Linde E18P-02 [PDF]

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Service Training Electric Lift Truck E 14 - 20 with shunt drive Series 335 -02

This training material is only provided for your use and remains the exclusive property of LINDE AG Linde Material Handling Division

Service Training

Table of Content Page

1

E 14-20, SERIES 335 -02 1

Traction

1

1.1

Traction motor

1

1.2

Right hand Traction motor 1M1

2

1.3

Checking and renewing the traction motor brushes

3

1.4

Traction motor disassembly

4

1.5

Checking of the D.C. motor

6

1.5.1

Visual check

6

1.5.2

Checking during operation

6

1.5.3

Winding measurements

7

1.5.4

Checking on insulation

7

1.5.5

Reworking the collector

7

1.5.6

Brush switches

8

1.5.7

Terminals

8

1.5.8

Cleaning

8

1.5.9

Thermal sensor

9

1.6

Traction motor fan

9

1.7

Optional speed sensor

10

1.8

Assembly of drive units

10

2

Drive gearbox

1

2.1

Planetary gear GR2E-02

1

2.1.1

Renewing the radial shaft sealing ring

2

2.1.2

Oil level check and oil change

5

2.1.3

DisAssembly and assembly of the traction motor

6

3

Chassis and bodywork

1

3.1

Seat switch

1

3.1.1

Replacement of seat switch

2

3.2

Operator's cabin

3

3.2.1

Torsion leaf springs

3

3.2.1.1

Removing and installing the torsion leaf springs

4

3.3

Transportation device

6

4

Steering system

1

4.1

Close-coupled steering axle E 14, E 16, E 16C

1

Table of Content Page

2

Service Training

4.1.1

Steering axle removal

1

4.1.2

Steering axle disassembly and sealing

2

4.1.3

Steering axle installation

5

4.2

Combination steering axle E 16P/ E 18P / E 20P

6

4.2.1

Steering axle removal

6

4.2.2

Steering cylinder and track rod link

8

4.2.3

Renewing the steering cylinder seals

10

4.2.3.1

Steering cylinder (Type Rochlitz)

10

4.2.3.2

Steering cylinder (Type Weber)

12

4.2.3.3

Renewing the wheel hub tapered roller bearings and shaft sealing ring

14

4.2.3.4

Renewing the axle body tapered roller bearings and wipers

16

4.2.3.5

Installing the steering cylinder and track rod link

18

4.2.3.6

Steering axle installation

20

4.3

Servostat

22

4.3.1

Steering control valve with inductive Sensor

24

4.4

Renewing of steering position potentiometer

26

5

Controls

1

5.1

Travel control

1

5.1.1

Truck speed controller

1

5.1.1.1

Adjustment of the pedal stop screws

3

5.1.2

Single-pedal direction switch

3

5.2

Braking

4

5.2.1

Renewing the brake linings

4

5.2.2

Adjusting the parking brake

4

5.2.3

Adjusting the foot brake

5

5.2.4

Renewing the brake fluid

6

6

Electrical equipment

1

6.1

Introduction

1

6.2

Explanation of Functions

2

6.2.1

Traction drive

2

6.2.1.1

Motor control

3

6.2.1.2

Forward direction

4

6.2.1.3

Reverse direction

4

6.2.1.4

Free-wheel circuit

5

6.2.1.5

Regenerative braking

5

Service Training

Table of Content Page

3

6.2.2

Pump motor

6

6.3

Power units

7

6.3.1

General

7

6.3.2

Power unit A1

8

6.3.3

Power unit 1A1

10

6.3.4

Power unit temperature monitoring

11

6.3.4.1

Power transistors of the traction drive

11

6.3.4.2

Power transistors of the working hydraulics

12

6.4

Position of connectors

14

6.4.1

Trucks with individual controllers

14

6.4.1.1

E 14 individual controllers

14

6.4.1.2

E 16 - 20 Individual controllers

16

6.4.2

Trucks with combination controller

18

6.4.2.1

E 14 Combination controller

18

6.4.2.2

E 16 - E 20 combination controller

20

6.5

Fuses

22

6.5.1

Trucks with individual controllers

22

6.5.2

Trucks with combination controller

24

6.6

Control circuit - individual controllers

26

6.6.1

Traction controller

26

6.6.1.1

Power supply

29

6.6.1.2

Charging of the capacitors in the intermediate circuits

29

6.6.1.3

Discharging of the capacitors in the intermediate circuits

29

6.6.1.4

Enabling signal

29

6.6.1.5

Accelerator

29

6.6.1.6

Single-pedal switch

30

6.6.1.7

Steering sensor

30

6.6.1.8

Hand brake switch

30

6.6.1.9

Stop pedal switch

31

6.6.1.10

Switch-controlled speed reduction

31

6.6.1.11

Relay drivers

31

6.6.1.12

Motor temperature monitoring

32

6.6.1.13

Emergency stop microswitch

33

6.6.1.14

Traction motor speed monitoring

33

6.6.2

Controller for the working hydraulics

34

6.6.2.1

Power supply

36

6.6.2.2

Enabling signal

36

Table of Content Page

4

Service Training

6.6.2.3

Joystick signals

36

6.6.2.4

Valve activation

37

6.6.2.5

Reduction of the lifting speed with low battery charge

37

6.6.2.6

Reed switch 3S1 of steering control valve

37

6.7

Control circuit - combination controllers

38

6.7.1

General

38

6.7.2

Pin design of connector X13

39

6.7.3

Function

41

6.7.3.1

Charging of the capacitors in the intermediate circuit

42

6.7.3.2

Discharging of the capacitors in the intermediate circuit

42

6.7.3.3

Enabling signal

42

6.7.3.4

Power supply to the accelerator and the steering potentiometer

42

6.7.3.5

Accelerator

42

6.7.3.6

Single pedal switch

43

6.7.3.7

Steering sensor

43

6.7.3.8

Hand brake switch

43

6.7.3.9

Stop pedal switch

44

6.7.3.10

Switch-controlled speed reduction

44

6.6.3.11

Truck coding

44

6.6.3.12

Relay drivers

44

6.7.3.13

Motor temperature monitoring

45

6.7.3.14

Traction motor speed monitoring

46

6.7.4

Function of the working hydraulics

47

6.7.4.1

Joystick signals

47

6.7.4.2

Valve activation

47

6.7.4.3

Switch-controlled reduction of working speed

48

6.7.4.4

Reduction of the lifting speed with low battery charge

48

6.7.4.5

Sensor 3B2 - steering valve

48

6.8

Software versions Types 335 -02

49

6.9

Truck diagnosis

51

6.9.1

Traction windows

51

6.9.1.1

Status Information

51

6.9.1.2

Information and fault messages

52

6.9.1.3

Stored fault numbers

53

6.9.1.4

Fault memory - operator errors

53

6.9.1.5

Overall fault memory

54

6.9.1.6

Clearing the overall fault memory

54

Service Training

Table of Content Page

5

6.9.1.7

Switch inputs

55

6.9.1.8

Switch outputs

56

6.9.1.9

General analog signals

56

6.9.1.10

Analog signals related to the traction motors

57

6.9.1.11

Temperature signals

57

6.9.1.12

Setting of general parameters for the truck

58

6.9.1.13

Setting of special truck parameters

60

6.9.1.14

Display of controller information

61

6.9.1.15

Calibration of accelerator pedal neutral position

62

6.9.1.16

Calibration of steering end stops and axle type

63

6.9.2

Fault codes for individual controllers - traction

64

6.9.2.1

Summary of faults (LDC30C01/LDC30C02)

64

6.9.2.2

Description of faults - individual controller - traction (LDC30C01/LDC30C02)

66

6.9.3

Fault codes - combination controller - traction

83

6.9.3.1

Summary of faults (LDC40C00)

83

6.9.4

Windows displaying information on the working hydraulics

105

6.9.4.1

Status information

105

6.9.4.2

Current information and fault messages

106

6.9.4.3

Stored fault numbers

107

6.9.4.4

Overall fault memory

108

6.9.4.5

Clearing the fault memory

108

6.9.4.6

Switch inputs

109

6.9.4.7

Switch outputs

110

6.9.4.8

Analog signals

111

6.9.4.9

Analog signals for the working functions

112

6.9.4.10

Setting of parameters for auxiliary hydraulics

113

6.9.4.11

Adjustment of parameters for lifting/lowering and tilting

114

6.9.4.12

Switch-controlled working speeds

115

6.9.4.13

Adjustment of discharged battery parameter

117

6.9.4.14

Calibration of joystick 1

118

6.9.4.15

Calibration of Joystick 2

118

6.9.4.16

Depressurising the hydraulic system

119

6.9.4.17

Switch off pump motor - Programmig of axle type

120

6.9.5

Fault codes - individual controller - working hydraulics (LLC33C00/LLC30C10)

121

6.9.5.1

Summary of faults

121

6.9.5.2

Description of faults - individual controller - working hydraulics (LLC30C10)

122

6.9.6

Fault codes - combination controller - working hydraulics (LDC40C50)

136

Table of Content Page

6

Service Training

6.9.6.1

Summary of faults

136

6.9.6.2

Description of faults - combination controller - working hydraulics (LDC40C50)

137

6.10

Composite instrument

152

6.10.1

Description

152

6.10.2

Display messages

153

6.10.3

Programming of the composite instrument

154

6.10.4

Battery discharge indicator

155

6.10.5

Programming of the composite instrument with the diagnostic instrument

157

6.10.6

Diagnosis of the composite instrument with the Truck Doctor diagnostic software

159

6.11

Circuit diagrams

164

6.11.1

Circuit diagram - individual controller

164

6.11.2

Circuit diagram - combination controller

168

6.12

Window structure - for the controllers

172

7

Hydraulic system

1

7.1

Functional description of the working hydraulics

2

7.2

Circuit diagram of working hydraulics without pressure accumulator

4

7.3

Circuit diagram of working hydraulics with pressure accumulator

6

7.4

Emergency lowering functions of the working hydraulics

8

7.4.1

Manual tilting of lift mast

8

7.4.2

Manual lowering of the fork carrier

8

7.5

Control valve

10

7.5.1

Functional description of the control valve

12

7.5.2

Depressurizing of the working hydraulics

15

7.5.3

Repair work at the valve block

16

7.5.3.1

Replacing the valve cartridge of safety valve 2Y9

17

7.5.3.2

Replacing the valve coil of 'tilting/additional hydraulic system 2Y3 to 2Y8'

17

7.5.3.3

Replacing the valve coil of 'lifting/lowering 2Y1 / 2Y2'

17

7.5.3.4

Replacing the Tilt brake valve

18

7.5.3.5

replacing the valve coil of 2Y9

18

7.5.3.6

Setting the pressure relief valve

19

7.6

Replacing the micro-filter

19

7.7

Troubleshooting control valve

20

8

Mast unit

1

8.1

Mounting and dismounting the mast

2

8.2

Right-hand lift cylinder with limit position damping

3

8.3

Dismounting, mounting the outer lift cylinders

4

Service Training

Table of Content Page

7

8.4

Dismounting, mounting the center lift cylinder

5

8.5

Sealing the lift cylinder

6

8.6

Setting of mast chain

7

8.7

Setting the roller clearance

8

8.7.1

Outer, inner and center mast roller clearance

9

8.7.2

Outer mast clearance at lower part of guide

10

8.8

Sliders

11

8.8.1

Dismounting the slider of the standard mast

11

8.8.2

Dismounting the slider of the

12

8.8.3

Dismounting the slider of the

13

8.9

Tilt cylinder

16

8.9.1

Dismounting the tilt cylinder

16

8.9.2

Sealing the tilt cylinder

17

8.9.3

Setting the tilt angle

18

9

Special equipment

1

9.1

Electric special equipment

1

9.2

Voltage transformer

3

9.3

Fuses

5

9.4

Working lights and lighting system

6

9.5

Electric heating unit

12

9.6

Circuit diagrams

16

9.6.1

Special equipment switchable by means of key switch

16

9.6.2

Special equipment

20

Table of Content Page

8

Service Training

Service Training 1

Section

1

Page

1

TRACTION

D.C. shunt-wound motors are used as drive motors. In shunt-wound motors, the shunt winding and the armature winding are controlled separately by the power unit. The shunt winding terminals F1 and F2 and the armature winding terminals A1 and A2 are marked. They are lead out of the motor separately. The traction motor direction is reversed by reversing the shunt field.

NOTE:

The right-hand and the left-hand traction motors are not the same, due to a different mast bearing shell.

1.1

TRACTION MOTOR

Kind of motor: Type: Armature winding: Shunt winding: Nominal speed: Power: Protection: Carbon brush dimension: Permissible wear: Commutator diameter: Permissible refinishing: Equipment:

D.C. shunt-wound motor Linde GF116-Q5 48 V / 105 A 12 V / 17 A 2000 rpm 4,0 kW S2 (60 min) IP00 / 22 40 x 32 x 10 mm up to 13 mm new 83 mm up to 78 mm 1 Thermal sensor Carbon brush monitoring at each carbon brush

Section

1

Page

2

1.2

1 2 3 4 5 6 7 8 9 10

Service Training

RIGHT HAND TRACTION MOTOR 1M1

Axial fan 9M1 Connector 9X10 - axial fan Connector 1X7 - motor Connector 1X1 - speed sensor (only UPA trucks) Shunt winding F2 F1 Armature winding A1 A2 Speed sensor (only UPA trucks) Brake disc Plastic cover for carbon brushes Gearbox

Connector 1X7 for RH traction motor 1M1

Connector 1X8 for LH traction motor 1M2

1 2 3 4

1 2 3 4

Brush switch 1S14 Brush switch 1S14 Thermal sensor 1B4 Thermal sensor 1B4

Brush switch 1S15 Brush switch 1S15 Thermal sensor 1B5 Thermal sensor 1B5

Service Training 1.3

Section

1

Page

3

CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES

The motor brushes can be checked for wear and free movement after opening the driver's overhead guard. Moreover, the necessary change of the brushes is indicated by the lighting-up of the signal lamp (1) in the composite instrument . The motor number of the respective motor is displayed in the LCD display (2) (1 = right-hand motor, 2 = left-hand motor). -

Jack the truck drive axle clear of the floor /Block up the truck at the axle Raise the fork carriage and secure against inadvertent lowering Secure the truck against rolling back by means of a brake block Turn off the key switch Press the emergency stop pushbutton and disconnect the battery plug Open the overhead guard as far as the second detent position Remove brush cover (3) on the traction motors (4) and (5) Lift up the pressure springs (3) of the brushes

NOTE:

-

When lifting the spring from the motor brushes and putting them on the holder, be sure that the spring does not slide off and gets untensioned, as compressing them when the motors are installed is not possible.

Pull the motor brushes (4) out of the guide Check the length of the motor brushes (min. length 13 mm) Renew worn brushes in sets only After renewing the brushes, check the brushes for free movement in the guides and the brush leads for security. - Replace the brush covers (3).

Section

1

Page

4

1.4

TRACTION MOTOR DISASSEMBLY

Service Training

Service Training 1 2 3 4 5 6 7 8 9 10 11 12

-

Section

1

Page

5

Brake disc Bearing cap Clamping spring Connecting cable Carbon brush Brush rocker Bearing Rotor Shaft seal Adjusting washer Shunt winding Motor housing

Remove brush covers Remove the four carbon brushes Turn two extraction screws M10x50 into the brake disc (1) Pull off the brake disc by means of the two extraction screws. Turn the screws alternately to avoid jamming of the brake disc (brake disc has been pressed on with a force of 30 kN) Remove the bearing cap (2) with brush rocker (6) Push the rotor (8) out Knock the bearing out of the motor housing (12) Do not forget to reinstall the adjusting washer (10) when re-assembling the motor Knock the bearing (7) out of the bearing cap

Section

1

Page

6

1.5

Service Training

CHECKING OF THE D.C. MOTOR

If a traction motor does not speed up after the actuation of the truck speed controller, either an error in the power section or in the control or a problem in the main circuit of the motor exists.

