Still Wagner EFU 3001 Workshop Manual - PDF DOWNLOAD

EFU 3001

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Workshop Manual

1/0360

First issued: Last update:

04/01

Workshop Manual

EFU 3001 with Highpulse

Id. No. W8 054 232

Foreword Foreword This workshop manual (WM) is a collection of technical data and functional descriptions for the standard vehicle.

It is intended as a guide which should be kept at hand at all times, to help explain the technical features of the vehicle and consequently ensure that maintenance and repair are carried out correctly.

5/0002

The WM is updated on a regular basis.

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Updating workshop manuals Our range of equipment is subject to continuous development and improvement. A consequence of this is that components or assemblies are sometimes replaced or their function changed.

5/0003

In order to guarantee that the owner of a workshop manual is always in possession of up-to-date and relevant documentation, the manual must be updated using the method described overleaf.

5/0004

0/0255

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Workshop Manual

EFU 3001 with Highpulse

Sheet no.

I

Foreword Updating workshop manuals (Continued)

1. Replacing incorrect sheets

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If a sheet contains an error, e.g. if adjustment values have been altered, the sheet in question must be replaced.

The new sheet can be identified by the lefthand side of the page footer (1). The date of issue is updated here in the Issue line (2).

The date of issue of the sheet which needs replacing is specified in the Replaces issue line (3). The sheet no. remains the same (4).

Page footer of an existing sheet 2-1

4

Page footer of a corrected sheet Workshop Manual

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Sheet no.

2-1

3 Page footer of a cover sheet First issued: Last update:

2. Inserting new sheets

Workshop Manual

04/01

Id. No. .....

9

Page footer of an existing sheet Workshop Manual

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5

We send new sheets, whether they are replacement or additional sheets, and new lists of contents, to all the vehicle owners we know of by mail.

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Sheet no.

1 2

Every time a change is made, the cover sheet is replaced. The date of first issue and the date of the last update are shown in field (9). This means that the workshop manual edition is immediately obvious.

If new, altered or additional components are introduced to the series, it may be necessary to insert one or more additional sheets.

An additional sheet can be identified by the changes at the left and right of the page footer (5 + 6).

At the left, in the Issue line, is the current date of issue (7). At the right, the additional sheet is marked with the sheet no. with a consecutive index (8).

The list of contents for the component in question must also be replaced.

Workshop Manual

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Workshop Manual

Sheet no.

2-1

6 Page footer of an additional sheet Workshop Manual

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Sheet no.

2-1.1

7

EFU 3001 with Highpulse

8

Sheet no.

II

Foreword Notes, imprint We can accept no liability for warranty claims relating to work carried out in accordance with the instructions in this workshop manual.

The warranty terms remain unaffected.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

STILL WAGNER works continuously on the development of its trucks. We would ask for your understanding that we reserve the right to make alterations and that errors cannot be excluded, and that no warranty claims may be based on the information, illustrations or descriptions contained in this workshop manual.

STILL WAGNER GmbH & Co. KG Trainingcenter Ernst-Wagner-Weg 1-5 72766 Reutlingen

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EFU 3001 with Highpulse

Sheet no.

III

List of chapters

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List of chapters

Issue: 04/01 Replaces issue:

1

Vehicle data

2

Travel drive

3

Steering

4 5

Brake Travel control

6

Servicesoftware

7

EAZ/BSZ

8

Hydraulic system

9

Lifting device

Workshop Manual

EFU 3001 with Highpulse

Sheet no.

IV

Contents Chapter

1

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

2

3

Contents

Sheet no.

List of contents ....................................................................

IV

Guide to components .........................................................

IX

Vehicle identification - Signs and vehicle data........................................................

1-01

Travel drive - Motor, general .....................................................................

- Drive motor technical data ..................................................

- Drive motor terminals ..........................................................

- Removing the drive motor ...................................................

- Replacing the carbon brushes ............................................

- Replacing the drive wheel ...................................................

- Removing the travel drive ...................................................

- Lubricating the bogie bearing..............................................

- Changing the gear oil..........................................................

- Drive motor maintenance • Cleaning .....................................................................

• Visual inspection.........................................................

• Brush unit ...................................................................

• Commutator................................................................

• Bearings .....................................................................

Steering - General ...............................................................................

- Steering sensor • General.......................................................................

• Slipring system ...........................................................

• Adjustment when installed..........................................

• Adjustment when not installed....................................

- Servo unit • General.......................................................................

• Terminals ....................................................................

- Steering controller • General.......................................................................

• Function......................................................................

• Block diagram.............................................................

• Safety monitoring........................................................

• Commissioning ...........................................................

• Adjustment..................................................................

• Pin assignment ...........................................................

- Track adjustment ................................................................

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2-01 2-02 2-02 2-03 2-04 2-05 2-06 2-07 2-07 2-09 2-10 2-11 2-12 2-12

3-01 3-02 3-05 3-05 3-06 3-07 3-07 3-08 3-09 3-10 3-11 3-12 3-13 3-14 3-15

Sheet no.

V

Contents Chapter 4

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5

Contents

Sheet no.

Brake system - Function ..............................................................................

- Guide to components..........................................................

- Installing/removing the drive motor brake ...........................

- Adjusting the brake clearance.............................................

- Adjusting the handbrake .....................................................

- Adjusting the brake pedal ...................................................

- Measuring the brake deceleration.......................................

- Main brake cylinder .............................................................

- Bleeding/filling the brake system ........................................

Travel control unit - General ...............................................................................

- Protective devices ...............................................................

- Operating features ..............................................................

- Safety instructions for commissioning and operation..........

- Function of the main current circuit • Check on switching on with key switch.......................

• Checking and switching procedure on moving off ......

• Generator braking.......................................................

- Main current circuit terminals ..............................................

- Logic card terminals ............................................................

- Programming and adjustment • General.......................................................................

• Configuration ..............................................................

• Parameterising ...........................................................

• Table of adjustable values..........................................

• Saving the settings .....................................................

• Programming the travel transducer ............................

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4-01 4-02 4-03 4-04 4-05 4-06 4-07 4-09 4-10 5-01 5-02 5-03 5-04 5-05 5-05 5-06 5-07 5-08 5-11 5-12 5-14 5-17 5-18 5-19

Sheet no.

VI

Contents Chapter 5

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6

Contents

Sheet no.

Travel control unit - Error diagnosis • Measuring and testing functions.................................

• Error memory..............................................................

• Flashing code on diagnosis LED ................................

• Error messages ..........................................................

Service software - WinPulsE • Menu guide.................................................................

• Starting/stopping the connection to the control unit....

• Reading data out of the control unit ...........................

• Opening/saving a data set on the computer - Opening a file ....................................................

- Saving a file with menu point "File" ..................

- Saving a file with menu point "Parameters" ......

- Saving a file .......................................................

• Saving data in the control unit - Sending a data set directly to the control unit ...

• Changing Parameters - Reading out parameters and changing them ....

- Saving parameters in the control unit.................

- Restoring parameters ........................................

• Changing the configuration - Changing the configuration ................................

- Storing a configuration ......................................

• Reading in the accelerator pedal ...............................

• Test function ..............................................................

• Reading out the error memory ...................................

• Changing the hour counter ........................................

• Other functions - Closing the program (Exit) .................................

- Software configuration ......................................

- Keyboard commands .........................................

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5-19 5-21 5-22 5-23

6-01 6-02 6-03 6-04 6-06 6-07 6-08 6-09 6-10 6-11 6-11 6-12 6-13 6-14 6-15 6-16 6-17 6-18 6-18 6-19

Sheet no.

VII

Contents Chapter 7

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8

9

Contents

Sheet no.

BDI/HM - "Curtis" Combi-Controller • General.......................................................................

• Pin assignment ...........................................................

• Setting the final discharge voltage..............................

• Technical data ............................................................

7-01 7-02 7-03 7-04

Hydraulic system - Block diagram .....................................................................

- Hydraulic circuit diagram.....................................................

- Pump assembly • General.......................................................................

• Lifting function ...........................................................

• Lowering function .......................................................

• Directional valve .........................................................

• Replacing the carbon brushes....................................

• Removing the pump assembly ...................................

• Removing the pump motor .........................................

• Hydraulic pump, general.............................................

• Removing the hydraulic pump ....................................

• Dismantling the hydraulic pump .................................

• Setting the maximum pressure...................................

• Oil change ..................................................................

• Bleeding......................................................................

8-02 8-03 8-04 8-05 8-06 8-07 8-08 8-09 8-10 8-11 8-12 8-13 8-14

Lifting device - Adjusting the angle lever.....................................................

- Lifting cylinder .....................................................................

9-01 9-02

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Sheet no.

VIII

Guide to components

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Guide to components

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Sheet no.

• Drive wheel.................................................................

2-05

• Brake pedal ................................................................

4-06

• BDI/HM .......................................................................

7-01 ff

• Travel drive.................................................................

2-06 ff

• Drive motor .................................................................

2-01 ff

• Travel control unit .......................................................

5-01 ff

• Field weakening..........................................................

5-08

• Main brake cylinder ....................................................

4-09

• Lifting cylinder.............................................................

9-02

• Hydraulic pump ..........................................................

8-10

• Pump motor ................................................................

8-06

• Directional valve .........................................................

8-05

• Angle lever..................................................................

9-01

Workshop Manual

EFU 3001 with Highpulse

Sheet no.

IX

Chapter 1

Vehicle data

Signs on the vehicle 1 Factory nameplate (next to the driver's seat)

1

5

2 UVV test plaque 3 Maximum pressure for hydraulics 4 Towing points 5 Vehicle no. on chassis (behind the driver's seat and on drive motor support)

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Vehicle data

1/0360

• Load bearing capacity

3000kg

• Drive motor

5.2kW

• Maximum speed

12km/h

• Dimensions L/W/H

3700/990/1930

• Unloaded weight

2340kg

• Battery type Volts/amps Weight min/max

PzS 48/560 886 - 933kg

4

1

2

1/0309

3

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1-01

Chapter 2

Travel drive

Motor, general 1 The travel drive system is made up of 48V serieswound motors.

The armature coil and field coil are connected in series. This gives a high torque, especially in the lower speed range.

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Remark: Series-wound motors must never be run for extended periods without a load, i.e. without a gear or similar. If they are, their speed increases automatically, until they are irreparably damaged.

The motor speed is controlled by the clock ratio of the main transistor, which is clocked by the control board of the pulse control unit.

The motors have additional forced-air ventilation in the area of the commutator which is produced by an external radial fan (1).

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EFU 3001 Sheet no. with Highpulse

2-01

Chapter 2

Travel drive

Drive motor technical data Manufacturer Model Motor version Voltage Current Output Speed Protection class Insulation class

(V) (A) (KW) (rpm)

JULI GF 144-Q1 Series-wound motor 48 131 5.2 1680 IP 23 F

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Terminals Designation Armature coil Field coil

new A1/A2 D1/D2

old A/B E/F 1/0279

The rotary direction of the motor (1) depends on the direction in which the current (2) flows through the field coil.

The current direction is determined by the travel direction contactors.

A2

A1

D2

D1

•

•

•

•

1

2

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A2

•

A1

D2

D1

•

•

•

1

2

Workshop Manual

EFU 3001 Sheet no. with Highpulse

2-02

Chapter 2

Travel drive

Removing the drive motor Note:

Because the brake (1) is flangemounted on the drive motor, the vehicle is no longer braked once the motor has been removed.

The vehicle must be secured before work commences, to prevent it rolling away.

1

2

Removal: • Pull out the battery plug.

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• Jack up the vehicle and secure it to prevent it from roling away.

1/0283

• Mark the motor connecting cable and disconnect it.

6

• Release the 4 hexagon socket screws M8x30 (4) and remove them completely.

4 2

• Lift the drum brake up and out and set it down to one side.

5

• Remove the 6 hexagon socket screws M8x30 (5).

• Lift and remove the motor (2) together with the flange (6).

1/0280

• The pinion stays on the shaft end of the motor.

• Cover the gear opening to protect the inside from dirt.

Bearing bridge

Remark:

When you install the motor again, you must ensure that the bearing bridge is in the correct position when the wheel is in the straight-on position. When it is in the right position, an optimal cooling effect is achieved.

End shield

Ventilation shafts

Wheel in straight-on position 1/0281

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2-03

Chapter 2

Travel drive

Replacing the carbon brushes The carbon brushes must be replaced when they reach a residual length of 20 mm. At this length, they are worn down by 50 %.

Length of a new carbon brush: 40 mm

The entire set of brushes must always be replaced (4 brushes).

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Removal: • • • • • •

Pull out the battery plug.

Remove the tensioning belt of the drive motor.

Raise the brush spring (1).

Pull out the carbon at the connecting cable (2).

Disconnect the connecting cable.

Clean out the commutator compartment (blow it out).

Caution:

6/0163

Never inhale carbon dust!

1

• Mount the new carbon brushes.

2

Remark: After replacing the carbon brushes, do not run the motor straight away at full power. The carbon brushes run in relatively quickly under low loads (see drive motor maintenance).

