Linde IC Engined Truck H 12/16/18/20 D-03/T-03 Series 350 with Linde Hydraulic Control (LHC)
This training material is only provided for your use and remains the exclusive property of LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
Service Training
Table of content Page
1
H01 / Chapter 1 350 804 4701.0400
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
Page
2
02.01
Service Training
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
02.01
36
Linde Diagnostic Program
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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Table of content
Service Training 2.10.2.2
Table of content
02.01
Page
3
Test aids
133
2.10.2.2.1 Explanations to troubleshooting
133
2.10.2.3
135
Power-assisted steering
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
137
Hydraulic brake system
2.10.2.4.1 Functional test
137
2.10.2.4.2 Troubleshooting
137
2.10.2.5
140
Hydrostatic travel drive
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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
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
02.01
1
Page
4
02.01
Service Training
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
H01 / Chapter 1 350 804 4701.0201
Table of content
Service Training 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
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Wear Limit:
Section
1
Page
1
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 block between the injection pump and the vacuum pump. The engine number is always shown on the vehicle data plate on the toothed belt cover.
Section
1
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2
1.2
CRANKSHAFT
1.2.1
ADJUSTING ALTERNATOR V-BELT TENSION
Service Training
- Loosen all security bolts (1) for tensioner (3) and alternator by at least one turn. ATTENTION The alternator must be easily moveable by hand.
- Tension V-belt by tensioning nut (2) with a torque wrench. Specification: New V-belt: 8 Nm Used V-belt: 4 Nm and tighten tensioning nut securing bolt to 30 Nm.
NOTE:
Adjustment is ideally carried out with the torque wrench V.A.G. 1410 in connection with the socket 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 with the 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 cylinder head. Measure the gap at the other end of the setting bar with the feeler. Take half of gap measurement and insert feeler of this thickness between setting bar and cylinder head. Now turn the camshaft so that the setting bar touches the feeler. Insert second feeler of the same thickness between the other end of the setting bar and the cylinder head.
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- Tighten all tensioner and alternator securing bolts.
Service Training - 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 with reference mark.
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- Loosen camshaft sprocket bolt (2) by half a turn. Free sprocket (1) on taper by tapping with hammer (using a drift through the hole in the rear toothed belt guard). - Fit toothed belt and remove pin from injection pump sprocket. - Install the idling pulley. Torque loading: 25 Nm. - Turn the tensioning pulley clockwise with a spanner (eg Matra V159) until the notch and boss (arrows) are in line. - Tighten the clamping nut at the tensioning pulley. Torque loading: 20 Nm. - Recheck if the TDC mark on the flywheel and the reference mark 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 and check that the tension of the toothed belt is in accordance with the specification. - Install V-belt, toothed belt guard and cylinder head cover. - Check the point of injection of the injection pump.
Section
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3
Section
1
Page
4
Service Training
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 and boss -arrow- should go out of line.
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- Release the pressure on the toothed belt. The tensioning pulley should return to its initial position. (Notch and boss are in line again.)
Service Training 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 injection pump the fuel injection pump has to be exchanged since to repair it a fuel injection test bed is necessary.
REMOVAL
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- 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 (2065 A). Align setting bar as follows: Turn camshaft until one end of the setting bar touches the cylinder head. Measure the gap at the other end of the setting bar with the feeler gauge. Insert the feeler gauge with one half of the thickness between the setting bar and the cylinder head. Turn the camshaft now so that the setting bar rests on the feeler gauge. Insert a second feeler gauge with the same thickness at the other end between the setting bar and the cylinder head. - Remove toothed belt from camshaft and injection pump gears. - 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 gear and tighten. - Put the injection pump gear under tension with the puller. - Loosen the injection pump gear from the taper of the fuel injection pump by tapping slightly on the puller spindle (see arrow). (Hold fuel injection pump sprocket so that it does not fall down). - Detach all fuel pipes from the fuel injection pump and cover the holes with a clean cloth. NOTE:
Use open ring spanner (3035) to loosen injection pipes.
Section
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5
Section
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6
Service Training
- Remove securing bolts (2) from bracket (3 bolts). - Remove securing bolt (1) from rear support bracket. NOTE:
Loosen the lower and right-hand securing bolt from the front. ATTENTION Under no circumstances should the securing bolts (see arrows) holding the fuel injection pump head be loosened. Loosening the securing bolts would allow the head to move and would cause the breakage of the distributor plunger.
- Install the fuel injection pump and align centrally in the elongated flange holes. Tightening torques: Pump mounting bolts: Fuel pipes: Injection pump sprocket:
25 Nm 25 Nm 45 Nm
ATTENTION Do not interchange the feed and return pipe banjo bolts. The inside diameter of the bolt for the return pipe is smaller and the hexagon head is marked "OUT". - Install injection pump sprocket and fix position with positioning pin (2064). - Loosen bolt of camshaft sprocket by half a turn. Free camshaft sprocket from the taper by tapping with a hammer (using a drift through the hole in the rear toothed belt guard). - Check that TDC mark on the flywheel is aligned with the reference mark - Install toothed belt and remove the positioning pin from the fuel injection pump sprocket.
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INSTALLATION
Service Training - Install the pulley. Torque loading: 25 Nm. - Turn the tensioning pulley clockwise with a spanner (eg Matra V159) until the notch and boss (arrows) are in line. - Tighten the clamping nut at the tensioning pulley. Torque loading: 20 Nm. - Recheck if the TDC mark on the flywheel and the reference mark 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 of engine rotation and recheck the tension of the toothed belt.
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- 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 install the screw. Tightening procedure: 90 Nm + 90°
Section
1
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7
Section
1
Page
8
1.3.3
Service Training
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
ATTENTION Always fit a new washer when installing the plug. Tightening torque 15 Nm. If leaks occur the plug can be tightened to a maximum torque of 25 Nm. - Install adaptor (2066) and small dial gauge (measuring range 0 ... 3.0 mm) in place of the plug and preload the dial gauge to about 2.5 mm. - Turn the crankshaft slowly anticlockwise (opposite to normal rotation) until the dial gauge needle does not move any more. - Adjust the dial gauge with approx. 1 mm preload to "0". - Turn the crankshaft clockwise (normal rotation) until the TDC mark on the flywheel is aligned with the reference mark. - Read the point of injection from the dial gauge. Test figure Setting figure
= 0.93 ... 1.07 mm stroke = 1.00 ± 0.02 mm stroke
ATTENTION In case the value is within the specified tolerance an adjustment is not required. - To adjust loosen the three screws on the bracket and the screw holding the rear support.
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- Unscrew plug from fuel injection pump head.
Service Training - Adjust the point of injection by turning the fuel injection pump to 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 timing as follows:
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- Turn the crankshaft so that the setting bar can be inserted and align the setting bar as follows: Turn the camshaft so that one end of the setting bar touches the cylinder head. Measure the gap at the other end of the setting bar with a feeler gauge. Insert a feeler gauge with one half of the measurement between the setting bar and the cylinder head. Now turn the camshaft so that the setting bar touches the feeler gauge. Insert a second feeler gauge with the same measurement at the other end between the setting bar and the cylinder head. - Loosen bolt of the valve timing sprocket by half a turn. Free the sprocket from taper by inserting a drift through the hole in the rear toothed belt guard and by striking the drift with a hammer. - Fix injection pump sprocket with the fixing pin (2064). - Check TDC position; if necessary turn the crankshaft until TDC mark (2) on the flywheel (3) is aligned with the boss (1) on the bell housing. NOTE:
To adjust the injection pump sprocket and the TDC mark on the flywheel it may be necessary to remove the toothed belt.
- Remove fixing pin. - Tension the toothed belt and tighten the bolt of the valve timing sprocket to 45 Nm. - Remove the setting bar. - Check the timing of the injection pump.
Section
1
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9
Section Page
1.3.5 1 2 3
1 10
Service Training
STOP LEAKS FROM THE ADAPTER OF THE INJECTION PUMP Sealing ring Pressure valve 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 adapter and new washer.
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 (VW 1324).
ADJUST THE IDLING SPEED OR MIN. GOVERNED SPEED (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. GOVERNED SPEED (WITHOUT LOAD) - Open the throttle fully and set the engine speed with the adjustment screw (5) according to the engine specifications. - Lock the adjustment screw.
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ATTENTION When replacing the new adapters do not interchange the pressure valve.
Service Training 1.4
FUEL INJECTORS
1.4.1
REMOVE AND INSTALL FUEL INJECTORS
NOTE:
Defective fuel injectors cause the following troubles:
-
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
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Defective fuel injectors can be located by loosening the fuel pipe unions on each fuel injector when the engine is running at a fast idle. If the engine speed remains constant after loosening 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. ATTENTION Always remove the fuel pipe set complete. Do not alter the shape of the fuel pipes.
INSTALLATION ATTENTION Always fit new heat shields between the cylinder head and the fuel injectors. Fitting position of the heat shields: The arrow points towards the cylinder head. Tightening torques: Fuel injector pipes: Fuel injectors:
25 Nm 70 Nm
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1.4.2
1 12
Service Training
SERVICING FUEL INJECTORS
- Clamp the upper part of the fuel injector in vice and loosen the hexagon. - To prevent the parts from falling out clamp the lower part in vice and dismantle injector. When dismantling the injector keep all individual parts together and do not interchange with parts from other injectors. Tightening torque for the upper and the lower part of the fuel injector: M = 70 Nm.
1 2 3 4 5 6 7 8 9
1.4.4
FUEL INJECTOR PARTS Upper part of injector Setting washer Injector spring Thrust pin Nozzle holder insert Injector needle Nozzle body Lower part of injector Heat shield
CHECK INJECTOR NEEDLE TIP (VISUAL CHECK)
If the needle tip is broken off or bent replace fuel injector or nozzle with needle.
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1.4.3
Service Training 1.4.5
CHECK OF FUEL PRESSURE ATTENTION When testing the injectors take care not to expose the hands to the injector spray as the high pressure will cause the fuel spray to penetrate the skin and cause severe injuries.
Gauge valve open: - Move pump lever down slowly. When injecting read the injection pressure from the gauge and adjust if necessary by changing the setting washer. Specified pressure value: New injectors: 130 ... 138 bar Wear limit: 120 bar
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Thicker setting washer = increases the injection pressure Thinner setting washer = decreases the injection pressure Increasing the thickness of the setting washer by 0.05 mm increases the injection pressure by approx. 5.0 bar. Setting washers are available in thicknesses from 1.00 ... 1.95 mm in steps of 0.05 mm. The box 3065 should be used to store the washers. NOTE:
When servicing used injectors set the injection pressure to the value of new injectors.
1.4.6
CHECK FOR LEAKAGES
Gauge valve open: - Press the pump lever down slowly and hold a pressure of about 110 bar for 10 seconds. Then no fuel should leak from the nozzle tip.
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Service Training
14
1.5
CYLINDER HEAD
1.5.1
CYLINDER HEAD REMOVAL
NOTE:
The cylinder head can be removed and installed with the engine installed. If a replacement cylinder head is installed with the camshaft mounted, the mating surfaces of cup tappets and cams must be oiled after installation of the head. The supplied plastic covers for the protection of the open valves may only be removed immediately before the installation of the cylinder head. If the cylinder head is to be replaced, the entire coolant must be drained. Check compression pressure.
1.5.2
CHECK CYLINDER HEAD FOR DISTORTION
NOTE:
It is not allowed to rework cylinder heads of Diesel engines.
1.5.3
MARKINGS OF CYLINDER HEAD GASKETS
Spare part number
= (1)
Notches/holes
= (2)
Depending of the piston height cylinder head gaskets of different thicknesses have to be installed. When replacing the cylinder head gasket install new gasket with the same marks
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- max 0.1 mm
Service Training 1.5.4
CHECK PISTON AT TDC
The piston height at TDC must be measured when fitting new pistons or short engines. Depending on the piston height the corresponding cylinder head gasket (3) has to be fitted in line with the following table. Piston height
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0.66 mm ... 0.86 mm 0.87 mm ... 0.90 mm 0.91 mm ... 1.02 mm
Identification Notches/Holes 1 2 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 all pistons are equally below TDC. - After securing the cylinder head turn the camshaft sprocket so that the cams for cylinder No. 1 face upwards equally. Before fitting the toothed belt turn the crankshaft according to engine rotation to TDC. ATTENTION Always replace cylinder head bolts.
- Position the cylinder head gasket on the fitted pins. - To centre screw the guide pins from guider (3070) into the outer holes of the intake side. - Fit the cylinder head and install the remaining 8 cylinder head 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 three stages (when the engine is cold).
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Service Training
Tightening torques: Stage I = 40 Nm Stage ll = 60 Nm Stage 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) and tighten the securing bolts ¼ turn (90 °) with a normal spanner in one movement and without loosening them (watch sequence).
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ATTENTION There is no need to retighten the cylinder head bolts after 10 hours engine running.
Service Training 1.5.6
CHECK COMPRESSION PRESSURE
Engine oil temperature min. 30 °C. - Disconnect the wire from the stop control at the injection pump 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 the cylinder head. - Fit the compression pressure tester (V.A.G. 1381) manually into the adapter.
