35003 gb 0102 - wiseforkliftinc.com service.pdf · H 12/16/18/20 D-03/T-03 Series 350 with Linde Hydraulic Control (LHC) Table of content Service Training Page 1 H01 / Chapter 1 350

Service Training

This training material is only provided for your use and remains the exclusive property ofLINDE AG Werksgruppe Flurförderzeuge und Hydraulik

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Linde IC Engined TruckH 12/16/18/20 D-03/T-03Series 350with Linde Hydraulic Control (LHC)

Table of content

Page 1Service Training

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IC-ENGINED TRUCKS H 12/16/18/20 D-03/T-03, SERIES 350

1 Diesel engine 1

1.1 Engine specifications 1

1.2 Crankshaft 2

1.2.1 Adjusting alternator V-belt tension 2

1.2.2 Removing toothed belt 2

1.3 Fuel injection pump 5

1.3.1 Removal and installation of the fuel injection pump 5

1.3.2 Removing and installing the crankshaft sprocket 7

1.3.3 Check and adjust static injection pump timing 8

1.3.4 Checking engine timing 9

1.3.5 Stop leaks from the adapter of the injection pump 10

1.3.6 Adjust the idling speed and the governed speed (without load) 10

1.4 Fuel injectors 11

1.4.1 Remove and install fuel injectors 11

1.4.2 Servicing fuel injectors 12

1.4.3 Fuel injector parts 12

1.4.4 Check injector needle tip (visual check) 12

1.4.5 Check of fuel pressure 13

1.4.6 Check for leakages 13

1.5 Cylinder head 14

1.5.1 Cylinder head removal 14

1.5.2 Check cylinder head for distortion 14

1.5.3 Markings of cylinder head gaskets 14

1.5.4 Check piston at TDC 15

1.5.5 Fitting the cylinder head 15

1.5.6 Check compression pressure 17

1.5.7 Check hydraulic tappets 18

1.6 Glow plug system 19

1.6.1 Checking the glow plugs 19

1.6.2 Check the glow plugs 19

1.6.3 Glow plugs with burnt electrodes 20

2 Transmission 1

2.1 Digital electric-hydraulic control (LHC) 1

2.1.1 General 1

Service TrainingTable of content

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02.01

2.1.2 Electronic control of truck speed 2

2.2 Schematic diagram of the drive unit 4

2.3 Technical data of the travel drive system 5

2.4 Hydraulic circuit diagram 7

2.5 View of the variable pump 11

2.6 Cross sectional view of drive pump 12

2.7 Electric-hydraulic adjustment 13

2.7.1 Hydraulic adjustment with electronic control 15

2.7.2 Electric-hydraulic control 16

2.7.2.1 Begin of pump control 17

2.7.2.2 Swash angle of variable pump 17

2.7.2.3 Hydraulic zero position 17

2.7.2.4 Hydraulic brake valve 18

2.8 Towing device 19

2.9 Drive axle AH 20 -01 with wheel drive, multiple disc brake and hydraulic motor 20

2.9.1 Repairing the reduction gear, multiple disc brake and hydraulic motor 22

2.9.2 Renewing the radial sealing ring of the planetary gear 23

2.9.3 Removing and installing the multiple disc brake and hydraulic motor with

swashplate 02.01 26

2.10 Truck diagnostics and troubleshooting 30

2.10.1 Electrical system diagnostics 30

2.10.1.1 Working with the Linde Test Module 31

2.10.1.2 Diagnostics with a PC and the Linde Interface Converter 32

2.10.1.2.1 Linde Interface Converter 33

2.10.1.2.2 Installation of the Diagnostic software “Test & Setup” 33

2.10.1.2.3 Selecting the Linde Program 34

2.10.1.2.4 Starting the Diagnostic Program “Test & Setup” 02.01 35

2.10.1.3 Linde Diagnostic Program 02.01 36

2.10.1.3.1 Help Function 38

2.10.1.3.2 Overview of menu windows - LHC Software version 1.1 - 1.3 02.01 41

2.10.1.3.3 Menu windows in detail - LHC Software version 1.1 - 1.3 02.01 42

2.10.1.3.4 Overview of menu windows - LHC Software version 1.4 and 1.5 02.01 62

2.10.1.3.5 Menu windows in detail - LHC Software version 1.4 and 1.5 02.01 63

2.10.1.3.6 Overview of menu windows - LHC Software version 1.6 02.01 97

2.10.1.3.7 Menu windows in detail - LHC Software version 1.6 02.01 98

2.10.2 Hydraulic system diagnostics 131

2.10.2.1 Circuit diagram and overview for diagnostics 131

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2.10.2.2 Test aids 133

2.10.2.2.1 Explanations to troubleshooting 133

2.10.2.3 Power-assisted steering 135

2.10.2.3.1 Troubleshooting without measurement of boost and maximum pressure 135

2.10.2.3.2 Troubleshooting with measurement of boost and maximum pressure 135

2.10.2.4 Hydraulic brake system 137

2.10.2.4.1 Functional test 137

2.10.2.4.2 Troubleshooting 137

2.10.2.5 Hydrostatic travel drive 140

2.10.2.5.1 Troubleshooting 140

4 Steering system 1

4.1 Schematic diagram of the steering system 1

5 Controls 1

5.1 Pedal stroke adjustment instructions 2

5.2 Adjustment instructions for the speed control 4

5.3 Engine speed sensor adjustment instructions 6

6 Electrical system 1

6.1 Basic diagram Diesel version 02.01 1

6.2 Basic diagram LPG version 02.01 7

6.3 Diagram for optional equipment 13

6.4 Layout of electrical installation 21

6.5 Composite instrument 22

7 Hydraulic system 1

7.1 Schematic 1

7.2 Sealing of the control valve 2

7.3 Setting of the pressure-limiting valve 3

9 LPG model of IC-engined fork truck H 12/16/18/20 T-03, series 350 1

9.1 Engine 1

9.1.1 Engine specifications 02.01 1

9.1.2 Toothed belt 2

9.1.2.1 Overall view of toothed belt guard 2

9.1.2.2 Removing, installing, tensioning the toothed belt 3

Service TrainingTable of content

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9.1.2.3 Adjusting the alternator V-belt tension 5

9.1.3 Cylinder head 6

9.1.3.1 Removing and installing the cylinder head 6

9.2 Electrical system 10

9.2.1 Electronic ignition 10

9.2.1.1 TSZ-H ignition system (transistorised ignition system) 11

9.2.1.2 Safety measures for TSZ-Hall system 12

9.2.1.3 Installation of distributor 12

9.2.1.4 Checking and adjusting the ignition timing 14

9.2.1.5 Checking the TSZ-H ignition system 15

9.2.1.5.1 Switch unit A1 16

9.2.1.5.2 Hall generator 18

9.3 LPG installation 20

9.3.1 Schematic 20

9.3.2 LPG mixer 21

Index 02.01

Section 1


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1 DIESEL ENGINE

1.1 ENGINE SPECIFICATIONS

Engine Type VW ADG

Capacity 1896 cm3

Output 27 kW at 2200 rpm

Injection Pressure 130 +8 bar

Point of Injection 1.00 ± 0.02 mm stroke

Compression Ratio 23 : 1

Compression Specified Value: 34.0 bar

Wear Limit: 26.0 bar

Max. Permissible Pressure Difference 5 bar

Lower Idling Speed 1030 + 30 rpm

Upper Idling Speed 2350 rpm

Rated Speed 2200 rpm

Valve Clearance Hydraulic Valve Timing Balance

Firing Order 1 - 3 - 4 - 2

Minimum Oil Pressure at Top Idling Speed

and Oil Temperature approx. 80 °C 2 bar

The engine number is stamped on the cylinder blockbetween the injection pump and the vacuum pump.

The engine number is always shown on the vehicle dataplate on the toothed belt cover.

Service TrainingSection 1

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1.2 CRANKSHAFT

1.2.1 ADJUSTING ALTERNATOR V-BELT TENSION

- Loosen all security bolts (1) for tensioner (3) and alter-nator by at least one turn.

ATTENTIONThe alternator must be easily moveable by hand.

- Tension V-belt by tensioning nut (2) with a torque wrench.Specification:New V-belt: 8 NmUsed V-belt: 4 Nm

and tighten tensioning nut securing bolt to 30 Nm.

- Tighten all tensioner and alternator securing bolts.

NOTE: Adjustment is ideally carried out with the torquewrench V.A.G. 1410 in connection with thesocket spanner V.A.G. 1410/2.

1.2.2 REMOVING TOOTHED BELT

REMOVAL

- Remove upper belt guard and cylinder head cover.

- Turn crankshaft to TDC on No. 1 cylinder.The TDC mark (5) on the flywheel (6) must be in line withthe boss (4) on the bell housing.

- Fix camshaft in position with setting bar (2065 A).

- Align setting bar as follows:Turn camshaft until one end of bar touches the cylinderhead. Measure the gap at the other end of the setting barwith the feeler. Take half of gap measurement and insertfeeler of this thickness between setting bar and cylinderhead. Now turn the camshaft so that the setting bartouches the feeler. Insert second feeler of the samethickness between the other end of the setting bar and thecylinder head.

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- Hold injection pump sprocket in position with drift (2064).

- Loosen tensioner.

- Remove pulley for coolant pump.

- Remove lower toothed belt guard.

- Remove belt guard.

INSTALLATION

- Check and ensure TDC mark on flywheel is aligned withreference mark.

- Loosen camshaft sprocket bolt (2) by half a turn. Freesprocket (1) on taper by tapping with hammer (using adrift through the hole in the rear toothed belt guard).

- Fit toothed belt and remove pin from injection pumpsprocket.

- Install the idling pulley. Torque loading: 25 Nm.

- Turn the tensioning pulley clockwise with a spanner (eg MatraV159) until the notch and boss (arrows) are in line.

- Tighten the clamping nut at the tensioning pulley. Torqueloading: 20 Nm.

- Recheck if the TDC mark on the flywheel and the referencemark are in line.

- Tighten fastening screw of valve timing sprocket to 45 Nm.

- Remove the setting bar.

- Turn the crankshaft by two turns in normal direction andcheck that the tension of the toothed belt is in accordancewith the specification.

- Install V-belt, toothed belt guard and cylinder head cover.

- Check the point of injection of the injection pump.


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CHECKING THE SEMIAUTOMATIC TENSIONING PULLEY

TEST CONDITION

- Toothed belt installed and tensioned

TEST PROCEDURE

- Push down on the toothed belt with the thumb. The notch andboss -arrow- should go out of line.

- Release the pressure on the toothed belt. The tensioning pulleyshould return to its initial position. (Notch and boss are in lineagain.)

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1.3 FUEL INJECTION PUMP

1.3.1 REMOVAL AND INSTALLATION OF THE FUEL INJECTION PUMP

NOTE: In case a defect is noted on the fuel injectionpump the fuel injection pump has to be exchan-ged since to repair it a fuel injection test bed isnecessary.

REMOVAL

- Turn crankshaft to TDC on No. 1 cylinder. The TDC mark(2) on the flywheel (3) must be in line with the boss (1)on the bell housing. Fix camshaft with setting bar (2065A). Align setting bar as follows:

Turn camshaft until one end of the setting bar touches thecylinder head. Measure the gap at the other end of thesetting bar with the feeler gauge. Insert the feeler gaugewith one half of the thickness between the setting bar andthe cylinder head. Turn the camshaft now so that thesetting bar rests on the feeler gauge. Insert a secondfeeler gauge with the same thickness at the other endbetween the setting bar and the cylinder head.

- Remove toothed belt from camshaft and injection pumpgears.

- Loosen nut of the fuel injection gear.

- Loosen the puller legs and put on puller (3032).

- Align puller legs with holes in the fuel injection pump gearand tighten.

- Put the injection pump gear under tension with the puller.

- Loosen the injection pump gear from the taper of the fuelinjection pump by tapping slightly on the puller spindle(see arrow). (Hold fuel injection pump sprocket so that itdoes not fall down).

- Detach all fuel pipes from the fuel injection pump andcover the holes with a clean cloth.

NOTE: Use open ring spanner (3035) to loosen injec-tion pipes.


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- Remove securing bolts (2) from bracket (3 bolts).

- Remove securing bolt (1) from rear support bracket.

NOTE: Loosen the lower and right-hand securing boltfrom the front.

ATTENTIONUnder no circumstances should the securingbolts (see arrows) holding the fuel injection pumphead be loosened.Loosening the securing bolts would allow thehead to move and would cause the breakage ofthe distributor plunger.

INSTALLATION

- Install the fuel injection pump and align centrally in theelongated flange holes.

Tightening torques:

Pump mounting bolts: 25 NmFuel pipes: 25 NmInjection pump sprocket: 45 Nm

ATTENTIONDo not interchange the feed and return pipe banjobolts. The inside diameter of the bolt for the returnpipe is smaller and the hexagon head is marked"OUT".

- Install injection pump sprocket and fix position withpositioning pin (2064).

- Loosen bolt of camshaft sprocket by half a turn. Freecamshaft sprocket from the taper by tapping with ahammer (using a drift through the hole in the rear toothedbelt guard).

- Check that TDC mark on the flywheel is aligned with thereference mark

- Install toothed belt and remove the positioning pin fromthe fuel injection pump sprocket.

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- Install the pulley. Torque loading: 25 Nm.

- Turn the tensioning pulley clockwise with a spanner (eg MatraV159) until the notch and boss (arrows) are in line.

- Tighten the clamping nut at the tensioning pulley. Torqueloading: 20 Nm.

- Recheck if the TDC mark on the flywheel and the referencemark are in line.

- Tighten the camshaft pulley fastening screw to 45 Nm.

- Remove the adjustment ruler.

- Rotate the crankshaft another two turns in the direction ofengine rotation and recheck the tension of the toothed belt.

- Check the operation of the tensioning pulley.

- Check the start of delivery.

- Check and adjust the idling speed and stall speed.

1.3.2 REMOVING AND INSTALLING THE CRANKSHAFT SPROCKET

Precondition:

- The toothed belt (3) is removed.

REMOVAL

- Remove the fastening screw (1).

- Take the sprocket (2) off the crankshaft.

INSTALLATION

- Slide the sprocket (2) onto the crankshaft.

- Use a new fastening screw (1).

- Oil the thread and head mating surface and installthe screw.Tightening procedure: 90 Nm + 90°


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1.3.3 CHECK AND ADJUST STATIC INJECTION PUMP TIMING

CHECK AND ADJUSTMENT CONDITIONS

Toothed belt tension OK.

Operating lever of fuel injection pump on stop.

Set engine to TDC on No. 1 cylinder.

Engine installed:

- Turn the crankshaft until TDC mark (2) on the flywheel (3)is in line with the boss (1) on the bell housing.

CHECKING AND ADJUSTING

- Unscrew plug from fuel injection pump head.

ATTENTIONAlways fit a new washer when installing the plug.Tightening torque 15 Nm. If leaks occur the plugcan be tightened to a maximum torque of 25 Nm.

- Install adaptor (2066) and small dial gauge (measuringrange 0 ... 3.0 mm) in place of the plug and preload thedial gauge to about 2.5 mm.

- Turn the crankshaft slowly anticlockwise (opposite tonormal rotation) until the dial gauge needle does notmove any more.

- Adjust the dial gauge with approx. 1 mm preload to "0".

- Turn the crankshaft clockwise (normal rotation) until theTDC mark on the flywheel is aligned with the referencemark.

- Read the point of injection from the dial gauge.

Test figure = 0.93 ... 1.07 mm strokeSetting figure = 1.00 ± 0.02 mm stroke

ATTENTIONIn case the value is within the specified tolerancean adjustment is not required.

- To adjust loosen the three screws on the bracket and thescrew holding the rear support.

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- Adjust the point of injection by turning the fuel injection pumpto give the setting value.

- Tighten the bolts to 25 Nm.

1.3.4 CHECKING ENGINE TIMING

- Remove cylinder head cover.

- Check the tension of the toothed belt.

- Set the engine to TDC on the cylinder No. 1.The setting bar (2065A) must fit into the slot on the camshaft.If the setting bar cannot be inserted adjust the valve timingas follows:

- Turn the crankshaft so that the setting bar can be inserted andalign the setting bar as follows:

Turn the camshaft so that one end of the setting bar touchesthe cylinder head. Measure the gap at the other end of thesetting bar with a feeler gauge. Insert a feeler gauge with onehalf of the measurement between the setting bar and thecylinder head. Now turn the camshaft so that the setting bartouches the feeler gauge. Insert a second feeler gauge withthe same measurement at the other end between the settingbar and the cylinder head.

- Loosen bolt of the valve timing sprocket by half a turn. Freethe sprocket from taper by inserting a drift through the holein the rear toothed belt guard and by striking the drift with ahammer.

- Fix injection pump sprocket with the fixing pin (2064).

- Check TDC position; if necessary turn the crankshaft untilTDC mark (2) on the flywheel (3) is aligned with the boss (1)on the bell housing.

NOTE: To adjust the injection pump sprocket and theTDC mark on the flywheel it may be necessary toremove the toothed belt.

- Remove fixing pin.

- Tension the toothed belt and tighten the bolt of the valvetiming sprocket to 45 Nm.

- Remove the setting bar.

- Check the timing of the injection pump.


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1.3.5 STOP LEAKS FROM THE ADAPTER OF THE INJECTION PUMP

1 Sealing ring2 Pressure valve3 Adapter

- Loosen the injection pipe.

- Tighten the adapter to 45 Nm.

- Tighten the injector pipe to 25 Nm.

In case the leak is not being stopped install new adapterand new washer.

ATTENTIONWhen replacing the new adapters do notinterchange the pressure valve.

1.3.6 ADJUST THE IDLING SPEED AND THE GOVERNED SPEED (WITHOUT LOAD)

Engine oil temperature minimum 60 °C.

The engine speed can be measured with the ignition tester(V.A.G. 1367) using the TDC sender or the adapter (VW1324).

ADJUST THE IDLING SPEED OR MIN. GOVERNEDSPEED (WITHOUT LOAD)

- Adjust the idling speed with the idling adjustment screw (4)according to the engine specifications.

- Lock the adjusting screw.

ADJUST GOVERNED SPEED OR MAX. GOVERNEDSPEED (WITHOUT LOAD)

- Open the throttle fully and set the engine speed with theadjustment screw (5) according to the enginespecifications.

- Lock the adjustment screw.

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1.4 FUEL INJECTORS

1.4.1 REMOVE AND INSTALL FUEL INJECTORS

NOTE: Defective fuel injectors cause the followingtroubles:

- Misfiring- Knocking in one or more cylinders- Engine overheating- Loss of power- Excessively smoky black exhaust- Increased fuel consumption- Excessive blue smoke on cold start

Defective fuel injectors can be located by loosening the fuelpipe unions on each fuel injector when the engine is runningat a fast idle. If the engine speed remains constant afterloosening a pipe union this denotes the faulty fuel injector.

