Still MX15-3 (Ingles 02-2001) PDF

Workshop Manual MX15-3
to go to the list of contents click here

to go to the list of chapters click here
to go to the guide of components click here
Copyright protected. No part of this manual
may be reproduced in any form. Copyright
reserved.
1/0105
First issued: 02/01 Workshop

Last update: Manual MX15-3 Id. No. W8 054 223
Foreword
Foreword
This workshop manual (WM) is a collection of

technical data and functional descriptions for 5/0002
the standard vehicle.
It is intended as a guide which should be kept at

hand at all times, to help explain the technical
features of the vehicle and consequently ensure
that maintenance and repair are carried out
correctly.
The WM is updated on a regular basis.

5/0003
Updating workshop manuals
Our range of equipment is subject to continuous

reserved.
development and improvement. A consequence

of this is that components or assemblies are
sometimes replaced or their function changed.
5/0004
In order to guarantee that the owner of a
workshop manual is always in possession of
up-to-date and relevant documentation, the
manual must be updated using the method
described overleaf.
8/3000
Issue: 02/01 Workshop Sheet no.

Replaces issue: Manual MX15-3 I
Foreword
Updating workshop manuals

(Continued)
1. Replacing incorrect sheets
If a sheet contains an error, e.g. if adjustment Page footer of an existing sheet

values have been altered, the sheet in
question must be replaced. Issue: 02/01 Workshop MX15-3 Sheet no.
A 1
Replaces issue: Manual
The new sheet can be identified by the left-
hand side of the page footer (1). The date of
issue is updated here in the Issue line (2). 1 4
The date of issue of the sheet which needs 2
replacing is specified in the Replaces issue Page footer of a corrected sheet
line (3). The sheet no. remains the same (4).
Issue: 07/01 Workshop MX15-3 Sheet no.
Replaces issue: 02/01 Manual A 1
Every time a change is made, the cover
sheet is replaced. The date of first issue
and the date of the last update are shown in 3
field (9). This means that the workshop
manual edition is immediately obvious. Page footer of a cover sheet

First issued: 02/01 Workshop MX15-3 Id.No. ...
Last update: Manual
2. Inserting new sheets
9
If new, altered or additional components are
introduced to the series, it may be necessary
to insert one or more additional sheets.
An additional sheet can be identified by the
Page footer of an existing sheet
reserved.
changes at the left and right of the page

footer (5 + 6).
Issue: 02/01 Workshop MX 15-3 Sheet no.
At the left, in the Issue line, is the current Replaces issue: Manual A 1
date of issue (7). At the right, the additional
sheet is marked with the sheet no. with a
consecutive index (8).
The list of contents for the component in 5 6
question must also be replaced. Page footer of an additional sheet
Issue: 07/01 Workshop MX15-3 Sheet no.
We send new sheets, whether they are Replaces issue: Manual A 1.1
replacement or additional sheets, and new
lists of contents, to all the vehicle owners we 7
know of by mail. 8

Replaces issue: Manual MX15-3 II
Foreword
Notes, imprint
We can accept no liability for warranty claims

relating to work carried out in accordance
with the instructions in this workshop manual.
The warranty terms remain unaffected.
STILL WAGNER works continuously on the

development of its trucks. We would ask for
your understanding that we reserve the right
to make alterations and that errors cannot be
excluded, and that no warranty claims may

be based on the information, illustrations or
descriptions contained in this workshop
manual.
STILL WAGNER GmbH & Co. KG

Trainingcenter
reserved.
Ernst-Wagner-Weg 1-5
72766 Reutlingen

Replaces issue: Manual MX15-3 III
List of contents
List of contents
• List of chapters......................................................................................P. XI
• Guide to components ...........................................................................P. XII
• Chapter 1: Vehicle data

- Guide to information plates and vehicle number...............P. 1-01
- Hydraulic settings..............................................................P. 1-02
- Vehicle speed ...................................................................P. 1-03
• Outside aisle................................................................P. 1-03
• Inside aisle...................................................................P. 1-03
• Chapter 2: Drive motor

- General .............................................................................P. 2-01
- Technical data for the drive motor ....................................P. 2-01
- Drive mor terminals...........................................................P. 2-01
- Temperature sensor integrated in the
carbon brush yoke............................................................P. 2-02

- Carbon brush monitoring ..................................................P. 2-03
- Replacing the carbon brushes ..........................................P. 2-04
- Checking the brush springs ..............................................P. 2-04
- Removing the drive motor.................................................P. 2-05
- Installing the drive motor...................................................P. 2-06
- Drive motor maintenance..................................................P. 2-07
• Chapter 3: Drive wheel

reserved.
- Replacing the drive wheel.................................................P. 3-01

- Removing the drive wheel.................................................P. 3-01
• Chapter 4: Gear
- Oil change.........................................................................P. 4-01
- Removing the gear............................................................P. 4-02
• Chapter 5: Electromagnetic brake

- Function ............................................................................P. 5-01
- Removal............................................................................P. 5-02
- Replacing the brake linings...............................................P. 5-03
- Adjusting the brake clearance...........................................P. 5-04
- Mechanical brake release .................................................P. 5-05
- Testing the brake coils ......................................................P. 5-05
- Continuous release of the second stage...........................P. 5-06
- Measuring the braking deceleration..................................P. 5-07
- Checking the braking deceleration....................................P. 5-08
- Adjusting the braking deceleration....................................P. 5-10

Replaces issue: Manual MX15-3 IV
List of contents
• Chapter 6: Steering
- Adjusting the steering .......................................................P. 6-01
• General........................................................................P. 6-01
• Adjusting sequence .....................................................P. 6-02
• Turning the potentiometer of the steering controller
to the centre position ..................................................P. 6-03
• Adjusting the rotary force at the handwheel ................P. 6-04
• Adjusting the retaining force in the straight-on
position .......................................................................P. 6-04
• Adjusting potentiometers R11/R12..............................P. 6-05
• Adjusting the setpoint potentiometers .........................P. 6-06
• Adjusting the actual value potentiometer.....................P. 6-07
• Adjusting the max. steering angle ...............................P. 6-08
• Correction of straight-on ..............................................P. 6-09
- Rail guidance.........................................................P. 6-09
- Free travel .............................................................P. 6-09
• Teaching-in the wheel position display........................P. 6-10
- Steering controller.............................................................P. 6-11
• Description...................................................................P. 6-11
• Guide to the potentiometer and LEDs .........................P. 6-12
• Service switch..............................................................P. 6-12
• Pin assignment ............................................................P. 6-13
• Main current terminals .................................................P. 6-14
- Steering motor ..................................................................P. 6-15
• General........................................................................P. 6-15
• Terminal designations on terminal board ....................P. 6-15
• Replacing the carbon brushes.....................................P. 6-15
reserved.
• Emergency steering.....................................................P. 6-15

• Maintenance ................................................................P. 6-15
• Chapter 7: Mast
- Removing the mast ...........................................................P. 7-01
- Installing the mast .............................................................P. 7-05
- Mast table .........................................................................P. 7-06
• Chapter 8: Vehicle control system 8U60

- General .............................................................................P. 8-01
- Description ........................................................................P. 8-01
- Pin assignment .................................................................P. 8-02
• Chapter 9: Travel and pump controller A10

- General .............................................................................P. 9-01
- Terminals ..........................................................................P. 9-01
- Pin assignment .................................................................P. 9-02
- Block diagram ...................................................................P. 9-04
- Signal processing..............................................................P. 9-05
- Response of the main contactors .....................................P. 9-06

Replaces issue: Manual MX15-3 V
List of contents
• Chapter 9: Travel and pump controller A10
- Control OK ........................................................................P. 9-07
- Temperature monitor fo the drive and pump motors.........P. 9-08
• Testing the temperature sensors.................................P. 9-08
- Temperature monitor for the travel and pump controller...P. 9-09
- Carbon brush monitor for the drive and pump motors ......P. 9-10
- Incremental encoder monitor ............................................P. 9-12
• Testing the incremental encoder of the drive motor ....P. 9-14
• Testing the incremental encoder of the pump motor ...P. 9-15
• Chapter 10: Operating console 8U62

- Operating elements...........................................................P. 10-01
- Block diagram ...................................................................P. 10-02
- Operating console board...................................................P. 10-03
- Pin assignment .................................................................P. 10-04
- Keyboard boards 1, 2 and 3..............................................P. 10-05
- Operating console display.................................................P. 10-06
• General........................................................................P. 10-06
• Basic display................................................................P. 10-07
• Operating hours...........................................................P. 10-07

• Remaining battery capacity .........................................P. 10-07
• Wheel position display.................................................P. 10-07
• Display LED for manual steering .................................P. 10-08
• Status and maintenance symbols................................P. 10-08
• "Deadman switch not actuated" display ......................P. 10-08
• "Creep speed" display .................................................P. 10-08
• "2-handed operation not actuated" display..................P. 10-09
• "Barrier open" display ..................................................P. 10-09
reserved.
• "Maintenance" display .................................................P. 10-09

• "LR80 error" display.....................................................P. 10-09
• "Acknowledgement required" display ..........................P. 10-10
• "Reserve1" display ......................................................P. 10-10
• "Reserve2" display ......................................................P. 10-10
- Operating console display.................................................P. 10-11
• Error display ................................................................P. 10-11
• Information display ......................................................P. 10-11
• Switching-on test .........................................................P. 10-12
• Switching over the operating console display..............P. 10-12
• LR80 operating status display .....................................P. 10-12
- Replacing the setpoint potentiometer ...............................P. 10-13
• Removing the setpoint potentiometer..........................P. 10-13
• Installing the setpoint potentiometer............................P. 10-15
• Rough adjustment of the setpoint potentiometer.........P. 10-17
• Fine adjustment of the setpoint potentiometer ............P. 10-19
• Teaching-in the setpoint potentiometer .......................P. 10-20
- LR80 board (option) ..........................................................P. 10-21
• Description.............................................................P. 10-21
• Pin assignment ......................................................P. 10-22

Replaces issue: Manual MX15-3 VI
List of contents
• Chapter 11: Load handling control 8U61
- General .............................................................................P. 11-01
- Description ........................................................................P. 11-01
- Pin assignment .................................................................P. 11-02
• Chapter 12: EMERGENCY-STOP and amplifier module 7A22

- General .............................................................................P. 12-01
- Description ........................................................................P. 12-01
- Pin assignment .................................................................P. 12-02
- Safety relays K33 and K34 ...............................................P. 12-04
- Safety relay K35................................................................P. 12-05
- Key switch relay K36.........................................................P. 12-06
- Relay K37 (steering error).................................................P. 12-07
- "Enable hydraulics" signal.................................................P. 12-08
- Chain monitoring...............................................................P. 12-09
- Adaptation of the steering setpoint ...................................P. 12-12
- Control of the electromagnetic brake ................................P. 12-13
- Evaluation of the setpoint potentiometer for the main lift ..P. 12-14
- Adaptation of incremental encoder signals .......................P. 12-15
• Chapter 13: Distributor board A13

- General .............................................................................P. 13-01
- Structure ...........................................................................P. 13-02
• Chapter 14: Negative feeder module A13

- General .............................................................................P. 14-01
- Description ........................................................................P. 14-01
- Terminals ..........................................................................P. 14-01
reserved.
- Pin assignment X1 ............................................................P. 14-01
• Chapter 15: Main contactors K1 and K2

- General .............................................................................P. 15-01
- Coil holder suppression ....................................................P. 15-01
- Spacing distance...............................................................P. 15-01
- Contact pressure...............................................................P. 15-01
• Chapter 16: DC/DC converter

- General .............................................................................P. 16-01
- Description ........................................................................P. 16-01
- Electrical connections .......................................................P. 16-01
- Technical data...................................................................P. 16-01
• Chapter 17: Distance sensor for the main lift

- General .............................................................................P. 17-01
- Location ............................................................................P. 17-01
- Identification......................................................................P. 17-01
- Technical data...................................................................P. 17-01

Replaces issue: Manual MX15-3 VII
List of contents
• Chapter 17: Distance sensor for the main lift
- Pin assignment .................................................................P. 17-01
- Monitor ..............................................................................P. 17-02
- Safety instructions.............................................................P. 17-03
- Description of errors..........................................................P. 17-04
- Removing and installing the distance sensor....................P. 17-05
- Repair instructions
• 1. Replacing the potentiometer....................................P. 17-06
• 2. Replacing the cable .................................................P. 17-07
• 3. Replacing the incremental encoder .........................P. 17-09
• 4. Replacing the belt....................................................P. 17-10
• 5. Replacing the spring................................................P. 17-11
• Chapter 18: Distance sensor the for additional lift

- General .............................................................................P. 18-01
- Monitor ..............................................................................P. 18-02
• Chapter 19: Distance sensor for swivelling

- General .............................................................................P. 19-01
- Monitoring .........................................................................P. 19-01
• Chapter 20: Distance sensor for side shifting

- General .............................................................................P. 20-01
- Monitor ..............................................................................P. 20-02
• Chapter 21: USER mode

- Description ........................................................................P. 21-01
reserved.
• Chapter 22: Teaching-in process

- General .............................................................................P. 22-01
- Commissioning .................................................................P. 22-02
- Deleting teaching-in values...............................................P. 22-03
- Preparation for teaching in................................................P. 22-04
- Teaching in the main lift distance sensor..........................P. 22-04
- Teaching in the additional lift distance sensor ..................P. 22-05
- Teaching in the swivelling distance sensor.......................P. 22-06
- Teaching in the side shift distance sensor ........................P. 22-07
• Chapter 23: Reference sequence

- General .............................................................................P. 23-01
- Reference sequence for the main lift ................................P. 23-01
- Reference sequence for the additional lift.........................P. 23-01
• Chapter 24: Chassis valve block

- Functional elements..........................................................P. 24-01

Replaces issue: Manual MX15-3 VIII
List of contents
• Chapter 24: Chasis valve block
- Setting the maximum pressure .........................................P. 24-02
- Parameterising the main lift ..............................................P. 24-02
- Soiling indicator ................................................................P. 24-03
- High presure filter .............................................................P. 24-04
• Changing the filter - removal .......................................P. 24-04
• Changing the filter - installation...................................P. 24-04
- Removing the chassis valve block....................................P. 24-05
- Fine control of lowering main lift .......................................P. 24-06
• Chapter 25: Attachment valve block

- Functional elements .........................................................P. 25-01
- Adjusting work ..................................................................P. 25-02
- Parameterising the ancilliary movements .........................P. 25-02
• Chapter 26: Pump motor

- General .............................................................................P. 26-01
- Technical data for the pump motor ...................................P. 26-01
- Pump motor terminals ......................................................P. 26-01
- Temperature sensor integrated in carbon brush yoke ......P. 26-02

- Carbon brush monitoring ..................................................P. 26-03

- Replacing the carbon brushes ..........................................P. 26-04
- Checking the brush springs ..............................................P. 26-04
- Pump motor maintenance ................................................P. 26-05
• Chapter 27: Hydraulic motor

- Function ............................................................................P. 27-01
- Commissioning .................................................................P. 27-01
reserved.
- Technical data ..................................................................P. 27-01

- Checking for leaks ............................................................P. 27-02
- Removal ...........................................................................P. 27-03
• Chapter 28: Pump

- Removing the pump .........................................................P. 28-01
• Chapter 29: Oil level indicator

- -Oil level indicator .............................................................P. 29-01
• Chapter 30: Ventilation filter

- Function ............................................................................P. 30-01
- Removal ...........................................................................P. 30-01
- Maintenance .....................................................................P. 30-01
• Chapter 31: Trilateral head (TLH)

- Adjusting work on the TLH ...............................................P. 31-01
- Adjusting the tooth profile play .........................................P. 31-02

Replaces issue: Manual MX15-3 IX
List of contents
• Chapter 31: Trilateral head (TLH)
- Adjusting the eccentric rollers for the overshift function....P. 31-06
- Adjusting the swivel shaft for the additional lift .................P. 31-09
- Removing the lift carriage .................................................P. 31-11
- Adjusting the radial play on the lift carriage ......................P. 31-12
- Adjusting the axial play on the lift carriage........................P. 31-12
- Adjusting the potentiometer for side shifting .....................P. 31-14
- Adjusting the poentiometer for swivelling..........................P. 31-16
- Adjusting the 90° swivelling range ....................................P. 31-17
- Adjusting the switching lug for side shifting ......................P. 31-18
- Adjusting the limit switches for swivelling .........................P. 31-19
- Adjusting the magnetic sensors ........................................P. 31-20
• Chapter 35: Error codes

- General .............................................................................P. 35-01
- Travel function ..................................................................P. 35-02
- Steering function ...............................................................P. 35-03
- Main lift function ................................................................P. 35-05

- Additional lift function ........................................................P. 35-07
- Side shift function..............................................................P. 35-08
- Swivel function ..................................................................P. 35-09
- Synchronous swivel-shift movement 180° ........................P. 35-10
- Synchronous swivel-shift movement 90° ..........................P. 35-11
- CAN bus error ...................................................................P. 35-12
- General errors...................................................................P. 35-13
reserved.
- Automatic braking at end of aisle function (EASS) ...........P. 35-16

- Option errors .....................................................................P. 35-17
- Travel and pump controller errors (FPS) ..........................P. 35-18
• Chapter 36: Troubleshooting guide

- Power supply function.......................................................P. 36-01
• General........................................................................P. 36-01
• Battery voltage.............................................................P. 36-02
• 1+battery voltage after key switch ...............................P. 36-04
• 1+24V ..........................................................................P. 36-06
• 1+battery voltage after 1+24V .....................................P. 36-07
• EMERGENCY-STOP chain.........................................P. 36-08
• 2+battery voltage.........................................................P. 36-10
• 2+24V ..........................................................................P. 36-12

Replaces issue: Manual MX15-3 X
List of chapters
List of chapters
Chapter 1: Vehicle data
Chapter 2: Drive motor
Chapter 3: Drive wheel
Chapter 4: Gear
Chapter 5: Brake
Chapter 6: Steering
Chapter 7: Mast
Chapter 8: Vehicle control system (FZS)
Chapter 9: Travel and pump controller (FPS)

reserved.
Chapter 10: Operating console
Chapter 11: Load handling control (LHC)
Chapter 12: EM.-STOP and amplifier module (NAV)
Chapter 13: Distributor board
Chapter 14: Negative feeder module
Chapter 15: Main contactors
Chapter 16: DC/DC converter
Chapter 17: Distance sensor for main lift

Replaces issue: Manual MX15-3 XI
List of chapters
List of chapters
Chapter 18: Distance sensor for additional lift
Chapter 19: Distance sensor for swivelling
Chapter 20: Distance sensor for side shifting
Chapter 21: USER mode
Chapter 22: Teaching-in process
Chapter 23: Reference sequence
Chapter 24: Chassis valve block

Chapter 25: Attachment valve block
Chapter 26: Pump motor
Chapter 27: Hydraulic motor

reserved.
Chapter 28: Pump
Chapter 29: Oil level indicator
Chapter 30: Ventilation filter
Chapter 31: Trilateral head TLH
Chapter 35: Error codes
Chapter 36: Troubleshooting

Replaces issue: Manual MX15-3 XII
Guide to components
Guide to components
• Drive wheel ................................................................................P. 3-01
• Operating console 8U62 ............................................................P. 10-01 ff
• DC/DC converter U30 ................................................................P. 16-01
• Electromagnetic brake 1Y44 ......................................................P. 5-01 ff
• Drive motor 1M3.........................................................................P. 2-01 ff
• Travel and pump controller A10 .................................................P. 9-01 ff
• Vehicle control system 8U60......................................................P. 8-01 ff
• Fine control of lowering main lift.................................................P. 24-06
• Gear ...........................................................................................P. 4-01 ff
• Main contactors K1 and K2 ........................................................P. 15-01
• Distance sensor for the main lift.................................................P. 17-01 ff

• Distance sensor for the additional lift .........................................P. 18-01 ff
• Hydraulic motor ..........................................................................P. 27-01 ff
• Load handling control 8U61 .......................................................P. 11-01 ff
• Steering motor 3M1....................................................................P. 6-15
• Steering controller 3A20.............................................................P. 6-11 ff
reserved.
• Oil level indicator........................................................................P. 29-01

• Pump motor 2M1........................................................................P. 26-01 ff
• Negative feeder module A14......................................................P. 14-01
• Trilateral head ............................................................................P. 31-01 ff
• Attachment valve block ..............................................................P. 25-01 ff
• Chassis valve block....................................................................P. 24-01 ff
• Distributor board A13 .................................................................P. 13-01 ff
• Distance sensor for shifting........................................................P. 20-01 ff
• Distance sensor for swivelling....................................................P. 19-01
• EMERGENCY-STOP and amplifier module 7A22 .....................P. 12-01 ff

Replaces issue: Manual MX15-3 XIII
Chapter 1 Vehicle data
Guide to information plates and vehicle number
UVV check
Vehicle no. on chassis
Vehicle no. on TLH

reserved.
Carrying load diagram
Vehicle no. on mast

Nameplate

Replaces issue: Manual MX15-3 1-01
Hydraulic settings
Remark: The prerequisite for the following settings is a pre-set system pressure of
250bar, see also sheet no. 24-02.
Without load
Hydraulic function Speed Tolerance Pressure Tolerance
Lifting main lift 450mm/sec. ±30mm/s Tele: 80bar +60bar

Triplex: 100bar +30bar
(h1-related)
Lowering main lift 420mm/sec. ±20mm/s - -
Lifting additional lift 450mm/sec. ±30mm/s 50bar +15bar
Lowering additional lift 200mm/sec. +30mm/s - -
Side shift left/right 250mm/sec. +50mm/s 90bar +30bar
Swivelling left/right 180° in 7secs. ±1s 80bar +20bar
End position swivelling 0m/sec. - 190bar +50bar
SSSB 90°/180° 180° in 9secs. +3s 170bar ±30bar

Fork adjustment 1 cyl. Not currently used Not used 100bar +20bar
With load of 1500kg

Hydraulic function Speed Tolerance Pressure Tolerance
reserved.
Lifting main lift 400mm/s ±30mm/s Tele: 130bar +50bar

Triplex: 180bar +30bar
(h1-related)
Lowering main lift 420mm/sec. ±20mm/s - -
Lifting additional lift 400mm/sec. ±30mm/s 180bar +30bar
Lowering additional lift 350mm/sec. +30mm/s - -
Side shift left/right 250mm/sec. +50mm/s 100bar +30bar
Swivelling left/right 180° in 7secs. ±1s 80bar +20bar
End position swivelling 0m/sec. - 190bar +50bar
SSSB 90°/180° 180° in 9secs. +3s 170bar ±30bar
Fork adjustment 1 cyl. Not currently used Not used. 100bar +20bar

Vehicle speed
Outside aisle
• Standing height of driver <1.2m and add. lift <1.2m: vmax = 9km/h
• Standing height of driver >1.2m or add. lift >1.2m: vmax = 2.5km/h
Remark: When the cab is lowered as far as possible, the

standing height of the driver is 45cm.
• Fork outside the vehicle contour: vmax = 2.5km/h
Inside aisle
Remark: When the vehicle is in an aisle, the max. speed depends on the height to
which the cab and the additional lift are raised. The current lift height is
calculated from 100% main lift + 50% additional lift, see sheet no. 5-06.
Lift height/m
6
reserved.
1
V / km/h
1 2 3 4 5 6 7 8 9 10 11
• Fork outside the vehicle contour: vmax = 2.5km/h

• Setpoint deviation, steering >5°: vmax = 2.5km/h
Remark: The current lift height of the vehicle also affects the ramp function for side
shifting and swivelling. The higher the lift height, the sooner the ramp function
is initiated by the Optispeed for side shifting and swivelling.

Chapter 2 Travel drive
General
The travel motor is made up of the following 2
components:
Field winding (1)

Armature winding (2)
Travel motor, technical data
Model: GF 146-X5
Motor type: Shunt motor
Voltage: 80V 0/0282
1
Rated current: 394A
Revolutions max.: 1650 rpm
Output: 6,4KW
Protection class: IP23
4 3
Travel motor connections

reserved.
Armature winding A2 (3)

Armature winding A1 (4)
Field winding F1 (5)
Field winding F2 (6)
Block connector X15 Carbon brush
monitoring (7) 0/0282
and temperature
sensor (7) 5 7 9 7 8
Block connector X12 Speed sensor (8)
Block connector X1 Electromagnetic
brake (9)

Temperatursensor integriert in der
Kohlenbürsten-Brücke
If the temperature in the drive motor between the
carbon brushes and stator of the drive motor rises
to 160°C, the output of the drive motor is reduced
Q
by the travel and pump controller (emergency ope-
ration). PSA
The error code "FE2197" appears on the operating PSA
console display (1), see sheet no. 35-21. Fehler
To test the temperature sensor, the push-in

connector X15 to the travel motor must be 8/3044
disconnected. A resistance measurement must then

be made at the sensor end between pins X15:4 and 1
X15:1. The temperature at the motor housing must
then be measured.
Temperature Resistance
The measured values must match those in the table °C Ω
to the right ±20Ω.

25 600
Remark: The temperature sensor is mounted in
50 720
the carbon brush yoke. If the sensor is
faulty, the entire carbon brush yoke 70 840
must be replaced.
100 1020
130 1220
reserved.
150 1360
160 1450

Carbon brush monitor
The carbon brush yoke (1) in the travel motor is fit-
ted with a monitoring switch (break contact) (2).
When the minimum brush length is reached, this
switch is opened by the brush spring (3).
This switching signal is sent to the travel and pump
control system via the signal leads (4) and (5).
The error code "FE2195" appears on the operating
console display, see sheet no. 35-21.
Note: When the brush spring rests on the mo-

nitoring switch, the spring pressure on
0/0280
the carbon brush is greatly reduced.
3 6
This causes the carbon brush to spark
and there is a potential danger that the
commutator may start to burn. For this
reason, it is absolutely essential to re- 1 2

place the carbon brushes immediately
when
required. The entire set of carbon brus-
hes (6) must always be replaced toget-
her (4 brushes)!
4
reserved.
5
6/0172
New carbon brush
1 2
6/0173
Worn carbon brush

Replacing the carbon brushes
The carbon brushes must be replaced when they
reach a minimum length of 20mm (1). 1
Length of a new carbon brush: 34mm
Always replace the complete set of four

carbon brushes.
• Pull out the battery plug.

• Remove the travel motor tensioning belt.
• Lift off the brush spring with a loop of wire (2).
• Pull out the carbon brushes at the
connecting cable.
• Disconnect the connecting cable.
• Clean out the commutator compartment with
compressed air.
Note: Never breathe in carbon dust.
• Mount the new carbon brushes.

6/0163
Remark: The motor must not be run at full power

immediately after the carbon brushes
have been replaced. The carbon brus- 2
hes run in relatively quickly under mini-
mal loads.
reserved.
Checking the brush springs

Brush springs with insufficient pre-tension cause the
commutator to burn.
Ensure that the carbon brushes run easily in the
shaft
0/0279

Removing the drive motor
Note: Once the drive motor has been

removed, the vehicle is no longer
braked. For this reason, always secure
the vehicle to prevent it rolling away
before removing the motor!
• Remove the entire induced ventilation fan,

including its support.
0/0267
1
• Disconnect the induced ventilation hoses.
• Check that the motor connection cables are

marked, and if not, mark them appropriately.

• Disconnect all the electrical connections.
• Releae the 6 screws (1) on the drive motor.

reserved.
Remark: Screws that cannot be accessed from

0/0268
the rear hatch can be reached easily 2 3
from the battery compartment side when
the battery has been removed.
• Lay the metal bar (2) crossways over the rear

hatch support.
• Lay the loop of the special cable pull (3) around

the fan supports and motor with screw-mounted
electromagnetic brake.
Remark: Ensure that none of the electrical

connections can be crushed.
0/0269

Removing the drive motor
• Push crowbar through the loop (1) and lay it on
the metal bar (2). Lift out the drive motor with
the crowbar.
Remark: First raise slightly at the fan support with
your free hand and then, jerking firmly at
the same time, lift the drive motor out of
the gear.
• Set the motor down on the motor support so

that the motor pinion is not damaged.
0/0270
1 2
• Lift the motor out of the vehicle and set it down
on wooden chocks (3) or some similar kind of
support. Ensure that the motor pinion is not
damaged.
reserved.
0/0271
Installing the drive motor

To install the drive motor, follow the instructions for
removal in reverse order, see sheet no. 2-05.
Remark: Clean all dirt out of the gear opening
before inserting the drive motor.
Ensure that the drive motor is inserted vertically in
the gear, so that the motor pinion is not damaged.
Remark: The 6 screws (4) that are used to
secure the drive motor to the drive plate
must be inserted and tightened
diagonally in several passes.
0/0267

Travel motor maintenance
General
Maintenance work between major overhauls should
consist of the following:
• Cleaning
• General visual inspection
• Replacing damaged parts
• Checking the brush unit and commutator
v Replacing the carbon brushes (if
necessary)
This work should be carried out at least every 500
operating hours or once a quarter.
We recommend having major motor
overhauls carried out by a specially equipped
workshop, as special tools and specialized know-
ledge are required.
Note: Before carrying out any work on the motor,

always first pull out the battery plug to avoid
short circuits or injury.
Cleaning 8/3001
reserved.
• Remove the sealing tape and take out the brus-

hes.
• Clean the motor thoroughly using
compressed air, taking care not to breathe in any
dust (wear a protective mask).
• Clean soiled commutators and brush unit using a
clean cloth (not cotton wool)
moistened with benzine and dry well.
Remark: Do not lift the brush springs more than

is necessary and do not bend them to
the side.

Visual inspection, replacing
damaged parts
• Straighten or replace dented sealing tapes.
• Check fan impellers for damage. Damaged fans

(imbalance, reduced output) must be replaced.
• Clean the ventilation channels at the gear (1). To

do so, remove the travel motor and clean the
channels using a vacuum
cleaner (do not clean them with
compressed air). Soiling reduces the air circula-
tion, leading to increased
temperatures in the motor and possibly to irrepa-
rable damage. 1
• Check field and armature windings for signs of

overloading (overheating): dark coloration, brittle

or burned insulation,
unsoldered commutators.
Motors bearing this kind of damage must be ex-
changed without delay.
5/0039
• If you discover oil or grease in the motor (usually

an oil paste, oil vapour mixed with dust and car-
reserved.
bon abrasions), investigate the cause immediate-

ly and remedy it. The
motor must be cleaned extremely
thoroughly.
Remark: Rapid carbon brush or

commutator wear is generally due to the
effect of oil.
The oil/grease burns in the brush sparks,
leaving a sharp-edged oil ash which has
an abrasive effect.
This can lead to inadmissibly high levels
of carbon brush wear
before the scheduled
maintenance dates.

Checking the brush unit, replacing the
carbon brushes
After the carbon brush unit has been replaced, it
should be possible to move the carbon brushes (1)
easily in their guides when the spring (2) is lifted.
If one or more of the carbon brushes jam, they must

not be sanded down with emery paper or any other
abrasive.
In this case, the entire carbon brush unit must be

replaced, as it is possible that the brushes have 1 2
been thermally overloaded.
8/3002
It is also important that the carbon brushes are not
broken or chipped at the running edges.
Remarks: • Always replace the entire brush set,

basing your assessment on the shor-
test brush.
• Only use original spare carbon brus-

reserved.
hes (see spare parts list!)
• Do not allow the carbon brush

springs to hit the carbon brushes
when the brushes are inserted.
• If the minimum length has not quite

been reached, replace the brushes
anyway, as the remaining running ti-
me may be shorter than the next
maintenance interval.
• A maximum of 3 carbon brush sets

should be replaced in succession be-
fore a general overhaul of the motor
is carried out (by a
specialised workshop).

