317 Training Manual 0704
317 Training Manual 0704
317 Training Manual 0704
Service
Linde IC Engined Truck
ruck
C 80
Type 317
317 804 2401.0704
C02 / Chapter 1
This training material is only provided for your use and remains the exclusive property of
LINDE AG Werksgruppe Flurförderzeuge und Hydraulik
Table of Content
Ser vice Training
Service Page 1
1 Diesel engine 1
1.1 Engine specifications - C 80 1
1.2 Engine specifications - C 80 - option 2
1.3 Explanation of the engine number 3
1.4 Adjusting the valve clearance 4
1.5 Crank assembly 5
1.5.1 Checking and adjusting the alternator belt tension 5
1.6 Cylinder head 6
1.6.1 Removing the cylinder head 6
1.6.2 Installing the cylinder head 6
1.7 Installing the intake manifold 9
1.8 Installing the turbocharger 9
1.9 Engine timing and torque leadings 10
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2.4.5.1 Assembly of wheel hub 32
2.4.5.2 Assembly of ring gear 32
2.4.5.3 Assembly of the face seal 33
2.4.5.4 Installing the spacer 38
2.4.5.5 Installing the wheel hub 38
2.4.5.6 Adjusting the wheel bearings 39
2.4.5.7 Adjusting the drive shaft end play 39
2.4.5.8 Installing the planetary housing 40
2.4.5.8.1 Repairing the planetary hub 41
2.4.5.9 Axle drive 43
2.4.5.9.1 Installing and adjusting the spiral bevel gear 43
2.4.5.9.2 Adjusting the contact pattern 44
2.4.5.9.3 Adjusting the spiral bevel gear taper roller bearing 45
2.4.5.9.4 Assembly of differential 46
2.4.5.9.5 Assembly of axle carrier 47
2.4.5.9.6 Adjustment of contact pattern of Gleason type gear teeth 48
2.4.6 Special tools 50
3 Truck body 1
3.1 Cabin 1
3.1.1 Repairing the cabin glass pane 1
Table of Content
Ser vice Training
Service Page 3
5 Braking System 1
5.1 Braking system circuit diagram 2
5.1.1 Description of the Hydraulic Braking System 3
5.1.2 Schematic Diagram of the Braking System 4
5.2 Construction of the Wet Multi-Disc Brake 10
5.2.1 Checking the Wear of the Lining 11
5.2.2 Installation of the Piston Cups 12
5.2.3 Installation of the Piston into the Brake Anchor Plate 13
5.2.4 Checking the Air gap 14
5.2.5 Leakage Test Specification for the Hydraulic Braking System and the Cooling Oil Compartment
15
5.2.6 Final Assembly 16
5.2.7 Parking Brake 17
5.2.8 Mechanical Floating Caliper Disc Brake 18
5.2.9 Parking Brake Assembly 19
5.2.10 Replacement of the Brake Lining 20
5.2.11 Instructions for Assembly of the Disc Brake 22
5.2.12 Brake Disc 25
5.2.13 Accumulator charging valve 27
Table of Content
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Service
5.2.13.1 Adjustment Instructions 28
5.2.13.2 Fault remedy 30
6 Electrical system 1
6.1 Electric circuit wiring diagram 1
6.2 Relay box 10
7 Hydraulics 1
7.1 Functional description of the hydraulic system 2
7.2 Hydraulic diagram 6
8 Lift mast 1
8.1 Installation of mast and spreader 4
8.2 Adjusting the angle of tilt 6
8.3 Lift cylinder 8
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8.4 Tilt cylinder 10
8.4.1 Sealing the tilt cylinder 11
8.5 Spreader 13
8.5.1 Valve block and hydraulic circuit diagram of spreader 14
8.5.2 Circuit diagram Spreader 18
8.5.3 A1 Box on Spreader 23
8.5.4 A2 Box on truck 23
10 Miscellaneous 1
10.2 General torques for series 317 trucks 1
Section 1
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Service Page 1
1 DIESEL ENGINE
The engine number is stamped on a plate mounted on the left side (A2).
YK 50692 U 676757 D
Year built
Engine series number
Country of manufacture
Build list no.
Engine type = six cylinder engine
Turbocharged engine (charge cooler)
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Service
1.4 ADJUSTING THE VALVE CLEARANCE
Crankshaft position II
C02 / Chapter 1
- Check the cylinder head bolts for deformation of the
shank (2) with a ruler (1).
- Check the bolts strait edge for a visible reduction of
the thread gauge in the vicinity of the bolt shank (3).
- Replace deformed or elongated bolts if the inspec-
tion of the cylinder head bolt shows that they are not
in order (35801-07).
- Check gauge:
(A)
Original cylinder head height = 103.59 mm
Grind plane to max. = 102.48 mm
Inlet valves:
Original valve seat = 1.70 mm
Max. valve seat = 1.95 mm
Exhaust valves:
Original valve seat = 1.80 mm
Max. valve seat = 2.05 mm
- Oil the cylinder head tapholes, install bolts and torque to 110 Nm as shown in the schematic 35801-06.
- Retighten the cylinder head bolts in the order given
in the illustration 35801-06 and according to their
length:
Short bolts (S) are tightened a further 150°.
Medium-sized bolts (M) are tightened a further
180°.
- Misfires
- Knocking in one or more cylinders
- Engine overheating
- Drop in performance
- Too much black smoke
- High fuel consumption
- Too much blue smoke during cold starts
Operate the engine at fast idle speed and loosen the union nuts of the high-pressure pipe one after the other.
If the engine speed remains constant after loosening a union nut, check the injection nozzle.
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1.10.2 REMOVING AND INSTALLING THE INJECTION NOZZLE WITH TIGHTENING NUT
Consumables:
REMOVAL
CAUTION
CAUTION:: Take care that no dirt gets into the fuel system. Before loosening the connections,
thoroughly clean the area around the connection. After the removal of a component
seal the opening left open in the appropriate manner.
- Remove the union nuts of the injection pipe from the injection nozzle and from the fuel injection pump.
Do not bend the pipe. If necessary, remove the pipe clamps. Seal the fuel inlet with a plastic cap (1).
- Slacken the threaded ring (3) and take the injection nozzle as well as the threaded ring out of the cylinder
head.
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INSTALLATION
CAUTION
CAUTION:: Remove and discard the old sealing
washer (6). If the original sealing
washer remains in the hole for the
injection nozzle, the projection of the
injection nozzles will be incorrect if a
new sealing ring is added.
CAUTION
CAUTION:: Do not turn the threaded ring after tightening it to the specified torque as this could
destroy the sealing of the sealant
sealant.
- Tighten the nut in steps and uniformly to 30 Nm. When the nut is being tightened, the injection nozzle will
turn clockwise, whereas the positioning ball in the groove moves; this is acceptable. Remove any
excess thread sealant.
CAUTION
CAUTION:: Do not tighten the union nuts of the injection pipes to more than the recommended
torque.
- Remove the plastic cap (1) and install the injection pipe. Torque the union nuts (3) to 22 Nm.
- Renew the sealing washer and install the leak-off pipe on the leak-off pipe connection (2). Tighten the
banjo bolt to 9.5 Nm.
- Operate the engine and check for leakage of fuel and air.
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- Clamp the top part of the nozzle holder in a vice and unscrew it.
- To prevent the parts from falling apart, clamp the lower part of the injection nozzle and disassemble the
injection nozzle.
- When disassembling the injection nozzle, take care that the individual parts are not interchanged. Torque
for the top and lower part of the injection nozzle = 80 Nm
1 Fuel inlet
2 Fuel leak-off
3 Threaded ring
4 Nozzle holder (atomiser)
5 Pressure adjustment shims
6 Compression spring
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7
8 Shim (adaptor)
9 Injection nozzle
10 Injection nozzle tightening nut
11 Sealing washer
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1.10.5 CHECKING THE INJECTION NOZZLE OPENING PRESSURE
WARNING!
WARNING!When checking injection nozzles, take care that the fuel jet does not hit the hands as, due to
the high pressure, the fuel can penetrate the skin and cause severe injuries.
Desired pressure
Original injection nozzles 245 ... 250 bar
Test pressure 250 bar
NOTE: When repairing injection nozzles, set the ejecting pressure to the original value and look for
- Slowly push the lever down and apply approx. 250 bar pressure for 10 - 15 seconds. No fuel should be
ejected from the nozzle openings during this time.
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Service Page 15
1.11 REMOVING AND INSTALLING THE FUEL INJECTION PUMP, VERSION WITH TIMING
PIN
GENERAL DESCRIPTION
- Disconnect the battery before dismantling the fuel injection pump from the engine.
CAUTION: When loosening the union nuts at the fuel injection lines, secure the pump outlets
with a second spanner to prevent
them from twisting.
NOTE
NOTE:: Use special tool 21825608 to loosen the
bottom M8 nut at the fuel injection pump
flange.
CAUTION: When loosening the union nuts at the fuel injection lines, secure the pump outlets
with a second spanner to prevent them from twisting.
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Service Page 17
INSTALLATION
- Connect all lines. Fit the throttle linkage to the fuel injection pump. Connect the Bowden cables and leads
to the cold start timing advance unit and install the electric shutoff device on the fuel injection pump.
During the installation of the fuel injection lines, secure the pump outlet fitting with an open-end spanner
to prevent the lines from twisting and torque the union nuts to 22 Nm.
- Operate the engine and check for leaks. After the engine has reached its normal operating temperature,
check if the idling and stall speeds are as specified.
1 Clamp 10 Slot
2 Bowden cable 11 Pump housing
3 Stop 12 Roller race
4 Leg spring 13 Rollers
5 KSB adjustment lever 14 Injection timing piston
6 Expansion element (depending on coolant 15 Pin
temperature) 16 Sliding block
7 Lever 17 injection timing spring
8 Adjustment window 18 Shaft
9 Ball end
CONSTRUCTION
The cold start timing advance unit is mounted on the pump housing (11). The stop lever (5) is connected
via shaft (18) with the inner lever (7) which has an eccentric ball end (9) engaging in the roller race (12). The
initial position of the stop lever is determined by the stop (3) and the leg spring (4). The Bowden cable (2)
is fastened to the top end of the stop lever, making a connection to the automatic regulator (expansion
element (6)).
The actuating force on the cable causes the stop lever (5), the shaft (18) and the inner lever (7) to turn with
ball end (9). This rotation changes the position of the roller race (12) and the start of fuel delivery is advanced.
