STILL STED Forklift MX-X 2332 (48 V) MX-X 2334 (80 V) Order Picking Truck Workshop Manual

MX-X 2332 (48 V) MX-X 2334 (80 V)

MX-X 52318042200 - 12/2019 EN -

First edition

Chapter 49 "Brake system" revised.

Chapter 50 "Operating panel" revised.

Chapter 56 "Operating console" and "display" added.

Chapter 69 "Lithium-ion battery" added.

Chapter 70 "Oil tank" revised.

Chapter 81 "Lift mast" and "auxiliary lift mast" revised.

Chapter 86 "Turret head" revised.

Chapter 90 "ZAG RFID" revised.

Chapter 02 "Teach-in" revised.

Chapter 42 "Steering" revised.

Chapter 49 "Brake system" revised.

Chapter 50 "Operating panel" revised.

Chapter 50 "Emergency lowering" added.

Chapter 60 "Overhead guard switch" revised.

Chapter 60 "Load detection" revised.

Chapter 60 "Distance sensor for swivelling" revised.

Chapter 81 "Lift mast" revised.

Chapter 86 "Turret head" revised.

Chapter 90 "Acoustic and optical emergency signal" added.

Chapter 90 "Sling" added.

Chapter 02 "WinFlash" added.

Chapter 20 "Mechanical drive axle" revised.

Chapter 46 "Wheels" revised.

Chapter 56 "Operating console" revised.

Chapter 60 "Load detection" revised.

Chapter 80 "Mast bracing", "Lift mast bearings", "Load chains" added.

Chapter 81 "Lift mast" revised.

Chapter 86 "Turret head" revised.

Chapter 90 "Fork cycle" added.

52318042200 - 12/2019 EN -

I

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-4 -4 -6 -7

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Industrial truck performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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-12

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Fan management

52318042200 - 12/2019 EN -

III

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-1 -1

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-4 -5

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-1

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-1

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-4 -4 -6 -6

General

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IV

52318042200 - 12/2019 EN -

-10 -10 -12 -13 -15 -15 -16 -17 -20 -20 -21 -22

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-6

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-7

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-10

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-10

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-11

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-11

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-13

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-13

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-13 -14 -14

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-15

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-15

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-17 -17

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-18

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-18

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-1

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-1

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-3

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-5

General General

52318042200 - 12/2019 EN -

V

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-1

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-1

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-3

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-8

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-9

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-12

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-12

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-14

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-17

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-24

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-24

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-27

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-27

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-32

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-33 -33 -33 -35

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-42 -42 -43

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-45

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-45

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-1

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-1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Emergency lowering function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-1 -5 -11

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VI

-38 -38 -39 -40

52318042200 - 12/2019 EN -

General

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-1

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-1 -1

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing the vertical adjustment gas spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing horizontal adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing the folding mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing the piston rod head gas spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-5 -5 -6 -7 -10 -12 -13

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-14 -14 -16 -16

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

-20

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

-20

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

-1

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

-1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-1 -2 -2

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

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

-4

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-4 -6 -6

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

-10

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-10 -11 -11

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

-13 -13 -13 -14

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-15 -15

General

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

General

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

-16 -16

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-17 -17

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

52318042200 - 12/2019 EN -

VII

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

-18

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

-18

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-21 -21 -22

Repairing

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

-24

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

-1

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

-1

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

-3

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

-4

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

-5

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

-5

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

-7

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

-7 -7 -10 -12

General

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-17 -17

General

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

General

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

-21 -21

Testing

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

-22

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

-1

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

-1

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

-1

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-1 -1 -3 -4

Maintenance

-7

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

VIII

-14 -14 -16

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

52318042200 - 12/2019 EN -

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

High-pressure filter

-7

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

-7

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-9 -9 -10

Maintenance

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

-11

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

-1

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

-1

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

-2

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

-3

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-6 -6 -7

Repairing

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

-8

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-13 -13 -15

Repairing

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

-18

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-21 -21 -23

Repairing

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

-24

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-25 -25 -27

Repairing

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

-28

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

-1

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

-1

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

-2

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

-3

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

-5

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

General

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

-5 -5

Repairing

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

-6

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-7 -7 -9

Repairing

-10

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

52318042200 - 12/2019 EN -

IX

X

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

-14

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-14 -16 -17

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

-21

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-21 -23 -24

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

-26

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

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing and adjusting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Repairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-26 -26 -31 -33

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

-1

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

Test steps for load chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Adjusting the load chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Replacing load chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-1 -1 -6 -10

Maintenance

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

-14

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

-16

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

-16

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

-17

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

-17

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

-1

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

-1

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

-2

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Line break safety valve, type 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Line break safety valve, type 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-2 -3 -3

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

-4

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

-4

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

-7

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

-10

52318042200 - 12/2019 EN -

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

-12

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-12

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-14

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-17

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-19

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-19

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-19

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-20

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-1

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-1

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General

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-3 -3

Repair

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-4

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General

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-6 -6

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-7 -7

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-1

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-1 -1

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Overreach

General

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-2

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Activating the "ZAG RFID" option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ZAG RFID functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Displacement transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RFID reader/writer (LSG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

-2 -3 -6 -9 -12 -16 -21

Commissioning

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-26

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-29 -29

Acoustic and optical emergency signal

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-30 -30

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-34

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-34

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-35

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General

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XI

Explanations of the terms used in this manual:

The procedures indicated should be complied with in full in order to avoid this danger.

There is a hazard that could cause major damage to property or to the health of the operator.

The procedures indicated should be complied with in full in order to avoid this danger.

There is a risk of damage to property.

The procedures indicated should be complied with in full in order to avoid this danger.

Special attention is drawn to procedures and technical requirements that must particularly be observed.

The following consumables are used in this truck: Gearbox oil Hydraulic oil Battery acid Comprehensive safety regulations apply when handling these materials. The most important points are:

If pressurised hydraulic fluid escapes, e.g. from a damaged line or as a result of leakages from a component, it can easily penetrate the skin. This can cause poisoning of the surrounding tissue which can lead to the loss of the affected body part or even cause death. Even if such injuries are not especially painful or considered to be serious, please consult a doctor at once. The cause of injury must be described in detail and treatment must be started immediately.

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Oils are water pollutants, so please therefore always collect and transport oils in suitable containers.

Do not spill oils. Collect any spilled oil with suitable materials.

Dispose of any waste containing oil in accordance with regulations.

Dispose of oils in accordance with regulations.

Personal protection Avoid contact with the skin and take particular care to prevent escaping pressurised oil (hose breakage, leakages) from coming into contact with your skin.

Do not inhale oil mist.

If contact with oils cannot be avoided, wear personal protective equipment such as protective gloves, industrial goggles etc.

– An explosive gas mixture can form when charging batteries. This can remain in the atmosphere for a lengthy period of time even after the charging process has finished. Therefore, ventilate the charging areas thoroughly.

– Smoking, fire and open flames are forbidden in an area of 2 m around the charged batteries.

– Observe the safety regulations for handling the battery.

When handling or charging batteries in potentially explosive areas, spark formation or overheating can lead to explosions in the surrounding atmosphere.

No work may be performed on the truck in potentially explosive areas.

– Do not charge batteries in potentially explosive areas.

Battery acid is poisonous so do not inhale the vapours.

Battery acid is corrosive so take care to avoid skin contact at all costs.

Rinse off spilled or splashed battery acid immediately with plenty of clean water.

When handling battery acid, wear personal protective equipment such as protective

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gloves and a protection suit as well as face protection.

If contact with acid is made despite this, rinse immediately with plenty of clean water and consult a doctor.

Observe the additional operating instructions of the battery manufacturer and the battery charger manufacturer.

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Speed optimisation is a software function provided by the truck control unit (FZS). This function reduces the driving speed of the industrial truck based on the lift height and the load that is being carried.

In addition to the actual driving speed, the acceleration and deceleration of the industrial truck is also adjusted. For the side shift, swivelling and auxiliary lift functions, the end position damping is initiated earlier as the lift height increases and the function is started more gently.

Because each industrial truck can have different dimensions, individual characteristics must be calculated for each industrial truck. This is done using the software for the truck configuration.

The resulting corners P1-P6 are important for the stability of the industrial truck. The corners are stored in the FZS. The following factors are important for the calculation: Battery type Maximum load capacity Dimensions of the turret head Maximum shifting depth Maximum lift height of the main lift Maximum lift height of the auxiliary lift Overall height of the industrial truck Width of the load wheel axle Mechanical rail guidance or inductive guidance Version of the drive unit The different variants of the speed optimisation depend on the truck sensor system and the options that have been activated in the FZS. Speed optimisation is available in the following variants.

A weight-independent reduction of v max is carried out dependent on the lift height. Q max is always assumed as the load.

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This version includes the functions of the basic version.

A light push button (1) also indicates whether or not the fork is carrying a load. Without a load, the side shift, swivelling, auxiliary lift and synchronous swivel-shift movement functions increase automatically by an adjustable factor.

This version includes the functions of the load detection.

A weight sensor in the auxiliary lift (1) also performs continuous weight measurement. This allows the characteristic curves for speed optimisation to be adjusted in relation to the weight.

This version includes the "intelligent load capacity diagram weight measurement".

The corners of the "with load" and "without load" characteristic curves, which were loaded to the FZS during commissioning on a truck-specific basis, can be changed with four parameters.

This means that even the gradient, and not just the start and end of the reduction, can be changed.

The speed profile can only ever be changed in the safe range. Based on the original values, the speed can only be reduced.

This version includes the functions of the load detection and the weight sensor.

There is also vibration damping during side shifting. This function reduces the vibration behaviour of the industrial truck during side shifting.

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The speed of v = 2.5 km/h is the lowest speed for a normal industrial truck. If the cab of the industrial truck is raised higher, the driving speed remains at v = 2.5 km/h. Industrial trucks with customized options (CO) may deviate from this speed.

The maximum permissible driving speed of the industrial truck without a load within the aisle is described by the two points P5.1 and P6.1.

Point specifies up to which lift height (main lift and auxiliary lift) the industrial truck is permitted to drive at the maximum driving speed, e.g. v = 12 km/h.



Point specifies at which lift height the industrial truck reaches the target speed of v = 2.5 km/h.

The maximum permissible driving speed of the industrial truck with a load within the aisle is described by the two points P5.2 and P6.2.

Point specifies up to which lift height (main lift and auxiliary lift) the industrial truck is permitted to drive at the maximum driving speed, e.g. v = 12 km/h.



Point specifies at which lift height the industrial truck reaches the target speed of v = 2.5 km/h.

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The graphic for the maximum driving speed within the aisle is made up as follows:



The calculated values for an industrial truck are the values that guarantee the theoretical stability of the industrial truck.

In the above example, the industrial truck still drives at maximum speed v = 12 km/h with a maximum load in the aisle at a lift height of 2 m.

Without a load, the same industrial truck is permitted to travel at maximum speed up to a lift height of 6 m.

The overall permitted speed range of an industrial truck is defined by the truck-specific parameters without a load (P5.1 and P6.1) and under maximum load (P5.2 and P6.2).

The driving speed with any load is determined by shifting the line between P5.1 and P6.1 to the left according to the load. On an industrial truck with permanent weight measurement, this is done automatically by the truck control unit (FZS).

The parameters for speed optimisation, and therefore the speed characteristic curve of the industrial truck, can be changed.

This is done by moving the corners of the speed characteristic curve, P5.1, P5.2, P6.1 and P6.2.

The values entered under "Adjustment of profiles" (1) reduce the values in the truck configuration (2). The result is the actual height for the respective P5/P6 corner.

Battery voltage Gearbox Pump motor

48 V 3.2t "Kordel" 13 kW

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80 V 5 t "Kordel" 20 kW

80 V 5 t "Kordel" 24 kW

-7

6.5 kW

7 kW

7 kW with reinforced brake

Vmax for lifting Vmax for lowering

40 cm/s 45 cm/s

47 cm/s 45 cm/s

60 cm/s 45 cm/s

Vmax outside the aisle

9 km/h

9 km/h

9 km/h

Without a load wheel brake With a load wheel brake

9 km/h 10 km/h

10.5 km/h 11.5 km/h

12 km/h 14 km/h

7 km/h

7 km/h

7 km/h

8 km/h

8 km/h

8 km/h

9 km/h

10 km/h

10 km/h

10 km/h

10 km/h

10 km/h

Traction motor with an external fan

In the load direction without a load wheel brake In the drive direction without a load wheel brake In the load direction with a load wheel brake In the drive direction with a load wheel brake Safety distance >140 mm Safety distance >160 mm

The speeds are maximum values. These values can also be lower depending on the configuration of the industrial truck. The individual values for each industrial truck are securely saved in the truck control unit. These values can be reduced via parameters.

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The temperature of the traction motor and the temperature of the traction controller are reported to the truck control unit (FZS) via the traction controller (FS) itself. The temperature of the hydraulic motor and the temperature of the pump controller itself are reported to the FZS via the pump controller (PS) itself.

Depending on the configuration level of the industrial truck, there are up to four fans in the control compartment. These fans are split into two groups. One group contains the "motor fans" (1) and one group contains the "converter fans" (2). These two groups are each wired to an FZS output.

If a temperature > 50°C is measured at one of the two motors, the "motor fans" are activated at 50%. If a temperature > 40°C is measured at one of the two converters, the "converter fans" are activated at 50%.

If the driving speed is >2 km/h or the pump speed is >400 rpm, the fans are activated at 100%. The prerequisite for this is that the temperature is above the thresholds specified.

When the pump speed or the driving speed drops below the thresholds, the 100% activation remains active for a further 10 s. This prevents the speed of the fan changing frequently e.g. for the fork cycle function.

If the temperature of at least one of the two motors exceeds 60°C, the "motor fans" output is also set to 100% activation. The threshold of the "converter fans" output for 100% activation is > 50°C for at least one of the two converters. At these elevated temperatures, the 100% activation of the fans continues irrespective of the movement of the truck. When a temperature of 45°C is reached on both motors or when the temperature falls below this value on both motors, the motor fans are switched off. For the converters, the corresponding threshold is 35°C.

The function of the fans can be checked using the diagnostic software, in the area "Fan test".

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Using the WinFlash software, the following tasks can be performed: Downloading software to the controllers of the industrial truck Downloading vehicle configuration files Downloading and backing up RFID data files Downloading configurations for the aisle safety assistant (GSA) Downloading warehouse configurations for navigation (NAV)

Each industrial truck has at least one diagnostic interface on the chassis. Depending on the model and year of manufacture, there may be a second diagnostic interface in the driver's cab. The connection is established via one of the two diagnostic cables. The cables are distinguished by the number of contacts.

With four contacts (1) With seven contacts (2)

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A converter is required between the CAN bus and USB interface (PEAK-Dongle) to enable communication with the industrial truck. This converter can be used with both diagnostic cables.



The software interface essentially consists of two sections. The left-hand section (1) displays all information and the progress of the data transfers. The right-hand section (2) is for selecting the industrial truck, controller and software version. Appropriate information and notes about the selection are displayed in field (3).

All available industrial trucks are listed in field (1). The selection in this field changes the selection in the fields that follow.

The controller is selected in field (2). This field displays all of the possible controllers for the selected industrial truck and to which controllers software can be applied.

Based on the previous selection, the program type (3) can now be selected. The program type defines the memory location to which the file is downloaded.

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All program files that are currently available for the options already selected are listed in field (4).

If a specific program file is required, this file must first be stored in the appropriate folder.

This is the only way to ensure that the file is displayed in this field.

C:\steds\apps\WFlash\ \ \...

\

For configuration files and the RFID data files, the memory location of the file must be manually selected via button (1).



All files with the ".vlf" file extension are for industrial trucks with truck control unit 4 5. Switching the files can cause malfunctions or defects.

Only ".vlf" files for the respective industrial truck may be loaded into the controller.

Truck configuration file

Based on the serial number for the configuration appropriate for the industrial truck. _xx.vlf *.vlf

RFID data file Configuration for the aisle safety *.gsa.vlf assistant Configuration for the VNA navi*.nav.vlf gation

Based on the serial number for the configuration appropriate for the industrial truck. _xx.vlf *.rfid5.vlf *.gsa5.vlf *.nav5.vlf

Used to test the connection to the controller that has been selected.

– Press button (2).

There are two different procedures, depending on the file type.

For files with the extension, the controller must have a specific status. For this reason, the note !!! Switch on node! !!! is displayed on the left-hand side. The industrial truck must now be restarted within 10 seconds.

– Switch the industrial truck off and on again.

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For files with the and extension, the controller can have any status. It is not necessary to restart the industrial truck.

If a connection to the controller has been established, a message to this effect appears on the left-hand side (1).

If no connection has been established, a message to this effect appears on the left-hand side.

Possible causes of errors: Incorrect controller selected.

Connection to the industrial truck interrupted.

CAN adaptor not connected.

Controller defective.

The programming process must not be interrupted. Interruptions can cause the programmed controller to malfunction or become defective.

Make sure that the connection to the industrial truck is secure. The terminal battery must have sufficient charge.

– Press button (3).

There are two different procedures, depending on the file type.

For files with the extension, the controller must have a specific status. For this reason, the note !!! Switch on node! !!! is displayed on the left-hand side. The industrial truck must now be restarted within 10 seconds.

– Switch the industrial truck off and on again.

For files with the and extension, the controller can have any status. It is not necessary to restart the industrial truck.

The programming process starts.

The progress of the programming process is indicated by the blue bar (1).

Once the programming process is complete, a message to this effect appears on the left-hand side (2).

– Switch the industrial truck off and on again.

RFID data files can be downloaded to the truck control unit and uploaded to the end device. See Special equipment/Accessories/Optional equipment/ZAG RFID/Commissioning.

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As a standard function, an individual characteristic curve which is dependent on the lift mast variant is activated for every industrial truck. The characteristic curve corrects position errors resulting from lateral deflection. During height positioning or during the fork cycle, the lift distance is increased as the height increases.

The is taken into account depending on the optional sensor system: No sensor system: . If a is entered, this value is taken into account as a load weight Load detection: unladen 0 kg, laden of the truck configuration. If a is entered, this value is taken into account as a load weight Weight measurement: The respective and taken into account Navigation: As an option, the storage management system sends the relevant load weight per drive order. This value is taken into account If necessary, the service centre can adapt the .

The values and allow an absolute correction value to be set in response to sidespecific deviation The value increases or decreases the side shift depth by a percentage. The value increases or decreases the positioning height by a percentage.

The factor influences the exponential progression of the side shift limitation. The factor influences the exponential progression of the height correction

Before the standard characteristic curve is adapted by the service centre, the floor characteristics, the rows and the guidance accuracy must be eliminated as sources of errors.

– Load the industrial truck such that an average load or the nominal load is detected by the sensor system.

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– Drive the industrial truck into an aisle with a level floor and vertical rows.

– Check that the left-hand and right-hand reach positions are equal and that the height positioning is set at the shelf height. If necessary, adapt the values and to set an absolute correction value in response to sidespecific deviation.

– Compare the reach position for the pallet at the lowest and at the highest shelf height. If necessary, adapt the side shift depth to the shelf position using the value .

– Compare the target height of the pallet at the lowest and at the highest shelf height. If necessary, adapt the height to the shelf position using the value .

– Position the load at a shelf height.

Check the side shift depth at this shelf height.

Use the factor to adapt the characteristic curve to the rigidity of the lift mast.

– Check the target height at the shelf height. Use the factor to adapt the height.

– Drive the industrial truck into the aisle in the opposite drive direction. Cross-check the adaption of the characteristic curve.

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The teach-in process for an axle calibrates the sensor. This teach-in must be performed each time the measuring system is altered or the truck control unit is replaced.

The teach-in is performed as a guided process using the diagnostic software.

A teach-in must be performed for the following functions: Main lift Auxiliary lift Shifting Swivelling Fork adjustment (optional)

Here, the lower mechanical end position and the upper end position must be approached. The upper end position does not have to be the mechanical end position. The upper end position must be greater than the "maximum lift height" value in the diagnostic software.

While the teach-in for the upper end position is active, the "maximum lift height" value from the diagnostic software is ignored. As a result, the main lift is limited only by the mechanical end position.

Only perform the teach-in for the upper position in a high area. In this area, it must be possible to lift the cab above the "maximum lift height" value. Pay attention to obstacles while doing so.

If the industrial truck is equipped with a triple mast with free lift, the mast transition must also be defined. This is done in the teach-in for the lower mechanical end position.

For all ancillary movements, there is a shared teach-in. The diagnostic software offers an appropriate selection.

Here, the lower and upper mechanical end positions must be approached.

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Here, the left-hand and right-hand mechanical end positions must be approached.

Here, the left-hand and right-hand mechanical end positions must be approached. 

Here, the maximum and minimum distance between the fork arms must be approached.

The operator can also define an intermediate position. This intermediate position is defined via the operating panel without the use of diagnostic software.

– Approach the required position.

– Push the fork adjustment button (1).

– Move the operating lever for hydraulics to the right for >2 s.

If the intermediate position is set, a gentle stop is carried out at this position from both directions. The adjustment is continued if the selection is made again.

The operator can delete this interim position.

– Push the fork adjustment button (1).

– Move the operating lever for hydraulics to the left for >2 s.

If no intermediate position is set, there will be no stop between the end positions.

In industrial trucks with an operating panel, the buttons (1) to (3) are located on the right-hand side next to the display. In industrial trucks with split operation, the buttons are located in the operating console on the right-hand side.

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a

Traction motor in the 48-V version

b

Traction motor in the 80-V version

In both variants, the traction motor is a threephase AC asynchronous motor (1).

The traction motor is controlled by the converter, also known as the traction controller (FS). The converter works according to the principle of pulse width modulation with a clock frequency of 8 kHz. The number of revolutions of the traction motor is changed by changing the frequency of the applied AC voltage.

The revolution speed and direction of rotation are monitored by a rev sensor. A temperature sensor located in the motor winding monitors the temperature of the motor.

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-1

The traction motor is connected to the three phases U, V and W. Technical data Voltage Power rating

Traction mo- Traction motor 48 V tor 80 V 28 V 49 V 6.5 kW 7 kW

The order of the U, V and W connections differs in the two voltage variants; see the image. If two phases are reversed, the motor rotates in the opposite direction of rotation. If the converter actuates the motor, the rev sensor reports the opposite direction of rotation. The converter then constantly reverses the polarity of the motor. As a result the motor vibrates on the spot, causing the motor to heat up.

Testing the insulation value can result in damage to the converter and the temperature sensor.

All connection lines on the drive motor must be disconnected before the insulation testing. The temperature sensor must be short-circuited.

The insulation resistance of the motor windings must only be tested following repairs to the motor or in the event of a fault with the industrial truck. Different regulations may apply in other countries.

The insulation resistance of all windings in relation to the housing must have a minimum value of 1000 per volt at a DC voltage of 500 V. This gives the following insulation values:

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24-V industrial trucks: >24 k 48-V industrial trucks: >48 k 80-V industrial trucks: >80 k

– Disconnect all connection lines at the drive motor.

– Disconnect the X1 connection assembly (1) from the converter.



– Use a wire jumper (1) to short-circuit the temperature sensor on the connection assembly; see the table.



48-V version 80-V version

X2:1 X2:1

X2:2 X2:3

Hazardous high voltages are present at the contacts of the insulation measuring device when measurements are performed.

Do not touch the contacts of the insulation measuring device during testing.

– Use a measurement wire to connect a suitable measuring device to the motor housing.

– Connect the measuring device to the winding connection of a phase using the other measurement lead.

– Take the measurement.

– Repeat the process described above to measure the insulation of the other two winding connections.

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If the measured values are higher than 1000 /V, the insulation value is OK. If one of the measured values is below the required minimum value, the motor must be replaced.

Insulation resistance must be tested in accordance with EN 1175-1 using an approved and verified insulation measuring device.

Once the drive motor (1) has been removed, the industrial truck is no longer braked.

Secure the industrial truck to prevent it from rolling away.

– Disconnect the battery male connector.

– Check the markings on cables U, V and W. Label if required.

– Detach cables U, V and W. – Disconnect plug 1M3 - X1 from the rev sensor.

– Disconnect plug 1M3 - X2 from the temperature sensor.

– Remove the magnetic brake (1).

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

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– Loosen six socket head screws (1).



a) Drive unit in the 48-V version b) Drive unit in the 80-V version – Screw the lifting eye bolt into the shaft of the drive motor.

– Lift the motor using the lifting device.

– When placing the motor down, make sure that the ring gear is not damaged.

– Cover the gearbox opening with a protective cap.

Before installation, the toothed shaft of the motor and the gearbox hub must be cleaned, checked and lubricated again. This applies both when changing one of the two components and also during disassembly.

Without the gearing between the motor and gearbox, the industrial truck cannot be braked. There is a risk of contact corrosion at this connection if this gearing does not have sufficient lubrication. This type of corrosion leads to premature wear and failure of the toothing.

The motor and the gearbox must be replaced if there are visible signs of heavy wear.

– Clean the toothed shaft of the motor and the pinion hole on the gearbox. Remove old lubricant.

– Check the toothed shaft for wear.

– Lubricate the toothed shaft of the motor (1) and pinion gear (2) on the gearbox over the whole surface.

Only high-performance lubricant (spare part number may be used).

The shaft/hub connection is used 100% as a service brake. Depending on the use of the truck, this connection can be subjected to increased operating temperatures of more than 100°C. To install, follow the steps for removal in the reverse order: – Carefully insert the traction motor into the gearbox.

– Mount the traction motor onto the drive plate with six screws. Secure the screws using a

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medium-strength thread locking compound (e.g. Loctite 243). Tightening torque: 23 Nm. – Attach and connect all electrical connections.

– Install the magnetic brake.

– Put the industrial truck into operation.

– Check that the truck is working correctly.

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The revolution speed and direction of rotation of the traction motor are continuously monitored by a rev sensor (1) that is secured with screws (2).

This is performed by: Traction converter 1U6 Truck control unit 8U60 Inductive guidance (IZF), option If one of the controllers detects faulty signals from the rev sensor or if the incorrect direction of rotation of the traction motor is reported to one of the controllers, the industrial truck switches to an error status. A corresponding error message is shown on the display.

If the rev sensor is faulty or reports no pulses on one of its two channels, an appropriate error message is shown on the display. The traction performance is limited.

The supply voltage and the sensor signals from the rev sensor are routed via the 1M3 - X1 plug (1):

1M3 - X1:1 1M3 - X1:2

+12 V supply voltage Channel A sensor signal

+12 V supply voltage Channel B sensor signal 52318042200 - 12/2019 EN -

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1M3 - X1:3 1M3 - X1:4

(switches at 0 V) 0 V supply voltage Channel B sensor signal (switches at 0 V)

(switches at 0 V) 0 V supply voltage Channel A sensor signal (switches at 0 V)

– Switch off the industrial truck.

– Disconnect the 1M3 - X1 connector plug from the rev sensor.

– Connect a voltage measuring device to 1M3 X1:1 and 1M3 - X1:3 on the connector plug for the rev sensor.

– Switch on the industrial truck.

– Perform voltage measurement.

The measured voltage value must be approx.

12 V. If this is not the case, the line connection must be tested. This line runs from the 1U6 - X1:8 terminal via the rev sensor, back to the 1U6 X1:15 terminal on the traction converter.

Use the hydraulic jack to lift the industrial truck on the drive side by approx. 5 cm and support it.

– Switch on the industrial truck.

– Connect a voltage measuring device to the 1M3 connector plug of the rev sensor, between pin 1 and pin 2 (48 V: channel A / 80 V: channel B).

– Select the driving function to actuate the motor as little as possible.

The voltage measurement must show a voltage increase of between 0 V and 12 V. – Connect a voltage measuring device to the 1M3 connector plug of the rev sensor, between pin 1 and pin 4 (48 V: channel B / 80 V: channel A).

– Select the driving function to actuate the motor as little as possible.

The voltage measurement must show a voltage increase of between 0 V and 12 V.

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If the voltage is significantly lower or if no voltage is detected, the rev sensor is faulty and must be replaced.

The voltage must be 5 V to 6 V per channel when the motor is rotating continuously.

– Switch off the industrial truck.

– Disconnect the 1M3 - X1 connector plug from the rev sensor (1).

– Unscrew the screw (2).

– The rev sensor can now be pulled out of the motor housing.

To install the rev sensor, simply follow the steps for removal in the reverse order.

– Place the rev sensor in the motor housing.

– Screw the rev sensor in place.

– Connect the 1M3 - X1 plug on the rev sensor.

– Put the industrial truck into operation.

– Check that the truck is working correctly.

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The temperature of the motor winding is measured by the integrated temperature sensor (1) via a PTC resistor. This sensor returns a voltage value to the converter. The converter supplies the PTC resistor with a constant current. The higher the temperature in the motor, the higher the resistance value of the PTC resistor and thus the higher the voltage drop across the PTC resistor.

Traction motor Traction motor in the 48-V in the 80-V version version Constant current Voltage at 20°C

2 mA

2 mA

2.1 V

1.1 V

If the motor temperature increases to 145°C, the motor power rating is reduced to 50% (emergency operation, Vmax = 2.5 km/h). A corresponding error message is shown on the display.

If the temperature increases to 150°C, the motor is switched off. A corresponding error message is shown on the display.

If the connection line from the temperature sensor is interrupted or has a short circuit, the driving speed is reduced to 2.5 km/h. A corresponding error message is shown on the display.

The temperature sensor (PTC resistor) is connected to the converter via the plug: 1M3 / X2:1 1M3 / X2:2 (48 V) 1M3 / X2:3 (80 V)

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Temperature sensor (-) Temperature sensor (+) for the 48-V version Temperature sensor (+) for the 80-V version

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– Switch off the industrial truck.

– Disconnect plug 1U6 - X1 from the converter.

– Measure the resistance between pins X1:15 and X1:22 of the disconnected 1U6 - X1 (1) plug.

– Measure the temperature at the motor housing.

– The measured values must be within ±20 the values shown in the table.

T/°C -40 -30 -20 -10 0 10 20 30 40 50 60

For industrial trucks, 48-V version R/Ohm 842.47 882.11 921.57 960.86 1000.00 1039.03 1077.94 1116.73 1155.41 1193.97 1232.42

of

For industrial trucks, 80-V version R/Ohm 355 386 419 455 493 533 576 621 668 718 769

T/°C 70 80 90 100 110 120 130 140 150 160 170

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For industrial trucks, 48-V version R/Ohm 1270.75 1308.97 1347.07 1385.06 1422.93 1460.68 1498.32 1535.84 1573.25 1610.54 1647.72

For industrial trucks, 80-V version R/Ohm 824 880 939 1000 1063 1129 1197 1268 1340 1415 1493

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– Switching off the industrial truck – Disconnect plug X2 from the temperature sensor (2).

– Loosen the screw joint (1) on the temperature sensor (2) using an open-ended spanner (SW17).

– Carefully pull the temperature sensor out of the capillary sleeve (3) that is integrated into the motor winding.

The capillary sleeve (3) is filled with heat-conducting paste. Therefore, do not wipe the temperature sensor. Smear the new temperature sensor with heat-conducting paste.

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The original temperature sensor is embedded directly in the motor winding. Therefore, this sensor cannot be replaced.

If the temperature sensor is faulty, a replacement sensor must be fitted.

Adhesive is supplied with the replacement sensor. This adhesive is used to mount the replacement sensor in the upper part of the winding (1).

The material number of the repair kit is .

To fit the exchange sensor, the motor must be disassembled.

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a 1 2 3 4

Gearbox housing Sprocket for the steering Steering pinion Live ring bearing

b 5 6 7

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Wheel bolts, with centring area and drive wheel Oil filler plug and oil level check Magnetic oil drain plug

-1

The 48-V industrial trucks are equipped with gearboxes with a drive wheel load of 3.2 t (a).

The 80-V industrial trucks are equipped with gearboxes with a drive wheel load of 5 t (b).

The identification plate (1) is mounted on the outside of the gearbox housing.

The information on the identification plate (1) indicates the gearbox type (2). The identification plate also provides information on the transmission ratio (3) and the oil volume (4).

48-V version Transmission 22.39 ratio (3) Oil volume (4) 2.9 l

-2

80-V version 19.84 7.1 l

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– Open the oil filler plug (1).

– Remove the oil filler plug and, on the 80-V version, the sealing ring.

When the oil level is at the , the and the have been reached.

Oil volume Gearbox in the 48-V version (a) Gearbox in the 80-V version (b)

2.9 l 7.1 l

– Screw in a new oil drain plug. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in. New oil drain plugs are microencapsulated. No additional thread locking compound may be used.

– Remove any metal chips from the solenoid piece on the oil drain plug. Screw in with a new sealing ring. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in.

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The tooth flank clearance is checked as follows: – Determine the tooth flank clearance at the narrowest point of the gearing using a suitable feeler gauge (1).

If the tooth flank clearance (4) is greater than 0.25 mm, the steering pinion (3) and the sprocket (2) of the gearbox must be replaced.

Experience shows that the teeth do not wear down evenly over time. This leads to the formation of a shallow depression. As a result, the steering noises become louder.

If the steering noises are too loud, the steering pinion and sprocket of the gearbox should be replaced.

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The traction motor must first be removed before the gearbox can be removed. Once the traction motor has been removed, the industrial truck is unbraked.

Before removing the traction motor, make sure that the truck is secured against rolling away.

– Remove the traction motor. See "Electric motor/Traction motor/Repair".

– Remove the steering. See "Steering/Electric steering (ELK2) 3M1/Steering unit/Repair".

– Remove the actual value transmitter. See "Steering/Electric steering (ELK2) 3M1/ Actual- value device/Repair".

– Lift the industrial truck approx. 5 to 10 mm using a hydraulic jack.

– Support the truck with a piece of wood.

– Remove the centre part of the protective device – If the industrial truck uses inductive guidance, the antenna holder (1) must be removed.

– Unscrew the six M8 screws (1).



(a) Drive unit in the 48-V version (b) Drive unit in the 80-V version

Risk of cutting and crushing due to sharp-edged sprocket. In the 48-V version, the gearbox weighs 65 kg. In the 80-V version, the gearbox weighs 101 kg.

Wear protective gloves. Before loosening the six mounting screws, secure the gearbox using the two eye screws and a hoist.

– Take out the gearbox with the drive wheel.

However, the baseplate for the holding fixture of the drive unit remains in the industrial truck.

– To prevent the gearbox from tipping over to the side, place wooden blocks beneath it or brace it with a rope.

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When replacing the gearbox, fit the switch curve (2) for the steering before the gearbox is installed.

– Position the switch curve (2). Centre the screw holes with the threaded holes.

– Screw in two countersunk screws (1). Tightening torque: MA = .

To install the gearbox, simply follow the removal steps in the reverse sequence.

– Move the gearbox with the drive wheel under the motor mounting plate.

– Bolt the gearbox into position. Secure the screws using a medium-strength thread locking compound (e.g. Loctite 243). Tightening torque: MA = 86 Nm. – If necessary, fill with gear lubricant oil.

– Install the actual value transmitter. See "Steering/Electric steering (ELK2) 3M1/ Actual- value device/Repair".

– Install steering. See "Steering/Electric steering (ELK2) 3M1/Steering unit/Repair".

– Install the traction motor. See "Electric motor/ Traction motor/Repair".

– If necessary, fit the antenna support.

– Fit the protective device.

– Put the industrial truck into operation.

– Check that the truck is working correctly.

After installing the gearbox, the actual-device for the steering must be recalibrated. See Steering/ Actual value potentiometer.

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The gearbox oil must be drained at normal operating temperature. The maximum permissible operating temperature is 80°C. – Stand the industrial truck on a flat, level surface.

– Switch off the industrial truck.

– Thoroughly clean the area around the oil filler plug and oil drain plug.

– Place an oil drip tray under the oil drain plug.

The expected oil volume is detailed in the table below.

Oil volume Gearbox in the 48-V version (a) Gearbox in the 80-V version (b)

2.9 l 7.1 l

Do not allow oil to drain into the ground or enter the sewage system.

– Loosen and remove the oil filler plug (1).

If the gearbox has been in continuous use for some time, the oil temperature will be hot.

Wear temperature-resistant gloves.

– Loosen and remove the oil drain plug (2).

– Allow the gearbox oil to empty completely into the oil drip tray.

Allow approx. 5 minutes for the oil to empty.

– Screw in a new oil drain plug. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in. New oil drain plugs are microencapsulated. No additional thread locking compound may be used.

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– Remove any metal chips from the solenoid piece on the oil drain plug. Screw in with a new sealing ring. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in.

– Open the oil filler plug (1).

– Top up the gearbox oil using a suction and pressure injector.

When the oil level is at the , the correct oil level and the correct oil volume have been reached.

Oil volume Gearbox in the 48-V version (a) Gearbox in the 80-V version (b)

2.9 l 7.1 l

– Screw in a new oil drain plug. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in. New oil drain plugs are microencapsulated. No additional thread locking compound may be used.

– Remove any metal chips from the solenoid piece on the oil drain plug. Screw in with a new sealing ring. Tightening torque: .

The threaded hole must be cleaned before the oil drain plug is screwed in.

Remove any spilt oil using an oil binding agent.

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– Remove the gearbox.

The upper shell of the live ring bearing (2) is connected to the lower shell of the live ring bearing by nine screws (1).

– Loosen the nine screws (1). Remove the live ring bearing.

– Remove the gearbox.

– Turn the upper shell of the live ring bearing (2) until the underlying socket head screws are visible beneath the recess (3).

The upper shell of the live ring bearing (2) is connected to the lower shell of the live ring bearing by twelve screws (1).

– Loosen the twelve screws (1). Remove the live ring bearing.

The centring area and seating area for the live ring bearing must be clean.

The threaded holes must be degreased before assembly of the live ring bearing.

– Position the live ring bearing the right way around and rotate it until the screw holes in the live ring bearing are in line with the housing hole pattern on the gearbox.

The screws for mounting the live ring bearing (2) are microencapsulated.

Therefore, when they are mounted again, always use new screws. There is no need for additional chemical screw locking.

– Attach the live ring bearing again.

– To avoid impermissible variations in the clamping forces of screws, always pre-tighten the screws crosswise.

Tightening torque

66 Nm

– Install the gearbox in the industrial truck.

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Every 1000 operating hours or annually. For multi-shift use, cold store application and/or when there are exceptional ambient factors, the maintenance interval should be shortened accordingly.

The gearbox oil must be changed for the first time after 1000 operating hours. After that, the gearbox oil must be changed every 4000 operating hours or every two years.

– Check the gearbox for external damage and leakages.

– Check the gearbox for noise.

– Check the gearbox oil level.

– Lubricate the steering pinion and sprocket with multi-purpose grease.

The quality of the lubricants used must correspond to the manufacturer's specifications. See Original operating instructions/Regular care and maintenance/Lubricants.

48-V version 80-V version

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Oil volume 2.9 l 7.1 l

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The driver's cab can be equipped with a tilting order picking barrier as an option. The tilting order picking barrier improves ergonomics when picking orders by reducing the distance to the racking by approximately 100 mm.

When the driver leans on the tilting order picking barrier, it opens out to the side towards the racking. A 3-way tension spring is used to bring the tilting order picking barrier back to its initial position.

For safety reasons, the tilting order picking barrier is locked mechanically and monitored electrically.

In principle, it is only possible to fold out the tilting order picking barrier when the industrial truck is located in the aisle. The driving function and the lifting and lowering functions for the main lift cannot be selected.

A tilting order picking barrier can only be fitted if the driver's cab offers the following features: "Combi" driver's cab Driver's cab must be at least 1270 mm wide 3-way-split barrier No "two-person operation" as the "glass folding doors" are always used in this case

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The tilting order picking barrier primarily consists of: The moveable upper part (1) The fold-out barrier (2) The interlocking groove (3) The fixed bottom part (4) A hinge to connect the upper part and the bottom part (5) 3-way tension spring (6)

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The barrier is if all of the following criteria are met: The industrial truck is located within the aisle The barriers are closed The two-hand sensors (capacitive proximity switches) are not actuated The operating lever for driving and the operating lever for hydraulics are in the neutral position The foot switch is not actuated The truck is driving at a speed of v < 0.1 km/h When the latch (1) is released from the groove (3) on the stop (2), the barrier is unlocked.

The barrier is if any one of the following criteria is met: One of the barriers is opened The foot switch and the operating lever for driving are actuated The main lift function is selected The industrial truck is located outside of the aisle If the latch (1) is located in the groove (3), the barrier is locked.