1.5.1

VISUAL CHECK

Make the following checks first, if you suspect the motor to be defective. Carry out an external visual inspection for corrosion, dirt, damage, tightness of fit: -

All terminals at the electric motors A1 – A2 armature winding F1 – F2 excitation winding 4-pole connector 1X7 and 1X8 (thermal sensor, brush monitoring)

Checking of the brushes: -

Even wear Correct length Sliding face Free movement of the brushes in the brush holder Even contact pressure of the brush springs

Checking of collector conditions -

Hairling cracks Burn marks Burnings Wear Colour, patina

Additional checking: -

Correct fixing of the flexibles of the brushes at the brush rocker Fixing of the brush rocker at the bearing plate Rotation of the armature assembly (bearing damage) Cleanliness of the motor (brush dust, oil, grease, dirt)

1.5.2

CHECKING DURING OPERATION

The drive wheels must turn freely to make a checking of the traction motors during operation possible. The truck must be lifted and must be supported at the chassis. During truck motor operation, the following can be checked: - Brush sparking at the collector segments - Temperature of the two traction motors - Bearing noise

Service Training 1.5.3

Section

1

Page

7

WINDING MEASUREMENTS

Due to defective insulation, one or more turns within a coil or a group of coils can be bridged or shortcircuited. Checking of the winding resistances can be carried out only to a limited extent. Checking must be made by means of a resistance measuring bridge since the winding resistances are in the m range. The overall resistance of the excitation winding can be determined by means of a measuring bridge. Checking of single coil groups is not possible. The field winding lines must be disconnected from the traction motor in order to obtain a correct measurement. Winding resistance between F1 and F2 is approx. 550 m The winding resistances of the armature winding cannot be checked in the field, since the contact resistance between carbon brush and collector segment is a significant part of the measurement. Moreover, several collector segments are simultaneously covered by the carbon brushes and several windings are interconnected. In the field, only checking on continuity between terminals A1 and A2 (armature winding) is possible. A measurment on an internal fault or a short-circuit cannot be made. Prior to the measurement, both armature lines must be disconnected from the traction motor. 1.5.4

CHECKING ON INSULATION

The insulation resistance of the motor windings to the motor housing is important for a perfect truck operation. A check on insulation of the motors is only significant if an insulation measuring unit with the corresponding test voltage is used. The insulation measuring unit supplied by Linde has a test voltage of 500 V. Due to the high test voltage it is absolutely necessary to disconnect all motor lines at the traction motors prior to carry out the checking, and to disconnect the connector 1X7 or 1X8 at the motor. Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 M Insulation resistance excitation winding: F1 or F2 to the motor housing at least > 0.5 M

1.5.5

REWORKING THE COLLECTOR

The collector surface must be flat-black and free from hairling cracks and burn marks. Hairling cracks, outof-round, protruding insulation between segments and unsoldered winding connections cause strong brush sparking. Burning spots on the collector are often a result of motor overload. Cleanliness of the collector is the most important feature. Brush dust and external dust deposited in the low insulation between segments can negatively affect the function of the motor: A glass brush or a thin Pertinax rod can be used for cleaning the slots. Pay attention to prevent the patina formed on the collector surface from being destroyed. Destruction would increase the brush wear. The collector surface is to be cleaned with a dry and clean cloth. Polishing with a pumice stone or with grinding paper is not recommended since residues of the polishing agent may be deposited in the slots between the segments. These residues may later deposit between brush and collector and cause increased wear or the hairling cracks.

Section

1

Page

8

Service Training

Worn collectors or collectors with burn marks are to be replaced or to be reworked in a special shop. The collector must be reworked only down to a minimum diameter of 78 mm. During re-turning, an accuracy run-out of 0.01 mm and a peak-to-valley height of 3 - 4 m must be met. After the re-turning, a careful re-sawing of the insulation between segments is required that is to be made with a collector saw. On its entire length, the insulation between segments must have a depth of 0.5 to 0.8 mm. Subsequently, the edges of the collector segments are to be chamfered cleanly and the entire armature, and in particular the collector segment area, is to be cleaned carefully.

1.5.6

BRUSH SWITCHES

The brushes are subject to wear and are to be replaced at 60% wear. For checking of the brush length, a wear switch for each brush is installed on the brush rocker. The four wear switches are series connected and are connected with the pins:1 and :2 of the connector 1X7 or 1X8. With installed brushes and applied spring clip, continuity test must be taken between pins:1 and :2.

1.5.7

TERMINALS

The correct tightening torque of the fixing screws and nuts is to be met to avoid damage at the motor connections. Moreover, take care that the plastic covers are pulled over the line terminals. Tightening torque of terminal A1 and A2 9 Nm Tightening torque of terminal F1 and F2 2.5 Nm

1.5.8

CLEANING

On principle, dirty motors can be cleaned externally. Oil-free compressed air is best suited for cleaning. A high pressure cleaner can be used for cleaning, if the motors are strongly grimed on the outside. Use water only. By no means, chemical cleaning additives must be used with high pressure cleaning. The chemical cleaning additives may act upon the plastic parts of the motor and may cause a bonding of the carbon brushes. Carefully maintain a sufficient distance between the cleaning lance and the motor. Intensive cleaning with the high-pressure cleaner in the area of the motor connections and the brush covers is to be avoided. No liquid must penetrate into the interior of the motor. Should liquid penetrate into the interior of the motor in spite of all measures, the truck is to be driven for some time in order to avoid corrosion damage (drying by specific heat), or the motors are to be dried by a blow-out with compressed air, or by heating (electric dryer, heating unit).

Service Training 1.5.9

Section

1

Page

9

THERMAL SENSOR

A thermal sensor is installed on the brush rocker that is connected with the connector 1X7 or X8. The thermal sensor is located in a recess at the brush holder and is fixed by a spring clip. The resistance of the thermal sensor increases with the temperature of the motor. The correct resistance value can be checked between pins :3 and :4. At a temperature of 20 °C, a functional thermal sensor has a resistance value of approx. 576 see chapter 6.6.1.13 or 6.7.3.13). Exchange of the thermal sensor In a repair set, the thermal sensor is supplied with spring clip and lines with pin contacts. The lines are supplied in a split protective tube. For an exchange of the thermal sensor, the traction motors need neither to be dismounted nor disassembled for an exchange of the thermal sensor. - Remove brush covers - Cut off the connection lines of the old thermal sensor directly at the sensor housing (the old thermal sensor remains installed) - Remove contact pins :3 and :4 of the old thermal sensor at the pin housing 1X7 and 1X8 respectively by means of the releasing tool - Remove the lines of the brush wear switch from the old tube (tube is split) - Remove the old tube with the lines from the old thermal sensor - Push the red cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :3 - Push the blue cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :4 - Insert the cables of the brush wear monitoring switch into the tube - Place thermal sensor into the second free recess at the brush holder.

1.6

TRACTION MOTOR FAN

From an operating temperature of 80 °C onward, the two traction motors are forced-ventilated by the axial fans 9M1 and 9M2. The fan 9M3 serves for cooling of the pump motor. The motor temperature is monitored by the thermal sensors 6B4 (right hand motor) and 6B5 (left hand motor ). These thermal sensors are mounted to the brush rocker of the corresponding traction motors and transmit a signal to the composite instrument. As soon as the motor temperature rises above 80° C, the two fans connected in parallel are activated by the composite instrument with a voltage of + 24 V. In addition, a fan 9M1 is situated in the motor vane on the left. This fan is activated together with the fan 9M3. Fan control operates with activated key switch only, i.e. the fan stops immediately as soon as the key switch is turned off. The axial fans are driven by an electronically commuted external rotor motor with ball bearing system. The commutation electronics are integrated in the motor or in fan hub. With blocked rotor, electronic locking limits the power input to approx. the half of the nominal current. After elimination of the blocking, restart is made automatically. An electronic protection against reverse polarity avoids errors due to wrong connection, i.e. a start of the fan is only possible with correct polarity. For checking of the fan function, the 4-pole connector 1X7 or 1XB can be separated at one of the traction motors with activated key switch. As a consequence, both fans must start the operation.

Section Page

1.7

1 10

Service Training

OPTIONAL SPEED SENSOR

Trucks with an UPA speed reduction to 6 km/h have speed sensors at the traction motors. The speed sensors scan the brake disc webs and supply information about speed and direction of rotation of the motors. Setting: The speed sensor is mounted on the inner bearing plate. The air gap between the active sensor area and brake disc web must be 1.0 ±0.3 mm.

1.8

ASSEMBLY OF DRIVE UNITS

When assembling the two drive units, these must be positioned by means of the two pins (1). Screw in the four cheese head srews (2) with washers (3) and tighten them to 195 Nm.

Service Training 2

DRIVE GEARBOX

2.1

PLANETARY GEAR GR2E-02

1 2 3 4 5 6 7

Wheel shaft Radial seal Tapered roller bearing Gearbox casing Slotted round nut Planet carrier 2 Planet carrier 1

8 9 10 11 12 13

Sun wheel shaft Sun wheel Cheese head screw Ring gear Disc Spacer ring

Section

2

Page

1

Section

2

Page

2

2.1.1

Service Training

RENEWING THE RADIAL SHAFT SEALING RING

Prerequisite: - Wheel drive is dismounted from the drive axle.

Special tools required - Spanner socket order number 399 900 70 80 - Extraction device order number 399 900 70 87 - Torque wrench up to 700 Nm.

DISASSEMBLY Pull the first planet carrier (1a) complete with the sun wheel (1b) and the sun wheel shaft (1c) out of the gearbox.

Heat up cheese head screw (2a) (to unglue the Loctite) and unscrew it. Pull out the second planet carrier (2b) from the gearbox housing.

Service Training Heat up slotted round nut (3), (to unglue the Loctite).

Unscrew slotted round nut by means of the spanner socket (5) and the cardan universal joint spanner (4). (Hold the wheel shaft tight, e.g. in the vice)

Screw the extraction device (6) into the wheel shaft.

Section

2

Page

3

Section

2

Page

4

Push the wheel shaft out of the gearbox housing by tapping the housing on a hard surface.

Disassembled wheel shaft 7 8 9 10

Gear box housing Wheel shaft Bearing Spacer ring (setting of bearing)

Remove radial oil seal (11) from the housing

ASSEMBLY Prior to the mounting of the new oil seal, the latter is to be filled with max 50% grease (ET no. 7 3375 00 150) and is to be glued in with Loctite no. 243. After the cleaning of all parts, the assembly is made in the reverse order. Secure nut (3) and screw (2a) with Loctite no. 270 Tightening torque of screw (2a): 23 Nm Tightening torque of nut (3): 650 + 20 Nm. Install the sun wheel shaft ensuring that the chamfer is facing towards the sun wheel.

Service Training

Service Training 2.1.2

Section

2

Page

5

OIL LEVEL CHECK AND OIL CHANGE

GEARBOX OIL SAE 80 W - 90 API GL5, also suited SAE 85 W - 90 API GL4 (as per DIN 51512)

Oil level check: -

Warm up the wheel gearbox Park the truck in such a way that the oil level screw (1) is in horizontal position Unscrew the oil level screw (3). The oil level must be to the lower edge of the oil level screw hole (1) Screw in the oil level screw (1) and tighten with 20 Nm

Oil change: -

Warm up the wheel gearbox Park the truck in such a way that the oil level screw (1) is in horizontal position Lift the truck by means of a jack on the left/on the right and secure it Remove the wheel After removal of the wheel, align the truck in such a way that both wheel gears are in horizontal position. Only in this position can the gearbox oil run out completely Clean the area of the oil level screw (1), the drain screw (3) and the filling screw (4) Put a drain tray below the discharge screw (3) Unscrew the oil level screw (1), the drain screw (3) and the filling screw (4) and drain the gearbox oil completely. Clean the magnetic plug of the drain screw (3) Screw in the drain screw (3) and tighten it to 70 Nm Fill approx. 400 cm3 of oil per wheel gear into the filling screw opening until oil comes out of the oil level screw opening Screw in the oil level screw (1) and tighten it to 20 Nm Screw in the filling screw (4) and tighten it to 35 Nm

Section

2

Page

6

2.1.3

Service Training

DISASSEMBLY AND ASSEMBLY OF THE TRACTION MOTOR

Disassembly -

Warm up the wheel gearbox Turn off the key switch and actuate the emergency stop Lift the truck by means of a jack and secure it Remove the drive wheel Clean the area of the filling screw and the discharge screw Place a drain tray below the oil discharging screw Remove the filling screw and the discharging screw and completely discharge the gearbox oil Remove the 16 hexagon socket head screws on the gearbox Carefully pull out the gearbox

Assembly -

Check the o-ring of the gearbox on damage and replace it, if necessary Place the toothed wheel shaft connection from the traction motor to the sun wheel shaft of the gearbox Push the gearbox onto the armature shaft of the traction motor Align the gearbox in such a way that the filling screw is facing upwards Replace the 16 hexagon socket head screws on the gearbox and tighten them diametrically to a torque of 64 Nm - Refill the gearbox oil - Mount the drive wheel and crosswise tighten the wheel screws with a tightening torque of 195 Nm

Service Training 3

Section

3

Page

1

CHASSIS AND BODYWORK

The 335 series of trucks are available in various load capacity classes and with single-pivot steering (also referred to as 'bogie type steering', or 'turnable axle steering') or combination axle. Type

Wheel base

Height

Battery

Steering

E 14 E 16 E 16C E 16P E 18C E 18P E 20P

1230 mm * 1375 mm * 1336 mm * 1375 mm * 1444 mm * 1383 mm * 1383 mm *

1970 mm 2075 mm 1970 mm 2075 mm 1970 mm 2075 mm 2075 mm

440 Ah 700 Ah 550 Ah 700 Ah 660 Ah 700 Ah 700 Ah

Single-pivot Single-pivot Single-pivot Combination axle Single-pivot Combination axle Combination axle

* at a mast tilting angle of 0°

3.1

SEAT SWITCH

Intergral to the operator's seat is a switch which sends a negative battery signal to the control module A2 when the the seat is occupied. Traction and working hydraulic functions are only enabled if the operator's seat is occupied and the overhead guard is closed.

Section

3

Page

2

3.1.1 -

Service Training

REPLACEMENT OF SEAT SWITCH

Remove the two Torx screws (1) on the underside of the seat swab Remove seat swab Drill out and remove the rivets (4) of the solenoid (2) or reed switch (3) Replace solenoid (2) or reed switch (3) and re-rivet

1

2 3

4

Service Training 3.2

Section

3

Page

3

OPERATOR'S CABIN

The operator's cabin may be raised fully. The first latch position is at an opening of 35° and serves for battery charging. For maintenance purposes and battery change, the cabin may be locked at an opening angle of 100°. The operator's cabin is available in various configurations. Weather protection

3.2.1

Configuration

1

only overhead guard

2

overhead guard and roof window pane

3

overhead guard and front window pane with screen wiper

4

overhead guard, roof window and front window with screen wiper

5

overhead guard, roof window and front window with wiper and rear window with wiper

6

overhead guard, roof window and front window with wiper and rear window with wiper and doors

TORSION LEAF SPRINGS

A torsion leaf spring assembly is located in the hinge area of the operator's cabin. This spring, which is under tension when the cabin is closed, enables the cabin to be raised easily. A gas pressure damper prevents the cabin from opening too quickly. Depending on the design, the correct number of springs, screens, wedges and straps has to be chosen.

Section

3

Page

4

3.2.1.1

Service Training

REMOVING AND INSTALLING THE TORSION LEAF SPRINGS

Depending on the cabin design, the correct number of torsion leaf springs must be installed in the truck. If the cabin is changed to a different configuration, then in order for the cabin to open and close correctly the number of torsion leaf springs must also be changed. -

Open overhead guard until the torsion leaf springs are completely unloaded (all springs are lying straight) In this position, secure the overhead guard using a crane and strap Loosen the fixing nut of the holding plates at the spring assembly Remove the holding plates on the right and on the left of the spring assembly Unscrew the stud bolts on the right front at the lower holding plate from the spring assembly Insert the correct number of torsion spring leafs Insert the wedges as shown in the drawing Screw in the right stud bolt Fix the holding plates on the right and on the left of the spring assembly Undo the fixing of the overhead guard With the help of the adjustment screw of the tension lever on the right in the driver's cabin, a precise adjustment of the spring assembly may be effected. For this purpose, measure the distance A.

Note:

The distance A is measured from the rear edge of the lock nut up to the edge of the bolt.

