Still FMQ25 (Ingles 06-1997) PDF

Workshop Manual FMQ-25
go to chapter B
go to chapter M
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Copyright protected. No part of this manual
may be reproduced in any form. Copyright
reserved.
7/0631
First Issue: 6/97 Workshop

Last Revision: Manual FMQ-25 Id.no. W8 054 143
Foreword
Foreword
This workshop manual provides specifications

and describes functional characteristics of the 5/0002
standard truck.
This provides you with a comprehensive

documentation to ensure better understanding
of the vehicle technology and so permit correct
maintenance and repair work to be carried out.
The workshop manual is always updated by

supplementary sheets.
5/0003
Updating of workshop manuals
The industrial truck range is subject to

continuous further development. This means
reserved.
that certain components or assemblies are

exchanged or modified.
To ensure that the holder of this manual always

5/0004
has the most up to date version of the
documentation, it is important to abide by the
following updating system.
7/0631
Issue: 6/97 Workshop Sheet no.

Replaces issue: Manual FMQ-25 I
Foreword
Updating workshop manuals

(Contd.)
1. Exchanging faulty sheets
If a particular page contains mistakes, for

example due to altered setting values, the
respective sheet must be exchanged.
A newly inserted sheet can be recognized by the Page baseline of the existing sheet
altered left-hand baseline (1). Here, the date of
Issue: 6/97 Workshop FMQ-25 sheet-no..
compilation is updated in the line entitled Issue Replaces issue: Manual A 1
(2). In the line Replaces issue (3) is the
compilation date of the sheet to be replaced. The 1 4
sheet no. remains the same (4).
With every revision the first sheet will be repla-
2
ced. In (9) you see the first issue and the date of
Page baseline of the corrected sheet
the last revision. This tells you the revision state Issue: 3/98 Workshop FMQ-25 sheet-no..
of the whole book. Replaces issue: 6/97 Manual A 1
3
2. Insertion of supplementary
sheets Page baseline of the first sheet
First issue: 6/97 Workshop FMQ-25 SERVICE-
If new, modified or additional components are Last revision: 3/98 Manual TRAINING
included in the series truck, it may be necessary
to add one or more supplementary sheets. 9
The additional sheet is recognized by the left-
reserved.
hand and right-hand page baseline (5+6).

In the Issue line on the left-hand side is the
compilation date (7). On the right, the Page baseline of the existing sheet
supplementary sheet is marked by the sheet no.
with continuous index (8). Issue: 6/97 Workshop FMQ-25 sheet-no..
Replaces issue: Manual A 1
In addition, the table of contents of the respective
assembly must also be exchanged.
Newly compiled sheets, whether replacements or 5 6

supplementary sheets, and the new tables of Page baseline of the supplementary sheet
contents are sent by post to all known holders of
workshop manuals. Issue: 3/98 Workshop FMQ-25 sheet-no..
Replaces issue: Manual A 1.1
7
8

Replaces issue: Manual FMQ-25 II
Foreword
Remarks, imprint
No guarantee claims arise as a result of

working in accordance with the instructions
contained in this manual.
This does not affect the guarantee stipula-

tions.
We are continuously involved in the further

development of our industrial trucks. Please
appreciate that this documentation is subject
to alteration and error, and that no claims

may be derived from information, illustrations
and descriptions contained in the workshop
manual .
reserved.
Publisher
STILL WAGNER
GMBH & CO KG
Trainingszentrum
Ernst-Wagner-Weg 1-5
72766 Reutlingen-Mittelstadt

Replaces issue: Manual FMQ-25 III
Assemblies
Assemblies:
B Steering
M Electrcal system
N Hydraulic system
reserved.

Replaces issue: Manual FMQ-25 0
Assembly B Steering system
Contents Sheet no.
Manual steering ........................................................................................................B 2

Automatic steering ....................................................................................................B 3
Plan of operating sequences in the automatic modes ..............................................B 4
Operating sequences of the individual automatic steps
- Situation 1, key-operated switch ON .................................................................B 5
- Situation 2, selection of sideways travel............................................................B 6
- Situation 3, selection of normal travel ...............................................................B 8
- Situation 4, automatic reset...............................................................................B 9
Adjusting the steering

- Preparation........................................................................................................B 10
- Adjusting the drive wheel ..................................................................................B 11

- Adjusting the idling wheels ................................................................................B 12
reserved.

Replaces issue: manual FMQ-25 B1
Guide to steering types
1. Manual steering Steering during normal travel
a) Steering in normal travel mode
- The idling wheels are hydraulically locked

into the position for straight-on travel.
- Turning the steering wheel actuates a

hydromotor and an activated pump, which in
turn cause the drive wheel to turn.
- If the idling wheels drift out of their straight- 7/0636
on position by more than approx. 6°, they

are automatically moved back into a
straight-on postion. However, the travel 1
function cuts out for this purpose.
b) Steering during sideways travel Steering during sideways

travel
- The drive wheel is hydraulically locked into
the position for sideways travel.
- Turning the steering wheel actuates

reserved.
cylinders in the drive-wheel spars and

activates a pump, causing the idling wheels
to turn.
The wheel position display of the steering logic

board indicates which steering mode the vehicle is in
7/0634
and the position of each wheel (see illustrations).
1
The "automatic wheel repositioning" function can be
actuated in normal travel mode by pressing the
"Reset" (1) key.
Caution: Only ever use this function when the

vehicle is at a standstill, since it
causes the travel and steering
functions to cut out briefly, which
means the vehicle can no longer be
steered!

