screws for the installation; refer to the chapter entitled "Mast bearings" Observe the screw quality and tightening torques Refer to the "General technical data" for values Apply a suitable round sling to the upper crossmember of the lift mast.

Attach the round sling to the crane hook. Use the crane to lift the lift mast.

Risk of damage to components.

Raise the lift mast carefully. Ensure that the lift mast does not start to swing and collide with the truck.

Bring the lift mast into position. Screw on the mast bearing screws. See the chapter entitled "Mast bearings".

56358012001 EN - 02/2017

-9

Connect both tilt cylinders (5) to the outer mast.

See the chapter entitled "Removing/installing the tilt cylinder"

Grease the tilt cylinder pin before installation!

Depending on the equipment on the tilt cylinder, screw on the mast vertical position lever (4) tightly.

Connect the hydraulic lines (1) to the distributor.

Connect the auxiliary hydraulic hoses (3) if applicable.

If necessary, screw down the hose clips (2) for the auxiliary hydraulic hoses on the lift mast.

Switch on the truck. Bleed the hydraulic system.

Check the hydraulics for leak tightness.

Check the positions of the load chains and hose guides.

Functional test

-10

56358012001 EN - 02/2017

The telescopic lift mast is a high-visibility lift mast.

The lift mast consists of an inner mast (2) and an outer mast (1). The outer mast has a U-shaped pro le. The inner mast has a double-T-shaped pro le. The lift cylinders (5) are located behind the pro le of the outer mast on each side. The piston rods are connected to the crossmember inner mast at the top.

The support rollers (1) guide the fork carriage and mast pro les. They also absorb transverse forces.

The lower support roller also passes through a guide that absorbs forces during load reversal.

This guide is necessary as the U-shaped 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 moves to behind the axle. This is called load reversal.

The load chains (4) are connected to the crossmember of the outer mast via clamping bolts. The load chains are redirected by chain rollers on the inner mast. The end links of the load chains are connected to the fork carriage.

When the lift cylinders are supplied with hydraulic oil, the lift pistons extend taking 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.

The end stop is located in the lift cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see the chapter entitled "Run-out barrier".

1 2 3 4 5 6 7

56358012001 EN - 02/2017

Support rollers Inner mast Outer mast Load chains Lift cylinder Hydraulic manifold Mast bearings

-11

The hydraulic oil comes from the directional control valve and is routed via a hydraulic adaptor and hydraulic manifold down to the two outer cylinders.

The line break safety valve (LBS) prevents the load from being lowered too quickly in the event of a line breakage. See the chapter entitled "Line break safety valve"

The load chain stretches over time during operation and must therefore be readjusted. The lower fork carriage support roller must not protrude beyond the inner mast by more than one third of its diameter. Adjustments are made using the adjustment nut of the chain anchor. The chain anchors are located on the fork carriage.

Risk of 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"

Lower the lift mast and tilt it back fully.

Adjust the tension of the load chains until a maximum of one third of the load castors protrude from the inner mast.

-12

56358012001 EN - 02/2017

Adjust the load chains on the chain anchors evenly on both sides.

Secure the tensioning nuts using lock nuts.

Extend the lift mast up to the stop and check its clearance to the run-out barrier.

56358012001 EN - 02/2017

-13

The triplex mast is a high-visibility lift mast. The lift mast consists of an inner mast (2), a middle mast (3) and an outer mast (4). The outer mast has a U-shaped pro le. The inner mast and middle mast have double T-shaped pro les.

The middle cylinder (7) for lifting phase 1 is installed in the lower inner mast. The load chain (5) is connected to the inner mast middle bridge piece by a clamping bolt. The load chain is redirected by a chain roller. The end link of the load chain is connected to the fork carriage.

The outer cylinders (5) for lifting phase 2 are located behind the pro le of the inner mast on both sides. The lift pistons are connected to the inner mast at the top and to the middle mast at the bottom.

The outer cylinders (6) for lifting phase 3 are located behind the pro le of the middle mast on both sides. The lift pistons are connected to the middle mast at the top and to the outer mast at the bottom.

The support rollers guide the fork carriage and the mast pro les. They also absorb transverse forces.

The lower middle mast support roller also passes through a guide that absorbs forces during load reversal. This guide is necessary as the U-shaped 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 moves to behind the axle. This is called load reversal.

