336 02 GB 0312

Service Training
Electric Lift Truck E 20/25/30

with shunt drive
Series 336 -02
336 804 4601.1203
E01 / Chapter 1
This training material is only provided for your use and remains the exclusive property of
LINDE AG Linde Material Handling Division
Content
Service Training Page 1
LINDE ELECTRIC TRUCK E 20/25/30, TYPE 336 -02
1 Drive motor 1
1.1 Traction motor E20 1
1.2 Traction motor E25/30 1
1.3 Checking and renewing the traction motor brushes 3
1.4 Traction motor disassembly 4
1.5 Checking of the D.C. motor 6
1.5.1 Visual check 6
1.5.2 Checking during operation 6
1.5.3 Winding measurements 7
1.5.4 Checking on insulation 7
1.5.5 Reworking the collector 7
1.5.6 Brush switches 8
1.5.7 Terminals 8
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1.5.8 Cleaning 8
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1.5.9 Thermal sensor 9

1.6 Traction motor fan 9
1.7 Optional speed sensor 10
2 Drive gearbox 1
2.1 Planetary gear GR3E-03 1
2.1.1 Renewing the radial shaft sealing ring 2
2.1.2 Oil level check and oil change 5
2.1.3 Disassembly and assembly of the traction motor 6
3 Truck design 1
3.1 Cabin 1
3.1.1 Torsional leaf springs 1
3.1.1.1 Assembly and disassembly the leaf springs 2
3.1.2 Setting instructions of overhead guard drive 2
4 Steering system 1
4.1 Steering axle 2
4.1.1 Steering axle removal 2
4.1.2 Disassembly of the steering cylinder and track rod link 4
4.1.3 Renewing the steering cylinder seals 6
Content
Page 2 Service Training
4.1.3.1 Steering cylinder E 20 (Type Rochlitz) 6
4.1.3.2 Steering cylinder E 25/30 (Typ Rochlitz) 8
4.1.3.3 Steering cylinder E 20/25/30 (Type Weber) 10
4.1.4 Renewing the wheel hub tapered roller bearings ring 12
4.1.5 Renewing the axle body tapered roller bearings and wipers 14
4.1.6 Installing the steering cylinder and track rod link 16
4.1.7 Installing the steering axle 18
4.2 Servostat 20
4.3 Renewing of steering position potentiometer 20
5 Controls 1
5.1 Travel control 1
5.1.1 Truck speed controller 1
5.1.1.1 Adjustment of the pedal stop screws 3
5.1.2 Single-pedal direction switch 3
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5.2 Braking 4
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5.2.1 Renewing the brake linings 4
5.2.2 Adjusting the foot brake 4
5.2.3 Adjusting the hand brake 4
6 Electrical equipment 1
6.1 Introduction 1
6.2 Traction drive 2
6.2.1 General information 2
6.2.2 Principle of Operation 3
6.2.2.1 Forward direction 5
6.2.2.2 Reverse direction 5
6.2.2.3 Free-wheel circuit 6
6.2.2.4 Regenerative braking 6
6.3 Power units 7
6.3.1 General 7
6.3.2 Power unit A1 8
6.3.3 Power unit 1A1 10
6.3.4 Power unit temperature monitoring 11
6.3.4.1 Power transistors of the traction drive 11
6.3.4.2 Power transistors of the working hydraulics 12
6.4 Position of connectors 14
Content
6.4.1 Trucks with individual controllers 14

6.4.2 Trucks with combination controller 16
6.5 Fuses 18
6.5.1 Trucks with individual controllers 18
6.5.2 Trucks with combination controller 19
6.6 Control circuit - individual controllers 20
6.6.1 Traction controller 20
6.6.1.1 Power supply 23
6.6.1.2 Charging of the capacitors in the intermediate circuits 23
6.6.1.3 Discharging of the capacitors in the intermediate circuits 23
6.6.1.4 Enabling signal 23
6.6.1.5 Accelerator 23
6.6.1.6 Single-pedal switch 24
6.6.1.7 Steering sensor 24
6.6.1.8 Hand brake switch 24
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6.6.1.9 Stop pedal switch 25

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6.6.1.10 Switch-controlled speed reduction 25

6.6.1.11 Truck coding 25
6.6.1.12 Relay drivers 25
6.6.1.13 Motor temperature monitoring 26
6.6.1.14 Emergency stop microswitch 27
6.6.1.15 Traction motor speed monitoring 27
6.6.1.16 Panorama truck 27
6.6.2 Controller for the working hydraulics 28
6.6.2.1 Power supply 30
6.6.2.3 Joystick signals 30
6.6.2.4 Valve activation 31
6.6.2.5 Switch-controlled reduction of working speed 31
6.6.2.6 Reduction of the lifting speed with low battery charge 31
6.6.2.7 Reed switch 3S1 of steering control valve 31
6.7 Control circuit - combination controllers 32
6.7.1 General 32
6.7.2 Pin design of connector X13 33
6.7.3 Explanation of function 35
6.7.3.1 Charging of the capacitors in the intermediate circuit 36
6.7.3.2 Discharging of the capacitors in the intermediate circuit 36
Content
6.7.3.4 Power supply to the accelerator and the steering potentiometer 36
6.7.3.5 Accelerator 36
6.7.3.6 Single pedal switch 37
6.7.3.7 Steering sensor 37
6.7.3.8 Hand brake switch 37
6.7.3.9 Stop pedal switch 38
6.7.3.10 Switch-controlled speed reduction 38
6.6.1.11 Truck coding 38
6.6.1.12 Relay drivers 38
6.7.3.13 Motor temperature monitoring 39
6.7.3.14 Traction motor speed monitoring 40
6.7.4 Explanation of the working hydraulics 41
6.7.4.1 Joystick signals 41
6.7.4.2 Valve activation 41
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6.7.4.3 Switch-controlled reduction of working speed 42
E01 / Chapter 1
6.7.4.4 Reduction of the lifting speed with low battery charge 42
6.7.4.5 Sensor 3B1 - steering valve 42
6.8 Software versions type 336 -02 43
6.9 Truck diagnosis 45
6.9.1 Traction windows 45
6.9.1.1 Status Information 45
6.9.1.2 Information and fault messages 46
6.9.1.3 Stored fault numbers 47
6.9.1.4 Fault memory - operator errors 47
6.9.1.5 Overall fault memory 48
6.9.1.6 Clearing the overall fault memory 48
6.9.1.7 Switch inputs 49
6.9.1.8 Switch outputs 50
6.9.1.9 General analog signals 50
6.9.1.10 Analog signals related to the traction motors 51
6.9.1.11 Temperature signals 51
6.9.1.12 Setting of general parameters for the truck 52
6.9.1.13 Setting of special truck parameters 54
6.9.1.14 Display of controller information 55
6.9.1.15 Calibration of accelerator pedal neutral position 56
6.9.1.16 Calibration of the steering end stops 57
Content
6.9.1.17 Panorama truck diagnosis 58

6.9.2 Fault codes for individual controllers - traction 60
6.9.2.1 Summary of faults (LDC33C03/LDC33C04) 60
6.9.2.2 Description of faults - individual controller - traction (LDC33C03/LDC33C04) 62
6.9.3 Fault codes - Individual controller - traction - panorama version 79
6.9.3.1 Summary of faults (LDC31C00/LDC31C02) 79
6.9.3.2 Description of faults (LDC31C00/LDC31C02) 81
6.9.4 Fault codes - combination controller - traction 85
6.9.4.1 Summary of faults (LDC43Drive) 85
6.9.4.2 Description of faults (LDC43Drive) 87
6.9.5 Windows displaying information on the working hydraulics 107
6.9.5.1 Status information 107
6.9.5.2 Current information and fault messages 108
6.9.5.3 Stored fault numbers 109
6.9.5.4 Fault memory - operator errors 109
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6.9.5.5 Overall fault memory 110

E01 / Chapter 1
6.9.5.6 Clearing the fault memory 110

6.9.5.7 Switch inputs 111
6.9.5.8 Switch outputs 112
6.9.5.9 Analog signals 113
6.9.5.10 Analog signals for the working functions 114
6.9.5.11 Setting of parameters for auxiliary hydraulics 115
6.9.5.12 Adjustment of parameters for lifting/ lowering and tilting 116
6.9.5.13 Switch-controlled working speeds 117
6.9.5.14 Adjustment of discharged battery parameter 119
6.9.5.15 Calibration of joystick 1 120
6.9.5.16 Calibration of Joystick 2 120
6.9.5.17 Depressurising the hydraulic system 121
6.9.5.18 Switch off pump motor 122
6.9.6 Fault codes - individual controller - working hydraulics (LLC33C00/LLC33C01) 123
6.9.6.1 Summary of faults 123
6.9.6.2 Description of faults - individual controller - working hydraulics
(LLC33C00/LLC33C01) 124
6.9.7 Fault codes - combination controller - working hydraulics (LDC43lift) 140
6.9.7.1 Summary of faults 140
6.9.7.2 Description of faults - combination controller - working hydraulics (LDC43lift) 141
6.10 Composite instrument 157
6.10.1 Description 157
6.10.2 Display messages 158
Content
6.10.3 Programming of the composite instrument 159
6.10.4 Battery discharge indicator 160
6.10.5 Programming of the composite instrument with the diagnostic instrument 162
6.10.6 Diagnosis of the composite instrument with the Truck Doctor
diagnostic software 164
6.11 Circuit diagrams 170
6.11.1 Circuit diagram - individual controller 170
6.11.2 Circuit diagram - individual controller - panorama version 174
6.11.3 Circuit diagram - combination controller 178
6.12 Window structure - for the controllers 182
7 Hydraulic system 1
7.1 Functional description of the working hydraulics 2
7.2 Circuit diagram of working hydraulics without safety lowering valve 4
7.3 Circuit diagram of working hydraulics with safety lowering valve 6
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7.4 Emergency lowering functions of the working hydraulics 8
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7.4.1 Manual tilting of lift mast 8
7.4.2 Manual lowering of the fork carrier 8
7.5 Control valve 10
7.5.1 Functional description of the control valve 10
7.5.2 Depressurizing of the working hydraulics 13
7.5.3 Repair work at the valve block 14
7.5.3.1 Replacing the valve cartridge of safety valve 2Y9/2Y10 15
7.5.3.2 Replacing the valve coil of 'tilting / additional hydraulic system 2Y3 to 2Y8' 15
7.5.3.3 Replacing the valve coil of 'lifting / lowering 2Y1 / 2Y2' 15
7.5.3.4 Replacing the brake valve 16
7.5.3.5 Replacing the valve coil of 2Y9/2Y10 16
7.5.3.6 Setting the pressure relief valve 17
7.6 Replacing the micro-filter 17
7.7 Troubleshooting control valve 18
8 Lift mast 1
8.1 Mounting and dismounting the lift mast 2
8.2 Lift mast Type 186 with limit position damping 3
8.3 Dismounting, mounting the outer lift cylinders 4
8.4 Dismounting, mounting the center lift cylinder 5
8.5 Sealing the lift cylinder 6
8.6 Setting of mast chain 7
8.7 Setting the roller clearance 8
Content
8.7.1 Outer, inner and center mast roller clearance , series 186 9
8.7.2 Outer mast clearance, series 186 10
8.8 Sliders 11
8.8.1 Dismounting the slider of the standard mast 11
8.8.2 Dismounting the slider of the duplex mast 12
8.8.3 Dismounting the slider of the triplex mast 13
8.9 Tilt cylinder 16
8.9.1 Dismounting the tilt cylinder 16
8.9.2 Sealing the tilt cylinder 17
8.9.3 Setting the tilt angle 18
9 Special equipment 1
9.1 Electric special equipment 1
9.1.1 Installation positions of the working lights 1
9.1.2 Console of the special equipment 2
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9.1.3 Converters 3
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9.1.4 Fuses 5
9.1.5 Working lights and lighting system 6
9.1.6 Electric heating unit 12
9.1.7 Circuit diagram special equipment 16
9.1.8 Circuit diagram special equipment switchable 20
Page
Content
8
Service Training
E01 / Chapter 1
336 804 4601.1203
Section 1
1 DRIVE MOTOR
D.C. shunt-wound motors are used as drive motors. In shunt-wound motors, the shunt winding and the
armature winding are controlled separately by the power unit.
The shunt winding terminals F1 and F2 and the armature winding terminals A1 and A2 are marked. They
are lead out of the motor separately. The traction motor direction is reversed by reversing the shunt field.
NOTE: The right-hand and the left-hand traction motors are not the same, due to a different mast
bearing shell.
1.1 TRACTION MOTOR E20
Type: D.C. shunt-wound motor

Model: Linde GF 144-X5
Armature winding: 80 V / 78 A
Excitation winding: 12V / 17 A
Nominal speed: 2250 min -1
Power: 5.5 kW S2 (60 min)
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Type of protection: IP00 / 23

E01 / Chapter 1
Brush dimensions: 40 x 32 x 10 mm
Permissible wear: down to 13 mm
Collector diameter: original 83 mm
Reworking: down to 78 mm
Components: 1 thermal sensor
brush monitoring at each brush
1.2 TRACTION MOTOR E25/30
Type: D.C. shunt-wound motor

Model: Linde GF 146-X4
Armature winding: 80 V / 94 A
Excitation winding: 14 V / 17 A
Nominal speed: 1650 min -1
Power: 6.4 kW S2 (60 min)
Type of protection: IP00 / 23
Brush dimensions: 40 x 32 x 10 mm
Permissible wear: down to 13 mm
Collector diameter: original 83 mm
Reworking: down to 78 mm
Components: 1 thermal sensor
brush monitoring at each brush
Section 1
Left-hand traction motor 1M2
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E01 / Chapter 1
1 Rotor
2 Motor housing
3 Armature winding terminal A2
4 Armature winding terminal A1
5 Brake disc
6 Excitation winding terminal F1
7 Excitation winding terminal F2
Connector 1X7 for RH traction motor 1M1 Connector 1X8 for LH traction motor 1M2
1 Brush switch 1S14 1 Brush switch 1S15

2 Brush switch 1S14 2 Brush switch 1S15
3 Thermal sensor 1B4 3 Thermal sensor 1B5
4 Thermal sensor 1B4 4 Thermal sensor 1B5
Section 1
1.3 CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES
The motor brushes can be checked for wear and free movement after opening the driver's overhead
guard. Moreover, the necessary change of the brushes is indicated by the lighting-up of the signal lamp
(1) in the composite instrument . The motor number of the respective motor is displayed in the LCD display
(2) (1 = right-hand motor, 2 = left-hand motor).
- Jack the truck drive axle clear of the floor /Block up the truck at the axle
- Raise the fork carriage and secure against inadvertent lowering
- Secure the truck against rolling back by means of a brake block
- Turn off the key switch
- Press the emergency stop pushbutton and disconnect the battery plug
- Open the overhead guard as far as the second detent position
- Remove the steel strips from the traction motors (2 and 5)
- Lift up the pressure springs (3) of the brushes
NOTE: When lifting the spring from the motor brushes and putting them on the holder, be sure that the
spring does not slide off and gets untensioned, as compressing them when the motors are
installed is extremely difficult.
- Pull the motor brushes (4) out of the guide

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- Check the length of the motor brushes (min. length 13 mm)

E01 / Chapter 1
- Renew worn brushes in sets only

- After renewing the brushes, check the brushes for free movement in the guides and the brush leads for
security.
- Remount the sheet straps on the traction motors
Section 1
1.4 TRACTION MOTOR DISASSEMBLY
1
7
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3
6 9
4 10
5 11
12
16
15
13
14
Section 1
1 Brake disc
2 Fixing screw bearing plate
3 Bearing plate
4 Spring washer
5 Fixing screw brush rocker
6 Brush rocker
7 Brush spring
8 Brush
9 Bearing
10 Retaining ring
11 Shim
12 Connection line brush monitoring/ thermal sensors
13 Yoke-type exciter
14 Excitation winding
15 Motor housing
16 Armature assembly
- Remove the brush housing cover

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- Remove the four carbon brushes (8)

E01 / Chapter 1
- Screw two jack screws M10x50 into the brake disc (1)
- Remove the brake disc by unscrewing the two jack screws, turn the screws alternately to prevent the
brake disc from seizing (brake disc is pressed on with 30 kN)
- Remove the fixing screws (2) from the bearing plate (3) together with the brush rocker (6)
- Press the armature assembly (16) out of the bearing plate (3)
- Do not lose the shim (11) and re-use it during re-assembly
- Remove the retaining ring (10) from the bearing plate (3)
- Drive out the bearing (9) from the bearing plate (3)
Section 1
1.5 CHECKING OF THE D.C. MOTOR
If a traction motor does not speed up after the actuation of the truck speed controller, either an error in the
power section or in the control or a problem in the main circuit of the motor exists.
1.5.1 VISUAL CHECK
Make the following checks first, if you suspect the motor to be defective.
Carry out an external visual inspection for corrosion, dirt, damage, tightness of fit:
- All terminals at the electric motors

- A1 – A2 armature winding
- F1 – F2 excitation winding
- 4-pole connector 1X7 and 1X8 (thermal sensor, brush monitoring)
Checking of the brushes:
- Even wear
- Correct length
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- Sliding face
E01 / Chapter 1
- Free movement of the brushes in the brush holder
- Even contact pressure of the brush springs
Checking of collector conditions
- Hairling cracks
- Burn marks
- Burnings
- Wear
- Colour, patina
Additional checking:
- Correct fixing of the flexibles of the brushes at the brush rocker

- Fixing of the brush rocker at the bearing plate
- Rotation of the armature assembly (bearing damage)
- Cleanliness of the motor (brush dust, oil, grease, dirt)
1.5.2 CHECKING DURING OPERATION
The drive wheels must turn freely to make a checking of the traction motors during operation possible. The
truck must be lifted and must be supported at the chassis. During truck motor operation, the following can
be checked:
- Brush sparking at the collector segments

- Temperature of the two traction motors
- Bearing noise
Section 1
1.5.3 WINDING MEASUREMENTS
Due to defective insulation, one or more turns within a coil or a group of coils can be bridged or short-
circuited. Checking of the winding resistances can be carried out only to a limited extent. Checking must
be made by means of a resistance measuring bridge since the winding resistances are in the mW range.
The overall resistance of the excitation winding can be determined by means of a measuring bridge.
Checking of single coil groups is not possible. The field winding lines must be disconnected from the
traction motor in order to obtain a correct measurement.
Winding resistance between F1 and F2 is approx. 520 - 580 mW, depending on the type
The winding resistances of the armature winding cannot be checked in the field, since the contact
resistance between carbon brush and collector segment is a significant part of the measurement.
Moreover, several collector segments are simultaneously covered by the carbon brushes and several
windings are interconnected. In the field, only checking on continuity between terminals A1 and A2
(armature winding) is possible. A measurment on an internal fault or a short-circuit cannot be made. Prior
to the measurement, both armature lines must be disconnected from the traction motor.
1.5.4 CHECKING ON INSULATION
The insulation resistance of the motor windings to the motor housing is important for a perfect truck
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operation. A check on insulation of the motors is only significant if an insulation measuring unit with the
E01 / Chapter 1
corresponding test voltage is used.
The insulation measuring unit supplied by Linde has a test voltage of 500 V. Due to the high test voltage
it is absolutely necessary to disconnect all motor lines at the traction motors prior to carry out the checking,
and to disconnect the connector 1X7 or 1X8 at the motor.
Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 MW
Insulation resistance excitation winding: F1 or F2 to the motor housing at least > 0.5 MW
1.5.5 REWORKING THE COLLECTOR
The collector surface must be flat-black and free from hairling cracks and burn marks. Hairling cracks, out-
of-round, protruding insulation between segments and unsoldered winding connections cause strong
brush sparking. Burning spots on the collector are often a result of motor overload.
Cleanliness of the collector is the most important feature. Brush dust and external dust deposited in the
low insulation between segments can negatively affect the function of the motor: A glass brush or a thin
Pertinax rod can be used for cleaning the slots. Pay attention to prevent the patina formed on the collector
surface from being destroyed. Destruction would increase the brush wear.
The collector surface is to be cleaned with a dry and clean cloth. Polishing with a pumice stone or with
grinding paper is not recommended since residues of the polishing agent may be deposited in the slots
between the segments. These residues may later deposit between brush and collector and cause
increased wear or the hairling cracks.
Section 1
Worn collectors or collectors with burn marks are to be replaced or to be reworked in a special shop. The
collector must be reworked only down to a minimum diameter of 78 mm. During re-turning, an accuracy
run-out of £ 0.01 mm and a peak-to-valley height of 3 - 4 mm must be met. After the re-turning, a careful
re-sawing of the insulation between segments is required that is to be made with a collector saw. On its
entire length, the insulation between segments must have a depth of 0.5 to 0.8 mm. Subsequently, the
edges of the collector segments are to be chamfered cleanly and the entire armature, and in particular the
collector segment area, is to be cleaned carefully.
1.5.6 BRUSH SWITCHES
The brushes are subject to wear and are to be replaced at 60% wear. For checking of the brush length,
a wear switch for each brush is installed on the brush rocker. The four wear switches are series connected
and are connected with the pins:1 and :2 of the connector 1X7 or 1X8.
With installed brushes and applied spring clip, continuity test must be taken between pins:1 and :2.
1.5.7 TERMINALS
The correct tightening torque of the fixing screws and nuts is to be met to avoid damage at the motor
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connections. Moreover, take care that the plastic covers are pulled over the line terminals.
E01 / Chapter 1
Tightening torque of terminal A1 and A2 9 Nm
Tightening torque of terminal F1 and F2 2.5 Nm
1.5.8 CLEANING
On principle, dirty motors can be cleaned externally. Oil-free compressed air is best suited for cleaning.
A high pressure cleaner can be used for cleaning, if the motors are strongly grimed on the outside. Use
water only. By no means, chemical cleaning additives must be used with high pressure cleaning. The
chemical cleaning additives may act upon the plastic parts of the motor and may cause a bonding of the
carbon brushes. Carefully maintain a sufficient distance between the cleaning lance and the motor.
Intensive cleaning with the high-pressure cleaner in the area of the motor connections and the brush
covers is to be avoided. No liquid must penetrate into the interior of the motor. Should liquid penetrate into
the interior of the motor in spite of all measures, the truck is to be driven for some time in order to avoid
corrosion damage (drying by specific heat), or the motors are to be dried by a blow-out with compressed
air, or by heating (electric dryer, heating unit).
Section 1
1.5.9 THERMAL SENSOR
A thermal sensor is installed on the brush rocker that is connected with the connector 1X7 or X8.
The thermal sensor is located in a recess at the brush holder and is fixed by a spring clip.
The resistance of the thermal sensor increases with the temperature of the motor. The correct resistance
value can be checked between pins :3 and :4. At a temperature of 20 °C, a functional thermal sensor has
a resistance value of approx. 576 W (see chapter 6.6.1.13 or 6.7.3.13).
Exchange of the thermal sensor
In a repair set, the thermal sensor is supplied with spring clip and lines with pin contacts. The lines are
supplied in a split protective tube. For an exchange of the thermal sensor, the traction motors need neither
to be dismounted nor disassembled for an exchange of the thermal sensor.
- Remove the brush housing cover

- Cut off the connection lines of the old thermal sensor directly at the sensor housing (the old thermal
sensor remains installed)
- Remove contact pins :3 and :4 of the old thermal sensor at the pin housing 1X7 and 1X8 respectively
by means of the releasing tool
- Remove the lines of the brush wear switch from the old tube (tube is split)
- Remove the old tube with the lines from the old thermal sensor
- Push the red cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :3
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E01 / Chapter 1
- Push the blue cable of the new thermal sensor into pin housing 1X7 and 1X8 chamber :4
- Insert the cables of the brush wear monitoring switch into the tube
- Place thermal sensor into the second free recess at the brush holder.
1.6 TRACTION MOTOR FAN
The two traction motors are forced-air ventilated by axial-flow fan 9M3 as soon as an operating
temperature of 80 °C is reached. Simultaneously, the fan is used for the cooling of the pump motor. The
motor temperature is measured by the thermal sensors 6B4 (right-hand motor) and 6B5 (left-hand motor).
These temperature sensors are installed at the brush rocker of the respective traction motors and supply
a measuring signal to the composite instrument. As soon as the motor temperature exceeds 80 °C, +24
V is applied to all fans via the composite instrument.
In addition, a fan 9M1 is situated in the motor vane on the left. This fan is activated together with the fan
9M3.
Fan control operates with activated key switch only, i.e. the fan stops immediately as soon as the key
switch is turned off.
Section 1
The axial fans are driven by an electronically commuted external rotor motor with ball bearing system. The
commutation electronics are integrated in the motor or in fan hub. With blocked rotor, electronic locking
limits the power input to approx. the half of the nominal current. After elimination of the blocking, restart is
made automatically. An electronic protection against reverse polarity avoids errors due to wrong
connection, i.e. a start of the fan is only possible with correct polarity.
For checking of the fan function, the 4-pole connector 1X7 or 1XB can be separated at one of the traction
motors with activated key switch. As a consequence, both fans must start the operation.
1.7 OPTIONAL SPEED SENSOR
Trucks with an UPA speed reduction to 6 km/h have speed sensors at the traction motors. The speed
sensors scan the brake disc webs and supply information about speed and direction of rotation of the
motors.
Setting:
The speed sensor is mounted on the inner bearing plate. The air gap between the active sensor area and
brake disc web must be 1.0 ±0.3 mm.
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Section 2
2 DRIVE GEARBOX
2.1 PLANETARY GEAR GR3E-03

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E01 / Chapter 1
1 Sun wheel shaft 10 Wheel shaft

2 Gearhousing 11 Shaft sealing ring
3 Disc 12 Tapered roller bearing
4 Socket head screw 13 Slotted round nut
5 Screw plug 14 Planetary carrier 2
6 Spacer ring 15 Screw plug
7 Rim 16 Planetary carrier 1
8 Wheel screw 17 O-ring
9 Oil level screw
Section 2
2.1.1 RENEWING THE RADIAL SHAFT SEALING RING
Prerequisite:
- Wheel drive is dismounted from the drive axle.
Special tools required
- Spanner socket order number 399 900 70 81

- Extraction device order number 399 900 70 87
- Torque wrench up to 1300 Nm.
DISASSEMBLY
Pull out first planetary carrier (1a) from the gearbox

housing together with the sun wheel shaft (1b) .
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Heat up cheese head screw (2a) (to unglue the Loctite)

and unscrew it. Pull out the second planetary carrier (2b)
from the gearbox housing.
Section 2
Heat up slotted round nut (3), (to unglue the Loctite).
Unscrew slotted round nut by means of the spanner

socket (5) and the cardan universal joint spanner (4).
(Hold the wheel shaft tight, e.g. in the vice)
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E01 / Chapter 1
Screw the extraction device (6) into the wheel shaft.

Section 2
Push the wheel shaft out of the gearbox housing
by tapping the housing on a hard surface.
Disassembled wheel shaft
7 Gear box housing
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8 Wheel shaft
E01 / Chapter 1
9 Bearing
10 Spacer ring (setting of bearing)
Remove radial oil seal (11) from the housing
ASSEMBLY
Prior to the mounting of the new oil seal, the latter is to be

filled with max 50% grease (ET no. 7 3375 00 150) and is to
be glued in with Loctite no. 243.
After the cleaning of all parts, the assembly is made in the

reverse order. Secure nut (3) and screw (2a) with Loctite
no. 270
Tightening torque of screw (2a): 25 Nm

Tightening torque of nut (3): 1200 Nm.
Section 2
2.1.2 OIL LEVEL CHECK AND OIL CHANGE
GEARBOX OIL SAE 80 W - 90 API GL5, also suited SAE 85 W - 90 API GL4 (as per DIN 51512)
Oil level check:
- Warm up the wheel gearbox

- Park the truck in such a way that the wheel screw (4) is on top. The oil level screw is approx. 14 mm below
the horizontal line
- Unscrew the oil level screw (3). The oil level must be to the lower edge of the oil level screw hole (1)
- Screw in the oil level screw (1) and tighten with 20 Nm
Oil change:

- Park the truck in such a way that the wheel screw (4) is on top. The oil level screw is approx. 14 mm below
the horizontal line
- Dismount the wheel
- Clean the area of the filling screw, the discharging screw and the oil level screw
- Place a drain tray below the oil discharging screw (3)
336 804 4601.1203
E01 / Chapter 1
- Unscrew the oil level screw (1), the filling screw (2) and the discharging screw (3) and completely
discharge the gearbox oil
- Clean the magnet at the discharging screw (3)
- Re-screw the discharging screw (3) and tighten it with 20 Nm
- Fill 450 cm3 of gearbox oil into the filling screw hole (2) and wait for 5 min
- The oil level must be at the lower edge of the oil level screw hole (1)
- Re-screw the oil level screw (1) and tighten with 20 Nm
- Re-screw filling screw (2) and tighten with 35 Nm
Section 2
2.1.3 DISASSEMBLY AND ASSEMBLY OF THE TRACTION MOTOR
Disassembly

- Turn off the key switch and actuate the emergency stop
- Lift the truck by means of a jack and secure it
- Remove the drive wheel
- Clean the area of the filling screw and the discharge screw
- Place a drain tray below the oil discharging screw
- Unscrew the filling screw and the discharging screw and completely discharge the gearbox oil
- Unscrew 14 hexagon socket screws from the gearbox
- Carefully pull out the gearbox
Assembly
- Check the o-ring of the gearbox on damage and replace it, if necessary
- Place the toothed wheel shaft connection from the traction motor to the sun wheel shaft of the gearbox
- Push the gearbox onto the armature shaft of the traction motor
- Align the gearbox in such a way that the oil discharging screw is on the bottom
- Re-screw the 14 hexagon socket screws of the gearbox and tighten them crosswise with a tightening
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E01 / Chapter 1
torque of 80 Nm
- Refill the gearbox oil
- Mount the drive wheel and crosswise tighten the wheel screws with a tightening torque of 400 Nm
Section 3
3 TRUCK DESIGN
3.1 CABIN
The cabin can be tilted back completely. The first detent position is an opening angle of 35°. This position
is used for charging the battery. For changing the battery and for maintenance, the cabin can be held at
an opening angle of 100°.
The cabin is available in various versions.
Weather protection Version
1 Overhead guard only
2 Overhead guard and roof pane
3 Overhead guard and front windscreen with wiper
4 Overhead guard and roof pane and front windscreen with wiper
5 Overhead guard and roof pane and front windscreen with wiper and rear windscreen
336 804 4601.1203
E01 / Chapter 1
with wiper
6 Overhead guard and roof pane and front windscreen with wiper and rear windscreen
with wiper and doors
3.1.1 TORSIONAL LEAF SPRINGS
A torsional leaf spring pack is arranged in the articulated area of the cabin. This spring pack twists when
the cabin is closed. The mass energy of the cabin is thus stored in the springs allowing easy opening of
the cabin. A gas-filled shock absorber prevents the cabin from opening too fast.
Depending on the version, the correct number of springs and discs and the correct type of straps is to be
chosen.
Section 3
3.1.1.1 ASSEMBLY AND DISASSEMBLY THE LEAF SPRINGS
Depending on the cabin design, the correct number of leaf springs is to be installed in the truck. If the truck
is reset for a different cabin version, also the number of leaf springs is to be adapted since otherwise the
the cabin opening will be too heavy or the closure will be too easy.
- Remove the electric system cover

- Release the entire contactor holder and draw it aside, until the spring pack can be accessed
- Open the overhead guard, until the leaf springs are completely unloaded (all springs are flat)
- Fix the overhead guard in this position by means of a crane or a sling
- Release the holders on the left and on the right of the spring pack and pull them out
- Insert the correct number of leaf springs
- Insert the correct straps and the correct number of discs
- Fasten the straps on the right and the left of the spring pack
- Release the detent of the overhead guard
- Carry out a fine adjustment of the spring pack by means of the setting screw of the tensioning lever on
the right-hand side of the cabin. Measure distance X.
3.1.2 SETTING INSTRUCTIONS OF OVERHEAD GUARD DRIVE
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Distance X is measured vertically from the rear edge of the lever (3) to the inner edge of the roof bracket
E01 / Chapter 1
(2). For setting, first remove the safety nut at the inner edge of the roof bracket. Subsequently, set the
dimension X by means of the hexagon screw (1).
The distance X specified in the table is used for a rough adjustment prior to the fine adjustment. Prior to
the adjustment, fix the driver's seat in the utmost detent position.
The opened overhead guard is to stabilize at an opening distance of 400 - 600 mm, measured at the guard
closure. If this position is not reached, modify the spring pack accordingly (3 x spring of 4mm corresponds
approx. to 1x spring of 6 mm).
Section 3
1
336 804 4601.1203
E01 / Chapter 1
Dimension X
3
Section 3
Weather protection
Total of additional
1
Total of :
Heating system
electric system
No. of springs
No. of springs
equipment1
Distance X
Additional
standard
20 mm
40 mm
mm
4 mm
6 mm
Strap
Strap
Disc
Front lights
and work lamps, front
±5
and German regulations autho-
rizing use of vehicles for road traffic
(STVZO)
1 4x 2x 2x 40 (warning triangle, chock, lamp)
1 x 1x 4x 2x 30
1 1 x 1x 4x 2x 30
1 2 x 1x 4x 2x 30
1 3 x 1x 4x 2x 40
1 4 x 5x 2x 20
1 5 x 5x 2x 30
2 1x 4x 2x 20
2 x 1x 4x 2x 40
2 1 x 1x 4x 2x 40
2 2 x 5x 2x 20
2 3 x 5x 2x 30
2 4 x 5x 2x 30
2 5 x 5x 2x 30
3 x 5x 2x 30
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E01 / Chapter 1
3 1 x 5x 2x 40
3 2 x 5x 2x 40
3 3 x 1x 5x 2x 20
3 4 x 1x 5x 2x 20
3 5 x 1x 5x 2x 30
4/5 x 5x 2x 40
4/5 1 x 5x 2x 40
4/5 2 x 1x 5x 2x 20
4/5 3 x 1x 5x 2x 20
4/5 4 x 1x 5x 2x 40
4/5 5 x 2x 5x 2x 20
4/5 x x 1x 5x 2x 30
4/5 1 x x 1x 5x 2x 40
4/5 2 x x 2x 5x 2x 20
4/5 3 x x 2x 5x 2x 30
4/5 4 x x 2x 5x 2x 40
4/5 5 x x 6x 2x 20
6 x 2x 6x 2x 30
6 1 x 7x 2x 30
6 2 x 7x 2x 30
6 3 x 7x 2x 40
6 4 x 1x 7x 2x 20
6 5 x 1x 7x 2x 20
6 x x 1x 7x 2x 20
6 1 x x 1x 7x 2x 30
6 2 x x 1x 7x 2x 30
6 3 x x 1x 7x 2x 30
6 4 x x 1x 7x 2x 40
6 5 x x 2x 7x 2x 30
Section 3
Service Training
Weather protection
Page 5
Total of additional
Heating system
electric system
No. of springs
No. of springs
equipment1
Distance X
Additional
standard
20 mm
40 mm
mm
4 mm
6 mm
Strap
Strap
Disc
±5
1 4x 2x 2x 40
1 x 1x 4x 2x 30
1 1 x 1x 4x 2x 30
1 2 x 1x 4x 2x 30
1 3 x 1x 4x 2x 40
1 4 x 5x 2x 20
1 5 x 5x 2x 30
2 1x 4x 2x 20 Truck with weather protec. 6
2 x 1x 4x 2x 40
2 1 x 1x 4x 2x 40 Overhead guard and
2 2 x 5x 2x 20 roof pane and front windscreen
2 3 x 5x 2x 30 with wiper and rear windscreen
2 4 x 5x 2x 30 with wiper and doors and
2
3
5
le x
x
5x
5x
2x
2x
30
30
heating and
STVZO and
336 804 4601.1203
E01 / Chapter 1
3 1 x 5x 2x 40 two work lamps

3
3
3
2
3
4
p x
x
x
1x
1x
5x
5x
5x
2x
2x
2x
40
20
20 Distance X = 30 ±5
mm
m
3 5 x 1x 5x 2x 30
4/5 x 5x 2x 40 1 spring 4 mm
a
4/5 1 x 5x 2x 40
4/5 2 x 1x 5x 2x 20 7 springs 6 mm
x
4/5 3 x 1x 5x 2x 20
4/5 4 x 1x 5x 2x 40 2 straps 20 mm
4/5 5 x 2x 5x 2x 20
4/5
4/5
4/5
4/5
4/5
4/5
1
2
3
4
5
E x
x
x
x
x
x
x
x
x
x
x
x
1x
1x
2x
2x
2x
5x
5x
5x
5x
5x
6x
2x
2x
2x
2x
2x
2x
30
40
20
30
40
20
6 x 2x 6x 2x 30
6 1 x 7x 2x 30
6 2 x 7x 2x 30
6 3 x 7x 2x 40
6 4 x 1x 7x 2x 20
6 5 x 1x 7x 2x 20
6 x x 1x 7x 2x 20
6 1 x x 1x 7x 2x 30
6 2 x x 1x 7x 2x 30
6 3 x x 1x 7x 2x 30 Configuration
6 4 x x 1x 7x 2x 40
6 5 x x 2x 7x 2x 30
Page
Section
6
3
Service Training
E01 / Chapter 1
336 804 4601.1203
Section 4
4 STEERING SYSTEM
336 804 4601.1203
E01 / Chapter 1
Section 4
4.1 STEERING AXLE
The Linde combined steering axle has all the advantages of the close-coupled wheel axle and the swing
axle.
- Large swing for good driving comfort

- Small turning radius, narrow aisle width
- Good curve stability
- Minimum tipping
- Steering cylinder mounted in the counterweight for all-round protection
4.1.1 STEERING AXLE REMOVAL
- A second person and a fork truck are required for the removal of the additional weight and the steering
axle
- Remove the battery
- Remove the spherical collar screws on both wheels
- Jack up the rear of the truck at least 350 mm
- Secure the front wheels against rolling with chocks
- Remove the rear wheels
- Open the overhead guard to the second detent
336 804 4601.1203

- Disconnect cable connector X7 to the steering position potentiometer
E01 / Chapter 1
- Place a drain tray underneath the truck
- Disconnect the two hydraulic hoses to the steering cylinder at the pipes
NOTE: Trucks of series E30-600 have an additional weight on the counterweight. This weight must
be removed before the removal of the steering axle, otherwise the truck must be raised too
high due to the large height of the steering axle.
- Place a support under the additional weight (4).

- Loosen the fastening bolt (7) on the additional weight in the battery compartment.
- Take out the trailer coupling pin (1).
- Remove the second additional weight fastening bolt (2) from the additional weight (4)
NOTE: The fastening bolt (2) can be accessed from below at the additional weight (4)..
- Slowly lower the additional weight.

- Support the steering axle (11).
- Remove the steering axle fastening bolts (8).
- Remove the support piece by piece to slowly lower the steering axle.
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
3
4
Section 4
4.1.2 DISASSEMBLY OF THE STEERING CYLINDER AND TRACK ROD LINK
- Dismantle the steering axle.

- Remove the banjo bolts (11) along with the O-rings (12).
- Disconnect the two hydraulic hoses (10) at the steering cylinder (1).
- Drive out the roll pin (2) at the top and press the pin (3) out of the steering knuckle arm (15) to the track
rod link.
- Put the steering in the straight-ahead position.
NOTE: When pressing out the pin (3), support the underside of the steering connector arm (15) to
prevent it from being damaged
- Remove the track rod link (5) along with the bearings (6) and sealing rings (4) from the steering knuckle
arm (15).
- Unscrew the speed sensor nut and remove the speed sensor.
- Mark the position of the two bearing brackets (8) in relation to the axle body (9).
NOTE: The two bearing brackets must not be interchanged during re-assembly.
- Unscrew the fastening screws (7) for the bearing brackets (8) and remove the bearing brackets.
336 804 4601.1203

- Remove the steering cylinder (1) and track rod links.
E01 / Chapter 1
- Drive the roll pin (13) out the pin (14) on the steering cylinder at the track rod end and press the pin out.
- Remove the track rod link.
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
5
4
Section 4
4.1.3 RENEWING THE STEERING CYLINDER SEALS
During the sealing of a steering cylinder it is particularly important to clean the cylinder tube and to rinse
the two pressure pipes carefully to flush the dirt out of the pipes and to have fresh oil from the reservoir
in the pipes.
4.1.3.1 STEERING CYLINDER E 20 (TYPE ROCHLITZ)
- Remove the steering axle and the steering cylinder.

- Discharge the oil from the steering cylinders and dispose of it in an environmentally friendly manner
- Clamp the steering cylinder in a vice.
- Pull out the piston rod as far as possible to one side.
- Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve.
- Loosen the retaining ring (1) with a drift punch through a hole in the cylinder housing and remove it with
a screwdriver.
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth.
- Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with
light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with
336 804 4601.1203

the hand
E01 / Chapter 1
- Pull the piston rod out of the cylinder and remove the guide bushing (4) from the piston rod (9)
- Replace the sealing ring (8) of the piston rod (9)
- Remove the opposite retaining ring (1)
CAUTION:
- Remove the second guide bushing (4) from the piston rod (9)
- Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position
(chamfer shows out).
- Install the retaining ring (1).
- Carefully insert the piston rod (9) into the cylinder from the opposite end and slide it in as far as possible
through the guide bushing (4), taking care not to damage the sealing lips of the sealing elements.
- Insert the second greased guide bushing (4), slide it in as far as the stop and fasten it with the retaining
ring (1).
Detail A: Detail B:
The set of seals of the steering cylinder includes the following items
2 x guide bushings (4) as steering cylinder type Weber with all sealing elements
1 x sealing ring (8)
Section 4
Detail A:
5 6
1 2 3 4
Detail B:
7 8 9
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E01 / Chapter 1
1 Retaining ring 7 Cylinder housing

2 Wiper 8 Sealing ring
3 Grooved ring 9 Piston rod
4 Guide bushing
5 O-ring
6 Guide ring
Section 4
4.1.3.2 STEERING CYLINDER E 25/30 (TYP ROCHLITZ)

- Pull out the piston rod as far as possible to one side.
- Press the guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve.
- Loosen the retaining ring (1) with a drift punch through a hole at the cylinder housing and remove it with
a screwdriver.
CAUTION:
the hand
- Pull the piston rod out of the cylinder and remove the guide bushing (4) from the piston rod (11)
- Replace sealing ring (9) and guide ring (10) of the piston rod (11)
- Remove opposite retaining ring (1)
CAUTION:
336 804 4601.1203

E01 / Chapter 1
- Remove the second guide bushing (4) from the piston rod (11)
- Slightly grease the new guide bushing (4) and install it in the cylinder (8), paying attention to its correct
position (chamfer shows out).
ring (1).
Detail A: Detail B:
2 x guide bushings (4) as steering cylinders type Weber with all sealing elements
1 x guide ring (10)
1 x sealing ring (9)
Section 4
Detail A:
5 6 7
1 2 3 4
Detail B:
8 9 10 11
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E01 / Chapter 1
1 Retaining ring 7 O-ring

2 Wiper 8 Cylinder housing
3 Groved ring 9 Sealing ring
4 Guide bushing 10 Guide ring
5 O-ring 11 Pistong rod
6 Guide ring
Section 4
4.1.3.3 STEERING CYLINDER E 20/25/30 (TYPE WEBER)

- Pull the piston rod out as far as possible to one side.
- Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve.
- Loosen the retaining ring (1) with a drift punch through a hole at the cylinder housing and remove it with
a screwdriver.
CAUTION:
Retaining ring may jump out. Cover the ring with a cloth..
the hand
- Pull out the piston rod of the cylinder and remove the guide bushing (4) from the piston rod (11) taking
care not to damage the guide bushing
- Renew wiper (2), grooved ring (3), o-ring (5) and bearing ring (6) paying attention to the correct position
- Replace the guide rings (8) and the sealing ring (9) of piston rod (11)
336 804 4601.1203

- Remove opposite retaining ring (1)
E01 / Chapter 1
CAUTION:
- Remove the second guide bushing (4) from the piston rod (11) and renew wiper (2), grooved ring (3),
o-ring (5) and bearing ring (6)
- Slightly grease the guide bushing (4) and install it in the cylinder (7), paying attention to its correct position
ring (1).
Detail A: Detail B:
2 x grooved ring (3) 2 x bearing ring (6)

2 x wiper (2) 2 x guide ring (8, 10)
2 x O-ring (5) 1 x sealing ring (9).
Section 4
Detail A:
6 5
1 2 3 4
Detail B:
336 804 4601.1203
E01 / Chapter 1
7 8 9 10 11
MANUFACTURER
TYPE
1 Retaining ring 7 Cylinder housing

2 Wiper 8 Guide ring
3 Grooved ring 9 Sealing ring
4 Guide bushing 10 Guide ring
5 O-ring 11 Piston rod
6 Bearing ring
Section 4
4.1.4 RENEWING THE WHEEL HUB TAPERED ROLLER BEARINGS RING
- Jack up the truck and secure it.

