Manual Linde E12,16 [PDF]

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Service Training

E01 / Chapter 2 324 804 4601.0200

Electric Lift Truck E 12/15/16 with LDC Series 324 -02

This training manual is only supplied for internal use and remains the exclusive property of LINDE AG Werksgruppe FH.

Service Training

Table of content Page

1

E01 / Chapter 2 324 804 4601.0200

ELECTRIC LIFT TRUCK E 12/15/16, SERIES 324 -02 6

Electrical system

1

6.1

Traction controller

5

6.1.1

Current path for forward travel direction

6

6.1.2

Current path for reverse travel direction

7

6.1.3

Freewheel circuit

8

6.1.4

Regen braking on 48V trucks

9

6.1.4.1

Braking circuit stage 1

9

6.1.4.2

Braking circuit stage 2

10

6.1.4.3

Braking circuit stage 3

11

6.1.5

Electronic Traction Controller

12

6.1.5.1

Power supply

14

6.1.5.2

Truck encoding

16

6.1.5.3

Traction enable via the seat switch

17

6.1.5.4

Control of directional contactors

18

6.1.5.4.1

Forward direction of travel

19

6.1.5.4.2

Reverse direction of travel

20

6.1.5.5

Single-pedal models

21

6.1.5.5.1

Modification to singlepedal model

22

6.1.5.6

Turning

23

6.1.5.7

Handbrake current

25

6.1.5.8

Regenerative braking on 48V trucks

26

6.1.5.9

Speed sensor in the traction motor

27

6.1.5.10

Actual current sensor

28

6.1.6

General explanation

30

6.1.7

Truck diagnostics

32

6.1.7.1

Window 1 Truck status data

32

6.1.7.2

Window 2 Information and error codes

33

6.1.7.3

Window 3 Fault history

46

6.1.7.4

Window 31 Confirming fault history

46

6.1.7.5

Window 32 Clearing entire fault history (master version only)

47

6.1.7.6

Window 4 Digital inputs

48

6.1.7.7

Window 5 Digital outputs

49

6.1.7.8

Window 6 Analogue signals

50

6.1.7.9

Wndow 7 setting truck parameters

51

6.1.7.10

Window 71 Setting parameters in window 7 to default settings

52

Page

2

Service Training

6.1.7.11

Window 72 Setting special truck parameters (master version only)

53

6.1.7.12

Window 73 Default parameters of windows 7 and 72

54

6.1.7.13

Window 74 Special version parameters

55

6.2

Pulse control for the working hydraulics

56

6.2.1

Lift electronics

56

6.2.1.1

Power supply

57

6.2.1.2

Enable signal, temperature switch and speed reduction with discharged battery

58

6.2.1.3

Control of the various work functions

59

6.2.2

Sensos in the control valve block

60

6.2.3

Adjustments

61

6.3

Steering controlLER

62

6.3.1

Functional description

64

6.4

Composite instrument

65

6.4.1

Brush wear indicator

67

6.4.2

Traction motor overheating

68

6.4.3

Hour meter

68

6.4.4

Service interval indicator

69

6.4.5

Service Interval time

70

6.4.6

Battery discharge indicator

71

6.4.7

Operation of diagnostic unit together with composite instrument

73

6.5

Wiring diagram

74

6.5.1

Wiring diagram 24V trucks

74

6.5.2

Wiring diagram 48V trucks

76

7

Hydraulic system

1

7.1

Hydraulic pump motor

1

7.1.1

Hydraulic pump motor 24V

1

7.1.2

Hydraulic pump motor 48V

1

7.1.3

Changing the hydraulic pump motor brushes

1

7.1.4

Removal and installation of the hydraulic pump motor

2

7.2

Control valve

4

7.2.1

Removing the control valve

4

7.2.2

Adjusting the pressure relief valve

4

7.2.3

Distance sensor

6

7.3

Working and steering hydraulics circuit diagram

8

E01 / Chapter 2 324 804 4601.0200

Table of content

Service Training 6

Section

6

Page

1

ELECTRICAL SYSTEM

E 12/15 - 24 Volt with turntable steering E 16 - 48 Volt with turntable steering The 324 -02 series represents an overhaul of the existing 324 series. The following innovations have been incorporated in the 324 -02 series:

E01 / Chapter 2 324 804 4601.0200

-

LDC controller with error storage LBC function Regen braking on model E 16 Emergency stop switch at the rear Hydraulically cushioned, adjustable driver's seat Ergonomically formed steering wheel Horn push integrated in the steering wheel All electrical connectors with sealing of individual conductors New composite instrument with service interval indication Floor mat in the foot area Sensitive steering control with reed contact switches

Section

6

Page

2

Service Training

ELECTRICAL SYSTEM

2

3

4

5

E01 / Chapter 2 324 804 4601.0200

1

12

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

11

10

9

8

Steering controller 3A1 Traction controller 1A2 Regenerative current fuse 1F3 (E16 only) Lift controller 2A2 Emergency stop switch Regenerative current contactor 1K5 (E16 only) Main current fuse 1F1 traction motors Main current fuse 2F1 pump motor working hydraulics Directional contactors 1K11/1K12 Break contactor 1K6 (E16 only) Control current fuses Directional contactors 1K21/1K22

7

6

Service Training

E01 / Chapter 2 324 804 4601.0200

FUSES

1 2 3 4 5 6 7 11 12 13

6F1 Battery discharge indicator 5A F2 Control current before key switch 15A F3 Horn, traction motors fan 5A F4 Traction controller, steering controller, motor compartment fan 5A 2F5 Lift controller 5A F6 Composite instrument 5A 3F1 Steering pump motor 50A on E12/15, 40A on E16 1F3 Regenerative current fuse 160A (E16 only) 2F1 Pump motor working hydraulics 250A 1F1 Traction motors 355A

Section

6

Page

3

Page

Section

4

6

Service Training

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Service Training

6

Page

5

TRACTION CONTROLLER

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6.1

Section

G1 Battery S2 Emergency stop switch 1A1 Power module 1B3 Actual current sensor 1F1 Main current fuse 1F3 Fuse (48V only) 1K5 Regen current contactor (48V only) 1K6 Break contactor (48V only) 1K11 Directional contactor, rear right 1K12 Directional contactor, front right

1K21 Directional contactor, rear left 1K22 Directional contactor, front left 1M1 Traction motor, right 1M2 Traction motor, left 1V1 Diode (48V only) 1V6 Freewheel diode 1V51 Diode 1V52 Diode 1V53 Regenerative current diode (48V only)

Section

6

Page

6

CURRENT PATH FOR FORWARD TRAVEL DIRECTION

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6.1.1

Service Training

Battery G1+ è emergency stop switch S2 è main current fuse 1F1 è regenerative current contactor 1K5 (48V only) è actual current sensor 1B3 è contactor 1K12 (make contact) and contactor 1K22 (make contact) è motor armature winding 1M1 (A1, A2) and motor armature winding 1M2 (A2, A1) è contactor 1K11 (break contact) and contactor 1K21 (break contact) è motor field winding 1M1 (D1, D2) and motor field winding 1M2 (D1, D2) è power module 1A1 è battery G1-

Service Training

6

Page

7

CURRENT PATH FOR REVERSE TRAVEL DIRECTION

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6.1.2

Section

Battery G1+ è emergency stop switch S2 è main current fuse 1F1 è regenerative current contactor 1K5 (48V only) è actual current sensor 1B3 è contactor 1K11 (make contact) and contactor 1K21 (make contact) è motor armature winding 1M1 (A2, A1) and motor armature winding 1M2 (A1, A2) è contactor 1K12 (break contact) and contactor 1K22 (break contact) è motor field winding 1M1 (D1, D2) and motor field winding 1M2 (D1, D2) è power module 1A1 è battery G1-

Section

6

Page

8

FREEWHEEL CIRCUIT

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6.1.3

Service Training

When the FET's in the power module are turned off, the traction motors induce a voltage. The induced voltage is negative at terminals A1 and A2 and positive at D2. Therefore a freewheel current can flow through freewheel diode 1V6 bypassing the motors.

Service Training REGEN BRAKING ON 48V TRUCKS

6.1.4.1

BRAKING CIRCUIT STAGE 1

6

Page

9

E01 / Chapter 2 324 804 4601.0200

6.1.4

Section

When the driver depresses the drive pedal for the opposite direction of travel or the brake pedal, regenerative current braking is initiated. In order to activate regenerative current braking, the speed of the truck must be at least 4.7 km/h (below this speed the truck operates with the usual reverse current braking). At the start of braking the power module is turned on, allowing a current to flow from the battery and to excite the field windings of the motor. After the excitation regen current contactor 1K5 makes and the contact of 1K5 opens. The motors thus function as generators, supplying a generator voltage. Contactor 1K6 makes at the same time, which connects both field windings of the two motors in parallel to prevent transient currents from flowing between the motors that would lead to unfavourable braking characteristics.

Section Page

10

Service Training

BRAKING CIRCUIT STAGE 2

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6.1.4.2

6

As soon as the motors act as generators, a regenerative current flows through the diodes 1V51 and 1V52 back to the battery. The battery negative pole is connected to the armature winding of the motors via regenerative diode 1V53. The generator voltage is regulated in the field winding by the current flow. If the emergency stop switch is operated during braking, the generator current returns to the battery via fuse 1F3 and diode 1V1.

Service Training

Page

6 11

BRAKING CIRCUIT STAGE 3

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6.1.4.3

Section

When truck speed has dropped to 2.0 km/h, the regenerative current contactor 1K5 and break contactor 1K6 open and the truck is braked to a standstill with plugging. The regenerative current flows over the two diodes 1V51 and 1V52 and the contact of the open regenerative current contactor 1K5.

Section Page

6.1.5

6 12

Service Training

ELECTRONIC TRACTION CONTROLLER

E01 / Chapter 2 324 804 4601.0200

The electronic traction controller contains the entire control logic for the evaluation of the sensor signals, the control of the power module, the directional contactors and the control of regenerative braking. The electronic traction controller has a 42-pin connector for monitoring and controlling all traction functions, regenerative braking and the seat switch time delay.

