STILL STED Forklift Electric Fork Truck R20-15 R20-16 R20-17 R20-20 Workshop Manual

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Workshop Manual 2001 - 07

Chassis frame, overhead guard, counterweight Chassis frame The welded chassis frame consists of 2 halves.

Operator’s overhead guard Held in place by 3 M14 X 50 8.8 bolts, the overhead guard is a 4-legged structure.

The front cowl and the bulkhead are welded to the overhead guard.

Counterweight The counterweight is secured to the two frame halves by 4 bolts.

Torque loading MA = 660 Nm 1 = hex hd bolt M24x1 2 = spherical washer 3 = ball cup Weight of the counterweight: 800 kgs (1.6 tonnes) 860 kgs (1.75 tonnes) Sequence in which the bolts must be tightened: 1. LH side: 150 Nm 2. RH side: 150 Nm 3. LH side: 660 Nm 4. RH side: 660 Nm

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Workshop Manual 2001 - 07

Jacking up

Caution: Before jacking up the truck: Disconnect thebattery plug !

Apply the parking brake !

To carry out certain maintenance tasks the truck must be jacked up.

When jacked up, the truck must be securely chocked against slipping and tipping with suitable means , e.g. wooden blocks.

Always make sure only jacks of suitable capacity are used and that the truck is jacked up on level ground and secured against rolling.

Jack up the truck by placing a jack at locations shown in the figures, i.e. beneath the mast right or left and the frame at the front or at the rear.

Do not jack up the truck at the counterweight!

When jacking up the truck at the mast, observe the safety rules for work on the mast.

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Workshop Manual 2001 - 07

Technical Data for Maintenance Service Functional Group 02 applicable to Steer axle

2002 (2001) 2004 (2003)

Torque loading Wheel hub bolts

MA = 86 Nm

Steering turntable mounting bolts

MA = 195 Nm

Bolt fastening Wheel hub bolts

Loctite 270

Steering turntable mounting bolts

Loctite 270

End play Wheel hub bolts

not adjustable

Steering turntable mounting

see discription ‘ End play of axle shaft’

Wheel lock angle

90°

Grease Wheel hub bearings

Lithium soap based grease

Steering turntable mounting bolts

Lithium soap based grease

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Workshop Manual 2001 - 07

Steer axle Mechanical configuration of steer axle Bolted to the rear counterweight by three hex hd bolts (8), the steer axle (1) is designed as a steering turntable. The axle shaft (la) is supported in the housing (2) on tapered roller bearings(3).

The end play can be adjusted via shims (4).

The pistons (6) of the two geometrically arranged steer cylinders act on a toothed rack (7), displacing it in a longitudinal direction. A toothed wheel sitting on the axle shaft (1 a) converts the longitudinal movement into a rotating movement.

l a = axle shaft 2 = housing 3 = tapered roller bearing 4 =shim 5 = cylindrical pipe 6 =piston 7 =toothed rack 8 = hex hd boil

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Workshop Manual 2001 - 07

Steer axle Steer axle removal - Sligthly slacken the bolts on the two rear - Raise the rear end of truck by approx. 15 cm clear of the ground and place chocks beneath wheels the rearend. Securely chock the front wheels to prevent truck from rolling.

- Remove curve limit switch(1)located in upper part of counterweight and remove rectangular rod (3).

(For installation and operation see Functional Group 08) - Remove the wheel bolts and remove the rear wheels - Disconnect the hydraulic connections (4) from steer cylinder - Loosen the three hex hd bolts (5) M16 X 80 (secured with Loctite 242) - Withdraw the steer axle from the truck 1= 2= 3= 4= 5= 6=

curve limit switch rear counterweight rectangular rod hydraulic connections steer cylinder hex hd bolt M16x80 (secured with Loctite 242) Torque loading 195 Nm plastic housing

Steer axle installation - Reverse the removal procedure. In doing this place wooden chocks beneath the steer axle and use two M 16 X 150 screws as fitting aid.

- Clean bolts (5) in a degreasing agent, apply Loctite 242 and tighten to a torque of 195 Nm.

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Workshop Manual 2001 - 07

Steering turntable bearings Steering turntable - Dismantling

1 = plastic housing 2 = hex hd bolt M16 X 80 (secured with Loctite 270) Torque loading MA = 195 Nm 3 = disc 4 = roll pin 5 = shim 6 = sealing ring 7 = tapered roller bearing (above) 8 = casing 9 = tapered roller bearing (below) 10 = chevron seal 11 = axle shaft 12 = cavity in casing provided for grease filling

- Screw off the plastic housing (1) in which the rectangular aluminium rod locates - Remove the hex hd bolt (2) - Removethe disc (3), togetherwith the roll pin (4) - Remove the shim(s) (5) - Remove the sealing ring (6) - Remove the upper tapered roller bearing (7) - Remove the casing (8), together with the steer cylinder - Remove the lower tapered roller bearing (9) from the axle shaft (11) - The chevron seal (10) can at this stage be removed

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Workshop Manual 2001 - 07

Steering turntable bearings Steering turntable - Reassembling - Reverse the dismantling procedure - Fill cavity (1 2 ) in casing (8) with a fresh supply of lithium soap based grease - Place casing (8) onto the axle shaft (11). To ensure that the wheel lock is symmetrical proceed as follows: Bring the toothed rack (13) into central position -the centre tooth is identified by a ‘0’.

In this position of the toothed rack the wheel axles must be in parallel with the steer cylinder.

Ensure the chevron seal (10) is positioned correctly - the lip side should face towards the tapered roller bearing. Fill chevron seal (10) with lithium soap based grease.

- Adjust end play of axle shaft. (For closer details refer to next page).

- Clean hex hd bolt (2) and taphole of axle shaft (11) with a suitable degreasing fluid, apply Loctite 270 and tighten bolt (2) to a torque of 195 Nm.

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02 Steering turntable bearings Adjusting the end play of the axle shaft - Adjust end play of axle shaft (1 1) by fitting shims (5) which exist in thicknesses of 0.1/0.5and 1.0 mm (see Parts catalogue).

To do this proceed as follows: - Tighten bolt (2) to a toque of 15 Nm - Unscrew boil (2) again and measure dimension ‘S’ using a depth gauge or vernier calipers.

- Fill up the measured dimension with an appropriate number of shims (5) - round off to the 10th of a millimeter.

- Insert bolt(2) with Loctite 270 and tighten to a torque of 195 Nm

2 = hex hd bolt M16x20

7 = housing

5 = shim

11 = axle shaft

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Workshop Manual 2001 - 07

Trail wheel hub Trail wheel hub - Dismantling - Slacken wheel bolts (1) and remove disc - Remove hub cap (3) - Remove hex hd bolt (4) M12x35 secured with Loctite 242 - Remove disc (5), together with roll pin (6) - Using an extractor, withdraw wheel hub (7) - Remove tapered roller bearing (8) - Remove chevron seal (9) wheel (2) complete with tyre

Trail wheel hub - Reassembling - To reassemble the wheel hub, reverse the dismantling procedure - Fill up cavity (11) with 55 grams of lithium soap based grease - Clean hex hd bolt (4) andtaphole of axle shaft with a suitable degreasing fluid, apply Loctite 270 and tighten to a torque of 86 Nm - Fill chevron seal with lithium soap based grease Ensure the seal is positioned correctly, the lip side should face towards the tapered roller bearing.

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1= wheel bolt 2 = disc wheel 3 = hub cap 4 = hub cap 5 = disc 6 = roll pin 7 = wheel hub 8 = tapered roller bearing 9 = chevron seal 10 = axle shaft 11 = cavity to be filled with grease

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Workshop Manual 2001 - 07

Technical Data for Maintenance Service Functional Group 02

Steer axle Wheel lock angle

80° - 82°

Toe-in

0 + 1mm

Wheel camber

0°

Trail

0°

Torque loading Wheel hub

MA =145 Nm

Wheel nuts

MA = 195 Nm

Axle bearings

MA = 195 Nm

Steer cylinder fixing

MA = 210 Nm

Nut on king pin

MA = 290 Nm

Bolt fastening Wheel hub bolts

Loctite 270

Steering turntable mounting bolts

Loctite 270

Lubricants Wheel hub bearings

Grease F to DIN 51825-KP2K-20 lithium soap based Grease F to DIN 51825-KP2K-30 lithium soap based

Stub axle bearings

Grease F to DIN 51825-KPF2N-20 lithium soap based STILL- Id No. 148659

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Workshop Manual 2001 - 07

Steer axle Configuration of steer axle The articulating steer axle suspended from the counterweight is mounted in 2 neoprene blocks. The stub axles are supported in the axle beam on tapered roller bearings. Steering is limited by stop screws on the stub axles.

1 2 3 4 5

axle beam fixing plates hex. hd. bolt spring washer neoprene blocks

Steer axle removal CAUTION: Remove steer axle only with mast in position on the truck!

Risk of tipping!

- Apply the parking brake.

- Securely chock the front wheels to prevent rolling of the truck.

- Slacken steer wheel nuts.

- Jack up rear of the truck at counterweight (x) and place wooden blocks under the counterweight in front of the axle.

- Remove wheels.

- Disconnect the hydraulic connections at steer cylinder CAUTION: Prepare for oil spillage when disconnecting the hydraulic connections! Catch oil in a pan of adequate capacity and dispose of the used oil in accordance with laws and regulations.

- Remove the 4 socket head screws which retain the steer axle in place.

- Slide a hand pallet truck under the steer axle with wooden blocks placed on the fork ends of the hand pallet truck.

- Using a lever, drive steer axle out of roll pins and lower the axle onto the hand pallet truck.

Steer axle installation - Reverse the removal procedure.

- The slots of the roll pins must face the direction of forward travel.

- Torque the 4 socket heads to: MA = 195 Nm CAUTION: Do not swap hydraulic connections left and right!

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Workshop Manual 2001 - 07

Steer axle Wheel hub - Removal and Dismantling 1 axle beam 2 stub axle 3 radial sealing ring 4 tapered roller bearing 5 wheel hub 6 roll pin 7 hubcap 8 nut 9 washer 10 tapered roller bearing 11 wheel bolt 12 ball seat nut - Slacken ball seat nuts (12) and remove wheel Pull hub cap (7) from wheel - Slacken nut (8) - Remove washer (9) with roll pin (6) - Withdraw the hub - Remove radial sealing ring (3) then remove tapered roller bearings (4) and (10) from hub - If necessary, drive out of wheel hub outer races of tapered roller bearings (4) and (10) Wheel hub -Reassembling and Installation - Apply a smear of grease to the sealing lips of the radial sealing ring - Before re-assembling the hub, repack with grease F: cavity between inner race and bearing cage of tapered roller bearings, and the bearing spaces identified by an ‘X’ on the drawing (see Fig. 2) - To reassemble the hubs, reverse the procedure - Tighten nut (8) while rotating the wheel hub Torque loading: MA = 145 Nm

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Workshop Manual 2001 - 07

Steer axle Checking the steering angles The steering angle a must amount to 80° - 82°.

To facilitate the measurement use the complementary angle ß for the setting. It should amount to 98° - 100°.

IMPORTANT: Ensure that the wheel lock is limited by the stop screws (1) and not by the cylinder stroke. right-hand bend Wheel angle stop adjustment The wheel stop angle is limited by the stop screws (1).

- By operating on stop screws (1), set both steering angles to 80° - 82° - Check opposite angles.

- Check for adequate clearance between wheels and truck frame.

- Check that the wheel lock is not limited by the cylinder stroke.

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left-hand bend

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Workshop Manual 2001 - 07

Steer axle Stub axle - Removal and Dismantling 1 nut 2 washer 3 king pin 4 Plug 5 stub axle 6 hex. hd. screw 7 nut 8 spacing washer 9 wiper ring 10 tapered roller bearing 11 spacer 12 grease nipple 13 tapered roller bearing 14 wiper ring 15 0-ring 16 spacing washer - Remove the wheel - Press out the pin located between track rod and stub axle - Slacken nut (1) - Remove washer (2) - Press the king pin (3) down through the stub - Remove the stub axle from the axle - Remove from the stub axle: spacing washers, Oring, wiper rings, tapered roller, bearings and spacer (items 8-16) axle and remove the king pin.

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Workshop Manual 2001 - 07

Steer axle Stub axle - Reassembling and Installation 1 nut 2 washer 3 king pin 4 plug 5 stub axle 6 spacing washer 7 wiper ring 8 tapered roller bearing 9 spacer 10 tapered roller bearing 11 wiper ring 12 0-Ring 13 spacing washer 14 pin - Insert spacer (9) into the stub axle.

- Install both tapered roller bearings (8 & 10) after having first repacked them with a sufficient amount of FL grade grease!

- Apply a smear of FL grade grease to the sealing lips of the wiper rings (7 & 11).

- Install wiper rings (7 & 11) , ‘0’ ring (11) as well as both spacing washers (items 13 & 6).

- Install the stub axle into the axle beam.

- Drive in the king pin (3) from below after having first applied a light smear of oil to it.

- Fit the washer (2) into position on the king pin.

- Install a new nut (1) and tighten to a torque of: MA = 290 Nm - Press the pin (14) into the track rod and secure with roll pins.

- Install wheel.

- Lubricate the steer axle with FL grade grease.

Lubricating the steer axle - Operate the linkage during steering.

- Using a grease gun, lubricate with FL grade grease the fittings with which the steer axle is equipped until a small amount of fresh grease oozes out at the lubricating points.

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Workshop Manual 2001 - 07

Steer axle Track rod removal The steer axle is fitted with two track rods arranged between the steering cylinder and the two stub axles.

1 stub axle 2 piston rod 3 sealing rings 4 roll pins 5 pin 6 track rod 7 ball joint - Remove the roll pins (4).

- Using a press, press out the pins (5).

Track rod installation - Reverse the removal procedure Install pins cylinder end with a maximum press force of max. 21 kN and pins stub axle end with a maximum press force of max. 26 kN

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Workshop Manual 2001 - 07

Steer axle Steering cylinder removal - Remove track rods.

- Disconnect hydraulic connections after having marked them for identification.

WARNING: Hydraulic oil may spill when disconnecting lines; be prepared for oil spillage!

- Slacken the four fixing screws (1) - see Fig. Steering cylinder installation - Retighten the fixing screws (1).

- Reconnect hydraulic connections.

CAUTION: Do not swap hydraulic connections!

- Install track rods.

NOTE: For steering cylinder dismantling and reassembling refer to F.G.06 Toque loading: MA = 210 Nm Lubricating the steer axle with grease - Operate the linkage during greasing while the steer axle is off load.

- Using a grease gun, lubricate with FL grade grease the 8 fittings with which the steer axle is equipped until a small amount of fresh grease oozes out at the lubricating points.

NOTE When lubricating the upper bearing, the grease need not ooze out of the upper sealing ring, it may also escape from the bottom.

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Workshop Manual 2001 - 07

Technical Data for Maintenance Service Functional Group 03

Gearbox Frame / Power axle

For torque loadings see tightening sequence page 7

Gear shaft

MA = 295 Nm

Gear ratio

20.07 to 1

max. input torque

MA = 91Nm

max. input speed

3200 rpm

max. load on wheel

18500N

Grade of grease

lithium based grease

Oil change

min. 1.05 litres ; max. 1.2 litres

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Workshop Manual 2001 - 07

Drive Unit Description The drive unit, comprising two gears left and right (1 & 2) with two individual drive motors (3 & 4) flanged on to them, and the brake system (5) are assembled together to form a complete unit.

The wheel drive is a standard reduction gear consisting of gear / pinion and gear shaft.

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Workshop Manual 2001 - 07

Gearbox / Gear shaft 1 2 3 4 5 6 7 8 8 8 9 10 11 12 13-14 15 15 15 15 16 17 18

= gear case = tapered roller bearing = chevron seal = gear = circlip = gear = washer = shim 0.1 mm = shim 0.3 mm = shim 1.0 mm = socket hd screw = tapered roller bearing = circlip = cover = pinion shaft = shim 0.1 mm = shim 0.3 mm = shim 0.5 mm = shim 1.0 mm = cover / washer = socket hd screw M6 X 16 8.8 = washer DIN 125

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Workshop Manual 2001 - 07

Wheel reduction gear / Pinion shaft

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Workshop Manual 2001 - 07

Wheel reduction gear To replace the tapered roller bearings it is necessary to first press the pinion shaft out of the gear by means of a press. (Pinion shaft has been pressed in at 60 kN). This type of work can, however, only be carried out in a workshop having the required facilities.

Using a special fitting tool, assemble the bearing without tapping (do not use a hammer). By tightening the electric motor bolts evenly in corner to corner sequence bring the tapered roller bearing outer race into final position.

Instructions for assembly - Heat inner races of tapered roller bearings to 120 °C (at the maximum) and installon shaft.

- When cooled down strike the inner races against shoulder with assembly socket to properly seat.

Adjusting the pinion shaft bearings - Slide the Outer race of tapered roller bearing ‘A’ over the pinion shaft and press it fully home against the circlip( Pressing force 5kN).

- Slide the Outer race of tapered roller bearing ‘B’ over the pinion shaft and press it fully home against the shims (Pressing force 5 kN) .

- To adjust the tapered roller bearings proceed as described below: Thickness of shims is determined by D=B-(A+C+0.06mm) A =dimension of shaft length B = dimension of case depth C = thickness of cover Next, adjust as necessary by using shims, to a thickness of +0.03 mm to -0.06 mm as per actual dimension.

Example: D (1.7mm) =B (89mm )- A(81mm)+C(5.2 mm) + 0.06 mm) D (1.7 mm) = 89 mm - 86.26 mm D (1.7 mm) + 2.74 mm D =4.44mm Use the following shims (SH): 4 X SH 45x55x1.0 mm = 4.0 mm 1 X SH 45x55x0.3 mm = 0.3 mm 1 X SH 45x55x0.1 mm = 0.1 mm alltogether 4.4 mm The remaining -0.04 mm are eliminated since the tolerances are between +0.03 mm and -0.06 mm.

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Workshop Manual 2001 - 07

Wheel reduction gear

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Workshop Manual 2001 - 07

Wheel reduction gear E = Seal grade 8.8 M6 X 16 bolt (torque loading MA = 10 Nm) and cover with Loctite retaining fluid 270 F = Press on gear at 60 kN C= While rotating the gear shaft torque grade10.9 M16 X 40 boil to MA = 25 Nm. Measure dimension ‘S2’’ Using an appropriate number of shims (SH) adjust to obtain the smallest clearance S = 2mm +1.7mm - 1.2 mm i.e. the thickness of shims (SH) may amount to max. 3.70 mm min. 0.88 mm If the dimension cannot be obtained using the existing shims (SH) 0.1 mm, 0.3 mm, 1.0 mm round off to the 10th of a millimeter (0.1 mm).

D = On assembly fill up with 50 %of lithium soap based grease.

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Workshop Manual 2001 - 07

Gearbox / Frame Sequence of assembly * = RH side

Screw/bolt Consecutive No.

Torque loading MA

1.

Drive units right and left bolted together 6, 7, 8

tighten by hand

2.

Brake lever to drive unit

9

tighten by hand

3.

gearbox to frame

1, 2, 3 1*, 2*, 3*

tighten by hand tighten by hand

3.1

gearbox to frame

1, 2 ; 1*, 2* 3, 3*

50 15

7.

Tighten screw bolts to the corresponding torque loading in the sequence as per consecutive number

1, 2; 1*, 2* 3, 3*

210 570

6, 7, 8, 9, 10 ; 10*

210

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Workshop Manual 2001 - 07

Technical Data for Maintenance Service Functional Group 04 Wheels and Tyres Wheels bolts Tyre pressure

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Torque loading 18 x 7 - 8 15 x 4 1/2 - 8

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01

210 Nm 10 bar 10 bar

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Workshop Manual 2001 - 07

Wheels and Tyres

Synoptical Table on Tyres Pneumatic tyres - only for R20-16 / 1.6t Size

PR

Track (mm)

front

18 x 7 - 8

16

932

rear

15 x 4 1/2- 8

12

170

Superelastic (puncture-proof)-tyres for R20-16 / 1.6t Size

Track (mm)

front

18 x 7 - 8

932

rear

15 x 4 1/2- 8

170

Superelastic (puncture-proof)-tyres for R20-17 / 1.75t Size

Track (mm)

front

200/50 - 10

942

rear

15 x 4 1/2- 8

170

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Workshop Manual 2001 - 07

Wheels and Tyres Pneumatic tyred wheel for R 20-16 / 1.6 t 1-3 = tyre, compl. 18 x 7 - 8 1 = tyre 18 x 7 - 8 2 = tube 3 = flap 4 = disk wheel without rings 5 = side ring 6 = lock ring 7 = wheel bolts (ball seat type) 10 = tyre 15 x 4 1/2 - 8 11 = tub 12 = flap 13 = disk wheel without rings 14 = tapered bead seat ring 15 = side ring 16 = lock ring 17 = wheel bolts (ball seat type) Torque loading Ball seat type wheel bolts M14x29 Grade 10.9 MA = 210 Nm

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Workshop Manual 2001 - 07

Wheels and Tyres Superelastic tyred wheel For R 20-16 / 1.6 tonnes 1 = superelastic tyre 18 x 7 - 8 2 = Disk wheel without rings 3 = Wheel bolts (ball seat type) For R 20-17 / 1.75 tonnes 1 = superelastic tyre 200/50 - 10 2 = disk wheel 3 = Wheel bolts (ball seat type) For R 20-16 + R 20-17 5 = superelastic tyre 15 x 4 1/2 - 8 6 = Disk wheel without rings 7 = Wheel bolts (ball seat type) Torque loading Ball seat type wheel bolts front & rear M 14 x 29 Grade 10.9 MA 210 Nm

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Workshop Manual 2001 - 07

Wheels and Tyres Tyre fitting

Tyre damage

The relevant regulation should be observed.

Only rims of the exact size and free of rust should be used. These should be neither damaged nor worn.

Excessive strain caused by rapid starts, braking with the wheels locked or extremely high cornering speeds always leads t o excessive tyre wear and limits the tyre’s economical use.

When replacing tubeless tyres a new valve is also necessary for safety. The valve caps prevent dust and dirt from entering and causing leaks. The caps should always be screwed on firmly and should be immediately sealing ring are preferable because they have replaced if they get lost. Valve caps with an additional sealing function, compared with the simple dust protection caps.

If tyres are improperly fitted, damage may occur. They should therefore be fitted by an expert. Only ever use recommended fitting aids. The tyre fitting pressure should not exceed 150 % of the maximum tyre pressure given in the tables.

When tubeless car tyres are being fitted, attention should be paid to the fact that the tyre beads coming from the well-base must first clear the hump on the rim ledge. In order to avoid cracks in the bead core the pressure necessary to clear the safety humps should not exceed 3.3 bar. Only when the beads are seated correctly against the rim flange can the pressure be increased to achieve the necessary fit and firm grip on the rim flanges. This „fitting“ pressure should not exceed 4 bar.

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The following damage moreover represents a threat to road safety: Neglecting the tyre pressure i. e. driving with insufficient pressure leads to excessive flexing and overheating of the tyre and can ultimately destroy it.

Pressure losses can be caused by nail punctures, faulty valves or damaged rims.

Therefore it is necessary to maintain pressure and the tyres should be examined regularly to make sure that no foreign bodies have become lodged in the tread grooves.

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Workshop Manual 2001 - 07

Wheels and Tyres Tyre damage

Tyre repairs

Impact caused by unnecessary and hard driving over obstacles can cause damage to the structure of the tyre. These cracks in the casing or damage to the structure are often not visible from the outside and are therefore not immediately noticed. They spread slowly and only after a longer period do they lead to sudden and unaccountable tyre failure.

When tyres are damaged the damage may initially just be in the outer rubber areas; this may however spread to the structural elements (casing/steel belt).

For this reason tyres should be repaired as soon as possible after exterior damage has been discovered in order to avoid further deterioration.

Tyre damage which extends to the structural elements - nail holes, deep cuts, punctures, impact cracks - are particularly dangerous because in the time between the damage occurring and its being discovered dirt and damp can freely penetrate and can cause permanent damage to the structural elements.

Where the damage has penetrated the tyre, there is the additional problem of gradual air loss. The tyre is driven with insufficient air pressure and is subjected to excessive strain.

As a result of all these different factors the tyre may well be already beyond repair when the damage is discovered. If the tyre is never-theless repaired, it is quite possible that despite a correct repair it will become defective not where the original damage occurred, but at another point where it has been subjected to excessive strain and therefore suffered previous damage.

Unnecessary driving over kerbstones should be avoided under all circumstances. If it is in any way necessary to drive over them, as obstuse an angle as possible should be chosen and the vehicle should be driven slowly. Apart from the damage to the edges of the belt driving over the kerb at an acute angle can damage side wall and rim.

It is dangerous to ignore tyre damage.

