Professional Documents
Culture Documents
H01 / Chapter 1
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This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurfrderzeuge und Hydraulik
Service Training
Table of content
Page
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Diesel engine
1.1
Engine specifications
1.2
Crankshaft
1.2.1
1.2.2
1.3
1.3.1
1.3.2
1.3.3
1.3.4
1.3.5
10
1.3.6
Adjust the idling speed and the governed speed (without load)
10
1.4
Fuel injectors
11
1.4.1
11
1.4.2
12
1.4.3
12
1.4.4
12
1.4.5
13
1.4.6
13
1.5
Cylinder head
14
1.5.1
14
1.5.2
14
1.5.3
14
1.5.4
15
1.5.5
15
1.5.6
17
1.5.7
18
1.6
19
1.6.1
19
1.6.2
19
1.6.3
20
Transmission
2.1
2.1.1
General
Page
02.01
Service Training
2.1.2
2.2
2.3
2.4
2.5
11
2.6
12
2.7
Electric-hydraulic adjustment
13
2.7.1
15
2.7.2
Electric-hydraulic control
16
2.7.2.1
17
2.7.2.2
17
2.7.2.3
17
2.7.2.4
18
2.8
Towing device
19
2.9
Drive axle AH 20 -01 with wheel drive, multiple disc brake and hydraulic motor
20
2.9.1
Repairing the reduction gear, multiple disc brake and hydraulic motor
22
2.9.2
23
2.9.3
Removing and installing the multiple disc brake and hydraulic motor with
swashplate
02.01
26
2.10
30
2.10.1
30
2.10.1.1
31
2.10.1.2
32
33
33
34
02.01
35
2.10.1.3
02.01
36
38
02.01
41
02.01
42
2.10.1.3.4 Overview of menu windows - LHC Software version 1.4 and 1.5
02.01
62
2.10.1.3.5 Menu windows in detail - LHC Software version 1.4 and 1.5
02.01
63
02.01
97
02.01
98
2.10.2
131
2.10.2.1
131
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Table of content
Service Training
2.10.2.2
Table of content
02.01
Page
Test aids
133
133
2.10.2.3
135
Power-assisted steering
135
135
2.10.2.4
137
137
2.10.2.4.2 Troubleshooting
137
2.10.2.5
140
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2.10.2.5.1 Troubleshooting
140
Steering system
4.1
Controls
5.1
5.2
5.3
Electrical system
6.1
02.01
6.2
02.01
6.3
13
6.4
21
6.5
Composite instrument
22
Hydraulic system
7.1
Schematic
7.2
7.3
9.1
Engine
9.1.1
Engine specifications
9.1.2
Toothed belt
9.1.2.1
9.1.2.2
02.01
Page
02.01
Service Training
9.1.2.3
9.1.3
Cylinder head
9.1.3.1
9.2
Electrical system
10
9.2.1
Electronic ignition
10
9.2.1.1
11
9.2.1.2
12
9.2.1.3
Installation of distributor
12
9.2.1.4
14
9.2.1.5
15
9.2.1.5.1
Switch unit A1
16
9.2.1.5.2
Hall generator
18
9.3
LPG installation
20
9.3.1
Schematic
20
9.3.2
LPG mixer
21
Index
02.01
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Table of content
Service Training
1
DIESEL ENGINE
1.1
ENGINE SPECIFICATIONS
Engine Type
VW ADG
Capacity
1896 cm3
Output
27 kW at 2200 rpm
Injection Pressure
130 +8 bar
Point of Injection
Compression Ratio
23 : 1
Compression
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Wear Limit:
Section
Page
26.0 bar
5 bar
1030 + 30 rpm
2350 rpm
Rated Speed
2200 rpm
Valve Clearance
Firing Order
1-3-4-2
2 bar
Section
Page
1.2
CRANKSHAFT
1.2.1
Service Training
- Loosen all security bolts (1) for tensioner (3) and alternator by at least one turn.
ATTENTION
The alternator must be easily moveable by hand.
NOTE:
1.2.2
REMOVAL
- Remove upper belt guard and cylinder head cover.
- Turn crankshaft to TDC on No. 1 cylinder.
The TDC mark (5) on the flywheel (6) must be in line with
the boss (4) on the bell housing.
- Fix camshaft in position with setting bar (2065 A).
- Align setting bar as follows:
Turn camshaft until one end of bar touches the cylinder
head. Measure the gap at the other end of the setting bar
with the feeler. Take half of gap measurement and insert
feeler of this thickness between setting bar and cylinder
head. Now turn the camshaft so that the setting bar
touches the feeler. Insert second feeler of the same
thickness between the other end of the setting bar and the
cylinder head.
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Service Training
- Hold injection pump sprocket in position with drift (2064).
- Loosen tensioner.
- Remove pulley for coolant pump.
- Remove lower toothed belt guard.
- Remove belt guard.
INSTALLATION
- Check and ensure TDC mark on flywheel is aligned with
reference mark.
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Service Training
TEST PROCEDURE
- Push down on the toothed belt with the thumb. The notch and
boss -arrow- should go out of line.
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Service Training
1.3
1.3.1
NOTE:
REMOVAL
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Section
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Service Training
25 Nm
25 Nm
45 Nm
ATTENTION
Do not interchange the feed and return pipe banjo
bolts. The inside diameter of the bolt for the return
pipe is smaller and the hexagon head is marked
"OUT".
- Install injection pump sprocket and fix position with
positioning pin (2064).
- Loosen bolt of camshaft sprocket by half a turn. Free
camshaft sprocket from the taper by tapping with a
hammer (using a drift through the hole in the rear toothed
belt guard).
- Check that TDC mark on the flywheel is aligned with the
reference mark
- Install toothed belt and remove the positioning pin from
the fuel injection pump sprocket.
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INSTALLATION
Service Training
- Install the pulley. Torque loading: 25 Nm.
- Turn the tensioning pulley clockwise with a spanner (eg Matra
V159) until the notch and boss (arrows) are in line.
- Tighten the clamping nut at the tensioning pulley. Torque
loading: 20 Nm.
- Recheck if the TDC mark on the flywheel and the reference
mark are in line.
- Tighten the camshaft pulley fastening screw to 45 Nm.
- Remove the adjustment ruler.
- Rotate the crankshaft another two turns in the direction of
engine rotation and recheck the tension of the toothed belt.
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1.3.2
Precondition:
- The toothed belt (3) is removed.
REMOVAL
- Remove the fastening screw (1).
- Take the sprocket (2) off the crankshaft.
INSTALLATION
- Slide the sprocket (2) onto the crankshaft.
- Use a new fastening screw (1).
- Oil the thread and head mating surface and install
the screw.
Tightening procedure: 90 Nm + 90
Section
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1.3.3
Service Training
ATTENTION
Always fit a new washer when installing the plug.
Tightening torque 15 Nm. If leaks occur the plug
can be tightened to a maximum torque of 25 Nm.
- Install adaptor (2066) and small dial gauge (measuring
range 0 ... 3.0 mm) in place of the plug and preload the
dial gauge to about 2.5 mm.
- Turn the crankshaft slowly anticlockwise (opposite to
normal rotation) until the dial gauge needle does not
move any more.
- Adjust the dial gauge with approx. 1 mm preload to "0".
- Turn the crankshaft clockwise (normal rotation) until the
TDC mark on the flywheel is aligned with the reference
mark.
- Read the point of injection from the dial gauge.
Test figure
Setting figure
ATTENTION
In case the value is within the specified tolerance
an adjustment is not required.
- To adjust loosen the three screws on the bracket and the
screw holding the rear support.
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Service Training
- Adjust the point of injection by turning the fuel injection pump
to give the setting value.
- Tighten the bolts to 25 Nm.
1.3.4
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- Turn the crankshaft so that the setting bar can be inserted and
align the setting bar as follows:
Turn the camshaft so that one end of the setting bar touches
the cylinder head. Measure the gap at the other end of the
setting bar with a feeler gauge. Insert a feeler gauge with one
half of the measurement between the setting bar and the
cylinder head. Now turn the camshaft so that the setting bar
touches the feeler gauge. Insert a second feeler gauge with
the same measurement at the other end between the setting
bar and the cylinder head.
- Loosen bolt of the valve timing sprocket by half a turn. Free
the sprocket from taper by inserting a drift through the hole
in the rear toothed belt guard and by striking the drift with a
hammer.
- Fix injection pump sprocket with the fixing pin (2064).
- Check TDC position; if necessary turn the crankshaft until
TDC mark (2) on the flywheel (3) is aligned with the boss (1)
on the bell housing.
NOTE:
Section
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1.3.5
1
2
3
1
10
Service Training
1.3.6
ADJUST THE IDLING SPEED AND THE GOVERNED SPEED (WITHOUT LOAD)
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ATTENTION
When replacing the new adapters do not
interchange the pressure valve.
Service Training
1.4
FUEL INJECTORS
1.4.1
NOTE:
Misfiring
Knocking in one or more cylinders
Engine overheating
Loss of power
Excessively smoky black exhaust
Increased fuel consumption
Excessive blue smoke on cold start
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REMOVAL
- Detach the injector pipes with the slotted ring spanner
(3035)
- Remove the fuel injectors with the SW27 socket.
ATTENTION
Always remove the fuel pipe set complete. Do not
alter the shape of the fuel pipes.
INSTALLATION
ATTENTION
Always fit new heat shields between the cylinder
head and the fuel injectors.
Fitting position of the heat shields: The arrow points
towards the cylinder head.
Tightening torques:
Fuel injector pipes:
Fuel injectors:
25 Nm
70 Nm
Section
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1
11
Section
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1.4.2
1
12
Service Training
- Clamp the upper part of the fuel injector in vice and loosen
the hexagon.
- To prevent the parts from falling out clamp the lower part
in vice and dismantle injector. When dismantling the
injector keep all individual parts together and do not
interchange with parts from other injectors.
Tightening torque for the upper and the lower part of the fuel
injector: M = 70 Nm.
1
2
3
4
5
6
7
8
9
1.4.4
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1.4.3
Service Training
1.4.5
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1.4.6
Section
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1
13
Section
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Service Training
14
1.5
CYLINDER HEAD
1.5.1
NOTE:
1.5.2
NOTE:
1.5.3
= (1)
Notches/holes
= (2)
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- max 0.1 mm
Service Training
1.5.4
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Identification
Notches/Holes
1
2
3
1.5.5
NOTE:
Section
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1
15
Section
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1
16
Service Training
Tightening torques:
Stage I = 40 Nm
Stage ll = 60 Nm
Stage lll = turn (180 )
without stopping further turn with normal spanner
(2 x 90 is also permissible).
- Run engine warm (oil temperature above 50 C) and
tighten the securing bolts turn (90 ) with a normal
spanner in one movement and without loosening them
(watch sequence).
