Gite Section 4 Page 8 Service Training 44.3.2 STEERING CYLINDER E 25/30 (TYP ROCHLITZ) - Remove the steering axle and the steering oylinder. = Discharge the oll 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 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: Retaining ring may jump out. Cover the ring with a cloth, = Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with the hand - Pull the piston rod out of the cylinder and remove the guide bushing (4) from the piston rod (11) ~ Replace sealing ring (9) and guide ring (10) of the piston rod (11) ~ Remove opposite retaining ring (1) CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Remove the second guide bushing (4) from the piston rod (11) = Slightly grease the new guide bushing (4) and install it in the oylinder (8), paying attention to its correct position (chamfer shows out), = Install the retaining ring (1). ~ Carefully insert the piston rod (11) into the cylinder from the opposite end and slide tin 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 itn as far as the stop and fasten itwith the retaining ring (1) Detail A: ~ Detail B: The set of seals of the steering cylinder includes the following items 2x guide bushings (4) as steering cylinders type Weber with all sealing elements 1 x guide ring (10) 1 x sealing ring (9)Section 4 Service Training Page 9 Detail A: Detail B: 8 9 10 414 = } — LLL NULL 1 Retaining ring 7 Oring 2 Wiper 8 — Cylinder housing 3 Groved ring 9 Sealing ring 4 Guide bushing 10 Guide ring 5 O-ting 11 Pistong rod 6 Guide ringGite Section 4 Page 10 Service Training 44.3.3 STEERING CYLINDER E 20/25/30 (TYPE WEBER) - Remove the steering axle and the steering cylinder. = Discharge the oll from the steering cylinders and dispose of it in an environmentally friendly manner ~ Clamp the steering cylinder in a vice. - Pull the piston rod out as far as possible to one side. - Press guide bushing (4) approx. 2 to 3 mm into the cylinder housing by means of a sleeve. = Loosen the retaining ring (1) with a drift punch through a hole at the cylinder housing and remove itwith a screwdriver. CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Slide the piston rod in the direction of the removed retaining ring and drive out the guide bushing (4) with light taps (soft hammer) on the end of the opposite piston rod and guide the opposite piston rod end with the hand ~ Pull out the piston rod of the cylinder and remove the guide bushing (4) from the care not to damage the guide bushing ~ Renew wiper (2), grooved ring (3), o-ring (5) and bearing ring (6) paying attention to the correct position (chamfer shows out) - Replace the guide rings (8) and the sealing ring (9) of piston rod (11) - Remove opposite retaining ring (1) CAUTION: Retaining ring may jump out. Cover the ring with a cloth. - Remove the second guide bushing (4) from the piston rod (11) and renew wiper (2), grooved ring (3), o-ring (5) and bearing ring (6) - Slightly grease the guide bushing (4) and installitin the cylinder (7), paying attention toits 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 fon rod (11) taking The set of seals of the steering cylinder includes the following items 2x grooved ring (3) 2.x bearing ring (6) 2x wiper (2) 2x guide ring (8, 10) 2x O-ring (5) 1.x sealing ring (9).7 ao Section 4 Service Training as “ Detail A: 6 s n 1 2 3 4 Detail By —-—--- ne 7 8 9 1 06011 r | MANUFACTURER 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Gite Section 4 Page 2 Service Training 44.4 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: [gs - 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. - Fillthe inside of the new shaft sealing ring (1) with Linde heavy duty grease and installitin the wheel hub in the correct position (sealing lip showing inside). = Slide the wheel hub onto the wheel shaft, taking care not to damage the shaft sealing ring (1) and that the inner race of the tapered roller bearing (2) does not stick. - Fill the space around the tapered roller bearing (4) with Linde heavy duty grease. - Grease the inner races of the tapered roller bearing (4) well and install carefully on the wheel shaft, - Slide the washer (7) onto the wheel shaft and drive in the cotter pin (6). - Install a new retaining nut (5) and tighten it with a torque of 210 Nm. - Fillthe wheel cap (3) fully with Linde heavy duty grease, position the cap and drive itin place with a soft hammer. Be sure that the bearings are properly positioned,Service Training Section Page 20604-05Gite Section 4 Page 1“ Service Training 44.5 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). - Tum the steering axle so that the steering knuckles show up, and secure it against tuning. - 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 [QP _ar™ Loosen both retaining screws equally to prevent he 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 (6). Nott When installing the tapered roller bearings, make sure that the outer and inner races of the [SP _wobearings are not interchanged. - Drive new outer races into the axle centre, - Fill the space