Bearings
The ball bearings are maintenance-free.

If the bearings are removed during repair work, they
must be replaced.
Whenever sealing elements are removed, they
must be replaced without fail!
The bearings must be renewed after approx.

25,000 operating hours.
Only use the bearings specified in the spare parts

lists.
reserved.

Chapter 3 Drive wheel
Replacing the drive wheel
Dimensions of new wheel: ø 400 x 160mm

Replace when diameter
reaches: ø 375mm
The drive wheel must be replaced when:

• the running surface is badly pitted,
• the running surface is out of round,
• the running surface is cracked,
• the minimum diameter has been reached.
Removing the drive wheel

0/0272
1
• Jack the vehicle securely on both sides.
• Remove the crossbar (1).
• Turn the steering until the drive wheel nuts (2)

are accessible.
• Slacken the 8 drive wheel nuts and unscrew

reserved.
them.
• Remove the wheel.
Wheel screw tightening torque: 140Nm
0/0277

Chapter 4 Gear
Oil change
The oil should be changed for the first time after 2

approx. 200 operating hours.
All subsequent gear oil changes should be made
at intervals of 2000 operating hours or once a ye-
ar.
Remark: The gear oil must be drained off when

it is at operating temperature. The
maximum permissible operating
temperature is 80°C.
• Set an oil catchment vessel under the oil

drainage screw (1) (it should have a capacity of
at least 3.5l).
• Unscrew the oil filler cap (2).

• Unscrew the oil drainage screw and drain off
the oil.
Note: The oil temperature may be as high as
80°C!
0/0276
• Replace the oil drainage screw, inserting a new 1

sealing ring.
reserved.
• Fill the gear with new gear oil up to the bottom

edge of the threaded hole for the oil filler cap
(approx. 3.5l).
• Insert the oil filler cap, using a new sealing ring.

Chapter 4 Gear
Removing the gear
Note: Once the gear has been removed, the

vehicle is no longer braked. For this
reason, always secure the vehicle to
prevent it rolling away before removing
the motor!
• Pull out the battrey plug.
0/0272
• Remove the drive motor, see sheet no. 2-05. 1
Remark: Depending on the work you are carrying
out, either drain off the gear oil or cover
the gear opening with the protective cap.
• Remove the crossbar (1).
• Unscrew and remove the 6 gear screws (2).
• Unscrew the lubricating nipple (3). 0/0273

2
• Raise the vehicle slighly with a jack and chock it

up with wood.
reserved.
• Roll the gear with drive wheel out from under

the motor plate (4).
Remark: Suspend the gear from a rope or chock it

up from below with wood to prevent it 0/0274
tilting backwards or to one side. 3
0/0275
4
Chapter 5 Brake
Electromagnetic brake
Function
The 2-stage electromagnetic brake consists of two 1 2 5

independent electromagnetic circuits. This is neces-
sary so that the braking force can be adapted for
the vehicle requirements
When current is absent from the brake, the spring

assemblies of the primary (1) and secondary stages
(2) press against the armature disc (3). This in turn
presses on the friction lining (4), which is now pres-
sed in between the motor housing and the armature
disc and therefore blocks the drive = braking initia-
ted. 0/0294
If a current is now passed through the two magnet

4 3 7 6
coils (5) and (6) they become magnetic and attract

the armature disc (3) and the bell (7) against the
spring force. This releases the brake disc (4) and
the motor can turn = unbraked condition.
If the braking force has to be reduced because of

the cab height or load, the magnet coil of the 2nd
stage (5) is supplied continuously with power and
consequently loses its brake-assisting effect.
reserved.

Chapter 5 Brake
Removal 2
Note: Once the brake has been removed, the

vehicle is no longer braked. For this reason,
the vehicle must be secured against rolling
away.
• Disconnect the electrical connection (1) (pull

out connector X1).
• Release the 3 hexagon socket screws (2).

0/0295
• The entire magnet unit (3) including the
compression springs, armature disc and adju- 1
sting sleeves can now be lifted off.
• The brake lining (7) and the flange (8) lie

loosely on the motor pinion (9), which is
screwed onto the armature shaft of the motor.
• To replace the brake, follow the instructions

above in reverse order.
Remark: When the electromagnetic brake has

3
reserved.
been reinstalled, it is absolutely essential

to check the brake clearance and to
adjust it if necessary (sheet no. 5-04).
6/1041
6

Chapter 5 Brake
Replacing the brake lining

The brake lining (1) must be replaced when it has 3
worn down so far that it can no longer be adjusted
(to approx. 7mm) with the adjusting sleeves (2). 1
The brake lining must also be renewed if it is
cracked or shows signs of non-radial wear. The
electromagnetic brake must be removed in order
to replace the brake lining.
Remark: The brake lining (1) must move freely

in an axial direction on the motor pinion
(3) when it is turned by hand. A brake
lining which does not move freely will 8-0523
always crack and cause noise during

operation. For this reason, you must
check the motor pinion carefully for

scratches or soiling. If necessary, ease
the movement of the brake lining on
the toothed wheel with copper paste.
Thickness of a new brake lining: 14mm

reserved.
2
Replace at thickness of: 7mm
6/1041

Chapter 5 Brake
Setting the brake clearance
The electromagnetic brake must be active in order 1
to measure the brake clearance (vehicle at a
standstill and deadman's switch not actuated). 3
• Release the three fastening screws (1). Do not

remove them.
• Screw the adjusting sleeves (2) in or out with

an open-ended spanner until there is a 0,3 mm
clearance of 0.3 mm between the magnet
6/0148
section (3) and the armature disc (4) (use a flat
gauge for measurement). 4 2
• Check the clearance at 3 different points close

to the screws.
• Tighten the fastening screws (1) again and

check the clearance again. Readjust if
necessary.
reserved.

Chapter 5 Brake
1
Releasing the brake mechanically
The brake must be released mechanically if:
• one of the brake coils or one of the

components essential for releasing the brake is
faulty and the vehicle must be brought out of
aisle mode quickly.
• the vehicle chassis has to be pushed during

commissioning.
0/0295
For this purpose, screw in the two hexagon socket

screws M6x16 (1) as far as they go. This pulls the
brake base-plate tightly against the body of the
magnet and the brake disc is released.
Checking the brake coils
Resistance measurement at terminal X1:

90Ω
Ω
Pins 1 und 2 Stage 2 90Ω
reserved.
Pins 3 und 4 Stage 200Ω
2 1
4 3
5/0010
Ω
200Ω

Chapter 5 Brake
Continuous release of the second stage
The "Optispeed" program module is located in the
vehicle control system. Optispeed adapts the acce-
leration and deceleration parameters for the travel
function and the ramps for the hydraulic functions to
suit the lift height.
Optispeed calculates the overall lift height from the
main lift and additional lift. The main lift is valued at
100% and the additional lift 50%.
E.g.: The main lift is raised to 5m and the additio-

nal lift to an additional 2m.
This gives: 1 x 5m + 0,5 x 2m = 6m
The 2nd braking stage is released continuously

when the entire height exceeds 6,5m according to
the Optispeed calculation.

reserved.

Chapter 5 Brake
Measuring the brake deceleration
General
The brake deceleration value is measured with the
dynometer, Id. no. W8 050 605. 6
This works on the principle of the pendulum, which 2

registers irregular movements with great precision.
During travel at a steady speed over an even

surface, the pendulum always hangs vertically and
shows zero on the dial (4). On acceleration, the
pointer deflects to the right (clockwise) and on
braking (deceleration), it moves to the left.
1
5/0115
Preparations for measurement

Moisten the rubber sucker on the underside of the
measuring instrument, then use the lever (1) to
fasten the dynometer onto a horizontal surface.
The dial must face towards the driver's seat and be 4

mounted in the direction of travel.
reserved.
Before every deceleration measurement, the

measuring case (2) must be tipped to move the 5
measuring pointer (4) to zero.
The dynometer has been set correctly to the zero

position when the measuring pointer can move 3 5/0116
almost a full turn to the left from zero and almost half
a turn to the right when the case is tipped.
The maximum pointer (3) must be moved to the me-

asuring pointer from the right using the knob at the
centre of the dial (6).
During the braking process, the maximum pointer
moves to the maximum deflection point together
with the measuring pointer and remains there when
the measuring pointer moves back to the zero
position.

Chapter 5 Brake
Checking the braking deceleration

The braking deceleration of the electromagnetic
brake must be checked so that:
• the vehicle is not braked too hard (stability of the
vehicle must be guaranteed in every situation),
• but the vehicle still brakes to a standstill within the
shortest possible braking distance.
The electromagnetic brake is activated:

• when the deadman switch is released and the
vehicle is at a standstill (no impulses from the
impulse transmitter),
• manually (EMERGENCY-STOP switch) or if an
EMERGENCY stop is initiated as the result of a
malfunction. 1
When the vehicle is braked in normal operation

(drive lever is released and deadman switch is
actuated) or during reversing, only the generator
brake system is active.
The easiest way to test the braking deceleration of
the electromagnetic brake is to accelerate the Q
reserved.
vehicle to maximum speed and then press the Q

PSA
EMERGENCY-STOP switch (1) on the operating

PSA
Fehler
console (main contactors become inoperative,

electromagnetic brake becomes operative). 0/0001
The electromagnetic brake has two separate

braking stages:
Stage 1: 62W
Stage 2: 26W
If, when the additional lift is fully lowered, the main

lift is below 6.5 m (see sheet no. 5-06), both braking
stages are activated in an emergency braking
situation, and contribute to braking of the vehicle.
If, when the additional lift is fully lowered, the main
lift is above 6.5 m (see sheet no. 5-06), the 2nd
braking stage is supplied continuously with power
and only the 1st braking stage contributes to the
braking operation.
For this reason, the maximum deceleration of both
braking stages must be checked.

Chapter 5 Brake
Checking the braking deceleration
Testing braking stages 1 and 2 together
• Drive the vehicle into an aisle with its maximum 1
load, fully lower the main and additional lifts.
• Check that it is possible to drive at full speed
(tortoise symbol (5) on operating console
deactivated).
• Mount a dynometer (1) where it can be seen
clearly and calibrate (see sheet no. 5-07).
• Accelerate the vehicle and from maximum speed
initiate an emergency braking operation by
pressing the EMERGENCY STOP switch (2) on
the operating console.
• Read the deceleration value off the dynometer:
The permissible value is 9% +2%, which 5/0115
represents a deceleration of approx. 0.9m/sec2.

2 5
Testing the 1st braking stage

• Drive the vehicle into an aisle with its maximum
load, raise the main lift above 6.5 m and fully
lower the additional lift.
Remark: The operating buttons (3) on the
Q
operating console can be used to switch PSA
over the operating console display (4) Q

PSA
Fehler
between operating hours, speed in km/h

reserved.
and the current lift height in mm.

• Check that it is possible to drive at full speed 0/0001
(tortoise symbol (5) on operating console 4 3

deactivated).
• Mount a dynometer (1) where it can be seen
clearly and calibrate (see sheet no. Bl. 5-07).
• Accelerate the vehicle and from maximum speed
initiate an emergency braking operation by
pressing the EMERGENCY STOP switch (2) on
the operating console.
• Read the deceleration value off the dynometer.
The permissible value is 5.5% +1.5%, which re-
presents a deceleration of approx. 0.6m/sec2.
Remark: If the required braking deceleration

readings are not reached the brake must
be adjusted (see sheet no. 5-10).

Chapter 5 Brake
Adjusting the braking deceleration
3
Important: The braking deceleration of the 1st
stage must be adjusted before the
2nd stage.
• Drive the vehicle into an aisle with its maximum
load, move the fork into the vehicle contour, raise
the main lift to above 6.5 m and fully lower the
Q
additional lift (see sheet no. 5-06). PSA
Q
Remark: The operating buttons (1) on the PSA
Fehler
operating console can be used to switch

over the operating console display (2)
between operating hours, speed in km/h 0/0001
and the current lift height in mm. 2 1

• Accelerate the vehicle to maximum speed.
4
• Actuate the EMERGENCY-STOP switch (3) on
the operating console and measure the max.

braking deceleration (see sheet no. 5-09).
• If the braking deceleration is less than 5.5%, the
adjusting ring (4) must be turned slightly to the
right with a hook spanner.
• Measure the deceleration again and if necessary
repeat the adjustment until the required
deceleration of 5.5%+1.5% is reached.
reserved.
• Keep the vehicle in the aisle with its maximum

load. Fully lower the main lift and additional lift
0/0295
and check that the fork is inside the vehicle
contour. 6 5
• Accelerate the veicle to maximum speed.
• Actuate the EMERGENCY-STOP switch (3) on
the operating console and measure the max.
braking deceleration (see sheet no. 5-09).
• If the braking deceleration is below 9%, the
locking screw (5) must be released and the
adjusting screw turned to the right by a quarter
turn with a hexagon socket screw key.
• Measure the deceleration again and if necessary
repeat the adjustment until the required
deceleration of 9%+2% is reached. 0/0296
• Tighten the locking screw (5).

Chapter 6 Steering
Adjusting the steering
General
Manual steering
As long as there is a difference between the set and
actual values, the steering motor is driven, to
regulate the difference to "zero". For this purpose,
the motor is driven in either a right or left-hand
rotary direction. The max. steering motor current is
limited internally to 100A.
Remark: The continuous current is approx. 30A. If

100A flows for longer than 100ms, a
short-circuit is identified and the steering Q
controller switches off. PSA

Q
PSA
Fehler
Driving onto the rail guidance system

0/0001
If both the rail switches or photoreflective cells for
1
aisle recognition are actuated and the handwheel

remains in the centre position for 2 seconds, the

vehicle switches over to rail travel (manual steering
inactive). Two-handed operation is needed to
enable travel.
Remark: The output for "straight-on take-over (rail

travel)"of the vehicle control system
(X1:24) switches to 24V once the signals
reserved.
"Ral switch LE" (X1:12) and "Rail switch

DE" (X1:34) are applied to the vehicle
control and the drive wheel is set to the
straight on position. Finally, deceleration
to v=2.5km/h is lifted.
Rail travel
The steering controller is switched internally to 7.5V
(setpoint for straight on travel) and holds the drive
wheel continuously in the position for straight-on
travel, on condition that the steering is adjusted
correctly. If the actual value deviates from the
straight-on position (smaller or larger than 7.5V), it
is regulated accordingly.
Remark: If deviation from the setpoint is >5°

during straight on travel in the aisle, the
vehicle is decelerated to v= 2.5km/h and
the LED for manual steering (1) on the
operating console flashes.
Chapter 6 Steering
Adjusting sequence
1. Switch off the vehicle (key switch, EMERGENCY-
STOP) and secure it to prevent it rolling away.
Jack up the vehicle so that the drive wheel is free.
2. Check all the electrical connections at the
potentiometers for actual and set values, steering
motor and steering controller.
3. Check the toothed gear ring of the travel drive and
steering motor for damage or wear.
4. Turn the service switch of the steering controller
to position "C" (30% drive power) (see sheet no.
6-12).
Remark: This is only necessary when a new
steering controller or a new actual
value or setpoint potentiometer has

been installed! (safety measure against
incorrect wiring).
5. Turn the offset potentiometers of the steering
controller (setpoint, actual value and steering
angle limitation) to approximately the centre
position (see sheet no. 6-12).
Remark: This is only necessary if the steering is to
reserved.
be completely readjusted or if it is found

during adjustment of the steering that a po-
tentiometer is right at an end stop.
6. Check the rotary force at the handwheel and
adjust if necessary (see sheet no. 6-04).
7. Set the retaining force in the straight-on position
(see sheet no. 6-04).
8. Set potentiometers RT1 and RT2 on the operating
console to standard values (see sheet no. 6-05).
9. Set the setpoint potentiometer (see sheet 6-06)
10. Set the actual value potentiometer (see 6-07).
11. Set the max. steering angle (see sheet no. 6-08).
12. Lower the vehicle from the jack again.
13. Correct the straight-on position with actual value
and setpoint offset potentiometers (see 6-09).
14. Teaching-in for wheel position display (see 6-10).

Chapter 6 Steering
Setting the steering controller potentio-
meter to the central position
14
X1
13
12
11
10
9
Potentiometers (1) to (3) of the steering controller
should be moved to their central position before the
8
7
steering is adjusted. This is a precaution for fine
6
5
4
3
adjustment, so that a potentiometer does not reach
2
1
its end stop too soon, where it cannot be turned
any further.
X2
Remark: This is only necessary if the steering is
4
3
to be completely readjusted or if it is
2
1
found during adjustment of the steering 1
that a potentiometer is right at an end
stop. 90° 2
I 3
The potentiometers can be set to approximately the
S
centre as follows:
F 0 12
• Turn potentiometer anti-clockwise until it rea- D
E 3
4
C 5
ches the end stop, counting the turns as you do B

A
9 8 7
6
so.
reserved.
• Turn the potentiometer until you hear a quiet X3

6
5
clicking sound.
4
3
2
1
Remark: If there is no audible click at the end,

the potentiometer must be turned in OK green
one direction by 20 revolutions. Then
turn the potentiometer back in the I red
opposite direction by approx. 10
S red
revolutions.
• Turn it back clockwise by half the number of

X4
8
7
revolutions.
6
5
4
3
2
1
5/0123

Chapter 6 Steering
Adjusting the turning force of the

handwheel
1
In order to prevent the handwheel (1) turning
accidentally when it is touched, there must be a
certain amount of friction between the handwheel
axis (2) and the guide.
7
This degree of friction can be altered by turning the
adjusting screw (4).
4 3
5
6
Adjusting the retaining force in the
straight on position
A spring-loaded ball centres the handwheel in the 8

straight-on position (notch in the handwheel axle).
The retaining force is increased by turning the 2
adjusting screw (5) to the right. Lock with nut (6).
reserved.
End stop
6/0175
The mechanical end stop functions when a vertical

pin (7) hits a horizontal pin (8).

Chapter 6 Steering
Adjusting potentiometers RT1/ RT2 1 2 5
There are 2 potentiometers (1, 2) on the operating
console board. These potentiometers limit the power
supply of steering potentiometer 3R8. If they are turned
fully to the left, the potentiometer resistance is 0Ω.
• Potentiometers must always be set symmetrically on

rail guided vehicles, i.e. the resistance value must be
equal for both potentiometers, otherwise the steering
angle is asymmetrical.
Remark: The resistance value of RT1 can be me-

asured at plug-in contacts X55.1 and
X55.2 (3). The resistance value of RT2
can be measured at plug-in contacts
0/0278
X56.1 and X56.2 (4).
Connector X7 (5) must be disconnec-
ted for the resistance measurement! 3 4
• The resistance values must be set so that when the

drive wheel is turned to 90°, the handwheel for the

steering on the operating console is at the mechanical
end stop. 3R8
Standard value for RT1 (1) and RT2 (2) on rail guided .
X56.1
. 5KΩ .
X55.1
.
2KΩ 2KΩ
vehicles: 1600Ω
RT2
.2 RT1
Remark: You can also check that the potentio-
meters are set correctly by taking a
. Ω Ω
.
reserved.
voltage measurement. When the vehicle

has just been switched on, the setpoint
should be at approx. 2.5V, and the max. .
X56.2
. .
X55.2
setpoint should be at approx. 12.5V. It is 6/0183
important to ensure that both potentio-
Resistance measurement
meters are set the same.
If the resistance is set too low, the drive wheel turns by

more than 90°, and if the resistance value is set too 3R8
high, the 90° steering angles are not reached.
.
X56.1
. 5KΩ .
X55.1
.
2KΩ 2KΩ
Remark: If the setpoint or actual value is less than
2.2V or if the setpoint or actual value RT2
.2 RT1
exceeds 12.8V, the steering controller fails
. V
≈12,5V
V
≈2,5V
.
. . .
6/0183.1
Voltage measurement

Chapter 6 Steering
1
Adjusting the setpoint potentiometer
• Switch on the vehicle

• Allow the handwheel (1) to engage in the cen-
tral position.
• Release the threaded pins (2) with a 1.5mm
hexagon socket screw key.
• Prepare the voltage measurement against
7.5Vref. (steering controller terminal X1:14) at
the steering controller terminal X3:2 (steering
setpoint).
• Turn the shaft of the setpoint potentiometer (3)
until the measuring device shows exactly 0V.
The arm of the potentiometer is now in the
central position.
• Tighten threaded pin (2) again.
• Check the setting again.
2
reserved.
6/0175
3R8 3
5KΩ
2KΩ 2KΩ
RT2 RT1
. .
.
15V .
Sollwert
0V
(X3:2) V 0V (X3:3)
(X3:1)
Vref = 7,5V 6/0183.2

(X1:14) 8-0219

Chapter 6 Steering
Adjusting the actual value potentiometer
Remark: If a new actual value potentiometer or a
new steering controller has been
installed, the output power should be
reduced at the service switch (see sheet
no. 6-12), to prevent damage to the
steering in the event of reverse voltage.
• Set the drive wheel to the straight-on position.
• Switch off the vehicle.
1
• Release the two nuts from the flange (1) to
remove the actual value potentiometer (2) from
the steering motor. 2
• Set the 10KΩ actual value potentiometer exactly

to the centre position (ohmically).
• Screw on the potentiometer with the flange with
holes (3) so that is has to be adjusted as little as 0/0315

possible.
Remark: The holder for the actual value potentio-
meter must be mounted loosely, for the
event that the shaft does not run
concentrically.
Note: Take care with the cable guide for the

reserved.
connecting cable of the actual value

potentiometer. The connecting cable 3
must be secured to the chassis so that it
does not get caught in the steering
mechanism!
• Switch on the vehicle.
• Actuate the deadman switch.
Remark: If the max. current has previously been
limited at the service switch, the switch
must be reset to its normal position "7"
after approximate adjustment of the
drive wheel has been carried out.
• The drive wheel must be set exactly to straight on
by adjusting the threaded rod (3). If the deviation
from the ideal centre position is large, the 0/0336
threaded rod must be adjsted along the fastening
rail (4). If the deviation is minimal, the threaded 4
rod can be turned accordingly.
• Check the function.
Chapter 6 Steering
Setting the maximum steering angle
14
X1
13
12
11
Remark: If a new actual value potentiometer or a
10
9
new steering controller has been instal-
led, the output power should be reduced
8
7
at the service switch (1) (see sheet no.
6
5
6-12). This prevents damage to the
4
3
steering in the event of reverse voltage.
2
1
X2
• Press the deadman's switch.
4
3
• Carefully turn the handwheel on the operating
2
1
console to the right or left-hand stop.
• The max. steering angle must be 90° on both 2
sides. The drive wheel must not hit the 90°
mechanical steering stop.

• If the steering angle is too small, the I
potentiometer for the max. steering angle (2)
must be turned to the left, to increase the S
steering angle. 1
• If the steering angle is too large, the F 0 12
E 3
potentiometer for the max. steering angle (2) D
C
4
5
B 6
must be turned to the right, to decrease the A
9 8 7
steering angle.
reserved.
• The steering angle is set correctly when a

steering movement of max. right to max. left and X3
6
5
back can be made in service position "7".

4
3
2
1
Remark: If a steering angle of 90° cannot be

reached even by adjusting the
potentiometer, proceed as follows:
OK green
- Move the potentiometer into the central
position (see sheet 6-03).
I red
- Switch off the vehicle.
- Decrease potentiometers RT1 and RT2 S red
on the operating console by approx.
100Ω (see sheet 6-05).
- Turn the handwheel into the central X4
8
7
position.
6
5
- Switch on the vehicle.

4
3
- Proceed as described above.

2
1
5/0123

Chapter 6 Steering
a) Rail travel
14
X1
13
12
11
• Activate both rail switches.
10
9
• Use a straight line on the floor or a point in the di-
stance as a guide for checking straight-on
8
7
travel.
6
5
4
3
• Drive the vehicle straight on forwards.
2
1
• If the vehicle moves sideways by less than 0.5m
over a distance of 10 m, the straight-on setting is
in order.
• If the deviation is larger, it must be corrected with X2
4
3
the actual value offset potentiometer (1).
2
1
• Straight on movement must be checked in
forwards and reverse travel.
• Preparation for steering adjustment "Free travel": 90°
1
- Take a voltage measurement between the

steering actual value (X2:2) and reference I
2
voltage 7.5V (X1:14) at the steering controller.
- Make a note of the voltage reading on the S
display (e.g. 0.085V)
F 0 12
E 3
D 4
C 5
B 6
A
9 8 7
b) Free travel
reserved.
• Enable one rail switch. If the steering is not yet

X3
6
5
set correctly, this will cause the drive wheel to

4
3
turn or jerk slightly.

2
1
• Set the offset potentiometer for the setpoint (2) so

that the voltage measurement
between the actual value and reference voltage
OK green
produces exactly the same value as that pre-
viously measured in the rail guide (in our example I red
this was 0.085V).
• The steering is now set correctly. When the rail S red
switch is activated and subsequently

enabled, the drive wheel should not jerk. If it
does, the actual value and setpoint must be X4
8
7
reset again correctly.

6
5
4
3
2
1
5/0123

Chapter 6 Steering
Teaching-in the wheel position display
The wheel position display (1) on the operating
console represents the position of the drive wheel
(actual value).
In the event that the green LED (2) on the wheel
position display does not light up, although the
steering has been set exactly with the drive wheel PSA
and handwheel in the centre position, but instead
one of the yellow LEDs lights up, a teaching-in PSA
Fehler
process must be carried out for the wheel position 0/0001

display.
2 1
Teaching-in the wheel position display:
• Switch the vehicle control to USER mode
• Set the steering to straight on.

• Press the button for 2-handed travel in an
aisle (3) and at the same time briefly press
the acknowledgement key (4).
Q
Remark 1: When the two buttons for "2-handed PSA
travel in an aisle and "acknowledge- Q

PSA
Fehler
ment" are pressed at the same time,

reserved.
the sound emitter on the operating 0/0001

console emits a brief tone and the
3 4
green LED (2) on the wheel position
display lights up.
Remark 2: When the vehicle control system is in

USER mode, the maintenance LED
flashes. The vehicle can be operated
in this mode without any limitations.
When the vehicle is switched off and
then on again, the system is switched
back from USER mode to normal ope-
ration.

Chapter 6 Steering
Steering controller
Description
14
X1
13
Remark: The steering controller must be isolated
12
11
from the vehicle chassis when it is fitted.
10
9
Safety test
8
7
After a supply voltage of 1+24V has been applied to
6
5
X1.1 and 2+48V to X1.10, a safety test is carried out.
4
3
The error memory checks the opened contact of the
2
1
steering contactor 3K1 via the R, L and + terminals. If
the result of this safety test is positive, the "Safety re-
lay" output (X1:9) is set and the relay 3K1 picks up. X2
4
3
3K1 closes its contact and 48V are applied to R, L
2
1
and +.
A green LED OK (1) indicates that the error memory

has sent an enable signal. 90°
The enable signal is removed (green LED goes off) if:
• Signal 2+48V is missing at X1.10 I

• There is a power supply error (internal 15V/7.5V) S
• The external power supply is missing
F 0 12
• The steering contactor contact is not open before D
C
E 3
4
5
the test B
A
9 8 7
6
• There is an actual value error (red LED (2)) e.g.

reserved.
cable to actual value potentiometer is broken

X3
6
5
• There is a setpoint error (red LED (3)), e.g. cable

4
3
to setpoint potentiometer is broken

2
1
• There is an output stage error

1
• There is a controller error
OK green 2
• There is a short-circuit error
I red 3
External enable
The output stage is enabled internally via input X1.3 S red
(deadman's switch). This causes the "Steering OK"

output (X1.8) to be set. Via this output, the vehicle
control system (FZS) is informed that the steering is X4
8
7
ready for operation. If this does not occur, the brake

6
5
is not released! The steering remains active for about

4
3
2 seconds after X1.3 (enable) is switched off.

2
1
Remark: The error memory also switches the

5/0123
"Steering OK" output (X1.8) if errors oc-
cur.
Chapter 6 Steering
Steering Controller
Guide to potentiometers and LEDs
14
X1
13
12
(1) Adjusting potentiometer for max. steering
11
angle
10
9
8
(2) Actual value offset potentiometer
6
5
(3) Setpoint offset potentiometer
4
3
2
1
(4) Service switch
(5) LED for "Steering OK" enable
(6) LED for actual value error X2
4
3
(faulty potentiometer, cable breakage,
2
1
contact weakness, Actual value <2,2 or actu-
al value >12,8V) 1
(7) LED for setpoint error
90° 2
(faulty potentiometer, cable breakage,

contact weakness, setpoint <2,2V or setpoint I

>12,8V) 3
S
4
Service switch F 0 12
E 3
D 4
The service switch can be used to reduce the C
B
A 6
5
9 8 7
output of the steering output stage for steering
reserved.
adjustment. The service switch may only be turned

to a maximum setting of "F" (not a
X3
6
5
continuous switch).
4
3
2
1
Switch position Output

Normal operation 7 100% 5
Max. reduction of C 30% OK green 6

the output stage
I red 7
Reduction of the D 40%
output stage S red
Reduction of the E 50%

output stage
X4
8
7
Min. reduction of F 60%

6
5
the output stage

4
3
2
1
After adjustment work, the switch must be reset to

its normal operating position "7". 5/0123

Chapter 6 Steering
Steering controller
Pin assignment X1
Pin Type Signal Description
14
1 Input 24V 1+24V supply voltage X1
13
2 - - not occupied
12
11
3 Input 24V Enable (deadman switch)
10
9
4 Input 24V Actual value, straight on (FZS, X1:24)
8
7
5 - - not occupied
6
5
6 - - not occupied
4
3
7 Output 24V Setpoint > 5°
2
1
8 Output 24V Steering OK
9 Output 24V Safety relay (selection of 3K1)
10 Input 2+batt. EMERGENCY-STOP chain closed
11 - - not occupied X2
4
3
12 - - not occupied
2
1
13 - - not occupied
14 Output 7.5Vref not occupied, 7,V reference voltage
90°
Pin assignment X2 I
1 Output 15V 15V supply voltage, actual value S
potentiometer (approx. 13.7V with load)
2 Input - Actual value 7.5V± 4.5V
F 0 12
3 Output 0V 0V supply voltage, actual value D
E 3
4
C 5
potentiometer (approx. 1.3V with load) B
A
9 8 7
6
4 - - not occupied
reserved.
X3
6
5
Pin assignment X3
4
3

2
1
1 Output 15V 15V supply voltage, setpoint

2 Input - Setpoint 7.5V± 5V
3 Output 0V 0V supply voltage, setpoint OK green

4 - - not occupied I red
5 - - not occupied
S red
6 Output 24V take-over, straight on (FPS, X11:13)
X4
8
7
Pin assignment X4
6
5
Remark: Connector X4 is only required for inductive wire

4
3
guidance (LR80). The steering controller is used as a

2
1
steering output stage with inductive wire guidance

systems.
5/0123

Chapter 6 Steering
Steering controller
Main current connections,
steering controller 2+80V
3K1
(1) + 80V supply via contactor 3K1

(2) Steering motor field connection (left)
(3) Steering motor field connection (right)
(4) 0V
1 3
2
5/0510
4
reserved.
3 4
1 2
+ 80V L R 0V
5/0505

Chapter 6 Steering
Steering motor
General
The servo unit is made up of an electric motor and
a flange-mounted gear (1) and (2).
The motor is fitted with two separate series field
windings, so that clockwise and anti-clockwise
rotation are possible without changing the polarity.
The ball bearings are maintenance free. If the ball 2
bearings are removed when repairs are carried out,
they must be replaced. The bearings must also be 4
replaced after about 25,000 operating hours.
The gear is greased for the duration of its operating
life and is therefore maintenance free. 1 3
Terminal markings on terminal board

A1 = Armature
Dr/D1 = Field 1 for clockwise rotation
9/0021a
Dl/D2 = Field 2 for anti-clockwise rotation

The carbon brushes must be replaced when they
have worn down by 50% of the original length.
A complete set of carbon brushes must always be
replaced (4 brushes).
Carbon brush (3)
Brush spring (4)
reserved.

