R6016-6018-6020#6030-6031-6031 Manual Taller

01
Workshop manual 6030 - 35
Table of contents
Page
Chassis and counterweight

Jacking-up fork truck
STILL GmbH Stand: 3/1999 ( Position as per:
1
2
(1)
01

The chassis is a welded construction.
Chassis and counterweight are connected together
with 4 hexagon bolts M20x70 8.8.
Bolt tightening torque:
385 Nm
Weights of counterweights:
6030/6031/6033/6034
> 818 kg
6032/6035
> 936 kg
Battery compartment dimensions

6030/33
6031/34
6032/35
788 3
788 3
788 3
1040 2
1040 2
1040 2
580 3
580 3
580 3
STILL GmbH Position as per: 3/1999 (Replaces version:
) (2)
01
Jacking up fork truck

Attention
Before jacking up fork truck:
Disconnect battery connector!
Engage parking brake!
The fork truck has to be jacked up for various
maintenance work. When jacking up the fork truck,
suitable means, e.g. wooden blocks must be used to
prevent the fork truck slipping or tilting.
It must always be ensured that only truck jacks with
sufficient bearing capacity are used and that the fork
truck is only jacked up on even surfaces and secured
to prevent rolling.
The fork truck must only be jacked up at the point
shown in the diagrams, i.e. on the left or right of the
mast and on the front or rear of the chassis.
Do not jack up the fork truck at the counterweight!
When jacking up the fork truck at the mast, the safety
regulations for working on the mast must be observed.
Warning information for parking the fork truck

on a slope and opening the hood.
Danger: The fork truck can roll despite engaged
parking brake.
If the fork truck is parked on a slope, the hood may
only be opened when the fork truck is secured with
chocks to prevent rolling.
) (3)
02
Page
Technical service data
Steering axle construction
Removing the steering axle
Fitting the steering axle
Removing the wheel hub
Fitting the wheel hub
Adjusting the steer angle
Checking the steer angle
Removing the stub axle
Fitting the stub axle
Greasing the axle
Removing the tie rods
Fitting the tie rods
Removing the steering cylinder
Fitting the steering cylinder
Steering axle
Copyrighted. Reproduction in any form

forbidden.
Copyright reserved.
Position as per August 1999

(Replaces version: )
Table of contents
02
Workshop manual
6030 - 35
Steering axle
L en kach se
Radei nschlagwi nkel
80 - 82
Vorspur
0 1 mm
Radsturz
Nachlauf
Anz ugsmomente
MA=145 Nm
Radmutter
MA=210 Nm
Achslager
MA=195Nm
Lenkzyli nderbefesti gung
MA=210 Nm
SKM am Achsschenkelbolzen
MA=290 Nm
Schmiermittel
Radnabenlagerung

( Replaces version January 1991)
Radnabe
Fett F nach D IN51825-KP2K -20, li tthi umversei ft

Fett F nach D IN51825-KP2K -30, li tthi umversei ft
Achsschenkellagerung
Fett FL nach D IN51825-KPF2N -20, li thi umversei ft

forbidden
Copyright reserved.
STILL Ident.-Nr. 148659
02
Steering axle
Steering axle construction

The steering axle is mounted with 2 buffer
elements on the counterweight. The stub axles are
supported in the axle body in taper roller bearings.
Steer angle limitation takes place via stop bolts at
the stub axle.
1
Axle body
2
Retaining plates
3
Hexagon bolt
4
Lock washer
5
Buffer elements
Removing the steering axle
Stand: August 1999

( Ersatz fr Stand: )
CAUTION: Only remove the steering axle with the

mast fitted! Danger of tilting!
- Engage the handbrake.
- Prevent truck from rolling by securing front wheels
with wooden chocks.
- Loosen nuts of steering axle wheels.
- Jack up truck properly.
(See Group 01)
- Remove wheels.
Unscrew hydraulic connections from steering
cylinder.
CAUTION: When unscrewing the hydraulic
connections, hydraulic oil discharges. Collect
hydraulic oil and dispose of properly.
- Place a hand pallet truck or similar with wooden
blocks under the steering axle.
- Unscrew four cheese-head screws for fixing the
steering axle.
Urheberrechtlich geschtzt. Jede Form

der Vervielfltigung untersagt
Copyright reserved.
Fitting the steering axle

- Fitting takes place in reverse order to removal.
- Tightening torque of the 4 cheese-head screws:
MA = 195 Nm
CAUTION: Do not interchange left and right
hydraulic connections!
02
Workshop manual
6030 - 35
Steering axle
Removing the wheel hub
1
2
3
4
5
6
7
8
9
10
11
12
Axle body
Stub axle
Radial seal
Taper roller bearing
Wheel hub
Pin
Wheel cap
Hexagon nut
Washer
Wheel bolt
Nut
5 10
6
7
2
11
12
9 8

-Loosen nuts (11) and remove wheel.

- Remove dust cap (7).
- Loosen hexagon nut (8).
- Remove washer (9) with pin (6).
-Remove wheel hub.
-Remove taper roller bearings (4) and (10) from the
wheell hub; for this purpose, the radial seal (3)
must be removed.
- Remove outer ring of taper roller bearings (4) and
(10) if necessary.
Fitting the wheel hub
- Thoroughly grease the sealing lips of the radial
seal.
- Fill taper roller bearings with grease F between
the inner ring and cage.
- Fill bearing spaces with grease F at the marked
points (x).
- Fitting takes place in reverse order to removal.
-Tighten hexagon nut (8) constantly turning
the wheel hub.
Tightening torque:
MA = 145 Nm

forbidden.
Copyright reserved.
02
Steering axle
Checking the steer angle
The steer angle a must be 80 - 82. To facilitate
measurement, the complementary angle b can be
used.
It must be 98 - 100.
ATTENTION: It must be ensured that the steer angle
is clearly limited by the stop bolts (1). The stop must
not take place at the steering cylinder.
Rechtskurve
Adjusting the steer angle
- Adjust the left and right steer angle with the stop
bolts (1) to 80 - 82.
- Check opposite angle.
- Check for free movement at narrow points.
- Check that the steer angle does not take place in
the steering cylinder.
Linkskurve
= 82
+0/
-2 Lenkeinschlag

forbidden.
Copyright reserved.

The steer angle is limited by one stop bolt (1) on

each side respectively.
02
Workshop manual
6030 - 35
Steering axle
Removing the stub axle
1 Hexagon bolt
2 Washer
3 King pin
4 Plug
5 Stub axle
6 Hexagon bolt
7 Hexagon bolt
8 Spacer
9 Scraper ring
10 Taper roller bearing
11 Spacer
12 Nipple
13 Taper roller bearing
14 Scraper ring
15 O-ring
16 Spacer
16
15
4
14
13
12
11
10
6
7
9
8

- Remove wheel.
- Unscrew bolt between tie rod and press out stub
axle.
- Losen hexagon bolt (1).
- Remove washer (2).
- Press out king pin (3) downwards.
- Remove stub axle from the axle.
- Remove spacers, O-ring, scraper rings, taper roller
bearings and spacers (8 - 16) from stub axle.

forbidden.
Copyright reserved.
02
Steering axle
Fitting the stub axle
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Hexagon nut
Washer
King pin
Plug
Stub axle
Spacer
Scraper ring
Spacer
Scraper ring
O-ring
Spacer
Bolt

forbidden.
Copyright reserved.

- Fit spacer (9) in the stub axle.
1
2
3
12
13
14
11
10
- Fit both taper roller bearings (8+10).

Thoroughly grease both bearing with grease
FL!
- Thoroughly grease sealing lips of scraper rings
(7+11) with grease FL.
- Fit scraper rings (7+11), both spacers (13, 6 ) and
O-ring (12).
- Fit stub axle in the axle.
- Insert king pin (3) from below, lightly oil the bolt for
this purpose.
- Fit washer (2).
- Fit a new hexagon nut (1) and tighten with a
tightening torque of:
MA = 290 Nm
- Press in bolt (16) of tie rod and secure with pins.
- Fit the wheel.
- Grease steering axle with grease FL.
Greasing the steering axle
- While greasing the steering axle, the steering
should be operated.
- Grease the 8 nipples of the steering axle with grease
FL until fresh grease discharges from the bearing
points (see diagram on page 8)
02
Workshop manual
6030 - 35
Steering axle
Removing the tie rods
The steering axle has two tie rods, which are seated
between the steering cylinder and both stub axles.
1 Stub axle
2 Piston rod
3 Seal
4 Pins
5 Bolt
6 Tie rod
7 Ball socket
5
4
- Remove pins (4)

- Press out bolts (5)
Fitting the tie rods
- Fitting takes place in reverse order to removal
Press-in force of bolts on stub axle side:

max. 26 kN

Press-in force of bolts on cylinder side:

max. 21 kN

forbidden.
Copyright reserved.
02
Steering axle
Removing the steering cylinder
Remove tie rods.
Unscrew hydraulic connections and mark.
ATTENTION:
Hydraulic oil discharges
Loosen four fixing bolts (1)

Fitting the steering cylinder
Tighten fixing bolts (1).
Tightening torque: MA= 210 Nm
Screw hydraulic connections in place.
ATTENTION: Do not interchange hydraulic
lines.

Fit tie rods.

NOTE: Removal and fitting of the steering
cylinder is described under Group 06.
Greasing the steering axle
Relieve steering axle during lubrication and
operate steering.
Grease 8 nipples (2) of the steering axle with
grease FL, starting from the top nipples, until
fresh grease discharges from the bearing points.

forbidden.
Copyright reserved.
NOTE: When greasing the top bearing, it is

unnecessary for grease to discharge from the top
seal. It can also deviate downwards.
Workshop manual
03
6030 - 35
Table of contents
Description of the drive axle
Oil level check in wheel gear
Components of wheel drive 1 (left)
Components of wheel drive 2 (right)
Fitting and removing wheel drive
Replacing shaft seal on left wheel drive
Replacing shaft seal on right wheel drive
) (1 )
03

Oil control screwsGroup 03
Axle designation
A D 20
Axle on chassis
Cheese-head screw M20 x 40 8.8

Tightening torque 385 Nm
Right wheel drive
Cheese-head screw DIN 912 M10 x 35 10.9

Left wheel drive
Cheese-head screw DIN 912 M10 x 35 10.9

Gear oil
Oil quantity: Left wheel drive: 0,4 l

Right wheel drive: 1,4 l
Oil quality: SAE 90, API-GL 4
SAE 85-90, API-Gl 4
SAE 85 W 90, API-GL 4
Slotted nut
DIN 981 KM 12
Tightening torque 650 +20 Nm
Oil filler screw
Socket screw plug M18x1,5 A3C
Oil drain screw
Socket screw plug DIN 908 M 10x1
Seal for oil drain plug
A 10 x 13,5 - CU (DIN 7603)
Oil control plugs ( 2 )
Socket screw plug DIN 908 M 10 x 1 5.8
Seal for oil control plugs
A 10x 13.5 CU (DIN 7603)
) ( 2)
5.8
03
Wheel drive
Description of the drive axle

The drive axle consists of the axle body (2) as well
as the left (1) and right (3) wheel drive.
Located in the axle body is the electric drive motor
as well as the brake. The axle body is bolted to the
chassis on each side of the vehicle with 6 hexagon
bolts M 20 x 40 8.8 and washers respectively
according to DIN 6796.
The tightening torque is 385 Nm.
The wheel drives are bolted to the axle body with 16
cheese-head screws M 10 x 35 - 10.9 respectively.
The tightening torque is 64 Nm.
Note:
The left and right wheel drive are not identical (see
pages 4 and 5).
Note:
The only repairs permitted is the replacement of the
shaft seal at the wheel drives. A complete wheel
gear repair can only be carried out with special tools
and appropriate clamping device. In the event of
damage to the axle body (e.g. faulty drive motor), the
complete drive axle must be replaced.
) (3 )
03
Wheel drive
Oil level check in wheel gear
1
Note: The oil level check must be carried out with

the vehicle standing horizontal.
- To check the oil level, the wheel must be turned so
that the one control screw (2) is in 000 position and
the second control screw (3) is either in 300 (as
illustrated) or 900 position.
- Unscrew both control screws.
- In this whel position, the oil level must be up to the
lower edge of the lateral control opening (3).
Otherwise oil must be filled into the filler plug (1)
until it discharges from the control opening (3).
Oil capacity:
Left wheel drive: 0.4 l
Right wheel drive: 1.4 l

Oil qualities:
SAE 90, API - GL 4 or
SAE 85 - 90, API - GL 4, multigrade oil or
SAE 80 W 90, API - GL 4, multigrade oil.
) (4)
03
Wheel drive
Components of wheel drive 1 (left)
Item Designation
1
2
3
4
5
6
6
6
6
6
6
6
6
6
6
6
7
8
9
Wheel shaft
Screw plug
DIN 908 M10x1-5.8
Seal DIN 7603
A10x13, 5-CU
DIN 720 32012X
Shaft seal DIN 3760
AS-110x125x7-V80
Ring 37.30*
Ring 37.33*
Ring 37.36*
Ring 37.39*
Ring 37.42*
Ring 37.45*
Ring 37.48*
Ring 37.51*
Ring 37.54*
Ring 37.57*
Ring 37.60*
Transmission case
Screw plug
M18x1.5-A3C
O-ring 185x3 -V80
Item Designation
Remark
10
11
12
13
14
15
16
fit with Loctite

No. 270
* optional
17
18
19
20
21
22
23
24
25
) (5 )
Remark
Slotted nut DIN 981 KM12 fit with Loctite

No. 243
Lock ring
DIN 472 140x4
Carrier
Washer
Washer
Washer
Cheese-head screw DIN 912
M8x25-8.8-A2C
Circlip DIN 7993 B30
Sun gear
Ring gear
Planetary carrier
Planetary gear
Roller bearing
18x30,86x13
Circlip DIN 471
18x1.2
Shaft seal
DASW45x62x8/6-V80
Cheese-head screw DIN
912 M10x35 - 10.9
03
Wheel drive
Components of wheel drive 2 (right)
Item
D esignation
R emark
Item
D esignation
Transmi ssi on case
Transmi ssi on case
Hexagon screw plug

M18 x 1.5 - A3C
Hexagon screw plug

M18 x 1.5 - A3C
O-ri ng 192x4 V80
O-ri ng 192x4 V80
10
Slotted nut D IN 981KM

12
11
locked wi th Locti te
243
10
Slotted nut D IN 981KM

12
Internal gear
11
Internal gear
12
Planetary carri er
12
Planetary carri er
13
Planetary gear
13
Planetary gear
14
Roller beari ng
18x30.86x13
14
Roller beari ng
18x30.86x13
15
Lock ri ng D IN 471
18x1.2
15
Lock ri ng D IN 471
18x1.2
16
Washer
16
Washer
17
C heese-head screw D IN
912
M8 x 20 8.8 A2C
17
912
M8 x 20 8.8 A2C
18
912
M10x30 10.9
18
912
M10x30 10.9
) (6)
R emark
locked wi th Locti te
243
03
Wheel drive
Fitting and removing the wheel drive
Removing:
- Loosen wheel fixing bolts
- Jack up the vehicle, lower on to wooden blocks
and secure.
- Disconnect battery cable.
- Remove wheel fixing bolts and remove wheel.
- Drain gear oil from wheel drive to be changed (drain
screw at the bottom of wheel drives)
- Detach wheel drive from drive motor casing (16
cheese-head screws M10 x 35)
- Force off wheel drive with 2 bolts M8 through the
tapped holes in wheel drive casing (5 and 11
oclock position) from drive motor casing.
Attention:
-
Residual oil discharges.
Remove complete wheel drive.
Note:
The only repair permitted is the replacement of the
shaft seals on the wheel hubs. A complete wheel
gear repair can only be carried out with special tools
and appropriate clamping device.
Fitting:
- Fit wheel gear with new O-ring on drive motor casing
(filler opening must point upwards).
- Screw in fixing bolts (16 cheese-head screws M10
x 35) and tighten with a torque of 64 Nm.
- Fill gear oil through top filler opening.
Note:
For oil capacity and oil quality, see technical service
data.
-
Recheck oil level as specified.

Fit wheel and tighten fixing bolts with MA 210 Nm
Connect battery cable.
Lower the vehicle.
) (7)
03
Wheel drive
Replacing shaft seal on left wheel drive

- Remove left wheel drive.
- Renew shaft seal (24).
Attention:
The lips of the seal must point towards the outside of
the axle.
-
Unscrew bolt (16) and washers (1315).

Remove planetary carrier (20) with planetary gear
train (11, 12, 1719, 2123) from transmission
case (7).
Unscrew slotted nut (10) with slotted nut wrench
from shaft of wheel hub (1).
With a rubber hammer, carefully knock against
the face of the wheel hub in order to separate the
bearing halves of the taper roller bearing (4).
Remove roller cage of inner bearing from the shaft.
Withdraw wheel hub from the transmission case.
Renew shaft seal (5).
Attention:
the axle.
-
After fitting, check for correct seating of spring in

the seal and lightly oil the seal.
Check wheel bearing. If the bearings are worn,
the complete wheel drive must be renewed.
Lightly oil both roller cages.
) (8)
Fit wheel hub in transmission case.

Fit roller cage of inner bearing on the shaft.
Secure slotted nut (10) with Loctite No. 243 and
bolt to the shaft. Tightening torque:
MA = 650 +20 Nm
Note:
While screwing on the slotted nut, turn the hub so
that the bearing halves fit evenly.
-
Fit new O-ring (9) in transmission case.

Fit planetary carrier (20) with planetary gear train
(11, 12, 1719, 2123) in transmission case
(7).
Screw in bolt (16) with washers (1315), noting
correct washer sequence.
Refit wheel drive.
03
Wheel drive
Replacing shaft seal on right wheel drive

- Remove right wheel drive.
- Unscrew bolt (17) and remove washer (16).
- Remove planetary carrier (12) with planetary gear
train (11, 1315) from transmission case (7).
- Unscrew slotted nut (10) with slotted nut wrench
from shaft of wheel hub (1).
- With a rubber hammer, carefully knock against
the face of the wheel hub in order to separate the
bearing halves of the taper roller bearing (4).
- Remove roller cage of inner bearing from the shaft.
- Withdraw wheel hub from the transmission case.
- Remove old shaft seal (5).
- Fit new shaft seal.
Attention:
the axle.
-
After fitting, check for correct seating of spring in

the seal and lightly oil the seal.
Check wheel bearing. If the bearings are worn,
the complete wheel drive must be renewed.
Lightly oil both roller cages.
Fit wheel hub in transmission case.
Fit roller cage of inner bearing on the shaft.
Secure slotted nut (10) with Loctite No. 243 and
bolt to the shaft with a slotted nut wrench.
) (9)
Tightening torque: MA = 650 +20 Nm

Note:
While screwing on the slotted nut, turn the hub so
that the bearing halves fit evenly.
-
Fit new O-ring (9) in transmission case.

Fit planetary carrier (12) with planetary geara train
(11, 1315) in transmission case (7).
Screw in bolt (17) with washer (16).
Refit wheel drive.
Workshop manual
04
6030 - 35

Scre w
t i ght e ni ng
t orque
Siz e
PR
Air
pressure
Disc wheel
Side ring
Collar
Manufacturers
designation
v.18x7-8
16
10 bar
6379 -2 -0
h. 16x6-8
16
8,0 bar
4.33 R8 ET14
3960
3923 - 2
Side ring
Collar
Scre w t i ght e ni ng t orque 195 Nm

Solid rubber tyres
Gre
Disc wheel
v. 18x8x12 1/8 Z
Ri m
h.16x5x10 1/2 KS
Ri m
v. 18x8x12 1/8 Z
Nat ural
Ri m
h.16x5x10 1/2 KS
Nat ural
Ri m
Ti ght e ni ng t orque for s pl i t ri m M10x30 8.8 46 Nm

Super - Elastic - T yres
Siz e
Scheibenrad
Manufacturers designation
v. 18 x 7 - 8
4.33 R 8 ET 0
h. 16 x 6 - 8
4.33 R 8 ET 14
v. 18 x 7 - 8
Nat ural
4.33 R 8 ET 0
h. 16 x 6 - 8
Nat ural
4.33 R 8 ET 14
v. 200 / 50 - 10
6.50 F 10 ET 52,5
h. 16 x 6 - 8
4.33 R 8 ET 14
v. 200 / 50 - 10
Nat ural
6.50 F 10 ET 52,5
h. 16 x 6 - 8
Nat ural
4.33 R 8 ET 14
) (2)
06
Table of contents
Page
Technical data
Mode of operation
Functional description
Steering column
Steering unit
Priority valve
Steering cylinder
) (1)
06

Lenkeinheit
Fabri kat
D anfoss
Typ
OSPC 40 LS 150 8143
Frderlei stung
40 cm3 /Umdrehung
berdruckventi l
90 +5/0 bar
Schockventi l
140 +20/0 bar
Fabri kat
D anfoss
Typ
OLS 40 152 B 8015
Vorspanndruck
7 bar

forbidden.
Copyright reserved.
Position as per: August 1999

Priorittsv entil
06
Steering
Mode of operation
The vehicle is equipped with a load-sensing (LS)
power-assisted steering system. This system acts
on the steering cylinder (7) on the steering axle.
Flanged on to the bottom end of the steering column
(2) is a steering unit (3). This unit consists of a
distributor valve and a measuring pump. When the
steering wheel is turned, the measuring pump
supplies a quantity of oil to the steering system,
which is proportional to the rotation of the steering
wheel. The distributor valve transfers this oil quantity
to the required side of the steering cylinder.
In LS systems, the steering and hydraulics are
supplied from a common pump unit (1). Oil flow
distribution between both systems takes place in the
priority valve (4), whereby the steering system always
has priority, i.e. a sufficient oil flow is supplied to the
steering appropriate to the respective steering speed,

independent of the load in the steering system and
hydraulics.
For steering purposes, a smaller oil quantity is
required than for initiation of individual hydraulic
functions. For this reason, the pump unit is kept at a
low speed during steering with the hydraulics inactive.
In the event of failure of the oil flow, the steering unit
automatically functions as a hand pump to enable
manual steering of the vehicle (emergency steering).
<---------P
R
7
EF
8
6
CF
Rechts
LS
L inks
2
P
LS
3
L R
1 Pump
2 Steering column
tank
3 Steering unit
5 Slider bank
6 Hydraulic
4 3 Prority valve
8 Suction filter
7 Steering cylinder

forbidden.
Copyright reserved.

(Replaces version:)
Fahrtricht ung
06
Steering column/steering unit

Steering column tilt adjustment
The steering column can be tilted about 10 after
loosening the grip screw (2) (turn anticlockwise).
After being adjusted to the required position, the
steering column must be locked in position
again by tightening the grip screw.