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NOTE:
See use instructions for compression pressure tester.
- Operate the starter motor until the compression pressure tester does not show a further pressure increase.
Compression pressure for V.A.G. 1381 and VW 1323 (Gauge pressure) Specified value: Wear limit: Max. permissible pressure limit:
34.0 bar 26.0 bar 5.0 bar
ATTENTION Always fit new heat shields between the cylinder head and the injectors.
- Fitting position for the heat shields: Arrow points to the cylinder head - Tightening torques: Injector pipes Injectors
= 25 Nm = 70 Nm
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Page
1.5.7 NOTES:
1 18
Service Training
CHECK HYDRAULIC TAPPETS - Place the removed tappets with the camshaft contact surface on a clean surface. - Replace tappets complete only (cannot be adjusted or repaired). - Irregular valve noises when starting the engine are normal. - Start the engine and run it until the radiator fan has switched on once. - Increase the engine speed to the max. idling speed for 2 minutes. If the hydraulic tappets are still noisy locate the defective tappets as follows: - Remove cylinder head cover. - Turn the crankshaft until the cam of the tappet to be checked is pointing upwards. - Press the tappet down with a wooden or plastic wedge. If a free travel is in excess of 0.1 mm before the valve opens replace the hydraulic tappet.
ATTENTION When the new tappets have been installed the engine must not be started for about 30 minutes (the valves will strike the pistons).
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Section
Service Training 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.
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- 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. Current draw below 48 A, see "check the glow plugs".
1.6.2
CHECK THE GLOW PLUGS
After stabilization on the rapid glow system the current draw from the glow plugs is approx. 12 A per plug. If the glow plugs show a current draw of abt. 36 A 24 A 12 A 0A
= one glow plug is defective = two glow plugs are defective = three glow plugs are defective = all glow plugs are defective
These values can only be achieved with a battery voltage above 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: Diode test lamp does not light up:
glow plug OK. replace the glow plug (torque 25 Nm).
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Section Page
NOTE:
1 20
Service Training
The glow plug tightening torque of 25 Nm must not be exceeded otherwise the ring gap between the glow pin and the thread will be squeezed together. The glow plugs can fail prematurely due to this situation.
If no defects are found but the engine is still hard to start the glow plugs should be visually checked (injectors removed) while glowing.
1.6.3
GLOW PLUGS WITH BURNT ELECTRODES
When a damage of this nature is found (see arrow) it is not sufficient to merely replace the glow plug. The injectors must also be checked for nozzle pressure and nozzle leakages.
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Burnt electrodes in glow plugs are very often caused by faulty injectors Damages of this nature are not due to faults in or on the glow plugs.
Service Training 2
TRANSMISSION
2.1
DIGITAL ELECTRIC-HYDRAULIC CONTROL (LHC)
Section
2
Page
1
The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Instead of the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerful microcontroller assumes all the control functions of the traction drive and parts of the working hydraulics functions.
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 take the various truck parameters into consideration, each truck wiring loom is encoded thus allowing the electronic controller to recognise the type of truck it is installed in.
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FAULT DETECTION The processor can detect non-logical conditions and system errors from the analogue and digital signals in 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 is restarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continue to 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 operated with 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 control through the pressure reducing valve has failed. When the accelerator is operated, the valve is released and when the truck has stopped it is reapplied.
Section
2
Page
2
2.1.2
Service Training
ELECTRONIC CONTROL OF TRUCK SPEED
The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and the transmission 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 both of 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 in the swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to the performance 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.
The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via a valve. 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 the accelerator pedal is depressed at the same time, the electronic controller will only allow a limited pump swashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is released fully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pump swashplate 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 truck corresponds to the value set by the accelerator pedal. If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pump swashplate angle is increased while the engine speed will remain constant until the maximum pump swashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speed directly proportional to the pedal stroke until the maximum engine speed is reached and therefore also the maximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified by the accelerator pedal - applies only as long as engine power is not exceeded. The power control will prevent the maximum available engine power from being exceeded.
POWER CONTROL As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controller dependent 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 decreased if a variance exists.
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MOVING OFF ON A SLOPE
Service Training
Section
2
Page
3
If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplate angle (reduced power demand) until the engine speed (actual value) corresponds again to the value specified with the accelerator pedal. Through this variance comparison of the engine speed, the power demand of the 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 working hydraulics way valve block. When a pressure of 6 bar is reached, one switch transmits a signal to the electronic controller which cause the engine to accelerate to approx. 1200 RPM (tilting and auxiliary hydraulics). When lifting, the 14 bar switch will put out a signal and the engine speed will increase to the maximum limit.
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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 controller based on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controller by the working hydraulics than already specified by the accelerator pedal, the controller will respond to the higher value and increase engine speed. As the actual engine speed now exceeds the value specified by the accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increase in 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 Qmin 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 fixed time.
REVERSAL OF DIRECTION OF TRAVEL When reversing the direction of travel, the signals for the new direction and the engine speed are only released when the electronic controller has sensed the neutral (zero) position of the variable pump. (This ensures that the engine speed drops to low idle speed and will increase only when the new direction has been selected.).
HYDRAULIC CIRCUIT DIAGRAM, H 12/16/18/20 D-03/T-03, SERIES 350
Section
2
Page
9
Page 2
10
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Section
Service Training
Section
Service Training
11
VIEW OF THE VARIABLE PUMP
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2.5
Page
2
1 2 3 4 5 6 7 8
Bypass valve Release valve Proportional valve - forward Setting start of control - reverse Maximum swash angle - reverse Test port Y - forward servo pressure Test port Z - reverse servo pressure Setting start of control - forward
9 10 11 12 13
Maximum swash angle - forward Test port for pilot pressure F" upstream of release valve Hydraulic zero setting Proportional valve - reverse HP test ports
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12
Service Training
CROSS SECTIONAL VIEW OF DRIVE PUMP
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2.6
2
1 2 3 4
Boost pressure valve High pressure relief valves High pressure test ports (forward and reverse) Short circuit valve (towing valve)
Servo circuit nozzles 4/2-way valve Pilot valve Spool Boost pressure valve Combined boost and maximum pressure valve Change filter
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Service Training
FUNCTIONAL DESCRIPTION When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is deenergised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, is connected 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 servo circuit 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 the connection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are set to 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.
Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, the proportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and the truck is braked. When the electronic controller detects an error in the speed control, the truck must be brought to a controlled stop, 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 proportional valves (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 pushed mechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening of the release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from the unthrottled to the throttled position. The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servo circuit 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 an emergency stop with the brake pedal. Depressing the brake pedal actuates the microswitches in the pedal console. This cuts off the power to the release valve (2) and the truck is brought to a controlled stop as with a fault in the controller. The brake release pressure at the disc brakes is also reduced and the truck is thus also braked mechanically.
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Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. A pressure corresponding to the signal value of the solenoid is applied through the downstream proportional valve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of the spool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts the pilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.
Section
Service Training HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL
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2.7.1
Page
1 2 3 4 5 6 7 8
Locknut Swashplate angle setscrew Setting bush - start of control Locknut Control spring Spool Control pilot Way valve
9 10 11 12 13 X
Proportional valve Solenoid Release valve Servo circuit nozzles Way valve Travel of servo piston 15.1 mm
2 15
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2.7.2
2
Service Training
16
ELECTRIC-HYDRAULIC CONTROL
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- Begin of pump control - Max. swash angle of pump - Hydraulic zero position
Setting the start of control and swash angle, reverse 1 2 3
Adjusting pin (swash angle max.) Set ring (start of control) wheel begin Slotted nut (start of control) wheel begin
Setting start of control and swash angle, forward 4 5 6
Slotted nut (start of control) wheel begin Set ring (start of control) wheel begin Adjusting pin (swash angle max.)
Setting the hydraulic zero position 7 8
Pilot housing Slotted nut
9 10 F" valve Y Y2 Y3 Y4 Z
HP test port Towing bypass valve Servo pressure - upstream of release (test point) Pilot pressure, forward Control magnet, forward Control magnet, reverse Release valve Reverse pilot pressure
Section
Service Training 2.7.2.1
Page
2 17
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 flow Accelerator pedal stroke
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440 - 460 mA Q=0
1180 mA Q = max Start 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, check and 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 the travel 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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Service Training
18
HYDRAULIC BRAKE VALVE
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2.7.2.4
2
1 2 3 4 5 6 7
Valve spool Boot Snap ring Washer Slotted ring Valve housing Return spring
8 9 10
Spring plate O-ring Snap ring
BR E T
Outlet to multiple disc brake Boost pressure oil inlet Tank port
When the engine is running, boost pressure is applied to port “E”. When the brake pedal is released, E and BR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.
Service Training 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:
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-
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 brake is 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.
CAUTION The truck can not be braked.
NOTE:
After towing, return the grease nipple and bypass valve to the initial position.
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Page
2.9
2 20
Service Training
DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
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Section
Service Training
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1 2 3 4 5 6 7 8 9 10 11
Planetary gear assembly Allen screw Drive shaft Snap ring Pressure plate O-ring Brake spring Brake piston O-ring Brake discs Swashplate with hydraulic motor assembly
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2 21
Section Page
2.9.1
2
Service Training
22
REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
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Reduction gear assembly (planetary gear):
1 2 3 4 5 6 7
Wheel shaft Snap ring Radial sealing ring Tapered roller bearing Spacer (bearing adjustment) Gearbox Slotted nut
8 9 10 11 12 13
O-ring Allen screw Retaining plate Planetary carrier assembly Internal gear Allen screw
Service Training 2.9.2
Section Page
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
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Remove the screw (1) and pull the planetary carrier (2) out of the gearbox.
Heat the nut (3) (to loosen the Loctite).
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Service Training
Remove the slotted nut with a grooved nut key (5) and Tsliding handle socket wrench (4). (Hold the wheel shaft, eg in a vice.)
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Screw a drift (6) into the wheel shaft.
Drive the wheel shaft out of the gearbox by impacting the drift on a hard surface.
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) and screw (1) with Loctite 270. Torque for nut (3): 650 + 50 Nm.
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2 26
02.01
Service Training
REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR WITH SWASHPLATE
NOTE:
For the following procedures you do not have to remove the axle from the truck.
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2.9.3
REMOVAL Multiple disc brake 1 2 3
Snap ring Disc (on brake springs) Drive shaft
Draw the drive shaft (3) out of the brake discs.
Service Training Prestress the disc (2) with threaded rods (4), bar (5) and distance pins (6), pry out the snap ring (1) and take the disc (2) out of the axle tube.
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Take the brake springs (7) out of the brake piston (8).
Screw a M8 impact driver (9) into the brake piston (8) and drive out the brake piston.
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Service Training
Remove all discs (10) and take the two O-rings out of the axle tube.
11 12 13 14
Brake piston Springs Brake discs Disc
HYDRAULIC MOTOR WITH SWASHPLATE Remove the fastening screws (15) (4 items).
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Brake removed
Service Training
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Screw the M8 impact driver (16) into the hydraulic motor shaft (17) and pull out the swashplate along with the hydraulic motor.
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Hydraulic motor assembly 18 19 20
Cylinder block Swashplate with disc carrier Fastening screws
ASSEMBLY After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts and both O-rings. Torque for screws (20) : 64 Nm.
Section Page
2.10
2 30
Service Training
TRUCK DIAGNOSTICS AND TROUBLESHOOTING
As traction and speed are controlled electrically and hydraulically, the check is also divided into electric and hydraulic tests. For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulic test case is required for the check of the hydraulic section.
2.10.1
ELECTRICAL SYSTEM DIAGNOSTICS
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It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controller can be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. The selected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnostic module). 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
DISPLAY
PC SCREEN
LINDE DIAGNOSTIC MODULE
Section
Service Training 2.10.1.1
Page
2 31
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 following information will be displayed:
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-------------------* Linde Test Modul * * V2.27-P 10/96 St * * Terminal ready * * No data received * --------------------
Software version and version date of the module Module is operational No data received
Truck Diagnostic Connector
LHC Diagnostic Cable Red Warning Lamp
4 Leads:
Linde LHC Electronics
2 x Power Supply Leads 2 x Signal Leads
Data in display is updated every ½ s
Wiring Loom
Section
2
Page
NOTE:
Service Training
32
The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version is installed. If no or the wrong information appears after the EIN (ON) button is depressed, replace the 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 lever console.
- 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 power supply from the controller to the diagnostics connector. Also check the adapter cable from the connector to the Test Module.
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:
RAM storage requirement:
Hard disc storage requirement: Monitor requirement:
MS-DOS 5.0 or higher must be installed Microsoft Windows 3.10 or higher can be installed Microsoft Windows 95 or higher can be installed
minimum 512 Kbytes for DOS operating system minimum 4 Mbytes for Windows operating system
minimum: 1 Mbyte for DOS operating system DOS operating system: recommended: VGA resolution (640 x 480 pixel) monochrome Windows operating system: minimum: VGA resolution (640 x 480 pixel) monochrome recommended: VGA resolution (640 x 480 pixel) colour
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If the connection is correct, window 1 will be displayed. The other windows can be selected by pressing the appropriate buttons.