If the industrial truck is located in the aisle and one of the two barriers is opened and then closed again, the tilting order picking barrier is locked. The tilting order picking barrier is unlocked again if the foot switch is briefly actuated once and the remaining conditions for unlocking are fulfilled.

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Applying 24 V to the lifting solenoid (3) causes the tappet on the solenoid to push the interlock (2) upwards.

The locking lever (5) detaches the permanent magnet (4) from the magnet-operated switch (6).

The magnet-operated switch is equipped with two internal switching contacts, an NO contact and an NC contact. When unlocked (when the lifting solenoid is supplied with power), the NO contact is open and the NC contact is closed.

The truck control unit (FZS) evaluates both signals. When locked, the distance between the magnet and the magnet-operated switch must be 5 mm to ensure a reliable switching operation. This distance can be adjusted using the nuts (1).

If the lifting solenoid is not supplied with power, the "tilting order picking barrier is locked". This is the case, for example, if the industrial truck is located outside the aisle.

A magnet-operated switch is used to check whether the locking mechanism is locked.

If the magnet-operated switch is not actuated in this situation, the "tilting order picking barrier is not locked".

As a result, the driving function and lifting function for the main lift are disabled. It is only possible to lower the main lift at a reduced speed.

For information purposes, the barrier symbol lights up in the bottom left corner of the display.

Using the diagnostic software, you can check the activation of the lifting solenoid and the signals for the magnet-operated switch. The statuses are displayed on the page "I/O module driver's cab/Barriers (connector X7)".

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The truck control unit (FZS) is responsible for activating the lifting solenoid and evaluating the signals from the magnet-operated switch. The relevant information is transferred between the components via the CAN bus.

The lifting solenoid is activated using the driver's cab I/O module via the outputs X7:5 and X7:6. A voltage of 24 V means that the "tilting order picking barrier is unlocked".

The signals from the magnet-operated switches (NO contact and NC contact) are directed to the FZS via the inputs X7:1 and X7:2 or X7:3 and X7:4 of the driver's cab I/O module. A "white" display means that "no 24-V signal is present". A "blue display" means that "a 24-V signal is present". The two signals must always be antivalent.

– Loosen the screws (1). Remove the outer cover.



– Loosen screws (1) and (2). Remove the middle cover.



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– Loosen the screws (1). Remove the inner cover.



– To make it easier to remove the inner cover, unlock the tilting order picking barrier and fold it outwards. To do this, manually pull the locking lever forward (1).



– Disconnect the plug (1).



– Loosen the screws (3) and nuts (4) from the lifting solenoid.

– Remove the lifting solenoid (2).

To install, follow the steps for removal in the reverse order.

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The distance between the magnet-operated switch (1) and the permanent magnet (2) is adjusted using the nut (3) and the lock nut (4).

When locked, the distance (X) between the magnet and the sensor is approx. .

When the tilting order picking barrier is unlocked, the inductive proximity sensor must not detect the magnet.

The plastic screw and lock nut (1) are used to optimise the amount of mechanical play between the tilting order picking barrier and the side panel. Optimising the amount of play reduces the extent to which noises develop when the truck is in motion.

– When the barrier is open, screw the plastic screw in as far as it will go.

– Turn the plastic screw back approx. 1/4 of a rotation.

– Secure the plastic screw using the lock nut.

– Check the interlock function and check that the barrier opens and closes properly.

Nominal voltage Resistance Power rating

24 V 46.2 12 W

Wire colour: white and NO contact brown Wire colour: green and NC contact yellow Volume resistance 23

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-8

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1 2 3 4 5 6

Steering wheel/steering knob with setpoint device Operating panel variant (8U62) "Split operation" variant (left operating console, 8U67) Truck control unit (FZS 5, 8U60) Actual value device (3B2) Reference switch (3S24)

7 8 9 10 11 3K1 UBatt

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"Steering OK" signal Emergency off switch Key switch Steering unit (3M1) CAN bus Main contactor for steering Battery voltage

-1

a

Steering in the 48-V version

b

Steering in the 80-V version

The steering is a fully electric sprocket steering system, comprising the following components: Steering unit (1) Actual value device (2) Reference switch (3) Steering wheel/steering knob with setpoint device in the cab

Moving the steering wheel when the industrial truck is at a standstill increases wear on the drive wheel! Therefore, the steering wheel must not be moved excessively when the industrial truck is at a standstill!

If the steering does not detect any errors after the industrial truck is switched on, the steering is active immediately.

The actual value device records the current position of the steering and turns the steering towards the "straight-ahead position". At the switching point of the reference switch, the exact straight-ahead position is adopted.

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If the reference switch is not detected after switch-on, the steering system switches to error status.

The steering behaves differently after referencing depending on the type of steering (steering knob/steering wheel).

After referencing, the drive wheel turns to the position that is specified by the setpoint device.

After referencing, the drive wheel remains in the straight-ahead position. The current position of the setpoint device is defined as a new position for the "setpoint value 0°".

When the steering wheel/steering knob is turned, the setpoint value changes. As long as there is a difference between the setpoint value and the actual value, the power module activates the motor.

When the industrial truck is stationary, the current to the steering motor is reduced. The position of the drive wheel is transmitted to the steering angle display via the CAN bus.

In the event of a fault, the signal switches off the "Steering OK" signal (hardware and CAN bus).

As there is no "Steering OK" signal, the truck control unit (FZS) brakes the industrial truck to a standstill and the drive function is blocked.

The relevant error numbers are shown on the display.

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The steering unit consists of: Control electronics with an integrated power module (1) and connections and A three-phase AC asynchronous motor (2) A gearbox (3) The components of the steering unit can only be changed as a complete unit.

Each steering unit is preset for the appropriate model of industrial truck. Service cannot change this default setting!

A new steering unit has been fitted since 01/2019. The steering unit is 100% backwards compatible with the previous steering unit. The designation is voltage-dependent, and is either . This steering unit also has the designation ELK3.

The new steering unit uses the same error numbers.

The meaning of the error numbers is different.

See the corresponding error list.

The default setting can be checked using the diagnostic software. The model of industrial truck is displayed in the Parameter set identifier value (1) on the "Steering/Adjustments steering" page. Depending on the industrial truck, MU 48 V or MU 80 V must be displayed.



AL 4C3-E1-2 (ES21-48) Cyclo CNV (M) S 5090G-59/G 48 V DC 600 W Approx. 13 kg

-4

AL 4C4-F1-1 (ES21-80) Cyclo CNV (M) S-5105G-59/G 80 V DC 1000 W Approx. 21 kg

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Pin assignment for 2-pin plug X1

1 2

+Batt via steering contactor for power module (24 V to 120 V) 0 V (power module and logic)

Pin assignment for 24-pin plug X2 A1

A5

Unassigned Input for reference switch (11 V to 13 V) Unassigned Supply voltage output for setpoint device (12 V) GND for actual-value device (0 V)

A6

GND for setpoint device (0 V)

A7 A8

CAN-GND Unassigned

A2 A3 A4

B1 B2 B3 B4 B5 B6 B7 B8 C1 C2 C3 C4 C5 C6 C7 C8

Input for supply voltage for controller (1+24 V, 22 V...26 V) Input for emergency off switch (2+24 V, 12 V...36 V) Unassigned Supply voltage output for actual-value device (12 V) Input for actual-value device, channel B (0 V to 5 V) Input for setpoint device, channel B (0 V to 5 V) CAN L Unassigned Unassigned Enable steering via key switch (1+24 V, 12 V...36 V) Unassigned Power supply for reference switch (12 V) Input for actual-value device, channel A (0 V to 5 V) Input for setpoint device, channel A (0 V to 5 V) CAN H "Steering OK" output, (0 V active = OK)

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The "Steering OK" signal is switched off if: The steering has detected an internal fault or a fault in the peripheral equipment Input X2:B2 (emergency off switch) is not present Teach-in of the steering is active Power supplies are not present Input X2:C2 (key switch) is not present

The 120 bus terminating resistor for the CAN bus is located between X2:B7 and X2:C7. The maximum current load on the 12-V supply at X2:A4, X2:B4 and X2:C4 combined must not exceed 100 mA (in total).

A test is performed when the unit is installed and connected. The parameterising and the electrical signals can be checked using the diagnostic software, on the "Steering" page.

If the setpoint device is turned to the corresponding end position, the steering must generate a symmetrical steering angle of ±95°.

a

Steering in the 48 V version

b

Steering in the 80 V version

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Secure the industrial truck to prevent it from rolling away.

– Jack up the industrial truck.

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– Disconnect electrical connections from the steering unit.

and

– Loosen the four screws (1).



– Lift the steering unit upwards and out, and place it to one side.

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-7

After the complete steering unit has been removed, the gear can be disassembled.

– Loosen the screw (1).

– Remove washer (2) or (4).

– Use a puller device to remove the gear (6) from the shaft (9).

On the 80 V version of the steering: – Use pliers to remove the locking ring (8).

– Pull out the ball bearing (7).

Assembly is carried out in the reverse order to disassembly.

To install the complete steering unit, follow the steps for removal in the reverse order. Note the following points: – Place the steering unit in the bearing seating.

– Secure using the four screws. Secure the screws using a medium-strength thread locking compound (e.g. Loctite 221).

Tightening torque

53 Nm

– Use the diagnostic software to commission the steering unit.

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A newly mounted steering unit initially has no function. It must be configured using the diagnostic software.

– Carry out a teach-in for the setpoint device and the actual-value device using the diagnostic software.

Depending on the version of the diagnostic software, you will initially be prompted to turn the drive wheel to the "straight-ahead" position. This is not necessary, and the prompt can be ignored by clicking the "OK" button.

– Correct the straight-ahead travel on the Fine adjustment steering page using the

Fine adjustment straight-ahead travel parameter.

– Align the industrial truck so that it is parallel to a straight line (1).

– Drive approximately 10 m.

– If the industrial truck deviates to the side (2) or (3) more than 200 mm from the ideal line, the corresponding parameter must be changed.

– After commissioning, save the current parameters in a file.

Version 02/2016

Control processor (SR) 1.30

Monitoring processor (UE) 1.30

The steering unit is updated using the WinFlash software. The computer is connected to the CAN bus diagnostic connector during the update.

Both the control processor and the monitoring processor can be updated.

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The setpoint device and the way in which it is checked are identical to the actual value device.

The setpoint device (1) is accessible after the operating panel controller (BPS) has been removed.

The required steering angle and the steering direction are specified with the setpoint device.

The setpoint device generates two setpoint signals (channel A and channel B). The steering unit evaluates both signals.

Check that the steering wheel or the steering knob moves easily.

clean the steering wheel and steering knob mechanisms.

Do not use lubricants.

After switch-on, the drive wheel turns to the straight-ahead position. The reference switch and the actual-value device calculate the straight-ahead position. The current steering wheel position is adopted as the straight-ahead position.

When configuring the "steering wheel" (2) , an internal conversion of the setpoint value is calculated in the steering unit (depending on the steering wheel revolutions).

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The steering wheel has no mechanical end stops. The steering wheel can be turned an unlimited number of rotations to the left or to the right. The drive wheel turns 30°, 36° or 45° per rotation of the steering wheel.

The steering angle for each steering wheel rotation can be adjusted using the diagnostic software, on the "Steering/Adjustments steering" page. If the drive wheel reaches the end position and the steering wheel is turned further, the maximum steering angle is limited to ±95° by the steering unit. When the steering wheel is turned back out of an end position, the current steering wheel position is immediately adopted as the setpoint value. There is no dead range.

The steering knob (1) has a mechanical centre detent (0° position) and a mechanical stop at approx. ±135°. After switch-on, the drive wheel turns to the straight-ahead position. The reference switch and the actual-value device calculate the straight-ahead position. The drive wheel then turns to the position specified by the steering knob.

The configuration of the steering type (steering knob or steering wheel) is performed automatically by the configuration file (vlf file) for the industrial truck. The configuration of the type of steering (1) can be checked using the diagnostic software, on the "Steering/Adjustments steering" page. The display (2) means that the "steering knob" is configured. The display (3) means that the "steering wheel" is configured.

Connections, 6-pin plug X1 1 2 3 4 5 6

Setpoint value, channel A (0 V to 5 V) 0-V supply Unassigned Unassigned 12-V supply Setpoint value, channel B (0 V to 5 V)

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The setpoint device of the ELK2 is a "Hall effect sensor". The device can only be checked when it is connected. It is not possible to measure the resistance for a setpoint device that has been removed; the design makes this impossible.

If the setpoint device is faulty, error messages appear in the display.

– Start the diagnostic software.

– Open the "Steering/Sensors steering" page.

– Compare the corresponding setpoint signals with the diagram.

The diagram shows the characteristic curve for the "steering knob" variant. In the "steering wheel" variant, there are no mechanical stops at ±135°. This means that the characteristic curve is repeated continuously. -135° means that the "steering knob" is positioned at the left-hand stop. The actual signals may deviate slightly from the theoretical characteristic curve due to tolerances.

The Voltage setpoint value for channel A (1) and the Voltage setpoint value for channel B (2) can be



checked on the "Steering/Steering sensors" diagnostics page.

The setpoint device is monitored for the following errors: Short circuit in a channel to 12 V Short circuit in a channel to 0 V Interruption in a channel Short circuit via the supply voltage Signal synchronisation between the channels ("flutter")

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– Disassemble the operating panel controller "BPS" or left-hand operating console "BKS-L".

– Lift and unplug the mechanical interlock (1) at plug X1.

– Remove the four screws (2).

– Remove the setpoint device from the shaft of the mechanism for the setpoint device.

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Ensure that the sealing ring (1) is installed correctly. Apply "high-temperature/high-performance grease" to the flange area of the sealing ring from the inside towards the outside. This provides protection against the ingress of moisture.

– Align the holding fixture (2) of the setpoint device to the stub shaft of the mechanism for the setpoint device.

– Connect the setpoint device to the stub shaft (1) of the mechanism for the setpoint device.



– Secure the setpoint device with the four screws.

– Attach plug X1 – Using the diagnostic software, perform the of the steering.

No mechanical adjustments can be made. Both the steering force and the centre detent are specific design features.

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1

Steering in the 48-V version

2

The actual value device (1) is located in the control compartment between the traction motor and the pump motor. The actual value device consists of a "Hall effect sensor" (2) and a transmission gear (3). The actual value device is connected to the sprocket on the drive unit via the gear (4). The actual value device is connected to the steering unit via plug .

Steering in the 80-V version



The Hall effect sensor of the actual value device is identical to the Hall effect sensor of the setpoint device. The transmission gears (3) in the 48-V version and 80-V version of the industrial truck are not identical.

The actual value device records the position of the drive wheel. The actual value device is connected to the steering unit via the transmission gear and the sprocket of the gearbox. The actual value device has two channels. The incremental transducer integrated in the steering unit is part of the control circuit. The actual value device is used for monitoring the incremental transducer

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and for approaching the straight-ahead position when the industrial truck is switched on.

Pin assignment for 6-pin plug 1 2 3 4 5 6

Actual value, channel A (0 V to 5 V) 0-V supply Unassigned Unassigned 12-V supply Actual value, channel B (0 V to 5 V)

The actual value device of the ELK2 is a "Hall effect sensor". The device can only be checked when it is connected. It is not possible to measure the resistance for an actual value device that has been removed; the design makes this impossible.

If the actual value device is faulty, error messages appear in the display.

– Start the diagnostic software.

– Open the "Steering/Sensors steering" page.

– Compare the corresponding actual value signals with the diagram.

+90° means that the drive wheel is visible (drive wheel in front position). For the +90° position, the setpoint device must be turned in an anticlockwise direction. -90° means that the gearbox is visible (gearbox in front position). For the -90° position, the setpoint device must be turned in a clockwise direction. Due to tolerances, the actual signals may deviate slightly from the theoretical characteristic curve.

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The Voltage actual value device channel A (1) and the Voltage actual value device channel B (2) can be checked on the "Steering/Sensors steering" diagnostics page.



The actual value device is monitored for the following errors: Short circuit in a channel to 12 V Short circuit in a channel to 0 V Interruption in a channel Short circuit via the supply voltage Signal synchronisation between the channels ("flutter")

– Lift and unplug the mechanical interlock (1) at plug .

– Remove the four screws (2).

– Remove the actual value device.

The transmission gear is only available as a complete spare part.

– Lift and unplug the mechanical interlock (1) at plug .

– Remove the three screws (2).

– Remove the transmission gear with actual value device.

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Ensure that the sealing ring (1) is installed correctly. Apply "high-temperature/high-performance grease" to the flange area of the sealing ring from the inside towards the outside. This provides protection against the ingress of moisture.

– Connect the actual value device to the free stub shaft (3).



When doing this, check that the shaft of the actual value device (2) is aligned with the stub shaft of the transmission gear (3).

– Secure the actual value device using the four screws.

– Insert the plug

.

– Using the diagnostic software, perform the of the steering.

The straight-ahead position can only be adjusted using the diagnostic software. The straightahead position only needs to be adjusted if the complete actual value device the transmission gear has been removed.

– Secure the industrial truck against rolling away.

– Jack up the industrial truck on the drive side.

– Press the emergency off switch.

– Switch on the industrial truck.

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– Check that the 12-V supply voltage is present at plug X1 between pin 2 and pin 5 (1).



– Attach plug X1 to the actual value device.

– Start the diagnostic software.

– Open the "Steering/Sensors steering" page.

– Adjust the actual value signals by turning the gear (1).

Voltage of actual value signal for channel A and B in straightahead position



Approx. 3 V

The Voltage actual value device channel A (1) and the Voltage actual value device channel B (2) can be checked on the "Steering/Sensors steering" diagnostics page.



– Switch off the industrial truck.

– Disconnect the battery male connector.

– Secure the industrial truck against rolling away.

– Jack up the industrial truck on the drive side.

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– Turn the drive wheel to the straight-ahead position, for example by using the emergency steering.



– If present, remove the latch (1).



– Install the preset transmission gear into the drive plate without twisting the drive pinion.

– Secure the transmission gear with the three screws.

– Insert the plug

.

– Using the diagnostic software, perform the of the steering.

a

Steering unit in the 48-V version

-20

b

Steering unit in the 80-V version

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The steering unit contains an incremental transducer. The incremental transducer is referenced each time the industrial truck is switched on.

This reference position is adopted as the straight-ahead position.

The actual value device records the current position of the drive wheel and turns the drive wheel towards the reference switch. The reference switch (1) on the steering turntable is passed at a reduced speed, allowing the exact straight-ahead position to be adopted at the switching point.

A groove (3) is milled into the sprocket of the gearbox. At the transition point (4), the reference switch is half-covered in the straight-ahead position, which generates the switching signal for the reference point.

The reference switch is half-covered by the switch curve (2) when it is in the straight-ahead position. The switch curve is mounted on the steering turntable.

a

Steering unit in the 48-V version

b

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Steering unit in the 80-V version

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The diagnostic software can be used to check the switching signal via the Reference switch display (1) ("blue" = signal present) on the "Steering/Diagnostics steering 1" page.



– Check that the sensing distance between the reference switch (1) and the switch curve (2) is 1 mm.

– A yellow LED on the reference switch indicates the switch has tripped.

– Check that the sensing distance between the reference switch (1) and the surface (3) of the sprocket ( area!) is 1 mm.

– A yellow LED on the reference switch indicates the switch has tripped.

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a

Steering in the 48-V version

b

Steering in the 80-V version

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Remove the cover of the control compartment.

– Loosen and disconnect the plug (1).

– Loosen the lock nuts (2).

– Unscrew the reference switch.

Risk of shearing!

When installing the reference switch, do not screw it in too far.

– Use the setpoint device to move the drive wheel into the straight-ahead position.

–

Check that the switch flag (1) is positioned under the mounting hole for the reference switch.

–

Check that the unmilled surface (2) of the sprocket is positioned under the mounting hole for the reference switch.

– Screw in the reference switch until it touches the surface of the gearbox.

– Unscrew the reference switch by exactly one turn. This creates a .

– Tighten the lock nuts moderately tight. Secure the lock nuts using a low-strength thread locking compound (e.g. Loctite 221).

– Insert and tighten the connector plug.

– Insert the battery male connector.

– Switch on the industrial truck.

– Check for correct function.

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The rail guide rollers mounted on the side are used not only as a lateral guide in the aisle.

These rail guide rollers are also essential for stability. The ground clearance and support height of the industrial truck are also determined via the rail guide rollers.

Industrial trucks with mechanical guidance are guided via two rail guide rollers fitted on each side in the longitudinal axle. The rail guide rollers are mounted at the corners of the industrial truck.

Left load side (1) Left drive side (3) Right load side (2) Right drive side (4) With this industrial truck, the definition of left and right is always defined facing the load direction (5).

Industrial trucks with CO content may have multiple rail guide rollers. Different types of rail guide rollers are also possible.

A prerequisite for fault-free operation is a correctly adjusted straight-ahead positioning of the steering system.

Aisle detection is realised via two light sensors.

On the drive side (6), the light sensor (8) is mounted under the battery. On the load side (5), the light sensor (7) is mounted behind the left load wheel.

The rail guide rollers can be made of normal Vulkollan (1) or of electrically conductive material (2). The rollers can be easily differentiated.

The conductive rail guide rollers are dark grey to black. The rail guide rollers made from Vulkollan are yellow-orange.

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The rail guide rollers mounted on the side are used to set the ground clearance and the support height .

The washers (1) and the spacer washers (2) are used to set the ground clearance .

The support height is determined with several washers (3) and the screw (4).

The ground clearance and the support height are set in the factory dependent on the order and the load. The dimension (1) is noted in the load capacity diagram.



If the dimension is set incorrectly, there is a risk of the industrial truck tipping over.

The dimension must not be greater than specified on the load capacity diagram (1).

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The guide clearance of the industrial truck between the guide rails and the rail guide rollers may be 0 mm to +5 mm on each side.

– Check the mechanical mounting of the guide elements.

– Check the rail guide rollers for ease of movement.

– Bearing surfaces must not be damaged. Uneven or irregular wear or diameters that are too small must not impair the guide.

A truck-specific load capacity diagram is provided in the cab of the respective industrial truck.

The serial number (2) of the industrial truck is also noted there.

– Check the mechanical mounting of the rail guide rollers.

– Check the support height (1) according to the load capacity diagram.

The support height and therefore the ground clearance decrease over time as wheels are worn down.

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The guide elements are set at the factory to the width that was ordered and therefore specified.

The width can be adjust by using an eccentric.

The guide clearance must be checked and adjusted as necessary during each maintenance operation.

To adjust the rail guide rollers, loosen the two screws (5). The guide clearance can now be set with the rail guide roller (2). The rail guide rollers are attached to an eccentric. The eccentric can be turned using the screw (4).

The position of the eccentric can be seen via the mark at the top (1): The width is reduced when turned in the direction of the industrial truck The width is increased when turned in the direction of the rail guidance If the mark between the industrial truck and rail guidance can be seen, that means the eccentric is in the neutral position The rail guide roller can be moved between +6 mm and -6 mm away from the neutral position.

When the new width is set, the eccentric must be fixed back in position with the screws (5). For the rail guidance on the drive side, the rail guide roller at the top must lie flush with the washers.

For the rail guidance on the load side, the rail guide roller must be fitted according to the ground clearance . No washers or spacer washers must be used for the rail guide roller on the load side. It is therefore possible that the rail guide roller on the load side does not lie flat against the mechanical stop.

The guide clearance of the industrial truck between the guide rails and the rail guide rollers may be 0 mm to +5 mm on each side.

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The support height and therefore also the ground clearance are adjusted and set to the relevant industrial truck at the factory. If a lateral rail guide roller is replaced, the support height must be readjusted to the correct measurement, according to the load capacity diagram. See "Mechanical guidance/ Testing".

The industrial truck must be raised to remove the rail guide roller. When lifting the load side the industrial truck is unbraked.

Before lifting the industrial truck, secure the truck to prevent it from rolling away.

– Lift the industrial truck using a hydraulic jack.

– Support the truck with a piece of wood.

– To adjust the support height, remove the screw (7).

Apply a medium-strength thread locking compound to the screw.

– To disassemble the rail guide roller (4), loosen the clamp with the screws (5).

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– Remove the rail guide roller with the eccentric (3) and the washers, if necessary.

The number of individual discs is shown in the table.

– Place the correct number of washers (1) and spacer washers (2) for the rail guide roller on the drive side.

No washers (1) or spacer washers (2) must be used for the rail guide roller on the load side.

The distance for the ground clearance must be observed. It is therefore possible that the rail guide roller on the load side useful does not lie flat against the mechanical stop.

– Insert the rail guide roller with the eccentric (3) and the washers, if necessary.

– Clamp the rail guide roller (4) with the screws (5).

– Select the correct number of washers (6) for the rail guide roller on the drive side.

– Secure the screw (7) using a mediumstrength thread locking compound (e.g. Loctite 243).

– Secure the washers on the drive side with screw (7).

The support height

must not be exceeded.

Observe the load capacity diagram of the industrial truck.

Spacer washers (11)

0 0 1 0

-6

Washers (10)

0 4 4 0

Ground clearance

50 mm 42 mm 34 mm 26 mm

Support height X= X= X= X= X= X= X= 35.5 mm 31.5 mm 27.5 mm 23.5 mm 19.5 mm 15.5 mm 11.5 mm 0 1 2 3 4 5 6 / / 0 1 2 3 4 / / / / 0 1 2 / / / / / / 0

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0

4

18 mm

/

/

/

/

/

/

1

4

10 mm

/

/

/

/

/

/

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Support=roll er Support=roll er

-7

A "steering wheel" symbol is shown in the middle of the display.

The industrial truck can be steered and controlled freely.

If a light sensor detects the rail guidance, a yellow ring lights up on the operating panel. The symbol for "guidance" lights up in the ring.

Steering is still possible.

When the second light sensor also detects the rail, the symbol is displayed without a coloured ring. Steering is no longer possible. If the steering knob is outside the centre position, steering is still possible until the centre position is reached. In the steering wheel variant, with the second light sensor the current position of the steering wheel is adopted as the new straightahead position.

If one of the two light sensors no longer detects the rail guidance, a yellow ring lights up on the operating panel. Steering is possible again.

With mechanical guidance, the industrial truck is equipped with light sensors for aisle detection.

The light sensors are located: Front left behind the load wheel Rear right under the battery

If the industrial truck is equipped with an active load wheel axle, the light sensors are arranged in mirror image. If the industrial truck is prepared for an active load wheel axle, the same applies.

Depending on the width above the guide rollers (b6 dimension), two different light sensors are fitted.

<= 1750 mm

-8

420 mm

(2) WTB27-3P244 1S

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WTB27-3P244 1S The scanning range is set by the manufacturer and marked with sealing varnish (1). > 1750 mm

700 mm

If the rail guidance in the storage area is not detected, this may be due to the height of the rail guidance. If the rail is too low, a washer must be placed on each of the two rear mounting screws (1).



If, despite the correct position of the light sensor, the rail is not detected, this may be due to the scanning range. The scanning range can be adjusted with the adjustment screw (1). The yellow marking indicates the manufacturer s setting.



If, in the steering knob variant, the steering knob is moved out of the centre position in the aisle, the truck stops. A corresponding note appears in the display. This stop can be cancelled with the enable button. The driving speed is limited to 1 km/h.

As soon as the industrial truck with a light sensor leaves the rail guidance, the steering is active again.

Always leave the steering knob in the engaged centre position in the aisle.

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1 2 3 4 5 6

Central unit IZF Operating panel controller (BPS) Truck control unit (FZS) Steering unit Actual value transmitter Reflective light barriers for aisle detection

7 8 9 10 11

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Drive side/load side antennas Speed sensor CAN bus CAN bus for antennas A drive unit in the 80-V version, the positions are consistent with those of the 48-V version

-1

Inductive guidance (IZF) is a controller for guiding industrial trucks inductively in straight aisles.

It comprises a central unit and at least two antennas. A wire laid in the ground (1) provides a signal. A frequency generator feeds AC to the wire. The antennas receive the alternating field of the guide wire. A distance signal is calculated in this way.

Both antennas are evaluated in each drive direction by the IZF controller. Based on the antenna signals, the industrial truck is adjusted to the guide wire and the required delay angle is transmitted to the truck's steering.

The driver can select and deselect the guidance.

Only guided operation is possible in the aisles.

For the visual and audible signalling of statuses and errors, the IZF shows the information in the operating panel.

The driver selects automatic guidance by pressing a button on the operating panel. The signal from the button is sent to the IZF via the CAN bus.

The IZF limits the speed to the guide speed.

When the guide speed is reached, the IZF starts the wire search.

After a guide signal changes is detected, the steering angle setpoint at the steering switches from manual to IZF. The switchover is reported visually and audibly in the operating panel. The industrial truck is then steered automatically.

Controlling the guidance procedure allows the guide wire to be approached at different approach angles and speeds in the drive direction and in the load direction.

The guidance algorithm controls the distance and the truck angle to the guide wire.

If these two measurements are within the tolerance, the transition to takes place.

Both antennas are positioned with the linear detection area over the guide wire.

The maximum speed is increased to the transition speed in accordance with the distance to the guide wire.

If the distance from the two antennas is smaller than the maximum permissible guide wire deviation (plus additional value), the industrial truck is guided on a track.

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Track guidance must be selected before driving over the guide wire.

The load-side antenna moves into the guided zone.

The guided procedure will only use the loadside antenna until both antennas detect the guide wire.

When both antennas have reached the control range (linear coverage area), the transition to control is made.

In this transition range, the maximum speed is increased in accordance with the guide wire distance.

If the distance from the two antennas is within the permissible tolerance range over the guide wire, the guidance procedure is ended

Track guidance must be selected before driving over the guide wire.

The drive-side antenna moves into the guided zone.

As the antenna on the drive side runs over the reception range, this antenna is used for control.

When the approach angles are large, the truck drives in an arch curve without the guide wire until the load-side antenna reaches the reception range.

The load-side antenna is used for control from this point. The drive swivels back to the guide wire.

Shortly before reaching the guide wire, creep speed is engaged. The steering has time to straighten up.

Once both antennas have detected the guide wire, two antennas are used for guidance.

When both antennas are in the control range (linear coverage area), the transition to control is takes place.

In this transition range, the maximum speed is increased in accordance with the guide wire distance.

If the distance from the two antennas is within the permissible tolerance range over the guide wire, the guidance procedure is ended.

Different maximum speeds can be set for travel in the load direction and travel in the drive direction. The control holds the "guide point" on the guide wire.

For industrial trucks with a steering wheel, the position of the steering wheel has no influence.

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On industrial trucks with a steering knob (centre position), the steering knob must be in the straight-ahead position during guidance, otherwise the industrial truck will stop.

The control specifies only a limited steering angle. The steering angle to be set is then checked against the limiting angle parameter again, and limited if applicable.

If the emergency off distance is exceeded during control, an emergency stop is triggered.

For the drive-side antenna, an additional emergency stop distance is permitted in the load-side drive direction.

The driver can deselect automatic guidance using a button in the operating panel. The industrial truck is stopped in the aisle. A warning sound (SOS) is emitted. The hand symbol flashes in the display. A message appears on the righthand side of the display. The truck can only continue to travel with the enable button and at creep speed.

Outside the aisle, after passing the aisle detection, the industrial truck is braked. As soon as automatic guidance has been deselected and the angle of the steering wheel and the turntable are smaller than the limiting angle, the truck switches over to manual steering at speeds above creep speed. An acoustic signal indicates the switchover.

A prerequisite for the specified maximum driving speeds is compliance with the directives concerning the floor and the safety distances! vmax guided

vmax guided

vmax guided

7 km/h without load wheel brake at a safety distance of >= 140 mm 7 km/h without load wheel brake at a safety distance of >= 120 mm, but < 140 mm 9 km/h with load wheel brake at a safety distance of >= 140 mm

Average control devia< ±15 mm tion Approach angle to the Max. 60° wire -4

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Pilot frequency Guide wire current Laying depth of the guide wire

5 to 12.5 kHz 20 to 150 mA 10 mm

The frequency and current of the guide wire can be parameterised.

The maximum speed is only approved with aisle detection.

If the industrial truck is not guided automatically during aisle detection, it is stopped.

The driver can choose between moving freely and inductive guidance by actuating a push button in the operating panel.

Once the driver has made the selection, the IZF automatically controls the transition from manual to guided operation and vice versa.

An audible signal indicates that the mode of operation (manual / automatic guidance) has changed.

The guided procedure is controlled.

The maximum steering angle in guided operation is limited.

The IZF can be parameterised for different industrial trucks and pilot frequency systems.

Parameterising and diagnostics are carried out via the CAN bus.

The system has many monitoring systems.

Faults are reported via detailed error codes.

The signal exchange with the truck control unit takes place via the CAN bus.

Emergency stops are carried out via a potential-free relay contact.

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Button (1) does not light up.

A steering wheel is shown in the middle of the display.

The industrial truck can be steered and controlled freely.

Automatic mode is divided into four consecutive phases. Pressing the Manual / automatic button (1) starts the automatic operation. A green illuminated ring (2) signals the activated automatic operation. The steering wheel symbol in the display is replaced by a pictogram for "inductive guidance".

The industrial truck can be "driven freely" at reduced speed to the guidance wire.

If the industrial truck with an antenna detects the guide wire, manual steering is switched off. This status is shown in the display. If the second antenna also detects the guide wire, the content shown on the display does not change.

If both antennas are in the range of 30 to 15 mm above the guide wire, the ring in the display turns grey.

The antenna is in the range 0 to 15 mm above the guide wire. The coloured ring disappears. The industrial truck has full speed. When reversing, the IZF switches back to "Guidance preparation" mode at the point the driving direction is switched.

The following functions must be tested: Automatic guided procedure.

Guided trip.

Aisle detection.

Deselection of the automatic guide in the aisle.

Check the emergency off function and the emergency off distance.

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A truck-specific load capacity diagram is mounted in the driver's cab of the respective industrial truck. The serial number of the truck (2) is also shown here.

– Check the support height (1) according to the load capacity diagram.

The support height and the ground clearance reduce over time as a result of wear to the wheels.

Inductive guidance is a complex system with different components that work together. After a restart or if individual components have been repaired/exchanged, commissioning must be performed using the following settings path. Points that do not apply can be skipped.

Diagnostic software "ParaDigIZF", a standard parameter set or truck-specific parameter file.

CAN PC interface and CAN diagnostic cable.

antenna supports are fitted centrally to the industrial truck. Ensure that the components are installed horizontally.

–

: Load a standard parameter file or the stored truck-specific parameter file using the "ParaDigIZF" diagnostic software. Set the Standard frequency channel parameter. The maximum speeds can be adapted to local conditions if necessary.

–

: In "ParaDigIZF", select Diagnostics. Start

Teach-in of actual value potentiometer.

Drive wheel auto-

matically turns to +95°, then to -95° and then straight ahead.

The electric steering with straight-ahead positioning is set correctly.

The IZF option must be configured in the and the .

–

– Check the of the manual steering via a test run. After a travel distance of 10 m, the industrial truck must not deviate more than 200 mm from the ideal course. The 200 mm applies to the left and to the right. If the truck does deviate by more than this value, correct the straight-ahead positioning using the diagnostic software, page "Fine adjustment steering". See "Steering unit/Repairing".

: Drive the industrial truck on to the guide wire manually or with inductive guidance until the antenna distance is < 30 mm. Shift to manual operation. In "ParaDigIZF", select Diagnostics. Start Teach-in of frequency. Follow the operating instructions. The measurement is performed for both antennas. For the selected frequency channel, the measurement is stored in the antennas and the IZF controller.

–

: Position the industrial truck parallel to the guide wire manually with the centre of the antennas at a distance of 30 mm to 55 mm. In "ParaDigIZF", select Diagnostics. Start Teach-in of field intensity. Follow the operating instructions. The measurement is performed for both antennas. For the selected frequency

– Fit centred to the industrial truck mechanically, with a tolerance of ±2 mm. The

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channel, the measurement is stored in the antennas and the IZF controller. The measurement can be taken at different locations on the guide wire. Default value = 80, permitted range: 20 to 150. If significant deviations are determined in several measurements, the average value must be formed. This average value must be entered manually and stored in the antennas.

–

prox. 10 m. Correction values are entered automatically in the Steering angle offset, drive side/load side parameter.

–

: Drive the industrial truck onto the guide wire under inductive guidance until the industrial truck is detected. Shift to manual operation. In "ParaDigIZF", select Diagnostics. Start

Teach-in analogue signal of antennas. The analogue and digital anten-

na distances are compared and automatically corrected with parameter Offset analog value if there is any deviation.

–

–

–

: In "ParaDigIZF", select Diagnostics. Start Teachin of steering angle offset. The average value calculation is activated. Follow the operating instructions. As a test run, guide the industrial truck back and forth in an aisle with good ground conditions over a distance of approx. 10 m. Correction values are entered in the Steering angle offset, drive side/load side parameter.

With offsets >1°, first adjust the straightahead travel of the steering. If the average steering angle offset is < 0.2°, the setting is good. : Drive the industrial truck onto the guide wire under inductive guidance until the industrial truck is detected. In "ParaDigIZF", select Diagnostics. Start Teach-in of mechanical antenna offset. Follow the operating instructions. The average value calculation is activated. As a test run, guide the industrial truck back and forth in an aisle with good ground conditions over a distance of approx.

10 m. Correction values are entered automatically in the Antenna offset DS/LS parameter. : Drive the industrial truck onto the wire under inductive guidance until the industrial truck is detected. In "ParaDigIZF", select Diagnostics. Start Fine adjustment of steering angle offset. Follow the operating instructions. The average value calculation is activated. As a test run, guide the industrial truck back and forth in an aisle with good ground conditions over a distance of ap-

-8

Drive the industrial truck onto the wire under inductive guidance until the industrial truck is detected. The distance between the centre of the antenna and the guide wire must be -30 mm to +30 mm. In "ParaDigIZF", select Diagnostics. Start Teachin check. Follow the operating instructions. The average value calculation is activated. As a test run, move the industrial truck back and forth over a distance of approx.

10 m. If the average values are within a permissible range, the setting is OK. If one or more average values lie outside the permissible range, you will be informed of the step at which the teach-in must be repeated. Manual optimisation might be necessary. Then test the industrial truck at maximum speed.

– Perform

.

–

.

Drive the industrial truck onto the wire under inductive guidance. In "ParaDigIZF", select Diagnostics. Start Check emergency-stop distance. Follow the operating instructions. The guide wire deviation between the industrial truck and guide wire after an emergency off must be between 30 mm to 40 mm.

–

. Test the guided procedure with a small (10 to 20°) and large (50 to 60°) guide angle. This is required for testing the parameterising of the wheelbase, pulse generator trigger and the set current. The guided procedure must be carried out precisely using a suitable steering angle, and be complete after a few metres.

–

. In the aisle, the industrial truck must stop when you switch to manual operation. After approx. 3 s, an acoustic signal sounds at intervals.

–

. The Average steering angle offset parameter must be < 0.2° ("ParaDigIZF").

– Using the "ParaDigIZF" diagnostic software, the industrial truck must be configured or a saved truck-specific file is loaded into the controller.

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– Follow the .

– After commissioning, use the "ParaDigIZF" diagnostic software to save the current parameters in a file.

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The central unit monitors and controls all functions relating to inductive guidance (IZF).

Power supply Operating temperature Binary control outputs Binary power outputs Binary inputs Analogue inputs Relay contact Protection type

+24 V DC (16 V to 32 V) -32°C to +70°C 24 V, 1.5 A, short-circuit proof 24 V, 5 A, short-circuit proof with current detection +24 V 0 V to 10 V 2 A, inductive 48 V IP64

Cast aluminium housing (1) with 42-pin connector plug, identification plate with material number.