REMOVAL

- Detach the injector pipes with the slotted ring spanner(3035)

- Remove the fuel injectors with the SW27 socket.

ATTENTIONAlways remove the fuel pipe set complete. Do notalter the shape of the fuel pipes.

INSTALLATION

ATTENTIONAlways fit new heat shields between the cylinderhead and the fuel injectors.

Fitting position of the heat shields: The arrow pointstowards the cylinder head.

Tightening torques:Fuel injector pipes: 25 NmFuel injectors: 70 Nm


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1.4.2 SERVICING FUEL INJECTORS

- Clamp the upper part of the fuel injector in vice and loosenthe hexagon.

- To prevent the parts from falling out clamp the lower partin vice and dismantle injector. When dismantling theinjector keep all individual parts together and do notinterchange with parts from other injectors.

Tightening torque for the upper and the lower part of the fuelinjector: M = 70 Nm.

1.4.3 FUEL INJECTOR PARTS

1 Upper part of injector2 Setting washer3 Injector spring4 Thrust pin5 Nozzle holder insert6 Injector needle7 Nozzle body8 Lower part of injector9 Heat shield

1.4.4 CHECK INJECTOR NEEDLE TIP (VISUAL CHECK)

If the needle tip is broken off or bent replace fuel injector ornozzle with needle.

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1.4.5 CHECK OF FUEL PRESSURE

ATTENTIONWhen testing the injectors take care not to exposethe hands to the injector spray as the high pressurewill cause the fuel spray to penetrate the skin andcause severe injuries.

Gauge valve open:

- Move pump lever down slowly. When injecting read theinjection pressure from the gauge and adjust if necessaryby changing the setting washer.

Specified pressure value:New injectors: 130 ... 138 barWear limit: 120 bar

Thicker setting washer = increases the injection pressureThinner setting washer = decreases the injection pressure

Increasing the thickness of the setting washer by 0.05 mmincreases the injection pressure by approx. 5.0 bar.

Setting washers are available in thicknesses from1.00 ... 1.95 mm in steps of 0.05 mm. The box 3065 shouldbe used to store the washers.

NOTE: When servicing used injectors set the injectionpressure to the value of new injectors.

1.4.6 CHECK FOR LEAKAGES

Gauge valve open:

- Press the pump lever down slowly and hold a pressureof about 110 bar for 10 seconds. Then no fuel should leakfrom the nozzle tip.


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1.5 CYLINDER HEAD

1.5.1 CYLINDER HEAD REMOVAL

NOTE: The cylinder head can be removed and installed withthe engine installed. If a replacement cylinder headis installed with the camshaft mounted, the matingsurfaces of cup tappets and cams must be oiled afterinstallation of the head. The supplied plastic coversfor the protection of the open valves may only beremoved immediately before the installation of thecylinder head. If the cylinder head is to be replaced,the entire coolant must be drained. Checkcompression pressure.

1.5.2 CHECK CYLINDER HEAD FOR DISTORTION

- max 0.1 mm

NOTE: It is not allowed to rework cylinder heads ofDiesel engines.

1.5.3 MARKINGS OF CYLINDER HEAD GASKETS

Spare part number = (1)

Notches/holes = (2)

Depending of the piston height cylinder head gaskets ofdifferent thicknesses have to be installed. When replacingthe cylinder head gasket install new gasket with the samemarks

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1.5.4 CHECK PISTON AT TDC

The piston height at TDC must be measured when fittingnew pistons or short engines. Depending on the pistonheight the corresponding cylinder head gasket (3) has tobe fitted in line with the following table.

Piston height IdentificationNotches/Holes

0.66 mm ... 0.86 mm 10.87 mm ... 0.90 mm 20.91 mm ... 1.02 mm 3

1.5.5 FITTING THE CYLINDER HEAD

NOTE: - Before installing the cylinder head cover,turn the crankshaft to TDC.

- Then turn the crankshaft backwards until allpistons are equally below TDC.

- After securing the cylinder head turn thecamshaft sprocket so that the cams forcylinder No. 1 face upwards equally. Beforefitting the toothed belt turn the crankshaftaccording to engine rotation to TDC.

ATTENTIONAlways replace cylinder head bolts.

- Position the cylinder head gasket on the fitted pins.

- To centre screw the guide pins from guider (3070) into theouter holes of the intake side.

- Fit the cylinder head and install the remaining 8 cylinderhead bolts and tighten by hand.

- Remove the guide pins using the tool from guider (3070)and install the cylinder head bolts.

- Tighten the cylinder head bolts - when loosening them,reverse the sequence.

- Tighten all cylinder head bolts one after the other in threestages (when the engine is cold).


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Tightening torques:

Stage I = 40 NmStage ll = 60 NmStage lll = ½ turn (180 °)

without stopping further turn with normal spanner(2 x 90 ° is also permissible).

- Run engine warm (oil temperature above 50 °C) andtighten the securing bolts ¼ turn (90 °) with a normalspanner in one movement and without loosening them(watch sequence).

ATTENTIONThere is no need to retighten the cylinder head boltsafter 10 hours engine running.

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1.5.6 CHECK COMPRESSION PRESSURE

Engine oil temperature min. 30 °C.

- Disconnect the wire from the stop control at the injectionpump and insulate it.

- Remove the injector pipes with slotted ring spanner(3035).

- Remove all fuel injectors and remove the heat shields.

- Fit the adapter (V.A.G. 1381/2A) instead of the injectors.Place the old heat shields between the adapter and thecylinder head.

- Fit the compression pressure tester (V.A.G. 1381)manually into the adapter.

NOTE: See use instructions for compression pressuretester.

- Operate the starter motor until the compression pressuretester does not show a further pressure increase.

Compression pressure for V.A.G. 1381 and VW 1323

(Gauge pressure)

Specified value: 34.0 barWear limit: 26.0 barMax. permissible pressure limit: 5.0 bar

ATTENTIONAlways fit new heat shields between the cylinderhead and the injectors.

- Fitting position for the heat shields: Arrow points to thecylinder head

- Tightening torques:

Injector pipes = 25 NmInjectors = 70 Nm


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1.5.7 CHECK HYDRAULIC TAPPETS

NOTES: - Place the removed tappets with the cams-haft contact surface on a clean surface.

- Replace tappets complete only (cannot beadjusted or repaired).

- Irregular valve noises when starting theengine are normal.

- Start the engine and run it until the radiatorfan has switched on once.

- Increase the engine speed to the max.idling speed for 2 minutes. If the hydraulictappets are still noisy locate the defectivetappets as follows:

- Remove cylinder head cover.

- Turn the crankshaft until the cam of thetappet to be checked is pointing upwards.

- Press the tappet down with a wooden orplastic wedge. If a free travel is in excessof 0.1 mm before the valve opens replacethe hydraulic tappet.

ATTENTIONWhen the new tappets have been installed theengine must not be started for about 30 minutes(the valves will strike the pistons).

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1.6 GLOW PLUG SYSTEM

1.6.1 CHECKING THE GLOW PLUGS

Test conditions:

Engine cold.Battery voltage OK.Voltage is present at the glow plugs.

- Connect the current supply to the test appliance(V.A.G. 1315A)

- Place the glow plug wire in the current clamp.- Press the button for the current measurement with the

clamp.- Pull the wire off the engine temperature sender.- Hold the ignition key in glow plug position for max.

15 seconds.

Current draw approx. 48 A, the glow plugs are OK. Currentdraw below 48 A, see "check the glow plugs".

1.6.2 CHECK THE GLOW PLUGS

After stabilization on the rapid glow system the currentdraw from the glow plugs is approx. 12 A per plug. If the glowplugs show a current draw of abt.

36 A = one glow plug is defective24 A = two glow plugs are defective12 A = three glow plugs are defective0 A = all glow plugs are defective

These values can only be achieved with a battery voltageabove 11.5 V.

- Remove the wire and the bus bar for the glow plugs.- Attach the diode test lamp (V.A.G. 1572) to the battery

positive (+) and apply probe in turn to each glow plug.

Diode test lamp lights up: glow plug OK.Diode test lamp does notlight up: replace the glow plug

(torque 25 Nm).


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NOTE: The glow plug tightening torque of 25 Nm mustnot be exceeded otherwise the ring gap bet-ween the glow pin and the thread will besqueezed together.The glow plugs can fail prematurely due to thissituation.

If no defects are found but the engine is still hard to start theglow plugs should be visually checked (injectors removed)while glowing.

1.6.3 GLOW PLUGS WITH BURNT ELECTRODES

Burnt electrodes in glow plugs are very often caused byfaulty injectors Damages of this nature are not due to faultsin or on the glow plugs.

When a damage of this nature is found (see arrow) it is notsufficient to merely replace the glow plug. The injectorsmust also be checked for nozzle pressure and nozzleleakages.

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2 TRANSMISSION

2.1 DIGITAL ELECTRIC-HYDRAULIC CONTROL (LHC)

The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Insteadof the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerfulmicrocontroller assumes all the control functions of the traction drive and parts of the working hydraulicsfunctions.

2.1.1 GENERAL

ENCODING FOR VARIOUS TRUCKS

The electronic controller is able to control trucks of different series and with different motors. In order to takethe various truck parameters into consideration, each truck wiring loom is encoded thus allowing theelectronic controller to recognise the type of truck it is installed in.

FAULT DETECTION

The processor can detect non-logical conditions and system errors from the analogue and digital signalsin the electronic controller and indicate this on the test set via the serial interface.Additionally, the controller initiates various actions, depending on the potential danger of the error:

- Warning lamp flashes.- RPM limitation of IC engine.- Truck brakes with normal braking deceleration and will not move off again.- Truck brakes with emergency function and IC engine shuts down.

These measures can be reversed by shutting down the truck with the ignition switch. When the truck isrestarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continueto operate normally. If the error still exists, one of the above measures will reappear.

BRAKE

The brake is designed as a parking and emergency brake. It is of the mechanical-hydraulic type and operatedwith a valve. Two microswitches are also installed at the half-stroke and full-stroke position of the brake pedal.

RELEASE VALVE

The release valve is a safety valve which brakes the truck to a controlled stop via nozzles after the controlthrough the pressure reducing valve has failed. When the accelerator is operated, the valve is released andwhen the truck has stopped it is reapplied.


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2.1.2 ELECTRONIC CONTROL OF TRUCK SPEED

The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and thetransmission ratio (swashplate angle, output of variable pump, capacity of hydraulic motors).In order to maintain the speed specified by the accelerator pedal, the electronic controller regulates bothof these variables, namely the engine RPM and the pump swashplate angle.If the speed reference value is constant, any variation in the engine RPM is compensated with a change inthe swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to theperformance limit of the engine; beyond this point, the speed will be reduced.The various control situations at different accelerator pedal positions will be discussed below.

MOVING OFF ON A SLOPE

The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via avalve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If theaccelerator pedal is depressed at the same time, the electronic controller will only allow a limited pumpswashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is releasedfully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pumpswashplate angle is removed, the brake is released and the truck moves off without rolling back.

DRIVING

Start the engine and release the brake. Depressing the accelerator pedal increases engine speed to approx.1300 RPM. Simultaneously, the variable pump swashplate angle is increased until the speed of the truckcorresponds to the value set by the accelerator pedal.If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pumpswashplate angle is increased while the engine speed will remain constant until the maximum pumpswashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speeddirectly proportional to the pedal stroke until the maximum engine speed is reached and therefore also themaximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified bythe accelerator pedal - applies only as long as engine power is not exceeded. The power control will preventthe maximum available engine power from being exceeded.

POWER CONTROL

As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controllerdependent on the stroke of the accelerator pedal.A speed sensor measures the engine RPM and transmits them as actual value to the electronic controller.There a variance comparison is performed and the pump swashplate angle is either increased or decreasedif a variance exists.

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If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplateangle (reduced power demand) until the engine speed (actual value) corresponds again to the value specifiedwith the accelerator pedal. Through this variance comparison of the engine speed, the power demand ofthe working hydraulics is also included in the controller.

WORKING HYDRAULICS SPEED CONTROL

Two pressure switches, 6 and 14 bar, are screwed into the signal port for the engine speed on the workinghydraulics way valve block. When a pressure of 6 bar is reached, one switch transmits a signal to theelectronic controller which cause the engine to accelerate to approx. 1200 RPM (tilting and auxiliaryhydraulics).When lifting, the 14 bar switch will put out a signal and the engine speed will increase to the maximum limit.

SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING HYDRAULICS

The engine speed and the position of the pump swashplate angle are controlled by the electronic controllerbased on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controllerby the working hydraulics than already specified by the accelerator pedal, the controller will respond to thehigher value and increase engine speed. As the actual engine speed now exceeds the value specified bythe accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increasein truck speed. The response is so fast that the driver will not notice a change in speed.

BRAKING

The time required to set the swashplate angle from Qmin

to Qmax

or from Qmax

to Q

min is specified by the electronic

controller. In order to obtain a braking deceleration nearly uninfluenced by the load condition on the engine,the electronic controller regulates the pump swashplate angle dependent on the engine speed within a fixedtime.

REVERSAL OF DIRECTION OF TRAVEL

When reversing the direction of travel, the signals for the new direction and the engine speed are onlyreleased when the electronic controller has sensed the neutral (zero) position of the variable pump. (Thisensures that the engine speed drops to low idle speed and will increase only when the new direction hasbeen selected.).


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2.2 SCHEMATIC DIAGRAM OF THE DRIVE UNIT

1 Driving engine2 Variable pump HPV 55 -023 Gear pump 14 cm³/rev4 Gear pump 11 cm³/rev5 Check valve6 Priority valve7 Drive gears

8 Planetary gear9 Multiple disc brake

10 Hydraulic motor HMF 35 -0211 Suction filter

A Working hydraulic systemB Steering - boost pressure

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2.3 TECHNICAL DATA OF THE TRAVEL DRIVE SYSTEM

VARIABLE DISPLACEMENT PUMP

Type HPV 55 -02

Number of pistons 7

Piston diameter 19 mm

Max. working pressure 420 bar

Boost/pilot pressure 17.5 bar

Swash angle 19.7°

RPM in vehicle 2300 rpm

Q Maximum of feed pump 16 - 17 l/min

Control hydraulic

Actuation Linde Hydraulic Control LHC

Pump drive directly via flexible coupling

DRIVE AXLE

Type AH 20 -01

Two fixed displacement pumps HMF 35 -02

Number of pistons 7

Piston diameter 17 mm

Constant swash angle 20.8 °

REDUCTION GEARBOXES (PLANETARY GEAR)

Planetary reduction single speed

Total ratio 7.615 : 1

2 OIL PRESSURE - MULTI-DISC BRAKES

- on extended motor shaft

- fully encapsulated - running in oil bath

- only required as parking and emergency brake

TANDEM GEAR PUMP

1 working hydraulics pump 14 cm³

1 pump for steering, supply and control 11 cm³


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2.4 HYDRAULIC CIRCUIT DIAGRAM

A WORKING HYDRAULICS1 Service cylinder (auxiliary hydraulics)2 Service cylinder (auxiliary hydraulics)3 Tilt cylinder4 Lift cylinder, standard5 Lift cylinder, duplex6 Lift cylinder, triplex7 Slow lowering valve8 Control valve block, assy., including:

9 Way valve - auxiliary hydraulics10 Way valve - auxiliary hydraulics11 Check valve (pilot controlled)12 Way valve - tilting13 Way valve - lifting14 2/2-way valve (pressure balance)15 Maximum pressure valve16 Restrictor17 Shuttle valve18 Pressure reducing valve19 Restrictor

20 Pressure switch

B IC ENGINE

C ENGINE SPEED PROPORTIONAL SOLENOID

D VARIABLE PUMP HPV 55 -02, ASSY., INCLUDING:21 Variable pump HPV 55 -0222 Solenoid23 Release valve24 Spool

A = forwardB = reverse

25 Proportional valve26 2/2-way valve27 Nozzle28 Servo circuit nozzles29 4/2-way valve30 Pilot valve31 Boost pressure valve 17.5 +0.5 bar32 Spool

Y = forwardZ = reverse

33 Combined boost and maximum pressure valve 420 +15 bar

E HYDRAULIC DRIVE AXLE AH 20 -01, ASSY., INCLUDING:34 Hydraulic motors35 Disc brakes


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F BYPASS VALVE

G OIL COOLER

H CHECK VALVE

J PRESSURE FILTER 9 �m

K Tandem pump, assy., including:36 Check valve37 Flow controller38 Gear pump 11 cc/rev39 Gear pump 14 cc/rev

L DAMPER

M HYDRAULIC OIL TANK40 Suction filter 25 µm with bypass valve

N BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR

O BRAKE VALVE

P ELECTRONICS41 RPM increase, stage 142 Free43 RPM increase, stage 244 Free45 Actual RPM46 Brake pedal depressed47 IC engine48 Brake released49 Forward (output signal)50 Forward (output signal)51 Emergency stop52 Reverse (input signal)53 Reverse (input signal)54 Brake

Q STEERING CONTROL VALVE INCLUDING:55 Steering control valve56 Hose safety valve 190 ± 10 bar57 Make-up valve58 Pressure relief valve 120 bar

R STEER CYLINDER

S SPEED LIMITER FOR PUSHING OPERATION (H 20 ONLY)59 Restrictor60 2/2-way valve

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Section 2


HYDRAULIC CIRCUIT DIAGRAM, H 12/16/18/20 D-03/T-03, SERIES 350

Section 2

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2.5 VIEW OF THE VARIABLE PUMP

1 Bypass valve2 Release valve3 Proportional valve - forward4 Setting start of control - reverse5 Maximum swash angle - reverse6 Test port Y - forward servo pressure7 Test port Z - reverse servo pressure8 Setting start of control - forward

9 Maximum swash angle - forward10 Test port for pilot pressure F" upstream of

release valve11 Hydraulic zero setting12 Proportional valve - reverse13 HP test ports


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2.6 CROSS SECTIONAL VIEW OF DRIVE PUMP

1 Boost pressure valve2 High pressure relief valves3 High pressure test ports (forward and reverse)4 Short circuit valve (towing valve)

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2.7 ELECTRIC-HYDRAULIC ADJUSTMENT

CIRCUIT DIAGRAM

1 Hydraulic variable pump HPV 55 -022 Release valve3 Solenoid4 Proportional valve5 2/2-way valve6 Nozzle Ø 1 mm7 Spool

8 Servo circuit nozzles9 4/2-way valve

10 Pilot valve11 Spool12 Boost pressure valve13 Combined boost and maximum pressure valve14 Change filter


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FUNCTIONAL DESCRIPTION

When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is de-energised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, isconnected to tank via the open release valve (2) and is thus without pressure.The spool (7) is connected to port F on both sides via the pilot valve (10), the way valve (9) and the servocircuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.

