STILL STED Forklift Diesel LPG forklift trucks R70-40 R70-45 R70-50 workshop Manual

Various corrections and alignment with the speci ed standards for workshop manuals

Various corrections in every chapter.

Chapter 01 - "Maintenance" revised.

Chapter 02 - "Diagnostics" added.

Chapter 71 - "Support rollers on the telescopic lift mast" added.

Chapter 81 - "Accumulator for the working hydraulics" added.

Various corrections in every chapter.

Standardisation of the workshop manuals belonging to the RX series Chapter 01 - "Maintenance" added Chapter 14 - "Particle lter exhaust system" added Chapter 22 - "Mechanical drive axle", chapter re-structured Chapter 60 - "Wiring", CAN bus system and power cables added Chapter 81 - "Lift masts", completely revised Chapter 84 - "Load support" completely revised.

Various corrections in every chapter.

Chapter 11 "Electric motor"; the sections entitled "Insulation testing on the traction motor and generator" have been omitted.

172651 EN - 08/2016

Chapter 22 "Mechanical drive axle"; the sections entitled "Drive wheel unit and Power unit" have been completely revised.

Chapter 49 "Mechanical service brake"; the section entitled "Brake sensor" features new values.

Chapter 56 "Display elements"; the documentation about the display and operating unit is now contained in a separate workshop manual.

Chapter 60 "Electrics/electronics"; the sections entitled "Software compatibility, Temperature monitoring, CAN bus connection, CAN power port" have been revised and "PAN process, Insulation testing, Blue-Q = IQ, Relay power port" have been added.

Chapter 64 "Electronic controllers"; all sections have been revised.

Chapter 69 "Battery and accessories" has been added.

Chapter 70 "Basic hydraulics"; the section entitled "High-pressure lter" has been added.

Chapter 71 "Working hydraulics"; the sections entitled "Mast tilt", "Clamp locking mechanism with hand lever" and "Second operating function for attachments" have been added. The sections entitled "Replacing the sealing kit" and "Attachments, speeds" have been amended.

Chapter 76 "General technical data" has been amended and the section entitled "Check valve for hydraulics blocking function" has been added.

First issue The workshop manual "VW 2.0l turbodiesel" is also part of this workshop manual

I

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

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

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

LPG truck R70 40-50 Diesel truck R70 40-50 FleetManager

4.x

VW 2.0 ltr TDI (CBJB) VW 3.2 ltr VR6 (BMF) FleetManager

4x

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

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

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

172651 EN - 08/2016

III

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

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

IV

172651 EN - 08/2016

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

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

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

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

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

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

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

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

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

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

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

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

172651 EN - 08/2016

V

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

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

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

The contractor of the operating company must also ful l the following prerequisites:

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.

VI

172651 EN - 08/2016

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.

172651 EN - 08/2016

VII

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172651 EN - 08/2016

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172651 EN - 08/2016

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172651 EN - 08/2016

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XII

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172651 EN - 08/2016

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172651 EN - 08/2016

XIII

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172651 EN - 08/2016

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172651 EN - 08/2016

XV

XVI

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172651 EN - 08/2016

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172651 EN - 08/2016

XVII

a

R70 - 40

Diesel

Previous model 7049

R70 - 45

Diesel

7050

R70 - 50

Diesel

R70 - 40 T

LPG

R70 - 45 T

LPG

R70 - 50 T

LPG

For the majority of functional groups, the type carriers described have most in common with the RX series, despite their traditional chassis and overhead guard.

The following functional groups are similar or identical: Three-phase traction drive with hybrid technology Drive axle Internal combustion engine Internal combustion engine - attachment parts Internal combustion engine - exhaust system Electrical system Hydraulic system Lift mast

172651 EN - 08/2016

-1

The truck must not be parked on a slope.

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

Before servicing, fully lower the unladen fork carriage.

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

If attachments are tted, retract the working cylinders.

If necessary remove the attachment before performing service work.

Apply the parking brake.

Lower the unladen fork carriage to the ground.

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

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

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

Do not touch live electrical components!

-2

172651 EN - 08/2016

Do not touch the electric contacts on the inverter!

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

Touching live electrical components at a voltage greater than 60V DC is hazardous. Alternatively, the plug connectors on the inverter can be disconnected to isolate connected components from the voltage supply.

172651 EN - 08/2016

-3

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

Antistatic clothing and footwear are recommended.

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

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

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

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

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

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

Potential damage to the ceiling!

Note the maximum lift height of the particular lift mast.

-4

172651 EN - 08/2016

Extend the lift mast.

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

Lower inside mast until it strikes the chain.

Extend the lift mast to slacken the chain.

Extend the lift mast.

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

Lower lift mast until it sttrikes the chain.

Lower fork carriage down to the stop.

Extend the lift mast to slacken the chain.

Extend the lift mast.

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

Lower lift mast until it sttrikes the chain.

Lower fork carriage down to the stop.

Extend the lift mast to slacken the chain.

172651 EN - 08/2016

-5

-6

172651 EN - 08/2016

a

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

The intervals are designed for standard use.

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

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

172651 EN - 08/2016

-1

Check the chassis for cracks Check the overhead guard/cab and panes of glass for damage Check the controls, switches and joints for damage, and apply grease and oil Check the driver s seat for correct function and for damage Check the driver restraint system for correct function and for damage, and clean Variant: Check the dual pedal variant for damage and correct function, and lubricate Check the tyres for wear and check the air pressure Check the wheels for damage and check the tightening torques Drive axle: Check the screw joints, check for leaks and clean the cooling ns Gearbox oil and multi-disc brake: Check the oil level Check the condition of the internal combustion engine (visual inspection) Change the engine oil and replace the oil lter Check the air lter and the micro lter, and replace if necessary Check the cooling system for leaks and correct function Check the coolant and top up if necessary Check the toothed belt, spur gears and V-belt Check the exhaust system LPG: Replace the spark plugs Turbo variant: Replace the vacuum unit air lter Variant: Service the particle lter Check the fuel system for leaks and correct function Replace the fuel lter Check the LPG system for damage Check the solenoid shut-off valve and check the high-pressure relief valve (1.7 bar) Check the gas cylinder valve for cleanliness and correct function, check the over-pressure safety device (30 bar) Replace the LPG lter Overhaul the evaporator (MD/Cobra). Replace the sticker Check the screw joints for secure attachment and perform a leak test Check the CO content in the exhaust gas Check that the engine run-on time before the engine stops is acceptable Check the steering system for leaks and correct function Check that the steering wheel is securely attached and check the turning handle for damage Steering axle: Check that the steering axle is securely attached, check for leaks and apply grease

-2

172651 EN - 08/2016

Check the steering stop Check all mechanical brake parts for condition and correct function Check brake master cylinder for leaks and correct function Check brake uid, top up if necessary Perform function checking on the brake Check all power cable connections Check the switches, transmitters and sensors for correct function Check the lighting and indicator lights Measure the cold-start current; recharge or replace the battery if necessary Check the condition of the hydraulic system, and check for correct function and leaks Check the hydraulics blocking function (ISO valve) Check the oil level Check the mast bearings for damage. Lubricate the mast bearings and check the tightening torque Check the mast pro les for damage and wear. Lubricate the mast pro les Check the load chains for damage and wear. Adjust and lubricate the load chains Check the lift cylinders and connections for damage and leaks Check the guide pulleys for damage and wear Check the support rollers and chain rollers for damage and wear Check the play between the fork carriage stop and the run-out barrier Check the tilt cylinders and connections for damage and leaks Check the fork carriage for damage and wear Check the fork arm interlock for damage and correct function Check the fork arms for wear and deformation Check that there is a safety screw on the fork carriage or on the attachment Heating system: Check the fresh air lter and beat it out Check the heating system for damage; observe the manufacturer s maintenance instructions Air conditioning: Check the fresh air lter and recirculated air lter, and beat them out Air conditioning: Perform function checking Check the attachments for wear and damage; observe the manufacturer s maintenance instructions Check the trailer coupling for wear and damage; observe the manufacturer s maintenance instructions Read out the error numbers and delete the list Reset the maintenance interval Check that the labelling is complete Perform a test drive

172651 EN - 08/2016

-3

-4

172651 EN - 08/2016

Perform all 1000-hour maintenance work Check the gearbox oil and multi-disc brake and change the gearbox oil Change the engine oil and replace the oil lter Replace the poly-v belt and tensioning pulleys (every two years) Replace the air lter and the safety cartridge Change the coolant (VW: every 9000 hours or every 5 years) Replace all hoses on the LPG system Change hydraulic oil Replace the return line lter, breather lter and high-pressure lter (variant) Replace the fresh air lter and the recirculated air lter in the air conditioning system Replace the accumulator dryer in the air conditioning system and re ll with refrigerant

172651 EN - 08/2016

-5

USB CAN box, package group with wires

50983605401

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

50983605400

STILL multimeter including measurement leads

0009418737

Current probe

0156300

20°C to 320°C temperature sensor

0156299

Hydraulics test box

0147530

Hydraulics digital test box

0009416002

Accumulator test tting

0009418044

0171381 0625028

.

Spring balance, 200 Nm Refractometer Testing of reduction agent DEF, coolant G12+, anti-freeze, battery acid .

Test adapter, SAAB, 42-pin

8426527

Test adapter, variable

0172204

from 2 to 25-pin

Adaptor line, SAAB, 16-pin

0172201

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

0172202

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

0149862

Adaptor line, mark II

JPT, 4-pin, male connector

0157647

Adaptor line, mark II

JPT, 4-pin, female connector

0157648

.

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

0143426

Crocodile clips, pair of red and black

0143427

Measurement wires, pair of red and black

0143425

.

-6

172651 EN - 08/2016

AMP crimping tool

0144087

Ejector box

0172412

Crimping tool for wire cross-sections of 10 95 mm2

0009418107

.

172651 EN - 08/2016

-7

Hydraulic jack, load capacity 5000 kg

0161527

Ratchet hoist, 800 kg

Hahn&Kolb 77158080

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

Hahn&Kolb 77200910

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

Hahn&Kolb 77200920

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

Hahn&Kolb 77200925

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

Hahn&Kolb 77200935

Safety chains up to 2000 kg

0155297

Shackle Lifting eye bolt, M6

0148154

Lifting eye bolt, M8

0148155

Lifting eye bolt, M10

0148156

Lifting eye bolt, M12

0148157

Adjustable screw clamp

0156303

Supporting block, 250x180x120

0146466

Supporting block, 250x180x38

0009315501

Supporting block, 250x180x58

0009315502

Supporting block, 800x80x60

0009315504

Wheel chock, braking wedge

0144267

.

Hahn&Kolb 77174210

.

.

-8

172651 EN - 08/2016

Thread

Grade 4.6

Grade 4.8

Grade 5.8

Grade 6.8

Class 8.8

M4

1

1.3

1.7

2

2.7

M5

2.1

2.7

3.4

4.1

M6

3.6

4.7

5.9

7.1

M8

8.5

11

14

M10

17

23

M12

30

40

M14

47

62

M16

73

100

M20

145

192

M24

250

330

M30

510

M36

880

Thread

Grade 4.6

M8x1

9.5

Grade 10.9 Grade 12.9 3.8

4.6

5.5

8

9.5

9.5

13

16

17

23

32

39

29

34

46

64

77

50

60

80

110

135

78

94

125

180

215

122

146

195

275

330

240

289

385

540

650

410

495

660

930

1110

675

840

1000

1350

1850

2250

1170

1470

1760

2350

3300

3900

Grade 4.8

Grade 5.8

Grade 6.8

Class 8.8

12

16

19

25

.

Grade 10.9 Grade 12.9 35

42

M10x1

20

26

32

39

52

72

95

M10x1.25

18

24

37

49

68

82

M12x1.25

33

44

30 55

66

88

125

150

M12x1.5

31

41

52

62

83

115

140

M14x1.5

52

70

87

105

140

195

235

M16x1.5

79

105

130

157

210

295

350

M18x1.5

115

150

190

230

305

425

510

M20x1.5

160

210

265

320

425

600

720

M22x1.5

215

285

355

425

570

800

960

M24x1

270

360

450

540

720

1000

1200

M27x1

395

525

655

785

1050

1500

1800

M30x2

540

725

905

1085

1450

2050

2500

M36x3

930

1250

1560

1870

2500

3500

4100

.

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

172651 EN - 08/2016

-9

8-L

6

M14 x 1.5

17

12

10-L

8

M16 x 1.5

19

20

12-L

10

M18 x 1.5

22

28

15-L

12

M22 x 1.5

27

50

18-L

16

M26 x 1.5

32

75

22-L

19

M30 x 1.5

36

105

28-L

25

M36 x 1.5

41

150

10-S

6

M18 x 1.5

22

32

12-S

8

M20 x 1.5

24

45

14-S

10

M22 x 1.5

27

58

16-S

12

M24 x 1.5

30

70

20-S

16

M30 x 1.5

36

120

25-S

19

M36 x 1.5

46

170

30-S

25

M42 x 1.5

50

230

.

.

-10

172651 EN - 08/2016

a

1 2

3 4 5

Document category Document language

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

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

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

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

Select the required document category (1).

Select the required truck series (4).

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

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

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

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

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

172651 EN - 08/2016

-1

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

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

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

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

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

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

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

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

-2

172651 EN - 08/2016

1 2 3 4

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

5 6 7

CAN box, serial CAN box, USB Notebook

1 2 3 5

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

172651 EN - 08/2016

-3

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

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

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

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

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

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

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

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

1 2 3 4a 4b 5

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

1 2 3

F2: Diagnosis Diagnosis Start Points Jobs

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

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

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

-4

172651 EN - 08/2016

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

F2: Diagnosis Jobs Select action (4)

Execute

Various types of error lists are available for selection: 1

Active errors

1 2 3

F2: Diagnosis Jobs Execute

4 4 4

Read error list Clear error list Read error ring buffer

Lists all errors that are currently active 2

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

3

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

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

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

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

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

For more information, see chapter "60 - Error ring buffer" 172651 EN - 08/2016

-5

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

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

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

F3:

Setup

Truck Access code General

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

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

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

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

-6

172651 EN - 08/2016

This menu allows the accrued errors in the different CAN bus consumers to be read out.

The selection allows the device ID for the CAN bus consumer to be entered in the framed eld. The following entries are possible: Letter

to

(see device code)

Character for

CAN bus users

In the line, the type of error list to be displayed can be selected in the framed eld: - error after deletion - error after power-on - temporary error In the display area in the ing information is displayed:

line, the follow-

of the device in which the error occurred ( A in the example) example) example)

between 00 and FF (44 in the between 00 and FF (99 in the

The error display mode must rst be changed to prepare.

The standard setting is speci ed as , in which only plain text errors are shown on the display.

For service work, switch to the display mode.

error

Switch to the PARAMETER menu Select service address A 00 1E8 Value 00 for customer mode displayed Change value to 01 for service mode Activate truck reset Only now can the error lists be read out.

Once the service work is complete, the error display mode must be reset! (01 00)

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-7

When the menu is opened, the framed eld entitled is activated. Use the and buttons to make the selection.

It is advisable to choose the entire selection in order to see all present errors.

Press the button to activate the next eld ( ). The selection must be made here too.

Pressing the button display.

will activate the

Press the button again to the error list and to display the rst error in the display eld.

An "empty" error list is shown by x 00 00 (x stands for the device ID). Failed access is shown by x -- -- .

If the line is activated, use the and buttons to move within the error list, i.e. to scroll up or down the error list. It is only possible to scroll one step at a time.

By pressing the button one switches back to the prior display eld --.

display, it may After pressing in the take some time to generate an error list. After pressing , ?? ?? is displayed until the ? display eld is updated. In this case, the display ashes until the rst error is logged. Further displays requested by pressing and are transmitted without ashing.

Pressing the button the

will bring one back to menu.

This menu allows the accrued errors in the different CAN bus consumers to be cleared.

In the framed eld entitled , the device code (A to Z) of the error to be cleared is selected.

-8

172651 EN - 08/2016

By selecting , the errors for cleared.

consumers are

After the menu is started, the framed eld is activated.

Press the Using the .

button to return to the menu without making any changes. and

buttons will select

Pressing the button will con rm the selection and activate the eld.

Use the and buttons to select YES and con rm by pressing . The selected error list is then cleared.

The deletion can be taken into account for some time and is displayed by PLEASE WAIT. If clearing the error list fails, this is indicated in the same place by a ashing ERROR message.

Press the button to return to the previous display eld, i.e. from to .

Resetting automatically activates the NO option in the framed eld entitled .

Pressing the button the

will bring one back to menu.

172651 EN - 08/2016

-9

-10

172651 EN - 08/2016

a

, Manufacturer

Juli, no. 1011 083

Description

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

Engine type Connection Rated voltage (nominal)

[V]

380

Rated current (nominal)

[A]

56

Rated speed (nominal)

[rpm]

3980

Maximum speed

[rpm]

5000

Rated output (nominal)

[kW]

30

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

[kW]

34.5 S2, 60 min.

IP 54 F 240

Insulation class Weight

Star

[kg]

Cooling

Surface/convection

Temperature sensor

KTY84-130

Rev sensor

Pin sensor

.

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

1M1 X175

1U06 converter

X10

Rev sensor Temperature sensor

X11 .

172651 EN - 08/2016

-1

x 1 2 3 4

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

5 6 7 8 9

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

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

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

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

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

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

-2

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

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

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

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

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

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

172651 EN - 08/2016

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

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

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

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

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

4-pin JPT plug X10 Red

X10/1

X28/9

White

X10/4

X28/2

+ 12 Volt Signal B

Blue

X10/2

X28/1

Signal A

Black

X10/3

X28/10

GND

.

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

positive terminal negative terminal

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

positive terminal negative terminal

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

172651 EN - 08/2016

-3

At full speed, a duty cycle must be .

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

The traction motor is monitored by a temperature sensor.

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

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

Type: KTY84-130.

Power supply: approx. 1.7 mA

2-pin JPT plug X11 Red

X11/1

X28/17

Blue

X11/3

X28/18

TempMCT+ TempMCT-

An improperly conducted insulation test can destroy the temperature sensor.

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

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

-4

-40

355

-30

386

-20

419

172651 EN - 08/2016

-10

455

0

493

10

533

20

576

25

598

30

621

40

668

50

718

60

769

70

824

80

880

90

939

100

1000

110

1063

120

1129

130

1197

140

1268

150

1340

160

1415

170

1493

180

1572

190

1654

200

1739

210

1825

220

1914

.

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

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

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

172651 EN - 08/2016

-5

The balancing mastic is fully cured after approx. 2.5 hours

-6

172651 EN - 08/2016

Manufacturer

CompanyJULI

Designation (type)

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

Motor type Connection Design voltage (nominal)

[V]

3 x 400

Design current (nominal)

[A]

64

Excitation Design speed (nominal) Maximum speed

Continuous [rpm] 2400 [rpm] 2650

Overspeed Design output (nominal) Peak output Operating mode (nominal) Protection type when installed

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

Insulation class Weight

Star

F [kg]

Cooling

133 Surface / convection

Generator and bearing ange

[Nm]

Bearing ange and engine

[Nm]

Catch plate and engine ange

[Nm]

Catch plate and starter ring gear

[Nm]

Generator and bearing ange

[Nm]

Bearing ange and engine

[Nm]

Catch plate and engine ange Catch plate and starter ring gear

110

95

5 x socket head screws ISO 4762, M12 x 1.75 x 60-10.9 4 x socket head screws ISO 4762 M12 x 1.75 x 80-10.9 8 x hexagon head screws DIN 8676, M10 x 1.0 x 25-10.9 Pourable plastics FK5 or Loctite 243 6 x socket head screws DIN 6912, M8 x 16-8.8 6 x conical spring washers DIN 6796

110

5 x socket head screws ISO 4762, M12 x 1.75 x 60-10.9

[Nm]

95

10 x socket head screws M10 x 1.0 x 45-12.9 Pourable plastics FK5 or Loctite 243

[Nm]

125

3 x ribbed bolts M12 x 1.5 x 25-10.9

.

172651 EN - 08/2016

-7

The alternator (1) is a 3-phase synchronous alternator equipped with a permanent magnet rotor.

The magnets are bonded to the rotor. The stator is a 12-pole stator winding The alternator is connected with the internal combustion engine via a bearing ange (2) in which the starter motor ring gear is located.

The starter motor (3) is screwed to the bearing ange by two screws and engages the starter motor ring gear.

The alternator is connected to the internal combustion engine via the starter motor ring gear.

The output voltage generated by the alternator depends on the speed of the internal combustion engine.

The 3 phases of the alternator are wired in a star arrangement. They generate sinusoidal voltages that are out of phase by 120° with respect to one another.

1 2 3 4 5 6

Alternator Bearing ange Starter motor Terminal block Hydraulic pump connection Opening for transport protection

The alternator connections U, V, W are screwed to the terminal block (4) and fed out of the alternator as a compact cable. They are connected directly to the inverter.

The alternator will be destroyed if transport protection is not used.

For transport, always slide cardboard strips between the rotor and stator.

The alternator must always be protected with cardboard strips during transport. These cardboard strips are slid between the rotor and stator through 5 openings (6) from the hydraulic pump side.

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

-8

172651 EN - 08/2016

To remove the generator, it is recommended that the entire engine unit is removed from the truck.

For information on removing the engine unit, see the chapter entitled "Engine unit".

Prepare strips of cardboard to use as a transport protection for the alternator.

After removing the engine unit, place it securely on the engine mounts on three square timbers.

The hydraulic pump is separated from the alternator.

Unscrew the guard plate from the starter motor.

Unscrew the starter motor from the bearing ange.

When installing the generator, it is important that cylinder 1 in the internal combustion engine is in the TDC position. For this reason, the three connecting screws between the starter ring gear and the generator rotor ange must be loosened in the speci ed sequence.

Do not loosen the screw visible in the starter motor opening; rotate the engine by an additional 120° using the crankshaft.

Loosen and remove the screw that is now visible in the starter motor opening.

Rotate the engine an additional 120° in the same direction using the crankshaft.

Loosen and remove the visible screw.

Rotate the engine an additional 120° in the same direction using the crankshaft until cylinder 1 is in the TDC position.

Loosen and remove the visible screw.

The alternator will be destroyed if transport protection is not used.

For transport, always slide cardboard strips between the rotor and stator.

172651 EN - 08/2016

-9

Remove the rubber plugs and slide strips of cardboard between the rotor and stator.

Secure the alternator with a lifting sling and a second forklift truck.

Loosen and remove the ve connecting screws between the generator and the bearing ange.

Pull the alternator off the starter motor ring gear.

Put the alternator down with the aid of the second forklift truck.

Check screw quality and tightening torques.

After the generator has been removed, cylinder 1 in the internal combustion engine is in the TDC position.

The spare-part generators are always delivered with cylinder 1 in the TDC position.

Move the generator into position using a second truck. The bore in the starter ring gear must be centred in the starter motor opening.

Place the alternator on the starter motor ring gear Insert and tighten the ve connecting screws between the generator and the bearing ange.

5 x socket head screw M12 x 65, 10.9;

-10

172651 EN - 08/2016

Insert a screw into the visible bore in the starter ring gear and tighten the screw.

Screw M12 x 1.5 x 25, 10.9,

Cardboard strip remnants can damage the alternator.

Before rotating the generator, always remove all cardboard strips from between the rotor and stator.

Remove the rubber plugs, remove the cardboard strips from between the rotor and stator and then put the rubber plugs back in position.

Rotate the engine a further 120° using the crankshaft.

Insert a screw into the visible bore in the starter ring gear and tighten the screw.

Screw M12 x 1.5 x 25, 10.9, Rotate the engine an additional 120° in the same direction using the crankshaft.

Insert a screw into the visible bore in the starter ring gear and tighten the screw.

Screw M12 x 1.5 x 25, 10.9, Fix the starter motor to the bearing shield with two screws.

2 x socket head screw M10 x 60, 8.8; Screw the guard plate onto the starter motor.

172651 EN - 08/2016

-11

-12

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a

1 2 3

Alternator Diesel internal combustion engine LPG internal combustion engine

4 5 6

Engine mounts Hydraulic pump connection Bearing ange

The engine unit is a self-contained unit comprising the internal combustion engine (2), (3) with an alternator (1) and hydraulic pump. The hydraulic pump is connected to the face (5) of the alternator by means of a drive element.

The internal combustion engine is connected with the alternator by means of a bearing ange (6) within which the starter motor ring gear is located. The starter motor is fastened to the bearing ange by two screws and engages the starter motor ring gear.

The engine is screwed to the truck s chassis at three points (4) using rubber-metal bearings and is vibration-free.

Differences in the arrangement of the engine unit result because of different engine models and the attached accessories.

172651 EN - 08/2016

-1

R70 - 40 R70 - 45 R70 - 50

VW 2.0 l turbodiesel (CBJB)

55 kW

VW 3.2l TG (BMF)

With Impco LPG system

R70 - 40 T R70 - 45 T R70 - 50 T

The VW 2.0-litre turbodiesel is installed in a number of trucks. For this reason, the technical description of the engine is contained in a separate workshop manual. See the workshop manual entitled "VW 2.0 l turbodiesel"

If the truck has a cab, rst remove all cabin sections from the right hand side.

Disconnect the battery.

Disconnect all plugs under the bonnet, detach the handbrake cable, remove bonnet.

Remove the oorplate with the accelerator pedal and disconnect the plug.

Unscrew the valve block with support from the chassis.

In order to create space, tilt the complete valve block all the way to the front into the footwell.

Remove the air lter.

Disconnect the air hoses.

Unscrew the inverter cover.

Unscrew all plugs X173, X174, X175 with 3 screws (T25) from the inverter without opening the plugs.

Detach plug X28 and the earth cable from inverter.

Unscrew the tilt cylinder hydraulic lines and seal Unscrew steering hydraulic lines and seal Remove the hydraulic pump; see the chapter entitled "Removing and installing the variable displacement pump".

-2

172651 EN - 08/2016

Disconnect the priority valve with support and place on one side.

Drain coolant completely.

Remove all coolant hoses and, if necessary, the oil lines from radiator, seal and place on one side.

Disconnect all cable and plug connectors and vacuum lines from the engine.

Disconnect all coolant hoses from the engine.

Disconnect the fuel line.

Remove the fuel lter with support Disconnect exhaust pipe from turbocharger.

Disconnect the line from the starter motor (terminal 50).

Unfasten the three engine mounts.

Secure engine unit with suitable lifting sling and hold with second forklift.

Raise engine unit slightly and carefully disconnect the exhaust pipe from the turbocharger.

Carefully lift the engine out of the vehicle contour.

Put the engine down with its mounts resting on three square timbers.

Secure engine unit with suitable lifting sling and hold with second forklift.

Lift the engine and carefully place it in the vehicle contour.

Carefully insert the exhaust pipe into the turbocharger while setting down the engine unit and place the engine on its three mounts.

Position the three engine mounts with screws and fasten securely.

Front left and right: screw M16 x 160, DIN 931, 8.8; .

Back left: screw M12 x 100, DIN 912, 8.8; .

Screw exhaust pipe rmly onto manifold.

Connect the line to the starter motor (terminal 50).

Insert the hydraulic pump drive element into the alternator.

Place the hydraulic pump in position and screw in place; see the chapter entitled "Removing

172651 EN - 08/2016

-3

and installing the variable displacement pump".

2 x hexagon head screw M12 x 30 with at washer; .

Screw the priority valve with support to the alternator.

Screw on the tilt cylinder hydraulic lines.

Screw on the steering hydraulic lines.

Connect all coolant hoses to the engine.

Connect all coolant hoses and, if necessary, oil lines to the radiator.

Fit fuel lter with support.

Connect the fuel lines.

Connect all cable and plug connectors and vacuum lines to the engine.

Screw plugs X173, X174, X175 with 3 screws (T25) rmly onto the inverter.

Connect plug X28 and the earth cable to the inverter.

Screw on the inverter cover.

Screw the valve block with support onto the chassis.

Install the air lter.

Connect the air hoses.

Fill up with coolant; see the chapter entitled "Coolant".

Fit the bonnet, connect all plugs under the bonnet, connect the handbrake cable.

Install the oorplate with the accelerator pedal and connect the plug.

Connect the battery.

Functional test.

-4

172651 EN - 08/2016

The starter ring gear (3) is located in the bearing ange (2). The starter ring gear is freely accessible once the generator has been disconnected from the bearing ange.

The starter ring gear sits on the crankshaft (5) of the internal combustion engine and is bolted to it.

The drilling template for the six mounting screws (6) prevents incorrect orientation of the starter ring gear.

A two-piece guard plate (6) is tted behind the starter ring gear to prevent contamination in the starter motor area.

1 2 3 4 5 6

Internal combustion engine Bearing ange Starter ring gear Guard plates Crankshaft Mounting screws

It is recommended that the entire engine be removed from the truck.

For information on removing the engine, see the "Engine" chapter.

For information on removing the alternator, see the "Alternator removal-installation" chapter.

After removing the engine, place it securely on its mounts on three square timbers.

The alternator is separated from the engine.

The 6 mounting screws are anti-fatigue screws and must not be re-used. They must always be changed.

Slacken the four screws and remove the bearing ange from the internal combustion engine.

Fix the guard plates using two screws.

Loosen the six mounting screws on the starter ring gear and destroy them; do not reuse.

Pull the starter ring gear off the crankshaft.

Place the starter ring gear on the crankshaft, paying attention to the correct location of the guard plates.

172651 EN - 08/2016

-5

Incorrectly installed guard plates allow dirt into the starter area.

The guard plates must butt together and not overlap!

Secure the starter ring gear with six mounting screws.

Tightening torque 60 Nm + 1/4 rotation.

Place the bearing ange on the internal combustion engine and secure with four screws.

The starter motor (1) is screwed onto the bearing ange (4) and engages the starter ring gear.

A two-piece guard plate (5) is tted behind the starter ring gear to prevent contamination in the starter motor area.

Park the truck safely.

Disconnect the battery.

The two screws (2) are screwed into the starter motor from the generator side.

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

You can use an extender with a 10mm Allen key to release the screws (2) from underneath through the chassis.

-6

1 2 3 4 5

Starter motor Screws Generator Bearing ange Guard plate

172651 EN - 08/2016

Alternator monitoring can be parameterised and has the following functions: Monitoring the alternator during operation Reliably engaging the externally excited alternator when starting up Checking the alternator function at start-up This function requires the speed of the internal combustion engine to be run up.

Up to software version V043, the run-up begins automatically, immediately after the truck is started. The run-up is permanently integrated into the function and can only be switched off by deactivating the entire monitoring function.

From software version V046 onwards, the behaviour of the engine during start-up can be controlled via parameters.

00

01

A 00 074

03

05

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

Forced engagement. Default value up to software versions V043 After start-up, the speed is increased linearly to the maximum speed until the alternator engages. The increase in speed can be heard clearly.

If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR No forced engagement of the alternator. Default value up to software versions V046 The engine speed increases rapidly during engine start up; a speed overshoot occurs and the speed is then reduced to idle speed.

If the alternator does not engage after 1 second, an error is generated. Error 5811, ALTERNATOR Forced engagement; from software versions V046 The engine speed increases rapidly during engine start up; a speed overshoot occurs for approximately 0.1 seconds. The speed is then reduced to idle speed.

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

Forced engagement of the alternator is not necessary during normal operation: The alternator is engaged by the speed overshoot or by the initial increases in speed while driving or during hydraulic use.

If the truck continues to idle following start-up for an extended period of time, forced engagement of the alternator is advisable in order to charge the battery.

The TCU 2 is equipped with an internal excitation circuit, meaning that the speed overshoot during 172651 EN - 08/2016

-7

the starting procedure ensures that the alternator will reliably engage.

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

00 03 A 00 074 05

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

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

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

.