Steering unit
The steering unit (1) is is fixed to the steering

column bearing with four cheese-head screws.
The steering unit incorporates the following valves,
which are set to a fixed value by the manufacturer:
Relief valve:
90 + 5/0 bar
Shock valve: 140 +20/0 bar
ATTENTION: The valve settings must not be
altered.
LS

forbidden.
Copyright reserved.
Removing the steering unit

Remove floor plate.
Unscrew left inside covering.
Unscrew rear steering column cover.
Unscrew hydraulic connections T (tank), P
(pumps) and mark L (left connection), R (right
connection), LS (control connection).
ATTENTION:
When unscrewing the hydraulic connections,
hydraulic oil will discharge. Collect the hydraulic
oil and dispose of properly.
Loosen the four cheese-head screws and
remove the hand pump.
Whle loosening the screws, the steering wheel
with steering column must be tilted back or
forward.
06
Workshop manual
6030 - 35
Steering unit
Fitting the steering unit
Fitting takes place in reverse order to removal.
No
1
2
7
8
9
10
11
Designation
Remarks
Cheese-head scr. MA = 46Nm
Washer
Steering
column
Tilt back and forward
Union
Reducing union
HP hose
Relief valve
Remove rear steering

column cover.
MA = 50Nm
MA = 100 Nm
4
3
Installed in steering
unit
10
Repairing the steering unit

If the steering unit is damaged it must be replaced.
Exception: Oil leak
Available for this repair is a seal kit
Ident. No:144694, consisting of
1 x Lip seal (14)
1 x Dust seal ring (15)
7 x Washer (16)
3 x O-ring (17)
1 x Fitting instructions
NOTE:
For the replacement of the lip seal and dust seal
ring, special tools available from Messrs Danfoss
are necessary.
12
12
forbidden.
Copyright reserved.
For stemming union leaks at the connections of

the steering unit, seals are available from the STILL
spare parts service. However, the pipe connection
tightening torques must be checked.
11
14
15
17
16

ATTENTION:
The previously marked
hydraulic lines must be screwed back in the
same position again to avoid the risk of accident.
13
06
Priority valve
Priority valve
The priority valve is mounted on the right side wall
below the floor plate. The valve is a hydraulic control
unit and serves to provide oil for supplying the
steering in all operating states with priority.
When connecting the hydraulic lines to the priority
valve, the correct tightening torques must be used.
CF: MA =100 Nm
EF: MA =100 Nm
P : MA =100 Nm
LS: MA = 45 Nm

Dismantling the priority valve

Proper functioning of the priority valve may be
disturbed due to impurities in the hydraulic oil. Free
movement of the gate (3) in the housing is hindered
by dirt particles. This is noticeable by sluggish/
jerky movement of the steering.
1 Screw plug
2 O-ring
3 Gate
4 Biasing spring
5 LS plug
6 Housing
- Unscrew screw plug (1) and LS plug (5)
- Remove gate (3)
- Clean all parts and blow out
LS

forbidden
Copyright reserved.
Assembling the priority valve
EF
CF
Assembly takes place in reverse order to

dismantling.
Observe tightenting torque of 50 Nm for parts (1)
and (5)
ATTENTION:
After completing work on the steering unit,
the system must be bled via the bleeder at
the LS connection.
12
3
6
06
Workshop manual
6030 - 35
Steering cylinder
Dismantling the steering cylinder
1
Steering cylinder
2
Threaded pipe
3
Hexagon bolt
4 - 8 Seal kit
9
Bushing
10
Circlip
11
Piston rod
CAUTION:
When unscrewing the hydraulic connections and
opening the steering cylinder, hydraulic oil will
discharge. Collect the hydraulic oil and dispose
of properly!
-
2
3
4
12
5
6
7
9
10
11

(Replaces version:)
Remove steering cylinder.

See group 02.
Remove circlip (10).
Remove bushing (9).
Remove piston rod (11).
Remove circlip and bushing on the other side.
Assembling the steering cylinder

-
Use a new seal kit.

Fit new seal (8).
Fit piston rod (11).
Fit bushing (9) with new seal kit (4-7).
Fit circlips for retaining bushing.
Fit steering cylinder.
See group 02.
Bleed steering system.
10

forbidden.
Copyright reserved.
07
Table of contents
Page
Brake view
2/3
Parking brake
Pedal adjustment
) (1)
07

Brake fluid
HGS oil Aral Fluid HGS according to STILL
specification
) (2)
07
Brake view
5
1
4
2
) (3)
07
Brake view
3
2
8
1 - Disk (7 pieces)
2 - Disk (5 pieces)
3 - Washer
4 - Ring gear
5 - Thrust washer
6 - Brake piston
7 - Pressure sender
8 - Bleeder
9 - Baffle
Baffle (9)
During assembly, it must be ensured that the nose
at the baffle is located at the top!
The nose at the baffle collects spray oil and supports
lubrication of the needle bearing and toothing.
(4)
07
Parking brake
Parking brake
Adjustment:
- Brake pedal depressed
- Parking brake released
- Adjust dimension X = 5 +0.5 at adjusting screw (1)
and lock adjusting screw with nut.
X
1
Pedal adjustment
- By positioning the pad (2), adjust the pedal height
E = 101 2.
4
2
Adjust clearance between main cylinder and
piston rod (1mm).
- By turning the piston rod (1), adjust 1mm clearance
at the pad (2).
3
E
- Fix clevis with lock nut (3).

Attention!
The liquid in the tank (4) is mineral oil according to
STILL specification.
1mm
) (5)
08
Workshop Manual 6030 - 32
Table of contents
Page
Technical Data for Maintenance Service

Electrical installation
Controller block diagram
Insulation test
2
3
5
6
Console, general
Console, operation
Console, password level
Console, plane text parameter
7
8
10
12
Keyswitch
Battery connector
Accelerator pedal
Accelerator pedal transmitter
Accelerator pedal, two-pedal control
Signal horn
Brake pedal transmitter
Parking brake switch
Seat switch
Pressure pick-up, hydraulics
Drive and pump motor temperature sensors
Drive motor speed sensors
Pump motor speed sensor
15
16
17
17
18
19
20
21
22
23
BG11
24
25
Battery
STILL contactor
Main fuse
26
27
27
Fuse carrier
Control fuses
Relay
29
29
29
Electronic control unit

Replacing the electronic control unit
Replacing the control card
Field regulator
30
31
32
33
Console
Replacing the console
Cold store version
FleetManager
34
34
34
35
Proportional system - Joystick
37
STILL GmbH Stand: 2/2000 ( Ersatz fr Stand:
(1)
08
Technical Data for Maintenance Service

Controller
Drive motor speed control
Pump motor speed control
Digital control R60

via a transistorized power circuit for four quadrants
via a transistorized power circuit for one quadrant
Accelerator pedal
Brake pedal transmitter for el. braking
Transmitters, hydraulic
Potentiometer 4 kOhm
Electric pressure pick-ups
Rated voltage
80 Volt
Current limitation per traction motor

Drive motor armature/field
Hydraulic motor
400 A / 40 A reduction after 40 seconds

320 A
Speed
Speed reduction
Adjustable via drive program, max. 16 km/h

Adjustable via drive program
STILL contactor
1K 1
C oi l
Contact tips / contact tip material
2 pins, with arc blow-out magnets

24 Volt ( wired in series with a resistor and a diode )
Replaceable, silver alloy
Relays
24 Volt (coil 255 Ohm)
K 1, K 2
Fuses
Power circuit fuses
Control circuit fuses
Traction battery
1F 2
( 300 A )
F 1, F 2, F 3, F 5, F 7, F 8 ( 5 A )
F9
( 10 A )
F6
( 15 A )
F4
( 20 A )
G1
80 Volt / 420Ah
Insulation resistance
Electrical machines
G1 traction battery
1000 Ohm / Volt

1000 Ohm / Volt
1000 Ohm
Electrical protection
Electrical machines
IP 23
FM IP 22
HM IP 20
IP 23
Controller
(2)
approx. 80 kOhm
approx. 80 kOhm
08
Mechanical configuration
The electrical installation consists of:
Controller A9
Fuse carrier A7
Main or line contactor 1K1
Power circuit fuse 1F2
Console
Transmitters, switches & sensors
Drive motor FM1
Hydraulic motor HM
item 1
item 2
item 3
item 4
item 5
item 6
item 7
Controller A9
Control and regulating electronics
Power electronics for FM1 and HM
Fuse carrier
Control fuses, various
Relays
K1, K2
Dash panel
Keyswitch
S1
Accelerator pedal transmitter switch 1S16
Hazard flasher switch
direction indicator switch (where fitted)
Display, various keypads
In front part of truck/foot area:
Horn push (floor plate)
Pressure pick-up, hydraulic
Relay board, front (optional)
6
7
4S1
1B1
1B2
2B1-B5
Under floor plate

Signal horn (centre)
4H1
Drive motors / hydraulic motor

Motor brush monitor
Temperature sensors
RPM sensor
Fan
Battery compartment cover
Seat contact switch
1S4
7S1
In the counterweight
Controller
Main contactor
Power circuit fuse (300A)
Fuse carrier
Power supply (optional)
Relay board, rear (optional)
A9
1K1
1F1
A7
U1
(3)
3/4
08
General
The vehicle has a variable-speed front-wheel drive with
separately excited shunt-wound motor.
The circuit-breakers in the controller A9 are protected
by overcurrent limitation.
The control electronics are supplied from an
internal10V voltage transformer in the controller A9.
Additional electrical consumers are supplied directly
with 80V or via the voltage transformer U1 with 24V.
The cables between the controller and exciter windings
of the electric motors are two-pole and installed
isolated.
A1
1M1
1M2
D2
A1
F2
A2
5
1
X17
A9
14
A1
24
A1
13
23
14
24
13
23
G1
40 0A
1K1
A2
7 K2
A2
Polarity in forwardtravel direction
X2 6
4
X 17
1F2
F1
)(4)
08
Controller block diagram
(5)
08
Insulation test
Procedure
Disconnect the battery.
Disconnect all insulation displacement type
connectors at base plate of controller A9.
Disconnect leads at voltage converter U1.
Disconnect leads at relay boxes.
Disconnect drive motor, hydraulic pump motor and
battery leads at controller A9.
Measuring insulation resistance (earthing)

The resistance of the insulation material used on
electrical components must amount to at least 80,000
ohms or 80 kilohms.
Testing the insulation resistance against chassis:
Leads to electrical machines
Motive power battery G1
Electrical machines (see F.G. 11)
Measuring instrument: e.g.
Isolavi 8
METRISO 500D
Metra Hit 16i
(6)
08
Console
The forward-reverse control switches, direction
indicator switch, hazard flasher switch (if fitted),
display and keypads are mounted on the console.
A CAN bus system interconnects the console and
the controller.
Direction of travel
Direction of travel is controlled by one or two touch
sensitive levers (depending on equipment level)
positioned on the console, on the left and right sides
of the steering wheel. The forward-reverse lever
automatically returns to neutral upon being released.
It can be converted to a 3-position engaging type lever,
in which case only the LH forward-reverse control lever
is needed, whereas the RH lever is replaced by a
cover.
Indication of direction of travel
The selected direction of travel (forward or reverse) is
indicated by forward-reverse lights located in the
middle of the dash panel.
Direction (turn) indicator switch
A direction indicator switch is only fitted in conjunction
with flashing indicators. It is located on the dash panel,
above the RH forward-reverse lever.The direction
indicator switch normally functions as an engaging
type switch, can however be converted to a touch
sensitive switch. The direction indicator lights are
arranged on the dash panel, on the left and right sides
of the forward-reverse lights.
Converting touch sensitive levers to engaging
type levers
Procedure:
Detach the small plastic cover plate glued on the
forward-reverse control lever.
Loosen the screw at this stage exposed.
Remove the RH forward-reverse lever and install a
cover in its place.
Slightly lift the LH forward-reverse control lever,
allowing it to be released from its catch but still
remain engaged with the hex. pin, which must be
turned approx. 60 clockwise.
Completely lift off the lever and replace it after having
turned it 60 anti-clockwise.
Secure the lever with the screw. Glue the small
plastic plate into place again.
Hazard flasher
The hazard warning system is activated with the
hazard flasher keypad in the console at the left.
Electrical connections
From battery G1 to the hazard flasher key
G1 (x) X40 F9 X53/1,2 X47/1
From hazard flasher keypad to controller A9
X47/3 X11/16 (A9)
When converting the direction indicator switch or

reconverting the forward-reverse switch to the touch
sensitive function, the levers must be turned anticlockwise.
(7)
08
Console
DISPLAY 1 (5)
DISPLAY 2 (6)
PRG
DISPLAY 3 (7)
DISPLAY 4 (8)
PRG
F2
F1
1
Operating the keypads
The value that can be edited (modified) by the keypads

identified by an arrow starts flashing.
Panel keypads
for selecting the displays directly
Adoption of the new value by pressing PRG

Abandoning the modification by pressing O PRG
keypad calls display 3 or 7

Abandon / NO / Escape keypad
PRG
Acknowledge/ YES/ Enter keypad
Pressing O PRG and PRG
scrolling/counting up
scrolling/counting down
O PRG
Starting and terminating the programming mode:
Function keypads identified by an arrow

for selecting menu items and for changing parameters
(numeral/text)
(8)
simultaneously.
08
Console
Display
The indications are via an LCD display in the dash
panel.
PRO G 1
Standard display of display level 1:

Drive program (top left)
Time (top right)
Battery charge indicated by bar (bottom)
BA T T
PRG
F1
S E R VI CE
The display remains on for approx. 50 sec after the

truck is switched off.
I N
00000 , 0h
Fault indication in case of malfunctions via messages

on level 1:
Service requierd
Batt. discharged
Overheating
Service brake
Motor brushes
Seat switch
Parking brake
49h
PRG
PRG
F2
F1
Keypads
14 keypads are integrated into the RH section of the
dash panel for operating electrical consumers,
presetting driving characteristics, auxiliary functions
as well as for parametrization via addresses a certain
number of truck functions.
1 Without function
2 Hare
Fast acceleration (drive program 1...5)
3 Tortoise
Slow acceleration (drive program 5...1)
4 / 10 Spotlight (working light), rear/front
Switching spotlight on/off
5 Flashing beacon
Switching flashing beacon on/off
6 / 12 Screen wipers rear/front
Pressing keypad momentarily: Intermittent wiper
action, permanent wiping action, switching off.
Pressing keypad and holding: Electric washer
action then reverting to the last operating status
7 Without function
8 Parking light
Switching parking light on/off
9 Headlights
Switching headlights on/off
11 Heater / demister
Switching heater/demister on/off
13 Return
Switchover between display levels 1 and 2
13 Return
Parameterization
14 Zero
Parameterization
)
PRG
F2
Standard display of display level 2:

(Changeover with keypad 13)
Time remaining to next service
Total service hours
Hydraulic oil pressure for auxiliary hydraulics
(standard display when option is installed)
0 9: 4 2
O V E R HE A T I N G
PRG
E R R OR
PRG
XXX
F2
F1
PRG
PRG
F2
F1
(9)
7 2 8 3 9 4 10 5 11 6 12
14
13
08
Console
DISPLAY 1 (5)
DISPLAY 2 (6)
PRG
DISPLAY 3 (7)
DISPLAY 4 (8)
PRG
F2
F1
1
Parameterization via the console
Programming level 0 (without password)
Displays 1 to 4:
1 to 4 and PRG
Calling the programming level:

Press keypads PRG
and O PRG simultaneously:
are selected by pressing keypads
Keypads 5 and 6: are used for scrolling and

changing the entries.
PRG
serves for confirming the entry.
Pressing PRG
and O PRG at the same time:
Activating and terminating the programming mode.
Note
Changes are stored in the truck controller when
the console is switched off with the keypad switch
and has switched off completely (after approx.
50 sec) or the battery plug was disconnected.
After the truck is switched on, display level 1 with
the selected drive program, time and battery indication
is shown:
PROG 3
BATT:
14:37
Display level 2 is called with PRG

.
It indicates the remaining hours until the next service
and die service hours:
SERVICE IN
00999,9h
999h
ENGLISH
by scrolling with keypad 5, the following flashing

displays will appear in succession:
TIME
14:37
DATE
23:01:98
DAY-KM
15.4km/D
DAY-HR
3.6h/D
PASSWORD LEVEL
1
COD
0000
Scrolling down is by means of keypad 6.
Adjusting / Programming
Adjusting the time, line
TIME
14:37
The upper right-hand panel is selected by keypad3.

The minutes will start flashing; the minutes are
adjusted with keypads 5 and 6 and confirmed by
pressing keypad PRG
The hours are flashing; adjust with keypads 5 and
6 and confirm by pressing keypad PRG
Line TIME
You can return to display level 1 by pressing

PRG
.
LANG.
14:37 flashes, adjustment is terminated.
Setting of DATE and LANGUAGE and resetting of

DAY-KM and DAY-HR is done similarly.
( 10 )
08
Console Password Level

Password level 1 (Fleet manager)
Password level 1 can be called from programming
level 0.
PASSWORD LEVEL
1
CODE
0000
The upper line flashes. Press key 4, the last digit
below on the right-handside will start flashing. Set
the desired digit with keys 5 and 6 confirm by pressing
key PRG
; the last-but-one digit will start
flashing etc.
If the wrong CODE is entered, CODE 0000 will
appear again after confirmation of the last digit.
If the correct CODE is entered, the display
BATTERY
TYPE
LEAD
will appear.
The upper line will flash. By scrolling up with key 5,
the following displays will appear in succession (key
6 for scrolling down):
DISPLAY
1
PROG 5
MAXPROGRAMS
PROG
VMAX,FW
DRIVE
MODE
HYDRAULICS
LIFTING
VERSION
RESET
3 $ 6 6: 25 ' / ( 9 ( /
35*

35*
&2' (
)
)
Password level 2 (Service)

Password level 2 can be called from programming
level 1.
PASSWORD LEVEL
2
CODE
0000
If the correct CODE is entered, the display
SERVICE IN
999h
F-ID
6030001234
will appear.
The upper line will flash. By scrolling up with key 5,
the following displays will appear in succession (key
6 for scrolling down). These display appear in addition
to the displays of password levels 0 and 1:
ERROR LIST
RESET
NO
1
16.0km/h
1
100%
COUNTER MODE
1
V1.17
SERVICE ADDR
VALUE
NO
1
000
00
PASSWORD LEVEL
2
NEW CODE
XXXX
PASSWORD LEVEL
1
NEW CODE
XXXX
The upper line will flash in each case.
The top line flashes in each case.
The fields can be selected and changed from these

displays.
The fields can be selected and changed from these

displays.
Via the SERVICEADR. 000 display field, parameter

values which influence the driving performance can
be edited via the console.
In the bottom line of display fields further displays

can be scrolled up.
Parameterisation via the console should only take

place in emergencies. Parameterisation via Notebook
is generally preferred for security reasons.
( 11 )
08
Console plain text parameters

Batterie
BATTERY
TYPE
LEAD
The battery type can be changed. Possible selections
are:
LEAD CSM GEL SPE GEL SPEC.1 SPEC.2
Display
DISPLAY
1
PROG 1
The indication on the display occurs on two levels.
Panels 1 to 4 are displayed on level 1 and panels 5
to 8 on level 2. Different information can be assigned
to these panels. The display panel is selected by
scrolling, the following indication will appear:
PROG 1
drive program
BATT:
battery charge bar
BATT: 80 %
battery charge in %
00023.4 h
hours totalized by the counter
09:42
time
10.03.00
date
0.0 km/h
speed
8398 km
kilometres totalized by the
odometer
0.0 km/D
trip mileage odometer
12.3 h/D
daily hours counter
SERVICE IN 999h - hours left before next service
becomes due
0 bar
pressure regulator unit
EMPTY
no display
Number of drive programs
MAX PROGRAMS
5
The driver can choose between five different drive
programs to suit the requirement.
If 3 has been selected, the driver can use only drive
programs 1, 2 and 3.
Adjustment of drive programs
PROG
1
VMAX,FW
16.0 km/h
There are 5 drive programs that are individually
adjustable. The drive program is selected by
scrolling, the following indication appears in the lower
line:
VMAX,FW
16.0 km/h
VMAX,RV
16.0 km/h
ACCEL,FWD
80 %
ACCEL,REV
80 %
DECEL,FWD
80 %
DECEL,REV
80 %
MODE
0
REVERSE, F
80 %
REVERSE, B
80 %
BRAKE DELAY
80 %
( 12 )
DISPLAY 1
DISPLAY 2
PRG
DISPLAY 3
DISPLAY 4
PRG
F2
F1
The values for speed, acceleration, delay and

reversing for forward and reverse, as well as braking
delay (electric braking assistance) can be set. The
mode (driving mode) can also be set.
Driving mode
MODE
0
Distinction is made between a speed-controlled and
torque-controlled driving mode:
speed-controlled
0
torque-controlled
1
Standard setting of drive programs

Drive program
Travel speed
km/h
16
16
16
16
16
Acceleration
position
80
90
100 110 120
Deceleration
position
80
90
100 110 120
Reverse
forward / backward
80
90
100 110 120
Brake delay
position
60
70
80
90
100
08
Console Plain text parameters

Switching to driving mode
DRIVE
MODE
1
By changing the mode, driving can be changed from
single to two pedal operation and the driving direction
changed via the joystick.
Selection:
Mode 0
Two pedal
Mode 1
Single pedal with CAN
Mode 2
Single pedal without CAN
Mode 3
Driving direction per console (CAN) and
joystick (from console SW 0.17)
Mode 4
Driving direction per joystick
PRG
DISPLAY 4
PRG
F1
VERSION Software Version

All the versions of the control unit software are
indicated by scrolling the top line:
VERSION
1
(Operating-software) V0.30
VERSION
2
(Basic-software)
V0.06
VERSION
3
(L-controller EEprom) V0.04
VERSION
4
(Hardware control card) V2.11
HYDRAULICS settings
The motor rpm can be preset for each hydraulic
function.
HYDRAULICS
LIFTING
100 %
By scrolling up with keypad, the following will appear
in the lower line:
LIFTING
100 %
TILTING
500 / min
EXT1
2550 / min
EXT2
500 / min
Vehicle reset
RESET
NO
can change between YES and No. A YES initiates a
vehicle reset, where the main contactor 1K1 opens
briefly and closes again.
Note:
Parameter changes are only effective after a vehicle
reset!
LIFTING
Presetting motor speed for maximum hoisting speed
in % (100% = 2550 rpm).
New password for password level 1 and 2

PASSWORD LEVEL
1
NEW CODE
XXXX
The upper line flashes.
Press keypad 4, the lower right digit in display 4
starts flashing. Select the desired digit with keypads
5 and 6 and confirm with keypad PRG
The last-but-one digit starts flashing.
Repeat the procedure until the desired setting has
been achieved for all 4 digits.
Attention: The previous codes have been
changed!
TILTING
Presetting motor speed for maximum tilt speed in
rpm (setting range = 300/min....2550/min).
EXT 1
Presetting motor speed for maximum operating rpm
of auxiliary hydraulic function 1
(setting range = 300 rpm....2550 rpm).
EXT 2 (4th hydraulic function)
Presetting motor speed for maximum operating rpm
of auxiliary hydraulic function 2
(setting range = 300 rpm....2550 rpm).
Note:
If the keypads 5 or 6 are kept pressed, scrolling will
be in steps of 5, 10 and 50 to accelerate scrolling.
)
DISPLAY 2
DISPLAY 3
F2
Change of travel sender characteristics

By scrolling up with keypad, the following indication
will appear in the lower line:
DRIVE
ACCEL. X
30 %
DRIVE
ACCEL. Y
10 %
This function has not yet been released.
DISPLAY 1
( 13 )
08
Console plain text parameters

Service interval
SERVICE IN
999h
F-ID
6030002345
In the upper line, the service interval can be set. Hourly
intervals from 000 to 990 can be defined. After lapse
of a service interval, the message SERVICE
REQUIRED appears in the display.
Truck serial number
SERVICE IN
999h
F-ID
6030002345
Shown in the lower line is the vehicle serial number.
The serial number can only be changed via the
Notebook.
The following appear in succession when paging with
the 5 key:
S-ID
0160041
ID-No. of controller
VERSION
1.17
Software version of console
Error list
ERROR LIST
RESET
NO
Setting the bottom reset line to YES will clear the
fault list.
Hour meter
COUNTER MODE
2
The mode of the hour meter can be selected with this
function.
1 Meter runs when keyswitch S1 is turned on;
SERV.-ADDR 0C4, VALUE 01
2 Meter runs when traction motor or hydraulic
motor runs;
4 Meter runs when driver seats
Reading parameters over service address
SERVICE ADDR.
000
VALUE
00
With the service address it is possible to change the
truck and lighting parameters. A detailed description
is included in Functional Group 09.
( 14 )
DISPLAY 1
DISPLAY 2
PRG
DISPLAY 3
DISPLAY 4
PRG
F2
F1
08
Keyswitch
Keyswitch S1
Keyswitch S1 is located on the right-hand side of
the steering column. It is operated with a removable
key.
The keyswitch secures the truck against unauthorized
use.
Keyswitch S1 turns on the controller and the supply
voltage for the console, signal horn and lighting as
well as the fan motors for the drive and pump motors.
Keyswitch S1 has 2 positions:
0 = ON
1 = OFF
(turned clockwise 90)

From battery G1 to keyswitch S1:
G1 (+) X40 F9 X53/1,2 X47/1 S1
From keyswitch S1:
S1 X47/2 X53/3,4 controller A9 and fuses.
( 15 )
08
Battery connector
Battery connector X1/X2
The battery connector consists of two parts:
battery connector X1 (socket half)
battery connector X2 (pin half)
Type: Schaltbau 160 A
Battery connector X1 is provided with a handle and it
is firmly connected to the battery. It also provides a
breaking point for connecting the battery to a charger.
The truck operator can at any time reach the connector
with his left hand and disconnect it in an emergency.
Battery connector X1 serves as an emergency
cut-out.
80V
Battery connector half X2 is mounted at the righthand side of the bulkhead.