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ATTENTION
There is no need to retighten the cylinder head bolts
after 10 hours engine running.
Service Training
1.5.6
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NOTE:
34.0 bar
26.0 bar
5.0 bar
ATTENTION
Always fit new heat shields between the cylinder
head and the injectors.
= 25 Nm
= 70 Nm
Section
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1
17
Page
1.5.7
NOTES:
1
18
Service Training
ATTENTION
When the new tappets have been installed the
engine must not be started for about 30 minutes
(the valves will strike the pistons).
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Section
Service Training
1.6
1.6.1
Test conditions:
Engine cold.
Battery voltage OK.
Voltage is present at the glow plugs.
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1.6.2
Section
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1
19
Section
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NOTE:
1
20
Service Training
If no defects are found but the engine is still hard to start the
glow plugs should be visually checked (injectors removed)
while glowing.
1.6.3
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2
TRANSMISSION
2.1
Section
Page
The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Instead
of the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerful
microcontroller assumes all the control functions of the traction drive and parts of the working hydraulics
functions.
2.1.1
GENERAL
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FAULT DETECTION
The processor can detect non-logical conditions and system errors from the analogue and digital signals
in the electronic controller and indicate this on the test set via the serial interface.
Additionally, the controller initiates various actions, depending on the potential danger of the error:
-
These measures can be reversed by shutting down the truck with the ignition switch. When the truck is
restarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continue
to operate normally. If the error still exists, one of the above measures will reappear.
BRAKE
The brake is designed as a parking and emergency brake. It is of the mechanical-hydraulic type and operated
with a valve. Two microswitches are also installed at the half-stroke and full-stroke position of the brake pedal.
RELEASE VALVE
The release valve is a safety valve which brakes the truck to a controlled stop via nozzles after the control
through the pressure reducing valve has failed. When the accelerator is operated, the valve is released and
when the truck has stopped it is reapplied.
Section
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2.1.2
Service Training
The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and the
transmission ratio (swashplate angle, output of variable pump, capacity of hydraulic motors).
In order to maintain the speed specified by the accelerator pedal, the electronic controller regulates both
of these variables, namely the engine RPM and the pump swashplate angle.
If the speed reference value is constant, any variation in the engine RPM is compensated with a change in
the swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to the
performance limit of the engine; beyond this point, the speed will be reduced.
The various control situations at different accelerator pedal positions will be discussed below.
The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via a
valve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.
If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If the
accelerator pedal is depressed at the same time, the electronic controller will only allow a limited pump
swashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is released
fully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pump
swashplate angle is removed, the brake is released and the truck moves off without rolling back.
DRIVING
Start the engine and release the brake. Depressing the accelerator pedal increases engine speed to approx.
1300 RPM. Simultaneously, the variable pump swashplate angle is increased until the speed of the truck
corresponds to the value set by the accelerator pedal.
If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pump
swashplate angle is increased while the engine speed will remain constant until the maximum pump
swashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speed
directly proportional to the pedal stroke until the maximum engine speed is reached and therefore also the
maximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified by
the accelerator pedal - applies only as long as engine power is not exceeded. The power control will prevent
the maximum available engine power from being exceeded.
POWER CONTROL
As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controller
dependent on the stroke of the accelerator pedal.
A speed sensor measures the engine RPM and transmits them as actual value to the electronic controller.
There a variance comparison is performed and the pump swashplate angle is either increased or decreased
if a variance exists.
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Service Training
Section
Page
If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplate
angle (reduced power demand) until the engine speed (actual value) corresponds again to the value specified
with the accelerator pedal. Through this variance comparison of the engine speed, the power demand of
the working hydraulics is also included in the controller.
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SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING HYDRAULICS
The engine speed and the position of the pump swashplate angle are controlled by the electronic controller
based on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controller
by the working hydraulics than already specified by the accelerator pedal, the controller will respond to the
higher value and increase engine speed. As the actual engine speed now exceeds the value specified by
the accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increase
in truck speed. The response is so fast that the driver will not notice a change in speed.
BRAKING
The time required to set the swashplate angle from Qmin to Qmax or from Qmax to Qmin is specified by the electronic
controller. In order to obtain a braking deceleration nearly uninfluenced by the load condition on the engine,
the electronic controller regulates the pump swashplate angle dependent on the engine speed within a fixed
time.
Section
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2.2
Service Training
1
2
3
4
5
6
7
Driving engine
Variable pump HPV 55 -02
Gear pump 14 cm/rev
Gear pump 11 cm/rev
Check valve
Priority valve
Drive gears
8
9
10
11
A
B
Planetary gear
Multiple disc brake
Hydraulic motor HMF 35 -02
Suction filter
Working hydraulic system
Steering - boost pressure
Service Training
2.3
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HPV 55 -02
Number of pistons
Piston diameter
19 mm
420 bar
Boost/pilot pressure
17.5 bar
Swash angle
19.7
RPM in vehicle
2300 rpm
16 - 17 l/min
Control
hydraulic
Actuation
Pump drive
DRIVE AXLE
Type
AH 20 -01
HMF 35 -02
Number of pistons
Piston diameter
17 mm
20.8
single speed
Total ratio
7.615 : 1
14 cm
11 cm
Section
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6
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Service Training
Service Training
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2.4
WORKING HYDRAULICS
1
Service cylinder (auxiliary hydraulics)
2
Service cylinder (auxiliary hydraulics)
3
Tilt cylinder
4
Lift cylinder, standard
5
Lift cylinder, duplex
6
Lift cylinder, triplex
7
Slow lowering valve
8
Control valve block, assy., including:
9
Way valve - auxiliary hydraulics
10 Way valve - auxiliary hydraulics
11 Check valve (pilot controlled)
12 Way valve - tilting
13 Way valve - lifting
14 2/2-way valve (pressure balance)
15 Maximum pressure valve
16 Restrictor
17 Shuttle valve
18 Pressure reducing valve
19 Restrictor
20 Pressure switch
IC ENGINE
Section
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Page
Service Training
BYPASS VALVE
OIL COOLER
CHECK VALVE
PRESSURE FILTER 9 mm
DAMPER
BRAKE VALVE
ELECTRONICS
41 RPM increase, stage 1
42 Free
43 RPM increase, stage 2
44 Free
45 Actual RPM
46 Brake pedal depressed
47 IC engine
48 Brake released
49 Forward (output signal)
50 Forward (output signal)
51 Emergency stop
52 Reverse (input signal)
53 Reverse (input signal)
54 Brake
STEER CYLINDER
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Service Training
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Page
2
10
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Service Training
Section
Service Training
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2.5
Page
1
2
3
4
5
6
7
8
Bypass valve
Release valve
Proportional valve - forward
Setting start of control - reverse
Maximum swash angle - reverse
Test port Y - forward servo pressure
Test port Z - reverse servo pressure
Setting start of control - forward
9
10
11
12
13
Section
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12
Service Training
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2.6
1
2
3
4
Section
Service Training
2.7
Page
2
13
ELECTRIC-HYDRAULIC ADJUSTMENT
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CIRCUIT DIAGRAM
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Section
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2
14
Service Training
FUNCTIONAL DESCRIPTION
When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is deenergised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, is
connected to tank via the open release valve (2) and is thus without pressure.
The spool (7) is connected to port F on both sides via the pilot valve (10), the way valve (9) and the servo
circuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.
After the electronic controller has released the switching signal to the release valve (2), the valve closes the
connection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are set
to the open position so that boost pressure from passage F is applied to the unactuated proportional valves
(4). Simultaneously, the way valve (9) is shifted from the throttled to the unthrottled position.
Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, the
proportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and the
truck is braked.
When the electronic controller detects an error in the speed control, the truck must be brought to a controlled
stop, independent of the position of the accelerator pedal.
To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0 bar.
The way valves (5) move to the closed position, thus removing the boost pressure going to the proportional
valves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid (3),
mechanically to the home position and the pressure applied to the spool (11) is removed. The piston is pushed
mechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening of
the release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from the
unthrottled to the throttled position.
The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servo
circuit nozzles (8) and the throttling with the way valve (10). This arrangement prevents sudden braking.
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Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. A
pressure corresponding to the signal value of the solenoid is applied through the downstream proportional
valve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of the
spool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts the
pilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.
Section
Service Training
HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL
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2.7.1
Page
1
2
3
4
5
6
7
8
Locknut
Swashplate angle setscrew
Setting bush - start of control
Locknut
Control spring
Spool
Control pilot
Way valve
9
10
11
12
13
X
Proportional valve
Solenoid
Release valve
Servo circuit nozzles
Way valve
Travel of servo piston 15.1 mm
2
15
Section
Page
2.7.2
Service Training
16
ELECTRIC-HYDRAULIC CONTROL
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Pilot housing
Slotted nut
9
10
F"
valve
Y
Y2
Y3
Y4
Z
HP test port
Towing bypass valve
Servo pressure - upstream of release
(test point)
Pilot pressure, forward
Control magnet, forward
Control magnet, reverse
Release valve
Reverse pilot pressure
Section
Service Training
2.7.2.1
Page
2
17
Precondition:
-
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440 - 460 mA
Q=0
1180 mA
Q = max
Start of traction wheel rotation
Release valve actuated
If the electronic data is correct, but the wheels do not rotate or the full wheel RPM is not achieved, check
and adjust, if necessary, the stroke of the servo piston (swash angle).
2.7.2.2
2.7.2.3
Section
Page
Service Training
18
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350 804 4701.0400
2.7.2.4
1
2
3
4
5
6
7
Valve spool
Boot
Snap ring
Washer
Slotted ring
Valve housing
Return spring
8
9
10
Spring plate
O-ring
Snap ring
BR
E
T
When the engine is running, boost pressure is applied to port E. When the brake pedal is released, E and
BR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.
Service Training
2.8
TOWING DEVICE
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CAUTION
The truck can not be braked.
NOTE:
Section
Page
2
19
Page
2.9
2
20
Service Training
DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULIC
MOTOR
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Section
Service Training
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1
2
3
4
5
6
7
8
9
10
11
Section
Page
2
21
Section
Page
2.9.1
Service Training
22
REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
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350 804 4701.0400
1
2
3
4
5
6
7
Wheel shaft
Snap ring
Radial sealing ring
Tapered roller bearing
Spacer (bearing adjustment)
Gearbox
Slotted nut
8
9
10
11
12
13
O-ring
Allen screw
Retaining plate
Planetary carrier assembly
Internal gear
Allen screw
Service Training
2.9.2
Section
Page
Precondition:
- Wheel drive removed from AH 20 -01 axle.
REMOVAL
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Remove the screw (1) and pull the planetary carrier (2) out
of the gearbox.