After the electronic controller has released the switching signal to the release valve (2), the valve closes theconnection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are setto the open position so that boost pressure from passage F is applied to the unactuated proportional valves(4). Simultaneously, the way valve (9) is shifted from the throttled to the unthrottled position.

Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. Apressure corresponding to the signal value of the solenoid is applied through the downstream proportionalvalve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of thespool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts thepilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.

Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, theproportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and thetruck is braked.

When the electronic controller detects an error in the speed control, the truck must be brought to a controlledstop, independent of the position of the accelerator pedal.To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0 bar.

The way valves (5) move to the closed position, thus removing the boost pressure going to the proportionalvalves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid (3),mechanically to the home position and the pressure applied to the spool (11) is removed. The piston is pushedmechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening ofthe release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from theunthrottled to the throttled position.

The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servocircuit nozzles (8) and the throttling with the way valve (10). This arrangement prevents sudden braking.

EMERGENCY STOP WITH THE BRAKE PEDAL

If, due to a fault, the truck can no longer be braked with the accelerator pedals, it is possible to make anemergency stop with the brake pedal.

Depressing the brake pedal actuates the microswitches in the pedal console. This cuts off the power to therelease valve (2) and the truck is brought to a controlled stop as with a fault in the controller. The brake releasepressure at the disc brakes is also reduced and the truck is thus also braked mechanically.

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9 Proportional valve10 Solenoid11 Release valve12 Servo circuit nozzles13 Way valve

X Travel of servo piston 15.1 mm

1 Locknut2 Swashplate angle setscrew3 Setting bush - start of control4 Locknut5 Control spring6 Spool7 Control pilot8 Way valve

2.7.1 HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL


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2.7.2 ELECTRIC-HYDRAULIC CONTROL

- Begin of pump control- Max. swash angle of pump- Hydraulic zero position

Setting the start of control and swash angle,reverse

1 Adjusting pin (swash angle max.)2 Set ring (start of control) wheel begin3 Slotted nut (start of control) wheel begin

Setting start of control and swash angle,forward

4 Slotted nut (start of control) wheel begin5 Set ring (start of control) wheel begin6 Adjusting pin (swash angle max.)

Setting the hydraulic zero position

7 Pilot housing8 Slotted nut

9 HP test port10 Towing bypass valveF" Servo pressure - upstream of releasevalve (test point)Y Pilot pressure, forwardY2 Control magnet, forwardY3 Control magnet, reverseY4 Release valveZ Reverse pilot pressure

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2.7.2.1 BEGIN OF PUMP CONTROL

Precondition:

- Jack up and support the truck and block 1 wheel.- Start the engine and release the brake pedal.- Connect the diagnostics module or laptop and select window 6.- Depress the forward and reverse accelerator pedals until iY2 or iY3 = 440 - 460 mA.- Hold the accelerator pedal in this position, loosen the slotted nut (4) and turn the adjustment ring (5) on

the servo cover until the wheel just begins to turn. Then lock the slotted nut (4) again.If iY3 = 440 - 460 mA, perform the same adjustment at the set ring (2).

- Release the blocked wheel.- Fully depress the blocked wheel. A value of 1180 mA must be obtained in window 6 of the diagnostics

module or laptop (specified by the computer).- Determine the average wheel revolutions (desired value 210 RPM).

Q = oil flowAccelerator pedal stroke

440 - 460 mA 1180 mA

Q = 0 Q = maxStart of traction wheel rotation

Release valve actuated

If the electronic data is correct, but the wheels do not rotate or the full wheel RPM is not achieved, checkand adjust, if necessary, the stroke of the servo piston (swash angle).

2.7.2.2 SWASH ANGLE OF VARIABLE PUMP

- Block up the truck and block 1 wheel.- Start the engine and release the brake pedal.- Loosen the adjusting pin locknut (1) on the Y side of the controller and turn in the setscrew (1) until the

free wheel just begins to rotate.- Then turn the adjusting pin (1) out for 12 turns and relock the locknut.- Repeat the same procedure on side Z .

2.7.2.3 HYDRAULIC ZERO POSITION

- Jack up the truck and block 1 wheel.- Start the engine and release the brake.- Loosen the slotted nut (8) and turn the pilot housing (7) to one side until the free wheel begins to rotate.

Then turn the pilot housing in the opposite direction until the wheel rotates in the other direction. Half thetravel of the pilot housing between the start of forward and reverse wheel rotation and lock the slotted nut.

- Release the blocked wheel.- Bring the engine to full speed by hand. If the wheels are still rotating after the adjustment, perform the

adjustment again.


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2.7.2.4 HYDRAULIC BRAKE VALVE

1 Valve spool2 Boot3 Snap ring4 Washer5 Slotted ring6 Valve housing7 Return spring

8 Spring plate9 O-ring10 Snap ring

BR Outlet to multiple disc brakeE Boost pressure oil inletT Tank port

When the engine is running, boost pressure is applied to port “E”. When the brake pedal is released, E andBR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.

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2.8 TOWING DEVICE

To allow a truck to be towed, two conditions must be fulfilled:- The multiple disc brake must be released.- The towing bypass valve must be set to the towing position.

PREPARING THE TRUCK FOR TOWING

Releasing the multiple disc brake:

- Remove the cover at the front of the truck.- Remove the cap nut (1) and sealing ring (3).- Slacken the locknut (5).- Turn in the setscrew (4) as far as possible and

torque it to 10 Nm.- Lock the setscrew with the locknut (5). Tighten

the nut to 25 Nm.- Using a grease gun, apply about 4 shots of

grease through grease nipple (2) until the brakeis released.

Opening the hydraulic bypass valve:

- Open the bonnet.- Loosen the 19 mm locknut (6) at the variable

pump.- Loosen the 8 mm pin (7) by three turns with a

socket.- Lock the setcrew with the locknut (6), torque to

40 Nm.

CAUTIONThe truck can not be braked.

NOTE: After towing, return the grease nippleand bypass valve to the initial position.


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2.9 DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULICMOTOR

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1 Planetary gear assembly2 Allen screw3 Drive shaft4 Snap ring5 Pressure plate6 O-ring7 Brake spring8 Brake piston9 O-ring

10 Brake discs11 Swashplate with hydraulic motor assembly


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2.9.1 REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR

Reduction gear assembly (planetary gear):

1 Wheel shaft2 Snap ring3 Radial sealing ring4 Tapered roller bearing5 Spacer (bearing adjustment)6 Gearbox7 Slotted nut

8 O-ring9 Allen screw

10 Retaining plate11 Planetary carrier assembly12 Internal gear13 Allen screw

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2.9.2 RENEWING THE RADIAL SEALING RING OF THE PLANETARY GEAR

Precondition:

- Wheel drive removed from AH 20 -01 axle.

Required special tools.

- Grooved nut key- Drift- Torque wrench up to 700 Nm.

REMOVAL

Remove the screw (1) and pull the planetary carrier (2) outof the gearbox.

Heat the nut (3) (to loosen the Loctite).


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Remove the slotted nut with a grooved nut key (5) and T-sliding handle socket wrench (4). (Hold the wheel shaft, egin a vice.)

Screw a drift (6) into the wheel shaft.

Drive the wheel shaft out of the gearbox by impacting thedrift on a hard surface.

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Removed wheel shaft

7 Gearbox8 Wheel shaft9 Bearing

10 Spacer (bearing adjustment)

Remove the radial sealing ring (11) from the casing.

ASSEMBLY

After cleaning all parts, carry out the assembly in the reverse order or disassembly. Secure the nut (3) andscrew (1) with Loctite 270.Torque for nut (3): 650 + 50 Nm.


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02.01

2.9.3 REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTORWITH SWASHPLATE

NOTE: For the following procedures you do nothave to remove the axle from the truck.

REMOVAL

Multiple disc brake

1 Snap ring2 Disc (on brake springs)3 Drive shaft

Draw the drive shaft (3) out of the brake discs.

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Prestress the disc (2) with threaded rods (4), bar (5) anddistance pins (6), pry out the snap ring (1) and take the disc(2) out of the axle tube.

Take the brake springs (7) out of the brake piston (8).

Screw a M8 impact driver (9) into the brake piston (8) anddrive out the brake piston.


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Remove all discs (10) and take the two O-rings out of theaxle tube.

Brake removed

11 Brake piston12 Springs13 Brake discs14 Disc

HYDRAULIC MOTOR WITH SWASHPLATE

Remove the fastening screws (15) (4 items).

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Screw the M8 impact driver (16) into the hydraulic motorshaft (17) and pull out the swashplate along with thehydraulic motor.

Hydraulic motor assembly

18 Cylinder block19 Swashplate with disc carrier20 Fastening screws

ASSEMBLY

After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts andboth O-rings.Torque for screws (20) : 64 Nm.


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LINDE DIAGNOSTIC MODULEPC SCREEN

DISPLAY

2.10 TRUCK DIAGNOSTICS AND TROUBLESHOOTING

As traction and speed are controlled electrically and hydraulically, the check is also divided into electric andhydraulic tests.For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulictest case is required for the check of the hydraulic section.

2.10.1 ELECTRICAL SYSTEM DIAGNOSTICS

It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controllercan be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. Theselected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnosticmodule). If a PC is used, additional information is displayed at the bottom of the PC screen. Furthermore,the PC permits parameters to be stored and printed out on an attached printer.

WINDOW

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2.10.1.1 WORKING WITH THE LINDE TEST MODULE

Conditions

- Traction wheels of truck off the ground- Accelerator pedals in neutral position- Brake pedal held in braking position- Ignition switched off

Before using the Test Module, check if it is operational by pressing the EIN (ON) button. The followinginformation will be displayed:

�� Software version and version date�� of the module�� Module is operational�� !�� No data received��

LindeLHC Electronics

LHC DiagnosticCable

Truck DiagnosticConnector

Wiring Loom

Data in displayis updatedevery ½ s

4 Leads:2 x Power Supply Leads2 x Signal Leads

RedWarningLamp


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NOTE: The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version isinstalled. If no or the wrong information appears after the EIN (ON) button is depressed, replacethe batteries and check the Test Module.

- Connect the Test Module to the diagnostics connector of the controller.

NOTE: The connector, sealed with a cap, is fastened in a holding angle bracket on the control leverconsole.

- Turn on the ignition; the red warning lamp will flash.

NOTE: If the red warning lamp is not flashing, check fuse 1F17 and the cable connection and powersupply from the controller to the diagnostics connector. Also check the adapter cable from theconnector to the Test Module.

If the connection is correct, window 1 will be displayed.The other windows can be selected by pressing the appropriate buttons.

NOTE: After the ignition is turned on, the fault lamps 1H20 (up to 05/98, from 06/98 H2) will light steady.(Lamp and cable connection self-test.)The lamp will go off when the engine is running.

2.10.1.2 DIAGNOSTICS WITH A PC AND THE LINDE INTERFACE CONVERTER

System requirements for the PC or the notebook:

Operating system: MS-DOS 5.0 or higher must be installedMicrosoft Windows 3.10 or higher can be installedMicrosoft Windows 95 or higher can be installed

RAM storagerequirement: minimum 512 Kbytes for DOS operating system

minimum 4 Mbytes for Windows operating system

Hard disc storagerequirement: minimum: 1 Mbyte for DOS operating system

Monitor requirement: DOS operating system:recommended: VGA resolution (640 x 480 pixel) monochrome

Windows operating system:minimum: VGA resolution (640 x 480 pixel) monochromerecommended: VGA resolution (640 x 480 pixel) colour

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2.10.1.2.1 LINDE INTERFACE CONVERTER

The Linde interface converter must be used to communicate between the PC and the appropriate LDC digitalcontroller. The digital controller has a 4-pin diagnostics connector which uses the ISO protocol for datatransfer. The serial interface of the PC uses the RS232 protocol. The interface converter converts signalsbetween the two protocols , thus permitting communication between the PC and digital controller and viceversa.

The data transfer uses 9600 baud, 8 bit data, 1 stop bit and no parity. The interface converter is connectedbetween the 9 pole sub-D terminal of the serial interface of the PC and the 4 pole AMP-Saab connector tothe diagnostics connector on the digital controller. The second 6 pole AMP connector is used for connectionto other Linde vehicles (E 10, P 60) which are equipped with a Zapi control system. This latter system hasa serial electrical interface for data transfer.

The diagnostic software normally uses the serial interface COM1 of the PC. If this connector is already inuse, it is necessary to convert to the COM2 serial interface. This procedure is included in the installationprocedures.

The interface converter is delivered with the appropriate diagnostic software.

2.10.1.2.2 INSTALLATION OF THE DIAGNOSTIC SOFTWARE “TEST & SETUP”

The diagnostic software is available as a master program or as a service program. The master programpermits access to all truck parameters. The master program can only be ordered through the customerservice school. The service program permits access only to the service functions (fault storage, switchingconditions, etc.) and can be ordered from the Linde spare parts organisation.

Both software programs are available as a complete program or as an update program. When a completeprogram has been installed on a computer, only an update program is required in the future.

The diagnostic software is delivered on 3.5 inch diskettes. The diagnostic software version is identified onthe diskette labels. In addition the following is noted; master or service program and if it is a complete programor only an update program.

e.g. Software version: V1.3-P

The diagnostic software is available in German, English or French. The desired language must be selectedduring the installation process.

The diagnostic software cannot be copied and can only be installed on an appropriate computer once.Through installation on a computer, the user accepts the conditions of the software license. When a masterprogram is ordered, the updates are provided automatically. Updates for the service program can be orderedfrom the Linde spare parts organisation.


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INSTALLATION INSTRUCTIONS FOR COMPLETE PROGRAM (MASTER AND SERVICE PROGRAMS)

- Go to the DOS operating system.- Insert the diskette 1 into the disc drive.- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.- INSTALL <source disc drive>: <destination disc drive:> : <language> <serial interface>.

NOTE: The desired language is selected by typing a number after the destination disc drive letter;1 = German, 2 = English, 3 = French. Furthermore, the correct serial interface must be selected;1 = COM1, 2 = COM2.

- E.g. For an installation in German on serial interface COM1, type the following command; INSTALL A:C: 1 1 and press ENTER.

- A directory named “lindiag.dos” will be created in the hard drive and the software on the diskette will nowbe copied into the directory on the hard disc.

- Insert diskette 2 when prompted and press the RETURN key.- Type DIAG and press ENTER. A window “TRUCK SELECTION” appears, on which the appropriate

diagnostic program can be selected.- Press the cursor up ��or down ��arrow to select the diagnostic program.- To start the selected diagnostic program press ENTER.

INSTALLATION INSTRUCTIONS FOR UPDATE PROGRAM (MASTER AND SERVICE PROGRAMS)

NOTE: A software update can only be made when the computer already has a complete program.

- Go to the DOS operating system.- Insert the diskette 1 into the disc drive.- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.- ENTER UPDATE <source disc drive>: <destination disc drive:> : <language> <serial interface>.- E.g. For an installation in German on serial interface COM1, type the following command; UPDATE A:

C: 1 1 and press ENTER.- Insert diskette 2 when prompted and press the RETURN key.

2.10.1.2.3 SELECTING THE LINDE PROGRAM

- Go to the DOS operating system (root directory c:\).- Enter cd lindiag.dos.- Open the window by typing DIAG and press ENTER.- A window appears with the appropriate programs.- Press the cursor up � or down ��arrow to select the program.

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2.10.1.2.4 STARTING THE DIAGNOSTIC PROGRAM “TEST & SETUP”

- Press the cursor up ��or down ��arrow to place the arrow beside the fork truck model 350. Startingwith software version 1.5-P, select the LHC controller.

- The selected model (controller type) is identified with the arrow.- Press the ENTER key.- The Linde diagnostic program starts.

SELECTION WINDOW UP TO SOFTWARE VERSION 1.4

Linde AG Equipment Program Selection Test&Setup

Series 335 E 14/16/16C/18/20Series 336 E 20/25/30Series 350 H 12/16/18============================Series 144 T20S/T20RSeries 149 N20Series 360 T 16/18/20Series 379 L 10/12Series 126 P60Z Combined Instrument============================Change configurationEnd program (return to DOS)

Select equipment program with cursor up or down key

->

SELECTION WINDOW FROM SOFTWARE VERSION 1.5


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2.10.1.3 LINDE DIAGNOSTIC PROGRAM

Depending on the installed diagnostic program (master program or service program), different windowmenus can be displayed. The service program permits the same menus as in the Linde diagnostic moduleto be displayed. The Master program (identified by M) permits additional menus to be displayed. Informationon the diagnostic program installed on the computer is displayed at the bottom of the computer window.

After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the mainwindow appears on the computer monitor.

The main window can be divided into an upper window and a lower window area. The upper window displaysthe window menu, which is identical to the menu on the diagnostic module.

The lower window displays text which is different for every window. This text contains clarifying information.

SERIAL INTERFACE

This symbol displays the active serial interface (COM1 or COM2).

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Interface converterstatus

Serial Interface Help textWindow MenuAccess toProgram

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INTERFACE CONVERTER STATUS

This symbol, two connectors, appears to the right of the serial interface symbol at the bottom of the computerwindow. When the interface converter is correctly installed and correctly operating, the two plugs are togetherand green in colour. If the two connectors are open and red in colour, a problem exists with the data transfer(false COM serial interface, the interface converter is incorrectly installed or the key switch is not turned on).

ACCESS TO PROGRAM

Key symbol Service programOpen lock symbol Master program (menu windows M can be displayed)

The diagnostic program works with menu windows. Each window shows different information about the truck.The windows are called up by simply entering the window number, e.g. 1. When calling up a window withtwo digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to anotherwindow, enter the new window number. Depending on the software version for the controller, the followingwindows can be displayed.

Window 1: Information on software version and truck typeM Window 11: Information on truck type code in the cable loomM Window 12: Comparison of master and safety processor codes

Window 2: Current fault messagesWindow 3: Stored fault messagesWindow 31: Clearing fault messages in window 3 (up to including version 1.3)Window 32: Stored fault messages (up to including version 1.3)

M Window 33: Clearing window 32 (up to including version 1.3)Window 4: Inputs

M Window 41: Switch signals of both processorsWindow 5: Outputs

M Window 51: Additional information on outputsWindow 6: Analogue values

M Window 61: Analogue values (master and safety processor) - potentiometerM Window 62: Analogue values (master and safety processor) - potentiometer and pump

control solenoids.Window 7: Setting truck speed and specified RPMWindow 71: Resetting parameters to standard factory settings

M Window 72: Seat switchM Window 73: Resetting parameters of window 72 to standard factory settingsM Window 74: Maximum speedM Window 75: Setting of initial inverse current and final pump currentM Window 76: Resetting parameters of window 75 to standard factory settings

Window 8: Zero adjustment of potentiometer (teach-in)


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Scroll bar

2.10.1.3.1 HELP FUNCTION

When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining themeaning of the individual keys. Keys PgUp ��and PgDn ��serve to scroll the help text. The text is selectedby using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining therespective window appears.