- Remove the wheel.
- Remove the wheel hub cap (3).
- Loosen and remove the retaining nut (5).
- Remove the washer (7) and the roll pin (6).
- Drive out the wheel hub (8) from the inside out, using a soft hammer. Do not let the inner race of the
tapered roller bearing (4) fall out.
- Take the shaft sealing ring (1) out of the hub (8).
- Take the inner race of the tapered roller bearing (2) out of the wheel hub.
- Take the outer races of the tapered roller bearings (2) and (4) out of the wheel hub (8).
- Install the outer races of the new tapered roller bearings (2) and (4) in the wheel hub (8).
NOTE: Be sure that the bearings are properly positioned.
- Fill the space around the tapered roller bearing (2) with Linde heavy duty grease.
- Grease the inner races of the tapered roller bearing (2) well and install carefully on the outer race.
- Fill the inside of the new shaft sealing ring (1) with Linde heavy duty grease and install it in the wheel hub
336 804 4601.1203

in the correct position (sealing lip showing inside).
E01 / Chapter 1
- Slide the wheel hub onto the wheel shaft, taking care not to damage the shaft sealing ring (1) and that
the inner race of the tapered roller bearing (2) does not stick.
- Fill the space around the tapered roller bearing (4) with Linde heavy duty grease.
- Grease the inner races of the tapered roller bearing (4) well and install carefully on the wheel shaft.
- Slide the washer (7) onto the wheel shaft and drive in the cotter pin (6).
- Install a new retaining nut (5) and tighten it with a torque of 210 Nm.
- Fill the wheel cap (3) fully with Linde heavy duty grease, position the cap and drive it in place with a soft
hammer.
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
13
4
Section 4
4.1.5 RENEWING THE AXLE BODY TAPERED ROLLER BEARINGS AND WIPERS
- Remove the steering axle.

- Remove the steering cylinder.
- Remove wheel hub (on E 25 / 30 only).
- Turn the steering axle so that the steering knuckles show up, and secure it against turning.
- Slacken the retaining screw (7) for the steering connector arm (1) and unscrew it about 2 mm.
- Loosen the steering knuckle arm by tapping on the retaining screw (7).
- Unscrew the retaining screw a few millimetres several times and remove the steering knuckle arm from
the axle body by tapping on the retaining screw.
- Remove the retaining screw (7) and the steering knuckle arm (1).
NOTE: The steering axle of the E 20 truck has two retaining screws for securing the steering knuckle
arm. Loosen both retaining screws equally to prevent the steering knuckle arm from seizing.
- Pull out the axle body (8) upwards.

- Remove wiper (2), taking care that the inner race of the tapered roller bearing (3) does not fall out.
- Remove wiper (6) and the inner race of the tapered roller bearing (5).
- Extract both outer races of the tapered roller bearing (3) and (5).
NOTE: When installing the tapered roller bearings, make sure that the outer and inner races of the
336 804 4601.1203

two bearings are not interchanged.
E01 / Chapter 1
- Drive new outer races into the axle centre.
- Fill the space around the bearing completely with lithium-based grease.
- Grease the inner race of the tapered roller bearing (5) well and install it.
- Fill wiper (6) well with grease and drive it into the centre axle body (4)with the aid of special tool part no.
000 941 9721.
- Carefully install the axle body (8) in the centre axle body (4).
- Grease the inner race of the tapered roller bearing (3) well and install it.
- Fill wiper (2) well with grease and drive it into the centre axle body (4) with the aid of special tool part no.
000 941 9721.
NOTE: The top edge on the steel ring of wiper (2) must be flush with the face (9) of the centre axle
(4).
Detail X:
Section 4
- Install the steering knuckle arm (1) and insert the retaining screw (7).
- At first torque the retaining screw (7) only to 120 - 150 Nm.
- Move the axle body through the full swivel range several times so that the rollers in the tapered roller
bearings can become aligned.
- Tighten the retaining screw (7) to the full torque of 1100 Nm.
NOTE: The steering axle of the E 20 truck has two retaining screws, each of which must be tightened
to 295 Nm.
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E01 / Chapter 1
Section 4
4.1.6 INSTALLING THE STEERING CYLINDER AND TRACK ROD LINK
- Insert the track rod links (5) into the steering cylinder (1).
- Coat the pin (14) with MoS2 grease and press it in (pressing force 5 - 50 kN).
- Secure the pin (14) with a roll pin (13).
- Place the steering cylinder along with the track rod links on the centre axle (9).
- Install the marked bearing brackets (8) correctly and fasten them with screws (7) (torque to 425 Nm).
- Coat the pin (3) with MoS2 grease and press it into the track rod link (5) and steering connector arm with
the roller pin pointing up (pressing force 4 - 38 kN).
NOTE: When pressing in pin (3), support the steering knuckle arm from below to prevent any damage
to it.
- Secure pin (3) with a roll pin (2).

- Install the hydraulic hoses (10) along with the banjo screws (11) and O-rings (12) on the steering cylinder
(1).
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E01 / Chapter 1
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
17
4
Section 4
4.1.7 INSTALLING THE STEERING AXLE
- Put two rubber axle blocks (10) on the centre axle.

- Install the steering axle (11) with the axle blocks (10) in the counterweight (3) from below, raise it slightly
until the axle blocks contact the counterweight and safely support it.
- Lead both hydraulic hoses through the counterweight into the battery compartment.
- Lead the steering sensor cables into the counterweight.
- Coat the steering fastening screws (8) with Loctite 243.
- Secure the two fishplates (9) and rubber axle mounts (10) with the screws (8).
- Torque the screws (8) to 195 Nm.
- Install the additional weight (4) in the counterweight from below and safely support it.
- Install the first fastening screw (2) .
NOTE: The mounting bolt (2) can be accessed from below at the additional weight (4).
- Install the second fastening screw (7) along with the plate (6).
- Tighten both screws.
- Connect the two steering cylinder hose lines to the appropriate pipelines.
- Connect the connectors X7 of the steering position potentiometer.
- Install the battery.
336 804 4601.1203

- Eliminate any air in the steering by operating the steering wheel through 10 complete travel cycles.
E01 / Chapter 1
- Check the oil level in the oil reservoir and add oil, if necessary.
- Remount the wheels.
- Lower the truck to the ground.
- Torque opposite wheel bolts to 180 Nm.
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
19
4
Section 4
4.2 SERVOSTAT
The Servostat is assembled below the front cross-member of the truck chassis. A taper with a pin is
mounted at the end of the steering spindle. As soon as the overhead guard is opened, a mechanical
coupling is made with the steering column that has an internally toothed coupling at its end that meshes
into the taper or into the pin respectively.
The Servostat is mainly composed of a rotor pump and a control valve combined in an assembly. The rotor
pump is a toothed wheel pump that feeds the volume flow coming from the pump of the working hydraulics
in compliance with the rotary movements of the steering wheel.
The control valve is composed of the steering housing with the valve bore and the axially movable valve
spool rotating in it. The axial movement of the valve spool causes the increase of the working pressure
and the re-control of the oil flow in compliance with the rotating direction at the steering wheel.
When turning the steering wheel, the pump motor is switched on and runs with a speed of 650 min-1. The
turning of the steering wheel is recognized by a switch or sensor.
In trucks of previous series, the steering wheel turning is recognized by a Reed contact switch. The valve
spool has a grooved nut with a pin engaging in it. When turning the steering wheel and with the movement
of the spool valve, the pin is lifted. A Reed contact is controlled via a bushing with a ring magnet connected
336 804 4601.1203

with the pin.
E01 / Chapter 1
This Reed contact transmits a signal to the electronic system of the working hydraulics that make the
pump motor run at a speed of 650 min -1 as soon as the steering wheel is turned.
In trucks of recent series, the turning of the steering wheel is recognized by an inductive sensor activated
by a toothed shaft at the steering control valve.
4.3 RENEWING OF STEERING POSITION POTENTIOMETER
- Turn steering axle to the right to the end stop and turn off the motor
- Disconnect the connector X7 from the steering position potentiometer
- Unscrew two hexagon head screws M5x30 and remove support plate with cover of the potentiometer
housing
- Pull out steering position potentiometer
- Install new steering position potentiometer
- Put on cover with support plate
- Screw in the two hexagon head screws and lightly tighten them so that a movement of the housing is
still possible
- Connect connector X7
- Turn on the truck
- Turn the sensor housing until a voltage of 12.5 V is displayed in the window (81) of the traction control
diagnosis under parameter us
- Tighten hexagon head screws M5x30 with 3 Nm
- Program steering end stops in the window (81)
Section 5
5 CONTROLS
5.1 TRAVEL CONTROL
The travel control pedals are integrated in the overhead guard. Two different types of pedal group models
are available:
Double-pedal model
Single-pedal model
The truck is braked either mechanically (brake pedal) or electrically (regenerative braking and plug
braking). In trucks of the single-pedal group, a direction indicator 1S13 is installed in the arm rest in front
of the joystick.
5.1.1 TRUCK SPEED CONTROLLER
The truck speed controller is mounted below the truck floor plate and is activated by means of the pedals.
The truck speed controller includes a reference potentiometer and a monitoring potentiometer. The two
potentiometer sliders are connected mechanically. The slider tracks of both potentiometers are supplied
with a voltage of 14.3 V. The polarity of this voltage, however, is interchanged at the end of the two slider
336 804 4601.1203
tracks.
E01 / Chapter 1
Section 5
Potentiometer Bracket
Connector
1X10
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Slider track Voltage supply Slider signal Voltage supply Slider signal Slider track
monitoring +15 V monitoring battery minus reference reference
potentiometer potentiometer potentiometer potentiometer
The consequence is that the output signal between the two sliders C1 and C2, added by the processor,
must always be 15 V. If an error occurs in the truck speed controller potentiometers or in the supply voltage
(e.g. cable breakage) , the signal between the two slider points changes and the controller recognizes a
fault. The output voltage at slider C2 of the reference potentiometer controls the sense of rotation and the
speed of the drive motors. The output voltage at slider C1 of the monitoring potentiometer is used as signal
in order to check the perfect electric functioning of the reference potentiometer.
The truck speed controller is connected to the control system by means of the 4-pole connector 1X10.
The supply of the controller is made via the connector 1X10:4 with +15 V and via the connector 1X10:1
with battery minus. The output signal of the reference potentiometers is connected to the traction
electronics via the connector 1X10:2 and the output signal of the monitoring potentiometer is connected
via connector 1X10:3. The two output voltages can be displayed in window (6).
NOTE: During the installation of a new truck speed controller, pedal zero position is to be calibrated
(window 8).
Section 5
Replacement of the truck speed controller
- Disconnect connector 1X10 from the controller

- Unscrew two socket head screws at the truck speed controller and pull out the controller
- Insert the new controller in the driving adapter and pay attention that the controller bracket engages in
the recess of the driving adapter
- Twist the controller against the spring and fix it with the two socket head screws
- Connect connector 1X10 and calibrate controller zero position in window (8) of the truck control
diagnosis.
5.1.1.1 ADJUSTMENT OF THE PEDAL STOP SCREWS
The adjustment of the maximum output voltage of the truck speed controller is made by means of the stop
screws of the two pedal levers. Window 8 is to be used for adjustment of the stop screws. The truck speed
controller voltage of the reference potentiometer is displayed via the parameter u1c. Adjust the stop
screws in such a way that the following voltage values result:
Pedal maximum in forward direction: u1c = 11.5 V ± 0.05 V

Pedal maximum in reverse direction: u1c = 3.5 V ± 0.05 V
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5.1.2 SINGLE-PEDAL DIRECTION SWITCH
The single-pedal direction switch 1S13 is connected to the 6-pole connector 9X8. In case of two-pedal
trucks, the connector 9X8 includes a bridge plug that connects the pins :1, :2, :3 and :4. With single-pedal
trucks, a battery minus signal available at the pin :1 is switched to the traction electronics via the direction
switch.
Forward direction from connector 9X8:4 to traction electronics X13:36 (single control 1X11:8)
Reverse direction from connector 9X8:2 to traction electronics X13:17 (single control 1X11:22)
Zero position switch from connector 9X8:3 to traction electronics X13:74 (single control 1X11:7)
Pins :5 and :6 of connector 9X8 are connected with the composite instrument and control the signal lamps
of the direction selection in the composite instrument.
Section 5
5.2 BRAKING
5.2.1 RENEWING THE BRAKE LININGS
The brake linings must be replaced when the linings are 2 mm thick at the thinnest point.
- Open and tilt the overhead guard to the second detent

- Loosen the locknut (3) on the hand brake lever (1) and the adjusting nut (2) on the hand brake cable (4)
- Unhook the hand brake cable (4) at the brake shoes (5) and (6)
- Remove one pin retainer (10) on each of the two brake shoes (5) and (6)
- Tilt the brake shoes up
- Remove the fastening screws (7) for the brake shoes (8)
- Fit new brake shoes (8)
5.2.2 ADJUSTING THE FOOT BRAKE
The foot brake can be adjusted if the brake linings are worn.
- Open and tilt the overhead guard to the second detent

- Slowly press the lever (9) with the hand
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- The lever must then be approx. 20 mm from the end stop of the lever
E01 / Chapter 1
- For the adjustment, loosen the locknuts (12) at the threaded pin (11) and adjust the threaded pin
- Tighten the locknuts (12) again
5.2.3 ADJUSTING THE HAND BRAKE
- Open and tilt the overhead guard to the second detent.

- Press the release button of the hand brake (1)
- Slowly engage the hand brake (1) while watching the lever (9).
- The lever must move jointly with the hand brake lever until the point of higher spring pressure (brake lining
contacts the brake disc) is reached.
- Release the release button.
- The brake must be applied when the hand brake has clicked five times.
- If an adjustment is necessary, loosen the locknut (3) for the hand brake cable on the hand brake lever
to adjust the tension of the hand brake cable (4) with the adjusting nut (2).
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Section
5
5
Page
Section
6
5
Service Training
E01 / Chapter 1
336 804 4601.1203
Section 6
6 ELECTRICAL EQUIPMENT
6.1 INTRODUCTION
CAUTION
Prior to performing work on the electrical equipment, make sure that the battery
connector has been disconnected and the capacitor voltage has dissipated. The capacitors
in the power units are automatically discharged through the discharging circuit. This
process may take up to three minutes. To ensure that the capacitors are discharged, check
the capacitor voltage between the connections 1 and 2 on the power unit (with battery
connector disconnected). The voltage should be less than 5 Volts.
CAUTION
Do not dismantle electrical components of the truck whilst the truck is connected to the
battery. This also applies to the withdrawal of plug connectors. The following instructions
must be observed whenever work is being performed on the electrical equipment:
- Jack truck drive wheels clear of the floor.

- Securely chock truck in position.
- Actuate emergency isolator.
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- Disconnect battery.
- Wait for the capacitors in the intermediate circuit to discharge.
- Prior to putting the truck back into service, perform test with truck still raised.
Section 6
6.2 TRACTION DRIVE
6.2.1 GENERAL INFORMATION
The use of shunt motors as drive motors offers the following advantages:
- Reversal of the direction of movement is possible without direction contactors

- Regenerative operation can be achieved without contactors
- Simple, optional field weakening without additional components
- Improved cornering capability
- Improved temperature monitoring in the power unit
- Stable speed maintained with different loads.
Motor speed
Shunt motor
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Series motor
Armature
current
In the shunt motor, the field winding is not connected in series with the armature winding. The field winding
is controlled by means of a separate power unit. Speed and direction of rotation of the motor can be
controlled according to the polarity and the flow of current in the field winding. The direction of the current
in the armature winding remains the same (except in the braking mode).
Positive batte-
ry terminal
Field transistor bridge

Armature Field current
current IA IF
Bottom Transistor
Negative bat-
tery termimal
Section 6
6.2.2 PRINCIPLE OF OPERATION
The shunt control operates with a clock frequency of 16 kHz. Since the direction of travel is controlled via
the exciter field, no direction contactors are required. The electrical system incorporates two power units,
which drive the three motors. The power unit A1 integrates the main-current unit for the left traction motor
and the pump motor. The power unit 1A1 includes the main-current unit for the right traction motor.
The system is activated through the controller A2. A starting contactor K1 is provided for the entire
electrical system; this contactor is activated after the key switch has been switched on.
To control the motor speed, the armature voltage is controlled according to the position of the accelerator,
via the bottom transistor and the exciter field. This occurs in proportion to the travel speed and the motor
current.
When accelerating, the armature voltage and the exciter current are increased initially. When a speed of
approx. 8 km/h has been reached, the exciter current is kept constant so that there is a constant current
of approx. 17 A per traction motor is obtained in the exciter field. The voltage at the armature winding
continues to increase, until at about 14 km/h the full battery voltage is applied to the armature winding. When
a speed of approx.10 km/h has been reached, the exciter current is reduced, until at a speed of approx.
16 km/h there is an exciter current of 4.5 A. With high torque loads and low speed, a field current in the
shaded area is possible.
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Field current A
Speed in km/h
Armature voltage in V
Speed in km/h
Section 6
When the truck is stationary, an alternating current is applied to the exciter coil in order to prevent residual
magnetism being generated in the exciter coil. If the truck started to move, residual magnetism would
cause a further acceleration of the traction motors. This alternating current is generated by alternately
switching on the field transistor bridge for brief periods.
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Section 6
6.2.2.1 FORWARD DIRECTION
For the forward direction, both top transistors of the power units 1A1 and A1 are switched on. The field
winding of the two traction motors is excited by supplying a clock pulse (16 kHz) to the field transistors
in the two power units. Field transistors S5/S8 are activated for the right-hand motor, field transistors S9/
S12 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the
power units.
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6.2.2.2 REVERSE DIRECTION
For the reverse direction, both top transistors or the power units 1A1 and A1 are switched on. The field
winding of the two traction motors is excited by supplying a clock pulse to the field transistors in the two
power units. Field transistors S7/S6 are activated for the right-hand motor, field transistors S10/S11 for
the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power
units.
Section 6
6.2.2.3 FREE-WHEEL CIRCUIT
When the bottom transistor is switched off, an induced voltage is generated in the armature windings of
the traction motor. This induced voltage is reduced via the activated top transistor and the top diode.
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6.2.2.4 REGENERATIVE BRAKING
If the accelerator pedal is returned to the neutral position, or if the pedal is moved in the opposite direction,
regenerative braking is automatically activated. During the braking operation, the generator current
produced by the traction motor is fed back into the battery. At the start of the braking phase, the top
transistor is switched off, and the field winding is excited in the opposite direction. This causes the motors
to operate in the regenerative mode when the traction motors are activated. The generator voltage or
generator current is regulated by the clock pulses of the bottom transistor and the field transistor bridge.
Section 6
6.3 POWER UNITS
6.3.1 GENERAL
The truck has two separate power units. The power unit 1A1 controls the right-hand traction motor 1M1,
the power unit A1 controls the left-hand traction motor 1M2 and the pump motor 2M1. The power units
are equipped with a 29-pole connector through which they are linked to the controller. The main-current
connections of the power transistors are brought to the outside through stud bolts. The motor cables are
connected to these studs.
Each power unit independently administers the associated motor. The power unit contains a total of six
MOSFET transistors for the traction motor. Two transistors control the armature winding of the traction
motor. The top transistor is always switched on during normal driving operation. The bottom transistor
controls the armature voltage. The shunt winding of the traction motor is controlled through a bridge circuit
consisting of four transistors. This bridge circuit enables the flow of current in the shunt winding to be
controlled in both directions. Information on the desired torque and speed of rotation of the motor is supplied
by the controller to the power unit through the PWM signals for the individual transistors.
The power units integrate the current feedback value transducers which serve to determine the motor
current. Thermal sensors are provided in the area of the power transistors to monitor the temperature of
the transistors. As soon as the transistor temperature reaches 75 °C, the motor current is reduced
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continuously. Monitoring of the temperature and the associated power reduction or complete shut-down
is initiated by the controller.
The intermediate-circuit capacitors are situated underneath the cover. These capacitors serve for
buffering the battery voltage.
The power units are monitored by the controller A2, by monitoring the voltages at the various transistors.
Section 6
Assembly of the power units:
- Prior to starting the assembly work, disconnect the battery connector

- Remove dust and foreign objects from the bolting surface of the power modules in the area of the heat
sink.
- Remove dust and foreign objects from the bolting surface of the counterweight.
- With the help of a spatula, apply a very thin (1/10 mm) layer of heat conduction paste WP12 to the power
module's fastening surface, to reduce the heat transfer resistance between the power module and the
counterweight.
- Position power module in correct position.
- Alternatingly tighten the M10 x 35 hexagon socket screws. The tightening torque is 40 Nm.
- Screw-on main-current leads and monitoring leads for feedback of the capacitor voltages to the power
unit. Tightening torques: Battery and motor leads 8 - 10 Nm , Exciter winding leads: 3.5 Nm.
NOTE: Be sure to connect the black/white lead to the power unit A1 connection :2 and the black/yellow
lead to the power unit 1A1 connection :2. Failure to observe this requirement will cause the
truck to malfunction.
- Insert and lock plug connector on the power unit.
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NOTE: Be sure to tighten the M10 x 35 hexagon socket screws with the correct torque to ensure good
contact of the power modules with the supporting surface. After 30 min tighten the hexagon
socket heads screws once more alternately as the layer of heat conduction paste may change
over this period.
6.3.2 POWER UNIT A1
1
3 4 5 6 7
Section 6
Main-circuit connections
1 Negative connection for the power unit

2 Positive connection for the power unit
3 Drain connection for the power transistor for the pump motor D2
4 Field winding connection F1 for the left-hand traction motor
5 Armature connection A2 for the left-hand traction motor
6 Field winding connection F2 for the left-hand traction motor
7 Armature connection A1 for the left-hand traction motor
Connector pin assignment X11
1 PWM transistor signal for pump motor 2M1

2 0 V for PWM transistor signal for pump motor 2M1
3 Not used
4 Field voltage of traction motor 1M2
5 Not used
6 Actual current transducer signal, traction motor 1M2
7 0 V for actual current transducer 1M2
8 Not used
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9 Not used
10 Not used
11 Not used
12 PWM signal for top transistor, armature of traction motor 1M2
13 0 V for PWM transistor signal, traction motor 1M2
14 Voltage of top transistor, armature, traction motor 1M2
15 Voltage of bottom transistor, armature, traction motor 1M2
16 Chip temperature Mosfet transistors 1M2
18 Not used
19 0 V for PWM transistor signal for pump motor2M1
20 PWM signal for bottom transistor, armature of traction motor 1M2
21 PWM signal for field transistors S9/S12, traction motor 1M2
22 PWM signal for field transistors S11/10, traction motor 1M2
24 Not used
25 Fault signal, power unit 1M2
27 Not used
28 + 24 V power supply from voltage transformer
29 Battery negative supply
Section 6
6.3.3 POWER UNIT 1A1
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Main-circuit connections
1 Negative connection for power unit

2 Positive connection for power unit
8 Armature connection A1 for the right-hand traction motor
9 Field winding connection F2 for the right-hand traction motor
10 Armature connection A2 for the right-hand traction motor
11 Connection of field winding F1 for the right traction motor
Connector pin assignment 1X13
1 PWM signal for top transistor for armature of traction motor 1M1
2 PWM signal for bottom transistor for armature of traction motor 1M1
3 0 V for actual current transducer 1M1
4 Signal of actual current transducer, traction motor 1M1
5 Voltage of bottom transistor for armature of traction motor 1M1
8 Not used
9 PWM signal for field transistor S5/S8, traction motor 1M1
10 PWM signal for field transistor S7/6, traction motor 1M1
11 0 V for PWM transistor signal traction motor 1M1
13 Voltage of top transistor for armature of traction motor 1M1
15 +24 V power supply from voltage transformer
16 Battery negative supply
Section 6
6.3.4 POWER UNIT TEMPERATURE MONITORING
The two power units also contain temperature sensors to measure the temperature of the power
transistors. The power of the motors is reduced in accordance with the temperature measured.
6.3.4.1 POWER TRANSISTORS OF THE TRACTION DRIVE
If the temperature of the MOSFET transistors in the power unit rises to a value above 70 °C the maximum
available motor power is reduced. At a temperature of 80°C, only 50% of the maximum motor power is
available.
If the temperature reaches a value > 70 °C, a fault is signalled. Fault 58 is memorised for the power unit
1A1, fault 68 for the power unit A1.
Power
in %
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Temperature
in °C
Section 6
6.3.4.2 POWER TRANSISTORS OF THE WORKING HYDRAULICS
If the temperature of the MOSFET transistors in the power unit rises to a value above 90 °C, the maximum
available motor power is reduced. At a temperature of 110°C the pump motor is no longer activated.
If the temperature reaches a value > 90 °C, a fault is signalled. Fault 28 is memorised for the power unit
A1.
Power
in %
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Temperature
in °C
NOTE
To ensure proper operation of the truck, correct dissipation of the heat generated by the
power units is essential. Overheating of the power units may result from the following
causes:
Incorrect assembly of power units
Incorrect application of the heat conduction paste (film too thick)
Problems with the fan
Sluggish movement of the motor (Bearings, gearbox, brake, pump)
Overloading of the motor
In addition, proper functioning of the fans is important. Clean the filters within the
framework of periodic inspection and maintenance and check their proper functioning.
To test the fans, pull off connector from one of the traction motors or the pump motor: All
fans should operate when this has been done.
E01 / Chapter 1
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Service Training
Page
Section
13
6
Section 6
6.4 POSITION OF CONNECTORS
6.4.1 TRUCKS WITH INDIVIDUAL CONTROLLERS
9X10
1X3 1X1
1X8 1X7
6X9
X5
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5X13
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X9 4X1
9X8
2X2
2X6 2Y1-2Y9
9X12 1X4
1X5
2X3
1X10 2X4
1X6
1X2
2X5
6X1
9X7
X1
X2
9X11 X10
X8
X4
X12
2X1 X11 1X11 X3,X7 X31 1X12 1X13
Section 6
X1 2-pole Connector - Main/ end cable harness Counterweight, electrical equipment, left
X2 10-pole Connector - Main/ end cable harness Counterweight, electrical equipment, left
X3 2-pole Connector - Microswitch S2 emergency stop Counterweight, electrical equipment, under LLC
X4 2-pole Connector - Contactor coil K1 Counterweight, electrical equipment, left
X5 2-pole Connector - Reed contact switch 3S1 - Steering Steering control valve
X7 4-pole Connector - Steering position sensor 3B1 Counterweight, electrical equipment, under LLC
X8 6-pole Connector - Voltage transformer U1 Counterweight, electrical equipment, left
X9 3-pole Connector - Overhead guard switch S4 Overhead guard, behind steering column cover
X10 Battery connector Counterweight, electrical equipment, right
X11 29-pole Connector - Traction electronics - Power unit A1 Counterweight, electrical equipment, left
X12 6-pole Connector - Charging/ discharging circuit Counterweight, electrical equipment, left
X31 Battery negative connection Central battery negative connection,conduct. rail
1X1 4-pole Connector - Speed sensor 1B1 Fastening plate on right traction motor
1X2 4-pole Diagnostic connector - Traction electronics Behind switch cover to the left of the steering col.
1X3 4-pole Connector - Speed sensor 1B2 Fastening plate on left traction motor
1X4 3-pole Connector - Hand brake switch 1S4 Above control valve of working hydraulics
1X5 3-pole Connector - Stop pedal switch 1S5 Underneath floor plate, overhead guard
1X6 2-pole Connector - Seat switch S3 On the right at the back of the driver's seat right
1X7 4-pole Connector - Right-hand traction motor 1M1 Fastening plate on right-hand traction motor
1X8 4-pole Connector - Left-hand traction motor 1M2 Fastening plate on left-hand traction motor
1X10 4-pole Connector - Accelerator 1A4 Underneath floor plate, overhead guard
1X11 42-pole Connector - Traction electronics1A2 Counterweight, electrical equipment, in the middle
1X12 42-pole Connector - Traction electronics 1A2 Counterweight, electrical equipment, in the middle
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1X13 16-pole Connector - Power unit 1A1 Counterweight, electrical equipment, right
2X1 2-pole Connector LLC 2A1 Counterweight, electrical equipment, left
2X2 4-pole Connector - Speed sensor 2B8 Fastening plate, pump motor
2X3 6-pole Connector - Joystick 2B1 Underneath joystick arm rest
2X4 6-pole Connector - Joystick 2B2 Underneath joystick arm rest
2X5 4-pole Diagnostic connector LLC Behind switch cover to the left of the steering col.
2X6 4-pole Connector - Pump motor 2M1 Fastening plate, pump motor
4X1 2-pole Connector - Horn switch 4S1 Behind switch cover to the right of the steering col
5X13 3-pole Connector - Flashing control Behind switch cover to the right of the steering col
6X1 4-pole Diagnostic connector - Composite instrument Behind switch cover to the left of the steering col.
6X9 36-pole Connector - Composite instrument 6P2 To the right of the steering column on com. instr.
9X7 4-pole Connector - Power supply SA On the right at the back undern. overhead guard
9X8 6-pole Connector - Direction switch, single-pedal 1S13 Behind switch cover to the right of the steer. col.
9X10 2-pole Connector - Fan 9M1 On the fan traction/pump motor
9X11 2-pole Connector - Fan 9M2 On the counterweight, electrical equipment, left
9X12 2-pole Connector - Fan 9M3 In the wheel case, on the left
Section 6
6.4.2 TRUCKS WITH COMBINATION CONTROLLER
X9
4X1
1X7
1X8
5X13
6X9
1X2
2X5
6X1
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9X10
1X4
1X5
1X10 2X3
2X4
9X8
9X7
2X2
2X6 1X6
9X12
X10 X31
X7
X1 X11 X8 1X13
X2 X12
9X11 X13
Section 6
Connector Position Function
X1 42-pole Electrical equipment, LH side Connector to main cable harness

X2 10-pole Electrical equipment, LH side Connector to main cable harness
X4 2-pole Underneath controller Main contactor K1
X7 4-pole Electrical equipment, RH side Steering position sensor 3B1
X8 6-pole Underneath controller Voltage transformer U1
X9 3-pole Underneath cover on the steering col. Overhead guard switch S4
X10 2-pole On rear batterycompartment Battery connector
X11 29-pole Electrical equipment, RH side Power unit A1
X12 6-pole Underneath controller Charging circuit
X13 121-pole Electrical equipment, middle Controller A2
X31 Electrical equipment, RH side Central negative connection
1X2 4-pole Operator panel, front left Diagnostic connector - Traction
1X4 3-pole On hand brake lever Hand brake switch 1S4
1X5 3-pole Undernmeath floor plate Stop pedal switch 1S5
1X6 2-pole Underneath driver's seat Seat switch S3
1X7 4-pole On RH traction motor Thermal sensor 1B4, carbon brush switch
1X8 4-pole On LH traction motor Thermal sensor 1B5, carbon brush switch
1X10 4-pole Underneath floor plate Accelerator 1A4
1X13 29-pole Electrical equipment, LH side Power unit 1A1
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2X2 4-pole On pump motor Speed sensor 2B8

2X3 6-pole In arm rest Joystick 2B1
2X4 6-pole In arm rest Joystick 2B2
2X5 6-pole Operator panel, front left Diagnostic connector - Lifting
2X6 4-pole On pump motor Thermal sensor 2B3
2X7 29-pole On power unit 2A1 Power unit 2A1
3X1 4-pole On front cross member Steering sensor 3B2
4X1 2-pole Underneath covering of steering colum Horn switch 4S1
5X13 3-pole Operator panel, front right Flashing control
6X1 6-pole Operator panel, front left Diagnostic connector, composite instrument
6X9 36-pole Operator panel, front right Composite instrument 6P2
9X7 6-pole Underneath the cabin- driver's seat Connector for special equipment
9X8 6-pole In arm rest Direction switch 1S13 - Single pedal
9X10 2-pole Chassis front left Fan 9M1 Engine compartment
9X11 2-pole Electrical equipment, LH side Fan 9M2 Electrical equipment
9X12 2-pole On pump motor Fan 9M3 Pump /traction motor
Section 6
6.5 FUSES
6.5.1 TRUCKS WITH INDIVIDUAL CONTROLLERS
Control-circuit fuses
1 6F1 Fuse, composite instrument, discharge indicator, 10 A

2 1F2 Fuse, ahead of key switch, 10 A
3 4F3 Fuse, horn, 5 A
4 1F4 Fuse, fan of the power units, 5 A
5 1F5 Fuse downstream of 24 V voltage transformer, 5 A
6 1F6 Fuse, charging circuit, power unit 1A1, 5 A
7 F7 Fuse, charging circuit, power units, 10A
8 F8 Fuse, charging circuit, power unit A1, 5 A
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CAUTION
Do not use fuses intended for automobile use. The control-circuit fuses are filled with
special-purpose quartz sand and are rated for a higher voltage range. The use of
automotive fuses will involve a fire hazard.
Main-circuit fuses
11 F2 Fuse for left-hand traction motor and pump motor, 355 A

12 F1 Fuse for right-hand traction motor, 250 A
Section 6
6.5.2 TRUCKS WITH COMBINATION CONTROLLER
Control-circuit fuses
1 6F1 Fuse, composite instrument discharge indicator, 10 A

2 1F2 Fuse, ahead of key switch, 10 A
3 4F3 Fuse, horn, 5 A
4 1F4 Fuse, fan of the power units, 5 A
5 1F5 Fuse downstream of 24 V voltage transformer, 5 A
6 1F8 Fuse, charging circuit, power unit 1A1, 5 A
7 F7 Fuse, charging circuit , power units, 10A
8 F8 Fuse, charging circuit, power unit A1, 5 A
CAUTION
Do not use fuses intended for automobile use. The control-circuit fuses are filled with
special-purpose quartz sand and are rated for a higher voltage range. The use of
automotive fuses will involve a fire hazard.
Main-circuit fuses
11 F2 Fuse for left-hand traction motor and pump motor, 355 A

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E01 / Chapter 1
12 F1 Fuse for right-hand traction motor, 250 A

Section 6
6.6 CONTROL CIRCUIT - INDIVIDUAL CONTROLLERS
6.6.1 TRACTION CONTROLLER
The traction electronics is fitted on a plate above the two power units, together with the lifting electronics.
Two 42-pole connectors are connected with the truck's main cable harness.
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1 2 3 4 5 6 7 8 9 10 1 2 3 4 5 6 7 8 9 10
11 12 13 14 15 16 17 18 19 11 12 13 14 15 16 17 18 19
20 21 22 23 24 25 26 27 28 29 20 21 22 23 24 25 26 27 28 29
115_06-9
1X12 1X11
NOTE: To install a new controller into the truck, you first need to calibrate the accelerator and the
steering position potentiometer, and then program the type of axle.
Calibration of accelerator LDC diagnosis, window 8
Calibration of steering position potentiometer LDC diagnosis, window 81
Programming of axle type LDC diagnosis, window 81
Failure to perform this calibration on a new controller will cause the truck to travel at a significantly reduced
speed.
Section 6
Pin assignment, connector 1X11
Connection Colours Functions
1 .......................... Black/brown ...... Voltage at intermediate-circuit capacitor of A1

.......................... Red /orange ...... Panorama trucks- accelerator signal 1A5
2 .......................... Black/red ........... Input for battery voltage + 80 V
3 .......................... Brown ................ Output from relay driver 9K3 + 24 V
4 .......................... Violet ................. Output from relay driver 5K2 + 24 V
5 .......................... Blue ................... Switch input - speed reduction
6 .......................... Green ................ Input signal from microscwitch S2 emergency stop
7 .......................... Yellow ............... Neutral position signal from direction switch 1S13 - single pedal
8 .......................... Black ................. Forward signal from direction switch 1S13 - single pedal
9 .......................... Grey .................. Signal from hand brake switch 1S4
10 .......................... Grey/orange ...... Overtemperature signal - composite instrument
11 .......................... White/orange ..... Voltage at intermediate-circuit capacitor of 1A1
12 .......................... Red/violet .......... 15 V power supply for curve sensor and accelerator
13 .......................... Red/white .......... 24 V power supply from voltage transformer
14 .......................... Red/white .......... 24 V power supply from voltage transformer
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15 .......................... White/black ....... Positive drive, contactor coil, main contactor K1

16 .......................... Brown/violet ...... Negative drive, contactor coil, main contactor K1
17 .......................... Brown/grey ........ Activation signal, operating hours, traction
18 .......................... Black/violet ........ Activation signal, charging relay K2
19 ...................................................... Not used
20 .......................... Violet/green ....... Panorama trucks, signal from switch 1S7, normal seat position
21 .......................... Black/orange ..... Input signal, seat switch S3 and cabin switch S4
22 .......................... White ................. Reverse signal from direction switch 1S13, single-pedal
23 .......................... Blue ................... E25/E30 code
.......................... Grey/orange ...... Panorama trucks, overtemperature signal, composite instrum.
24 .......................... Red ................... Accelerator signal 1A4 (demand value)
25 ...................................................... Not used
26 ...................................................... Not used
27 .......................... Blue/green ......... Negative supply for steering position pot and accelerator
28 ...................................................... Not used
29 .......................... Blue ................... Negative supply for controller
30 .......................... Blue ................... Negative supply for controller
31 ...................................................... Not used
32 ...................................................... Not used
33 ...................................................... Not used
34 .......................... White ................. Serial interface- diagnostic connector
35 .......................... Green ................ Serial interface - diagnostic connector
36 .......................... Violet/orange ..... Panorama trucks, signal from switch 1S8 transverse seat pos.
37 ...................................................... Not used
38 .......................... Blue/orange ....... Stop pedal switch 1S5 (and 1S6 for panorama trucks)
39 .......................... Orange .............. Accelerator signal 1A4 (monitoring potentiometer)
40 .......................... Black/yellow ...... Steering position sensor 3B1
41 ...................................................... Not used
42 ...................................................... Not used
Section 6
Pin assignment, connector 1X12
Connection Colours Function
1 ...................................................... Not used

2 .......................... black/yellow ...... PWM signal, traction motor 1M2, field S11/S10
3 .......................... black/brown....... PWM signal, traction motor 1M2, field S9/S12
4 .......................... black/grey ......... PWM signal, traction motor 1M2 armature, bottom transistor
5 .......................... black/white ........ PWM signal, traction motor 1M2 armature, top transistor
6 ...................................................... Not used
7 .......................... violet .................. Fault signal from power unit for traction motor 1M1
8 ...................................................... Not used
9 .......................... grey/white.......... Voltage at top transistor of 1M1
10 .......................... white .................. Temperature signal from 1M1 power unit
.......................... orange/black ..... Panorama trucks - accelerator signal 1A5
11 .......................... yellow ................ Temperature signal from power unit of 1M2/2M1
12 ...................................................... Not used
13 ...................................................... Not used
14 ...................................................... Not used
15 .......................... black/blue .......... Negative supply, PWM signals 1M2
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16 .......................... grey/yellow ........ PWM signal, traction motor 1M1, field S7/S6
17 .......................... green/brown ...... PWM signal, traction motor 1M1, field S5/S8
18 ...................................................... Not used
19 ...................................................... Not used
20 .......................... orange ............... Fault signal from the power unit for traction motor 1M2
21 ...................................................... Not used
22 .......................... brown/white ....... Voltage at bottom transistor of 1M1
23 .......................... grey/yellow ........ Voltage at top transistor of 1M2
24 .......................... red/white ........... Current sensor signal 1M1
25 ...................................................... Not used
26 ...................................................... Not used
27 ...................................................... Not used
28 ...................................................... Not used
29 .......................... green/blue ......... Negative supply PWM signals, 1M1
30 .......................... green/grey ......... PWM signal, traction motor 1M1, armature, bottom transistor
31 .......................... green/white........ PWM signal, traction motor 1M1, armature, top transistor
32 ...................................................... Not used
33 ...................................................... Not used
34 ...................................................... Not used
35 ...................................................... Not used
36 ...................................................... Not used
37 .......................... brown/yellow ..... Voltage at bottom transistor of 1M2
38 .......................... red/yellow .......... Current sensor signal 1M2
39 ...................................................... Not used
40 ...................................................... Not used
41 ...................................................... Not used
42 .......................... blue/red ............. Negative supply for actual current transducer
Section 6
6.6.1.1 POWER SUPPLY
The 24 V power supply to the controller is provided through the connections 1X11:13 and 1X11:14. The
24 V supply is generated by the voltage transformer U1. The negative supply to the controller is provided
through the connection 1X11:29. In addition, the controller is connected to battery positive through 1X11:2.
Within the controller, this contact is connected to the traction safety relay contact. As soon as the safety
relay has been activated, the positive battery voltage is applied to the coil of the main contactor K1 through
the connection 1X11:15.
6.6.1.2 CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS
The capacitors in the intermediate circuits of the power units need to be charged before the main contactor
is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will
cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised
through 1X11:18. At the same time, the discharging relay K3 is activated, as this relay is directly supplied
by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1,
F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8) .
The capacitor voltage is fed back to the controller through 1X11:1 and X11:11. When the capacitors have
been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through
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1X11:16.
6.6.1.3 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS
As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate
circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging
resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact R3.
Resistances in the charging circuit
1R1 39 W R1 25 W R2 2 kW
6.6.1.4 ENABLING SIGNAL
The traction function is only activated, if the negative battery voltage is applied to the connection 1X11:21.
This negative signal is controlled by means of the cabin switch S4 and the seat switch S3.
6.6.1.5 ACCELERATOR
The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The
output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons,
the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer
signals are connected to the controller through 1X11:24 and 1X11:39.
Section 6
NOTE: The accelerator has no mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
6.6.1.6 SINGLE-PEDAL SWITCH
In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is
used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the
case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the
connections 1X11:8, 1X11:7 and 1X11:22. This provides the information that the truck is a twin-pedal
model.
In case of single-pedal trucks, the single-pedal switch provides a negative signal to the following
connections depending on the selected direction of movement,:
Neutral position 1X11:7
Forwards 1X11:8
Reverse 1X11:22
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From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of
movement, a battery negative signal activates the direction display on the composite instrument.
6.6.1.7 STEERING SENSOR
The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the
steering position. The output signal of the steering sensor is supplied to the controller through 1X11:40.
During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle.
If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the
opposite direction.
NOTE: On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done
using the LDC diagnosis, window 81.
6.6.1.8 HAND BRAKE SWITCH
While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to 1X11:9.
As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for
the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling
backwards.
The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been
applied, a signal lamp lights up in the composite instrument.
Section 6
6.6.1.9 STOP PEDAL SWITCH
The stop pedal switch 1S5 is connected to 1X11:38. While the stop pedal has not been depressed, 1S5
connects battery negative to the controller. On actuation of the stop pedal, the negative signal to 1X11:38
is disconnected and the truck speed is reduced to creep speed.
6.6.1.10 SWITCH-CONTROLLED SPEED REDUCTION
1X11:5 is connected to battery negative by way of the cable harness. If this connection is broken, the truck
will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis
in window 7.
6.6.1.11 TRUCK CODING
On activation of the key switch, the controller checks the type of truck in which it is installed. In the case
of trucks type E25/30 the cable harness contains a connection from battery negative to 1X11:23. This
negative signal serves for truck coding.
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6.6.1.12 RELAY DRIVERS
The controller has several relay drivers which serve to control special functions. On activation, all relay
drivers supply a voltage of 24 V. The relay drivers have the following functions:
Relay driver 1 1X11:4 Stop light relay 5K2
Relay driver 2 1X11:3 Options relay 9K3
Relay driver 3 1X11:17 Activation of operating hour meter on activation of traction/working

hydraulics
Relay driver 4 1X11:18 Charging relay K2
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
Vlgh Speed at which the relay driver is activated
b&f Reverse direction only, or both directions
fla Output is switched to continuous signal or pulsed operation
The stop light relay 5K2 and the options relay 9K3 are not normally fitted on the truck. They are used only
if a truck requires optional functions.
NOTE
Do not connect electric loads directly to the output relay driver circuits of the controller. Electric
loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement
may destroy the controller.
Section 6
6.6.1.13 MOTOR TEMPERATURE MONITORING
The truck is equipped with a temperature monitoring system, which controls the fans and the power output
of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument
by means of two relay contacts. The fans are permanently connected to battery negative on the one side.
The composite instrument provides a 24 V power supply by the composite instrument.
Fan 9M1 Motor compartment fan Activated by composite instrument 9X3:32
Fan 9M2 Power units Activated by key switch
Fan 9M3 Traction motors, pump motor Activated by composite instrument 9X3:34
The fans 9M1and 9M3 are switched on when the temperature of a motor reaches 80 °C. When the
temperature rises to 160 °C the power output of the traction motors or pump motor is reduced.
The power reduction is initiated by removing the the battery negative signal from 1X11:17.
The temperature of the motors is determined with the help of temperature sensors. The left-hand and right-
hand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on
the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The
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temperature sensors are monitored directly by the composite instrument 6P2.
Temperature Resistance Temperature Resistance