2
23
Section
Page
2
24
Service Training
Remove the slotted nut with a grooved nut key (5) and Tsliding handle socket wrench (4). (Hold the wheel shaft, eg
in a vice.)
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Service Training
Section
Page
2
25
Gearbox
Wheel shaft
Bearing
Spacer (bearing adjustment)
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350 804 4701.0400
ASSEMBLY
After cleaning all parts, carry out the assembly in the reverse order or disassembly. Secure the nut (3) and
screw (1) with Loctite 270.
Torque for nut (3): 650 + 50 Nm.
Section
Page
2
26
02.01
Service Training
REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR
WITH SWASHPLATE
NOTE:
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350 804 4701.0201
2.9.3
REMOVAL
Multiple disc brake
1
2
3
Snap ring
Disc (on brake springs)
Drive shaft
Service Training
Prestress the disc (2) with threaded rods (4), bar (5) and
distance pins (6), pry out the snap ring (1) and take the disc
(2) out of the axle tube.
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Take the brake springs (7) out of the brake piston (8).
Screw a M8 impact driver (9) into the brake piston (8) and
drive out the brake piston.
Section
Page
2
27
Section
Page
2
28
Service Training
Remove all discs (10) and take the two O-rings out of the
axle tube.
11
12
13
14
Brake piston
Springs
Brake discs
Disc
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Brake removed
Service Training
Section
Page
2
29
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Cylinder block
Swashplate with disc carrier
Fastening screws
ASSEMBLY
After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts and
both O-rings.
Torque for screws (20) : 64 Nm.
Section
Page
2.10
2
30
Service Training
As traction and speed are controlled electrically and hydraulically, the check is also divided into electric and
hydraulic tests.
For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulic
test case is required for the check of the hydraulic section.
2.10.1
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It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controller
can be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. The
selected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnostic
module). If a PC is used, additional information is displayed at the bottom of the PC screen. Furthermore,
the PC permits parameters to be stored and printed out on an attached printer.
WINDOW
DISPLAY
PC SCREEN
Section
Service Training
2.10.1.1
Page
2
31
Conditions
-
Before using the Test Module, check if it is operational by pressing the EIN (ON) button. The following
information will be displayed:
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350 804 4701.0400
Truck Diagnostic
Connector
LHC Diagnostic
Cable
Red
Warning
Lamp
4 Leads:
Linde
LHC Electronics
Data in display
is updated
every s
Wiring Loom
Section
Page
NOTE:
Service Training
32
The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version is
installed. If no or the wrong information appears after the EIN (ON) button is depressed, replace
the batteries and check the Test Module.
The connector, sealed with a cap, is fastened in a holding angle bracket on the control lever
console.
If the red warning lamp is not flashing, check fuse 1F17 and the cable connection and power
supply from the controller to the diagnostics connector. Also check the adapter cable from the
connector to the Test Module.
NOTE:
After the ignition is turned on, the fault lamps 1H20 (up to 05/98, from 06/98 H2) will light steady.
(Lamp and cable connection self-test.)
The lamp will go off when the engine is running.
2.10.1.2
RAM storage
requirement:
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Service Training
Section
Page
2
33
H01 / Chapter 1
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Section
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2
34
Service Training
NOTE:
The desired language is selected by typing a number after the destination disc drive letter;
1 = German, 2 = English, 3 = French. Furthermore, the correct serial interface must be selected;
1 = COM1, 2 = COM2.
A software update can only be made when the computer already has a complete program.
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- E.g. For an installation in German on serial interface COM1, type the following command; INSTALL A:
C: 1 1 and press ENTER.
- A directory named lindiag.dos will be created in the hard drive and the software on the diskette will now
be copied into the directory on the hard disc.
- Insert diskette 2 when prompted and press the RETURN key.
- Type DIAG and press ENTER. A window TRUCK SELECTION appears, on which the appropriate
diagnostic program can be selected.
- Press the cursor up or down arrow to select the diagnostic program.
- To start the selected diagnostic program press ENTER.
Section
Service Training
02.01
Page
2
35
H01 / Chapter 1
350 804 4701.0201
Linde AG
Test&Setup
Section
Page
2.10.1.3
Service Training
36
Depending on the installed diagnostic program (master program or service program), different window
menus can be displayed. The service program permits the same menus as in the Linde diagnostic module
to be displayed. The Master program (identified by M) permits additional menus to be displayed. Information
on the diagnostic program installed on the computer is displayed at the bottom of the computer window.
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After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the main
window appears on the computer monitor.
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
123456789012345678901234567890121234567890123456789012
Serial Interface
Interface converter
status
Access to
Program
Window Menu
Help text
The main window can be divided into an upper window and a lower window area. The upper window displays
the window menu, which is identical to the menu on the diagnostic module.
The lower window displays text which is different for every window. This text contains clarifying information.
SERIAL INTERFACE
This symbol displays the active serial interface (COM1 or COM2).
Service Training
Section
02.01
Page
2
37
Service program
Master program (menu windows M can be displayed)
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The diagnostic program works with menu windows. Each window shows different information about the truck.
The windows are called up by simply entering the window number, e.g. 1. When calling up a window with
two digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to another
window, enter the new window number. Depending on the software version for the controller, the following
windows can be displayed.
M
M
M
M
M
M
M
M
M
M
M
M
Window 1:
Window 11:
Window 12:
Window 2:
Window 3:
Window 31:
Window 32:
Window 33:
Window 4:
Window 41:
Window 5:
Window 51:
Window 6:
Window 61:
Window 62:
Window 7:
Window 71:
Window 72:
Window 73:
Window 74:
Window 75:
Window 76:
Window 8:
Section
Page
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38
Service Training
H01 / Chapter 1
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When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining the
meaning of the individual keys. Keys PgUp and PgDn serve to scroll the help text. The text is selected
by using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining the
respective window appears.
Scroll bar
Service Training
Section
Page
2
39
The following table provides a summary of important keys on the Linde diagnostic module and PC.
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350 804 4701.0400
PC Key
Function
+ (Plus)
- (Minus)
New data
Enter
CE
Cursor up
Cursor down
Tab bar
Enter (Return)
Backspace or Del
PgUp
PgDn
Home
End
F1
F2
F3
F4
F5
Increase value
Decrease value
Save data
End of input
Correct or delete input
Help function window: scroll up
Help function window: scroll down
Help function window: go to text beginning
Help function window: go to text end
Call up help function window
Store the active parameter
Call up the last stored parameter
On/Off: combined instrument, diagnostic mode
Long distance diagnostics: dial telephone number via modem
(tone dial mode) and make the connection
Long distance diagnostics: break the telephone connection
Long distance diagnostics: dial telephone number via modem
Same as F5 except use pulse dial mode
Long distance diagnostics: break the telephone connection
Shift F5
F9
ESC
ALT x or ALT F4
Print the status and the parameter window displayed on the computer
monitor
Break off (escape) a store, call up or print procedure
End the program
Section
Page
2
40
02.01
Service Training
ERROR HANDLING
An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). In
this way, brief and non-critical error events due to signal noise or delays in the sensing elements are not taken
into consideration.
If an error is detected by the processor, the following occurs:
- The fault warning lamp flashes.
- Interventions are controlled by the microprocessor depending on the seriousness of the errors: truck
deceleration, RPM limitation, solenoids de-energised, etc.
- An error number describing the fault is stored in a non-volatile store (EEPROM).
- The error number can be read in the windows <2> and <3> of the diagnostic unit.
A troubleshooting with the diagnostic unit is possible at any time subsequently. The error number, stored
in the EEPROM when the fault occurred, can be displayed by selecting window <3> of the diagnostic unit.
In this way it is afterwards possible to identify unstable, sporadic or non-reproducible errors.
Software version
(main processor)
The first step in the diagnosis should be to perform a calibration of the traction potentiometer
in window 8 of the respective software version.
All of the values given in the windows in the document are examples only.
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TEST CONDITION
Section
02.01
Page
41
31+
11+
73
41
33
4+
72+
5+
32+
6+
Master
Service
51
61
12
7+
3+
71+
1+
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Service Training
Page
42
02.01
Service Training
This window displays general information on the truck as detected by the Test Module.
1st line:
2nd line:
3rd line:
4th line:
Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s), series/special truck
If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.
WINDOW 11
CTrk
CEng
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NOTE:
Section
H01 / Chapter 1
350 804 4701.0201
Service Training
CSpl
Section
02.01
Page
The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.
CEng
CPed
CSpl
43
Equipment code
01 Special truck
10 Series truck
WINDOW 12
CTrk
XY
11
00
11
00
XY
11
11
00
00
XY
00
11
Diesel
LPG
BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352
XY
00
11
Two-pedal
Single-pedal
XY
00
11
Special truck
Series truck
Page
44
WINDOW 2
02.01
Service Training
This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.
Section
In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.
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Service Training
Section
02.01
Page
45
Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S
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350 804 4701.0201
Truck responses
19
No calibration
20
21
22
23
31
32
33
34
35
36
37
38
39
41
43
44
45
46
47
51
52
53
WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL
same status
WB
WB
same status
WBL
unequal
WB
too high
WELFS
WELFS
too high
WELFS
54
55
56
57
58
59
61
62
65
66
67
46
02.01
Service Training
WELFS
WELFS
WELFS
WB
W
W
W
W
Safety processor
Pot signals both processors
Pot 1B2.1
Input signals of both processors
Serial data transfer
Serial data transfer
not releasing
incompatible
out of range
incompatible
inactive
inactive
WELFS
W
W
W
W
W
Page
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
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Section
Service Training
WINDOW 3
Section
02.01
Page
47
Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
Fault number
Fault frequency
Fault messages:
The following reactions can occur on the truck with individual faults:
W
K
B
R
E
L
F
S
WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL
37
38
39
43
45
51
52
53
54
55
56
57
58
59
61
65
66
67
48
02.01
Service Training
WB
WB
WBL
WB
WELFS
WELFS
WELFS
WELFS
WELFS
WELFS
WB
W
W
W
W
Safety processor
Potentiometer signals of both processors
Pot 1B2.1
Input signals of both processors incompatible
Serial data transfer
Serial data transfer
not releasing
incompatible
out of range
inactive
inactive
WELFS
W
W
W
W
W
Page
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
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Section
Service Training
WINDOW 31
02.01
Page
2
49
With the CE key it is possible to clear the faults shown in window 3; at the same time a slash "/" appears
in window 32 behind the last fault after clearing.
This slash means: The service engineer has read the faults stored in memory in window 3 and then cleared
the memory.
WINDOW 32
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350 804 4701.0201
Section
In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer
If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The fault
occurred again twice subsequently.
