STILL STED Electric forklift truck RXS0-10 RXS0-13 RXS0-15 RXS0-16 workshop Manual

....

STILL

Workshop literature STILL ELECTRONIC DOCUMENTATION SYSTEM

Electric forklift truck RXS0-10 RXS0-13 RXS0-15 RXS0-16

CE 5051 5053 5054 5055 164530 EN - 05/2011

first in intralogistics

Version 5 Update of the entire book and standardization of the RX-series workshop manuals

Version 3 Completely revised edition Generation 5 converter added

Version 4 Servo hydraulics has been added

164530 [EN]

I

This workshop manual contains all the information required to assist the trained service engineers with all work, repairs and maintenance on this truck. In addition, some of the components have been deliberately excluded from this workshop manual and are explained elsewhere in order to ensure a clear overview. Changes at short notice are possible at any time and are communicated via Service Information documents.

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

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

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 failure to comply involves risk of material damage or destruction.

164530 [EN]

III

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

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

For your safety, additional symbols are also used.

Please heed the various symbols.

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

164530 [EN]

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.

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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

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XIII

a

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

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

Discharge the intermediate circuit.

When jacking up the forklift truck, always secure it with the appropriate means (chocks, wooden blocks) to prevent the truck from slipping or tipping.

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

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

Risk of injury!

Apply the parking brake and disconnect the battery plug before jacking up the forklift truck.

164530 [EN]

-1

Park the forklift truck on a level surface.

Set lift mast to vertical.

Apply the parking brake.

Turn the key switch OFF. Raise the fork carriage and secure with a chain.

Disconnect the battery male connector.

Apply the hydraulic jack at the lift mast.

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

Insert square timbers under the chassis on both sides.

Carefully lower the hydraulic jack, until the forklift truck rests safely on the square timbers.

When jacking up the forklift truck, always secure it with the appropriate means (chocks, wooden blocks) to prevent the truck from slipping or tipping.

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

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

Risk of injury!

Apply the parking brake and disconnect the battery plug before jacking up the forklift truck.

Risk of injury!

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

-2

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The truck moves, primarily due to the axis feed, as soon as the hydraulic lever for the lift mast tilt is actuated.

Do

actuate the hydraulic lever for the lift mast tilt!

Park the forklift truck on a level surface.

Disconnect the battery male connector.

Apply the parking brake.

Place the hydraulic jack in the recess provided on the left-hand side at the counterweight and raise the forklift truck.

Jack up the forklift truck until the wheel is no longer in contact with the ground.

Place square timbers under both sides of the counterweight.

Carefully lower the hydraulic jack, until the forklift truck rests safely on the square timbers.

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.

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-3

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.

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.

-4

164530 [EN]

Extend the lift mast.

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

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-6

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a

ABM Greiffenberger

Manufacturer Model Engine type

TDF 471/4DG 112 Mb-4 TDF 471/4DG 112 MC-4 AC (delta)

Voltage between the phases

12 V

Rated current (nominal)

314 A

320 A

Rated output (nominal)

4.9 kW

4.9 kW

Mode of operation (nominal)

S2

Protection type

60 min

IP 54 F (155°C)

Insulation class for the winding Cooling

Surface/convection

Temperature sensor

KTY84-130 Sensor bearing (up to week 42/2005) Pin sensor (from week 42/2005)

Rev sensor

Pin sensor

Cable lengths

U = 165 mm

U = 350 mm

V = 210 mm

V = 350 mm

W = 270 mm

W = 350 mm

.

164530 [EN]

-1

The windings are connected to the delta outside the machine.

The stand has 36 grooves with two-later winding.

The six winding connections are fed out at the upper end of the steering turntable, xed in position in a star arrangement and routed to the right-hand side towards the converter together with the control cables for the rev sensor and temperature sensor.

From January 2005, the "Generation 5" converter is installed as standard.

-2

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Up until December 2004, the "Generation 3" converter was installed as standard.

The traction motor is integrated into the power unit housing. The traction motor cannot be replaced individually; only the rotor can be removed.

The motor connections U, V, W are fed upwards out of the power unit.

The temperature sensor is embedded into the stator winding. The plug is fed upwards out of the power unit.

There are two variants of rev sensors, depending on the equipment. The sensor bearing (1) was replaced by a pin sensor (2) at the end of 2005.

164530 [EN]

The power unit housing has convection areas for cooling in the traction motor area.

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

Aluminium conductors are fused into the grooving of the rotor core, which are connected at the ends with short-circuit rings. The conductors with the short-circuit rings form the cage rotor and hold the rotor core together.

-3

The stator consists of the 4-pin stator core and the stator windings, which are pressed into the power unit housing as a unit.

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

The traction motor is controlled by a converter.

The change in speed fundamentally results from a change in the frequency of the applied AC voltage.

A voltage is induced in the rotor, which generates current in the rotor bars as thanks to the rotor design. The stator rotating eld produces a torque with the rotor current.

Remove the power unit; see chapter entitled "Removing the power unit" The rotor can also be removed when the power unit is installed.

Park the truck safely.

Apply the parking brake.

Rotate the power unit until the traction motor is facing towards the battery compartment.

Disconnect the battery male connector.

Remove battery.

Disconnect plug X12 from the rev sensor and guide downwards through the live ring.

Unscrew the 4 screws at the bearing shield.

-4

164530 [EN]

Remove the bearing shield with rotor.

Insert the new shaft seal between the traction motor armature and the gearbox.

Use the special tool in order to position the shaft seal correctly.

The special tool can be ordered via the spare part service.

164530 [EN]

-5

Insert the entire rotor with sensor bearing and bearing shield into the traction motor, together with the undulated spring washer.

Pay attention to the careful installation of the sensor cables.

Use 4 screws to screw the bearing shield into the power unit housing.

Guide the sensor cable upwards through the live ring and connect the X12 plug.

Depending on the selected procedure, it may be necessary to install the power unit.

Install battery.

Carry out a complete functional test.

-6

164530 [EN]

The traction motor has a two-lane pin sensor as a rev sensor, which scans a transmitter disc on the rotor.

The pin sensor is inserted into the bearing shield, sealed with an O-ring and screwed into the bearing shield with a screw.

The pin sensor is supplied by the converter.

Speed signals A and B are sent to the pump actuator. The signals are decoupled in the pump actuator and are then forwarded to the control processor.

The sensor signal is analysed in the pump actuator and the control processor. The signals that have been analysed by the pump actuator are also sent to the control processor via the CAN bus. The control processor compares the values it receives with the values of the pump actuator and uses this data to carry out additional monitoring.

The pin sensor has replaced the sensor bearing since the end of 2005. Trucks that are equipped with the sensor bearing cannot be converted to the pin sensor model.

Model: Pin sensor 64 Impulses per revolution Phase offset: 90° ± 45° Temperature range: -30 °C to +150 °C Supply voltage: 12 Volt

Red

X12/1

X151/3

White

X12/4

X151/6

+ 12 Volt Signal A

Blue

X12/2

X151/5

Signal B

Black

X12/3

X151/4

GND

.

Insert the mark II measurement adapter into the X12 plug connector 164530 [EN]

-7

Use a digital multimeter with integrated duty cycle (e.g. Metra Hit 16L) Connect the digital multimeter as follows: Adaptor pin 4 Adaptor pin 3

positive terminal negative terminal

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

positive terminal negative terminal

Switch on key switch S1 Measuring range: duty cycle "V~Hz%" At full speed, a duty cycle must be .

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

The rev sensor consists of a grooved ball bearing with two offset hall-effect sensors that detect the inner switching ring.

The direction of rotation is detected via two phase-shifted signals: The inner ring turns clockwise.

The rising edge of signal B occurs before the rising edge of signal A. All signals are measured against GND. The sensor signal is analysed in the pump actuator and the control processor. The analysed signals are also sent from the pump actuator to the control processor via the CAN bus. The control processor compares the values it receives with the values of the pump actuator and uses this data to carry out additional monitoring.

The sensor bearing was replaced by a pin sensor at the end of 2005. Trucks that are equipped with the sensor bearing cannot be converted to the pin sensor model.

-8

164530 [EN]

Model: Sensor bearing 64 impulses per revolution.

Phase offset: 90° ± 45° Temperature range: -30°C to +150°C Supply voltage: 12 Volt

1 2

Red

X12/1

X151/3

White

X12/4

X151/6

+ 12 Volt Signal A

Blue

X12/2

X151/5

Signal B

Black

X12/3

X151/4

GND

sensor grooved ball bearing

.

Insert the mark II measurement adapter into the X12 plug connector Use a digital multimeter with integrated duty cycle (e.g. Metra Hit 16L) Connect digital multimeter: Adapter pin 4 - positive Adapter pin 3 - negative Then connect digital multimeter: Adapter pin 2 - positive Adapter pin 3 - negative Switch on lock switch S1 Measuring range: duty cycle "V~Hz%" At full speed, a duty cycle must be .

If the sensor bearing does not send any signals to the converter, the traction motor operates in slip mode (creep speed).

164530 [EN]

-9

Park the truck safely.

Remove rotor with bearing shield; see chapter entitled "Removing the rotor traction motor".

Remove circlip in the end plate.

Pull out rotor and sensor bearing from the end plate.

Use a rubber hammer to carefully drive in the bearing shield as is necessary.

Be careful not to strike too hard as this may easily destroy the sensor bearing.

The sealing ring and plastic washer act as a rotation lock and stop for the outer bearing.

Remove and replace both parts.

Remove circlip from the rotor shaft.

Remove sensor bearing from the rotor shaft using an extractor.

-10

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The sensor bearing can easily be destroyed if it is struck.

Use only the hoisting tool to hoist the sensor bearing.

Use the mounting tool to t the sensor bearing to the rotor shaft.

Attach the sensor bearing to the rotor shaft using the locking ring.

Insert a new sealing ring and plastic washer into the bearing shield.

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Insert rotor in the end plate and fasten using a sealing ring.

Carefully install sensor cables with strain relief in the end plate.

Install the rotor with bearing shield in the traction motor; see chapter entitled "Removing the traction motor rotor".

-12

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Temperature sensor 1R17 is located on the stator winding of the traction motor.

The signal is analysed in the converter.

KTY84-130 model Power supply: about 2.4 mA

Generation 3 converter Red

X13/1

X151/7

Input signal

Blue

X13/3

X151/4

GND

Generation 5 converter (from November 2004) Input Red X13/1 X151/16 signal Blue

X13/3

X151/17

GND

An improperly conducted insulation test can destroy the temperature sensor.

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

Insert the measurement adapter into the X13 plug connector.

Test resistance value according to table.

-40

355

-30

386

-20

419

-10

455

0

493

10

533

20

576

25

598

164530 [EN]

-13

30

621

40

668

50

718

60

769

70

824

80

880

90

939

100

1000

110

1063

120

1129

130

1197

140

1268

150

1340

160

1415

170

1493

180

1572

190

1654

200

1739

210

1825

220

1914

.

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

Knead both components (yellow and blue) of the balancing mastic together until the mass has an even green colour.

Continue kneading the green mass for at least 2 minutes until it is noticeably warm.

Press the sensor with the balancing kit on top to the winding

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

The impact putty hardens after about 2.5 hours.

-14

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1 2 3 4 5 6 7 8

Cable strap Housing Hexagon head screw, conical spring washer, rivet nut Tightening strap Hose clip Cowling Pan head screw, rivet nut Side panelling

164530 [EN]

9 10 11 12 13 14 15 16 17

Sealing band Support Support Conical spring washer Hexagon head screw Cellular rubber Filter mat Air hose Blower

-15

Reworking is not possible for certain items of truck equipment: Front right voltage converter 24 Volt socket MMS Sauermann restraint system

All individual parts are elements of the retro tting process.

All the necessary mounting holes are available in the truck.

The right side panelling must be reworked to adjust it.

Park the truck safely.

Apply the parking brake.

Disconnect the battery male connector.

Remove the bottom plate with the accelerator pedal and disconnect the male connector.

Remove right side panelling (8).

Remove the control processor with panellings.

Fit the plug at the fan cable.

Pre-assemble housing (2) and blower (17) and place cellular rubber (14) around the circumference between the blower and housing, and between the blower and support (11) in two strips. Connect both parts using screws (12, 13).

Install the pre-assembled housing (2) with blower (17) and air hose (16). The housing is screwed to the valve block support with two screws (3).

Connect the fan plug to plug X363/1 and X363/2.

Remove the tightening strap at the pump motor and replace with the smooth tightening strap (4).

-16

164530 [EN]

Adjust right side panelling (8) for the air intake so that cowling (6) covers the cut-out neatly.

Install right side panelling (8).

Install the control processor with panelling.

Place lter mat (15) on the grating of housing (2) and t cowling (6) with screws and rivet nuts (7).

Install the bottom plate with the accelerator pedal and connect the plug.

Connect the battery male connector.

Use the control processor to change the parameters.

Function check.

The following parameters must be changed via the control processor:

0F3 32 3C 09

Switch-on threshold for fan controller Switch on at 50°C Switch on at 60°C Fan runs permanently (for function check only)

.

To test the function of the fan, you can perform a function check.

Change address 0F3 to value 09.

Carry out reset.

Switch on the switch lock.

The function check is successful if the fan is running permanently.

Reset address 0F3 to value 32 or 3C. Carry out reset.

For normal use, the lter mat is to be cleaned weekly using compressed air (max. 5 bar).

Change the lter mat once it has been cleaned three times and in the event of damage.

164530 [EN]

-17

If the truck is used in a very dusty environment, the lter mat will need to be cleaned more frequently.

If this is the case, clean it every day.

If the fault display OVERHEATING A 5034 appears in the display, the pump motor is overheating.

This may be because the lter mat is dirty. Therefore, clean the lter mat.

-18

164530 [EN]

a

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

Drain the gearbox oil in good time, so that the oil has enough time to drain out.

The workshop hoist can be used to perform tasks at the wheel hub and the gearbox while they are still tted.

We recommend removing the entire power unit.

Disconnect the battery male connector.

Loosen the wheel nuts.

Jack up the truck onto two square timbers at the counterweight.

Remove the drive wheel.

Drain gearbox oil. The drain plug is located in the centre of the gearbox cover.

Remove the power unit; see chapter entitled "Removing the power unit."

Loosen the gearbox cover screws and remove the cover.

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-1

Loosen the thread and unscrew the wheel shaft mounting screw as far as it will go using an open-ended spanner.

The thread is secured with Loctite.

The bond dissolves at temperatures of 180°C and above.

The gearbox wheels must not be damaged when hitting them gently with a mandril.

Secure the wheel hub against turning and carefully remove it from the power unit using a square timber and a hammer.

Unscrew the mounting screw completely and remove the wheel hub.

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

Note the screw quality and tightening torques.

Note the quality and quantity of the gearbox oil.

Half ll the radial seal ring with grease.

-2

164530 [EN]

Install the rotary shaft seal, ensuring that it is correctly positioned.

Insert the wheel hub into the multiple splining.

Screw in the new mounting screw until the wheel hub is in the end position.

Tighten the mounting screw to the speci ed tightening torque!

The mounting screw must not be reused.

Attach the gearbox cover and tighten the screws.

Replace the oil drain plug sealing ring.

Install the power unit; see chapter entitled "Installing the power unit".

Fill with gearbox oil.

Attach the drive wheel and tighten the wheel nuts.

Lower the truck.

Tighten the wheel nut.

Check all tightening torques.

Carry out a functional test.

164530 [EN]

-3

ABM Greiffenberger

Manufacturer Description

TDF 471/4DG112Mb-4 Approx. 120 kg

TDF 471/4DG 112MC-4 115 kg

Speed at the wheel

89 rpm

89 rpm

Iges transmission ratio

Iges = 31.3

Iges = 28.27

Output torque

526 Nm

526 Nm

Weight

Wheel nut Live ring screw joint

counterweight

Live ring screw joint

power unit

Slotted spring pin in the steering stop

Gearbox cover Wheel shaft mounting screw Screw plug

oil drain

5 x spherical collar nut Tightening torques: 195 Nm 12 x M16x80 socket head screw DIN 912, quality 8.8 Tightening torque: 195 Nm 9 x M16x60 hexagon head screw DIN 931, quality 8.8 Tightening torque: 205 Nm 2 x M16x60 socket head screw (steering stop) DIN 6912, quality 8.8 Tightening torque: 205 Nm Slotted spring pin 18 x 60 DIN 1481 8 x M6x20 socket head screw DIN 912, quality 8.8 Tightening torque: 10 Nm AFM34 sealing ring Tightening torque: 260 Nm Special screw Tightening torque: 25 Nm

Gearbox oil

ARAL Degol GS 220

Oil volume

2 litres

.

-4

164530 [EN]

SAE 80W-90, API GL4+5

The power unit consists of a gearbox housing with an integrated traction motor and drive wheel. The drive wheel is screwed into the wheel hub with spherical collar nuts. The connection between the power unit and the counterweight consists of a live ring. Underneath the live ring is a steering chain, which is connected to the steering motor.

The live ring is screwed into the outer ring (3) at the counterweight and into the inner ring (2) at the power unit.

The steering stop (1) on the inner ring of the live ring restricts the steering angle.

Trucks that are driven in the cold store must have their lower sealing plug removed. This is so any condensation water that builds up can drain through the bore.

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

Drain the gearbox oil in good time, so that the oil has enough time to drain out.

164530 [EN]

-5

Park the truck safely.

Apply the parking brake.

Drain gearbox oil.

Remove wheel nuts Remove battery.

Unscrew cable holder and disconnect power cables U, V, W and the sensor plugs X12 and X13, marking as required.

Jack up the truck onto two square timbers at the counterweight.

Remove the drive wheel.

Remove the steering chain; see chapter entitled "Removing the steering motor".

Unfasten the cable tie and unscrew the cable guide.

Screw the eye bolt into the M10 thread.

Turn the wheel seat to the rear, crosswise to the longitudinal axis of the truck.

-6

164530 [EN]

Attach lifting block to overhead guard with the aid of a rope.

Unscrew all screws between the live ring and the counterweight.

Lower the power unit using the chain block and remove the power unit to the rear at the same time.

Release the hooks from the chain block.

Remove the power unit to the rear and place on a pallet.

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

Check screw quality and tightening torques.

Note the quality and volume of the gearbox oil.

Screw the eye bolt into the top of the power unit.

Latch the chain-block chain into the eye bolt.

Use the chain-block to move the power unit upwards into the counterweight.

164530 [EN]

-7

Insert the 12 screws between the live ring for the counterweight and tighten.

Remove chain-block and eye bolt.

Assemble the steering chain; see the chapter entitled "Installing the steering motor".

Attach the drive wheel and tighten the wheel nuts.

Fill with gearbox oil.

Screw on the cable guide and secure the power cable in position using a cable tie.

Screw on the cable clips and connect power cables U, V W and sensor plugs X12 and X13.

Lower the truck.

Check the tightening torques.

Insert the battery.

Carry out a function check.

-8

164530 [EN]

a

The counterweight is a massive cast part that differs according to the type carrier and depending on the load-bearing capacity.

The counterweight is attached to the chassis with mounting screws.

5060 5066 5051 5055

M24x90-10.9-A2C, ISO 4017 M24 x 110-8.8-A2C, ISO 4017

24-FST-A2C, DIN 6796 24-FST-A2C, DIN 6796

3

930 Nm

3

660 Nm

.

164530 [EN]

-1

-2

164530 [EN]

a

The 7S1 seat contact switch is a mechanical switch that is attached to the side of the seat cushion. It switches even with light loads.

As soon as the driver sits on the driver s seat, the seat contact switch is applied and the drive unit is enabled by the controller.

The seat contact switch is a safety device that switches off the drive unit when there is no load on the seat.

Do not bypass the seat contact switch.

Seat contact switch 7S1 is connected directly to the control computer 7S1/3

X108

7S1/4

X108

XXK5

X45/38 X45/37

.

In the event of a faulty buckle switch in the ISRI 2400 driver s seat, the entire driver s seat must be replaced.

164530 [EN]

-1

-2

164530 [EN]

a

Manufacturer Description

Sauer Danfoss

Delivery rate

Model No.: 150 G 6093 40 cm3 per revolution

Pressure relief valve

125 130 bar

Non-return valve in T

2 ±0.5 bar

Shock valves

180 185 bar

Connections P and EF

Max. 250 bar

Connections CF and LS

175 bar

Switching range

1.5 ±0.2 bar

Tightening torque

25 Nm

Manufacturer Description

Hydraulik Nord Fluidtechnik

Charging pressure

4 bar

Input volume

80 l/min

Load signal

Static

Model PVPS 80-04/32-G4

4 x M6x35 socket head screw, 8.8, ISO 4762 10 Nm G1/4, 45 Nm

Hydraulic pump ange Load Sensing LS Directional control valve EF Steering CF

G1/2, 100 Nm

Manufacturer Description

Sauer Danfoss Model no. 151-6403 (OMR 125 NA)

Temperature range

-30°C to +80°C

Mounting screws

46 Nm

Chain tension at the clamping bolt

Hexagon nut 5 Nm

G3/8, 100 Nm

.

164530 [EN]

-1

The steering system consists of a steering unit (Orbitrol) at the bottom of the steering column and a steering motor in the counterweight, which turns the power unit via a steering chain. The steering unit and the steering motor are connected via two hydraulic lines.

There is a steering angle sensor on the steering motor and a steering angle neutral switch in the counterweight, which are used to detect the steering angle.

The hydraulic steering is supplied by the hydraulic pump on the pump motor via the priority valve.

1 2 3 4 5

Steering unit (Orbitrol) Steering motor Steer angle sensor Trigger wheel Steering chain

1 2 3 4 5 6 7

Steering unit (Orbitrol) Priority valve Hydraulic pump Cover for suction lter Cover for return line breather lter Directional control valve return

A steering unit is ange-mounted to the bottom end of the steering column. The unit comprises a distributor valve and a metering pump.

Upon actuating the steering wheel, the metering pump allocates a volume of oil to the steering system , which is proportional to the steering wheel rotation. The distributor valve guides this oil volume to the required side of the steering motor.

The oil volume for the steering is directed to the steering unit by the priority valve as a priority in all operating statuses.

If the working hydraulics are not actuated, the pump speed for steering is proportional to the rotational speed of the steering wheel (dynamic steering). For slow steering wheel movements, the hydraulic pump runs at a basic speed. Fast steering wheel movements result in an increase in the speed.

The pump motor is activated when the diaphragm pressure switch (6S3) is opened. The hydraulic pump runs at a basic speed. The rotational speed of the steering wheel is ascertained via the steering angle sensor (3B01).

-2

164530 [EN]

, When the hydraulic pump is in operation, the steering actuates automatically.

The hydraulic connections P, T, L, R are connected.

The steering is tight (> 10 Nm) The hydraulic connections P, T, L, R are disconnected.

Only in electric forklift trucks Insuf cient pump speed

Steering overhaul Pivoting problems when starting to steer

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 steering unit and steering axle. contamination, clean the valves.

Assemble the steering unit free from distortion.

Change the oil as required.

Check steering angle sensor at Steering angle sensor the steering axle defective

Clean the priority valve - even better, change it.

Bleed the LS line at the priority valve.

Air in the LS line.

Pressure measurement at Dirt in the hydraulic oil causes the priority valve at P and LS. If faulty oil ow in the priority valve. there is no standby pressure or No volume ow rate from P to pressure differential between P CF. and LS, change the priority valve.

Check the hydraulic oil for contamination and change as required.

.

The steering motor turns the power unit via a twin roller chain. The steering motor is screwed in at the counterweight with two socket head screws (M10x65). The guide is held in place via two slotted spring pins ( 13x40).

164530 [EN]

-3

Improved steering angle detection with sensor and trigger wheel.

The trigger wheel is part of the chain wheel and the position of the steering angle sensor is improved. The two threaded holes in the steering motor were changed from M4-8/12 to M5-9/12 in order to mount the sensor.

Steering angle detection with sensor and sensor disc

As of August 2004, the steering motor is only equipped with the improved steering angle detection.

Park the truck safely.

-4

164530 [EN]

Turn the steering 90° so that the tensioning device in the battery compartment becomes visible.

Remove the battery and place to the left of the truck.

For the subsequent steps, the battery should be placed to the left of the truck Remove slotted spring pin (1).

Undo the nut of the tensioning device (2).

Place the steering chain behind the steering motor support in the counterweight.

Unscrew the steering angle sensor.

Disconnect the hydraulic hoses at the steering motor.