1

GND, 0 V

22

2

D+, 24 V signal for "save"

23

3

GND, LS antenna

24

4 5 6

Analogue input, LS antenna +6.5 V LS antenna +6.5 V DWS antenna

25 26 27

-10

S GND (DS antenna cable screen) Relay contact for emergency off (NO contact, closed = OK) Relay contact for emergency off (NO contact, closed = OK) Digital output for aisle detection, 0 V = in the aisle Unassigned Unassigned

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7 8 9 10 11 12 13 14 15 16 17

Analogue input, AS antenna 28 GND, DS antenna 29 Analogue input for antenna 3 30 (unassigned) Analogue input for antenna 4 31 (unassigned) Analogue input for steering 32 actual value transmitter Analogue input for actual val33 ue transmitter, 0 V Unassigned 34 Unassigned 35 CAN-L, industrial truck CAN 36 bus Power supply, 24 V 37 S GND (LS antenna cable 38 screen)

18

CAN-L, LS antenna

39

19 20 21

CAN-H, LS antenna CAN-H, DWS antenna CAN-L, DWS antenna

40 41 42

LS = load side

+24 V supply for outputs L GND, 0 V supply for outputs CAN-H, industrial truck CAN bus GND, industrial truck CAN bus Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Digital input, aisle detection OFF (NC contact signal) Digital input, aisle detection ON (NC contact signal) Channel A speed sensor digital input Channel B speed sensor digital input +24 V supply

DWS = drive side

The controller independently performs self-monitoring and monitors the IZF functions. Errors are displayed in the operating panel by means of error codes.

Further diagnostics and adjustment can be carried out using the "ParaDigIZF" diagnostic software. The hardware signals can be measured with a "42-pin test adapter" and a digital multimeter.

– Remove the battery male connector.

– Pull out the connector plugs. To do this, unlock the locking mechanism.

– Unscrew the central processing unit from the mounting plate.

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A new controller must be adjusted using the "ParaDigIZF" diagnostic software.

To install, follow the removal instructions above in reverse order.

Adjustment and commissioning are performed using the "ParaDigIZF" diagnostic software in accordance with the IZF commissioning and adjustment instructions.

The following functions must be tested: Automatic guidance procedure Driving characteristics on the guide wire Aisle detection Deselection of automatic guidance in the aisle Emergency stop function and emergency stop distance Mechanical steering angle limiter option

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The antennas (1) are used to calculate the distance, frequency and field strength of a guide wire with an AC supply when inductive guidance is activated. One antenna is fitted on the load side (2). The other antenna is located on the drive side (3).

Signal conditioning

active in the antenna With redundancy via Signal processing two digital processors analogue and via CAN Signal output bus Coverage area ± 250 mm 47 to 67 mm above Assembly height guide wire Analogue distance sig- 0.3 to 4.7 V / -100 to nal +100 mm Frequency channels 4, parameterisable Operating temperature -32° to +50°

1 2 3 4 5 6 7 8

GND +6.5 V Coding the CAN address, 0 V = load side CAN-H, CAN bus for antennas Analogue output 0.3 to 4.7 V CAN-L, CAN bus for antennas Unassigned Coding for 2 / 4 antennas, 0 V = 4 antennas (unassigned)

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The antennas automatically perform a self-check and are monitored by the IZF controller. Errors are displayed in the operating panel by means of error codes. The antenna signals can be checked via the "ParaDigIZF" diagnostic software.

– Remove collision protection and raise the driver's cab. Support the industrial truck securely.

– Switch off the industrial truck.

– Disconnect the antenna plug.

– Unscrew the antenna.

A new antenna must be adjusted using the "ParaDigIZF" diagnostic software (see Parameterising).

To install, follow the steps for removal in the reverse order.

– Fit the antenna mechanically to the industrial truck in the centre (±2 mm). When the antenna fastening plate is flush with the support, the antenna is mechanically centred to the industrial truck. Make sure that the antenna is level.

– The height above the ground must be approx.

60 mm.

– The antenna can be screwed directly onto metal with the fastening plate.

– There must be no metal directly above the antenna.

A new antenna must be adjusted using the "ParaDigIZF" diagnostic software. The frequency and field strength are stored in the antenna.

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The values for pilot frequency and field strength must be stored in the antenna. This can occur in two ways: – The values are determined again and stored using two teach-in processes. See "Inductive guidance/Repairing/Commissioning and adjustment instructions".

– Using the diagnostic software, on the "Antenna settings" page you can store the values via the field "Transfer value to antenna".

The analogue values must be determined again for each antenna.

– In "ParaDigIZF", select Diagnostics. Start

Teach-in analogue signal of antennas.

The following functions must be tested: Automatic guidance procedure Driving characteristics on the guide wire Aisle detection Deselection of automatic mode in the aisle Emergency stop function and emergency stop distance

Normally, a flexible 1.5 mm2 installation cable is laid as the guide wire. The maximum length depends on the resistance of the guide wire and the output of the frequency generator. In all cases, a constant loop current which meets the requirements of the inductively guided industrial truck must be achieved.

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Groove dimension for the guide wire (2): Depth (3) = 10 mm, width (4) = 6 mm.

Distance from reinforcement to the guide wire (6): at least 50 mm A shorter distance is possible under certain circumstances. In that case a field measurement is required.

Metal-free area (1) on the left/right next to the guide wire: at least 200 mm. Does not apply to end of aisle slow down and stop with metal strip (ZAG inductive).

The antenna (5) may be assembled directly on metal. Other metal parts impair the antenna. Therefore, a sufficient distance (1) must be observed.

Distance (8) of the return line to the other loops: at least 500 mm Distance (4) between two guide wires with the same frequency: at least 1500 mm.

Deviation (5) of the guide wire (2) from the theoretical centre line (6) along the entire aisle length: maximum ±5 mm.

The guide wire is held in position in the groove flexibly by a foam strip. The groove is sealed with a filler (2-component resin).

Transitions between expansion joints are made with a small loop placed in the expansion joint at the side or at the bottom.

Using a short piece of wire soldered in at the damaged point, defective guide wire points can be bridged. The surplus wire can be inserted as a loop in a vertical 10 mm bore near the repair site.

To enable the industrial truck to perform the automatic guidance procedure, the transfer aisle must be sufficiently wide (1.5 to 2 times the truck length (7)).

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The frequency generator for supplying the guide wire must be able to keep a frequency once set, as well as the loop current, within the tolerance specified by the antenna. greater than ±20Hz lead to a loss of signal from the guide wire. have a direct effect on the distance calculation of the antenna. In this case, the IZF works less accurately. The tolerance limit is 5mA. Individual guide wire sections can be supplied with different frequencies. Frequency switching in the truck can be automatic or based on the driver's preselection (option).

The frequency generator must not be secured against failure. Safety is shifted to the IZF. As an error-preventing measure, the generator can be secured against unintentional switching off of the supply or against power failure. Control displays enable a visual inspection of the function.

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1

A reflector at aisle entrance

2

B reflector when exiting aisle and at open end of aisle

If the on the right, the reflectors can be mounted in a mirror image on the left side of the racking.

Aisle detection is performed via two reflective light barriers and a double reflector on the racking. The aim of automatic aisle detection is to achieve safe, automatic guidance when driving in aisles.

Two-hand operation must be used in the aisle.

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If an industrial truck is driving without IZF preselected in an aisle with automatic detection, the truck is stopped.

In a detected aisle, the industrial truck is stopped if it is switched over to manual steering. A warning indicates the problem. The truck can only continue to travel with the enable button pressed and at creep speed.

Aisle detection is performed regardless of the direction of entry into the aisle.

The reflectors can also be fitted in mirror image on the other side of the racking.

If no aisle is detected, the industrial truck only travels at reduced speed and is tracked.

The two reflective light barriers must switch one after the other. The switching sequence is monitored over a distance during which impulses from the rev sensor traction motor are counted.

The aisle detection function only works if impulses from the rev sensor are available.

The status of the aisle detection, including details of the error status, is stored when switching off and is reported to the truck control unit via CAN bus during operation.

Errors caused by reflector signals can be reset by passing the reflectors again and triggering the correct signal sequence of the reflective light barriers.

If the horizontal position of the industrial truck is detected using the barcode or RFID measuring system, the aisle detection function using reflective light barriers is not required. In this case, " " must be configured in the IZF, instead of " ".

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a

Drive unit in the 48-V version

b

Drive unit in the 80-V version

Two versions of the drive wheel are available: Drive wheel for industrial trucks, 48-V version (1).

Drive wheel for industrial trucks, 80-V version (2).

Gearbox Engine Hole circle diameter Diameter of the new drive wheel Remaining diameter of the drive wheel

Kordel, 3.4 t 6.5 kW 125 mm 360 mm 328 mm

Kordel, 4.7 t 7.0 kW 145 mm 406 mm 380 mm

Kordel, 4.7 t 7.0 kW 145 mm 406 mm 380 mm

The remaining diameter refers to the point from which the drive wheel is considered worn out and in need of replacement.

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Drive wheel for industrial trucks, "48-V" version



"80-V" version of the drive wheel for industrial trucks



Two versions of the load wheel are available: Without a load wheel brake

-2



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With a load wheel brake



Diameter of the new load wheel Remaining diameter of the load wheel

370 mm 336 mm

370 mm 336 mm

370 mm 336 mm

The figures apply for load wheels both with and without a load wheel brake. The remaining diameter refers to the point from which the load wheel is considered worn out and in need of replacement.

Check the drive wheel and the load wheels for the following instances of damage: Has the tread has broken away significantly?

Is the tread irregular?

Are there cracks in the tread?

In all such cases the wheel must be replaced.

The remaining diameters of the drive wheel and the load wheels must be checked.

The relevant details for the remaining diameter can be taken from the table.

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Diameter of the new drive wheel Remaining diameter of the drive wheel Diameter of the new load wheel Remaining diameter of the load wheel

360 mm 328 mm 370 mm 336 mm

load wheels must be replaced if the remaining diameter of either load wheel is less than the specified value.

A mark (1) can be found on the wheels.

This mark indicates the point of maximum wear.

Once this wear limit is reached, the wheel must be replaced.

After replacing a drive wheel, the distance between the supporting bolt and the ground must be checked. If this distance deviates from specifications, the distance must be readjusted. The correct distance is a specific value and is indicated on the load capacity diagram in the cab.

The distance between the supporting bolt and the ground is shown on the load capacity diagram as dimension .

In this example, dimension 36 mm.

-4



must not exceed

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406 mm 380 mm 370 mm 336 mm

406 mm 380 mm 370 mm 336 mm

a

48 V version

a

80 V version

The mechanical structure differs between the 48 V version and the 80 V version. Steps for the 48 V version start with " ". Steps for the 80 V version start with " ".

– Secure the industrial truck to prevent it from rolling.

– Lift the industrial truck approx. 5 to 10 mm using a hydraulic jack.

– Support the industrial truck.

– To ensure that the mountings of the drive wheel are easy to access, turn the gearbox with the drive wheel (3) to the 90° position.

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Loosen the screws (1).



– Remove the collision protection (2).

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– In the case of inductively guided industrial trucks, the antenna holder (1) must also be removed.

–

Loosen and unscrew the seven screws on the drive wheel.

–

Loosen and unscrew the twelve nuts on the drive wheel.



Risk of injury! The drive wheel weighs up to approx.

38 kg.

Use suitable devices to remove the drive wheel.

– Remove the drive wheel.

To install the drive wheel, simply follow the steps for removal in the reverse order. The following sequence must be observed when installing the drive wheel: – Attach the drive wheel to the centring area.

–

Screw in the seven screws on the drive wheel. Tightening torque: MA = 210 Nm.

–

Screw in the twelve nuts on the drive wheel. Tightening torque: MA = 210 Nm.

– If the truck features inductive guidance, install the antenna holder.

– Install the collision protection.

– Remove the support.

– Put the industrial truck into operation.

– Check for correct function.

-6

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1 2 3

Load wheel axle without a load wheel brake Load wheel axle with a load wheel brake Load wheel axle with preparation for the active load wheel axle (VST)

4 5

Chassis valve block Chassis valve block with a load wheel brake

These steps are not suitable for industrial trucks that are equipped with the active load wheel axle. Please refer to the workshop manual for the active load wheel axle. If the industrial truck is only prepared for the active load wheel axle, adjust the steps accordingly.

Certain steps only have to be performed with certain versions. These steps are then indicated as follows: These steps only have to be performed for industrial trucks with a load wheel brake (LRB) (4). The industrial truck is prepared for the active load wheel axle (3).

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These steps only have to be performed for industrial trucks with a load wheel brake (LRB) (4). The industrial truck is not prepared for the active load wheel axle (2).

These steps only have to be performed for industrial trucks a load wheel brake (LRB) (4).

These steps only have to be performed for industrial trucks a load wheel brake (LRB) (5).

Using load wheels with different diameters increases the risk of the industrial truck tipping!

Always replace load wheels in pairs.

– Raise the cab to > 2 m.

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Securely support the cab.

– Close the shut-off valve of the main lift cylinders.

If the industrial truck is equipped with a triple mast, the shut-off valves of the free lift cylinders must also be closed.

– Secure the industrial truck to prevent it from rolling.

– Use a hydraulic jack to lift the load wheel axle at least 10 mm.

– Support the load wheel axle on both sides.

–

Release the pressure in the brake circuit.

See Brake system/Hydraulic operating brake/ Repair.

-8

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– Disassemble the load wheel covers.



– If the industrial truck is equipped with a personal protection system, disassemble the support for the displacement transducer (1) on the right-hand load wheel.



– If the industrial truck is equipped with an RFID or barcode system, remove the displacement transducer by loosening the two screws (1).



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– Place a sling around the load wheel.



–

Disassemble the brake pipes on the T-distributor (1).



–

Seal the connections (1) on the brake pipes using plugs.



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–

Disassemble the brake pipes on the load wheel brake (1).

–

Disassemble the bleeder screw on the load wheel brake (2).

– Bend open the locking plate (1) on the kingpin.





– Loosen the locking screw (2).

–

Loosen the four screws (1) on the load wheel brake.



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– Hook a sling onto a suitable hoist and secure it.



Risk of the industrial truck tipping!

Carefully tension the sling using a suitable hoist.

– Drive the kingpin out from the inside to the outside.

– Remove the load wheel from the wheel arch using the hoist.

When disassembling the load wheel, make sure that the tapered roller bearings and, if applicable, the brake unit do not fall out of the load wheel.

–

Be careful with the connecting line (1) of the load wheel brake.



–

Remove the load wheel brake (1) from the load wheel.



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– Lubricate points (1) to (4).



– Lubricate the tapered roller bearing (1) and insert the tapered roller bearing into the new load wheel (2) with nilos rings on both sides.



For industrial trucks with a load wheel brake: – Remove the load wheel brake from the old load wheel.

– Check the load wheel brake for wear and damage.

– Insert the intact load wheel brake into the new load wheel.

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–

Using the sling to help, insert the new load wheel (1) with the spacer washer (2)



–

Using the sling to help, insert the new load wheel (3) with the load wheel brake (1) and the adaptor (2)



–

Be careful with the connecting line (1) of the load wheel brake.



When assembling the load wheel, make sure that the tapered roller bearings and, if applicable, the brake unit do not fall out of the load wheel.

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–

Lightly tighten the four screws (1) in the load wheel brake but do not tighten them fully.

Secure the screw using a medium-strength thread locking compound (e.g. Loctite 243).



If one of the nilos rings is damaged, a new nilos ring must be used.

Position the nilos ring centrally; do not attach the axle at an angle.

– From the outside, push the kingpin (5) through the load wheel (4) and the roller bearings.



– Secure the kingpin in place using the locking screw (1), the locking plate (2) and the washer (3). Secure the screw using a mediumstrength thread locking compound (e.g. Loctite 243). .

– To decrease the axial play, tap the outer end of the kingpin with a plastic mallet several times.

– Re-tighten the locking screw (1). .

Repeat the procedure for reducing the axial play two to three times.

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– Bend the locking plate (1) at one end so that the plate lies flat against the screw.



The screw (2) must be unable to rotate.

–

Tighten the four screws (1) in the load wheel brake.



–

Assemble the brake pipes on the Tdistributor (1).



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–

Assemble the brake pipes on the load wheel brake (1).

–

Assemble the bleeder screw on the load wheel brake (2).

– Assemble the load wheel covers.





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Braking of the industrial truck can be initiated in different ways. The brake retardation depends on the mode of the triggering and the maximum speed. The software for the truck configuration calculates the necessary brake retardation for each industrial truck. This retardation is stored in the truck control unit (FZS) and cannot be modified. The following four modes exist: Braking triggered by releasing the foot switch (service brake) Braking triggered by opening the emergency off circuit (emergency brake) Braking triggered by releasing the operating lever for driving (neutral braking) Braking triggered by reversing the operating lever for driving (reverse brake)

There is a foot switch (1) in the cab floor. To allow the driving function to be selected, the foot switch must be actuated. If the foot switch is released while the truck is in motion, this triggers a service brake. The service brake causes regenerative braking via the engine. The level of the regenerative braking depends on the lift height.

The industrial truck can be equipped with a hydraulic load wheel brake as an option. The hydraulic load wheel brake supports the braking process. The magnetic brake engages shortly before the truck reaches a standstill. The industrial truck is safely brought to a standstill.

The magnetic brake (parking brake) is only released again when the operator actuates the foot switch and the operating lever for driving.

The service brake is also used as a parking brake. This entails using the magnetic brake to keep the industrial truck securely at a standstill.

The magnetic brake is also effective through the spring force when the industrial truck is switched off.

If the emergency off circuit is interrupted on the industrial truck, the FZS triggers emergency braking. The emergency braking system

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-1

engages the magnetic brake. Up to a certain lift height, both braking stages of the magnetic brake are used. Above this lift height, only the first braking stage is used. The second braking stage remains energised. The software for the truck configuration calculates the lift height at which the second braking stage remains energised. The industrial truck can be equipped with a hydraulic load wheel brake as an option. The hydraulic load wheel brake supports the braking process. Emergency braking is performed purely mechanically and hydraulically. Regenerative braking is not used during emergency braking.

The emergency off circuit comprises the following components: Emergency off switch Emergency off relay in the inductive guidance (optional) Emergency off relay for the personal protection system (optional) Emergency off relay in the FZS If one of these components opens the emergency off circuit, emergency braking is immediately initiated.

If the driver moves the drive operating lever to the neutral position, the industrial truck is regeneratively braked. The behaviour of the neutral braking is stored in the FZS as a parameter. The behaviour of the neutral braking can be adjusted using the diagnostic software.

If the driver moves the operating lever for driving to the opposite drive direction, the industrial truck is regeneratively braked.

The behaviour of the reverse braking is stored in the FZS as a parameter. The parameter is set to "Increased" by default. The retardation can be reduced to "Standard" using the diagnostic software. If the operating lever for driving is released at the same time as the drive direction is reversed, the industrial truck remains stationary.

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The truck control unit (FZS) is in a special operating status during the brake test. This results in modified braking characteristics.

Switching the industrial truck off/on resets this status.

The brake retardation must be checked after maintenance or repair for the following reasons: The industrial truck must not to brake too sharply. The stability of the industrial truck must be ensured at all times.

The industrial truck must not exceed the permissible braking distance to a standstill.

The brake retardation check is carried out using the diagnostic software. The guided procedure "Adjust mechanical brakes" must be launched in the software. In this procedure, all of the retardation values that the industrial truck must reach are displayed. The software for the truck configuration calculates the necessary brake retardation for each industrial truck. This retardation is stored in the truck control unit (FZS) and cannot be modified.

The following preparations must be made before the brake retardation can be checked: – Connect the computer to the industrial truck.

– Start the diagnostic software.

– Start the guided procedure for "Adjust mechanical brakes".

A measuring device is required to determine the brake retardation. This can be a dynometer or an electronic retardation measuring device. Alternatively, braking distance tables are available.

See Brake system/Required braking capabilities for group C industrial trucks.

The change-over point (height of the upper edge of the fork) from which the second braking stage remains permanently open is stored in the FZS.

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-3

During the brake test, this height is set to >1.5 m. As a result, the switchover from a double to a single braking stage occurs at 1.5 m.

Braking by releasing the at a lift height of triggers braking exclusively with the first brake circuit of the magnetic brake.

Braking by releasing the at a lift height of triggers braking with both brake circuits of the magnetic brake.

Braking by pressing the at a lift height of triggers braking with both brake circuits of the magnetic brake. The hydraulic load wheel brake also supports the braking process.

The work steps for using a dynometer are explained below. The steps are similar to those for using an electronic retardation measuring device. Alternatively, the comparison tables can also be used. See Brake system/Required braking capabilities for group C industrial trucks.

– Bring the forks within the truck contour.

– Drive the industrial truck with nominal load into the aisle. Raise main lift above 1.5 m.

The current lift height is shown in the display.

– Check whether the truck can be driven at maximum speed. A limitation of the maximum speed is shown in the display with the icon .

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– Fit and calibrate the dynometer (1) within your range of vision.



– Accelerate the industrial truck and initiate braking at maximum speed by lifting the .

– Read the retardation value on the dynometer.

– Compare the retardation value to the retardation value required for the first brake circuit.

The required brake retardation value is displayed in %g for the specific truck in the guided procedure.

If the required brake retardation is exceeded or not reached, the retardation of the magnetic brake must be set to the correct value. See Brake system/Electromagnetic service brake/ Repair.

– Bring the forks within the truck contour.

– Drive the industrial truck with nominal load into the aisle. Lower the main lift until the load can still be transported clear of the ground.

The current lift height is shown in the display.

– Check whether the truck can be driven at maximum speed. A limitation of the maximum speed is shown in the display with the icon .

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-5

– Fit and calibrate the dynometer (1) within your range of vision.



– Accelerate the industrial truck and initiate braking at maximum speed by lifting the .

– Read the retardation value on the dynometer.

– Compare the retardation value to the retardation value required for the second brake circuit.

The required brake retardation value is displayed in %g for the specific truck in the guided procedure.

If the required brake retardation is exceeded or not reached, the retardation of the second brake circuit of the magnetic brake must be set to the correct value. See Brake system/Electromagnetic service brake/Repair.

– Bring the forks within the truck contour.

– Drive the industrial truck with nominal load into the aisle. Lower the main lift until the load can still be transported clear of the ground.

The current lift height is shown in the display.

– Check whether the truck can be driven at maximum speed. A limitation of the maximum speed is shown in the display with the icon .

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– Fit and calibrate the dynometer (1) within your range of vision.



– Accelerate the industrial truck and apply emergency braking at maximum speed by activating the .

– Read the retardation value on the dynometer.

– Compare the retardation value to the retardation value required for the second brake circuit.

The required brake retardation value is displayed in %g for the specific truck in the guided procedure.

If the required brake retardation is exceeded or not reached, the retardation of the load wheel brake must be set to the correct value. See Brake system/Hydraulic operating brake/Repair.

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Ɣ

Ɣ

Ɣ

Ɣ

Warehouse trucks in industrial truck group C from year of manufacture 01/2010 onwards must be checked in accordance with ISO 6292:2008. The maximum permissible stopping distances set out in "Table 1" apply to these trucks. Alternatively, the minimum required decelerations set out in "Table 1" apply.

Warehouse trucks in industrial truck group C delivered before year of manufacture 12/2009 must be checked in accordance with ISO 6292:1996. The minimum required decelerations set out in "Table 2" apply to these trucks. Alternatively, the maximum permissible stopping distances set out in "Table 2" apply.

Warehouse trucks in industrial truck group C with brake equipment must be tested for higher braking capabilities in accordance with the technical documentation.

For warehouse trucks in industrial truck group C that are braked via the ZAG or MPSE option, the deceleration is increased any further at driving speeds of over 9 km/h.

Speed v [km/h] Speed v [m/s]

1

2

2.5

3

0.28 0.56 0.69 0.83

Deceleration a 4.50 4.50 4.50 4.50 [%g] Deceleration a 0.44 0.44 0.44 0.44 [m/s²] Stopping distance 0.24 0.65 0.92 1.24 s [m]

4

5

6

7

8

9

10

11

12

13

1.11 1.39

1.67 1.94 2.22

2.50 2.78

3.06 3.33 3.61

4.50 5.10

6.12 7.14 8.16

9.18

0.44 0.50

0.60 0.70 0.80

0.90 1.00

1.10 1.20 1.30

2.00 2.54

3.04 3.55 4.06

4.56 5.07

5.58 6.09 6.59

10.2 12.2 13.2 11.22 0 4 6

The stopping distance may not be exceeded under any circumstances.

Speed v [km/h] Speed v [m/s] Deceleration a [%g]

-8

1

2

2.5

3

4

5

6

7

8

9

10

11

12

13

0.28 0.56 0.69 0.83 1.11 1.39 1.67 1.94 2.22 2.50 2.78

3.06 3.33 3.61

4.00 4.00 4.00 4.00 4.00 5.00 6.00 7.00 8.00 9.00 9.00

9.00 9.00 9.00

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Deceleration a [m/s²] Stopping distance s [m]

0.39 0.39 0.39 0.39 0.39 0.49 0.59 0.69 0.78 0.88 0.88

0.88 0.88 0.88

0.17 0.53 0.79 1.09 1.85 2.31 2.78 3.24 3.70 4.16 5.06

6.05 7.13 8.29

The deceleration values must be observed. If it is not possible to adhere to the stopping distance, the deceleration must be measured directly.

1.37 14 0.03 0.11 0.18 0.25 0.45 0.70 1.01 1.38 1.80 2.28 2.81 3.40 4.05 4.75 1.28 13 0.03 0.12 0.19 0.27 0.48 0.76 1.09 1.48 1.94 2.45 3.03 3.66 4.36 5.11 1.18 12 0.03 0.13 0.20 0.29 0.52 0.82 1.18 1.61 2.10 2.65 3.28 3.97 4.72 5.54 1.08 11 0.04 0.14 0.22 0.32 0.57 0.89 1.29 1.75 2.29 2.90 3.58 4.33 5.15 6.04 0.98 10 0.04 0.16 0.25 0.35 0.63 0.98 1.42 1.93 2.52 3.19 3.93 4.76 5.66 6.65 0.88 9 0.04 0.17 0.27 0.39 0.70 1.09 1.57 2.14 2.80 3.54 4.37 5.29 6.29 7.38 0.78 8 0.05 0.20 0.31 0.44 0.79 1.23 1.77 2.41 3.15 3.98 4.92 5.95 7.08 8.31 0.69 7 0.06 0.22 0.35 0.51 0.90 1.40 2.02 2.75 3.60 4.55 5.62 6.80 8.09 9.49 0.59 6 0.07 0.26 0.41 0.59 1.05 1.64 2.36 3.21 4.19 5.13 6.55 7.93 9.44 11.08 0.49 5 0.08 0.31 0.49 0.71 1.26 1.97 2.83 3.85 5.03 6.37 7.87 9.52 11.33 13.29 0.39 4 0.10 0.39 0.61 0.88 1.57 2.46 3.54 4.82 6.29 7.96 9.83 11.90 14.16 16.62 Speed v [km/h] 1 2 2.5 3 4 5 6 7 8 9 10 11 12 13 Speed v [m/s] 0.28 0.56 0.69 0.83 1.11 1.39 1.67 1.94 2.22 2.50 2.78 3.06 3.33 3.61

There are operating conditions in which the braking capability specified by us is higher than the standard minimum value. In these cases, the calculated braking distances without reaction time are shown in table 3.

When the brake unit is released, the industrial truck is unbraked.

Before removing the magnetic brake, make sure that the industrial truck is secured against rolling away.

– Switch off the industrial truck.

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There are two options for releasing the mechanical brake. The benefit of the first option is that the brake is not removed.

– Screw the two bolts (1) into the bores provided (2) and tighten the bolts.

– Check whether the brake rotor can move freely.

The appropriate bolts (1) are included with the industrial truck at the time of delivery.



– Remove the three mounting screws (1) – Remove the brake unit – Put the brake unit aside

Check the clearance when installing the brake.

See Brake system/Electromagnetic service brake/Adjusting the clearance.

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The optional load wheel brake is actuated hydraulically. The screw (1) used to reduce the pressure in the brake circuit of the load wheel brake is located on the chassis valve block.

– Loosen the screw for manual pressure release (1) by a maximum of 1.5 revolutions.

– At the measuring point (2), check that the pressure has reduced to 0 bar.

Risk of damage to the bleeder screw if overtightened.

Tighten the screw for manual pressure release to a maximum of 2.5 Nm to 3 Nm.

– Tighten the screw for manual pressure release.

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The electric operating brake initiates regenerative braking via the traction motor. The optional load wheel brake supports the braking process dependent on the level of the required brake retardation. A service brake could occur for the following reasons: Releasing the foot switch Cancelling the drive direction during travel (neutral braking) Changing the drive direction during travel (reverse braking)

If the required retardation cannot be attained in a certain driving situation (height, drive direction, load weight) by means of electric braking of the traction motor, the load wheel brake is then also applied. Through the combination of the electric and hydraulic operating brake, the industrial truck reaches the required brake retardation.

If the is interrupted, no regenerative braking takes place. In this case, the two-stage magnetic brake (1) intervenes. This brake is mounted directly on the traction motor (2). The optional load wheel brake supports the industrial truck when the brake is applied. In addition to the task in an emergency off situation, the magnetic brake also fulfils the function of the parking brake.



If the driver actuates the emergency off switch or the truck electronics detect a serious fault, the magnetic brake is applied and the drive unit deenergised. The magnetic brake is activated and monitored by the truck control unit (FZS).

In the case of an emergency stop, both the magnetic brake and the optional load wheel brake are applied.

Whether one or both brake circuits of the magnetic brake are used for braking is specific to the truck and depends on the stability of the industrial truck. Factors such as height and speed influence the stability.

To release the brake again, the foot switch must be actuated. A drive direction must also be selected with the driving operating lever. The FZS then controls both coils of the electromagnetic

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spring loaded brake and releases the optional load wheel brake.

In this truck series, two different electromagnetic spring loaded brakes are used for each displacement series: Description INTORQ no.

Small magnetic brake, 48 V 13335889 version (2) Large magnetic brake, 48 V 13206091 version (1) Small magnetic brake, 80 V 13047058 version (1) Large magnetic brake, 80 V 13047060 version (1)

Braking torque

The function is identical in principle. They differ in terms of their technical data. See Brake system/Electromagnetic service brake/Repair. The truck configuration and the voltage determine which magnetic brake is used in the industrial truck. Using the diagnostic software, you can read out the brake type installed under "General Service Data".

In the de-energised state, the springs (1) press against the anchor disc (2). The anchor disc presses against the rotor with the asbestos-free friction lining (3). The rotor is therefore clamped between the friction plate (4) and anchor disc (2). Due to the "connection between the hub and rotor" (5), the motor is now braked.



When the coils (6) are energised, they become magnetic and pull the anchor disc (2) against the spring force. This releases the rotor and the motor is now unbraked.

The magnetic brake is connected to the FZS by a 4-pin plug X44.

1 2

1+UBatt brake circuit 2 0 V brake circuit 2 (pulsed signal)

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3 4

2+UBatt brake circuit 1 0 V brake circuit 1 (pulsed signal)

The nominal operating voltage of the magnetic brake is 42 V/70 V. To release the brakes, the coils are initially provided with battery voltage.

The FZS reduces the supply voltage after approx. 2 seconds by applying the pulse width modulation principle (PWM).

The magnetic brake must be removed in order to check the brake lining.

– Check the brake lining for uneven wear. See table.

– Check the brake lining for cracks.

– Check the ring gear for damage.

– Check axial movement of the brake lining on the ring gear by hand. If necessary, use copper paste to make movement easier.

Brake linings must not come into contact with hydraulic oil under any circumstance.

If any of the above points are not satisfied, the brake lining and/or the ring gear must be replaced.

10 mm 11.5 mm

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7.5 mm 8 mm

– Switch on the industrial truck.

– Do

activate the foot switch.

– Using a feeler gauge (1), check the clearance between the magnet component (2) and the anchor disc (3) at three places near the screw.

– Compare the clearance with the specified value.

– If the clearance is more or less than the specified value, the clearance must be adjusted to the correct value.

Brake type The clearance must be

.

Brake type The clearance must be between .

and

The clearance at the three measurement points must be the same.

– Switch off the industrial truck.

– Disconnect the magnetic brake connection assembly X44.

– Measure the resistance and hold-in voltage at plug X44.

– Check the measured values.

– If the measured values at room temperature deviate from the test values by more than ±8%, the magnetic brake must be replaced.

– After the solenoid coils have been checked, the X44 connection assembly must be reconnected.

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Coil resistance Hold-in voltage

Gr. 14 Braking stage 1 Braking stage 2 (X44:3 - X44:4) (X44:1 - X44:2) ~119 ~34 ~33 V

Gr. 16 Braking stage 1 Braking stage 2 (X44:3 - X44:4) (X44:1 - X44:2) ~74 ~34 ~33 V

Coil resistance Hold-in voltage

Gr. 16 Braking stage 1 Braking stage 2 (X44:3 - X44:4) (X44:1 - X44:2) ~92 ~196 ~49 V

Gr. 16 Braking stage 1 Braking stage 2 (X44:3 - X44:4) (X44:1 - X44:2) ~92 ~196 ~49 V

The yellow marking on the connecting cable indicates the magnetic polarity (+).

See Brake system/Brake system/Testing the brake retardation.

If the required brake retardation is exceeded or is not reached, the retardation of the electromagnetic spring loaded brake must be adjusted.

See Brake system/Electromagnetic service brake/Repair.

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When the brake unit is removed, the drive unit is no longer braked.

Therefore, the industrial truck must be immobilised before the magnetic brake is removed, to prevent it from rolling away.

– Switch off the industrial truck.

– Disconnect the magnetic brake connection assembly X44.

– Loosen the three mounting screws (1).

– The complete electromagnetic spring loaded brake (2) incl. compression springs, anchor disc and adjusting sleeves can be taken out upwards.

– The brake lining (4) is then loose above the ring gear (3) of the traction motor and can be taken out upwards.

– The ring gear (3) is held with a locking ring on the armature shaft of the traction motor.

– Loosen the three socket head screws. The flange (5) can then be removed from the traction motor housing.

– The flange (5) is loose on the traction motor.

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– Secure the flange (1) to the traction motor with three socket head screws (2). Tightening torque: 23 Nm. Use medium-strength chemical screw locking (e.g. Loctite 221).



– Place the flange (1) on the traction motor such that the hole pattern matches the bores for the mounting screws.

– Place the brake lining (1) on the ring gear (2).



– Place the complete electromagnetic spring loaded brake (1) on the brake lining.



– Use the three mounting screws (2) to screw the electromagnetic spring loaded brake (1) on tightly.

– Reconnect the connection assembly X44.

– Check the clearance.

Remove the electromagnetic spring loaded brake.

Replace the old brake lining with a new one.

Install the electromagnetic spring loaded brake.

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(1) Brake circuit 1 Characteristic torque (Mk) Brake circuit 2 Brake circuit 1 Voltage (U) Brake circuit 2 Brake circuit 1 Power rating (P) Brake circuit 2 Brake circuit 1 Coil resistance Brake circuit 2

28 Nm 23 Nm 42 V 42 V 53 W 15 W 33 116

(2) Brake circuit 1 Characteristic torque (Mk) Brake circuit 2 Brake circuit 1 Voltage (U) Brake circuit 2 Brake circuit 1 Power rating (P) Brake circuit 2 Brake circuit 1 Coil resistance Brake circuit 2

42 Nm 37 Nm 42 V 42 V 55 W 25 W 32 70.5

(2) Brake circuit 1 Characteristic torque (Mk) Brake circuit 2 Brake circuit 1 Voltage (U) Brake circuit 2 Brake circuit 1 Power rating (P) Brake circuit 2 Brake circuit 1 Coil resistance Brake circuit 2

42 Nm 37 Nm 70 V 70 V 55 W 25 W 90 196

(2) Brake circuit 1 Brake circuit 2 Brake circuit 1 Voltage (U) Brake circuit 2 Brake circuit 1 Power rating (P) Brake circuit 2 Brake circuit 1 Coil resistance Brake circuit 2

57 Nm 50 Nm 70 V 70 V 55 W 25 W 90 196

Characteristic torque (Mk)

– Switch on the industrial truck.

– Do

activate the foot switch.

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– Loosen the three mounting screws (1). Do not unscrew entirely!



– Using the open-ended spanner, screw the adjusting sleeves (2) in or out until the specified clearance (see table) between the magnet component (4) and anchor disc (5) is achieved. Use a feeler gauge (3) to check the clearance.

– Check the clearance.

See Brake system/Electromagnetic service brake/Test values for the clearance.

– Retighten the mounting screws. Check the clearance again. Adjust if necessary.

See Brake system/Brake system/Testing the brake retardation.

If the braking value is lower than the set retardation value: – Open the anti-twist protection for the adjusting ring (1).

– Using a hook spanner, rotate the adjusting ring (1) 1/2 a revolution to the right.



– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

– Close the anti-twist protection for the adjusting ring.

If the braking value is higher than the set retardation value: – Open the anti-twist protection for the adjusting ring.

– Using a hook spanner, rotate the adjusting ring 1/2 a turn to the left.

– Repeat the brake retardation measurement.

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– Repeat the above procedure until the brake retardation value is within the permitted range.

– Close the anti-twist protection for the adjusting ring.

If the braking value is lower than the set retardation value: – Turn the four socket head screws (1) evenly to the right (approx. 1/2 revolution).



– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

After adjusting the brake retardation, reapply locking varnish to each screw. This is used later to check whether the four socket head screws have twisted out of position.

If the braking value is higher than the set retardation value: – Turn four socket head screws (1) evenly to the left (approx. 1/2 revolution).

– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

After adjusting the brake retardation, reapply locking varnish to each screw. This is used later to check whether the four socket head screws have twisted out of position.

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If the braking value is lower than the set retardation value: – Loosen the locking screw (1).

– Using a hexagon socket wrench, turn the adjustment screw (2) 1/2 a revolution to the right.

– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

– Tighten the locking screw.

If the braking value is higher than the set retardation value: – Loosen the locking screw.

– Using a hexagon socket wrench, turn the adjustment screw 1/2 a revolution to the left.

– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

– Tighten the locking screw.

If the braking value is lower than the set retardation value: – Using a hook spanner, turn the adjustment screw (1) 1/2 a revolution to the right.



– Repeat the brake retardation measurement.

– Repeat the above procedure until the brake retardation value is within the permitted range.

After adjusting the brake retardation, reapply locking varnish to the screw. This is used later to check whether the adjustment screw has twisted out of position.

If the braking value is higher than the set retardation value: – Using a hook spanner, turn the adjustment screw (1) 1/2 a revolution to the left.

– Repeat the brake retardation measurement.

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– Repeat the above procedure until the brake retardation value is within the permitted range.

After adjusting the brake retardation, reapply locking varnish to the screw. This is used later to check whether the adjustment screw has twisted out of position.

The magnetic brake must be released manually if: A component needed to release the brake is defective and the industrial truck must be removed from the aisle.

The industrial truck must be pushed during commissioning (the industrial truck is switched off) The industrial truck is delivered with a package with the symbol (1), two screws and one spanner.

Do this only when the truck is on a level floor. After transport, the two screws (2) must be removed again.

Use a tow bar or tow rope and two tow trucks.

– Insert the two socket head screws into the magnet body (2). Turning the screws presses the brake plate directly on to the magnet body. The brake disc is released.

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The optional load wheel brake is actuated hydraulically. In the process, the two brakes (1) in the load wheels are pressed against the load wheel. The chassis valve block (3) takes over activation. The trigger for the load wheel brake is integrated in this valve block. The brake pipe (2) connects the load wheel brake to the valve block.

An accumulator ensures the braking even when the industrial truck is switched off. The system is braked positively. Only when the valve is activated can the industrial truck be driven.

The load wheel brake supports both the twostage magnetic brake and the regenerative braking. The brake retardation time is set to 3%g.

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a c 1 2 3 4 5 6

Block diagram - released status Chassis valve block Accumulator Pressure sensor connection Brake cylinder Tank connection Pressure reduction valve Pressure relief valve

b 7 8 9 10 11 12

Block diagram - brake status Measurement connection of the brake circuit Manual pressure reduction of the load wheel brake Load wheel brake connection Internal connection of the chassis valve block Valve 2Y46 (activated) Valve 2Y46 (de-energised)

The activation of the load wheel brake is located in the chassis valve block (c). The valve 2Y46 switches between the statuses "braked" and "unbraked".

In an unbraked condition (a) the valve 2Y46 is energised (11). The pressure in the brake cylinders (3) can drain back into the tank (4).

In an unbraked condition (b) the valve 2Y46 is de-energised (12). The accumulator (1) supplies the system with the necessary brake pressure. The pressure is above valve 2Y46 on the brake cylinders. This is also the case when the industrial truck is switched off.

The accumulator ensures that the brake pressure is available regardless of the activity of hydraulic power unit.

If the pressure in the brake system is >10% less than the reference value, this is detected by the pressure sensor on the S2 connection (2). The hydraulic truck control unit (FZS) then starts the hydraulic power unit. The pressure reduction

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valve (5) ensures that the pressure in the brake system does not exceed the set level during filling.