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1 2 3

S1 9G2 TCU 1

Protective circuit Wiring harness FEP bushing housing

Key switch Alternator Truck control unit

The retro t comprises the following components: Wiring harness with FEP plug housing and protective circuit, protected in a capacitor housing (aluminium bowl) FEP bushing housing Hose clamp and hexagon head screw Since March 2015, a 110-A alternator has been installed in all VW engines as standard. This alternator can be clearly identi ed by referring to the identi cation plate The 110-A alternator is externally excited, so that the increase in speed during start-up does not cause the alternator to engage. For this reason, the TCU 2 was introduced at the same time and features an internal excitation circuit.

If a 110-A alternator needs to be tted in a truck with TCU 1, a retro t is required. The retro t can also be used in connection with self-excited alternators (70 A, 90 A) if repeated problems occur when engaging the alternator.

The retro t is designed to provide the alternator with an excitation current of approx. 100 mA, independent of the internal combustion engine.

Integrate the wiring harness at the TCU into the wires to terminal D+ on the alternator and to the key switch; refer to the circuit diagram.

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-9

Release pins X47/23 and X46/39 from the SAAB plugs of the TCU; insert these pins in the supplied FEP plug housing.

Insert the loose cables from the wiring harness into the SAAB plug of the TCU and engage pins X47/23 and X46/39.

Tightly screw the protective circuit to a suitable threaded bolt under the bottom plate in the truck using the hose clamp.

Neatly route the wiring harness in the truck.

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Manufacturer Engine type

with intercooler 1968 cm 3

Displacement Hole/lift Compression Ignition sequence Direction of rotation (when looking at the connecting plate) Position of cylinder 1

81.0 mm/95.5 mm

Weight incl. engine oil but not coolant

Approx. 142 kg

Nominal engine power rating P

55 kW at 2800 rpm

Rated engine torque ET

240 Nm at 1750 rpm

18.5 : 1 1

3

4

2

anticlockwise compared to the power release side

Rated charge pressure at P

2450 rpm when driving

Upper idle speed

2550 rpm with working hydraulics

Lower idle speed

1050 rpm

Speed limitation

3400 rpm According to DIN EN 590, min. cetane number > 51 CN Not approved

Diesel Biodiesel Coolant quality

G12 + (violet)

Frost protection to -25°C Coolant capacity

40% coolant additive/60% water Approx. 11.5 litres

Fan switch-on temperature

Coolant approx. 85°C Opening start at 87°C

Thermostat

Fully opened at 102°C

Motor oil quality Engine oil lling quantity for oil change with lter change Difference in quantity between min. and max. mark on oil dipstick Engine oil pressure at 2000 rpm and oil temperature of 80 °C

SAE 5W

Alternator

Bosch, 12 V, 90 A

Starter Sheathed-element heater plugs

Bosch, 12 V, 1.8 kW

30 in accordance with VW 50700

4.5 litres Approx. 1.0 litre

12 V

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-11

The engine code letters and engine number are stamped on the left side of the cylinder block above the fuel pump. In addition, there is a label on the toothed belt cover.

CBLB / 001018 Engine type / serial number

Water-cooled 4-cylinder in-line engine Direct valve activation via a toothed-beltdriven, overhead camshaft (OHC) Maintenance-free valve train via a hydraulic tappet Pump/nozzle elements 0Y2 controlled electronically via an engine control unit With adjustable exhaust turbocharger and STILL intercooler Direct injection Electronically controlled Pump/nozzle elements 0Y2 Fuel temperature sensor 0B3 Tandem pump (vacuum/fuel pump) Crankshaft transmitter 0B2 Camshaft transmitter 0B8 Toothed belt Suction pipe with cut-off butter y valve Valve for exhaust gas recirculation Exhaust manifold with adjustable exhaust turbocharger Oil lter module with oil cooler Oil pressure warning switch 0S1 Oil dipstick Coolant pump Thermostat Coolant temperature sensor 0B1 Ancillary unit bracket and tensioner Three-phase alternator 9G2 4 sheathed-element heater plugs 0R4 Identi cation plate in line with 97/68/EC Connecting plate

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Flywheel Fuel lter Fuel line lter to injection pump Starter V-ribbed belt (crankshaft/three-phase alternator) Air conditioning compressor A43 engine control unit Preheating control unit 1A08 Starter Air volumeter 0B6 Pressure sensor 0B4 Accumulator Exhaust gas recirculation valve 0Y3 Charge pressure limitation valve 0Y4 Non-return valve Fuel lter V-ribbed belt (crankshaft/three-phase alternator) Activation valve for the cut-off butter y valve 0Y11

172651 EN - 08/2016

-13

Manufacturer Engine type Displacement

3198 cm3

Bore/lift Compression

11.25 : 1

84 mm/94.9 mm

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

1

Weight incl. engine oil but not coolant

Approx. 157 kg

Nominal engine power rating P

Regulated: 55.9 kW at 2400 rpm

Max engine torque ET

226 Nm at 2000 rpm

Compression pressure

5

3

6

2

4

left Compared to the power release side

Setpoint value: Wear limit:

Maximum permissible pressure difference Upper idle speed

2400 rpm when driving 2650 rpm with working hydraulics

Lower idle speed

1000 rpm

Revolution limitation

3200 rpm All settings designed for LPG with 95% propane

Coolant quality

G12 + (violet)

Frost protection to -25°C

40% coolant additive/60% water Approx. 15.5 litres

Coolant volume Fan switch-on temperature Thermostat

Coolant approx. 85°C Opening start at 87°C Fully opened at 102°C

Engine oil quality SAE 5W 30 in accordance with VW 50700 Engine oil lling quantity for oil change with lter 6.4 litres change Difference in quantity between min. and max.

Approx. 1.2 litres mark on oil dipstick Engine oil pressure at 1000 rpm and oil temperature of 80°C Engine oil pressure at 2000 rpm and oil temperature of 80°C Alternator

Bosch, 12 V, 90 A

Starter Spark plugs

Bosch, 12 V, 1.8 kW

-14

6 x NGK IZKR 7B

172651 EN - 08/2016

The engine code letters and engine number are stamped on the left-hand side of the cylinder block. In addition, there is a label on the toothed belt cover.

BMF/001018 Engine type/serial number

Coolant temperature sensor 0B1 6 spark plugs; 0T1 to 0T6 Water-cooled 6-cylinder VR engine with Impco LPG and electronic ignition system.

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

Maintenance-free valve train via a hydraulic tappet.

Closed cooling system with expansion tank and high-pressure relief valve.

IMPCO LPG system and engine management Exhaust camshaft phase sensor 0B9 Intake camshaft phase sensor 0B10 Exhaust camshaft variable valve 0Y9 Intake camshaft variable valve 0Y10 Engine speed sensor 0B2

IMPCO intake manifold MAP/MAT sensor 0B6 Flywheel Impco LPG system Ignition transformer, ignition cables Suction pipe, butter y valve Starter Three-phase alternator Air conditioning compressor A43 engine control unit Starter Butter y valve 9Y3 Three-phase alternator 9G2

Control chain

Guide pulley

Exhaust manifold

Tensioner

Oil lter module with oil cooler

V-ribbed belt

Oil pressure warning switch 6S1

Coolant return- ow pump 0M1

Red dipstick

Non-return valve 9Y4

Coolant pump

Orange dipstick

Thermostat

172651 EN - 08/2016

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a

There are two different chassis modules.

The chassis module of the controlled gas system with a three-way catalytic converter consists of the following main units: Evaporator Gas shut-off valve unit Actuator / pulse valve The chassis module of the uncontrolled gas system consists of the following main units: Evaporator Gas shut-off valve unit The gas shut-off valve unit consists of the following components: Solenoid shut-off valve

1 2 3

Evaporator Gas shut-off valve Actuator

1 2 3 4

Intake pipe MAP/MAT sensor Electronic butter y valve Gas mixer

LPG lter Gas pressure switch

The suction module is a complete unit, consisting of the following main assemblies: Intake pipe Temperature/pressure sensor MAP/MAT sensor, (Manifold Absolute Pressure/Temperature) Electronic butter y valve Gas mixer

The gas mixers for the "controlled" and "uncontrolled" gas system variants differ from each other and are not interchangeable.

In combination with the lambda control system, the three-way catalytic converter represents the most effective exhaust gas cleaning process currently available.

The three-way catalytic converter consists of: Exhaust Catalytic converter Lambda probe

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-1

The lambda control system controls the fuel quantity so that the air-fuel mixture achieves virtually complete combustion, thereby reducing the amount of harmful substances in the exhaust gas.

The three-way catalytic converter has the capability of simultaneously removing a high proportion of all three harmful components - hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxide (NOx) - from the exhaust gas.

The evaporator reduces the gas pressure and changes the physical state of the LPG from liquid to gas. It consists of a two-stage pressure regulator and a heat exchanger.

Since 2010, evaporators have been built without measurement connections.

Reducing the pressure to approx. 1.2. to 2.5 mbar causes the LPG to expand and become gaseous. This process produces evaporation coldness, which must be dissipated. For this reason, the evaporator features a heat exchanger that is connected to the engine s cooling circuit.

In the heat exchanger, the evaporation coldness is discharged into the cooling water.

Atmospheric compensation (d) for pressure stage 1 is relayed inward for pressure stage 2 via the compensation line (3). The reference pressure for pressure stage 1 is in uenced by the pressure in the compensation line and atmospheric compensation in pressure stage 2.

a b c d

Compression chamber 1 Compression chamber 2 Compensating chamber Atmospheric compensation

1 2 3 4 6 7

Connecting line Coolant Compensation line Balancing line LPG inlet Coolant

5 8

Measurement connection Measurement connection

In a quiescent state, the check valve for the rst pressure stage (1) is opened and the check valve for the second pressure stage (2) is closed.

The LPG from the gas cylinder (3) enters the rst pressure stage (4) in liquid form through the opened check valve for the rst pressure stage (1) at a pressure of 6 to 8 bar. The liquid LPG expands, becomes gaseous and builds up pressure in the rst pressure stage.

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The rising pressure acts on the membrane plate (5), which closes the check valve (1) via the valve lever (6). The surface area of the membrane plate (5), the dimension of the shutoff spring (7) and the transmission ratio of the valve lever (6) determine the maximum possible pressure in the rst pressure stage (4) of between 0.1 and 0.2 bar.

The suction vacuum created by the engine s operation takes effect via the connecting line (9) and builds up a vacuum in the pressure regulator (8).

The increasing vacuum acts on the membrane plate (10), which opens the check valve (2) via the rocker lever (12). The surface area of the membrane plate (10), the dimension of the shutoff spring (11) and the transmission ratio of the rocker lever (12) determine the maximum possible pressure in the second pressure stage (8) of between 1.2 and 2.5 mbar.

As long as a suf cient vacuum is present in the connecting line, gas from pressure stage 1 now enters pressure stage 2. If the pressure in the connecting line increases, the check valve in the second pressure stage closes. If the pressure decreases to the preselected level, the valve opens again and more gas can enter. In this way, the gas pressure in the connecting line to the mixer is kept constant.

The gas enters the mixer from the connecting line (2) via a full-load screw (1) designed as a throttle.

When the engine is at standstill, the shutoff spring (5) keeps the gas regulator valve (3) closed, meaning gas cannot enter the venturi tube (4) to the engine.

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-3

When the engine is running, the vacuum in the intake pipe (6) acts directly on the piston (7). The vacuum draws the piston downwards against the spring force, causing the venturi tube (4) to open.

The vacuum in the intake pipe in front of the butter y valve (9) is responsible for the piston stroke and is dependent on the spring force and the air resistance of the air lter and the mixer s upper part.

The spring force and the cone shape and crosssections in the mixer are matched to the relevant engine in question. Due to the shape of the piston and cone combination (10), only a speci c cross-section of the gas outlet pipe is released in each position, thus determining the fuel/air ratio.

Basic calibration is carried out via two screws.

The gas and air mixture for full throttle is set via the full-load mixture adjustment screw (1). The idle mixture is set in the bypass (12) via the idle mixture adjustment screw (10).

The expansion line (11) connects the mixer with the evaporator. In regulated LPG systems, the actuator is connected to the expansion line (11) and the vacuum line (13).

The appearance of the intake pipe, as well as the position of the MAP/MAT sensor, may differ from the image, depending on the engine.

In the gas mixer (1), the intake combustion air is combined with gas from the evaporator at a constant ratio and then sent to the engine via the electronic butter y valve (2) and the intake pipe (3).

1 2 3 4 5 6

The gas mixer is adapted for the equipment installed in the truck. The different hose lengths are the deciding factor. For this reason, the gas mixers are different and are not interchangeable between the "unregulated" and "regulated" variants or between other trucks.

Gas mixer Electronic butter y valve Intake pipe MAP/MAT sensor Balancing line Gas pipe from evaporator

The MAP/MAT sensor (4) monitors the vacuum in the intake pipe. The engine control unit uses this -4

172651 EN - 08/2016

measured value to calculate the current engine output.

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

The gas mixer (1) can be disconnected from the butter y valve housing (2) by loosening the four mounting screws (7).

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

Therefore, the entire gas mixer must be replaced in the event of damage The gas mixer must be dismantled for cleaning.

1 2 3 4 5 6 7

Gas mixer Throttle valve housing Balancing line Full-load mixture adjustment screw Connecting line Idle mixture adjustment screw Mounting screws

Unscrew the four screws (8) while holding on to the intermediate ange (9), and carefully remove from the gas mixer (1).

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

Remove the gas regulator valve from the gas mixer housing.

Clean all parts.

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

Re-assemble all parts.

Tighten screws (8) crosswise.

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-5

It is not possible to repair the butter y valve.

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

The butter y valve cannot be adjusted mechanically and is instead controlled via the throttle valve electronics (2).

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

1 2 3 4

Butter y valve housing Butter y valve electronics Mounting screws Seals

1 2 3 4

Evaporator Gas shut-off valve unit Actuator Support

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

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

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

Disconnect the plug Loosen the screw Remove the sensor from the intake pipe.

The chassis module is a complete unit available in two different versions.

The chassis module of the controlled gas system consists of the following main units: Evaporator (1) Gas shut-off valve unit (2) Actuator (3) The chassis module of the uncontrolled gas system has no actuator.

The chassis module is bolted to the chassis via a support (4) and can be removed as one complete unit.

Disconnect all hoses between the evaporator and mixer.

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172651 EN - 08/2016

Disconnect the coolant hoses.

Disconnect the plugs on the solenoid valve, pressure switch and actuator, if applicable.

Unscrew and remove the gas supply.

Unscrew and remove the chassis module complete with the support from the chassis.

Unscrew gas shut-off valve unit by opening screw plug (SW 16) from the top.

Remove the complete gas shut-off valve unit.

Unscrew the gas supply (banjo bolt SW 16) from the evaporator. The banjo bolt is glued in place.

In controlled LPG systems, unscrew the actuator from the support and disconnect the compensating line from the evaporator.

Unscrew the support from the evaporator.

Unscrew the test connector with the highpressure relief valve from the evaporator.

Screw the test connector with the high-pressure relief valve on to the evaporator.

Screw the support on to the evaporator.

In controlled LPG systems, unscrew the actuator on the support and connect the compensating line to the evaporator.

Screw the gas supply (banjo bolt SW 16) into the evaporator. Secure the banjo bolt with Loctite.

Insert the complete gas shut-off valve unit.

Screw the gas shut-off valve unit into place by closing screw plug (SW 16) on the top.

Screw chassis module complete with support on to the chassis.

Connect the gas supply.

Connect the plugs on the solenoid valve, pressure switch and actuator, if applicable.

Connect the coolant hoses.

Connect all hoses between the evaporator and mixer.

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The actuator unit is part of the chassis module and is only in regulated gas fuel systems.

The pulse valve (2) is connected to the mixer via the balancing line (3) and the vacuum line(1).

Membranes are ventilated via the modulation lines (5).

In addition, a short circuit (6) is laid via the pulse valve to the balancing line. In this way, additional ventilating of the membrane is achieved via the short circuit. This achieves a quicker regulation reaction towards a rich gas mixture.

The cycle valve is activated via the engine control unit (4).

1 2 3 4 5 6

Vacuum line Pulse valve Balancing line Engine control unit signal Modulation line Short circuit

The pulse valve is maintenance-free and must be replaced completely in the event of damage.

Using two magnetic pins, the pulse valve regulates a control pin which steers the vacuum into the evaporator. This prompts the gas mixture to become richer or leaner.

The magnetic coils are regulated via the engine control unit. The control pin operates in increments, with up to 200 increments per minute.

During this process, the control pin moves by 0.0416 mm.

After the switch latch is switched on, the control pin moves from its starting position to the control position. As a result, the engine control unit recognises the position.

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172651 EN - 08/2016

The is activated by the engine control unit. In the deactivated state the solenoid shut-off valve is closed. As soon as the ignition is switched on, the solenoid shut-off valve is opened and allows LPG to ow to the chassis module.

The senses the actual gas pressure in the system. If the gas pressure falls below a certain value, an indication appears in the display.

The solenoid shut-off valve and gas pressure switch are maintenance-free.

The cleans the LPG of contamination that may have been introduced during transport and storage.

1 2 3

LPG lter Solenoid shut-off valve Gas pressure switch

A clogged lter reduces the engine power The lter must be changed every 1000 operating hours.

If the gas is very dirty, change the lter more frequently.

The gas pipe in the internal combustion engine is separated from gas storage (gas tank, gas cylinder) by a gas shut-off valve. The gas shut-off valve closes once the internal combustion engine is switched off using the switch lock. The internal combustion engine comes to a stop as soon as the remaining gas in the supply pipe has been used up.

Due to residues in the gas, this valve may stick and remain in the open position despite there being no electrical trigger. To prevent the internal combustion engine from continuing to run, the engine control unit deactivates the ignition after a period of approx. 60 seconds. This causes the internal combustion engine to stop.

In this case, the gas system is still under pressure and represents a hazard, which is displayed to the operator by an error message.

LPG AUTO. VALVE A 5670

.

.

If the monitoring function detects an extended run-on of the internal combustion engine, the error will be displayed every time the internal combustion engine is restarted. The error is displayed repeatedly, even if the error only occurred once.

The error message must be acknowledged by the driver in order to return to the normal display operating unit display mode.

After repairs, the error memory must be deleted so that the error is not displayed again.

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-9

After the engine has been shut down, the shutdown due to lack of gas function ensures that the gas system through to the evaporator is cleared of residual gas.

If when the engine is switched off gas were to remain in the LPG system, the residual engine heat could cause the gas pressure to rise and lead to leaks.

After the LPG engine has been switched off using the key switch S1, the truck control system places an electrical block on all vehicle functions.

The engine control unit remains switched on for a maximum of 60 seconds and supplies the 9A1 ignition , so that the engine can run on.

As soon as the ignition switch is switched off, the engine control unit immediately closes the 9Y4 LPG shut-off valve. The engine runs on until the gas in the gas fuel system is used up.

Depending on the temperature of the LPG, the engine can run on for 2 seconds up to a maximum of 20 seconds after being switched off.

If the shut-down due to lack of gas function fails to operate correctly, the engine control unit switches off the 9A1 ignition after a maximum of 65 seconds.

The shut-down due to lack of gas function is not a substitute for closing the gas cylinder valve.

After using the truck, always close the gas cylinder valve.

If the engine runs on for longer than 20 seconds, the shut-down due to lack of gas function malfunctions.

A possible cause is leakage past the LPG shut-off valve.

An error will be indicated in the diagnostics software.

Remedy the fault Switch the ignition off and on again Delete the error in the diagnostics software Function test

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172651 EN - 08/2016

Check CO level in exhaust gases Check the LPG system for leaks

The legal basis for the use of LPG in internal combustion engines in Germany is established in a General Employers Liability Insurance Association regulation (BGV).

In accordance with , the following applies to trucks with LPG internal combustion engines: It is the operating company s responsibility to ensure that truck LPG systems are inspected by a specialist at regular intervals, but at least once a year.

The inspection is to be based on the following criteria: Proper condition

Check the screw joints of the LPG system for tightness.

This is not maintenance work, but rather a legally required test.

This is an inspection that is mandatory according to BGV D34, §37, and it is the operating company s responsibility to carry it out.

Operation and functionality of safety devices

Change the LPG lter.

Leak tightness; refer to the chapter entitled "Testing for leaks in the LPG system"

Check the 30-bar high-pressure relief valve on the solenoid shut-off valve

It is the responsibility of the operating company to ensure that the level of harmful substances in the exhaust gases are checked by a specialist at regular intervals, but at least every six months, and adjusted to the lowest attainable value.

Check the function of the solenoid shut-off valve.

Refer to the chapter entitled "Testing the CO level in exhaust gases"

Replace the evaporator/pressure regulator Check run-on of the engine until the engine stops.

Check CO level in exhaust gases Check the LPG system for leaks Check the screw joints of the LPG system for tightness.

This is a recommended inspection, and it is the operating company s responsibility to carry it out.

Check the LPG system for leaks

Check the 1.7-bar high-pressure relief valve on the evaporator/pressure regulator LPG systems featuring the C-series evaporator do not have this high-pressure relief valve!

Check the screw joints of the LPG system for tightness.

Perform all tasks speci ed for the 1000 operating hour/annual maintenance.

This is an inspection that is mandatory according to BGV D34, §37, and it is the operating company s responsibility to carry it out.

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Change the hoses of the LPG system.

Subject LPG tank to TÜV inspection.

-11

The leak test must be performed at a separate workstation.

Also refer to the chapter entitled "Safety instructions for working on the LPG system".

The test.

is used for the leak

During the test, the sensor on the gas detector must be held at a distance of approx. 1 cm away from all sides of the components being inspected.

If this is not possible, the components in question must also be sprayed with leak detection spray.

If the gas detector indicates a leak, the location of the leak must be detected using leak detection spray and the relevant component must be repaired or replaced.

Following repairs to the gas system, the leak test must be repeated.

The engine must be switched off before starting the test.

Open the gas cylinder valve so that the cylinder pressure in the system disperses all the way to the shut-off valve.

Using the gas detector, next test the entire route between the gas cylinder to the shut-off valve for leaks.

Gas cylinders or tank ttings Pipes, hoses, pipe unions High-pressure relief valves Any additional attachment parts Open the gas shut-off valve.

Turn the key switch to ON. The solenoid valve must open for a short period.

Test the rest of the gas system.

Start the engine and test the rest of the gas system again while the engine is running.

Once the test has been completed successfully, allow the engine to run for at least another 30 seconds to ensure that the cylinder pressure during the test was suf ciently high.

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172651 EN - 08/2016

Only sealant with approval from the German Technical and Scienti c Association for Gas and Water (DVGW) is permitted.

The preferred thread sealant is Loctite 5331 (0529805).

For screw joints with sealing cones, the tightening torques in the table apply.

14 to 19 AF

25 ±2 Nm

22 AF

30 ±5 Nm

30 AF M10 banjo bolt

55 ±5 Nm 20 Nm

.

The CO values are tested in accordance with BGV D34, paragraph 37, sections 1+2. The test applies to all forklift trucks fuelled by LPG and must be carried out every six months.

The more stringent test values speci ed by the manufacturer apply for regulated LPG systems.

Lower idling point Upper idling point

0.1 vol. %

0.08 vol. %

Tilting against the stop .

The manufacturer presets the mixers to propane operation and "rich".

Idle mixture adjustment screw (1) highest purity Full-load mixture adjustment screw (2) to R The required CO levels are usually achieved with these settings, without any adjustments being required.

In the event of large discrepancies outside of the control range, the gas mixture can be set to leaner via the idle mixture adjustment screw and the full-load mixture adjustment screw.

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-13

Start the engine and drive the vehicle until the coolant hoses between the engine and radiator can be felt to warm up.

Stop the truck, apply the parking brake.

Let the engine run at idle speed.

Insert a CO tester into exhaust tailpipe, following the manufacturer s speci cations regarding usage.

Only carry out testing once the engine speed has reached a steady state.

Only if needed: Open the bonnet and adjust via the idle mixture adjustment screw.

Unscrew the idle mixture adjustment screw (1) as far as required.

Start the engine and drive the vehicle until the coolant hoses between the engine and radiator can be felt to warm up.

Stop the truck, apply the parking brake.

Allow the engine to run under load (tilting against the stop).

Insert a CO tester into exhaust tailpipe, following the manufacturer s speci cations regarding usage.

Only carry out testing once the engine speed has reached a steady state.

The engine must run evenly, with the engine speed rising continually to 2400 ± 50 rpm. Speed uctuations must not exceed 30 rpm.

The engine can reach overload.

Do not let the engine run under full load for longer than 60 seconds.

Only if necessary: Open the bonnet and adjust via the full-load mixture adjustment screw.

Turn the full-load mixture adjusting screw (2) towards L (lean) as far as required.

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The LPG lter cleans the LPG of contamination that may have been introduced during transport and storage.

A clogged lter reduces the engine power The lter must be changed every 1000 operating hours.

If the gas is very dirty, change the lter more frequently.

When tting the lter, always t new seals from the original STILL maintenance kit.

Park the truck safely.

Switch off the engine Close the gas cylinder valve.

Open the bonnet Unscrew the lter with a ring spanner (22 AF) Change the lter, paying attention to the installation position.

The sealing ring must t into the recess on the lter correctly

The LPG system can be damaged by un ltered LPG. Pay attention to the positioning of the lter and sealing ring

Tighten the lter handtight with a ring spanner (22 AF) Check the LPG system for leaks with leak spray.

172651 EN - 08/2016

-15

The high-pressure relief valve must be tested, and replaced if necessary, every 1000 operating hours or at least once a year.

A special pressure tester and pressure gauge are needed for this test. Both tools are contained in the hydraulic measurement tool case.

The testing instruments from the hydraulic measurement tool case must be used for this test.

1 2 3 4

Park the truck safely Switch off the engine.

Hexagon head screw Pressure tester Pressure gauge Excess pressure safety device

Close gas cylinder valve.

Remove the excess pressure safety device.

If necessary, use Te on tape to seal the hexagon head screw (1).

Fill the pressure tester (2) with oil.

Screw the excess pressure safety device (4) into the pressure tester (2).

Tighten the hexagon head screw and read the maximum pressure on the pressure gauge (3).

The valve must open at

.

Reinstall the excess pressure safety device.

Check the LPG system for leaks.

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172651 EN - 08/2016

Maintenance and/or testing of the LPG system must be carried out by a competent person at regular intervals every 1000 hours or once a year.

Only use genuine spare parts; see the chapter entitled "Working with spare parts" Spare parts for this evaporator are not interchangeable with those from previous models.

Only original screws must be used to assemble the evaporator.

Threads must only be sealed with Loctite 577 and Loctite 5331.

A leak test must be carried out during each maintenance operation.

As a general rule, a leak test must always be performed after carrying out work on the evaporator, as well as after maintenance and repairs.

Unscrew six screws (2) from the cover (1).

Carefully remove the cover; in doing so, the membrane (3) is loosened.

Carefully unhook the lever (4) attached to the membrane. Avoid damaging the lever.

Dispose of the used membrane in an environmentally friendly manner.

172651 EN - 08/2016

-17

Unscrew the screw (5) and loosen the lever (4).

The lever lies on a spring (8). The lever is shaped in a way that prevents the spring from slipping.

Remove the spring with the pin (7) and put them aside.

Turn the evaporator around and unscrew seven screws (10) from the cover (9).

Carefully remove the cover (9) with the membrane (15).

A lever plate that pushes the valve pin (12) and the spring (11) downward is attached to the membrane (15). The pen is pointing to the opening on the pressure regulator.

The repair kit contains springs of various strengths. These are tted depending on the type of evaporator.

Note the manufacturer s designation!

Dispose of the used membrane in an environmentally friendly manner.

Remove the plate (14) with the seal from the housing.

-18

172651 EN - 08/2016

Remove the seal (13) from the plate (14).

Dispose of the seal in an environmentally friendly manner.

Clean the plate and re-insert into the housing with a new seal.

Place new membrane (15) on housing.

Secure the cover (10) with seven screws (9).

Screw length

30 mm

Tightening torque

4 Nm

.

Disconnect the regulator base (X) from the lever (4).

Dispose of used regulator t in an environmentally friendly manner.

Push new regulator base (X) in the opening of the lever (4).

Insert spring (8) and pin (7) into the housing.

Secure spring and pin in the housing with the screw (5).

172651 EN - 08/2016

-19

Push the new slotted membrane (3) over the lever (4) and t. Carefully check the position of the lever.

Fit cover (1) and secure with six screws (2).

Tighten the screws diagonally across from one another with a tightening torque of 2.3 Nm. Perform a leakage test.

The safety valve (2) is a 1.7-bar high-pressure relief valve. The safety valve protects the evaporator from excessive overpressure that may arise due to rapid defrosting following ice formation.

The safety valve must be checked for contamination every 1000 operating hours, and at least once a year.

If the safety valve no longer closes correctly due to contaminated LPG, the valve must be cleaned or replaced immediately.

Remove the safety valve.

Blow out the safety valve using clean compressed air.

1 2

Evaporator Safety valve

Install the safety valve.

-20

172651 EN - 08/2016

On older trucks, the safety valve is additionally equipped with a test coupling (3). This test coupling is no longer used.

Check that the test coupling is properly covered with a cap.

1 2 3

172651 EN - 08/2016

Evaporator Safety valve Test coupling

-21

LPG from the gas cylinder passes through the opened gas cylinder valve (1) at a pressure of 6 8 bar. From here, the LPG ows into the chassis module through a high pressure gas hose (3).

A 30 bar over-pressure safety device (2) protects the high pressure gas hose against inadmissible over pressure.

Gas cylinders should only be changed by persons who have undergone training.

When changing the gas cylinder, make sure there is a minimum distance of 3 m from cellar openings, pits, manholes and any sources of sparks.

1 2 3

Gas cylinder valve Over-pressure safety device HP gas hose

It is prohibited to change gas cylinders in storage rooms!

LPG is highly ammable!

During work on the LPG system, smoking and the use of open ames and light sources is strictly prohibited.

Close gas cylinder valve.

Securely grip the connection nipple with the handhold and carefully undo the union nut (SW 32).

The union nut has a left-hand thread.

Remaining LPG in the line may ow out and cause frostbite on the skin!

Always wear protective gloves.

Swing the handle of the tensioning device upwards and remove the hook from the support mounting.

Remove the upper part of the cylinder support mounting.

Change the empty gas cylinder for a full one.

-22

172651 EN - 08/2016

When installing the gas cylinder, make sure that the connection screw joint of the cylinder shut-off valve points vertically downwards.

Secure the gas cylinder in the support mounting according to regulations.

Check all connections for leaks.

172651 EN - 08/2016

-23

-24

172651 EN - 08/2016

a

1 2 3 4 5

Exhaust pipe Particle lter Exhaust pipe to the engine Burner 12 V Glow plug

6 8 9 10 12

Fuel line Solenoid valve Fuel lter Pump Blower

The task of the particulate lter during stationary regeneration is to lter out as many of the particles as possible from the soot-laden engine exhaust gas.

The time taken to reach the maximum permissible lter loading is dependent on the engine type and truck, as well as the application conditions.

These parameters are de ned in the control unit.

Various different lter sizes are used to suit the different trucks and engine sizes, installation conditions and application conditions.

To prevent the lter from clogging and the resulting ow resistance from reducing the engine power rating, the lter must be cleaned of the soot deposits at certain time intervals. By burning off the layer of soot at a temperature of approx. 700 °C, it is converted to CO2 and steam.

The lter is cleaned while the truck is not in operation. The process is started manually.

172651 EN - 08/2016

-1

The combustion chamber (1) is screwed to the particle lter housing using a ange with four screws (2). The burner is supplied with fuel via the glow plug pipe union (4). The ignition is switched on via the glow plug (3). The burner is supplied with fresh air via the pipe union (5).

The thermocouple (6) monitors and evaluates the burner system ame.