Service Training

Section Page

PIN LAYOUT Pins for connector 1X13

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Terminal

Colours

Functions

1 ........................ white/yellow ....... signal of brake pedal switch 1S5 2 ........................ black .................. battery voltage for safety relay 3 ........................ white/brown ....... negative of directional contactor 1K22 4 ........................ white/blue .......... negative of break contactor 1K6 (48V only) 5 ........................ blue .................... truck encoding 24V 6 ........................ grey/white .......... signal of left curve switch 1S2 7 ........................ black/blue .......... single-pedal model encoding 8 ........................ blue/red ............. forward direction signal, single-pedal models 9 ........................ grey/yellow ........ signal of handbrake switch 1S4 10 ...................... yellow/green ...... signal of actual current sensor 1B3 11 ...................... brown/red .......... signal of speed sensor 1B8 (optional) 12 ...................... yellow ................ power supply 15V for 1A4 and 1B3 13 ...................... grey/red ............. power supply 24V, voltage converter 14 ...................... black .................. auxiliary drain of compact module 15 ...................... black/grey .......... power supply for directional contactors 16 .................................................. relay driver output (optional) 17 ...................... green/red ........... negative of directional contactor 1K11 18 ...................... violet .................. negative of regenerative current contactor 1K5 (48V only) 19 ...................... brown/green ...... accelerator microswitch 20 ...................... black/yellow ....... signal of right curve switch1S12 21 ...................... brown/yellow ..... seat switch 22 ...................... black/red............ reverse direction signal, single-pedal models 23 ...................... black/green ........ temperature switch 1B6 and 1B7 24 ...................... red ..................... signal of accelerator 1A4 (desired value) 25 .................................................. not used 26 ...................... white/red ............ power unit temperature sensor (not used) 27 ...................... green ................. negative voltage for 1A4 and 1B3 28 ...................... yellow ................ gate control in compact module 29 ...................... blue .................... negative voltage for directional contactor transistors 30 ...................... white/green ........ main circuit test 31 ...................... red/yellow .......... negative of directional contactor 1K21 32 ...................... red/white ............ negative of directional contactor 1K12 33 ...................... violet .................. negative of regen current contactor 1K5 (48V only) 34 ...................... white/blue .......... diagnostics lead ISO-K 35 ...................... white/brown ....... diagnostics lead ISO-L 36 ...................... green/blue .......... signal of speed sensor 1B2 37 .................................................. not used 38 ...................... green ................. switch-controlled speed reduction 39 ...................... brown ................ 15V power supply for speed sensors 1B2/1B8 40 .................................................. not used 41 ...................... blue/white .......... negative of power supply for speed sensors 1B2/1B8 42 ...................... blue .................... auxiliary source in compact module

6 13

Section Page

6.1.5.1

6 14

Service Training

POWER SUPPLY

E01 / Chapter 2 324 804 4601.0200

24V from voltage converter U1

When key switch S1 is turned on, the voltage converter is connected to the primary side of battery positive. At 1X13:13 the electronic traction controller is supplied with 24V via terminal X8:3, fuse 1F4, and terminal X3:1. Battery negative is connected to the electronic traction controller via auxiliary source terminal 1A1 of the compact module.

Page

6 15

E01 / Chapter 2 324 804 4601.0200

Service Training

Section

The electronic traction controller makes a stabilized 15 V direct current supply of the 24 VDC from the voltage converter. This d.c. voltage supplies the electronic traction controller, chips and other electronic components. This 15 Volt power supply is also required for the accelerator, the actual current sensor and the speed sensors. Supply voltage for accelerator and actual current sensor: +15 V Negative

via 1X13:12 via 1X13:27

Supply voltage for speed sensors + 15 V Negative

via 1X13:39 via 1X13:41

Section Page

16

Service Training

TRUCK ENCODING

E01 / Chapter 2 324 804 4601.0200

6.1.5.2

6

After the key switch is turned on, the electronic traction controller checks the truck to which it is connected. This is necessary in order to activate the truck-specific parameters (maximum current, braking distance, etc.). These parameters vary depending on the truck type (24V or 48V trucks). The parameters are automatically activated via terminal 1X13:5 of the electronic traction controller. On 24V trucks, terminal 1X13:5 of the master cable loom is connected to battery negative. On 48V trucks, terminal 1X13:5 is not used. With this signal the traction controller recognises the truck type; this information is also compared with the battery voltage at terminal 1X13:13.

Service Training

Page

6 17

TRACTION ENABLE VIA THE SEAT SWITCH

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6.1.5.3

Section

The truck can only be driven if the driver is seated on the driver's seat. Battery negative is applied to the traction module at 1X13:21 via seat switch 1S50. When seat switch 1S50 is opened, the directional contactors only make after a delay of approx. 2 seconds in order to prevent inappropriate operation of the seat switch when travelling on an uneven roadway.

Section Page

18

Service Training

CONTROL OF DIRECTIONAL CONTACTORS

E01 / Chapter 2 324 804 4601.0200

6.1.5.4

6

When key switch S1 is turned on and the seat switch is actuated, battery positive is applied to terminal 1X13:15 (safety relay contact) of the directional contactors. When either the forward or reverse drive pedal is depressed, battery negative is applied to 1X13:19 of the traction controller via microswitch 1S12 at the accelerator. The FET's in the electronic traction controller drive the directional contactors depending upon the output voltage of accelerator terminal 1X13:24.

Service Training

Page

6 19

FORWARD DIRECTION OF TRAVEL

E01 / Chapter 2 324 804 4601.0200

6.1.5.4.1

Section

When the forward drive pedal is operated, the output voltage of the accelerator at terminal 1X13:24 becomes positive (0 to + 5.5 V). When the output voltage of the accelerator is positive, battery negative is applied to contactors 1K12 (right motor) and 1K22 (left motor) with the aid of the two transistors for forward travel.

Section Page

20

Service Training

REVERSE DIRECTION OF TRAVEL

E01 / Chapter 2 324 804 4601.0200

6.1.5.4.2

6

When the forward drive pedal is operated, the accelerator output voltage at terminal 1X13:24 becomes negative (0 to - 5.5 V). When the output voltage of the accelerator is negative, battery negative is applied to contactors 1K11 (right motor) and 1K21 (left motor) with the aid of the two transistors for forward travel.

Service Training

Page

6 21

SINGLE-PEDAL MODELS

E01 / Chapter 2 324 804 4601.0200

6.1.5.5

Section

On single-pedal trucks, the directional contactors are controlled via directional switch 1S13, which is located on the steering column. This directional switch is connected to the electronic traction controller via 4-pin connector 1X9. The black/ blue cable coming from the electronic traction controller (1X13:7) is connected to terminal 2 of connector 1X9. The directional switch is used to apply battery negative to 1X13:8 when driving forward or to 1X13:22 when reversing. This battery negative signal then takes over control of the directional transistors in the electronic traction controller.

Section Page

22

Service Training

MODIFICATION TO SINGLE-PEDAL MODEL

E01 / Chapter 2 324 804 4601.0200

6.1.5.5.1

6

-

Modify the traction controller to the single-pedal version. Remove the steering column cover. Disconnect the blue cable at terminal 1X9:2 and plug it on unused terminal 1X9:4. Install directional switch 1S13 on the steering column. Connect directional switch 1S13 to flat connector 1X9 according to the wiring diagram.

Service Training

Page

6 23

TURNING

E01 / Chapter 2 324 804 4601.0200

6.1.5.6

Section

The curve cut-out is controlled with a cam actuating two microswitches. In the straight-ahead position the two microswitches 1S1 and 1S2 are closed. In this state battery negative voltage is applied to terminals 1X13:6 and :20, operating both traction motors. If one microswitch opens at a turning angle of 40°, the appropriate battery negative voltage to the electronic traction controller is cut out and the contactor for the motor of the inner wheel breaks.

Page

6 24

Service Training

The two microswitches (1) are mounted on a plate screwed onto the axle body. The appropriate microswitch is operated by a cam when entering a turn.

E01 / Chapter 2 324 804 4601.0200

Section

Service Training

Page

6 25

HANDBRAKE CURRENT

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6.1.5.7

Section

Applying the handbrake actuates microswitch 1S4 and cuts out the battery negative signal at 1X13:9. If the handbrake is applied and the drive pedal is fully depressed, a limited current of 210 A flows through the traction motors. This allows starting uphill because the truck does not roll back when the brake is released.

Section Page

6.1.5.8

6 26

Service Training

REGENERATIVE BRAKING ON 48V TRUCKS

As described in the main circuit section, regenerative braking is initiated by the signal from the accelerator. When the drive pedal is released to the neutral position, the truck is automatically braked with electric current (LBC function). When the driving direction is reversed, the accelerator signal at 1X13:24 changes to the opposite direction, causing regenerative braking to be initiated. On trucks with a directional switch, regenerative braking is controlled via the terminals 1X13:22 and 1X13:8.

When regenerative braking is activated, the battery negative signal is applied via 1X13:18 to regenerative braking contactor 1K5 and via 1X13:4 to break contactor 1K6. Both contactors remain activated until truck speed has reduced to approx. 2.0 km/h. Truck speed and the direction of travel are sensed by a speed and direction of rotation sensor mounted on the right-hand traction motor 1M1. Regenerative braking can only be started when truck speed is over 4.7 km/h. E01 / Chapter 2 324 804 4601.0200

NOTE:

Service Training 6.1.5.9

Section Page

6 27

SPEED SENSOR IN THE TRACTION MOTOR

The trucks are provided with speed sensor 1B2 as standard equipment. This sensor is mounted on the flange of the right-hand traction motor. The speed sensor is powered with 15 VDC. The sensor provides a square wave signal to terminal 1X13:36, over which the motor speed is sensed. If the truck travel speed is to be programmed, a second speed sensor 1B8 must be mounted on the flange of the left traction motor and connected to the controller via connector 1X1. The desired speed can be programmed in window 7.