Batt.(+) 1F2 1K1
terminal 2/A9
Batt.()
terminal 1/A9
Coding system of battery connectors for wet and

dry batteries with LB 160 AL
Both connector halves are each fitted with a keying
plug between contacts to prevent accidental voltage
mismatching. When mounting the connector, the
keying plugs are adjusted to the relevant battery
voltage (visible through a window in the connector
housing). Connector halves can be mated only
provided they are both set to the correct voltage.
Coding of socket half - battery

gray marked with T for dry battery
gray marked with N for wet battery
Coding of pin half - charging station
gray, short for dry battery
white for wet battery
Coding of pin half - truck
yellow
Coding for 80V

battery connector
Dry battery (T)
Charging station (T)

Wet battery (N)
Truck
( 16 )
Charging station (N)
08
Accelerator pedal single pedal

Single pedal control
Linked to the accelerator, the accelerator pedal
transmitter 1B1 is a transmitting device controlling
travel speed.
Depression of the foot pedal closes safety switch
1S16 and controls potentiometer 1B1.
Two studs secure the accelerator pedal transmitter
(transmitter) to the underside of the floor plate. Only
the pedal passes through the floor plate. Made from
fibre-glass-reinforced plastics, the pedal is articulated
on a greased-for-life, sealed shaft mounted in a
housing. It is maintained in the rest position by a
return spring located on the lower end of the pedal.
Voltage checks:
Transmitter voltage pedal un-operated
yellow X16/4 () against
red X16/3 (+)
= 4,7 Volt 5,3 Volt
The voltage can be corrected to obtain correct setting
by slackening screws (1) and adjusting potentiometer.
1S16
1B1
Transmitter voltage pedal operated

yellow X16/4 () against
red X16/3 (+)
= 8,5 Volt 9,5 Volt
The voltage can be corrected to obtain correct setting
by slackening screws (2) and adjusting position of
support.
Voltage supply
yellow X16/4 ()
X16
against
green X16/8 (+)
= approx.10 Volt
Safety switch un-operated

black X16/2 blue X16/1 continuity
Safety switch operated
black X16/2 green X16/5 continuity
1B1
Removal
Lift floor plate from the LH side
Pull out connector X16 from accelerator pedal
transmitter
Lift out floor plate
Slacken locknuts
Remove accelerator pedal transmitter from under
the floor plate
2
( 17 )
08
Travel sender, two-pedal

Two-pedal control
The driving direction is determined by two directiondependent pedals. The pedals are mechanically
interconnected and move in opposite directions.
Below the left pedal are two potentiometers (senders
1B3 and 1B4). These are moved by the action of the
pedal and are located in the centre resting position.
When a pedal is depressed, the sender is moved,
while the other sender follows the movement due to
its spring force.
Sender 1B3:
+10Volt
X16/1
Set value
X16/2
GND
X16/5
Sender 1B4:
+10Volt
X16/8
Set value
X16/3
GND
X16/4
Basic adjustment
Basic adjustment of threaded rod: 28mm
Adjust forward pedal to a height of 81mm. Adjust
reverse pedal to a height of 79mm. (Note material
thickness of floor covering). Make fine adjustment
via hexagon bolt X.
Attach Mark II plus measuring adapter to connector
X16 below the floor plate.
Set lock switch to ON
Measure voltage at measuring adapter:
Sender 1B3:
X16/2 (+) X16/5 ()
Sender 1B4:
X16/3 (+) X16/4 ()
Pedals not depressed, potentiometers in centre
position:
Voltage: 4.7 5.3 V per
potentiometer.
Reverse pedal, fully depressed:
X16/2 (+) X16/5 (), voltage 8.8 9.3 V
X16/2 (+) X16/4 (), voltage 0.7 1.4 V
Forward pedal, fully depressed:
X16/2 (+) X16/5 (), voltage 0.7 1.4 V
X16/3 (+) X16/4 (), voltage 8.8 9.3 V
Adjustment of forward pedal
This adjustment is necessary if the voltage is >
9.3V and < 0.7V
Reduce the dimension 81mm.
Reduce threaded rod U, dimension 28mm by
actuating the angular joint.
Readjust centre position of potentiometer
This adjustment is necessary if the voltage is <
8.8V and > 1.4V
Increase the dimension 81mm.
Increase threaded rod U, dimension 28mm by
operating the angular joint
Readjust centre position of potentiometer
) (18)
Adjustment of reverse pedal

The procedure is the same as for the forward pedal,
however, in reverse
Retrofitting
When retrofitting a two-pedal control, the parameter
address must be adjusted:
Address 08A to value 00
08
Signal horn / horn button

Horn button 4S1
The horn switch is installed in the floor plate at the
front left side.
X16/7 X48/2 4H1 X54/2
X16/6 X48/1 X54/1
For removal, the horn button can be levered out of the
floor plate with a screwdriver. Then the lead to the
horn button can be disconnected or connected.
Optional: Horn button located in centre of the steering

wheel.
The horn button is pressed into the centre of the
steering wheel and connected to the signal horn via
two slip rings in the steering column. The contacts
leading to the signal horn are located on the side of
the steering column in the dash panel cover.
4S1
Signal horn 4H1

The signal horn is an audible warning device giving
warning to other persons of a dangerous situation.
The signal horn is therefore part of the safety
equipment and it must always be in good working
order.
The signal horn is mounted in the front part of the
frame in the centre under the front plate.
An integrated circuit prevents interference with the
electronic control when the signal horn button is
pressed.
( 19 )
08
Brake sender Brake fluid switch

Brake sender 1B2
The brake sender 1B2 is fixed to the right bearing
bracket of the brake pedal shaft on the front cover
plate. The sender is a potentiometer that is operated
via pedal actuation.
+10 Volt X50/2
Set value X11/36
GND
X50/5
1B2/3 green
1B2/2 red
1B2/1 yellow
Checking the brake sender

Plug Mark II plus measuring adapter into the
connector 1B2.
Connect digital multimeter to the measuring adapter:
1B2/2 (+) 1B2/1 ()
Brake pedal unactuated:
The digital multimeter must give a reading of 0.65
0.80 Volt.
Brake pedal actuated:
When the brake pedal is actuated, a sender voltage
between 2.5 5.0 Volt must be indicated.
At a sender voltage higher than 9.4 Volt, a fault is
set, the controller detects an interruption GND.
An excessive sender voltage can also be caused
by misadjusted hammer head screws or worn brake
linings.
Adjustment of brake sender
Slightly bias potentiometer 1B2 when fitting the
bearing block so that the given neutral position is
reached.
1B2
Brake fluid switch 6S4

The brake fluid switch is fixed to the left bearing block
of the brake pedal shaft on the front cover plate. The
switch 6S3 is a NO contact, which generates an
alarm with an insufficient level.
GND
X11/42
X50/5
6S4/1
6S4/2
6S4
) (20)
08

Parking brake microswitch 1S3
Raising the engine hood will expose brake microswitch
1S3, which is located below the parking brake lever.
Brake switch 1S3 is closed when the parking brake
is released.
As soon as the parking brake is engaged, brake
switch will open, cutting out power to the traction
circuit.
Brake operated
switch open
1S3
Brake switch adjustment is carried out by slackening

screws item 1 and moving support item 2.
Brake switch 1S3 is directly connected to controller
A9.
1S3/1 X27/1
1S3/2 X27/2
X11/26
GND
Note
Application of the parking brake cuts out the traction
circuit.
If the truck is parked on an incline, apply the
parking brake firmly.
Brake unoperated
switch closed
If the parking brake is engaged only slightly on

an incline, the truck is no longer braked
electrically and will therefore roll back.
( 21 )
08
Seat switch
Seat switch 7S1
The mechanically operated switch is glued on the
seat pan underneath the cushion. The seat switch
will close even if only a light load is placed on it.
Seat switch 7S1 is caused to close immediately the
driver sits on seat in which case the truck will be
released by the controller for driving.
Seat switch 7S1 is connected directly to controller
A9.
7S1/3 X27/3
X11/13
7S1/1 X27/4
GND
CAUTION
The seat switch is a safety device which may
not be bridged. The seat switch will close even
if only a light load is placed on it.
Seat switch removal
Disconnect and remove the connector under the
battery cover and remove the seat.
Remove the cable ties (cut).
Mount the mechanical switch at the scissors of
the seat. The switch must be be tightened slightly
when no load is on the seat so that the switch
lever still has a stroke of approx. 2-3 mm (see
arrow).
Place the seat on the four mounting pins and set
the weight adjuster to the lowest weight.
Place a light load of approx. 40 kg on the seat and
remove it again. When the load is on the seat, the
switch must be able to operate.
( 22 )
08
Transmitters (senders) for hydraulic functions

Transmitters for hydraulic functions 2B1 4
The transmitters transmit the rpm set-point values
for pump motor for lift, tilt and auxiliary operations.
The following transmitters are installed:
2B1 transmitter for hoisting
2B2 transmitter for tilting
2B3 transmitter for aux. hydraulic functio1
2B4 transmitter for aux. hydraulic functio2
The transmitters involved are valve spool travel sensors
whose output voltage variation is proportional to spool
travel.
Electrical connections are made via 3-pin Timer
connectors:
Pin 3: +10 volts
Pin 2: rpm set-point value
Pin 1: GND
2B2
2B3
The transmitters are connected via connector X11 to

controller A9.
Checking the transmitters
Plug Mark II plus adapter into connector of
corresponding control valve section.
Turn the keyswitch ON.
Connect a digital multimeter to the measuring
adapter as per the table below and take voltage
reading.
CAUTION: Watch mast movement !
Test
points
Transmitter
Voltage
in volts
P o s.
Neg.
2B1 hoisting
2B2 tilting
2B3 a. h. f. 1
2B4 a. h. f. 2
Lever
pulled
b a ck
Lever
moved
forward
7.5
2.5
Operation / Adjustment / Replacement

For a detailed description refer to Functional Group10.
( 23 )
2B1
08
Drive motor speed sensor

Sensor bearing
The speed sensor is a sensor bearing that is integrated
into the plastic bearing retainer plate or brush yoke
ring.
In the sensor bearing are two staggered Hall effect
sensors, which scan the internal magnetic ring. The
sensor generates 80 pulses per revolution. The phase
shift is 90 45.
Drive motor 1M2
Sender (br) X12/1
Sender (ge) X12/4
Sender (gn) X12/2
Sender (ws) X12/3
X11/11
X11/12
X11/25
X11/7,8
+10 Volt
Signal
Signal
GND
Checking the sensor bearing

Remove floor plate
Plug Mark II measuring adapter with connected
digital multimeter (with integrated pulse duty factor
measurement, e.g. Metra Hit 15S) into the
connector X12 on the axle.
Connect digital multimeter to:
Positive Adapter, Pin 4
Negative Adapter, Pin 3
Positive
Adapter, Pin 2

Set lock switch to ON
Pulse duty factor measuring range AC %
At full throttle, the digital multimeter must give a
pulse duty factor reading of
40% 60% (ideal 50%)
Fitting and removal

The sensor bearing must be renewed only complete
with bearing retainer plate.
A detailled description is provided under Group 11.
Change to IFM sensor
This option is available for axle drives, where the
sender wheel is also provided.
The IFM sensor must be screwed to the plastic
bearing retainer plate with two screws.
A detailled description is provided in Schnell Info No.
01/00.
) (24)
08
Hydraulic motor speed sensor

Pulse generator at 2M1
The speed of the hydraulic motor is measured by a
pulse generator, which is located at the top in way of
the bearing retainer plate, protected by a plastic cover
and fixed in place with two screws.
This is an inductive proximity switch. The switch
responds to the proximity of iron, in this case to the
12 cams of the sender wheel. When the sender wheel
rotates, the pulse generator delivers with each cam a
positive voltage. The controller A9 calculates from
this the motor speed.
The pulse generator is supplied with +10V by the
controller.
Sender (br) X14/1
Sender (sw) X14/2
Sender (bl) X14/3
X11/11
X11/40
X11/7/8
+10Volt
Signal
GND
1
4
Function test
2 1
4 3
In a fitted condition, a simple test of the proximity

switch is possible.
At controller A9, disconnect one of the armature
cables (terminal 7 or 8).
Connect a multimeter between
X14/3 () X14/2 (+)
Turn the sender wheel of the hydraulic motor
manually.
Multimeter shows a distinct voltage jump
about 8 Volt
Mark II - Adapter
Attention
The motor must be voltageless, disconnect
armature cable!
Fitting and removal

A detailed description is provided under Group 11.
(25)
08
Battery
Battery servicing
The specific gravity of the filled battery is 1.28 kg/l.
In the discharged state, the specific gravity must not
be lower than 1.4 kg/l.
Check the specific gravity with an acidimeter. The
specific gravity can be read directly on the acidimeter.
After charging, it takes a certain time until the acid
above the plates has balanced and mixed with the
acid between the plates. Measurement should
therefore initially take place about 30 minutes after
charging has ended.
Check the acid density regularly. When the
minimum mark is reached, replenish with
distilled water only.
Battery capacity dependent on temperature

A fully charged battery reaches its full capacity at
27C.
A drop in temperature of 1C represents a reduction
in capacity of 1 %.
This means that at 0C there is a reduction in capacity
of 27 %. In other words, only 73 % remain of the
100% battery capacity originally available.
( 26 )
08
STILL contactor
Main line contactor 1K1
As main line contactor, contactor 1K1 switches the
power supply for the power electronics in the
controller. It is located along with main line fuse 1F2
in the counterweight.
Control voltage
The contactor coil has been designed for 24Volt
operating voltage. Controlled by controller A9, by
which it is fed with regulated current, the contactor
coil is thus not supplied with full operating voltage.
Mechanical configuration:
The contactor frame is made of impact resistant
plastic; four M8 studs are embedded in the plastic
material. The contact screws/tips are screwed from
the inside into the top studs. The lower screws serve
as terminals for connecting the contact bridges of
the armature by means of contact bridges.
The coil assemblyncomprises:
coil
magnetic core
frame
protective circuitry
The protective ciruitry connected in parallel to the coil
consists of a resistor wired in series with a diode
with the following data:
24 V
Resistor
Diode
47 Ohm
1N4005
Coil resistor
approx. 20 Ohm
at 24 Volt operating voltage
60
The armature assembly is the movable part of the

contactor, which is mounted between the contactor
frame and the coil assembly.
The contact screws/tips of the contactor frame and
armature assembly are identical.
Torque loading of contact screws should be 10+1
Nm, i.e.:
The contact screws must be screwed fully home
(i.e. up to the thread root) and further tightened
with 60 angle of rotation.
( 27 )
1K1
24 Volt
08
STILL contactor
Contact pressure
Contact pressure of contactor in the fully operated
state:
Required value 9,0 N for each contact, centre of
contact taken as a reference.
Adjustment
Fully actuate contactor (electrically or
mechanically).
Attach contacts centrally to a spring balance or
scale and apply a load of 9.0 N.
Contact pressure can now be accurately adjusted
by operating on the hex. head screw passing
through the contact spring. Rotating the hex. head
screw in a clockwise direction will increase the
pressure.
NOTE:
The contact spring is subjected to a certain degree
of friction. The contact pressure is therefore correctly
adjusted if when applying a pressure load of
10...10.5N the contact during slow approach does
not yet close, but in the case of a rapid approach
makes contact and remains closed.
60
Pull-in stroke
Provided the contactor is correctly assembled, a
spacing of 1.3 to 2.7 mm between contact bridge
and support finger must be achieved with contactor
being pulled in.
Torque loadings
The contact screws must be tightened to a torque of
10 +1 Nm. To achieve this torque loading without using
a torque wrench, the contact screws must be screwed
fully home and then rotated through a further 60.
Mounting the arc blow-out magnets
To install the arc blow-out magnets or arc suppression
chambers on the contactors, a screwdriver must be
passed through a hole in the leaf spring. By exerting
a light pressure on the leaf spring the latter is pressed
inwards until the arc blow-out magnet has reached
its final position. After withdrawal of the screwdriver
the leaf spring will retain the arc blow-out magnet in
position.
( 28 )
08
Fuse carrier fuses relays

Fuse carrier A7
All the control circuit fuses required for the electrical
installation and the optional relays are installed on
the fuse board.
D es.
Value
Connection
F1
5A
Signal horn 7H1
F2
5A
emergency stop contactor
F3
5A
Brush wear
F4
20 A
heater, Mobab (optional)
F5
5A
Controller power supply
F6
15 A
24 Volt auxiliary loads
F7
5A
Hydraulic controller
F8
5A
F an
F9
10 A
Main line fuse ahead of S1
K1
24 V
255Ohm
auxiliary loads,
equipment A
K2
24 V
255Ohm
auxiliary loads,
equipment A
( 29 )
08
Controller
SAAB-connector, 42 pins
&DQ%XV
;
;
A9, left
A9, right
CAN-bus female connector

Controller A9
The controller is the central switchboard for nearly all
electrical components. Provided with a
microprocessor control, it assumes most of the
control, switching and monitoring functions.
The controller includes the main groups:
Power electronics
Armature regulator for drive and hydraulic motor
Field regulator for drive motors
Control electronics (casette insert)
The signals for:
Keyswitch
Accel. pedal transmitter switch
Transmitters
for hoisting / tilting / auxiliary
Speed sensors
Motor brush monitors
Temperature sensors
are monitored and evaluated.
2B1 2B5
Main connections
Connector X17
X17/1
not used
X17/2
not used
X17/3
F1 / motor field () for 1M1

X17/4
F2 / motor field (+) for 1M1

X17/5
not used
X17/6
not used
Terminal
1
2
3
4
5
6
7
8
S1
1B1
1S16
1B2
Batt () 80 Volt
Batt (+) 80 Volt
not used
not used
B1 / armature for 1M1
A2 / armature for 1M1
A1 / armature for 2M1
D2 / armature for 2M1
CAN bus female connector

1
Bus signal approx. 2-3-Volt

2
Bus signal approx. 2-3-Volt

3
24 Volt
4
GND
( 30 )
08
Replacing the Controller

Replacing the controller
If the controller needs to be replaced because it is
beyond repair, certain aspects must be considered
before removing the faulty controller from the truck.
PRG
The replacement controller normally does not contain

any data or parameters. The data and parameters
are, as a rule, stored in the control unit and the
console by continuous automatic data save. For data
security reasons, however, a text file of the truck
parameters should always be created.
NO
PRG
YES
The operating hours of replacement controllers are

set to 0000. Currently, these can not yet be set to
the previous meter count.
Procedure
Safely park the truck on level ground.
Disconnect the batteries.
Disconnect all leads from the controller, including
the earth lead.
Thoroughly coat the controller mating surface with
heat conducting paste.
Tighten the M10 screws to 46 Nm.
Caution:
The torque loading of the screws must be
checked at the next inspection in order to ensure
the optimum heat exchange.
Connect the new controller; reconnect the earth
lead to the controller!
Reconnect the batteries.
Turn keyswitch S1 to ON.
D EEPROM VALID ?
>>are the parameters stored in the console
valid?<< will be displayed on the LCD panel.
As the controller was replaced and the parameters
from the console are required, press YES
(PRG
) as confirmation.
On the display appears the question:
ARE YOU SURE?
Press YES (PRG
) as confirmation. The
information data stored in the controller is now
transmitted to the console and the display indicates:
PLEASE WAIT
Then an automatic reset is performed.
By calling up the truck number in the display, it is
possible to check whether the correct drive
parameters have been downloaded.
D - E E P ROM V A L I D ?
PRG
PRG
F2
F1
A RE
Y OU S U R E
PRG
PRG
F2
F1
P LE AS E WA I T
PRG
PRG
F2
F1
( 31 )
08

Control card
CAN-Bus
X11
Ribbon cable
(64 pins)
Controller A9
As the control card was replaced and the

parameters from the console are required, press
YES (PRG
) as confirmation.
On the display appears the question:
ARE YOU SURE?
Press YES (PRG
) as confirmation.The
information stored in the console is now transmitted
to the controller and the display indicates:
PLEASE WAIT
After a successful data transfer an automatic reset
is performed.
By calling up the truck number in the display, it is
possible to check whether the correct drive
parameters have been downloaded.
In some cases only the control card of the controller

has to be renewed. The modular design of the control
card allows a simple removal and installation.
The replacement controller normally does not contain
any data or parameters.The data and parameters are,
as a rule, stored in the control unit and the console
by continuous automatic data saves. For data security
reasons, however, a text file of the truck parameters
should always be created. The operating hours of
replacement controllers are set to 0000. Currently,
these can not yet be set to the previous meter count.
Procedure
Disconnect the battery plug.
Disconnect connector X11 and the CAN bus and
remove both screws on the controller.
Disconnect the ribbon cable connector (64 pins)
from the control card.
Renew the control card and reassemble the
controller in the reverse order of disassembly.
Reconnect the battery plug.
Set keyswitch S1 to ON.
D EEPROM VALID ?
>>are the parameters stored in the console
valid?<< will be displayed on the console-mounted
LCD panel.
Note
If a control card with truck-specific parameters is
installed, the query DEEPROM VALID ? must be
acknowledged with NO, otherwise the console will
overwrite the control card parameters.
( 32 )
08
Field regulator
Field regulator
The power electronics of the controller A9 include one
field regulator for the drive motor.
The field regulators consist of 4 MosFet transistors,
which are controlled via measurement and control
electronics. The field regulator operates as switched
H-bridges and supplies the shunt field of the drive
motor via the control electronics.
If the result of a vehicle diagnosis or console error
message (error 174) refers to a faulty field regulator,
only this regulator needs to be renewed. The modular design of the controller enables easy fitting and
removal.
Removal and fitting of the field regulator
Switch off vehicle

Disconnect battery connector
Remove control board
The field regulator is located below the printed circuit
board
Loosen the fixing and terminal screws and ribbon
cable of the field regulator
Renew field regulator
Before fitting the new field regulator, coat the
heatsink with heat transfer compound
To ensure good heat transfer, firmly tighten the
screws (10 Nm)
Reassemble the controller in reverse order
Subsequent parameterisation is unnecessary
( 33 )
08