The ball end is engaged in a slot (10) in the roller race so that the injection control plunger (14) can only move
the roller race further in the direction of "advance injection" when a specific speed is reached.
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OPERATION
When the coolant temperature is below 50 °C, the start of injection is advanced automatically by about
7 degrees. This improves the cold start characteristics of the engine at low ambient temperatures and
prevents the formation of white smoke.
When the coolant temperature goes over 50 °C, a temperature sensor is activated and the expansion
element is supplied with power. The cold start timing advance unit now sets the start of delivery to the
specified desired value.
For this reason the cold start timing advance unit must be in operation for the adjustment of the injection
pump, otherwise the injection timing will be incorrect (refer to "Checking and adjusting the injection pump
start of delivery").
- Apply 24 V to the expansion element (6) and wait approx. 2 - 3 minutes until the Bowden cable (2) has
moved out.
- Push the lever (5) against the stop (3).
- Move the clamp (1 ) snugly against the lever (5) and tighten it.
- Remove the power from the expansion element. The lever must move to the rear.
NOTE: When the engine temperature reaches approx. 50 °C, the expansion element is supplied with
REMOVAL
INSTALLATION
- Before installing the fuel pump make sure that the cam on the camshaft is in the minimum fuel position.
- Clean the mating surfaces on the fuel pump and the cylinder block.
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- Install the fuel pump (using a new gasket) with the lock washers (2) and tighten the four fastening screws
(3) to 22 Nm.
- Connect the two fuel lines.
- Loosen the vent screw on top of the fuel filter.
- Operate the priming lever (1) on the fuel pump to eliminate any air between the fuel pump and filter. Fuel
free from air must come from the vent point.
- Tighten the vent screw.
- Start the engine and check for fuel and air leaks.
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1.14 SPECIAL TOOLS
000 941 87 24 Gauge for tightening the cylinder head (1/2" socket)
2 HYDROD
HYDRODYNAMIC TRA
ODYNAMIC VEL DRIVE
TRAVEL
13.6HR24315
1 Oil pump
2 Oil filter
3 Oil dipstick
4 Control valve
5 Solenoid valve
Section 2
Ser vice Training
Service Page 3
2.2.1 POWER SHIFT TRANSMISSION TYPE 13.6 HR 24315 AND 12.7 HR 28337
The transmission assembly consists of the torque converter and the power shift transmission. It is mounted
directly to the engine as a unit.
12.7 HR 28 3 3 7 xx
Identification number
Transmission ratio
Basic design (long, short)
Number of gears
Model
Type of transmission
Diameter of converter in inches, e.g. 12" = 304 mm
Torque factor = 7
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A torque converter is a device for transmitting power and motion from an engine to a transmission using
hydraulic oil. There are only two types of systems that transmit energy hydraulically.
1 Hydrostatic
2 Hydrodynamic
Hydrodynamic systems are based on the principle that a fluid in motion exerts power. The torque converter
works on the same principle as a hydraulic clutch, but it employs an additional element called a stator. With
the stator, the converter can multiply the torque at a ratio of 1:3. If the torque of an engine is 100 kN, for
example, the converter can multiply the torque to 300 kN through the stator.
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2.2.2.2 BASIC DESIGN OF THE TORQUE CONVERTER
The torque converter is a closed and sealed unit, filled with oil from the transmission. It transmits the rotational
power from the engine to the transmission and can multiply the engine's torque to provide a smooth take-
up of power without the need for foot-operated clutches.
The drive housing (8) driven by the engine is connected directly to the impeller (4) which transmits the engine's
rotational power to the torque converter components. The turbine (6), which is the driven member of the
torque converter, is connected to the transmission input shaft (7) and transmits the drive to the transmission
components. The stator (5) is connected to the transmission casing through the stator shaft (3). The stator
(5) is fixed and cannot rotate.
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When the engine is running, it drives the housing (8) and the impeller (4). The impeller blades drive the oil
inside the unit and apply force to the oil. The oil is passed centrifugally to the turbine (6), the force in the oil
is transmitted to the turbine, which rotates in engine direction, driving the transmission.
Oil returning to the impeller from the turbine must strike against the blades of the stator (5). The stator blades
are curved to direct the oil to move in the direction that the impeller (4) is turning. In this way the force remaining
in the oil is not dissipated against the impeller, but instead is complemented and increased by the impeller
in its next rotation to the turbine (6).
The engine torque is then multiplied by the ever increasing speed and force of the oil.
As the turbine speed approaches that of the impeller (5), the oil cannot be further accelerated, therefore the
effective torque multiplication is reduced. Torque multiplication is at its highest when the engine and the
impeller (4) are rotating at a low speed. Torque multiplication reduces as the turbine speed increases.
The torque converter is most efficient during take-up of power and acceleration.
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2.2.3 THE POWER SHIFT TRANSMISSION
The transmission consists of a torque converter and a multi-speed transmission. It is mounted directly to
the engine.
A control valve mounted on the side of the transmission casing is used to divert pressurised oil to the selected
direction of travel and speed clutches. The power flow in the transmission can be interrupted with the inching
dump switch.
The speed and directional clutch groups are located inside the transmission casing. They are connected
to the output shaft of the torque converter directly through the gears. The purpose of these clutches is to
direct the flow of power through the transmission at the selected speed and in the selected direction of travel.
With the engine running, the torque converter charging pump draws oil from the transmission pump through
the removable suction screen and directs it though the pressure regulating valve and oil filter. The pressure
regulating valve maintains the pressure supply to the transmission control valve for the operation of the
directional and speed clutches. Only a small quantity of oil from the total system is required for this.
The pressure regulating valve consists of a hardened spool sliding in a bore with a tight fit. To keep the valve
in the closed position, the spool is spring-loaded. After a certain pressure is reached, the spool pushes against
the pressure of the spring until a passage is opened at the side of the bore. This cycle ensures the correct
The remaining oil flow is directed through the torque converter to the oil cooler and returns to the transmission
through the pressurised lubrication system.
Oil entering the converter casing is directed through the stator support shaft to the converter impeller and
turbine. At the passageway between the turbine shaft and stator shaft, the oil flows out of the converter into
the oil cooler.
Oil leaving the oil cooler is returned to the transmission. It then flows through a number of pipes and drilled
passageways and so lubricates the transmission bearings and clutches before it finally returns to the
transmission oil sump.
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Forward
1st gear
2nd gear
Output
Re-
verse
Input
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Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
Reverse
Output
Input
2nd gear
Forward
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2.2.3.2 OIL FLOW IN THE POWER SHIFT TRANSMISSION
3 SPPED DIAGRAM
1 2 3 1 2 3 1 2 3
B X X X
A X X X
C X X X X X X
D X X X
X = clutches pressurised
Service Training
HYDRAULIC CIRCUIT DIAGRAM SERIES 31
Service Training
ER SHIFT TRANSMISSION 28000
Section 2
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Service Page 11
To transmission
lubrication
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1 Cooler
2 Control valve
3 Filter
4 Pump
5 Suction filter
6 Pressure control valve
7 Pressure relief valve
8 Torque converter
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2.2.3.3 OIL FLOW PATH THROUGH THE RANGE SELECTOR
NEUTRAL
Oil flows from the transmission pump through the pressure regulator valve to the range selector. Oil at
regulated pressure is delivered to the supply port in the range selector to all the solenoid valves and to the
2nd gear clutch. As oil cannot reach either directional clutch, the unit is in neutral and no drive exists.
The electronic selection equipment gives indication of the machine's status. In neutral, the LED N illuminates
red to show the unit is in neutral. LED 2 is also red. LED 8 will be green, indicating that self-diagnosis is
continuing.
F = Forward
R = Reverse
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When the travel direction lever is operated, the 2nd gear solenoid remains energised; only the forward
solenoid is energised in addition. The 2nd gear LED is illuminated green. As soon as the truck starts, LED
8 extinguishes.
If the truck is not driving over 7.5 km/h, the transmission remains in 2nd gear until this speed is reached.
Then the EGS automatically shifts into 3rd gear.
The energised forward solenoid (A) operates the forward spool (12) and pressure oil goes to the forward
clutch (14).
The 2nd gear solenoid (C) operates the 3rd gear spool (20) and pressure oil goes through the 1st and 2nd
gear spool (13) to the 2nd gear clutch (17) so that the truck drives in 2nd gear.
To Forward Clutch
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When the travel direction lever is shifted to the forward position and the lever button is turned back and
released, the forward solenoids for 1 st and 2nd gear are energised when truck speed is below 3.5 km/h.
The forward clutch remains engaged. The solenoids for 1st gear (D) and 2nd gear (C) operate the 3rd gear
spool (20) and pressure oil goes to the 1st gear clutch (18) via the spool (13) for 1st and 2nd gear.
The pressure of the 3rd gear clutch and 2nd gear clutch is relieved to the tank. The truck drives forward in
1st gear. As soon as the truck starts up, LED 8 is extinguished, indicating that the speed sensor signal in
the transmission was received.
When the 3rd gear is selected, the 2nd gear solenoid valve is de-energized. The pilot feed to the 2nd gear
spool is cut off and the spool returns to its at rest position. This opens the passageway to the 2nd gear clutch
and the supply is opened to the 3rd gear clutch. The truck will travel in the 3rd gear range.
If the direction of travel is reversed during forward travel, the reverse solenoid valve is energized. The EGS
system will indicate the selected change in the direction of travel, but it will not allow the travel direction to
be reversed as long as the truck is driving at a speed over 1 km/h.
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Feed
To Reverse Clutch
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MODULATION VALVE
A modulation valve is installed between the transmission housing and control valve to achieve gentle, smooth
starting and shifting in the forward and reverse direction of travel. The clutch pressure is increased gradually
(see diagram).
24000
Pressure
28000
1 Housing
2 Inner spring (not all models)
3 Outer spring
4 Valve
5 Spool stop plug O-ring
6 Spool stop plug
7 Control spring
8 Control spool
9 Converter housing to modulation valve seal
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Service Page 17
Clutch Pressure
Inlet
Forward - 1 st gear F 1 2
Reverse - 1 st gear R 1 2
The transmission dump system is electronically controlled by a normally open, hydraulic-operated switch
on the left-hand side brake pedal. This supplies, when operated, a negative signal to the EGS system. EGS
will electronically disconnect either the forward or reverse clutch only, disconnecting the transmission drive.
