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Service Manual

AC Reach Trucks Consisting of electric and hydraulic explanations

Developed and Collected By: Techn. Doc./LT

Date:

June 15th, 2004

Revision Level: 1 Updated: August 24th, 2004

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Contents 1 Electrical operation ...................................................................................3

1.1 Using the schematic diagram................................................................................... 3 1.2 Connecting the battery ............................................................................................. 4 1.3 Additional safety circuit (emergency power off) ....................................................... 5 1.4 Turning on the key switch (S11)............................................................................... 5 1.5 CAN bus communication.......................................................................................... 7 1.6 Safety pedal ............................................................................................................. 7 1.7 Steering request ....................................................................................................... 7 1.8 Electric power steering controller ............................................................................. 8 1.9 Travel request .......................................................................................................... 9 1.10 Reverse braking request ........................................................................................ 12 1.11 Regenerative braking ............................................................................................. 12 1.12 Lifting and lowering requests ................................................................................. 12 1.13 Lifting operation...................................................................................................... 13 1.14 Lowering operation................................................................................................. 13 1.15 Auxiliary functions .................................................................................................. 14

2 Console ..................................................................................................17 2.1 Heading screen ...................................................................................................... 18 2.2 Set Model submenu (in the Config Menu) ............................................................. 19 2.3 Set Options submenu (in the Config Menu)........................................................... 20 2.4 Adjustments submenu (in the Config Menu).......................................................... 20 2.5 Parameter Change submenu (in the Main Menu).................................................. 21 2.6 Tester submenu (in the Main Menu) ...................................................................... 21 2.7 Save Parameter function (in the Main Menu) (Do not use in AC reach trucks!).... 21 2.8 Restore Parameter function (in the Main Menu) (Do not use in AC reach trucks!) 22 2.9 Alarms submenu (in the Main Menu) ..................................................................... 23 2.10 Program VACC function (in the Main Menu).......................................................... 24

3 Parameter descriptions...........................................................................25 3.1 Display unit controller (SICOS) (Mode 1)............................................................... 25 3.2 Traction motor controller (AC2T) (Mode 2) ............................................................ 31 3.3 Pump motor controller (AC2P) (Mode 5) ............................................................... 38 3.4 Electric power steering controller (EPS) (Mode 6)................................................. 40 3.5 Hydraulic valve controller (MHYRIO) (Mode 9)...................................................... 45

4 Testing truck functions............................................................................50 4.1 Testing the truck directly via the truck’s display unit (SICOS) ............................... 50 4.2 Testing the truck with the console.......................................................................... 57

5 Alarm codes............................................................................................70 5.1 Display unit controller (SICOS) (Mode 1)............................................................... 70 5.2 Traction motor controller (AC2T) (Mode 2) ............................................................ 72 5.3 Pump motor controller (AC2P) (Mode 5) ............................................................... 76 5.4 Electric power steering controller (EPS) (Mode 6)................................................. 80 5.5 Hydraulic valve controller (MHYRIO) (Mode 9)...................................................... 85

6 Hydraulic operation.................................................................................87 6.1 Hydraulic symbols .................................................................................................. 88 6.2 Mast lifting .............................................................................................................. 93 6.3 Mast lowering ......................................................................................................... 94 6.4 Operator requests reaching ................................................................................... 96 6.5 Operator requests retracting .................................................................................. 97 6.6 Operator requests tilting up.................................................................................... 98 6.7 Operator requests tilting down ............................................................................... 99 6.8 Operator requests side-shifting to the left ............................................................ 100 6.9 Operator requests side-shifting to the right.......................................................... 101 6.10 Auxiliary cylinder and valve section (optional) ..................................................... 101 6.11 Adjusting lifting pressure ...................................................................................... 102 6.12 Adjusting maximum lowering speed (mechanical)............................................... 102 6.13 Emergency lowering............................................................................................. 103 6.14 Fluid recommendations........................................................................................ 104

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1 Electrical operation This chapter discusses the electrical operating principle of the AC reach truck. The standard model and its electrical schematic diagram are used as an example. Please use the correct schematic diagram for the specific model. The latest schematic diagrams are available from the manufacturer’s Web site. This chapter will not address every detail of the electrical operation of the truck. To troubleshoot a particular component, you will need to locate the component on the appropriate page of the schematic diagram and check the circuitry associated with it. You will need to have the schematic diagram at hand for reference while reading the explanation. Make sure that you have the correct schematic diagram with regard to the model and its age.

1.1 Using the schematic diagram As an exercise, please locate the section shown in Figure 1.1 on the actual schematic diagram (TS840303). Page 1/24, zone 13, wire 1L1:

Figure 1.1 Section of page 1 of the electrical schematic diagram

Note the numbers below the wire identifier 1L1. These (4/12) direct you to the page and zone where the wire is connected. This procedure is used to follow circuits throughout the schematic diagram. If the numbers are given without the slash (/), the connection is on the same page of the schematics.

• All references marked with “L” are positive (+)

• All references marked with “M” are negative (-)

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As the next exercise, please locate the connection to which the previous exercise referred. Page 4/24, zone 12, wire 1L1:

Figure 1.2 Section of page 4 of the electrical schematic diagram

Once again, note the numbers below the wire identifier 1L1. These (1/13) direct you back to the page (and zone) of the first exercise.

1.2 Connecting the battery When the battery is connected, B+ flows through connector X12:1 to the listed contactor connections and fuses. From the fuses, it feeds several areas of the truck. It is also connected to the emergency power off switch. The B+ feed is connected to:

Page Zone Component(s)

4/24 12 1F1

4/24 12 K11 Contactor

4/24 S12 Emergency Disconnect

B- is connected to several fuses and motor controllers, the horn, the working lights, the steering feedback sensors, and to optional features.

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The B- feed is connected to:

Page Zone Component(s)

1/24 13 Connection

1/24 17 Connection

1/24 19 Connection

1/24 24 10F2 Fuse

1/24 25 11F2 Fuse

1/24 26 12F2 Fuse

1.3 Additional safety circuit (emergency power off) If the emergency power off switch is in the normal closed position, B+ continues to flow to the key switch (S2). B+ also flows to the main power contactor K11. Should the operator need to remove power from the system at any time, the emergency power off switch can be pressed. With the switch depressed (down), the connection opens and removes B+ from the main contactor coil (K11). With the switch in the operational (up) position, B+ is connected to the following points:

Page Zone

4/24 12

4/24 13

13/24 14

1.4 Turning on the key switch (S11) Please refer to the appropriate section of the electrical schematics. When the key switch (S11) is turned to the on position, B+ flows to the traction motor controller and to the B+ terminal of the K11 coil. This causes the K11 contactor to become energised. B+ now feeds the tip of the K12 contactor.

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Figure 1.3 Powering the truck

B+ also flows to control fuses 10F1 and 11F1, which feed B+ to the other controllers. The individual controllers (display unit controller, traction motor controller, pump motor controller, electric power steering controller and hydraulic valve controller) begin their internal checks to verify that all hardware is functioning properly. If all internal checks pass, the controllers engage their respective safety circuits.

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The truck’s Controller Area Network (see section 1.5) is now operational and the controllers can communicate their status and possible fault conditions. If all internal checks pass, the traction motor controller activates the K12 contactor coil and the K12 contactor tips feed B+ to the power fuses for the motor controllers. Should an error occur that causes the K12 contactor to become de-energised, all power is cut from the three AC motors (traction motor, pump motor and electric power steering motor). B+ also flows from the traction motor controller to the electric power steering controller at XA3B:7 (see page 4/24, zone 18). The electric power steering controller allows B+ to exit the controller at XA3B:1 to feed B+ to the brake pedal switch (S22). The internal switch has been designed to remove or supply power to the electric brake coil depending on the status of the system.

1.5 CAN bus communication CAN stands for Controller Area Network. It is a communication protocol, which has been developed for environments with a lot of interference. A CAN uses two digital signal lines, which are referred to as Bus+ and Bus-. CAN bus technology allows the host to be easily upgraded with additional equipment as long as the connected equipment is CAN-enabled. An oscilloscope must be used to determine the functioning of the CAN bus. Both the Bus+ and Bus- signals remain at 2.5 V until a message is sent along the bus. Messages travelling on the CAN are very short in duration, which makes them difficult to monitor with a conventional digital voltmeter. All controllers or “nodes” that are connected to the bus have the ability to communicate with each other. The communication connections are shown on Page 11/24 of the electrical schematic diagram. The connections used for communication are run as a twisted pair to help reduce the effect of outside interference. There is also a 120-ohm terminating resistor at the beginning and the end of the communication loop.

1.6 Safety pedal Pressing the safety pedal activates switch S25 (see page 5/24 and zone 17 of the electrical schematic diagram), which applies B+ to the display unit controller (SICOS). While the safety pedal is kept pressed, the activation of the brake coil is controlled by the traction motor controller via pin XA1F:9 that is used to determine the position of the brake pedal (switch S22). It also supplies B+ to pin XA4B:8 of the display unit controller (SICOS) (see page 4/24 and zone 20 of the electrical schematic diagram).

1.7 Steering request Before a steering request can be accepted, the battery must be connected, the emergency power off switch must be raised, the key switch must be turned on and the control system must have passed the self-test procedure. If all internal checks pass, the electrical power steering controller will close the contacts of the internal relay. Please refer to page 4/24 (zone 17) of the electrical schematic diagram.

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The contacts exit the electrical power steering controller at connector XA3B:1. The internal relay is in series with the brake pedal switch (S22) and cuts power to the electric brake if an internal error occurs. If the brake pedal switch is activated, the display unit controller (SICOS) sends a message over the CAN bus, which notifies all controllers attached to the bus that the brake pedal switch is activated. The electrical power steering controller then gathers information from the steering wheel sensors. Please refer to page 6/24 (zones 23—29) of the electrical schematic diagram. When the steering wheel is turned, the steering wheel motor generates a sinusoidal wave through connector X11, pins 1, 2, 3, 4, 5 and 6. The signals from the steering wheel motor terminate at connector XA3B, pins 3, 4, 7, 9, 10 and 20 of the electrical power steering controller. The amplitude and frequency of these signals increases the faster the steering wheel is turned. See Figure 1.4.

Figure 1.4 Sinusoidal output from the steering wheel motor

1.8 Electric power steering controller The electric power steering controller determines the direction in which the operator wishes to travel by comparing the signals from the steering wheel motor. The signals from the steering wheel motor are out of phase and the controller determines the requested direction depending on which signal is leading and which is lagging. The signal from the steering wheel motor also conveys information about the speed with which the operator turns the steering wheel. After the request for steering is received by the controller, it begins to pulse the three separate inputs (U, V and W) of the AC steering motor. Depending on the frequency and duty cycle, the controller can vary the speed of the steering motor (see Figure 1.4). The outputs (U, V and W) from the controller are pulsed with both a positive and negative voltage. Figure 1.4 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor will be more sinusoidal than pulsed due to the characteristics of an inductor. Note: The characteristics of the truck’s steering can be adjusted with the console. Refer to Chapter 2 for more information. The electric power steering controller also determines position of the drive unit at all times through the three proximity switches connected to XA4B, pins 1, 2

Amplitude

Frequency

Steering Motor

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and 13 on the display unit controller (SICOS). Please refer to page 6/24 (zones 23, 26 and 29) of the electrical schematic diagram. The state information of these proximity switches is sent over the CAN bus to the electrical power steering controller. B+ and B- supply these proximity switches. The signal entering the display unit controller (SICOS) at connector XA4B, pins 1, 2 and 13 is B+ when the LED on the proximity switch is illuminated. The signal is 0 volts when the proximity switch leaves the metal surface and the LED turns off. There are no mechanical limitations for steering the truck; the operator has a full 360 degrees available. The position of the drive wheel is indicated to the operator through the display unit (SICOS). The six direction arrows on the display are normally not highlighted until travel is requested with the directional controller. Once travel has been requested, one of the six arrows will darken in colour to indicate the travel direction and approximate drive wheel position. See Figure 1.5.

Figure 1.5 Steering indicator on the truck's display

1.9 Travel request Before a travel request can be accepted, the battery must be connected, the emergency power off switch must be raised, the key switch must be turned on and the control system must have passed the self-test procedure. For the travel request to be complete, the direction switch S13 (see page 5/24 and zone 21 of the electrical schematic diagram) must give the direction of travel, the safety pedal switch S25 must be active (pressed), and the accelerator switch S21 must be active. A varying voltage from the accelerator pedal sensor is also required at connector XA4B:11 of the display unit controller (SICOS). The accelerator sensor receives its 7.5 V from connector XA4B:10 of the display unit controller (SICOS). The negative connection is supplied through the display unit controller (SICOS) at connector XA4B:9. The output from accelerator pedal sensor to the display unit controller (SICOS) varies between approximately 0.2 – 7.5 V (XA4B:11) depending on the position of the pedal. Note: If the accelerator pedal sensor requires replacement, the values of the sensor may have to be learned through the console. Refer to Chapter 2 for more information.

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The display unit controller (SICOS) gathers the data from the accelerator pedal sensor several times per second. As the voltage from the sensor varies above the nominal neutral value of 0.2 V, the display unit controller (SICOS) distributes this information as a message over the CAN bus. All controllers that are connected to the bus decode the message. When the traction motor controller receives a travel request message from the display unit controller (SICOS), it first checks the above inputs and that there are no internal errors in the controller. Before engaging the drive motor, the traction motor controller must release the electric brake. The brake is powered by the traction motor controller through the electric power steering controller and the brake pedal switch S22. When the brake is released, the traction motor controller begins to pulse the traction motor through the three phases (U, V and W). Since the truck is powered by a DC battery, the traction motor controller must convert DC to AC for the AC motor. This is accomplished in the traction motor controller via a process known as inverting. By applying three inputs out of phase, a voltage drop is created between the three phases. Depending on the lead and lag of the phases, the motor rotates in a certain direction. The speed of the motor is relational to the width and frequency of the pulse being sent to the motor. The greater the width of the pulse, the longer the current flows through the motor. The width of the pulse increases or decreases depending on the feedback from the traction speed encoder (BM1). If the motor revolves too rapidly, the width will decrease and vice versa. This feedback allows the control system to maintain an exact speed regardless of whether the truck is empty or loaded. Travel speed is indicated to the operator through the display unit (SICOS). Please refer to Chapter 4 for a description of the information provided by the display unit. This process continues until the operator releases the accelerator pedal or an alarm occurs that forces the traction motor controller to cease operation and apply the brakes. If there are no alarms, the traction motor controller reverses the phasing to slow down the motor (by attempting to reverse its direction). The brake is applied once the traction motor controller senses no movement from the traction speed encoder. After the travel request has been accepted, the traction motor controller begins to pulse the three separate inputs (U, V and W) of the AC drive motor. Depending on the frequency and duty cycle, the traction motor controller can vary the speed of the drive motor (see Figure 1.6). The outputs (U, V and W) from the traction motor controller are pulsed with both a positive and negative voltage. Figure 1.6 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor.

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Figure 1.6 Pulse width modulation (PWM) of the AC motor

The traction motor controller determines the speed and direction of the motor through the pulses sent from the traction speed encoder (BM1) mounted in the motor assembly. Note: The console can be used to adjust the truck’s top travel speeds. The encoder is connected to the traction motor controller at connector XA1D, pins 1, 2, 3 and 5. Refer to page 10/24 of the electrical schematic diagram. Pin 1 is the 12 V supply, pin 2 is the negative connection, pin 3 is channel A and pin 5 is channel B. Figure 1.7 shows the pulses from channel A and B, and their phase relative to each other.

Figure 1.7 Traction encoder pulses (channels A and B)

The traction motor controller determines the speed of the motor by counting the number of pulses from a single channel over a certain time. The faster the motor turns, the more pulses will be generated in that period. Determining the direction of the drive motor is accomplished by comparing the signals in channels A and B. The direction in which the motor is turning will determine which channel leads and which channel lags. In the example given in Figure 1.7, the channel A signal is leading and the channel B signal is lagging. The signal that rises first is the leading signal. The two channels are 90 degrees out of phase, which allows them to be easily compared. When the motor rotates in the opposite direction, the channel B signal rises before the channel A signal. Note: The operation of the encoder can be tested with the console. Refer to Chapter 2 for more information. A temperature sensor is located in the drive motor. The sensor for the drive motor is connected to the traction motor controller at connector XA1F, pins 6 and 12. The nominal resistance of the temperature sensor at room temperature is 600 ohm.