Lever adjustment:

Spring

Wedges Direction of traction: forward left

Service Training

1 1 1 1 2 2 2 3 3 3 4 4 4 5 5 5 5 6 6 6

1 1 1 2 2 2 2 3 3 4 4 4 5 5 5 6 6

1x 1x 2x

x x x

2x 2x

x x x

1x 1x 1x 1x 2x 2x 2x

x x x x x x

2x

x x

1x

1x x x x x

1x 1x

x

1x 1x 2x

x x x x x x

2x 1x 2x

3x 3x 3x 4x 3x 3x 4x 4x 4x 4x 4x 4x 4x 4x 4x 5x 4x 6x 6x 6x

3x 4x 4x 4x 4x 4x 4x

2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x

50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50 50

2x 2x 2x 2x 2x 2x 2x 4x 4x 4x 4x 4x 4x 4x 4x 4x 4x 2x 2x 2x

2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 2x 1x 1x 1x 1x 1x 1x 1x 1x 1x

2x 2x 2x 2x 2x 2x

50 50 50 50 50 50 50

2x 2x 2x 2x 2x 2x 2x

2x 2x 2x 2x 2x 2x 2x

4x 4x 4x 5x

2x 2x 2x

50 50 50 50

4x 4x 4x 4x

2x 2x 2x 1x

5x 5x 5x 5x 6x 6x

2x 2x 2x 2x 2x 2x

50 50 50 50 50 50

4x 4x 4x 4x 2x 2x

1x 1x 1x 1x 1x 1x

Section

3

Page

5

Short overhead guard E 14, E 16C, E 16, E 16P, E 18P, E 20P

Long overhead guard E 18C

more than 2 working lights

more than 2 working lights

Section

3

Page

6

3.3

Service Training

TRANSPORTATION DEVICE

On the 335 truck series, the mast is mounted directly to the drive unit. When operating the tilt function, both the mast and drive unit move. If the truck is to be operated without the mast i.e. during transit, then in order that the drive unit remains connected to the chassis, the transportation device (1) must be mounted in place of the mast. Mounting of transportation device: -

Raise and block the truck at the chassis, so that the drive wheels are no more than 20 mm from the ground Secure the mast with a crane Support the drive unit using a suitable pallet truck/pallet stacker Disconnect the mast hydraulic lines Remove the mast to drive unit securing screws (3) Remove the securing screws and the mast pivot bracket (2) Remove the mast Insert the transportation device (1) into the mast pivot bracket and secure the bracket by means of the screws - Secure the transportation device to the drive unit using the fixing screws (3)

Service Training 4

STEERING SYSTEM

4.1

CLOSE-COUPLED STEERING AXLE E 14, E 16, E 16C

4.1.1

STEERING AXLE REMOVAL

Section

4

Page

1

For repairs on the steering axle, it is recommended to remove the axle assembly. -

Remove the wheel mounting bolts (3) on both wheels with the wheels at full lock. Jack up the truck at the rear. Chock the front wheels to prevent them from rolling. Remove the rear wheels. Return the steering to straight ahead. Disconnect the steering sensor connector Block up the steering axle. Remove the SKS M16x80 fastening screws (2) on the steering axle casing. Remove the supports one at a time, so lowering the steering axle slowly. Put an oil tray underneath. Disconnect the hydraulic hose (1) on each end of the cylinder. When removing the body of the axle from the steering casing, do not lose the shims used to adjust the bearing play.

CAUTION: Even if the body of the axle is to be removed without the steering casing, the axle must be supported before removing the SKS M16x80 bolt (4) secured with Loctite in the centre of the cam plate, otherwise the axle body of the axle will drop.

Section

4

Page

2

4.1.2 -

STEERING AXLE DISASSEMBLY AND SEALING

Remove the M16x30 hexagonal screw (1). Remove the washer (2), cam plate (3), washer (4), shim (5) and sealing ring (6). Press the steering axle out of the steering casing (9). Remove the inner race of the tapered roller bearing (7). Take out the circlip (8) from below the steering casing (9). If necessary, press out the two outer tapered roller bearing races. Remove the shaft sealing ring (16) from the body of the axle. If necessary, pull the lower tapered roller bearing from the body of the axle with a puller. Remove the cylinder (14) from the steering casing (9). Remove the piston (12) and U-cup packings (11) and (13). Pull the rack (10) out of the steering casing (9).

Note: -

Service Training

After installing a new axle body, determine the required shim dimension „S“ again.

Place a lead wire between the washer (4) and the sealing ring (6). Torque the bolt (1) and washer (2) to 15 Nm. Measure the thickness of the lead wire. Round up to the next tenth and install the appropriate shim. Tighten the bolt (1) to 195 Nm.

Note:

Be sure that the 0 marks on the pinion and the rack are aligned during installation.

Service Training

1 2 3 4 5 6 7 8

Hexagonal screw Washer Cam plate Washer Shim Sealing ring Tapered roller bearing Circlip

9 10 11 12 13 14 15 16

Steering casing Rack U-cup packing Piston U-cup packing Cylinder Tapered roller bearing Sealing ring

Section

4

Page

3

Section

4

Page

4

Service Training

Cross section of steering

1 2 3 4 5 6 7

Roll pin mounted flush with washer Shim Pivot in steering casing filled with Linde heavy-duty grease, quantity 250 g Tighten the screw to 15 Nm. Determine dimension „S“ with lead wire and round up shim to next tenth. Tighten the screw to 195 Nm. Fill with Linde heavy-duty grease during installation. Fill with Linde heavy-duty grease during installation, quantity 55 g. Install screw with Loctite 270 and torque to 86 Nm.

Service Training 4.1.3

Section

4

Page

5

STEERING AXLE INSTALLATION

- Place the rubber seal on the steering casing (install in correct position). - Position the steering axle into the counterweight from below, raise it slightly and block it up. Route the long hydraulic hose between the front fastening bolt and the steering casing and connect to the left steering cylinder (1). - Connect the second hydraulic hose to the right steering cylinder (4). - Continue to raise the steering axle with supports until it contacts the counterweight. - Apply Loctite 270 to the M16x80 fastening bolt (3). - Install the bolts (5) and tighten to 195 Nm (19.9 kmp). - Screw microswitches 1S1 and 1S2 with the mounting plate onto the steering casing, ensuring that the microswitch switching rollers just contact the cams (2). - Bleed the steering system by operating the steering about 10 times through the full cycle. - Check the oil level in the oil reservoir, adding oil if necessary. - Mount the wheels. - Lower the truck. - Tighten opposite wheel mounting bolts (6) to 219 Nm.

Section

4

Page

6

Service Training

4.2

COMBINATION STEERING AXLE E 16P/ E 18P / E 20P

4.2.1

STEERING AXLE REMOVAL

-

Loosen the wheel mounting bolts on both wheels. Jack up the truck at least 350 mm at the rear and support it. Chock the front wheels to prevent them from rolling. Remove the rear wheels. Tilt the overhead guard back as far as the 2nd latch position Disconnect the steering sensor connector Place an oil tray underneath. Disconnect both steer cylinder hydraulic hoses at the pipes. Place an additional weight (2) underneath. Remove the fastening bolts (3) and washers (4). Lower the additional weight and remove it. Support the steering axle (8). Remove the steering axle fastening bolts (5). Remove the plates (6). Remove the supports one at a time to slowly lower the steering axle (8) and rubber mounts (7).

Service Training

Section

4

Page

7

Section

4

Page

8

4.2.2

Service Training

STEERING CYLINDER AND TRACK ROD LINK

-

Dismantle the steering axle. Remove the banjo bolts (11) along with the O-rings (12). Disconnect the two hydraulic hoses (10) at the steering cylinder (1). Drive out the roll pin (2) at the top and press the pin (3) out of the steering knuckle arm (15) to the track rod link. - Put the steering in the straight-ahead position. NOTE:

When pressing out the pin (3), support the underside of the steering knuckle arm (15) to prevent it from being damaged.

- Remove the track rod link (5) along with the bearings (6) and sealing rings (4) from the steering knuckle arm (15). - Unscrew the sensor nut and remove the sensor. - Mark the position of the two bearing brackets (8) in relation to the axle body (9). NOTE: -

The two bearing brackets must not be interchanged during re-assembly.

Unscrew the fastening screws (7) for the bearing brackets (8) and remove the bearing brackets. Remove the steering cylinder (1) and track rod links. Drive the roll pin (13) out the pin (14) on the steering cylinder at the track rod end and press the pin out. Remove the track rod link.

Service Training

Section

4

Page

9

Section

4

Page

4.2.3

10

Service Training

RENEWING THE STEERING CYLINDER SEALS

During the sealing of a steering cylinder it is particularly important to clean the cylinder tube and to rinse the two pressure pipes carefully to flush the dirt out of the pipes and to have fresh oil from the reservoir in the pipes. 4.2.3.1

STEERING CYLINDER (TYPE ROCHLITZ)

- Remove the steering axle and the steering cylinder. - Discharge the oil from the steering cylinders and dispose of it in an environmentally friendly manner - Clamp the steering cylinder in a vice. - Pull out the piston rod as far as possible to one side. - Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve. - Loosen the retaining ring (1) with a drift punch through a hole in the cylinder housing and remove it with a screwdriver. CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with the hand - Pull the piston rod out of the cylinder and remove the guide bushing (4) from the piston rod (9) - Replace the sealing ring (8) of the piston rod (9) - Remove the opposite retaining ring (1) CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Remove the second guide bushing (4) from the piston rod (9) - Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position (chamfer shows out). - Install the retaining ring (1). - Carefully insert the piston rod (9) into the cylinder from the opposite end and slide it in as far as possible through the guide bushing (4), taking care not to damage the sealing lips of the sealing elements. - Insert the second greased guide bushing (4), slide it in as far as the stop and fasten it with the retaining ring (1).

Detail A:

Detail B:

The set of seals of the steering cylinder includes the following items 2 x guide bushings (4) as steering cylinder type Weber with all sealing elements 1 x sealing ring (8)

Section

Service Training

Page

Detail A: 6

5

2

1

3

4

Detail B: 8

7

1 2 3 4 5 6

Retaining ring Wiper Grooved ring Guide bushing O-ring Guide ring

7 8 9

Cylinder housing Sealing ring Piston rod

9

4 11

Section

4

Page

4.2.3.2

Service Training

12

STEERING CYLINDER (TYPE WEBER)

- Remove the steering axle and the steering cylinder. - Discharge the oil from the steering cylinders and dispose of it in an environmentally friendly manner - Clamp the steering cylinder in a vice. - Pull the piston rod out as far as possible to one side. - Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve. - Loosen the retaining ring (1) with a drift punch through a hole at the cylinder housing and remove it with a screwdriver. CAUTION: Retaining ring may jump out. Cover the ring with a cloth.. - Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with the hand - Pull out the piston rod of the cylinder and remove the guide bushing (4) from the piston rod (11) taking care not to damage the guide bushing - Renew wiper (2), grooved ring (3), o-ring (5) and bearing ring (6) paying attention to the correct position (chamfer shows out). - Replace the guide rings (8) and the sealing ring (9) of piston rod (11) - Remove opposite retaining ring (1) CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Remove the second guide bushing (4) from the piston rod (11) and renew wiper (2), grooved ring (3), oring (5) and bearing ring (6) - Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position (chamfer shows out). - Install the retaining ring (1). - Carefully insert the piston rod (9) into the cylinder from the opposite end and slide it in as far as possible through the guide bushing (4), taking care not to damage the sealing lips of the sealing elements. - Insert the second greased guide bushing (4), slide it in as far as the stop and fasten it with the retaining ring (1).

Detail A:

Detail B:

The set of seals of the steering cylinder includes the following items 2 x grooved ring (3) 2 x wiper (2) 2 x O-ring (5)

2 x bearing ring (6) 2 x guide ring (8, 10) 1 x sealing ring (9).

Section

Service Training

Page

Detail A: 5

6

4

3

2

1

Detail B: 7

8

9

MANUFACTURER TYPE

1 2 3 4 5 6

Retaining ring Wiper Grooved ring Guide bushing O-ring Bearing ring

7 8 9 10 11

Cylinder housing Guide ring Sealing ring Guide ring Piston rod

10

11

4 13

Section Page

4.2.3.3

-

4 14

Service Training

RENEWING THE WHEEL HUB TAPERED ROLLER BEARINGS AND SHAFT SEALING RING

Jack up the truck and secure it. Remove the wheel. Remove the wheel hub (3). Loosen and remove the retaining nut (5). Remove the washer (7) and the roll pin (6). Drive out the wheel hub (8) from the inside out using a soft hammer. Do not let the inner race of the tapered roller bearing (4) fall out. Take the shaft sealing ring (1) out of the hub (8). Take the inner race of the tapered roller bearing (2) out of the wheel hub. Take the outer races of the tapered roller bearings (2) and (4) out of the wheel hub (8). Install the outer races of the new tapered roller bearings (2) and (4) in the wheel hub (8).

NOTE:

Be sure that the bearings are properly positioned.

- Fill the space around the tapered roller bearing (2) with Linde heavy duty grease. - Grease the inner races of the tapered roller bearing (2) well and install carefully on the outer race. - Fill the inside of the new shaft sealing ring (1) with Linde heavy duty grease and install it in the wheel hub in the correct position (sealing lip showing inside). - Slide the wheel hub onto the wheel shaft, taking care not to damage the shaft sealing ring (1) and that the inner race of the tapered roller bearing (2) does not stick. - Fill the space around the tapered roller bearing (4) with Linde heavy duty grease. - Grease the inner races of the tapered roller bearing (4) well and install carefully on the wheel shaft. - Slide the washer (7) onto the wheel shaft and drive in the cotter pin (6). - Install a new retaining nut (5) and tighten it with a torque of 210 Nm. - Fill the wheel cap (3) fully with Linde heavy duty grease, position the cap and drive it in place with a soft hammer.

Service Training

Section Page

4 15

Section Page

4.2.3.4

4 16

Service Training

RENEWING THE AXLE BODY TAPERED ROLLER BEARINGS AND WIPERS

-

Remove the steering axle. Remove the steering cylinder. Remove wheel hub (on E 25 / 30 only). Turn the steering axle so that the steering knuckles show, and secure it against turning. Slacken the retaining screw (7) for the steering knuckle arm (1) and unscrew it about 2 mm. Loosen the steering knuckle arm by tapping on the retaining screw (7). Unscrew the retaining screw a few millimetres several times and remove the steering knuckle arm from the axle body by tapping on the retaining screw. - Remove the retaining screw (7) and the steering knuckle arm (1). NOTE:

-

The steering axle of the E 20 truck has two retaining screws for securing the steering knuckle arm. Loosen both retaining screws equally to prevent the steering knuckle arm from seizing.

Pull out the axle body (8) upwards. Remove wiper (2), taking care that the inner race of the tapered roller bearing (3) does not fall out. Remove wiper (6) and the inner race of the tapered roller bearing (5). Extract both outer races of the tapered roller bearing (3) and (5).

NOTE:

When installing the tapered roller bearings, make sure that the outer and inner races of the two bearings are not interchanged.

-

Drive new outer races into the axle centre. Fill the space around the bearing completely with lithium-based grease. Grease the inner race of the tapered roller bearing (5) well and install it. Fill wiper (6) well with grease and drive it into the centre axle body with the aid of special tool part no. 000 941 9721. - Carefully install the axle body (8) in the centre axle body (4). - Grease the inner race of the tapered roller bearing (3) well and install it. - Fill wiper (2) well with grease and drive it into the centre axle body (4) with the aid of special tool part no. 000 941 9721. NOTE:

Detail X:

The top edge on the steel ring of wiper (2) must be flush with the face (9) of the centre axle (4).

Service Training

Section Page

4 17

- Install the steering knuckle arm (1) and insert the retaining screw (7). - At first torque the retaining screws (7) only to 120 - 150 Nm so that the rollers in the tapered roller bearings can come into alignment. - Move the axle body through the full swivel range several times so that the rollers in the tapered roller bearings can become aligned. - Tighten the retaining screws (7) to the full torque of 295 Nm.

Section Page

4.2.3.5 -

4 18

Service Training

INSTALLING THE STEERING CYLINDER AND TRACK ROD LINK

Insert the track rod links (5) into the steering cylinder (1). Coat the pin (14) with MoS2 grease and press it in (pressing force 5 - 50 kN). Secure the pin (14) with a roll pin (13). Place the steering cylinder along with the track rod links on the centre axle (9). Install the marked bearing brackets (8) correctly and fasten them with screws (7) (torque to 425 Nm). Coat the pin (3) with MoS2 grease and press it into the track rod link (5) and steering knuckle arm with the roller pin pointing up (pressing force 4 - 38 kN).

NOTE:

When pressing in pin (3), support the steering knuckle arm from below to prevent any damage to it.