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NOTE:

If the maximum speed is to be set 8.5V

Voltage at 1X13:19 = battery negative

Accelerator microswitch closed or fault in path 1X13:19 - X2:15 - 1X10:5 - 1S12 1X10:4 - L-

Voltage at 1X13:12 or 1X13:39 < 13V

Supply 24V electronics too low (1X13:13) or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:12 - 1X6:1 - 1B3 or fault in path 1X13:39 - 1X2:1 - 1B2 – 1X1:1 – 1B8

Voltage at 1X13:24 > 6.5V

Accelerator potentiometer in the zero position or fault in path 1X13:24 - 1X10:2 - 1B1 or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:27 - 1X10:3 - 1B1

or voltage at 1X13:24 < 8.5V

E01 / Chapter 2 324 804 4601.0200

Service Training

Travel control signal corresponds to zero position. Either the accelerator pedal is really in the zero position and the message is justified, or a fault exists e.g. open cable or plug contact problem in accelerator line, etc...

or

Accelerator potentiometer not in the zero position when key switch turned on or fault in path 1X13:24 - 1X10:2 - 1B1 or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:27 - 1X10:3 - 1B1

6

When turning on the key switch, the accelerator signal is not in the zero position or the 15V supply is too low.

Possible Causes

34

2

Controller Fault Condition

Section

1

Fault Description

Page

No.

E01 / Chapter 2 324 804 4601.0200

Fault Description

Controller Fault Condition

Possible Causes

3

Accelerator microswitch signal is turned off. Either the accelerator pedal is really in the zero position and the message is justified, or a fault exists, e.g. open cable or plug contact problem in the accelerator line, etc...

Voltage at 1X13:19 not battery negative

Accelerator microswitch open or Fault in path 1X13:19 - 1X10:5 - 1S12 - 1X10:4 L-

4

The driver is not sitting on the seat (according to seat switch signal 1S50). Either the seat switch is really not operated, mechanically incorrectly adjusted or the connection to the LCD control is faulty (open cable,...).

Voltage at 1X13:21 not battery negative

Seat switch open or fault in path 1X13:21 - 1S50 - L-

Service Training

No.

Result: shutdown of traction

Voltage at 1X13:38 not battery negative

Switch for speed reduction is activated or fault in path 1X13:38 - speed reduction switch If speed reduction switch is missing: fault in path 1X13:38 - 1X13:27

6

Temperature of the power unit is over 60°C. This monitoring is only active if there is no suspicion of an open cable, i.e. if the measured temperature is under 200°C.

Voltage at 1X13:26 between 3.2V and 5.6V

Temperature of the power unit is between 60°C and 200°C or fault in path 1X13:26 - 1X12:4

Section

Switch-controlled speed reduction is activated.

Page

5

6

35

Possible Causes

Motor temperature is too high or fault in path 1X13:23 – 1X8:3 – 1B6 – 1X8:4 – 1X7:3 – 1B7 – 1X7:4 – L-

Voltage at 1X13:9 not battery negative

Handbrake switch is operated or fault in path 1X13:9 - 1S4 - L-

Voltage at 1X13:1 not battery negative

Brake pedal switch is operated or fault in path 1X13:1 - 1S5 - L-

6

Voltage at 1X13:23 not battery negative

36

Traction motor temperature is over 160°C Either the motor temperature is really too high or a thermal switch is faulty, or a cable or plug problem exists.

Controller Fault Condition

Section

7

Fault Description

Page

No.

Result: slow speed

8

Handbrake is applied. The handbrake is really applied, the switch is faulty or mechanically not correctly adjusted, or a connection problem (open cable, plug) exists.

Result: slow speed

9

Result: LBC brake operated

10

Battery voltage and truck code signal do not match.

Voltage at 1X13:5 not battery negative on 24 V trucks

Fault in path 1X13:5 - L- or fault in path 1X13:2 – L+

16

No temperature sensor installed in the power unit or the temperature sensor signal from the power unit is faulty. The signal is clearly incorrect because it represents a temperature lower than –50 °C or higher than 200 °C. Either the temperature sensor is faulty or an open cable exists.

Voltage at 1X13:26 < 2.5V

Fault in path 1X13:26 - 1X12:4

or voltage at 1X13:26 > 5.6V

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Service Training

Brake pedal is operated. The brake pedal is really depressed, the switch is faulty or mechanically not correctly adjusted or a connection problem (open cable, plug) exists. Important: This message is only given if the brake pedal is not operated.

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30

Fault Description

The seat switch signal was cut out during travel.

Controller Fault Condition

Possible Causes

Voltage at 1X13:24 < 5.5V and voltage at 1X13:21 not battery negative

Accelerator operated and seat switch open or

or voltage at 1X13:24 > 9.5V and voltage at 1X13:21 not battery negative

31

Accelerator signal and accelerator microswitch signal do not match.

Voltage at 1X13:24 < 6V and voltage at 1X13:19 not battery negative

Result: LBC braking or voltage at 1X13:24 between 7.4V and 7.6V and voltage at 1X13:19 battery negative or

in path 1X13:24 - 1X10:2 - 1B1 in path 1X13:12 - 1X10:1 - 1B1 in path 1X13:27 - 1X10:3 - 1B1 in path 1X13:21 - 1S50 - L-

Section

Accelerator potentiometer operated and accelerator microswitch not closed or accelerator potentiometer in the zero position and accelerator microswitch open or fault in path 1X13:24 - 1X10:2 - 1B1 or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:27 - 1X10:3 - 1B1 or fault in path 1X13:19 - 1X10:5 - 1S12 - 1X10:4 L-

Page

voltage at 1X13:24 > 9V and voltage at 1X13:19 not battery negative

fault or fault or fault or fault

Service Training

No.

6

37

Voltage at 1X13:24 < 1.1V or

Fault in path 1X13:24 - 1X10:2 - 1B1 or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:27 - 1X10:3 - 1B1

6

voltage at 1X13:24 > 13.9V

Possible Causes

38

Accelerator signal out of admissible range. Possible causes: open cable or short circuit in potentiometer, incorrect mechanical stop of the accelerator pedal, etc.

Controller Fault Condition

Section

32

Fault Description

Page

No.

Result: LBC braking

33

The accelerator 15 V supply voltage is too high. Either the controller is faulty or the voltage is influenced externally by a short circuit at the accelerator, actual actual current sensor or speed sensor.

24V controller supply is too high (1X13:13) or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:12 - 1X6:1 - 1B3 or fault in path 1X13:39 - 1X1:1 - 1B8 – 1X2:1 – 1B2

Voltage at 1X13:12/39 < 11.3V

24V controller supply is too low (1X13:13) or fault in path 1X13:12 - 1X10:1 - 1B1 or fault in path 1X13:12 - 1X6:1 - 1B3 or fault in path 1X13:39 - 1X1:1 - 1B8 – 1X2:1 – 1B2

Result: shutdown

34

The accelerator 15 V supply voltage is too low. Either the controller is faulty or the voltage is influenced externally by a short circuit at the accelerator, actual actual current sensor or speed sensor. Result: shutdown

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Service Training

Voltage at 1X13:12/39 > 17.5V

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35

Fault Description

Controller Fault Condition

Signal from directional switch (single pedal) is not in order. Either directional switch 1S13 is faulty or the connections to the controller are faulty (open cable, short circuit, etc...)

Voltage at 1X13:8 battery negative and voltage at 1X13:22 battery negative

Result: LBC braking

voltage at 1X13:7 battery negative and voltage at 1X13:8 battery negative

or

or voltage at 1X13:7 battery negative and voltage at 1X13:22 battery negative

39

Curve switch signals are faulty Inadmissible combination of curve switch signals was detected (both switches are turned off) Result: shutdown

Voltage at 1X13:6 not battery negative and voltage at 1X13:20 not battery negative

Possible Causes

On single-pedal trucks: Fault in path 1X13:8 - 1X9:3 - 1S13 or fault in path 1X13:22 - 1X9:1 - 1S13 or fault in path 1X13:7 - 1X9:2 or fault in path 1S13 - 1X9:4 - L-

On double-pedal trucks: Fault in path 1X13:8 - 1X9:3 or fault in path 1X13:22 - 1X9:1 or fault in path 1X13:7 - 1X9:2 - L-

Service Training

No.

Fault in path 1X13:6 – X6:2 – 1S2 or fault in path 1S2 – X6:3 - Lor fault in path 1X13:20 - X6:1 - 1S1 or fault in path 1S1 - X6:3 - L-

Section

Page

6

39

Battery voltage is too high, even though regenerative braking is not in operation. Either an incorrect battery is installed or the voltage return signal is faulty.

Controller Fault Condition

Voltage at 1X13:15 > 60V (on 48 V trucks) or voltage at 1X13:15 > 30V (on 24V trucks)

Possible Causes

Section

41

Fault Description

Page

No.

Battery voltage is too high or fault in path 1X13:2

6

40

Result: shutdown

42

Voltage at 1X13:15 < 35V (on 48V trucks) or

Safety relay in traction electronics is sticking. If the relay is not released and if the sensed voltage after the contact is over 30 V, it can be assumed that the relay is sticking.

not measurable

voltage at 1X13:15 < 18V (on 24V trucks)

Battery voltage is too low or fault in path 1X13:2

Fault in path X1:9 - 1K22 - X4:8 - 1X13:3 or fault in path X1:9 - 1K21 - X4:7 - 1X13:31 or fault in path X1:9 - 1K12 - X4:6 - 1X13:32 or fault in path X1:9 - 1K11 - X4:4 - 1X13:17 or traction electronics

Result: slow speed

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Service Training

43

Battery voltage is too low. Either a defective, incorrect or extremely discharged battery is installed or the return signal is faulty.

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44

Fault Description Safety relay in the traction electronics can not be operated. If all the conditions for the release of the relay are met and if the sensed voltage after the contact is under 30V, it can be assumed that the relay can not close.

Controller Fault Condition

not measurable

Fault in path 1X13:14 - 1X12:6 or fault in path 1X13:28 - 1X12:3 or fault in path 1X13:42 - 1X12:1 or power unit is faulty

Power unit shorted or driver in the traction controller is faulty. Result: shutdown

not measurable

Fault in path 1X13:14 - 1X12:6 or fault in path 1X13:28 - 1X12:3 or fault in path 1X13:42 - 1X12:1 or power unit is faulty or moisture in the traction motors

Temperature in the power unit is over 80°C. This monitoring is only active if no open cable is suspected, i.e. if the sensed temperature value is under 200°C.