around the bearing completely with lithium-based grease. - Grease the inner race of the tapered roller bearing (5) well and install it. - Fill wiper (6) well with grease and drive it into the centre axle body (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 iS ° Detail x: 9604.07 2 Boe 01 1208Section 4 Service Training Page 15 - 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.Gite Section 4 Page 16 Service Training 41.6 INSTALLING THE STEERING CYLINDER AND TRACK ROD LINK - Insert the track rod links (5) into the steering cylinder (1). ~ Coat the pin (14) with MoS, grease and press it in (pressing force 5 - 50 kN). ~ Secure the pin (14) with a rol pin (13). - Place the steering oylinder 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 MoS, 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). NoT! When pressing in pin (3), support the steering knuckle arm from below to preventany damage cre eit ~ Secure pin (3) with a roll pin (2). - Install the hydraulic hoses (10) along with the banjo screws (11) and O-rings (12) n the steering oylinder (n,Service TrainingGite Section 4 Page 18 Service Training 44.7 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) . Nor Is - 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. - Eliminate any air in the steering by operating the steering wheel through 10 complete travel cycles. = 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. ‘The mounting bolt (2) can be accessed from below at the additional weight (4).Service TrainingGite sectn i . . = P Service Training 42 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 Servostatis mainly composed ofa rotor pump and a control valve combined in an assembly. The rotor pump is 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 init. 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 turing the steering wheel, the pump motor is switched on and runs with a speed of 650 min. 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 init. When turing the steering wheel and with the movement of the spool valve, the pinis lifted. A Reed contactis controlled via a bushing with a ring magnet connected with the pin. This Reed contact transmits a signal to the electronic system of the working hydraulics that make the ump motor run at a speed of 650 min ‘as soon as the steering wheel is turned. In trucks of recent series, the tuming of the steering wheel is recognized by an inductive sensor activated by a toothed shaft at the steering control valve. 43 RENEWING OF STEERING POSITION POTENTIOMETER - Tum 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 siill possible - Connect connector X7 ~ Tum on the truck - Tum 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) 2 Boe 01 1208£011 chapter . . secs : Service Training a ‘ 5 CONTROLS 51 TRAVEL CONTROL The travel control pedals are integrated in the overhead guard. Two different types of pedal group models are available Double-pedal mode! 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 1813 is installed in the arm restin front of the joystick. 51.4 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 tracks.Section 5 Page 2 Service Training Potenometor Bracket — j= Connector 1X10 Slider track Voltage supply Slider signal Voltage supply Slider signal Slider track monitoring +15 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. Ifan error occurs in the truck speed controller potentiometers orn 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 ofthe drive motors. The output voltage at slider C1 of the monitoring potentiometeris 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 LSP (window),£011 chapter Section 5 Service Training Page Replacement of the truck speed controller ~ Disconnect connector 1X10 from the controller - Unscrew two socket head screws at the truck speed controller and pulll 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 wth 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 controlleris 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 utc. Adjust the stop screws in such a way that the following voltage values result: Pedal maximum in forward direction: utc = 11.5 V+ 0.05 V Pedal maximum in reverse direction: ute = 3.5V £0.05 V 51.2 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.Gite seston F . . — fi Service Training 5.2 BRAKING 5.21 RENEWING THE BRAKE LININGS The brake linings must be replaced when the linings are 2 mm thick at the thinnest point. - Open and tit 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) = Till 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 tit the overhead guard to the second detent, - Slowly press the lever (9) with the hand - The lever must then be approx. 