linde hd16 service traning

Service Training

This training material is only provided for your use and remains the exclusive property ofLINDE AG Werksgruppe Flurfrderzeuge und Hydraulik

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Linde IC Engined TruckH 12/16/18/20 D-03/T-03Series 350with Linde Hydraulic Control (LHC)

Table of contentPage 1Service Training

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IC-ENGINED TRUCKS H 12/16/18/20 D-03/T-03, SERIES 350

1 Diesel engine 11.1 Engine specifications 11.2 Crankshaft 21.2.1 Adjusting alternator V-belt tension 21.2.2 Removing toothed belt 21.3 Fuel injection pump 51.3.1 Removal and installation of the fuel injection pump 51.3.2 Removing and installing the crankshaft sprocket 71.3.3 Check and adjust static injection pump timing 81.3.4 Checking engine timing 91.3.5 Stop leaks from the adapter of the injection pump 101.3.6 Adjust the idling speed and the governed speed (without load) 101.4 Fuel injectors 111.4.1 Remove and install fuel injectors 111.4.2 Servicing fuel injectors 121.4.3 Fuel injector parts 121.4.4 Check injector needle tip (visual check) 121.4.5 Check of fuel pressure 131.4.6 Check for leakages 131.5 Cylinder head 141.5.1 Cylinder head removal 141.5.2 Check cylinder head for distortion 141.5.3 Markings of cylinder head gaskets 141.5.4 Check piston at TDC 151.5.5 Fitting the cylinder head 151.5.6 Check compression pressure 171.5.7 Check hydraulic tappets 181.6 Glow plug system 191.6.1 Checking the glow plugs 191.6.2 Check the glow plugs 191.6.3 Glow plugs with burnt electrodes 20

2 Transmission 12.1 Digital electric-hydraulic control (LHC) 12.1.1 General 1

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2.1.2 Electronic control of truck speed 22.2 Schematic diagram of the drive unit 42.3 Technical data of the travel drive system 52.4 Hydraulic circuit diagram 72.5 View of the variable pump 112.6 Cross sectional view of drive pump 122.7 Electric-hydraulic adjustment 132.7.1 Hydraulic adjustment with electronic control 152.7.2 Electric-hydraulic control 162.7.2.1 Begin of pump control 172.7.2.2 Swash angle of variable pump 172.7.2.3 Hydraulic zero position 172.7.2.4 Hydraulic brake valve 182.8 Towing device 192.9 Drive axle AH 20 -01 with wheel drive, multiple disc brake and hydraulic motor 202.9.1 Repairing the reduction gear, multiple disc brake and hydraulic motor 222.9.2 Renewing the radial sealing ring of the planetary gear 232.9.3 Removing and installing the multiple disc brake and hydraulic motor with

swashplate 02.01 262.10 Truck diagnostics and troubleshooting 302.10.1 Electrical system diagnostics 302.10.1.1 Working with the Linde Test Module 312.10.1.2 Diagnostics with a PC and the Linde Interface Converter 322.10.1.2.1 Linde Interface Converter 332.10.1.2.2 Installation of the Diagnostic software Test & Setup 332.10.1.2.3 Selecting the Linde Program 342.10.1.2.4 Starting the Diagnostic Program Test & Setup 02.01 352.10.1.3 Linde Diagnostic Program 02.01 362.10.1.3.1 Help Function 382.10.1.3.2 Overview of menu windows - LHC Software version 1.1 - 1.3 02.01 412.10.1.3.3 Menu windows in detail - LHC Software version 1.1 - 1.3 02.01 422.10.1.3.4 Overview of menu windows - LHC Software version 1.4 and 1.5 02.01 622.10.1.3.5 Menu windows in detail - LHC Software version 1.4 and 1.5 02.01 632.10.1.3.6 Overview of menu windows - LHC Software version 1.6 02.01 972.10.1.3.7 Menu windows in detail - LHC Software version 1.6 02.01 982.10.2 Hydraulic system diagnostics 1312.10.2.1 Circuit diagram and overview for diagnostics 131

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2.10.2.2 Test aids 1332.10.2.2.1 Explanations to troubleshooting 1332.10.2.3 Power-assisted steering 1352.10.2.3.1 Troubleshooting without measurement of boost and maximum pressure 1352.10.2.3.2 Troubleshooting with measurement of boost and maximum pressure 1352.10.2.4 Hydraulic brake system 1372.10.2.4.1 Functional test 1372.10.2.4.2 Troubleshooting 1372.10.2.5 Hydrostatic travel drive 1402.10.2.5.1 Troubleshooting 140

4 Steering system 14.1 Schematic diagram of the steering system 1

5 Controls 15.1 Pedal stroke adjustment instructions 25.2 Adjustment instructions for the speed control 45.3 Engine speed sensor adjustment instructions 6

6 Electrical system 16.1 Basic diagram Diesel version 02.01 16.2 Basic diagram LPG version 02.01 76.3 Diagram for optional equipment 136.4 Layout of electrical installation 216.5 Composite instrument 22

7 Hydraulic system 17.1 Schematic 17.2 Sealing of the control valve 27.3 Setting of the pressure-limiting valve 3

9 LPG model of IC-engined fork truck H 12/16/18/20 T-03, series 350 19.1 Engine 19.1.1 Engine specifications 02.01 19.1.2 Toothed belt 29.1.2.1 Overall view of toothed belt guard 29.1.2.2 Removing, installing, tensioning the toothed belt 3

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9.1.2.3 Adjusting the alternator V-belt tension 59.1.3 Cylinder head 69.1.3.1 Removing and installing the cylinder head 69.2 Electrical system 109.2.1 Electronic ignition 109.2.1.1 TSZ-H ignition system (transistorised ignition system) 119.2.1.2 Safety measures for TSZ-Hall system 129.2.1.3 Installation of distributor 129.2.1.4 Checking and adjusting the ignition timing 149.2.1.5 Checking the TSZ-H ignition system 159.2.1.5.1 Switch unit A1 169.2.1.5.2 Hall generator 189.3 LPG installation 209.3.1 Schematic 209.3.2 LPG mixer 21

Index 02.01

Section 1Page 1Service Training

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1 DIESEL ENGINE

1.1 ENGINE SPECIFICATIONS

Engine Type VW ADGCapacity 1896 cm3

Output 27 kW at 2200 rpmInjection Pressure 130 +8 barPoint of Injection 1.00 0.02 mm strokeCompression Ratio 23 : 1Compression Specified Value: 34.0 bar

Wear Limit: 26.0 barMax. Permissible Pressure Difference 5 barLower Idling Speed 1030 + 30 rpmUpper Idling Speed 2350 rpmRated Speed 2200 rpmValve Clearance Hydraulic Valve Timing BalanceFiring Order 1 - 3 - 4 - 2Minimum Oil Pressure at Top Idling Speedand Oil Temperature approx. 80 C 2 bar

The engine number is stamped on the cylinder blockbetween the injection pump and the vacuum pump.

The engine number is always shown on the vehicle dataplate on the toothed belt cover.

Service TrainingSection 1Page 2

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1.2 CRANKSHAFT

1.2.1 ADJUSTING ALTERNATOR V-BELT TENSION

- Loosen all security bolts (1) for tensioner (3) and alter-nator by at least one turn.

ATTENTIONThe alternator must be easily moveable by hand.

- Tension V-belt by tensioning nut (2) with a torque wrench.Specification:New V-belt: 8 NmUsed V-belt: 4 Nm

and tighten tensioning nut securing bolt to 30 Nm.

- Tighten all tensioner and alternator securing bolts.

NOTE: Adjustment is ideally carried out with the torquewrench V.A.G. 1410 in connection with thesocket spanner V.A.G. 1410/2.

1.2.2 REMOVING TOOTHED BELT

REMOVAL

- Remove upper belt guard and cylinder head cover.

- Turn crankshaft to TDC on No. 1 cylinder.The TDC mark (5) on the flywheel (6) must be in line withthe boss (4) on the bell housing.

- Fix camshaft in position with setting bar (2065 A).

- Align setting bar as follows:Turn camshaft until one end of bar touches the cylinderhead. Measure the gap at the other end of the setting barwith the feeler. Take half of gap measurement and insertfeeler of this thickness between setting bar and cylinderhead. Now turn the camshaft so that the setting bartouches the feeler. Insert second feeler of the samethickness between the other end of the setting bar and thecylinder head.


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- Hold injection pump sprocket in position with drift (2064).

- Loosen tensioner.

- Remove pulley for coolant pump.

- Remove lower toothed belt guard.

- Remove belt guard.

INSTALLATION

- Check and ensure TDC mark on flywheel is aligned withreference mark.

- Loosen camshaft sprocket bolt (2) by half a turn. Freesprocket (1) on taper by tapping with hammer (using adrift through the hole in the rear toothed belt guard).

- Fit toothed belt and remove pin from injection pumpsprocket.

- Install the idling pulley. Torque loading: 25 Nm.

- Turn the tensioning pulley clockwise with a spanner (eg MatraV159) until the notch and boss (arrows) are in line.

- Tighten the clamping nut at the tensioning pulley. Torqueloading: 20 Nm.

- Recheck if the TDC mark on the flywheel and the referencemark are in line.

- Tighten fastening screw of valve timing sprocket to 45 Nm.