- Secure pin (3) with a roll pin (2). - Install the hydraulic hoses (10) along with the banjo screws (11) and O-rings (12) on the steering cylinder (1).

Service Training

Section Page

4 19

Section Page

4.2.3.6

4 20

Service Training

STEERING AXLE INSTALLATION

- Install two rubber mounts (7) on the centre axle in the correct position. The round on the mounts must face the centre axle. - Install the steering axle (8) with the rubber mounts (7) in the counterweight from below, raise it slightly until the rubber mounts contact the counterweight and block it up. - Route the two hydraulic hoses through the counterweight into the battery compartment. - Route the steering sensor connecting cables in the counterweight. - Apply Loctite 270 to the steering axle fastening bolts (5). - Fasten the two plates (6) and rubber mounts (7) with bolts (5). - Tighten the bolts (5) to 195 Nm. - Connect both hydraulic hoses at the steering cylinder to the appropriate pipe. - Connect proximity switch connectors X6 and X7. - Install the battery. - Bleed the steering system by operating the steering about 10 times through the full cycle. - Check the oil level in the oil reservoir, adding oil if necessary. - Mount the wheels. - Lower the truck. - Tighten opposite wheel mounting bolts to 180 Nm.

Service Training

Section Page

4 21

Section Page

4.3

4 22

Service Training

SERVOSTAT

The Servostat is assembled below the front cross-member of the truck chassis. A taper with a pin is mounted at the end of the steering spindle. As soon as the overhead guard is opened, a mechanical coupling is made with the steering column that has an internally toothed coupling at its end that meshes into the taper or into the pin respectively. The Servostat is mainly composed of a rotor pump and a control valve combined in an assembly. The rotor pump is a toothed wheel pump that feeds the volume flow coming from the pump of the working hydraulics in compliance with the rotary movements of the steering wheel. The control valve is composed of the steering housing with the valve bore and the axially movable valve spool rotating in it. The axial movement of the valve spool causes the increase of the working pressure and the re-control of the oil flow in compliance with the rotating direction at the steering wheel. When turning the steering wheel, the pump motor is switched on and runs with a speed of 700 or 1000 min-1. The turning of the steering wheel is recognized by a switch or sensor. In trucks of previous series, the steering wheel turning is recognized by a Reed contact switch. The valve spool has a grooved nut with a pin engaging in it. When turning the steering wheel and with the movement of the spool valve, the pin is lifted. A Reed contact is controlled via a bushing with a ring magnet connected with the pin. This Reed contact transmits a signal to the electronic system of the working hydraulics that make the pump motor run at basic speed as soon as the steering wheel is turned. In trucks of recent series, the turning of the steering wheel is recognized by an inductive sensor activated by a toothed shaft at the steering control valve.

Service Training

Section Page

4 23

Section Page

4.3.1

4 24

Service Training

STEERING CONTROL VALVE WITH INDUCTIVE SENSOR

The steering control valve has been replaced with a different valve with an inductive sensor to recognise the turning movement of the steering wheel. Steering control valve with inductive sensor Trucks with a low chassis from H2X335P04374 Trucks with a high chassis from H2X335P04653 The former steering control valve with the reed switch is no longer available from our spare parts service. However, the reed switch for the former steering control valve continues to be available. If the steering control valve with the reed switch has to be replaced in a truck, the steering control valve with inductive sensor must be ordered together with the corresponding attachments. -

Steering control valve Steering column Rubber plate Cable harness Studs 2x Hex head screws 2x

Installation of a new steering control valve -

Open the overhead guard up to the second lock-in position Remove the truck battery Remove the rubber cover (1) from the traction motors Loosen the hydraulic connections and unscrew them from the steering control valve Pull off the plug from the reed switch Remove the two hexagon nuts (4) at the holding plate (2) from the steering control valve Remove the two hex head screws (3) from the holding plate (2) Remove the holding plate (2) Remove the four rubber bushes and the rubber plate Take the old steering control valve out of the chassis cross-member (5) Unscrew the hydraulic connecting piece from the old steering control valve Screw the hydraulic connecting pieces into the new steering control valve Screw two studs (6) from the retrofit kit into the new steering control valve Put the steering column (7) onto the steering control valve Insert the steering control valve from below into the chassis cross-member Install rubber bushes (8) Install the new rubber plate (11) with the recess pointing to the left on the cross-member Install the line of the inductive sensor into the recess of the rubber plate (11) Place the holding plate (10) onto the steering column Screw the hex nuts (12) onto the studs and tighten them Screw the hex head screws (9) from the retrofit kit into the steering control valve and tighten them Screw the hydraulic lines to the steering control valve Plug the connector 3B2 from the cable harness of the retrofit kit onto the inductive sensor of the steering control valve Connect the plug 3S1 of the cable harness with the plug 3S1 of the truck cable harness Remove the holding screws of the fuse holder of the electrical system Lay the red/white lead of the cable harness in the interior of the battery, leading it backwards into the electrical system, and fix it Plug the red/white lead into the fused socket-outlet 1F5:1

Section

Service Training

4

Page

25

5

3

4

2

1

7

6

9

12 8

11 9

10

Section Page

4.4

4 26

Service Training

RENEWING OF STEERING POSITION POTENTIOMETER

- Turn steering axle to the right to the end stop and turn off the motor - Disconnect the connector X7 from the steering position potentiometer - Unscrew two hexagon head screws M5x30 and remove support plate with cover of the potentiometer housing - Pull out steering position potentiometer - Install new steering position potentiometer - Put on cover with support plate - Screw in the two hexagon head screws and lightly tighten them so that a movement of the housing is still possible - Connect connector X7 - Turn on the truck - Turn the sensor housing until a voltage of 12.5 V is displayed in the window (81) of the traction control diagnosis under parameter us - Tighten hexagon head screws M5x30 with 3 Nm - Program steering end stops in the window (81)

Service Training 5

CONTROLS

5.1

TRAVEL CONTROL

Section

5

Page

1

The travel control pedals are integrated in the overhead guard. Two different types of pedal group models are available: Double-pedal model Single-pedal model The truck is braked either mechanically (brake pedal) or electrically (regenerative braking and plug braking). In trucks of the single-pedal group, a direction indicator 1S13 is installed in the arm rest in front of the joystick.

5.1.1

TRUCK SPEED CONTROLLER

The truck speed controller is mounted below the truck floor plate and is activated by means of the pedals. The truck speed controller includes a reference potentiometer and a monitoring potentiometer. The two potentiometer sliders are connected mechanically. The slider tracks of both potentiometers are supplied with a voltage of approx.14.3 V. The polarity of this voltage, however, is interchanged at the end of the two slider tracks.

Section

5

Page

2

Service Training

Potentiometer

Bracket

Connector 1X10

Slider track monitoring potentiometer

Voltage supply +15 V

Slider signal monitoring potentiometer

Voltage supply battery minus

Slider signal reference potentiometer

Slider track reference potentiometer

The consequence is that the output signal between the two sliders C1 and C2, added by the processor, must always be 15 V. If an error occurs in the truck speed controller potentiometers or in the supply voltage (e.g. cable breakage) , the signal between the two slider points changes and the controller recognizes a fault. The output voltage at slider C2 of the reference potentiometer controls the sense of rotation and the speed of the drive motors. The output voltage at slider C1 of the monitoring potentiometer is used as signal in order to check the perfect electric functioning of the reference potentiometer. The truck speed controller is connected to the control system by means of the 4-pole connector 1X10. The supply of the controller is made via the connector 1X10:4 with +15 V and via the connector 1X10:1 with battery minus. The output signal of the reference potentiometers is connected to the traction electronics via the connector 1X10:2 and the output signal of the monitoring potentiometer is connected via connector 1X10:3. The two output voltages can be displayed in window (6). NOTE:

During the installation of a new truck speed controller, pedal zero position is to be calibrated (window 8).

Service Training

Section

5

Page

3

Replacement of the speed controller - Disconnect connector 1X10 from the controller - Unscrew two socket head screws at the truck speed controller and pull out the controller - Insert the new controller in the driving adapter and pay attention that the controller bracket engages in the recess of the driving adapter - Twist the controller against the spring and fix it with the two socket head screws - Connect connector 1X10 and calibrate controller zero position in window (8) of the truck control diagnosis.

5.1.1.1

ADJUSTMENT OF THE PEDAL STOP SCREWS

The adjustment of the maximum output voltage of the truck speed controller is made by means of the stop screws of the two pedal levers. Window 8 is to be used for adjustment of the stop screws. The truck speed controller voltage of the reference potentiometer is displayed via the parameter u1c. Adjust the stop screws in such a way that the following voltage values result: Pedal maximum in forward direction: Pedal maximum in reverse direction:

5.1.2

u1c = 11.5 V ± 0.05 V u1c = 3.5 V ± 0.05 V

SINGLE-PEDAL DIRECTION SWITCH

The single-pedal direction switch 1S13 is connected to the 6-pole connector 9X8. In case of two-pedal trucks, the connector 9X8 includes a bridge plug that connects the pins :1, :2, :3 and :4. With single-pedal trucks, a battery minus signal available at the pin :1 is switched to the traction electronics via the direction switch. Forward direction Reverse direction Zero position switch

from connector 9X8:4 to traction electronics X13:36 (single control 1X11:8) from connector 9X8:2 to traction electronics X13:17 (single control 1X11:22) from connector 9X8:3 to traction electronics X13:74 (single control 1X11:7)

Pins :5 and :6 of connector 9X8 are connected with the composite instrument and control the signal lamps of the direction selection in the composite instrument.

Section

5

Page

4

5.2

Service Training

BRAKING

The truck is equipped with a hydraulically operated foot brake. Depressing the brake pedal operates the brake master cylinder. The master cylinder initiates and controls the entire braking procedure. The master cylinder piston presses the brake fluid in the braking system into the slave cylinder. The force of the slave cylinder presses the brake lever with the brake linings against the brake discs. The brake discs, provided with cooling fins, are pressed directly against the traction motor armature shafts. When the parking brake is applied, the external shoe brake is operated mechanically via a cable.

5.2.1

RENEWING THE BRAKE LININGS

The brake linings must be renewed when they are worn down to 2 mm at the weakest point. -

Extend the mast and secure the fork carriage. Tilt the mast back. Remove the front rubber mat. Release the parking brake. Tilt the overhead guard back to the first detent. Remove the fastening screws at the slave cylinder mount on the left traction motor. Put the slave cylinder and mount assembly to the side, taking care not to bend the brake line and the parking brake cable.

NOTE:

-

When raising the brake levers, do not lose the two compression springs.

Remove the fastening screws on both brake linings. Install the new brake linings, centre them on the brake disc and tighten the screws (to 23 Nm). Install the compression springs. Install the slave cylinder and mount on the left traction motor (torque to 46 Nm).

5.2.2

ADJUSTING THE PARKING BRAKE

- Tilt the overhead guard back to the first detent. - Release the parking brake. - After loosening the locknut (1) turn the adjusting screw (5) down until the brake linings press firmly against the bake disc. - Turn the adjusting screw (5) back 2 turns and tighten the locknut (1). - Adjust the parking brake cable with nuts (2) and (3) on the threaded piece (4) so that there is no play. Then secure the position by tightening nuts (2) and (3). NOTE:

When making a functional check of the parking brake, a noticeable resistance should be evident starting with the 2nd and at least with the 4th notch (the brake linings contact the brake disc). Between the 1st and 2nd notch on the brake lever the microswitch for the traction current must be actuated. From the 4th to the 6th notch the brake must hold the truck against the reduced traction current.

Service Training

Section

5

Page

5

5.2.3

ADJUSTING THE FOOT BRAKE

NOTE:

The braking system is not self-adjusting. If the pedal travel is too long, the complete braking system must be adjusted. The parking brake should already be adjusted as described in section 4.5.2.2.

The basic adjustment of the foot brake is made with the clevis (9) connecting the brake master cylinder (7) and the lever (11). - Close the overhead guard. - Depress the brake pedal until the brake pedal roller contacts the brake lever (11) (noticeable resistance). - The pedal travel should be about 4 to 6 mm. If the distance deviates, correct the adjustment at the clevis (9) as described below. -

Tilt the overhead guard back as far as the 1st detent. Loosen the locknut (8) on the clevis (9). Remove the pin retainer (10). Swing the lever (11) up.

1 2 3 4

Locknut Nut Nut Threaded piece

5 6 7 8

Adjusting screw Slave cylinder Master cylinder Locknut

9 10 11

Clevis Pin retainer Lever

Section

5

Page

6

Service Training

- Adjust the pedal travel by turning the clevis (9) (turning clockwise reduces the travel, turning anticlockwise increases the travel). - Tighten the locknut (8). - Close the overhead guard. - Check the brake pedal travel and re-adjust it, if necessary.

5.2.4

RENEWING THE BRAKE FLUID

As the brake fluid is hygroscopic and as water reduces the brake fluid boiling point, it must be renewed every 3000 operating hours or at least every 2 years. -

-

Remove the dust cap on the bleed screw on the master cylinder. Unscrew the brake fluid reservoir cap and draw out the old brake fluid. Fill the new brake fluid into the reservoir. Install a plastic hose on the bleed screw. Put the other end into a glass container containing a little new brake fluid. Operate the lever on the master cylinder until increased pressure is noticeable. Loosen the bleed screw by 3/4 turn. With the lever operated fully, tighten the bleed screw. Repeat the same procedure at short intervals so that brake fluid can flow into the braking system again. Repeat this procedure until the emerging brake fluid is free of air bubbles and only new brake fluid is flowing out. Observe the brake fluid level in the reservoir during the entire procedure. Tighten the bleed screw with the last stroke. Release the lever. Remove the plastic hose. Replace the dust cap on the bleed valve. Refit the brake fluid reservoir cap.

Service Training 6

Section

6

Page

1

ELECTRICAL EQUIPMENT

Up to serial number H2X335N06314, the 335-02 series of trucks (Model E14-20) have a single-controller design, i. e. they are equipped with separate control units for traction (LDC30...) and for lifting (LLC30...). As from serial number H2X335N06315, the trucks are produced with a combined control unit (LDC40...). This combination controller integrates the traction and lifting functions in one unit. 6.1

INTRODUCTION CAUTION Prior to performing work on the electrical equipment, make sure that the battery connector has been disconnected and the capacitor voltage has dissipated. The capacitors in the power units are automatically discharged through the discharging circuit. This process may take up to three minutes. To ensure that the capacitors are discharged, check the capacitor voltage between the connections 1 and 2 on the power unit (with battery connector disconnected). The voltage should be less than 5 Volts.

CAUTION Do not dismantle electrical components of the truck whilst the truck is connected to the battery. This also applies to the withdrawal of plug connectors. The following instructions must be observed whenever work is being performed on the electrical equipment: -

Jack truck drive wheels clear of the floor. Securely chock truck in position. Actuate emergency isolator. Disconnect battery. Wait for the capacitors in the intermediate circuit to discharge. Prior to restarting, perform test with truck still raised.

CAUTION The reduction of traction speed and working speed via switches is an optional extension of the truck function, which may only be used in applications where there is no safety problem. Internally, the inputs X13:73 (1X11:5 individual controller) and X13:96 are non- redundant and there is no safety monitoring. For this application, the controller corresponds to safety category 1 in accordance with EN 954-1. Before this option is installed, a risk analysis for the function has to be made. The influence on the other functions of the truck has to be checked. For the risk analysis, please refer to the standards EN 954 Part 1, EN 1050, EN 292 Part 1/2 and EN 1175. The resulting safety category for the overall system must be complied with. If the connections are used beyond the variants authorized by the manufacturer, conformity within the meaning of the Machinery Directive 98/37/EG must be ensured by the fitter (dealer). Also the circuit elements are divided into safety categories in accordance with EN 1050/EN 1175. Their function must be checked every day prior to startup. Should the extension of the truck function lead to increased danger, it must not be implemented. In this case, please consult us for alternative solutions (UPA).

Section

6

Page

2

Service Training

6.2

EXPLANATION OF FUNCTIONS

6.2.1

TRACTION DRIVE

The use of shunt motors as drive motors offers the following advantages: -

Reversal of the direction of movement is possible without direction contactors Regenerative operation can be achieved without contactors Simple, optional field weakening without additional components Improved cornering capability Improved temperature monitoring in the power unit Stable speed maintained with different loads. Motor speed

Shunt motor

Series motor

Armature current In the shunt motor, the field winding is not connected in series with the armature winding. The field winding is controlled by means of a separate power unit. Speed and direction of rotation of the motor can be controlled according to the polarity and the flow of current in the field winding. The direction of the current in the armature winding remains the same (except in the braking mode).