Service Training
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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 digital controller. The digital controller has a 4-pin diagnostics connector which uses the ISO protocol for data transfer. The serial interface of the PC uses the RS232 protocol. The interface converter converts signals between the two protocols , thus permitting communication between the PC and digital controller and vice versa. The data transfer uses 9600 baud, 8 bit data, 1 stop bit and no parity. The interface converter is connected between the 9 pole sub-D terminal of the serial interface of the PC and the 4 pole AMP-Saab connector to the diagnostics connector on the digital controller. The second 6 pole AMP connector is used for connection to other Linde vehicles (E 10, P 60) which are equipped with a Zapi control system. This latter system has a serial electrical interface for data transfer. The diagnostic software normally uses the serial interface COM1 of the PC. If this connector is already in use, it is necessary to convert to the COM2 serial interface. This procedure is included in the installation procedures.
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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 program permits access to all truck parameters. The master program can only be ordered through the customer service school. The service program permits access only to the service functions (fault storage, switching conditions, 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 complete program 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 on the diskette labels. In addition the following is noted; master or service program and if it is a complete program or 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 selected during 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 master program is ordered, the updates are provided automatically. Updates for the service program can be ordered from the Linde spare parts organisation.
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Service Training
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 : : .
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.
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 : : . 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 é or down ê arrow to select the program.
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- 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 now be 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 é or down ê arrow to select the diagnostic program. - To start the selected diagnostic program press ENTER.
Section
Service Training
02.01
Page
2 35
2.10.1.2.4 STARTING THE DIAGNOSTIC PROGRAM “TEST & SETUP” - Press the cursor up é or down ê arrow to place the arrow beside the fork truck model 350. Starting with 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
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Linde AG
Equipment Program Selection
Test&Setup
Series 335 E 14/16/16C/18/20 Series 336 E 20/25/30 -> Series 350 H 12/16/18 ============================ Series 144 T20S/T20R Series 149 N20 Series 360 T 16/18/20 Series 379 L 10/12 Series 126 P60Z Combined Instrument ============================ Change configuration End program (return to DOS)
Select equipment program with cursor up or down key
SELECTION WINDOW FROM SOFTWARE VERSION 1.5
Section
2
Page
2.10.1.3
Service Training
36
LINDE DIAGNOSTIC PROGRAM
Depending on the installed diagnostic program (master program or service program), different window menus can be displayed. The service program permits the same menus as in the Linde diagnostic module to be displayed. The Master program (identified by M) permits additional menus to be displayed. Information on the diagnostic program installed on the computer is displayed at the bottom of the computer window.
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After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the main window appears on the computer monitor.
The main window can be divided into an upper window and a lower window area. The upper window displays the 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).
Service Training
Section
02.01
Page
2 37
INTERFACE CONVERTER STATUS This symbol, two connectors, appears to the right of the serial interface symbol at the bottom of the computer window. When the interface converter is correctly installed and correctly operating, the two plugs are together and 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 Open lock symbol
Service program Master program (menu windows M can be displayed)
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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 with two digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to another window, enter the new window number. Depending on the software version for the controller, the following windows can be displayed.
Information on software version and truck type Information on truck type code in the cable loom Comparison of master and safety processor codes Current fault messages Stored fault messages Clearing fault messages in window 3 (up to including version 1.3) Stored fault messages (up to including version 1.3) Clearing window 32 (up to including version 1.3) Inputs Switch signals of both processors Outputs Additional information on outputs Analogue values Analogue values (master and safety processor) - potentiometer Analogue values (master and safety processor) - potentiometer and pump control solenoids. Setting truck speed and specified RPM Resetting parameters to standard factory settings Seat switch Resetting parameters of window 72 to standard factory settings Maximum speed Setting of initial inverse current and final pump current Resetting parameters of window 75 to standard factory settings Zero adjustment of potentiometer (teach-in)
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2.10.1.3.1 HELP FUNCTION
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When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining the meaning of the individual keys. Keys PgUp é and PgDn ê serve to scroll the help text. The text is selected by using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining the respective window appears.
Scroll bar
Service Training
Section Page
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The following table provides a summary of important keys on the Linde diagnostic module and PC.
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FUNCTIONS OF THE KEYS Module Key
PC Key
Function
+ (Plus) - (Minus) New data Enter CE
Cursor é up Cursor ê down Tab bar Enter (Return) Backspace or Del PgUp é PgDn ê Home End F1 F2 F3 F4 F5
Increase value Decrease value Save data End of input Correct or delete input Help function window: scroll up Help function window: scroll down Help function window: go to text beginning Help function window: go to text end Call up help function window Store the active parameter Call up the last stored parameter On/Off: combined instrument, diagnostic mode Long distance diagnostics: dial telephone number via modem (tone dial mode) and make the connection Long distance diagnostics: break the telephone connection Long distance diagnostics: dial telephone number via modem Same as F5 except use pulse dial mode Long distance diagnostics: break the telephone connection
Shift F5
F9 ESC ALT x or ALT F4
Print the status and the parameter window displayed on the computer monitor Break off (escape) a store, call up or print procedure End the program
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Service Training
ERROR HANDLING An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). In this way, brief and non-critical error events due to signal noise or delays in the sensing elements are not taken into 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, stored in 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.
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 2.10.1.3.2 from 1.4 and 1.5 Section 2.10.1.3.4 ab 1.6 Section 2.10.1.3.6 NOTE:
The first step in the diagnosis should be to perform a calibration of the traction potentiometer in 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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TEST CONDITION
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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 TYPE ALL SOFTWARE VERSIONS
This window displays general information on the truck as detected by the Test Module.
1st line: 2nd line: 3rd line: 4th line:
Controller designation Software version of both processors Designation of diagnostic program Truck model code: (see window (11)) series, LPG/Diesel, 1/2 pedal(s), series/special truck
If the information displayed in the window does not correspond to the truck version, there is a fault in the wiring or the electronic controller.
WINDOW 11
(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE LOOM
(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR CODES
The signals are displayed in pairs (XY) with the following declaration: X is the code read by the master processor Y is the code read by the safety processor In trouble-free operation X always equals Y, with both processors reading the same code.
CEng
CPed
CSpl
43
Equipment code 01 Special truck 10 Series truck
WINDOW 12
CTrk
2
XY 11 00 11 00
XY 11 11 00 00
XY 00 11
Diesel LPG
BR 350 BR 351 H20, H25 BR 351 H30, H35 BR 352
XY 00 11
Two-pedal Single-pedal
XY 00 11
Special truck Series truck
2
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WINDOW 2
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CURRENT STATUS MESSAGES AND FAULT MESSAGES
This window displays a message if driving is restricted or disabled for safety reasons. The messages are displayed 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.
VERSION 1.1 - 1.3
Section
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 was detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1 and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be started, 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, the truck is operational if no other fault has been detected in the truck. 1 2 3 4
Brake pedal switch 1S5 operated (brake pedal is partially depressed) Brake pedal switch S14 operated (brake pedal is depressed) Brake pedal not yet depressed after turning on the ignition Seat switch not operated
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Example: 2 = Brake switch 2 operated
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Fault messages: The following reactions can be witnessed on the truck when a fault occurs: W K B R E L F S
Warning lamp flashing Truck drives at creep speed Truck brakes to a standstill or remains stationary if not yet moving Current only achieves start of pump control All power stages without power Engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
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Truck responses 19
No calibration
20 21 22 23 31
Invalid truck code Invalid engine type code Invalid series code Invalid series/special truck code Both pot signals do not match, and neither is 0 V UPot1 too low or too high UPot2 too low or too high Both pot signals at 0 V Inadmissible pedal code and not all inputs are open Inadmissible pedal code and all inputs are open Both inputs of the brake microswitch have the same status Brake switch S14 switching before 1S5 Both inputs of the seat microswitch have the same status 10 V power supply is too low (< 8 V) whereas battery voltage is too high (> 11 V) Power stage supply interrupted (eg fuse blown, relay oxidized) Power supply can not be cut out by relay (relay sticking, final relay stage leaky) Release power stage not conducting or output shorted against (-) Release power stage fused or output shorted against (-) Release magnet resistance too high Engine control element resistance too low or power stage leaky Engine control element resistance too high or power stage defective or magnet shorted against (-) Pump control element V resistance too low or power stage leaky
new LHC controller in truck not yet calibrated maybe cable loom maybe cable loom maybe cable loom maybe cable loom incompatible out of range out of range too low
WELFS WELFS WELFS WELFS WBL WBL WBL WBL
same status
WB WB
same status
WBL
unequal
WB
too high
WELFS WELFS
too high
2
WELFS
54 55 56 57 58
59 61 62 65 66 67
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Pump control element V resistance too high or power stage defective or magnet shorted against (-) Pump control element R resistance too low or power stage leaky too high Pump control element R resistance too high or power stage defective or magnet shorted against (-) Gas shutoff valve resistance too low or power stage leaky (LP-gas only) too high Gas shutoff valve resistance too high or power stage defective or magnet shorted against (-) (LP-gas only) Release valve: drive and feedback (status) unequal Speed signal too high Jump of RPM signal from over 800 rpm to 0 rpm (cable broken) Tilt pressure signal 1S1 6 bar with engine stationary Lift pressure signal 1S2 14 bar with engine stationary Signal 1S2 no signal 1S1 (14 bar without 6 bar)
Invalid series code maybe cable loom Invalid 1-/2-pedal code maybe cable loom Accelerator pedal: signal 1B2.1 out of range Built-in test detected release valve not OK Built-in test detected safety relay not OK Pump forward and reverse current simultaneously Pump forward current with specified value of pot = 0 Pump reverse current with specified value of pot = 0 FS Pump forward current too high Pump reverse current too high Stimuli for Bosch test not OK Stimuli for Linde test not OK Internal fault in safety processor
VERSION 1.1 - 1.3
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FS FS FS FS FS FS FS FS FS FS FS FS
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Service Training WINDOW 3
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STORED FAULT MESSAGES
Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated to 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 number Fault frequency
The fault codes have the following meaning: H01 / Chapter 1 350 804 4701.0201
2
Fault messages: The following reactions can occur on the truck with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Reactions on the truck 20 21 22 23 31 32 33 34 35
Invalid truck code Invalid engine type code Invalid series code Invalid Series/special truck code Accelerator pedal: pot 1B2.1 and pot 1B2.2 Accelerator pedal: signal from pot 1B2.1 Accelerator pedal: signal from pot 1B2.2 Accelerator pedal: pot supply voltage 1-/2-pedal: invalid combination of direction signals
maybe cable loom maybe cable loom maybe cable loom maybe cable loom incompatible out of range out of range too low
Brake switch 1S5 breaker/maker same status Brake switch S14 switching before 1S5 Seat switch 1S8 breaker/maker same status Safety relay: drive/feedback unequal Release valve: drive and feedback unequal Engine magnet: current too high Engine magnet: open circuit Magnet for pump forward 1Y2: current too high Magnet for pump forward 1Y2: open circuit Magnet for pump reverse 1Y3: current too high Magnet for pump reverse 1Y3: open circuit Magnet for working hydraulics: current too high Magnet for working hydraulics: open circuit Release valve: drive and feedback (status) unequal RPM signal too high Tilt pressure signal 1S1 6 bar with engine stationary Lift pressure signal 1S2 14 bar with engine stationary Signal 1S2 without signal 1S1 (14 bar without 6 bar)
Safety processor Potentiometer signals of both processors Pot 1B2.1 Input signals of both processors incompatible Serial data transfer Serial data transfer
not releasing incompatible out of range inactive inactive
Invalid series code Invalid 1-/2-pedal code Accelerator pedal: signal 1B2.1 Built-in test detected release valve not OK Built-in test detected safety relay not OK Pump forward and reverse current simultaneously Pump forward current with pot setting = 0 Pump reverse current with pot setting = 0 Pump forward current too high Pump reverse current too high Stimuli for Bosch test not OK Stimuli for Linde test not OK Internal fault in safety processor
maybe cable loom maybe cable loom out of range
VERSION 1.1 - 1.3
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FS FS FS FS FS FS FS FS FS FS FS FS FS
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VERSION 1.1 - 1.3
Service Training WINDOW 31
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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 "/" appears in 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 cleared the memory.
WINDOW 32 H01 / Chapter 1 350 804 4701.0201
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STORED FAULT MESSAGES
In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of the fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number Fault frequency 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 that can 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 fault occurred again twice subsequently.