20 °C 576 W 100 °C 1000 W
40 °C 668 W 120 °C 1129 W
60 °C 769 W 140 °C 1268 W
80 °C 880 W 160 °C 1415 W
Resistance W
Temperature
°C
Section 6
6.6.1.14 EMERGENCY STOP MICROSWITCH
The microswitch at the emergency stop switch S2 has a safety function. If the emergency stop switch
is activated suddenly during regenerative braking, a very high generator voltage will build up in the traction
motors. As the microswitch is opened before the actual main-current contact of the emergency stop
switch, the signal at 1X11:6 is used to reduce the field excitation for the traction motors. This ensures that
the generator voltage cannot build up to an unacceptable level.
6.6.1.15 TRACTION MOTOR SPEED MONITORING
Speed monitoring of the two traction motors is performed by the traction electronics control program. The
speed is calculated by the controller on the basis of various parameters and displayed as parameter ns
(speed demand value) in the windows 61 and 62 .
Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in the
traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through 1X11:12.
Each speed sensor provides two output signals:
Speed sensor 1B1 Signal A connected to 1X11:20

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Speed sensor 1B1 Signal B connected to 1X11:19
Speed sensor 1B2 Signal A connected to 1X11:36
Speed sensor 1B2 Signal B connected to 1X11:37.
6.6.1.16 PANORAMA TRUCK
In the panorama version of the truck, the driver's seat is swivel-mounted. In addition, the truck has a
second set of pedals. The two seating positions (normal and transverse positions) are detected by two
microswitches.
Switch "normal position" S7 - battery negative signal to 1X11:20
Switch "transverse position" S8 - battery negative signal to 1X11:36
The second accelerator 1A5 is provided with a 14.3 V power supply through 1X11:12. The two accelerator
signals are connected to 1X11:1 and 1X12:10. The signal from the second stop pedal switch 1S6 is
connected in series with the stop pedal switch 1S5 and supplied to 1X11:38.
Section 6
6.6.2 CONTROLLER FOR THE WORKING HYDRAULICS
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1 21 3 4 5 6 7 8 9 10 11 12 13 14
15 16 17 18 19 20 21 22 23 24 25 26 27 28
29 30 31 32 33 34 35 36 37 38 39 40 41 42
115_06-10
Section 6
Pin assignment 2X1
Connection Colours Function
1 .......................... black/brown ....... Voltage at intermediate-circuit capacitor of A1

2 .......................... black/red ........... Input for battery voltage
3 .......................... black/white ........ Free wheel diode, valve block 1
4 .......................... black/white ........ Free wheel diode, valve block 2
5 .......................... blue/white .......... Negative drive, proportional valve, Lifting 2Y2
6 .......................... blue/black .......... Negative drive, proportional valve, Lowering 2Y1
7 .......................... red/orange ......... Fault, power unit 2M1
8 .......................... brown/violet ....... Feedback from contactor coil of main contactor K1
9 .......................... black/violet ........ Shut-down contact of discharge indicator (battery negative)
10 .......................... green/white........ Drive signal, joystick lifting/lowering
11 .......................... green/violet........ Monitoring signal, joystick lifting/lowering
12 .......................... red/grey ............. + 15 Volt power supply for 2B1;2B2; 2B8
13 .......................... red/yellow .......... 24 V power supply from voltage converter
14 ...................................................... Not used
15 .......................... black/white ........ 80 V power supply for the valves
16 .......................... blue/violet .......... Negative drive, safety valve 2Y9
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17 .......................... blue/brown......... Negative drive, proportional valve Tilt forwards2Y3

E01 / Chapter 1
18 .......................... blue/orange ....... Negative drive, proportional valve Tilt backwards 2Y4
19 .......................... blue/red ............. Negative drive, proportional valve Aux. hydraulics 1A
20 .......................... blue/green ......... Negative drive, proportional valve Aux. hydraulics 1B
21 .......................... brown /green ..... Enabling signal, cabin switch, seat switch
22 .......................... orange ............... Speed sensor signal, pump motor 2M1
23 .......................... green/grey ......... Drive signal, joystick, tilt forwards/backwards
24 .......................... green ................. Monitoring signal, joystick, tilt forwards/backwards
25 .......................... green/yellow ...... Drive signal, joystick aux. hydraulics 1
26 .......................... brown ................ Negative supply for 2B1, 2B2, 2B8
27 ...................................................... Not used
28 ............................grey/violet.......... PWM signal 2M1
29 .......................... blue ................... Negative supply for controller
30 .......................... blue ................... Negative supply for controller
31 .......................... blue/grey ........... Negative supply for proportional valve Aux. hydraulics 2 A
32 .......................... blue yellow ........ Negative supply for proportional valve Aux. hydraulics 2 B
33 ...................................................... Not used
34 .......................... white .................. Serial interface, diagnostic connector
35 .......................... green ................. Serial interface, diagnostic connector
36 .......................... white/yellow ....... Signal, steering control valve switch 3S1
37 .......................... green/red ........... Drive signal, joystick aux. hydraulics 2
38 .......................... green/black ....... Monitoring signal, joystick auxiliary hydraulics 2
39 .......................... green/orange ..... Monitoring signal, joystick auxiliary hydraulics 1
40 .......................... violet .................. Temperature signal, power unit A2
41 ...................................................... Switching input for speed reduction
42 .......................... grey/brown ........ Negative supply for PWM control of 2M1
Section 6
6.6.2.1 POWER SUPPLY
The power supply for the LLC controller is provided by the voltage transformer U1. The 24 V output voltage
of the transformer is connected via the control current fuse 1F5 to connection 2X1:13 of the LLC controller.
In addition, battery negative is supplied to the controller through 2X1:2.
As soon as the power supply is applied, a power supply of approx. 15 V (14.3V) is generated for the
joysticks 2B1, 2B2 and the speed sensor 2B8. The battery voltage and the stabilised power supply can
be checked in window (6) of the LLC diagnosis.
The working hydraulics function is activated only when a battery negative signal is present at 2X1:21. This
negative signal is controlled by the cabin switch S4 and the seat switch S3.
6.6.2.3 JOYSTICK SIGNALS
The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor
proper joystick functioning two potentiometers for each working function are integrated into the joystick.
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The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks
are supplied with a voltage of 14.3 V through 2X1:12. The negative supply is supplied through 2X1:26.
The output signals of the joysticks control the pump motor speed of rotation and activate the control
circuitry of the respective solenoid valve.
Joystick output signals:
Joystick 2B1 Lifting /Lowering - Drive signal 2X1:10

Joystick 2B1 Lifting/Lowering - Reference signal 2X1:11
Joystick 2B1 Tilting - Drive signal 2X1:23
Joystick 2B1 Tilting - Reference signal 2X1:24
Joystick 2B2 Aux. hydr. 1 - Drive signal 2X1:25

Joystick 2B2 Aux. hydr. 1 - Reference signal 2X1:39
Joystick 2B2 Aux. hydr. 2 - Drive signal 2X1:37
Joystick 2B2 Aux. hydr. 2 - Reference signal 2X1:38
NOTE: Following a controller or joystick replacement, you will need to re-calibrate the joystick within
the framework of LLC diagnosis in Window 8 or 81.
Prior to replacing the joystick, check joystick function by means of the "Joystick test" within
the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/
01. Submission of joysticks without completely filled up data sheet SI 202/01 or printout of the
respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim
being dismissed.
Section 6
6.6.2.4 VALVE ACTIVATION
To control the hydraulic functions, the control valve of the working hydraulics is equipped with current-
controlled proportional valves. The coil current causes the valve spool to be positioned within the valve.
For safety reasons the valve block additionally carries two switching valves.The safety valve 2Y9 is
always activated by the controller as soon as a joystick is actuated..
The battery voltage is supplied to the controller through 2X1:2. This connection is connected internally to
the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied
to 2X1:15, supplying all valve coils with a positive voltage.
The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with
a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions.
Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64.
Valve coil pin assigment
2Y1 Proportional valve Lowering 2X1:6

2Y2 Proportional valve Lifting 2X1:5
2Y3 Proportional valve Tilting forwards 2X1:17
2Y4 Proportional valve Tilting backwards 2X1:18
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2Y5 Proportional valve Aux. hydr. 1B 2X1:19

E01 / Chapter 1
2Y6 Proportional valve Aux. hydr. 1A 2X1:20

2Y7 Proportional valve Aux. hydr. 2B 2X1:31
2Y8 Proportional valve Aux. hydr. 2A 2X1:32
2Y9 Safety valve (switching function) 2X1:16
6.6.2.5 SWITCH-CONTROLLED REDUCTION OF WORKING SPEED
If 2X1:41 is connected to battery negative, a reduced working speed is activated. This connection can be
used, for example, to connect a mast switch, to limit the working speed when a specific lifting height has
been reached. The desired reduced speed can be set within the framework of LLC Diagnosis in the
windows 74 and 76. The lead with the contact socket on the 41-pole connector of the controller is not
installed in the truck and has to be retrofitted, if desired.
6.6.2.6 REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE
The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon
as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30
to the controller 2X1:9 is disconnected. This means that the lifting speed is reduced. The maximum speed
of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis.
6.6.2.7 REED SWITCH 3S1 OF STEERING CONTROL VALVE
The Reed switch 3S1 serves to activate the pump motor on movement of the steering wheel.This switch
is screwed into the steering control valve and is switched on during steering action. The switch then applies
a battery negative signal to 2X1:36, and the pump motor is switched on with a set basic speed.
The basic speed is 650 min -1.

Section 6
6.7 CONTROL CIRCUIT - COMBINATION CONTROLLERS
6.7.1 GENERAL
ELECTRONIC CONTROLLER A2
CAUTION
Do not open the controller, as this may cause the destruction of sealing elements. Do not
touch the contacts of the connector - this may destroy internal components through static
electricity.
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Connector X13
The A2 controller contains the complete control system for the traction drive, working hydraulics and
steering function. The controller is equipped with two microcontrollers. The first of these microcontrollers
controls the traction function and serves as backup system for the working hydraulics.The second
controller controls the working hydraulics and serves as backup system for the traction function. In the
event that a fault is discovered within the controller, the controller immediately takes steps to ensure the
full safety of the truck. These steps may include e.g. the reduction of the speed of a specific function, or
the complete shutdown of the truck.
The controller has a 121-pole connector, which is connected to the truck's main cable harness. The two
power units are activated directly by the controller.
NOTE: Following the installation of a new controller in the truck you first need to calibrate the
accelerator, the steering potentiomter and the joysticks. .
Calibration of accelerator LDC Diagnosis, window 8 (diagnostic connector 1X2)
Calibration of steering potentiometer LDC Diagnosis, window 81 (diagnostic connector 1X2)
Calibration of joysticks LLC Diagnosis, windows 8 and 81 (diagnostic connector

2X5)
Failure to perform the calibration on a new controller will cause the truck speed and the speed of the working
hydraulics to be significantly reduced.
Section 6
6.7.2 PIN DESIGN OF CONNECTOR X13
81
Window
1 Activation of main contactor K1 negative ....................................................... LDC F5 K1:

2 Controller power supply, negative
3 Activation of main contactor K1 positive ........................................................ LDC F6 ub:
4 Battery positive for safety relay - traction
5 Controller 24 V power supply
6 No function
7 No function
8 PWM signal 1M1, field, S5 / S8 .................................................................... LDC F61 zf:
9 PWM signal 1M1, armature, top transistor ..................................................... LDC F61 ut:
10 PWM signal 1M2, field, S11 / S10 ................................................................. LDC F62 zf:
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11 PWM signal 1M2, armature, bottom transistor ............................................... LDC F62 ub:
12 PWM signal 1M2, armature, top transistor ..................................................... LDC F62 ut:
13 PWM signal 2M1 ............................................................................................ LLC F6 ns:
14 Mosfet chip temperature, pump motor ........................................................... LLC F6 tc3:
15 Fault signal from power unit A1 traction motor 1M2 ....................................... LDC F5 PWM:
16 Fault signal from power unit A1 pump motor 2M1 .......................................... LLC F6 pwm:
17 Reverse signal from direction switch, single-pedal 1S13 .............................. LDC F4 1S13:
18 Channel A, speed sensor 1B2 (UPA only) ................................................... LDC F61 vm:
19 No function
20 Signal of actual current transducer, power unit A1 ........................................ LDC F62 ia:
21 No function
22 Feedback, intermediate-circuit voltage, power unit 1A1 ................................ LDC F61 uc:
23 Feedback of field voltage, power unit 1A1, traction motor 1M1
24 Feedback of field voltage, power unit A1, traction motor 1M2
25 No function
26 No function
27 PWM signal 1M1, field, S7 / S6 ..................................................................... LDC F61 zf:
28 PWM signal 1M, armature, bottom transistor ................................................. LDC F61 ub:
29 0 V for PWM signals, power unit 1A1, traction motor 1M1
30 PWM signal 1M2, field, S9 / S12 .................................................................... LDC F62 zf:
31 0 V for PWM signals, power unit A1, traction motor 1M2
32 Negative supply, driver stages, power unit A2
33 Enabling signal from seat switch S3 and cabin switch S4 ............................ LDC F4 S3/4:
34 Fault signal from power unit 1A1 traction motor 1M1 ..................................... LDC F5 PWM:
35 Signal from hand brake switch 1S4 ............................................................... LDC F4 1S4:
36 Forward signal from direction switch, single-pedal 1S13 ............................... LDC F4 1S13:
37 Channel A speed sensor 1B1 (UPA only) ..................................................... LDC F61 vm:
38 No function
39 Signal of actual current sensor, power unit 1A1 ............................................ LDC F61 ia:
Section 6
40 No function
41 Feedback of intermediate-circuit voltage, power unit A1 ............................... LDC F62 uc:
42 Feedback of field voltage, power unit 1A1, traction motor 1M1
43 Feedback of field voltage, power unit A1, traction motor 1M2
44 Output, relay driver 1 (Relay 5K2, stop light) ................................................. LDC F5 5K2:
45 Output, relay driver 2 (Relay 9K3, optional function) ..................................... LDC F5 9K3:
46 ISO-K for LLC diagnosis
47 No function
48 No function
49 ISO-K for LDC diagnosis
50 15 V power supply for joysticks ..................................................................... LLC F6 u+:
51 Temperature rise signal, traction drive, from composite instrument .............. LDC F4 Redu:
52 Coding signal 1
53 No function
54 Signal from stop pedal switch 1S5 ................................................................. LDC F4 1S5:
55 No function
56 Channel B, speed sensor 1B2 (UPA only) .................................................... LDC F62 vm:
57 Mosfet chip temperature, traction motor 1M1 ................................................ LDC F63 tc1:
58 Steering potentiometer signal ......................................................................... LDC F6 us:
59 Accelerator signal 1 ....................................................................................... LDC F6 u1:
60 15 V supply for accelerator, steering potentiometer ...................................... LDC F6 u+:
336 804 4601.1203

E01 / Chapter 1
61 Feedback of voltage of top transistor, power unit 1A1 ................................... LDC F61 ut:
62 Feedback of voltage of top transistor, power unit A1 ..................................... LDC F62 ut:
63 Output, relay driver 3 (activation of operating hour meter) ............................. LDC F5 Bhz:
64 Output, relay driver 1 (charging relay K2) ...................................................... LDC F5 K2:
65 ISO-L for LLC diagnosis
66 No function
67 No function
68 ISO-L for traction diagnosis
69 Negative supply for accelerator, steering potentiometer
70 Negative supply for joysticks
71 Signal from microswitch S2 emergency stop
72 No function
73 Signal for switch controlled speed reduction, traction
74 Neutral position signal from direction switch, single-pedal 1S13 ................... LDC F4 1S13:
75 Channel B, speed sensor 1B1 (UPA only) .................................................... LDC F61 vm:
76 Mosfet chip temperature, traction motor 1M2 ................................................. LDC F63 tc2:
77 No function
78 Accelerator signal 1 ....................................................................................... LDC F6 u2:
79 Negative supply, actual current transducer power unit A1 und 1A1
80 Feedback, voltage of bottom transistor, power unit 1A1 ................................ LDC F61 ub:
81 Feedback, voltage of bottom transistor, power unit A1 .................................. LDC F62 ub:
82 No function
83 Drive signal, joystick aux. hydraulics 2 ......................................................... LLC F64 u1:
84 Drive signal, joystick aux. hydraulics 1 ......................................................... LLC F63 u1:
85 Drive signal, joystick tilting ............................................................................. LLC F62 u1:
86 Drive signal, joystick lifting/lowering .............................................................. LLC F61 u1:
87 Input signal from sensor on steering column 3B2 .......................................... LLC F4 3S1:
88 Signal "battery discharged" or "pump motor temperature rise ....................... LLC F4 6P2:
89 Coil activation, proportional valve 2Y6 aux. hydraulics 1A ............................ LLC F63 PWM:
Section 6
90 No function
91 Reference signal, joystick Aux. Hydraulics 2 ................................................ LLC F64 u2:
92 Reference signal ,joystick Aux. Hydraulics 1 ................................................ LLC F63 u2:
93 Reference signal, joystick Tilting ................................................................... LLC F62 u2:
94 Reference signal, joystick Lifting/lowering ..................................................... LLC F61 u2:
95 No function
96 Signal for switch-controlled speed reduction, working hydraulics ................. LLC F4 Redu:
97 Coil activation, proportional valve 2Y5, aux. hydraulics 1B ........................... LLC F63 PWM:
98 No function
99 No function
100 No function
101 No function
102 No function
103 No function
104 Signal from speed sensor 2B8, pump motor .................................................. LLC F6 nm:
105 Coil activation, proportional valve 2Y8, aux. hydraulics 2A ........................... LLC F64 PWM:
106 No function
107 No function
108 No function
109 No function
110 No function
336 804 4601.1203
E01 / Chapter 1
111 No function
112 Coil activation, proportional valve 2Y2, lifting ................................................. LLC F61 PWM:
113 Coil activation, proportional valve 2Y7, aux.hydraulics 2B ............................ LLC F64 PWM:
114 Negative supply for transistors, valve coil activation
115 Coil activation, safety lowering relay 2Y10 .................................................... LLC F5 2Y10:
116 Battery positive for LLC safety relay
117 Coil activation, safety valve 2Y9 .................................................................... LLC F5 2Y9:
118 Positive power supply, valve coils ................................................................. LLC F6 uRel:
119 Coil activation, proportional valve 2Y1, lowering ............................................ LLC F61 PWM:
120 Coil activation, proportional valve 2Y3, tilt forwards ...................................... LLC F62 PWM:
121 Coil activation, proportional valve 2Y4, tilt backwards ................................... LLC F62 PWM:
6.7.3 EXPLANATION OF FUNCTION
A 24 V power supply to the controller is provided through X13:5. This popwer supply is generated by the
voltage transformer U1. The negative supply for the controller is connected to X13:2. In addition, battery
positive is connected to the controller through X13:4. Within the controller, this contact is connected to the
contact of ther traction safety relay. As soon as this safety relay is activated, battery positive is connected
to the coil of the main contactor K1 through X13:3.
Section 6
6.7.3.1 CHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT
The capacitors in the intermediate circuits of the power units need to be charged before the main contactor
is switched on. This is to prevent arc formation on closing of the contacts of the main contactor, which will
cause contact burn-out. As soon as the key switch S1 is switched on, the charging relay K2 is energised
through X13:64. At the same time, the discharging relay K3 is activated, as this relay is directly supplied
by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1,
F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8).
The capacitor voltage is fed back to the controller through X13:22 and X13:41. When the capacitors have
been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through
X13:1.
6.7.3.2 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUIT
As soon as the key switch S1 is switched off, relay K3 is de-energised. The capacitors in the intermediate
circuit can now discharge towards the battery negative connection through fuses (1F6, F8), charging
resistors (1R1, R1), relay contact K2, discharging resistor R2 and relay contact R3.
336 804 4601.1203

E01 / Chapter 1
Resistances in the charging circuit
1R1 39 W R1 25 W R2 2 kW
The traction and working hydraulics functions are only activated, if the negative battery voltage is applied
to the connection X13:33. This negative signal is controlled by means of the cabin switch S4 and the seat
switch S3.
6.7.3.4 POWER SUPPLY TO THE ACCELERATOR AND THE STEERING POTENTIOMETER
A power supply of approx. 15 V (14.3 V) to the accelerator 1A4 and the steering potentiometer 3B1 is
provided through X13:60. The negative supply is connected to X13:69.
6.7.3.5 ACCELERATOR
The accelerator is located on the pedal unit. A power supply of 14.3 V is provided by the controller. The
output signal of the accelerator controls the speed and torque of both traction motors. For safety reasons,
the accelerator is equipped with two potentiometers working in opposite directions. The two potentiometer
signals are connected to the controller through X13:59 and X13:78.
Section 6
NOTE: The accelerator has not mechanical adjustment whatsoever. After replacement, calibrate
accelerator using LCD truck diagnosis, window 8.
6.7.3.6 SINGLE PEDAL SWITCH
In the case of single-pedal trucks, a selector 1S13 is fitted in the vicinity of the joysticks. This selector is
used to select the desired direction of movement. The selector is plugged into the connector 9X8. In the
case of twin-pedal trucks the connector 9X8 is fitted with a wire link which applies battery negative to the
connections X13:17, X13:74 and X13:36. This provides the information that the truck is a twin-pedal model.
In case of single-pedal trucks, depending on the selected direction of movement, the single-pedal switch
provides a negative signal to the following connections:
Neutral position X13:74
Forwards X13:36
Reverse X13:17
From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of
336 804 4601.1203
E01 / Chapter 1
movement, a battery negative signal activates the direction display on the composite instrument.
6.7.3.7 STEERING SENSOR
The steering sensor 3B1 is situated on the steering axle. The purpose of this sensor is to determine the
steering position. The output signal of the steering sensor is supplied to the controller through X13:58.
During cornering manoeuvres, the torque of the inner motor is controlled as a function of the steering angle.
If the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the
opposite direction.
NOTE: On replacement of controller or steering sensor, re-calibrate the steering sensor. This is done
using the LDC diagnosis, window 81.
6.7.3.8 HAND BRAKE SWITCH
While the hand brake has not been applied, the hand brake switch 1S4 supplies a negative signal to X13:35.
As soon as the hand brake has been applied, the negative signal is removed and the maximum torque for
the traction motors is reduced to approx. 50 %. This enables the truck to start up on a ramp without rolling
backwards.
The microswitch 1S4 is connected to the composite instrument. As soon as the hand brake has been
applied, a signal lamp lights up in the composite instrument.
Section 6
6.7.3.9 STOP PEDAL SWITCH
The stop pedal switch 1S5 is connected to X13:54. While the stop pedal has not been depressed, 1S5
connects battery negative to the controller. On actuation of the stop pedal, the negative signal to X13:54
is disconnected and the truck speed is reduced to creep speed.
6.7.3.10 SWITCH-CONTROLLED SPEED REDUCTION
X13:73 is connected to battery negative by way of the cable harness. If this connection is broken, the truck
will travel at reduced speed. The desired reduced speed can be set within the framework of LDC diagnosis
in window 7.
6.6.1.11 TRUCK CODING
On activation of the key switch, the controller checks the type of truck in which it is installed. In the case
of trucks type E25/30 the cable harness contains a connection from battery negative to X13:52. This
negative signal serves for truck coding.
336 804 4601.1203

E01 / Chapter 1
6.6.1.12 RELAY DRIVERS
The controller has several relay drivers which serve to control special functions. On activation, all relay
drivers supply a voltage of 24 V. The relay drivers have the following functions:
Relay driver 1 X13:44 Stop light relay 5K2
Relay driver 2 X13:45 Options relay 9K3
Relay driver 3 X13:63 Activation of operating hour meter on activation of traction/working

hydraulics
Relay driver 4 X13:64 Charging relay K2
The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following
options can be set:
Vlgh Speed at which the relay driver is activated
b&f Reverse direction only, or both directions
fla Output is switched to continuous signal or pulsed operation
The stop light light relay 5K2 and the options relay 9K3 are not normally fitted on the truck. They are used
only if a truck requires optional functions.
NOTE
Do not connect electric loads directly to the output relay driver circuits of the controller. Electric
loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement
may destroy the controller.
Section 6
6.7.3.13 MOTOR TEMPERATURE MONITORING
The truck is equipped with a temperature monitoring system, which controls the fans and the power output
of the motors. The truck is equipped with a total of three fans, controlled from the composite instrument
by means of two relay contacts. The fans are permanently connected to battery negative on the one side.
The composite instrument provides a 24 V power supply by the composite instrument.
Fan 9M1 Motor compartment fan Activated by composite instrument 9X3:32
Fan 9M2 Power units Activated by key switch
Fan 9M3 Traction motors, pump motor Activated by composite instrument 9X3:34
The fans 9M1and 9M3 are switched on when the temperature of a motor reaches 80 °C. When the
temperature rises to 160 °C, the power output of the traction motors or pump motor is reduced.
The temperature of the motors is determined with the help of temperature sensors. The left-hand and right-
hand traction motors and the pump motor 2M1 are fitted with one temperature sensor each, situated on
the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The
temperature sensors are monitored directly by the composite instrument 6P2.
336 804 4601.1203
E01 / Chapter 1
Temperature Resistance Temperature Resistance
20 °C 576 W 100 °C 1000 W

40 °C 668 W 120 °C 1129 W
60 °C 769 W 140 °C 1268 W
80 °C 880 W 160 °C 1415 W
Resistance W
Temperature
°C
Section 6
6.7.3.14 TRACTION MOTOR SPEED MONITORING
Speed monitoring for the two traction motors is performed by the traction electronics control program. The
speed is calculated by the controller on the basis of various parameters and displayed as parameter ns
(speed demand value) in the windows 61 and 62 .
Only trucks that have their maximum speed limited to less than 6 km/h are fitted with speed sensors in
the traction motors (1B1 and 1B2). A 14.3 V power supply to the speed sensors is provided through
X13:60.
Each speed sensor provides two output signals
Speed sensor 1B1 signal A connected to X13:37
Speed sensor 1B1 signal B connected to X13:75
Speed sensor 1B2 signal A connected to X13:18
Speed sensor 1B2 signal B connected to X13:56
336 804 4601.1203

E01 / Chapter 1
Section 6
6.7.4 EXPLANATION OF THE WORKING HYDRAULICS
6.7.4.1 JOYSTICK SIGNALS
The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor
proper joystick functioning, two potentiometers for each working function are integrated into the joystick.
The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks
are supplied with a voltage of 14.3 V through X13:50. The negative supply is connnected through X13:70.
The output signals of the joysticks control the pump motor speed of rotation and activate the control
circuitry of the respective solenoid valve.
Joystick output signals:
Joystick 2B1 Lifting /Lowering - Drive signal X13:86

Joystick 2B1 Lifting/Lowering - Reference signal X13:94
Joystick 2B1 Tilting - Drive signal X13:85
Joystick 2B1 Tilting - Reference signal X13:93
Joystick 2B2 Aux. hydr. 1 - Drive signal X13:84

Joystick 2B2 Aux. hydr. 1 - Reference signal X13:92
336 804 4601.1203
E01 / Chapter 1
Joystick 2B2 Aux. hydr. 2 - Drive signal X13:83

Joystick 2B2 Aux. hydr. 2 - Reference signal X13:91
NOTE: Following a controller or joystick replacement, you will need to re-calibrate the joystick within
the framework of LLC diagnosis in Window 8 or 81.
Prior to replacing the joystick, check joystick function by means of the "Joystick test" within
the framework of the Truck Doctor diagnosis or as specified in the Service Information 202/
01. Submission of joysticks without completely filled up data sheet SI 202/01 or printout of the
respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim
being dismissed.
6.7.4.2 VALVE ACTIVATION
To control the hydraulic functions, the control valve of the working hydraulics is equipped with current-
controlled proportional valves. The coil current causes the valve spool to be positioned within the valve.
For safety reasons the valve block additionally carries two switching valves. The safety valve 2Y9 is
always activated by the controller as soon as a joystick is actuated. The safety lowering valve 2Y10 is
always activated during lowering.
The battery voltage is supplied to the controller through X13:116. This contact is connected internally to
the contact of the LLC safety relay. Whenever the safety relay is activated, the battery voltage is applied
to X13:118, supplying all valve coils with a positive voltage.
The negative side of each coil is activated by the controller. For this purpose, the controller is fitted with
a FET for each valve. The coils are monitored by the controller for short-circuits or open coil conditions.
Within the framework of LLC diagnosis, the valve coils can be tested in the windows 61, 62, 63 and 64.
Section 6
Pin assigment - valve coils
2Y1 Proportional valve Lowering X13:119

2Y2 Proportional valve Lifting X13:112
2Y3 Proportional valve Tilt forwards X13:120
2Y4 Proportional valve Tilt backwards X13:121
2Y5 Proportional valve Aux. hydr. 1B X13:97
2Y6 Proportional valve Aux. hydr. 1A X13:89
2Y7 Proportional valve Aux. hydr. 2B X13:113
2Y8 Proportional valve Aux. hydr. 2A X13:105
2Y9 Safety valve (switching function) X13:117
2Y10 Safety lowering valve (switching function) X13:115
6.7.4.3 SWITCH-CONTROLLED REDUCTION OF WORKING SPEED
If X13:96 is connected to battery negative, a reduced working speed is activated. This connection can be
used, for example, to connect a mast switch, to limit the working speed when a specific lifting height has
been reached. The desired reduced speed can be set within the framework of LLC Diagnosis in the
windows 74 and 76. The lead with the contact socket on the 121-pole connector of the controller is not
installed in the truck and has to be retrofitted, if desired.
336 804 4601.1203

E01 / Chapter 1
6.7.4.4 REDUCTION OF THE LIFTING SPEED WITH LOW BATTERY CHARGE
The state of charge of the battery is monitored by the charge indicator in the composite instrument. As soon
as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30
to the controller X13:88 is disconnected. This means that the lifting speed is reduced. The maximum speed
of rotation of the pump motor with low battery charge can be set within the framework of LLC diagnosis,
window 78.
6.7.4.5 SENSOR 3B1 - STEERING VALVE
The sensor 3B1 activates the pump motor on operation of the steering wheel. The sensor is mounted on
the steering column and is activated by gearing on the steering column. The sensor is switched on when
the steering wheel is turned and applies a battery negative signal to X13:87. This causes the pump motor
to be switched on with a basic speed of rotation. A 24 V power supply for the sensor is provided directly
by the voltage transformer U1.
The basic speed of rotation is 650 min -1.

Section 6
6.8 SOFTWARE VERSIONS TYPES 336 -02
Traction
LDC33C03 Version 2.0/2.0 First software version - LDC individual controller
LDC33C04 Version 2.1/3.1 as LDC33C03

Version 3.0/2.1 Window 31 - Operator errors added
Version 3.1/2.1 Window 32 - Overall fault memory
Version 3.1/2.2 Window 33 - Clear overall fault memory
Window 5 - 9K3 changed to 5K2 and 9K4 changed to 9K3
Windows 61 and 62 - ns changed to vs and nm changed to vm
Window 7 - Vmax and Vinp for forward and reverse separately adjustable
Window 72 - Iacc changed to Accl
Window 74 - Alim added
Fault codes changed
LDC31C00 Version 1.0/1.1 First software version - Individual controller- panorama trucks
LDC31C02 Version 2.0/1.1 as LDC31C00

Window 32 - Overall fault memory
336 804 4601.1203
Window 33 - Clear overall fault memory

E01 / Chapter 1
Window 5 - 9K3 changed to 5K2 and 9K4 changed to 9K3

Windows 61 and 62 - ns changed to vs and nm changed to vm
Window 7 - Vmax and Vinp for forward and reverse separately adjustable
Window 72 - Iacc changed to Accl
Window 74 - Alim added
Fault codes changed
LDC43Drive Version 1.0/1.0 First software version - combination controller

as LDC33C04
Windows 62 and 62 - ns changed to zf
Window 72 - Ibrk added
Window 74 - Ilim and Ctry added
Fault codes changed
Section 6
Lifting
LLC33C00 Version 0.90/1.1 First software version - LLC individual controller

Version 0.91/1.1
Version 0.92.1.1
LLC33C01 Version 1.00/1.1 as LLC33C00

Window 32 - Overall fault memory
Window 33 - Clear overall fault memory
Window 6 - PWM added
Window 72 - Ktilt changed to Ktilt+ and 6P2:30 changed to Ktilt-
Window 74 - Switch-controlled speed reduction
Window 75 - Default setting for window 74
Window 76 - Switch-controlled speed reduction
Window 78 - 6P2:30
Fault codes changed
LDC43Lift Version 1.000 First software version - combination controller

LLC33C01
Window 4 - uK1 added
Window 5 - 2Y10 added
336 804 4601.1203

E01 / Chapter 1
Window 6 - ns added
Fault codes changed
Section 6
6.9 TRUCK DIAGNOSIS
6.9.1 TRACTION WINDOWS
6.9.1.1 STATUS INFORMATION
--------------------
(1+)LDC-43 DRIVE
Vers: 1.000
Type: LDC43C00
336 E20 2P
--------------------
1st line: Designation of controller

2nd line: Controller software version
3rd line: Controller type
4th line: Truck information (Series, type, pedal version)
In the case of the diagnostic software master version an additional window 11 is provided. This window
displays an additional information code (compiler number) which reflects the exact processing status of
336 804 4601.1203
E01 / Chapter 1
the software used. This information will be relevant for the service engineer only in exceptional cases (e.g.
when contacting Technical Service).
--------------------
(11)
XXXXXXXXXXXX
--------------------
Section 6
6.9.1.2 INFORMATION AND FAULT MESSAGES
Information message
E.G.: 2 = Accelerator
in neutral position
--------------------
(2) 2 36
Two-digit fault number
E.G.: 36 = Steering sensor
signals outside permitted range
--------------------
The window (2) displays numbers representing the various information and fault messages. Information
messages (with numbers less than 20) identify a truck status, which may also occur during during normal
operation. Codes representing such information messages are not stored in the fault memory (windows
3, 31, 32).
An incorrect configuration of input signals (i.e. a fault), which does not occur in normal operation, is
identified by a number greater than 20 and is recorded and stored in the fault memory.
336 804 4601.1203

E01 / Chapter 1
NOTE: The information messages and faults displayed are intended to assist the service engineer
in pin-pointing the potential cause of a fault. The controller can only check the controller input
and output signals. Therefore, whenenever a fault is being displayed, you will need to check
not only the respective component, but also the associated wiring, connector, power supply,
switching conditions etc. The following list of fault messages and potential causes is to be
seen only as a tool for locating a fault, and makes no claim to completeness. Also bear in mind
that there may be a combination of faults.
Section 6
6.9.1.3 STORED FAULT NUMBERS
Fault number
E.G.: Fault 58
Frequency of occurrence
E.G.: 2, i.e. fault occurred twice
--------------------
(3+) 58:2
--------------------
The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the Clear button
or by actuating the <- key.
The fault messages can also be cleared by means of the Linde diagnostic instrument. To clear the faults,
actuate CE button. Once the fault memory has been cleared, a maintenance marker is set behind the last
fault in the window 32 (overall fault memory).
336 804 4601.1203
E01 / Chapter 1
6.9.1.4 FAULT MEMORY - OPERATOR ERRORS

Fault number
--------------------
E.g. Fault 30
(31+) 30:2 Frequency of occurrence
E.g.: 2, i.e. fault occurred twice
--------------------
LDC33C04
LDC43Drive
All operator errors detected during driving operation are stored in the window 31 and displayed along with
their frequency of occurrence. Operator errors can be cleared within the framework of the Truck Doctor
diagnostic software by clicking the Clear button or by actuating the <- key.
The following operator errors may be recorded:
25 Direction signals (single-pedal) incorrect (two signals present at the same time)
28 Microswitch in emergency stop switch S2 opened
29 Emergency stop switch operated while the truck was moving
30 Accelerator pedal operated and seat switch S3 / cabin switch S4 switched off
Operator errors can also be cleared by means of the Linde diagnostic instrument. To clear the fault
messages, actuate CE key. Once the fault memory has been cleared, a maintenance marker is set behind
the last fault in the window 32 (overall fault memory).
Section 6
6.9.1.5 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
e.g.: Fault 58 e.g. twice
-------------------- --------------------
(31+) 58:2/ 58:3 (32+) 58:2/ 58:3 Fault number and
frequency of a fault not
acknowledged by the
service engineer
-------------------- --------------------
LDC33C0 /-symbol showing that the fault
LDC33C03
LDC43Drive has been acknowledged by the
service engineer
This window shows all faults detected and memorised during truck operation, which affect the traction
function, along with their frequency of occurence (ordinary faults and operator errors). All fault messages
can be acknowledged within the framework of the Truck Doctor diagnostic software by clicking the Clear
button, or by actuating the <- key.
The messages in the overall fault memory can also be acknowledged with the help of the Linde diagnostic
instrument by pressing the CE key. This acknowledgement of the fault memory causes the maintenance
336 804 4601.1203

E01 / Chapter 1
marker (slash) to be set behind the last fault in the window 32 (overall fault memory). Any faults occurring
after this point in time are shown behind the line. Acknowledging the faults clears the fault memory in
window 3 and the operator errors in window 31.
6.9.1.6 CLEARING THE OVERALL FAULT MEMORY
-------------------- --------------------
(32) (33)
(clear errors=<CE>) (clear errors=<CE>)

-------------------- --------------------
LDC33C03 LDC33C04
LDC43Drive
All fault messages shown in window 32 can be cleared in this window. The overall fault memory is cleared
with the help of the Truck Doctor diagnostic software by clicking the Clear button or by actuating the <-
key.
The overall fault memory cannot be cleared with the help of the Linde diagnostic instrument.
Section 6
6.9.1.7 SWITCH INPUTS

--------------------
(4+)
Redu:1
1S13:111-0 1S4:0
S3/4:1 1S5:0
--------------------
Window 4 displays the switch conditions of the digital inputs. The microswitches are given the same
designations as in the circuit diagram.
Redu: Switch status for speed reduction in case of traction drive overtemperature
1: Speed reduction not activated - Negative signal applied to X1:51(combination controller) or

1X11:23 (individual controllers)
0: Speed reduction activated - No negative signal applied to X1:51(combination controller) or
1X11:23 (individual controllers)
1S13: Switch status of direction and truck coding switch

336 804 4601.1203
E01 / Chapter 1
1S13: XXX-X
Signal - Single or twin-pedal truck
Direction signal
Direction switch signals
111 2-pedal truck (wire link fitted on 9X8)

010 1-pedal truck - direction switch in neutral position
100 1-pedal truck - forward direction selected
001 1-pedal truck - reverse direction selected
Truck coding signal
0 Code for twin-pedal trucks

1 Code for single-pedal trucks
1S4: Hand brake signal switch
0: Hand brake on
1: Hand brake off
S3/4: Seat switch and cabin switch signal
0: No driver on the seat and/or cabin open

1: Driver on the seat and cabin closed
1S5: Stop pedal switch
0: Stop pedal actuated

1: Stop pedal not actuated
Section 6
6.9.1.8 SWITCH OUTPUTS
-------------------- --------------------
(5+) 9K3:0 (5+) 5K2:0
PWM:1 1 9K4:0 PWM:1 1 9K3:0
Rel:1 BhZ:0 Rel:1 BhZ:0
K1:1 K2:0 K1:1 K2:0
-------------------- --------------------
LDC33C03 LDC33C04
LDC43Drive
Window 5 displays the digital switch outputs of the controller. The designations correspond to those in the
circuit diagram.
The status of the different switch outputs is shown in the diagnostic window as follows:
0: Output OFF 1: Output ON
PWM: Release signal from the power units (1 means that the power unit is switched ON)
(1st digit refers to power unit A1, 2nd digit to power unit 1A1)
Rel: Activation of safety relay, connection X13:3 (combination controller) or 1X11:15 (individual controller)
K1: Negative control signal for main contactor K1, connection X13:1 (combination controller) or 1X11:16
(individual controller)
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E01 / Chapter 1
5K2 (9K3): Activation of stop light relay driver, connection X13:44 (combination controller) or 1X11:4
9K3 (9K4): Activation of relay driver for optional functions, connection X13:45 (combination controller) or
1X11:3 (individual controller)
BhZ: Activation of operating hour meter through traction signal, connection X13:63 (combination controller) or
1X11:17 (individual controller)
K2: Activation of charging relay K2, connection X13:64 (combination controller) or 1X11:18 (individual
controller)
6.9.1.9 GENERAL ANALOG SIGNALS
--------------------
(6+) ub:80.3V
u+:14.36V uc1:80.5V
u1: 7.64V uc2:80.5V
u2: 7.64V us: 7.9V
--------------------
This window displays general analog signals.
ub: Battery voltage in Volts, measured at the output contact of the safety relay X13:3 (combination controller) or
1X11:15 (individual controllers), approx. 22 V when the relay is deenergised.
u+: Power supply for accelerator and steering sensor, X13:60 (combination controller) or 1X11:40 (individual
controller) in V (approx. 14.3 V)
u1: Output voltage of the driving potentiometer of the accelerator, X13:59 (combination controller) or 1X11:24
(individual controller), control range approx.3 V to 12 V
u2: Output voltage of the monitoring potentiometer of the accelerator, X13:78 (combination controller) or 1X11:39
(individual controller) - control range approx. 3 V to 12 V
uc1: Voltage of intermediate-circuit capacitors, power unit 1A1 at X13: 22 (combination controller) or 1X11:11
uc2: Voltage of intermediate-circuit capacitors, power unit A1 at X13: 41 (combination controller) or 1X11:11
us: Steering sensor output voltage at X13:58 (combination controller) or 1X11:1 (individual controller) in V
Section 6
6.9.1.10 ANALOG SIGNALS RELATED TO THE TRACTION MOTORS
-------------------- -------------------- --------------------

(61+) R ia: 200A (61+) R ia: 200A (61+) R ia: 200A
uc:80.0V za: 95% uc:80.0V vs: 0.0 uc:80.0V za: 95%
ut:80.0V ns: 0 ut:80.0V zf: 55% ut:80.0V zf: 55%
ub:80.0V nm: 0 ub:80.0V nm: 0 ub:80.0V vm: 0.0
-------------------- -------------------- --------------------
LDC33C03 LDC33C04 LDC43Drive
These windows display analog inputs which are related to the traction motors. Window 61 shows the
analog values for the right-hand traction motor, and window 62 the analog values for the left-hand traction
motor.
ia: Armature current of the traction motor in Amps
uc: Voltage in the intermediate circuit of the power unit in Volts
za: Armature PWM pulse ratio in %
ut: Armature voltage, drain of top transistor in Volt
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zf: Field PWM clock pulse ratio in %

ub: Armature voltage, source of bottom transistor in Volt
vs Speed demand value in km/h
vm: Calculated truck speed in in km/h
ns. Engine speed demand value in rpm
nm: Engine speed measured by speed sensor in rpm
6.9.1.11 TEMPERATURE SIGNALS
--------------------
(63+)
tc2: 63C tc1: 63C
--------------------
The temperature displayed refers to the temperature measured at the power units.
tc2: Temperature of power unit A1 in °C

tc1: Temperature of the power unit 1A1 in °C
Section 6
6.9.1.12 SETTING OF GENERAL PARAMETERS FOR THE TRUCK
-------------------- --------------------
(7+) (7+) Vmaxf:16.0
Vmax:16.0 Vlg:0.5 Vmaxb:16.0
Vinp: 9.5 b&f: 0 b&f:0 Vinpf:16.0
Vlgh: 0.5 fla: 1 fla:0 Vinpb:16.0
-------------------- --------------------
LDC33C03 LDC33C04
LDC43Drive
Window 7 is used to set various truck-specific parameters. The abbreviations for these parameters have
the following meanings.
Vmaxf: Maximum speed, forwards
Vmaxb: Maximum speed, reverse
Vmax: Maximum speed, forwards and reverse
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Vinpf: Switch-controlled speed reduction - forwards. Switch-controlled speed reduction is activated
as soon as the negative signal to X13:73 (combination controller) or 1X11:5 (individual
controller) is disconnected.
Vinpb: Switch controlled speed reduction - reverse. Switch-controlled speed reduction is activated
as soon as the negative signal to X13:73 (combination controller) or 1X11:5 (individual
controller) is disconnected.
Vlg: Speed in km/h, at which the relay 9K3 for the optional functions is activated.
b&f Conditions for activation of the relay 9K3

0 Reverse travel only (default setting)
1 Forward and reverse travel
fla Type of activation for relay 9K3

0 Continuous signal (default setting)
1 Pulsed signal
Parameters can be set with the help of the Truck Doctor diagnostic software. Actuation of the Enter key
brings up a flashing cursor (X character). The parameter can now be increased by pressing the + key,
or decreased by pressing the - key. Actuating the Enter key once more causes the cursor to advance to
the next line.
The parameters can also be modified with the help of the Linde diagnostic instrument. Press ENTER key
to control the cursor, and actuate "+" or "-" key to change the selected parameter.
Section 6
DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOW 7
--------------------
(71)
Default (7): 1
(Default=<CE>)
--------------------
In window 71, the parameter values entered in window 7 can be reset to their factory-set default values.
If parameters were modified, the window reads "Default (7): 0"
Parameters can be reset to the factory-set default values within the framework of the Truck Doctor
diagnostic software by clicking the BACKSPACE or TAB key.
The parameters can also be reset to the default values by pushing the CE key on the Linde diagnostic
instrument.
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Section 6
6.9.1.13 SETTING OF SPECIAL TRUCK PARAMETERS
-------------------- -------------------- --------------------

(72+) (72+) (72+)
Ilbc:130A Ilbc:130A Ilbc:130A Accl: 3
Ibrk:160A Ibrk:160A Ibrk:160A
Iacc:200A Accl: 3 Imax:200A
-------------------- -------------------- --------------------
In window 72, a number of special truck parameters are set.
llbc: Braking current on releasing the accelerator pedal

"0 A" means that there is no LBC braking
Low current = gentle LBC braking, high current = hard LBC braking
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NOTE: If llbc is set to 0 A , an adhesive label with the words "No motor braking" must be attached to
E01 / Chapter 1
the truck.
Accl: Acceleration properties (adjustable in steps of 1to 3)

1 gentle acceleration
2 moderate acceleration
3 normal acceleration (default setting)
Ibrk: Brake current during direction reversal

Low current = soft reversing braking, high current = hard reversing braking
Iacc: Motor current during acceleration

Low current = low acceleration, high current = normal acceleration
Imax Maximum current of traction motor (adjustable up to the value of Ilim in window 74)
Default setting: 200 A
Parameters can be set with the help of the Truck Doctor diagnostic software. Actuation of the Enter key
brings up a flashing cursor (X character). The parameter can now be increased by pressing the + key,
or decreased by pressing the - key. Actuating the Enter key once more causes the cursor to advance to
the next line.
These parameters cannot be modified with the help of the Linde diagnostic instrument.
Section 6
DEFAULT SETTINGS FOR THE PARAMETERS IN WINDOWS 7 AND 72
--------------------
(73+)
Default (7): 0
Default (72): 1
(Default=<CE>)
--------------------
In window 73, the parameter values entered in window 7 and 72 can be reset to their factory-set default
values. If parameters were modified, the window reads "Default (7): 0"
Parameters can be reset to the factory-set default values within the framework of the Truck Doctor
The parameters cannot be reset to the default values with the Linde diagnostic instrument.
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6.9.1.14 DISPLAY OF CONTROLLER INFORMATION
-------------------- -------------------- --------------------

(74) (74) (74)
Vlim: 16 .0 Vlim: 16 .0 Ctry:0
Vlim: 16 .0 Ilim:200
Alim: 3 Alim: 3
-------------------- -------------------- --------------------
Vlim: Maximum adjustable truck speed (window 7 - Vmax)

Ctry: Country code (country-specific controller functions)
0 Standard
1 USA
2 Japan
Ilim: Maximum current (window 72 - Imax) of the truck
Alim: Maximum settable acceleration of the truck (window 72 Accl).
The values in window 74 cannot be changed.