Hydraulic oil may leak when unscrewing the hydraulic connections. Dispose of the hydraulic oil in an environmentally friendly manner.

Protect the open hydraulic hoses from contamination using sealing plugs.

Loosen the steering motor mounting screws.

Remove the steering motor from the slotted spring pins.

When installing the steering motor, place the battery on the left-hand side of the truck.

Install the steering angle sensor

The steering angle sensor must be mounted on the steering motor prior to installation.

Place the steering motor on the slotted spring pins.

Tighten the steering motor mounting screws to 46 Nm.

164530 [EN]

-5

Place the steering chain on the chain pinion.

Tighten the tensioning nut (2) to 5 Nm. Connect the hydraulic hoses.

If the steering angle sensor has also been replaced, connect the cable.

Connect the battery.

Switch on the key switch.

Actuate steering repeatedly from stop to stop.

Check that the tensioning nut torque (2) is 5 Nm. Drive in the slotted spring pin (1) for security.

Move steering to centre position.

Switch off the key switch.

Disconnect the battery.

Insert the battery.

Perform a functional test.

To dismantle the sprocket the steering motor must be removed.

Secure sprocket against twisting Loosen screw on front side and pull out sprocket

Calculate distance between trigger wheel and steering-motor shaft

-6

164530 [EN]

Measure the distance (X) between the top edge of the trigger wheel and the top edge of the steering motor shaft Add shims (1)according to table Place adjusting shim (2) on the sprocket Insert pressing disc (3) Bolt the chain wheel together with the hexagon head screw (5) and lock washer (4) and secure with Loctite 243

Tightening torque of hex head screw 35 Nm

3.05 3.14

Dimensions in mm 0.90

3.15 3.24

1.00

3.25 3.34

1.10

3.34 3.44

1.20

3.45 3.54

1.30

3.55 3.64

1.40

3.65 3.74

1.50

3.75 3.84

1.60

Measured depth

0.1 mm

0.2 mm

0.5 mm

2

1

1.0 mm 1

1 1

1

1 1

1

1

1

2

1 1

1

1

1

3.85 3.94 1.70 1 1 1 Dimensions of the shim rings = measured distance (X) + 0.5 mm (shim) + 0.15 mm (play) - 2.85 mm (pressure disc) .

164530 [EN]

-7

The steering unit is screwed to the steering column ange via four mounting screws.

The following valves are installed in the steering unit.

Pressure relief valve Shock valve The shock valve has a damping function that prevents major pressure uctuations being transmitted from the hydraulic system to the steering.

Do not change the values set by the manufacturer.

Unscrew the panelling on the right and lefthand sides of the front structure.

Disconnect the keypad plug.

Unscrew the steering column panelling.

Disconnect the key switch plug contacts.

Disconnect the diaphragm pressure switch plug contacts.

T P LS R L 1 2

Tank connection Pump port Load sensing (control line) Connection right Connection left diaphragm pressure switch Fastening screws

Unscrew the diaphragm pressure switch.

Unscrew and mark the hydraulic connections.

Hydraulic oil may leak when unscrewing the hydraulic connections. Dispose of the hydraulic oil in an environmentally friendly manner.

Protect the open hydraulic hoses from contamination using sealing plugs.

Loosen the four M10 socket head screws and remove the steering unit from below.

Screw on the steering unit with four M10 x 20 socket head screws and a locking washer.

Screw on the hydraulic connections in accordance with the markings.

Screw in the diaphragm pressure switch.

Connect the plug contacts of the diaphragm pressure switch (1).

-8

164530 [EN]

Connect the key switch plug contacts.

Screw on the steering column panelling.

Connect the keypad plug.

Screw the panelling onto the right and lefthand sides of the front structure.

Carry out a functional test, steering from stop to stop several times.

The diaphragm pressure switch (1) is screwed to the steering unit. Pressure is built up in the steering unit by turning the steering wheel. When a speci c pressure is reached, the pressure switch opens and the pump motor starts running.

For the switching range, see the chapter entitled "General technical data".

The factory setting for the switching range must not be changed.

1

diaphragm pressure switch

Remove the panelling at the left-hand side of the front structure Separate plug to keypad Remove the steering column panelling Separate plug contacts of lock switch Separate plug contacts of membrane pressure switch Using a long SW24 nut, screw off membrane pressure switch

Hydraulic oil ows out when unscrewing the diaphragm pressure switch. Collect the hydraulic oil and dispose of it in line with regulations.

Using a long SW24 nut, screw on membrane pressure switch Connect plug contacts of membrane pressure switch (1) Connect plug contacts of membrane pressure switch

164530 [EN]

-9

Screw on steering column shroud Connect plug to keypad Screw on cover to the left of the front part of the truck Carry out a functional test, steering from stop to stop several times

The priority valve is screwed directly onto the hydraulic pump. 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.

Steering sticks.

The slider in the priority valve Steering overhaul is prevented from moving in the Steering problems when starting housing due to dirt particles to steer.

Clean the priority valve even better, replace it

.

Maintain tightening torques for the screw plugs.

Remove screw plugs (1) and (3) Take out pretension spring (5) Take out slide (2) Clean all parts Check sealing rings of screw plugs Insert slide (2) Insert pretension spring (5) Screw in screw plugs (1) and (3).

-10

1 2 3 4 5

Screw plug with sealing ring Slide Screw plug sealing ring Pretension spring

164530 [EN]

or

In order to optimize driver comfort and operational safety, this truck is equipped with Curve Speed Control (CSC) as standard. This function ensures that the driving speed is reduced when steering. The effect becomes more powerful at higher speeds and is triggered when steering is actuated.

The driving speed must generally be such that the CSC does not come into action.

It is not allowed to deactivate the CSC!

During operation, the speed is restricted according to the steering angle. If the driving speed is too high when cornering, the drive decelerates to the maximum speed for the current steering angle. When driving in a straight line, the maximum speed is enabled again.

Due to the different cornering behaviour, different characteristic curves are used for forwards and backwards travel. (See diagram).

Blue Red

forwards v max = 12.5 km/h backwards vmax = 10 km/h

When the electrical system is switched on, the steering angle of the controller is always set to 90°. The speed is therefore restricted to 5.5 km/h upon activation.

The maximum driving speed is only enabled once the controller has clearly determined the steering angle. To do this, the steering must be actuated so that the 3B28 zero position sensor moves past the steering stop at both sides. This causes the increments to be recorded by the 3B29 steering angle sensor and the value is stored in the truck control unit.

The steering angle sensor system consists of 2 sensors: Steer angle neutral switch 3B28 Steering angle sensor 3B29 The steering angle neutral switch detects straight-ahead travel and the measurement is 164530 [EN]

-11

then adjusted accordingly. The change in steering angle is detected by the steering angle sensor. The two sensors monitor each other.

Park the truck on even ground.

Jack up the truck at the counterweight jack so that the drive wheel is not touching the ground.

Key switch at ON Show the steering angle and speed in the ABE display.

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

F4: Monitor Drive unit Engine speed Once the controller has detected the zero position, the calculated steering angle is shown in the display.

0

(13.50)

4518

0

(13.50)

4518

5

12.00

4016

5

9.00

3012

10

10.50

3514

10

7.50

2510

15

9.20

3079

15

6.50

2175

20

8.20

2744

20

5.90

1974

25

7.50

2510

25

5.50

1841

30

6.90

2309

30

5.50

1841

35

6.40

2142

35

5.50

1841

40

6.00

2008

40

5.50

1841

45

5.70

1907

45

5.50

1841

50 55

5.50

1841

1841

1841

50 55

5.50

5.50

5.50

1841

60

5.50

1841

60

5.50

1841

65

5.50

1841

65

5.50

1841

70

5.50

1841

70

5.50

1841

75

5.50

1841

75

5.50

1841

80

5.50

1841

80

5.50

1841

85

5.50

1841

85

5.50

1841

90

5.50

1841

90

5.50

1841

.

-12

164530 [EN]

The 3B28 steering zero sensor is a proximity switch that detects when the truck is driving in a straight line via the steering stop (X) and adjusts the measurement accordingly. The zero sensor is clamped into a bore in the counterweight with a screw.

3B28

X357/1

12 V

3B28

X357/2

Track 1

3B28

X357/3

GND

.

Loosen the screw and pull the zero sensor out of the bore.

Insert the zero sensor into the bore provided in the counterweight.

Distance between steering stop and zero sensor: 2.2 +1 mm Clamp the zero sensor into the counterweight using a clamping bolt.

The switching angles that trigger the zero sensor to switch ON and OFF are stored in such a way that they are not affected by a loss of voltage. If no values exist, the angles must be calibrated.

Until this has occurred, the speed is restricted to 5.5 km/h for safety reasons.

Switch on electrical installation.

Steer twice from stop to stop.

The switching point values are calibrated and stored during this process.

Zero sensor does not switch Calibration required Error message

The zero sensor button is contaminated

Clean zero sensor with cleaning cloth

.

164530 [EN]

-13

The design shown here was replaced by an improved version with a different chain wheel in August 2004.

The 3B29 steering angle sensor detects a change in the steering angle via a punched disc with 2° resolution.

3B29

X358/1

12 Volt

3B29

X358/2

Track 1

3B29

X358/3

GND

3B29

X358/4

Track 2

.

Remove the battery and place it on the left-hand side of the truck, so that it can be connected when necessary.

Unscrew two screws.

Remove sensor.

In order to adjust the sensor, move the motor shaft with tted chain wheel to the highest position.

To do this, turn the steering (which must be ready for operation) three times from stop to stop.

Turn the steering back to centre position.

Tightly screw in the sensor, ensuring that it is being installed in parallel.

Air gap between sensor and perforated disk: 1,8 mm Cleanly route cable to pump regulator.

Connect the measurement adapter to the MT6-A plugs and X358 to the pump actuator.

-14

164530 [EN]

The MT6-A-plugs t into the SKT measurement adapter.

Connect the digital multimeter Metra Hit 16L: Adapter pin 4 - positive Adapter pin 3 - negative Then connect the digital multimeter Metra Hit 16L: Adapter pin 2 - positive Adapter pin 3 - negative Switch on lock switch.

Measuring range: duty cycle "V~Hz%" Evenly turn steering full lock in both directions.

A respective duty cycle of 40% to 65% must be set.

Re-adjust the sensor Possible loose/broken mounting screw on the chain wheel/steering motor.

Error in the display

ERROR A1302 .

The improved design shown here has been installed in the series since August 2004.

The 3B29 steering angle sensor detects the change in steering angle via a wide locking washer with 21 teeth and a resolution of 2°.

3B29

X358/1

12 V

3B29

X358/2

Track 1

3B29

X358/3

GND

3B29

X358/4

Track 2

.

Remove the battery and place it on the left-hand side of the truck, so that it can be connected when necessary.

164530 [EN]

-15

Loosen the two sensor support screws.

Remove sensor with support.

Turn steering to centre position.

Screw on the sensor with support.

Air gap between sensor and tooth lock washer: 1±0.1 mm Carefully route the cable to the pump actuator.

Connect test adapter to the MT6-A plug and X358 to the pump regulator.

The MT6-A-plugs t into the SKT measurement adapter.

Connect the digital multimeter Metra Hit 16L: Adapter pin 4 - positive Adapter pin 3 - negative Then connect the digital multimeter Metra Hit 16L: Adapter pin 2 - positive Adapter pin 3 - negative Switch on lock switch.

Measuring range: duty cycle "V~Hz%" Evenly turn steering full lock in both directions.

A mark-space ratio of 40% - 65% respectively must be adjusted.

Error in the display

ERROR A1302

Re-adjust the sensor Replace the sensor

.

-16

164530 [EN]

The steering column is positioned above the bearing block (3) and screwed onto the bottom end of the front structure with rubber bearings.

The steering column is locked in place at the support (2) by the star-grip screw (1).

The steering column tilt can be adjusted to any position within a range of approx. 10°.

1 2 3 4

Star-knob screw Support with rubber bearing Bearing block with rubber bearing Cover

1 2 3

Star-knob screw Fastening screws of steering unit Bearing block mounting screws

The mini-console must be removed in advance if necessary.

The workstep sequence must be observed.

Unscrew cover to the right and left of the front part of the truck Separate plug to keypad Unscrew steering column shroud Separate plug contacts of lock switch Separate plug contacts of membrane pressure switch Unscrew membrane pressure switch Loosen the four M10 socket head screws on the steering unit Separate ground line to the steering column Loosen the two M8 pan head screws at the lower bearing block Unscrew the star-grip screw Remove steering column

164530 [EN]

-17

Follow the sequence of steps.

Attach the steering column and screw in the star-grip screw Screw on the two M8 pan head screws at the lower bearing block Attach the steering unit with four M10 x 20 socket head screws and a lock washer Screw in membrane pressure switch Connect plug contacts of membrane pressure switch Connect ground line to the steering column Connect plug contacts of membrane pressure switch Screw on steering column shroud Screw on cover to the right of the front part of the truck Connect plug to keypad Screw on cover to the left of the front part of the truck Carry out a functional test, steering from stop to stop several times

-18

164530 [EN]

a

Front wheels Drive wheel Tyre types Tyre pressure in pneumatic tyres

5 x M14 x 29 spherical collar bolts Tightening torque 5 x M14 x 29 spherical collar nuts Tightening torque Only approved tyre types may be used.

The air pressure speci ed on the tyre pressure labels must be maintained.

In the event that labelling is missing from the truck, the operator must enquire about the air pressure.

.

Clean wheel rims and, if necessary, remove burrs.

Lubricate the tyres and rim on the sliding faces with an evaporating parting compound.

To ensure that the tyres are securely tted, only certain assembly parting compounds may be used.

The recommended parting compound is SIPIOL G from Henkel solid rubber lubricant No. 5930388 from Tip Top Stahlgruber Do not use the usual mounting paste for pneumatic tires!

Fit rim to the press baseplate using the appropriate support ring.

If the original pro le is worn, the tyre has reached the halfway point of its service life.

The tyre can be regrooved in order to continue to guarantee a good ground grip on wet and dirty roadways.

In order to maintain the ability to retread the tyre, you must not fall below the wear and regrooving limits. The pro les can be regrooved to the top edge of the 60-Joule ridge.

Regrooving must only be performed in stages. A second stage of regrooving may only take place once the pro le has become worn again.

164530 [EN]

-1

Regrooving can destroy tyres!

Industrial pneumatic tyres must

-2

be regrooved.

164530 [EN]

Wheel hub screw

195 Nm

Wheel screw

195 Nm

Wheel hub bearing Wheel bearing rotary shaft seal

Lithium soap grease to DIN 51825 - KP2K-30

.

The wheel hub is supported by two tapered roller bearings. The structure of the wheel hub and the spindle is designed in such a way that the bearing clearance does not have to be set using shim rings.

The maximum axial clearance of the bearings is 0.35 mm

Park the truck safely.

Disconnect the battery male connector.

Loosen the wheel screws.

Jack up the truck securely on square timbers and secure against rolling away using chocks.

Remove the wheel.

Remove cap (1).

Loosen hexagon head screw (2).

Remove washers (3, 4).

If necessary, reset the brake shoes; see the chapter entitled "Hydraulic service brake".

Remove the brake drum (9) with the tapered roller bearings (5, 6) from the spindle (7).

Secure the inner ring of the outer wheel bearing (5) against falling out.

During removal, the inner ring of the inner 164530 [EN]

1 2 3 4 5 6 7 8

Cap Hex head screw Washer Washer Outer wheel bearing Inner wheel bearing Axle stub Brake shoe

-3

wheel bearing (6) may remain on the spindle with the sealing ring.

9

Brake drum

1 2 3 4 5 6 7 8 9

Cap Hex head screw Washer Washer Outer wheel bearing Inner wheel bearing Axle stub Shoe Brake drum

Remove the wheel bearing from the brake drum.

If necessary, remove the inner ring of the interior wheel bearing (6) from the spindle.

Tap out both bearing outer rings from the brake drum using a brass pin.

Press the outer ring of the inner wheel bearing into the brake drum.

Fit the inner ring of the inner wheel bearing onto the spindle with a sealing ring.

Press the outer wheel bearing (5) into the brake drum (8).

Attach the brake drum (9) with the outer wheel bearing (5) to the spindle (7).

Fit the hexagonal head screw (2) with the washers (3, 4).

The washer (4) must be installed with the edged side facing the wheel bearing.

Attach the cap (1).

Check the setting of the hydraulic service brake and adjust if necessary Fit the wheel.

Lower the truck.

Check the tightening torque of the wheel screws.

Brake functional test.

-4

164530 [EN]

a

Brake type Brake uid

Oil pressure duo-servo brake with manual adjustment DOT3/DOT4 MIL-VV-B 680b, DIN 4925 (ISO)

Brake lining

Beral 1109

Brake size Brake uid change

180 x 40 Once a year

Only the brake lining qualities approved by the manufacturer may be used.

Brake test The service brake must be tested for function and uniform braking after all tasks.

Park the truck safely.

Put the lift mast in its vertical position.

Loosen the wheel nuts.

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

Jack up truck at the lift mast; see chapter entitled "Jacking up front of the truck".

Fully release the handbrake.

Remove the plastic panelling on the left side wall. A service opening is located in the side wall.

164530 [EN]

-1

Release the brake cable pulls via the nuts.

Remove the wheels.

Remove the lid on the back of the axle plate.

Use the manual adjustment gear to reset the brake shoes through the assembly opening in the axle plate.

Remove cap (1).

Remove the hexagon head screw (2) with the washers (3, 4).

Remove the brake drum (9). When doing so, take note of the location of the wheel bearings (5, 6).

-2

164530 [EN]

Remove the joining plate (10).

Detach the brake cable pull.

Detach the retaining springs (15).

Fully remove the brake shoes (16) with adjustment (12), recuperating spring (13), compression springs (14) and thrust piece (11).

10 11 12 13 14 15 16

Joining plate Thrust piece Adjustment Recuperating spring Compression springs Retaining springs Brake shoes

Fit the brake shoes with adjustment, recuperating spring and thrust piece.

Position the pre-assembled brake shoes on the axle plate and attach the retaining springs.

The brake shoes must always be replaced in pairs on both sides.

Insert tension springs into the joining plate and t the joining plate.

Attach the brake cable pulls.

164530 [EN]

-3

Slip the brake drum (9) with the outer wheel bearing (5) onto the spindle (7).

Fit the hexagonal head screw (2) with the washers (3, 4).

The washer (4) must be installed with the ground side facing the wheel bearing.

Attach the cap (1).

Use the manual adjustment gear to adjust the brake shoes so that they are positioned at the brake drum. The brake drum can then no longer be turned manually.

Reset the adjustment until the brake drum can easily be turned manually.

Use the lid to close the assembly bore into the back of the axle plate again.

Attach the wheels.

Lower the truck.

Remove safety chain on mast and lower fork carriage Check the tightening torque of the wheel screws.

Brake functional test.

The service brake can only be tested if the brake shoes are adjusted correctly. To adjust the brake shoes, see the chapter entitled "Replacing the brake shoes".

If the brake shoes have been adjusted incorrectly, it is possible that the truck may no longer be braked using the brake.

In order to prevent accidents from occurring, a brake functional test must be carried out.

For detailed information, see FEM 4.004 test log book.

-4

164530 [EN]

Risk of injury! An intact brake brakes the truck hard.

During the brake test, and hold on tightly

fasten the seat belt

Either secure any loose objects in the driver s cab or remove them completely

The test is to be carried out, if possible, on horizontal, even, dry and rm ground Accelerate the truck without load to 5 km/h Fully actuate the brake pedal during travel Depending on the condition of the brake, the truck will brake hard Extract from the table of permissible braking distances in accordance with the FEM 4.004 test log book: 5

0.8

10

1.6

12

1.9

.

The wheel brake cylinder (1) is screwed onto the axle plate (2) with two hexagon head screws (3).

When installing the wheel brake cylinder, it is important that the area around the bleeder screw is sealed.

164530 [EN]

-5

Brake uid is poisonous and extremely hygroscopic.

Brake uid has strong dissolving properties.

Observe the statutory regulations when handling brake uid Do not allow the uid to come into contact with hot motor parts.

Ensure all contact with eyes and skin is avoided If contact occurs, rinse out with plenty of water and consult a doctor Immediately rinse off any brake uid that has splashed on paint, clothing, and shoes with plenty of water

Park the truck safely.

Remove the bottom plate.

Loosen the screws and unhook the brake support from the cross wall

Remove ES bolts (1) Remove brake master cylinder (2)

Check the piston clearance (S) on the brake master cylinder and adjust as required Loosen the lock nut.

Adjust the piston play to piston rod

by turning the

Hold fork clevis in position with lock nut Install brake master cylinder Grease and t ES-bolts Hook brake support onto the cross wall and screw in tightly with two screws Re t the bottom plate.

-6

164530 [EN]

Brake sensor 1B2 (1) is screwed into a threaded plate (2) inside the bearing block using two screws. The brake sensor is a potentiometer that is adjusted by a tappet on the brake pedal.

1B2/1

Yellow

X45/40

1B2/2

Red

X45/41

GND Signal

1B2/3

Green

X45/39

+10 V

.

When the brake pedal is in the inactive position, the brake sensor must be set in such a way that the output signal is within the valid value range: 5051 5055

10 V

1.0 4.0 V

The brake sensor is pretensioned slightly when being mounted onto the bearing block. This ensures that the speci ed open-circuit voltage is achieved.

A calibration must be carried out in order to nely adjust the potentiometer.

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

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

Jobs Sensor calibration Execute Calibration can also be started by changing the parameters in the control processor. To do this, the address A0F2 must be set to the value of 02.

The value only triggers the job and is not stored in EEprom.

Once calibration is complete, error messages may be displayed.

164530 [EN]

-7

Possible causes: Incorrect operation Calibration timeout Value of sensor home position is outside the valid range.

The brake uid tank is attached to the left side of the front cover plate.

Switch 6S4 is a NO contact that causes an error message to appear on the display when the lling level is too low. .

.

SERVICE BRAKE ERROR A3035

The speed is reduced to 5 km/h in response to the error message. The restriction can be lifted by performing a truck reset.

6S4/3

X45/30

Signal

6S4/4

X46/22

24 V

.

Switch on the key switch.

Actuate switch through the service opening in the panelling.

The SERVICE BRAKE error message blinks on the display.

-8

164530 [EN]

The parking brake can only be correctly adjusted if the service brake is adjusted. The brake shoes of the service brake must always be adjusted rst. See chapter entitled "Replacing the brake shoes".

If the cable pulls have been adjusted incorrectly, it is possible that the truck may no longer be braked using the brake.

In order to prevent accidents from occurring, a brake functional test must be carried out.

For detailed information, see FEM 4.004 test log book.

Put brake lever in the zero position Adjust cable pulls at the nuts (1) until there is a play of approx. 0.5 mm At the same time, the rocker (2) must always be aligned at a right angle to the cable pulls.

Apply the brake lever to the rst notch; parking brake switch 1S3 switches.

Apply brake lever to the second notch; brakes begin to grind.

Apply brake lever to the third notch; the wheels can no longer be turned by hand Apply brake lever to the fourth notch; full braking ef ciency.

Pick up the maximum permissible load (nominal load) for the truck

If the maximum permissible load (nominal load) is not available, the truck is to be tested with the operating company s maximum operating load.

Drive up a gradient of at least 15% with the load facing forwards

The truck may roll away in an uncontrolled fashion!

Always remain seated on the truck during the brake test and actuate the service brake in the event of an emergency

164530 [EN]

-9

Stop the truck on the gradient and actuate the parking brake The service brake is not used in this manoeuvre Switch off the truck with the key switch and wait until the display has turned off If the parking brake is able to hold the truck on the gradient without it rolling backwards, the brake holding power is suf cient

Risk of injury! An intact parking brake brakes the truck hard.

During the brake test, and hold on tightly

fasten the seat belt

Either secure any loose objects in the driver s cab or remove them completely

Accelerate the truck without load The parking brake must be applied during travel and with the accelerator pedal actuated.

Depending on the condition of the parking brake, the truck will brake hard.

The accelerator signal is switched off as soon as parking brake switch 1S3 actuates. The truck is then only braked by the parking brake without the support of the electrical brake retardation.

An extract from the table of permissible braking distances in accordance with the FEM 4.004 test log book is shown in the following table: 5

1.33

10

2.66

12

3.17

.

-10

164530 [EN]

Parking brake switch 1S3 is located beneath the brake lever in the hood.

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

The parking brake switch is set by loosening the screws and moving the support.