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Service Training VERSION 1.1 - 1.3
Section
The fault codes have the following meaning: Fault messages: The following truck responses can occur with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Invalid truck code maybe cable loom Invalid engine type code maybe cable loom Invalid series code maybe cable loom Invalid series/special truck code maybe cable loom Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible Accelerator pedal: signal from pot 1B2.1 out of range Accelerator pedal: signal from pot 1B2.2 out of range Accelerator pedal: pot supply voltage too low 1-/2-pedal: inadm. combination of direction signals Brake switch 1S5 breaker/maker same status Brake switch S14 switching before 1S5 Seat switch 1S8 breaker/maker same status Safety relay: drive/feedback unequal Release valve: drive and feedback unequal Engine magnet: current too high Engine magnet: open circuit Magnet for pump forward 1Y2: current too high Magnet for pump forward 1Y2: open circuit Magnet for pump reverse 1Y3: current too high Magnet for pump reverse 1Y3: open circuit Working hydraulics magnet: current too high Working hydraulics magnet: open circuit Release valve: drive and feedback (status) unequal Speed signal too high Tilt pressure signal 1S1 6 bar with engine stationary Lift pressure signal 1S2 14 bar with engine stationary Signal 1S2 without signal 1S1 (14 bar without 6 bar)
Safety processor Potentiometer signals of both processors Pot 1B2.1 Input signals of both processors incompatible Serial data transfer Serial data transfer
not releasing incompatible out of range inactive inactive
Invalid series code Invalid 1-/2-pedal code Accelerator pedal: signal 1B2.1 Built-in test detected release valve not OK Built-in test detected safety relay not OK Pump forward and reverse current simultaneously Pump forward current with pot setting = 0 Pump reverse current with pot setting = 0 Pump forward current too high Pump reverse current too high Stimuli for Bosch test not OK Stimuli for Linde test not OK Internal fault in safety processor
WINDOW 33
maybe cable loom maybe cable loom out of range
(MASTER VERSION) CLEARING WINDOW 32
The faults displayed in window 32 can be cleared with the CE key.
FS FS FS FS FS FS FS FS FS FS FS FS FS
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WINDOW 4
Service Training
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 of single switches is indicated behind the switch number; for selective switches the status of both channels is displayed.
Switches
Switching states Seat switch Pressure switch 6 bar Pressure switch 14 bar 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 operated 10: > half operated
S14 Brake pedal
1: not fully operated 0: fully operated
1S25 Travel direction
010/1: 1-pedal at zero position 100/1: 1-pedal forward 001/1: 1-pedal reverse 111/0: 2-pedal
NOTE:
VERSION 1.1 - 1.3
2
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug for double-pedal.
1S8 Seat switch
11: not connected (cable connected) 01: not operated 10: operated 00: not connected (cable open)
1S1 Tilt pressure
0: < 6 bar 1: > 6 bar
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Service Training 1S2 Lift pressure
0: < 14 bar 1: > 14 bar
1S3 Aux. hydraulics
0: not operated or not connected 1: operated
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(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 processor Y 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 00 11 00
1S25 Travel direction
XY 11 00 00
XY 00 11 00 11
not operated operated possibly not present
XY 00 00 11 11
/ / / /
XY 11: 1-pedal at zero position 11: 1-pedal forward 11: 1-pedal reverse 00: 2-pedal
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WINDOW 5
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Service Training
OUTPUT SIGNALS
Window 5 displays the output signals. The indicated components are numbered and correspond to the designation in the wiring diagram.
Safety relay in electronic controller Release valve Fuel shutoff valve
Fault lamps Stop light Flashing light during reversing Reversing light
VERSION 1.1 - 1.3
Section
REPRESENTATION OF SWITCHING STATES means not driven 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 be displayed.
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: 1H20:1 With the engine running, lamps off: 1H20:0 With malfunction, lamps flashing: alternately 1H20:0/1
5K10 Stop light 5K10:0 5K10:1
Stop light off Stop light on
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5K11 Flashing light during reversing 5K11:0 5K11:0/1
Flashing light off Flashing light on alternately
5K12 Reversing light 5K12:0 5K12:1
NOTE:
Light off Light on
Optional equipment can be connected via outputs 5K10, 11, and 12.
(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS
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The switching states are indicated by the digits 0 and 1: 0: output off 1: output on 1K1 Safety relay 1Y4 Release valve
XYZ XYZ
Power stage feedback to safety processor Control signal from safety processor Control 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 outputs mentioned above jointly. Depending upon the type of equipment on the truck, a different number of outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicated simultaneously.
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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
1 1
0 1
Open load
1
0
1
Overtemperature
1
0
1
VERSION 1.1 - 1.3
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Section
VERSION 1.1 - 1.3
Service Training WINDOW 6
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ANALOGUE SIGNALS
Window 6 displays the analogue values for the travel and RPM control.
Engine RPM Current for engine operating magnet Pump forward current Pump reverse current
Supply voltage Pot 1 value Pot 2 value
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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 under v1c: Accelerator pedals released: Accelerator pedals max. forward: Accelerator pedals max. reverse: NOTE:
v2c
4950 - 5050 8450 - 8550 1450 - 1550
Set the maximum forward and reverse values with the appropriate pedal screw.
Corrected value of potentiometer 2 (1B2.2) The following values must be shown for v2c Zero position of pedals NOTE:
v2c = v1c ± 600 mV (read u1c in window 8)
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
VERSION 1.1 - 1.3
Section
Low idling speed: 970 - 1030 rpm Maximum RPM with accelerator fully depressed: 2250 - 2350 rpm
iY1
Current of engine operating magnet
NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed parameters. To measure iY1 and iY2, release the brake pedal.
Pump forward current Depress forward pedal until traction wheels start rotating
i = 440 - 460 mA
Depress forward pedal fully
i = max 1180 mA
Pump reverse current Depress reverse pedal until traction wheels start rotating
i = 440 - 460 mA
Depress reverse pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control on the hydraulic remote control must be adjusted. The maximum value is specified in the electronic controller as a fixed value.
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Depending on the position of the accelerator pedals and engine load: imax = 1800 mA
VERSION 1.1 - 1.3
Service Training WINDOW 61
Section
02.01
vs: Pot power supply read by 2nd processor read by 1st processor
iY1: Pump forward current read by 1st processor H01 / Chapter 1 350 804 4701.0201
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(MASTER VERSION) ANALOGUE VALUES (MASTER AND SAFETY PROCESSOR)
The analogue readings shown here have the following meaning:
v1: Pot 1B2.1
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iY2: Pump reverse current read by 1st processor
The analogue readings of both processors must correspond as much as possible.
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SETTING TRUCK SPEED AND SPECIFIED RPM
This window displays the parameters specified by the controller. These parameters can be modified up to certain limits.
Maximum speed in km/h Engine RPM swashplate angle in %
Tilting RPM, switch 6 bar Lifting RPM, switch 14 bar Auxiliary hydraulics RPM (option)
VERSION 1.1 - 1.3
Section
-
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:
WINDOW 71
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 nmax 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.
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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HOW TO CHANGE THE PARAMETERS
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Service Training WINDOW 72
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(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
2
(MASTER VERSION) RESETTING PARAMETERS IN WINDOW 72 TO STANDARD FACTORY SETTINGS
The parameters are reset by pressing the key.
WINDOW 8
u1d:
ABGLEICH DES FAHRPOTENTIOMETERS
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 ignition switched on. The calibration is then confirmed by pressing the key.
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Section
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VERSION 1.4 AND 1.5
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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
This window displays general information on the truck as detected by the Test Module.
1st line: 2nd line: 3rd line: 4th line:
NOTE:
H01 / Chapter 1 350 804 4701.0201
Section
Controller designation Software version of both processors Designation of diagnostic program Truck model code: (see window (11)) series, LPG/Diesel, 1/2 pedal(s), series/special truck
If the information displayed in the window does not correspond to the truck version, there is a fault in the wiring or the electronic controller.
WINDOW 11
(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE LOOM
(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR CODES
The signals are displayed in pairs (XY) with the following declaration: X is the code read by the master processor Y is the code read by the safety processor In trouble-free operation X always equals Y, with both processors reading the same code.
CTrk
CEng
CPed
CSpl
XY 11 00 11 00
XY 11 11 00 00
XY 00 11
Diesel LPG
BR 350 BR 351 H20, H25 BR 351 H30, H35 BR 352
XY 00 11
Two-pedal Single-pedal
XY 00 11
Special truck Series truck
VERSION 1.4 AND 1.5
2
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VERSION 1.4 AND 1.5
Service Training WINDOW 2
Section
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CURRENT STATUS MESSAGES AND FAULT MESSAGES
This window displays a message if driving is restricted or disabled for safety reasons. The messages are displayed 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: (31) = Potentiometers 1 and 2 are incompatible Example: 1 = Brake switch 1 operated
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Example: 2 = Brake switch 2 operated
In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1 and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be started, 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, the truck is operational if no other fault has been detected in the truck. 1 2 3 4
Brake pedal switch 1S5 operated (brake pedal is partially depressed) Brake pedal switch S14 operated (brake pedal is depressed) Brake pedal not yet depressed after turning on the ignition Seat switch not operated
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Fault messages: The following reactions can be witnessed on the truck when a fault occurs: W K B R E L F S
Warning lamp flashing Truck drives at creep speed Truck brakes to a standstill or remains stationary if not yet moving Current only achieves start of pump control All power stages without power Engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
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Test conditions:
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
Error number 19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
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Battery min. 11.3 V Potentiometer calibration --> window 8
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23
Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck 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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
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35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck 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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L 45
Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
52
Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid. Truck responses: W – E – L – F –S
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Current for pump reverse solenoid is too low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible 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 low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
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Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck responses: W – E – L – F – S
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80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck 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 following conditions 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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STORED FAULT MESSAGES
Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated to 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 number
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The fault codes have the following meaning: Fault messages: The following reactions can occur on the truck with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Test conditions: Battery min. 11.3 V Potentiometer calibration --> window 8 NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
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Fault frequency
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Error number 19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
23
Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck responses: W
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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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck 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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
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39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L
45
Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
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Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid. Truck responses: W – E – L – F –S
56
Current for pump reverse solenoid is too low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible 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 low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
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62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
67
Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck responses: W – E – L – F – S 80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck 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 following conditions 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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STORED ERRORS
In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number Fault frequency Sign showing fault was acknowledged by service engineer
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If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that can 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 fault occurred again twice subsequently.
The fault codes have the following meaning: Fault messages: The following reactions can occur on the truck with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Test conditions: Battery min. 11.3 V Potentiometer calibration --> window 8 NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
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Fault number and frequency of occurrence after acknowledgement
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Error number 19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
23
Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck responses: W
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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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck 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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
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39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L
45
Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
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Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid. Truck responses: W – E – L – F –S
56
Current for pump reverse solenoid is too low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible 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 low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
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62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
67
Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck responses: W – E – L – F – S 80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck 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 following conditions 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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(MASTER VERSION) CLEARING WINDOW 31
The errors indicated in window 31 can be cleared with the “CE“ key.
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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 of single switches is indicated behind the switch number; for selective switches the status of both channels is displayed.
Switches
Switching states Seat switch Pressure switch 6 bar Pressure switch 14 bar 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 operated 10: > half operated
S14 Brake pedal
1: not fully operated 0: fully operated
1S25 Travel direction 010/1: 1-pedal at zero position 100/1: 1-pedal forward 001/1: 1-pedal reverse 111/0: 2-pedal NOTE:
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug for double-pedal.
1S8 Seat switch
11: not connected (cable connected) 01: not operated 10: operated 00: not connected (cable open)
1S1 Tilt pressure
0: < 6 bar 1: > 6 bar
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1S2 Lift pressure
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0: < 14 bar 1: > 14 bar
1S3 Aux. hydraulics 0: not operated or not connected 1: operated
WINDOW 41
(MASTER FUNCTION) 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 processor Y 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 00 11 00
XY 11 00 00
1S25 Travel direction XY 00 11 00 11
not operated operated possibly not present
XY 00 / 00 / 11 / 11 /
XY 11: 1-pedal at zero position 11: 1-pedal forward 11: 1-pedal reverse 00: 2-pedal
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OUTPUT SIGNALS
Window 5 displays the output signals. The indicated components are numbered and correspond to the designation in the wiring diagram.
Safety relay in electronic controller Release valve Fuel shutoff valve
Fault lamps Stop light Flashing light during reversing Reversing light
REPRESENTATION OF SWITCHING STATES
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0 1
means not driven 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 be displayed.
1Y5 Fuel shutoff 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 With the ignition on, lamps on: 1H20:1 With the engine running, lamps off: 1H20:0 With malfunction, lamps flashing: alternately 1H20:0/1
5K10 Stop light 5K10:0 5K10:1
Stop light off Stop light on
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5K11 Flashing light during reversing 5K11:0 5K11:0/1
Flashing light off Flashing light on alternately
5K12 Reversing light 5K12:0 5K12:1
NOTE:
Light off Light on
VERSION 1.4 AND 1.5
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Optional equipment can be connected via outputs 5K10, 11 and 12.
(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS
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WINDOW 51
The switching states are indicated by the digits 0 and 1: 0: output off 1: output on 1K1 Safety relay 1Y4 Release valve
XYZ XYZ
Power stage feedback to safety processor Control signal from safety processor Control 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 outputs mentioned above jointly. Depending upon the type of equipment on the truck, a different number of outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicated simultaneously.
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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
1 1
0 1
Open load
1
0
1
Overtemperature
1
0
1
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WINDOW 6
ANALOGUE SIGNALS
Service Training
Window 6 displays the analogue values for the travel and RPM control.
Voltage behind relay contact K1 in the LHC module Power supply Potentiometer actual value in %
Engine RPM Current for engine operating magnet Pump forward current Pump reverse current
VERSION 1.4 AND 1.5
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-
Accelerator pedal in neutral position Brake pedal released Ignition on Battery voltage > 11.3 V
vr:
Voltage behind relay contact K1 in the LHC module The voltage should be approx. battery voltage.