If a tyre shows visible damage e. g. a blister, a crack or a cut which exposes the casing, or if the tyre has suffered heavy impact ( for example, against the kerb) and there is a danger that the inside of the tyre has been damaged, it must be removed and checked by a tyre specialist as soon as possible, even if it still appears to be undamaged on the outside.

Only in this way can it be determined whether the tyre can be repaired.

It is thus necessary for a tyre specialist to examine each tyre before any repair is undertaken. Only he can decide whether a repair is possible and whether the tyre will be fully operational after the repair. The repair should be carried out by a specialistrepairshop which will then assume responsibility for the checks and the work.

Tyres which can no longer be repaired should be disposed of.

Fitting a tube to seal a tubeless tyre which has for example been cut is not recommended since damp and dirt can penetrate the tyre through the cut and these can destroy it. The use of sealants is also not recommended for punctures because then it is not possible to check the extent of the damage to the inside of the tyre.

Age and replacement of tyres The tyres must always be replaced when the useful and legally permissible minimum tread depth has been reached or when the tyre cannot be repaired because it is too old or has suffered mechanical damage.

Tyres age as a result of physical and chemical processes which can have a negative effect on their efficiency. Tyres which are over 10 years old should only be used if they have previously been in constant use under normal conditions.

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Workshop Manual 2001 - 07

Wheels and Tyres Tyre Care under Operating Conditions Tyre care and safety Any tyre can only exhibit the features designed into it by the manufacturer if it is treated in the appropriate manner and properly maintained. This applies in particular to the length of its service life.

Pneumatic tyres Correct tyre pressure Along with the choice of the correct tyre,maintaining the recommended tyre pressure is the most important step towards running a tyre economically. Air doesn’t cost anything - but underinflation can lead to premature tyre failure in exactly the same way as over inflation. Checking the correct tyre pressure cannot be done too often!

Underinflation leads to excessive tyre deflection. and thus to increased flexing, higher rolling resistance, and can result in excessive heat build-up .

Overinflation over-tensions the tyre casing, increasing its susceptibility to impact. Obstacles in the vehicle’s path can cause impact breaks in the fabric.

Tyre pressure too low, hence ...

Only the correct tyre pressure ensures - good handling - even wear and - avoidance of tyre damage.

Tyre pressure should be checked weekly on vehicles in operation and, of course. when a vehicle has not been used for a prolonged period.

Speed and carrying capacity limits must be observed.

Overloading and excess speed shorten the tyre’s service life and result in premature failure.

Sensible driving style Hard acceleration and braking not only consume additional energy. but also increase tyre wear. When cornering at speed centrifugal forces build up which increase tyre wear. Vehicle speed and driving style should be adapted to the path to be taken and to surface conditions.

... regular pressure checks.

Avoid concentrated thermal and chemical influences.

Loads and vehicle speed must be reduced if high ambient temperatures prevail. In addition, breaks should be taken to allow the tyres to cool down.

Vehicles should not be parked near heat sources or on hot surfaces.

The same applies to the action of chemical substances such as oil, grease, petrol or benzene. If the vehicle has to drive over such substances the tyres should be cleaned daily after use.

Washing chemicals off the tyres.

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Technical Data for Maintenance Service Functional Group 06

applying to

Steering unit

2002 (2001) 2004 (2003)

Make

Danfoss

Model

OSPC 40 EL

Pump capacity

40cm3/round

Hydraulic pressure Pressure relief valve

70 + 5 bar

Shock cushioning valve

120 + 20 bar

Operating pressure

will vary according to the surface over which the truck is driven, and according to the size of the load

Priority valve Make

Danfoss

Model

OLSA 40

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Steering Operation The truck is equipped with a hydrostatic servosteering system. It acts on a turnable fitted with twin wheels.

The system has load-sensing steering with a priority valve. The oil supply comes from the operating hydraulics (truck main hydraulic system), i.e. no independent auxiliary unit is used.

As the quantfly of oil required for steering is small compared to the quantity of oil required for the operating hydraulics (i.e. lifting). the pump unit is regulated down to a low number of revolutions via

an rpm sensor and an impulse controller when steering. The pump unit is switched on via an oil pressure switch in the load-sensing system for the steering, i.e. the motor powering the pump only runs when steering or when the operating hydraulics is switched on.

Number of revs. of pump motor when steering: 48 volts = 500 ± 40 rpm 24 volts = 700 ± 50 rpm

1 = steering column 2 = steering unit/manual pump 3 = priority valve 4 = hydraulic pump 5 = hydraulic motor 6 = rpm sensor STILL GmbH Stand: 01/2006 ( Ersatz für Stand:

7 = oil pressure switch (normally closed type; 0,1 - 1 ,0 bar) 8 = steering cylinder 9 = steering turntable 10 = hydraulic tank

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Steer cylinder of articulating steer axle Steer cylinder disassembly 1 steer cylinder 2 fitting 3 hex, hd bolt 4 - 8 packings & seals (repair kit) 9 guide bush 10 retaining ring 11 piston rod CAUTION: Hydraulic o il may spill when disconnecting hydraulic lines; be prepared for oil spillage! Catch oil in pan of adequate capacity and dispose of the used oil in ac- cordance with laws and regulations.

- Remove steer cylinder. See Functional Group 02.

- Remove retaining ring (10).

- Withdraw guide bushing (9).

- Withdraw piston rod (11).

- Remove retaining ring and guide bush on the other end.

Steer cylinder reassembly - Use a new repair kit.

- Install new seal (8).

- Install piston rod (11).

- Install guide bushes (9) together with packing rings & seals (4-7).

- Reinstall the steer cylinder.

For installation see Functional Group 02.

Bleed steering system by quickly turning the steering wheel several times to full lock in both directions.

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Steering cylinder Steering cylinder Steering wheel - Fitting position Directly screwed onto the steering turntable, two steering cylinders act on a rack.

Steering cylinder removal Before removing the steering cylinders from the turntable, the steer axle assembly must first be removed. (For steeraxle removal referto Functional Group 02).

Repairing or sealing the steering cylinder - Unscrew the steering cylinder (2) from the casing (1) (cylinder secured with Loctite).

The rack (6) remains in the casing.

- Withdraw the piston, together with the two chevron type sealing rings (4).

- Renew the sealing rings if necessary.

To reassemble the steering cylinder, reverse the procedure.

- Before reassembling clean the cylinder threads in a degreasing agent and apply Loctite 242 to them.

Then screw cylinder into the casing (1) by applying a torque loading of 145 Nm. 1 = casing 2 = cylinder secured with Loctite 242 (MA torque loading = 145 Nm) 3 = piston 4 = chevron type sealing ring 5 = union 6 = rack

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Steering unit Steering unit - Fitting position The steering unit (1) to which is mounted the priority valve (2) is bolted to the flange of the steering column (4) by 4 socket head screws (3).

1 = steering unit 2 = priority valve 3 = socket hd screws 4 = steering column 5 = hydraulic connections Removal of steering unit with priority valve - Remove the floor cover plate.

- Unscrew and remove bracket for brake pedal.

- Disconnect the hydraulic pipes (5) from the priority valve.

(CAUTION: oil will flow out-catch oil in pan).

- Remove the four socket head screws (2).

- Lift out the steering unit (1) with the priority valve (2).

To install the unit, reverse the procedure.

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Steering unit Steering unit, priority valve and oil pressure switch The steering unit/manual pump (1) and the priority valve (2) -both of the make Danfoss - are bolted together to form an assembly.

The oil pressure switch (3) controlling the pump motor is bolted to the steering unit (1).

Steering unit The steering unit (1) incorporates the following valves which have been pre-set by the maker: - Pressure relief valve (4) set to 70 + bar - Shock cushioning valve (5) set to 120+%’bar No adjustment to the valve settings may be carried out as the valves are pre-set.

1 = steering unit (manual pump) 2 = priority valve 3 = oil pressure switch 4 = pressure relief valve 5 = shock cushioning valve 6 = check valve

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Priority valve Priority valve The priority valve (1) is a hydraulic control unit whose function it is to establish, via a mechanically springloaded spool (6), priority flow to the power steering circuit in all operating conditions.

2 = plug for pre-loaded spring 1 = priority valve 3 = pre-loaded spring 4 = oil seal 5 = valve body 7 = restrictor fitting 6 = sliding spool 8 = plug 9 = LS (load-sensing) restrictor valve (integrated) Do not attempt to adjust valve setting as this can neither be effected nor need it be effected.

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Priority valve Repairing or cleaning the priority valve Contaminants in the system hydraulic oil will cause improper operation of the priority valve.

Freedom of movement of the spool (6) in the valve body (5) will be impaired due to foreign particles, resulting in heavy steering.

In such a case the cause of improper operation can be corrected by cleaning the priority valve.

1 = priority valve 2 = plug for pre-loaded spring 3 = pre-loaded spring 4 = seal ring 5 = valve body 6 = sliding spool 7 = restrictor fitting 8 = plug 9 = integrated LS (load-sensing) restrictor valve

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Priority valve Work required - Remove plugs (2) & (6) -Withdraw spool (6) from valve body - Remove restrictor fitting (7) - Remove LS restridor valve (9) - Clean all parts and dry with compressed air - Reverse above procedure for assembly - Install priority valve - Reconnect hydraulic pipes

Watch for proper torque loadings - see table below:

2 8 T

= = =

P

=

L

=

R

=

EF

=

50+10Nm 50+10 Nm 40/30/20 Nm with sealing edge/ aluminium washer/copper washer 100/80/30 Nm with sealing edge/ aluminium washer/copper washer 40/30/20 Nm with sealing edge/ aluminium washer/copper washer 40/30/20 Nm with sealing edge/ aluminium washer/copper washer 100/80/30 Nm with sealing edge/ aluminium washer/copper washer

Checking the oil pressure in the steering system Checking the oil pressure To check the oil pressure, connect a pressure gauge (1) to the feed line between steering unit and steering cylinder with an appropriate “T” fitting.

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Oil pressure switch Oil pressure switch The oil pressure switch (3) is screwed into the steering unit (1). When steering wheel is turned, oil pressure builds up in the pressureswitch (3) via the steering unit. When the pressure rises to attain 0.25 bar, the electric switch opens, controlling the pump motor via the impulse controller.

The switch has an actuation range of 0.1 to 1.0 bar.

The cut-in point can be adjusted from the outside via a screw on the front end. To assure proper operation of the steering system it is however not advisableiomodifythevalueof0.25barsetatthe factory.

For checking switch operation see Functional Group 08.

1 = steering unit/manual pump 2 = oil seal 3 = pressure switch (normally closed)

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Service brake Brake Adjustment

Brake pedal stop screw

1= 2= 3= 4= 5= 6= 7=

support mounting bracket for stop light switch (only on models fitted with stop lights) brake shoe brake lining torsion spring (only on models fitted with stop lights) T-head bolts pressure roller

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Service brake Brake Adjustment

Relining the brake shoes

On trucks without stop light switch

New linings must be fitted when only 2 mm useable lining thickness remains, i.e. the weekest spot on the brake shoe has reached the dimension X = 10 mm. Dimension X in the case of a new brake lining = 16 mm.

Adjust the T-bolts (6) until the height of the footbrake pedal; distance between pedal and support (1) is 62 +/- 1 mm (dimension “a”).

On trucks with stop light switch 1. Adjust pedal height dimension “a” to 62 +/ -1 mm, the bracket for the stop light switch (2) sewing as a stop.

2. Adjust the T-bolts (6) until a gap of 3 + 1 mm is achieved between them and the pressure rollers (7).

3. The stop light switch must be so fitted that it is closed when the pedal strikes the bracket (2) and is open during free pedal travel’ of 2 + 1 mm.

Attention: Before adjusting the service brake, the parking brake must be adjusted according to instruction.

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Parking brake Brake adjustment Correct position of flat

1 = pin provided with a hole through which passes the brake cable (during assembly ensure that the flat is positioned correctly) 2 = T-bolt The parking brake must be so adjusted that with parking brake released the linings almost make contact with the brake discs, i.e. when operating the parking brake, brakeshoetravel, measured at the Tbolts dimension “a”. is allowed to amount to 1-2 mm.

After the brake has been applied with effort several times check the adjustment and correct if necessary.

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Electrical equipement

Important remarks concerning work on the electrical equipment

Before carrying out any work on the electrical equipment, the drive wheels must be raised clear of the ground, allowing them to rotate freely, whereas chocks must be places beneath the front end of the truck chassis for safety reasons. The battery plug must be disconnected and is not allowed to be reconnected unless you are instructed to do so for testing purposes!

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Technical Data for Maintenance Service SCR Drive Controller pulse control system operating voltage

Stilltronic 48 volts (24 volts) - two appropriate plug-in modules

current limit accelerator/ brake transmitter STILL - contactors - coil - contactor tips - contactor tip material travel speed traction current countercurrent braking rate of acceleration

480 ± 25 amp. (630 ± 35 amp.) via potentiometer 2-poled, with blow-out magnets (24 volt-version without magnets) 48 volts (24 volts) 4 replaceable tips with silver-cadmium-oxide coating 15 k.p.h. (13 k.p.h.) see current limit function of travel speed, pre-set at factory 1,2 ± 0,3 s (1,1 ± 0,3 s)

Pump Pulse Controller pulse control system operating voltage current limit, max. hoisting, tilting,3rd & 4th hydr.functions (attachment)

Stilltronic 48 volts (24 volts) 370 ± 25 amp. (420 ± 25 amp.) speeds individually adjustable by means of potentiometers on p.c.b.

Fuses - drive motor - pump motor

1M1 1M2 2M1

- control circuits

1F1 160 amp. (200 amp.)

1F2 160 amp. (200 amp.)

2F1 200 amp. (250 amp.)

F1 = 16 amp., F2 .... F4 = 6,3 amp.

Insulation resistance electrical equipment electrical machines

1000 ohms/volts 1000 ohms/volts

Where two different values are specified in the present manual, the first value refers to the 48-volt version, whereas the value in brackets applies to the 24-volt version.

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Electrical equipment Mechanical configuration Protected by a steel plate with a plastic cover immediately behind it, all the electrical control gear is housed within the left hand compartment of the chassis frame. The plastic cover is slid over the control gear before the steel plate is replaced, thus providing protection from dust and water splashes. The plastic cover incorporates a cavity accomodating a fork spanner retained in position by a spring plate. The fork spanner is required for removing and refitting the contactor tips.

The power SCR’s and related equipment for the electronic traction control and electronic circuit hydraulics, as well as the battery monitoring unit (discharge indicator, Functional Group 09) are all grouped on a common base plate to form one complete assembly.

All additional components belonging to the electrical equipment are positioned in the truck according to their respective function: 1. Master keyswitch S1 2. Horn push 4S1 3. Angle-of-rotation potentiometer-hoisting 2R2 4. Microswitches- tilting. additional hydraulic functions 2S2-5 5. Seat switch 7S1 (safety electrical interlock switch under the driver’s seat) 6. Parking brake switch 1S3 7. Curve switches 1S6 and 1S7 8. rpm sensor 6B9 9. Oil pressure switch 6S3 10. Travel sender 1B1 11. Microswitches 1S1 and 1S2 for directional control

The contactor panel (base plate) houses the following components: - fwd. contactors, 1K11 and 1K21 - rev. contactors. 1K12 and 1K22 - drive current sensor, 1U1 - pump current sensor, 2U1 - Main and control circuit fuses for drive and pump impulse controllers - switch-off capacitor - drive impulse control, 1C1 - pump impulse control, 2C1 - commutating chokes, 1L1 and 2L1 - power diodes 1V4,1V5,1V6 and 2V4 - battery discharge indicator - p.c.b. drive impulse controller 1A1 - p.c.b. pump impulse controller 2A1

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Electrical equipment

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Operating principle of the Stilltronic SCR control 1. SCR Pump Controller

The Stilltronic SCR control is a device for stepless control of motor speed from zero to full speed.

Upon being actuated, the relevant hydraulic microswitch will supply an input signal to the pump controller logic card comprising potentiometers by means of which the speed of the hyd. pump motor can be adjusted to suit the application (“hoisting / tilting”).

The current sensor (2U1) on the power unit senses the actual current flowing in the pump motor comparing it with the setting on the p.c.b. Once the current has risen to a pre-set value the p.c.b. will restrict the output from the power unit to a safe limit thus keeping the current constant.

Motor current is restricted to its maximum limit also by the current sensor. (Make current).

1. Motor current/Hydraulic pump motor 2. Motor current/Drive motor Motor speed control for both SCR controlsystems is obtained by the use of a thyristor power unit via a printed circuit board.

1.1 Hoisting/tilting The Stilltronic controlling pump motor speed is brought intooperation when the keyswitch (S1) is turned to “on”. Initial movement of either the ”tilt” or “hoist” control lever will actuate the conesponding hydraulic microswitch/potentiometer (2S2, 2S5, 2R2) for operating the hydraulic pump motor.

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Operating principle of the Stilltronic SCR control 2. Drive Impulse Control (SCR Drive Controller)

p.c.b

2.1 Driving

2.2 Parking brake

When the key switch (S1) is turned to “on” the electrical system becomes operational.

If the parking brake is not completely released during starting, the maximum drive motor current is reduced to approx. 200 A. it is only the instant the lever is released completely that the parking brake limit switch (1S3) will open, resulting in a release by the pcb. of the maximum controller output. This facility permits starting on a ramp, preventing the truck from rolling back when the parking brake is released.

Upon selection of the direction of travel by means of the directional control switch. followed by an operation of the accelerator pedal to which the transmitter or travel sender 1B1 is linked, the transmitting device sends a pilot signal (whose voltage depends on the position of the pedal) into the logic unit (p.c.b. or control card 1A1). The p.c.b. will close the circuit to the corresponding direction contactors (1K11-1K22), pulse-timing the thyristor power unit controlling the drive motors.

The motor current flows through the current sensor (1U1) located between the contactors, sending a signal into the p.c.b. whose voltage will be in proportion to the Current intensity. The pcb. at this stage compares the rated value (accelerator pedal) with the actual value (current sensor), keeping the pulse-time modulation constant.

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Battery connector Battery connector X1/X2 The battery connector consists of 2 halves: Battery connector half X1 (pin half) Battery connector half X2 (socket half) Type: Schaltbau 160 A Provided with a handle, connector half X1 is firmly connected to the battery. It also provides a breaking point for connecting the battery to a charger.

Connector half X2 is mounted in the leg compartment at the left-hand side of the bulkhead. The battery cables are guided within the truck frame and are brought to the electrical control panel which is housed within the left hand compartment of the chassis frame.

The battery-connector also serves as emengency cut-out The truck operator can at any time reach the quickrelease connectorwith his left hand and pull the connector half in an emergency.

Both connector halves are each fitted with a keying plug between contactstoprevent accidental voltage mismatching. When mounting the connector the keying plugs are adjusted to the relevant battery voltage (visible through a window in the connector housing). Connector halves can be mated only provided they are both set to the correct voltage.

48 volts battery connector 1 = keying plug 2 = window

24 volts battery connector

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Keyswitch Master keyswitch S1 Tuming theswitch keyclockwise by 90° will cause the battery voltage to be applied to the following components: - supply unit for p.c.b. ‘Drive impulse control’ and ‘Pump impulse control’ - contactor coils -horn push and thermal switches

ON

Current flow From battery G1 to keyswitch S1: battery G1 (+) - connector X31 /2.3 - fuse F1 connector X30 / 10, 11 - connector X32 / 1,2 keyswitch S1 /3

OFF

From keyswitch S1 to fuses: keyswitch S1/4 - connector X34 / 2 connector X32 / 3,4 - connector X31 / 5 , 6 - fuses F2, F3, F4

Schaltplanauszug

battery G1

fuses F2, F3, F4 Sicherungen

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Directional control switch Direction switch 1S1 /1S2 The directional control switch assembly is mounted to the steering column.

The double-type directional control lever can be switched to 3 positions: - forwards (1) - neutral (2) - reverse (3) Two microswitches are operated via switch cams.

Removal Loosen the four screws holding the rear steering column shroud to the steering column. The front shroud is fastened from the inside by means of four crosshead screws.

Before removing the directional control switch assembly, pull out the cable plugs. Next, loosen the four nuts by means of which the directional control switch is retained. The microswitches are screwed to the switch housing with crosshead screws.

Checking for continuity with Testofon buzzer Once the cable plugs have been unplugged, the microswitches 1S1 and 1S2 must be checked according to their different switching positions, in accordance with the table hereunder.

Switch

1S1

1S2

forwards (1)

continuity

no continuity

neutral (2)

no continuity

no continuity

reverse (3)

no continuity

continuity

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Accelerator pedal transmitter Accelerator pedal transmitter 1B1 Secured to the underside of the floor plate, the accelerator pedal transmitter 1B1 mainly consists of the followind parts: - accelerator pedal - mounting bracket - pressure spring - transmitter, complete The transmitter is a potentiometer whose resistance is varied depending on accelerator pedal position.

Removal Slacken the three fixing screws retaining the floor plate. Raise the floor plate and separate the plug and socket connections on the transmitter.

Remove the floor plate.

Remove the two nuts retaining the transmitter to the floor plate.

Withdraw the transmitter from below the floor plate.

Testing and adjusting the transmitter Before carrying out the test raise both wheels clear off the ground and place chocks beneath the truck frame.

Disconnect the battery plug.

To check the transmitter it will be necessary to first unplug the plug and socket connections on the transmitter and then connect the adapter between both connector halves.

Reconnect the battery plug and tum the keyswitch ‘ON’.

Use digital multimeter for the test. (Set meter to the 20 volts/DC range).

The following tests must be performed:

1B1

- connect red test prod (+) to terminal 3 - connect black test prod (-) to terminal 1 - supply voltage: 9.85 ... 10.15 V

( correct value) STILL GmbH Stand: 01/2006 ( Ersatz für Stand:

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Accelerator pedal transmitter - connect red test prod (+) to terminal 2 - connect black test prod (-)to terminal 1 - pedal un- operated: voltage: 5.0 volts... 5.2 volts - pedal fully depressed voltage: 9,1 volts ... 9.3 volts Adjustment The accelerator pedal (made from GRP) is fitted to a permanently lubricated sealed shaft in housings. It is held in its rest position by means of a compression spring at the bottom end.

Pedal transmitter voltage: not operated 1/1 B1 (-) - 2/1 B1 (+) = approx. 5,1 volts Adjustment is possible by releasing the screws (1) and by rotating the potentiometer.

Pedal transmitter voltage: fully depressed 1/1 B1 (-) - 2/1 B1 (+) = approx. 9.2 volts Adjustment is possible by releasing screws (2) and rotating the bracket as required.

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Angle of rotation sensor Angle of rotation sensor 2R2 - hoisting function The angle of rotation sensor 2R2 is a potentiometer whose resistance is varied depending on control valve lever (1) position. The rated value -hoistingis supplied to the p.c.b. as a signal. The speed of lift operation is varied as a function of potentiometer modulation.

Current flow 2R2/1 - 2A1 /Z26 (+ 10V) 2R2/2 - 2A1 /D20 (rated value-hoisting) 2R2/3 - 2A1/Z16 (-) The drive dog (A) of the potentiometer (angle of rotation sensor 2R2) is actuated via lever (B) which in turn is actuated via cam rod (C).

Adjustment and checks Before carrying out a check make sure that there is suff icient headroom so that the mast is prevented from striking the ceiling upon being raised.

The angle of rotation sensor 2R2 is accessible after removal of the valve shroud which is held in place by means of 3 screws.

Disconnect the battery plug.

For testing purposes separate the halves of the upper connector (D) and insert adaptor cable (proceed as for the accelerator pedal transmitter 1B1). The following measurements must be carried out: 1) Supply voltage of the angle of rotation sensor: Use digital multimeter set to measuring range 20 volts/ DC. - connect red test prod (+) to connection 1 of adaptor cable - connect black test prod (-) to connection 3 of adaptor cable - reconnect the battery plug, turn the key-switch ’ON’Voltage must be between 9.85 and 10.15 volts

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Angle of rotation sensor/control valve switches 2) Measuring the rated value-hoisting, measuring range setting: 20 volts/DC - completely lower the forks - connect red test prod (+) toconnection 2 of adaptor cable - connect black test prod (-)to connection 3 of adaptor cable - voltage reading with control valve lever unoperated = 0 - 0.22 volts max.

- operate control valve lever (1) and take reading of voltage - the voltage must be higher than 6.2 volts

2R2

After completion of test: - disconnect battery - remove adaptor cable - reconnect connector halves (D)

( Sollwert )

Adjustment The angle of rotation sensor must be so adjusted that the drive dog of the potentiometer comes to rest against the valve control lever (1) when the latter is in its neutral or un-operated position.

The position of the potentiometer can be altered by slackening the fixing screws.

Tighten fixing screws to a torque reading of: 50 .... 100 Ncm Valve microswitches 2S2: switch-tilting function 2S3: switch-auxiliary function (attachment) If fitted: 2S4: switch- auxiliary function (attachment) 2S5: switch- auxiliary function (attachment) The control valve microswitches are electrically connected directly with the p.c.b. 2A1.