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A microswitch is installed on the accelerator pedal. It closes when the accelerator pedal is operated and sends
a negative signal to the EGS system.
If the accelerator pedal is not depressed, the transmission does not shift up into the next gear.
Example: If 1 st or 2nd gear was selected before a slope, truck speed increases if the accelerator pedal
is not depressed; but as the transmission remains in the selected gear, the truck is braked a
result.
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2.3 TROUBLESHOOTING
C02 / Chapter 1
Test Pressures
Clutch Pressures
To locate and to repair a malfunction in the transmission it is necessary to perform four checks.
Electric faults: Check cable plugs, cables, solenoid valves (apply power and earth directly to the
3. STALL TEST
The stall test is performed if the fork truck shows lack of power when driving in order to quickly localize the
faulty assembly (engine or transmission).
Select forward travel, apply the parking brake, accelerate the engine speed to approx. 2500 RPM and
maintain this speed. Shift through 1 st, 2nd and 3rd gear and record (enter on the check sheet) the drop in
engine speed for each gear.
NOTE: The engine speed should drop to approx. 1800 RPM in each gear.
CAUTION: Do not overheat the torque converter, monitor the temperature (max. 121 °C). Waiting period
between forward and reverse test at least 1 to 2 minutes (test duration approx. 30 seconds).
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TEST SHEET
SYSTEM TEST
The condition of both the engine and transmission can be quickly estimated by carrying out a stall test. The
test is carried out by preventing the truck from moving and measuring the revolutions that the engine can
achieve when any speed range or direction is selected. The engine should achieve 1800 rpm in all speeds.
If the engine will not achieve this speed an engine fault is indicated. If more than 1800 revolutuions are
achieved there is a fault is in the transmission speed clutch or direction clutch in which the high revolutions
are reached, or possibly in the torque converter if the high revolutions are reached in ALL speeds and
directions.
An oil pressure test should be carried out and used in conjunction with the result of this test.
Engine RPM
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1800
Under 1800 rpm Over 1800 rpm
Engine condition poor Transmission condition poor
F1 F1 F1
F2 F2 F2
F3 F3 F3
F4 F4 F4
R1 R1 R1
R2 R2 R2
R3 R3 R3
R4 R4 R4
As this test generates a large increase in the transmission oil temperature the test must be completed
within 30 seconds from start to finish.
CAUTION
After this test leave the engine at idle speed for at least 2 - 3 minutes to drop the oil
temperature.
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4. TRANSMISSION PRESSURE TESTS
Apply the parking brake, start the engine and run it until the operating temperature of the transmission oil
of approx. 80 to 90 °C is attained.
Unscrew the appropriate blanking plug on the transmission or control valve, and connect a low pressure
gauge.
With an engine speed of 800 RPM, check the travel direction clutches and all gear clutches. Write down
all the indicated clutch pressures (see table).
The specified clutch pressure is 12.5 to 15.5 bar and this pressure should be reached at least at an engine
speed of 1200 RPM. The pressures should not deviate more than 0.5 to 0.7 bar from each other.
Forward 800 RPM 1200 RPM Reverse 800 RPM 1200 RPM
F R
F-1 R-1
F-2 R-2
F-3 R-3
24000 28000
Input pressure of torque converter 16.5 - 20.7 bar 16.5 - 20.7 bar
Output pressure of torque converter 1.7 - 4.8 bar 1.72 - 4.8 bar
Directional clutches and gear clutches 16.5 - 20.7 bar 16.5 - 20.7 bar
Check point 'C' converter outlet pressure 1.76 bar minimum pressure at 2000 rpm engine
speed and a maximum of 4.9 outlet pressure with engine operating at no load governed
speed.
Check point 'D' converter outlet temperature red line 250°F. [121°C] 1/2 N.P.T.F. port
size - may use Clark no. 234033 (Ref.) or SAE no 2 temperature pick-up.
Converter out.
Checkpoint 'A' clutch pressure 1/4 N.P.T.F. clutch pressure 12.7 to 15.5 bar.
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Check point for forward modulated clutch pressure 12.7 to 15.5 bar.
3rd.
Transmission fwd. clutch pressure port (1/8" N.P.T.F.).
2nd.
1st (low).
Sump screen.
Check point 'H' lube pressure 1/8 N.P.T.F. 1.1 to 1.7 bar at 2000 RPM & 180° - 20° F
[82 - 93 °C] at converter outlet.
3. All hose lines used must conform to SAE spec. no. SAE J1019 tests & procedures
for high-temperature transmission oil hose, lubricating oil hose & hose assemblies.
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2.3.3.2 PRESSURE CHECK POINTS ON 28000 POWER SHIFT TRANSMISSION
Lubricant capacities:
Drive axle approx. 18 - 20 L
Planetary hub reduction gear box approx. 1.5 L
Oil specification Hypoid gear oil to MIL-L-2105 B/API/GL5
D 81 PL 4 78 - NLB
WHEEL NUTS
Wheel nut with pressure plate (for rims with centring in the middle)
The following applications and glues can occur when securing high stress joints in the drive axle.
- The parts to be joined should be clean and free of grease. Regreasing cold cleaners and washing primer
reduce the strength of glued joints. Cold cleaners should be preferred.
The different axle joints are secured with liquid glue depending on the stress, axle version and service.
Wheel side Securing of ring gear In planetary hub reduction gear 270
Setscrew and adjusting nut In planetary hub reduction gear 270
Thrust washer In flared tube of axle 270
Wheel hub nut 243
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5 Wheel bolt
1 Lockscrew 6 Inner taper roller bearing
2 Wheel hub nut 7 Ring
3 Outer taper roller bearing 8 Spacer
4 Wheel hub 9 Shaft seals
ATTENTION: Special tool No. 038.007.0-4 must be used for driving in the shaft seals.
1 Seal ring
2 Rubber toric ring
3 Housing retaining lip
4 Housing ramp
5 Seal ring housing
- Put the toric ring (2) on the seal ring (1) at the bottom
of the seal ring ramp (7) and against the retaining lip
(8).
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- The toric ring (2) can twist if it is not wet all around
during installation or if there are burrs or fins on the
retaining lip (3) of the housing (5).
Put the installation tool (9) on the seal ring (1) with the
toric ring (2). Lower the rings into a container with
Isopropanol until all surfaces of the toric are wet.
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ATTENTION When tightening the locknut (6), hold the setscrew (5) to prevent it from turning.
- Remove the planetary hub reduction gear casing from the wheel
hub.
- Drive in the retaining pins (heavy type dowel pins) at the sun gear
shaft.
- Press out the planetary gear shaft inwards.
ATTENTION: Due to the difference of 0.1 mm in diameter, the
planetary gear shaft must not be pressed out
outwards as this would destroy the hole in the
planetary hub reduction gear casing.
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- Take the planetary gears with thrust washers and bearings out of
the planetary hub reduction gear casing.
- Calculation example:
ATTENTION: The original shim -S- is only available with a thickness of 3.5 mm. In this example, 0.6 mm
must be ground off the shim -S-.
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- Place the differential side gear with thrust washer into the
differential case.
- Install the bearing caps and align with the adjustment rings.
- Be sure that the mark on the bearing cap matches the one
on the axle carrier.
(Do not interchange the bearing caps).
- Check the backlash with the dial gauge by turning the crown
wheel.
(Check the contact pattern, refer to "Adjustment of contact
pattern of Gleason type gear teeth").
The following figures show faulty contact patterns. The text beside them gives tips for improving the contact
patterns. The dark arrows in the schematic representation of crown wheel and bevel gear indicate the
direction in which the gear in question must be pressed first. The light arrows indicate the direction in which
it must be hit during the second correction.
Reduce backlash. If reduction is not sufficient, press drive bevel gear to crown
wheel.
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When ordering tools, specify the axle type and send the order to:
3 TRUCK BOD
TRUCK Y
BODY
3.1 CABIN
- Prepare and clean the new glass pane (1 ) and pane channel (2).
- Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
- Cut the new window pane channel and drill a 3 mm hole for metal screw (3) 25 mm from each corner of
the channel.
- Fit the channel to the glass pane.
- Affix double-sided tape (5) (2 x 20 mm) or apply Purflex glue (5a) or a similar material 5 - 6 mm thick
continuously to the channel (2).
- Remove the protective strip on the back of the tape, install the lower channel first in the frame (4) and
press the glass pane firmly against the frame.
- Fasten the channels with metal screws (3).
- Seal the inside and outside of the mitre sections, the outside of the channels on (6) with black Purflex
polyurethane. Apply transparent Purflex polyurethane or a similar sealant at (7).
- The sealant is firm after 1 hour and completely dry after 12 hours.
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3.1.2 REPAIRING THE CABIN WINDOW PANE (GLASS-TO-GLASS)
- Affix crepe tape to the outside and inside of the new glass panes on both sides (not the edges).
- Install the glass pane so that there is a gap of 1 - 4 mm at the inner edges.
- Press transparent silicone sealant continuously into the joint from the top down, making sure that both
joint edges are fully covered. The silicone bead (1 ) should be about 8 - 10 mm thick.
3.1.3 REPAIRING THE CABIN WINDOW PANE WITH ALUMINIUM FRAME (SLIDING WINDOW)
NOTE: Windows for direct bonding are provided with channels without fastening holes.
- Prepare and clean the new glass pane (3) and channel (2).
- Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
- Install channel (2) to glass pane (3).
- Affix double-sided tape (4) (2 x 20 mm) to the flange surface (4) of the channel.
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- Remove the protective strip on the back of the tape and insert the glass pane into the door frame with
the lower side first.
- Press the glass pane firmly against the door frame.
- Seal the channel on the outside of the door frame with Purflex polyurethane sealant or a similar material.
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3.1.4 REPAIRING THR ROOF WINDOW WITHOUT FRAME OR CHANNELS
- Remove any dust and other dirt in the bonding area of the window opening with a dry cloth. Do not use
solvents.
- Affix a continuous piece of tape (diameter 6 mm) to the roof channel (3).
- Remove the protective strip and position the roof pane above the opening and press on firmly.
- The remaining joints can be sealed with silicone, if desired. Hardening time about 12 hours.
NOTE: During transport, the cabin is mounted on the counterweight with a transport frame.
- Park the truck on level ground and ensure that there are
no obstacles over the cabin.
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- Remove the cabin fastening bolts and nuts from the cabin
elevating frame.
- Lift the cabin from the transport frame and position it on the
cabin elevating frame.