Voltage at 1X13:26 between 3.5V and 5.6V

Temperature in the power unit is between 60°C and 200° or fault in path 1X13:26 - 1X12:4

Power unit or driver in the traction controller is faulty. Result: shutdown

46

48

Section

Fault in path X1:9 - 1K22 - X4:8 - 1X13:3 or fault in path X1:9 - 1K21 - X4:7 - 1X13:31 or fault in path X1:9 - 1K12 - X4:6 - 1X13:32 or fault in path X1:9 - 1K11 - X4:4 - 1X13:17 or traction electronics

Page

not measurable

Result: slow speed

45

Possible Causes

Service Training

No.

Result: LBC braking at temp.> 90°C

6

41

Problem with driver of safety contactor 1K6. Connection problem, short circuit or fault in the traction electronics.

Controller Fault Condition

Possible Causes

Window (5): 1K6:1/0 or 0/1 or 0/? or 1/?

Fault in path 1X13:2 or fault in path 1X13:4 - X4:4 - 1K6 - F3:2

Section

50

Fault Description

Page

No.

6

42

Result: creep speed

The traction electronics has detected a short circuit after (+) of one of the directional contactor end stages of the traction electronics. Either a short circuit exists at the directional contactor driver or an end stage or the monitoring is faulty.

Window (51): DERR:1

Fault in path 1X13:3 - X4:8 - 1K22 or fault in path 1X13:31 - X4:7 - 1K21 the fault in path 1X13:32 - X4:6 - 1K12 or fault in path 1X13:17 - X4:4 - 1K11 or traction electronics

52

Problem with driver of contactor 1K11. If the contactor is driven, a short circuit exists after (+); if contactor is not driven, a short circuit exists after (-), the end stage or drain return is faulty.

Window (51): 1K11:1 0 or 0 1

Fault in path 1X13:17 - X4:4 - 1K11 - X4:9 1X13:15 or traction electronics

Window (51): 1K12:1 0 or 0 1

Fault in path 1X13:32 - X4:6 - 1K12 - X4:9 1X13:15 or traction electronics

Result: creep speed

53

Problem with driver of contactor 1K12. If the contactor is driven, a short circuit exists after (+); if contactor is not driven, a short circuit exists after (-), the end stage or drain return is faulty. Result: creep speed

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Service Training

51

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54

Fault Description Problem with control of contactor 1K21 If the contactor is driven, a short circuit exists after (+); if contactor is not driven, a short circuit exists after (-), the end stage or drain return is faulty.

Controller Fault Condition

Possible Causes

Window (51): 1K21:1 0 or 0 1

Fault in path 1X13:31 - X4:7 - 1K21 - X4:9 1X13:15 or Traction electronics

Window (51): 1K22:1 0 or 0 1

Fault in path 1X13:3 - X4:8 - 1K22 - X4:9 1X13:15 or Traction electronics

Window (51): CERR:1

Fault in path 1X13:4 - X4:4 - 1K6 or fault in path 1X13:18 - X4:3 - 1K5 or fault in path 1X13:33 - X4:3

Result: creep speed

55

Problem with control of contactor 1K22 If the contactor is driven, a short circuit exists after (+); if contactor is not driven, a short circuit exists after (-), the end stage or drain return is faulty.

Service Training

No.

Result: creep speed

57

Section

or traction electronics Result: creep speed

Page

The traction electronics has detected a short circuit after (+) of the drain of an end stage of regen current contactor 1K5 or safety contactor 1K6. Either a short circuit exists, or an end stage or the monitoring is faulty.

6

43

59

A fault in regen current contactor 1K5 can be suspected. Either the contactor is sticking or the driver or return signals are incorrect.

Fault in path 1X13:33 - X4:3 - 1K5 - F3:2 or fault in path 1X13:33 - 1X13:18

or

6

Result: creep speed

Window (5): 1K5:0/0 and voltage at 1X13:33 battery voltage

Possible Causes

44

Problem with driver of regen current contactor 1K5. When the contactor is driven, a short circuit exists after (+); if the contactor is not driven, a short circuit exists after (-), the end stage or drain return is faulty.

Controller Fault Condition

Section

58

Fault Description

Page

No.

Window (5): 1K5:1/1 and voltage at 1X13:33 > 5V

Window (5): 1K5:0/1 or 1/0

Fault in path 1X13:30 – X3:2 - 1K5 or fault in path 1X13:18 - X4:3 - 1K5 - F3:2 or fault in path 1X13:33 - 1X13:18

Window (6): v: 0.0 during travel

Fault in path 1X13:39 - 1X2:1 - 1B2 or fault in path 1X13:36 - 1X2:2 - 1B2 or fault in path 1X13:41 - 1X2:3 - 1B2 or faulty 1B2 or check setting

Voltage at 1X13:14 > 30V

Short circuit in the traction motor or fault in path 1X13:14 - 1X12:6

Result: creep speed

60

Speed sensor 1B2 indicates zero rpm when the motors are being controlled.

65

The traction electronics has detected that the motor current is too high. Power unit short after battery positive or an incorrect signal return. Result: shutdown

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Service Training

Result: slow speed

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67

Fault Description

Signal from actual current sensor 1B3 is out of range. Fault in the actual current sensor or in the connecting cables (open cable, short circuit, etc.) Result: shutdown

68

Signal from actual current sensor 1B3 is out of range. Fault in the actual current sensor or in the connecting cables (open cable, short circuit, etc.)

Controller Fault Condition

Voltage at 1X13:10 < 7V in the zero position of pedal or voltage at 1X13:10 > in the zero position of pedal

Voltage at 1X13:10 < 7V

Safety shutdown. Unclear switching signal levels of the microswitches or internal fault in the traction electronics.

Fault in path 1X13:12 - 1X6:1 - 1B3 or fault in path 1X13:10 - 1X6:2 - 1B3 or fault in path 1X13:27 - 1X6:3 - 1B3 or actual current sensor faulty

Fault in path 1X13:12 - 1X6:1 - 1B3 or fault in path 1X13:10 - 1X6:2 - 1B3 or fault in path 1X13:27 - 1X6:3 - 1B3 or actual current sensor faulty

Result: shutdown

Signal inputs from safety and master controllers are not identical.

or defective traction electronics

Section

Variation in 24V supply for electronics (1X13:13) or undefined signal level at 1X13:8, 1X13:21, 1X13:22 or 1X13:38 (not clearly battery negative or 24V)

Page

69 85

Possible Causes

Service Training

No.

6

45

Section Page

6.1.7.3

6

Service Training

46

WINDOW 3 FAULT HISTORY Error number Example: Error 58

-------------------(3+) 58:2

Fault history Example: Occurred 2 times

--------------------

6.1.7.4

WINDOW 31 CONFIRMING FAULT HISTORY Error number Example: Error 58 -------------------(31+) 58:2/ 58:3

--------------------

Fault history Example: Occurred 2 times Error number and occurrence of faults not confirmed by service engineer / Sign that the error was confirmed by the service engineer

Window 31 displays all the errors that were detected and stored during driving and which impair driving along with the frequency of their occurrence. The service engineer can acknowledge the display with the Del key (CE key on diagnostic unit). The controller then sets a slash after the error codes. Any errors occurring thereafter will be shown again behind the slash. Confirming the errors deletes the fault history in window 3. NOTE:

The plus sign after a window number indicates that further windows follow in this window group. The indication (31+) means that there is yet another window (32). The input of a twodigit window number is always by entering the two numbers singly. The time for entering the second number is limited to about 1 second. During the time allowed for inputting the second number, a dash will follow the first number e. g. (3_1+).

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With the Del key (CE key on diagnostic unit), the service engineer can clear the error memory. If the error memory is deleted, a slash will be set behind the last error in window 31.

Service Training 6.1.7.5

Section Page

6 47

WINDOW 32 CLEARING ENTIRE FAULT HISTORY (MASTER VERSION ONLY)

-------------------(32) (clear errors=) --------------------

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In window 32, all the error codes indicated in window 31 can be deleted. To clear the errors, press the Del key or ç.

Section

6

Page

Service Training

48

6.1.7.6

WINDOW 4 DIGITAL INPUTS Switch state

Window number 4

State of curve microswitch 1S1

State of accelerator microswitch 1S12

-------------------(4+) 1S1:1 1S12:0 1S2:1 1S13:000 1S4:0 1S50:0 1S5:0 --------------------

State of directional switch 1S13, single-pedal model State of seat switch 1S50, cabin switch 9S20

State of directional switch

State of curve microswitch 1S2 State of handbrake microswitch 1S4 State of brake pedal microswitch 1S5

State of accelerator microswitch 1S12 1S12=0 1S12=1

drive pedal in zero position drive pedal operated

State of directional switch 1S13 1S13:000 1 means reverse direction of travel activated 1 means forward direction of travel activated 1 means truck with double-pedal control 0 means truck with single-pedal control State of seat switch / cabin switch 1S50 1S50=0 1S50=1

seat switch (cabin switch) not operated seat switch (cabin switch) operated

State of curve switches 1S1 and 1S2 1S1, 1S2=0 1S1, 1S2=1

curve switch operated (curve) curve switch not operated (straight on)

State of handbrake switch 1S4 1S4=0 1S4=1

handbrake applied handbrake disengaged

State of brake pedal switch 1S5 1S5=0 1S5=1

brake pedal operated brake pedal not operated

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Window 4 displays the states of the various microswitches. The microswitches have the same designation as in the wiring diagram.

Service Training 6.1.7.7

Section Page

6 49

WINDOW 5 DIGITAL OUTPUTS

State of main current contact of 1K5 Window number 5 Regenerative current contactor 1K5 (E 16 only) Break contactor 1K6 (E 16 only)

Directional contactor 1K11 -------------------(5+) 1K11:0 1K5:0/0 1K12:0 1K6:0 1K21:0 1K1:0 1K22:0 --------------------

Directional contactor 1K12 Directional contactor 1K21 Directional contactor 1K22

Contactor for options

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Switch state

Window 5 shows the states of the various contactors. The contactor designation is identical to the designation in the wiring diagram. Switch states: 0 means contactor is not driven 1 means contactor is driven NOTE:

1K5 and 1K6 are only displayed on E16 trucks.