Actuation of the microswitches activates the pulsed control of the pump motor.ln the rest position, the roller of the microswitch is located in a notch of the cam rod.

Operation of a control valve lever causes the microswitch to actuate via the cam rod.

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Hydraulic control valve switch Checking for continuity with Testofon buzzer

2S2

Checking 2S2: - unplug connector (E) - connect adaptor cable to socket half of connector - check between connections 1 and 3 - switch non actuated — no continuity - switch actuated —continuity - reconnect connector halves Checking 2S3: - unplug connector (F) - next. proceed as for microswitch 2S2 - reconnect connector halves Adjustment The control valve microswitches must be so adjusted that their rollers rest in their notches without clearance as long as the control valve lever is not operated to actuate the relevant switch.

The position of the switches is adjustable by slackening the two screws retaining them to their bracket.

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2S3

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Curve limit switches Curve switches 1 S6/1 S7 Housed in the rear counterweight, the curve switches are accessible after removal of a black cover.

They are actuated mechanically by a curve disc which in turn is actuated by the steering turntable via a mechanical link.

When the truck is driven round a sharp bend, the microswitches which are electrically connected directly with the pcb. 1A1 cause the motor on the inside of the bend to be cut off from the drive.

Checking 1S7: Unplug connector B and connect adaptorcable. Check between connections 1 and 3.

When actuating the switch I17 manually, it must switch to continuity. Reconnect the connector B.

1S6: upper switch- when actuated, cuts off the left drive motor from the drive.

1S7: lower switch: when actuated, cuts off the righl drive motor from the drive.

Current flow:1 S6/1 - - 1 A1/D8 1S6/3 - - 1A1/Z10 1 S7/3 - - 1 A1/Z22 1S7/1 - - 1A1/D6

When the truck leaves the bend, the drive motor that had just been switched off is switched on again and is traversed by the motor current whose rate is reduced briefly.

Switch removal and installation

Checking for continuity with Testofon buzzer

When installing the switches it will do to merely screw them into place with their respective base plate with which they form a complete unit. Their installation does not require any adjustment.

- Pull off spade type cable plug - Unscrew fixing screws of switch

Before carrying out the check place the steer wheels in the straight ahead position.

Checking 1S6: Unplug connector A and connect adaptorcable. Check between connections 1 and 3.

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R2005/06 Curve limit switches Curve limit switches 1S6/1S7 Like on the R 2001-04 truck models fitted with a turntable type rear axle, power to the relevant drive motor on R 2005/06 models fitted with an articulating steer axle is cut out automatically when the truck is driven round a sharp bend. The curve limit switches are mounted on the steer cylinder right and left. These switches are so-called approach switches which become operative when approached by metal objects - in this case the bolt constituting the linkage between steer cylinder and steer axle.

Example: When the operator makes a right turn, the steer cylinder piston moves to the left. The bolt which connects the steer cylinder to the steer axle acts as a switching means in order to cause the wheel on the inside of the bend to be cut off from the drive. the left wheel in our example.

Connected via an Econoseal connector to the electrical equipment of the truck, rpm sensors 1S6 and 1S7 are provided with 3 connections each: 1/1S6 (black) - D8 (1A1) =actual value 2/1S6 (brown) -Z28 (1A1) =+10 V 3/1S6 (blue) - Z10 (1A1) = ground (-) 1/1S7 (black) - D6 (1A1) = actual value 2/1S7 (brown) - Z30 (1A1) = +10 V 3/1S7 (blue) - Z22 (1A1) = ground (-) Checking the approach switch for operation The approach switch can be easily checked for proper operation once it has been removed from the truck.

Supplying the approach switch with voltage is by means of a 9-volt monoblock battery: 2/1S6 (+) - 3/1S6 (-) The leads of the meter must be connected to: 3/1S6 (-) - 1/1S6 (+) If a piece of metal (bolt, tool or similar object) is at this stage moved at a distance of 1-2 mm past the side of the switch provided with a marking, the meter will display an abrupt voltage rise reaching around 8 volts. Moreover, an LED on the face of the switch will light up at that instant.

Installation When installing the approach switch ensure an air gap of around 1-2 mm is maintained between the linkage bolt of the steer axle and the approach switch.

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Parking brake switch Parking brake switch 1S3 Applying the handbrake closes the parking brake switch. As a result, motor current is reduced via p.c.b.

1A1. This arrangement enables stopping and starting on a ramp without the truck rolling current to flow again, depending on the rate of back. Releasing the brake causes full motor acceleration set on the printed circuit board.

Reduction of maximum drive motor current through parking brake operation: 48-volt model: from 480A +/- 25A to 200A +/- 25A 24-volt model: from 630A +/- 35A to 200A +/- 25A Checking for continuity with Testofon buzzer and adjustment Remove the black cover mounted to the underside of the battery hood to which end two screws must be slackened. With handbrake released, the switch is mechanically operated and electrically open.

The switch must be so adjusted that with handbrake released, the operating lever of the switch (1) just makes contact with the housing (2).

Before proceeding to check for continuity using the Testofon buzzer, unplug the connector (see arrow) and connect adaptor cable to the part located on the switch (follow same procedure as for the curve swxches).Checking must be made between connections 1 and 2 of adaptor cable.

When operating the handbrake, the switch must have continuity before the lever is engaged to the first notch.

Switch adjustment is achieved by slackening 2 hex hd screws (3) and displacing the baseplate to which the switch is mounted.

Current fbw 1S3/2 - 1A1/B12 1S3/3 - 1A1/Z12

1S3

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Seat switch Seat switch 7S1 The mechanically operated switch is bonded to the seat pan underneath the cushion. The seat switch will close even if only a light load is placed on it.

A delay circuit on circuit board 1A1 ensures that the contactors do not drop off at once as soon as the seat is relieved, but with a slight delay.

Electrical connections 7S1/1 - 1A1/Z14 7S1/3 - 1A1/D10 CAUTION The seat switch is a safety device which may not be bridged. The seat switch will close even if only a light load is placed on it.

Seat switch removal Disconnect and remove the connector under the battery cover and remove the seat.

Remove the cable ties (cut).

Mount the mechanical switch at the scissors of the seat. The switch must be be tightened slightly when no load is on the seat so that the switch lever still has a stroke of approx. 2-3 mm (see arrow).

Place the seat on the four mounting pins and set the weight adjuster to the lowest weight.

Place a light load of approx. 40 kg on the seat and remove it again. When the load is on the seat, the switch must be able to operate.

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Horn button / Signal horn Horn button 4S1 Located in the centre of the steering wheel, the horn push button is a normally open switch which upon being activated applies the battery voltage across the signal horn.

Removal The rubber cover cap giving access to the switch can be withdrawn from the top.

Current flow: horn button / signal horn Fuse F4 - connector X30/1 - connector X32/ 4- horn button 4S1/3 - 4S1/4 - connector X32/5 - signal horn 4H1/1- 4H1/2 - neg. battery (1V1/K) Signal horn 4H1 The signal horn is an audible warning device giving warning to others of the approach of the machine, and the operator must sound the horn especially when approaching a blind corner and at all blind intersections.

The signal horn is therefore part of the safety requirements and must constantly be in good working order.

The signal horn is secured to the mounting bracket of the foot brake in the space provided under the floor plate.

To avoid disturbances to the electronic control circuitry a 4Z1 designated circuit is in addition wired in parallel with the connections for protection.

For electrical connection see above.

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Rpm sensor Rpm sensor 6B9 The rpm sensor senses the rpm of the pump motor by sensing via the approach switch (2) the gaps between the 9 teeth of the toothed or crenellated ring (1). The signal thus formed is supplied to the printed circuit board 2A1 as actual rpm value.

Current flow: 6B9/P - X23/5 - 2A1/Z2 6B9/S - X23/6 - 2A1/D22 6B9/N - X23/7 - 2A1/Z14 Using the digital multimeter for the test WARNING ! Disconnect the battery as stated in the testing procedure hereunder, as otherwise personal injury could result due to accidental starling of pump motor.

- Disconnect the battery - Jack up the truck - Remove the floor plate - Remove the cover (steel plate) on the LH hood giving access to the contactor panel side of the frame, as well as the plastic - Use digital multimeter for the voltage test (Set meter to the 20 VDC range) - Connect red test prod (+) to D22 (front range of contacts on p.c.b. 2A1, sixth connection as viewed from left to right) - Connect black test prod (-) to the solder lug (point M) on the printed circuit board - Rotate pump motor at fan by hand until the approach switch (2) is above one tooth of the toothed ring (1) - Reconnect battery - Check reading The voltage measured must be between 1 volt and 2 volts - Disconnect the battery - Rotate pump motor at fan by hand until the approach switch (2) is above one gap of the toothed ring (1) - Reconnect battery - Check reading The voltage measured must be between 11 volts and 11 .8 volts - Disconnect the battery Adjusting the approach switch The gap between the approach switch and a tooth of the toothed ring must amount to: 1.4 mm + 0.5 mm.

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Integrated rpm sensor Turn the fan by hand until the marking on the fan and the second marking on the pump motor casing are in line - Reconnect the battery plug - Carry out the second measurement Note the meter reading .... repeat this procedure until two difterent readings are registered by the meter Reading 1 = 0.5 to 2 volts Reading 2 = 9 to 10 volts IMPORTANT: Regarding the values recorded by the meter, the sequence of the operations must be strictly observed.

Do not touch the hydraulic pump motor fan unless the battery plug is disconnected!

Direction of current flow: 6B9/P - X23/5 - 2A1/Z28 - brown 6B9/S - X23/6 - 1A1/D22 - black 6B9/N - X23/7 - 2A1/Z14 - blue

Since around the middle of 1991 some of the trucks in the R20 range are fitted with a hydraulic pump motor into which an rpm sensor is integrated. Future R20 units will be fitted as standard with such a pump motor of improved design.

The pump motor with integrated rpm sensor is fully interchangeable with the previous pump motor design, without requiring any modification.

Pump motor with

24volts

48 volts

externally arranged rpm sensor

343186

335765

integrated rpm sensor

354850

354847

Note: The pump motor must always be changed as a complete unit, the two different sensor designs not being interchangeable.

Operation The rpm sonsor senses the rpm of the pump motor by sensing via the approach switch (2) the gaps between the 9 teeth of the toothed or crenellated ring (1). The signal thus formed is supplied to the printed circuit board 2A1 as actual rpm value.

Using the digital multimeter for the test Before carrying out the test jack up the truck and securely chock into position - Disconnect the battery at the plug - Remove the floor plate - Remove the cover (steel plate) on the LH side of the frame, as well as the plastic hood giving access to the contactor panel - Use digital multimeter for the voltage test - Connect red trest prod (+) to D22 (front range of contacts on p.c.b. 2A1. sixth connection as viewed from left to right) - Connect black test prod (-) to the solder lug (M) on the printed circuit board - Divide 7 cm of the circumference of the pump motor casing into graduations which are spaced 1 cm apart (see figure). Make a reference mark on the pump motor fan. Rotate the fan by hand until the marking on the fan (B) and the first marking on the pump motor casing (A) are in line.

- Reconnect the battery, turn keyswitch ‘ON’ CAUTION: Do not operate any devices controlling the operation of the pump motor!

- Carry out first measurement, note the meter reading - Disconnect the battery plug STILL GmbH Stand: 01/2006 ( Ersatz für Stand:

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Integrated rpm sensor Function check The proximity switch can easily be checked for proper function after it has been removed.

Use a 9 V battery as a power supply.

6B9/P (+) brown- 6B9/ N (-) blue Connect the measuring instrument between: 6B9/S (-) black - 6B9/P (+) brown Now pass a piece of metallic iron (bolt, tool, etc.) along the marked side of the switch at a distance of 1 - 2 mm. The measuring instrument will show a distinct voltage surge to approximately 8 V.

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Oil pressure switch Oil pressure switch 6S3 The oil pressure switch is electrically connected with the printed circuit board 2A1 of the pump impulse controller. The switch is closed in the non activated state. It opens as soon as the steering wheel is turned.

Instant pump motor starting is produced via pcb. 2A1.

Rpm steering: 500 +/- 40 rpm (700 +/- 50 rpm) (For further details on operation of oil pressure switch 6S3 see Functional Group 06).

Checking for continuity with Testofon buzzer Pull out cable plugs at oil pressure switch and using Testofon check for continuity between connections A and B. With steering wheel unoperated, the switch must have continuity. Even if the steering wheel is only turned to a small degree, the switch must open.

Current flow: 6S3/1 - 1A1/D6 6S3/2 - 1A1/Z10

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Contactor Control Panel (Contactor Support)

General layout The electrical control panel assembly is located within the left side section of the vehicle chassis.

On the control panel are grouped all power and control circuit components required for - controlling - switching - regulating - monitoring the - drive motors - pump motor - battery

The motor and battery cables and also the control cable harness are brought from the left hand side of the electrical control panel to the chassis frame interior, whence the control cable harness is brought to the various transmitters and monitoring devices.

On the upper left of the electrical control panel are located the main circuit fuses for - drive - pump motor and on the lower right the control circuit fuses for the switching devices of the drive and pump impulse controllers.

Monitoring of battery G1 by the battery discharge indicator 6A3 is being dealt with in detail in section “Functional Group 09 .

On the control panel are also grouped: - forward and reverse contactors - fuses - heat sinks (to which are mounted the thyristors and diodes) - the commutating chokes - the capacitors - the printed circuit boards (drive and pump impulse controllers) - the current sensor (actual current value sender) - the battery discharge indicator

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Contactor control panel On account of the reduced length of the 2007 model in the R20-15 (2007) range, there now exists a modified contactor panel which is by 100 mm shorter compared to the standard panel.

As is apparent from the figure below, the contactor panels from power circuit fuses I.h.s. to commutating capacitors and current sensors do not differ from each other.

1A1 2A1

On contactor panel of the R2007 model the electronic unit of the battery discharge indicator has been eliminated. The p.c.b A7 comprising the control circuit fuses has been redesigned and is now fitted before the p.c.b 1A1 (traction controller) and 2A1 (pump pulse controller).

A7

The battery discharge indicator has been removed from contactor panel and now forms in this range an integral part of the steering column.

For closer details regarding the battery discharge indicator incorporated in the steering column, refer to F.G. 09.

The R2007 contactor panel will be fitted as standard to the complete range of R20 units since 1995.

R 2007 p.c.b. arrangement

id. construction

contactor panel 2001 - 2005

Diff. 100 mm contactor panel 2007

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Contactor control panel Position of main circuit fuses (1) and control circuit fuses (2)

1 = main fuse 1F1 160 amp (drive motors) 2 = main fuse 1F2 160 amp (drive motors) 3 = main fuse 2F1 200 amp (pump motor) 4 = control fuse F4 6.3 amp (signal horn 4H1 ) 5 = control fuse F3 6.3 amp (p.c.b. 2A1 and motor temperature warning light H2) 6 = control fuse F2 6.3 amp (p.c.b. 1A1 and contactors) 7 = control fuse F1 16 amp (main fuse, control unit)

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Contactor control panel Connection of battery and motor cables

Battery cabel P via 1L3 Battery cabel P via 2L3 Battery cabel N Battery cabel N

to fuse 1 F1/1 F2 to fuse 2F1 to thyristor 1V1 (cathode) to thyristor 2V1 (cathode)

Drive motor cabel A 1 / 1M1 Drive motor cabel A 1 / 1M2 Pump motor cabel A 1 / 2M1

to contactor 1K21 connection 14 to contactor 1K12 connection 24 to fuse 2F1

Drive motor cabel A2 / 1M1 Drive motor cabel A2 / 1M2

to contactor 1K22 connection 24 to contactor 1K12 connection 14

Drive motor cabel D1 / 1M1 Drive motor cabel D1 / 1M2 Drive motor cabel D2 / 1M1 Drive motor cabel D2 / 1M2 Pump motor cabel D2 / 2M1

to fuse 1 F1/1 F2 to fuse 1 F1/1 F2 to contactor 1K22 connection 23 to contactor 1K11 connection 13 to thyristor 2V1 (anode)

Collecting line from 1K11 connection 23

to thyristor 1V1 (anode)

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Contactor control panel Connection of control lines

Connector Connector Connector Connector Connector Connector Connector Connector Connector Connector Ring eye Connector Connector Connector Connector Connector Connector Connector Connector Connector Connector

1K11/A1 1K11/A2 1K12/A1 1K12/A2 1K21/A1 1K21/A2 1K22/A1 1K22/A2 X26 X27 1V1/ K X24 X28 X25 x3 x4 X29 X30 X31 X9 (L35) X10

to contactor coil of 1K11 connection A1 to contactor coil of 1K11 connection A2 to contactor coil of 1K12 connection A1 to contactor coil of 1K12 connection A2 to contactor coil of 1K21 connection A1 to contactor coil of 1K21 connection A2 to contactor coil of 1K22 connection A1 to contactor coil of 1K22 connection A2 to p.c.b. 1A6 to p.c.b. 1A6 to thyristor 1V1 (cathode) to p.c.b. 1A6 to p.c.b. 2A6 to p.c.b. 2A6 to p.c.b. 1A1 to p.c.b. 2A1 to fuses F1-4 to fuses F1-4 to discharge indicator 6A3 to discharge indicator 6A3

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Contactor control panel

1A1 1A6 2A1 2A6 6A3 1C1 2C1 1F1 1F2 2F1 1K11 1K12 1K21 1K22

p.c.b. drive impulse controller p.c.b. sensor (driving) p.c.b. pump impulse controller p.c.b. sensor (lifting) p.c.b. BDI turn-off drive impulse controller turn-off drive impulse controller main fuse, driving main fuse, driving main fuse, pump fwd. contactor rev. contactor fwd. contactor rev. contactor

1L1 2L1 1R14 1V1 1V2 1V3 1V4 1V5 1V6 2V1 2V2 2V3 2V4 F1-4

Repair hints Contactor panel removal If a major repair must be carried out on the contactor panel, the latter must be removed.

Removal: Open left side section of truck chassis and remove protective plastic hood. Disconnect all motor and battery cables (see Fig. 1). Next, disconnect the control leads (see Fig. 2). By loosening the four retaining screws (3) the control panel can be hinged down. In order to remove the cable grommet it will be necessary to first remove contactor 1K11. At this stage all seven screws (4) can be loosened, enabling the contactor panel to be detached from the truck.

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commutating choke commutating choke compensating resistor main SCR, drive impulse controller turn-off SCR, drive impulse controller commutating SCR. drive impulse controller free-wheeling diode, drive impulse controller plugging diode, drive impulse controller plugging diode, drive impulse controlle main SCR, pump impulse controller turn-off SCR, pump impulse controller commutating SCR, pump impulse controller free-wheeling diode,pump irnpulse controller fuses

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Drive/Pump pulse controller Installation To reinstall contactor panel reverse the above procedure. making sure the spacer is fitted to screw Note: All heat sinks must be mounted to the metal base plate electrically insulated from it by means of insulating foils. After repairs, a thin coating of thermal compound (heat sink coumpound) must be applied to the heat sinks in order that the heat generated in the semiconductor devices be dissipated.

Cable grommets All the cables connected to the contactor panel are of an established length. It is therefore absolutely necessary to pass the cables designed for connection to the conponents lied below, through the cable grommets each of which is provided with a number in Fig. 5.

1: To fuse 1F2 connection 1 3: To fuse 1F2 connection 2 2: To fuse 1F1 connection 2 4: To fuse 2F1 connection 1 5: To fuse 2F1 connection 2 6: To contactor 1K11 connection 14 7: To contactor 1K11 connection 13 8: To contactor 1K21 connection 14 9: To contactor 1K22 connection 23 10: To connector 1K11 connection 24 11: To contactor 1K21 connection 24 12: Cable harness - control leads 13: To main SCR 1V1 -cathode 14: To main SCR 2V1 - anode 15: To main SCR 2V1 - cathode

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Drive/Pump pulse controllers Drive impulse controller

Pump impulse controller

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Electronic SCR Drive/Pump Controllers, Forced ventilation Force-ventilated contactor control panel

The supply voltage arrangement is fitted as standard from the proviously mentioned serial numbers.

In the event of tough applications combined with a high ambient temperature, the contactor panel may tend to get overheated, as a result of which the electronic control system will display a malfunction.

In order to forestall such a deficiency, those of the vehicles which are subjected to arduous operating conditions can be retrofitted with forced ventilation for the contactor panel. Retrofitting an independent air cooling system is feasible on each truck in the R2001-2006 range from the following serial numbers:

On no condition must the fan be connected directly behind the key switch!

Direction of current flow X35/1 - X29/11 (Pos.) X35/3 - X29/12 (Neg.) Once the key switch is turned on, the electric fan will run continually.

20010049 - 20030038 - 20020169 - 20040298 20060001 Retrofit kits are available for 24/48volt truck electrical systems.

2005 model trucks are fitted as standard with this type of cooling fan.

Method of operation The contactor panel is cooled on its reverse by an air stream directed to the base plate of the heat sink.

Produced by an electric fan (l), the cooling air stream flows via an air duct (2) through 4 apertures in the LH battery frame plate past the base plate of the heat sink, whence it is directed to the outside via further apertures in the frame.

Installing the independent air cooling

Cooling structures

Fan motor (1) and air duct (2) are bolted to the LH battery frame plate above the contactor control panel in such a manner that they match the apertures in the frame. To assure proper operation, heat sink (3) to which are mounted 3 cooling structures must exist on the truck.

This heat sink which is standard since July 1992 may though also exist on older truck models.

The cooling structures mounted on the heat sink guarantee the cooling air flow between heat sink and battery frame plate.

Should a heat sink of the type described not exist on the truck, the existing base plate must in any case be exchanged for this heat sink, as otherwise the independent air cooling will produce no effect at all.

The fan motor is supplied with voltage via connector X35 by a two-core feed line connected to connector X29 item 4 on p.c.b. „fan motor“.

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Electronic SCR Drive/Pump Controllers, Forced ventilation In addition, the gap between contactor panel housing and frame plate projection (in which the described apertures for the air passage are located) must be sealed, as otherwise this may lead to turbulences of the cooling air, as a result of which the cooling effect will diminish considerably. „Nomex 410' Aramid paper lining is a suitable material for sealing. The sealing paper lining is placed under the U-shaped rubber seal (edge protection) of the contactor panel base plate so that the paper lining (or tape) is maintained in position by the seal. Two self-adherent sealing elements are additionally fitted to the extreme borders of the paper lining.

The sealing means are fitted as standard trucks from the serial numbers listed (including trucks that are not provided with forced ventilation).

paper lining

sealing elements

20010291 20022011 20030208 20041859 20060001 Modification 1 The four nuts retaining the contactor panel in position must be removed, after which the contactor panel can be swung outwards disconnected.

2 In this operation the leads need not be 3 The U-shaped rubber seal (edge protection) can at this stage be removed from the upper edge of the contactor panel, allowing the paper lining to be placed on this edge. The lining is maintained in position merely be replacing the U-shaped rubber seal.

section A - B

4 After that two foam rubber sealing tapes must be stuck on the frame section right and left of the four air ducts. When fitted, both sealing tapes exert a pressure on the paper lining, allowing air circulation on the reverse of the contactor panel.

5 The contactor panel can now be secured again using the four nuts.

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1 2 3 4 5

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LH frame section paper lining sealing element U-shaped rubber seal (edge protection) contactor panel mounting plate

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Contactor mounting - Forced ventilation Since the introduction of the standard contactor mounting in shortened form (2007) in mid 1995, forced contactor ventilation has also become standard.

The design of the forced ventilation system has been changed in accordance with Fig. 1, to accommodate the shortening of the contactor mount by 100 mm.

The operating principle is the same as that of the old forced ventilation system.

Current flow: X70/1 - X29/11 - X35/1 (+) X70/3 - X29/12 - X35/3 (-) The 9M6 fan motor starts once the temperature switch 7S9 switches to ON at 70°C.

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Contactor mounting - Forced ventilation Contactor mounting cover, additional ventilation.

In those cases, where the standard ventilation for the contactor mounting is insufficient, we offer an additional ventilation unit as a spare.

This ventilation unit provides for constant replacement of the internal air in the contactor mounting by means of two additional fans in the cowl above the contactors which extract the warm air from the contactor mounting above the contactors (Fig. 1). Fresh air enters the contactor mounting through slots in the right hand side of the cowl (Fig. 2). These slots are protected with filter mats Important: the conversion set 383841 for additional ventilation available as a spare can only be used for the old contactor mounting unit (long version).

For the standard contactor mounting (2007), now in use, the existing cowl must be refinished as shown.

Required reworking

Reworking: Air intake slots are cut into the side wall of the cover as shown in Fig. 2. These must then be protected with filter inserts (323 637) to prevent contamination of the contactor mounting.

In addition, holes need to be cut into the cowl above the contactor for the fan assembly (Fig.3) which makes it possible to extract the hot internal air.