PWM Voltage

Sinusoidal Voltage

Channel A

Channel B

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1.10 Reverse braking request After the travel request has been accepted and the traction motor controller applies power to the AC drive motor, the operator may wish to slow down the truck’s movement by reverse braking. This is accomplished by reversing the position of the direction control handle. Please refer to section 1.9 for the pin locations of the control handle. If there are no errors in the control system and the safety pedal is active (pressed), the traction motor controller will accept the request to slow down the truck. This is accomplished by the traction motor controller, which reverses the phases of two of the three motor inputs (U, V and W). Reversing the phase of two of the three inputs forces the motor to turn in the opposite direction. Reversing the phase of two inputs will initially slow the movement until the truck comes to a rest. If the request continues after this point, the motor will begin to turn in the opposite direction. Note: The characteristics of reverse braking can be adjusted with the console. Refer to Chapter 2 for more information.

1.11 Regenerative braking Regenerative braking occurs during reverse braking. This is sometimes referred to as inverse braking. When the drive motor turns in the opposite direction to the control direction, the motor produces AC voltage on each phase. This AC voltage is rectified to DC positive and negative. As long as the voltage is higher than battery voltage, the battery is being charged.

Figure 1.8 Regenerative braking

1.12 Lifting and lowering requests Requests to lift and lower are initiated with the fingertip control module (R11), which is located on the truck’s control panel. Please refer to page 7/27 (zone 13) of the electrical schematic diagram. The control module functions like a potentiometer, i.e. the system senses the neutral position and is able to determine movement from it. This position information is output from the module through connector XR11:3 and input into the display unit controller (SICOS) at connector XA4D:2. The control module outputs at connectors XR11:1, XR11:2, XR11:3 and XR11:4. The control module receives its 5 V supply from the display unit controller (SICOS) at connector XA4D:1. The negative connection is supplied through the display unit controller (SICOS) at connector XA4D:3.

B+

U

V

W

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The varying voltage produced by the control unit is connected to the display unit controller (SICOS) at connector XA4D:2. In the neutral position, the voltage produced by the fingertip control is approximately 2.5 V. As the control is moved to request lifting, the voltage output increases gradually to a nominal value of 4.5 V (full-speed lifting). As the control is moved to request lowering, the voltage output decreases gradually to a nominal value of 0.5 V (full-speed lowering). Note: If the fingertip control requires replacement, the output values might have to be learned through the console. Refer to Chapter 2 for more information. The display unit controller (SICOS) receives information from the control module potentiometer several times per second. As the voltage from the potentiometer varies above the neutral value of approximately 2.5 V, the display unit controller (SICOS) distributes this information as a message over the CAN bus. The message includes information on whether the request was for lifting or lowering and the speed at which the action should be taken. All controllers connected to the bus receive and decode the message.

1.13 Lifting operation Please refer to the electrical and hydraulic schematic diagrams. Before a request to lift is accepted, the battery must be connected, the emergency power off switch must be raised, the key switch must be turned on and the control system must have passed the self-test procedure. When the pump motor controller receives a request to lift from the display unit controller (SICOS), it first checks for internal errors. The lifting request will be accepted, if there are no internal errors or other limiting factors (such as lifting being disabled due to a low battery charge level, an activated lifting limit switch, or lifting being limited by the optional height selector). The hydraulic valve controller (MHYRIO) controls the magnetic valve coils used for the hydraulic functions. After the request has been accepted, the pump motor controller begins to pulse the three separate inputs (U, V and W) of the AC pump motor. The pump motor controller varies the speed of the pump motor by altering the control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W) of the pump motor controller are pulsed with both a positive and negative voltage. Figure 1.6 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor. While the pump motor is pulsed, the M2 valve is activated by the hydraulic valve controller (MHYRIO) at pin XA5A:31, which causes the lifting/lowering spool to move to the lifting position. As the pump motor rotates, hydraulic fluid is delivered to the lifting cylinders through the lifting valve. Please refer to Chapter 6 for information on the operation of the lifting cylinder. Note: The hydraulic manifold that is used for both lifting and lowering is located under the floor panel of the reach carriage.

1.14 Lowering operation The request and rate of lowering is transmitted by the display unit controller (SICOS) over the CAN bus to the hydraulic valve controller (MHYRIO). The

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hydraulic valve controller activates the proportional lowering valve (M1) at pin XA5A:3 and causes the lifting/lowering spool to move to the lowering position. The amount of time that the valve is open determines the amount of fluid allowed to exit the lifting cylinders, which controls the lowering speed. There are mechanical adjustments in the hydraulic manifold to control the maximum lowering speed (see Chapter 6). The lowering function can also be adjusted electrically via the console (see Chapters 2 and 3). Please refer to Chapter 6 for information on the operation of the lifting cylinder.

1.15 Auxiliary functions The display unit controller (SICOS) receives control information from the fingertip controls on the control panel. This information is used to control the auxiliary functions. These functions include reaching and retracting, tilting up and down, and shifting to the left and to the right. All the auxiliary functions use the pump motor to supply hydraulic fluid to the appropriate cylinders. The speed of the auxiliary functions can be controlled. The main hydraulic manifold incorporates restrictors to reduce the flow of hydraulic fluid to the auxiliary system. It also contains the directional solenoids (M3 and M4) for the auxiliary functions. The manifold is located under the floor of the reach carriage. The hydraulic valve controller (MHYRIO) is used to activate the magnetic valves that route the flow of hydraulic fluid. When a request from the fingertip controls is received by the display unit controller (SICOS), the information is sent to the hydraulic valve controller (MHYRIO) over the CAN bus. When the hydraulic valve controller (MHYRIO) receives a message from the display unit controller (SICOS) for an auxiliary request, it first checks for internal errors. If there are no internal errors or other limiting factors, the request is accepted. 1.15.1 Reaching/retracting request The reaching or retracting request is initiated by the fingertip module (R12), which is located on the truck’s control panel. Please refer to page 7/27 (zone 16) of the electrical schematic diagram. The control module functions like a potentiometer, i.e. the system senses the neutral position and is able to determine movement from it. This position information is output from the module through connector XR12:3 and is input into the display unit controller (SICOS) at connector XA4D:5. The control module outputs at connectors XR12:1, XR12:2, XR12:3 and XR12:4. The control module receives its 5 V supply from the display unit controller (SICOS) at connector XA4D:4. The negative connection is supplied through the display unit controller (SICOS) at connector XA4D:6. The varying voltage produced by the control unit potentiometer is connected to the display unit controller (SICOS) at connector XA4D:5. In the neutral position, the voltage produced by the fingertip control is approximately 2.5 V. As the control is moved to request reaching, the voltage output increases gradually to a nominal value of 4.5 V (full reaching rate). As the control is moved to request retracting, the voltage output decreases gradually to a nominal value of 0.5 V (full retracting rate).

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1.15.2 Reaching/retracting operation After the request for reaching or retracting is accepted, the pump motor controller begins to pulse the three separate inputs (U, V and W) of the AC pump motor. The pump motor controller varies the speed of the pump motor by altering the control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W) of the pump motor controller are pulsed with both a positive and negative voltage. Figure 1.6 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor. The directional valve in the main hydraulic manifold is used to control between reaching and retracting. These magnetic valves are controlled by the hydraulic valve controller (MHYRIO) via connectors XA5A:16 M3 (reaching) and XA5A:34 M4 (retracting). 1.15.3 Tilting request The tilting request is initiated by the fingertip control module (R13), which is located on the truck’s control panel. Please refer to page 7/27 (zone 19) of the electrical schematic diagram. The control module functions like a potentiometer, i.e. the system senses the neutral position and is able to determine movement from it. This position information is output from the module through connector XR13:3 and is input into the display unit controller (SICOS) at connector XA4D:8. The control module outputs at connectors XR13:1, XR13:2, XR13:3 and XR13:4. The control module receives its 5 V supply from the display unit controller (SICOS) at connector XA4D:7. The negative connection is supplied through the display unit controller (SICOS) at connector XA4D:9. The varying voltage produced by the control unit potentiometer is connected to the display unit controller (SICOS) at connector XA4D:8. In the neutral position, the voltage produced by the fingertip control is approximately 2.5 V. As the control is moved to request tilting up, the voltage output increases gradually to a nominal value of 4.5 V (full tilting up rate). As the control is moved to request tilting down, the voltage output decreases gradually to a nominal value of 0.5 V (full tilting down rate). 1.15.4 Tilting operation After the request for tilting is accepted, the pump motor controller begins to pulse the three separate inputs (U, V and W) of the AC pump motor. The pump motor controller varies the speed of the pump motor by altering the control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W) of the pump motor controller are pulsed with both a positive and negative voltage. Figure 1.6 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor. The directional valve in the main hydraulic manifold is used to control between tilting up and down. These magnetic valves are controlled by the hydraulic valve controller (MHYRIO) via connectors XA5A:30 M5 (tilt up) and XA5A:4 M6 (tilt down).

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1.15.5 Side-shifting request The side-shifting request is initiated by the fingertip control module (R14), which is located on the truck’s control panel. Please refer to page 7/27 (zone 22) of the electrical schematics. The control module functions like a potentiometer, i.e. the system senses the neutral position and is able to determine movement from the neutral position. This position information is output from the module through connector XR14:3 and is input into the display unit controller (SICOS) at connector XA4D11. The control module outputs at connectors XR14:1, XR14:2, XR14:3 and XR14:4. The control module receives its 5 V supply from the display unit controller (SICOS) at connector XA4D:10. The negative connection is supplied through the display unit controller (SICOS) at connector XA4D:12. The varying voltage produced by the control unit potentiometer is connected to the display unit controller (SICOS) at connector XA4D11. In the neutral position, the voltage produced by the fingertip control is approximately 2.5 V. As the control is moved to request shifting to the right, the voltage output increases gradually to a nominal value of 4.5 V (full-speed shifting to the right). As the control is moved to request shifting to the left, the voltage output decreases gradually to a nominal value of 0.5 V (full-speed shifting to the left). 1.15.6 Side-shifting operation After the request for shifting is accepted, the pump motor controller begins to pulse the three separate inputs (U, V and W) of the AC pump motor. The pump motor controller varies the speed of the pump motor by altering the control frequency and duty cycle (see Figure 1.6). The outputs (U, V and W) of the pump motor controller are pulsed with both a positive and negative voltage. Figure 1.6 shows the varying duty cycle along with the positive and negative values. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor. The directional valve in the main hydraulic manifold is used to control between shifting left and right. These magnetic valves are controlled by the hydraulic valve controller (MHYRIO) via connectors XA5A:15 M7 (shift left) and XA5A:20 M8 (shift right).

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2 Console Console part number: 199256 Adapter cable: 450930

Figure 2.1 Console

The console can be used to adjust the parameters of and to test each individual controller in the truck (see Figure 2.1). The console connects to the 8-pin connector located behind the display unit. In addition to adjusting parameters, a technician can use the console as a tool to diagnose problems in the various electrical systems of the truck. The console can also display any alarms active on the truck. The parameters, tests and alarms are covered in the following chapters.

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Warning! Disconnect the truck’s main battery before connecting the console! After the console is powered up, the following menus are available:

The menus presented above are available for every controller that is connected to the CAN bus. The descriptions of each item on the menu provide a brief overview of that menu. Further details are provided for individual controllers in the following chapters.

2.1 Heading screen The heading screen indicates the controller that the console is presently communicating with along with the attributes of that model (see Figure 2.2). The upper right part of the display shows the connected model. In this case, “SICOS” refers to the display unit controller. In this example, “RO” refers to the control system manufacturer, and “0.07” is the version of the control unit. The controller has been configured to 48 volts (“48V”). Warning! Make sure that the voltage indicated on the heading screen is the voltage use in the truck. See below for information on changing the voltage. The “400A” indication refers to the maximum current of the controller. The “00180” indication shows the operating time of the connected controller in hours.

HEADING

PARAMETER CHANGE SET MODEL

TESTER SET OPTIONS

CONNECTED TO…

ADJUSTMENTSSAVE PARAMETER

RESTORE PARAMETER

ALARMS

PROGRAM VACC

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Figure 2.2 Heading screen

2.2 Set Model submenu (in the Config Menu) From time to time, other controllers in the system may need to be accessed (on AC reach trucks only). The configuration menu is accessed by simultaneously pressing the ROLL up (1) and SET up (5) buttons on the console (refer to Figure 2.1). Press the ROLL up (1) or ROLL down (2) buttons until the Set Model submenu appears.

Figure 2.3 Config Menu: Set Model

Press the ENTER (3) button on the console to access the Set Model submenu. Press the SET up (5) or SET down (6) button until the model number of the controller is displayed. The following example shows that model number 1 (display unit controller (SICOS)) is selected.

Figure 2.4 Selecting the controller

The following controllers can be selected in AC reach trucks: 1: Display unit controller (SICOS) (default choice) 2: Traction motor controller (AC2T) 5: Pump motor controller (AC2P) 6: Electric power steering controller (EPS) 9: Hydraulic valve controller (MHYRIO) Note: If a number other than one of those listed above is selected, the console will default to the display unit controller (SICOS). After the controller is chosen, press the OUT (4) button to exit. The console then prompts for a confirmation of the choice:

CONFIG MENU SET MODEL

CONNECTED TO 1

SICOS RO 0.07 48V 400A 00180

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Figure 2.5 Confirming controller selection

Press the ENTER (3) button to confirm the choice. Press the OUT (4) button to cancel changes. Press OUT (4) again to return to the Heading screen.

2.3 Set Options submenu (in the Config Menu) First, access the configuration menu (Config Menu) as above and locate the Set Options submenu with buttons 1 and 2.

Figure 2.6 Config Menu: Set Options

Then press ENTER (3) to open the Set Options submenu. The options in this menu depend on the selected controller. The available options are presented in Chapter 3. Use the ROLL up (1) and ROLL down (2) buttons to select the option you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the option you have chosen. Press the OUT (4) button to exit the menu. When the console prompts you to confirm a selection, press the ENTER (3) button to confirm and the OUT (4) button to cancel changes. Press the OUT (4) button again to return to the Heading screen.

2.4 Adjustments submenu (in the Config Menu) First, access the configuration menu (Config Menu) as above and locate the Adjustments submenu with buttons 1 and 2.

Figure 2.7 Config Menu: Adjustments

Then press ENTER (3) to enter the Adjustments submenu. The options in this menu depend on the selected controller. The available options are presented in Chapter 3. Use the ROLL up (1) and ROLL down (2) buttons to select the option you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the option you have chosen. Press the OUT (4) button to exit the menu. When the console prompts you to confirm your choice, press the ENTER (3) button to confirm and the OUT (4) button to cancel changes. Press the OUT (4) button again to return to the Heading screen.

ARE YOU SURE? YES = ENTER NO= OUT

CONFIG MENU SET OPTIONS

CONFIG MENU ADJUSTMENTS

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2.5 Parameter Change submenu (in the Main Menu) Press the ENTER (3) button while in the Heading screen to enter the Main Menu. Press the ROLL up (1) and ROLL down (2) to locate the Parameter Change submenu.

Figure 2.8 Main Menu: Parameter Change

Press the ENTER (3) button to enter the Parameter Change submenu. The available options are presented in Chapter 3. Use the ROLL up (1) and ROLL down (2) buttons to select the option you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the option you have chosen. Press the OUT (4) button to exit the menu. When the console prompts you to confirm your choice, press the ENTER (3) button to confirm and the OUT (4) button to cancel changes. Press the OUT (4) button again to return to the Heading screen.

2.6 Tester submenu (in the Main Menu) Enter the Main Menu as above and locate the Tester submenu with buttons 1 and 2.

Figure 2.9 Main Menu: Tester

Press the ENTER (3) button to enter the Tester submenu. The available options are presented in Chapter 4. Use the ROLL up (1) and ROLL down (2) buttons to select the component that you wish to test. Press the OUT (4) button to return to the Heading screen.

2.7 Save Parameter function (in the Main Menu) (Do not use in AC reach trucks!)

Parameters can be copied from truck to truck with the Save Parameter and Restore Parameter functions. First, access the Main Menu, select Save Parameter with the ROLL up (1) and down (2) buttons, and enter the Save Parameter function by pressing ENTER (3).

Figure 2.10 Main Menu: Save Parameter

MAIN MENU PARAMETER CHANGE

MAIN MENU TESTER

MAIN MENU SAVE PARAMETER

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Figure 2.11 Save Parameter submenu

The first line of the display indicates the selected model. The model number is presented after “Mod.” If no model data has been uploaded into the console’s memory, the word “FREE” is displayed on the second line. Use the ROLL up (1) and ROLL down (2) buttons to select the model you wish to upload into the console memory. Press the ENTER (3) button to start the uploading process. The display will show “Reading...” on the first line during the uploading process.