Parking brake switch 1S3 is directly connected to the control processor.

1S3/1

X45/28

1S3/2

X45/27

If the parking brake is actuated, the drive unit is switched off. If the truck is parked on a ramp, it will roll backwards because the electrical brake for holding the truck in place will not operate.

164530 [EN]

-11

-12

164530 [EN]

a

The single-pedal bottom plate is equipped as standard with accelerator 1B1 and horn button 4S1. The bottom plate can be optionally equipped with dead man switch 7S13.

The accelerator is mounted to the bottom plate from below using two stud bolts. Only the accelerator pedal is fed through the bottom plate.

The accelerator comprises an accelerator pedal and a dual-action potentiometer 1B1.

The accelerator pedal is tted on a permanently greased, sealed shaft in the housing and is held in place in its inactive position by a compression spring at the lower end. The driving speed is speci ed by potentiometer 1B1 when the accelerator pedal is pressed.

In trucks manufactured up to and including July 2005, the accelerator pedal is equipped with a one-way potentiometer 1B1 and safety switch 1S16. When the accelerator pedal is actuated, safety switch 1S16 is closed and potentiometer 1B1 is then actuated.

Faulty setting and calibration due to incorrect parameterising The accelerator pedal model with dual-action potentiometer or potentiometer with safety switch must be speci ed in the parameterising. Only then can calibration be executed correctly.

Raise bottom plate sidewards from the left Disconnect plug X16 from the accelerator Lift out bottom plate Loosen the polystop nuts Remove accelerator downwards from oor plate.

164530 [EN]

-1

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction. Parameterising takes place using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console A truck restart must always be carried out after parameterising. Calibration can only be carried out once this process has been completed.

Calibration must always be carried out after the accelerator has been replaced.

To do this, the address A0F2 must be set to the value of 03. The value triggers the action and is not stored in the EEprom.

The travel direction indicator lights in the control processor indicate what actions to take.

There are 3 possibilities: Both drive direction indicator lights ash: Accelerator pedal in inactive position Forwards drive direction indicator light ashes: Actuate the forwards accelerator pedal to the mechanical stop and hold it there until both lights ash.

Once calibration is complete, error messages may be displayed.

Possible causes: Incorrect operation Calibration timeout Value of sensor home position is outside the valid range.

Voltage increase does not lie within the valid range Check the accelerator parameterisation

Calibration must always be carried out after the accelerator has been replaced.

-2

164530 [EN]

To do this, the address A0F2 must be set to the value of 02. The value only triggers the job and is not stored in EEprom.

During calibration, only the transmitter s inactive position is measured. Once calibration is complete, error messages may be displayed.

Possible causes: Incorrect operation Calibration timeout Value of sensor home position is outside the valid range.

Check the accelerator parameterisation

X16/1

Free

X16/2

1B1

C2/sw

Black

Signal C2

X16/3

1B1 1B1

C1/rt C1/C2/ge

Red

Signal C1

X16/4

Yellow

GND accelerator

X16/5

Free

X16/6

4S1

X16/7 X16/8

4S1 1B1

X16/1 X16/2

Horn button Green

Horn button 10-V supply

1S16

Blue

10-V supply

1S16

Black

Signal 1S16

X16/3

1B1

Red

Signal 1B1

X16/4

1B1

Yellow

GND

X16/5

1S16

Green

GND

X16/6

4S1

X16/7

4S1

X16/8

1B1

C1/C2/gn

Horn button Green

Horn button 10-V supply

.

164530 [EN]

-3

Supply voltage

X16/4

X16/8

9.95 10.05

1B1-C1 accelerator not actuated

X16/4

X16/3

4.5 5.5

1B1-C2 accelerator not actuated 1B1-C1 accelerator fully actuated

X16/4

X16/2

4.5 5.5

X16/4

X16/3

7.0 9.0

1B1-C2 accelerator fully actuated

X16/4

X16/2

1.0 3.0

GND breakdown detection

11.5

VCC breakdown detection

0.5

Supply voltage

X16/4

1B1 accelerator not actuated 1B1 accelerator fully actuated

X16/4

X16/3

4.7 5.3

X16/4

X16/3

7.0 9.0

Switch 1S16 not actuated

X16/1

X16/2

Continuous

Switch 1S16 actuated

X16/5

X16/2

Continuous

X16/8

9.95 10.05

GND breakdown detection

11.5

VCC breakdown detection

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 (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 end range of the voltage increase is ignored by the controller (dead travel) Detection of breakdown with corresponding error message

.

-4

164530 [EN]

The dual-pedal bottom plate is equipped with two drive direction-dependent pedals. The pedals are connected to each other mechanically and move in opposing directions. The horn button 4S1 is located in the lift lever in this variant.

Two accelerators are installed underneath the bearing block of the left pedal.

The accelerator consists of two mechanically connected accelerator pedals and two potentiometers 1B3 and 1B4, which work in opposing directions. The driving speed is regulated by the potentiometer when the accelerator pedals are actuated.

Faulty setting and calibration due to incorrect parameterising The accelerator pedal model must be speci ed in the parameterising. Only then can calibration be executed correctly.

1 2

Potentiometer Support

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction. Parameterising takes place using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console A truck restart must always be carried out after parameterising. Calibration can only be carried out once these processes have been completed.

Calibration must always be carried out after the accelerator has been replaced.

164530 [EN]

-5

To do this, the address A0F2 must be set to the value of 03. The value only triggers the job and is not stored in EEprom.

The travel direction indicator lights in the control processor indicate what actions to take.

There are 3 possibilities: Both drive direction indicator lights ash: Accelerator pedal in inactive position Forwards drive direction indicator light ashes: Actuate the forwards accelerator pedal to the mechanical stop and hold it there until both lights ash.

Reverse drive direction indicator light ashes: Actuate the reverse accelerator pedal to the mechanical stop and hold it there until both lights ash.

Once calibration is complete, error messages may be displayed.

Possible causes: Operating error Timeout during calibration process Value of the transmitter s inactive position is outside the valid range Voltage increase does not lie within the valid range Check parameterization of speed controller

X16/1

1B3

Green

10-V supply

X16/2

1B3

Red

Signal 1B3

X16/3

1B4

Red

Signal 1B4

X16/4

1B4

Yellow

GND accelerator

X16/5

1B3

Yellow

GND accelerator

X16/6

Free

-6

164530 [EN]

X16/7

Free

X16/8

1B1

Green

10-V supply

.

Supply voltage

X16/4

X16/8

9.95 10.05

1B4 accelerator not actuated

X16/4

X16/3

4.5 5.5

1B3 accelerator not actuated 1B4 accelerator fully actuated forwards

X16/4

X16/2

4.5 5.5

X16/4

X16/3

7.0 9.0

1B3 accelerator fully actuated forwards

X16/4

X16/2

1.0 3.0

1B4 accelerator fully actuated backwards

X16/4

X16/3

7.0 9.0

1B3 accelerator fully actuated backwards

X16/4

X16/2

1.0 3.0

GND breakdown detection

11.5

VCC breakdown detection

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 (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 end range of the voltage increase is ignored by the controller (dead travel) Detection of breakdown with corresponding error message

.

164530 [EN]

-7

1

2

3

4

The individual hydraulic functions are operated via the hand levers. Each hydraulic function has a separate operating lever.

Like the directional control valve block, the truck is equipped with three or four operating levers according to the truck s hydraulic equipment.

"Lift/lower" operating lever (1) "Tilt" operating lever(2)

5

"Auxiliary hydraulics 1" operating lever(3)

6

"Auxiliary hydraulics 2" operating lever(4) Depending on the truck equipment, the drive direction switch (6) or signal horn button is integrated into the horn button.

In the event of repairs, individual operating levers can be replaced. For spare parts, see the truck spare parts list.

5060_003-107

1 2 3 4 5 6

"Lift/lower" operating lever "Tilt" operating lever "Auxiliary hydraulics 1" operating lever "Auxiliary hydraulics 2" operating lever "5th function" function switch Drive direction switch or horn button

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction. Parameterising takes place using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console A truck restart must always be carried out after parameterising. Calibration can only be carried out once this process has been completed.

Calibration must always take place after the hydraulic sensor has been replaced.

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

Jobs Sensor calibration -8

164530 [EN]

Execute Calibration can also be started by changing the parameters in the control processor. To do this, the address A0F2 must be set to the value of 02.

The value only triggers the job and is not stored in EEprom.

Once calibration is complete, error messages may be displayed.

Possible causes: Operating error Timeout during calibration process Value of the sensor s inactive position is outside the valid range

The joystick controls various operating functions that can be activated by the driver s right hand.

Rocker (1) Horn button (2) Drive direction switch (3, 5) Precision control (zoom) (4) Function key (5) Forward/back Left/right The joystick also contains the following electrical components: integrated evaluating electronics CAN bus controller Emergency switch 7S2

1 2 3 4 5 6 7 8

rocker switch Horn button Forward direction switch Fine-tuning (zoom) Function keys Reverse direction switch Joystick directions of movement Emergency switch 7S2

In the event of repairs, the entire joystick must be replaced. Individual parts are not available.

CAN bus: 250 kBaud Integrated in the truck CAN bus Software: Device detection "I" Protection class: IP 55 Temperature range: -30°C to +85°C

164530 [EN]

-9

Pin 1

CAN Hi

Pin 2

CAN L

Pin 3

24 V

Pin 4

CAN GND

Earth wire at chassis .

The con guration must be parameterised again for all retro tting and conversions related to the accelerator and drive direction. Parameterising takes place using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console A truck restart must always be carried out after parameterising. Calibration can only be carried out once this process has been completed.

The joystick can be calibrated if necessary.

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

Action Joystick calibration Execute .

-10

164530 [EN]

The joystick is used to operate all hydraulic functions and the auxiliary hydraulics for attachments.

The joystick operating functions are only active when the driver is seated, i.e. when the seat contact switch is activated.

Various hydraulic functions can be freely assigned to the individual operating functions of the joystick using parameters.

1 2 3 4 5 6 7 8

Rocker Horn button Forwards travel direction switch Precision control (zoom) Function button Backwards travel direction switch Joystick directions of movement Emergency stop switch 7S2

The allocation in each case can be read from the "Decal information for operation" on the valve cover.

If changes are made to the assignment of the hydraulic functions, the "Decal information for operation" must be modi ed. The decal information labels can be ordered as spare parts.

Activating the precision control button (zoom) at the same time reduces the working speed of all consumers by half.

"Forwards/backwards" standard functions: Lower/lift lift mast.

"Rocker" standard functions: Tilt lift mast forwards/backwards

164530 [EN]

-11

"Left/right" default setting: Operation of swivel device, roller clamp or sideshift, according to choice.

"Simultaneously function key F and left/right" default setting: Operation of fork positioner or bale clamp, according to choice.

"Simultaneously function key F and forwards/backwards" default setting: Operation of fork extension or shovel.

Other settings can be con gured using the diagnostics in the notebook.

The ngertip is an operating device built into the armrest of the driver s seat.

The ngertip controls various operations that can be activated by the driver s right hand.

Lift/lower operating lever (11) Tilt operating lever (10) Operating lever for auxiliary hydraulics 1 or 3rd hydraulic function (9) Operating lever for auxiliary hydraulics 2 or 4th hydraulic function (8) Button for auxiliary hydraulics 3 or 5th hydraulic function (6) Signal horn button (4) Drive direction switch (12) Turn indicator buttons (3, 5) F1 and F2 function keys (1, 2) Emergency off switch (7) Like the directional control valve block, the ngertip is provided with three or four operating

-12

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

F1 function key F2 function key Left turn indicator button Signal horn button Right turn indicator button Auxiliary hydraulics 3 button Emergency off switch Auxiliary hydraulics 2 operating lever Auxiliary hydraulics 1 operating lever Tilt operating lever Lift/lower operating lever Drive direction switch

164530 [EN]

levers according to the hydraulic equipment of the truck.

The assignment of the input channels and axles for hydraulic operation is parameterised using the truck diagnostics in the notebook.

The function keys can be assigned additional electrical installation functions during parameterising.

Switch searchlight on/off using function key F1.

Please remember that the additional electrical installation functions must not be activated twice.

If an additional electrical installation function has been parameterised on one of the function keys in the ngertip, it must be deactivated in the display and operating unit.

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

The ngertip console is provided with three or four operating levers according to the hydraulic equipment of the truck.

CAN bus: 250 kBaud Integrated in the truck CAN bus Software: device ID "I" Protection class: IP 55 Temperature range: -30°C to +85°C

Pin 1

CAN Hi

Pin 2

CAN L

Pin 3

24 V

Pin 4

CAN GND

Earth wire at chassis .

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

164530 [EN]

-13

takes place using the truck diagnostics in the notebook.

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console A truck restart must always be carried out after parameterising.

Calibration is not necessary.

The individual operating functions are assigned to the axles and buttons in the factory. The allocation in each case can be read from the "Decal information for actuation".

Parameterising allows a number of different axle assignments and operating variants. Please remember that the variants depend on the "joystick", " ngertip" and "mini-lever" controls.

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.

The parameterising of axle assignments and operating variants takes place using the truck diagnostics in the notebook.

-14

164530 [EN]

Auxiliary 1

Lifting

Auxiliary 1

Lowering

Lowering

Tilt forwards

Lifting Tilt backwards

Tilt backwards Auxiliary 1

Tilt forwards

Auxiliary 1

.

Lifting Lowering Tilt backwards Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

Lifting Lowering Tilt backwards Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

164530 [EN]

-15

Lifting Lowering Tilt backwards Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

Lifting Lowering Tilt backwards Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

Lifting Lowering Tilt backwards Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 .

-16

164530 [EN]

Lower the fork carriage Tilt back the lift mast to the stop Switch off key switch.

Actuate all operating levers several times up to their end positions

Lower the fork carriage Tilt back the lift mast to the stop Turning on the key switch Press the buttons (1, 2, 3, 4) at the same time

It is not currently possible to "depressurise" the hydraulics in this way.

It is not currently possible to "depressurise" the hydraulics in this way.

1 2 3 4

164530 [EN]

Direction of travel forwards Direction of travel backwards Function button Precision control (zoom)

-17

The emergency off switch is a button push mushroom head that is attached on the right-hand side of the hood, between the seat and the parking brake.

Pressing the emergency off switch deactivates all of the truck s functions. These are switched on again by pulling the emergency off switch upwards.

When the emergency off switch is actuated, a corresponding message appears in the display as soon as the accelerator pedal is actuated and a drive direction has been selected.

The emergency off switch is integrated as a push button on the right within the joystick housing.

Pressing the push button deactivates all of the truck s functions. These are switched on again by pulling the emergency off switch upwards.

The emergency off switch is directly connected to the hydraulic control unit and the pump actuator.

When actuated or opened, the switch interrupts the +24 V supply to both components.

Reaction following actuation of the emergency off switch: Hydraulic control unit locks the hydraulic functions Pump actuator locks the drive unit

When the emergency off switch is actuated, a corresponding message appears in the display as soon as the accelerator pedal is actuated and a drive direction has been selected.

Hydraulic control unit 2A7

-18

2X1/4 2X1/5

Enable emergency off

164530 [EN]

Pump actuator 2A13

X28/1

7S2/3

X28/2

7S2/4

.

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

The key switch is used to switch on the control processor and the supply voltage for the signal horn and the lighting.

The key switch has two positions within 90° in a clockwise direction.

0 = OFF 1 = ON

Battery G1 (+)

Pump actuator X352 F2 X355/1

Key switch S1

Pump actuator

Inverter

X355/2

X151/1

X350/4

.

164530 [EN]

-19

-20

164530 [EN]

a

The keypad is clipped into the plastic panelling to the left of the steering column and includes three membrane switches that are assigned different functions depending on the equipment.

1

Drive programs

2

Front searchlight

3

5

Rear searchlight Front or rear searchlight Rotating beacon

6

Wiper washer

7

Function key

8

Hazard warning system

4

Cycle: 1-2-3-4-51-2 etc.

ON OFF ON

OFF

ON

OFF

ON OFF Continuous operation ON OFF ON OFF for special function ON

OFF

The functions assigned to the buttons are activated one after the other by pressing the buttons several times.

Button 1 is only used for drive programs, regardless of the equipment variant. The assignment cannot be changed.

Buttons 2 and 3 can be used differently for different equipment variants (A, B, C). To do this, the keypads must be equipped with the corresponding front membranes.

164530 [EN]

-1

XK5

X389/1

X45/38

1S14

X389/2

X45/14

Drive program

5S6

X389/3

X45/42

Reserve 6

5S2

X389/4

5S2

X389/5

X355/4 F2 X352/1.2 X355/5

Batt + Reserve

.

The keys are controlled via the inputs of the reserve switch.

Bottom left-hand button Reserve switch 6 Pump actuator reserve switch Bottom right-hand (Toggle 2) button .

-2

164530 [EN]

0C

X45/42

9F

X355/5

The mini-console consists of two parts, which are mounted to the steering column underneath the steering wheel.

The right-hand part (R) is known as a console and is clamped to the steering column with a clip.

The left-hand part (L) is known as a switch and is screwed to the console part from the left-hand side using two screws.

The mini-console is supplied with 24 V from the control processor via the CAN bus.

L R

Switch console

1 2 3 4 5 6 7 8

seat heating Rotating beacon Rear searchlight Front searchlight Wiper washer Position light - headlights Travel direction indicator lights Turn signal indicator light

The console has six membrane switches for switching the additional electrical installation, as well as two indicator lights each for the drive direction and turn indicator.

The functions assigned to the buttons are activated one after the other by pressing the buttons several times.

1

Seat heater Rotating beacon

ON

OFF

2

ON

OFF

3

Rear searchlight

ON

OFF

4

Front searchlight

5 6

ON OFF Press the button brie y: Intermittent continuous OFF Wiper washer Press and hold the button: Washer operation followed by return to previous operating status Parking light driving light Side light driving light OFF

.

164530 [EN]

-3

The switch includes the drive direction switch and turn indicator switch. Both switches work as push buttons, i.e. the levers return to their resting position after actuation.

A B

direction indicator Direction

Left turn indicator Right turn indicator

Switch to the left Switch to the right

Turn indicator OFF

Switches switch halfway in the opposite direction

Forward drive direction

Press switch forward

Reverse drive direction

Pull switches backwards Brie y actuate the switch in the opposite direction

Neutral drive direction .

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

This affects the following components: Single pedal Dual pedal Joystick, ngertip Lift lever Mini-console Parameterising takes place using the truck diagnostics in the notebook.

Park the truck safely.

Turn the key switch OFF. Disconnect the battery male connector.

Remove the cover from the steering wheel.

Loosen nut (SW27).

Remove washer.

Protect the mini-console from being scratched, e.g. by a cleaning cloth.

Remove the steering wheel.

-4

164530 [EN]

Disconnect the mini-console CAN bus connection from either the relay box or the control processor, depending on the equipment.

Disconnect the earth wire.

Remove the three mounting screws (Torx 8 and Phillips) from the cap (6).

1 2 3 4 5 6

console Clamp Cable connection Holder Wear ap

Remove the cap (6) from the switch (5) by pulling it off in an upwards direction.

Disconnect the plug (3) from the switch (5).

Remove the switch (5) by pulling it from the support (4) towards the left.

Unscrew the clip (2) and remove the console (1) from the steering column.

Park the truck safely.

Turn the key switch OFF. Disconnect the battery male connector.

Remove the cover from the steering wheel.

Loosen nut (SW27).

Remove washer.

Remove the steering wheel.

Place the console (1) on the steering column so that the latch is centred on the steering column.

Use four screws to clamp the console (1) to the steering column using a clip (3) and support (4). In doing so, the support must be centred above the latch on the console.

Slide the switch (5) onto the support (4) from the left-hand side.

Connect the plug (3) to the switch (5).

Slide the cap (6) downwards onto the switch (5).

Secure the cap (6) with 4 screws.

Route the CAN bus wire and connect to either the relay box or the control processor, depending on the equipment.

164530 [EN]

-5

Connect the earth wire.

Fit the steering column panelling.

When retro tting the mini-console, a shortened steering column panelling is required.

Fit the steering wheel.

Carry out a function test.

-6

164530 [EN]

1 2 3 4

Field 1-button Field 2-button Arrow button ( - Up) Field 3-button

5 6 7 8

Field 4-button Arrow button ( - Down) ENTER button ESCAPE button

Field 1-button (1)

Activates display eld 1 and 5

Field 2-button (2)

Activates display eld 2 and 6

Arrow button ( - Up) (3)

Scrolls up and counts up, edits

Field 3-button (4)

Activates display eld 3 and 7

Field 4-button (5)

Activates display eld 4 and 8

Arrow button ( - Down) (6)

Scrolls down and counts down, edits ENTER button: switches between display level 1 and 2.

In programming mode: con rmation, YES ESCAPE button: in programming mode: termination, NO

PRG button (7) PRG button (8) .

The control processor is a combination device, consisting of an operating element and a control unit - the actual control processor. The operating

164530 [EN]

-7

element consists of a display, two drive direction lights and eight unlabelled, covered membrane switches.

It is only possible to actuate the membrane switches when the truck is at a standstill and the handbrake has been applied. As soon as the handbrake is released, the display switches automatically from programming mode to the display level 1.

The function of the control processor is described separately.

The selected drive direction is indicated with drive direction lights (arrows) in the control processor.

If the truck is equipped with FleetManager, then the card holder is located on the bottom right of the control processor s operating element. The card reader is integrated in this variant in the control processor.

The control processor is tted as standard in the cold store version. Retro tting is not required.

The display in the operating element of the control processor is an LCD display.

After switching on, PLEASE WAIT appears in the display until the controller is ready for operation. The display then changes automatically to display level 1.

After switching off using the key switch, the display and the controller remain on until the controller has switched off completely following a run-on time of approx. 50 seconds.

Display level 1 is the standard display for the driver. .

.

PROG 1 BATT:100%

12:47 50bar

It is only possible to switch to display level 2 if the truck is at a standstill and the handbrake has been applied. When the handbrake is released, the display switches automatically to display level 1. This means that all displays that the driver

-8

164530 [EN]

requires when driving must be shown in display level 1.

In various situations, the display shows information and error messages in plain text.

1 2 3 4

Field 1-button Field 2-button Arrow button ( - Up) Field 3-button

5 6 7 8

To launch and exit the programming mode, press the ESCAPE button and the ENTER button simultaneously. The display switches immediately to programming level 0, the driver level without a password. Enabled menu items can be selected by scrolling with the Up/Down buttons. Active lines or elds ash or are highlighted in grey.

Field 4-button Arrow button ( - Down) ENTER button ESCAPE button

Launch the programming mode by pressing the ESCAPE button and the ENTER button simultaneously.

LANG. GERMAN appears in the display.

Select the desired menu item by scrolling with the Up/Down button.

Activate eld 2 with the Field 2-button. Activated elds ash.

164530 [EN]

-9

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

.

.

Con rm the new value with the ENTER button.

.

DAY-HR

0.0h/day

PASSWORD LEVEL 1 CODE 0000

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

Every digit must be con rmed individually.

Once this process has been completed, the entire line ashes after con rmation.

.

.

Additional programming may follow.

Exit the programming mode by pressing the ESCAPE button and the ENTER button simultaneously.

.

.

.

.

.

.

Changes take effect in the truck control unit only after the truck has been switched off using the key switch and the entire electrical system has been turned off (the display goes out after approx. 50 seconds). Further options are to disconnect the battery plug or trigger a truck reset in programming mode.

.

.

.

.

.

.

.

.

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

Using the Up/Down button to access menu items: .

.

PASSWORD LEVEL 1 CODE 0000

.

.

.

.

.

Using the Field 2-button, activate eld 2 in order to select the password level Use the Up/Down button to edit and then con rm with the ENTER button Using the Field 4-button, activate eld 4 in order to enter the code Use the Up/Down button to edit and then con rm with the ENTER button

.

.

.

.

.

.

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

.

.

.

.

.

LANG.

GERMAN

.

.

.

TIME

11:17

DATE

23.01.03

.

.

.

DAY-KM

-10

.

CONFIGURATION BATTERY TYPE

LEAD

DISPLAY PROG 1

1

MAX PROGRAMS 5 PROG VMAX,FW

1 12.5km/h

DRIVE MODE

00

HYDRAULICS LIFTING 2400 rpm VERSION SW1

A V0.09

CRASH RESET

NO

LOAD

0kg

RESET RESET

NO

PASSWORD LEVEL NEW CODE XXXX

1

SERVICE IN 990h F-ID 5051001234 ERROR LIST ERROR LIST-1 ERROR LIST-2 ERROR LIST RESET

NO

COUNTER MODE

2

SERVICE ADDR.A000 VALUE ??