Section

6

Page

Service Training

50

6.1.7.8

WINDOW 6 ANALOGUE SIGNALS Battery voltage (positive supply to directional contactors)

Window number 6 Temperature of 1A1 Accelerator voltage

-------------------(6+) U: 45V Te: 200C X: 0% Up:-0.03V I: 0A U+:15.03V v: 0.0 --------------------

PWM clock ratio in % Motor current in amperes

Speed in km/h

Supply voltage of accelerator actual current sensor

Te Up

U+ X U I v

Temperature in the power module (If no temperature sensor is installed in the power module, 200C will be indicated (default value on series 324 -02).) Accelerator output voltage Up 0 to +5.5V max. reverse speed selected Up=0 accelerator zero position Up 0 to -5.5V max. forward speed selected Supply voltage of accelerator actual current sensor Clock ratio (PWM control) as a percentage Voltage behind safety relay contact (about 10V in the OFF state) Motor current of both traction motors Speed in km/h

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Window 6 shows the important analogue readings.

Service Training 6.1.7.9

Section Page

6 51

WINDOW 7 SETTING TRUCK PARAMETERS

Window number 7 The + sign shows that a subwindow exists.

-------------------(7+) Vmax: -> Vinp: -> Opt.: 0 --------------------

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In window 7 it is possible to adjust various truck-specific parameters. The parameter abbreviations have the following meaning. Vmax:

Limitation of the maximum speed (adjustable in steps of 1 km/h) "->" means no speed limitation

NOTE:

If the travel speed (Vmax and Vinp) is restricted to under 10 km/h, a separate speed sensor must be installed in the traction motor without a speed sensor. From software version 1.1 and up, the travel speed can only be reduced to max. 10 km/h. If a reduction to under 10 km/h is desired (Vmax or Vinp), window 72 (parameter Vmin) must be used.

Vinp:

Switch-controlled speed reduction (adjustable in steps of 1 km/h) "->" Means no speed reduction Function of output 1K7 for optional equipment 0: Not used 1: Stop light 2: Reversing light 3: Flashing reversing light

Opt:

The parameters can be set as follows: - Press the ENTER key. - The cursor becomes visible and jumps to the first parameter. - It is possible to change the values within certain limits with the é and ê keys ( - or + key of the diagnostic unit). - The change is stored automatically and becomes effective immediately. - Pressing the ENTER key again moves the cursor to the next parameter. - It is possible to change the values within certain limits with the é and ê keys ( - or + key on the diagnostic unit). - Pressing the ENTER key again moves the cursor to the next parameter. - The parameter input can be continued at any time by entering another window number.

Section Page

6 52

6.1.7.10

Service Training

WINDOW 71 SETTING PARAMETERS IN WINDOW 7 TO DEFAULT SETTINGS

Window number 71

-------------------(71+) Default (7): 1 (Default=) --------------------

In window 71 the parameters of window 7 can be reset to their factory default settings. If parameters were changed, "Default (7): 0" will appear in the window. Press the Del or ç key (CE on Linde diagnostic unit) The parameters are set to their factory default settings. The window will display "Default (7): 1". E01 / Chapter 2 324 804 4601.0200

-

Service Training 6.1.7.11

Section Page

6 53

WINDOW 72 SETTING SPECIAL TRUCK PARAMETERS (MASTER VERSION ONLY)

Window number 72

-------------------(72+) Imax:480A Amax: 60% Ilbc:200A Vmin:10.0 Ibrk:250A --------------------

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In window 72 special truck parameters can be set with the master version. The settings can also be checked with the service version. Imax: Ilbc:

Maximum motor current (only reducible to 300 A in steps of 10 A) LBC current (adjustable von 100 A to 300 A in steps of 20 A) "->" means no LBC braking

NOTE:

If LBC braking is deactivated, a label with "No Motor Braking" must be affixed to the truck.

Ibrk:

Reversing current

Amax:

Acceleration and brake ramp as a percentage of the maximum acceleration (adjustable from 0% to 100% in steps of 20%)

Vmin:

Reduced truck speed (under 10 km/h for Vmax and Vinp in window 7) adjustable in steps of 0.2 km/h

NOTE:

When truck speed is limited to under 10 km/h, a second speed sensor must be mounted on traction motor 1M2.

The parameters can be set as follows: -

Press the ENTER key. The cursor becomes visible and jumps to the first parameter. With the é and ê keys it is possible to change the value within certain limits. The change is stored automatically and becomes effective immediately. Pressing the ENTER key again advances the cursor to the next parameter. With the é and ê keys it is possible to change the value within certain limits. After changing the last parameter and pressing ENTER, the cursor becomes invisible again. The parameter input can be ended immediately at any time by selecting another window number.

Section Page

6 54

6.1.7.12

Service Training

WINDOW 73 DEFAULT PARAMETERS OF WINDOWS 7 AND 72

Window number 73

-------------------(73+) Default (7): 0 Default (72): 1 (Default=) --------------------

In window 73 it is possible to reset the parameters of window 7 and 72 to their factory default settings. If the parameters were changed, e. g. "Default (7): 0" appears in the window. Press the Del or ç key (CE on the Linde diagnostic unit) The parameters are reset to their factory default settings. The window will display "Default (7): 1". E01 / Chapter 2 324 804 4601.0200

-

Service Training 6.1.7.13

WINDOW 74 SPECIAL VERSION PARAMETERS

Window number 74

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Vlim:

-------------------(74) Vlim: -> Weak: 0 Boos: 0 --------------------

Weak: Boos:

Maximum possible truck speed "->" means no speed limitation Field weakening 1 = active, 0 = no field weakening Brief maximum current rise when starting 1 = on, 0 = off

NOTE:

The values of the set parameters can be displayed but not changed.

Section Page

6 55

Page

6

Service Training

56

6.2

PULSE CONTROL FOR THE WORKING HYDRAULICS

6.2.1

LIFT ELECTRONICS

Pin layout of connector 2X1 Terminal 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

Colours

Functions

...................................................... not used ...................................................... not used ...................................................... not used ...................................................... not used ...................................................... not used .......................... blue/red ............. negative voltage for sensors ...................................................... not used .......................... brown ................ + 15 V power supply for sensors .......................... white/brown ....... pump motor temperature switch 2B7 .......................... brown/yellow ..... enable signal from seat switch ...................................................... not used ...................................................... not used ...................................................... not used .......................... white/red ........... sensor 2B14 signal, auxiliary hydraulics 2 .......................... green/red ........... sensor 2B13 signal, auxiliary hydraulics 1 .......................... violet .................. sensor 2B12 signal, tilting ...................................................... not used .......................... green/blue ......... shutoff contact from composite instrument .......................... black/white ........ sensor 2B11 signal, lifting ...................................................... not used ...................................................... not used ...................................................... not used ...................................................... not used ...................................................... not used .......................... red/black ........... 24V power supply

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Section

Service Training

Page

6 57

POWER SUPPLY

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6.2.1.1

Section

The power for the lift electronics is supplied by voltage converter U1. When key switch S1 is on, the 24V direct current from the converter is applied to X12:9 and 2X1:25 via fuse 2F2. The controller is supplied with battery negative via the power module source connection. The control valve is equipped with sensors which detect how far the hydraulic control levers are operated. A speed sensor is also mounted on hydraulic motor 2M1 to regulate the motor speed during steering. These sensors are supplied with direct current as soon as power is applied to the controller. The sensors are supplied with +15V via terminal 2X1:8. The negative supply for the sensors is provided via 2X1:6.

Section Page

58

Service Training

ENABLE SIGNAL, TEMPERATURE SWITCH AND SPEED REDUCTION WITH DISCHARGED BATTERY

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6.2.1.2

6

The operation of the working hydraulics is enabled as soon as seat switch 1S50 is operated. The speed of the working hydraulics is halved via the cut-out contact in the composite instrument when the battery discharge has reached 80%. When this is the case, the battery negative signal at 2X1:18 of the composite instrument 6P2 is cut out. When the pump motor reaches a temperature of 160 °C, the negative signal is cut out via temperature switch 2B7 at terminal 2X1:9 and the pump motor runs at half speed.

Service Training

Page

6 59

CONTROL OF THE VARIOUS WORK FUNCTIONS

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6.2.1.3

Section

All speeds of the working hydraulics are infinitely variable. A distance sensor in each valve block of the control valve block senses how far the control lever in question has been moved; the motor speed is then set accordingly by the electronic controller. The motor speed is sensed with the speed sensor in the pump motor and adjusted as required. The output signal of the distance sensors 2B11, 2B12, 2B13 and 2B14 ranges from 3.75V to 11.25V.

Section

6

Page

6.2.2

Service Training

60

SENSOS IN THE CONTROL VALVE BLOCK

The sensors in the various valve sections operate with plunger-type coils. Each sensor contains two identical cylindrical coils. At the lower part of the control spool there is a ferromagnetic anchor which moves in the cylindrical coils when the spool is moved. Both cylindrical coils are connected in series and they are operated with alternate current. The alternate current is generated by a circuit board inside the control valve block. The sensors are supplied with 15V via 2X1:8 by the lift controller. Battery negative flows to the sensors via terminal 2X1:6.

Neutral position of the control spool Extended control spool Retracted control spool

7.5 V 3.75 V max. 11.25 V max

Sensor 2B11, lifting Sensor 2B12, tilting Sensor 2B13, auxiliary hydraulics 1 Sensor 2B14, auxiliary hydraulics 2

output signal at 2X1:19 and 2X1:6 output signal at 2X1:16 and 2X1:6 output signal at 2X1:15 and 2X1:6 output signal at 2X1:14 and 2X1:6

These sensors work practicall without any friction. The tight casing keeps out dust and other foreign matter. These sensors therefore have a very long service life.

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Output signals:

Section

Service Training

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6.2.3

Page

6 61

ADJUSTMENTS

1 2 3 4 5 6

LIFTING

Not used Not used Auxiliary hydraulics 1, function1 Auxiliary hydraulics 1, function 2 Auxiliary hydraulics 2 Not used

The lifting cycle is enabled by distance sensor 2B11. The motor speed is controlled with distance sensor 2B11 on the control valve proportionally to the movement of the spool. The lifting cycle does not need to be adjusted. TILTING The tilting cycle is enabled with distance sensor 2B12. The tilting cycle does not need to be adjusted. AUXILIARY HYDRAULICS 1 The work cycle is enabled with sensor 2B13 and the motor speed is set with potentiometers (3) and (4). With potentiometer (3) it is possible to adjust the motor speed for function 1 (rotate clockwise, shift to the right, etc.). With potentiometer (4) it is possible to adjust function 2 (rotate anti-clockwise, shifting to the left). The setting of the motor speed depends on the type of attachment and should be taken from the specifications of the manufacturer of the attachment. AUXILIARY HYDRAULICS 2 The work cycle is enabled with sensor 2B14 and the motor speed is set with potentiometer (5). The setting of the motor speed depends on the type of attachment and should be taken from the specifications of the manufacturer of the attachment. NOTE:

Use a suitable screwdriver for the adjustment. All adjustments must be performed from outside through the holes indicated by the illustration. Carry out the adjustment of the motor speed with the right amount of force. Refit the dust cap after completion of the adjustment.