1 2 3 4 5 6

Combustion chamber Flange with screws Glow plug Glow plug pipe union, inlet for fuel Pipe union, inlet for fresh air Flame monitoring (thermocouple)

1 2 3 4 5 6

Exhaust gas containing soot Soot burner Flame Ceramic monolith Double-walled housing with layer of insulation Cleaned exhaust gas

The ceramic monolith consists of a number of adjacent, alternately-locked channels with a porous ceramic wall. The exhaust gas laden with soot particles ows through these porosities, leaving the soot on the surface (surface lter).

The ltration rate is > 90 % Thanks to its structure, the ceramic monolith absorbs a lot of water (condensation water), so during regeneration when cold, there is a great deal of steam. It is therefore recommended to perform regeneration when warm, i.e. after the engine has been in operation for a long period.

To prevent hot exhaust gases from passing through the burner unit and blower unit, there is a de-energised, closed solenoid valve located in the combustion air feed to the burner. The solenoid valve is opened only during the burning process until regeneration has nished. This prevents start-up of the engine at the same time.

Note the installation position: The arrow (X) on the solenoid valve housing must point towards the blower.

-2

172651 EN - 08/2016

Connect the solenoid valve so it is horizontal and rigid against the truck chassis.

Route the combustion air feed so that it slopes away towards the burner.

The solenoid valve must be connected so that the exhaust gas pressure acts on the shutoff spring of the valve plate. The installation position is correct if the arrow (X) on the solenoid valve housing is pointing towards the blower.

To keep the effects of vibration on the valve plate to a minimum, the solenoid valve must be tted so it is horizontal and rigid against the truck chassis.

To prevent condensate from forming in the solenoid valve, the combustion air feed is routed so that it slopes away from the blower-valve unit to the burner.

The thermal gauge is located in the combustion chamber and measures the temperature of the ame. It is used to monitor the ame.

If a temperature of > 500 °C is exceeded at the measurement port in the combustion chamber, there is a voltage in the thermocouple of approx.

20 mV. This value determines a proper ignition and the " ame is on" status is set.

Note the installation position: The connecting cable is very long.

When routing the connecting cable, make sure that it does not touch the hot burner.

172651 EN - 08/2016

-3

A B C

Metering pump Blower and solenoid valve Glow plug

T1 T2 T3 T4 T5 T6 T7 T8

Pre-ventilation time [s] Preheating time [s] Burner start-up time [s] Safety period until ame check [s] Postheating time [s] Post-ventilation time after burning fault [s] Postheating time after burning [s] Burning time [s]

1 2 3 4 5 6 7 8 9

Inactive System test Pre-ventilation Preheating Start-up Burning Postheating Post-ventilation Inactive

F1 F2

Repeat-starting after safety period Repeat-starting during burning process

Regeneration is started manually. An electrical interlock prevents the internal combustion engine from starting.

Before regeneration starts, a system test (2) checks the most important inputs and outputs.

Errors during the regeneration process lead to single repeat-starting of regeneration or immediate error shut-off.

Once the system test is complete, the glow plug (C) and the blower (B) are switched on. In parallel with the blower, the solenoid valve (B) is opened.

The pre-ventilation (3) and preheating (4) phases follow. In these phases, the glow plug is cleaned and heated to ignition temperature.

At the end of the preheating phase, the metering pump (A) is switched on at the same time as the blower and solenoid valve. Fuel is supplied to the -4

172651 EN - 08/2016

burner and is ignited immediately (5). The glow plug is switched off after 15 seconds.

The thermocouple monitors the burner system ame. At the end of the safety period (T4), the temperature threshold must be exceeded and the " ame is on" status is set. If this is not the case, the control unit performs repeat-starting (F2). If repeat-starting is unsuccessful, the burner is shut down.

If the ame goes out during the burning time (6), the burner repeat-starts (F1) and the burning period begins again. If repeat-starting is unsuccessful, the burner is shut down.

The burner system in the prechamber heats the ceramic monoliths evenly. During the start phase, the required reaction temperature of the soot particles is exceeded in the ceramic monoliths. Because the burner is operated with excess air, most of the particles combust during the burning process (6).

When the burner is turned off, the blower continues to operate; the postheating (7) and post-ventilation (8) phases then follow. During these phases, the remaining particles combust and the ceramic monoliths are cooled down slowly.

Certain errors in the regeneration process lead to a one-off repeated cold start: Burner does not ignite Flame dropout Periphery errors Voltage errors Certain errors in the regeneration process lead to immediate safety shutdown: Periphery errors and undervoltage

No ame

Too little or no fuel

Insuf cient blower air Repeated cold start and safety shutdown Faulty power supply

172651 EN - 08/2016

Line clogged, kinked Fuel lter clogged Insuf cient delivery volume from fuel pump Blower defective Solenoid valve does not open Free-wheeling diode in the connecting wiring harness defective Glow plug sooty or defective Thermal gauge defective Fuse defective Seat CPP power supply interrupted Soot CPP defective

-5

In case of error, the alarm signals are displayed.

A diagnostic output is available for the service.

The error messages are shown on the display screen of the display operating unit.

Check electrical contacts for secure positioning and corrosion.

Check electric cables for damage.

Check glow plug for wear and change if necessary.

Check air-conducting lines and parts for damage and leaks.

Check connection points on air-conducting lines and parts for secure positioning and leaks.

Check fuel-conducting lines and parts for damage and leaks.

Check connection points on fuel-conducting lines and parts for secure positioning and leaks.

Check the burner head for deformation and leaks.

Check the burner clip and ange nuts for secure positioning.

Check that the lter suspension points are securely tted.

Check the exhaust-gas-conducting parts for leaks.

Check that the screws on the lter housing and the exhaust-gas-conducting parts are securely tted.

Clean the hose and the connection angle between the fan and the burner.

Check the internal combustion engine for an inadmissibly high smoke degree.

Check the regeneration function.

-6

172651 EN - 08/2016

The lambda sensor returns a voltage signal (200 - 800 mV) to the engine control unit. The engine control unit (4) sends a PWM (Pulse Width Modulation) signal to the cycle valve (2).

The cycle valve causes the mixture to become richer or leaner. For this purpose a control threshold of about 500 mV is programmed in the engine control unit. If the voltage returned by the lambda sensor is less than this value (mixture too lean), more LPG is admitted. If the value is exceeded (mixture too rich), the cycle valve reduces the amount of LPG. The change in the LPG quantity is achieved using the cycle valve, which via the modulation lines (5) operates on the membrane plate in the pressure stage 2 in the evaporator. If more LPG is required (richer mixture), the modulation line is closed.

This causes only the intake air vacuum to act on the pressure stage 2 in the evaporator and the stop valve to be fully opened.

1 2 3 4 5 6

Vacuum line Pulse valve Balancing line Engine control unit signal Modulation line Short circuit

If less LPG is required (leaner mixture), the modulation lines (5) are opened. This causes a vacuum in the compensating chamber, which counters the intake air vacuum on the membrane plate in pressure stage 2. The stop valve closes, causing less LPG to pass through the mixer, and the mixture becomes leaner.

Changes in the air-fuel ratio must however not be made abruptly, otherwise the truck would behave jerkily. Therefore the engine control unit includes an integrator which slowly changes the mixture composition by means of a time function.

A certain time (the dead time) elapses from the time of establishing a fresh mixture in the gas mixer to the time the lambda sensor records the result of combustion in the exhaust. This is due to the transit time of the mixture to the engine, the residence time within the engine s operating cycle, the transit time for the exhaust gases from engine to the lambda sensor and the response time of the lambda sensor. The result of this dead time is that it is not possible to maintain a constant precise mixture.

The air-fuel ratio constantly uctuates by a few tenths of a percent around lambda = 1. When the integrator is correctly tuned, the average value of the air-fuel ratio remains however exactly within the lambda window, which is the zone in which the catalytic converter achieves its highest conversion effectiveness.

172651 EN - 08/2016

-7

The control unit reads the current lambda value performs the lambda 1 control activates the cycle valve in the actuator

In automotive technology the Greek letter lambda " " is used to designate the proportion of air in the air-fuel mixture of an internal combustion engine.

This is also referred to as the "stoichiometric ratio".

The stoichiometric ratio lambda = 1 is the optimum mass ratio for complete combustion. This is 14.7 kg air to 1 kg fuel.

Lambda = induced air mass : theoretical air mass The lambda value indicates how far the actual air-fuel mixture deviates from the optimum. A lambda value greater than 1 indicates an excess of air (lean mixture). A lambda value less than 1 indicates a de ciency of air (rich mixture).

For engines with exhaust gas control the optimum ratio is determined using the lambda sensor.

The lambda sensor consists of a steel housing within which a ceramic part is installed. The lambda sensor monitors the exhaust gas in the exhaust pipe from all cylinders equally.

The surface of the ceramic body is provided with electrodes of a gas-permeable platinum layer.

On the face exposed to the exhaust gas a porous ceramic layer is applied to guard against the products of combustion.

The lambda sensor heater ensures that the ceramic is quickly heated up, so that it achieves is operating temperature within 15 - 60 seconds after the engine is started, at which point the lambda control system is activated.

With heated lambda sensors the ceramic temperature at low engine loads (low exhaust gas temperatures) is achieved by electric heating; the exhaust gas is relied on for heating only at high engine loads (high exhaust gas temperatures).

-8

1 2 3 4 5 6 7 8 9

Sensor housing Ceramic support tube Connection cable Pipe protection with slots Active ceramic sensor Contact part Protective sleeve Heater Terminal connections for the heater

172651 EN - 08/2016

This allows the lambda sensor to be installed a long distance from the engine, and removes the dependence on continuous full load operation.

The measurement is based on the residual oxygen content of the exhaust gas. The residual oxygen content of the exhaust gas is strongly dependent on the air-fuel ratio of the mixture.

This dependency allows the oxygen proportion in the exhaust gas to be used as an index of the air-fuel ratio.

The outer part of the ceramic body of the lambda sensor lies in the exhaust gas ow, the inner part is in contact with the ambient air.

From about 300°C the ceramic material is conductive to negative oxygen ions.

If the oxygen proportion is different on the two faces of the lambda sensor, ion diffusion occurs, whereby only the positive oxygen atomic nuclei pass through the ceramic. The negative electrons are prevented from passing through.

This effect causes an electric voltage to be generated and measured at the electrodes.

This voltage is the measure of the air-fuel ratio and is communicated directly to the engine control unit.

Voltage ranges corresponding to the oxygen proportion in the exhaust gas: rich mixture (lambda < 1) 800 - 1000 mV lean mixture (lambda > 1) 0 - 150 mV Control threshold approx. lambda 1 500 mV In a very narrow cross-over range around lambda = 1, a range referred to as the lambda window, the characteristic curve is extremely steep. Within this range the voltage changes almost abruptly as a function of the air-fuel ratio. The harmful substances reduce by up to 90% within this narrow range of the lambda window.

As well as the oxygen proportion in the exhaust gas, the temperature of the ceramic body also plays a critical role.

172651 EN - 08/2016

-9

It is therefore important that the lambda sensor achieves the optimum operating temperature of approx. 600°C as quickly as possible; this is done by heating the lambda sensor.

The temperature in uences: the conductivity of the oxygen ions the response time to a change in voltage At ceramic temperatures below 350°C, the response time is several seconds, whereas at normal operating temperatures it is less than 1 ms.

After the engine is started, the lambda control system is therefore not activated until a minimum operating temperature of about 350°C is achieved. Until this time the engine is controlled using the default settings. Temperatures that are too high reduce the working life. Therefore the lambda sensor must be installed so that sustained full-throttle operation does not cause the temperature to exceed 900°C - 1000°C. 1200°C can be permitted for short periods.

1 2

Housing Carrier mats

-10

3 4

Ceramic body Catalytic converter

172651 EN - 08/2016

5 6 7

Lambda sensor Engine control unit Actuator on evaporator

The description of the three-way catalytic converter is an example. The material and structure of the components installed in the truck can vary.

Ceramic or metal lter body The catalytic converter consists of a ceramic body (3), which by means of special carrier mats (2) is tted into a metal housing (1). The catalytic converter is easily damaged by impacts and must be protected against mechanical damage.

The three-way catalytic converter has the capability of simultaneously removing all three harmful components (CO, HC, NO) to a high degree of up to 90%. The pre-condition for this is a constant air-fuel mixture with a ratio of lambda 1.

Carbon monoxide (CO) Hydrocarbon (HmCn) Nitrogen oxides (NOx)

A thermally-stable ceramic "monolith" honeycomb body serves as a carrier, with many thin-walled channels running through it.

The carrier supports the intermediate layer, the "washcoat". The washcoat consists of highly porous aluminium oxide, which increases the effective surface area of the catalytic converter by a factor of some 7000.

The catalytically active noble metals are embedded in this washcoat. In this case, these are platinum and rhodium.

Platinum accelerates the oxidation of hydrocarbons (HmCn) and carbon monoxide (CO); rhodium accelerates the reduction of nitrogen oxides (NOx).

1 2 3

Carrier layer Intermediate layer (washcoat) Platinum and rhodium

The noble metal content of a catalytic converter is about 2 to 3 grams.

Signi cant conversion of harmful substances does not commence until the operating temperature exceeds 250 °C. The ideal operating conditions are in the temperature range from approx.

400 °C to 800 °C. Thermal ageing by sintering the noble metals and the carrier layer is signi cantly accelerated in the 172651 EN - 08/2016

-11

range 800 °C - 1000 °C, leading to a reduction in the active surface area.

The operating time in this temperature range has a major in uence here. At temperatures in excess of 1000 °C the thermal ageing increases very sharply, leading to the catalytic converter becoming completely ineffective.

Engine malfunctions, e.g. mis ring, and engine oil residues (due to high oil consumption) can also lead to the catalytic converter being destroyed (poisoned).

-12

172651 EN - 08/2016

a

Carraro, Juli

Manufacturer Designation

EC 50 I [kg]

Weight

420

TITAN Gear Hyp LD SAE 80W-90

Gearbox oil, incl. service brake Oil volume, right-hand side

[l]

1.60

Initial lling

Oil volume, right-hand side

[l]

1.52

Oil change

Oil volume, left-hand side

[l]

0.65

Initial lling

Oil volume, left-hand side

[l]

0.57

Oil change

Wheel nuts, per wheel

[Nm]

Drive axle chassis screw joint, per side Variant with conical spring washer

[Nm]

Drive axle chassis screw joint, per side Variant with lock washer

[Nm]

10 x spherical collar nuts DIN 74361, M20 x 1.5 9 x hexagon head screws DIN 933, M24 x 50-10.9 930 9 x conical spring washers DIN 6796, galvanised 9 x hexagon head screws DIN 933, 1080 +40-20 M24 x 50-10.9 9 x lock washers SK M24 640

Conical spring washer DIN 6796

Lock washer SK

172651 EN - 08/2016

-1

Wheel hub fastening bolt, per side

[Nm]

Drive wheel unit screw joint, right and left

[Nm]

Differential gearbox screw joint on right of traction motor

[Nm]

Only use new spare parts that are free from 100 grease, +40 ° ± Rinse and degrease the fastening bolt and 2° threaded hole using rapid truck cleaner.

15 x screws ISO 4762, M12 x 70-12.9 or 110 10.9 17 x screws ISO 4762, M12 x 40-10.9 Pourable plastics, Loctite 243 110 : Observe the screwing-in sequence!

Screw in the mounting screws between the differential gearbox and the traction motor in this sequence: Tighten four screws crosswise according to the position number (1 - 4) and to the appropriate tightening torque.

Tighten each of the 17 screws to the appropriate tightening torque starting at position (5) and progressing anticlockwise. Tighten each of the four screws tted previously by an additional turn when doing so.

Oil ller opening screw plugs on both sides Oil level check screw plugs on both sides Right oil drain screw plug on drive wheel unit Left oil drain screw plug on traction motor Bleeder screw Mast bearings, per side

[Nm]

80

M24 x 1.5

[Nm]

10

M10 x 1

[Nm]

80

M24 x 1.5

[Nm]

10

M10 x 1

[Nm]

10

[Nm]

310

M10 x 1 conical 2 x screws ISO 4762, M16 x 80-10.9

.

-2

172651 EN - 08/2016

X 1 2 3 4

Forwards travel direction.

Left drive wheel unit Temperature sensor plug Traction motor Differential housing

5 6 7 8 9

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

The traction motor is located in the centre and is fully integrated in the drive axle; a drive wheel unit is located on each side on the outside.

The differential housing with brake control can be found next to the right drive wheel unit. The differential gear train and multi-disc brake are located in the differential housing.

The traction motor drives the gear train from the right side. The gear train is a simple bevel-gear differential that transmits torque to the drive wheel units via the drive shaft. The axle in the bevel-gear differential equalises the difference in speed at the drive wheel units when cornering.

The armature shaft of the traction motor is a hollow shaft. The drive shaft for the left drive wheel unit runs through the hollow shaft of the traction motor.

172651 EN - 08/2016

-3

1 2 3 4 5

Right drive wheel unit Bleeder screw Oil lling screw Oil-level checking screw Wheel hub fastening bolt

6 7 8 9 10

Left drive wheel unit Right oil drain plug Left oil drain plug Bearing shield Drive wheel unit xing screws

The outer drive wheel units (1, 6) are structurally identical units and comprise the reduction gearbox with wheel hub. The reduction gearbox is a two-stage planetary transmission. The wheel hub is held in the drive wheel unit by a fastening bolt (5).

The fastening bolt must be tightened to the prescribed tightening torque.

The fastening bolt and the large washer must not be reused.

The fastening bolt and washer must be installed free from grease.

Rinse and degrease the fastening bolt and threaded hole using rapid truck cleaner.

The right drive wheel unit (1) can only be obtained as a spare part together with the bearing shield (9). The differential gearbox and brake are integrated in the bearing shield.

-4

172651 EN - 08/2016

The left drive wheel unit (6) is available as an individual part and is structurally identical to the right drive wheel unit.

For repairs to the outer drive wheel unit, the left drive wheel unit (6) can be used as a spare part for either side.

Possible errors if the drive wheel unit is faulty: Damaged wheel screws Faulty wheel bearings and seals Noises in the planetary transmission

Repairs to the drive wheel unit are dif cult and time-consuming, and are therefore not recommended. The gearbox manufacturer s repair manual must be referred to when carrying out repairs.

For simple installation and removal of the drive wheel units, a conventional trolley jack from your local building supplies store can be used. The U-pro le is welded onto the hydraulic jack.

Pro le sizes 140 x 60 x 60

For installation of the drive wheel unit, there are two stud bolts that are to be screwed into the traction motor housing for use as a guide.

Screw M12 x 100 Saw off the screw head

Disconnect the battery.

Release the ball-seat nuts.

Jack up the front of the truck.

Release parking brake.

Remove the ball-seat nuts and remove the wheel.

Place a collection vessel for the gear lubricant oil under the drive wheel unit.

Drain gear lubricant oil.

172651 EN - 08/2016

-5

For support during removal and installation, a trolley jack may be slid under the drive wheel unit.

Unscrew the drive wheel unit from the traction motor housing by releasing the 15 screws (10).

If necessary, screw two M10 screws into the threaded holes (11) provided and push out the drive wheel unit.

Remove the drive wheel unit. To do so, push and hold the drive wheel unit housing (6) rmly at the sprocket (5). When doing this, note the position of the pins (7). They must not fall out.

Tightening torques and screw qualities vary depending on the axle type.

Check the quality and quantity of the gearbox oil.

For values, see "General technical data" in the chapter entitled "Drive axle"

For support during removal and installation, a trolley jack may be slid under the drive wheel unit.

Insert a new sealing ring into the groove.

Fit the drive wheel unit to the traction motor housing. The oil lling opening must face upwards. To aid assembly, screw two guide pins into the traction motor housing.

-6

172651 EN - 08/2016

Fit the drive wheel unit to the traction motor housing and tighten the 15 screws (10) crosswise.

Fill with gear lubricant oil via the oil lling opening.

Attach the wheel and tighten the ball-seat nuts.

Lower truck.

Check the tightening torques.

Connect the battery.

Functional test.

x 1 2 3 4

Forwards travel direction.

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

5 6 7 8

172651 EN - 08/2016

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

-7

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

If necessary, discharge the gear lubricant oil at an early stage so that the oil has time to drain off.

Park the truck safely Apply the parking brake.

Discharge the gear lubricant oil if necessary.

Disconnect the battery.

Release the drive wheel ball-seat nuts, but do not unscrew completely.

Jack up the front of the truck.

Remove the lift mast.

Remove ball-seat nuts, remove drive wheels Release the parking brake Remove the oorplate with the accelerator pedal and disconnect the plug.

Remove the cover sheet on the front structure.

Remove the ES bolts from the parking brake (1) and service brake (2) and detach the cables; mark beforehand if necessary.

Detach sensor plugs X10, X11 from the traction motor.

Unscrew the compact plug from the traction motor.

Position a forklift truck with timbers beneath the drive axle.

Raise the forklift truck until the timbers are in contact with the drive axle.

Remove the xing screws between the chassis and the drive axle on both sides.

Lower the drive axle and pull from beneath the truck.

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

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

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

-8

172651 EN - 08/2016

Slide the drive axle into the truck and align with respect to the chassis.

Protect the xing screws against corrosion and tighten on both sides.

Attach the compact plug to the traction motor.

Attach sensor plugs X10, X11 to the traction motor.

Attach the brake cables and t the ES bolts of the parking brake (1) and the service brake (2).

Check the brake settings; see the chapter entitled "Brake system".

Fit the cover on the brake control.

Fit the cover sheet on the front structure.

Install the drive wheels and tighten the ballseat nuts.

If necessary, top up with gear lubricant oil.

Attach the lift mast.

Install the oorplate with the accelerator pedal and connect the plug.

Apply the parking brake.

Lower truck.

Check the tightening torque of the ball-seat nuts.

Connect the battery.

Carry out functional tests on all traction and hydraulic functions

172651 EN - 08/2016

-9

x 1 2 3 4

Forwards travel direction.

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

5 6 7 8

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

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

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

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

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

Park the truck safely.

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

-10

172651 EN - 08/2016

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

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

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

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

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

Connect the battery.

Check the traction drive for correct operation.

172651 EN - 08/2016

-11

1 2 3 4 5

Sealing ring Bearing block Gear shaft Brake discs Brake disc package with differential lock

6 7 8 9 10

Brake piston (pressure disc) Brake piston (pressure disc) Brake disc Reset Brake piston

It is best to carry out service work on the brake when the drive axle is installed.

-12

172651 EN - 08/2016

1 2 3 4 5

Left drive wheel unit Bearing shield Right drive wheel unit Drive shaft, shaft stub Hollow shaft

6 7 8 9

Service work on the differential gearbox can be carried out when the drive axle is installed.

However, a check should be carried out rst to determine whether not removing the drive axle completely is bene cial. This decision is dependent on the local circumstances.

Differential casing Bearing with locking rings Gearing, differential casing - hollow shaft Gearing, drive shaft - differential gearbox

Advantage: During installation, the differential casing is rst tted into the bearing seating (7) and the gearing (8).

As the next step, the gearing of the drive shaft (9) is shifted into the differential gearbox.

Disadvantage:

When the differential casing is installed, this can cause damage to the tooth anks (8, 9) and the bearing (7).

This is avoided by rst pulling the drive shaft (4) to the left away from the gearing of the differential gearbox (9).

172651 EN - 08/2016

The left drive wheel unit (1) must also be removed.

When assembling the differential gearbox in the bearing seating (7), the hollow shaft (5) in the traction motor must be lifted slightly. A second person is necessary for this.

-13

The drive axle stands vertical during disassembly and assembly, upright on the left wheel.

Advantage: The components of the differential gearbox and the brake can be joined easily and securely without damage.

This procedure is recommended by the manufacturer of the drive axle.

Disadvantage: To carry out this work, a second truck or a crane, maybe also a second person, is required.

Lots of time required for the removal of the drive axle.

Remove the right drive wheel unit, see the chapter entitled "Drive wheel unit".

Remove the sealing ring (1).

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172651 EN - 08/2016

Take the bearing block (2) with gear shaft (3) out of the bearing shield.

Remove the gear shaft (3) from the bearing block (2) and place to the side.

Remove the brake disc (5) and locking ring (6).

Remove the locking ring (10). Remove both pressure discs (10, 13) together with the two brake discs (12, 14).

After removal, check the components for wear.

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-15

Remove the pressure discs (7, 9, 15) together with the brake discs (8, 16).

After removal, check the components for wear.

Take the three return springs completely (17, 18, 19) out of the brake piston (21). Only remove the bush (20) as required.

The screw (17) is inserted with Loctite. Heat the screw using a hot-air gun.

Remove the brake piston (21) from the bearing shield.

To pull the differential casing with the bearing out of the bearing shield, you can use an altered dual-arm puller. The dual-arm puller is used to remove the pressure screw and replaces it with a striker.

-16

172651 EN - 08/2016

Loosen the locking ring (2) from the groove.

The locking ring remains loosely on the shaft.

Take the differential casing out of the bearing shield with the puller.

1 2 3 4

Differential casing Locking ring Bearing Locking ring

Clean the bearing shield carefully from the inside.

Oil all bearing surfaces in the bearing shield with the speci ed gearbox oil.

Insert the gear shaft (3) into the differential casing.

The gear shaft acts as a locating pin for insertion of the differential casing, and is removed afterwards.

Insert the differential casing into the bearing shield. During insertion, turn the gear shaft until the gearing engages.

Insert the differential casing to the stop and secure with the locking ring.

Insertion of the differential casing can be aided by gently hitting with the rubber mallet. Only strike the outer ring of the bearing.

Take the gear shaft out of the differential casing.

Install the brake.

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-17

Clean the bearing shield carefully from the inside.

Oil all bearing surfaces in the bearing shield with the speci ed gearbox oil.

Install the brake piston (21) in the bearing shield.

Poor braking ef ciency if the brake piston is installed incorrectly!

The brake piston must be installed in the correct position in the bearing shield.

The brake piston must be installed in the bearing shield so that the brake lever cams (X) meet the brake piston bearing surfaces (Y).

The correct position of the brake piston can be determined by the location of the recess (Z).

Install the three return springs fully (17, 18, 19) in the brake piston (21). Install the bush (20) rst if necessary. Secure the screw (17) with Loctite 242, tightening torque 10 Nm.

The washers (18) must be inserted loosely into the bores. They must not cant. Replace washers that don t t with smaller washers as necessary.

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172651 EN - 08/2016

Install the pressure discs (7, 9, 15) with the brake discs (8, 16) in the sequence shown.

The brake disc (16) is installed with the brake lining in the direction of the pressure disc (15).

The brake disc (8) is installed with the brake lining in the direction of the pressure disc (7).

Insert the pressure discs (10, 13) with the brake discs (12, 14) into the pressure disc (9) in the sequence shown. Secure the brake discs with locking ring (10).

The brake disc (14) is installed with the brake lining in the direction of the pressure disc (13).

The brake disc (12) is installed with the brake lining in the direction of the pressure disc (11).

With the aid of the gear shaft (3), the brake discs and pressure discs can be centred and then simply inserted. The gear shaft must be removed again afterwards.

Install the locking ring (6) and brake discs (5).

The brake disc (5) is installed with the brake lining in the direction of the brake package.

Join the gear shaft (3) with the bearing block (2) and secure with the locking ring (4).

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-19

Install the bearing block (2) in the bearing shield. The gearing of the gear shaft (3) must engage in the gearing of the differential gearbox.

Wheel bearing damage as a result of incorrect installation of the gear shaft in the differential gearbox.

The correct seating of the gear shaft in the differential gearbox and the position of the bearing block must be checked. The installation depth of the bearing block and the sprocket height of the drive wheel unit must also be measured. The measurements must be identical.

Use the slide gauge to check the correct installation depth of the bearing block (2)

Install the sealing ring (1).

Attach the right drive wheel unit, see the chapter entitled "Drive wheel unit".

Carry out a function check on all traction and brake functions.

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172651 EN - 08/2016

a

Gas compression springs and gas tension springs are used in various applications, for example, for opening doors, bonnets and service aps.

The gas springs are pressurised up to 300 bar.

If the gas springs are damaged, pressure can be released uncontrollably under unfavourable conditions.

Please observe the following when working with gas springs: Only open gas springs in accordance with the operating instructions Mount gas springs securely and protect from damage Do not allow gas springs to fall Avoid lateral forces, buckling and heavy soiling Do not expose gas springs to temperatures above 80°C Remove gas and any damping oil from the gas springs Dispose of these substances in an environmentally friendly manner Damaged or defective gas springs must be replaced immediately Take great care when handling deformed or blocked gas springs Wear industrial goggles and protective gloves Always hold gas springs away from the body

Check the gas spring for damage, for example: Damaged connecting parts Deformed cylinder pipe Deformed piston rod Remove damaged gas springs and do not use again, reshape or repair.

Depending on the version, gas springs can only be removed and tted in one position without being under tension and thus without presenting a hazard: Gas compression spring: piston rod extended Gas tension spring: piston rod retracted Considerable forces can occur in other positions due to the gas pressure. In such cases, remove the gas by drilling into or sawing open the cylinder pipe.

172651 EN - 08/2016

-1

Gas will escape when drilling or sawing.

Wear industrial goggles and protective gloves.

-2

172651 EN - 08/2016

The counterweights are massive cast components that differ according to load bearing capacity and chassis.

The counterweight is attached to the chassis via four xing screws.

Fastening elements, 4 of each item: Hexagon head screw M24 x 130, 8.8, DIN 933 Conical socket D28, DIN 6319 Washer M3

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-4

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a

Manufacturer Description

Sauer Danfoss

Pressure relief valve

OSPF 125 LS [cm3] 125 [bar] 140 - 145

Shock valve

[bar]

200 - 220

Connection P and EF

[bar]

250

Connections CF and LS

[bar]

140 145

Delivery rate per rotation

Steering wheel revolution, stop to stop Steering cylinder stroke per steering wheel revolution Connections P, T, R and L LS connection

2.94 [mm] 47.3 G 1/2 55±10 G 1/4 [Nm] xx [Nm]

Manufacturer Description Charging pressure

Sauer Danfoss OLS 120 [bar]

Load signal

7 [l/min] 120 Dynamic

Connections P, EF

[Nm]

Input volume

Connection CF Load Sensing LS

G 3/4 100+10 G 1/2 [Nm] 100+10 G 1/4 [Nm] 35+5

.

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-1

1 2 3 4 5 6

Steering unit Return line Leak-oil pipe Steering cylinder connection Induction side of hydraulic pump Pressure side of hydraulic pump

7 8 9 10 11

Priority valve Hydraulic pump LS line Steering unit pressure line Steering cylinder

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

It affects the steering cylinder on the steering axle.

"LS system" "Load sensing system" Load sensing system A steering unit is ange-mounted to the lower end of the steering column. It comprises a distributor valve and a metering pump.

Upon actuating the steering wheel, an oil volume is allocated to the steering system by the metering pump, which is proportional to the steering wheel rotation. The distributor valve guides this oil volume to the required side of the steering cylinder.

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

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172651 EN - 08/2016

For trucks with a traction motor in the drive axle, no steering angle actual value is required for controlled driving.

The "Curve speed control" variant is not available as part of the assistance system (comfort package) for this truck type.

, 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 the steering angle Steering angle sensor sensor on the steering column 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.

.

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-3

The steering unit is bolted to the steering column ange via four socket head screws.

The following valves are tted in the steering unit.

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

1 2 3

The values set by the manufacturer must not be changed.

Fixing screws Steering column ange Steering unit

Hydraulic oil may escape when loosening the hydraulic connections.

Park the truck safely Tilt the lift mast forwards, raise the fork carriage and secure with chain if necessary.

Apply the parking brake.

Remove the steering column panelling, steering unit cover plate and oorplate.

Remove the cover plate on the front structure.

Unscrew the hydraulic connections; mark if necessary.

Protect the hydraulic connections against soiling using sealing plugs.

Loosen the four M10 xing screws and take out the steering unit from below.

Insert the steering unit from below into the multiple toothing on the steering column and secure to the ange with four M10 xing screws.

Connect the hydraulic connections.