PASSWORD LEVEL NEW CODE XXXX PARAMETERING RESET NO

0.0km/day

164530 [EN]

2

VALUE SET

.

.

00004.7h 00000.0h

BATTERY TYPE

CRASH SIMU. NO VALUE

.

.

0

.

LEAD

.

The battery type can be set to any battery.

LEAD CSM GEL SPE GEL SPEC. 1 SPEC. 2 .

DISPLAY PROG1

.

1

.

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

PROG 1 BATT: űűűű BATT: 80% 00124.6h 12:43 09/10/02 0.0km/h 12345km 0.0km/day 0.0h/day SERVICE IN 990h 219 bar ű II < 291 psi 0.0mph

Drive program Fuel tank gauge bar diagram Fuel tank gauge in percent Hour meter Time Date Speed in kilometres per hour Odometer (km) Daily odometer Daily hours meter Hours until next service Pressure control unit reading in bar Steering angle recording Pressure control unit reading in psi Speed in miles per hour

164530 [EN]

-11

Odometer (miles)

12345mi 0.0mi/day EMPTY

Daily trip meter (miles) No display, blank eld

.

.

MAX PROGRAMS

5

The number of drive programs available for the driver is speci ed by changing the value (1 to 5).

Example: value 3 - drive programs 1, 2 and 3 are available for the driver.

To select the maximum number of drive programs, activate eld 2 using the Field 2-button Select the value using the Up/Down button and con rm by pressing the ENTER button

.

.

PROG 1 VMAX,FW

12.5km/h

The drive programs 1 to 5 can be adjusted as necessary for special truck handling.

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

In addition, the drive mode, MODE, and the brake retardation (electric brake booster) can be set individually for each drive program.

To select the drive program, activate eld 1 using the Field 1-button Select the drive program using the Up/Down button and con rm by pressing the ENTER button To select the handling, activate eld 3 using the Field 3-button Select the desired value using the Up/Down button .

.

.

.

.

.

.

.

.

.

VMAX,FW 12.5km/h VMAX,RV 10.0km/h ACCEL,FWD 50% ACCEL,REV 50% DECEL,FWD 50% DECEL,REV 50% REVERSE,F 50% REVERSE,B 50% MODE 1 BRAKE DELAY 60% Con rm the desired handling by pressing the ENTER button

-12

164530 [EN]

To change the handling, activate eld 4 using the Field 4-button Select the value using the Up/Down button and con rm by pressing the ENTER button

Forward speed

12.5

12.5

12.5

12.5

12.5

km/h

0 - 12.5

Reverse speed Acceleration forward/reverse Deceleration forward/reverse Mode (drive mode)

10

10

10

10

10

km/h

0 - 10

50

60

70

80

90

%

10 - 100

50

60

70

80

90

%

10 - 100

0

0

0

0

0

Brake retardation

60

70

80

90

100

0-2 %

25 - 100

.

PROG MODE

.

.

1 0

Mode 0

Speed-controlled

Mode 1

Not used

Mode 2

Not used

Only the speed-controlled drive mode is supported.

DRIVE MODE

.

.

01

This mode is used to con gure the accelerator and the drive direction signal.

Mode 0

Single pedal, drive direction in lift lever

Mode 1

Single pedal, drive direction in joystick

Mode 2

Single pedal, drive direction in mini-console

Mode 3

Single pedal, drive direction in mini-console and lift lever

Mode 4

Single pedal, drive direction in mini-console and joystick

Mode 5

Dual pedal

.

HYDRAULICS LIFTING 3200 rpm

.

.

The speeds of the individual hydraulic functions and the steering can be set in rpm.The hydraulic 164530 [EN]

-13

mode can be used to set which hydraulic function is to be activated.

Standard, power rating increased: 3200 rpm Usually: 2400 rpm Standard value: 500 rpm Value range: 300 ... 2550 rpm Standard value: 500 rpm Value range: 300 ... 2550 rpm Standard value: 2550 rpm Value range: 300 ... 2550 rpm Standard value: 500 rpm Value range: 500 ... 800 rpm Con guration of the hydraulic function. The functions are enabled via the value. To enable several functions, the values are to be added together.

Values are hexadecimal Lifting active 01 Tilting active 02

LIFTING TILTING EXT1 EXT2 STEERING MODE

04

Ext1 active

08

Ext2 active

10

Pressure sensor

20

Solenoid valve for lift cut out Hydraulic control unit (joystick)

40

Steering oil pressure switch 80 Lifting, tilting and ext 1 are active Values in hex: 01 + 02 + 04 = 07

EXAMPLE .

.

.

VERSION SW1

A V0.03

The hardware (HW) and software (SW) versions of the different control units can be read out via the control processor display.

The device detection is shown in eld 2 Activate eld 2 and use the Up button to change the device detection from A to Z Con rm changes with the ENTER button or cancel the process with the ESCAPE button Field 4 will show the version after a short time Activate eld 3 and use the Up button to scroll through the version types.

Use the ESCAPE button or the ENTER button to leave the version selection.

-14

164530 [EN]

If a device or a version is unknown, the hardware or software version V??? is displayed .

For information about device detection and read-out options of the different control units, see the RX50 workshop manual.

LOAD

.

0kg

Load measurement is provided for statistical evaluation only in variants with Fleet Manager. A load weighing mechanism is not tted!

RESET RESET

-

.

.

NO

A complete restart of the electrical system is called Truck Reset. A Truck Reset is necessary in order to activate parameter changes in the control processor.

Activate eld 2 and use the Up button to set the device detection to A. Con rm changes with the ENTER button.

Activate eld 4 and use the Up button to set to YES. Pressing the ENTER button resets the electrical system.

It is only possible to reset the electrical system if the device detection has been set to A.

PASSWORD LEVEL NEW CODE XXXX

.

1

.

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

SERVICE IN 990h F-ID 5051001234

.

.

164530 [EN]

-15

The time interval until the next service can be set in the upper line. The maximum value is 990 hours. The set number of hours counts down from the setting on the hour meter.

Once the service interval has passed, the following message appears in the display for the driver: .

SERVICE REQUIRED!

The truck s serial number is displayed in the lower line: .

.

F-ID

5051001234

ERROR LIST

In diagnostic mode, different error lists can be read out. Details are given in the separate error list.

.

COUNTER MODE

2

The counter mode is used to establish the starting conditions for the hour meter.

Mode 0 Mode 1 Mode 2 Mode 4

The meter starts counting when the key switch or the hazard warning system is switched on Counter starts when the key switch is switched on Counter starts when the traction motor or pump motor is running Counter starts when the driver is seated

.

.

.

SERVICE ADDR.A000 VALUE ??

Parameters for the truck, lighting and additional electrical installations can be changed via the service addresses.

.

.

PASSWORD LEVEL NEW CODE XXXX

2

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

-16

164530 [EN]

VALUE SET

.

.

00013.9h 00000.0h

The control processor has two independent hour meters. The starting conditions for both hour meters are established via the counter mode.

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

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

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

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

Activate eld 4, the rst decade digit ashes.

Edit using the Up button and con rm with the ENTER key.

The cursor moves to the next position.

Repeat the process until all positions have been con rmed once.

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

CRASH SIMU. NO VALUE

.

.

0

Function check of the acceleration sensor in trucks tted with FleetManager and an accident recorder. Details are given in the separate FleetManager manual.

164530 [EN]

-17

-18

164530 [EN]

a

Digital controller

Control electronics Traction controller

Speed-regulated, 4-quadrant, three-phase AC inverter

Pump controller

Speed-regulated, 1-quadrant, direct DC inverter Dual-action potentiometer, 4 k each

Accelerator Brake sensor for electric braking

Until July 2005: One-way 4-k potentiometer and safety switch 4-k potentiometer

Transmitter, hydraulics

Electric displacement transducer

Speed Nominal voltage

Max. 12.5 km/h Can be adjusted via 5 drive programs 24 V

Traction motor revolution control

Control processor

FM traction motor

Traction against block

520-A phase current Gradually set to 80 A after 30 sec

HM pump motor

Tilt against overpressure

600 A

Regulation in the event of overtemperature

From xxx A effective to 0 A

Regulation in the event of overtemperature

From xxx A effective to 180 A

12 V (switched) 2-pin coil Contacts: can be replaced Contact material: silver alloy 24 V (255-

coil) K1, K2 See chapter "Fuses"

24 V/500 Ah 5051 24 V/700 Ah 5053 24 V/800 Ah 5054, 5055

Electrical system Electrical equipment Traction battery

Min. 1000 /Volt ≈ > 24 k Min. 1000 /Volt ≈ > 24 k Min. 1000

164530 [EN]

-1

Electrical system

IP 23, incl. cover IP 54

Electrical equipment

Traction motor: IP 54 Pump motor: IP 20

.

All devices (collective code)

Control processor A09

Traction inverter 1U06 Hydraulic control unit 2A7 Servo hydraulics special equipment Joystick, ngertip Servo hydraulics special equipment Monitoring processor (component of the control processor) Mini-console Rear distributor plate (add-on plate) Relay box Acceleration sensor (CS) FleetManager special equipment Pump actuator 2A13

Read out of A and X error list Software version Own error codes Parameter Truck reset Read out of A, E and K error codes Error list reset Software version Own error codes Software version Own error codes Parameter Read out of H error codes Error list reset Software version Error codes are integrated into H error codes Software version Software version Own error codes Not speci ed Not speci ed Software version Software version Own error codes Read out of X error codes Error list reset

.

-2

164530 [EN]

1 2 3

Key switch

4 5

Parking brake

6 7

Seat contact switch, buckle switch Traction motor, rev sensor, temperature sensor

9

Keypad

10

Accelerator

11 13 14

Brake sensor Pump motor, rev sensor, temperature sensor, carbon brush monitoring Control unit with pump actuator, main contactor, fuses

12

Horn button Steering motor, steering angle sensor

15

Lift lever with drive direction switch Control processor with display and buttons, diagnostic connector Inverter, fuses

Fan for pump motor (variant) The supply and operation of electrical additional consumers takes place via the following components.

8 13

Mini-console Rear distributor plate (add-on) Relay plate Front distributor plate with K1 and K2 relays

164530 [EN]

-3

There are three different equipment variants for electrical additional consumers. The standard keypad must be replaced by a variant-speci c keypad depending on the equipment.

A

Directly connected to a 24-volt operating voltage Signal transmitter Front distributor plate with K1 and K2 relays

A

Signal transmitter, front searchlight, wiper Signal transmitter, front searchlight, 5th hydraulic function

B

Rear distributor plate (add-on) Rear searchlight, rotating beacon, brake light Front distributor plate, rear distributor plate (add-on)

B

Rear searchlight, rotating beacon, brake light Wiper, washer, front searchlight Mini-console, front distributor plate, rear distributor plate (add-on)

B

Rear searchlight, rotating beacon, brake light Wiper, washer, front searchlight Seat heater, rear lighting Mini-console, rear distributor plate (add-on), relay plate

C

Normal lighting, wiper, washer StVZO (Road Traf c Licensing Regulations) lighting, wiper, washer

.

The truck is equipped with a rear-wheel drive and is driven by a speed-controlled asynchronous motor. A 24-volt inverter supplies the traction motor.

The hydraulic pump is driven by a 4-pin series motor. The pump motor is supplied via the pump actuator.

The control processor supplies all front transmitters and switches with 10 volts and analyses the signals.

The pump actuator supplies the rear transmitters and switches with 12 volts and analyses the signals.

The electrical additional consumers are supplied directly via the 24-volt battery voltage. All additional electrical installation components are electrically isolated to the truck chassis, as the battery is also electrically isolated.

-4

164530 [EN]

164530 [EN]

-5

10 11 12 13 14 15 16 17

Communication CAN bus External 10V power unit Hydraulic sensor accelerator pedal slowdown sensor Evaluation of switch Front distributor plate relay box

10 21 22

Communication CAN bus External 12V power unit, 24V CAN bus Measuring equipment pump motor

23 24 25 26 27 28 29

Phase monitoring U, V, W Power component Steering angle neutral switch Steering angle sensor Precharging of intermediate circuit Contactor control Rear distributor plate (add-on)

10 31 32 33

Communication CAN bus Power supply Traction motor measuring equipment Intermediate circuit

Battery male connector is connected.

Emergency off switch unlocked.

Handbrake applied.

Key switch at ON.

The battery male connector is connected and the key switch is in the ON position. The internal power supply unit in the pump actuator generates the 5-V processor supply and the internal 12-V transmitter voltage.

The pump actuator starts up and carries out a self-check.

A short circuit in one of the 12-V transmitters can damage the internal power supply unit, meaning that the 5-V processor supply is not generated and the pump actuator does not start up.

To nd the defective transmitter, disconnect the transmitters individually and repeat the switch-on process.

As soon as the pump actuator has started up, an enable signal activates the 24-V CAN bus supply.

The control processor is supplied via the 24 V from the CAN bus. The internal power supply unit generates the 10-V transmitter voltage.

The control processor starts up and carries out a self-check.

All monitoring processes and self-checks of the pump actuator and inverter are generally monitored by the control processor, which then grants subsequent approvals.

A safety monitoring device in the pump actuator checks whether the main contactor is open, -6

164530 [EN]

i.e. the contacts of the main contactor do not jam.

After successful safety monitoring, the pump actuator loads the inverter intermediate circuit.

A safety relay is activated in the pump actuator after this has been enabled by the control processor. Relay click can be heard. 24 V is available at the inverter.

Control processor

Pump actuator

X45/9

X392/2

The inverter starts up and carries out a selfcheck.

A second safety relay is activated in the pump actuator after this has been enabled by the control processor. Relay click can be heard.

24 V is available at the main contactor.

Control processor

Pump actuator

X45/10

X392/1

Only now does the main contactor 1K1 close.

The drives are ready.

The drive unit and the hydraulics are now enabled. A prerequisite for this is the status of the handbrake and the seat contact switch.

164530 [EN]

-7

Vmin

12.5 km/h 5 km/h

amax

90%

Standard acceleration in drive program 5

amin

30%

Maximum limit on acceleration due to overtemperature

Imax

100%

Imin

30%

Standard traction motor current Maximum limit on traction motor current via the inverter

T1

127°C

T2

128°C

T3

138°C

T4

148°C

T5

149°C

Vmax

Maximum driving speed in the drive programs Maximum limit on driving speed due to overtemperature

The OVERTEMPERATURE ERROR A5044 error is reset as soon as this temperature has been reached and subsequently fallen below it.

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 active limitation of speed and acceleration.

The OVERTEMPERATURE ERROR A5044 error 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 inverter End of the linear regulation of traction motor current via the inverter

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

-8

164530 [EN]

The inverter analyses the signal from the traction motor temperature sensor and transmits the temperature values to the control processor.

In the control processor, the temperature values are processed in accordance with the TSA characteristic curve.

In the rst stage, a fault is registered at temperature (T3) and limitation of the speed and acceleration begins.

Thanks to linear reduction, the drive is usually able to re-establish temperature management.

If the traction motor temperature drops to value (T1), the fault is cleared and all limitations are removed.

If it is not possible to re-establish 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 control processor sends to the inverter.

From temperature (T5), the motor current is reduced to such an extent that the truck may only be operated in a heavily restricted driving mode.

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

164530 [EN]

-9

Imax

100%

Standard pump motor current

Imin

35%

Maximum limit of pump motor current via the pump actuator

T1

135°C

T2

145°C

T3

160°C

The OVERTEMPERATURE ERROR A5034 error is reset as soon as this temperature has been reached and subsequently fallen below it.

Start of the actual limitation of the pump motor current via the pump actuator The OVERTEMPERATURE ERROR A5034 error is activated The error message re-appears in the display repeatedly.

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

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

The pump actuator evaluates the signals from the pump motor temperature sensor and transmits the temperature values to the control processor.

In the control processor, the temperature values are processed in accordance with the TSA characteristic curve.

If the temperature (T2) is reached, an error is generated and the motor current is reduced linearly. This is accomplished by limiting the setpoint values that the control processor sends to the pump actuator.

-10

164530 [EN]

Thanks to 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 temperature (T3), 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.

Replacement control units can contain software versions that do not match those in the control units that have been left in the truck As a result, the software incompatibility will cause error statuses in the truck.

An approved software ash package must be loaded after any control unit on the truck has been changed. 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 Please see the "STILL Flasher" workshop manual and the "Truck Software Overview" for more information on "software ash packages" and "loading ash packages".

Once a software ash package has been loaded, all transmitters and sensors, as well as the joystick (variant), must be recalibrated.

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

Actions Calibrate the transmitter Execute Calibration of the accelerator; see chapter entitled "Accelerator single pedal dual pedal" 164530 [EN]

-11

In order to calibrate the steering angle sensors when the electrical system is switched on, steer twice from stop to stop.

In versions with servo hydraulics, joystick or ngertip: Connect the notebook to the truck and start the servo hydraulics diagnostics:

Action Calibrate the joystick Execute .

-12

164530 [EN]

The truck parameter set is stored in the control processor (1). In order to prevent a parameter loss, a copy of this parameter set is available in the pump actuator (2).

If a component is replaced, the parameter set copy must be copied from the remaining components.

Parameter loss If the control processor and pump actuator are replaced at the same time, this leads to a parameter loss.

1 2 3

Control processor Pump actuator Inverter

7 8

ENTER button ESCAPE button

A truck parameter set must be loaded via the Notebook in all cases.

The inverter has its own dedicated parameter set that is not affected by parameter management.

The inverter and all other CAN bus participants can be replaced without the need for a parameter copy.

There are two ways of carrying out the copying procedure: Automatic transfer Automatic transfer starts for components that do not have a functioning parameter set. This generally applies to brand-new components and spare parts.

Manual transfer Manual transfer starts for components that have a functioning parameter set. This refers to an indication that the component has already been installed once in a truck.

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

The manual transfer starts with a question in the display D-EEPROM VALID? .This means: "Are the control processor parameters to be used?".

Are the control processor parameters to be used?

Use the control processor parameter: Con rm by pressing the ENTER button (7) Copy the parameter from the control processor to the pump actuator.

Use the pump actuator parameter: Say no by pressing the ESCAPE button (8) Copy the parameter from the pump actuator to the control processor 164530 [EN]

-13

Con rm your answer to the security question ARE YOU SURE? In case of any doubt, the operation can still be interrupted.

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

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 contacts and between the contacts 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 discharge circuit can be designed by the service engineer himself. : 24-V/21-W bulb 2 x connecting cables 2 x banana plugs 2 x crocodile clips

The bulb acts as a fuse against too high residual voltages in the intermediate circuit and can blow in the event of a fault. For this reason, the bulb must be tested before every use.

Test the bulb

Disconnect the battery male connector

-14

164530 [EN]

Connect the contacts of the main contactor with the discharge circuit.

Alternatively, it is also possible to connect the batt+ and batt- connections on the converter to the discharge circuit.

If there is any residual voltage still in the intermediate circuit, the bulb brie y ashes.

Measure the voltage in the intermediate circuit The intermediate circuit is considered discharged when the voltage is less than 11 V. Test the bulb.

Replace the faulty bulb and discharge again.

Insulation testing must generally be carried out before each diagnostic process. Insuf cient insulation values in the truck can lead to unde ned errors that may not be detected via diagnostic processes.

The insulation of the entire truck is tested during this process.

If the event of insuf cient measured values, insulation measurement is to be carried out on the following components in order to ensure that no errors have gone undetected: Traction motor Pump motor Battery

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

Before working on the inverter, rst check the charge state of the intermediate circuit voltage.

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

Follow the correct sequence for removing the inverter.

24 V

50 V/DC

Min. 50 k

> 24 k

48 V

100 V/DC

min. 100 k

> 48 k

80 V

100 V/DC

min. 200 k

> 80 k

.

164530 [EN]

-15

MetraHit Isomultimeter STILL Short-circuit bridge for the battery male connectors on the truck.

Consists of measurement wire and two crocodile clips Discharge circuit; see chapter entitled "Intermediate circuit".

Disconnect the battery male connector.

Attach the short-circuit bridge to the battery male connector on the truck.

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

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

Unlock the emergency off switch.

Switch lock ON

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

-16

164530 [EN]

Connect the positive wire of the measuring device to the short-circuit bridge on the battery male connector.

Connect the negative cable to an area of clean metal on the truck chassis.

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

The measurement must be carried out with both polarities, as many electronic building elements are installed with direction-dependent breakdown characteristics in the controllers.

Connect the negative wire of the measuring device to the short-circuit bridge on the battery male connector.

Connect the positive wire to a clean area of metal on the truck chassis.

Ideally, both measurements should produce the same value. If the values deviate from one another, the lower value is valid for the truck.

The measurements have caused capacities to be created 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 discharge circuit from the main contactor.

Remove the short-circuit bridge from the truck battery male connector.

If, during insulation testing of the entire truck, the insulation values measured were insuf cient, it is a good idea to test the components, drive and pump motor, as well as the battery individually.

164530 [EN]

-17

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

Before working on the inverter, rst check the charge state of the intermediate circuit voltage.

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

Follow the correct sequence for removing the inverter.

The test voltage can destroy electronic components.

Disconnect the electrical connections for all controllers.

Connect temperature sensors to the short circuit plug

Traction motor Pump motor Battery

500 V/DC

U, V, W

Housing

> 24 k

500 V/DC

D1, A1 Battery +, battery -

Housing

> 24 k

Battery tray

> 1000

500 V/DC

.

MetraHit Isomultimeter STILL Including 50 and 100-V measurement range Order no. 0171946 Short circuit plug for the temperature sensors

Disconnect battery connector - De-energise the inverter and also disconnect the power cables and the control cables - De-energise the pump actuator and also disconnect the power cables, connection cables and CAN bus plugs - De-energise the control processor and also disconnect the SAAB plugs and the CAN bus plugs - Connect all the 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 according to the equipment.

-18

164530 [EN]

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

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

Measurement of the windings D2 and A1 of the pump motor 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 volts.

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

Measurement from the battery s positive terminal against the battery tray Measurement from the battery s negative terminal against the battery tray

Connect the power cables and the control cables to the inverter Connect the control cables, connection cables and CAN bus plugs to the pump actuator Connect the SAAB plugs and CAN bus plugs to the control processor Remove the short-circuit plugs from the temperature sensors The connection cables and, if necessary, the CAN bus plugs, must be connected to the components according to the equipment.

164530 [EN]

-19

1 2 3

control computer Converter pump regulator

4 5 6

Hydraulic control unit Joystick, ngertip relay box

The truck is equipped with a CAN bus circuit with a clock speed of 250 kBaud. All CAN buses participants are interconnected via this CAN bus circuit. The CAN bus is electrically isolated to the battery earth for all controllers.

-20

7 8 9 10

mini console Acceleration sensor Rear distributor plate (add-on) CAN-Bus diagnostics connector

a b

CAN-Bus circular connector CAN bus single wires

A faulty 24-V supply (failure, short circuit) leads to malfunctions in the CAN bus. To detect a faulty component, the variable CAN bus participants can be disconnected from the CAN bus one after another.

164530 [EN]

The control unit vo is installed in the counterweight on the right-hand side. The control unit is a compact assembly unit that houses several electrical components in an enclosed plastic compartment with cover.

The control unit consists of the following components: Pump regulator 2A13, if necessary, with rear distributor plate (add-on) Control fuses Main contactor 1K1 Main fuse 2F1 Optional fuses A label is attached to the inside of the plastic covering, showing the location and designation of all plugs and fuses, as well as the tightening torques of the power connections.

164530 [EN]

-21

The fuses are placed underneath the truck in various places.

Control unit vo Main fuse pump regulator Control fuses Fuses for additional electrical consumers pump regulator Control fuses Converter Main fuse converter Front distributor plate Fuses for additional electrical consumers

1 2 3 4 5 6 7 8

F1 F2 F5 F4 F8 Free 9F20 2F1

F1

5A

Signal horn 4H1

Pump actuator

F2

15 A

Pump actuator

F4

20 A Yellow

F5

20 A Yellow

F6

10 A

F7

10 A

F8

15 A Blue

Main fuse in front of S1 24 volt additional electrical installation Front distributor plate Relay box 24 volt additional electrical installation Rear distributor plate (add-on) 24 volt additional electrical installation, K1 24 volt additional electrical installation, K2 Hydraulic control unit

Controlling device

9F20

75 A

Heater supply

Controlling device

2F1

400 A

Pump actuator main fuse

Controlling device

1F2

355 A

Converter main fuse

Converter

Controlling device Controlling device Front distributor plate Front distributor plate

.