20 mm from the end stop of the lever - 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 tt 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 untilthe 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. - Ifan 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).Service Training PageSection 5 Page 6 Service Training. a. Section 5 Service Training Page 1 6 ELECTRICAL EQUIPMENT 61 INTRODUCTION CAUTION A Prior to performing work on the electrical equipment, make sure that the battery connector has been disconnected andthe 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 A Snot dlamanus ciectienleommonentetet ive anes minst ie ince ineermeriea tect battery. This also applies to the withdrawal of plug connectors. The following instructions must Bo observed whenever work s being performed on the electrical equipment = Jack truck dri = Securely chock truck in position. = Actuate emergency isolator. - 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.iste. a f . _ — : Service Training 62 TRACTION DRIVE 6.24 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 9 4 ‘Shunt motor Series motor é — 1, Armature. aos nat current Inthe 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 | [petscuren) = current I, Ie Bottom Transistor Negative bat- = tery termimal owenListe. Section 6 Service Training Page 3 622 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 forthe left traction motor and the pump motor. The power unit 11 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 intially. 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 atabout 14 km/h the fullbattery voltages applied to the armature winding. When a speed of approx.10 kmih 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, afield current in the shaded area is possible. < Bis ® 5 2 4 6 8 10 12 14 Speed in km/h 2 338020601 3 7 E % < » 2 4 6 8 10 2 14 Speed in kmih,iste. Section 6 Page 4 Service Training When the truckis stationary, an alternating current is applied to the exciter collin order to preventresidual magnetism being generated in the exciter coil. Ifthe 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.Liste. Section 6 Service Training Page 5 622.1 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/ 12 for the left-hand motor. At the same time, a clock pulse is supplied to both bottom transistors of the power units. 0206-01 622.2 REVERSE DIRECTION For the reverse direction, both top transistors or the power units 1A1 and At 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. 0208-02iste. Section 6 Page 6 Service Training 6223 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. 6224 REGENERATIVE BRAKING Ifthe accelerator pedal is returned to the neutral position, orf the pedalis 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 transistors 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. 0206-04Section 6 Service Training Page 7 63 POWER UNITS 63.4 GENERAL The truck has two separate power units. The power unit 1A1 controls the right-hand traction motor 1M, the power unit A1 controls the lef-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 motors 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 motoris supplied by the controller to the power unit through the PWM signals for the individual transistors. The power units integrate the current feedback value transducers which serve to determine the motor current. Thermal sensors are provided in the area of the power transistors to monitor the temperature of the transistors. As soon as the transistor temperature reaches 75 °C, the motor current is reduced continuously. Monitoring of the temperature and the associated power reduction or complete shut-down is initiated by the controller. ‘The 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.iste. Section 6 Page 8 Service Training Assembly of the power units: - Prior to starting the assembly work, disconnect the battery connector ~ Remove dust and foreign objects from the bolting surface of the power modules in the area of the heat sink. ~ Remove dust and foreign objects from the bolting surface of the counterweight, - With the help ofa spatula, applya very thin (1/10 mm) layer of heat conduction paste WP'12to 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: — Besuretoconnect the black/white lead to the power unit A1 connection :2and the blacklyellow [SP _e2 to the power unit 1A1 connection :2. Failure to observe this requirement will cause the truck to malfunction. - Insert and lock plug connector on the power unit. NOTE: — Besureto tighten the M10 x35 hexagon socket screws with the correct torque to ensure good [ESP _Miactof the power modules withthe 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. 