If the console must be replaced due to an unrepairable
fault, the instructions relating to the replacement of
the controller must first be read.
After any changes made to truck parameters it will
be advisable to produce a new text file in the form of
a backup diskette. Normally an empty console is used
as a replacement part.
PRG
PRG
NO
Procedure
Disconnect the batteries.
Remove steering column shroud
Remove the faulty console and replace it with a
new one.
Note:
To ensure perfect transmission of the angle lock
pulses, the console must be adjusted.
Refit the shroud.
Reconnect the batteries.
Turn keyswitch S1 ON.
PLEASE WAIT
will appear on the display panel of console.
The complete data information stored in the
controller memory is at this stage transferred to
the console.
After that a reset is effected automatically.
The console is now ready for operation.
If a console from a different truck, i.e. already
containing a software, is used as a substitute (which
is feasible), proceed as follows:
Turn keyswitch S1 ON.
D EEPROM VALID ?
>>are the parameters stored in the console valid?<<
will appear on the display of the console.
As the console has been removed and as the
operating parameters programmed into the
controller are required for transfer to the console,
answer NO (press upper PRG keypad)
ARE YOU SURE ?
is displayed.
Answer YES (PRG
). The information data
stored in the controller is now transmitted to the
console without display
After that a reset is effected automatically.
By calling the truck number (which will be
displayed), it is possible to check whether the
correct drive parameters have been loaded.
Turn keyswitch S1 OFF.
Cold store version
Heater cable terminals:
Batt(+) X47/2 in the console to S1.
Batt() X41on the fuse board in the counterweight.
( 34 )
YES
P LE A S E WA I T
PRG
PRG
F2
F1
D - E E P ROM V A L I D ?
PRG
PRG
F2
F1
A RE
Y OU S U R E
PRG
PRG
F2
F1
08
FleetManager
FleetManager
FleetManager is an operating data management
(ODM) and analysis ODA) system that supports the
fleet manager in the control, management and
analysis of an industrial truck fleet.
FleetManager generally fulfils 4 main tasks:
- Acquisition of regular and event-orientated vehicle
operating data
- Acquisition of special operating data in the event of
an accident via accident recorder
- Access control to the vehicle via freely
programmable data card
- Basic data management as well as the evaluation
and display of all acquired operating data in
FleetManager software in the evaluation PC of the
fleet manager
Data transfer between the vehicle and evaluation PC
takes place via a contactless data card. On the
vehicle, the data card is read and written via a card
reader (card device).
The card reader is an integral part of the console; a
precondition is the FleetManager option.
Delivery condition
Vehicles with the FleetManager option are originally
parameterised so that they cannot be moved without
card. On switching on the vehicle via the keyswitch,
the usual status indications appear on the console
display.
Deactivate FleetManager
After configuration by the fleet manager, a vehicle
can only be operated with cards with appropriate
authorisation.
After starting the vehicle via the switchlock, the
following message appears on the display:
PLEASE INSERT
CARD
FleetManager can be deactivated by changing
specific parameters in order to operate the vehicle
without card for service and diagnostic purposes.
Address 144 Enable FleetManager function
Value
00 FleetManager is deactivated
FF FleetManager is activated
As long as the vehicle is not yet integrated into the

fleet via the configuration card (Mastercard) of the
fleet manager, the vehicle can be moved without card.
With FleetManager deactivated, the card reader is

switched off; no reactions are initiated when test cards
are inserted.
The card reader is active in the background and

registers when a card is inserted into the card holder.
Depending on the inserted card type, various test
messages and reactions, which are not described
here further, appear on the display (see operating
instructions).
Attention:
FleetManager must be reactivated following
service or diagnostic routines in any event!
Activate access control

To activate the access control function and record
vehicle operating data, the vehicle must be integrated
into the fleet with the Mastercard. This normally takes
place at customers by the fleet manager and is not
described here further (see operating instructions).
( 35 )
08
FleetManager
Card reader write and read test
To carry out an internal card reader write and read
test, a blnak card can be used as a test card. A blank
card is a card that has not yet been configured via
the FleetManager PC program.
A test can only be carried out with FleetManager
activated. During the test, the following messages
appear on the display:
TESTING CARD
If the test was successful, the following message
appears on the display:
CARD
OK
After removing the test card, the normal display
reappears.
In the event of a fault, the displays constantly shows
the message CHECKING CARD or the following
message is displayed:
CARD
FAULT
Both types of faults indicate a write or read fault of
the card reader (the test should be repeated with a
second test card if necessary).
If the card reader is faulty, the console must be
removed.
The card holder can be renewed individually as a spare

part. It is bonded to the console with a special adhesive
foil. Adhesive residues of the old card holder must be
removed from the console. The surfaces must be
clean (free from dust and grease and dry). If possible,
the card holder should not be touched for several
hours to ensure optimal bonding.
Note
Suitable adhesive foils and cleaning agents have not
yet been determined.
Retrofitting FleetManagers
Card loss during operation

If the card or complete card holder should be mislaid
during operation or accidently removed, the vehicle
switches to a parameterisable emergency mode.
There are two behaviour patterns:
- In the event of card loss, the vehicle slows down.
When a valid card is inserted, the slow operating
mode is cancelled. If a card without access
authorisation is inserted, the drive is stopped (main
contactor is opened).
- In the event of card loss, the vehicle control is
deactivated the vehicle is braked electrically and
the main contactor opens.
The available combinations and fine adjustments take
place in paramerisation per Notebook.
Card holder renewal
( 36 )
In principle, any vehicle can be retrofitted by simply

exchanging the console.
A requirement is the vehicle software version 0.24,
0.30 or higher.
Note:
The FleetManager console is always also available
in a type suitable for cold store use. The heater cables
may only be connected for cold store use; connection
for other purposes will cause the console to overheat.
08
Table of contents
Page
Proportional system components, Emergency Stop
38
Proportional system components, control
39
Horn control
40
41
Communication Safety function
42
Parameterisation
43
Controller renewal
44
Control valve block
45
( 37 )
08
Proportional system components, Emergency Stop

Design of the proportional system
The proportional system (Joystick system) consists
of the following electronic components:
Multifunction lever (Joystick)

Hydraulic controller 2A7
CAN bus power supply
Horn control 4A1
Safety relay K1
Since October 1999, replaced by integrated safety
functions in the hydraulic controller 2A7
Joystick
The joystick includes the following electronic components:
Integrated evaluation electronics
CAN bus controller
Emergency Stop switch (connections directly on
A9)
Joystick heating (connections directly on 2A7)
The following control functions are combined in the
joystick and can be actuated by the driver with the
right hand.
Forward/Reverse
7
Left/Right
7
Balance
1
Fine control (Zoom)
4
Direction switch
3/6
Horn button
2
Function button
5
Emergency Stop switch 7S2
Red Emergency Stop switch, right next to the joystick
All vehicle functions can be deactivated by actuating
the switch
Functions can be reactivated by pulling out the
Emergency Stop switch
The Emergency Stop switch is jointly connected
at the heater for the joystick via the 4-pole connector
X49 to the hydraulic controller 2A7
The actuated/closed switch simultaneously applies
+48 V to:
- terminal 2X1/4 of the hydraulic controller 2A7
> disabling of hydraulic function
- terminal X11/2 of vehicle controller A9
> stopping of drive
7S2
On activation of the Emergency Stop switch, an

appropriate message appears on the console
display when the pedal is pressed with the
direction selected.
( 38 )
08
Proportional system components, control

Controller 2A7
Installation on the right on the lateral part chassis
under floor plate.
includes:
Control electronics
Power electronics for lifting magnets
Heater connections for Joystick
2A7
CAN bus 24V power supply

Via T connection to CAN bus cable of the vehicle
controller A9 in the steering column.
Safety relay K1
Controlled via seat contact switch 7S1 it prevents
lowering of the load when the drivers seat is
unoccupied.
Since October 1999
Safety relay K1 omitted, function integrated into
hydraulic controller.
( 39 )
08
Horn control
Horn control 4A1
The control 4A1 enables the horn to be actuated from
both the jostick and the horn button in the centre of
the steering wheel or in the floor plate - without
switching over or rearrangement.
The horn control is a closed block with three plug-in
connections. It is installed below the floor plate on
the chassis.
The block includes a 12-24V relay and semiconductor
for switching.
Function
Via the horn button on the joystick, the relay coil is
connected to operating voltage via connector X61. The
relay contact is connected to the terminals of
connector X48 and so arranged in parallel with the
horn button in the floor plate.
In the event of failure of the control 4A1, connectors
X48 can be disconnected from the block and directly
interconnected.
X48
X61
The horn is then only actuated via the horn button in

the floor plate.
X48
( 40 )
08
2A7
2X1
2X2
2X3
Hydraulic controller 2A7

The hydraulic controller 2A7 features a microprocessor control (16Bit) and processes the signals
of the multifunction lever.
The multifunction lever is connected to the controller
2A7 via a CAN bus cable via socket 2X2.
The 24V power supply of the hydraulic controller 2A7
takes place via the CAN bus socket 2X3. This CAN
bus cable is connected to the CAN bus main cable
(vehicle controller A9) via a tee unit.
The hydraulic controller 2A7 includes:
Power electronics
for controlling the lifting magnets
Control electronics
The following signals are received and output:
Joystick
Zoom
Lifting magnets
2Y1-10
Hydraulic motor speed
Driving direction
Horn button control
4A1
Joystick heater
9S3
Emergency Stop
7S2
SAAB connector 2X1
Control cables, 42-pole
( 41 )
CAN bus socket 2X2

1 Bus signal about 2-3V
2 Bus signal about 2-3 V
3 24V
4 GND
CAN bus socket 2X3
24V power supply
1
2
3 24V
4 GND
08
Communication safety function

CAN bus connections
Safety function
The hydraulic controller 2A7 communicates with the

joystick exclusively via the CAN bus cable 2X2. A
CAN bus connection to the vehicle controller A9 does
not exist. Both controllers operate independent of the
other and may not be interconnected via the CAN
bus.
The hydraulics shutdown with non-actuated seat

switch safety function is available in two variants.
Distinction is made between the variants External
safety relay K1 and Integrated safety function.
The CAN bus cable 2X3 serves solely for the 24V
supply and does not transfer any information.
Interchanging the CAN bus cables 2X2 and 2X3 at
the controller is safe.
Communication
The control commands for the driving direction and
the set value for the hydraulic speed are output by
the joystick and sent via the CAN bus 2X2 to the
hydraulic controller 2A7.
From the hydraulic controller 2A7, this information is
passed on to the vehicle controller A9 via the following
cables:
- Forward
2A7 2X1/16
A9
X11/18
- Reverse
2A7 2X1/13
A9
X11/33
- Hydraulic speed
2A7 2X1/12
A9
X11/19
External safety relay K1

The relay K1, depending on the switching status of
the seat switch 7S1, is controlled by the vehicle
controller A9 and is connected in series with the
Emergency Stop switch 7S2. With a non-actuated
seat switch, the Emergency Stop circuit of the
hydraulic controller 2A7 is interrupted and the
hydraulics are shutdown.
- Emergency Stop circuit K1
2A7 2X1/4
A9 X11/9
Note
For controlling the relay K1, the output of the optional relay K1 is used. In this variant, the relay K1
cannot be used for the additional electronics.
Integrated safety function
Since October 1999, the safety function is integrated
into the hydraulic controller 2A7.
Depending on the switching status of the seat switch
7S1, a voltage level between 0V and 24V is output to
the hydraulic controller 2A7 by the vehicle controller
A9. The hydraulic controller 2A7 evaluates the voltage
level and shuts down the hydraulics when the seat
switch is not actuated.
- Emergency Stop circuit
2A7 2X1/6
A9
X11/32
Note
In this variant, the relay K1 is unnecessary, so that
the relay K1 can be used for the additional electronics.
( 42 )
08
Parameterisation
Parameterisation
All parameter changes for the hydraulic
controller 2A7 and joystick can only be made
via parameterisation of the service notebook.
As no CAN bus connection to the console exists,
all changes made here are without effect.
H Y DRA U L I K
HYDRAULIC
LIFT
TILT
AUX.1
AUX.2
F2
F1
100 %
500/min
2550/min
500/min
Conversion to joystick
If a vehicle is subsequently converted to the joystick
system, the following addresses must be changed
in the vehicle software.
Hydraulic speeds
The set value for the hydraulic speeds is transferred
by the hydraulic controller 2A7 to the vehicle
controller A9 via the additional hydraulics1
connection.
2A7 2X1/12
1 0 0%
HE B EN
Note:
In the console, the usual indications can be selected
in the display. However, the indicated speed values
bear no real relation to the actual hydraulic speeds.
PRG
PRG
A9
X11/19
This means that all hydraulic speeds are only

transferred via the additional hydraulics1 connection.
The speed value for the additional hydraulics1 set in
vehicle parameterisation defines the maximum
permissible speed for all hydraulic functions.
Standard value: max 2550 rpm
Address 128
Value
40
Hydraulic configuration
Hydraulic speed via
hydraulic controller
Address 12A
Value
FF
Max. pump speed

max. 2550 rpm
Transfer of direction information:
Hydraulic limitation
Via vehicle parameterisation, further hydraulic
limitations can be parameterised. However, the
parameterised hydraulic limitation is then active for
all hydraulic functions, as the vehicle controller A9
only processes one speed signal.
Forward
2A7 2X1/16
A7
X11/18
Reverse
2A7 2X1/13
A7
X11/33
Error messages
At transmitter voltages less than 2.0V and above
7.89V, the vehicle controller A9 detects a fault and
generates an error message.
Note:
Parameterised hydraulic limitations are always active
for all hydraulis functions!
Direction preselection
only 2-pedal
only 1-pedal
via console and joystick
via joystick
For direction preselection via joystick, the direction

switches on the console must be replaced with covers.
Note:
To ensure reliable operation, the standard value for
the additional hydraulics1 should be set in vehicle
parameterisation to the maximum permissible speed.
Address 08A
Value
00
01
03
04
( 43 )
08
Controller renewal
Replacement of hydraulic controller 2A7
Differences between hydraulic controllers
To avoid malfunctions, it is important to note the

system used on the respective vehicle.
By unscrewing the housing cover, a check can be

made to see which controller hardware is provided if
the controller is not clearly identified by a number.
Distinction is made between the variants External

safety relay K1 (old) and Integrated safety function
(series since October 1999).
When installing a hydraulic controller variant
Integrated safety function in a vehicle variant External
safety relay K1, two retrofitting solutions are generally
possible:
Hydraulic controller variant External safety relay

K1
Continue to use variant External safety relay K1:

- Check/change parameterisation
- Joystick parameterisation, page Note/Extras safety function seat switch:
Value 12 (Hydraulic controller with external relay)
- Vehicle parameterisation, page Reserve Block 5
Input channel:
Driver seated
Output channel: Relay K1
Conversion from variant External safety relay
K1 to variant Integrated safety function
- Establish cable connection from A9,X11/32 to
2A7,2X1/6.
- deactive external relay K1
- Check/change parameterisation
- Joystick parameterisation, page Notes/Extras Safety function seat switch:
Value 0 (Hydraulic controller with internal relay)
- Vehicle parameterisation, page Reserve Block 5
Deactive input and output channel
( 44 )
Hydraulic controller variant Integrated safety

function (series since October 1999)
08
Control valve block

Hydraulic lifting magnets 2Y1 2Y10
The actuating mechanism of the hydraulic valves
consists of single and two-way acting lifting magnets.
The following lifting magnets are available:
2Y1
2Y2
2Y3
2Y4
2Y5
2Y6
2Y7
2Y8
2Y9
2Y10
Lifting magnet, lifting

Lifting magnet, lowering
Lifting magnet, tilt back
Lifting magnet, tilt foward
Lifting magnet, additional hydraulics 1
Lifting magnet, release
Lifting magnet, additional function
2Y2
2Y1
2Y9
2Y3
2Y4
When a hydraulic function is actuated via the joystick, a current of 0 1.5A is applied to the magnet
coil. The produced magnetic field moves a magnet
core in the pressure pipe, which opens the proportional valve. The current of 0 - 1.5A corresponds to an
actuator travel of 0 - 100%.
Electrical connection of the lifting magnets
respectively takes place via a 2pole timer plug.
PIN 1: Transformer
PIN 2: Pulse width modulator
The lifting magnets are connected to the controller
2A7 via the connector 2X1.
Test
An extensive electrical test is onl possible with
the aid of the diagnostic system!
Release valve 2Y9
The release valve 2Y9 is a safety valve which prevents
accidental actuation of the way valves
(e.g. accidental actuation of the joystick when
opening the hood)
The release valve is only active when the drivers seat
is occupied and the seat contact switch 7S1 is
actuated.
Function/Adjustment/Replacement
A detailled description of the proportional way valves
is provided under Group 10.
( 45 )
2Y5
2Y6
2Y7
2Y8
08
Table of contents
Page
Introduction
Basic principles
Induction of movement
Generation of the magnetic field
Generation of three-phase voltage
3
4
5
6
Converter
Block diagram
Fitting and removing the converter
8
9
10
Battery computer
11
Central computer
Overview
Fitting/removal
12
13
Speed sensors
14
Fuse panel
Fuse panel, rear
Fuse panel, front
15
16
) (1)
08

Controller
Drive motor speed control
Pump motor speed control
Digital control R60

via a transistorized power circuit for four quadrants
via a transistorized power circuit for one quadrant
Accelerator pedal
Brake pedal transmitter for el. braking
Transmitters, hydraulic
Electric pressure pick-ups
Rated voltage
80 Volt
Current limitation per traction motor

Drive motor armature/field (FM1, FM2)
Hydraulic motor
320 A
Speed
Speed reduction
Adjustable via drive program, max. 19 km/h

Adjustable via drive program
STILL contactor
1K 1
C oi l
Contact tips / contact tip material
2 pins, with arc blow-out magnets

24 Volt ( wired in series with a resistor and a diode )
Replaceable, silver alloy
Relays
24 Volt (coil 255 Ohm)
K 1, K 2
Fuses
Power circuit fuses
Control circuit fuses
Traction battery
1F 2
( 300 A )
F 1, F 2, F 3, F 5, F 7, F 8, F 10
F9
( 10 A )
F6
( 15 A )
F4
( 20 A )
F11
( 30 A )
G1
80 Volt / 420Ah
Insulation resistance
Electrical machines
G1 traction battery
1000 Ohm / Volt

1000 Ohm / Volt
1000 Ohm
Electrical protection
Electrical machines
Battery / Central Computer
Converter
IP 23
FM IP 64, HM IP 64
IP 23
IP 23
(5A)
)(2)
approx. 80 kOhm
approx. 80 kOhm
08
Introduction
Basic principles
When the asynchronous motor (induction motor) was
introduced in 1880, it quickly became the workhorse
of the industry.
This was due to its simple design, simple mechanical
construction, low price, good electrical data, high
efficiency and an unexcelled low-maintenance
standard.
In the simplest case, the asynchronous motor
consists of a stator with three identicaI phase windings
composed of 120 staggered pole pairs.
Figure 1
Block diagram of a two-pole stator.
Figure 1
Figure 2
Block diagram of a rotor with short-circuited bars
(rings).
Magnetic lines
of rotary field
The illustrated magnetic lines move from the north to

the south pole.
(Based on the spatial arrangement, this is a two-pole
machine)
Direction of
rotation of
rotary field
Figure 2
Figure 3
Technical design of the R60i motor rotor.
The slanted arrangement of the short-circuit bars
improves the breakaway torque.
When three-phase current is applied to three 120

staggered pole pairs, a rotating magnetic field is
produced.
Three-phase current is three alternating currents by
120 out of phase.
Generation of the rotating field is described in the
following.

(3 )
Figure 3
08
Introduction
Induction of movement
Figure 1
When a conductor is moved in a magnetic field so
that it intersects magnetic lines of forces, a voltage
is induced in the same. The same applies when
moving magnetic lines of force intersect a conductor.
The induced voltage increases with the speed of the
magnetic field.
If the conductor is formed to a loop and closed briefly,
a short-circuit current is induced, which increases
with the speed of the magnetic lines of force
intersecting the loop.
Rotary axis
Figure 1
Figure 2
The short-circuit current flowing in the coil loop
generates a magnetic field, the polarity of which
depends on the direction of rotation of the rotating
field.
Figure 3
Where the magnetic lines of force of the coil and those
of the rotating field move in the same direction, they
repel each other. This causes a moment to act on
the coil, which then rotates in the direction of the
arrows.
In the illustrated example, the magnetic field rotates
counterclockwise and, at a frequency of 50 Hz, at a
speed of 3000 rpm. The short-circuited coil former
similarly rotates counterclockwise at a speed reduced
by the slip. The slip is unavoidable, as the coil must
intersect the magnetic lines of force in order to induce
a voltage in the coil former. Only then can a shortcircuit current generate the magnetic field.
The speed of the rotating field (synchronous speed of

the machine) depends only on the frequency and
number of poles. As magnetic poles always occur in
pairs, calculation is made with the number of pole
pairs per phase.
Rotating field speed (rpm) =

Frequency(Hz) x 60sec
Number of pole pairs
At a frequency of 50 Hz and 2 poles, the following
calculation is given:
50Hz x 60sec
1
= 3000 rpm

(4)
Figure 2
Magnetic lines of
force moving in
the same
direction
Magnetic lines of
force moving in
the same
direction
Figure 3
08
Introduction
Fig. a
Fig. b
Generation of the rotating magnetic field
The block diagram shows a two-pole machine. With
higher pole numbers, the magnetic field and phase
angle change (with a four-pole machine, the phase
angle is 15).
Instant a Fig. a
- The phase current U has reached its maximum
value.
- The magnetic field around winding U has also
reached its maximum.
- The phase currents V and W have are I/2 their
maximum value.
- The magnetic fields around windings V and W are
accordingly weaker.
- The resulting magnetic field is shown in Fig. a
Instant b Fig. b
- Precisely 30 later, the phase currents U and W
3/2 of their maximum value.
- The phase current V has reduced to 0.
- The magnetic field forms only around the windings
U and W and has rotated a further 30 .