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The following table provides a summary of important keys on the Linde diagnostic module and PC.

FUNCTIONS OF THE KEYS

Module Key PC Key Function

+ (Plus) Cursor ��up Increase value- (Minus) Cursor ��down Decrease valueNew data Tab bar Save dataEnter Enter (Return) End of inputCE Backspace or Del Correct or delete input

PgUp � Help function window: scroll upPgDn � Help function window: scroll downHome Help function window: go to text beginningEnd Help function window: go to text endF1 Call up help function windowF2 Store the active parameterF3 Call up the last stored parameterF4 On/Off: combined instrument, diagnostic modeF5 Long distance diagnostics: dial telephone number via modem

(tone dial mode) and make the connectionLong distance diagnostics: break the telephone connection

Shift F5 Long distance diagnostics: dial telephone number via modemSame as F5 except use pulse dial modeLong distance diagnostics: break the telephone connection

F9 Print the status and the parameter window displayed on the computermonitor

ESC Break off (escape) a store, call up or print procedureALT x or ALT F4 End the program


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ERROR HANDLING

An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). Inthis way, brief and non-critical error events due to signal noise or delays in the sensing elements are not takeninto consideration.

If an error is detected by the processor, the following occurs:

- The fault warning lamp flashes.- Interventions are controlled by the microprocessor depending on the seriousness of the errors: truck

deceleration, RPM limitation, solenoids de-energised, etc.- An error number describing the fault is stored in a non-volatile store (EEPROM).- The error number can be read in the windows <2> and <3> of the diagnostic unit.

A troubleshooting with the diagnostic unit is possible at any time subsequently. The error number, storedin the EEPROM when the fault occurred, can be displayed by selecting window <3> of the diagnostic unit.In this way it is afterwards possible to identify unstable, sporadic or non-reproducible errors.

TEST CONDITION

The battery voltage should be at least 11.3 V.

Before starting work on the LHC diagnostic program, identify the software version (shown in window 1).

Software version(main processor)

Depending on the software version, select the diagnostics description as follows:

from 1.1 to 1.3 Section 2.10.1.3.2from 1.4 and 1.5 Section 2.10.1.3.4ab 1.6 Section 2.10.1.3.6

NOTE: The first step in the diagnosis should be to perform a calibration of the traction potentiometerin window 8 of the respective software version.All of the values given in the windows in the document are examples only.

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2.10.1.3.2 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.1 - 1.3

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2.10.1.3.3 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.1 - 1.3

WINDOW 1 INFORMATION ON SOFTWARE VERSION AND TRUCK TYPEALL SOFTWARE VERSIONS

This window displays general information on the truck as detected by the Test Module.

1st line: Controller designation2nd line: Software version of both processors3rd line: Designation of diagnostic program4th line: Truck model code:

(see window (11)) series, LPG/Diesel,1/2 pedal(s), series/special truck

NOTE: If the information displayed in the window does not correspond to the truck version, there is afault in the wiring or the electronic controller.

WINDOW 11 (MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLELOOM

CTrk Truck series code1100 BR 350 H18, H200110 BR 351 H20, H251001 BR 351 H30, H350011 BR 352 H40

CEng Engine type code01 Diesel10 LPG

CPed: Pedal type code0 2 pedals1 1 pedal

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CSpl Equipment code01 Special truck10 Series truck

WINDOW 12 (MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSORCODES

The signals are displayed in pairs (XY) with the following declaration:X is the code read by the master processorY is the code read by the safety processor

In trouble-free operation X always equals Y, with both processors reading the same code.

CTrk XY XY11 11 BR 35000 11 BR 351 H20, H2511 00 BR 351 H30, H3500 00 BR 352

CEng XY00 Diesel11 LPG

CPed XY00 Two-pedal11 Single-pedal

CSpl XY00 Special truck11 Series truck

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WINDOW 2 CURRENT STATUS MESSAGES AND FAULT MESSAGES

This window displays a message if driving is restricted or disabled for safety reasons. The messages aredisplayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.The current truck status messages are displayed as a single-digit number, the fault message as a two-digitnumber.

Example: (31) = Potentiometers 1 and 2 are incompatible

Example: 1 = Brake switch 1 operated


In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 wasdetected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore bestarted, but the truck will not move off if an accelerator pedal is operated.The meaning of the status and error numbers are listed in the following table.

The fault codes have the following meaning:

Status messages:

If none of the following status messages are shown in window 2, thetruck is operational if no other fault has been detected in the truck.

1 Brake pedal switch 1S5 operated (brake pedal is partially depressed)2 Brake pedal switch S14 operated (brake pedal is depressed)3 Brake pedal not yet depressed after turning on the ignition4 Seat switch not operated

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Fault messages:

The following reactions can be witnessed on the truck when a fault occurs:

W Warning lamp flashingK Truck drives at creep speedB Truck brakes to a standstill or remains stationary if not yet movingR Current only achieves start of pump controlE All power stages without powerL Engine goes to low idling speedF Release magnet de-energised, truck braking with brake jets (restrictors)S Safety relay in the controller de-energised, all power stages without power

Truck responses

19 No calibration new LHC controller in trucknot yet calibrated

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid series/special truck code maybe cable loom WELFS31 Both pot signals do not match,

and neither is 0 V incompatible WBL32 UPot1 too low or too high out of range WBL33 UPot2 too low or too high out of range WBL34 Both pot signals at 0 V too low35 Inadmissible pedal code and not all inputs are open WBL36 Inadmissible pedal code and all inputs are open37 Both inputs of the brake microswitch

have the same status same status WB38 Brake switch S14 switching before 1S5 WB39 Both inputs of the seat microswitch

have the same status same status WBL41 10 V power supply is too low (< 8 V) whereas

battery voltage is too high (> 11 V)43 Power stage supply interrupted

(eg fuse blown, relay oxidized)44 Power supply can not be cut out by relay

(relay sticking, final relay stage leaky)45 Release power stage not conducting or

output shorted against (-) unequal WB46 Release power stage fused or

output shorted against (-)47 Release magnet resistance too high51 Engine control element resistance too low or

power stage leaky too high WELFS52 Engine control element resistance too high or

power stage defective or magnet shorted against (-) WELFS53 Pump control element V resistance too low or

power stage leaky too high WELFS

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54 Pump control element V resistance too high orpower stage defective or magnet shorted against (-) WELFS

55 Pump control element R resistance too low orpower stage leaky too high WELFS

56 Pump control element R resistance too high orpower stage defective or magnet shorted against (-) WELFS

57 Gas shutoff valve resistance too low orpower stage leaky (LP-gas only) too high

58 Gas shutoff valve resistance too high orpower stage defective or magnet shorted against (-)(LP-gas only)

59 Release valve: drive and feedback (status) unequal WB61 Speed signal too high W62 Jump of RPM signal from over 800 rpm

to 0 rpm (cable broken)65 Tilt pressure signal 1S1 6 bar with engine stationary W66 Lift pressure signal 1S2 14 bar with engine stationary W67 Signal 1S2 no signal 1S1 (14 bar without 6 bar) W

Master processor: monitoring of safety processor:

71 Safety processor not releasing WELFS72 Pot signals both processors incompatible W73 Pot 1B2.1 out of range W74 Input signals of both processors incompatible W75 Serial data transfer inactive W76 Serial data transfer inactive W

Safety processor: self-monitoring:

80 Invalid series code maybe cable loom FS81 Invalid 1-/2-pedal code maybe cable loom FS82 Accelerator pedal: signal 1B2.1 out of range FS83 Built-in test detected release valve not OK FS84 Built-in test detected safety relay not OK FS85 Pump forward and reverse current simultaneously FS86 Pump forward current with specified value of pot = 0 FS87 Pump reverse current with specified value of pot = 0 FS88 Pump forward current too high FS89 Pump reverse current too high FS90 Stimuli for Bosch test not OK FS91 Stimuli for Linde test not OK FS99 Internal fault in safety processor FS

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WINDOW 3 STORED FAULT MESSAGES

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicatedto the right of a colon behind the fault number. The fault counter can only count to 9 maximum.These fault messages are stored permanently independent of turning the ignition on and off.

Fault numberFault frequency


Fault messages:

The following reactions can occur on the truck with individual faults:

W Warning lamp flashingK Truck driving at creep speedB Truck brakes to a full stop or remains stationary when not movingR Current achieves only start of pump controlE All power stages are without powerL engine goes to low idling speedF Release magnet de-energised, truck braking with brake jets (restrictors)S Safety relay in the controller de-energised, all power stages without power

Reactions on the truck

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid Series/special truck code maybe cable loom WELFS31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL32 Accelerator pedal: signal from pot 1B2.1 out of range WBL33 Accelerator pedal: signal from pot 1B2.2 out of range WBL34 Accelerator pedal: pot supply voltage too low35 1-/2-pedal: invalid combination of direction signals WBL

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37 Brake switch 1S5 breaker/maker same status WB38 Brake switch S14 switching before 1S5 WB39 Seat switch 1S8 breaker/maker same status WBL43 Safety relay: drive/feedback unequal45 Release valve: drive and feedback unequal WB51 Engine magnet: current too high WELFS52 Engine magnet: open circuit WELFS53 Magnet for pump forward 1Y2: current too high WELFS54 Magnet for pump forward 1Y2: open circuit WELFS55 Magnet for pump reverse 1Y3: current too high WELFS56 Magnet for pump reverse 1Y3: open circuit WELFS57 Magnet for working hydraulics: current too high58 Magnet for working hydraulics: open circuit59 Release valve: drive and feedback (status) unequal WB61 RPM signal too high W65 Tilt pressure signal 1S1 6 bar with engine stationary W66 Lift pressure signal 1S2 14 bar with engine stationary W67 Signal 1S2 without signal 1S1 (14 bar without 6 bar) W

Master processor: monitoring of safety processor:

71 Safety processor not releasing WELFS72 Potentiometer signals of both processors incompatible W73 Pot 1B2.1 out of range W74 Input signals of both processors incompatible W75 Serial data transfer inactive W76 Serial data transfer inactive W

Safety processor: self monitoring:

80 Invalid series code maybe cable loom FS81 Invalid 1-/2-pedal code maybe cable loom FS82 Accelerator pedal: signal 1B2.1 out of range FS83 Built-in test detected release valve not OK FS84 Built-in test detected safety relay not OK FS85 Pump forward and reverse current simultaneously FS86 Pump forward current with pot setting = 0 FS87 Pump reverse current with pot setting = 0 FS88 Pump forward current too high FS89 Pump reverse current too high FS90 Stimuli for Bosch test not OK FS91 Stimuli for Linde test not OK FS99 Internal fault in safety processor FS

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WINDOW 31 CLEARING THE FAULT MESSAGES IN WINDOW 3

With the CE key it is possible to clear the faults shown in window 3; at the same time a slash "/" appearsin window 32 behind the last fault after clearing.This slash means: The service engineer has read the faults stored in memory in window 3 and then clearedthe memory.


In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of thefault codes and all malfunctions occurring thereafter will be shown again behind the slash.


Sign showing fault was acknowledged by service engineer

Fault number and frequency of occurrence after acknowledgement

If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults thatcan be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.A repetitive fault is incremented each time the ignition switch is turned on.In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The faultoccurred again twice subsequently.

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Fault messages:

The following truck responses can occur with individual faults:


Reactions on the truck

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid series/special truck code maybe cable loom WELFS31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL32 Accelerator pedal: signal from pot 1B2.1 out of range WBL33 Accelerator pedal: signal from pot 1B2.2 out of range WBL34 Accelerator pedal: pot supply voltage too low35 1-/2-pedal: inadm. combination of direction signals WBL37 Brake switch 1S5 breaker/maker same status WB38 Brake switch S14 switching before 1S5 WB39 Seat switch 1S8 breaker/maker same status WBL43 Safety relay: drive/feedback unequal45 Release valve: drive and feedback unequal WB51 Engine magnet: current too high WELFS52 Engine magnet: open circuit WELFS53 Magnet for pump forward 1Y2: current too high WELFS54 Magnet for pump forward 1Y2: open circuit WELFS55 Magnet for pump reverse 1Y3: current too high WELFS56 Magnet for pump reverse 1Y3: open circuit WELFS57 Working hydraulics magnet: current too high58 Working hydraulics magnet: open circuit59 Release valve: drive and feedback (status) unequal WB61 Speed signal too high W65 Tilt pressure signal 1S1 6 bar with engine stationary W66 Lift pressure signal 1S2 14 bar with engine stationary W67 Signal 1S2 without signal 1S1 (14 bar without 6 bar) W

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Master processor: monitoring of safety processors:

71 Safety processor not releasing WELFS72 Potentiometer signals of both processors incompatible W73 Pot 1B2.1 out of range W74 Input signals of both processors incompatible W75 Serial data transfer inactive W76 Serial data transfer inactive W

Safety processor: self monitoring:

80 Invalid series code maybe cable loom FS81 Invalid 1-/2-pedal code maybe cable loom FS82 Accelerator pedal: signal 1B2.1 out of range FS83 Built-in test detected release valve not OK FS84 Built-in test detected safety relay not OK FS85 Pump forward and reverse current simultaneously FS86 Pump forward current with pot setting = 0 FS87 Pump reverse current with pot setting = 0 FS88 Pump forward current too high FS89 Pump reverse current too high FS90 Stimuli for Bosch test not OK FS91 Stimuli for Linde test not OK FS99 Internal fault in safety processor FS

WINDOW 33 (MASTER VERSION) CLEARING WINDOW 32

The faults displayed in window 32 can be cleared with the CE key.

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WINDOW 4 INPUTS

The switch input signals are displayed in window 4.The switches are numbered and carry the same designation as in the current path diagram. The status ofsingle switches is indicated behind the switch number; for selective switches the status of both channels isdisplayed.

Switches Switching states

Seat switchBrake pedal switch 1 Pressure switch 6 barBrake pedal switch 2 Pressure switch 14 barDirectional switch Auxiliary hydraulics

Double digits represent selective switches, single digits either a breaker or maker.The switching states are indicated by the digits 0 and 1: 0: contact open 1: contact closed

1S5 Brake pedal 01: < half operated10: > half operated

S14 Brake pedal 1: not fully operated0: fully operated

1S25 Travel direction 010/1: 1-pedal at zero position100/1: 1-pedal forward001/1: 1-pedal reverse111/0: 2-pedal

NOTE: The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plugfor double-pedal.

1S8 Seat switch 11: not connected (cable connected)01: not operated10: operated00: not connected (cable open)

1S1 Tilt pressure 0: < 6 bar1: > 6 bar

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1S2 Lift pressure 0: < 14 bar1: > 14 bar

1S3 Aux. hydraulics 0: not operated or not connected1: operated

WINDOW 41 (MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS

The switching states are indicated by the digits 0 and 1:

0: contact open 1: contact closed

The signals are displayed in pairs (XY) with following declaration:X is the switch signal read by the master processorY is the signal of the same switch read by the safety processor

During faultless operation X always equals Y, with both processors seeing the same status of a switch.

1S8 Seat switch XY XY00 11 not operated11 00 operated00 00 possibly not present

1S25 Travel direction XY XY XY00 00 / 11: 1-pedal at zero position11 00 / 11: 1-pedal forward00 11 / 11: 1-pedal reverse11 11 / 00: 2-pedal

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WINDOW 5 OUTPUT SIGNALS

Window 5 displays the output signals. The indicated components are numbered and correspond to thedesignation in the wiring diagram.

Fault lampsSafety relay in electronic controller Stop lightRelease valve Flashing light during reversingFuel shutoff valve Reversing light

REPRESENTATION OF SWITCHING STATES

0 means not driven1 means driven

1K1 Safety relay in electronic controller

1K1:1 appears after the ignition is turned on.

1Y4 Release valve

Depress the accelerator pedal with the engine running and the brake released. Output 1Y4:1 will bedisplayed.

1Y5 Fuel shutoff valve

During the starting procedure the output changes from 1Y5:0 to 1Y5:1.

1H20 Fault lamps

With the ignition on, lamps on: 1H20:1With the engine running, lamps off: 1H20:0With malfunction, lamps flashing: alternately 1H20:0/1

5K10 Stop light

5K10:0 Stop light off5K10:1 Stop light on

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5K11 Flashing light during reversing

5K11:0 Flashing light off5K11:0/1 Flashing light on alternately

5K12 Reversing light

5K12:0 Light off5K12:1 Light on

NOTE: Optional equipment can be connected via outputs 5K10, 11, and 12.

WINDOW 51 (MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS

The switching states are indicated by the digits 0 and 1:0: output off1: output on

1K1 Safety relay X Y Z1Y4 Release valve X Y Z

Power stage feedback to safety processorControl signal from safety processorControl signal from master processor

5K*s Status of lamp power stage

to *For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputsmentioned above jointly. Depending upon the type of equipment on the truck, a different number ofoutputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicatedsimultaneously.

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1Y4s Status of release valve power stage

1Y5s Status of gas shutoff valve

NOTE: For 1Y5s status has the following meaning:

Input Status Output

Normal function 0 1 01 1 1

Open load 1 0 1

Overtemperature 1 0 1

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WINDOW 6 ANALOGUE SIGNALS

Window 6 displays the analogue values for the travel and RPM control.

Engine RPMSupply voltage Current for engine operating magnetPot 1 value Pump forward currentPot 2 value Pump reverse current

TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VS - V1C AND V2C

- Accelerator pedal in neutral position- Brake pedal released- Ignition on- Battery voltage > 11.3 V

vs Power supply 10 V

The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500 -10,500 mV and it is indicated under vs.If the value is out of range, the controller assembly must be replaced.

v1c Corrected value of potentiometer 1 (1B2.1)

After the zero adjustment of potentiometer 1B2 (see window 8), the following values are shown underv1c:

Accelerator pedals released: 4950 - 5050Accelerator pedals max. forward: 8450 - 8550Accelerator pedals max. reverse: 1450 - 1550

NOTE: Set the maximum forward and reverse values with the appropriate pedal screw.

v2c Corrected value of potentiometer 2 (1B2.2)

The following values must be shown for v2c

Zero position of pedals v2c = v1c ± 600 mV (read u1c in window 8)

NOTE: Replace potentiometer 1B2 if the values for v2c are out of range.