Guide to steering types
2. Automatic steering
In principle, a differentiation must be

made between 4 automatic modes:
1
a) When the key-operated switch is switched on,
the vehicle is always set to normal travel
mode.
- The idling wheels are set to straight on.
- The drive wheel is set to straight-on.
b) When sideways travel mode is selected by

moving the selector switch in direction (1)

7/0635
Fig. 1
- The drive wheel is set to the sideways travel
position (Fig. 1).
2
- The idling wheels are set to the sideways
travel position (Fig. 1).
c) When normal travel mode is selected by

reserved.
moving the selector switch in direction (2);

sideways travel mode was previously active.
- The idling wheels are moved into the

straight-on position (Fig. 2).
7/0637
- The drive wheel is moved into the straight- Fig. 2
on position (Fig. 2).
d) Automatic reset
If the idling wheels drift out of the straight-on

position by more than approx. 6° in normal
travel mode, they are corrected automatically.
During the automatic modes, travel is prevented and

the hydraulics function automatically. The
process can be observed on the wheel position
display. When the automatic process is complete, an
acoustic signal is emitted and travel is enabled
again.
Plan of operating sequences in the automatic modes
Valve LEDs
Step
switch-over from sideways travel
Key-operated switch ON or
to normal travel
Switch-over from normal

travel to sideways travel
reserved.
Switch-over from side-

ways to normal travel
Sequence identical to:
Key-operated switch ON or switch-over from

sideways travel to normal travel
Automatic reset in
normal travel
7/0630
= Actuated for a limited time
= Constantly active
= Not actuated
= Acoustic signal yes
= Acoustic signal no
=Depends on the direction of rotation
Operating sequence of the

individual automatic steps
Situation 1 Key-operated switch ON
1. Valve 8 BLOCCO is switched off (if necessary)

(by additional steering logic board).
Valve 5 ANT. is actuated.
Valves 3 MAN and consequently also valve 1
AUTO is actuated.
Valve 2 direction DX = right is actuated,
travel is prevented, hydraulics are
switched on -> piston rods in the idling
wheel spars are extended and move
the idling wheels into the straight-on
position.
Continuation depends on the idling wheel

potentiometer, U ≥ 1.94V)
2. Valve 7 RESET is selected for a limited time

Valve 5 ANT is still active.
Valve 3 MAN and AUTO. 1 are also still active.
Valve 2 DX = right is also still active, travel is
reserved.
prevented, hydraulics on -> as a result

of the brief pulse sent to RESET
valve 7, the wheels are finally pushed
into the straight-on position.


Situation 1 (continued)
Continuation when t is complete for valve 7

and potentiometer value for idling wheel is
approx. 1.94 V
3. Valve 7 RESET is switched off again.

Valve 5 ANT is also switched off, but valve 4
POST is switched on instead (only
pulse, since is "locking valve").
Valve 3 MAN and valve 1 AUTO remain active.
Now valve 2 either remains active at DX
= right, or SX = left is actuated. This
depends on the position of the drive
wheel (actual value potentiomenter;
U > 2.37V, DX = right remains active, U
<2.37V SX=left is actuated; U=2.37V =

centre position), travel is prevented,
hydraulics ON -> the drive wheel now
turns to the straight-on position.
Continuation when the drive wheel reaches the

straight-on position (potentiometer value = 2.37V)
reserved.
4. All the valves and the hydraulics are

switched off. Travel is now possible
(relay K1 closes). A signal tone is
emitted to indicate that the automatic
mode is complete.
Situation 2 The vehicle has been switched on and

Situation 1 is complete. Sideways
travel has been selected.
1. Valve 4 POST is actuated.

Valve 3 MAN, 2 DX = right and 1 AUTO are also
actuated. Travel is prevented, the pump
is switched on.
The drive wheel turns to a 90°

position (the gearbox is visible).


Situation 2 (continued)
Continuation when the drive wheel

potentiometer indicates a 90° position, U = 0.92V
2. Valve 4
POST is switched off.
Valve 5
ANT is sent a pulse for switch-over.
Valve 3
MAN and 1 AUTO remain active.
Valve 2
is switched over from DX = right to
SX = left
Valve 8 BLOCCO is actuated (by additional
steering logic board) and remains
active for the duration of the sideways
travel phase!
Travel is prevented and the pump is

switched on.
Idling wheels move to a 90° position

(piston rods are withdrawn)
Continuation when the idling wheel

potentiometer indicates a 90° position, U = 0.66V
reserved.
3. Valves are switched off, except for

Valve 8 BLOCCO
Valve 5 ANT is switched over by pulse from
step 2. Pump is switched off and signal
is emitted when travel is enabled again
-> switch-over process complete.
Drive wheel locked in 90° position;

The drive wheels are activated by
manual steering.


Situation 3 The vehicle is in sideways travel
mode and is switched to normal
travel mode.
The sequence is the same as that

described for Situation 1 (automatic
reset to straight-on when key-
operated switch ON, see sheet
no. B5).
reserved.


Situation 4 Automatic reset, i.e., the system is in
normal travel mode and the idling
wheels move more than approx. 6°
out of the straight-on position ->
automatic adjustment.
1. Valve 7 RESET is actuated.

Valve 5 ANT is switched by a pulse.
Valve 3 MAN, 2 DX = right and 1 AUTO are
active, travel is prevented and the
pump starts up.
In this way, the idling wheels are

returned to the straight-on postion
(the cylinders in the idling wheel
spars are extended).
Continuation when the idling wheel

potentiometer has registered the straight-on
position, U ≥ 1.94V
2. Valves 7 Reset, 3 MAN, 2 DX = right and 1 Auto

are switched off.
reserved.
Valve 4 POST is sent pulse and switches; the

pump is switched off and travel is
prevented.
The idling wheels have meanwhile

been returned to the straight-on
position and are locked
hydraulically.
Continuation when internal time t is complete
3. All the valves are switched off, an

acoustic signal indicates that the
automatic reset is complete.
Travel is now possible again.

Preparation:
- Ensure that the vehicle is switched off.

(Key-operated switch set to off or emergency-
off actuated).
- Jack up the drive wheel and idling wheels.
- Ensure that the steering system is set to normal

travel mode.
- Move the jumper SW1 (1) on the steering logic

board from AUTO to MAN.
MAN AUTO
- Switch on the vehicle.
Remark: If the steering is set to normal

travel, the pump runs briefly and
reserved.
then cuts out. If this does not

happen, first check the setting of
the idling wheel potentiometer. If
the steering is set to sideways
travel, the pump continues running.
You must start the adjustment
process again from the beginning
(Preparation).
- Ensure that no steering functions are activated

and that none can be activated (e.g., dead- 7/0624
man's switch not actuated, do not actuate the
steering mode selector switch).