The pressure in the brake system cannot exceed 100 bar. If the pressure rises above 100 bar, the pressure relief valve (6) directs the hydraulic oil directly back into the tank.

The current pressure in the braking system can be determined in two ways: Using diagnostic software By connecting a pressure gauge to the measurement connection M2 (7) If the emergency off switch is actuated, the valve 2Y46 is de-energised. The brake cylinders (3) are pressurized. The extending brake cylinder presses the brake linings against the rim in the load wheel. If the truck control unit detects a serious error, the industrial truck behaves in the same way.

The screw for the manual pressure reduction (8) can be used to depressurise the brake manually.

The industrial truck must be switched off for this, otherwise the hydraulic power unit will attempt to compensate for pressure loss.

The pressure in the brake system is constantly monitored via the pressure sensor at connection S2. The truck control unit compares this value with the stored reference value.

The output voltage of the pressure sensor also falls to >10%. The truck control unit then starts the hydraulic power unit at a fixed revolution speed for approximately 7 seconds. This charges the accumulator to the required value. If the accumulator does not have the required value after 7 seconds, a corresponding error message appears in the display.

The output voltage of the pressure sensor also rises to >10%. The truck control unit displays a corresponding error message in the display.

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– Remove the plastic coverings (1).

– Measure the thickness of the brake lining through the inspection opening, which is now accessible.

– Compare the thickness of the brake lining to the test value.

Thickness of brake lining

> 2 mm

– If the thickness of the brake lining is less than the wear limit, the brake lining must be replaced.

The load wheel brake has equipped with automatic friction adjustment. After 2-3 actuations of the load wheel brake, the required clearance is set automatically. Pressing the emergency off switch activates the load wheel brake manually.

Contamination or a mechanical fault may stop the automatic friction adjustment functioning correctly.

– Remove the plastic coverings (1).

– Use a feeler gauge to measure the clearance between the brake shoe and the load wheel rim via the inspection opening.

– Compare the clearance with the test value.

Clearance

0.3 ± 0.1 mm

– If the measurement exceeds the test value, the function/setting of the automatic friction adjustment must be checked.

– Close the inspection openings in the brake flange again using the cover.

See "Brake system/Testing the brake retardation".

It is not necessary to adjust the brake release clearance because the load wheel brake is fitted with automatic friction adjustment.

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To remove the load wheel brake, the load wheel must be removed. See Wheels and tyres/ Wheels/Repair.

To install the load wheel brake, the load wheel must be removed. See Wheels and tyres/ Wheels/Repair.

If the thickness of the brake lining is below the wear limit of 2 mm, the brake lining must be replaced.

To prevent uneven braking characteristics, all four brake shoes must always be replaced in both load wheel brakes.

After replacing or repairing a load wheel brake, both load wheel brakes must be bled: – Select the shift hydraulic function for approx.

5 seconds. This will ensure that the accumulator will is charged to the set pressure on the pressure reduction valve.

– Remove dust cap (1) from the bleeder valve (2).

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

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– Attach a suitable hose (1). Suspend the hose in a suitable container (2).



– Press the emergency off switch. Valve 1Y46 (1) is no longer supplied with power (braking status).



– Loosen the bleeder valve by 1-2 turns.

– Allow hydraulic oil to flow into the container until the hydraulic oil emerges without air bubbles for approx. 5 s.

The accumulator in the braking system has only limited volume. While the emergency off switch is actuated, the pump for filling the accumulator is not started. If hydraulic oil emerges without air for less than 5 seconds when bleeding the brake system, the bleeder valve must be closed again and the emergency off switch unlocked. After the emergency switch is unlocked, the hydraulic pump fills the accumulator. After that, the load wheel brake can be bled again.

Risk of damage to the bleeder screw when tightening Tighten the bleeder screw only by 2.5 to 4 Nm.

– Tighten the bleeder screw.

– Attach the dust cap to the bleeder valve.

Repeat the procedure to bleed the second load wheel brake.

After installing a new load wheel brake, the brake must first be run in. Only then will the correct braking effect be achieved.

Therefore a new load wheel brake must be run in correctly.

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– Bleed the load wheel brake.

– Hold the shift function for approx. 5 seconds.

This will ensure that the accumulator will is charged to the set pressure on the pressure reduction valve.

– Disconnect plug 1Y46-X1 on valve (1) (braking status).



When the plug is disconnected on valve 1Y46, a corresponding error message appears in the display. The industrial truck is braked to v = 2.5 km/h.

– Drive the industrial truck a distance of approx.

100 m.

After running in, the plug on valve 1Y46 (1) must be reconnected.

Preparation: After a new load wheel brake has been installed, the brake must be bled and run in before adjusting the brake retardation.

If repair work was performed on the brake, the brake must be bled before the brake retardation is adjusted.

Checking: – Test the brake retardation. See "Brake system/Testing the brake retardation".

– Remove the cover (1).



– Loosen the lock nut.

– Screw in the socket head screw by one turn.

The accumulator must be recharged before every braking operation.

Hold the shift function for approx. 5 seconds. This will ensure that the accumulator will is charged to the set pressure on the pressure reduction valve.

– Test the brake retardation.

Increase the pressure setting at the pressure reduction valve until the required brake retardation value is correctly set.

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– Tighten the lock nut.

– Attach the cover on the pressure reduction valve(1).



– Continue to follow the guided procedure "Adjust mechanical brakes".

– Use the pressure sensor as a reference.

– Switch the industrial truck off and on again.

– Check for correct function.

– Remove the cover (1).



– Loosen the lock nut.

– Loosen the socket head screw by one turn.

After each instance of unscrewing the adjustment screw at the pressure reduction valve, the accumulator pressure must first be reduced so that it is below the pressure set at the pressure reduction valve. To ensure that this is achieved, the pressure must be reduced manually.

– Loosen the screw for manual pressure release (1) by a maximum of 1.5 turns.



– If the pump motor starts, tighten the screw (1) again.

The accumulator must be recharged before every braking operation.

If the pump motor does not start on its own during the pressure reduction, there is an error. A corresponding message appears in the display.

– Test the brake retardation.

Reduce the pressure at the pressure reduction valve until the required brake retardation value is set correctly.

– Tighten the lock nut.

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– Attach the cover on the pressure reduction valve(1).



– Continue to follow the guided procedure "Adjust mechanical brakes".

– Use the pressure sensor as a reference.

– Switch the industrial truck off and on again.

– Check for correct function.

Every 1000 operating hours or annually. For multi-shift use, cold store application and/or when there are exceptional ambient factors, the maintenance interval should be shortened accordingly.

See "Brake system/Hydraulic operating brake/ Testing".

See "Brake system/Hydraulic operating brake/ Testing".

See "Brake system/Testing the brake retardation".

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The pressure sensor (1) monitors the pressure in the brake system of the load wheel brake. The output voltage of the pressure sensor changes in proportion to the existing pressure.

Output signal Pressure measuring range

0.5 to 4.5 V 0 to 100 bar

The factory setting is noted on an adhesive label (1). This adhesive label is located on the chassis valve block. This reference voltage of the pressure sensor is noted on this adhesive label. The pressure for the required brake retardation of 3 %g is also noted. A unique adhesive label is created for each industrial truck.



Max. brake pressure: 2345 mV = 45 bar

The pressure sensor is connected to a 3-pin plug (2).

X1:1 X1:2 X1:3

0 V supply voltage 0.5 to 4.5 V analogue output signal 1+24V supply voltage

– Switch off the industrial truck.

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– Loosen connector plug (1) on the pressure sensor (2).



– Connect a voltage measuring device to X1:1 and X1:3 of the connector plug for the pressure sensor.

– Switch on the industrial truck.

– Perform voltage measurement.

The measured voltage value must be approx.

24 V. If that is not the case, the wiring to the pressure sensor must be checked.

– Switch off the industrial truck.

– Connect a 42-pin measurement adapter (1) to plug XC1 of the truck control unit.



– Connect a voltage measuring device to XC1:3 and XC1:14.

– Switch on the industrial truck.

– Read the voltage on the voltage measuring device.

– Compare the voltage with the value in the truck control unit using the diagnostic software.

– Compare the measured value to the value shown in the diagram "pressure versus pressure sensor output voltage".

– Switch off the industrial truck.

– Connect a pressure gauge to the measuring point (1) on the brake system.



– Switch on the industrial truck.

– Read the pressure on the pressure measuring device.

– Compare the measured value with the "pressure sensor" diagram.

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You can use this diagram to check the linearity of the pressure sensor. The two steps "Measuring the analogue output signal" and "Measuring the pressure in the brake system" supply the values for this. These values must match with the diagram for at least two points.

– Switch off the industrial truck.

– Connect a pressure measuring device to the valve block on the load wheel brake (1).



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– Loosen the screw for manual pressure release (1) by a maximum of 1.5 turns.



– Wait until the pressure gauge reads approx.

0 bar.

– Re-tighten the screw for manual pressure release.

– Disconnect plug 1B32-X1 (1) on the pressure sensor (2).



– Unscrew the pressure sensor (2) from the valve block.

– Screw the pressure sensor (2) into the valve block.



– Insert plug 1B32-X1 (1) on the pressure sensor.

– Switch on the industrial truck.

– Raise main lift approx. 1 m and fully lower it again.

– Using the diagnostic software, start the guided procedure " ".

– Calibrate the pressure sensor.

– Switch the industrial truck off and on again.

– Bleed the load wheel brake. See Brake system/Hydraulic operating brake/Repair.

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Measuring range: Output signal: Accuracy: Supply voltage: Temperature range:

0 to 100 bar 0.5 to 4.5 V 1% 24 V -40 to +100°C

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The accumulator (2) is located behind the chassis valve block (1). The accumulator can be seen in the side view of the chassis valve block (5).

The pressure for the brake system is set using the pressure reduction valve (3). The pressure sensor (4) monitors the pressure in the brake system and thereby also the pressure in the accumulator. See "Brake system/Hydraulic operating brake/Pressure sensor".

The pressure in the accumulator is applied directly to the brake cylinders when the truck is braking. The brake retardation achieved by the load wheel brake is dependent on the pressure in the accumulator.

The pressure in the accumulator must be adjusted using the pressure reduction valve so that the load wheel brake retards the truck by around 3%/g in addition to the electromagnetic brake.

If the output voltage of the pressure sensor falls by more than 10% below the setpoint value stored, the hydraulic unit is automatically actuated with 300 rpm for 7 seconds. For an intact brake system, this is normally sufficient to charge the accumulator to the set pressure.

Every hydraulic function triggers the accumulator to charge to the pressure set on the pressure reduction valve. One exception is the function "Lower auxiliary lift". The hydraulic unit is not activated for this function. The speed is regulated via a proportional valve. The oil flows directly back into the tank.

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The measured pressure is dependent on the setting of the pressure reduction valve on the valve block for the load wheel brake.

You can check the accumulator for leak tightness: Using the diagnostic software Using a pressure gauge – Start the diagnostic software.

– Call up the "Driving/Diagnostics load wheel brake" page.

– Raise the main lift by approx. 1 m. Fully lower it again.

– Note the current voltage on the sensor for the accumulator.

– If, after five minutes, the current voltage value deviates significantly from the noted value or the hydraulic power unit starts, the accumulator must be replaced.

– Connect the pressure gauge at the measurement connection (1).

– Raise the main lift approx. 1 m and fully lower it again.

– Note the current pressure.

– If, after 5 minutes, the current pressure deviates significantly from the noted value or the hydraulic power unit starts, then the accumulator must be replaced.

The accumulator must be able to supply the brake system with pressure for several braking cycles before the accumulator needs to be filled again. With age, the gas filling in the accumulator can decrease. This limits the volume of the accumulator.

– Switch on the industrial truck.

– Press the foot switch.

– Press and release the emergency stop button several times.

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power unit does start, the volume of the accumulator is too low.

– Switch off the industrial truck.

– Connect a pressure gauge to the valve block on the load wheel brake (1).



– Loosen the screw for manual pressure release (1) by a maximum of 1.5 turns.



– Wait until the pressure gauge reads approx. 0 bar.

– Tighten the screw for manual pressure release again.

– Unscrew the pressure gauge.

– Remove the chassis valve block (2). See Valves/Valve block/Chassis valve block/ Repair.

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– Unscrew the accumulator (1) from the valve block (2).



– Screw the new accumulator (1) into the valve block (2).



– Install the chassis valve block (2). See Valves/Valve block/Chassis valve block/ Repair.

– Switch on the industrial truck.

– The hydraulic power unit fills the accumulator automatically.

– Bleed the load wheel brake. See Brake system/Hydraulic operating brake/Repair.

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If the industrial truck is equipped with a load wheel brake, the industrial truck has an extended chassis valve block (1). In comparison to the "standard block" (2), the left-hand side of this block is wider. All components for the load wheel brake are installed on this wider part of the valve block.

3 Accumulator 4 S/W valve 2Y46 5 Pressure sensor 6 Measurement connection 7 Pressure reduction valve

1 Chassis valve block, rear 2 Pressure relief valve 3 Accumulator

The pressure relief valve is preset to 100 bar.

This setting must not be changed.

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– Switch off the industrial truck.

– Connect a pressure gauge to the load wheel brake valve block (1).

– Loosen the screw for manual pressure release (1) by a maximum of 1.5 revolutions.



– Wait until the pressure gauge indicates approx. 0 bar.

– Re-tighten the screw for manual pressure release.

– Unscrew the pressure gauge.

– Loosen the hydraulic hose (1) to the load wheel brake.



– Disconnect the plug 1B32-X1 to the pressure sensor.

– Disconnect plug 2Y46-X1 to the control valve.

– Remove the chassis valve block. See "Valves/Valve block/Repairing".

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– Install the chassis valve block. See "Valves/ Valve block/Repairing".

– If these components not delivered with the new valve block, unscrew the accumulator (1) and pressure sensor (2) from the old valve block and screw them into the new valve block.

– Connect the hydraulic line to the load wheel brakes (1).



– Insert plug 1B32-X1 to the pressure sensor.

– Insert plug 2Y46-X1 to the control valve.

– Bleeding the load wheel brake See "Brake system/Hydraulic operating brake/Repairing".

– Check the brake retardation of the load wheel brake. See "Brake system/Hydraulic operating brake/Testing".

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The industrial truck does not have a separate parking brake. This functionality is provided by the service brake. This entails using the magnetic brake to keep the industrial truck securely at a standstill. The magnetic brake remains active when the industrial truck is switched off, as it will not open unless it is supplied with power.

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1 2 3 4 5 6 7 8 9 10

Sensor surface for two-hand driving Steering knob or steering wheel Horn button Operating lever for hydraulics Selection key for switching inductive guidance (IZF) between manual and automatic Enable button Selection key for hydraulic additional functions Emergency off switch Operating lever for driving Selection key for auxiliary lift/swivel

11 12 13 14 15 16 17

Selection key for combined lifting and lowering/synchronous swivel and reach movement 180° Selection key for fork cycle Sensor surface for two-hand operation of hydraulics Special function selection button Selection key for the side shift limitation Selection key for hydraulic additional functions Display with operation

The display (17) is a separate unit with its own connection. See Display elements/Display.

1

Left-hand sensor surface

2

Steering knob or steering wheel

3

Horn button

Sensor surface for two-hand operation. This surface must be touched to enable driving in the aisle.

Generates the steering setpoint value. Steering wheel: the steering movement is neither limited by the steering potentiometer nor by the mechanism (continuous). Steering knob: the steering movement is limited by the steering potentiometer mechanism at the left-hand and right-hand stop. The centre position is a locking position.

Activates the horn.

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-1

4

5

6

7

8 9

10

11

12

13 14

-2

The operating lever for hydraulics can be moved up, down, left or right. Movement in a longitudinal direction initiates lifting/lowering, Operating lever for hyand movement in a lateral direction initiates shifting. Pushing the draulics operating lever in combination with a selection key performs the required function of the selection key. The sensor surface on the right must be actuated.

If this button is pressed, the IZF switches from to . The IZF function must be available to enable this. If the Manual/automatic selecstatus is selected, the edge of the button lights up green. tion button The symbol for the status is shown on the display. The selected status remains selected even after the key switch has been switched off/on.

The enable button can be used to cancel certain functions, such as intermediate lift cut-out, traction cut-out, operator errors etc.

Enable button Operating the enable button only produces a response if the edge of the button lights up red.

The function of the key is option-specific.

Selecting the function moves the right-hand fork arm as viewed from the 90° position. The direction is specified using the operating lever for hydraulics.

Selection key for hydraulic If the function is selected, the fork arms move additional functions synchronously away from each other or towards each other. The direction is specified using the operating lever for hydraulics.

If the function is selected, the fork arms are telescoped. The direction is specified using the operating lever for hydraulics.

The emergency off switch interrupts the emergency off circuit and Emergency off switch thus the main contactor. This de-energises the drives. The magnetic brake and the optional load wheel brake are activated.

The operating lever for driving can be moved up and down. The Operating lever for driving drive direction is specified via the operating lever. The deflection of the lever determines the speed.

Pressing this selection key with the operating lever for hydraulics Selection key for auxiliary pushed up or down initiates the auxiliary lift function. Pressing this lift/swivel selection key with the operating lever for hydraulics pushed to the left or the right initiates the swivel function.

Pressing this selection key with the operating lever for hydraulics pushed up or down initiates the functions for lifting or lowering the Selection key for lifting main lift and auxiliary lift together. Pressing this selection key with and lowering together/ the operating lever for hydraulics pushed to the left or the right inisynchronous swivel-shift tiates the synchronous swivel-shift movement. This function actimovement vates the shifting movement and the swivelling movement at the same time, so that the fork is in the other home position after this function is completed.

Pressing this selection key with the operating lever for the hydraulics pushed to the left or right, while actuating the sensor surSelection key for fork cyface for two-hand operation of the hydraulics, initiates the autocle matic fork cycle function. This option is only possible with the load detection sensor.

Sensor surface for two-hand operation of the hydraulics. To allow Right-hand sensor surface a hydraulic movement, this surface must be touched.

Special function selection This button allows special functions of the industrial truck to be sebutton lected. The function is dependent on the customised options (CO).

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15

16

17

Pressing this selection key with the operating lever for hydraulics pushed to the left or right initiates the side shift limitation function.

Selection key for the side This function causes the fork carriage to move in the direction shift limitation indicated by the operating lever for hydraulics until the stop point is reached. The stop point is determined by a parameter.

The function of the key is option-specific.

Selecting the function moves the left-hand fork arm as viewed from the 90° position. The direction is speciSelection key for hydraulic fied using the operating lever for hydraulics. additional functions If the function is selected, both fork arms move in parallel. The direction is specified using the operating lever for hydraulics.

The display (DIS) is a separate unit. See "Operating devices/ Display with operation Display".

The following operating devices can be found on the underside of the operating panel, on the right-hand side.

1

2

Pressing this selection key with the operating lever for hydraulics Selection key for auxiliary pushed up or down initiates the auxiliary lift function. Pressing this lift/swivel selection key with the operating lever for hydraulics pushed to the left or the right initiates the swivel function.

Pressing this selection key with the operating lever for hydraulics pushed up or down initiates the function to lower the main lift and auxiliary lift together. Pressing this selection key with the operating Selection key for lowering lever for hydraulics pushed to the left or the right initiates the synand synchronous swivel- chronous swivel-shift movement 90°. To allow this, the option shift movement 90° must be activated. This function activates the reach movement and the swivel movement at the same time, so that the fork is positioned centrally in the straight-ahead position after this function is completed.

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If the VNA navigation option is active, the industrial truck can receive drive orders. When a drive order is active, the truck can only Bridging key for navigation be driven and lifted towards the target. This restriction is temporarily lifted if the "bridging key for navigation" is pushed. This action will not delete existing drive orders.

No function

3 4

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The industrial truck is equipped with either a key switch (2) or with a push button (1). If the industrial truck is equipped with a push button, an external access control system is also installed.

Both a steering knob (3) and a steering wheel (4) can be installed on the operating panel.

1 2 3 4 5 6

Sensor surface for hydraulics Connection to push button on the rear of the operating panel PCB for right-hand push button Plug X2 Display (DIS) Plug X3

7 8 9 10 11 12 13

Steering setpoint device Sensor surface for traction Operating lever for hydraulics PCB for left-hand push button Plug X1 Emergency off switch Operating lever for driving

The integrated display (5) is a separate PCB. Activation is performed via a separate plug (6) with no electrical connection to the operating panel.

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A key switch is installed in the lower right-hand area of the operating panel. If an external access control system is used, a push button is fitted in this position.

Power supply to key switch or push button (U-Batt) X703 Input for push button (U-Batt) X704 Input for key switch (1+U-Batt) X702

The operating panel controller and thus pin X702 are supplied with battery voltage via pin X1:5. The signal from pin X703 or X704 is forwarded to pin X1:6.

If the industrial truck is equipped with a key switch (1), this switch is connected to pin X702 and to pin X704 in the operating panel. If the key switch is actuated, the battery voltage 1+ U-Batt is present at pin X704. The DC/DC converter generates the 1+24 V voltage for the operating panel. The controller for the operating panel is started.

If the industrial truck is equipped with a push button (2), this push button is connected to pin X702 and to pin X703. While the push button is being actuated, the battery voltage U-Batt is present at pin X703. The DC/DC converter generates the 1+24 V voltage for the operating panel. The controller for the operating panel is started. As a result, an electronic latching mode is activated on the operating panel. As soon as the push button is released, 1+24 V will be present at pin X1.6. The latched mode is released the next time the push button is actuated. The DC/DC converter switches off.

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The PCB (1) receives the signals from the bottom four buttons on the operating panel. The signals are transmitted to the main board of the operating panel via plug (2).

The sensor surfaces (2) are fitted to the righthand and left-hand side of the upper shell of the operating panel. Each of the two sensor surfaces is connected to the main board via a connection assembly (1).

The sensor surfaces are capacitive sensors.

These sensors evaluate whether the driver is touching a specific area of the operating panel.

If the industrial truck is switched on, the controller determines the current capacitance value as the new minimum value. This ensures that a covered sensor surface is not interpreted as having been "actuated". If the value is too high, then a corresponding error message appears in the display. If none of the sensor surfaces are occupied, this message disappears again.

If a defined value is exceeded, the controller detects that the surface is being "actuated".

No adjustments need to be made to this system.

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The operating lever for driving (1) can only be moved in the Y direction. The joystick is connected to the main board via plug X301 (2).

The operating lever for hydraulics (4) can be moved in the X and Y directions. The joystick is connected to the main board via plug X101 (3).

Both operating levers are designed as two-channel hall sensors. The supply voltage is 5 V. When the operating lever is actuated, the two signals move in opposite directions. The main board evaluates both signals and converts the signals into a value from 0-100%. This percentage value is transmitted to the truck control unit (FZS) via the CAN bus.

There is no need to carry out a teach-in after an operating lever is replaced.

If the setpoint values leave the "zero window", the change in setpoint is interpreted as a movement of the lever. It is not possible to adjust the "zero window".



The total of both voltages U1 and U2 must always be approx. 5 V. If this is not the case, a corresponding error message appears in the display. No further traction setpoint values can be transferred from the operating panel via the CAN bus.

The works on the same principle. It has a second two-channel potentiometer for the additional X-direction. The signals and the monitoring methods are identical.

Testing is only possible by using the diagnostic software when the component is installed. The

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signals from the joysticks are displayed on the Operating panel/Electrical inputs 1 tab.

The emergency off switch (1) on the operating panel is supplied with 1+24 V as soon as voltage is present at plug X1.3. The emergency off switch is connected via plug X705 (2).

Testing is possible by using the diagnostic software when the component is installed. The signal is displayed on the Operating panel/Switch tab.

The setpoint device (1) on the operating panel is identical to the actual value device on the drive.

The operating panel does not analyse the two setpoint signals.

Via plug X103, the signals are routed via the main board. Via plug X2, the signals are transferred directly to the steering via the mast cable.

Testing is only possible by using the diagnostic software when the component is installed. Both signals from the setpoint device are displayed on the Steering (ES21)/Sensors steering tab.

The main board performs the following tasks: Evaluation of the signals from operating lever for driving and the operating lever for hydraulics and the transmission of these signals to the truck control unit via the CAN bus Evaluation of all push button signals and transmission of these signals to the truck control unit via the CAN bus Evaluation of sensor surfaces

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Evaluation of the barrier switch for barrier open or barrier closed Evaluation of the foot switch The industrial truck is switched on/off using the key switch or push button

(2) 1 2 3 4

CAN bus (CAN-H) CAN bus (CAN-L) 1+24 V supply 0 V supply U-Batt supply for the key switch or push button 1+U-Batt output for the key switch or push button 24 V output for the emergency off switch Unassigned input

5 6 7 8

(1) 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Setpoint device for steering channel 1 Setpoint device for steering channel 2 12 V supply for the steering setpoint device 0 V supply for the steering setpoint device Input for foot switch (NO contact) Input for foot switch (NC contact) Input for left-hand barrier (NO contact) Input for left-hand barrier (NC contact) Input for right-hand barrier (NO contact) Input for left-hand barrier (NC contact) Input for left-hand chain monitoring (NO contact) Input for right-hand chain monitoring (NO contact) 24 V output for lighting on the overhead guard 24 V output for fan on the overhead guard (3)

1 2 3 4

CAN bus (CAN-H) CAN bus (CAN-L) 1+24 V supply 0 V supply -10

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5 6 7 8 9 10

Free Free Free Free Free Free

If the height measuring system is faulty, further lowering of the cab is prohibited.

Using the "emergency lowering" function, the cab can be lowered to the ground via the operating panel without further assistance.

– Do not actuate the foot switch.

– Move the operating lever for hydraulics (1) forwards while touching the right-hand sensor surface (3).

– Wait six seconds. The enable button (2) will flash.

– Leave the main lift lowering function selected while pressing the enable button.

The main lift will slowly be lowered.

The function works in the same way on industrial trucks with split operation.

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The "Split Operation" option replaces the operating panel (1). It is not possible to have both.

Split operation consists of: Left-hand operating console (BKS-L) (2) Display (DIS) (3) Right-hand operating console (BKS-R) (4) The functions and operation are split. The display (3) is a detached component and is placed in a separate housing. See Display elements/ Display. The actual operation moves closer to the driver. On the left-hand side are the steering and the operating lever for the hydraulics. On the right-hand side are the function keys and the operating lever for driving. Each of the two operating consoles (BKS) is a separate CAN bus participant.



1

2

3 4

If this button is pressed, the IZF switches from to . The IZF function must be available to enable Manual/ this. If status is seautomatic lected, the edge of the button selection lights up green. The symbol button for status is shown on the display. The selected status remains selected, even after the key switch has been switched Off/On. The enable button can be used to cancel certain functions, such as intermediate lift Enable but- cut-out, traction cut-out, operaton tor errors etc. Operating the enable button only produces a response if the edge of the button lights up red.

Horn button Activates the horn.

Sensor surface for two-hand Left-hand driving This surface must be sensor surtouched to enable driving in face the aisle.

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-1

The operating lever for hydraulics can be moved up, down, left or right. Movement in a longitudinal direction initiates lifting/lowering, and Operating movement in a lateral direction lever for hy- initiates shifting. Pushing the draulics operating lever in combination with a selection key performs the required function of the selection key. The sensor surface on the right must be actuated.

Generates the steering setpoint value. Steering wheel: the steering movement is neither limited by the steering poSteering tentiometer nor by the mechaknob or nism (continuous). Steering steering knob: the steering movement wheel is limited by the steering potentiometer mechanism at the left-hand and right-hand stop.

The centre position is a locking position.

5

6



If the shift button (10) is not actuated, the selection key has the function of during "VNA navigation".

Selection If the shift key is actuated, the key for selection key is used for the bridging the optional . approach to Pressing the selection key with the target / the operating lever for hydraulselection ics pushed to the left or the key for side right initiates the side shift limishift limita- tation function. This function tion causes the fork carriage to move in the direction indicated by the operating lever for hydraulics until the stop point is reached. The stop point is determined by a parameter.

Selection If the shift button (10) is not key for syn- actuated, the selection key chronous has the function of "synchroswivel-shift nous swivel-shift movement movement 90°". (Optional) 90° / selec- If the shift key is actuated, the tion key for selection key is used for the hydraulic hydraulic additional functions. additional The function of the key is opfunctions tion-specific.

1

2

-2

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3

4

5

Selecting the function moves the lefthand fork arm as viewed from the 90° position. The direction is specified using the operating lever for hydraulics.

If the function is selected, both fork arms move in parallel. The direction is specified using the operating lever for hydraulics.

If the shift button (10) is not actuated, the selection key has no function.

If the shift key is actuated, the selection key is used for the hydraulic additional functions.

The function of the key is option-specific.

Selecting the function moves the right-hand fork arm as viewed Free/selecfrom the 90° position. The dition key for rection is specified using the the hydrauloperating lever for hydraulics. ic additional If the function functions is selected, the fork arms move synchronously away from each other or towards each other. The direction is specified using the operating lever for hydraulics.

If the function is selected, the fork arms are telescoped. The direction is specified using the operating lever for hydraulics.

Pressing this selection key while keeping the operating lever for hydraulics pushed up or down initiates the functions Selection for lifting or lowering the main key for lift and auxiliary lift together. combined Pressing this selection key lifting and with the operating lever for hylowering/ draulics pushed to the left or synchrothe right initiates the synchronous swiv- nous swivel-shift movement. el-shift This function activates the movement shifting movement and the swivelling movement at the same time, so that the fork is in the other home position after this function is completed.

The emergency off switch inEmergency terrupts the emergency off ciroff switch cuit and thus the main contactor. This de-energises the 52318042200 - 12/2019 EN -

-3

drives. The magnetic brake and the optional load wheel brake are activated.

Pressing this selection key Selection with the operating lever for hy6 key for fork draulics pushed to the left or cycle the right initiates the automatic fork cycle function. (Optional) The operating lever for driving can be moved up and down.

Operating The drive direction is specified 7 lever for via the operating lever. The driving deflection of the lever determines the speed.

Right-hand Sensor surface for two-hand 8 sensor sur- operation of the main lift and face shifting.

Pressing this selection key with the operating lever for hydraulics pushed up or down inSelection itiates the auxiliary lift function. key for aux9 Pressing this selection key iliary lift/ with the operating lever for hyswivel draulics pushed to the left or the right initiates the swivel function.

The "XYZ" key (10) activates Shift button 10 the hydraulic additional func"XYZ" tions on keys (1) to (3).

-4

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Split operation can be adjusted individually. This ensures perfect ergonomics for when the operator is both sitting and standing.

The operating consoles are adjusted as follows: Power assistance can be folded upwards (86°) (1) Precise horizontal adjustment (150 mm) (2) Power assistance for vertical adjustment (100 mm) (3)

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– Check whether the gas springs provide support when folding the operating consoles upwards.



– Fold both operating consoles (3) upwards.

– The operating consoles must be held in the folded up position by the gas springs.

– Check whether the gas springs support the vertical adjustment.



– Fold both operating consoles downwards.

– Push lever (2) upwards and let the console slide upwards.

– Push lever (2) upwards and push the operating console downwards. It must be possible to stop the operating console in every position once the lever (2) is no longer actuated.

– Make sure that the operating consoles can adjust horizontally by engaging in each detent.

– To do so, push lever (1) upwards.

– Release lever (1) at different positions and check that the consoles engage correctly.

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If the gas spring is removed, power assistance is no longer available. The operating console lowers. Risk of injury!

Secure the operating console against uncontrolled lowering!

– Guide the operating console with vertical adjustment all the way to the top.

– Fold the operating console upwards.

– Secure the operating console against uncontrolled lowering!



– Loosen lock nut (2) on piston rod head (1).



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-7

– Loosen self-securing nut (1) and remove front washer (2).



– Loosen nut (3) and unscrew screw (4) until the gas spring can be detached and washer (5) falls out.

– Turn the gas spring until the thread of the piston rod is no longer screwed into the piston rod head.

– Remove gas spring.

– Screw (4), washer (6) and nut (3) can remain in the industrial truck.

– Use lock nut (1) to set dimension

= 5 mm.

This setting prevents the piston rod from being screwed too far into the piston rod head, which in turn prevents valve (2) from being permanently actuated. The operating lever must not be subjected to mechanical pressure!

– Screw the piston rod of the gas spring into the piston rod head.

– Attach washer (5) to screw (4).



– Screw screw (4) into nut (3), thereby incorporating the gas spring.

– Insert washer (2).

– Screw on self-securing fastening nut (1) just far enough that a degree of play remains between washers (2) and (5) and the gas spring.

If there is no play between the gas spring and the washers, the power assistance of the vertical adjustment has no upwards function.

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– Tighten lock nut (2) on piston rod head (1).



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– Switch off the industrial truck.

– Loosen four screws (1) on the armrest.



– Remove the armrest.

– Loosen screws (1) on the horizontal adjustment lever.



– Remove the lever.

– Loosen four screws (2) and two screws (3) from the plastic covering.



The PCB of the sensor surfaces for secondhand operation with the plug connector is installed in the plastic covering. A line connects the PCB of the sensor surfaces to the operating console. This line must be disconnected carefully before removing the plastic covering. To do so, disconnect the plug connector on the PCB of the sensor surfaces.

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– Only remove plastic covering (4) far enough so that plug connector (5) can be disconnected.



– Disconnect the plug connector of the connecting line on the PCB for the sensor surfaces (5).

– Loosen screw (7) of the mechanical lock-in position.



– Lift spring plate (6).

– Change the notch for mechanical lock-in position (8).

To install, follow the steps for removal in reverse sequence.

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If the gas spring is removed, power assistance is no longer available. The operating console folds downwards. Risk of injury!

Secure the operating console against folding down in an uncontrolled manner!

– Guide the operating console all the way up to maximum vertical adjustment.



– Fold the operating console upwards.

– Loosen upper safety clip (2) with screwdriver (1) and disconnect the gas spring from the ball head support mounting.

– Loosen the lower safety clip with a screwdriver and disconnect the gas spring from the ball head support mounting.

– Remove gas spring.

To install, follow the steps for removal in reverse sequence.

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If the gas spring is removed, power assistance is no longer available. The operating console lowers. Risk of injury!

Secure the operating console against uncontrolled lowering!

– Guide the operating console with vertical adjustment all the way to the top.

– Fold the operating console upwards.

– Secure the operating console against uncontrolled lowering (see section entitled "Repairing the vertical adjustment gas compression spring").

– Loosen lock nut (1) on piston rod head (2).



– Detach the gas spring at the lower lifting point (see section entitled "Repairing the vertical adjustment gas compression spring").

– Turn the gas spring until operating lever (3) can be removed.

– Unscrew the piston rod of the gas spring from the piston rod head.

– Remove locking ring (1) and press in bearing bolt (2) as far as necessary for the piston rod head to be removed.



Do not fully disassemble bearing bolt (2) for the operating console, as doing so would leave the operating console unmounted.

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– Attach piston rod head (1) onto bearing bolt (2).



– Attach the bearing bolt and locking ring.

– Insert the operating lever into the piston rod head.

– Screw the piston rod of the gas spring into the piston rod head.

– For additional installation steps, simply follow the instructions previously described in the section entitled "Repairing the vertical adjustment gas compression spring".

The two operating consoles (BKS) are referred to as the left BKS (8U67) and the right BKS (8U68). Both BKS are connected to the CAN bus.

The two operating consoles (BKS) have the same structure.

Main board Buttons Operating lever In addition, the steering setpoint device is connected to the left BKS. The emergency off switch is connected to the right BKS. Additional inputs and outputs are divided between the two operating consoles.

The controller detects the tilt angle of the BKS via a sensor on the board. At a tilt of <=25°, the BKS is located in the horizontal position. Commands from the controller are received only in the horizontal position. Neither the buttons nor the setpoint device may be actuated when changing to the neutral position.

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The two operating levers have a supply voltage of 5 V. There is no need to teach in the operating levers. Voltages above 4.5 V or below 0.5 V are interpreted as 100% deflection. 0% deflection is defined via a zero window at 2.5 V.

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

0 V supply 1+24 V supply CAN bus (CAN-L) CAN bus (CAN-H) Input for left-hand barrier (NO contact) Unassigned Input for left-hand chain monitoring (NO contact) Unassigned Input for left-hand barrier (NC contact) Unassigned Unassigned Unassigned 24 V output for lighting on the overhead guard Unassigned Unassigned Coding "left", wire jumper pin 18 0 V supply (from pin 1) 1+24 V supply (from pin 2)

Input for right-hand barrier (NO contact) Input for foot switch (NO contact) Input for right-hand chain monitoring (NO contact) Unassigned Input for right-hand barrier (NC contact) Input for foot switch (NC contact) Unassigned Unassigned 24 V output for fan on the overhead guard 24 V output for the emergency off switch Unassigned Coding "right", wire jumper pin 17 0 V supply (from pin 1) 1+24 V supply (from pin 2)

Based on the coding at X500.16, the controller expects different signals at the X400, X502 and X503 plugs.

Operating lever for hydraulUnassigned ics Operating lever for driving Emergency off switch

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Keypad board, left Keypad board, right

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The signals from the steering setpoint device are transmitted directly to the steering via the mast cable. The setpoint device also receives the 12 V supply voltage via this connection.

All split operation inputs can be checked using the diagnostic software.

These include: Buttons Operating lever Sensors for two-hand monitoring Position sensors

Activation of the outputs can be only partly checked using the diagnostic software. The outputs cannot be read out. The function of the outputs must therefore be checked with a genuine measurement at the relevant connection.

The two main boards in the left-hand and righthand operating console are identical. To help differentiate between them, the relevant plug is coded as X500 in the cable harness. The boards can be swapped for testing purposes.

– Switch off the industrial truck.

– Loosen four screws (1) on the armrest.



– Remove the armrest.

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– Loosen screws (1) on the horizontal adjustment lever.



– Remove the lever.

– Loosen four screws (2) and two screws (3) from the plastic covering.



The PCB of the sensor surfaces for two-hand operation with the plug connector is installed in the plastic covering. A line connects the PCB of the sensor surfaces to the operating console.

This line must be disconnected carefully before removing the plastic covering. To do so, disconnect the plug connector on the PCB of the sensor surfaces.

– Only remove plastic covering (2) far enough so that plug connector (1) can be disconnected.



– Disconnect the plug connector of the connecting line on the PCB for the sensor surfaces.

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– Release the latch (1) to pull out the operating console to the maximum length (2).



– Loosen the screws (1).



– Disconnect plugs X400 (2) and X503 (4).

– For the right-hand operating console, plug X502 (3) for the emergency off switch must also be disconnected.

– Disconnect plug X500 (2).



– Loosen the screws (1).

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– Pull the main board (1) backwards out of the operating console.



To install, follow the steps for removal in the reverse order.

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To emphasise the functionality, the following images have been simplified.

The display is an independent CAN bus participant.

In the "operating panel" version, the display is mechanically integrated into the operating panel.

The display is activated via a separate plug (X3) independently of the operating panel. See Operating devices/Operating panel/Operating devices and displays/General.

In the "split operation" version, the display is a self-contained unit. The display is placed in a separate housing.

Operating statuses and information relevant for operation are shown on the display. Using the display, it may be possible to switch functions on and off or to switch between defined statuses.

The display is presented in colour and is graphical. The content is divided into four parts: Left-hand menu bar (1) Right-hand menu bar (3) Top status bar (2) Central information area (4)

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Half of the display can be occupied by a message window (1). This window is automatically inserted from the right-hand side. The information which was previously displayed centrally is then shown in the left-hand section of the display. The elements may sometimes overlap.



This message window has various content: Messages relevant to operation Messages with error numbers Target position (drive order) and actual position for navigation The first two points are described in a separate document. See documentation "Fault descriptions and instructions in the display".

If the settings are modified, a special form of the message window appears. This message informs you that the changed settings are being saved. An acoustic signal accompanies the display of this message. The message disappears after four seconds.

The display settings are stored in the truck control unit. If the display is replaced, the saved settings are transferred to the new display.

The ten membrane switches can be freely configured to display your favourite functions on the main page. As soon as the button (7) is actuated, the menu bar (1) opens. From this point the structure is always the same. There is also no change to structure when you select a different language. The symbols also remain the same.

Depending on the options , and , the other menu items may shift upwards. If one or more of the options are not available in the industrial truck, the other menu items move upwards.