Page
2
50
02.01
Service Training
VERSION 1.1 - 1.3
Section
20
21
22
23
31
32
33
34
35
37
38
39
43
45
51
52
53
54
55
56
57
58
59
61
65
66
67
WELFS
WELFS
WELFS
WELFS
WBL
WBL
WBL
WBL
WB
WB
WBL
WB
WELFS
WELFS
WELFS
WELFS
WELFS
WELFS
WB
W
W
W
W
H01 / Chapter 1
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Service Training
Section
02.01
Page
Safety processor
Potentiometer signals of both processors
Pot 1B2.1
Input signals of both processors incompatible
Serial data transfer
Serial data transfer
not releasing
incompatible
out of range
inactive
inactive
WELFS
W
W
W
W
W
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WINDOW 33
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
FS
2
51
Page
02.01
52
WINDOW 4
Service Training
INPUTS
Switches
Switching states
Seat switch
Pressure switch 6 bar
Pressure switch 14 bar
Auxiliary hydraulics
Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed
NOTE:
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.
0: < 6 bar
1: > 6 bar
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Section
Service Training
1S2 Lift pressure
0: < 14 bar
1: > 14 bar
H01 / Chapter 1
350 804 4701.0201
WINDOW 41
Section
02.01
Page
2
53
XY
00
11
00
XY
11
00
00
XY
00
11
00
11
not operated
operated
possibly not present
XY
00
00
11
11
/
/
/
/
XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal
Page
54
WINDOW 5
02.01
Service Training
OUTPUT SIGNALS
Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.
Fault lamps
Stop light
Flashing light during reversing
Reversing light
Section
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0
1
Section
Service Training
02.01
Page
2
55
NOTE:
Light off
Light on
Optional equipment can be connected via outputs 5K10, 11, and 12.
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350 804 4701.0201
WINDOW 51
XYZ
XYZ
56
Service Training
02.01
Status
Output
Normal function
0
1
1
1
0
1
Open load
Overtemperature
Page
H01 / Chapter 1
350 804 4701.0201
Section
Section
Service Training
WINDOW 6
02.01
Page
2
57
ANALOGUE SIGNALS
Window 6 displays the analogue values for the travel and RPM control.
Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current
Supply voltage
Pot 1 value
Pot 2 value
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350 804 4701.0201
vs
Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.
v1c
v2c
4950 - 5050
8450 - 8550
1450 - 1550
Set the maximum forward and reverse values with the appropriate pedal screw.
Replace potentiometer 1B2 if the values for v2c are out of range.
Page
2
58
02.01
Service Training
TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1 (OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling
Section
iY1
NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.
i = 440 - 460 mA
Depress forward
pedal fully
i = max 1180 mA
i = 440 - 460 mA
Depress reverse
pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.
H01 / Chapter 1
350 804 4701.0201
Depending on the position of the accelerator pedals and engine load: imax = 1800 mA
Service Training
WINDOW 61
Section
02.01
59
Page
Page
WINDOW 7
2
60
02.01
Service Training
This window displays the parameters specified by the controller. These parameters can be modified up to
certain limits.
Section
NOTE:
WINDOW 71
Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.
In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.
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H01 / Chapter 1
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Service Training
WINDOW 72
Section
02.01
Page
61
t1S8
Specified time after which the seat switch function becomes active
iY2x
Maximum current for the pump forward control magnet (standard 1180 mA)
iY3x
Maximum current for the pump reverse control magnet (standard 1180 mA)
WINDOW 73
WINDOW 8
u1d:
For the calibration of the traction potentiometer, the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.
Page
Service Training
02.01
62
Section
76
75+
74+
73+
H01 / Chapter 1
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72+
62
41
71+
5+
31+
32
12
Master
Service
1+
11+
51
7+
6+
4+
3+
61
2.10.1.3.4 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.4 AND 1.5
Service Training
02.01
Page
2
63
2.10.1.3.5 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.4 AND 1.5
WINDOW 1
This window displays general information on the truck as detected by the Test Module.
1st line:
2nd line:
3rd line:
4th line:
NOTE:
H01 / Chapter 1
350 804 4701.0201
Section
Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s), series/special truck
If the information displayed in the window does not correspond to the truck version, there is a
fault in the wiring or the electronic controller.
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Equipment code
01 Special truck
10 Series truck
WINDOW 12
The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.
CTrk
CEng
CPed
CSpl
XY
11
00
11
00
XY
11
11
00
00
XY
00
11
Diesel
LPG
BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352
XY
00
11
Two-pedal
Single-pedal
XY
00
11
Special truck
Series truck
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WINDOW 2
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This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a two-digit
number.
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In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 was
detected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1
and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore be
started, but the truck will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.
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Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S
Section
Test conditions:
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
Error number
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
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23
26
27
28
31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
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35
36
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
39
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NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
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Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.
Fault number
Section
Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
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Fault frequency
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Error number
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
23
26
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31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
35
36
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
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62
65
66
67
NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
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STORED ERRORS
In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer
Section
If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The
fault occurred again twice subsequently.
Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
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Error number
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
23
26
27
28
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31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
35
36
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
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62
65
66
67
NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
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INPUTS
Switches
Switching states
Seat switch
Pressure switch 6 bar
Pressure switch 14 bar
Auxiliary hydraulics
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Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.
0: < 6 bar
1: > 6 bar
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0: < 14 bar
1: > 14 bar
WINDOW 41
XY
00
11
00
XY
11
00
00
not operated
operated
possibly not present
XY
00 /
00 /
11 /
11 /
XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal
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OUTPUT SIGNALS
Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.
Fault lamps
Stop light
Flashing light during reversing
Reversing light
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NOTE:
Light off
Light on
Section
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WINDOW 51
XYZ
XYZ
Section
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Status
Output
Normal function
0
1
1
1
0
1
Open load
Overtemperature
2
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WINDOW 6
ANALOGUE SIGNALS
Service Training
Window 6 displays the analogue values for the travel and RPM control.
Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current
Section
vr:
vs
Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.
p1:
The maximum values for forward and reverse should be set with the respective pedal
stop screws.
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TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling
iY1
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NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.
i = 440 - 460 mA
Depress forward
pedal fully
i = max 1180 mA
i = 440 - 460 mA
Depress reverse
pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.
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vs:
v1:
p1:
v1 + v2:
v2:
WINDOW 62
v1:
iY2:
iY3:
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WINDOW 7
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This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.
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NOTE:
WINDOW 71
Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.
In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.
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accl
toff
tbrk
Section
WINDOW 73
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NOTE: To use these functions, a seat switch must be installed. If "toff:-- or "tbrk:-- is displayed, the
respective function is not activated.
Service Training
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vlim: Indication of the factory-set maximum truck speed. Can not be modified!
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iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)
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WINDOW 8
v1:
p1:
For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.
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75+
74+
73+
72+
62
71+
41
61
31+
32
12
Master
Service
11+
51
7+
6+
5+
4+
3+
1+
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This window displays general information on the truck as detected by the Test Module.
1st line:
2nd line:
3rd line:
4th line:
Controller designation
Software version of both processors
Designation of diagnostic program
Truck model code:
(see window (11)) series, LPG/Diesel,
1/2 pedal(s)
If the information displayed in the window does not correspond to the truck version, there is
a fault in the wiring or the electronic controller.
WINDOW 11
CTrk
CEng
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VERSION 1.6
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VERSION 1.6
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The signals are displayed in pairs (XY) with the following declaration:
X is the code read by the master processor
Y is the code read by the safety processor
In trouble-free operation X always equals Y, with both processors reading the same code.
CTrk
Equipment code
01 Special truck -> not displayed on all trucks or not supported
10 Series truck
WINDOW 12
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XY
11
00
11
00
XY
11
11
00
00
XY
00
11
Diesel
LPG
XY
00
11
Two-pedal
Single-pedal
XY
00
11
BR 350
BR 351 H20, H25
BR 351 H30, H35
BR 352
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WINDOW 2
This window displays a message if driving is restricted or disabled for safety reasons. The messages are
displayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;
in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.
The current truck status messages are displayed as a single-digit number, the fault message as a twodigit number.
VERSION 1.6
Section
In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 19 was
detected, i.e. not calibrated. When the brake pedal is released, the numbers 1 and 2 will disappear,
whereas the fault number 19 will still be displayed. The engine can be therefore be started, but the truck
will not move off if an accelerator pedal is operated.
The meaning of the status and error numbers are listed in the following table.
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Fault messages:
The following reactions can be witnessed on the truck when a fault occurs:
W
K
B
R
E
L
F
S
Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
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350 804 4701.0201
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
Error number
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
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23
26
27
28
31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
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35
36
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
39
41
43
44
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46
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53
54
55
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VERSION 1.6
Section
NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
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WINDOW 3
Section
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Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicated
to the right of a colon behind the fault number. The fault counter can only count to 9 maximum.
These fault messages are stored permanently independent of turning the ignition on and off.
In this window the displayed errors can be cleared after pressing the "CE" key. Simultaneously a slash
"/" will appear behind the last error displayed in window 31.
Fault number
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Fault frequency
Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
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Error number
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
23
26
27
28
VERSION 1.6
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31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
35
36
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
110
02.01
Service Training
39
41
43
44
45
46
47
51
VERSION 1.6
Page
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VERSION 1.6
Service Training
Section
02.01
Page
2
111
52
53
54
55
56
57
58
59
61
112
02.01
Service Training
62
65
66
67
NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
VERSION 1.6
Page
H01 / Chapter 1
350 804 4701.0201
Section
VERSION 1.6
Service Training
WINDOW 31
Section
02.01
Page
2
113
In window 31 (press key 3 and 1) the faults remain stored. The controller will set a slash at the end of the
fault codes and all malfunctions occurring thereafter will be shown again behind the slash.
Fault number
Fault frequency
Sign showing fault was acknowledged by service engineer
H01 / Chapter 1
350 804 4701.0201
If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults that
can be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.
A repetitive fault is incremented each time the ignition switch is turned on.
In the example fault 54 was detected one time. Then the service engineer acknowledged the fault. The fault
52 then occurred.
Page
114
02.01
Service Training
Test conditions:
Battery min. 11.3 V
Potentiometer calibration --> window 8
NOTE:
If no calibration is possible, there may be a problem with the pedal mechanism in addition to
a defective potentiometer.
VERSION 1.6
Section
19
Not calibrated
A new LHC control module was installed in the vehicle so that the reference value of the
potentiometer must be transmitted to the module. --> window 8 (calibration)
NOTE: If the LHC module is not supplied with electric power for several hours, error code 19 can
appear --> window 8 ( calibration)
Truck responses: W E L F S
20
21
22
23
26
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Error number
H01 / Chapter 1
350 804 4701.0201
VERSION 1.6
Service Training
Section
02.01
Page
2
115
27
28
31
The voltage values of potentiometers 1B2.1 and 1B2.2 do not match, and neither is 0 V.