Figure 2.12 Uploading parameters

The second line of the display shows the parameter that is currently being uploaded. When the console has finished uploading the parameters, the following display will appear.

Figure 2.13 Main Menu: Save Parameter

Press the OUT (4) button to return to the main menu.

2.8 Restore Parameter function (in the Main Menu) (Do not use in AC reach trucks!)

See above (under Save Parameter) about uploading parameters into the memory of the console. To copy the stored parameters to another truck, access the Restore Param. submenu from the Main Menu.

Figure 2.14 Main Menu: Restore Parameter

Press the ENTER (3) button to access the Restore Parameter function.

SELECT: Mod. 00 FREE

READING……. ACCELER. DELAY

MAIN MENU SAVE PARAM

MAIN MENU RESTORE PARAM.

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Figure 2.15 Restore Parameter submenu

The display shows the stored controller parameters. Use the Roll up (1) and ROLL down (2) buttons to determine the parameters you wish to restore. Press the ENTER (3) button to begin the download operation. The console asks for a confirmation before commencing. Press the ENTER (3) button to confirm the operation. Press the OUT (4) button to cancel the operation. If the ENTER (3) button is pressed, the screen will show the parameters that are being downloaded. When all the parameters have been downloaded, the following screen appears.

Figure 2.16 Main Menu: Restore Parameter

Press the OUT (4) button to return to the Main Menu. If there are other parameters that need to be downloaded from other controllers, repeat the steps presented above for saving and restoring parameters.

2.9 Alarms submenu (in the Main Menu) (If there is an active alarm in the truck when the console is connected, the Alarm submenu opens automatically. If this occurs, press ENTER (3) to choose another menu.) The history of alarms for each controller can be viewed with the console. This can be helpful in conjunction with intermittent problems and error codes that may have been forgotten by the operator. To enter the Alarms submenu, open the Main Menu, scroll to Alarms with the ROLL buttons, and press ENTER (3) to access the submenu.

Figure 2.17 Main Menu: Alarms

The display will show the most recent alarm.

Figure 2.18 Information on the most recent alarm

MAIN MENU RESTORE PARAM.

MAIN MENU ALARMS

SELECT: Mod. 00 AC2 RO V 1.07

ALARM TEXT 00007 #03 18˚ C

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The active alarm is displayed on the first line of the console’s display (refer to Chapter 5 for an explanation of the different alarm codes). The second line of the display presents the reading of the operating time counter when the alarm was triggered (00007 in the example), the number of times the same alarm has occurred (e.g. #03), and the temperature recorded from the controller’s heat sink when the alarm was triggered (e.g. 18°C). If no alarms have occurred, the display will read “NO KNOWN FAULTS”. Press the OUT (4) button to exit the Alarms submenu. You will be asked whether the history information should be deleted (“CLEAR THE LOGBOOK”). Press the ENTER (3) button to clear the alarms. Press the OUT (4) button to exit without clearing the alarms. Press the OUT (4) button to return to the Main Menu. It is very useful to clear the memory of alarms when you are troubleshooting, the history information might otherwise confuse you.

2.10 Program VACC function (in the Main Menu) (Information can only be read – not changed – in AC reach trucks!) This function determines the maximum and minimum values of the potentiometers that are attached to the controller that is communicating with the console. To access this function, enter the Main Menu, scroll to Program VACC and press the ENTER (3) button.

Figure 2.19 Main Menu: Program VACC

If this option is available for the controller, the following display is shown.

Figure 2.20 Program VACC submenu

On AC reach trucks, the value cannot be adjusted in this menu. The setting must be adjusted through the Adjustments submenu when connected to the display unit controller (SICOS).

MAIN MENU PROGRAM VACC

VACC SETTING 4.8

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3 Parameter descriptions This chapter lists and explains the parameters that are available through the console. The chapter is divided into sections based on the controller.

3.1 Display unit controller (SICOS) (Mode 1) 3.1.1 Main Menu: Parameter Change 3.1.1.1 CUTBACK SPEED 1 This is an optional speed reduction parameter. 3.1.1.2 CUTBACK SPEED 2 This parameter controls the crawling speed when the direction switch is activated or when the forks are above the free-lifting height. A value of “0” corresponds to 1.8 km/h. 3.1.1.3 1ST SPEED COURSE I This parameter defines the maximum lifting speed in drive mode I. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.4 1ST SPEED COURSE II This parameter defines the maximum lifting speed in drive mode II. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.5 1ST SPEED COURSE III This parameter defines the maximum lifting speed in drive mode III. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.6 5TH SPEED COURSE I This parameter defines the maximum lowering speed in drive mode I. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.7 5TH SPEED COURSE II This parameter defines the maximum lowering speed for drive mode II. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.8 5TH SPEED COURSE III This parameter defines the maximum lowering speed for drive mode III. When making changes, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.1.1.9 2nd SPEED COURSE This parameter defines the maximum normal reaching and retracting speed.

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3.1.1.10 3RD SPEED COURSE This parameter defines the maximum tilting speed (in both directions). 3.1.1.11 4TH SPEED COURSE This parameter defines the maximum side-shifting speed (in both directions). 3.1.1.12 PUMP CREEP SPEED #1 This parameter defines the minimum pump motor speed for lifting. 3.1.1.13 PUMP CREEP SPEED #2 This parameter defines the minimum pump motor speed for reaching and retracting. 3.1.1.14 PUMP CREEP SPEED #3 This parameter defines the minimum pump motor speed for tilting. 3.1.1.15 PUMP CREEP SPEED #4 This parameter defines the minimum pump motor speed for side shifting. 3.1.1.16 SPEED 2 CUTBACK This parameter defines the reduction in the reaching and retracting speed near the end position when switch S41 opens. 3.1.1.17 AUX SPEED #1 This parameter defines the maximum auxiliary hydraulic speed in one direction (fifth valve section). 3.1.1.18 AUX SPEED #2 This parameter defines the maximum auxiliary hydraulic speed in the opposite direction (fifth valve section). 3.1.1.19 PUMP STOP DELAY This parameter defines the delay between the pump motor stopping and the valve opening. 3.1.1.20 LIFT CUTBACK This parameter defines the starting point of lifting speed reduction before the programmed height is reached. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated). 3.1.1.21 LOW CUTBACK This parameter defines the starting point of lowering speed reduction before the programmed height is reached. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated).

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3.1.1.22 ADJUSTMENT #1 This parameter sets the height at which lifting speed reduction starts. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated). 3.1.1.23 ADJUSTMENT #2 This parameter sets the height at which lowering speed reduction starts. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated). 3.1.1.24 ADJUSTMENT #3 This parameter defines the distance between the stop level and the level at which you have to lift to take the load. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated). 3.1.1.25 ADJUSTMENT #4 This parameter defines the distance between the stop level and the level at which you have to lower to leave the load. This parameter is related only to pre-height selection features (i.e. if the hardware is installed in the mast and the parameter PRE-HEIGHT SEL. in the Set Options submenu is activated). 3.1.1.26 AUXILIARY TIME This parameter sets the delay of the return pressure adjustment valve. No longer in use! Some early AC reach trucks were fitted with a Vickers main valve, which used this parameter. 3.1.2 Config Menu: Set Model 3.1.2.1 CONNECTION TYPE Use this parameter to select the controller to access with the console. You can access any controller that is connected to the CAN bus. If there is a CAN BUS KO alarm active, you cannot select another controller. In this case, you must connect the console directly to the controller you wish to access. In normal circumstances, you can choose the controller from the following options: 1: Display unit controller (SICOS) 2: Traction motor controller (AC2T) 5: Pump motor controller (AC2P) 6: Electric power steering controller (EPS) 9: Hydraulic valve controller (MHYRIO)

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3.1.3 Config Menu: Set Options 3.1.3.1 CHECK UP TYPE This parameter determines how the truck alerts of required maintenance based on the duration of use. The following options are available: 0: No programmed maintenance alarm 1: Alarm after 300 hours of use (CHECK UP NEEDED) 2: Alarm after 300 hours of use and speed reduction after 340 hours of use 3: Alarm after 300 hours of use, speed reduction after 340 hours of use and traction blocked after 380 hours of use. 3.1.3.2 PERFORMANCE TYPE This parameter is used to control truck performance by setting the drive mode. Depending on the selected mode, the display unit controller (SICOS) controls the maximum lifting and lowering rates, and the traction motor controller modifies other relevant parameters. The selected drive mode is displayed by the truck after start up. 0: Drive mode I 1: Drive mode II 2: Drive mode III 3.1.3.3 AUX.OUTPUT #1 This optional parameter controls the use of the auxiliary output. This output can be used to connect warning lights and a buzzer output driver (with the help of relay K31) (please refer to page 12/24 of the electrical schematics). The following options are available: 0: Auxiliary output disabled 1: Activated only when moving forwards 2: Activated only when moving backwards 3: Activated when moving forwards or backwards 4: Activated only when lifting 5: Activated only when lowering 6: Activated when lifting or lowering 7: Activated in all of the above situations 3.1.3.4 HEIGHT DISPLAY This parameter controls whether height information is displayed to the operator when lifting or lowering. The choices are ON and OFF. ON: This alternative can be used only if the appropriate hardware is installed in the mast. OFF: Height information is not displayed to the operator.

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3.1.3.5 HOUR COUNTER This parameter controls how the operating time counter in the display unit controller (SICOS) is activated. The choices are RUNNING and KEY ON. RUNNING: Counts operating time when at least one system controller is active (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on. Note that every controller in the truck has an individual operating time counter. The values of these counters can be read with the console. The values of the counters in the other controllers do not match that of the display unit controller (SICOS), since the number of active controllers varies during operation. 3.1.3.6 BATTERY CHECK The traction motor controller normally monitors (and reacts to) the level of battery charge. This setting provides an additional function: ON: When the traction motor controller reacts to the level of battery charge, an additional lifting cut-off function activates. (Please refer to section 3.2.) OFF: The additional lifting cut-off function is disabled. 3.1.3.7 PRE-HEIGHT SEL. This parameter controls whether information regarding the loading of the forks is displayed to the operator. The choices are ON and OFF. ON: The truck’s display shows whether the forks are loaded or not. This alternative can be used only if the appropriate hardware is installed in the mast. OFF: Fork loading information is not displayed. 3.1.3.8 CHECK UP DONE This parameter can be used (i.e. set to ON) temporarily to reset the service interval alarm (see CHECK UP TYPE above). This parameter must be set to OFF after resetting. 3.1.3.9 SEAT SWITCH This parameter is normally set to OFF in AC reach trucks. Set it to ON only if the seat switch option is installed. 3.1.3.10 LOGO DISPLAY Turn this parameter ON only if the truck is branded “Rocla” and the hardware for PRE-HEIGHT SEL. is not installed. If the truck is of any other brand, set the parameter to OFF, even if no hardware is installed in the mast. 3.1.3.11 MEASURE SYS.TYPE This parameter controls which system of measurement the display uses. 1: Metric 2: Imperial

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3.1.3.12 AUX.FUNCTION #1 When this parameter is set to ON, the short PRE-HEIGHT SEL. cycle is selected. This means that there are no restrictions on starting the cycle to move to a programmed level. (Except that the forks must be below the maximum free-lifting height.) When OFF is selected, the long PRE-HEIGHT SEL cycle is selected. This means that the operator must initiate the cycle with the mast in the retracted position and the forks below the maximum free-lifting height. After the operation, the mast returns to the same retracted mast position. 3.1.3.13 AUX.FUNCTION #2 When this parameter is set to ON, height programming is enabled for the operator via the display unit (SICOS). When set to OFF, programming is locked and no changes by the operator are possible. 3.1.4 Config Menu: Adjustments 3.1.4.1 MIN ACC LIFT This parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the lifting function (2.7 V). 3.1.4.2 MAX ACC LIFT This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for lifting (4.3 V). 3.1.4.3 MIN ACC LOW The parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the lowering function (2.1 V). 3.1.4.4 MAX ACC LOW This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for lowering (0.4 V). 3.1.4.5 MIN REACH BACK This parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the retracting function (2.7 V). 3.1.4.6 MAX REACH BACK This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for retracting (4.5 V). 3.1.4.7 MIN REACH FORW The parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the reaching function (2.1 V). 3.1.4.8 MAX REACH FORW This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for reaching (0.4 V).

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3.1.4.9 MIN TILT UP This parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the tilting up function (2.7 V). 3.1.4.10 MAX TILT UP This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for tilting up (4.5 V). 3.1.4.11 MIN TILT DOWN The parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the tilting down function (2.1 V). 3.1.4.12 MAX TILT DOWN This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for tilting down (0.4 V). 3.1.4.13 MIN SHIFT RIGHT This parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the shift right function (2.7 V). 3.1.4.14 MAX SHIFT RIGHT This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for shifting right (4.5 V). 3.1.4.15 MIN SHIFT LEFT The parameter sets the minimum output voltage change from the centre position of the fingertip control to activate the shift left function (2.1 V). 3.1.4.16 MAX SHIFT LEFT This parameter sets the output voltage from the fingertip control to achieve the maximum pump motor speed for shifting left (0.4 V).

3.2 Traction motor controller (AC2T) (Mode 2) 3.2.1 Main Menu: Parameter Change 3.2.1.1 ACCELER: DELAY I This parameter determines the acceleration rate for the traction motor in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.2 ACCELER: DELAY II This parameter determines the acceleration rate for the traction motor in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes.

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3.2.1.3 ACCELER: DELAY III This parameter determines the acceleration rate for the traction motor in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.4 RELEASE BRAKING I This parameter controls the deceleration rate when the accelerator pedal is released in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.5 RELEASE BRAKING II This parameter controls the deceleration rate when the accelerator pedal is released in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.6 RELEASE BRAKING III This parameter controls the deceleration rate when the accelerator pedal is released in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.7 INVERSE BRAKING I This parameter controls the deceleration rate when the direction switch is reversed while moving in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.8 INVERSE BRAKING II This parameter controls the deceleration rate when the direction switch is reversed while moving in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.9 INVERSE BRAKING III This parameter controls the deceleration rate when the direction switch is reversed while moving in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.10 PEDAL BRAKING I This parameter determines the deceleration rate when the travel request is released and the brake pedal switch S23 is closed in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes.

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3.2.1.11 PEDAL BRAKING II This parameter determines the deceleration rate when the travel request is released and the brake pedal switch S23 is closed in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.12 PEDAL BRAKING III This parameter determines the deceleration rate when the travel request is released and the brake pedal switch S23 is closed in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.13 SPEED LIMIT BRK. This parameter determines the deceleration rate when the pressure on the accelerator pedal is reduced, but the pedal is not completely released. 3.2.1.14 MAX SPEED FORW I This parameter determines the maximum speed in the forward direction in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.15 MAX SPEED FORW II This parameter determines the maximum speed in the forward direction in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.16 MAX SPEED FORW III This parameter determines the maximum speed in the forward direction in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.17 MAX SPEED BACK I This parameter determines the maximum speed in the backward direction in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.18 MAX SPEED BACK II This parameter determines the maximum speed in the backward direction in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes.

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3.2.1.19 MAX SPEED BACK III This parameter determines the maximum speed in the backward direction in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.20 FREQUENCY CREEP This parameter determines the minimum speed when the forward or backward direction is activated and the accelerator pedal is at the minimum position. 3.2.1.21 MAXIMUM CURRENT I This parameter determines the maximum current limit for the traction motor controller in drive mode I. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.22 MAXIMUM CURRENT II This parameter determines the maximum current limit for the traction motor console in drive mode II. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.23 MAXIMUM CURRENT III This parameter determines the maximum current limit for the traction motor controller in drive mode III. When changing the setting, choose the drive mode with the up and down display buttons. The console is not able to identify different drive modes. 3.2.1.24 AUXILIARY TIME This parameter determines the time that the truck is held on a ramp if the STOP ON RAMP parameter in the Set Options submenu is activated (ON). 3.2.2 Config Menu: Set Model 3.2.2.1 CONNECTION TYPE Use this parameter to select the controller to access with the console. You can access any controller that is connected to the CAN bus. If there is a CAN BUS KO alarm active, you cannot select another controller. In this case, you must connect the console directly to the controller you wish to access. In normal circumstances, you can choose the controller from the following options: 1: Display unit controller (SICOS) 2: Traction motor controller (AC2T) 5: Pump motor controller (AC2P) 6: Electric power steering controller (EPS) 9: Hydraulic valve controller (MHYRIO)

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3.2.3 Config Menu: Set Options 3.2.3.1 HOUR COUNTER This parameter controls how the operating time counter in the traction motor controller (AC2T) is activated. The choices are RUNNING and KEY ON. RUNNING: Counts operating time for this controller (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on. Note that every controller in the truck has an individual operating time counter. The values of these counters can be read with the console. 3.2.3.2 BATTERY CHECK This parameter determines whether the battery monitoring function is active. The choices are ON and OFF. ON: The discharge of the battery is monitored; when the battery charge level decreases to 10%, an alarm is triggered and the maximum current is reduced to half of the programmed value. OFF: The discharge of the battery is monitored, but the alarm function is disabled. 3.2.3.3 CUTBACK MODE This parameter has the following options: PRESENT: Input F10 is used as a cutback speed input. ABSENT: Input F10 is used as a handbrake input. Note that in reach trucks, F10 is always used for managing the handbrake. 3.2.3.4 HYDRO KEY ON This parameter has the following options: ON: Not in use! (The trucks use electrical power steering, not hydraulic steering.) OFF: The only permitted choice. 3.2.3.5 STOP ON RAMP This parameter has the following options: ON: The stop on ramp feature (truck electrically held on a ramp) is active for a period determined by the AUXILIARY TIME parameter (in the Parameter Change submenu). After this time, the behaviour depends on the AUX OUTPUT #1 parameter (see below). OFF: The stop on ramp feature is disabled.