63.2 POWER UNIT A1Section Service Training Page connections Negative connection for the power unit, Positive connection for the power unit Drain connection for the power transistor for the pump motor D2 Field winding connection F1 for the left-hand traction motor ‘Armature connection A2 for the left-hand traction motor Field winding connection F2 for the left-hand traction motor Armature connection A1 for the left-hand traction motor Noosens Connector pin assignment X11 1 PWM transistor signal for pump motor 2M1 2 OV for PWM transistor signal for pump motor 2M1 3 Notused 4 Field voltage of traction motor 1M2 5 Notused 6 Actual current transducer signal, traction motor 1M2 7 0V for actual current transducer 1M2 8 9 Not used Not used 10 Not used 11 Notused 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 17 Chip temperature Mosfet transistors 2M1 18 Not used 49 0V 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 $11/10, traction motor 1M2 23. Field voltage of traction motor 1M2 24 Not used 25 Fault signal, power unit 1M2 26 Fault signal, power unit 2M1 27 Notused 28 +24 V power supply from voltage transformer 29 Battery negative supplyiste. a f . _ — 5 Service Training 6.3.3 POWER UNIT 1A1 >) © oJ S lo |Z fo: LB — 8 9 10 " O olf circuit connections fie <) fo oO ° O Negative connection for power unit Positive connection for power unit ‘Armature connection A1 for the right-hand traction motor Field winding connection F2 for the right-hand traction motor ‘Armature connection A2 for the right-hand traction motor Connection of field winding F1 for the right traction motor Connector pin assignment 1X13 PWM signal for top transistor for armature of traction motor 1M1 PWM signal for bottom transistor for armature of traction motor 1M1 0.V for actual current transducer 1M1 Signal of actual current transducer, traction motor 1M1 Voltage of bottom transistor for armature of traction motor 1M1 Fault signal, power unit 1M1 Fiold voltage of traction motor 1M1 Not used PWM signal for field transistor S5/S8, traction motor 1M1 PWM signal for field transistor $7/6, traction motor 1M1 (0V for PWM transistor signal traction motor 1M1 Field voltage of traction motor 1M1 Voltage of top transistor for armature of traction motor 1M1 Chip temperature Mosfet transistors 1M1 #24 V power supply from voltage transformer Battery negative supplyListe. Section 6 Service Training Page " 63.4 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, 6.3.41 POWER TRANSISTORS OF THE TRACTION DRIVE Ifthe 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. Ithe temperature reaches a value > 70 °C, a faultis signalled, Fault §8 is memorised for the power unit 1A1, fault 68 for the power unit A1 Power 100 in% Temperature in°C 20 40 60 a 100120,iste. Section 6 Page 2 Service Training 63.4.2 POWER TRANSISTORS OF THE WORKING HYDRAULICS Ifthe 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 AL Power 100 in% Temperature 20 40 60 | | mm) OC NoTE A 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: Alll fans should operate when this has been done.Service Training Section Pageiste. Section 6 f An Page 14 Service Training 64 POSITION OF CONNECTORS 64.1 TRUCKS WITH INDIVIDUAL CONTROLLERS 9x10 1x3 1x1 1x8 : 4x7 xs lr exo 5X13 3 x9 t 4x1 5 —§_} [ 9x8 os aa 2y1-2¥9 Bg 2x6 oI 9xt2 [I ||_ ———_ 1x4 1X5 1 2x3 1x10 I me oF 1x6 2X5 6x1 ||---~ oer x x2 9x11 x10 x8 x4 x2 0606-73 2x1 xt 1x11 X3X7 X31 1x12 1x13Service Training Liste. Section 6 Page 15 xt x2 x3 x4 xs x7 x8 x9 x10 xi x12 x3t ™ v2 13 1x4 1%5 1x6 1x7 18. 2pole 10-pole 2pole 2-pole 2-pole 4-pole 6-pole S-pole 29-pole 6-pole A-pole 4-pole 4-pole 3-pole S-pole 2-pole 4-pole 4-pole 1x10 4-pole 1X11 42-pole 1X12 42-pole 4X13 16-pole 2x1 axt 2-pole 4-pole 6-pole 6-pole 4-pole 4-pole 2-pole 5X13 3-pole ext 6x9 9x7 9x8 4-pole 36-pole 4-pole 6-pole 9X10 2-pole 9X11 2-pole 9x12 2-pole Connector Main end cable hamess Connector - Main’ end cable harness ‘Connector - Microswitch $2 emergency stop Connector - Contactor coil Kt Connector - Reed contact switch 3S1 - Steering Connector Steering position sensor 381 Connector-Voltage transformer U1 Connector - Overhead guard switch $4 Battery connector Connector - Traction electronics - Power unit At Connector - Charging! discharging circuit Battery negative connection Connector - Speed sensor 181 Diagnostic connector- Traction electronics Connector -Speed sensor 182 Connector -Hand brake switch 184 Connector - Stop pedal switch 185 Connector - Seat switch $3 Connector - Right-hand traction motor 1M1 Connector - Left-hand traction motor 1M2 Connector- Accelerator 184 Connector- Traction electronics1A2 Connector Traction electronics 1A2 Connector-Power unit 141 ConnectorLLC2At Connector -Speed sensor 288 Connector - Joystick 281 Connector - Joystick 282 Diagnosticconnector LLC CConnector-Pump motor 2M1 Connector-Homn switch 481 Connector-Flashing control Diagnostic connector - Composite instrument Connector Composite instrument 62 Connector - Power supply SA Connector - Direction switch, single-pedal 1S13 Connector-Fan 9Mt Connector-Fan 9M2 Connector-Fan 93 Counterweight, electrical equipment, left Counterweight, electrical equipment, left Counterweight,electricalequipment, underLLC Counterweight, electrical equipment, left Steering control valve Counterweight, electrical equipment, underLLC Counterweight, electrical equipment, left (Overhead guard, behind steering column cover Counterweight, electrical equipment, right Counterweight, electrical equipment, left CCounterweight, electrical equipment, left Central battery negative connection, conduct. rail Fastening plate on right traction motor Behind switch coverto the left ofthe steering co. Fastening plate on left traction motor ‘Above contol valve of working hydraulics Underneath floor plate, overhead guard ‘On