(5)
Bild c
Instant c Fig. c
- Again 30 later, the same constellation as for Instant a can be seen.
- The current in winding W has reached its maximum
strength.
- In U and V the currents are I/2.
- The magnetic field develops accordingly, however,
by 60 out of phase with respect to Instant a.
08
Introduction
Three-phase current generation
The control of a three-phase asynchronous motor
differs fundamentally from that of a direct-current
motor, as here a alternating voltage with three phases
must be provided from a direct voltage. This takes
place by the direct voltage being chopped by means
of an electronic circuit, thus resulting in the generation
of pulses of varying duration.
Figure 1
The basic principle of this circuit, a half-bridge, is
shown with single bipolar transistors for improved
clarity. (see Figure 1)
Figure 1
Figure 2
The applied direct voltage pulses generate in the motor
an almost sinusoidal alternating current.
In order to vary the speed of an asynchronous motor,
not only the frequency, but also the level of the
atlernating current must be changed. This takes
place in that the pulse width is varied more quickly or
slowly, whereby the pulse frequency itself remains
constant.
In order to therefore generate an alternating current
with a higher frequency, variation of the pulse
width takes place more quickly (see Figure 2 top).
In order to generate a low alternating current, the
pulse width is reduced. The pulse frequency itself
always remains constant (see Figure 2 bottom).
Figure 2
Figure 3
Figure 3 shows the output stage of the converter used
in the R60.
The converter uses pulse width modulation; the pulse

frequency is 13kHz.
The converter takes over pulse width modulation
automatically as programmed in the central computer.
B-
Figure 3
) (6)
08
The vehicle has front-wheel drive and is driven via a
mechanical differential by a variable-speed
asynchronous machine.
The hydraulic pump is similarly connected to a variable-speed asynchronous motor.
Two separate, identical 80V converters, which supply
the asynchronous machines (see Figure 1), are
controlled by a high-speed Can-Bus (250kB/s) via the
battery computer from the central computer. Figure
2 shows how the individual components are
interconnected.
The additional electrical consumers are supplied with
electrical energy by the voltage transformers U1/U2
via the fuse panels and relay boxes in the rear body
and cowl.
Figure 2
Legend
Vehicle sender:
Travel sender
Brake sender
Vehicle sender (Battery potential):
Shunt
Motor sender:
Speed sensor bearing
Temperature sensor
HSK:
Main contactor 1K1
(7)
Figure 1
08
Converter
Converter
LED
The converter has the following power terminals:

B : Pole of battery
+ : + Pole of battery
B+ : Terminal for optional fuse (nv)
U : Field terminal asynchronous maschine
V : Field terminal asynchronous machine
W : Field terminal asynchronous machine
X150/151
LEDs indicate the converter status as follows:

Steady light:
The converter is ok.
No indication:
1. No supply from battery

computer.
2. The converter is without
function.
Flashing at 1Hz:
Fault status!
The converter stops all
movements, assumes an inactive
state and generates an error
code.
The error code can be output via
the display, see error list.
Figure 1
13
12
11
Power output reduction on overtemperature:

By means of an installed tmperature sensor, the
converter monitors its temperature household. Within
a temperature range of 80 - 120, the converter
continuously reduces its power output.
Also monitored are the temperatures of the connected

three-phase machines. Continuous power output
reduction also takes place here within a temperature
range of 145 - 160.
Working with the battery computer is described on

the following page.
To be noted is that the battery computer monitors the
phases U and V and precharges the d.c. link of the
converter before the isolating relay (contactor 1K1)
closes and applies the battery voltage to the d.c. link.
Pin assignments of connector X150/151:

Pin1:
Pin2:
Pin3:
Pin4:
Pin5:
Pin6:
Pin7:
Pin9:
Pin10:
Pin11:
Pin12:
Pin13:
(8)
10
Figure 2
Battery computer
Input lock switch

Contactor control (optional)
Speed sensor supply (12V/50mA)
GND for speed sensor
Input speed sensor Phase 1
Input speed sensor Phase 2
Input motor temperature sensor
Converter identification.
GND Hydraulic converter
Open Drive motor converter
CAN-High Terminal
CAN-Low Terminal
CAN-15V
CAN-GND
08
Block diagram converter/battery computer

Battery
computer
Converter
CAN
communication
CAN-Bus
Monitoring of U and V
d.c. link
80V supply
Power
supply
Motor temperature
sensor
Measuring
circuit
Bearing
sensor
d.c. link precharging

Converter
isolating
relay
Contactor control
Battery current
measurement
Shunt
Technical data of converter:

- Own power supply from terminal supply and feeding
external sensors with 12V
- CAN-Bus with 250 KB
- 2 input channels for motor speed, possible sensor
type from 32 - 160 pulses per revolution.
- 1 measuring channel for motor temperature sensor
- Own speed controller (P controller)
- Current sensors for the phases U and V, phase W
is calculated.
- Current controller unit
- Converter section as pulse width modulator with a
pulse frequency of 13 Khz
- Alternating current frequency range: 0 - 150 Hz
- 4-quadrant controller with regenerative brake
- Supply voltage range: 56 - 104V
(9)
- Max. phase current: 340A

- Installed temperature sensor with linear
regulating characteristic from 80 - 120C
- Temperature range: -35 - +55C
08
Fitting and removing converter

Removing the converter
Before removing a converter, a check must be made
to ensure that the internal backup capacitors are
discharged.
Procedure:
- A suitable multimeter must be connected to the
positive and negative bar (see Figure 1).
- When the vehicle is switched off, only a small current
(< 1V) should be measured.
- If a voltage equal to the battery voltage (80V) is
measured, the internal discharge circuit of the
converter must be activated.
- Switch on the lock switch, the measuring instrument
indicates the battery voltage.
- Switch off the lock switch, the internal discharge
circuit automatically discharges the backup
capacitors. This takes about 1 minute.
- After switching off the display, the voltage should
have reduced below 5V.
- If the voltage has not reduced, the procedure below
should be followed.
- Switch on the lock switch and disconnect the battery
connector. The voltage will reduce and the backup
capacitors will discharge.
Note:
If the discharge circuit is without function, the
capacitor circuit can be discharged with a suitable
discharge resistor or an 80V incandescent lamp. The
same connecting points should be used as for the
measuring instrument shown in Figure 1.
- Connectors X150/151 must subsequently be
disconnected
- The power terminals and connecting bars can
subsequently be removed and the 4 fixing screws
in the floor plate loosened and the converter
removed.
Fitting the converter
- Before fitting the converter, a check should be made
to ensure that the floor plate of the converter is
located flush on the cooling surface. The old heat
transfer compound must be removed and the cooling
surface coated with new compound.

(10)
Figure 1
08
Battery computer
Battery computer
The battery computer is located in the rear
compartment on the right next to the hydraulic
converter and has the following interfaces:
4 Digital inputs
2 Analog inputs
CAN 1 - 250 KB to central computer
CAN 2 - 250 KB to converters
- Receipt of Master-Reset from the central computer

after switching off the lock switch or in the event of
a fault, as a reaction to the switching of the safety
contactor 1K1.
- Battery fine voltage measurement for the discharge
indicator
- Battery current mesurement via the shunt for the
discharge indicator
- Converter frequency monitoring
- Precharging of converter backup capacitors (about
8A in 2 sec)
- Control of safety contactor 1K1
(11)
- The internal power supply provides the CAN-Bus

with 24V.
- The installed Watchdog serves for time and program monitoring as well as for process data
monitoring. Also monitored is the pulse frequency
of both converters.
The battery computer takes over in the vehicle control

the following functions:
Further components of the battery computer and their

functions:
08
Workshop manual 6033-35
Central computer
Central
computer
Stroke limiter
Lift
Tilt
Additional 1
Additional 2
Additional 3
Master-Reset
Dead mans switch (Res4)
Travel sender
Brake fluid switch
Travel sender switch
Steering transmitter
Brake sender
The central computer is located at the front in the

centre below the floor plate and has the following
inputs and outputs:
Travel sender
Brake sender
Hydraulic sender
Console switches via CAN-Bus
Drive process data via CAN-Bus (actual motor speed)
Process data monitoring to battery computer
Network watchdog to battery computer
Master-Reset to battery computer
Relay box control via CAN-Bus
3 digital outputs for fuse board control
In addition to a watchdog, time and program monitoring

(12)
and process data monitoring, the central computer

contains a real-time clock, process and parameter
data storage, error code evaluation, drive, control
regulation and monitoring.
The power supply, which also supplies an external
sender, is supplied from from the 24V-CAN-Bus
voltage.
08
Removing central computer

Preconditions for removal:
The converters must be discharged and the battery
connector disconnected.
The central computer is located below the floor plate
behind the front splash shield (see Figure 1).
In order to loosen the fixing nuts, the cover, which is

located on the front splash shield, must be removed
(see Figure 2).
Figure 1
Behind the cover are three nuts, which are screwed
to the studs of the central computer (see Figure 3).
The nuts must be removed with a suitable tool (e.g.

socket wrench with size 7 socket). The central
computer can subsequently be removed from the
interior. The CAN-Bus cable and Saab connector can
subsequently be easily removed.
Before fitting another central computer, the studs must
be repositioned.
Figure 2
Figure 3

(13)
08
Speed sensor
Drive and hydraulic motor speed sensor
Checking the sensor bearing
The speed sensor consists of a ball bearing with two

staggered Hall effect sensors, which scan the inner
magnetic ring. The phase shift is 90 45 and defined
as follows:
Plug Mark II measuring adapter with connected

digital multimeter (with integrated pulse duty factor
measurement, e.g. Metra Hit 15S) into the
connector X12 or X14.
Connect digital multimeter to:
When the inner ring rotates clockwise viewed on the

sensor side, the rising edge of signal B is located
before the rising edge of signal A. All signals are
measured to GND (see Figure).
Drive motor 1M2

Sender (rt) X12/1
Sender (we) X12/4
Sender (bl) X12/2
Sender (sw) X12/3
X151/3
X151/5
X151/6
X151/4

Set lock key to ON
Pulse duty factor measuring range AC %
At full throttle, the digital multimeter must give a
pulse duty factor reading of
40% 60% (ideal 50%)
+10 Volt
Signal
Signal
GND
The drive motor sensor generates 80 pulses per

revolution, the bearing internal diameter is 45mm.
Hydraulic motor 2M1
Sender (rt) X14/1
Sender (we) X14/4
Sender (bl) X14/2
Sender (sw) X14/3
X150/3
X150/5
X150/6
X150/4
+10 Volt
Signal
Signal
GND
Removing and fitting

A detailed description is provided under Group 11.
The hydraulic motor sensor generates 64 pulses per

revolution, the bearing internal diameter is 30mm.

(14)
08
Fuse panel, rear

Fuse panel, rear
The rear fuse panel carries the optional relays K2
and K1, which are controlled by the central computer
A4 via connectors X50/1 and X50/2.
The relay contacts receive from the voltage transformer
24V supply voltage via connectors X22/5 and X22/7.
The switched voltage can be tapped off via connectors
X32/3 and X34/1(K1) and X36/3 (K2).
The fuses are supplied with 80V via the post terminals
X40 and X41 and protect the following circuits:
F3 - 5A:
Supply battery computer via X60/4
F6 - 15A: Supply voltage transformer via

X22/1 and X22/3.
F8 - 5A:
Supply battery computer via X60/3.
F9 - 10A: Lock switch via X53/1 and X53/2

F11- 30A: Leads to post terminal X42.
) (15)
08
Fuse panel, front

Fuse panel, front
The front fuse panel is connected to the central
computer via connector X154. The signals from the
dead mans switch and stroke limiter sensor are
looped through to the central computer via connector
X29.
The fuse panel also contains the horn relay, which is
controlled by the hydraulic control unit. Connected
in parallel to the horn relay contact are the contacts
of the horn button in the floor plate and steering
column.
The 80V supply is applied to the terminal posts X152
and X153.
The board also contains the following fuses:
F1 - 5A:
80V supply horn
F4 - 20A:
80V supply Mobab heater
F5 - 5A:
80V supply fan rmotor
F7 - 5A:
80V supply hydraulic control
F10 - 5A:
80V spare terminal
) (16)
09
Table of contents
Page
Lighting system design

Variants
Status A: Controller, distributor panel
Status B: Controller, relay box, distributor panel
Status C: Controller, 2 x relay boxes
2
2
2
Transformer
Relay box
Distributor card/panel
CAN-Bus connections R6030 - 32
CAN-Bus connections R6033 - 35
3
4
5
6
7
Parameterisation via console

Lighting/additional electrics
) (1)
09
Configuration of the optional electrical equipment
Variants
Configuration of the optional electrical

equipment
There are three different equipment variants for the

lighting or optional electrical equipment.
On truck models in this range, electrical loads such

as working lights, windscreen wipers, heater, lighting,
etc. are supplied by
Variant A
80 Volt version:
Controller A9, fuse carrier A7 with relays K1 and K2
and/or distributing circuit board (front scuttle)
relays K1 and K2 on fuse carrier A7

distributing circuit board
control relay board and distributing circuit board
2 control relay boards
24 Volt version:
Controller A9, fuse carrier A7 with relays K1 and K2,
voltage converter U1 and/or distributing circuit board
(front scuttle).
Electrical consumers with an operating voltage of

24Volt (48 Volt) can be connected. The electrical
consumers are operated by pressing keypads
integrated into the console and/or by switches/
transmitters of the electrical system.
Variant C
Controller A9, fuse carrier A7, voltage converter U1,
control relay boards (counterweight and front scuttle).
The control relay board / control relay boards are

driven by controller A9 via the CAN bus. The wiring
harness for the distributing circuit boards and control
relay boards is pre-installed in the truck. For retrofits,
only the electrical connection between the consumer
and the corresponding distributing circuit / relay board
is required.
STILL GmbH Stand: 7/2001 ( Ersatz fr Stand: 2/00
09
Transformer
Transformer
For supplying the electricala consumers with 24 V, a
150/240/400W transformer is installed as required.
The transformer is located behind the converter in
the counterweight or on the left next to the controller.
On the underside of the transformer is an aluminium
block as a heatsink. The heatsink serving for heat
removal is bolted to the counterweight.
Electrical connection takes place via screw terminals
below the cover.
Technical data of transformer
Technical D ata
Type
80V/24V
Input voltage range
35V....120V
Output voltage
24V regulated
Output current 100% cont. duty
16.7A
Output power 100% cont. duty
400 W
Overload capabi li ty
Short-resi stant
Resi dual ri pple
20 mVRMS
Overload behavi our
C urrent
li mi tati on at
approx. 23 A
Overvoltage behavi our
C ut-off at
approx. 140 V
Undervoltage behavi our
C ut-off at
approx. 33 V
Overvoltage resi stance
400 V
Insulati on voltage
500 V
Effecti vi ty
81% at IRATED
Frequency
25 kHz
Idle power
approx. 3 W
Temperature protecti on
C ut off at heat
si nk temp.
approx. 80C
False polari ty protecti on
yes
Radi o i nterference suppress.
yes
Type of protecti on
IP 55
400W Transformer
Note:
In the event of failure of the 240W or 400W transformer,
the same can be opened and the fuse checked (see
picture on right).
The 240 V/200 mA fuse is also used in the R70 digi
controller.
) (3)
09
Relay box
Relay box
The relay box consists of a control unit, three slots
for relays (24Volt) and 10 switching transistors for
switching the consumers.
Control unit
The control unit is connected to the controller A9 via
the CAN-Bus. The relay box receives the instruction
from the controller A9 to switch a consumer on or off
via the CAN-Bus.
Relay box login via console:
Relay box, front

SERVICE-ADR. OA6 - VALUE 41
Relay box, rear

SERVICE-ADR. OA5 - VALUE 40
Relay box inputs

The consumer connector markings are identical in
both relay boxes.
front: 0A6
rear: 0A5
0B
01
X71 / 1 , 3
0C
02
X70 / 1 , 3
0D
03
X69/ 3
0E
04
X69/ 1
0F
05
X67 / 4 , X68 / 4
10
06
X67 / 3 , X68 / 3
11
07
X68/ 2
12
08
X68 / 1 , 5
13
09
X67/ 2
14
0A
X67/ 1
18
15
X66
19
16
X65
1A
17
X62
Important information for R6033-35

The following must be noted when replacing a
relay box:
In this CAN-Bus system, only relay boxes with
250kB data transfer rate function. Other relay
boxes do not function here!
High-speed relay boxes with 250kB can be set
to 50kB, slower relay boxes cannot be changed
to 250kB.
Meaning of dip switches below:
Switch 1 set to on: Relay box front
Switch 1 set to off: Relay box rear
Switch 4 set to on: CAN baudrate 250kB
Switch 4 set to off: CAN baudrate 50kB
Load values
Input value front/rear
Channel 01: 7A
0B/01
Channel 02: 7A
0C/02
Channel 03: 3A
0D/03
Channel 04: 3A
0E/04
Channel 05: 3A
0F/05
Channel 06: 3A
10/06
Channel 07: 3A
11/07
Channel 08: 3A
12/08
Channel 09: 3A
13/09
Channel 10: 3A
14/0A
Channel 11: 5A (fuse value)
18/15
19/16
1A/17
STILL GmbH Position as per 2/2000 (Replaces version:
) (4)
09
Distributing card
Distributing card
The distributing card replaces the distributing circuit
board and takes over its functions since October 1999.
The distributing card consists of an angled holding
plate with inserted connectors and takes over the
distribution of the powr supply for the consumers.
(5)
09
CAN bus connections R6030 - 32

The vehicle controller A9 is connected to the console
directly via the CAN bus, or depending on the vehicle
status, via the relay boxes.
For vehicles with joystick, a second separate CAN
bus circuit exists. The hydraulic controller 2A7 is
connected directly to the joystick via the CAN bus.
The hydraulic controller 2A7 receives the 24V supply
from the vehicle controller A9 via a tee unit connection
under the battery hood.
The signal cables are not looped-through. It is not
possible to establish with the CAN bus connection of
the console a connection to the hydraulic controller
2A7.
For diagnostic purposes, the CAN bus connection is

established via the console in the case of vehicles
without joystick.
In the case of vehicles with joystick, a tee unit must
be inserted into the CAN bus connection below the
battery hood for diagnostic purposes.
Possible CAN bus configurations are shown below.
Diagnose
Diagnose
A9
A9
2A7
2A7
Joystick
Joystick
* T-Stck fr Diagnose,
24V-Busversorgung
A9
A9
(6)
09
CAN Bus connection R6033 - 35

The console is connected to the relay boxes, central
computer, battery computer and both converters via
a high-speed CAN-Bus (250kBaud). For safety
reasons two isolated CAN-Bus circuits exist. The
connecting point of both circuits is the battery
computer, which is solely connected to the converters
via the second CAN-Bus.
Note:
Only consoles may be used that can process a CANBus with a data rate of 250KB.
The hydraulic controller with joystick receives from
the battery computer via the CAN-Bus a 24V supply
)(7)
via a tee coupling below the steering covering. A

data circuit does not exist as the signal lines are not
looped-through. For hydraulic controller diagnosis
purposes, a tee unit (isolating point is located under
the covering for the handbrake switch) is also
necessary.
The converters are illustrated once again as an
example, but are not identical in all other
configurations.
09
Parametrization of electrical options via console

If a truck is to be retrofitted with spotlights, headlights
or stop lights, the parametrization does not have to
be performed with diagnostic case. The parameters
of simple circuits can also be set via the console.
Registering a consumer:
First the 3-digit SERVICE ADDR. for the input of a
function block and the VALUE of the desired switch
are entered. Then the 3-digit SERVICE ADDR. for
the output of this function block and the VALUE of
the input channel from the control relay board or
relays is entered.
The condition for this is that the engineer is familiar

with the handling of the console and has read the
previous pages about parametrization.
Furthermore, for a better understanding some notes
on the processing of the switching commands in the
controller are necessary.
Note
The VALUE will only be stored in memory when both
characters are confirmed with PRG
and the
entire line is flashing.
The controller has a SERVICE ADDRESS for each

input and output of a functional block.
Then further consumers can be registered or the

inputs can be saved with a RESET.
For a better overview, the SERVICE ADDR. and
VALUE of frequently used function blocks, keypads,
switches and transmitter are shown on the following
double pages.
SE RV I CE ADDR 0 0 0
FF
V AL UE
The selection of the relay and/or the input channel in

the control relay board is done using the circuit
diagrams for the lighting and optional electrical
equipment in the appendix.
So that the controller can recognize all keypads,

switches, transmitters, relays and control relay
boards, they have been assigned a VALUE.
Relays K1 and K2 are only available with variant A.
Control relay board, front (2) has the

SERVICE ADR 0A6 and the VALUE 41.
Control relay board, rear (1) has the
SERVICE ADR 0A5 and the VALUE 40.
PRG
PRG
F2
F1
(8)
SE R V I C E AD DR 0 0 0
FF
V AL UE
F2
1E
0D0
parking light
parking light
0D1
0D2
main beam
head light, LH
0D5
rear light
head light, RH
0D3
0D4
0D6
0D7
rear light, LH
1D
rear light, RH
Lighting
20
(9)
21
F1
19
1A
X71 / 1 , 3
X70 / 1 , 3
0D
X69/ 3
0E
X69/ 1
0F
X67 / 4 , X68 / 4
10
X67 / 3 , X68 / 3
11
X68/ 2
12
X68 / 1 , 5
13
X67/ 2
14
X67/ 1
18
X66
X65
X62
0D 0
0D 2
0D 5
0D 1
0D 3
0D 4
0D 6
0D 7
Lighting, stop light, flashing beacon
09
1B
RELAY BOX, front
Lighting / Optional electrical equipement
1F
0B
0C
RELAY BOX, rear

S1
41
42
0D8
IN
OUT
in = out
0 D9
stop light
3C
3F
N
)
3D
3E
(10)
rev. and driver seated
40
2A
0 E 1 IN 1
0 E 2 IN 2
1B2
4A
4B
1B1
48
49
1S4
44
in1
0
0
1
1
in2
0
1
0
1
out OUT
X71 / 1 , 3
02
X70 / 1 , 3
03
X69/ 3
04
X69/ 1
05
X67 / 4 , X68 / 4
06
X67 / 3 , X68 / 3
07
X68/ 2
08
X68 / 1 , 5
09
X67/ 2
0A
X67/ 1
15
X66
X65
X62
0E3
0
1
1
1
flashing beacon
fuse buard
1B
45
1C
7S1
46
47
57
lift cut off
58
= VALUE, when actuated

= VALUE, when NOT actuated
K2
09
dead man function
K1
01
FF
V AL UE
F2
0DF
IN
1E
OUT
in = out
0E0
Spotlight, front
1D
)
0DC
0DD
IN 1
IN 2
20
(11)
in1
0
0
1
1
in2
0
1
0
1
out
0
1
1
0
OUT
0DE
21
Spotlight, rear
F1
0 DA
IN
in = out
OUT
0DB
Reversing light
19
1A
Spotlight, reversing light, reserve
0D
X69/ 3
0E
X69/ 1
0F
X67 / 4 , X68 / 4
10
X67 / 3 , X68 / 3
11
X68/ 2
12
X68 / 1 , 5
13
X67/ 2
14
X67/ 1
18
X66
X65
X62
RELAY BOX, front
09
1B
X71 / 1 , 3
X70 / 1 , 3
1F
0B
0C
41
42
0E4
IN
in = out
OUT
0E5
Reserve 1
0E6
IN 1
0E7
IN 2
3C
3F
N
)
3D
3E
(12)
1B2
4A
4B
1B1
48
49
1S4
44
45
out1
1
0
0
1
out2
1
0
0
1
Reserve 2
40
2A
in2
0
1
0
1
0 EA
0EB
OUT 1 0 E C
OUT 2 0 E D
IN 1
IN 2
in1
0
0
1
1
in2
0
1
0
1
out1
1
0
0
1
0EE
IN
in = out
OUT
0EF
58
X69/ 3
04
X69/ 1
05
X67 / 4 , X68 / 4
06
X67 / 3 , X68 / 3
07
X68/ 2
08
X68 / 1 , 5
09
X67/ 2
0A
X67/ 1
15
X66
X65
X62
fuse buard
1B

K1
K2
09
lift cut off
03
1C
47
57
X71 / 1 , 3
X70 / 1 , 3
Reserve 3
46
dead man function
01
02
out2
1
0
0
1
Reserve 4
7S1
RELAY BOX, rear
in1
0
0
1
1
OUT 1 0 E 8
OUT 2 0 E 9
S1
FF
V AL UE
F2
0F3
1E
1D
Wiper/washer 1
0FF
Wiper
0F7
Washer
0F8
IN
Wiper
IN
0FD
20
Wiper/Washer 2
0F9
Washer
Wiper
IN
0FE
103
(13)
Wiper/Washer 3
21
0
1
2
3
F1
0F0
19
1A
Washer
OFF
ON
INTERVAL
WASH
IN
OUT 1
OUT 2
in
0
1
2
104
out1
0
1
1
X71 / 1 , 3
X70 / 1 , 3
0D
X69/ 3
0E
X69/ 1
0F
X67 / 4 , X68 / 4
10
X67 / 3 , X68 / 3
11
X68/ 2
12
X68 / 1 , 5
13
X67/ 2
14
X67/ 1
18
X66
X65
X62
0F1
0F2
out2
0
0
1
Heater
Flasher, heater, wiper/washer
09
1B
RELAY BOX, front
1F
0B
0C
41
42
3C
3F
N
)
3D
3E
(14)
RELAY BOX, rear
0C9
0C7
0C8
0 CA
RH / LH
front/right
front
front/left
hinten
warning
flasher
rear/right
rear/left
0CC
0CD
0CE
0CF
40
2A
1B2
4A
4B
1B1
48
49
1S4
44
Flasher
01
X71 / 1 , 3
02
X70 / 1 , 3
03
X69/ 3
04
X69/ 1
05
X67 / 4 , X68 / 4
06
X67 / 3 , X68 / 3
07
X68/ 2
08
X68 / 1 , 5
09
X67/ 2
0A
X67/ 1
15
X66
X65
X62
fuse buard
45
1B
7S1
46
1C
47
57
lift cut off
58