Replaces issue: manual FMQ-25 B 10
Adjusting the steering 2

4
Adjusting the drive wheel
- Switch the INT. 1 rocker switch (2) on the logic

board to the "POST." position. 6
Remark: A brief tap is sufficient, since the

valves are "locking valves". The
relevant LEDs at the valves light up
briefly to indicate the switching
function.
5
- Turn the steering wheel to move the drive wheel
into the straight-on position (see Fig. 2, position
B; visual check). Fig. 1 7/0624
- Check that the potentiometer supply voltage is

5 V (brown = 0V, orange = 5V).
- Release the mechanical coupling of the

potentiometer with a hexagon socket screw key
(3) and turn the potentiometer shaft (4) carefully
until an actual value of 2.37 V is reached
(brown = 0V; red = actual value).
reserved.
- Tighten the coupling again.
- If necessary, adjust the wheel position display

Fig. 2
with trimmer P2 (5) on the steering logic board, 7/0638
(only the LED for straight-on should light up).
- Also check the 90° end positions A and C. To

do so, move the drive wheel into the relevant
position with the steering wheel (see Fig. 2)
Actual measured values:
Position A = 3.77 V 3
Position C = 0.92 V
4
7/0633
Fig. 3

Adjusting the idling wheels
- Switch the INT 1 rocker switch (see Fig. 1,

sheet no. B11 (2)) on the logic board into the
"ANT" position.
Remark: See the remark on sheet no. B11
- Push a wire jumper onto PIN 2 and 4 of

connector CN2 on the additional logic board
(see Fig. 2, valve 8 BLOCCO is constantly
active, check at LED by valve in the right-hand
idling wheel spar). 7/0638
- Turn the steering wheel to move the idling

Fig. 1
wheels into the straight-on position (position F
in Fig. 1 is the end stop).
- Check that the potentiometer supply voltage

is 5V (yellow = 0V, blue = 5V).
- Release the potentiometer slightly at the two

hexagon socket screws (1, Fig. 3) and turn
reserved.
the potentiometer carefully until an actual

value of 1.94V is reached (yellow = 0V,
green = actual value).
7/0638
Fig. 2
Remark: If the actual value cannot be set
successfully in this way, you must
remove the entire potentiometer
(release the screws (2)) and set the
potentiometer shaft to approx. 2V 7/0627
by hand. Then replace the

potentiometer and repeat the 1 1
adjustment process. Fig. 3
2 1
- Secure the potentiometer mechanically again.
- If necessary, adjust the wheel position display

with trimmer P1 (see Fig. 1, sheet no. B11 (6))
on the steering logic board, (only the LED for
straight-on should light up).
1 2
7/0623

Adjusting the idling wheels (continued)
- Also check both positions "D" and "E". To do

so, move the idling wheel into the relevant
position with the steering wheel (Fig. 1).
Actual measured values:
Position E : 0.66V
Position D: 0.41V
(mechanical end stop)
7/0638
Remark: When the idling wheel is moved into
the straight-on position, the pump
Fig. 1
starts automatically.
Switch off the vehicle and push the jumper SW1 ((1)
see sheet no. B10) onto AUTO again. Also remove
the wire jumper on PIN2 and 4 from connector CN2
on the additional steering logic board.
reserved.

Checking the steering
- Switch on the vehicle and check whether the

steering runs automatically in the straight-on
position (Fig. 1) and then cuts out.
- Select sideways travel mode and check that the

automatic switch-over functions correctly. The
steering should switch off automatically when
the sideways position (Fig. 2) is reached.
Fig. 1 7/0629
- Select the straight-on position again and the
steering should automatically move back into
the straight-on position (Fig. 1).
- The indication on the wheel position display

must correspond with the respective wheel
settings.
Remark: Fine adjustment of the drive wheel

can be carried out at potentiometer
P2 ((5), Fig. 1, sheet B11).
Fine adjustment of the idling wheels
reserved.
can be carried out at potentiometer Fig. 2 7/0625

P1, ((6) Fig. 1; sheet B11).
Changes to the wheel position
made by turning the relevant
potentiomenter are not adopted and
and are not displayed until the key-
operated switch is turned OFF/ON
again (the vehicle runs through the
automatic cycle).

Assembly M Electrical system
Contents Sheet no.
Circuit diagram designations ....................................................................................M 2

Circuit diagram page 1/6 ..........................................................................................M 3
Electronic travel transducer ......................................................................................M 9
Travel function ........................................................................................................M 10
Travel control board
- Adjusting the potentiometers.............................................................................M 14
- Pin assignment for connector A ........................................................................M 16
- Pin assignment for connector B ........................................................................M 17
Hydraulic function .....................................................................................................M 18

Hydraulics control board
- Adjusting the potentiometers.............................................................................M 19
- Pin assignment for connector A ........................................................................M 21
- Pin assignment for connector B ........................................................................M 22
T/H logic board .......................................................................................................M 23
Operating status display ...........................................................................................M 26
Filter board ....... ........................................................................................................M 27
reserved.
Battery discharge display cut-out delay 6A3 ............................................................M 28

Steering logic board..................................................................................................M 29
Block diagram of automatic mode ............................................................................M 30
Block diagram of steering logic board ......................................................................M 31
Additional steering logic board .................................................................................M 32

Replaces issue: Manual FMQ-25 M1
Circuit diagram designations
6A3 Cut-out delay board EAZ S1 Deadman's switch

6A10 Operating status display S2 Battery lock switch
CH Key-operated switch S3 Handbrake switch
F3 Control fuse - travel, 4A S5 Brake pedal switch (optional)
F4 Control fuse - hydraulics, 4A S6 Start microswitch, travel transducer
F5 Control fuse - signal devices, 6A S7 2nd microswitch, travel transducer (travel
1F1 Main current fuse, travel motor, 425A transducer end position)
2F1 Main current fuse, pump motor, 325A S8 1st microswitch, main lift valve arm
H1 Oil level in hydraulic tank (1st lifting level)
H2 Oil filter soiled S9 2nd microswitch, main lift valve arm
H3 Battery lock (bridge contactor, 2nd lifting level)
H4 Handbrake S10 Microswitch, tilting valve arm
H5 Creep speed S11 Option: microswitch, valve arm add. hydraulics
H6 Travel direction forwards S12 1st microswitch, valve arm shift forwards
H7 Travel direction reverse S13 2nd microswitch, valve arm shift backwards
H8 Vehicle "On" S14 Limit switch, shift forwards
H9 Optional: brake fluid S15 Limit switch, shift backwards
4H1 Signal horn S16 Float-actuated switch, hydraulic tank
4H2 Buzzer tone S17 Pressure switch, oil filter soiled
H10 Lift cut-out (battery discharged) S18 Optional: brake fluid
K1 "Enable travel" relay on steering logic board 1S1 Travel direction forwards
K1.2 Relay - deadman's switch 1S2 Travel direction reverse
K2.2 Relay - battery lock 4S1 Horn button
K3.2 Relay - handbrake 7S1 Seat contact switch (optional)
K4.2 Relay - creep speed T2 Trimmer on T/H logic board for creep speed
K5.5 Relay - lift cut-out adjustment
K6.3 Start relay - hydraulics for steering support Y1 Valve, shift damping
1K3 Bridge contactor
1K4 Contactor for field weakening
1K11 Travel direction contactor, forwards
1K12 Travel direction contactor, reverse
2K1 Pump contactor
reserved.
2K4 Bridge contactor for field weakening