Replace at residual length: 14mm
Emergency steering
When the vehicle is switched off, a hexagon socket
screw key (5) can be used to turn the axis of the
steering motor, so that the drive wheel can be set to
the required position.
Remark: In order to make this adjustment to the
drive wheel when the vehicle is switched
off, the vehicle must be raised slightly
with a jack or similar tool.
Maintenance
For instructions on maintenance, please refer to the
description of the drive motor (see sheet no. 2-07). 0/0314

Chapter 7 Mast
Removing the mast
Remark: When the mast is installed or removed,

the attachment, including the support,
must be mounted or removed. The
lowest crossbar (1) of the almost
vertically positioned mast can then be
guided more easily round the oil tank
(2).
0/0317
1 2
• Raise the cab by approx. 10 cm and support the

attachment from below (3).
Height: Height:
approx. 6cm approx. 20cm
reserved.
0/0321
3
• Disconnect the electrical (4) and hydraulic (5)

connections from the attachment.
0/0337
4 5

Chapter 7 Mast
Removing the mast
• Release the locking screw (1) that secures the

support on the underside of the cab.
0/0323
1
• Releae the hexagon socke screws (2) that secure
the support on the underside of the cab.
0/0322
2
• Unscrew the support from the cab (3).
reserved.
0/0324
3
• Use a low lifter to raise the attachment with the
support by about 16mm and pull it out at the front
(4)
0/0325
4
Chapter 7 Mast
Removing the mast
• Lower the cab entirely.
• Close the mechanical stop valves (1) of the main

lift cylinders.
• Remove the battery.

0/0327
2
• Disconnect the electrical connections (2) and
hydraulic connections (3) for the attachment on
the mast.
0/0326
3
• Disconnect the hydraulic supply lead to the main
lift cylinders (4).
reserved.
0/0320
4 1
• Ensure that the hydraulic supply leads to the

main lift cylinders are pulled out taut through the
opening in the chassis so that the hydraulic leads
are not damaged when the mast is removed.
Remark: Alternatively, the hydraulic supply
leads to the main lift cylinders can be
drawn back into the battery compart-
ment while the mast is being removed
or installed.
0/0342
3
Chapter 7 Mast
Removing the mast
1
• Release the electrical connection to the reference
switch (1) for the main lift function and draw it
back to the battery compartment.
0/0319
4 3
• Open the mast bearing (2), first checking that it is
clearly marked.
• Remove both the mast clamps (3).
Remark: Do not confuse the shims with one

another (4).
reserved.
0/0318
2
• Attach lifting gear to the mast.
• Lift the mast vertically upwards until the lowest

mast strut (5) of the outer mast is just below the
lower edge of the tank (6).
Important: Ensure that the hose connection
points on the tank are not damaged!
0/0317
5 6

Chapter 7 Mast
Removing the mast
• Lift the mast horizontally forwards and out of the

chassis.
• Lay the mast on 2 squared timbers (1) to lay it

down.
0/0329
1
• Carefully lay down the mast.
• Also support the upper part of the mast with 2

pieces of wood (2).
0/0328
1
Installing the mast

reserved.
To install the mast, follow the instructions for

removal in reverse order (see sheet no. 7-01).
Note: On installation of the mast, the hydraulic

leads to the main lift cylinders must be
pushed through the opening in the
chassis (3) to the outside, otherwise 0/0330
there is a risk that the hydraulic leads 2
may be damaged.
Alternatively, the hydraulic supply
leads to the main lift cylinders can be
drawn back into the battery compart-
ment while the mast is being removed or
installed.
Remark: Do not reconnect the electrical and

hydraulic connections until the mast is
fully installed.
0/0342
3
Chapter 7 Mast
Mast table
Mast type Height Cylinder diam. max. lift height
(mm) (mm) (mm)
Tele 2500 55 2470
Tele 2600 55 2670
Tele 2700 55 2870
Tele 2800 55 3070
Tele 2900 55 3270
Tele 3000 55 3470
Tele 3100 55 3670
Tele 3200 55 3870
Tele 3300 55 4070
Tele 3400 55 4270
Tele 3500 55 4344
Tele 3600 55 4544
Tele 3700 55 4744
Tele 3800 55 4944
Tele 3900 55 5144
Tele 4000 55 5344

Tele 4100 55 5544
Tele 4200 55 5744
Tele 4300 55 5944
Tele 4400 55 6144
Tele 4500 55 6344
Tele 4600 55 6544
Tele 4700 55 6744
Tele 4800 55 6944
reserved.
Tele 4900 55 7144

Tele 5000 65 7330
Tele 5100 65 7480
Tele 5200 65 7630
Tele 5300 65 7780
Tele 5400 65 7980
Tele 5500 65 8180
Tele 5600 65 8380
Tele 5700 65 8580
Tele 5800 65 8780
Tele 5900 65 8980
Tele 6000 65 9180
Tele 6100 65 9380
Tele 6200 65 9585
Tele 6300 65 9795
Tele 6400 65 10000

Chapter 7 Mast
Mast table
Mast type Height Cylinder diam. max. lift height
(mm) (mm) (mm)
Triplex 2450 65 3610
Triplex 2800 65 4330
Triplex 2900 65 4630
Triplex 3000 65 4930
Triplex 3100 65 5230
Triplex 3200 65 5530
Triplex 3300 65 5780
Triplex 3400 65 6030
Triplex 3500 65 6280
Triplex 3600 65 6530
Triplex 3700 65 6780
Triplex 3800 65 7030
Triplex 3900 65 7280
Triplex 4000 65 7530
Triplex 4100 65 7780
Triplex 4200 65 8030

Triplex 4300 65 8280
Triplex 4400 65 8530
Triplex 4500 65 8780
Triplex 4600 65 8930
Triplex 4700 65 9080
Triplex 4800 65 9180
Triplex 4900 65 9480
Triplex 5000 65 9780
reserved.
Triplex 5100 65 10000

Triplex 5200 65 10380

Chapter 8 Vehicle control system
General
The vehicle control system (FZS) 8U60 (1) is the
"headquarters" of the vehicle. The vehicle control
system is connected via the CAN bus to the
operating console, the travel and pump control
(FPS) and the load handling controls (LAS) in the
attachment.
All input signals are connected to the vehicle control
either directly or via the CAN bus.
The vehicle control system contains the entire
vehicle program.
If the parameters need adjusting or a new vehicle
program is to be loaded, this work must be carried
out with a notebook computer. The notebook can be
connected at one of the two diagnosis points in the
driver's cab or in the controls compartment.
Description 0/0285
• The input signals and linked input signals are 1

processed in real time.
• Operation under extreme conditions is possible
(temperature range from -40°C to +80°C).
• All inputs and outputs are resistant to excess
reserved.
voltage and short circuits. In addition, all the

outputs can be diagnosed, i.e. the diagnosis
software can determine whether there is a short
circuit or lead interruption at an output.
Remark: All the outputs except the select signals
for the brake, the select signals for the
safety relays K33 and K34 and the
acknowledgement signal are supplied
with 2+24V. If a malfunction occurs in the
vehicle, all the outputs except those
specified above are switched off by an
internal safety relay.
• There is a high degree of protection against
electromagnetic interference.
• Parameters and configuration of the vehicle are
stored in a non-volatile memory (EEPROM).
0/0284

Pin assignment

1 Output 0V 0V supply voltage, potentiometer,
height measurement of main lift
2 Output 0.1A Travel direction LE (forwards)
3 Output 0.1A Aisle recognition LR80
4 - - not occupied
5 - - not occupied
6 Input 0-8.5V Setpoint potentiometer,
height measurement of main lift
7 Input 24V Chain monitoring switch, right
(NO contact)
8 Input 24V Steering lock LR80
9 Input 24V Setpoint, steering >5° ---> deceler-
ation LR80
10 Output 0-20mA Selection of electromagnetic
brake (2nd stage)
11 - - not occupied
12 Input 24V Rail switch LE (actuated = 24V)
13 Input 24V Aisle recognition - outside
(actuated = 0V)
14 Input 24V Act. val, steering >3° (actuated = 0V)
15 Input 24V Chain monitoring switch, left
(NC contact)
16 Input 24V EASS, Input 2
reserved.

20 Input 0-10V Incremental encoder, drive motor
(Signal B)
21 Input 0-24V Incremental enc, height measurement
main lift (Signal B)
22 - - not occupied
23 Output 8.5V/1A 8.5V supply voltage, potentiometer,
height measurement main lift
24 Output 0.1A Take-over, straight-on (rail travel) 0/0253
25 Output 0.1A Travel direction DE (reverse)
26 - - CAN bus (low)
27 - - CAN bus (high)
28 Input 20mA Control on/off at key switch
29 Input 0-8.5V Adapted actual value, steering
30 Input 24V Chain monitoring switch, left
(NO contact)

Pin assignment

31 Input 24V Automatics LR80
32 Input 4.5/6.5V Selection USER/SUPERUSER mode
(rotary knob on A13, supplied with
1+24V via fuse F11, see sheet no.
13-01)
33 - - not occupied
34 Input 24V Rail switch DE (actuated = 24V)
35 Input 24V Aisle recognition - inside
(actuated = 0V)
36 Input 24V Ref. switch, height measurement
main lift (actuated = 24)
37 Input 24V Chain monitoring switch, right
(NC contact)

42 Input 0-10V Incremental encoder, drive motor
(Signal A)
43 Input 0-24V Incremental enc, height measurement
main lift (Signal A)
44 - - not occupied
45 Output 0.1A Acknowledgement, mobile personal
safety eqipment
reserved.
46 Output 1A Selection of valve, lift main lift

47 Output 1A Selection of valve, lower main lift
48 Output 1A Selection of valve, ancill. movements
49 - - not occupied
50 Output 0.1A EMERG-STOP circuit 1(0V selection
relay K34)
51 Output 0.1A EMERG-STOP circuit 2 (0V selection
relay K33)
52 Output 0-20mA Selection of electromagnetic brake
0/0253
(stage 1)
53 Input 0V 0V supply voltage for expansion
module 1 of the vehicle control sys.
54 Input 24V/1A 1+24V supply voltage for vehicle
control system (buffered via 7A22)
55 Input 0V 0V supply voltage for vehicle control
56 Input 24V 2+24V supply voltage for
outputs of vehicle control system
outputs of the vehicle control system

Pin assignment

outputs of the vehicle control system
59 - - not occupied
60 - - not occupied
61 Output 2A Horn
62 Output 1A Warning light
63 Output 2A Selection of motor for steering
angle limitation, LR80
64 - - not occupied
65 Input 0V 0V supply votlage for expansion
module 1 of vehicle control system
66 Input 0V 0V supply voltage for expansion
module 2 of vehicle control system
67 Input 24V 1+24V supply voltage for outputs of
expansion module 2 of vehicle control
system
68 Input 24V 1+24V supply voltage for outputs of

expansion module 2 of vehicle
control system
reserved.
0/0253

Chapter 9 FPS
General
The travel and pump controller A10 (1) contains the
control and regulating electronics and the
ouput electronics for the travel and pump motor.
The travel and pump controller (FPS) is installed in
the top right-hand corner of the controls compart-
ment.
The connections for the control and regulating
electronics, the CAN bus connection and the
connections for the field coil of the travel and pump
motor are located to the right-hand side of the FPS.
The main current connections for the battery and the
armature coil connections of the travel and pump 0/0246
1
motor are located to the left-hand side of the FPS. 3 4
The base plate of the control unit is made of
aluminium and is fastened to the chassis with 6
screws.
Mounted to the left of the FPS on the base plate,
there is always a fan (5) and an additional
electronics unit, the negative feeder module A14 (6)

Remark: The housing of the FPS is potential free.
0/0247
reserved.
Terminals 2
5 6
Control and logic unit
(2) 42 pin connector X11 (control and logic leads)
(3) CAN bus interface connector X18
(4) Terminal strip X17 for the field coil of the
drive and pump motors
X17.1 F1 (drive motor 1M3)
X17.2 F2 (drive motor 1M3)
X17.3 F1 (pump motor 2M1)
X17.4 F2 (pump motor 2M1)
Power section
1 Battery -
2 not occupied 0/0297
3 not occupied
4 not occupied
5 A1 drive motor 1M3 5 1 6 2 3 7 4 8
6 A2 pump motor 2M1
7 A2 drive motor 1M3 8/3066
8 Battery + / negative feeder module
Chapter 9 FPS
Pin assignment X11
1 Input +Batt. 80V supply voltage for the control and
logic section of the FPS
2 Input +Batt. 1+80V voltage to closed relay
contacts K33 and K34
3 Input 24V Status negative feeder module A14
4 Output PWM Clocked 0V power supply for
main contactors K1 and K2
5 Input 24V Deadman switch signal
6 Input 24V Steering OK
7 Input 0V 0V supply voltage for control and logic
section of the FPS
8 Input 0V 0V supply voltage for control and logic
section of the FPS
9 - - not occupied
10 Output 24V 1+24V supply voltage for electronics
of the negative feeder module A14
11 Output 10V 10V supply voltage for the incremental

encoder of drive and pump motors

12 Input 10V Incremental encoder signal,
drive motor (channel A)
13 Input 24V Actual value, straight on (steering
controller takes over rail travel)
14 Input 24V Inductive wire guidance OK (24V =
Inductive wire guidance is OK)
15 Input +Batt. 1+80V after key switch
reserved.
16 - - not occupied
17 Input +Batt. Carbon brush monitor, pump motor
(80V = carbon brushes OK)
18 - - not occupied
19 - - not occupied
20 - - not occupied 8/0123
21 Input 24V Steering angle limiter locked
(3S34) (24V = locked)
22 Output 1.3mA + supply for temperature sensor
of drive and pump motors
23 Input 10V Temperature monitor, drive motor
24 Input 10V Incremental encoder signal, pump
motor (Channel A)
25 Input 10V Incremental encoder signal, drive
motor (Channel B)
26 Input 24V Steering angle limiter unlocked
(3S33) (24V = unlocked)
27 Input 24V Mobile personal safety equipment -
travel cutout

Chapter 9 FPS
Pin assignment X11
deceleration
29 Input +Batt. Carbon brush monitor, drive motor
(80V = carbon brushes OK)
30 - - not occupied
31 - - not occupied
32 - - not occupied
33 - - not occupied
34 Ausgang 24V Activate negative feeder module A14
35 - - not occupied
36 - - not occupied
37 - - not occupied
38 Input 10V Temperature monitor, drive motor
39 Input 10V Incremental encoder signal,
pump motor (Channel B)
40 - - not occupied

error
mode
8/0123
reserved.

Chapter 9 FPS
Block diagram
+Batt.
+Batt.
K36
+Batt.
K33
Key switch
K34
X11:15 X11:1 X11:2

Deadman switch X18:1 Vehicle
2+24V X11:5
CAN bus
X18:2 control
LR80 Ind. wire guid. OK X11:14 Steering OK

X11:6
Str. controller
Actual val., straight on output stage
X11:13
PSA - stop X11:27

PSA - deceleration Locked (3S34)
X11:28 X11:21
Steering
PSA PSA - error FPS Unlocked (3S33) angle limiter
X11:41 X11:26
PSA - mode X11:42 Control und

logic unit 2M1
X11:17
CBM
pump motor 1+Batt.
+10V
• X11:11 1M3
Speed Signal N1
X11:25 CBM
sensor, X11:29
drive motor 1+Batt.
Signal N2
drive motor X11:12 K
0V
Main contactors
X11:4
+10V 0V K1 K2 2+Batt.
reserved.
Speed Signal N2
X11:39
sensor, Signal N1 υ
X11:24 Temp. mon. 2M1
pump motor 0V
X11:38
υ
Temp. mon. 1M3
X11:23 •
Negative feed X11:34
Negative Sensor +
1+24V X11:22
X11:10
feeder module Status X11:3 X11:7
0V
0V
X11:8
1V04 X17:1
1V21 1M3
FPS X17:2
K1 K2
+ power section X17:3
Battery • • 8 2M1
80V • 1 X17:4
6 5 7
Neg.
feeder M M
module
2M1 1M3

Chapter 9 FPS
Signal processing
The following signals are sent from the vehicle
control system (FZS) via the CAN bus to the travel
and pump controller (FPS):
• Travel setpoint
• Hydraulics setpoint
• Travel direction signal LE or DE
• Maximum speed (depends on situation)
• Deceleration (depends on situation)
• Acceleration and delay values
(lift height dependent)
The following signals are sent from the FPS via the
CAN bus to the FZS:
• Control system OK
• Actual speed
• Actual speed of the pump motor
The following signals are connected to the FPS and

are sent via the CAN bus to the FZS:

• Mobile personal safety equipment - stop
• Mobile personal safety equipment -
deceleration
• Mobile personal safety equipment - error
• Mobile personal safety equipment - mode
• Steering OK
• Actual value, straight on (rail travel)
reserved.
• Steering angle limiter locked (3S34)

• Steering angle limiter unlocked (3S33)
Remark: These signals are not evaluated by the

FPS.
The following signals are connected to the FPS and

are evaluated by the FPS:
• Deadman switch signal
• Temperature monitor, travel motor
• Temperaturr monitor, pump motor
• Carbon brush monitor, drive motor
• Carbon brush monitor, pump motor
• Incremental encoder signal, drive motor
• Incremental encoder signal, pump motor

Chapter 9 FPS
Response of the main contactors
General
Main contactors K1 and K2 are connected directly to +Batt.
the FPS in series.
The main contactors cannot pick up unless the
vehicle is switched on, the EMERGENCY-STOP
chain is closed and no errors have occurred in the K36 7A22
FPS.
1+Batt .
K33
Description K34
When the battery plug is plugged into the vehicle,
+Batt. is applied to pin X11:1 of the FPS.
If the key switch is turned on, 1+batt is applied to
X11:15. . A13 .
If the EMERGENCY-STOP chain has been closed
and 1+Batt is applied at X11:2 to relay contacts K33
and K34, an internal K-relay of the FPS is selected. X11:1 X11:15 X11:2
The NO contact of the internal K-relay causes a
pulsed "0V" signal from the FPS to be applied to the 0V

main contactors (X11:4) so that they can become FPS
operative.
K
X11:4
Remark: All 3 voltages (+Batt., 1+Batt. and 1+Batt
to K33 and K34) must be applied in order K1
for the main contactors to pick up and
K2
remain operative.
reserved.
If this is not the case or if the FPS has

detected an error internally, the internal
K-relay of hte FPS is not selected and the
main contactors do not pick up or drop
out.
The main contactors are selected by means of

current regulation. The pick-up current is approx.
1.1A and the holding current 0.55A.

Chapter 9 FPS
Control OK
The "Control OK" signal from the FPS is needed by
the vehicle control system (FZS) for the travel
function.
The following conditions must be met in order for the

"Control OK" signal to be sent from the FPS to the 1+Batt.
FZS via the CAN bus:
7A22
K33
• the main contactors must have picked up
2+24V K34
(see sheet no. 9-06)
and
• no internal errors may have occurred in the
FPS
Deadman
switch
.
and
• the deadman switch must be actuated
X11:5 X11:2
0V
FPS
K
X11:4
Control OK K1
(via CAN
K2
bus)
reserved.
FZS

Chapter 9 FPS
Temperature monitor for the drive
and pump motors
General 1M3 2M1
A temperature sensor is built into the carbon brush υ
υ
yoke of the drive and pump motors as a temperature •
detector. 1.3mA U1M3 U2M1
The temperature sensors are temperature- 1.3mA
dependent resistors. As the temperature increases,
X11:22 X11:23 X11:38
the resistance of the sensor also increases. As the
resistance increases, the voltage drop over the
sensor increases. If the voltage drop of a FPS
temperature sensor exceeds a specified value, the
relevant motor is switched to emergency operation.
Description
A continuous current of 1.3mA flows through the
temperature sensors that are connected in series. At
a motor temperature of approx. 20°C, the voltage
drop over the temperature sensors of U1M3 and
U2M1 is about 0.7V each.

Q
If the temperature of a motor increases significantly
PSA
and the voltage drop exceeds 2V, the relevant motor
is switched to emergency operation. The armature PSA
Fehler
current is reduced to about 25% of the maximum

armature current. The following error codes appear
on the operating console display (1): 0/0001
"FE2197" for excess temperature in the drive motor,

reserved.
"FE2198" for excess temperature in the pump motor. 1

Remark:
A voltage drop of about 2V by a temperature sensor
represents a temperature in the motor between the
carbon brushes and stator of about 160°C.
Temperature Resistance
Testing the temperature sensors °C Ω
To test the temperature sensors, the plug-in
connection X15 to the motor in question is 25 600
disconnected. The resistance is then measured 50 720
at the sensor end between pins X15:4 and X15:1.
Finally, the temperature at the motor housing must 70 840
be measured. 100 1020
The measured values must correspond with those
shown in the table to the right ±20Ω. 130 1220
Remark: The temperature sensor is mounted in 150 1360
faulty, the entire carbon brush yoke must 160 1450
be replaced

Chapter 9 FPS
Temperature monitor for the FPS
General
A temperature sensor is mounted on the power unit
in the FPS.
The output power of the drive and pump motors is
reduced according to the temperature of the power
section. The reduction in output begins at approx.
Q
60°C. At the same time, the error code "FE2053",
appears on the operating console display (1), see PSA
sheet no. 35-18. PSA

Fehler
0/0001
1
reserved.

Chapter 9 FPS
Carbon brush monitor for the drive
and pump motors
1 2
General
The carbon brush yokes (1) in the drive and pump
motors are fitted with monitoring switches (normally
closed contacts) (2). When the brushes are shorter
than the permissible remaining brush length, the
switch is opened by the brush springs.
This switching signal is sent on to the FPS via signal
leads (3) and (4). 3
4
Remark: There are double sets of carbon brushes 6/0172
(5) fitted in the pump motor. New carbon brush
Description 1 2
If the carbon brush monitor for the drive motor is
triggered, error code "FE2195" appears on the
operating console display, see sheet no. 35-21.
If the carbon brush monitor for the pump motor is

triggered, error code "FE2196" appears on the ope-

rating console display, see sheet no. 35-21.
Remark: Carbon brush errors "FE2195" and

6/0173
"FE2196" do not have any effect on the Worn carbon brush
range of functions that can be carried out
with the vehicle. Once the carbon
brushes have been replaced, the error 5
reserved.
code on the operating console display

is deleted after a delay of about 20 - 40
seconds.
Note: When the brush spring comes to rest on

the monitoring switch, the spring pressure
on the worn carbon brush is significantly
reduced. As a result, the carbon brush
begins to spark and there is a risk that
the commutator may be damaged. For
this reason, it is absolutely essential to
replace the carbon brushes immediately
0/0249
when the error codes "FE2195" or
"FE2196" appear. The entire set of
carbon brushes must always be replaced.

Chapter 9 FPS
Carbon brush monitor for the drive
and pump motors
EMERGENCY operation
If the carbon brushes are not replaced within 10
operating hours of error code "FE2195" or "FE2196"
appearing, the affected motor is switched over to
emergency operation. The armature current of the Q
affected motor is reduced to approx. 25% of the PSA
maximum armature current. PSA

Fehler
If the drive motor is switched to emergency

operation because the carbon brushes have not
been replaced within 10 operating hours, error code 0/0001
"FE2203" appears on the operating console display
(1), see sheet no. 35-22.
If the pump motor is switched to emergency 1
operation because the carbon brushes have not
been replaced within 10 operating hours, error code
"FE2204" appears on the operating console display,
see sheet no. 35-22.
Important: The entire set of carbon brushes must

always be replaced.
Remark: Once the carbon brushes have been

replaced, the error code on the
operating console display (1) and
emergency operation of the affected
reserved.
motor are deleted after a delay of about

20 - 40 seconds.

Chapter 9 FPS
Incremental encoder monitor
General
There is an incremental encoder mounted on the 1
drive motor and one on the pump motor. These
incremental encoders are designed with two
channels, for measurement of the speed and of the
direction of rotation of the motor.
The supply voltage for the incremental encoders
comes from the FPS.
The output signals of the incremental encoders are
connected directly to the FPS, which monitors the
motors for their speed and direction of rotation. In
the event of an error, the affected motor is
switched to idle by the FPS.
0/0250
Remark: On the drive motor, the incremental
encoder (1) is mounted on the counter
wheel. On the pump motor, the 2
incremental encoder is mounted on the
rotary shaft of the motor. The

incremental encoder for the drive and
pump motors are not compatible.
Description
The incremental encoders of the drive and pump
reserved.
motors are supplied with 10V by the FPS. Each

incremental encoder supplies voltage signals of
approx. 1V or approx. 9V at its outputs, depending 0/0251
on the switching status. These signals are phase

shifted by 90°.
U(V) Phase shift 90°
Channel A
t(s)
U(V)
Channel B
t(s)

Chapter 9 FPS
Description
The output signals of both incremental encoders are
connected directly to the FPS and are monitored for
the following criteria:
• that the incremental encoders supply correct
signals on both channels
• that the phase shift of both channels of each Incremental Incremental
incremental encoders is 90° encoder, encoder,
pump motor drive motor
• that the phase shift between the two channels of
0V A B +10V +10V A B
an incremental encoders corresponds with the
direction specified by the FPS
. . .
0V
7A22
• that the number of impulses on each channel of
the incremental encoder corresponds with the
speed specified by the FPS.
. . FZS
N1 N2 +10V N2 N1
If the FPS detects a fault in one of the incremental X11:24 X11:39 X11:11 X11:12 X11:25
encoders, the affected motor is immediately
switched to idle.
FPS
At the same time, one of the following error codes
appears on the operating console display (see sheet Switch relevant
drive to idle
Monitor Internal error
memory
no. 35-22):
FE2206: Error, incremental encoder of drive motor

1M3
FE2208: Error, model calculation of drive motor
1M3
reserved.
FE2207: Error, incremental encoder of pump motor

2M1
FE2209: Error, model calculation of pump motor
2M1
Remark: The speed sensor signals from the drive

motor are also connected to the vehicle
control system (FZS) and to 7A22.
The FZS monitors the actual speed and
the actual travel direction, which are
transmitted from the FPS to the FZS via
the CAN bus with the original speed
sensor signals. If an error is detected,
the FZS reacts and displays the
appropriate error code on the operating
console display, see sheet no. 35-02)
In the 7A22, the speed sensor signals
are adapted for the inductive wire
guidance (LR80).

Chapter 9 FPS
Incremental encoder terminals,
drive motor
X12:1 +10V supply voltage Incremental encoder, drive motor
X12:2 Channel A
10V Signal A Signal B 0V
X12:3 0V supply voltage
X12 1 X12 2 X12 4 X12 3
X12:4 Channel B
. .
. .
approx. 9V
approx.9V V
10V
V
V
Testing the incremental encoder of the
drive motor
X11:11 X11:12 X11:25
Note: Secure the vehicle to prevent it rolling away!
FPS
• Jack up the vehicle far enough to free the drive
wheel.

• Check the power supply of the incremental

encoder (1) between X12:1 (10V) and X12:3
(0V).
• Accelerate the drive wheel. If this is not
possible, turn the drive wheel by hand with the
reserved.
magnetic brake released (deadman switch).

• Check the sensor signals. The voltage between
X12:2 (Signal A) and X12:3 (0V), and the
voltage between X12:4 (Signal B) and X12:3 0/0266
(0V) should be approx. 9V.
1
If there is significantly less or no voltage applied,
the incremental encoder is faulty.
Remark: The mounting distance for the

incremental encoder in the drive motor
between the counter wheel and the
sensor should be between 1 and 2mm.

Chapter 9 FPS
Incremental encoder terminals,
pump motor
X1:1 +10V supply voltage Incremental encoder, pump motor
X1:2 Channel A 10V Signal A Signal B 0V
X1:3 0V supply voltage X1:1 X1:2 X1:4 X1:3
X1:4 Channel B
. .
. .
approx. 9V
approx. 9V V
10V
V
V
Testing the incremental encoder of the
pump motor
X11:11 X11:24 X11:39
FPS
• Check the power supply of the incremental
encoder between X1:1 (10V) and X1:3 (0V).
• Select the hydraulics. If this is not possible,
remove the incremental encoder from the rotary 1

shaft of the motor and turn the shaft of the
incremental encoder by hand.
Remark: In order to remove the incremental
encoder from the rotary shaft of the
motor, the fastening screw (1) must be
released.
• Check the sensor signals. The voltage between
reserved.
X1:2 (Signal A) and X1:3 (0V) and the voltage

between X12:4 (Signal B) and X12:3 (0V)
should be approx. 9V.
If there is significantly less or no voltage applied,
0/0252
the incremental encoder is faulty.

Chapter 10 Operating console
Operating elements
1 2 3 4 5 6 7 8 9 10 11 12
PSA
Q
PSA
Fehler
0/001
20 19 18 17 16 15 14 13
(1) 2-handed operation, aisle travel

(2) 2-handed operation, synchronous swivel-shift movement 180° (SSSB 180°)
(3) Steering wheel (setpoint generator)
(4) EMERGENCY-STOP button
(5) Manual/auto switch, inductive wire guidance (LR80)
(6)* 2-handed operation, fork adjustment, 1 cylinder
(7)* 2-handed operation, fork adjustment, 2 cylinders
reserved.
(8)* 2-handed operation, reduced extension

(9) Horn
(10) 2-handed operation, side shift
(11) 2-handed operation, additional lift
(12) 2-handed operation, reduced extension
(13) Operating lever for travel (setpoint for travel and forward and reverse travel
directions)
(14) 2-handed operation for simultaneous lowering of main lift and additional lift
(button is on the underside of the operating lever)
(15) 2-handed operation for swivelling
(16) Operating console display
(17)* 2-handed operation for synchronous swivel-shift movement 90°
(SSSB 90°)
(18) Acknowledgement key
(19)* This button does not currently have a function
(the button is on the underside of the operating lever)
(20) Operating lever for hydraulics (setpoint for hydraulics and lifting or lowering
direction of mast)
These buttons may have different functions, depending on the customer order.