Checking the brush springs Brush springs with insufficient pre-tension cause the commutator to burn.

Ensure that the carbon brushes move easily in the shaft.

1/0282

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2-04

Chapter 2

Travel drive

Replacing the drive wheel Dimensions of new wheel:

300 x 130 mm (300 x 100 mm)

The drive wheel must be replaced when: • The running surface is badly cracked or out of round, or its diameter is very different from that of the other drive wheel.

• The tyre diameter has reduced by 10 %, e.g. 300 mm - 10 % = 270 mm.

Removal

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• Pull out the battery plug.

• Apply the handbrake.

• Jack up the vehicle securely and secure it to prevent it from rolling away.

1

2

1/0283

• Turn the drive wheel (1) until the wheel nuts (2) are accessible.

• Release the wheel nuts.

• Remove the drive wheel.

• When mounting the new drive wheel, tighten the wheel nuts diagonally in several passes.

Tightening torque: 140 Nm.

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EFU 3001 Sheet no. with Highpulse

2-05

Chapter 2

Travel drive

Removing the travel drive • Pull out the battery plug.

2

• Turn the drive wheel to the side.

1

• Releae the drive motor with the brake (6 hexagon socket screws (2) M8x30).

• Raise the drive motor and lay a flat metal plate approx. 20mm thick underneath it.

• Cover the gear opening (to prevent soiling of the gear and oil).

1/0284

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• Release the tension on the steering chain and open the chain joint at the chain holder.

The chain can now be removed.

• Remove the 6 screws M12x60 (1).

Remark: Suspend the gear from a rope or underlay it with wood to prevent it tilting back or to one side.

• Move a fork-lift truck or lifting gear into the correct position for raising the vehicle.

1/0285

• Support the device safely from below.

• Have a lifting truck at the ready for removing the drive unit.

• Lift out the drive unit.

1/0286

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2-06

Chapter 2

Travel drive

Lubricating the bogie bearing

2

1

The bogie bearing should be lubricated twice a year through the two lubricating nipples (2), in particular when the gear has been cleaned with a steam jet.

Grease type:

multi-purpose grease

Changing the gear oil

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The following viscosity classes are used: Standard oil: Ambient temperature:

SAE 80/90 0 C to 40 C

Low-temperature oil: Ambient temperature:

SAE 80 W to -26 C 1/0287

Low-temperature oil: Ambient temperature:

SAE 75 W to -40 C

For use of the vehicle in special conditions, please contact the manufacturer without fail.

Oil volume:

approx. 2.0 l

Remark: The oil volume specified here is intended for guidance only. The correct amount of oil has been poured in when the oil level reaches the bottom edge of the filler hole (1).

Please avoid overfilling, otherwise the seals will be damaged and it is possible that the operating temperature may not be maintained under certain circumstances.

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2-07

Chapter 2

Travel drive

Gear oil change

2

The oil should be changed for the first time after approx. 200 operating hours.

All subsequent gear oil changes should be made at intervals of 2000 operating hours or once a year.

Remark: The gear oil must be drained off when it is at operating temperature.

The maximum permissible operating temperature is 80 C.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Oil change procedure: • Set an oil catchment vessel under the oil drainage screw (1) (it should have a capacity of at least 3.5 l).

• Unscrew the oil filler cap (2).

1/0287

• Unscrew the oil drainage screw and drain off the oil.

1

Caution: Risk of scalding: The oil temperature may be as high as 80 C! • Replace the oil drainage screw, inserting a new sealing ring at the same time.

• Fill the gear with new gear oil up to the bottom edge of the threaded hole for the oil filler cap.

• Insert the oil filler cap, using a new sealing ring.

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EFU 3001 Sheet no. with Highpulse

2-08

Chapter 2

Travel drive

Drive motor maintenance General Maintenance work between major overhauls should consist of the following: • • • • •

Cleaning General visual inspection Replacing damaged parts Checking the brush unit and commutator Replacing the carbon brushes (if necessary)

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

This work should be carried out at least every 500 operating hours or once a quarter.

We recommend having major motor overhauls carried out by a specially equipped workshop, as special tools and specialist knowledge are required.

Note:

Before carrying out any work on the motor, always first pull out the battery plug to avoid short circuits or injury.

Cleaning • Remove the sealing tape and take out the brushes.

1/0288

• Clean the motor thoroughly using compressed air, taking care not to breathe in any dust (wear a protective mask).

• Clean soiled commutators and brush unit using a clean cloth (not cleaning wool) moistened with benzine and dry well.

Remark:

Do not lift the brush springs more than is necessary and do not bend them to the side.

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EFU 3001 Sheet no. with Highpulse

2-09

Chapter 2

Travel drive

Drive motor maintenance Visual inspection, replacing damaged parts • Straighten or replace dented sealing tapes.

• Check fan impellers for damage. Damaged fans (imbalance, reduced output) must be replaced.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• Clean the gear ventilation channels (1). To do so, remove the drive motor and clean the channels with a vacuum cleaner (do not blow them out with compressed air). Soiling impairs the air circulation, which leads to increased temperatures in the motor and possibly to irreparable damage.

1

• Check field and armature coils for signs of overloading (overheating): dark coloration, brittle or burned insulation, unsoldered commutators.

Motors with this kind of damage must be replaced without delay.

• If you discover oil or grease in the motor (usually a paste made up of oil, oil vapour mixed with dust and carbon abrasions), investigate the cause immediately and remedy it.

The motor must be cleaned extremely thoroughly.

5/0039

Remark: Rapid carbon brush or commutator wear is generally due to the effect of oil.

The oil/grease burns in the brush sparks, leaving behind a sharp-edged oil ash which has an abrasive effect.

This can lead to inadmissibly high levels of carbon brush wear before the scheduled maintenance date is reached.

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2-10

Chapter 2

Travel drive

Drive motor maintenance Checking the brush unit, replacing the carbon brushes After the carbon brush unit has been cleaned, it should be possible to move the carbon brushes easily in their guide.

If one or more of the carbon brushes jam, they must not be sanded down with emery paper or any other abrasive.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

In this case, the entire carbon brush unit must be replaced, as it is possible that the brushes were thermally overloaded.

It is also important that the carbon brushes are not broken or chipped at the running edges.

Remarks: • Always replace the entire brush set, basing your assessment on the shortest brush.

• Only use original spare carbon brushes (see spare parts list!)

• Do not allow the carbon brush springs to knock against the carbon brushes when you are inserting the brushes.

• If the minimum length has not quite been reached, replace the brushes anyway, as the remaining running time may be shorter than the next maintenance interval.

• A maximum of 3 carbon brush sets should be replaced in succession before a general overhaul of the motor is carried out (by a specialised workshop).

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2-11

Chapter 2

Travel drive

Drive motor maintenance Commutator The running surface of the commutator should be even and smooth with a grey-black appearance.

The commutator must not be worn, scored or out of round.

Should one of the above conditions occur, the commutator must be reworked (major overhaul).

Never attempt to achieve the neccesary finish using a file, emergy paper or similar.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Bearings The ball bearings do not need to be re-lubricated.

The volume of grease in the bearings is sufficient for the maintenance period between major overhauls.

The bearings must be replaced: • without fail during every major overhaul, • after they have been in use for 2000 operating hours, at the latest • if the vehicle is only used with short operating times, then after 5 years at the latest.

Only use the bearings specified in the spare parts list.

Note on risk of overloading when batteries are run down: If the speed of the motors drops noticeably, work must be stopped immediately. Check the battery without delay, then recharge it if necessary.

Never drive the vehicle if the voltage is too low!

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EFU 3001 Sheet no. with Highpulse

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Chapter 3

Steering

General

1

The electrical steering aid is a device designed to assist the steering of fork-lift trucks with a steering column.

For the event that the electrical steering aid fails, there is also a mechanical emergency steering system!

The control electronics and the main current circuit are combined in one closed unit (1), which is referred to as the steering controller.

2

1/0357

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The setpoint generator (2) is located on the steering column. It is a non-contact differential magnetoresistive sensor.

5/0045

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Sheet no.

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Chapter 3

Steering

Steering sensor Id. no. W8 420 134

General

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

For measurement of the setpoint, which is proportional to the steering force, the system uses a differential magnetoresistive sensor (1) (Id. no.

410 475), which is influenced by a permanent magnet (2) (Id. no. W8 410 938).

2

The steering column is divided into 2 sections. The upper section with the steering wheel can be turned against the lower section with the cardan joint by 7 out of the centre position against two torsion elements made of foam rubber (Id. no. W8 410 477).

1 mm

The differential magnetoresistive sensor can be seen as a resistor that is dependent on a magnetic field. It is fitted on the lower section of the steering column, and the magnet on the upper section.

When the two sections are turned in opposite directions, the magnetic field changes in dependence on the angle of the magnetic field, which also causes the output signal to change.

1

5/0055

When not actuated, the centre point voltage of the differential magnetoresistive sensor is half the supply voltage and is the reference potential for the steering controller.

The change in voltage in comparison to the reference potential is approx. 1.5V, depending on the turning direction and force.

5/0056

This change in voltage is also dependent on the distance between the magnetoresistor and the magnet. For this reason, the distance between the magnetoresistor and the magnet should be 1 mm at the most.

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+5V

0V

Centre point voltage 1.5V

EFU 3001 with Highpulse

Sheet no.

3-02

Chapter 3

Steering

Steering sensor Slipring system: Id. no. W8 410 468 (sliprings) Id. no. W8 410 471 (brush holders) Because the differential magnetoresistive sensor turns with the steering column, a power supply is required that also turns.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The power is supplied by means of a slipring system with 3 sliprings, each of which has two sliding-action contacts connected in parallel.

These sliding-action contacts are maintenancefree.

They should be applied to the slipring system with a slight pressure.

5/0057

Remark:

So that the system is EMC-compatible (EMC = electromagnetic compatibility) the supply lead to the steering sensor is shielded and is integrated in the vehicle harness. The shielding is applied to the housing of the steering controller.

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Sheet no.

3-03

Chapter 3

Steering

Adjusting the steering sensor General Note:

This steering aid must not be connected to the battery until the steering sensor has been set, otherwise there is a risk that the steering wheel may turn suddenly, making it a potential source of injury. For the same reason, you must exercise extreme caution when adjusting the steering wheel.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Do not reach through the steering wheel during the adjusting process.

The steering sensor is checked in advance, i.e. it is not usually necessary to adjust it. However, if it is necessary to make an adjustment for some reason, e.g. after the steering sensor has been replaced or the steering column has been repaired, etc. you should proceed as follows: A voltmeter is needed for this work.

1

Adjustment when installed 1. Pull out the battery plug.

2. Disconnect both the central terminals "2" on the slipring system (1).

3. Connect the voltmeter (voltage measurement).

Connect positive to "1" and negative to "3".

5/0055

4. Plug in the battery plug.

5. Check the supply voltage.

6. Pull out the battery plug.

7. Connect the voltmeter positive to "2", negative to "3". Plug in the battery plug.

5/0056

+5V

0V

Centre point voltage 1.5V

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Chapter 3

Steering

Adjusting the steering sensor Adjustment when installed

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

8. Release the clamping screw (1) on the magnetoresistor holder, then position the latter at a distance of approx. 1 mm centrally under the magnet, so that 2.47V ( 0.05V) is measured between terminals "2" and "3".

Tighten the clamping screw again.

9. Now turn the steering wheel until the clamping sleeve (2) in the sensor hits the mechanical end stop. The voltage between "1" and "2" and "2" and "3" should change by approx. 1.5V (full turn).

If the change in voltage is too low, the distance between the magnetoresistor and the magnet must be reduced.

10. Checking the voltage reset: When the steering wheel is released, the voltage should return to the centre position which was set previously. If this is not the case, all the bearing points in the steering column must be checked to ensure that they move easily, and if necessary the foam rubber torsion segments replaced.

2

1 mm

1

11. Function check: Pull out the battery plug and reconnect the two central terminals "2", then plug in the battery plug. It should be possible to turn the steering wheel to the left and right with the same amount of force.

5/0055

When the steering wheel is not turned, the steering motor should be switched off. There is no motor current flowing.

If this is not the case, the adjustment must be made again or the steering controller calibrated.

5/0058

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Chapter 3

Steering

Adjusting the steering sensor Adjustment when not installed: In order to carry out this adjusting work, the sensor must be clamped into a vice at one shaft end, so that the torsion that usually occurs during steering can be simulated.

Connect a supply voltage of 5V to terminals "1" and "3" from a power unit.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

1. Release the clamping screw (1) on the magnetoresistor holder, then position the latter at a distance of approx. 1 mm centrally under the magnet, so that 2.47V ( 0.05V) is measured between terminals "2" and "3".

Tighten the clamping screw again.

2. Now turn the sensor (e.g. with a pair of gripping pliers), until the clamping sleeve in the sensor hits the mechanical end stop (2). The voltage between "1" and "2" and "2" and "3" should change by approx. 1.5V (full turn).

If the change in voltage is too low, the distance between the magnetoresistor and the magnet must be reduced.