the right atthe back of the driver's seat right Fastening plate on right-hand traction motor Fastening plate on left-hand traction motor Underneath floor plate, overhead guard CCounterweight, electrical equipment, inthe middle Counterweight, electrical equipment inthe middle Counterweight, electrical equipment, right ‘Counterweight, electrical equipment, left Fastening plate, pump motor Underneath joystick arm rest Underneath joystick arm rest Behind switch cover to the leftof the steering co. Fastening plate, pump motor Behind switch cover tothe rightof the steering col Behind switch covertotherightofthe steering col Behind switch cover tothe leftofthe steering co. othe rightof the steering column on com. instr. ‘On the rightat the back under. overhead guard Behind switch cover tothe right of the steer. col. ‘Onthe fan traction/pump motor ‘Onthe counterweight, electrical equipment, left Inthe wheel case, on the leftiste. Section 6 Page 16 Service Training 6.4.2 TRUCKS WITH COMBINATION CONTROLLER = x9 4X1 1X7 1x8 5X13 6x9 1X2 2x5, 6x1 3 4 — bo 9x10 ! ote i 7 1X4 1X5 4x10 Spee 4 2x3 2x4 7 9x8 9x7 2x2 | 2x6 i 4 1X6 9x12 aan z : X10 X31 ee *) x C ; : x7 x1 x11 x8 1X13 x2 x12 9xt1 x13Service Training Liste. Section 6 Page 7 Connector x1 42-pole X2_10-pole x4 -2-pole XT 4-pole X8 GB pole x9 3-pole X10 2-pole X11 2-pole X12 6-pole X13 121-pole x31 1X2 A-pole 1X4 S.pole 1X5 S-pole 1X6 2-pole 1x7 4-pole 1X8 4-pole 1X10 4-pole 1X13 29-pole 2X2 4-pole 2X3 6-pole 2X4 G-pole 2X5 6-pole 2X6 4-pole 2X7 29-pole 3X1 4-pole 4X1 _2-pole 5X13 3-pole 6X1 6-pole 6X9 36-pole 9X7 6 pole 9X8 6-pole 9X10 2-pole 9X11 2-pole 9X12 2-pole Position Electrical equipment, LH side Electrical equipment, LH side Underneath controller Electrical equipment, RH side Underneath controller Underneath cover on the steering col. On rear batterycompartment Electrical equipment, RH side Underneath controller Electrical equipment, middle Electrical equipment, RH side Operator panel, front left On hand brake lever Underneath floor plate Underneath driver's seat On RH traction motor On LH traction motor Underneath floor plate Electrical equipment, LH side (On pump motor Inarm rest Inarm rest Operator panel, front left (On pump motor On power unit 244 On front cross member Function Connector to main cable hamess Connector to main cable hamess Main contactor K1 Steering position sensor 381 Voltage transformer U1 Overhead guard switch $4 Battery connector Power unit At Charging circuit Controller A2 Central negative connection Diagnostic connector - Traction Hand brake switch 184 ‘Stop pedal switch 185 Seat switch S3 ‘Thermal sensor 1B4, carbon brush switch Thermal sensor 1B5, carbon brush switch Accelerator 144 Power unit 11 ‘Speed sensor 288 Joystick 281 Joystick 282 Diagnostic connector - Lifting ‘Thermal sensor 283 Power unit 21 Steering sensor 382 Underneath covering of steering columHorn switch 481 Operator panel, front right Operator panel, front left Operator panel, front right Underneath the cabin- driver's seat In arm rest Chassis front left Electrical equipment, LH side (On pump motor Flashing control Diagnostic connector, composite instrument ‘Composite instrument 6P2 Connector for special equipment Direction switch 1S13 - Single pedal Fan 9MM1 Engine compartment Fan 9M2 Electrical equipment Fan 9M3 Pump Itraction motoriste. Secton 6 . ae Page 8 Service Training 65 FUSES 6.5.1 TRUCKS WITH INDIVIDUAL CONTROLLERS Control-circuit fuses 6F1 Fuse, composite instrument, discharge indicator, 10 A 1F2_ Fuse, ahead of key switch, 10 A 4F3 Fuse, horn, 5 A 1F4 Fuse, fan of the power units, 5A 1F5_ Fuse downstream of 24 V voltage transformer, 5 A 1F6 Fuse, charging circuit, power unit 1A1, 5 A F7 Fuse, charging circuit, power units, 108 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. 12 F1_ Fuse for right-hand traction motor, 250 A,Section 6 Service Training Page 19 65.2 TRUCKS WITH COMBINATION CONTROLLER Control-circuit fuses 6F1 Fuse, composite instrument discharge indicator, 10 A 1F2_ Fuse, ahead of key switch, 10 A 4F3 Fuse, hom, 5 A 1F4 Fuse, fan of the power units, 5 A 1F5 Fuse downstream of 24 V voltage transformer, 5 A 1F8 Fuse, charging circuit, power unit 1A1, 5 A. F7 Fuse, charging circuit, power units, 10A F8 Fuse, charging circuit, power unit A1, 5A eNoanens CAUTION A Do not use fuses intended for automobile use, The contro-circult fuses ar filed 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iste. Section 6 Page 20 Service Training 66 CONTROL CIRCUIT - INDIVIDUAL CONTROLLERS 66.4 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 hamess. OOOO) G OOOO 1X12 1X11 NOTE: — To install a new controller into the truck, you first need to calibrate the accelerator and the [SP _Seting postion potentiometer, and then program the ype of axe. 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 anew controller will cause the truck to travel ata significantly reduced speed. 