The menu levels are as follows: (2) Power-saving feature Navigation (3) (4) Used lift heights (5) (6) Truck information

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Production number Display settings Time Date Language Status bar Left field Centre field Right field Configure favourites Truck settings Lift height preselection Approach lift heights Enter lift heights Clear lift heights Service Message list

The status bar at the top of the display is divided into three fields: Left field (1) Centre field (2) Right field (3) The status bar can display the following information:

Battery charge level (charge state) Operating hours Time Date Next maintenance interval

Graphical % h hh:mm dd.mm.yy h

The status bar can be configured individually. 

– Push button (7). The menu in area (1) opens.

Depending on the options , and , the other menu items may shift upwards. If there are empty fields next to the buttons, the key sequence starts with the lowest programmed button (3) to (5).

– Press key sequence (6), (3) and (5).

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– Select the status bar field using button (2), (3) or (4).

– In the list, use buttons (2) to (6) to select the desired information.

– Exit the list by pressing button (8).

The central information area simultaneously shows four values that are relevant for operation: (1): The maximum permissible weight for the current lift height. If the optional weight measurement is available, the current weight of the load being lifted.

(2): Current height of the fork arms (upper edge) (3) (4) This part of the display cannot be parameterised.

The display is operated using 15 membrane switches. The function of buttons (2) to (4) is fixed. Button (5) has two functions.

2 3

4

5

Changes the view back to the main page Changes the view back to the nexthighest menu If the arrow is displayed at the upper or lower edge of the right-hand menu bar, the content can be changed using these two push buttons.

Changes the view to the main page with the menu shown in the righthand menu bar.

If a settings page is displayed, the current setting can be saved.

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The function of membrane keys (1) to (10) is shown directly next to the keys in the display.

The function of the buttons changes depending on the menu that is displayed.



The layout of the homepage is always the same when the industrial truck is delivered ex works.

1

5

6

9 10

The energy-saving mode of the industrial truck is activated or deactivated.

The navigation information is shown or hidden. For this, the key switch for the navigation must be set to AUTO. Otherwise, the symbol is greyed out and therefore cannot be selected.* If the button is pressed and held when a drive order is active, the drive order is deleted.* The right-hand menu bar with the available data regarding height preselection opens. If the symbol is greyed out, the industrial truck is equipped with the navigation option and the key switch for navigation is set to AUTO.* Switch the work light* on/off Switch the fan* on/off * Option

If a function or button is selected, this is indicated with a coloured bars (1) next to the button. If the function is deselected, this coloured bar is no longer present.



If an arrow appears in area (1) or (2), then the list contains additional entries. The arrow keys (3) can be used to scroll through the menu. If there is no longer an arrow in area (1), the start of the list has been reached. If there is no longer an arrow in area (2), the end of the list has been reached.

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The texts are available in 25 languages. The language can be set using a fixed key combination. This combination is the same for all languages.

– Push button (7). The menu in area (1) opens.

Depending on the options , and , the other menu items may shift upwards. If there are empty fields next to the buttons, the key sequence starts with the lowest programmed button (3) to (5).

– Press key sequence (3), (6) and (4).

– Use buttons (2) to (6) to select the desired language in the list.

Only five languages are shown here. The other 20 languages can be found by scrolling. See "Scrolling through the menu bar" – Exit the list by pressing button (8).

The ten membrane switches can be freely configured to display your favourite functions on the main page. The following functions are available as favourites:

Complete, individual areas or individual heights

– Push button (7). The menu in area (1) opens.

Depending on the options , and , the other menu items may shift upwards. If there are empty fields next to the buttons, the key sequence starts with the lowest programmed button (3) to (5).

– Press key sequence (6) and (4).

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– Use buttons (1) to (10) to select the position for the favourite function.



– Select the desired function in the list using buttons (6) to (10).

On some buttons there is a sub-menu with additional options.

– Exit the list by pressing button (11).

Currently displayed error numbers can be hidden using push button (2). A warning symbol (1) remains in the status bar with the quantity of current errors. The hidden errors can be displayed in the message list. The errors are only displayed in the list until the cause is rectified. All other errors can be read out using the diagnostic software.



– Push button (7). The menu in area (1) opens.

Depending on the options , and , the other menu items may shift upwards. If there are empty fields next to the buttons, the key sequence starts with the lowest programmed button (3) to (5).

– Press key sequence (6), (6) and (2).

The message list shows all of the current error numbers.

– Exit the list by pressing button (8).

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The brightness is automatically adjusted by a light sensor (1) below the display.

For the automatic brightness feature to function correctly, the sensor must not be covered or contaminated.

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A (1) with a measuring range of 6400, 15,000 or 17,500 mm is used to determine the lift height. The distance sensor is installed behind the seat in the driver's cab.

The distance sensor records the absolute change in distance of the main lift from the bottom end position. The distance sensor transmits this distance to the FZS via the CAN bus.

A reference switch (2) monitors the distance sensor.

The distance sensor is actuated via a flexible steel strap. A tensions the steel strap over the full extension length.

If the or the truck control unit is replaced, a must be carried out for the distance sensor. The values are saved in the FZS. The functions of the industrial truck are restricted if a teach-in is not performed. See Diagnostics/Teach-in.

WB85 6400 WB180 15000 WB21 17500

+/- 3.2 mm +/- 7.5 mm +/- 8.75 mm

In the cab, on the mast side

Connection on the housing: 1 2 3 4 5

Unassigned 1+24 V 0V CAN-H CAN-L

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-1

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software. Select the "Main lift/Main lift diagnostic" page.

– Actuate the "Main lift lifting/lowering" function.

Check the evaluation of the lift height and of the reference switch.

If the main lift is not calibrated, the "Main lift teach-in" display appears in red. The display then shows the value of the "Maximum lift height" parameter. A teach-in must be performed using the diagnostic software

Risk of injury due to the tensioned spring drive and the whiplash effect of the steel strap The housing of the distance sensor must not be opened. During removal/installation, follow the working instructions exactly.

Risk of irreparable damage to the distance sensor Do not allow the steel strap to snatch. Do not pull the steel strap out beyond the specified measurement range.

– Remove the driver's seat.

– Lift the cab by approx. 1 m and support the cab.

– Detach the steel strap from the chassis. Allow the steel strap to retract slowly.

– Remove the distance sensor (1).

– Lift the cab and support the cab.

– Screw the distance sensor (1) into place.

– Pull out the steel strap on the extender. Attach the steel strap to the support at the bottom of the lift mast.

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– Check that the steel strap runs into the sensor housing vertically.

– Carefully lower the cab.

– Check the sensing distance of the reference switch (2 to 3 mm).

Danger of damage to property The lift mast must be raised to the parameterised lift height for the teach-in. Observe the height of the ceiling.

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software.

– Start the "Main lift teach-in" function in the "Diagnostic" menu. Follow the instructions.

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The magnetic sensors are mounted to the fork carriage of the auxiliary lift.

The green magnetic sensor 2B62 (2) serves as an incremental transducer.

The blue magnetic sensor (1) serves as a reference switch.

The magnetic sensor 2B62 (2) is used to measure the height of the auxiliary lift. The magnetic sensor has four channels. The output signals A and B are square-wave signals phase-shifted by 90 degrees.

The magnetic sensor scans the magnetic tape (4). This magnetic tape consists of a succession of north poles and south poles. The magnetic tape is stuck to the mast profile and protected by a metal strip that is stuck over the tape.

When the auxiliary lift is raised, the reference switch (1) is actuated by a short piece of magnetic tape (3). The counter for distance measurement is checked and set to a defined value with each signal exchange of the reference switch (1).

The load handling controls "LAS" receive the signals from the magnetic sensors. The signals are transmitted to the "FZS" via the CAN bus.

The signals are evaluated in the "FZS".

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(1) Pin 1 1 2 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

Signal 1+24 V supply for the distance sensor of the auxiliary lift (brown) 1+24 V supply for the reference switch (brown) 0 V supply for the distance sensor of the auxiliary lift (black) 0 V supply for the reference switch (blue) 0 V supply Load-detection sensor Reference-switch signal (black) 10 V supply for the fork-adjustment sensor Analogue GND supply for the fork-adjustment sensor, load-detection sensor Distance sensor of the auxiliary lift, signal A1 (red) Fork-adjustment potentiometer slider (option) Fork-adjustment valve, right (option) Fork-adjustment valve, left (option) Single fork positioner valve, right (option) Single fork positioner valve, left (option) Distance sensor of the auxiliary lift, signal B1 (orange) Distance sensor of the auxiliary lift, signal A2 (yellow) Distance sensor of the auxiliary lift, signal B2 (green) 1+24 V supply for the load-detection sensor 0 V for the load-detection sensor, centre-position sensor for fork adjustment (option)

Manufacturer Magnetic sensor Resolution Distance between sensor/ magnetic tape Magnetic tape

SIKO MSK2000-03 1 mm 0.1 to 10.0 mm MB2000

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-5

Manufacturer Sick AG Magnetic sensor MQ10-60-APS-KU0 Distance between sen1.0 to 8.0 mm sor/magnetic tape Magnetic tape MG30 L-100

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software. Select the "Auxiliary lift/Auxiliary lift diagnostic" page.

– Actuate the "Auxiliary lift lifting/lowering" function. Check the evaluation of the lift height and of the reference switch.

If the auxiliary lift is not calibrated, the "Auxiliary lift teach-in" display appears in red. The display then shows the value of the "Maximum lift height of main lift" parameter. A teach-in must be performed using the diagnostic software

– Loosen the screws (3) on the lift carriage (1).

Remove the cover (2).

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– Disconnect the plugs.



– Loosen the screws (2). Remove the support (1) with the sensors from the lift carriage.

Loosen the screw (3) on the cable clip. Remove the relevant sensor cable.



– Unscrew incremental transducer 2B61 or reference switch 2B59 from the support.



– Remove the relevant cables on plug X71.

To install, follow the steps for removal in reverse sequence. Before fitting the support to the lift carriage again, you have to adjust the distance of the sensors to the magnetic tape.

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-7

– Adjust the distance between the reference switch (1) and the magnetic strip (2). The standard distance is 5 mm.

– Adjust the distance between the magnetic sensor (3) and the magnetic strip (4). The standard distance is 5 mm.

– Check that the LED of the reference switch lights up when the magnetic strip is detected.

– Perform a teach-in for the auxiliary lift. See "Teach-in for the auxiliary lift".

-8

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The magnetic strip will be demagnetised if it comes into contact with strong magnetic fields.

Avoid any magnetic field touching the magnetic strip.

– Loosen the faulty magnetic tape, including the metal strip.

– Clean and degrease the mast profile (1).

– Apply new self-adhesive magnetic tape at the marking on the mast profile.

– Stick the new self-adhesive metal strip flush on the magnetic tape. Fasten the metal strip using the round-headed grooved pins.

– Carry out teach-in. See "Teach-in for the auxiliary lift".

The magnetic tape for the incremental transducer and the metal strip are available only by the meter. Specify the length you require when ordering.

For the teach-in, you have to raise the auxiliary lift up to the stop.

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software.

– In the "Diagnostic" menu, start the "Ancillary movements/auxiliary lift teach-in" function.

Follow the instructions.

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The 2B74 swivelling distance sensor (1) is a Hall sensor. The distance sensor senses the angle of rotation of the fork via two analogue signals. The analogue signals are captured in the load handling controls ("LAS"). The "LAS" sends the information to the "FZS" via the CAN bus.

If the angle of rotation is <3° or >177°, an additional inductive proximity switch (2) monitors the basic position on the left or right.

The proximity switch (2) is activated via a cam switch (3). The yellow LED on the proximity switch must light up in the basic position.

If the "FZS" detects the basic position for swivelling and shifting, the fork is in the contour and the industrial truck can move faster than creep speed.

If the "FZS" does not detect the basic position for swivelling and shifting, the industrial truck moves only at creep speed (2.5 km/h). The display shows an symbol.

If the contour switch switches at the wrong place, the "FZS" detects an error.

1 2 3 4

0V Channel A, 1 V to 4.5 V 10 V from "LAS" Channel B, 4.5 V to 1 V

-10

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– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software. Select the "Swivelling/Swivelling diagnostic" page.

– Actuate the "Swivel left/right" function. Check the evaluation of the swivelling function and of the reference switch.

– Compare the corresponding actual value signals with the diagram.

The voltage values of the actual value signals can be moved in parallel by up to 0.2 V depending on the sensor mounting.

If the swivelling function is not calibrated, the "Swivelling teach-in" display appears in red.

Error messages are then shown on the display. A teach-in must be performed using the diagnostic software

– Lift the cab by approx. 1.6 m and support the cab.

– Remove the distance sensor (1).

– Move the forks into the 90° position.

– Lift the cab and support the cab.

– Using the diagnostic software, centre the distance sensor (1) and screw it into place. The voltages of channel A and channel B must be the same in the 90° position.

– Check the sensing distance of the contour switch (2 to 3 mm).

– Carefully lower the cab.

– Connect the diagnostic cable.

– Switch on the industrial truck.

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– Start the diagnostic software.

– Start the "Ancillary movements/swivelling teach-in" function in the "Diagnostic" menu.

Follow the instructions.

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The distance sensor (1) records the absolute change in distance of the reach carriage and transmits the position directly to the FZS via the CAN bus.

A contour switch also monitors the distance sensor and the basic position of the reach carriage.

See Sensor system/Side shift contour switch.

If the or the truck control unit is replaced, a must be carried out for the distance sensor. The values are saved in the FZS. The functions of the industrial truck are restricted if a teach-in is not performed. See Diagnostics/Teach-in.

1 2 3 4

CAN-H CAN-L 24 V 0V

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software. Select the "Side shift/Side shift diagnostic" page.

– Actuate the "Side shift left/right" function.

Check the evaluation of the reach function and of the reference switch.

If the reach function is not calibrated, the "Side shift teach-in" display appears in red.

Error messages are then shown on the display. A teach-in must be performed using the diagnostic software

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– Lift the cab by approx. 1.6 m and support the cab.

– Remove the cover.

– Remove the distance sensor (1).

– Install the distance sensor (1) in any angle of rotation and in any fork position and screw the distance sensor in tightly.

– Carry out teach-in. See "Teaching in the reach function".

– Connect the diagnostic cable.

– Switch on the industrial truck.

– Start the diagnostic software.

– In the "Diagnostic" menu, start the "Ancillary movements/side shift teach-in" function. Follow the instructions.

The teach-in of the reach function is a prerequisite for correct stops and ramp functions. You set the contour position using the diagnostic software.

– Check the sensing distance of the contour switch (2 to 3 mm).

– Move the reach carriage into the basic position on the left/right. Tightly screw the cam switches on the left/right flush with the contour switch, offset by max. 50% offset to the outside.

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The side-shift contour switch (1) is fixed to the reach carriage and moves to the side with the reach carriage. The basic position of the reach carriage (fork within the contour) is monitored using the cam trips (2).

3+1 mm

Sensing distance

Evaluation and monitoring are carried out by the truck control unit. "FZS" See Sensor system/ Side-shift contour switch.

Active

Not active

Active

Not active

1 3 4

The reach carriage is in the basic position: None No limitations are applied to the main lift and driving functions.

The reach carriage is not in the basic The side-shift po"Outside contour" is position: tentiometer is not in displayed (only if Driving v = 2.5 km/h the basic position. driving is selected). Main-lift lifting/lowering speed is reduced.

Error(s): The side-shift poDriving v = 2.5 km/h tentiometer is not in Error 514 Main-lift lifting/lowering speed is rethe basic position. duced.

Error(s): The side-shift poDriving v = 2.5 km/h tentiometer is in the Error 515 Main-lift lifting/lowering speed is rebasic position. duced.

The side-shift potentiometer is in the basic position.

1+24 V supply 0 V supply 24-V switching output

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The weight sensor (1) is an option and is installed in the auxiliary lift mast. The weight sensor measures the pulling force on the load chain. As a result, two analogue voltages (2) are produced. These voltages are evaluated to calculate the weight on the fork.

The weight sensor is connected to the load handling controls (LAS 8U61). The weight sensor must be calibrated using the diagnostic software.

The weight sensor is evaluated in the truck control unit (FZS 8U60). The evaluation produces the following functions: Weight measurement to ensure that the driving speed is adapted to be appropriate for the load being carried and to allow the weight to be shown on the display (accuracy of +/50 kg) Overload protection in relation to the nominal load: A warning is issued at an overload of 50 kg; lift cut out occurs at an overload of 100 kg Ability to detect when the fork is mounted

1

0 V supply voltage

2

+24 V supply voltage

3

Channel A, 1 V to 9 V

4

Channel B, 9 V to 1 V

5

Unassigned

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– Switch on the industrial truck.

– Start the diagnostic software.

– Check that weight measurement (2) is activated on the "Auxiliary lift/Diagnostics for weight measurement" page.

If weight measurement is not calibrated, the display (3) appears in red. A teach-in must be carried out The display (4) shows the weight that is calculated from the weight measurement from channel 1 (5) and channel 2 (6) – If necessary, activate the "Weight measurement" option (1) on the "Truck options 1" page. If weight measurement is not activated, evaluation by the sensor is not possible. The FZS ignores associated monitoring data and uses the nominal load to calculate the drive profile.

The weight sensor cannot be repaired. If a malfunction is detected during the sensor test, the sensor must be replaced. Ɣ The weight sensor can be damaged during mechanical adjustment work under load. To ease the load on the chain of the auxiliary lift, lower the forks onto a pallet Ɣ A must be performed after carrying out mechanical adjustment work on the chain of the auxiliary lift mast or after replacing the weight sensor

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– Switch off the industrial truck.

– Turn the union nut (2) in an anticlockwise direction. Disconnect plug X1.

– Loosen the lock nut (4) and the nut(5). Remove the weight sensor (6) (wrench size 24).

To install, follow the steps for removal in reverse sequence.

– Before installing the weight sensor, check that there is no dirt on the ball socket (3).

– Pre-load the spring (1) of the auxiliary lift to a length of 100 mm. If, for example, the forks are in the racking, this eases the load on the chain of the auxiliary lift. The spring then holds the weight sensor in position.

– Check the height of the forks. If necessary, ease the load on the chain of the auxiliary lift again. Adjust to the required fork height using the nuts (4, 5).

A load with a minimum weight of 80% of the nominal load is required for the teach-in process.

– Switch on the industrial truck.

– Start the diagnostic software.

– In the "F2 Diagnostic" menu, start the "Weight measurement teach-in" function. Follow the instructions.

With this option, a light sensor (1) detects whether or not a load carrier is located on the fork arms. This light sensor has an adjustable sensing range of up to 600 mm. The sensor is mounted just above the seating of the fork arms.

Most load carriers are detected in this position.

An evaluation of "loaded fork arms" has no bearing on the weight of the load carrier. If the industrial truck is not also equipped with the optional weight sensor, nominal load is always assumed.

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If the industrial truck is fitted with the light sensor between the fork arms, the speed of the ancillary movements while the industrial truck is not under load can be adapted. When the truck is not under load, the ancillary movements can be carried out significantly more quickly. For this reason, each ancillary movement has "not under load" parameters. These parameters can be adapted using the diagnostic software. See Valves/Proportional valves/Proportional valve

On industrial trucks without load detection, it is always assumed that the fork arms are loaded.

Synchronous swivel-shift movement may not be possible in every configuration; this depends on the dimensions of the load, of the attachment and of the aisle. Synchronous swivel-shift movement will be disabled within aisles if necessary.

If synchronous swivel-shift movement is possible when the industrial truck is not under load, movement without a load can be permitted with load detection.

With the optional fork cycle, load detection influences the process of depositing in stock and removing from stock. See Special equipment/ Accessories/optional equipment/Automatic fork cycle.

With the optional lift height preselector, load detection influences the requested lift height. See Special equipment/Accessories/optional equipment/Lift height preselector.

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1

+24 V supply voltage (brown)

2

Unassigned

3

0 V supply voltage (blue)

4

24 V output (black)

5

Unassigned

The function is checked using the diagnostic software.

There is a yellow LED and a green LED on the rear of the sensor: Green LED: power supply present.

Yellow LED: load detected. 24 V available at pin X1:4.

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An ultrasonic sensor is used for the optional "overhead guard switch" function (1). This sensor is secured on the overhead guard using a support mounting. The transmission surface of the sensor points vertically up to the ceiling. During operation, the sensor transmits a funnel-shaped acoustic signal, also known as an ultrasonic sound cone. If an object enters the path of this ultrasonic sound cone, this alters the signal that is received so that the distance to the object can be calculated.

Two switching points can be set, depending on the signals received. The switching signal with the larger sensing distance triggers a speed reduction of the lifting operation. The switching signal with the smaller sensing distance triggers a traction and lift cut-out.

The switching signals are connected to the I/O module in the driver's cab (IOC) and are transmitted from there to the truck control unit (FZS).

Manufacturer Designation

Pepperl + Fuchs UB2000-F42-E6-V15

Using the diagnostic software, set the "Roof switch" option to "Enable" on the "Truck options 1" page.

Settings must be configured on the ultrasonic sensor (overhead guard switch) after exchange or retrofitting. See "Electrics/Electronics"/Sensor system/Overhead guard switch/Repair.

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– Switch on the industrial truck.

– Check the sensor power supply; see "Connections".

– Use the diagnostic software to check whether the "Roof switch" option on the "General truck options 1" page is set to "enable".

– Check that the LEDs (3) and (1) light up.

(2),

If there are no objects within the set sensing distance, all three LEDs light up. The sensing distances are pre-set at the factory.

Output 1 Output 2

200 mm 600 mm

The truck functions must remain unaffected at this point.

Check that the sensing distance has been set correctly.

– Place an object within the sensing distance.

– Check that the LEDs (1) go out.

(3)and

The raise main lift and drive functions are stopped. A corresponding error message appears in the display. Only the green (2) LED should remain illuminated on the ultrasonic sensor.

– Select the "Main lift diagnostic" page.

– Check the status of the "Lifting reduced" display.

– Check the status of the "Roof switch" display.

A white display for "Lifting reduced" means that there is no reduction.

A blue display for "Lifting reduced" means that there is a reduction in the Raise main lift function.

A green display for "Roof switch" means not actuated.

If the display for "Roof switch" is red, the Main lift lifting and Driving functions will be stopped.

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Plug X1 is located on the overhead guard switch. To loosen the union nut, rotate it anticlockwise.

1

+24 V supply voltage

2

Switching output 2

3

0 V supply voltage

4

Switching output 1

5

Free

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The ultrasonic sensor cannot be repaired. If a malfunction is detected when the sensor is tested, the entire sensor must be replaced.

– Switch off the industrial truck.

– Loosen the union nut from plug X1 (1) by turning it anticlockwise. Disconnect the plug.

– Loosen the four screws (2). Remove the ultrasonic sensor.

To install, follow the steps for removal in the reverse order.

The settings described here must be applied after replacement or retrofitting.

The settings are made via the two buttons on the sensor, "A1" (2) and "A2" (3).

The row of LEDs (1) displays the signal statuses and the functions that have been set.

The setting for the overhead guard switch can only be configured within the first five minutes after the industrial truck has been switched on or the power supply has been turned on.

– Press button "A1". Switch on the industrial truck.

The LED in the row of LEDs (1) begins to flash green.

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Here, the operator can set the two output signals to switch as NC contacts or NO contacts. Tap button "A2" to select from four options. Button "A1" is used to save changes or change the mode of operation.

– Tap button "A2" until the line 2 flashes.

LED for

– Press button "A1" for > 2 seconds to save this setting.

– Press button "A1" for < one second to switch to the setting for the ultrasonic sound cone width.

The width of the ultrasonic sound cone is set to by default. This setting must not be changed.

– Press button "A1" briefly; the red LED flashes.

– Tap button "A2" until the line 3 flashes.

LED for

– Actuate button "A2" for >2 s; the width of the ultrasonic sound cone will be saved. The sensor returns to normal mode.

A sensing distance of 600 mm must be set for the speed reduction. For the traction and lift cutouts, a sensing distance of 200 mm must be set (factory setting).

– Press button "A1" for > 2 seconds; the sensor switches to teach-in mode for cut-out point X1.

– Position the test piece at the required distance X1 = 200 mm above the sensor. Rapid flashing of the LED indicates whether the target object has been detected.

– Press button "A1" briefly; the sensor stops the teach-in process and cut-out point X1 is saved.

– Actuate button "A2" for >2 s; the sensor will switch to teach-in mode for cut-out point X2.

– Position test piece at desired distance X2 = 600 mm above the sensor. Rapid flashing of 52318042200 - 12/2019 EN -

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the LED indicates whether the target object has been detected.

– Actuate button "A2" briefly; the sensor stops the teach-in process and cut-out point X2 is saved.

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The task of the traction controller (1) is to generate a three-phase AC from the battery's DC and to use this to drive the traction motor.

A variable frequency determines the motor speed.

The traction controller (1) and the pump controller (2) have an identical design. They differ in their external dimensions because their output powers or nominal voltages are different.

In each converter there are internal capacitors at connections "B+" and "B-". The capacitors are charged internally.

The traction-motor rev sensor is connected to the traction controller. The traction controller regulates the revolution speed to the setpoint value. The FZS specifies the setpoint value via the converter CAN bus.

Errors are not displayed if the two channels of the rev sensor or two power connections to the motor are mixed up. The motor creeps or vibrates on the spot. The motor heats up very quickly.

The traction controller monitors the temperature of the connected motor and its power module.

If either the motor or the power module reaches a critical temperature, the output power for the motor is reduced. If the temperature continues to rise, the entire drive is shut down when the maximum permitted temperature is reached. Corresponding errors are displayed on the operating panel display. See the error list for the traction controller.

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-1

4 5 6 7 8

CAN bus MOSFET transistors Temperature sensor in the converter Rectifier diodes Capacitors

-B +BF

-2

9 10 11 12 13

Microprocessor Actual motor current AC motor Rev sensor Temperature sensor at the motor

0 V power supply, battery negative Unassigned

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+B U V W

2+Batt power supply, battery positive Phase U traction motor output Phase V traction motor output Phase W traction motor output

1 2 3 4 5 6 7 8

Input, 1+Batt supply voltage via key-switch relay Unassigned Input, PSA active Unassigned Unassigned Unassigned Input for rev sensor, channel A 12 V supply voltage, rev sensor

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Unassigned Input, PSA malfunction Unassigned Unassigned Unassigned Input for rev sensor, channel B 0 V supply voltage, rev sensor and temperature sensor 0 V output for main contactor K1 2+Batt input after emergency off circuit Unassigned Unassigned Converter for CAN bus (CAN-L) Converter for CAN bus (CAN-H) Analogue input for temperature sensor (+) Unassigned

are reported to the FZS via the CAN bus converter. The FZS is where the error codes are

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evaluated, stored and sent to be shown on the display.

Additional signals are displayed via the diagnostic software.

When working on the converter, make sure that the capacitors are fully discharged after the industrial truck is switched off.

Use a voltmeter to check that there is no voltage present at the B+ and B- connections. If necessary, use a 100- resistor to discharge the capacitors or wait for them to self-discharge.

– Unplug the battery male connector.

– Mark and disconnect the cables.

– Disconnect the

plug at the converter.

– Unscrew the controller from the control board.

To install, follow the steps for removal in reverse sequence.

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The design of the pump controller (2) is identical to that of the traction controller (1). See Traction controller.

-B +BF +B U V W

0 V power supply, battery negative Unassigned 2+Batt power supply, battery positive Phase U output Phase V output Phase W output

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1 2 3 4 5 6 7 8

Input, 1+Batt supply voltage via key-switch relay Unassigned Unassigned Unassigned Unassigned Unassigned Input for rev sensor, channel A Rev-sensor supply voltage, 12 V

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Unassigned Unassigned Unassigned Unassigned Unassigned Input for rev sensor, channel B 0 V supply voltage for rev sensor and temperature sensor Unassigned Unassigned Unassigned Unassigned Converter for CAN bus (CAN-L) Converter for CAN bus (CAN-H) Analogue input for temperature sensor (+) Unassigned

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Executing the truck functions Monitoring the emergency off circuit and where applicable switching off the main contactor Activating the first and second braking stage of the electromagnetic brake Activating the load wheel brake Amplifying the signals from the traction-motor rev sensor Activating the hydraulic valves in the chassis Chain monitoring (slack chain or chain breakage) Managing the CAN bus The FZS (1) works with three processors: Control processor (SR) Monitoring processor (UE) Supervisor processor (SV) The FZS has two 42-pin connector plugs, XC1 (2) and XC2 (3).

The FZS has no 0 V potential on the housing and is not fitted with insulation.

Operating tem-32 C to +70 C perature Supply voltage 24 V DC (18...32 V) Battery voltage 48/80 V (28 V to 110 V)

The FZS is connected to two 42-pin plugs (XC1 and XC2).

1 2 3 4 5 6

1+24 V supply voltage for output XC2:29 Analogue input Analogue input from the pressure sensor of the load wheel brake (0.5...4.5 V) Unassigned Unassigned Unassigned

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-7

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

8.5 V supply voltage for the identification module (IDM) Analogue input of system pressure (0.5 V...4.5 V) 1+Batt output for activation of the DC/DC converter "Good-Read" signal input from the right-hand barcode scanner "Good-Read" signal input from the left-hand barcode scanner CO input (24 V) Output of the first braking stage of the electromagnetic brake (- PWM) 0 V internal supply voltage 0 V supply voltage for analogue signals Right-hand chain switch input (NO contact) Left-hand chain switch input (NO contact) Right-hand chain switch input (NC contact) Left-hand chain switch input (NC contact) ZAG sensor input ZAG sensor input ZAG sensor input ZAG sensor input "Good-Read" signal input from RFID reader/writer CO input (24 V) Unassigned CO input (24 V) CO input (24 V) Unassigned Rail switch input, load side (NO contact) Rail switch input, drive side (NO contact) Rail switch input, load side (NC contact) Rail switch input, drive side (NC contact) ZAG sensor input ZAG sensor input ZAG sensor input ZAG sensor input CO input (24 V) Input for reference switch for main lift CO input (24 V) CO input (24 V), automatic mode on 1+ Batt output downstream of key switch relay

1 2 3 4 5 6 7

Supply voltage for 1+24 V outputs from the FZS CAN bus (CAN-H) CAN bus (CAN-L) Converter CAN bus (CAN-H) Converter CAN bus (CAN-L) Data line to the identification module (RxD) Data line to the identification module (TxD) 2+batt output from emergency off relay for main contactor and magnetic brake

8

-8

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9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

1+Batt input from the key switch or on/off key 24 V output, valve 1Y46 for the load wheel brake (+ PWM) 24 V output, fan for the traction motor, pump motor and control compartment (+ PWM) 24 V output, direction indicator Output of the second braking stage of the electromagnetic brake (- PWM) 0 V internal supply voltage 0 V internal supply voltage 24 V output, valve 2Y21 for main lift (+ PWM) CO output (24 V) Output proportional valve 2Y02 for main lift lowering (+ PWM) Output for traction-motor rev sensor, channel A (12 V) Input for traction-motor rev sensor, channel A (12 V) Input for load-wheel distance sensor, channel A (24 V) Input for load-wheel distance sensor, channel B (24 V) 24 V output for aisle detection to PSA Input for the battery-lock monitoring Emergency off circuit input, 24 V = emergency off circuit closed CO output (24 V) 24 V output, enable at MPSE 1+24 V internal supply voltage 2+24 V output downstream of emergency off relay Output proportional valve 2Y42 for ancillary movements (+ PWM) 24 V output for optional buzzer in the chassis 24 V output, unassigned (+ PWM) Output for traction-motor rev sensor, channel A (12 V) Input for traction-motor rev sensor, channel B (12 V) Unassigned input Unassigned input Output for fan for traction controller and pump controller (+ PWM) "Steering OK" input (steering OK = 0 V) Unassigned 24 V output for horn CO output (24 V) +batt supply voltage for key-switch relay and emergency off relay

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1 2 3 4

Key switch Emergency off switch Emergency off relay (ESL) Key-switch relay

5 6 7 8

Enabled via control processor Enabled via monitoring processor Enabled via supervisor processor Enabled via CAN bus

Battery male connector is plugged in; the key switch is supplied with voltage ("+Batt") The industrial truck is switched on using the key switch or push button; there is therefore "1+batt" at XC2:9

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The DC/DC converter is activated via output XC1:9 The FZS receives "1+24 V" supply voltage at XC2:28 The key switch relay closes, resulting in "1+Batt" at XC1:42.

The activated DC/DC converter supplies the F9/F10 fuses with "1+24 V" and consequently, the FZS is also supplied at XC1:1 and XC2:1 The emergency off switch is supplied with power via the "1+24 V" voltage supply; if the emergency off switch is not actuated and the IZF or the MPSE does not report an "emergency off" situation, the "Emergency off circuit OK" signal is present at XC2:25 (24 V) If the control processor, the monitoring processor and the supervisor processor give the OK signal, the emergency off relay is activated The contacts from the emergency off relay close; this means that there is "2+batt" at XC2:8 and "2+24 V" at XC2:29 The traction controller then activates the main contactor K1.

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– Before replacing the FZS (1), save the parameters in a file using the diagnostic software.

– Make a note of the software version.

The FZS can be swapped from one industrial truck to another for testing purposes. Once the FZS has been permanently installed, the vehicle configuration and all other data must be downloaded to the FZS.

Height preselection option (HPS)

-

-

VNA navigation option (NAV)

.NAV5.VLF

.VLF

Aisle safety assistant option (GSA)

.GSA5.VLF

.VLF

RFID option VNAP truck configuration* Truck-specific parameters ** Control processor user program (optional CO program) Control processor operating system Monitoring processor user program (optional CO program) Monitoring processor operating system

.RFID5.VLF VNAP.VLF .PTX

.VLF .VLF .PTX

SR_AP.HEX

.HEX

SR_BS.HEX

.HEX

UE_AP.HEX

.HEX

UE_BS.HEX

.HEX

Downloading old or invalid file formats with the WinFlash software can decommission the controller.

– Use the latest WinFlash software.

– Only download files that have a unique identifier (e.g. RFID5.VLF).

The files containing the data for the factory setting can be found on the spare part CD-ROM that is supplied with the industrial truck. If a customised option ( ) has been delivered, corresponding files and descriptions are also provided on the spare part CD-ROM. The FZS (1) is supplied as a spare part with the pre-installed standard programs.

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Programming via display; no data backup

WinFlash

Diagnostic software

WinFlash

– If the FZS is replaced, first download the and then the to the FZS. – The other files can be downloaded if required.

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The load handling controls (LAS) are fitted in the attachment on industrial trucks with a turret head. For industrial trucks with a telescopic table, the LAS is mounted in the telescopic table.

The LAS (8U61) is installed in a splash-proof aluminium housing (1). The LAS can be used in cold stores, or for alternating operation inside and outside cold stores. The LAS is identified as "LA3" on the identification plate (2).

The "LA3" variant of the LAS is not compatible with variant "LA2". This controller was installed in the previous model of the industrial truck.

The LAS controls all control valves and proportional valves in the attachment.

All sensors for the different position measuring systems and for load measurement on the attachment are connected to the LAS. An exception is the sensor for shifting. This sensor transmits its information directly via the CAN bus.

If there is a malfunction in the LAS, all 2+24 V outputs are switched off via an internal safety relay.

The LAS is connected to the CAN bus.

The LAS is connected to a 42-pin plug. The pins are numbered as shown under item (1).

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X1:1 X1:2 X1:3 X1:4 X1:5 X1:6 X1:7 X1:8

0-V supply voltage for the control unit and X1:22 screening for the CAN bus X1:23 Actuation of control valve 2Y23 for lifting X1:24 the auxiliary lift Actuation of control valve 2Y24 for lowering the auxiliary lift Actuation of proportional valve 2Y25 for shifting to the right X1:25 Actuation of proportional valve 2Y26 for shifting to the left Actuation of control valve 2Y30 for fork adjustment with 1 cylinder (option) Actuation of control valve 2Y31 for fork X1:26 adjustment with 1 cylinder (option) Additional valve X1:27

Actuation of proportional valve 2Y43 for lowering the auxiliary lift Actuation of control valve 2Y34 for fork X1:10 adjustment with 2 cylinders (option) Actuation of control valve 2Y35 for fork X1:11 adjustment with 2 cylinders (option) Actuation of proportional valve 2Y27 for X1:12 swivelling to the left Actuation of proportional valve 2Y28 for X1:13 swivelling to the left X1:9

Input for load sensor 6B23 (channel 2) for load measurement on the auxiliary lift Unassigned Output reserved for customised options (CO) 10-V supply voltage for the actual-value device for shifting, swivelling, the actual value potentiometer for fork adjustment (option) and for the force sensor for load measurement on the auxiliary lift (option) Actual-value device for swivelling (channel 1) Input for load sensor 6B23 (channel 1) for load measurement on the auxiliary lift 2+24-V supply voltage for outputs

X1:28

0-V supply voltage for outputs

X1:29

CAN bus (CAN HIGH)

X1:30 X1:31 X1:32

X1:33 0-V supply voltage for the actual-value device for shifting, swivelling, actual value X1:34 X1:14 potentiometer for fork adjustment (option) and for the force sensor for load measX1:35 urement on the auxiliary lift (option) X1:36 X1:15 CAN bus (CAN LOW) X1:37 1+24-V supply voltage for internal control X1:16 X1:38 electronics Input for the incremental transducer of the X1:17 X1:39 auxiliary lift (channel 2 A) Input for limit switch 2B56 for shifting X1:18 X1:40 (24 V = activated) Input for "Fork occupied" sensor 7B40 X1:19 X1:41 (option) Input for centre position switch 2B37 for X1:20 X1:42 fork adjustment (option) Input for the incremental transducer of the X1:21 auxiliary lift (channel A)

Input for the incremental transducer of the auxiliary lift (channel 2 B) Actual-value device for swivelling (channel 2) Input for limit switch 2B57 for swivelling (24 V = actuated) Input for reference switch 2B63 for height measurement of the auxiliary lift Unassigned Input for the incremental transducer of the auxiliary lift (channel B) Unassigned Unassigned

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Input reserved for customised options (CO) Unassigned Input for actual value potentiometer 2R22 for fork adjustment (option) 2+24-V supply voltage for outputs

-15

If the load handling controls (LAS) are replaced in the event of a fault, a teach-in must be performed again for the following functions: Swivelling Auxiliary lift Weight measurement (option) Fork adjustment (option) The teach-in is performed using the diagnostic software. This is a guided procedure. The instructions in the diagnostic software must be followed.

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The controller (1) (IOC) is located behind the driver's seat.

The IOC is required for the following functions: Extension for optional inputs and outputs (customised options = CO) Switch-on function for industrial trucks with the "Split operation with access control device" option" " Navigation: key switch and serial interface Overhead guard switch Tilting order picking barrier Two-hand operation

The controller is also installed in the high-level order picker. Ɣ

If the IOC has been installed in an order picking truck, it can no longer be used in a highlevel order picker.

1...4

Unassigned

1...8

Unassigned

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-17

1...18

Unassigned

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

+24 V input for power supply 0 V input for power supply CAN-H CAN-L Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Unassigned Push button input for switching the industrial truck on or off Output for activation of the DC/DC converter Unassigned Unassigned

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1...12

Unassigned

1

+24 V output for power supply

2 3 4 5 6 7 8

0 V output for power supply Unassigned input Unassigned input Unassigned input Unassigned input Unassigned output Unassigned output

1

Input for tilting order picking barrier, left (NC contact)

2 3 4 5 6

Input for tilting order picking barrier, left (NO contact) Input for tilting order picking barrier, right (NC contact) Input for tilting order picking barrier, right (NO contact) Output for tilting order picking barrier magnet, left Output for tilting order picking barrier magnet, right

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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Two-hand operation input for a second person (1S65) Two-hand operation input for a second person (1S66) Foot switch input for a second person (NO contact, 1S68) Foot switch input for a second person (NC contact, 1S68) Unassigned Unassigned Unassigned Unassigned Input 1, overhead guard switch (7B43) Input 2, overhead guard switch (7B43) Key switch input for navigation (8S1) Key switch input for two-hand operation (1S64) +10 V output for power supply 0 V output for power supply Unassigned Unassigned

1...6

Unassigned

1 2

RS232, TxD RS232, RxD

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3

RS232, GND

4

Unassigned

In this industrial truck, a CAN bus system is used for data transmission between the controllers (CAN = ontroller rea etwork). Up to three separate bus systems can be installed in the industrial truck: CAN bus (industrial truck) CAN bus for converter CAN bus for antennas (optional) The data transfer rate is 250 KB/s.