2

1 mm 1

3. Checking the voltage reset: When the turning element is released, the voltage should return to the centre position which was set previously. If this is not the case, all the bearing points in the steering column must be checked to ensure that they move easily, and if necessary the foam rubber torsion segments replaced.

5/0055

4. The sensor is now pre-set. However, it is still essential to carry out a function check once the sensor is installed.

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Chapter 3

Steering

Servo unit General The servo unit consists of an electric motor (1) and a flange-mounted gear (2).

The motor is designed with two separate serieswound motors (split field motors). For this reaosn, it can be run in a clockwise or anti-clockwise direction without reversing the polarity.

5/0048

• The ball bearings are maintenance-free.

2

1

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• The bearings must be replaced after 25,000 operating hours.

• If the ball bearings are pulled off during repair work, they must be replaced.

• The gear is greased adequately for its entire

Temperature sensor

Carbon brush monitor

operating life and is therefore maintenance-free.

Terminal markings on terminal board

5/0049

A1 = Armature Dr/D1 = Field 1 for right-hand rotation Dl/D2 = Field 2 for left-hand rotation

5/0050

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Chapter 3

Steering

Steering controller WLR 48/30 Id. no. W8 409 943 General The steering controller is used in combination with a split field motor in electrically assisted steering systems.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The setpoint request made with the steering wheel is measured by differential magnetoresistive sensors and evaluated, as a result of which the integrated MOSFET power amplifier is driven.

In combination with the non-linear current/ torque characteristic curve, this gives a steering performance that guarantees both high stability during fast travel and easy steering at a standstill.

1/0297

Internal monitoring functions guarantee a safe function.

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Chapter 3

Steering

Steering controller Function The steering controller supplies the steering sensor with stabilised 5V. This voltage is short-circuit proof, but must not exceed 25 mA in continuous operation.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

According to the amount by which the steering setpoint changes, the relevant power MOSFET of the amplifier is selected and controls the motor via outputs "Field L" and "Field R".

1/0358

This means the transistor switch-on ratio is small with small setpoint changes, and the transistor switch-on ratio is high with large setpoint changes. The steering is demandresponsive.

1/0357

The amplifier is not selected until +48 V is applied at the "Enable steering" input and the +48 V supply voltage is applied.

Also, the safety monitor must not have responded.

The steering controller can be adapted to the vehicle with potentiometers. The maximum motor current is limited by fixed resistors.

The steering controller is protected by an internal Fuse 30A/ 125V , Id. no. W8 405 541.

1/0359

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Chapter 3

Steering Steering controller WLR-48/30

Setpoint generator (magnetoresistor)

+48V

Rmin: 200

.

Emergency-stop panic button

3F6 20A

0 volts

X1 6

4

2.5V 1.5V

1

X2 7

1

X2 3

5V Imax: 25mA

30A

. .

Voltage monitor Undervolt.: 12V Overvolt.: 75V 5%

.

Safety relay

X2:8 Armature

Reverse voltage protection

48V 5V

P2 amplification

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Block diagram

Error monitor

Carbon brush monitor

X2:5

P.W.Modulator Actual Set

P3

o

Uon

Dead zone Function generator Current limiter 30A

Short-circuit ca.60A Overvoltage

M

Internal enable

.

Error

Temperature 100 C

.

Setpoint generator monitor

1

Undervoltage

Current controller

monitor

Safety relay

Current measurement

o

Imax: 200mA

Ready for operation X1 : 2

.. .

..

.

.. .

. .

Field L

X2:6

Field R

X2:4

Carbon brushes 5

3

Enable amplifier

1

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Chapter 3

Steering

Steering controller Safety monitoring 1. Operating voltage If the voltage exceeds 75V or drops below 12V, the steering controller switches off.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

2. Short-circuit proof amplifiers In the event that the motor short-circuits, the maximum current is limited to approx. 30 A by the current limiter. If current peaks of more than 60A occur, or if the current limiter is faulty, the steering controller cuts out.

3. Excess temperature The steering controller is switched off from a temperature of approx. 100 C at the heat sink of the amplifier.

4. Reverse voltage protection device If the supply voltage has the incorrect polarity, the internal safety relay (1) does not pick up.

1

1/0357

5. External enable input The power section is only enabled when +48V is applied at the "Enable steering" input.

6. "Not ready" signal output If the safety monitor responds under conditions 1, 2, 3 or 8, the safety relay (1) drops out, the motor is switched off by +48V and the output connects 0V potential (Imax.=200 mA).

7. Carbon brush monitor When +48V are applied at the output "Carbon_E" +48V, the output "Carbon_A" connects 0V potential (Imax =200 mA). The steering controller is not switched off.

8. Wire breakage monitor for setpoint generator Causes the steering controller to be switched off and switches the "Not ready" output.

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3-11

Chapter 3

Steering

Steering controller Commissioning For commissioning, the field circuit of the motor (terminals field R, field L) should not be connected.

• First, the wiring of the magnetoresistor must be checked.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• When the operating voltage is switched on, there should be 2.47V applied at the centre pick-up of the magnetoresistor when it is in the home position.

• When the steering wheel is turned as far as it goes, the voltage should change to approx. 1V or 4V, depending on which direction the wheel is turned in.

• Switch off the vehicle.

• Connect the field.

• Switch on the vehicle.

If the rotary direction is incorrect, this is obvious because the steering controller works against the direction in which you wish to steer and a greater amount of force is needed.

The steering may also seem unstable. In this case, the two field terminals of the motor must be swapped over.

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Sheet no.

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Chapter 3

Steering

Steering controller Adjustment The steering controller is pre-set in the factory, and should not need to be re-adjusted at potentiometers (1) and (2).

However, if the steering performance is not satisfactory or the steering motor temperatures are too high, you should check that the steering controller is actually set correctly.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Potentiometer T - "Dead zone" (1) By altering the dead zone, you can adjust the sensitivity of the steering to small steering movements (fast travel). The larger the dead zone, the greater the amount of force needed for small steering movements!

If the selected dead zone is too small, current may even flow when the steering is in the idle position.

This should be avoided at all costs!

1

1/0297

2

Voltage torque

The steering assistance should be activated at a setpoint change of 0.25V and is preset in the factory!

Dead zone Symmetry

Potentiometer V - "Amplification" (2)

Setpoint

Amplification

This potentiometer can be used to vary the relation between the steering setpoint and the steering motor modulation.

5/0054

It can be used to reduce the maximum current limit of 30A. This is defined by fixed resistors.

However, the maximum torque is then also decreased if this adjustment is made.

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Chapter 3

Steering

Pin assignment View of steering controller and connector rear

Function

4

Field R

Field connection, motor right-hand rotation

3

+BATT (48V)

Positive supply voltage connection

6

Field L

Field connection, motor left-hand rotation

6

5

Carbon_E (48V)

Input for signal carbon

8

Armature

Positive motor connection

7

-BATT (0V)

Negative supply voltage connection

1 3 5 7

4

2

X2

3 5

1

4

2

X1

6

X2 Pin no.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Designation

8

Connector X2, 8-pin AMP

Connector X1 X1 Pin no.

1

Designation

Function

V Ref+ (5V)

Positive reference voltage for the magnetoresistor

2

N_Ready

Error output (at Low with error) *

3

FG

Enable input (48V=steer. motor active)

4

Sensor (2,47V)

Bridge output voltage of the magnetoresistor

5

Carbon_A

Carbon output Low with signal carbon)

6

V Ref- (0V)

Negative refer. voltage for magnetoresistor

* from steering controller Id. no. W8 407 010, the output is inverted

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Chapter 3

Steering

Track adjustment To improve the vehicle's performance when cornering, the steering geometry is set with a toe-in of 2 --> 1 per wheel.

This means that on a curve, the wheel at the inside of the curve is turned further than the wheel at the outside of the curve. During straight-on travel, the friction that this causes does not present any problems.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The track should be checked using a track template (1) or by measuring the distances between the inner edge of the wheel rim and the centre strut (2) of the chassis (see drawing).

1

1/0276

The adjustment is made with the two eccentrics (3) that are held against each other from below by a strut. This strut must be removed before the adjustment can be made.

The eccentrics also act as chain tensioners. For this reason, always make the same adjustment to the opposite eccentric and, if necessary, adjust the chain tension.

1/0277

Fork direction 1

2

s

x

s+4mm

x+4mm

1/0226

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1/0168

3-15

Chapter 4

Brake

Hydraulic/mechanical brake system Function This brake system is a pressure application system (positive acting), and consists of a mechanical component, which is the parking brake (handbrake) and the hydraulic component, which is the service brake (brake pedal).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Service brake (brake pedal) When the brake pedal is depressed, pressure is applied to the wheel brake cylinder (2) by the main brake cylinder, so that the wheel brake cylinder presses the brake shoes (8 + 9) against the brake drum (17) .

Remark:

The maximum braking force is limited by a brake pressure reducer (40 bar).

1/0289

17

When the brake pedal is released, the brake shoes are moved back into the home position by tension springs (11 + 13).

1/0290

Parking brake (handbrake) When the handbrake is used, the brake shoes are actuated by a cable pull (18). At the same time, the supply lead (+48V) for the travel direction switch is interrupted by the handbrake switch.

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Sheet no.

4-01

Chapter 4

Brake

Guide to components in the hydraulic/mechanical brake system Handbrake lever Handbrake switch Bowden cable Brake unit at the drive motor Brake pedal lever Main brake cylinder Return spring Hydraulic lead Brake pressure reducer Compensation tank

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

1 2 3 4 5 6 7 8 9 10

10 8

1

5

2

9

6

7

4 3

1/0217

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EFU 3001 with Highpulse

Sheet no.

4-02

Chapter 4

Brake

Installing/removing the drive motor brake Note:

Once the brake has been removed, the vehicle is no longer braked. For this reason: • Pull out the battery plug.

• Jack up the vehicle and secure it to prevent it from rolling away.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Removal: • Remove the brake hose (1) from the brake cylinder, making sure that no oil runs out over the brake and motor.

• Remove the brake housing (2) by releasing the 4 hexagon socket screws (3).

• The brake can now be removed from the drive motor.

• For easy removal of the cable pull, relieve the tension on it at the adjusting device of the handbrake lever.

• Separate the baseplate (4) from the housing by releasing the 7 hexagon socket screws (4) M8 x 16.

1

Installation: • Attach the baseplate to the housing.

• Secure the cable pull for the handbrake.

• Set the brake on the motor and screw the housing to the motor flange.

• Attach the brake hose.

• Bleed the brake and reset the handbrake.

• Check that the brake functions correctly.

• Brake pedal function check • Handbrake function check.

1/0291

4

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5

EFU 3001 with Highpulse

3

Sheet no.

2

4-03

Chapter 4

Brake

Adjusting the brake clearance Note:

The brake deceleration values must be checked in accordance with the guidelines (see brake deceleration) once a year and after all adjustments/ repairs made to the brake system.

Checking the brake linings for the brake lining thickness:

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There are holes (1) integrated in the brake plate which are designed for visual inspection of the brake linings. If there is only a residual thickness of approx. 2 mm visible, the brake shoes must be replaced.

Id. no. brake shoe: Id. no. brake shoe with fastener:

8 422 455 8 422 455

Adjusting the brakes:

1/0292

The inner shoe brake has a central adjustment feature for the clearance and enveloping circle. In this adjusting process, a wedge (2) is drawn between the contact points of the brake shoes, which causes the enveloping circle to change. As a result, ideal utilisation of the brake linings is achieved, while at the same time, the leverage for transfer of the brake force to the brake drum is improved. After every new adjustment of this brake wedge, the brake shoes must be re-centred by braking several times.

2

Adjustment: Turning the adjusting wedge (2) to the right pulls the wedge upward, in other words expands the enveloping circle and results in re-adjustment of the brake linings. Turning the wedge to the left makes the enveloping circle smaller. Brake clearance setting 0.3 - 0.5 mm.

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Sheet no.

1/0293

4-04

Chapter 4

Brake

Adjusting the handbrake Like the brake pedal, the handbrake acts on the drive wheel. The brake cable required for this function is attached to the hook of the brake shoe at one end and to the brake lever at the other end, in the driver's cab; adjustments to the brake cable are made at this end.

• Set the brake clearance correctly (0.3 - 0.5 mm).

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• Set the brake cable adjuster (1) so that the teeth of the handbrake lever can only be notched into the 4th tooth by applying considerable force.

Checking the setting • Jack up the vehicle securely.

1/0294

• Bridge the handbrake switch.

1

• Accelerate the motor to maximum speed.

• Apply the handbrake.

The motor should block when the 3rd tooth engages, at the latest.

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4-05

Chapter 4

Brake

Adjusting the brake pedal The brake pedal must be adjusted when: 1. The return force of the brake pedal needs to be altered, 2. The main brake cylinder has been changed, 3. The piston rod clearance is not correct.

Procedure:

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•

Release the nuts (1 to 6).

Screw in the threaded rod so that it is flush with the inside of the fork head (9) and lock it with the nut (5).

Turn the nut (3) until there is a distance of approx. 35 mm between the lower edge of the pedal plate (7) and the footplate.

Then lock with the nut (4).