Block diagram
S13 S5 S12
Keyboard S11
board 3
Keyboard S6 S7 S8 S10
board 2
X3 S9
X4
10V 10V
Travel
potentiometer
X5 X3 X4
Add-on board
for
CAN bus
X2 LR80
Operating X11 X1
board
X1
console
board X4 (option)
X9
X8
X1
X7
Display
X6 X2
board
reserved.
X2
10V 10V
Hydraulics
potentiometer •
0V 15V
Steering po-
tentiometer
EM. Man./auto
STOP switch
X2
Keyboard
S2 S3 S4
board 1
S14 S1
Select extension
S1 2-handed operation S10
reduction
S2 Select SSSB 180° S6 Select additional lift S11 Select fork adj. 1 cylinder
S3 Select SSSB 90° S7 Select shifting S12 Select fork adj. 2 cylinder
S4 Acknowledgement S8 Select swivelling S13

Select simultaneous lowering
main lift and add. lift
S5 Select main lift S9 Select horn S14 No function

Operating console board
1 2 3 4 5
16
15
6
14
7
13
8
0/0286
12 11 10 9
1 Potentiometer RT1 (potentiometer for 90° steering angle to the left)

2 Potentiometer RT2 (potentiometer for 90° steering angle to the right)
3 Connector X1 --> Display board
4 Connector X8 --> Plug-in connection X21 (behind driver's seat)
5 Connector X7 --> Steering, EMERGENCY-STOP switch, MAN/AUTO switch
reserved.
6 Connector X2 --> Keyboard board 1

7 Test contacts X56 for measuring resistance of potentiometer R12
8 Connector X6 --> Setpoint and direction for hydraulic movements
9 Connector X9 --> Plug-in connecors X28 (CAN bus)
10 Buzzer
11 Connector X11 --> LR80 board in operating console (option)
12 Measuring contacts X55 for measuring resistance of potentiometer R11
13 Additional board for CAN bus
14 Connector X5 --> Setpoint and direction for travel

Pin assignment
Connector X8, 18-pin (1)

Pin Assignment
1 1+24V supply voltage

2 0V supply voltage
3 EMERGENCY-STOP chain starting from
EMERGENCY-STOP switch -->
4 Barrier switch LHS
5 Barrier switch RHS
6 Deadman switch
7 Not occupied
8 Not occupied
9 Not occupied
10 Not occupied
0/0278
11 Roof switch (option)
12 Chain monitoring switch, LHS
1 2
(triple mast)
13 Chain monitoring switch, RHS
(triple mast)
14 Not occupied
15 Not occupied
16 12V LR80
17 Sout LR80
18 Sin LR80
reserved.
Connector X9, 14-pin (2)

Pin Assignment
1 CAN high
2 CAN low
3 0V supply voltage for CAN bus
4 0V supply voltage for CAN bus
(diagnosis interface, driver's cab)
5 1+24V supply voltage
(diagnosis interface, driver's cab)
6 Not occupied
7 Not occupied
8 Not occupied
9 Not occupied
10 Not occupied
11 Not occupied
12 Not occupied
13 Not occupied
14 Not occupied

Keyboard board 1
0V X2:1)
2-handed button, travel X2:2)
2-handed button, SSSB 180° X2:3)
2-handed button SSSB 90° X2:4)
Acknowledgement key X2:5)
Not occupied X2:6)
0/0287
Keyboard board 2
0V X3:1)
2-handed button, main lift X3:2)
2-handed button, additional lift X3:3)
2-handed button, side shifting X3:4)
2-handed button, swivelling X3:5)
2-handed button, simultaneous X3:6)
reserved.
lowering, main lift and additional lift 0/0288
Keyboard board 3
0V X4:1)
Button for the horn X4:2)

Button for extension reduction X4:3)
Button for fork adj. 1 cyl. X4:4)
Button for fork adj. 2 cyl. X4:5)
0/0289
Not occupied X4:6)

Operating console display
General
The purpose of the display printed circuit board is
to show the operating modes of the vehicle.
Information from various sources is evaluated and
displayed in the form of status displays,
maintenance instructions and pieces of service
information.
1 2 3 4 5 6 7
Q 8
PSA
9
14 PSA
Fehler
15
9/0169
13 12 11 10
reserved.
(1) Red display "Dead man switch not actuated"

(2) Display field not used
(with optional mobile personal safety equipment, yellow display "MPSE op. mode")
(3) Red display "2-handed operation not actuated"
(4) Red display "Barrier open"
(5) Red display "LR80 self-test" and "LR80 error" (central control unit LR80) - optional
( 6) Red display "Acknowledgement required"
(7) Yellow display "Deceleration active" or or the maximum speed is limited to
v=2.5km/h,
(8) Display field for LR80 operating modes and error messages
(9) Display field for operating hours and error codes (see sheet 10-07)
(10) Operating keys
(11) Battery discharge display
(12) Constant red display: "Maintenance interval has expired"
(13) Display filed not occupied
(with optional mobile personal safety equipment, yellow display "MPSE error")
(14) Wheel position display
(15) LR80 status display

Basic display
If the vehicle is fully operational without errors,
the so-called basic display appears when the
vehicle is switched on. The following display
elements are active in the basic display:
• Operating hours
• Remaining battery capacity
• Wheel position display
• Selected statuses
Operating hours
This 6-figure operating console display (1) shows
the operating hours. The operating hours are up-
dated every 6 minutes (1/10 hr.).
Error codes are also displayed in the operating 8/3044
console display (see sheet no. 35-01).

1
Remaining battery capacity

The 8 LEDs (5 green, 2 yellow and 1 red) are
used to indicate the current remaining capacity of
red yellow green
hte battery. If only the red LED (2) lights up, the
remaining capacity is 30%.
When the remaining capacity drops to 20%, the
red LED flashes synchronously with the display
reserved.
8/3044
position (1). At the same time, the "lift main lift"
function is deactivated. 2
Remark: It is essential to recharge the battery
when it is in this condition.
Wheel position display

The wheel position display indicates the
approximate position of the drive wheel. The
information for the wheel position display is
derived from the actual value potentiometer of the
steering.
Remark: If the steering is correctly adjusted and
the drive wheel is set exactly to the
straight-on position, the green LED (3)
in the wheel position display should
8/3044
light up (see sheet no. 6-10).
3

Display LED for manual steering
If the LED for manual steering (1) is lit up, manual
steering is possible.
If the vehicle is in an aisle (steering is fixed
automatically to the straight-on position) or the
vehicle is guided inductively (LR80), the LED is off 2 3 4
and manual steering is not possible. 1 5
Remark: If the LED for manual steering (1)
flashes, this means the vehicle is in an
aisle but the handwheel (2) for the 8/3044
steering is not set to the engaged centre
position. 1
In this case, the vehicle only travels at a
speed of v=2.5km/h. When the
handwheel is returned to the centre
position, the LED goes out and the 2
deceleration constraint is lifted.
Status and maintenance symbols

Status and maintenance symbols are activated by
the FZS and can occur in various combinations with
other symbols. Application of the input conditions is Q
static, i.e. the relevant symbol lights up for as long Q

PSA
as the information from the FZS is transmitted via PSA

Fehler
the CAN bus.

reserved.
8/3044
"Deadman switch not actuated" display

The "Deadman switch not actuated" display (3)
flashes when a setpoint for travel of >3V is applied
to the FPS and the "Enable travel" signal is missing.
3 4
"Creep speed" display (4)
This display lights up when the maximum speed is
limited to v=2.5km/h.
The display flashes when the maximum speed is
limited to v=1km/h. Q
PSA
PSA
Fehler
9/0169

Bedienpultanzeige
"2-handed operation not actuated" 2

display (1)
This display flashes when the vehicle is in an aisle
and the "2-handed operation for travel in aisle" (2)
has not been actuated.
"Barrier open" display (3)

This display lights up as soon as one or both of the
barriers is opened.
The display flashes if the following functions are Q
selected when a barrier is open: lift/lower main lift, 8/3044
lift/lower additional lift or travel. These functions are

blocked when a barrier is open.
Remark: The side shift and swivel functions are
possible throughout the entire lifting
height even when a barrier is open. 1 3 7
"Maintenance" display (4) Q

This display lights up as soon as the service interval PSA
programmed in the FPS comes to an end.
The display flashes as soon as an error message PSA
Fehler
appears on the operating console display (5). The

information that drives this display is formed in the
reserved.
operating console.
9/0169
"LR80 error" display (6) 6 4 5

This display is only used on vehicles with inductive
wire guidance (LR80).
The display lights up during the self-test carried out
by the LR80 central control unit when the vehicle is
switched on. The display also lights up when the
LR80 has initiated an EMERGENCY-stop.
In the event of an EMERGENCY-stop by the LR80
central processing unit, a flow text is displayed on the
display field of the LR80 (7), which describes the
reason for the EMERGENCY-stop.

"Acknowledgement required" display (1)

This display lights up:
• When an intermediate lift cut-out is active. 1
When the acknowledgement key (2) is pressed
once, the intermediate lift cut-out is lifted .
• On an absolute stop.
If you wish to continue travel in the direction in
which the absolute stop took place, the
acknowledgement key (2) must be pressed and Q
held down, so that the vehicle can be driven at a Q
PSA
speed of v = 2.5km/h. If the direction is changed PSA

Fehler
(towards the centre of the aisle), the vehicle can

be driven immediately at a speed of v = vmax.
8/3044
• In the event of an LR80 error.
If an inductively guided vehicle (LR80) is switched 2
over to MANUAL when it is in an aisle and over
the wire, and the vehicle comes to a standstill, a
travel stop is initiated immediately. The vehicle

can be driven at v = 2.5km/h by pressing the
acknowledgement key. When the vehicle is
switched back to AUTO, the error status is Q
automatically lifted. PSA
"Reserve1" display (3) PSA

Fehler
This display is not used on standard vehicles.

On vehicles fitted with with mobile personal safety
reserved.
equipment, the display is used to indicate the

status of this equipment:
• Illuminated: PSA active 9/0169
• Flashing (1Hz): PSA not active 4 3

• Flashing (4Hz): Cycle test
• Off: PSA not fitted
"Reserve2" display (4)

This display is not used on standard vehicles.
On vehicles fitted with with mobile personal safety
equipment, the display is used to indicate the error
status of this equipment:
• Illuminated: Error (PSA has detected an Q
error internally) Q
PSA
• Flashing (1Hz): Alarm (the PSA brakes the PSA

Fehler
vehicle, further travel is only

possible by pressing the 8/3044
acknowledgement key (5))

5

Error display
The vehicle has an on-board diagnosis system.
If the on-board diagnosis system detects an error,
this error is displayed in the form of an error code
on the operating console display.
The two letters "FE" are always placed at the F E 3 0 4
beginning of the code, so that it is immediately 8/3044
obvious that the message on the operating console

display is an error code, e.g. "FE304".
Remark: If several errors occur at the same time,
the operating keys (1) and (2) can be
used to display the other error codes.
Q
The error code is displayed on the operating PSA
console display as long as the error is present. For
a guide to all the error codes, see sheet no. 35-01. PSA
Fehler
Remark: As long as an error code is displayed, it

is not possible to switch the operating

console display over to operating hours,
travel speed in km/h or lift height in mm
(height of top edge of fork) (see sheet 9/0169
no. 10-12). 1 2
Information display
The operating console display can also be used to
reserved.
convey other important information to the driver,

apart from the operating hours, the travel speed,
the lift height and error codes.
The two letters "In" are always placed at the I n 4
beginning of the code, so that it is immediately 8/3044
obvious that the message on the operating console

display is an information message, e.g. "In 4".
At the moment, it is possible that the following
information can appear on the operating console
display:
In 1: The battery needs charging
In 2: EMERGENCY-STOP switch actuated
In 3: Traction cut-out activated
In 4: Fork outside the vehicle contour
Remark: As long as an information message is
displayed, it is not possible to switch
the operating console display over to
operating hours, travel speed in km/h or
lift height in mm (height of top edge of
fork) (see sheet no. 10-12).

Switching-on test
An automatic self-test of the display elements on the
operating console can be carried out by pressing
operating keys (1) and (2) when the vehicle is
Q
switched on. All LEDs, symbols and the sound
transmitter are triggered in sequence. PSA
PSA
Fehler
Switching over the operating console

display
As long as there is no error code displayed on the
operting console display, (3), it can be switched 9/0169
between operating hours, travel speed in km/h and 3 1 2
lift height in mm (height of top edge of fork) by
pressing the right-hand key (1) or left-hand key (2)
once.
If there is an error displayed on the operating
console display, the operating console display

cannot be switched over between operating hours,
travel speed and lift height.
If several errors have occurred at the same time, the
operating keys (1) and (2) can be used to display
the other error codes.
reserved.
4 5 8
Display for the operating status of the
inductive wire guidance (LR80 option)
Automatic operation is divided into 3 successive
operating statuses. The LEDs (4)-(7) and text Q
messages on the LR80 display (8) indicate which of PSA
the 3 operating statuses the vehicle is currently in:

PSA
Fehler
Wire search: Yellow LED (4) flashes alternately

with the red LED (6).
Preparatory
aisle travel: Both green LEDs (5) and (7) flash. 9/0169
7 6
Aisle travel: Both green LEDs (5) and (7) are lit
up continuously.

Replacing the setpoint
potentiometer
Removing the setpoint potentiometer
• Switch off the vehicle.
• Unscrew the operating console from its support
(1).
1/0023
1
• Disconnect the electrical leads (2).

reserved.
1/0024
• Unscrew the lower section of the operating

console (3).
1/0025

potentiometer
Removing teh setpoint potentiometer
Remark: (1) Travel setpoint potentiometer

(2) Hydraulics setpoint potentiometer
1/0026
1 2
3
• Disconnect the electrical connection of the

setpoint potentiometer (3) on the operating
console board.
Remark: So that the new potentiometer can be
adjusted more quickly after it has been
installed, it is helpful to mark the current
reserved.
position of the nut (4) on the threaded

rod.
• Release the nut (4) so that the adjusting plate (5)
can be removed from the threaded rod. 1/0027
• Release the hexagon socket screw (6).
• Remove the setpoint potentiometer from the

mechanical elements in the direction of the arrow.
1/0028
6 5

potentiometer
Installing the setpoint potentiometer
• Prepare the setpoint potentiometer before
installation so that the flat side of the rotary shaft
(1) faces upwards.
1/0029
• Push the potentiometer into the mechanical

elements in the direction of the arrow.

reserved.
1/0030
• Hook the adjusting plate (2) onto the threaded rod

and screw up the nut (3) to the position you
marked previously.
• Tighten the hexagon socket screw (4) securely.
1/0031
4 2 3

potentiometer 1
Installing the setpoint potentiometer

• Screw the lower section of the operating console
(1) in place.
1/0023
• Make the electrical connection (2) to the vehicle.

reserved.
1/0024
• Screw the operating console securely in place on

the vehicle (3).
Important: After a new setpoint potentiometer
has been installed, the potentiometer
must be readjusted and teaching-in
carried out (see sheet no. 10-17)!
1/0025

potentiometer 2
Rough adjustment of the potentiometer
• Hold down both operating keys (1) and horn (2) at
the same time and then switch on the vehicle.
• The following appears on the operating console Q
display (3): BPS PSA
• To adjust the travel setpoint potentiometer, briefly PSA

Fehler B PS
press operating key 2 (4) once. The operating
console display shows: 1_
0/0001
or,
3 1
to adjust the hydraulics setpoint potentiometer,
briefly press operating key 2 (4) twice. The
operating console display shows: 2_
• Press the operating key 2 (4) once for longer
(approx. 3 sec.). The following appears on the
operating console display for adjustment of the Q

travel setpoint potentiometer: 10 XXX
PSA
and for adjustment of the hydraulics setpoint
potentiometer: 20 XXX .
PSA
Fehler 1 0 1 1
Remark: XXX stands for the current setpoint in
volts. In the example shown here (5), a
setpoint of 0.11V is displayed.
reserved.
0/0001
• When the operating lever is in neutral, the
setpoint should be "2". If this is not the case, the
setpoint potentiometer must be moved 5 4
mechanically into the correct centre position with
the adjusting plate. To do so, proceed as follows:
- Remove the operating console.
- Release the electrical connections.
- Correct the position of the adjusting plate with
an open-ended spanner (6).
- Make the electrical connection to the vehicle.
- Mount the operating console.
- Repeat the process from the start of the section
"Rough adjustment of the potentiometer".
Remark: This process must be repeated until
the setpoint is indicated as "2" on the
operating console display. 1/0032
Important: The adjusting process must be 6

continued at "Fine adjustment of the
potentiometer" (see sheet no. 10-18).

potentiometer
Fine adjustment of the potentiometer
Remark: For fine adjustment of the setpoint
potentiometer, rough adjustment must
first be carried out (see sheet no.10-17). Q
• Move operating lever to one side until a " " (1) PSA
appears in the operating console display in front
of the the setpoint (signal from direction switch). PSA
Fehler 1 0 1 4 3
• Move the lever to the other side until a " " appears
on the operating console display in front of the
setpoint (signal from the direction switch).
0/0001
• The amount by which the operating lever is 1 4
deflected in order for the direction signal to
appear must be symmetrical to the centre position
of the lever in both directions (approx. 5°
deflection of lever until direction signal appears).
If this is not the case, the setpoint potentiometer

must be moved mechanically into the correct
centre position with the adjusting plate (2). To do
so, proceed as follows:
- Remove the operating console.
- Release the electrical connections.
- Correct the position of the adjusting plate with
reserved.
1/0031
an open-ended spanner (3).
2
- Make the electrical connection to the vehicle.
- Mount the operating console.
- Press and hold down the horn and operating
keys 1 and 2 at the same time and then switch
on the vehicle.
- To adjust the travel setpoint potentiometer,
briefly press operating key 2 (4) once.
To adjust the hydraulics setpoint potentiometer,
briefly press operating key 2 twice.
- Press op. key 2 once for longer (approx. 3 sec.)
Remark: This process must be repeated until

the two direction switches of the
setpoint potentiometer switch
1/0032
symmetrically to the centre position of
the operating lever. 3
Important: The adjusting process must be
continued at "Teaching-in the setpoint
potentiometer" (see sheet no. 10-19).
potentiometer 2
Teaching-in the setpoint potentiometer
Remark: In order to "teach in" the setpoint
potentiometer, its mechanical adjustment
must be correct (see sheet no. 10-17).
• Hold down both operating keys (2) and horn (1) at Q
the same time and then switch on the vehicle.
PSA
• The following appears on the operating console

display (3): BPS PSA
Fehler B PS
• To teach in the travel setpoint potentiometer, brie-

fly press operating key 2 (4) once. The operating 0/0001
console display shows: 1_ 3 1

or,
To teach in the hydraulics setpoint potentiometer,
briefly press operating key 2 (4) twice. The

operating console display shows: 2_

• Press the operating key 2 (4) once for longer
(approx. 3 sec.). The following appears on the
operating console display for adjustment of the Q
travel setpoint potentiometer: 10 2, Q

PSA
PSA
and for adjustment of the hydraulics setpoint Fehler
potentiometer: 20 2
reserved.
• Press both operating keys (1) and the acknow-

0/0001
ledgement key (5) at the same time (maintenance
LED (6) on the operating console flashes). 5 6
• Move the operating lever slowly in one direction
until the direction signal " " (7) appears on the
operating console display.
• Hold the lever in this position and press the Q
acknowledgement key.
PSA
• Move the operating lever further in the same
direction to the mechanical end stop and hold it in
this position for approx. 2 secs. PSA
Fehler 1 0 1 4 3
• Slowly move the operating lever in the other

direction until the direction signal " " appears on
the operating console display. 0/0001
• Hold the lever in this position and press the 7 4

acknowledgement key.

potentiometer
Teaching-in the setpoint potentiometer
• Move the operating lever further in the same
direction to the mechanical end stop and hold it in
this position for approx. 2 secs
• Press both the operating keys (1) and the Q
acknowledgement key (2) at the same time to Q

PSA
PSA
save the values from the teaching-in press

Fehler
(maintenance LED (3) on the operating console is

off).
Remark: If you wish to end this process without 0/0001
saving the new teaching-in values, 2 3 1

press both operating keys (1) at the
same time (maintenance LED (3) on
the operating console is off).
Q
Important: The voltage value during teaching-in
of the min. value (direction signal PSA
active) should be between 0.25V and
2.0V. PSA
Fehler 1 0 1 4 3
The voltage value during teaching-in
of the max. value (operating lever fully
deflected) should be between 6.0V
reserved.
and 9.5V. 0/0001
If this is not the case, the error 4

message "Error" appears on the
operating console display during
teaching-in. The tought-in value is
limited to the relevant key value.
Remark: (4) represents the current setpoint. In
the example shown here, the setpoint
is 1.43V.

LR80 board (option)
Description
This board is only required if the vehicle is fitted
with an inductive wire guidance system.
It is used to control the display field for the LR80
operating statuses (1), the display for the "LR80 Q
self-test" and "LR80 error" (2) and the LEDs for the PSA
operating status display of the LR80 central
operationg unit (3). PSA
Fehler
The MANUAL/AUTO signal is also transmitted

through this board.
8/3044
The LR80 board is screwed onto the operating
console board with spacers. It is electrically 3 2 1
connected at the front to the display board
(connector X2) with a ribbon cable (4) and to the
operating console board (connector X11) with a
second ribbon cable (5) (see sheet no. 10-02).
There are two connectors at the back of the LR80

board. They are connector X1 (6) and the
connector labelled (7) in the diagram. Neither of
these connectors are used on this vehicle.
reserved.
0/0340
4 6 7 5

LR80 board (option)
Pin assignment
Connector X11 (10-pin) connected to con-

nector X2 of the LR80 board, which is needed
on vehicles with inductive wire guidance
Pin Description
1 +12V from LR80 central processing unit
2 not occupied
3 not occupied
4 not occupied
5 Input for control of the buzzer (clocked 0V signal 0/0340
from the LR80 board)
6 Output for steering setpoint to LR80 board Connector X11
7 +10V supply voltage for steering potentiometer
(12V from LR80 central processing unit are
converted to 10V on the LR80 board)
8 0V supply voltage for steering potentiometer
9 not occupied
10 Output for MANUAL/AUTO switch (MANUAL = no
potential, AUTO = 0V)
Connector X4 (20-pin) on the LR80 board,

connected to the display board connector X2
Pin Description
reserved.
1 12V supply voltage from LR80 central process. unit

2 0V supply voltage from LR80 central processing unit
3 Data lead 6
4 0V supply voltage from LR80 central processing unit
5 Data transfer signal 1
6 Addressing lead 1
7 Addressing lead 2 0/0340
8 Data transfer signal 2
9 Output for sound transmitter (0V active) Connector X2
10 Test LED (red)
11 Wire search LED (red)
12 Auto LED (green)
13 Data lead 5
14 Data lead 4
15 Data lead 2
16 Data lead 3
17 Data lead 1
18 Data lead 0
19 Manual LED (yellow)
20 5V (are generated on the board from the 12V)

Chapter 11 LHC
General
• Die load handling control (LHC) 8U61 is built
into an aluminium housing (1) that is sealed
against water splashes.
• The housing must not be opened.
• If a fault is ascertained in the LHC, the entire
unit must always be replaced.
• The LHC is suitable for use in cold stores and
in alternate cold and warm environments.
• The LHC has a 42-pin connector (2).
• The LHC does not have any display elements.
Remark: The housings of the LHC and the 7A22

are exactly the same. The two
components can only be distinguished by
their factory nameplate (3).
Description
The LHC (4) is located in the attachment of the 0/0242
vehicle. The LHC is connected to the vehicle control

system, the operating console and the travel and 1 2 3
pump control (FPS) via the CAN bus.
All the switching and proportional valves in the
attachment are controlled by the LHC.
In addition, all the sensors for the different position
sensing systems on the attachment are connected
reserved.
to the LHC.
Important: If the LHC is replaced because of a 0/0243
fault, a teaching-in process must be

carried out for the following hydraulic
functions:
• Additional lift
• Swivelling
• Side shifting
0/0290

Chapter 11 LHC
Pin assignment

1 Input 0V 0V supply voltage for LHC and
screening for CAN bus
2 Output 1A Control of valve for lifting add. lift
(B/W valve 2Y23)
3 - - not occupied
4 Output 1A Control of valve for side shift, right
(proportional valve 2Y25)
5 Output 1A Control of valve for side shift, left
6 Output 1A Control of valve for fork adjustment
with 1 cylinder (B/W valve 2Y30)
with 1 cylinder (B/W valve 2Y31)
8 Output 1A Control of valve for side shift
9 Output 1A Control of valve for lowering add. lift

with 2 cylinders (B/W valve 2Y34)
with 2 cylinders (B/W valve 2Y35)
12 Output 1A Control of valve for swivelling right
13 Output 1A Control of valve for swivelling left
reserved.

14 Input 0V 0V supply voltage for swivelling and
shifting potentiometer
15 - - CAN bus (low) 8/0123
16 Input 24V/0.5A 24V supply voltage for internal
electronics of the LHC
17 - - not used
18 Input 24V Contour switch, side shift 2B56
(actuated = 24V)
19 Input 24V Load sensor (option)
(load = 24V)
20 Input 24V Pos. switch for prong adjustment 1
21 Input 24V Magnetic sensor for additional lift
(Channel A)
22 - - not occupied
23 - - not occupied
24 - - not occupied
25 Output 0.1A 10V supply voltage for shifting and
swivelling potentiometer

Chapter 11 LHC
Pin assignment

26 Input 0-10V Setpoint potentiometer for swivelling
27 - - not occupied
28 Input 24V 2+24V supply voltage for LHC
29 Input 0V 0V supply voltage for
outputs of the LHC
30 - - CAN bus (high)
31 - - notused
32 Input 24V Identification pin
33 Input 24V Limit switch for swivelling 2B57
(actuated = 24V)
34 Input 24V Reference switch 2B63 for add. lift
(actuated = 24V)
35 Input 24V Position switch for fork adjustment
with 2 cylinders
36 Input 24V Magnetic sensor for add. lift
(Channel B)
37 - - not used
38 - - not used
39 - - not used
40 Input 0-10V Setpoint potentiometer for shifting
8/0123
41 Input 0-10V Setpont potentiometer for
fork adjustment
outputs of the LHC
reserved.

Chapter 12 NAV
General
• The EMERGENCY-STOP and amplifier module
7A22 (NAV) is built into an aluminium housing
(1) that is sealed against water splashes.
• The housing must not be opened.
• If a fault is ascertained in the NAV, the entire
unit must always be replaced.
• The NAV is suitable for use in cold stores and
in alternate cold and warm environments.
• The NAV has a 42-pin connector (2).
• The NAV does not have any display elements.
Remark: The housing of the NAV and the housing

of the LAS CAN bus module (see sheet
no. 11-01) are exactly the same. The
two components can only be
distinguished by their factory nameplate
(3).
0/0242
1 2 3
Description
The NAV (4) is mounted at the right-hand side of
reserved.
the controls compartment next to the vehicle control

system (5). It contains the following components/
0/0243
functions:
• Safety relays K33, K34

• Safety relay K35
• Key switch relay K36
• Relay K37 (steering error)
• "Enable hydraulics" signal
• Chain monitoring
• Adaptation of the actual steering value
• Selection of the electromagnetic brake
• Adaptation of incremental encoder signals
0/0285
4 5
Chapter 12 NAV
Pin assignment
Pin Type Signal
Description
1 Input 0V0V supply voltage for NAV
2 Output 0V/1A
0V supply voltage for B/W valve for
lifting main lift 2Y20
3 Output 0V/1A 0V supply voltage for B/W valve for
lowering main lift 2Y21 and B/W valve
for ancilliary movements 2Y22
4 Input +Batt. Battery voltage
5 Output +Batt. 1+Batt. supply voltage for the 2nd
stage of the electromagnetic brake
6 Output +Batt. Battery voltage after key switch
7 Output +Batt. 2+Batt. supply voltage for the 1st
stage of the electromagnetic brake
8 Input +Batt. 2+Batt. for control of relay K35
9 Output 0V/1A Control of the 1st stage of the electro-
magnetic brake (0V = braking stage
released)
10 Output 0V/1A Control of the 2nd stage of the electro-

magnetic brake (0V = braking stage

released)
11 Input +Batt. 1+Batt. for control of the DC/DC
converter (ON signal)
12 Output +Batt. 1+Batt. for control of the DC/DC
converter (ON signal)
Remark: Pins 11 and 12 are directly connected with each other
in the NAV.
reserved.
13 Output +Batt. 1+Batt. to closed contacts of safety

relays K33 and K34
14 Input +Batt. +Batt. supply voltage for the
DC/DC converter
15 Output 24V 1+24V supply voltage for distributor
board A13 8/0123
16 Input 24V "Enable hydraulics" signal from the
operating console
17 Input 24V Chain monitoring switches, left
(24V = switches are not actuated)
18 Input 24V Chain monitoring switches, right
(24V = switches are not actuated)
19 Input 24V EMERGENCY-STOP chain from the
operating console
20 Input 24V 0V supply voltage for safety relay K34
21 Input 20mA Clocked signal for releasing brakes
(1st stage)

Chapter 12 NAV
Pin assignment
22 Input 20mA Clocked signal for releasing brakes
(2nd stage)
23 Input 10V Increm. encoder signal, drive motor
(Channel A)
24 Input 10V Increm. encoder signal, drive motor
(Channel B)
25 Output 12V Adapted incremental encoder signal
Drive motor for LR80 (Channel A)
26 Output 12V Adapted incremental encoder signal
Drive motor for LR80 (Channel B)
27 Output +Batt. Key switch on/off for FZS
28 Output +Batt. +Batt. supply voltage for
DC/DC converter
29 Input 24V 1+24V output voltage from DC/DC
converter
30 Input 15V Actual value, steering
31 Output 10V Adapted actual value, steering for FZS

32 Input 0V 0V supply voltage for internal

electronics for adaptation of the actual
value for steering
33 Input 0V 0V reference voltage for adaptation
of the actual value for steering
34 Input 24V 1+24V supply voltage for relay
K37 (inductive wire guidance OK)
35 Output 24V 1+24V to relay contact K37
reserved.
(contact closed = inductive wire

8/0123
guidance OK)
36 Input 24V Error in inductive wire guidance
(0V = OK)
37 Output 24V Buffered voltage for the FZS, so that
parameters can be stored when the
key switch is turned off
38 Input 24V 0V supply voltage for safety relay
K33
39 Input 10V Setpoint potentiometer for main lift
position sensor
40 - - not occupied
41 - - not occupied
42 Input 24V 2+24V supply voltage for outputs
of the NAV

Chapter 12 NAV
Safety relays K33 and K34
General
Safety relays K33 and K34 must prevent the main Op.console
contactors from becoming operative up or must Battery 8U62
cause them to drop out in the following cases: G2
1+24V
• If there is a fault in the vehicle control system Internal
(FZS), (e.g. the main processor is no longer relaycon-
tact
functioning correctly)
Distributor EM.-
• If the FZS detects a malfunction that results in STOP
board button
an EMERGENCY stop A13
• If the EMERGENCY-STOP chain is opened PSA
• If either one or both the relay coils of K33 and (option)
K34 are faulty

• If the relay contacts of K33 and/or K34 are F6
melted or faulty
EM.-STOP
When the main contactors have dropped out, the NAV
7A22 chain
vehicle cannot be driven and none of the hydraulic
functions can be carried out.
K36 K37
•
Description K34
If the EMERGENCY-STOP chain is closed, there
are no faults in the FZS and the FZS cannot detect
any malfunctions, relays K33 and K34 pick up via K33
their NC contacts (1). • •
Remark: Relay contact K37 is always closed on K33 K34
vehicles with standard steering. On
vehicles with inductive wire guidance,
reserved.
relay contact K37 is closed as long as •

there are no faults in the central FZS
processing unit of the LR80 or an 8U60
EMERGENCY-STOP has been initiated
FPS
A10
0V 0V
When relays K33 and K34 become operative, this
causes the normally open contacts (2) that are
connected in series to close. The normally closed K1
and normally open contacts in a relay are

connected to each other mechanically so that both K2
cannot be open or closed at the same time (self-
monitoring).
The main contactors receive the supply voltage
they need to become operative via 2 other normally
open contacts of K33 and K34 (3).
Remark: Relay contact K36 is closed immediately
when the vehicle is switched on. 12-06).