Section 6
6.9.1.15 CALIBRATION OF ACCELERATOR PEDAL NEUTRAL POSITION
Windows 8 and 81 provide for calibration of the accelerator pedal neutral position and of the steering
potentiometer. As long as no parameters have been programmed (e.g. in the case of a new controller),
two question marks appear behind u1m, u1c, usL and usR .
--------------------
(8+)
u1d: 7.6V
u1m: 7.6V
u1c: 7.6V
--------------------
Window (8) enables the accelerator to be programmed in relation to the neutral position of the pedal. This
will be required, for example, after replacing the accelerator. Take the following steps:
- Switch on key switch.
- Pull hand brake.
- Apply the foot brake.
- Do not operate accelerator pedal.
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- Window (8) shows the message "OK".
E01 / Chapter 1
--------------------
(8+)
u1d: 7.6V OK
u1m: 7.6V stored
u1c: 7.6V
--------------------
- Storage of the accelerator signal is initiated by actuating the ENTER key. (Successful storage is
confirmed by the message "stored" appearing briefly). During this process, continue to actuate the stop
pedal.
The meaning of the values displayed is as follows:
u1d: Accelerator signal without correction factor

u1m: Value of u1d stored during the last programming session
u1c: Accelerator signal including correction factor
Section 6
6.9.1.16 CALIBRATION OF THE STEERING END STOPS
--------------------
(81)us : 7.3V OK L
usL: 2.6V
usR:12.6V
as: -4.7`
--------------------
Window 81 enables the output signal of the steering sensor to be calibrated for both steering end stops.
us Current output voltage of the steering sensor

usL Programmed output voltage of the steering sensor, left steering at end stop
usR Programmed output voltage for the steering sensor, right steering at end stop
as Current steering angle in degrees (+ steering right, - steering left)
Calibration is required whenever the steering potentiometer or the controller has been replaced.
Take the following steps:

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- Apply hand brake.
- Apply the foot brake.
- Do not depress accelerator pedal.
- Turn steering wheel to left steering end stop.
- The message "usL: OK L" will appear in window (81).
- Press ENTER key.
- The message "usL ... stored" will appear.
- Turn steering wheel to right steering end stop.
- The message "usR: OK R" will appear in window (81).
- Press ENTER key.
- The message "usR ... stored" will appear.
Section 6
6.9.1.17 PANORAMA TRUCK DIAGNOSIS
The diagnosis windows for panorama trucks are largely the same as those described in the preceding
sections. Only the information in windows 41 and 6 differs from that given for standard trucks.
In the case of standard trucks, window 41 displays the switch signals as detected by the main and safety
controllers. As these signals are not needed for truck diagnosis, the window 41 is not displayed for truck
diagnosis on standard trucks.
In the case of the panorama version, window 41 shows the status of the two microswitches 1S7 and 1S8
for detection of the seat position.
e.g. 1S7: 00
Switch signal from main controller

Switch signal from safety controller
Both signals must be either 00, when the switch is deactivated, or 11, when the switch is activated. All other
signals are irrelevant for troubleshooting purposes.
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--------------------
(41) ena2:11
1S7:00 1S8:00
1S13:11 11
S3/4:11
--------------------
1S7: Signal from microswitch for normal seat position
1S8: Signal from microswitch for transverse seat position
ena2: Status of direction switch
1S13: Status of direction switch
S3/4: Signals from seat switch and cabin switch

Section 6
Window 61 is used in the case of panorama trucks to check the two accelerators 1A4 and 1A5. In addition
the accelerator power supply and the steering sensor output signal can be checked.
--------------------
(6+) ur:78.13
u+:14.21 us: 6.18
u1p: 7.33 u1q: 7.12
u2p: 7.61 u2q: 7.42
--------------------
ur: Voltage at output contact of safety relay (battery voltage)
u+: Power supply of accelerator and steering sensor (approx.14.3 V)
us: Output voltage of steering sensor 3B1 (control range approx. 2.2 to 12.5 V)
u1p: Output voltage of driving potentiometer of accelerator 1A4 normal position (control range
approx. 3 to 12 V)
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u2p: Output voltage of monitoring potentiometer of accelerator 1A4 - normal position (control range
approx. 3 to 12 V)
u1q: Output voltage of driving potentiometer of accelerator 1A5 - transverse position (control range
approx. 3 to 12 V)
u2q: Output voltage of monitoring potentiometer of accelerator 1A5 - transverse position (control range
approx. 3 to 12 V)
Section 6
6.9.2 FAULT CODES FOR INDIVIDUAL CONTROLLERS - TRACTION
6.9.2.1 SUMMARY OF FAULTS (LDC33C03/LDC33C04)
Information messages
1 Accelerator actuated on operation of key switch
2 Accelerator not actuated (pedal in neutral position)
4 Seat switch S3 or cabin switch S4 not operated
5 Switch-controlled speed reduction activated
7 Temperature warning for drive motors
8 Hand brake switch 1S4 actuated
9 Stop pedal switch 1S5 actuated
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19 Accelerator or steering sensor not yet calibrated
E01 / Chapter 1
Fault messages
24 Steering sensor signal remains constant for too long while the truck drive is operated
25 Direction signals for single-pedal truck is incorrect (two signals present at the same time)
26 Intermediate-circuit voltages in the two power units differ
27 Intermediate-circuit voltage too high in one power unit
28 Microswitch in emergency stop switch S2 open
29 Emergency stop operated while the truck was being driven
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched is open
31 Output signal of the two pedal position sensors incorrect
32 Accelerator signal outside permitted range
33 Power supply of accelerator /steering sensor exceeds 17.5 V
34 Power supply of accelerator /steering sensor less than 11.3 V
35 Direction signals incorrect - single pedal truck

Section 6
36 Signal from steering sensor outside permitted range
37 Calculated speed ratio of traction motors is incorrect
38 Both intermediate-circuit voltages greater than 100 V on startup
39 Both intermediate-circuit voltages less than 35 V
40 Both intermediate-circuit voltages greater than 109 V
42 Safety relay control and feedback signals do not match
43 Traction safety relay contact in the controller fails to close
44 Traction safety relay contact in the controller fails to open
45 At least one of the intermediate-circuit voltages too low during charging
46 Fault signal of main contactor tripped
47 Main contactor activation and feedback incorrect

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48 Mismatch of intermediate-circuit voltages during driving
49 Main contactor contact jammed, or discharge circuit defective
51 Signals from speed sensor 1B1 incorrect (UPA trucks only)
52 Voltage at top transistor of 1A1 too low
53 Voltage at top transistor of 1A1 too high
54 Voltage at bottom transistor of 1A1 too low
55 Voltage at bottom transistor of 1A1 too high
56 Power unit 1A1 - Driver circuit signals fault
57 Signal from thermal sensor in power unit 1A1 outside permitted range
58 Temperature in power unit 1A1 too high
62 Voltage at top transistor of A1 too low
63 Voltage at top transistor of A1 too high
64 Voltage at bottom transistor of A1 too low

Section 6
65 Voltage at bottom transistor of A1 too high
66 Power unit A1 - Driver circuit signals fault
67 Signal from thermal sensor in power unit A1 outside permitted range
68 Temperature in power unit A1 too high
70 Internal fault in controller

to
95
6.9.2.2 DESCRIPTION OF FAULTS - INDIVIDUAL CONTROLLER - TRACTION (LDC33C03/

LDC33C04)
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E01 / Chapter 1
336 804 4601.1203
Service Training
LDC33C03 / LDC33C04
No. Fault description/Comment Fault condition in controller Possible causes
1 Accelerator pedal was already actuated Voltage at 1X11:24 < 7 V Pedal position sensor operated, defective or
on operation of key switch maladjusted,
or or
Consequence: Creep speed fault in path 1X11:24 - X1:37 - 1X10:2 - 1A4
Voltage at 1X11:24 > 8 V. or
fault in path 1X11:12 - X1:16 - 1X10:4 - 1A4
or
fault in path 1X11:27 - X1:17 - 1X10:1 - 1A4.
24 V power supply to traction electronics too low

Voltage at 1X11:12 < 11.3 V. (1X11:13/14)
or
or
fault in path 1X11:12 - 1X1:1 - 1B1
or
or
fault in path 1X11:12 - X7:3 - 3B3.
2 Accelerator in neutral position Accelerator pedal supplies a signal in the Accelerator pedal not actuated, or cable break in
neutral position range. the signal line of the driving potentiometer, or
Consequence: No traction, until inadequate contact of accelerator connector .
accelerator is operated. Voltage at 1X11:24 between 7 V und 8 V
Pedal position sensor defective or maladjusted,
or
or fault in path 1X11:24 - X1:37 - 1X10:2 - 1A4
travel direction switch not actuated in the or fault in path 1X11:12 - X1:16 - 1X10:4 - 1A4
case of single-pedal trucks. or fault in path 1X11:27 - X1:17 - 1X10:1 - 1A4
Page
Section
or fault in the connection to the travel direction
switch 1S13.
63
6
Page
Section
4 Seat switch or overhead guard switch Voltage at 1X11:21 different from battery Seat switch and/or overhead guard switch
open for longer than 1 s, or no reset from negative defective, open or maladjusted, or
accelerator pedal. Seat switch continuously open or accelerator fault in path
signal continuously outside neutral position 1X11:21 - X1:35 - 1X6:1 – S3 - 1X6:2 - X9:2 - S4
Consequence: No traction. Electrical range, - X9:3 - X1:6 - L-.
64
6
braking is possible.
5 Switch-controlled speed reduction Switch-controlled speed reduction activated

activated. Voltage at 1X11:5 not battery negative. or
fault in path
Consequence: Reduced speed as 1X11:5 – L-.
defined in window 7 is activated.
7 Temperature at one of traction motors is Traction motors overheated or fault in

probably over 160°C. Voltage at 1X11:10 not battery negative. composite instrument
or
Consequence: Reduced speed fault in path
1X11:10 – X1:15 – 6X9:29.
8 Hand brake switch operated. Hand brake switch defective, open, or

Voltage at 1X11:9 not battery negative. maladjusted
Service Training
Consequence: Low speed or
fault in path 1X11:9 - 1X4:2 - 1S4 - 1X4:3 - L-.
9 Stop pedal switch operated. Stop pedal switch open or maladjusted,

Voltage at 1X11:38 not battery negative. or
Consequence: Creep speed or LBC fault in path 1X11:38 - X1:13 - 1X5:2 - 1S5 –
braking when accelerator is not operated. 1X5:3 - X1:6 - L-
No calibration performed for accelerator or New controller installed, and accelerator or

19 steering position sensor - New controllers Controller detects that there is no valid steering senosr not yet calibrated.
only calibration. Note: Calibration is performed in
windows 8 and 81
Consequence: Creep speed
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Service Training
24 Signal from steering sensor 3B1 remains Incorrect signal at 1X11:40. Signal from Truck jacked up or
constant while the truck is being driven. steering sensor 3B1 remains unchanged at Steering position sensor defective or
high truck speed. mechanically disconnected,
Consequence: Recuded speed or fault in path 1X11:40 - X7:2 - 3B3
or fault in path 1X11:12 - X7:3 - 3B3
or fault in path 1X11:27 - X7:1 - 3B3
The voltages in the intermediate circuits of Difference of the voltages at 1X11:1 and
26 the power units differ with main contactor 1X11:11 greater than 14 V. On occurrence of Fault in path 1X11:1 - F8 - A1:2 - A1:1 - L-
energised. this fault, the voltage at the above-mentioned or
contacts may no longer be relevant, as the fault in path 1X11:11 - 1F6 - 1A1:2 - 1A1:1 - L-
Consequence: No traction, main contactor main contactor has de-energised. or
is de-energised. fault in path F8:2 - X12:4 - R1 - 1R1 - X12:2 -
1F6:2.
Intermediate-circuit voltages of the power Voltage at 1X11:1 > 115 V Incorrect battery installed,
27 units are different with main contactor and/or or
switched on. voltage at 1X11:11 > 115 V fault in path 1X11:1 - F8 - A1:2 - A1:1 - L-
and or
Consequence: No traction, main contactor voltage at 1X11:15 > 105 V. fault in path 1X11:11 - 1F6 - 1A1:2 - 1A1:1 - L-.
is de-energised.
28 Microswitch in emergency stop S2 is Voltage at 1X11:6 not battery negative. Emergency stop operated, or internal
open for more than than 1 s. microswitch defective, or
Consequence: No traction, main contactor fault in path 1X11:6 - X3:1 - S2 - X3:2 - L-.
remains energised.
29 Emergency stop operated while the truck Voltage at 1X11:6 not battery negative Emergency stop operated, or internal
was moving. microswitch defective, or
and fault in path 1X11:6 - X3:1 - S2 - X3:2 - L-
Page
Section
or
Consequence: No traction, main contactor
voltage at 1X12:24 > 0.7 V fault in path 1X13:4 - 1X12:24
remains energised.
and/or or
voltage at 1X12:38 > 0.7 V fault in path 1X13:3 - 1X12:42
or
fault in path X11:6 - 1X12:38
or
65
6
Page
Section
30 Accelerator 1A4 outside neutral position Voltage at 1X11:21 not battery negative Seat switch and/or overhead guard switch
and seat switch and/or overhead guard and defective, open or maladjusted
switch open at the same time. or
Voltage at 1X11:24 > 9.5 V fault in path
Consequence: No traction or 1X11:21 - X1:35 - 1X6:1 – S3 - 1X6:2 - X9:2 - S4
66
6
voltage at 1X11:24 < 5.5 V - X9:3 - X1:6 - L-
or
potentiometer in accelerator defective or
maladjusted
or
or
or
The signals supplied by the accelerator Sum of the voltages at 1X11:24 and 1X11:39 Potentiometer in accelerator defective or
31 1A4 (driving and monitoring < 14 V maladjustedor
potentiometer) do not match. or fault in path 1X11:24 - X1:37 - 1X10:2 - 1A4
sum of the voltages at 1X11:24 and 1X11:39 or
Consequence: No traction > 16 V fault in path 1X11:39 - X1:38 - 1X10:3 - 1A4
or
Service Training
or
32 Voltage at 1X11:24 < 1.5 V Potentiometer in accelerator defective or

Accelerator signal 1A4 outside permitted or maladjustedor
range. voltage at 1X11:24 > 13.5 V. or
Consequence: No traction or
or
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Service Training
33 15 V supply for accelerator, steering Voltage at 1X11:12 > 17.5 V Short- circuit from 15V line (accelerator power
position sensor too high. and/or supply) to a line with a higher voltage, or
voltage at 1X12:41 > 17.5 V
Consequence: No traction 24 V supply of traction electronics too high
(1X11:13/14),
or
or
or
fault in path 1X11:12 -1X3:1 - 1B2
or
fault in path 1X11:12 - X7:3 - 3B3
or
fault in path 1X11:27 - X1:17 - 1A4
or
or
or
or
fault in path 1X12:42 - 1X13:3
or
fault in path 1X12:42 - X11:7
or fault in controller.
Page
Section
67
6
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Section
34 15 V V supply for accelerator, steertng Voltage at 1X11:12 < 11.3 V Short- circuit from 15V line (accelerator power
position sensor too low. and/or supply) to L- , or
voltage at 1X12:41 < 11.3 V.
Consequence: No traction 24 V supply of traction electronics too low
68
6
(1X11:13/14)
or
or
or
fault in path 1X11:12 -1X3:1 - 1B2
or
or
fault in path 1X11:27 - X1:17 - 1A4
or
or
or
or
or
Service Training
fault in path 1X12:42 - X11:7.
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336 804 4601.1203
Service Training
35 Illegal signal combination from travel Double-pedal truck: Double-pedal truck:

direction switch 1S13 on single- pedal trucks. Signal combination is not one of the
following Fault in path 1X11:7 - X1:19 - 9X8:3 - Coding
Consequence: No traction
plug
voltage at 1X11:7 = 0 V or
and fault in path 1X11:8 - X1:20 - 9X8:4 - Coding
voltage at 1X11:8 = 0 V plug
and or
voltage at 1X11:22 = 0 V fault in path 1X11:22 - X1:18 - 9X8:2 - Coding
plug
or
Single-pedal truck: fault in path Coding plug - 9X8:1 - X1:6 - L-
Signal combination is not one of the
following Single-pedal truck:
voltage at 1X11:7 = 0 V Direction switch - single-pedal trucks - defective

and or
voltage at 1X11:8 not 0 V
and fault in path 1X11:7 - X1:19 - 9X8:3 - 1S13
voltage at 1X11:22 not 0 V or
fault in path 1X11:8 - X1:20 - 9X8:4 - 1S13
or or
fault in path 1X11:22 - X1:18 - 9X8:2 - 1S13
and fault in path 1S13 - 9X8:1 - X1:6 - L-
and fault in path 1S13 - 9X8:5 - 6X9:28
voltage at 1X11:22 = 0 V or
fault in path 1S13 - 9X8:6 - 6X9:27.
or

and
Page
Section
voltage at 1X11:8 = 0 V
and
69
6
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Section
36 Signal from steering sensor 3B1 outside Voltage at 1X11:40 < 1.2 V Steering sensor defective or maladjusted
permitted range. or or
voltage at 1X11:40 > 13.6 V. fault in path 1X11:40 - X7:2 - 3B3
Consequence: No traction oder
70
6
or
fault in path 1X11:27 - X7:1 - 3B3.
The calculated speed ratio of the two Signal from steering position potentiometer Truck jacked up.
37 traction motors does not match the does not change when the truck is being Problem in the drive motors,
measured steering angle. driven. or
Steering position sensor defective or
Consequence: Reduced driving speed or maladjusted/incorrectly programmed (window
81)
excessive discrepancy of the PWM control or
signal of the traction motor armatures when fault in path 1X11:40 - X7:2 - 3B3
driving straight ahead. or
or
or
Service Training
or
or
or
or
or
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E01 / Chapter 1
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38 Immediately after the controller was Within the first second after switching on the Fault in path 1X11:2 - 1F2 - S2 - X10:L+ - G1
switched on, the battery voltage and/or the controller the voltage at 1X11:15 > 100V and/ or
voltages in both intermediate circuits are or the voltage at 1X11:1 and 1X11:11 > 100V fault in path 1X11:15 - X4:1 - K1 - X4:2 -
greater than 100 V. After this fault has occurred, the voltages at 1X11:16
the above-mentioned connector contacts are or
Consequence: No traction, main contactor no longer relevant, as the safety relay and fault in path 1X11:29 - L-
opens, safety relay opens. the main contactor will have opened. or
fault in path 1X11:30 - L-.
39 Voltages in both intermediate circuits too Voltage at 1X11:1 < 58V Extremely low battery charge, or battery
low. and defective, or
voltage at 1X11:11 < 58V.
fault in path 1X11:11 - 1F6 - 1A1:2
and/or
fault in path F8:2 - X12:4 - R1 - 1R1 - X12:2 -
1F6:2
or
fault in path 1X11:2 - 1F2 - S2 - X10:L+ - G1.
Voltages in both intermediate circuits too Voltage at 1X11:1 > 110V If the battery is defective, the voltages in the
40 high. and intermediate circuits may reach extremely high
voltage at 1X11:11 > 110V values during regenerative braking.
It may be that the voltages at these connector
contacts are too high only during power Problems may also be caused by bad contact at
regeneration. the battery connector or at the main contactor
K1.
and/or
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and/or
fault in path F8:2 - X12:4 - R1 - 1R1 - X12:2 -
1F6:2.
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42 Driving and feedback signals from the Internal fault condition. Fault in path 1X11:29 - L-
safety relay do not match or
fault in path 1X11:30 - L-
Consequence: Truck is switched off or
72
completely. fault in traction electronics 24 V power supply
6
(1X11:13/14).
43 Contact of safety relay within the controller Window (5) Fault in path 1X11:15 - X4:1 - K1 - X4:2 -
fails to close 1X11:16
Rel:1 or
Consequence: Creep speed and fault in path 1X11:2 - 1F2 - S2 - X10:L+ - G1.
voltage at 1X11:15 is much less than the
battery voltage.
Contact of safety relay within the controller When the ignition is turned off, the voltage at Fault in path 1X11:15 - X4:1 - K1 - X4:2 -
44 fails to open 1X11:15 is about equal to the battery voltage. 1X11:16.
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45 At least one intermediate circuit voltage One of the intermediate-circuit voltages fails Battery discharged or defective
remains too low during charging to reach 72 V durig charging. or
fault in path F1:2 - F7 - X12:1 - K2
Consequence: No traction, main contactor When this fault occurs, the charging relay K2 or
is not energised is de-energised, so that the voltages at these fault in path K2 - 1R1 - X12:2 - 1F6 - 1A1:2 -
controller contacts are no longer meaningful. 1A1:1 - L-
or
fault in path K2 - R1 - X12:4 - F8 - A1:2 - A1:1 -
L-
or
fault in path 1X11:18 - X12:5 - K2 - X12:3 - L-
or
fault in path 1X11:11 - 1F6:2
or
fault in path 1X11:1 - F8:2
or
fault in path 1X11:15 - X4:1 - K1 - X4:2 -
1X11:16
or
fault in path 1X11:2 - 1F2 - S2 - X10:L+ - G1
46 Fault in path 1X11:15 - X4:1 - K1 - X4:2 -

Fault message for the main contactor Internal fault detection 1X11:16
appears. or
Consequence: No traction, main contactor or
is de-energised fault in path 1X11:30 - L-
or
Fault in the 24 V power supply of the traction
electronics (1X11:13/14)
Fault in path 1X11:15 - X4:1 - K1 - X4:2 -

47
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Control and feedback signal at the main Control signal and feedback signal of main 1X11:16
contactor do not match. contactor incorrect. or
Consequence: Creep speed or
or
Fault in the 24 V power supply of the traction
electronics (1X11:13/14)
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48 While the truck is being driven, the voltage Voltage difference (1X11:15-1X11:1) > 5 V Fault in path S2:2 - F1 - K1 - 1A1:2
in at least one intermediate circuit differs and/or or
by more than 5V from the voltage at the voltage difference (1X11:15-1X11:11) fault in path S2:2 - F2 - K1 - A1:2
positive side of the main contactor for >5V or
74
more than 1 sec. fault in path 1X11:1 - F8 - A1:2 - A1:1 - L-
6
or
Consequence: Creep speed fault in path 1X11:11 - 1F6 - 1A1:2 - 1A1:1 - L-
or
fault in path 1X11:15 - X4:1 - K1 - X4:2 -
1X11:16
or
fault in path 1X11:2 - 1F2 - F2:1.
49 When the keyswitch is off, the voltage at Main contactor or charging relay sticks or fault
At least one intermediate-circuit voltage is 1X11:1 and/or at 1X11:11 is approximately in path 1X11:18 - X12:5 - K2:86 - K2:85 - X12:3
too high in the start phase and cannot be equal to the battery voltage. - L-
reduced by field voltage pulsing when the or
main contactor is open. fault in path 1X11:15 - X4:1 - K1:A1 - K1:A2 -
X4:2 - 1X11:16
Consequence: Main contactor is de- or
activated. fault in path 1X11:16 - 2X1:8
or
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fault in path 1X11:1 - F8:2 - F8:1 - A1:2
or
fault in path 1X11:11 - 1F6:2 - 1F6:1 - 1A1:2
or
or
or
or
or
or
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This fault concerns only trucks with built-in Excessive deviation of the signals at 1X11:19 Fault in path 1X11:19 - 1X1:2 - 1B1
51 speed sensors (UPA speed reduction 6 km/ and 1X11:20 while the truck is moving. or
h). fault in path 1X11:20 - 1X1:4 - 1B1
or
The two output signals of the speed sensor fault in path 1X11:12 - 1X1:1 - 1B1
1B1 supply different pulse frequencies. or
Consequence: Reduced speed Speed sensor 1B1 defective or maladjusted.
52 Voltage between drain and source of Voltage at 1X12:9 > 5 V when braking. Fault in path 1X12:9 - 1X13:13
switched-off top transistor of power unit 1A1 or
too low. fault in path 1X12:31 - 1X13:1
or
Consequence: No traction, main contactor fault in path 1X12:29 - 1X13:11
and safety relay deactivated. or fault in power unit.
53 Voltage between drain and source of Fault in path 1X12:9 - 1X13:13

switched-on top transistor of power unit 1A1 Voltage at 1X12:9 significantly less than or
too high . UBatt when the truck is stationary fault in path 1X12:31 - 1X13:1
or
or fault in power unit.
Fault in path 1X12:22 - 1X13:5

54 Voltage between drain and source of Voltage at 1X12:22 appprox. 0 V while the or
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switched-on bottom transistor of power unit truck is being driven. fault in path 1X12:30 - 1X13:2
1A1 too low . or
Consequence: No traction, main contactor or fault in power unit.
and safety relay deactivated.
75
6
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55 Voltage between drain and source of bottom The measured drain voltage of the bottom Fault in path 1X12:22 - 1X13:5 or
transistor in power unit 1A1 too high for transistor is at least 5 V higher than the fault in path 1X12:30 - 1X13:2 or
current clock pulse ratio. voltage calculated on the basis of the PWM fault in path 1X12:29 - 1X13:11 or
ratio. power unit defective.
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6
Driver circuit of power unit 1A1 signals fault. Not measurable Fault in path 1X12:7 - 1X13:6,
56 fault in power unit 1A1 and/or in motor circuit,
Consequence: No traction. or battery defective.
57 Signal from thermal sensor in power unit Voltage at 1X12:10 > 5.5 V Fault in path 1X12:10 - 1X13:14
1A1 is outside plausible limits or or fault in power unit.
(< -30 °C or > 200 °C). Voltage at 1X12:10 < 1.6 V.
Cconsequence: Creep speed
Temperature in power unit 1A1 too high. Voltage at 1X12:10 > 3.5 V. High load or problems with power unit cooling
58 (fan, heat conduction paste) or
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Consequence: No traction until the fault in path 1X12:10 - 1X13:14
temperature in the power unit has gone or fault in power unit.
down to less than 80 °C.
This error message concerns only trucks Voltage at 1X11:36 differs significantly from Fault in path 1X11:36 - 1X3:2 - 1B2
61 with built-in speed sensor (UPA speed that at 1X11:37 while the truck is being or
reduction 6 km/h). driven. fault in path 1X11:37 - 1X3:4 - 1B2
or
The two output signals of the speed sensor fault in path 1X11:12 - 1X3:1 - 1B2
1B2 supply different pulse frequencies or
Consequence: Reduced speed or
speed sensor 1B2 defective or incorrectly
adjusted.
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62 Voltage between drain and source of Voltage at 1X12:23 > 5 V during braking. Fault in path 1X12:23 - X11:14
switched-off top transistor in power unit A1 or
too low. fault in path 1X12:5 - X11:12
or
Consequence: No traction. Main contactor fault in path 1X12:15 - X11:13
and safety relay are de-energised. or fault in power unit.
Voltage between drain and source of Voltage at 1X12:23 significantly less than
63 switched-on top transistor in power unit A1 UBatt with stationary truck. Fault in path 1X12:23 - X11:14
too high. or
or
fault in path 1X11:1 - F8 - A1:2
64 Voltage between drain and source of Voltage at 1X12:37 approx. 0 V while the Fault in path 1X12:37 - X11:15
switched-on bottom transistor in power truck is being driven. or
unit A1 too low. fault in path 1X12:4 - X11:20
or
Consequence: No traction. Main contactor fault in path 1X12:15 - X11:13
and safety relay are de-energised. or fault in power unit A1
65 Voltage between drain and source of the The measured drain voltage of the bottom Fault in path 1X12:37 - X11:15
bottom transistor in power unit A1 too high transistor is at least 5 V higher than the or fault in path 1X12:4 - X11:20
for current clock pulse ratio. voltage calculated on the basis of the PWM or fault in path 1X12:15 - X11:13
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ratio. or fault in power unit A1
Consequence: Creep speed or fault in power unit.
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6
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66 Driver circuit of power unit A1 signals a Not measurable Fault in path 1X12:20 - X11:25.
fault Fault in power unit A1.
78
6
Signal from thermal sensor in power unit Voltage at 1X12:11 > 5.5 V for low Fault in path 1X12:11 - X11:16.
67 A1 outside permitted range temperature Fault in power unit A1.
(< -30 °C or > 200 °C) or
voltage at 1X12:11 < 1.6 V for high
Consequence: Creep speed temperatture
Temperature in power unit A1 too high Voltage at 1X12:11 > 3.5 V High load or problems with power unit cooling
68 (fan, heat conduction paste), or
Consequence: No traction, until the fault in path 1X12:11 - X11:16.
temperature in the power unit has Fault in power unit A1.
dropped below 80 °C .
Truck shut.dwon for safety Switch inputs from main and safety controller Undefined switch signals or problems with the
70 reasons.,Unclear switching signal sevels not identical. 24 V power supply at 1X11:13/14 (voltage dips
- or internal fault. < 17V or voltage surges > 28 V) ,
or
95
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undefined signal level at 1X11:8, 1X11:21 or
1X11:22.
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Section 6
6.9.3 FAULT CODES - INDIVIDUAL CONTROLLER - TRACTION - PANORAMA VERSION
6.9.3.1 SUMMARY OF FAULTS (LDC31C00/LDC31C02)
3 Incorrect seat position

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Fault messages
21 Output signals of the two pedal position sensors 1A4 incorrect
22 Accelerator signal 1A5 outside permitted range
23 Signals from microswitches 1S7 / 1S8 - seat position - incorrect
24 Steering sensor signal remains constant for too long while the truck is moving
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched open

Section 6
42 Safety relay control and feedback signals do not match
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Section 6

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6.9.3.2 DESCRIPTION OF FAULTS (LDC31C00/LDC31C02)

Page
Section
LDC31C00 31.12.2002
See fault description See fault description See fault description

1-2 for individual controller For individual controller. For individual controller.
3 Wrong seat position, or incorrect pedal Signal at 1X11: 20 not battery negative Driver's seat is not in normal or transverse
82
6
operated in relation to seat position. and position (intermediate position),
signal at 1X11: 36 not battery negative
Consequence: No traction, until the seat or fault in path
has been set to the normal or transverse or 1X11:20 - X13:3 - 1X14:2 - 1S7 - 1X14:3 - X1:6 -
position, and/or the operated accelerator L-
pedal has been restored to the neutral Signal at 1X11: 20 battery negative or fault in path
position. Accelerator 1A5 transverse position operated 1X11:36 - X13:4 - 1X15:2 - 1S8 - 1X15:3 - X1:6 -
L-
or
or problem with accelerator 1A4 or 1A5.
Signal at 1X11: 36 battery negative and
accelerator 1A4 normal position operated.

4-8 for individual controller. for individual controller for individual controller.
9 Stop pedal switch 1S5 (normal position) or Voltage at 1X11:38 not battery negative. Stop pedal switch 1S5 or 1S6 open or
1S6 (transverse position) actuated maladjusted, or
fault in path 1X11:38 - X1:13 - 1X5:2 - 1S5 -
Consequence: Creep speed or LBC 1X5:3 - 1X16:2 - 1S6 - 1X16:3 - X1:6 - L-
Service Training
braking if accelerator is not operated.
See fault description See fault description

19 See fault description
for individual controller for individual controller.
for individual controller.
21 Signals from accelerator 1A5 transverse Sum of the voltages at 1X11:1 and 1X12:10 < Potentiometer in accelerator 1A5 defective or
position (driving and monitoring 14 V misadjusted, or
potentiometers) do not match. or fault in path 1X11:1 - X13:1 - 1X17:2 - 1A5
Sum of the voltages at 1X11:1 and 1X12:10 > or
Consequence: No traction. 16 V fault in path 1X12:10 - X13:2 - 1X17:3 - 1A5
or
or
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22 Signals from accelerator 1A5 transverse Voltage at 1X11:1 < 1.5 V Potentiometer in accelerator 1A5 defective or
position outside permissible range. or maladjusted
voltage at 1X11:1 > 13.5 V. or
Consequence: No traction. fault in path 1X11:1 - X13:1 - 1X17:2 - 1A5
or
or
Microswitch1S7 or 1S8 defective

23 Signals of the microswitcfhed for the seat Signal at 1X11: 20 battery negative or fault in path
position incorrect . and 1X11:20 - X13:3 - 1X14:2 - 1S7 - 1X14:3 - X1:6 -
Signal at 1X11: 36 battery negative. L-
Consequence: No traction. or fault in path
1X11:36 - X13:4 - 1X15:2 - 1S8 - 1X15:3 - X1:6 -
L-
See fault description

24 See fault description See fault description for individual controller.
- for individual controller. for individual controller.
29
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6
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30 Accelerator 1A4 (normal position) or 1A5 Voltage at 1X11:21 not battery negative Seat switch and/or overhead guard switch
(transverse posititon) not in neutral and defective, open or maladjusted.
position, and seat switch and/or overhead or
guard switch open at the same time. Voltage at 1X11:24 > 9.5 V fault in path
84
or 1X11:21 - X1:35 - 1X6:1 – S3 - 1X6:2 - X9:2 - S4
6
Consequence: No traction. voltage at 1X11:24 < 5.5 V - X9:3 - X1:6 - L-
or or
voltage at 1X11:1 > 9.5 V potentiometer inn accelerator 1A4 defective or
or maladjusted
Voltage at 1X11:1 < 5.5 V. or
or
or
or
potentiometer in accelerator 1A5 defective or
misadjusted
or
or
or
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31 for individual controller. for individual controller. for individual controller.
-
92
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Section 6
6.9.4 FAULT CODES - COMBINATION CONTROLLER - TRACTION
6.9.4.1 SUMMARY OF FAULTS (LDC43DRIVE)
17 EEPROM memory damaged

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18 Controller production test not performed
Fault messages
24 Steering sensor signal remains constant for too long while the truck drive is operated
30 Accelerator pedal actuated and seat switch S3 or cabin switch S4 switched open

Section 6
42 Safety relay driving and feedback signals do not match
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Section 6

to
89
90 LLC signals fault
91 Field voltage of power unit 1A1 incorrect
92 Field voltage of power unit incorrect
6.9.4.2 DESCRIPTION OF FAULTS (LDC43DRIVE)

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LDC43 Drive 21.01.2003
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Section
1 Accelerator pedal was already actuated Voltage at X13:59 < 7 V. Accelerator pedal actuated continuously since
on operation of the key-operated switch. start-up of the truck, or mechanical connection
or of accelerator defective, or electrical fault in the
Consequence: Truck will not travel until accelerator,
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6
the pedal has been returned to the neutral voltage at X13:59 > 8 V.
position. or fault in path:
or X13:59 – X1:37 – 1X10:2 - 1A4
X13:60 – X1:16 – 1X10:4 - 1A4
accelerator supply voltage < 13.5 V. X13:69 – X1:17 – 1X10:1 - 1A4
24 V power supply of the controller too low

(< 17.5 V) or 15 V supply of the accelerator not
ok,
or fault in path
X13:60 - X7:3 - 3B1.
2 Accelerator in neutral position The accelerator signal is in the range for the Accelerator pedal actually not actuated, or
neutral position. cable break in the signal line of the accelerator
Service Training
Consequence: Truck will not travel until potentiometer, or inadequate contact of
the accelerator has been actuated. Voltage at X13:59 between 7 V and 8 V. accelerator connector,
or or fault in path:
travel direction switch not actuated in the X13:59 – X1:37 – 1X10:2 - 1A4
case of single-pedal trucks. X13:60 – X1:16 – 1X10:4 - 1A4
X13:69 – X1:17 – 1X10:1 - 1A4
or fault in the connection to the travel direction

switch 1S13
X13:36 - 9X8:4 - 1S13 - 9X8:1 - X1:6 - L-
X13:17 - 9X8:2 - 1S13 - 9X8:1 - X1:6 - L-
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Seat switch and/or cabin switch open for Seat contact continuously open and/or Seat switch and/or cabin switch defective, open,
4 more than 1 s and/or no reset from accelerator signal continuously outside or maladjusted,
accelerator. range for neutral position. or fault in path:
X13:33 – X1:35 - 1X6:1- S3 - 1X6:2 - X9:2 - S4 -
Consequence: No traction. Electrical X9:3 -X1:6 - L-
braking is possible. or fault in accelerator circuit
X13:59 – X1:37 – 1X10:2
X13:60 – X1:16 – 1X10:4
X13:78 – X1:38 – 1X10:3
X13:69 – X1:17 – 1X10:1.
5 Switch-controlled speed reduction Voltage at X13:73 not battery negative. Switch-controlled speed reduction activated,
activated. or
fault in path
Consequence: Reduced speed set in X13:73 – L-.
Window 7 is activated.
In all probability, the temperature in the Voltage at X13:51 not battery negative. Temperature in the drive motors too high,
7 drive motors is higher than 160 °C. or fault in path
X13:51 - X1:15 - 6X9:29
Consequence: Reduced speed. or defect in composite instrument, fan problem,
or problems with the temperature sensors of the
traction motors.
Hand brake switch actuated. Voltage at X13:35 not battery negative. Hand brake switch actuated, defective, open, or
8 maladjusted
Consequence: Slow speed. or
fault in path X13.35 - 1X4:2 - 1S4 - 1X4:3 - L-.
9 Voltage at X13:54 not battery negative. Stop pedal switch actuated, defective, open, or
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Section
Stop pedal switch actuated.
maladjusted
Consequence: Creep speed or LBC or
braking with accelerator not actuated. fault in path X13:54 - X1:13 - 1X5:2 - 1S5 –
1X5:3 - X1:6 - L-
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17 EEPROM memory in controller Internal recognition of damaged EEPROM. EEPROM defect as a result of controller being
damaged switched off during writing to the EEPROM.
90
6
18 Production test of the controller not Internal recognition that no production test Test or prototype controller or EEPROM in
performed has been performed. controller defective.
Consequence: No truck function.
No calibration performed for accelerator or Internal recognition that no valid calibration New controller installed and accelerator and/or
19 steering position sensor- has been performed. steering position sensor not yet calibrated.
New controllers only. Note: Calibration is performed in windows 8
and 81.
Note: A replacement of accelerator or
steering position sensor is not recognised
automatically.
Consequence: Creep speed.
Signal from steering position sensor 3B1 Incorrect signal at X13:58. Signal from Truck jacked up and/or
24
Service Training
remains constant while the truck is being steering position sensor 3B1 does not steering position sensor defective,
driven. change at high truck speed. or mechanically disconnected,
or fault in path X13:58 - X7:2 - 3B1
Consequence: Reduced speed. or fault in path X13:60 - X7:3 - 3B1
or fault in path X13:69 - X7:1 - 3B1.
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25 Illegal combination of signals from travel Signal combination is not one of the Travel direction switch - single pedal truck -
direction switch 1S13 - Single-pedal following: defective, or
trucks. direction lever switched over too fast,
Voltage at X13:74 = 0 V or incorrect travel direction switch installed, or
and
Overlapping of direction signal and neu-
voltage at X13:36 not 0 V fault in path X13:74 - X1:19 - 9X8:3 - 1S13
tral position signal. and or
Consequence: No traction. voltage at X13:17 not 0 V fault in path X13:36 - X1:20 - 9X8:4 - 1S13
or
or fault in path X13:17 - X1:18 - 9X8:2 - 1S13
or
voltage at X13:74 not 0 V fault in path 1S13 - 9X8:1 - X1:6 - L-
and or
voltage at X13:36 not 0 V fault in path1S13 - 9X8:5 - 6X9:28
and or
voltage at X13:17 = 0 V fault in path 1S13 - 9X8:6 - 6X9:27.
or
voltage at X13:74 not 0 V

and
voltage at X13:36 = 0 V
and
voltage at X13:17 not 0 V.
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26 The voltages in the intermediate circuits of Difference of the voltages at X13:22 and Fuses F1 or F2 defective or
the power units differ with main contactor X13:41 > 14 V fault in path
energised. X13:22 - 1F6 - 1A1:2 - 1A1:1 - L-
On occurrence of this fault, the voltages at or
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6
Consequence: No traction, main contactor the above mentioned contacts may no longer X13:41 - F8 - A1:2 - A1:1 - L-
is de-energised. be relevant, as the main contactor has de- or
energised. F8:2 - X12:4 - R1 - 1R1 - X12:2 - 1F6:2
or problem with main contactor contacts.
27 At least one of the intermediate-circuit Voltage at X13:22 > 115 V Incorrect battery installed, problem with battery
voltages and the voltage at the coil of the and/or connector, battery defective,
main contactor (positive side) are too high. voltage at X13:41 > 115 V or fault in path
and X13:22 - 1F6 - 1A1:2 - 1A1:1 - L-
Consequence: No traction, main contactor voltage at X13:3 > 105 V. or
remains activated. X13:41 - F8 - A1:2 - A1:1 - L-
Microswitch in emergency stop switch S2 Voltage at X13:71 not battery negative.