- Ensure L/H side door is within hand rail area when
lowering cabin onto frame.
ATTENTION
Carefully position the hoses and electric cables
beneath the frame in order to prevent damage and
squeezing.
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- Lower the cabin onto the rubber mounts and fasten it with
the previously removed bolts and nuts.
- Fasten the steel bar on the cabin elevating frame with the
bolts, washers and nuts.
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- Ensure that all hoses and cables are routed over the steel
bar.
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- Remove the nuts and bolts from the centre of the steel
bar.
- Route the hoses along the left and right vertical duct and
place them in the cut-outs provided.
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4.1 DESCRIPTION
The rear wheels are steered by the action of a single double-ended hydraulic cylinder connected to fixed
length track rods which operate on a stub axle pivoted on swivel pins. Movement of the steering wheel
actuates the hydraulic steer hand pump which regulates the flow of oil to the steer cylinder. The oil is
supplied via an engine mounted geared pump which incorporates a priority flow valve to control the rate
of flow and the oil pressure.
The axle housing is supported in the chassis by spherelastic bearings, which allow full articulation of the
axle when operating on uneven ground.
The steer cylinder is attached to the housing by dowels spacers and four bolts.
The track rod link arms have press-fit spherical bearings in each end. One end of each link is connected
to the steer cylinder by a press fitted pin and roll pin assembly. Two dust covers are fitted top and bottom
of the link arms. The other end of the link is connected to the stub axle with a press-fit pin and roll pin
assembly.
These links are of fixed length and do not require adjustment to maintain correct tracking.
310 D 07 0002 LL
Manufacturer (Linde-Lansing)
Series number
Production month
Production year
Type of axle
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4.3 STUB AXLE
1 Bushing 6 Spacer
2 Felt washer with back-up ring 7 Shims
3 Stub axle 8 Taper roller bearing
4 Swivel pin 9 Thrust washer
5 Bushing with O-ring 10 Nut
- Jack up the truck and secure the steer axle with blocks of wood.
- Remove the wheel.
- Press out the track rod pin and remove the track rod.
- Take off the top and bottom cover and remove any grease.
- Free the staked edge of the nut (10) from the groove in pin (4), loosen and remove the nut.
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- Soak the felt washer (2) in oil and install with the back-up ring in the axle housing and pull the plastic foil
up tightly. Insert the stub axle (3) and pull the plastic foil out.
- Insert the swivel pin (4) without the taper roller bearing (8), shims (7), spacer (6) and bushing (5).
Dummy Bearing
Part No. 310 451 31 00
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Thrust Washer
Part No. 310 451 29 00
- Insert the dummy bearing and thrust washer, screw the nut (10) on the swivel pin and torque it to 1000
Nm.
- Remove the nut (10), dummy thrust washer and bearing.
- Insert the bushing with the O-ring (5) into the axle.
NOTE: The short end of the bushing (5) must face the threaded end of the swivel pin.
- Put the spacer (6) into the axle, then drive in the outer race of the taper roller bearing (8).
- Fit shims (7) with a total thickness of 0.7 mm on the swivel pin (4).
- Insert the bearing (8) and thrust washer (9) and tighten the nut (10) to 815 Nm.
- Install a dial gauge with a magnetic holder on the swivel pin and zero the gauge.
- Lift the stub axle with a tyre lever and measure the end play of the swivel pin.
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End play: 0.00 mm
NOTE: Maximum end play 0.12 mm
Example:
Installed shim thickness = 0.7 mm
Measured end play = 0.5 mm
Final shim thickness = 0.2 mm
- Remove the nut (10) and take off the thrust washer (9) and bearing (8) again.
- Correct the shim thickness as shown in the example.
- Refit the bearing (8) and thrust washer (9) and torque the nut (10) to 815 Nm.
- Recheck the end play.
- Drive the edge of the nut with a blunt drift into the groove on the swivel pin.
- Fit the connecting plates with seals and grease nipples and lubricate the stub axle.
NOTE: The spanner size for the nut (10) is 70 mm.
- Take out the retaining ring (10) and remove the cover (8).
- Remove any grease.
- Remove the lock screw (1).
- Tighten the adjusting nut (2) until the end play is removed.
- Using a hammer, drive the wheel hub toward the adjusting nut so that the tension on the wheel bearings
is relieved.
- Position the dial gauge with the magnetic holder on the wheel hub. Set the dial gauge to zero and
determine the end play.
Maximum end play is 0.10 - 0.15 mm.
- Fit lockscrew and tighten to 49 Nm.
- Fill the grease cap half with grease and install the cover (8) and secure ring (10).
- Tighten the screws to 40 Nm.
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In order to prevent damage to the hydraulic steering cylinder, the inner and outer steering stops must be
checked and adjusted after repairs on the stub axle, track rod or steering cylinder.
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- Turn the wheels to the right or left until the steering stop screw (3) contacts the stub axle.
- Check dimension X, 31 mm, at the steering cylinder.
If dimension X is too large or too small, adjust the inner stops as follows:
- Lift the truck so that the steer axle wheels are clear of the ground.
- Operate the steering cylinder until dimension X is 31 mm.
- Adjust the stop screw (3) with the washers (4) so that the correctly adjusted stop screw dimension
X = 31 ± 0.5 mm is obtained when the steering is operated (maximum pressure is reached).
NOTE: Always check the inner and outer steering stop and adjust, if necessary. Torque for the stop
screw (3) is 180 Nm.
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4.6 ADJUSTING THE OUTER STEERING STOP
- Turn the wheels to the left or right as far as the stop. Maximum steering pressure must be obtained.
- There must be a clearance of 1 mm between the stop screw (2) and the outer steering stop (1).
- If the clearance is too small or too large, remove the fastening nut (4), take out the stop screw (2) and
adjust the outer steering stop with shims (3).
NOTE: Check both outer steering stops and adjust, if necessary. Torque for the stop screw (2) is
180 Nm.
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REMOVAL
- Jack up the truck at the rear so that the wheels are free to turn and secure the truck with blocks.
- Move the steering cylinder rod (2) until the pin (1) aligns with the hole (5) in the axle housing.
- Shut off engine and operate levers/steering to remove residial pressure from system.
- Remove the retaining pin (7) in the mounting pin (1).
- Using a suitable lift jack and ejector pin (6) (diam. 29 mm, 150 mm long), press out the pin (1) until the
track rod (8) can be disconnected from the piston rod (2).
- Press out the second pin (at opposite end).
- Disconnect the two hose lines (3) at the steering cylinder.
- Unscrew the four steering cylinder fastening screws (4) and remove with spacer sleeves.
- Remove the steering cylinder, paying attention to the centring sleeves.
- Now drive the pin (1) fully out at the piston rod.
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INSTALLATION
5 BRAKING SYSTEM
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5.1 BRAKING SYSTEM CIRCUIT DIAGRAM
Pressing the right foot brake pedal (15) will activate the control valve (16). The pressure-reduced control
pressure of 160 bar is transported proportionally via the control valve (16) to the brake plungers (26) of the
multi-disc brake with a maximum pressure of up to 110 bar.
Depending on the pedal travel, the reduced control pressure is supplied to the brake plunger via the control
valve, so that a metered braking is made possible. As soon as the brake pedal (15) is released again, the
control valve (16) will switch back to its neutral position, and the brake pressure to the tank will be reduced.
Whenever the left brake pedal (17) is pressed, a brake plunger (18) generates a pilot pressure which actuates
the control valve (16) hydraulically. Depending on the pedal position, the control valve (16) will be activated
again, and a metered control pressure will be supplied to the brake plungers (26).
Pressing the left brake pedal will cause a pressure switch (21) to disengage the travelling gear.
If the hydraulic storage pressure drops to less than 100 bar, an indicator lamp and a warning buzzer will be
triggered, and the spring-type cylinder (23) belonging to the hand brake will close. The pressure reservoir
permits the vehicle to be braked approx. 15 - 20 more times.
The gear pump (4) is driven directly by the internal combustion engine.
A suction filter (2) draws in the oil from the pump. This oil is supplied to the accumulators (11) and (13) via
a pressure filter (5).
As soon as the accumulators (11) and (13) are filled, and the maximum pressure of 160 bar is obtained, the
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change-over valve (6) and (7) will actuate, and the volume flow will be delivered via the cooler (25) to the
laminated plates belonging to the service brake. Whenever the operating pressure drops to 130 bar, the
change-over valve (7) will close. This process actuates the change-over valve (6), and the operating pressure
will rise again. The oil rinses and cools the multi-disc brakes (27), and flows back to the tank.
Whenever the switch for releasing the parking brake is pressed, the solenoid valve (8) will be actuated, and
the hydraulic storage pressure triggers the spring-type cylinder (23) which opens the parking brake.
Whenever the parking brake is closed, a switch will actuate the solenoid valve (8), and the spring-type cylinder
will reduce the pressure to the tank via valve (8), so that the spring package can close the parking brake.
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5.1.2 SCHEMATIC DIAGRAM OF THE BRAKING SYSTEM
- Remove the pressure switch (10) at the valve block (A) and install fitting WM 172 (M10 x 1).
- Connect a high-pressure gauge and perform the pressure measurement.
Specified value: min. 130 bar
max. 160 bar
- Remove the stop light switch (22) at the foot brake valve (B) and install fitting WM 172.
- Connect a high-pressure gauge and slowly depress the brake pedal through its full stroke.
Specified value: 0 - 80 bar
- Remove the pressure warning switch (12) at the valve block (A) and install fitting WM 172.
- Connect a high-pressure gauge and perform the measurement.
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NOTE: The control dimension "new" is stamped into the housing, below the bore.
- Whenever this dimension is greater than the max. wear dimension, the brake plates should be replaced
in the near future.
Control dimension:
Position the pistons on the plane surface of the larger diameter. Make sure that the correct order of the sealing
parts is observed during installation. Mount the O-rings without twists and bulges.
1. Large O-ring
2. Small O-ring
3. Large PTFE profile ring Pressure
4. Small PTFE profile ring
Install the PTFE profile rings with the small diameter facing the pressure side! Mounting bands may be used
as assembly devices.
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Oil the piston bearing surfaces of the brake anchor plate, wet the threaded bores with Loctite 262, then insert
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and screw in the bushing. Place the piston on to the brake anchor plate without tilting it (note the correct
C02 / Chapter 1
Press the piston evenly into the brake anchor plate with temporary screws and without tilting it.