Remark: •

•

7

ca.35mm

• •

The brake pedal must not come into contact with the upper fork head (6).

Now screw in the nut (2) until the required pedal return force is set. Lock with the nut (1).

An adequate pedal return force is achieved when a dimension of approx. 60 mm from the spring (10) is set.

After releasing the nut (6), turn the upper threaded rod so that there is a clearance of 1 mm between the piston and piston rod of the main brake cylinder.

1/0295

1

2

3

4

5

6

10

This "snifter clearance" can be felt by pressing the brake pedal slowly downwards out of its home position. When the piston rod has moved a distance of 1 mm, it should be possible to feel a slight resistance, which is caused by the piston rod and the piston coming into contact with each other.

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Sheet no.

4-06

9

Chapter 4

Brake

Measuring the brake deceleration General The brake deceleration value is measured with the dynometer, Id. no. W8 050 605.

This works on the principle of the pendulum, which registers irregular movements with great precision.

6 2

During travel at a steady speed over an even surface, the pendulum always hangs vertically and shows zero on the dial (4). On acceleration, the pointer deflects to the right (clockwise) and on braking (deceleration), it moves to the left.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Preparations for measurement 1

Moisten the rubber sucker on the underside of the dynometer then use the lever (1) to fasten it onto a horizontal surface.

5/0115

The dial must face towards the driver's seat and be mounted in the direction of travel.

4

Before every deceleration measurement, the measuring case (2) must be tipped to move the measuring pointer (5) to zero.

5 The dynometer has been set to the correct zero position when the measuring pointer can move almost a full turn to the left and almost half a turn to the right when the case is tipped.

3

5/0116

The maximum pointer (3) is moved round to the measuring pointer from the right by turning the knob (6).

During the braking process, the maximum pointer moves to the maximum deflection point together with the measuring pointer and remains there when the measuring pointer moves back to the zero position.

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Sheet no.

4-07

Chapter 4

Brake

Measuring the brake deceleration Evaluating the measurement 1. Calculate the maximum vehicle speed (speed = distance/time).

2. Accelerate the vehicle to vmax. in the direction of the forks.

3. Stop the vehicle by applying the brakes with full force, and read the braking deceleration value "F" off the dynometer (position of max. pointer).

4. The following values are needed:

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Example for v = 10 km/h With rated load

Without rated load

F = 1.86 x v

F = 1.86 x 1.6 x v

F = 1.86 x 10 km/h

F = 1.86 x 1.6 x 10 km/h

F = 18 %

F = 29.76 %

Remark: Since measurement of the brake deceleration value is heavily dependent on the ground conditions, measurement of the deceleration value should only be carried out on a hard-surface, non-slip floor that is level and dry.

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Sheet no.

4-08

Chapter 4

Brake

Main brake cylinder The main brake cylinder is located under the pedal for the foot brake in the underfloor compartment, and is connected to the brake pedal by a turning mechanism.

1

The cylinder is connected to the compensation tank (3) by the plastic connection piece (1) and a hose.

The compensation tank must always be filled with brake fluid up to about 15 - 20 mm below the edge of the lid.

2

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark: Only use original brake fluid! Do not add any mineral oil!

1/0296

The main brake cylinder has a protective cap (2) which prevents dust and water penetrating into the cylinder. The protective cap is fitted with an air hole so that the air contained in the protective cap can escape when the main brake cylinder is actuated.

The protective cap must be mounted so that the air hole is at the bottom. If the protective cap is installed so that the air hole is at the top, water may collect in the protective cap which can penetrate into the main cylinder when the brake is applied.

The consequences of this are: • Formation of rust at the main brake cylinder hole, which can cause damage to the secondary ring and result in loss of brake fluid.

• The main brake cylinder piston can freeze solid at minus temperatures.

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1/0294

EFU 3001 with Highpulse

Sheet no.

4-09

Chapter 4

Brake

Bleeding / filling the brake system Caution:

When handling brake fluid, ensure that the aggressive fluid does not come into contact with the eyes, skin, clothing or parts of the fork-lift truck. If you get brake fluid in your eyes or on your skin, rinse out immediately with lots of clear water or off the skin with soap.

1

Never mix brake fluid with mineral oil or dispose of it together with mineral oil!

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Filling the brake system Brake fluid is hygroscopic, i.e. it absorbs moisture from the air. For this reason, we recommend replacing the brake fluid at least once a year. When filling and bleeding air out of new brake systems or after maintenance, any brake fluid which has overflowed must not be used for filling the system.

Bleeding the brake system If good braking results are not achieved until the pedal has been pressed several times, the brake system must be bled of air. If you have an "Ate filling and bleeding device" available, follow the instructions for use provided by Teves, the manufacturer. If a device of this kind is not available, the brake system must be bled as follows. Two people are needed for this work: • Empty the storage tank and fill it with new brake fluid.

• Remove the dust cap from the bleeder valve (1), push on a well-fitting hose and hang the other end of the hose in an open glass container that is positioned higher than the first end.

Note:

1/0291

Only use the bleeder valve at the brake hose and not the one at the brake plate!

Bind a cloth or something similar round the bleeder valve so that brake fluid does not get into the brake!

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Sheet no.

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Chapter 4

Brake

Bleeding / filling the brake system • One person presses the brake pedal down as far as it goes and holds it in this position.

Caution:

1

Ensure that the bleeder hose cannot slip out of place. Cover the glass with a cleaning cloth to catch any splashes.

• The second person opens the bleeder valve (1) by a quarter or a half turn.

• Brake fluid should emerge due to the pressure exerted by the brake pedal.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• Close the bleeder valve again immediately.

• Slowly move the brake pedal back into its home position.

Repeat this process between 4 and 7 times until only bubble-free, clear brake fluid emerges into the glass container.

If the oil level in the compensation container drops significantly during this process, the system must be topped up with new "Ate brake fluid".

1/0291

Do not reuse brake fluid that has come out of the system.

Remark: The individual cylinders must be bled one after the other. You should start with the brake cylinder that is furthest away from the main cylinder. If it is often found that there is air in the brake system or if the brake cylinders loose brake fluid, the sealing rings must be replaced or the affected brake cylinder replaced.

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Sheet no.

4-11

Chapter 5

Travel control

Highpulse 2400-5 Id. no. W8 406 642

General The purpose of the Highpulse travel control unit 2400-5 (type H2 48/400) is to control two serieswound motors. The two main current circuits are timed by a microprocessor controlled logic card.

The main current circits are constructed with MOSFET technology and are timed with a frequency of 16KHz. The voltage is controlled using the principle of pulse width modulation (PWM).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

When the motor is braked with generator braking, power is fed back into the battery.

The control unit carries out self-diagnosis continuously, and cuts out in dangerous situations.

The cause of a cut-out of this kind can be determined from the flashing code or using the service software.

The control unit can be parameterised using the service software.

Technical data: Voltage max. current Frequency Ambient temperature max. housing temperature Connectable motor output

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: 48V (30V - 60V) DC : 400A (adjustable) : 16KHz : -30 C to +40 C : 85 C (current limitation from 80 C, 0A at 85 C) : 2KW to 15KW (series-wound motor)

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EFU 3001 with Highpulse

Sheet no.

5-01

Chapter 5

Travel control

Highpulse 2400-5 Protective devices • Reverse voltage protection The wiring must be exactly as shown in the circuit diagram, so that the power section is not damaged.

The main contactor protects the power section from reverse voltage.

The logic itself is protected internally against reverse voltage.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• Wiring errors All the inputs are protected against wiring errors.

All the outputs for selecting the contactors may only be loaded with a maximum of 3A, although they are protected against overloading and short-circuiting.

• Overheating If the housing temperature (heat sink temperature) rises above 80 C, the maximum current is reduced in proportion to the rise in temperature.

The temperature must not rise above 85 C. If it does, the system switches off.

• Battery flat If the battery is flat (remaining capacity <10%), the maximum current is reduced to 50%. This function can be switched on and off with the notebook. In this vehicle, the function is switched off.

• External influences The control unit is built into a closed housing and is therefore protected against dust and splashing water (IP 54).

• Uncontrolled driving away In order to put the vehicle into gear, a certain switching-on sequence must be followed. If this is not carried out correctly, the vehicle does not start up.

Switching sequence: Key switch ON, door switch actuated, then travel direction signal.

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Highpulse 2400-5 Protective devices • Uncontrolled driving in general The contactors do not close or are switched off during operation if:

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• The main current circuit is faulty • The travel transducer is not below the stored minimum value on switching on • The logic does not work properly • Both travel direction signals are applied at the same time

6/2501

Remark: If a safety monitoring feature responds, it is displayed in the form of a flashing code on the red LED (1) and the cause of the error is stored in the error memory of the control unit (5 errors maximum). This can be read out of the system using the service software (see section on error diagnosis).

1

Operating features • Error diagnosis with display of the error type on an LED (1) • Storage of the last 5 errors with status of the internal hour meter and the temperature of the control unit at the time of occurrence. Can be called up on a notebook with the relevant software.

• Configuration of the control unit with a notebook/ software. This is already configured in advance in the factory.

• Parameters can be set with a notebook/software, for adaptation of the travel and braking performance.

Standard values are programmed in advance in the factory.

• Internal hour meter, can be called up with notebook/ software.

• Test functions with notebook/software, e.g. to test input signals, motor voltage, motor current and battery in real time.

• No arc at the contactors, since these switch without power.

• Protective circuit for the contactor coils integrated in the control unit.

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Highpulse 2400-5 Safety instructions for commissioning and operation Caution : For safety reasons, the vehicle must be jacked up during commissioning.

• Only ever connect the control unit to a battery with the same nominal voltage.

If the battery voltage is higher, the MOSFETs can be damaged, and if it is less than 24V, the system will not start.

If the battery voltage increases to more than 62.4V (1.3 x UBat) during operation, e.g. during generator

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

braking, the braking current is set to zero. This means that the vehicle then coasts.

• During the charging process, the control unit must be disconnected from the battery, otherwise the control unit can be damaged by the voltage peaks of the charging device.

• Only ever supply the control unit with power from batteries designed for electrical propulsion, and never with rectifiers or power packs.

• The control unit is mounted with the baseplate on a level metal surface, which is clean and unpainted. There is a thin layer of heat conducting paste applied in between, to guarantee that heat is conducted away.

• A protective circuit must be connected in parallel with inductive loads like the horn, electrical valves or contactors/relays that are not controlled directly by the control unit.

• Internal capacitors may remain charged for several minutes after the system is switched off. In order to work safely on the control system, you must first disconnect the battery and short-circuit the positive and negative power inputs of the control unit (+B, -B) for a few seconds with a resistance of 10-100 .

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Highpulse 2400-5 Function of the main current circuit Check on switching on with key switch

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The generator contactor 1K2, the travel direction contactors 1K4-1K5 should have dropped out. The MOSFETs are not selected and are therefore in a highly-resistive status.

Since the main contactor K24 has picked up, about half the battery voltage should be applied at terminal VMN (measured against -B).

The reason for this is that terminal VMN is connected with a high resistance against +B internally in the control unit.

If VMN is at 0V or 48V when the system is switched on, an error is detected and the safety monitoring system responds.

K24 F10

+B

1K2 1K4

1M2

Checking and switching procedure on moving off The switching-on sequence has been followed, a travel direction signal and a setpoint higher than the stored minimum value is applied:

SH+

1K5

Imeß

1. The relevant travel direction contactors 1K4 or 1K5 pick up. As a result, the signal VMN changes to 0V. 2. Generator contactor 1K2 picks up. The voltage at VMN changes to 48V. 3. The MOSFET is timed in accordance with the setpoint specification, which means that the motor voltage and consequently the motor speed varies.

The motor current is sent to the current sensor via terminal SH+ and evaluated.

SH- DF

D2 1M2

If the signal sequence at VMN is wrong or incorrect current values are delivered, the safety monitor responds.

D1

VMN

DV C

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Highpulse 2400-5 Function of the main current circuit Generator braking Generator braking can be induced in one of the following ways:

K24 F10

1. Let go of travel transducer (travel transducer switch no longer switched) 2. Travel direction switch in neutral position 3. Handbrake switch open 4. Door switch open (during operation)

+B

1K2 1K4

The result of this is that the input signals at E6, E7 or E8 are switched off.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

1M2

Reversing is also a generator braking operation. It is initiated by changing the travel direction while the travel transducer is actuated When generator braking is induced, the following takes place:

SH+

1K5

Imeß

1. Generator contactor 1K2 drops out 2. The travel direction contactors change

SH- DF

In this way, the motor becomes a generator, and generates a voltage. As long as this voltage is higher than the battery voltage, the current flows back into the battery via diodes DF. The maximum braking current is limited by the MOSFET (parameter-dependent). This process continues up to a motor speed of approx.100 rpm. At this point, the generated voltage is too low and the current can no longer flow via the diodes. Now the MOSFET is switched right through, as a result of which the field coil is excited with the residual current, causing the vehicle to braking to a standstill.