Chapter 12 NAV
Safety relay K35
General
Safety relay K35 guarantees that the 2+24V supply
voltage is not applied until after the main contactors 1
pick up, and that the 2-24V supply voltage is
switched off immediately if the main contactors drop 1+24V
out. •
K33
Remark: Safety relays K33 and K34 alone are not
NAV K35 K35
adequate for this function. Safety relays 7A22
K33 and K34 can have picked up, but K34
the main contactors still do not pick up or
may already have dropped out (FPS
error, main contactors faulty). 0V
Description • 2+24V
If main contactors K1 and K2 pick up, the 2+battery
voltage is applied to the transistor (1) in the NAV via
fuse 3F1 and F3. Distributor

FPS board
The transistor switches through and the safety relay A10 A13
K35 can pick up. The 2+24V supply voltage is
enabled by relay contacts K33, K34 and K35, which
are connected in series.
F3
If the main contactors drop out, no voltage is K1

3F1
applied to the transistor. Safety relay K35 drops out •
and opens its contact. This causes the 2+24 supply
reserved.
voltage to be switched off. K2
Remark: Switching off of the 2+24V supply volta-

ge has the following effects:
Battery
- no enable signal for the FPS, operating
G2
console and steering controller can be
sent via the deadman switch,
- all outputs of the LHC are switched off,
- all outputs of the vehicle control
system except "Acknowledge PSA"
and "Selection of the 2nd braking
stage" are switched off.

Chapter 12 NAV
Key switch relay K36
General Key
Thanks to the key switch relay K36, savings can be switch
made on leads over the mast. S1
After the operating console, the 1+battery voltage is
not sent to the controls compartment via the mast, Distributor
but is rather generated by key switch relay K36 board
directly in the controls compartment. A13
DC/DC
converter
• U30 Batt 1+Batt
Description 1+24V
When the key switch is switched on, 1+battery
voltage is applied at the ON input of the DC/DC
converter and at the transistor in the NAV. The
NAV
transistor switches through and the DC/DC
7A22
converter supplies 1+24V supply voltage at its
output. The key switch relay K36 can then pick up. K36
K36
Through the normally open contact of K36, the
battery voltage from the distributor board A13 •
K33
is converted into 1+battery voltage. This 1+battery
voltage is sent back to distributor board A13. K34
Remark: In contrast to previous definitions, there 0V

are two different 1+battery voltages in
this vehicle:
- after the key switch
- after relay contact K36
reserved.

Chapter 12 NAV
Relay K37 (steering error)
General
Relay K37 is used to monitor the inductive wire
guidance system. The EMERGENCY-STOP chain
may only be closed if there are no faults at the 1+24V
LR80 central processing unit and the LR80 central
processing unit has not initiated an EMERGENCY-
EM.-STOP
STOP. chain
NAV
7A22
Description
1+24V
When the vehicle is switched on, 1+24V are applied 1+24V
to relay K37. If there are no faults at the LR80

K37
central processing unit and if the LR80 central K37
processing unit has not initiated an EMERGENCY- 1
stop, the LR80 central processing unit delivers a •
"0V" signal (pin X8:4) to the "Steering error" output K33
for relay K37. Relay K37 can pick up and both relay 2
contacts are closed.
One normally open contact (1) is positioned directly K34
in the EMERGENCY-OFF chain. The other • •

normally open contact (2) is connected at the FPS. K33 K34
The switching status of the contact is transmitted to
the FZS via the FPS. Only if the contact is closed
can the FZS deliver the 0V signal for safety relays •
K33 and K34 (see sheet no. 12-04).
0V FPS
Remark: The FPS only serves as a terminal point A13
(Standard A10
for the FZS in this case. The information steering)
is transmitted from the FPS to the FZS
reserved.
oder CAN bus

via the CAN bus and is not actually
evaluated by the FPS itself.
LR80 FZS
(option)
8U60
If there is a fault at the LR80 central processing unit 0V 0V
or if the LR80 central processing unit has initiated
an EMERGENCY-stop, the voltage potential of the
"Steering error" output changes from 0V to 24V. As
a result, relay K37 either cannot pick up or drops
out. The EMERGENCY-STOP chain is interrupted
and safety relays K33 and K34 drop out. When the
safety relay drops out, this also causes the main
contactors to drop out (see also sheet no. 12-04).
When the main contactors have dropped out, the
vehicle cannot be driven and none of the hydraulic
functions can be carried out.
Remark: On vehicles with standard steering, relay

K37 is supplied with 0V by the distributor
board A13. Relay K37 picks up immedi-
ately when the vehicle is switched on.

Chapter 12 NAV
"Enable hydraulics" signal
General
The "Enable hydraulics" signal is generated in the
operating console and evaluated in the NAV. The
enable signal causes 0V to be applied to the Op. console
switching valves in the chassis valve block. 8U62
The relevant switching valve is selected by the FZS.
Description NAV
If one of the following hydraulic functions is selected 7A22
on the operating console: Logic
• Lifting
• Lowering 0V 0V
• SSSB90°
• SSSB180°,
the "Enable travel" signal changes from 0V to 24V. • •
The "Enable travel" signal is connected to logics in
the NAV. When this signal changes to 24V, both

2Y20
transistors are switched through and supply 0V to 2Y02 2Y22 2Y21
the following switching valves:

• 2Y20 for lifting main lift
• 2Y21 for lowering main lift FZS
8U60
• 2Y22 for ancilliary movements
and the proportional valve
• 2Y02 for fine control, lowering main lift.
reserved.
Remark: SSSB = Synchronous swivel-shift

movement
Depending which hydraulic function is selected, the

FZS selects the relevant switching valve with a 24V
signal.
When the hydraulic movement is complete, the
"Enable hydraulics" signal changes from 24V to 0V
after a delay of approx. 1.5 seconds, so that
hydraulic ramps can be completed.
Remark: A slack chain and chain breakage have

an effect on the logic in the NAV and
also on the 0V supply voltage of the
switching valves (see sheet no. 12-11).

Chapter 12 NAV
Chain monitoring
Block diagram
1+24V 1+24V
• •
Triplex
2S61 2S60
Op.console CAN bus

8U62
1+24V 1+24V
Enable
hydraulics
Tele
2S63 2S62 NAV
7A22
•
Logic
•
0V 0V
reserved.
• •
2Y02 2Y22 2Y21 2Y20
FZS
8U60
Remark: On triplex masts, the normally closed contacts 2S60 and 2S62 on the right-
hand side of the mast and the normally closed contacts 2S61 and 2S63 on the
left-hand side of the mast are connected in series.
Normally open contacts 2S61 and 2S60 are connected at the operating
console.
In this case, the operating console only acts as a terminal point for the FZS.
The information is transmitted from the operating console to the FZS via the
CAN bus and is not actually evaluated by the operating console itself.

Chapter 12 NAV
Chain monitoring
General
The chain tension of the load chains on the mast is
monitored by chain monitoring switches (1). If a
chain slackens, the relevant chain monitoring switch
is actuated. The chain monitoring switches have a
normally open contact and a normally closed
contact which are connected to each other
mechanically so that both contacts cannot be open
or closed at the same time.
The normally closed contacts of the chain

monitoring switches are evaluated by the NAV and
the FZS.
The normally open contacts of the chain monitoring 0/0244
switches are only evaluated by the FZS. 1

Remark: The FZS monitors the normally closed
contact and the normally open contact of
each chain monitoring switch. If the

normally closed contact and the normally
open contact are both closed or opened
at the same time, all the hydraulic
functions are inactivated by the FZS and
the vehicle can only be driven at a speed
of v = 1km/h.
reserved.

Chapter 12 NAV
Chain monitoring
Chain breakage
If a chain monitoring switch is actuated while a
hydraulic function is selected, the FZS regulates the
pump speed down to "0" within 1 second via the
FPS. In this way, an abrupt stop, which would
cause an additional jolt, is prevented. If still only 1
chain monitoring switch is actuated after 1 second,
the FZS initiates a chain breakage status. The error
code "FE308" appears on the operating console
display.
In the event of chain breakage, all the hydraulic
functions are inactivated and the vehicle can only
be driven at a speed of v = 1km/h.
The chain breakage status can only be reset by
switching the vehicle off and then on again.
Remark: As an additional safety feature in the
event of chain breakage, the 0V supply
voltage for switching valves 2Y20 (lifting
main lift), 2Y21 (ancilliary movements)

and 2Y22 (lowering main lift) and the

proportional valve 2Y02 (fine control for
lowering main lift) is switched off by the
logic of the NAV.
Slack chain
If a chain monitoring switch is actuated while a
reserved.
hydraulic function is selected, the FZS regulates the

pump speed down to "0" within 1 second via the
FPS. If the second chain monitoring switch of the
inner or outer mast is actuated within this 1 second,
an immediate lowering stop and slack chain status
is initiated by the FZS. The error code "FE309"
appears on the operating console display.
If a chain is slack, the only hydraulic function that
remains active is lifting the main lift, and the vehicle
can only be driven at a speed of v = 1km/h. A slack
chain status can be reset by selecting the lift main
lift function.
Remark: As an additional safety feature in the
event of a slack chain, the 0V supply
voltage for switching valves 2Y21
(ancilliary movements) and 2Y22
(lowering main lift) and the proportional
valve 2Y02 (fine control for lowering
main lift) is switched off by the logic of
the NAV.

Chapter 12 NAV
Adaptation of the steering setpoint
General
The steering setpoint from the steering controller or
from the inductive wire guidance system is
processed by the vehicle control system (FZS). Standard Inductive
In order for the FZS to process the voltage value, steering wire
guidance
an adaptation of the level and impedance is
necessary. Adaptation of the steering setpoint takes
place in the NAV.
•
0V
Description
Adaptation with standard steering:
7.5V ± 4.5V Adaptation 4.5V ± 2.7V Impedance and

level
adaptation
NAV
Adaptation with inductive wire guidance: 7A22
5V ± 4V Adaptation 3V ± 2.4V
AGND FZS
8U60
reserved.
Remark 1: The wheel position display on the

operating console indicates the
CAN-Bus
position of the drive wheel.
Once the steering has been adjusted,
it is necessary to teach in the straight-
Op.console
on position for the wheel position 8U62
display on the operating console (see (wheel pos.
display)
sheet no. 6-10)
Remark 2: AGND (analogue ground) and 0V are

connected to each other in the vehicle
control system.
As well as for impedance adaptation,
the AGND is also used for the supply
voltage of the actual value potentio-
meter for height measurement of the
main lift.

Chapter 12 NAV
Control of the
electromagnetic brake
General
Both brake coils of the electromagnetic brake (1st
stage and 2nd stage) are connected at the NAV. In
the NAV there is a power output for each brake coil. FZS
These are controlled by the FZS. 8U60
Both brake coils must always be supplied with
power for the travel function.
The electromagnetic brake is active when:
• the EMERGENCY-STOP chain is interrupted
NAV
• the vehicle is at a standstill (parking brake) 7A22
• a malfunction is detected by the FZS.
0V 0V
2+Batt. 1+Batt.
Description
When the deadman switch is actuated, both power
stages for the brake coils are selected by the FZS.
If the EMERGENCY-OFF chain is interrupted, the

Brake Brake
FZS detects a malfunction or if the vehicle has been 1Y44 1Y44
braked to a standstill with the generator brake, both 1st stage 2nd stage
braking stages immediately become operative when
the cab is at a height of < 6.5m (see sheet no.
5-06). If the cab is above 6.5m, only the 1st stage
becomes operative. The 2nd braking stage
continues to be controlled by the FZS. As a result,
reserved.
the stability of the vehicle is not endangered during

an emergency braking operation.
Remark: The 2nd brake coil is supplied with

1+battery voltage so that the 2nd stage
remains operative in the event of an
emergency braking operation.
The FZS monitors the brake coils continuously for

interruptions and short circuits. If a short circuit or
interruption is detected, the FZS causes the safety
relays K33 and K34 to drop out and the FPS
switches the travel drive to idle. Depending on the
cause of the error, one of the following error codes
appears on the operating console display: "FE100",
"FE101", "FE102" or "FE103" (see sheet no. 35-02).

Chapter 12 NAV
Control of the
electromagnetic brake
Description
The safety relays dropping out also causes the
main contactors to drop out (see sheet no. 12-04).
When the main contactors are inoperative, all the
hydraulic functions are inactive and the vehicle
cannot be driven.
Evaluation of the setpoint potentiometer

for the main lift
The analogue setpoint (X1:39) of the height
measuring system for the main lift is evaluated as
follows in the NAV:
• If the setpoint is ≤ 2.9V (equivalent to a cab
height of approx. <5m), both braking stages
are switched off in the event of an
reserved.
EMERGENCY-STOP, irrespective of whether

they are selected by the FZS.
• If the setpoint is ≥ 4.0V (equivalent to a cab
height of approx. > 7m), the 2nd stage of the
electromgnetic brake continues to be
supplied with power in the event of an
EMERGENCY-STOP, irrespective of whether
it is selected by the FZS.

Chapter 12 NAV
Adaptation of incremental encoder
signals
General
In vehicles with wire guidance, incremental encoder Incremental encoder,
drive motor
signals from the drive motor incremental encoder
1M3
must be adapted for the LR80 central processing unit.
A B
Description
NAV
The incremental encoder of the drive motor supplies a 7A22
9V signal on both channels with every impulse:
0V 0V
9V
V •
t A B
Impulse Impulse Impulse
e.g. 24V
The central processing unit of the LR80 needs a 0V
signal to detect the impulses: 12V 12V
Central processing
e.g. 24V unit LR80
3A21
reserved.
0V
t
Impulse Impulse Impulse
Adaptation of the incremental encoder signals is

carried out by the NAV.
Remark: In order to measure the incremental

encoder signal between the NAV and the
LR80, the incremental encoder signal must
be measured against a positive voltage,
e.g. 24V.

Chapter 13 Distributor board
General
Distributor board A13 is located on the right-hand
side in the controls compartment, underneath the
vehicle control system (FZS).
Distributor board A13 is used in this vehicle as a

voltage distributor. All the supply voltages, from
battery voltage and 1+battery voltage to 2+24V are
connected to distributor board A13.
If power is required for supplying components or
sensors, this power can be picked off a suitable
connector of distributor board A13.
The voltages that can be picked off:
• battery voltage
• 1+24V
• 2+24V
are protected with a total of seven fuses (1).
Each fuse is fitted with an LED (2). If an LED is not 0/0233
lit up, this means that the corresponding fuse is

1 2
faulty or the voltage which is protected is not being

applied.
There is a multiple switch on distributor board A13

(3).
This multiple switch must always be set to position
"1". If the switch position is any other than position
"1", the error code "FE1011" appears on the
reserved.
operatign console display and the components that

are connected to the vehicle control system are no
longer supplied with 2+24V.
0/0233

Chapter 13 Distributor board
Structure
reserved.
0/0240

Chapter 14 Negative feeder module
General
The negative feeder module (1) is mounted next to
the travel and pump control system (2) on the
cooling plate of the latter.
The negative feeder module only works in
combination with the travel and pump control (2).
Together with the armature actuator of the pump, it
forms a half H-bridge for the armature actuator in
the FPS. This means that the field actuator can be
used to control an externally excited d.c. motor in
4-quadrant operation for the pump drive.
Description 0/0297
When the lower main lift function is selected, the

1 2
travel and pump control unit receives a lowering
command from the vehicle control system via the
CAN bus.
So that the cab does not drop immediately with a
sudden jolt, the area between the pump and the

chassis valve block must be filled with oil by means
of a so-called "initial movement". During the initial
movement, the pump is briefly controlled by the
FPS with the valves closed.
Finally, the FPS regulates the hydraulic motor to the
speed of the vehicle control system that is specified
via the CAN bus.
reserved.
The power released from the lowering process is

channelled back to the consumers in the vehicle or
to the battery.
Terminals
(3) Connector X1
(communication between FPS and
negative feeder module)
(4) 2+Batt. 0/0298
(5) 0V
(6) A2 pump motor 3 4 5 6
Pin assignment X1
1 Output 34V Status (lower main lift =
0V, otherwise ca. 34V)
2 Input 0V 0V supply voltage.
3 Input 24V 24V supply voltage
4 Input 24V Control command
(lower main lift = 0V)
Chapter 15 Main contactors
General
FPS
The purpose of the main contactors K1 and K2 (1) A10
is to ensure that the power supply for the drive,
pump and steering motors is switched off safely in
the event of an error. 0V
Two 24V main contactors are used in this vehicle.

These are connected in series, so that if one K
X11:4
contactor fails, both drop out immediately.
The main contactors receive a pulsed 0V signal K1
(PWM signal) from the travel and pump controller
(FPS). The FPS monitors the pick-up current K2
(approx. 1.1A) and the holding current (0.55A) of
1 2+Batt.
the contactors. In the event of an error, the 0V
signal is switched off by the internal K relay in the
FPS for the main contactors and the contactors
drop out.
The main contactors are located above the pump
unit
Coil holder suppression

There is a suppression at the coil holder which
consists of a diode 1N4005 (2) and a 47Ω/24V
resistor (3). The purpose of the suppression is to 0/0245
reduce the induction voltage on switching off.
reserved.
Remark: Because of the permanently installed 3

diode, the positive and negative
connections are fixed. Reverse voltage
connection causes a short circuit. 2
Spacing distance 9/0060

When the contactor has picked up, there must be a
distance of between 1.8 and 3.2mm (4) between
the contact bridge and the support finger.
Contact pressure
The contact pressure of the contactor when fully
actuated: 11-14N per contact, based on the centre 4
of the contact.
8/3032

Chapter 16 DC/DC-Converter
General
The DC/DC converter is used for the entire 24V
power supply in the vehicle. The DC/DC converter
is located in the controls compartment between the 2 3 1
negatve feeder module A14 and the main
contactors K1 and K2.
Description
When the battery plug is plugged in, the DC/DC
converter is supplied with power from the battery.
When the vehicle is switched on, the orange LED
6/0020
(1) lights up and the DC/DC converter supplies an
output voltage of 24V.
The converter is protected against reverse voltage 4 5 6
and has thermal overload protection.
Remark: The output voltage of the DC/DC
converter is protected on the distributor Battery
board A13 by a suppressor diode. G2
When the DC/DC converter delivers an

output voltage of >24V, a high current Key switch
flows through the suppressor diode at S1
the output to 0V. In the same way, if the
input voltage of the DC/DC converter • •
increases, fuse F4 (5A) is tripped. This
means that the 24V components
F4
connected to the DC/DC converter are
protected from excess voltage.
reserved.
SUPPLY- SUPPLY+ ON
Electrical connections DC/DC converter

U30
(2) ON The converter does not deliver a
24V output voltage until
OUTPUT- OUTPUT+
1+battery voltage (vehicle
switched on) is applied to this
terminal
Distributor board
(3) SUPPLY + 0V battery voltage A13
(4) SUPPLY - Battery voltage
(5) OUTPUT + 24V output voltage
(6) OUTPUT - 0V output voltage
Technical data
Input voltage: 28V - 110V
Output voltage: 24V
Nominal output voltage: 14A
Operating temp. range: -20°C - +85°C

Chapter 17 Distance sensor/main lift
General
A distance sensor (1) is used to detect the lift
height. It includes an incremental encoder and a
potentiometer. The incremental encoder is
monitored by the potentiometer, which is
mechanically fixed to it. This is done by evaluating
and comparing the two measured values in the
vehicle control system.
The distance sensor is actuated by a highly flexible
steel wire that is held taut along the entire extension
length by a spring motor.
1/0033
Location 1
In the cab behind the driver's seat (2).
Identification
Screw-fitted aluminium housing with cable
conducting tube.
Type: WDS-15000-P501-S-P-E-STW
Technical data
Measuring range: 15,000mm
Resolution: 1 impulse/mm
Potentiometer, 10-speed: 1 kOhm / 1W
Incremental encoder nom. voltage: 24V DC
reserved.
0/0236
2 3
Pin assignment
Terminal (3) on the housing, viewed from exterior:
Pin 1: 24V supply, incremental encoder

Pin 2: 0V supply, incremental encoder
Pin 3: Channel A, incremental encoderer
Pin 4: Channel B, incremental encoder
Pin 5: 8.5V supply, potentiometer
Pin 6: 0V supply, potentiometer
Pin 7: not occupied
Pin 8: Potentiometer arm
0/0234

Monitoring
The vehicle control monitors the incremental
encoder, the potentiometer and the reference
switch for the main lift function. If an error occurs in
this measuring system, a suitable error code (see
sheet no. 35-05) appears on the operating console Q
display (1). Q
PSA
PSA
Fehler
Important: After repair work has been carried out

on the distance sensor, a teaching-in
process must be carried out on the 0/0001
measuring system (see sheet no. 1

22-04).
The reference switch (2) is fastened to the mast

and is actuated by a switching plate (3) that is
mounted on the rear of the cab.

The distance sensor is checked by the reference
switch. Every time the cab is raised above the
reference switch, the measured height is compared
to the stored value in the vehicle control system.
The mounting height of the reference switch is set
during the teaching-in process (see sheet no. 0/0235
22-04), for this reason the position must not
reserved.
2 3
subsequently be changed again.

Safety instructions
The housing of the distance sensor may only be

opened by trained personnel.
Remark: Damage to the measuring cable
Damage to the distance sensor
Do not let the measuring cable snap and do not pull

it out over the given measuring range.
Caution: Risk of injury from whipping effect of
the cable
Damage to the distance sensor

When opening the spring motor, please follow the

working instructions precisely.
Danger: Risk of injury from pre-tensioned
spring motor
reserved.

Description of errors
Error Cause Rectification Work
Mechanically in order, Supply voltage faulty Check

no incremental encoder
signal Cable/connector damaged Visual inspection
(FE 311, 314, 315)
Encoder faulty Replace encoder, 3, (2, 1)
first determine cause
(excess voltage,
wiring error, or similar)
Mechanically in order, Supply voltage faulty Check 1

no potentiometer signal
(FE 314, 315) Cable, connector damaged Check, replace
Potentiometer faulty Replace potentiometer,

check toothed belt, possibly
below measuring range,
excess voltage, short circuit,

wiring error
Cable loose, does Infeed stuck Clean infeed (with alcohol)

not return
(FE 312, 314, 315) Sheath damaged Determine the cause, 2, (1)
new cabl, possibly new infeed
Cable jammed Release carefully, if 2, (1)

damaged then
reserved.
new cable
Belt faulty Check spring and 4, (3,2,1)

potentiometer, new belt
Spring faulty Check belt and 5, (4,3,2,1)

potentiometer, new spring
Cable or cable Mechanical effect Check spring and belt

fixture torn
(FE 312, 313, 315) New cable, new 2, 1, (5)
potentiometer, (new spring)
Work
Replacement of: 1 = potentiometer, 2 = cable, 3 = incremental encoder, 4 = belt, 5 = spring.
If work is in (), only carry out the work - replace parts only if necessary!

Removal and installation

Removal:
• Switch the vehicle control to user mode (1) (see
sheet no. 21-01).
• Delete the teach-in values for the main lift (see
sheet no. 22-03).
• Raise the cab and chock it up from below.
• Extend the measuring cable at the cable pull eye
by approx. 0.5m with wire or string.
• Disengage the cable pull eye at the vehicle frame PSA
Q
Q
and slowly pull the measuring cable through the PSA
Fehler
cab floor with the extension.

• Lower the cab
• Remove the driver's seat 0/0001
• Remove the distance sensor (2) (4 x hexagon

1
screws M6).
reserved.
Installation:
• Insert the extension of the measuring cable
through the hole in the cab floor from above and
screw the distance sensor securely in place.
• Raise the cab and chock it up from below.
• Pull the measuring cable out at the extension and
engage the cable pull eye in the holder on the
vehicle frame. Remove the extension from the 0/0236
measuring cable.
• Teach in the main lift again (see sheet no. 22-04). 2

Repair instructions
1. Replacing the potentiometer
The potentiometer (1kOhm, 10 revolutions) must be
adjusted close to the internal mechanical end stop
with the measuring cable fully wound (resistance
approx. 0-30 Ohm between terminal pins 2 and 3),
increasing proportionally as the cable is pulled out).
The spring motor is still pre-tensioned here with
approx. 20 revolutions here.
1/0001
Remark: In the event that a cable snaps, the belt 1
snaps or the belt tension slackens, the
spring motor overwinds the potentio-
meter and damages it mechanically. For
this reason, always disconnect the
potentiometer from the spring motor
before making all other adjustments.
Assembly:
• Open the sensor housing (10 screws, hexagon
head spanner size 5)
• Loosen the grub screw in potentiometer adjusting
ring (2)
• Reconnect the connector from the old potentio-
meter in the new one (1=white, 2=green, 3=black). 1/0002
2
reserved.
If necessary, bend the contacts slightly together.

• Turn the potentiometer clockwise (viewed towards
the axis) as far as it goes.
• Push the potentiometer axis into the adjusting ring
so that the leg of the wire eye (1) is positioned
slightly clockwise from the hexagon bolt (3).
• Tighten the adjusting ring and check the position of
the potentiometer stop.
• Engage the leg of the wire eye (1) in the slot (4).
The potentiometer is now fixed approx. 2-3
degrees from its internal stop when the cable is
fully wound.
• Check the function and screw the housing shut.
Remark: If the potentiometer is supplied without a 1/0003

wire eye (1) mount the old wire eye on
the new potentiometer and secure the 1 3 4
screw with locking compound (not
Loctite).

Repair instructions 1
2. Replacing the cable
Remark: Uncontrolled releasing of the cable
drum makes the spring motor overwind
the potentiometer and cause
mechanical damage to it.
• Open the housing, release the connector from the
cover plate if necessary.
• Remove the potentiometer as described under
point 1.
Tension the housing vertically in a vice so that the
1/0004
cable conducting tube points horizontally to the
side.
• If the measuring cable has not snapped, pull
the cable right out, jam an electric screwdriver
onto the shaft end and leave it there to block the
cable drum.
• If the old cable has snapped, the potentiometer
must also always be replaced. If the cable has
overwound, the spring may also be damaged.
Remove all remains of the old cable and check
manually that the spring is disengaged. Tighten
the cable drum 49...51 turns clockwise with an
electric screwdriver until the 0.6mm hole of the
reserved.
1/0005
cable drum is close to the cable inlet (1).
• Pull out the Cu sleeve and pinch it off, then
remove the old cable.
• Push the new cable without forming loops through
the cable inlet and hole into the drum base.
• Swage on the Cu sleeve with wire end sleeve
crimping pliers, laying the cable double; do not let
the loop protrude.
1/0006

Repair instructions
Replacing the cable
• Push the crimped sleeve into the 1.9mm hole (1)
in the drum.
• Hold the cable and cable drum tight and remove
the electric screwdriver.
• Wind the cable evenly onto the cable drum using
the tension of the spring motor. On the first few
turns, push the cable right to the edge of the drum
in the direction of the 0.6mm hole (2).
• Let the cable run right in. Do not let it run
1/0007
through your hand. 2 1
• Check: Pull the cable out by 15.0 m (exactly 30

turns) and then release it again; do not interfere
with the winding process here. The coils should lie
adjacent to one another. The cable pull must be
even.
• Install the potentiometer as described under
reserved.
point 1.
1/0008

Reparair instructions
3. Replacing the incremental encoder
Remark: The incremental encoder is also the belt

tensioning device. When the fastening
screws are released, the spring motor
may unwind.
When the incremental encoder is replaced, either

the cable must be removed carefully or a new cable
must be used. The tension must be released from
the spring motor for this purpose.
1/0009
• Open the housing and pull out the potentiometer, 1
as described under point 1.
• Clamp the housing vertically in a vice so that the
cable conducting tube points horizontally to the
side.
• Pull the cable right out and lay it down without any
loops in it.
• Jam the electrical screwdriver onto the drum shaft
to block the spring motor.
• Pinch off the cable close to the Cu sleeve. Pull out
the Cu sleeve and carefully let the cable drum run
back until the tension is fully released from the
spring motor.
reserved.
• Unscrew the incremental encoder.

• Mount a new incremental encoder, insert the
fastening screws without tightening fully.
The belt should lie neatly in the teeth.
• Tension the belt by moving the incremental
encoder, check the belt tension: it should be
possible to move the belt 2-3 mm when gentle 1/0010
pressure is applied with the thumb.
As a check, lay a 300g hammer on the centre of
the belt (it should sag by about 2-3 mm).
(belt tension measuring device: 215Hz ± 15 Hz)
• Tighten the screws and fix the screw heads on the
encoder with compound (not Loctite or similar -
attacks plastic).

Repair instructions
3. Replacing the incremental encoder

• Fasten the leads again with cable binders.
• Mount the potentiometer as described under
point 1.
• If the unwound coil is still in good condition (no
kinks), it can be used again. It does not matter
that the piece of cable that has been cut off at the
Cu sleeve is lost. If the cable is not in good
condition, a new cable must be installed as
described under point 2.
4. Replacing the belt

If a torn belt (1) needs replacing the potentiometer,
the cable and possibly also the spring are usually
also damaged. If a belt is replaced without the
reserved.
components named above being damaged, these

can be used again if they are handled carefully
during the replacement work.
The working sequence is the same as that
described in points 1,2,3,(5).
1/0010

Repair instructions
5. Replacing the spring
The spring may bend due to wear, breakage or
unbraked drawing in of the cable in the opposite
direction to the the winding direction. If the potentio-
meter and cable are also faulty in a case like this, it
is a good idea to replace the entire distance sensor.
Most faults to the spring are caused when a cable
breaks or through incorrect handling (wrong rotary
direction) during installation where the spring hangs
out of the spring driver.
1/0011
Checking the spring:

Remark: Remove the cable from the cable drum. 1
• Open the housing and remove the potentiometer

as described under point 1 1.
• Clamp the housing in a vice and mark the cable
drum at the edge (1).
• Jam an electric screwdriver onto the drum shaft
and carefully wind up the spring motor in a clock-
wise direction until it reaches the mechanical stop
(count approx. 68...84 revolutions of the cable
reserved.
drum).
• Now unwind the drum shaft by about 3/4 of the
revolutions in a clockwise direction, remove the 1/0004
electric screwdriver and slowly let the drum run
right back by hand (count the revolutions).
The drum must turn back by ±4 revolutions.
• Repeat the press. No extreme noises should be
produced and the force on the drum must be
relatively even, otherwise the spring must be
replaced.