Insert the steering column adjustment into the mount.

Fit the steering column panelling, cover plate and oorplate.

Fit the cover plate on the front structure.

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172651 EN - 08/2016

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

The priority valve is attached to the front of the generator via a support.

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

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

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

Steering sticks.

Steering overhaul, pivoting problems when starting to steer.

CF EF LS P

Steering unit Directional control valve Load Sensing Pump

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

Replace the priority valve

.

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-5

The steering column is swivel-mounted on the front structure.

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

Under the steering wheel there is a console with a built-in drive direction turn indicator display. The key switch is located on the right in the steering column panelling.

Hydraulic oil may escape when loosening the hydraulic connections.

Park the truck safely Tilt the lift mast forwards, raising the fork carriage and securing a with chain if necessary.

Apply the parking brake.

Remove the steering column panelling, steering unit cover plate and bottom plate.

1 2 3 4 5 6

Remove the cover plate on the front structure.

Loosen the four M10 xing screws (4) on the steering column ange and leave the steering unit in the truck.

Bearing axle Washer Rubber ring Mounting screw Washer Screw

Disconnect the key switch plug contacts and remove the cable from the steering column.

Unscrew the star-grip handle for the steering column adjustment and unhook it, then tip the steering column backwards.

Release the nut (SW13) on the bearing axle (1) and remove the screw (6) to the right. Place the rubber rings (3) and washers (2, 5) to one side.

Remove the steering column from the front structure.

Insert the steering column with bearing axle into the front structure.

Screw on the bearing axle with nut (SW13) When doing so, make sure that the rubber rings, collar bushes and washers are correctly arranged.

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172651 EN - 08/2016

Swivel the steering column upwards, hook on the steering column adjustment and screw in the star-grip handle.

Insert the steering unit from below into the multiple gearing on the steering column and screw tightly to the ange with four M10 xing screws.

Route the cable to the steering column cleanly and connect the key switch to the plug contacts.

Fit the steering column panelling, cover plate and oorplate.

Fit the cover plate on the front structure.

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

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-7

Manufacturer Designation Weight Steering angle Steering angle limit

Steering axle screw joint Wheel nuts, per wheel Wheel hub, per side Steering cylinder fastenings Steering pivot pin

Linde LA 303 152.5 kg 80° 82° Stop screw M16 x 45, DIN 933, quality 8.8

2 x socket head screws M16 x 60, DIN 912, quality 8.8 2 x lock washers VSK 16 Tightening torque: 75 Nm 10 x ball-seat nuts M20 x 1.5, DIN 74361 Part 2 Tightening torque: 640 Nm 1 x hexagon nut M20 x 1.5, DIN 980 Tightening torque: 470 Nm 6 x hexagon head screws M16 x 1.5 x 110 DIN 960, quality 10.9 Tightening torque: 295 Nm Hexagon nut M18 x 1.5 Only insert oiled parts Tightening torque: 310 Nm

Bolts tie rod on the cylinder side

4 29 kN

Bolts tie rod on the axle stub side

4 38 kN

Wheel bearings Wheel bearings radial shaft seal Axle stub bearings Spherical bearings Optionally also: Wheel bearings radial shaft seal

Lithium grease DIN 51825 - KP2K-30

Interval

Aralub 4320, Aral Grease all joints until a small amount of fresh grease escapes 250 operating hours

Wheel bearings Wheel bearings radial shaft seal Axle stub bearings

Fill with grease

Wheel hub, axle stubs, tie rod

Grease all bearings until a small amount of fresh grease escapes

.

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172651 EN - 08/2016

1 2 3 4 5 6

Axle casing Steering cylinder Steering cylinder fastenings Piston rod Tie rod Buffer element

7 8 9 10 11

Steering pivot pin Axle stub Wheel hub Wheel hub nut Stop screw

The steering axle in the swing axle version is inserted into the counterweight with two buffer elements (6) and secured with joining plates and xing screws.

The steering cylinder (2) is screwed into the axle casing (1) via four xing screws (3).

The axle stubs (8) are tted on both sides in tapered roller bearings and secured with steering pivot pins (7).

The wheel hubs (9) are placed and bolted onto the axle stubs on both sides. The wheel hub nuts (10) are covered by hubcaps.

The steering cylinder s piston rod (4) causes a turning movement in the axle stubs via the tie rods (58). The steering angle is limited by the stop screws (11) at the axle stub.

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-9

Apply the parking brake.

Prevent the truck from rolling away using chocks at the front wheels.

Disconnect the battery.

Release the wheel nuts on both sides.

Jack up both sides of the truck one after the other and place square timbers under the counterweight.

Remove the wheels.

Loosen the hydraulic connections on the left and right of the steering cylinder.

Hydraulic oil may escape when loosening the hydraulic connections.

Position a forklift truck under the steering axle and raise it to the stop.

Unscrew the four axle bearing screws and remove the joining plates.

The steering axle is retained by the forklift truck.

Lower the steering axle, carefully tilt it forwards and remove it sideways from the truck.

Check screw quality and tightening torques.

Check the quality of pourable plastics.

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

Position the steering axle under the truck from the side.

Lift the steering axle, taking care to keep it in a straight position.

Insert the buffer element, lightly greased with multi-purpose oil in the bearing shells in the counterweight.

Secure each joining plate with two axle bearing screws and lock washer.

Screw in the hydraulic connections on the right and left of the steering cylinder following the assembly instructions.

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172651 EN - 08/2016

Screw in the screw joints up to the blue coating and then screw them into position using at least 3 or a maximum of 4 rotations. Do not unscrew the screw joints.

Mount wheels.

Lower truck.

Tighten the wheel nuts.

Connect the battery.

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

1 2 3 4 5 6

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

7 8 9 10 11 12

Slotted spring pin Dust cap Nut Washer Wheel nut Wheel bolt

Apply the parking brake.

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-11

Prevent the truck from rolling away using chocks at the front wheels.

Loosen the wheel nuts (11).

Jack up the truck at the counterweight.

Remove the wheel.

Take off the dust cap (8).

Unscrew the nut (9) and remove along with washer (10), making sure that the slotted spring pin (7) is properly seated while doing so.

Take off the wheel hub (5).

Take off the radial seal ring (3).

Remove tapered roller bearings (4, 6) from the wheel hub.

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

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172651 EN - 08/2016

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

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

Carefully grease the sealing lips of the radial seal ring.

Pack the tapered roller bearing between the inner ring and the cage with grease.

Pack the bearing chamber with grease at the points indicated (x).

Press in the outer rings of the tapered roller bearings.

Insert the tapered roller bearings (4, 6) into the wheel hub.

Fit the radial seal ring (3).

Attach the wheel hub (5).

Insert the washer (10) into the slotted spring pin (7) and attach the nut (9).

Installing the washer in the incorrect position and attaching a nut that has already been used will cause damage to the steering axle.

The self-securing nut must not be reused. It must always be changed.

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

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

Fit the dust cap (8).

Fit the wheel.

Lower truck.

Tighten the wheel nuts (11).

172651 EN - 08/2016

-13

The steering angle must be 80° 82°.

For easier measuring, a supplementary angle can be used. This angle must be 98° 100°.

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

The steering cylinder can be damaged.

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

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

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172651 EN - 08/2016

A press is required to install the tie rod. For this reason, the steering axle should be completely removed beforehand; see the chapter entitled "Removing and installing the steering axle".

Remove the steering axle; see the chapter entitled "Removing and installing the steering axle" Knock out the slotted spring pins (4) Press out the bolts (3)

Observe the press-in force of the bolts.

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

Lubricate and press-in the bolts (3) Tap in the slotted spring pins (4) Install the steering axle; see the chapter entitled "Removing and installing the steering axle" 1 2 3 4 5 6 7

172651 EN - 08/2016

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

-15

A press is required to remove the axle stub.

For this reason, the steering axle should be completely removed beforehand; see the chapter entitled "Removing and installing the steering axle".

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

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

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

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

-16

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

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

172651 EN - 08/2016

a

Park the truck safely and secure the truck against rolling away.

Tilt the lift mast forwards, raise the fork carriage and secure with chain if necessary.

Release parking brake.

Remove oorplate.

Disconnect the battery.

Remove the covering on the front structure.

Remove the ES bolts and detach the brake cable fork clevis (2) from the shaft (6).

Remove the brake cable from the locking plate (3) and clip (4).

Remove the brake cable from the guide of the abutment (5) on the axle; if necessary, remove the parking brake cable as well.

Remove the ES bolts and detach the fork clevis (7) from the slotted hole on the brake lever.

1 2 3 4 5 6 7

Bump stop Fork clevis Locking plate Clip Abutment Shaft Fork clevis

Fit the brake cable into the lower abutment guide.

Attach the brake cable using the fork clevis in the lower slotted hole on the brake lever and secure with ES bolts.

Connect the brake cable to the clip in the front structure. The brake cable must only be fed through and not clamped.

Feed the brake cable through the locking plate and secure.

Attach the brake cable to the shaft using the fork clevis and secure with ES bolts.

Set the brake cable; see the chapter entitled "Setting the brake cable".

Screw on the covering on the front structure.

Connect the battery.

Insert the oorplate.

Check the service brake for correct operation.

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-1

Use the threaded adjusting sleeve (8) to adjust the clearance between the fork clevis (7) and the slotted hole in the brake lever to .

Setting the brakes incorrectly causes a malfunction.

The default setting of the adjusting screw at the brake lever must not be adjusted. The brakes are delivered with the default setting.

If the service brake is not actuated, the brake lever must rest on the adjusting screw. The gap between the brake lever and adjusting screw is .

Position the bump stop (1) to adjust the pedal height from the oorplate to .

After the initial setting, the brake pedal must be pressed rmly 10 times.

The settling of the new brake cable changes the brake setting. This leads to a malfunction.

The brake cable must be reset.

Check the brake cable settings and adjust if necessary.

The brake pedal must then be pressed rmly another 5 10 times.

Check the clearance between the fork clevis and the brake lever and adjust if necessary.

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172651 EN - 08/2016

The wet-running multi-disc brake is tted on the right-hand side in the differential housing.

The joint brake control of the parking brake and the service brake is located on the differential housing.

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

Discharge the gear lubricant oil at an early stage so that the oil has time to drain off.

Park the truck safely.

Apply the parking brake Drain gear lubricant oil.

Disconnect the battery.

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

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-3

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

Check the quality of screws and gear lubricant oil, as well as the correct tightening torques Values vary according to type of axle; see "General technical data" in the chapter entitled "Drive axle" Reassemble the drive axle; see "General technical data" in the chapter entitled "Drive axle" Install the drive axle; see the chapter entitled "Removing/installing the drive axle" Fill both drive wheel units with gear lubricant oil Attach the wheels Install the lift mast; see the chapter entitled "Removing and installing the lift mast" Lower the truck.

Connect the battery.

Check the traction drive for correct operation.

Brake sensor 1B2 (1) is tightly screwed to the left transverse strut on the front structure and is connected to the truck control unit (TCU) by the plug.

The brake sensor is a potentiometer that is adjusted via a tappet (2) and a return spring (3) on the brake pedal.

3-pin Mark II plug 1B2 1B2/1

Yellow

X47/20

1B2/2

Red

X47/7

GND Signal

1B2/3

Green

X47/21

+ 12 Volt

1 2 3

Brake sensor Tappet Return spring

.

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:

-4

172651 EN - 08/2016

7071 7073 7081 7083

R70-40 50

12 V

3.5 V

3.0 4.0 V

.

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

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

Action Calibration 0.

Sensors

Once calibration is complete, error messages may be displayed.

172651 EN - 08/2016

-5

Park the truck safely and secure the truck against rolling away.

Tilt the lift mast forwards, raise the fork carriage and secure with chain if necessary.

Release parking brake.

Remove oorplate.

Disconnect the battery.

Remove the brake cable from the guide of the abutment (2) on the axle; if necessary, remove the service brake cable as well.

Remove the ES bolts and detach the fork clevis (1) from the slotted hole on the brake lever.

Open the bonnet; remove insulation if necessary.

Remove the brake cable from the chassis clip (3) and the cooling system clips (4).

1 2 3 4 5

Fork clevis Abutment Clip Clip Parking brake

7 8 9 10

Fork clevis Brake control Locking plate Parking brake switch

Remove the brake cable from the locking plate (9).

Remove the ES bolts and detach the fork clevis (7) from the brake control (8).

Feed the brake cable under the bonnet, through the locking plate and secure.

Attach the brake cable to the brake control using the fork clevis and secure with ES bolts.

Connect the brake cable to the cooling system clips and the chassis clip. The brake cable must only be fed through and not clamped.

Close the bonnet.

Fit the brake cable into the upper abutment guide.

Attach the brake cable using the fork clevis in the upper slotted hole on the brake lever and secure with ES bolts.

Set the brake cable; see the chapter entitled "Setting the brake cable".

Connect the battery.

Insert the oorplate.

Check the parking brake for correct operation.

-6

172651 EN - 08/2016

Close the bonnet.

Before setting the brake cable, the bonnet must be closed.

Use the threaded adjusting sleeve (6) to adjust the clearance between the fork clevis (1) and the slotted hole in the brake lever to .

Setting the brakes incorrectly causes a malfunction.

The default setting of the adjusting screw at the brake lever must not be adjusted. The brakes are delivered with the default setting.

If the parking brake is not actuated, the brake lever must rest on the adjusting screw. The gap between the brake lever and adjusting screw is .

The parking brake switch (10) must be positioned in such a way that the switching contact is triggered between the rst and second notch on the parking brake lever.

After the initial setting, the parking brake lever must be applied rmly and released 10 times.

The settling of the new brake cable changes the brake setting. This leads to a malfunction.

The brake cable must be reset.

Check the brake cable settings and adjust if necessary.

The parking brake lever must then be applied rmly another 5 10 times.

Check the clearance between the fork clevis and the brake lever and adjust if necessary.

172651 EN - 08/2016

-7

The parking brake switch 1S3 is located under the parking brake lever in the bonnet.

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

The parking brake switch (1) is set by loosening the screws (2) and moving the support (3).

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

Firmly apply the parking brake.

The parking brake switch 1S3 is connected directly to the truck central control (TCU).

2-pin Junior Power Timer 1S3/1

X47:19

1S3/2

GND

.

The parking brake switch must be positioned in such a way that the switching contact is triggered between the rst and second notch on the parking brake lever.

-8

172651 EN - 08/2016

a

The single-pedal bottom plate is equipped as standard with the accelerator 1B1 (2) and the horn button 4S1 (1). The size of the bottom plate depends on the truck equipment. In trucks equipped with a heating system (3), the bottom plate is shortened on the right-hand side in the area around the heating system.

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

1 2 3

Horn button 4S1 Accelerator 1B1 Heater

The accelerator comprises the accelerator pedal and a double-action potentiometer 1B1.

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

The driving speed is regulated by potentiometer 1B1 when the accelerator pedal is pressed.

Remove the oorplate.

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

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

This affects the following components: Single pedal Double pedal Joystick, tip switch, mini-lever Lift lever Direction of travel asher module

172651 EN - 08/2016

-1

Parameterisation takes place using the truck diagnostics in the notebook.

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

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

Action Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

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

X16/1

Free

X16/2

1B1

C2/bl

Blue

X47/36

Signal C2

X16/3

C1/rt C1/C2/ge

Red

X47/35

Signal C1

X16/4

1B1 1B1

Yellow

X47/37

GND accelerator

X16/5

Free

X16/6

4S1/1

X47/6

Horn button

X16/7

4S1/2 1B1 C1/C2/gn

XK3

GND

X47/34

12 Volt accelerator

X16/8

Green

.

-2

172651 EN - 08/2016

Supply voltage C1 accelerator not actuated C2 accelerator not actuated C1 accelerator fully actuated C2 accelerator fully actuated

X16/4 X16/8 X16/4 X16/3 X16/4 X16/2 X16/4 X16/3 X16/4 X16/2

11.4

12.6

5.3

6.6

Correction by turning the potentiometer.

5.3

6.6

Correction by turning the potentiometer.

8.0

11.4

Correction by turning the support.

1.1

3.8

Correction by turning the support.

GND breakdown detection

11.5

VCC breakdown detection

0.5

The measured value for GND breakdown lies within the valid supply voltage range. This error can therefore be displayed even if there is no GND breakdown.

.

The difference in voltage between the transmitter s inactive position (N) and maximum actuation (max) is referred to as the potentiometer voltage increase.

At maximum actuation, the voltage must be at least (up to maximum ) higher than in the neutral position (N).

Voltage increase too small Voltage increase too large Voltage increase signi cantly too large

The maximum speed is not achieved No problem for the evaluation The maximum speed is reached but not exceeded.

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

.

172651 EN - 08/2016

-3

The dual-pedal bottom plate is equipped with the accelerator 1B1 and a dual-pedal unit for forwards (2) and backwards (1). The horn button 4S1 is located in the lift lever in this variant. The size of the bottom plate depends on the truck s equipment. In trucks equipped with a heating system, the bottom plate is shortened on the right-hand side in the area around the heating system.

1 2 1B1

Reverse Forwards Accelerator

The dual-pedal unit is screwed to the bottom plate via four coach bolts (3). Only the accelerator pedals are fed through the bottom plate.

Pedal travel is restricted by stop plates (4) that are screwed to the pedals.

-4

172651 EN - 08/2016

1 1a 2 2a 3 4 5 6 7

Pedal, forwards Step plate, forwards Pedal, reverse Step plate, reverse Cam, reverse Cover plate Cam, forwards Wiring harness Potentiometer

8 9 10 11 12 13 14 15 16

Covering Gear segment Pinion gear Torsion spring Spring holder Hexagon head screw Coach bolt Bearing block Bearing block

The accelerator comprises two mechanically connected accelerator pedals that move in opposite directions. Actuating the accelerator pedals regulates the driving speed via the double action potentiometer 1B1.

The following instructions should be followed when assembling the complete unit: Pre-assemble all individual parts without the step plates (1a, 2a) Bolt the complete unit to the bottom plate from below, guiding the pedals through the bottom plate and tightly screwing on the bearing 172651 EN - 08/2016

-5

blocks (15, 16) from above using coach bolts (14) Fit the step plates (1a, 2a) Apply lubricant evenly to all bearings of the pedals Screw in the coach bolts (14) to 20 Nm Screw the pan head screws to the potentiometer to 2.5 Nm and secure with retaining compound Position the pedals in the zero position by moving the spring holder (12) 1a = 88 ± 3 mm 2a = 88 ± 3 mm Screw the hexagon head screws (13) to 8.3 Nm and secure with retaining compound

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

This affects the following components: Single pedal Double pedal Joystick, tip switch, mini-lever Lift lever Direction of travel asher module Parameterisation takes place using the truck diagnostics in the notebook.

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

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

Action Calibration 1.

Accelerator

Once calibration is complete, error messages may be displayed.

Operating error Timeout during calibration

-6

172651 EN - 08/2016

Value of accelerator s inactive position is outside the valid range Voltage increase does not lie within the valid range

X16/1

1B1

C1/C2

X16/8

X47/34

X16/2

1B1

C1

X16/3

X47/35

12 Volt accelerator Signal C1

X16/3

1B1

C2

X16/2

X47/36

Signal C2

X16/4

1B1

C1/C2

X16/4

X47/37

GND accelerator

.

Supply voltage C1 accelerator not actuated C2 accelerator not actuated C2 accelerator fully actuated, forwards C1 accelerator fully actuated, forwards C2 accelerator fully actuated, reverse C1 accelerator fully actuated, reverse

X16/4 X16/1 X16/4 X16/2 X16/4 X16/3 X16/4 X16/2 X16/4 X16/3 X16/4 X16/2 X16/4 X16/3

11.4 12.6 5.3 6.6 5.3 6.6

Correction by turning the potentiometer.

Correction by turning the potentiometer.

8.0 11.4

Correction by turning the support

1.1 3.8

Correction by turning the support

1.1 3.8

Correction by turning the support

8.0 11.4

Correction by turning the support

GND breakdown detection

11.5

VCC breakdown detection

0.5

The measured value for GND breakdown lies within the valid supply voltage range. This error can therefore be displayed even if there is no GND breakdown.

.

172651 EN - 08/2016

-7

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 maximum ) higher than in the neutral position (N).

Voltage increase too small Voltage increase too large Voltage increase signi cantly too large

The maximum speed is not achieved No problem for the evaluation The maximum speed is reached but not exceeded.

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

.

-8

172651 EN - 08/2016

Only the individual hydraulic functions are operated via multi-lever operation. 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) Operating lever for auxiliary hydraulics 1 or 3rd hydraulic function (3) Operating lever for auxiliary hydraulics 2 or 4th hydraulic function (4)

1 2 3 4

Lift-lower operating lever Tilt operating lever Auxiliary hydraulics 1 operating lever Auxiliary hydraulics 2 operating lever

Depending on the truck equipment, the drive direction switch (5) or signal horn button is integrated into the lift lever.

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

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, direction of travel and hydraulic controls.

This affects the following components: Single pedal Double pedal Joystick, ngertip, mini-lever Lift lever Direction of travel asher module Parameterisation takes place using the truck diagnostics in the notebook.

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

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

Action

172651 EN - 08/2016

-9

Transmitter calibration Execute Once calibration is complete, error messages may be displayed.

The joystick is a control device built into the armrest of the driver s seat.

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

Rocker (1) Horn button (2) Drive direction switch (3, 6) Precision control (zoom) (4) Function key (5) Forwards/backwards 1 2 3 4 5 6 7 8

Left/right The joystick also contains the following electrical components: Integrated logic controller CAN bus controller Emergency stop switch 7S2

Rocker Horn button Forwards drive direction switch Precision control (zoom) Function key Backwards drive direction switch Joystick Emergency stop switch 7S2

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

CANopen as standard Integrated into the red peripheral CAN bus Software: truck recognition "I" Protection class: IP 55 Temperature range: -30°C - +85°C

X71/1

12 V

X70/3

X71/2

Truck GND

X70/4

X71/3

CAN r H

X70/1

X71/4

CAN r L

X70/2

-10

172651 EN - 08/2016

Emergency X71/3 stop 7S2/1 Emergency X71/6 X71/4 stop 7S2/2 Earth wire to seat CPP mounting X71/5

.

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

This affects the following components: Single pedal Dual pedal Joystick, ngertip, mini-lever Lift lever Drive direction turn indicator module Parameterising takes place using the truck diagnostics in the notebook.

The joystick can be calibrated if necessary.

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

Jobs Joystick calibration Execute .

172651 EN - 08/2016

-11

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

-12

172651 EN - 08/2016

"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.

172651 EN - 08/2016

-13

3

4

2 1

5

The second-generation mini-lever replaces the rst-generation mini-lever.

F1

6

The generation 2 mini-lever is an operating device built into the armrest of the driver s seat.

The generation 2 mini-lever controls various operations that can be activated by the driver s right hand.

8

Depending on the hydraulic equipment and customer preference, there are different minilever variants that can be installed in the truck.

7 7312_003-002

The customer can choose from three mini-lever variants: Each variant is available both with and without an emergency off switch Mini-lever, 2 lever Left: central lever for lifting, lowering, tilting Right: cross lever for the auxiliary hydraulic functions

1 2 3 4 5 6 7 8

Central lever for lifting and tilting F1 button F2 button Drive direction preselection and turn indicator Function key for 5th hydraulic function Cross lever, auxiliary hydraulics Emergency off switch Horn button

Mini-lever, 3 lever Left: central lever for lifting, lowering, tilting Right: two single levers for the auxiliary hydraulic functions replace the cross lever Mini-lever, 4 lever Four single levers replace the central lever on the left and the cross lever on the right.

The F keys can be assigned different functions during parameterising Example: additional electrical installation, switching the spotlight Ensure that the operation of additional electrical installations is not activated twice. If the operation of an additional electrical installation has been parameterised to one of the function keys, it must be deactivated in the display-operating unit.

The function key actuates the 5th hydraulic function or the 3rd auxiliary hydraulics

Mini-levers can be repaired by replacing defective components. Only those components that

-14

F2

172651 EN - 08/2016

are available in the spare parts catalogue for the truck may be replaced. For a detailed description, see Service Information 512015017.

CAN bus Sensors

CAN open as standard; integrated in the red CAN bus One dual potentiometer per axle

Software

Device detection "I"

Protection class Temperature range

IP 65

X71/1

12 V or 24 V

X71/2

GND

-30°C to +85°C

.

X71/3

CAN r H

X71/4

CAN r L Emergency off 7S2/1

X71/5

Emergency off 7S2/2 X71/6 Earth wire on the driver s seat or CPP driver s seat .

The con guration must be parameterised again for all retro t and conversion work related to the accelerator, drive direction and lighting in line with the German road traf c licensing regulations.

Parameterisation is performed using the truck diagnostics in the notebook.

The following components are affected: Single pedal Dual pedal Joystick, ngertip, mini-lever Hand lever Drive direction turn indicator module A truck restart must always be carried out after parameterising.

Calibration is not required after replacing a complete component.

The mini-lever must be re-calibrated following any repairs.

172651 EN - 08/2016

-15

Connect the notebook to the truck. Start the "servo hydraulics" diagnostics:

Action B - mini-lever, gen. calibration

2

Execute .

-16

172651 EN - 08/2016

The left joystick (1) is a 360° lever which can be used for operating both axes at the same time. The left joystick is used to operate the basic functions of the lift mast.

C A F1

F2

To lift fork carriage:

B

Move the left joystick in the direction of the arrow (B).

1 D

To lower fork carriage: Move the left joystick in the direction of the arrow (A).

To tilt the lift mast forwards: Move the left joystick in the direction of the arrow (C).

To tilt the lift mast backwards: Move the left joystick in the direction of the arrow (D).

7312_003-142

1 A B C D

Left joystick Lowering Lifting Tilt forwards Tilt backwards

1

In addition to the left joystick, a second joystick is available on the right. The right joystick (2) is a cross lever which can be used for operating in two axes, one axis at a time. The right joystick is used to operate attachments, depending on the equipment. The 5th hydraulic function can be activated using function key (1).

A

2 D

C B

7312_003-010

1

172651 EN - 08/2016

Right joystick

-17

The pictograms show all functions that can be operated with the right joystick and the function key for the 5th hydraulic function.

(A): Move the right joystick in the direction of arrow (A).

(B): Move the right joystick in the direction of arrow (B).

(C): Move the right joystick in the direction of arrow (C).

(D): Move the right joystick in the direction of arrow (D).

(E): Actuate the function key and move the right joystick in the direction of arrow (A).

(F): Actuate the function key and move the right joystick in the direction of arrow (B).

The four levers (1-4) can only be moved forwards and backwards in one axis.

The emergency stop switch is a variant

1 2 3 4 5

-18

Lift - lower Tilt Auxiliary hydraulics 1 Auxiliary hydraulics 4 Emergency stop switch

172651 EN - 08/2016

The left joystick (1) is a 360° lever which can be used for operating both axes at the same time. As standard, the left joystick operates the lift mast.

The two right levers (2, 3) can only be moved forwards and backwards in one axis.

The emergency stop switch is a variant

1 2 3 4

Left joystick Auxiliary hydraulics 1 Auxiliary hydraulics 2 Emergency stop switch

1 2 3 4 5 6 7 8 9 10

Travel direction switch Lift-lower operating lever Tilt operating lever Function keys Turn indicator buttons Auxiliary hydraulics 3 button Emergency stop switch Signal horn button Auxiliary hydraulics 1 operating lever Auxiliary hydraulics 2 operating lever

The tip switch is a control built into the armrest of the driver s seat.

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

Lift-lower operating lever (2) Tilt operating lever (3) Operating lever for auxiliary hydraulics 1 or 3rd hydraulic function (9) Operating lever for auxiliary hydraulics 2 or 4th hydraulic function (10) Button for auxiliary hydraulics 3 or 5th hydraulic function (6) Signal horn button (8) Travel direction switch (1) Turn indicator buttons (5) Function keys F1 and F2 (4) Emergency stop switch (7) Like the directional control valve block, the tip switch is provided with three or four operating levers according to the hydraulic equipment of the truck.

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

172651 EN - 08/2016

-19

The function keys can be assigned additional electrical functions during the con guration.

Example: Switch searchlight on/off using function key F1.

Please remember that the additional electrical functions must not be activated twice. If an additional electrical function has been con gured on one of the function keys in the tip switch, it must be deactivated in the display and operating unit.

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

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

CAN open as standard Integrated into the red peripheral CAN bus Software: truck recognition "I" Protection class: IP 55 Temperature range: -30°C - +85°C

X71/1

12 V

X70/3

X71/2

Truck GND

X70/4

X71/3

CAN r H

X70/1

X71/4

X70/2 CAN r L Emergency X71/5 X71/3 stop 7S2/1 Emergency X71/6 X71/4 stop 7S2/2 Earthing cable to seat CPP fastening .

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, direction of travel and hydraulic controls.

This affects the following components: Single pedal Double pedal -20

172651 EN - 08/2016

Joystick, tip switch, mini-lever Lift lever Direction of travel asher module Parameterisation takes place using the truck diagnostics in the notebook.

Calibration is not necessary.

The mini-lever is an operating device built into the armrest of the driver s seat.

The mini-lever controls various operations that can be activated by the driver s right hand.

Lift-lower operating lever (1) Tilt operating lever (2) Operating lever for auxiliary hydraulics 1 or 3rd hydraulic function (3) Operating lever for auxiliary hydraulics 2 or 4th hydraulic function (4) Button for auxiliary hydraulics 3 or 5th hydraulic function (5) Signal horn button (7) Drive direction switch (8, 9) Emergency stop switch (6) The mini-lever is always provided with four operating levers, regardless of the hydraulic equipment of the truck.

1 2 3 4 5 6 7 8 9

Lift-lower operating lever Tilt operating lever Auxiliary hydraulics 1 operating lever Auxiliary hydraulics 2 operating lever Auxiliary hydraulics 3 button Emergency stop switch Signal horn button Drive direction switch, forwards Drive direction switch, backwards

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

In the event of repairs, all the switches and push buttons can be changed separately. Individual spare parts are available for the mini-lever; see the truck spare parts list.

CANopen as standard Integrated into the red peripheral CAN bus Software: truck recognition "I" Protection class: IP 55 Temperature range: -30°C - +85°C

172651 EN - 08/2016

-21

X71/1

12 V

X70/3

X71/2

Truck GND

X70/4

X71/3

CAN r H

X70/1

X71/4

CAN r L X70/2 Emergency X71/5 X71/3 stop 7S2/1 Emergency X71/6 X71/4 stop 7S2/2 Earth wire to seat CPP mounting .

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

This affects the following components: Single pedal Dual pedal Joystick, ngertip, mini-lever Lift lever Drive direction turn indicator module Parameterising takes place using the truck diagnostics in the notebook.

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.

-22

172651 EN - 08/2016

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.

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 .

172651 EN - 08/2016

-23

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 .

-24

172651 EN - 08/2016

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 .

172651 EN - 08/2016

-25

-26

172651 EN - 08/2016

a

The direction of travel asher module (1) comprises housing and a console. The housing is located below the steering wheel and above the panelling (4), screwed to the steering column.

The console integrates the direction switch (2) and asher lever (3) controls and is screwed to the housing.

The switches three functions; the direction of actuation is indicated by the adjacent symbol: Forwards Neutral Backwards The switches two functions; the direction of actuation is indicated by the adjacent symbol:

1 2 3 4 5

Direction of travel asher module Travel direction switch Direction indicator switch Panelling Direction of travel asher display

right left

When retro tting, the following components must be changed: Truck central control TCU; see electrical connections Panelling

The direction of travel asher module is connected to the truck central control TCU via the 4-pin CAN bus plug X45.

Since June 2007, the plug X45 has no longer formed part of standard equipment for the truck central control TCU. X45/1

CAN r H

X45/2 X45/3

CAN r L CAN supply

X45/4

GND F

.

Park the truck safely.