If necessary, hit the piston with light hammer blows to align it with the threaded bores.
First insert the springs (15), then the hose (22) into the piston bores. Screw the hexagon head screws (16)
in with flange.
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5.2.4 CHECKING THE AIR GAP
5.2.5 LEAKAGE TEST SPECIFICATION FOR THE HYDRAULIC BRAKING SYSTEM AND THE
COOLING OIL COMPARTMENT
Before performing the leakage test, bleed the hydraulic braking system.
With a compressive stress of 120 bar, a pressure drop by 2 % to 117.5 bar after 15 minutes is permissible.
Testing agent: Engine oil SAE 10 W corresponds to MIL - L 2104.
Leagage-testing of the cooling oil compartment is performed after the wheel hub with scraper ring sealing
has been installed, and the wheel bearing has been adjusted.
Connect the pressure gauge with a stop cock.
Pressurise the wheel side with compressed air having a pressure of 1.5 bar.
Spin the wheel side several times.
A pressure drop of max. 0.1 bar after 10 minutes is permissible.
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5.2.6 FINAL ASSEMBLY
Place the brake anchor plate (1) on to the housing (2), and align them. Insert and tighten the screws. Screw
in the bleeder (12) with sleeve (11) and (10), as well as the screw plugs (8) with gaskets.
Check the hydraulic braking system for tightness. (Please refer to Leakage Test Specification.)
Insert the O-ring (19) (brake anchor plate/axle funnel, respectively steering stub axle) torsion-free and
without twists.
Measure the distance from the brake anchor plate to the piston plane surface through the wear measurement
bore while the piston is pressurised, and stamp this dimension into the brake anchor plate using stamp
numbers.
Place the entire braking system on to the axle and screw it in. (Coat the parting plane with Loctite 270.)
1 Brake caliper
2 Bolt
3 Backing plate
4 Backing plate
5 Disc spring package
6 Piston
7 Grub screw
8 Push rod
9 Ring
10 Hydraulic compart-
ment
11 Locknut
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5.2.8 MECHANICAL FLOATING CALIPER DISC BRAKE
INTRODUCTION
The hydraulically detachable spring-loaded brake is primarily intended for use as an emergency and parking
brake. The operating force is provided without a mechanical transmission. Instead, this is provided by a disc
spring. Releasing the brakes requires a hydraulic pressure of approximately 100 bar. A hydraulic
accumulator with a storage pressure of 160 bar provides an easily assembled emergency and parking brake
which serves an important safety function. Whenever the hydraulic pressure supply system fails, the vehicle
is automatically stopped and braked.
The brake is installed at the differential input shaft of the driving shaft. The diameter of the brake disc is
380 mm. Correction of the lining wear is performed manually by turning a grub screw.
The clamping force is provided by the disc spring (5). This slides the backing plate (3) over the piston (6),
the grub screw (7), and the push rod (8) (which is located freely in the piston), and on to the bolt (2) in direction
of the brake disc. As soon as this lining contacts the brake disc, the bearing pressure which is working on
the ring (9) causes the brake caliper (1), the lining carrier (4) and the bolts (2) in the mounting frame to be
displaced until the second lining comes into contact with the brake disc.
The brake is released by pressurising the compartment (10) between the caliper and the piston with oil
pressure. This causes the piston (6) to be displaced against the disc spring force until it contacts the ring
(9).
The caliper is equipped with an eyelet for acceptance of an automatic forced return function which resets
the caliper via spring power as soon as the brake is released.
Whenever the clearance dimension increases due to wear of the brake linings and/or the brake disc, this
reduces the clamping force. Readjustment is performed by turning in the grub screw (7) in the piston (6).
This displaces the push rod (8) out of the piston and compensates any wear.
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GENERAL INFORMATION
Above all, the perfect technical condition of the brake is of crucial importance to safe braking characteristics.
It is for this reason that the brake should be checked in the time intervals as specified by the manufacturer
of the vehicle, and wear parts should be replaced.
The rubber parts should be replaced after 2 years at the latest, or whenever they are damaged. The lining
should be replaced whenever it is worn down. The brake should always be checked whenever linings are
changed.
The brake lining should be replaced whenever the residual brake lining thickness is 2 mm, or whenever these
are burnt or glazed.
Only those lining qualities that are specified by the manufacturer of the vehicle or brakes should be used.
The guide surfaces or parts for the brake linings must be cleaned.
The protection cap for the push rod must be checked for perfect condition.
The flat grabbing magnets must be cleaned prior to installation of the new brake linings.
ADJUSTMENT OR READJUSTMENT
Whenever the brake is either being newly installed or replaced due to wear of the brake linings and/or brake
disc, the air gap is adjusted by performing the following steps:
- In the event of new installation, the brake must be bled at the bleed valve (20) using a spanner with a jaw
span of 11. Tightening torque 12 + 4 Nm.
- Loosen the locknut (12) using a spanner with a jaw span of 30.
- Tighten the disc springs by turning the grub screw (13) clockwise using a spanner with a jaw span of 10
until the stop of the piston (17) can be perceived.
Alternative: Pressurise the brake with hydraulic pressure and turn the grub screw (13) clockwise to its stop.
- Turn the grub screw (13) anti-clockwise to maintain the desired air gap. The required angle of rotation is
determined from the thread pitch and the desired air gap.
Air gap 1.5 - 2 mm
- Tighten the locknut (12) under application of a tightening torque of 150 ± 10 Nm.
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EMERGENCY RELEASE
If the brake has to be released in the event of a failure in the hydraulic pressure supply system, the following
sequence of operations are to be applied:
- Remove the protection cap (11).
- Loosen the locknut (12) using a spanner with a jaw span of 30.
- Turn the grub screw (13) anti-clockwise using a hexagon socket-screw spanner with a jaw span of 10 until
the brake is released.
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5.2.11 INSTRUCTIONS FOR ASSEMBLY OF THE DISC BRAKE
These instructions consist of the sequence of operations listed in partial steps, as well as notes concerning
the complete assembly of the disc brake. Pertaining to the instruction "Grease", Fuchs Renocal FN 745
should be used for normal applications (-50 °C to +120 °C).
Place the radial shaft seal (19) into the annular groove of the brake caliper (3).
NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the interior.
Grease the annular groove prior to inserting it.
- Place the radial shaft seal (18) into the annular groove of the brake caliper (3).
NOTE: Insert the radial shaft seal so that it seals the interior of the brake to the outside; i.e., the sealing
lip must point to the hydraulic compartment.
Grease the annular groove prior to inserting it.
- Slide the O-ring (9) into the annular groove of the push rod (8).
- Press the piston (17) with the pre-assembled push rod (8) into the brake caliper (3).
NOTE: Grease the piston prior to inserting it, so that it can be pressed through the radial shaft seal
more easily.
- Insert the complete disc spring package (16) into the piston (17).
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NOTE: Regarding a 6-layer disc spring package, the installation position of the disc spring package
(16) must be as shown in the illustration. The disc spring package may only be installed or
replaced as a whole new or spare part.
- Grease the ring (15), and insert it into the brake caliper (3) so that it encompasses the disc spring package.
- Place the circlip (14) into the annular groove of the brake caliper (3).
- Press the protection cap (4) into the seating of the brake caliper (3) using a fitting tool.
- Slide the sealing bead of the protection cap (4) into the annular groove of the push rod (8).
NOTE: The rubber part must not be damaged, and the seating in the brake caliper must be greased
prior to pressing it in.
- Use a hexagon socket-screw spanner with a jaw span of 10 to screw the grub screw (13) (adjusting screw)
into the piston (17).
- Use a key with a jaw span of 30 to screw the hexagon nut (12) on to the grub screw (13) up to the piston.
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NOTE: The tightening torque for the locknut is 150 ± 10 Nm. This is only performed after the brake has
been installed and the air gap has been adjusted. In this respect please refer to "Adjustment
or Readjustment".
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With this type of brake, flat grabbing magnets hold the backing plates with the brake linings against the
brake caliper and the push rod, according to the installation position of the brake in the mounting frame.
The following sequence of procedures applies to installation during replacement of the magnets:
- Press the flat magnet (7) with the tolerance ring (6) into the opening of the push rod (8).
- Press the flat magnet (7) with the tolerance ring (6) into the opening of the brake caliper.
NOTE: The flat magnets must be installed using a suitable tool. The magnets must not be damaged
in this process. In their installation position, the magnets must be flush with the push rod or
the caliper.
- Insert the brake caliper (3) into the mounting frame (A).
- Push one bolt (10) (guide pin) into the brake caliper from the engagement side.
- Insert the backing plate with the brake linings, and
- slide the second bolt (10) into the brake caliper from the engagement side.
- Hold the bolt (10) using a spanner with a jaw span of 24, and screw the slotted nuts (1) on to the bolt (10)
using a spanner with a jaw span of 24, and application of a tightening torque of 20 ± 10 Nm.
- Secure both slotted nuts (1) against loosening by using a split pin (2).
- Screw the bleed valve (20) into the opening of the brake caliper (3) using a spanner with a jaw span of
11.
- After bleeding the brake, place the valve cap on to the bleed valve (20).
After adjustment of the brakes (please refer to "Adjustment or Readjustment"), the brake caliper is closed
on the engagement side using a protective device.
- Slide the rubber protection cap (11) with the sealing bead into the annular groove of the brake caliper (3).
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1 Lock nut
2 Cap nut
3 Setcrew
4 Lock nut
5 Stop ring
6 Setcrew
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5.2.13.1 ADJUSTMENT INSTRUCTIONS
NOTE: With the accumulator charging valve with two coaxial setscrews it is possible to adjust the
recharging point and final charging pressure in a variable range of 10-35 % referred to the
recharging pressure.
Setcrew (3) controls the accumulator recharging pressure (minimum pressure).
Setcrew (4) controls the accumulator final charging pressure (maximum pressure).
To reduce the pressures, turn setcrews (3) and (4) clockwise.
Accumulators do not charge. A foreign object is blocking the Check sliding of all parts, particu-
movement of the priority valve. larly of the valve at the inlet.
Brakes remain in braking Drain of system S6 not correct. Check if the pedal locking device
position. allows a slight gap between the
Pedal not returning to home posi- reduction gear and control pis-
Indicator lamp on instrument panel Check adjustment of pressure Set the pressure monitor at the
does not come on or lights con- monitor. charging valve to a pressure be-
tinuously. low the minimum accumulator
pressure and which still ensures
3 or 4 brake applications after the
lamp illuminates.