Km1.3 Memory relay for travel direction display
1M1 Travel motor, 6kW
2M1 Pump motor, 8kW
9M5 Fan for control
9M6 Fan for motor compartment
P1 Switch for creep-speed selection
P1-P11 Wire bridge on T/H logic board
6P3 Battery discharge indicator
R0 Resistance bridge 0Ω
1R1 Series resistor, travel control 48/24V
330Ω/25W
1R5 Measuring shunt, travel motor current
2R5 Measuring shunt, hydraulics motor current
1R15 Field weakening resistor
1R20 Travel transducer
2R2 Optional: potentiometer for lifting main lift

Circuit diagram, page 1/6
Ermergency-off switch
+48V
1F1 to page 2/6

4*
10 11
E1 E2 F1 F2
1K11 1K12
1K4 1R15
04
A
1V4
1V5 1M1
B 12
reserved.
1V2, LT
1K3
1V3 1L1 1V1, HT

1C1 UT
1R5
7
0V Travel control, logic, connector A
24V 48V
1R1 7/0600

Circuit diagram, page 2/6 1*, to pages

+48V via key-operated switch 4/6 and 6/6
+48V via emergency-off 4* 1/1
from page 1/6
+48V via F3 and key-operated switch
2K1 2*, to
page 3/6
2F1 9/10
CH
2R5
25 10/10
2M1
F3
A
F2 2V4
24
F1 K1.2 K2.2 K3.2 K4.2
E2
reserved.
E1 23
2L1
2C1
1 #
to page to page
2V2 6/6 3/6 and
6/6
2V3 2V1 1/7 3/7 5/7 8/6
2K4 S1 S2 S3 P1
2/7 4/7 6/7 9/6

0V 2/1
7/0601
1 2 3 4 5 6 7 8 9 10 11 12 13 14 8 9 10 11 12
Hydraulic control, logic, connector A
K1.2 Path K2.2 Path K3.2 Path K4.2 Path
NO 15 NO 15 NO 15 NC 16
NO 30 NO 27 NC 47 NC 17
NC 46


+ 48V via F3 and key-operated switch
from page
2/6
Travel
Hydraulics
T1
from page
Travel
Travel
Connector
Travel
of the
steering logic
board
reserved.
from
page 2/6
Travel
7/0602
Km1.3 Path K6.3 Path

NO 49 NO 26
NO 50 NO 54


+ 48V via key-operated switch
from
page 2/6
to page
3/6
to page
6/6
reserved.
to PIN 3 of
connector CN2 of
the steering logic
board (Start hydr.
on steering switch-
over and when
key-operated
switch "ON")
7/0603


+48V via key-operated switch and F5
from page 6/6
to page
6/6
Battery
reserved.
4
to page 6/6
0V 7/0604
K5.5 Path
NO/NC 37
NC 27


from
page
2/6
to
page from
5/6 page
5/6
from
page 2/6
reserved.
from page 5/6
from
to page from
see page 4/6 page
Remark 5/6 2/6
7/0605
Remark: The wires are connected to 5/13 and 6/13 but are laid insulated in the
vehicle chassis

Electronic travel transducer
When the accelerator pedal is pressed, first the

start switch is actuated shortly after the 0-position,
and then an inductive setpoint generator. At the end
of the actuation path, a second microswitch, which
is, among other things, responsible for switching on
the field weakening contactor, is actuated. After the
connector, the wires change colour. The travel
transducer is connected directly to the travel and
hydraulics logic board.
+10V yellow brown 1/8

1
+5.5V black orange 3/8
2
Setpoint 6-10V green red 2/8

3
blue green 6/8 to
4
Field weakening / pink green 7/8
5 T/H logic board
Bridge contactor
6
red yellow 4/8
7
Start (0-position) white yellow 5/8
8
reserved.
Remark
When the accelerator pedal is pressed, the
switching function of the microswitch is audible as a
clicking noise. However, every switch clicks twice,
and the second click is the actual switching
function.

Travel function
In normal operation and in reverse, the operating sequence is as follows:
Travel direction
Selection of travel maintained or
direction & setpoint changed
Cycle run-up Cycle run-down
Bridge contactor on Bridge contactor off

Field weakening on Field weakening off

Fig. 1
Special operating conditions

Bridge contactor cut-out current
reserved.
If the motor current rises above 400A (potentiometer P5), the bridge
contactor becomes inoperative and travel can then only be continued to the
set current limit Imax (potentiometer P3 = 350A). Not until the travel
transducer is moved into the neutral position do the bridge contactor and
field weakening contactor operate as described in "normal operation".
Deceleration
Selected with switch P1 on the operating panel. This causes K4 on the
travel/hydraulics logic board to become operative.
- The bridge contactor and field weakening contactor are switched off
(pin 5/connector 3 on the travel/hydraulics logic board from 48V to 0V)
- Trimmer T2 on the travel/hydraulics logic board is switched in parallel to
the setpoint input (pin 2/connector B). As a result, the max. setpoint is
reduced and the creep speed can be set to 4km/h at trimmer T2
(setpoint at pin 2/connector B of the travel control board approx. 8.5V).

Replaces issue: Manual FMQ-25 M 10
Travel function
Main current circuit
Description
- Selection of travel direction with field switch-over
by travel direction contactors 1K11 and 1K12
- The timing of the main thyristor depends on the
setpoint of the travel transducer.
- The fastest possible increase in the setpoint in
the control system is determined by the
adjustment of potentiometer P1 in the control
circuit.
- The relations between the different operating
statuses are illustrated in Fig. 1, Sheet no. 10.
Functional sequence and trouble-shooting

instructions
Test conditions:
- Vehicle jacked up on the drive side
- Battery charged
1. Test step
Power supply ok?
To be tested:
Battery plug
reserved.
Key-operated switch (CH)

Display lamps on the operating console
Deadman's switch S1-> K1
Battery lock switch S2
Handbrake switch S3
-> 48V at pin 4 / connector 8 of T/H logic board
2. Test step
Press the accelerator pedal start switch
Is enable travel signal sent by the steering logic?
(see the chapter on steering)
48V is supplied to pin 1/connector 6 for forwards
travel and at pin 3/connector 6 for reverse travel,
selected at travel direction switch?
Switch-on conditions for travel control:

- Battery voltage 48V at pin 11/connector B of
the travel control board
- Selection of travel direction
Battery voltage at pin 6/connector B for
forwards and pin 8/connector B for reverse.
Travel function, continued
2. Test step, continued.