The values supplied by both potentiometers are not within the admissible tolerance range.
Possible cause: potentiometer
32
The voltage value of potentiometer 1B2.1 is either too low or too high.
The voltage value supplied by potentiometer 1B2.1 is not within the admissible range. It is either
below 0.8 V or over 9.2 V. Check this value in window 6. For a setting of the maximum values see
the description in window 6. If an adjustment can not be carried out successfully, the potentiometer
could be defective.
Truck responses: W B L
33
The voltage value of potentiometer 1B2.2 is either too low or too high.
The voltage value supplied by potentiometer 1B2.2 is not within the admissible range.
Possible cause: potentiometer
Truck responses: W B L
34
35
36
116
02.01
Service Training
37
Brake switch 1 (1S5) breaker and maker have the same signal.
The brake switch does not change its outputs from 0 to 1 and from 1 to 0. --> window 4
Possible causes: brake switch defective, open connection (check negative signals coming from
brake switch to LHC module)
Truck responses: W B
38
Switching sequence of brake switch 1 (1S5) and brake switch 2 (S14) is not OK.
The controller first expects (operation of brake pedal) brake switch 1 (1S5), before brake switch
2 (S14) becomes active. --> window 4
Possible causes: both brake switch connectors interchanged; brake switch 1 (1S5) not
connected, brake switch 1 defective; cable loom from brake switch 1 to LHC module
Truck responses: W B
39
41
43
44
45
46
VERSION 1.6
Page
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VERSION 1.6
Service Training
Section
02.01
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2
117
47
51
52
53
54
55
56
57
118
02.01
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58
59
61
62
65
66
67
VERSION 1.6
Page
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Section
VERSION 1.6
Service Training
Section
02.01
119
NOTE:
If there is a single error code between 70 - 99, the LHC module can be assumed to be defective.
If further codes under 70 are detected, these must be considered first.
NOTE:
If there is no diagnostic output of module LHC 1N2 and/or the vehicle can not be started, and/
or the warning lamp is not on, LHC module 1N2 can be assumed to be defective if the following
conditions are fulfilled:
- Fuse 1F17 and 1F18 are OK
- Power supply, positive and negative signals present
- Diagnostic cable (communications to the test module/ laptop) is OK
WINDOW 32
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02.01
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120
WINDOW 4
INPUTS
Service Training
Switches
VERSION 1.6
Section
Switching states
Seat switch
Pressure switch 6 bar *
Pressure switch 14 bar *
Auxiliary hydraulics
Double digits represent selective switches, single digits either a breaker or maker.
The switching states are indicated by the digits 0 and 1:
0: contact open
1: contact closed
The 4 signals from 1S25 are either provided by the single-pedal lever or by the encoded plug
for double-pedal.
0: < 6 bar
1: > 6 bar
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VERSION 1.6
Service Training
1S2 Lift pressure
02.01
Page
2
121
0: < 14 bar
1: > 14 bar
WINDOW 41
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350 804 4701.0201
Section
XY
00
11
00
XY
11
00
00
not operated
operated
possibly not present
XY
00 /
00 /
11 /
11 /
XY
11: 1-pedal at zero position
11: 1-pedal forward
11: 1-pedal reverse
00: 2-pedal
02.01
Page
122
WINDOW 5
OUTPUT SIGNALS
ALL SOFTWARE VERSIONS
Service Training
Window 5 displays the output signals. The indicated components are numbered and correspond to the
designation in the wiring diagram.
VERSION 1.6
Section
Fault lamps
Stop light
Flashing light during reversing
Reversing light
0
1
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Section
VERSION 1.6
Service Training
02.01
Page
2
123
NOTE:
Light off
Light on
H01 / Chapter 1
350 804 4701.0201
WINDOW 51
XYZ
XYZ
02.01
Page
124
WINDOW 6
ANALOGUE SIGNALS
Service Training
Window 6 displays the analogue values for the travel and RPM control.
Engine RPM
Current for engine operating magnet
Pump forward current
Pump reverse current
VERSION 1.6
Section
vr:
vs
Power supply 10 V
The voltage is provided by the electronic controller voltage regulator. The specified value is 9,500
- 10,500 mV and it is indicated under vs.
If the value is out of range, the controller assembly must be replaced.
p1:
The maximum values for forward and reverse should be set with the respective pedal
stop screws.
H01 / Chapter 1
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VERSION 1.6
Service Training
Section
02.01
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2
125
TEST CONDITIONS FOR MEASURING VALUES NB1 (ENGINE RPM) AND IY1
(OPERATING MAGNET)
- Accelerator pedals released
- Brake pedal depressed
- Engine idling
iY1
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350 804 4701.0201
NOTE:
iY2
iY3
The maximum values of nB1 and iY1 are set in the electronic controller as fixed
parameters.
To measure iY1 and iY2, release the brake pedal.
i = 440 - 460 mA
Depress forward
pedal fully
i = max 1180 mA
i = 440 - 460 mA
Depress reverse
pedal fully
i = max 1180 mA
NOTE:
If the current is out of range when the traction wheels begin to rotate, the start of control
on the hydraulic remote control must be adjusted.
The maximum value is specified in the electronic controller as a fixed value.
02.01
Service Training
Page
126
WINDOW 61
VERSION 1.6
Section
vs:
v1:
p1:
v1 + v2:
v2:
v3:
WINDOW 62
v1:
iY2:
iY3:
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350 804 4701.0201
VERSION 1.6
Service Training
WINDOW 7
Section
02.01
Page
2
127
This window displays the parameters specified by the controller. These parameters can be modified up
to certain limits.
H01 / Chapter 1
350 804 4701.0201
NOTE:
WINDOW 71
Vmax can only be modified by changing nmax (engine RPM) or gmax (pump swashplate angle).
The speed is changed in steps of 50 RPM.
A change of nmax is only effective if the brake pedal is released and the accelerator pedal fully
depressed.
The speed of n1S1 and n1S2 can be changed in steps of 100 RPM.
In window 71 the parameters shown in window 7 can be reset to their factory default settings.
The parameters are reset to their factory default settings by pressing the CE key.
02.01
Service Training
Page
128
WINDOW 72
accl
toff
tbrk
WINDOW 73
VERSION 1.6
H01 / Chapter 1
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Section
VERSION 1.6
Service Training
WINDOW 74
Section
02.01
Page
2
129
vlim: Indication of the factory-set maximum truck speed. Can not be modified!
H01 / Chapter 1
350 804 4701.0201
WINDOW 75
iY2s: Transition current for pump forward, adjustable (420 - 480, in steps of 10)
iY2e: Final current value for pump forwards, adjustable (1120 - 1200, in steps of 10)
iY3s: Transition current for pump reverse, adjustable (420 - 480, in steps of 10)
iY3e: Final current value for pump reverse, adjustable (1120 - 1200, in steps of 10)
02.01
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130
WINDOW 76
VERSION 1.6
Section
WINDOW 8
v1:
p1:
For the calibration of the traction potentiometer the brake pedal must be depressed and the ignition
switched on. The calibration is then confirmed by pressing the <ENTER> key.
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Section
02.01
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2
131
Page
2
132
02.01
Service Training
2.10.2
2.10.2.1
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Section
Service Training
H01 / Chapter 1
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1
2
3
4
5
6
7
8
9
10
11
12
1Y2
1Y3
1Y4
V
U
Tandem pump
Bypass valve
Hydraulic variable pump HPV 55 -02
Test port - servo piston "Y"
Test port F" - pilot pressure upstream of release valve
Test port - servo piston "Z"
Test ports - (HP)
Hydraulic damper
Steering control valve
Pressure filter
Brake valve
Drive axle AH 20 -01
Control magnet, forward
Control magnet, reverse
Release valve
Flushing oil inlet, from HPV 55 -02
Flushing oil outlet, to oil cooler
Section
02.01
Page
2
133
Section
Page
134
2.10.2.2
Service Training
02.01
TEST AIDS
The screw couplings, adapters, test lines and pressure gauges required for the measurements are contained
in the test case.
Section 2.10.2.3
Section 2.10.2.4
Section 2.10.2.5
Before commencing with the activities described below, first check the oil level and top up the oil, if required.
The installation points for pressure gauges or plugs are shown in the line hook-up diagram.
In some test steps the Drive axle AH 20 -01 must be disconnected. In this case proceed as follows:
Unscrew the union nuts on the HP hoses connected to the AH20 -01 drive axle, plug the openings and
reconnect the hoses.
=
=
=
=
=
=
If not specified otherwise, all pressure measurements must be performed with the brake pedal released.
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If a pressure gauge or a plug must be installed for a test procedure, first depressurise the tank by unscrewing
the breather valve.
Section
Service Training
02.01
Page
2
135
Test point
Pressure (bar)
Zero position
Zero position
Depressed approx. 20 mm
F pedal fully depressed
R pedal fully depressed
Zero position
Zero position
F
F
F
Y
Z
BR
BR
17.5
0
17.5
17.5
17.5
17.5
0
released
depressed
released
released
released
released
depressed
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350 804 4701.0201
Test port: 7
Brake pedal released, brake piston of valve 11 pushed in fully with a long screwdriver. Forward or reverse
pedal depressed.
Specified reading: 420 20 bar
210 rev/min
210 rev/min
Section
Page
2
136
2.10.2.3
02.01
Service Training
POWER-ASSISTED STEERING
Two different methods can be used to locate a malfunction in the steering system.
Test
Symptoms
Assessment
Malfunction in servostat
or steering cylinder.
Steering functioning,
truck stopping.
Troubleshooting
as described below.
If the malfunction cannot be localized with this method, use the method described as follows.
Truck blocked up and secured so that both drive wheels can rotate freely.
Engine and travel drive at operating temperature.
Front cover removed.
Brake applied.
TEST
Connect a HP pressure gauge with test fitting (tee) to port P2 of the tandem pump and a LP pressure gauge
to port F of the throttle. Start the engine, release the brake and read the pressure at F at low idling speed.
If the pressure is under 17 bar, continue the troubleshooting as described in "Hydrostatic Travel Drive".
If the pressure is 17 bar or over, carry out the following test procedure.
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TEST
Service Training
Section
02.01
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2
137
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With engine at idling speed, turn the steering wheel to the right and left through the full cycle, hold it briefly
and assess operation according to the following evaluation table:
Symptoms
Readings
Assessment
1. Stiff steering.
HP less than
120 bar.
Boost pressure 17 bar
or more.
Safety valve of
servostat defective
HP under
120 bar.
Boost pressure under
17 bar.
Gear pump 11 cc
defective.
Replace the tandem
pump.
Leak in servostat or
steering cylinder. Check
as described below.
HP approx.
120 bar as required.
Boost pressure 17 bar
or over.
Section
Page
2
138
2.10.2.4
02.01
Service Training
TEST
Symptoms
Assessment
Parking brake
in order.