Then the travel direction contactors drop out. During reversing operation, this process also takes place initially, but after the vehicle has come to a standstill the travel direction contactors do not drop out, rather the generator contactor picks up again. The vehicle is accelerated again. The reversing force is parameter dependent.

D2 1M2 D1

VMN 1K35

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Highpulse 2400-5 Main current circuit terminals VMN Timed negative via the MOSFET for the "Drive motor" (pulse width modulation).

Is connected to D1 of the field coil.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

SH+, SHTest connections for current measurement (Hall generator).

SH-L is connected with D2 of the field coil "Drive motor left".

SH+ is connected to the contact points "3" of the two travel direction contactors 1K4/1K5.

-B Connection to battery negative; 0 volt supply for main current circuit and logic card. Central negative terminal point for vehicle electronics. Pick-up to contact point "2" of generator contactor 1K2. +B Connection to battery positive (48V) via main contactor K24 and main current fuse F10/355A. Pick-up to contact point "3" of generator contactor 1K2.

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-SH +B VMN

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Highpulse 2400-5 Logic card terminals The terminals for the logic card signals are at the top and bottom of the control unit.

Terminal "G7",6,3mmflat-pin plug

Terminal functions:

Plug "H", view from the back

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

A1 Diagnosis LED output; connected to the cathode A2 Diagnosis LED output; connected to the anode output current 12 mA, for standard LED B1 B2 B3 B4 B5 B6 B7 B8

6 3 5 2 4 1

Serial interface - positive reception (R+) Serial interface - negative reception (R-) Serial interface - positive transmission (T+) Serial interface - negative transmission (T-) 0 volts 12 volts not occupied This input is for switching the 0V output G7, which controls the hour meter.

Remark:

There is a fault message LED connected at B3/B4.

B3 anode LED B4 cathode LED In order for the control unit to be programmed, the connector must be pulled out. The control unit recognises automatically whether "Programming" or "Normal operation" should be selected.

6/2503

C1 Setpoint input for travel transducer 1B1 (approx.

5-10V) The setpoint can be programmed!

C2 0V output for travel transducer 1B1 C3 +14V output for travel transducer 1B1; max. load 30mA. This represents a min. resistance of 500

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D

C

B

D1 +48V input, control unit ON; output D2 is supplied with 48 V via an internal diode.

D2 +48V output for contactors 1K4 - 1K5.

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Highpulse 2400-5 Function of the terminals :

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

E1 +48V input from the signal carbons in the drive motors.

If this signal is applied for longer than 200 ms, the speed is reduced to approx. 50 % (not adjustable).

The current is increased by means of the "Compensation factor" so that there is still a good torque. Reset is only possible by switching off and then on again at the key switch.

E2 +48V input for termperature sensors in the drive motors. If the temperature reaches > 140 C, the 48V signal is switched off. Within 8min, the current is throttled linearly to 20% of the programmed Imax value. As soon as the 48V signal is applied

Terminal "G7",6,3mmflat-pin plug Plug "H", view from the back

6 3 5 2 4 1

again, Imax is available again. If the key switch is E3

E4 E5 E6 E7

E8 E9

switched off and then on again during the 8 minute interval, the time starts again from the beginning. +48V input for "control of activation of the generator braking with door switch contact" Bridge to D2 closed : no delay Bridge to D2 open : 0.5 sec. delay not occupied Input for enabling the field weakening (+48V = enable field weakening). +48V input, travel direction reverse +48V input, travel direction forwards E6 or E7 are also used for a +48V supply for the generator contactor 1K2, see pin H4. If no signal is applied during travel, the vehicle is braked to a standstill with generator braking (travel direction switch in neutral position).

0V input, door switch for enabling the control unit.

If the signal is switched off during travel, generator braking is initiated. not occupied

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Highpulse 2400-5

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Function of the terminals: H1 +48V output for all contactors except generator contactor H2 Switched 0V output for travel direction contactor 1K4 (Imax = 3A). The output is monitored for short-circuits, wire breakage and overloading (see error diagnosis).

H4 +48V output (Imax = 3A) for generator contactor 1K2.

The signal is available when +48V are applied at travel direction inputs E6 or E7. This output is supplied via the travel direction inputs by internal coupling diodes.

H5 Switched 0V output for travel direction contactor 1K5 (Imax = 3A). The output is monitored for short-circuits, wire breakage and overloading.

H6 Switched 0V output for generator contactor 1K2 for initiation of generator braking. The output is monitored for short-circuits, wire breakage and overloading.

Terminal "G7",6,3mmflat-pin plug Plug "H", view from the back

6 3 5 2 4 1

G7 0V switching output for the hour meter; this is switched when 0V are applied to L9 or if the travel direction contactors are selected.

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Highpulse 2400-5 Programming and adjustment General Configuration of the control unit and parameter settings are carried out using a notebook, an adapter cable and the relevant service software: Zhpulsd (DOS) or Winpuls E (WINDOWS)

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The adapter cable (1) Id. no. W8 406 842 must be pushed onto connector B (2) of the control unit and can remain constantly connected to the control unit; the parameters can be set during operation (see service software).

Remark: Only ever plug in and unplug the adapter cable when the vehicle is switched off!

If you have problems making a connection, press "Start" repeatedly in the service software and switch the control unit off and then on again at the key switch.

6/2500

Configuration Under "Configuration", the basic functional principles of the control unit are set. Options can also be programmed here which alter the vehicle performance. The control unit is already programmed in advance in the factory.

2 1

Parameterising In "Parameterising", values are changed in order to adapt the travel and braking performance.

Serial interface

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Highpulse 2400-5 Configuration Remark:

Values in <bold print> apply for this vehicle .

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

BYPASS CONTACTOR (not used) BATTERY CHECK • OFF (0) = The charging level of the battery is not monitored; • ON (1) = The charging level of the battery is monitored. If the remaining capacity is less than 10%, the maximum current is reduced by half and the error LED flashes continuously.

ANTIROLLBACK (ARB) • Free (0) = No "Anti-rollback" • Check (1) = "Anti-rollback" is active, i.e. if the vehicle rolls backwards on starting up, the logic reacts.

The motor is controlled with a steeper current curve to prevent rollback as far as possible.

RELEASE BRAKING • Free (0) = No generator braking when the travel transducer is moved to zero position (travel transducer switch opens).

• Braking (1) = Generator braking when the travel transducer is moved to zero position. The braking current can also be increased with the brake pedal (optional brake pedal switch).

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Highpulse 2400-5 Configuration HOUR COUNTER (HOURS) • Running (0) = The internal hour counter only runs when a travel function is executed.

--> it has no influence on the external hour meter • Key on (1) = The internal hour meter runs as soon as the key switch is switched on (+48 V at D1).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

SOFT BRAKING (Reduced braking) • OFF (0) = Brake values like parameter setting • ON (1) = all break values reduced with 25%.

AUX FUNCTION • (0) = No load at Pin G7 • (1) = Hour meter at Pin G7 connected • (2) = Contactors for synchronization connected at G7

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Highpulse 2400-5 Parameterising The parameters can be set while the vehicle is at a standstill or during travel.

If they are set during travel, it is important for the final storage operation in the EEPROM to be carried out with the vehicle at a standstill!

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The control unit is set in advance in the factory, It is, however, possible to modify the travel and braking performance of the vehicle with the parameters. The parameters that can be adjusted are: ACCELER DELAY Run-up time when the travel transducer is actuated suddenly, until the motor voltage has risen from its minimum value to its maximum value ().

INVERSE BRAKING (reversing) The basic value for the braking current on reversing. It is active when the travel transducer is only moved slightly (setpoint minimum and travel transducer switch closed) and the travel direction is changed during travel. The BRAKING MODULATION value, which is dependent on the position of the travel transducer, is added to this basic value set here.

RELEASE BRAKING (neutral brake) The braking intensity when the travel transducer is moved into the zero position (travel transducer switch opens), the travel direction switch is moved into the zero position or the door is opened during travel (door switch opens). This parameter is also active when the handbrake is applied (handbrake switch opens).

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Highpulse 2400-5 Parameterising PEDAL BRAKING (not used) BRAKING MODULE (variable brake) Additional braking current (maximum value) during reversing with relation to the INVERSE BRAKING parameter. The actual additional braking current is proportional to the amount by which the travel transducer is deflected, i.e.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• Travel tr. moved slightly : Braking current = INVERSE BRAKING par.

• Travel tr. moved fully : Braking current = INVERSE BRAKING + BRAKING MODULE par.

AUXILARY TIME Follow-on time for the load connected at G7. Only active, when AUX FUNKTION =1 CUT BACK SPEED 3 (not used) COMPENSATION If a speed reduction is selected, e.g. when the carbon brush monitoring system has responded, the motor current is increased by means of the compensation factor, so that there is still enough torque generated at the motor even in the reduction phase.

WEAK DROPOUT (field weakening, not used) MAXIMUM CURRENT (drive motor Imax) Defines the maximum current of the two main current circuits, both during travel and during generator braking. All the other current settings made with other parameters are percentages of the maximum current set here. The adjusting range reaches from 50% (Value 0) to 100% (Value 9) of the possible maximum current specified on the control unit.

The current can exceed the set value by up to 30% for short invervals (boost).

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Highpulse 2400-5 Parameterising CREEP SPEED (minimum speed) Defines the minimum value for the motor voltage when a travel direction is selected and the travel transducer switch is closed (travel transducer actuated slightly).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

MAX SPEED FORW Speed reduction when value is <9. The MOSFETs in the main current are never switched through completly.

MAX SPEED BACK Speed reduction when value is <9. The MOSFETs in the main current are never switched through completly.

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Highpulse 2400-5 Table of adjustable values Parameter

Unit

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

0

1

2

3

Value 4 5

6

7

8

9

Basic setting

Acceler Delay

sec.

0,41 0,82 1,2

1,6

1,2

2,4

2,9

3,3

3,7

4,1

2

Invers Braking

%Imax

19

23

28

32

37

41

46

50

55

59

5

Release Braking

%Imax

15

19

23

27

31

34

38

42

46

50

9

Pedal Braking

%Imax

25

31

37

43

49

56

62

68

74

80

6

Braking Modul.

%Imax

0

3

5

8

11

14

17

20

22

25

8

Auxiliary Time

sec.

0,1

0,5

2

4

7

9

12

14

17

20

5

Cut Back Speed 3 %UBat

10

22

33

45

53

60

69

78

86

100

5

Compensation

k (I)

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

0,9

1,0

5

Weak Dropout

%Imax

10

20

30

40

50

60

70

80

90

100

5

Maximum Current A

200

222

244

266

289

311

333

355

378

400

2

Creep Speed

%UBat

0

1,9

3,9

5,9

7,8

9,8

11,7 13,7 16,6 17,6

3

Max Speed Forw

%UBat

20

29

38

47

56

64

73

82

91

100

9

Max Speed Back

%UBat

20

29

38

47

56

64

73

82

91

100

9

Bypass Contactor

0

1

0

Battery Check

0

1

0

Antirollback

0

1

1

Release Braking

0

1

1

Hour Counter

0

1

0

Soft Braking

0

1

0

Aux Function

0

1

Configuration

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Highpulse 2400-5 Saving the settings The service software can be used to save the parameter settings and the configuration in the form of a file and write it to other control units of the same type.

The following are saved: • •

all parameter values configuration of the options

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Please see the chapter entitled "Servicesoftware".

Programming the travel transducer (Program VACC) This function can be used to record the minimum and maximum values of the travel transducer. As a result, different travel transducers can be adapted to suit the control unit. Also, the control unit can use the saved values to compensate for any mechnical inaccuracies or deviations from symmetry by the potentiometer.

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Highpulse 2400-5 Error diagnosis Measuring and testing functions (TESTER) Some of the most important inputs and outputs and the regulating and battery data can be checked with the TESTER function.

VMN Equal to the voltage at the VMN terminal of the travel control unit.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

MOTOR VOLTAGE Display of the current motor power in volts.

MOTOR CURRENT Display of the motor currents that are measured by the current sensors in the main current circuits.

Only the normal travel current is displayed, not that during generator braking operation.

BATTERY VOLTAGE Display of the current battery power in volts.

TEMPERATURE Display of the current temperature in the main current circuit in C. ACCELERATOR The voltage value of the travel transducer, which is applied at setpoint input C1 of the control unit, is displayed in mV. FORWARD/ BACKWARD SWITCH Display of the signal status at input E7 (forwards travel direction) and at input E6 (reverse travel direction). +Batt = Input active; there is a 48V signal applied

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Highpulse 2400-5 Error diagnosis Measuring and testing functions (TESTER) DELAY SWITCH (not used) MOTOR TEMPERAT Display E2: +48V = Temp OK (ON) CUTBACK SWITCH 3 (not used)

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

BRAKE SWITCH 3 (not used) HANDLE/SEAT SWITCH (door) Display of the signal status at input E8 (door switch). +Batt = input active; a 0V signal is applied 0V = input not active; there is no 0V signal applied (door switch not closed)

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Highpulse 2400-5 Error memory The control unit continuously carries out an evaluation of the basic functions. If an error is detected, the contactors drop out or the contactor drivers are blocked. The main current circuits are also blocked.