K2
09
dead man function
K1
S1
09
Parameterising via the console

Interconnection of functional blocks
Relay and relay box
On the double page which follows here you will find a

simplified representation of the interconnection of additional functions within the optional electrical
equipment. Knowledge of the application of logic
gates and truth tables is assumed when performing
this type of parameterization.
The choice of the relay or the input channel in the

relay control board is made using the circuit diagrams
for lighting and optional electrical equipment in the
appendix.
Relays K1 and K2 are only available in variant A.
The combination of different functions is effected by

the simultaneous use of AND gates, OR gates and
the functional blocks already dealt with, however with
a VALUE on the output side.
The complete range of switches, senders, relays and
relay boxes will in that case retain the VALUE
assigned to each of them.
Procedure
To begin with, the 3 digit SERVICE ADDR. for the
input of a functional block and the VALUE of the
switch desired are entered. Then are entered the 3digit SERVICE ADDR. for the output of that functional
block and the VALUE of the input channel on the
AND gate, OR gate, relay box, relay or of a different
functional block. A further number of logging-in
operations can then be carried out, or the entries
can be stored in the memory unit by carrying out a
RESET.
(15)
09
Parameterizing via the console

Example of parametrization
The spotlight, front and spotlight, rear are to be
installed in equipment variant A.
Switching is done with relays K1 and K2 on fuse
carrier A7.
The spotlight, front is to be turned on and off with
keypad 10.
The spotlight, rear is to be turned on and off with
keypad 4 in conjunction with the selection of reverse
travel.
Spotlight, front
Input signal
for button/switch
Function block
1F
0DF
Output signal
for consumers
0E0
in
1C
SPOTL IGHT, front
S E R V I C E A D D R 0 DF
K2
1C
SE R V I C E AD DR 0 E 0
1C
1 F V AL UE
V AL UE
K1
1B
out
Spotlight, rear
Input signal
for button/switch
19
Connecting block
108
in1
in2
AND
04
0
1
0
1
0DC
0
0
0
1
Output signal
for consumers
0DE
in 1
in 2
in1 in 2 out
0
0
1
1
Function block
1B
out
1B
SPOTL IGHT, rear
1C
K1
K2
Exclusiv e OR, inv ertedv alue
R
3E
109
0DD
V AL UE
1 9 V AL UE
V AL UE
S E R V I C E A D D R 0 D C SERV I CE ADR.
0 4 WERT
S E R V I C E A D D R 0 DD
3 E V AL UE
00
(16)
0 DE
1B
09
Lighing / optional electrical equipment
F2
RH / LH
front
1E
front, RH
front, LH
rear, RH
rear, LH
rear
Warnblinker
1D
2D
2C
2F
2E
FL ASHERS
1F
Parking light
Headl. dip beam
Tail lamp
Parking light
Headlamp LH
Headlamp RH
Tail lamp LH
Tail lamp RH
20
31
32
--33
---
LIGHTIN G
21
in
out
12
out 1
out 2
13
---
out 1
out 2
14
---
out
15
out
34
out
35
out
37
out
38
RESERVE 1
F1
in 1
in 2
RESERVE 2
in 1
in 2
19
RESERVE 3
1A
in
RESERVE 4
1B
in
S1
N
Fwd
STOP LIGHT
41
42
3C
3F
3D
in
REVERSING LIGHT
in
SPOTL IGHT, front
Rev
Flasher
3E
in 1
in 2
2A
SPOTL IGHT, rear
1B2
4A
1B1
48
1S4
44
4B
in 1
in 2
49
out
36
out 1
out 2
3A
3B
Flashing beacon
OR
45
Seat
dead man function
lift cut off
in 1
46
47
57
HEATER
58
(17)
09
Lighing / optional electrical equipment

SER V I CE ADDR 00 0
FF
V AL UE
105
106
107
in1
in3
AND
108
109
0
0
0
0
1
1
1
1
in1
0
0
1
1
0
0
1
1
0
1
0
1
0
1
0
1
0
0
0
0
0
0
0
1
0
0
1
1
AND
0
1
0
1
0
0
0
1
front, RH
front, LH
rear, RH
rear, LH
rear
Warnblinker
02
03
0CC
0DD
RELAY BOX, front
0CE
X71 / 1 , 3
0B
0CF
0C
FL ASHERS
0D0
0D2
0D5
in1 in 2 out
in2
RH / LH
front
0C9
0C7
0C8
0CA
in1 in 2 in 3 out
in2
Parking light
Headl. dip beam
Tail lamp
Parking light
Headlamp LH
Headlamp RH
Tail lamp LH
Tail lamp RH
04
05
0D1
0D3
0D4
0D6
0D7
LIGHTIN G
in
0E4
out
0E5
out 1
out 2
0E8
0E9
X70 / 1 , 3
0D
X69/ 3
0E
X69/ 1
0F
X67 / 4 , X68 / 4
10
X67 / 3 , X68 / 3
11
X68/ 2
12
X68 / 1 , 5
13
X67/ 2
14
X67/ 1
18
X66
19
X65
1A
X62
RESERVE 1
10A
10B
10C
in1
in1 in 2 in 3 out
in2
0
0
0
0
1
1
1
1
in3
OR
10D
10E
0
0
1
1
0
0
1
1
0
1
0
1
0
1
0
1
0
1
1
1
1
1
1
1
06
07
in 1
in 2
0E6
0E7
RESERVE 2
in 1
in 2
0EA
0EB
in1
in1 in 2 out
in2
0
0
1
1
OR
0
1
0
1
0
1
1
1
RELAIS BOX, rear
out 1
out 2
0EC
0ED
RESERVE 3
08
09
Exclusiv e OR, invertedv alue
in
0EE
out
0EF
RESERVE 4
in
0D8
10F
110
in1
in2
OR
0
0
1
1
0
1
0
1
0
1
1
01
0D9
out
0DB
0A
0B
in
0DA
REVERSING LIGHT
in
0DF
in
T ON
pulse generator
T = 60 ms
T OFF
out
0E0
03
X69/ 3
04
X69/ 1
05
X67 / 4 , X68 / 4
06
X67 / 3 , X68 / 3
07
X68/ 2
08
X68 / 1 , 5
09
X67/ 2
X67/ 1
0A
15
X66
16
X65
17
X62
in 1
in 2
0DC
0DD
10
11
out
0DE
SPOTLIGHT, rear

in 1
in 2
0E1
0E2
0E3
out 1
out 2
0F1
0F2
OR
in 1
00 = permanently OFF
FF = not used
HEATER
out
Flashing beacon
0F0
(18)
1B
1C
X70 / 1 , 3
Fuse board
SPOTL IGHT, front

117
X71 / 1 , 3
02
STOP LIGHT
in1 in 2 out
Exclusive
out
01
K1
K2
10
Table of contents
Page

Functional description of lift and tilt hydraulics
2
3
Control valve block

Control
Design
Installation instructions
Circuit diagram - function
Circuit diagram - function
4
5
6
7
8
Control valve
Lifting/lowering
Lifting/lowering
Tilting
Tilting
Additional hydraulics
9
10
11
12
13
14
Control valve block

Relief valve block seal
Sender function and replacement
Pump motor speeds
Tilt cross-section reducer
17
Pressurising valve
Single lever control function variant
Checking/dismantling
18
19
Lowering brake
Function
20
Hydraulic pump
Function
21
Hydraulic tank
Removal and fitting
Hydraulic oil change, capacities, breather filter
22
23
Air filter
Function and maintenance
24
15
16
Hydraulic unions
Fitting
25 -27
Speeds
Lift - lower - tilt
28
Hydraulic diagram
Circuit diagram
Legend
29
30
Joystick
31
(1)
10

H ydraulic pump
D eli very capaci ty
14cm / Revoluti on
D i recti on of rotati on
counter-clockwi se (arrow on pump)
Fi xi ng screw ti ghteni ng torque
50 + 10 Nm
Pump motor speeds

(basi c setti ng)
Steeri ng
500 1/ mi n
Li fti ng
wi thout load about 3000 rpm/ wi th load about 2550 rpm
Addi ti onal hydrauli cs (followi ng

attachment)
500 / 700 / 800 and 2550 1rpm
Ti lti ng
up to rated stroke 3500 = 1100 rpm

above rated stroke 5000 = 500 rpm
C ontrol valve block

Reli ef valve
Setti ng value = 250 bar

Setti ng range = 100 - 260 bar
Block screw ti ghteni ng torque
25 + 8 Nm
Threaded connecti on
P + A1 = G 1/2 , R = G 3/4 , A + A2 + B = G 3/8
Ti lt cross-secti on reducer
from rated stroke 5000 mm = 0.9 mm
Permi ssi ble automati c ti lti ng
to UVV = max. 0.5 degrees per second
Permi ssi ble automati c loweri ng
to UVV = max. 100 mm i n 10 mi nutes
Pressurising valve - pressuri si ng pressure
Forward ti lt = 125 bar
Air filter
Fi lter fi neness
20 ( absolute )
Operati ng pressure - bypass valve
0.25 0.05 bar
H ydraulic tank
C apaci ty
dependi ng on mast type = 21 to 23 li tres
Hydrauli c oi l ( OZ )
Quali ty to D IN 51524 /part 2 or ISO VG 46 HM
S p eed s
Tele / N iho
Triple
Li fti ng at rated load
6030/31/33/34
6032/35
0.53 m/sec
0.45 m/sec
0.50 m/sec
0.43 m/sec
Tolerance 12 %
Ti lti ng at rated load (pre-ti lt)
up to rated stroke 3500 mm mi n. 0.12 / max. 0.20 sec per

degree
up to rated stroke 5000 mm mi n. 0.20 /max. 0.37 sec. per
degree
above rated stroke 5000 mm mi n. 0.37 / max. 0.56 sec per
degree
Loweri ng at rated load
0.45 - 60 m / sec.
(2)
10
Hydraulic system
A pressurising valve installed in the tilt valve

(connection A ) prevents automatic forward tilting of
the mast.
The hydraulic oil drawn out of the tank (4) by the gear
pump (5) via the filter flows to a priority valve (6)
connection P.
The oil volume required for the steering is supplied to
the steering unit at this point.
The residual oil volume is supplied via connection EF
to the control valve block (2) connection P.
With only minor actuation (displacement) of a valve,
the oil flows with low circulation pressure through the
control valve block from connection R back into the
tank.
With further actuation, an oil volume corresponding
to the valve displacement flows from connection A1
to the lift cylinders (7) and from A2 and B to the tilt
cylinders (9) and an attachment (1) in the additional
hydraulics.
A lowering brake (8) limits the load lowering speed.

For functional description of lowering brakes and
check valves installed in the masts, see Group 20.
For functional description of steering hydraulics, see
Group 06.
Attention
Before carrying out any work on the
hydraulic system, fully lower the fork
carriage and disconnect the battery
connector.
The following functional components are contained in

the control valve block (2) :
- A stop valve prevents excessive automatic lowering
of the load.
- A relief valve protects the hydraulic system against
overloads.
(3)
10
Control valve block
1. Valve carrier fixing bolts

2. Pin
3. Balancer
4. Control symbols
5. Megibuffer
6. Axle
7. Control valve block
8. Control lever
9. Hood
10. Lever
11. Control valve block fixing bolts
12. Rubber pad
13. Bolt
14. Valve carrier
Function:
When actuating a control lever (8), the slider of the
control block valve (7) is pushed in or pulled out. The
pump motor is controlled via the sender flanged to
the control valve block (7).
Design
The valve carrier (14) is flexibly fixed in rubber pads
(12) to the chassis partition. On the upper side of the
control lever (8), various control symbols (4) are
provided corresponding to the respective functions.
The balancer (3) with hood (9) and control lever (8)
are supported rotatable on the valve carrier (14).
To open the battery hood, the hood (9) must be tilted
forward after releasing the pin.
Removing control valve block
- Fully tilt mast forward and lower fork carriage.
- Disconnect battery connector.
- Unscrew covering
- Disconnect all electrical and hydraulic connections.
- Unscrew fixing bolts (1) of valve carrier (14) and
remove complete valve carrier from the chassis panel.
- Remove all bolts (13) between levers (10)
and valves (3).
- Separate control valve block (7) from valve carrier
by loosening screws (11).
Maintenance information
The following bearing points must be greased:
- Bolts (13) for valve and lever connection (10).
- Levers (10) on axle (6).
(4)
10
Control valve block - design
(5)
10
Control valve block

Design
Sender/Sensor (9 a-d) :
I. Control valve block - lift/lower

II. Control valve - Additional hydraulics 1
III. Control valve - Additional hydraulics 2
ATTENTION
To prevent the senders mutually influencing each
other, senders with different frequencies will be
installed at the control valve block from January
2000.
1. Valve slider
2. Relief valve
3. Plug - Stop valve/lift
4. Connection A1 - (lift/lower)
5. Connection P - (pump line)
6. Connection A2 - (backward tilt)
7. Connection B - (forward tilt)
8. Connection R - (return tank)
9a-d. Sender (inductive sensor)
10. Shroud with wiper
11. Shroud fixing bolts
12. Sender fixing bolts
13. Block bolts
14. Connections - additional hydraulics 2
15. Connections - additional hydraulics 1
16. Plug - pressurising valve - tilt
Sender 9a = Bosch No. 0 538 009 188

Sender 9b = Bosch No. 0 538 009 189
Sender 9c = Bosch No. 0 538 009 188
Sender 9d = Bosch No. 0 538 009 183
The Bosch numbers are on the sender housings.
Relief valve setting

Setting value
The slider bank (I) includers the slider (1) for the lift
and tilt hydraulics. If no further control valves are
provided for additional hydraulics, a plate is fitted at
this block downstream of the tilt valve.
T h e
control valves (II) and (III) for the additional hydraulics
are generally identical in terms of function and design.
The control valve (III) for the additional hydraulics is
simultaneously designed as a plate.
If the control valve block only has one additional
hydraulics, the control valve (II) is replaced by the
control valve (III).
Sealing of the control valve blocks with respect to
each other takes place with O-rings and retaining
rings in the flange surfaces.
Installation information
- Any repairs to the slider bank must be carried out
with particular care, as any fouling and damage to
sealing surfaces can result in malfunctions and leaks.
- The tightening torques, particularly for the block
bolts (15) must be observed.
- The lift/lower valve (arrow) must not be turned more
than 55 to each side.
) ( 6)
: 250 bar
Setting range : 100 - 260 bar

Tightening torques
Pos 2
Pos 3
Pos 11
Pos 12
Pos 13
=
=
=
=
=
46
29
5.5
3.5
25
+
+
+
+
+
15
10
1.8
1.2
8
Nm
Nm
Nm
Nm
Nm
10
Control valve block - Function diagram
STILL GmbH Position as per: 10/1999 (replaces version:
(7)
10
Control valve block

Function diagram
I
II
III
= Control valve block - lift/lower

= Control valve - additional hydraulics 1
A1
A2
B
A+B
= Connection - lift/lower
= Connection - backward tilt
= Connection - forward tilt
= Connections - additional hydraulics
P
R
= Connection - pump line

= Connection - tank return
Stop valve - lift/lower (4)

The stop valve in connection A1 to the lifting cylinders
prevents automatic lowering of the load in a neutral
position of the valve.
Sender (5a - d)
The senders (5a-d) connected to the valves (3) set
the pump motor speeds according to the valve
deflection.
NOTE
The pump motor speeds provided for the individual
hydraulic functions as a basic setting as well as
replacement and adjustment of the sender are shown
in the chapter Sender - pump motor speeds in
Groups 10 and 13.
1. Relief valve
2. Check valve
3. Valve
4. Stop valve - lift/lower
5. Sender (inductive sensor)
6. Control valve
7. No-load channel
8. Pressurising valve - tilt
Control valve (6)

The control valve installed between the pump channel
P and tilt valve limits the oil flow for tilting to maximum
26 l/min.
Pressurising valve - tilting (8)
The pressurising valve prevents automatic forward
tilting of the mast or load.
Function
On actuation of a valve (3), the pump motor speed
and in turn the delivery capacity of the hydraulic pump
is regulated proportional to the valve stroke via the
sender (5).
With only minor valve displacement, the oil entering
P flows via the no-load channel (7) through the control
valve up to the plate or valve and from there via the
return channel R back into the tank.
The no-load channel is closed with increasing valve
displacement and the oil flows via the pump channel
P to the load.
On activation of a load, the relief valve opens when
the set final pressure is exceeded in the pump channel
and the oil flows via the return R into the tank.
Set pressurising pressure = 125 bar
Check valves (2)

The check valve installed between the pump channel
P and valves (3) prevent the oil flowing back into the
pump channel.
(8)
10
Control valve - Lifting/Lowering
1
26
25
3
4
24
R
23
A1
22
21
5
20
19
18
10
11
17
12
13
16
14
15
(9 )
6
7
8
9
10
Control valve
Lifting/lowering
The spring chamber is accordingly pressure relieved

and the valve cone (21) is forced upwards against the
spring (23) by the load pressure. The oil can discharge
from the lifting cylinders into the return.
A1 = Connection lifting cylinder

P = Pump channel
R = Return channel
Stop valve (Item 21- 26)

In the event of excessive automatic lowering of the
load, the stop valve must be checked for fouling or
damage.
1. Valve
2. Wiper
3. Shroud
4. O-ring
5. Ball
6. Spring
7. Plug
Check valve
8. O-ring + retaining ring
9. Circlip
10.Thrust washer
11. Return spring
12.Spacer
13.Sleeve holder
14.Sleeve
15.Sender (inductive sensor)
16.Sender fixing bolt
17 +18. Spring washer
19.Retaining ring
20.O-ring
21.Valve cone
22.Bore
23.Spring
Stop valve
24.Screw plug
25.O-ring
26.Bore
- Remove screw plug (24)

- Remove spring and valve cone
- Check bore (22) for clear passage
NOTE
According to UVV, the maximum permissible
automatic lowering of the load can be maximum 100
mm in 10 minutes.
Test :
- Lift the rated load about 0.5 m
- After 2 minutes waiting time, mark fork carriage
and outer mast
- After 10 minutes, measure lowering path
Check valve (Item 5- 9)
If the load initially lowers a certain amount within the
fine control range before being lifted, the ball seat (5)
may be fouled or the spring (6) faulty.
In this case, the control valve block must be renewed.
Valve position (1)
The valve (1) must not be rotated more than 55 to
the left or right, otherwise malfunctions can occur at
the stop valve
Function
On downward actuation of the valve (1) (lifting), the oil
flows from the pump channel P via the ball (5) of the
check valve and via the raised valve cone (21) of the
stop valve for connection A1 to the lifting cylinders.
- The fault carriage cannot be lowered.- The load

lowers automatically too quickly.
Renew valve seal (Items 2, 4, 19, 20)
After lifting the load and a neutral position of the valve

(1) (see Fig.), the ball (5) of the check valve is forced
into its seat by the spring (6).
See chapter Control valve, additional hydraulics.

Sender (Items 12, 13, 14, 15)
Replacement and adjustment, see chapter P u m p
motor speed sender
The valve cone (21) is also forced downwards into its

seat by the spring (23) and the pressure which is
active in the spring chamber via the bore (22).
This prevents automatic lowering of the load.
Tightening torque:
Item 16 = 3.5 + 1.2 Nm
Item 24 = 29 + 10 Nm
On upward actuation of the valve (lowering), the spring

chamber is connected to the return channel R via
the bore (26).
(10 )
10
Control valve - Tilting
(11 )
10
Control valve
Tilting
The oil discharged from the front tilt cylinder chambers
flows via the connection A2 to the pressurising valve.
When the set pressurising pressure is reached, the
valve cone (25) is opened and the oil can flow via the
bores in the valve disk (26) and via the slider opening
into the return R.
A2 = Connection - backward tilt

B = Connection - forward tilt
P = Pump channel
R = Return channel
1. Slider
2. Wiper
3. Cover plate
4. O-ring
5. Cross-section reducer
6. Spring
7. Piston
8. Pin
9. Bores
Check and
10. Housing
control valve
11. Spring
13. Circlip
14. Screw plug
16. Thrust washer
17. Return spring
18. Spacer
19. Sleeve
20. Sleeve
22. Sender fixing screw
23. Spring washer
24. Washer (stroke limiter)
25. Valve cone
26. Valve disk
Pressuring valve
27. Spring
28. O-ring
29. Spring
30. Pressurising valve screw plug
After tilting and a neutral position of the slider (1)

(see Fig.), the housing (10) of the control and check
valve is forced back into its seat by the force of the
spring (11).
Check and control valve (Item 5 - 14)
An oil volume of maximum 26 litres/minute flows from
the control valve via a cross-section reducer (5) and
via the bores (9) for the tilt function.
For function of check valve, see chapter Lift/lower
control valve
Pressurising valve (25 - 27)
NOTE
In the event of excessive automatic forward tilting of
the load (see UVV test), the complete pressurising
valve must be replaced.
NOTE
With the single-lever control variant for the lift/tilt
functions, the pressurising valve is omitted in the
control valve. For this, a pressurising valve is installed
in the feed line to the tilt cylinder (see chapter
Pressurising valve).
Function
On downward actuation of the slider (1) (backward
tilt), the oil flows from the pump channel P via a
control and check valve (5-14) lifted from its seat and
via the valve disk (26) of the pressurising valve lifted
from its seat to connection A2 to the front tilt cylinder
chambers.
The oil discharged from the rear tilt cylinder chambers
can flow via connection B into the return R.
Sender (Item 18, 19, 20, 21) :

See chapter Pump motor speed sender
Renew slider seal (Item 2, 4, 15):

See chapter Control valve additional hydraulics
Tightening torque: Item 22 = 3,5

On upward actuation of the slider (1) (forward tilt), the
oil flows from the pump channel P via the control
and check valve to connection B to the rear tilt
cylinder chambers.
( 12)
+ 1,2
Nm
10
Control valve
P
R
(13 )
10
Control valve
ATTENTION
The sleeve (14) mounted on the sleeve holder (13)
must not be shifted, as this will change the output
voltage of the sender.
A + B = Attachment connection
1.
Valve
2.
Wiper
3.
Shroud
4.
O-ring
5.
Ball
6.
Spring
7.
Plug
8.
O-ring + retaining ring
9.
Circlip
10. Retaining ring
11.
Return spring
12. Spacers
13. Sleeve holder
14. Sleeve
16. Sender fixing bolt
17+18. Spring washer
19. Retaining ring
20. O-ring
Mark position of lift/tilt valve (valve must not be reinstalled rotated).

Remove valve (1) from below.
Fit new wiper (2) and O-ring (4) in block and fit
shroud (3).
Fit new O-ring (20) and retaining ring (19) on valve
up to retaining ring (10).
ATTENTION
Seals can be damaged by sharp valve edges.
Refit valve (1) in block.
Fit new spacers in sender housing (15).
Carefully slip sender (15) over sleeve holder and
screw
to
valve
block.
Alternately tighten bolts (16) with the prescribed
tightening torque.
Function
There are two types of control valve for the additional
hydraulics.
Tightening torque: Item 16 = 3,5 + 1,2 Nm

Sender (Items 12, 13, 14, 15)
See chapter Pump motor speed sender.
as an end block with integrated plate

as a centre block (e.g. third control valve with double
additional hydraulics)
Check valve (Items 5 - 9)

See chapter Lift/lower control valve.
The function is basically identical.