When the internal safety check of the travel
control is completed with a positive result, the
travel direction contactor selected by the travel
direction switch becomes operative.
-> negative at pin 5/connector B
3. Test step
Press the accelerator pedal slowly
The start switch is actuated, see above.
-> The setpoint must increase from approx. 6 to
10V
(pin 2/connector B)
-> If creep speed is selected, the setpoint only
increases to approx. 8.5V.
Conditions for switching of the

bridge contactor 1K3
Situation 1 (normal start-up)

- 90% setpoint = approx. 9.5V at pin 2/connector B
reserved.
- When the run-up time is complete (potentiometer

1), the timing reaches 95% (armature voltage
approx. 42V)
- The 2nd microswitch at the travel transducer
switches (shortly before mechanical stop)
- The bridge contactor switch-on delay runs
(potentiometer P4)
Situation 2 (start-up at obstacle)

- 90% setpoint = approx. 9.5V at pin 2/connector B
- When the run-up time is complete (potentiometer
1), the timing only reaches 30%
(armature voltage approx. 10V) with a relatively
high motor current
- The bridge contactor switch-on delay runs
(potentiometer P4)

Field weakening
Switching-on conditions
for field weakening contactor 1K4
- Run-up time is completed (potentiometer 1)
- The 2nd microswitch at the travel transducer
switches
(shortly before mechanical stop)
- The bridge contactor switching delay runs
(potentiometer P4)
- Motor current drops below 100A, which is the
case when high speeds are reached
(potentiometer P7).
Switching-off conditions
for field weakening contactor 1K4
- The bridge contactor is operative (see above)

- at a high speed, the motor current rises to above
200A (potentiometer P6)
reserved.


Adjusting the potentiometers
Adjustment sequence
P3 Maximum current limiter
The maximum current Imax must be set to 350A
P5 P0
as follows.
P4 P3
- Drive the fork end of the vehicle against a
surface with a strong resistance (e.g. a wall, P6 P1
column, etc.)
- Attach the clip-on amperemeter to line 04 P7 P2
(1), measuring range 600A.
- Pull the 1st wire of the bridge contactor
drive off the coil.
First pull out the battery plug!
- Set the potentiometer to the lowest setting
for Imax, turn the potentiometer all the way to

the right.
- Press the accelerator pedal slowly until it
stops, while pressing the brake pedal down
hard at the same time to brake the motor. 7/0606
- Turn P3 slowly to the left until the

measuring instrument reads approx. 350A.
- Reconnect the wire to the bridge contactor
reserved.
coil. First pull out the battery plug!

P0 Start-up acceleration (basic timing)
- Start up slowly from a standstill. 1
P0 is set correctly if the vehicle moves
forwards without jolting. 04
P1 Run-up time (acceleration)
- Accelerate the vehicle quickly from a stand- 1M1
still. P1 is set correctly if the veicle reaches its
maximum speed within a distance of 5m.
P2 Reversing current
- Accelerate the vehicle to its maximum speed.
P2 is set correcly if the vehicle changes
direction after approx. 3.5 - 4m or the braking
process is gentle and the drive wheel does
not block or spin.
P4 Bridge contactor start-up delay
- P4 is set correctly if the bridge contactor 7/0600
becomes operative after approx. 3 seconds of
acceleration.

Adjustment sequence continued
P5 Bridge contactor cut-out current
- Accelerate the vehicle to its maximum speed
and constantly increase the pressure on the
brake pedal. P5 is set correctly if the bridge
contactor becomes inoperative at a motor
current of approx. 400A.
Remark P5 P0
If the cut-out current is exceeded, the travel control P4 P3
continues to operate without the bridge contactor
or field weakening contactor becoming operative P6 P1
again. When the accelerator pedal is returned to
P7 P2
the neutral postion, the control system functions
normally again.
1
Remark
The LED (1) lights up if the motor current is equal
to or greater than the cut-out current set at P5.
The bridge contactor then cuts out.
P6 Cut-out current - field weakening contactor

reserved.
- Accelerate the vehicle to its maximum

7/0606
speed and constantly increase the pressure
on the brake pedal. P6 is set correctly if the
field weakening contactor becomes
inoperative at a motor current of approx.
200A.
P7 Switch-on current - field weakening contactor
- Accelerate the vehicle to its maximum speed.
P7 is set correctly if the field weakening
contactor becomes operative at a motor
current of 100A after the bridge contactor
becomes operative (see P4).


Pin assignment for connector A
Pin Wire Assignment

no. colour
1 black 0V
A
2 green Capacitor load monitor (1C1)
3 brown Reloading process monitor (1C1, 1V3, 1L1)
4 green Capacitor load monitor (1C1)
5 red 48V output - supplies 1R1
6 grey 24V input via 1R1 for internal electronics
7 orange Main thyristor timing acknowledgement 1V1
8 blue 0V
9 not used
10 yellow Current actual value meas. (measuring shunt)

11 black Current actual value meas. (measuring shunt) 7/0608
12 white Measurement of the generated armature voltage

for evaluation of reversing
1 2 3 4 5 6
13 not used
14 pink 0V switching signal from temperature sensor
below 85°C (above 85°C: Imax reduced to 50%)
reserved.
A yellow Gate lead - main thyristor 1V1 (HT)

1R5
B white Gate lead - clearing thyristor 1V2 (LT)
C white Gate lead - reloading thyristor 1V3 (UT)
1 to bridge contactor 1K3
2 0V battery
3 to travel direction contactor, terminal 2
4 to terminal B of travel motor;

via bridge contactor 1K3
5 +48V battery via
main current fuse for travel 1F1
6 to travel direction contactor, terminal 2
7/0613


Pin assignment for connector B
Pin Wire Assignment

no. colour
1 brown Connection to pin 4/connector B of the hydraulics B
control board; locks, so that travel and hydraulics
control systems do not start up simultaneously,
but slightly staggered.
2 red 6-10V setpoint for travel,
(in creep speed, only to approx. 8.5V)
3 orange 0V for bridge contactor 1K3 via safety monitor
and control logic for bridge contactor of the
travel control system
4 pink 5.5V supply for travel transducer
5 green 0V for travel direction contactor 1K11 and 1K12
via safety monitor of the travel control