Evaluation of the safety monitor is based on 4 points: • •

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•

•

Tests when the control unit is switched on: Watch Dog, current sensor, VMN, contactor selection, travel direction switch, travel transducer Tests at a standstill: Watch Dog, current, VMN, contactor selection, current sensor Tests during travel: Watch Dog, current, VMN, contactor selection, VMN during full travel, closing and opening of the contactors Continuous tests: Temperature, battery voltage

Initial localisation of errors is possible with the Diagnosis LED at connector "A". This shows the cause of the error as a flashing code (see table).

The precise cause of the cut-out is stored in the error memory of the control unit. The last 5 error mesages are stored here, together with further information: the number of errors, how often this error has already occurred, and the reading on the internal hour meter and the temperature of the control unit when the error first occurred.

Remark :

If the safety monitoring system detects an error in the VMN area because the contactors have not closed as they should (contacts soiled or burned), the control unit attempts to switch the contactors several times (fluttering of the contactors).

The safety monitoring system does not switch the system off until it is clear that the signals are still not as they should be.

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Highpulse 2400-5 Error diagnosis Flashing code on the diagnosis LED The number of flashing impulses represents the error number. There is a pause of 2 seconds between each code. Only the last error to have occurred is displayed.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Error 1

Error in the electronics (EEPROM DATA KO, EEPROM PAR. KO, EEPROM OFF LINE, CHOPPER NO CONF, WATCH-DOG)

2

When the system is switched on, a travel direction is selected or the start sequence is not maintained (INCORRECT START)

3

VMN not in order (VMN, NO FULL COND)

4

Error in potentiometer signal (VACC NOT OK / VACC >1V)

5

Current flow in main current circuit is not in order (STBY I HIGH, I = 0 EVER)

6

Error at the contactor drivers (DRIVER SHORTED, COIL SHORTED)

7

Temperature > 80 C (TH PROTECTION)

8

The contactors do not close or VMN high is idle position (BRAKE CONT. OPEN, DIR. CONT. OPEN, VMN HIGH)

9

Contactors do not open (BRAKE CONT.CLOSED, DIR.CONT.CLOSED)

Continuous flashing light

Battery discharged; remaining capacity < 10%.

Continuous light

Both travel directions selected at the same time.

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Highpulse 2400-5 Error diagnosis Messages in the error memory The "Error memory" function (ALARM LOGBOOK) can be used to read out the error memory. Please see "Service software".

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

In detail, the meaning of the messages is as follows: 1)

BRAKE CON CLOSED (only generator braking) Test on starting up or when regenerative braking is initiated; If the VMN is > 2/3VBATT when a travel direction contactor closes, an error is displayed.

Possible causes: a) Generator contactor is stuck b) Logic is faulty -> replace

2)

DIR. CONT. OPEN Test on selection of a travel direction; The system checks whether the selected travel direction contactor picks up. In order to do so, it measures whether the VMN has the correct value. If this is not the case, an alarm is given.

Possible causes: a) Travel direction contactor not connected or faulty, contacts soiled b) Motor not correctly connected or connection broken

3)

BRAKE CONT. OPEN (only with generator braking) Test on starting up or when regenerative braking is initiated; After a travel direction contactor is closed, the brake contactor is closed.

The system checks here whether VMN increases from < 1/3VBatt to > 2/3VBatt. If this is not the case, an error is displayed.

Possible causes: a) Brake contactor does not function properly b) Contactor wiring broken

4)

DIR. CON. CLOSED Test on change-over to standstill or on braking; The system checks whether the travel direction contactor opens and VMN takes on the relevant value. If this is not the case, an alarm is given.

Possible causes: a) Travel direction contactor stuck or too slow b) Logic faulty -> replace!

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Highpulse 2400-5 Error diagnosis

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Messages in the error memory 5)

VMN LOW Test at a standstill and during travel to VMN = 80%; When the voltage of VMN is less than 1/3 of the battery voltage, an alarm is given.

Possible causes: a) Motor cable connections are not in order b) Motor short-circuited against the housing or between field and armature c) Travel direction contactor stuck (only during travel with recuperation) d) Control unit faulty -> replace!

6)

VMN HIGH Test at a standstill; If the VMN is more than 2/3 of the battery voltage, an error is registered.

Possible causes: a) Contactor contact has stuck b) Short-circuit between + Batt. and VMN c) Control unit faulty -> replace!

7)

NO FULL COND. Test at full speed; If this test shows that the VMN is more than 1/3 of the battery voltage, this means that something is not functioning properly in the diagnosis electric circuit.

This represents a safety risk, for which reason the system switches off.

If the error continues, replace the logic!

8)

TH PROTECTION This message indicates that the temperature of the control unit has risen above 80 C. The maximum current is reduced in steps until it reaches zero at a temperature of 85 C. Possible causes if this alarm is given when the control unit is cold: a) Temperature sensor wiring is not in order b) Temperature sensor faulty c) Cable is broken in the power section (check the connector that connects the logic to the power section) d) Logic faulty -> replace!

9)

BATTERY Battery is flat!

An alarm is only given if the BATTERY CHECK option has been selected. The maximum current is then reduced to 50%.

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Travel control

Highpulse 2400-5 Error diagnosis Messages in the error memory

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

10) INCORRECT START The sequence of the start conditions is not correct.

The system only starts if the following sequence is maintained: Key switch - enable switch or door switch - travel direction Possible causes: a) Travel direction or start microswitch, enable switch or door switch stuck b) Operator has not maintained the sequence c) Incorrect wiring 11) FORW - BACK This test is carried out continuously; An error is displayed if two travel directions are active at the same time.

Possible causes: a) Wiring faulty b) Travel direction switch stuck c) Incorrect operation If none of these causes apply, replace the logic!

12) VACC NOT OK (VACC > 1VOLT) Test at a standstill; An alarm is displayed if the potentiometer voltage is higher than 1V. Possible causes: a) A wire at the potentiometer has broken off b) The potentiometer is faulty c) The potentiometer is not set correctly d) Incorrect resistance by the potentiometer 13) STBY I HIGH Test at a standstill; A measurement is made to check that the current is zero.

If not, an alarm is given and the system switches off.

Possible causes: a) Current sensor or logic faulty First replace the logic. It this does not help, check the battery and the main current circuit, and replace the power section if necessary!

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Travel control

Highpulse 2400-5 Error diagnosis Messages in the error memory 14) I = 0 EVER Test during operation; The system checks that the current exceeds a set minimum value during travel.

If this is not the case, the error message is displayed and the system switches off.

Possible causes: a) The current sensor is faulty. Replace the power section!

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

15) EEPROM PAR. KO Error in the area of the memory that contains the values for the adjusting parameters.

The system switches off. If the error remains once the key switch has been switched off and then on again, replace the logic! If the message disappears, ensure that the stored parameter values are deleted (= > Basic setting).

16) EEPROM DATA KO The data in the memory area that controls the hour meter is no longer in order. When the key switch is switched off and then on again, the message disappears. The hour meter is set to zero.

17) EEPROM OFFLINE Error in the non-volatile memory that contains the values for the hour meter, the programmable parameters and the stored alarm messages. If the error remains when the key switch is switched off and then on again, replace the logic!

18) WATCH-DOG Test both at a standstill and during travel; Internal self-diagnosis in the logic.

If this error alarm is given, replace the logic!

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Travel control

Highpulse 2400-5 Error diagnosis Messages in the error memory

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

19) COIL SHORTED There is overloading or a short-circuit against +Batt. at the inputs for negative contactor control.

Possible causes: a) The contactor coil has a short-circuit or I>6A. b) Short-circuit in the cable for contactor control against +Batt.

This problem can damage the control unit.

Once the external cause has been rectified, the alarm message may still occur again.

20) DRIVER SHORTED Test at a standstill; The voltage of the contactor drivers is tested.

It must be in accordance with a specified value. If it is not, an error message is issued.

Possible causes: a) Logic faulty b) Driver faulty due to overvoltage at negative terminal Once the cause has been rectified, replace the logic!

21) CHOPPER RUNNING The control unit is working at the moment. The function entered in the service software cannot be carried out.

22) CHOPPER NO CONF. Configuration of the control unit is incorrect (e.g. control unit not configured).

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WinPuls E Functions of the service software • Changing travel parameters (speeds, acceleration/deceleration) • Changing the configuration • "Teaching-in" the setpoint generator • Programming the hour meter • Reading/deleting the error memory • Reading out data and storing as a file • Diagnosis

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

1/0146

Main menu File Configuration Connection Function

Open Tx from file Save Save as Exit Com Port Password Start Stop

Open a file Send a file to the control unit Save a file Save a file with name Close software

Set interface (default = com1) Password protected menu

Start connection to control unit Stop connection to control unit

Change travel parameters Diagnosis Read/delete error memory Read in accelerator pedal (teach in) Program hour meter Change travel parameters

Parameter Tester Alarm Logbook Program VACC Set Hour Counter

Parameter Change Set Configuration

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WinPulsE Starting/stopping the connection to the control unit

2

5

4

1

• Use the connecting lead to connect the notebook to the diagnosis socket of the control unit via serial interface COM1.

Remark:

The adapter cable with Id. no. W8 406 842 is needed for the Highpuls control unit. It is connected at connector B of the control unit (see sheet no. 5-13).

If you have problems making the connection, press the Start key repeatedly and switch the control unit off and then on again with the key switch.

1/0147

• Click on the Start button (1) with the mouse.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

OR • Click on Start (2) in the "Connection" menu.

The following information appears on the display (3): • Connected to: e.g. B1 Wagner V1.00 (current vehicle software version can vary) • Nominal Voltage: (rated voltage)

48V

• Nominal Current: (rated current)

330A

3

1/0148

• Hour XXXh (Display of the internal operating hours of control unit) • Alarm: (if fitted, current error as full text) • CONNECTION STATUS: (NOT) CONNECTED Status display to indicate whether or not the connection has been made to the control unit Breaking the connection • Click on the Stop button (4) with the mouse or • Click on Stop (5) in the "Connection" menu.

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WinPulsE Reading data out of the control unit ( Receive from RAM )

Before adjustments can be made, the data must be read out of the control unit.

• In the menu bar, click on "Function" and then "Parameters" (1).

1/0149

• In the window that then opens, click on the Receivefrom fromRAM RAM button (2).

Receive • The parameters are read out of the control unit. This takes about 25 seconds.

• The parameters are then available (3).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• To close the active window, click on the Close button (4).

Remark:

Once the data has been read out of the control unit, the parameters and configuration can be changed. It is also possible to store the complete data set. If there is no User_Comment (5) in the "Parameter change" window, the data is from the control unit. If there is a comment displayed, the data is from a file.

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2

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4

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Servicesoftware

WinPulsE Opening a file on the computer

(File Open)

1

There are two ways of opening a file that has previously been saved.

Option 1: • In the menu bar, click on "File" and then "Open" (1).

• The "Open" window (2) opens.

• In the "Search in" input field (3), select the directory in which a vehicle file has been stored, e.g. the customer directory. All the saved files are listed in the selection window (4).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark:

1/0153

2

3

5

4

The standard setting is the WinPulsE directory.

• Select the file you want (5). This should appear in the "File name" window (6).

• The file can be read in with the Open Open (7) button. The "Parameter Change" window (8) opens and the parameters are displayed (9).

• There is a User_Comment (10) under the selection window that was entered when the file was saved.

Remark:

6

8

7

1/0156

A file that is opened in this way can be modified and then saved under the same name or a different name!

Before the data can be sent to the control unit, the connection must be made.

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WinPulsE Opening a file (File Open ) Option 2:

1

2

Alternatively, the file can be opened from the "Parameter Change" window (1).

• Select the Open button (2). The "Open" window (3) appears.

• In the "Search in" input field (4), select the directory in which a vehicle file has been stored, e.g. the customer directory. All the saved files are listed in the selection window (5).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark:

The standard setting is the WinPulsE directory.

1/0150

• Select the file you want (6). This should appear in the "File name" window (7).

3

4

6

5

• The file can be read in with the Open button (8). The "Parameter change" window (9) opens and the parameters are displayed.

• There is a User_Comment (10) under the selection window that was entered when the file was saved.

Remark:

A file that is opened in this way can be modified and then saved under the same name or a different name!

Before the data can be sent to the control unit, the connection must be made.

7

9

8

1/0156

• The current window can be quit by selecting the Close button (11).

Close

10

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WinPulsE Saving a file under a new name (File Save as)

1

Before data can be stored, the data must be read out of the control unit or a file.

• In the "File" menu, click on "Save as..." (1).

• A dialogue window called - Save File - (2) opens.

• In this window, a name must be entered in the "File name" input field (3) (e.g. veh. no. 12345).

1/0153

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• In the "Save in" input field (4), another directory can be selected in which the file is to be stored (e.g. customer directory). The standard setting is the WinPulsE directory.

2

4

• The file can be saved in the selected directory with the Save button (5).

• Finally, an additional text can be entered in another dialogue window - Enter a Command - (6). This window must be confirmed with OK (7).

Quit • The save operation can be aborted with the Quit button (8).