- Remove the setting bar.

- Turn the crankshaft by two turns in normal direction andcheck that the tension of the toothed belt is in accordancewith the specification.

- Install V-belt, toothed belt guard and cylinder head cover.

- Check the point of injection of the injection pump.


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CHECKING THE SEMIAUTOMATIC TENSIONING PULLEY

TEST CONDITION

- Toothed belt installed and tensioned

TEST PROCEDURE

- Push down on the toothed belt with the thumb. The notch andboss -arrow- should go out of line.

- Release the pressure on the toothed belt. The tensioning pulleyshould return to its initial position. (Notch and boss are in lineagain.)


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1.3 FUEL INJECTION PUMP

1.3.1 REMOVAL AND INSTALLATION OF THE FUEL INJECTION PUMP

NOTE: In case a defect is noted on the fuel injectionpump the fuel injection pump has to be exchan-ged since to repair it a fuel injection test bed isnecessary.

REMOVAL

- Turn crankshaft to TDC on No. 1 cylinder. The TDC mark(2) on the flywheel (3) must be in line with the boss (1)on the bell housing. Fix camshaft with setting bar (2065A). Align setting bar as follows:

Turn camshaft until one end of the setting bar touches thecylinder head. Measure the gap at the other end of thesetting bar with the feeler gauge. Insert the feeler gaugewith one half of the thickness between the setting bar andthe cylinder head. Turn the camshaft now so that thesetting bar rests on the feeler gauge. Insert a secondfeeler gauge with the same thickness at the other endbetween the setting bar and the cylinder head.

- Remove toothed belt from camshaft and injection pumpgears.

- Loosen nut of the fuel injection gear.

- Loosen the puller legs and put on puller (3032).

- Align puller legs with holes in the fuel injection pump gearand tighten.

- Put the injection pump gear under tension with the puller.

- Loosen the injection pump gear from the taper of the fuelinjection pump by tapping slightly on the puller spindle(see arrow). (Hold fuel injection pump sprocket so that itdoes not fall down).

- Detach all fuel pipes from the fuel injection pump andcover the holes with a clean cloth.

NOTE: Use open ring spanner (3035) to loosen injec-tion pipes.


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- Remove securing bolts (2) from bracket (3 bolts).

- Remove securing bolt (1) from rear support bracket.

NOTE: Loosen the lower and right-hand securing boltfrom the front.

ATTENTIONUnder no circumstances should the securingbolts (see arrows) holding the fuel injection pumphead be loosened.Loosening the securing bolts would allow thehead to move and would cause the breakage ofthe distributor plunger.

INSTALLATION

- Install the fuel injection pump and align centrally in theelongated flange holes.

Tightening torques:

Pump mounting bolts: 25 NmFuel pipes: 25 NmInjection pump sprocket: 45 Nm

ATTENTIONDo not interchange the feed and return pipe banjobolts. The inside diameter of the bolt for the returnpipe is smaller and the hexagon head is marked"OUT".

- Install injection pump sprocket and fix position withpositioning pin (2064).

- Loosen bolt of camshaft sprocket by half a turn. Freecamshaft sprocket from the taper by tapping with ahammer (using a drift through the hole in the rear toothedbelt guard).

- Check that TDC mark on the flywheel is aligned with thereference mark

- Install toothed belt and remove the positioning pin fromthe fuel injection pump sprocket.


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- Install the pulley. Torque loading: 25 Nm.

- Turn the tensioning pulley clockwise with a spanner (eg MatraV159) until the notch and boss (arrows) are in line.

- Tighten the clamping nut at the tensioning pulley. Torqueloading: 20 Nm.

- Recheck if the TDC mark on the flywheel and the referencemark are in line.

- Tighten the camshaft pulley fastening screw to 45 Nm.

- Remove the adjustment ruler.

- Rotate the crankshaft another two turns in the direction ofengine rotation and recheck the tension of the toothed belt.

- Check the operation of the tensioning pulley.

- Check the start of delivery.

- Check and adjust the idling speed and stall speed.

1.3.2 REMOVING AND INSTALLING THE CRANKSHAFT SPROCKET

Precondition:

- The toothed belt (3) is removed.

REMOVAL

- Remove the fastening screw (1).

- Take the sprocket (2) off the crankshaft.

INSTALLATION

- Slide the sprocket (2) onto the crankshaft.

- Use a new fastening screw (1).

- Oil the thread and head mating surface and installthe screw.Tightening procedure: 90 Nm + 90


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1.3.3 CHECK AND ADJUST STATIC INJECTION PUMP TIMING

CHECK AND ADJUSTMENT CONDITIONS

Toothed belt tension OK.

Operating lever of fuel injection pump on stop.

Set engine to TDC on No. 1 cylinder.

Engine installed:

- Turn the crankshaft until TDC mark (2) on the flywheel (3)is in line with the boss (1) on the bell housing.

CHECKING AND ADJUSTING

- Unscrew plug from fuel injection pump head.

ATTENTIONAlways fit a new washer when installing the plug.Tightening torque 15 Nm. If leaks occur the plugcan be tightened to a maximum torque of 25 Nm.

- Install adaptor (2066) and small dial gauge (measuringrange 0 ... 3.0 mm) in place of the plug and preload thedial gauge to about 2.5 mm.

- Turn the crankshaft slowly anticlockwise (opposite tonormal rotation) until the dial gauge needle does notmove any more.

- Adjust the dial gauge with approx. 1 mm preload to "0".

- Turn the crankshaft clockwise (normal rotation) until theTDC mark on the flywheel is aligned with the referencemark.

- Read the point of injection from the dial gauge.

Test figure = 0.93 ... 1.07 mm strokeSetting figure = 1.00 0.02 mm stroke

ATTENTIONIn case the value is within the specified tolerancean adjustment is not required.

- To adjust loosen the three screws on the bracket and thescrew holding the rear support.


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- Adjust the point of injection by turning the fuel injection pumpto give the setting value.

- Tighten the bolts to 25 Nm.

1.3.4 CHECKING ENGINE TIMING

- Remove cylinder head cover.

- Check the tension of the toothed belt.

- Set the engine to TDC on the cylinder No. 1.The setting bar (2065A) must fit into the slot on the camshaft.If the setting bar cannot be inserted adjust the valve timingas follows:

- Turn the crankshaft so that the setting bar can be inserted andalign the setting bar as follows:

Turn the camshaft so that one end of the setting bar touchesthe cylinder head. Measure the gap at the other end of thesetting bar with a feeler gauge. Insert a feeler gauge with onehalf of the measurement between the setting bar and thecylinder head. Now turn the camshaft so that the setting bartouches the feeler gauge. Insert a second feeler gauge withthe same measurement at the other end between the settingbar and the cylinder head.

- Loosen bolt of the valve timing sprocket by half a turn. Freethe sprocket from taper by inserting a drift through the holein the rear toothed belt guard and by striking the drift with ahammer.

- Fix injection pump sprocket with the fixing pin (2064).

- Check TDC position; if necessary turn the crankshaft untilTDC mark (2) on the flywheel (3) is aligned with the boss (1)on the bell housing.

NOTE: To adjust the injection pump sprocket and theTDC mark on the flywheel it may be necessary toremove the toothed belt.

- Remove fixing pin.

- Tension the toothed belt and tighten the bolt of the valvetiming sprocket to 45 Nm.

- Remove the setting bar.

- Check the timing of the injection pump.


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1.3.5 STOP LEAKS FROM THE ADAPTER OF THE INJECTION PUMP

1 Sealing ring2 Pressure valve3 Adapter

- Loosen the injection pipe.

- Tighten the adapter to 45 Nm.

- Tighten the injector pipe to 25 Nm.

In case the leak is not being stopped install new adapterand new washer.

ATTENTIONWhen replacing the new adapters do notinterchange the pressure valve.

1.3.6 ADJUST THE IDLING SPEED AND THE GOVERNED SPEED (WITHOUT LOAD)

Engine oil temperature minimum 60 C.

The engine speed can be measured with the ignition tester(V.A.G. 1367) using the TDC sender or the adapter (VW1324).

ADJUST THE IDLING SPEED OR MIN. GOVERNEDSPEED (WITHOUT LOAD)

- Adjust the idling speed with the idling adjustment screw (4)according to the engine specifications.

- Lock the adjusting screw.

ADJUST GOVERNED SPEED OR MAX. GOVERNEDSPEED (WITHOUT LOAD)

- Open the throttle fully and set the engine speed with theadjustment screw (5) according to the enginespecifications.

- Lock the adjustment screw.


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1.4 FUEL INJECTORS

1.4.1 REMOVE AND INSTALL FUEL INJECTORS

NOTE: Defective fuel injectors cause the followingtroubles:

- Misfiring- Knocking in one or more cylinders- Engine overheating- Loss of power- Excessively smoky black exhaust- Increased fuel consumption- Excessive blue smoke on cold start

Defective fuel injectors can be located by loosening the fuelpipe unions on each fuel injector when the engine is runningat a fast idle. If the engine speed remains constant afterloosening a pipe union this denotes the faulty fuel injector.

REMOVAL

- Detach the injector pipes with the slotted ring spanner(3035)

- Remove the fuel injectors with the SW27 socket.