-22

164530 [EN]

As main contactor, the contactor 1K1 switches the power supply for the power electronics.

The contactor coil is designed for 12 volt operating voltages and is activated by current control.

It is clamped on its side in the plastic container of the control unit by a stud bolt.

Contactor coil operating voltage

12 V

Coil resistance Switching (parallel) Resistance & diode (in series) Tightening torque Contact pressure (fully actuated)

Approx. 5

Pull-in stroke

1.3 2.7 mm

Approx. 10 1N4001 10+1 Nm

≥ 9.0 Nm

.

Fully actuate the contactor.

Connect the centre of the contacts to the spring balance and load with 9.0 N. Use the hexagon head screw that passes through the contact spring to adjust the contact pressure.

Turn the hexagon head screw clockwise to increase the pressure

The contact spring has a certain amount of friction. When loaded with a pull-down force of 10 10.5 N, this allows the contact pressure to be adjusted correctly if the contact does not close when being introduced slowly, but moves and remains closed when being introduced quickly.

164530 [EN]

-23

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

The horn is mounted in the centre of the running axle in the direction of travel.

The horn button is installed in the bottom plate at the front left-hand side.

To remove the horn button, a screwdriver can be used to lift it out of the bottom plate.

The connecting cable can then be disconnected or attached to the horn button.

4S1 - X16/7 - 4H1 - X356/1 - F2 4S1 - X16/6 - X356/2 - G1 ( )

The position of the horn button and the electrical connections vary depending on the truck s equipment: In the dual-pedal controller, the horn button is integrated in the lift lever instead of the drive direction switch.

In trucks with joystick the horn button is integrated in the joystick.

-24

164530 [EN]

The distributor plate is screwed into the pump actuator with a self tapping screw and is electrically connected via a at ribbon cable plug. The distributor plate is an add-on PCB that is used exclusively in connection with the pump actuator.

Electrical connection to pump regulator: X373

at ribbon cable plug

24 volt battery supply X40 battery + X40 battery Protected via optional fuse F5 In the con guration variants B and C, the distributor plate supplies the additional electrical installation at the rear: X70 warning light X71 rear searchlight X67, X68 rear lighting X101 licence plate lamp X69 seat heater X56, X57 horn in dual-pedal version

Pulse mode prevents a high inrush current with bulbs, thereby increasing potential service life.

Electrical devices that contain inductors (motors, coils, relays) should never be used in pulse mode.

A parameter change switches from "with pulsing" to "without pulsing". + 20 hex + 00 hex

without pulsing with pulsing

X71/1, 3

Rear searchlight

Yes

X70/1

Rotating beacon, warning light

No

X69/1

Seat heater

No

X68/4 and X67/4

Stop light

Yes

X68/3 and X67/3

Reverse light

Yes

01 (02) 22 03 (04) 24 05

X38/1

06

164530 [EN]

-25

Rear right turn indicator Rear right rear light Licence plate lamp

Yes

Rear left turn indicator Rear left rear light

Yes

X67/1 X56/1 and X57/3

Horn in dual-pedal version

No

07

X68/2

08

X68/1, 5 and X101/1

09

X67/2

0A (15) 35 .

The distributor plate (1) is screwed to the righthand side of the chassis via a support. The support must be positioned at the right-hand side of the chassis blade.

1 2

Distributor plate Relay plate

Electrical connection to the control processor: X370 relay activation 10 volt supply Reserve switch control cable 1 4 24 volt battery supply: X371 battery + X372 battery Protected via optional fuse F4 In the con guration variants A, B and C, the distributor plate supplies the additional electrical installation and optional sensor system at the front: X374 wiper motor X373, X376 front searchlight X380 5th hydraulic function X381 removable roof X380, X381 lift mast dual sensor X378 lift limitation X379 dead man switch X379 roller platform

-26

164530 [EN]

Yes Yes

F6

10 A

24 V auxiliary devices, K1

F7

10 A

24 V auxiliary devices, K2

K2 K1

24 V 255 24 V 255

Front searchlight Wiper motor

.

Pulse mode prevents a high inrush current with bulbs, thereby increasing potential service life.

Electrical devices that contain inductors (motors, coils, relays) should never be used in pulse mode.

A parameter change switches from "with pulsing" to "without pulsing". + 20 hex + 00 hex

without pulsing with pulsing

1C (1B) 3B

X375/1, X376/1 X374

(K2) front searchlight (K1) wiper, attachment solenoid valve (5th hydraulic function)

Yes No

.

The relay plate (2) is screwed to the right-hand side of the chassis via a support.

1 2

164530 [EN]

Distributor plate Relay plate

-27

Electrical connection to control computer X75, X76

CAN bus connection

24 volt battery supply: X77 X78

battery + battery -

In the con guration variant C, the relay plate supplies the additional electrical installation and optional sensor system at the front.

X67 X68 X71 X70 X69 X65 X62 X80

front left lighting front right lighting front searchlight searchlight as headlight washer, heating system wiper lift limitation solenoid valve attachments solenoid valve

Pulse mode prevents a high inrush current with bulbs, thereby increasing potential service life.

Electrical devices that contain inductors (motors, coils, relays) should never be used in pulse mode.

A parameter change switches from "with pulsing" to "without pulsing". + 20 hex + 00 hex

without pulsing with pulsing

0B

X71/1, 3

Front searchlight

Yes

0C (0D) 2D (0E) 2E 0F

X70/1, 3

Searchlight as headlight

Yes

X69/3

Heating system

No

X69/1

Washer

No

X68/4 and X67/4

Not occupied

--

10

X68/3 and X67/3

Front side light

Yes

11

X68/2 X68/1, 5 and X81/1

Front right turn indicator

Yes

Front right headlight

Yes

13

X67/2 X67/1

Front left turn indicator Front left headlight

Yes

14

X66/3

Not occupied

X65/3

Wiper

12

18 (19) 39

-28

Yes No

164530 [EN]

(1A) 3A (1F) 3F

X62/1

Lift limitation solenoid valve

No

X80/1

Attachment solenoid valve (5th hydraulic function)

No

.

164530 [EN]

-29

-30

164530 [EN]

a

The control processor is installed in the panelling on the front right of the front structure.

The control processor assumes the task of controlling, regulating, monitoring and enabling in the truck controller.

The individual tasks are listed according to functions: Display and operating functions Button analysis, display Menu navigation, display, parameterising Error management Management of A-error numbers (control processor) Management of E-error numbers (converter) Management of K-error numbers , if necessary (mini-console) Main fuse circuit Parent contactor controller Enabling and blocking of drive unit and hydraulic drive Drive unit Controlling, regulating, monitoring Hydraulic drive Controlling, regulating, monitoring Processing input signals from: Accelerator, brake sensor, hydraulic sensor Drive direction switch All switches in the front of the vehicle Discharge indicator Con guration using parameters Evaluation of the coarse and ne battery voltage provided by the pump actuator, as well as the battery current.

Calculation and display of the battery residual capacity Monitoring and safety concept Evaluation of additional electrical installation Processing of FleetManager data (ODA) Diagnostics, download

164530 [EN]

-1

Saving of truck parameters Parameter backup for the pump actuator 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

1

CAN bus plug

2

Covers CAN bus plug

Buffer battery

3 4

Tab

5

42-pin SAAB plug X45

Earth wire to chassis All standard functions are directly wired for the drive unit 12 volt output voltage for external transmitter and switch

.

If the control processor needs to be changed, there is some information that has to be taken into consideration before removal: The replacement control processor does not usually contain truck parameters The data and parameters are saved in both the control processor and in the pump actuator by means of constant automatic backups.

Before carrying out servicing work, save a copy of the truck parameters on the notebook In trucks that are equipped with the generation 5 converter, certain parameters must be changed

Park the truck safely -2

164530 [EN]

Disconnect the battery male connector Remove the panelling on the right-hand side Release both screw joints and disconnect the electrical connections on the back of the control processor Pull the control processor upwards to take it out of the panelling

Place the control processor into the panelling from above Connect the electrical connections on the back of the control processor and screw in both screw joints tightly Fit the panelling Connect the battery male connector Set key switch S1 to ON The truck parameter set is stored in the control processor. In order to prevent a parameter loss, a copy of this parameter set is available in the pump actuator. If one of the two components is changed, the parameter set must be copied from the remaining component.

Load the parameter copy; see chapter entitled "Parameter management" Load the software ash package and start calibration; see chapter entitled "Software compatibility" Call up the truck series number in the display to check that the correct parameters have been loaded Delete the error memory Carry out a function test

A123

Old value + 04 04

A116

04

A117

10

A123

00

A116

00

A117

00

The value 04 hexadecimal must be added to the value in this address Standard truck

Standard truck

.

164530 [EN]

-3

The pump motor is activated via the pump actuator. The pump actuator (B) is screwed to the counterweight via a heat sink and is protected by the control unit panelling.

The pump actuator assumes the following tasks in the truck control unit: Precharging of the converter intermediate circuit Main fuse circuit downstream of control computer Control of main contactor 1K1 Control of power supply for complete electrical installation Monitoring of phases U, V, W. Control of hydraulic drive power component battery discharge indicator The pump regulator measures internally the battery voltage on the intermediate circuit.

Using correction parameters (adjustment values), the voltage is determined as ne battery voltage and forwarded to the control processor.

The measured value can not be traced outside of service. horn Processing of input signals from: Brushes, temperature sensor, speed sensor HM Rear lights All switches in the rear truck area Parameter backup for the control processor

24 V -600 A

The pump regulator is at 24 V battery voltage.

The internal power unit delivers two voltages: 24V (against chassis) supply voltage for the CAN bus.

12V (against battery ground) for all switches and sensors in the rear truck area.

-4

164530 [EN]

(1) (2) (3)

2 disc springs in the same direction 2 packages each in the opposite direction 2 disc springs in the same direction

Heat sink on counterweight Screw M10 x 30, DIN 912 Power cable stud bolt Nut M8 Conical spring washer

34 Nm 10 Nm

.

The pump actuator monitors its temperature balance by means of an internal temperature sensor. If the temperature exceeds a critical value, the pump 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.

For further information about temperature monitoring, see the chapter entitled "Temperature monitoring"

T1

80°C

T2

125°C

T3

126°C

The OVERTEMPERATURE ERROR X2004 error is reset as soon as this temperature is reached and when the temperature falls below this temperature.

Start of the actual limitation of the pump motor current via the converter The OVERTEMPERATURE ERROR X2004 error is activated.

The error message re-appears in the display repeatedly.

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

.

164530 [EN]

-5

Park the truck safely.

Disconnect the battery male connector.

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

Remove cover and front compartment panelling

Insulating tongue may brake off.

Exercise caution.

Disconnect all connectors and plugs, mark if necessary Remove the distributor plate (add-on) if necessary Lift pump actuator out of the plastic compartment

Do not damage the pump actuator cooling surface.

The pump actuator may be glued rmly to the rear weight with the heat-conducting paste. Carefully raise the pump actuator using a screwdriver.

Remove all of the heat-conducting paste residue

Overheating will damage the pump actuator!

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

Check tightening torques and mounting elements.

Before installation, check whether the bottom plate of the pump actuator lies ush on the cooling surface.

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

Risk of short circuit in the motor wiring!

The cable shoes of the motor cables must not come into contact with the conductor rails.

-6

164530 [EN]

Position the pump actuator on the contact surface in the counterweight Combine two disc springs (1, 3) in parallel to form a packet, and combine two packets (2) in alternate directions, then tighten with a socket head screw.

Screw in the power cables evenly, max. screw length

Install horn ground connection.

Heed the reworking of the horn ground connection!

If necessary, mount the distributor plate (add-on) Connect all plugs

CAN bus connection can be overwound.

Only tighten the CAN bus connection lightly and do not apply shear forces by tying cable ties too tightly.

Set lock switch S1 to ON The PLEASE WAIT message appears on the control computer display All of the parameter information from the control processor is transmitted to the pump actuator.

This is followed by an automatic reset.

The pump regulator is now ready to operate.

If a pump actuator that already has a valid parameter set has been installed, proceed as follows: Set lock switch S1 to ON The truck parameter set is stored in the control processor. In order to prevent a parameter loss, a copy of this parameter set is available in the pump actuator. If one of the two components is changed, the parameter set must be copied from the remaining component.

Load the copying parameters; see chapter entitled "Parameter management" Load software ash package and start calibration; see chapter entitled "Software compatibility" Call up the truck serial number in the display to check that the correct parameters have been loaded Delete the error memory.

Carry out a function test.

164530 [EN]

-7

All trucks must be checked to ensure that the earth wire is present and reconditioning has been carried out as required.

Route the wire for the horn earth from connection X356:2 to 2A13:2 Contacting achieved via a double stop on the cable shoe to ensure that too many cable shoes are not tted onto stop 2A13:2

If reconditioning was not carried out after replacing the pump actuator, the signal horn does not work.

-8

164530 [EN]

The traction motor is controlled by an converter (A). The converter is screwed to the counterweight via a heat sink and is protected by panelling.

The converter assumes the following tasks in the truck control unit: Controlling and regulating the traction motor Rev counting Measuring and monitoring the temperature Communicating with the control processor

The converter component has been changed, but its function within the truck control unit is identical.

Generation 3 converter until December 2004 and subsequently as a spare part Generation 5 converter from January 2005 The inverters are not interchangeable

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 cleared and the reduction cancelled.

For further information about temperature monitoring, see the chapter entitled "Temperature monitoring"

T1

75 °C

T3

80°C

T4

90°C

T5

115°C

The OVERTEMPERATURE ERROR E2004 error is reset as soon as this temperature has been reached and when the temperature falls below this temperature.

Start of actual limitation of speed and acceleration The OVERTEMPERATURE ERROR E2004 error 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 the traction motor current via the converter.

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

.

164530 [EN]

-9

AC SuperDrive 2411 24 V 550 A

B

battery terminal

+

+ battery terminal

B+

Support pin for fuse 1F2

U

Traction motor eld connection

V

Traction motor eld connection

W

Traction motor eld connection X151 Control wiring harness X12

Rev sensor

X13

Temperature sensor

Pin 1

Key switch input

Pin 2

Free Rev sensor power supply (12 V/50 mA) GND for rev sensor/temperature sensor Rev sensor track B

Pin 3 Pin 4 Pin 5 Pin 6 Pin 7

Rev sensor track A Engine temperature sensor input

Pin 8

Free

Pin 9

Free CAN high connection

Pin 10 Pin 11 Pin 12

CAN low connection CAN terminating resistor

Pin 13

CAN GND

.

A ferrite core must be placed between the pump actuator and the converter in the wiring harness to ensure that the CAN-bus lines work perfectly Wind CAN bus lines X151/10, X151/11 and X151/13 into a loop. To do this, the corrugated tubing may have to be shortened by 100 mm Place the ferrite core next to the loop and clip together rmly Firmly attach the ferrite core to the power cable using cable ties

-10

164530 [EN]

The converter signals its internal status via the LED: LED constantly on: The converter is working perfectly.

LED off: No supply from pump regulator (faulty) Converter is inoperable/defective: LED blinking: Error status Converter in inactive status An error code is displayed via the console

AC SuperDrive ACS 2415 675C 24 V 550 A

B +

battery terminal + battery terminal Support pin for fuse 1F2

U

Traction motor eld connection

V

Traction motor eld connection

W

Traction motor eld connection X151 Control wiring harness X12 X13

Rev sensor Temperature sensor

Pin 1

Key switch input

Pin 2

Free Rev sensor power supply (12 V/50 mA)

Pin 3 Pin 4

GND for rev sensor

Pin 5

Phase rev track B

Pin 6

Phase rev track A

Pin 7

Free

Pin 8

CAN GND CAN terminating resistor Bridge to pin 22

Pin 9 Pins 10 14 Pin 15

Free CAN low connection Internal bridge with terminating resistor to pin 9

164530 [EN]

-11

Pin 16

Engine temperature sensor input

Pin 17 Pins 18 21

GND for temperature sensor

Pin 22 Pin 23

Free Bridge to pin 9 Internal bridge to pin 23 CAN high connection

.

A ferrite core must be placed between the pump actuator and the converter in the wiring harness to ensure that the CAN-bus lines work perfectly.

Wind the CAN-bus lines X151/8, X151/15 and X151/23 into a loop Place the ferrite core next to the loop and clip together rmly Firmly attach the ferrite core to the power cables using cable ties

The converter signals its internal status via the LED: LED continually on: The converter is working perfectly.

LED rapidly blinking (10Hz): The converter has detected a serious error The converter shuts down power, the traction motor has zero torque An error code is displayed in the error memory, e.g. excess current, short circuit or CAN-bus error LED slowly blinking (1Hz): The converter has detected a less serious error In the case of some errors, the converter reduces the power rating as long as the error is present, e.g. in the event of an overtemperature Once the error is reset, the converter goes to normal mode

-12

164530 [EN]

The generation 3 and generation 5 converter types cannot replace each other, as various components are not compatible.

Threaded holes in the counterweight Wiring

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

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

Discharge the intermediate circuit.

Work carefully to ensure that no parts fall into the electrical system.

The wiring in the images may differ in appearance from the actual condition of the wiring in the truck The wiring is dependent on the converter type Park the truck safely Disconnect the battery male connector Remove the cover from the counterweight Remove the converter panelling Discharge the intermediate circuit, see chapter "Intermediate circuit" Disconnect the plugs X12, X13 and X151 Disconnect the three phases U, V and W Disconnect the connections B- and B + Undo the four mounting screws Remove the converters

164530 [EN]

-13

Clean the contact surfaces of the converters and counterweight of all heat-conducting paste residues

Work carefully to ensure that no parts fall into the electrical system The wiring in the images may differ in appearance from the actual condition of the wiring in the truck The wiring, mounting elements and tightening torques are dependent on the converter type

Converters are destroyed by overheating!

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

Check the tightening torques and mounting elements.

Before installation, check whether the bottom plate of the converter lies ush on the contact surfaces in the counterweight.

Apply a thin layer (approx. 0.5 mm) of heatconducting paste evenly over the contact surfaces of the converter and counterweight Combine two disc springs (1, 3) in parallel to form a packet, and combine each two packets (2) in alternate directions, then tighten with a socket head screw

Tightly screw in the power connection cable shoes with a spacer bush (green), washer (blue) and disc spring (red) Connect the three phases U, V and W Connect the connections B- and B + Connect plugs X12, X13 and X151 Route the wiring including the ferrite core Install the converter panelling Install the counterweight cover Connect the battery male connector Set key switch S1 to ON

-14

164530 [EN]

Load software ash package and start calibration; see the chapter entitled "Software compatibility" Check parameters; see the section entitled "Parameters for the converter" Delete the error memory Carry out a function test

A123

Old value + 04 04

A116

04

A117

10

A123

00

A116

00

A117

00

The value 04 hexadecimal must be added to the value in this address Standard truck

Standard truck

.

164530 [EN]

-15

The hydraulics control unit 2A7 is installed in trucks with the servo hydraulics variant.

The hydraulics control unit performs the following tasks: Analysis of the operating device, joystick and ngertip Activation of the release valve Activation of the individual solenoid coils of the directional control valve Speed setpoint for the pump motor Enable emergency off switch

1 2 3

SAAB plug 2X1 CAN bus to control processor CAN bus to relay box

Direct wiring of all control cables for the hydraulics 2X1

42-pin SAAB plug

24-volt supply voltage CAN bus over 250 kBd

CAN bus plug

Earth wire at chassis Connection to the control processor

CAN bus plug

Connection to the relay box

.

The control unit is screwed onto the valve block holder via a support and is protected by a plastic covering.

Disconnect the battery male connector Open the plastic covering.

Unfasten the two M8 screws.

Remove the hydraulic control unit with the support by pulling upwards.

Insert the hydraulic control unit with the support from above and screw in the two M8 screws tightly.

Close the plastic covering.

Connect the battery male connector Set key switch S1 to ON

-16

164530 [EN]

The parameter set is not stored in one of the other controllers as a copy. Therefore, parameter adjustment does not start automatically.

Truck-speci c parameters must be input manually using the diagnostics in the notebook.

164530 [EN]

-17

-18

164530 [EN]

a

The acid density of a full, charged battery is 1.28 1.30 kg/l.

The acid density decreases as the battery discharges. When discharged, the acid density must not fall below 1.14 kg/l.

PzS (normal)

1.27 kg/l < 1.14 kg/l

PzSH (performance-enhanced) Increased acid density

1.29 kg/l < 1.14 kg/l

100% 80% (deep-discharged) 100% 80% (deep-discharged)

The acid density is tested using an acid siphon.

The acid density can be read off directly on the oat (areometer).

After charging, 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, measurements must only be taken approx. 30 minutes after charging is complete.

The acid level ( lling quantity) of the battery must be checked at regular intervals. Once the minimum mark has been reached, only top up with distilled water.

The maximum battery capacity is only reached with an optimum temperature of 27 30°C.

164530 [EN]

-1

A decrease in temperature reduces the battery capacity by 1% for every 1°C. At a temperature of 0°C, the battery undergoes a 27% drop in capacity, i.e. there is only 73% of the maximum capacity available.

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

This is known as permanent or hard sulphation.

Permanent sulphation can be detected by the discolouration of the plates. The positive plates become 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 sulphated battery: Frequent deep discharging Full charged incorrectly Charging current too low Frequent intermediate charging

People talk of a starved battery if the recovery phase until the open-circuit voltage is reached is too long after charging. The battery becomes inactive which leads to incorrect values in the discharge indicator.

When switching on a fully charged battery (i.e. of unloaded), it must have an at least 2.1 V/cell, which corresponds to a of approx.100%.

The open-circuit 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 . When the battery is discharged below the discharge limit, this is called .

To avoid deep discharging, the nal discharging voltage is restricted by parameterisation of the . If the cut-off threshold is reached, restriction of the hydraulics can be activated through parameterisation.

Before the cut-off threshold is reached, it is possible to determine the residual charge still . A ashing available via the -2

164530 [EN]

battery indicator activates an alarm indicating the level of residual charge left.

see also Chapter "Discharge Indicator"

The battery plug device has two parts: Device plug X1 (socket section) Device plug X2 (pin section) The appliance plug (X1) is equipped with a handle and is connected rmly to the battery via contact bushes. It is simultaneously used as a charging plug to charge the battery. The driver can reach the plug at any time with his left hand and disconnect it in the event of danger.

The appliance plug (X2) is attached to the front, left battery compartment wall of the truck using contact pins.

In case of danger battery connector X1 is used as an emergency stop switch.

Batt. (+) - 1K1 - 2F1 - 2A13 Batt. (+) - 1K1 - 1F2 - 1U06 Batt. (-) - 2A13

Each plug device must be equipped with an encoder, which ensures that a male connector can only be inserted into a female connector with the same operating voltage.

Both halves of the plug are equipped with an encoder between the contacts for this very purpose. The coded, rated operating voltage is visible in the housing section of the battery male connectors.

Further encoders are available to correctly assign battery chargers to the appropriate battery technology with uid (wet) or xed and locked (gel) electrolytes.

Plug connections can be optionally equipped with pilot contacts or auxiliary contacts.

164530 [EN]

-3

Pilot contacts are used to protect against the battery plug connection being improperly disconnected from the battery charger when the battery is being charged.

The pilot contact ensures that the charging current is switched off at the battery charger before the plug main contacts are disconnected completely.

A prerequisite for this is the corresponding battery charger equipment.

Plug connections can be equipped with integrated ventilation for batteries with electrolyte circulation. The ventilation design is manufacturer-speci c and is therefore incompatible with different plug versions. The ventilation units are not currently standardised.

The equipment comes in the following combinations: Plug / socket Plug / socket with 2 pilot contacts Plug / socket with air duct Plug / socket with air duct and 2 auxiliary contacts Plug / socket with 2 pilot contacts and 2 auxiliary contacts

The control processor display shows battery charging as either 10 bars or as a percentage.

At 20% residual battery charge or two bars, the display starts to ash.

At 0% residual battery charge or no bars, restriction of the hydraulics is activated.

-4

164530 [EN]

The diagram shows the proportion of battery capacity that is available for use, and the proportion that is processed by the discharge indicator.