The fans should be connected in accordance with Fig. 3 (ballast resistors KKA5 200 Ohm 10%) The fan power supply is taken from plug X29 (X29/1 1 (+) and X29/12 (-)) by means of a twin core lead through the contactor mounting..

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Drive/Pump impulse controllers - Power unit Main current section for drive & pump impulse controllers The main power section mainly consists of 1 = main thyristor 1V1 2V1 2 = thyodule (turn-off and commutating thyristor) 1V3, 2V2 + 2V3 3 = free-wheeling diode 1V4, 2V4 4 = plugging diode 1V5, 1V6 5 = heat sink 6 = contact bridge Note: Main thyristors 1V1 and 2V1 are of different design.

They are interchangeable under the condition that only the thyristor for the drive impulse controller is fitted to the pump impulse controller, whereas the thyristor of the pump impulse controller is, on the contrary, not allowed to be fitted to the drive impulse controller.

IMPORTANT: The screws of the thyristor compression cap must be tighlened or loosened in a diagonally opposed sequence, otherwise cracks invisible to the eye may appear on the discoid type thyristor!

The thyodules of drive and pump impulse controllers are fully interchangeable and can therefore be ordered under the same part number.

All four power diodes are of same design and therefore fully interchangeable (cable connection end provided with an 8.5 mm dia. hole).

The heat sinks are retained to the contactor baseplate by 4 screws (drive impulse controller) and 3 screws (pump impulse controller) respectively.

IMPORTANT: An insulating foil must be inserted between heat sink and contactor baseplate. The insulating foil electrically insulates the heat sinks from the contactor baseplate.

For more efficient heat dissipation a thin coating of heat-sink compound must be applied (between heat sink - insulating foil -contactor baseplate) The contact bridge establishes the electrical connection between heat sink and flexible wiring.

The contact bridge is in addition guided through the toroidal core of the current sensor 1U1, 2U1.

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Drive/Pump impulse controllers Main Thyristor 1 V1,2V1 Main thyristors are of the flat pack type.

Thyristors of different make, but having the same part number are used.

The figure shows the 3 variants that are mainly used a) Ceramic housing (Siemens) c) Ceramic / metal housing (AEG) b) Plastic housing (AEG) The fitting instructions apply to all types since the thyristors must be compressed evenly by the cap to function properly under full load.

Fitting instrudions - Before mounting SCR’s to heat sink, thoroughly clean all surfaces, making sure that the contact areas of the heat sink are smooth and free from foreign objects or dust.

- Spray contact surfaces with ELEKTROLUBE. - Watch for correct direction of assembly!

See wiring symbol on SCR. The anode must face the heat sink.

- The bolts must be tightened in a diagonally opposed sequence until cap is properly seated on the heat sink.

Riveted together, bridge, cup spring and cap are supplied with each replacement thyristor.

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Fahr-/ Drive/Pump impulse controllers Thyodule Removal To replace the thyodule proceed as follows: - disconnect: - connectors X24 (1), X26 (2) and X27 (3) - connection between 1A6 (2A6*) and neg. (-) of 1C1 (2C1*) (4) - connections between 1A6(2A6*) and 1L1(2L1*) (5) - the two cables between 1A6 (2A6*) and pos. (+) of 1C1 (2C1*) and 1L1 (2L1') (6) thyodule - pull off spade connectors G1 and G2 from - remove screws (7),(8),(9) and (10) and remove p.c.b.

1A6 - remove the two screws which retain the thyodule to the contact bridge (one of the screws is accessible through a hole in the p.c.b.)

The thyodule can now be removed Installation To reinstall the thyodule reverse the above procedure.

Note: When installing the thyodule apply heat-sink compound to the contact areas of the heat sinks.

*pump impulse controller (p.c.b.)

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Drive/Purnp Impulse Controllers Trouble shooting by “TESTOFON” tests A. Testing Thyristors The thyristors can be tested for their blocking capability to a certain extent only. In this method of testing thyristors must be in an installed position.

Merely the cathode lead and gate must be disconnected from the system.

Disconnect battery!

Testing for continuity with Testofon buzzer 1V1, 2V1 K (red test prod) - A (black test prod) = blocked A (red test prod) - K (black test prod) = blocked A (red test prod) - G (black test prod) = blocked G (red test prod) - A (black test prod) = blocked K (red test prod) - G (black test prod) = almost full continuity G (red test prod) - K (black test prod) = almost full continuity B. Testing diodes Before testing a diode disconnect at least the cathode lead.

Testing for continuity with Testofon buzzer 1V4,1V5,1V6,2V4 A (red test prod) - K (black test rod) = continuity K (red test prod) - A (black test rod) = blocked C. Testing thyodules The thyodule must be dismounted for testing Testing for continuity with Testofon buzzer 1V2,1V3,2V2,2V3 K1 (red test prod) - A1 (black test prod) = blocked A1 (red test prod) - K1 (black test prod) = blocked A1 (red test prod) - 1 (black.test prod) = blocked 1 (red test prod) - A1 (black test prod) = blocked K1 (red test prod) - 1 (black test prod) = almost full continuity 1 (red test prod) - K1 (black test prod) = almost full continuity K2 (red test prod) - A2 (black test prod) =blocked A2 (red test prod) - K2 (black test prod) =blocked A2 (red test prod) - 2 (black test prod) = blocked 2 (red test prod) - A2 (black test prod) = blocked K2 (red test prod) - 2 (black test prod) = almost full continuity 2 (red test prod) - K2 (black test prod) =almost full continuity

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D. Torque loadings Tighten diodes 1V4, 1V5, 1V6. 2V4 to a torque reading of 15 Nm at the maximum. Spray threads with ELEKTROLUBE compound.

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Drive/Pump impulse controllers Printed circuit boards 1A6 and 2A6 comprising the current sensors (actual current value senders) Incorporating protective circuits consisting of capacitors and resistors,the printed circuit boards for traction and hydraulic control circuits(1A6 and 2A6 respectively) are of almost identical design.

Each pcb. is in addition fitted with a current sensor.

Current sensors 1U1/2U1 1U1: Drive current sensor 2U1: Pump current sensor On the reverse side of the p.c.b. is located a contact bridge to which the thyodule is secured.

The contact bridge passes through the ring of the current sensor which is made of a magnetism conducting material.

Located in an air gap of the ring a Hall-effect-generator is supplied with 10 volts stabilized voltage via connections 1 (+) I 3 (-).

Located in an air gap of the ring, a Hall-effect-generator is supplied by p.c.b. 1A1 and 2A1 respectively with 10 volts stabilized voltage via connections 1 (+) 3 (-).

If zero current is passing through the contact bridge a voltage of approx.5volts is applied to the central tap 2.

As soon as current starts to flow through the contact bridge the medium voltage at connection 2 will change its value by around 0.25 volts per 100 amps.

If a current of 500 amps fbws through the contact bridge the medium voltage will therefore amount to approx. 3.75 volts.

N0TE:On no condtion must the screwsby which the current sensor is secured to the p.c.b. be loosened.

In the event of current sensor failure, the pcb. must be replaced as a unit. For checks refer to the following pages.

Drive current sensor 1U1/1 - X24/10 - 1A1/Z26 1U1/2 - X24/11 - 1A1/D18 1U1/3 - X24/12 - 1A1/Z8 Pump current sensor 2U1/1 - X25/10 - 2A1/Z30 2U1/2 - X25111 - 2A1/D18 2U1/3 - X25112 - 2A1/Z12

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Drive/Pump impulse controllers Testing current sensor 1U1/2U1 When checking the voltage at the two current sensors 1U1 and 2U1 respectively, always measure the supply voltage and the medium voltage.

Measuring the supply voltages When measuring the voltage at connectors X24 and X25, the test prods must be intruduced from the top at an oblique angle into the test openings as shown in fg.1 and 2. Use digital multimeter for the voltage test.

1U1: ( test points see Fig. 1 ) Measuring the supply voltage connect black test prod (-) connect red test prod (+) voltage: 9,85 ..... 10,15 volts

2U1: ( Meßpunke in Abb. 2 ) Measuring the supply voltage connect red test prod (+) connect black test prod (-) voltage: 9,85..... 10,15 volts

to to

X24/12 X24/10

to to

X25/10 X25/12

Repair In the event of current sensor failure, p.c.b. 1A6 (or 2A6) must be replaced.

For removal see ‘Thyodule removal and installation’ (Functional Group 08) STILL GmbH Stand: 01/2006 ( Ersatz für Stand:

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Drive/Pump impulse controllers Checking the medium voltage of the drive current sensor 1U1 The medium voltage of the current sensor 1U1 is determined by the motor current. It can be measured between motor current l = 0 amps and max. amps.

- Replace p.c.b. 1A1 - Reconnect battery - Voltage check (with I = 0 amps) The reading should be between 4.9 volts and 5.1volts (applies to 48 volt and 24 volts systems alike) - Voltage check with max. drive current. Block both drive motors by means of the foot brake pedal (the armatures must not rotate). Fully depress the accelerator pedal.

The reading should be between 3.7 volts and 4.0 volts for the 48-volt-system and between 3.3 volts and 3.6 volts for the 24-volt-system.

Testing procedure: - Raise the drive wheels clear of the ground and place chocks beneath the front end of the truck frame - Disconnect battery - Remove p.c.b.s 1A1 and 2A1 as shown in figure, - Connect black test prod (-) to point M (-) (neg. battery) - Connect red test prod (+) to connection D18 of p.c.b.

1A1

A comparative measure can be carried out by measuring drive motor current using the current clamp (tong tester). In this respect see next page.

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Drive/Pump impulse controllers Measuring drive motor current using the tong tester: Drive motor current must be measured using the tong tester which must be closed around the cable connected to terminal 23 of contactor 1K11. The reading should be between 455 A and 505 A for the 48 volt system (multimeter reading: 4.55 V ... 5.05 V) and between 595 and 885 A for the 24 volt system (multimeter reading:5.95V ...6.65 V)

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To enable a comparison to be made between the two measurements we call your attention once more to the fact that for a current rise of 100 amps the medium voltage drops by 0.25 volts. This simplifies checking whether the readings are identical or not.

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Drive/Pump impulse controllers Measuring pump motor current using the tong tester: The level of pump motor current is determined by the setting of the pressure relief valve incorporated in the hydraulic circuits. Before measuring pump motor current it is essential to first check that the pressure relief valve is properly adjusted.

Measurement of pump motor current is effected using a tong tester and a multimeter.

Testing procedure: - Disconnect the battery plug - Raise the drive wheels clear of the ground and place chocks beneath the front end of the truck frame - Remove the floor plate - Close tong tester around lead D2 of pump motor - Connect leads of tong tester to the meter and turn the range selector switch to the required scale of the meter - Tilt mast completely forwards or back to bypass pressure - Read the value measured - Note the meter reading and if necessary compare it with the measured value of the medium voltage

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Drive/Pump impulse controllers Checking the medium voltage of the pump drive current sensor 2U1 The medium voltage of the current sensor 2U1 is determined by the motor current. It can be measured between motor current l = 0 amps and max. amps.

- Voltage check with max. pump motor current. Tilt mast completely forwards or back to bypass pressure - Note the meter reading - To enable a comparison to be made between the two measurements we call your attention once more to the fact that for a current rise of 100 amps the medium voltage drops by 0.25 volts.

Testing procedure: - Raise the drive wheels clear of the ground and place chocks beneath the front end of the truck frame - Disconnect battery - Connect black test prod (-) to point M (-) (neg. battery) - Connect red test prod (+) to connection D18 of p.c.b.

2A1 - Reconnect battery - Voltage check (with I = 0 amps):The reading should be between 4.9 volts and 5.1 volts (applies to 48 volt and 24 volt systems alike)

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Example: In the case of a pump motor current of the order of 300 A the medium voltage must amount to approx. 4.25 volts

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Drive/Pump impulse controllers P.c.b. 1A6 with current sensor 1U1

Connecting points: 1 = to 1C1 / neg.

2 = connector X26 / 1,2 3 = to 1L1 (first connection) 4 = G2 to connection 2 of thyodule (left connection) 5 = G1 to connection 1 of thyodule (right connection) 6 = to 1C1/ pos. and 1L1 (second connection) 7 = connector X27/1,2 8 = to 1V1 / cathode 9 = to anode 2 of thyodule 10 =to cathode 1 of thyodule 11 = to common connection (anode 1, cathode 2) 12 = connector X24 /2.4,6.7.8,10.11.12

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Drive/Pump impulse controllers P.c.b. 2A6 with current sensor 2U1

Connecting points 1 = to 2C1/ neg.

2 = vacant 3 = an 2L1 (erster Anschluß) 4 = G2 to connection 2 of thyodule (left connection) 5 = G1 to connection 1 of thyodule (right connection) 6 = to 2C1/ positiv and 2L1 (second connection) 7 = connector X29 /1,2 8 = an 2V1/ Kathode 9 = to anode 2 of thyodule 10 = to cathode 1 of thyodule 11 = to common connection (anode 1 / cathode 2) 12 = connector X25 /6,7,8,10,11.12

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Drive impulse controllers Printed circuit board 1A1 The printed circuit board 1A1 is identical for both 48 volt and 24 volt systems. It is adapted to the corresponding voltage by means of the plug-in module illustrated on the right. The main function of the p.c.b. is to produce predetermined driving characteristics.

Signals emitted by transmitters and switches are coordinated and processed on the p.c.b. which supplies output signals for controlling the power unit.

Plug-in module

The printed circuit board consists of two p.c.b.’s (LP1 and LP2) which accomodate the main functions of the drive impulse control.

The printed circuit board 1 (LPl) incorporates the following functions: - Control and regulation of drive motor speed pulsewidth-modulation - Sensing and controlling plug braking current - Monitoring battery voltage - Sensing the switching state of contactors The printed circuit board 2 (LP2) which establishes the connection between p.c.b. 1 (LP1) and the truck incorporates the following function: - Processing instruction received - Fail-safe circuit - Contactor closure - A logic unit controlling opening andclosing of the contactors - Processing firing pulses Fed with battery voltage, various power supply blocks generate voltages of 12,10 and 5 volts.

Removal of plug-in module: The plug-in module can be removed by grasping it with the hand and pulling it out from the top.

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Drive impulse controllers Printed circuit board 1A1 Fail-safe circuit: Incorporating a variety of electronic monitoring circuits, the fail-safe circuit ensures that the contactors are immediately de-energised if one of the circuits becomes operative due to the occurrence of a fault. at the same time preventing the contactors from closing again.

Some of the circuits are self-holding, i.e. after the fault has been rectified, a fault memory unit prevents the contactors closing until the accelerator pedal transmitter has been re-cycled to the off position.

Testing the fail-safe circuit Procedure: - Disconnect battery - Jack up the truck so that the drive wheels can turn freely - Connect battery - Turn keyswitch ‘ON’ - Bridge or activate seat switch - Operate accelerator pedal transmitter - Drive motors must turn - Turn keyswitch ‘OFF - Place a jumper across pins above connector X24 on p.c.b. 1 A6 (see arrows) - Tum keyswitch ‘ON’ - Bridge or activate seat switch - Operate accelerator pedal transmitter - At this stage drive motors must not turn, contactors must drop out Once the testing procedure is terminated,remove bridge from p.c.b. 1A6 and also bridge (if inserted) from seat switch.

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Drive impulse controllers Printed circuit board 1A1 Monitoring circuits Circuit monitoring ‘firing through of main SCR (with self-holding feature): If the main thyristor remains fully conducting although it should have been switched to a non conducting state, the fail safe system will become operative, opening the contactors.

Circuit monitoring the voltage supply block (with selfholding feature): If the supply voltage in the p.c.b. network should fail, the monitoring circuit will become operative, inhibiting the succession of firing pulses (‘ON’ pulses) to the thyristors at a certain switching position of these semiconductors which will be prevented by a fault memory unit from becoming conductive again.

Circuit monitoring the seat switch (with self-holding feature): If the seat switch opens, the contactors will be caused to drop out with a delay by a circuit arrangement on the p.c.b.

Circuit monitoring the accelerator pedal transmitter (accelerator controller): This circuit monitors the feed lines to the accelerator controller and becomes operative in the event of an open circuit.

Circuit monitoring the directional control switch: Fault annunciation occurs if the directional control microswitches for forward and reverse are operated at the same time.

Monitoring the switching state of the contactors (e.g. sticking contactors) and the ‘free-wheel’ diode in respect of proper operation.

Circuit monitoring battery voltage: Should the battery voltage be too low, the electrical system will be prevented from switching itself on.

48 volt system: in the case of 32 volts 24 volt system: in the case of 16 volts Circuit monitoring contactor coil current (with selfholding feature): This circuit monitors the permissible peak and constant currents. If there is a fault in the circuit the contactors will be caused to open.

Service hours counter (hour meter) The hour meter can be set to different operating modes.

The setting is made by means of two switches on p.c.b. 1A1 (see illustrations on the right). (For more details refer to Functional Group 09).

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Drive impulse controllers Driving characteristics

Stopping on a gradient

In the practical application of the truck the logic card 1A1 will provide the following driving characteristics:

If the truck must be stopped on a gradient the operator must depress the brake pedal, releasing the accelerator pedal at the same time, until the mechanical foot brake produces a noticeable effect.

1. Gradual and smooth acceleration Completely smooth acceleration with no jerky movement even if the foot pedal (accelerator pedal transmitter 1B1) is jammed to the floor.

Starting up an incline

2. Plug braking eliminating drive wheel spin

Depress the accelerator pedal fully, at the same time releasing the parking brake. The truck will then smoothly accelerate as soon as the braking power diminishes.

Driving If the accelerator pedal is gradually depressed the vehicle will accelerate smoothly without delay. If the accelerator pedal is jammed to the floor, the truck will accelerate with a time delay of around 2.5 secs, thus avoiding wheel spin and jerky acceleration which are both unsafe.

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Plug braking If direction is changed without releasing the accelerator (whilst maintaining rated speed as a function of the foot pedal position), the truck will smoothly decelerate until standstill and then reaccelerate (depending on the rate of acceleration) in the opposite direction.

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P.c.b. A7 with control circuit fuses Speed Limitation Since around the beginning of the year 1991 the R20 series forklifts are fitted as standard with a facility for travel speed limitation.

Regarding those of the trucks on which this facility is lacking, there exists the possibility of retrofitting the trucks as described below: - Replacing module plugged into p.c.b. 1A1 (Fig. 1) controlling truck speed and - Replacing p.c.b. A7 comprising control circuit fuses (Fig. 2).

In the table below figure the numbers of the new parts which replace the previous ones.

Truck design

Module

Module (new)

24 volts:

355 405

347 087

48 volts:

355 406 p.c.b. A7 with control circuit fuses

347 088 p.c.b. A7 with control circuit fuses

24/48volts:

346552

354936

Note: You cannot simply exchange the old modules for the new ones.

Adjusting travel speed limitation Speed limitation setting can be adjusted by means of the potentiometer arranged on p.c.b.A7 (Fig. 3).

Potentiometer rotated to the extreme right: - maximum speed of travel (100 %) Potentiometer rotated to the extreme left: - minimum speed of travel (approx. 20 % of max. setting)

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P.c.b. A7 with control circuit fuses Since the middle of 1995, a contactor mount which has been shortened by 100 mm is fitted as standard to all R20 trucks As a result, p.c.b. A7 has been replaced and is now arranged between the drive control p.c.b. 1A1 and the pump control p.c.b. 2A1 (see illustration on the right).

P.c.b. A7 also holds potentiometer R2 for speed adjustment and plug X1 for activation of the twin pedal control system.

Speed limiter The speed limiter is continuously adjustable.

The adjustment is made using the potentiometer on p.c.b. A7.

The potentiometer is set fully clockwise as standard.

This corresponds to maximum speed (100%).

If the potentiometer is turned fully anti-clockwise. this corresponds to the minimum speed (approx. 20%).

The maximum speed limit without loss of power is 10km/h Settings max. speed 16km/h => 100% => 120kOhm min. speed 3.2 km/h => 20% => 20kOhm speed without loss of power: 10 km/h => 62.5% => 73.1 kOhm Twin pedal control system If a twin pedal control system is fitted later, then it is necessary to short-circuit plug X1 by means of a bridge.

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Drive impuls controller Measuring traction motor current (max. current) and plug braking current, using amp tong tester (Beckmann) and digital universal meter or Elavi 15 n.

Measuring traction current Clamp ammeter tong tester across motor lead and connect leads of tester to meter besides driver’s seat.

Setting meter to measuring range: Digital meter: 2 volt range Reading =current in amps Elavi 15 n: 1 volt range Take reading of upper scale Reading X 100 =current in amps.

Make tong tester ready for operation.

Sit on driver’s seat and make truck ready for operation (make sure that there is enough space).

With your left foot depress brake pedal powerfully, then progressively depress accelerator pedal to maximum speed in order to permit the control system to emit maximum power within the pulse control range, at the same time taking reading.

(Ensure that the steer wheels are in the straight ahead position) .

The reading will be correct only provided the motor is stalled during the measuring operation.

(If necessary, apply parking brake, at the same time disconnecting control lead at parking brake switch, which must remain disconnected through-out the measuring operation.

Measuring plug braking current Accelerate truck by depressing accelerator pedal to maximum speed, select opposite direction, keeping accelerator pedal fully depressed. Take reading of peak value just before truck reverses its direction.

(The reading must be taken before the display goes back to zero).(See “Adjustments on the p.c.b.“).

Reconnect control lead to parking brake switch.

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Drive impuls controller Electrical functions inside the power unit

G1 -battery 1C1 - turn-off capacitor / drive control 1K11 - fwd. contactor 1K12 - rev. contactor 1K21 - fwd. contactor 1K22 - rev. contactor 1L1 - commutating choke 1M1 - drive motor (right) 1M2 - drive motor (left)

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1R14 - compensating resistor 1U1 - current sensor 1V1 - main SCR-drive control 1V2 - turn-off SCR-drive control 1V3 - commutating SCR-drive control 1V4 - ‘free wheel’ diode-drive control 1V5 - ‘free wheel’ diode-drive control 1V6 - ‘free wheel’ diode-drive control

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Drive impuls controller Electrical functions inside the power unit

Turn-on circuit, (forwards) Contactors 1K11 and 1 K21 will close immediately the accelerator pedal transmitter 1B1 is operated.

With the first firing pulse from p.c.b. 1A1 for turn-off SCR 1V2 it becomes conducting. In this way turn-off capacitor is charged as follows: positive side of 1C1 - anode 1V1 negative side of 1C1 - anode 1V2

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Battery voltage is at this stage applied to the anode of the main SCR 1 V1 and (+) of 1C1. The system (power unit) is now ready for operation and the main SCR 1V1 can now be fired.

Direction of current flow:

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Drive impuls controller Electrical functions inside the power unit

Firing, main thyristor SCR (forwards) With the second pulse SCR 1V1 and commutating SCR 1V3 are fired simultaneously. At this stage the circuit to drive motors 1 M1 and 1 M2 is closed. The armatures rotate, driving the vehicle.

At the same time the main SCR 1V1,at this stage conducting, discharges capacitor 1C1 at the positive side.

The positive charge reverses itself via main SCR 1V1 and commutating SCR 1V3 to the opposite polarity.

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Thus the side of the capacitor which is connected to the main SCR 1V1 (anode) is more negative compared to the charged side at turn-off SCR 1V2.

Once the commutating current has decayed, commutating SCR 1V3 wilI automatically block.

Direction of main current flow: Direction of commutating current flow:

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Drive impuls controller Electrical functions inside the power unit

Charging circuit The capacitor is still charged at this stage with the following polarity: negative at connection anode 1V1 and positive at connection anode 1V2. Next, a firing signal switches the turn-off SCR 1V2 into its conductive state as a result of which the positive side of 1C1 is applied via 1V2 to the neg. (-) battery. During the commutation the motor currents are for a shorl duration of time assumed by 1C1. In this operation the main SCR 1V1 will for a brief instant become non conducting as a result of which the thyristor regains its blocking characteristic.

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Once the commutating procedure is completed, the voltage situation at 1C1 is the following: positive at connection anode 1V1 and negative at connection anode 1V2.

At this stage drive motors 1M1 and 1M2 are no longer traversed by current.

Current flow:

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Drive impuls controller Electrical functions inside the power unit

Coasting (zero current) (voltage generated by the motor < U batt) If during travel the foot is removed from the accelerator pedal, the motors will continue running due to the inertia of the vehicle. The energy thus induced is once again conducted via the armature circuit of the motors through the plugging diodes (lV5,1V6),dropping gradually due to losses in the motor. The process is repealed during intervals between the turn-off and firing pulses.

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Current flow (1M2): Current flow (1M1):

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Drive impuls controller Electrical functions inside the power unit

Coasting (zero current) (Voltage generated by the motor < U batt) During off times (contactors have at this stage not yet opened) - the vehicle moves with nearly maximum voltage-the current flow is as shown in above diagram.

Current flow.

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Pump impuls controller Pump motor control The general layout of the pump motor control has already been described in detail under section „Contactor Control Panel“of the present manual.