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.
p1:
Potentiometer actual value in % After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained for maximum forward and reverse pedal stroke. NOTE:
The maximum values for forward and reverse should be set with the respective pedal stop screws.
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TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS
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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 rpm Maximum RPM with accelerator 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
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NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed parameters. To measure iY1 and iY2, release the brake pedal.
Pump forward current Depress forward pedal until traction wheels start rotating
i = 440 - 460 mA
Depress forward pedal fully
i = max 1180 mA
Pump reverse current Depress reverse pedal until traction wheels start rotating
i = 440 - 460 mA
Depress reverse pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control on 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
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(MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS
VERSION 1.4 AND 1.5
Section
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
v2:
Potentiometer voltage 1B2.2 in mV (physical)
WINDOW 62
(MASTER VERSION) ADDITIONAL INFORMATION 2 TO ANALOGUE READINGS
The analogue readings shown here have the following meaning: vs:
Potentiometer supply voltage ± 200 mV
v1:
Potentiometer voltage 1B2.1 in mV (physical) Potentiometer voltage 1B2.1 in mV (at processor)
iY2:
Desired current for pump valve forwards Desired current for pump valve forwards (at processor)
iY3:
Desired current for pump valve reverse Desired current for pump valve reverse (at processor)
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The analogue readings shown here have the following meaning:
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SETTING TRUCK SPEED AND SPECIFIED RPM
This window displays the parameters specified by the controller. These parameters can be modified up to certain limits.
Maximum speed in km/h Engine RPM swashplate angle in %
Tilting RPM, switch 6 bar Lifting RPM, switch 14 bar Auxiliary hydraulics RPM (option)
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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:
WINDOW 71
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 nmax 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.
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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(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)
VERSION 1.4 AND 1.5
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WINDOW 73
(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO STANDARD FACTORY SETTINGS
The parameters are reset by pressing the key.
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NOTE: To use these functions, a seat switch must be installed. If "toff:--“ or "tbrk:--“ is displayed, the respective function is not activated.
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(MASTER VERSION) MAXIMUM TRUCK SPEED
vlim: Indication of the factory-set maximum truck speed. Can not be modified!
(MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND FINAL VALUES)
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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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(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO STANDARD FACTORY SETTING
VERSION 1.4 AND 1.5
Section
The parameters are reset by pressing the key.
ADJUSTMENT OF TRACTION POTENTIOMETER
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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 ignition switched on. The calibration is then confirmed by pressing the key.
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2.10.1.3.6 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.6
ð
76
ð
75+
74+
73+
ð
72+
ð
ð
62
71+ 41
61
ð
ð
31+
32
ð
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Master
Service
2
ð
11+
51
7+ 6+ 5+
ð
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ð
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INFORMATION ON SOFTWARE VERSION AND TRUCK TYPE
This window displays general information on the truck as detected by the Test Module.
1st line: 2nd line: 3rd line: 4th line:
Controller designation Software version of both processors Designation of diagnostic program Truck model code: (see window (11)) series, LPG/Diesel, 1/2 pedal(s)
If the information displayed in the window does not correspond to the truck version, there is a fault in the wiring or the electronic controller.
WINDOW 11
(MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLE LOOM
The first line displays a 12-digit number, the so-called compiler number of the software version.
(MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSOR CODES
The signals are displayed in pairs (XY) with the following declaration: X is the code read by the master processor Y is the code read by the safety processor In trouble-free operation X always equals Y, with both processors reading the same code.
CTrk
2
Equipment code 01 Special truck -> not displayed on all trucks or not supported 10 Series truck
WINDOW 12
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XY 11 00 11 00
XY 11 11 00 00
XY 00 11
Diesel LPG
XY 00 11
Two-pedal Single-pedal
XY 00 11
Special truck -> not displayed on all trucks or not supported Series truck
BR 350 BR 351 H20, H25 BR 351 H30, H35 BR 352
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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 are displayed 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 twodigit number.
In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 19 was detected, 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 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, the truck is operational if no other fault has been detected in the truck. 1 2 3 4
Brake pedal switch 1S5 operated (brake pedal is partially depressed) Brake pedal switch S14 operated (brake pedal is depressed) Brake pedal not yet depressed after turning on the ignition Seat switch not operated
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Example: 2 = Brake switch 2 operated
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Fault messages: The following reactions can be witnessed on the truck when a fault occurs: W K B R E L F S
Warning lamp flashing Truck drives at creep speed Truck brakes to a standstill or remains stationary if not yet moving Current only achieves start of pump control All power stages without power Engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Test conditions: Battery min. 11.3 V Potentiometer calibration --> window 8
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NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
Error number 19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
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Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck 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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
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35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck 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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L
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Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
52
Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible 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 low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible 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 low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
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Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
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70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck 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 following conditions 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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80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck responses: W – E – L – F – S
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STORED FAULT MESSAGES (DISPLAY AND DELETE FUNCTION)
Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated to 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 number
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Fault frequency
The fault codes have the following meaning: Fault messages: The following reactions can occur on the truck with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
Test conditions: Battery min. 11.3 V Potentiometer calibration --> window 8 NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
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Error number 19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
23
Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck responses: W
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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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck 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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
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39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L
45
Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
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52
Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid. Truck responses: W – E – L – F –S
56
Current for pump reverse solenoid is too low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible 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 low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
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62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
67
Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck responses: W – E – L – F – S 80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck 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 following conditions 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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STORED ERRORS (DISPLAY AND DELETE FUNCTION)
In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number Fault frequency Sign showing fault was acknowledged by service engineer
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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 that can 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 fault 52 then occurred.
The fault codes have the following meaning: Fault messages: The following reactions can occur on the truck with individual faults: W K B R E L F S
Warning lamp flashing Truck driving at creep speed Truck brakes to a full stop or remains stationary when not moving Current achieves only start of pump control All power stages are without power engine goes to low idling speed Release magnet de-energised, truck braking with brake jets (restrictors) Safety relay in the controller de-energised, all power stages without power
2
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Test conditions: Battery min. 11.3 V Potentiometer calibration --> window 8 NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to a defective potentiometer.
VERSION 1.6
Section
19
Not calibrated A new LHC control module was installed in the vehicle so that the reference value of the potentiometer 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 can appear --> window 8 ( calibration) Truck responses: W – E – L – F – S
20
Invalid truck encoding No truck type detected. Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
21
Invalid engine type encoding The 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 the LHC module. Truck responses: W – E – L – F - S
22
Invalid series encoding A 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 on the LHC module. Truck responses: W – E – L – F – S
23
Invalid series / special version encoding A wrong version was identified (e. g. instead of special version - fixed programmed speed reduction, a series version) Possible cause could be a defective cable loom. Check by measuring the inputs and outputs on the LHC module. Truck responses: W – E – L – F – S
26
Pressure sensor signal too high, and in particular over 9.5 V The return voltage signal of pressure sensor 1B10 is over 9.5 V. --> window 61 Possible causes: defective pressure sensor, shorted cable loom to and from sensor Truck responses: W
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Error number
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27
Pressure switch and pressure sensor signals are both active The switch and sensor signal at pressure sensor 1B10 are applied simultaneously. Possible cause: defective pressure sensor Truck responses: W
28
Pressure switch active although engine speed is zero A switch signal 1B10 is applied although IC engine was not started and therefore no RPM are indicated. --> window 6 Possible cause: pressure sensor defective, cable loom Truck 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 either below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see the description in window 6. If an adjustment can not be carried out successfully, the potentiometer could 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: potentiometer Truck responses: W – B – L
34
Both potentiometers 1B2.1 and 1B2.2 at 0 Volt The voltage of approx. 10 Volt specified by the LHC box can not be processed further. Possible causes: potentiometer not connected, potentiometer defective, cable loom Truck responses: W – B – L
35
Travel direction signal encoding is not OK The 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 switch A signal expected from the travel direction switch can not be detected. Possible causes: travel direction switch, cable loom (check negative signals coming from travel direction switch to LHC box ) --> window 4 Truck responses: W – B – L
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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 4 Possible causes: brake switch defective, open connection (check negative signals coming from brake 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 switch 2 (S14) becomes active. --> window 4 Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module Truck responses: W – B
39
Seat switch breaker and maker have the same signal The seat switch is activated --> window 72 and both output signals of the seat switch show the same value 00 or 11. --> window 4 Possible causes: seat switch is switched active but not connected; seat switch defective; open connection (seat switch - LHC module); cable loom Truck responses: W – B – L
41
vs is under 8 Volt although vr is over 11 Volt Supply voltage vs for the traction potentiometer is under 8 Volt, although supply voltage vr for the LHC module is over 11 Volt. --> window 6 Possible cause: voltage regulator in LHC module Truck responses: W – B – L
43
Controller without power The LHC module is without supply voltage vr . --> window 6 Possible causes: fuse 1F18 defective; cable loom at LHC module not connected to positive and negative terminals. Truck responses: W – B – L
44
Safety relay in the controller can no longer be switched off Safety 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, sticking Truck responses: W – B – L
45
Release valve can no longer be activated Release valve 1Y4 can not be activated. --> window 5 Possible causes: open connection in cable loom to the release valve, release valve solenoid defective Truck responses: W – B
46
Release valve can no longer be deactivated Release valve 1Y4 was activated, but can no longer be deactivated. --> window 5 Possible causes: LHC module defective; cable loom for release valve is permanently “+” Truck responses: W – B
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47
Current of release valve is too low Release valve 1Y4 can not be activated --> window 5 Possible causes: inherent resistance of solenoid of valve 1Y4 is too large or solenoid not connected; cable loom Truck responses: W – B
51
Current of solenoid for IC engine is too high The vehicle detects too high a current value for solenoid iY1 to speed controller, over 1.8 A -> window 6 Possible causes: short in solenoid iY1 or in cable loom to solenoid iY1 Truck responses: W – E – L – F – S
52
Current of solenoid for IC engine is too low The vehicle detects too low a current value for solenoid iY1 to speed controller --> window 6 Possible 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 high Current value for proportional solenoid iY2 is too high. --> window 6 Causes: short in proportional solenoid iY2 or in cable loom to the solenoid Truck responses: W – E – L – F – S
54
Current for pump forwards solenoid is too low The vehicle detects too low a current value for proportional solenoid iY2 --> Window 6 Possible causes: cable loom has an open connection to solenoid iY2, proportional solenoid defective Truck responses: W – E – L – F – S
55
Current for pump reverse solenoid is too high The current value for proportional solenoid iY3 is high --> window 6 Possible causes: short in proportional solenoid iY3 or in cable loom to the solenoid. Truck responses: W – E – L – F –S
56
Current for pump reverse solenoid is too low The vehicle detects too low a current value for proportional solenoid iY3 --> window 6 Possible causes: cable loom has an open connection to solenoid iY3, proportional solenoid defective Truck responses: W – E – L – F – S
57
Current for gas shutoff valve is too high The current applied to gas shutoff valve solenoid 1Y5 is too high Possible causes: short in/at gas shutoff valve solenoid 1Y5 or in the cable loom to the solenoid. Truck response: W
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58
Current for gas shutoff valve is too low The vehicle detects too low a current value at the solenoid for gas shutoff valve 1Y5 Possible causes: cable loom has an open connection to solenoid 1Y5 of the gas shutoff valve or in the solenoid Truck response: W
59
Status of release valve The controller can not detect if release valve 1Y4 ( solenoid ) is activated or not. Possible causes: release valve 1Y4 defective, cable loom Truck responses: W – B
61
Engine speed too high This error code appears if the engine speed is over 3000 rpm for 10 seconds. Possible causes: injection pump; proportional solenoid Truck response: W
62
Sudden change in RPM signal from over 800 to 0 rpm The vehicle no longer detects any engine speed, although the engine was not shut down with the ignition key. Possible causes: speed sensor 1B1 defective, cable loom to the speed sensor has an open connection Truck response: W
65
Tilt pressure signal of 6 bar without RPM The controller senses an active (closed) pressure switch 1S1 although no engine RPM exists --> window 4 Possible causes: pressure switch 1S1 defective, cable loom from pressure switch 1S1 is shorted
66
Lift pressure signal of 14 bar without RPM The controller senses an activated (closed) pressure switch 1S2, although no engine RPM exists. --> window 4 Possible causes: pressure switch 1S2 defective, cable loom from pressure switch 1S2 shorted Truck response: W
67
Lift and tilt signals incompatible (14 bar before 6 bar) The normal switching sequence, first 1S1 then 1S2, is out of sequence. --> window 4 Possible causes: connectors of both pressure switches 1S1 and 1S2 are interchanged, pressure switch 1S1 defective, cable loom from pressure switch 1S1 has an open connection. Truck responses: W
70 - 79 Mutual monitoring of both processors The internal communication between the master and the safety processor is faulty. Possible cause: LHC-module 1N2 defective Truck responses: W – E – L – F – S 80 - 99 Safety processor error messages The safety processor is detecting errors in LHC module 1N2. Possible cause: LHC module 1N2 defective Truck responses: W – E – L – F – S
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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 following conditions 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
WINDOW 32
(MASTER VERSION) CLEARING WINDOW 31
The errors indicated in window 31 can be cleared with the “CE“ key.