Section Page

6.3

6 62

Service Training

STEERING CONTROLLER

The steering controller is identical for 24V and 48V trucks. It is mounted in an aluminium injection moulded casing and fastened in the counterweight with two holders.

OPERATION OF THE STEERING CONTROLLER

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As soon as the key switch is turned on, the steering pump motor starts to run with a basic speed of 1200 RPM. When the steering wheel is turned, the motor speed rises to 2300 RPM. The turning of the steering wheel is detected with a reed contact switch located at the steering column. The reed contact switch applies a negative signal to terminal 3X1:21 of the steering controller.

Section

Service Training

Page

E01 / Chapter 2 324 804 4601.0200

Pin layout of connector 3X1

Terminal 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

Colours

3M1:A1 3M1:A1

red red

3M1:A2 3M1:A2 LL-

black/red black/red blue blue

L-

blue

3M1:A1 3M1:A1 3M1:A2 3M1:A2

red red black/red black/red

LL-

blue blue

3S1

white/yellow

1X1:1 (24V)

white/blue

Functions not used battery + battery + not used negative of steering pump motor negative of steering pump motor battery battery not used battery not used not used not used not used battery + battery + negative of steering pump motor negative of steering pump motor not used battery battery not used reed contact switch not used power supply 24V

6 63

Section Page

6 64

FUNCTIONAL DESCRIPTION

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6.3.1

Service Training

Description 3F1 3M1 3A1 3S1

Main current fuse Pump motor Steering controller Reed contact switch

Power supply: The steering controller is provided with +24V at terminal 3X1:25 via voltage converter U1 and control current fuse F4. If the steering is not operated, reed contact switch 3S1 is also not switched. The steering pump motor runs at approx. 1200 RPM. When the steering is operated, reed contact switch 3S1 is activated and battery - is applied to 3X1:23, allowing the steering pump motor to run at a maximum speed of 2300 RPM.

Section

Service Training 6.4

Page

6 65

COMPOSITE INSTRUMENT

The composite instrument consists of the battery discharge indicator, the hour meter and three LED's. All the functions in the composite instrument are controlled by a microcontroller. The microcontroller has an internal ROM (Read Only Memory) containing the operating software. The software version is indicated on a label on the side of the composite instrument. The microcontroller is also provided with RAM memory (working storage) and an EEPROM containing truck-specific data (battery characteristics, elapsed service hours and other data). With the diagnostic unit or a Notebook it is possible to communicate with the composite instrument via interface connector 6X6. The signals from the thermal sensors and motor brush wear switches are evaluated via various inputs.

2 3

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1

5

1 2 3 4 5

LED for brush wear LED for service interval LED for overhetaing LCD display Battery discharge indicator

4

Section

66

Service Training

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Page

6

Connector 6X8 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Diagnostic terminal ISO-L Pump motor speed reduction Diagnostic terminal ISO-K Activation of hour meter, seat switch 48V input, battery discharge indicator 36V input, battery discharge indicator 24V input, battery discharge indicator Power supply, battery negative Power supply, 24V Brush monitor, traction motors 1M1/1M2 Brush monitor, steering pump motor 3M1 Activation of hour meter, drive pedal Switching of LED, traction motor overheating Activation of hour meter, pump motor Not used Brush wear switch of pump motor 2M1

Service Training 6.4.1

Section Page

6 67

BRUSH WEAR INDICATOR

A motor brush wear switch is attached to each carbon brush in the motors. As soon as a brush is worn down to 60%, the brush switch in question is activated. When the wear limit is reached, the battery negative signal at terminal 6X8:10 is cut off at the two traction motors. The signal of motor brush wear switch 6B5 from the pump motor is turned off via terminal 6X8:16. The steering pump motor has only one motor brush wear switch. As soon as the wear limit is reached, motor brush wear switch 6B7 applies a negative signal to motor brush monitor 6A2. The motor brush monitor then cuts off the negative signal at terminal 6X8:11 of the composite instrument. Brush wear is indicated by the illumination of the LED. Simultaneously, the LCD displays on which motor the brush is worn.

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1 2 3

= = =

traction motors pump motor steering pump motor

The indication of the motor number alternates every 5 sec. with the indication of the expired service hours. When the brush wear limit of a motor is reached, the number of the motor and the expired service hours are stored in the composite instrument. These can be read out with the diagnostic unit, if necessary.

Motor brush wear LED

Motor number indicator

Section Page

6.4.2

6 68

Service Training

TRACTION MOTOR OVERHEATING

When a temperature of over 160°C is reached at one of the traction motors, temperature switch 1B6 or 1B7 opens, cutting out the negative signal at 6X8:13. The illumination of the LED (1) shows that the traction motor is overheated. The expired service hours and the number 12 are shown alternately in the LCD display (2). The number of service hours, at which the motor overheating was registered, are stored.

2

6.4.3

HOUR METER

The elapsed service hours are counted routinely as soon as the key switch and the seat switch are activated. If the hour meter is only to run when the drive pedals are operated, the value in menu no.12 must be changed to 2. It is also possible to activate the hour meter with the pump motor of the working hydraulics. To do this, connect a cable from connector 6X10:2 to drain terminal 2 of power module 2A1 for the pump motor.

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1

Service Training 6.4.4

Section Page

6 69

SERVICE INTERVAL INDICATOR

The composite instrument features a service interval indicator. After 500 service hours the yellow LED illuminates, indicating that a truck inspection is due. The service interval indicator can be reset with the Linde diagnostic unit, with a PC having the Linde diagnostic software or with the resetter. To do this, connect of these to diagnostic plug 6X9 of the composite instrument. If the Linde diagnostic unit or the PC with the Linde diagnostic software are used, menu no.31 must be selected. To the reset the service interval LED with the resetter, press the red key on the resetter. The service interval time can be modified between 0 and 1000 hours in steps of 250 hours. The change is made with menu no.13.

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Service interval LED

Section Page

6.4.5

6

Service Training

70

SERVICE INTERVAL TIME

A meter is integrated in the composite instrument which stores the time until the next service is due. This time can only be read out with the diagnostic unit or a Notebook. RESETTING THE SERVICE INTERVAL TIME WITH MENU NO.31 - Connect the diagnostic unit to the truck data connector 6X8. The data connector is located behind the steering cover trim. - Turn on the key switch. - Depress the ON button.

- Press the DATA NEW key. - Enter menu no. 31. The selected menu number and the current service interval setting (500 hours upon delivery) will appear. - The service hours at which the service interval indicator was last reset are shown in the second line of the display. 31

250 XXXXXX

- Depress the ENTER button. - The service interval indicator is reset and in the third line of the display there appears the operating hours at which the next service is due.

31

250 XXXXXX XXXXXX * Data end *

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*Linde Test Module** ** Version 2.94 ** ** Device Ready ** * No Data received *

Service Training 6.4.6

Section Page

6 71

BATTERY DISCHARGE INDICATOR

The battery discharge indicator consists of 10 LED's (7 green, 1 orange and 2 red). Depending on the battery state of charge, the row of illuminated LED's goes off from battery fully charged (right, green LED) to battery discharged (both red LED's flashing). When the two red LED's are flashing, the speed of the working hydraulics is reduced by 50 %. The condition of a battery is always reflected in its discharge voltage gradient. In the case of the Linde discharge indicator, the battery voltage is measured and from this value the voltage of the cells is deduced. The cell voltage drops as the battery discharges. The cell voltage is also influenced by the momentary current consumption. The surge in cell voltage with a load is lower with a charged battery than with a discharged one. The registration of battery discharge is based on the voltage surges measured over a period of time.

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The discharge voltage gradient varies with the type, age and discharge period of the battery. Various discharge characteristic curves are stored in the operating software of the composite instrument for various types of batteries. The correct curve must be chosen for the battery installed. The battery type can be modified with menu no.21. 1 2 3 4

Standard wet cell Varta (factory setting) Standard wet cell Deta Performance enhanced battery Gel battery

The discharge period and the age of the battery also affect the discharge characteristic. The programmed discharge characteristic can be shifted in certain ranges in order to show the correct discharge information on the display. When the battery discharge reaches 80 percent, the speed of the working hydraulics is reduced to warn the operator that the battery must be charged. This value can be increased to a residual capacity of 40 percent. Depending on the type of application and battery, the discharge indicator must be optimised. An optimisation is done with the diagnostic unit using the following menus: 21 22 23

Battery type Upper discharge characteristic Cut-out point

The changes should be made in the smallest possible steps. The installed battery type should be programmed first. Then a fine adjustment can be performed with menu no.22 (upper discharge characteristic), which corresponds to the adjusting potentiometer (range A to E) on the Curtis discharge indicator, and with menu no.23 (cut-out point). The table below serves as a programming aid for the various types of batteries and applications. Depending on the application and type of battery, menu nos. 22 and 23 can be altered according to the following table. A detailed description regarding the application of the diagnostic unit in connection with the composite instrument is given in section 5.6.10.

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6

Service Training

72

Type of Application and Battery

Time for Reduction

Change in Menu No. 22

Particularly heavy duty Battery charging under 4 hrs required

Too early

Reduce

Increase

Particularly light duty Battery charging once a week

Too late

Increase

Increase

Trucks with many options (basic loads e.g. heater, etc.)