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TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1 (OPERATING MAGNET)

- Accelerator pedals released- Brake pedal depressed- Engine idling

nB1 Engine RPM

Low idling speed: 970 - 1030 rpmMaximum RPM withaccelerator fully depressed: 2250 - 2350 rpm

iY1 Current of engine operating magnet

Depending on the position of the accelerator pedals and engine load: imax = 1800 mA

NOTE: The maximum values of nB1 and iY1 are set in the electronic controller as fixedparameters.To measure iY1 and iY2, release the brake pedal.

iY2 Pump forward current

Depress forward pedaluntil traction wheelsstart rotating i = 440 - 460 mA

Depress forwardpedal fully i = max 1180 mA

iY3 Pump reverse current

Depress reverse pedaluntil traction wheelsstart rotating i = 440 - 460 mA

Depress reversepedal fully i = max 1180 mA

NOTE: If the current is out of range when the traction wheels begin to rotate, the start of controlon the hydraulic remote control must be adjusted.The maximum value is specified in the electronic controller as a fixed value.

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WINDOW 61 (MASTER VERSION) ANALOGUE VALUES (MASTER AND SAFETYPROCESSOR)

The analogue readings shown here have the following meaning:

vs: Pot power supply read by 2nd processor

v1: Pot 1B2.1 read by 1st processor

iY1: Pump forward current read by 1st processor

iY2: Pump reverse current read by 1st processor

The analogue readings of both processors must correspond as much as possible.

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WINDOW 7 SETTING TRUCK SPEED AND SPECIFIED RPM

This window displays the parameters specified by the controller. These parameters can be modified up tocertain limits.

Maximum speed in km/h Tilting RPM, switch 6 barEngine RPM Lifting RPM, switch 14 barswashplate angle in % Auxiliary hydraulics RPM

(option)

HOW TO CHANGE THE PARAMETERS

- Press the ENTER button.- The cursor will appear and jump to the first parameter.- The value can be changed within limits using the “+” and “-” buttons.- The modification is stored instantly and is in effect.- Go to the next parameter by pressing ENTER again.- The entry of parameters can be ended by selecting a different window number.

NOTE: Vmax

can only be modified by changing nmax

(engine RPM) or gmax

(pump swashplate angle).The speed is changed in steps of 50 RPM.A change of n

max is only effective if the brake pedal is released and the accelerator pedal fully

depressed.The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.

WINDOW 71 RESETTING PARAMETERS TO STANDARD FACTORY SETTINGS

Pressing 71 (7 and 1) quickly displays window 71 (sub-window of 7).

In window 71 the parameters shown in window 7 can be reset to their factory default settings.

The parameters are reset to their factory default settings by pressing the CE key.

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WINDOW 72 (MASTER VERSION) SEAT SWITCH AND MAXIMUM PUMP CURRENT

t1S8 Specified time after which the seat switch function becomes active

iY2x Maximum current for the pump forward control magnet (standard 1180 mA)

iY3x Maximum current for the pump reverse control magnet (standard 1180 mA)

WINDOW 73 (MASTER VERSION) RESETTING PARAMETERS IN WINDOW 72 TO STANDARDFACTORY SETTINGS

The parameters are reset by pressing the <CE> key.

WINDOW 8 ABGLEICH DES FAHRPOTENTIOMETERS

u1d: Potentiometeristwert in mV (approx. 5000 ± 10 %), abgleichbar as longs as "OK" is displayed

For the calibration of the traction potentiometer, the brake pedal must be depressed and the ignitionswitched on. The calibration is then confirmed by pressing the <ENTER> key.

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2.10.1.3.4 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.4 AND 1.5

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ter

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23+ 3

231+

4+ 41

5+ 51

6+ 61

7+ 71+

73+

72+

8

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76

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2.10.1.3.5 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.4 AND 1.5

WINDOW 1 INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE



(see window (11)) series, LPG/Diesel,1/2 pedal(s), series/special truck

NOTE: If the information displayed in the window does not correspond to the truck version, there is afault in the wiring or the electronic controller.


CTrk Truck series code1100 BR 350 H18, H200110 BR 351 H20, H251001 BR 351 H30, H350011 BR 352 H40



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CSpl Equipment code01 Special truck10 Series truck







CSpl XY00 Special truck11 Series truck

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This window displays a message if driving is restricted or disabled for safety reasons. The messages aredisplayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.The current truck status messages are displayed as a single-digit number, the fault message as a two-digitnumber.

Example: (31) = Potentiometers 1 and 2 are incompatible



In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 wasdetected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore bestarted, but the truck will not move off if an accelerator pedal is operated.The meaning of the status and error numbers are listed in the following table.


Status messages:



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Fault messages:



Test conditions:

Battery min. 11.3 VPotentiometer calibration --> window 8

NOTE: If no calibration is possible, there may be a problem with the pedal mechanism in addition toa defective potentiometer.

Error number

19 Not calibratedA new LHC control module was installed in the vehicle so that the reference value of thepotentiometer must be transmitted to the module. --> window 8 (calibration)NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 canappear --> window 8 ( calibration)Truck responses: W – E – L – F – S

20 Invalid truck encodingNo truck type detected.Possible cause could be a defective cable loom. Check by measuring the inputs and outputs onthe LHC module.Truck responses: W – E – L – F – S

21 Invalid engine type encodingThe wrong engine type was identified (e. g. LPG instead of diesel engine)Possible cause could be a faulty cable loom. Check by measuring the inputs and outputs on theLHC module.Truck responses: W – E – L – F - S

22 Invalid series encodingA wrong series was identified (e. g. 351 instead of 350)Possible cause could be a defective cable loom. Check by measuring the inputs and outputs onthe LHC module.Truck responses: W – E – L – F – S

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23 Invalid series / special version encodingA wrong version was identified (e. g. instead of special version - fixed programmed speedreduction, a series version)Possible cause could be a defective cable loom. Check by measuring the inputs and outputs onthe LHC module.Truck responses: W – E – L – F – S

26 Pressure sensor signal too high, and in particular over 9.5 VThe return voltage signal of pressure sensor 1B10 is over 9.5 V.--> window 61Possible causes: defective pressure sensor, shorted cable loom to and from sensorTruck responses: W

27 Pressure switch and pressure sensor signals are both activeThe switch and sensor signal at pressure sensor 1B10 are applied simultaneously.Possible cause: defective pressure sensorTruck responses: W

28 Pressure switch active although engine speed is zeroA switch signal 1B10 is applied although IC engine was not started and therefore no RPM areindicated. --> window 6Possible cause: pressure sensor defective, cable loomTruck responses: W

31 The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.The values supplied by both potentiometers are not within the admissible tolerance range.Possible cause: potentiometer

32 The voltage value of potentiometer 1B2.1 is either too low or too high.The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is eitherbelow 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values seethe description in window 6. If an adjustment can not be carried out successfully, the potentiometercould be defective.Truck responses: W – B – L

33 The voltage value of potentiometer 1B2.2 is either too low or too high.The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.Possible cause: potentiometerTruck responses: W – B – L

34 Both potentiometers 1B2.1 and 1B2.2 at 0 VoltThe voltage of approx. 10 Volt specified by the LHC box can not be processed further.Possible causes: potentiometer not connected, potentiometer defective, cable loomTruck responses: W – B – L

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35 Travel direction signal encoding is not OKThe controller can not sense if it is a single-pedal or two-pedal vehicle.Possible causes: encoding plug (near key switch); travel direction switch not connected or faulty,cable loom (negative signals to LHC box not present, check)--> Window 4)Truck responses: W – B – L

36 Signal from travel direction switchA signal expected from the travel direction switch can not be detected.Possible causes: travel direction switch, cable loom (check negative signals coming from traveldirection switch to LHC box ) --> window 4Truck responses: W – B – L

37 Brake switch 1 (1S5) breaker and maker have the same signal.The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4Possible causes: brake switch defective, open connection (check negative signals coming frombrake switch to LHC module)Truck responses: W – B

38 Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch2 (S14) becomes active. --> window 4Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) notconnected, brake switch 1 defective; cable loom from brake switch 1 to LHC moduleTruck responses: W – B

39 Seat switch breaker and maker have the same signalThe seat switch is activated --> window 72 and both output signals of the seat switch show thesame value 00 or 11. --> window 4Possible causes: seat switch is switched active but not connected; seat switch defective; openconnection (seat switch - LHC module); cable loomTruck responses: W – B – L

41 vs is under 8 Volt although vr is over 11 VoltSupply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for theLHC module is over 11 Volt. --> window 6Possible cause: voltage regulator in LHC moduleTruck responses: W – B – L

43 Controller without powerThe LHC module is without supply voltage vr . --> window 6Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive andnegative terminals.Truck responses: W – B – L

44 Safety relay in the controller can no longer be switched offSafety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.

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Possible cause: K1 relay in the LHC module is oxidized, stickingTruck responses: W – B – L

45 Release valve can no longer be activatedRelease valve 1Y4 can not be activated. --> window 5Possible causes: open connection in cable loom to the release valve, release valve solenoiddefectiveTruck responses: W – B

46 Release valve can no longer be deactivatedRelease valve 1Y4 was activated, but can no longer be deactivated.--> window 5Possible causes: LHC module defective; cable loom for release valve is permanently “+”Truck responses: W – B

47 Current of release valve is too lowRelease valve 1Y4 can not be activated --> window 5Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid notconnected; cable loomTruck responses: W – B

51 Current of solenoid for IC engine is too highThe vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A --> window 6Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1Truck responses: W – E – L – F – S

52 Current of solenoid for IC engine is too lowThe vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6Possible causes: cable loom has an open connection to solenoid iY1, solenoid defective.Truck responses: W – E – L – F – S

53 Current for pump forward solenoid is too highCurrent value for proportional solenoid iY2 is too high. --> window 6Causes: short in proportional solenoid iY2 or in cable loom to the solenoidTruck responses: W – E – L – F – S

54 Current for pump forwards solenoid is too lowThe vehicle detects too low a current value for proportional solenoid iY2--> Window 6Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoiddefectiveTruck responses: W – E – L – F – S

55 Current for pump reverse solenoid is too highThe current value for proportional solenoid iY3 is high --> window 6Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid.Truck responses: W – E – L – F –S

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56 Current for pump reverse solenoid is too lowThe vehicle detects too low a current value for proportional solenoid iY3--> window 6Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoiddefectiveTruck responses: W – E – L – F – S

57 Current for gas shutoff valve is too highThe current applied to gas shutoff valve solenoid 1Y5 is too highPossible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid.Truck response: W

58 Current for gas shutoff valve is too lowThe vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve orin the solenoidTruck response: W

59 Status of release valveThe controller can not detect if release valve 1Y4 ( solenoid ) is activated or not.Possible causes: release valve 1Y4 defective, cable loomTruck responses: W – B

61 Engine speed too highThis error code appears if the engine speed is over 3000 rpm for 10 seconds.Possible causes: injection pump; proportional solenoidTruck response: W

62 Sudden change in RPM signal from over 800 to 0 rpmThe vehicle no longer detects any engine speed, although the engine was not shut down with theignition key.Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an openconnectionTruck response: W

65 Tilt pressure signal of 6 bar without RPMThe controller senses an active (closed) pressure switch 1S1 although no engine RPM exists--> window 4Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted

66 Lift pressure signal of 14 bar without RPMThe controller senses an activated (closed) pressure switch 1S2, although no engine RPMexists. --> window 4Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shortedTruck response: W

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67 Lift and tilt signals incompatible (14 bar before 6 bar)The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressureswitch 1S1 defective, cable loom from pressure switch 1S1 has an open connection.Truck responses: W

70 - 79 Mutual monitoring of both processorsThe internal communication between the master and the safety processor is faulty.Possible cause: LHC-module 1N2 defectiveTruck responses: W – E – L – F – S

80 - 99 Safety processor error messagesThe safety processor is detecting errors in LHC module 1N2.Possible cause: LHC module 1N2 defectiveTruck responses: W – E – L – F – S

NOTE: If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.If further codes under 70 are detected, these must be considered first.

NOTE: If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the followingconditions are fulfilled:

- Fuse 1F17 and 1F18 are OK- Power supply, positive and negative signals present- Diagnostic cable (communications to the test module/ laptop) is OK

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Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicatedto the right of a colon behind the fault number. The fault counter can only count to 9 maximum.These fault messages are stored permanently independent of turning the ignition on and off.In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash"/" will appear behind the last error displayed in window 31.



Fault messages:



Test conditions:



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Error number









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44 Safety relay in the controller can no longer be switched offSafety relay K1 in the LHC module (switched off briefly when the ignition key is turned) is sticking.Possible cause: K1 relay in the LHC module is oxidized, stickingTruck responses: W – B – L





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WINDOW 31 STORED ERRORS





If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults thatcan be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.A repetitive fault is incremented each time the ignition switch is turned on.In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. Thefault occurred again twice subsequently.


Fault messages:



Test conditions:



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Error number









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The errors indicated in window 31 can be cleared with the “CE“ key.

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WINDOW 4 INPUTS

The switch input signals are displayed in window 4.The switches are numbered and carry the same designation as in the current path diagram. The statusof single switches is indicated behind the switch number; for selective switches the status of both channelsis displayed.


Seat switchBrake pedal switch 1 Pressure switch 6 barBrake pedal switch 2 Pressure switch 14 barDirectional switch Auxiliary hydraulics








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WINDOW 41 (MASTER FUNCTION) SWITCH SIGNALS OF BOTH PROCESSORS







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WINDOW 5 OUTPUT SIGNALS







1Y4 Release valve



During the starting procedure the output changes from 1Y5:0 to 1Y5:1.

NOTE: Function not supported by version 1.4.

1H20 Fault lamps


5K10 Stop light


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NOTE: Optional equipment can be connected via outputs 5K10, 11 and 12.






to *For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputsmentioned above jointly. Depending upon the type of equipment on the truck, a different number ofoutputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs isindicated simultaneously.

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1Y5s Status of gas shutoff valve

NOTE: For 1Y5s status has the following meaning:

Input Status Output

Normal function 0 1 01 1 1

Open load 1 0 1

Overtemperature 1 0 1

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Voltage behind relay contact K1 Engine RPMin the LHC module Current for engine operating magnetPower supply Pump forward currentPotentiometer actual Pump reverse currentvalue in %

TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS


vr: Voltage behind relay contact K1 in the LHC module

The voltage should be approx. battery voltage.


The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500- 10,500 mV and it is indicated under vs.If the value is out of range, the controller assembly must be replaced.

p1: Potentiometer actual value in %

After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtainedfor maximum forward and reverse pedal stroke.

NOTE: The maximum values for forward and reverse should be set with the respective pedalstop screws.

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TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1(OPERATING MAGNET)


nB1 Engine RPM












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WINDOW 61 (MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS


vs: Potentiometer supply voltage ± 200 mV

v1: Potentiometer voltage 1B2.1 in mV (physical)

p1: Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))

v1 + v2: Potentiometer voltage 1B2.1 and 1B2(desired value 9 - 11 V) with a supply of 10 V





v1: Potentiometer voltage 1B2.1 in mV (physical)Potentiometer voltage 1B2.1 in mV (at processor)

iY2: Desired current for pump valve forwardsDesired current for pump valve forwards (at processor)

iY3: Desired current for pump valve reverseDesired current for pump valve reverse (at processor)

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This window displays the parameters specified by the controller. These parameters can be modified upto certain limits.


(option)



NOTE: Vmax










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WINDOW 72 (MASTER VERSION) SEAT SWITCH AND ACCELERATION

accl Deceleration is adjustable from 90 to 120 (in steps of 10)

toff Truck shutdown after XX seconds (10 - 500, in steps of 10)

tbrk Truck brakes after XX seconds (1 - 20, in steps of 1)

NOTE: To use these functions, a seat switch must be installed. If "toff:--“ or "tbrk:--“ is displayed, therespective function is not activated.

WINDOW 73 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TOSTANDARD FACTORY SETTINGS


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WINDOW 74 (MASTER VERSION) MAXIMUM TRUCK SPEED

vlim: Indication of the factory-set maximum truck speed. Can not be modified!

WINDOW 75 (MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF ANDFINAL VALUES)

iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)

iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)

iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)

iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

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WINDOW 76 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TOSTANDARD FACTORY SETTING


WINDOW 8 ADJUSTMENT OF TRACTION POTENTIOMETER

v1: Potentiometer voltage 1B2.1 (physical)

p1: Potentiometer actual value in %, adjustable as long as "OK" is displayed

For the calibration of the traction potentiometer the brake pedal must be depressed and the ignitionswitched on. The calibration is then confirmed by pressing the <ENTER> key.

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2.10.1.3.6 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.6

Se

rvic

e

Mas

ter

�

�

�

�

�

�

� �

�

�

1+ 11+

12

23+ 3

231+

4+ 41

5+ 51

6+ 61

7+ 71+

73+

72+

8

� � �74+

76

75+

� 62

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2.10.1.3.7 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.6

WINDOW 1 INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE



(see window (11)) series, LPG/Diesel,1/2 pedal(s)

NOTE: If the information displayed in the window does not correspond to the truck version, there isa fault in the wiring or the electronic controller.


The first line displays a 12-digit number, the so-called compilernumber of the software version.

CTrk Truck series code0110 BR 350 H12, H16, H18, H201001 BR 351 H30, H350011 BR 352 H40



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CSpl Equipment code01 Special truck -> not displayed on all trucks or not supported10 Series truck







CSpl XY00 Special truck -> not displayed on all trucks or not supported11 Series truck

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This window displays a message if driving is restricted or disabled for safety reasons. The messages aredisplayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.The current truck status messages are displayed as a single-digit number, the fault message as a two-digit number.

Example: (19) = not calibrated



In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 19 wasdetected, i.e. not calibrated. When the brake pedal is released, the numbers 1 and 2 will disappear,whereas the fault number 19 will still be displayed. The engine can be therefore be started, but the truckwill not move off if an accelerator pedal is operated.The meaning of the status and error numbers are listed in the following table.


Status messages:



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Fault messages:



Test conditions:



Error number





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WINDOW 3 STORED FAULT MESSAGES (DISPLAY AND DELETE FUNCTION)

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicatedto the right of a colon behind the fault number. The fault counter can only count to 9 maximum.These fault messages are stored permanently independent of turning the ignition on and off.In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash"/" will appear behind the last error displayed in window 31.



Fault messages:



Test conditions:



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Error number









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WINDOW 31 STORED ERRORS (DISPLAY AND DELETE FUNCTION)





If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults thatcan be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.A repetitive fault is incremented each time the ignition switch is turned on.In the example fault 54 was detected one time. Then the service engineer acknowledged the fault. The fault52 then occurred.


Fault messages:



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Test conditions:



Error number







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The errors indicated in window 31 can be cleared with the “CE“ key.

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WINDOW 4 INPUTS

The switch input signals are displayed in window 4.The switches are numbered and carry the same designation as in the current path diagram. The statusof single switches is indicated behind the switch number; for selective switches the status of both channelsis displayed.