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WINDOW 4
INPUTS
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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 of single switches is indicated behind the switch number; for selective switches the status of both channels is displayed.
Switches
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Switching states Seat switch Pressure switch 6 bar * Pressure switch 14 bar * 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 operated 10: > half operated
S14 Brake pedal
1: not fully operated 0: fully operated
1S25 Travel direction 010/1: 1-pedal at zero position 100/1: 1-pedal forward 001/1: 1-pedal reverse 111/0: 2-pedal NOTE:
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug for double-pedal.
1S8 Seat switch
11: not connected (cable connected) 01: not operated 10: operated 00: not connected (cable open)
1S1 Tilt pressure
0: < 6 bar 1: > 6 bar
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* (not active if a pressure sensor is used)
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0: < 14 bar 1: > 14 bar
1S3 Aux. hydraulics 0: not operated or not connected 1: operated
WINDOW 41
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(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 processor Y 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 00 11 00
XY 11 00 00
1S25 Travel direction XY 00 11 00 11
not operated operated possibly not present
XY 00 / 00 / 11 / 11 /
XY 11: 1-pedal at zero position 11: 1-pedal forward 11: 1-pedal reverse 00: 2-pedal
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WINDOW 5
OUTPUT SIGNALS ALL SOFTWARE VERSIONS
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Window 5 displays the output signals. The indicated components are numbered and correspond to the designation in the wiring diagram.
Safety relay in electronic controller Release valve Fuel shutoff valve
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Fault lamps Stop light Flashing light during reversing Reversing light
0 1
means not driven 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 be displayed.
1Y5 Fuel shutoff 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 With the ignition on, lamps on: 1H20:1 With the engine running, lamps off: 1H20:0 With malfunction, lamps flashing: alternately 1H20:0/1
5K10 Stop light 5K10:0 5K10:1
Stop light off Stop light on
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5K11 Flashing light during reversing 5K11:0 5K11:0/1
Flashing light off Flashing light on alternately
5K12 Reversing light 5K12:0 5K12:1
NOTE:
Light off Light on
Optional equipment can be connected via outputs 5K10, 11 and 12.
(MASTER VERSION) ADDITIONAL INFORMATION ON OUTPUTS
H01 / Chapter 1 350 804 4701.0201
WINDOW 51
The switching states are indicated by the digits 0 and 1: 0: output off 1: output on 1K1 Safety relay 1Y4 Release valve
XYZ XYZ
Power stage feedback to safety processor Control signal from safety processor Control 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 outputs mentioned above jointly. Depending upon the type of equipment on the truck, a different number of outputs are used. The meaning of 5K*s is therefore that the status of 1 or 2 or 3 or 4 outputs is indicated simultaneously.
1Y4s Status of release valve power stage
2
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124
WINDOW 6
ANALOGUE SIGNALS
Service Training
Window 6 displays the analogue values for the travel and RPM control.
Voltage behind relay contact K1 in the LHC module Power supply Potentiometer actual value in %
Engine RPM Current for engine operating magnet Pump forward current Pump reverse current
VERSION 1.6
Section
-
Accelerator pedal in neutral position Brake pedal released Ignition on Battery voltage > 11.3 V
vr:
Voltage behind relay contact K1 in the LHC module The voltage should be approx. battery voltage.
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.
p1:
Potentiometer actual value in % After the zero calibration of potentiometer 1B2 (see window 8), -100 % to +100 % should be obtained for maximum forward and reverse pedal stroke. NOTE:
The maximum values for forward and reverse should be set with the respective pedal stop screws.
H01 / Chapter 1 350 804 4701.0201
TEST CONDITIONS FOR MEASURING ANALOGUE VALUES VR AND VS
VERSION 1.6
Service Training
Section
02.01
Page
2 125
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 rpm Maximum RPM with accelerator 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
H01 / Chapter 1 350 804 4701.0201
NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed parameters. To measure iY1 and iY2, release the brake pedal.
Pump forward current Depress forward pedal until traction wheels start rotating
i = 440 - 460 mA
Depress forward pedal fully
i = max 1180 mA
Pump reverse current Depress reverse pedal until traction wheels start rotating
i = 440 - 460 mA
Depress reverse pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control on the hydraulic remote control must be adjusted. The maximum value is specified in the electronic controller as a fixed value.
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126
WINDOW 61
(MASTER VERSION) ADDITIONAL INFORMATION 1 TO ANALOGUE READINGS
VERSION 1.6
Section
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
v2:
Potentiometer voltage 1B2.2 in mV (physical)
v3:
voltage for working hydraulics pressure sensor (1000 - 9000 mV)
WINDOW 62
(MASTER VERSION) ADDITIONAL INFORMATION 2 TO ANALOGUE READINGS
The analogue readings shown here have the following meaning: vs:
Potentiometer supply voltage ± 200 mV
v1:
Potentiometer voltage 1B2.1 in mV (physical) Potentiometer voltage 1B2.1 in mV (at processor)
iY2:
Desired current for pump valve forwards Desired current for pump valve forwards (at processor)
iY3:
Desired current for pump valve reverse Desired current for pump valve reverse (at processor)
H01 / Chapter 1 350 804 4701.0201
The analogue readings shown here have the following meaning:
VERSION 1.6
Service Training WINDOW 7
Section
02.01
Page
2 127
SETTING TRUCK SPEED AND SPECIFIED RPM
This window displays the parameters specified by the controller. These parameters can be modified up to certain limits.
Maximum speed in km/h Engine RPM swashplate angle in %
Tilting RPM, switch 6 bar Lifting RPM, switch 14 bar Auxiliary hydraulics RPM (option)
H01 / Chapter 1 350 804 4701.0201
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:
WINDOW 71
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 nmax 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.
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.
02.01
Service Training
Page
128
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, the respective function is not activated.
WINDOW 73
(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 7 AND 72 TO STANDARD FACTORY SETTINGS
The parameters are reset by pressing the key.
VERSION 1.6
2
H01 / Chapter 1 350 804 4701.0201
Section
VERSION 1.6
Service Training WINDOW 74
Section
02.01
Page
2 129
(MASTER VERSION) MAXIMUM TRUCK SPEED
vlim: Indication of the factory-set maximum truck speed. Can not be modified!
H01 / Chapter 1 350 804 4701.0201
WINDOW 75
(MASTER VERSION) SETTINGS FOR CONTROL MAGNET (MOVING OFF AND FINAL 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)
2
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130
WINDOW 76
(MASTER VERSION) RESETTING THE PARAMETERS OF WINDOW 75 TO STANDARD FACTORY SETTING
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 ignition switched on. The calibration is then confirmed by pressing the key.
H01 / Chapter 1 350 804 4701.0201
Service Training
Section
02.01
Page
2 131
Page
2 132
02.01
Service Training
2.10.2
HYDRAULIC SYSTEM DIAGNOSTICS
2.10.2.1
CIRCUIT DIAGRAM AND OVERVIEW FOR DIAGNOSTICS
H01 / Chapter 1 350 804 4701.0201
Section
Service Training
H01 / Chapter 1 350 804 4701.0201
1 2 3 4 5 6 7 8 9 10 11 12 1Y2 1Y3 1Y4 V U
Tandem pump Bypass valve Hydraulic variable pump HPV 55 -02 Test port - servo piston "Y" Test port F" - pilot pressure upstream of release valve Test port - servo piston "Z" Test ports - (HP) Hydraulic damper Steering control valve Pressure filter Brake valve Drive axle AH 20 -01 Control magnet, forward Control magnet, reverse Release valve Flushing oil inlet, from HPV 55 -02 Flushing oil outlet, to oil cooler
Section
02.01
Page
2 133
Section
2
Page
134
2.10.2.2
Service Training
02.01
TEST AIDS
The screw couplings, adapters, test lines and pressure gauges required for the measurements are contained in 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. The following components and functions are affected: Hydraulic steering system Hydraulic braking system Hydrostatic travel drive
Before commencing with the activities described below, first check the oil level and top up the oil, if required.
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 and reconnect the hoses.
LIST OF ABBREVIATIONS USED LP gauge HP gauge LP HP F pedal R pedal
= = = = = =
low pressure gauge high pressure gauge low pressure high pressure forward accelerator pedal reverse accelerator pedal
If not specified otherwise, all pressure measurements must be performed with the brake pedal released.
H01 / Chapter 1 350 804 4701.0201
If a pressure gauge or a plug must be installed for a test procedure, first depressurise the tank by unscrewing the breather valve.
Section
Service Training
02.01
Page
2 135
OVERVIEW OF PRESSURE READINGS (APPROXIMATE VALUES) Position of accelerator pedal Position of brake pedal
Test point
Pressure (bar)
Zero position Zero position Depressed approx. 20 mm F pedal fully depressed R pedal fully depressed Zero position Zero position
F F” F” Y Z BR BR
17.5 0 17.5 17.5 17.5 17.5 0
released depressed released released released released depressed
HIGH PRESSURE MEASUREMENT
H01 / Chapter 1 350 804 4701.0201
Test port: 7 Brake pedal released, brake piston of valve 11 pushed in fully with a long screwdriver. Forward or reverse pedal depressed. Specified reading: 420 ± 20 bar
AVERAGE WHEEL RPM Forward: Reverse:
210 rev/min 210 rev/min
Section Page
2 136
2.10.2.3
02.01
Service Training
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
Symptoms
Assessment
Start the engine, release the brakes, depress the F or R pedal and turn the steering wheel.
Steering not functioning, truck still driving
Malfunction in servostat or steering cylinder.
Steering not functioning, truck stopping.
Feeding pump or steering pump of tandem pump defective.
Steering functioning, truck stopping.
Troubleshooting 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 gauge to 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.
H01 / Chapter 1 350 804 4701.0201
TEST
Service Training
Section
02.01
Page
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With engine at idling speed, turn the steering wheel to the right and left through the full cycle, hold it briefly and assess operation according to the following evaluation table: Symptoms
Readings
Assessment
1. Stiff steering.
HP less than 120 bar. Boost pressure 17 bar or more.
Safety valve of servostat defective
HP under 120 bar. Boost pressure under 17 bar.
Gear pump 11 cc defective. Replace the tandem pump.
2. Steering wheel can be turned further at stop without much effort.
HP under 100 bar, Boost pressure 17 bar or over.
Leak in servostat or steering cylinder. Check as described below.
3. Steering wheel can be turned as far as stop, then blocked.
HP approx. 120 bar as required. Boost pressure 17 bar or over.
Hydraulic steering system in order. If still faulty, replace the steering 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.
Section Page
2 138
2.10.2.4
02.01
Service Training
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
Symptoms
Start the engine and try to turn the right or left drive wheel with a wheel nut spanner or extension.
Drive wheels cannot be turned.
Release the brake pedal and again try to turn the right or left drive wheel.
Drive wheels can be turned.
Assessment
Parking brake in order.
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 without the truck pulling to one side. If the test results differ from the above diagnostics, determine and remedy the fault 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".
H01 / Chapter 1 350 804 4701.0201
Test
Section
Service Training
02.01
Page
2 139
Screw in low pressure gauge into port F of pressure filter. Start the engine and read the pressure on gauge.
yes
Pressure min. 17.5 bar.
no
H01 / Chapter 1 350 804 4701.0201
Plug port E at brake valve with a blanking plug and repeat the test.
Brake valve defective.
yes
Pressure min. 17.5 bar.
no
Check "Hydrostatic Travel Drive".
Screw in low pressure gauge into port BR at Brake valve. Release the brakes and check the pressure with the engine running.
yes
Pressure min. 17.5 bar.
no
With the engine running, fully depress brake pedal and watch the pressure gauge.
yes
A
Pressure drops to approx. 0 bar.
no
Brake valve does not open. Repair or replace the valve.
B
Section
2
Page
Service Training
02.01
140
B
A Plug port BR at the brake valve. Start the engine, release the brake, fully depress the F or R pedal.
The brake of the turning wheel is not in order. Remove and remedy the fault.
yes
Drive wheels rotate.
no
Braking system in order.
yes
Pressure min. 17.5 bar.
no
Brake valve defective. Repair or replace valve.
Remove test fitting and reconnect low pressure gauge to port BR (with brake line). Plug port BR of right brake with banjo screw with cap. Measure the pressure with the engine running and the brakes released.
Seal at right-hand brake piston defective.
yes
Pressure min. 17.5 bar.
no
Seal at left-hand brake piston defective.
H01 / Chapter 1 350 804 4701.0201
Remove test fitting at port BR and connect low pressure gauge (without brake line) to port BR at the brake valve. Measure the pressure with the engine running and the brakes released.
Service Training 2.10.2.5
Section
02.01
Page
2 141
HYDROSTATIC TRAVEL DRIVE
2.10.2.5.1 TROUBLESHOOTING TEST CONDITIONS
H01 / Chapter 1 350 804 4701.0201
-
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.