28 open for more than 1 sec.
Emergency stop switch actuated or internal
microswitch defective
or fault in path
Consequence: No traction, main contactor X13:71 - X3:1 - S2 - X3:2 - L-
remains activated.
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29 Emergency stop switch actuated while the Voltage at X13:71 not battery negative Emergency switch actuated or internal
truck was moving. and microswitch defective
voltage at X13:39 > 0.7 V
and/or or fault in path
Consequence: No traction, main contactor voltage at X13:20 > 0.7 V. X13:71 - X3:1 - S2 - X3:2 - L-
remains energised.
or fault in path
1X13:4 - X13:39
1X13:3 - X13:79
X11:6 - X13:20
X11:7 - X13:79.
30 Voltage at X13:33 not battery negative Seat switch and/or overhead guard switch
Accelerator outside neutral position and and defective, open or maladjusted
seat switch and/or overhead guard switch voltage at X13:59 > 9.5 V or
open at the same time. or fault in path
voltage at X13:59 < 5.5 V. X13:33 - X1:35 - 1X6:1 – S3 - 1X6:2 - X9:2 - S4 -
Consequence: No traction. X9:3 - X1:6 - L-
or
potentiometer in accelerator defective or
maladjusted
or
fault in path X13:59 - X1:37 - 1X10:2 - 1A4
or
or
fault in path X13:69 - X1:17 - 1X10:1 - 1A4.
Page
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93
6
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Section
The signals supplied by the accelerator Sum of the voltages at X13:59 and X13:78 < Potentiometer in accelerator defective or
31 (driving potentiometer and monitoring 14 V maladjusted, or
potentiometer) do not match. or fault in path X13:59 - X1:37 - 1X10:2 - 1A4
Sum of the voltages at X13:59 und X13:78 > or
94
16 V. fault in path X13:78 - X1:38 - 1X10:3 - 1A4
6
Consequence: No traction.
or
or
32 Accelerator signal outside permitted range Voltage at X13:59 < 1.5 V Potentiometer in accelerator defective or
or maladjusted, or
Consequence: No traction. Voltage X13:59 > 13.5 V. or
or
or
Service Training
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Service Training
33 15 V supply for accelerator, steering Voltage at X13:60 > 17.5 V Short-circuit from 15 V line (accelerator power
position sensor too high. and/or supply) to a line with a higher voltage, or
voltage at X13:50 > 17.5 V.
Consequence: No traction. 24 V supply of traction electronics less than
17.5 V (X13:5)
or
or fault in path X13:69 - X1:17 - 1X10:1 -1A4
or fault in path X13:79 - 1X13:3
or fault in path X13:79 - X11:7
or fault in path X13:50 - X1:39 - 2X3:1 - 2B1
34 15 V supply for accelerator, steering Voltage at X13:60 < 11.3 V Short-circuit from 15 V line (accelerator power
position sensor too low. and/or supply) to L- or
voltage at X13:50 < 11.3 V.
Consequence: No traction. 24 V supply of traction electronics less than
11.3 V (X13:5)
or
or fault in path X13:69 - X1:17 - 1X10:1 - 1A4
or fault in path X13:79 - X11:7
Page
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95
6
Page
Section
35 Illegal signal combination from travel Double-pedal trucks: Double-pedal trucks:

direction switch 1S13 - single-pedal trucks
Signal combination is not one of the Fault in path X13:74 - X1:19 - 9X8:3 - Coding
Consequence: No traction.
96
following plug
6
or
Voltage at X13:74 = 0 V fault in path X13:36 - X1:20 - 9X8:4 - Coding
and plug
voltage at X13:36 = 0 V or
and fault in path X13:17 - X1:18 - 9X8:2 - Coding
voltage at X13:17 = 0 V plug
or
fault in path Coding plug - 9X8:1 - X1:6 - L-
Single-pedal trucks:
Single-pedal trucks:
Signal combination is not one of the
following Direction switch - single pedal trucks - defective
or incorrect direction switch installed or
Voltage at X13:74 = 0 V
and fault in path X13:74 - X1:19 - 9X8:3 - 1S13
voltage at X13:36 not 0 V or
and fault in path X13:36 - X1:20 - 9X8:4 - 1S13
fault in path X13:17 - X1:18 - 9X8:2 - 1S13
or or
Service Training
fault in path 1S13 - 9X8:1 - X1:6 - L-
and fault in path 1S13 - 9X8:5 - 6X9:28
and fault in path 1S13 - 9X8:6 - 6X9:27.
or
voltage at X13:74 not 0 V

and
and
voltage at X13:17 not 0 V.
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Service Training
36 Signal from steering position sensor 3B1 Voltage at X13:58 < 1.5 V Steering sensor defective or misadjusted
outside permitted range. or or
voltage at X13:58 > 13.5 V. fault in path X13:58 - X7:2 - 3B1
Consequence: No traction. or
fault in path X13:60 - X7:3 - 3B1
or
fault in path X13:69 - X7:1 - 3B1.
The calculated speed ratio of the two Signal from steering position potentiometer Truck jacked up
37 traction motors does not match the does not change while the truck is being driven Problem in the drive motors
measured steering angle.
or or
Consequence: Reduced travel speed. Steering position sensor defective or
excessive discrepancy of PWM control signal maladjusted
of the traction motor armatures when travelling or
straight ahead relative to the steering fault in path X13:58 - X7:2 - 3B1
potentiometer signal. or
or
or
fault in path X13:30 - X11:21
or
or
or
or
Page
Section
or
fault in path X13:29 - 1X13:11.
97
6
Page
Section
38 Immediately after the controller was Within the first second following startup of the Fault in path X13:4 - 1F2 - S2 - X10:L+ - G1
switched on, the battery voltage and/or the controller, the voltage at X13:3 is > 100 V and/ or
voltages in both intermediate circuits are or the voltages at X13:42 and X13:22 are fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
greater than 100 V. > 100 V. or
98
fault in path X13:2 - L-
6
After this fault has occurred, the voltages at the
Consequence: No traction, main contactor above-mentioned connector contacts are no or
opens, safety relay opens. longer relevant, as as the safety relay and the fault in path X13:114 - L-
main contactor will have opened.
Voltage at X13:42 < 35 V Extremely low battery charge, or battery

39 Voltages in both intermediate circuits too
and defective, or
low.
voltage at X13:22 < 35 V. fault in path X13:4 - 1F2 - S2 - X10:L+ - G1
or
fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
or
or
Voltage at X13:42 > 109 V If the battery is defective, the voltages in the
40 Voltages in both intermediate circuits too
intermediate circuits may reach extremely high
high. and
voltage at X13:22 > 109 V. levels during regenerative braking.
Service Training
Problems may also be caused by bad contact at
the battery connector or the main contactor K1.
or there may be a fault in path
X13:41 - F8 - A1:2 - A1:1 - L-
or X13:22 - 1F6 - 1A1:2 - 1A1:1 - L-
42 Driving and feedback signals from the Internal fault detection. Fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
safety relay within the controller do not or
match. fault in path X13:2 - L- or
Consequence: Truck is switched off possibly problems with the 24 V supply voltage
completely. at X13:5 (voltage dips
< 17V or voltage surges > 28 V) .
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Service Training
Contact of safety relay within the controller Window (5) Fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
43 fails to close. or
Rel:1 fault in path X13:4 - 1F2 - S2 - X10:L+ - G1
Consequence: Creep speed. and or
Voltage at X13:3 at least 5 V less than the controller defective.
battery voltage.
Contact of safety relay within the controller Voltage at X13:3 > 35 V with safety relay not Fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
44 fails to open. energised. or
controller defective.
The voltage in at least one intermediate The voltage in one of the intermediate circuits Battery discharged or defective
45 circuit remains too low during the charging fails to reach 72 V during the charging process. or
process. fault in path F1:2 - F7 - X12:1 - K2
As the charging relay K2 is de-energised on or
Consequence: No traction, main contactor occurrence of the fault, the voltages at the fault in path K2 - 1R1 - X12:2 - 1F6 - 1A1:2 - 1A1:1 -
is not energised. controller contacts are no longer meaningful. L-
or
fault in path K2 - R1 - X12:4 - F8 - A1:2 - A1:1 - L-
or
fault in path X13:64 - X12:5 - K2 - X12:3 - L-
or
fault in path X13:22 - 1F6:2
or
fault in path X13:41 - F8:2
or
Page
Section
or
fault in path X13:4 - 1F2 - S2 - X10:L+ - G1.
99
6
Page
Section
46 Fault signal of main contactor is tripped. Internal fault detection. Fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
or
Consequence: No traction, main contactor fault in path X13:2 - L- oder X13:114 - L-
100
is de-energised. or
6
possibly problems with the 24 V power supply
at X13:5 (voltage dips < 17 V or voltage surges
> 28 V)
or controller defective.
47 Main contactor control and feedback Control signal and feedback signal of main Fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
signals do not match. contactor incorrect. or
fault in path X13:2 - L- or X13:114 - L-
Consequence: No traction, main contactor or
is de-energised. possibly problems with the 24 V power supply
at X13:5 (voltage dips < 17V or voltage surges
> 28 V)
48 While the truck is being driven, the voltage Voltage difference (X13:3 and X13:41) > 5 V Fault in path S2:2 - F1 - K1 - 1A1:2
in at least one intermediate circuit differs by and/or or
more than 5 V from the voltage at the Voltage difference (X13:3 and X13:22) > 5 V. fault in path S2:2 - F2 - K1 - A1:2
positive side of the main contactor for more or
Service Training
than 1 s. fault in path X13:41 - F8 - A1:2 - A1:1 - L-
or
Consequence: Creep speed. fault in path X13:22 - 1F6 - 1A1:2 - 1A1:1 - L-
or
or
fault in path X13:4 - 1F2 - F2:1.
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Service Training
Contact of main contactor sticks or The voltage in one of the intermediate Fault in charging circuit or fault in path X13:64 -
49 discharging circuit defective. circuits deviates from the battery voltage X12:5 - K2 - X12:3 - L-
while the main contactor is not energised or
Consequence: Main contactor is de- and field pulsing is activated. fault in path X13:3 - X4:1 - K1 - X4:2 - X13:1
energised. or
fault in path X13:41 - F8:2 - F8:1 - A1:2
or
fault in path X13:22 - 1F6:2 - 1F6:1 - 1A1:2
or
or
or
or
or
or
fault in path X13:29 - 1X13:11.
51 This fault concerns only trucks with built-in Excessive deviation of the signals at X13:37 Fault in path X13:75 - 1X1:2 - 1B1
speed sensors (UPA speed reduction and X13:75 from each other while the truck is or
6 km/h) being driven. fault in path X13:37 - 1X1:4 - 1B1
or
The two output signals of the speed sensor fault in path X13:60 - 1X1:1 - 1B1
1B1 supply different pulse frequencies. or
fault in path X13:69 - 1X1:3 - 1B1
Consequence: Reduced speed. or
speed sensor 1B1 defective or maladjusted.
Page
Section
101
6
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Section
52 Voltage between drain and source of Voltage at X13:61 > 5 V during braking. Fault in path X13:61 - 1X13:13
switched-off top transistor in power unit or
1A1 too low. fault in path X13:9 - 1X13:1
102
or
6
Consequence: No traction, main contactor fault in path X13:29 - 1X13:11
and safety relay are de-energised. or
fault in power unit 1A1.
Voltage between drain and source of With stationary truck, the voltage at X13:61 is Fault in path X13:61 - 1X13:13
53 switched-on top transistor in the power at least 5 V less than the battery voltage. or
unit 1A1 too high. fault in path X13:9 - 1X13:1
or
Consequence: Creep speed. fault in path X13:29 - 1X13:11
or
fault in path X13:22 - 1F6 - 1A1:2
or
54 Voltage between drain and source of Voltage at X13:80 approx. 0 V during Fault in path X13:80 - 1X13:5
switched-on bottom transistor in power driving. or
unit 1A1 too low. fault in path X13:28 - 1X13:2
or
Service Training
Consequence: No traction, main contactor fault in path X13:29 - 1X13:11
55 Voltage between drain and source of The measured drain voltage of the bottom Fault in path X13:80 - 1X13:5
bottom transistor in power unit 1A1 too transistor is at least 5 V higher than the or
high for current clock ratio. voltage calculated on the basis of the PWM fault in path X13:28 - 1X13:2
ratio. or
Consequence: Creep speed. fault in path X13:29 - 1X13:11
or
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Service Training
56 Driver circuit of power unit 1A1 signals Not measurable. Fault in path X13:34 - 1X13:6
fault. or
fault in power unit 1A1 and/or in motor circuit
Consequence: No traction. or defective battery.
57 Signal from thermal sensor in power unit Voltage at X13:57 > 5.5 V. Fault in path X13:57 - 1X13:14
1A1 outside permitted range or or
(< -30 °C or > 200 °C). voltage at X13:57 < 1.6 V. fault in power unit 1A1.
Temperature in power unit 1A1 too high Voltage at X13:57 > 3.5 V. The power unit may have overheated due to
58 excessive loading or there may be a problem
Consequence: No traction until the with the cooling of the power unit,
temperature in the power unit has dropped
below 80 °C. e.g. due to incorrect assembly, incorrect
application of heat conduction paste, fan
problems at the power unit etc.
Sluggishness in traction drive (gearbox,

bearing, brake)
or
or
This fault message concerns only trucks Excessive deviation of the signals at X13:18 Fault in path X13:18- 1X2:2 - 1B2
61 with built-in speed sensors (UPA speed and X13:56 while the truck is being driven. or
reduction fault in path X13:56 - 1X2:4 - 1B2
Page
Section
6 km/h). or
The two output signals of the speed or
sensor 1B2 supply different pulse fault in path X13:69 - 1X2:3 - 1B2
frequencies. or
speed sensor 1B2 defective or incorrectly
Consequence: Reduced speed. adjusted.
103
6
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Section
62 Voltage between drain and source of Voltage at X13:62 > 5 V during braking. Fault in path X13:62 - X11:14
switched-off top transistor in power unit A1 or
too low. fault in path 13:12 - X11:12
104
or
6
Consequence: No traction, main contactor fault in path X13:31 - X11:13
and safety relay are disconnected. or
fault in power unit A1.
Voltage between drain and source of With stationary truck the voltage at X13:61 is Fault in path X13:62 - X11:14
63 switched-on top transistor in the power at least 5 V less than the battery voltage. or
unit A1 too high. fault in path X13:12 - X11:12
or
Consequence: Creep speed. fault in path X13:31 - X11:13
or
fault in path X13:41 - F8 - A1:2
or
64 Voltage between drain and source of Voltage at X13:81 is approx. 0 V while the Fault in path X13:81 - X11:15
switched-on bottom transistor in power truck is being driven. or
unit A1 too low. fault in path X13:11 - X11:20
or
Service Training
Consequence: No traction, main contactor fault in path X13:31 - X11:13
Voltage between drain and source of The measured drain voltage of the bottom Fault in path X13:81 - X11:15
65 bottom transistor in power unit A1 too high transistor is at least 5 V higher than the or
for current clock pulse ratio. voltage calculated on the basis of the PWM fault in path X13:11 - X11:20
ratio. or
Consequence: Creep speed. fault in path X13:31 - X11:13
or
fault in power unit.
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Service Training
66 Driver circuit of power unit A1 signals a Not measurable. Fault in path X13:15 - X11:25
fault. or
fault in power unit A1
Consequence: No traction. or battery defective.
Signal from thermal sensor in power unit Voltage at X13:76 > 5.5 V Fault in path X13:76 - X11:16
67 A1 outside permitted range or or
(< -30 °C or > 200 °C). voltage at X13:76 < 1.6 V. fault in power unit A1 or in motor circuit.
Consequence: Creep speed .
Temperature in power unit A1 too high. Voltage at X13:76 > 3.5 V. The power unit may have overheated due to
68 excessive loading or there may be a problem
Consequence: No traction until the with the cooling of the power unit.
temperature in the power unit has
dropped below 80 °C. e.g. due to incorrect assembly, incorrect
application of heat conduction paste, fan
problems at the power unit etc.
Sluggishness in traction drive (gearbox,

bearing, brake)
or
fault in pathX13:76- 1X11:16
or
Internal fault in the controller. Signal inputs from main and safety Unclear switching signals or possibly problems
70
Consequence: Safety shutdown. controllers do not coincide. with the 24 V power supply at X13:5 (voltage
to dips
< 17V or voltage surges > 28 V)
Page
Section
89 or
faulty switching signals at X13:33, X13:17 or
X13:36
or internal fault in the controller.
105
6
Page
Section
90 The control section of the working Internal condition. The cause of the fault can be read out with the
hydraulics signals a fault. help of the LLC diagnostic system.
Consequence: Main contactor K1 is
106
deenergised after the driver has left the
6
seat.
91 The fed-back field voltage of power unit Internal condition. Fault in path X13:8 - 1X13:9
1A1 does not match the preset PWM clock or
pulse ratio. fault in path X13:27 - 1X13:10
or
Consequence: No traction. fault in path X13:29 - 1X13:11
or
or
or defect in power unit.
92 Internal condition. Fault in path X13:30 - X11:21

The fed-back field voltage of power unit or
1A1 does not match the preset PWM clock fault in path X13:10 - X11:22
pulse ratio. or
Service Training
Consequence: No traction. or
or
or defect in power unit.
E01 / Chapter 1
336 804 4601.1203
Section 6
6.9.5 WINDOWS DISPLAYING INFORMATION ON THE WORKING HYDRAULICS
6.9.5.1 STATUS INFORMATION
Window 1 displays general information on the truck discovered by the diagnostic system .
--------------------
(1+) LDC-43 LIFT
Vers: 1.000
Type: LDC43C50
336 E20
--------------------
1st line: Designation of controller

2nd line: Controller software version
3rd line: Controller type
4th line: Truck information (series, type, pedal version)
336 804 4601.1203
In the case of the diagnostic software master version an additional Window 11 is provided. This window
E01 / Chapter 1
displays an additional information code (compiler number) which reflects the exact processing status of
the software used. This information will be relevant for the service engineer only in exceptional cases (e.g.
when contacting Technical Service).
--------------------
(11)
XXXXXXXXXXXX
--------------------
Section 6
6.9.5.2 CURRENT INFORMATION AND FAULT MESSAGES
Information message
E.G. : 2 = Joystick Lifting/
Lowering not in neutral position
Information message
--------------------
(2) 2 4 52
Two digit fault number
--------------------
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E01 / Chapter 1
Window 2 shows all reasons why the working hydraulics may have shut down or operate at reduced
speed, in the form of the respective information or fault numbers.
Messages with numbers less than 20 represent informative messages and are not stored. Messages with
numbers greater than 20 are defined as fault numbers and are stored in window 3.
Section 6
6.9.5.3 STORED FAULT NUMBERS
Fault number
E.G. : Fault 53
Frequency of occurrence
E.G. Twice
--------------------
(3+) 53:2
--------------------
The fault memory can be cleared within the Truck Doctor diagnostic software by clicking the BACKSPACE
or TAB key.
The fault messages can also be cleared by means of the Linde diagnostic instrument. To clear the faults,
actuate CE button. Once the fault memory has been cleared, a maintenance marker is set behind the last
336 804 4601.1203
fault in the window 31 (overall fault memory).

E01 / Chapter 1
6.9.5.4 FAULT MEMORY - OPERATOR ERRORS

Fault number
E.G. Fault 46
--------------------
(31+) 46:2 Frequency of occurrence
E.G. : Twice
--------------------
LLC33C01
LDC43Lift
All operator errors detected during driving operation are stored in this window, and displayed along with
their frequency of occurrence. Operating errors can be cleared within the framework of the Truck Doctor
Operating errors can also be cleared by means of the Linde diagnostic instrument. To clear the fault
messages, actuate CE key. Once the fault memory has been cleared, a maintenance marker is set behind
the last fault in the window 32 (overall fault memory).
Section 6
6.9.5.5 OVERALL FAULT MEMORY
Fault number Frequency of occurrence
E.G. Fault 58 E.G. : twice
-------------------- --------------------
(31+) 58:2/ 58:3 (32+) 58:2/ 58:3 Fault number of faults
not acknowledged by
the service engineer,
and frequency of oc-
-------------------- --------------------
currence
/-character, showing that the fault

LLC33C00 LLC33C01 has been acknowledged by the
LDC43Lift service engineer
This window shows all faults detected and memorised during truck operation, which affect the function of
the working hydraulics, along with their frequency of occurence. All fault messages can be acknowledged
within the framework of the Truck Doctor diagnostic software by clicking the BACKSPACE or TAB key.
The messages in the overall fault memory can also be acknowledged with the help of the Linde diagnostic
instrument by pressing the CE key. This acknowledgement of the fault memory causes the maintenance
marker (slash) to be set behind the last fault in the window "Overall Fault Memory". Any faults occurring
336 804 4601.1203

after this point in time are shown behind the line. Acknowledging the faults clears the fault memory in
E01 / Chapter 1
window 3.
6.9.5.6 CLEARING THE FAULT MEMORY
-------------------- --------------------
(32) (33)
(clear errors=<CE>) (clear errors=<CE>)

-------------------- --------------------
LLC33C00 LLC33C01
LDC43Lift
All fault messages shown can be cleared in this window. The overall fault memory is cleared with the help
of the Truck Doctor diagnostic software by clicking the BACKSPACE or TAB key.
The overall fault memory cannot be cleared with the help of the Linde diagnostic instrument.
Section 6
6.9.5.7 SWITCH INPUTS
-------------------- --------------------
(4+) (4+)
S3/4: 0 K1: 1 S3/4: 0 K1: 1
3S1 : 0 3S1 : 0
6P2 : 1 6P2 : 1 uK1:34
-------------------- --------------------
LLC33C00 LDC43Lift
LLC33C01
Window 4 displays the digital switch inputs.
Circuit state of S3/4, seat switch/cabin switch
0 Overhead guard or seat switch open

1 Overhead guard or seat switch closed
336 804 4601.1203
Circuit state of 3S1, steering control valve sensor

E01 / Chapter 1
0 Sensor not activated

1 Sensor activated
Signal from composite instrument - battery discharge indicator 6P2
0 Signal from composite instrument - battery discharged

1 Signal from composite instrument - battery charged
Circuit state of line contactor K1
1 Line contactor activated

0 Line contactor not activated
Voltage at the coil of main contactor uK1 in Volt

Section 6
6.9.5.8 SWITCH OUTPUTS
-------------------- --------------------
(5+) SREL: 0 (5+) SREL: 0
2Y9: 0 2Y9: 0
2Y10: 0
-------------------- --------------------
LLC33C00 LDC43Lift
LLC33C01
Window 5 shows the circuit states of the digital outputs.
SREL Internal safety relay for power supply to the solenoid valves
0 Safety relay not activated

1 Safety relay activated
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E01 / Chapter 1
2Y9 Activation of safety valve
0 Safety relay not activated

1 Safety relay activated
2Y10 Activation of safety lowering valve
0 Safety lowering valve not activated

1 Safety lowering valve activated
Section 6
6.9.5.9 ANALOG SIGNALS
Window 6 displays various analog input signals.
-------------------- -------------------- --------------------

(6+) u+: 14.3 (6+) u+: 14.3 (6+) u+: 14.3
urel: 0 pwm: 0 urel: 0 pwm: 0 urel: 0
tc3: 20 uC: 0 tc3: 20 uC: 0 tc3: 20 uC: 0
nm: 32 nm: 32 ns: 42 nm: 32
-------------------- -------------------- --------------------
LLC33C00 LLC33C01 LDC43Lift
u+ Power supply for the joystick in Volts, approx. 14.3 V
pwm PWM control signal for Mosfet transistor of pump motor, in %
uRel Power supply for the solenoid valves in Volts

Approx. 22V when the safety relay is open
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E01 / Chapter 1
tc3: Temperature in power unit A1 in °C
uC Voltage at intermediate-circuit capacitor of power unit A1 in Volts
ns Demand value - Pump motor speed of rotation (rpm)
nm Actual value - Pump motor speed of rotation (rpm) supplied by speed sensor
Section 6
6.9.5.10 ANALOG SIGNALS FOR THE WORKING FUNCTIONS
Windows 61, 62, 63, 64 display the joystick outputs and the associated valve control signals.
WINDOW 61 LIFT WINDOW 62 TILT
-------------------- --------------------
(61+) LIFT+ (62+) TILT+
u1: 100% PWM: 100% u1: 100% PWM: 100%
u2:-100% i: 500mA u2:-100% i: 500mA
-------------------- --------------------
WINDOW 63 AUX. HYDRAULICS 1 WINDOW 64 AUX. HYDRAULICS 2
-------------------- --------------------
(63+) AUX1+
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(64+) AUX2+
E01 / Chapter 1
u1: 100% PWM: 100% u1: 100% PWM: 100%
u2:-100% i: 500mA u2:-100% i: 500mA
-------------------- --------------------
u1: Joystick output voltage (driving signal) in %

Working range -100 % bis +100 %
u2: Joystick output signal (monitoring signal) in %

Working range -100 % bis +100 %
PWM: (61) PWM control signal in %, proportional valves Lifting/lowering

PWM: (62) PWM control signal in %, proportional valves Tilting forwards/backwards
PWM: (63) PWM control signal in %, proportional valves Aux. hydraulics 1
PWM: (64) PWM control signal in %, proportional valves Aux. hydraulics 2
i: (61) Measured current in mA, proportional valves Lifting/lowering

i: (62) Measured current in mA, proportional valves Tilting forwards/backwards
i: (63) Measured current in mA, proportional valves Aux. hydraulics 1
i: (64) Measured current in mA, proportional valves Aux. hydraulics 2
In each window, two proportional valves can be controlled. This is shown by the + or - character behind
the designation Lift, Tilt etc..
PWM = Pulse Width Modulation (Pulse-to-Pause ratio for valve control)

Section 6
6.9.5.11 SETTING OF PARAMETERS FOR AUXILIARY HYDRAULICS
Window 7 enables working speeds for the auxiliary hydraulics 1 and 2 to be set for both directions of
movement. The range of adjustment is from 0-100 %, whereby 0 % is equivalent to a complete shut-down.
--------------------
(7+) KAux1+:30%
KAux1-:30%
KAux2+:30%
KAux2-:30%
--------------------
KAux1+ Working speed for auxiliary hydraulics 1 in the + direction

KAux1- Working speed for auxiliary hydraulics 1 in the - direction
KAux2+ Working speed for auxiliary hydraulics 2 in the + direction
KAux2- Working speed for auxiliary hydraulics 2 in the - direction
Adjustment of a parameter can be achieved with the help of the Truck Doctor diagnostic software.
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Actuation of the Enter key brings up a flashing cursor (X character). The parameter can now be increased
by pushing the + key or decreased with the help of the - key. Pushing the ENTER key once more advances
the cursor to the next line.
The parameters can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
control the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 71 the parameters shown in window 7 can be reset to their factory-set default values.
--------------------
(71+)
Default (7) :1
(Default=<CE> )
--------------------
To reset the parameters to the factory-set default values, click button BACKSPACE or TAB key.
The parameters can also be reset to the factory-set default values with the help of the Linde diagnostic
instrument. To reset the parameters, push CE key.
Section 6
6.9.5.12 ADJUSTMENT OF PARAMETERS FOR LIFTING/ LOWERING AND TILTING
Window 72 enables setting of working speeds for lifting, lowering and tilting. The range of adjustment is
from 40 % to 100 % .
-------------------- --------------------
(72+) KLift+:100% (72+) KLift+:100%
KLift-:100% KLift-:100%
KTilt :100% KTilt+:100%
6P2:30: 60% KTilt-:100%
-------------------- --------------------
LLC33C00 LLC33C01
LDC43Lift
KLift+ Working speed for lifting
KLift- Working speed for lowering
KTilt+ Working speed for tilting forwards
KTilt- Working speed for tilting backwards
KTilt Working speeds for titing forwards/backwards
6P2:30 LIfting speed in case of shutdown by discharge indicator
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control the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 73, the parameters shown in window 72 can be reset to their factory-set default values.
--------------------
(73+)
Default (72) :1
(Default=<CE> )
--------------------
Section 6
6.9.5.13 SWITCH-CONTROLLED WORKING SPEEDS
SETTING OF PARAMETERS FOR SWITCH-CONTROLLED LIFTING/LOWERING/TILTING
Window 74 allows the adjustment of working speeds for lifting, lowering and tilting to be applied as soon
as the switch-controlled input at X13:96 (combination controller) or 2X1:41 (individual controller) is
activated. The range of adjustment is from 0 to 100 % .
--------------------
(74+) SLift+:30%
SLift-:30%
STilt+:30%
STilt-:30%
--------------------
Lift+ Working speed - Lifting

SLift- Working speed - Lowering
STilt+ Working speed - Tilting forward
STilt- Working speed - Tilting backward
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control the cursor, and use the two keys "+" and "-" to modify the selected parameter..
In window 75 the parameters shown in window 74 can be reset to their factory-set default values.
--------------------
(75+)
Default (74) :1
(Default=<CE> )
--------------------
Section 6
ADJUSTMENT OF PARAMETERS FOR SWITCHED-CONTROLLED OPERATION OF AUXILIARY
HYDRAULICS 1/2
Window 76 allows the adjustment of the working speeds for the auxiliary hydraulics to be applied as soon
as the switch-controlled input at X13:96 (combination controller) or 2X1:41 (individual controller) is
activated. The range of adjustment is from 0 to 100 %.
--------------------
(76+) SAux1+:30%
SAux1-:30%
SAux2+:30%
SAux2-:30%
--------------------
SAux1+ Working speed of auxiliary hydraulics 1 in + direction

SAux1- Working speed of auxiliary hydraulics 1 in - direction
SAux2+ Working speed of auxiliary hydraulics 2 in + direction
SAux2- Working speed of auxiliary hydraulics 2 in - direction
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control up the cursor, and use the two keys "+" and "-" to modify the selected parameter.
In window 77, the parameters shown in window 76 can be reset to their factory-set default values.
--------------------
(77+)
Default (76) :1
(Default=<CE> )
--------------------
Section 6
6.9.5.14 ADJUSTMENT OF DISCHARGED BATTERY PARAMETER
Window 78 provides for adjustment of the lifting speed which will be applied as soon as the cut-off contact
of the discharge indicator has tripped. The range of adjustment is from 0 and 70 %.
--------------------
(78+) 6P30: 60%
--------------------
by pushing the + key or decreased with the help of the - key.
bring up the cursor, and use the two keys "+" and "-" to modify the selected parameter.
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DEFAULT SETTING FOR THE PARAMETER IN WINDOW 78
In window 79, the parameter shown in window 78 can be reset to its factory-set default value.
--------------------
(79)
Default (78) :1
(Default=<CE> )
--------------------
To reset the parameter to the factory-set default value, click button BACKSPACE or TAB key.
The parameter can also be reset to the factory-set default values with the help of the Linde diagnostic
Section 6
6.9.5.15 CALIBRATION OF JOYSTICK 1
Window 8 enables the adjustment of the joystick values for the lifting and lowering axis and for the tilt
forwards and backwards axis. This calibration is required whenever the controller or the joystick have
been replaced.
--------------------
(8+)
LIFT TILT
d: 2% OK 0% OK
c: -1% 1%
--------------------
LIFT d: Joystick value Lifting in %

LIFT c: Former joystick value Lifting in %
TILT d: Joystick value Tilting in %
TILT c: Former joystick value Tilting in %
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Joystick calibration:
E01 / Chapter 1
- Leave joystick in neutral position.
- Open window 8.
- The 3rd line reads "OK" for Lift and Tilt.
- Push ENTER key.
- The message "stored" appears for approx. 1 sec. in the first line.
- Calibration is complete.
6.9.5.16 CALIBRATION OF JOYSTICK 2
Window 81 is used to adjust the joystick values for the auxiliary hydraulics 1 and 2 axes. This calibration
is required, whenever the controller or the joystick have been replaced.
--------------------
(81+)
AUX1 AUX2
d: 2% OK 0% OK
c: -1% 1%
--------------------
AUX1 d: Joystick value, auxiliary hydraulics 1 in %

AUX1 c: Former joystick value, supplementary hydraulics 1, in %
AUX2 d: Joystick value, supplementary hydraulics 2, in %
AUX2 c: Former joystick value, supplementary hydraulics 2, in %
Section 6
Joystick calibration:
- Leave joystick in neutral position.

- Open window 81.
- The message "OK" is displayed in the third line for AUX1 and AUX2.
- Press ENTER key.
- The message "stored" appears for approx. 1 sec in the first line.
- Calibration is complete.
6.9.5.17 DEPRESSURISING THE HYDRAULIC SYSTEM
Window 82 enables the hydraulic system to be depressurised. This may be required, for example, to
replace an attached device or change the control valve or hydraulic lines.
The pump motor can be switched on or off with deactivated joystick by means of the Pump parameter.
Pump: 1 Enables valves to be activated for depressurising the hydraulic system without the pump
motor running.
Pump: 0 Normal function
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--------------------
(82+)
Pump: 0
--------------------
Adjustment of the parameter can be achieved with the help of the Truck Doctor diagnostic software.
The parameter can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
bring up the cursor, then use the two keys "+" and "-" to modify the parameter.
Section 6
6.9.5.18 SWITCH OFF PUMP MOTOR
In the window 83 the user can select, whether the pump motor is switched off, whenever the joystick for
the tilt back movement is held against the limit stop for more than 10 sec..
LimT: 1 Disconnect pump motor when tilt back movement is against limit stop for more than 10
secs
LimT: 0 Do not disconnect pump motor when tilt back movement is against limit stop for more
than 10 secs.
--------------------
(83)
LimT: 0
--------------------
Adjustment of the parameter can be achieved with the help of the Truck Doctor diagnostic software.
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The parameter can also be modified with the help of the Linde diagnostic instrument. Push Enter key to
bring up the cursor, then use the two keys "+" and "-" to modify the parameter.
Section 6
6.9.6 FAULT CODES - INDIVIDUAL CONTROLLER - WORKING HYDRAULICS (LLC33C00/

LLC33C01)
6.9.6.1 SUMMARY OF FAULTS
1 Joysticks were actuated on operation of key switch
2 Joysticks in neutral position
4 Seat switch S3 or cabin switch S4 not actuated
5 Switch controlled speed reduction activated
7 Shut-down by discharge indicator of composite instrument
13 Pump motor shut off - Pump parameter in window 82 set to 1
14 Tilt back against limit stop for more than 10 sec. - LimT parameter in window 83 set to 1
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15 Charging circuit not ready after startup
16 Battery voltage too low
19 Joysticks not yet calibrated
21 Coil current 2Y1 incorrect
25 Incorrect calibration of internal valve coil current detection
26 Coil current 2Y5 / 2Y6 incorrect
27 Signal from temperature sensor in power unit A1 outside permitted range
29 Power unit A1 signals fault
30 Signal from joystick Lifting/Lowering outside permitted range
31 Signal from joystick Tilting outside permitted range
32 Signal from joystick Aux. Hydraulics 1 outside permitted range

Section 6
34 Joystick power supply outside permitted range
35 Output signal of driving/reference potentiometers of joystick Lifting/Lowering not ok
36 Output signal of driving/reference potentiometers of joystick Tilting not ok
37 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics1 not ok
38 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics 2 not ok
44 Main contactor not activated
46 Joystick is operated without seat or cabin locking switch being actuated
51 Fault in clock pulse monitoring for valve coil 2Y1 / 2Y2
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60 No signals from pump motor speed sensor
61 Coil monitoring circuit of safety valve 2Y9 signals fault
62 Short-circuit at the coil of the safety valve 2Y9
67 At least one joystick was operated for more than 2 sec. during the startup test
68 Safety relay contact fails to open
69 Safety relay contact closed during startup test
70 Internal fault in the controller

to
90
6.9.6.2 DESCRIPTION OF FAULTS - INDIVIDUAL CONTROLLER - WORKING HYDRAULICS

(LLC33C00/LLC33C01)
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336 804 4601.1203
Service Training
LDC33C00 / LLC33C01 - 07.10.2002
1 After the key switch has been switched on, See fault numbers 15, 67, 69. See fault numbers 15, 67, 69.
the controller is checked with regard to
correct external signals and proper
functioning.
The following is checked:
· Neutral position of joysticks
· Activation of main contactor
· Communication with safety
controller
· Functioning of the safety relay.
Any faults detected are signalled in the
form of a two-digit fault number.
Consequence: No function of working

hydraulics.
2 Joysticks in the neutral position on A fault will be signalled only if the joystick is Joystick in neutral position.
actuation of the key-operated switch. actuated and no movement of the working
hydraulics takes place, otherwise, this is only
Consequence: No function of working a status message.
hydraulics
After 2 s, fault code 67 is displayed.
Steering function is available.
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Section
125
6
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Section
Cabin switch or seat switch not actuated. Voltage at 2X1:21 does not correspond to Cabin switch or seat switch open, or fault in
4 battery negative path
Consequence: Working hydraulics is 2X1:21 - X1:35 - 1X6:1 - S3 - 1X6:2 - X9:2 - S4 -
126
disabled after 1 sec. Steering function is X9:3 - X1:6 - L-
6
available. Voltage at 2X1:41 corresponds to battery
negative.
Switch-controlled speed reduction

5 activated at X13:96. Voltage at 2X1:41 corresponds to battery
negative
Consequence: The speed of the working
hydraulics is limited to the values entered
in windows 74 and 76.
The discharge indicator on the composite