If the CAN bus (industrial truck) fails due to a line breakage or a faulty controller, it may not be possible to transfer any existing error messages to the operating panel. Furthermore, any diagnostics being performed by the diagnostic software can be disrupted.

This CAN bus comprises the following components: Load handling controls (LAS) 8U61 Operating panel controller (BPS) 8U62 Truck control unit (FZS) 8U60 Inductive guidance (IZF) 3A21 (optional) Electric steering unit (ELK) 3M1

The load handling controls 7A22 and the electric steering unit (ELK) 3M1 each contain one terminating resistor with 120 .

This CAN bus comprises the following components: Truck control unit (FZS) 8U60 Traction converter 1U6 Hydraulic converter 2U3

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The truck control unit (FZS) and the hydraulics converter 2U3 each contain a terminating resistor with 120 .

This CAN bus comprises the following components: Inductive guidance (IZF) 3A21 Load side antenna 3W1 Drive side antenna 3W2

The antennas each contain a terminating resistor with 120 .

There are two diagnostics interfaces (1) on the industrial truck. One is located in the cab (a).

The other is located in the control compartment (b). To allow access to the industrial truck, the computer can be connected with the CAN bus via the diagnostic interface. The plug has seven pins, but only four pins are wired.

If the CAN bus (industrial truck) fails due to a line breakage or a faulty controller, it may not be possible to transfer any existing error messages to the operating panel. Furthermore, any diagnostics being performed by the diagnostic software can be disrupted.

The CAN bus can be tested using a multimeter at the diagnostic interfaces or at the wiring plugs. Refer to the circuit diagram.

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Each controller has an inner resistance of approx. 40 k at the CAN connection. Each bus system is completed with two 120 resistors.

See "CAN bus/General".

If one of the two CAN bus cables is interrupted, this can be determined by measuring the resistance when the industrial truck is switched off: Situation Value Correct value with two 60 terminating resistors One CAN bus cable or one terminating resis- 120 tor is interrupted Both terminating resistors interrupted, depending on the number 4 to 40 k of controllers in the CAN bus Individual CAN control40 k ler CAN bus cable without M to controller The resistance is measured between pin 1 and pin 2, at the diagnostic interface (8).

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The voltage level of the CAN bus cable can be checked only when the industrial truck is switched on. The normal level (a) for CAN-H (1) is between the open-circuit voltage (2.5 V) and the peak voltage (3.5 V). The normal level (b) for CAN-L (2) is between the open-circuit voltage (2.5 V) and the valley point voltage (1.5 V).

Measurement Value CAN-H (pin 1) to GND 2.5 to 3.5 V (pin 4) CAN-L (pin 2) to GND 1.5 to 2.5 V (pin 4)

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Special regulations must be observed for industrial trucks with a lithium-ion battery.

For safe use, the original operating instructions for industrial trucks with a lithium-ion-battery must be observed.

Only specially trained personnel (specialists) may carry out repairs and maintenance.

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-1

If the lithium-ion battery is disconnected or the industrial truck is switched off, the voltage to the B+ power contact is switched off by two internal contactors. The power supply to the industrial truck is provided via the auxiliary contacts (1, 2) at a maximum of 15 A. When the industrial truck is switched on, the voltage transformer U32 is activated. As a result, the CAN coupler connects the CAN bus converter via the auxiliary contacts (3, 4) to the battery.

If the battery is error free and the truck control unit has sent the switch-on command to the battery, the contactors in the battery close. The B+ power contact supplies the industrial truck with power. The battery then sends to the truck control unit the command that the internal contactors are closed. The auxiliary voltage at pin 1 is switched off. The FZS switches on the auxiliary relay 3K77 via output XC2:41. 3K77 goes into latching mode and switches on the steering contactor 3K1. When the industrial truck is switched off, output XC2:41 opens and 3K77 unlatches.

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The oil tank (1) consists of semi-transparent plastic with a wall thickness of approx. 8 mm.

A baffle is installed in front of the pump intake line (2). This prevents unwanted air intake via the pump.

The oil tank must be kept be depressurised. The ventilation hose (3) ensures a pressure balance between the two ridges. The circulating air is cleaned by a breather filter (6). The raised installation position prevents unwanted oil leakage via the breather filter.

The screw plug (4) on the lower left side is not intended for emptying the tank. Vacuum equipment must always be used to empty the tank.

The tank is emptied and filled via the filling opening (5).

The oil tank has a marking for checking the oil level (1).

The level of hydraulic oil must be checked with the cabin and auxiliary lift completely lowered. Too little or too much oil causes malfunctions and damage to the hydraulic system!

Check the oil level regularly.

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-1

The height of the marking is dependent on the overall height. In addition, a distinction is made between a telescopic mast (ZWH) and a triple mast (DRH).

DRH >5900 mm ZWH >6900 mm DRH <=5900 mm ZWH <=6900 mm



100 mm (1) 300 mm (2)

The dimension indicates the distance between the upper edge of the tank and the centre of the marking.

The tank has a capacity of . The oil volume is dependent on the overall height.

DRH >5900 mm ZWH >6900 mm DRH <=5900 mm ZWH <=6900 mm

Approx. 83 l Approx. 70 l

An external device must be used to empty the tank. The entire hydraulic oil volume and oil sludge must be sucked from the tank via the filling opening.

If the "filling aid" option is available, you can use the hydraulic pump on the truck to empty the tank. See "Special equipment/Optional equipment/Filling aid".

The tank is filled with an external device via the filling opening (2). If the cab and auxiliary lift are lowered, the oil level must not exceed the maximum marking (1).

If the "filling aid" option is available, you can use the hydraulic pump on the truck to fill the tank.

See "Special equipment/Optional equipment/Filling aid".

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– Clean up any oil on or around the oil tank (1), suction line (2), bleed lines (3), opening (4), filling opening (5) and breather filter (6).

– Close the shut-off valves for the main lift cylinders.

– Select the main lift lifting function. The hydraulic pressure in the hydraulic system will now start to rise. The pressure relief valve (DBV) is activated at approx. 250 bar and protects the hydraulic system.

The pressure relief valve must be set correctly.

See Hydraulics/Valves/Pressure relief valve.

– Check for any oil leakage.

– Seal the relevant area or replace the component.

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Each of the two side collision protection parts can weigh up to approx. depending on the size.

Depending on the equipment, the complete drive plate can weigh up to approx. .

Use a suitable lifting device for disassembly and assembly!

– Switch off the industrial truck. Disconnect the battery male connector. Secure the industrial truck to prevent it from rolling away.

– Remove the battery from the industrial truck.

– Loosen the mounting screws (1). Remove the centre guard plate (2) from the industrial truck.

– Loosen mounting screws (1) and (3).



– Remove the two side collision protection parts (2) from the industrial truck using a lifting device.

– Loosen and remove all hydraulic connections to the valve block. See "Valves/Valve block/ Chassis valve block".

– Disconnect all electrical connections to the chassis valve block, hydraulic motor, steering and traction motor.

See "Valves/Valve block/Chassis valve block" See "Working hydraulics/Pump units/Pump motor" See "Steering/Electric steering" See "Electric motor/Traction motor" – Disconnect the suction line, return line and bleed lines. If applicable, disconnect the brake valve of the load wheel brake and the associated lines to the oil tank.

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– Place supports under the drive unit (2).



– Loosen all four mounting screws (1) on the drive plate (2).

– Carefully remove the entire drive unit (2) using suitable lifting equipment.

To install, simply follow the removal steps in the reverse order.

Tightening torques:

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Screws (1) for mounting the drive unit (2) , Screws (3) for mounting the side collision protection parts (4) .

Screws (5) for mounting the side collision protection parts (4) .

Apply a medium-strength thread locking compound (e.g. Loctite 243) to the screws.

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Every 1000 operating hours or annually. For multi-shift use, cold store application and/or when there are exceptional ambient factors, the maintenance interval should be shortened accordingly.

– Test the oil tank for leak tightness. See "Hydraulics, general/Basic hydraulics/Oil tank/ Testing".

– Check the oil level in the tank. See "Hydraulics, general/Basic hydraulics/Oil tank/Testing".

The hydraulic oil must be changed every two years or after every 2000 operating hours.

See "Hydraulics, general/Basic hydraulics/Oil tank/General".

The following oil types must be used: HLP46 DIN 51524/T2 (standard usage) MR310 DIN 51524-3 (cold store application)

An O-ring with back-up ring is located on the filter bowl to the valve housing. When removing/ installing the filter element, make sure that the filter is not damaged by the thread.

– Switch off the industrial truck.

– Unscrew the filter bowl (2).

– Remove the bowl vertically downwards.

– Remove the filter element (1) by pulling it vertically downwards.

Grease must not be used when assembling parts through which hydraulic oil flows. The grease is flushed out by the warm oil and 52318042200 - 12/2019 EN -

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collects in the filter element. The film of grease coats the filter surface, which very quickly hinders or completely prevents filtration and causes the oil to flow via the bypass valve. Assembly can be made easier by coating the parts with hydraulic oil.

– Clean the filter bowl.

– Fill the filter bowl with hydraulic oil until it is approx. 3/4 full.

– Screw in the filter bowl. Tighten it until it reaches the block. Then turn back a 1/4 rotation.

– Bleed the hydraulic system. See "Valves/ Valve block/Repairing".

– Test hydraulic functions.

Dispose of the old filter element in an environmentally friendly manner.

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The breather filter (1) is located on the upper side of the oil tank, to the right of the traction motor. A hose (2) connects the two tank lifters.

This balances the pressure throughout the tank.

Manufacturer Designation Degree of filtration

ARGO L1.0807-31H 2 µm

In order to avoid impermissible pressure changes inside the hydraulic tank, the surrounding air must be able to enter and exit via a breather filter (1). Since the surrounding air is often highly contaminated, a lack of suitable filtration will also result in oil contamination. This will have negative consequences. These include: Increased wear Premature oil ageing Reduced durability of the filter The breather filter consists of an oil-resistant, non-corrosive plastic housing in which a large filter is fitted.

The filter element cannot be replaced separately. The component (1) must be replaced as a complete unit.

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See "Hydraulics/Basic hydraulics/Oil tank/Testing".

If the oil tank is subjected to over pressure of approx.

0.2 bar or more, it may become severely distorted or may burst.

Replace clogged and dirty filters.

– Unscrew the breather filter (1).

– Perform a visual inspection. Inspect the filter for contamination.

– Check the O-ring (2) for damage.

– Use compressed air to check the air passage for free flow.

If contamination is present, the filter must be replaced immediately. Screw the breather filter back in after testing.

The filter element cannot be replaced separately. The component (1) must be replaced as a complete unit.

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Every 1000 operating hours or annually. For multi-shift use, cold store application and/or when there are exceptional ambient factors, the maintenance interval must be shortened accordingly.

– Replace the breather filter. See "Hydraulics/ Basic hydraulics/Breather filter/Testing".

If the oil tank is subjected to over pressure of approx.

0.2 bar or more, it may become severely distorted or may burst.

The breather filter (1) must be replaced on a basis.

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Three versions of the pump-motor unit are used in the industrial truck.

The pump-motor unit that is used depends on the following factors: Lift mast used Nominal load Number of required/requested working cycles

48-V version 80-V version, "standard" 80-V version, "heavy"

13-kW three-phase AC asynchronous motor (1) 20-kW three-phase AC asynchronous motor (3) 24-kW three-phase AC asynchronous motor (6)

17.8 cm³ hydraulic pump (2) 27 cm³ hydraulic pump (4) 35 cm³ hydraulic pump (7)

The exterior of the 27-cm³ hydraulic pump (4) differs only slightly from the 35-cm³ hydraulic pump (7). The housing on the 35-cm³ hydraulic pump is 5 mm higher than on the 27-cm³ hydraulic pump and does not have the washers (5).

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See "Working hydraulics / Pump-motor units / Pump motor / Testing" See "Working hydraulics / Pump-motor units / Pump / Testing"

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Note the motor weight!

13 kW motor: approx. 60 kg 20 kW motor: approx. 60 kg 24 kW motor: approx. 90 kg Use suitable harnesses (M6 lifting eye bolt, round sling) and lifting equipment.

– Lift the cab to a height of 1 m.

– Close the shut-off valves (1) of the main lift cylinder.



– Switch off the industrial truck.

– Disconnect the battery male connector.

– Secure the industrial truck against rolling away.

– Mark connection cables U, V and W. – Detach connection cables U, V and W. – Disconnect plug 2M1 / X1 from the speed sensor.

– Disconnect plug 2M1 / X2 from the temperature sensor.

– Loosen the mounting screws (1) on the chassis valve block.

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– Completely remove the valve block from the pump.



– Loosen the hose clip (1) from the pipe connection on the pump.



– Loosen the three mounting screws (1) securing the pump motor to the drive plate.



The 48-V version is fitted with rubber buffers with a threaded pin. The pump motor is then secured with three self-securing nuts (2).

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– Use an M6 lifting eye bolt (1), a round sling and a lifting device to lift the pump motor upwards out of the control compartment.



To install, follow the steps for removal in the reverse order.

Observe the respective tightening torques for the fixing screws: Tightening torque for mounting screws (1): .

Tightening torque for mounting screws (3): .

The 48-V version is fitted with rubber buffers with a threaded pin. The pump motor is then secured with three self-securing nuts (2). The torque is the same as for the screw (1).

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Three versions of the hydraulic pump are used in the industrial truck.

The actual hydraulic pump used depends on the following factors: Lift mast used Nominal load Number of required/requested working cycles Design 48-V version 80-V version, "standard" 80-V version, "heavy"

Hydraulic pump 17.8 cm³ hydraulic pump (1) 27 cm³ hydraulic pump (2) 35 cm³ hydraulic pump (4)

The 27 cm³ hydraulic pump (2) is only slightly different externally to the 35 cm³ hydraulic pump (4). The housing of the 35 cm³ hydraulic pump is 5 mm higher and lacks the washers (3) present on the 27 cm³ hydraulic pump.

An externally toothed gear pump is used in all three versions.

The pump motor powers the hydraulic pump.

The rotation of the pump gears creates a vacuum in the intake line , through which oil is drawn from the tank. The revolution speed of the pump motor is critical for the oil volume, which is delivered by the hydraulic pump to the hydraulic system via the pressure line.

The hydraulic pump can be identified by the identification plate.

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Identification WSP20.16S0 KP30.27S0 KP30.34S0

When carrying out function checking on the hydraulic pump, the chassis valve block must be set correctly. See "Valves/Pressure relief valve/ Repairing".

The hydraulic pump must generate the maximum system pressure of approx. 250 bar. The test configuration is the same as when testing the pressure relief valve. See "Valves/Pressure relief valve/Testing".

A fault in the hydraulic pump is particularly noticeable when hydraulic movements are made at a low pump speed.

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If the hydraulic pump no longer generates the maximum system pressure, there may be cavitation (bubble formation) or the hydraulic pump may be defective. Air in the hydraulic system can cause cavitation. The presence of air in the hydraulic system over a long period of time leads to irreparable damage to the hydraulic pump.

With regard to the height level, the hydraulic pump is fitted below the oil level in the hydraulic tank. This means that there is pressure in the suction line with a full tank.

– Raise the cab by 1 m.

– Close the shut-off valves (1) of the main lift cylinder.

– Disconnect the battery male connector.

– Secure the industrial truck to prevent it from rolling away.



– Loosen the mounting screws (1) on the chassis valve block.

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– Completely remove the valve block from the pump.



– Loosen the hose clip (1) from the pipe connections of the hydraulic pump.



– Loosen four hexagon head screws (1).



– Tilt the hydraulic pump forwards and remove the pump from the intake hose.

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Take care not to damage the sealing ring (1).



Note the motor weight!

20 kW motor: approx. 60 kg 24 kW motor: approx. 90 kg Use suitable harnesses (M6 lifting eye bolt, round sling) and lifting equipment.

– Loosen the three mounting screws (1) securing the pump-motor unit to the drive plate.



– Using an M6 lifting eye bolt (1), round sling and lifting equipment, lift the pump-motor unit upwards out of the control compartment.



– Put the pump-motor unit safely to one side.

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– Loosen two hexagon head screws (1).



– Carefully pull the gear pump downwards.

Take care not to damage the sealing ring (1).



Before a new hydraulic pump can be installed, the hydraulic oil must be checked for contamination.

Do not install a hydraulic pump in a contaminated hydraulic system. Clean the hydraulic system first. Use new oil.

If the cab could was not raised before the hydraulic pump was removed, then the hydraulic pump must be (1) before it is installed.

– Check, clean and replace, where necessary, any seals.

– Insert seals correctly.

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– Insert tappets correctly.



On the 80-V version the tappet between the engine and the hydraulic pump is not symmetrical.

The length of the groove is 29 mm (1) on the pump side and 32 mm (2) on the engine side.

The chamfer of the groove is significantly more pronounced on the engine side. Ensure that the components are installed correctly.

To complete the installation, follow the removal steps in the reverse order.



Tightening torques for the mounting screws on the version: Mounting screws (1): . Apply a medium-strength chemical screw locking (e.g.

Loctite No. 243) to the screws.

Mounting screws (3): .

Tightening torques for the mounting screws on the version: Mounting screws (2): . Apply a medium-strength chemical screw locking (e.g.

Loctite No. 243) to the screws.

Mounting screws (3): .

After re-opening the shut-off valves, the cabin sags slightly. There is also a brief jerk when lowering the "main lift". The cab sags slightly.

The air is removed from the hydraulic system by selecting "Raise main lift" und "Lower main lift" several times.

– Open the shut-off valves.

– Lower the cab to the ground by selecting "Main lift lowering".

– Select Raise and Lower main lift several times.

– Carry out a functional test of all hydraulic movements.

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Three versions of the pump motors are used in an industrial truck.

The actual pump motor used depends on at least the following factors: Lift mast used Nominal load Number of required/requested working cycles Design 48-V version 80-V version, "standard" 80-V version, "heavy"

Engine 13-kW three-phase AC asynchronous motor (1) 20-kW three-phase AC asynchronous motor (2) 24-kW three-phase AC asynchronous motor (3)

Type

Using the diagnostic software, the type of motor used can be read out under "General service parameters".

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The 48-V version is supplied without additional ventilation. In the 80-V version, the 20-kW pump motor has a self-cooling system. For the 24-kW pump motor, forced-air cooling is used. The forced-air cooling consists of a fan (2) and an air ducting cover (1) around the entire engine.



In both voltage variants, the pump motor is a three-phase AC asynchronous motor.

The converter, also referred to as the pump controller (PS), controls the pump motor. The converter works according to the principle of pulse width modulation with a clock frequency of 8 kHz. The change in number of revolutions of the pump motor takes place via a change in the frequency of the applied AC voltage.

The number of revolutions and direction of rotation are monitored by a speed sensor. A temperature sensor located in the motor winding monitors the temperature of the motor.

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The pump motor is connected with the three phases U, V and W.

48-V version (a) 28 V 80-V version, "standard" 49 V (b) 80-V version, "heavy" 44 V (c)

13 kW 20 kW 24 kW

The order of the connections U, V and W differs in three versions, see the image. If two phases are switched, the motor turns in the opposite direction of rotation. When the converter actuates the motor, the rev sensor reports the opposite direction of rotation. This causes the converter to continuously change the pole of the motor. As a consequence, the motor vibrates on the spot, which results in the motor heating up.

The converter and the temperature sensor can be damaged when testing the insulation value.

All connection lines on the pump motor must be disconnected before the insulation testing. The temperature sensor must be short-circuited.

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The insulation resistance of the motor winding only needs to be tested after repairs to the motor or if there is a fault with the industrial truck. Different regulations may apply in other countries.

The insulation resistance of all windings in relation to the housing must have a minimum value of 1000 per volt at a DC voltage of 500 V. This gives the following insulation values: 24-V industrial trucks: >24 k 48-V industrial trucks: >48 k 80-V industrial trucks: >80 k

– Disconnect all connecting cables at the pump motor.

– Disconnect the X1 connection assembly (1) on the "2U3" converter.



– Use a wire jumper (1) to short circuit the temperature sensor on the connection assembly.



Dangerously high voltages are present at the contacts of the insulation measuring device when measurements are performed.

Do not touch the contacts of the insulation measuring device during testing.

– Use a measurement wire to connect a suitable measuring device to the motor housing.

– Connect the measuring device to the winding connection of a phase using the other measurement lead.

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– Take the measurement.

– Repeat the process described above to measure the insulation of the other two winding connections.

If the measured values are higher than 1000 /V, the insulation value is OK. If one of the measured values is below the required minimum value, the motor must be replaced.

Insulation resistance must be tested in accordance with EN 1175-1 using an approved and verified insulation measuring device.

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The complete pump-motor unit must be removed. See "Working hydraulics/Pump-motor unit/Repairing".

– Loosen four hexagon head screws (1).

– Carefully pull the hydraulic pump downwards.



Take care not to damage the sealing ring (1).



– Loosen two hexagon head screws (1).

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– Carefully pull the hydraulic pump downwards.



Take care not to damage the sealing ring (1).



– Check the sealing ring, clean it and replace if necessary.

– Insert tappets correctly.



On the 80-V version the tappet between the engine and the hydraulic pump is not symmetrical.

The length of the groove is 29 mm (1) on the pump side and 32 mm (2) on the engine side.

The chamfer of the groove is significantly more pronounced on the engine side. Ensure that the components are installed correctly.

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To complete the installation, follow the removal steps in the reverse order.



Tightening torques for the mounting screws on the version: Mounting screws (1): . Apply a medium-strength chemical screw locking (e.g.

Loctite No. 243) to the screws.

Tightening torques for the mounting screws on the version: Mounting screws (2): . Apply a medium-strength chemical screw locking (e.g.

Loctite No. 243) to the screws.

Observe the torques for the installation of the pump-motor unit. See "Working hydraulics/ Pump-motor unit/Repairing".

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

The revolution speed and direction of rotation of the pump motor are continuously monitored by a rev sensor (1) that is secured with screws. This is performed by: Traction converter 1U6 Truck control unit 8U60 Inductive guidance (IZF), option If the converter detects faulty signals from the rev sensor or determines that the pump motor is rotating in the wrong direction, the industrial truck switches to an error status. A corresponding error message is shown on the display.

If the rev sensor is faulty or reports no pulses on one of its two channels, no associated error message is shown on the display when "Main lift lifting" is activated. Despite this, the motor makes a squeaking noise. All other hydraulic functions can be moved at reduced speed. The hydraulics are shut off only when the "Main lift lowering" function is activated. An appropriate error message is shown on the display.

In the 48-V version, the plug (2) is not mounted directly on the sensor (1). The plug is located on the right, next to the terminal board of the motor, and is connected to the sensor via a wire.

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The supply voltage and the sensor signals from the rev sensor are routed via the 2M1 / X1 block plug (1):

2M1/X1:1 2M1/X1:2 2M1/X1:3

+12 V supply voltage Sensor signal for channel A (0-V active signal) 0 V supply voltage

2M1/X1:4

Sensor signal for channel B (0-V active signal)

2M1/X1:1 2M1/X1:2 2M1/X1:3

+12 V supply voltage Sensor signal for channel B (0-V active signal) 0 V supply voltage

2M1/X1:4

Sensor signal for channel A (0-V active signal)

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– Switch off the industrial truck.

– Disconnect the 2M1 - X1 connector plug from the rev sensor.

– Connect a voltage measuring device to 2M1 X1:1 and 2M1 - X1:3 on the connector plug for the rev sensor.

– Switch on the industrial truck.

– Perform voltage measurement.

The measured voltage value must be approx.

12 V. If this is not the case, the line connection must be tested. This line runs from the 2U3 - X1:8 terminal via the rev sensor, back to the 2U3 X1:15 terminal on the converter for the hydraulics.

– Switch on the industrial truck.

– Connect a voltage measuring device to the 2M1 connector plug of the rev sensor, between pin 1 and pin 2 (channel B).

– Select the lifting function to actuate the motor as little as possible.

The voltage measurement must show a voltage increase of between 0 V and 12 V. – Connect a voltage measuring device to the 2M1 connector plug of the rev sensor, between pin 1 and pin 4 (channel A).

– Select the lifting function to actuate the motor as little as possible.

The voltage measurement must show a voltage increase of between 0 V and 12 V. If the voltage is significantly less or if no voltage is detected, the rev sensor is faulty and must be replaced.

The voltage must be between 5 V to 6 V per channel when the motor is rotating continuously.

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– Switch off the industrial truck.

– Loosen the 2M1 / X1 connector plug (2) from the rev sensor.

– Unscrew the screw (1).

– The rev sensor can now be pulled out of the motor housing.

In the 48-V version, the plug (3) is not mounted directly on the sensor. The plug is located on the right, next to the terminal board of the motor, and is connected to the sensor via a wire.

To install the rev sensor, simply follow the steps for removal in the reverse order: – Place the rev sensor in the motor housing.

– Screw the rev sensor in place.

– Connect the 2M1 - X1 plug on the rev sensor.

– Put the industrial truck into operation.

– Check that the truck is working correctly.

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The temperature sensor (1) is a PTC resistor and is integrated into the motor winding. The temperature sensor returns a voltage value to the converter. The converter supplies the PTC resistor with a constant current. The higher the temperature in the motor, the higher the resistance value and thus the higher the voltage across the PTC resistor.

Pump motor in Pump motor in the 48-V ver- the 80-V version sion Constant current Voltage at 20°C

2 mA

2 mA

2.1 V

1.1 V

If the motor temperature increases to 145°C, the motor speed is reduced to 1000 rpm. A corresponding error message is shown on the display.

If the temperature increases to 150°C, the motor is switched off. A corresponding error message is shown on the display.

If the connection line from the temperature sensor is interrupted or has a short circuit, the motor speed is reduced to 1000 rpm. A corresponding error message is shown on the display.

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The temperature sensor is connected to the converter via the plug: 2M1 / X2:1 2M1 / X2:2

-26



Temperature sensor (-) Temperature sensor (+)

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– Switch off the industrial truck.

– Disconnect connector plug 2U3 / X1 at the converter.

– Measure the resistance between pins X1:15 and X1:22 of the disconnected 2U3 / X1 plug.

– Measure the motor housing temperature using a thermometer.

– The measured values must be within ±20 the values shown in the table.

T/°C -40 -30 -20 -10 0 10 20 30 40 50 60

For industrial trucks, 48-V version R/Ohm 842.47 882.11 921.57 960.86 1000.00 1039.03 1077.94 1116.73 1155.41 1193.97 1232.42

of

For industrial trucks, 80-V version R/Ohm 355 386 419 455 493 533 576 621 668 718 769

T/°C 70 80 90 100 110 120 130 140 150 160 170

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For industrial trucks, 48-V version R/Ohm 1270.75 1308.97 1347.07 1385.06 1422.93 1460.68 1498.32 1535.84 1573.25 1610.54 1647.72

For industrial trucks, 80-V version R/Ohm 824 880 939 1000 1063 1129 1197 1268 1340 1415 1493

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– Switching off the industrial truck – Unplug the plug X2 of the temperature sensor.

– Loosen the screw joint (1) on the temperature sensor (2) using an open-ended spanner (SW17).

– Carefully pull the temperature sensor out of the capillary sleeve (3) that is integrated into the motor winding.

The capillary sleeve (3) is filled with heat-conducting paste. Therefore, do not wipe the temperature sensor. Smear the new temperature sensor with heat-conducting paste.

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The original temperature sensor is embedded directly in the motor winding. The temperature sensor therefore cannot be replaced.

If the temperature sensor is faulty, a replacement sensor must be fitted.

Adhesive is supplied with the replacement sensor. This adhesive is used to mount the replacement sensor in the upper part of the winding (1).

The material number of the repair kit is .

To fit the exchange sensor, the motor must be disassembled.

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The pressure relief valve (1) is located on the front left-hand side of the chassis valve block (a).

The pressure relief valve (5) is located between the pressure line behind the hydraulic power unit (6) and the return (2) to the tank.

The pressure to

.

(5) limits the system

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-1

– Lower the cab so that the reference switch for the main lift (4) is actuated.

– Close the shut-off valves (1) of the main lift cylinder.

– Connect a pressure gauge to the measurement connection (1) on the chassis valve block (a). The position is the same for the load wheel brake option (b).



– Select the main lift lifting function.

– Read the pressure as the Main lift lifting function is selected.

System pressure

240 to 250 bar

If the test pressure is not within specifications, the pressure relief valve must be adjusted or replaced. See "Valve/Pressure relief valve/Repairing".

-2

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– Lower the cab and auxiliary lift fully.

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Loosen the screw joint (1) on the pressure relief valve using an open-ended spanner.

Completely unscrew the pressure relief valve from the chassis valve block (a). The position is the same for the load wheel brake option (b).

When replacing the pressure relief valve, it is recommended that the corresponding O-rings are also replaced. Observe the position of both O-rings.

To install, follow the steps for removal in the reverse order.

To be able to set the pressure relief valve, the following work must be carried out: – Set up the test configuration. See "Valves/ Pressure relief valve/Testing".

– Loosen the lock nut (1).



– Turn the adjustment screw (2) anti-clockwise until the pressure gauge reads .

– Tighten the lock nut (1).

– Check the hydraulic functions.

– Turn the adjustment screw (2) clockwise until the pressure gauge reads .

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– Tighten the lock nut (1).

– Check the hydraulic functions.

If the maximum system pressure of 240 bar to 250 bar cannot be reached by adjusting the pressure relief valve, the hydraulic system must be tested.

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The proportional valve (2) controls the start of the lowering procedure for the main lift, via a ramp.

The valve is actuated by the truck control unit (FZS) via a ramp function.

The actual lowering procedure is controlled via the pump speed.

The proportional valve "2Y02" (1) is screwed into the chassis valve block (a) and is located next to the high-pressure filter (2). The position is the same for the load wheel brake option (b).

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– Fully lower the driver's cab and auxiliary lift.

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Remove the 2Y02-X1 plug for the proportional valve (2).

– Using an open-ended spanner, loosen the screw joint (1) of the proportional valve for precision control of the main lift lowering (2).

Completely unscrew the proportional valve from the chassis valve block (a).

Watch out for the O-rings during the removal process!

Do not damage the O-rings.

Watch out for the O-rings during the removal process!

Do not damage the O-rings.

To install, follow the steps for removal in the reverse order. When installing the proportional valve (2) in the chassis valve block (a), ensure that the two O-rings are correctly positioned.

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There is a separate proportional valve for both the right shift function (1) and the left shift function (2).

The load handling controls (LAS) control the proportional valves according to the setpoint value.

The pump speed initially remains constant.

When a threshold value is exceeded, the revolution speed increases. The combination of revolution speed and proportional valve control is coordinated such that the control function lies with the proportional valve.

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The swivel proportional valve (right) "2Y25" (3) is screwed in at the bottom of the directional control valve block of the attachment (1). The swivel proportional valve (left) "2Y26" (2) is screwed in at the top.

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– Check the standard parameters for the proportional valves for shifting using the diagnostic software. The speeds and currents are entered on the "Side shift/Adjustments side shift (TLH)" page.

During the reach movement, make sure that there are no persons or objects in the reach area.

– Push the turret head out of the ramp area.

– Execute the reach movement with different deflection of the operating lever for the hydraulics.

The reach speed must vary and become noticeably slower in the ramp area.

– Move the turret head into an end position.

– Select the shift function.

– Swivel out the operating lever for hydraulics to its maximum position.

– On the "Side shift/Diagnostics side shift (trilateral head)" page, compare the Maximum determined speed with the default value

Maximum side shift speed (VNAP).

Minimum: 18 to 25 mm/s Maximum: 280 to 360 mm/s

The maximum speeds for each industrial truck are calculated individually by the configuration software. The value can be calculated for each industrial truck using the diagnostic software.

The maximum speed for each hydraulic function is displayed on the diagnostics page for the relevant hydraulic function. The values are different for "with load" and "without load".

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– Move the fork to the middle position (1).

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Remove the side cover sheets (2) of the reach carriage.

– Disassemble solenoid coil 2Y25 (3) or solenoid coil 2Y26(2) .



2Y25 - shift right function 2Y26 - shift left function – Unscrew the corresponding proportional valve from the direction control valve block of the attachment (1).

Watch out for the O-rings when removing the valve!

Do not damage the O-rings or the sealing ring.

The solenoid coil of the proportional valve can also be changed separately.

Watch out for the O-rings during the installation process!

Do not damage the O-rings or the sealing ring.

To install, follow the steps for removal in reverse sequence.

The shift function can be tested using the diagnostic software.

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The parameterisation is made up of three parts: Minimum value for shift left/right Maximum value for shift left/right with load Maximum value for shift left/right without load – Pick up a load near the rated capacity. Observe the load capacity diagram of the industrial truck.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Set a Maximum pump speed with load to a value of approximately 500 rpm.

– Set a Maximum pump speed without load to a value of approximately 500 rpm.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Input approx. 250 mA for the Minimum/ ramp value for shift left parameter.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Select the shift left function.

– Continue to slowly and continuously move the operating lever for hydraulics from the basic position.

– Observe when the shift function starts to move.

– Read the necessary minimal current for the proportional valve under Shift proportional valve left.

– Enter the current value determined on the "Shift/SSG shift setting" page in the Mini-

mum/ramp value for shift left parameter.

Use the same procedure for Minimum/ramp value for shift right.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Enter approx. 500 mA for the Maximum

value for shift left with load parameter.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Select the shift left function.

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– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Maximum determined speed to the default value for Maximum shift speed (VNAP).

The maximum speeds for each industrial truck are calculated individually by the configuration software. The respective maximum speeds are shown on the diagnostics page with/without load.

– Adapt the Maximum value for shift left with load parameter on the "Shift/SSG shift setting" page step-by-step until the setpoint value is reached.

At approx. 750 800 mA the proportional valve is fully opened. A higher current will not bring about any increase in speed, only an unnecessary increase in energy consumption!

Use the same procedure as for Maximum value for shift right with load.

– Reduce the value Maximum pump speed with load on the "Shift/SSG shift setting" page to 50 rpm.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Select the shift left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Maximum determined speed to the default value for Maximum shift speed (VNAP).

– Repeat this process until the Maximum determined speed is >10 mm/s below the setpoint value.

– Increase the value Maximum pump speed with load on the "Shift/SSG shift setting" page by 25 rpm.

– Set down the load.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Enter approx. 600 mA for the Maximum

value for shift left without load parameter.

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– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Select the shift left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Maximum determined speed to the default value for Maximum shift speed (VNAP).

– Adapt the parameter Maximum value

for shift left without load on

the "Shift/SSG shift setting" page step-by-step until the setpoint value is reached.

Use the same procedure as for Maximum

value for shift right without load.

– Reduce the Maximum pump speed without load on the "Shift/SSG shift setting" page by 50 rpm.

– Open the "Side shift/Diagnostics side shift (trilateral head)" page.

– Select the shift left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Maximum determined speed to the default value for Maximum shift speed (VNAP).

– Repeat this process until the Maximum determined speed is >10 mm/s below the setpoint value.

– Increase the Maximum pump speed without load on the "Shift/SSG shift setting" page by 25 rpm.

– Save the parameters.

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There are separate proportional valves for both the swivelling to the right function (1) and for the swivelling to the left function (2).

The load handling controls (LAS) control the proportional valves according to the setpoint value.

The pump speed initially remains constant.

When a threshold value is exceeded, the revolution speed increases. The combination of the revolution speed and the control of the proportional valves are coordinated such that the proportional valve is responsible for control.

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The proportional valve for swivelling to the right "2Y27" (3) is screwed on at the bottom of the directional control valve block for the attachment (1). The proportional valve for swivelling to the left "2Y28" (2) is screwed on at the top.

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– Check the standard parameters for the proportional valves for swivelling using the diagnostic software. The speeds and currents are entered on the "Swivelling/Adjustments swivelling" page.

During the swivel movement, make sure that there are no persons or objects in the rotation range.

– Swivel the turret head out of the ramp area.

– Execute the swivel movement with different deflection of the operating lever for the hydraulics.

The swivel speed must vary and become noticeably slower in the ramp area.

– Move the turret head into an end position.

– Select the swivel function.

– Swivel out the operating lever for hydraulics to its maximum position.

– On the "Swivelling/Diagnostics swivelling" page, compare the Time for complete swivelling with the default value Pre-

set time for complete swivelling (VNAP).

Minimum: 2 to 5 degrees/s Maximum: 18 to 27 degrees/s

The maximum speeds for each industrial truck are calculated individually by the configuration software. The value can be calculated for each industrial truck using the diagnostic software.

The maximum speed for each hydraulic function is displayed on the diagnostics page for the relevant hydraulic function. The values are different for "with load" and "without load".

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– Move the fork into the middle position (1).

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Remove the side cover sheets (2) of the reach carriage.

– Remove solenoid coil 2Y27 (3) or solenoid coil 2Y28 (2).



2Y27 - Swivel to the right function 2Y28 - Swivel to the left function – Unscrew the corresponding proportional valve from the direction control valve block of the attachment (1).

Watch out for the O-rings during the removal process!

Do not damage the O-rings or the sealing ring.

The solenoid coil of the proportional valve can also be changed separately.

Watch out for the O-rings during the installation process!

Do not damage the O-rings or the sealing ring.

To install, follow the steps for removal in reverse sequence.

The swivel function can be adjusted using the diagnostic software.

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The parameterisation is made up of three parts: Minimum value for swivel left/right Maximum value for swivel left/right with load Maximum value for swivel left/right without load – Pick up a load near the rated capacity. Observe the load capacity diagram of the industrial truck.

– Open the "Swivelling/Adjustments swivelling" page.

– Set a Maximum pump speed with load to a value of approximately 500 rpm.

– Set a Maximum pump speed without load to a value of approximately 500 rpm.

– Open the "Swivelling/Adjustments swivelling" page.

– Enter approx. 250 mA for the parameter

Minimum/Ramp value rotate left.

– Open the "Swivelling/Diagnostics swivelling" page.

– Select the swivel left function.

– Continue to slowly and continuously move the operating lever for hydraulics from the basic position.

– Observe when the swivel function starts to move.

– Read off the necessary minimal current for the proportional valve under Proportional valve left.

– Enter the current value determined on the "Swivelling/Adjustments swivelling" page in the Minimum/Ramp value rotate left parameter.

Use the same procedure for Minimum/Ramp

value rotate right.

– Open the "Swivelling/Adjustments swivelling" page.

– Enter approx. 500 mA for the Maximum

value for swivel left with load parameter.

– Open the "Swivelling/Diagnostics swivelling" page.

– Select the swivel left function.

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– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Time for complete swivelling with the setpoint value Pre-

set time for complete swivelling (VNAP).

The maximum speeds for each industrial truck are calculated individually by the configuration software. The respective maximum speeds are shown on the diagnostics page with/without load.

– Adjust the Maximum value for swivel left with load parameter on the "Swivelling/Adjustments swivelling" page step-by-step until the setpoint value is reached.

At approx. 750 800 mA the proportional valve is fully opened. A higher current will not bring about any increase in speed, only an unnecessary increase in energy consumption!

Use the same procedure for Maximum value for swivel right with load.

– Reduce the value Maximum pump speed with load on the "Swivelling/Adjustments swivelling" page by 50 rpm.

– Open the "Swivelling/Diagnostics swivelling" page.

– Select the swivel left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Time for complete swivelling with the setpoint value Pre-

set time for complete swivelling (VNAP).

– Repeat this process until the Time for complete swivelling is >500 ms below the setpoint value.

– Increase the value Maximum pump speed with load on the "Swivelling/Adjustments swivelling" page by 25 rpm.

– Set down the load.

– Open the "Swivelling/Adjustments swivelling" page.

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– Enter approx. 600 mA for the parameter

Maximum value for swivel left without load.

– Open the "Swivelling/Diagnostics swivelling" page.

– Select the swivel left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Time for complete swivelling with the setpoint value Pre-

set time for complete swivelling (VNAP).

– Adjust the parameter Maximum value

for swivel left without a load on the "Swivelling/Adjustments swivelling" page step-by-step until the setpoint value is reached.

Use the same procedure for Maximum value for swivel right without load.

– Reduce the value Maximum pump speed without load on the "Swivelling/Adjustments swivelling" page by 50 rpm.

– Open the "Swivelling/Diagnostics swivelling" page.

– Select the swivel left function.

– Swivel out the operating lever for hydraulics to its maximum position.

– Compare the Time for complete swivelling with the setpoint value Pre-

set time for complete swivelling (VNAP).