Section Page
2
Service Training
02.01
142
Connect LP pressure gauge to port F, engine at idling speed, brake applied.
yes
LP approx. 17.5 bar
no
Seal port E with blanking plug, repeat measurements.
yes
Pressure now approx. 17.5 bar
no
H01 / Chapter 1 350 804 4701.0201
Fault in the braking system. See "Hydraulic Braking System".
Check or replace boost pressure valve, repeat measurement.
yes
LP now approx. 17.5 bar
no
Disconnect axle AH 20 -01, repeat measurement.
AH 20 -01 defective, repair or replace.
A
yes
Pressure now approx. 17.5 bar
no
HPV 55 -02 defective, repair or replace.
Section
Service Training A
02.01
Page
Connect the electric diagnostic unit to the test connector. Connect the LP pressure gauge to port F" (release valve). Line reconnected to port E. Start the engine, open window 5 and release the brake, depress the F or R pedal until 1Y4 is activated.
yes
When 1Y4 is operated, pressure at 5 rises to approx. 17.5 bar.
no
Check operation of the operating magnet and hydraulic section of release valve or replace valve assembly.
H01 / Chapter 1 350 804 4701.0201
Remove LP pressure gauge at port F" and install at it port Y. Start engine, release brake, open window 6 and sensitively depress forward pedal. Current iY2 should rise at diagnostic unit (forward control magnet), pressure rise at Y and wheels start rotating.
iY2 rising, pressure stays at 0 bar, wheels not turning.
Current and pressure rising, wheels not turning.
Current and pressure rising, wheels turning
yes
Check or replace proportional valve 1Y2.
yes
Check servo control or control piston of pressure balance.
yes
Depress forward pedal again and read iY2 at start of wheel rotation.
B
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Service Training
02.01
B
yes
Wheels start rotating at i = 440 - 460 mA.
no
Adjust start of control, see "Start of Pump Control".
yes
Start of control can be adjusted.
no
Check hydraulic servo control
no
Perform electrical sys. diagnostics, window 6.
H01 / Chapter 1 350 804 4701.0201
Section
Fully depress the forward pedal.
yes
iY2 approx. 1180 mA
Fully depress the forward pedal again and read the pressure.
yes
Pressure at stop at least 16 bar or more.
no
Check or replace proportional valve and servo control.
With F pedal fully depressed, determine avg. wheel speed. Des. value = 210 rpm.
C
Section
Service Training
02.01
Page
C yes
Average wheel speed OK.
no
Check swash angle of variable pump, see "Swash angle of the variable pump".
H01 / Chapter 1 350 804 4701.0201
Connect LP pressure gauge to port F", HP pressure gauge to HP test point (on right side). Block the brake (with brake release valve by pressing brake piston down with a long screwdriver), depress the forward pedal, read HP and LP.
HP approx. 420 bar, LP approx. 17.5 bar.
HP far under 420 bar, LP approx. 17.5 bar.
As HP rises, LP drops to 0 bar.
HP valve for forward travel direction is OK.
Internal leakage, possible causes: feed valves/ relief valves or towing bypass valve leaking.
Leakage in the HP section for forward travel. Disconnect AH 20 -01 to localise fault in the HPV 55 -02 or AH 20 -01.
Remove HP pressure gauge from right HP test points and install on left HP test points (LP pressure gauge stays on port F") and then perform the check with the reverse accelerator pedal. The readings now refer to the other direction of travel or components.
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02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
Section
Service Training STEERING SYSTEM
4.1
SCHEMATIC DIAGRAM OF THE STEERING SYSTEM
H01 / Chapter 1 350 804 4701.0400
4
1 2 3 4 5
Gear pump Pressure relief valve 120 bar Steering valve 45 cm³ Make-up valve Hose safety valves 190 bar
CONDITIONS - Pedals mechanically in good working order. - Traction pot 1B2 and brake switches 1S5 and S14 are connected. - Test module connected to interface 6X6.
H01 / Chapter 1 350 804 4701.0400
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 other accelerator 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.
Section
5
Page
4
ADJUSTMENT INSTRUCTIONS FOR THE SPEED CONTROL
H01 / Chapter 1 350 804 4701.0400
5.2
Service Training
Service Training
Section
5
Page
5
CONDITION Engine is shut down, threaded rod (5) is removed from the control lever (1) along with the ball of the balland-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 shaft and 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 the ball 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 speed stop. The socket should now also fit on the ball without play.
H01 / Chapter 1 350 804 4701.0400
NOTE:
If the rod is too long or too short, the position of the ball in the notch of the lever (1) must be changed and 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.
Section
5
Page
6
Service Training
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 is separated.
ADJUSTMENT - Slacken nuts (1) and (2). - Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speed sensor B1. - The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.
H01 / Chapter 1 350 804 4701.0400
- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10 Nm).
H01 / Chapter 1 350 804 4701.0201
Service Training
02.01
6
ELECTRICAL SYSTEM
6.1
BASIC DIAGRAM DIESEL VERSION
A1 9A2
Glow duration unit Fan controller
45 - 49 80 -95
1B1 1B2 1B10
Actual speed sensor Accelerator double potentiometer Pressure sensor
101 - 103 116 - 121 112 - 114
F1 F2 F3 F4 F5 F8 1F17 1F18 9F16
Fuse 50 A Fuse 5 A Fuse 5 A Fuse 15 A Fuse 10 A Fuse 50 A Fuse 1 A Fuse 15 A Fuse 30 A
(to) Diagram for Optional Equipment Stop light Engine speed increase option Back-up flasher signal Continuous back-up light signal Seat switch close Seat switch open Coded plug for two-pedal sensing Travel direction switch, single-pedal model ISO interface
H01 / Chapter 1 350 804 4701.0201
Section
Service Training
02.01
Section
6
Page
3
H01 / Chapter 1 350 804 4701.0201
BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE SWITCHES
Section
6
Page
4
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE SWITCHES
Service Training
02.01
Section
6
Page
5
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE SENSOR
Section
6
Page
6
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE SENSOR
H01 / Chapter 1 350 804 4701.0201
Service Training
02.01
6.2
BASIC DIAGRAM LPG VERSION
1A1 9A2
Ignition controller Fan controller
45 - 48 54 - 70
1B1 1B2 1B10
Actual speed sensor Accelerator double potentiometer Pressure sensor
104, 105 122 - 127 118 - 120
1E40 1E41
Distributor Spark plugs
42 - 48 42 - 45
F1 F2 F3 F4 F5 1F17 1F18 9F16
Fuse 50 A Fuse 5 A Fuse 5 A Fuse 15 A Fuse 10 A Fuse 1 A Fuse 15 A Fuse 30 A
Diagram for Optional Equipment Stop light Back-up flasher signal Continuous back-up light signal Seat switch close Seat switch open Coded plug for two-pedal sensing Travel direction switch, single-pedal model ISO interface Particle filter
H01 / Chapter 1 350 804 4701.0201
Section
Service Training
02.01
Section
6
Page
9
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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
Section Page
6 10
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
Service Training
Section
02.01
Page
6 11
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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR
Section Page
6 12
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SENSOR
Section
H01 / Chapter 1 350 804 4701.0201
Service Training
02.01
6.3
DIAGRAM FOR OPTIONAL EQUIPMENT
7A1 7A1 7A2 7A2 7A3
Controller (LPG) Controller particle filter (Diesel) Servo (LPG) Glow plug current regulator (Diesel) Diagnostic LED
130 - 149 163 - 187 151, 152 178 - 179 187
7B1 7B1 7B2
Lambda sensor (LPG) Buzzer (Diesel) Flame sensor
126, 127 170 - 171 182 - 183
5E2 5E3 5E4 5E5 5E6 5E7 5E8 9E21-26
Dip beam, left Dip beam, right Side marker light, front left Side marker light, front right Side marker light, rear left Side marker light, rear right License plate light Working lights
Fuse 10 A Fuse 15 A Fuse 5 A Fuse 5 A Fuse 15 A Fuse 15 A Fuse 5 A Fuse 1 A Fuse 30 A Fuse 20 A Fuse 5 A Fuse 10 A Fuse 10 A Fuse 15 A Fuse 15 A Fuse 15 Fuse 10 A
Revolving light Switch light (1.2 W) Turn signal light, front left Turn signal light, rear left Turn signal light, front right Turn signal light, rear right Switch light (1.2 W) Switch light (1.2 W) "On" light Emergency stop light Switch light (1.2 W)
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 2 3 4 5 6 7 8 9 10 11 12 13 14
Working light Lighting Directional indicator and hazard warning Revolving light Stop light Back-up flasher signal Continuous back-up light signal Seat switch Engine speed increase option Front windscreen wiper Rear windscreen wiper Lambda control Particle filter system Heating system
Stromlaufplan Grundausrüstung max 2 AS pro Kontaktebene Zündspule 9F4, 9F5 in Sicherungsleiste III, Kammer 5 + 6 Masse über Fahrerschutzdach mit A6-2.5 zum Zündstartschalter zum Generator zum Bremspedalschalter zum Anlasser
Page
6 15
Basic diagram max. 2 working lights per contact layer Ignition coil 9F4, 9F5 in fuse box III, chamber 5 + 6 Earth signal via overhead guard using A6-2.5 to ignition switch to alternator to brake pedal switch to starter
Page
6 16
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
Section
Service Training
Section
02.01
H01 / Chapter 1 350 804 4701.0201
DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350
Page
6 17
Section Page
6 18
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350
Service Training
Section
02.01
H01 / Chapter 1 350 804 4701.0201
DIAGRAM FOR OPTIONAL EQUIPMENT, H 12/16/18/20 D-03/T-03, SERIES 350
Page
6 19
Page
6 20
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
Section
Section
Service Training 6.4
H01 / Chapter 1 350 804 4701.0201
F2 F3 F4 F5 1F17 1F18 5F5 5F6 5F7
02.01
6
Page
21
LAYOUT OF ELECTRICAL INSTALLATION Starter relay, 5 A Composite instrument, 5 A Ignition system, 15 A Horn and auxiliary relay terminal 15, 10 A Electro-hydraulic control LHC, 1 A Electro-hydraulic control LHC, 15 A Dip beam, left, 10 A Dip beam, right, 10 A Sidelights, left, 5 A
5F8 5F9 5F10 9F4 9F14 9F5 9F11 9F12 9F13
Sidelights, right, 5 A Main fuse, lighting terminal 15, 15 A Main fuse, lighting terminal 30, 15 A Wiper, front, 10 A Heater, 10 A Wiper, rear, 10 A Working light, 15 A Working light, 15 A Working light, 15 A
free for UPA
II Lighting acc. to STVZO
I Basic Version
III Wiper, Working Lights, Heater
VIEW OF FUSE BOXES I - III AS SEEN FROM ABOVE II Lighting acc.to STVZO A-F Fuse Output
1-6 Fuse Input
Basic Colour Code black white blue orange brown
BK WH BU OG BN
green violet red yellow grey
III Wiper, Working Light, Heater I Basic Version
A-F Fuse Output
1-6 Fuse Input
A-F Fuse Output
1-6 Fuse Input
GN VT RD YE GY
Section Page
6.5
6 22
02.01
Service Training
COMPOSITE INSTRUMENT
The composite instrument contains the following control and indicator elements: Hour meter Hour meter ON indicator Engine temperature warning light Hydraulic oil temperature warning light Engine oil pressure warning light Directional indicator light* Battery charge indicator light Fan warning light LHC warning light for system faults in the electronic control unit Air filter warning light Fuel level warning (Diesel)
H01 / Chapter 1 350 804 4701.0201
1 2 3 4 5 6 7 8 9 10 11
H01 / Chapter 1 350 804 4701.0201
Service Training
Section
02.01
Page
INDICATOR
FUNCTION
POSSIBLE CAUSE(S)
Hour meter (1).
Indicates lift truck service hours. The meter indicates the elapsed service hours of the truck and serves to determine inspection and maintenance intervals.
NOTE The elapsed service hours should be recorded when replacing a faulty hour meter. Record the data on durable tape and affix near the hour meter.
Hour meter ON indicator (2)
Indicates operation of the hour meter.
Engine temperature warning light (3)
Indicates coolant temperature is too high.
-
Fan faulty Fan motor brushes worn Fan motor fuse blown Thermal switch faulty Radiator faulty Cables defective Leak in cooling circuit Dirt on radiator
Hydraulic oil temperature warning light (4)
Monitors the oil temperature of the hydraulic system.
-
Low hydraulic oil level Oil not as specified Oil filter restricted Dirt on oil cooler
Engine oil pressure warning light (5)
Indicates low oil pressure of engine lubrication.
-
Low oil level in crankcase Engine is overheating Oil not as specified Internal leakage in lubricating system
Directional indicator light* (6)
Indicates the operation of the directional indicator when actuated.
Battery charge indicator light (7)
Indicates malfunctions in the electrical system.
-
V-belt broken or slipping Cables defective Alternator faulty Regulator faulty
Fan warning light (8)
Indicates that voltage is applied to the fan motor.
- Fuse defective - Fan motor defective - Fan motor shorted
LHC warning light (9)
Indicates system faults in the electronic control unit.
- Fault can be identified with the diagnostic equipment
Air filter warning light (10)
Indicates excessive accumulation of dirt in the air filter element.
- Air filter element restricted
Fuel level warning (11)
Indicates minimum fuel level (Diesel).