ATTENTIONAlways remove the fuel pipe set complete. Do notalter the shape of the fuel pipes.

INSTALLATION

ATTENTIONAlways fit new heat shields between the cylinderhead and the fuel injectors.

Fitting position of the heat shields: The arrow pointstowards the cylinder head.

Tightening torques:Fuel injector pipes: 25 NmFuel injectors: 70 Nm


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1.4.2 SERVICING FUEL INJECTORS

- Clamp the upper part of the fuel injector in vice and loosenthe hexagon.

- To prevent the parts from falling out clamp the lower partin vice and dismantle injector. When dismantling theinjector keep all individual parts together and do notinterchange with parts from other injectors.

Tightening torque for the upper and the lower part of the fuelinjector: M = 70 Nm.

1.4.3 FUEL INJECTOR PARTS

1 Upper part of injector2 Setting washer3 Injector spring4 Thrust pin5 Nozzle holder insert6 Injector needle7 Nozzle body8 Lower part of injector9 Heat shield

1.4.4 CHECK INJECTOR NEEDLE TIP (VISUAL CHECK)

If the needle tip is broken off or bent replace fuel injector ornozzle with needle.


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1.4.5 CHECK OF FUEL PRESSURE

ATTENTIONWhen testing the injectors take care not to exposethe hands to the injector spray as the high pressurewill cause the fuel spray to penetrate the skin andcause severe injuries.

Gauge valve open:

- Move pump lever down slowly. When injecting read theinjection pressure from the gauge and adjust if necessaryby changing the setting washer.

Specified pressure value:New injectors: 130 ... 138 barWear limit: 120 bar

Thicker setting washer = increases the injection pressureThinner setting washer = decreases the injection pressure

Increasing the thickness of the setting washer by 0.05 mmincreases the injection pressure by approx. 5.0 bar.

Setting washers are available in thicknesses from1.00 ... 1.95 mm in steps of 0.05 mm. The box 3065 shouldbe used to store the washers.

NOTE: When servicing used injectors set the injectionpressure to the value of new injectors.

1.4.6 CHECK FOR LEAKAGES

Gauge valve open:

- Press the pump lever down slowly and hold a pressureof about 110 bar for 10 seconds. Then no fuel should leakfrom the nozzle tip.


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1.5 CYLINDER HEAD

1.5.1 CYLINDER HEAD REMOVAL

NOTE: The cylinder head can be removed and installed withthe engine installed. If a replacement cylinder headis installed with the camshaft mounted, the matingsurfaces of cup tappets and cams must be oiled afterinstallation of the head. The supplied plastic coversfor the protection of the open valves may only beremoved immediately before the installation of thecylinder head. If the cylinder head is to be replaced,the entire coolant must be drained. Checkcompression pressure.

1.5.2 CHECK CYLINDER HEAD FOR DISTORTION

- max 0.1 mm

NOTE: It is not allowed to rework cylinder heads ofDiesel engines.

1.5.3 MARKINGS OF CYLINDER HEAD GASKETS

Spare part number = (1)

Notches/holes = (2)

Depending of the piston height cylinder head gaskets ofdifferent thicknesses have to be installed. When replacingthe cylinder head gasket install new gasket with the samemarks


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1.5.4 CHECK PISTON AT TDC

The piston height at TDC must be measured when fittingnew pistons or short engines. Depending on the pistonheight the corresponding cylinder head gasket (3) has tobe fitted in line with the following table.

Piston height IdentificationNotches/Holes

0.66 mm ... 0.86 mm 10.87 mm ... 0.90 mm 20.91 mm ... 1.02 mm 3

1.5.5 FITTING THE CYLINDER HEAD

NOTE: - Before installing the cylinder head cover,turn the crankshaft to TDC.

- Then turn the crankshaft backwards until allpistons are equally below TDC.

- After securing the cylinder head turn thecamshaft sprocket so that the cams forcylinder No. 1 face upwards equally. Beforefitting the toothed belt turn the crankshaftaccording to engine rotation to TDC.

ATTENTIONAlways replace cylinder head bolts.

- Position the cylinder head gasket on the fitted pins.

- To centre screw the guide pins from guider (3070) into theouter holes of the intake side.

- Fit the cylinder head and install the remaining 8 cylinderhead bolts and tighten by hand.

- Remove the guide pins using the tool from guider (3070)and install the cylinder head bolts.

- Tighten the cylinder head bolts - when loosening them,reverse the sequence.

- Tighten all cylinder head bolts one after the other in threestages (when the engine is cold).


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Tightening torques:

Stage I = 40 NmStage ll = 60 NmStage lll = turn (180 )

without stopping further turn with normal spanner(2 x 90 is also permissible).

- Run engine warm (oil temperature above 50 C) andtighten the securing bolts turn (90 ) with a normalspanner in one movement and without loosening them(watch sequence).

ATTENTIONThere is no need to retighten the cylinder head boltsafter 10 hours engine running.


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1.5.6 CHECK COMPRESSION PRESSURE

Engine oil temperature min. 30 C.

- Disconnect the wire from the stop control at the injectionpump and insulate it.

- Remove the injector pipes with slotted ring spanner(3035).

- Remove all fuel injectors and remove the heat shields.

- Fit the adapter (V.A.G. 1381/2A) instead of the injectors.Place the old heat shields between the adapter and thecylinder head.

- Fit the compression pressure tester (V.A.G. 1381)manually into the adapter.

NOTE: See use instructions for compression pressuretester.

- Operate the starter motor until the compression pressuretester does not show a further pressure increase.

Compression pressure for V.A.G. 1381 and VW 1323

(Gauge pressure)

Specified value: 34.0 barWear limit: 26.0 barMax. permissible pressure limit: 5.0 bar

ATTENTIONAlways fit new heat shields between the cylinderhead and the injectors.

- Fitting position for the heat shields: Arrow points to thecylinder head

- Tightening torques:

Injector pipes = 25 NmInjectors = 70 Nm


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1.5.7 CHECK HYDRAULIC TAPPETS

NOTES: - Place the removed tappets with the cams-haft contact surface on a clean surface.

- Replace tappets complete only (cannot beadjusted or repaired).

- Irregular valve noises when starting theengine are normal.

- Start the engine and run it until the radiatorfan has switched on once.

- Increase the engine speed to the max.idling speed for 2 minutes. If the hydraulictappets are still noisy locate the defectivetappets as follows:

- Remove cylinder head cover.

- Turn the crankshaft until the cam of thetappet to be checked is pointing upwards.

- Press the tappet down with a wooden orplastic wedge. If a free travel is in excessof 0.1 mm before the valve opens replacethe hydraulic tappet.

ATTENTIONWhen the new tappets have been installed theengine must not be started for about 30 minutes(the valves will strike the pistons).


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1.6 GLOW PLUG SYSTEM

1.6.1 CHECKING THE GLOW PLUGS

Test conditions:

Engine cold.Battery voltage OK.Voltage is present at the glow plugs.

- Connect the current supply to the test appliance(V.A.G. 1315A)

- Place the glow plug wire in the current clamp.- Press the button for the current measurement with the

clamp.- Pull the wire off the engine temperature sender.- Hold the ignition key in glow plug position for max.

15 seconds.

Current draw approx. 48 A, the glow plugs are OK. Currentdraw below 48 A, see "check the glow plugs".

1.6.2 CHECK THE GLOW PLUGS

After stabilization on the rapid glow system the currentdraw from the glow plugs is approx. 12 A per plug. If the glowplugs show a current draw of abt.

36 A = one glow plug is defective24 A = two glow plugs are defective12 A = three glow plugs are defective0 A = all glow plugs are defective

These values can only be achieved with a battery voltageabove 11.5 V.

- Remove the wire and the bus bar for the glow plugs.- Attach the diode test lamp (V.A.G. 1572) to the battery

positive (+) and apply probe in turn to each glow plug.

Diode test lamp lights up: glow plug OK.Diode test lamp does notlight up: replace the glow plug

(torque 25 Nm).


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NOTE: The glow plug tightening torque of 25 Nm mustnot be exceeded otherwise the ring gap bet-ween the glow pin and the thread will besqueezed together.The glow plugs can fail prematurely due to thissituation.

If no defects are found but the engine is still hard to start theglow plugs should be visually checked (injectors removed)while glowing.

1.6.3 GLOW PLUGS WITH BURNT ELECTRODES

Burnt electrodes in glow plugs are very often caused byfaulty injectors Damages of this nature are not due to faultsin or on the glow plugs.

When a damage of this nature is found (see arrow) it is notsufficient to merely replace the glow plug. The injectorsmust also be checked for nozzle pressure and nozzleleakages.


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2 TRANSMISSION

2.1 DIGITAL ELECTRIC-HYDRAULIC CONTROL (LHC)

The series 350 truck with electric-hydraulic control is a truck with the latest controller technology. Insteadof the hydraulic travel controller used on former series trucks, a compact electronic box with a very powerfulmicrocontroller assumes all the control functions of the traction drive and parts of the working hydraulicsfunctions.

2.1.1 GENERAL

ENCODING FOR VARIOUS TRUCKS

The electronic controller is able to control trucks of different series and with different motors. In order to takethe various truck parameters into consideration, each truck wiring loom is encoded thus allowing theelectronic controller to recognise the type of truck it is installed in.