Abrupt braking.
Incorrect pressure setting. Reduce the pressure with the
setscrew beneath the pedal and
check it with the pressure gauge.
Delayed application and release Insufficient oil flow rate when ap- Check if the diameter of the brake
of the brake. plying and releasing the brake. hoses is not too low in comparison
to the length and oil flow. Hydraulic
oil is too thin.
Braking pressure not constant. Minimum pressure of accumula- Check if the accumulator pressure
tor is lower than maximum brake setting is correct; if required,
pressure. regulate it with the setscrew at the
cylindrical end of the accumulator
charging valve.
Accumulators recharging con- Accumulator nitrogen pressure Check the nitrogen pressure of
stantly. Draining of oil from the is too low or too high. the accumulators after first
accumulator with the aid of a com- draining the oil out of them with a
mercial filling device. suitable device. Recharge accor-
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Pump does not build up the re- Pump worn. Inspect the pump.
quired pressure.
6 ELECTRICAL SYSTEM
E13 Stop light, left* 185 & top washing system .......... 10 A 227
E14 Stop light, right* 187 F21 Fuse
E15 Indicator light, front left* 203 cab heater ............................ 20 A 233
E16 Indicator light, rear left* 205 F22 Fuse beacon ........................ 10 A 228
E17 Indicator light, front right* 212 F23 Fuse
E18 Indicator light, rear right* 214 mast flood lights ................... 10 A 237
E21 Air conditioning 194-195 F24 Fuse
cab flood lights ..................... 10 A 242
F1 Fuse F25 Fuse
ignition switch ....................... 30 A 14 stop light switch .................... 10 A 185
F2 Fuse F26 Fuse
hazard warning system ........ 15 A 219 hazard indicator switch ........ 15 A 215
F3 Fuse F27 Air condition .......................... 20 A 223
reverse light relay ................. 10 A 174 F28 Elme box/ truck .................... 20 A 234
F4 Fuse
interior light/radio .................. 5 A 181 G1 Alternator 7
F5 Fuse G2 Battery 0
head/side lights .................... 15 A 248
F6 Fuse H1 Charge control light
main beam switch ................ 15 A 258 Thermal element 128
F7 Fuse H2 Engine temperature light 46
relay power supply ............... 10 A 203 H3 Oil pressure light 48
F8 Fuse H4 Low fuel warning light 50
air conditioning ..................... 10 A 191 H5 Emergency warning light 79
F9 Fuse H6 Air cleaner light 52
start inhibit ............................ 5 A 36 H7 Handbrake warning light 61
F10 Fuse H8 Transmission oil warning light 55
engine shut down ................. 10 A 21
F11 Fuse
Section 6
Page 2 Ser vice Training
Service
H9 Hydraulic oil temperature S1 Ignition switch 14-16
warning light 58 S2 Engine temperature shut
H10 Brake pressure buzzer 71 down switch (autom.
H11 Main beam light 255 shut-down at 120 °C) 40
H12 Indicator repeater light 208 S3 Engine oil pressure switch 43
H14 Battery charging indicator 30 S4 Low air pressure switch 64
H15 Reverse audio warning S5 Low fuel switch 49
(buzzer) 203 S6 Air filter vacuum switch 52
S7 Handbrake warning switch 61
K1 Ignition relay 32.209 S8 Transmission oil temperature
K2 Relay, neutral EG 14.36 switch 121 °C 55
K3 Relay, start inhibit 10.36 S9 Hydraulic oil temperature
K4 Relay, reversing light 172-174 switch 58
K5 Engine shut down relay 21.41 S10 Cold start switch 50 °C 25
K6 Handbrake relay 153-156 S11 Gearchange switch (EGS) 100-122
K7 Flasher unit relay 216-219 S12 Transmission shutdown 120
K8 Lowering stop 229-131 S13 A Wash/wipe switch, front 160-166
K9 Relay, air conditioning* 189 S13 B Horn button 167-169
K10 Relay, air conditioning* 192 S13 C Main beam switch 255-261
K15 Relay, starter 5.14 S13 D Indicator switch
K16 Timer relay (combined switch) 207-210
* Optional
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C02 / Chapter 1
Section 6
Page 4 Ser vice Training
Service
KEY
Cable number To
ECM On Use
/colour Pin/s
Orange / L730 Engine oil & manifold pressure sensor (J & Sensor voltage ref +5volt
26 A
V2 / Register 3
24 Grey / 994 C Engine oil pressure sensor (K) Oil pressure signal
14 Blue / X731 C Intake manifold pressure sensor (J) manifold pressure signal
1 Brown / F770 5 Fuel pump control (E) Fuel shut off VP30
Green / 893 Diagnostic connector (B) / engine interface Perkins Datalink (PDL) +
4 4&D
connector (C)
42 Pink / 325 42 Engine interface connector (C) Fuel pump power control
Chapter 6
Ser vice Training
Service Page 13
Cable number To
ECM On Use
/colour Pin/s
Red / 150 Diagnostic connector (B) / engine Battery +ve
56 56 & A
interface connector (C)
50 Pink / F705 50 Engine interface connector (C) Starter motor control return
45 Orange / 997 45 Engine interface connector (C) Sensor voltage ref +5v M
17 Orange / A700 17 Engine interface connector (C) Sensor voltage ref +8v
358 804 2401.0599
V2 / Register 3
Cable number To
ECM On Use
/colour Pin/s
37 Green / F729 37 Engine interface connector (C) Switch return, inc idle validation
3 Black / A276 6 Fuel pump control unit (E) Batt +ve pump
ECM diagram A
A
K C
B
26
A
J C 24
B
14
1 15
H 2
32
1
G 2 34
2 41
F 1 49
8 59
5 1
4
E 2 48
1 58
3
6 6
7 7
8
27
D 33
40
51
1 4 3 2 4
5
C 52
61
48
58
4
5
52
61
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V2 / Register 3
ABCDEFGHJ
42 42
56 56
57 57
55
68 68
69 69
70 70
60 60
50 50
45 45
17 17
44 44
16 16
18 18
25 25
35 35
22 22
36 36
28 28
20 20
11 11
19 19
29 29
10 10
30 30
21 21
9 9
38 38
37 37
2 2
3 3
31 31
12 12
23 23
13 13
43 43
66 66
65 65
64 64
63 63
67 67
54 54
62 62
53 53
46 46
47 47
39 39
Chapter 6
Page 16 Ser vice Training
Service
6.3.2 ELECTRICAL DIAGRAM FROM 11/02
KEY TO DIAGRAM
5
F1
Service
6/504
124
F28 K1
X10:2 F? F? F? F9
3 Amp
7
17/28/106/107/461
1
30
Pg3:131
58
S1
106
19 (S11:3)
1/2/258
17
K15 50a
K4 K44
0,I
15/54
X18:3
III
18
0
vice Training
X10:6 X1:1 II I
536
536
X10:12
S52
13
28
29
125
124
465
56
57
48
42
70
43
B3 K3 87
X10:8
16 87A
Radio
30
1/478
X10:7
79/65
122/124
18
45
37
58
44
36
10
10
68
69
K2
64
X18:5
16
K1
X1:2
K2
24V
20
G2
M1 G1 K15 p
509
40
130
69
70
B11
:31
Page
1 2 3 4 5 6 7 8 9 11 12 13 14 15 16 17 18 19 21 22 23 24 25 26 27 28 29 31 32 33 34 35 36 37 38 39 41 42 43 44 45 46 47 48 49 50
Chapter
10 20 30 40
17
6
Page
:30
Chapter
:30 6/504
:15 4/10/123 :15
103
158
474
161
154
X11:4
221
159
156
155
Pg5:218
157
F21
H12 (F20) H7
H3 H4 H6 H8 H10 H11 H1
217 H9 100/102
32
96
49
X18:8
X12:8
83/119
V11 97 96 V4
118/120
83 V12
35
22/99
120 V8
116/117
101/114
101 V10
99 V3
98 V5
117 V6
X13:4
22
118
119
114
32
143
95
Ser
S5 S6 S8 S9 S4 S7 S24
23 STOP LAMP
X11:3
213
12 WARNING LAMP
Q -p +t t +p +p +p
24
Service
42
126
150
147
212
51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100
vice Training
V2 / Register 3
358 804 2401.0599
V2 / Register 3
358 804 2401.0599
Ser
:30 6/504 :30
:15 4/10/123 :15
:02 1/2/258 :02
Service
X10:1
F10
Pg1:39 Pg6:252
187
188
(K3:87a) (K5:86)
164
162
X10:9
25
29
62
vice Training
:1 :3 :13
185
163
160
186
B6
P2 P3 P4 P5
I V P t
2
:2 :6 :7 :4 :5 :9 :14 :10 :11 :15
196
199
197
167
166
168
34
133
131
33
X12:14 X12:13 X12:12 X12:11 X12:10
11
X12:6 X12:7
167
176
479
137
434
433
432
431
47
46
S11
169
0000
P1
h Y2 Y3 Y4 Y5 B2
138
R2
Q +p
530
115
195
126
S12
Page
Chapter
101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149 150
19
6
Chapter 6
Page 20 Ser vice Training
Service
The engine ECM employs sensors to obtain data that permit the ECM to adjust fueling to the optimum
levels for best performance combined with clean exhaust to Euro phase 2 standard. On switching on the
ignition the intake manifold air pressure sensor samples the atmospheric air pressure and informs the
ECM so adjustment can be made to the fuel level for start up. Temperature sensors inform wether cold
start equipment (glowplug)will be required. The system is monitored continuosly and will either reduce
engine output or rpm if a fault occurs, if engine oil pressure is lost or the engine overheats a shutdown will
take place.
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V2 / Register 3
The engine harness is of one piece construction with clips to secure it in position, the harness must not
be added to in any way unless authorised by Linde HTD. All connections are made by crimping.
32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47
48 49 50 51 52 53 54 55 56 57
58 59 60 61 62 63 64 65 66 67 68 69 70
35406_21
Chapter 6
Ser vice Training
Service Page 23
57 58 59 60 61 62 63 64 65 66 67 68 69 70
43 44 45 46 47 48 49 50 51 52 53 54 55 56
29 30 31 32 33 34 35 36 37 38 39 40 41 42
15 16 17 18 19 20 21 22 23 24 25 26 27 28
1 2 3 4 5 6 7 8 9 10 11 12 13 14
35406_22
35406_23
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V2 / Register 3
B A
C 35406_24
6.4.5 DEVICES
Temperature sensors
Pressure sensors
Speed sensors
ANALOGUE THROTTLE
The number of faults that can occur within an electronic system are limited to falling withing three
categories. High resistance to open circuit, shorted to a positive or shorted to a negative. Actual ECM faults
are rare and most commonly caused by physical damage due to interference by untrained or unskilled
personnel. The diagnostic system on the engine will advise which type of fault exists and the area in which
it exists by a number of methods.