Remove the steering wheel 172651 EN - 08/2016

-1

Remove the console from the housing Unscrew the size 8 TORQUE screw (3) Unscrew the two cross-recessed screws (1) and (2)

Disconnect plug X45 Remove the console from the steering column

Connect plug X45 Connect the console to the housing Tightly screw in the two cross-recessed screws (1) and (2) Tightly screw in the size 8 TORQUE screw (3) Attach the steering wheel Perform an operational test.

The con guration must be parameterised again for all retro tting and conversions related to the accelerator, direction of travel and hydraulic controls.

This affects the following components: Single pedal Double pedal Joystick, ngertip, mini-lever Lift lever Direction of travel asher module Parameterisation takes place using the truck diagnostics in the notebook.

-2

172651 EN - 08/2016

The direction of travel asher display is positioned to the right-hand side of the driver s eld of vision inside the panelling.

The ve lights of the direction of travel asher display represent the direction of travel, the ashers and malfunctions.

1 2

Direction of travel asher display Panelling

Direction of travel forwards (1) Direction of travel backwards (2)

Left asher (1) Right asher (2) Hazard warning lights (3)

Information, malfunction If the fault display lights up, information is displayed at the same time in the display and operating unit.

X17 - A1 to all lights 31 (GND) X17 - A2 Forwards 1 X17 - A3 Backwards 1 X17 - B1 Right 1 X17 - B2 Left 1 X17 - B3 Message 1 .

172651 EN - 08/2016

-3

The direction of travel asher display is destroyed during removal.

Only remove the direction of travel asher display if damaged.

The instrument is provided with spread clamps that clip under the edge when installed.

Press out the direction of travel asher display; the spread clamps break off.

Disconnect plug X17 and remove the direction of travel asher display.

Connect plug X17.

Check the direction of travel asher display for correct operation.

This function inevitably determines the installation position.

Press the direction of travel asher display onto the holding xture by lightly pressing on the edge.

-4

172651 EN - 08/2016

The display operating unit (ABE) is used to switch electrical accessories on and off via buttons.

The integrated display shows information about driving.

The display operating unit is held in place inside the panelling by spring pressure to the right of the driver s seat.

The display operating unit was installed in various different trucks until October 2009. For this reason, the detailed description is contained in a separate workshop manual. See also the workshop manual "Display elements - display".

X49/1

12 V

X49/2

Truck GND

X49/3

CAN r H

X49/4

CAN r L

X49/5

12 V Hazard warning system

X49/6 .

172651 EN - 08/2016

-5

1

"Windscreen wiper/washer" button

2

"Front searchlight" button

3

"Rear window wiper/washer" button

4

"Rotating beacon" button

5

"Lighting" button

6

"Hazard warning system" button

7

"Drive program change from 1-5" button

8

Button for "menu change" and changing the soft key columns

9

Card reader for FleetManager

10

Pictogram for soft key (11)

11

Soft key, here with "interior light" variant

12

Pictogram for soft key (13)

13

Soft key, here with "rear window heating" variant

14

Pictogram for soft key (15)

15

Soft key, here with "rear searchlight" variant

16

"Time" pictogram

17

Time display

18

"Operating hours" pictogram

19

Operating hours display

20

"Drive program" pictogram

21

Drive program display

22

"Battery indicator / tank display" pictogram

23

Battery charge or fuel level display

data card (variant)

.

-6

172651 EN - 08/2016

Park the truck safely. battery male connector.

Disconnect the

The plastic surface is fragile!

The ABE must not be levered out of the assembly opening with tools.

Remove the plastic plugs from the two assembly openings at the top edge of the panelling.

Insert a screwdriver through the assembly openings and push down the retaining springs.

This pushes the ABE forward out of the panelling.

Disconnect plug X49 and remove the ABE.

Connect the plug X49.

Attach the guide plates of the ABE to the lower edge of the assembly opening.

Insert the ABE at the lower edge into the assembly opening until the springs engage.

In order to prevent a parameter loss, this parameter set is available as a copy in the ABE. When the ABE is changed, the parameter set must be copied from the remaining component.

There are two ways of copying: Automatic transfer Manual transfer Also see the chapter entitled "Parameter management".

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

172651 EN - 08/2016

-7

The manual transfer begins with the question in the display A–EEPROM VALID?. This means: "Are the parameters of the TCU (device A) supposed to be used?"

Load software ash package; see chapter entitled "Software compatibility" Start calibration.

Delete the error memory.

Function check.

-8

172651 EN - 08/2016

a

Control electronics

Digital truck control unit TCU

Traction controller

Revolution-controlled 4-quadrant three-phase AC converter

Traction motor revolution control

Truck control unit TCU

Internal combustion engine revolution control

LPG: IMPCO engine control unit Diesel: VW engine control unit

Starter battery

12 Volt/88 Ah

On-board voltage

12 V

must not be replaced individually 10 A F1, F2, F3, 1F08, 1F09, 1F10, 1F11, 1F15, 1F16, 1F17, 1F18, 1F19, 1F21 (diesel), 4F01, 9F03 15 A 1F12, 1F21 (LPG), 1F22 20 A 5F12, 5F14 30 A 5F11, 5F13, 9F04 50 A 9F6 (diesel)

in accordance with EN 1175 part 1 and 3 Generator, traction motor, brake resistor See chapter entitled "Insulation measurement" in accordance with DIN 40050 Electrical system

IP 23, incl. cover IP 54

Electrical equipment

IP 23

.

172651 EN - 08/2016

-1

MCU

Truck control unit A44

Electric forklift trucks

TCU

Truck control unit A44

B

PU2

Pump converter 2U04

D

FU1

Traction inverter 1U06

E

FU2

Traction inverter 1U07

F

PU1

Pump converter 2U03

G

FMID

H

VR

IC truck Electric truck: second left-hand pump motor (HM2, PM2) Electric truck: right-hand traction motor (FM1) IC truck: traction motor (1M1, 1M01) Electric truck: second left-hand traction motor (FM2) IC truck: second left-hand traction motor (1M1, 1M02) Electric truck: right-hand pump motor (HM1, PM1) FleetManager special equipment Part of the MCU or TCU Servo hydraulics Equipment variant for servo hydraulics

A

I

FIT

Card reader Hydraulic control unit Valve processor Joystick, ngertip and mini-lever

J

ABE

Display operating unit

K

FABLI Travel direction indicator module

E truck and IC truck Equipment variant

L

CPP1

Equipment variant

M

CPP2 Front CAN-Power-Port CPP2B Lighting CAN-Power-Port

Equipment variant

Roof CAN-Power-Port

N

CPP3

Seat CAN-Power-Port

Equipment variant

O

CPP4

Rear CAN-Power-Port

P

CIO

Battery carrier

R

CS

Acceleration sensor

Equipment variant Equipment variant for electric forklift trucks up to 3.5 t Equipment variant for FleetManager Equipment variant for electric forklift trucks E truck (48 V/80 V)

Battery controller

S T U V

SU

Control unit A43 (Supply Unit)

Equipment variant for hybrid trucks

SDC1 DC/DC converter DFÜ CPP5

Remote data transfer

Equipment variant for FleetManager Equipment variant for particle lter Equipment variant

X

ELF

Soot CAN-Power-Port Control unit for the electric parking brake

Y

RFID

RFID control unit

Equipment variant for RFID equipment

c

SHS1

Energy accumulator 1

Equipment variant for Hybrid trucks

d

SHS2

Energy accumulator 2

Equipment variant for Hybrid trucks

.

The position and number of electrical components varies depending on each truck s equipment.

-2

172651 EN - 08/2016

Under the panelling on the front structure, on the front right in direction of travel: Truck central control TCU (A44) Horn (4H1) Option board (variant) (A22)

Under the panelling on the front structure, on the front left in direction of travel: Engine Control Unit ECU (A43) The diagram shows the LPG variants Can power port, front (variant) (CPP2)

Under the panelling on the rear of the overhead guard, on the left in direction of travel: Can power port, rear (variant) (CPP4) Signal transmitter (variant) (4H2)

Under the panelling on the rear of the overhead guard, in the middle in direction of travel: Can power port, roof (variant) (CPP1) Can power port, seat (variant) (CPP3) (CIO) In the variants with the soot particle lter, the CIO soot burner is located on the right, next to the CPP1.

172651 EN - 08/2016

-3

Under the bonnet, on the sides above the chassis, on the middle right in direction of travel: Fuse box (A21) Diagnostic connector (X50)

Under the bonnet, on the sides in the chassis, on the rear left in direction of travel: Brake resistor (1R12)

Under the bonnet, on the centre of the chassis cross wall and valve block support: Inverter (1U06) Preheating control unit (diesel) (1A08)

On the counterweight, on the right in direction of travel, before the side wall of the chassis: Acceleration sensor (variant) (CS)

-4

172651 EN - 08/2016

Replacement control units can contain software versions that do not match the versions in the control units that are still in the truck. This will cause an invalid combination of software that can lead to errors in the truck.

An approved software ash package must be loaded whenever any of the control units in the truck are replaced. A software ash package contains compatibility-checked software versions for all control units. Loading a software ash package eliminates any invalid software combinations.

Please see the "STILL Flasher" and "Truck software overview" workshop manuals for more information on "software ash packages" and "loading ash packages".

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

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

Jobs Calibration 0. Sensors 1. Accelerator For hand lever only

2.-5. Hydraulic sensor Variant

6.

Mast vertical

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

Jobs Joystick calibration Execute .

172651 EN - 08/2016

-5

A deactivated PAN process can lead to unde ned faults in the truck.

The PAN process must always be activated.

In the truck, the PAN process ensures that the truck control unit (MCU / TCU) always operates all available controllers in the truck according to the current parameters.

Each time the truck is started, the PAN process ensures that the checksums of the individual controllers are compared with the checksums saved in the truck control unit (MCU / TCU).

In the event of parameter changes, software changes or changes of individual controllers, the PAN process ensures that the relevant controllers and the truck control unit (MCU / TCU) process the changes correctly.

It is essential that the PAN process always remains activated, otherwise the necessary checksum comparisons and adjustments cannot be carried out.

Error pro le generated when a PAN process is not being performed correctly: After switching on, the display of the display operating unit remains frozen on the welcome screen.

Please wait appears in the display during

operation

The current status of the PAN process can be checked via the truck diagnostics.

F4: Monitoring Status Status PAN .

-6

172651 EN - 08/2016

The truck parameter set is stored in the truck control unit (TCU). In order to prevent a parameter loss, this parameter set is available as a copy in the display and operating unit (ABE). When one of the two components is changed, the parameter set must be copied from the remaining component.

Parameter loss If the ABE and TCU are changed at the same time, this leads to the loss of the truck parameters. In this case, a truck parameter set must be loaded via the notebook.

TCU ABE FU ECU

Truck control unit Display and operating unit Traction inverter Engine control unit

Both the FU and ECU controls have their own parameter sets that are not in uenced by parameter management. These components and all other CAN bus participants can be changed without copying parameters.

There are two ways of copying: Automatic transfer Automatic transfer starts for components without an operable parameter set. This generally applies to brand-new components, spare parts.

Manual transfer Manual transfer starts for components with an operable parameter set. This is an indication that the component has already been installed once in a forklift truck.

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

172651 EN - 08/2016

-7

The manual transfer begins with the question in the display A–EEPROM VALID? This means: "Are the parameters of the TCU (device A) supposed to be used?"

Are the parameters of the TCU (device A) supposed to be used?

Use TCU parameters Con rm with

key

Copy the parameters from the TCU to the ABE Use ABE parameters Negate with ESC key Copy the parameters from the ABE to the TCU The answer must be con rmed again by answering the security question ARE YOU SURE?. In case of any doubt, the operation can still be interrupted.

The error ring buffer displays errors in the same temporal sequence in which they occurred. The precise temporal statement of the error helps with troubleshooting the truck. This is under the condition, however, that the time and date in the display operating unit is correctly set.

The following data is stored per error: A-errors of the truck control unit (A44, MCU/TCU) Date Time Designation of the error Operating hours of the truck control unit (A44, MCU/TCU) Operating hours of the truck The error ring buffer is read out via the truck diagnostics in the notebook. To do this, start the diagnostics and carry out the action "Read out error ring buffer". A maximum of 256 errors are stored in the ring. These are automatically overwritten after 256 entries.

The error ring buffer is not present until certain software versions. For details see the document "Truck software overview"

-8

172651 EN - 08/2016

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

Before working on high-voltage components (converter or hybrid components), rst check the charging state of the intermediate circuit voltage.

Connect the notebook to the truck and start the RX70 diagnostics.

F4 monitor Drives Converter In the Intermediate circuit voltage eld, the continuous discharge is displayed.

This process can take 20 minutes.

The intermediate circuit is fully discharged when a value of 0 Volt is shown in the Intermediate circuit voltage eld.

Disconnect the starter battery.

Only then can you start to remove the highvoltage components.

The correct work sequence must be followed when removing the components; please refer to the relevant chapter.

The following components are checked during insulation measurement: Generator Traction motor Brake resistor An insulation measurement at the converter is not possible.

172651 EN - 08/2016

-9

Always observe the safety information, see chapter "Safety information".

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

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

Follow the correct sequence for removing the converter.

Test voltage

500 Volt

Insulation resistance

>2M

.

Disconnect plug X175 from the converter.

Disconnect plug X28x from the converter Disconnect and short-circuit temperature sensor X11/X12 Connect the negative cable of the gauge to the traction motor housing.

-10

172651 EN - 08/2016

At plug X175, measure the insulation resistance at one of the phases.

It is suf cient to measure just one phase because the phases are interconnected via the star/delta connection. The winding resistances are so low that they do not affect the measurement.

X175/1

U

X175/2 X175/3

W Screening

X175/4

F

.

Disconnect plug X173 from the converter.

Disconnect plug X28x from the converter Connect the negative cable of the gauge to the traction motor housing.

172651 EN - 08/2016

-11

At plug X173, measure the insulation resistance at one of the phases.

It is suf cient to measure just one phase because the phases are interconnected via the star/delta connection. The winding resistances are so low that they do not affect the measurement.

X173/1

U

X173/2 X173/3

W Screening

X173/4

F

.

Disconnect plug X174 from the converter.

Disconnect plug X28x from the converter Connect the negative cable to an area of clean metal on the truck chassis.

-12

172651 EN - 08/2016

At plug X174, measure the insulation resistance at one of the phases.

X174/1

R1

X174/2 X174/3

R2 Screening

X174/4

Free

.

172651 EN - 08/2016

-13

Vmax Vmin amax

30

Maximum driving speed calculated

20

Maximum driving speeds in the drive programs

10

Maximum limit on driving speed due to overtemperature

120

R70-40-50

160

Maximum possible acceleration in drive program 5 RX70 Maximum limit on acceleration due to overtemperature

amin

40

Imax

100

Maximum possible traction motor current

Imin

30

Maximum limit on traction motor current via the inverter

T1

131

T2

132

T3

142

T4

152

T5

153

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

The calculated limitation of the speed and acceleration starts as soon as this temperature is reached. This has no effect on the truck.

Start of actual limitation of speed and acceleration.

The error TRACTION MOTOR OVERHEATING is activated.

The error message re-appears in the display repeatedly.

End of the linear limitation of speed and acceleration Start of the linear regulation of traction motor current via the 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".

The converter analyses the signals from the traction motor temperature sensor and transmits the temperature values to the truck control unit (TCU). The temperature values are processed in the TCU in accordance with the TSA characteristic curve.

During the rst stage, an error is generated at temperature (T3) and limitation of the speed -14

172651 EN - 08/2016

and acceleration begins. The electric braking characteristics remain unchanged.

By means of linear limitation, the drive is usually able to regain its natural temperature. If the traction motor temperature drops to value (T1), the error is reset.

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

During the second stage, the motor current is reduced at temperature (T4). This is accomplished by limiting the setpoint values that the TCU sends to the converter. The electric braking characteristics remain unchanged.

From a temperature of (T5), the motor current is reduced to such an extent that only severely restricted driving is possible.

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

T1

75°C

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

T2

85°C

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

Imax

100%

Standard traction motor current

Imin

30%

Maximum limit on traction motor current via the converter

The converter monitors its temperature balance by means of an internal temperature sensor.

If the temperature exceeds a critical value, 172651 EN - 08/2016

-15

the traction motor current is reduced linearly.

The electric braking characteristics are also in uenced as a result.

If the temperature management is re-established, the error is cleared and the reduction cancelled.

Mode 0: speed-controlled with optimised driving behaviour

Series

Mode 3: speed-controlled, zero brake operation 1

Variant

Mode 4: speed-controlled, zero brake operation 2

Variant

Stopping on a slope

Series

R70 driving behaviour: acceleration behaviour

Variant

R70 driving behaviour: braking characteristics when reversing

Variant

The drive modes listed here can be activated and deactivated via the ABE. The available options are dependent on the truck type and truck software. Parameterisation via the diagnostics in the notebook is only available for driving behaviour.

The drive modes and driving behaviour differ due to different start-up behaviour and braking characteristics. Acceleration, deceleration and reversing are limited by the settings of the relevant drive program, regardless of the mode.

The driving behaviour can be changed to match the different drive modes. Not all variants can be recommended. The important variants are listed here: Is important in all drive modes.

Is only important in drive mode 0 "speedcontrolled".

Effects: The drive mode "speed-controlled with optimised performance" is switched on as standard. The mode applies to that particular traction program and cannot be changed by the driver. It is possible to switch to other driving modes using the ABE.

The further the accelerator pedal is depressed, the greater the acceleration, until the respective drive program setting is reached When the accelerator pedal is released, the truck brakes immediately depending on the respective drive program setting With single-pedal control, the braking effect increases the further the accelerator pedal is depressed when reversing (change of driving direction) With dual-pedal control, the braking effect increases the further the pedal for the opposite drive direction is depressed

-16

172651 EN - 08/2016

If the truck is positioned on a slope without a driver, it will slowly roll downhill at a regulated speed of 1 cm/sec. Safe parking can only be ensured with the parking brake engaged

Acceleration without in uence of the accelerator: Restoration of familiar "R70 driving behaviour".

As soon as the accelerator pedal is actuated, the acceleration in accordance with the drive program setting is reached immediately

If the truck is positioned on a slope with a driver, the truck behaves in accordance with the "Stopping on a slope" driving behaviour

The accelerator pedal position has no in uence on the dynamics.

If the truck is under load on level ground, it is subject to drag

This drive mode has been developed specially for trailer operation. The mode applies to that particular traction program and cannot be changed by the driver. It is possible to switch to other driving modes using the ABE. Effects:

The values are applied as per the drive program setting, irrespective of the accelerator position The driving behaviour tends to be more aggressive and not as smooth

Comment on optimized reversing behaviour With dual-pedal control, even a slight press on the accelerator pedal for the contrary direction is registered as pedal operation In the event of a slight actuation of the accelerator pedal, reversing with minimum deceleration is set Inexperienced drivers may nd that their forklift truck starts to coast.

It is helpful in this situation to switch to the R70 driving behaviour.

When the accelerator pedal is depressed, the forklift truck rolls to a stop.

If the selected drive direction is the same as the direction of movement of the truck.

If the selected drive direction is the same as the direction of movement of the truck or if the drive direction is neutral.

The "optimised driving behaviour" is coupled with the "Speed-controlled" driving mode 1 as standard.

Reversing without the accelerator in uencing the dynamics:

The driving behaviour is dependent on the settings in the selected drive program. In addition, the dynamics of the acceleration behaviour and reversing behaviour are also dependent on the accelerator position.

To restore the familiar "R70 driving behaviour", the dynamics of the acceleration behaviour and the dynamics of the reversing behaviour can be switched off. In this case, the accelerator position has no in uence on the driving behaviour.

Restoration of familiar "R70 driving behaviour".

With single-pedal control, actuating the accelerator pedal during reversing (change of driving direction) is immediately recognised as a deceleration of the reversing movement.

With dual-pedal control, actuating the accelerator pedal for the contrary direction is immediately recognised as a deceleration of the reversing movement.

The value for the deceleration of the reversing movement is applied in accordance with the drive program setting, irrespective of the accelerator position The amount of deceleration can be increased if the amount by which the reversing movement is to be decelerated is greater than the deceleration value in the drive program.

172651 EN - 08/2016

-17

Blue-Q = IQ will stand for a STILL master concept of intelligent economic ef ciency and environmental responsibility in the future.

Blue-Q stands for a clean environment, IQ stands for intelligence. The intelligent drive mode for economic ef ciency and environmental responsibility Blue-Q can be activated at the touch of a button and controls the drive unit and the activation of additional consumers.

By using intelligent characteristic curve optimisation of the drive, energy is saved whenever a reduction does not noticeably impair the dynamics of the work process.

Blue-Q maintains the truck dynamics when accelerating up to a speed of 7 km/h. Above this speed there is low acceleration, which results in energy savings. In this way, Blue-Q reduces energy consumption for stretches between 3 m and 40 m by up to 20%. Because Blue-Q does not affect the lifting capacity, a 10% saving based on a working cycle (with lifting) is achievable. On longer routes, you can also reach the maximum speed with Blue-Q.

Blue-Q mode regulates intelligent switching on/off of electrical consumers.

Depending on the equipment, the lighting, working spotlights, windscreen wipers, seat heaters and cab heating will automatically switch off after the driver s seat has been vacated.

When travelling in reverse for more than 3 km/h, the front working spotlight and windscreen wipers are switched off automatically.

Working spotlights

X

X

Lighting

X

X

Windscreen wipers Seat heater and cab heating

X

X

X

Individual parameterising settings can be made using the truck diagnostics in the notebook to determine which of the electrical consumers are to be switched off.

-18

172651 EN - 08/2016

X X

A 00 160

00

A 00 160

3A

A 00 160

35

A 00 160

3F

Blue-Q not activated Mode FIX Blue-Q is always ON once the truck is started Mode STANDARD Blue-Q can be switched ON/OFF using the button Mode FIX-FLEX Blue-Q is active once the truck is started and can then be switched ON/OFF using the button. This mode is a combination of FIX and STANDARD

.

172651 EN - 08/2016

-19

A CAN bus (Controller Area Network) is a "linear network" that comprises multiple participants based on microcontrollers. Due to the signal level technology used and the special structure of the data telegram, the CAN bus system is extremely resistant to interference at high transfer speeds.

Depending on the truck, there are several disconnected CAN bus systems that are used to transfer data between the controllers.

In CAN bus systems, re ections at the ends of the wires can cause errors in the signal transmission.

Resistors are placed in the wires to dampen these re ections. This is called "termination".

Depending on the truck and the installed CAN bus participants, these resistors are used in different ways.

Terminating resistors of approx. 120 de ne the start and end points of the CAN bus.

In between the start and end points are additional, high-ohmic CAN bus participants, usually decoupled with a resistor of approx.

40 k .

Terminating resistors can be tested when the truck is switched off.

In newer truck generations, resistors of varying size are placed per software in one of the CAN bus participants (such as the truck control unit). These resistors terminate the CAN bus as required.

It is not possible to test these resistors, as they are deactivated via the software when the truck is switched off.

The signals used are "difference signals". The difference is measured between the "CAN_L" and "CAN_H" signals.

If both signals are at an idle level of 2.5 V, there is no "difference signal". A "0 information" is transmitted.

If the "CAN_H" signal is increased to 3.5 V and the "CAN_L" signal is simultaneously dropped to 1.5 V, a "difference signal " of 2 V is produced. A "1 information" is transmitted.

-20

172651 EN - 08/2016

With a data transfer rate of 250 kBit/s, this 0/1 transmission occurs 250,000 times per second.

In terms of measuring technology, this means that averages are adjusted during operation.

A value slightly over 2.5 V is measured for the "CAN_H" signal and a value slightly under 2.5 V is measured for the "CAN_L" signal.

172651 EN - 08/2016

-21

ABE

Display and operating unit

TCU

Truck control unit

FIT

Joystick, mini-lever

Red Red

120 54

Blue

2.4 k (60 )

Red

X50 Truck diagnostic connector Variant, drive direction indicator FABLI module Variant, additional electrical installaCPP tion, soot CS Variant, acceleration sensor ECU VW engine control unit

Red Blue

120

1U06 Traction motor converter

Blue

120

Red Red Red

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

The engine control unit has a separate CAN bus that is used exclusively for engine diagnostics.

-22

1

CAN H (red)

2

CAN L (red)

3

12 V terminal 15

172651 EN - 08/2016

Resistances are terminated. No measurement possible.

4

GND

5

ECU diesel

6

ECU LPG

7

ECU LPG

Voltage measurement CAN_H to GND

2.5 V 3.5 V

CAN_L to GND

1.5 V 2.5 V

.

.

172651 EN - 08/2016

-23

Power cables are electrical wires in accordance with VDE 0295 classes 5 and 6 with a wire cross-section of 10 mm2.

In our trucks, the following components have power cables: Power contactor (1) Conductor rails and bolts in the fuse box (PDU) Converter (2) Electric motor (3) Starter battery (4) Traction battery (5) Battery male connector (6)

The images are to be understood as examples; they may not apply to all trucks.

Solderless terminals and crimp connectors are used as contact elements for power cables.

The following contact elements are used: DIN 46234 crimp-type cable lugs (1) DIN 46235 compression and tubular cable lugs (2) Manufacturer-speci c battery male connector contacts (3)

-24

172651 EN - 08/2016

Check all cable connections on the power cables for damage. Check that the connections are securely attached, check the condition and check for corrosion Check the condition of conductor rails and bolts and check for corrosion Remove oxidation residue Replace brittle and defective cables Check the tightening torques

Due to the wide range of cable shoes available from different manufacturers, we distinguish between the following types: DIN 46234 cable shoe DIN 46235 cable shoe Cable lug optimized for ne-stranded cables, similar to DIN 46235

The main difference between the cable shoes is in the interior diameter of the press sleeve.

Measure the push-on length sleeve.

of the press

Add 10% to the push-on length as a tolerance.

Strip the cable along dimension L.

Damage to the separate wires causes a reduction in the cross-section. This leads to incorrect crimping, poorer transition resistance and increased heating.

Use a suitable tool.

172651 EN - 08/2016

-25

Push the contact element onto the stripped end of the cable and crimp centrally using the appropriate crimping die.

Perform the crimping process until it is clearly noticeable that the pressure relief valve has been triggered.

Open the crimping pliers using the release lever.

Only crimp each contact once!

-26

172651 EN - 08/2016

The fuse box is tted under the bonnet as a modular unit, on the side above the chassis, on the middle right in direction of travel.

The A21 fuse box includes the following components: Relays Horn Switch lock Starter Castor Engine control unit ECU Control fuses Optional fuses In addition, it also serves as a distributor plate for the power supply of additional electrical equipment.

Supply voltage 12 V: X167: Positive battery terminal 12 V X168: Starter, contact no. 50 X160: Particle lter X162: CPP 1 to CPP 4 X164: Proportional technology emergency stop X165: Engine control unit lines X166: Truck control unit lines X170: + 12 V after switch lock X171: Not in use X172: + 12 V battery

172651 EN - 08/2016

-27

Fuses are located in various positions on the truck.

Each truck is equipped with the fuse box as standard. For its location in the truck, see the chapter "Overview of electrical components".

According to the type of truck equipment, the option board is attached to the front structure.

Fuse box (1) Main fuse Control fuses Option board (2) Control fuses Fuses for additional electrical installation Glow plug relay (diesel only) See chapter "Overview of electrical components"

The fuses are applicable for all listed trucks.

Exceptions are indicated in the table.

RX70 16 20 (7311 7316) RX70 22 35 (7321 7330) R70 40 50 (7071 73, 81 83)

1F08

10 A

1F09

10 A

1F10

10 A

1F11

10 A

1F12 1F15

12 Volt battery variants (constant positive terminal)

Fuse box

Switch lock Coolant pump

Fuse box Fuse box

15 A

Converter Pump variant

10 A

12 Volt for TCU, display operating unit

Fuse box

1F16

10 A

12 Volt options, servo hydraulics

Fuse box

1F17

10 A

Time-delay relay, terminal 15

Fuse box

1F18

10 A

12 Volt options, servo hydraulics

Fuse box

1F19

10 A

12 Volt engine control unit ECU

Fuse box

-28

Fuse box Fuse box

172651 EN - 08/2016

15 A

Engine control unit ECU

Only VW 2.0l TDI Fuse box Fuse box

1F22

15 A

Engine control unit ECU

Fuse box

4F01

10 A

Signal horn

Fuse box

5F11

30 A

CPP / RPP

Fuse box

5F12

20 A

CPP / RPP

Fuse box

5F13

30 A

CPP / RPP

Fuse box

5F14

20 A

9F03

10 A

CPP 12 Volt Option Board

Fuse box

9F04

30 A

Starter motor, terminal 50

Fuse box

1F21

10 A

Engine control unit ECU

Fuse box

9F6

50 A

Engine glow plug relay

Diesel only For the location, see chapter "Overview of electrical components"

F1

5A

5th hydraulic function, 12 Volt

Option board

F2

10 A

Clamp light

Option board

F3

10 A

Material Management System (MMS)

Option board

.

The relays are soldered onto the printed circuit board in the fuse box and cannot be replaced individually.

4K01

Signal horn

9K02

Starter motor, terminal 50 Fuel pump

LPG

Enable of engine control unit (ECU)

LPG

Enable of terminal 15

Diesel

9K08 9K09

Diesel

Not used

9K18

Key switch, terminal 15, TCU run-on

9K19

Key switch, terminal 15, TCU run-on

.

172651 EN - 08/2016

-29

The Option Board A22 comprises a circuit board in a plastic housing and is always tted to the front structure beneath the truck control unit (MCU, TCU). Depending on the truck equipment, the Option Board supplies the optional additional electrical equipment and sensor system.

The Option Board contains the following components: Electrical connections Fuses F1, F2 and F3 Relay K1 The assignment of electrical connections varies according to the truck and individual equipment.

For detailed information, see the truck operating circuit diagram.

F1

5A

F2

10 A

F3

10 A

K1

5th hydraulic function

X30

Control cables for truck control unit TCU/MCU 12 volt supply

.

X37

-30

172651 EN - 08/2016

Reserve switch 4 (analogue) X31

Dead man switch Reserve switch 2 (digital) Reserve switch 1 (analogue)

X32

Right door contact switch

X33

Left door contact switch Fork carriage monitoring

X34

Lift limitation Load switching

X35

Load sensor 5th hydraulic function feed

X36/2 X38

5th hydraulic function controller F2 light Material management system (MMS)

.

172651 EN - 08/2016

-31

CPPs are designed for 12-V and 24-V on-board electrical systems and are used in all trucks. The individual CPPs can only be identi ed by their order number; see the truck-speci c spare parts list. The location and number of CPPs in the truck varies according to the truck type and the equipment; see the chapter entitled "Overview of electrical components".

The CPP 2B (lighting) was introduced in January 2010 and replaced the CPP 2 and CPP 4 (front structure, rear) in all trucks in the medium term. It is not possible to convert from CPP 2 and CPP 4 to CPP 2B.

The CPP supplies and controls the various optional consumers within the additional electrical installation.

Each CPP has its own identi er and is controlled by the truck control unit (MCU, TCU) via the "red" peripheral CAN bus. The CPPs are all supplied via the fuse box.

The CPPs are CAN bus participants and need to be registered using parameters. The outputs are parameterised using the truck diagnostics in the notebook.

The value for the output display of the additional electrical installation consists of two hexadecimal characters. The rst character shows the CPP number (1-4), the second character shows the channel number (1-B). Both digits are shown in the truck-speci c operating circuit diagram.

This CPP can be used to connect the various electrical consumers, which will vary according to the truck and equipment.