6 blue 48V signal for forwards travel direction and
internal freewheel diode for travel direction
7/0608
contactor 1K11
7 purple Freewheel diode for bridge contactor 1K3 and
field monitoring contactor 1K4
8 grey 48V signal for reverse travel direction and
internal freewheel diode for travel direction
contactor 1K12
reserved.
9 white 0V for field weakening contactor 1K4 via safety

monitor and control logic for field weakening of
the travel control
10 black Monitoring of the switching-on sequence.
48V may only be applied if 48V is already applied
at pin 11 (compulsory reset of travel transducer
when switched on)
11 bw/wb 48V power supply via key-operated switch and
fuse F3
12 not used
13 black see pin 10
14 yellow 10V supply for travel transducer
15 not used
Remark
The outputs for the contactor coils (pin 3, pin 5 and pin 9) may
only be loaded with a maximum of 3A.

Hydraulic function
When a valve slide is actuated, the relevant microswitch at the valve block sends a
0V switching signal to the board of the lift/pulse control system. The prerequisite for
this is that the deadman's switch S1 must be actuated. If the battery is enabled, the
hydraulics operate only for steering support and the shift function. All the other
functions are electrically blocked.
Pump contactor 2K1 is closed and a speed is set (timing main thyristor 2V1), in
accordance with the selected function (can be adjusted at potentiometer P2-P5 on
the board).
In the main lift function, full deflection of the lever causes a 2nd microswitch to be
actuated. As a result of this 0V signal to the board, first the main thyristor 2V1 is
clocked-up fully (within 0.8 seconds) and then, after a delay of 0.2 seconds, the
bridge contactor 2K4 is switched. This switching process is controlled only by the
0V signal of the 2nd microswitch, i.e., is not cut out by a current measurement!
If the motor is not in the "bridge contactor" phase, the set speeds are speed-
compensated, i.e., if the motor current I increases, e.g. due to load alternation, the
motor is driven higher, to compensate the speed loss.
If 2 functions are selected simultaneously, the so-called priority sequence decides
the speed.
reserved.
1st stage main lift (potentiometer P2)

Priority Tilting and additional hydraulics (potentiometer P3)
sequence
Shifting (potentiometer P4)
Steering (potentiometer P5)
This means that if tilting and shifting are selected, the speed for tilting is set
(potentiometer P3).
The main current circuit is thermally monitored by a temperature sensor (100°C).
When this temperature is reached, the max. power is reduced in steps.


P3
The relevant valve lever must be deflected fully to P2
adjust a speed, so that the adjustment is made as
far as possible without a load (lowest hydraulic P8 P5
resistance). As a result, the speed compensation
(automatically increased motor drive) has no effect P4
on the adjustment.
To adjust the speed of the main lift, one wire must
be disconnected from the 2nd microswitch (bridge
contactor function), otherwise the contactor 2K4
becomes operative on full deflection of the lever
and speed adjustment is no longer possible.
The speed adjustment is then made by voltage
measurement at the motor. For measuring points,
see (1).
Voltages and potentiometers for speed 7/0607

adjustment
Function U Potentiometer
Reverse shift 25V P4
Forward shift 30V P4
Tilting fork forwards 24V P3
Tilting fork backwards 20V P3
reserved.
Steering 20.5V P5
Main lift stage 1 30V P2
For terminals see sheet no. M20
7/0614 7/0612


P3
Remark P2
When the pump speed that is to be set with P8 P5
potentiometer P5 is called up by turning the
steering, and another hydraulic function is P4
activated at the same time, the speed for the
selected hydraulic function (P2, P3, or P4) is
increased by the value set with potentiometer P8.
P8 is set in the factory and must not be adjusted.
Main current terminals for hydraulic

control
7/0607
0V battery via +48V battery via

terminal of 2K4 fuse 2F1
To terminal E1 of To terminal B of the
the pump motor pump motor
reserved.
7/0614

Pin assignment for connector A
Pin Wire Assignment of connector A

no. colour
1 black 0V A
2 grey Gate lead, clearing thyristor 2V2
3 orange Capacitor load monitor 2C1
4 purple 0V switching signal from temperature sensor
(100°C); without 0V signal stepped reduction
of power
5 pink Main thyristor 2V1 timing acknowledgement
6 black 0V
7 not used
8 blue Gate lead, main thyristor 2V1
9 green Gate lead reloading thyristor 2V3
10 red Monitoring of the reloading process by 2C1

7/0615
and therefore also by 2V3 and 2L1
11 pink Main thyristor 2V1 timing acknowledgement
12 orange Monitoring of capacitor load 2C1
13 black Current actual meas. (measuring shunt) For terminals see sheet no. M20
14 white Current actual meas. (measuring shunt)
reserved.
7/0614

Pin assignment for connector B
Pin Wire Assignment of connector B

no. colour
1 brown 0V B
2 not used
3 not used
4 white/red Connection to PIN 1/connector B of the travel
control board. This means that both control
systems cannot start up simultaneously (short
delay on start-up)
5 red 48V power supply via key-operated switch and
fuse F4
6 orange 0V signal from microswitch S9 (2nd stage of
main lift) at valve slide for control of pump
contactor 2K1 and bridge contactor 2K4 (see
7/0615
PIN 12, 13)

7 not used
8 yellow 0V signal from microswitch S8 (1st stage of the
main lift) at the valve slide for control of pump
contactor 2K1 (see PIN12) and speed
9 green 0V signal from microswitch S10 or S11 (tilting
and additional hydraulics) at valve slide for
control of pump contactor 2K1 (see PIN12) and
speed
reserved.
10 blue 0V signal from microswitch S12 or S13 (shift

forwards/backwards) at valve slide for control
of pump contactor 2K1 (see PIN12) and speed
11 purple 0V signal from relay K6 (T/L logic board,
steering support) for control of pump contactor
2K1 (see PIN12) and speed
12 grey Switched 0V for pump contactor 2K1, when
0V is applied to PIN 6, 8, 9, 10 or 11.
13 white Switched 0V for bridge contactor 2K4, when
0V is applied to PIN 6 and main thyristor is fully
clocked.
14 black Optional: connection of potentiometer for 1st
stage, main lift instead of microswitch S8
15 white/black Optional: connection of potentiometer for 1st
stage, main lift instead of microswitch S8
16-24 not used
Remark: The outputs for the contact coils (Pins 12 and 13) may only be loaded with a maximum of 3A.