Seat switchBrake pedal switch 1 Pressure switch 6 bar *Brake pedal switch 2 Pressure switch 14 bar *Directional switch Auxiliary hydraulics

* (not active if a pressure sensor is used)








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WINDOW 41 (MASTER VERSION) SWITCH SIGNALS OF BOTH PROCESSORS







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WINDOW 5 OUTPUT SIGNALSALL SOFTWARE VERSIONS







1Y4 Release valve



During the starting procedure the output changes from 1Y5:0 to 1Y5:1.On an LPG truck the number “1“ after the slash indicates the presence of a connection to the solenoid(shutoff valve).

1H20 Fault lamps


5K10 Stop light


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NOTE: Optional equipment can be connected via outputs 5K10, 11 and 12.






to *For the outputs 5K10, 5K11, 5K12, 1H20 there is only one status signal which indicates the 4 outputsmentioned above jointly. Depending upon the type of equipment on the truck, a different number ofoutputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs isindicated simultaneously.


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Voltage behind relay contact K1 Engine RPMin the LHC module Current for engine operating magnetPower supply Pump forward currentPotentiometer actual Pump reverse currentvalue in %

TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS


vr: Voltage behind relay contact K1 in the LHC module

The voltage should be approx. battery voltage.


The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500- 10,500 mV and it is indicated under vs.If the value is out of range, the controller assembly must be replaced.

p1: Potentiometer actual value in %

After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtainedfor maximum forward and reverse pedal stroke.

NOTE: The maximum values for forward and reverse should be set with the respective pedalstop screws.

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TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1(OPERATING MAGNET)


nB1 Engine RPM












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p1: Potentiometer actual voltage in % (-100 (reverse) up to + 100 (forwards))

v1 + v2: Potentiometer voltage 1B2.1 and 1B2(desired value 9 - 11 V) with a supply of 10 V


v3: voltage for working hydraulics pressure sensor (1000 - 9000 mV)




v1: Potentiometer voltage 1B2.1 in mV (physical)Potentiometer voltage 1B2.1 in mV (at processor)

iY2: Desired current for pump valve forwardsDesired current for pump valve forwards (at processor)

iY3: Desired current for pump valve reverseDesired current for pump valve reverse (at processor)

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This window displays the parameters specified by the controller. These parameters can be modified upto certain limits.


(option)



NOTE: Vmax










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WINDOW 72 (MASTER VERSION) SEAT SWITCH AND ACCELERATION

accl Deceleration is adjustable from 100 to 120 (in steps of 10)

toff Truck shutdown after XX seconds (10 - 500, in steps of 10)

tbrk Truck brakes after XX seconds (1 - 20, in steps of 1)(To use this function, a seat switch must be installed. If "toff:--“ or "tbrk:--“ is displayed, therespective function is not activated.

WINDOW 73 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TOSTANDARD FACTORY SETTINGS


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WINDOW 74 (MASTER VERSION) MAXIMUM TRUCK SPEED

vlim: Indication of the factory-set maximum truck speed. Can not be modified!

WINDOW 75 (MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF ANDFINAL VALUES)

iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)

iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)

iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)

iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)

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WINDOW 76 (MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TOSTANDARD FACTORY SETTING


WINDOW 8 ADJUSTMENT OF TRACTION POTENTIOMETER

v1: Potentiometer voltage 1B2.1 (physical)

p1: Potentiometer actual value in %, adjustable as long as "OK" is displayed

For the calibration of the traction potentiometer the brake pedal must be depressed and the ignitionswitched on. The calibration is then confirmed by pressing the <ENTER> key.

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2.10.2 HYDRAULIC SYSTEM DIAGNOSTICS

2.10.2.1 CIRCUIT DIAGRAM AND OVERVIEW FOR DIAGNOSTICS

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1 Tandem pump2 Bypass valve3 Hydraulic variable pump HPV 55 -024 Test port - servo piston "Y"5 Test port F" - pilot pressure upstream of release valve6 Test port - servo piston "Z"7 Test ports - (HP)8 Hydraulic damper9 Steering control valve

10 Pressure filter11 Brake valve12 Drive axle AH 20 -01

1Y2 Control magnet, forward1Y3 Control magnet, reverse1Y4 Release valve

V Flushing oil inlet, from HPV 55 -02U Flushing oil outlet, to oil cooler


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2.10.2.2 TEST AIDS

The screw couplings, adapters, test lines and pressure gauges required for the measurements are containedin the test case.

2.10.2.2.1 EXPLANATIONS TO TROUBLESHOOTING

The functional tests and any ensuing troubleshooting is performed separately for each main group. Thefollowing components and functions are affected:

Hydraulic steering system Section 2.10.2.3Hydraulic braking system Section 2.10.2.4Hydrostatic travel drive Section 2.10.2.5

Before commencing with the activities described below, first check the oil level and top up the oil, if required.

If a pressure gauge or a plug must be installed for a test procedure, first depressurise the tank by unscrewingthe breather valve.

The installation points for pressure gauges or plugs are shown in the line hook-up diagram.

In some test steps the Drive axle AH 20 -01 must be disconnected. In this case proceed as follows:

Unscrew the union nuts on the HP hoses connected to the AH20 -01 drive axle, plug the openings andreconnect the hoses.

LIST OF ABBREVIATIONS USED

LP gauge = low pressure gaugeHP gauge = high pressure gaugeLP = low pressureHP = high pressureF pedal = forward accelerator pedalR pedal = reverse accelerator pedal

If not specified otherwise, all pressure measurements must be performed with the brake pedal released.

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OVERVIEW OF PRESSURE READINGS (APPROXIMATE VALUES)

Position of accelerator pedal Position of brake pedal Test point Pressure (bar)

Zero position released F 17.5Zero position depressed F” 0Depressed approx. 20 mm released F” 17.5F pedal fully depressed released Y 17.5R pedal fully depressed released Z 17.5Zero position released BR 17.5Zero position depressed BR 0

HIGH PRESSURE MEASUREMENT

Test port: 7Brake pedal released, brake piston of valve 11 pushed in fully with a long screwdriver. Forward or reversepedal depressed.Specified reading: 420 ± 20 bar

AVERAGE WHEEL RPM

Forward: 210 rev/minReverse: 210 rev/min


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2.10.2.3 POWER-ASSISTED STEERING

Two different methods can be used to locate a malfunction in the steering system.

2.10.2.3.1 TROUBLESHOOTING WITHOUT MEASUREMENT OF BOOST AND MAXIMUM PRESSURE

TEST REQUIREMENTS

- Travel drive must be functioning

TEST

Test Symptoms Assessment

Start the engine, release Steering not functioning, Malfunction in servostatthe brakes, depress the F truck still driving or steering cylinder.or R pedal and turn thesteering wheel. Steering not functioning, Feeding pump or steering

truck stopping. pump of tandem pumpdefective.

Steering functioning, Troubleshootingtruck stopping. as described below.

If the malfunction cannot be localized with this method, use the method described as follows.

2.10.2.3.2 TROUBLESHOOTING WITH MEASUREMENT OF BOOST AND MAXIMUM PRESSURE

TEST REQUIREMENTS

- Truck blocked up and secured so that both drive wheels can rotate freely.- Engine and travel drive at operating temperature.- Front cover removed.- Brake applied.

TEST

Connect a HP pressure gauge with test fitting (tee) to port P2 of the tandem pump and a LP pressure gaugeto port F of the throttle. Start the engine, release the brake and read the pressure at F at low idling speed.If the pressure is under 17 bar, continue the troubleshooting as described in "Hydrostatic Travel Drive".If the pressure is 17 bar or over, carry out the following test procedure.

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With engine at idling speed, turn the steering wheel to the right and left through the full cycle, hold it brieflyand assess operation according to the following evaluation table:

Symptoms Readings Assessment

1. Stiff steering. HP less than Safety valve of120 bar. servostat defectiveBoost pressure 17 baror more.

HP under Gear pump 11 cc120 bar. defective.Boost pressure under Replace the tandem17 bar. pump.

2. Steering wheel can be HP under 100 bar, Leak in servostat orturned further at stop Boost pressure 17 bar steering cylinder. Checkwithout much effort. or over. as described below.

3. Steering wheel can be HP approx. Hydraulic steering systemturned as far as stop, 120 bar as required. in order. If still faulty,then blocked. Boost pressure 17 bar replace the steering

or over. control valve.

To check for leakage in the steer cylinder, proceed as follows.

- Move the steer cylinder to the right as far as the stop.- Disconnect the right-hand hose at the steer cylinder.- Move (hold) the steer cylinder (with the steering wheel) to the stop - there should be no oil emerging.- If oil is running out, check the packing and cylinder tube of the steer cylinder.


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2.10.2.4 HYDRAULIC BRAKE SYSTEM

2.10.2.4.1 FUNCTIONAL TEST

TEST REQUIREMENTS

- Truck blocked up and secured so that both drive wheels can rotate freely.- Pedals properly adjusted.- Brake pedal locked in position "brake applied".

TEST

Test Symptoms Assessment

Start the engine and try to Drive wheels cannotturn the right or left drive be turned.wheel with a wheel nutspanner or extension. Parking brake

in order.Release the brake pedal Drive wheels canand again try to turn the be turned.right or left drive wheel.

After this test, lower the truck to check the braking characteristics of the moving truck.For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock withoutthe truck pulling to one side. If the test results differ from the above diagnostics, determine and remedy thefault by following the troubleshooting procedures.

2.10.2.4.2 TROUBLESHOOTING

TEST REQUIREMENTS

- Truck blocked up and secured so that both traction wheels can rotate freely.- Engine cover raised.- Floor plate removed.- Pedal adjustment in order.- Engine and travel drive at operating temperature.- Front cover plate removed.- Brake pedal locked in position "brake applied".

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Screw in low pressure gauge into port F of pressure filter. Start the engine andread the pressure on gauge.

Pressure min. 17.5 bar.

Plug port E at brake valve with a blanking plug and repeat the test.


Screw in low pressure gauge into port BR at Brake valve. Release the brakes andcheck the pressure with the engine running.


Brake valve does not open.Repair or replace the valve.

yes no

yes no

yes no

Check "Hydrostatic TravelDrive".

B

Brake valve defective.

With the engine running, fully depress brake pedal and watch the pressure gauge.

Pressure drops toapprox. 0 bar.

yes no

A


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Pressure min. 17.5 bar.yes no

Seal at right-hand brakepiston defective.

Seal at left-hand brake pistondefective.

Pressure min. 17.5 bar.yes no

Remove test fitting at port BR and connect low pressure gauge (without brakeline) to port BR at the brake valve. Measure the pressure with the engine runningand the brakes released.

Remove test fitting and reconnect low pressure gauge to port BR (with brakeline). Plug port BR of right brake with banjo screw with cap. Measure the pressurewith the engine running and the brakes released.

BA

Plug port BR at the brake valve. Start the engine, release the brake, fully depressthe F or R pedal.

The brake of the turningwheel is not in order.Remove and remedy thefault.

Braking system in order.Drive wheels rotate.yes no

Brake valve defective. Repairor replace valve.

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2.10.2.5 HYDROSTATIC TRAVEL DRIVE

2.10.2.5.1 TROUBLESHOOTING

TEST CONDITIONS

- Truck blocked up and secured so that both traction wheels can rotate freely.- Power steering functioning.- Brake pedal locked in position "brake applied".- Electronic controller does not indicate an error (warning lamp not flashing).- Engine can not be started.- Pedal adjustment in order.- No error is indicated during the electrical system diagnostics with the test module or Laptop, and the test

readings and settings are OK.


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yes no

Connect LP pressure gauge to port F, engine at idling speed, brake applied.

yes no

Seal port E with blanking plug, repeat measurements.

Pressure nowapprox. 17.5 bar

yes noLP now approx. 17.5 bar

Check or replace boost pressure valve, repeat measurement.

Fault in the brakingsystem. See "HydraulicBraking System".

HPV 55 -02 defective,repair or replace.

A

LP approx. 17.5 bar

yes no

Disconnect axle AH 20 -01, repeat measurement.

AH 20 -01 defective,repair or replace.

Pressure nowapprox. 17.5 bar

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Check operation of theoperating magnet andhydraulic section ofrelease valve or replacevalve assembly.

yes no

Connect the electric diagnostic unit to the test connector.Connect the LP pressure gauge to port F" (release valve). Line reconnected toport E.Start the engine, open window 5 and release the brake, depress the F or R pedaluntil 1Y4 is activated.

When 1Y4 is operated, pressure

at 5 rises to approx.17.5 bar.

A

Remove LP pressure gauge at port F" and install at it port Y. Start engine, releasebrake, open window 6 and sensitively depress forward pedal. Current iY2 shouldrise at diagnostic unit (forward control magnet), pressure rise at Y and wheelsstart rotating.

Check or replace propor-tional valve 1Y2.

yesiY2 rising,

pressure stays at 0 bar,wheels not turning.

Check servo control orcontrol piston of pressurebalance.

yesCurrent and

pressure rising, wheels notturning.

yesCurrent andpressure rising, wheels

turning

Depress forward pedal again and read iY2 at start of wheel rotation.

B


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yes no

yes no

Adjust start of control, see "Start of Pump Control".

Start of control can beadjusted.

Fully depress the forward pedal.

Check hydraulic servocontrol

Wheelsstart rotating at

i = 440 - 460 mA.

B

yes noiY2 approx. 1180 mA

Fully depress the forward pedal again and read the pressure.

Perform electrical sys.diagnostics, window 6.

yes noPressure atstop at least

16 bar or more.

With F pedal fully depressed, determine avg. wheel speed. Des. value = 210 rpm.

Check or replace propor-tional valve and servocontrol.

C

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yes noAverage wheelspeed OK.

Connect LP pressure gauge to port F", HP pressure gauge to HP test point (onright side). Block the brake (with brake release valve by pressing brake pistondown with a long screwdriver), depress the forward pedal, read HP and LP.

Check swash angle ofvariable pump, see"Swash angle of the va-riable pump".

C

HP far under 420 bar,LP approx. 17.5 bar.

HP approx. 420 bar,LP approx. 17.5 bar.

As HP rises,LP drops to 0 bar.

Internal leakage, possiblecauses: feed valves/relief valves or towingbypass valve leaking.

Leakage in the HPsection for forward travel.Disconnect AH 20 -01 tolocalise fault in the HPV55 -02 or AH 20 -01.

HP valve for forwardtravel direction is OK.

Remove HP pressure gauge from right HP test points and install on left HP testpoints (LP pressure gauge stays on port F") and then perform the check with thereverse accelerator pedal. The readings now refer to the other direction of travelor components.


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4 STEERING SYSTEM

4.1 SCHEMATIC DIAGRAM OF THE STEERING SYSTEM

1 Gear pump2 Pressure relief valve 120 bar3 Steering valve 45 cm³4 Make-up valve5 Hose safety valves 190 bar

A Working hydraulicsB Feed


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5 CONTROLS


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5.1 PEDAL STROKE ADJUSTMENT INSTRUCTIONS

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1 Forward stop screw2 Reverse stop screw3 Microswitch 24 Stop screw for limiting pedal stroke upwards (forward pedal)5 Spacer, thickness = 3 mm

CONDITIONS

- Pedals mechanically in good working order.- Traction pot 1B2 and brake switches 1S5 and S14 are connected.- Test module connected to interface 6X6.

ADJUSTMENT OF ACCELERATOR PEDAL

- Pedals in neutral position. Window 8 of the diagnostic unit selected. "OK" shown in the window.- Calibrate the pedals by pressing the ENTER key. "STORED" will appear for 1 second. If "OK" is not shown,

do not proceed with calibration. --> Renew the potentiometer and repeat the procedure.- Select window 6.- Depress the "FORWARD" accelerator pedal on the right as far as possible and adjust stop screw (1) so

that voltage v1c reads between 8450 mV and 8550 mV. Lock the pedal stop screw.- Depress the "REVERSE" accelerator pedal on the left as far as possible and adjust stop screw (2) so that

voltage v1c reads between 1450 mV and 1550 mV. Lock the pedal stop screw.- Depress the accelerator pedals again and check the final readings. Readjust the pedals if necessary.- Adjustment of stop screw (4).

Depress the accelerator pedal onto adjusted stop screw (2) and hold it. Screw in stop screw (4) of the otheraccelerator pedal (forward) as far as the pedal plate and lock it.

ADJUSTMENT OF BRAKE PEDAL

- Depress the brake pedal as far as possible. The leaf spring must engage.- Place a spacer (thickness = 3 mm) between the brake valve and brake pedal, clamp the brake pedal against

the brake valve block.- Shift both microswitches to the switching point of microswitch 2 (3) (starter lockout). Be sure that the

microswitch 2 has operated.


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5.2 ADJUSTMENT INSTRUCTIONS FOR THE SPEED CONTROL

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CONDITION

Engine is shut down, threaded rod (5) is removed from the control lever (1) along with the ball of the ball-and-socket joint (3).

ADJUSTMENT

1 Fasten the ball of the joint (3) in the centre notch of the lever (1).

2 Move the speed control lever (1) by hand against the top idle stop screw (10) and pull the solenoid shaftand threaded rod (5) out completely.

3 Now adjust the length of the threaded rod (5) so that the socket of the joint (3) can be mounted on theball without play, but do not install it yet.

4 Fully retract the solenoid shaft with threaded rod (5) and press the lever (1) against the low idling speedstop. The socket should now also fit on the ball without play.

NOTE: If the rod is too long or too short, the position of the ball in the notch of the lever (1) must be changedand the adjustment repeated as described in step 3.

5 Now press the socket on the ball and tighten the locknut on the ball and socket joint (3).

6 Turning the rod (5) 3/4 of a turn anticlockwise pretensions the rod 0.7 mm.

7 Now lock the nut on the threaded rod (5) at the solenoid end.


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5.3 ENGINE SPEED SENSOR ADJUSTMENT INSTRUCTIONS

NOTE: The engine can not be started if the actual value sensor B1 is removed or connector X1 isseparated.

ADJUSTMENT

- Slacken nuts (1) and (2).

- Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speedsensor B1.

- The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.

- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10 Nm).