7 instrument shows "Battery discharged". Voltage at 2X1:9 does not correspond to Battery discharged and/or pump motor
Note: You can set the reduced lifting battery negative overheated (160 °C) or composite instrument
speed in accordance with your specific discharge indicator output open, or fault in path
requirements in window 78.
2X1:9 - X2:10 - 6X9:30
Consequence: Truck works with reduced
lifting speed. No fault
Service Training
13 Pump motor is not activated on operation No fault Pump parameter in window 82 set to 1.
of the joysticks.
Tilt movement backwards is against limit LimT parameter in window 83 set to 1 and
14 stop, the pump motor is switched off. joystick Tilt Back operated for more than
Tilting forward, lifting/lowering, aux. 10 sec.
hydraulics functions are still available.
Charging circuit not ready after startup. Voltage at 2X1:8 > 8.5 V or voltage at 2X1:1 Traction controller does not enable the main
15 < 60 V immediately after operation of key contactor, or fault in path 2X1:8 - X4:2 - K1:A1 -
Consequence: switch X4:1 - 1X11:15 or fault in path 2X1:8 - 1X11:16
Working hydraulics disabled, steering Display in window 4:
function is available. K1:1 = OK or K1:0 = FEHLER
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Service Training
16 Low battery voltage. Voltage at 2X1:1 < 30 V. Battery voltage too low
or
Consequence: For information only. or
fault in path 2X1:1 - F8:2.
19 Joysticks have not yet been calibrated - Internally the controller detects that there is Joysticks not yet calibrated in windows 8 and
new controller only. no valid calibration. 81.
Note: Calibration is performed in windows 8
Note: The system does not automatically and 81 .
discover the replacement of a joystick.
Consequence: For information only. The

default settings are used.
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127
6
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21 When all joystick signals are in the neutral Not measurable Coil of 2Y1 defective
position, the safety valve is opened, and or fault in path 2X1:6 – 2Y1:2 –2Y1:1 - 2X1:15
valve activation and valve coil are tested. (short-circuit, partial connection, open circuit)
The coil current for lowering is incorrect . or controller defective.
128
6
Consequence: Lifting/lowering disabled.
position, the safety valve is opened, and or fault in path 2X1:5 – 2Y2:2 – 2Y2:1 - 2X1:15
The coil current for lifting is incorrect. or controller defective.
Consequence: Lifting/lowering function

disabled .
position, the safety valve is opened, and or fault in path 2X1:18 – 2Y4:2 – 2Y4:1 - 2X1:15
The coil current for tilting forwards is or controller defective.
incorrect.
Service Training
Consequence: Tilting function disabled.
position, the safety valve is opened, and or fault in path 2X1:17 – 2Y3:2 – 2Y3:1- 2X1:15
valve activation and valve coil are (short-circuit, partial connection, open circuit)
tested.The coil current for tilting or controller defective.
backwards is incorrect.
Consequence: Tilting function disabled.
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Service Training
25 To enable current values to be read in Internally, the controller detects that there is There is no factory calibration.
correctly, calibration of the current is no valid current calibration.
necessary. This calibration has not yet
been performed.
Consequence: Default values are used -

there is no effect on the truck functions.
26 When all joystick signals are in the neutral Not measurable Coil of 2Y5 or 2Y6 defective,
position, the safety valve is opened, and fault in path 2X1:19 - 2Y5:2 - 2Y5 :1 - 2X1:15
valve activation and valve coil are tested. or
The coil current for the auxiliary hydraulics fault in path 2X1:20 - 2Y6:2 - 2Y6 :1 - 2X1:15
1 is incorrect. (short-circuit, partial connection, open circuit)
Consequence: Aux. hydraulics 1 function
disabled .
Temperature in power unit A1 outside Voltage at 2X1:40 < 1.2 V Fault in path 2X1:40 - X11:17
27 permitted range or or power unit A1.
Voltage at 2X1:40 > 5.3 V
Consequence: Reduction of the speed of
the working hydraulics
28 Temperature in power unit A1 too high. Voltage at 2X1:40 > 5.3 V The power unit may have overheated due to
Page
Section
excessive load, or there may be problems with
Consequence: Reduction of the speed of power unit cooling.
the working hydraulics depending on
temperature Sluggish movement of pump assembly.
90 °C = maximum pump speed or
110 °C = Stop fault in path 2X1:40 - X11:17
or fault in power unit A1
129
6
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Section
29 Power unit A1 signals a fault Pulses to 2X1:7 Fault in path A1:(2) - 2M1 - A1:(3)
Consequence: Working hydraulics or fault in power unit.
deactivated. Steering function is available.
130
6
Defect in joystick
Signals from joystick Lifting/Lowering Voltage at 2X1:10 < 1.4 V or
30 outside permitted range or fault in path 2X1:10 - 2X3:2 - 2B1 - 2X3:1 -
(broken cable or short-cicuit, etc.) . voltage at 2X1:10 > 12.8 V. 2X1:12
or
Consequence: Lifting/lowering function fault in path 2X1:10 - 2X3:2 - 2B1 - 2X3:6 -
not available. 2X1:26.
31 Signals from joystick Tilting outside Voltage at 2X1:23 < 1.4 V Defect in joystick
permitted range or or
(broken cable or short-circuit, etc.). voltage at 2X1:23 > 12.8 V. fault in path 2X1:23 - 2X3:3 - 2B1 - 2X3:1 -
2X1:12 or
Consequence: Tilting function not fault in path 2X1:23 - 2X3:3 - 2B1 - 2X3:6 -
available. 2X1:26.
Defect in joystick
Service Training
32 Signals from joystick Auxiliary Hydraulics Voltage at 2X1:25 < 1.4 V or
1 outside permitted range or fault in path 2X1:25 - 2X4:2 - 2B2 - 2X4:1 -
(broken cable or short-circuit, etc.). voltage at 2X1:25 > 12.8 V. 2X1:12
or fault in path 2X1:25 - 2X4:2 - 2B2 - 2X4:6 -
Consequence: Functions of axiliary 2X1:26.
hydraulics 1 not available.
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Service Training
33 Signals from joystick Auxiliary Hydraulics Voltage at 2X1:37 < 1.4 V Defect in joystick
2 outside permitted range or or
(broken cable or short-circuit, etc.) voltage at 2X1:37 > 12.8 V. fault in path 2X1:37 - 2X4:3 - 2B2 - 2X4:1 -
2X1:12
Consequence: Functions of Auxiliary or
Hydraulics 2 not available . fault in path 2X1:37 - 2X4:3 - 2B2 - 2X4:6 -
2X1:26.
34 The acquired value for the 15 V power Voltage at 2X1:12 > 17.5 V Fault in controller, short-circuit at the joysticks or
supply for the joysticks is too high or too or their connecting cables, or
low. voltage at 2X1:12 < 13.5 V. 24 V+ supply too low, or fault in path oer
Consequence: Working hydraulics not or
available. fault in path 2X1:12 - 2X4:1 - 2B2.
Joystick driving and monitoring signals for Voltage difference between pin 2X1:10 and Defect in joystick
35 the lifting/lowering function do not match. half the potentiometer supply voltage is not or
equal to the voltage difference between pin fault in path 2X1:10 - 2X3:2
2X1:11 and half the potentiometer supply or
Consequence: Lifting/lowering function voltage ± tolerance 0.3 V. fault in path 2X1:11 - 2X3:4.
not available.
36 Joystick driving and monitoring signals for Voltage difference between pin 2X1:23 and Defect in joystick
the tilting function do not match. half the potentiomieter supply voltage is not or
equal to the voltage difference between pin fault in path 2X1:23 - 2X4:3
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Section
Consequence: Tilting funcction not voltage ± tolerance 0.3 V fault in path 2X1:24 - 2X3:5.
available.
131
6
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Section
37 Joystick driving and monitoring signals for Voltage difference between pin 2X1:25 and Defect in joystick
the auxiliary hydraulics 1 functions do not half the potentiometer supply voltage is not or
match. equal to the voltage difference between pin fault in path 2X1:25 - 2X4:2
132
6
voltage ± tolerance 0.3 V. fault in path 2X1:39 - 2X4:4.
Consequence: Functions of auxiliary
38 Voltage difference between pin 2X1:37 and Defect in joystick

Joystick driving and monitoring signals for half the potentiometer supply voltage is not or
the auxiliary hydraulics 2 functions do not equal to the voltage difference between pin fault in path 2X1:37 - 2X4:3
match. 2X1:38 and half the potentiometer supply or
voltage ± tolerance 0.3 V . fault in path 2X1:38 - 2X4:5

Service Training
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Service Training
44 Main contactor de-activated and battery Voltage at 2X1: 8 > 8.5 V Extremely low battery charge, or faulty feedback
voltage too low. and signal.
voltage at 2X1:1 < 50 V Controller does not enable main contactor
Display: Window 4 due to a fault,
Consequence: Working hydraulics · K1 : 1 = OK fault in path 2X1:8 - X4:2 - K1:A2 - K1 - K1:A1 -
disabled. · K1 : 0 = FAULT X4:1 - 1X11:15 or
fault in path 2X1:8 - 1X11:16.
A joystick was operated although the Voltage at 2X1:21 not battery negative, amd Operator error or cabin switch or seat switch
46 cabin or seat switch were not actuated joysticks not in neutral position. open, or fault in path 2X1:21 - 1X11:21
or
Consequence: Working hydraulics and fault in path 2X1:21 - X1:35 - 6X9:3
traction function are disabled after 1 or
second. After 2 seconds, fault 46 is fault in path 2X1:21 - X1:35 - 1X6:1 - S3 - 1X6:2
displayed. - X9:2 - S4 - X9:3 - X1:6 - L-.
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6
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48 When all joystick signals are in the neutral Not measurable Coil of 2Y7 or 2Y8 defective
position, the safety valve is opened, and or
valve activation and valve coil are tested. fault in path 2X1:31 - 2Y7:2 - 2Y7:1 - 2X1:15
A coil current for the auxiliary hydraulics 2 or
134
is incorrect. fault in path 2X1:32 - 2Y8:2 - 2Y8:1 - 2X1:15
6
(short-circuit, partial connection, open-circuit)
Consequence: Aux. hydraulics 2 function or controller defective
disabled.
51 PWM ratio for activation of Lifting/ Not measurable Coil of 2Y1 bzw. 2Y2 defective
Lowering valve does not match the set or
current demand value. fault in path 2X1:6 - 2Y1:2 - 2Y1:1 - 2X1:15
or
Consequence: Lifting/lowering function fault in path 2X1:5 - 2Y2:2 - 2Y2:1 - 2X1:15
deactivated. Complete shut-down in case (short-circuit, partial connection, open-circuit)
of excessive deviation.
Service Training
PWM ratio for activation of Tilting valve Not measurable Coil of 2Y3 bzw. 2Y4 defective
52 does not match the set current demand or
value. fault in path 2X1:17 - 2Y3:2 - 2Y3:1 - 2X1:15
or
Consequence: Tilting function fault in path 2X1:18 - 2Y4:2 - 2Y4:1 - 2X1:15
deactivated. Complete shut-down in case (short-circuit, partial connection, open-circuit)
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Service Training
53 Not measurable Coil of 2Y5 or 2Y6 defekt

PWM ratio for activation of Auxiliary or
Hydraulics 1 valve does not match the set fault in path 2X1:19 - 2Y5:2 - 2Y5:1 - 2X1:15
current demand value. or
fault in path 2X1:20 - 2Y6:2 - 2Y6:1 - 2X1:1
Consequence: Auxiliary hydraulics 1 (short-circuit, partial connection, open-circuit).
function deactivated. Complete shut-down
in case of excessive deviation.
54
PWM ratio for activation of Auxiliary Not measurable Coil of 2Y7 or 2Y8 defective
Hydraulics 2 valve does not match the set or
current demand value. fault in path 2X1:31 - 2Y7:2 - 2Y7:1 - 2X1:15
or
Consequence: Auxiliary hydraulics 2 fault in path 2X1:32 - 2Y8:2 - 2Y8:1 - 2X1:15
function deactivated. Complete shut-down (short-circuit, partial connection, open-circuit).
60 Speed sensor supplies a speed of zero Window (6): nm = 0 although pump motor is Speed sensor defective or maladjusted
although pump motor is activated. running or
Consequence: Speed is controlled to max. or
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Section
50 % fault in path 2X1:12 - 2X2:1 - 2B8
or
fault in path 2X1:26 - 2X2:3 - 2B8.
135
6
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Internal fault Internal fault.

Internal fault.
62 Internal fault in the controler Internal fault
136
6
Joysticks not in neutral position after startup. One of the joysticks was not in the neutral Joystick defective or not in neutral position
67 position for more than 2 sec after startup. or
Consequence: Working hydraulics joystick not within tolerance due to overload, or
deactivated. Steering function is available. operator error.
or fault in path 2X1:10 - 2X3:2


or fault in path 2X1:26 - 2X4:6.
Contact of internal safety relay fails to open Window (6): uRel < 7V or X2:16 < approx. 7 V Short-circuit or partial connection of a valve coil to L-
68 after the joysticks have been in the neutral or internal fault condition. or
position for more than 4 sec. fault in path 2X1:6 - 2Y1:2 - 2Y1:1 - 2X1:15 or
fault in path 2X1:5 - 2Y2:2 - 2Y2:1 - 2X1:15 or
Service Training
Consequence: Working hydraulics
deactivated. Steering function is available. fault in path 2X1:18 - 2Y4:2 - 2Y4:1 - 2X1:15 or
controller defective.
Safety relay of the controller remains on After startup of the controller a self-test is Fault in path 2X1:16 - 2Y9:2 - 2Y9:1 - 2X1:15
69 during the self-test. performed. For this purpose the safety relay is or internal fault in the controller.
switched on briefly.
Consequence: Working hydraulics Window (6):uRel > 37V or 2X1:16
deactivated. Steering function is available . > approx. 37 V
or internal fault condition.
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Service Training
Safety monitoring Window (6): uRel < 7V or 2X1:16 < approx. 7 Fault in path 2X1:6 - 2Y1:2 - 2Y1:1 - 2X1:15 or
70 On startup the working controller tests the V fault in path 2X1:5 - 2Y2:2 - 2Y2:1 - 2X1:15 or
safety relay cutoff capability on the basis of or internal fault condition. fault in path 2X1:17 - 2Y3:2 - 2Y3:1 - 2X1:15 or
the voltage at pins 15/16. For some external fault in path 2X1:18 - 2Y4:2 - 2Y4:1 - 2X1:15 or
faults (leakage resistances between 300 and fault in path 2X1:19 - 2Y5:2 - 2Y5:1 - 2X1:15 or
500 Ohm) the fault canot be pin-pointed fault in path 2X1:20 - 2Y6:2 - 2Y6:1 - 2X1:15 or
clearly. fault in path 2X1:31 - 2Y7:2 - 2Y7:1 - 2X1:15 or
Consequence: Shutdown of working fault in path 2X1:16 - 2Y9:2 - 2Y9:1 - 2X1:15 or
hydraulics problem with the battery voltage, or internal fault.
Internal fault Internal fault.

72 Internal fault condition
-
81
Safety monitoring
Window (6): uRel < 7V or 2X1:16 < approx. 7 Fault in path 2X1:16 - 2Y9:2 - 2Y9:1 - 2X1:15 or
82 The safety controller tests the safety relay
V or internal fault.
cutoff capability.
or internal fault condition
Consequence: Shutdown of working
hydraulics
Internal fault Internal fault condition Internal fault.

83
-
90
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137
6
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91 Safety monitoring. PWM signals at 2X1:5 with joystick in neutral Fault in path 2X1:5 - 2Y2:2 or incorrect internal
position (half the potentiometer supply signals, or internal fault.
The PWM signal of the working controller is voltage ±0.3 V) at 2X1:10
implausible in comparison to joystick signal
138
for lifting. or internal fault condition.
6
Consequence: Working hydraulics disabled
PWM signals at 2X1:6 with joystick in neutral Fault in path 2X1:6 - 2Y1:2 or incorrect internal
92 Safety monitoring.
position (half the potentiometer supply signals, or internal fault.
The PWM signal of the working controller is voltage ±0.3 V) at 2X1:10
for lowering oder internal fault condition.
Safety monitoring. PWM signals at 2X1:17 with joystick in Fault in path 2X1:17 - 2Y3:2 or incorrect internal
93 neutral position (half the potentiometer signals, or internal fault.
The PWM signal of the working controller is supply voltage ±0.3 V) at 2X1:23
for tilting forwards. or internal fault condition.
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for tilting backwards. oder internal fault condition.
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95 Safety monitoring. PWM signals at 2X1:19 with joystick in Fault in path 2X1:19 - 2Y5:2 or incorrect internal
neutral position (half the potentiometer signals, or internal fault.
for Aux. hydraulics 1A. oder internal fault condition.
PWM signals at 2X1:20 with joystick in Fault in path 2X1:20 - 2Y6:2 or incorrect internal
96 Safety monitoring.
neutral position (half the potentiometer signals, or internal fault.
The PWM sigbnal of the working controller is supply voltage ±0.3 V) at 2X1:25
for Aux. hydraulics 1B. or internal fault condition
for Aux. hydraulics 2A. oder internal fault condition.
for Aux. hydraulics 2B. oder internal fault condition.
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139
6
Section 6
6.9.7 FAULT CODES - COMBINATION CONTROLLER - WORKING HYDRAULICS
(LDC43LIFT)
6.9.7.1 SUMMARY OF FAULTS
1 Joysticks were actuated on operation of key switch
2 Joysticks in neutral position
4 Seat switch S3 or cabin switch S4 not actuated
7 Shut-down by discharge indicator of composite instrument
13 Pump motor shut off - Pump parameter in window 82 set to 1
14 Tilting backwards against limit stop for more than 10 sec. - LimT parameter in window 83 set to 1
15 Charging circuit not ready after startup
16 Battery voltage too low
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19 Joysticks not yet calibrated
25 Incorrect calibration of internal valve coil current detection
27 Signal from temperature sensor in power unit A1 outside permitted range
29 Power unit A1 signals fault
30 Signal from joystick Lifting/Lowering outside permitted range
31 Signal from joystick Tilting outside permitted range
34 Joystick power supply outside permitted range
35 Output signal of driving/reference potentiometers of joystick Lifting/Lowering not ok
36 Output signal of driving/reference potentiometers of joystick Tilting not ok
37 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics1 not ok

Section 6
38 Output signal of driving/reference potentiometers of joystick Aux. Hydraulics 2 not ok
44 Main contactor not activated
46 Joystick is operated without seat or cabin switch being actuated
55 Current value of lifting/lowering valve coils too high
56 Current value of tilting valve coils too high
57 Current value of Aux. hydraulics 1 valve coils too high
58 Current value of Aux. hydraulics 2 valve coils too high
59 Short.-circuit of valve coil of safety lowering valve

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60 No signals from pump motor speed sensor
61 Coil monitoring circuit of safety valve 2Y9 signals a fault
62 Short-circuit at the coil of the safety valve 2Y9
63 Production test of the controller not performed
64 Pump motor speed of rotation too high without there being a drive signal
65 Incorrect voltages at the valve coils
67 At least one joystick was operated for more than 2 sec during the startup test.
68 Safety relay contact fails to open
69 Safety relay contact fails to close

to
82
6.9.7.2 DESCRIPTION OF FAULTS - COMBINATION CONTROLLER - WORKING HYDRAULICS

(LDC43LIFT)
LDC43 Lift 21.01.2003
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1 After the key switch has been switched on, See fault numbers 15, 67, 69. see fault numbers 15, 67, 69.
the controller is checked with regard to
correct external signals and proper
142
functioning.
6
The following is checked:
· Neutral position of joysticks
· Activation of main contactor
· Communication with safety
controller
· Functioning of the safety relay.
Any faults detected are signalled in the
form of a two-digit fault number.
Consequence: No function of hydraulics.
Joysticks in the neutral position on A fault will be signalled only if the joystick is Joystick in neutral position
2 actuation of key switch. actuated and no movement takes place,
otherwise, this is only a status message. or fault in path X13:86 - 2X3:2
Consequence: No function of working or fault in path X13:85 - 2X3:3
hydraulics or fault in path X13:50 - 2X3:1
After 2 s, fault code 67 is displayed. or fault in path X13:70 - 2X3:6
Steering function is available.
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4 Cabin switch or seat switch not actuated. Voltage at X13:33 does not correspond to Cabin switch or seat switch open, or fault in
battery negative. path
Consequence: Working hydraulics is
disabled after 1 sec. Steering function is X1:6 – X9:3 – S4 – X9:2 – 1X6:2 – S3 – 1X6:1
available. – X1:35 - X13:33.
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5 Switch-controlled speed reduction Voltage at X13:96 corresponds to battery

activated at X13:96. negative.
Consequence: The speed of the working

hydraulics is limited to the values entered
in windows 74 and 76.
The discharge indicator on the composite Votlage at X13:88 does not correspond to Battery discharged and/or pump motor
7 instrument shows "Battery discharged". battery negative. overheated (160 °C) or composite instrument
Note: You can set the reduced lifting discharge indicator output open, or fault in path
speed in accordance with your specific
requirements in window 78. X13:88 - X2:9 - 6X9:30
Consequence: Truck works with reduced
lifting speed.
Pump motor is not activated on activation No fault Pump parameter in window 82 set to 1.
13 of the joysticks.
Tilt movement backwards is against limit No fault LimT parameter in window 83 set to 1 and
14 stop, the pump motor is switched off. joystick Tilt Back operated for more than
Tilting forward, lifting/lowering, aux. 10 sec.
hydraulics functions are still avaiable.
Controller does not enable the main contactor

15 Charging circuit not ready after startup. Voltage at X13:41 < 60 V immediately upon
due to a fault, or controller not ready, or fault in
operation of key switch
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Consequence: Display in window 4: path G1 - X10:L+ - S2:1 - S2 - S2:2 - F1:1 - F1 -
Working hydraulics disabled, steering K1:1 = OK or K1:0 = FAULT. F1:2 - K1:23 - K1 - K1:24 - 1F6:1 - 1F6 - 1F6:2 -
function is available. X13:41.
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16 Low battery voltage. Voltage at X13:41 < 30 V. Battery voltage too low
or
fault in path
144
Consequence: For information only. F2:1 - F2 - F2:2 - K1:23 - K1 - K1:24 - F8:1 - F8 -
6
F8:2 - X13:41.
19 Joysticks have not yet been calibrated - Internally the controller detects that there is Joysticks not yet calibrated in windows 8 and
new controller only. no valid calibration. 81.
Note: Calibration is performed in windows 8
Note: The system does not automatically and 81 .
discover the replacement of a joystick
Consequence: For information only. The

default settings are used.
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position, the safety valve is opened, and or fault in path X13:119 – 2Y1 – X13:118
The coil current for lowering is incorrect . or controller defective.

disabled. Steering function is available.
The coil current for lifting is incorrect. or controller defective.

23 When all joystick signals are in the neutral Not measurable

position, the safety valve is opened, and Coil of 2Y3 defective
valve activation and valve coil are tested. or fault in path X13:120 – 2Y3 – X13:118
The coil current for tilting forwards is (short-circuit, partial connection, open circuit)
incorrect. or controller defective.

24 When all joystick signals are in the neutral Not measurable

position, the safety valve is opened, and
valve activation and valve coil are tested. Coil of 2Y4 defective
The coil current for tilting backwards is or fault in path X13:121 – 2Y4 – X13:118
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incorrect. (short-circuit, partial connection, open circuit)
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25 To enable current values to be read in Internally, the controller detects that there is There is no valid factory calibration.
correctly, calibration of the current is no valid current calibration.
necessary. This calibration has not yet
been performed.
146
6
Consequence: Default values are used -
there is no effect on the truck functions.
The coil current for the auxiliary hydraulics (short-circuit, partial connection, open-circuit)
1 is incorrect. or controller defective.

Temperature in power unit A1 outside

27 permitted range
Voltage at X13:14 < 1.2 V
Fault in path
or
Voltage at X13:14 > 5.3 V X11:17 - X13 :14
Consequence: Reduction of the speed of equivalent to a temperature value of < - 50 or power unit A1 defective.
the working hydraulics °C or > 200 °C
Service Training
28 Temperature in power unit A1 too high. The temperature of the power unit is The power unit may have overheated due to
displayed in window 6, parameter tc3 excessive load, or there may be problems with
Consequence: Reduction of the speed of power unit cooling.
the working hydraulics depending on
temperature Sluggish movement of pump assembly.
90 °C = maximum pump speed or
110 °C = Stop fault in path X13:14 - X11:17
or
fault in power unit A1
29 Power unit A1 signals a fault Pulses at X13:16 Fault in path A1:(2) - 2M1 - A1:(3)
Consequence: Working hydraulics or fault in power unit
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30 Signals from joystick Lifting/Lowering Voltage at X13:86 or X13:94 < 1.4 V Joystick defective or fault in path
outside permitted range or X13:86 – X1:28 – 2X3:2 – 2B1 – 2X3:1 – X1:39 –
(broken cable or short-circuit, etc.) . Voltage at X13:86 or X13:94 > 12.8 V. X13:50 or fault in path
X13:86 – X1:28 – 2X3:2 – 2B1 – 2X3:6 – X1:40 –
Consequence: Lifting/lowering function X13:70 or fault in path
not available. X13:94 – X1:30 – 2X3:4 – 2B1 – 2X3:1 – X1:39 –
X13:50 or fault in path
X13:94 – X1:30 – 2X3:4 – 2B1 – 2X3:6 – X1:40 –
X13:70
Joystick defective or fault in path

31 Signals from joystick Tilting outside Voltage at X13:85 or X13:93 < 1.4 V X13:85 – X1:29 – 2X3:3 – 2B1 – 2X3:1 – X1:39 –
permitted range or X13:50 or fault in path
(broken cable or short-circuit, etc.). Voltage at X13:85 or X13:93 > 12.8 V. X13:85 – X1:29 – 2X3:3 – 2B1 – 2X3:6 – X1:40 –
Consequence: Tilting function not X13:93 – X1:31 – 2X3:5 – 2B1 – 2X3:1 – X1:39 –
available. X13:50 or fault in path
X13:93 – X1:31 – 2X3:5 – 2B1 – 2X3:6 – X1:40 –
X13:70
Joystick defective or fault in path

Signals from joystick Auxiliary Hydraulics Voltage at X13:84 or X13:92 < 1.4 V X13:84 – X1:8 – 2X4:2 – 2B2 – 2X4:1 – X1:39 –
32 1 outside permitted range or X13:50 or fault in path
(broken cable or short-circuit, etc.). Voltage at X13:84 or X13:92 > 12.8 V. X13:84 – X1:8 – 2X4:2 – 2B2 – 2X4:6 – X1:40 –
Consequence: Functions of auxiliary X13:92 – X1:10 – 2X4:4 – 2B2 – 2X4:1 – X1:39 –
hydraulics 1 not available. X13:50 or fault in path
X13:92 – X1:10 – 2X4:4 – 2B2 – 2X4:6 – X1:40 –
X13:70
Signals from joystick Auxiliary Hydraulics Joystick defective or fault in path
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33 2 outside permitted range X13:83 – X1:9 – 2X4:3 – 2B2 – 2X4:1 – X1:39 –
(broken cable or short-circuit, etc.) Voltage at X13:83 or X13:91 < 1.4 V X13:50 or fault in path
or X13:83 – X1:9 – 2X4:3 – 2B2 – 2X4:6 – X1:40 –
Consequence: Functions of auxiliary Voltage at X13:83 or X13:91 > 12.8 V. X13:70 or fault in path
hydraulics 2 not available . X13:91 – X1:11 – 2X4:5 – 2B2 – 2X4:1 – X1:39 –
X13:91 – X1:11 – 2X4:5 – 2B2 – 2X4:6 – X1:40 –
X13:70
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34 The acquired value for the 15 V power Voltage at X13:50 > 17.5 V Fault in the controller, short-circuit at the
supply for the joysticks is too high or too low. or joysticks or their connection cables, or
Voltage at X13:50 < 13.5 V. voltage at X13:5 (24 V+ supply) too low, or fault
Consequence: Working hydraulics not in path
148
available. X13:50 – X1:39 – 2X3:1 – 2B1 or
6
fault in path X13:50 – X1:39 – 2X4:1 – 2B2.
35 Driving and monitoring signals of the Voltage difference between pin X13:86 and Defect in joystick 2B1
joystick for the lifting/lowering function do half the potentiometer supply voltage is not or
not match. equal to the voltage difference between pin fault in path X13:86 - X1:28 - 2X3:2
X13:94 and half the potentiometer supply or
voltage, ± a tolerance of 0.3 V. fault in path X13:94 - X1:30 - 2X3:4.
Consequence: Lifting/lowering function not
available.
36
Driving and monitoring signals of the Voltage difference between pin X13:85 and Defect in joystick 2B1
joystick for the tilting function do not match. half the potentiometer supply voltage is not or
equal to the voltage difference between pin fault in path X13:85 - X1:29 - 2X4:3
Service Training
Consequence: Tilting function not available. voltage, ± a tolerance of 0.3 V. fault in path X13:93 - X1:31 - 2X3:5.
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Driving and monitoring signals of the Voltage difference between pin X13:84 and Defect in joystick 2B2
37 joystick for the auxiliary hydraulics 1 half the potentiometer supply voltage is not or
functions do not match. equal to the voltage difference between pin fault in path X13:84 - X1:8 - 2X4:2
voltage, ± a tolerance of 0.3 V. fault in path X13:92 - X1:10 - 2X4:4.
38 Voltage difference between pin X13:83 and

Driving and monitoring signals of the half the potentiometer supply voltage is not Defect in joystick 2B2
joystick for the auxiliary hydraulics 2 equal to the voltage difference between pin or
functions do not match. X13:91 and half the potentiometer supply fault in path X13:83 - X1:9 - 2X4:3
voltage, ± a tolerance of 0.3 V. or
fault in path X13:91 -X1:11 - 2X4:5.
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44 Main contactor de-activated and battery Main contactor (K1) off and voltage at Extremely low battery charge, or faulty feedback
voltage too low. X13:41 < 50 V. signal.
Controller does not enable main contactor
150
Display in window 4: due to a fault,
6
Consequence: Working hydraulics K1:1 = ok or fault in path X13:1 - X4:2 - K1 - X4:1 - X13:3.
disabled. K1:0 = Fault
46 A joystick was operated although the Voltage at X13:33 not equal to battery Operator error or cabin switch or seat switch
cabin or seat switch were not actuated negative, and joysticks not in neutral open, or fault in path
position. X1:6 – X9:3 – S4 – X9:2 – 1X6:2 – S3 – 1X6:1 –
Consequence: Working hydraulics and X1:35 - X13:33.
traction function are disabled after 1
second. After 2 seconds, fault 46 is
displayed.
A coil current for the auxiliary hydraulics 2 (short-circuit, partial connection, or open circuit)
Service Training
is incorrect. or controller defective.

PWM ratio for activation of Lifting/ PWM ratio at X13:112 or X13:119 too high or Coil of 2Y1 or 2Y2 defekt
51 Lowering valve does not match the set too low with joystick operated. or fault in path
current demand value. X13:112 – 2Y2:2 – 2Y2:1 – X13:118
or fault in path
Consequence: Lifting/lowering function X13:119 – 2Y1:2 – 2Y1:1 – X13:118
de-activated. Complete shut-down in case (short-circuit, partial connection or open circuit).
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52 PWM ratio for activation of Tilting valve PWM ratio at X13:120 or X13:121 too high or Coil of 2Y3 or 2Y4 defective
does not match the set current demand too low with joystick actuated. or fault in path
value. X13:120 – 2Y3:2 – 2Y3:1 – X13:118
Consequence: Tilting function deactivated. or fault in path
Complete shut-down in case of excessive X13:121 – 2Y4:2 – 2Y4:1 – X13:118
deviation. (Short-circuit, partial connection or open circuit).
53 PWM ratio for activation of Auxiliary PWM ratio at X13:97 or X13:89 too high or Coil of 2Y5 or 2Y6 defective
Hydraulics 1 valve does not match the set too low with joystick actuated. or fault in path X13:97 – 2Y5:2 – 2Y5:1 –
current demand value. X13:118
or fault in path X13:89 – 2Y6:2 – 2Y6:1 –
Consequence: Auxiliary hydraulics 1 X13:118
function deactivated. Complete shut-down (Short-circuit, partial connection or open circuit).
PWM ratio for activation of Auxiliary PWM ratio at X13:113 or X13:105 too high or Coil of 2Y7 or 2Y8 defective
54 Hydraulics 2 valve does not match the set too low with joystick actuated. or fault in path
current demand value. X13:113 – 2Y7:2 – 2Y7:1 – X13:118
or fault in path
Consequence: Auxiliary hydraulics 2 X13:105 – 2Y8:2 – 2Y8:1 – X13:118
function deactivated. Complete shut-down (Short-circuit, partial connection or open circuit).
55 Actual current at the Lifting/lowering valve Mean current across 2Y1 or 2Y2 valve coils Coil of 2Y1 or 2Y2 defective
coils too high. is more than twice the required value i or fault in path
specified in window 61. X13:112 – 2Y2:2 – 2Y2:1 – X13:118
Consequence: Working hydraulics or fault in path
deactivated. X13:119 – 2Y1:2 – 2Y1:1 – X13:118
(Short-circuit, partial connection).
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56 Actual current at Tilting valve coils too high. Mean current across 2Y3 or 2Y4 valve coils Coil of 2Y3 or 2Y4 defective
is more than twice the required value or fault in path
Consequence: Working hydraulics specified in window 62. X13:120 – 2Y3:2 – 2Y3:1 – X13:118
152
deactivated. or fault in path
6
X13:121 – 2Y4:2 – 2Y4:1 – X13:118
57 Actual current at the Auxiliary hydraulics 1 Mean current across 2Y5 or 2Y6 valve coils Coil of 2Y5 or 2Y6 defective
valve coils too high. is more than twice the required value or fault in path
58 Actual current at the Auxiliary hydraulics 2 Mean current across 2Y7 or 2Y8 valve coils Coil of 2Y7 or 2Y8 defective
valve coils too high. is more than twice the required value or fault in path
Service Training
59 Valve coils of 2Y10 - safety lowering valve - Voltage at X13:115 is more than 10 V with Valve coil 2Y10 defective
shorted. safety valve activated. or fault in path
X13:115 - 2Y10:2 - 2Y10:1 - X13:118.
Consequence Working hydraulics disabled.
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60 No speed information from speed sensor, Window (6): nm 0 with pump motor in Speed sensor defective or maladjusted
although pump motor is activated. operation. or
Consequence: Speed is controlled to max. or
50 % fault in path X13:50 - 2X2:1 - 2B8
or
fault in path X13:70 - 2X2:3 - 2B8.
61 Coil monitoring circuit of safety valve 2Y9 Voltage at X13:117 is 5 V less than that at Coil of 2Y9 defective
signals a fault. X13:118 with safety relay closed and joystick or fault in path
not operated. X13:117 – 2Y9:2 – 2Y9:1 – X13:118
Consequence: Working hydraulics de- (Short-circuit, partial connection, open-circuit).
activated. Steering function available.
62 Short-circuit at the coil of safety valve 2Y9.

Voltage at X13:117 greater than 10 V with Coil of 2Y9 defective
control signal applied to the safety valve. or fault in path
X13:117 – 2Y9:2 – 2Y9:1 – X13:118
Consequence: Working hydraulics de- (Short-circuit, partial connection, open circuit).
activated.
63 Controller production test not performed.

Internally, the controller detects that the
production test has not been performed. Test or prototype controller or EEPROM
memory in controller damaged.
disabled. Steering function available.
64 Measured pump motor speed is greater than Power unit A1 defective.

Pump motor is turning too fast, although 1500 min-1 for 5 seconds, although there is no
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there is no control signal. driving signal.
Consequence: Main contactor is
deactivated after the driver has left the
seat.
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6
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65 Voltages at the valve coils incorrect. Voltage at the safety relay output contact Short-circuit or partial connection of a valve to
greater than 28 V, although the relay is de- L+ or
Consequence: Working hydraulics energised.
deactivated. Steering function is available. Fault in path
154
X13:118 - 2Y1:1 - 2Y1:2 - X13:119 or
6
X13:118 - 2Y2:1 - 2Y2:2 - X13:112 or
X13:118 - 2Y3:1 - 2Y3:2 - X13:120 or
X13:118 - 2Y4:1 - 2Y4:2 - X13:121 or
X13:118 - 2Y5:1 - 2Y5:2 - X13:97 or
X13:118 - 2Y6:1 - 2Y6:2 - X13:89 or
X13:118 - 2Y7:1 - 2Y7:2 - X13:113 or
X13:118 - 2Y8:1 - 2Y8:2 - X13:105 or
X13:118 - 2Y9:1 - 2Y9:2 - X13:117 or
Internal fault in the controller.
66 Coil of 2Y10 defective

Voltage at X13:115 is 5 V less than that at
Monitoring circuit of valve coil 2Y10 - or fault in path
X13:118, although the safety relay is closed
Safety lowering valve - signals a fault. X13:115 – 2Y10:2 – 2Y10:1 – X13:118
and the joystick is not operated.
(Short-circuit, partial connection or open circuit)
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Joysticks not in neutral position after startup. One of the joysticks not in the neutral position Operator error
67 for more than 2 s after startup. or
Consequence: Working hydraulics fault in path X13:50 – 2X3:1 – 2X4:1
deactivated. Steering function is available. or
fault in path X13:70 – 2X3:6 – 2X4.6
or
fault in path 2X3 or 2X4
or fault in path
X13:86 - X1:28 - 2X3:2 or
X13:85 - X1:29 - 2X3:3 or
X13:50 - X1:39 - 2X3:1 or
X13:70 - X1:40 - 2X3:6 or
X13:84 - X1:8 - 2X4:2 or
X13:83 - X1:9 - 2X4:3 or
X13:50 - X1:39 - 2X4:1 or
X13:70 - X1:28 - 2X3:2.
Voltage at X13:118 < 6.5 V. Short-circuit or partial connection of a valve coil

68 Contact of internal safety relay fails to open
to L- or
after the joysticks have been in the neutral
position for more than 4 sec. (Note: Window 6 displays "uRel" 6).
problem with the battery voltage or
Consequence: Working hydraulics fault in path
deactivated . Steering function is available .
X13:118 - 2Y1:1 - 2Y1:2 - X13:119 or
X13:118 - 2Y2:1 - 2Y2:2 - X13:112 or
X13:118 - 2Y3:1 - 2Y3:2 - X13:120 or
X13:118 - 2Y4:1 - 2Y4:2 - X13:121 or
X13:118 - 2Y5:1 - 2Y5:2 - X13:97 or
X13:118 - 2Y6:1 - 2Y6:2 - X13:89 or
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X13:118 - 2Y7:1 - 2Y7:2 - X13:113 or
X13:118 - 2Y8:1 - 2Y8:2 - X13:105 or
X13:118 - 2Y9:1 - 2Y9:2 - X13:117 or
X13:118 - 2Y10:1 - 2Y10:2 - X13:115 or
Internal fault in the controller.
155
6
Page
Section
69 Safety relay of the controller remains on After startup of the controller a self-test is Fault in path X13:118 – 2Y1:1, 2Y2:1 ...
during the self-test. performed. For this purpose the safety relay is
156
switched on briefly. The voltage difference or internal fault in the controller.
between X13:116 and X13:118 exceeds 4 V.
6
deactivated. Steering function is available .
72 Internal fault in the controller Switch signal inputs of main processor and Undefined switching signals, or fault in the
safety processor do not match. 24 V power supply of the controller (X13:5)
bis Consequence: Speed of the working
hydraulics is reduced to 40 % or safety shut- or internal fault in the controller.
82 down of the working hydraulics.
Service Training
E01 / Chapter 1
336 804 4601.1203
Section 6
6.10 COMPOSITE INSTRUMENT
6.10.1 DESCRIPTION
The composite instrument integrates the battery discharge indicator, the operating hour meter, and a
number of signal lamps. All functions provided by the composite instrument are controlled by a 4-bit
microcontroller. This microcontroller is equipped with an internal ROM (read-only memory), which
contains the operating software. The software version is shown on a label on the side of the composite
instrument. After turning on the key switch, the software version is shown on the display after the self-
test (e.g.31).
In addition, the instrument integrates a RAM (main memory) and an EEPROM, containing truck-specific
information (battery characteristics, operating hours and other data). The composite instrument can be
programmed and stored data read-out through the diagnostic connector 6X1. In addition, the instrument
has two relays, which serve to control the fans.
SIGNAL LAMPS
5 6 7 8
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9
4
3
10
2
11
1 12
1 Field weakening activated 1 7 Carbon brush wear

2 Service interval display 8 Motor temperature too high
3 Traficator indication 2 9 Oil level low 1
4 Check fan 10 Forward direction (single-pedal)
5 Hand brake applied 11 Reverse direction (single-pedal)
1
6 Indicator for brake lining wear 12 Hydraulic oil temperature too high 1
1
Not used
2
Non-standard equipment
Section 6
6.10.2 DISPLAY MESSAGES
The display normally reads the number of operating hours. When the operating hour counter is activated,
the h -symbol in the display flashes. When the carbon brush has reached a maximum alowable wear limit,
or in the event of a temperature rise, the display changes from operating hours to motor number. The
display alternates at an interval of 5 sec. In addition, the yellow signal lamp (fan problem) or the red signal
lamp (temperature rise or maximum carbon brush wear) light up at the same time.
Motor numbers:
1 Right-hand traction motor 1M1
2 Left-hand traction motor 1M2
3 Pump motor 2M1
In the event of a temperature rise on the traction motors, no distinction is made between left-hand and right-
hand traction motor - the display will always read 12.
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E01 / Chapter 1
Operating hour display
Display of software version after self-test
Carbon brush wear - RH traction motor 1M1
Carbon brush wear - LH traction motor 1M2
Carbon brush wear - pump motor 2M1
Temperature rise in traction motors to 140 °C
Temperature rise in pump motor to 140 °C
Temperature rise in traction motors to 160 °C

or temperature difference of both motors > 50 °C
Temperature rise in pump motor to 160 °C

Section 6
6.10.3 PROGRAMMING OF THE COMPOSITE INSTRUMENT
The composite instrument can be programmed and stored data read out with the help of the Truck Doctor
diagnostic software or with the Linde diagnostic instrument (the table shows its setting).
Menu number Parameter
value
Fan activation 11 1 All fans are switched on when temperature goes up (do not modify)
Counting of oper. hours 12 1 Counting of operating hours through seat switch (default setting)
2 Operating hours counted through traction or working hydraulics function.
Service interval 13 ----- Display of service interval deactivated
250 Service interval display after 250 operating hours
1000 Service interval display after 1000 operating hours (default setting)
No. of motors 14 2 Truck has two traction motors (do not modify)
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Temperature monitoring 15 1 Truck has thermal sensors (do not modify)
Battery characteristic 21 1 Standard PsZ Battery (default setting)
2 Standard PsZ Battery Deta
3 Increased-power PsZ Battery
4 Gel battery
Upper cell voltage 22 2.00 Battery cell voltage accepted by the discharge indicator as fully charged battery.
to Adjustable in increments of 0.03 V (Default setting 2.09 V)
2.18
Battery residual capacity 23 20 % Residual capacity of the battery, at which power reduction starts.
to Adjustable in increments of 5 % (Default setting 20 %)
40 %
Discharge indicator 24 0.1 Discharge indicator is set immediately to full charge (can be modified for
lockout time special applications)
Service interval reset 31
Operating hours 1M1 32 Operating hours - Traction - activated
Operating hours 1M2 33 Operating hours - Traction - activated
Operating hours 2M1 34 Not used (activated, if wire link is installed between X1:42 and pump motor negative)
Total operating hours 35 Can be programmed only once in the case of new instruments, only if less than 0
on hour meter
Motor overheating 41 Not used
Carbon brush wear 42 Display of motor number and operating hours - carbon brush wear
Discharge limit 43 Display of values for the last 5 operating hours, during which discharge indicator
showed fully discharged battery.
Section 6
6.10.4 BATTERY DISCHARGE INDICATOR
The battery discharge indicator consists of ten LEDs ( 7 green, 1 orange and 2 red). Depending on the state
of charge of the battery, the luminous display changes from fully charged battery (green LED on the right)
to discharged battery (both red LEDs flashing). When the two red LEDs are flashing, the speed of the
working hydraulics is reduced.
The discharge voltage pattern is a characteristic feature of a battery. In the case of the Linde discharge
indicator, the battery voltage is measured and conclusions are drawn from this information as to the cell
voltage. With increasing discharge, the cell voltage goes down. The cell voltage is also influenced by the
momentary current consumption. In case of a fully charged battery, the dip in cell voltage under load is
lower than in the case of a discharged battery. The state of discharge of the battery can be determined on
the basis of the voltage dips, measured as a function of time.
However, the discharge voltage pattern various according to battery type, age and discharge time.
Therefore various discharge curves are programmed in the operating software of the composite
instrument for different battery types, from which the correct discharge curve for the battery used has to
be chosen.The battery type can be selected with the help of the menu item 21 on the diagnostic instrument:
1 Standard wet cell (default setting)

2 Standard Deta wet cell
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3 Increased-power battery
4 Gel battery
The Standard wet cell default setting covers the following battery types:
Varta, Hagen, Hawker, Exide, Champignon, Tudor, Sonnenschein, Chloride, Fulmen, Centra, Absolyte,
Enersys, Oldham
The discharge time and the age of the battery also have an effect on the discharge curve. The programmed
discharge curve can be shifted within certain limits to obtain correct discharge information on the discharge
indicator.
When the battery charge has gone down by 80 %, the speed of the working hydraulics is reduced in order
to alert the driver to the need to re-charge the battery. This value can be adjusted up to a residual battery
capacity of 40%.
NOTE: The battery discharge indicator needs to be adjusted as a function of the application and
battery type. This adjustment process is achieved with the help of the diagnostic instrument,
menu items:
21 Battery type
22 Upper discharge curve
23 Cut-off point
Any alterations should be made in the smallest possible increments. First, program the battery type used.
Then start the fine-tuning process, using menu item 22 (upper discharge curve), which is equivalent to the
setting potentiometer (ranges A to E) on the Curtis discharge indicator, and menu item 23 (cut-off point).
.
Section 6
Application and battery type Time of reduction Modification Modification

Upper cell voltage Residual battery capacity
12345678901234567890
12345678901234567890
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12345678901234567890
12345678901234567890
Extremely severe condi- too early decrease decrease
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tions. Battery charge less 12345678901234567890
12345678901234567890
12345678901234567890
than 4 h is required 12345678901234567890
12345678901234567890
12345678901234567890
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Light duty too late increase 12345678901234567890
increase
12345678901234567890
Battery charge once 12345678901234567890
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12345678901234567890
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per week 12345678901234567890
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12345678901234567890
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Trucks with extensive too late increase increase
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optional equipment (basic 12345678901234567890
12345678901234567890
12345678901234567890
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loads such as heating etc.) 12345678901234567890
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12345678901234567890
Increased-power PzS too late increase increase
12345678901234567890
Batterie by 0.03 V 12345678901234567890
12345678901234567890
12345678901234567890
12345678901234567890
12345678901234567890
12345678901234567890
PzV battery too late increase 12345678901234567890
increase
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12345678901234567890
by 0.06 V 12345678901234567890
12345678901234567890
12345678901234567890
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E01 / Chapter 1
CSM battery too late increase 12345678901234567890

increase
12345678901234567890
by 0.09 V 12345678901234567890
12345678901234567890
12345678901234567890
12345678901234567890
The discharge indicator is reset to "Fully charged battery" by the fact that the cell voltage has increased
after the battery has been charged. By default, this cell voltage value is set to 2.09 V/cell. The parameter
"Upper cell voltage" enables this value to be adjusted. The cell voltage has to remain on this high level for
a certain period of time after the key switch is switched on, before the discharge indicator is reset. By
default, this lock-out time is programmed to 0.1 min. Do not modify this time.
If you need to change the parameters of the discharge indicator, because the display obtained is incorrect,
we recommend first adjusting the items printed in bold letters in the table above.
If the discharge indicator fails to show "Battery full", even though the battery has been charged, check that
the lock-out time is set to 0,1 min. In addition a reduction of the upper cell voltage combined with a
simultaneous increase of the parameter "Battery residual capacity" may remedy the problem. Also check
the battery itself.
As a general rule, any modifications of the adjustment of the composite instrument should be made in small
increments.
Section 6
6.10.5 PROGRAMMING OF THE COMPOSITE INSTRUMENT WITH THE DIAGNOSTIC
INSTRUMENT
- Connect diagnostic instrument to the data connector of the truck.