T/H logic board
General
The T/H logic board has the following functions:
- central distribution/connection board for the
electrical components of the travel and
hydraulics functions.
- Generation of the logic for travel and hydraulics.
- Carries the control fuses F3, F4 and F5
- Adjustment of creep speed with trimmer T2
The board is adapted for the vehicle with wire
bridges P1-P11. This must be carried out as
follows for the FM-Q:
P2, P7, P8 and P9 closed, all others (P1, P3, P4,

P5, P6, P10 and P11) must be open.
Remark: Setting the bridges incorrectly may

cause malfunction. A new board is
always supplied with all bridges.
reserved.
7/0616

T/H logic board
Guide to the components

Connectors 1-15 and Y
Terminals for the travel and hydraulics electrical
components (for details see sheet no. M25).
Relay
K1 Deadman's switch actuated
K2 2 relays, battery lock
K3 Handbrake
K4 Creep speed
K5 Lift cut-out via battery discharge display
K6 Start hydraulics for steering support

Km1 Memory relay for travel direction display
Trimmer T2
Adjustment of creep speed, 8.5V at "travel
7/0617
setpoint" input = approx. 4km/h
Fuses
reserved.
F3 Control fuse - travel 4A

F4 Control fuse - hydraulics 4A
F5 Control fuse - signal devices 6A
Remark: Trimmer T1 does not have a function
7/0616

Guide to terminals on the T/H logic board
Remark:
For a description of
rd
the switching br or br or ye gn
rd
elements, see M2
br
rd bla
or rd
ye
ye bla
gn rd
gn or
bl gn
bl
bl
re
br
rd pur
or pur
ye
gn
br
bl
Connector B / rd
pur or
hydraulics control board
gr
ye
wh
gn
bla bl
wh/bla pur
wh/rd
Travel and hydraulics gr
wh
br logic board bla
rd wh
or
ye
gn
reserved.
bl
Connector B / pur
Bridge for travel
travel control board cut-out via battery
gr
discharge display
wh
bla
wh/bla
pink br
rd
br
br
or Option
rd
rd
or bla
0V
or
rd
ye 48 V via emergency-off and 1F1
ye
bl br
bl rd
gn or
gn
Option: potentiometer
bl gn ye or rd br rd br
for lift control
7/0615

Operating status display
The display shows the different operating statuses.

0V signals are sent to the relevant light in the
display and the 48V supply delivered via the T/H
logic board.
The jack lamps themselves are 24V lamps, so that
a series resistor is needed for every light.
1 2 3 4 5
(1) Travel direction forwards

(direction of drive wheel)
(2) Travel direction reverse
(direction of load-bearing wheels)

(3) Creep speed selected
(4) Vehicle "ON" 7/0609
6 7 8 9 10
(5) Lift cut-out due to discharged battery
(6) Oil level in hydraulic tank too low
(7) Oil filter soiled
reserved.
(8) Option: brake fluid level too low

(9) Handbrake on
(10) Battery discharged

Filter board
The purpose of this board is to filter the supply

voltage for the automatic steering board (board
with wheel position display and selector switch for
sideways/straight-on travel) and the additional
board for the automatic steering board (next to
the filter board).
If the filter board were not fitted, there would be a
possibility of faults occurring in the electronic
system or the steering switch-over
malfunctioning, due to voltage peaks from the
pulse controls.
7/0610
7/0611
Emergency-off
reserved.
+48V green green

1 3
yellow blue
2K1 2 4
0V
2F1 to connector
CN2/PIN1
0V for
additional
to hydraulic "automatic
motor yellow steering"
green
Steering logic Connector red

CN2 Key-operated
board 4 5 FA1 switch
red
FA2 red
to connector
CN2/2
+48V for
additional
"steering logic"
board

Battery discharge display cut-out delay 6A3
A board is mounted under the battery discharge

display. It is connected to the battery discharge
display at connector CN 1 and to the T/H logic
board at connector CN 2. The board initiates a
delayed lift cut-out of approx. 2 min. when the
battery discharge display has already registered
that the battery is discharged.
This cut-out delay cannot be adjusted.
7/0619
CN1 (to battery discharge display)
1 (blue) +48V direct from battery

2 (green) +48V to start operating hours counter
3 (yellow) 0V direct from battery
4 (orange) 0V supply battery discharge display for cut-out

contact
5 (red) Switching signal for battery discharge display
cut-out contact
6 (brown) 48V via key-operated switch for battery
discharge display "ON"
CN2 (to T/H logic board)
1 (brown) +48V direct from battery

reserved.
2 (orange) +48V to start operating hours counter,

connector 10, PIN3
3 (black) 0V direct from battery
4 (green) 0V from connector 10, PIN 4
5 (blue) Delayed switching signal for lift cut-out
(no 0V=cut-out)
6 (red) 48V via key-operated switch for battery
discharge display "ON"

Steering logic board
The steering logic board (Fig. 1 and Fig. 2) is used

POST. ANT.
in connection with the additional steering logic
board (Fig. 3) for control and initiation of the dif-
ferent automatic modes.
The steering logic board controls:
- the wheel position displays RESET
- automatic reset to normal travel when the key-

operated switch is turned ON.
7/0629
Fig. 1
- switch-overs between normal and sideways
travel and consequently control of the relevant
valves.
- Travel block during automatic modes and pump

start.
- Automatic straight-on position of the idling
wheels
It is also possible to make steering adjustemtns on

reserved.
the steering logic board (see "Adjusting the

steering").
The additional board (Fig. 3) is used for

- Control of the stop valves in the right idling wheel
spar.
- Initiation (reset key) of "adjustment of idling
wheels to the straight-on position".
Fig. 2 7/0624
7/0622
Fig. 3

Block diagram of automatic mode
48V
Filter board
Drive wheel
potentiometer
48V
•
Reset key
Steering logic board with
Idling wheel
potentiometer display, selector switch and Selector switch signal
Additional
reset key R steering
logic board
• Actual value
offsetting
K1
48V (not timed!)