General The hydraulic system is supplied with oil by a hydraulic pump powered by a 48V or 24V electric series motor (depending on model) with speed regulation.

The p.c.b. receives information on the required speeds via an approach switch. The p.c.b. is in addition supplied via current sensor 2U1 with information on the actual armature current.

Incorporated in the steering unit, a pressure switch supplies the required values for the steering system.

Printed circuit board 2A1 P.c.b. 2A1 controls the power unit for connecting the 2M1 pump motor across the battery. The motor speed is pre-set on the p.c.b. for each function.It can be adjusted from zero to full speed.

(Maximum tilting speed is limited by restrictor type valves incorporated in the hydraulic control valve).

When the hydrauliccontrol valve is operated the information on the required value is f.i. supplied by the potentiometer „hoisting“.

P.c.b. 2A1 in addition incorporates a voltage sensing circuit which, should the battery voltage drop below a certain level, will automatically switch off the power.

Power unit The battery voltage fed to the 2M1 pump motor in a series of pulses is controlled from the power unit.

Since only one direction of rotatin exists, additional contactors such as are used for the ‘Drive Impulse Controller’ are eliminated.

G1 - 48 volt (24 volt) battery 2M1 - pump motor 2U1 - pump current sensor 2V4 - ‘free-wheel’ diode 2C1 - turn-off capacitor 2L1 - cornmutating choke 2V1 - main thyristor 2V3 - turn-off thyristor 2V3 - commutating thyristor

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Pump impuls controller Required value -steering The required value for the steering unit is predetermined by a pressure switch fitted to the manual pump. When steering wheel is released, the pump motor will stop running after approx. 0.6 secs. To enable the pump motor to start quickly, a signal corresponding to the required value is for a brief instant generated in the printed circuit board.

Required value - valve microswitches The control valve microswitches for tilt and auxiliary operations are electrically connected to the printed circuit board. Four potentiometers for pre-setting the required value are arranged on p.c.b. 2A1.

Required value - potentiometer “hoisting” The required value of the potentiometer “hoisting” is directly supplied to p.c.b. 2A1 in the form of a signal.The required value of the signal ranges from 0 volts to 6.2 volts. This signal is necessary to adapt motor rpm to valve characteristics.

Speed limitation When the battery has20 % hof“effective”capacity remaining, the electronics of the discharge indicator will activate the following functions: - The indicator lamp of the indicator instrument will flash - The pointer is in the red indicator range - Pump motor speed is reduced to basic speed

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Pump impuls controller Adjustments on p.c.b. 2A1 Auxilary hydraulic functions

In the event of a replacement of the printed circuit board 2A1 it will be neccessary to accordingly read just the potentiometers for tilting speed and additional hydraulic functions to suit the requirements. For potentiometers controlling the corresponding hydraulic function refer to Fig. (1). The potentiometers are adjusted by means of a small screwdriver. Turning the adjusting screw in a clockwise direction increases motor speed, turning it anti-clockwise reduces the speed setting.

With the keyswitch turned ON, hydraulic pump motorspeed (pre-set for each function) is controlled by operation of the appropriate control valve lever.If the potentiometer is adjusted to the lowest value, the hydraulic motor will nevertheless operate at least at its lowest (basic) speed.

Tilting

Hoisting

Protective devices To ensure irreproachable operation, the printed circuit board is in addition fitted with the following protective features: - Protection against rpm being too low - Protection against rpm being too high - Current limitation with compensation - Protection against low voltage - Oil pressure switch (steering) with emergency running Test values: Current limit, hoisting Basic motor speed

370 +/- 25 A * (420 +/- 25 A)* 450 +/- 120 rpm

Motor speed, hoisting laden, jack fully extended Motor speed, hoisting unladen Motor speed, steering

faster

3600 +/- 150 rpm 500 =/- 40 rpm (700 +/- 50 rpm)

NOTE: The lower the motor speed, the higher the SAVINGS IN BATTERY POWER!

slower

* set at the factory

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Pump impuls controller Electrical functions inside the power unit

G1 - 48 volt (24 volt) battery 2M1 - pump motor 2U1 - pump current sensor 2V4 - ‘free wheel’ diode 2C1 - turn-off capacitor

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2L1 - commutating choke 2V1 - main thyristor 2V2 - turn-off thyristor 2V3 - commutating thyristor

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Pump impuls controller Electrical functions inside the power unit

Firing turn-off thyristor 2V2: The instant one of the hydraulic microswitches is actuated by operation of one of the hydraulic control levers, the logic card 2A1 will first apply a firing pulse to the gate of the turn-off SCR 2V2. In this way capacitor 2C1 changes to the opposite polarity: positive pole connected to the anode 2V1 negative pole connected to the anode 2V2 (2L1) Direction of current flow:

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Pump impuls controller Electrical functions inside the power unit

Firing main thyristor SCR 2V1 Main SCR 2V1 and commutating SCR 2V3 are fired at the same time.

Pump motor runs.

Direction of current flow:

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Pump impuls controller Electrical functions inside the power unit

Reversal of charge of capacitor On the simultaneous firing of ‘ON’ pulses to the main SCR and commutating SCR, the positive charge on capacitor 2C1 reverses via 2V1 - 2V3 - 2L1 at A/2V1 as a result of which the capacitor voltage changes to the opposite polarity.

State of charge of 2C1: Polarity at A/2V2 = positive Polarity at A/2V1 = negative

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Once the charging procedure is completed, the commutating SCR will automatically assume its blocking characteristic as a charging current is no longer flowing.

Direction of main current flow: Direction of cornmutating current flow:

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Pump impuls controller Electrical functions inside the power unit

Turn-off circuitry Once capacitor 2C1 has been charged up due to the simultaneous firing of both main and commu-tation SCRS’s, a firing signal switches the turn-off SCR into its conductive state. The connection of the anode of 2C1 which had so far been positive now discharges via 2V2. As a result, 2C1 reverses its charge and will for a brief instant be traversed by the motor current.

The main SCR is turned off for a brief instant, thereby automatically regaining its blocking characteristic.

Capacitor 2C1 has thus reversed its polarity: Connection A/2V! positive, connection A/2V2 negative At this stage, there is no current flowing from the battery to the pump motor.

Direction of current flow:

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Pump impuls controller Electrical functions inside the power unit

Freewheel current During the time no current is flowing from the battery to the motor (main SCR 2V1 is in the non-conducting state) the pump motor will continue to run due to the inertia forces involved. The ‘free wheel’ diode 2V4 now conducts the current induced in the pump motor during intervals between the pulses.The firing of further’ ON’ pulses to the gates of main SCR 2V1 and commutating SCR 2V3 will be prevented until the freewheel current has decayed.

Direction of current flow:

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STILL - Contactor

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STILL - Contactor Mechanical configuration: The contactor assembly consists of the following essential component parts:

A

Contactor frame The frame is made of impact resistant plastics. At its upper half the frame comprises 4 M8 studs imbedded in the plastic material. The lower two studs serve as terminals for connecting the contact bridges of the armature by means of flexible links. The contact screws/ tips are screwed from the inside into the upper studs. The contact screws must be screwed fully home (i.e. up to the thread root) and further tightened with 90° angle of rotation. When replacing the contact screws use the fork spanner which is fastened to the outside of the plastic hood covering the contactor control panel.

The contactor is secured to the control panel by3 screws.

B C

Coil assembly: Fig. (2) The coil assembly comprises: - Coil - Magnetic core - Frame - Protective circuitry Connected in parallel with the coil, the protective circuitry consists of a resistor wired in series with a diode with the following data: 48 V: resistor approx. 180 ohms, diode 1N4005 24 V resistor approx. 47 ohms, diode 1N4005 Armature assembly The armature assembly is the movable part of the contactor, which is mounted between contactor frame and coil assembly.

Checking the pull-in stroke A spacing of 1.8 to 3.2 mm between contact bridge and support finger must be achieved with contactor pulled in (see Fig. 3).

If the contact spacing or clearance amounts to less than 1.8 mm, the contacts must be replaced.

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STILL - Contactor Contactor operation The direction of rotation of the drive motors is controlled by altogether four contactors. There is one contactor per drive motor for each direction of travel.

The total drive motor current flowing across the contactors, contactortip material has been designed accordingly. Evely contactor is fitted with 4 replaceable main contact tips with silver-cadmium-oxide coating.

The truck with 48-volt electrical system has an arc blow-out magnet for each pair of contacts, identified with a colour. (red - positive / blue - negative) The magnetic blow-outs are positioned according to the direction of current flow. Therefore: The arrangement of the arc blow-out magnets must absolutely be maintained

R = red colour point B = blue colour point The 24-volt contactor is not fitted with any blow-out magnets!

Mounting the arc blow-out magnets To install the arc blow-out magnets or arc suppression chambers on the contactors, a small screwdriver (or a suitable wire) must be passed through a hole in the leaf spring.By exerting a light pressure on the leaf spring the latter is pressed inwards until the arc blow out magnet has reached its final position. After withdraw al of the screwdriver the leaf spring will retain the arc blow-out magnet in position.

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STILL - Contactor Contactor operation The contactors switch at zero current conditions, i.e. the contacts are traversed by the motor current only after they have closed and open only after the motor current has decayed. This feature greatly extends contact tip life.

The contactor coils are designed for a battery voltage of 48 volts (or 24 volts,depending on truck electrical system) (the coils are marked accordingly).

The Contactor coils are controlled from the p.c.b. 1A1 so that contactors operate in a well defined order.

The coil terminals are provided with poles as shown in figure: left (+) - terminal A1 right (-) -terminal A2

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STILL - Contactor Diagram showing the sequential operation of contactors Procedure: - Jack up the truck so that the drive wheels can turn freely.

- Turn keyswitch S1 ‘ON’.

- Unless otherwise specified. the steer wheels must be in a straight forward position.

- The operations mentioned in the left column must always be carried out in the indicated order.

Explanation of symbols:

•

Contactor open Contactor pulled in Contactor drops out

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STILL - Contactor Diagram showing the sequential operation of contactors Contactor open

•

Contactor pulls in Contactor drops out

R = red magnet B = blue magnet

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Wiring 1 = curve limit switch 2 = parking brake limit switch 3 = seat contact switch 4 = control valve microswitches and potentiometer

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5 = right motor 6 = left motor 7 = accelerator pedal transmitter 8 = rpm sensor 9 = horn switch

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Battery Motive power battery (1) (traction battery) The motive power battery (1) rests in the vehicle on bent frame halves.

It can be lifted out with the aid of an appropriate overhead lifting gear.

Electrolyte level: Remove the filling plugs (2). Top up all cells with distilled water to the correct level (the correct level is 10 mm above the separator guard). .

Ensure terminal screws (3) and intercell connectors (4) are tight IMPORTANT! The battery (even if charged) should be given an equalising charge every week. This is necessary to increase the service life of the battery.

Connect battery to an appropriate charger and perform equalising charge.

Specific gravity The specific gravity (kg/l) varies according to the battery state of charge.

Fully charged battery = 1.28 kg/l Flat battery = 1.14 kg/l (should never drop below this value) All specific gravities quoted relate to a temperature of 30° C. The specific gravity will increase by 0.0007 kg/l for every 1° C fall in temperature and will decrease by the same value for every 1° C rise in temperature.

Example: A specific gravity of 1.25 kg/l related to a temperature of 15° C has a value of 1.25 0.0007 X (30 - 15) = approx. 1.24 kg/l at 30° C. A specific gravity of 1.25 kg/l related to a temperature of 40° C has a value of 1.25 + 0.0007 X ( 4 0 - 30) = 1.257 kg/l at 30° C.

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Batteries Measuring the specific gravity The specific gravity is measured using an acidimeter.

The acidimeter consists of a glass barrel, a rubber ball for drawing the acid out from a cell, and a hydrometer whose scale permits direct reading of the specific gravity.

During the charging procedure it will last a certain time until proper balance i s achieved between the acid above the plates and the acid between and in the plates.

Reading of the specific gravity should therefore not be taken before 30 minutes have elapsed after termination of the charge.

Always make sure that the hydrometer float moves freely in the glass barrel, i. e. does not get stuck or knock against the rubber ball.

Battery capacity varies with temperature A fully charged battery reaches full capacity at 27° C. For each 1° C of reduction in temperature there is 1 % of loss in capacity, i. e. a t 0° C there is already a reduction in capacity of 27 %. In other words, there remain only 73 % of the battery capacity originally available.

flat battery

fully charged battery

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Battery discharge indicator Measuring principle The result of this measurement is - as discharge state value of the battery - indicated on the instrument.

During the loading phases of the battery this value remains fixed or provisionally is reduced slowly to an extent that would correspond to a normal discharge within this time interval.

During the next pause corrections are again made immediately to the newly measured value. Thus the indication proceeds downward in fine steps in accordance with the actual discharge. Since in general, as an order of magnitude, a thousand short current interruptions occur during a complete battery discharge over a period of 4 - 16 hours, the steps are not noticeable.

In the operation of materials handling equipment short pauses are forced upon the load batteries at intervals of a few seconds or minutes. During theses pauses the battery idle voltage is measured for a few seconds.

Un-affected by load current, battery internal resistance, and transition resistance of leads, battery plugs, fuses, contactors, terminal connections etc. this voltage is a good measure of the momentary discharge state, since it practically indicates the acid density in the plates of the battery. The measuring time is limited to a few seconds so that long-duration recovery processes (acid exchange), which would signal an apparent increase of the residual capacity, do not enter into the measurement.

The Still battery discharge indicator consists of: An easy-to-read, dash-mounted gauge complete with flashing light ( 1 ) and electronic control module (2).

Accomodated in a plastic housing for protection, the control module (2) is mounted on the contactor panel.

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Battery discharge indicator Battery Discharge Indicator Electronic control module provided with a 6-pole plug for connection to truck electrical system.

(See wiring diagram below).

The indicator lamp will flash when the battery has 20 % of „effective“ capacity remaining (pointer is in the red indicator range).

If this discharge level is reached, the programme controller will be activated, reducing pump motor speed to 450 +/- 120 rpm.

X1 = battery connector (socket half) X2 = battery connector (pin half) 61 = battery 6A3 = p.c.b. for discharge indicator 6P3 = discharge indicator 2A1 = p.c.b. pump controller

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Battery discharge indicator I. Indicator instrument (6P3) When the battery is connected and then subjected to a few load cycles, full-scale reading will be reached after about 1 minute.

What the indicator ranges (or zones) and the warning light in the indicator instrument mean: 1 = red indicator range Battery voltage has decreased towards the discharge condition of 20 % residual capacity.

2 = warning light will flash when 20 % of residual capacity have been reached.

3 = green indicator range Normal battery state-of-charge ranging from 20 % remaining capacity up to full charge.

IMPORTANT: When the pointer is in the red indicator range, or if the LED in the indicator instrument starts to flash, this indicates that the battery must be recharged immediately to avoid deep discharge conditions.

Test hint for indicator instrument (6P3) Connections: (+) Instrument connected to 3-X9(L35) ( - ) Instrument connected to 4-X9(L35) (LD) Instrument connected to 5-X9(L35) (See wiring diagram) Checking the indicator instrument: DC test voltage about 4 volt (+) At instrument (+) ( -) At instrument ( -) Pointer must show full-scale value.

Checking the warning (flashing) light: DC test voltage 2 volt (+) At instrument (+) ( -) At instrument (LD) Light-emitting diode located in the instrument must light.

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Battery discharge indicator II. Measuring electronics (6A3) The point at which the blocking of the lift function sets in has been pre-set at the factory, and this setting should not be tampered with.

Test hint for the measuring electronics: The measuring electronics can be tested only provided a voltmeter with digital display is used.

- Load the batery for about 10 secs (tilt against stops).

- Take digital voltmeter reading 8-10 secs after loading.

The reading is in the green zone correctly if the battery voltage within the 8-10 secs.climbs above 47.00 volts in the case of a 48 -volt and 23.50 volts in the case of a 24-volt battery.

If the reading is below the 47.00( 23.50) volts level the pointer (or needle) of the indicator instrument (6P3) is in the red indicator zone.

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Battery discharge indicator The R2007 is provided with a battery discharge indicator (B.D.I.) of the make „Elektron’ whose measuring electronics is not arranged on the control panel but is incorporated in the instrument located on the steering column (1).

An LED (light-emitting diode) bank in the indicator instrument indicates state of battery charge.

Residual capacity is continuously indicated independently of the load, no matter whether the truck is at standstill or in operation. If all 8 LEDs are on, then the battery is fully charged. As battery discharge progresses, the LEDs will go out in succession. When the battery reaches 80% discharge level the last LED will go out, whereas the red LED (2) will light up, warning operator of the need to recharge the battery.

The B.D.I. is adjusted at the factory to prevent the battery from getting discharged beyond 80% of its capacity. The breaking voltage can be adjusted by operating on a potentiometer (3) integrated into the back of the instrument. A circuit arrangement controls a relay which is incorporated into the instrument. permitting to disconnect a main truck function, thus protecting against over discharge.

Easily installed, the instrument is locked in position by two keeper blocks which must be turned with a screwdriver to lock/unlock the instrument which is flush mounted.

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Brush wear monitoring facility The figure on the right shows the indicator instrument (l) of the brush wear monitoring facility. It signals when brush limit wear is reached, meaning that the work can be continued for a residual time of approx. 10 hours before brushes must be replaced.

With motive power battery connected and key switch turned ON, yellow LED 1 (fig. 2) of the bank of LEDs will light continuously, indicating the presence of battery voltage +UB as well as the good condition of the brushes. If due to brush wear a signal voltage is produced, the yellow LED connected to the corresponding motor will light up. At the same time yellow LED 1 will start flashing, whereas the red LEDs will flash in succession.

After abt. 10 hrs. the last LED will also start flashing.

At that instant a relay will be energized whose potential-free N/O contact may be used for switching and signalling functions. If during the residual time the 2nd and/or 3rd motor supplies signal voltages, this will not affect residual time. Merely the yellow LEDs (M1, M2, M3) will light to indicate that service is due.

After motor brush replacement, the time stored in memory must be cancelled by momentarily applying battery voltage (UB) to the reset input 1. Using a selfmade reset adapter as shown in the diagram below, X60/9 and X60/10 must be shunted. Should the service engineer neglect to clear the memory, the LED bank will be caused to light continuously. Fig. 3 shows the relevant terminals on the back of the instrument.

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Hour meter Hour meter design (6P1) Mounted on the instrument panel, the work hour meter (1) is a crystal-controlled d.c. hour meter with digital display.

Operating voltage: 10-80 volts The hour meter will begin to register immediately one of the following modes of operation is selected: 1. Keyswitch turned “ON” 2. Keyswitch turned“ON”and switch closed (load on seat) 3. Drive or pump impulse controller is activated

The hour meter begins to register as soon as the keyswitch is turnd to “ON”

The hour meter begins to register as soon as the keyswitch is turned to “ON, the seat switch is closed and the pump impulse controller is activated.

The hour meter begins to switch is turned to “ON, the register as soon as the seat switch is closed

t

The hour meter begins to register as soon as the keyswitch is turned to “ON, the seat switch is closed and the pump or drive impulse controller is activated.

The selector switches for selecting the different modes of operation are arranged on p.c.b. 1A1 (see Fig. 3).

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Technical Data for Maintenance Service Hydraulic system Hydraulic pump Capacity

2002/04=11 cm3/ r (2001/03=8 cm3/ r)

Direction of rotation

clockwise (arrow on pump)

Torque loading, mounting hex srews

50 +10 Nm

Control valve bank Pressure settings, pressure limiting valve Torque loading, bolts securing valve sections together Restrictors (Neigen)

Anti-cavitation valve Pre-set pilot pressure Return line filter Filtration Pressure of response, By-pass valve

2001/02=230 bar +10 bar 2003/04=250 bar +10 bar 23 Nm up to & incl. upwards of up to & incl. upwards of

3.500 mm of rated lift = dia. 4,0 mm 3.500 mm of rated lift = dia. 2,4 mm 5.000 mm of rated lift = dia. 2,4 mm 5.000 mm of rated lift = dia. 2,0 mm

125 bar 25 ì 1,5 + 0,5 bar

Hydraulic tank Filling capacity Hydraulic oil(OZ)

approx. 18 litres grade to DIN 51524,Teil 2/HLP bzw. ISO VG 46 HM

Breather, filtration

10 ì

Speeds Hoist speed (with rated load) Tele/Hi-Lo

2001 0,22

2002 0,39

2003 0,20

2004 0,38

Triple

0,21

0,37

0,19

0,36

(m/sec.) tolerance + 12 % Tilt speed (with rated load) forward tilt)

Lowering speed

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up to & incl. 3.500 mm of rated lift = min 0.12/max. 0.17 sec /° up to & incl. 3.500 mm of rated lift = min 0.23/max. 0.34 sec /° up to & incl. 5.000 mm of rated lift = min 0.23/max. 0.34 sec /° upwards of 5.000 mm of rated lift = min 0.39/max. 0.55 sec /° 0,45 - 0,60 m/sec.

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Hydraulic system Operation of Lift and Tilt Hydraulics Incorporated in the control valve block a flow control valve restricts the oil flow to the tilt cylinders to reduce the working speeds (stabiliiy!).The amount of oil not needed for the hydraulic cylinders takes the return line to the tank.

Drawn from the tank (5) the hydraulic oil is supplied by the gear-type pump (6) to the priority valve (7), connection -P-, flange-connected to the manual pump (steering wheel operated pump), whence the oil flow required for the steering movements is directed to the steering unit.

An integral pressure limiting valve in the control valve block protects the system against overloading.

The residual oil flow is supplied via connection - EFto the spool-type hydraulic control valve (3), connection -P-.

The anticavitation valve (2) safeguards against mast drift.

With the spools in the neutral position, or with a small actuation of a lever, the oil flows through the control valve from connection -R- almost unpres- surised (low pressure fluid circulation) via the return line filter (4) to the tank.

An integral lowering valve in the connection block (9) limits the lowering speed of the load.

For a description of the function of the lowering valves and pipe/hose failure safety devices see Functional Group 20.

With the lever actuated still further, an amount of oil dependent on the degree of lever actuation is directed from connection -B- to the hoist cylinders (8) and from C and D to the tilt cylinders (1).

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For a description of the operation of the steering hydraulics see Functional Group 06.

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Control valve bank Control valve bank with operating levers

1 = control valve bank 2 = cam sticks 3 = roll pin with cotter pin 4 = control valve levers 5 = lever 6 = shaft 7 = bracket 8 = rubber silentblock 9 = connector (potentiometer) 10 = bulkhead 11 = connector (control valve microswitch) 12 = control valve microswitch 13 = valve mounting bracket 14 = fixing screws - control valve bank 15 = plug - flow control valve 16 = pressure (test) plug -M- (R 1/8) 17 = connector -R- (return line)

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18 = connectors-A-and -B- (hyd. ancillary equipment) 19 = connector -C- (forward tilt) 20 = connector -D- (backward tilt) 21 = connector -B- (hoist/lower functions) 22 = connector -P- (pump line) 23 = pressure limiting valve 24 = roll pin (spool -cam stick) 25 = roll pin 26 = lever shaft 27 = return spring potentiometer 28 = lever actuation 29 = potentiometer

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Control valve bank Control valve bank with operating levers

Control valve removal

The valve mounting bracket (13) is bolted to the bulkhead (10) via four silentblocks (8) (noise suppression). Space has been provided for extending the existing spool valve bank by adding one section for hydraulic ancillary equipment complete with control levers. The plug (1 5) for the flow control valve is (with battery removed) accessible (e.g. for exchanging restristor discs) through apertures in the bulkhead and the valve mounting bracket.

Controlled by the operation of the hoist lever, a potentiometer ( 2 9 ) permits to increase pump rotor rpm via a lever (28).

- Tilt mast fully forward and lower fork carriage completely - Remove knobs from the control valve levers (4) by pulling straight up shaft - Remove the 3 oval head countersunk bolts retaining the shroud to the valve mounting bracket and remove shroud - Disconnect hydraulic lines to control valve - Unplug connectors (9+11) - Loosen fixing bolts of valve mounting bracket at rubber silentblocks (8) - Remove valve mounting bracket forming an assembly with the control valve bank - Using a drift drive out the roll pins (24) and detach cam sticks from control valve bank - Disassemble control valve bank from valve mounting bracket by removing fixing screws (14) Note: A light smear of grease must be applied to the shaft (6) before inserting it into levers (5) and brackets (7).

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Control valve bank Mechanical configuration and operation

8 = Spool - hoist function 10 = Pressure balance bores LK = Tickover port RK = Return port 9 = Bottom plate 11 = Valve bank - hoist & tilt

1 = Operating unit (manual operation) 2 = End plate 3 = Auxiliary valve section for supplementary functions (hyd. ancillary equipment) 4 = 3 bolts securing the valve sections together 5 = Seals between valve sections (‘0’ rings) 6 = Spool - hyd. ancillary equipment 7 = Spool -tilt function

CAUTION: Operation Valve spools should be reassembled in the same order. Prior to disassembly mark spool position or make sure that the pressure balance bores (10) in the spools point towards test plug M.