FAULT DETECTION

The processor can detect non-logical conditions and system errors from the analogue and digital signalsin the electronic controller and indicate this on the test set via the serial interface.Additionally, the controller initiates various actions, depending on the potential danger of the error:

- Warning lamp flashes.- RPM limitation of IC engine.- Truck brakes with normal braking deceleration and will not move off again.- Truck brakes with emergency function and IC engine shuts down.

These measures can be reversed by shutting down the truck with the ignition switch. When the truck isrestarted, the controller checks if an error is still present. If the error has been eliminated, the truck will continueto operate normally. If the error still exists, one of the above measures will reappear.

BRAKE

The brake is designed as a parking and emergency brake. It is of the mechanical-hydraulic type and operatedwith a valve. Two microswitches are also installed at the half-stroke and full-stroke position of the brake pedal.

RELEASE VALVE

The release valve is a safety valve which brakes the truck to a controlled stop via nozzles after the controlthrough the pressure reducing valve has failed. When the accelerator is operated, the valve is released andwhen the truck has stopped it is reapplied.


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2.1.2 ELECTRONIC CONTROL OF TRUCK SPEED

The travel speed of a hydrostatically driven truck is the product of the RPM of the IC engine and thetransmission ratio (swashplate angle, output of variable pump, capacity of hydraulic motors).In order to maintain the speed specified by the accelerator pedal, the electronic controller regulates bothof these variables, namely the engine RPM and the pump swashplate angle.If the speed reference value is constant, any variation in the engine RPM is compensated with a change inthe swashplate angle in order to keep the truck speed constant. Of course, this is only possible up to theperformance limit of the engine; beyond this point, the speed will be reduced.The various control situations at different accelerator pedal positions will be discussed below.

MOVING OFF ON A SLOPE

The parking and emergency brake are operated mechanically and hydraulically with the brake pedal via avalve. In addition, two microswitches (1 and 2) are also actuated with the brake pedal.If the brake pedal is released half way, microswitch 1 is actuated while the brake is still applied. If theaccelerator pedal is depressed at the same time, the electronic controller will only allow a limited pumpswashplate angle as the truck is accelerating against a blocked brake. When the brake pedal is releasedfully, microswitch 1 actuates (microswitch 2 remains in initial position) and the limitation of the pumpswashplate angle is removed, the brake is released and the truck moves off without rolling back.

DRIVING

Start the engine and release the brake. Depressing the accelerator pedal increases engine speed to approx.1300 RPM. Simultaneously, the variable pump swashplate angle is increased until the speed of the truckcorresponds to the value set by the accelerator pedal.If the accelerator pedal is depressed still further, thus specifying a higher travel speed, only the pumpswashplate angle is increased while the engine speed will remain constant until the maximum pumpswashplate angle is reached. Depressing the accelerator pedal yet further will increase the engine speeddirectly proportional to the pedal stroke until the maximum engine speed is reached and therefore also themaximum truck speed. This behavioural characteristic - truck speed corresponds to the value specified bythe accelerator pedal - applies only as long as engine power is not exceeded. The power control will preventthe maximum available engine power from being exceeded.

POWER CONTROL

As mentioned earlier, engine speed and the pump swashplate angle are controlled by the electronic controllerdependent on the stroke of the accelerator pedal.A speed sensor measures the engine RPM and transmits them as actual value to the electronic controller.There a variance comparison is performed and the pump swashplate angle is either increased or decreasedif a variance exists.


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If the engine power is exceeded (engine stalls), the electronic controller will reduce the pump swashplateangle (reduced power demand) until the engine speed (actual value) corresponds again to the value specifiedwith the accelerator pedal. Through this variance comparison of the engine speed, the power demand ofthe working hydraulics is also included in the controller.

WORKING HYDRAULICS SPEED CONTROL

Two pressure switches, 6 and 14 bar, are screwed into the signal port for the engine speed on the workinghydraulics way valve block. When a pressure of 6 bar is reached, one switch transmits a signal to theelectronic controller which cause the engine to accelerate to approx. 1200 RPM (tilting and auxiliaryhydraulics).When lifting, the 14 bar switch will put out a signal and the engine speed will increase to the maximum limit.

SPEED CONTROL WITH SPEED SIGNAL FROM ACCELERATOR PEDAL AND WORKING HYDRAULICS

The engine speed and the position of the pump swashplate angle are controlled by the electronic controllerbased on the position of the accelerator pedal. If a higher speed signal is entered into the electronic controllerby the working hydraulics than already specified by the accelerator pedal, the controller will respond to thehigher value and increase engine speed. As the actual engine speed now exceeds the value specified bythe accelerator pedal, the electronic controller reduces the pump swashplate angle to prevent an increasein truck speed. The response is so fast that the driver will not notice a change in speed.

BRAKING

The time required to set the swashplate angle from Qmin to Qmax or from Qmax to Qmin is specified by the electronic

controller. In order to obtain a braking deceleration nearly uninfluenced by the load condition on the engine,the electronic controller regulates the pump swashplate angle dependent on the engine speed within a fixedtime.

REVERSAL OF DIRECTION OF TRAVEL

When reversing the direction of travel, the signals for the new direction and the engine speed are onlyreleased when the electronic controller has sensed the neutral (zero) position of the variable pump. (Thisensures that the engine speed drops to low idle speed and will increase only when the new direction hasbeen selected.).


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2.2 SCHEMATIC DIAGRAM OF THE DRIVE UNIT

1 Driving engine2 Variable pump HPV 55 -023 Gear pump 14 cm/rev4 Gear pump 11 cm/rev5 Check valve6 Priority valve7 Drive gears

8 Planetary gear9 Multiple disc brake

10 Hydraulic motor HMF 35 -0211 Suction filter

A Working hydraulic systemB Steering - boost pressure


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2.3 TECHNICAL DATA OF THE TRAVEL DRIVE SYSTEM

VARIABLE DISPLACEMENT PUMP

Type HPV 55 -02Number of pistons 7Piston diameter 19 mmMax. working pressure 420 barBoost/pilot pressure 17.5 barSwash angle 19.7RPM in vehicle 2300 rpmQ Maximum of feed pump 16 - 17 l/minControl hydraulicActuation Linde Hydraulic Control LHCPump drive directly via flexible coupling

DRIVE AXLE

Type AH 20 -01Two fixed displacement pumps HMF 35 -02Number of pistons 7Piston diameter 17 mmConstant swash angle 20.8

REDUCTION GEARBOXES (PLANETARY GEAR)

Planetary reduction single speedTotal ratio 7.615 : 1

2 OIL PRESSURE - MULTI-DISC BRAKES

- on extended motor shaft- fully encapsulated - running in oil bath- only required as parking and emergency brake

TANDEM GEAR PUMP

1 working hydraulics pump 14 cm1 pump for steering, supply and control 11 cm


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2.4 HYDRAULIC CIRCUIT DIAGRAM

A WORKING HYDRAULICS1 Service cylinder (auxiliary hydraulics)2 Service cylinder (auxiliary hydraulics)3 Tilt cylinder4 Lift cylinder, standard5 Lift cylinder, duplex6 Lift cylinder, triplex7 Slow lowering valve8 Control valve block, assy., including:

9 Way valve - auxiliary hydraulics10 Way valve - auxiliary hydraulics11 Check valve (pilot controlled)12 Way valve - tilting13 Way valve - lifting14 2/2-way valve (pressure balance)15 Maximum pressure valve16 Restrictor17 Shuttle valve18 Pressure reducing valve19 Restrictor

20 Pressure switch

B IC ENGINE

C ENGINE SPEED PROPORTIONAL SOLENOID

D VARIABLE PUMP HPV 55 -02, ASSY., INCLUDING:21 Variable pump HPV 55 -0222 Solenoid23 Release valve24 Spool

A = forwardB = reverse

25 Proportional valve26 2/2-way valve27 Nozzle28 Servo circuit nozzles29 4/2-way valve30 Pilot valve31 Boost pressure valve 17.5 +0.5 bar32 Spool

Y = forwardZ = reverse

33 Combined boost and maximum pressure valve 420 +15 bar

E HYDRAULIC DRIVE AXLE AH 20 -01, ASSY., INCLUDING:34 Hydraulic motors35 Disc brakes


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F BYPASS VALVE

G OIL COOLER

H CHECK VALVE

J PRESSURE FILTER 9 m

K Tandem pump, assy., including:36 Check valve37 Flow controller38 Gear pump 11 cc/rev39 Gear pump 14 cc/rev

L DAMPER

M HYDRAULIC OIL TANK40 Suction filter 25 m with bypass valve

N BREATHER FILTER WITH PRESSURISING VALVE 0.35 BAR

O BRAKE VALVE

P ELECTRONICS41 RPM increase, stage 142 Free43 RPM increase, stage 244 Free45 Actual RPM46 Brake pedal depressed47 IC engine48 Brake released49 Forward (output signal)50 Forward (output signal)51 Emergency stop52 Reverse (input signal)53 Reverse (input signal)54 Brake

Q STEERING CONTROL VALVE INCLUDING:55 Steering control valve56 Hose safety valve 190 10 bar57 Make-up valve58 Pressure relief valve 120 bar