Valve control with
timed 48V (DC
measurement
24V)
reserved.
Travel cut-out Stop valve in

(connected in series idling wheel
to travel direction spar, right
Valve unit in left
switch)
idling wheel
spar
Pump start signal

(0V) to hydraulic
control system

reserved.
48V from 2/6- Travel direction Selection of

T+H logic board switch 1st lift stage
Idling wheel Drive wheel

CN3
Issue: 6/97
48V for AUTO signal
Replaces issue:
additional ready
steering logic
board
Key-operated
switch
Sideways travel
Assembly M
Selection
Emergency-off memory
Straight-on Safety cut-out
travel Square-wave for valves
generator
runs through
additional
board
Filter board 1
Actual value potentiometer,

idling wheel
Manual
Workshop
Position sensor, Logic for Logic for valve
idling wheel sideways control
travel
Fine adjustment
for idling wheel When automatic mode starts up,
potentiometer 15V here until automatic
process is complete
If 1 + 2 on, then
Automatic reset
for idling wheels
FMQ-25
Actual value
potentiometer,
drive wheel
Position sensor, Logic for

drive wheel straight-on
Sheet no.
travel
Block diagram of
Fine adjustment
for drive wheel
7/0621
potentiometer
steering logic board
Remark: The voltages specified at test points TP1/TP4 relate to the measurement directly at the potentiometer.
M 31
The measured values at the test point deviate slightly from these values.
Electrical system
Additional steering logic board

This board is used to control the stop valves in the
right idling wheel spar.
In sideways travel, this valve must be supplied with
current constantly.
It is also used to offset the actual value of the idling

wheel potentiometer with the reset key, in order to
initiate automatic readjustment of the idling wheels.
Connector CN 1
1 (brown) Reset key of steering logic board Principle of automatic correction

2 (blue) Reset key of steering logic board of the idling wheels
3 (brown) 0V electronics for selector switch Selector switch,
steering logic
4 (blue) 0V switching signal from sel. swit. board
Idling wheel
to select normal travel (POST) Reset potentiome- ANT POST
key ter
5 (green/yell.) 0V switching signal from sel. swit. 5V To steer-
ing logic
to select sideways travel (ANT) board
6 (brown) to 0V terminal (connector CN 1/ • •

to steering
PIN4 steering logic board) for • logic
• board
idling wheel potentiometer •
ON OFF
7 (blue) to potentio. arm pick-up (conn. CN
reserved.
+48V •
1/PIN5) from idling wheel potent. 0V • 48V
+
8 (brown) Infeed of 0V electronics from 0V
steering logic board

Stop valve
9 (blue) 0V signal for selection of normal
POST=Normal travel
travel to steering logic board ANT= Sideways travel
10 (green/yell.) 0V signal for selection of sideways
travel to steering logic board
Connector CN2
1 (blue) 0V battery via filter board

2 (red) + 48V from steering logic board
3 (blue) 0V for stop valve of right idling
wheel cylinder (BLOCCO valve)
4 (brown) 48V switching signal for stop valve

Assembly N Hydraulic system
Contents
Plan of hydraulic system with additional hydraulics.........................................N 2

reserved.

Replaces issue: Manual FMQ-25 N1
reserved.
Lifting/lowering Shifting Tilting Fork arm adjustment Valve switch-over for automatic system
Issue: 6/97
Replaces issue:
SFH Idling wheel
adjustment 140 bar
Assembly N
Steering motor,
40 bar 70 bar drive wheel
Directional slide
valve, 240 bar
manually
Manual
operated
Workshop
230 bar
80 bar
right
adjustment)
FMQ-25
hydraulics (fork arm
Priority valve,
Sheet no.
steering
N2
7/0620
Plan of hydraulics with additional
left
Hydraulic system
reserved.
Lifting/lowering Shifting Tilting Fork arm adjustment Valve switch-over for automatic system
Reset Post. Ant. Ant. Post. MAN Dx=right Auto
4
7 5 3 2
Issue: 6/97
1
Replaces issue:
SFH 4 5
140 bar
Blocco
Assembly N
8 Sx=left
1
Steering motor for
Wheels to
40 bar 70 bar drive wheel,
straight-on
clockwise rotation
of gear
Directional slide
valve, 240 bar
manually op.
Manual
Workshop
230 bar
80 bar
right
FMQ-25
Priority valve
Sheet no.
for steering
N3
7/0620
hydraulics (fork arm adjustment)
Plan of hydraulics with additional
left
Hydraulic system

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Workshop Manual FMQ-25

First Issue: 6/97 Workshop

This workshop manual provides specifications

This provides you with a comprehensive

The workshop manual is always updated by

Updating of workshop manuals

The industrial truck range is subject to

that certain components or assemblies are

To ensure that the holder of this manual always

Issue: 6/97 Workshop Sheet no.

Updating workshop manuals

1. Exchanging faulty sheets

If a particular page contains mistakes, for

hand and right-hand page baseline (5+6).

Newly compiled sheets, whether replacements or 5 6

Issue: 6/97 Workshop Sheet no.

No guarantee claims arise as a result of

This does not affect the guarantee stipula-

We are continuously involved in the further

to alteration and error, and that no claims

Issue: 6/97 Workshop Sheet no.

Issue: 6/97 Workshop Sheet no.

Contents Sheet no.

Manual steering ........................................................................................................B 2

Adjusting the steering

- Adjusting the drive wheel ..................................................................................B 11

Issue: 6/97 Workshop Sheet no.

Guide to steering types

1. Manual steering Steering during normal travel

a) Steering in normal travel mode

- The idling wheels are hydraulically locked

- Turning the steering wheel actuates a

- If the idling wheels drift out of their straight- 7/0636

on position by more than approx. 6°, they

function cuts out for this purpose.

b) Steering during sideways travel Steering during sideways

- Turning the steering wheel actuates

cylinders in the drive-wheel spars and

The wheel position display of the steering logic

Caution: Only ever use this function when the

Issue: 6/97 Workshop Sheet no.

Guide to steering types

In principle, a differentiation must be

- The idling wheels are set to straight on.

- The drive wheel is set to straight-on.

b) When sideways travel mode is selected by

moving the selector switch in direction (1)

c) When normal travel mode is selected by

moving the selector switch in direction (2);

- The idling wheels are moved into the

If the idling wheels drift out of the straight-on

During the automatic modes, travel is prevented and

Plan of operating sequences in the automatic modes

Switch-over from normal

Switch-over from side-

Sequence identical to:

Key-operated switch ON or switch-over from

Operating sequence of the

Situation 1 Key-operated switch ON

1. Valve 8 BLOCCO is switched off (if necessary)

Continuation depends on the idling wheel

2. Valve 7 RESET is selected for a limited time

prevented, hydraulics on -> as a result