Repair instructions
Replacing and engaging the spring:
• Release the screws (1) that secure the distance
plate (2) (3xM5 Phillips screws).
Caution: Lift the distance plate and the
spring out carefully - the spring may
already spring out!!
• Secure the spring in the spring housing with a
wooden strip or something similar.
• Lay the distance plate flat on a suitable
surface with the spring facing up.
• If the spring is in good condition but is unhooked
from the driver, it does not need to be replaced.
If this is not the case, the spring must be replaced. 1/0017
1
Danger: The spring may uncoil! Before

removing the old spring, always be sure

to bind it up into a roll with 3 strong

cable binders or wire and then remove
it with a pair of universal pliers.
Always wear protective gloves!
reserved.
Installing a new spring: 1/0020

2
Remark: Do not release the spring securing
element (3) until the spring is inside the steel pins
and correctly positioned. Once the tension on the
spring has been released it can no longer be
moved or turned!
If the spring has been released by accident, the

spring can be rewound in the spring housing with
the help of an electric screwdriver.
Always wear protective gloves!
1/0012
3

Repair instructions
Installing a new spring:

• Lay the housing ring (1) over the hand you are
going to use to press the new spring firmly onto
the distance plate.
• Hold the spring around its circumference with your
fingers (winding direction clockwise) and insert it
between the steel pins and the spring driver.
• Keep hold of the spring and release about 6cm of
the outer end of the spring.
• Carefully nip off the wire securing element with a
pair of side cutting pliers so that the outer end of
the spring projects.
1/0015
1
2
• Turn the tensioned spring so that the outer end of
the spring (2) can pass around the outside past

one steel pin and be engaged at the next steel

pin.
• Hook the end of the spring on the steel pin.
• Push the housing ring off your wrist and over the
spring.
• Use your free hand to press the spring down with
a piece of wood or something similar and then
carefully release it.
reserved.
The spring relaxes and sits tightly against the

steel pins and the spring housing on the inside. 1/0013
• Check the bent leg of the spring in the spring

driver. While doing so, hold down the spring with a
wooden strip or something similar
• If necessary, smear a little grease (3) onto the free

spring coils.
1/0014
3

Repair instructions
Installing a new spring
• Lay the plastic disc (1) in the centre over the

spring and check the bearing (2).
• Carefully lay the distance plate on the base plate

and push the axis into the bearing.
1 2 1/0022
• Screw the plates together. Do not forget the two

spacer sleeves (3).
• Conduct a function test. See the section entitled

"Checking the spring".
• Secure the screws with screw locking compound.
• Continue as described under point 2.

reserved.
1/0018
3
1/0019

Chapter 18 Distance sensor/add. lift
General
A two-channel magnetic sensor (1) is used for height
measurement of the additional lift. It scans a
magnetic strip (2) along the entire length of the
additional lift mast.
Output signals: A, B, square wave

signals, in quadrature
Resolution: 1 pulse/mm
Power supply: 24Vdc
Distance from sensor strip: 0.1 - 4.0mm
0/0238
Remark: The magnetic strip (2) is protected by a
1 3
metal strip that lies over it.
A magnetic switch (reference switch) is used for

continuous monitoring of the lift height. The

magnetic switch is mounted on the lift carriage next
to the magnetic sensor (1) and is actuated by a short
piece of magnetic strip (4) when the additional lift is
fully lowered.
On every negative-going edge of the magnetic
switch (additional lift is raised), the counter in the
vehicle control system is checked.
reserved.
The distance between the magnetic switch and the 0/0200

magnetic strip must not exceed 8mm.
2 4
Remark: The magnetic strip (4) is protected by a
metal strip that lies over it.
Important: The magnetic strips for the magnetic

sensor and the magnetic switch are not
interchangeable!
The magnetic sensor and the magnetic switch are

connected to the CAN bus module LAS (see sheet
no. 11-01).

Chapter 18 Distance sensor/add. lift
Monitoring
The vehicle control system monitors the 2-channel
magnetic sensor and the magnetic switch.
If an error occurs in this measuring system, the
relevant error code (see sheet no. 35-07) appears
Q
on the operating console display (1). Q
PSA
PSA
Fehler
Remark: When the additional lift is fully lowered,

the magnetic switch (2) should be
actuated. When the magnetic switch is 0/0001
actuated the LED on the encoder
1
housing lights up.
Important: When repair work has been carried out

on the sensors, a teaching-in process
must be carried out on the measuring
system (see sheet no. 22-05).
0/0238
2
reserved.

Chapter 19 Distance sensor/swivelling
General
A 1kΩ potentiometer (1) is used for distance
measurement of the swivel function.
The end position of the swivel function is monitored
by a limit switch (inductive encoder) (2).
The potentiometer and the limit switch are
connected to the LHC.
When installing the potentiometer, it is important to

ensure that:
• The potentiometer value increases from right to
left during swivelling,
0/0239
• The setpoint at the right-hand swivelling end
position is no less than 0.15V, 1
• The setpoint at the left-hand swivelling end
position is no more than 9.85V,
• The potentiometer does not pass through zero
during swivelling from left to right and vice versa.
Remark: Move the fork into the front position and

set the potentiometer to half the total
resistance (500Ω) (see sheet no. 31-16).
When the end position for swivelling right (swivelling

angle <3°) or the end position for swivelling left
(swivelling angle >177°) is reached, the limit switch
should be actuated (red LED on encoder lights up).
reserved.
0/0223
Monitoring 3 2
The vehicle control system monitors the potentio-
meter value and the limit switch for the swivel
function. If an error occurs in this measuring
system, the relevant error code (see sheet no.
35-09) appears on the operating console display
(4).

on the sensors, a teaching-in process Q
must be carried out on the axis (see Q
PSA
sheet no. 22-06). PSA

Fehler
0/0001

Chapter 20 Distance sensor/side shifting
General
A 1kΩ potentiometer (1) is used for distance
measurement of the side shift function.
The end position of the side shift function is
monitored by a contour switch (inductive encoder)
(2).
The potentiometer and the contour switch are
connected to the LHC.
When installing the potentiometer, it is important to

ensure that:
• The potentiometer value increases from right to
left during side shifting,
• The setpoint at the left-hand side shifting end
0/0215
position is no less than 0.15V,
• The setpoint at the right-hand side shifting end 1
position is no more than 9.85V,
• The potentiometer does not pass through zero
during shifting from left to right and vice versa.
Remark: Move the side shift carriage into exactly

the centre position and set the potentio-
meter to half the total resistance (500Ω)
There are two different end positions for side

shifting to the left and right:
• The fork is swivelled into the end position and
reserved.
the fork prongs do not point in the selected side

shift direction or the fork is not swivelled into its
end position 0/0220
In this position, it is not possible to shift the fork 2

beyond the normal end position.
• The fork is swivelled into the end position and
the fork prongs point in the selected side shift
direction.
In this position, the normal end position can be
exceeded and the fork moved as far as the
overshift function (if fitted) allows.
When the end position for side shifting to the left or

to the right (side shift carriage closes flush with the
fork holder) is reached, the contour switch should
be actuated (red LED on the encoder lights up).

Chapter 20 Distance sensor/side shifting
Monitoring
The vehicle control system monitors the potentio-
meter value and the contour switch for the side shift
function. If an error occurs in this measuring
system, the relevant error code (see sheet no.
35-08) appears on the operating console display Q
(1). Q
PSA
PSA
Fehler

on the sensors, a teaching-in process
0/0001
must be carried out on the axis (see
sheet no. 22-07). 1
reserved.

Chapter 21 USER mode
Description
In order for parameters to be stored in the vehicle
control system (FZS), the vehicle control system
must be switched over from normal mode to USER
mode.
This switch-over of the control system to USER

mode is necessary when:
• Hydraulic functions need teaching in
(see sheet no. 22-01),
• Parameters needs to be changed and saved
using diagnosis software,
• Options need to be set or deleted using
diagnosis software,
• A complete vehicle program is to be loaded 1
into the vehicle control system.
To switch the FZS into USER mode, proceed as fol-

lows:
• Actuate the EMERGENCY-STP button (1) on
the operating console. Q
• Press both operating keys (2) and the acknow- Q

PSA
ledgement key (3) on the operating console at PSA

Fehler
the same time.

• The maintenance LED (4) flashes.
0/0001
• Release the EMERGENCY-STOP button.
reserved.
3 4 2
Remark: When the vehicle control system is in
USER mode, the maintenance LED
flashes.
The vehicle can be operated without
limitations in this mode.
To switch back from USER mode to
normal mode, switch the vehicle off and
then on again.

Chapter 22 Teaching-in process
General
During the teaching-in process, parameters are
stored in the vehicle control system that send each
distance sensor of a hydraulic function to the
mechanical end stop:
• Main lift distance sensor (see sheet. 17-01)
• Add. lift distance sensor (see sheet. 18-01)
• Swivelling distance sensor (see sheet. 19-01)
• Side shift distance sensor (see sheet. 20-01).
The vehicle control system uses the parameters
that are programmed with the diagnosis software
during initial commissioning (e.g. max. lift height,
distance between top edge of fork and floor,
standing height of the driver in the cab, fork holder
width, etc.. ..., see sheet no. 22-02) to calculate the
values required for the start of the ramp function,
the ramp speed, etc... .
Teaching-in of the hydraulic functions is only

necessary on initial commissioning of the vehicle

(this is alredy carried out in the factory), see sheet
no. 22-02.
Important: If a component is replaced on a

distance sensor or the position of a
sensor is changed, a new teaching-in
process must be carried out on the
reserved.
axis in question!
If a hydraulic function is not taught in, it can be

executed at a "commissioning speed" without
automatic speed reduction before the mechanical
end stops. The "commissioning speed" is set so
that the mechanical end stops are not damaged.
The vehicle control system (FZS) must be set to

USER mode for teaching in (see sheet no. 21-01).
The switch-over into USER mode and teaching-in is
carried out on the operating console.

Initial commissioning
During initial commissioning, the following
parameters must be checked and entered correctly
using diagnosis software:
• Main lift function

- Maximum lift height in mm (see sheet 7-06).
- Measurement from the floor to the top edge
of the fork when the lift carriage is fully
lowered and the cab is lowered, in mm
(standard setting: 60mm).
- Measurement from the floor to the standing
height of the driver in the cab, in mm
(standard setting: 435mm).
• Additional lift function

- Lift limitation before mechanical end stop, in
mm (standard setting: 10mm).
• Side shift function

1/0059
- Width of fork holder in mm (from mechanical
end stop to mechanical end stop). 1
- Home position (fork in contour) to
mechanical end stop, in mm (standard
setting: 65mm).
- Overshift position to mechanical end stop in
mm (standard setting: 10mm)
reserved.
Remark: The overshift position to the

mechanical end stop only needs to
be set if the trilateral head is fitted
with the option of shifting the side
shift carriage beyond the fork frame
(1).

Deleting the teaching-in values
If a hydraulic function has been incorrectly taught in,
the stored values can be deleted by pressing the
key for the hydraulic function (1), both the operating
keys (2) and the acknowledgement key (3) all at the
same time. The vehicle control system must first be
switched over to USER mode (see sheet no. 21-01).
Remark: When all 4 keys are pressed at the same Q
time to delete the stored value for a Q

PSA
hydraulic function in the FZS, a short PSA

Fehler
tone is emitted by the sound transmitter

on the operating console.
0/0001
The hydraulic function can then be taught in again.

3 2 1
After a hydraulic function has been taught in, the
speed setting and the ramp function before the
mechanical end stop are displayed immediately.
If several or all of the axes are to be deleted in

succession, it is extremely important to do this in the

following order:
1. Main lift
2. Additional lift
3. Swivelling
4. Side shifting
After teaching in, the rotary knob (4) on the

distributor board A13 must be reset to position "1"
reserved.
(basic position).
0/0233
Remark1: Not until all the hydraulic functions have 4

been correctly taught in are the
following limitations lifted: deceleration
to a speed of v = 2.5km/h and reduced
speed for lifting and lowering the main
lift.
Remark2: After teaching-in values have been

deleted, the vehicle should not be
switched off until the hydraulic function
has been taught in again.

Preparation for teaching in
• Check or enter the parameters during initial
commissioning (see sheet no. 22-02).
• Switch the FZS to USER mode (see sheet no.
21-01)
• Preset the parameters in the FZS.
• Move the trilateral head into its home position,
i.e. the fork must be shifted fully to the left and
swivelled fully to the right (1).
• During referencing work, the rotary knob (2) on
the distributor board A13 must be set to position
"2" (USER mode) or position "4" (SUPERUSER
mode).
• Raise the additional lift by at least 10cm.
1
Teaching in the main lift

distance sensor
• Prepare for the teaching-in process (see sheet

no. 22-04).
• Fully lower the main lift and with "Lower main
lift" selected, press the acknowledgement key
(3) on the operating console once.
Remark: When the acknowledgement key is
pressed, the sound transmitter on the
reserved.
operating console emits a sound at 0/0233

intervals. If this is not the case, the
2
system has been incorrectly operated,
and the teaching-in process has not
been started.
• Select "lift main lift" and raise to the max. lifting

height of the cab. With "lift main lift" selected,
press the acknowledgement key (3) on the
operating console once.
Remark: Once the acknowledgement key has Q
been pressed, the sound transmitter in Q

PSA
the operating console is switched off. PSA

Fehler
• The axis is now taught in. 0/001

Teaching in the additional lift

distance sensor
no. 22-04).
• Fully lower the additional lift. The reference
switch (1) must be pressed during this process
(yellow LED lights up).
Important: The reference switch (1) must send a
positive-going edge to the vehicle
control system once after the vehicle is
switched on, in order for teaching-in of 0/0224
the height measuring system for the

1
additional lift to be possible at all. For
this purpose, the lift carriage must be
raised until the reference switch (1) is
no longer actuated (LED on the sensor
goes out). The lift carriage must then
be fully lowered (LED on the sensor

lights up).
• With "lower additional lift" selected, press the
acknowledgement key (2) on the operating Q
console once. PSA
Q
Remark: When the acknowledgement key is PSA
Fehler

0/001
reserved.
operating console emits a sound at

intervals. If this is not the case, the 2
been started.
• Carefully raise the additional lift until it reaches
the mechanical end stop. With "lift additional lift"
selected, press the acknowledgement key (2) on
the operating console once.
Remark: Once the acknowledgement key has
been pressed, the sound transmitter in
the operating console is switched off.
• The axis is now taught in.

Teaching in the swivelling

distance sensor
no. 22-04).
• Carefully swivel the fork to the mechanical end
stop at the right. With "swivel right" selected,
Q
press the acknowledgement key (2) on the PSA
Q
operating console once. PSA
Fehler

0/001
operating console emits a sound at 2
been started.
• Carefully swivel to the mechanical end stop at
the left. With "swivel left" selected, press the

acknowledgement key (2) on the operating

console once.
reserved.

Teaching in the side shift

distance sensor
no. 22-04).
• Carefully side shift the fork to the mechanical
end stop at the left. With "side shift left"
Q
selected, press the acknowledgement key (1) on PSA
Q
the operating console once. PSA
Fehler

0/001
operating console emits a sound at 1
been started.
• Carefully side shift to the mechanical end stop
at the right. With "side shift right" selected, press

the acknowledgement key (1) on the operating

console once.
reserved.

Chapter 23 Reference sequence
General
The two distance sensors for the main lift and
additional lift have, among other features, a digital
measuring system.
If the vehicle is switched off when it should not be
and the vehicle control system does not have
enough time to store the information about the
present position of the cab and the lift carriage, or if
the cab is lowered using the emergency release
screw when the vehicle is switched off, it is
necessary to carry out a reference sequence.
Remark: It is not necessary to carry out reference
movements for the analogue measuring
systems for side shifting and swivelling.
Reference sequence, main lift

An inductive switch (1) that is located on the rear
wall of the cab is used for referencing the digital

measuring system for the main lift (incremental

encoder)
Conducting the reference sequence:

• Lower the cab fully (LED on the inductive
encoder lights up).
• Raise the cab.
• When the inductive encoder is no longer
reserved.
actuated by a switching plate on the rear wall

of the cab (2) (LED on inductive encoder goes
0/0235
out) the axis for the main lift is referenced.
1 2
Reference sequence, additional lift

A magnetic switch (3) that is mounted on the lift
carriage is used for referencing the digital
measuring system for the additional lift (magnetic
sensor).
Conducting the reference sequence:

• Lower the lift carriage fully (LED on magnetic
sensor lights up).
• Raise the lift carriage.
• When the magnetic switch is no longer
actuated by the short magnetic strip on the
0/0224
additional lift mast (LED on the magnetic
switch goes out), the axis for the additional lift 3 4
is referenced.
Chapter 24 Chassis valve block
Functional elements
Presure relief valve (1)
This limits the excess pressure that comes from the
hydraulic unit. The pressure is set to 250 bar (see
sheet no. 24-02).
Important: The hydraulic components are
6 2
designed for a maximum system
pressure of 250 bar! 1
Test connection (2) 4 3

Manometer connection for pressure adjustment.
5
Emergency release screw (3)
This allows you to open the oil return feed to the
tank and in this way lower the cab manually in an 7
emergency.
Remark: The hexagon socket screw key needed
for this purpose must be attached to
the valve block at all times.
8
B/W valve, lifting main lift (4)

Blocks the oil flow to the main lift when ancilliary
movements are selected. This valve must be
supplied with power in order for the main lift to rise. 0/0300
B/W valve, lowering main lift (5)

Load retaining valve for the main lift. This valve 2 1 4 3
reserved.
must be supplied with power in order for the main

lift to be lowered.
B/W valve, ancilliary movements (6)

Blocks the oil flow to the ancilliary movements when
"lift main lift" is selected. This valve must be
supplied with power when an ancilliary movement is
selected .
Mechanical soiling indicator (7)

If the colour of the mechanical soiling indicator (7)
changes from green to red, the filter element must
be replaced (see sheet no. 24-04).
High pressure filter (8)

The high pressure filter cleans the oil before it
enters the hydraulic system. The mechanical soiling
indicator shows when the filter needs changing. 8 6 5

Setting the maximum pressure
• The vehicle must be fully operational.
• The axes must be taught in (see sheet no.
22-01).
• The maximum parameter for the pump speed
must be active.
• Lower the driver's cab fully so that the inductive
encoder (1) on the rear wall of the cab is
actuated by the switching plate.
• Close the stop valves for the main cylinder (2).
0/0235
• Connect pressure measuring device at the test 1

connection (3).
• At the maximum setpoint for lifting the main lift,
set the pressure to 250 bar with the maximum
pressure valve (4).
Remark1: Only operate the pump at a full load for

a short time .
If the pump is run for an extended time
for setting the maximum pressure, the
error message "FE312" is displayed.
This can be deleted by switching the
key switch off and then on again once
the correct maximum pressure has
reserved.
been set. 0/0302
Remark2: The circulation pressure to the valve 2

block for the attachment is approx. 10
bar.
3 4
Parameterising the main lift
The lifting/lowering speed and the ramp function for
the main lift can only be set with parameters, using
the diagnosis software.
For a guide to the lifting and lowering speeds that
should be set, please refer to sheet no. 1-02.
0/0303

Soiling indicator
1 2
The chassis valve block has a mechanical soiling
indicator (1) with an inspection window (2) for the
screw-mounted high-pressure filter (1).
If green is visible in the inspection window, the filter
is in good order and the mechanical soiling indicator
has not been triggered.
If red is visible in the inspection window, the
mechanical soiling indicator has been triggered and
the filter must be replaced.
The mechanical soiling indicator is triggered when a
pressure drop of >7bar occurs over the filter. 0/0304
Once the filter has been replaced, the mechanical

soiling indicator must be reset manually by pushing
in the direction of the arrow (3), so that the 3
inspection window (2) is filled with green again.
Remark: The soiling indicator may also be

triggered by high pressure peaks. In
order to ascertain whether the soiling
indicator has been actuated by a soiled
filter or a pressure peak, proceed as
follows:
reserved.
• Reset the mechanical soiling indicator

by pushing in the direction of the arrow
0/0304
(3).
• Raise the main lift at 1/2 speed.
• If the soiling indicator responds
immediately, the filter needs replacing.
• If the soiling indicator does not
respond, a pressure peak has caused
the soiling indicator to trigger early, and
the filter does not need to be replaced.

High pressure filter
Changing the filter - removal
• Unscrew the filter cup (1).
• Pull off the filter cup vertically downwards.
• Remove the filter element (2) vertically from the
bottom.
• Clean the filter cup (empty out the hydraulic oil
and clean off all dirt).
Remark: The filter cup must be screwed back in
place when the filter element has been
removed, otherwise hydraulic oil runs out 0/0305
of the tank. (This is because the gear
1
pump leaks. The pump is only sealed
when it is under pressure and is the only
component between the tank and the
filter).
Changing the filter - installation

Remark: Before installation, fill the filter cup about
3/4 full with hydraulic oil so that not too
much air enters the hydraulic system.
• To install, follow the instructions for removal in
reverse order.
reserved.
0/0306
• Tighten the filter cup up to the block with an

2
open-ended spanner and then make a 1/4 turn
back again so that any thermal strain does not
have negative effects.
Remark: After replacing the filter, bleed all air
from the hydraulic system.
The easiest way to bleed the system is
to select the side shift hydraulic function
for approx. 15 seconds.
Do not select the main lift, additional lift
or swivelling functions, otherwise the air
can be "locked" in the cylinders.
0/0307

Removing the chassis valve block
• Drain off al the hydraulic oil.
Remark: When the valve block is removed,

hydraulic oil runs out continuously
because the pump is not sealed unless
it is under pressure.
• If the hydraulic oil cannot be drained off

completely, it is possible, as an alternative, to
push the battery half way out of the battery
compartment to the side and to block the suction
hose with a suitable tool (1).
0/0338
• Release the 4 screws (2) to unscrew the chassis 1

valve block from the pump.
• Remove the chassis valve block (3).

• Release all the hydraulic connections.

reserved.
0/0332
0/0334

Fine control of lowering main lift
When the lower main lift function is selected with a
setpoint specification of ≤ 10%, the flow of oil is fed
back into the oil tank through a proportional valve
(1) that is located underneath the battery. The
maximum throughflow volume when the valve is
fully open is approx. 3l/min.
The effect of this is that the lowering movement can
be very accurately dosed when making small
lowering movements.
If the lowering speed is increased and the oil

volume exceeds approx. 3l/min, the switching valve 0/0308
for lowering the main lift opens - some of the oil

flows through the fully opened proportional valve 1
and some of it through the pump and back to the
tank (power recovery).
reserved.
0/0309

Chapter 25 Attachment valve block
Functional elements
B/W valve for side shift right (1)
This valve controls the side shift movement to the
1 2 3 4
right.
Proportional valve for side shift (2)

Controls the speed for the left/right side shift
functions and the lifting additional lift function.
B/W valve for lifting additional lift (3)

This valve has to be supplied with power for the lift
additional lift function to the executed. During all
other ancilliary movements, this valve blocks the
flow of oil to the additional lift cylinder.
Proportional valve for swivelling right

This proportional valve (4) controls the speed for the
swivelling right function.
B/W valve for side shift left (5)

0/0313
This valve controls the side shift movement to the
left. 5 6 7
Proportional valve for lowering additional

lift
reserved.
lowering additional lift function.
Proportional valve for swivelling left

swivelling left function.
0/0312
4 7 3 6 2 5
Chapter 25 Attachment valve block
Adjusting work
The valve block on the attachment (1) is preset in -
the factory and does not require any adjusting work.
Parameterising the ancilliary

movements
The lifting and lowering speed for the additional lift,
the speed for side shifting, swivelling and for
synchronous swivel-shift movements, and the ramp
functions of all ancilliary movements can only be
set with parameters, using the diagnosis software. 0/0310
For a guide to the speeds that should be set, please
refer to sheet no. 1-02. 1
Remark: The values that should be set for the

proportional valves in the diagnosis soft-
ware are approximately equivalent to the
current that flows through the

proportional valve:
Proportional valve current, swivelling:

Imin: approx. 350mA - 470mA
Imax: approx. 650mA - 750mA
Proportional valve current, side shift:

reserved.
Imin: approx. 200mA - 300mA

Imax: approx. 620mA - 720mA

Chapter 26 Pump motor
General
The pump motor is made up of the following
2
components:
Field coil (1)

Armature coil (2)
Technical data for the pump motor

Model: GP 164-M2
Motor type: Shunt motor
Nominal current: 320A
0/0281
Voltage: 80V
1
Revolutions max.: 2000 r.p.m.
Output: 21KW
Protection class: IP23
4
Pump motor terminals 3
reserved.
Armature coil A2 (3)

Armature coil A1 (4)
Field coil F1 (5)
Field coil F2 (6)
Block connector X15
Carbon brush
monitoring and (7)
temperature sensor (7)
0/0281
7
6 5

Temperature sensor integrated in
the carbon brush yoke
If the temperature in the pump motor between the
carbon brushes and stator of the pump motor rises
to 160°C, the output of the pump motor is reduced
by the travel and pump controller (emergency Temperature Resistance
operation). The error code "FE2198" appears on the °C Ω
operating console display, see sheet no. 35-21.
Remark: In the first series manufactured vehicles, 25 600
an error message does not appear on 50 720
the operating console display in the
event of excess temperature in the pump 70 840
motor. 100 1020
130 1220
To check the temperature sensor, the connector
X15 to the pump motor must be disconnected. The 150 1360
resistance is then measured at the sensor end 160 1450
between pins X15:4 and X15:1.

Finally, the temperature at the motor housing must
be measured.
The measured values must correspond with those

shown in the table to the right ±20Ω.
Remark: The temperature sensor is mounted in

reserved.

faulty, the entire carbon brush yoke
must be replaced.

Carbon brush monitoring
The carbon brush yoke (1) in the pump motor is
fitted with a monitoring switch (normally closed
contact) (2). When the residual brush length is
reached, this switch is opened by the brush spring
(3). The switching signal is transmitted to the travel
and pump controller via signal leads (4) and (5).
The error code "FE2196" appears on the operating
console display, see sheet no. 35-21.
There are double sets of carbon brushes (6) fitted in
the pump motor.
0(0283
Note: When the brush spring comes to rest on 6 3

the monitoring switch, the spring
pressure on the carbon brush is
significantly reduced. As a result, the
carbon brush begins to spark and there 1 2
is a risk that the commutator may be

damaged. For this reason, it is

absolutely essential to replace the
carbon brushes. The entire set of
carbon brushes (6) must always be
replaced (8 brushes)!
4
5
reserved.
6/0172
Carbon brush, new
1 2
6/0173
Carbon brush, worn

The carbon brushes must be replaced when the
brushes reach a residual length of 20mm (1).
1
The entire set of brushes (8 brushes) must always

be replaced at once:
• Remove the tensioning belt of the pump motor.
• Lift the brush spring withthe help of a wire clip.
• Pull the carbon brushes out at the connecting
cable (2).
• Disconnect the connecting cable.
• Clean the commutatorcompartment (blow out
with air).
Caution: Do not breathe in carbon dust.

• Mount the new carbon brushes.

6/0163
Remark: The motor must not be run at full load

1
after the carbon brushes have been
replaced. The carbon brushes run in
relatively quickly when they are not
subjected to a heavy load.
reserved.
Checking the brush springs

Brush springs that are not pre-tensioned adequately
can cause the commutator to burn.
Check that the carbon brushes run smoothly in the
shaft.
0(0283

Pump motor maintenance
For further details on this subject, please refer to
the description of the drive motor (see sheet no.
2-07).
reserved.

Chapter 27 Hydraulic motor
Function
The hydraulic motor (1) is the drive unit for the side 1
shifting function. It is mounted on the side shift
carriage (2) underneath the cover (3). Its drive shaft
is connected directly to the toothed shaft (4) in the
side shift carriage.
Depending in which direction the oil flows through
the hydraulic motor, it rotates either clockwise or
anticlockwise and drives the toothed shaft. The
toothed shaft runs on the two toothed rods of the
holder and pushes the side shift carriage to the left
or right.
The hydraulic motor is connected to the valve block 0/0291
of the attachment with two hydraulic leads. This

2
valve block contains the switching valves for the di-
rection of oil flow through the hydraulic motor (side
3
shifting to the left or right) and the proportional
valve for side shifting, with which the volume of oil
that passes through the hydraulic motor can be

altered (shifting speed). The volume of oil also
depends on the pump speed for shifting that is set
in the vehicle control system.
Commissioning
reserved.
• Start up the motor gently.

• Run the motor for 15 to 30 minutes with a
moderate load and at a moderate speed.
• Do not run the motor with a full load until all air
has been bled out of the system and the dirt
particles have been filtered out.
0/0293
4
Technical data
• Maximum pressure (duration): 140bar
• Maximum pressure (peak): 160bar
Remark: Do not subject the motor to loads that
exceed the maximum values.

Checking for leaks
• Clean all oil off the connectors of the hydraulic
motor and off the hydraulic motor itself.
2
• Shift the side shift carriage out of the ramp area.
• Block the side shift function with a piece of
wood.
• Select the side shift function and apply the max.
setpoint for shifting for approx. 10 seconds.
• Look to see if any oil has emerged from the
connectors (1) of the hydraulic motor.
If it has, the leaking connectors must be
inspected and replaced if necessary
• Look to see if oil has emerged from the 0/0291
B-end shield (2). 1

If it has, the hydraulic motor must be replaced.
Remark: The A-bearing of the hydraulic motor (3)

is not visible when the motor is installed
in the vehicle. If the A-bearing leaks, the
oil that escapes runs over the toothed
shaft bearing (4) onto the gearwheel of
the toothed shaft (5). In this case, the
hydraulic motor must be replaced. 3
reserved.
0/0293
4 5

Removal
Remark: As soon as either of the two hydraulic
connectors is disconnected, hydraulic oil
leaks out. The oil that emerges must be
caught in a suitable container.
• Release the pressure on the hydraulic leads to
the hydraulic motor.
Remark: The pressure can be released from the
hydraulic leads to the hydraulic motor by
selecting the side shift function without a
load.
If the hydraulic axes have been correctly
taught in, the hydraulic supply leads to
the hydraulic motor are free of pressure 0/0291
in both end positions of the side shift
1
function.
• Remove the cover of the side shift carriage.
• Release the hydraulic leads to the hydraulic

motor (1).
• Release both screws (2) on the hydraulic motor.
• The hydraulic motor can be released by lifting
the toothed shaft vertically upwards.
reserved.
0/0292

Chapter 28 Pump
Removing the pump
• Push the battery half way out of the battery
compartment so that the suction hose can be
removed from the battery compartment side.
• Drain off the hydraulic oil completely.
• If the hydraulic oil cannot be drained off

completely, the alternative is to block off the
suction hose with a suitable tool (1).
• Remove the chassis valve block (2) (see sheet

no. 24-05). 0/0338
1
• Disconnect the suction hose (3) from the pump
from the battery compartment side.
• Release the pump from the pump motor at both

screws (4).
reserved.
0/0333
3 2
0/0335

Chapter 29 Oil level indicator
Oil level indicator
On the right-hand side of the vehicle there are 2

inspection glasses on the oil tank. When the vehicle
is filled with hydraulic oil, the oil level should be
visible in the upper inspection glass (4).
If the oil level in the lower inspection glass is no
longer visible, the hydraulic oil must be topped up
without fail.
Important: The hydraulic oil level must be

measured with the cab fully lowered 0/0299
and the addtional lift also fully lowered. 4
Remark: When the oil level can be seen in the

centre of the upper inspection glass,
there are approx. 47.5l of hydraulic oil
in the tank.
When the oil level can be seen in the
centre of the lower inspection glass,
there are approx. 43l of hydraulic oil in
the tank.
reserved.

Chapter 30 Ventilation filter
Function
In order to prevent inadmissible changes in
pressure occurring inside the hydraulic tank, an
exchange of air with the air outside the system must
take place with a ventilation filter (1).
Air from the outside, which is often very heavily
soiled, would cause additional soiling of the oil if
there were not a suitable filter fitted. The
consequences would be negative side effects like
increased wear, premature ageing of the oil and
shortening of the operational life of the pressure
filter.
0/0409
4
Structure
The ventilation filter consists of an oil-resistant, non-
corrosive plastic housing in which a wide-surface
filter is inserted.
Maintenance
It should not be necessary to replace the ventilation
filter for at least 5 years.
reserved.