Too late

Increase

Increase

Performance enhanced PzS battery

Too late

Increase by 0.03 V

Increase

PzV battery

Too late

Increase by 0.06 V

Increase

CSM battery

Too late

Increase by 0.09 V

Change in Menu No. 23

Increase

The battery discharge indicator is reset to "battery fully charged" by the increase in cell voltage after charging of the battery. This cell voltage is programmed to be 2.09 V per cell as standard value. This value can be modified with menu no.22. The cell voltage value must be applied for a certain period of time after turning on the key switch before the discharge indicator is reset. When the truck is delivered, this value is set to 0.1 min. This time can be changed with menu no.24.

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Section

Section

Service Training 6.4.7

Page

6 73

OPERATION OF DIAGNOSTIC UNIT TOGETHER WITH COMPOSITE INSTRUMENT

With the aid of the diagnostic unit, various functions can be programmed with the composite instrument and data can also be read out of the memory of the composite instrument. All functions can be accessed with the menu numbers. It is possible to differentiate between Programmable functions Reset of service interval time Programmable hours Read-out function

Menu nos. 11 to 24 Menu no. 31 Menu nos. 32 to 35 Menu nos. 41 to 43

The functions of the separate menus are described in the following table. Menu No.

12

Factory Setting

Function Hour meter variant

1

Possible Settings

1

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2 13

Service interval period

500 h

14

Number of motors

2

21

Type of battery

1

22

Upper discharge characteristic

2.09 V

23

Cut-out point for discharge indicator Discharge indicator disable time

20%

24

31 Reset service time 32,33 Service hours with drive pedal depressed 34 Service hours 2M1 35 Totoal service hours 41 Motor overheating 42

Brush wear

43

Discharge limit

0.1min

-----, 250, 500 750, 1000 h 2 1 1 2 3 4 2.00, 2.03 2.06, 2.09 2.12, 2.15 2.18 V 20, 25, 30 35, 40 % 0.1, 1.1, 2.1 3.1, 4.1, 5.1 6.1, 7.1, 8.1

Explanation of Functions Hour meter runs when activated by key switch and seat switch. Hour meter runs when drive pedal and working hydraulics are operated. Operating hours of service interval Two traction motors installed in truck One traction motor installed in truck Battery characteristic for standard Varta PsZ cell Battery characteristic for standard Deta PsZ cell Battery characteristic for enhanced PsZ cell Battery characteristic for gel battery Battery cell voltage value interpreted by discharge indicator as fully charged battery.

Residual battery capacity at which power reduction of working hydraulics sets in. Time after which discharge indicator jumps to full charge when cell voltage set in menu no. 22 is reached. Freely programmable if tot. service hrs 99999.7 Freely programmable if tot. service hrs >99999.7 Freely programmable if tot. service hrs >99999.7 Display of last three motor overheatings (over 160 °C) with motor number and service hours. Display of last three brush wear signals with motor number and service hours. Display of last five service hour values at which battery was discharged up to the cut-out point.

The service hours can only be programmed once with a new composite instrument. The input is made with the key pad (6 digits) and it must be concluded by pressing ENTER.

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6

Service Training

74

6.5

WIRING DIAGRAM

6.5.1

WIRING DIAGRAM 24V TRUCKS

1A1 1A2 1A4 2A1 2A2 3A1 6A2 1B3 1B2 1B6 1B7 1B8 2B7 2B11 2B12 2B13 2B14 4B1 6B1 6B3 6B5 6B7 4C1 F2 F3 F4 F6 1F1 2F1 2F5 3F1 6F1 G1 1K11 1K12 1K21 1K22 1M1 1M2 2M1 3M1 9M1 9M2 6P2 S1 S2 1S1 1S2 1S4 1S5 1S13 1S50 3S1 4S1 U1 1V6 1V51 1V52 2V6 3V6 X1 X2 X6

Traction control power module Traction controller Accelerator Lift control power module Lift controller Steering controller Motor brush monitoring Actual current sensor Speed sensor 1M1 Temperature switch 1M2, 160 °C Temperature switch 1M1, 160 °C Speed sensor 1M2 (option) Temperature switch 2M1, 160 °C Sensor lifting Tilting sensor Sensor for auxiliary hydraulics 1 Sensor for auxiliary hydraulics 2 Horn Motor brush wear switch 1M1 Motor brush wear switch 1M2 Motor brush wear switch 2M1 Motor brush wear switch 3M1 Suppressor capacitor Fuse 15A Fuse 5A Fuse, steering & traction electronics 5A Fuse, composite instrument 5A Fuse, traction drive 355 A Fuse, pump motor 250 A Fuse, lift electronics 5 A Fuse, steering pump motor 50 A Fuse, battery discharge indicator 15 A Battery Directional contactor, reverse right Directional contactor, forward right Directional contactor, reverse left Directional contactor, forward left Traction motor, right Traction motor, left Pump motor Steering pump motor Traction motor fan Electric motor compartment fan Composite instrument Key switch Emergency stop switch Curve switch, right Curve switch, left Handbrake switch Brake pedal switch Directional switch, single-pedal model Seat switch Reed contact switch, steering Horn switch Voltage converter Freewheel diode, traction Diode (1M1) Diode (1M2) Freewheel diode pump motor Freewheel diode, steering pump motor Connector, 10-pin Connector, 6-pin Connector, curve switch

4-16 102-168 116-124 37-42 43-65 24-32 184-190 7,126-128 9,158-161 164 164 18,151-154 63 46-48 50-52 54-56 58-60 174 181 181 178 185 174 69 175 90 84 6 40 61 26 67 1 10,105 7,109 20,113 16,116 6,9 17,18 38 26 171 168 67-88 69 1 139 143 142 146 133-135 100 30 174 72-75 12 13 15 40 24

X8 X10 1X1 1X2 1X4 1X6 1X7 1X8 1X9 1X10 1X12 1X13 1X14 1X15 2X1 2X2 2X5 2X6 2X7 2X10 3X1 3X2 3X3 4X1 6X1 6X5 6X6 6X8 6X9 6X10 9X1 9X2 9Z1 1Z11 1Z12 1Z21 1Z22

Connector for voltage converter, 6-pin Battery plug Connector, 4-pin Connector, 4-pin Connector, 3-pin Connector, 4-pin Connector, 4-pin Connector, 6-pin Connector, 4-pin Connector, 6-pin Connector, traction controller power module, 6-pin Connector, 42-pin Connector, 3-pin Diagnostic plug, traction Connector, 25-pin Connector, tilting sensor, 3-pin Connector, lifting sensor, 3-pin Connector, aux. hydr. 1 sensor, 3-pin Connector, aux. hydr. 2 sensor, 3-pin Connector, power module, 6-pin Connector, 25-pin Connector, 1-pin Connector, 3-pin Connector, 2-pin Motor brush plug 2M1, 4-pin Motor brush plug 3M1, 1-pin Connector, 12-pin Connector, comp. instrument, 16-pin Diagn. plug, comp. instrument, 4-pin Hour meter, pump motor, 3-pin Connector, 2-pin Connector, 2-pin Fan motor protective circuitry Quencher Quencher Quencher Quencher

Cable colour code: BK black WH white BU blue OG orange BN brown

GN VT RD YE GY

green violet red yellow grey

72,75 1 152-154 158-161 142 126-128 164,181 164,181 133-138 116-123 7-10 102-164 146 150-153 44-65 50-52 46-48 54-56 58-60 39-42 24-30 26 31 175 63,178 185 185-189 67-88 86-89 85 171 168 173 107 111 114 118

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6

75

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Service Training Section

Page

6

77

Page

6

Service Training

78

6.5.2

WIRING DIAGRAM 48V TRUCKS

1A1 1A2 1A4 2A1 2A2 3A1 6A2 1B3 1B2 1B6 1B7 1B8 2B7 2B11 2B12 2B13 2B14 4B1 6B1 6B3 6B5 6B7 4C1 F2 F3 F4 F6 1F1 1F3 2F1 2F5 3F1 6F1 G1 1K5 1K6 1K11 1K12 1K21 1K22 1M1 1M2 2M1 3M1 9M1 9M2 6P2 S1 S2 1S1 1S2 1S4 1S5 1S13 1S50 3S1 4S1 U1 1V1 1V6 1V51 1V52 1V53 2V6 3V6 X1 X2

Traction control power module Traction controller Accelerator Lift control power module Lift controller Steering controller Motor brush monitoring Actual current sensor Speed sensor 1M1 Temperature switch 1M2, 160 °C Temperature switch 1M1, 160 °C Speed sensor 1M2 (option) Temperature switch 2M1, 160 °C Lifting sensor Tilting sensor Sensor, auxiliary hydraulics 1 Sensor, auxiliary hydraulics 2 Horn Motor brush wear switch 1M1 Motor brush wear switch 1M2 Motor brush wear switch 2M1 Motor brush wear switch 3M1 Suppressor capacitor Fuse, controller 15A Fuse 5A Fuse, steering & traction electronics 5A Fuse, composite instrument 5A Fuse, traction drive 355 A Fuse, regenerative current 160 A Fuse, pump motor 250 A Fuse, lift electronics 5 A Fuse, steering pump motor 40 A Fuse, battery discharge indicator 15 A Battery Regenerative current contactor Break contactor Directional contactor, reverse right Directional contactor, forward right Directional contactor, reverse left Directional contactor, forward left Traction motor, right Traction motor, left Pump motor Steering pump motor Traction motor fan Electrical compartment fan Composite instrument Key switch Emergency stop switch Curve switch, right Curve switch, left Handbrake switch Brake pedal switch Directional switch, single-pedal model Seat switch Reed contact switch, steering Horn switch Voltage converter Regenerative current diode Freewheel diode, traction Diode (1M1) Diode (1M2) Regenerative current diode Freewheel diode pump motor Freewheel diode steering pump motor Connector, 10-pin Connector, 6-pin

4-16 102-168 116-124 35-40 40-62 24-32 184-190 7,126-128 9,154-159 165 165 18,149-152 61 44-46 48-50 52-54 56-58 176 182 182 179 185 175 67 176 90 82 7 3 38 59 27 65 1 7,157 14,161 11,106 7,109 20,113 16,116 8-10 17-19 36 27 173 169 64-68 67 1 139 143 142 145 133-135 100 31 176 71-73 3 12 13 15 5 38 25