When the load is lifted, the fork carriage is raised in free lift in lifting phase 1. In free lift, the overall height of the truck does not change. In lifting phase 2, the middle mast is also raised, taking the inner mast with it via the outer cylinder.

Using a six-roller fork carriage presents an exception in this regard. In lifting phase 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

Support rollers Inner mast Middle mast Outer mast Outer cylinder lift 2 Outer cylinder lift 3 Middle cylinder lift 1 Load chain Hydraulic manifold Hose pulley

When the lift cylinders are pressurised with hydraulic oil, the lift piston of the middle cylinder extends rst. In lifting phase 1, it takes the fork carriage along with it via the middle load chain.

-14

56358012001 EN - 02/2017

Once the middle cylinder is in the end position, the lift pistons of the outer cylinder extend (5) in lifting phase 2 and the outer cylinders extend (6) in lifting phase 3. The cylinder cross-sections determine the lifting sequence.

The end stop is located in the cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see the 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 of lifting phase 3.

Due to the varying piston areas, the middle cylinder is always raised rst (lift 1) and then the outer cylinders (lift 2 and lift 3).

Line break safety valves (LBS) are installed.

These valves prevent the load from lowering too quickly in the event of line breakage; see the chapter entitled "Line break safety valve".

The load chain stretches over time during operation and must therefore be readjusted. The lower fork carriage support roller must not protrude beyond the inner mast by more than one third of its diameter. Adjustments are made using the adjustment nut of the chain anchor. The chain anchors are located on the fork carriage.

Risk of 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".

Lower the lift mast and tilt it back fully.

56358012001 EN - 02/2017

-15

Adjust the tension of the load chain until a maximum of one third of the load castors protrude from the inner mast.

Adjust the load chain on the chain anchor.

Secure the tensioning nuts using lock nuts.

Extend the lift mast up to the stop and check its clearance to the run-out barrier.

-16

56358012001 EN - 02/2017

The following equipment is required to remove the lift cylinders: Safety chain and lifting sling with an adequate nominal load Supporting blocks

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 statutory regulations for disposal.

Hydraulic jack The following equipment is required to disassemble the lift cylinders: Vice

Do not allow hydraulic oil to come into contact with hot motor parts.

Do not allow hydraulic oil to come into contact with the skin.

Avoid inhaling spray.

Protective jaws

To avoid injury, use the appropriate protective equipment (protective gloves, industrial goggles, skin protection and skin care products).

Hot-air gun

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.

56358012001 EN - 02/2017

-17

4 4

5 5

1

6

2 3 1 2 3

396-02_08-006

Outer mast Middle mast Inner mast

4 5 6

Locking ring Outer cylinder Hydraulic line

When opening the pressure lines, the inner mast may lower and cause serious injury.

Secure the inner mast to prevent it from lowering!

Remove lift cylinders individually. This keeps the lift mast functioning.

Park the truck securely.

Apply the parking brake.

Remove the fork carriage; see the chapter entitled "Fork carriage".

Fully lower the lift mast and tilt it forwards. The hydraulic system must be depressurised.

Remove the locking ring (4) at the head of the lift cylinder piston rod.

Remove the hydraulic (5) line from the base of the lift cylinder. Block the open hydraulic line with blind plugs.

-18

56358012001 EN - 02/2017

Fully extend the inner mast (3) with the functioning lift cylinder.

Remove the mounting clip and remove the hose clips if necessary.

Unscrew the hexagon socket bolts on the cylinder base.

Lift out the faulty lift cylinder.

Perform the steps in reverse order to install the lift cylinder (5).

Insert the new lift cylinder.

Remove the locking device on the lift mast inner and lower the lift mast.

Insert the locking ring (4).

Connect the connecting line (6).

Bleed the hydraulic circuit.

Remove the connection piece between the outer cylinders and the middle cylinder.

1

Clamp the bottom of the lift cylinder in a vice.

2

The cylinder head (3) is secured with Loctite.

Heat the cylinder head. Unscrew the cylinder head from the cylinder pipe using a pin wrench.

Remove the wiper (1), grooved ring (2) and O-ring (4) from the cylinder head (3).

3

Install the new set of seals.

Assemble the cylinder head (3) using Loctite 243.