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3.2.3.6 AUX OUTPUT #1 This parameter has the following options: BRAKE: Output F9 drives an electromagnetic brake coil. The only permitted choice. HYDRO CONT.: Not in use! Only for applications with hydraulic steering with the contactor connecting the pump motor. EX. HYDRO: Not in use! Only for applications with hydraulic steering, when this output is used for direct activation. 3.2.3.7 PEDAL BRAKING This parameter has the following options: ANALOG: Not in use! The mechanical brake pedal has a switch and a potentiometer. When the accelerator is released and the brake pedal is pressed, the inverter performs electrical braking at an intensity that is proportional to the position of the brake pedal. The minimum intensity is established by the RELEASE BRAKING parameter, when the brake pedal is slightly pressed (brake switch closed, but brake potentiometer at minimum). The maximum intensity is established by the PEDAL BRAKING parameter when the brake pedal is fully pressed (brake potentiometer at maximum). In between the above positions, the electrical braking intensity is a linear function between the minimum and maximum values. DIGITAL: The only permitted choice. The truck does not have a potentiometer in the mechanical brake pedal, only a micro switch. When the accelerator pedal is released and the brake pedal is pressed (brake switch closed), the inverter performs electrical braking determined by the PEDAL BRAKING parameter. 3.2.3.8 SET TEMPERATURE This parameter has the following options: DIGITAL: Not in use! A digital (ON/OFF) thermal sensor on the motor is connected to input F6. ANALOG: The only permitted choice. An analogue thermal sensor on the motor is connected to input F6. NONE: Not in use! No thermal sensor is connected. 3.2.4 Config Menu: Adjustments 3.2.4.1 SET BATTERY TYPE This parameter is used to set the nominal battery voltage, which is 48 V for reach trucks.

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3.2.4.2 ADJUST BATTERY Because the traction motor controller monitors the battery discharge level, this parameter must be set to match the actual battery voltage. Please use a high-quality voltmeter to check the battery voltage and set this parameter as close to the meter reading as possible. This measurement can be carried out with a fully charged or empty battery (i.e. at any time). This parameter should be set after the controller has been changed or there are problems with battery level monitoring. 3.2.4.3 THROTTLE 0 ZONE This parameter establishes the dead band in the accelerator input curve (see Figure 3.1). 3.2.4.4 THROTTLE X POINT This parameter changes the characteristics of the accelerator input curve (see Figure 3.1). 3.2.4.5 THROTTLE Y POINT This parameter changes the characteristics of the accelerator input curve (see Figure 3.1).

Figure 3.1 Accelerator input curve

3.2.4.6 ADJUSTMENT #04 This parameter determines the motor temperature level at which the MOTOR TEMPERATURE alarm is triggered. The range is from 70°C to 160°C in 10°C steps. This parameter should be adjusted only if the SET TEMPERATURE parameter (in the Set Options submenu) is set to ANALOG (which is used in this application). 3.2.4.7 ADJUSTMENT #03 Not in use! 3.2.4.8 ADJUSTMENT #02 This parameter sets the lower level of the battery discharge curve, indicating a discharged battery (see Figure 3.2).

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3.2.4.9 ADJUSTMENT #01 This parameter sets the upper level of the battery discharge curve, indicating a fully charged battery (see Figure 3.2).

Figure 3.2 Battery discharge

3.3 Pump motor controller (AC2P) (Mode 5) 3.3.1 Main Menu: Parameter Change 3.3.1.1 ACCELER. DELAY This parameter determines the acceleration rate of the pump motor. 3.3.1.2 DECELER. DELAY This parameter determines the deceleration rate depending on the position of the fingertip control. 3.3.1.3 MAX SPEED UP This parameter determines the maximum lifting speed with the fingertip control (Hz). 3.3.1.4 MIN SPEED UP This parameter determines the minimum lifting speed, when the fingertip control is moved towards the lifting position (Hz). 3.3.1.5 MAXIMUM CURRENT This parameter determines the maximum current limit for the pump motor controller.

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3.3.2 Config Menu: Set Model 3.3.2.1 CONNECTION TYPE Use this parameter to select the controller to access with the console. You can access any controller that is connected to the CAN bus. If there is a CAN BUS KO alarm active, you cannot select another controller. In this case, you must connect the console directly to the controller you wish to access. In normal circumstances, you can choose the controller from the following options: 1: Display unit controller (SICOS) 2: Traction motor controller (AC2T) 5: Pump motor controller (AC2P) 6: Electric power steering controller (EPS) 9: Hydraulic valve controller (MHYRIO) 3.3.3 Config Menu: Set Options 3.3.3.1 HOUR COUNTER This parameter controls how the operating time counter in the pump motor controller (AC2P) is activated. The choices are RUNNING and KEY ON. RUNNING: Counts operating time for this controller (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on. Note that every controller in the truck has an individual operating time counter. The values of these counters can be read with the console. 3.3.3.2 SET TEMPERATURE This parameter has the following options: DIGITAL: Not in use! A digital (ON/OFF) thermal sensor on the motor is connected to input F6. ANALOG: The only permitted choice. An analogue thermal sensor on the motor is connected to input F6. NONE: Not in use! No thermal sensor is connected. 3.3.4 Config Menu: Adjustments 3.3.4.1 SET BATTERY TYPE This parameter is used to set the nominal battery voltage, which is 48 V for reach trucks. 3.3.4.2 ADJUST BATTERY Because the traction motor controller (AC2T) monitors the battery discharge level, this parameter does not require adjustment (unless you wish to check the battery voltage from the pump motor controller). To set the nominal battery voltage, please refer to the instructions for this parameter in section 3.2.

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3.3.4.3 THROTTLE 0 ZONE Establishes the dead band in the fingertip control input curve (see Figure 3.3). 3.3.4.4 THROTTLE X POINT This parameter changes the characteristics of the fingertip control input curve (see Figure 3.3). 3.3.4.5 THROTTLE Y POINT This parameter changes the characteristics of the fingertip control input curve (see Figure 3.3).

Figure 3.3 Fingertip control input curve

3.3.4.6 ADJUSTMENT #04 This parameter determines the motor temperature level at which the MOTOR TEMPERATURE alarm is triggered. The range is from 70°C to 160°C in 10°C steps. This parameter should be adjusted only if the SET TEMPERATURE parameter (in the Set Options submenu) is set to ANALOG (which is used in this application). 3.3.4.7 ADJUSTMENT #03 Not in use!

3.4 Electric power steering controller (EPS) (Mode 6) 3.4.1 Main Menu: Parameter Change 3.4.1.1 SPEED LIMIT This parameter determines the maximum turning speed of the steering motor. Level 0: slowest turning speed Level 9: fastest turning speed

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3.4.1.2 AUX FUNCTION 3 The traction motor controller supplies truck speed information to the electric power steering controller via the CAN bus. The EPS can reduce the steering motor speed as the truck’s speed increases. This parameter makes it possible to alter the amount of steering speed reduction with increasing truck speed. Level 0: No effect Level 9: Maximum steering speed reduction 3.4.1.3 SENSITIVITY This parameter controls the relationship between the speed of the steering motor and that of the stepper motor. Level 0: The steering response is insensitive to small steering wheel movements. Level 9: The steering response is very sensitive to small steering wheel movements. Intermediate levels gradually increase the sensitivity. The value of this parameter does not affect the SPEED LIMIT parameter. 3.4.1.4 AUX FUNCTION 2 This parameter works similarly to AUX FUNCTION 3. The only difference is that this parameter varies the value of the steering speed when the steering wheel is turned slowly. 3.4.1.5 CREEP SPEED Provides an increased torque when the steering wheel is turned slowly. It is used to compensate for the drop in V/f (flux) when the frequency applied to the motor is low. Level 0: No torque compensation Level 9: Strong torque compensation Intermediate levels gradually increase the torque compensation. This parameter is useful in two ways. First, it provides strong torque when the steering wheel is turned very slowly. Second, the strong torque neutralises the effect of elastic tyres on steering. 3.4.1.6 COMPENSATION This parameter controls stator flux compensation. The ideal motor control provides a constant flux value for each working frequency. While CREEP SPEED provides low frequency feed forward flux compensation, COMPENSATION produces a feedback flux compensation effect. This is a very important setting for an application without the shaft encoder for the steering motor (such as the current application). Because by turning compensation to a value other than zero makes motor flux (and torque) independent from the battery voltage. Torque is provided even when the battery charge is low. Level 0: No compensation, but flux degradation when the current is too high. Level 1: Compensates for the drop on power MOSFETs and cables

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Level 2: Compensates for the drop on power MOSFETs, cables and stator resistance Level 3: No compensation 3.4.1.7 AUXILIARY TIME This parameter defines the time after the steering wheel is released for which the standstill torque is applied. Level 0: No standstill torque Level 1: Short application of standstill torque (approximately 6 seconds) Level 9: Long application of standstill torque (approximately 90 seconds) Intermediate levels gradually increase the time. 3.4.1.8 ANTIROLLBACK This parameter defines the value of stand still torque when the steering wheel is released. The stand still torque is used to neutralise the elastic tire effect, which attempts to move the steering motor back in the direction from which it came. This parameter is specified as a percentage of the maximum current. 3.4.2 Config Menu: Set Model 3.4.2.1 CONNECTION TYPE Use this parameter to select the controller to access with the console. You can access any controller that is connected to the CAN bus. If there is a CAN BUS KO alarm active, you cannot select another controller. In this case, you must connect the console directly to the controller you wish to access. In normal circumstances, you can choose the controller from the following options: 1: Display unit controller (SICOS) 2: Traction motor controller (AC2T) 5: Pump motor controller (AC2P) 6: Electric power steering controller (EPS) 9: Hydraulic valve controller (MHYRIO) 3.4.3 Config Menu: Set Options 3.4.3.1 HOUR COUNTER This parameter controls how the operating time counter in the electric power steering controller (EPS) is activated. The choices are RUNNING and KEY ON. RUNNING: Counts operating time for this controller (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on. Note that every controller in the truck has an individual operating time counter. The values of these counters can be read with the console.

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3.4.3.2 MICRO CHECK This feature supports the debugging option. It is used to inhibit the operation of the supervisor microprocessor and to allow the system to run with only the main microprocessor. This operating mode does not allow the supervisor-controlled safety switch to close. Therefore, traction is disabled. NONE: Inhibit supervisor microprocessor functions (Not in use!). PRESENT: Enable diagnostic interaction between the main and supervisor microprocessors 3.4.3.3 ENCODER CONTROL No encoder is used in the steering motor in this application. OFF: No encoder in use (used in this application) ON: Used only when there is an encoder installed in the steering motor 3.4.3.4 FEEDBACK DEVICE Not in use! The only possible feedback device is a steering angle feedback potentiometer, which is not used in this application. OP1: The only alternative in this application 3.4.3.5 LIMIT DEVICE Not in use! This parameter is used only in applications in which the steering angle feedback potentiometer is used instead of limit switches. OFF: The only alternative in this application 3.4.3.6 DIRECTION GAUGE Not in use! This application uses a driving direction display via the display unit controller (SICOS). The truck is equipped with 360° steering. OP1: The only alternative in this application 3.4.3.7 AUTO INPUT ACTIV This parameter is related to automatic centring of the steering, which is not used in this application. Level 1: The only alternative in this application 3.4.3.8 AUX FUNCTION #1 Not in use! This parameter is used only in applications that have a steering angle feedback potentiometer. Level 1: The only alternative in this application

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3.4.4 Config Menu: Adjustments 3.4.4.1 ADJUSTMENT #01 This adjustment supports the acquisition of the stator motor resistance and of the current amplifier gain. Level 0: The only alternative in this application. Do not change! The parameter has been preset by the manufacturer of the controller. 3.4.4.2 SET CURRENT This parameter is related to ADJUSTMENT #01. Level 0: The only alternative in this application. Do not change! The parameter has been preset by the manufacturer of the controller. 3.4.4.3 ADJUSTMENT #02 This parameter is related to ADJUSTMENT #01 and SET CURRENT. Value 100: The only alternative in this application. Do not change! The parameter has been preset by the manufacturer of the controller. 3.4.4.4 ADJUSTMENT #03 This parameter is related to ADJUSTMENT #02. The value shown in the parameter table is not necessarily correct. Do not set or change! The parameter has been calibrated and set by the manufacturer of the controller. 3.4.4.5 ADJUSTMENT #04 This parameter is related to ADJUSTMENT #03. The value shown in the parameter table is not necessarily correct. Do not set or change! The parameter has been calibrated and set by the manufacturer of the controller. 3.4.4.6 SET BATTERY TYPE This parameter specifies the nominal battery voltage, which is 48 V for reach trucks, and is in relation to the COMPENSATION parameter (in the Parameter Change submenu). 3.4.4.7 SET SAT. FREQ. This parameter defines the frequency from which the constant voltage-weakening region will begin and where the constant flux region will end. Value 100: The only alternative in this application. Do not change!

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3.4.4.8 OVERSAT FREQ. This parameter sets the maximum frequency for oversaturation. In an open loop system, the OVERSAT FREQ. should be set to 1. A motor used for power steering does not need to work in the weakening region. Therefore, setting this parameter to 0 is not recommended, as this would produce a square wave and could generate unwanted noise. Level 1: The only alternative in our application. Do not change! 3.4.4.9 MAXIMUM SLIP The slip is the difference between the turning speed of the motor and the frequency applied to it. Value 5: The only alternative in our application. Do not change! 3.4.4.10 ZERO SP POT Not in use! 3.4.4.11 SET STEER 0-POSITION Not in use! 3.4.4.12 SET MIN FB POT Not in use! 3.4.4.13 SET MAX FB POT Not in use! 3.4.4.14 AUX VOLTAGE #1 This parameter is intended for trucks that use a stepper motor as a means to communicate the rate and direction of steering. Do not change! The parameter has been preset by the manufacturer of the controller. 3.4.4.15 AUX VOLTAGE #2 This parameter is intended for trucks that use a stepper motor as a means to communicate the rate and direction of steering. Do not change! The parameter has been preset by the manufacturer of the controller.

3.5 Hydraulic valve controller (MHYRIO) (Mode 9) 3.5.1 Config Menu: Set Options All the parameters in the Set Options submenu for this controller determine the type of valve that is used for the different hydraulic functions. 3.5.1.1 LIFT TYPE This parameter determines the type of valve used for lifting. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve

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3.5.1.2 LOWER TYPE This parameter determines the type of valve used for lowering. OP1: ON/OFF magnetic valve OP2: Proportional valve (The only alternative in this application. Do not change!) 3.5.1.3 REACH FWD TYPE This parameter determines the type of valve used for reaching. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve 3.5.1.4 REACH BWD TYPE This parameter determines the type of valve used for retracting. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve 3.5.1.5 TILT UP TYPE This parameter determines the type of valve used for tilting up. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve 3.5.1.6 TILT DW TYPE This parameter determines the type of valve used for tilting down. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve 3.5.1.7 SHIFT RGT TYPE This parameter determines the type of valve used for shifting right. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve 3.5.1.8 SHIFT LFT TYPE This parameter determines the type of valve used for shifting left. OP1: ON/OFF magnetic valve (The only alternative in this application. Do not change!) OP2: Proportional valve

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3.5.2 Main Menu: Parameter Change 3.5.2.1 MIN LIFT This parameter sets the minimum coil current of the magnetic lifting valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.2 MIN LOWER This parameter sets the minimum coil current of the proportional lifting valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.3 MIN REACH FWD This parameter sets the minimum coil current of the magnetic reaching valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.4 MIN REACH BWD This parameter sets the minimum coil current of the magnetic retracting valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.5 MIN TILT UP This parameter sets the minimum coil current of the magnetic tilting up valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.6 MIN TILT DW This parameter sets the minimum coil current of the magnetic tilting down valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.7 MIN SHIFT RGT This parameter sets the minimum coil current of the magnetic shifting right valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table.