The data connector islocated behind the left-hand switch cover on the dashboard.
- Push ON key. If the batteries in the device are ok, the display will read:
Battery OK
After the battery test, the following will be displayed:
*Linde Test Module**

** Version 2.94 **
** Device Ready **
* No Data received *
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- Push key DATA NEW.
- Enter menu number
The selected menu number (MN) is displayed, along with the currently programmed value (EW).
- Push + or - key to change the programmed value. The new value (NW) is shown in the second line of
the display.
MN EW
NW
- Push ENTER key to store the new value (NW).,
The third line of the display shows the newly programmed value (PW), with the message
* Data end *, showing that data input is complete.
MN EW
NW
PW
* Data end *
Section 6
RESETTING THE SERVICE INTERVAL DISPLAY WITH THE DIAGNOSTIC INSTRUMENT
- Connect diagnostic instrument to the data connector of the truck.

The data connector is located behind the left-hand switch cover on the dashboard.
- Push ON key. If the batteries in the device are ok, the display will read:
Battery OK
After the battery test, the following is displayed:
*Linde Test Module**

** Version 2.94 **
** Device Ready **
* No Data received *
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E01 / Chapter 1
- Push key DATA NEW.

- Enter menu 31.
The selected menu number (MN) is displayed, along with the currently programmed service interval (set
in the factory to 1000 h). The second line of the display unit shows the number of operating hours at which
the service interval display was last reset.
31 1000
XXXXXX
- Push ENTER key.
The service interval display is reset and the third line of the display shows the number of operating hours
after which the service interval display will light up the next time.
31 1000
XXXXXX
XXXXXX
* Data end *
Section 6
6.10.6 DIAGNOSIS OF THE COMPOSITE INSTRUMENT WITH THE TRUCK DOCTOR
DIAGNOSTIC SOFTWARE
STARTING THE DIAGNOSIS
Diagnosis of the composite instrument can be activated

either
· from the start screen, or from

· the series screen
After the diagnosis has been started, the window

“Reading data ...” appears.
Current values loaded from the composite instrument
are displayed in the “Status” panel.
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START SCREEN
E01 / Chapter 1
All necessary data having been loaded from the
composite instrument, the window shown on the
right appears.
Messages/operating hours of the composite instrument
are shown in the "Information" panel.
In the “Navigation” panel, further options are provided,
which are explained below.
Section 6
SELECTION MENU
- Reset service interval: Resets the service interval

display.
- Set operating hours: Sets the number of operating
hours for new composite instruments.
- Temperature display: Displays the temperature at
the thermal sensors in the composite instrument.
- Truck parameters: Displays truck parameters.
- Battery parameters: Displays battery parameters.
- Messages/operating hours: Displays messages
and the number of operating hours.
- Parameter list: Displays all parameters, without
any possibility of modifying them.
- Adjustment instructions for battery discharge curve:
Displays information for setting the battery discharge
curve.
RESET SERVICE INTERVAL

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To reset the service interval, click “Reset service

interval”. Upon completion, a second window appears
confirming successful completion of the reset
operation, and information on when the next service
is due. Click on "OK".
SET OPERATING HOURS
Operating hours can be set only on new composite

instruments. To set the number of operating hours,
enter all 6 digits, including the first digit behind the
decimal point. Full operating hours have to be
separated from the tenths of an hour by means of a
decimal point, otherwise, an error message will
appear.
Section 6
TEMPERATURE DISPLAY
Clicking on "Temperature Display" triggers a command

to the composite instrument which initiates the readout
of the temperature of the thermal sensors in the dis-
play of the composite instrument instead of the number
of operating hours.
The values meassured by the sensors are shown in
hexadecimal format. TheTruck Doctor software shows
the adjacent display for correct interpretation of the
values displayed by the composite instrument.
00 = Thermal sensor shorted

FE = Thermal sensor open-circuit
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LIST TRUCK PARAMETERS
Clicking on “Truck parameters” brings up a new window

“Reading data...”. After loading of the data from the
composite instrument is complete, the data is shown
in the “Information” panel.
Default parameters are identified as described in the
text.
CHANGE TRUCK PARAMETERS
To change truck parameters, activate the desired

box by clicking on the triangle pointing downwards
and select the desired value by clicking on it.
Section 6
LIST BATTERY PARAMETERS
Clicking on “Battery parameters” brings up a new

window “Reading data...”. After loading of the data
from the composite instrument is complete, the data
is shown in the “Information” panel.
Default parameters are identified as described in the
text.
CHANGE BATTERY PARAMETERS
To change the battery parameters, activate the

respective selection box by clicking on the triangle
336 804 4601.1203
pointing down and select the desired value by

E01 / Chapter 1
clicking on it.
MESSAGES AND OPERATING HOURS
After clicking on Messages/operating hours the

adjacent window appears, which is the same as
that displayed for selection of the composite
instrument.
Section 6
LIST OF PARAMETERS
Clicking on “Parameter list” brings up the adjacent

window .
In this window, you can enter a comment which will
appear on the parameter list.
Click on “OK”, if you wish to enter a comment.
Click on “Cancel”, if you do not wish to enter a comment.
A new window headed “Reading data ...” appears.

When all data have been loaded from the composite
instrument, the adjacent window shows a summary of
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E01 / Chapter 1
all parameters set in the composite instrument, along
with the messages and number of operating hours.
Using the menu item File / Save as ... the window can
be stored in the form of an .html file, which can
subsequently be viewed and printed with any
commercial web browser, e.g. Netscape. In this context,
please also refer to the section “Displaying and printing
stored data”.
INSTRUCTIONS FOR ADJUSTMENT OF

DISCHARGE INDICATOR
After clicking on “Setting instructions for battery

discharge curve” the adjacent window opens, describing
the procedure for setting the discharge indicator.
E01 / Chapter 1
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6
Section 6
6.11 CIRCUIT DIAGRAMS
6.11.1 CIRCUIT DIAGRAM - INDIVIDUAL CONTROLLER

A1 Power unit, LH traction motor and pump motor 23-46 1V1 Free-wheeling diode 157
1A1 Power unit RH traction motor 5-21 1V2 Free-wheeling diode 161
1A2 Traction electronics 7-45, 1V3 Free-wheeling diode 196
153-192 9V3 Free-wheeling diode 165
1A4 Accelerator 158-163 9V4 Free-wheeling diode 168
1B1 Speed sensor RH traction motor 11,164-167 X1 Connector 42-pole
1B2 Speed sensor, LH traction motor 29,169-172 X2 Connector 10-pole
2A1 Pump control unit LLC 103-150 X3 Connector S2 2-pole
2B1 Joystick Hydr. Lift/Lower/Tilt 134-141 X4 Connector for contactor coil K1 2-pole 154,156
2B2 Joystick Hydr. Aux. functions 142-149 X5 Connector for Reed switch 3S1 131
2B3 Temperature sensor, pump motor 71 X7 Connector for steering sensor 4-pole 173-176
2B8 Speed sensor, pump motor 43,131-134 X8 Connector for voltage transformer 6-pole 76,80
3B1 Steering sensor 173-176 X9 Connector for overhead guard switch 56
1B4 Temperature sensor, RH traction motor 62 X10 Battery connector 1
1B5 Temperature sensor LH traction motor 66 X11 Connector A1 29-pole 25-45
1S14 Switch, carbon brush wear, RH traction motor 60 X12 Connector charging/discharge circuit 6-pole 10-18,160
1S15 Switch, carbon brush wear, LH traction motor 65 195
2S5 Switch, carbon brush wear, pump motor 69 X31 Central negative connection 1
1C2 Interference suppression capacitor 63 1X1 Connector 1B1 4-pole 164-167
1C3 Interference suppression capacitor 67 1X2 Diagnostic connector, traction controller 188-191
4C1 Interference suppression capacitor 93 1X4 Connector 1S4 3-pole 190,192
F1 Fuse 250 A RH traction motor 6 1X5 Connector 1S5 3-pole 182
F2 Fuse 355 A LH traction motor, pump motor 23 1X6 Connector 1S1 2-pole 56
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F7 Fuse 10 A , discharge circuit 8 1X7 Connector 1M1 4-pole 60,62
F8 Fuse 5 A, discharge circuit 18 1X8 Connector 1M2 4-pole 64,66
1F2 Control fuse 10 A 54 1X10 Connector 1A4 4-pole 159-163
1F4 Fuse 5 A , fan 84 1X11 Connector 1A2 42-pole 152-192
1F5 Fuse 5 A 86 1X12 Connector 1A2 42-pole 8-38
1F6 Fuse 5 A, discharge circuit 14 1X13 Connector 1A1 16-pole 8-20
4F3 Fuse 5 A, horn 94 2X1 Connector 2A1 42-pole 103-149
6F1 Fuse 10 A discharge indicator 53 2X2 Connector 2B8 4-pole 131-133
G1 Battery 1 2X3 Connector 2B1 6-pole 135-140
4H1 Signal horn 94,95 2X4 Connector 2B2 6-pole 144-148
K1 Main contactor 6,23,156 2X5 Diagnostic connector, pump controller 106-109
K2 Relay, charging/discharge circuit 15,16,160 2X6 Connector 2M1 4-pole 69,70
K3 Relay, charging/discharge circuit 10,195 4X1 Connector 4S1 2-pole 94
5K2 Suppl. relay, stop lights 163 5X13 Connector, flashing controller 3-pole 68-70
9K3 Supply relay, warning light 167 6X1 Diagnostic connector, comp. instrument 88-91
1M1 RH traction motor 12-14, 6X9 Connector 6P2 36-pole 53-90
60-63 9X7 Connector for special equipment 4--pole 46-49
1M2 LH traction motor 30-32, 9X8 Connector 1S13 6-pole 178-184
65-68 9X10 Connector 9M1 2-pole 78
2M1 Pump motor 42,69-72 9X11 Connector 9M2 2-pole 83
9M1 Fan, traction motors, pump motor 78,79 9X12 Connector 9M3 2-pole 84
9M2 Fan, electrical equipment 83 2Y1 Proportional valve Lowering 103
9M3 Fan, wheel guard 84,85 2Y2 Proportional valve Lifting 106
6P2 Composite instrument 52-91 2Y3 Proportional valve Tilting forwards 108
R1 Charging/discharge resistor 18 2Y4 Proportional valve Tilting backwards 111
R2 Discharge resistor 10 2Y5 Proportional valve Aux. hydr. 1B 113
1R1 Charging/discharge resistor 14 2Y6 Proportional valve Aux. hydr. 1A 116
S1 Key switch 54 2Y7 Proportional valve Aux. hydr. 2B 118
S2 Emergency stop switch 1,173 2Y8 Proportional valve Aux. hydr. 2A 121
S3 Seat switch 56 2Y9 Safety valve 1
S4 Overhead guard switch 56
1S4 Hand brake switch 190
1S5 Stop pedal switch 182 Colour identification:
1S13 Direction switch - single pedal 176-184
3S1 Reed switch - steering 131 BK Black GN Green
4S1 Horn switch 94 WH White VT Violet
7S1 Switch-controlled speed red. -working hydraulics 135 BU Blue RD Red
U1 Voltage transformer 78,79 OG Orange YE Yellow
V1 Diode charging/discharge circuit 18 BN Brown GY Grey
V2 Diode charging/discharge circuit 18
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6
Section 6
6.11.2 CIRCUIT DIAGRAM - INDIVIDUAL CONTROLLER - PANORAMA VERSION
A1 Power unit, LH traction motor and pump motor 23-46 U1 Voltage transformer 78,79
1A1 Power unit RH traction motor 5-21 V1 Diode charging/discharge circuit 18
1A2 Traction electronics 7-45, V2 Diode charging/discharge circuit 18
153-192 1V1 Free-wheeling diode 157
1A4 Accelerator, normal position 158-163 1V2 Free-wheeling diode 161
1A5 Accelerator, transverse position 177-182 1V3 Free-wheeling diode 196
1B1 Speed sensor RH traction motor 11,164-167 9V3 Free-wheeling diode 165
1B2 Speed sensor, LH traction motor 29,169-172 9V4 Free-wheeling diode 168
2A1 Pump control unit LLC 103-150 X1 Connector 42-pole
2B1 Joystick Hydr. Lift/Lower/Tilt 134-141 X2 Connector 10-pole
2B2 Joystick Hydr. Aux. functions 142-149 X3 Connector S2 2-pole
2B3 Temperature sensor, pump motor 71 X4 Connector for contactor coil K1 2-pole 154,156
2B8 Speed sensor, pump motor 43,131-134 X5 Connector for Reed switch 3S1 131
3B1 Steering sensor 173-176 X7 Connector for steering sensor 4-pole 173-176
1B4 Temperature sensor, RH traction motor 62 X8 Connector for voltage transformer 6-pole 76,80
1B5 Temperature sensor LH traction motor 66 X9 Connector for overhead guard switch 56
1S6 Stop pedal switch, transverse position 184 X10 Battery connector 1
1S7 Micro switch, seat in normal position 178 X11 Connector A1 29-pole 25-45
1S8 Micro switch, seat in transverse position 180 X12 Connector charging/discharge circuit 6-pole 10-18,160
1S14 Switch, carbon brush wear, RH traction motor 60 195
1S15 Switch, carbon brush wear, LH traction motor 65 X13 Connector - signals for panorama model
2S5 Switch, carbon brush wear, pump motor 69 X31 Central negative connection 1
1C2 Interference suppression capacitor 63 1X1 Connector 1B1 4--pole 164-167
1C3 Interference suppression capacitor 67 1X2 Diagnostic connector, traction controller 188-191
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4C1 Interference suppression capacitor 93 1X4 Connector 1S4 3-pole 190,192
E01 / Chapter 1
F1 Fuse 250 A RH traction motor 6 1X5 Connector 1S5 3-pole 182
F2 Fuse 355 A LH traction motor, pump motor 23 1X6 Connector 1S1 2-pole 56
F7 Fuse 10 A , discharge circuit 8 1X7 Connector 1M1 4-pole 60,62
F8 Fuse 5 A, discharge circuit 18 1X8 Connector 1M2 4-pole 64,66
1F2 Control fuse 10 A 54 1X10 Connector 1A4 4-pole 159-163
1F4 Fuse 5 A , fan 84 1X11 Connector 1A2 42-pole 152-192
1F5 Fuse 5 A 86 1X12 Connector 1A2 42-pole 8-38
1F6 Fuse 5 A, discharge circuit 14 1X13 Connector 1A1 16-pole 8-20
4F3 Fuse 5 A, horn 94 1X14 Connector 1S7 3-pole 178
6F1 Fuse 10 A discharge indicator 53 1X15 Connector 1S7 3-pole 180
G1 Battery 1 1X17 Connector 1S8 3-pole 177-182
4H1 Signal horn 94,95 2X1 Connector 2A1 42-pole 103-149
K1 Main contactor 6,23,156 2X2 Connector 2B8 4-pole 131-133
K2 Relay, charging/discharge circuit 15,16,160 2X3 Connector 2B1 6-pole 135-140
K3 Relay, charging/discharge circuit 10,195 2X4 Connector 2B2 6-pole 144-148
5K2 Supplementary relay, stop lights 163 2X5 Diagnostic connector, pump controller 106-109
9K3 Supplementary relay, warning light 167 2X6 Connector 2M1 4-pole 69,70
1M1 RH traction motor 12-14, 4X1 Connector 4S1 2-pole 94
60-63 5X13 Connector -flashing controller 3-pole 68-70
1M2 LH traction motor 30-32, 6X1 Diagnostic connector of comp. instrument 88-91
65-68 6X9 Connector 6P2 36-pole 53-90
2M1 Pump motor 42,69-72 9X7 Connector for special equipment 4-pole 46-49
2M1 Pump motor 42,69-72 9X8 Connector 1S13 6-pole 178-184
9M1 Fan, traction motors, pump motor 78,79 9X10 Connector 9M1 2-pole 78
9M2 Fan, electrical equipment 83 9X11 Connector 9M2 2-pole 83
9M3 Fan, wheel guard 84,85 9X12 Connector 9M3 2-pole 84
6P2 Composite instrument 52-91 2Y1 Proportional valve Lowering 103
R1 Charging/discharge resistor 18 2Y2 Proportional valve Lifting 106
R2 Discharge resistor 10 2Y3 Proportional valve Tilting forwards 108
1R1 Charging/discharge resistor 14 2Y4 Proportional valve Tilting backwards 111
S1 Key switch 54 2Y5 Proportional valve Aux. hydr. 1B 113
S2 Emergency stop switch 1,173 2Y6 Proportional valve Aux. hydr. 1A 116
S3 Seat switch 56 2Y7 Proportional valve Aux. hydr. 2B 118
S4 Overhead guard switch 56 2Y8 Proportional valve Aux. hydr. 2A 121
1S4 Hand brake switch 190 2Y9 Safety valve 1
1S5 Stop pedal switch 182
1S13 Direction switch - single pedal 176-184 Colour identification:
3S1 Reed switch - steering 131 BK Black GN Green
4S1 Horn switch 94 WH White VT Violet
7S1 Switch controlled speed red. -working hydraulics 135 BU Blue RD Red
OG Orange YE Yellow
BN Brown GY Grey
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Section 6
6.11.3 CIRCUIT DIAGRAM - COMBINATION CONTROLLER
A1 Power unit, LH traction motor, 23-46 2S5 Switch - carbon brush wear 2M1 69
Pump motor 4S1 Horn switch 94
A2 Combination controller 7-46, 7S1 Switch -Speed reduction of work. hydr. 137
102-191 U1 Voltage transformer 24 V 78,79
1A1 Power unit RH traction motor 5-21 1V1 Free-wheeling diode - Contactor K1 157
1A4 Accelerator 158-163 1V2 Free-wheeling diode - Relay K2 161
1B4 Temperature sensor, RH traction motor 62 1V3 Free-wheeling diode - Relay K3 196
1B5 Temperature sensor, LH traction motor 66 5V1 Free-wheeling diode - Relay 5K2 165
2B1 Joystick Lift/lower/tilt 134-141 9V3 Free-wheeling diode - Relay 9K3 168
2B2 Joystick aux. hydraulics 1/2 142-149 X1 Connector 42-pole.
2B3 Temperature sensor, pump motor 71 X2 Connector 10-pole.
2B8 Speed sensor, pump motor 43,131-134 X4 Connection for contactor coil K1 2-pole.
3B1 Steering sensor 173-176 X7 Connector for steering sensor 4-pole.
3B2 Sensor, steering column 115-118 X8 Connector for voltage transformer 6-pole.
1C2 Interference suppr. cap., temp s. 1B4 63 X9 Connector for cabin switch 3-pole.
1C3 Interference suppr. cap., temp s. 1B5 67 X10 Battery connector
2C1 Interference suppr. cap. temp s. 2B3 72 X11 Connector 29-pole. A1
4C1 Interference suppr. capacitor, horn 93 X12 Connector 6-pole. Charging circuit
1E1 Interference suppr. filter, tr. motor 1M1 19-22 X13 Connector 121-pole, controller
1E2 Interference suppr. filter, tr. 1M2 37-40 X31 Central negative connection
F1 Fuse 1M1 250A 6 1X2 Diagnostic connector, traction, 4--pole
F2 Fuse 1M2, 2M1 355 A 23 1X4 Connector 3-pole 1S4
F7 Fuse 10 A Charging circuit 8 1X5 Connector 3-pole 1S5
F8 Fuse 5A Charging circuit 18 1X6 Connector 2-pole 1S1
1F2 Control cicuit fuse 10 A 54 1X7 Connector 2-pole 1M1
1F4 Fuse 5 A fan 84 1X8 Connector 2-pole 1M2
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1F5 Fuse 5 A 86 1X10 Connector 4-pole 1A4
1F6 Fuse 5 A Charging circuit 14 1X13 Connector 16-pole 1A1
4F3 Fuse 5 A Horn 94 2X2 Connector 4-pole 2B3
6F1 Fuse 10 A Discharge indicator 53 2X3 Connector 6-pole 2B1
G1 Battey 1 2X4 Connector 6-pole 2B2
4H1 Horn 94,95 2X5 Diagnostic connector LLC 4-pole
K1 Main contactor 6,23,156 2X6 Connector 4-pole 2M1
K2 Charging relay 15,16,160 3X1 Connector 4-pole 3B2
K3 Discharge relay 10,195 4X1 Connector 2-pole 4S1
5K2 Relay, stop light 163 5X13 Connector 3-pole - flashing control
9K3 Relay, option relay driver 2 167 6X1 Diagnostic connector- composite instrument 4-pole
1M1 RH traction motor 12-14, 6X9 Connector 36-pole - composite instrument
60-63 9X7 Connector 6-pole - special equipment
1M2 LH traction motor 30-32, 9X8 Connector 6-pole 1S13
65-68 9X10 Connector 2-pole 9M1
2M1 Pump motor 42,69-72 9X11 Connector 2-pole 9M2
9M1 Fan - motor compartment 78,79 9X12 Connector 2-pole 9M3
9M2 Fan - electrical equipment 83 2Y1 Proportional valve - Lowering 103
9M3 Fan - traction motor, pump motor 84,85 2Y2 Proportional valve - Lifting 106
6P2 Composite instrument 52-91 2Y3 Proportional valve - Tilting forwards 108
R1 Charging resistor 18 2Y4 Proportional valve - Tilting backwards 111
R2 Discharge resistor 10 2Y5 Proportional valve - Aux. hydr. 1B 113
1R1 Charging resistor 14 2Y6 Proportional valve - Aux. hydr. 1A 116
S1 Key switch 54 2Y7 Proportional valve - Aux. hydr. 2B 118
S2 Emergency stop switch 1,145 2Y8 Proportional valve - Aux. hydr. 2A 121
S3 Seat switch 56 2Y9 Safety valve 123
S4 Cabin switch 56 2Y10 Safety lowering valve 126
1S4 Handbrake switch 190
1S5 Stop pedal switch 182
1S13 Direction switch - single-pedal 176-184 Colour identification:
1S14 Switch - carbon brush wear 1M1 60 BK Black GN Green
1S15 Switch - carbon brush wear 1M2 65 WH White VT Violet
BU Blue RD Red
OG Orange YE Yellow
BN Brown GY Grey
E01 / Chapter 1
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179
6
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Service Training
Page
Section
181
6
Section 6
6.12 WINDOW STRUCTURE - FOR THE CONTROLLERS
Traction - Individual controller LDC33C03
1 Status 2 Information 3 Fault 4 Switch

information messages memory inputs
Section 6.9.1.1 Section 6.9.1.2 Section 6.9.1.3 Section 6.9.1.7
11 Compiler 31 Overall
number fault memory
Section 6.9.1.1 Section 6.9.1.5
32 Clear
fault memory
Section 6.9.1.6
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5 Switch 6 Analog signals 7 General 8 Accelerator
outputs General settings calibration
Section 6.9.1.8 Section 6.9.1.9 Section 6.9.1.12 Chapter 6.9.1.15
61 Analog signals 71 Default 81 Calibration of

RH motor settings for 7 steering sensor
Section 6.9.1.10 Section 6.9.1.12 Kapitel 6.9.1.16
62 Analog signals 72 Special

LH motor settings
63 73 Default settings
Temperatures for 7 and 72
74 Controller
information
Section 6.9.1.14
--------------------
(1+)LDC-43 DRIVE
Note the controller type is displayed in Vers: 1.000
window 1 in the third line. Type: LDC43C00
336 E20 2P
--------------------
Section 6
Traction - Individual controller LDC33C04

- Combination controller LDC43Drive

11 Compiler 31 Memory for

number operator errors
32 Overall
fault memory
Section 6.9.1.5
33 Clear
fault memory
Section 6.9.1.6
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5 Switch 6 Analog signals 7 General 8 Calibration of

outputs General settings accelerator

RH Motor settings 7 steering sensor
Section 6.9.1.10 Section 6.9.1.12 Section 6.9.1.16

LH motor settings
74 Controller
information
Section 6.9.1.14
Section 6
Traction - Panorama truck - Individual controller LDC31C00

information messages memory inputs 1
11 Compiler 31 Overall 41 Switch

number fault memory inputs 2
32 Clear
fault memory
Section 6.9.1.6
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5 Switch 6 Analog signals 7 General 8 Calibration of
outputs General settings accelerator

RH motor settings for 7 steering sensor

LH motor settings
74 Controller
information
Section 6.9.1.14
Section 6
Traction - Panorama truck - Individual controller LDC31C02

information messages memory inputs 1
11 Compiler 31 Memory for 41 Switch

number operator errors inputs 2
32 Overall fault
memory
Section 6.9.1.5
33 Clear
fault memory
Section 6.9.1.6
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5 Switch 6 Analog signals 7 General 8 Calibration

outputs General settings of accelerator
61 Analog signals 71 Default 81 Calibration

RH motor settings for 7 of steering sensor

LH motor settings
74 Controller
information
Section 6.9.1.14
Section 6
Working hydraulics - Individual controller LLC33C00

Section 6.9.6.1 Section6.9.6.2 Section 6.9.6.3 Section 6.9.6.7
11 Compiler 31 Overall
number fault memory
32 Clear
fault memory
Section 6.9.6.6
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5 Switch 6 Analog signals 7 Settings 8 Calibration
outputs General Aux. hydraulics Joystick 1
61Analog signals 71 Default 81 Calibration

Lifting settings for 7 Joystick 2
62Analog signals 72 Settings 82 Depressurise

Tilting Lifting / Tilting system
63Analog signals 73 Default 83 Shut down

Aux hyd. 1 settings for 72 pump motor
64Analog signals
Aux. hyd. 2
Section 6.9.6.10
Section 6
Working hydraulics - Individual controller LLC33C01

- Combination controller LDC43Lift

11 Compiler 31 Memory
number for operator errors
32 Overall
fault memory
Section 6.9.6.5
33 Clear
fault memory
Section 6.9.6.6
5 Switch 6 Analog signals 7 Settings 8 Calibration

outputs General Aux. hydraulics Joystick 1
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61 Analog signals 71 Default 81 Calibration

Lifting settings for 7 Joystick 2
62 Analog signals 72 Settings 82 Depressurise

Tilting Lifting/ Tilting system
Sectionl 6.9.6.10 Section 6.9.6.12 Section 6.9.6.17
63 Analog signals 73 Default 83 Shut down

Aux. hyd. 1 settings for 72 motor
Sectionl 6.9.6.10 Section 6.9.6.12 Section 6.9.6.18
64 Analog signals 74 Switch-

Aux. hyd. 2 controlled speeds
75 Default
settings for 74
Section 6.9.6.13
76 Switch-
controlled speeds
Section 6.9.6.13
77 Default
setting for 76
Section 6.9.6.13
78 Discharge
indicator function
Section 6.9.6.14
79 Default
settings for 78
Section 6.9.6.14
Page
Section
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6
Service Training
E01 / Chapter 1
336 804 4601.1203
Section 7
7 HYDRAULIC SYSTEM
SETTING VALUES OF THE PRESSURE RELIEF VALVE OF WORKING HYDRAULICS
Mast type Standard Duplex Triplex
E 20 / 183 230 +5 bar 230 +5 bar 230 +5 bar

E 25 / 186 185 +5 bar 185 +5 bar 185 +5 bar
E 30 / 186 210 +5 bar 210 +5 bar 210 +5 bar
SETTING VALUES OF THE STEERING CONTROL VALVE
Secondary valve 210 ± 10 bar

Primary valve 150 ± 16 bar
OUTPUT VOLUME OF HYDRAULIC PUMP
E 20 q = 16 cm3/rev.
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E 25/30 q = 22 cm3/rev.
MAINTENANCE AND INSPECTION OF THE HYDRAULIC SYSTEM
Use-dependent Cleaning of the hydraulic pump motor

Cleaning of the pump motor fan
Lubricating of the lift mast and tilt cylinder bearings
Every1000 hours Checking of working and steering hydraulics on leakages

Checking of brushes
Checking of pump motor fastening
Checking of oil level of hydraulic system
Checking of function of the electric lines for working hydraulics
Changing of air breather filter, suction filter and micro-filter of the hydraulic system
Checking of the bellows at the joystick
Every 3000 hours Changing of the hydraulic oil
HYDRAULIC OIL
HLP ISO VG 46 as per DIN 51524, T.2 for normal duty (shop filling)
HLP ISO VG 68 as per DIN 51524, T.2 for heavy duty
HLP ISO VG 32 as per DIN 51524, T.2 for light duty and low ambient temperatures
Alternatively, the engine oil SAE 20W/20 can be used instead of the hydraulic oil HLP 68 . The use of the
biological hydraulic oil Aral Forbex SE46 is also permitted.
Section 7
CAUTION
Work on the hydraulic system requires utmost cleanliness. The valve block is equipped
with proportional valves. No dirty hydraulic oil is to contact the proportional valves. The
micro-filter of the working hydraulics is to be changed in compliance with the inspection
and maintenance instructions. Take particular care that the connections of the snap-on
couplings at the additional hydraulic system are clean. The covers of the snap-on
couplings are to be mounted as long as the couplings are out of use.
7.1 FUNCTIONAL DESCRIPTION OF THE WORKING HYDRAULICS
The pump unit of the working hydraulics is composed of a shunt motor with flanged gear pump. The
hydraulic pump has an output volume of 16 or 22 cm3/rev. The pump motor is controlled by the power unit
A1. Joysticks are used to activate the working hydraulics. The joysticks supply an electric signal that is
processed by the truck control. The truck control controls the pump motor speed via the power unit and
thus the oil amount of the hydraulic pump and the opening section of the control valve.
The P-connection of the hydraulic pump is connected with the steering control valve. A volume controller
is mounted on the steering control valve that makes sure that a constant oil amount is always available
at the output A of the steering control valve. The oil passes to the control valve via a micro-filter.
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For the activation of the working functions, the control valve has a volume-controlled proportional valve
for each working function. The proportional valves are directly activated by the truck control in dependence
of the joystick deflection. In addition, two safety valves are mounted on the valve block that make sure
that neither lifting nor lowering is possible in case of malfunction of the proportional valves.
NOTE: The safety lowering valve 2Y10 is only available with trucks that have a composite control
(starting with truck G1X336P01591).
The pump motor is equipped with a speed sensor that transmits the motor speed to the truck control.
Section 7
Joysticks
Power unit CONTROL

A1 A2
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Valve block
Speed
sensor
M
Pump unit
Lift mast
Section 7
7.2 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITHOUT SAFETY LOWERING
VALVE
A Working hydraulics 34 Joystick additional hydraulic system
35 Joystick lifting / lowering / tilting
1 Control valve
2 Lowering brake valve F Pump unit
3 Check valve
4 Safety valve 2Y9 36 Pump motor
5 Shuttle valve 37 Hydraulic pump
6 Proportional valve 2Y1/2Y1 lifting/lowering
7 Check valve G Hydraulic reservoir
8 Shut-off valve manual lowering of fork carrier
9 Flow controller 38 Air breather filter
10 Proportional valve 2Y3/2Y4 tilting 39 Suction filter
11 Proportional valve 2Y5/2Y6 additional hydraulic
system 1
12 Proportional valve 2Y7/2Y8 additional hydraulic
system 2
13 Check valve
14 Pressure relief valve
15 2/2-way valve
16 Check valve
17 Connection additional hydraulic system 2
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19 Short-circuit valve manual tilting of lift mast
E01 / Chapter 1
20 2/2-way valve
21 Tilt cylinder
22 Line breakage protection
23-1 Standard mast BR 183 E20
Standard mast BR 186 E25 / 30
Standard mast BR 186 E25 / 30 - 600
23-3 Duplex mast BR 183 E20
Duplex mast BR 186 E25 / 30
23-4 Triplex mast BR 183 E20
Triplex mast BR 186 E 25 /30 - 600
B Steering axle
C Steering hydraulics
24 Steering control valve

25 Servostat
26 7/3-way valve
27 Check valve
28 Secondary valve 210 bar
29 Suction valve
30 Check valve
31 Primary valve 150 bar
32 Restrictor
33 3/3-way valve
D Pressure filter
E Lift control
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Section
5
7
Section 7
7.3 CIRCUIT DIAGRAM OF WORKING HYDRAULICS WITH SAFETY LOWERING VALVE
A Working hydraulics F Pump unit
1 Control valve 37 Pump motor

2 Short-circuit valve manual lowering of lif mast 38 Hydraulic pump
3 Safety lowering valve 2Y10
4 2/2-way valve G Hydraulic reservoir
5 Shuttle valve
6 Safety valve 2Y9 39 Ventilation filter
7 Shuttle valve 40 Suction filter
8 Prop. valve 2Y1/2Y2 lifting/lowering
9 Check valve
10 Check valve
11 Volume controller
12 Prop. valve 2Y3/2Y4 tilting
13 Prop. valve 2Y5/2Y6 additional hydraulic system 1
14 Prop. valve 2Y7/2Y8 additional hydraulic system 2
15 Pressure relief valve
16 2/2-way valve
17 Check valve
20 Short-circuit valve manual tilting of lift mast
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21 2/2-way valve
E01 / Chapter 1
22 Tilt cylinder
23 Line breakage protection
Standard mast BR 186 E25 / 30
Standard mast BR 186 E25 / 30 - 600
24-3 Duplex mast BR 183 E20
Duplex mast BR 186 E25 / 30
24-4 Triplex mast BR 183 E20
Triplex mast BR 186 E 25 /30 - 600
B Steering axle
C Steering hydraulics
25 Steering control valve

26 Servostat
27 7/3-way valve
28 Check valve
29 Secondary valve 210 bar
30 Make-up valve
31 Check valve
32 Primary valve 150 bar
33 Restrictor
34 3/3-way valve
D Pressure filter
E Lift control
35 Joystick additional hydraulic system

36 Joystick lifting / lowering / tilting
E01 / Chapter 1
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Section
7
7
Section 7
7.4 EMERGENCY LOWERING FUNCTIONS OF THE WORKING HYDRAULICS
7.4.1 MANUAL TILTING OF LIFT MAST
The overhead guard cannot be opened when the lift mast is tilted backwards. In case of malfunction, the
lift mast can be tilted forward manually.
- Completely lower the fork carrier, if possible

- Remove sealing plug (1)
- Put screwdriver through the sealing plug opening on the cheese head screw (2) below
- Slowly turn the screwdriver by approx. 2 turns in anticlockwise direction
- Manually push lift mast forward
CAUTION
Upon use, immediately turn the cheese head screw (2) to its initial position since
otherwise, a function of the tilt cylinder by means of the joystick is not given. The cheese
head screw must only be tightened with a max. tightening torque of 1.5 Nm.
7.4.2 MANUAL LOWERING OF THE FORK CARRIER
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In case of malfunction, the fork carrier can be lowered manually.
- Open the overhead guard to the first detent

- Slowly turn the cheese head screw (3) with the screwdriver by approx. 1 turn in anticlockwise direction
until the fork carrier is completely lowered.
CAUTION
Upon use, immediately turn the cheese head screw (2) to its initial position since
otherwise the function 'lowering' by means of the joystick is not given. The cheese head
screw must only be tightened with a max. tightening toque of 1.5 Nm.
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Section
9
7
Section 7
7.5 CONTROL VALVE
7.5.1 FUNCTIONAL DESCRIPTION OF THE CONTROL VALVE
INTRODUCTION
The control valve is designed as monoblock with three or four sections, connected in parallel.
Section 1: Lifting/lowering and emergency lowering

Section 2: Additional hydraulic system
Section 3: Forward and backward tilting
Section 4: Additional hydraulic system (option)
Moreover, the control valve housing includes a balance valve for circulating oil, a pressure relief valve,
a safety valve as well as shuttle and check valves for the creation of a load signal transmission chain.
SAFETY VALVE, BALANCE VALVE FOR CIRCULATING OIL, PRESSURE RELIEF VALVE
The safety valve 2Y9 is de-energized as long as the joystick is in neutral position. In this position, the valve
is opened and the load signal transmission chain (LS) is connected with the tank. No load signal can be
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E01 / Chapter 1
transmitted to the balance valve for circulating oil (UDW), thus the valve functions are de-energized.
With running pump motor, the available pump volumetric flow enters the valve block at the port P, it
switches the balance valve for circulating oil against the spring load in a position in which passage to the
tank (T) is possible. Spring pre-tension of the balance valve and pressure at port P are balanced,
Dp approx. 4 bar.
During the excursion of the joystick, the safety valve 2Y9 is energized and interrupts the connection of the
LS transmission chain to the tank. The current pressure from the LS transmission chain is now applied
at the spring side of the balance valve for circulating oil and the pressure relief valve (DBV). Moreover,
a signal proportional to the excursion is transmitted to the respective solenoid valve (2Y1 to 2Y8) of the
desired function. When actuating the functions lifting, tilting and additional hydraulics, the pump volumetric
flow is increased proportionally to the excursion (increase of the drive motor speed). In addition, the current
pressure from the LS transmission chain is transmitted to the UDW spring side. Due to the modified force
conditions, the balance valve controls in the shut-off direction until a volumetric flow flows to the hydraulic
device via the switched way valve the capacity of which depends on the adjustment of the way valve gate.
The remaining quantity is supplied from the balance valve to port T.
As soon as the setting pressure of the pressure relief valve (2) is reached, the pressure relief valve opens
and oil flows to port T. Based on the resulting Dp, the load pressure is higher than the response pressure
of the pressure relief valve and the balance valve is controlled in such a way that as much pressure oil
is supplied as is needed for the maintaining of Dp while the excess quantity is directly supplied from the
balance valve to port T.
DESCRIPTION OF THE FUNCTION 'LIFTING'
When actuating the function 'lifting', the pump volumetric flow is increased proportionally to the excursion
of the joysticks and a proportional signal is transmitted to the proportional pressure reducing valve 2Y2.
In the hydraulic part of the proportional pressure reduction valve, the external pressure X is applied as
position pressure supply. A positioning pressure force is generated by the magnetic force that is compared
Section 7
with the force of the opposite spring of the restrictor. As soon as the positioning pressure force exceeds
the spring force, the restrictor is subject to an excursion and a determined opening section between P and
the balancing valve for draining oil (ADW), positioned between port A and the restrictor, is generated. The
available intermediate pressure is transmitted as LS pressure force to the UDW spring side and added
to the UDW spring force. This design ensures that the pump pressure force (and thus the pump pressure)
upstream the restrictor is always higher by the amount of the UDW spring force than downstream the
restrictor. Consequently, the volumetric flow flowing through the restrictor (and thus the lifting speed) only
depends on the opening cross-section of the restrictor. The excessive volumetric flow is supplied to the
tank via the UDW.
Downstream the restrictor, the balance valve for draining oil is passed, where the intermediate pressure
force (as a product of intermediate pressure and effective area) is compared as damped signal with the
ADW spring force (without the pressure force of the intermediate pressure, the ADW is open, since the
ADW spring chamber is connected with the tank). If the intermediate pressure force increases the spring
force, the ADW is closed and the volumetric flow flows via the bypass check valve to the hydraulic device
port A and thus to the lift cylinder. During lifting, the intermediate pressure and the pressure at port A are
equal.
Upon termination of the lifting, the load pressure at the hydraulic device port A is applied to the closed ADW,
the bypass check valve and to the emergency lowering. Since the tolerances and the cover at the ADW
and at the restrictor are different, a determined intermediate pressure level is generated as a result of the
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distribution leakage that is between the pressure in port A and the pressure corresponding to the ADW
spring force.
DESCRIPTION OF THE FUNCTION 'LOWERING' AND 'EMERGENCY LOWERING'
When actuating the function 'lowering', a signal electro-proportional to the excursion is transmitted to the
proportional pressure reducing valve 2Y1. In the hydraulic part of the proportional pressure reducing
valve, the external pressure X is applied as position pressure supply. A positioning pressure is generated
due to the magnetic force that is compared with the load of the opposite spring of the restrictor. As soon
as the positioning pressure force exceeds the spring load, the restrictor is subject to an excursion and a
determined opening section between the balancing valve for draining oil (ADW) and the tank is generated.
Simultaneously, the intermediate pressure force is compared as damped signal with the ADW spring force.
Thus, the ADW obtains a balance between the intermediate pressure force and the ADW spring force,
as long as the pressure force in port A is higher than the ADW spring force (the pressure in port A is the
supply pressure during lowering). This design ensures that the pressure upstream the restrictor is higher
by the amount of the ADW spring load than downstream the restrictor (were the tank pressure prevails
during lowering). Consequently, the volumetric flow flowing through the restrictor (and thus the lowering
speed) only depends on the opening cross-section of the restrictor.
In operation, the so-called safety lowering valve 2Y10 is continuously controlled and the external pressure
X applied to the valve is supplied into a positioning cylinder and presses a piston rod against a spring to
its home position. In case of power failure at the lowering stop valve or pressure drop at the positioning
pressure supply X (e.g. after the de-energizing of the truck or in case of malfunction) the piston rod due
to its spring pressure moves to the opposite home position and mechanically presses the adjacent
balance valve for draining oil into a closed position. In this way, an almost leakage-free lifting device is
guaranteed.
In case of a probably occurring malfunction of the truck, a lifted load can again be lowered to the ground.
Via the emergency lowering screw, a direct connection is opened between port A and the tank.
Section 7
DESCRIPTION OF THE FUNCTION 'TILTING' WITH BRAKE AND PRESSURIZING VALVE
When actuating the function 'tilting' (forward or backward), the pump volumetric flow is increased
proportionally to the excursion and an electro-proportional signal is transmitted either to the proportional
solenoid valve 2Y3 or to 2Y4. The generated magnetic force is compared with the load of the opposite
spring of the restrictor. As soon as the positioning pressure force exceeds the spring load, the restrictor
is subject to an excursion and a determined opening cross-section between P and the ports A2/B2 is
generated. The available pressure is transmitted as LS pressure force to the UDW spring side and added
to the UDW spring load. This design ensures that the pump pressure upstream the restrictor is always
higher by the amount of the UDW spring force than downstream the restrictor. Consequently, the
volumetric flow flowing through the restrictor (and thus the tilting speed) only depends on the opening
cross-section of the restrictor. The excessive volumetric flow is conducted to the tank via the UDW.
The brake valve between the restrictor and port A2 guarantees an almost leakage-free tilting device. A so-
called „lead“ of the mast during forward tilting is avoided and the max. tilting speed is limited.
The pressurizing valve between the restrictor and the port B2 on the one hand provides for a certain degree
of hydraulic clamping of the tilt cylinder during backward tiling. On the other hand, the valve is used under
certain conditions as non-return valve.
When compared with the function 'lifting', the function 'tilting' is performed, with small volume flows. To
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avoid a so-called „lead“ of the tilt function with simultaneous lifting, a 2-way flow control valve is installed
in the P line in the direction of the tilt restrictor. This valve limits the max. inlet volume flow for tilting.
DESCRIPTION OF THE FUNCTION 'ADDITIONAL HYDRAULIC SYSTEM'
When actuating the function 'additional hydraulic system', the pump volumetric flow is increased
proportionally to the excursion and an electro-proportional signal is transmitted either to the proportional
solenoid valve 2Y5 or to 2Y6 (or optionally 2Y7 or 2Y8). The generated magnetic force is compared with
the load of the opposite spring of the restrictor. As soon as the magnetic force exceeds the spring load,
the restrictor is subject to an excursion and a determined opening cross-section between P and the ports
A1/B1 (or optionally A3/B3) is generated. The available pressure is transmitted as LS pressure force to
the UDW spring side and added to the UDW spring load. This design ensures that the pump pressure force
(and thus the pump pressure) upstream the restrictor is always higher by the amount of the UDW spring
load than downstream the restrictor. Consequently, the volumetric flow flowing through the restrictor (and
thus the speed of the hydraulic device) only depends on the opening cross-section of the restrictor. The
excessive volumetric flow is conducted to the tank via the UDW.
Section 7
7.5.2 DEPRESSURIZING OF THE WORKING HYDRAULICS
The hydraulic system is to be depressurized prior to start the work. Since the functions are controlled at
the control valve via solenoid valves, the latter are to be controlled without running pump motor.
- Connect the interface adapter and the PC by the diagnosis switch 2X5 of the LLC control
- Switch on the key switch and enable the emergency stop pushbutton
- Start the diagnosis program and select window 82
- Press the ENTER key and set the parameter Pump to 1 by actuating the '+' key
- Actuate the seat switch
- Actuate the joystick one time each for the functions 'lifting/lowering' and 'tilting'
- Actuate the joystick one time each for the functions 'additional hydraulic system 1' and 'additional
hydraulic system 2'. The working hydraulics are depressurized.
- Reset parameter Pump to 0 by actuating the '-' key.
- Switch off key switch and disable emergency stop pushbutton
If the customer wants to exchange the mounted implement connected by the hydraulic snap-on coupling
by himself, it is possible to depressurize the hydraulic system by actuating a pushbutton. The proportional
valves are supplied via the pushbutton with power. This is a UPA version that can be ordered separately.
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Section 7
7.5.3 REPAIR WORK AT THE VALVE BLOCK
The following components of the valve block can be supplied as spare parts
Designation in the spare parts catalog/LINDOS
Brake valve 1a
Valve cartridge safety valve 2Y9 1b
Valve coil for 2Y1 / 2Y2 1c
Valve coil for 2Y3 to 2Y8 1d
Valve coil 2Y9 / 2Y10 1e
Technical data of valve coils:
2Y1/2Y2 2Y3 - 2Y8 2Y9/2Y10
Protection type: IP65 IP65 IP65