On upward or downward actuation of the valve (1), the
oil flows from the pump channel P via the check
valve ball (5) forced out of its seat to the connections
A and B to the attachment.
Renew valve seals (Items 2, 4, 19, 20)
When sealing the valves (1), particular care must be
taken, as these are adjusted to the senders (15).
Remove control valve block
Remove shroud (3)
Loosen bolts (16)
Carefully remove sender (15) from sleeve holder (13)
Take care not to lose any spacers (12)
(14 )
10
Control valve block

Relief valve
1. Cap
2. Lock nut
3. Washer
4. Adjusting screw
5. O-ring
6. Spring
7. Valve housing
8. O-ring
9. Valve disk (valve seat)
10. Valve cone
1
2
3
4
5
6
7
8
The relief valve in the lifting/tilting control valve block

protects the hydraulic system against overloads.
If, e.g. a load is fully lifted and the final pressure set
at the valve is exceeded, the valve cone (10) is forced
out of its seat (9) against the spring (6). The
pressurised oil at P can flow into the return R to
the hydraulic tank.
After loosening the lock nut (2), the pressure can be
increased or reduced by tightening or loosening the
adjusting screw (4).
9
10
P
1
Set final pressure : 250 bar

(Setting ranger: 100 - 260 bar )
ATTENTION
Do not remove any washers (3).
Do not set the pressure higher than 250 bar.
NOTE
If fouling of the valve cone seat is suspected (e.g.
with reduced lift or tilt), unscrew valve housing (7),
remove spring (6) and valve cone (10) and check valve
seat for foreign bodies.
In case of damage, renew the complete relief valve
and set the pressure to 250 bar.
Tightening torques:
Valve housing (7) : 46 + 15 Nm
Lock nut
(2) : 13.5 + 4.5 Nm
Block seal
Pump channels P and return channels R are sealed
on the flange surfaces of the control valves and plate
by means of O-rings (1) and retaining rings (2).
1
Installation note: Do not clean flange surfaces with
cloths or paper cloths. Fibres on the O-rings can
impair the tighteness of the seal.
Recommended: Wipe sealing surface with the palm
of the hand.
In case of leaks at the gaskets, check tightening
torques of the tie rods.
P
P
1
2
1
R
(15 )
10
Control valve block

Sender function and replacement
Adjustment
At a supply voltage of 10 V (measured between
connection A and C), an output voltage of 4.4 5.6 V must be present at the sensor in a neutral
position of the valve at connection B (measured
between connection B and C) .
The output voltage must be corrected if necessary
by moving the sleeve (5) through the cover opening
(7).
NOTE
Only use antimagnetic and electrically insulating
material (plastic or ceramic) as a tool (do not use
steel, copper, etc).
1. Valve
2. Collar screw
3. Spacer
4. Sleeve holder
5. Sleeve
6. Sensor
7. Cover
8. Fixing bolts
A = Supply voltage ( + )
B = Output voltage
C = Ground ( - )
- Refit cover (7).

The sender consists of the sleeve holder (4)
permanently screwed to the valve and the sensor (6)
with plug connector.The sender is adjusted to the
valve stroke by means of spacers (3).
The output voltage of the sender can be adjusted with
a movable sleeve (5) on the sleeve holder (4).
The output voltage changes with displacement of the
valve (1) proportional to the valve stroke.
For replacement of the sender (replacement delivery
consists of Items 4, 5, 6 and 7), the following must
be observed :
Item 4 = 0.5 + 0.17 Nm

Item 8 = 3.5 + 1.2 Nm
Tightenting torques:
2
3
4
Removal
- After removing the bolts (8), carefully remove the
sender (6) from the sleeve holder (4), taking care not
to lose any spacers (3).
- The sleeve holder is screwed with Loctite into the
collar screw (2). If the sleeve holder has to be removed
(normally unnecessary), the adhesive point must be
heated for unscrewing if necessary (remove control
valve block).
- Thoroughly clean the collar screw thread and fit
sleeve holder with Loctite 243.
- If readjustment of the sender should be necessary,
the sleeve (5) must be removed to the extent that the
end protrudes about 1 mm above the sleeve holder
and the cover (7) removed.
8
5
6
Installation
Carefully slip sensor with fitted spacers over the sleeve
holder and screw to valve block.
Alternately tighten bolts (8) with the prescribed
tightening torque.
Pump motor speeds (without load):

Lifting
3000 rpm
Tilting
up to rated stroke 3500 mm
1100 rpm
650 rpm
500 rpm
Additional hydraulics 1 and 2
(16 )
See group 13
Workshop manual
10
6030 - 35
Control valve block

2
1,2 mm
1. Union with cross-section reducer bore

2. Cross-section reducer marking (recess)
In the event of possible malfunction of the pump motor
control (excessive pump motor speed), to counteract
rapid inclination of the mast, in the case of the masts
from a rated stroke of 5000 mm

a threaded pipe (1) with a cross-section reducer bore
of 1.2 mm diameter is installed in connection B of
the tilt control valve.
Union tightening torque: 66 Nm
NOTE
The installation of a cross-section reducer union (1)
is recognisable by the outer recess (2) on the
hexagon.
ATTENTION
For replacement of the mast, a check must be made
to ascertain whether or not these cross-section
reducer unions need to be used depending on the
mast type.
17
10
Pressurising valve
Single lever actuation variant
With single lever actuation for lifting and lowering, the
pressurising valve integrated in the control valve block
is omitted in connection A.
Installed between the control valve block (2),
connection B and tilt cylinder (3) (front cylinder
chambers), a pressurising valve (1) in the piping
prevents automatic forward tilting of the mast.
The pressurising valve only allows tilting with pump
pressure.
The pressurising valve is marked -P- and -R- at the
connection points.
R > P
P > R
= Free flow
= Pressurised

(Setting range = 0-130 bar)
R
Design
1. Housing
2. Valve screw
7
8
3. Freewheel balls
4. Seal
5. Cone with damping
6. Spring
7. Adjusting screw
5
4
3
2
8. Plug
9. Seal
9
1
P
(18 )
10
Pressurising valve
Check pressurising valve (UVV) :
- Note rated load
- Park vehicle on a horizontal plane and place mast
vertical.
- Attach an angle-measuring instrument (spirit level)
(1) to the mast (2).
- Set keyswitch to 0 position and check that tilt slider

of control valve is in a neutral position.
Note:
According to UVV, the mast must now no longer move
forward by more than 0.5 degrees per minute.
In the event of too rapid forward tilting, it is possible
that the cone seat (5) is fouled.
Remove pressurising valve and check for fouling.
2
Dismantling
- Remove pressurising valve.

- Note dimension X.
- Unscerw adjusting screw (7) with circlip plier.
- Remove spring (6) and valve cone (5).
- Check valve seat for fouling and damage.

- Fit Items (5) and (6) and screw adjusting screw (7)
back into the old position (dimension X).
6
Note
After dismantling twice, the action of the plug (8) is
no longer ensured.
5
4
3
2
9
1
P
(19 )
10
Lowering brake
1. Restrictor
3 Valve housing
2. Hexagon housing
4. Control piston
(lowering brake valve)
6. Nut
8. Adjusting nut
5. Spring
7. Spring washer
F
2
Function
A lowering brake valve (3) screwed into the hexagon
housing (2) ensures a constant lowering speed,
largely independent of the size of the load.
The lowering brake is installed in the feed pipe to the
mast directly at connection B of the lifting/lowering
control valve block.
An arrow on the housing (2) indicates the free flow in
the direction of the mast with correct installation.
3
4
5
6
7
Lifting
(direction of flow F ---> B)
The oil flowing from the control valve to the lift cylinders
can flow unhindered through the lowering brake, as
the restrictor (1), pushed out of the control piston (4),
does not produce any flow resistance.
Lowering (direction of flow B ---> F)

The action of the oil flowing back from the lift cylinders
causes the restrictor (1) to be pushed into the control
piston (4). The oil has to flow via an annular gap.
As a result of the occurring flow resistance, the control
piston (4) is pushed further into the housing (3) against
spring force. Depending on the size of the load, flow
bores in the control piston (4) are closed and the oil
flow is throttled.
The lowering brakes are adjusted to the vehicles and

masts, i.e. independent of the operating pressure, to
a specific operating flow.
The following lowering brakes are installed:
6030/31/33/34
SS 3 36 / 170
6032/35
SS 3 42 / 170
Type designation, operating flow and operating

pressure are shown on the hexagon housing (2) and
on the front of the lowering brake valve housing (3).
Example :
Type = SS3
Operating flow = 36 Liter
Operating pressure = 170 bar
ATTENTION
The maximum permissible lowering speed is
0.6 m/sec.
B
)
(20 )
10
Hydraulic pump
Installation
Type
: Gear pump
Delivery
: 14 cm 3 /per revolution
Direction of rot . : Counter-clockwise (arrow on pump)
Drive
: Pump motor (1) via pump
shaft and catch (2)
Seal
: Radial seal in pump motor
and O-ring (3)
- For the installation of a new pump, the seals

(5 + 9) must be renewed.
- Fit catch (2) on pump shaft journal.
- Grease O- ring (3) on pump neck.
- Place pump in pump motor (1), so that the motor
shaft journal engages in the catch (2).
- Fix pump with two bolts (8) to the motor.
- Fix intake duct (10) of air intake to the pump.
- Fix oil supply line flange (7) to the pump.
- Connect air intake hose (11) to air filter cover.
Function
The hydraulic oil sucked out of the tank by the pump
(4) via the line (11) flows under pressure via the line
(7) to the priority valve.
Tightening torques: Item 8 = 50 + 10 Nm

Removal
- Fully lower fork carriage and tilt mast fully forward.
- Disconnect battery connection and remove plate.
- Jack up left vehicle side (see Group 01).
- Remove left front wheel.
- Disconnect air intake hose (11) from air filter cover.
NOTE
Pump removal and installation is easier with the
battery removed.
NOTE
In the event of pump noise, oil foaming in the tank,
delayed or no load movement, a check must be made
to see whether there are any leaks at the radial seal
in the motor, at the O-rings (3 + 9) or at other air
intake connections (10 + 11).
- Remove intake duct (10) from the pump (four bolts

Item 12) and remove air intake hose from above.
- Disconnect oil supply line (7) from the pump
(four bolts Item 6)
- Unscrew two fixing bolts (8), see Fig. 2 and remove
pump (4) from the motor.
(21 )
10
Hydraulic tank
The metal hydraulic tank is located in the cowl below
the plate. The tank is supported in rubber pads, bolted
to the chassis partition and floor plate.
1. Hydraulic tank
2. Floor plate fixing
3. Air filter
4. Chassis partition fixing
5. Screw plug
6. Return - steering
7. Return - control valve block, connection R
8. Breather filter with dipstick
9. Bush
10. Pipe for filter cartridge
NOTE
- The tank can only be removed with the battery
removed in order to loosen the fixng (4) on the chassis
partition.
- The tank can be removed with oil filling.
Removal
- Tilt mast back and fully lower fork carriage.
- Remove battery.
- Jack up right vehicle side and remove right front
wheel.
- Remove plate.
- Remove return hoses (6+7) and disconnect air
intake hose from air filter (3).
- If the hydraulic oil is to be drained, unscrew screw
plug (5) and discharge oil into a collecting container.
- Loosen fixing (4) on chassis partition.
- Loosen fixing on floor plate (2) on the right side of
the tank (on the left side, the tank is suported on ly
one one rubber pad).
- Remove drained tank upwards.
With the tank filled, screw one M8 eye bolt into
the bush (9) and remove tank with lifting gear.
Installation
- Prior to installation of the tank, ensure that the
rubber pad on the left side is placed in the hole in
the floor plate.
(22 )
10
Hydraulic tank
1. Hydraulic tank
2. Floor plate tank fixing
3. Air filter
4. Battery partition tank fixing
5. Oil drain screw
6. Return - steering
7. Return - control valve block, connection R
8. Breather filter
Hydraulic oil change
Every 3000 operating hours, however, minimum every
two years.
-
Place vehicle horizontal.

Fully tilt back mast.
Gabeltrger vollstndig absenken
Disconnect battery connector.
Remove plate.
Unscrew breather filter (8).
Unscrew drain screw (5) and discharge oil into a
collecting container.
- Screw in drain screw and tighten.
- Fill new hydraulic oil via breather opening (8).
- Check oil level.
Hydraulic oil ( OZ )
Quality according to DIN 51524, part 2/HLP
ISO VG 46 HM
Level check
- Place vehicle horizontal.
- Fully tilt back mast and fully lower fork carriage.
- Remove breather filter (8)
- Check that oil level reaches I or II mark on dipstick.
- Refill hydraulic oil if necessary.
- Re-insert breather filter.
Mast
Overall height (mm)
Filling capacity (Litres)

6030/31/33/34
6032/35
Tele
up to 3260
21
21
Niho
up to 2710
21
21
Triple up to 3260
21
23
Mast
Overall height (mm)
Marking
6030/31/33/34
6032/35
Tele
up to 3260
II
II
Niho
up to 2710
II
II
Triple
up to 3260
II
Breather filter
The breather filter (8) with a filter fineness of 25
prevents dust and dirt entering the hydraulic tank.
The breather filter must be renewed every 3000
operating hours.
The specified filling capacities correspond to the

total filling capacity of the hydraulic system.
(23 )
10
Air filter
Function and maintenance
Type : Air filter with paper filter cartridge withg bypass
valve and strainer.
Paper filter cartridge (3) :
Filter fineness = 15 (nominal)
Bypass valve(1) : Operating pressure: 0.25 0,05 bar
Strainer
(2) : 200
1. Bypass valve
2. Strainer
3. Paper filter cartridge
4. Seal
5. Air intake to pump
6. O-ring
7. Filter cover
8. Nut (4)
9. Hydraulic tank
10. Pipe
11. Notch
The oil sucked out of the tank by the hydraulic pump
flows through the filter cartridge (3) from the outside
to the inside.
.
For protection of the hydraulic pump, the bypass valve
(1) opens at a low pressure of 0.25 0.05 bar (filter
cartridge clogged) and allows the oil to flow via a
strainer (2).
The insertion depth of the paper filter cartridge (3) is
limited by notches (11) in the pipe.
NOTE
In the event of jerky load movements or none at all,
loud pump noise or foaming oil, the packing Items
Pos. 4 and 6 and the connection of the filter cover
Item 7 to the air intake hose must be checked for air.
Paper filter cartridge (3) replacement
- Loosen nuts (8).
- Lift cover (7) and remove from filter cartridge (3).
- Remove filter cartridge.
- New seal (4) at pipe (10).
- Fit new filter cartridge (3) in pipe (10).
- Fit cover (7) and tighten with nuts (8).
NOTE : Do not clean paper filter cartridges.
Replace if clogged.
Maintenance intervals
Change paper filter cartridges (3) minimum every 3000
operating hours.
(24 )
10
Hydraulic unions
Tilt cylinder unions
The threaded pipes are plastic coated for sealing in
the cylinder barrel at the thread (arrow).
Fitting :
After positioning the union in the cylinder barrel
(maximum one full turn), the following screwing depth
limits must be maintained :
minimum = 4 full turns
maximum = 5 full turns
NOTE
The correct position of the union must be achieved
when screwing in. Any unscrewing during or after
screwing will result in leaks.
In the event of leaks of the union, do not continue to
screw in any further, but renew instead.
Cone unions with O-ring (DKO)

The union nuts of these unions must be finally
tightened after tightening (noticeable resistance) with
maximum half a turn (180 ).
Any further tightening can result in deformation and
leaks.
180 o
(25 )
10
Hydraulic unions
Pipe union with soft seal (EO2)
The previously used antifriction collar pipe unions have

been replaced by a new, improved sealing union
system with soft seal.
The new unions consist of:
1. Function nut (union nut)

2. Seal
3. Retaining ring (antifriction collar)
Pipes (4) and threaded pipes (5) correspond to the

old antifriction collar pipe union.
Installation
Saw pipe at right angles
Deburr pipe internally and externally
ATTENTION: Any burr on the external diameter of the
pipe can damage the seal (2).
Screw function nut (1) with retaining ring (3) and seal
(2) hand-tight to the threaded pipe.
Insert pipe end into the union and fully push into the
internal cone.
ATTENTION:
Installation may be unsuccessful if the pipe is not
fully inserted.
6
Tighten function nut (1) until an increase in force can
be noticed (about 1 to 1 1/2 turns).
For this purpose, mark (6) the pipe and function nut.
(26 )
10
Hydraulic unions
Check
After installation, slacken function nut (1) and check
whether the gap between the seal (2) and retaining
ring (3) is closed.
2 3
Repeat installation
After each slackening of the function nut (1), repeat
installation must take place with the same torque as
in initial installation.
The threaded pipe (7) must be countered.
1
Seal replacement
In the event of leaks at the union, the seal (2) can be
removed from the free pipe end, checked for damage
or hardening and replaced if necessary.
(27 )
10
Speeds
The vehicles are delivered with the following working
speeds, measured with rated load:
Lifting:
Tilt speeds w ith load

(backw ard tilt)
( Tolerance 12 % )
Rated stroke - h3
above
to
6030
6031
6033
6034
6032
6035
Tele
0.53 m/sec.
0.45 m/sec.
Niho
Triple
0.50 m/sec.
0.43 m/sec.
3500
5000
Seconds per
degree
Tilt angle
3500
min. about 0.09

max. about 0.17
5000
min. about 0.17

max. about 0.31
min. about 0.31
max. about 0.47
NOTE:
For Niho and triple masts, the mean value from the
measured speeds in stroke I and stroke II is decisive.
Tilt time = Tilt speed x Tilt angle

Measurement must be made over the entire tilt range.
Lowering:
Tele mast
0.45 - 0.60 m/sec.
Niho/triple mast
0.40 - 0.60 m/sec.
NOTE
Special equipment on the vehicles may produce
deviating values.
ATTENTION:
0.60 m/sec. must not be exceeded!
Tilting:
Tilt speeds w ith load

(forw ard tilt)
Rated stroke - h3
above
to
3500
5000
Seconds per
degree
Tilt angle
3500
min. about 0.12

max. about 0.20
5000
min. about 0.20

max. about 0.37
min. about 0.37
max. about 0.56
(28 )
10
Hydraulic diagram
(29 )
10
Hydraulic diagram
1
Steering cylinder
Mast type
2. Steering unit
3. Oil tank
6030 - 35
4. Intake filter
5. Pump unit
7. Control valve block (double additional
hydraulics)
8. Control valve block (single additional hydraulics)
9. Pressurising valve 125 bar
10. Tilt cylinder
11. Lowering brake
12. Hose failure safety device
13. Lift cylinder
14. Sender (electric sensor for pressure indication)
15. Relief valve
16. Breather filter
17. Priority valve
18. Pressure switch
19. Hydraulic accumulator
20. Relief valve
Variants:
A = Pressure regulator with single additional
hydraulics
B = Pressure regulator with double additional
hydraulics
C = Hydraulic accumulator
(30 )
Tele
Niho
Triple
10
Workshop manual Joystick 6030 - 35
Table of contents
Page
32
Hydraulic system
Functional description of lift and tilt hyraulics
33
Actuation
Joystick/Function
Joystick/Function, installation information
Emergency lowering
34
35
Control valve block

Installation
Design
Arrangement - installation information
Diagram - function
Diagram - function
36
37
38
39
40
Control valve
Connection block - lifting/lowering
Tilting
Tilting
Additional hydraulics - end valve
Additional hydraulics - end valve
41
42
43
44
45
46
Control valve block

Relief valve, block seal
47
48
Hydraulic diagram
Diagram
Legende
49
50
(31 )
10

H ydraulic pumpe
D eli very capaci ty
14cm / revoluti on
D i recti on of rotati on
counter-clockwi se (arrow on pump)
Fi xi ng bolt ti ghteni ng torque
50 + 10 Nm
Pump motor speeds

(basi c setti ng)
Steeri ng
Li fti ng
500 rpm
wi thout load about 3000 rpm/ wi th load about 2550 rpm
Addi ti onal hydrauli cs (followi ng

attachment)
500 / 700 / 800 and 2550 rpm
Ti lti ng

above rated stroke 5000 = 500 rpm
C ontrol valve block

Reli ef valve
Setti ng value = 250 bar Setti ng range = 100 - 260 bar
Block bolt ti ghenti ng torque
13.5 + 4.5 and 25 + 8 Nm

P + A1 = G 1/2 , R = G 3/4 , A + A2 + B = G 3/8
Threaded connecti on
Ti lt cross-secti on reducer
from rated stroke 5000 mm = 0.9 mm
Permi ssi ble automati c foward ti lt
accordi ng to UVV = max. 0.5 Grad per second
Permi ssi ble automati c loweri ng
accordi ng to UVV = max. 100 mm i n 10 mi nutes

Forward ti lt = 125 bar / Backward ti lt = 40 bar
Pressurising valve - pressuri si ng pressure

Air filter
Fi lterfei nhei t
20 ( absolute )
Bypass valve operati ng pressure
0.25 0.05 bar
H ydraulic tank
C apaci ty
Hydrauli c oi l ( OZ )
dependi ng on mast type = 21 to 23 li tres

Quali ty to D IN 51524 / part 2 or ISO VG 46 HM
S p eed s
Li fti ng wi th rated load
Ti lti ng wi th rated load (forward ti lt)
Tele / N iho
Triple
up to rated stroke 3500 mm mi n. 0.12 / max. 0.20 sec. per

degree
up to rated stroke 5000 mm mi n. 0.20 / max. 0.37 sec. per
degree
above rated stroke 5000 mm mi n. 0.37 / max. 0,.6 sec per
degree
Loweri ng wi th rated load
6030/31/33/34
6032/35
0.53 m/sec
0.5 m/sec
0.50 m/sec
0.43 m/sec
Tolerance 12 %
0.45 - 60 m / sec.
)
(32 )
10
Hydraulic system
The control valve block (2) contains the following

functional components:
The hydraulic oil drawn out of the tank (4) by the gear
pump (5) via the filter (3) flows to a priority valve (6)
connection P.
The oil required for the steering is supplied to the
steering unit.
The residual oil flows via the connection EF to the
control valve block (2) connection P.
The control valve sliders are controlled by lifting
magnets via an electrical signal proportional to
actuation of the joystick (1).
With only slight actuation of the joystick and minor
displacement of a valve slider, the oil flows with low
circulation pressure through the control valve block
from connection R back into the tank.
On further actuation of the joystick, an oil volume proportional to the valve displacement flows from
connection A to the lift cylinders (7) and from A and
B to the tilt cylinders (9) and to an attachment (10) in
the additional hydraulics.
- A stop valve prevents excessive automatic lowering

of the load.
- A relief valve protects the hydraulic system against
overloads.
- Pressurising valves installed in the tilt valve
(connections A and B ) prevent automatic tilting of
the mast.
A lowering brake (8) limits the load lowering speed.
For functional description of the lowering brakes and
hose failure safety devices installed in the masts,
see Group 20.
For functional description of steering hydraulics, see
Group 06.
Attention
Before carrying out any work on the hydraulic
system, fully lower the the fork carriage and
disconnect the battery connector.
(33 )
10
Actuation/Joystick
The joystick (1), which can be moved to all sides, is
screwed to the armrest (2).
The armrest can be adjusted for height and moved
forward by loosening the locking wheel (3).
CAUTION
To prevent damage to the joystick, before opening
the battery hood:
- Move the seat right back
- Fully lower the armrest
1. Joystick (Multifunction lever)