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6 ELECTRICAL SYSTEM

6.1 BASIC DIAGRAM DIESEL VERSION

A1 Glow duration unit 45 - 499A2 Fan controller 80 -95

1B1 Actual speed sensor 101 - 1031B2 Accelerator double potentiometer 116 - 1211B10 Pressure sensor 112 - 114

F1 Fuse 50 A 3F2 Fuse 5 A 10F3 Fuse 5 A 24F4 Fuse 15 A 49F5 Fuse 10 A 74F8 Fuse 50 A 11F17 Fuse 1 A 1331F18 Fuse 15 A 1029F16 Fuse 30 A 84

G1 Alternator with regulator 3, 4G2 Battery 6

H1 Battery charging indicator lamp 19H2 Controller fault warning lamp 21H3 Coolant temperature warning lamp 24H4 Hydraulic oil temperature warning lamp 26H5 Engine oil pressure warning lamp 28H6 Suction filter vacuum warning lamp 30H12 Directional indicator lamp 40H13 Fuel level warning lamp 32H24 Fan 34H25 Preheating 36H26 Soot filter warning lamp 384H7 Horn 73

K2 Starter relay 9 - 11K3 Auxiliary relay, terminal 15 75 - 771K1 Relay terminal 30 in LHC electronics 103 - 1069K4 Additional relay 92 - 949K1/2/3 Relay 82 - 94

M1 Starter 7 - 99M5 Fan 84

1N2 Electronic Hydraulic Control LHC 101 - 135

P1 Hour meter 176P3 Composite instrument 16 - 41

R1 Glow plugs 49 - 54R2 Temperature sensor of automatic preheating 47


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9R1/2/3 Resistor 81, 86, 919R4 Fan resistor 84

S1 Ignition switch 7 - 12S2 Coolant temperature switch 24S3 Oil temperature switch 26S4 Engine oil pressure switch 28S5 Suction filter vacuum switch 30S6 Fuel level warning light switch (option) 32S14 Brake pedal switch 2 (Start inhibit) 111S1 Pressure switch (6 bar) 1111S2 Pressure switch (14 bar) 1131S5 Brake pedal switch 1 124 - 1261S25 Travel direction switch, single-pedal model 128 - 1334S8 Horn button 739S17 Temperature switch (85/93 °C) 90 - 93

V1/3 Decoupling diodes 21, 349V1/2/3 Decoupling diodes 80 - 82

X1 Connector 16 pins 4, 9, 10, 22 - 36, 49, 73X2 Connector 3 pins 10 - 12X3 Connector 1 pins 31X10 Connector 3 pins 101 - 1041X20 Connector 3 pins 124, 1251X21 Connector 6 pins 129 - 1331X23 Connector 6 pins 102, 129 - 1336X6 Connector 4 pins 1409X5 Connector 2 pins 83

1Y1 RPM operating magnet (butterfly valve) 1241Y2 Solenoid y, forward 1271Y3 Solenoid z, reverse 1301Y4 Release valve 1151Y5 Fuel shutoff solenoid 117

1 Ignition system2 Fan control3 Electro-hydraulic control

(zum) Stromlaufplan Sonderausrüstung (to) Diagram for Optional EquipmentBremslicht Stop lightDrehzahlanhebung Zusatz Engine speed increase optionRückfahr-Blinksignal Back-up flasher signalRückfahr-Permanentsignal Continuous back-up light signalSitzschalter Schließen Seat switch closeSitzschalter Öffnen Seat switch openCodierstecker for Zweipedalsrkennung Coded plug for two-pedal sensingFahrtrichtungsschalter Einpedal Travel direction switch, single-pedal modelISO-Schnittstelle ISO interface

Service Training Page 3

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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURESWITCHES

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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURESWITCHES


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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURESENSOR

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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURESENSOR

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6.2 BASIC DIAGRAM LPG VERSION

1A1 Ignition controller 45 - 489A2 Fan controller 54 - 70

1B1 Actual speed sensor 104, 1051B2 Accelerator double potentiometer 122 - 1271B10 Pressure sensor 118 - 120

1E40 Distributor 42 - 481E41 Spark plugs 42 - 45

F1 Fuse 50 A 1F2 Fuse 5 A 13F3 Fuse 5 A 20F4 Fuse 15 A 43F5 Fuse 10 A 801F17 Fuse 1 A 1391F18 Fuse 15 A 1089F16 Fuse 30 A 58

G1 Alternator with regulator 1 - 2G2 Battery 4

H1 Battery charging indicator lamp 15H2 Fault warning lamp 17H3 Coolant temperature warning lamp 20H4 Hydraulic oil temperature warning lamp 22H5 Engine oil pressure warning lamp 24H6 Suction filter vacuum warning lamp 26H12 Directional indicator lamp 36H13 Fuel level warning lamp 28H24 Fan 30H25 Preheating 32H26 Soot filter warning lamp 344H7 Horn 80

K2 Starter relay 7 - 9K3 Auxiliary relay, terminal 15 83 - 851K1 Relay terminal 30 in LHC electronics 109 - 1119K1/2/3 Relay 56 - 699K4 Additional relay 67 - 69

M1 Starter 5 - 79M5 Fan 58

1N2 Electronic Hydraulic Control (LHC) 107 - 141

P1 Hour meter 136P3 Composite instrument 12 - 37

9R1/2/3 Resistor 55 - 669R4 Fan resistor 58


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S1 Ignition switch 9 - 13S2 Coolant temperature switch 20S3 Oil temperature switch 22S4 Engine oil pressure switch 24S5 Suction filter vacuum switch 26S6 Fuel level warning light switch (option) 28S14 Brake pedal switch 2 (Start inhibit) 91S1 Pressure switch (6 bar) 1171S2 Pressure switch (14 bar) 1191S5 Brake pedal switch 1 1311S25 Travel direction switch, single-pedal model 133 - 1394S8 Horn button 809S17 Temperature switch (85/93 °C) 70 - 73

1T1 Ignition coil 42 - 44

V1/3 Decoupling diodes 17, 309V1/2/3 Decoupling diodes 55 - 57

X1 Connector 16 pins 2, 7, 8, 20 - 43, 80, 117X2 Connector 3 pins 8 - 10X3 Connector 1 pins 11X10 Connector 3 pins 1061X20 Connector 3 pins 130, 1311X21 Connector 6 pins 135 - 1391X23 Connector 6 pins 108, 135 - 1396X6 Connector 4 pins 145 - 1489X5 Connector 2 pins 58

1Y1 RPM operating magnet (butterfly valve) 1301Y2 Solenoid y, forward 1331Y3 Solenoid z, reverse 1361Y4 Release valve 1211Y5 Fuel shutoff solenoid 123

1 Ignition system2 Fan control3 Electro-hydraulic control

Stromlaufplan Sonderausrüstung Diagram for Optional EquipmentBremslicht Stop lightRückfahr-Blinksignal Back-up flasher signalRückfahr-Permanentsignal Continuous back-up light signalSitzschalter Schließen Seat switch closeSitzschalter Öffnen Seat switch openCodierstecker for Zweipedalsrkennung Coded plug for two-pedal sensingFahrtrichtungsschalter Einpedal Travel direction switch, single-pedal modelISO-Schnittstelle ISO interfaceRußfilter Particle filter


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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES

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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES


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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR

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6.3 DIAGRAM FOR OPTIONAL EQUIPMENT

7A1 Controller (LPG) 130 - 1497A1 Controller particle filter (Diesel) 163 - 1877A2 Servo (LPG) 151, 1527A2 Glow plug current regulator (Diesel) 178 - 1797A3 Diagnostic LED 187

7B1 Lambda sensor (LPG) 126, 1277B1 Buzzer (Diesel) 170 - 1717B2 Flame sensor 182 - 183

5E2 Dip beam, left 185E3 Dip beam, right 205E4 Side marker light, front left 225E5 Side marker light, front right 245E6 Side marker light, rear left 235E7 Side marker light, rear right 265E8 License plate light 289E21-26 Working lights 1 - 13

5F5 Fuse 10 A 185F6 Fuse 15 A 205F7 Fuse 5 A 225F8 Fuse 5 A 245F9 Fuse 15 A 315F10 Fuse 15 A 357F1 Fuse 5 A 1357F2 Fuse 1 A 1367F11 Fuse 30 A 1657F12 Fuse 20 A 1627F13 Fuse 5 A 1649F4 Fuse 10 A 939F5 Fuse 10 A 1159F11 Fuse 15 A 39F12 Fuse 15 A 59F13 Fuse 15 11, 49, 54, 599F14 Fuse 10 A 212

4H14 Revolving light 454H23 Switch light (1.2 W) 795H8 Turn signal light, front left 335H9 Turn signal light, rear left 315H10 Turn signal light, front right 365H11 Turn signal light, rear right 375H18 Switch light (1.2 W) 235H19 Switch light (1.2 W) 367H22 "On" light 1907H23 Emergency stop light 1759H3 Switch light (1.2 W) 93


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9H4 Switch light (1.2 W) 1159H16 Switch light (1.2 W) 79H17 Switch light (1.2 W) 10

K2 Starter relay 205 - 2085K1 Flasher unit 36 - 385K10 Relay for optional equipment 49 - 51, 54 - 56, 59 - 617K3 Regeneration ihibit relay 160 - 1637K4 Start inhibit relay 186 - 1907K5 Warning stage 1 relay 179 - 1847K6 Time relay 168 - 1707K7 Auxiliary starter relay 199 - 2027K8 Reset relay 173 - 1779K5 Wiper relay, front 78 - 839K6 Wiper relay, rear 100 - 105

7M4 Fan 1627M5 Metering pump 1689M1 Wiper motor, front 78 - 829M2 Wiper motor, rear 100 - 1049M6 Heater fan 212

7R2 Glow plug 178

4S15 Revolving light switch 44 - 465S11 Light switch 18 - 235S12 Hazard light switch 31 - 385S13 Flasher switch 34, 357S1 Vacuum switch 1347S16 Ignition switch 1627S17 Emergency stop switch 171 -1759S1 Working light switch, front 2 - 79S2 Working light switch, rear 9 - 139S3 Switch for front windscreen wiper 88 - 949S4 Switch for rear windscreen wiper 110 - 1169S10 Seat switch 659S11 Engine speed increase option switch 69

7V1 Rcovery diode 1667V2 Decoupling diode 1847V3 Decoupling diode 184

X3 Connector 1 pin 162X3.1 Connector 1 pin 1675X1 Connector 8 pins 18 - 385X2 Connector 6 pins 23 - 385X3 Connector 3 pins 287X1 Connector 2 pins 1267X2 Connector 2 pins (LPG) 1277X2 Connector 4 pins (Diesel) 162 - 164

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7X4 Connector 2 pins (LPG) 1347X4 Connector 2 pins (Diesel) 182, 1837X5 Diagnostics connector 6 pins 139 - 1469X1 Connector 6 pins 79 - 819X2 Connector 3 pins 101 - 1039X7 Connector 6 pins 1, 8, 119X8 Connector 6 pins 5, 7, 139X10 Connector 6 pins 49, 51, 54, 56, 59, 61

7Y3 Cut-off valve 164

*) 5X2 becomes scrap if lightning is mounted higher**) If total load over 170 W: use fuse 20 A. Maximum load: 200 W***) e. g. brake light, back-up light, revolving light when driving reverse

1 Working light2 Lighting3 Directional indicator and hazard warning4 Revolving light5 Stop light6 Back-up flasher signal7 Continuous back-up light signal8 Seat switch9 Engine speed increase option10 Front windscreen wiper11 Rear windscreen wiper12 Lambda control13 Particle filter system14 Heating system

Stromlaufplan Grundausrüstung Basic diagrammax 2 AS pro Kontaktebene max. 2 working lights per contact layerZündspule Ignition coil9F4, 9F5 in Sicherungsleiste III, Kammer 5 + 6 9F4, 9F5 in fuse box III, chamber 5 + 6Masse über Fahrerschutzdach mit A6-2.5 Earth signal via overhead guard using A6-2.5zum Zündstartschalter to ignition switchzum Generator to alternatorzum Bremspedalschalter to brake pedal switchzum Anlasser to starter


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DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350

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F2 Starter relay, 5 AF3 Composite instrument, 5 AF4 Ignition system, 15 AF5 Horn and auxiliary relay terminal 15, 10 A1F17 Electro-hydraulic control LHC, 1 A1F18 Electro-hydraulic control LHC, 15 A5F5 Dip beam, left, 10 A5F6 Dip beam, right, 10 A5F7 Sidelights, left, 5 A

5F8 Sidelights, right, 5 A5F9 Main fuse, lighting terminal 15, 15 A5F10 Main fuse, lighting terminal 30, 15 A9F4 Wiper, front, 10 A9F14 Heater, 10 A9F5 Wiper, rear, 10 A9F11 Working light, 15 A9F12 Working light, 15 A9F13 Working light, 15 A

A - FFuse Output

1 - 6Fuse Input

A - FFuse Output

1 - 6Fuse Input

A - FFuse Output

1 - 6Fuse Input

II Lighting acc.to STVZO

I Basic Version

II Lighting acc.to STVZO

I Basic Version III Wiper, Working Lights,Heater

VIEW OF FUSE BOXES I - III AS SEEN FROM ABOVE

III Wiper, Working Light,Heater

Basic Colour Code

black BKwhite WHblue BUorange OGbrown BN

green GNviolet VTred RDyellow YEgrey GY

6.4 LAYOUT OF ELECTRICAL INSTALLATION

freeforUPA


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6.5 COMPOSITE INSTRUMENT

The composite instrument contains the following control and indicator elements:

1 Hour meter2 Hour meter ON indicator3 Engine temperature warning light4 Hydraulic oil temperature warning light5 Engine oil pressure warning light6 Directional indicator light*7 Battery charge indicator light8 Fan warning light9 LHC warning light for system faults in the electronic control unit

10 Air filter warning light11 Fuel level warning (Diesel)

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INDICATOR FUNCTION POSSIBLE CAUSE(S)

Hour meter (1).

Hour meter ON indicator (2)

Engine temperature warninglight (3)

Hydraulic oil temperature warninglight (4)

Engine oil pressure warning light(5)

Directional indicator light* (6)

Battery charge indicator light (7)

Fan warning light (8)

LHC warning light (9)

Air filter warning light (10)

Fuel level warning (11)

Indicates lift truck service hours.The meter indicates the elapsedservice hours of the truck and ser-ves to determine inspection andmaintenance intervals.

Indicates operation of the hour me-ter.

Indicates coolant temperature istoo high.

Monitors the oil temperature of thehydraulic system.

Indicates low oil pressure of enginelubrication.

Indicates the operation of the direc-tional indicator when actuated.

Indicates malfunctions in the elec-trical system.

Indicates that voltage is applied tothe fan motor.

Indicates system faults in the elec-tronic control unit.

Indicates excessive accumulationof dirt in the air filter element.

Indicates minimum fuel level (Die-sel).

NOTEThe elapsed service hours should be re-corded when replacing a faulty hour meter.Record the data on durable tape and affixnear the hour meter.

- Fan faulty- Fan motor brushes worn- Fan motor fuse blown- Thermal switch faulty- Radiator faulty- Cables defective- Leak in cooling circuit- Dirt on radiator

- Low hydraulic oil level- Oil not as specified- Oil filter restricted- Dirt on oil cooler

- Low oil level in crankcase- Engine is overheating- Oil not as specified- Internal leakage in lubricating system

- V-belt broken or slipping- Cables defective- Alternator faulty- Regulator faulty

- Fuse defective- Fan motor defective- Fan motor shorted

- Fault can be identified with the diagnos-tic equipment

- Air filter element restricted

* Option


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7 HYDRAULIC SYSTEM

7.1 SCHEMATIC

1 Service cylinder (auxiliary hydraulics)2 Service cylinder (auxiliary hydraulics)3 Tilt cylinder4 Lift cylinder, standard7 Slow lowering valve8 Control valve block, assy., including:

9 Way valve - auxiliary hydraulics10 Way valve - auxiliary hydraulics11 Check valve (pilot controlled)12 Way valve - tilting13 Way valve - lifting14 2/2-way valve (pressure balance)15 Maximum pressure valve16 Restrictor17 Shuttle valve18 Pressure reducing valve19 Restrictor

20 Pressure switch


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7.2 SEALING OF THE CONTROL VALVE

SEALING OF THE CONTROL VALVE SLIDES

- Remove the control valve.- Remove the slide cover (3) after the two fastening screws (2) have been screwed out.- Pull the slide (1) out to the bottom, and mount a new seal set.

SEALING OF THE VALVE SEGMENTS

- Pull out the three tension bolts after the retaining nut M8 has been screwed out.- Separate the individual valve segments from each other.- Mount the new seal set.- The torque for the retaining nuts of the tension bolts must be observed during assembly of the valve

segments.

1 Slide2 Fastening screws3 Slide cover

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7.3 SETTING OF THE PRESSURE-LIMITING VALVE

The pressure-limiting valve (1) is built into the first section of the control valve block.

- Connect the pressure test gauge to the working hydraulic unit (pertaining to the type with accessoryhydraulic unit, the quick coupling is the best position for this).

- Loosen the lock nut (2) of the adjusting screw (3).- Set the pressure level according to the table by turning the adjusting screw (3).

NOTE: Set values only apply to the upper idle speed of the engine.

PRESSURE-SETTING VALUES (WORKING HYDRAULIC PRESSURES)

Standard DuplexTriplex

H 12 175 +5 bar 165 +5 bar

H 16 215 +5 bar 200 +5 bar

H 18 230 +5 bar 210 +5 bar

H 20 250+5 bar 230 +5 bar


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The engine number (engine code letter and "consecutivenumber") is stamped on the left side of the cylinder block(arrow).

9 LPG MODEL OF IC-ENGINED FORK TRUCK H 12/16/18/20 T-03, SERIES350

9.1 ENGINE

9.1.1 ENGINE SPECIFICATIONS

Engine model VW ADF

Number of cylinders 4

Displacement 1781 cc

Compression 9 - 12 bar

Wear limit 7.5 bar

Lower idle speed 950 +50 rpm

Upper idle speed 2300 +50 rpm

Nominal speed 2300 rpm

Speed limitation 3200 rpm

Valve clearance self-adjusting

Engine power / speed 27 kW at 2300 rpm

Ignition timing 18 ° ± 1 ° BTDC / 950 +50 rpm

Electrode gap (spark plugs) 0.8 mm

Firing order 1 - 3 - 4 - 2

Spark plugs W8 DTC


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9.1.2 TOOTHED BELT

9.1.2.1 OVERALL VIEW OF TOOTHED BELT GUARD

1 Upper toothed belt guard2 Fastening nut (45 Nm)3 Idler pulley4 Toothed belt5 Fastening screw (30 Nm)6 Toothed belt guard7 Nut (10 Nm)8 Rear toothed belt guard9 Fastening screw (10 Nm)

10 Fastening screw (20 Nm)

11 V-belt pulley12 Fastening screw (20 Nm)13 V-belt14 Fastening screw (10 Nm)15 Lower toothed belt guard16 Hex head screw (180 Nm)17 Crankshaft sprocket18 Fastening screw (80 Nm)19 Intermediate shaft sprocket

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9.1.2.2 REMOVING, INSTALLING, TENSIONING THE TOOTHED BELT

REMOVAL

- Remove the V-belt, pulley and upper and lower toothed beltguards.

- Mark the running direction of the toothed belt.- Loosen the idler pulley and remove the toothed belt.

INSTALLATION

NOTE: When rotating the camshaft, the crankshaft mustnot be at TDC. Risk of damage to valves/pistonhead.

- Install the toothed belt on the crankshaft sprocket and theintermediate shaft sprocket (observe direction or rotation).

- Lock the V-belt pulley with a screw (observe fixing).- Bring the mark on the ignition timing gear into line with the

mark on the rocker cover -A- or toothed belt guard -B-(arrow).