Positive battery terminal Armature current IA

Field current IF

Bottom Transistor Negative battery termimal

Field transistor bridge

Service Training 6.2.1.1

Section

6

Page

3

MOTOR CONTROL

The shunt control operates with a clock frequency of 16 kHz. Since the direction of travel is controlled via the exciter field, no direction contactors are required. The electrical system incorporates two power units, which drive the three motors. The power unit A1 integrates the main-current unit for the left traction motor and the pump motor. The power unit 1A1 includes the main-current unit for the right traction motor. The system is activated through the controller A2. A starting contactor K1 is provided for the entire electrical system; this contactor is activated after the key switch has been switched on. To control the motor speed, the armature voltage is controlled according to the position of the accelerator, via the bottom transistor and the exciter field. This occurs in proportion to the travel speed and the motor current. When accelerating, the armature voltage and the exciter current are increased initially. When a speed of approx. 6 km/h has been reached, the exciter current is kept constant so that there is a constant current of approx. 17 A per traction motor is obtained in the exciter field. The voltage at the armature winding continues to increase, until at about 12 km/h the full battery voltage is applied to the armature winding. When a speed of approx.8 km/h has been reached, the exciter current is reduced, until at a speed of approx. 15 km/h there is an exciter current of 4.5 A. With high torque loads and low speed, a field current in the shaded area is possible.

Speed in km/h

Speed in km/h

Section

6

Page

4

Service Training

When the truck is stationary, an alternating current is applied to the exciter coil in order to prevent residual magnetism being generated in the exciter coil. If the truck started to move, residual magnetism would cause a further acceleration of the traction motors. This alternating current is generated by alternately switching on the field transistor bridge for brief periods.

6.2.1.2

FORWARD DIRECTION

For the forward direction, both top transistors of the power units 1A1 and A1 are switched on. The field winding of the two traction motors is excited by supplying a clock pulse (16 kHz) to the field transistors in the two power units. Field transistors S5/S8 are activated for the right-hand motor, field transistors S9/ S12 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power units.

6.2.1.3

REVERSE DIRECTION

For the reverse direction, both top transistors or the power units 1A1 and A1 are switched on. The field winding of the two traction motors is excited by supplying a clock pulse to the field transistors in the two power units. Field transistors S7/S6 are activated for the right-hand motor, field transistors S10/S11 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power units.

Service Training 6.2.1.4

Section

6

Page

5

FREE-WHEEL CIRCUIT

When the bottom transistor is switched off, an induced voltage is generated in the armature windings of the traction motor. This induced voltage is reduced via the activated top transistor and the top diode.

6.2.1.5

REGENERATIVE BRAKING

If the accelerator pedal is returned to the neutral position, or if the pedal is moved in the opposite direction, regenerative braking is automatically activated. During the braking operation, the generator current produced by the traction motor is fed back into the battery. At the start of the braking phase, the top transistor is switched off, and the field winding is excited in the opposite direction. This causes the motors to operate in the regenerative mode when the traction motors are activated. The generator voltage or generator current is regulated by the clock pulses of the bottom transistor and the field transistor bridge.

Section

6

Page

6

6.2.2

PUMP MOTOR

Service Training

The pump assembly of the working hydraulics consists of a series-wound motor with a flange-mounted gear pump. The pump motor is controlled via the power unit A1. The functions of the working hydraulics are activated by means of joysticks. These joysticks provide an electrical signal , which is processed by the truck controller. The truck controller controls the speed of the pump motor via the the power unit, and thus also the oil quantity of the hydraulic pump and the opening section of the control valve. At the connection A1, the pump motor is supplied with a positive battery voltage as soon as the main contactor is activated. The negative connection D2 of the pump motor is connected to the MOSFET of the power unit A1. The MOSFET is activated with a clock frequency of 16 kHz. By controlling the PWM, the average voltage of the pump motor and thus the speed are controlled. On the pump motor, the speed sensor 2B8 is located, which transmits the motor speed signal back to the controller. Further, a free-wheeling diode is installed in the power unit A1, which protects the MOSFET from inductive voltage peaks.

Service Training 6.3

POWER UNITS

6.3.1

GENERAL

Section

6

Page

7

The truck has two separate power units. The power unit 1A1 controls the right-hand traction motor 1M1, the power unit A1 controls the left-hand traction motor 1M2 and the pump motor 2M1. The power units are equipped with a 29-pole connector through which they are linked to the controller. The main-current connections of the power transistors are brought to the outside through stud bolts. The motor cables are connected to these studs. Each power unit independently administers the associated motor. The power unit contains a total of six MOSFET transistors for the traction motor. Two transistors control the armature winding of the traction motor. The top transistor is always switched on during normal driving operation. The bottom transistor controls the armature voltage. The shunt winding of the traction motor is controlled through a bridge circuit consisting of four transistors. This bridge circuit enables the flow of current in the shunt winding to be controlled in both directions. Information on the desired torque and speed of rotation of the motor is supplied by the controller to the power unit through the PWM signals for the individual transistors. The power units integrate the current feedback value transducers which serve to determine the motor current. Thermal sensors are provided in the area of the power transistors to monitor the temperature of the transistors. As soon as the transistor temperature reaches 75 °C, the motor current is reduced continuously. Monitoring of the temperature and the associated power reduction or complete shut-down is initiated by the controller. The capacitors in the intermediate circuit are located underneath the upper part of the power unit housing. These capacitors serve for buffering the battery voltage. The power units are monitored by the controller A2, by monitoring the voltages at the various transistors.

Section

6

Page

8

Service Training

Assembly of the power units: - Prior to starting the assembly work, disconnect the battery connector - Remove dust and foreign objects from the bolting surface of the power modules in the area of the heat sink. - Remove dust and foreign objects from the bolting surface of the counterweight. - With the help of a spatula, apply a very thin (1/10 mm) layer of heat conduction paste WP12 to the power module's fastening surface, to reduce the heat transfer resistance between the power module and the counterweight. - Position power module in correct position. - Alternatingly tighten the M10 x 35 hexagon socket screws. The tightening torque is 40 Nm. - Screw-on main-current leads and monitoring leads for feedback of the capacitor voltages to the power unit. Tightening torques: Battery and motor leads 8 - 10 Nm , Exciter winding leads: 3.5 Nm.

NOTE:

Be sure to connect the black/white lead to the power unit A1 connection :2 and the black/yellow lead (feedback of capacitor voltage of power unit to controller) to the power unit 1A1 connection :2. Failure to observe this requirement will cause the truck to malfunction.

- Insert and lock plug connector on the power unit. NOTE:

Be sure to tighten the M10 x 35 hexagon socket screws with the correct torque to ensure good contact of the power modules with the supporting surface. After 30 min tighten the hexagon socket heads screws once more alternately as the layer of heat conduction paste may change over this period.

6.3.2

POWER UNIT A1

2

1 3

4

5

6

7

Service Training Main-circuit connections 1 2 3 4 5 6 7

Negative connection for the power unit Positive connection for the power unit Drain connection for the power transistor for the pump motor D2 Field winding connection F1 for the left-hand traction motor Armature connection A2 for the left-hand traction motor Field winding connection F2 for the left-hand traction motor Armature connection A1 for the left-hand traction motor

Connector pin assignment X11 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29

PWM transistor signal for pump motor 2M1 0 V for PWM transistor signal for pump motor 2M1 Not used Field voltage of traction motor 1M2 Not used Actual current transducer signal, traction motor 1M2 0 V for actual current transducer 1M2 Not used Not used Not used Not used PWM signal for top transistor, armature of traction motor 1M2 0 V for PWM transistor signal, traction motor 1M2 Voltage of top transistor, armature, traction motor 1M2 Voltage of bottom transistor, armature, traction motor 1M2 Chip temperature Mosfet transistors 1M2 Chip temperature Mosfet transistors 2M1 Not used 0 V for PWM transistor signal for pump motor2M1 PWM signal for bottom transistor, armature of traction motor 1M2 PWM signal for field transistors S9/S12, traction motor 1M2 PWM signal for field transistors S11/10, traction motor 1M2 Field voltage of traction motor 1M2 Not used Fault signal, power unit 1M2 Fault signal, power unit 2M1 Not used + 24 V power supply from voltage transformer Battery negative supply

Section

6

Page

9

Section Page

6.3.3

6 10

Service Training

POWER UNIT 1A1

Main-circuit connections 1 2 8 9 10 11

Negative connection for power unit Positive connection for power unit Armature connection A1 for the right-hand traction motor Field winding connection F2 for the right-hand traction motor Armature connection A2 for the right-hand traction motor Connection of field winding F1 for the right traction motor Connector pin assignment 1X13

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

PWM signal for top transistor for armature of traction motor 1M1 PWM signal for bottom transistor for armature of traction motor 1M1 0 V for actual current transducer 1M1 Signal of actual current transducer, traction motor 1M1 Voltage of bottom transistor for armature of traction motor 1M1 Fault signal, power unit 1M1 Field voltage of traction motor 1M1 Not used PWM signal for field transistor S5/S8, traction motor 1M1 PWM signal for field transistor S7/6, traction motor 1M1 0 V for PWM transistor signal traction motor 1M1 Field voltage of traction motor 1M1 Voltage of top transistor for armature of traction motor 1M1 Chip temperature Mosfet transistors 1M1 +24 V power supply from voltage transformer Battery negative supply

Service Training 6.3.4

Section Page

6 11

POWER UNIT TEMPERATURE MONITORING

The two power units also contain temperature sensors to measure the temperature of the power transistors. The power of the motors is reduced in accordance with the temperature measured.

6.3.4.1

POWER TRANSISTORS OF THE TRACTION DRIVE

If the temperature of the MOSFET transistors in the power unit rises to a value above 70 °C the maximum available motor power is reduced. At a temperature of 80°C, only 50% of the maximum motor power is available. If the temperature reaches a value > 70 °C, a fault is signalled. Fault 58 is memorised for the power unit 1A1, fault 68 for the power unit A1.

Power in %

Temperature in °C

Section

6

Page

Service Training

12

6.3.4.2

POWER TRANSISTORS OF THE WORKING HYDRAULICS

If the temperature of the MOSFET transistors in the power unit rises to a value above 90 °C, the maximum available motor power is reduced. At a temperature of 110°C the pump motor is no longer activated. If the temperature reaches a value > 90 °C, a fault is signalled. Fault 28 is memorised for the power unit A1.

Power in %

100

50

20

40

60

80

100

120

Temperature in °C

33502_06-23

NOTE To ensure proper operation of the truck, correct dissipation of the heat generated by the power units is essential. Overheating of the power units may result from the following causes: Incorrect assembly of power units Incorrect application of the heat conduction paste (film too thick) Sluggish movement of the motor (Bearings, gearbox, brake, pump) Overloading of the motor In addition, proper functioning of the fans is important. Clean the filters within the framework of periodic inspection and maintenance and check their proper functioning. To test the fans, pull off connector from one of the traction motors or the pump motor: All fans should operate when this has been done.

Service Training

Section Page

6 13

6

Section

Service Training

14

Page

6.4

POSITION OF CONNECTORS

6.4.1

TRUCKS WITH INDIVIDUAL CONTROLLERS

6.4.1.1 E 14 INDIVIDUAL CONTROLLERS

1X3 1X8 9X11

1X1 1X7 9X10 6X9

X5

5X13 4X1

X9 2X2 2X6 9X12

1X4

1X5 2X3 2X4

1X10

1X6

1X2 2X5 9X8 6X1

9X7

X10

1X13

X31

X4, X3 X12, X7

1X11 2X1

X11

X8

X1 X2

Section

Service Training Connector X1 X2 X3 X4 X5 X7 X8 X9 X10 X11 X12 X31 1X1 1X2 1X3 1X4 1X5 1X6 1X7 1X8 1X10 1X11 1X12 1X13 2X1 2X2 2X3 2X4 2X5 2X6 4X1 5X13 6X1 6X9 9X7 9X8 9X10 9X11 9X12

Function

42-pole Main cable harness - output cable harness 10-pole Main cable harness - output cable harness 2-pole Microswitch S2 emergency stop 2-pole Contactor coil K1 2-pole Switch 3S1 steering 4-pole Steering position sensor 3B1 S6-pole Voltage converter U1 3-pole Overhead guard switch S4 Battery connector 29-pole Power unit A1 6-pole Charge/discharge circuit Central neg. battery connection 4-pole Speed sensor 1B1 4-pole Diagnosis connector traction electronics S4-pole Speed sensor 1B2 3-pole Hand brake switch 1S4 3-pole Stop pedal switch 1S5 2-pole Seat switch S3 4-pole RH traction motor 1M1 4-pole LH traction motor 1M2 4-pole Accelerator 1A4 42-pole Traction electronics 1A2 42-pole Traction electronics 1A2 16-pole Power unit 1A1 42-pole LLC 2A1 4-pole Speed sensor 2B8 6-pole Joystick 2B1 6-pole Joystick 2B2 4-pole Diagnosis connector LLC 4-pole Pump motor 2M1 2-pole Connector of signal horn switch 4S1 3-pole Connector of turn-signal indic. pilot lamp 4-pole Diagn. connector composite instr. 36-pole Composite instrument 6P2 4-pole Power supply SA 6-pole Single pedal switch 1S13 2-pole Fan 9M1 2-pole Fan 9M2 2-pole Fan 9M3

Page

6 15

Position Counterweight electr. equipment, RH side Counterweight electr. equipment, RH side Counterweight electr. equip.,underneath traction electr. Counterweight electr. equip., underneath traction electr. Steering control valve Counterweight electr. equip., underneath traction electr. Counterweight electr. equipment, RH side Overhead guard, behind steering column covering Counterweight electr. equipment, RH side Counterweight electr. equipment, RH side Counterweight electr. equip., underneath traction electr. Conductor bar betweeen power unit A1 and 1A1 Holding plate at RH traction motor Behind switch cover, left of steering column Holding plate at LH traction motor Above control valve of working hydraulics Underneath floor plate of overhead guard Driver's seat, back right Holding plate at RH traction motor Holding plate at LH traction motor Underneath floor plate of overhead guard Counterweight electr. equipment, middle Counterweight electr. equipment, middle Counterweight electr. equipment, LH side Counterweight electr. equipment, middle Holding plate pump motor Underneath joystick arm rest Underneath joystick arm rest Behind switch cover, left of steering column Holding plate pump motor Behind switch cover, right of steering column Behind switch cover, right of steering column Behind of switch cover, left of steering column Right of steering column at composite instrument Underneath overhead guard, back right Behind cover switch, left of steering column Holding plate at RH traction motor Holding plate at LH traction motor Holding plate pump motor

6

Section

Service Training

16

Page

6.4.1.2 E 16 - 20 INDIVIDUAL CONTROLLERS

1X3 1X8 9X11

1X1 1X7 9X10 6X9

X5

5X13 4X1

X9 2X2 2X6 9X12

1X4

1X5 2X3 2X4

1X10

1X6

1X2 2X5 9X8 6X1

9X7

X1 X2 X10 X8

1X13 2X1

X11

X31

1X11

X3,X4,X7,X12

1X12

Section

Service Training Connector X1 X2 X3 X4 X5 X7 X8 X9 X10 X11 X12 X31 1X1 1X2 1X3 1X4 1X5 1X6 1X7 1X8 1X10 1X11 1X12 1X13 2X1 2X2 2X3 2X4 2X5 2X6 4X1 5X13 6X1 6X9 9X7 9X8 9X10 9X11 9X12