01) ChapterService Training Section 6 Page a Pin assignment, connector 1X11 Connection 4 . Rediwhite .. Blue .. Blue White . Green .. Blue/orange Colours Black/brown . Red orange ... Blackired .. Brown Violet Blue oe STEEN Yellow © BLACK worn Grey White/orange Rediviolet .. Rediwhite White/black .. Browniviolet .. Brown/grey. .. Blackiviolet. Violetigreen .. Black/orange .. White Blue Greylorange Red Blue/green Violevorange Orange Blacklyellow... Functions Voltage at intermediate-circult capacitor of A1 Panorama trucks- accelerator signal 145 Input for battery voltage + 80 V .. Output from relay driver 9K3 + 24 V Output from relay driver 5K2 +24 V ‘Switch input - speed reduction . Input signal from microsewitch $2 emergency stop Neutral position signal from direction switch 1813 -single pedal Forward signal from direction switch 1813 - single pedal ‘Signal from hand brake switch 184 Greylorange..... ‘Overtemperature signal - composite instrument Voltage at intermediate-circuit capacitor of 1A1 15 V power supply for curve sensor and accelerator 24 V power supply from voltage transformer .. 24 power supply from voltage transformer Positive drive, contactor coil, main contactor K1 . Negative drive, contactor coil, main contactor K1 ‘Activation signal, operating hours, traction .. Activation signal, charging relay K2 ... Not used Panorama trucks, signal from switch 1S7, normal seat position . Input signal, seat switch $3 and cabin switch S4 Reverse signal from direction switch 1S13, single-pedal E25/E30 code Panorama trucks, overtemperature signal, composite instrum, .. Accelerator signal 144 (demand value) Not used Not used Negative supply for steering position pot and accelerator ... Not used Negative supply for controller ... Negative supply for controller ... Not used Not used .. Not used Serial interface- diagnostic connector -- Serial interface - diagnostic connector Panorama trucks, signal from switch 188 transverse seat pos. .. Not used Stop pedal switch 185 (and 186 for panorama trucks) Accelerator signal 14 (monitoring potentiometer) .. Steering position sensor 3B1 ... Not used ... Not usediste. Section 6 Page 2 Service Training Pin assignment, connector 1X12 Connection Soovousens Colours black/yellow ... black/brown ...blackigrey black/white violet... grey/white white. orange/black yellow black/blue .- greylyellow ... greenbrown, orange brown/white .. greylyellow... rediwhite greeniblue .... greenigrey greeniwhite.... brown/yellow 2 FODIYEMOW nn blueired Function Not used PWM signal, traction motor 1M2, field $11/S10 PWM signal, traction motor 1M2, field S9/S12 PWM signal, traction motor 1M2 armature, bottom transistor PWM signal, traction motor 1M2 armature, top transistor Not used .. Fault signal from power unit for traction motor 1M1 Not used Voltage at top transistor of 1M1 . Temperature signal from 1M1 power unit Panorama trucks - accelerator signal 1A5 ‘Temperature signal from power unit of 1M2/2M1 Not used Not used Not used Negative supply, PWM signals 1M2 PWM signal, traction motor 1M1, field S7/S6 PWM signal, traction motor 1M1, field S5/S8 Not used Not used Fault signal from the power unit for traction motor 1M2. Not used Voltage at bottom transistor of 1M1 Voltage at top transistor of 1M2 Current sensor signal 1M1 Not used Not used Not used Not used Negative supply PWM signals, M1 PWM signal, traction motor 1M1, armature, bottom transistor PWM signal, traction motor 1M1, armature, top transistor Not used Not used . Not used Not used Not used Voltage at bottom transistor of 1M2 Current sensor signal 1M2 Not used Not used Not used Negative supply for actual current transducerListe. Section 6 Service Training Page a 66.1.1 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 conttoller is provided through the connection 1X1 1:29. Inaddition, the controllers 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 ofthe 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 St is switched on, the charging relay K2is energised through 1X11:18. At the same time, the discharging relay K3 is activated, as this relay is directly supplied by the 24 V voltage transformer. The intermediate-circuit capacitors are now charged through fuses (F1, F7), relay contact (K2), charging resistors (1R1, R1), and the fuses (1F6, F8) . “The capacitor voltage is fed back to the controller through 1X11:1 and X11:11. When the capacitors have been charged, relay K2 is de-energised, and the main contactor is activated on the negative side through 1X11:16 6.6.1.3 DISCHARGING OF THE CAPACITORS IN THE INTERMEDIATE CIRCUITS ‘As soonas the key switch S1 is switched off, relay K3 is de-energised. The capacitors n 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 390 Ri 250 R2 2k 66.1.4 ENABLING SIGNAL ‘The traction function is only activated, ifthe 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. 