With the valve spools in neutral position, or with the spools shifted by a small degree, the oil entering connection „P“ flows almost unpressurised via the tickover port through the return line to the oil tank.

As the spools are further moved into the power position, the tickover port is closed and the oil whose quantity is dependant on the degree of lever actuation is directed to the services.

Moreover, the maximum quantity of oil for the tilting function is restricted by a flow-ratecontrol valve which incorporates a restrictor.

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When carrying out assembly operations on the control valve bank extreme care should be taken that no dirt particles enter the system, otherwise this could lead to the destruction of the spool fits, resulting in malfunction.

Torque loading of valve section assembly bolts (4) is 23 Nm. 05

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Control valve bank Pressure limiting valve 1 = adjusting bolt 2 = lock nut with seal 3 = plug 4 = spring washer 5 = pressure spring 6 = spring plate 7 = washer 8 = ball 9 = cushion plunger 10 = pressure spring The pressure limiting valve protects the hydraulic system against overloads. If f. i. the piston of an actuating cylinder is extended up to its maximum stroke and the pressure is maintained (bypasspressure),the pressure limiting valve will open, allowing excessive oil to be by-passed to the tank.

Pressure setling 2001/02 = 230 bar + 10 bar 2003/04 = 250 bar + 10 bar By screwing or unscrewing the setscrew (1) the pressure setting can be either increased or reduced.

Note: Replacement control valve banks are supplied with a pressure setting of 230 bar.

IMPORTANT! Do not remove pressure limiting valve with control valve bank installed, otherwise ball (8) will drop into the return port.

When ball seat contamination is suspected (reduced lift/tilt performance), loosen lock nut (2). unscrew adjusting bolt (1) until spring pressure is relieved, flush pressure limiting valve by operating a spool. After that screw in adjusting bolt up to its former position.

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Control valve bank Flow-rate control valve 1 = plug 2 = seal 3 = restrictor 4 = piston 5 = spring 6 = cushion bush 7 = cushion plunger PK = pump port RK = return port Operation When the tilt valve spool is operated to a power position, the oil from the pump port flows via restrictor (3) to the tilt cylinder.

Depending on the degree of actuation of the tilt valve spool, the piston (4) is moved,against the spring (5). allowing excess oil flow to return pressureless to the tank via return port (RK).

Tilt speed is a function of restrictor hole diameter.

Depending on the rated lift provided by the elevating mast, the restrictors shown in the table below are fitted.

Rated lift h3, (mm) up to 3 500 over 3 500 up to 5 000 over 5 000

Restrictor dia. (mm) 4.0

-

2.4 2.0

Replacement control valve banks are supplied with a 4.0 diameter restrictor.

When exchanging the control valve bank or mast it may therefore be necessary to change the restrictor.

Remarks on installation of flow-rate control valve: Before screwing plug ( 1 ) in place in the flowrate control valve, push in piston (4) by hand as far as it will go in order to centre the cushion bush (6) in relation to the cushion plunger (7).

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Control valve bank 1 = end plate 2 = plug 3 = ‘0’ ring and Teflon back-up ring 4 = pump port 5 = check valve M = test plug (pressure gauge connection) P = pressure connection (pump) Plug The pump pressure port (4) is sealed a t its end with plug (2) which is maintained by the end plate (1).

Note: When adding accessory valve units for hyd. ancillary equipment pull out plug from valve bank using a screw M4 and push it in pump pressure port of the last valve additionally attached.

Otherwise there will be no oil flow to the attachment.

Check valve Check valves (5). provided between pump port (4) and operating spools for hoist function and attachment functions, prevent back flow from cylinder ports to pump pressure line.

If when operating the hoist lever the load is lowered to some extent before it is raised this is an indication of improper functioning of the check valve in which case the control valve bank must be replaced with a new one since the check valve cannot be repaired.

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Control valve bank Operating Unit 1 = valve spool rod 2 = 0-ring seal 3 = Oil seal 4 = spring washer 5 = pressure spring 6 = housing 7 = 0-ring seal 8 = pin 9 = valve spool 10 = shim (only for tilt and attachment valve spools) Removal of operating unit with valve spool: Loosen screws on housing (6) and pull out valve spool with operating unit.

To change the operating unit remove valve spool (9) from valve spool rod (1) by driving out pin (8).

If thevalvespoolrodshowssignsofleakschange 0-ring (2) and oil seal (3) or replace the complete operating unit with a new one.

Installation Pin (8) must be riveted.

Watch for correct valve spool position. (Pressure compensating holes in valve spool must point towards test plug (M)).

Note: Replacement operating units are supplied without shim (10).

The shim removed from the old operating unit must be reused for tilting and attachment functions since it limits the stroke of the valve spool.

Restrictor disc in connection of tilt cylinder Where the truck is fitted with a mast providing a rated lift above3500 mm, a 2.1 mm dia. restrictor is used in the lower connection (base) of the tilt cylinder to limit the flow of oil and consequently the speed of the tilt operations. Thus operation is made even safer, eliminating mast swing.

IMPORTANT! When replacing the control valve block or when fitting a new mast, the restrictor must be reused in the new part or a new restrictor fitted.

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Anti-cavitation valve Pre-set pilot pressure: 125 bar 1 = housing 2 = valve seat housing 3 = ball 4 = sealing ring 5 = sealing cone with cushioning effect 6 = spring 7 = adjusting screw Operation Ftted between control valve bank and tilt cylinder, the anti-cavitation valve prevents the mast from drifting forward on its own with or without load.

The anti-cavitation valve permits tilting only when pump pressure is present.

The anti-cavitation valve carries the designation (“P”) and (“R”) on the connector sides.

R —> P = free flow P —> R = restricted Fitting position: See Figure on page 3 Checking anti-cavitation valve - Pick up rated load - Place truck on level ground - Attach an angle-measuring instrument (level) to mast section - Turn keyswitch ‘OFF‘ Note: The mast should not move forward by more than 0.5’°/min. If the mast drifts forward more rapidly, this is usually evidence that the cone seat (5) is contaminated.

Removal: - Remove anti-cavitation valve - Screw out adjusting screw (7) - Withdraw spring (6) and cone (5) - Inspect valve seat for dirt; clean if necessary - Screw in adjusting screw (7) until it has reached its original position (measure -X-)

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Return line filter Operation Filter assembly: consisting of paper element with by-pass valve Paper element: By-pass valve: Filtration = 25µ Pressure of response = 1.5 + 0.5 bar 1 = cover (outer cap) 2 = pressure spring 3 = gasket 4 = by-pass valve (in filter cartridge) 5 = ‘O’ ring 6 = Housing 7 = bayonet lock 8 = gasket 9 = tank wall 10 = paper element 11 = filter bowl 12 = sealing ring The flow of oil from the control valve passes through the filer before it takes the return line to the tank. The oil will in that case flow through paper filter element (10) from outside to inside.

The by-pass valve (4) opens at 1.5 + 0.5 bar back pressure (if paper element is clogged) and allows oil to run into the tank unfiltered.

Maintenance: Replace paper element: - Remover cover (1) from filter housing - Pull out paper element (10) with bowl (11) - While turning it, remove paper element from filter bowl - Remove any dirt that may have deposited on the bowl bottom - Install new paper element - Refit bowl with paper element - Slightly oil gasket and replace cover Note: Paper element cannot be cleaned and should therefore be replaced with a new part.

Periodic Maintenance: Replace paper element after 50,100 then every 3000 hours of operation.

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Hydraulic pump

Type: Capacity:

gear pump 2002/04 = 11 cm3/per rev (2001/03 = 8 cm3/per rev) Direction of rotation: counter-clockwise (arrow on pump) Driven by: pump motor shaft via coupling (5) Sealing: by radial sealing ring in pump motor, and ‘0’ ring (6)

Installation:

Hydraulic fluid drawn from the tank by the hydraulic pump via suction line (1) is supplied under pressure through line (10) to the spool type control valve.

- When fitting a new Pump replace’O’ rings (items 3 & 8) underneath the flange with new ones.

- Place drive coupling (5) on pump shaft journal (The coupling should move easily on journal) - Lubricate’O’ring (6) with grease before installing it in recess of pump housing - The pump should be so fitted that the pump motor shaft journal engages with the coupling (5). Secure pump with hx bolts (11). Torque loading: Ma = 50 + 5 Nm. - Attach h.p. and suction hoses - Remove clamp from suction hose (1)

Removal:

Note:

- Lower forks or attachment (if fitted) completely - Remove the battery - Detach h.p. hose (10) from pump flange (9) - Before detaching suction hose (1) squeeze it tight with a clamp to prevent the oil from running out of the hydraulic tank - Detach suction hose (1) from flange (2) - Remove the four bolts (11) and pull off pump from motor

In the event of noisy pump operation or foaming up of the oil in the tank inspect radial sealing ring in pump motor, and ‘0’ rings (hems 3 & 6), or check any of the other connections of the suction pipe for leaks.

Operation:

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Hydraulic tank

Made of plastics, the hydraulic tank is integrated in to the counterweight, battery compartment end.

Removal

1 = counterweight (tank mount) 2 = tank 3 = return line - steering 4 = suction line 5 = return line - control valve block 6 = stop screw 7 = return line filter 8 = angular support 9 = breather 10 = clips for cables - curve limit switches

- Remove battery - Drain the hydraulic tank (see unter section ‘Hydraulic oil change’) - Pull off hoses (items 3 & 4) - Detach return line elbow fitting (5) at filter (7) - Remove clips (10) - Loosen stop screw (6) - Turn filter (7) approx. 45’ counterclockwise (bayonet lock) and withdraw filter - Unscrew breather (9) - Remove angular support (8) - Lift out tank vertically Periodic Maintenance: Replace breather (9) every 3000 hours of operation

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Hydraulic tank Capacity: Tank filling capacity is a function of the overall lowered height of the mast. Oil level is checked with oil filter cap and filter element removed, mast tilted fully back and forks lowered completely: from filter top to oil level = dimension X. Mast Overall lowered height mm Telescopic up to & incl 2530 up to & incl 3230

Dimension X mm

Approx. capacity (litres)

140 125

14 16

Hi-Lo up to & incl 2530

125

16

Triple stage up to & incl 3230

125

16

The oil capacities indicated in the table above correspond to the total filling capacity of the hydraulic system.

Hydraulic oil change after 50 hours of operation every 3000 hours of operation - Tilt mast fully back - Lower forks completely - Remove floor plate - Remove cover from return line filter - Disconnect return hose line (1) at connection T of steering unit (2), catch hyd. oil in pan - Reconnect return hose line - Refill tank with fresh oil through filter opening Hydraulic oil (0Z) Grade to: DIN 51524 Teil 2/HLP IS0 VG 46 HM

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Hydraulic fittings and unions Tilt cylinder fittings The fittings are provided with plastic-coated threads (arrow) for better sealing in cylinder tube.

The sealing is preserved only provided the fitting is not loosened by more than 15° or by 90° at the maximum and retightened.

Should the fitting be loosened in excess of this limit, either a new fitting will have to be used or the thread of the fitting provided with a thread sealing tape.

(The same applies regarding the steering cylinder fittings).

Unions 1 = tube 2 = union nut 3 = steel sealing ring 4 = screwed union Assembly: - Using a saw, cut tube ( 1 ) to length required and remove burrs from inside and outside - Place screwed union (4) in a soft jawed vise - Lubricate thread and cone of screwed union (4). steel sealing ring (3) and thread of union nut (2) with oil - Slide the union nut (2) and the steel sealing ring (3) over the tube (1) and insert the tube into the inside cone of the screwed union (4) as far as it will go - Screw on union nut (2) by hand until home - Using a spanner, tighten union nut (2) by around 1 1/2 turns (tube must not turn) - Loosen union nut (2) and check whether the bulge that had thus been formed (arrow) fills the cavity of

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Speeds The trucks in this range are supplied with the following operating speeds, measured with the rated load on the forks: Hoist speed: (m/sec) Mast Telescopic Hi-Lo

2001

2002

2003

2004

0,22

0,39

0,20

0,38

Triple stage

0,21

0,37

,019

0,36

Tolerance + 12% Note: On Hi-Lo and Triple stage masts the average value of the speeds measured in lift I and lift II applies.

Lowering speed: 0.45 - 0.60 m/sec IMPORTANT! 0.60 m/sec are not allowed to be exceeded.

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Hydraulic circuit diagram

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Technical Data for Maintenance Service Drive motor

2001/03

2002/04

Type

GF 114 - 14/1.1

GF 116 - 14/2.8

Make

STI LL

Construction

series-wound, electric 4-pole motor

Voltage(V)

24

48

Current (A)

162

104

Rpm

1.700

2000

Power (KW)

3,0

4,0

Service rating

S2 = 60 min

Protection

IP 22 Kle 00

Insulation class

F

Main fuse motor

200 A

Brushes a) Grade

KK1

b) Dimension

12,5 x 25 x 32

c) Limit of wear

replace if worn down to a lenght of 15mm

d) Qty

4

Current draw during cruising (A)

Model/Tyres

laden

unladen

2001 - Pneumatic 2001 - Solid-rubber 2002 - Pneumatic 2001 - Solid-rubber 2003 - Pneumatic 2003 - Solid-rubber.

2004 - Pneumatic 2004 - Solid-rubber

190 190 106 106 196 196 110 110

155 155 86 86 158 158 86 86

Permissible Tolerance +10%

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160A

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Technical Data for Maintenance Service Pump motor

2001/03

2002/04

Type

GP 116- 14/5.5

GD 116 - 14/7.9

Make

STI LL

Construction

series-wound, electric 4-pole motor

Voltage (V)

24

48

Current (A)

400

230

Rpm

2200

Power (KW)

7,6

Service rating

S3 = 15% of max.

Protection

IP 20 Kle 00

Insulation class

F

BF

Main fuse motor

250 A

200A

Brushes a) Grade

MK 45

EG 12

b) Dimension

12,5 x 32 x 32

c) Limit of wear

replace it worn down to a length of 15mm

d) Qty

4

Current draw during hoisting (A) appl.to Telescopic 220 Permissible Tolerance +10%

Model

laden

unladen

2001

347

144

2002

277

112

2003

367

144

2004

293

112

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Drive motor Drive motor, construction - 4-pole series-wound motor, forced-ventilated, motor supported both sides.

Drive-end - needle roller bearing (2) Commutator end - grooved ball bearing (3) - 2 thermal switches (4) with waterproof connectors (5) fitted in the motor for thermal monitoring - Brake disc (6) forced on commutator end armature shaft by pressure - Drive shaft sealing with chevron seal (7).

The fork truck is fitted with 2 drive motors which are bolted together to form a complete drive unit with the two flange-connected gearboxes.

1 = drive motor 2 = needle roller bearing 3 = grooved ball bearing 4 = thermal switch 5 = waterproof connectors for thermal switch 6 = Brake disc 7 = chevron seal

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Drive motor Wiring diagram A1 / A2 = armature D1 / D2 = series winding The direction of rotation is reversed by reversing the current flow in the armature.

Neutral zone The brush gear has been set in the neutral position at the factory. On no account should the adjustment be tampered with.

Position of motor terminals Mounted on top of the motor casing, the terminal studs are easily accessible.

Clockwise rotation

48-volt motor

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Anti-clockwise rotation

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Drive motor Drive motor removal The drive motor can only be removed after removal of the drive axle.

- Remove the mast assembly. (Refer to Mast Removal, Functional Group 20) - Jack up truck, allowing the drive wheels to just turn freely. Place chocks beneath the front of the truck.

- Disconnect drive motor cables.

- Pull out plug for thermal switches.

- Detach drive axle from frame by removing the four mounting bolts (1 - 4) retaining the axle right and left of frame.

- Unhook brake cable and remove bearing from brake lever.

- Remove straps from around the drive motor bearing brackets.

- Unscrew motor mounting bracket for pump motor and external fan from drive motor bracket.

CAUTION: Prior to this pull out plug from external fan connection.

- The drive axle forming an assembly with the drive wheels can at this stage be pulled clear of machine.

- Reinstall boil ( 2 ) and in place of the breather filter screw in an M8 screw. This will prevent any oil from flowing out of the gearbox.

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Drive motor - Slightly slacken the drive end bracket screws (5).

- Remove the screws (6) retaining the commutator end bracket.

- Separate both axle halves and place them on the wheels (transmission oil will not flow out).

- Remove the fixing screws (5). At this stage the motor can be removed.

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Drive motor Changing and inspecting the motor brushes - Raise the mast and secure in position by means of a suitable chain. ( See page 4 of ‘Maintenance instructions for the workshop’).

- Remove strap from motor.

- The upper three brushes are now accessible.

- Jack up one side of the truck and place chocks beneath truck frame.

- At this stage the fourth brush will be accessible from the underside.

- Follow same procedure for other drive motor to which end the other side of truck must be jacked up.

CAUTION: Minimum brush length 15mm long. Brushes worn to a length less than 15mm should be replaced.

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Drive motor Drive motor - Dismantling - Withdraw the brake disc (15), using two screws which must be inserted into the tapped holes provided for extraction purposes.

- Remove the socket hd screws (1) securing the commutator end bracket (4). ( Screws secured with Loctite 242) - Disconnect armature cables from brush gear.

- Withdraw the commutator end bracket (4) - Remove the socket hd screws (2) from drive end bracket (3). ( Screws secured with Loctite 242).

- Clamp the armature (5) in a bench vice and remove the countersunk screw (7) M12x30 retaining the pinion. (Screw secured with Loctite).

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Drive motor - Using the Kuko extractor 15 - 12 Gr. 1. withdraw the pinion (8).

- Remove drive end bracket (3).

- Drive the chevron seal (1 1) out of the bearing bracket (3).

- Remove circlip (12). The needle roller bearing (9) can now be driven out.

- Remove circlip (14). The grooved ball bearing (13) can now be driven out of the bearing bracket (4).

1 = socket hd screw M10x40 - secured with Loctite 242, torque loading = 49 Nm 2 = socket hd screw M10x60 - secured with Loctite 242, torque loading = 49 Nm 3 = drive end bearing bracket 4 = commutator end bearing bracket 5 = armature 6 = stator 7 = countersunk screw M12w30 - secured 8 = pinion 9 = needle roller bearing with Loctite 242, torque loading = 49 Nm 10 = inner race 11 = chevron seal 12 = circlip 13 = grooved ball bearing 14 = circlip 15 = brake disc

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Drive motor Drive motor - Reassembling - To reassemble the drive motor. reverse theprocedure.

- Throughly clean all eight retaining screws (1+2) retaining the bearing brackets, apply Loctite 242 to the threads of the screws and tighten in diagonal sequence to a torque loading of 49 Nm. - When changing the chevron seal (11) ensure that the seal is correctly installed, i. e sealing lip facing towards the gearbox.

Pinion and brake disc - Reassembling - Cleanse conical faces of both armature shaft and pinion absolutely free of grease.

Follow the same procedure for brake disc seating and armature shaft. If necessary remove discolorations with the finest grade of emery cloth.

- Heat brake disc to 150 °C. - Push on the pinion and the brake disc and using a suitable press, press on both parts by applying a pressure of 25 KN (2.5 tonnes).

- Cleanse countersunk screw free of grease, apply Loctite 242 to the threads of the screw, install screw and torque up to 49 Nm.

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Drive motor Driving pinion and brake disc: Checking for tightness - Clamp the motor in a bench vice.

- Lock the brake disc.

- For checking purposes adapt torque wrench (1) Part No. 146 443 to pinion and ensure that pinion and brake disc are tightened to a torque of 190 Nm. Pinion and brake disc should not rotate on the shaft.

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Drive motor Drive motor and axle assembly - Installation - Cleanse sealing faces of flange connecting motor to gearbox free of grease and apply Loctite 504 ( Part No. 520 681 ) to them.

- Place the motor (1) on the gearbox (2).

- Cleanse the eight socket hd screws (3) free of grease and tighten them in diagonal sequence to a torque loading of 86 Nm. - Cleanse socket hd screw M6x16 (4) free of grease, apply Loctite 242 to threads of screw which must then be inserted into the motor flange at the cover of the upper pinion shaft, and tighten to a toque loading of 10 Nm. - Assemble both axle halves together by the three socket hd screws M1 6x80 (5) but do not tighten screws firmly at this stage*.

- For installation position the axle into place beneath the fork truck which must be in a slightly jacked up position with chocks placed beneath the front end of the truck frame.

- Mount the axle to the truck frame by 8 axle retaining bolts. For sequence and torque loadings proceed as described on Functional Group 03.

- Fit the brake lever into position using socket hd screw (6) M1 6x1 00’ but do not tighten firmly at this stage. ( For brake adjustment see ‘Braking system’, Functional Group 07).

- Attach brake cable.

- Screw motor bracket for external fan and hydraulic pump onto the bearing brackets.

- Reconnect cables to drive motors.

- Reconnect connector for thermal switch and external fan.

- Refit air deflector and straps. *CAUTION: The drive motors must first be bolted together loosely. Tightening the screws to a toque loading of 210 Nm is carried out by following a drive axle. For proper tightening sequence predetermined sequence when installing the proceed as described on Functional Group 07.

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Drive motor Thermal switch in drive motor Two thermal switches (1), each with a response temperature of 80 °C and 160 °C respectively, are fitted in each drive motor for thermal monitoring and fan motor control. The switches (with N/O type contacts) are bolted to the brush holder. All four switch leads are connected to a female plug (connector half).

1 =thermal switch 2 = female plug

Connection of thermal switches to the female plug (connector half )

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Drive motor Operation of the thermal switches monitoring temperature of both drive motors If a temperature of 80 °C is reached, the external fan 9M5 is switched on via thermal switches 7S5 and 7S7. The external fan switches itself off immediately the temperature has again dropped to a level below 80 °C. Should the temperature at the brush holder rise to reach 160 °C. the motor warning lights H2 will be switched on via thermal switches 7S4 and 7S6 in which case the motors must be allowed enough time to cool off, otherwise this could result in motor breakdown. The fork truck must remain immobilised until the motors have cooled off.

7S5 = 80 °C thermal switch in LH drive motor 7S7 = 80 °C thermal switch in RH drive motor 7S4 = 160 °C thermal switch in LH drive motor 7S6 = 160 °C thermal switch in RH drive motor 9M5 = external cooling fan H2 = motor warning light signalling the operator the motor is overheating 9R7 = series resistor

Changing the thermal switches - Raise the mast and secure in position using a suitable chain.

- Remove thermal switch from brush holder by - Remove strap from drive motor, undoing the retaining screws.

NOTE: If a single one of the thermal switches should fail it is strongly recommended to replace the complete switch assembly, i. e. complete with wire harness (3).

1 = thermal switch 2 = female plug 3 = wire harness

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Drive motor Checking the thermal switches This is only possible with switches removed and heated to the relevant response temperature, i. e. the switches must close at a temperature of 80 °C and 160 °C respectively. (Use continuity tester)

Checking external fan and motor temperature warning light for operation On the assumption that power supply and fuse F2 are in order.

A female plug (1) which must be prepared accordingly by short-circuiting connections 3+4 and 5+6 must be plugged into the male part of connector (2). The external fan must now rotate and the motor temperature warning light must light up.

2 = male plug 1 = female plug

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Drive motor- forced ventilation Drive motor - Forced ventilation Both drive motors (5) are cooled by an external fan (l), make Papst, the air flow provided by the fan taking the following direction: The air drawn by the fan (1) is blown through the air deflector (2), whence it enters the drive motor (5).

The cooling air is evacuated through the air exit holes (4). The cooling fan (1) is mounted on rubber type anti-vibration mounts (3). The fan is switched on by two 80 °C thermal swiches fitted in the drive motor.

(For wiring diagram and operation refer to paragraph ‘Operation of the thermal switches’ ).

1 = external fan (make Papst) 2 = air deflector 3 = rubber mount 4 = air exit holes 5 = drive motor

Direction of rotation of fan For safety the fan motor incorporates a reverse polarity diode due to which the fan will always rotate in one direction only - see arrow. If the terminal connections are accidentally reversed, the fan will not rotate.

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Drive motor-forced ventilation Fan motor The cooling fan motor (9M5) is an electronically commutating D.C. electric motor. Connection is by means of connector plug terminals marked + and NOTE: The fan is available in two versions, depending on the operating voltage (48 V or 24 V) - see spare parts catalogue.

Protective circuit A series resistor with a varistor constituting a protective circuit is incorporated to protectthe fan motor in the event of voltage surges. This protective circuit is identical for both 48 V and 24 V versions.

9M5 = fan motor 9R6 = variable resistor (varistor) 9R7 = series resistor (4.7 ohms)

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Drive motor-forced ventilation The location of the protective circuit for the fan motor

Consisting of a series resistor (3) and a varistor (4),the protective circuit for the fan is mounted on a separate printed circuit board (2) located on the contactor panel (1) below the fuse board (5).