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8

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WinPulsE Saving a file under a new name with the "Parameter" menu

1

( File Save as... )

• In the menu bar, click on "Function" and then "Parameter" (1).

• The "Parameter Change" window (2) opens.

Remark:

In the event that no data has yet been read out of the control unit, a "Receive from RAM" operation (3) must be carried out.

1/0149

2

• Select the Save as.... button.

• The - Save as... - dialogue window (5) opens.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• A name must be entered here in the "File name" input field (6) (e.g. Veh. no. 12345).

• In the "Save in" input field (7), another directory can be selected in which the file is to be stored (e.g. customer directory). The standard setting is the WinPulsE directory.

• The file can be saved in the selected directory with the Save (8) button.

1/0151

• Finally, an additional text can be entered in another dialogue window - Enter a Command - (6). This window must be confirmed with OK .

3

4

7

5

Quit • The save operation can be aborted with the Quit button (9).

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6

8

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Chapter 6

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WinPulsE Saving a file ( File Save )

1 The file that has previously been opened and possibly modified can be saved under the same name again.

• In the menu bar, click on "File" and then "Save" (1).

• The file that has been opened and possibly modified is saved immediately.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

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WinPulsE Sending a data set directly to the control unit (Tx from file )

1

Before data can be transmitted, the connection must be made.

• In the menu bar, click on "File" and then "Tx from file" (1).

• The "Open" window (2) appears.

• In the "Search in" input field (3), select the directory in which a vehicle file has been stored, e.g. the customer directory. All the saved files are listed in the selection window (4).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark:

1/0153

5

3

2

4

6

7

9

8

The standard setting is the WinPulsE directory.

• Select the file you want (5). This should appear in the "File name" window (6).

• The Open button(7) opens the - Tx from file Confirmation - window (8) with "Are you sure?" (safety query) .

• The process can be aborted with the No button (9)

1/0156

• The file can be sent directly to the control unit with the Yes Yes button.

• When the transmission process is complete, the relevant information window is automatically faded out.

• The new parameters can be tested immediately.

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WinPulsE Changing the parameters (Parameter Change)

Reading parameters out of the control unit and changing them (Receive from RAM)

1

Before parameters can be changed, a connection must be made. Data must be read out of the control unit or a vehicle file must be opened.

Procedure for "Data from the control unit": • In the menu bar, click on "Function" and then "Parameter" (1).

1/0149

• The - Parameter Change - window (2) opens.

2

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• Select the Receive from RAM button (3). The data is read out of the control unit.

Remark:

This process is only necessary if no data has yet been read out of the control unit or if no vehicle file has yet been opened.

• In the selection window (4), use the scroll bar (6) to find the parameter you need (5) and then click on it.

Remark:

The selected parameter is displayed in the selection window with its name and the value that is currently set (7), and is active for alteration.

• The current value can be changed with the selection fields (8).

7

5

3

1/0150

4

6

9

8

OR • By using the + or - keys on the keyboard.

OR • By double-clicking the mouse in the change window (9) - the background to the number then turns blue and entering a value between 0 and 9 directly in the window.

Remark:

Parameters changed in this way can be tested immediately, since they are written directly into the RAM of the control unit.

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Chapter 6

Servicesoftware

WinPulsE Changing parameters (Parameter Change)

Saving parameters in the control unit (Transmit to EEPROM) If the changed / tested parameters are in order, they must be stored permanently in the control unit (in the EEPROM).

Transmit to to EEPROM EEPROM button (1). The • Select the Transmit data is written into the control unit. This is indicated by the button "flashing" briefly.

• Use the Close button (2) to close the window and return to the "Start mask".

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Restoring parameters (Restore RAM) When the parameters have been changed, the values that were originally read in with the "Receive from RAM" command can be restored. To do so, select the Restore RAM button (3).

Remark:

1/0158

1

3

EFU 3001

Sheet no.

2

This function is only possible if no "Transmit to EEPROM" has been carried out in the meantime, i.e. the parameters are not yet stored permanently in the control unit.

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WinPulsE Changing the configuration (Set Configuration)

Changing the configuration

1

Before the configuration can be changed, a connection must be made. The data must be read out of the control unit or a vehicle file must be opened.

Procedure for "Data from the control unit": • In the menu bar, click on "Function" and then "Parameter" (1).

• The -Parameter- window (2) opens.

1/0149

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• In the - Parameter - window, click on "Set Configuration" (3). The input window opens (4).

2

3

• Select the Receive Receive from from RAM RAM button (5). The data is read out of the control unit.

Remark:

This process is only necessary if no data has yet been read out of the control unit or if no vehicle file has yet been opened.

• In the selection window (6), click on the parameter you need (7).

Remark:

The selected parameter is displayed in the selection window with its name and the option that is currently set (8), and is active for alteration.

• The arrow key (9) can be used to display the options that can be set (10) and to change them.

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10

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WinPulsE Changing the configuration (Set Configuration)

Storing a configuration in the control unit (Transmit to EEPROM) 1 Remark:

In order to test the changed configuration or to store it in the control unit, the data must be sent to the control unit. The complete data set is always sent.

• In the - Set Configuration - window (1), click on the Transmit Transmitto toEEPROM EEPROM button (2).

The data is written into the control unit. This is indicated by the button "flashing" briefly.

Close button (3) to quit the active window.

• Use the Close

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

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Servicesoftware

WinPulsE Reading in the accelerator pedal (Program VACC) Remark:

1

This process must be carried out every time the accelerator pedal is replaced.

Before the accelerator pedal can be read in (teachingin), the connection must be made.

Procedure: • In the menu bar, click on "Function" and then "Program VACC" (1).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• The - Program VACC - window (2) opens.

The max./min. values (3) that are currently stored are displayed.

1/0149

2

3

• Use the Acquire button (4) to start the teaching-in process. The min./max. values are set to zero.

• Press the accelerator pedal slowly and constantly through to the end stop. The min./max. values are automatically adopted (3).

• The - Save min/max - window (6) can be opened with the Save Save min/max min/max button (5).

1/0160

4 6

• The values can be stored in the control unit with the Yes command (7).

Yes No command • The process can be aborted with the No (8).

• Use the Close button (3) to quit the active window.

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WinPulsE Test function (Tester)

Remark:

1 Display function for various control unit signals.

No settings can be made in this function.

• In the menu bar, click on "Function" and then "Tester" (1).

• The - Tester - window (2) opens.

The data for the tester is read automatically out of the control unit.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• In the selection window (3), use the scroll bar (4) to find the function you require and click on it with the mouse. The function is automatically displayed in the "Test name" display window (5) with the corresponding "Test value" (6).

Remark:

1/0149

2

4

3

A maximum of 4 functions can be displayed at one time. If you wish to display different functions, one or all the functions must first be deleted.

• Click on the function you want to delete with the mouse. The background to the function turns blue, e.g. "Brake switch" (7).

1/0162

Signal button (8) to delete the selected • Use the Clear signal function.

5

7

6

Clear all all button (9) deletes all the selected test • The Clear points from the display window (10).

• Use the Close button (3) to quit the active window.

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WinPulsE Reading out the error memory (Alarm Logbook) Remark:

1

This is the display function for errors that have occurred.

No adjustments can be made in this function.

• In the menu bar, click on "Function" and then "Alarm Logbook" (1).

• The - Alarm Logbook - window (2) opens.

The data for the logbook is automatically read out of the control unit.

• The stored control unit errors are shown in plain text in the display window (3).

1/0149

4

3 2 6

14 5

7

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Alarm Name (4): Error message in plain text Repetitions (5):

Counter for frequency with which the error has occurred.

Temperature (6): Control unit temperature when the error occurred.

Hour (7): Time (internal hour meter), at which the error occurred.

• The error memory can be read out again with the Update button (8).

• The Clear Clear button (9) first calls up a safety query (10), so that the error memory can subsequently be deleted.

8

1/0164

9 10

• The error memory can be deleted with Yes (11).

• The deletion process can be aborted with No (12).

• The Close button (13) closes the active window.

Remark:

A maximum of 5 different errors can be displayed. If a new error occurs, this is put in 1st place and the last error is deleted.

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WinPulsE Changing the hour counter ( Set Hour Counter )

Remark:

Modification of internal operating hours not possible in this vehicle!

1

The internal operating hours of the control unit can be modified here.

• In the menu bar, click on "Function" and then "Set Hour Counter" (1).

• The -Set Hour Counter- window opens (2).

• The current operating hour is displayed in the input window (3).

1/0149

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• The operating hours can be altered with the selection fields (4).

3 2

OR • Double click with the mouse in the input field (3). The background to the displayed value turns blue, and the required number of hours can be entered on the keyboard.

• The original value can be restored with the Acquire Acquire button (5).

Remark:

A Save operation (6) must not be carried out beforehand.

5

6

7

4

1/0166

• If Save (6) is selected, the entered value is stored in the control unit. The newly set time is shown on the display immediately.

• The Close button (7) closes the active window.

Remark:

No "Transmit to EEPROM" is required, since the data is changed directly in the control unit.

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WinPulsE Other functions Closing the program ( Exit )

2

1 • In the menu bar, click on "File" and then "Exit" (1).

• The program is closed.

OR X button (2) in the top right-hand corner of • Use the X the WinPulsE window.

1/0153

Software configuration ( Configuration )

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

• In the menu bar, click on "Configuration" (3).

3

4

5

• The computer interface is set with "Com Port" (4). The software communicates with the control unit via this interface. The standard setting is Comport 1.

• "Password" is not relevant for service purposes.

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WinPulsE Other functions Keyboard commands 1 ALT Select menu bar (1). The first +F10 F , ALT point in the menu is highlighted.

<-

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

i

, ->

Move between the individual points

, ii

Selection of submenus and of parameters in the selection window.

ENTER Enter

The highlighted function is started.

Tab

Change selection window. Press the key until the relevant field is highlighted.

++ , --

1/0146

Change parameters.

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Chapter 7

EAZ/BSZ

Curtis Combi-Controller 803 General The Curtis Combi-Controller 803 works on the principle of continuously comparing the battery voltage with an internally set reference voltage series.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

This 36 stage reference voltage is the same as the course of the discharge voltage that has been set.

If the mean value of the battery voltage drops below the reference voltage within a space of 46 seconds, the Combi-Controller 803 automatically makes a comparison with the next reference voltage down.

This process is repeated from one voltage stage to the next.

1/0305

As the voltage stages decrease, the LED display moves from the right to the left. When the cut-off wave (final discharge voltage) is reached, the two LEDs on the left flash (in red).

The discharge characteristic curve can be set on the back of the appliance, to suit the relevant operating conditions.

The battery charging status is stored with a lithium battery (10 years), and the counter status is stored in an EEPROM.

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Curtis Combi-Controller 803 Pin assignment Operating voltage Pin 7 = B+ Pin 5 = B Cut-off function Pin 3/4

1/0307

Cut-off when the final discharge voltage is reached, at 20% of the residual battery capacity.

Battery voltage B+ Lower battery voltage with double voltage Key switch

Remark: Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Cut-off

The cut-off is executed by a thyristor.

For this reason, it is absolutely essential to ensure that the polarity is correct when making the connection! (positive/negative - for logic, see diagram to the right).

If the polarity is incorrect, the Curtis Combi-Controller 803 and the switching contact can be irreparably damaged.

Positive start input Hour counter Negative start input Battery voltage B-

1/0306

Positive logic connection:

+

.

+ 3

Key switch Pin 2

Negative logic connection:

.

+

3

+ CCC 803

CCC 803

Switching on the LED display

4

-

4

-

Hour counter Pin 6 Pin 1

Start by applying from B+ to (6) or from B- to (1)

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EFU 3001 with Highpulse

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Sheet no.

7-02

Chapter 7

EAZ/BSZ

Curtis Combi-Controller 803 Setting the final discharge voltage The final discharge voltage (volt/cell) can be set with the potentiometer (1).

The setting recommendations made by the battery manufacturer should be taken into account here (see table below).

1/0307

1

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Reset to "full" K L M N O P Q R S T U

Voltage at begin of gassing 2.35 V/cell for at least 6 mins. or Connect a battery with an off-load voltage of at least 2.09 V/cell.

1.57 1.63 1.68 1.73 1.78 1.82 1.84 1.86 1.89 1.91 1.93

Setting recommendations of battery manufacturer for standard load Battery manufacturer

Battery type

Hoppecke Hagen

Wet cell Wet cell Maintenance-free: CWF, PWT, PZV Improved performance: CSM Dryfit gel battery

Sonnenschein

Remark:

Setting for final discharge voltage in v/cell 1.73 1.73 1.82 1.78 1.93

In some cases where the load is very high (high power extraction in a short time), it is possible that the cut-off process can take place too early. In cases of this kind, the correct setting must be determined by testing.

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EFU 3001 with Highpulse

Sheet no.