(A) = 100% rated battery capacity (B) = 100% of the available battery charge, equivalent to approx. 80% of nominal battery capacity. The display shows battery charging as either 10 bars or as a percentage.

(C) = approx. 20% of the battery s residual capacity, which is not available. This protects the battery from becoming completely discharged.

(D) = The available residual charge in the battery, indicated by a ashing battery indicator in the display.

(X) = Cut-off threshold, a con gurable value that determines the discharge limit and activates hydraulic limitation. Valid value range: 1.83 2.00 Volt per cell; default 1.94 Volt per cell.

A B C D X Y

Battery rated capacity Available battery charge Residual battery capacity Available residual battery charge Turn-off threshold Warning threshold

(Y) = Warning threshold, a con gurable value which indicates the residual charge by means of a ashing battery indicator. Valid value range: 0 100%; default 20%.

The discharge indicator depends in mainly on three measuring or calculating procedures: Discharge measurement (voltage measurement) Calculating the charge drawn Idling measurement These measuring procedures cannot be affected by parameterisation.

The pump actuator measures the battery voltage internally at the intermediate circuit. Using correction parameters (speci ed adjustment values), the voltage is determined there as battery ne voltage. This internally measured value cannot be measured by the service technicians.

The battery ne voltage is transmitted to the control processor. The control processor processes this value in accordance with the parameters and subsequently calculates the residual battery charge shown on the display.

The battery s recovery phase plays a key role in the initial measurement. The measurement is optimised for short battery recovery phases. An older battery can become more inactive, which

164530 [EN]

-5

increases the recovery phases. In the interests of safety, the lower value of the cell voltage can be adjusted during the initial measurement by means of parameterisation.

The mandatory default value is 1.97 Volt per cell.

(Valid value range: 1.95 2.05 V). If this address is not parameterised or incorrectly parameterised, an error message will appear.

A permanent external load (e.g. heating system for cold store application) can only be mathematically compensated via a parameter setting, as the real battery current is not measured by the controller. It is therefore important that the load is permanently active. If this load is not permanently active, the discharge indicator would infer an incorrect residual capacity.

0D3

Battery type

Lead

00

0D4

Battery capacity

600 Ah

3C

0D5

Warning threshold

20%

14

0D6

1.94 V/cell

C2

0D8

Cut-off threshold Nominal voltage

30

0D9

External load (e.g. heating system)

0DA

Lower cell voltage point at the start voltage

24 V 0 25000 W 0 25 1.97

.

A roller platform can be installed in the battery compartment, so that the battery can be removed from the chassis sideways without the need for a crane system.

To guarantee that the battery does not move sideways during operation, the battery is locked in place by a support.

The position of the support is monitored via a safety switch. If the battery is not locked, the switch is open and drive mode is therefore not enabled.

.

-6

164530 [EN]

00 19 C5

Reserve switch 4 controls the switch.

Insert plug E24 to X379

Stop truck function: Address 08D to value 95h

The battery lock (support) is bent in such a way that the switch does not switch: truck running jerkily truck does not run No error message in the display

164530 [EN]

-7

-8

164530 [EN]

a

Gear pump Anticlockwise rotation direction 11 cm3 per revolution 2 x socket head screw 56 +4 Nm 2 x socket head screw M6 x 20, 8.8, ISO 4762 Suction ange 2 x socket head screw M6 x 50, 8.8, ISO 4762 10 Nm 4 x socket head screw M6 x 35, 8.8, ISO 4762 10 Nm Priority valve LS: 45 Nm EF: 100 Nm CF: 100 Nm

Hydraulic pump

Capacity, total lling quantity with auxiliary hydraulics

19.75 litres

Hydraulic oil

Quality as per DIN 51524/Part 2 HVLP 68 or ISO VG 68

Steering

500rpm

Auxiliary hydraulics

See the chapter entitled "Auxiliary hydraulics"

Lifting Tilting

3200 rpm with bypass (from week 45/2004) Nominal lift < 3500 mm 600 rpm Nominal lift 3500 5000 mm 600 rpm Nominal lift > 5000 mm 500rpm

Lifting

without bypass (until week 45/2004) 550 rpm 500rpm 500rpm

3200 rpm

Tilting Nominal lift < 3500 mm 600 rpm Nominal lift 3500 5000 mm 500 rpm Nominal lift > 5000 mm 500 rpm .

Degree of ltration Triggering pressure Maintenance interval

20 µm absolute bypass valve

0.25 ±0.05 bar 3000 h or 2 years

164530 [EN]

-1

Degree of ltration

7 µm absolute

Maintenance interval

3000 h or 2 years

Degree of ltration

12 µm absolute

Maintenance interval

3000 h or 2 years Only used in the servo hydraulics variant!

.

min

0.28

0.28

max

0.35

0.35

0.36

0.35

0.36

min

0.27

0.27

0.28

0.27

0.28

max

0.34

0.34

0.35

0.34

0.35

min max

0.26

0.24

0.25

0.24

0.25

0.33

0.31

0.32

0.31

0.32

min

0.26

0.24

0.25

0.24

0.25

max

0.29

0.33 0.31 0.32 0.31 Maximum permissible single value from lift 1 and lift 2 = 0.6 m/s

Lift 1: Middle cylinder is extended.

Lift 2: Outer cylinder is extended.

For NiHo and triple masts, the mean value of the speeds measured for Lift 1 and Lift 2 is the authoritative value.

The maximum permissible individual value from lift 1 and lift 2 must not be exceeded.

Speeds must be measured at operating temperature.

Special equipment tted to trucks may result in diverging values.

-2

0.28

164530 [EN]

0.29

0.32

3500 3500

5000

5000

3500 3500 5000

5000

Min.

1.1

1.3

1.5

1.7

1.9

Max.

1.7

2.0

2.3

2.6

3.0

Min.

1.7

2.0

2.3

2.6

3.0

Max.

2.8

3.3

3.9

4.4

5.0

Min.

2.8

3.3

3.9

4.4

5.0

Max.

4.3

5.2

6.1

6.9

7.8

Min.

1.3

1.5

1.8

2.0

2.3

Max.

2.0

2.4

2.8

3.2

3.6

Min.

2.0

2.4

2.8

3.2

3.6

Max.

3.3

3.9

4.6

5.2

5.9

Min.

3.3

3.9

4.6

5.2

5.9

Max.

5.3

6.3

7.3

8.3

9.4

Measurement must be performed over the entire tilt range Speeds must be measured at operating temperature For oil temperatures > 50°C, the permissible deviation from the table values is +20%

Operating error!

With the simultaneous actuation of more than one valve function, higher tilt speeds may occur.

0.60 m/s

Single value from lift 1 and lift 2

0.41 m/s

Mean value from lift 1 and lift 2

Lift 1: Middle cylinder is extended.

Lift 2: Outer cylinder is extended.

Speeds must be measured at operating temperature.

164530 [EN]

-3

The maximum lowering speed of 0.60 m/s should not be exceeded!

Do not adjust settings on lowering brakes.

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 .

-4

164530 [EN]

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.

164530 [EN]

-5

1 2 3 4 5 6 7 8 9 10

Directional control valve block Lift jack Hydraulic tank Intake lter Steering motor Steering unit Priority valve gear pump Tilt cylinder attachment

A B

Connection tilt/addition Connection tilt/addition

The gear pump (8) transports the hydraulic oil from the tank (3) to the priority valve (7) via the intake lter (4). The priority valve is angemounted onto the hydraulic pump.

In the priority valve, the oil volume required for steering is taken via connection (CF) and

-6

P H R

Connection pump Connection lift Return ow tank

L R LS T P

Connection steering motor Connection steering motor Control signal Return ow tank Connection pump

LS EF CF

Control signal Connection directional control valve Connection steering unit

distributed to connection ( P) of the steering unit (6).

Depending on the steering movement, the corresponding oil volume is fed to the steering motor (5) via steering unit connections (L) and (R).

The oil that is not needed for steering ows back into the tank (3) via connection (T).

164530 [EN]

The remaining oil is piped to connection (P) of the directional control valve block (1) via priority valve connection (EF).

If a valve spool is only actuated (moved) slightly, the oil ows with a low circulation pressure through the directional control valve block via connection (R) and back into the tank.

Upon further actuation, an oil volume corresponding to the extent that the valve spool is moved is fed to the lift cylinder (2) via connection (H), as

well as to the tilt cylinders (9) via connections (A) and (B). Depending on equipment, an attachment (10) is supplied via the auxiliary hydraulics.

Components that are unintentionally set in motion may cause injuries to persons!

For reasons of safety, completely lower the fork carriage, tilt the lift mast forwards to the stop and disconnect the battery male connector before performing any assembly operations on the hydraulic systems!

The hydraulic tank (1) is a welded component built crosswise into the chassis in front of the battery compartment.

The return pipes (4) and (5) are screwed to the tank by means of the tensioned cover (3) and mounting screw (2). Sealing rings (6) are used for sealing.

1 2 3 4 5 6 7 8 9 10

164530 [EN]

Breather lter with dipstick Fastening screw Cover Directional control valve block return line Steering unit return line sealing ring hydraulic oil tank Intake hose suction lter oil drain plug

-7

Hydraulic oil lling quantity with the carriage lowered and the hydraulic system ready for operation: For the total lling quantity, see the chapter entitled "General Technical Data" For quality, see the chapter entitled "General Technical Data" Maintenance interval 3000 operating hours or 2 years

Hydraulic oil should be disposed of according to the environmental regulations.

Position truck horizontally.

Tilt lift mast backwards against stop.

Lower fork carriage; if there are attachments, retract working cylinders.

Disconnect battery plug.

Remove oorplate.

Unscrew breather lter.

Unscrew the hydraulic oil drain plug under the hydraulic tank; channel the hydraulic oil into a collection vessel.

Screw in drain plug with a new seal (Cu A18x22) and tighten Pour in new hydraulic oil via the breather lter opening.

The oil level should be between the markings on the dipstick; see the picture for the ideal level.

-8

164530 [EN]

The hydraulic oil is drawn from the tank by the hydraulic pump via the intake hose and ows through the lter insert (3) from the outside to the inside.

If the lter is contaminated, the bypass valve (1) opens to protect the hydraulic pump and allows the oil to ow out through a protective strainer (2).

The insertion depth of the lter insert is restricted by notches (10) on the guide pipe (9).

Degree of ltration: 20 µm absolute Filter material: breglass lter Bypass valve opening pressure: 0.25 ± 0.05 bar Mesh opening diameter of protective strainer: 200 µm Maintenance interval 3000 operating hours or 2 years

1 2 3 4 5 6 7 8 9 10

bypass valve Protective screen Filter element Seal O-ring Air intake to pump lter cover Tank plate Guide pipe Notch

Loosen the four nuts Slightly raise the lter cover (7) and wait until the oil level in the lter has fallen

164530 [EN]

-9

Remove guide pipe (9) from lter cover Take out lter element (3) and dispose of it Replace the sealing ring (4) Insert a new lter element into the guide pipe Fit the lter cover (7) and screw in place with the nuts, 9.8 Nm Bleed lter by activating the steering

Bleeding through the working hydraulic can cause pump damage.

The hydraulics may only be bled by actuating the steering.

In the event of insuf cient or abrupt consumer movement, loud pump noises or foaming oil, check the seal and the connection between the lter cover and suction hose to see if any air is being supplied.

The breather lter and the oil dipstick form a unit that is screwed into the tensioned cover of the return line. The lter prevents dust and dirt entering the hydraulic tank.

Degree of ltration: 7 µm nominal Filter material: paper liner Maintenance interval 3000 operating hours or 2 years

The lter element must be disposed of in accordance with environmental regulations.

Unscrew the breather lter Remove the lter cover Remove and replace the lter element Replace the lter cover Screw the breather lter back on.

-10

164530 [EN]

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

1 2 3

High-pressure lter Filter housing Hexagonal

The lter element and any leaking oil must be disposed of in an environmentally friendly manner.

Place a collection vessel underneath. The oil volume that drains out is approximately 0.2 l (capacity of the lter housing).

Loosen and unscrew the lter housing at the hexagonal with a SW30 box-end wrench.

Pull the lter element out in a downward motion.

Push the new lter element in until it stops.

Clean the lter housing and screw in by hand.

164530 [EN]

-11

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.

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.

-12

164530 [EN]

Screw the functional nut (1) with retaining ring (3) and seal (2)onto the pipe union (5) by hand

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

164530 [EN]

-13

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

-14

164530 [EN]

a

Manufacturer Designation

Company: JULI

Operating voltage

24 V 4-pin series motor

GP116 - B3

Engine type Rated current (nominal) Rated speed (nominal)

400 A 2200 rpm

Maximum speed

3200 rpm

Rated output (nominal)

7.6 kW

Mode of operation (nominal) Protection type

S3 - 15% 00/20

Insulation class

F

Temperature sensor

Model: KTY 84-130 Inductive proximity switch with trigger wheel

Rev sensor Carbon brushes

4 units

Dimensions Carbon brush monitoring

12.5 x 40 x 40 16-mm residual length

.

164530 [EN]

-1

1 2 3 4

Right bearing shield Tightening strap Support Rubber bearing

The pump unit is attached via rubber bearings to a support in the chassis, underneath the bottom plate and brake support.

The pump motor is a 4-pin series motor. The brush rocker is covered by the carbon brushes via a tightening strap on the left-hand side.

-2

5 6 7

Pump motor Hydraulic pump Priority valve

The hydraulic gear pump is situated on the left bearing shield for the pump motor. The drive is provided via a tappet.

The connections for the rev sensor and the temperature sensor are situated at the right bearing shield.

164530 [EN]

The diagram shows an inverse speed motor.

If voltage is applied to connections A1 (+) and D2 (-), current will ow in a clockwise direction.

A1 and A2 = rotor D1 and D2 = series winding

The brush rocker cannot be adjusted. This is not required as the neutral zone has already be speci ed as a design feature

Terminals A1 and D2 are led through from the motor.

Terminals A1 and D2 are switched internally in the housing.

The speed of pump motor 2M1 is measured by rev sensor 6B22. The sensor is situated on the right bearing shield and is xed in place by two screws.

This is an inductive proximity switch which responds to iron in this case, it responds to the 12 trigger wheel cams.

As the trigger wheel turns, the rev sensor delivers a voltage pulse at every cam. From this, the pump actuator calculates the engine speed.

The rev sensor is supplied with a voltage of +12 V by the pump actuator.

X14/1

Red

X360/1

+12 V

164530 [EN]

-3

X14/2

Blue

X360/2

Signal

X14/3

Black

X360/3

GND-L

X14/4 .

Loosen the two fastening screws The distance between the rev sensor and the trigger wheel is Tighten the two mounting screws

When the rev sensor is installed, there is a simple way to check that it is functioning correctly:

Risk of injury from the rotating trigger wheel!

The motor must be de-energized, disconnect armature lead!

Disconnect armature lead 2A13/1 at the pump regulator Connect the multimeter between X14/3 ( ) and X14/2 (+) Turn trigger wheel of pump motor by hand Multimeter shows clear voltage jump of about 8 Volt

Temperature sensor 2R17 is located in the brush yoke of the pump motor.

The signals are processed in the pump actuator.

Here, the voltage is evaluated and the power reduced if necessary.

KTY 84-130 model Power supply: about 1.3 mA

X15/1

Red

X15/2

Blue

-4

X361/3 Temp-MCT + X361/4 Temp-MCT -

164530 [EN]

An improperly conducted insulation test can destroy the temperature sensor.

Before carrying out the insulation testing, the temperature sensor must be jumpered at the connections.

Insert test adapter in connector X15.

Test resistance value according to table.

-40 -30 -20 -10

355 386 419 455

0

493

10

533

20

576

25

598

30

621

40

668

50

718

60

769

70

824

80

880

90

939

100

1000

110

1063

120

1129

130

1197

140

1268

150

1340

160

1415

170

1493

180

1572

190

1654

200

1739

210

1825

220

1914

.

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

164530 [EN]

-5

Knead both mastic components (yellow and blue) together until the mass is of a uniform green colour Continue kneading the green mass for at least 2 minutes until it is noticeably warm Unscrew the terminal board with the main power connections Press the sensor against the side of the winding using the balancing mastic

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

The balancing mastic will be completely hardened after approx. 2.5 hours

The brush rocker in the pump motor is equipped with monitoring switches (NC contact). When the residual length of a brush is reached, these switches are actuated and opened through the brush spring.

If an interruption occurs due to a switch opening or a break in the wire, a corresponding message appears in the display.

Connector X15 - 4-pole Mark II plug pump regulator Switch - X15/2 - X361/1 Switch - X15/3 - X361/2

Disconnect battery connector

-6

164530 [EN]

Open and remove tensioning band Open brush spring and hook on Pull out brush from the shaft Disconnect plug X15 and connect to test adapter on the engine side.

Connect digital multimeter to X15/2 and X15/3 Set digital multimeter to resistance measurement Activate switch with the brush spring Low-resistance value: about 0 ? full continuity High impedance value: M range No continuity

A5002 CARBON BRUSHES

.

.

Warning! The carbon brushes have reached their wear limit and must be replaced.

The truck can remain in use for approx. 10 more hours. After that, the message in the display changes:

A5004 CARBON BRUSHES

.

.

Emergency operation! The carbon brushes must be changed. The truck will then only move at a reduced driving speed.

Once the carbon brushes have been replaced, the error message is automatically reset.

164530 [EN]

-7

All four carbon brushes must always be checked.

If a carbon brush is found to be below its minimum length, all four brushes must be changed.

Disconnect battery connector Open and dismantle tensioning band Open brush spring and hook on Pull out carbon brush from the shaft Measure length of carbon brush,

Disconnect battery connector Open and dismantle tensioning band Lift off brush springs and hook on Remove screws of current transmission rope Pull out carbon brushes from the shaft Insert new carbon brushes into shaft

The carbon brush must not get caught in the shaft. Clean if necessary.

Fasten current transmission rope with screw Place brush springs on carbon brush and hook on Test run Mount tensioning band

-8

164530 [EN]

Raise fork carriage Secure mast Disconnect battery connector Remove base plate with accelerator pedal Dismantle right cover Remove brake stand

The brake hoses can remain mounted Separate X14 and X15 and unscrew ports A1 and D2 Unscrew the pipe clip for connecting the priority valve to the directional control valve from the pump motor Separate hydraulic pump from pump motor Unscrew horn Turn eyebolt (M8) into the pump motor housing Use a chain block to secure pump motor on overhead guard Remove 4 screws on pump motor holder Lift and remove pump motor using a chain block

Attach pump motor with support on the overhead guard and move into the correct position Fasten pump motor holder using 4 screws in rubber mountings Turn and remove eyebolt from housing Screw horn on Screw hydraulic pump on Screw the pipe clip for connecting the priority valve to the directional control valve onto the pump motor Link connectors X14 and X15 and screw ports A1 and D2 on Install brake stand Install base plate, connect accelerator plug Trial run, functional check 164530 [EN]

-9

Attach trims

The hydraulic gear pump (5) is connected to the bearing shield of the pump motor (2) via two diagonally positioned mounting screws. The two other screws hold the hydraulic pump together.

The hydraulic pump is driven by the armature shaft pinion (1) and the tappet (3). The priority valve (4) is ange-mounted directly onto the hydraulic pump.

The hydraulic pump draws the hydraulic oil from the hydraulic tank via the intake hose (6) and supplies the pressurised oil to the priority valve.

The directional control valve, and therefore the lift, tilt and auxiliary hydraulics are supplied with oil via connection (EF) on the priority valve.

The steering unit is activated and supplied with oil via connections (LS) and (CF) on the priority valve.

The hydraulic pump is connected to the pump motor via a tappet. The pump motor starts up as soon as a hydraulic function is activated. The pump motor speed corresponds to the hydraulic function activated. The speeds of the hydraulic functions are set using parameters.

If multiple hydraulic functions are activated at the same time, the pump motor always runs at the highest speed required.

1 2 3 4 5 6

Armature shaft journal pump motor Driver Priority valve hydraulic pump intake hose

The hydraulic pump delivery volume is dependent on the speed of the pump motor. Oil is distributed to the steering hydraulics and working hydraulics by the priority valve.

Noise in the hydraulic pump Hydraulic oil is frothy Hydraulic functions are slow to respond

The hydraulic system is leaking and is taking in air

.

-10

164530 [EN]

- Check the radial seal ring in the pump motor - Check the O-ring between the intake hose and hydraulic pump - Mechanical damage in the hydraulic pump

Place a collection vessel under the hydraulic pump.

Dispose of used hydraulic oil in accordance with environmental regulations and do not re-use under any circumstances.

The hydraulic pump can also be removed in a forwards direction (in the direction of the lift mast).

Raise the fork carriage and secure the lift mast; see the chapter entitled "Securing the fork carriage".

Park the truck safely.

Disconnect the battery male connector Remove the bottom plate with the accelerator pedal and disconnect the plug Detach the hydraulic connections (7) on the priority valve (4) Detach the intake hose from the lter cover on the hydraulic tank Unscrew the two mounting screws (8) from the hydraulic pump (5) Remove the hydraulic pump with the priority valve and intake hose (6) Disconnect the priority valve and the intake hose from the pump

164530 [EN]

-11

Sealing rings must always be replaced and greased before assembly.

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

For values, see "General technical data" in the chapter entitled "Hydraulics general".

Dispose of used hydraulic oil in accordance with environmental regulations and do not re-use under any circumstances.

Install the priority valve (5) and intake hose (7) with new, greased seals (8+10) on the hydraulic pump (6) Place tappet (3) on the armature shaft pinion (1) Place the greased O- ring (4) on the pump neck Insert the hydraulic pump (6) into the pump motor (2) so that the armature shaft pinion (1) slots into the tappet (3) Screw hydraulic pump (6) tightly onto the pump motor (2) with the two screws (12) Assemble the hydraulic connections at the priority valve Fill intake hose (7) with oil and clip onto the lter cover of the suction lter Top up the hydraulic oil to the mark on the dipstick

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

Armature shaft pinion Pump motor Tappet O-ring Priority valve Hydraulic pump Intake hose O-ring Screw, lock washer O-ring Screw Screw

Connect the battery male connector Switch on the switch lock Operate the steering and check the hydraulic connections for leaks Install the bottom plate with the accelerator pedal and connect the plug Functional test

-12

164530 [EN]

5051, 5053

5054, 5055

1000, 1250

1500, 1600

5051, 5053

1000, 1250

5054, 5055

1500, 1600

332

112

3

6

332

100

3

5

332

112

3

6

1860

332

100

3

5

1860 2160 With searchlight at front, right or left

332

112

3

6

332

100

3

5

332

112

3

6

1860

5

1860 2160 With searchlight at front, right or left

5

1860

2760

5

1860

2760

332

100

3

1000, 332 100 3 1250 , with solid rubber, pneumatic or SE tyres, track 1032 1500, 5054, 5055 332 100 3 1600 , with SE tyres, track 919 5051, 5053

5054, 5055

1500, 1600

1860 3260 1860 2160 With searchlight at front, right or left 3260

1860 2510 1860 2160 With searchlight at front, right or left 2510

332

100

3

5

1860

2260

332

88

3

4

2310

2760

.

There is a risk of injury or damage to property.

Follow the safety instructions in Chapter 001.

Raise and secure fork carriage; see chapter entitled "Securing the fork carriage".

Jack up the truck at the front; see the chapter entitled "Jacking up the front of the truck".

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

164530 [EN]

-13

Disconnect the battery male connector

The lift mast can tilt over forwards and backwards.

The lift mast must be secured in both directions.

Tilt back the lift mast and at the same time clamp a square timber between the lift mast and front structure.

Secure the lift mast in this position at the outer mast bridge piece with a rope to the overhead guard.

Secure the lift mast with a belt to the running axle under the truck, so that the lift mast is xed securely in position.

Carefully release the hydraulic connections from the tilt cylinder.

Disconnect the tilt cylinder pin from the running axle. To do this, remove the locking ring and knock out the pin.

Swivel the safety hook downwards so that the tilt cylinder pin is exposed at the chassis.

Disconnect the tilt cylinder pin from the chassis. To do this, remove the locking ring and knock out the pin.

Grease the tilt cylinder pin before assembly.

Fit the tilt cylinder to the chassis Fit the tilt cylinder and the safety hook to the running axle Screw the hydraulic connections to the tilt cylinder Check tilt cylinder for leaks.