After this test, lower the truck to check the braking characteristics of the moving truck.
For this test push the brake pedal fully down with the travel pedal depressed. The wheels should lock without
the truck pulling to one side. If the test results differ from the above diagnostics, determine and remedy the
fault by following the troubleshooting procedures.
2.10.2.4.2 TROUBLESHOOTING
TEST REQUIREMENTS
-
Truck blocked up and secured so that both traction wheels can rotate freely.
Engine cover raised.
Floor plate removed.
Pedal adjustment in order.
Engine and travel drive at operating temperature.
Front cover plate removed.
Brake pedal locked in position "brake applied".
H01 / Chapter 1
350 804 4701.0201
Test
Section
Service Training
02.01
Page
2
139
Screw in low pressure gauge into port F of pressure filter. Start the engine and
read the pressure on gauge.
yes
no
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350 804 4701.0201
Plug port E at brake valve with a blanking plug and repeat the test.
yes
no
Screw in low pressure gauge into port BR at Brake valve. Release the brakes and
check the pressure with the engine running.
yes
no
With the engine running, fully depress brake pedal and watch the pressure gauge.
yes
Pressure drops to
approx. 0 bar.
no
Section
Page
Service Training
02.01
140
A
Plug port BR at the brake valve. Start the engine, release the brake, fully depress
the F or R pedal.
yes
no
yes
no
Remove test fitting and reconnect low pressure gauge to port BR (with brake
line). Plug port BR of right brake with banjo screw with cap. Measure the pressure
with the engine running and the brakes released.
yes
no
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350 804 4701.0201
Remove test fitting at port BR and connect low pressure gauge (without brake
line) to port BR at the brake valve. Measure the pressure with the engine running
and the brakes released.
Service Training
2.10.2.5
Section
02.01
Page
2
141
2.10.2.5.1 TROUBLESHOOTING
TEST CONDITIONS
H01 / Chapter 1
350 804 4701.0201
Truck blocked up and secured so that both traction wheels can rotate freely.
Power steering functioning.
Brake pedal locked in position "brake applied".
Electronic controller does not indicate an error (warning lamp not flashing).
Engine can not be started.
Pedal adjustment in order.
No error is indicated during the electrical system diagnostics with the test module or Laptop, and the test
readings and settings are OK.
Section
Page
Service Training
02.01
142
yes
no
yes
Pressure now
approx. 17.5 bar
no
H01 / Chapter 1
350 804 4701.0201
yes
no
AH 20 -01 defective,
repair or replace.
yes
Pressure now
approx. 17.5 bar
no
Section
Service Training
A
02.01
Page
yes
When
1Y4 is operated, pressure
at 5 rises to approx.
17.5 bar.
no
H01 / Chapter 1
350 804 4701.0201
Remove LP pressure gauge at port F" and install at it port Y. Start engine, release
brake, open window 6 and sensitively depress forward pedal. Current iY2 should
rise at diagnostic unit (forward control magnet), pressure rise at Y and wheels
start rotating.
iY2 rising,
pressure stays at 0 bar,
wheels not turning.
Current and
pressure rising, wheels not
turning.
Current and
pressure rising, wheels
turning
yes
yes
yes
Depress forward pedal again and read iY2 at start of wheel rotation.
2
143
Page
2
144
Service Training
02.01
yes
Wheels
start rotating at
i = 440 - 460 mA.
no
yes
no
no
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350 804 4701.0201
Section
yes
Fully depress the forward pedal again and read the pressure.
yes
Pressure at
stop at least
16 bar or more.
no
With F pedal fully depressed, determine avg. wheel speed. Des. value = 210 rpm.
Section
Service Training
02.01
Page
C
yes
Average wheel
speed OK.
no
H01 / Chapter 1
350 804 4701.0201
Connect LP pressure gauge to port F", HP pressure gauge to HP test point (on
right side). Block the brake (with brake release valve by pressing brake piston
down with a long screwdriver), depress the forward pedal, read HP and LP.
As HP rises,
LP drops to 0 bar.
Leakage in the HP
section for forward travel.
Disconnect AH 20 -01 to
localise fault in the HPV
55 -02 or AH 20 -01.
Remove HP pressure gauge from right HP test points and install on left HP test
points (LP pressure gauge stays on port F") and then perform the check with the
reverse accelerator pedal. The readings now refer to the other direction of travel
or components.
2
145
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2
146
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H01 / Chapter 1
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Section
Service Training
STEERING SYSTEM
4.1
H01 / Chapter 1
350 804 4701.0400
1
2
3
4
5
Gear pump
Pressure relief valve 120 bar
Steering valve 45 cm
Make-up valve
Hose safety valves 190 bar
A
B
Working hydraulics
Feed
Section
Page
Page
2
H01 / Chapter 1
350 804 4701.0400
Section
Service Training
Service Training
H01 / Chapter 1
350 804 4701.0400
CONTROLS
Section
Page
Section
Page
H01 / Chapter 1
350 804 4701.0400
5.1
Service Training
Service Training
1
2
3
4
5
Section
Page
CONDITIONS
- Pedals mechanically in good working order.
- Traction pot 1B2 and brake switches 1S5 and S14 are connected.
- Test module connected to interface 6X6.
H01 / Chapter 1
350 804 4701.0400
Section
Page
H01 / Chapter 1
350 804 4701.0400
5.2
Service Training
Service Training
Section
Page
CONDITION
Engine is shut down, threaded rod (5) is removed from the control lever (1) along with the ball of the balland-socket joint (3).
ADJUSTMENT
1 Fasten the ball of the joint (3) in the centre notch of the lever (1).
2 Move the speed control lever (1) by hand against the top idle stop screw (10) and pull the solenoid shaft
and threaded rod (5) out completely.
3 Now adjust the length of the threaded rod (5) so that the socket of the joint (3) can be mounted on the
ball without play, but do not install it yet.
4 Fully retract the solenoid shaft with threaded rod (5) and press the lever (1) against the low idling speed
stop. The socket should now also fit on the ball without play.
H01 / Chapter 1
350 804 4701.0400
NOTE:
If the rod is too long or too short, the position of the ball in the notch of the lever (1) must be changed
and the adjustment repeated as described in step 3.
5 Now press the socket on the ball and tighten the locknut on the ball and socket joint (3).
6 Turning the rod (5) 3/4 of a turn anticlockwise pretensions the rod 0.7 mm.
7 Now lock the nut on the threaded rod (5) at the solenoid end.
Section
Page
Service Training
5.3
NOTE:
The engine can not be started if the actual value sensor B1 is removed or connector X1 is
separated.
ADJUSTMENT
- Slacken nuts (1) and (2).
- Insert a feeler gauge into the gap at the intermediate housing between gear ring (3) and engine speed
sensor B1.
- The correct distance "X" between gear ring (3) and engine speed sensor B1 is 0.5 +0.3 mm.
H01 / Chapter 1
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- Screw on nut (1) at sensor B1 as far as possible and then secure the sensor by tightening nut (2) (10 Nm).
H01 / Chapter 1
350 804 4701.0201
Service Training
02.01
ELECTRICAL SYSTEM
6.1
A1
9A2
45 - 49
80 -95
1B1
1B2
1B10
101 - 103
116 - 121
112 - 114
F1
F2
F3
F4
F5
F8
1F17
1F18
9F16
Fuse 50 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 10 A
Fuse 50 A
Fuse 1 A
Fuse 15 A
Fuse 30 A
3
10
24
49
74
1
133
102
84
G1
G2
3, 4
6
H1
H2
H3
H4
H5
H6
H12
H13
H24
H25
H26
4H7
19
21
24
26
28
30
40
32
34
36
38
73
K2
K3
1K1
9K4
9K1/2/3
Starter relay
Auxiliary relay, terminal 15
Relay terminal 30 in LHC electronics
Additional relay
Relay
9 - 11
75 - 77
103 - 106
92 - 94
82 - 94
M1
9M5
Starter
Fan
7-9
84
1N2
101 - 135
P1
6P3
Hour meter
Composite instrument
17
16 - 41
R1
R2
Glow plugs
Temperature sensor of automatic preheating
49 - 54
47
Section
Page
Page
Service Training
02.01
9R1/2/3
9R4
Resistor
Fan resistor
81, 86, 91
84
S1
S2
S3
S4
S5
S6
S14
1S1
1S2
1S5
1S25
4S8
9S17
Ignition switch
Coolant temperature switch
Oil temperature switch
Engine oil pressure switch
Suction filter vacuum switch
Fuel level warning light switch (option)
Brake pedal switch 2 (Start inhibit)
Pressure switch (6 bar)
Pressure switch (14 bar)
Brake pedal switch 1
Travel direction switch, single-pedal model
Horn button
Temperature switch (85/93 C)
7 - 12
24
26
28
30
32
11
111
113
124 - 126
128 - 133
73
90 - 93
V1/3
9V1/2/3
Decoupling diodes
Decoupling diodes
21, 34
80 - 82
X1
X2
X3
1X10
1X20
1X21
1X23
6X6
9X5
Connector 16 pins
Connector 3 pins
Connector 1 pins
Connector 3 pins
Connector 3 pins
Connector 6 pins
Connector 6 pins
Connector 4 pins
Connector 2 pins
1Y1
1Y2
1Y3
1Y4
1Y5
124
127
130
115
117
1
2
3
Ignition system
Fan control
Electro-hydraulic control
H01 / Chapter 1
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Section
Service Training
02.01
Section
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SWITCHES
Section
Page
02.01
Service Training
H01 / Chapter 1
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SWITCHES
Service Training
02.01
Section
Page
H01 / Chapter 1
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SENSOR
Section
Page
02.01
Service Training
H01 / Chapter 1
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BASIC DIAGRAM DIESEL VERSION, H 12/16/18/20 D-03, SERIES 350 - WITH PRESSURE
SENSOR
H01 / Chapter 1
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Service Training
02.01
6.2
1A1
9A2
Ignition controller
Fan controller
45 - 48
54 - 70
1B1
1B2
1B10
104, 105
122 - 127
118 - 120
1E40
1E41
Distributor
Spark plugs
42 - 48
42 - 45
F1
F2
F3
F4
F5
1F17
1F18
9F16
Fuse 50 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 10 A
Fuse 1 A
Fuse 15 A
Fuse 30 A
1
13
20
43
80
139
108
58
G1
G2
1-2
4
H1
H2
H3
H4
H5
H6
H12
H13
H24
H25
H26
4H7
15