* Option
6 23
Page
6 24
02.01
Service Training
H01 / Chapter 1 350 804 4701.0201
Section
Service Training HYDRAULIC SYSTEM
7.1
SCHEMATIC
H01 / Chapter 1 350 804 4701.0400
7
1 2 3 4 7 8
20
Service cylinder (auxiliary hydraulics) Service cylinder (auxiliary hydraulics) Tilt cylinder Lift cylinder, standard Slow lowering valve Control valve block, assy., including: 9 Way valve - auxiliary hydraulics 10 Way valve - auxiliary hydraulics 11 Check valve (pilot controlled) 12 Way valve - tilting 13 Way valve - lifting 14 2/2-way valve (pressure balance) 15 Maximum pressure valve 16 Restrictor 17 Shuttle valve 18 Pressure reducing valve 19 Restrictor Pressure switch
Section
7
Page
1
Section
7
Page
2
7.2
Service Training
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.
H01 / Chapter 1 350 804 4701.0400
-
1 2 3
Slide Fastening screws Slide cover
Service Training 7.3
Section
7
Page
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 accessory hydraulic 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.
H01 / Chapter 1 350 804 4701.0400
PRESSURE-SETTING VALUES (WORKING HYDRAULIC PRESSURES) Standard Triplex
Duplex
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
7
Page 4
H01 / Chapter 1 350 804 4701.0400
Section
Service Training
H01 / Chapter 1 350 804 4701.0201
Service Training
02.01
Section
9
Page
1
9
LPG MODEL OF IC-ENGINED FORK TRUCK H 12/16/18/20 T-03, SERIES 350
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
The engine number (engine code letter and "consecutive number") is stamped on the left side of the cylinder block (arrow).
Section
9
Page
2
9.1.2
TOOTHED BELT
9.1.2.1
OVERALL VIEW OF TOOTHED BELT GUARD
H01 / Chapter 1 350 804 4701.0400
Service Training
1 2 3 4 5 6 7 8 9 10
Upper toothed belt guard Fastening nut (45 Nm) Idler pulley Toothed belt Fastening screw (30 Nm) Toothed belt guard Nut (10 Nm) Rear toothed belt guard Fastening screw (10 Nm) Fastening screw (20 Nm)
REMOVAL - Remove the V-belt, pulley and upper and lower toothed belt guards. - Mark the running direction of the toothed belt. - Loosen the idler pulley and remove the toothed belt.
INSTALLATION
H01 / Chapter 1 350 804 4701.0400
NOTE:
When rotating the camshaft, the crankshaft must not be at TDC. Risk of damage to valves/piston head.
- Install the toothed belt on the crankshaft sprocket and the intermediate 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 the intermediate shaft sprocket (TDC of cylinder no. 1). - Install the toothed belt on the camshaft sprocket.
Section
9
Page
3
Section
9
Page
4
Service Training
- Tension the toothed belt by turning the idler pulley with a spanner (eg Matra V159) in the direction of the arrow. It should just still be possible to twist the toothed belt 90 degrees with the thumb and index finger midway between the camshaft 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.
In case of repairs requiring the removal of the toothed belt from camshaft sprocket only, perform the adjustment of the toothed belt as follows.
- Bring the mark on the ignition timing gear in line with the mark on 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 cylinder number 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 and crankshaft marks are in line with their reference points. - Check the ignition timing point and adjust, if necessary.
H01 / Chapter 1 350 804 4701.0400
NOTE:
Service Training 9.1.2.3
ADJUSTING THE ALTERNATOR V-BELT TENSION
(Only if provided with tensioning bracket.) - Slacken all fastening screws for tensioning bracket -A- and alternator at least one turn. NOTE:
It should be easy to move the alternator by hand.
H01 / Chapter 1 350 804 4701.0400
- Tighten the V-belt by turning the tensioning nut -B- with a torque wrench Specified tension: 8... 10 Nm and tighten the tensioning nut locking bolt to 35 Nm. - Tighten the alternator fastening bolts at the mounting to 35 Nm, 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 with the 22 mm socket spanner V.A.G 141012 is especially suited for this adjustment.
Section
9
Page
5
Section
9
Page
6
Service Training
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 be adjusted. The contact surface between the bucket tappets and cam faces must be oiled after installation of the head. The plastic caps supplied for the protection of the open valves must not be removed until just before the installation of the cylinder head. If the cylinder head is replaced, the cooling system must be filled with fresh coolant.
H01 / Chapter 1 350 804 4701.0400
9.1.3
1 2 3 4 5 6 7 8 9
Seal for rocker cover Oil filler cap Oil barrier Rocker cover Metal gasket Nut (10 Nm) Upper toothed belt guard Nut (45 Nm) Idler pulley
10 11 12 13 14 15 16 17
Toothed belt Nut (10 Nm) Camshaft sprocket Rocker cover gasket Cylinder head gasket Cylinder head Cylinder head bolt Plug
Service Training REMOVAL Remove the cylinder head bolts in the given sequence.
CHECK THE CYLINDER HEAD FOR FLATNESS
H01 / Chapter 1 350 804 4701.0400
Max. deviation allowed : 0.1 mm
INSTALLATION Engine cold Pistons not at TDC
NOTE:
Take the new cylinder head gasket just before installation out of its packaging. Handle the new gasket with extreme care. Damage to the gasket will lead to leaks.
- To centre the gasket, screw a guide pin into the holes for the number 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 cylinder head gasket in the cylinder block, centring with guide pins is no longer required.
Section
9
Page
7
Section
9
Page
8
Service Training
Tighten the cylinder head in four stages and in the sequence shown: 1.
Pretighten with a torque wrench: Stage I = 40 Nm Stage 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 be retightened after repairs.
CHECKING COMPRESSION PRESSURE
- Disconnect the plug on the Hall generator (distributor). On engines without a Hall generator disconnect the high voltage lead from the ignition coil at the distributor and connect to ground (-). - 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 overpressure Wear 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 adjusted or repaired). Irregular valve noises when starting the engine are normal.
- Start the engine and increase engine speed to approx. 2500 rpm for 2 minutes. If the hydraulic tappets are still noisy, locate the defective tappet as follows:
H01 / Chapter 1 350 804 4701.0400
Miniumum engine oil temperature 30 °C
Service Training - 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 the check as follows: - Press the tappet down with a wooden or plastic wedge. If free travel in excess of 0.1 mm is perceptible before the valve opens, replace the tappet.
H01 / Chapter 1 350 804 4701.0400
NOTE:
After installing new tappets, wait for approx. 30 minutes before starting the engine. The hydraulic compensating elements must settle (valves could strike pistons).
Section
9
Page
9
Section
9
Page
Service Training
10
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 completely maintenance-free. - The ignition timing is accurate for all engine operating conditions and remains nearly constant for the entire service life of the distributor.
The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuated contact breaker. The purpose of the pulse generator is to generate control pulses without the aid of mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to the transistorised ignition switch unit. The pulse generator is a Hall generator.
CIRCUIT DIAGRAM Terminal "15"
Terminal "15" from ignition switch
A1 E40 E41 T1
Earth
= = = =
Switch unit Distributor with Hall generator Spark plugs Ignition coil
H01 / Chapter 1 350 804 4701.0400
- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the dwell angle is electronically controlled and contact chatter eliminated.
Section
Service Training TSZ-H IGNITION SYSTEM (TRANSISTORISED IGNITION SYSTEM)
H01 / Chapter 1 350 804 4701.0400
9.2.1.1
Page
1 2 3 4 5 6 7 8 9 10 11 12 13
Suppressor plug 0.6 - 1.4 kW Distributor cap Ignition lead Spark plug connector 4 - 6 kW Carbon contact with spring Rotor 0.6 - 1.4 kW Dust shield Spark plug (25 Nm) Connector Connector Baseplate Distributor Seal
14 15 16 17 18 19 20 21 22 23 24 25
Trigger wheel Clip Vacuum diaphragm (not connected) Screw (20 Nm) Terminal TSZ-H electronic control unit Heat sink Ignition lead Terminal 4 Terminal 15 (+) Terminal 1 (-) Ignition coil
9 11
Section
9
Page
12
9.2.1.2
Service Training
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 when working 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) pull the 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.
Do not connect a condensor to terminal 1 (-). Do not change rotor arm 1 kW (designation: R1) against another.
9.2.1.3
INSTALLATION OF DISTRIBUTOR
Engine installed - Set flywheel (1) to TDC on cylinder No. 1. 1 2 3
Flywheel Reference mark TDC mark
H01 / Chapter 1 350 804 4701.0400
Vehicles which have a defect in the ignition system or where this is suspected may only be towed with the TSZ-H switch unit disconnected.
Service Training VERSION A The mark on the ignition timing sprocket must be in line with the rocker cover (arrow).
VERSION B The mark on the ignition timing sprocket must in line with the arrow on the toothed belt guard.
H01 / Chapter 1 350 804 4701.0400
- Set the take-up journal for the oil pump shaft parallel to the crankshaft.
- Install the distributor so that the rotor is pointing to the mark for cylinder number 1 on the distributor housing. - Before installation, clean the distributor cap, check it for cracks and traces of arcing currents; replace the cap, if necessary.
Section Page
9 13
Section Page
9.2.1.4
9 14
Service Training
CHECKING AND ADJUSTING THE IGNITION TIMING
- Engine oil temperature minimum 60 °C.
H01 / Chapter 1 350 804 4701.0400
- 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 reference mark (2) on the flywheel (1). Specified value: 18 ± 1 ° before TDC - If necessary, adjust the ignition timing by turning the distributor.
Section
Service Training CHECKING THE TSZ-H IGNITION SYSTEM
H01 / Chapter 1 350 804 4701.0400
9.2.1.5
Page
A1 TSZ switch unit E40 Distributor with Hall generator G2 Battery
S1 T1
Ignition switch Ignition coil
IGNITION COIL T1 - Measure the primary resistance between terminals 1 (-) and 15 (+). Desired value: 0.52 to 0.76 W - Measure the secondary resistance between terminals 4 and 15. Desired value: 2.4 to 3.5 kW
9 15
Section Page
9.2.1.5.1
9 16
Service Training
SWITCH UNIT A1
TEST REQUIREMENT - Ignition coil is in order.
TEST
H01 / Chapter 1 350 804 4701.0400
- 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).
Service Training
Section Page
9 17
- 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. If not, locate the break in the centre cable and remedy the fault, or replace the TSZ switch unit.
H01 / Chapter 1 350 804 4701.0400
- Switch off the ignition.
- Connect the voltmeter to the outside pins on the Hall generator (distributor). - Switch on the ignition Desired value: min. 5 V NOTE:
If the malfunction persists despite obtaining the desired values, replace the TSZ switch unit, or locate and remedy a break in the cable between the Hall generator plug and the switch unit.
Section Page
9.2.1.5.2
9 18
Service Training
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.
H01 / Chapter 1 350 804 4701.0400
- 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.
Service Training CHECKING THE SPEED LIMITER Check the resistance at the speed limiter contacts. Specified value: 4 - 6 kW. If the specified value is not obtained: renew the speed limiter. CHECKING THE STALL SPEED
H01 / Chapter 1 350 804 4701.0400
- 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.
Section Page
9 19
Section Page
9
Service Training
20
LPG INSTALLATION
9.3.1
SCHEMATIC
H01 / Chapter 1 350 804 4701.0400
9.3
1 2 3 4 5 6 7
Air filter Ignition switch LPG cylinder Combined gas cut-off valve Gas pipe Cylinder - shutoff valve Gas pipe Shutoff valve - vaporizer Vaporizer / pressure regulator
8 9 10 11 12 13
Vacuum pipe Mixer - secondary section of vaporizer Gas pipe Vaporizer - mixer Engine Intake manifold Mixer Pressure relief valve
Service Training 9.3.2
Section Page
9 21
LPG MIXER
H01 / Chapter 1 350 804 4701.0400
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 pretension of 1 mm. Press on the ball head of lever (2). - Lock rod (5) with nuts (4).
Section Page
9 22
Service Training
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.
GAS REGULATING VALVE
Mixer CA 55
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 lever as far as possible and keep in this position to put a load on the engine.
H01 / Chapter 1 350 804 4701.0400
Mixer CA 50
Service Training
Section Page
9 23
- 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.
H01 / Chapter 1 350 804 4701.0400
ATTENTION After the test, the pressure-relief valve must be reset to the proper pressure.
Page 9
24
H01 / Chapter 1 350 804 4701.0400
Section
Service Training
Service Training
Index
02.01
Page
H01 / Chapter 1 350 804 4701.0201
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
1
Page
2
02.01
Service Training
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
H01 / Chapter 1 350 804 4701.0201
Index
H01 / Chapter 1 350 804 4701.0201
Service Training
Index
02.01
Page
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
3
Page 4
H01 / Chapter 1 350 804 4701.0400
Index
Service Training
H01 / Chapter 1 350 804 4701.0201
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik 63701 Aschaffenburg Postfach 10 01 36 Telefon (0 60 21) 99-0 Telefax (0 60 21) 99-15 70 http://www.linde.de/linde-stapler eMail: [email protected]