Coil resistance 20 °C 133 W 115 W 247W
Coil resistance 55 °C 200 W 172 W 378 W
Control current: 0 - 293 mA 0-317mA
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1d 1d 1d 1e 1c
1e
1a
1c
1d 1d 1d
Section 7
7.5.3.1 REPLACING THE VALVE CARTRIDGE OF SAFETY VALVE 2Y9/2Y10
- Completely tilt the mast forward and depressurize the working hydraulics
- Open the overhead guard completely
- Actuate the hand brake lever to full detent
- Switch off the key switch and disable the emergency stop pushbutton
- Unplug the connector from the valve coil at the safety valve
- Unscrew the knurled nut from the valve coil
- Remove the o-ring
- Pull off the valve coil
- Unscrew the valve cartridge
- Screw in the new valve cartridge and tighten with 40 Nm
- Mount the valve coil
- Mount the o-ring and screw the knurled nut with the rounded collar downwards
- Replug the connector 2X9 to the safety valve
7.5.3.2 REPLACING THE VALVE COIL OF 'TILTING / ADDITIONAL HYDRAULIC SYSTEM 2Y3
TO 2Y8'
- Completely tilt the mast forward and open the overhead guard completely
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E01 / Chapter 1
- Actuate the hand brake lever to full detent

- Unplug the connector from the respective coil
NOTE: Never unscrew the socket head screw that is locked with a safety nut and covered with
lacquer at the valve cartridge. This screw is preset by the manufacturer and is used for the
setting of the neutral position of the proportional valve.
- Unscrew the plastic knurled nut from the valve coil and pay attention to the internal o-ring
- Pull off the valve coil and push on the new valve coil
- Re-screw the plastic knurled nut with internal o-ring
- Re-plug the connector to the valve coil
7.5.3.3 REPLACING THE VALVE COIL OF 'LIFTING / LOWERING 2Y1 / 2Y2'
- Actuate hand brake lever to full detent
- Unplug the connector from the respective coil
- Unscrew the four socket head screws from the valve coil
- Carefully pull off the valve coil
- Insert the new valve coil and fix it with the four socket head screws
- Re-plug the connector to the valve coil
Section 7
7.5.3.4 REPLACING THE BRAKE VALVE
- Completely tilt the mast forward and depressurize the working hydraulics
- Open the overhead guard completely
- Open the overhead guard in upward direction to full detent
- Unscrew both hydraulic lines at the connections A1 and B1 (1) from the brake valve (3)
- Unscrew the socket head screws (2) from the brake valve
- Remove the brake valve with o-rings
- Mount the new brake valve with new o-rings
- Screw the brake valve with the two socket head screws
- Screw the hydraulic lines to the brake valve
7.5.3.5 REPLACING THE VALVE COIL OF 2Y9/2Y10
- Open overhead guard in upward direction to full detent
- Unplug the connector from 2Y9 (5) or 2Y10 (7)
- Unscrew the knurled nut (4) or (6) from the valve coil
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- Remove the o-ring
- Remove the valve coil (5) or (7) and mount the new valve coil
- Mount the o-ring and screw on the knurled nut with the rounded collar downwards
- Replug the connector to the valve coil
4 5 6 7
Setting screw of pressure relief valve

Section 7
7.5.3.6 SETTING THE PRESSURE RELIEF VALVE
The pressure relief valve is installed on the bottom at the control valve.
- Connect the pressure gauge to the working hydraulics (in case of design with addition hydraulic system
preferably at the snap-on coupling)
- Unscrew the counternut of the setting screw
- Actuate the joystick of the working hydraulics
- Set the pressure by means of the setting screw in compliance with the table
- Re-screw the counternut
Pressure setting values:
Mast type Standard Duplex Triplex
E 20 / 183 230 +5 bar 230 +5 bar 230 +5 bar

E 25 / 186 185 +5 bar 185 +5 bar 185 +5 bar
E 30 / 186 210 +5 bar 210 +5 bar 210 +5 bar
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7.6 REPLACING THE MICRO-FILTER
The filter element of the micro-filter is to be replaced after 1000 operating hours. This is important, since
contaminated hydraulic oil damages the proportional valves in the control valve or may cause malfunction.
The micro-filter is positioned under a rubber cover in the left drive wheel area. Maintain utmost cleanliness
when replacing the filter cartridge in order to avoid the penetration of dirt particles into the hydraulic system.
- Depressurize the hydraulic system

- Deenergize the truck
- Lift the truck on the front left side (probably dismount the left drive wheel)
- Deposit the oil pan below the filter housing
- Clean both the filter externally and the interfacing between filter and flange
- Unscrew the filter housing
- Install new filter element into the filter housing
- Screw filter housing with new sealing set onto the filter cover and fix it by screwing
- Bleed the hydraulic system
Section 7
7.7 TROUBLESHOOTING CONTROL VALVE
2Y7 2Y5 2Y3 2Y9 2Y2
Emerg. lowering
'tilting'
Emerg. lowering
'lowering'
2Y10
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2Y1
2Y8 2Y6 2Y4

Brake valve
Section 7
Prior to the exchange of the control valve, it is to be considered that errors are to be looked for in the working
hydraulics, probably also in the joystick area, the control unit and in the respective cabling. The joystick
signals and the respective coil currents can be checked by the LLC diagnosis in windows 61 to 64.
Please consider, moreover, that parts of the control valve are available as spare parts. This is to avoid
an expensive exchange of valve assemblies.
Error 1 All functions, besides 'lowering' are out of function
yes
Failure:
No operation in Coil 2Y9: Functions no
all functions, check resistance o.k.?
slight movement visible
‘lowering’ is o.k.
Resistance no Replace
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o.k.? coil 2Y9

E01 / Chapter 1
yes
Dirt or internal
leakage and/or
defect in the
valve block
Error 2 All functions have too low operating speed
yes
Failure:
Operating speed Replace
Functions no
of all functions valve cartridge
of safety valve o.k.?
to slow during indi-
vidual operation
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 3 Hydraulic device out of function
Failure: Replace the

A hydraulic device respective
out of function valve coil
yes
Dirt or internal
leakage and/or
Function no defect in the
o.k.? valve block
Error 4 Tilting speed too slow on one side
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Failure:
Operating speed
tilting on one side Replace the yes
to slow Function
brake valve
(all other o.k.?
functions o.k.)
no
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 5 Lift mast is tilting in forward direction without being actuated
Failure:
Lift mast is tilting Emergency
in forward direc- yes
lowering Replace brake valve
tion without being ‘tilting’
actuated closed?
no
Function yes
Close valve
o.k.?
no
Function no
o.k.?
Dirt or internal
leakage and/or
yes defect in the
valve block
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Error 6 Lift mast lowers without joystick actuation
Failure:
Lift mast is
lowering without Emergency lowering no
Close valve
being actuated ‘lowering’ closed?
(tilting without actua-
tion, see error 5)
yes
Dirt or internal
leakage and/or
defect in the
valve block
Dirt or internal
leakage and/or
defect in the
valve block
Section 7
Error 7 Lifting out of function, all other functions are o.k.
Failure:
Lifting out of function Emergency lowering no
Close valve
all other functions ‘lowering’ closed?
o.k.
yes
Lifting with no Coil 2Y2:

less load? check resistance
yes
yes
Check pr. relief valve Resistance
setting during back- o.k.?
ward tilting on stop,
no
reset if necessary
Replace coil 2Y2
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Function no
Dirt or internal o.k.?
no Function
leakage and/or
defect in the o.k.?
yes
valve block Dirt or internal
yes leakage and/or
defect in the
valve block
Section 8
8 LIFT MAST
A 12-digit lift mast number (production number) as well as a type designation is applied at the mast profile
for identification.
For series 336, two different lift mast versions are available
E 20 - lift mast series 183 standard, duplex and triplex version

E 25/30 - lift mast series 186 standard, duplex and triplex version
Example of type designation :
M D 25T 01-46-6/336
Assembly
mast
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Characteristic Carrying S Standard Mast variant Lifting height Load center Series
mast profile capacity D Duplex 01 e.g. 4600 mm e.g. 600 mm 336
D = 2 to 3 t e.g. 2.5 t T Triplex
Section 8
8.1 MOUNTING AND DISMOUNTING THE LIFT MAST
- Remove the fork arms

- Lower the fork carrier
- Tilt the mast completely forward
- Separate the pressure lines and probably the lines of the additional hydraulic system between truck and
lift mast
- Fasten a rope at the top cross-member of the outer mast, fix it at the hoist and pretension. Consider the
carrying capacity of the hoist and the rope
- Drive out the hollow dowel pins at the left and the right tilt cylinder adapter
- Drive out the tilt cylinder bolts - pay attention to the lubrication nipple
- Dismount the bushings of the mast bearing on the left and on the right and lift the mast out of the bearing
The lift mast mounting is made in reverse order (tightening torques of the mast bearing screws is 275 Nm).
During commissioning, the lift cylinders are to be bled and the tilt cylinder and lift mast bearings are to be
lubricated.
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Section 8
8.2 LIFT MAST TYPE 186 WITH LIMIT POSITION DAMPING

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1 Piston rod 9 Cylinder housing

2 Wiper 10 Washer
3 Cylinder head 11 Spring
4 Grooved ring 12 Retaining ring
5 Recess for sickle wrench 13 Piston
6 O-ring 14 Lift stop
7 Bleeder screw 15 Throttle bore
8 Guide bushing 16 Recess for hexagon wrench
Section 8
8.3 DISMOUNTING, MOUNTING THE OUTER LIFT CYLINDERS
- Completely lower the mast and tilt it forward so that no pressure is applied to the system and access
is safeguarded
- Remove the retaining ring (2) on top of the piston rod of the lift cylinder (3)
- Remove the connection line (5) at the base of the lift cylinder and close the hose opening with a dummy
plug
- Completely extend the inner mast (1) by means of the functional lift cylinder. Lock inner mast against
inadvertent lowering.
- Pull out the defective lift cylinder in travel direction to the bottom (lift it shortly before so that the threaded
connection at the cylinder base can be lifted in downward direction via the outer mast cross-member).
- Install the lift cylinder (3) in reverse order.
- Insert the lift cylinder.
- Remove the inner mast locking and lower the inner mast.
- Connect the connection line (5).
- Bleed the hydraulic circuit
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1 Inner mast 4 Support

2 Retaining ring 5 Connection line
3 Lift cylinder
Section 8
8.4 DISMOUNTING, MOUNTING THE CENTER LIFT CYLINDER
- Lift the fork carrier by approx. 10 cm by means of the working hydraulics.

- Lock the fork carrier in this position against inadvertent lowering.
- Operate the working hydraulics so that the center lift cylinder is retracted again and the chains are
untensioned.
- Remove the bracket (2) from the guide pulleys of the chain.
- Remove the chains from the guide pulleys (1).
- Remove the connection lines at the bottom side of the lift cylinder (4).
- Remove the retaining shackle (3) of the cylinder (4).
- Dismount the lift cylinder (4).
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1 Guide pulley
2 Bracket
3 Retaining shackle
4 Lift cylinder
Section 8
8.5 SEALING THE LIFT CYLINDER
- Dismount the bracket and the guide pulley with the lift cylinder in center position. Remove the connection
piece to the center lift cylinder in case of the outer cylinders of Duplex and Triplex lift masts.
- Clamp the lift cylinder in the cylinder bottom area into a vise.
- Heat up the cylinder head (3) (secured with Loctite) and unscrew it from the cylinder housing (6) by
means of the pin wrench.
- Remove wiper (1), grooved ring (2) and O-ring (4) from the cylinder head (3).
- Mount the new sealing set.
- Mount the cylinder head (3) with Loctite type 243.
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1 Wiper 6 Cylinder housing
2 Grooved ring 7 Piston rod
3 Cylinder head 8 Bleeder screw
4 O-ring 9 Sealing
5 Guide bushing
NOTE
The piston rod is composed of a tube in which the piston cover is inserted at the top end, forming a non-
separable unit with the piston tube by means of the retaining ring.
In case of oil leakage at the top piston cover, the bottom piston cover is leaking and is to be dismounted,
cleaned and remounted with Loctite 243.
Section 8
8.6 SETTING OF MAST CHAIN
The lift mast chain is extended in operation and is, therefore, to be reset.
- Completely tilt back the lift mast and lower it completely.

- Adjust both chains at the setting nut of the chain base.
- The lower guide pulley of the fork carrier must extend only max. 30 mm from the inner lift mast guide
rail.
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Extension
dimension
Section 8
8.7 SETTING THE ROLLER CLEARANCE
The described setting values refer to the new assembly of parts. They are by no way the max. admissible
wear or clearance values of lift masts in operation.
Wear of mast profiles does not occur regularly over the entire length but in the main operating areas, e.g.
in the position of the supporting rollers during normal transportation. Frequently, the mast rails are little
worn in the top area so that they are as new. Therefore, no bigger rollers or additional shims can be
mounted for clearance compensation without a jamming of the rollers.
Limit values for such a local wear cannot be established generally since it depends on many factors
whether the existing clearance is interfering or whether it is hardly noticed. The operational safety of the
mast is not affected. Only in case of wear of approx. 3 % of the roller diameter, the function of the mast
should be checked critically (in case of long Triplex masts perhaps early, in case of short standard masts
probably only at 4 %).
The operational safety of the mast is maintained decisively longer since even in case of extensive wear,
the single mast components remain nested with positive lock. In case of failure or rupture of a supporting
roller, however, put the mast out of operation immediately.
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Section 8
8.7.1 OUTER, INNER AND CENTER MAST ROLLER CLEARANCE , SERIES 186
Represented: supporting roller at the inner mast to the center mast
SETTING OF RADIAL CLEARANCE (RS)
Dimension "RS" Supporting rollers

over up to part no.: see spare
parts catalog
- 81.3 Support. roller size 1

81.3 81.6 Support. roller size 2
AXIAL CLEARANCE (AS)
The clearance is set by means of adjusting shims

pushed over the centering pivot.
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- Setting clearance at the narrowest point 0 + 0.2.

E01 / Chapter 1
The clearance is set by means of adjusting shims.
NOTE: The setting of the roller clearance of mast types of series BR 183 is the same, only the roller
diameters are different.
Section 8
8.7.2 OUTER MAST CLEARANCE, SERIES 186
Represented: supporting roller at the inner/center mast to the outer mast
SETTING OF RADIAL CLEARANCE (RS)
Dimension "RS" Supporting rollers Guide

over to part no.: see spare
parts catalog
- 126.3 Support. roller size 1

AXIAL CLEARANCE (AS)
The clearance is set by means of adjusting shims

pushed over the centering pivot.
336 804 4601.1203

- Setting clearance at the narrowest point 0 + 0.2.
E01 / Chapter 1
NOTE: The setting of the roller clearance of mast types of series BR 183 is the same, only the roller
diameters are different.
Section 8
8.8 SLIDERS
8.8.1 DISMOUNTING THE SLIDER OF THE STANDARD MAST
Remove the Seeger circlip of the lift cylinders.

Dismount the upper hose guide of the additional
hydraulic system in order to avoid a subsequent
buckling of the hose.
Lift the lift mast. Support the fork carrier or lock

it between the outer mast and the carrier by
means of a chain. Lower the inner mast to
approx. 100 mm and support the cross-member
from below with a jack extended to approx. 200
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mm.
E01 / Chapter 1
Remove the mast supply lines and close the

cylinders with plugs. Suspend the chain train at
the outer mast cross-member and lift out the
cylinder by suited means (here clamps of the
additional hydraulic system) from the bottom
support and deposit the cylinder.
Lower the jack until the inner mast is supported

by the outer mast cross-member. Sliders and
support rollers can now be replaced without
problems.
Section 8
8.8.2 DISMOUNTING THE SLIDER OF THE
DUPLEX MAST
Remove the Seeger circlip of the outer cylinders.

Lift the lift mast to the top and secure the fork
carrier at the middle cross-member by means of
a chain.
Lower the lift mast and support the cross-member

of the inner mast with a jack extended to approx.
200 mm.
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Dismount the pipework at the lift cylinder and
plug the connections of the outer cylinders on the
top.
Completely retract the cylinder and remove the

clamp fitting. Tilt the lift cylinder backwards and
probably fix it with a wooden wedge.
Section 8
8.8.3 DISMOUNTING THE SLIDER OF THE

TRIPLEX MAST
The outer guide is to be dismounted if an addi-

tional hydraulic system is available (hoses may
remain inside the guide). Connect the guide at
the outer mast cross-member.
Dismount the guide on the right side and suspend

it to the upper cross-member of the center mast.
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Extract the mast until the middle cross-member

of the inner mast is on the level of the upper
cross-member of the middle mast. Lock the two
cross-members on this level by means of a
chain and lower fork carrier.
Remove the Seeger circlip of the outer cylinders

and dismount the pipework at the upper
connection pieces. Subsequently close the
cylinders pressure-tight since subsequently
pressure is again applied.
Section 8
Lift the mast by means of the truck hydraulic

system until the bottom connections of the middle
mast cylinders can be dismounted easily. Upon
dismounting, close the cylinder tubes with suited
plugs.
Completely lower the mast with the help of the

ropes, supporting the middle mast by means of
the jack that is extracted by approx. 200 mm.
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Dismount the clamp fittings of the outer cylinders.
Carefully draw the cylinder to the back and
probably lock it with a wooden wedge. The mast
lines on the bottom need not to be dismounted.
Completely lower the center mast by means of

the jack. Take care that the outer cylinders have
enough clearance. The supporting roller and the
slider can now be dismounted.
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
15
8
Section 8
8.9 TILT CYLINDER
8.9.1 DISMOUNTING THE TILT CYLINDER
- Lower the fork carrier and completely tilt the mast forward
- Completely open the overhead guard
- Lock the lift mast against forward tilting with the crane
- Unscrew the front and rear hydraulic connections at the tilt cylinder
- Drive the out dowel pin at the front tilt cylinder bolt
- Drive out the front tilt cylinder bolt
Take care that the lubrication nipple in the bolt is not damaged
- Unscrew the fixing screws (18) at the bolt (17)
- Remove the tilt cylinder from the truck
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1 Cylinder housing 10 Wiper
2 Piston rod 11 O-ring
3 Piston 12 Snap ring
4 Guide ring 13 Eye bolt
5 Piston seal 14 Pivot bearing
6 Hexagon nut 15 Cheese head screw
6a Hexagon nut E20 Triplex 16 Tapered lubrication nipple
7 Cylinder head bushing 17 Bolt
8 Grooved ring 18 Hexagon screw
9 Retaining ring 19 Hexagon nut
20 Cover
Section 8
8.9.2 SEALING THE TILT CYLINDER
Prerequisite:
The tilt cylinder is dismounted and the sealing set is available.
Prior to the dismounting of the tilt cylinder, the overall length of the tilt cylinder is to be measured with
retracted cylinder rod.
- Drain the tilt cylinder oil by extracting and retracting the piston rod
- Clamp the tilt cylinder into the vise at the rear support (frame side)
- Unscrew the front piece of the hydraulic line from the tilt cylinder
- Remove the cover (20) from the cylinder housing (1)
- Push back the cylinder head (7) into the cylinder housing (1), to unload the snap ring (12)
- Press punch through the hole of the cylinder housing and press out the snap ring (12) from the cylinder
head groove (1) by means of screw driver
CAUTION:
Snap ring may jump out. Probably cover it with a cloth.
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- Remove the burr generated by the snap ring by means of the three-square scraper, if necessary
E01 / Chapter 1
- Pull out the piston rod (2) with the cylinder head (7) from the cylinder housing (1)
- Untighten the clamping screw (15), unscrew the eye bolt (13) from the cylinder rod (2)
- Pull off the cylinder head (7) from the cylinder (1)
- Insert new guide ring (4) and piston seal (5)
NOTE: The sealing set is composed of guide ring (4), piston seal (5), grooved ring (8),
wiper (10) and O-ring (11). Slightly grease all sealing components during assembly.
- Remove the snap ring (9) from the cylinder head

- Replace the grooved ring (8) and remount the snap ring (9)
- Insert the new wiper (10) and the O-ring (11) into the cylinder head
- Check the inner cylinder housing on damage
- Insert the piston rod into the piston housing
- Insert the cylinder head (7) into the cylinder housing to a position that allows the load-free mounting of
the snap ring (12)
- Insert the snap ring (12) into the cylinder housing
- Push the cover (20) onto the cylinder housing
- Screw the eye bolt (13) into the cylinder housing until the correct overall length is obtained at retracted
piston rod
- Lock the eye bolt with clamping screw (15)
- Insert front piece of the hydraulic line into the cylinder housing
NOTE: Upon installation of the tilt cylinder take care that both tilt cylinders are extracted in parallel and
that the mast is not twisted. The tilt angle of the lift mast must be 5° in forward direction and
7.5° in backward direction. With the Triplex mast of series BR 183, The backward tilt angle
is only 5° with the Triplex mast of series BR 183. This is obtained by a longer hexagon nut (6a)
on the piston rod (2).
Section 8
8.9.3 SETTING THE TILT ANGLE
The tilt angle is to be set newly after the dismounting of the eye bolt at the tilt cylinder.
Take care that both tilt cylinders are set absolutely equal. If this prerequisite is not met, the lift mast is
twisted during forward and backward tilting
- Untighten the clamping screw (3) at the eye bolts (2) of the tilt cylinders (1)
- Fix an angle measuring system at the mast
- Lift the forks and completely tilt the mast forward
- Apply an open-end wrench at the wrench surface of the cylinder rod. Twist the cylinder rod in such a way
that a tilt angle of 5° is obtained
- Set the other tilt cylinder in the same way
- Completely tilt back the mast
- Check the tilt angle of 7.5° during backward tilting
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Section 9
9 SPECIAL EQUIPMENT
9.1 ELECTRIC SPECIAL EQUIPMENT
The entire control of the electric special equipment is under a cover on the right side of the driver's seat.
The special equipment is supplied via the 6-pole connector 9X7. The connector is positioned below the
driver's seat in the cabin.
Pin assignment 9X7
1 RD + 80 V from emergency stop switch

2 RDWH + 80 V from emergency stop switch
3 BU battery minus
4 BUBK battery minus
5 VI + 24 V relay driver 1 brake light
6 BK + 80 V from key switch
The control of the optional relay 9K3 (reversing light, buzzer etc.) is made via the relay driver 2. The relay
driver output is laid from the control output X13:45 (1X11:3 single control) to the cabin cable set. At the
connector 9X7 and at a distance of approx. 50 mm from the connector (included in the cable set) is the
brown cable of the relay driver 2. A 24V relay can be connected to this cable. The minus signal for the
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E01 / Chapter 1
relay can be taken for instance from the connector 9X7:2 or :4.
The function of the relay driver can be programmed in the traction control diagnosis in window 7.
9.1.1 INSTALLATION POSITIONS OF THE WORKING LIGHTS

Section 9
9.1.2 CONSOLE OF THE SPECIAL EQUIPMENT
Relay 5K2 Relay 9K3

Indicator brake light reversing light
5K1
Relay
Interval relay 9K1 front for optional
function
F
Interval relay 9K2

rear
9K1 9K2 5K1 5K2 9K3
Connectors 9X15 - 9X20

Fuse holder 1
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9X17
9X16/
A
5F21 9F11
B
5F22 9F12
9X17
9X15/
Fuse holder 2
C
5F23 9F13
D
5F24 9F14 9X18

9X1
E
5F25 9F15
9X19
F
5F26 9F16
9X20
L-
Converter 9U1
Central minus point 9X1

9X4
9X2
9X3
Connectors 9X2 - 9X4

Section 9
Relay Converter 9U2 Converter 9U3

(Working lights 1 and 2) (Working lights 3 and 4)
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Converter 9U5 Converter 9U1 Converter 9U4

(Screen washing unit) (Lighting system or AS 5 and 6) (Seat heating)
9.1.3 CONVERTERS
Converters U2 - U5 (working light, wiper)
Technical data:
Input voltage: 50 - 150 V d.c. voltage

Output voltage: 12.5 V d.c. voltage +1 %/-5 %
Power: 125 W permanently
Temperature range: -25 °C to 70 °C
Type of protection: IP 65 (without connector)
NOTE: The number of installed converters can vary on the basis of the used working lights. One
converter each is used for the operation of two working lights. Max. two converters (9U2, 9U3)
can be mounted in the console cover plate. If a third or a fourth converter (9U4, 9U5) is
required, it is installed inside the cabin below the console of the special equipment.
Section 9
Converter U1 (lighting system, wiper)
Technical data:
Input voltage: 57 - 150 V d.c. voltage (absolute limit values)

Output voltage: 13.8 V d.c. voltage (galvanically isolated)
Power: 250 W permanently, 300 W short-term
Temperature range: -35 °C to50 °C
Type of protection: IP 65 as per DIN 40 050
Closed-circuit current
input: approx. 40 mA
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LEDs
LED yellow LED red LED green

Input voltage Overtemperature Input voltage
available too high
Section 9
9.1.4 FUSES
Top view of fuse holder 1

Draufsicht auf Sicherungshalter 1
Fuse input
Sicherungseingang A B C D E F
A-F
4a) OGRD (4a) OGRD) 1) RDWH 1) BKYE
4b) RDWH 4b) RDYE 7) GNRD 3) RDWH 5) RD 3) BKYE
9F11:1 9F12:1 9F13:1 9F14:1 9F15:1 9F16:1
15A 15A 15A 15A 15A 20A
9F11:2 9F12:2 9F13:2 9F14:2 9F15:2 9F16:2
Fuse output 4a) OGBK

4b) RDGN
4b) RDGY (4a) OGBK) 2),4a),4b) 5) BKVT
7) GN 5),7) RDBK 5) BKRD 6) BKWH
Sicherungsausgang
1-6 1 2 3 4 5 6
Top view of fuse holder 2

for lighting system
Draufsicht auf Sicherungshalter 2
für Beleuchtung
Fuse input
Sicherungseingang A B C D E F
A-F
336 804 4601.1203
E01 / Chapter 1
3) RD 3) BKWH 3) GY
5F21:1 5F22:1 5F23:1 5F24:1 5F25:1 5F26:1
15A 15A 10A 10A 5A 5A
5F21:2 5F22:2 5F23:2 5F24:2 5F25:2 5F26:2
Fuse output
3) GYBK/ 3) GYRD/
3) RDWH 3) BK 3) YE 3) YERD GYBK GYRD
Sicherungsausgang
1-6 1 2 3 4 5 6
Fuse holder 1 (working light, heating unit, wiper)
9F11 Working light, seat heating 15 A

9F12 Working light 15 A
9F13 Working light 15 A or seat heating 10 A
9F14 Prefuse converter 15 A
9F15 Wiper 15 A
9F16 Additional heating unit 20 A
Fuse holder 2 (truck lights)
5F21 Fuse lighting system 15 A

5F22 Fuse lighting system 15 A
5F23 Fuse dip beam left 10 A
5F24 Fuse dip beam right 10 A
5F25 Fuse side marker lamp left 5 A
5F26 Fuse side marker lamp right 5 A
Section 9
9.1.5 WORKING LIGHTS AND LIGHTING SYSTEM
The working lights and the lighting system can be switched off by means of the key switch. When ordering
the truck, this function can be indicated. Trucks can be retrofitted subsequently with this function.
The working lights and the lighting system must in no case be controlled directly by the key switch,
since otherwise the key switch may be destroyed.
A retrofit kit for retrofitting can be purchased at the spare parts department. The retrofit kit includes the
following components:
1 Cable set composed of fuse cable set and cable set for special equipment
1 Connector holding angle
1 Fuse holding angle
2 Cheese head screws M3x20
2 Self-cutting screws M4x10
1 Relay working lights 9K8
2 Hexagon screws M4x12
2 Discs A4.3
2 Hexagon nuts M4
1 Relay lighting system 9K6
336 804 4601.1203

1 Self-cutting hexagon screw M5x8
E01 / Chapter 1
In addition, the following is needed
Insulating tape
Cable binder
Fuse cable set
Cable set special

equipment
Section 9
- Pull off the compact connector 3/4, C/D from the

fuse holder
- Connect the red cable of the fuse cable set with
chamber D, fuse 1F4:1
- Fix the fuse holder angle with two self-cutting

screws M4x10
- Insert the fuse 9F18 into the fuse holder angle
336 804 4601.1203
E01 / Chapter 1
- Remove the insulating tape from the cable harness

and uncover the reserve cables
- The reserve cable to be used is white in case of
newer trucks. In case of older trucks, the yellow
or orange reserve cable can be used.
- Fasten the flat connector 6.3 mm with insulation
sleeve to the white reserve cable (9X10:1)
Section 9
- Re-connect the remaining reserve cables to

the cable harness by means of the insulating
tape
- Clip on connector X2 into the connector holder
336 804 4601.1203

- Re-connect the compact connector 3/4, C/D
E01 / Chapter 1
to the fuse holder
- Connect the flat connector 9X10:1 of the cable
harness with the flat connector socket 9X10:1
of the fuse cable set
- Remove the insulating tape from the cable

harness below the seat cover
- Uncover the stand-by cables
- Connect the flat connector socket 6.3 mm
with insulation sleeve to the white cable
(9X11:1)
Section 9
- Re-connect the remaining reserve cables to the

cable harness by means of the insulating tape
- Connect the flat connector sleeve 9X11:1 of the
cable harness with the flat connector 9X11:1 of
the cable set of the special equipment
- Fasten the connector 9X11 to the cable harness
by means of cable binders
- Remove the cover of the console of the special

equipment on the right of the driver's seat
- Dismount the fuse holder I
336 804 4601.1203
E01 / Chapter 1
- Connect the relay 9K8 working light in compliance

with the circuit diagram on page XX
- Plug on red/black cable of the cable set of the
working light to one of the three possible red/
yellow cables of the cable set of the special
equipment
- Connect red/black cable of the cable set of the
special equipment to chamber 4 of fuse 9F14:2
- Plug blue cable to minus strip
- Dismount the fuse holder II

- Drive out black/white cable from chamber C,
drive out fuse 5F23:1
- Connect black/white cable with black cable of the
cable set of the special equipment
- Connect black/white cable of the cable set of the
special equipment to chamber C, fuse 5F23:1
Section 9
- Exchange available connector holding angles with

new ones
- Fix the relay 9K8 of the working light at the holder
by means of two screws mit M4x12 plus discs
and nuts
- Fix the relay 9K6 at the holder by means of a self-
cutting screw M5x8
336 804 4601.1203

E01 / Chapter 1
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
11
9
Section 9
9.1.6 ELECTRIC HEATING UNIT
336 804 4601.1203

E01 / Chapter 1
Mechanical Switch S2 Switch S1 Thermostat S4
fresh air controller heating unit 2 steps fan 2 steps
The electric heating unit has two switches. The fan motor M1 is controlled by means of switch S1.
According to the position of switch S1, the series resistors R1 and R2 are connected in series with the fan
motor.
As soon as the key switch is operated, 80 V are supplied to the fan motor via a thermal release (S3, R7).
Relay K6 with the series resistor R8 switches 80 V to the thermal release (S3, R7) via its operating contact.
The heating power is controlled via switch S2. The contacts of S2 control the two relays K1 and K2 which
activate two or all resistors of the heating coil E1. According to the preselected temperature, the thermostat
S4 switches on and off the heating coil E1. The thermostat S7 is used to safeguard the temperature limit
value. The relay K3 is to switch off the fan motor M1 as soon as the thermostat switches off because the
set limit value is reached.
In case of contamination, clean the filter mat (21) upon removal of the cover (22) so that a sufficient amount
of suction air is available for the heating unit.
Section 9
1 18
19
2
17
16 5
3
20
15
6
4
7
8
14 11 10
9
12
336 804 4601.1203
E01 / Chapter 1
21
13
22
23
1 Heat resistor R7 thermal release 13 Filter E3

2 Heating coil E1 14 Relay K4, K5
3 Suppressor circuit V1/V2 15 Resistor R2
4 Relay K1 16 Resistor R1
5 Relay K2 17 Thermal release S3
6 Thermostat ? S5 18 Switch S1
7 Resistor R4 19 Switch S2
8 Relay K3 20 Thermostat S4
9 Resistors R5/R6 21 Filter mat
10 Diode V3 22 Cover
11 Resistor R3 23 Screw
12 Fan motor M1
Section 9
E1 Heating coil
E2, E3 Filter fan motor
K1 Relay heating step 1
K2 Relay heating step 2
K3 Relay fan activation via heating unit
K4 Relay fan step 1
K5 Relay fan step 2
K6 Voltage supply via key switch
R1 Series resistor 10 Ohm fan step 2
R1 Series resistor 22 Ohm fan step 1
R3 Series resistor 2700 Ohm relay K4, K5
R4 Series resistor 820 Ohm relay K3
R7 Heat resistor 6 Ohm thermal release
R8 Series resistor relay K6
S1 Switch of fan
S2 Switch of heating step
S4 Thermostat
S5 Thermostat 70 °C
V1-2 Free-wheeling diode
336 804 4601.1203

V3 Diode
E01 / Chapter 1
9X14 Connector 2-pole
9X23 Connector 1-pole
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
15
9
Section 9
9.1.7 CIRCUIT DIAGRAM SPECIAL EQUIPMENT
5E2 Dip beam left 92 9M7 Wiper motor rear 64-66

5E3 Dip beam right 94 5S11 Light switch 92-98
5E4 Parking light left 96 5S12 Warning light switch 116-122
5E5 Parking light right 102 5S13 Turn signal switch 118-120
5E6 Side marker lamp rear left 98 9S1, 9S2 Switch working light 5-16
5E7 Side marker lamp rear right 104 9S3 Switch wiper front 53-58
5E8 License plate light left 100 9S4 Switch wiper rear 73-78
5E9 License plate light right 106 9S7 Switch working light 28-32
9E1-9E6 Working light 6-31 9U1 Converter 250 W 86-88
9E9 Seat heating 37 9U2 Converter 125 W 18,19
9E10 Heating unit 2 9U3 Converter 125 W 18,19
5F21 Fuse lighting system 96 9U4 Converter 125 W 26,27
5F22 Fuse turn signal system 116 9U5 Converter 125 W 26,27
5F23 Fuse dip beam left 92 X1 Connector 42-pole 1-5
5F24 Fuse dip beam right 94 5X1a Connector 6-pole 98.110,115
5F25 Fuse side marker lamp left 96 5X1b Connector 6-pole 104.112,123
5F26 Fuse side marker lamp right 102 5X5a Connector 3-pole 100
9F11 Fuse working light 6,32 5X5b Connector 3-pole 106
9F12 Fuse working light 13 5X13 Connector 6-pole 118-120
9F13 Fuse working light 32 9X1 Connecting strip L- 5
9F14 Fuse converter 22,84 9X2 Connector 3-pole 84
9F15 Fuse wiper 58 9X4 Connector 3-pole 92,96
9F16 Fuse heating unit 2 9X5 Connector 6-pole 64,66
5H8 Turn signal left front 116 9X6 Connector 4-pole 64,66
5H9 Turn signal left rear 114 9X7 Connector 6-pole 2-6
5H10 Turn signal right front 121 9X9 Connector 6-pole 44,46
336 804 4601.1203

E01 / Chapter 1
5H11 Turn signal right rear 123 9X13 Connector 2-pole 37
5H18, 19 Switch lighting system 98,120 9X14 Connector 2-pole 2
5H20 Stop light left 110 9X15 Connector 9-pole 6-15
5H21 Stop light right 112 9X16 Connector 6-pole 29,31
9H1-9H7 Switch lighting system 9,16,32,58,78 9X17 Connector 6-pole 37
5K1 Indicator 120-122 9X18 Connector 4-pole 15,20
5K2 Relay stop light 107-110 9X19 Connector 4-pole 15,20
9K1 Interval relay font 43-47 9X20 Connector 4-pole 24,30
9K2 Interval relay rear 63-67 9X21 Connector 4-pole 24,30
9M6 Wiper motor front 44-46
E01 / Chapter 1
336 804 4601.1203
Page
Section
17
9
Page
Section
18
9
Service Training
E01 / Chapter 1
336 804 4601.1203
E01 / Chapter 1
336 804 4601.1203
Service Training
Page
Section
19
9
Section 9
9.1.8 CIRCUIT DIAGRAM SPECIAL EQUIPMENT SWITCHABLE
5E2 Dip beam left 35, 36 5X5a Connector 3-pole 43, 44

5E3 Dip beam right 31, 38 5X5b Connector 3-pole 50
5E4 Parking light left 39, 40 9X1 Connecting strip L- 3, 26
5E5 Parking light right 46, 47 9X4 Connector 3-pole 35, 36, 39, 40
5E6 Side marker lamp rear left 41, 42 9X10 Connector 1-pole 23
5E7 Side marker lamop rear right 48 9X11 Connector 1-pole 23
5E8 License plate light left 44 9X12 Connector 1-pole 32, 33
5E9 License plate light right 50 9X13 Connector 2-pole 23
9E1-9E6 Working light 3-29 9X15 Connector 9-pole 4-13
9E9 Seat heating 23 9X16 Connector 6-pole 26, 27-29
1F4 Fuse fan 5A 26 9X17 Connector 6-pole 23
5F21 Fuse lighting system 39, 40 9X18 Connector 4-pole 13, 19
5F23 Fuse dip beam left 35, 36 9X19 Connector 4-pole 13, 19
5F24 Fuse dip beam right 37, 38 9X20 Connector 4-pole 21, 22, 28
5F25 Fuse side marker lamp left 39, 40
5F26 Fuse side marker lamp right 46
9F11 Fuse working light 4, 30
9F12 Fuse working light 11
9F13 Fuse working light 30
9F14 Fuse converter 20
9F18 Fuse relay 9K8 23
5H18 Switch lighting system 42
9H1,2,7 Switch lighting system 7,14,30
9K6 Relay lighting system 29-33
9K8 Relay working light 20-23
5S11 Light switch 37-43
336 804 4601.1203

E01 / Chapter 1
9S1 Switch working light 3-7,8
9U2 Converter 125 W 14,15-17
9U3 Converter 125 W 14,15-17
9U4 Converter 125 W 23-25
9V2 Free-wheel diode 25
X1 Connector 42-pole 1-5
5X1a Connector 6-pole 42
5X1b Connector 6-pole 48
E01 / Chapter 1
336 804 4601.1203
Page
Section
21
9
Page
Section
22
9
Service Training
E01 / Chapter 1
336 804 4601.1203
336 804 4601.1203
E01 / Chapter 1
LINDE AG
Linde Material Handling Division
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:service.training@linde-fh.de 336 804 4601.1203

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What are some of the main components and systems covered in the training?

Service Training

Electric Lift Truck E 20/25/30

LINDE ELECTRIC TRUCK E 20/25/30, TYPE 336 -02

1.5.9 Thermal sensor 9

336 804 4601.1203

6.4.1 Trucks with individual controllers 14

6.6.1.9 Stop pedal switch 25

6.6.1.10 Switch-controlled speed reduction 25

336 804 4601.1203

6.9.1.17 Panorama truck diagnosis 58

6.9.5.5 Overall fault memory 110

6.9.5.6 Clearing the fault memory 110

336 804 4601.1203

1.1 TRACTION MOTOR E20

Type: D.C. shunt-wound motor

Type of protection: IP00 / 23

1.2 TRACTION MOTOR E25/30

Type: D.C. shunt-wound motor

336 804 4601.1203

1 Brush switch 1S14 1 Brush switch 1S15

1.3 CHECKING AND RENEWING THE TRACTION MOTOR BRUSHES

- Pull the motor brushes (4) out of the guide

- Check the length of the motor brushes (min. length 13 mm)

- Renew worn brushes in sets only

336 804 4601.1203

- Remove the brush housing cover

- Remove the four carbon brushes (8)

1.5.1 VISUAL CHECK

- All terminals at the electric motors

Checking of the brushes:

336 804 4601.1203

Checking of collector conditions

- Correct fixing of the flexibles of the brushes at the brush rocker

1.5.2 CHECKING DURING OPERATION

- Brush sparking at the collector segments

1.5.3 WINDING MEASUREMENTS

1.5.4 CHECKING ON INSULATION

corresponding test voltage is used.

Insulation resistance armature winding: A1 or A2 to the motor housing > 0.5 MW

1.5.5 REWORKING THE COLLECTOR

1.5.6 BRUSH SWITCHES

336 804 4601.1203

Tightening torque of terminal F1 and F2 2.5 Nm

1.5.9 THERMAL SENSOR

Exchange of the thermal sensor

- Remove the brush housing cover

1.6 TRACTION MOTOR FAN

1.7 OPTIONAL SPEED SENSOR

336 804 4601.1203

2.1 PLANETARY GEAR GR3E-03

1 Sun wheel shaft 10 Wheel shaft

- Wheel drive is dismounted from the drive axle.

Special tools required

- Spanner socket order number 399 900 70 81

Pull out first planetary carrier (1a) from the gearbox