1 = contactor panel 3 = series resistor 9R7 (4.7 ohms) 2 = p.c.b. - protective circuit 4 = fuse board

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Drive motor-forced ventilation Checking the fan motor 1. Checking the motor directly: - Pull out plug connecting the fan motor.

- Depending on truck system voltage, apply 48 V or 24 V to connector plug terminals marked + and -.

The fan must rotate.

2. Checking the motor with leads in situ: - Can be performed with a female plug prepared accordingly - see Functional Group 11 ‘Checking operation of external fan and motor temperature warning light’.

Current draw for 24 volt system = 0.7 amps 48 volt system = 0.35 amps

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Drive motor-forced ventilation External fan removal - Raise the mast and secure in position using a suitable chain.

- Remove floor plate.

- Remove brake pedal bracket.

- Remove straps from drive motor.

- Pull out plug from fan (1).

- Unscrew and remove the hex hd screws M6x12 (2).

- Fan (1) with bracket (3).

The air deflector (4) and the rubber-type anti-vibration mount (5) can be lifted out from the top.

1 = fan 2 = hex hd screw M6x12 3 = bracket 4 = air deflector 5 = rubber type anti-vibration mount 6 = motor bracket External fan installation - Installation is the reverse sequence to removal.

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11 Pump motor Pump motor, construction 4-pole series-wound motor (l), self cooled.

Mounted below the floor plate.

Motor supported both sides on ball bearings Drive shaft sealing with chevron seal (2).

Wiring diagram A1 / A2 = armature D1 / D2 = series winding

ClockwiseRechtslauf rotation 21

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Workshop Manual 2001 - 07

Pump motor Correct brush gear adjustment Is effected at the factory on each individual motor.

No need, therefore, to readjust the brushes.

If due to repairs, brush gear readjustment should become necessary, the most effective adjustment in respect to the best commutation and running characteristics can be achieved as follows: The radian measureonthe motorcasing between the estimated axial centre between brush and fixing screw of the bearing bracket must amount to: *43 mm for the 24-volt motor ** 53 mm for the 48-volt motor Location of motor terminals On top of the motor casing ( housing ).

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Pump motor Pump motor removal - Remove floor plate.

- Disconnect motor cables (1).

- Unplug harness to speed (rpm) sensor and cut off existing cable links (plastic strips).

- Remove battery.

- Unscrew the hydraulic pump (2) (oil will flow out).

- Next undo and remove the four retaining screws (3) which hold the pump motor in place.

- Unscrew bracket (4).

- The motor support bracket (5) with the pump motor (1) will now hinge down. The motor can at this stage be lifted out from the rear through the battery compartment.

1 = pump motor 2 = hydraulic pump 3 = hex hd screw M 10x20 4 = bracket 5 = motor support bracket

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Pump motor Changing and inspecting the motor brushes - Remove floor plate.

- Remove strap.

- The upper 3 brushes are now accessible.

- Drive the truck over an inspection pit. If this is not available remove battery.

- The fourth brush is now accessible from below.

CAUTION: Replace brushes if worn down to 15 mm or less.

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Pump motor Pump motor - Dismantling - Undo and remove the retaining screws (1) holding the commutator end bracket in place. Next withdraw armature (2) together with commutator end bracket (3) from stator (4) and drive end bearing.

- Undo and remove screw (5) M8x20 (secured with Loctite 242) retaining the crenellated ring (sensed by the speed sensor for sensing armature rotating speed) (6) and the internal fan (7).

- Remove the two circlips (8) from the armature shaft - Using a suitable extractor, withdraw the commutator end bearing bracket (3) from the armature shaft.

- Drive out the commutator end grooved ball bearing (9) after having first removed the circlip (10) from the bearing bracket.

- Loosen hex hd screw M6x20 (17).

- Withdraw drive end bearing bracket (11).

- Drive grooved ball bearing (12) and chevron seal (13) out of drive end bearing bracket.

1 = socket hd screw M6x20 2 = armature 3 = commutator end bearing bracket 4 = stator 5 = hex hd screw M8x20 secured with Loctite 242 and torqued to 18 Nm. 6 = crenellated ring 7 = fan 8 = circlip 9 = grooved ball bearing 10 = circlip 11 = drive end bearing bracket 12 = grooved ball bearing 13 = chevron seal 14 = bracket 15 = speed sensor 16 = countersunk screw M6x16 secured with Loctite 242 17 = hex hd screw M6x20

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Pump motor Pump motor - Reassembling - To reassemble the pump motor reverse the dismantling procedure.

- When renewing the chevron seal (13) ensure that the seal is positioned correctly - sealing lip facing the pump.

- Cleanse the hex hd screw (5) M6x20, retaining the fan (7) and crenellated ring (6), free of grease, apply Loctite 242 to threads of screw and torque to 18 Nm. NOTE: In case the bracket (14) for the speed sensor (15) had been removed, the fixing screw (16) M6x16 must again be secured with Loctite 242.

Pump motor installation - To install the pump motor reverse the removal procedure.

- The plastic strips (used for fixing the speed sensor harness) which were cut off during removal must be replaced with new ones.

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General hints Testing the insulation resistance (earthing) The resistance of the insulation of all windings against housing must be at least 1000 ohms /volt.

The test should be carried out by applying a d.c.voltage of 500 volts minimum, i.e. 48000 ohms on 48-volt trucks and 24000 ohms on 24-voll trucks.

Turning down the commutator on a lathe Permissible untrueness 0.02 mm up to a rated armature speed 3000 rpm 0.01 mm if rated armature speed exceeds 3000 rpm If the commutator is out-of-round turn down the armature on a lathe. A better surface finish will be produced at high cutting speed combined with a fine feed.

IMPORTANT! The cornmutator is allowed to be turned down up to a minimum diameter only.

48-volt drive motor 24-volt drive motor

78 mm dia.

78 mm dia.

Pump motor

78 mm dia.

Mica undercut properly

Undercutting the mica Carefully undercut the mica with the aid of an appropriate saw blade or a milling machine. Make sure the full width of the mica is completely removed also at the sides of the laminations.

The mica insulation between the commutator segments must be recessed to a depth corresponding to the width of the mica.

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Mica badly cut backhigh mica still exists on the sides of the laminations

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Workshop Manual 2001 - 07

Pressure Regulator Unit I and II

1 = pressure limiting valve 2 = pressure gauge 3 = sealing ring 4 = pressure gauge connection 5 = return hose line

6 = hyd. line to attachment 7 = return line hose 8 = return line from steering wheel operated pump 9 = union to attachment 10 = return line to tank

Operation To protect the product being handled and also the attachment, a pressure regulator unit with an adjustable pressure limiting valve (1) is (f.i. when using a clamp) installed in the instrument panel shroud, on the LH side.

The pressure regulator unit I for the 3rd function is connected to the quick disconnect couplings on the RH side of the fork carriage, whereas the pressure regulator unit II for the 4th function is connected to the quick disconnect couplings on the LH side of the fork carriage.

The pressure gauge (2) displays the pressure setting.

The pressure regulator unit is connected to the upper connection port of the control valve bank for the function ‘Clamp closing on to the load’.

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Pressure Regulator Unit Pressure limiting valve Typ MV 53 ER - Adjusting range: 0 - 160 bar - Manually adjustable 1 = rotating knob 2 = winged lock nut 3 = shims 4 = housing 5 = spring washer with screw 6 = pressure spring 7 = washer 8 = ball 9 = cushion piston 10 = cushion spring Oil flow is from P --> R. By screwing or unscrewing the knob (1) pressure setting can either be increased or reduced.

The adjusting range and therefore the maximum pressure is limited by shims (3) to a setting of 160 bar.

IMPORTANT! Regarding the maximum pressure to which the attachment can be subjected, follow the instructions of the attachment maker.

(Identification plate on attachment).

Pressure gauge Installed in the shroud of the instrument panel, LH side.

1 graduation = around 25 bar Note: A drop in the pressure display with valve spool in the neutral position is caused by overflow oil at the spool and does not mean that there is a drop in pressure on the attachment. To assure its holding function the attachment is fitted with a cheek valve.

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Technical Data for Maintenance Service Elevating mast Support roller bolt

Torque loading 60 +/- 6 Nm

Line failure safety device

Torque loading 20 +/- 2 Nm

Chain

max. permissible stretch = 3 % to be checked to UVV

Lowering speed

max. permissible = 0.6 m/sec

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Elevating Mast Mast types All mast types are clear-view masts. The section of the mast is an I beam. Fork carriage and mast

Telescopic When the mast is raised, the inner section will extend beyond the height of the load.

When operating in areas of limited headroom, the lift height of the inner section must be taken into account.

(A “free-lift” of 150 mm withoutIncreasing the overall closed height of the mast).

sections are guided by support rollers which also take Lip side loadings.

Full free-lift During the lifting operation, the extending mast section will not exceed the height of the load. When operating in areas of limited headroom, the lift of the inner section need not be taken into account.

Removal of mast 1 .Secure the truck so that all mast removal work can be done.

See “Safety instructions for work on mast” of “Maintenance instructions for the workshop” 2. With mast vertical, secure above with wire rope or chain.

3. Take off forks or attachment.

4. Loosen hoist cylinder hoses.

5. Pull out tilt cylinder pins from fixings on mast.

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Triple full free-lift Has similar features to full free-lift mast, but with an extended lift height for the same overall closed height. When operating in areas with limited headroom, the lift of the inner section need not be taken into account.

6. Screw out mast support fixing bolts.

7. Pull out mast from the front.

Installing the mast This is done in reverse order.

Note: To reduce wear the running tracks on which the rollers roll must be greased more or less frequent ly, depending on operating conditions.

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Telescopic Mast Description of Operation The two external cylinders lie in the profile of the I Beam outer mast.

They are connected hydraulically by one tube.

Both piston rods are connected at the top to the crossmember of the inner mast.

When the cylinders are pressurised both piston rods go out and lift the inner mast.

Travel is limited by cylinder stroke. The lift chains are fixed to the outer mast, run over chain sheaves on the inner mast and are fixed at the other end to the fork carriage. Thus the ratio of inner mast to fork carriage travel is 1 : 2.

A lowering valve built into the pipework provides for a maximum lowering speed of 0.6 m/see.

The r. h. outer cylinder has a line failure safety device.

1 = stop preventing the fork carriage coming out and tipping forward (see page 12)

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Telescopic Mast Oil flow in mast The oil enters at the lowering valve (1) whence it goes to the l.h. and r.h. cylinders.

The line failure safety devices (4) in the outer cylinders prevent the load dropping too quickly if a pipe fractures.

1 = orifice block 2 = lowering valve 3 = union male stud 4 = line failure safety device 5 = union Note: On the telescopic mast with up to 2580 of lowered height only the r.h. cylinder incorporates a line failure safely device, whereas both cylinders right and left incorporate such a device from 2630 mm of overall mast height (lowered).

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Telescopic Mast Chain adjustment The lift chains are tensioned equally by the adjusters (1).

The centre of the central fork carriage rollers must remain 35 mm inside the inner mast section when piston is fully extended (to cylinder stops).

Under no circumstances must tyre wear be compensated for by adjusting the lift chain tension!

When adjusting the chains, make sure that at least 2 mm clearance is maintained between block on carriage and stop on inner mast (see page 12).

Important The chains must be inspected for wear, damage and undue stretch (3 % at the maximum) in compliance with the regulations of UVV (German Society for the Prevention of Accidents).

Telesc. 1.6 tonnes Spacing between rollers e = 298 Telesc. 1.75 tonnes Spacing between rollers e = 348

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Hi-Lo (full free-lift) mast Description of operation The mast has two outer cylinders and one centre cylinder.

The short centre cylinder mounts in the inner mast.

One end of the centre chain is fixed on the inner mast (adjuster), and the other end (end link) to the fork carriage.

This centre cylinder provides the high free lift, extending within the inner mast but not exceeding the overall height of the mast.

The two outer cylinders are tucked into theT-beam section of the outer mast.

The piston rods of these cylinders are firmly secured to the inner mast.

When the cylinders are pressurised the centre cylinder first goes out to its stop because of its greater piston area.

Then the two outer cylinders go out and lift the inner mast.

A lowering valve mounted in the pipework provides a max. lowering speed of 0.6 m/ sec.

1 = stop preventing the fork carriage coming out and tipping forward (see page 12)

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Hi-Lo (full free-lift) mast Oil flow in mast The oil enters at the lowering valve. From there through the two outer cylinders. The oil then flows through pipe connections from these two cylinders into the bottom of the central cylinder.

Because of differential piston areas the central cylinder goes out first and when it reaches full stroke the two outer cylinders go out simultaneously.

-

Lift I only moves the carriage for Free Lift

-

Lift II moves the mast section out

The safety devices built into the outer cylinders prevent the load dropping too quickly if a pipe fractures.

Note: On the Hi-Lo mast with up to 2180 mm of lowered height only the r.h. outercylinder incorporates line failure safety devices, whereas the l.h. outer cylinder also incorporates such devices from 2230 mm of overall mast height (lowered).

1 = line failure safety device LB 3 C 1,0-66 2 = line failure safety device LB 3 C 0,5 - 45 3 = lowering valve SB 25 C-34/170

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Hi-Lo (full free-lift) mast Chain adjustment With lift cylinder fully extended, turn the adjuster (2) until the centre of the central fork carriage roller remains at least 35 mm inside the inner mast section for pneumatic and superelastic tyred models and at least 10 mm for solid rubber tyred models.

Under no circumstances must tyre wear be compensated for by adjusting the lift chain tension.

When adjusting the chains, make sure that at least 2 mm clearance is maintained between block on carriage and stop on inner mast (see page 12).

Important: The chains must be inspected for wear, damage and undue stretch (3 % at the maximum) in compliance with the regulations of UVV (German Society for the Prevention of Accidents).

Telesc. 1.6 tonnes Spacing between rollers e = 303 Telesc. 1.75 tonnes Spacing between rollers e = 353

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Triple mast Description of operation The mast has three cylinders.

The short centre cylinder is in the inner mast. One end of the central chain is fixed to the inner mast behind the chain sheave and the other end to the carriage.

This centre cylinder provides the high free lift, extending within the inner mast but not exceeding the overall height of the mast.

The two outer cylinders are tucked into the I Beam section of the outer mast.

The piston rods of these cylinders are firmly secured to the middle mast.

The chains are arranged on the rear side.

These chains are secured at the top of the outer mast and at the bottom of the inner mast.

When the cylinders are pressurised the centre cylinder first goes out to full stroke because of its greater piston area.

Then the two outer cylinders go out and lift the middle mast. This lifts the inner mast in the ratio of 1 : 2 via the chain connections.

A lowering valve (4) installed in the pipework provides a max. lowering speed of 0.6 m/sec.

1 = stop preventing the fork carriage coming out and tipping forward (see page 12)

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Triple mast Oil flow in mast Oil enters at the lowering valve, whence it is directed to the l.h. and r.h. cylinders.

The oil is fed through the l.h. cylinder (plunger barrel) via the hydraulic pipe of the l.h. cylinder down into the central cylinder.

Because of differential piston areas the centre cylinder goes out first. When this has reached full stroke, the two outer cylinders go out simultaneously.

- Lift I

moves only the fork carriage for free lift

- Lift II

moves the mast section out.

The line failure safety device fitted in the r. h. outer cylinder prevents the load dropping too quickly if a pipe bursts.

1= 2= 3=

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orifice block lowering valve SB 25 C 35/170 line failure safety device LB 3 C 0,5 - 45

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Workshop Manual 2001 - 07

Triple mast Chain adjustment Outer chains: The outer chains are adjusted equally by the adjusters (3) until the three mast sections are flush.

Central chain: The chain is tensioned by the tensioner (2) on the centre cylinder.

On pneumatic and superelastic tyred models the centre of the central fork carriage roller must remain at least 35 mm and on solid rubber tyred models at least 10 mm inside the inner mast section when the piston (Lift I) is fully extended (to cylinder stops).

Under no circumstances must tyre wear be compensated for by adjusting the lift chain tension!

When adjusting the chains, make sure that at least 2 mm clearance is maintained between block on carriage and stop on inner mast (see page 12) Important: Wear, damage and elongation (max. 3 %) are to be checked to UVV. Triple mast 1.6 tonnes Spacing between guide rollers e = 373 up to and incl. 2330 mm of o.l.h.

Spacing between guide rollers e = 473 up to and incl. 3230 mm of o.l.h.

Triple mast 1.75 tonnes Spacing between guide rollers e = 423 up to and incl. 2330 mm of o.l.h.

Spacing between guide rollers e = 523 up to and incl. 3230 mm of o.l.h.

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Chain adjustment Carriage stops When adjusting the chains, care should be taken that, with mast lifted to maximum height, the piston extends to its full stroke always inside the hoist cylinder.

Important!

At least 2 mm clearance should be maintained between block on carriage (4) and stop (5) on inner mast.

1 = fork carriage 2 = inner mast section 3 = support roller 4 = block (on carriage) 5 = stop (on inner mast cross member)

Note: Where masts of big overall lowered height are fitted, the amount of clearance can easily be checked by sticking a small amount of kneading mass on block item 4 then raising the fork carriage to maximum height, and with the aid of a vernier caliper measuring the thickness of the kneading mass.

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Guide rollers Assembly Roller Ø

Dimension ,,A“ over up to

75,2 75,7 76,2

--75,9 76,4

75,9 76,4 76,9

NOTE: Dimension ‘A’ must be measured at the point where the sliding surfaces on which run the guide rollers graduate into the radius.

1 = support roller 2 = shim 3 = countersunk screw Torque loading = 60 Nm ± 6 Secured with Loctite 242 Lateral clearance Carriage assy - inner mast min. 0.3 mm, max. 1.3 mm at the tightmost spot, otherwise 1.8 mm at the max.

Inner mast - (middle mast) - outer mast Upper roller: min. 0.3 mm max. 1.3 mm at the tightmost spot, otherwise 1.8 mm at the max.

Lower roller: min. 0.3 mm max. 1.3 mm at the tightmost spot, otherwise 1.8 mm at the max.

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Fork carriage support rollers Check (see figures on the right) - Raise fork carriage - Place a square piece of wood under the forks - Lower carriage. The fork carriage will tilt backwards, whereas the upper rollers will come to rest against the rear running surface.

Using a feeler gauge measure gap between support roller and running surface.

Max. permissible gap ‘X‘ = 0.5 mm.

Note: Before carrying out this operation check the lateral clearance “Y” of the carnage. (Page 13)

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Hoist cylinder Description The cylinder is a single acting plunger cylinder (plunger piston).

Cylinder tube and base are welded together. The cylinder head is screwed onto the tube and secured with Loctite 242.

The sealing between tube and head is by’O’ring. The sealing between head and piston is by ‘U’ seal. A piston cover screwed into the piston and fixed with Loctite 275 acts as a lift stop.

A line failure safety device (11) screwed into the cylinder base prevents the load dropping too quickly if a pipe fractures.

Dismantling the central cylinder - Raise the fork carriage, place a chock beneath it, lower the fork carriage, unhook the lift chain at the carriage.

- Disconnect the hydraulic connection at the base of the cylinder - Take off the clamp from cylinder - Lift out the hoist cylinder - Grip cylinder body (tube) in a vice - at the base otherwise tube may distort - Screw off cyl. head with ‘C’ spanner B 68-75 DIN 1810. If cyl. head will not move, preheat with a flame.

- Withdraw piston rod from cylinder body - Clamp the piston rod in a bench vice fitted with soft jaws and screw off sheave fork.

The sheave fork is secured with Loctite 242 of which 3 spots are applied around circum ference.

- Pull the cylinder head off the piston rod Note: When replacing the seals do not remove piston cover.

The piston cover is secured with Loctite 275 on the whole surface and screwed into the piston rod with a torque of MA = 500 + 100 Nm

1 = double wiper 2 =’U’ seal 3 = cylinder head 4 = sealing ring A6 x 10 Cu 5 = hex hd bolt M6 x 6 6 = 0-ring 7 = guide bush 8 = piston rod 9 = cylinder tube 10 = piston cover 11 = line failure safety device tightening torque MA = 20 Nm

Central cylinder Hi-Lo/Triple

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Hoist cylinders Dismantling the outer cylinders Raise mast until the pistons of the outer cylinders are extended by approx. 10 cm, and prop securely.

Remove securing ring (or circlip) from upper piston fixing (cross member).

Open the hoist valve by moving the hoist lever forward, allowing the system to become non-pressurized.

On Hi-Lo or triple masts detach upper hydraulic connection.

Open the hoist valve - piston drops down, if necessary assist with a screw driver.

Detach lower hydraulic connection Remove the fixing clamp Lift out the hoist cylinder Clamp the cylinder body in a bench vice fitted with soft jaws; do not clamp too firmly to avoid distortion of tube.

Screw off cylinder head with’C’spanner B 52-55. If cylinder head will not move, preheat with a flame.

Withdraw piston rod or piston tube (depending on model) from cylinder body.

On Hi-Lo mast screw off adapter fitting.

R.h. outer cylinder on triple mast

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Hoist cylinders Dismantling the outer cylinders 1 = double wiper 2 =’U’seal 3 = cylinder head 4 = sealing ring A6 x 10 Cu 5 = hex hd bolt M6 x 6 6 = O-ring 7 = guide bush 8 = piston or tube (depending on model) 9 = cylinder tube 10 = piston cover secured with Loctite 275 on the whole surface Torque loadings Telesc./Triple MA= 150 Nm Piston rod fixing on,Telescopic mast

Hi-Lo MA = 50 Nm 11 = line failure safety device torque loading MA=20 Nm 12 = cross member (inner mast) 13 = stop blocks 14 = circlip 15 = washer 16 = alien screw M12 x 35 secured with Loctite 242

1

Hoist cylinder - Telescopic mast STILL GmbH Stand: 01/2006 ( Ersatz für Stand:

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Hoist cylinders Line failure safety device The illustration shows the position of the hose failure safety device at the lower end of the outside cylinder - it is pulled tight against the stop.

1 = Piston 2 = Piston base 3 = Hose failure safety device Operation: The safety device for hose failure, a safety restrictor, prevents uncontrolled and abrupt dropping of the load in the event of hose or pipe failure.

The hose failure safety device is a plate valve whose valve disc is raised off the valve seat by spring action in the neutral state, thereby maintaining an open through-flow cross section of variable width.

The through-flow resistance and the backpressure action at the valve disc in the through -flow direction B > F (operating or actuating direction) generate a force which during normal operation does not exceed the spring counterforce: the valve remain’s open. If in the event of a burst in the hydraulic feed pipe or hose the through-flow increases due to the driving load, the flow forces will exceed the spring force and the valve will close immediately. The valve plate contains an orifice hole through which oil can flow from B to F irrespective of the magnitude of the load. thereby gradually lowering the load to the ground.

firmly

The figure in the middle shows the position of the line failure safety device in the outer cylinder of the Hi -Lo mast.

tightened against the stop

Valve disc

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Lowering valve Lowering valve The lowering valve provides a constant lowering speed, whatever the load - even if a pipe bursts.

Operation: Sliding orifice (restrictor) in unrestricted flow direction

As the load is lowered, the sliding orifice, due to the medium flowing through it, is moved to the metering position thus forming an annular restrictor inside the control piston, whose resistance against flow in conjunction with the pre-loading of the piston control spring (adjustable) determines the amount of flow.

Note: Max. permissible lowering speed (with rated load): 0.6 m/sec.

Hoisting, direction of flow F --> B Free unrestricted flow with low resistance is made possible by the sliding orifice at this stage retreating from the metering position (orifice effect inoperative in this direction).

Lowering, direction of flow B --> F

Piston -spring

Flow is constant over a wide range as a result of the self adjusting balance between the internal pressure differential and the pre-load position on the piston control spring.

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Control

Sliding orifice in metering position Control edges

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Fork carriage The Fork Carriage - Removal Tilt mast to vertical Remove forks or attachment. Raise the fork carriage to a small degree from the ground, enabling the lift chains to be disconnected. Place a suitable sling around the carriage and secure it to a hoist.

By moving the hoist control valve lever into its fully lower position lower the inner mast completely.

Disconnect the lift chains from the fork carriage by removing the anchor screws.

Remove the socket head cap screw from stop on inner mast.

Adjusting the support rollers: Carriagelinner mast - See Functional Group 20, page 13 Adjusting the carriage stops: Refer to Functional Group 20, page 12 1 = lock washer 2 = allen screw M16x30 3 = left support, Part No. 323950 4 = countersunk head screw 5 = support roller 6 = shim 7 = hex. hd. bolt M6 X 45 8 = lock washer 9 = finger guard 10 = right support, Part No. 323951

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Roller retainer Changing thp support roller shafts The shafts are welded to the roller retainer with a 5 mm circumferential flat-lap weld.

The welding operation is performed using a lime-base electrode.

Material of roller retainer and shaft: St 52 - 3

The above figure shows the position of the upper shaft on the LH roller retainer.

The figure below shows the position of the lower shaft on the LH roller retainer.