- Bring the mark on the pulley in line with the mark on theintermediate shaft sprocket (TDC of cylinder no. 1).

- Install the toothed belt on the camshaft sprocket.


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- Tension the toothed belt by turning the idler pulley with aspanner (eg Matra V159) in the direction of the arrow.

It should just still be possible to twist the toothed belt 90degrees with the thumb and index finger midway between thecamshaft sprocket and intermediate shaft sprocket.

- Tighten the clamping nut at the idler pulley.Torque: 45 Nm

- Rotate the crankshaft twice and check the adjustment.- Remove the V-belt pulley.- Install the lower toothed belt guard.- Install the V-belt pulley.- Install the upper toothed belt guard and V-belt.- Check and adjust, if necessary, the ignition timing point.

NOTE: In case of repairs requiring the removal of thetoothed belt from camshaft sprocket only, performthe adjustment of the toothed belt as follows.

- Bring the mark on the ignition timing gear in line with the markon the rocker cover -A- or the toothed belt guard -B- (arrow).

- Install and tension the toothed belt on the camshaft sprocket.

- Check if the distributor rotor points to the mark for cylindernumber 1 on the distributor housing. If this is not the case,turn the distributor until the marks are in line; if necessary,remove and reinstall the distributor.

- Rotate the crankshaft twice and check if the camshaft andcrankshaft marks are in line with their reference points.

- Check the ignition timing point and adjust, if necessary.

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9.1.2.3 ADJUSTING THE ALTERNATOR V-BELT TENSION

(Only if provided with tensioning bracket.)

- Slacken all fastening screws for tensioning bracket -A- andalternator at least one turn.

NOTE: It should be easy to move the alternator by hand.

- Tighten the V-belt by turning the tensioning nut -B- with atorque wrenchSpecified tension: 8... 10 Nmand tighten the tensioning nut locking bolt to 35 Nm.

- Tighten the alternator fastening bolts at the mounting to 35Nm, and the tensioning bracket at the mounting hole/cylinder head to 25 Nm.

- Start the engine and allow it to idle about 5 minutes.- Turn off the ignition.- Slacken the fastening screws again and tighten the V-belt

again to 8 Nm.

NOTE: Torque wrench V.A.G 1410 in combination withthe 22 mm socket spanner V.A.G 141012 isespecially suited for this adjustment.


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9.1.3 CYLINDER HEAD

9.1.3.1 REMOVING AND INSTALLING THE CYLINDER HEAD

NOTE: If a replacement cylinder head with camshaft is installed, valve clearances do not need to beadjusted. The contact surface between the bucket tappets and cam faces must be oiled afterinstallation of the head.The plastic caps supplied for the protection of the open valves must not be removed until justbefore the installation of the cylinder head.If the cylinder head is replaced, the cooling system must be filled with fresh coolant.

1 Seal for rocker cover2 Oil filler cap3 Oil barrier4 Rocker cover5 Metal gasket6 Nut (10 Nm)7 Upper toothed belt guard8 Nut (45 Nm)9 Idler pulley

10 Toothed belt11 Nut (10 Nm)12 Camshaft sprocket13 Rocker cover gasket14 Cylinder head gasket15 Cylinder head16 Cylinder head bolt17 Plug

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REMOVAL

Remove the cylinder head bolts in the given sequence.

CHECK THE CYLINDER HEAD FOR FLATNESS

Max. deviation allowed : 0.1 mm

INSTALLATION

Engine coldPistons not at TDC

NOTE: Take the new cylinder head gasket just beforeinstallation out of its packaging.Handle the new gasket with extreme care. Dam-age to the gasket will lead to leaks.

- To centre the gasket, screw a guide pin into the holes for thenumber 8 and 10 cylinder head bolts.

- Put the cylinder head gasket in place.- Install the cylinder head, fit the remaining 8 cylinder head

bolts and tighten by hand.- Remove the guide pins through the bolt holes and fit the

cylinder head bolts.

NOTE: On engines with centring pins for the cylinderhead gasket in the cylinder block, centring withguide pins is no longer required.


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Tighten the cylinder head in four stages and in the sequenceshown:

1. Pretighten with a torque wrench:Stage I = 40 NmStage II = 60 Nm

2. Tighten further with a normal spanner:Stage III = 1/4 turn (90°)Stage IV = 1/4 turn (90°)

NOTE: The cylinder head bolts do not need to beretightened after repairs.

CHECKING COMPRESSION PRESSURE

Miniumum engine oil temperature 30 °C

- Disconnect the plug on the Hall generator (distributor). Onengines without a Hall generator disconnect the high voltagelead from the ignition coil at the distributor and connect toground (-).

- Fully open the throttle valve.- Check the compression pressure with a compression tester.- Operate the starter until no further pressure increase is

indicated on the compression tester.- Compression pressure readings:

new: 9 ... 12 bar overpressureWear limit: 7.5 bar overpressure

- Permissible pressure difference between cylinders: 3 bar.

CHECKING HYDRAULIC TAPPETS

NOTE: Replace tappets only as a kit (can not be adjustedor repaired).Irregular valve noises when starting the engineare normal.

- Start the engine and increase engine speed to approx. 2500rpm for 2 minutes.

If the hydraulic tappets are still noisy, locate the defectivetappet as follows:

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- Remove the rocker cover.- Turn the crankshaft at the sprocket fastening screw until the

cams of the tappets to be checked are pointing upwards.- Determine the clearance between cams and tappets.- If the clearance exceeds 0.1 mm, replace the tappet. If the

clearance measured is less than 0.1 mm or nil, continue thecheck as follows:

- Press the tappet down with a wooden or plastic wedge. If freetravel in excess of 0.1 mm is perceptible before the valveopens, replace the tappet.

NOTE: After installing new tappets, wait for approx. 30minutes before starting the engine. The hydrauliccompensating elements must settle (valves couldstrike pistons).


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9.2 ELECTRICAL SYSTEM

9.2.1 ELECTRONIC IGNITION

DESCRIPTION

The engine is provided with a Bosch transistorised coil ignition system (TSZ) with contactless ignition control.

Ignition timing without mechanical contacts has the following advantages:

- The ignition system and the contact breaker are not subject to wear so that they are completelymaintenance-free.

- The ignition timing is accurate for all engine operating conditions and remains nearly constant for the entireservice life of the distributor.

- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the dwellangle is electronically controlled and contact chatter eliminated.

The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuatedcontact breaker. The purpose of the pulse generator is to generate control pulses without the aidof mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to thetransistorised ignition switch unit. The pulse generator is a Hall generator.

CIRCUIT DIAGRAM

Terminal "15"

Terminal "15" from ignition switch

A1 = Switch unitE40 = Distributor with Hall generatorE41 = Spark plugsT1 = Ignition coil

Earth

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9.2.1.1 TSZ-H IGNITION SYSTEM (TRANSISTORISED IGNITION SYSTEM)

1 Suppressor plug 0.6 - 1.4 k�2 Distributor cap3 Ignition lead4 Spark plug connector 4 - 6 k�5 Carbon contact with spring6 Rotor 0.6 - 1.4 k�7 Dust shield8 Spark plug (25 Nm)9 Connector

10 Connector11 Baseplate12 Distributor13 Seal

14 Trigger wheel15 Clip16 Vacuum diaphragm (not connected)17 Screw (20 Nm)18 Terminal19 TSZ-H electronic control unit20 Heat sink21 Ignition lead22 Terminal 423 Terminal 15 (+)24 Terminal 1 (-)25 Ignition coil


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9.2.1.2 SAFETY MEASURES FOR TSZ-HALL SYSTEM

In order to avoid injuries to persons and/or damage to the TSZ-Hall System the following must be noted whenworking on vehicles with the TSZ-Hall System:

The ignition must be switched off before any ignition wiring - including HT leads and test appliance leads- is disconnected or connected.

When the engine is to be turned at starter speed without starting (e.g. when checking the compression) pullthe HT lead (terminal 4) out of the distributor and earth it.

A starting boost with quick charger is only permissible for 1 minute at a maximum of 16.5 Volts.

Ignition must be switched off before washing the engine.

When electric and spot welding is required the battery must be disconnected completely.

Vehicles which have a defect in the ignition system or where this is suspected may only be towed with theTSZ-H switch unit disconnected.

Do not connect a condensor to terminal 1 (-).

Do not change rotor arm 1 k� (designation: R1) against another.

9.2.1.3 INSTALLATION OF DISTRIBUTOR

Engine installed

- Set flywheel (1) to TDC on cylinder No. 1.

1 Flywheel2 Reference mark3 TDC mark

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VERSION A

The mark on the ignition timing sprocket must be in line withthe rocker cover (arrow).

VERSION B

The mark on the ignition timing sprocket must in line with thearrow on the toothed belt guard.

- Set the take-up journal for the oil pump shaft parallel to thecrankshaft.

- Install the distributor so that the rotor is pointing to the markfor cylinder number 1 on the distributor housing.

- Before installation, clean the distributor cap, check it forcracks and traces of arcing currents; replace the cap, ifnecessary.


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9.2.1.4 CHECKING AND ADJUSTING THE IGNITION TIMING

- Engine oil temperature minimum 60 °C.

- Connect tester for ignition timing and revolution.- Start the engine and run it at idling speed.- Check the ignition timing.

Checking with stroboscope:Direct flashes on to the timing mark (3).The ignition timing mark must be in line with the referencemark (2) on the flywheel (1).Specified value: 18 ± 1 ° before TDC

- If necessary, adjust the ignition timing by turning thedistributor.

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IGNITION COIL T1

- Measure the primary resistance between terminals 1 (-) and 15 (+).Desired value: 0.52 to 0.76 �

- Measure the secondary resistance between terminals 4 and 15.Desired value: 2.4 to 3.5 k�

9.2.1.5 CHECKING THE TSZ-H IGNITION SYSTEM

A1 TSZ switch unitE40 Distributor with Hall generatorG2 Battery

S1 Ignition switchT1 Ignition coil


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9.2.1.5.1 SWITCH UNIT A1

TEST REQUIREMENT

- Ignition coil is in order.

TEST

- Unhook the clip and disconnect the plug from the TSZ switch unit.

- Connect the voltmeter to pins 4 (+) and 2 (-) of the male plug.

- Turn on the ignition.Desired value: Approximate battery voltage, otherwise locate discontinuity with the wiring diagram, and

remedy fault.

- Switch off the ignition.

- Reconnect the plug at the TSZ switch unit.

- Press on the clip and disconnect the Hall generator plug (distributor).

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- Connect the voltmeter between terminal 1(-) and terminal 15 (+) of the ignition coil.

- Switch on the ignition.Desired value: min. 2 V, must drop to 0 V after 1 to 2 seconds. If not, replace the TSZ switch unit and test

the ignition coil for emerging sealing compound; replace it as well, if required.

- Touch the centre pin of the distributor connector to earth. The voltage should briefly read at least 2 V. Ifnot, locate the break in the centre cable and remedy the fault, or replace the TSZ switch unit.

- Switch off the ignition.

- Connect the voltmeter to the outside pins on the Hall generator (distributor).

- Switch on the ignitionDesired value: min. 5 V

NOTE: If the malfunction persists despite obtaining the desired values, replace the TSZ switch unit, orlocate and remedy a break in the cable between the Hall generator plug and the switch unit.


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9.2.1.5.2 HALL GENERATOR

TEST REQUIREMENTS

- TSZ-H switch unit must be in order.- Ignition coil must be in order.- Lead and connections between the TSZ-H switch unit and the distributor must be in order.- Connectors and the attaching parts at the distributor, Hall generator and TSZ-H must be in order.

TEST

- Pull the high voltage lead terminal 4 out of the distributor and earth it with the aid of another cable.

- Remove the rubber boot on TSZ-H switch unit connector. The plug remains connected.

- Connect the voltmeter between pins 6 and 3.

- Switch on the ignition.

- Slowly crank the engine by hand in the normal direction of rotation and watch the voltmeter.Desired value: Voltage alternates between 0 and 2 V minimum. If not, replace the Hall generator.

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CHECKING THE SPEED LIMITER

Check the resistance at the speed limiter contacts.Specified value: 4 - 6 k�.

If the specified value is not obtained: renew the speed limiter.

CHECKING THE STALL SPEED

- Disconnect the lift magnet linkage.- Read the stall speed at the speed limiter.- Start the engine and increase the engine speed until the

speed limiter begins to limit the speed.- Compare the stall speed with the speed reading (± 100 rpm),

replacing the speed limiter if necessary.


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1 Air filter2 Ignition switch3 LPG cylinder4 Combined gas cut-off valve5 Gas pipe

Cylinder - shutoff valve6 Gas pipe

Shutoff valve - vaporizer7 Vaporizer / pressure regulator

8 Vacuum pipeMixer - secondary section of vaporizer

9 Gas pipeVaporizer - mixer

10 Engine11 Intake manifold12 Mixer13 Pressure relief valve

9.3 LPG INSTALLATION

9.3.1 SCHEMATIC

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9.3.2 LPG MIXER

MOUNTING

- Close the throttle valve.

- Block lever (2) at an angle of 25 ° ± 1.5 ° on throttle valve shaft (1).

- Install the mixer (3) and fix solenoid (6) on console (7).

- Close the throttle valve and set the connecting linkage (5) between solenoid (6) and lever (2) to a pretensionof 1 mm. Press on the ball head of lever (2).

- Lock rod (5) with nuts (4).


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ADJUSTING THE "CO" CONTENT

Requirements:

- Ignition timing is in order, i.e. 18 ° BTDC at 1030 +50 rpm.- Engine and the hydraulic oil at operating temperature.- Pressure-relief valve of working hydraulics set to 220 bar.- Parking brake applied.

IDLE MIXTURE

- Screw in idle mixture adjustment screw (1) as far as possible and then turn out 2½ to 3 turns.

- Connect the "CO" tester.

- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle speed(1030 - 1080 rpm).Setting: "CO" content � 0.06 - 0.08 %

If "CO" content is over 0.08 %, turn screw (1) out further, but the engine must run smoothly.

FULL LOAD MIXTURE

- Set the full load adjustment screw (2) to "R".

- With the brake pedal depressed, accelerate the engine to maximum speed and operate the tilt control leveras far as possible and keep in this position to put a load on the engine.

GAS REGULATING VALVE

Mixer CA 50

Mixer CA 55

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- Measure the "CO" content with a load on the engine.Setting: "CO" content � 0.06 and 0.08 %Correction: To reduce the "CO" content = turn adjusting screw (2) to "L".

NOTE: During the measurement, the engine speed must not drop below 2300 rpm. If this is the case,a trouble-shooting is required.

ATTENTIONAfter the test, the pressure-relief valve must be reset to the proper pressure.


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Index


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02.01

section/page

Injection pump adapter 1/10

Alternator V-belt tension 1/2, 9/5

Basic diagram Diesel version 6/1

Basic diagram LPG version 6/7

Check cylinder head for distortion 1/14

Composite instrument 6/22

Compression pressure 1/17

Control valve sealing 7/2

Controls 5/1

Crankshaft sprocket 1/7

Crankshaft 1/2, 9/6

Cylinder head 1/14, 1/15

Cylinder head gaskets, markings 1/14

Diagnostic software ”Test & Setup” 2/33, 2/35

Diesel engine 1/1

Digital electric-hydraulic control (LHC) 2/1

Distributor 9/12

Drive axle AH 20 -01 2/20

Drive pump 2/12

Drive unit schematic diagram 2/4

Electrical installation layout 6/21

Electrical system diagnostics 2/30

Electrical system 6/1, 9/10

Electric-hydraulic adjustment 2/13

Electric-hydraulic control 2/16

Electronic control of truck speed 2/2

Electronic ignition 9/10

Engine specifications Diesel 1/1

Engine specifications LPG 9/1

Engine speed sensor 5/6

Engine timing 1/9

Service TrainingIndex

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02.01

Fuel injection pump 1/5

Fuel injectors 1/11

Fuel injectors, servicing 1/12

Fuel pressure 1/13

Functional test 2/138

Glow plug system 1/19

Glow plugs, burnt electrodes 1/20

Governed speed adjustment 1/10

Hall generator 9/18

Help Function 2/38

Hydraulic adjustment with electronic control 2/15

Hydraulic brake system 2/138

Hydraulic brake valve 2/18

Hydraulic circuit diagram 2/7

Hydraulic motor with swashplate, removing and installing 2/26

Hydraulic motor 2/20

Hydraulic motor, repairing 2/22

Hydraulic system 7/1

Hydraulic system diagnostics 2/132

Hydraulic tappets 1/18

Hydraulic zero position 2/17

Hydrostatic travel drive 2/141

Idling speed adjustment 1/10

Ignition timing 9/14

Injector needle tip (visual check) 1/12

Leakages 1/13

Linde Diagnostic Program 2/36

Linde Interface Converter 2/32, 2/33

Linde Test Module 2/31

LPG engine

LPG installation 9/20

LPG mixer 9/21

Menu windows, software version 1.1 - 1.3 2/41, 2/42

Menu windows, software version 1.4 and 1.5 2/62, 2/63

Index


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02.01

Menu windows, software version 1.6 2/97, 2/98

Multiple disc brake 2/20, 2/22, 2/26

Optional equipment diagram 6/9

Overview for diagnostics 2/132

Pedal stroke 5/2

Piston at TDC 1/15

Power-assisted steering 2/136

Pressure-limiting valve 7/3

Pump control, beginning 2/17

Radial sealing ring of the planetary gear 2/23

Reduction gear, repairing 2/22

Speed control 5/4

Static injection pump timing 1/8

Steering system 4/1

Swash angle of variable pump 2/17

Switch unit A1 9/16

Test aids 2/134

Toothed belt 1/2, 9/2, 9/3

Toothed belt guard 9/2

Towing device 2/19

Transmission 2/1

Travel drive system, technical data 2/5

Troubleshooting with measurement of boost and maximum pressure 2/136

Troubleshooting without measurement of boost and maximum pressure 2/136

Troubleshooting 2/30, 2/138, 2/141

Troubleshooting, explanation 2/134

Truck diagnostics 2/30

TSZ-H ignition system (transistorised ignition system) 9/11, 9/15

TSZ-Hall system 9/12

Variable pump 2/11

Wheel drive 2/20

Service TrainingIndex

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LINDE AGWerksgruppe Flurförderzeuge und Hydraulik63701 AschaffenburgPostfach 10 01 36Telefon (0 60 21) 99-0Telefax (0 60 21) 99-15 70http://www.linde.de/linde-staplereMail: [email protected] 350 804 4701.0201

Documents

35003 gb 0102 - wiseforkliftinc.com service.pdf · H 12/16/18/20 D-03/T-03 Series 350 with Linde Hydraulic Control (LHC) Table of content Service Training Page 1 H01 / Chapter 1 350