The piston rod (5) consists of a pipe into which the piston cover is inserted at the top end. The piston rod forms a non-detachable unit with the piston barrel via the locking ring. If there is a loss of oil from the upper piston cover, the lower piston cover is leaking and must be removed, cleaned and re tted with Loctite 243.

56358012001 EN - 02/2017

4

5 393-02_08-006

-19

Use the working hydraulics to raise the fork carriage by approx. 10 cm.

Secure the fork carriage in this position to prevent it from lowering again.

Operate the working hydraulics so that the centre lift cylinder is retracted again and the chains are loose.

Remove the bracket on the guide pulleys of the chains.

Remove the chains from the guide pulleys.

Remove the connection line on the underside of the lift cylinder.

Remove the retaining clip on the cylinder.

Remove the lift cylinder.

393-02_08-005

Remove the support and guide pulley from the centre lift cylinder.

1

Clamp the bottom of the lift cylinder in a vice.

2

Heat the cylinder head (3) (which will have been secured with Loctite) and unscrew the cylinder head from the cylinder pipe (5) using a pin wrench.

Remove the wiper ring (1), grooved ring (2) and O-ring (4) from the cylinder head (3).

Install the new set of seals.

Assemble the cylinder head (3) using Loctite 243.

3

4

5 393-02_08-006

The telescopic lift mast does not have end position damping.

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56358012001 EN - 02/2017

1 2 3 4

Outer cylinder, lifting phase 3, bottom right Outer cylinder, lifting phase 2, bottom right Middle cylinder, lifting phase 1, top Outer cylinder, lifting phase 2, top left

B B A A

.

56358012001 EN - 02/2017

-21

When lifting the fork carriage, the end position damping hydraulically brakes the piston rod just before it reaches its end position.

The end dampener is located in the piston cover.

The piston rod (5) extends until the cross hole in the piston rod (4) is covered by the cylinder pipe (1). The lifting speed is reduced as soon as the cross hole is covered by the cylinder pipe.

Once the cross hole of the piston rod (4) is entirely covered by the cylinder head, the returning hydraulic oil has no direct return path.

As a result of the increasing pressure in the cross hole inside the piston cover (2), the valve piston (6) is forced into contact with the threaded pin (9).

The hydraulic oil ows back at a restricted rate via the cross hole (2), the ori ce bore in the valve piston (6) and the threaded pin (9).

As a result, the piston rod is hydraulically braked before reaching its end position.

1 2 3 4 5 6 7 8 9

-22

Cylinder pipe Cross hole in piston cover Piston cover Cross hole in piston rod Piston rod Valve piston Piston packing Guide ring Threaded pin

56358012001 EN - 02/2017

While lowering during lift 2, the end position damping hydraulically brakes the piston rod of the right-hand outer cylinder just before it reaches its end position.

This prevents metal striking on metal.

The right-hand outer cylinder is equipped with end position damping. In telescopic lift masts, end position damping is not installed.

During lifting, the piston (4) is moved towards the cylinder bottom (1) by the spring force of the compression spring (5) until the snap ring (6) lies against the piston cover (3). The hydraulic oil is unrestricted as it ows out of the cylinder.

During lowering, the oil ows out of the cylinder unrestricted until the piston (4) reaches the cylinder bottom (1). The piston (4) is moved into the piston cover (3). As a result, the hydraulic oil ows from area (B) into area (A) via the ori ce bore (2).

This pressure balancing brakes the lift mast hydraulically.

a

1 2 3 4 5

56358012001 EN - 02/2017

Reducer bore Piston cover Piston Compression spring Snap ring

-23

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56358012001 EN - 02/2017

STILL GmbH 56358012001 EN 02/2017

a

56358012001 EN - 02/2017

-1

1 2 3 4 5 6 7

-2

Steering cylinder Steering unit Priority valve Left-hand hydraulic pump Right-hand hydraulic pump Breather lter Return line lter

8 9 10 11 12 13 14

Intake lter Directional control valve block Line break safety valve Lift cylinder Tilt cylinder Bypass valve to oil cooler Oil cooler

15 16 17 18 19 20 21

Non-return valve block High-pressure lter Pressure sensor Accumulator (brake system) Brake valve Hydraulic tank Accumulator (lift damping)

56358012001 EN - 02/2017

56358012001 EN 02/2017

STILL GmbH