Chapter 31 TLH
Adjusting work on the trilateral head
The following conditions must be met before the
trilateral head (TLH) can be adjusted:
• All the necessary parameters must be

programmed in the vehicle control system
(FZS).
The following list of adjusting work is a logical

sequence for complete basic setting of the TLH.
This list should be followed as closely as possible:
• Adjustment of the tooth profile play
• Adjustment of the eccentric rollers for the
overshift function
• Adjustment of the swivel shaft for the additional
lift
• Removal of the lift carriage

• Adjustment work on the lift carriage

• Adjustment of the potentiometer for side shifting
• Adjustment of the potentiometer for swivelling
• Adjustment of the 90° swivelling range
• Adjustment of the switching lugs for side shifting
reserved.
• Adjustment of the limit switches for swivelling

• Adjustment of the magnetic sensors

Chapter 31 TLH
Adjusting the tooth profile play
The following preparations must be made for
adjustment of the tooth profile play on the TLH and
for checking that the side shift carriage (1) is at right
angles to the fork holder (2):
• Swivel the fork to 90° (front position).
• Shift the side shift carriage into centre position.
• Remove side covers from the pulling cylinders.
• Release the lock nuts from all 12 eccentric rollers
(without the overshift there are 8 eccentric rollers) 0/0195
at the top and bottom on the shift carriage (1). 2 3 1
Remark: To release the lock nuts on the large
centre eccentric roller at the bottom (3),
the pulling cylinders (4) must be
unscrewed. Every time the pulling
cylinders have been adjusted, the 90°
swivelling range must be checked and
readjusted if necessary. For this reason,
it is helpful to measure the distance X (5)

on both pulling cylinders before

unscrewing the cylinders. If the pulling
cylinders are screwed on again to the
measured dimension X when the
0/0196
adjustment work is complete, the 90° 4
swivelling range either does not need to
be corrected at all or just minimally.
Note: When the pulling cylinders are
reserved.
unscrewed, no hydraulic functions may

be selected! Before a pulling cylinder is
unscrewed, the hydraulic pressure must
be released by carefully unscrewing the
hydraulic screw connection on the
cylinders. X
• Entirely remove the small eccentric rollers from
the top and bottom of the side shift carriage.
• If there is a large eccentric roller at the centre top 5
0/0213
and bottom, remove these too.

• Entirely remove the large rollers from the bottom
so that the gearwheel lies on the toothed rack.
• Raise the side shift carriage with a hand lifting
truck or hydraulic jack (6) so that the upper
gearwheel of the toothed shaft fits tightly against
the upper toothed rack.
Remark: Ensure when jacking up the side shift
carriage that pressure is not applied to
the small eccentric rollers, but that the
toothed shaft lies directly against the
toothed rack. 6 0/0197

Chapter 31 TLH
First the right angle between the side shift carriage
and the fork holder must be set with the eccentric
rollers on the upper guide block of the side shift
carriage. Then the tooth profile play between the
toothed shaft and the upper toothed rack must be
set to 0.5mm:
• The right angle between the side shift carriage
and the fork holder must be set with the 2 large
upper eccentric rollers. During this process, the
two eccentric rollers should only be applied gently
to the guide rail (so that the idler rollers can still be
turned by hand).
0/0198
Important: All the eccentrics (1) must be tightened
from the outside (marking points must 1
be on the outside) in order to achieve
the largest possible distance from the
pressure points.
Remark: If there is no large angle steel available

to measure the right angle, proceed as
follows:
• Shift the side shift carriage exactly into
the centre position (same measure
ment from both ends of the holder to
the side shift carriage).
• Pick a prominent point on the shift
reserved.
carriage that is fitted symmetrically on

both sides, e.g. the end of the lower
bumper (2). 0/0199
• If the distance from this prominent

2 3
point to the end of the holder is equal
(3) in both directions, the side shift
carriage is at right angles to the fork
holder.
• Apply both the small eccentric rollers (3) gently to
the guide rail (so that the idler rollers can still be
turned by hand).
• Lower the hand lifting truck or hydraulic jack that
was used to jack up the side shift carriage.
• Release the two large eccentric rollers (4) evenly
by approx. 1/8 of a turn.
• Use an angle steel to check that the angle
between the toothed rack and the side shift 0/0195
carriage is a right angle.
• Use a feeler gauge to check the distance between 4 3
the small eccentric rollers and the guide rail. The
tooth profile play should be set to 0.5mm ±0.1mm.
Chapter 31 TLH
• Once the small eccentric rollers (3) have been
applied to the guide rail (so that the idler rollers
can just be turned by hand, max. distance 0.1
mm), the upper guide block not including the 1
overshift function is pre-adjusted.
Now the lower guide block must be adjusted:
• Ensure that the lower gearwheel is applied to the
toothed rack (the hand lifting truck or hydraulic
jack must be lowered).
• Apply the two outer smaller eccentric rollers (1)
evenly to the guide rail.
• Turn these small eccentric rollers evenly back by
approx. 1/8 of a turn.
• Use a feeler gauge to check the distance between
the small eccentric rollers and the guide rail. The
distance for each should be set to 0.5mm ±
0.1mm.
• Tighten the two larger outer eccentric rollers (2)

evenly until the small eccentric rollers opposite are 0/0196
applied lightly (the idler rollers can still be turned
by hand, max. distance 0.1mm). In order to tighten 2
the rollers evenly, each roller should only be
tightened so far that the other roller can still just
be turned by hand. Now tighten this roller, etc...
reserved.
Both the guide blocks are now pre-adjusted. The

tooth profile play must be checked by selecting the
hydraulic functions for side shifting and swivelling.
The tooth profile play is set too large:

• if the mast tilts too much during swivelling from
left to right or vice versa.
The tooth profile play is set too small:

• if "rattling" noises occur when the hydraulic
side shifting function is selected
• if the side shift carriage rises vertically when it
is unloaded and the hydraulic side shifting
function is selected, or if the side shift carriage
no longer seated on the rail with the large
vertical roller at any point across the width of
the holder.

Chapter 31 TLH
Remark: The tooth profile play should be set
equally on the lower and upper guide
blocks. To check, brush some grease
onto a few cm width of the toothed racks
with a brush and run the side shift
carriage over then. The grease should
now be squeezed out evenly from the top
toothed end to the bottom toothed end.
If the tooth profile play needs readjusting, the small,
outer eccentric rollers at the top and bottom of the
side shift carriage should first be removed. Then the
large, outer eccentric rollers at the top and bottom of
the side shift carriage should be adjusted minimally
(by approx. 1/16 revolution). Ensure during this
operation that the eccentric rollers are adjusted
equally at the top and bottom guide blocks,
otherwise the right angle between the side shift
carriage and the fork holder will be put out of

adjustment.
Next, all 4 small eccentric rollers must be applied
again (so that the idler rollers can still be turned by
hand, max. distance 0.1mm) and then the tooth pro-
file play must be checked again.
Once the eccentric rollers are set correctly, the lock
nuts of the eccentrics must be tightened. When
reserved.
tightening the lock nuts, ensure that the eccentric

shaft is held steady (with the assistance of a second
person).
It is best to do this with a 14mm hexagon socket
screw key that is shortened by 30mm. Otherwise the
puller cylinders must be dismantled.
Remark: Adjustment of the rollers is extremely
important, since if the rollers are set
incorrectly, the rotary shaft may be
damaged.
Tightening torque for the lock nuts of the small

eccentric rollers: 120Nm.
Tightening torque for lock nuts of the large eccentric
rollers: 450Nm when the centre rollers are mounted,
300Nm when no centre rollers are mounted.
Finally, replace the side covers on the pulling

cylinders.

Chapter 31 TLH
Adjusting the eccentric rollers for the
overshift function
In order to adjust the eccentric rollers for the
overshift function, the following preparation work
must be carried out:
• The tooth profile play must already be adjusted.
• Release the lock nuts of the centre guide rollers at
the top and bottom on the side shift carriage (1).
centre eccentric roller at the bottom (1),
the pulling cylinders (2) must be
unscrewed. Every time the pulling
cylinders have been adjusted, the 90°
swivelling range must be checked and
0/0196
readjusted if necessary. For this reason,
it is helpful to measure the distance X (3) 2 1
on both pulling cylinders before
unscrewing the cylinders. If the pulling

cylinders are screwed on again to the
measured dimension X when the
adjustment work is complete, the 90°
swivelling range either does not need to
be corrected at all or just minimally.
unscrewed, no hydraulic functions may X
reserved.

be released by carefully unscrewing the 0/0213
hydraulic screw connection on the 3
cylinders!
• Screw on both pulling cylinders.
Adjustment of the small, centre eccentric rollers at

the top and bottom of the side shift carriage:
• The two eccentric rollers must be applied so that
they only just touch the guide rail.
Adjustment of the large, centre eccentric rollers at
the top and bottom of the side shift carriage:
• Shift the side shift carriage in the direction of the
overshift position (fork is swivelled into end
position and the fork prongs point in the selected
0/0201
shift direction) until the large, outer guide rollers
(4) at the top and bottom of the side shift carriage 4
only just come into contact with the guide rail of
the holder.

Chapter 31 TLH

overshift function
• In this position the two large, centre eccentric
rollers (1) should be applied gently to the stopping
cam (2).
• Swivel the fork prongs around 180° and move the
side shift carriage to the other side in overshift
position. Check the adjustment of the centre
eccentric rollers.
The eccentric roller (1) is applied too tightly if:

• there is a an impact when it hits the stopping 0/0201
cam.
2 1
The eccentric roller is not applied tightly enough:
• if the side shift carriage moves out of 90°
alignment angle to the fork holder when it is in

the overshift position.
If the two cams (2) at the left and right-hand sides of

the side shift carriage are different sizes, the large
centre eccentric rollers should be adjusted to the
larger cam.
reserved.
Remark: If the difference in size between the two

cams is so large that the centre eccentric
rollers cannnot be adjusted satisfactorily
0/0202
for both sides, the larger stopping cam
can be ground down on the mounting 2
side by the difference in size.

Chapter 31 TLH

overshift function
Once the eccentric rollers are set correctly, the lock

nuts of the eccentrics must be tightened. When
tightening the lock nuts, ensure that the eccentric
shaft is held steady.

centre eccentric roller at the bottom, the
pulling cylinders must be unscrewed.
Every time the pulling cylinders have X
been adjusted, the 90° swivelling range
must be checked and readjusted if
0/0213
necessary. For this reason, it is helpful to
measure the distance X (1) on both 1
pulling cylinders before unscrewing the

cylinders. If the pulling cylinders are

screwed on again to the measured
dimension X when the adjustment work is
complete, the 90° swivelling range either
does not need to be corrected at all or
just minimally.

reserved.

be selected!
Tightening torque for the lock nuts of the small

eccentric rollers: 120Nm.
Tightening torque for lock nuts of the large eccentric
rollers: 450Nm.

Chapter 31 TLH
Adjusting the swivel shaft for the
additional lift
• Shift the side shift carriage into the centre position.

• Swive the fork into the straight-on position.
• Measure the height of the fork prong back. 0/0208
Remark: If the two fork prongs are not set to 1 2

exactly the same height, the mean value
should be calculated.
• Measure the height of the fork prong tip (2).

Remark: If the two fork prong tips are not set to
exactly the same height, the mean value
should be calculated.
The fork prong tips should be 5mm higher than the

fork prong backs. If this is not the case, proceed as
follows:
0/0209
7 3 4
• Release the threaded pin (3) at the left and right
of the fork holder.
• Release the clamping screw (4) at the left and
right of the fork holder.
reserved.
• Release the screw (5) at the left and right of the

fork holder.
• Use a screw (M20) to push the TLH away from
the cab at the bottom (6).
Remark: If there is no forcing screw available, the
TLH can also be lifted with a hydraulic
0/0210
jack (see point 1, sheet no. 31-10). 5
• If the fork prong tips are too low in relation to the

fork prong backs, the TLH should be lifted using a
forcing screw (or hydraulic jack), until the required
5mm difference is reached.
Finally, shims must be inserted (see point 2, sheet
no. 31-10) between the TLH and the fork holder
(7).
Remark: In order to insert the shims, the TLH
must be raised higher than is finally
necessary. 0/0211
6
Chapter 31 TLH
Adjusting the swivel shaft for the
additional lift
• If the tips of the fork prongs are too high in relation

to the backs of the fork prongs, shims must be
removed from between the TLH and the holder
until the required 5mm difference is reached.
If there are no shims between the TLH and the
fork holder, the fork prong tips cannot be lowered
any further. 0/0197
1
Remark: The shims (2) are available in the
following thicknesses:
• 2mm, Id. no. W8 270 115
• 3mm, Id. no. W8 270 116
• Release the forcing screw (or lower the hydraulic

jack) and check the difference between the fork

prong tips and the fork prong backs. If necessary, 0/0212
adjust as described.
2
• Tighten the screws (3) at the left and right of the
fork holder.
• Tighten the clamping screws (4) at the left and
right of the fork holder.
reserved.
• Tighten the threaded pins (5) at the left and right

of the fork holder.
0/0210
3
0/0209
5 4
Chapter 31 TLH
Removing the lift carriage

The lift carriage must be removed completely in
order to make adjustments to the radial and axial
play of the lift carriage:
• Lower the additional lift completely.

• Remove the fork prong securing elements from
the left and right of the lift carriage. 0/0203
1
• Disengage the fork prongs.
• Remove the upper mechanical end stop (1) for
the lift carriage.
• Unscrew the cover.
• Disconnect the electrical connection (2).
• Unscrew the cable clip (3) from the lift carriage.

• Use a crane or similar equipment to lift the lift

carriage up and out over the return roller (4) on
the additional lift cylinder.
• Unscrew the screw on the chain securing element
(5).
0/0204
• Disengage the chain from the bottom.
5 3 2
reserved.
• The lift carriage can now be lifted completely out

of the profile of the additional lift mast.
0/0205

Chapter 31 TLH
Adjusting work on the lift carriage

The lift carriage must be removed completely in
order to make adjustments to the radial and axial
play of the lift carriage.
Adjusting the radial play on the lift carriage

• Measure the narrowest point of the right and left
additional lift mast profile over the entire height.
• Select idling rollers (1) of a suitable size, so that
they do not jam at the narrowest point of the
profile of the additional lift mast.
Remark: The idling rollers are available in 3

different diameters: 0/0206
• 89.9mm, Id. no. W8 424 223 1

• 90.2mm, Id. no. W8 424 224
• 90.5mm, Id. no. W8 424 225
Adjusting the axial play on the lift carriage

• The 4 idling rollers on the lift carriage must be
underlaid with shims until all the idling rollers run
smoothly along the additional lift mast profile. If
necessary, the left hand idling roller can, for
example, be underlaid with one shim more than
reserved.
the idling roller on the right hand side
Remark: The shims are available in the following

thickness:
• 0.5mm, Id. no. W8 413 890
• The idling rollers are underlaid correctly when the

lift carriage has an axial play of max. 0.6mm in the
profile at the narrowest point, and when the entire
lift carriage is positioned vertically.

Chapter 31 TLH
Adjusting work on the lift carriage
Adjusting the height of the lift carriage with the

additional lift fully lowered
• When a new lifting chain has just been installed, it
must be pre-tensioned:
Raise the lift carriage with a full load about 3-4
times and place a load on the chain by stopping
the lowering movement several times with a jolt.
• Release the lock nut (1) on the chain tensioner (2)
for the additional lift.
• Turn the adjusting nut (3) so that when the forks
are in the front position, the fork prong tips are 0/0207
60 - 80mm above the ground when the additional

2 3 1
lift cylinder is fully lowered.
• This height must also be checked in both home
positions (fork swivelled to the left and to the right.
31-09).
• Tighten the lock nut.
reserved.

Chapter 31 TLH
Adjusting the potentiometer
for side shifting
A 1KΩ potentiometer (1) is used for path

measurement of the side shifting hydraulic function.
When the side shift carriage is positioned in the
centre of the fork holder, the resistance of the
potentiometer should be 500Ω ± 10Ω.
Remark: The resistance value is measured on the
potentiometer between pin 1 (white
connecting wire) and pin 2 (orange
connecting wire).
0/0215
If the resistance value of the potentiometer deviates
from the specified value in this position, the 1
potentiometer must be readjusted:
Remark: So that the potentiometer does not have
to be readjusted every time the side shift

carriage is removed and reinstalled, the
side shift carriage should always be
installed on the side of the holder on
which it was removed.
• Raise the cab until the potentiometer for side
shifting (1) is easily accessible.
• Support the cab safely from below at this height.
reserved.
• Remove the side covers from the side shift

carriage over the pulling cylinders. 0/0214
• Release the pulling cylinders (2). 2
Remark: Every time the pulling cylinders have

been adjusted, the 90° swivelling range
must be checked and readjusted if
necessary. For this reason, it is helpful to
measure the distance X (3) on both
pulling cylinders before unscrewing the
cylinders. If the pulling cylinders are
screwed on again to the measured X
dimension X when the adjustment work
is complete, the 90° swivelling range
either does not need to be corrected at 0/0213
all or just minimally.

3

Chapter 31 TLH
for side shifting

be released by carefully unscrewing the
hydraulic screw connection on the
cylinders!
• Unscrew the potentiometer holder (torque
converter bearing for the potentiometer).
0/0215
• Release the plate with holes (1).
1
• Set the resistance value of the potentiometer to
500Ω ± 10Ω by turning the plate with holes (2)
(the side shift carriage must be positioned exactly
in the centre).
• Secure the plate with holes using 2 screws, so
that the potentiometer is only moved minimally,
i.e. the plate with holes must be turned until the
next two easily accessible threads on opposite
sides are positioned under the holes
• Secure the potentiometer holder with the screws.
reserved.
• Screw up the pulling cylinder to the previously 0/0216

measured dimension X (3). 2
• Screw on the side covers of the side shift carriage
over the pulling cylinders.
0/0213

Chapter 31 TLH
for swivelling
A 1KΩ potentiometer (1) is used for path
measurement of the swivelling hydraulic function.
When the fork is swivelled to straight on, the
resistance of the potentiometer should be 500Ω ±
10Ω.
If the resistance value of the potentiometer deviates

from the specified value in this position, the
potentiometer must be readjusted:
• Raise the cab until the potentiometer for swivelling
(1) is easily accessible.
• Support the cab safely from below at this height.
• Swivel the fork into the straight-on position. 0/0217
1
• Disconnect the plug-in connectors (2).

• Unscrew the fastening screws from the potentio-
meter holder (3).
• Remove the potentiometer from below with its
holder.
• Set the resistance value of the potentiometer to
500Ω ± 10Ω by turning the toothed wheel (4) (the
reserved.
fork must be swivelled into the straight-on

position).
• Secure the potentiometer and holder in this
position with screws. 0/0218
• Make the electrical connection with the 4 3 2

potentiometer.

Chapter 31 TLH
Adjusting the 90° swivelling range
• Remove the shims (1)

• Swivel the lifting mast right to the side.
• Adjust the fully retracted cylinder with the screw
(2), so that there is a distance of 5 - 10mm (4)
between the rear back of the fork and an angle
steel that is applied to the toothed rack and the
front back of the fork. The fork holder now has a
swivelling angle of just more than 90°. 0/0219
• Screw on several shims. 1

Remark: The shims are available in the following
thickness:
• 1mm, Id. no. W8 313 255
• Use an angle steel to check that the fork backs

form a 90° angle with the toothed rack. Check the
adjustment by adding or removing shims.
• Follow the same procedure on the other side.
• Measure the length of each extended piston rod.
The length must not exceed 162 mm.
5-10mm
Note: This step is important, because the
reserved.
cylinders will be damaged if the piston

reaches the mechanical end stop during
swivelling!
4 0/0353
• Finally measure the screw length "X" on both

pulling cylinders and check for the limit values (2).
Remark: Xmax = 95mm

Xmin = 71mm
0/0213
2 3

Chapter 31 TLH
Adjusting the switching lug for side
shifting
Remark: In order for the switching lug to be set
correctly, the parameters for the TLH in
the vehicle control system must be
programmed.
• Shift the forks very slowly to the left until the side
shift carriage comes to a halt by itself.
• Move the switching lug (1) on the left hand side so
that it is directly above the contour switch (2)
(inductive encoder) for side shifting. 0/0220
2 1
• The switching distance between the contour
switch and the switching lug should be 5 ± 2mm.
• When the contour switch is actuated, the red LED
(3) in the threaded section of the contour switch

lights up.
• Shift the forks very slowly to the right until the side
shift carriage comes to a halt by itself.
• Move the switching lug on the right hand side so
that it is directly above the contour switch for side
shifting.
reserved.
• The switching distance between the contour 0/0221
switch and the switching lug should be 5 ± 2mm. 3

• When the contour switch is actuated, the red LED
(3) in the threaded section of the contour switch
lights up.
Remark: The LED on the contour switch (3) is not
always visible, depending on how the
element is installed.

Chapter 31 TLH
Adjusting the limit switches

for swivelling
Remark: In order for the limit switch (inductive

encoder) for swivelling to be set
correctly, the 90° swivelling range to the
left and right must be set correctly.
• Swivel the fork to the mechanical end stop at the

left or right.
• The distance between the limit switch (1) and the
fixed switching lug (2) should be 5 ± 2mm. 0/0222
2 1
• When the limit switch is actuated, the red LED (3)
in the threaded section of the contour switch
lights up.
Remark: The LED on the limit switch (3) is not

always visible, depending on how the
element is installed.
reserved.
0/0223

Chapter 31 TLH
Adjusting the magnetic sensors
Magnetic switch for referencing

• The switching distance between the magnetic
switch (1) and the magnetic strip for referencing
(2) should be <8mm.
Remark: The distance between the magnetic
switch and the magnetic strip can be
adjusted with longitudinal slots.
• The magnetic strip for referencing (2) is glued into
the profile of the additional lift mast and covered
with a protective strip.
• When the lift carriage is fully lowered, the
magnetic switch should be positioned over the 0/0224
magnetic strip for referencing. 3 1
Remark: When the magnetic switch (1) recognises
the magnetic strip, the LED on the

sensor lights up. 4
Magnetic sensor for height measurement,

additional lift
• The switching distance between the magnetic
sensor (3) and the magnetic strip (4) that is
reserved.
applied along the entire length of the additional lift

should be <4mm. The standard distance setting is
2mm.
Remark: The distance between the magnetic
switch and the magnetic strip can be
adjusted with longitudinal slots.
0/0200
• The magnetic strip for height measurement (4) is 2

glued into the profile of the additional lift mast and
covered with a protective strip.
Remark1: The magnetic sensor should not be

turned, otherwise the height
measurement does not function
properly.
Remark2: The magnetic strip loses its magnetism

if it comes into contact with strong
magnets.

Chapter 35 Error codes
General
The vehicle is fitted with an onboard diagnosis
system.
All errors that can be read out over the diagnosis
software are shown on the operating console
display in the form of an error code.
The possible errors are divided into groups Q
according to the affected function: PSA
PSA
Fehler
FE1XX: Travel, see sheet no. 35-02

FE2XX: Steering, see sheet no. 35-03
FE3XX: Main lift, see sheet no. 35-05 0/0001
FE4XX: Additional lift, see sheet no. 35-07

FE5XX: Side shifting, see sheet no. 35-08 1
FE6XX: Swivelling, see sheet no. 35-09
FE7XX: SSSB180° (Synchronised side shift
movement 180°), see sheet no. 35-10
FE8XX: SSSB 90° (Synchronised side shift
movement 90°), see sheet no. 35-11
FE9XX: CAN bus, see sheet no. 35-12

FE10XX: General errors, see sheet no. 35-13
FE11XX: Automatic braking at end of aisle
(EASS), see sheet no. 35-16
FE12XX: Options, see sheet no. 35-17
FE2XXX: Travel and pump controller ( FPS),
see sheet no. 35-18
Remark: The error code on the operating conso-

reserved.
le display also indicates in which group

of errors the error can be found in the
PC diagnosis system.
E.g.: FE310
- Error group 03, error number 10
Important: If a component is changed on one of

the distance measuring systems listed
below or if the position of a sensor is
changed, a teaching-in process must
be carried out on the relevant axis (see
sheet no. 22-01):
- Height measuring system, main lift
- Height measuring system, add. lift
- Distance measuring system for
side shifting
- Distance measuring system for
swivelling.

Travel function
• FE100
Error occurred on measurement of "Brake selection brake 1"
The brake amplifier for the 1st stage of the electromagentic brake cannot be selected.
• FE101
Error in brake coil, 55W
The brake amplifier of the 1st stage of the electromagnetic brake can no longer be
actuated (brake is not released). If this error occurs, the FPS is switched to idle.
The brake amplifier of the 1st stage of the electromagnetic brake can no longer be
deactivated (brake is not applied). If this error occurs, an EMERGENCY-stop is
initiated.
This error code is also displayed if the steering fuse (3F1) is faulty.
• FE102
Error occurred on measurement of "Brake selection brake 2"
The brake amplifier for the 2nd stage of the electromagnetic brake cannot be selected.
• FE103
Error in brake coil, 25W
The brake amplifier of the 2nd stage of the electromagnetic brake can no longer be
actuated (brake is not released). If this error occurs, the FPS is switched to idle.
The brake amplifier of the 2nd stage of the electromagnetic brake can no longer be
deactivated (brake is not applied). If this error occurs, an EMERGENCY-stop is
initiated.
• FE112
Comparison of travel speed FPS - FZS is not plausible
The speed specified by the FPS does not match the speed that the vehicle control
reserved.
system receives from the speed sensor. The max. travel speed is limited to v=2.5km/h.
• FE113
Comparison of travel direction FPS - FZS is not plausible
The travel direction specified by the FPS does not match the travel direction that the
vehicle control system receives from the speed sensor. The max. travel speed is
• FE114
Travel speed too high
The travel speed is too high. Deceleration is activated.
• FE115
Brake deceleration is too weak
The amount by which the travel speed is decreased on braking is too small. If this error
occurs, an EMERGENCY stop is initiated to switch the FPS to idle.

Steering function
• FE205
LR80: distance monitoring A/B reflector on/off signal
Distance measurement monitoring is carried out between the "inside" and "outside"
signals of the reflective light barrier and vice versa. The error occurs when no pulses or
too many pulses are measured by the incremental encoder between the two signals.
The max. travel speed is limited to v=2.5km/h and diagonal travel is not possible.
• FE206
LR80: "outside" reflective light barrier switches in the wrong area
The "inside" reflective light barrier is actuated before the "outside" reflective light
barrier as the vehicle enters the aisle. The max. travel speed is limited to v=2.5km/h
and diagonal travel is not possible.
• FE207
LR80: "inside" reflective light barrier switches in the wrong area
The "outside" reflective light barrier is actuated before the "inside" reflective light
barrier as the vehicle enters the aisle. The max. travel speed is limited to v=2.5km/h
and diagonal travel is not possible.
• FE208
LR80: Timeout steering lock off
On a vehicle with inductive wire guidance, switch 3S33 (unlocked) must be actuated
within 1.1 second after the "steering lock" signal has gone (0V). If this is not the case,
an EMERGENCY stop is initiated.
• FE209
LR80: Timeout steering lock on
On a vehicle with inductive wire guidance, switch 3S34 (locked) must be actuated
reserved.
within 2 seconds after the "steering lock" has been applied (24V). If this is not the
case, an EMERGENCY stop is initiated.
• FE210
LR80: steering angle >3° in an aisle
On a vehicle with inductive wire guidance, the ±3° switch for the steering angle limiter
has been actuated. If this error occurs, an EMERGENCY-stop is initiated.
• FE211
LR80: "Deceleration" output for LR80 implausible
The "deceleration" output signal of the LR80 central processing unit is behaving
implausibly in relation to other signals. The max. travel speed is limited to v=2.5km/h.
• FE212
LR80: switched over to manual steering in an aisle
The driver has switched the inductively guided vehicle (LR80) over to manual steering
inside an aisle when this is not permissible. As a result, a travel stop is initiated. This
error can be rectified by switching back to AUTO.

Steering function
• FE213
LR80: error message from LR80
If the inductive wire guidance system (LR80) initiates an EMERGENCY-stop, this error
appears on the operating console display.
• FE214
No "steering OK" signal from the steering amplifier
Within 0.5 seconds of the deadman switch being actuated, the "Steering OK" signal
should be applied at the output of the steering controller. If this is not the case, the ve-
hicle cannot be moved.
• FE215
No "Straight-on actual value" from the steering amplifier
Within 3 seconds of the vehicle entering an aisle, the "Straight-on actual value" signal
should be applied at the output of the steering controller. If this is not the case, the
max. travel speed is reduced to v=2.5km/h.
reserved.

Main lift function
• FE307
Roof switch actuated
The roof switch has been actuated. The electromagnetic brake becomes operative and
all the hydraulic functions except the main lift lowering function are deactivated.
• FE308
Chain breakage
All the hydraulic functions except the main lift lifting function are deactivated. The max.
travel speed is limited to v=1km/h.
• FE309
Slack chain
All the hydraulic functions except the main lift lifting function are deactivated. The max.
travel speed is limited to v=1km/h.
• FE310
The inductive encoder does not switch within its range
The inductive encoder (reference switch) does not switch within the specified range for
the potentiometer. The main lift lifting and lowering functions can only be executed at a
reduced speed. The max. travel speed is limited to v=2.5km/h.

• FE311
Lifting speed monitor movement without selection
The incremental encoder for the height measuring system of the main lift is delivering
pulses although the main lift function has not been selected and no valves have been
triggered for this function. If this error occurs, an EMERGENCY-stop is initiated, so that
the valves and pump motor can be switched off safely.
reserved.
• FE312
"Wire terminal monitor" lifting and lowering or cable breakage
The incremental encoder for the height measuring system of the main lift is not
delivering any pulses, although the pump motor is running and the relevant valves for
this hydraulic function have been triggered. The main lift lifting function is only possible
if the reference switch at the rear of the cab is actuated. The main lift lowering function
can only be executed at a reduced speed and with the acknowledgement key pressed
and held down on the operating console. The max. travel speed is limited to
v=2.5km/h.
This error code can also be displayed with the maximum pressure setting (see sheet
no. 24-02).
• FE313
Lifting speed monitor or cable breakage
The speed for the main lift lifting and lowering functions (e.g. cable breakage in the
height measuring system) is too high. The main lift lifting function is only possible if the
reference switch at the rear of the cab is actuated. The main lift lowering function can
only be executed at a reduced speed. The max. travel speed is limited to v=2.5km/h.

Main lift function
• FE314
Counter comparison, potentiometer and incremental encoder
A difference of > 20cm has occurred between the two measuring systems (incremental
encoder and potentiometer), which monitor each other, for the main lift function. The
main lift lifting function is only possible when the reference switch at the rear of the cab
is actuated. The main lift lowering function can only be executed at a reduced speed.
The max. travel speed is limited to v=2.5km/h.
In order to rectify this error, a reference sequence must be carried out, in which the
cab is fully lowered and then raised until the inductive encoder (reference switch) at
the rear of the cab is no longer actuated.
• FE315
Wire breakage and short circuit monitoring
There is a short circuit (voltage signal >9.3V) or an interruption (voltage signal < 0.15V)
of the analogue setpoint (potentiometer).
The main lift lifting and lowering functions can only be executed at a reduced speed.
The max. travel speed is limited to v=2.5km/h.
reserved.

Additional lift function
• FE412
The axis moves without being selected or the measuring system is faulty
The incremental encoder for the height measuring system of the additional lift is
delivering pulses although the additional lift function has not been selected and no
valves have been triggered for this function. If this error occurs, an EMERGENCY-stop
is initiated, so that the valves and pump motor can be switched off safely.
• FE413
Axis does not move although it has been selected or the measuring system is faulty.
The magnetic sensor of the height measuring system of the additional lift is not
delivering any pulses, although the pump motor is running and the relevant valves for
this hydraulic function have been triggered. The additional lift lifting and lowering
functions can only be executed at a reduced speed. The max. travel speed is limited to
v=2.5km/h.
• FE414
Lifting and lowering speed too high
The speed for the additional lift lifting and lowering functions is too high. The additional
lift lifting and lowering functions can only be executed at a reduced speed. The max.
travel speed is limited to v=2.5km/h.

• FE415
No reference signal in the target window
The reference switch does not switch within the specified range. The additional lift
lifting and lowering functions can only be executed at a reduced speed. The max. tra-
vel speed is limited to v=2.5km/h.
reserved.