-14

164530 [EN]

X Y 1xd

Lift, dependent on spacer bush (23) Eye bolt setting dimension Minimum screw depth = 1 x thread diameter

1 2 3 4 5 6 7 8 9 10 11

Cylinder bottom Pipe adaptor for threaded elbow pipe Hexagon nut Piston guide ring Piston seal Piston Cylinder pipe Piston rod Pipe adaptor for threaded elbow pipe O-ring Snap ring

12 13 14 15 16 17 18 19 20 21 22 23

Wiper Nut Clip Eye bolt Hexagon head screw Cylinder head Grooved ring Variant: 6 mm washer (changes the forwards tilt) Variant: 4 mm washer (changes the forwards tilt) Variant: 20 mm washer (changes the forwards tilt) Loctite 270 Variant: Spacer bush (changes the backwards tilt)

Component damage possible!

Protective jaws must be used to protect the cylinder and the piston rod in the vice!

Clamp the tilt cylinder in the vice at the cylinder bottom (1).

Remove the threaded elbow pipes from the cylinder pipe (7) (thread projects into the cylinder).

Lightly hammer in cylinder head using a plastic mandrel Use a mandril to drive in the snap ring (11) through the bore in the cylinder pipe (7) and use a screwdriver to lever out the snap ring.

Pull the piston rod (8) and cylinder head (17) out of the cylinder pipe.

Clamp piston rod in a vice.

Disassemble the eye bolt (15).

164530 [EN]

-15

Pull the cylinder head (17) off the piston rod (8).

Remove the set of seals from the piston and cylinder head.

5051 5055

1000 1600

5060 5066

1000 1600

130 +10 Nm 130 +10 Nm

.

Check all parts for wear.

Lightly grease the piston seal and piston guide ring and assemble.

Fit the cylinder head (17) onto the piston rod (8) and seal with Loctite 270 (22).

Screw eye bolt (15) onto the thread of the piston rod. While doing so, observe the setting dimension (Y) and minimum screw-in depth (1xd).

Prevent the eye bolt from turning by using the clip (13).

Insert the piston rod (8) with the cylinder head (6) into the cylinder pipe (7).

After assembling the piston guide ring, piston seal and set of seals, insert the cylinder head into the cylinder pipe, taking care that the recess on the cylinder head faces the pipe adaptor bore.

Assemble the snap ring (11).

-16

164530 [EN]

46 ±8 mm 46 ±8 mm

20 mm (M20 x 1.5)

When assembling a threaded elbow pipe, always use a new one.

Note the location of the threaded elbow pipes.

During assembly, bear in mind that the location of the threaded elbow pipes depends on the design of the tilt cylinders.

Insert the threaded elbow pipe and screw it in by hand up to the TUFLOK coating.

Then use a tool to screw it in a minimum of 4 turns and a maximum of 5.

Leakages caused by incorrectly tted threaded elbow pipes.

If a threaded elbow pipe has been screwed in too far, it must not be unscrewed again. A new threaded elbow pipe must always be used.

The pipe adaptors are coated in plastic on the thread in the cylinder pipe to act as a seal; see arrow.

After inserting the screw joint in the cylinder pipe (max. 1 rotation), the following screw-in depths are permissible: Min. 3 rotations Max. 4 rotations

Any unscrewing of the union during or after screwing will result in leaks.

The correct position of the screw joint must be achieved when screwing in.

In the case of leakages, never screw the screw joint in further; always replace it.

164530 [EN]

-17

(in the directional control valve block)

Adjustment range Set value

20 to 200 bar in accordance with the manufacturers guidelines for the attachments

.

Shovel 1000 wide

Seith

10.20.033

Shovel 1250 wide Sideshift (BASF)

Seith Kaup

10.20.05 2T151P4

700

Sideshift

Kaup

1T151P2

700

Sideshift

Kaup

1T151P4

700

Sideshift

Cascade

55F

700

Sideshift Clamp fork (without sideshift) Bale clamp (without sideshift) Clamp fork (with sideshift) Bale clamp (with sideshift) Fork prong positioner

Bolzoni

HN4 1T401 1.5T401

700

Fork prong positioner

Kaup

Fork prong positioner

Kaup

Kaup Kaup

1.5T403

1900

Kaup

1T411 1.5T411

700

1900

Kaup

1.5T413

700

1900

Kaup

2T163

700

800

1.5T466

700

1900

55K-FPS

700

1900

.

-18

1900

164530 [EN]

There is a clamp locking valve for each direction.

These are switched via the relay of the 5th hydraulic function. The input is also like the input for the 5th hydraulic function. The relay is activated by actuating switch (5).

Depending on the equipment, additional electrical components that correspond to all of the 5th hydraulic function components are required. The only exception is the hydraulic lever. The 4th hydraulic lever is installed with switch (5).

The parameters apply to the clamp locking mechanism for hand levers For retro tting, the current software ash package must be loaded onto the truck.

158

09

5th function input on output AND4

159

3F

5th function output, X80v

181

8B

Input 1 and 4 on reserve switch 1 X380:2

182

BC

Input2 AND4 to lifting active auxiliary2 pull/push

.

E38

X380:2

E14

X80v

.

PA/PUR plastic hose with textile braid Nominal size: DN 6 Operating pressure: 250 bar Burst pressure: > 840 bar at 20°C Temperature-resistant from -40°C to +100°C

164530 [EN]

-19

Against oil, grease, detergent and solvent Hydraulic oil based on mineral oil, synthetic esters, rapeseed oil

Oil the hose and ttings before assembly.

Mark the hose at 26.5 mm before assembly.

Twist the sleeve (1) onto the hose (2) up to the mark (Pfeil).

This maintains the 3-mm annular gap necessary.

The hose must not be screwed in up to the stop, as the hose material must not touch the sleeve when the screwed nipple is screwed in.

1 2

sleeve Hose

Alternatively, you can assemble it as follows: Twist the sleeve to the stop and twist it back 1.5 rotations. The sleeve has a left-hand thread

To prevent the hose lines pressing too hard on the guide pulleys in the lift mast, the following hose pretensions must be observed during installation.

Telescopic and triple lift mast (lift 2):

-20

164530 [EN]

NiHo and triple lift mast (lift 1):

Attach hose lines to fork carriage Place the hose lines over the guide pulleys and pretension manually to such an extent that the hose lines run in a straight line from the fork carriage to the guide pulleys and lie on all of the rollers The fork carriage must be fully lowered during this process Securely clamp hose line Depending on the lift mast type, mark the hose 10 or 15 mm above the clips Release the clips and pull the hose so far that the marking is ush with the top edge of the clip.

164530 [EN]

-21

-22

164530 [EN]

a

Manufacturer

Buchholz

Introduction

From week 45/2009 Check valve for the hydraulics blocking function in accordance with EN ISO 3691-1 The hydraulic functions are active when the seat contact switch is actuated, i.e. when the driver is seated Lifting, tilting for all overall heights Lifting, tilting, auxiliary 1 for all overall heights Lifting, tilting, auxiliary 1, auxiliary 2 for all overall heights

Monoblock, two-way Monoblock, three-way Monoblock, four-way

-20°C to +95°C brie y up to 115°C Auxiliary hydraulics 1 and 2

30 l/min

A1, B1, A2, B2, A3, B3

G3/8, 40 Nm

R P, H Emergency lowering screw

G3/4, 140 Nm G1/2, 70 Nm SW4, 2.5 Nm

Hydraulic transmitter

3.5 Nm Valve block on valve block support 20 Nm .

Introduction

From series start

Manufacturer

Hawe Lifting, tilting with end plate for all overall heights Lifting, tilting, middle segment for auxiliary 1 with end plate for all overall heights Lifting, tilting, middle segment for auxiliary 1 and end segment for auxiliary 2 for all overall heights No bypass line Bypass line between tilting and return Sensor strip with Individual sensors with bayonet-head plug main plug

Monoblock Monoblock and auxiliary hydraulics 1 Lifting, tilting, auxiliary hydraulics 1 and 2 Valve block Sensor system

From week 45/2004 From week 46/2005

-25°C to +90°C

164530 [EN]

-1

brie y up to 120°C A1, B1, A2, B2, A3, B3

G3/8, 80 Nm

P, H, R

G3/4, 180 Nm

M Hydraulic transmitter

G1/8, 20 Nm 3.5 Nm

Valve block on valve block support 20 Nm .

Nominal lift < 3500 mm Nominal lift 3500-5000 mm Spare part delivery condition

5.7 litres 3.6 litres Delivery condition

Nominal lift > 5000 mm

2.2 litres

Exchange ori ce M10 x 1

SW24, 20 Nm

Nominal lift < 3500 mm Nominal lift 3500-5000 mm Spare part delivery condition

5.7 litres 3.6 litres Delivery condition

Nominal lift > 5000 mm

3.6 litres

Connection A = Connection B =

Exchange ori ce M10 x 1

SW24, 20 Nm

66 Nm

No ori ce No ori ce

.

-2

164530 [EN]

0.6 mm 0.8 mm

The valve support (7) holds the entire valve block and is elastically screwed to the truck chassis cross wall via 3 rubber-mounted mounting screws (5).

The rocker arm (2) is pivoted on the valve support and is xed in three positions by the indexing bolts (3).

The axle (12) for supporting the levers (4) is press-mounted in the rocker arm. The rocker arm, axle and lever are a unit and can only be replaced as a whole.

The valve lever for lifting is a multifunction lever that incorporates an electric rocker button.

The rear of the valve block (6) is screwed to the valve support (7) using three screws.

The movements of the valve levers are transferred to the displacement transducer (8) via the bolts (11) above the directional control valves.

The valve block contains additional functional components: The lowering brake (9) limits the lowering speed when lowering the load The pressure relief valve (10) protects the hydraulic system from overloading (230 bar) The load holding valve (14) in the directional control valve for tilting prevents the load from tilting on its own

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

Valve lever Balancer Pin Lever Rubber pad valve block valve mount Connections of displacement sensor Lowering brake pressure relief valve Bolt axle Connection of rocker button Load holding valve

The tilt ori ce (15) can be unscrewed at the back and changed.

164530 [EN]

-3

Since calendar week 45/2009, the trucks have been equipped with valve blocks with a check valve as standard. The conversion of older trucks to the current standard is a lot of work and not intended.

The following components must be exchanged for a conversion: Valve block Valve block support Hydraulic hoses, pressure line, tilt forwards, tilt backwards Allen key (SW4) for emergency lowering to be kept in the truck Wiring harness Software ash package Parameterising Calibration

1 2 3 4 5 6 7

Lifting/tilting/auxiliary hydraulics valve block Check valve for hydraulics blocking function Plug 2Y46 Emergency lowering Sensor strip Hydraulic transmitter Plug X19

The following locations should be greased: Bolt between the lever and joining plate Bolt between the joining plate and slider

Spare part directional control valve blocks are delivered without screw joints and with a standard tilt ori ce (nominal lift < 3500 mm).

When making repairs on the directional control valve block, proceed with extreme care, as dirt and damage to the sealing surfaces can result in malfunctions and leakages.

Always observe the tightening torques.

The valve spools must not be turned.

-4

164530 [EN]

Park the truck safely.

Tilt the lift mast forward against the stop.

Lower the fork carriage fully.

Release the pressure from the hydraulics.

Disconnect the battery male connector.

Remove the bottom plate.

Remove panelling on the valve block.

Disconnect plug X23 from the multifunction lever.

Disconnect the plugs from the displacement transducers.

Remove earth wire.

Remove all hydraulic connections from the valve block.

Collect any escaping hydraulic oil and dispose of it in an environmentally friendly manner.

Unscrew the three rubber-mounted screws from the valve support.

Lift out the valve support with valve block.

Remove the safety plugs and bolts between the lever and the valve spool.

Unscrew the three mounting screws on the back of the valve support.

Disconnect the valve block from the valve support.

The valve block is supplied without screw joints and with a standard ow control valve (for nominal lifts of 3500 - 5000 mm).

The tilt ori ce must be replaced according to the lift mast nominal lift, see the chapter entitled "General technical data".

Install all screw joints from the package group in the new valve block; check the tightening torques. See the chapter entitled "General technical data"

164530 [EN]

-5

Screw the valve block with the mounting screws onto the valve support.

Fit the safety plugs and bolts between the levers and valve spools.

The following locations should be greased: Bolt between the lever and joining plate Bolt between the joining plate and slider

The valve spools must not be turned in the valve block.

Insert the valve support with valve block into the mount from above.

Unscrew the three rubber-mounted screws from the valve support.

Connect all hydraulic connections to the valve block and check the tightening torques.

Connect plug X23 of the multifunction lever.

Connect the plugs to the displacement transducers.

Screw the earth wire in tightly.

Install the panelling at the valve block.

Install the bottom plate.

Top up the hydraulic oil if necessary.

Connect the battery male connector.

Carry out calibration.

Delete error list.

Carry out a functional test.

-6

164530 [EN]

I II III

Lifting/tilting Auxiliary hydraulics 1 Auxiliary hydraulics 2

1 2 3 4 5

Valve spool Tilting forwards Tilting backwards Lifting lowering Pump line

6 7 8 9 10 11 12 13 14

The directional control valve (I) contains the sliders (1) for the lifting and tilting hydraulics.

If no further directional control valves are provided for an auxiliary hydraulics, an end plate is mounted on the tilt slider.

Test port Return tank Pressure relief valve Lowering brake distance sensor Load holding valve, forwards Pressure control unit measurement connection Bolts Auxiliary hydraulics

end plate. If a valve block is equipped with only an auxiliary hydraulics, only the directional control valve (III) is required.

At the measurement connection (6), the pressure of all of the consumers can be measured using a pressure gauge.

The directional control valve (III) for the auxiliary hydraulics is designed at the same time as the

As a variant, the directional control valve (III) is equipped with an integrated adjustable pressure control unit for the 1st or 2nd auxiliary hydraulics.

In this variant, the adjusted pressure is measured at connection B via the measurement connection (12).

164530 [EN]

-7

The directional control valves (II) and (III) for the auxiliary hydraulics are identical in function and design.

The pressure relief valve (8) limits the maximum pressure of the entire hydraulic system.

Set value: 230 bar Adjustment range: 60 to 280 bar Tightening torque = 20 Nm

The setting of 230 bar must not be exceeded.

Only adjust the pressure relief valve with a pressure measurement.

The lowering brake (9) limits the maximum lowering speed of the load.

The displacement transducers (10) specify the speed setpoints via distance sensors for the pump motor, corresponding with the slider movement.

The load holding valve (11) prevents the load from automatically tilting forwards.

P R H A B M

Connection - pump main Connection - return pipe to tank Connection - lift jack Connection - tilt backwards Connection - tilt forward Test port

A+B

Connection - auxiliary hydraulics

A+B M1

Connection - auxiliary hydraulics Measuring connection of pressure regulator

-8

1 2 3 4 5 6 7 8 9 10 11

Pressure relief valve for the pressure control unit Load holding valve - tilt forward Lowering brake non-return valve Pressure relief valve (230 bar) Pump port distance sensor Valve spool Idle port Bypass line Flow control valve

164530 [EN]

When a valve spool (8) is actuated, the speed of the pump motor (and as a result the hydraulic pump delivery rate) is regulated in proportion to the slide stroke over the displacement transducer (7).

When the slider moves only slightly, the oil entering via the pump line (P) ows through the directional control valves to the end plate via the idling channel (9). From the end plate, the oil then returns to the tank via the return line (R).

If the slider movement increases, the idling channel is closed and the oil is supplied to the consumers via the pump channel (6).

If a slider is moved to the stop, the pressure relief valve (5) opens once the nal pressure value set there is exceeded in the pump channel. The oil ows back into the tank via the return line (R).

The non-return valve (4) is integrated in the directional control valve (I) and prevents the oil from owing back out of the consumer and into the pump channel (6).

The ow control valve (11) limits the oil volume for tilt. The ori ce used is dependent on the lift mast.

The hydraulic transmitter comprises the valve spool and a transmitter tted to the lower end of the spool. The return springs bring the unactuated valve spools back to their neutral position.

The transmitter is located in a housing. The housings of individual transmitters are screwed to the sensor strip.

The Hall sensors for the valves in the valve block, as well as the central plug, are integrated in the sensor strip.

Actuation of the valve spool moves the transmitter in the housing and generates an output voltage in the sensor that is proportional to the spool stroke.

The return springs bring the unactuated valve spool back to its neutral position. The neutral position voltage of the individual transmitters is calibrated automatically when the system starts up.

164530 [EN]

-9

The sensors transmit the voltage to the control processor as a signal. These values are then used in the control processor to generate the speed setpoints for the pump motor.

2B1

X45/22

2B2

X45/21

2B3

X45/20

2B4

X45/19

GND

X45/16

10 V

X45/17

Up until calendar week 46/2005, valve blocks were installed with individual sensors. Each transmitter is connected electrically via a 3-pin bayonet-head plug.

Pin 1: +10 V Pin 2: speed setpoint Pin 3: GND

The con guration must be parameterised again for all retro tting and conversions.

This affects the following components: Valve block Sensor system via an individual plug or plug strip Lift lever Three-way valve block Four-way valve block

Calibration must always be carried out after the transmitter has been replaced.

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

Jobs Transmitter calibration Execute Calibration can also be started by changing the parameters in the control processor. To do this, address A0F2 must be set to the value 02. The value only triggers the job and is not stored in EEprom.

-10

164530 [EN]

Once calibration is complete, error messages may be displayed.

Possible causes: Incorrect operation Calibration timeout Value of sensor home position is outside the valid range.

Plug SAAB adapter into connector X45 on the control computer Set lock switch to ON Connect the digital multimeter to the test adapter according to the table and test the voltage.

The lift mast moves while the transmitter is being tested and can cause damage Observe mast movements!

2B1 lifting

1

3

2B2 tilting

1

3

2B3 auxiliary 1

1

3

2B4 auxiliary 2

1

3

7.5 V

2.5 V

.

This variant with a pressure control unit is available only in Hawe directional control valves.

A directional control valve with a pressure control unit can be used to protect the attachment and the transport goods. The pressure control unit contains a pressure relief valve (1) that can be manually adjusted via an adjustment screw (2).

Setting range: 20 to 200 bar The nal pressure value that is set at the pressure relief valve is displayed in the console display when a consumer stops.

164530 [EN]

1 2 3 4

pressure relief valve adjustment screw Wing lock nut distance sensor

-11

Add-on units can be damaged by an excessive pressure load.

Please observe the maximum pressure load speci ed by the manufacturer of the attachment when making the setting. (See attachment identi cation plate).

After clamping a load and setting the valve spool to the neutral position, the pressure gauge may drop in the display. This is caused by leaking oil at the valve spool and means that there is no pressure drop at the attachment, as the attachments are equipped with a check valve for the load holding function.

-12

164530 [EN]

Buchholz Lift, tilt, auxiliary hydraulics 1 for all overall heights Lift, tilt, auxiliary hydraulics 1, auxiliary hydraulics 2 for all overall heights

Manufacturer Monoblock, three-way Monoblock, four-way

Coil voltage

24 volt

Coil current Coil resistance - lift, lower Coil resistance - tilt, auxiliary 1, auxiliary 2

1.8 A maximum 6.0 ohm 8.0 ohm

-25°C to +95°C brie y up to 115°C A1, A2, A3, B1, B2, B3

G3/8, 40 Nm

P, T, H Measurement port MP

G3/4, 140 Nm G1/8, 15 Nm 2.5 Nm Loosen by max. 1.5 revolutions

Emergency lowering screw Pressure relief valve Valve block on valve block support

15 Nm 20 Nm

.

There is no ow control valve present.

Nominal lift < 3500 mm

No ori ce

Nominal lift 3500-5000 mm

No ori ce

Nominal lift > 5000 mm

Ori ce

0.9 mm

.

164530 [EN]

-13

1 2 3 4 5

Solenoid coil Plug Solenoid coil Fixing screws Valve support

6 7 8

Emergency lowering Lift/tilt/auxiliary 1 directional control valve block Measuring point

The valve support (5) houses the complete valve block and is connected via mounting screws (4) to the cross wall of the overhead guard.

-14

164530 [EN]

The back of the directional control valve is screwed to the valve support (5) with three rubber-mounted screws (10).

Actuation of the hydraulic functions can take place either by joystick, ngertip or mini-lever.

The removal and installation of the valve block is performed in the same manner as for the hand lever.

Spare part directional control valve blocks are delivered without screw joints.

When making repairs on the directional control valve block, proceed with extreme care, as dirt and damage to the sealing surfaces can result in malfunctions and leakages.

Always observe the tightening torques.

The valve spools must not be turned.

If the raised load can no longer be lowered due to a valve control failure, the load can be lowered manually.

To do so, proceed as follows:

The 4mm Allen wrench is located in the tray to the right of the seat.

Remove the valve block cover.

164530 [EN]

-15

Using the 4mm Allen wrench, slowly turn the manual lowering screw out until lowering starts.

Do not turn the screw more than 1½ turns.

If the load does not lower despite the screw being turned out, there is a mechanical blockage.

After the lowering, turn the screw in with .

Re t the valve block cover.

The directional control valve is a monoblock design and comes in 2 versions: Directional control valve, three-way Lift, tilt, auxiliary hydraulics 1 Directional control valve, four-way Lift, tilt, auxiliary hydraulics 1, auxiliary hydraulics 2 The function and structure of the monoblocks are identical in both versions. If a truck is later equipped with auxiliary hydraulics, the whole monoblock must be exchanged.

-16

The directional control valve block contains the following functional components: Lowering-balance valve (lowering brake) Check valve for hydraulics blocking function Pressure relief valve NO tilt ori ces The tilt speed is restricted by the pump speed, dependent on the overall height of the lift mast.

If lifting and tilting are actuated at the same time, the tilt speed is prioritised.

164530 [EN]

1 2 3 4 5 6 7 8 9 10

Check valve for hydraulics blocking function Lifting valve Emergency lowering Lowering valve Lowering-balance valve (lowering brake) Inlet pressure balance Pressure relief valve Tilting valve Auxiliary hydraulics 1 Auxiliary hydraulics 2

The valve spools of the directional control valves are controlled by solenoid coils in proportion to the degree of actuation of the joystick, ngertip or mini-lever.

The directional control valves for tilting, auxiliary hydraulics 1 and auxiliary hydraulics 2 are tted on both sides with solenoid coils.

The upper solenoid coils push the valve spools down and open the connections (B) to the pressure line (P), as well as the connections (A) to the return line (T).

The lower solenoid coils push the valve spools up and open the connections (A) to the pressure line

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2Y1 2Y2 2Y3 2Y4 2Y5 2Y6 2Y7 2Y8 2Y9

Lifting Lowering Tilting back Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 Check valve for hydraulics blocking function

(P), as well as the connections (B) to the return line (T).

Lifting and lowering are activated by separate valve spools that are each controlled by solenoid coils.

The solenoid coil (2Y1) moves the lift valve spool and opens the connection (H) to the pressure line (P).

The solenoid coil (2Y2) pushes on the lowering valve (1) and opens the connection (H) to the return line (T).

-17

The check valve (2Y9) is located in the Load Sensing chain and releases the control pressure as soon as the seat contact switch is closed.

The lowering-balance valve (6) ful ls the functions of the lowering brake, and limits and regulates the lowering speed, regardless of the load.

-18

The lowering speed is set by adjusting the lowering cartridge.

The pressure relief valve (2) protects the hydraulic system from overloading using the input pressure governor (5).

164530 [EN]

a

Mast bearing, on each side

Tightening torque: 73 Nm

Line break safety devices

Tightening torque: 20 ±2 Nm

Support roller screws

Tightening torque: 60 ±6 Nm

Load chains

Maximum elongation 3%

2490

Telescopic mast

387 kg

2190

NiHo Triple mast

353 kg

2190

475 kg

The weights above are intended only as a guideline. Other overall heights result in different weights.

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-1

The telescopic lift mast is a free-view lift mast.

The mast pro le is a double-T-pro le. The fork carriage and mast pro les are guided through support rollers; these also absorb the shear forces.

When the load is lifted, the inner mast is raised along with the fork carriage. After a small free lift of approx. 150 mm, the truck s overall height changes immediately. This must be taken into consideration if there are low ceilings and gates.

The telescopic lift mast consists of an inner mast (2) and an outer mast (1). A lift cylinder (3) is tted on each side in the outer mast pro les. The lift pistons are connected to the upper crossmember (5) of the inner mast.

The load chains are attached to the upper crossmember (6) of the outer mast via clamping bolts, are redirected by chain rollers (4) on the inner mast and are connected to the fork carriage via an end link.