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3.5.2.8 MIN SHIFT LFT This parameter sets the minimum coil current of the magnetic shifting left valve when the function is initiated. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.9 MAX LIFT This parameter sets the maximum coil current of the magnetic lifting valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.10 MAX LOWER This parameter sets the maximum coil current of the proportional lowering valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.11 MAX REACH FWD This parameter sets the maximum coil current of the magnetic reaching valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.12 MAX REACH BWD This parameter sets the maximum coil current of the magnetic retracting valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.13 MAX TILT UP This parameter sets the maximum coil current of the magnetic tilting up valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.14 MAX TILT DW This parameter sets the maximum coil current of the magnetic tilting down valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.15 MAX SHIFT RGT This parameter sets the maximum coil current of the magnetic shifting right valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table.

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3.5.2.16 MAX SHIFT LFT This parameter sets the maximum coil current of the magnetic shifting down valve when the function is active. The value is between 0 and 255. Every step corresponds to 1/256 of maximum current (200 mA – 2.0 A). Use the value given in the parameter table. 3.5.2.17 LIFT/LOWER ACC DEL This parameter sets the time delay for the current on the valve coil to change from 0 A to the operating current for both the lifting and lowering functions. Level 0: Shortest possible delay Level 9: Longest possible delay 3.5.2.18 REACH ACC DEL This parameter sets the time delay for the current on the valve coil to change from 0 A to the operating current for both the reaching and retracting functions. Level 0: Shortest possible delay Level 9: Longest possible delay 3.5.2.19 TI/SH ACC DEL This parameter sets the time delay for the current on the valve coil to change from 0 A to the operating current for the tilting and shifting functions in both directions. Level 0: Shortest possible delay Level 9: Longest possible delay 3.5.2.20 LIFT/LOWER DEC DEL This parameter sets the time delay for the current on the valve coil to change from operating current to 0 A for both the lifting and lowering functions. Level 0: Shortest possible delay Level 9: Longest possible delay 3.5.2.21 REACH DEC DEL This parameter sets the time delay for the current on the valve coil to change from operating current to 0 A for both the reaching and retracting functions. Level 0: Shortest possible delay Level 9: Longest possible delay 3.5.2.22 TI/SH DEC DEL This parameter sets the time delay for the current on the valve coil to change from operating current to 0 A for the tilting and shifting functions in both directions. Level 0: Shortest possible delay Level 9: Longest possible delay

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4 Testing truck functions This chapter covers testing the correct operation of the truck. It is divided into two main sections. The first section discusses testing truck functions directly via the display unit. The second section examines the use of the console for testing the operation of the different controllers.

4.1 Testing the truck directly via the truck’s display unit (SICOS) The following primary display is shown to the operator during normal operation:

Figure 4.1 Primary truck display

The main components of the primary display are explained below. 4.1.1 Direction indicator The direction indicated by this component depends on the selected driving direction (forward or backward) and on the status of the three inputs that indicate the position of the steering wheel. The direction indicator has six outlined arrow symbols. When the operator selects the driving direction, one of the six arrows becomes filled to indicate the approximate direction of movement.

Figure 4.2 Driving direction indicator

4.1.2 Battery charge level indicator The battery charge level indicator displays the battery charge level (information from the traction motor controller) to the operator in both percentage and with a battery symbol that has a level bar for every 20% of charge. When the battery has discharged to a level below 20%, a battery symbol with an exclamation mark will also appear in the upper part of the

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display. The battery charge level indicator is displayed immediately after the main key switch is turned on and every time the truck is in standby mode.

Figure 4.3 Battery charge indicator

4.1.3 Operating time indicator The operating time indicator is an hourglass symbol next to which is the operating time in hours. This indicator is displayed every time the truck is switched on and when returning from the menu to the primary display. The indicator is displayed for a short period after which it is replaced by the battery charge level indicator.

Figure 4.4 Operating time indicator

4.1.4 Truck speed indicator The truck speed indicator displays the speed (information from the traction motor controller) of the truck to the operator. The speed indicator can be set to display the speed in either km/h or mph. If a speed reduction is active, a turtle symbol is shown after the speed.

Figure 4.5 Truck speed indicator

4.1.5 Lifting height indicator The lifting height indicator is displayed whenever the lifting or lowering function is executed. It shows the lifting height to the operator in either metres or feet (depending on the settings). A programmable offset is also taken into account in the displayed height value, which is the height at which the encoder zero sensor is located. If the display unit controller (SICOS) receives a height value higher than zero without receiving the zero encoder signal the display shows 22.22 m + offset.

Figure 4.6 Lifting height indicator

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4.1.6 Alarm indication When an alarm is triggered in the truck, the bottom of the display shows the controller in which the alarm occurred (e.g. “ALARM ON MOD # 1”) followed by the name of the alarm. The controller numbers are as follows: MOD # 1: Display unit controller (SICOS) MOD # 2: Traction motor controller (AC2T) MOD # 5: Pump motor controller (AC2P) MOD # 6: Electric power steering controller (EPS) MOD # 9: Hydraulic valve controller (MHYRIO)

Figure 4.7 Sample alarm indication

4.1.7 Selection buttons The four selection buttons allow the operator to navigate the menus of and make parameter adjustments to the display unit controller and to other controllers that are interconnected through the CAN bus. The buttons function as follows: Enter: Press to access the selected menu or to confirm a change. Also opens the Main Menu from the primary display. Out: Press to exit the selected menu or to cancel a change. Up: Press to scroll upwards in menus and to select or increase a parameter. Down: Press to scroll downwards in menus and to select or decrease a parameter. 4.1.8 Main Menu Press Enter to access the Main Menu from the primary display. Move through the menu with the Up and Down buttons. The arrow indicates the currently selected menu item. Open any of the displayed submenus by moving the arrow to it and pressing Enter. Press Out to return to the Main Menu. There are six submenus in the main menu: TESTER MASTER: Testing the display unit controller (SICOS) inputs TESTER SLAVE: Testing the main pump motor controller (AC2T) and traction motor controller (AC2P) inputs AUTOTEACHING: Managing the floor height settings ALARMS: A log of the five most recent alarms The following two submenus are accessible only if the Out button is kept pressed while truck’s main key switch is turned on. LIFT LIMIT: Setting a lifting limit

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PROGRAM OFFSET: Setting the encoder zero reference height

Figure 4.8 Main Menu of the display unit

4.1.9 Tester Master submenu This is the testing menu for the display unit controller (SICOS). It shows the status of the controller inputs and is composed of two pages. On the first page, the inputs are represented by boxes with a corresponding code. An input is active when the box is filled.

Figure 4.9 Tester Master submenu page 1

Where: I1: forward switch S13 I2: backward switch S13 I3: accelerator pedal switch S21 I4: seat switch (optional) S28 (standard model: X23:1 and X23:2 bridged) I5: safety pedal switch S25 I6: start braking switch S23 I7: pressure switch S22 I8: speed reduction switch not installed (X16:1 and X16:2 bridged) I9: hand brake switch S14

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I10: lifting/lowering request R11 change from fingertip 0-position I11: reaching/retracting request R12 change from fingertip 0-position I12: tilting request R13 change from fingertip 0-position I13: side-shifting request R14 change from fingertip 0-position I14: auxiliary 1 hydraulic function 1 S16 I15: auxiliary 2 hydraulic function 2 S16 I16: CREEPER function (direction switch kept in one limit position) S13 I17: steering sensor A status S31 I18: steering sensor B status S32 I19: steering sensor C status S33 I20: top limit override switch S10 I21: not in use I22: not in use I23: not in use I24: not in use To access the second page, press the Enter button while viewing the first page.

Figure 4.10 Tester Master submenu page 2

Where: TRACTION ACCELERAT. : accelerator pedal sensor POTENTIOMETER #1 PU: lifting/lowering control POTENTIOMETER #2 PU: reaching/retracting control POTENTIOMETER #3 PU: tilting control POTENTIOMETER #4 PU: side-shifting control 4.1.10 Tester Slave submenu This is the testing menu for the traction motor controller and pump motor controller, which are connected to the display unit controller via the CAN bus. It shows the status of the inputs and is composed of two pages.

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Figure 4.11 Tester Slave submenu page 1

Where: CURRENT TRACTION: Traction motor controller current (Arms) VOLTAGE TRACTION: Traction motor controller voltage (%) FREQUENCY TRAC.: Traction motor controller frequency (Hz) TEMPERATURE TR.: Traction motor controller temperature (°C) To access the second page press the Up or Down button while viewing the first page.

Figure 4.12 Tester Slave submenu page 2

This function is not currently operational, only the traction motor controller information can be accessed. Where: CURRENT PUMP = Pump motor controller current (Arms) VOLTAGE PUMP = Pump motor controller voltage (%) FREQUENCY PUMP = Pump motor controller frequency (Hz) TEMPERATURE PU. = Pump motor controller temperature (°C) 4.1.11 Autoteaching submenu This submenu is used to manage the floor height settings. Use the Up and Down buttons to select the desired floor level, and press Enter to store the height information (from the encoder) for the selected level.

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Figure 4.13 Autoteaching submenu

4.1.12 Alarms submenu This menu displays the five most recent logged alarms. The information is collected from all the controllers that are connected to the display unit controller via the CAN bus. Press Out to return to the Main Menu. You are asked whether the logged alarms should be cleared. Press Enter to confirm this or Out to exit without clearing the alarm log.

Figure 4.14 Alarms submenu and query to clear the alarm history information

Where: HOURS indicates the logged operating time when the alarm occurred. NUM is the number of times the same alarm has occurred. NTC is the display temperature when the alarm occurred. MOD indicates the controller where the alarm occurred; the controllers are 1: Display unit controller (SICOS), 2: Traction motor controller (AC2T), 5: Pump motor controller (AC2P), 6: Electric power steering controller (EPS), and 9: Hydraulic valve controller (MHYRIO).

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4.1.13 Lift Limit submenu This menu is accessible only if the Out button is pressed while the key switch in turned on. In this submenu, the lifting limit height can be programmed. Use the Up and Down buttons to select the desired height and press Enter to store the encoder value that corresponds to the selected height. Do not activate the lifting limit, if you set a height below the maximum lifting height unless the override switch (S10) is installed. The override switch makes it possible to continue lifting after the lifting limit is reached.

Figure 4.15 Lifting Limit submenu

Where: HEIGHT VALUE is the height of the lifting block. ENCODER VALUE is the height information read from the encoder. 4.1.14 Program Offset submenu This menu is accessible only if the Out button is pressed while the key switch is turned on. In this submenu, the 0-level of the encoder can be programmed. Select the desired value with the Up and Down buttons (the value is expressed in millimetres). Store the value by pressing the Enter button. This height must be set at the maximum free lifting height!

Figure 4.16 Program Offset submenu

Where: OFFSET VALUE is the 0-level of the encoder in millimetres.

4.2 Testing the truck with the console Please refer to Chapter 2 for information on using the console. 4.2.1 Display unit controller (SICOS) (Mode 1) After selecting the display unit controller on the console, select the Tester menu (in the Main Menu) and the following tests will be available:

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4.2.1.1 ACCELERATOR This test provides the output voltage from the accelerator pedal. 4.2.1.2 ANALOG INPUT #1 When the lifting/lowering fingertip control is deflected from the centre position, the output voltage changes, which controls the speed of the pump motor. 4.2.1.3 ANALOG INPUT #2 When the reaching/retracting fingertip control is deflected from the centre position, the output voltage changes, which controls the speed of the pump motor. 4.2.1.4 ANALOG INPUT #3 When the tilt up/tilt down fingertip control is deflected from the centre position, the output voltage changes, which controls the speed of the pump motor. 4.2.1.5 ANALOG INPUT #4 When the shift left/shift right fingertip control is deflected from the centre position, the output voltage changes which controls the speed of the pump motor. 4.2.1.6 BRAKE PEDAL POT. Not used in this application. 4.2.1.7 FORWARD SWITCH If the direction switch S13 is activated after the key switch is turned on, this test indicates ON +VB or OFF GND. There are no real forward and backward driving directions because the truck has 360-degree steering. 4.2.1.8 BACKWARD SWITCH If the direction switch S13 is activated after the key switch is turned on, this test indicates ON +VB or OFF GND. There are no real forward and backward driving directions because the truck has 360-degree steering. 4.2.1.9 ENABLE SWITCH If the accelerator pedal (S21) is pressed lightly after turning the key switch on, this test indicates ON +VB (and OFF GND when the pedal is released). 4.2.1.10 SEAT SWITCH In a standard truck without the seat switch option, this test indicates ON +VB because the seat switch (S28) is bridged. This test will indicate OFF GND, if the bridge is removed or if the seat switch is open (on a model that has the option fitted). 4.2.1.11 DEAD MAN SWITCH This test indicates whether the safety pedal switch (S25) is closed (ON +VB) or open (OFF GND). This is a safety feature, which controls the drive function. 4.2.1.12 BRAKE SWITCH This test indicates whether the brake pedal switch (S23) is closed (ON +VB) or open (OFF GND). The operation of the brake pedal is controlled by the PEDAL BRAKING parameter.

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4.2.1.13 PRESSURE SWITCH The pressure switch (S22 or S22.2) feeds the positive voltage to the magnetic brake coil in the (normal) ON position. In the OFF position, the connection is interrupted and the brake cannot be released. On trucks fitted with hydraulic load wheel brakes, a pressure of 50 bar in the main cylinder is needed to disconnect the brake voltage. 4.2.1.14 CUTBACK SWITCH A speed reduction switch can be installed as an optional accessory between X16:2 and X16:1 (see page 5/24 of the electrical schematics). This switch is used to activate the display unit controller parameter CUTBACK SPEED 1 to reduce the speed of the traction motor. On a standard truck, the connection is bridged and this test indicates ON +VB. On a truck with the option fitted, the test indicates OFF GND when the connection is open and speed reduction is active. 4.2.1.15 HANDBRAKE This test checks the operation of the parking brake switch (S14). When the parking brake is on, this test indicates OFF GND. When the parking brake is off, this test indicates ON +VB. (The switch must indicate ON for the truck to be drivable.) 4.2.1.16 1ST SPEED SWITCH This test checks the operation of the lifting/lowering fingertip control. OFF GND: The control is in the centre position. ON +VB: The control has been moved in either the lifting or the lowering direction. 4.2.1.17 2ND SPEED SWITCH This test checks the operation of the reaching/retracting fingertip control. OFF GND: The control is in the centre position. ON +VB: The control has been moved in either the reaching or the retracting direction. 4.2.1.18 3RD SPEED SWITCH This test checks the operation of the tilt up/tilt down fingertip control. OFF GND: The control is in the centre position. ON +VB: The control has been moved in either the tilt up or the tilt down direction. 4.2.1.19 4TH SPEED SWITCH This test checks the operation of the shift left/shift right fingertip control. OFF GND: The control is in the centre position. ON +VB: The control has been moved in either the shift left or the shift right direction.

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4.2.1.20 DIGITAL INPUT #1 This test indicates the status of the fifth hydraulic function switch (S16): OFF GND: This direction is not active. ON +VB: This direction is active. 4.2.1.21 DIGITAL INPUT #2 This test indicates the status of the fifth hydraulic function switch (S16): OFF GND: This direction is not active. ON +VB: This direction is active. 4.2.1.22 CREEPER FUNCTION By holding the direction switch in the bottom position in either direction, the crawling function is activated (SICOS parameter CUTBACK SPEED 2), which slows the speed of the traction motor. This function is standard in all newer AC reach trucks and is activated (by sensor S43) when lifting above the free-lifting height. This feature has been installed in trucks since production week 13, 2003. 4.2.1.23 STATUS #1 This test indicates the status of steering sensor A (S31). The combination of the three steering sensors gives the position of the steering wheel. 4.2.1.24 STATUS #2 This test indicates the status of steering sensor B (S32). The combination of the three steering sensors gives the position of the steering wheel. 4.2.1.25 STATUS #3 This test indicates the status of steering sensor C (S33). The combination of the three steering sensors gives the position of the steering wheel. 4.2.1.26 DIGITAL INPUT #3 This test indicates the status of the lifting limit override switch (S10), if it is installed (optional). 4.2.2 Traction motor controller (AC2T) (Mode 2) To access the tests for the traction motor controller, you must first select it from the console and then access the Tester submenu. The following tests are available for the traction motor controller. 4.2.2.1 MOTOR VOLTAGE This test indicates the voltage supplied to the motor by the controller. It is expressed as a percentage of the full voltage (which depends on the battery voltage).