-32

172651 EN - 08/2016

X51

CAN bus (CAN r)

X52

Supply voltage

X53

2 x 2-pin plugs, 1 variable, 1 xed switching output

X54

10 x 2-pin plugs with 7 variable switching outputs

X53:1A X53:1B X53:2B

3.5 A

OUTPW 10 OUTPW 2

Permanent double assignment Wiper supply

12

32

11

31

3.5 A

OUTPW 1

10 A

OUTPW 3

Permanent double assignment

13

33

10 A

OUTPW 4

Permanent double assignment

14

34

X54:5B

3.5 A

OUTPW 6

16

36

X54:6B

3.5 A

OUTPW 5

15

35

X54:7B

3.5 A

OUTPW 8

18

38

X54:8B

3.5 A

OUTPW 7

17

37

19

39

X54:1B X54:2B X54:3B X54:4B

X54:9B X54:10B

10 A

OUTPW 9

Permanent double assignment

.

This CPP can be used to connect the various electrical consumers, which will vary according to the truck and equipment.

Since January 2010, the CPP 2B (lighting) has gradually replaced CPP 2 and CPP 4 in all trucks.

A conversion from CPP 2 and CPP 4 to CPP 2B is not possible.

X51

CAN bus (CAN r)

X52

Supply voltage

X53

2 x 2-pin plugs with 2 permanently assigned switching outputs

X54

6 x 2-pin plugs with 6 permanently assigned switching outputs

172651 EN - 08/2016

-33

X53:1A X53:1B

4-pin

X53:2B

3.5 A

OUTPW 10 OUTPW 2

22

42

3.5 A

OUTPW 1

21

41

X54:1B

2-pin

10 A

OUTPW 4

24

44

X54:2B

2-pin

3.5 A

OUTPW 6

26

46

X54:3B

2-pin

3.5 A

OUTPW 5

25

45

X54:4B

2-pin

3.5 A

OUTPW 8

28

48

X54:5B

2-pin

3.5 A

OUTPW 7

27

47

X54:6B

2-pin

10 A

OUTPW 9

29

49

.

The Eberspächer particle lter is connected via the soot CPP. The soot CPP provides the inputs and outputs and evaluates the signals.

The soot CPP can be used exclusively for the Eberspächer particle lter. No other use is possible.

X51 X52:1B, 2B

CPP3, X51

CAN bus (CAN r)

CPP3, X52

Supply voltage

X52:1A

9K26:30

Supply voltage

X60:1A

9B13:2

X60:1B

9B13:1

X60:3B

A21 - X160:3

Thermal gauge (resistor) 1.5 Volt = short circuit 0 Volt = open Emergency stop for all soot CPP outputs

X60:4B

A21 - X160:1

Switch lock position 1

X60:5B

A21 - X160:2

X60:6B

9K26:87

Enable for starter motor Glow plug relay, glow plug control

X60:7A

9K26:85

Glow plug relay

X60:7B

9K26:86

Glow plug relay

X60:8A

9Y11:N

Diesel pump

X60:8B

9Y11:P 9M13:3 (brown)

Diesel pump

X60:9B

9M13:1 (violet)

Combustion air blower

X60:10A

9Y13:2 (brown) 9Y13:1 (black/blue)

X60:9A

X60:10B

Combustion air blower Shut-off valve Shut-off valve

.

-34

172651 EN - 08/2016

The Relay-Power-Port (RPP) is a simpli ed variant of the CPP and is a further development of the relay plate.

The RPP is not a CAN bus participant, but uses the CAN bus plug as a power supply only.

The RPP contains two internal relays, which are directly controlled by the outputs of the truck control unit (MCU, TCU). The truck control unit has three outputs for the external relays SK1, SK2, SK3. This enables three switching functions that can be carried out by two or three RPPs. The location of the RPPs in the truck corresponds to the location of the CPPs and varies according to truck type; see the chapter "Overview of electrical components".

X51

Relay supply voltage

X52

Consumer supply voltage

X53

Normally open contacts for SK1/3

X541

Parallel normally open contacts for SK1/3

X549

Normally open contacts for SK2

X56

Relay coil contacts

Electric forklift trucks 48 V and 80 V Electric forklift trucks only 48 V

Distributor card 7A21: X65, X66, X67 Fuse box A21: X27 Fuse box A21: X162

IC truck .

The RPPs are not CAN bus participants and do not need to be registered using parameters.

Parameterising of the outputs takes place using the truck diagnostics in the notebook.

SK2 out

Option board channel 2 / RPP1 K2

02

X47:33

SK1 out

Option board channel 1 / RPP1 K1

01

X47:19

SK3 out

Option board channel 3 / RPP2 K1

03

X56:2

X47:5

X56:1 X56:1 .

172651 EN - 08/2016

-35

-36

172651 EN - 08/2016

a

The Truck Control Unit (TCU) acts as master (main processor) when controlling the truck and is responsible for controlling, regulating, monitoring and enabling.

In an updated version with proportional technology, the hydraulic controller is also integrated in the housing as an additional printed circuit board.

The individual TCU duties are listed by function: Error management Management of A errors Main fuse circuit Parent contactor controller Enabling and blocking of hydraulic and traction drive Traction drive Controlling, regulating, monitoring Hydraulic drive Controlling, regulating, monitoring Processing input signals from: Accelerator, brake sensor, hydraulic sensor Travel direction switch All switches in the front of the vehicle Monitoring and safety concept Add. electrical installation evaluation Processing FleetManager Data ant)

data (vari-

Diagnostics, downloading Storing vehicle parameters Parameter backup for all other units Servo hydraulics (variant) Buffer battery (G5) Data storage, as well as storing time, date, km counter and BDE Operating hours are recorded in the EEPROM and are not lost

X47, X46

42-pin SAAB plug

Direct wiring of all standard functions for the drive unit 12 volt output voltage for external transmitter and switch CAN open as standard

X48

42-pin SAAB plug

Servo hydraulics (variant) Servo hydraulics as standard for RX70-16-20 172651 EN - 08/2016

-1

X45

CAN bus plug

Drive direction/turn indicator module supply (variant)

G5

Covers

Buffer battery

.

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

The data and parameters are saved both in the TCU and in the display and operating unit (ABE) through constant automatic backups.

It is recommended to produce a copy before servicing to safeguard the truck parameters.

It is important to take into consideration the truck equipment when ordering the TCU:

X45 X46 X47 X48 G5

Proportional technology Direction of travel asher module

Direction of travel asher module (variant) Series TCU Series TCU Proportional technology (variant) buffer battery

Park the truck safely.

Remove panelling at the front structure.

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

Release the two M6 nuts and remove the TCU from the threaded bolts.

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

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

Fit the panelling to the front structure.

Set key switch S1 to ON. The truck parameter set is stored in the TCU. In order to prevent a parameter loss, this parameter set is available as a copy in the display and operating unit. When one of the two components is changed, the parameter set must be copied from the remaining component.

-2

172651 EN - 08/2016

There are two ways of copying: Automatic transfer Manual transfer Also refer to the chapter entitled "parameter management".

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

The manual transfer begins with the question in the display A–EEPROM VALID? This means: "Are the parameters of the TCU (device A) supposed to be used?"

Load software ash package; see chapter entitled "software compatibility" Start calibration Delete the error log Functional test

All transmitters must be recalibrated once the TCU has been changed.

The following calibrations must take place: Accelerator Single pedal Double pedal Hydraulic transmitter Joystick Calibration takes place using the truck diagnostics in the notebook.

172651 EN - 08/2016

-3

The 1U06 inverter transfers the power generated by the 1G1 generator to the 1M1 traction motor in a controlled manner. The heat produced is dissipated by the intake air from the internal combustion engine.

After the truck is switched on, the inverter receives an enable signal from the truck control unit (TCU). The drive is only activated once the enable signal has been received.

The inverter assumes the following tasks in the truck control unit: Controlling and regulating the traction motor Rev counting Temperature measurement Communication with the truck control unit (TCU) Communication with the engine control unit (ECU)

Always observe the safety instructions, see chapter "Safety instructions".

X173

Generator

X174

Brake resistor

X175

Traction motor

X28

Control cables

-4

172651 EN - 08/2016

: To disconnect the plug connector, pull the plug interlock upwards.

Pin 1

Rev sensor channel A

Pin 2

Rev sensor channel B

Pin 3

Free

Pin 4

Free

Pin 5

+ 12 Volt

Pin 6 Pin 7

Free CAN H at engine control unit A43

Pin 8

CAN L at engine control unit A43

Pin 9

12V rev sensor

Pin 10

GND rev sensor

Pin 11

GND chassis

Pin 12

GND chassis

Pin 13

Free

Pin 14

CAN H to TCU

Pin 15 Pin 17

CAN L to TCU Free Temperature sensor +

Pin 18

Temperature sensor

Pin 19

Free

Pin 20

Free

Pin 21 Pin 22

Free Enable signal from TCU

Pin 23

CAN GND

Pin 16

.

The converter is installed on the chassis cross wall underneath the bonnet via three rubber bearings. Fresh air is drawn in through the air lter by the heat sink of the converter. The converter is cooled by the fresh intake air from the internal combustion engine.

Always observe the safety instructions, see chapter "Safety instructions".

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

172651 EN - 08/2016

-5

Connect the notebook to the truck and start the RX70 diagnostics.

F4 monitor Drives Converter In the Intermediate circuit voltage eld, the continuous discharge is displayed.

This process can take 20 minutes.

The intermediate circuit is fully discharged when a value of 0 Volt is shown in the Intermediate circuit voltage eld.

Only then can removal of the converter begin.

Follow the correct sequence for removing the converter.

Park the truck safely.

Check the intermediate circuit voltage and only start the removal process once it has been fully discharged.

Disconnect the battery.

Open the bonnet.

Remove the bottom plate with the accelerator pedal and disconnect the plug.

Remove air intake hoses from the inverter on both sides.

Disconnect the earth connection from the inverter to the truck.

Unscrew the converter cover.

-6

172651 EN - 08/2016

Disconnect plug X28.

Unscrew the power plugs X173, X174, X175 without touching the contacts.

When unscrewing the power plugs, do not touch the exposed contacts.

Screw the converter cover back on immediately afterwards to make sure that the open contacts are safely covered.

Unscrew the three xing screws and disconnect the converter from the support.

Unscrew the earth cable from the removed inverter.

Take the three rubber bearings out of the removed converter.

Disconnect attachment parts from the removed inverter and reuse them: Earth cable Three rubber supports Insert the converter into the rubber bearings.

Tighten the three mounting screws.

Attach the earth connection from the inverter to the truck.

172651 EN - 08/2016

-7

Attach the 3 power cables and connect plug X28.

Attach the converter cover to the converter.

Attach the air intake hoses to both sides of the inverter.

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

Close the bonnet.

Connect the battery.

Load Flash package software; see chapter entitled "Software compatibility" Start calibration.

Delete the error memory.

Functional test.

The electric brake function is in uenced by the drive mode, accelerator position and drive direction. Refer to the chapter entitled "Drive mode - driving behaviour".

What happens during the electric brake function?

The drive wheels power the traction motor.

The traction motor works at this moment like a generator and produces energy.

The energy is fed via the inverter to the brake resistor.

The brake resistor puts load on the drive, and the energy is converted into heat.

The heat is released via the cooling circuit of the internal combustion engine.

The truck brakes.

Resistance Brake energy

10 ± 0.5 ohm

Nominal capacity S2, 60 min

5.8 kW

Top value at switch-on

50 kW 10,000 h

Service life

190 kJ

.

The location of the brake resistor and its connections vary according to truck type.

-8

172651 EN - 08/2016

The brake resistor is screwed onto the rear left of the chassis, when viewed in the drive direction.

The brake resistor is screwed onto the chassis at an angle under the sheet metal holder.

The general structure of the brake resistor is the same in all trucks: The brake resistor consists of a coiled heating rod in a closed sheet-metal housing.

The housing is connected to the cooling circuit of the internal combustion engine in front of the thermostat via two hoses.

The third hose connects the housing to the radiator.

The power cables are connected to the converter via plug X174.

172651 EN - 08/2016

-9

-10

172651 EN - 08/2016

a

The truck is equipped with a 12-volt G1 starter battery. The battery is screwed into place on the left-hand chassis sidewall via a support. The battery has screw connections and supplies the electrical system with a 12-volt operating voltage.

The battery is maintenance-free. The charge state can be read at the inspection window.

When carrying out repairs, always disconnect the battery.

Incorrect disconnections and loose battery connectors can destroy the alternator and the control units.

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

Observe the sequence when disconnecting the battery.

Disconnect the negative terminal rst.

Then disconnect the positive terminal.

Danger of short-circuits!

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

The operating instructions provided by the battery manufacturer must be observed when disposing of batteries! We recommend working with a waste management company when disposing of batteries.

172651 EN - 08/2016

-1

The charge state of maintenance-free batteries can be checked at the inspection window.

The battery is fully charged The battery has not been fully charged. The battery should be recharged.

The charge state is no longer suf cient to ensure reliable starting. The battery must be replaced.

Battery maintenance is carried out in accordance with the battery manufacturer s operating manual!

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

Check the acid level.

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

Fill up missing uid with distilled water only.

Unscrew the battery cell cover and check the acid density with an acid siphon.

The acid density must reach the values in the table. The listed acid density refers to 27 °C acid temperature.

Normal Tropic

1.13

1.28

1.08

1.23

.

Discharged batteries must be immediately recharged, until they reach the fully charged status.

The charging current shall not exceed 1/10 of the capacity.

Keep the battery cell cover dry and clean.

Neutralize any spilled battery acid immediately!

-2

172651 EN - 08/2016

Keep the terminals and the cable shoes clean, lightly apply battery grease and screw on rmly.

172651 EN - 08/2016

-3

-4

172651 EN - 08/2016

a

Axial piston variable displacement pump DFR1 pressure ow control Direction of rotation to the right 32 cm3 per revolution

Flow regulator (standby pressure) 25 bar Pressure limiter (maximum pressure) 250 bar 2 x hexagon head screws M12 x 30 Hydraulic pump DIN 933, quality 8.8 Tightening torque: 80 Nm 4 x socket head screws M12 x 70 Suction ange DIN 912, quality 8.8 Tightening torque: 80 ± 8 Nm 4 x socket head screws M10 x 35 Pressure ange DIN 912, quality 8.8 Tightening torque: 46 ± 5 Nm Screw joint GE10-L7 LS load pressure pump regulator Tightening torque: 23+5 Nm Return hose Tightening torque: 60+10 Nm Lifting 2550 rpm Tilting Nominal lift < 3500 1400 rpm Nominal lift 3500 5000 1400 rpm Nominal lift > 5000 1400 rpm Auxiliary hydraulics See the chapter entitled "Auxiliary hydraulics attachments" Total tank volume Total lling quantity Hydraulic oil

53 litres 48 litres Quality as per DIN 51524/part 3 HVLP 68 or ISO VG 68

.

Model Delivery rate

Fixed displacement motor

172651 EN - 08/2016

-1

Tightening torque of nut on motor shaft

80+10 Nm

Hydraulic connections

60+10 Nm

Degree of ltration

22 µm absolute

Triggering pressure bypass valve Maintenance interval

3.4 ±0.3 bar 3000 h or 2 years

Degree of ltration

225 µm absolute

Maintenance interval

Maintenance free

Degree of ltration

8 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 variant with servo hydraulics! .

Lower the fork carriage Tilt back the lift mast to the stop Switch off the key switch Actuate all operating levers several times up to their end positions

-2

172651 EN - 08/2016

Irrespective of the operating device available, the hydraulic system is depressurised via the software.

Key switch ON. After waiting for 2 to 3 seconds, actuate the operating levers several times to their end stop positions.

The valves open and the hydraulic system is depressurised.

Tolerance ± 12%

(m/s)

Lift 1: 0.41 Lift 2: 0.48 Lift 1: 0.37 0.41 Lift 2: 0.41 Lift 1: 0.37 0.41 Lift 2: 0.41 Lift 1: 0.41 0.48 Lift 2: 0.48 Lift 1: 0.37 0.41 Lift 2: 0.41 Lift 1: 0.37 0.41 Lift 2: 0.41 The raise speed applies at minimum fan speed (approx. 450 rpm) 0.48

-

Max. permissible raise speed = 0.6 m/s

Lift 1: Middle cylinder is extended.

Lift 2: Outer cylinder is extended.

Speeds are measured at operating temperature.

172651 EN - 08/2016

-3

Special equipment tted to trucks may result in values varying from those stated.

(in seconds) (mm)

3500 3500

5000

5000

min.

0.121

0.73

0.85

0.97

1.09

max.

0.210

1.26

1.47

1.68

1.89

min. max.

0.210

1.26

1.47

1.68

1.89

0.365

2.19

2.56

2.92

3.29

min. max.

0.365

2.19

2.56

2.92

3.29

0.580

3.48

4.06

4.64

5.22

0.84

(in seconds) (mm)

3500 3500 5000

5000

min.

0.093

0.56

0.65

0.74

max.

0.300

1.80

2.10

2.40

2.70

min. max.

0.175

1.05

1.23

1.40

1.58

0.536

3.22

3.75

4.29

4.82

min.

0.290

1.74

2.03

2.32

2.61

max.

0.886

5.32

6.20

7.09

7.97

Measurement is performed over the entire tilt range.

Speeds are 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.

(m/s)

-4

172651 EN - 08/2016

0.60

Mean value from lift 1 and lift 2 0.45

Mean value from lift 1 and lift 2

0.40

Speeds are measured at operating temperature.

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

Do not adjust settings on lowering brakes.

172651 EN - 08/2016

-5

Pick up the nominal load and lift free of the ground.

Park the truck on level ground and place the lift mast in the vertical position.

Apply the parking brake.

Attach an angle measurement device, e.g. a spirit level (1) to the mast pro le (2).

Check whether the tilt slider of the directional control valve is in the neutral position.

Turn the key switch to OFF. Measure the change in angle after one minute.

The lift mast must not tilt forwards automatically by more than 5° in 10 minutes.

Pick up the nominal load and lift to approx. 0.5 m.

Park the truck on level ground and place the lift mast in the vertical position.

Apply the parking brake.

Check whether the lift transmitter of the directional control valve is in the neutral position.

Turn the key switch to OFF. After approx. 2 minutes, apply markings to the fork carriage and outer mast.

After waiting another 10 minutes, measure the distance lowered.

The lift mast must not automatically lower the load by more than .

-6

172651 EN - 08/2016

All hose lines must be checked at least once a year and must be replaced in the event of the following defects: The outer layer is breached all the way to the middle (wire mesh), e.g. abrasion spots and cracks.

There is a connection error on the tting with bubble formation.

Leaks.

There is damage or corrosion at the tting and reduced rigidity of the connection between the tting and the hose has been detected.

The outer layer has been become stiff or brittle with cracks.

There are deformation such as kinks, pinch points and torsion.

172651 EN - 08/2016

-7

1 2 3 4 5 6 7a 7b 8

Hydraulic pump Suction lter Suction hose Hydraulic pump leak-oil pipe Fan control valve leak-oil pipe Return lter housing Return line directional control valve Return from fan motor Breather lter with dipstick

9 10 11 11a 11b 12 13

The hydraulic pump (1) is powered by a tappet via the alternator shaft and starts to operate as soon as the internal combustion engine is started.

Directional control valve block Priority valve LS lines (orange) Shuttle valve for fan valve/directional control valve block Shuttle valve for steering/fan valve Pressure side of hydraulic pump Induction side of hydraulic pump

"LS system" "Load Sensing System" Load Sensing System

The hydraulic pump with attached suction hose (3) and the maintenance free suction lter (2) are located in the hydraulic tank below the oil level.

The welded hydraulic tank is integrated into the left side of the chassis.

The LS system ensures that the hydraulic pump supplies only the currently needed oil pressure, the so-called load pressure. The maximum possible oil ow is provided until the required load pressure is reached.

The hydraulic pump is a variable displacement pump that draws oil from the hydraulic tank via the induction side (13) and delivers it to the priority valve via the pressure line (12).

The LS lines are decoupled via shuttle valves (11a, 11b). Each time, the highest LS pressure is available in the pump regulator.

The priority valve (10) is ange-mounted to the alternator using a support and ensures that oil supply to the steering has the highest priority under all operating conditions.

The available pump pressure is regulated by an LS system (11).

-8

The return lter housing (6) has all return lines (7a, 7b) and leak-oil pipes (4, 5) connected to it.

Only the oil returning from the directional control valve block (9) is ltered. If the return lter is clogged, the by-pass valve opens. The oil then ows back to the tank via the by-pass without being ltered.

172651 EN - 08/2016

The breather (8) prevents contamination as the result of dirty air and is combined with the dipstick to form a single unit.

1 2 3 4 5

Fan motor Return from fan motor Directional control valve block Pressure line to directional control valve Pressure line to fan valve

6 7 8 9

Fan control valve LS lines Fan control valve leak-oil pipe Radiator

The fan motor (1) receives its oil from a branch (5) off the pressure line (4) to the directional control valve (3).

engine control unit (ECU). The TCU controls the fan control valve in accordance with the temperature characteristic curve.

After the internal combustion engine starts, the fan control valve (6) supplies a maximum ow of oil to the fan motor for three seconds. The fan motor runs at maximum speed. This function is programmable, but must not be deactivated.

When the internal combustion engine is cold, the ow increases, the fan control valve reduces the oil ow and the fan motor runs at minimum speed.

After three seconds, the fan control valve is regulated.

The warmer the internal combustion engine becomes, the more the ow is reduced. The fan control valve opens and increases the oil ow.

The fan motor runs at a higher speed.

The truck central control (TCU) receives the current truck central control temperature from the

172651 EN - 08/2016

-9

The fan control valve 9Y10 controls the ow of oil and thus the speed of the fan motor. The TCU controls the fan control valve depending on the coolant temperature.

The following applies: cold combustion engine high current low speed warm combustion engine current is reduced linearly speed is increased If plug (2) is disconnected from the solenoid valve, the fan motor runs at maximum speed.

This corresponds to the breakdown (error).

The LS system is bled via the breather (1). No oil escapes through the breather during this process. The oil ows back to the hydraulic tank directly via the leak-oil line (9).

The shuttle valve (4) decouples the LS systems from the directional control valve and the fan control unit. The shuttle valve ensures that the higher pressure always appears at the output.

(3) (7) (8) (9)

50+5 Nm 20+5 Nm 50+5 Nm 20+5 Nm

.

1 2 3 4 5 6 7 8 9 10

Bleeding Fan control valve 9Y10 Pressure line to fan valve Shuttle valve for fan control valve - solenoid valve LS line for solenoid valve LS line for priority valve LS line for fan control valve Fan motor load pressure Fan control valve leak-oil pipe Fan motor

R70-40-50

1.4

450

0.5

3000

RX70-22-35

1.4

450

0.5

3000

-10

172651 EN - 08/2016

RX70-40-50

1.4

600

0.5

2800

RX70-60-80

1.4

500

0.5

2400

.

It is necessary to bleed the LS system after: Repairs Opening the LS lines Hearing noises in the hydraulics

Noises in the hydraulic pump are frequently caused by air in the LS lines, which causes the pump regulator to vibrate.

Park the vehicle safely.

Open the bonnet.

Remove the cap Open the bleed port using an Allen key Allow the engine to run a few minutes Close the breather using the Allen key and cover with the cap Close the bonnet.

172651 EN - 08/2016

-11

1 2 3 4 5 6

Steering unit Return line Leak-oil pipe Steering cylinder connection Induction side of hydraulic pump Pressure side of hydraulic pump

7 8 9 10 11

The hydraulic pump (8) draws in hydraulic oil from the hydraulic tank at the induction side (5) and delivers it to the priority valve (7) at the pressure side (6). The oil quantities required for steering, the fan motor and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The oil volume for the steering is fed from the priority valve via the pressure line (10) to the steering unit (1).

If steering is not being used, a constant ow of oil passes through the steering unit at the rate of approx. 1-1.5 l/min. This continuous ow of oil keeps the steering unit warm, thus preventing a stick-slip effect and a hard spot when starting to steer.

-12

Priority valve Hydraulic pump LS line Steering unit pressure line Steering cylinder

When the steering wheel is operated, the load pressure in the steering unit is diverted to the LS line (9). The LS system ensures that the hydraulic pump supplies only the load pressure that is currently needed.

The return line (2) directs the hydraulic oil back to the hydraulic tank un ltered. Oil from the leak-oil line (3) ows back to the tank un ltered.

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

172651 EN - 08/2016

1 2 3 4 5 6 7

Priority valve Connection B Connection A Connection P Connection H LS line Leak-oil pipe

8 9 10 11 12 13 14

The hydraulic pump (9) draws in hydraulic oil from the hydraulic tank at the induction side (10) and delivers it to the priority valve (1) at the pressure side (11). The oil quantities required for steering, the fan motor and the working hydraulics are allocated in the priority valve. Steering always has the highest priority.

The oil volume for the working hydraulics is fed from the priority valve via the pressure line to the directional control valve connection P (4).

Connection R (return line) Hydraulic pump Induction side of hydraulic pump Pressure side of hydraulic pump Pump regulator Tilt cylinders Lift cylinder

necessary, to the connections for the auxiliary hydraulics.

The return line (8) directs the hydraulic oil back to the hydraulic tank via the lter. Oil from the leak-oil line (7) ows back to the tank un ltered.

The directional control valve block contains the following functional components: The lowering brake limits the lowering speed when lowering the load.

Upon actuation of a slider, the load pressure in the slider is directed to the LS line. The LS system ensures that the hydraulic pump supplies only the load pressure that is currently needed.

Two load holding valves prevent the load from tilting on its own.

Depending on the displacement of the slider, oil is directed at the current required load pressure to connection H (5) for the lift cylinders, to connection A (3) or B (2) for the tilt cylinders and, if

NO pressure relief valve

The ow control valve limits the oil ow for tilting.

The pressure relief valve is part of the pump controller (12) on the hydraulic pump and protects the hydraulic system against overloading.

172651 EN - 08/2016

-13

The variable displacement pump draws oil from the hydraulic tank at the intake side (2) and supplies it to the priority valve via the pressure line (1).

The pump regulator is ange-mounted directly to the variable displacement pump and comprises the ow regulator (7) and pressure limiter (5).

The LS line (4) regulates the pump regulator and therefore the ow of oil to the variable displacement pump.

To lubricate the variable displacement pump, the pump housing is lled entirely with leak oil.

Speci c leakage openings in the axial pistons ensure continual re lling with leak oil. Excess leak oil ows back to the tank via the leak-oil line (3).

To install the variable displacement pump, the pump housing must be lled with approx. 0.5 litres of hydraulic oil via the leak-oil line.

A B C D E

Control pressure LS pressure Pump pressure Tank Leak oil

2 3

LS line Pressure side

-14

1 2 3 4 5 6

Pressure side Induction side Leak-oil pipe LS line Pressure limiter Flow regulator

4 5 6 7 8 9 10

Induction side Leak-oil pipe Flow regulator Pressure limiter Consumers (steering, fan motor etc.)

Control piston Axial pistons

172651 EN - 08/2016

The variable displacement pump starts to operate as soon as the internal combustion engine is started. If no hydraulic consumer is connected, the variable displacement pump runs at stand-by pressure. The regulating piston (9) places the axial pistons (10) in the neutral position so that there is no oil ow.

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

If a consumer (8) is activated, the pressure (C) initially builds up. The ow regulator (6) opens and uses the pressure (A) to move the regulating piston (9) in the direction to provide an increased delivery rate.

The pressure (B) now present at the consumer also acts on the ow regulator (6) via the LS line (2), moving the regulating piston (9) further in the direction to provide an increased delivery rate.

This control adjusts the pressure (C) so that it is equal to the sum of the LS pressure (B) and the stand-by pressure.

The LS pressure (B) measured at the consumer is less than the pressure (C) due to the dynamic pressure drop. The dynamic pressure drop is the amount of pressure (C) proportional to the oil ow which drops via the consumer supply line and control valve. Using the control valve of the consumer, the required oil ow is thus precisely adjusted.

No excess oil from P will be supplied to the tank by a pressure relief valve. This saves energy in comparison to the gear pump.

If an additional hydraulic consumer is activated, the highest load pressure is set. The ow regulator adjusts accordingly and the variable displacement pump delivers the necessary larger volume of oil.

The pressure limiter (7) protects the hydraulic system against overloading. If the pressure exceeds (C) the maximum pressure, the pressure limiter (7) regulates the regulating piston (9) in the direction to provide a reduced delivery rate until the pressure (C) no longer exceeds the maximum.

172651 EN - 08/2016

-15

The supply- ow regulator controls the stand-by pressure. The stand-by pressure is preset to a standard setting of 25 bar.

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

Start the internal combustion engine.

Make the adjustment using an Allen key.

The value changes by approx. 16 bar per revolution.

Switch off the internal combustion engine.

Screw the cap back onto the ow regulator.

Remove the pressure gauge and reattach pressure line P.

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

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

Start the internal combustion engine.

Actuate tilting against the stop.

Make the adjustment using an Allen key.

The value changes by approx. 50 bar per revolution.

Switch off the internal combustion engine.

Screw the cap back onto the pressure limiter.

Remove the pressure gauge and reattach pressure line P.

-16

172651 EN - 08/2016

The stand-by pressure and the maximum pressure are measured in the pressure line P. The easiest access is at the branch for the fan motor in the pressure line leading to the directional control valve.

Unscrew the pressure line (3).

Screw a simple measurement connection onto the pressure line. The line to the fan motor is then interrupted.

For trucks equipped with a heating system, it is easier to use the pressure line on the fan control valve.

Unscrew the pressure line (3) on the fan control valve.

Screw a simple measurement connection onto the pressure line. The line to the fan motor is then interrupted.

Performing the measurement using a T-piece while the fan is active produces incorrect measurement results.

Therefore, always perform the measurement without the fan.

Always monitor the engine temperature when testing while the fan is not operating.

Place a collection vessel under the hydraulic pump.

Dispose of used hydraulic oil in accordance with environmental regulations and do not re-use under any circumstances.

Park the truck safely Disconnect the battery.

Open the bonnet.

172651 EN - 08/2016

-17

Remove the oorplate with the accelerator pedal and disconnect the plug.

Unscrew the intake hose from the hydraulic pump, raise it to above the oil level and secure it to prevent it dropping down.

Remove the pressure pipe running from the hydraulic pump to the priority valve.

Remove the leak-oil pipe from the hydraulic pump.

Unscrew the LS line from the pump regulator Protect all open hydraulic lines from contamination.

If necessary, unscrew the support with the priority valve from the alternator.

Unbolt the hydraulic pump from the alternator.

Remove the coupling element from the alternator shaft and put it in a safe place.

Sealing rings must always be replaced and oiled before assembly. Do NOT use grease!

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

For values, see "General technical data" in the chapter entitled "Hydraulics general".

Fit the coupling element to the alternator armature shaft.

Wet the sealing ring between the hydraulic pump and alternator with oil.

Put the hydraulic pump into position and secure with two screws.

Attach the support with the priority valve to the alternator.

Attach the pressure pipe from the hydraulic pump to the priority valve, 36 AF. Attach the suction hose to the hydraulic pump and tighten the clip.

Attach the LS line to the pump controller.

Fill the hydraulic pump with approx. 0.5 litres of hydraulic oil via the leak oil connection.

Attach the leak oil line to the hydraulic pump, 22 AF. Install the bottom plate with the accelerator pedal and connect the plug.

-18

172651 EN - 08/2016

Close the bonnet.

Connect the battery.

Bleed the LS system.

Operational test

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

The lter housing is xed to the tank by means of four fastening nuts.

The return lines and leak oil lines are screwed to the lter housing. Sealing is accomplished by means of sealing rings.

The suction connection is located below the oil level.

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

1 2 3 4 5

Hydraulic tank Return lter cover Breather lter with dipstick Suction lter Suction connection

Fill quantity of hydraulic oil with carriage lowered and hydraulic system ready for operation: Max. 48 litres (total lling quantity also when auxiliary hydraulics tted) Grade HVLP68 to DIN 51524 Part 3 Maintenance interval 3000 operating hours or 2 years

Hydraulic oil should be disposed of according to the environmental regulations.

Position truck horizontally.

Tilt lift mast backwards against stop.

Lower fork carriage; if there are attachments, retract working cylinder.