There are two warning lights on the electrical system, one red and one yellow. Their operation is as follows:
Bulb Check:
When the ignition is turned on the ECM will illuminate each bulb for 2 seconds and extinguish them
afterwards unless cold start is required.
YELLOW RED
Solid amber lamp at start, then will go out when engine is ready to crank.
Then
Both off
Chapter 6
Ser vice Training
Service Page 27
Engine cranking
When the engine is cranked, the ECM will only illuminate the engine warning lamp if necessary – e.g. lack
of oil pressure after start up delay exceeded, the engine check lamp will not illuminate
YELLOW RED
The diagnostic code reader is a low cost tool available from either Linde under part number 0019418056
or from Perkins. A simple to operate tool, it will provide a list of active CAN faults under the J1939 protocol
and guide it's user to the area and nature of the fault. The tool, illustrated below is supplied complete with
cables and instructions on it's use.
358 804 2401.0599
V2 / Register 3
The hand held reader will provide a fault parameter code number and a fault mode indicator number.
Reference to the codes and indicators in the chart on the following page will guide the user to the area and
type of fault.
EXAMPLE
The code reader indicates a J0558 fault with the fault mode indicator number 02 as follows.
J0558-02
Reference to the chart will show that J0558 (CODE) is a throttle fault and FMI (fault mode indicator) 02
refers to data erratic, intermittent or out of range. The fault will lie within the throttle idle validation switch
or potentiomer.
To use the reader plug the 9 pin plug ino the engine data plug, switch on and start the engine and follow
the on screen menu instructions.
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Service
List of parameter numbers and fault mode indicators under J1939 protocol.
CODE DESCRIPTION
CODE DESCRIPTION
0 Data outside normal range (high)
J0091 Throttle position sensor 1 Data outside normal range (low)
J0102 Boost pressure sensor 3 Voltage above normal or shor ted high
Inlet manifold temperature sensor 4 Voltage below normal or shor ted low
J0105
5 Current below normal or open circuit
J0110 Engine coolant temperature sensor
6 Current above normal or grounded circuit
J0152 ECM software
7 Mechanical system not working or out of adjustment
J0168 Battery voltage
8 Frequency, pulse width or period is not correct
J0172 Inlet manifold temperature sensor
V2 / Register 3
J0174 Fuel temperature sensor 10 Rate of change is not correct
J0190 Engine speed and timing sensor N°1 11 Fault code not identified
A third and most accurate method requires a laptop computer to be linked to the engine via a gateway type
interface and two cables. This method is more accurate and precise than the other methods listed and will
also permit it's user to modify specific parameters within the engine protocol and to monitor live data from
the running engine. The computer program and hardware are available from Perkins engines.
Chapter 6
Ser vice Training
Service Page 31
The Electronic Gearchange System (EGS) is equipped with an automatic gearchange system. With this
automatic system, the transmission can shift automatically through gears after selection of the direction
of travel.
358 804 2401.0599
1 Battery
2 Speed sensor
3 Transmission range selector
4 Accelerator pedal microswitch
5 Left brake pressure switch
6 Gearchange - EGS
7 Parking brake pressure switch
The Electronic Gearchange System (EGS) obtains the RPM feedback from a speed sensor mounted over
the gear on the transmission output shaft. The EGS operates the appropriate solenoids of the gear
changer, which selects the appropriate gear and direction clutches depending on the direction of travel
selected and the RPM of the output shaft.
The EGS allows changing the direction of travel while driving, but an automatic reversal only takes place
at a speed below 1 km/h.
Should any fault occur, the following procedure should be adopted and followed closely.
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Service
6.2.2 EGS FAULT DIAGNOSIS
Three self-test modes are built into the EGS control programs:
Input test
Speed sensor test and lamp test
Output test
The EGS, furthermore, has the ability to check for possible problems while driving (on-line diagnostics).
Operation of the 'N' and 'T' LEDs (LED 'F', 'N', 'R' are not used)
SELF-TEST
Test conditions:
Leaving the self-test mode is done by switching the key to the OFF position.
In all tests N is blinking red. T is illuminated yellow.
NOTE: The truck can NOT be driven in all test modes as all EGS outputs stay off until quitting
the test mode.
Input test
358 804 2401.0599
V2 / Register 3
Neutral red 4
Turn forward red 5
Turn rearward red 3
Forward green 4
Forward & turn forward green 5
Forward & turn rearward green 3
Reverse yellow 4
Reverse & turn forward yellow 5
Reverse & turn rearward yellow 3
The test begins with a LAMP TEST. LED 'N' shortly lights red, 'T' lights continuously yellow.
Immediately after starting up, all LEDs 1 - 8 are switched on one by one (first red, then green) in order to
show their operation.
Speed sensor test After completion of lamp test, release the knob
and move switch to forward position.
Slowly increase engine speed.
Speed INDICATION
0 1 blinks green
0 - 249 1 on green
250 - 499 2 on green
500 - 749 3 on green
750 - 999 4 on green
1000 - 1249 5 on green
1250 - 1499 6 on green
1500 - 1749 7 on green
1750 - 1999 8 on green
over 2000 8 blinks green
Any incorrect readings during this test indicate a fault in the transmission speed sensor and/or its wiring.
In this mode driving is not possible as all EGS outputs remain off until the test mode is left.
LEDs 1 - 8 light up sequentially during the output test. The LED numbers correspond to output wires on
the EGS switch as follows:
Colour Status
Green Output OK
Yellow Output not connected or shorted to battery positive
Red Output shorted to ground (or to another output)
Any LED not showing the correct colour indicates what type of fault exists in that part of the circuit.
Chapter 6
Page 36 Ser vice Training
Service
6.2.3 ADJUSTMENT OF THE INDUCTIVE SENSOR
Dimension A - B = C
NOTE: Secure the adjusting bush with Loctite 270. Install the inductive sensor dry.
Chapter 6
Ser vice Training
Service Page 36
K3 Start inhibitor
K4 Back-up warning signal
K6 Parking brake
Forward
1st gear
2nd gear
Output
Re-
verse
Input
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Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
Reverse
Output
Input
2nd gear
Forward
Section 7
Ser vice Training
Service Page 1
7 HYDRAULICS
HYDRAULICS
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Kapitel 7
Seite 2 Ser vice Training
Service
7.1 FUNCTIONAL DESCRIPTION OF THE HYDRAULIC SYSTEM
The tandem pump (F) is bolted to the powershift transmission and driven by the engine (22). At maximum
engine speed, the two external gear pumps (20) 41 cm³ and (21) 44 cm³ deliver a total flow of 212 l/min.
In the neutral position of the directional control valves (A) and (B) and with the steering not operated, oil
flows from the hydraulic pump (20) to priority valve (E). A controlled oil pressure reaches the OSPC
through outlet CF and is held at 10 bar. The oil flows through port EF via valve block (B) and the return line
filter (23) to the tank.
The oil flow from pump (21) flows via directional control valve (B) and the return line filter (23) to the tank.
In addition, a controlled oil flow (about 1 l/min) from priority valve (E, port LS) goes to the steering control
valve (D, port LS) and via the port T of the steering control valve back to the tank.
STEERING OPERATED
When the steering is operated, the LS (Load Sensing) line to the tank is closed via steering control valve
(D). A pressure greater than 10 bar builds at priority valve (E), the valve switches to the open position and
Oil is delivered from hydraulic pump (20) or (21) via the shuttle valve (28) and the pressure accumulator
(26) is held at 30 bar pilot pressure by the pressure regulating valve (27).
The pressure accumulator is always charged by the pump with the higher working pressure. The pressure
relief valve (29) is used as a safety valve.
NOTE: If the pressure accumulator is empty, the steering must be operated so that the required
pressure can build at pump (20).
NOTE: If the ignition is switched on and the twistlocks are in the end position, solenoid valve (Y20)
and (Y19) are activated with 24 V and switched to the open position.
Due to the activation of lift control valve L (32), pilot pressure proportional to how far the lever was moved
flows from port "1" via the 3/2 way solenoid valve (Y20) (lift stop) to the spools of directional control valves
(5) and (8).
When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pumps (20)
and (21) goes through directional control valves (5) and (8) and the TOCV valves (J) to the lift cylinders,
extending the mast.
Section 7
Ser vice Training
Service Page 3
If the twistlocks on the mast are not in the end position (improper operation), the current is cut off via relay
K28 (in the box on the spreader). Solenoid valve (Y20) closes, pilot pressure is reduced and directional
control valves (5) and (8) move to the neutral position. (Lift stop).
When the lowering control valve (L30) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "3" via the 3/2 way solenoid valve (Y19) (lowering stop) to the spools of directional
control valves (5) and (8) and simultaneously to the locking block valves (J) .
When pilot pressure exceeds 18 bar, the locking block valves (J) open, the spools begin to move and the
entire oil flows from the lift cylinders (1) via directional control valves (5) and (8) back to the tank.
The safe lowering valves (2) control the oil flow and the lowering speed depending on the load. (Mast lift
stop)
NOTE: When the spreader seats on the container, the lowering function is cut off to protect the hoses
and chains.
When the spreader seats on the container, the current is cut off by the seated sensors via relay K8 (in the
317 804 2401.0900
C02 / Chapter 1
relay box on the truck). Solenoid valve (Y19) closes, the pilot pressure is reduced and directional control
valves (5) and (8) revert to the neutral position. (Lower stop).
NOTE: If the ignition is switched on and the tilt angle limit switch is not activated, a 24 V current is
applied to solenoid valves (c) and (d), causing them to open.
When the tilt forward control valve (L31) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "4" via the 3/2 way solenoid valve (Y17) (tilt forward stop) to the spool of directional
control valve (9).
When pilot pressure exceeds 18 bar, the spool begins to move and the entire oil flow from pump (21) goes
via directional control valve (9) to the tilt cylinders, causing the mast to tilt forward.