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4.2.2.2 FREQUENCY This test indicates the frequency of the voltage and current that is supplied to the traction motor. 4.2.2.3 ENCODER This test indicates the speed of the motor, expressed in the same units as the frequency, the information originates from the encoder bearing that is mounted in the traction motor. 4.2.2.4 SLIP VALUE This test indicates the difference in turning speed between the rotating field and the motor shaft, expressed in the same units as the frequency. 4.2.2.5 CURRENT RMS This test provides the Root Mean Square value of the motor current. (RMS refers to the method of measuring the current.) 4.2.2.6 TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices. 4.2.2.7 MOTOR TEMPERAT. This test provides the temperature (in °C) of the traction motor, if the option has been programmed correctly (see parameter explanations). 4.2.2.8 ACCELERATOR This test provides the voltage output of the accelerator pedal. The voltage level is shown on the left-hand side of the console’s display and the value in percentage is shown on the right-hand side. 4.2.2.9 FORWARD SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. For this test to show an active status, the display unit controller (SICOS) must receive the information that both the accelerator pedal switch (S21) and the safety pedal switch (S25) are closed. The driving direction must also be selected. The status is either ON +VB, i.e. active (closed switch), or OFF GND, i.e. inactive (open switch). 4.2.2.10 BACKWARD SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. For this test to show an active status, the display unit controller (SICOS) must receive the information that both the accelerator pedal switch (S21) and the safety pedal switch (S25) are closed. The driving direction must also be selected.

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The status is either ON +VB, i.e. active (closed switch), or OFF GND, i.e. inactive (open switch). 4.2.2.11 ENABLE SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. For this test to show an active status, the display unit controller (SICOS) must receive the information that both the accelerator pedal switch (S21) and the safety pedal switch (S25) are closed. The status is either ON +VB, i.e. active, or OFF GND, i.e. inactive. 4.2.2.12 SEAT SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. Not in use in the standard application. S28 is bridged by default, but available as an optional accessory. The status is either ON +VB, i.e. active (closed seat switch), or OFF GND, i.e. inactive (open seat switch). 4.2.2.13 CUTBACK SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. Refer to the explanation above (4.2.1.14). The status is either ON +VB, i.e. cutback active, or OFF GND, i.e. cutback inactive. 4.2.2.14 BRAKE SWITCH This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. Refer to the explanation above (4.2.1.12). The status is either ON +VB, i.e. brake switch active, or OFF GND, i.e. brake switch inactive. 4.2.2.15 EXCLUSIVE HYDRO Not used in this application. The status is either ON +VB, i.e. active (closed switch), or OFF GND, i.e. inactive (open switch).

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4.2.2.16 BRAKEPEDAL POT. Not used in this application. There is no potentiometer in the brake pedal. 4.2.2.17 HANDBRAKE This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. Refer to the explanation above (4.2.1.15). The status is either ON GND, i.e. active (open switch), or OFF +VB, i.e. inactive (closed switch). 4.2.2.18 VOLTAGE BOOSTER The normal current limit might be set to such a low value that the motor does not start to turn. The voltage booster function provides a 10% boost to the maximum current to help start the motor. 4.2.2.19 BATTERY VOLTAGE This test indicates the current battery voltage. Its accuracy depends on whether the parameter ADJUST BATTERY (under Adjustments) has been calibrated. This is a read only function. 4.2.2.20 COS FI This test provides the power factor of the motor and is calculated in real-time. It is related to the phase slip and time angle. 4.2.2.21 BATTERY CURRENT This test provides the calculated (not measured) battery current draw. 4.2.2.22 BATTERY CHARGE This test provides the level of battery charge in percent of full charge. 4.2.2.23 PERFORMANCE This test indicates the selected drive mode. The drive mode cannot be changed here. This information originates from the display unit controller (SICOS) and is transmitted over the CAN bus. The drive mode determines maximum pump motor speed for lifting and lowering through the display unit controller (SICOS), which transmits drive mode information to the traction motor controller (which in turn modifies other parameters). The currently selected drive mode is indicated by the corresponding number on the truck’s display when the power is switched on: 0 indicates drive mode I, 1 indicates drive mode II, and 2 indicates drive mode III. 4.2.3 Pump motor controller (AC2P) (Mode 5) To access the tests for the pump motor controller, you must first select it from the console and then access the Tester submenu. The following tests are available for the pump motor controller.

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4.2.3.1 MOTOR VOLTAGE This test indicates the voltage supplied to the motor by the controller; it is expressed as a percentage of the full voltage (which depends on the battery voltage). 4.2.3.2 FREQUENCY This test indicates the frequency of the voltage and current that is supplied to the pump motor. 4.2.3.3 ENCODER This test indicates the speed of the pump motor, expressed in the same units as the frequency. The information originates from the speed sensor. 4.2.3.4 SLIP VALUE This test indicates the difference of turning speed between the rotating field and the motor shaft, expressed in the same units as the frequency. 4.2.3.5 CURRENT RMS This test provides the Root Mean Square value of the motor current. (RMS refers to the method of measuring the current.) 4.2.3.6 TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices. 4.2.3.7 MOTOR TEMPERAT. This test provides the temperature (in °C) of the traction motor, if the option has been programmed correctly (see parameter explanations). 4.2.3.8 ACCELERATOR This test provides the voltage output from any fingertip control. The voltage level is shown on the left-hand side of the console’s display and the value in percentage is shown on the right-hand side. You can read the voltage on all functions except lowering, which reads 0% during the operation. 4.2.3.9 LIFTING SWITCH This test is active (ON +VB) when any fingertip control except lowering is activated. The test indicates OFF GND when lowering is activated. 4.2.3.10 HYDROSP REQ Not used in this application. 4.2.3.11 CUTBACK SWITCH Not used in this application. 4.2.3.12 VOLTAGE BOOSTER The normal current limit might be set to such a low value that the motor does not start to turn. The voltage booster function provides a 10% boost to the maximum current to help in starting the motor.

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4.2.3.13 BATTERY VOLTAGE This test indicates the current battery voltage. Its accuracy depends on whether the parameter ADJUST BATTERY (under Adjustments) has been calibrated. This is a read only function. 4.2.3.14 COS FI This test provides the power factor of the motor and is calculated in real-time. It is related to the phase slip and time angle. 4.2.3.15 BATTERY CURRENT This test provides the calculated (not measured) battery current draw. 4.2.3.16 VMN Not used in this application. 4.2.4 Electric power steering controller (EPS) (Mode 6) To access the tests for the electric power steering controller, you must first select it from the console and then access the Tester submenu. The following tests are available for the electric power steering controller. 4.2.4.1 DT This test provides the voltage value of the stepper motor input from the steering wheel in real-time. The value is scaled for the steering motor controller. When measured directly from the stepper motor, the output value is sometimes higher than when measured via the console. 4.2.4.2 SET POINT Not used in this application. This test is used only in potentiometer-based steering. It provides the voltage of the steering handle command potentiometer in real-time. 4.2.4.3 FEEDBACK POT Not used in this application. This test provides in real-time the voltage of the steering motor steering angle feedback potentiometer. The reading is approximately 5 volts. 4.2.4.4 TEMPERATURE This test provides the temperature (in degrees Celsius) of the controller’s base plate. An alarm occurs if the temperature rises above 76°C. 4.2.4.5 FREQUENCY This test provides in real-time the frequency that is applied to the steering motor. 4.2.4.6 MOTOR VOLTAGE This test provides in real-time the voltage that is applied to the steering motor as a percentage of the battery voltage. 4.2.4.7 MOTOR CURRENT This test provides the Root Mean Square value of the motor current. (RMS refers to the method of measuring the current.)

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4.2.4.8 ENC Not used in this application. There is no encoder installed in the steering motor. 4.2.4.9 ENC SPEED Not used in this application. There is no encoder installed in the steering motor. 4.2.4.10 ENDSTROKE CW Not used in this application. (Controls the status of the clockwise limit switch (ON/OFF) in real-time.) 4.2.4.11 ENDSTROKE ACW Not used in this application. (Controls the status of the counterclockwise limit switch (ON/OFF) in real-time.) 4.2.4.12 CW LIMIT LEVEL Not used in this application. (Controls the information from the steering angle feedback potentiometer in real-time.) 4.2.4.13 ACW LIMIT LEVEL Not used in this application. (Controls the information from the steering angle feedback potentiometer in real-time.) 4.2.4.14 AUTOMATIC REQ. Not used in this application. (Provides the steering state in real-time: manual or automatic.) 4.2.4.15 DIRECTION INPUTS Controls the information of an active travel request in real-time. It indicates ON when either a forward or backward travel request is active. 4.2.4.16 MM ALARM SWITCH Provides the state (closed or open) of the master microprocessor-controlled safety switch in real-time. 4.2.4.17 SM ALARM SWITCH Provides the state (closed or open) of the slave microprocessor-controlled safety switch in real-time. 4.2.5 Hydraulic valve controller (MHYRIO) (Mode 9) To access the tests for the hydraulic valve controller, you must first select it from the console and then access the Tester submenu. The following tests are available for the hydraulic valve controller. 4.2.5.1 DIGITAL INPUT #1 This test shows the status of the reaching speed limit switch (S41). The state is either ON, i.e. active (closed switch) (reaching/retracting at normal speed), or OFF, i.e. inactive (open switch) (reaching/retracting at reduced speed).

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4.2.5.2 DIGITAL INPUT #2 This test indicates the status of the return pressure adjustment valve. No longer in use! Some early AC reach trucks were fitted with a Vickers main valve, which used this parameter. The status is either ON +VB, i.e. open (during lifting), or OFF GND, i.e. closed (during all other operations). 4.2.5.3 DIGITAL INPUT #3 This test provides the status of the free-lifting sensor S43. This sensor controls crawling speed activation in all trucks, and controls pre-height setting and height indication in trucks that have the B41 encoder fitted. The status is either ON +VB, i.e. below full free-lifting height, or OFF GND, i.e. above full free-lifting height. 4.2.5.4 DIGITAL INPUT #4 Not used in this application. 4.2.5.5 DIGITAL INPUT #5 Not used in this application. 4.2.5.6 DIGITAL INPUT #6 Not used in this application. 4.2.5.7 DIGITAL INPUT #7 Not used in this application. 4.2.5.8 DIGITAL INPUT #8 Not used in this application. 4.2.5.9 LOWER EV This test indicates the status of the proportional lowering valve. The status is either OFF GND, i.e. lowering not activated, or ON +VB, i.e. lowering activated. 4.2.5.10 LIFT EV This test indicates the status of the magnetic lifting valve. The status is either OFF GND, i.e. magnetic lifting valve not activated, or ON +VB, i.e. magnetic lifting valve activated.

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4.2.5.11 REACH FWD EV This test indicates the status of the magnetic reaching valve. The status is either OFF GND, i.e. magnetic reaching valve not activated, or ON +VB, i.e. magnetic reaching valve activated. 4.2.5.12 REACH BWD EV This test indicates the status of the magnetic retracting valve. The status is either OFF GND, i.e. magnetic retracting valve not activated, or ON +VB, i.e. magnetic retracting valve activated. 4.2.5.13 TILT UP EV This test indicates the status of the magnetic tilting up valve. The status is either OFF GND, i.e. magnetic tilting up valve not activated, or ON +VB, i.e. magnetic tilting up valve activated. 4.2.5.14 TILT DW EV This test indicates the status of the magnetic tilting down valve. The status is either OFF GND, i.e. magnetic tilting down valve not activated, or ON +VB, i.e. magnetic tilting down valve activated. 4.2.5.15 SHIFT RGT EV This test indicates the status of the magnetic valve for shifting to the right. The status is either OFF GND, i.e. magnetic valve for shifting right not activated, or ON +VB, i.e. magnetic valve for shifting right activated. 4.2.5.16 SHIFT LFT EV This test indicates the status of the magnetic valve for shifting to the left. The status is either OFF GND, i.e. magnetic valve for shifting left not activated, or ON +VB, i.e. magnetic valve for shifting left activated. 4.2.5.17 ENCODER This test indicates the digital count of the encoder. This value is read by the display unit controller (SICOS). It is present in this menu only for checking the functionality of the encoder. (Optional accessory, installed in the mast) 4.2.5.18 STATUS #1 Not used in this application.

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4.2.5.19 STATUS #2 Not used in this application. 4.2.5.20 STATUS #3 This test indicates the status of all auxiliary magnetic valves, i.e. reaching, tilting and side shifting. The status is either OFF GND, i.e. not activated, and ON, i.e. one or several activated. 4.2.5.21 ANALOG INPUT #1 Not used in this application. 4.2.5.22 ANALOG INPUT #2 Not used in this application.

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5 Alarm codes This chapter explains the meaning of the various alarms that the different controllers may produce. Refer to Chapter 2 for information on using the console and accessing the Alarms submenu.

5.1 Display unit controller (SICOS) (Mode 1) 5.1.1 VACC NOT OK The voltage output from the accelerator pedal is high at standstill or not correctly programmed. 5.1.2 POT #1 NOT OK The output voltage from the lifting/lowering fingertip control is high at standstill or not correctly programmed. 5.1.3 POT #2 NOT OK The output voltage from the reaching/retracting fingertip control is high at standstill or not correctly programmed. 5.1.4 POT #3 NOT OK The output voltage from the tilting up/tilting down fingertip control is high at standstill or not correctly programmed. 5.1.5 POT #4 NOT OK The output voltage from the side-shifting fingertip control is high at standstill or not correctly programmed. 5.1.6 CAN BUS KO A controller connected to the display unit controller (SICOS) through the CAN bus is either offline or communicating incorrectly. Do not rely solely on the information given by the display unit controller (SICOS)! If this alarm is triggered, you should begin by checking the CAN bus cables and connections. Turn the key switch off and disconnect plug XA4E from the display unit controller (SICOS) and plug XA5C from the hydraulic valve controller (MHYRIO) (see page 11/24 of the electrical schematics). The 120 Ω resistors remain in the controllers and you can measure the cabling and connectors for continuity with a multimeter. After this check, continue as follows: Do not replace a controller without first comparing the information from each controller to the information in the tables below to confirm that a unit is faulty! You have to carry out a proper study concerning the information. To locate the (possibly) faulty unit, connect the console directly to each controller at a time and compare the information you get to the tables below:

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Defect module Condition by failure! Information from each unit

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5.1.7 CHECK UP NEEDED Not used in this application, the parameter is not activated. (Programmed maintenance request.) 5.1.8 EEPROM KO EEPROM parameter managing error. 5.1.9 CLEARING EEPROM This warning appears by pressing the UP, DOWN and ENTER buttons for at least 10 seconds when turning the key switch on. When displayed, the EEPROM is being reprogrammed. Turn off the key switch before the 10 seconds has passed to cancel the procedure. 5.1.10 BATTERY LOW This alarm is triggered when the battery has discharged to below 20% of full charge. The information originates from the traction motor controller. 5.1.11 FORW + BACK This alarm indicates that the direction control is set simultaneously to both the forward and backward directions. 5.1.12 INCORRECT START This alarm appears if a pump or traction motor request is made when the key switch is turned on, or if the correct starting sequence is not followed. 5.1.13 POWER FAILURE #1 This alarm indicates a short circuit in one of the digital outputs (three auxiliary outputs) of the display unit controller. 5.1.14 STEER SENSOR KO This alarm indicates erroneous configuration of the steering switches in the steering wheel.

5.2 Traction motor controller (AC2T) (Mode 2) 5.2.1 WATCH DOG This test is carried out while the controller is running and in standby mode. It is a self-diagnosing test within the logic. If this alarm occurs, the controller must be replaced. 5.2.2 EEPROM KO This alarm indicates a fault in the area of memory in which adjustment parameters are stored. This alarm inhibits machine operation. If the defect persists after the key switch is turned off and then on again, the controller must be replaced. If the alarm is not activated after restarting the truck, the previously stored parameters have been replaced with the default values.

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5.2.3 LOGIC FAILURE #1 This alarm indicates that an undervoltage/overvoltage protection operation has occurred. Two possible reasons for this alarm:

• An actual undervoltage/overvoltage situation has occurred.