R STEER CYLINDER

S SPEED LIMITER FOR PUSHING OPERATION (H 20 ONLY)59 Restrictor60 2/2-way valve

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HYDRAULIC CIRCUIT DIAGRAM, H 12/16/18/20 D-03/T-03, SERIES 350

Section 2Page 10 Service Training

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2.5 VIEW OF THE VARIABLE PUMP

1 Bypass valve2 Release valve3 Proportional valve - forward4 Setting start of control - reverse5 Maximum swash angle - reverse6 Test port Y - forward servo pressure7 Test port Z - reverse servo pressure8 Setting start of control - forward

9 Maximum swash angle - forward10 Test port for pilot pressure F" upstream of

release valve11 Hydraulic zero setting12 Proportional valve - reverse13 HP test ports


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2.6 CROSS SECTIONAL VIEW OF DRIVE PUMP

1 Boost pressure valve2 High pressure relief valves3 High pressure test ports (forward and reverse)4 Short circuit valve (towing valve)


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2.7 ELECTRIC-HYDRAULIC ADJUSTMENT

CIRCUIT DIAGRAM

1 Hydraulic variable pump HPV 55 -022 Release valve3 Solenoid4 Proportional valve5 2/2-way valve6 Nozzle 1 mm7 Spool

8 Servo circuit nozzles9 4/2-way valve

10 Pilot valve11 Spool12 Boost pressure valve13 Combined boost and maximum pressure valve14 Change filter


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FUNCTIONAL DESCRIPTION

When the engine is running and the brake pedal is depressed, the solenoid of the release valve (2) is de-energised. Boost pressure is applied from port F to nozzle (6); the passage behind the nozzle, however, isconnected to tank via the open release valve (2) and is thus without pressure.The spool (7) is connected to port F on both sides via the pilot valve (10), the way valve (9) and the servocircuit nozzles (8), thus holding the variable pump (1) in the hydraulic neutral position.

After the electronic controller has released the switching signal to the release valve (2), the valve closes theconnection to tank so that boost pressure also rises behind the nozzle (6). The two way valves (5) are setto the open position so that boost pressure from passage F is applied to the unactuated proportional valves(4). Simultaneously, the way valve (9) is shifted from the throttled to the unthrottled position.

Depressing an accelerator pedal controls the respective solenoid (3) with a pedal-dependent signal. Apressure corresponding to the signal value of the solenoid is applied through the downstream proportionalvalve (4) to the spool (11). The spool (11) moves and pushes the oil flowing off at the opposite end of thespool through the respective proportional valve (4) into the tank. The operation of the spool (11) adjusts thepilot valve (10) through which the spool (7) is supplied with pressure and the pump starts delivering.

Releasing the accelerator pedal towards zero stroke reduces the signal at the solenoid. As a result, theproportional valve reduces the pressure going to the spool, the pump reduces the swashplate angle and thetruck is braked.

When the electronic controller detects an error in the speed control, the truck must be brought to a controlledstop, independent of the position of the accelerator pedal.To do this, the release valve (2) is de-energised so that the pressure behind the nozzle (6) will drop to 0 bar.

The way valves (5) move to the closed position, thus removing the boost pressure going to the proportionalvalves (4). This action also shifts the proportional valve (4), which is controlled by the solenoid (3),mechanically to the home position and the pressure applied to the spool (11) is removed. The piston is pushedmechanically to the zero position, which also shifts the pilot valve (10) to the zero position. The opening ofthe release valve (2) and the concomitant pressure drop to 0 bar also switches the way valve (9) from theunthrottled to the throttled position.

The reset time for the spool (7), and therefore also for the braking deceleration, is metered with the servocircuit nozzles (8) and the throttling with the way valve (10). This arrangement prevents sudden braking.

EMERGENCY STOP WITH THE BRAKE PEDAL

If, due to a fault, the truck can no longer be braked with the accelerator pedals, it is possible to make anemergency stop with the brake pedal.

Depressing the brake pedal actuates the microswitches in the pedal console. This cuts off the power to therelease valve (2) and the truck is brought to a controlled stop as with a fault in the controller. The brake releasepressure at the disc brakes is also reduced and the truck is thus also braked mechanically.


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9 Proportional valve10 Solenoid11 Release valve12 Servo circuit nozzles13 Way valve

X Travel of servo piston 15.1 mm

1 Locknut2 Swashplate angle setscrew3 Setting bush - start of control4 Locknut5 Control spring6 Spool7 Control pilot8 Way valve

2.7.1 HYDRAULIC ADJUSTMENT WITH ELECTRONIC CONTROL


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2.7.2 ELECTRIC-HYDRAULIC CONTROL

- Begin of pump control- Max. swash angle of pump- Hydraulic zero position

Setting the start of control and swash angle,reverse

1 Adjusting pin (swash angle max.)2 Set ring (start of control) wheel begin3 Slotted nut (start of control) wheel begin

Setting start of control and swash angle,forward

4 Slotted nut (start of control) wheel begin5 Set ring (start of control) wheel begin6 Adjusting pin (swash angle max.)

Setting the hydraulic zero position

7 Pilot housing8 Slotted nut

9 HP test port10 Towing bypass valveF" Servo pressure - upstream of releasevalve (test point)Y Pilot pressure, forwardY2 Control magnet, forwardY3 Control magnet, reverseY4 Release valveZ Reverse pilot pressure


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2.7.2.1 BEGIN OF PUMP CONTROL

Precondition:

- Jack up and support the truck and block 1 wheel.- Start the engine and release the brake pedal.- Connect the diagnostics module or laptop and select window 6.- Depress the forward and reverse accelerator pedals until iY2 or iY3 = 440 - 460 mA.- Hold the accelerator pedal in this position, loosen the slotted nut (4) and turn the adjustment ring (5) on

the servo cover until the wheel just begins to turn. Then lock the slotted nut (4) again.If iY3 = 440 - 460 mA, perform the same adjustment at the set ring (2).

- Release the blocked wheel.- Fully depress the blocked wheel. A value of 1180 mA must be obtained in window 6 of the diagnostics

module or laptop (specified by the computer).- Determine the average wheel revolutions (desired value 210 RPM).

Q = oil flowAccelerator pedal stroke

440 - 460 mA 1180 mA

Q = 0 Q = maxStart of traction wheel rotation

Release valve actuated

If the electronic data is correct, but the wheels do not rotate or the full wheel RPM is not achieved, checkand adjust, if necessary, the stroke of the servo piston (swash angle).

2.7.2.2 SWASH ANGLE OF VARIABLE PUMP

- Block up the truck and block 1 wheel.- Start the engine and release the brake pedal.- Loosen the adjusting pin locknut (1) on the Y side of the controller and turn in the setscrew (1) until the

free wheel just begins to rotate.- Then turn the adjusting pin (1) out for 12 turns and relock the locknut.- Repeat the same procedure on side Z .

2.7.2.3 HYDRAULIC ZERO POSITION

- Jack up the truck and block 1 wheel.- Start the engine and release the brake.- Loosen the slotted nut (8) and turn the pilot housing (7) to one side until the free wheel begins to rotate.

Then turn the pilot housing in the opposite direction until the wheel rotates in the other direction. Half thetravel of the pilot housing between the start of forward and reverse wheel rotation and lock the slotted nut.

- Release the blocked wheel.- Bring the engine to full speed by hand. If the wheels are still rotating after the adjustment, perform the

adjustment again.


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2.7.2.4 HYDRAULIC BRAKE VALVE

1 Valve spool2 Boot3 Snap ring4 Washer5 Slotted ring6 Valve housing7 Return spring

8 Spring plate9 O-ring10 Snap ring

BR Outlet to multiple disc brakeE Boost pressure oil inletT Tank port

When the engine is running, boost pressure is applied to port E. When the brake pedal is released, E andBR are connected = brake released; when the brake pedal is depressed, BR-T is connected = brake applied.


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2.8 TOWING DEVICE

To allow a truck to be towed, two conditions must be fulfilled:- The multiple disc brake must be released.- The towing bypass valve must be set to the towing position.

PREPARING THE TRUCK FOR TOWING

Releasing the multiple disc brake:

- Remove the cover at the front of the truck.- Remove the cap nut (1) and sealing ring (3).- Slacken the locknut (5).- Turn in the setscrew (4) as far as possible and

torque it to 10 Nm.- Lock the setscrew with the locknut (5). Tighten

the nut to 25 Nm.- Using a grease gun, apply about 4 shots of

grease through grease nipple (2) until the brakeis released.

Opening the hydraulic bypass valve:

- Open the bonnet.- Loosen the 19 mm locknut (6) at the variable

pump.- Loosen the 8 mm pin (7) by three turns with a

socket.- Lock the setcrew with the locknut (6), torque to

40 Nm.

CAUTIONThe truck can not be braked.

NOTE: After towing, return the grease nippleand bypass valve to the initial position.