When the mast angle of tilt is 3°, the power supply is cut off by the limit switch (S32). Solenoid valve (Y17)
closes, pilot pressure is removed and directional control valve (9) reverts to the neutral position (tilt forward
stop).
Kapitel 7
Seite 4 Ser vice Training
Service
TILTING THE MAST BACK
When the tilt back control valve (L31) is operated, pilot pressure proportional to how far the control lever
is moved flows from port "4" via the 3/2 way solenoid valve (Y18) (tilting back) to the spools of the directional
control valves (9).
When the pilot pressure exceeds 18 bar, the spools begin to move and the entire oil flow from pump (21)
goes via directional control valve (9) to the tilt cylinders, tilting the mast back.
When the mast reaches an angle of 3.5°, the power supply is cut off by limit switch (S32). Solenoid valve
(Y18) closes, pilot pressure is reduced and directional control valve (9) goes to the neutral position (tilt back
stop).
SPREADER OPERATION
When spreader function is initiated by pressing a button on the joystick, a current of 24 V is applied to
solenoid valve (Y16) and the existing pilot pressure (30 bar) is applied to the spool, causing directional
control valve (10) to open. The valve block on the spreader is supplied with hydraulic oil.
The pressure switch (S31) is connected to the directional control valve block (B).
When a working hydraulics function is performed, the pressure rises and pressure switch (S31) activates
solenoid valve (Y15). This allows supply pressure (b) from port "S" on the transmission to operate engine
speed up cylinder K, causing the engine speed to rise.
NOTE: Pressure relief valves (6) and (7) must be set to the identical pressure.
ADJUSTMENT INSTRUCTIONS:
- With the engine shut off, operate the central control lever (L) until pilot pressure is available.
- Install test adapter III and connect a low pressure gauge.
317 804 2401.0900
C02 / Chapter 1
A Working hydraulics control valve block 30 3/2 directional control valve, lowering
1 Lift cylinder 31 3/2 directional control valve, tilting fwd
2 Slow lowering valve 30 3/2 directional control valve, lifting
3 Tilt cylinder 33 3/2 directional control valve, tilting back
4 Locking block
5 Directional control valve lifting/lowering M Spreader valve block
6 Pressure relief valve (lifting) 34 Spreader pressure relief valve 140 bar
7 Pressure relief valve (lifting/lowering/ 35 4/3 way solenoid valve (extension)
spreader) 36 4/3 way solenoid valve (twistlocks)
37 4/3 way solenoid valve (sideshifter)
B Working and auxiliary hydraulics 38 Shock valve 80 bar
8 Lifting/tilting directional control valve 39 Shock valve 140 bar
9 Tilting directional control valve 40 Extension cylinder (20 ft - 40 ft)
10 Spreader oil supply valve 41 Hydraulic cylinder (twistlocks)
15 Steer cylinder 42 Hydraulic cylinder (sideshift)
43 Shock valves 80 bar
C Shock valve 44 Locking block valves
16 Pressure relief valve 240 bar 45 Pressure switch for engine speed
C02 / Chapter 1
317 804 2401.0900
Section 7
Ser vice Training
Service Page 11
C02 / Chapter 1
317 804 2401.0900
Section 7
Ser vice Training
Service Page 15
8 LIFT MAST
For identification purposes, a lift mast number (manufacturer’s identification number) is stamped on the
channel of the mast. It is located at a height of about 1.5 m.
A mast type with various heights is available for type 317 C80.
NOTE: For transport reasons, the truck is delivered with the mast and spreader removed.
- Lift the mast (own weight 7 tonnes) at the lifting eyes (13) with a crane and deposit on the ground on
squared timbers (lift cylinders facing up).
- Connect the short hoses (26) with fittings on the inner upright bracket (27).
- Fasten both hoses (26) with clamps and angle brackets (22).
- Fit the socket housing (28) to the inner upright and fasten the cable (24) with clamps (23) together with
the hose clamps (22) above the two hose lines (26).
- Insert the plug (25) into the socket (28) and lock it.
- Raise and secure mast sufficiently in order to fasten the cable (30) with cable clamp (29) to the mast
bracket (27) (strain relief).
- Slide the hose roller (8) and the cable (30) and the hoses (31) onto the pin on the outer upright, secure
with a circlip and install the guide plate on the hose roller.
There is a limit switch (32) mounted on the right-hand side in the direction of travel. This cut off the control
pressure to the way valves when the maximum angle of tilt is reached, thus limiting the angle of tilt.
In order to prevent the truck from tipping over during tilting, stops (1) and (2) must be checked and adjusted.
- Position the mast in mid position (see the marking (9) on the tilt cylinder).
- Place the angle measuring device (6) on the mast channel, adjust to 3° and fasten with a screw (8). Tilt
the mast forward until the bubble (7) in the water level is level.
- Loosen the nuts (3) and slide the stop (1) towards the lever (5) until the limit switch is operated.
- Tighten the nuts (3).
- Proceed as for tilting back, place an angle meter (6) on the mast channel, adjust to 3.5° and tighten it with
screw (8).
- Loosen the nuts (4) and move the stop (2) towards the lever (5).
- After the adjustment, recheck the angle of tilt.
Desired value: Tilting forward 3°
Tilting back 3.5°
1 Wiper ring
2 Groove ring
3 Bleed screw (torque 20 Nm)
4 Ball (Ø 6 mm)
5 Guide band
6 Cylinder head (torque 500 Nm)
7 Cylinder tube
8 Retaining ring (Ø 95 mm)
9 Piston rod
10 Guide ring
11 Sealing ring
12 Retaining screw (Loctite 243, torque 20 Nm)
13 Support ring
14 O-ring
15 Piston head (torque 500 Nm)
16 Fitting (slow lowering valve)
- Heat the retaining screw (12) (secured with Loctite) and remove it.
- Remove the cylinder head by screwing it off the cylinder tube (7) with a hook wrench. Renew the wiper
(1), groove ring (2), guide band (5), O-ring (14), support ring (13) and sealing ring (11).
NOTE: If the lift cylinder is only leaking at the cylinder head, the repair can be carried out without
removal of the lift cylinder.
- Pull out the piston rod (9) and check the guide rings (10) for wear, renewing them if required.
- Insert the piston rod (9) into the cylinder tube (7).
- Heat the retaining screw (12) on the piston head (15) (secured with Loctite) and remove it.
317 804 2401.0900
C02 / Chapter 1
- Clamp the cylinder tube (7) in a vise and remove the piston head (15) by screwing it off the cylinder tube
(7) with a hook wrench.
- Renew the sealing ring (11), O-ring (14) and support ring (13), oiling them lightly.
- Screw the piston head (15) into the cylinder tube (7) and tighten to 500 Nm.
- Install the retaining screw with Loctite and tighten to 20 Nm.
- Slide the cylinder head (6) over the piston rod (9), screw it into the cylinder tube (7) and tighten to 500
Nm.
- Install the retaining screw (13) on the cylinder head with Loctite and tighten to 20 Nm.
NOTE: After the installation of the lift cylinder, loosen the bleed screw (3) and allow hydraulic oil to flow
until all the air is eliminated.
Section 8
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Service
8.4 TILT CYLINDER
1 Wiper
2 Guide bushing (torque 500 Nm)
3 O-ring
4 Groove ring
5 Support ring
6 O-ring
7 Cylinder tube
8 Piston rod
9 Piston (torque 750 Nm)
10 Piston rod seal
11 Packing
12 Guide band
13 Retaining screw (torque 20 Nm)
14 Fitting
- Slide the piston rod (8) and piston (9) into the cylinder tube (7).
- Renew the support ring (5), O-ring (6), groove ring (4), wiper (1) and O-ring (3) on the guide bushing (2).
- Install the groove ring (4) with the sealing lip facing the pressure side.
- Coat the seals with hydraulic oil.
- Screw the guide bushing (2) into the cylinder tube and tighten it to 500 Nm with a hook wrench (125.180
FACOM).
- Install the lock ring in an appropriate groove on the guide bushing.
- Start the engine and extend the tilt cylinder slowly. Install the tilt cylinder pin at the mast.
- Check the tilt cylinder for leaks.
NOTE: Ensure that the tilt cylinders are synchronised, adjusting them if required.
Section 8
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Service
8.5 SPREADER
TYPE 568
Type plate
CAN PICK UP
20', 30', 40' dry freight, open top containers, refrigerated containers and flats containers
Section 8
Page 14 Ser vice Training
Service
8.5.1 VALVE BLOCK AND HYDRAULIC CIRCUIT DIAGRAM OF SPREADER
Service Training
Page
Section
21
8
Page
Section
22
8
Service Training
C02 / Chapter 1
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Section 8
Ser vice Training
Service Page 23
10 MISCELLANEOUS
Service Training
Page
Section
3
10
Page
Section
10
4
Service Training
C02 / Chapter 1
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Index
Ser vice Training
Service Page 1
Cabin 3/1
Cabin glass pane 3/1
Cabin installation 3/5
Cabin window pane with aluminium frame (sliding window) 3/3
Cabin window pane (glass-to-glass) 3/2
Circuit diagram Spreader 8/18
Clutch 2/7
Contact pattern of Gleason type gear teeth 2/48
Contact pattern 2/44
Cooling Oil Compartment 5/15
Crank assembly 1/5
Cylinder head 1/6
C02 / Chapter 1
Hydraulic circuit diagram of spreader 8/14
Hydraulic diagram 7/6
Hydraulic system 7/2
Hydraulics 7/1
Hydrodynamic travel drive 2/1
Spacer 2/38
Special tools 1/22, 2/50
Spiral bevel gear taper roller bearing 2/45
Spiral bevel gear 2/43
Spreader 8/4, 8/13
Steering axle 4/1
Steer axle number 4/1
Steering cylinder 4/9, 4/10
Stub axle 4/2
Swivel pin 4/3
C02 / Chapter 1
Ser vice Training
Service
2.2.3.1 CLUTCH AND GEAR ARRANGEMENT
Forward
1st gear
2nd gear
Output
Re-
verse
Input
317 804 2401.0900
Reverse
C02 / Chapter 1
3rd gear
Intermediate Gear
Reverse
Output
Input
2nd gear
Forward
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C02 / Chapter 1
LINDE AG
Werksgruppe Flurförderzeuge und Hydraulik
63701 Aschaffenburg
Postfach 10 01 36
Telefon (0 60 21) 99-0
Telefax (0 60 21) 99-15 70
http://www.linde.de/linde-stapler
eMail: [email protected] 317 804 2401.0704