Function

42-pole Main cable harness - output cable harness 10-pole Main cable harness - output cable harness 2-pole Microswitch S2 emergency stop 2-pole Contactor coil K1 2-pole Switch 3S1 steering 4-pole Steering position sensor 3B1 S6-pole Voltage converter U1 3-pole Overhead guard switch S4 Battery connector 29-pole Power unit A1 6-pole Charge/discharge circuit Central battery neg. connection 4-pole Speed sensor 1B1 4-pole Diagnosis connector traction electronics S4-pole Speed sensor 1B2 3-pole Hand brake switch 1S4 3-pole Stop pedal switch 1S5 2-pole Seat switch S3 4-pole RH traction motor 1M1 4-pole LH traction motor 1M2 4-pole Accelerator 1A4 42-pole Traction electronics 1A2 42-pole Traction electronics 1A2 16-pole Power unit 1A1 42-pole LLC 2A1 4-pole Speed sensor 2B8 6-pole Joystick 2B1 6-pole Joystick 2B2 4-pole Diagnosis connector LLC 4-pole Pump motor 2M1 2-pole Connector of signal horn switch 4S1 3-pole Connector of turn-signal ind. pilot lamp 4-pole Diagn. connector composite instr. 36-pole Composite instrument 6P2 4-pole Power supply SA 6-pole Single pedal switch 1S13 2-pole Fan 9M1 2-pole Fan 9M2 2-pole Fan 9M3

Page

6 17

Position Counterweight electr. equipment, LH side Counterweight electr. equipment, LH side Counterweight electr. equip.,underneath traction electr. Counterweight electr. equip., underneath traction electr. Steering control valve Counterweight electr. equip., underneath traction electr. Counterweight electr. equipment, LH side Overhead guard, behind steering column covering Counterweight electr. equipment, RH side Counterweight electr. equipment, LH side Counterweight electr. equip., underneath traction electr. Conductor bar betweeen power unit A1 and 1A1 Holding plate at RH traction motor Behind switch cover, left of steering column Holding plate at LH traction motor Above control valve of working hydraulics Underneath floor plate of overhead guard Driver's seat, back right Holding plate at RH traction motor Holding plate at LH traction motor Underneath floor plate of overhead guard Counterweight electr. equipment, middle Counterweight electr. equipment, middle Counterweight electr. equipment, RH side Counterweight electr. equipment, LH side Holding plate pump motor Underneath joystick arm rest Underneath joystick arm rest Behind switch cover, left of steering column Holding plate pump motor Behind switch cover, right of steering column Behind switch cover, right of steering column Behind of switch cover, left of steering column Right of steering column at composite instrument Underneath overhead guard, back right Behind cover switch, left of steering column Holding plate at RH traction motor Holding plate at LH traction motor Holding plate pump motor

6

Section

6.4.2

Service Training

18

Page

TRUCKS WITH COMBINATION CONTROLLER

6.4.2.1 E 14 COMBINATION CONTROLLER

X9 4X1 9X10 1X7

9X11 1X8

5X13 6X9 1X2 2X5 6X1

X5

1X4

1X5 1X10

2X3 2X4 9X7

2X2 2X6 9X12

1X6

X10

1X13

X31

X4, X3 X12, X7

X13

X11

X8

X1 X2

Section

Service Training

Page

6 19

Connector

Position

X1 X2 X4 X7 X8 X9 X10 X11 X12 X13 X31 1X2 1X4 1X5 1X6 1X7 1X8 1X10 1X13 2X2 2X3 2X4 2X5 2X6 3X1 4X1 5X13 6X1 6X9 9X7 9X8 9X10 9X11 9X12

Electrical equipment, RH side Connector to main cable harness Electrical equipment, RH side Connector to main cable harness Underneath controller Main contactor K1 Underneath controller Curve sensor 3B1 Underneath controller Voltage transformer U1 Underneath cover on the steering col. Overhead guard switch S4 On rear battery compartment Battery connector Electrical equipment, RH side Power unit A1 Underneath controller Charging circuit Electrical equipment, middle Controller A2 Electrical equipment, RH side Central negative connection Operator panel, front left Diagnostic connector - Traction On hand brake lever Hand brake switch 1S4 Undernmeath floor plate Stop pedal switch 1S5 Underneath driver's seat Seat switch S3 On RH traction motor Thermal sensor, carbon brush switch On LH traction motor Thermal sensor, carbon brush switch Underneath floor plate Accelerator 1A4 Electrical equipment, LH side Power unit 1A1 On pump motor Speed sensor 2B8 In arm rest Joystick 2B1 In arm rest Joystick 2B2 Operator panel, front left Diagnostic connector - Lifting On pump motor Thermal sensor, carbon brush switch Chassis, front left Connection of reed switch steering 3S1 Underneath covering of steering colum Horn switch 4S1 Operator panel, front right Flashing control Operator panel, front left Diagnostic connector, composite instrument Operator panel, front right Composite instrument 6P2 Underneath the cabin- driver's seat Connector for special equipment In arm rest Direction switch 1S13 - Single pedal RH tranction motor Fan 9M1 LH traction motor Fan 9M2 On pump motor Fan 9M3

42-pole 10-pole 2-pole 4-pole 6-pole 3-pole 2-pole 29-pole 6-pole 121-pole 4-pole 3-pole 3-pole 2-pole 4-pole 4-pole 4-pole 16-pole 4-pole 6-pole 6-pole 6-pole 2-pole 3-pole 2-pole 3-pole 6-pole 36-pole 6-pole 6-pole 2-pole 2-pole 2-pole

Function

6

Section

6.4.2.2

Service Training

20

Page

E 16 - E 20 COMBINATION CONTROLLER

X9 4X1 9X10 1X7

9X11 1X8

5X13 6X9 1X2 2X5 6X1

X5

1X4

1X5 1X10

2X3 2X4 9X7

2X2 2X6 9X12

1X6

X10

X1 X2

X8

X11 X13

X4, X3 X31 X12, X7

1X13

Section

Service Training

Page

6 21

Connector

Position

X1 X2 X4 X7 X8 X9 X10 X11 X12 X13 X31 1X2 1X4 1X5 1X6 1X7 1X8 1X10 1X13 2X2 2X3 2X4 2X5 2X6 2X7 3X1 4X1 5X13 6X1 6X9 9X7 9X8 9X10 9X11 9X12

Electrical equipment, LH side Connector to main cable harness Electrical equipment, LH side Connector to main cable harness Underneath controller Main contactor K1 Electrical equipment, RH side Steering position sensor 3B1 Underneath controller Voltage transformer U1 Underneath cover on the steering col. Overhead guard switch S4 On rear batterycompartment Battery connector Electrical equipment, RH side Power unit A1 Underneath controller Charging circuit Electrical equipment, middle Controller A2 Electrical equipment, RH side Central negative connection Operator panel, front left Diagnostic connector - Traction On hand brake lever Hand brake switch 1S4 Undernmeath floor plate Stop pedal switch 1S5 Underneath driver's seat Seat switch S3 On RH traction motor Thermal sensor 1B4, carbon brush switch On LH traction motor Thermal sensor 1B5, carbon brush switch Underneath floor plate Accelerator 1A4 Electrical equipment, LH side Power unit 1A1 On pump motor Speed sensor 2B8 In arm rest Joystick 2B1 In arm rest Joystick 2B2 Operator panel, front left Diagnostic connector - Lifting On pump motor Thermal sensor 2B3 On power unit 2A1 Power unit 2A1 On front cross member Steering sensor 3B2 Underneath covering of steering colum Horn switch 4S1 Operator panel, front right Flashing control Operator panel, front left Diagnostic connector, composite instrument Operator panel, front right Composite instrument 6P2 Underneath the cabin- driver's seat Connector for special equipment In arm rest Direction switch 1S13 - Single pedal Chassis front left Fan 9M1 Engine compartment Electrical equipment, LH side Fan 9M2 Electrical equipment On pump motor Fan 9M3 Pump /traction motor

42-pole 10-pole 2-pole 4-pole 6-pole 3-pole 2-pole 29-pole 6-pole 121-pole 4-pole 3-pole 3-pole 2-pole 4-pole 4-pole 4-pole 29-pole 4-pole 6-pole 6-pole 6-pole 4-pole 29-pole 4-pole 2-pole 3-pole 6-pole 36-pole 6-pole 6-pole 2-pole 2-pole 2-pole

Function

Section

6

Page

Service Training

22

6.5

FUSES

6.5.1

TRUCKS WITH INDIVIDUAL CONTROLLERS

As far as E 14 is concerned, the fuses are accessible from the interior once the cover (A) has been removed. Control-circuit fuses 1 2 3 4 5 6 7 8

6F1 1F2 4F3 1F4 1F5 1F6 F7 F8

Fuse, composite instrument, discharge indicator, 10 A Fuse, ahead of key switch, 10 A Fuse, horn, 5 A Fuse, fan of the power units, 5 A Fuse downstream of 24 V voltage transformer, 5 A Fuse, charging circuit, power unit 1A1, 5 A Fuse, charging circuit, power units, 10A Fuse, charging circuit, power unit A1, 5 A

CAUTION Do not use fuses intended for automobile use. The control-circuit fuses are filled with special-purpose quartz sand and are rated for a higher voltage range. The use of automotive fuses will involve a fire hazard. Main-circuit fuses 12 13

F1 F2

Fuse - RH traction motor 250 A Fuse - LH traction motor, pump motor 355 A

E 14 A

Section

Service Training

Page

Control current fuses

A

E 14

E 16, 18, 20

6 23

Section

6

Page

24

6.5.2

Service Training

TRUCKS WITH COMBINATION CONTROLLER

Control-circuit fuses 1 2 3 4 5 6 7 8

6F1 1F2 4F3 1F4 1F5 1F8 F7 F8

Fuse, composite instrument discharge indicator, 10 A Fuse, ahead of key switch, 10 A Fuse, horn, 5 A Fuse, fan of the power units, 5 A Fuse downstream of 24 V voltage transformer, 5 A Fuse, charging circuit, power unit 1A1, 5 A Fuse, charging circuit , power units, 10A Fuse, charging circuit, power unit A1, 5 A

CAUTION Do not use fuses intended for automobile use. The control-circuit fuses are filled with special-purpose quartz sand and are rated for a higher voltage range. The use of automotive fuses will involve a fire hazard. Main-circuit fuses 13 14

F1 F2

Fuse - RH traction motor 250 A Fuse - LH traction motor, pump motor 355 A

Service Training

E 14

E 16, 18, 20

Section Page

6 25

Section

6

Page

Service Training

26

6.6

CONTROL CIRCUIT - INDIVIDUAL CONTROLLERS

6.6.1

TRACTION CONTROLLER

The traction electronics is fitted on a plate above the two power units, together with the lifting electronics. Two 42-pole connectors are connected with the truck's main cable harness.





  





  

   





 



   

     





  





  

   





 



   

     



1X12

NOTE:

1X11

To install a new controller into the truck, you first need to calibrate the accelerator and the steering position potentiometer, and then program the type of axle.

Calibration of accelerator

LDC diagnosis, window 8

Calibration of steering position potentiometer

LDC diagnosis, window 81

Programming of axle type

LDC diagnosis, window 81

Failure to perform this calibration on a new controller will cause the truck to travel at a significantly reduced speed, and the informative message 19 is displayed in the truck diagnosis.

Section

Service Training

Page

6 27

Pin assignment, connector 1X11

Connection 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

Colours

Functions

.......................... Black/brown ...... Voltage at intermediate-circuit capacitor of A1 .......................... Black/red ........... Input for battery voltage + 48 V .......................... Brown ................ Output from relay driver 9K3 + 24 V .......................... Violet ................. Output from relay driver 5K2 + 24 V .......................... Blue ................... Switch input - speed reduction .......................... Green ................ Input signal from microscwitch S2 emergency stop .......................... Yellow ............... Neutral position signal from direction switch 1S13 - single pedal .......................... Black ................. Forward signal from direction switch 1S13 - single pedal .......................... Grey .................. Signal from hand brake switch 1S4 .......................... Grey/orange ...... Overtemperature signal - composite instrument .......................... White/orange ..... Voltage at intermediate-circuit capacitor of 1A1 .......................... Red/violet .......... 15 V power supply for curve sensor and accelerator .......................... Red/white .......... 24 V power supply from voltage transformer .......................... Red/white .......... 24 V power supply from voltage transformer .......................... White/black ....... Positive drive, contactor coil, main contactor K1 .......................... Brown/violet ...... Negative drive, contactor coil, main contactor K1 .......................... Brown/grey........ Activation signal, operating hours, traction .......................... Black/violet........ Activation signal, charging relay K2 ...................................................... Not used ...................................................... Not used .......................... Black/orange ..... Input signal, seat switch S3 and cabin switch S4 .......................... White ................. Reverse signal from direction switch 1S13, single-pedal ...................................................... Not used .......................... Red ................... Accelerator signal 1A4 (demand value) ...................................................... Not used ...................................................... Not used .......................... Blue/green ......... Negative supply for steering position pot and accelerator ...................................................... Not used .......................... Blue ................... Negative supply for controller .......................... Blue ................... Negative supply for controller ...................................................... Not used ...................................................... Not used ...................................................... Not used .......................... Black ................. Serial interface- diagnostic connector .......................... Green ................ Serial interface - diagnostic connector ...................................................... Not used ...................................................... Not used .......................... Blue/orange ....... Stop pedal switch 1S5 .......................... Orange .............. Accelerator signal 1A4 (monitoring potentiometer) .......................... Black/yellow ...... Steering position sensor 3B1 ...................................................... Not used ...................................................... Not used

Section Page

6

Service Training

28

Pin assignment, connector 1X12

Connection 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

Colours

Function

...................................................... Not used .......................... black/yellow ...... PWM signal, traction motor 1M2, field S11/S10 .......................... black/brown ....... PWM signal, traction motor 1M2, field S9/S12 .......................... black/grey ......... PWM signal, traction motor 1M2 armature, bottom transistor .......................... black/white ........ PWM signal, traction motor 1M2 armature, top transistor ...................................................... Not used .......................... violet .................. Fault signal from power unit for traction motor 1M1 ...................................................... Not used .......................... grey/white.......... Voltage at top transistor of 1M1 .......................... white .................. Temperature signal from 1M1 power unit .......................... yellow ................ Temperature signal from power unit of 1M2/2M1 ...................................................... Not used ...................................................... Not used ...................................................... Not used .......................... black/blue .......... Negative supply, PWM signals 1M2 .......................... grey/yellow ........ PWM signal, traction motor 1M1, field S7/S6 .......................... green/brown ...... PWM signal, traction motor 1M1, field S5/S8 ...................................................... Not used ...................................................... Not used .......................... orange ............... Fault signal from the power unit for traction motor 1M2 ...................................................... Not used .......................... brown/white ....... Voltage at bottom transistor of 1M1 .......................... grey/yellow ........ Voltage at top transistor of 1M2 .......................... red/white ........... Current sensor signal 1M1 ...................................................... Not used ...................................................... Not used ...................................................... Not used ...................................................... Not used .......................... green/blue ......... Negative supply PWM signals, 1M1 .......................... green/grey ......... PWM signal, traction motor 1M1, armature, bottom transistor .......................... green/white........ PWM signal, traction motor 1M1, armature, top transistor ...................................................... Not used ...................................................... Not used ...................................................... Not used ...................................................... Not used ...................................................... Not used .......................... brown/yellow ..... Voltage at bottom transistor of 1M2 .......................... red/yellow .......... Current sensor signal 1M2 ...................................................... Not used ...................................................... Not used ...................................................... Not used .......................... blue/red ............. Negative supply for actual current transducer

Section

Service Training 6.6.1.1

Page

6 29

POWER SUPPLY

The 24 V power supply to the controller is provided through the connections 1X11:13 and 1X11:14. The 24 V supply is generated by the voltage transformer U1. The negative supply to the controller is provided through the connection 1X11:29/30. In addition, the controller is connected to battery positive through 1X11:2. Within the controller, this contact is connected to the traction safety relay contact. As soon as the safety relay has been activated, the positive battery voltage is applied to the coil of the main contactor K1 through the connection 1X11:15.

6.6.1.2

CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS

The capacitors in the intermediate circuits of the power units need to be charged before the main contactor is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised through 1X11:18. At the same time, the discharging relay K3 is activated, as this relay is directly supplied by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1, F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8) . The capacitor voltage is fed back to the controller through 1X11:1 and X11:11. When the capacitors have been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through 1X11:16.

6.6.1.3

DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS

As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact K3. Resistances in the charging circuit 1R1 14

6.6.1.4

R1 9,3

R2 600

ENABLING SIGNAL

The traction function is only activated, if the negative battery voltage is applied to the connection 1X11:21. This negative signal is controlled by means of the cabin switch S4 and the seat switch S3.

6.6.1.5

ACCELERATOR

The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons, the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer signals are connected to the controller through 1X11:24 and 1X11:39.

Section

6

Page

Service Training

30

NOTE:

The accelerator has no mechanical adjustment whatsoever. After replacement, calibrate accelerator using LCD truck diagnosis, window 8.