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Roller retainer Changing the guide roller shafts Before welding the shafts onto the roller retainer note the position of the notch (see figure below).

Make sure there is a displacement of X = 0.2+0.1 between shaft 1 and shaft 2.

The figures on the right show the RH roller retainer.

The LH roller retainer is illustrated mirror-inverted.

Telescopic / Hi-Lo / Triple

Support roller shaft Part No. 327175

Notch

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Fork carriage Dimension diagram (DIN 15 173)

Detail X

Detail Y

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Detail Z

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Fork arm Design: to DIN 15174/151 75 Material: Heat-treatable steel 1 = positioning lock 2 = pressure spring 3 = fork arm 4 = spring mounted stop or retaining pin 5 = roll pin

Definition, fork arm dimension diagram Example: Definition of a fork arm shape A suitable for the rated load class 2, having a width “b”= 130 mm, a thickness “s” = 45 mm and a length “I” = 1150 mmi: Fork arm complying with DIN 15 174 - A2 - 130x 45 x 1150

Shape A short fork shank

Shape B long fork shank

marking position to DIN 15 175

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Fork arm Fork arm dimension diagram (DIN 15 173)

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Mast pivots

1 = right pivot block 2 = left pivot block 3 = grease fitting AM 10 X 1 4 = shim Part No. 344264 (0,5 thick) 5 = shim Part No. 344266 (1,0 thick) 6 = ball-and-socket joint GE 35 Do 7 = hex. hd. bolt M 22 X 1,5 X 50 8.8 8 = hex. hd. bolt M 16 X 1,5 X 110 8.8 9 = allen srew M 22 X 1,5 X 120 8.8

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Mast pivots Side play

The side play of the mast can be adjusted by adding or removing shims (1): min. 0.2 mm max. 0.7 mm Toque loadings of mast pivot bolts 2 = MA 570 Nm 3 = MA 210 Nm 4 = MA 570 Nm

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Tilt cylinder Dismantling peened over 3 x from both sides

Grip the cylinder body in a vice.

Remove screw union from cylinder head (thread protrudes into the bore).

Knock down cylinder head (9) a bit with a plastic punch.

Press in the lockwasher(l 1) with a probe through the small hole in the cylinder and lever out with a screw driver (see figure).

With a strong pull on the cylinder rod pull the head (9) out of the body.

Grip piston rod in vice (with protective jaws).

Remove eyeboh (13).

Important !

Note the thread depth and retain this when reassembling, otherwise the tilt angle will change.

1 = hex nut MA 130 Nm 2 = piston guide ring 3 = piston seal 4 = piston 5 = sealed with Loctite 242 6 = piston rod 7 = circlip 8 = grooved seal 9 = cylinder head 10 = O-ring 11 = lockwasher 12 = wiper seal 13 = tift cylinder rod 14 = spacer (see Parts catalogue)

Screw driver Spring ring

Punch

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Tilt cylinder Assembling Check all parts for wear and clean as a matter of course. peened over 3 x from both sides

Note: Piston (4) and hex. nut (1) are secured with Loctite 242.

Torque for nut (1) M A = 130 + 10 Nm. Fit piston guide ring (2) and piston seal (3) onto piston (4) and lightly grease.

Insert piston and piston rod into cylinder.

Provide cylinder head (9) with new sealing material and lightly grease.

Insert cylinder head (9) into body.

Note: Cut out in cylinder head must point towards connection hole.

Fit lockwasher (11).

Screw on eyebolt and secure.

Important Ensure thread depth is as marked on dismantling.

Screw in hydraulic connection (sealed with thread sealing tape).

Lenght ‘L’ with

Tilt fwd. rev.

305 mm

3°

9°

311 mm

3°

8°

331 mm

3°

5°

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Tilt cylinder Mast tilt angle When carrying out repairs on the tilt cylinder be careful not to modify the tilt angle as set at the factory, as otherwise stability will be impaired. a = forward tilt ß = backward tilt h4 h3 h h5 h2

= height, mast extended = rated lift = height, mast lowered = free lift on Hi-Lo and Triple = free lift on telescopic (150 mm)

h = overall lowered height on telescopic mast

Tilt angle

* full free lift

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IMPORTANT TESTING HINTS for checking the Drive Impulse Control

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Measuring and testing instruments The following test equipment and tools are required to carry out the tests: Item.

Description

Part No.

Manufacturer

1*

Digital multimeter M 2007

146347

ABB

2*

Digital multimeter HD 110 T

144081

Beckmann

3

Current clamp (600 A)

143920

Beckmann

4

Continuity tester

120644

Testofon

5

Insulation resistance tester Isolavi 8 complete with box and leads

145120

Hartmann & Braun

6

Firing circuitry for thyristors

147803

STILL

7

Extraction tool for multi-contact plugs

120600

AMP

8

Replacement tube

144023

AMP

9

Blade contact connector

524001

AMP

10

Crimp tool

144087

AMP

11

Test prods

143424

12

Alligator clips

143427

13

Instrument leads

143425

14

Adaptor

146453

Gerland

15

Adaptor cable

319806

STILL

16 * The ELAVI 15n meter can likewise be used for all measurements It is assumed that the tester is familiar with the proper use of the test equipment and tools. Please follow manufacturer’s instructions in each case.

Always check the power supply batteries of the measuring instruments before each test and recharge them if necessary

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Measuring and testing instruments Digital multimeter M2007 Part No. 146 347

Digital multimeter HD 110 T Part No. 144 081

Current clamp Part No. 143 920

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Measuring and testing instruments Testofon, Continuity Tester Part No. 120 644

Insulation tester Part No. 145 120

Adaptor cable Part No. 319 806

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Measuring and testing instruments Firing circuit Part No. 147803

Extraction tool Part No. 120 600 Replacement tube Part No. 120 601

Crimp tool Part No. 144 087

Test prods, pair Part No. 143 421

BLACK RED

Alligator clips, pair Part No. 143 427

BLACK RED

Instrument leads Part No. 143 425

BLACK RED

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Measuring and testing instruments Adaptor Part No. 146 453

Blade contact connector Part No. 524 001

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Preparation for testing Safty chock up truck

Both drive wheels must be turned easily

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Preparation for testing

ON

OFF Keyswitch to OFF

Powerfully apply parking brake

Disconnect the battery plug

Direction switch in NEUTRAL

Check state battery charge.

Battery must be filled and sufficiently charged Consult the operating Instructions for the driver

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Preparation for testing To remove p.c.b. : Remove side panel from truck frame Remove cover from contactor panel Loosen capsrews which secure protective hood to printed circuit boards Take off hood Withdraw p.c.b. 1A1 and 2A1 with caution.

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Preparation for testing Regarding all test operations this applies:

Rules which must be observed in connection with the test procedure carried out with the thyristor firing circuitry

Disconnect the battery before performing the following work:

In the following diagnostic instructions the operational sequence is shown on the left page in the form of a flow chart and the corresponding figurative representation of the test procedure on the right page.

- Checking wire connections - Removal and installation of component parts - Removal and fitting of bridges - Replacement of fuses

The sequence of the specific operations is represented by figures in a , the operations displayed on both left and right pages being identical.

The correlated figure numbers appear in a left and right pages.

It is only after termination of the relevant operation that the battery plug can be reconnected.

on both

The abbreviations stated in brackets are to be interpreted as follows: Bu = socket half St = pin half

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Testing function of Drive Impulse Control Test conditions : 1.) Safely jack up the truck with both drive wheels raised clear of the ground 2.) Check battery voltage under load 3.) Disconnect battery plug 4.) Remove side panel from truck frame 5.) Remove cover from contactor panel 6.) Place the steer wheels in the straight ahead position 7) Turn the keyswitch „Off 8.) Release parking brake 9.) Remove printed circuit boards 10.) Plug in adaptor (146 453) or blade contact connector (524 001) !

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Testing function of Drive Impulse Control Testing circuit components of the drive impulse control: (without printed circuit boards) Measurement of resistance using the digital multimeter: (Meter range: 2 kilohms / 20 kilohms) Component to be tested

Test point 1 Red (positiv)

Test point 2 Black (negativ)

Values measured

Fuse F1

Pin X2+ of Battery plug

Multipoint Conn.term. B26

0 kOhm

Fuse F2 switch S1

Pin X2+ of Battery plug

Multipoint Conn.term. D4

0 kOhm

Contactor coil 1K11

Pin X2+ of Battery plug

Multipoint Conn.term. B18

0.070 - 0.080 kOhm (0.017 - 0.023 kOhm)

Contactor coil 1K12

Pin X2+ of Battery plug

Multipoint Conn.term. B30

0.070 - 0.080 kOhm (0.017 - 0.023 kOhm)

Contactor coil 1K21

Pin X2+ of Battery plug

Multipoint Conn.term. B16

0.070 - 0.080 kOhm (0.017 - 0.023 kOhm)

Contactor coil 1K22

Pin X2+ of Battery plug

Multipoint Conn.term. B32

0.070 - 0.080 kOhm (0.017 - 0.023 kOhm)

Choke 1L3, Fuses 1F1, 1F2 Motor field 1M1

Pin X2+ of Battery plug

Multipoint Conn.term. B20

0 kOhm

Choke 1L3, Fuses 1F1, 1F2 Motor field 1M2

Pin X2+ of Battery plug

Multipoint Conn.term. B24

0 kOhm

Negative leads

Pin X2- of Battery plug

Multipoint Conn.term. B4

0 kOhm

Negative lead of firing transmitter

Pin X2- of Battery plug

Multipoint Conn.term. D28

0 kOhm

Lead

Multipoint Conn.term. B22

Multipoint Conn.term. B28

0 kOhm

Parking brake 1S3 (on/off)

Multipoint Conn.term. B12

Multipoint Conn.term. Z12

0 kOhm /

Accelerator transmitter 1B1

Multipoint Conn.term. Z24

Multipoint Conn.term. Z6

4.0 - 4.3 kOhm

Accelerator transmitter 1B1 (operated/un-operated)

Multipoint Conn.term. Z6

Multipoint Conn.term. D20

4.0 - 4.3 / 5.6 - 5.9 kOhm

Current sensor 1U1

Multipoint Conn.term. Z8

Multipoint Conn.term. Z26

1 kOhm

Seat switch 7S1 (operated/un-operated)

Multipoint Conn.term. Z14

Multipoint Conn.term. D10

0 kOhm /

Direction switch 1S1 Fwd (un-operated/ operated)

Multipoint Conn.term. Z18

Multipoint Conn.term. D12

kOhm / 0 kOhm

Direction switch 1 S2 Rev. (un-operated operated)

Multipoint Conn.term. Z18

Multipoint Conn.term. D14

kOhm / 0 kOhm

Steer angle switch 1S6 (un-operated /operated)

Multipoint Conn.term. Z10

Multipoint Conn.term. D8

kOhm / 0 kOhm

Steer angle switch 1S7 (un-operated /operated)

Multipoint Conn.term. Z22

Multipoint Conn.term. D6

kOhm / 0 kOhm

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kOhm

kOhm

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Testing the main current section - drive impulse control: 1

Keyswitch to “OFF”.

Connect A2 of contactor 1K21 to neg.

Discharge capacitor 1C1.

Using voltmeter check voltage across capacitor 1C1.

Connect battery plug.

Turn keyswitch S1 to “ON”.

Does contactor 1K21 pull in?

no Repair contactor

yes

1

yes

Does the RH drive motor turn?

Check over main SCR 1V11; replace if necessary

no

2

Turn ON “turn-off” SCR 1V2 +--> X24 - 6

no

Disconnect capacitor and check for continuity using Testofon buzzer

Does capacitor 1C1 get charged to attain battery voltage?

yes no Is capacitor O:K:?

yes

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Replace capacitor

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OFF

ON

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Testing the main current section - drive impulse control:

2

1

Check wire connection D32 - gate “tum-off” SCR 1V2

1

no Cure fault in wire connection

Is wire connection

OK?

yes

1

2 Turn on main SCR 1V1 + --> X24-7

2

Replace thyodul

no Droes the RH drive motor turn?

3

Disconnect battery plug Turn keyswitch S1 to “OFF” Check wire connection: D30: -- X27 -1 Using Testofon check continuity

yes Is wire connection OK?

no Cure fault

yes 4

Place jumper across anode 1V1 and cathode 1V1

5

Re-establish connection between cathode 1V1 and A2 of 1K21 Re-connect battery plug.

Turn keyswitch to “ON”.

Does the RH drive motor turn?

yes

Replace main SCR 1V1, remove jumpers

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no

Inspect drive motor and leads; repair if necessary.

Remove jumpers

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OFF

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Testing the main current section - drive impulse control:

2

3

1

Turn on commutating SCR 1V3 1 + -->-X24 -8

2

Does the charge on capacitor 1C1 reverse to attain nearly -37 V (-16 V)?

no

3 Apply a firing pulse directly to gate G1 of commutating SCR 1V3

yes no Does the charge on the capacitor reverse?

5

yes

4

Check wire connection: D28 -- Z4; repair if necessary

Switch Off -thyristor 1V3 on + -->X24-7

no Does the drive motor stop (does the wheel coast down)?

Repeat test

yes Main current section is O.K.?!

6 Remove auxiliary lead from A2 contactor coil 1 K21 and connect it to A2 contactor coil 1K11

no Does contactor 1K11 pull in?

Repair contactor

yes

7

Switch main SCR 1V1 on +---> X24-7

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Replace thyodule

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Testing the main current section - drive impulse control:

4 no

Does the LH drive motor rotate?

Check contactor

yes yes Is the contactor 0. K.?

1

no

Disconnect auxiliary lead at A2 contactor coil 1K11 and connect to A2 contactor coil 1K22

Replace contactor

no

Does contactor 1K22 pull in ?

Replace contactor

yes 2 Switch main SCR 1V1 on +-->X24-7

no Does the RH drive motor rotate?

Check contactor

yes 3 Disconnect auxiliary lead at A2 contactor coil 1K22 and connect to A2 contactor coil 1K12

4

no Does contactor 1K12 pull in?

Repair contactor

yes

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Check LH drive motor and wire connections

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Testing the main current section - drive impulse control:

5 Switch main SCR 1V1 on +--> X24-7

Does the LH drive motor rotate?

no Check contactor

yes Remove auxiliary leads.

Turn keyswitch S1 to “OFF Disconnect battery plug

1 Plug in p.c.b. 1A1

2

Re-connect battery plug.

Turn keyswitch S1 to ON. Place directon switch in either fwd. or rev.

Actuate seat switch 7S1 operate accelerator pedal transmitter 1B1 to a small degree.

Do the motors rotate slowly?

no Check accelerator pedal transmitter 1B 1

1

yes

Measure voltage at accelerator pedal transmitter between 1 (St) and 3 (St).

(Should read around 10 V)

no Is the voltage present?

yes no

6

7

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Replace p.c.b. 1 A1

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Testing the main current section - drive impulse control:

6

7

8

yes no

1 Check voltage between 1 and 2 at accelerator pedal transmitter, un-operated: approx. 5 V operated: approx. 10 V

Do voltmeter readings correspond to the speciffied values?

no Adjust accelerator pedal transmitter; renew as necessary

yes 2

Check over current sensor 1U1.

Measure voltage between X24-10 and X24-12 (Should read approx. 5V)

no

Is the voltage present?

Replace p.c.b. 1 A1

yes 3

Measure voltage betwee X24-10 and X24-11 (should read approx. 5V)

no

Is the voltage present?

Replace the assembly consisting of p.c.b. 1A6 and current sensor 1U1

yes 4

Check wire connection from X24-11 to D18

no Is wire connection OK?

yes yes

9

no Replace p.c.b. 1 A1

10

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Cure fault

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Testing the main current section - drive impulse control:

9

10

ja

Further depress accel. pedal transmitter 1B1

no

Do both motors accelesmoothly and evenly?

yes With accelerator pedal depressed fully, change direction of travel several times in succession Do no both motors brake each time and accelerate in the opposite direction evenly?

1

2

Check power diodes 1V4, 1V5 and 1V6

yes no Are the diodes OK?

1

Check Fail-safe circuit Monitor Unit (described under F.G.08); pull out plug G2 from thyodule, operate accelerator pedal transmitter 1B1.

Does the contactor drop out immediately it pulls in?

Replace defective diode (s)

yes

Replace p.c.b. 1 A1

no Replace p.c.b. 1 A1

yes

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Testing the main current section - drive impulse control:

11 1

3

Cheek current limit: Ammeter reading with parking brake released: 1-max. = approx. 480 A (approx. 630 A) Ammeter reading with parking brake applied: 1-max. = approx. 200 A (approx. 200 A)

Do the ammeter readings correspond to the values specified?

no Replace p.c.b. 1A1

yes

End of fault diagnosis Preparation for test drive

Preparation for test drive - Refit all parts that were removed - Remove from truck: - Tools - Junction leads / cables / test leads - Measuring tools - Any loose items such as screws, washers etc.

- Check all connectors and once more all leads and parts (that were disconnected) for tightness!

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Testing the main current section - drive impulse control: Test drive Measuring traction motor current and plug braking current, using amp tong testers (Beckman) and digital universal meter or Elavi 15n.

Measuring traction current Clamp amp tong testers across motor lead - see fig.

(1) - and connect leads of tong testers (or current clamp) to meter beside drivers seat.

Setting meter to measuring range: Digital meter: 2 volt range Reading = current in amps Elavi 15n: 1 volt range Take reading of upper scale Reading x 100 = current in amps.

Make tong testers and meter ready for operation..

Sit on drivers seat and make truck ready for operation (make surethatthere is enough space).

With your left foot depress brake pedal powerfully, then progressively depress accelerator pedal to maximum speed in order to permit the control system to emit maximum power within the pulse control range, at the same time taking reading.

(See “Adjustments on the p.c.b.”).(2) The reading will be correct only provided the motor is stalled during the measuring operation. (If necessary, apply parking brake, at the same time disconnecting control lead at parking brake switch, which must remain disconnected throughout the measuring operation).

Measuring plug braking current Accelerate truck by depressing accelerator pedal to maximum, select opposite direction, keeping accelerator pedal fully depressed. Take reading of peak value just before truck reverses its direction. (The reading must be taken before the display goes back to zero).

Reconnect control lead to parking brake switch.

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Testing function of Pump Impulse Control Testing circuit components of the pump impulse control: (without printed circuit boards) Measurement of resistance using the digital multimeter: (Meter range: 2 kilohms / 20 kilohms) Component to be tested

Test point 1 Red (positiv)

Test point 2 Black (negativ)

Values measured

Fuse F3

Pin X2+ of Battery plug

Multipoint Conn.term. D2

0 kOhm

Fuse 2F1

Pin X2+ of Battery plug

Anode 2V1

approx. 0.001 kOhm

Negative lead

Pin X2- of Battery plug

Multipoint Conn.term. Z2

Firing transmitter

Pin X2- of Battery plug

Multipoint Conn.term. D28

approx. 0.001 kOhm

Current sensor

Multipoint Conn.term. Z30

Multipoint Conn.term. Z12

approx. 1 kOhm

Potentiometer hoisting 2R2 Potentiometer hoisting 2R2 (un-operated/ operated)

Multipoint Conn.term. Z26 Multipoint Conn.term. Z16

Multipoint Conn.term. Z16 Multipoint Conn.term. D20

approx. 4,7 kOhm

Microswitch, tilting 2S2 (un-operated/ operated)

Multipoint Conn.term. D8

Multipoint Conn.term. Z18

kOhm / 0 kOhm

Microswitch, aux. hyd. function

Multipoint Conn.term. D10

Multipoint Conn.term. Z20

kOhm / 0 kOhm

Multipoint Conn.term. D12

Multipoint Conn.term. Z22

kOhm / 0 kOhm

Multipoint Conn.term. D14

Multipoint Conn.term. Z6

kOhm / 0 kOhm

2S5 (un-operated/ operated)

Oil pressure switch 6S3 (un-operated/ operated)

Multipoint Conn.term. D6

Multipoint Conn.term. Z10

2U1

2S3 (un-operated/ operated)

Microswitch, aux. hyd. function 2S4 (un-operated/ operated)

Microswitch, aux. hyd. function

0 kOhm

approx. 2 kOhm / approx. 5.6 kOhm

0 kOhm /

kOhm

Continuity checks using Testofon buzzer: Component to be tested

Test point 1 Red (positiv)

Test point 2 Black (negativ)

Values measured

Speed sensor 6B9

Multipoint Conn.term. D22

Multipoint Conn.term. Z28

partial continuity only

Speed sensor 6B9

Multipoint Conn.term. D22

Multipoint Conn.term. Z14

partial continuity only

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Pump impuls controller Discharge capacitor 2C1.

Connect meter: - Test lead + (red) to anode 2V1 - Test lead - (black) to anode 2V2 Connect battery plug

1

Does the pump motor rotate immediately?

yes Check main thyristor SCR 2V1; replace if necessary

no

2

(2) Fire “turn-off” SCR2V2 +--> x 25 -6

no Does capacitor 2C1 get charged up to attain actual battery voltage ?

Disconnect capacitor 2C1 and check for continuity using Testofon

yes no Is capacitor 2C1 OK?

Replace capacitor 2C1

yes 3 4

Check wire connection

Fire main SCR 2V1

X 25-6 --- Gate 2V2

+ --> X25 - 7

no Is the wire connection OK?

Cure fault

yes Replace thyodule

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Pump impuls controller

1 1 yes

Does the pump motor turn?

yes Has fuse 2F1 blown?

no

2

Check motor & wiring or diode 2V4 for short circuit; repair if necessary

no

1

Hauptthyristor 2V1 zünden +-->-X29-11

2 Does the pump motor turn?

yes

Check wire connection from X25-7 to X29- 1. Cure fault if necessary.

no

3 Fire commutaion thyristor SCR 2V3

Replace main thyristor

+ --> X25 - 8

4 no

Does the charge on capacitor 2C1 reverse?

Fire commutation SCR 2V3 directly at gate G1

yes Does the charge on capacitor 2C1 reverse

5

yes

fire ‘turn-off’SCR 2V2,

Cure wire connections

+--> x 25 -6

Doe sthe pump motor stop operating?

no Repeat test

yes

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no Replace thyodule

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Pump impuls controller

2 Main current section is O.K

1 Disconnect battery plug Plug in p.c.b. 2A1 Re-connect battery plug

yes

Does the pump motor turn instantly ?

Replace p.c.b. 2A1

no

2

Gradually operate “hoist” potentiometer

Is controlled pump motor speed achieved?

no Replace p.c.b. 2A1

yes

3

Operate “tilt” and “attachment” control levers in turn

Does pump motor um run at const speed?

no

4 Make an adjustment

yes no

yes

Can constant speed settting be ach!ieved? .

Turn the steering wheel slightly

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Replace p.c.b. 2A1

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Pump impuls controller

3 Does the no pump motor run at slow speed (speed specified for steering)?

Replace p.c.b. 2A1

yes 1 Remove plug X10

Does the pump motor run when the steering wheel is turned?

no Replace p.c.b. 2A1 Refit plug X10

yes 2 Refit plug X10

3 Measure current limit Should be: I-max.: 370 A (420 A) with pressure relief valve pre-set to specifications

4

Is the reading correct? (max. current value)

no

Check pump current sensor 2U1 Measure voltage between X25-11 X25-12.

Un-operated: approx. 5 V Tilt control value lever moved up to its limit travel (prespure build-up): approx. 4V1

yes

Are the readings correct?

yes

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)

27

no Replace p.c.b. 2A6 and pump current sensor 2U1 assembly

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Pump impuls controller Adjustments on p.c.b. 2A1 Auxilary hydraulic functions

In the event of a replacement of the printed circuit board 2A1 it will be neccessary to accordingly read just the potentiometers for tilting speed and additional hydraulic functions to suit the requirements. For potentiometers controlling the corresponding hydraulic function refer to Fig. (1). The potentiometers are adjusted by means of a small screwdriver. Turning the adjusting screw in a clockwise direction increases motor speed, turning it anti-clockwise reduces the speed setting.

With the keyswitch turned ON, hydraulic pump motorspeed (pre-set for each function) is controlled by operation of the appropriate control valve lever.If the potentiometer is adjusted to the lowest value, the hydraulic motor will nevertheless operate at least at its lowest (basic) speed.

Tilting

Hoisting

Protective devices To ensure irreproachable operation, the printed circuit board is in addition fitted with the following protective features: - Protection against rpm being too low - Protection against rpm being too high - Current limitation with compensation - Protection against low voltage - Oil pressure switch (steering) with emergency running Test values: Current limit, hoisting Basic motor speed

370 +/- 25 A * (420 +/- 25 A)* 450 +/- 120 rpm

Motor speed, hoisting laden, jack fully extended Motor speed, hoisting unladen Motor speed, steering

faster

3600 +/- 150 rpm 500 =/- 40 rpm (700 +/- 50 rpm)

NOTE: The lower the motor speed, the higher the SAVINGS IN BATTERY POWER!

slower

* set at the factory

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