Side shift function
• FE513
Measuring range exceeded or not reached
There is a short-circuit (voltage signal >9.3V) or an interruption (voltage signal
< 0.15V) of the analogue setpoint (potentiometer).
The main lift lifting and lowering and side shift functions can only be executed at a
• FE514
Reference signal not in target window
The potentiometer value does not match the switching signal of the contour switch.
• FE515
No reference signal in target window
The switching signal of the contour switch does not match the potentiometer value.
reserved.

Swivel function
• FE613
Measuring range exceeded or not reached
There is a short-circuit (voltage signal >9.3V) or an interruption (voltage signal
< 0.15V) of the analogue setpoint (potentiometer).
• FE614
Reference signal not in target window
The potentiometer value does not match the switching signal of the limit switch. The
main lift lifting and lowering and side shift functions can only be executed at a
• FE615
No reference signal in target window
The switching signal of the limit switch does not match the potentiometer value. The
main lift lifting and lowering and side shift functions can only be executed at a
reserved.

Synchronous swivel shift movement 180°
• FE715
Fork outside contour
In the synchronous swivel shift movement, the side shift function is too fast or slow in
relation to the swivel function (trailing error).
reserved.

Synchronous swivel shift movement 90°
Remark: At the time of compiling this

workshop handbook, no error
codes were yet known.
reserved.

CAN bus error
• FE900
General CAN bus error
A general error has occurred in the CAN bus communication system.
• FE901
Time window of LHC (PDO1) has been exceeded
Communication with the LHC has been interrupted. The max.travel speed is limited to
v = 1km/h and all hydraulic movements are deactivated.
• FE902
Time window of BPS (PDO1) has been exceeded
Communication with the operating console has been interrupted. The max. travel
speed is limited to v = 0km/h and all the hydraulic functions are deactivated.
• FE903
Time window of FPS (PDO1) has been exceeded
Communication with the travel and pump controller has been interrupted. If this error
occurs, an EMERGENCY-stop is initiated.
reserved.

General errors
• FE1000
Check sum error in EEPROM when the vehicle is switched on
An error in the check sum for the changeable parameters has occurred when the
vehicle is switched on. The max. travel speed is limited to v=2.5km/h. All the hydraulic
functions can only be executed at a reduced speed. The red LED on the operating
console that indicates "Maintenance interval expired" also flashes.
This error can be rectified by switching the vehicle off and then on again.
• FE1001
An error in the check sum for the changeable parameters has occurred when the
vehicle is switched on. The max. travel speed is limited to v=2.5km/h. All the hydraulic
functions can only be executed at a reduced speed.
This error can be rectified by switching the vehicle off and then on again.
• FE1002
An error in the check sum for the options has occurred. The max. travel speed is limi-
ted to v=2.5km/h. All the hydraulic functions can only be executed at a reduced speed.
Also, all the options are blocked.
• FE1003
Access to EEPROM faulty
This error occurs when the vehicle control system (FZS) is faulty or there is a program
error. The standard parameter set is automatically loaded. In this case, the FZS must
be replaced.
reserved.
• FE1004
The last access was not a writing process
When the vehicle was switched off, the vehicle control system did not have enough
time to save all the data in the height measuring system for the main lift and the
additional lift. These two axes must be newly referenced (see. FE1008 and FE1009).
• FE1005
Implausible axis selection
This error occurs when several functions are selected at the same time but these may
not be executed at the same time, e.g. the driver selects side shift and wants to drive
the vehicle at the same time, or side shifting and swivelling are selected at the same
time. If this error occurs, the vehicle can only be driven at a speed of v = 1km/h and all
the hydraulic functions are blocked. When the functions are selected correctly, the
error is deleted automatically.

General errors
• FE1006
On switching on or EMERGENCY-STOP, operating console not at home settings or
deadman switch actuated
This error occurs if a travel direction or a hydraulic function is selected when the
vehicle is switched on or after an EMERGENCY-STOP has been initiated with the
deadman switch (e.g. a button is jammed on the operating console). If this error is
delivered, the vehicle cannot be driven and all the hydraulic functions are blocked.
When the acknowledgement key is pressed once, the vehicle can be driven at a speed
of v= 1km/h. This error must be deleted by switchin the vehicle off and then on again
or by actuating/releasing the EMERGENCY-STOP button.
• FE1008
Reference sequence required for additional lift
The height measuring system for the additional lift has not been referenced. The
additional lift lifting and lowering functions can only be executed at a reduced speed. A
reference sequence must be carried out (see sheet no. 18-01) in which the lift
carriage is fully lowered and then raised until the magnetic switch (reference switch) is
not longer acuated.
• FE1009
Reference sequence requirement for main lift
The incremental encoder for the height measuring system for the main lift has not been
referenced. The main lift lifting and lowering functions can only be executed at a
reduced speed. A reference sequence must be carried out (see sheet no. 18-01) in
which the cab is fully lowered and then raised until the inductive encoder (reference
switch) on the rear wall of the cab is no longer actuated.
• FE1010
reserved.
No calculation for teaching-in process

The vehicle control system has not be switched over to USER mode during work with
the diagnosis software (see sheet no. 21-01). The new settings made with the
diagnosis software have not been saved.
• FE1011
Sensor system power supply faulty
The rotary knob on the distributor board A13 (see sheet no. 13-01) is not set to
position "1". The components connected to the vehicle control system (FZS) are no
longer supplied with 2+24V. The max. travel speed is limited to v=1km/h.
• FE1012
EMERGENCY-STOP chain cannot be closed
On activation of the outputs for safety relays K33 and K34 (pin 50 and pin 51 of the
vehicle control system) the voltage of one or both outputs has remained at <0.5V. The
consequence is that the vehicle control system can no longer make the safety relay
drop out reliably.
If this error occurs, the electromagnetic brake becomes operative and all the hydraulic
functions are deactivated.

General errors
• FE1013
EMERGENCY-STOP chain not closed on switching on
This error occurs if the EMERGENCY-STOP chain is not closed 15 seconds after the
vehicle is switched on. When the EMERGENCY-STOP chain is not closed, travel is not
possible and none of the hydraulic functions can be carried out.
• FE1014
Faulty selection of safety relays K33 and K34
When the outputs for safety relays K33 and K34 (pin 50 and pin 51 of the vehicle
control system) are switched off, the voltage of one or both outputs remains at >1V.
The consequence is that the vehicle control system can no longer make the safety
relay pick up reliably.
If this error occurs, the electromagnetic brake becomes operative and all the hydraulic
functions are deactivated.
• FE1015
Relay contact K37 does not close
If an error occurs in the steering of a vehicle with inductive wire guidance, relay K37
drops out. Relay contact 3K37 is opened and interrupts the EMERGENCY-STOP
chain. The main contactors drop out - travel is not possible and none of the hydraulic
functions can be exectuted.
reserved.

Automatic braking at end of aisle (EASS)
• FE1108
EASS magnetic switches are not switching in pairs - reverse
The magnetic switches in the EASS magnetic system do not switch in pairs when
reverse (DE) travel is selected. The max. travel speed is limited to v=2.5km/h.
• FE1109
EASS megnetic system: implausible magnetic switch statuses outside aisle
Implausible magnetic switch statuses have occurred in the EASS magnetic system
when the vehicle is outside the aisle. The max. travel speed is limited to v=2.5km/h.
• FE1110
ASS megnetic system: implausible magnetic switch statuses inside aisle
Implausible magnetic switch statuses have occurred in the EASS magnetic system
when the vehicle is inside the aisle. The max. travel speed is limited to v=2.5km/h.
• FE1111
ASS megnetic system: magnetic switches are not switching in pairs - forwards
The magnetic switches in the EASS magnetic system do not switch in pairs when
forward (LE) travel is selected. The max. travel speed is limited to v=2.5km/h.
• FE1112
EASS inductive system: 2nd inductive encoder does not switch after 0.5m
The signal from the 2nd inductive encoder is not removed after 0.5m when the vehicle
leaves the braking plates or the signal from the 2nd inductive encoder is not received
after 0.5m when the vehicle drives onto the braking plates. The max. travel speed is
• FE1113
2nd rail switch does not switch after 2m
reserved.
When the vehicle drives into the aisle, the 2nd rail switch must be actuated after a
stretch of 2m at the latest. If this is not the case, the max. travel speed is limited to
v=2.5km/h. The EASS inductive system does not work in this case and diagonal travel
is not possible.
• FE1114
EASS inductive system: signal from inductive encoder is applied for >2m outside aisle
In the EASS inductive system, an inductive encoder continues to be actuated for a
stretch of at least 2m outside the aisle. The max. travel speed is limited to v=2.5km/h.
• FE1115
At least 1 rail switch or aisle recognition missed in the fast travel zone
In connection with the EASS, the "In aisle" signal (vehicle with inductive wire guidance)
or "Straight-on" signal (mechanical rail guidance) must be applied permanently in the
fast travel zone, otherwise the EASS is not active. If this is not the case, the max.
travel speed is limited to v=2.5km/h.

Option errors
Remark: At the time of compiling this

workshop handbook, no error
codes were yet known.
reserved.

Travel and pump controller errors (FPS)
• FE2014
Short-circuit in supply, external
A short-circuit has occurred in the 10V supply voltage (X11:11) for the drive motor and
pump motor speed sensors. The travel and hydraulic drives are switched to idle.
• FE2024
Undervoltage UC1 (intermediate circuit)
The main contactors drop out. The battery voltage is too low.
• FE2025
Main contactor stuck
The main contactor contacts are already closed when the vehicle is switched on (main
contactor contacts are welded together). The travel and hydraulic drives are switched
to idle.
• FE2026
Loading error in intermediate circuit
• FE2027
Invalid "vehicle type" parameter

An unknown standard parameter set is loaded in the vehicle control system. The main
contactors drop out or do not pick up. It may be possible to rectify this error by loading
the right standard parameter set.
• FE2028
FPG parameter error
One of the travel parameters is outside the permissible range of values. The FPs limits
the speed to the internally fixed limit value.
reserved.
• FE2051
Short circuit, FPS temperature sensor
The measuring circuit for temperature measurement of the FPS has short-circuited.
This error does not have any effect on the range of functions that can be carried out
with the vehicle.
• FE2052
Cable breakage, FPS temperature sensor
The measuring circuit for FPS temperature measurement has been interrupted. This
error does not have any effect on the range of functions that can be carried out with
the vehicle.
• FE2053
Excess temperature, FPS
The operating temperature at the power section of the FPS has exceeded 60°C. The
output power for the drive and pump motors is reduced by the same amount,
according to the operating temperature.

• FE2054
Temperature sensor failure, FPS
An error has occurred in the measuring circuit for the FPS temperature measurement .
This error does not have any effect on the range of functions that can be carried out
with the vehicle.
• FE2057
Excess voltage, UC1-Max
The protective excess voltage suppression in the FPS has responded. The travel drive
is switched to idle and the vehicle is braked to a standstill. This error can occur if the
vehicle is switched off during generator braking or if the battery is not in order.
• FE2063
Active lowering blocked
• FE2106
CAN bus error
• FE2107
CAN bus error
• FE2108
CAN bus error
• FE2109
reserved.
CAN bus error
• FE2110
General error in the CAN bus
• FE2114
ERror in e CAN bus network
• FE2159
Short-circuit, drive motor temperature sensor
The measuring circuit for temperature measurement of the drive motor has short-
circuited between X11:22 and X11:23 of the FPS. This error does not have any effect
on the range of functions that can be carried out with the vehicle.

• FE2161
Short circuit, pump motor temperature sensor
The measuring circuit for temperature measurement of the pump motor has short-
circuited between X11:23 and X11:38 of the FPS. This error does not have any effect
• FE2162
Cable breakage, drive motor temperature sensor
The measuring circuit for temperature measurement of the drive motor has been
interrupted between X11:22 and X11:23 of the FPS. This error does not have any
effect on the range of functions that can be carried out with the vehicle.
• FE2164
Cable breakage, pump motor temperature sensor
The measuring circuit for temperature measurement of the pump motor has been
interrupted between X11:38 der FPS unterbrochen. This error does not have any effect
• FE2165
Earth contact, drive motor temperature sensor

Test input X11:22 of the FPS has a direct connection with 0V. This error does not have
any effect on the range of functions that can be carried out with the vehicle.
• FE2167
Earth contact, pump motor temperature sensor
• FE2168
reserved.
Earth contact, reference point temperature sensor

• FE2169
Collective error, temperature sensor
A short circuit, an interruption or an earth contact has occurred in one of the 3
temperature measuring circuits (drive motor, pump motor and FPS). This error does
not have any effect on the range of functions that can be carried out with the vehicle.
• FE2173
Monitoring of drive motor armature regulator
A current that is too high has occurred in the armature regulator of the drive motor. The
travel drive is switched to idle. The cause may be an internal or an external short-
circuit.

• FE2174
Monitoring of drive motor field regulator
A current that is too high has occurred in the field regulator of the drive motor. The
travel drive is switched to idle. The cause may be a short-circuit or because a main
contactor has opened during normal travel.
• FE2176
Monitoring of pump motor field regulator
A current that is too high has occurred in the field regulator of the pump motor. The
hydraulic drive is switched to idle. The cause may be a short-circuit or because a main
contactor has opened during a hydraulic function.
• FE2177
Monitoring of pump motor armature regulator
A current that is too high has occurred in the armature regulator of the pump motor.
The hydraulic drive is switched to idle. The cause may be an internal or an external
short-circuit.
• FE2195
Carbon brush error, drive motor
At least one of the 4 carbon brushes in the drive motor is shorter than the permissible
residual length or an interruption has occurred between the carbon brush monitor
switches and test input X11:29 of the FPS. In the event that the carbon brushes are
worn, all 4 carbon brushes in the drive motor must be replaced. This error does not
have any effect on the range of functions that can be carried out with the vehicle.
• FE2196
reserved.
Carbon brush error, pump motor

At least one of the 4 carbon brushes in the pump motor is shorter than the permissible
residual length or an interruption has occurred between the carbon brush monitor
switches and test input X11:17 of the FPS. In the event that the carbon brushes are
worn, all 4 carbon brushes in the pump motor must be replaced. This error does not
have any effect on the range of functions that can be carried out with the vehicle.
• FE2197
Excess temperature, drive motor
The operating temperature inside the drive motor has exceeded 160°C (voltage drop
between X11:22 and X11:23 of the FPS is ≥ 2V). The armature current for the drive
motor is limited to approx. 25% of the max. armature current (emergency operation).
• FE2198
Excess temperature, pump motor
The operating temperature inside the pump motor has exceeded 160°C (voltage drop
between X11:23 and X11:38 of the FPS is ≥ 2V). The armature current for the pump

• FE2199
Temperature sensor failure, drive motor
A short-circuit, an interruption or a ground contact has occurred in the temperature
measuring circuit for the drive motor.This error does not have any effect on the range
of functions that can be carried out with the vehicle.
• FE2200
Temperature sensor failure, pump motor
A short-circuit, an interruption or a ground contact has occurred in the temperature
measuring circuit for the pump motor.This error does not have any effect on the range
of functions that can be carried out with the vehicle.
• FE2203
Carbon brush error, drive motor, emergency operation
The carbon brushes for the drive motor have not been replaced within 10 operating
hours of the error message "FE2195" occurring. The armature current for the drive
• FE2204
Carbon brush error, pump motor, emergency operation

The carbon brushes for the pump motor have not been replaced within 10 operating
hours of the error message "FE2196" occurring. The armature current for the pump
• FE2205
Speed change in drive motor too large
The speed of the drive motor has changed too much in too short a time. The travel
drive is switched to idle. The cause may be a faulty speed sensor.
reserved.
• FE2206
Error in the drive motor speed sensor
The speed sensor of the drive motor is not supplying the correct increments on one or
both channels. The travel drive is switched to idle.
• FE2207
Error in the drive motor speed sensor
The speed sensor of the pump motor is not supplying the correct increments on one or
both channels. The hydraulic drive is switched to idle.
• FE2208
Error in model calculation for drive motor
The FPS uses a model calculation to monitor the drive motor. The measured speed,
the motor voltages or motor currents do not match the characteristic data for the drive
motor. The travel drive is switched to idle. The cause may be a faulty drive motor or
speed sensor.

• FE2209
Error in model calculation for pump motor
The FPS uses a model calculation to monitor the pump motor. The measured speed,
the motor voltages or motor currents do not match the characteristic data for the pump
motor. The hydraulic drive is switched to idle. The cause may be a faulty pump motor
or speed sensor.
reserved.

Chapter 36 Troubleshooting guide
Power supply function

General
In this chapter, the reader is taken through the
"Power supply" function step by step with a
troubleshooting guide.
In order to keep the structure of the troubleshooting
guide clear, the power supply function has been
divided up into several inter-related sub-functions:
• Battery voltage
• 1+battery voltage after key switch
• 1+24V
• 1+battery voltage after 1+24V
• EMERGENCY-STOP chain
• 2+battery voltage
• 2+24V
If an error occurs in the power supply, the sequence

shown above and the sequence within these sub-

descriptions must be maintained during trouble-
shooting without fail.
Remark: A large number of potential errors are

identified by the vehicle control system
(FZS) and shown on the display in the
form of an error code.
reserved.
The possible cause of the error can be

determined very quickly from an error
description (see sheet no. 35-01).
At the beginning of every sub-function, a list is

provided of which voltages should be applied to
which components/pins. If these voltages are
measured at all the listed components/pins, you can
move on immediately to the next sub-function.
More detailed information about components and

their function can be found very easily by using the
cross references to the relevant chapters in the
guide to components.

Voltage supply function

Battery voltage
When the battery plug is inserted, the battery Battery
voltage should be applied at the following G2
components/pins:
• NAV, pin X1:4
• FPS, pin X11:1
• Key switch S1, terminal P
• DC/DC converter, pin IN+ F1
Remark: If battery voltage is applied at all the • Main contactor

listed components/pins, troubleshooting • contacts of K1
can be continued at 1+battery voltage. •
If no battery voltage is measured at the NAV, pin F2 F4

X1:4, check the following:
• Connecting lead between battery plug and
fuse F1 of the main current circuit (355A)
Distributor
• Fuse F1 of the main current circuit
board
• Connecting lead between fuse F1 of the main A13
F6 F5
current circuit and main contactor contacts of
K1
• Connecting lead between main contactor
FPS
contacts of K1 and fuse F2 A10
• Fuse F2 (10A)
• Connecting lead between fuse F2 and
reserved.
distributor board A13, plug-in contact X3 NAV

• Fuse F6 (5A) on distributor board A13 • 7A22
• Connecting lead between distributor board
A13, pin X13:2 and NAV, pin X1:4
If no battery voltage is measured at the FPS, pin DC/DC

X11:1, check the following: converter
U30
• Fuse F5 (5A) on distributor board A13
Key
• Connecting lead between distributor board switch
A13, plug-in contact X17 and FPS, pin X11:1 S1
If no battery voltage is measured at the key switch,

terminal P, check the following:
A13, pin X16:9 and key switch S1, terminal P


Battery voltage
If no battery voltage is measured at the DC/DC- Battery

converter, terminal IN+, check the following: G2
• Connecting lead between main contactor
contacts of K1 and fuse F4
• Fuse F4 (5A)
• Connecting lead between fuse F4 and NAV,
pin X1:14 F1
• Internal connection in the NAV between pin
X1:14 und X1:28 (protector diode for DC/DC- • Main contactor
converter) • contacts of K1
Remark: If an interruption is found between these •
two pins in the NAV, the entire NAV
must be replaced. F2 F4
• Connecting lead between the NAV, pin X1:28
and DC/DC-converter, terminal IN+
Distributor
board
F6
A13
F5
FPS
A10
reserved.
NAV
• 7A22
DC/DC
converter
U30
Key
switch
S1


Battery voltage after key switch
Key
When the vehicle is switched on, the 1+battery switch
voltage after the key switch should be applied to the S1
following components/pins:
• DC/DC-converter, ON terminal
• FZS, pin X1:28
Remark: If 1+battery voltage is applied at all the

listed components/pins, troubleshooting DC/DC
can be continued at 1+24V. converter
U30
NAV
7A22
If no 1+battery voltage is measured at the DC/DC-
converter at the ON terminal, check the following: FZS
8U60
• Connecting lead between key switch S1,
terminal 14 and NAV, pin X1:11
Remark: If this is a standard vehicle, there is a
wire jumper between pins X99:13 and

X99:14.
If this is a cold store version vehicle, the
pilot contacts of the battery plug are
connected between pins X99:13 and
X99:14. This means that the vehicle
cannot be moved during the loading
process.
reserved.
• Internal connection in the NAV between pins

X1:11 and X1:12
Remark: If an interruption is found between these
must be replaced.
and DC/DC-converter, ON terminal

1+battery voltage after key switch
If no 1+battery voltage is measured at the FZS, pin

Key
• Internal connection in the NAV between pins switch
X1:11 and X1:27 S1
must be replaced.
• Connecting lead between the NAV, pin 1:27

and FZS, pin 1:28 DC/DC
converter
Remark: The 1+battery voltage on distributor U30
board A13 is not available until relay NAV
contact K36 has closed. Relay K36 is 7A22
supplied with 1+24V, i.e. the 1+battery
FZS
voltage is not available on the distributor 8U60
board until the 1+24V has been applied.

reserved.


1+24V
When the vehicle is switched on, the 1+24V output

voltage of the DC/DC-converter should be applied DC/DC
at the following comonents/pins: converter
• Distributor board A13, plug-in contact X1 U30
• NAV, pin X1:34
• FZS, pin X1:54
NAV
7A22
Remark: If 1+24V is applied at all the listed
components/pins, troubleshooting can K37
be continued at the EMERGENCY-
STOP chain. FZS
8U60
If no 1+24V is measured at distributor board, plug-
in contact X1, check the following:
• Connecting lead between DC/DC-converter
OUT+ terminal and NAV, pin X1:29

X1:29 and X1:15
Distributor
Remark: If an interruption is found between these board
two pins in the NAV, the entire NAV A13
F7
must be replaced.
and distributor board A13, plug-in contact X1
reserved.
If no 1+24V is measured at the NAV, pin X1:34,

check the following:
• Fuse F7 (5A) on distributor board A13
A13, pin X7:11 and NAV, pin X1:34
If no 1+24V is measured at the FZS, pin X1:54,

check the following:
X1:29 and X1:37
must be replaced.
and the FZS, pin X1:54

1+battery voltage after 1+24V
After the NAV has been supplied with 1+24V,

1+battery voltage should be applied at the following
NAV
comonents/pins: 7A22
• FPS, pin X11:15
K36
listed components/pins, troubleshooting
can be continued at the EMERGENCY-
STOP chain.
If no 1+battery voltage is measured at the FPS, pin

• Relay contact K36 in the NAV between pins Distributor
X1:4 and X1:6 board
Remark: If an interruption is found between these A13
must be replaced.

and distributor board A13, plug-in contact X4 FPS
• Internal connection on distributor board A13 A10
between plug-in contact X4 and pin X14:1
two pins on distributor board A13,
distributor board A13 must be replaced.
reserved.
A13, pin X14:1 and FPS X11:15

EMERGENCY-STOP chain
The fllowing conditions must be met for the

Op. console
EMERGENCY-STOP chain to close:
8U62
• BPS OK
• EMERGENCY-STOP switch not actuated
• PSA OK (option)
• STeering OK
• FZS OK
• NAV OK
FZS
If the EMERGENCY-STOP chain is closed, 2+battery
8U60
voltage is applied at the following components/pins:
• NAV, pin X1:13
Remark: If 2+battery voltage is applied at all the PSA

(Option)
can be continued at 2+battery voltage.
If no 2+battery voltage is measured at the NAV, pin

X1:13, check the following: NAV
7A22
• Signal voltage at BPS, pin X8:3
K33
Remark: A "24V" signal should be applied at this
pin.
If there is no "24V" signal applied, either K37
the EMERGENCY-STOP switch is
reserved.
actuated or a fault has occurred in the

K34
vehicle control system or the operating
console.
• Connecting lead between BPS, pin X8:3

and plug-in connector X99, pin 3
Remark: If this is a standard vehicle there is a wire
jumper between pins X99:3 and X99:4.
If the vehicle is fitted with mobile personal A13
(Standard or LR80
safety eqipment, there is a normally open steering) (option)
contact connected between pins X99:3
and X99:4. The contact is open when the
PSA detects a malfunction or there is a
fault at the PSA.
• Connecting lead between plug-in connector

X99, pin 3 and NAV, pin X1:19

EMERGENCY-STOP chain
• Signal voltage at the NAV, pin X1:36 Op. console

Remark: A "0V" signal should be applied at this pin. 8U62
If there is no "0V" signal applied, a fault
has occurred in the LR80 central
processing unit. If no potential is
measured, the connecting lead between
the NAV, pin X1:36 and distributor board
A13, pin X11:8 (standard steering) or the
connecting lead between the NAV, pin FZS
X1:36 and LR80 central processing unit, 8U60
pin X8:4 (inductive wire guidance) must be
checked.
PSA
(Option)
• Voltage measurement at the FZS, pin X11:14
Remark: A "24V" signal should be applied at this
pin.
If there is no "24V" signal applied, the
NAV
connecting lead between the FZS, pin 7A22
X11:14 and NAV pin X1:35 must be
checked. If this connecting lead is OK, the K33
NAV must be replaced.

K37
• Voltage measurement at the FZS, pins X1:50
and X1:51
reserved.
Remark: A "0V" signal should be applied at these K34

pins.
If no "0V" signal is applied at either one or
both the pins, there is a fault at the FZS
that does not allow the EMERGENCY-
STOP chain to close.
• Connecting lead between FZS, pin X1:50

A13
and NAV, pin X1:20 (Standard or LR80
steering) (option)
• Connecting lead between FZS, pin X1:51

and NAV, pin X1:38

X1:4 and X1:13
two pins in the NAV, the entire NAV must
be replaced.

2+battery voltage
After the EMERGENCY-STOP chain has closed, the NAV

2+battery voltage after the NAV should be applied at 7A22
the following components/pins: Distributor
K33 K34
• FPS, pin X11:2 board
• Main contactor K1, terminal A1 A13
If no 2+battery voltage is measured at the FPS, pin

X11:2, check the following: Negative
• Connecting lead between the NAV, pin X1:13 FPS feeder
•
and FPS, pin X11:2 A10 module
A14
If no 2+battery voltage is measured at main contactor
K1, terminal A1, check the following:
F3
K1
and main contactor K1, terminal A1 3F1
•
If the main contactors K1 and K2 do not pick up,

check the following: K2
• Main contactors K1 and K2
• Connecting lead between the main contactors
• Connecting lead between main contactor K2,
terminal A2 and the FPS, pin X11:4
• Signal voltage at the FPS, pin X11:4 Battery
Remark: A "50V" signal should be applied at this G2
reserved.
pin. The main contactors are supplied with

a clocked "0V" signal by the control
system via this pin.
If no "50V" signal is applied, a fault has
occurred at the FPS (see sheet no. 35-18).
After the main contactors K1 and K2 pick up,

2+battery voltage should be applied at the following
components:
• FPS, connecting terminal 8
• Negative feeder module A14, terminal X10.1
• NAV, pin X1:8

can be continued at 2+24V.

2+battery voltage
If no 2+battery voltage is measured at the FPS, NAV

connecting terminal 8, check the following: 7A22
• Connecting lead between the main contactor Distributor
K33 K34
contacts of K1 and K2 board
• Connecting lead between the main contactor A13
contact K2 and the FPS, connecting terminal 8.
If no 2+battery voltage is measured at the negative Negative

feeder module A14, terminal X10.1, check the FPS feeder
•
following: A10 module
• Connecting lead between the FPS, connecting A14
terminal 8 and negative feeder module A14,
terminal X10.1
F3
K1
If no 2+battery voltage is measured at the NAV, pin 3F1
X1:8, check the following: •
• Connecting lead between the main contactor

contact K2 and fuse 3F1 K2
• Fuse 3F1 (50A)
• Connecting lead between fuse 3F1 and fuse F3
• Fuse F3 (5A)
• Connecting lead between fuse F3
and distributor board A13, plug-in contact X5 Battery
• Internal connection on distributor board A13 G2
between plug-in contact X5 and pin X15:2
reserved.

two pins on the distributor board, distributor
board A13 must be replaced.
• Connecting lead between distributor board A13,
pin X15:2 and NAV, pin X1:8

2+24V
After 2+battery voltage is applied to the NAV, pin NAV

X1:8, 2+24V should be applied at the following 7A22
components:
Distributor
• Distributor board A13, plug-in contact X2 K33 K34 K35
board
A13
Remark: If 2+24V is applied at all the listed
components/pins, the power supply
function is OK.
If no 2+24V is applied at distributor board A13, plug-in

contact X2, check the following:
X1:29 and X1:42
two pins in the NAV, the entire NAV must
be replaced.

and distributor board A13, plug-in contact X2.
reserved.


Still MX15-3 (Ingles 02-2001) PDF

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Still MX15-3 (Ingles 02-2001) PDF

Загружено:

Авторское право:

Доступные форматы

Workshop Manual MX15-3

to go to the list of contents click here

First issued: 02/01 Workshop

This workshop manual (WM) is a collection of

the standard vehicle.

It is intended as a guide which should be kept at

The WM is updated on a regular basis.

Updating workshop manuals

Our range of equipment is subject to continuous

development and improvement. A consequence

Issue: 02/01 Workshop Sheet no.

Updating workshop manuals

1. Replacing incorrect sheets

If a sheet contains an error, e.g. if adjustment Page footer of an existing sheet

manual edition is immediately obvious. Page footer of a cover sheet

changes at the left and right of the page

Issue: 02/01 Workshop Sheet no.

We can accept no liability for warranty claims

The warranty terms remain unaffected.

STILL WAGNER works continuously on the

excluded, and that no warranty claims may

STILL WAGNER GmbH & Co. KG

Issue: 02/01 Workshop Sheet no.

• Guide to components ...........................................................................P. XII

• Chapter 1: Vehicle data

• Chapter 2: Drive motor

carbon brush yoke............................................................P. 2-02

• Chapter 3: Drive wheel

- Replacing the drive wheel.................................................P. 3-01

• Chapter 5: Electromagnetic brake

Issue: 02/01 Workshop Sheet no.

• Emergency steering.....................................................P. 6-15

• Chapter 8: Vehicle control system 8U60

• Chapter 9: Travel and pump controller A10

Issue: 02/01 Workshop Sheet no.

• Chapter 10: Operating console 8U62

• Operating hours...........................................................P. 10-07

• "Maintenance" display .................................................P. 10-09

Issue: 02/01 Workshop Sheet no.

• Chapter 12: EMERGENCY-STOP and amplifier module 7A22

• Chapter 13: Distributor board A13

• Chapter 14: Negative feeder module A13

- Pin assignment X1 ............................................................P. 14-01

• Chapter 15: Main contactors K1 and K2

• Chapter 16: DC/DC converter

• Chapter 17: Distance sensor for the main lift

Issue: 02/01 Workshop Sheet no.

• Chapter 18: Distance sensor the for additional lift

• Chapter 19: Distance sensor for swivelling

- Monitoring .........................................................................P. 19-01

• Chapter 20: Distance sensor for side shifting

• Chapter 21: USER mode

• Chapter 22: Teaching-in process

• Chapter 23: Reference sequence

• Chapter 24: Chassis valve block

Issue: 02/01 Workshop Sheet no.

• Chapter 25: Attachment valve block

• Chapter 26: Pump motor

- Temperature sensor integrated in carbon brush yoke ......P. 26-02

- Carbon brush monitoring ..................................................P. 26-03

• Chapter 27: Hydraulic motor

- Technical data ..................................................................P. 27-01

• Chapter 28: Pump