66.1.5 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 accelerators equipped with two potentiometers working in opposite directions. The two potentiometer signals are connected to the controller through 1X11:24 and 1X11:39.iste. Section 6 Page 2 Service Training NOTE: — The accelerator has no mechanical adjustment whatsoever. After replacement, calibrate [BP erator using LCD truck diagnosis, window 8 66.1.6 SINGLE-PEDAL SWITCH In the case of single-pedal trucks, a selector 1513 is fitted in the vicinity ofthe 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 4x11:22 From the connector 9X8 two lines lead to the composite instrument. On selection of the direction of movement, a battery negative signal activates the direction display on the composite instrument. 66.1.7 STEERING SENSOR The steering sensor 381 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 motoris controlled as.a function of the steering angle. I the steering angle exceeds approx. 70° the traction motor on the inside of the curve is driven in the opposite direction. NOTE: — Onreplacement of controller or steering sensor, re-calibrate the steering sensor. Thisis done PEP sing the LOC diagnosis, window 81 66.1.8 | HAND BRAKE SWITCH While the hand brake has not been applied, the hand brake switch 1S4 supplies anegative signalto 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 roling 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.Liste. Section 6 Service Training Page 25 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, 15 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. 66.1.11 TRUCK CODING On activation of the key switch, the controller checks the type of truck in which itis installed. In the case of trucks type E25/30 the cable hamess contains a connection from battery negative to 1X11:23. This negative signal serves for truck coding. 66.112 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 driver31X11:17 Activation of operating hour meter on activation of traction/working hydraulics Relay driver 4 1X14:18 Charging relay K2 The relay driver 2 can be freely programmed using the LDC truck diagnosis, window 7. The following options can be set: Vigh Speed at which the relay driver is activated h&f Reverse direction only, ar hath 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 iff truck requires optional functions, NOTE A Donotconnect electric loads directly to the output relay driver circuits ofthe controller. Electric loads are to be activated exclusively through a 24 V relay. Failure to observe this requirement may destroy the controller.iste. Section 6 Page 2% Service Training 66.113 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 Fan9M2 Power units Activated by key switch Fan 9M3_ Traction motors, pump motor Activated by composite instrument 9X3:34 The fans 9Mtand 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 ofthe motors is determined with the help of temperature sensors. Theleft-hand and ight- hand traction motors and the pump motor 2M are fitted with one temperature sensor each, situated on the carbon brush holder. The resistance of the temperature sensor increases as temperature rises. The temperature sensors are monitored directly by the composite instrument 6P2, Temperature Resistance Temperature Resistance 20°C 576. 100°C 1000 2 40°C 668.0 120°C 11290 60°C 769.9 140°C 1268.2 80°C 8800 160°C 14150 Resistance 2 1250 1000 500) 240 sa 00S 120—S140.—=S 860. Temperature: “cListe. Section 6 Service Training Page a 6.61.14 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 inthe 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. 6.61.15 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 182). 14.3 V power supply to the speed sensorsis provided through 1X11:12. Each speed sensor provides two output signals: ‘Speed sensor 181 Signal A connected to 1X11:20 ‘Speed sensor 181 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” $8 - battery negative signal to 1X11:36 ‘The second accelerator 1AS Is provided witha 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 186 is connected in series with the stop pedal switch 185 and supplied to 1X11:38.iste. — ef Service Training 66.2 | CONTROLLER FOR THE WORKING HYDRAULICS Qleeccc000c0c aD) GeLiyKraofeoherKeakea(eaKasloate)[ 2s) (eGov rTezissiesTasloolarissloalaoler)( 2) 115.060 01) ChapterService Training Section Page 29 Pin assignment 2X1 Connection Colours 1 black/brown. 2 .. blackired ... 3 black/white 4 .. blackiwhite ... 5 bluelwhite 6 .. blue/black.... 7 .. redjorange 8 .. browniviolet..... 9 .. blackiviolet ... 10 greeniwhite 1 cnmnmnnnnnnne GENO nn 2 redigrey 13 cnninsunnnsnn rediyellOW on 14 15 cnmnnnneseees DIACKAWMIRE 16 blueiviolet 7 .. blue/brown... 8 blueorange 19 .. blue/red 20 1» DIUE/QTeEN 24 .. brown /green .. 2 +» OFange ~ 23 .. greenigrey 24 green 25 green/yellow 26 srnnnnsernsenns BEOWN se a 2B rrensnnnnnsnn Gf OYNIOIE nee 29 blue 30 blue 31 blue/grey 32 os DIUE YEMOW nn 33 34 ee WR 35 green 36 whitelyellow 37 greenired.. 38 green/black 39 .. green/orange ... 40 violet 4 42 greylbrown ... Function Voltage at intermediate-circuit capacitor of At . Input for battery voltage Free wheel diode, valve block 1 Free wheel diode, valve block 2 Negative drive, proportional valve, Lifting 2¥2 .. Negative drive, proportional valve, Lowering 2Y1 Fault, power unit 2M1 Feedback from contactor coil of main contactor K1 ‘Shut-down contact of discharge indicator (battery negative) Drive signal, joystick liting/lowering . Monitoring signal, joystick lfting/lowering + 15 Volt power supply for 281;2B2; 288 . 