If the lift cylinders are supplied with pressure oil, the lift pistons extend and take the inner mast with them. The redirection of the load chain causes the inner mast to extend towards the fork carriage at a ratio of 1:2.

The stop is in the cylinder.

A coasting block prevents the fork carriage from tilting out.

The hydraulic oil comes from the directional control valve block, is distributed via a T-piece and is directed below into the two outer cylinders on the left and right.

The line break safety device installed in the right-hand outer cylinder prevents the load from lowering too fast in the event of a line breakage.

-2

1 2 3 4 5 6 7 8

Outer mast inner mast section Lift jack Chain roller Inner mast crossmember Outer mast crossmember Mast bearings Brake drum

164530 [EN]

The NiHo lift mast is a free-view lift mast. The mast pro le is a double-T-pro le. The fork carriage and mast pro les are guided through support rollers; these also absorb shear forces.

When the load is lifted, the fork carriage is raised in free lift in lift 1. In free lift, the overall height of the truck does not change. In lift 2, the inner mast is also raised and the overall height of the truck is changed.

The NiHo lift mast consists of an inner mast (2) and an outer mast (1). A lift cylinder (3) is tted on each side in the outer mast pro les. The lift pistons are connected to the upper crossmember (6) of the inner mast. The middle cylinder (4) is tted in the inner mast.

The load chain (5) is attached to the middle crossmember (8) of the inner mast via a clamping bolt and is redirected by a chain roller (7) at the middle cylinder. The end link of the load chain is connected to the fork carriage.

If the lift cylinders are supplied with pressure oil, the middle cylinder lift piston extends rst, taking with it the fork carriage in lift 1 via the load chain.

If the middle cylinder is in the end position, the outer cylinder lift pistons extend, taking with them the inner mast in lift 2.

The stop is in the cylinders.

A coasting block prevents the fork carriage from tilting out.

The hydraulic oil comes from the directional control valve block, is distributed via a T-piece and is directed below into the two outer cylinders on the left and right. In the outer cylinders, the hydraulic oil is directed through the cylinder heads and then down through a pipe connection into the middle cylinder.

1 2 3 4 5 6 7 8 9 10

Outer mast inner mast section Lift jack Centre cylinder Lift chain Inner mast crossmember Chain roller Inner mast central crossmember Mast bearings Brake drum

Due to the varying piston areas, the middle cylinder is always raised rst and then the two outer cylinders.

The line break safety device installed in the outer cylinders and middle cylinder prevents the load from lowering too fast in the event of a line breakage.

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The triple mast is a free-view lift mast. The mast pro le is a double-T-pro le. The fork carriage and mast pro les are guided through support rollers; these also absorb shear forces.

The function of the triple mast is the same as the NiHo lift mast, but it has an increased lift height with the same overall height.

When the load is lifted, the fork carriage is raised in free lift in lift 1. In free lift, the overall height of the truck does not change. In lift 2, the middle mast is also raised, which in turn raises the inner mast via the outer load chains.

The triple mast consists of an inner mast (3), a middle mast (2) and an outer mast (1). A lift cylinder (11) is tted on each side in the outer mast pro les. The lift pistons are connected to the upper crossmember (10) of the middle mast.

The middle cylinder (4) is tted in the inner mast.

On each side, an outer load chain (7) is attached to the top crossmember (9) of the outer mast via a clamping bolt and is redirected at the middle mast by a chain roller (8). The end link of the load chain is connected to the inner mast.

The middle load chain (5) is attached to the crossmember (12) of the inner mast via a clamping bolt and is redirected at the middle cylinder by a chain roller (6). The end link of the load chain is connected to the fork carriage.

If the lift cylinders are supplied with pressure oil, the lift piston of the middle cylinder extends rst, taking with it the fork carriage via the middle load chain in lift 1.

If the middle cylinder is in the end position, the lift pistons of the outer cylinder extend, taking with them the middle mast in lift 2 and the inner mast via the outer load chains.

The redirection of the outer load chains causes the inner mast to move towards the middle mast at a ratio of 1:2.

The stop is in the cylinder.

A coasting block prevents the fork carriage from tilting out.

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

outer mast intermediate mast inner mast section Centre cylinder Centre lift chain Chain roller Outer lift chains Chain roller Outer mast crossmember Middle mast crossmember Lift jack Inner mast crossmember Mast bearing Brake drum

The hydraulic oil comes from the directional control valve block, is distributed via a T-piece and is directed below into the two outer cylinders on the left and right. The right-hand outer cylinder is closed at the top. As for the left-hand outer -4

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cylinder, the hydraulic oil is directed through the cylinder head and then down through a hose line to the middle cylinder.

Due to the varying piston areas, the middle cylinder is always raised rst and then the two outer cylinders.

The line break safety device installed in the outer cylinders and middle cylinder prevents the load from lowering too fast in the event of a line breakage.

Ensure that you have a suf ciently large workplace with wooden blocks and europallets so that you can place the lift mast down horizontally Park the truck safely If there is an attachment tted, the hydraulics need to be depressurised.

The hydraulic oil is pressurised during operation and is hazardous to your health.

Do not spill the hydraulic oil Comply with legal regulations for disposal Do not allow hydraulic oil to come into contact with hot engine parts Do not allow hydraulic oil to come into contact with the skin Avoid inhaling the spray To avoid injury, use the appropriate protective equipment (protective gloves, protective goggles, skin protection and skin care products)

Please ensure that the hydraulic oil does not leak and contaminate the environment or penetrate the ground.

Spilt hydraulic oil must be removed with oil binding agents at once and disposed of in accordance with regulations

Park the truck safely Put the lift mast in its vertical position Remove the fork arms and attachment, if applicable Raise the fork carriage and secure with a safety chain; see chapter entitled "Securing the fork carriage" 164530 [EN]

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Disconnect the battery male connector Use a jack to lift truck on the mast and lower on pads on the forward frame Afterwards, jack up the truck at the counterweight and lower the rear of the chassis onto square timbers Remove the plastic panelling on the left side wall Unscrew the nuts of the brake cable pulls Unscrew the brake hose line at the brake master cylinder

Hook a suf ciently strong chain onto the top of the outer mast crossmember Then hook the chain on to the forks of the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast Unscrew the tilt cylinder at the running axle Lower inner mast Unscrew the hydraulic hose lines on the outer cylinders Unscrew the connection between the auxiliary hydraulic lines and the lift mast, as is necessary Seal the hydraulic hose lines with hydraulic plugs Use cable ties to attach the loose hose ends to the lift mast Unscrew the hydraulic hose line to the lift mast at the control block Unscrew the mast bearing screws and remove the mast bearing Lift out the lift mast using the second truck and place down carefully at the prepared location

Risk of damage to components.

Proceed with care when lifting the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

-6

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Check screw quality and tightening torques For values, see "General technical data" in the chapter entitled "Lift mast" Hook a suf ciently strong chain onto the top of the outer mast crossmember. Then hook the chain on to the forks of the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast

Risk of damage to components.

Proceed with care when lifting the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

Bring the lift mast into position Insert distance plates on mast journal and lubricate mast journal Insert the lift mast into the mast bearing bores Install the mast bearings with the screw head facing outwards Fit hydraulic hose line Grease tilt cylinder pin Screw the tilt cylinder and the safety hook in tightly at the running axle Fit the brake hose line at the main cylinder Fit the brake cable pulls Remove the safety chain at the fork carriage and lower fork carriage Remove the chain or rope from the crane at the outer mast crossmember To bleed the lift cylinders, raise the fork carriage by approx. 300 mm Unscrew the bleeder screws in the cylinder head by 1 turn at the most When oil starts to leak out, retighten the bleeder screw Repeat this process for every lift cylinder Carry out a function test Adjusting the parking brake; see the chapter entitled "Parking brake" Carry out a functional test.

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Multi-plate chains, also called leaf chains, are used as load chains. Leaf chains consist of chain pins and joining plates. The outer joining plates are given a press t. A sliding t is provided for the inner joining plates to ensure that the leaf chains can move freely.

Depending on the working cycle and place of use, the load chains may be subjected to high loads and will therefore wear more quickly. Load chains will stretch due to wear at the chain pins.

In order to keep wear and tear as low as possible, note the following: Clean load chains regularly.

Spray load chains with STILL chain spray.

Measure the chain elongation.

Adjust the load chain 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.

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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 delay. If the load chain is damaged, it may break before reaching the permissible elongation.

Load chains must always be changed in pairs to guarantee an even load distribution on the two chains. Change the load chains in their entirety, i.e. including clamping bolt and end link. Repairs should not be carried out on the load chains!

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.

Park the truck safely.

Put the lift mast in its vertical position.

Apply the parking brake.

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Raise the fork carriage.

Place a square timber under the fork carriage and lower the fork carriage onto it until the load chain is loose.

Turn the key switch OFF. battery male connector.

Disconnect the

Lower the inner mast slightly until the load chains are loose.

Remove the load chains at the fork carriage and at the crossmember of the outer mast.

Attach the load chains at the fork carriage and at the crossmember of the outer mast. male connector.

Connect the battery

Lift the inner mast and remove the square timber.

Lift the fork carriage, remove the square timber and lower the fork carriage.

Tilt the lift mast right back.

Lift the fork carriage a little until the load chains are taut.

Unscrew mounting screw (4) and remove cap (2).

Unscrew nut (3).

Damage to equipment because the fork carriage comes into contact with the run-out barrier!

Never compensate for tyre wear by retightening the load chain because the load chain will then be too short.

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With the lift cylinders extended, tension the load chains at tensioning nuts (1) evenly until a measurement of (X) has been reached.

1000 1500

25

1600 1800

25

2000 2500

15

3000

15

3500

15

Screw nut (3) loosely onto the rubber washer but do not tighten.

Screw cap (2) on tightly with mounting screw (4).

The mounting screw (4) is a Tu ok screw with a thread lock.

Use the screw once only.

In an emergency, secure with Loctite.

When adjusting the load chains, make sure that if the lift mast is fully extended, the end stop is in the lift cylinder.

The air gap between run-out barrier (1) and fork cams (2) must not drop below a measurement of 2 mm. An air gap of 10 - 20 mm is ideal.

For lift masts with a considerable overall height, the distance to the run-out barrier can be easily determined: Stick plasticine to the fork cams on the fork carriage.

Raise the fork carriage to the stop.

Use the slide gauge to measure the thickness of the plasticine.

Park the truck safely.

Put the lift mast in its vertical position.

Apply the parking brake.

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Raise the fork carriage.

Place a square timber under the fork carriage and lower the fork carriage onto it until the load chain is loose.

Turn the key switch OFF. battery male connector.

Disconnect the

Remove the hoses and nger protection at the bearing fork.

Remove the load chain at the fork carriage and at the crossmember of the inner mast.

Attach the load chains at the fork carriage and at the crossmember of the inner mast.

Fit the hoses and nger protection at the bearing fork. male connector.

Connect the battery

Lift the fork carriage, remove the square timber and lower the fork carriage.

Tilt the lift mast right back.

Lower fork carriage.

Unscrew the mounting screw and remove cap (4).

Damage to equipment because the fork carriage comes into contact with the run-out barrier!

Never compensate for tyre wear by retightening the load chain because the load chain will then be too short.

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With the lift cylinder extended, retighten the load chain at tensioning nut (3) until a measurement of (X) is achieved.

1000

1500

20

1600

20

1800

20

2500

15

3000

10

3500

10

Screw cap (4) on tightly with the mounting screw.

The mounting screw is a Tu ok screw with a thread lock.

Use the screw once only.

In an emergency, secure with Loctite.

When adjusting the load chains, make sure that if the lift mast is fully extended, the end stop is in the lift cylinder.

The air gap between run-out barrier (1) and fork cams (2) must not drop below a measurement of 2 mm. An air gap of 10 - 20 mm is ideal.

Park the truck safely.

Put the lift mast in its vertical position.

Apply the parking brake.

Raise the fork carriage and secure with the safety chain.

Turn the key switch OFF. battery male connector.

Disconnect the

Lift the inner mast slightly with a jack so that the load chains hang loose.

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Remove the cover on the guide pulley.

Disassemble the load chains from the inner mast and outer mast crossmember.

Fit the load chains to the inner mast and outer mast crossmember.

Fit the cover to the guide pulley.

Lower the inner mast with a jack. battery male connector.

Disconnect the

Lift the fork carriage slightly, remove the safety chain and lower the fork carriage.

Tilt the lift mast right back.

Lift the fork carriage a little until the load chains are taut.

Unscrew mounting screw (4) and remove cap (2).

Unscrew nut (3).

Damage to equipment because the fork carriage comes into contact with the run-out barrier!

Never compensate for tyre wear by retightening the load chain because the load chain will then be too short.

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Adjust the load chains at the clamping bolts so that both load chains are equally taut and so that the middle mast, inner mast and outer mast are ush at the bottom.

Screw nut (3) loosely onto the rubber washer but do not tighten.

Screw cap (2) on tightly with mounting screw (4).

The mounting screw is a Tu ok screw with a thread lock.

Use the screw once only.

In an emergency, secure with Loctite.

When adjusting the load chains, make sure that if the lift mast is fully extended, the end stop is in the lift cylinder.

The air gap between run-out barrier (1) and fork cams (2) must not drop below a measurement of 2 mm. An air gap of 10 - 20 mm is ideal.

For lift masts with a considerable overall height, the distance to the run-out barrier can be easily determined: Stick plasticine to the fork cams on the fork carriage.

Raise the fork carriage to the stop.

Use the slide gauge to measure the thickness of the plasticine.

Park the truck safely.

Put the lift mast in its vertical position.

Apply the parking brake.

Raise the fork carriage.

Place a square timber under the fork carriage and lower the fork carriage onto it until the load chain is loose.

Turn the key switch OFF. battery male connector.

Disconnect the

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Remove the hoses and nger protection at the bearing fork.

Remove the load chain at the fork carriage and at the crossmember of the inner mast.

Attach the load chains at the fork carriage and at the crossmember of the inner mast.

Fit the hoses and nger protection at the bearing fork. male connector.

Connect the battery

Lift the fork carriage, remove the square timber and lower the fork carriage.

Tilt the lift mast right back.

Lower fork carriage.

Unscrew the mounting screw and remove cap (4).

Damage to equipment because the fork carriage comes into contact with the run-out barrier!

Never compensate for tyre wear by retightening the load chain because the load chain will then be too short.

3 4 7094_813-001

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164530 [EN]

With the lift cylinder extended, retighten the load chain at tensioning nut (3) until a measurement of (X) is achieved.

1000 1500

20

1600

20

1800

20

2500

15

3000

10

3500

10

Screw cap (4) on tightly with the mounting screw.

The mounting screw is a Tu ok screw with a thread lock.

Use the screw once only.

In an emergency, secure with Loctite.

When adjusting the load chains, make sure that if the lift mast is fully extended, the end stop is in the lift cylinder.

The air gap between run-out barrier (1) and fork cams (2) must not drop below a measurement of 2 mm. An air gap of 10 - 20 mm is ideal.

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The end position damping in the outer cylinder is a component of the Niho and triplex mast.

The end position damping works by hydraulically slowing down the piston rod of the right outer cylinder shortly before it reaches its end position when lowering in lift 2.

This prevents any metal-to-metal collision.

The right lift jack is equipped with end position damping in the direction of travel.

If pressure oil is applied to the piston rod during the lifting process, the piston (3) is pushed towards the base of the cylinder by the elastic force of the compression spring (4) until the snap ring (5) on the piston cover (2) reaches the installation.

The pressure oil ows through the reducer bore (1) from compartment "A" to compartment "B".

During the lowering procedure the piston (3) rst appears on the base of the cylinder before the piston rod reaches its end position. The piston (3)is pushed towards the piston rod, and the pressure oil ows from compartment "B" through the reducer bore (1) into compartment "A".

This pressure differential acts as a hydraulic brake to the mast.

1 2 3 4 5

-18

Reducer bore Piston cover Piston Compression spring Snap ring

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The end dampener hydraulically brakes the piston rod before it reaches its end position when lifting the fork carriage.

The end dampener is located in the piston cover.

The piston rod (5) extends until the cross hole in the piston rod (4) enters the cylinder head (1).

The raise speed is reduced as soon as the cross hole is covered by the cylinder head.

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 cylinder cover (2), the valve piston (6) is forced into contact with the threaded pin (9).

The hydraulic oil ows back throttled by the cross hole (2), the ori ce in the valve piston (6) and the threaded pin (9).

This causes the piston rod to undergo hydraulic braking before reaching its end position.

1 2 3 4 5 6 7 8 9

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Cylinder head Cross hole in piston cover Piston cover Cross hole in piston rod Piston rod Valve piston Piston packing Guide ring Threaded pin

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The line break safety device prevents the load from being abruptly lowered in an uncontrollable manner in the event of a line breakage.

The line break safety device has a valve disc, which is lifted from the valve seat by spring force when in the quiescent state, thus keeping a ow area 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 with the valve closed.

Do not change the setting of the hose safety valve

There are two different versions of the line break safety device: Manufacturer: Hawe (4) Tightening torque 20 Nm Manufacturer: Buchholz (5) Tightening torque 20 Nm

In each of the two outer cylinders, a line break safety device (1) is screwed into the cylinder bottom.

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In the middle cylinder, the line break safety device (1) is screwed into the cylinder bottom

In each of the two outer cylinders, a line break safety device (1) is screwed into the cylinder bottom.

A further line break safety device (1) is screwed into the adaptor (2) of the left outer cylinder The line break safety device is screwed into the adaptor by hand, without using a tool The line break safety device in the adaptor is peened three times at the circumference to prevent it from working loose The O-ring (3) is inserted into the adaptor with grease upon assembly The adapter is caulked three times along the perimeter in the piston tube using Loctite 243

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The lift cylinders are single-action cylinders. The cylinder pipe and cylinder bottom are welded together.

The cylinder head is screwed onto the cylinder pipe and secured using pourable plastics.

An O-ring provides sealing between cylinder head and cylinder barrel.

The seal between the cylinder head and piston rod (piston barrel) is provided by a grooved ring.

The lift is restricted by a piston cover screwed into the piston rod (piston barrel) and secured using pourable plastics.

The piston cover is secured and sealed using Loctite 275 across its full surface The tightening torque is 350 +50 Nm

Apply parking brake Keep the mast in the vertical position Raise fork carriage and use pad to secure Disconnect battery connector Dismantle lift chain on fork carriage Dismantle hydraulic connection to base of the cylinder Dismantle clamp on cylinder Take out lift jack

Tauten cylinder in a vice while Use sickle spanner to dismantle cylinder head

If the cylinder head cannot be moved, carefully preheat the thread area with a ame.

Take out piston rod from the cylinder barrel Tauten piston rod in a vice while

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Dismantle adapter Pull cylinder head from piston rod and take out seal kit.

Lightly lubricate seal kit before assembly.

Mount seal kit and place cylinder head on piston rod Mount bearing fork

Bearing fork is sealed on three points on the perimeter using Loctite 275 Insert piston rod into cylinder barrel Screw cylinder head on cylinder barrel

Place cylinder in inner mast

Note position of vent screw Mount spanner Mount hydraulic port Mount lift chain Raise fork carriage and remove pad Lower fork carriage Bleed lift jack

Beware of risk of personal injury and property damage.

Follow the safety instructions in Chapter 001.

Apply parking brake Keep the mast in the vertical position Raise fork carriage and use safety chain to secure Disconnect battery connector Lower piston rod from centre cylinder 164530 [EN]

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Remove the locking ring from the lift cylinder mounting on top of the cross beam Dismantle spanner Use the hydraulic jack to lift the inner mast a little until the outer cylinder on top of the cross beam is exposed

Place catch tray for hydraulic oil underneath.

Dismantle hydraulic port

Tauten cylinder in a vice while Use sickle spanner to dismantle cylinder head

If the cylinder head cannot be moved, carefully preheat the thread area with a ame.

The following shall apply to the cylinder of the left side: Take out piston rod from the cylinder barrel Tauten piston rod in a vice while Dismantle adapter Pull cylinder head from piston rod and dismantle seal kit

Lightly lubricate seal kit before assembly.

Mount seal kit and place cylinder head on piston rod The following shall apply to the cylinder of the left side: Mount adapter

Adapter is secured on three points on the perimeter using Loctite 275 Insert piston rod into cylinder barrel Screw cylinder head on cylinder barrel

Place cylinder in outer mast -24

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Note position of vent screw Mount spanner Mount hydraulic port Install the lift cylinder mounting locking ring at the top of the cross beam Remove safety chain Lower fork carriage Bleed lift jack

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-25

Beware of risk of personal injury and property damage.

Follow the safety instructions in Chapter 001.

Tilt mast backwards Raise fork carriage and use safety chain to secure Disconnect battery connector Lower piston rod from centre cylinder Remove the pipe line from the left outer cylinder to the middle cylinder : Remove the lower screw joint from the hose guide rails and pull the guide rails forward At the outer cylinders, remove the clamping pieces on top of the lift cylinder Remove the locking ring from the lift cylinder mounting on top of the cross beam Slightly raise the inner mast using the hydraulic jack until the outer cylinders are exposed on top of the cross beam

Pivot outer cylinder sideways and away Use lift jack to lower inner mast

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Remove the support rollers at the top of the outer mast and at the bottom of the inner mast

The countersunk screw is secured with Loctite 242. If the countersunk screw cannot be unscrewed, heat the Loctite gently.

Always use a new countersunk screw Tightening torque 60 Nm Install the support roller Using the hydraulic jack, raise the inner mast until it is high enough for the outer cylinders to be installed Mount outer cylinder Use jack to lower inner mast Mount circlip on outer cylinder Mount clamping piece on outer cylinders at the middle cylinder

: Fit the hose guide rails

Mount pipe from left outer cylinder to centre cylinder

After replacing the support rollers, the lateral and radial play between the mast pro le and the support rollers must be checked and adjusted if necessary.

Lateral play: 0.3 to 1.8 mm Radial play 0.1 to 1.1 mm

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a

Beware of risk of personal injury and property damage.

Follow the safety instructions in Chapter 001.

Apply parking brake Keep the mast in the vertical position Lift the fork carriage and set down on a square timber.

Lower the inner mast slightly until the load chains become loose.

Loosen the locking screw on the load chains Detach the load chains from the fork carriage

Lift the inner mast until the fork carriage is free of the inner mast Disconnect the battery male connector Deposit fork carriage on pallet

Place the fork carriage below the inner mast and secure with a hydraulic jack Carefully lower the inner mast and advance the fork carriage into the inner mast using the jack

If the fork carriage jams in the inner mast during assembly, gently tilt the lift mast back and forth to try to advance the fork carriage into the inner mast.

Attach the load chains to the fork carriage and secure with the locking screw

After carrying out work on the fork carriage, the lateral and radial play between the mast pro le

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-1

and the support roller must be checked and adjusted if necessary.

Lateral clearance between inner mast and support roller: 0.3 to 1.8 mm Radial clearance between inner mast and support roller: 0.1 to 1.1 mm

Remove rollers by unscrewing countersunk screws

The countersunk screw is secured with Loctite 242. If the countersunk screw cannot be unscrewed, heat the Loctite gently.

a

Always use new countersunk screws Tightening torque 60 Nm Secure with Loctite 242 Install rollers with new countersunk screws

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STILL GmbH Berzeliusstrasse 10 D-22113 Hamburg Ident no. 164530 EN

a

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-1

.

1 2 3 4

-2

≤ 2760

≤ 2510

> 2810

≤ 2760

hydraulic pump Priority valve Steering unit Steering motor

5 6 7 8

Directional control valve block Load holding valve Pressurizing valve (starting from rated stroke 5000) Tilt cylinder

9 10 a 10 b 10 c

Lift jack Directional control valve (simple addition) Directional control valve (double addition) Pressure limiting valve (variants)

11 12 13 14

164530 [EN]

Suction lter reservoir pipe break valve breather lter

164530 [EN]

-3

.

1 2 3 4

-4

≤ 2760

≤ 2510

> 2810

≤ 2760

Hydraulic pump Priority valve Steering unit Steering motor

5 6 7 8

Directional control valve block Load holding valve Tilt cylinder Lift cylinder

9 10 11 12

Suction lter Hydraulic oil tank Burst pipe protection Breather lter

13 14 15 16

164530 [EN]

High-pressure lter 4-way directional control valve block Hydraulic accumulator (variant) Counter-balance valve (variant)

164530 [EN]

-5

Ident no. 164530 EN

STILL GmbH Berzeliusstrasse 10 D-22113 Hamburg