17
20
22
24
26
36
28
30
32
34
80
K2
K3
1K1
9K1/2/3
9K4
Starter relay
Auxiliary relay, terminal 15
Relay terminal 30 in LHC electronics
Relay
Additional relay
7-9
83 - 85
109 - 111
56 - 69
67 - 69
M1
9M5
Starter
Fan
5-7
58
1N2
107 - 141
P1
6P3
Hour meter
Composite instrument
13
12 - 37
9R1/2/3
9R4
Resistor
Fan resistor
55 - 66
58
Section
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Service Training
02.01
S1
S2
S3
S4
S5
S6
S14
1S1
1S2
1S5
1S25
4S8
9S17
Ignition switch
Coolant temperature switch
Oil temperature switch
Engine oil pressure switch
Suction filter vacuum switch
Fuel level warning light switch (option)
Brake pedal switch 2 (Start inhibit)
Pressure switch (6 bar)
Pressure switch (14 bar)
Brake pedal switch 1
Travel direction switch, single-pedal model
Horn button
Temperature switch (85/93 C)
9 - 13
20
22
24
26
28
9
117
119
131
133 - 139
80
70 - 73
1T1
Ignition coil
42 - 44
V1/3
9V1/2/3
Decoupling diodes
Decoupling diodes
17, 30
55 - 57
X1
X2
X3
1X10
1X20
1X21
1X23
6X6
9X5
Connector 16 pins
Connector 3 pins
Connector 1 pins
Connector 3 pins
Connector 3 pins
Connector 6 pins
Connector 6 pins
Connector 4 pins
Connector 2 pins
1Y1
1Y2
1Y3
1Y4
1Y5
130
133
136
121
123
1
2
3
Ignition system
Fan control
Electro-hydraulic control
Stromlaufplan Sonderausrstung
Bremslicht
Rckfahr-Blinksignal
Rckfahr-Permanentsignal
Sitzschalter Schlieen
Sitzschalter ffnen
Codierstecker for Zweipedalsrkennung
Fahrtrichtungsschalter Einpedal
ISO-Schnittstelle
Rufilter
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Service Training
02.01
Section
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H01 / Chapter 1
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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
Section
Page
6
10
02.01
Service Training
H01 / Chapter 1
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BASIC DIAGRAM LPG VERSION, H 12/16/18/20 T-03, SERIES 350 - WITH PRESSURE SWITCHES
Service Training
Section
02.01
Page
6
11
H01 / Chapter 1
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Section
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6
12
02.01
Service Training
H01 / Chapter 1
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Section
H01 / Chapter 1
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Service Training
02.01
6.3
7A1
7A1
7A2
7A2
7A3
Controller (LPG)
Controller particle filter (Diesel)
Servo (LPG)
Glow plug current regulator (Diesel)
Diagnostic LED
130 - 149
163 - 187
151, 152
178 - 179
187
7B1
7B1
7B2
126, 127
170 - 171
182 - 183
5E2
5E3
5E4
5E5
5E6
5E7
5E8
9E21-26
18
20
22
24
23
26
28
1 - 13
5F5
5F6
5F7
5F8
5F9
5F10
7F1
7F2
7F11
7F12
7F13
9F4
9F5
9F11
9F12
9F13
9F14
Fuse 10 A
Fuse 15 A
Fuse 5 A
Fuse 5 A
Fuse 15 A
Fuse 15 A
Fuse 5 A
Fuse 1 A
Fuse 30 A
Fuse 20 A
Fuse 5 A
Fuse 10 A
Fuse 10 A
Fuse 15 A
Fuse 15 A
Fuse 15
Fuse 10 A
18
20
22
24
31
35
135
136
165
162
164
93
115
3
5
11, 49, 54, 59
212
4H14
4H23
5H8
5H9
5H10
5H11
5H18
5H19
7H22
7H23
9H3
Revolving light
Switch light (1.2 W)
Turn signal light, front left
Turn signal light, rear left
Turn signal light, front right
Turn signal light, rear right
Switch light (1.2 W)
Switch light (1.2 W)
"On" light
Emergency stop light
Switch light (1.2 W)
45
79
33
31
36
37
23
36
190
175
93
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14
Service Training
02.01
9H4
9H16
9H17
115
7
10
K2
5K1
5K10
7K3
7K4
7K5
7K6
7K7
7K8
9K5
9K6
Starter relay
Flasher unit
Relay for optional equipment
Regeneration ihibit relay
Start inhibit relay
Warning stage 1 relay
Time relay
Auxiliary starter relay
Reset relay
Wiper relay, front
Wiper relay, rear
205 - 208
36 - 38
49 - 51, 54 - 56, 59 - 61
160 - 163
186 - 190
179 - 184
168 - 170
199 - 202
173 - 177
78 - 83
100 - 105
7M4
7M5
9M1
9M2
9M6
Fan
Metering pump
Wiper motor, front
Wiper motor, rear
Heater fan
162
168
78 - 82
100 - 104
212
7R2
Glow plug
178
4S15
5S11
5S12
5S13
7S1
7S16
7S17
9S1
9S2
9S3
9S4
9S10
9S11
44 - 46
18 - 23
31 - 38
34, 35
134
162
171 -175
2-7
9 - 13
88 - 94
110 - 116
65
69
7V1
7V2
7V3
Rcovery diode
Decoupling diode
Decoupling diode
166
184
184
X3
X3.1
5X1
5X2
5X3
7X1
7X2
7X2
Connector 1 pin
Connector 1 pin
Connector 8 pins
Connector 6 pins
Connector 3 pins
Connector 2 pins
Connector 2 pins (LPG)
Connector 4 pins (Diesel)
162
167
18 - 38
23 - 38
28
126
127
162 - 164
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Service Training
02.01
7X4
7X4
7X5
9X1
9X2
9X7
9X8
9X10
134
182, 183
139 - 146
79 - 81
101 - 103
1, 8, 11
5, 7, 13
49, 51, 54, 56, 59, 61
7Y3
Cut-off valve
164
*)
**)
***)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Working light
Lighting
Directional indicator and hazard warning
Revolving light
Stop light
Back-up flasher signal
Continuous back-up light signal
Seat switch
Engine speed increase option
Front windscreen wiper
Rear windscreen wiper
Lambda control
Particle filter system
Heating system
Stromlaufplan Grundausrstung
max 2 AS pro Kontaktebene
Zndspule
9F4, 9F5 in Sicherungsleiste III, Kammer 5 + 6
Masse ber Fahrerschutzdach mit A6-2.5
zum Zndstartschalter
zum Generator
zum Bremspedalschalter
zum Anlasser
Page
6
15
Basic diagram
max. 2 working lights per contact layer
Ignition coil
9F4, 9F5 in fuse box III, chamber 5 + 6
Earth signal via overhead guard using A6-2.5
to ignition switch
to alternator
to brake pedal switch
to starter
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Service Training
Section
02.01
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6
17
Section
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18
02.01
Service Training
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02.01
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6
19
Page
6
20
02.01
Service Training
H01 / Chapter 1
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Section
Section
Service Training
6.4
H01 / Chapter 1
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F2
F3
F4
F5
1F17
1F18
5F5
5F6
5F7
02.01
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21
5F8
5F9
5F10
9F4
9F14
9F5
9F11
9F12
9F13
Sidelights, right, 5 A
Main fuse, lighting terminal 15, 15 A
Main fuse, lighting terminal 30, 15 A
Wiper, front, 10 A
Heater, 10 A
Wiper, rear, 10 A
Working light, 15 A
Working light, 15 A
Working light, 15 A
free
for
UPA
II Lighting acc.
to STVZO
I Basic Version
1-6
Fuse Input
BK
WH
BU
OG
BN
green
violet
red
yellow
grey
A-F
Fuse Output
1-6
Fuse Input
A-F
Fuse Output
1-6
Fuse Input
GN
VT
RD
YE
GY
Section
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6.5
6
22
02.01
Service Training
COMPOSITE INSTRUMENT
The composite instrument contains the following control and indicator elements:
Hour meter
Hour meter ON indicator
Engine temperature warning light
Hydraulic oil temperature warning light
Engine oil pressure warning light
Directional indicator light*
Battery charge indicator light
Fan warning light
LHC warning light for system faults in the electronic control unit
Air filter warning light
Fuel level warning (Diesel)
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1
2
3
4
5
6
7
8
9
10
11
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Service Training
Section
02.01
Page
INDICATOR
FUNCTION
POSSIBLE CAUSE(S)
NOTE
The elapsed service hours should be recorded when replacing a faulty hour meter.
Record the data on durable tape and affix
near the hour meter.
Fan faulty
Fan motor brushes worn
Fan motor fuse blown
Thermal switch faulty
Radiator faulty
Cables defective
Leak in cooling circuit
Dirt on radiator
- Fuse defective
- Fan motor defective
- Fan motor shorted
* Option
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02.01
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Section
Service Training
HYDRAULIC SYSTEM
7.1
SCHEMATIC
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1
2
3
4
7
8
20
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7.2
Service Training
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1
2
3
Slide
Fastening screws
Slide cover
Service Training
7.3
Section
Page
The pressure-limiting valve (1) is built into the first section of the control valve block.
- Connect the pressure test gauge to the working hydraulic unit (pertaining to the type with accessory
hydraulic unit, the quick coupling is the best position for this).
- Loosen the lock nut (2) of the adjusting screw (3).
- Set the pressure level according to the table by turning the adjusting screw (3).
NOTE:
Set values only apply to the upper idle speed of the engine.
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Duplex
H 12
175 +5 bar
165 +5 bar
H 16
215 +5 bar
200 +5 bar
H 18
230 +5 bar
210 +5 bar
H 20
250+5 bar
230 +5 bar
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Service Training
02.01
Section
Page
9.1
ENGINE
9.1.1
ENGINE SPECIFICATIONS
Engine model
VW ADF
Number of cylinders
Displacement
1781 cc
Compression
9 - 12 bar
Wear limit
7.5 bar
Nominal speed
2300 rpm
Speed limitation
3200 rpm
Valve clearance
self-adjusting
27 kW at 2300 rpm
Ignition timing
0.8 mm
Firing order
1-3-4-2
Spark plugs
W8 DTC
Section
Page
9.1.2
TOOTHED BELT
9.1.2.1
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1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
V-belt pulley
Fastening screw (20 Nm)
V-belt
Fastening screw (10 Nm)
Lower toothed belt guard
Hex head screw (180 Nm)
Crankshaft sprocket
Fastening screw (80 Nm)
Intermediate shaft sprocket
Service Training
9.1.2.2
REMOVAL
- Remove the V-belt, pulley and upper and lower toothed belt
guards.
- Mark the running direction of the toothed belt.
- Loosen the idler pulley and remove the toothed belt.
INSTALLATION
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NOTE:
- Bring the mark on the pulley in line with the mark on the
intermediate shaft sprocket (TDC of cylinder no. 1).
- Install the toothed belt on the camshaft sprocket.