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2.9 DRIVE AXLE AH 20 -01 WITH WHEEL DRIVE, MULTIPLE DISC BRAKE AND HYDRAULICMOTOR


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1 Planetary gear assembly2 Allen screw3 Drive shaft4 Snap ring5 Pressure plate6 O-ring7 Brake spring8 Brake piston9 O-ring

10 Brake discs11 Swashplate with hydraulic motor assembly


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2.9.1 REPAIRING THE REDUCTION GEAR, MULTIPLE DISC BRAKE AND HYDRAULIC MOTOR

Reduction gear assembly (planetary gear):

1 Wheel shaft2 Snap ring3 Radial sealing ring4 Tapered roller bearing5 Spacer (bearing adjustment)6 Gearbox7 Slotted nut

8 O-ring9 Allen screw

10 Retaining plate11 Planetary carrier assembly12 Internal gear13 Allen screw


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2.9.2 RENEWING THE RADIAL SEALING RING OF THE PLANETARY GEAR

Precondition:

- Wheel drive removed from AH 20 -01 axle.

Required special tools.

- Grooved nut key- Drift- Torque wrench up to 700 Nm.

REMOVAL

Remove the screw (1) and pull the planetary carrier (2) outof the gearbox.

Heat the nut (3) (to loosen the Loctite).


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Remove the slotted nut with a grooved nut key (5) and T-sliding handle socket wrench (4). (Hold the wheel shaft, egin a vice.)

Screw a drift (6) into the wheel shaft.

Drive the wheel shaft out of the gearbox by impacting thedrift on a hard surface.


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Removed wheel shaft

7 Gearbox8 Wheel shaft9 Bearing

10 Spacer (bearing adjustment)

Remove the radial sealing ring (11) from the casing.

ASSEMBLY

After cleaning all parts, carry out the assembly in the reverse order or disassembly. Secure the nut (3) andscrew (1) with Loctite 270.Torque for nut (3): 650 + 50 Nm.


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02.01

2.9.3 REMOVING AND INSTALLING THE MULTIPLE DISC BRAKE AND HYDRAULIC MOTORWITH SWASHPLATE

NOTE: For the following procedures you do nothave to remove the axle from the truck.

REMOVAL

Multiple disc brake

1 Snap ring2 Disc (on brake springs)3 Drive shaft

Draw the drive shaft (3) out of the brake discs.


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Prestress the disc (2) with threaded rods (4), bar (5) anddistance pins (6), pry out the snap ring (1) and take the disc(2) out of the axle tube.

Take the brake springs (7) out of the brake piston (8).

Screw a M8 impact driver (9) into the brake piston (8) anddrive out the brake piston.


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Remove all discs (10) and take the two O-rings out of theaxle tube.

Brake removed

11 Brake piston12 Springs13 Brake discs14 Disc

HYDRAULIC MOTOR WITH SWASHPLATE

Remove the fastening screws (15) (4 items).


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Screw the M8 impact driver (16) into the hydraulic motorshaft (17) and pull out the swashplate along with thehydraulic motor.

Hydraulic motor assembly

18 Cylinder block19 Swashplate with disc carrier20 Fastening screws

ASSEMBLY

After cleaning all parts, assemble all parts in the reverse order of disassembly. Renew defective parts andboth O-rings.Torque for screws (20) : 64 Nm.


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LINDE DIAGNOSTIC MODULEPC SCREEN

DISPLAY

2.10 TRUCK DIAGNOSTICS AND TROUBLESHOOTING

As traction and speed are controlled electrically and hydraulically, the check is also divided into electric andhydraulic tests.For the diagnostics of the electrical system, the Linde test module or a PC (Laptop) is required. The hydraulictest case is required for the check of the hydraulic section.

2.10.1 ELECTRICAL SYSTEM DIAGNOSTICS

It is possible to communicate with the LHC digital controller via an ISO interface. The LDC digital controllercan be diagnosed by starting the diagnostic program or connecting the Linde diagnostic module. Theselected windows are identical, independent of the diagnostic equipment used (PC or Linde diagnosticmodule). If a PC is used, additional information is displayed at the bottom of the PC screen. Furthermore,the PC permits parameters to be stored and printed out on an attached printer.

WINDOW


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2.10.1.1 WORKING WITH THE LINDE TEST MODULE

Conditions

- Traction wheels of truck off the ground- Accelerator pedals in neutral position- Brake pedal held in braking position- Ignition switched off

Before using the Test Module, check if it is operational by pressing the EIN (ON) button. The followinginformation will be displayed:

Software version and version dateG46 of the module Module is operational ! No data received

LindeLHC Electronics

LHC DiagnosticCable

Truck DiagnosticConnector

Wiring Loom

Data in displayis updatedevery s

4 Leads:2 x Power Supply Leads2 x Signal Leads

RedWarningLamp


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NOTE: The Test Module will only work if the EPROM version V2.26-P, V2-27-P or a higher version isinstalled. If no or the wrong information appears after the EIN (ON) button is depressed, replacethe batteries and check the Test Module.

- Connect the Test Module to the diagnostics connector of the controller.

NOTE: The connector, sealed with a cap, is fastened in a holding angle bracket on the control leverconsole.

- Turn on the ignition; the red warning lamp will flash.

NOTE: If the red warning lamp is not flashing, check fuse 1F17 and the cable connection and powersupply from the controller to the diagnostics connector. Also check the adapter cable from theconnector to the Test Module.

If the connection is correct, window 1 will be displayed.The other windows can be selected by pressing the appropriate buttons.

NOTE: After the ignition is turned on, the fault lamps 1H20 (up to 05/98, from 06/98 H2) will light steady.(Lamp and cable connection self-test.)The lamp will go off when the engine is running.

2.10.1.2 DIAGNOSTICS WITH A PC AND THE LINDE INTERFACE CONVERTER

System requirements for the PC or the notebook:

Operating system: MS-DOS 5.0 or higher must be installedMicrosoft Windows 3.10 or higher can be installedMicrosoft Windows 95 or higher can be installed

RAM storagerequirement: minimum 512 Kbytes for DOS operating system

minimum 4 Mbytes for Windows operating system

Hard disc storagerequirement: minimum: 1 Mbyte for DOS operating system

Monitor requirement: DOS operating system:recommended: VGA resolution (640 x 480 pixel) monochrome

Windows operating system:minimum: VGA resolution (640 x 480 pixel) monochromerecommended: VGA resolution (640 x 480 pixel) colour


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2.10.1.2.1 LINDE INTERFACE CONVERTER

The Linde interface converter must be used to communicate between the PC and the appropriate LDC digitalcontroller. The digital controller has a 4-pin diagnostics connector which uses the ISO protocol for datatransfer. The serial interface of the PC uses the RS232 protocol. The interface converter converts signalsbetween the two protocols , thus permitting communication between the PC and digital controller and viceversa.

The data transfer uses 9600 baud, 8 bit data, 1 stop bit and no parity. The interface converter is connectedbetween the 9 pole sub-D terminal of the serial interface of the PC and the 4 pole AMP-Saab connector tothe diagnostics connector on the digital controller. The second 6 pole AMP connector is used for connectionto other Linde vehicles (E 10, P 60) which are equipped with a Zapi control system. This latter system hasa serial electrical interface for data transfer.

The diagnostic software normally uses the serial interface COM1 of the PC. If this connector is already inuse, it is necessary to convert to the COM2 serial interface. This procedure is included in the installationprocedures.

The interface converter is delivered with the appropriate diagnostic software.

2.10.1.2.2 INSTALLATION OF THE DIAGNOSTIC SOFTWARE TEST & SETUP

The diagnostic software is available as a master program or as a service program. The master programpermits access to all truck parameters. The master program can only be ordered through the customerservice school. The service program permits access only to the service functions (fault storage, switchingconditions, etc.) and can be ordered from the Linde spare parts organisation.

Both software programs are available as a complete program or as an update program. When a completeprogram has been installed on a computer, only an update program is required in the future.

The diagnostic software is delivered on 3.5 inch diskettes. The diagnostic software version is identified onthe diskette labels. In addition the following is noted; master or service program and if it is a complete programor only an update program.

e.g. Software version: V1.3-P

The diagnostic software is available in German, English or French. The desired language must be selectedduring the installation process.

The diagnostic software cannot be copied and can only be installed on an appropriate computer once.Through installation on a computer, the user accepts the conditions of the software license. When a masterprogram is ordered, the updates are provided automatically. Updates for the service program can be orderedfrom the Linde spare parts organisation.


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INSTALLATION INSTRUCTIONS FOR COMPLETE PROGRAM (MASTER AND SERVICE PROGRAMS)

- Go to the DOS operating system.- Insert the diskette 1 into the disc drive.- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.- INSTALL : : .

NOTE: The desired language is selected by typing a number after the destination disc drive letter;1 = German, 2 = English, 3 = French. Furthermore, the correct serial interface must be selected;1 = COM1, 2 = COM2.

- E.g. For an installation in German on serial interface COM1, type the following command; INSTALL A:C: 1 1 and press ENTER.

- A directory named lindiag.dos will be created in the hard drive and the software on the diskette will nowbe copied into the directory on the hard disc.

- Insert diskette 2 when prompted and press the RETURN key.- Type DIAG and press ENTER. A window TRUCK SELECTION appears, on which the appropriate

diagnostic program can be selected.- Press the cursor up or down arrow to select the diagnostic program.- To start the selected diagnostic program press ENTER.

INSTALLATION INSTRUCTIONS FOR UPDATE PROGRAM (MASTER AND SERVICE PROGRAMS)NOTE: A software update can only be made when the computer already has a complete program.