6.6.1.6

SINGLE-PEDAL SWITCH

In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the connections 1X11:8, 1X11:7 and 1X11:22. This provides the information that the truck is a twin-pedal model. In case of single-pedal trucks, the single-pedal switch provides a negative signal to the following connections depending on the selected direction of movement,: Neutral position 1X11:7 Forwards

1X11:8

Reverse

1X11:22

From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of movement, a battery negative signal activates the direction display on the composite instrument.

6.6.1.7

STEERING SENSOR

The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the steering position. The controller supplies the potentiometer with a voltage of approx. 14.3 V. The output signal of the steering sensor is supplied to the controller through 1X11:40. During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle. If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the opposite direction. NOTE:

On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done using the LDC diagnosis, window 81.

6.6.1.8

HAND BRAKE SWITCH

While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to 1X11:9. As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling backwards. The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been applied, a signal lamp lights up in the composite instrument.

Service Training 6.6.1.9

Section Page

6 31

STOP PEDAL SWITCH

The stop pedal switch 1S5 is connected to 1X11:38. While the stop pedal has not been depressed, 1S5 connects battery negative to the controller. On actuation of the stop pedal, the negative signal to 1X11:38 is disconnected and the truck speed is reduced to creep speed.

6.6.1.10

SWITCH-CONTROLLED SPEED REDUCTION

1X11:5 is connected to battery negative by way of the cable harness. If this connection is broken, the truck will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis in window 7. CAUTION In case of the traction speed reduction via circuit elements, please observe the safety note on page 1 in chapter 6.

6.6.1.11

RELAY DRIVERS

The controller has several relay drivers which serve to control special functions. On activation, all relay drivers supply a voltage of 24 V. The relay drivers have the following functions: Relay driver 1

1X11:4

Stop light relay 5K2

Relay driver 2

1X11:3

Options relay 9K3

Relay driver 3

1X11:17

Activation of operating hour meter on activation of traction/working hydraulics

Relay driver 4

1X11:18

Charging relay K2

The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following options can be set: Vlgh Speed at which the relay driver is activated b&f

Reverse direction only, or both directions

fla

Output is switched to continuous signal or pulsed operation

The stop light relay 5K2 and the options relay 9K3 are not fitted on the truck as a standard feature. They are used only if a truck requires optional functions.

NOTE Do not connect electric loads directly to the output relay driver circuits of the controller. Electric loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement may destroy the controller.

Section

6

Page

Service Training

32

6.6.1.12

MOTOR TEMPERATURE MONITORING

The truck is equipped with a temperature monitoring system, which controls the fans and the power output of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument by means of two relay contacts. The fans are permanently connected to battery negative on the one side. The composite instrument provides a 24 V power supply by the composite instrument. Fan 9M1

Traction motor fan right

Activated by composite instrument 9X3:32

Fan 9M2

Traction motor fan left

Activated by composite instrument 9X3:32

Fan 9M3

pump motor

Activated by composite instrument 9X3:34

The fans 9M1 to 9M3 are switched on when the temperature of a motor reaches 80 °C. When the temperature rises to 160 °C the power output of the traction motors or pump motor is reduced. The power reduction is initiated by removing the the battery negative signal from 1X11:10. The temperature of the motors is determined with the help of temperature sensors. The left-hand and righthand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The temperature sensors are monitored directly by the composite instrument 6P2. Temperature 20 °C 40 °C 60 °C 80 °C

Resistance 576 668 769 880

Temperature 100 °C 120 °C 140 °C 160 °C

Resistance 1000 1129 1268 1415

Resistance

Tem perature °C

Service Training 6.6.1.13

Section Page

6 33

EMERGENCY STOP MICROSWITCH

The microswitch at the emergency stop switch S2 has a safety function. If the emergency stop switch is activated suddenly during regenerative braking, a very high generator voltage will build up in the traction motors. As the microswitch is opened before the actual main-current contact of the emergency stop switch, the signal at 1X11:6 is used to reduce the field excitation for the traction motors. This ensures that the generator voltage cannot build up to an unacceptable level.

6.6.1.14

TRACTION MOTOR SPEED MONITORING

Speed monitoring of the two traction motors is performed by the traction electronics control program. The speed is calculated by the controller on the basis of various parameters and displayed as parameter ns (speed demand value) in the windows 61 and 62 . Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in the traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through 1X11:12. Each speed sensor provides two output signals: Speed sensor 1B1 Signal A connected to 1X11:20 Speed sensor 1B1 Signal B connected to 1X11:19 Speed sensor 1B2 Signal A connected to 1X11:36 Speed sensor 1B2 Signal B connected to 1X11:37.

Section Page

6

Service Training

34

6.6.2

CONTROLLER FOR THE WORKING HYDRAULICS



  



 







     

           



            



NOTE:

If a new controller is installed into the truck, the first thing to be done is the programming of the joysticks and the type of the axle.

Calibration of joysticks

LLC Diagnosis windows 8 and 81

Programming of axle type

LLC Diagnosis windows 82 / 83

Failure to perform the calibration on a new controller will cause the speed of the working hydraulics to be significantly reduced and the informative message 19 will be displayed in the truck diagnosis.

Section

Service Training

Page

6 35

Pin assignment 2X1 Connection

Colours

Function

1 .......................... black/brown ....... Voltage at intermediate-circuit capacitor of A1 2 .......................... black ................. Input for battery voltage 3 .......................... black/white ........ Free wheel diode, valve block 1 4 .......................... black/white ........ Free wheel diode, valve block 2 5 .......................... blue/white .......... Negative drive, proportional valve, Lifting 2Y2 6 .......................... blue/black .......... Negative drive, proportional valve, Lowering 2Y1 7 .......................... red/orange ......... Fault, power unit 2M1 8 .......................... brown/violet ....... Feedback from contactor coil of main contactor K1 9 .......................... black/violet ........ Shut-down contact of discharge indicator (battery negative) 10 .......................... green/white........ Drive signal, joystick lifting/lowering 11 .......................... green/violet ........ Monitoring signal, joystick lifting/lowering 12 .......................... red/grey ............. + 15 Volt power supply for 2B1;2B2; 2B8 13 .......................... red/yellow .......... 24 V power supply from voltage converter 14 ...................................................... Not used 15 .......................... black/white ........ 48 V power supply for the valves 16 .......................... blue/violet .......... Negative drive, safety valve 2Y9 17 .......................... blue/brown......... Negative drive, proportional valve Tilt forwards2Y3 18 .......................... blue/orange ....... Negative drive, proportional valve Tilt backwards 2Y4 19 .......................... blue/red ............. Negative drive, proportional valve Aux. hydraulics 1A 20 .......................... blue/green ......... Negative drive, proportional valve Aux. hydraulics 1B 21 .......................... black/orange ..... Enabling signal, cabin switch, seat switch 22 .......................... orange ............... Speed sensor signal, pump motor 2M1 23 .......................... green/grey ......... Drive signal, joystick, tilt forwards/backwards 24 .......................... green ................. Monitoring signal, joystick, tilt forwards/backwards 25 .......................... green/yellow ...... Drive signal, joystick aux. hydraulics 1 26 .......................... brown ................ Negative supply for 2B1, 2B2, 2B8 27 ...................................................... Not used 28 ............................grey/violet.......... PWM signal 2M1 29 .......................... blue ................... Negative supply for controller 30 .......................... blue ................... Negative supply for controller 31 .......................... blue/grey ........... Negative supply for proportional valve Aux. hydraulics 2 A 32 .......................... blue yellow ........ Negative supply for proportional valve Aux. hydraulics 2 B 33 ...................................................... Not used 34 .......................... black ................. Serial interface, diagnostic connector 35 .......................... green ................. Serial interface, diagnostic connector 36 .......................... white/yellow....... Signal, steering control valve switch 3S1 37 .......................... green/red ........... Drive signal, joystick aux. hydraulics 2 38 .......................... green/black ....... Monitoring signal, joystick auxiliary hydraulics 2 39 .......................... green/orange ..... Monitoring signal, joystick auxiliary hydraulics 1 40 .......................... violet .................. Temperature signal, power unit A2 41 ...................................................... Not used 42 .......................... grey/brown ........ Negative supply for PWM control of 2M1

Section

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6.6.2.1

POWER SUPPLY

The power supply for the LLC controller is provided by the voltage transformer U1. The 24 V output voltage of the transformer is connected via the control current fuse 1F5 to connection 2X1:13 of the LLC controller. In addition, battery negative is supplied to the controller through 2X1:2. As soon as the power supply is applied, a power supply of approx. 15 V (14.3V) is generated within the controller for the joysticks 2B1, 2B2 and the speed sensor 2B8. The battery voltage and the stabilised power supply can be checked in window (6) of the LLC diagnosis. 6.6.2.2

ENABLING SIGNAL

The working hydraulics function is activated only when a battery negative signal is present at 2X1:21. This negative signal is controlled by the cabin switch S4 and the seat switch S3.

6.6.2.3

JOYSTICK SIGNALS

The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor proper joystick functioning two potentiometers for each working function are integrated into the joystick. The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks are supplied with a voltage of 14.3 V through 2X1:12. The negative supply is supplied through 2X1:26. The output signals of the joysticks control the pump motor speed of rotation and activate the control circuitry of the respective solenoid valve. Joystick output signals: Joystick 2B1 Lifting /Lowering - Drive signal Joystick 2B1 Lifting/Lowering - Reference signal Joystick 2B1 Tilting - Drive signal Joystick 2B1 Tilting - Reference signal

2X1:10 2X1:11 2X1:23 2X1:24

Joystick Joystick Joystick Joystick

2X1:25 2X1:39 2X1:37 2X1:38

NOTE:

2B2 2B2 2B2 2B2

Aux. Aux. Aux. Aux.

hydr. hydr. hydr. hydr.

1 - Drive signal 1 - Reference signal 2 - Drive signal 2 - Reference signal

Following a controller or joystick replacement, you will need to re-calibrate the joystick within the framework of LLC diagnosis in Window 8 or 81. Prior to replacing the joystick, check joystick function by means of the "Joystick test" within the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/ 01. If the joysticks are sent without the data sheet SI 202/01 having been filled in completely or without printout of the respective Truck Doctor Diagnosis joystick test, this will automatically result in the warranty claim being dismissed.

Section

Service Training 6.6.2.4

Page

6 37

VALVE ACTIVATION

To control the hydraulic functions, the control valve of the working hydraulics is equipped with currentcontrolled proportional valves. The coil current causes the valve spool to be positioned within the valve. For safety reasons, the valve block additionally carries two switching valves (safety valve 2Y9 and internal safety lowering valve).The safety valve 2Y9 is always activated by the controller as soon as a joystick is actuated.. The battery voltage is supplied to the controller through 2X1:2. This connection is connected internally to the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied to 2X1:15, supplying all valve coils with a positive voltage. The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions. Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64. Valve coil pin assigment 2Y1 2Y2 2Y3 2Y4 2Y5 2Y6 2Y7 2Y8 2Y9

Proportional valve Lowering Proportional valve Lifting Proportional valve Tilting forwards Proportional valve Tilting backwards Proportional valve Aux. hydr. 1B Proportional valve Aux. hydr. 1A Proportional valve Aux. hydr. 2B Proportional valve Aux. hydr. 2A Safety valve (switching function)

6.6.2.5

2X1:6 2X1:5 2X1:17 2X1:18 2X1:19 2X1:20 2X1:31 2X1:32 2X1:16

REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE

The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30 to the controller 2X1:9 is disconnected. This means that the lifting speed is reduced. The maximum speed of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis.

6.6.2.6

REED SWITCH 3S1 OF STEERING CONTROL VALVE

The Reed switch 3S1 serves to activate the pump motor on movement of the steering wheel.This switch is screwed into the steering control valve and is switched on during steering action. The switch then applies a battery negative signal to 2X1:36, and the pump motor is switched on with a set basic speed. The basic speed is 700 rpm for trucks with bogie axle steering and 1000 rpm for trucks with combination axle.

Section Page

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Service Training

38

6.7

CONTROL CIRCUIT - COMBINATION CONTROLLERS

6.7.1

GENERAL

ELECTRONIC CONTROLLER A2 CAUTION Do not open the controller, as this may cause the destruction of sealing elements. Do not touch the contacts of the connector - this may destroy internal components through static electricity.

Connector X13 The A2 controller contains the complete control system for the traction drive, working hydraulics and steering function. The controller is equipped with two microcontrollers. The first of these microcontrollers controls the traction function and serves as backup system for the working hydraulics.The second controller controls the working hydraulics and serves as backup system for the traction function. In the event that a fault is discovered within the controller, the controller immediately takes steps to ensure the full safety of the truck. These steps may include e.g. the reduction of the speed of a specific function, or the complete shutdown of the truck. The controller has a 121-pole connector, which is connected to the truck's main cable harness. The two power units are activated directly by the controller. NOTE:

Following the installation of a new controller in the truck you first need to calibrate the accelerator, the steering potentiomter and the joysticks. .

Calibration of accelerator

LDC Diagnosis, window 8

Calibration of steering potentiometer

LDC Diagnosis, window 81

Calibration of joysticks

LLC Diagnosis, windows 8 and 81

Calibration of type of axle

LDC Diagnosis, window 81 / LLC Diagnosis, window 83

Failure to perform the calibration on a new controller will cause the truck speed and the speed of the working hydraulics to be significantly reduced and the informative message 19 will be displayed in the truck diagnosis.

Service Training 6.7.2

Section Page

PIN DESIGN OF CONNECTOR X13

81

Window 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39

Activation of main contactor K1 negative ....................................................... LDC F5 K1: Controller power supply, negative Activation of main contactor K1 positive ........................................................ LDC F6 ub: Battery positive for safety relay - traction Controller 24 V power supply No function No function PWM signal 1M1, field, S5 / S8 .................................................................... LDC F61 zf: PWM signal 1M1, armature, top transistor ..................................................... LDC F61 ut: PWM signal 1M2, field, S11 / S10 .................................................................. LDC F62 zf: PWM signal 1M2, armature, bottom transistor ............................................... LDC F62 ub: PWM signal 1M2, armature, top transistor ..................................................... LDC F62 ut: PWM signal 2M1 ............................................................................................ LLC F6 ns: Mosfet chip temperature, pump motor ........................................................... LLC F6 tc3: Fault signal from power unit A1 traction motor 1M2 ....................................... LDC F5 PWM: Fault signal from power unit A1 pump motor 2M1 .......................................... LLC F6 pwm: Reverse signal from direction switch, single-pedal 1S13 .............................. LDC F4 1S13: Channel A, speed sensor 1B2 (UPA only) ................................................... LDC F61 vm: No function Signal of actual current transducer, power unit A1 ........................................ LDC F62 ia: No function Feedback, intermediate-circuit voltage, power unit 1A1 ................................ LDC F61 uc: Feedback of field voltage, power unit 1A1, traction motor 1M1 Feedback of field voltage, power unit A1, traction motor 1M2 No function No function PWM signal 1M1, field, S7 / S6 ...................................................................... LDC F61 zf: PWM signal 1M, armature, bottom transistor ................................................. LDC F61 ub: 0 V for PWM signals, power unit 1A1, traction motor 1M1 PWM signal 1M2, field, S9 / S12 .................................................................... LDC F62 zf: 0 V for PWM signals, power unit A1, traction motor 1M2 Negative supply, driver stages, power unit A1 Enabling signal from seat switch S3 and cabin switch S4 ............................ LDC F4 S3/4: Fault signal from power unit 1A1 traction motor 1M1 ..................................... LDC F5 PWM: Signal from hand brake switch 1S4 ............................................................... LDC F4 1S4: Forward signal from direction switch, single-pedal 1S13 ............................... LDC F4 1S13: Channel A speed sensor 1B1 (UPA only) ..................................................... LDC F61 vm: No function Signal of actual current sensor, power unit 1A1 ............................................ LDC F61 ia:

6 39

Section Page

40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89

6 40

Service Training

No function Feedback of intermediate-circuit voltage, power unit A1 ............................... LDC F62 uc: Feedback of field voltage, power unit 1A1, traction motor 1M1 Feedback of field voltage, power unit A1, traction motor 1M2 Output, relay driver 1 (Relay 5K2, stop light) ................................................. LDC F5 5K2: Output, relay driver 2 (Relay 9K3, optional function) ..................................... LDC F5 9K3: ISO-K for LLC diagnosis No function No function ISO-K for LDC diagnosis 15 V power supply for joysticks ..................................................................... LLC F6 u+: Temperature rise signal, traction drive, from composite instrument .............. LDC F4 Redu: Coding signal 1 No function Signal from stop pedal switch 1S5 ................................................................. LDC F4 1S5: No function Channel B, speed sensor 1B2 (UPA only) .................................................... LDC F62 vm: Mosfet chip temperature, traction motor 1M1 ................................................ LDC F63 tc1: Steering potentiometer signal ......................................................................... LDC F6 us: Accelerator signal 1 ....................................................................................... LDC F6 u1: 15 V supply for accelerator, steering potentiometer ...................................... LDC F6 u+: Feedback of voltage of top transistor, power unit 1A1 ................................... LDC F61 ut: Feedback of voltage of top transistor, power unit A1 ..................................... LDC F62 ut: Output, relay driver 3 (activation of operating hour meter) ............................. LDC F5 Bhz: Output, relay driver 1 (charging relay K2) ...................................................... LDC F5 K2: ISO-L for LLC diagnosis No function No function ISO-L for traction diagnosis Negative supply for accelerator, steering potentiometer Negative supply for joysticks Signal from microswitch S2 emergency stop No function Signal for switch controlled speed reduction, traction Neutral position signal from direction switch, single-pedal 1S13 ................... LDC F4 1S13: Channel B, speed sensor 1B1 (UPA only) .................................................... LDC F61 vm: Mosfet chip temperature, traction motor 1M2 ................................................. LDC F63 tc2: No function Accelerator signal 1 ....................................................................................... LDC F6 u2: Negative supply, actual current transducer power unit A1 und 1A1 Feedback, voltage of bottom transistor, power unit 1A1 ................................ LDC F61 ub: Feedback, voltage of bottom transistor, power unit A1 .................................. LDC F62 ub: No function Drive signal, joystick aux. hydraulics 2 ......................................................... LLC F64 u1: Drive signal, joystick aux. hydraulics 1 ......................................................... LLC F63 u1: Drive signal, joystick tilting ............................................................................. LLC F62 u1: Drive signal, joystick lifting/lowering .............................................................. LLC F61 u1: Input signal from sensor on steering column 3B2 .......................................... LLC F4 3S1: Signal "battery discharged" or "pump motor temperature rise ....................... LLC F4 6P2: Coil activation, proportional valve 2Y6 aux. hydraulics 1A ............................ LLC F63 PWM:

Service Training 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121

6.7.3

Section Page

6 41

No function Reference signal, joystick Aux. Hydraulics 2 ................................................ LLC F64 u2: Reference signal ,joystick Aux. Hydraulics 1 ................................................ LLC F63 u2: Reference signal, joystick Tilting ................................................................... LLC F62 u2: Reference signal, joystick Lifting/lowering ..................................................... LLC F61 u2: No function Signal for switch-controlled speed reduction, working hydraulics ................. LLC F4 Redu: Coil activation, proportional valve 2Y5, aux. hydraulics 1B ........................... LLC F63 PWM: No function No function No function No function No function No function Signal from speed sensor 2B8, pump motor .................................................. LLC F6 nm: Coil activation, proportional valve 2Y8, aux. hydraulics 2A ........................... LLC F64 PWM: No function No function No function No function No function No function Coil activation, proportional valve 2Y2, lifting ................................................. LLC F61 PWM: Coil activation, proportional valve 2Y7, aux.hydraulics 2B ............................ LLC F64 PWM: Negative supply for transistors, valve coil activation No function Battery positive for LLC safety relay Coil activation, safety valve 2Y9 .................................................................... LLC F5 2Y9: Positive power supply, valve coils ................................................................. LLC F6 uRel: Coil activation, proportional valve 2Y1, lowering ............................................ LLC F61 PWM: Coil activation, proportional valve 2Y3, tilt forwards ...................................... LLC F62 PWM: Coil activation, proportional valve 2Y4, tilt backwards ................................... LLC F62 PWM:

FUNCTION

A 24 V power supply to the controller is provided through X13:5. This popwer supply is generated by the voltage transformer U1. The negative supply for the controller is connected to X13:2. In addition, battery positive is connected to the controller through X13:4. Within the controller, this contact is connected to the contact of ther traction safety relay. As soon as this safety relay is activated, battery positive is connected to the coil of the main contactor K1 through X13:3.

Section

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42

6.7.3.1

CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT

The capacitors in the intermediate circuits of the power units need to be charged before the main contactor is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised through X13:64. At the same time, the discharging relay K3 is activated, as this relay is directly supplied by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1, F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8). The capacitor voltage is fed back to the controller through X13:22 and X13:41. When the capacitors have been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through X13:1.

6.7.3.2

DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT

As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact K3. Resistances in the charging circuit 1R1 14

6.7.3.3

R1 9,3

R2 600

ENABLING SIGNAL

The traction and working hydraulics functions are only activated, if the negative battery voltage is applied to the connection X13:33. This negative signal is controlled by means of the cabin switch S4 and the seat switch S3.

6.7.3.4

POWER SUPPLY TO THE ACCELERATOR AND THE STEERING POTENTIOMETER

A power supply of approx. 15 V (14.3 V) to the accelerator 1A4 and the steering potentiometer 3B1 is provided through X13:60. The negative supply is connected to X13:69.

6.7.3.5

ACCELERATOR

The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons, the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer signals are connected to the controller through X13:59 and X13:78.

Service Training

Section Page

6 43

NOTE:

The accelerator has not mechanical adjustment whatsoever. After replacement, calibrate accelerator using LCD truck diagnosis, window 8.

6.7.3.6

SINGLE PEDAL SWITCH

In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the connections X13:17, X13:74 and X13:36. This provides the information that the truck is a twin-pedal model. In case of single-pedal trucks, depending on the selected direction of movement, the single-pedal switch provides a negative signal to the following connections: Neutral position X13:74 Forwards

X13:36

Reverse

X13:17

From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of movement, a battery negative signal activates the direction display on the composite instrument.

6.7.3.7

STEERING SENSOR

The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the steering position. The output signal of the steering sensor is supplied to the controller through X13:58. During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle. If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the opposite direction. NOTE:

On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done using the LDC diagnosis, window 81.

6.7.3.8

HAND BRAKE SWITCH

While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to X13:35. As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling backwards. The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been applied, a signal lamp lights up in the composite instrument.

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44

6.7.3.9

STOP PEDAL SWITCH

The stop pedal switch 1S5 is connected to X13:54. While the stop pedal has not been depressed, 1S5 connects battery negative to the controller. On actuation of the stop pedal, the negative signal to X13:54 is disconnected and the truck speed is reduced to creep speed.

6.7.3.10

SWITCH-CONTROLLED SPEED REDUCTION

X13:73 is connected to battery negative by way of the cable harness. If this connection is broken, the truck will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis in window 7. CAUTION In case of the traction speed reduction via circuit elements, please observe the safety note on page 1 in chapter 6.

6.6.3.11

TRUCK CODING

In series BR 335-02, the coding connector X13:52 has no function.

6.6.3.12

RELAY DRIVERS

The controller has several relay drivers which serve to control special functions. On activation, all relay drivers supply a voltage of 24 V. The relay drivers have the following functions: Relay driver 1

X13:44

Stop light relay 5K2

Relay driver 2

X13:45

Options relay 9K3

Relay driver 3

X13:63

Relay driver 4

X13:64

Activation of operating hour meter on activation of traction/working hydraulics Charging relay K2

The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following options can be set: Vlgh Speed at which the relay driver is activated b&f

Reverse direction only, or both directions

fla

Output is switched to continuous signal or pulsed operation

The stop light light relay 5K2 and the options relay 9K3 are not normally fitted on the truck. They are used only if a truck requires optional functions. NOTE Do not connect electric loads directly to the output relay driver circuits of the controller. Electric loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement may destroy the controller.

Section

Service Training 6.7.3.13

Page

6 45

MOTOR TEMPERATURE MONITORING

The truck is equipped with a temperature monitoring system, which controls the fans and the power output of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument by means of two relay contacts. The fans are permanently connected to battery negative on the one side. The composite instrument provides a 24 V power supply by the composite instrument. Fan 9M1

Traction motor fan right

Activated by composite instrument 9X3:32

Fan 9M2

Traction motor fan left

Activated by composite instrument 9X3:32

Fan 9M3

Pump motor

Activated by composite instrument 9X3:34

The fans 9M1 to 9M3 are switched on when the temperature of a motor reaches 80 °C. When the temperature rises to 160 °C, the power output of the traction motors or pump motor is reduced. The temperature of the motors is determined with the help of temperature sensors. The left-hand and righthand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The temperature sensors are monitored directly by the composite instrument 6P2. Temperature 20 °C 40 °C 60 °C 80 °C

Resistance 576 668 769 880

Temperature 100 °C 120 °C 140 °C 160 °C

Resistance 1000 1129 1268 1415

Resistance

Tem perature °C

Section Page

6 46

6.7.3.14

Service Training

TRACTION MOTOR SPEED MONITORING

Speed monitoring for the two traction motors is performed by the traction electronics control program. The speed is calculated by the controller on the basis of various parameters and displayed as parameter ns (speed demand value) in the windows 61 and 62 . Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in the traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through X13:60. Each speed sensor provides two output signals Speed sensor 1B1 signal A connected to X13:37 Speed sensor 1B1 signal B connected to X13:75 Speed sensor 1B2 signal A connected to X13:18 Speed sensor 1B2 signal B connected to X13:56

Section

Service Training

Page

6.7.4

FUNCTION OF THE WORKING HYDRAULICS

6.7.4.1

JOYSTICK SIGNALS

6 47

The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor proper joystick functioning, two potentiometers for each working function are integrated into the joystick. The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks are supplied with a voltage of 14.3 V through X13:50. The negative supply is connnected through X13:70. The output signals of the joysticks control the pump motor speed of rotation and activate the control circuitry of the respective solenoid valve. Joystick output signals: Joystick 2B1 Lifting /Lowering - Drive signal Joystick 2B1 Lifting/Lowering - Reference signal Joystick 2B1 Tilting - Drive signal Joystick 2B1 Tilting - Reference signal

X13:86 X13:94 X13:85 X13:93

Joystick Joystick Joystick Joystick

X13:84 X13:92 X13:83 X13:91

2B2 2B2 2B2 2B2

Aux. Aux. Aux. Aux.

hydr. hydr. hydr. hydr.

1 - Drive signal 1 - Reference signal 2 - Drive signal 2 - Reference signal

NOTE:

Following a controller or joystick replacement, you will need to re-calibrate the joystick within the framework of LLC diagnosis in Window 8 or 81. Prior to replacing the joystick, check joystick function by means of the "Joystick test" within the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/ 01. Submission of joysticks without completely filled up data sheet SI 202/01 or printout of the respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim being dismissed.

6.7.4.2

VALVE ACTIVATION

To control the hydraulic functions, the control valve of the working hydraulics is equipped with currentcontrolled proportional valves. The coil current causes the valve spool to be positioned within the valve. For safety reasons the valve block additionally carries one switching valve. The safety valve 2Y9 is always activated by the controller as soon as a joystick is actuated. The battery voltage is supplied to the controller through X13:116. This contact is connected internally to the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied to X13:118, supplying all valve coils with a positive voltage. The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions. Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64.

Section Page

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Service Training

48

Pin assigment - valve coils 2Y1 2Y2 2Y3 2Y4 2Y5 2Y6 2Y7 2Y8 2Y9

Proportional valve Lowering Proportional valve Lifting Proportional valve Tilt forwards Proportional valve Tilt backwards Proportional valve Aux. hydr. 1B Proportional valve Aux. hydr. 1A Proportional valve Aux. hydr. 2B Proportional valve Aux. hydr. 2A Safety valve (switching function)

6.7.4.3

X13:119 X13:112 X13:120 X13:121 X13:97 X13:89 X13:113 X13:105 X13:117

SWITCH-CONTROLLED REDUCTION OF WORKING SPEED

If X13:96 is connected to battery negative, a reduced working speed is activated. The reduced speed can be set within the framework of LLC Diagnosis in the windows 74 and 76. The lead with the contact socket on the 121-pole connector of the controller is not installed in the truck and has to be retrofitted, if desired. CAUTION Where the reduction of the working speed via switch is implemented, please observe the safety note on page 1 in chapter 6.

6.7.4.4

REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE

The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30 to the controller X13:88 is disconnected. This means that the lifting speed is reduced. The maximum speed of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis, window 78.

6.7.4.5

SENSOR 3B2 - STEERING VALVE

The sensor 3B2 activates the pump motor on operation of the steering wheel. The sensor is mounted on the steering column and is activated by gearing on the steering column. The sensor is switched on when the steering wheel is turned and applies a battery negative signal to X13:87. This causes the pump motor to be switched on with a basic speed of rotation. A 24 V power supply for the sensor is provided directly by the voltage transformer U1. The basic speed is 700 rpm for trucks with bogie axle steering and 1000 rpm for trucks with combination axle.

Service Training 6.8

Section Page

SOFTWARE VERSIONS TYPES 335 -02

Traction LDC30C01

Version 1.3/1.1

First software version - LDC individual controller

LDC30C02

Version Version Version Version

as LDC30C00

LDC40C00

Version 1.0/1.0

1.4/1.1 1.5/1.1 1.6/1.1 1.7/1.1

First software version - combination controller as LDC30C02 Window 31 - Handling error Window 32 - Total fault memory Window 33 - Reset total fault memory Window 4 - 1S1 changed to S3/S4 Window 5 - 9K3 changed to 5K2 and 9K4 to 9K3 Window 61 and 62 - ns changed to zf and nm to vmt Windowr 7 - Vmax and Vinp for forw. und bckw. can be set separately Window 72 - Iacc changed to Accl, parameter Imax introduced Window 74 - Ilim, Alim and Ctry added Fault codes changed

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Section Page

6

Service Training

50

Lifting LLC30C10

Version Version Version Version Version Version Version Version

0.92/0.8 0.92/0.9 0.94/0.9 1.10/1.0 1.11/1.0 1.12/1.0 1.13/1.0 1.15/1.0

LDC40C50

Version 1.000

First software version - LLC individual controller

First software version - combination controller as LLC30C10 Window 4 - uK1 added, S4 changed into S3/4 Window 6 - ns and PWM added Window 72 - Ktilt changed into Ktilt+ and 6P2:30 into KtiltWindow 74 - Switch-controlled speed Window 75 - Factory setting of window 74 Window 76 - Switch-controlled speed Window 77 - Factory setting of window 76 Window 78 - 6P2:30 Window 79 - Factory setting of window 78 Fault codes changed

Service Training 6.9

TRUCK DIAGNOSIS

6.9.1

TRACTION WINDOWS

6.9.1.1

STATUS INFORMATION

Section Page

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1st line: Designation of controller 2nd line: Controller software version 3rd line: Controller type 4th line: Truck information (Series, type, pedal version)

In the case of the diagnostic software master version, an additional window 11 is provided. This window displays an additional information code (compiler number) which reflects the exact processing status of the software used. The compiler number is relevant if you consult our service team.

Section Page

6.9.1.2

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Service Training

INFORMATION AND FAULT MESSAGES Information message E.G.: 2 = Accelerator in neutral position

Two-digit fault number E.G.: 36 = Steering sensor signals outside permitted range

The window (2) displays numbers representing the various information and fault messages. Information messages (with numbers less than 20) identify a truck status, which may also occur during during normal operation. Codes representing such information messages are not stored in the fault memory (windows 3, 31, 32). An incorrect configuration of input signals (i.e. a fault), which does not occur in normal operation, is identified by a number greater than 20 and is recorded and stored in the fault memory. NOTE:

The information messages and faults displayed are intended to assist the service engineer in pin-pointing the potential cause of a fault. The controller can only check the controller input and output signals. Therefore, whenenever a fault is being displayed, you will need to check not only the respective component, but also the associated wiring, connector, power supply, switching conditions etc. The following list of fault messages and potential causes is to be seen only as a tool for locating a fault, and makes no claim to completeness. Also bear in mind that there may be a combination of faults.

Section

Service Training 6.9.1.3

Page

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STORED FAULT NUMBERS Fault number E.G.: Fault 58 Frequency of occurrence E.G.: 2, i.e. fault occurred twice

The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the Clear button or by actuating the