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Service Training
- Bring the mark on the ignition timing gear in line with the mark
on the rocker cover -A- or the toothed belt guard -B- (arrow).
- Install and tension the toothed belt on the camshaft sprocket.
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NOTE:
Service Training
9.1.2.3
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Service Training
CYLINDER HEAD
9.1.3.1
NOTE:
If a replacement cylinder head with camshaft is installed, valve clearances do not need to be
adjusted. The contact surface between the bucket tappets and cam faces must be oiled after
installation of the head.
The plastic caps supplied for the protection of the open valves must not be removed until just
before the installation of the cylinder head.
If the cylinder head is replaced, the cooling system must be filled with fresh coolant.
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9.1.3
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Toothed belt
Nut (10 Nm)
Camshaft sprocket
Rocker cover gasket
Cylinder head gasket
Cylinder head
Cylinder head bolt
Plug
Service Training
REMOVAL
Remove the cylinder head bolts in the given sequence.
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INSTALLATION
Engine cold
Pistons not at TDC
NOTE:
- To centre the gasket, screw a guide pin into the holes for the
number 8 and 10 cylinder head bolts.
- Put the cylinder head gasket in place.
- Install the cylinder head, fit the remaining 8 cylinder head
bolts and tighten by hand.
- Remove the guide pins through the bolt holes and fit the
cylinder head bolts.
NOTE:
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Service Training
2.
NOTE:
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Service Training
- Remove the rocker cover.
- Turn the crankshaft at the sprocket fastening screw until the
cams of the tappets to be checked are pointing upwards.
- Determine the clearance between cams and tappets.
- If the clearance exceeds 0.1 mm, replace the tappet. If the
clearance measured is less than 0.1 mm or nil, continue the
check as follows:
- Press the tappet down with a wooden or plastic wedge. If free
travel in excess of 0.1 mm is perceptible before the valve
opens, replace the tappet.
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NOTE:
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Service Training
10
9.2
ELECTRICAL SYSTEM
9.2.1
ELECTRONIC IGNITION
DESCRIPTION
The engine is provided with a Bosch transistorised coil ignition system (TSZ) with contactless ignition control.
Ignition timing without mechanical contacts has the following advantages:
- The ignition system and the contact breaker are not subject to wear so that they are completely
maintenance-free.
- The ignition timing is accurate for all engine operating conditions and remains nearly constant for the entire
service life of the distributor.
The main feature of this ignition system is the trigger pulse generator which replaces the cam-actuated
contact breaker. The purpose of the pulse generator is to generate control pulses without the aid
of mechanically-operated contacts, i.e. "breakerless" control. The control signals are transmitted to the
transistorised ignition switch unit. The pulse generator is a Hall generator.
CIRCUIT DIAGRAM
Terminal "15"
A1
E40
E41
T1
Earth
=
=
=
=
Switch unit
Distributor with Hall generator
Spark plugs
Ignition coil
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- Reliable ignition at high engine speed and optimum energy performance at low engine speeds as the dwell
angle is electronically controlled and contact chatter eliminated.
Section
Service Training
TSZ-H IGNITION SYSTEM (TRANSISTORISED IGNITION SYSTEM)
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9.2.1.1
Page
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Trigger wheel
Clip
Vacuum diaphragm (not connected)
Screw (20 Nm)
Terminal
TSZ-H electronic control unit
Heat sink
Ignition lead
Terminal 4
Terminal 15 (+)
Terminal 1 (-)
Ignition coil
9
11
Section
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12
9.2.1.2
Service Training
In order to avoid injuries to persons and/or damage to the TSZ-Hall System the following must be noted when
working on vehicles with the TSZ-Hall System:
The ignition must be switched off before any ignition wiring - including HT leads and test appliance leads
- is disconnected or connected.
When the engine is to be turned at starter speed without starting (e.g. when checking the compression) pull
the HT lead (terminal 4) out of the distributor and earth it.
A starting boost with quick charger is only permissible for 1 minute at a maximum of 16.5 Volts.
Ignition must be switched off before washing the engine.
When electric and spot welding is required the battery must be disconnected completely.
9.2.1.3
INSTALLATION OF DISTRIBUTOR
Engine installed
- Set flywheel (1) to TDC on cylinder No. 1.
1
2
3
Flywheel
Reference mark
TDC mark
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Vehicles which have a defect in the ignition system or where this is suspected may only be towed with the
TSZ-H switch unit disconnected.
Service Training
VERSION A
The mark on the ignition timing sprocket must be in line with
the rocker cover (arrow).
VERSION B
The mark on the ignition timing sprocket must in line with the
arrow on the toothed belt guard.
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- Set the take-up journal for the oil pump shaft parallel to the
crankshaft.
Section
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13
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9.2.1.4
9
14
Service Training
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Section
Service Training
CHECKING THE TSZ-H IGNITION SYSTEM
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9.2.1.5
Page
S1
T1
Ignition switch
Ignition coil
IGNITION COIL T1
- Measure the primary resistance between terminals 1 (-) and 15 (+).
Desired value: 0.52 to 0.76 W
- Measure the secondary resistance between terminals 4 and 15.
Desired value: 2.4 to 3.5 kW
9
15
Section
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9.2.1.5.1
9
16
Service Training
SWITCH UNIT A1
TEST REQUIREMENT
- Ignition coil is in order.
TEST
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- Unhook the clip and disconnect the plug from the TSZ switch unit.
- Connect the voltmeter to pins 4 (+) and 2 (-) of the male plug.
- Turn on the ignition.
Desired value: Approximate battery voltage, otherwise locate discontinuity with the wiring diagram, and
remedy fault.
- Switch off the ignition.
- Reconnect the plug at the TSZ switch unit.
- Press on the clip and disconnect the Hall generator plug (distributor).
Service Training
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17
- Connect the voltmeter between terminal 1(-) and terminal 15 (+) of the ignition coil.
- Switch on the ignition.
Desired value: min. 2 V, must drop to 0 V after 1 to 2 seconds. If not, replace the TSZ switch unit and test
the ignition coil for emerging sealing compound; replace it as well, if required.
- Touch the centre pin of the distributor connector to earth. The voltage should briefly read at least 2 V. If
not, locate the break in the centre cable and remedy the fault, or replace the TSZ switch unit.
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- Connect the voltmeter to the outside pins on the Hall generator (distributor).
- Switch on the ignition
Desired value: min. 5 V
NOTE:
If the malfunction persists despite obtaining the desired values, replace the TSZ switch unit, or
locate and remedy a break in the cable between the Hall generator plug and the switch unit.
Section
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9.2.1.5.2
9
18
Service Training
HALL GENERATOR
TEST REQUIREMENTS
-
TEST
- Pull the high voltage lead terminal 4 out of the distributor and earth it with the aid of another cable.
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- Remove the rubber boot on TSZ-H switch unit connector. The plug remains connected.
Service Training
CHECKING THE SPEED LIMITER
Check the resistance at the speed limiter contacts.
Specified value: 4 - 6 kW.
If the specified value is not obtained: renew the speed limiter.
CHECKING THE STALL SPEED
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19
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20
LPG INSTALLATION
9.3.1
SCHEMATIC
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9.3
1
2
3
4
5
6
7
Air filter
Ignition switch
LPG cylinder
Combined gas cut-off valve
Gas pipe
Cylinder - shutoff valve
Gas pipe
Shutoff valve - vaporizer
Vaporizer / pressure regulator
8
9
10
11
12
13
Vacuum pipe
Mixer - secondary section of vaporizer
Gas pipe
Vaporizer - mixer
Engine
Intake manifold
Mixer
Pressure relief valve
Service Training
9.3.2
Section
Page
9
21
LPG MIXER
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MOUNTING
Section
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9
22
Service Training
Mixer CA 55
IDLE MIXTURE
- Screw in idle mixture adjustment screw (1) as far as possible and then turn out 2 to 3 turns.
- Connect the "CO" tester.
- Start the engine and measure the "CO" content with the engine at operating temperature at lower idle speed
(1030 - 1080 rpm).
Setting: "CO" content 0.06 - 0.08 %
If "CO" content is over 0.08 %, turn screw (1) out further, but the engine must run smoothly.
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Mixer CA 50
Service Training
Section
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9
23
During the measurement, the engine speed must not drop below 2300 rpm. If this is the case,
a trouble-shooting is required.
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ATTENTION
After the test, the pressure-relief valve must be reset to the proper pressure.
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24
H01 / Chapter 1
350 804 4701.0400
Section
Service Training
Service Training
Index
02.01
Page
H01 / Chapter 1
350 804 4701.0201
section/page
Injection pump adapter
1/10
1/2, 9/5
6/1
6/7
1/14
Composite instrument
6/22
Compression pressure
1/17
7/2
Controls
5/1
Crankshaft sprocket
1/7
Crankshaft
1/2, 9/6
Cylinder head
1/14, 1/15
1/14
2/33, 2/35
Diesel engine
1/1
2/1
Distributor
9/12
2/20
Drive pump
2/12
2/4
6/21
2/30
Electrical system
6/1, 9/10
Electric-hydraulic adjustment
2/13
Electric-hydraulic control
2/16
2/2
Electronic ignition
9/10
1/1
9/1
5/6
Engine timing
1/9
Page
02.01
Service Training
1/5
Fuel injectors
1/11
1/12
Fuel pressure
1/13
Functional test
2/138
1/19
1/20
1/10
Hall generator
9/18
Help Function
2/38
2/15
2/138
2/18
2/7
2/26
Hydraulic motor
2/20
2/22
Hydraulic system
7/1
2/132
Hydraulic tappets
1/18
2/17
2/141
1/10
Ignition timing
9/14
1/12
Leakages
1/13
2/36
2/32, 2/33
2/31
LPG engine
LPG installation
9/20
LPG mixer
9/21
2/41, 2/42
2/62, 2/63
H01 / Chapter 1
350 804 4701.0201
Index
H01 / Chapter 1
350 804 4701.0201
Service Training
Index
02.01
Page
2/97, 2/98
6/9
2/132
Pedal stroke
5/2
Piston at TDC
1/15
Power-assisted steering
2/136
Pressure-limiting valve
7/3
2/17
2/23
2/22
Speed control
5/4
1/8
Steering system
4/1
2/17
Switch unit A1
9/16
Test aids
2/134
Toothed belt
9/2
Towing device
2/19
Transmission
2/1
2/5
2/136
2/136
Troubleshooting
Troubleshooting, explanation
2/134
Truck diagnostics
2/30
9/11, 9/15
TSZ-Hall system
9/12
Variable pump
2/11
Wheel drive
2/20
Page
4
H01 / Chapter 1
350 804 4701.0400
Index
Service Training
H01 / Chapter 1
350 804 4701.0201
LINDE AG
Werksgruppe Flurfrderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: service.training@linde-fh.de