24 power supply from voltage converter Not used . 80 V power supply for the valves Negative drive, safety valve 2¥9 ... Negative drive, proportional valve Tit forwards2¥3 Negative drive, proportional valve Tilt backwards 2¥4 Negative drive, proportional valve Aux. hydraulics 1A ... Negative drive, proportional valve Aux. hydraulics 18 Enabling signal, cabin switch, seat switch ‘Speed sensor signal, pump motor 21 Drive signal, joystick, tit forwards/backwards Monitoring signal, joystick, tlt forwards/backwards Drive signal, joystick aux. hydraulics. 1 . Negative supply for 2B1, 2B2, 2B8 Not used PWM signal 2M1 Negative supply for controller .». Negative supply for controller Negative supply for proportional valve Aux. hydraulics 2 A Negative supply for proportional valve Aux. hydraulics 2B. Not used .. Sefial interface, diagnostic connector Serial interface, diagnostic connector ... Signal, steering control valve switch 381 Drive signal, joystick aux. hydraulics 2 Monitoring signal, joystick auxiliary hydraulics 2 Monitoring signal, joystick auxiliary hydraulics. 1 Temperature signal, power unit A2 ‘Switching input for speed reduction .. Negative supply for PWM control of 2M1iste. Section 6 Page 0 Service Training 66.21 POWER SUPPLY The power supply for the LLC controllers provided by the voltage transformer U1. The 24 V output voltage of the transformers 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 261, 2B2 and the speed sensor 2B8. The battery voltage and the stabilised power supply can be checked in window (6) of the LLC diagnosis. 6.6.2.2 ENABLING SIGNAL The working hydraulics function is activated only when a battery negative signallis presentat 2X1:21. This negative signal is controlled by the cabin switch S4 and the seat switch S3. 66.2.3 JOYSTICK SIGNALS The truck is equipped with two joysticks, which are used to control the working hydraulics. To monitor proper joystick functioning two potentiometers for each working function are integrated into the joystick. The two potentiometers supply opposite output signals, which are added up in the controller. The joysticks are supplied with a voltage of 14.3 V through 2X1:12, The negative supply is supplied through 2X1:26. The output signals of the joysticks control the pump motor speed of rotation and activate the control circuitry of the respective solenoid valve, Joystick output signals: Joystick 281 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 282 Aux. hydr. 1 - Drive signal 2x1:25 Joystick 282 Aux. hydr. 1 - Reference signal 2x1:39 Joystick 282 Aux. hydr. 2 - Drive signal 2x1:37 Joystick 2B2 Aux. hydr. 2 - Reference signal 2X1:38 Following a controller or joystick replacement, you will need to re-calibrate the joystick within [BP _ Be emework of Lc diagnosis in Window 8 or 84 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 S1 202/01 or printout of the respective Truck Doctor Diagnosis joystick test will automatically result in the warranty claim being dismissed.Liste. Section 6 Service Training Page a 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 2X1:18, 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 coll pin assigment 2¥1 Propotional valve Lowering 2x16 2Y2 Proportional valve Liting 2x15 2Y3 Proportional valve Titing forwards 2X1:17 2¥4 Proportional valve Ting backwards 2X1:18 2Y5 Proportional valve Aux. hydr. 1B 2x19 2¥8 Proportional valve Aux. hyer. 1A 2x1:20 2Y7 Proportional valve Aux. hyer. 2B. 2x13 2¥8 Proportional valve Aux. hydr. 2A 2x1:32 2¥9 Safety valve (switching function) 2x16 6.6.2.5 SWITCH-CONTROLLED REDUCTION OF WORKING SPEED f2X1:41 is connected to battery negative, a reduced working speed is activated. This connection can be used, for example, to connect a mast switch, o limit the working speed when a specific iting 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 indicatorin the composite instrument. As soon as the battery charge has gone down by 80 %, the negative signal from the composite instrument 6X9:30 tothe controller 2X1:9is 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. 66.27 REED SWITCH 3S1 OF STEERING CONTROL VALVE ‘The Reed switch 351 serves to activate the pump motor on movement of the steering wheel. This switch is screwed into the steering control valve andis 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“.iste. Secton 6 . ae Page 2 Service Training 67 CONTROL CIRCUIT - COMBINATION CONTROLLERS 674 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. Connectorx13 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 {ull 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 hamess. 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 [QP _2erator, the steering potentiomtr 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 2x8) Failure to perform the calibration ona new controller will cause the truck speed and the speed of the working hydraulics to be significantly reduced.