• There is a fault in the hardware section of the logic board, which manages the overvoltage protection. In this case, the controller must be replaced.

5.2.4 LOGIC FAILURE #2 This alarm indicates a fault in the hardware section of the logic board, which manages the voltage feedback of the phases. The controller must be replaced. 5.2.5 LOGIC FAILURE #3 This alarm indicates a fault in the hardware section of the logic board, which manages the hardware current protection. The controller must be replaced. 5.2.6 CHECK UP NEEDED Not used in this application. This is a notification to the user that the programmed time for maintenance has elapsed. 5.2.7 INCORRECT START This alarm signals an incorrect starting sequence. Possible causes include:

• Microswitch failure

• Incorrect starting sequence by the operator

• Incorrect wiring If the alarm persists, the controller must be replaced. 5.2.8 FORW + BACK This test is carried out continuously. An alarm is signalled if the forward and backward travel requests are made simultaneously. Possible causes include:

• Defective wiring

• Microswitch failure

• Incorrect operation If the alarm persists, the controller must be replaced. 5.2.9 HANDBRAKE This alarm indicates that the truck cannot start because the handbrake switch is not closing. Possible causes include:

• Defective wiring

• Microswitch failure

• Incorrect operation If the alarm persists, the controller must be replaced.

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5.2.10 CAPACITOR CHARGE

Figure 5.1 Power capacitor

When the key switch is turned on, the controller attempts to charge the power capacitor through a power resistor, and to check that the capacitor is charged in a certain time. If there is a problem, an alarm is signalled and the main contactor is not closed. Possible causes:

• The charging resistor is opened

• There is a failure in the charging circuit

• There is a problem in the power modules. In this case, the controller must be replaced.

5.2.11 VMN LOW, VMN HIGH This test is carried out during the start-up sequence and in standby mode. Possible causes:

• There is a problem with the motor connections or the motor power circuit. Check that the three phases are correctly connected and whether there is a dispersion of the motor towards ground, or

• There is a failure in the controller and it must be replaced. 5.2.12 VACC NOT OK This alarm cannot occur in the traction motor controller, as the function is programmed in the display unit controller (SICOS). 5.2.13 PEDAL WIRE KO This alarm is signalled if a fault is detected in the accelerator unit wiring (XA4B:10 or XAB4:9). 5.2.14 STBY I HIGH This test carried out in standby mode. It checks that the current is 0. If not, an alarm is signalled, which inhibits machine operation. Possible causes:

• Current sensor failure (the controller must be replaced), or

• Logic failure (the controller must be replaced).

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5.2.15 MAIN CONTACTOR ALARMS 5.2.15.1 COIL SHORTED When the key switched is turned on, the microprocessor checks the main contactor driver (FF SR). If it does not react correctly, this alarm is triggered. The driver (FF SR) monitors the current in the main contactor coil through hardware. If the current is too high, it opens the main contactor and the alarm is signalled. Check for external short circuits and whether the resistance of the main contactor is correct. If these checks do not reveal a fault, the controller must be replaced. 5.2.15.2 DRIVER SHORTED When the key switched is turned on, the microprocessor checks that the main contactor coil driver is not short-circuited. If it is, this alarm is signalled. The controller must be replaced. 5.2.15.3 CONTACTOR DRIVER After the start-up sequence, the traction motor controller closes the main contactor and checks the voltage drain of the driver. If the drain is to high, this alarm is triggered. The controller must be replaced. 5.2.15.4 CONTACTOR OPEN This alarm indicates that the logic board has driven the main contactor coil, but the contactor does not close. Two possible reasons for this:

• The wires to the coil are interrupted or not well connected • The tips of the contactor are not working properly

5.2.16 AUX OUTPUT KO The microprocessor checks the electromechanical brake driver. If the driver output does not correspond to the signal from the microprocessor, this alarm is signalled. The controller must be replaced. 5.2.17 HIGH TEMPERATURE This alarm indicates that the chopper temperature is over 75°C. The maximum current is reduced proportionally to the temperature increase. The chopper stops when 100°C is reached. If this alarm is signalled when the chopper is cold: • There is a fault in the thermal sensor’s wiring, • There is a failure in the thermal sensor, or • There is a failure in the logic. If any of the above cases indicate faults, the controller must be replaced. 5.2.18 MOTOR TEMPERATURE This warning is signalled if in the motor temperature control, the analogue signal passes the cut-off level. The resistance of the thermal sensor is 580 ohm at 20°C. If it the alarm is activated when the motor is cold, check the wiring. If the wiring is intact, the controller must be replaced.

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5.2.19 THERMIC SENSOR KO The range of the controller’s temperature sensor is always checked and a warning is signalled if it is out of range. If this alarm is triggered, check the connections of the sensor. If the sensor connections are intact, the controller must be replaced. 5.2.20 WAITING PUMP This alarm is can occur in combined systems (traction/pump). The pump motor controller has detected a failure and the traction motor controller cannot close the main contactor because of the alarm (which the traction motor controller receives over the CAN bus). Search for a failure in the pump motor controller. 5.2.21 CAN BUS KO The self-diagnostics are active when the controller is connected to the CAN bus (as in this case). This alarm is triggered if the controller does not receive any data over the CAN bus. Begin by checking the wiring. If it is intact, the problem is controller-based. Please refer to the tables at the beginning of this chapter. 5.2.22 ENCODER ERROR The encoder signals are important for system operation. If this alarm is indicated, the controller is not receiving data from the encoder. When the motor is being used, this alarm can occur only if the encoder signals disappear suddenly during running. If the fault is present when you start the motor, it will go into DC mode: the motor turns very slowly and jerkily while it draws a very high current (approximately 300 A – 350 A). The encoder reading in the “Tester” submenu cannot cross 20 Hz. The slowly and jerkily turning motor is a sign of the same fault even without the alarm being triggered. Do not use the truck in this state. Doing so can harm the motor cables! In both cases check:

• For a bad contact at connector X35 at the traction motor or connector XA1D at the traction motor controller,

• The cables between the mentioned plugs, and

• For a faulty encoder in the traction motor. Replacing the encoder will void the manufacturer’s warranty. To conform to warranty restrictions, the entire traction motor assembly must be replaced. 5.2.23 BATTERY LOW If battery monitoring is active, a battery discharge algorithm is carried out. When the charge level decreases to 10%, this alarm is triggered and the current is reduced to the half of the programmed value.

5.3 Pump motor controller (AC2P) (Mode 5) 5.3.1 WATCH DOG This test is carried out while the controller is running and in standby mode. It is a self-diagnostic test in the controller. If this alarm occurs, the controller must be replaced.

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5.3.2 EEPROM KO This alarm indicates a fault in the area of memory in which adjustment parameters are stored. This alarm inhibits machine operation. If the defect persists after the key switch is turned off and then on, the controller must be replaced. If the alarm is not activated after restarting the truck, the previously stored parameters have been replaced with the default values. 5.3.3 LOGIC FAILURE #1 This alarm indicates that an undervoltage/overvoltage protection operation has occurred. Two possible reasons for this alarm:

• An actual undervoltage/overvoltage situation has occurred, or

• There is a fault in the hardware section of the logic board, which manages the overvoltage protection. In this case, the controller must be replaced.

5.3.4 LOGIC FAILURE #2 This alarm indicates a fault in the hardware section of the logic board, which manages the voltage feedback of the phases. The controller must be replaced. 5.3.5 LOGIC FAILURE #3 This alarm indicates a fault in the hardware section of the logic board, which manages the hardware current protection. The controller must be replaced. 5.3.6 INCORRECT START This alarm signals an incorrect starting sequence. Possible causes include:

• Micro switch failure

• Incorrect starting sequence by the operator

• Incorrect wiring If the alarm persists, the controller must be replaced. 5.3.7 CAPACITOR CHARGE When the key switch is turned on, the controller attempts to charge the power capacitor through a power resistor, and to check that the capacitor is charged in a certain time. If there is a problem, an alarm is signalled and the main contactor is not closed. (See Figure 5.1) Possible causes:

• The charging resistor is opened

• There is a failure is the charging circuit

• There is a problem in the power modules. In this case, the controller must be replaced.

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5.3.8 VMN LOW, VMN HIGH This test is carried out during the start-up sequence and in standby mode. Possible causes:

• There is a problem with the motor connections or the motor power circuit. Check that the three phases are correctly connected and whether there is a dispersion of the motor towards ground, and

• There is a failure in the controller and it must be replaced. 5.3.9 VACC NOT OK This alarm cannot occur in the pump motor controller, as the function is programmed in the display unit controller (SICOS). 5.3.10 PEDAL WIRE KO This alarm is signalled if a fault is detected in the wiring of the fingertip control unit (XA4D:1 or XAD4:3; XA4D:4 or XA4D:6; XA4D:7 or XA4D:9; XA4D:10 or XA4D:12). 5.3.11 STBY I HIGH This test carried out in standby mode. It checks that the current is 0. If not, an alarm is signalled, which inhibits machine operations. Possible causes:

• Current sensor failure (the controller must be replaced)

• Logic failure (the controller must be replaced) 5.3.12 MAIN CONTACTOR ALARMS 5.3.12.1 COIL SHORTED When the key switched is turned on, the microprocessor checks the main contactor driver (FF SR). If it does not react correctly, this alarm is triggered. The driver (FF SR) monitors the current in the main contactor coil through hardware. If the current is too high, it opens the main contactor and the alarm is signalled. Check for external short circuits and whether the resistance of the main contactor is correct. If these checks do not reveal a fault, the controller must be replaced. 5.3.12.2 DRIVER SHORTED When the key switched is turned on, the microprocessor checks that the main contactor coil driver is not short-circuited. If it is, this alarm is signalled. The controller must be replaced. 5.3.12.3 CONTACTOR DRIVER After the start-up sequence, the pump motor controller closes the main contactor and checks the voltage drain of the driver. If the drain is to high, this alarm is triggered. The controller must be replaced.

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5.3.12.4 CONTACTOR OPEN This alarm indicates that the logic board has driven the main contactor coil, but the contactor does not close. Two possible reasons for this:

• The wires to the coil are interrupted or not well connected • The tips of the contactor are not working properly

5.3.13 AUX OUTPUT KO The microprocessor checks the electromechanical brake driver. If the driver output does not correspond to the signal from the microprocessor, this alarm is signalled. The controller must be replaced. 5.3.14 HIGH TEMPERATURE This alarm indicates that the chopper temperature is over 75°C. The maximum current is reduced proportionally to the temperature increase. The chopper stops when 100°C is reached. If this alarm is signalled when the chopper is cold: • There is a fault in the thermal sensor’s wiring, • There is a failure in the thermal sensor, or • There is a failure in the logic. If any of the above cases indicate faults, the controller must be replaced. 5.3.15 MOTOR TEMPERATURE This warning is signalled if in the motor temperature control, the analogue signal passes the cut-off level. The resistance of the thermal sensor is 580 ohm at 20°C. If it the alarm is activated when the motor is cold, check the wiring. If the wiring is intact, the controller must be replaced. 5.3.16 THERMIC SENSOR KO The range of the controller’s temperature sensor is always checked and a warning is signalled if it is out of range. If this alarm is triggered, check the connections of the sensor. If the sensor connections are intact, the controller must be replaced. 5.3.17 WAITING TRACTION This alarm is can occur in combined systems (traction/pump). The pump motor controller has detected a failure and the traction motor controller cannot close the main contactor because of the alarm (which the traction motor controller receives over the CAN bus). Search for a failure in the traction motor controller. 5.3.18 CAN BUS KO The self-diagnostics are active when the controller is connected to the CAN bus (as in this case). This alarm is triggered if the controller does not receive any data over the CAN bus. Begin by checking the wiring. If it is intact, the problem is controller-based. Please refer to the tables at the beginning of this chapter.

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5.3.19 ENCODER ERROR The encoder signals are important for system operation. If this alarm is indicated, the controller is not receiving data from the encoder. When the motor is being used, this alarm can occur only if the encoder signals disappear suddenly during running. If the fault is present when you start the motor, it will go into DC mode: the motor turns very slowly and jerkily while it draws a very high current (approximately 300 A – 350 A). The encoder reading in the Tester submenu cannot cross 20 Hz. The slowly and jerkily turning motor is a sign of the same fault even without the alarm being triggered. Do not use the truck in this state. Doing so can harm the motor cables! In both cases check:

• For a bad contact at plug X36 at the traction motor or plug XA2D at the pump motor controller,

• The cables between the mentioned plugs, and

• For a faulty encoder in the pump motor. Replacing the encoder will void the manufacturer’s warranty. To conform to warranty restrictions, the entire pump motor assembly must be replaced. 5.3.20 BATTERY LOW In this application, the pump motor controller does not activate this alarm. The traction motor controller handles battery monitoring.

5.4 Electric power steering controller (EPS) (Mode 6) 5.4.1 MICRO SLAVE KO When this alarm is triggered and no specific number is indicated, the master microprocessor (MM) has detected a command value different from that which the supervising microprocessor (SM) is reading. The two microprocessors compare in real-time the commands (stepper motor, limit switches and automatic request) they are reading. If the alarm reoccurs, the controller must be replaced. 5.4.2 MICRO SLAVE #1 This alarm indicates that the supervisor microprocessor (SM) has not detected a synchronisation pulse. The master microprocessor (MM) generates a continuous synchronisation pulse (at 16 ms intervals) to run an interrupt service routine. The alarm is triggered if the synchronisation pulse is not received for 100 ms. If the alarm reoccurs, the controller must be replaced. 5.4.3 MICRO SLAVE #2 This alarm indicates that the supervisor microprocessor (SM) has detected that the safety contacts are closed prior to the command being issued. If the alarm reoccurs, the controller must be replaced.

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5.4.4 MICRO SLAVE #3 This alarm indicates that the supervisor microprocessor (SM) has detected an analogue status signal originating from the master microprocessor (MM) indicating that the SP POT is frozen while the signal from the potentiometer is changing. Not used in this application. 5.4.5 MICRO SLAVE #4 This alarm indicates that the supervisor microprocessor (SM) has detected that the motor is turning opposite to the active command. Not used in this application. (Only for two potentiometer-based steering and automatic centring.) 5.4.6 MICRO SLAVE #5

This alarm indicates that the supervisor microprocessor (SM) has detected that the motor is stationary when the command to run is active. If the alarm reoccurs, the controller must be replaced. 5.4.7 MICRO SLAVE #6 This alarm indicates that the supervisor microprocessor (SM) has detected that the motor is turning opposite to the stepper motor command. If the alarm reoccurs, the controller must be replaced. 5.4.8 MICRO SLAVE #7 This alarm indicates that the supervisor microprocessor (SM) has opened its safety contact, but has not specified the reason on the local status bus. For example, this alarm is triggered when the SM is absent or broken. If the alarm reoccurs, the controller must be replaced. 5.4.9 KM CLOSED This alarm indicates that the Master Microprocessor (MM) has detected that its safety contact is closed before the command has been issued. The alarm can be due to incorrect installation. Two cascaded safety switches are internally connected (see Figure 5.2). They have three diagnostic points (low voltage, mid point and high voltage), which are read by software. When the switches are open, the three diagnostic points expect to be at different potential values due to the resistances. If the outside interface connected on pin #1 and pin #7 of connector CNB is equal to the midpoint at one end, it looks like the switch is closed before it is driven, which triggers the alarm. Therefore, the safety switch should be connected directly to the supply source (positive or negative pole of the battery), without intervening switches.

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Figure 5.2 Cascaded safety switches

If the alarm occurs even though wiring has been checked, the controller must be replaced. 5.4.10 KS CLOSED This alarm indicates that the master microprocessor (MM) has detected that the supervisor microprocessor’s (SM) safety contact is closed before the command has been issued. The alarm can be due to incorrect installation. Two cascaded safety switches are internally connected (see Figure 5.2). They have three diagnostic points (low voltage, mid point and high voltage), which are read by software. When the switches are open, the three diagnostic points expect to be at different potential values due to the resistances. If the outside interface connected on pin #1 and pin #7 of connector CNB is equal to the midpoint at one end, it looks like the switch is closed before it is driven, which triggers the alarm. Therefore, the safety switch should be directly connected directly to the supply source (positive or negative pole of the battery), without intervening switches. If the alarm occurs even though wiring has been checked to be correct, the controller must be replaced. 5.4.11 KM OPEN This alarm indicates that the master microprocessor (MM) has detected that its safety contact is open after the command to close has been issued. If the alarm reoccurs, the controller must be replaced. 5.4.12 KS OPEN This alarm indicates that the master microprocessor (MM) has detected that the supervisor microprocessor’s safety contact is open after the command to close has been issued. If the alarm reoccurs, the controller must be replaced. 5.4.13 DATA ACQUISITION This alarm occurs if ADJUSTMENT #1 is set to level 1. Turning the key switch off and then on will clear the alarm. ADJUSTMENT #1 must stay at level 0 according the parameter table.