– Repeat this process until the Time for complete swivelling is >500 ms below the setpoint value.

– Increase the value Maximum pump speed without load on the "Swivelling/Adjustments swivelling" page by 25 rpm.

– Save the parameters.

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The proportional valve 2Y43 (2) controls the lowering speed of the auxiliary lift.

The load handling controls (LAS) control the proportional valves according to the setpoint value.

This function is controlled solely by the proportional valve; the hydraulic power unit is not actuated.

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The proportional valve 2Y43 for lowering the auxiliary lift (2) is screwed into the directional control valve block of the attachment (1). The valve is located at the front when installed. The S/W valve for auxiliary lift lowering is located behind the proportional valve.

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– Check the standard parameters for the proportional valve for the auxiliary lift using the diagnostic software. The speeds and current are entered on the "Additional lift/Adjustments additional lift" page.

During the lowering movement, make sure that there are no persons or objects in the lowering area.

– Lift the cab and auxiliary lift. The mast slowdown area must be exited.

– Execute the lowering movement of the auxiliary lift with different deflection of the operating lever for the hydraulics.

The lowering speed must vary and become noticeably slower in the mast slowdown area.

– Move the auxiliary lift into the upper end position.

– Select the auxiliary lift lowering function.

– Swivel out the operating lever for hydraulics to its maximum position.

– On the "Additional lift/Diagnostics additional lift" page, check the Maximum determined speed.

Minimum: 8 to 15 mm/s Maximum: 200 to 400 mm/s

The maximum speeds for each industrial truck are calculated individually by the configuration software.

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– Move the fork into the middle position (1).

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Remove the side cover sheets (2) of the reach carriage.

– Remove solenoid coil 2Y43 (2).



– Unscrew the proportional valve from the directional control valve block of the attachment (1).

Watch out for the O-rings during the removal process!

Do not damage the O-rings or the sealing ring.

The solenoid coil of the proportional valve can also be changed separately.

Watch out for the O-rings during the installation process!

Do not damage the O-rings or the sealing ring.

To install, follow the steps for removal in reverse sequence.

The swivel function can be adjusted using the diagnostic software.

– Pick up a load near the rated capacity. Observe the load capacity diagram of the industrial truck.

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– Open the "Aditional lift/Adjustments additional lift" page.

– Enter approx. 250 mA for the parameter

Minimum/Ramp value lowering.

– Open the "Additional lift/Diagnostics additional lift" page.

– Select the auxiliary lift lowering function.

– Continue to slowly and continuously move the operating lever for hydraulics from the basic position.

– Observe when the swivel function starts to move.

– Read off the necessary minimal current for the proportional valve under Proportional valve for lowering.

– Enter the current value determined on the "Additional lift/Adjustments additional lift" page in the Minimum/Ramp value lowering parameter.

– Open the "Aditional lift/Adjustments additional lift" page.

– Enter approx. 500 mA for the parameter Maximum value for lowering.

– Open the "Additional lift/Diagnostics additional lift" page.

– Select the auxiliary lift lowering function.

– Swivel out the operating lever for hydraulics to its maximum position.

– The Maximum determined speed must be 300 to 340 mm/s.

– Adjust the Maximum value for lowering parameter on the "Additional lift/ Adjustments additional lift" page step-by-step until the value is reached.

At approx. 750 800 mA the proportional valve is fully opened. A higher current will not bring about any increase in speed, only an unnecessary increase in energy consumption!

– Save the parameters.

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The chassis valve block (1) is located in the battery unit on the left-hand side of the industrial truck.

The valve block is secured to the hydraulic pump with four screws.

The valve block exists in two versions: Chassis valve block without a load wheel brake (2) Chassis valve block with integrated load wheel brake valve block (3)

Grease must not be used when assembling parts through which hydraulic oil flows. The grease is flushed out by the warm oil and collects in the filter element. The film of grease coats the filter surface, which very quickly hinders or completely prevents filtration and causes the oil to flow via the bypass valve. Assembly can be made easier by coating the parts with hydraulic oil.

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T S1 MP P2 H P1

Return line to the tank Pressure sensor connection for system pressure monitoring Measuring point for system pressure measurement Pressure line for ancillary movements Pressure line for the main lift Pressure supply via hydraulic pump

1 2 3 4 5 6 7

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Proportional valve ancillary movement 2Y42 Main lift control valve 2Y37 High-pressure relief valve Emergency lowering screw Lower fine control valve 2Y02 High-pressure filter Priority valve

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MB S2 B TH

Measuring point for measuring pressure of the load wheel brake Pressure sensor connection for the load wheel brake Pressure line to the load wheel brake Pressure connection for the system pressure (not used)

1 2 3 4 5

High-pressure relief valve (setting is selected) Brake-pressure accumulator Brake pressure drain plug for the load wheel brake Pressure reduction valve Load wheel brake control valve 1Y46

See "Brake system/Hydraulic operating brake/ Valve block".

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The (2) limits the pressure in the chassis valve block (1). The factory setting for the valve is 250 bar. See "Valves/ Pressure relief valve". The valves open at a higher pressure. The oil flows back to the tank via the return line.

In the event of an emergency, the cab can be lowered using the (3). The oil then flows directly into the tank via the return.

If the emergency lowering function has to be used because the operator has fallen unconscious, make sure that all parts of the operator s body are fully within the driver's cab so that there is therefore no risk he may be injured during the lowering procedure.

The operator of the emergency lowering screw must be certain that the moving components of the lift mast are immediately set in motion on opening the screw.

Special attention must be given to the cab, the chains and the inner masts of the lift mast. All of the load chains in the lift mast must remain taut throughout the whole of the lowering procedure. If the components of the lift mast are not immediately set in motion after opening the emergency lowering screw, close the screw immediately.

If the view that the operator of the emergency lowering screw has of the lift mast is obstructed, a third person with full view of the lift mast must be involved.

This third person must be able to communicate clearly with both the operator of the emergency lowering screw and the operator of the industrial truck.

If a movement like the one described cannot be detected immediately or if one of the chains has slackened, a mechanical jam at the lift mast is suspected.

The emergency lowering procedure must then be stopped immediately by closing the emergency lowering screw. The operator must then be rescued some other way. For example, a second turret truck could be used if suitable, or an elevating work platform. The authorised customer service team must be responsible for determining the cause of the fault and the means of rectifying it.

If, as described above, it is suspected that the lift mast is mechanically jammed, the abseil system must not be used. The resulting vibrations could cause the mechanical jam to be cleared, which could create a further hazard if the cab subsequently dropped.

– Apart from the emergency lowering screw, it is not permitted to adjust any other screw.

– Close the screw again once the emergency lowering process has been fully completed.

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If the main lift is completely lowered via the emergency lowering screw (3) when the industrial truck is switched off, after switching on the industrial truck the error messages relating to the errors are shown in the display. Errors can be eliminated by lifting the main lift. The "Main lift lifting" function stops after the main lift reference switch is no longer actuated. Then switch the industrial truck off and on again.

The (1) controls the lifting and lowering of the main lift. When the valve is energised, the oil can flow in the direction of the cylinder (5) for the main lift or it can escape from it.



In addition to the control valve 2Y37, the (3) is also used during the "Main lift lowering" function. The valve 2Y02 is activated via a fixed ramp function.

For the "Main lift lifting" function, valve 2Y42 must not be actuated. Only then will pressure build ahead of the valve. If this pressure is greater than the spring force of the retraction force, the (4) is switched over.

The supply of the ancillary movements (6) is achieved via the (2). In this function, the activation is carried out as with a control valve.

For the function of joint lifting, the proportional valve 2Y42 is energised. With the reduction of the flow rate in the direction of the ancillary movements, the control cables are pressurized on the priority valve (4) with different levels of pressure. This splits the volume flow rate into the main lift and auxiliary lift. Here, the speed of the auxiliary lift is significantly lower than in the individual function.

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– Clean the chassis valve block and the corresponding hydraulic connections so that any leaking oil can be detected.

– Close the shut-off valves for the main lift cylinders.

– Select the main lift lifting function.

– Check for oil leaks.

– If oil is leaking from a hydraulic connection, the connection must be checked and replaced where necessary.

– Check the valve block and change the set of seals if necessary.

– Select the individual hydraulic functions and note whether the relevant movement is executed.

Voltage U = 24 V Control valve 1Y46* Control valve 2Y37 Proportional valve 2Y42 Proportional valve 2Y02

24.6 24.6 24.6 24.6

* Only with the load wheel brake option

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– To ensure the main lift reference switch (2) is actuated, the cab must be fully lowered.

– Close the shut-off valves (1) on the main lift cylinders.

– Connect a pressure gauge to the measurement connection (5) on the chassis valve block (3).

The valve block shown here is the variant "without a load wheel brake".

– Select the main lift lifting function.

– Read the pressure as the main lift lifting function is selected.

The factory setting for the pressure relief valve (4) is .

When testing the pressure relief valve, a pressure of must be used. If this value is not reached, the pressure relief valve must be adjusted or replaced. See "Valves/Chassis valve block/Repairing".

– Loosen the lock nut.

– Turn the adjustment screw to the right to increase the pressure, or to the left to reduce the pressure.

– Tighten the lock nut.

– Open the shut-off valves (1) of the main lift cylinder again.

If the maximum pressure of 250 bar cannot be reached by adjusting the pressure relief valve, the hydraulic system must be tested.

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The valve block shown here is the variant "without a load wheel brake".

– Raise the cab and the auxiliary lift by approx.

1 m. Ensure the truck is supported and secure.

– Close the shut-off cock.

– Switch off the industrial truck.

– Disconnect the battery male connector.

– Unplug all valve plugs.

– Loosen all hydraulic connections.

– Disconnect the chassis valve block from the pump. To do this, loosen the four screws (1).

– Remove the chassis valve block.

To install, follow the steps for removal in the reverse order.

There is a seal (O-ring) between the pump and the chassis valve block.

When assembling the chassis valve block, ensure that the O-ring is correctly positioned.

Tightening torque for the mounting screws (1): .

Adjusting the pressure relief valve incorrectly can damage the industrial truck.

Check the setting of the pressure relief valve. See "Valves/Pressure relief valve/Testing".

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After repairing the hydraulic system, the system must be bled.

– Open the emergency lowering screw (2) on the chassis valve block (1) by 1 1/2 turns.

– Actuate main lift lifting at a slow speed. The oil flows back into the tank via emergency lowering. If the lifting operation is too fast, the cab will be raised.

– Close the emergency lowering screw.

If there is air in the lift cylinders, the cylinders must be bled.

This process must be repeated if the hydraulic functions are not working correctly, e.g. if jerking or dropping occurs.

For a valve block with a load wheel brake, the load wheel brake must also be bled after the repair. The brake retardation must be checked and adjusted if necessary.

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Heavily soiled chains must be cleaned properly before being assessed.

The main lift chains and the auxiliary lift chain must be replaced when the wear limit is reached or if impermissible damage is present. The technical condition of the chains from a safety perspective must be assessed by a competent person using the manufacturer's documentation. Note the current applicable guidelines for the cold store version of industrial trucks.

Chains that were installed in pairs must always be replaced in pairs, including the clamping bolts and end links.

– For industrial trucks with a raisable driver's compartment, check the mechanical setting of the switches and the electrical function of the chain monitoring switches (for detecting slack chains and detecting a chain break).

– In pairs, check the chains for even tension.

– Check the degree of wear and condition of all chains according to the following information.

When the chain pins and the bores in which the bolts are located wear, the load chains become elongated.

The extent of the elongation can be measured with either a metre rule or a wear gauge.

– Check the degree of elongation of the chain in the area of greatest wear.

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-1

Ɣ

Ɣ

Ɣ

Ɣ

Chain elongation is most likely to occur in the section of the chain that is pulled over the guide pulleys to lift the load when the truck moves In the case of chains that support a raisable driver's compartment, the maximum permissible degree of chain elongation is For all other chains, the maximum permissible degree of chain elongation is Refer to the tables for the relevant wear limits

– Pick up at least 10% of the nominal load.

– Lift the load support until the chain is stretched out.

– Using the metre rule, measure the number of rivets specified in the table. Compare the measured value against the limits set out in the table.

Chain pitch 5/8" 3/4" 1" 1 1/4" 1 1/2" 2" 2 1/2"

Chain pitch 5/8" 3/4" 1" 1 1/4" 1 1/2" 2" 2 1/2"

-2

Dimensions over 2 rivets [mm] 15.875 19.05 25.4 31.75 38.1 50.8 63.5

Dimensions over 35 rivets [mm] 539.8 647.7 863.6 1079.5 1295.4 1727.2 2159.0

Dimensions over 18 rivets [mm] 269.9 323.9 431.8 539.8 647.7 863.6 1079.5

Dimensions over 35 rivets [mm] 555.9 667.1 889.5 1111.9 1334.3 1779.0 2223.8

Dimensions over 18 rivets [mm] 278.0 333.6 444.8 555.9 667.1 889.5 1111.9

Dimensions over 2 rivets [mm] 15.875 19.05 25.4 31.75 38.1 50.8 63.5

Dimensions over 35 rivets [mm] 539.8 647.7 863.6 1079.5 1295.4 1727.2 2159.0

Dimensions over 18 rivets [mm] 269.9 323.9 431.8 539.8 647.7 863.6 1079.5

Dimensions over 35 rivets [mm] 550.6 660.6 880.9 1101.1 1321.3 1761.7 2202.2

Dimensions over 18 rivets [mm] 275.3 330.4 440.4 550.6 660.6 880.9 1101.1

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Normal wear gauges are designed for 3% wear.

If chains must be checked for a wear limit of 2%, the displays on the wear gauge must be interpreted accordingly. Alternatively, the measurement can be performed using a metre rule via the method described above.

– Hold the mark (1) on the wear gauge against the middle of a chain pin.



Using the wear gauge shown, the nominal size of the chain can also be determined. To do this, hold the engraved measurement table in the centre above two chain pins.

– Count off 34 chain links. Depending on the nominal size of the chain, one of the marks (2) points to the normal length of 34 chain links, i.e. to the middle of the 35th chain pin.



– The mark (3) indicates the chain length with an elongation of 3%. When the chain is worn, this will indicate the position of the 34th chain pin.

On industrial trucks that have more than one load-bearing pair of chains, all of the chains must be checked as specified. Chains that are excessively dirty cannot be checked properly and must be cleaned before performing the test.

– Check the chain for contamination. Properly clean the chain as required.

– Check the chain for surface rust.

– Check the chain for joint rust.

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-3

– Examine the chain for stiff joints.



– Scan the chain for distorted pins.



– Scan the chain for loose chain pins.

– Examine the chain for impermissible signs of external wear. The wear (2) must not exceed 5% of the original cross section of the joining plate (1).



– Examine the chain for other damage.

– Search the chains for broken joining plates.



– Scan the chain for broken pins.

-4

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– Check the condition of the chain anchors and the chain anchor bearings, and check for wear and corrosion.



– Check the condition of the anchor pins in the chain anchors, and check that the anchor pins are secure (split pins, lock washers).

If one of the damage conditions mentioned has occurred, the chain concerned must be replaced immediately.

Such damage can cause a chain to break even before the wear limit has been reached.

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-5

The technical condition of the load chains from a safety perspective must be assessed by a competent person using the manufacturer's documentation.

Chains that were installed in pairs must always be adjusted in pairs. The main lift chains and the auxiliary lift chain must be replaced when the wear limit is reached or if impermissible damage is present.

Use a tested hoist to secure the driver's cab or lift mast or support the centre of the driver's cab or lift mast. The support must be secured against tipping and slipping. Props (certified in accordance with EN 1065) with adapter plates are suitable for this purpose. Close the shut-off valves on the lift cylinders on both sides.

If the chain monitoring switches on one side are triggered, all hydraulic functions are disabled. In this case, the chain monitoring switches must be mechanically set to the same switching status.

The lifting function can then be enabled after the error has been reset.

The load chains (1) stretch over time through use. The load chains must therefore be readjusted. Tyre wear or adjusting the lowered fork height may require an adjustment to the load chain on the auxiliary lift.

The "Standing height of the operator" (2) and "upper edge of the fork" (3) parameters are displayed on the "Main hub/Adjusting the main hub" page in the diagnostic software. The load chains must be adjusted in this sequence.

The chain anchors (4) are set to have a clearance of 45 mm at the cam trips when not under load. Under load, the clearance is 35 mm, with 10 mm of play so that the chain monitoring switches (5) can be triggered. The chain length is set using the chain anchors (6) on the opposite side.

-6

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– Measure the from the ground when the mast is lowered. If necessary, make a note of the difference in the standing height from the value displayed in the diagnostic software.

– Lift the driver's cab by approx. 2 m. Place a support under the centre of the driver's cab (2) and lower the driver's cab onto the support to relieve the tension on the load chain.

– The chain anchors must actuate the chain monitoring switches using the cam trips.

Check if the compression springs give the cam trips a clearance of 45 mm. Check that the chain monitoring switches have been correctly adjusted.

– Adjust the by the difference in standing height using the nuts (1). Slightly tighten the lock nuts.



– Fully lower the driver's cab again. The standing height of the driver's cab must correspond to the value indicated in the diagnostic software.

– Lift the driver's cab by approx. 2 m and place a support below the centre of the driver's cab; do not lower the driver's cab onto the support.

– Apply an equal amount of tensile load to the left-hand and right-hand chain anchors. to lock the setting.

– Check that the height of the corresponds to the required value. If necessary, adjust the .

Damage to the optional weight sensor Relieve the pressure on the chain anchors by lowering the forks before making any adjustments.

– If necessary, carry out a teach-in for the relevant by using the diagnostic software.

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-7

– Fully lower the lift cylinders. Check that the mast profiles of the middle mast (1) and the inner mast (2) are flush at the top. If necessary, make a note of the difference between the mast profiles.

– Raise the free lift by approx. 0.5 m. Close the shut-off valves (3) on the free lift cylinders on the left and on the right, so that only the main lift lifts. Raise the main lift by approx. 1.8 m.

Place a support under the centre of the inner mast (4) and lower the inner mast onto the support to relieve the tension on the load chain.

– Close the shut-off valves on the lift cylinders on the left and on the right.

– The chain anchors must actuate the chain monitoring switches using the cam trips.

Check if the compression springs give the cam trips a clearance of 45 mm. Check that the chain monitoring switches have been correctly adjusted.

– Loosen the lock nuts on the chain anchors.

– Use the nuts to adjust the load chains on the main lift by the difference between the mast profiles. Slightly tighten the lock nuts.

– Fully lower the main lift again. The mast profiles of the middle mast and of the inner mast must be flush at the top when the lift cylinders are fully lowered.

– Raise the main lift by approx. 1.8 m. Place a support below the centre of the driver's cab; do not lower the driver's cab onto the support.

– Apply an equal amount of tensile load to the left-hand and right-hand chain anchors. to lock the setting.

– Fully lower the main lift.

Carefully open the shut-off valves on the free lift cylinders on the left and on the right.

– Fully lower the driver's cab.

-8

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– Measure the from the ground when the mast is lowered. If necessary, make a note of the difference in the standing height from the value displayed in the diagnostic software.

– Lift the driver's cab by approx. 1.8 m. Place a support below the centre of the driver's cab and lower the driver's cab onto the support.

– Close the shut-off valves on the lift cylinders on the left and on the right.

– The chain anchors must actuate the chain monitoring switches using the cam trips.

Check if the compression springs give the cam trips a clearance of 45 mm. Check that the chain monitoring switches have been correctly adjusted.

– Loosen the lock nuts on the chain anchors.

– Adjust the by the difference in standing height. Slightly tighten the lock nuts.

– Fully lower the driver's cab again. The standing height of the driver's cab must correspond to the value indicated in the diagnostic software.

– Lift the driver's cab by approx. 1.8 m and place a support below the centre of the driver's cab; do not lower the driver's cab onto the support.

– Apply an equal amount of tensile load to the left-hand and right-hand chain anchors. to lock the setting.

– Check that the height of the corresponds to the required value. If necessary, adjust the .

Damage to the optional weight sensor Relieve the pressure on the chain anchors by lowering the forks before making any adjustments.

– If necessary, carry out a teach-in for the relevant by using the diagnostic software.

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-9

Use a tested hoist to secure the driver's cab or lift mast or support the centre of the driver's cab or lift mast. The support must be secured against tipping and slipping. Props (certified in accordance with EN 1065) with adapter plates are suitable for this purpose. Close the shut-off cocks on the lift cylinders on both sides.

Use protective gloves. If necessary, use two 8 mm ropes (certified in accordance with EN 564) to secure both sides of the load chain. The length of the rope must be twice the length of the lift cylinder.

The chain anchors are connected to the load chains by a releasable bolt as standard. In some cases, riveted chain anchors are installed during servicing. Using riveted chain anchors is permitted but they are considerably more difficult to assemble.

If the chain monitoring switches on one side are triggered, all hydraulic functions are disabled. In this case, the chain monitoring switches must be mechanically set to the same switching status.

The lifting function can then be enabled after the error has been reset.

– Lift the driver's cab by approx. 2.2 m. Place a support (1) under the centre of the driver's cab and lower the driver's cab onto the support to relieve the tension on the load chain.

Close the shut-off valves on the lift cylinders.

– Unscrew the cover over the guide pulleys.

Use an M6x30 locking screw (2) to prevent the load chain from slipping.

– Loosen the secured load chain by removing the nuts from both chain anchors.

– Disassemble one of the two chain anchors from the chain.

-10

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– Connect the load chain to a rope (3). Secure the other end using the second rope (4).



– Loosen the locking screw (2).

– Lower the load chain over the guide pulley using the rope. Restrain the other end using the second rope.

– Lift the new load chain over the guide pulley using the rope.

– Use a locking screw (2) to prevent the new load chain from slipping.



– Fix the new load chain to the chain anchors using the nuts.

– Remove the locking screw (2).

– First, adjust the chain anchor using the cam trip. Then, adjust the chain length using the chain anchor on the opposite side.

– Replace the second load chain.

–

justing the load chains".

See "Ad-

– Finally, completely lift and lower the lift mast.

Check the length adjustment and the chain tension again and check that the chain switches are functioning correctly.

– Raise the free lift by approx. 0.5 m. Close the shut-off valves (3) on the free lift cylinders on the left and on the right, so that only the main lift lifts.

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-11

– Raise the main lift by approx. 1.8 m. Place a support under the centre of the inner mast (4) and lower the inner mast onto the support to relieve the tension on the load chain.



– Close the shut-off valves on the main lift cylinders on the left and on the right.

– Unscrew the cover over the guide pulleys.

Use an M6x30 locking screw (2) to prevent the load chain from slipping.



– Loosen the secured load chain by removing the nuts from both chain anchors.

– Disassemble the chain anchor from the chain on one side.

– Connect the load chain to a rope (3). Secure the other end using the second rope.



– Loosen the locking screw (2).

– Lower the load chain over the guide pulley using the rope. Restrain the other end using the second rope.

– Lift the new load chain over the guide pulley using the rope.

– Use a locking screw (2) to prevent the new load chain from slipping.

– Fix the new load chain to the chain anchors using the nuts.

– Remove the locking screw (2).

– First, adjust the chain anchor using the cam trip. Then, adjust the chain length using the chain anchor on the opposite side.

– Replace the second load chain.

–

justing the load chains".

-12

See "Ad-

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– Finally, completely lift and lower the lift mast.

Check the length adjustment and the chain tension again and check that the chain switches are functioning correctly.

– Lift the driver's cab by approx. 1.8 m. Place a support under the centre of the driver's cab and lower the driver's cab onto the support to relieve the tension on the load chain. Close the shut-off valves (1) on the lift cylinders.



– Connect the chain anchor (2) to a rope (4).



– Loosen the load chain by removing the nuts from both chain anchors.

– Disassemble the outer chain anchor from the chain.

– Secure the load chain using the second rope (3).



– Lower the load chain over the guide pulley using the rope. Restrain the other end using the second rope.

– Lift the new load chain over the guide pulley using the rope.

– Fix the new load chain to the chain anchors using the nuts.

– First, adjust the chain anchor using the cam trip. Then, adjust the chain length using the chain anchor on the opposite side.

– Replace the second load chain.

–

justing the load chains".

See "Ad-

– Finally, completely lift and lower the lift mast.

Check the length adjustment and the chain tension again and check that the chain switches are functioning correctly.

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-13

If chains are covered with an exterior film of grease, or the chains are very dirty, the new lubricant will not be able to penetrate the existing film of grease or dirt. This lack of lubrication leads to wear and corrosion and thus to a stiffening of the chain joints. For this reason, the dirty chain must be cleaned before fresh lubricant is applied. Cleaning may be performed only using paraffin derivatives such as diesel fuel, kerosene, cleaning petroleum etc. Cleaning by means of steam jets combined with cold cleaning solvents or corrosive and acidic agents is prohibited. These methods could cause direct damage to the chain.

If cleaning the chain with a steam jet cannot be avoided, the following procedure must be adhered to: Use a steam jet without using additives.

Immediately after cleaning, use compressed air to remove any water remaining on the surface of the chain and in the chain joints. The chain must be moved several times during this process.

The chain must then be sprayed immediately with the preservative and lubricant. The chain must also be moved several times during this process to ensure that the preservative and lubricant can actually penetrate down to the chain joints.

No dirt must be allowed to adhere to the outside of the chains. If the outside of the chain is so dirty that it cannot be guaranteed that the lubricating oil is able to penetrate the dirt, the chain must be cleaned before applying lubricant.

The frequency of relubrication depends on the respective use and the ambient conditions.

The quality of the lubricants used must correspond to the manufacturer's specifications. See Original operating instructions/Regular care and maintenance/Lubricants.

-14

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The chains are correctly lubricated if your finger is coated with oil when you touch the chain, but the lubricant does not drip from the chain.

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-15

The mast bracing (1) weighs up to 50 kg. If necessary, hook a lifting sling onto the top of the mast bracing.

So that the lifting sling does not slip and the rod end bearing (3) is freely accessible, install the support (2) the other way round when lifting.

The mast bracing (1) is fitted as standard for lift masts with an overall height of 4900 mm or greater. The mast bracing can be attached for list masts with an overall height of 2900 mm or greater.

– Screw the rod end bearing (3) approx. 20 mm into the mast bracing using the lock nut.

– Screw the mast bracing onto the upper mounting (4) using a self-locking nut. Tightening torque MA = – Install the support (2). Secure the screws on the support (2) using a medium-strength thread locking compound (e.g. Loctite 243).

– Align the support (2) and secure the support on the rod end bearing (3) using a lock nut.

– Adjust the length of the mast bracing using the threaded bush (5), so that the rod end bearing (6) fits the lower mounting (7).

– Screw the mast bracing onto the lower mounting. Tightening torque: MA =

First, install both mast bracings. Then pre-load the mast bracings.

– Pre-load the left-hand and right-hand mast bracings using the threaded bushes (5).

Tightening torque MA = (maximum of 1/4 of a turn) – Secure the threaded bushes (5) using the lock nuts.

-16

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To prevent shearing of the round slings when straightening up the lift mast from a horizontal position, always connect two shackles (1) together.

Without the transportation safety device (2), the lift mast may extend when in a horizontal position!

Always release the transportation safety device (2) at a low incline when straightening up or setting down the lift mast.

Crane (refer to the lift mast table for information on the required load-bearing capacity) Four shackles, 4 t, opening width: 41 mm Hand pallet truck (capacity: 1.5 t) Two wooden beams >1.5 m Hardwood blocks for supporting the attachment Three M12 lifting eye bolts Open-ended spanner in sizes 36, 32, 30, 27, 24, 13, 10 Socket insert for ratchet in sizes 36, 24, 13 Bit for ratchet in sizes 16, 12, 10, 5 Torque wrench up to 600 Nm Metre rule Assembly lever 1.5 kg hammer Cloth Cable ties

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-17

When removing the lift mast, it helps if the attachment has been disassembled in advance.

See Attachments/Turret head. Doing so allows the lift mast to be lifted out of the chassis in a virtually upright position. If the lift mast is lifted out of the chassis with the attachment still mounted, the carriage must be supported as it is lifted.

– Switch off the industrial truck. Unplug the battery male connector.

– Secure the lift mast at the lifting points.

– Remove the battery.

– Disconnect the wiring between the lift mast and the chassis.

– Close the shut-off valves on the lift cylinders and on the distributor block.

– Unscrew and seal the hydraulic hoses on the distributor block of the lift mast.

– Unscrew the threaded pins (1).

– Unscrew the screws (2).

– Release the screw locking plate (3). Unscrew the four screws (4).

The adjustment plates (5) for aligning the lift mast must remain bolted to the chassis.

– Lift the lift mast out of the chassis.

– Set down the bottom end of lift mast on top of two wooden beams lying lengthways and then place the lift mast to one side.

– Screw the transportation safety device to the bottom of the lift mast.

-18

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Once the battery has been inserted, the industrial truck will be functional even without the attachment. The driving speed and the lifting speed are reduced.

The magnetic brake can be mechanically opened using the two M5 screws from the accessory kit. The optional load wheel brake can be released manually on the brake valve block.

See Brake system.

Emergency steering movements may be carried out only when the industrial truck is at a standstill.

Before releasing the brake, secure the chassis to prevent it from rolling.

Once the towing process is complete, reset the magnetic brake by removing the two M5 screws.

– Attach appropriate harnesses (1) to the lift mast.

– Place two wooden beams lengthways at the bottom end of the lift mast.

– The cables for the chain switches, the reference switch and the trailing cable must be tied down to prevent them from being damaged.

– Slightly lift the top end of the lift mast. Remove the transportation safety device (2) at the bottom end of the lift mast.

Just before the lift mast moves into the vertical position, the lift mast will oscillate towards the lifting point.

Keep all people and objects out of the danger area.

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-19

– Set the lift mast upright and insert it in the centre of the chassis.



– Check that the lift mast is aligned correctly.

See "Aligning the lift mast".

– Fit the screws and the shims (1) to (4). If necessary, apply the thread locking compound.

– Tighten the screws. Observe the specified torques.

– Connect the hydraulic line for the main lift on the hydraulic manifold.

– Open the shut-off valves.

– Insert the cable for the reference switch.

– Install the mast bracing. See Mast bracing.

– Insert the battery and lock it in position. Plug in the battery male connector.

– If the magnetic brake has been released mechanically using the M5 screws, the screws must be removed again.

– Switch on the industrial truck. The industrial truck can be driven at a speed of 1 km/h without the attachment.

– If necessary, install the attachment. See Attachments.

The lift mast is aligned at the factory. The measurement is taken on the outer mast from the upper cross strut to the upper lift mast bearing on the chassis. Ɣ In the longitudinal direction, the tilt is set to in the direction of the drive side. Ɣ At the sides, the lift mast is aligned vertically.

The maximum lateral tilt must be within the following tolerance ranges:

7400 6900 6400 5900 5400 4900 4400 3900 3400

-20

8 7.5 6.5 6 5.5 4.5 4 3.5 3

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2900 2400

2 2

– Align the chassis horizontally on the ground in a longitudinal and lateral direction. Note any signs of wear on the wheels.

– Loosen the screw connections between the chassis and lift mast.

– Raise the lift mast a few millimetres using a crane.

– Align the lift mast using a plumb line. Adjust the position of the chassis in relation to the lift mast using shims.

– Tighten the screw connections between the chassis and lift mast.

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-22

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It is necessary to bleed the lift cylinder when: A lift cylinder has been fitted Work has been performed on the hydraulic system.

Driver's cab subsidence is detected when switching from the main lift to the auxiliary lift

To ensure that the mechanical end stop of the lift mast can be reached for bleeding, the teachin of the height measuring system must be cleared. See Diagnostics/Teach-in/Distance sensor main lift.

– Select the main lift lifting function. Carefully lift up to the mechanical end stop.

– Open the bleeder screw (1) far enough for air or oil to escape. Catch any escaping hydraulic oil with a cloth.

– As soon as the oil flowing out of the opening has no bubbles in it, tighten the bleeder screw again. .

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-1

The line break safety valve prevents the lift mast from lowering any further when the lowering speed exceeds v = 600 mm/s.

When replacing or repairing a lift cylinder, the size and installation position of the line break safety valve must be observed in accordance with the specifications in the spare parts catalogue and the hydraulic circuit diagram.

The line break safety valve is always included in the scope of delivery of a new lift cylinder.

For this reason, when replacing a lift cylinder, it must be checked as to whether the new lift cylinder has been delivered with or without a line break safety valve. If necessary, the line break safety valve must be removed from the old lift cylinder and installed in the new lift cylinder, or a new line break safety valve must be installed.

The setting for the point at which the line break safety valve responds is specified by the manufacturer and must not be changed under any circumstances.

While in a quiescent state, the valve plate of the line break safety valve is lifted from the valve seat by a spring and keeps a set cross-section clear. During normal operation, the forces of flow resistance and dynamic pressure at the valve plate in flow direction B->F are below the counterforce of the spring, meaning that the valve remains open. If the flow forces exceed the spring force, the valve closes momentarily. The load remains in the relevant lift position it has just reached. Depending on the safety risk, the malfunction can by rectified immediately or after supporting the load. If the load is raised hydraulically or if the lift cylinder is released by mechanical means, the line break safety valve opens again.

-2

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The line break safety valve (1) is installed in the hydraulic connection at the base of the lift cylinder.

– Observe the size and installation position of the line break safety valve.



The special tool (4) is required to remove and install the line break safety valve.

The line break safety valve (2) is installed in the hydraulic connection at the base of the lift cylinder.

– Observe the size and installation position of the line break safety valve.

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-3

There are five variants of the telescopic mast: Light Standard Light Standard Heavy Heavy (reinforced) support rollers (2)

support rollers (2)

Narrow design (3)

Additional re- Higher cross Wide design inforcement connection (3) (6) (5)

With the exception of the "HH" version, the standard cross connection (4) is fitted in all cases.

The size of the support roller can be measured in the installed position via the mast profile (1).

Alternatively, with the last four variants "SL" to "HH", support rollers with a diameter of are also used.

-4

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The exact data of the individual configuration levels can be taken from the following tables.

Only the regular sizes are listed. Versions with customised options (CO) are not considered here.

ZWH 2400/2600 ZWH 2900/3600 ZWH 3400/4600 ZWH 3900/5600 ZWH 4400/6200 ZWH 4900/7200

2400 2900 3400 3900 4400 4900

Designed for a load capacity of The tion.

is

ZWH 2400/2200 ZWH 2900/3200 ZWH 3400/4200 ZWH 3900/5200 ZWH 4400/6200 ZWH 4900/7200 ZWH 5400/8200 ZWH 5900/9000

is

ZWH 2900/3200 ZWH 3400/4200 ZWH 3900/5200 ZWH 4400/6200 ZWH 4900/7200 ZWH 5400/8200 ZWH 5900/9000 ZWH 6400/10000 ZWH 6900/10800 ZWH 7400/11800

46 46 46 46 55 55

1000 1200 1400 1600 1800 2000

2200 3200 4200 5200 6200 7200 8200 9000

55 55 55 55 55 55 65 65

1100 1300 1600 1800 2000 2200 2400 2700

3200 4200 5200 6200 7200 8200 9000 10000 10800 11800

55 55 55 55 55 65 65 65 70 70

1500 1700 2000 2200 2400 2700 2900 3200 3400 3700

.

to the next 100 posi-

2400 2900 3400 3900 4400 4900 5400 5900

Designed for a load capacity of The tion.

2600 3600 4600 5600 6200 7200

.

to the next 100 posi-

2900 3400 3900 4400 4900 5400 5900 6400 6900 7400

Designed for a load capacity of

.

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-5

The tion.

is

ZWH 2900/3200 ZWH 3400/4200 ZWH 3900/5200 ZWH 4400/6200 ZWH 4900/7200 ZWH 5400/8200 ZWH 5900/9000 ZWH 6400/10000 ZWH 6900/10800 ZWH 7400/11800

to the next 100 posi-

2900 3400 3900 4400 4900 5400 5900 6400 6900 7400

Designed for a load capacity of The tion.

is

ZWH 3900/5200 ZWH 4400/6200 ZWH 4900/7200 ZWH 5400/8200 ZWH 5900/9000 ZWH 6400/10000 ZWH 6900/10800 ZWH 7400/11800

-6

is

55 55 55 55 55 65 65 65 70 70

1600 1900 2100 2400 2600 2900 3200 3400 3700 4000

5200 6200 7200 8200 9000 10000 10800 11800

55 55 55 65 65 65 70 70

2300 2600 2900 3200 3500 3700 4000 4300

.

to the next 100 posi-

3900 4400 4900 5400 5900 6400 6900 7400

Designed for a load capacity of The tion.

3200 4200 5200 6200 7200 8200 9000 10000 10800 11800

.

to the next 100 posi-

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The play of the support rollers in the mast profile must not be exceeded and must not fall below the minimum level.

Permissible play If the support rollers are worn, the support rollers must be replaced immediately. Excessive play damages the contact surface of the mast profile.

If the mast profile is worn, the play can also be excessive after replacement of the support rollers. In this case you must check whether the support rollers installed must be replaced by the next largest support rollers.

– Check both support rollers (1) on the outer mast.

– Check both support rollers (2) on the inner mast.

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-7

– Check all four support rollers (1) on the carriage.

-8



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On the lift mast, only guide rollers that can be adjusted by eccentrics are used.

These guide rollers must always be adjusted in such a way that they rest gently on the guide rail of the lift mast.

If there is play between the guide roller and guide rail, the eccentric must be adjusted. If the guide roller is worn, the guide roller must be replaced immediately.

– Check both guide rollers (1) on the outer mast.

– Check both guide rollers (2) on the inner mast.

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-9

Non-adjustable guide rollers are used on the carriage.

If the guide rollers are worn, the guide rollers must be replaced immediately. Excessive play damages the contact surface of the mast profile.

If the mast profile is worn, the play can also be excessive after replacement of the guide rollers.

In this case you must check whether the guide rollers installed must be replaced with the next largest guide rollers.

– Check all four guide rollers (1) on the carriage.

See "Lift mast/Load chains/Load chain test steps".

See "Lift mast/Load chains/Load chain test steps".

The support rollers for the outer mast, middle mast, inner mast and carriage all require lubrication.

Lubricating nipples (cones) for the support rollers are fitted on the outer mast (1) and on the carriage.

All other support rollers have a screw (2) that is screwed into the lubrication channel. To lubricate this support roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

-10

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The guide rollers on the outer mast, middle mast and carriage all require lubrication.

Most of the guide rollers are fitted with lubricating nipples (cones) (3) for lubrication purposes.

A few guide rollers have a screw (4) that is screwed into the lubrication channel. To lubricate this guide roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

The quality of the lubricants used must correspond to the manufacturer's specifications. See Original operating instructions/Regular care and maintenance/Lubricants.

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-11

The triple mast consists of three masts which only move if the cab is at the top end of the first mast. The triple mast exists only with this "free lift."



There are three configuration levels of the triple mast: Standard Heavy Heavy (reinforced)

rollers

support

Additional reinforcement (1)

Normal cross con- Higher cross connection (2) nection (3)

Alternatively, support rollers with a diameter of are also used.

The exact data of the individual configuration levels can be taken from the following tables.

Only the regular sizes are listed. Versions with customised options (CO) are not considered here.

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DRH 2900/5050 DRH 3400/6350 DRH 3900/7450 DRH 4400/8750 DRH 4900/10050 DRH 5400/11550 DRH 5900/12850

2900 3400 3900 4400 4900 5400 5900

5050 6350 7450 8750 10050 11550 12850

60 60 60 60 60 60 65

1800 2200 2400 2700 3000 3300 3700

5050 6350 7450 8750 10050 11550 12850

60 60 60 60 60 60 65

2000 2500 2700 3000 3400 3700 4200

6350 7450 8750 10050 11550 12850 14350 15650

60 60 60 60 60 65 70 70

Unknown Unknown 3300 3800 4100 4700 5000 5300

Designed for a load capacity of . The piston diameter of the main lift and free lift is identical.

The tion.

is

to the next 100 posi-

DRH 2900/5050 DRH 3400/6350 DRH 3900/7450 DRH 4400/8750 DRH 4900/10050 DRH 5400/11550 DRH 5900/12850

2900 3400 3900 4400 4900 5400 5900

Designed for a load capacity of The tion.

is

to the next 100 posi-

DRH 3400/6350 DRH 3900/7450 DRH 4400/8750 DRH 4900/10050 DRH 5400/11550 DRH 5900/12850 DRH 6400/14350 DRH 6900/15650

3400 3900 4400 4900 5400 5900 6400 6900

Designed for a load capacity of The tion.

is

.