- Go to the DOS operating system.- Insert the diskette 1 into the disc drive.- Select the appropriate disc drive, e.g. disc drive A: and press ENTER.- ENTER UPDATE : : .- E.g. For an installation in German on serial interface COM1, type the following command; UPDATE A:

C: 1 1 and press ENTER.- Insert diskette 2 when prompted and press the RETURN key.

2.10.1.2.3 SELECTING THE LINDE PROGRAM

- Go to the DOS operating system (root directory c:\).- Enter cd lindiag.dos.- Open the window by typing DIAG and press ENTER.- A window appears with the appropriate programs.- Press the cursor up or down arrow to select the program.


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2.10.1.2.4 STARTING THE DIAGNOSTIC PROGRAM TEST & SETUP

- Press the cursor up or down arrow to place the arrow beside the fork truck model 350. Startingwith software version 1.5-P, select the LHC controller.

- The selected model (controller type) is identified with the arrow.- Press the ENTER key.- The Linde diagnostic program starts.

SELECTION WINDOW UP TO SOFTWARE VERSION 1.4

Linde AG Equipment Program Selection Test&Setup

Series 335 E 14/16/16C/18/20Series 336 E 20/25/30Series 350 H 12/16/18============================

Series 144 T20S/T20RSeries 149 N20Series 360 T 16/18/20Series 379 L 10/12Series 126 P60Z Combined Instrument============================

Change configurationEnd program (return to DOS)

Select equipment program with cursor up or down key

->

SELECTION WINDOW FROM SOFTWARE VERSION 1.5


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2.10.1.3 LINDE DIAGNOSTIC PROGRAM

Depending on the installed diagnostic program (master program or service program), different windowmenus can be displayed. The service program permits the same menus as in the Linde diagnostic moduleto be displayed. The Master program (identified by M) permits additional menus to be displayed. Informationon the diagnostic program installed on the computer is displayed at the bottom of the computer window.

After starting the diagnostic program and turning on the truck key switch, a beep tone is heard and the mainwindow appears on the computer monitor.

The main window can be divided into an upper window and a lower window area. The upper window displaysthe window menu, which is identical to the menu on the diagnostic module.

The lower window displays text which is different for every window. This text contains clarifying information.

SERIAL INTERFACE

This symbol displays the active serial interface (COM1 or COM2).

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Interface converterstatus

Serial Interface Help textWindow MenuAccess toProgram


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INTERFACE CONVERTER STATUS

This symbol, two connectors, appears to the right of the serial interface symbol at the bottom of the computerwindow. When the interface converter is correctly installed and correctly operating, the two plugs are togetherand green in colour. If the two connectors are open and red in colour, a problem exists with the data transfer(false COM serial interface, the interface converter is incorrectly installed or the key switch is not turned on).ACCESS TO PROGRAM

Key symbol Service programOpen lock symbol Master program (menu windows M can be displayed)

The diagnostic program works with menu windows. Each window shows different information about the truck.The windows are called up by simply entering the window number, e.g. 1. When calling up a window withtwo digits e.g. 72, simply quickly enter the two digits in the correct order. If you wish to change to anotherwindow, enter the new window number. Depending on the software version for the controller, the followingwindows can be displayed.

Window 1: Information on software version and truck typeM Window 11: Information on truck type code in the cable loomM Window 12: Comparison of master and safety processor codes

Window 2: Current fault messagesWindow 3: Stored fault messagesWindow 31: Clearing fault messages in window 3 (up to including version 1.3)Window 32: Stored fault messages (up to including version 1.3)

M Window 33: Clearing window 32 (up to including version 1.3)Window 4: Inputs

M Window 41: Switch signals of both processorsWindow 5: Outputs

M Window 51: Additional information on outputsWindow 6: Analogue values

M Window 61: Analogue values (master and safety processor) - potentiometerM Window 62: Analogue values (master and safety processor) - potentiometer and pump

control solenoids.Window 7: Setting truck speed and specified RPMWindow 71: Resetting parameters to standard factory settings

M Window 72: Seat switchM Window 73: Resetting parameters of window 72 to standard factory settingsM Window 74: Maximum speedM Window 75: Setting of initial inverse current and final pump currentM Window 76: Resetting parameters of window 75 to standard factory settings

Window 8: Zero adjustment of potentiometer (teach-in)


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Scroll bar

2.10.1.3.1 HELP FUNCTION

When the F1 key is pressed a help text is displayed in the lower part of the computer window explaining themeaning of the individual keys. Keys PgUp and PgDn serve to scroll the help text. The text is selectedby using a scroll bar. Pressing the F1 key again switches the help function off and a text explaining therespective window appears.


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The following table provides a summary of important keys on the Linde diagnostic module and PC.

FUNCTIONS OF THE KEYS

Module Key PC Key Function

+ (Plus) Cursor up Increase value- (Minus) Cursor down Decrease valueNew data Tab bar Save dataEnter Enter (Return) End of inputCE Backspace or Del Correct or delete input

PgUp Help function window: scroll upPgDn Help function window: scroll downHome Help function window: go to text beginningEnd Help function window: go to text endF1 Call up help function windowF2 Store the active parameterF3 Call up the last stored parameterF4 On/Off: combined instrument, diagnostic modeF5 Long distance diagnostics: dial telephone number via modem

(tone dial mode) and make the connectionLong distance diagnostics: break the telephone connection

Shift F5 Long distance diagnostics: dial telephone number via modemSame as F5 except use pulse dial modeLong distance diagnostics: break the telephone connection

F9 Print the status and the parameter window displayed on the computermonitor

ESC Break off (escape) a store, call up or print procedureALT x or ALT F4 End the program


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ERROR HANDLING

An error is detected as such by the processor only if it is applied for a minimum period (mostly 200 ms). Inthis way, brief and non-critical error events due to signal noise or delays in the sensing elements are not takeninto consideration.

If an error is detected by the processor, the following occurs:

- The fault warning lamp flashes.- Interventions are controlled by the microprocessor depending on the seriousness of the errors: truck

deceleration, RPM limitation, solenoids de-energised, etc.- An error number describing the fault is stored in a non-volatile store (EEPROM).- The error number can be read in the windows and of the diagnostic unit.

A troubleshooting with the diagnostic unit is possible at any time subsequently. The error number, storedin the EEPROM when the fault occurred, can be displayed by selecting window of the diagnostic unit.In this way it is afterwards possible to identify unstable, sporadic or non-reproducible errors.

TEST CONDITION

The battery voltage should be at least 11.3 V.

Before starting work on the LHC diagnostic program, identify the software version (shown in window 1).

Software version(main processor)

Depending on the software version, select the diagnostics description as follows:

from 1.1 to 1.3 Section 2.10.1.3.2from 1.4 and 1.5 Section 2.10.1.3.4ab 1.6 Section 2.10.1.3.6

NOTE: The first step in the diagnosis should be to perform a calibration of the traction potentiometerin window 8 of the respective software version.All of the values given in the windows in the document are examples only.


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2.10.1.3.2 OVERVIEW OF MENU WINDOWS - LHC SOFTWARE VERSION 1.1 - 1.3

Serv

ice

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2.10.1.3.3 MENU WINDOWS IN DETAIL - LHC SOFTWARE VERSION 1.1 - 1.3

WINDOW 1 INFORMATION ON SOFTWARE VERSION AND TRUCK TYPEALL SOFTWARE VERSIONS

This window displays general information on the truck as detected by the Test Module.

1st line: Controller designation2nd line: Software version of both processors3rd line: Designation of diagnostic program4th line: Truck model code:

(see window (11)) series, LPG/Diesel,1/2 pedal(s), series/special truck

NOTE: If the information displayed in the window does not correspond to the truck version, there is afault in the wiring or the electronic controller.

WINDOW 11 (MASTER VERSION) INFORMATION ON TRUCK TYPE CODE IN THE CABLELOOM

CTrk Truck series code1100 BR 350 H18, H200110 BR 351 H20, H251001 BR 351 H30, H350011 BR 352 H40

CEng Engine type code01 Diesel10 LPG

CPed: Pedal type code0 2 pedals1 1 pedal

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CSpl Equipment code01 Special truck10 Series truck

WINDOW 12 (MASTERVERSION) COMPARISON OF MASTER AND SAFETY PROCESSORCODES

The signals are displayed in pairs (XY) with the following declaration:X is the code read by the master processorY is the code read by the safety processor

In trouble-free operation X always equals Y, with both processors reading the same code.

CTrk XY XY11 11 BR 35000 11 BR 351 H20, H2511 00 BR 351 H30, H3500 00 BR 352

CEng XY00 Diesel11 LPG

CPed XY00 Two-pedal11 Single-pedal

CSpl XY00 Special truck11 Series truck

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WINDOW 2 CURRENT STATUS MESSAGES AND FAULT MESSAGES

This window displays a message if driving is restricted or disabled for safety reasons. The messages aredisplayed only as long as the restriction or problem exists. In case of faults the red warning lamp will flash;in case of wrong driver commands such as depressing the brake pedal, the lamp will not illuminate.The current truck status messages are displayed as a single-digit number, the fault message as a two-digitnumber.