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5.4.14 POWER FAILURE #1, #2 and #3 These alarms are triggered if a motor phase is missing. The alarm is activated when at least one phase current is less than 6 Aac while the applied frequency differs from zero. Verify the continuity of the motor cables and motor windings. 5.4.15 LOGIC FAILURE #1 This alarm is activated when the actual voltage between phases U and V differs from the desired value. If the alarm reoccurs, the controller must be replaced. 5.4.16 LOGIC FAILURE #2 This alarm is activated when the actual voltage between phases U and W differs from the desired value. If the alarm reoccurs, the controller must be replaced. 5.4.17 HIGH CURRENT This alarm indicates that the output current amplifier has been over the Imax current level (not adjustable) for longer than about one second. If the alarm reoccurs, the controller must be replaced. 5.4.18 MAIN CONT. OPEN This alarms indicates that the traction motor controller is not closing the main contactor (K12) after the key switch is turned on. The fault is not in the electrical power steering controller (EPS). Troubleshoot the traction motor controller for the fault. 5.4.19 KEY OFF This alarm indicates that the display unit controller (SICOS) has given a key off command over the CAN bus. This alarm is removed only when the display unit controller revokes the command. 5.4.20 CAN BUS KO The self-diagnostics are active when the controller is connected to the CAN bus (as in this case). This alarm is triggered if the controller does not receive any data over the CAN bus. Begin by checking the wiring. If it is intact, the problem is controller-based. Please refer to the tables at the beginning of this chapter. 5.4.21 STEER SENSOR KO Not used in this application. (A stepper motor is in use.) This alarm indicates that the tacho generator in the steering wheel is open or short-circuited.

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5.4.22 D LINE SENSOR KO This alarm can occur when the stepper motor channel on XA3A:3 is open. Check the stepper motor wires and measure the stepper motor line Q resistance (should be close to 30 ohm between XA3A:3 and XA3A:7). If the problem is not due to wiring, the stepper motor must be replaced. 5.4.23 Q LINE SENSOR KO This alarm can occur when the stepper motor channel on XA3B:9 is open. Check the stepper motor wires and measure the stepper motor line D resistance (should be close to 30 ohm between XA3B:9 and XA3B:4). If the problem is not due to wiring, the stepper motor must be replaced. 5.4.24 F.B OUT OF RANGE Not used in this application. This alarm is triggered if the wiper voltage of the steering angle feedback potentiometer is below 0.3 Vdc or above 4.7 Vdc (indicating a broken connection). 5.4.25 SP OUT OF RANGE Not used in this application. This alarm can occur in two-potentiometer closed-loop systems. This alarm is triggered if the wiper voltage of the command potentiometer is below 0.3 Vdc or above 4.7 Vdc (indicating a broken connection). 5.4.26 EEPROM KO This alarm indicates a hardware- or software-related fault in the non-volatile onboard memory parameters. If the alarm reoccurs, the controller must be replaced. 5.4.27 GAIN EEPROM KO This alarm will occur at system start-up, if reserved EEPROM cells have been damaged. If the alarm reoccurs, the controller must be replaced. 5.4.28 HIGH TEMPERATURE This alarm occurs if the temperature of the controller’s base plate exceeds 76°C. Let the controller cool down. If the alarm reoccurs with a “cool” controller, it must be replaced. 5.4.29 STBY I HIGH This alarm occurs if the rest state current signals (measured in phases U and W) are not in the 2.5 ± 0.3 Vdc range immediately after the key switch is turned on and in the 2.5 ± 0.15 Vdc range when in the steady state. If the alarm reoccurs, the controller must be replaced.

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5.4.30 VMN NOT OK This alarm occurs in the initial rest state when at least in one of the motor phases is high and not in the 2.5° ± 0.3 Vdc range. If the alarm reoccurs, the controller must be replaced. 5.4.31 LOGIC FAILURE #3 This alarm occurs in rest state if the motor voltage between Vv – Vu is high and not in the 0° ± 0.25 Vdc range. If the alarm reoccurs, the controller must be replaced. 5.4.32 LOGIC FAILURE #4 This alarm occurs in rest state if the motor voltage between Vu – Vw is high and not in the 0° ± 0.25 Vdc range. If the alarm reoccurs, the controller must be replaced.

5.5 Hydraulic valve controller (MHYRIO) (Mode 9) 5.5.1 EEPROM KO This alarm indicates a fault in the area of memory where the adjusting parameters are stored. This alarm inhibits truck operations. If the alarm reoccurs after the key switch is turned off and then on, replace the controller. If the alarm disappears, the previously stored parameters have been replaced with the default values. In this case, please check the settings according to a valid parameter table for the truck model. 5.5.2 CAN BUS KO This alarm indicates that there is a fault on the CAN bus. The alarm is triggered if the hydraulic valve controller does not receive any data from the display unit controller over the CAN bus. First, check the wiring. If it is ok, the problem is in a controller, see the tables at the beginning of this chapter. 5.5.3 FF VALVES The flip-flop circuit, which controls the valve driver’s short circuit protection, has been activated. This can be due to an external short circuit across the valve coil, or be caused by a disturbance in the hydraulic logic. If the alarm reoccurs, the controller must be replaced. 5.5.4 DRIVER OPEN This alarm indicates that the switch that drives the positive voltage to the valves (used for safety-related valves) is open, when it should be closed. If the alarm reoccurs, the controller must be replaced.

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5.5.5 DRIVER EPV GR1 This alarm indicates that one (or several) of the MOSFET transistors that drive valves 1 and 2 is short-circuited. If the alarm reoccurs, the controller must be replaced. 5.5.6 DRIVER EPV GR2 This alarm indicates that one (or several) of the MOSFET transistors that drive valves 3 and 4 is short-circuited. If the alarm reoccurs, the controller must be replaced. 5.5.7 DRIVER EPV GR3 This alarm indicates that one (or several) of the MOSFET transistors that drives valves 5, 6, 7 and 8 is short-circuited. If the alarm reoccurs, the controller must be replaced. 5.5.8 DRIVER SHORTED This alarm indicates that the switch that drives the positive voltage to the valves (used for safety-related valves) is closed, when it should be open. If the alarm reoccurs, the controller must be replaced.

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6 Hydraulic operation TH 64 0102

Figure 6.1 Hydraulic schematic diagram TH 64 0102

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6.1 Hydraulic symbols

Figure 6.2 Hydraulic fluid reservoir (screen filter and return fluid filter with bypass)

Figure 6.3 Hydraulic manifold mounted in the reach carriage

Figure 6.4 Main hydraulic pump and motor for reach trucks with a capacity of 1,400 and 1,600 kg.

Figure 6.5 Main hydraulic pumps and motor with a magnetic bypass valve for reach trucks with a capacity of 2,000 and 2,500 kg, which also have a double pump.

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Figure 6.6 Check valves in the hydraulic system

Figure 6.7 Adjustable hydraulic relief valve for the complete hydraulic system

Figure 6.8 A plugged port (T1). Connected to the fluid return circuit.

Figure 6.9 Valves M1 and M2 (M1 is the proportional lowering valve for the mast and M2 the magnetic lifting valve)

Figure 6.10 Directional spool for lifting and lowering

Figure 6.11 Proportional lowering valve (M1)

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Figure 6.12 The main pressure test port (AS). Also used to connect a pressure switch. The pressure switch (L) is used to control the magnetic bypass valve in trucks that have a capacity of 2,000 and 2,500 kg and the double pump.

If the pressure switch is installed, the tube can be temporarily removed to enable pressure measurement at this point.

Figure 6.13 Pressure switch adjustments (disconnect the plug, the adjustment controls are on the rear)

Use a 600 kg load and adjust the pressure range so that only one pump is active. Then set the sensitivity range so that it allows variations for the range and is not switching the magnetic valve on and off.

Figure 6.14 Pilot operated flow restrictor

Figure 6.15 Velocity fuses in the lifting cylinders. Also called hose burst valves.

Sensitivity range

Pressure range

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Figure 6.16 Primary and secondary lifting cylinders

Figure 6.17 Reaching/retracting cylinder

Figure 6.18 Tilting cylinders

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Figure 6.19 Side-shifting cylinder

Figure 6.20 Auxiliary cylinder (this is an option and not installed in the standard configuration)

Figure 6.21 Fixed orifices. (Reduce the speed of reaching and tilting, if the pump for lifting is activated at the same time.)

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6.2 Mast lifting

Figure 6.22 Mast lifting

The lifting function of the truck operates as follows. The operator requests lifting by moving the lifting/lowering fingertip control towards the lifting position. The main hydraulic pump starts, draws hydraulic fluid from the tank and routes it to the P port in the hydraulic manifold. The lifting speed is controlled by the speed of the hydraulic pump motor. Pressurised hydraulic fluid is routed to main relief valve, the M2 valve, and to valves M3, M4, M5, M6, M7, and M8. The M2 magnetic valve is activated, which causes the lower envelope (on the hydraulic schematic diagram) to move up and open the port. Pressurised hydraulic fluid then enters the

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lifting/lowering spool, which causes the lower envelope to move up and open the lifting port. Pressurised hydraulic fluid then flows to the proportional lowering valve to shift the bottom envelope up and close the valve. Finally, the pressurised hydraulic fluid flows through the check valve, to the AS port, and out through manifold port A to the velocity fuses and to the lifting cylinders.

6.3 Mast lowering

Figure 6.23 Mast lowering

The lowering function operates as follows. The operator requests lowering by moving the fingertip control towards the lowering position.

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The M1 valve is pulsed according to the requested on time. The more on time, the more pressure is applied to the lifting/lowering spool, which moves the spool into the lowering position. Hydraulic fluid pressure is reduced on the left side of the proportional lowering valve, which causes the bottom envelope return to the upper or open position. Note: There still is enough pressure available for the M1 valve to activate the lifting/lowering spool. The hydraulic fluid returns to the tank at the requested rate, which is indicated by the position of the fingertip control.

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6.4 Operator requests reaching

Figure 6.24 Reaching

The reaching function operates as follows. The operator requests reaching by moving the reaching/retracting fingertip control towards the reaching position. The main hydraulic pump starts. The M4 valve is activated, which moves the bottom envelope into the left position. Pilot fluid flows from the check valve to the top of the pilot-operated flow restrictor and shifts the envelope before the M4-M3 valve. Pressurised

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hydraulic fluid then flows through the B1 port to the piston side of the reach cylinder. Ram side fluid is returned via port A1 through the filter to the tank.

6.5 Operator requests retracting

Figure 6.25 Retracting

The retracting function operates as follows. The operator requests retracting by moving the reaching/retracting fingertip control towards the retracting position. The main hydraulic pump starts. The M3 valve is activated, which moves the bottom envelope into the right position. Pilot fluid flows from the check valve to the top of the pilot-operated flow restrictor and shifts the envelope before the M4-M3 valve. Pressurised

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hydraulic fluid then flows through the A1 port to the ram side of the reach cylinder. Piston side fluid is returned via port B1 through the filter to the tank.

6.6 Operator requests tilting up

Figure 6.26 Tilting up

The tilting up function operates as follows. The operator requests tilting up by moving the tilt up/tilt down fingertip control towards the tilt up position. The main hydraulic pump starts. The M6 valve is activated, which moves the bottom envelope into the right position. Pilot fluid flows from the check valve to the top of the pilot-operated

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flow restrictor and shifts the envelope before the M5-M6 valve. Pressurised hydraulic fluid then flows through the B2 port to the ram side of the tilting cylinder. Piston side fluid is returned via port A2 through the filter to the tank.

6.7 Operator requests tilting down

Figure 6.27 Tilting down

The tilting down function operates as follows. The operator requests tilting down by moving the tilt up/tilt down fingertip control towards the tilt down position. The main hydraulic pump starts.

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The M5 valve is activated, which moves the bottom envelope into the left position. Pilot fluid flows from the check valve to the top of the pilot-operated flow restrictor and shifts the envelope before the M5-M6 valve. Pressurised hydraulic fluid then flows through the A2 port to the piston side of the tilting cylinder. Ram side fluid is returned via port B2 through the filter to the tank.

6.8 Operator requests side-shifting to the left

Figure 6.28 Shifting left

The shifting left function operates as follows. The operator requests shifting to the left by moving the shift left/shift right fingertip control towards the shift left position. The main hydraulic pump starts. The M8 valve is activated, which moves the bottom envelope into the left position. Pressurised hydraulic fluid then flows through the B3 port to the right side of the side-shifting cylinder. The fluid on the left side is returned via port A3 through the filter to the tank.

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6.9 Operator requests side-shifting to the right

Figure 6.29 Shifting right

The shifting right function operates as follows. The operator requests shifting to the right by moving the shift left/shift right fingertip control towards the shift right position. The main hydraulic pump starts. The M7 valve is activated, which moves the bottom envelope into the left position. Pressurised hydraulic fluid then flows through the A3 port to the right side of the side-shifting cylinder. The fluid on the left side is returned via port B3 through the filter to the tank.

6.10 Auxiliary cylinder and valve section (optional) This optional component operates similarly to side-shifting left and right, using magnetic valves M9 and M10, and ports A4 and B4 as pressure and return connections. It allows the double function cylinder to work. Note: Do not install a clamp as an option afterwards; the fluid flow is not sufficient.

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6.11 Adjusting lifting pressure

1. Connect a calibrated pressure gauge (300 bar) to the lifting pressure test port (AS).

2. Loosen the relief valve locknut and unscrew the high-pressure relief valve screw.

3. Place a rated load on to the forks. 4. Reconnect the battery connector and turn the key switch on. 5. Start the lifting system and turn the pressure relief valve screw clockwise

until the carriage starts to lift. Note the pressure required to elevate the carriage above the free lifting stage (carriage and telescopes elevated).

6. Adjust the pressure relief valve to a pressure of 5 to 10 bar greater than the values observed in step 5. This can be done by chaining the mast sections together or by adding more weight to the forks.

7. After the adjustment is complete, tighten the relief valve locknut. 8. Recheck the pressure. If the value has changed, repeat the procedure

until the correct pressure is attained. 9. Turn the key switch off. Disconnect the battery connector. 10. Remove the pressure gauge from the lifting pressure test port and replace

the cap screw. 11. Check the lifting system for proper operation.

6.12 Adjusting maximum lowering speed (mechanical) 1. Make sure the parameters for the different lowering speeds (drive modes I,

II and III) are set correctly. 2. Select drive mode III from the display. 3. Lift the forks to the highest position without a load. 4. Measure the lowering time (in seconds) from the highest position to when

the forks reach the lowest position at maximum lowering speed. Record this value.

5. Loosen the locknut of the lowering speed valve and unscrew the screw two full turns.

6. Repeat step 4.

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7. Compare the lowering time with the original one. If the new lowering time is longer, continue from step 8. If the lowering time is not longer, repeat steps 5 and 6 until the result is longer than the original recorded lowering time.

8. Tighten the screw of the lowering speed valve two full turns and repeat step 4. Compare the lowering time with the original one. If the lowering time is longer, repeat step 8. If the new lowering time is equal to the original, you are close to the final result and need only to tighten the lowering valve locknut.

9. Check the lowering system for proper operation. This adjustment has now been carried out to make sure that the electrical and hydraulic functions are in balance and that the system is working properly.

6.13 Emergency lowering 1. Turn the emergency lowering valve screw clockwise until the forks start to

lower. Do not attempt to increase the lowering speed by closing the valve further! This can cause leakage because when the screw is too deep, the internal sealing o-ring is passed and the outer housing for the screw will be filled by fluid causing slight leakage through the threads until the outer housing is empty.

2. After lowering, rotate the emergency lowering valve screw counterclockwise until the forks stop lowering. Do not turn the screw too much to avoid leakage.

3. Check the lifting and lowering system for proper operation.

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Figure 6.30 Location of mechanical adjustments

The hydraulic system of AC reach trucks requires the fluid cleanliness to conform to NAS1638 cl.8 or ISO4406 17/14. Maintain a clean working environment when working with hydraulics.

6.14 Fluid recommendations Standard hydraulic fluid: ISO VG 32 (standard from factory) In cold store applications, use ISO VG 15.

Max. Lowering speed Adjustment

Lift pressure Adjustment

Emergency Lowering

Max. Lowering speed Adjustment

Lift pressure Adjustment

Emergency Lowering