7-03

Chapter 7

EAZ/BSZ

Curtis Combi-Controller 803 Technical data Battery discharge indicator: • • • • • • •

10 LEDs; 5 green, 3 yellow, 2 red Lithium storage battery Reset when gassing voltage of 2.35 V/cell or off-load voltage of 2.09 V/cell is reached Cut-off by a locking NC contact Discharge characteristic curve, adjustable Visual warning at 25% remaining capacity Switching current 3A

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Hour counter: • • • •

LC display, 6-figure Resolution 0.1 hrs Flashing symbol when counting Power-independent memory with EEPROM

1/0308

Nameplate

Basic data: • • • • • •

Operating voltage 24V and 48V Tolerance 25% of the rated voltage Operating temperature -40 C to + 85 C Compact connector with lock Accuracy - max. deviation 2% Protection class IP65 at front.

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EFU 3001 with Highpulse

Sheet no.

7-04

Chapter 8

Hydraulic system

Block diagram +24V

With following components:

1

1 Lifting button (via relay)

Lifting

2 Pump contactor 3 Lowering button (via relay)

2 5

4 Pump assembly

6/0154

5 Lifting cylinder

3

6 Hydraulic lead

+24V

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Remark: The directional control valve and the lowering brake valve (throttle) are on the pump block (7).

Lowering

6

7

Hydraulic circuit diagram 4

With following components:

0/0263

1 Lifting cylinder 2 2/2-way valve

1

3 Throttle valve

9

4 Pressure relief valve 5 Electric motor with hydraulic pump 6 Filter 7 Tank 8 Non-return valve (load-holding valve)

2

3

8

4 5 6 7 0/0264

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Sheet no.

8-01

Chapter 8

Hydraulic system

Pump assembly General

1

The pump assembly is made up of the following components:

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Item.Component

8

1

Pump motor (compound)

2

Hydraulic pump

3

Hydraulic suction filter

4

Lowering valve (pilot controlled nonreturn valve

7 4 9

5

Tank (1.5 litres)

6

Air filter

7

Carbon brushes

8

Pressure relief valve

9

Lowering brake valve

10

Non-return valve (load holding valve)

3 10

8/0064

2 5

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Sheet no.

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6

Chapter 8

Hydraulic system

Pump assembly Function

P

LIFTING 4

When the pump motor (1) is driven, it starts the external toothed pump (2), which immediately causes oil to flow from the tank via the suction filter (3) and the non-return valve (4) to the pressure port "P".

1

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There is a pressure line connected at pressure port "P" that is connected to the lifting cylinder.

8/0065

.

If the pressure rises at the "P" port, the pressure at the pressure relief valve (5) increases --> the pressure relief valve opens and the oil flows back to the tank.

3

2

5

Excess pressure Working pressure

Oil pressure from pump

P

4

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

8/0066

Return flow to tank

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Sheet no.

8-03

Chapter 8

Hydraulic system

Pump assembly Function

1

LOWERING For the load to be lowered again, the electrically pilot controlled non-return valve (1) must be supplied with current by the "Lowering" key.

2

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The electrically pilot controlled non-return valve then changes its switching position.

.

So that the load is not lowered too quickly, the lowering brake valve (2) is installed after the nonreturn valve. This only allows a certain volume of oil to flow through in a certain time, so that a controlled lowering speed is achieved (11 l/min).

Return flow

8/0067

. ....... .

P

2

.. .. .

8/0066

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EFU 3001 with Highpulse

Sheet no.

8-04

Chapter 8

Hydraulic system

Pump assembly Electrically pilot controlled non-return valve (2/2-way valve) The 2/2-way valve is a bevel-seated valve.

The directional valve, which is illustrated here, is a so-called OPENER valve, i.e. when the coil (1) is not excited, the taper pin (2) presses on the slider (3) and therefore closes the control hole (A --> B).

1

2

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If the coil (1) is then excited, the taper pin (2) is pulled upwards. The oil pressure that is then applied causes the slider (3) to move upwards, and the oil can flow unobstructed from A --> B. 8/0068

3 Coil resistance = 160

B

A 8/3122

1

2

8/0069

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Sheet no.

8-05

Chapter 8

Hydraulic system

Pump assembly 3

Replacing the carbon brushes

1

2

4

The carbon brushes must be replaced when they reach a residual length of 11 mm. At this length, they are worn down by 50 %.

Length of a new carbon brush: 22 mm The entire set of brushes must always be replaced (4 brushes).

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Removal 1.

Pull out the battery plug.

2.

Unscrew the 2 hexagon screws (1).

3.

Screw in a hexagon screw (5 x 30 mm) (2) to help pull off the carbon brush lid (4), until you feel some resistance.

4.

Continue pulling the carbon brush lid off the motor (3) with a screw-driver.

5.

Pull off the puller screw and the carbon brush lid alternately, using the screw-driver for the latter.

6.

Raise the carbon brush spring (5) and pull out the carbon brush.

7.

Slowly release the carbon brush spring (7).

8.

Unscrew the fastening screw (6) of the carbon brush connecting lug and remove the carbon brush.

9.

Clean out the commutator compartment (blow it out with oil-free air).

Caution:

8/0070

5

7

Never inhale carbon dust!

To replace the brushes follow the instructions above in reverse order.

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8/0071

EFU 3001 with Highpulse

Sheet no.

8-06

Chapter 8

Hydraulic system

Pump assembly Removal 1.

Pull out the battery plug

2.

Remove the electric cable (1) (spanner size 13).

3.

Unscrew the hydraulic leads (2) and seal off.

4.

Release the 2 screws (3) spanner size 17 at the back of the flange-mounted block (4) and lift the pump assembly (5) out of the holder in the chassis.

To install again, follow the instructions for removal in reverse order.

2 4

3

8/0041t

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5.

1

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EFU 3001 with Highpulse

Sheet no.

8-07

Chapter 8

Hydraulic system

Pump assembly Removing the pump motor 1.

2.

3.

4.

Pull out the battery plug Unscrew the 2 nuts (2).

Disconnect the connecting cable (1) at the motor (mark the cable).

Carefully lift down the motor.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark:

2 1

There is a mounting pin (3) in the lower part of the motor housing.

Take note of this when reinstalling. The mounting pin is generally on the side of the electrically pilot controlled nonreturn valve.

8/0072

To install, follow the instructions above in reverse order, taking care to comply with the following points: 1.

2.

See the remark above.

Push the motor shaft correctly onto the cross coupling (4).

3

8/0073

8/0041t

4

8/0074

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EFU 3001 with Highpulse

Sheet no.

8-08

Chapter 8

Hydraulic system

Pump assembly Hydraulic pump General The hydraulic pump is an externally toothed gear pump.

A

A

B

B

C

C

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The pump consists essentially of a pair of gear wheels, which is mounted in 4 bearing bushes, and a housing with a lid at the front and back. A drive shaft sealed with a rotary shaft seal is inserted through the front cover.

The bearing forces are taken up by sliding bearings. These are designed for high bearing pressures and have good emergency running properties, especially at low speeds.

Internal sealing of the pressure compartments is pressure dependent, which gives ideal operating efficiency.

Pressure side

At the front end, the movable bearing bushes are subjected to operating pressure and are pressed against the gear wheels to form a seal.

The pressure fields which are applied, are limited by special seals.

Suction side

8/0075

The seal around the edge of the gear wheels is guaranteed with tiny gaps, that adjust when the gear wheels are pressed against the housing as pressure is applied.

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EFU 3001 with Highpulse

Sheet no.

8-09

Chapter 8

Hydraulic system

Pump assembly Removing the hydraulic pump 1. Pull out the battery plug 2. Remove the pump assembly 3. Remove the pump motor (see sheet no.

8-9).

4. Unscrew the 4 hexagon screws (1).

5. Remove the tank (2).

6. Unscrew the 4 hexagon screws (3).

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7. Remove the hydraulic pump.

Remark: After re-assembling again, check the oil level (oil volume approx.

1.5 litres).

8/0076

3

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EFU 3001 with Highpulse

2

1

Sheet no.

8-10

Chapter 8

Hydraulic system

Pump assembly Dismantling the hydraulic pump Suction side End cover Housing 3 parallel grooves

Drive-end cover

Radial grooves

Grooves for leaking fluid

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

8/0077

Sealing and supporting element Openings Drive shaft High-pressure seal Gearwheels Radial seal

Pressure side Dismantling 1. Pull the drive wheel off the shaft.

2. Release the hexagon socket screws.

Housing

Front rest

3. Raise the cover over the drive shaft.

Drive gearwheel

4. On a piercing press, push the shaft together with the ball bearing out of the bearing cap.

Mark the driven gearwheel and rest.

5. By pulling on the housing, remove the shaft with the drive gearwheel, driven gearwheel and the front rest out of the housing (use a protective jaw).

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Driven gearwheel 8/0078

EFU 3001 with Highpulse

Sheet no.

8-11

Chapter 8

Hydraulic system

Pump assembly Setting the maximum pressure at the pressure relief valve 1. Connect a pressure manometer.

2. Unscrew the nut (1).

3. Pick up a nominal load on the forks and measure the working pressure (make a note of the measurement).

1

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Remark: The adjusting value for the maximum pressure is calculated from the working pressure during lifting with a nominal load plus 10 %.

4. Move as far as the end stop (bridge lift cut-off) and set the maximum pressure at the adjusting screw (2).

8/0079

5. Mount the nut (1) with sealing ring and tighten.

Information about the exact maximum pressure values can be found on the information plate, which is located next to the vehicle's factory nameplate.

Recommended values for pressure adjustment: Maximum pressure Working pressure with load

2

approx.180 bar approx.160 bar

8/0080

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EFU 3001 with Highpulse

Sheet no.

8-12

Chapter 8

Hydraulic system

Pump assembly Hydraulic oil change Frequency: Oil type:

every 12 months HLP46 DIN 51524

Oil volume:

1.5 litres

Procedure 1. Remove the tank.

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

2. Remove the hydraulic oil in accordance with the regulations.

3. Clean the tank (1).

4. Replace the hydraulic suction filter (2) if necessary.

2

5. Fill the tank with hydraulic oil.

6. Mount the tank.

7. Check the hydraulic system for leaks.

8/0076

1

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EFU 3001 with Highpulse

Sheet no.

8-13

Chapter 8

Hydraulic system

Bleeding the lifting cylinder and hydraulic system of air All air must be bled from the system when • a lifting cylinder has been removed and replaced, • a hydraulic lead or hose has been replaced, • work has been carried out on the hydraulic system.

2 1

Procedure

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1. Open the bleeder screw (1) (do not remove it completely).

2. Select the function for lifting the hydraulics and extend the cylinder right to the end stop.

Remark:

On vehicles with a lift cut-off, the limit switch must be bridged, so that the pump motor does not switch off.

0/0256

3. As soon as bubble-free hydraulic oil emerges from the hole (2), the bleeder screw (1) can be closed again.

If the hydraulic functions do not work as they should, this process must be repeated.

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EFU 3001 with Highpulse

Sheet no.

8-14

Chapter 9

Lifting device

Adjusting the angle lever Course of pressure in the lifting movement When the lifting cylinder is subjected to pressure, the load bearing device is pushed upwards.

As a result of this upwards movement, the angle lever (1) to starts a rotary movement, since its centre axle is mounted on the load bearing device so that it rotates. The long end of the angle lever (2) is attached securely to the chassis at its high level.

This means that the rotary movement of the angle lever is converted into a pulling movement, which causes the roller forks to be raised.

3 1

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

The lifting mechanism can be adjusted at three points:

2

1. Pulling rod adjusters (3) 0/0257

The simultaneous pulling movement of the two pulling rods is adjusted here.

Screw a lifting eye into the load bearing device, attach to a crane and raise slowly.

Both the fork ends should be raised simultaneously. If they are no, adjust the pulling rod adjuster of the relevant fork.

2

1

2. End stops at the bottom (4) The lowered height is adjusted here.

Lower the forks as far as possible and then turn the adjusting screws (4) until a distance of 86mm is set for each fork (floor to top edge of fork).

Both the adjusting screws must reach the stops on the chassis at the same time.

0/0258

4 2

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1

1/0364

Workshop Manual

EFU 3001 with Highpulse

Sheet no.

9-01

Chapter 9

Lifting device

Adjusting the angle lever 3. Lift stop (1) The maximum lifting height is set here.

Raise the load bearing device with its nominal load to 120mm or 150mm (distance from floor to top edge of forks, as set for customer).

Set the position switch for the lift stop so that the top edge of the forks has the required measurement after the hydraulic pump is switched off.

1/0312

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

1

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EFU 3001 with Highpulse

Sheet no.

9-02

Chapter 9

Lifting device

Lifting cylinder Guide to components 1 2, 3 4 5 6 7 8 9

Plug Cheese-head screw for securing Slotted nut Washer Adjusting screw Conical socket Spherical disc Round element

Copyright protected. No part of this manual may be reproduced in any form. Copyright reserved.

Adjusting the tension springs Setting: x = 7 - 8 mm -> affects the lowering speed (only adjustable when item 12, 13 is released).

If the springs are disconnected or faulty, the fork can no longer be lowered without a load.

Front part for forks Remark: When installing, ensure that the cylinder is self-centred, otherwise the cylinder will leak!

x 1/0222

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EFU 3001 with Highpulse

Sheet no.

9-03