Switch off the engine Open the bonnet

172651 EN - 08/2016

-19

Unscrew the dipstick and remove it Unscrew the hydraulic oil drain plug under the hydraulic tank; direct the hydraulic oil into a collection vessel.

Screw the drain plug back in with a new sealing ring (Cu A18 x 22) and tighten it Fill with fresh hydraulic oil through the oil dipstick opening The oil level should be between the markings on the dipstick.

Reinsert the dipstick and tighten it

The suction lter is routed through the pipe connection from the inside of the hydraulic tank.

The sealing ring (4) seals the hydraulic tank.

The restraint support (3) is secured from the outside with the screw (2) and clamps the suction lter in place within the hydraulic tank.

The intake hose is secured with a spring band clamp on to the pipe connection.

Screw (supplied with lter)

8+2 Nm

Filter

Coarse lter

Maintenance

Maintenance-free

1 2 3 4

Spring band clamp Screw Counter bracket Sealing ring

.

-20

172651 EN - 08/2016

The hydraulic oil is drawn from the tank by the hydraulic pump via the intake hose and ows through the intake lter from the outside to the inside.

The lter insert is a coarse lter and maintenancefree.

Degree of ltration Filter material Housing material Mounting screw

225 µm Stainless steel mesh Polyamide PA 66 M6 x 1, 8

+2

Nm

.

1 2 3 4

Filter cartridge Thrust piece Hose clip Fixing screws

Hydraulic oil should be disposed of according to the environmental regulations.

Drain the hydraulic oil.

Release the hose clip (3) on the intake hose and remove the intake hose from between the tank and hydraulic pump.

Release the mounting screw (4) on the lter cartridge tensioning piece.

Pull out the tensioning piece (2).

It may be necessary to strike the lter cartridge using a mandril to release it from the intake nozzle. Use material that does not splinter for this purpose!

Remove the lter cartridge through the opening in the return line lter.

Prior to installation, check that the sealing ring is properly seated on the lter connection and has not fallen into the tank.

Tighten the mounting screw on the lter cartridge tensioning piece.

Install the intake hose between the tank and hydraulic pump and secure it with the hose clip.

172651 EN - 08/2016

-21

Fill with hydraulic oil.

The hydraulic oil returning from the directional control valve block is ltered by the return line lter.

If the lter is clogged, the hydraulic oil ows back into the tank un ltered through a by-pass valve.

The hydraulic oil returning from the steering system and fan motor ows back into the tank un ltered together with the leak oil.

The breather lter does not form part of the lter housing. Instead, the breather lter forms part of the dipstick.

Degree of ltration

40 µm

Operating pressure Opening pressure of bypass valve

10 bar 3.4 ± 0.3 bar

Maintenance interval

3000 hours or 2 years

Mounting screw

M8 8

Tightening torque

20 Nm

.

1 2 3 4 5 6 7 8 9 10

The lter should be disposed of according to the environmental regulations.

Unscrew the lter cover.

Unhook the lter cover from lter element.

Remove the lter element and replace.

Hook the lter cover onto lter element.

Filter cover Return ow ltered Filter housing Return pipe Housing with tensioned cover Return ow un ltered Leak oil un ltered By-pass valve Breather lter Suction lter

Screw in the lter cover.

Loosen the return lines from the steering and fan motor.

Loosen the leak-oil pipe from the hydraulic pump and fan control valve.

Loosen the return line from the solenoid valve.

-22

172651 EN - 08/2016

Loosen the four fastening nuts holding the tensioned cover.

Place the earth line to the side.

Lift out the lter housing from the tank completely.

Place the seal in the tensioned cover for the lter housing.

Place the lter housing into the tank.

Tighten the four mounting nuts complete with washers, remembering to reattach the earth wire to one of the stud bolts.

Connect the return line from the solenoid valve.

Connect the return line from the steering and fan motor.

Connect the leak-oil pipe from the hydraulic pump and fan control valve.

The breather and oil dipstick form a single unit in the hydraulic tank cover. The lter prevents dust and dirt entering the hydraulic tank.

Filter mesh: 8 µm nominal Filter material: nonwoven plastic mesh Maintenance interval: 3000 operating hours or 2 years

The lter element should be disposed of according to the environmental regulations.

Unscrew the breather Remove the lter cover Remove and exchange the lter element Replace the lter cover Screw the breather back on.

172651 EN - 08/2016

-23

For servo hydraulics, it is a legal requirement (in accordance with VDMA (German Engineering Federation)) that in addition to the return line lter, an additional lter is installed in the pressure line upstream of the directional control valve.

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 oil that escapes must be disposed of in an environmentally friendly manner.

Place a collection vessel underneath. The oil volume that drains out is about 0.2l (capacity of the lter housing).

Loosen the lter housing (2) at the hexagonal (3) with a SW30 box-end wrench and unscrew it.

Pull the lter element downwards.

Push the new lter element in until it stops.

Clean the lter housing and screw on hand tight.

-24

172651 EN - 08/2016

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.

172651 EN - 08/2016

-25

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

-26

172651 EN - 08/2016

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

172651 EN - 08/2016

-27

-28

172651 EN - 08/2016

a

7071 7073 7081 7083

7071 7073 7081 7083

4000 4500 5000

4000 4500 5000

457

160

6

8

481

136

6

6

496

122

6

5

481

136

6

6

514

112

6

4

481

178

11

6

481

136

6

6

457

160

6

8

457

160

6

8

481

136

6

6

496

122

6

5

481

136

6

6

514

112

6

4

481

178

11

6

481

136

6

6

457

160

6

8

2300 3250 mm 2550 3250 mm with windscreen 2300 2400 mm with windscreen 2300 3250 mm with auxiliary hydraulics with hose line 0 2300 mm with windscreen 2550 3250 mm with windscreen 2550 3250 mm with windscreen, requires lubrication, with bellows 2550 3250 mm, requires lubrication, with bellows 2150 3200 mm 2350 3200 mm with windscreen 2150 2300 mm with windscreen 2150 3200 mm with auxiliary hydraulics with hose line 0 2150 mm with windscreen 2350 3200 mm with windscreen 2350 3200 mm with windscreen, requires lubrication, with bellows 2550 3250 mm, requires lubrication, with bellows

.

There is a risk of injury or damage to property.

Observe the safety instructions in chapter 001.

172651 EN - 08/2016

-1

Park the truck safely Tilt the lift mast forward.

Apply the parking brake.

Disconnect the battery.

The lift mast can tilt over forwards and backwards.

The lift mast must be secured in both directions.

Only remove one tilt cylinder at a time.

Disconnect the tilt cylinder from the outer mast.

To do this, remove the locking ring and knock out the pins.

Release the hydraulic connections at the tilt cylinder.

Disconnect the tilt cylinder from the chassis.

To do this, remove the locking ring and rubber washers and knock out the pins.

Grease tilt cylinder bolts before installation!

Connect tilt cylinder to chassis. To do this, knock in the pins and rubber washers and secure with a locking ring.

Connect tilt cylinder to outer mast. To do this, knock in the pins and secure with a locking ring.

Screw on hydraulic connections at tilt cylinder.

Check tilt cylinder for leaks.

Connect the battery.

Operational test

-2

172651 EN - 08/2016

X Y

Lift, dependent on spacer bush Eye bolt setting dimension

1 2

Hexagon nut Variant: Spacer bush (changing the backwards tilt) Piston guide ring Piston seal Piston Piston rod Cylinder head

3 4 5 6 7

8 9 10 11 12 13 14 15 16 17 18

Grooved ring O-ring Snap ring Wiper Lock washer Nut Eye bolt Loctite 270 Cylinder bottom Cylinder pipe Variant: Spacer washers (changing the forwards tilt)

Component damage possible!

To protect the cylinder and the piston rod in the vice, protective soft jaws must be used!

Clamp the tilt cylinder in the vice at the cylinder bottom (16).

Remove the threaded elbow pipe from the cylinder head. The thread projects into the sump of the cylinder.

Using a plastic mandrel, drive in the cylinder head (7) a little.

Working through the small hole in the cylinder pipe (17), use a mandrel to push the snap ring (10) in, then lever it out with a screwdriver.

Firmly pull on the piston rod (6) to pull the cylinder head (7) out of the cylinder pipe.

Clamp the piston rod in the vice Measure the adjustment dimension (Y) of the eye bolt (14). Only then unscrew the eye bolt.

172651 EN - 08/2016

-3

Pull the cylinder head off the piston rod Remove the set of seals from the piston (5) and cylinder head (7).

6321 - 6325 7321 - 7330 6327 - 6329 7071 7073 7081 - 7083 7335 - 7338

65 ±8 mm Secured with Loctite(15)270

54 ±8 mm 450 ±25 Nm

65 ±8 mm 65 ±8 mm

.

Check all parts for wear and clean them thoroughly.

Install new seals on the piston (5) and grease them lightly.

Insert the piston (5) with the piston rod (6) into the cylinder pipe.

(7) Install new seals on cylinder head and grease lightly.

Push the cylinder head on to the piston rod.

When inserting the cylinder head into the cylinder pipe, the recess on the cylinder head must face in the direction of the threaded elbow pipe.

Fit the snap ring (10).

Fit the eye bolt (14) and screw on the hexagon nut (13).

After tting the lock washer (12), fold it to prevent rotation.

-4

65 ±8 mm

172651 EN - 08/2016

150+50 Nm

When assembling a threaded elbow pipe, always use a new one.

Note the location of the threaded elbow pipes.

During assembly, bear in mind that the location of the threaded elbow pipes depends on the design of the tilt cylinders.

Insert the threaded elbow pipe and screw it in by hand up to the TUFLOK coating.

Then use a tool to screw it in at least 4 turns and no more than 5.

Leakages caused by incorrectly tted threaded elbow pipes.

If a threaded elbow pipe has been screwed in too far, it must not be unscrewed again. A new threaded elbow pipe must always be used.

172651 EN - 08/2016

-5

No attachment

X

Telescopic fork arm

Griptech

RG4

Rotator

Meyer

5 1508N

Rotator

Kaup

4T351E

Rotator

Kaup

4T391

Kaup

4.8T151P2

Kaup

4T151P2

X

Cascade

100F

X

Bolzoni

HN6

X

Sideshift Fixed connection Sideshift Fixed connection Sideshift Fixed connection Sideshift Fixed connection Fork prong positioner

Kaup

4T466

X

Fork prong positioner

Kaup

4T163/4.5T163

X

Fork prong positioner

Meyer

6-2509F

Multi pallet handler

Meyer

Multi pallet handler

Kaup

Clamp fork

Kaup

4.5T411

X

X

.

Default

None

Attachment

Single auxiliary hydraulics

Attachment

Double auxiliary hydraulics

.

Rotator Rotary clamp Sideshift with end position damping Pushers and pullers Clamps Fork prong positioners Shovels Tippers

Rotational speed [rpm] Shift speed [m/s]

0.05 0.15

Clamp speed [m/s]

No limitation

Tipping speed [°/s]

10 60

.

-6

2 4

172651 EN - 08/2016

Since 29th December 2009, standard ISO 3691 has been a legal requirement.

This standard speci es that attachments which hold the load by exerting pressure on it must be controlled additionally by a second operating function. This prevents an unintentional release of the load.

If such attachments (clamping devices) are retro tted, the truck must also be retro tted with a second operating function.

The clamp locking mechanism is discussed in the following section.

Hand lever Joystick

Fingertip Generation 2 mini-lever Fingertip Generation 2 mini-lever Generation 1 mini-lever

Actuate operating lever together with an additional switch Actuate the joystick function together with the F key.

The auxiliary hydraulics function with F key is parameterised via the diagnostics in the notebook.

Press the F key to enable the attachment function for 3 seconds.

During this time, the attachment can be actuated via the corresponding operating lever. The function remains enabled until 3 seconds has passed without the operating lever being actuated.

To enable, the operating lever must be moved forwards once by at least 1/3. The enable is indicated by the LED for the F2 key and remains active for approx. 1 second. During this time, the attachment can be actuated via the corresponding operating lever.

The function is not implemented for the generation 1 mini-lever.

.

The parameters apply to clamp locking mechanisms for hand levers, even those with Sauermann restraint systems.

For retro tting, the current software ash package may have to be loaded into the truck.

172651 EN - 08/2016

-7

A 00 36F

05

A 00 370

37

A 00 371

00

A 00 372

05

Reserve 11 input at AND 2 output

A 00 373

37

Reserve 11 output at CPP 3, channel 8

A 00 374

00

Reserve 11 output parameter

A 00 326

8E

1 AND 2 input at reserve 2 low (knob on the 4th lever)

A 00 327

BC

Input 2 AND 2 "actuated on lever 4"

These service addresses are no longer used

.

Seat CPP

E14

X54: 7

E14

X54: 8

.

The parameters apply only for the ngertip and generation 2 mini-lever.

For retro tting, the current software ash package may have to be loaded into the truck.

The addresses and values of trucks RX6025-50 (6321 6630) partially deviate from the standard.

-8

A 00 3EC

27

A 00 3ED

1E

A 00 3EE

00

A 10 023

2C

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 3 seconds Clamping function con guration Default: enable via the F key Crossbar switch index for auxiliary hydraulics 2 axle

A 10 030

3A

Crossbar switch index for analogue switch 1, analogue input

A 10 031

1B

Crossbar switch index for analogue switch 1, Enable input

A 00 3EC

27

A 00 3ED

0A

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 1 second 172651 EN - 08/2016

01

Clamping function con guration Default: enable by moving the lever In RX60-25-50 (6321 6330)

C4

Setpoint value input from the operating device for the clamping version

39

Crossbar switch index for auxiliary hydraulics 2 axle

38

In RX60-25-50 (6321 6330)

A 10 036

3A

Crossbar switch index for AND element 1, input A

A 10 037

1B 00 3A

Crossbar switch index for AND element 1, input B Crossbar switch index for setpoint value limiter, analogue input In RX60-25-50 (6321 6330)

00

Crossbar switch index for setpoint value limiter, digital input

31

In RX60-25-50 (6321 6330)

3A

Crossbar switch index for setpoint value limiter, analogue input

00

In RX60-25-50 (6321 6330)

31

Crossbar switch index for setpoint value limiter, digital input

00

In RX60-25-50 (6321 6330)

A 10 04D

3A

Crossbar switch index for universal output 1

A 00 3EC

27

A 00 3ED

0A

A 00 3EE A 00 3EF A 10 023

A 10 042 A 10 043 A 10 044 A 10 045

A 00 3EE A 00 3EF A 10 022

02

01

Input for clamping function with servo hydraulics Time interval, from when the enable is reset.

Default: 1 second Clamping function con guration Default: enable by moving the lever In RX60-25-50 (6321 6330)

C4

Setpoint value input from the operating device for the clamping version

39

Crossbar switch index for auxiliary hydraulics 1 axle

38

In RX60-25-50 (6321 6330)

2B

Four-way mini-lever Crossbar switch index for AND element 1, Duplicate mini-lever input A Fingertip

02

A 10 036

3A

A 10 037

1B

2B 00 A 10 042

Crossbar switch index for AND element 1, input B Crossbar switch index for setpoint value limiter, analogue input Four-way mini-lever

2B 3A

In RX60-25-50 (6321 6330)

Fingertip

3A A 10 043

00

Crossbar switch index for setpoint value limiter, digital input

31

In RX60-25-50 (6321 6330)

2B A 10 044

A 10 045

Duplicate mini-lever

3A 3A

Crossbar switch index for setpoint value limiter, analogue input

Four-way mini-lever Duplicate mini-lever Fingertip

00

In RX60-25-50 (6321 6330)

31

Crossbar switch index for setpoint value limiter, digital input

00

In RX60-25-50 (6321 6330)

172651 EN - 08/2016

-9

2B A 10 04D

3A 2B

Four-way mini-lever Crossbar switch index for universal output Duplicate mini-lever 1 Fingertip

.

-10

172651 EN - 08/2016

Accumulators are hydro-pneumatic storage devices that draw on the compressibility of gas to store uids. Accumulators comprise a uid section and a gas section, with a membrane forming a separator. These sections are welded together to form a single unit. The gas section can be re lled. The uid section is connected to the hydraulic circuit. The membrane features a valve plate in its base. When the gas section is completely empty, this valve plate closes off the hydraulic outlet. This prevents damage being sustained to the membrane.

If the pressure in the hydraulics system rises, the accumulator is lled with hydraulic oil and the volume of gas is compressed. If the pressure in the hydraulics system falls again, the compressed gas expands and pushes the hydraulic oil back into the hydraulic circuit. These damping characteristics can be altered as required by adjusting the pre-load pressure

At nominal load, the accumulator absorbs the vibrations prevailing in the lift mast. This reduces the impact factor and/or load factor for the frame and tilt cylinders when driving on uneven ground.

On all trucks with a nominal load of 5000 kg and a load centre of gravity of 600, the accumulator is a component relevant to safety that is subject to regular maintenance.

Gas, re llable

Nitrogen

Gas connection Max. operating pressure Pre-load pressure Min. operating pressure Hydraulic connection

M28 x 1.5 250 bar 130 bar 40 bar G 1/2

.

172651 EN - 08/2016

-11

Check the pre-load pressure.

Check the connections to ensure they are secure and check for leaks.

Check the ttings and safety systems to ensure they are in proper condition.

Check the mounting elements.

Using the testing device, you can check the pre-load pressure in the accumulator and reduce it as necessary. To do this, screw the testing device on to the gas valve on the accumulator.

If the accumulator also needs to be lled, the testing device must be connected to a standard nitrogen container via a lling hose.

The testing device is a screw joint tting with a pressure gauge, non-return valve and a spindle attached. The spindle is used to open the gas valve for testing purposes.

1 2 3 4 5

Remove the accumulator before checking it.

This is the only way to reliably detect a faulty membrane.

Test port (accumulator) Pressure release valve Hand wheel Pressure gauge Filling connection (gas cylinder)

Unscrew the protective cap from the gas connection on the accumulator.

Loosen the socket-head screw slightly, as this is very dif cult to turn via the hand wheel on the testing device.

Securely bolt the testing device on to the gas connection on the accumulator.

Close the pressure release valve on the testing device.

Open the accumulator via the hand wheel.

Read the accumulator gas pressure on the pressure gauge.

If the gas pressure is too high or the suspension properties are too hard, the pressure release valve can be used to reduce the pressure in a controlled manner.

Open the accumulator via the hand wheel.

Read the accumulator gas pressure on the pressure gauge.

-12

172651 EN - 08/2016

Slowly open the pressure release valve and relieve the pressure in a controlled manner.

The minimum pre-load pressure must not be below 40 bar, as otherwise the membrane will wear quickly.

If the gas pressure is too low or the suspension properties are too soft, the lling connection can be used to increase the pressure.

Set the pressure reduction valve to the required pressure.

Open the accumulator via the hand wheel.

Close the pressure release valve on the testing device.

Read the accumulator gas pressure on the pressure gauge.

Select a nitrogen cylinder that is as full as possible and connect to the lling connection.

Increase the pressure in a controlled manner.

172651 EN - 08/2016

-13

-14

172651 EN - 08/2016

a

Buchholz Lift, tilt, auxiliary 1 Monoblock, three-way for all overall heights Lift, tilt, auxiliary 1, auxiliary 2 Monoblock, four-way for all overall heights The hydraulic functions are active when the seat Check valve for the hydraulics blocking function in contact switch is actuated, i.e. when the driver is accordance with EN ISO 3691 1 seated Manufacturer

Lowering-balance valve (lowering brake)

84 litres -25 °C to +90 °C

40+5 Nm

A1, A2, A3, B1, B2, B3 P, T, H Emergency lowering screw

140+15 Nm

Hydraulic transmitter

3.5 Nm

Valve block on valve block support

20 Nm

2.5 Nm

.

The tilt ori ce is screwed into the back of the valve block.

Nominal lift < 3500 mm

5.2 mm

Nominal lift 3500 5000 mm

4.0 mm

Nominal lift > 5000 mm

3.1 mm

Exchange ori ce M10 x 1

15 Nm

.

172651 EN - 08/2016

-1

1 2 3 4 5 6

Lever Axle Valve sliders Displacement transducer Plug X19 Mounting screws

7 8 9 10 11

Check valve for hydraulics blocking function, since 2009 Valve block for lift, tilt, auxiliary 1, auxiliary 2 Emergency lowering, since 2009 Allen key for emergency lowering, since 2009 Valve support

The valve support (11) houses the valve block (8) and is attached by mounting screws (6) to the crossmember and overhead guard.

The axle (2) is bolted to the valve support and holds the levers (1) for the operating levers.

An individual operating lever can be retro tted or removed for any retro tting of three-way hydraulics to four-way hydraulics.

The operating lever for lifting is a combination lever that incorporates an electric rocker button.

-2

172651 EN - 08/2016

The back of the directional control valve (10) is attached to the valve support by means of four rubber-mounted screws (14, 16).

The tilt ori ce (15) can be unscrewed at the back and changed.

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.

Tilt the lift mast forward against the stop.

Fully lower the fork carriage.

Disconnect the battery.

Open the bonnet.

Remove the oorplate with the accelerator pedal and disconnect the plug.

Disconnect plug X19 at the sensor strip of the distance sensor.

If necessary, disconnect the 1A08 preheating control unit from the valve support.

Undo all hydraulic connections.

172651 EN - 08/2016

-3

Collect any escaping hydraulic oil and dispose of it in an environmentally friendly manner.

Remove the safety plugs and bolts between the levers and valve sliders.

Unscrew the four mounting screws on the back of the valve support.

Disconnect the valve block from the valve support and lift it out.

Spare part valve blocks are delivered without screw joints and with a standard tilt ori ce (nominal lift: 3500 - 5000 mm).

Therefore, the following preparations need to be made before installation: Unscrew all screw joints from the removed valve block and transfer to the new valve block.

The corresponding tilt ori ce must be screwed to the rear of the valve block according to the lift mast nominal lift.

Attach the valve block to the valve support using four mounting screws.

4 x hexagon head screws M8 x 35, DIN 933 with washer, conical spring washer and rubber sleeve, tightening torque 20 Nm. Attach the safety plugs and bolts between the levers and valve sliders.

Grease the following points: Bolt between the lever and joining plate Bolt between the joining plate and slider

The valve sliders must not be turned in the directional control valve block.

Attach all hydraulic connections.

Connect the X19 electrical plug.

If necessary, attach the 1A08 preheating control unit to the valve support.

Install the oorplate with the accelerator pedal and connect the plug.

Close the bonnet.

Connect the battery.

-4

172651 EN - 08/2016

Functional test.

The directional control valve is a monoblock design and comes in 2 versions:

The directional control valve block contains the following functional components:

Directional control valve, three-way Lift, tilt, auxiliary hydraulics 1

Lowering-balance valve (lowering brake) in the lift valve spool Two load holding valves in the tilt slider Tilt ori ce, depending on the nominal lift

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.

172651 EN - 08/2016

Check valve for hydraulics blocking function (from 12/2009) The pressure relief valve is a component of the pump regulator.

-5

1 2 3 4 5 6 7 8 9 10 11

12

Valve spool, auxiliary hydraulics 2 Valve spool, auxiliary hydraulics 1 Valve slider Tilt Valve spool, lift Check valve for hydraulics blocking function Stepped piston (pressure booster for lowering-balance valve) Emergency lowering LS line Check valve Lowering-balance valve Plug X19

13 14

Hydraulic transmitter / displacement transducer 2B1-2B4 Load holding valve, backwards tilt Load holding valve, forwards tilt

P H R A1 B1 A2 B2 A3 B3

Pump pressure line Lift, lower Tank return Tilt forwards Tilt backwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 3

Hydraulic transmitters that send signals to the sensors in the sensor strip are located at the lower end of the valve spools.

The tilt valve spool incorporates two load holding valves that prevent forwards and backwards tilting of the load on its own.

The hydraulic transmitters for the individual hydraulic functions generate signals corresponding to the valve spool displacement. The signals are transmitted to the truck control unit TCU via plug X19. From the signals, the TCU calculates the minimum required number of revolutions for the internal combustion engine.

A tilt ori ce that limits the oil ow for tilting is bolted to the back of the directional control valve. The tilt ori ce used depends on the nominal lift of the lift mast.

-6

The lowering-balance valve in the lift valve spool ensures a constant lowering speed that is largely independent of the size of the load.

172651 EN - 08/2016

The check valve for the hydraulics blocking function satis es the regulations in accordance with the standard EN ISO 3691-1 and has been tted as standard since December 2009. The

check valve releases the pressure as soon as the seat contact switch is closed, i.e. the driver is seated on the driver s seat.

With the introduction of the hydraulics blocking function in accordance with ISO 3691-1, the valve block was changed. Before the introduction of the hydraulics blocking function, the check valve was already contained in all valve blocks. Other features must therefore be observed in order to differentiate between the valve blocks. The differences are marked in the picture.

Valve block with active hydraulics blocking function: (1) Changed position of the tilt connections A1 and B1 (2) Additional check valve on the left next to the LS line (3) With Allen key for emergency lowering at the valve block support

The check valve 2Y46 only enables the working hydraulics once the seat contact switch is closed.

172651 EN - 08/2016

-7

None of the hydraulic functions can be activated unless the driver is seated on the driver s seat.

This safety function is de ned in ISO 3691-1 and has been a legal requirement since 29th December 2009. The hydraulics blocking function must not be manipulated.

2-pin JPT plug 2Y46/1

X47/28

2Y46/2

XK19

.

The input pressure governor Driver is not seated, "lowering" is in the P input of the directional blocked, "lifting" and "tilting" are control valve is contaminated possible. and therefore remains open permanently. .

Park the truck safely.

Fully lower the fork carriage.

Switch off the switch lock.

Remove the panelling at the valve block.

Release nut (1) of the solenoid coil and remove solenoid coil (2) from the check valve.

Clean the check valve and valve block so that the opened valve block cannot become contaminated.

Release and unscrew the check valve using wrench SW24 (3).

Apply a light coat of hydraulic oil to the O-rings of the new check valve.

Insert a new check valve and screw in tightly, tightening torque 40 Nm. Re t the solenoid coil (2) and screw in the nut (1).

-8

172651 EN - 08/2016

Install a new directional control valve block.

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 sensors transmit the voltage to the truck control unit (TCU) as a signal. The TCU determines the minimum pump speed required using these values.

2B1

X19/1

X47/11

2B2

X19/2

X47/40

2B3

X19/3

X47/12

2B4

X19/4

X47/41

GND-S

X19/5

X47/26

12 V

X19/6

X47/25

.

The con guration must be parameterised again for all retro tting and conversions.

This affects the following components: Lift lever Three-way valve block Four-way valve block A truck restart must always be carried out after parameterising. Calibration can only be carried out once these processes have been completed.

172651 EN - 08/2016

-9

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

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

Action Transmitter calibration Execute Once calibration is complete, error messages may be displayed.

Insert the SAAB adaptor into TCU plug connector X47.

Key switch 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 Pay attention to lift mast movements!

2B1 lifting

X19/1

2B2 tilting

X19/2

2B3 auxiliary 1

X19/3

2B4 auxiliary 2

X19/4

X19/5

.

-10

172651 EN - 08/2016

5.5 V

2.0 V

Manufacturer

Buchholz Lifting, tilting, auxiliary 1 Monoblock, three-way for all overall heights Lifting, tilting, auxiliary 1, auxiliary 2 Monoblock, four-way for all overall heights The hydraulic functions are active when the seat Check valve for the hydraulics blocking function in contact switch is actuated, i.e. when the driver is accordance with EN ISO 3691-1 seated Coil voltage

12 V

Coil current Coil resistance

lifting, lowering

4.7 ohm

1.8 A maximum

Coil resistance

tilting, auxiliary 1, auxiliary 2

7.5 ohm

-25°C to +90°C

A1, A2, A3, B1, B2, B3

70 Nm

P, T, H Emergency lowering screw

140+15 Nm

Pressure relief valve Valve block on valve block support

15 Nm

2.5 Nm 20 Nm

.

The tilt ori ces are screwed into connections A1 and B1 respectively.

Nominal lift < 3500 mm

Open, no ori ce

Nominal lift 3500 5000 mm

1.7 mm

Nominal lift > 5000 mm

1.3 mm 40+5 Nm

.

172651 EN - 08/2016

-11

1 2 3 4

Ori ce Solenoid coil Plug Fixing screws

5 6 7 8

Valve support Emergency lowering Measuring point Allen screw for emergency lowering

The valve support (5) houses the complete valve block and is connected via mounting screws (4) to the cross wall of the overhead guard.

The back of the directional control valve is screwed to the valve support (5) with three rubber-mounted screws.

Actuation of the hydraulic functions can take place either by joystick, ngertip or mini-lever.

The tilt ori ces are screwed in to connections A1 and B1.

The removal and installation of the valve block is performed in the same manner as for the hand lever.

-12

172651 EN - 08/2016

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.

The directional control valve is a monoblock design and comes in 2 versions:

The directional control valve block contains the following functional components:

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.

172651 EN - 08/2016

Lowering-balance valve (lowering brake) Two tilt load holding valves Depending on the nominal lift, tilt ori ces are screwed into the connections A1 and B1.

Release valve for hydraulics blocking function The pressure relief valve is not a component of the directional control valve block, but rather a component of the pump regulator on the variable displacement pump.

-13

1 2 3 4 4a 5 6 7 8

Check valve for hydraulics blocking function Lifting valve Emergency lowering Lowering-balance valve (lowering brake) Adjustment screw for the lowering speed Lowering valve Tilting valve Auxiliary hydraulics 1 Auxiliary hydraulics 2

2Y1 2Y2 2Y3 2Y4 2Y5

Lifting Lowering Tilt back Tilt forwards Auxiliary hydraulics 1

2Y6 2Y7 2Y8 2Y9

Auxiliary hydraulics 1 Auxiliary hydraulics 2 Auxiliary hydraulics 2 Release valve for hydraulics blocking function

P T LS H A1 B1 A2 B2 A3 B3

Pump pressure line Tank return LS line Lift / lower Tilt back Tilt forwards Auxiliary hydraulics 1 Auxiliary hydraulics 1 Auxiliary hydraulics 2 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 lower solenoid coils press the valve spools up and open the connections (A) to the pressure line (P), as well as the connections (B) to the return line (T).

The directional control valves for tilting, auxiliary hydraulics 1 and auxiliary hydraulics 2 are tted on both sides with solenoid coils.

Lifting and lowering are activated by separate valve spools that are each controlled by solenoid coils.

The upper solenoid coils press 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 solenoid coil (2Y1) moves the lift valve spool and opens the connection (H) to the pressure line (P).

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172651 EN - 08/2016

The solenoid coil (2Y2) pushes on the lowering valve and opens the connection (H) to the return line (T).

The check valve (1) is located in the LS chain and releases the control pressure as soon as the seat contact switch is closed.

The discharge pressure governor (4) ful ls the functions of the lowering brake, and limits and regulates the lowering speed, regardless of the load. The lowering speed is set by the adjustment screw (4a) on the lowering cartridge.

The load holding valves are integrated in the directional control valve block and prevent the load from tilting by itself.

172651 EN - 08/2016

-15

1 2 3

Check valve for hydraulics blocking function Lowering-balance valve (lowering brake) Lifting valve

The internal combustion engine is running and the variable displacement pump is pumping just for the steering and the fan motor.

The "lifting, tilting, auxiliary hydraulics" hydraulic functions are not actuated.

The check valve is de-energised.

The delivery rate of the variable displacement pump enables a volume of oil to ow via (P) and (LS) to the directional control valve.

-16

4 5 6

Lowering valve Tilting valve Flow control valve for tilt

The check valve (1) is open and the oil in the LS line drains off to the hydraulic tank. There is no pressure building in the LS line.

All hydraulic valves are closed. The system pressure is upstream of the directional control valves.

There is no excess volume ow rate because the variable displacement pump provides whatever is necessary.

There is no volume ow rate because there is no pressure-balance valve or pressure relief valve present in the directional control valve.