Example: (31) = Potentiometers 1 and 2 are incompatible

Example: 1 = Brake switch 1 operated

Example: 2 = Brake switch 2 operated

In the above example, brake switch 1 and 2 are operated, i.e. the engine can be started. Error 31 wasdetected, i.e. potentiometers 1 and 2 are incompatible. When the brake pedal is released, the numbers 1and 2 will disappear, whereas the fault number 31 will still be displayed. The engine can be therefore bestarted, but the truck will not move off if an accelerator pedal is operated.The meaning of the status and error numbers are listed in the following table.

The fault codes have the following meaning:

Status messages:

If none of the following status messages are shown in window 2, thetruck is operational if no other fault has been detected in the truck.

1 Brake pedal switch 1S5 operated (brake pedal is partially depressed)2 Brake pedal switch S14 operated (brake pedal is depressed)3 Brake pedal not yet depressed after turning on the ignition4 Seat switch not operated

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Fault messages:

The following reactions can be witnessed on the truck when a fault occurs:

W Warning lamp flashingK Truck drives at creep speedB Truck brakes to a standstill or remains stationary if not yet movingR Current only achieves start of pump controlE All power stages without powerL Engine goes to low idling speedF Release magnet de-energised, truck braking with brake jets (restrictors)S Safety relay in the controller de-energised, all power stages without power

Truck responses

19 No calibration new LHC controller in trucknot yet calibrated

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid series/special truck code maybe cable loom WELFS31 Both pot signals do not match,

and neither is 0 V incompatible WBL32 UPot1 too low or too high out of range WBL33 UPot2 too low or too high out of range WBL34 Both pot signals at 0 V too low35 Inadmissible pedal code and not all inputs are open WBL36 Inadmissible pedal code and all inputs are open37 Both inputs of the brake microswitch

have the same status same status WB38 Brake switch S14 switching before 1S5 WB39 Both inputs of the seat microswitch

have the same status same status WBL41 10 V power supply is too low (< 8 V) whereas

battery voltage is too high (> 11 V)43 Power stage supply interrupted

(eg fuse blown, relay oxidized)44 Power supply can not be cut out by relay

(relay sticking, final relay stage leaky)45 Release power stage not conducting or

output shorted against (-) unequal WB46 Release power stage fused or

output shorted against (-)47 Release magnet resistance too high51 Engine control element resistance too low or

power stage leaky too high WELFS52 Engine control element resistance too high or

power stage defective or magnet shorted against (-) WELFS53 Pump control element V resistance too low or

power stage leaky too high WELFS

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54 Pump control element V resistance too high orpower stage defective or magnet shorted against (-) WELFS

55 Pump control element R resistance too low orpower stage leaky too high WELFS

56 Pump control element R resistance too high orpower stage defective or magnet shorted against (-) WELFS

57 Gas shutoff valve resistance too low orpower stage leaky (LP-gas only) too high

58 Gas shutoff valve resistance too high orpower stage defective or magnet shorted against (-)(LP-gas only)

59 Release valve: drive and feedback (status) unequal WB61 Speed signal too high W62 Jump of RPM signal from over 800 rpm

to 0 rpm (cable broken)65 Tilt pressure signal 1S1 6 bar with engine stationary W66 Lift pressure signal 1S2 14 bar with engine stationary W67 Signal 1S2 no signal 1S1 (14 bar without 6 bar) W

Master processor: monitoring of safety processor:

71 Safety processor not releasing WELFS72 Pot signals both processors incompatible W73 Pot 1B2.1 out of range W74 Input signals of both processors incompatible W75 Serial data transfer inactive W76 Serial data transfer inactive W

Safety processor: self-monitoring:

80 Invalid series code maybe cable loom FS81 Invalid 1-/2-pedal code maybe cable loom FS82 Accelerator pedal: signal 1B2.1 out of range FS83 Built-in test detected release valve not OK FS84 Built-in test detected safety relay not OK FS85 Pump forward and reverse current simultaneously FS86 Pump forward current with specified value of pot = 0 FS87 Pump reverse current with specified value of pot = 0 FS88 Pump forward current too high FS89 Pump reverse current too high FS90 Stimuli for Bosch test not OK FS91 Stimuli for Linde test not OK FS99 Internal fault in safety processor FS

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WINDOW 3 STORED FAULT MESSAGES

Window (3) displays all the fault messages stored in the EEPROM. The frequency of each fault is indicatedto the right of a colon behind the fault number. The fault counter can only count to 9 maximum.These fault messages are stored permanently independent of turning the ignition on and off.

Fault numberFault frequency


Fault messages:

The following reactions can occur on the truck with individual faults:

W Warning lamp flashingK Truck driving at creep speedB Truck brakes to a full stop or remains stationary when not movingR Current achieves only start of pump controlE All power stages are without powerL engine goes to low idling speedF Release magnet de-energised, truck braking with brake jets (restrictors)S Safety relay in the controller de-energised, all power stages without power

Reactions on the truck

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid Series/special truck code maybe cable loom WELFS31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL32 Accelerator pedal: signal from pot 1B2.1 out of range WBL33 Accelerator pedal: signal from pot 1B2.2 out of range WBL34 Accelerator pedal: pot supply voltage too low35 1-/2-pedal: invalid combination of direction signals WBL

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37 Brake switch 1S5 breaker/maker same status WB38 Brake switch S14 switching before 1S5 WB39 Seat switch 1S8 breaker/maker same status WBL43 Safety relay: drive/feedback unequal45 Release valve: drive and feedback unequal WB51 Engine magnet: current too high WELFS52 Engine magnet: open circuit WELFS53 Magnet for pump forward 1Y2: current too high WELFS54 Magnet for pump forward 1Y2: open circuit WELFS55 Magnet for pump reverse 1Y3: current too high WELFS56 Magnet for pump reverse 1Y3: open circuit WELFS57 Magnet for working hydraulics: current too high58 Magnet for working hydraulics: open circuit59 Release valve: drive and feedback (status) unequal WB61 RPM signal too high W65 Tilt pressure signal 1S1 6 bar with engine stationary W66 Lift pressure signal 1S2 14 bar with engine stationary W67 Signal 1S2 without signal 1S1 (14 bar without 6 bar) W

Master processor: monitoring of safety processor:

71 Safety processor not releasing WELFS72 Potentiometer signals of both processors incompatible W73 Pot 1B2.1 out of range W74 Input signals of both processors incompatible W75 Serial data transfer inactive W76 Serial data transfer inactive W

Safety processor: self monitoring:

80 Invalid series code maybe cable loom FS81 Invalid 1-/2-pedal code maybe cable loom FS82 Accelerator pedal: signal 1B2.1 out of range FS83 Built-in test detected release valve not OK FS84 Built-in test detected safety relay not OK FS85 Pump forward and reverse current simultaneously FS86 Pump forward current with pot setting = 0 FS87 Pump reverse current with pot setting = 0 FS88 Pump forward current too high FS89 Pump reverse current too high FS90 Stimuli for Bosch test not OK FS91 Stimuli for Linde test not OK FS99 Internal fault in safety processor FS

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WINDOW 31 CLEARING THE FAULT MESSAGES IN WINDOW 3

With the CE key it is possible to clear the faults shown in window 3; at the same time a slash "/" appearsin window 32 behind the last fault after clearing.This slash means: The service engineer has read the faults stored in memory in window 3 and then clearedthe memory.

WINDOW 32 STORED FAULT MESSAGES

In window 32 (press key 3 and 2) the faults remain stored. The controller will set a slash at the end of thefault codes and all malfunctions occurring thereafter will be shown again behind the slash.

Fault numberFault frequency

Sign showing fault was acknowledged by service engineer

Fault number and frequency of occurrence after acknowledgement

If a memory overflow occurs, the earliest stored faults will be deleted. The maximum number of faults thatcan be indicated is 9. If the frequency indicated is 9 this means that the fault can have occurred over 9 times.A repetitive fault is incremented each time the ignition switch is turned on.In the example fault 32 was detected two times. Then the service engineer acknowledged the fault. The faultoccurred again twice subsequently.

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Fault messages:

The following truck responses can occur with individual faults:

W Warning lamp flashingK Truck driving at creep speedB Truck brakes to a full stop or remains stationary when not movingR Current achieves only start of pump controlE All power stages are without powerL engine goes to low idling speedF Release magnet de-energised, truck braking with brake jets (restrictors)S Safety relay in the controller de-energised, all power stages without power

Reactions on the truck

20 Invalid truck code maybe cable loom WELFS21 Invalid engine type code maybe cable loom WELFS22 Invalid series code maybe cable loom WELFS23 Invalid series/special truck code maybe cable loom WELFS31 Accelerator pedal: pot 1B2.1 and pot 1B2.2 incompatible WBL32 Accelerator pedal: signal from pot 1B2.1 out of range WBL33 Accelerator pedal: signal from pot 1B2.2 out of range WBL34 Accelerator pedal: pot supply voltage too low35 1-/2-pedal: inadm. combination of direction signals WBL37 Brake switch 1S5 breaker/maker same status WB38 Brake switch S14 switching before 1S5 WB39 Seat switch 1S8 breaker/maker same status WBL43 Safety relay: drive/feedback unequal45 Release valve: drive and feedback unequal WB51

linde hd16 service traning

Documents

check hydraulic tappets

pump control

check cylinder head

check of fuel pressure

fuel injection pump

electrichydraulic adjustment

hydraulic brake valve

check piston