X3 X6 X8 X10 1X1 1X2 1X4 1X6 1X7 1X8 1X9 1X10 1X12 1X13 1X14 1X15 2X1 2X2 2X5 2X6 2X7 2X10 3X1 3X2 3X3 4X1 6X1 6X5 6X6 6X8 6X9 6X10 9X1 9X2 9Z1 1Z11 1Z12 1Z21 1Z22 1Z5 1Z6

Connector, 4-pin Connector, curve switch Connector, voltage converter, 6-pin Battery plug Connector, 4-pin Connector, 4-pin Connector, 3-pin Connector, 4-pin Connector, 4-pin Connector, 6-pin Connector, 4-pin Connector, 6-pin Connector, traction control power module, 6-pin Connector, 42-pin Connector, 3-pin Diagnostic plug, traction Connector, 25-pin Connector, tilting sensor, 3-pin Connector, lifting sensor, 3-pin Connector, aux. hydr. 1 sensor, 3-pin Connector, aux. hydr. 2 sensor, 3-pin Connector, power module, 6-pin Connector, 25-pin Connector, 1-pin Connector, 3-pin Connector, 2-pin Motor brush plug 2M1, 4-pin Motor brush plug 3M1, 1-pin Connector, 12-pin Connector, comp. instrument, 16-pin Diagn. plug, comp. instrument, 4-pin Pump motor hour meter, 3-pin Connector, 2-pin Connector, 2-pin Fan motor protective circuitry Quencher Quencher Quencher Quencher Quencher Quencher

Cable colour code: BK black WH White BU Blue OG Orange

GN VT RD YE

green Violet Red Yellow

70,73 1 149-152 156-159 142 126-128 165,182 165,182 132-136 116-123 7-10 102-167 145 148-151 41-62 48-50 44-46 52-54 56-58 37-39 25-31 27 31 176 61,179 185 185-189 65-87 84-87 83 173 169 174 107 111 114 118 159 162

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Section

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Section

Page

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79

Section

Service Training -------------------(1) Linde DC-Control Vers: 5.0 / 1.4 Type: LDC20C03 Truck: 324 48V --------------------

-------------------(2) 2 3 58

-------------------(3+) 58:3

--------------------

--------------------

ò

-------------------(31+) 41:2/ 58:3

--------------------

ò

E01 / Chapter 2 324 804 4601.0200

-------------------(32) (clear errors=) --------------------

Window can be called up with diagnostic equipment or diagnostic software

-------------------(4+) 1S1:0 1S12:0 1S2:0 1S13:000 1S4:0 1S50:0 1S5:0 --------------------

-------------------(5+) 1K11:0 1K5:0/0 1K12:0 1K6:0/0 1K21:0 1K7:0 1K22:0 --------------------

Page

-------------------(6+) U: 45V Te: 200C X: 0% Up:-0.03V I: 0A U+:15.03V v: 0.0 --------------------

-------------------(7+) Vmax: -> Vinp: -> Opt.: 0 --------------------

ò

-------------------(71+) Default (7): 1 (Default=) --------------------

ò

-------------------(72+) Imax:480A Amax: 60% Ilbc:200A Vmin:10.0 Ibrk:250A --------------------

ò

-------------------(73+) Default (7) : 1 Default (72): 0 ( Default= ) --------------------

ò

Window can be called up with diagnostic equipment or diagnostic software / parameters can only be changed with the master version

-------------------(74) Vlim: -> Weak: 0 Boos: 0 --------------------

Window can only be called up with the master version of the diagnostic software

WINDOWS SELECTION LDC CONTROL FOR SERIES 324 -02 SOFTWAREVERSION 5.0

6 81

Service Training 7

HYDRAULIC SYSTEM

7.1

HYDRAULIC PUMP MOTOR

7.1.1

HYDRAULIC PUMP MOTOR 24V

Type: Model: Voltage: Power: Type of protection: Insulation class: Carbon brushes: Admissible wear: Equipment:

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7.1.2

-

7

Page

1

DC series-wound motor Juli GP 116-B1 24 V, 260 A, 2550 rpm 5 kW 15% IP00/44 B/F 12.5x32x12 mm with dust groove Down to 13 mm Brush monitoring, temperature switch 160°C

HYDRAULIC PUMP MOTOR 48V

Type: Model: Voltage: Power: Type of protection: Insulation class: Carbon brushes: Admissible wear: Equipment:

7.1.3

Section

DC series-wound motor Juli GP 116-F3 48 V, 230 A, 2800 rpm 9 kW 15% IP00/20 B/F 12.5x32x12 mm with dust groove Down to 13 mm Brush monitoring, temperature switch 160°C

CHANGING THE HYDRAULIC PUMP MOTOR BRUSHES

Jack up the truck and support it safely. Remove the floor mat and the floor plate. Open the tensioning band. Remove the two SKS M6x12 screws and take off the cover plate on the underside of the truck from below. Pull out the tensioning band downwards. The brush fastening screws can now be accessed with a small socket nut and ratchet or with an offset ring spanner.

Section

7

Page

2

7.1.4

-

REMOVAL AND INSTALLATION OF THE HYDRAULIC PUMP MOTOR

Jack up the truck and support it safely. Remove the floor mat and the floor plate. Remove the trim from the control unit. Unscrew the M16x100 cheese head screws in the bearing bracket at the top front (brake lever bearing). Remove the brake lever. Disconnect the suction line on the filter and the suction line to the steering pump motor on the hydraulic pump motor. Disconnect the electric cables and place them behind the vent on the tank. Disconnect the boost pressure line from the hydraulic pump to the control unit and the return line to the tank at the control unit. Unscrew the 4 fastening screws and washers on the retaining plate out of the floor plate from below. Lift out the motor. During installation, first connect the suction line, then the boost pressure line to the hydraulic pump. Put the pump unit in place with a supporting loop, align it and then bolt it to the floor plate (4 SKS M8x12 and SCH A8, 4x25x2 in threaded holes). The standoff to the tank must be at least 8 mm. Refit all hydraulic lines.

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Service Training

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Service Training Page

Section

3

7

Section

7

Page

4

Service Training

7.2

CONTROL VALVE

7.2.1

REMOVING THE CONTROL VALVE

-

Lower the fork carriage and tilt the mast forward. Release any pressure in the hydraulic system. Remove the cover from the control valve. Disconnect the hydraulic lines on the control valve. Remove the 2X4, 2X5, 2X6 and 2X8 plugs on the bottom of the control valve. Loosen the retaining pins in the yokes at the control levers. Remove the yokes at the spools. Remove the three hex head screws on the back of the control valve and take off the control valve.

7.2.2

ADJUSTING THE PRESSURE RELIEF VALVE

- Install a pressure gauge on the working hydraulics (if equipped with auxiliary hydraulics, preferably at the quick-disconnect coupling) - Remove the cap (1) on the adjusting screw (2). - Loosen the locknut (3) on the adjusting screw (2). - Operate the control lever for the working hydraulics. - Set the pressure at the adjusting screw (2) according to the table.

Pressure settings:

Standard mast Duplex mast Triplex mast

E 12

E 15

E 16

170 +5 bar 170 +5 bar 190 +5 bar

200 +5 bar 200 +5 bar 210 +5 bar

210 +5 bar 210 +5 bar 225 +5 bar

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The pressure-relief valve is installed in the control valve block end plate.

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Service Training Page

Section

5

7

Section

7

Page

6

7.2.3

Service Training

DISTANCE SENSOR

A replaceable distance sensor is installed on each hydraulic segment of the control valve. Distance sensor removal -

Jack up and secure the truck. Tilt the cabin back to the 2nd detent. Disconnect the battery plug. Pull the control valve assembly approx. 5 - 6 cm out of the mounting with a pry bar and support the valve. Disconnect the connector on the distance sensor (1). Remove the two socket head screws (4) and lock washer (5). Carefully pull the distance sensor down and out of the sleeve retainer (3), taking care not to lose any shims (6). The shims are necessary for the mechanical adjustment of the distance sensor. Depending on the version of the control valve, one or more shims may be installed. These shims must be re-installed during the installation of the distance sensor.

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NOTE:

1 2 3 4 5 6 7

Distance sensor Sleeve Sleeve retainer Socket head screw Lock washer Shims Spring

Service Training

Section

7

Page

7

Installation: - Carefully position the distance sensor (1) on the sleeve retainer (3) or spring (7), being sure that the number and location of the shims is correct. Retain the original connector position. - Screw in and hand tighten the two socket head screws (4) and lock washers (5). - Install the plug on the distance sensor. - Remove the support at the control valve and lower the control valve.

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The control of the distance sensor output signal is described in section 6 "Electrical system".

Section

7

Page

8

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17

WORKING AND STEERING HYDRAULICS CIRCUIT DIAGRAM WORKING HYDRAULICS Tilt cylinder Lift jack, standard version series 160 Hose safety valve Lift cylinder, duplex version series 161 Lift cylinder, triplex version series 162 Brake lower valve Control valve assembly consisting of: Directional control valve for auxiliary hydraulics 1 Directional control valve for auxiliary hydraulics 2 Check valve, pilot controlled Directional control valve, tilting Check valve Directional control valve, lifting Pressure relief valve Non-return valve Pressure switch Restrictor

B

ELECTRONIC CONTROL UNIT

C

STEERING CONTROL VALVE

18 19 20 21 22 23 24

Hydraulic pump/motor with two flow directions 6/3-way valve Check valve Pressure-relief valve 130 +20 bar Non-return valve Plug Pressure-relief valve 70 +5 bar

D

STEER CYLINDER

E

LIFT HYDRAULICS

25

26

F 27 28

G 29

H

Hydraulic pump E 12/15 E 16 Electric motor

8 cm3/rev 11 cm3/rev

STEERING HYDRAULICS Electric motor Hydraulic pump 24V 48V 48V (36 V)

1.7 cm3/rev 2.2 cm3/rev 2.8 cm3/rev

HYDRAULIC OIL TANK Suction filter with bypass valve 0.3 - 0.1 bar

BREATHER FILTER

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7.3

Service Training

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Service Training Page

Section

9

7

Section

Page

7

10

Service Training

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LINDE AG Werksgruppe Flurförderzeuge und Hydraulik Postfach 10 01 36, D-63701 Aschaffenburg Telefon (06021) 99-0 Telefax (06021) 99-24 51 http://www.linde.de/linde-stapler eMail: [email protected]

324 804 4601.0200