The rate of loss for the system and therefore the warming of the hydraulic oil are minimal due to this connection.

172651 EN - 08/2016

1 2 3

Check valve for hydraulics blocking function Lowering-balance valve (lowering brake) Lifting valve

The internal combustion engine is running and the variable displacement pump is conveying oil as necessary, depending on the position of the lift valve spool.

The "lifting" hydraulic function is active.

The check valve is switched.

The delivery rate of the variable displacement pump enables a volume of oil to ow via (P) into the directional control valve.

4 5 6

Lowering valve Tilting valve Flow control valve for tilt

As soon as the "lifting" hydraulic function is actuated, current ows through the solenoid coils of check valve (1) and lifting valve (3).

The check valve switches and blocks the LS line to the tank. The load pressure is created in the LS line.

The lifting valve opens and the volume of oil ows to the lift cylinders.

If the lifting function is only actuated slightly, the system operates in the precision control range.

The variable displacement pump is moved to the control position and pumps only as much as is necessary in the precision control range.

172651 EN - 08/2016

-17

1 2 3 4

Check valve for hydraulics blocking function Lowering-balance valve (lowering brake) Lifting valve Lowering valve

5 6 8

The load pressure acts on the lowering-balance valve (2) against the spring pressure. During lowering, there is a pressure drop (9) in the lowering valve. The pressure downstream of the lowering valve is reduced by the pressure drop. This pressure is directed to the spring side of the lowering-balance valve.

The internal combustion engine is running and the variable displacement pump is pumping just for the steering and the fan motor.

The "lowering" hydraulic function is active.

The check valve is switched.

As soon as the "lowering" hydraulic function is actuated, current ows through the solenoid coils of the check valve (1) and lowering valve (4).

The lowering valve opens and the volume of oil ows out of the lift cylinders into the tank.

-18

Tilting valve Flow control valve for tilt Pressure drop P

The lowering-balance valve is held in the control position by the load pressure on the one side, and the pressure downstream of the lowering valve plus the spring tension on the other side.

The load is lowered in a controlled manner and the oil ows back to the hydraulic tank.

172651 EN - 08/2016

1 2 3

Check valve for hydraulics blocking function Lowering-balance valve (lowering brake) Lifting valve

The internal combustion engine is running and the variable displacement pump is conveying oil as necessary.

The "lowering" hydraulic function is not actuated.

The check valve is de-energised.

The "lowering" hydraulic function is not actuated and the lowering valve closes. The loweringbalance valve is an additional safety function to

4 5 6

Lowering valve Tilting valve Flow control valve for tilt

protect against uncontrolled lowering (previously the lowering brake). The check valve (1) is de-energised and the oil in the LS line drains off to the hydraulic tank.

The pressure in the hydraulic tank is reduced (short circuit) on the spring side of the lowering-balance valve (2). The load pressure fully counteracts the spring tension of the lowering-balance valve.

Once the load pressure is greater than the spring tension, the lowering-balance valve is closed.

The lowering of the load stops.

172651 EN - 08/2016

-19

-20

172651 EN - 08/2016

a

Spherical bearing Mast bearing screws, per side

[Nm]

E45-2R2-C2 2 x M16 x 55-10.9-DAC-TUFLOK screws 310 2 x SKM 16 C60 DACROMET lock washers

Lubricant .

The mast bearing is the same in all telescopic and triple masts.

The mast bearings are tted in the holding xtures welded to the outer mast and secured by means of a locking ring. The mast bearings sit on the cast holding xtures on the drive axle and are each secured with two self-securing socket head screws with lock washers. The sealing plugs protect the threads against contamination and corrosion.

The mast bearing must be lubricated via the lubricating nipples every 1000 operating hours.

Depending on the application in which the truck is used, it may be necessary to lubricate mast bearings even earlier.

Defective mast bearings must always be replaced in full and in pairs.

The mast bearing screws must always be replaced if this is the case.

Old mast bearing screws must not be reused.

Only the speci ed mast bearing screws are permitted.

It is forbidden to use uncoated screws with pourable plastics.

1 2 3 4 5

Mast bearings Conical lubricating nipple Screw Lock washer Sealing plug

The threaded holes must be cleaned before the mast bearing screws are screwed in.

Remove old screw-locking compound from the thread using a tap.

To ensure that the grease also penetrates to the load-bearing points, you must relieve the strain on the bearing.

Slightly raise the lift mast using a hydraulic jack.

172651 EN - 08/2016

-1

Grease the mast bearings.

For safety purposes, replace the mast bearing screws with new screws one at a time.

If necessary, remove the attachment.

Raise and secure the fork carriage; refer to the chapter entitled "Securing the fork carriage".

Unscrew one mast bearing screw.

Remove old screw-locking compound from the thread using a tap.

Screw in a new mast bearing screw with a new lock washer; note the speci ed tightening torque.

-2

172651 EN - 08/2016

a

Line break safety valves

[Nm]

Outer cylinder hydraulic line

[Nm]

23 ±2

Bleeder screws

Mast bearing screws, per side

2 x M16 x 80-40.9 screws, ISO 4762 With screw locking agent Tu ok

[Nm]

310

[mm]

105.4

[mm]

0.05 0.4 - 0.6 Maximum play Minimum play 0.1

Lubricant Support roller diameter Permissible radial play

[mm] [mm]

Permissible lateral play

[mm]

Centre roller in case of 6-roller fork carriage Upper support rollers in case of 6-roller fork carriage

Standard size Minimum play

0.3 - 1.1 Maximum play The play of the centre roller is 0.2 mm larger than the play of the upper rollers

[Nm]

60 ±6

Countersunk screw, M12x25, ISO 10642 Loctite 242

The weights of lift masts depend on the model, load-bearing capacity and overall height.

Telescopic Triple Telescopic Triple Telescopic Triple

Without fork carriage, fork arms, attachments Mast length [mm]/1000 x 208 + 218

4000 4500 - 5000 5000 - LSP600

Mast length [mm]/1000 x 219 + 213 Mast length [mm]/1000 x 250 + 220

.

172651 EN - 08/2016

-1

The line break safety valve prevents the load from lowering at an accelerated rate and in an uncontrolled manner in the event of line breakage.

The line break safety valve features a valve disc that is lifted from the valve seat by spring force when in a quiescent state, thus keeping a ow cross-section free. Under normal operation, the spring keeps the valve open. In the event of a line breakage, the volume ow rate increases, the ow forces become greater than the spring force and the valve closes immediately. A small hole in the valve disc (ori ce) allows the load to be lowered slowly when the valve is closed.

If there is more than one line break safety valve tted in a lift mast, the sequence in which the line break safety valves close is critical. The sequence is critical to ensure safe conditions in the event of line breakage. For this reason, line break safety valves with differing trigger ows are tted. The trigger ow [l/min] speci es the volume ow rate at which the individual line break safety valve closes.

If line break safety valves are missing or not of the correct size, this poses the risk of safety being jeopardised in the event of line breakage.

Use the correct line break safety valves as shown on the spare parts list.

The line break safety valves differ in terms of their basic type, overall size and trigger ow. Refer to the relevant spare parts list for details of the correct line break safety valve.

Hawe (4)

23 Nm

Buchholz (5)

23 Nm

The settings of the line break safety valve must not be changed!

Lift cylinders tted as spare parts must be checked to ensure that the line break safety valves are pre-assembled correctly!

-2

172651 EN - 08/2016

The quantity and installation position of the line break safety valve depends on the type of lift mast, the load capacity class and the overall height. A distinction is drawn between three installation positions: Cylinder bottom Hydraulic adapter Cylinder bottom and hydraulic adapter

1600 - 1800 1000 - 1800 From 2660 mm 2000

0

1

1

1

0

1

2500

0

1

3000 - 3500

0

1

4000

0

1

4500 - 5000

0

1

1600 1800 2000 2500 2500 From 2200 mm 3000

1 1 1

3500

1600 - 1800

1

2000 2500

1 1

1 1 1

1 1 0

0

1

1

1

1

1

1

0

0

1

1

0

0

1

1

1

1

1

1

1

0

0

1

1

3000

1

0

1

1

3500

1

0

1

1

4000

1

1 each

0

4500

0

1 each

1

5000

0

1 each

1

172651 EN - 08/2016

-3

There is no hydraulic adapter present.

There is no line break safety valve installed at this point.

Number of line break safety valves installed. .

-4

172651 EN - 08/2016

1 2 P

Support roller Shim ring Pro le sizes

After replacing the support rollers, the lateral and radial play between the mast pro le and the support roller must be checked.

The radial play is balanced using larger support rollers.

The lateral play is balanced using shim rings.

[mm]

Permissible radial play

[mm] [mm]

Permissible lateral play 6-roller fork carriage, centre roller

0.05

Minimum play

0.4 - 0.6 Maximum play Minimum play 0.1

[mm] 0.3 - 1.1 Maximum play The play of the centre roller is 0.2 mm larger than the play of the upper rollers

150

105.4

105.7

150

45 x 55 x 0.2

45 x 55 x 0.5

106.0

106.3

.

172651 EN - 08/2016

-5

Multi-plate chains, also called leaf chains, are used as load chains. Leaf chains consist of chain pins and joining plates. The outer joining plates are given a press t. A sliding t is provided for the inner joining plates to ensure that the leaf chains can move freely.

Depending on the working cycle and place of use, the load chains may be subjected to high loads and will therefore wear more quickly. Load chains will stretch due to wear at the chain pins.

In order to keep wear and tear to a minimum, note the following: Clean load chains regularly.

Spray load chains with STILL chain spray.

Measure the chain elongation.

Adjust the load chains evenly.

Load chains must be evenly tensioned when under load.

Risk of accidents!

Load chains are safety elements The use of cold/chemical cleaners or uids that are corrosive or contain acid or chlorine can damage the chains and is therefore forbidden!

Place a collection container under the lift mast.

Clean with paraf n derivatives such as benzine (and follow the manufacturer s safety information) When cleaning with a steam jet, do not use additives.

Remove any water in the chain links with compressed air immediately after cleaning.

Move the chain around during this procedure.

Spray the chain immediately with STILL chain spray. Move the chain around during this procedure.

The load chains must be checked for the following external damage: broken joining plates broken bolts

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loose and crooked bolts surface rust stiff joints wear and tear, damage to the clamping bolt and end link If any of the above-mentioned damage has occurred, the load chain must be changed without delay. If the load chain is damaged, it may break before reaching the permissible elongation.

Improper repairs can lead to serious damage!

Always replace the load chains. It is not permitted to carry out repairs to load chains.

Load chains must always be replaced in pairs to ensure equal load distribution between the two load chains.

Load chains must always be replaced in full, including the clamping bolt and end link.

Hold the marking (1) on the chain wear gauge against the middle of a chain pin.

Count off 34 chain links. Depending on the size of the chain, the marking (2) indicates the normal length of 34 chain links.

The marking (3) indicates the chain length at 3% elongation.

As soon as the speci ed maximum elongation of 3% has been reached, the load chain must be changed.

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For the work described, it is important to know the overall weight of the lift mast, as well as the weight of the fork carriage and any attachments.

Hydraulic oil is hazardous to health. Hydraulic oil is pressurised during operation.

Do not spill the hydraulic oil.

Spilt hydraulic oil must be cleaned up immediately using oil-binding agents.

The following devices are required for the work described: Second truck or crane with a suf cient nominal load Safety chains and lifting slings with a suf cient nominal load Supporting blocks and europallet Hydraulic jack with suf cient nominal load, lifting bag if necessary

Comply with statutory regulations for disposal.

Do not allow hydraulic oil to come into contact with hot engine parts.

Do not allow hydraulic oil to come into contact with the skin.

Avoid inhaling spray.

To avoid injury, use the appropriate protective equipment (protective gloves, protection goggles, skin protection and skin care products).

Release the pressure from the system before carrying out any work on the hydraulics.

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Safely park the truck.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Remove the fork arms and, if necessary, the attachment.

Raise and secure the fork carriage; see the chapter entitled "Securing the fork carriage".

Loosen the mast bearing screws; do not completely unscrew them.

Lower the fork carriage and put the lift mast into a vertical position.

Apply the parking brake.

Turn the key switch OFF. battery male connector.

Disconnect the

Attach a suitable lifting sling to the top of the outer mast crossmember.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast. Tilt back the lift mast on the second truck, for example.

Use the second forklift truck to raise the lift mast slightly until it is suspended taut on the lifting sling.

Place a collection vessel for hydraulic oil under the central hydraulic pipe.

Loosen the hydraulic pipe from the hose lines.

Depending on the equipment, undo the connections for the auxiliary hydraulics on the lift mast and disconnect them.

Seal off hydraulic lines using plugs. Use cable ties to attach the loose hose ends to the lift mast.

As soon as the mast bearings and tilt cylinders are unscrewed, the weight of the lift mast is taken entirely by the lifting sling.

Ensure that the lifting sling is seated securely on the lift mast.

Make sure that the lift mast is raised slightly and is taut on the lifting sling.

Unscrew the mast bearing screws.

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Depending on the equipment on the tilt cylinder, unscrew the mast vertical position lever.

Disconnect both tilt cylinders from the outer mast. To do this, remove the locking ring and knock out the bolts.

Lift out the lift mast using the second truck and set it down carefully on the prepared europallet.

Risk of damage to components.

Proceed with care when lifting out the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

Only use new mast bearing screws for the installation; see the chapter entitled "Mast bearings".

Note the screw quality and tightening torques.

See "General technical data" for values.

Safely park the truck.

Attach a suitable lifting sling to the top of the outer mast crossmember.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks when lifting the lift mast. Tilt back the lift mast on the second truck, for example.

Risk of damage to components.

Proceed with care when lifting the lift mast. Ensure that the lift mast does not start to swing and collide with the truck.

Move the mast into position and t the mast bearing screws; see the chapter entitled "Mast bearings".

Connect both tilt cylinders to the outer mast.

To do this, knock in the bolts and secure them with the locking ring.

Depending on the equipment on the tilt cylinder, bolt on the mast vertical position lever.

Connect the hydraulic pipe to the hose lines.

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Depending on the equipment, bolt the connections for the auxiliary hydraulics on to the lift mast and connect them. male connector.

Connect the battery

To bleed the lift cylinders, raise the fork carriage by approx. 300 mm.

On the outer cylinders, loosen the bleeder screw in the cylinder head by a maximum of one turn.

In the case of triple masts, also loosen the bleeder screw on the middle cylinder by a maximum of one turn.

Screw the bleeder screw back in as soon as oil starts to leak out.

Carry out this process for every lift cylinder.

Check the seating and position of the load chains and hose guides.

Check the hydraulics for leaks.

Tighten the mast bearing screws and check the tightening torque.

Remove the fork arms and, if necessary, the attachment.

Carry out a function check.

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The telescopic lift mast is a free-view lift mast and consists of an inner mast (2) and an outer mast (1). The mast pro le of the outer mast is a U-pro le; the pro le of the inner mast is a double-T-pro le. The lift cylinders (3) are located behind the pro le of the outer mast on each side.

The lift pistons are connected to the inner mast crossmember (5) at the top.

The fork carriage and mast pro les are guided through support rollers (4); these also absorb the lateral forces. The lower support roller also passes through a plastic shell. This shell absorbs the force when the load is reversed. This is necessary because the U-pro le is larger than the diameter of the support roller. If the lift mast is tilted backwards when the load is raised, the centre of gravity changes to behind the axle. This is called load reversal.

The load chains (8) are connected to the outer mast crossmember (6) via clamping bolts. The load chains are redirected by chain rollers (7) on the inner mast. The end links of the load chains are connected to the fork carriage.

When the load is lifted, the fork carriage is raised along with the inner mast. After a small free lift of approx. 150 - 160 mm, the overall height of the lift mast changes immediately. This must be taken into consideration if there are low ceilings and gates.

If the lift cylinders are supplied with compressed oil, the lift pistons extend and take the inner mast with them. The redirection of the load chains causes the inner mast to extend towards the fork carriage at a ratio of 1:2.

1 2 3 4 5 6 7 8

Outer mast Inner mast Lift cylinder Support roller Inner mast crossmember Outer mast crossmember Chain roller Load chains

9 10

Additional crossmember Pro le reinforcement

The end stop is located in the lift cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see chapter entitled "Run-out barrier".

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The hydraulic oil comes from the directional control valve block, is distributed via a T-piece and is directed down to the two outer cylinders on the left and right.

The line break safety valve (LBS) is installed in the right-hand outer cylinder. This valve prevents the load from lowering too quickly in the event of line breakage; see the chapter entitled "Line break safety valve".

Safely park the truck.

Put the lift mast in its vertical position.

Apply the parking brake.

Remove the fork carriage; see the chapter entitled "Fork carriage".

Remove the outer cylinder; see the chapter entitled "Outer cylinder" Turn the key switch OFF. battery male connector.

: Disconnect the

Lower the inner mast until the bottom support rollers are disengaged.

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Remove the upper support rollers from the bearing pins.

Remove the wear strips and pull the support rollers away from the bearing pins.

Clean the bearing pins and t new support rollers, adding shim rings as required.

Check the wear strips for wear and replace them as necessary.

Initial position after replacing the support rollers.

Raise the inner mast using the hydraulic jack.

To ensure that the wear strips do not tilt in pro le, it is better to place the hydraulic jack on the bottom crossmember in a central position.

Install the outer cylinder; see the chapter entitled "Outer cylinder" Install the guard grille in the front structure. If necessary, t the mast vertical position lever from the tilt cylinder.

Fit the fork carriage; see the chapter entitled "Fork carriage".

Adjust the load chains and tension them equally; see the chapter entitled "Adjusting the load chains" Screw the hose guide on tightly and tension the hydraulic hoses. The hydraulic hoses must not suffer impacts during operation.

Perform a functional test and leak test.

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Lower the lift mast and tilt it back fully.

Unscrew the screw (3) on each side of the outer mast and remove the cap (2).

The screw (3) features a thread lock.

Secure the screw using Loctite 243.

Evenly tension the two load chains at the tensioning nuts (1) until the dimension (X) is reached.

A

Lower edge of inner mast

B

Lower edge of support roller

X

Adjustment dimension

4000

4000

43+0/-3

Screw the cap (2) securely in place on both sides using a new screw (3).

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

See the chapter entitled "Run-out barrier"

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The triple mast is a free-view lift mast and consists of an inner mast (3), a middle mast (2) and an outer mast (1). The outer mast pro le is a U-pro le; the inner mast and middle mast are double-T-pro les. The outer cylinders (12) are located behind the pro le of the outer mast on each side. The lift pistons are connected to the middle mast crossmember (10) at the top.

Two middle cylinders (4) are installed within the inner mast.

The fork carriage and mast pro les are guided by support rollers; these also absorb the lateral forces. The lower middle mast support roller also passes through a plastic shell. This shell absorbs the force when the load is reversed. This is necessary because the U-pro le of the outer mast is larger than the diameter of the support roller. If the lift mast is tilted backwards when the load is raised, the centre of gravity changes to behind the axle. This is called load reversal.

An outer load chain (7) is connected via a clamping bolt on the upper outer mast crossmember (9) on each side. The load chains are redirected by chain rollers on the middle mast. The end links of the load chains are connected to the inner mast.

The middle load chains (5) are connected to the inner mast centre bridge piece (8) via clamping bolts. The load chains are redirected by chain rollers (6). The end links of the load chain are connected to the fork carriage.

When the load is lifted, the fork carriage is raised in free lift in lift 1. In free lift, the overall height of the truck does not change. Only in lift 2 is the middle mast also raised, taking the inner mast with it via the outer load chains.

Using a 6-roller fork carriage presents an exception in this regard. Even in lift 1, this fork carriage rises a few centimetres above the top of the inner mast, so that the overall height of the lift mast changes.

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

Outer mast Middle mast Inner mast Middle cylinder Middle load chain Chain roller Outer load chains Inner mast centre bridge piece Outer mast crossmember Middle mast crossmember Inner mast crossmember Outer cylinder

13 14

Additional crossmember Pro le reinforcement

If the lift cylinders are supplied with compressed oil, the lift pistons of the middle cylinder extend rst, taking the fork carriage with them in lift 1 via the middle load chains.

When the middle cylinders reach the end position, the lift pistons of the outer cylinders extend, -16

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taking with them the middle mast in lift 2 and the inner mast via the outer load chains.

The redirection of the outer load chains causes the inner mast to move towards the middle mast in a ratio of 1:2.

The end stop is in the cylinder.

A run-out barrier prevents the fork carriage from tilting outwards; see chapter entitled "Run-out barrier".

The hydraulic oil comes from the directional control valve block via a distributor and passes downwards into the two outer cylinders and the middle cylinders. The outer cylinders are closed at the top.

Due to the varying piston areas, the middle cylinders are always raised rst (lift 1) and then the two outer cylinders (lift 2).

Line break safety valves (LBS) are installed in the outer cylinders and middle cylinder. These valves prevent the load from lowering too quickly in the event of line breakage; see the chapter entitled "Line break safety valve".

I II LBS

Lift 1 Lift 2 Line break safety valve

Adjusting the outer load chain only ensures that the masts are ush with each other. The fork carriage position is adjusted via the middle load chain Lower the lift mast and tilt it back fully.

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Unscrew the screw (3) on each side of the outer mast and remove the cap (2).

The screw (3) features a thread lock.

Secure the screw using Loctite 243.

Tension both load chains equally at the clamping bolts (1) until the lower edges of the middle mast, inner mast and outer mast are ush with each other.

Screw the cap (2) tightly into place on both sides using the screw (3).

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

Lower the lift mast and tilt it back fully.

Unscrew the screw on the middle cylinder and remove the cap (4).

The screw (2) features a thread lock.

Secure the screw using Loctite 243.

Tighten the load chain at the tensioning nut (3) until the dimension (X) is achieved.

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A

Lower edge of inner mast

B

Lower edge of support roller

X

Adjustment dimension

4000

5000

43+0/-3

Screw the cap (1) on tightly using a screw (4).

Secure the screw with Loctite.

Damage due to the fork carriage coming into contact with the run-out barrier!

Never compensate for tyre wear by tightening the load chain as the load chain will then be too short.

See the chapter entitled "Run-out barrier"

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The lift cylinders are single-action cylinders.

The cylinder pipe is welded to the cylinder bottom.

The cylinder head is bolted on to the cylinder pipe and secured using pourable plastics.

The seal between the cylinder head and cylinder pipe, and between the cylinder head and piston rod (piston barrel), is provided in the form of sealing rings. O-rings and grooved rings are used depending on the type of lift cylinder.

The lift is restricted by a piston cover screwed into the piston rod (piston barrel) and secured using pourable plastics.

1 2 3 4 5 6 7 8 9 10 11

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Snap ring Double wiper Grooved ring Bleeder screw with copper seal O-ring Cylinder head Guide bush Piston barrel/piston rod Cylinder pipe Piston cover Cylinder bottom

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The following equipment is required to remove the lift cylinders: Safety chain and lifting sling with an adequate nominal load Support blocks Hydraulic jack Ratchet hoist Europallet The following equipment is required to disassemble the lift cylinders: Vice Protective jaws Hot-air gun

To safely hook the lift cylinder under the cylinder head using the lifting sling, the loop shown in the picture must be used:

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Hitches Palstek and Bulin are suitable for providing a secure connection between the lifting sling and the chain block.

Applying too much heat can lead to thermal damage.

Only heat threads secured with Loctite using a hot-air gun on a selective basis. Do not heat large areas of the thread using a naked ame.

The hydraulic oil is pressurised during operation and is hazardous to your health.

Do not spill the hydraulic oil.

Spilt hydraulic oil must be cleaned up immediately using oil-binding agents.

Comply with legal regulations for disposal.

Do not allow hydraulic oil to come into contact with hot engine parts.

Do not allow hydraulic oil to come into contact with the skin.

Avoid inhaling spray.

To avoid injury, use the appropriate protective equipment (protective gloves, industrial goggles, skin protection and skin care products).

Safely park the truck.

Set the lift mast to vertical.

Apply the parking brake.

Remove the fork carriage; see the chapter entitled "Fork carriage".

Tilt the lift mast forwards.

Remove the guard grille in the front structure.

If necessary remove the mast vertical position lever from the tilt cylinder.

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Raise the inner mast until it rests against the two support blocks.

At the top of the inner mast crossmember, disassemble the locking ring from the piston rods.

Lower the lift mast; the inner mast remains resting on the support blocks while the cylinders move to the stop.

Turn the key switch OFF. battery male connector.

Disconnect the

At the bottom outer mast crossmember, unscrew the pipe clip from the hydraulic manifold.

Place collection vessels for hydraulic oil under the outer cylinders.

Unscrew the hydraulic lines from the bottom of the outer cylinders (36 AF). Protect open connections against contamination.

Unscrew the tensioning pieces.

The process for removing the outer cylinders is virtually identical for both sides. To do so, lift the outer cylinders from the lift mast using a lifting sling and ratchet hoist and place them on a europallet.

Place the europallet in front of the lift mast.

Remove the hose clips from the hydraulic cylinder.

Remove the load chains and hydraulic hoses from the chain rollers.

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Place the lifting sling around the chain roller.

Place the lifting sling underneath the head of the outer cylinder. In doing so, it is extremely important that the loop is pulled tight; see the chapter entitled "Working on lift masts".

Connect the lifting sling to the ratchet hoist. In doing so, it is important that the lifting sling is not too long, to ensure the hoist has suf cient travel to lift the outer cylinder clear. For details of a suitable hitch, see the chapter "Working on lift masts".

Use a safety rope to secure the ratchet hoist around the middle of the bottom outer mast crossmember. Do not place the safety rope around the hydraulic pipes.

Slowly lift the outer cylinder out of the lift mast and place it on a europallet. While doing so, take care not to damage the hydraulic connection at the bottom of the outer cylinder.

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The inner mast rests on two support blocks.

Position the outer cylinder on the europallet in front of the lift mast.

The lifting sling is tied to the outer cylinder in the same way as described for the removal process.

Using the ratchet hoist, slowly set the outer cylinder upright and lift it into position.

Note the location of the bleeder screw.

The bleeder screw faces to the rear.

Place the outer cylinder in the bottom holding xture on the outer mast. While doing so, take care not to damage the hydraulic connection at the bottom of the outer cylinder.

Place the outer cylinder complete with tensioning piece into position and bolt it securely in place.

Bolt on the lift cylinder connections at the bottom (36 AF) Securely bolt the pipe line complete with clip to the bottom outer mast crossmember.

Place the load chains and hydraulic hoses over the chain rollers.

Lower the inner mast and at the same time insert the lift cylinders into the inner mast crossmember.

Fit the locking ring on the lift cylinder mounting.

Extend the lift cylinder until the safety chain is no longer under tension.

Open the bleeder screw on the outer cylinder a maximum of one turn.

Tighten the bleeder screw again as soon as oil starts to leak out.

Check the hydraulics for leaks.

Check the seating and position of the load chains and hose guides.

Carry out a function check.

172651 EN - 08/2016

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a

The way in which the fork carriage is removed depends on the equipment tted.

On lift masts equipped with fork wear protection, it may be easier to remove the fork carriage in an upwards direction. A second truck or a crane is always required to do this.

Safely park the truck.

Apply the parking brake.

Put the lift mast in its vertical position.

Remove the fork arms.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Depending on the equipment tted, remove the attachment and auxiliary hydraulics hoses.

Unscrew the run-out barrier at the top of the inner mast.

Raise the fork carriage to a comfortable working height.

Turn the key switch OFF. battery male connector.

Disconnect the

Unscrew the hose guide from the fork carriage.

Attach a suitable lifting sling to the fork carriage.

Hook the lifting sling on to the forks on the second truck and secure in such a way that it cannot slip off the forks during the lifting process.

Unscrew the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Detach the load chains from the fork carriage.

Use the second truck to lift the fork carriage up and out of the lift mast.

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-1

Place the fork carriage on a europallet.

Use the second truck to lift the fork carriage into the lift mast from above.

Lower the fork carriage to a comfortable working height.

If the fork carriage jams in the inner mast during assembly, gently tilt the lift mast back and forth to try to advance the fork carriage into the inner mast.

Attach the load chains to the fork carriage.

Screw in the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Continue to lower the fork carriage until the load chains are taut.

Remove the lifting sling from the fork carriage.

Adjust the play of the support rollers; see the chapter entitled "Support roller play".

Attach the fork arms. Depending on the equipment installed, t the attachment and the auxiliary hydraulics hoses to the fork carriage.

Carry out a function check.

Safely park the truck.

Apply the parking brake.

Put the lift mast in its vertical position.

Remove the fork arms.

If necessary, depressurise the hydraulics; see the chapter entitled "Depressurising the hydraulics".

Depending on the equipment tted, remove the attachment and auxiliary hydraulics hoses.

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172651 EN - 08/2016

Unscrew the hose guide from the fork carriage.

Unscrew the hose line for attachments from the fork carriage.

Unscrew the load chain locking device on the fork carriage.

Set the fork carriage down on the support blocks provided.

The fork carriage may tip forwards!

Check that the fork carriage is resting securely on the support blocks.

Using a hydraulic jack, raise the fork carriage slightly until the load chains fall from the guides.

Lay the load chains over the centre bridge piece to the rear.

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-3

Place the europallet in front of the lift mast.

The picture shows a 6-roller fork carriage Use a safety rope to secure the ratchet hoist around the centre outer mast crossmember.

Connect the fork carriage to the ratchet hoist.

Slowly raise the inner mast until the fork carriage is no longer is guided by the inner mast.

Using the ratchet hoist, slowly tilt the fork carriage forwards and set it down on the europallet.

Place two support blocks in front of the lift mast.

Position the europallet holding the fork carriage in front of the lift mast.

Raise the inner mast until the fork carriage ts underneath the inner mast pro le.

Use a safety rope to secure the ratchet hoist around the centre outer mast crossmember.

Connect the fork carriage to the ratchet hoist.

The picture shows a 6-roller fork carriage

Using the ratchet hoist, slowly raise the fork carriage into a vertical position and place it on the support blocks.

Slowly lower the inner mast until the fork carriage support rollers are once again engaged in the guides.

Remove the europallet and use the hydraulic jack to keep the fork carriage raised until the load chains t in the guides.

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Screw in the load chain locking device on the fork carriage.

The locking devices for the load chain may vary depending on the type of lift mast. The illustration shows the outer load chain for the telescopic lift mast.

Raise the inner mast until the load chains are taut.

Remove the safety rope and ratchet hoist from the fork carriage.

Bolt the hose guide on to the fork carriage.

Bolt on the hose line for attachments from the fork carriage Adjust the play of the support rollers; see the chapter entitled "Support roller play".

Attach the fork arms.

Depending on the equipment installed, t the attachment and auxiliary hydraulics hoses. a

Carry out a function check.

172651 EN - 08/2016

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STILL GmbH 172651 EN 08/2016

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172651 EN - 08/2016

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172651 EN - 08/2016

1 2 3 4 5

Steering cylinder Steering unit Priority valve Variable displacement pump Hydraulic tank

172651 EN - 08/2016

6 7 8 9 10

Breather Return lter Suction lter Directional control valve block - Lift-Tilt-Auxiliary 1 Directional control valve block - Lift-Tilt-Auxiliary 1, 2

11 12 13 14 15

Line breakage protection Lift cylinders Tilt cylinders Lowering brake Hydraulic accumulator (variant)

16 17

Pressure-reducing valve with housing Gear pump

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1 2 3 4 5 6

Steering cylinder Steering unit Priority valve Variable displacement pump Hydraulic tank Breather

172651 EN - 08/2016

7 8 9 10 11 12

Return lter Suction lter Directional control valve block - Lift-Tilt-Auxiliary 1 Directional control valve block - Lift-Tilt-Auxiliary 1, 2 Line breakage protection Lift cylinders

13 14 15 16 17 18

Tilt cylinders Lowering brake Hydraulic accumulator (variant) Pressure-reducing valve with housing Gear pump High-pressure lter

-5

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STILL GmbH