.

to the next 100 posi-

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The play of the support rollers in the mast profile must not be exceeded and must not fall below the minimum level.

Permissible play If the support rollers are worn, the support rollers must be replaced immediately. Excessive play damages the contact surface of the mast profile.

If the mast profile is worn, the play can also be excessive after replacement of the support rollers. In this case you must check whether the support rollers installed must be replaced by the next largest support rollers.

– Check both support rollers (1) on the outer mast.

– Check all four support rollers (2) on the middle mast.

– Check both support rollers (3) on the inner mast.

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– Check all four support rollers (1) on the carriage.



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On the lift mast, only guide rollers that can be adjusted by eccentrics are used.

These guide rollers must always be adjusted in such a way that they rest gently on the guide rail of the lift mast.

If there is play between the guide roller and guide rail, the eccentric must be adjusted. If the guide roller is worn, the guide roller must be replaced immediately.

– Check both guide rollers (1) on the outer mast.

– Check all four guide rollers (2) on the middle mast.

– Check both guide rollers (3) on the inner mast.

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Non-adjustable guide rollers are used on the carriage.

If the guide rollers are worn, the guide rollers must be replaced immediately. Excessive play damages the contact surface of the mast profile.

If the mast profile is worn, the play can also be excessive after replacement of the guide rollers.

In this case you must check whether the guide rollers installed must be replaced with the next largest guide rollers.

– Check all four guide rollers (1) on the carriage.

See "Lift mast/Load chains/Load chain test steps".

See "Lift mast/Load chains/Load chain test steps".

The support rollers for the outer mast, middle mast, inner mast and carriage all require lubrication.

Lubricating nipples (cones) for the support rollers are fitted on the outer mast (1) and on the carriage.

All other support rollers have a screw (2) that is screwed into the lubrication channel. To lubricate this support roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

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The guide rollers on the outer mast, middle mast and carriage all require lubrication.

Most of the guide rollers are fitted with lubricating nipples (cones) (3) for lubrication purposes.

A few guide rollers have a screw (4) that is screwed into the lubrication channel. To lubricate this guide roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

The quality of the lubricants used must correspond to the manufacturer's specifications. See Original operating instructions/Regular care and maintenance/Lubricants.

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The weight does not include removable parts, the hydraulics, lift carriage and forks.

2200 mm

Approx. 200 kg

– Once the lift cylinder has been removed, the auxiliary lift mast can be disconnected from the swivel drive using a puller device (1).

– Using a lifting device, position and align the auxiliary lift mast (1) onto the cone of the swivel drive (2).

– Screw the nut (3) onto the shaft of the swivel drive. Using the four socket head screws on the nut (3), press the auxiliary lift mast onto the cone. Observe the specified tightening torque.

– Insert the O-ring into the shaft of the swivel drive and tighten the auxiliary lift cylinder (4) using a hook spanner.

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The support rollers for the outer mast, middle mast, inner mast and carriage all require lubrication.

Lubricating nipples (cones) for the support rollers are fitted on the outer mast (1) and on the carriage.

All other support rollers have a screw (2) that is screwed into the lubrication channel. To lubricate this support roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

The guide rollers on the outer mast, middle mast and carriage all require lubrication.

Most of the guide rollers are fitted with lubricating nipples (cones) (3) for lubrication purposes.

A few guide rollers have a screw (4) that is screwed into the lubrication channel. To lubricate this guide roller, this screw must be removed and a lubricating nipple (cone) screwed in. After lubricating, the lubricating nipple must be replaced again with the screw.

The quality of the lubricants used must correspond to the manufacturer's specifications. See Original operating instructions/Regular care and maintenance/Lubricants.

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The beam support (side shift frame) is installed centrally as shown in the diagram. If necessary, the beam support is aligned vertically at the factory using the supplied shims (4).

– Before installing the beam support, use multipurpose grease to lubricate the contact surfaces between the beam support and the carriage.

– Place the beam support, including the reach carriage, horizontally on a wooden pallet.

– Position the beam support against the front of the carriage.

– Insert the beam support into the centre of the holding fixture of the carriage.

– Align the beam support and fit the screws (1), (2) and lock nut (3).

– If necessary, add the shims (4).

– Tighten the screws (1) and (2) and secure them using the lock nut 3.

– Connect the cables and hydraulic lines in the carriage and secure them using cable ties.

– Bleed the valve block and the swivel drive.

See Attachments/Swivelling.

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– Place two empty pallets in position (1).

– Attach an M12 lifting eye bolt to the top of the auxiliary lift mast (2) and straighten up the lift mast.

– In addition, use a lifting sling and a truck on side (3) to prevent the beam support from tilting.

To remove, follow the steps for installation in the reverse order.

– Connect the two hydraulic quick-release couplings (1) that are exposed on the carriage.

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The swivelling function is controlled by a hydraulic swivel drive (1).

The angle of rotation is measured continuously via an integrated Hall sensor (2). This data is used to calculate ramps, the centre position or the end position.

A position switch (3) also monitors the basic position.

If the truck control unit detects that the forks are not in the basic position, the industrial truck drives at a maximum speed of 2.5 km/h. The message "Fork not in contour" is shown in the display.

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The swivel drive (1) is connected in accordance with the diagram.

A magnet for the Hall sensor (2) is pre-assembled on the swivel drive.

Before performing maintenance and repair work, release the pressure on the swivel drive. Wear safety gloves and protection goggles. Open the bleeder screws a maximum of one to two turns.

Risk of burns!

Maintenance and repair work may be performed only once the swivel drive has cooled down. Wear safety gloves.

The swivel drive is completely filled with approx.

300 ml of oil by the manufacturer. Before operation, both pressure chambers on the swivel drive must be filled with hydraulic oil and bled.

– If necessary, top up the hydraulic oil at the bleeder screws S1, S2.

– Bleed the valve block of the attachment: Attach a breather hose to valve 2Y23 and open the bleeder screw. First actuate the side shift function and then the auxiliary lift until bubblefree oil escapes.

– Bleed the auxiliary lift cylinder: Open the bleeder screw on the auxiliary lift cylinder.

Raise the auxiliary lift until bubble-free oil escapes.

– Bleed the swivel drive: Rotate the swivel drive alternately to the left and right to the mechanical stop. Open the bleeder screw S1 or S2 accordingly until bubble-free oil escapes. During the bleed operation, the relevant cylinder chamber must be subject to low pressure (approx. 20 to 50 bar). After bleeding both chambers five times, leave the swivel drive -4

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stationary for five minutes. Then repeat the bleed operation again for both chambers.

– Complete a number of rotations without a load. It is now possible to work with the maximum operating pressure and maximum oil volume.

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In the case of synchronous swivel-shift movements, the side shift function is controlled automatically in relation to the position of the swivel function. The aim is to move the pallet from one side to the other while with as little of the pallet protruding beyond the truck contour as possible.

If the fork deviates from the calculated contour to too great an extent, the synchronous movement is stopped. To bring the fork back into the basic position, the hydraulic lever must be moved into the neutral position. The swivel and side shift functions can then be selected as individual movements.

To ensure the synchronous swivel-shift movements function correctly, the individual swivel and side shift functions must work with the recommended settings.

The speed and tolerance of the synchronous swivel-shift movements can be set using the diagnostic software. To move the load from one side to the other, the moving time is normally set to 10 secs ... 12 secs with the hydraulic oil at operating temperature.

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Industrial trucks with overreach have the same functions as industrial trucks without overreach.

The advantage of an industrial truck with overreach is that the reach carriage can extend further than the width of the beam support (6).

The reach carriage shifts a maximum of 70 mm above the contour of the beam support. This function bridges the area to the next largest or smallest beam support. The width of the reach carriage is dependent on the maximum load dimensions and the width of the aisle.

The overreach is only used when extending in the direction of the racking. If the fork arms are inserted, the reach carriage shifts until it is in the "basic position". In the basic position, the reach carriage stops flush with the contour of the beam support.

If only the fork arms are swivelled in after extension into the overreach, the fork arms are positioned outside the contour of the industrial truck.

A corresponding note appears in the display.

The industrial truck moves at a reduced speed.

When extending into the overreach, the outer small support rollers (4) and the large support rollers (2) become free. These support rollers move freely and can therefore no longer guide the reach carriage mechanically. For a reach carriage with overreach, additional central support rollers are therefore also available between the standard support rollers.

The small central support rollers (5) are positioned on the guide rail. The large central support rollers (1) are each positioned on a cam (3).

In the event of an overreach, the middle and inner support rollers hold the reach carriage.

A reach carriage with overreach has the following additional components: – Small central support rollers, 52 mm (5).

– Large central support rollers, 72 mm (1).

– Cams (3).

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The "end of aisle automatic braking" (ZAG) option is a system that is designed to assist the driver, and is only active when the truck is under guidance.

The automatic braking automatically brakes the industrial truck from the maximum permissible speed at the end of the aisle and before exiting the aisle. The truck can always enter the aisle at the maximum permissible speed.

It is also possible to brake the industrial truck to a standstill at the end of an aisle. When braking the truck to a standstill, a distinction is made between a and an .

For a , the industrial truck is automatically braked to a standstill. The industrial truck then leaves the aisle at a reduced speed.

For an , the industrial truck is automatically braked to a standstill. Once the truck has come to a standstill, the enable button flashes. With the enable button pressed down, the industrial truck can exit the aisle at a reduced speed.

A special form of the absolute stop is the unbridgeable absolute stop. The aisle cannot be exited in this direction. The enable button does not light up. There is no restriction in the direction of the aisle centre.

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The "ZAG RFID" system is based on the determination of the location of the industrial truck via distance measurement. This distance measurement is referenced via transponders laid in the floor.

The RFID reader/writer (LSG) reads the transponders, which are laid at defined intervals. The data read out is transmitted to the truck control unit (FZS) via the CAN bus.

This means the FZS knows the position of the industrial truck at all times and can therefore initiate the speed-dependent end of aisle automatic braking. This ensures that the industrial truck reaches the reduced speed or stops at the desired position.

The diagnostic software allows you to define the following functions for end of aisle automatic braking: Braking to a reduced speed.

Braking to a stop and setting off again immediately at reduced speed.

Braking to a stop. Keeping the enable button permanently pressed allows continued travel at a reduced speed (absolute stop).

Braking to a stop and no possibility of continued travel (absolute stop without enable).

Reduced speed value.

Target point for the reduced speed or stop at the start or end of the aisle.

Once the functions have been defined, they can be changed at any time.

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Once the diagnostic software has been started, select the "Truck options 1" page. The RFID reader/writer must be activated on this page. To do this, set the "RFID reader/writer" option to "Enable" (1) and save.

– Then switch the industrial truck off and on again.

If the option automatically resets to "Not available", the option is not enabled. The status can be checked on the "Activated truck options" page.

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Once the diagnostic software has been started, select the "Activated truck options" page. This page lists all chargeable options with their status.

A green dot means that the option is available. A red dot means that the option is not available.

The "RFID reader/writer" (2) and "ZAG RFID/ barcode" (1) options must both be set to "green".

If this is not the case, the relevant option must first be enabled.

This is done by loading a modified truck configuration file (VLF file) into the truck control unit (FZS). The modified VLF file must be ordered from the truck manufacturer.

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In addition to the "RFID reader/writer", the "ZAG RFID" (1) option on the "End of aisle automatic braking" page must be set to "Enable".

The desired function (4), the speed (3) and the target point (2) for the function must be defined on the same page. See the "ZAG RFID functions" section.

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1

Selection of the function at the start of the aisle Target speed for the function at the start of the aisle Target point for the function at the start of the aisle Selection of the function at the end of the aisle

2 3 4

5 6

Target speed for the function at the end of the aisle Target point for the function at the end of the aisle

The functions of the end of aisle automatic braking can be set separately for the start of the aisle (1) and the end of the aisle (4). The start of the aisle is at the same level as the first installed transponder (transponder no. 1). The end of the aisle is at the same level as the last installed transponder (transponder no. n). The target point can be set for the start of the aisle using parameter (3). The distance can be set for the end of the aisle using parameter (6). Both values are specified in centimetres. At this point, the function has achieved the desired speed or the industrial truck has stopped.

The following functions can be selected:

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Reduced speed Stop Absolute stop

With this function, the industrial truck drives up to the calculated braking point at the maximum speed. To ensure that the desired target speed is reached at the desired target point, braking must start no later than at the calculated braking point. As the speed may differ within the aisle, the braking start point constantly changes in relation to the respective target point.

Once the industrial truck has reached its parameterised target speed, it continues at that speed. Once the industrial truck has left the aisle, the speed reduction is cancelled. If the load wheel axle of the industrial truck has passed the point designated as the "start of the aisle or end of the aisle", the industrial truck is outside the aisle.

If the industrial truck continues to be guided after leaving the aisle, the speed is governed by the parameter "Maximum driving speed guided outside the aisle". This parameter can be adjusted on the "Driving/Adjustments driving" page.

If the industrial truck is no longer guided after leaving the aisle, the speed is governed by the parameter "Maximum driving speed outside the aisle". This parameter can be adjusted on the "Driving/Adjustments driving" page.

If the target point for the function is outside the aisle, the speed reduction remains in force for the industrial truck. The speed reduction is only cancelled once the industrial truck is 500 mm beyond the target point.

With this function, the industrial truck drives up to the calculated braking point at the maximum speed. To ensure that the desired target speed is reached at the desired target point, braking must start no later than at the calculated braking point. As the speed may differ within the aisle, the braking start point constantly changes in relation to the respective target point. The industrial truck is braked to v = 0 km/h.

Once the industrial truck has reached its target speed of v = 0 km/h, it automatically accelerates again to the parameterised target speed. Once the industrial truck has left the aisle, the speed reduction is cancelled. If the load wheel axle of the industrial truck has passed the point

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designated as the "start of the aisle or end of the aisle", the industrial truck is outside the aisle.

If the industrial truck continues to be guided after leaving the aisle, the speed is governed by the parameter "Maximum driving speed guided outside the aisle". This parameter can be adjusted on the "Driving/Adjustments driving" page.

If the industrial truck is no longer guided after leaving the aisle, the speed is governed by the parameter "Maximum driving speed outside the aisle". This parameter can be adjusted on the "Driving/Adjustments driving" page.

If the target point for the function is outside the aisle, the speed reduction remains in force for the industrial truck. The speed reduction is only cancelled once the industrial truck is 500 mm beyond the target point.

With this function, the industrial truck behaves in the same way as for the "stop" function. The difference is that the stop is not cancelled automatically. The stop is released by holding down the enable button continuously. If the target speed is set to v = 0 km/h, the stop cannot be released.

In this case the enable button will not light up.

The industrial truck can only be moved towards the aisle centre.

The absolute stop is not cancelled if the load wheel axle passes the start/end of the aisle. The industrial truck continues to move at the target speed until the "benchmark" of the RFID system is discarded. On mechanically guided industrial trucks, this means that the rail guidance must no longer detect either of the rail switches. Furthermore, the steering must be turned by at least 2° and the entire length of the industrial truck must have passed the last transponder.

Inductively guided industrial trucks must be switched over from "automatic operation" to "manual operation". The entire length of the industrial truck must have passed the last transponder.

Switching the industrial truck off and on again does not discard the "benchmark".

The target speed is the speed that the industrial truck reaches at the parameterised target point.

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Different target speeds can be set for the start of the aisle (2) and the end of the aisle (5).

The target point for the function can be within or outside the aisle, or at the exact start (1) or end of the aisle (2). Once the front or rear outside edge of the industrial truck arrives at this set location, the target point is reached.

The load-side outside edge of the industrial truck is also the outside edge of the assumed widest load. The load is always assumed to be present.

If the defined target point is not within the outside edge of the first or last upright, the value for the distance from the start of the aisle/end of the aisle must be entered with a minus sign.

If the defined target point is within the outside edge of the first or last upright, the value for the distance from the start of the aisle/end of the aisle must be entered without a sign.

If the defined target point is precisely at the outside edge of the first or last upright, the value for the distance from the start of the aisle/end of the aisle must be entered as "0".

The displacement transducer measures the distance that the industrial truck has travelled. Inaccuracies in this measurement may result in the position of the industrial truck being determined incorrectly, meaning the positioning is imprecise.

In order to prevent this, transponders are installed along the longitudinal centre of the aisle as reference marks. See the "Transponders" section. The distance travelled, as recorded by the displacement transducer, is corrected via the transponders.

The displacement transducer is located on the left-hand load wheel (1). A spring steel plate presses the displacement transducer on to the surface of the load wheel. When the load wheel rotates, the displacement transducer also rotates according to the same ratio. The distance travelled by the load wheel is transferred directly to the displacement transducer. The diameter of the load wheel thus has no bearing on the measurement accuracy.

The displacement transducer makes contact with the surface of the load wheel through two interchangeable O-rings.

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You check the displacement transducer using the diagnostic software ("Distance measuring driving/Distance" page).

The display field (1) shows the total distance travelled since the last time the industrial truck was switched on. When the truck is switched on, the displayed distance is always 0 mm. The value in this field must change as soon as the industrial truck moves. If travel is in the load direction, the value increases. If travel is in the direction of the drive wheel, the value decreases.

Procedure for checking the accuracy: – Drive the industrial truck into the aisle.

– Switch the industrial truck off and on again.

– Place a mark at the outside edge of the industrial truck to indicate the start of the route to be driven.

– Drive a distance of at least 5 m.

– Accurately measure the distance travelled between the outside edge of the industrial truck and the mark.

– Compare the measured distance with the distance indicated on the display.

If the two values differ by more than 5%, there is a problem with the displacement transducer.

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After the displacement transducer has been replaced or removed, a teach-in must be performed. This can be done using the diagnostic software. The teach-in is a guided process (teach-in drive distance sensor).

– Unscrew the two socket head screws (1).

Then remove the cover sheet for the load wheel.

– Disconnect plug X64 for the displacement transducer.

– Unscrew the two socket head screws (2).

Then lift the displacement transducer and its support up and out.



To install, follow the steps for removal in the reverse order.

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Contact between the displacement transducer and the load wheel is made via two O-rings (4).

These O-rings can become flattened, worn or dirty.

In all such cases, this impairs the measuring accuracy of the displacement transducer. If mechanical deformation is evident, the pair of Orings must be replaced. If contamination is present, cleaning is sufficient.

As soon as even only one of the two O-rings has been removed from the displacement transducer, a teach-in process for the distance sensor must be performed. This can be done using the diagnostic software. The teach-in is a guided process (teach-in drive distance sensor).

The RFID reader/writer (LSG) reads the information from the transponder (area number, aisle number, transponder number). The information is read out every time the truck passes a transponder. This information is then sent to the FZS via the CAN bus. This information is used to correct the distance measurement recorded by the displacement transducer.

The LSG can also write to transponders. Each LSG has a slightly different transmission range and reception range. Therefore, the LSG must be calibrated via a teach-in when the industrial truck is commissioned.

This is carried out using the "Teach-in reception area RFID reader/writer" function of the diagnostic software.

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The LSG emits a high-frequency electromagnetic alternating field (13.56 MHz) to which the transponder is exposed. The system works according to the principle of inductive coupling.

The high-frequency energy absorbed by the transponder via the antenna supplies power to the transponder's chip (passive transponder) during the communication operation. The activated microchip in the transponder decodes the data sent by the LSG. The transponder returns its data using the principle of load modulation.



The distance of the LSG (lower edge) to the ground (2) must be in the range of 50 to 56 mm.

Distances outside this range result in unreliable analyses. The LSG must be fitted with an insulation disc (1), since the potential of the housing is 0 V.

For fault-free operation, the connection cable (1) of the LSG (2) must be laid along the load wheel axle (3). The three ferrite cores (4) are fitted on the cable guide using the two cable ties.

If the LSG is not installed at the correct height, or the connection cable is not laid correctly, problems will occur when reading the transponders. There will be sporadic failures to detect the transponders and the corresponding error code will be displayed (error 14xx).

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On the LSG housing, there are six LEDs. The LEDs have the following meanings:

Ready (1)

Result (2)

RF (3)

Data (4) CAN (5) LNK TX (6)

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Lights up green when a supply voltage of 1+24 V is present and LSG is ready for operation Lights up green briefly after a successful reading. The "Good Read" signal is sent to the truck control unit at the same time (24 V for 100 ms) Lights up green while the antenna field is active. The truck control unit switches the antenna field to normal operation via CAN bus.

After a successful reading, the antenna field is deactivated for a distance of 20 cm Flashes orange for "Good Read" Lights up orange when the CAN interface is active and flickers during the data transfer Always lights up orange in this case

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There are two yellow buttons on the LSG housing: Enter (1) and Step (2). These buttons can be used to access predefined functions. This allows the LSG to be manually set to read mode.

– Press and hold the Enter button (1) for approx. 3 seconds. The LSG interrupts the current reading operation, switches off all LEDs and changes to button operation mode. From this point onwards any further read commands sent via CAN bus are disregarded. A sound generator plays a rising tone to confirm this process. The "Read Diagn" function (activate read mode manually) is preselected. The corresponding LED flashes slowly.

– The Enter button must be pressed briefly to start the read mode.

The LED flashes more quickly. The sound generator plays a double tone to confirm that reading has started. If a "readable" transponder with the carrier frequency of 13.56 MHz is now brought into the antenna field, the data is read.

When the LSG detects a transponder, this is indicated by a continuous sequence of tones.

The LSG sends the data from the transponder to the FZS via CAN bus. The data can be displayed using the diagnostic software.

– Pressing the Enter button again ends Read mode. The LED flashes more slowly once again. The sound generator plays a double tone to confirm that reading has ended.

– Press the Enter button again for approx.

3 seconds. This disables button operation mode again. The device is now back in normal read mode.

The sound generator plays a descending tone to confirm the change to normal mode. The "Ready" LED lights up again continuously. If the button operation mode has been activated and no button is pressed within 30 seconds, the LSG automatically reverts to normal mode. If manual read mode has been enabled, the LSG again switches back to normal mode automatically after 5 minutes.

The "RFID reader/writer" option must be set in the FZS. After the industrial truck has been switched on and the displacement transducer on the left-hand load wheel detects motion, the LSG is set to read mode via a CAN command from the FZS. The "RF" LED on the LSG then lights up. When a transponder is detected within

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the antenna field, the transponder is read. The "Result" LED lights up briefly. The "Good Read" signal is sent to the FZS at the same time. After the data has been read successfully, read mode is automatically switched off. This prevents the data being read twice. The "RF" LED goes out again. Once the FZS has received the "Good Read" signal and a route of at least has been detected, the LSG is switched on again via a CAN command. An activated antenna field is displayed with a blue LED that creates a beam of light on the floor. Once a transponder has been read, this LED briefly lights up green.

With mechanical guidance (1), the transponders must be placed exactly in the longitudinal centre of the aisle. With inductive guidance (2), the distance (3) between the outside edge of the guide wire groove and the middle of the drill hole is 14 mm.

In practice, a distance of 15 mm from the outside edge of the guide wire groove to the middle of the drill hole has been proven to work.

The transponders (2) measure 22 mm x 7.5 mm.

The drill holes (1) for the transponders must be deep. This allows 3 mm for sealing the drill hole. An is used for drilling.

After the transponders have been inserted (yellow side facing up), the drill holes are sealed with casting compound to protect the transponders; no silicone may be used for this. A maximum of 50 transponders can be installed in a single aisle.



The transponders must all be positioned at the same depth (tolerance 3 mm).

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LG - aisle length LGEO - open end of aisle = 1 m

LGE - end of aisle = 6 m LGM - centre of aisle = 2 m to 20 m

The first transponder (1) must be positioned on the first upright, level with the outside edge. If the industrial truck is not yet to be guided at this point, the transponder must be positioned further along the aisle. This helps to prevent errors during transponder analysis.

The distance between the second transponder (2) and the first transponder is approx. 1 m.

Transponders three (3) and four (4) are each 6 m away. The distance LGM between all other transponders can be freely selected depending on the total length of the aisle. The distance must be no less than 2 m and no more than 20 m. A distance of 18 m between the transponders is commonly used.

The same procedure is applied at the other end of the aisle. The last transponder is positioned at the same level as the outside edge of the last upright. After this a transponder is placed at a distance of 1 m, and two further transponders are each placed at a distance of 6 m.

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LG - aisle length LGEG - closed end of aisle = 4 m LGE - end of aisle = 6 m

LGM - centre of aisle = 2 m to 20 m LGEO - open end of aisle = 1 m

If the end of aisle is closed (6), the standard arrangement of the transponders must be changed. Otherwise the last two transponders will never be reached. In this case, only one transponder (7) is placed at a distance of 4 m in relation to the outside edge of the last upright.

This guarantees that the LSG will still reach the last transponder, regardless of the direction of entry into the aisle.

When the aisle lengths are unequal, the start of the aisle (3) is where the shorter row begins.

This is designated as the "zero point of the aisle". There is a transponder (2) in this position.

This is not the first transponder, but rather the second transponder. The first transponder is located at the foremost point of the longer row (1).

The teach-in for the transponders must always begin with transponder no. 1. In this example, it is therefore in the negative range. See the section on "Writing to the transponders".

If the total length "LG" of the aisle is 26 m, the arrangement of the transponders is changed.

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The total length LG is measured between the outside edge of the first upright and the outside edge of the last upright. The first two transponders are placed at each side (distance: 1 m). 2 m is subtracted from the total length of the aisle (LG - 2 m). The rest of the route is divided into subsections of equal length, measuring between 2 m and 7 m, and transponders are positioned accordingly.

If the total length "LG" of the aisle is 29 m, the arrangement of the transponders is changed.

This measurement is taken between the outside edge of the first upright and the outside edge of the last upright. The first two transponders are placed at the start of the aisle (distance: 1 m). At the end of the aisle, one transponder is placed at 4 m. 1 m and 4 m are subtracted from the total length of the aisle (LG - 1 m - 4 m). The rest of the route is divided into subsections of equal length, measuring between 2 m and 7 m, and transponders are positioned accordingly.

The teach-in writes to the transponders. During the teach-in procedure the following data must be entered: The area of the warehouse The aisle number The distance between the first transponder and the start of the aisle for the respective aisle. The distance can be positive or negative. If the first transponder is within the aisle, the value is positive. If the transponder is outside the aisle, the value is negative.

If the transponder is installed exactly level with the outside edge of the first upright (1, 2), the distance is 0 mm. As soon as the first transponder is detected, the data is transmitted. On each transponder a consecutive transponder number is transmitted. After the last transponder has been passed, this must be confirmed and the transponder's distance from the end of the aisle must be measured and entered. As a result the FZS knows the number of transponders and their distances for the relevant aisle and thus the total length of the aisle.

The teach-in routine defines the positions for the start of the aisle and the end of the aisle. The start of the aisle is always defined with transponder no. 1.

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The transponders are monitored for the following possible faults: Missing transponder Incorrect transponder Incorrect distance between the transponders Missing or incorrect data in the transponder The first transponder is read upon entry into an aisle. A check is performed to determine whether this is the first or the last transponder in this aisle. Depending on the drive direction, the next higher or next lower transponder must then be read. The distance between the two transponders is saved in the FZS. The FZS checks this value against the distance measurement.

The current direction of entry is determined by whether the transponder passed is the first or the last. For example, if the truck is travelling in the load-side drive direction and transponder no.

1 is passed, this means the truck is entering the aisle from the start of the aisle with the forks facing forwards. For safety purposes, the next transponder is positioned after 1 m. If the truck alignment was correctly detected upon entry, this is confirmed at the next transponder. This is established when the next transponder is passed or by the absence of a transponder in the opposite direction.

The RFID system generates the "benchmark" on detection of the first transponder. After the second transponder is passed, the RFID functions are active.

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The "Options" page shows whether the RFID reader/writer (LSG) is set to "Enable" and is active, and which end of an aisle has a ZAG function.

A blue dot means that the function is active.

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Before the teach-in is performed, the number of aisles in an area of the warehouse must be specified in the "Number of aisles in the area" parameter field (1). The maximum is 255 aisles in 10 areas. A maximum of 50 aisles possible for each area of the warehouse.

If an aisle number higher than the number of aisles in the area of the warehouse specified here is entered while teaching the transponder distances, the teach-in process is aborted.

This prevents an aisle that does not belong to the area from being saved by mistake.

An area can be set in the "New area number" parameter field (2), and a freely selectable aisle number can be set in the "New aisle number" parameter field (3). This allows the transponder distances to be displayed without the industrial truck needing to be in that area. See the "Transponder distances" section.

To enable the transponder distances to be shown on the "Transponder distances" diagnostics page, "Change" must be selected in the "Set new area and aisle" parameter field (4).

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1 2 3 4 5

Number of the area, aisle and transponder Position over the transponder detected Distance from the start of the aisle to the centre of the load wheel axle Distance between the last two transponders Distance from the last transponder to the LSG

6 7 8 9

Distance between the two current transponders Length of the aisle Distance from the LSG to the middle of the fork carriage Number of transponders in the current aisle

The information stored in the FZS is displayed via the "Area number", "Aisle" and "Transponder" display fields (1). This information applies to the last transponder that was driven over. The industrial truck does not still have to be at this particular transponder, but it must not have passed over any further transponders.

When the first transponder in an aisle is read, the display field for the "Position detected via RFID transponder" (2) turns blue. This indicates the orientation (benchmark) of the industrial truck. From now on the horizontal position of the industrial truck for the relevant aisle is known.

Display field "a" (3) shows the distance travelled from the "Start of the aisle to the centre of the load wheel". If the centre of the load wheel is level with the outside edge of the last upright, the displayed value must be almost identical to

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the value "f" (7). The value "f" is the calculated length of the aisle.

Display field "d" (4) shows the distance between the previous transponder and the transponder currently being read. This value is saved in the FZS. Display field "b" (5) shows the distance travelled between the last transponder that was read and the LSG. Display field "e" (6) shows the distance to the next transponder in relation to the transponder currently being read. This value is saved in the FZS. Display field "c" (8) shows the distance from the "Centre of the LSG to the centre of the fork carriage". This distance can be set on the "RFID settings" page.

This value is only of significance for options "Navigation" and "Aisle safety assistant".

Once the aisle has been successfully identified, the display field for the "Number of RFID transponders in the aisle" (9) shows the number of transponders for the relevant aisle.

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The "area number" (1) and aisle number (2) parameter fields specify area of the warehouse and aisle the subsequent transponder distances are calculated.

This is the aisle selected on the "RFID/Change area/aisle" page or in which the truck was last driven.

In the "Distance from start of aisle to first transponder"(3) parameter field, the distance between the first transponder and the start of the aisle (outside edge of the first upright) is displayed.

If the transponder is outside the aisle, this is displayed as a negative value.

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If the transponder is within the aisle, this is displayed as a positive value.

If the transponder is exactly level with the outside edge of the first upright, this value is 0 mm.

The "Distance from the last transponder to end of aisle" (4) parameter field shows the distance from the last transponder to the end of the aisle (outside edge of the final upright).

If the transponder is outside the aisle, this is displayed as a negative value.

If the transponder is within the aisle, this is displayed as a positive value.

If the transponder is exactly level with the outside edge of the last upright, this value is 0 mm.

In the "Distance to second transponder"(5) parameter field, the distance from the first transponder to the second transponder is displayed.

The same principle applies to the distances to the subsequent transponders.

All distances are added together. The sum of the values constitutes the calculated total length of the aisle. The total length is shown on the "Aisle information" page under the letter "f".

The commissioning procedure comprises the following steps. The sequence of the individual steps must be observed.

– Install the transponders. See the "Transponders" section.

– Perform the teach-in for the displacement transducer. See the "Displacement transducer" section.

– Perform the teach-in for the reception area RFID reader/writer. See the "RFID reader/ writer" section.

– Perform the teach-in for the transponders.

See the "Transponders" section.

If several industrial trucks are to be commissioned, the first two teach-in processes must be performed for all the industrial trucks.

The teach-in for the transponders only needs to be performed with one industrial truck, but in all aisles.

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The transponder data stored in the FZS (VLF file) can then be copied from one industrial truck to another using the "WinFlash" software.

– Select the relevant industrial truck in the "Select type of truck" (1) selection window.

– In the "Select controller" (2) selection window, select the "FZS 5 Truck controller 5" controller.

– In the "Select program type" (3) selection window, select the "FZS 5 RFID Upload (RFID.VLF)" program type.

– In the "Select file" selection window, click the "File" (4) button.

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The "RFID_LCF" folder opens.



If the "RFID_LCF" folder does not open automatically, search for it using the following path: Installation folder of the WinFlash application (Wflash) and then MXX FZS 5 in this folder.

A template must now be selected from this folder. To ensure that the maximum number of aisles to be stored can be accepted, the selected template must be larger than this number.

Example: An area of the warehouse contains eleven aisles. The template to be selected is "RFID_template_25".

– Click the "Open" button.

– Under "Download file to the controller", click the "Start data transmission" (2) button.



The "Save file as" dialog box opens. The file being created can be saved at any location.

– Enter the desired name of the file in the "File name" field at the selected location. Click the "Save" button.

– The data read-out process starts.

The progress bar (1) indicates the progress of the transfer to the computer.

The process creates a new VLF file. This file contains the transponder distances for all the aisles in the storage area.

This VLF file can be copied to other industrial trucks for this storage area.

– In the "Select program type" (1) selection window, click the "FZS 5 RFID Download" program type.



– Click the "File" (3) button.

The "Search folder" menu opens.

– Select the location in which the required file is saved. Then highlight the file. Now click the "Open" button.

The "WinFlash" menu opens again.

– Under "Download file to the controller", click the "Start data transmission" (2) button.

The progress bar shows the transfer to the industrial truck.

– Once the data has been transferred, switch the industrial truck off and on again.

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This function is used to monitor the industrial truck for implausible behaviour. Implausible behaviour is divided into three areas: Barriers Inactivity Foot switch

This option, which is available at extra cost, can be configured using the diagnostic software. Using the Truck options/Truck options 2 page, the option can be set to Enable or Disable . If Not activated is displayed, the option is not available on this industrial truck.

A different time in seconds can be set for each monitoring case. Any time between 10 seconds and 600 seconds can be selected.

If one of the set times is exceeded, the controller activates the buzzer in the display. The operator can reset this "pre-alarm". The cause of the timeout must be eliminated in order to do this.

Close barrier Select function Select function or cease operating foot switch If the operator does not respond to the prealarm, the emergency signal will be activated.

This includes the horn and the flashing light on the chassis. Depending on the equipment, the workplace lighting may also be activated and set to pulse. The operator can reset the emergency signal by eliminating the cause of the timeout.

The horn is activated in the cycle "5x ON" and then 10 s break. The emergency signal will automatically end after 5 minutes. The monitoring cases then begin again.

The "Barriers" case is monitored only if the lift height of the cab is higher than 1.2 m.

The "Inactivity" case is monitored only once the operator has logged in to the industrial truck.

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The fork cycle option assists the operator when depositing a load carrier in stock or removing a load carrier from stock.

A pictogram in the upper left-hand corner of the display uses arrows to indicate the process.

The forks are pushed under the load carrier, the main lift is raised, the forks are returned to the contour of the truck.

The forks are extended along with the load carrier, the main lift is lowered, the forks are returned to the contour of the truck without the load carrier.

The fork cycle can only be started during the reach movement. In addition, the forks must be in one of the two end positions of the swivel movement.



If the button for the fork cycle (2) is pressed and all conditions are met, the ring around the button lights up constantly. The button does not need to be held down.

The hydraulics operating lever (3) must remain continually actuated for the side shift function.

The controller carries out the individual movements.

The height by which the main lift is raised or lowered can be adjusted using the diagnostic software.

If the button for the fork cycle is pressed again, the fork cycle is interrupted. The ring around the button is no longer lit up.

The functionality of the fork cycle depends on two other options.

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Removing from stock and Removing depositing in from stock only stock with manual height approach Removing from stock and Removing depositing in from stock and stock with depositing in manual selec- stock tion Removing Removing from stock and from stock and depositing in depositing in stock (drive orstock der) * Option

For industrial trucks with load detection, the change in loading status is monitored when depositing in stock and removing from stock. If the same loading status is detected following the fork cycle, a corresponding error appears in the display. This error can be confirmed with the enable button (1).

With this configuration, only a removing from stock cycle is possible.

– Manually approach the position of the load carrier both horizontally and vertically.

– Move the operating lever for hydraulics in the direction of the storage position.

– Actuate the button for the fork cycle.

– Keep the operating lever deflected during the entire fork cycle.

The amount by which the operating lever is deflected can be used to influence the speed.

In this configuration, both a removing from stock cycle and a depositing in stock cycle are possible.

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The operator must precisely approach the height when depositing in stock. The depositing in stock cycle always lowers the main lift by the stored height. If the approach to the storage position is too low, the forks will ground out when depositing in stock. If the approach to the storage position is too high, the load carrier will not be safely deposited in stock.

The approach height must be known.

– Manually approach the storage position both horizontally and vertically.

– Move the operating lever for hydraulics in the direction of the storage position.

– Actuate the button for the fork cycle.

– Keep the operating lever deflected during the entire fork cycle.

The amount by which the operating lever is deflected can be used to influence the speed.

The controller uses the load detection feature to automatically decide whether a load is being deposited in stock or removed from stock. The "main lift lifting" or "main lift lowering" function is used for the fork cycle accordingly.

In this configuration, both a removing from stock cycle and a depositing in stock cycle are possible. The operator must select the loading status of the fork (1) when selecting the target height.

Depending on the selection, the target height for a depositing in stock cycle or a removing from stock cycle is approached.

– Manually approach the storage position horizontally.

– Using guidance from the lift height preselector, approach the storage position vertically.

– Move the operating lever for hydraulics in the direction of the storage position.

– Actuate the button for the fork cycle.

– Keep the operating lever deflected during the entire fork cycle.

The amount by which the operating lever is deflected can be used to influence the speed.

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Depending on the loading status selection, the controller automatically decides whether a load is being deposited in stock or removed from stock. The "main lift lifting" or "main lift lowering" function is used for the fork cycle accordingly.

In this configuration, both a removing from stock cycle and a depositing in stock cycle are possible. The operator only needs to select the target height via the lift height preselector. The controller uses the load detection feature to automatically decide whether a load is being deposited in stock or removed from stock. The target height is adjusted accordingly.

– Manually approach the storage position horizontally.

– Using guidance from the lift height preselector, approach the storage position vertically.

– Move the operating lever for hydraulics in the direction of the storage position.

– Actuate the button for the fork cycle.

– Keep the operating lever deflected during the entire fork cycle.

The amount by which the operating lever is deflected can be used to influence the speed.

The controller uses the load detection feature to automatically decide whether a load is being deposited in stock or removed from stock. The "main lift lifting" or "main lift lowering" function is used for the fork cycle accordingly.

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The brake deceleration value is measured by the dynometer.

This works using the pendulum principle, which precisely registers acceleration and deceleration.

At an even speed on the level or at a standstill, the pendulum always hangs vertically. If correctly set, the scale dial (1) should show zero. When accelerating, the indicator deflects in the clockwise direction and when braking (deceleration) it deflects in the counterclockwise direction.

The value is displayed as a % acceleration due to gravity g (100% 9.81m/s2).

– Dampen the rubber suction cups underneath the dynometers and fasten with lever (2) on as horizontal a surface as possible in the longitudinal direction of the truck. The viewing window must be visible seen in the direction of travel.

– Before measuring deceleration, tilt the measuring module (3) by appr. 70° so that the (4) is showing zero. The main pointer must be capable of executing almost a complete revolution to the left and almost a half revolution to the right from the zero position.

The display range can be tested by tilting the module.

– Before each brake deceleration measurement, use the rotary knob (6) to move the (5) clockwise towards the main pointer. During the braking process, the drag pointer moves together with the main pointer in the counterclockwise direction as far as the maximum end point. The drag pointer then stays in this position while the main pointer returns to the zero position.

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The sling is a device for changing the load wheels. The sling is broad for this reason. This means that the load wheel sits flat on the sling and tipping to one side is less of a problem.



If the sling is damaged, load capacity may be significantly reduced.

The sling must be checked for damage before each use. Use a new sling if necessary.

The sling must be certified as a harness (1). A length of 2 m is sufficient.



Consider the thickness when selecting the sling.

The distance between the load wheel and the wheel arch is very narrow. Only a textile strip without a protection hose or sheathing will fit in this area.



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