2. Armrest
3. Locking wheel
4. Horn button (red)
5. Forward indicator switch (yellow)
6. Fine control (dark grey)
7. Function button for attachments (light grey)
8. Reverse indicator switch (yellow)
9. Balance
Moving the joystick to the left or right in conjunction

with the function button (7) activates various functions
in the additional hydraulics, i.e. attachment
movements.
Fine control (6)
Additionally actuating the fine control button halves
the working speeds of all loads.
NOTE
The joystick is only active with switched seat contact.
Moving the joystick forward or back activates lifting

or lowering of the load.
The mast can be tilted forward or back by moving the

balance (9) up or down.
(34 )
10
Actuation/Joystick
The following basic settings are provided for actuation
of the attachments.
Moving joystick to the left or right:
- Turn rotating head or roller clamp to the left or right
- Move sideshift to the left or right
Moving joystick to the left or right with F function
button depressed:
- Open or close sideshift
- Open or close clamp
Moving joystick forward or back:

- Lower or lift load
Moving joystick forward or back with F function
button depressed:
- Lower or lift bucket
- Move fork forward or back
NOTE
Further settings can be parameterised.
Emergency lowering
If in the event of failure of the valve control a lifted load
can no longer be lowered, it is possible to lower the
load manually.
- Open valve cover (1)
- Push in upper solenoid valve (3) with a screwdriver
or similar.
The lowering speed can be regulated by the amount
of pressure applied.
Removal of joystick
For this purpose, the joystick, emergency switch and
cover are screwed to the underside of the armrest.
1 = Screws for joystick housing
2 = Screws for joystick cover
3 = Screws for armrest cover
2
1
To remove the joystick, all screws 1 and 2 must be

loosened.
2
1
2
2
1
3
(35 )
10
Control valve block

Installation
Removal of control valve block
1. Rubber pad
2. Valve carrier fixing bolts
3. Control valve block fixing bolts
4. Valve carrier
6. Pin
7. Valve bonnet
8. Emergency lowering
9. Valve bonnet fixing screw

Unscrew valve covering.
Remove plate.
Disconnect all electrical and hydraulic connections
from control valve block.
- Loosen fixing bolts (2) of valve carrier (4) and remove
complete valve carrier with valve bonnet from
chassis panel.
- Separate control valve block (5) from valve carrier
by loosening bolts (3).
Design
- The control valve block is fixed to the valve carrier
(4) with three bolts (3).
- The valve carrier id flexibly fixed in three rubber pads
(1) to the chassis partition (7).
- The valve bonnet (7) is mounted rotatable on the
valve carrier (4).
- To open the battery hood, the valve bonnet must be
tilted forward after releasing the pin (6).
- Attached to the upper side of the valve bonnet is a
sign with the control symbols of the hydraulic
functions.
NOTE
Removal of the valve bonnet (7) from the valve carrier
(4) is only possible with the control valve block
removed.
- Remove screw (9) and remove valve bonnet (7)
laterally.
(36 )
10
Control valve block arrangement
(37 )
10
Werkstatt-Handbuch Joystick 6030 - 35
Control valve block

Design
The control magnet (8) pushes the lifting valve

downwards and opens the connection A to the
connection P.
The control magnet (11) opens the lowering valve and
opens the connection A to the return R (see also
chapter Function diagram).
I = Control valve block - lifting/lowering

II = Control valve - tilting
III = Control valve - additional hydraulics 1
IV = Control valve - additional hydraulics 2
1.-3. Block bolts
4. Magnet coils (push slider)
5. Magnet coils (pull slider)
6. Union nuts
7. Solenoid valve
8. Control magnet - lifting
9. Emergency lowering - manual
Installation information
10. Cap
11. Control magnet - lowering
12. Connection P (pump line)
13. Connection A (lifting/lowering)
14. Relief valve 250 bar
15. Travel adjustment - lift valve
16. Connection A (forward tilt)
17. Connection B (backward tilt)
18. Screw plug - pressurising valve 125 bar
19. Screw plug - pressurising valve 25 bar
20. Connections additional hydraulics 1
21. Connections additional hydraulics 2
22. Screw plug - Pressure regulator
The solenoid valve (7) can only be replaced as a

complete unit (solenoid valve and valve cartridge).
Loosen magnet coil fixing nut, remove magnet coil
and unscrew valve cartridge.
- The magnet coils (4 + 5) can be removed from the
oil supply line after unscrewing the union nut (6) and
renewed.
In the event of repairs to the slider bank, particular

care must be taken as any soiling and damage of
the sealing surfaces can result in malfunctions (valve
slider can no longer be moved by the control magnet)
and leaks.
- The tightening torques of the block bolts (1 to 3)

must be observed.
Tightening torques
Item 1
= 13.5 + 4.5 Nm
Items 2 and 3 = 25 + 8 Nm
The control valve blocks are delivered only complete

as 3 and 4 blocks:
3 block = control valve I, II and IV
4 block = control valve I to IV
The control valves II - IV (tilt and additional hydraulics)
are basically identical in design.
Additionally integrated in the control valve II (tilting)
are two pressurising valves and one flow control valve.
The control valve IV is designed as a plate.
Sealing of the control valves with respect to each other
takes place with O-rings and retaining rings on the
flange surfaces.
Function
The magnet coils (4) push the valve slider downwards
and open the connections B to the connection P,
as well as the connections A to the return R.
The magnet coils (5) pull the valve sliders upwards
and open the connections A to the connection P,
as well as the connection B to the return R.
38
10
Control valve block function diagram
B
A
IV
B
A
III
3
B
A
5
7
3
8
9
10
5
4
II
11
12
Y1
Y
13
2
1
R
39
10
Control valve block

Function diagram
Shuttle valves (3)

The shuttle valves ensure that the highest working
pressure is applied to the pressure regulator via the
control channels Y1 and Y on simultaneous actuation
of several loads.
I
= Control valve block - lifting/lowering
II
= Control valve - tilting
III
IV
A + B = Load connections
P
= Pump connection
R
= Return tank
Y
= Control channel
Y1
= Control channel - load
Stop valve in lower valve (4)

The stop valve (4) installed in the lower valve prevents
automatic lowering of the load in a neutral position of
the valve (5).
Check valves (5)
The check valves present in all control valves prevent
undesired load movements in the fine control range
and with simultaneous actuation of several loads.
1. Solenoid valve
2. Relief valve
3. Shuttle valves
4. Lower valve
5. Check valve
6. Control valve - lowering
7. Control valve - tilting
10. Control magnets
11. Check valve - lifting
12. Lift valve
13. Pressure regulator
Solenoid valve (1)

A safety valve that prevents undesired energisation
of the control valve block via the electronics. In a
non switched condition, the valve establishes a
connection between the control line Y and the return
R.
The pressure regulator (13) is opened and the oil
flows from P directly into the return.
Only when the joystick is actuated does the solenoid valve close and interrupt the connection between
the control line Y and the return R, so that the
pressure regulator (13) is closed and the oil flows to
the loads.
Function
The control valve block functions on the three-way
flow control principle.
In a neutral position of the valve, no pressure from
the load side is active.
The control channels -Y1- and -Y- are therefore
pressureless.
The oil entering at P can therefore open the pressure
regulator (13) against spring force and the oil pumped
by the pump flows virtually pressureless at R directly
back into the tank.
On displacement of a valve, the pressure produced in
the load is applied via the control channels Y1 and Y
to the pressure regulator and is closed by spring
force.
The oil is thus supplied to the load. The oil flow is
rgulated via permanently set pump motor speeds and
by actuation of the joystick.
Control valve - tilting (7)

Control valve - lowering (6)
These valves set to a specific oil flow limit the
maximum oil volume in order to protect the control
elements.
Pressurising valves (8 + 9)
The pressurising valves prevent automatic lowering
of the load
Pressurising pressure:
Item 8 = 125 bar
Item 9 = 25 bar
Check valve - lifting (11)
This valve is closed during lowering and in a neutral
position of the lift valve (12).
During lowering, the oil flows to the lower valve (4).
In a neutral position of the lift valve, automatic lowering
of the load is prevented.
When load is applied, the pressure in the control

channels increases and the relief valve (2) opens when
the set final pressure is reached.
As a result of the now higher pressure in the pump
channel P, the pressure regulator is moved against
spring force and the entire oil can flow via the open
return into the tank.
In the event of excessive automatic lowering of the

load, the valve must be checked for foreign bodies
and damage.
40
10
Control valve connection block lifting/lowering
41
10
Control valve
A = Load connection - lifting
P = Pump channel
R = Return channel
Y = Control channel
1. Cap
2. Control magnet - lifting
3. Control magnet - lowering
4. Plug connections
5. Control magnet plunger
6. O-ring
7. Lower valve
8. Lift valve rod
9. Valve housing
10.+11. Spring
12. Locking and adjusting screw
13. O-ring
14. Screw plug
15. O-ring
16. Stop
17. Spring
18. Valve rod
Regulator
19. Bore
20. Distance spacers
21. Dowel pin
22. O-ring
23. Screw plug
24. Flange for pressure pipe
25. Flange fixing bolt
26. Lower valve lock screw
27. Tilt valve flange
28. Valve seat
29. Vealve with spring
Lift check valve
30. Scheibe
31. Seege circlip ring
32. Seeger circlip ring
34. Sleeve
35. Spring
Lower control
36. Washers
valve
37. O-ring
38. Screw plug
When the pressure reaches the final pressure set at

the relief valve in the spring chamber via control
channel Y, it opens and allows oil to flow into the
return.
The now higher pressure above the rod moves the
same downwards and the entire oil flow can flow from
P to R back into the tank.
NOTE
In the event of failure of the hydraulic system (e.g.
no or minimal load movement), malfunctions of the
pressure regulator can be due to foreign bodies.
Check pressure regulator.
Unscrew screw plug (23).
Check rod for smooth movement (18) by depressing.
Remove rod upwards and check for marks.
Check spring (17).
Blow out bore (19) with compressed air.
ATTENTION
When carrying our work on the pressure regulator,
the existing distance spacers (20) must be refitted.
Lift rod (8)
During lifting, the rod (8) is pushed downwards proportional to joystick actuation by the control magnet
(2) via the plunger (5) against the springs (10+11).
The oil flows from P to A (lift cylinder).
The setting of the screw (12), which determines the
opening range of the rod, must not be altered.
Lower valve (7)
The valve is opened via the plunger (5) of the control
magnet (3) and the oil can flow from A into the return
R. The valve prevents, like the check valve (28-31),
automatic lowering of the load.
The valve (7) is is locked against rotation by a screw
(26).
This valve cannot be repaired.
Control magnets (2 + 3)
After unscrewing the union nut (1), the magnet coil
(2+3) can be removed from the pressure pipe.
For fitting new O-rings (6), the flange (24) and the
pressure pipe can be removed by loosening the
screws (25).
The control magnets (2+3) are identical in design.
Functions
Pressure regulator (14 - 23)
The oil entering the pressure regulator at P flows
via the bore (19) into the upper chamber between the
valve rod (18) and screw plug (23). If no valve is
actuated, the rod (18) is pushed downwards against
the spring (17). The oil flows from P virtually
pressureless into the return R.
Lower control valve (32 - 38)

During lower, the oil flows via the cross-section
reducer (33) through the bores in the sleeve (34) to
the lower valve (7) and into the return.
On actuation of a valve, pressure builds up in the

spring chamber (17) via the control channel (17). The
rod (18) is pushed upwards and the oil flow from P
to R is closed partly or completely.
42
10
Tilt control valve
3
4
5
6
7
23
24
25
P
26
A
27
28
27
Y1
9
10
11
12
13
14
15
16
26
25
24
23
17
18
19
20
21
22
43
10
Control valve
Tilting
A = Connection - forward tilt
B = Connection - backward tilt
P = Pump channel
R = Return channel
Y = Control channel
Y1 = Control channel - load
1. Union nut
2. Magnet coil (backward tilt)
3. Magnet coil (forward tilt)
4. Pressure pipe
5. O-ring
6. O-ring
7. Pull rod (magnet core)
8. Slider
9. Valve rod
11. Valve cone
12. Bores
Control and
13. Spring
check valve
15. Circlip
16. Screw plug
17. Washer
19. Spring
20. Spring
21. Nut
22. Slider screw plug
23. Pressurising valve screw plug
24. Spring
25. O-ring
26. Spring
27. Valve disk
Pressurising
28. Valve cone
valve
The oil discharged from a tilt cylinder chamber flows

via one of the load connections A or B to the
pressurising valve (26 - 28). When the set
pressurising pressure is reached, the valve cone (28)
is lifted from its seat and the oil can flow via the bores
in the valve disk (27) and via the slider opening into
the return R.
Control and check valve (9 - 16)
An oil volume of maximum 26 litres/minute flows form
this valve via a cross-section reducer (10) and via the
bores (12) for the tilt function.
This valve also has athe function of a check valve
due to the valve cone (11).
Pressurising valves (26 - 28)
Set pressurising pressure:
Connection A
Connection B
In the event of excessive automatic tilting of the load

(see UVV test), the complete pressurising valve must
be replaced.
ATTENTION
The slider screw plug (22) and also the nut (21) must
not be loosened in any event, otherwise the slider
travel set by the manufacturer will be altered and
malfunctions will result.
Resealing at the O-ring (6) and (18), as well as removal of the pressure pipe (4) and the slider (8) is
therefore not possible.
Function
Proportional to joystick actuation, the slider (8) is:
- Pulled upwards by the magnet coil (2) via the pull
rod (7) and opens the connection A (forward tilt)
to the pump channel P.
- Pulled downwards by the magnet coil (3) via the
pull rod (7) and opens the connetion B (backward
tilt) to the pump channel P.
The oils flows from P via the cross-section reducer
(10), the valve cone (11) lifted from its seat, the slider
opening and the valve cone (27) of the pressurising
valve lifted from its seat to the load connection A or
B.
The oil discharged from a tilt cylinder flows via one of
the load connections A or B to the pressurising
valve (26 - 28).
= 25 bar
= 125 bar
44
10
Control valve additional hydraulics/end valve
3
4
5
6
7
Y1
10
11
12
13
14
15
16
17
18
19
45
10
Control valve
Additional hydraulics/end valve
A = Connection - attachment
B = Connection - attachment
P = Pump channel
R = Return channel
Y1 = Control channel - load
1. Union nut
2. Magnet coil
3. Magnet coil
4. Pressure pipe
5. O-ring
6. O-ring
7. Pull rod (magnet core)
8. Slider
9. Ball
10. Spring
Check valve
12. Circlip
13. Screw plug
14. Washer
15. Spring
16. Spring
17. Adjusting screw
18. Screw plug
Function
Proportional to joystick activation, the slider (8) is:
- Pulled upward by the magnet coil (2) via the pull
rod (7) and opens the connection A to the pump
channel P.
- Pushed downward by the magnet coil (3) via the
pull rod (7) and opens the connection B to the
pump channel P.
The oil flows from P via the ball (9) lifted from its
seat and via the slider opening to the load connection
A or B.
ATTENTION
The slider screw plug (18) and also the nut (17) must
not be loosened in any event otherwise the slider travel
set by the manufacturer will be altered and
malfunctions will result.
Resealing at the O-ring (6) and (19), as well as removal of the pressure tube (4) and slider (8) is therefore
not possible.
46
10
Control valve block

Relief valve
Y = Control channel 6. Lock nut
R = Return
7. Adjusting screw
1. Valve disk
8. Plain washer
2. Valve cone
9. Valve housing
3. Spring
10. O-ring
4. Gudgeon pin
11. Housing
5. O-ring
Set value of relief valve: 250 bar
(Setting range = 100 - 260 bar)
When load is applied, the pressure in the control line
Y increases.
When the final pressure set at the relief valve is
reached, the valve cone (2) opens and allows the oil
to flow into the return. This causes the pressure
regulator to open and allows the entire oil volume to
flow into the return.
The final pressure can be increased or reduced by
unscrewing or tightening the adjusting screw (7).
ATTENTION
Do not remove any plain washers (8) and do not set
the pressure higher than 250 bar.
Lock adjusting screw (7) with lock nut (6).
NOTE
In the event of failure of the hydraulic system (e.g. no
or only minimal lift or tilt), malfunctions of the relief
valve can be caused by foreign bodies.
Unscrew relieft valve cartridge (1-9).
Unscrew valve disk (1) from valve housing (9) and
check valve cone seat (2).
11
10
9
8
Y
7
6
1. O-ring
2. Retaining ring
3. Shuttle valve
4. Block bolt bores
5. Aluminium plate
INSTALLATION INFORMATION
- For resealing, two additional aluminium plates (5)
must be bonded to the flange surface of the control
valves according to the dimensionally specified
position.
- Do not clean flange surfaces with a cloth or paper
cloths. Fibres on the O-rings can impair the
tightness.
It is recommended to wipe the surface with the
palm of the hand.
- Observe tie rod (4) tightening torques.
Block seals
Pump channel P, return channels R and control
channel Y are sealed on the flange surfaces of the
control valve by means of O-rings and retaining rings.
47
2 1
10
Control valve block

2. Cross-section marking (recess)
In order to counteract rapid tilting movements of the
mast in the event of failure of the pump motor control
(excessive pump motor speed), the masts
from a rated stroke of 5000 mm
are provided in the connection A of the tilt control
valve with a threaded pipe (1) with a cross-section
reducer bore of 0.9 mm in diameter.
NOTE
The installation of a cross-section reducer union (1)
is recognisable by the outer recess (2) on the
hexagon.
Tightening torque Item 1 = 66 Nm
ATTENTION
When replacing the mast, a check must be made to
ascertain whether this threaded pipe has to be used
or not, depending on the mast type.
48
10
Hydraulic diagram
49
10
Hydraulic diagram
Mast type
1. Steering cylinder
2. Steering unit
3. Oil tank
6030 - 35
4. Intake filter
5. Pump unit
6. Control valve block lift/tilt
7. Control valve block (single additional hydraulics)
8. Control valve block (double additional hydraulics)
9. Pressurising valves
10. Tilt cylinder
11. Lowering brake
12. Hose fracture safety device
13. Lift cylinder
14. Sender (electric sensor for pressure indication)
15. Relief valve
16. Breather filter
17. Priority valve
18. Pressure switch
19. Hydraulic accumulator
20. Relief valve
VARIANTS :
A = Pressure regulator with single additional
hydraulics
B = Pressure regulator with double additional
hydraulics
C = Hydraulic accumulator
50
Tele
Niho
Triple
Workshop manual
Table of contents
Page
Drive motor (AD20 axle)

Drive motor type
Circuit diagram
Position of motor terminals
Removing the drive motor
Fitting the drive motor
Removing the armature
Fitting the armature
Checking and replacing carbon brushes
Speed sensor bearing
Drive motor (exploded drawing)
Drive motor (sectional view)
4
4
4
5
5
6
6
7
7
8
9
Pump motor
Motor type
Position of motor terminals
Circuit diagram
Removing the motor
Fitting the motor
Checking and replacing carbon brushes
Speed sensor
Independent air cooling
Carbon brush monitor
Temperature monitor
Motor (exploded drawing)
Motor (sectional view)
Insulation test
General notes
10
10
10
11
11
11
12
12
13
14
15
16
17
18

forbidden.
Copyright reserved.
Position as per June 2000

(Replaces version: November 1999 )
11
6030 - 32
11
Type
GF 148 - P8
Manufacturer
JULI
Motor type
4-pole separately excited d.c. motor with

commutating poles
Voltage (V)
80
Current (A)
165
Excitation
12 V/16 A
Rated speed rpm
2500
Maximum speed rpm
3800
Overspeed test speed rpm
6500
Power (kW)
11
Mode
S2 (60min)
Degree of protection
IP 23
Insulation class
Carbon brushes
EG34D-J
a) Dimensions
12.5 x 25 x 40
b) Wear limit
15 mm, replace by residual length 17 mm

(on indication)
c) Quantity (units)
d) Carbon brush monitoring
yes (isolated)
Weight (kg)
146
Ventilation

forbidden.
Copyright reserved.
6030 - 6032 (AD20)
Position as per: November 1999

(Replaces version:
)
Group 11
Drive motor
Workshop manual
11
6030 - 32

forbidden.
Copyright reserved.

(Replaces version:
)

Group 11
Pump motor
6030 - 6032 (AD20)
Type
GP 116 - Q2
Manufacturer
JULI
Motor type
4-pole d.c.motor
Voltage (V)
80
Current (A)
132
Rated speed rpm
3000
Maximum speed rpm
4000
5000
Power (kW)
12
Mode
S3 (20%)
IP 23
Insulation class
Carbon brushes
A121
a) Dimensions
12.5 x 40 x 40
b) Wear limit
15 mm, replace by residual length 17 mm

(on indication)
c) Quantity (unit)
d) Carbon brush monitoring
yes (isolated)
Weight (kg)
35
Ventilation
11
Drive motor
Drive motor type
The four-pole separately excited machine with
commutating poles is integrated into the front axle.
It has a carbon brush and temperature monitor.
Independent air cooling supplies the machine with
cooling air.
(-)
(+)
A2 B1
F2
F1
(-)
(+) (+) (-)
A2 B1
F2
Circuit diagram
A1 / A2 = Rotor
M
B1 / B2 = Commutating pole winding
A1/B2
A1/B2
F1 / F2 = Field winding
Rechtslauf
right
rotation
A2 and B1 are the main current terminals of the rotor

and commutating pole winding. These terminals are
lead outside. Internally in the motor, the two terminals
A1 and B2 are interconnected, i.e. the rotor and
commutating poles are permanently interconnected.
F1 and F2 (see drawing) are the terminals of the
excitation winding and form the field (stator).
F1
F2
Linkslauf
left rotation

forbidden.
Copyright reserved.
Terminals
F1

(Replaces version:
)
(-) (+)
Workshop manual
6030 - 32
11
Drive motor
Removing axle with drive motor
The wheel gears can now be removed from the drive

motor housing (previously drain gear oil).
Fitting the drive motor and mounted wheel gears takes
place in reverse order, whereby the front axle fixing
bolts must be tightened with a tightening torque of
385Nm.

forbidden.
Copyright reserved.

(Replaces version:
)
When removing the drive motor, the vehicle must

initially be jacked up.
- Remove wheels
- Suppport mast and remove (see BG20)
- Remove floor plate
- Disconnect independent air cooling hose at motor
housing
- Disconnect main power cables (A2 and B1) and
field terminals (F1 and F2)
- Disconnect connectors x12 and x13
- Unhook parking brake cable (on lever of parking
brake actuating mechanism)
- Remove brake line at hydraulic brake housing
- Place hand elevating truck below the axle and
support
- Unscrew 12 axle fixing bolts (6 bolts per side)
- Remove axle from vehicle
11
Drive motor
Removing the armature
Removal:
- Jack up the vehicle
- Remove both drive wheels
- Drain gear oil on both sides of the wheel gear
- Loosen fixing bolt of left wheel hub (16 hexagon
socket screws M8) and remove the hub
- Remove planetary gear
(Note fitting position!)
- Remove circlip and washer in front of the speed
sensor disk
Attention
Do not force off against the sensor bearing!
Fitting the armature
Fitting of the brush yoke ring with speed sensor

bearing takes place with a threaded rod (600 long),
wheel nut 18x1.5, two washers ( 45mm e.g. washer on gear/chassis) and a sleevese ( 54mm, 70-80
long). Push the threaded rod through the armature
shaft and secure with washer and wheel nut. On the
brush yoke ring side, only the sleeve is additionally
placed between the washer and bearing. The brush
yoke ring can now be pressed in place with this
auxiliary construction.
Under no circumstances strike the brush yoke
ring with speed sensor bearing!
1 = Wheel nut
6 = Threaded rod
2 = Sleeve
7 = Armature shaft
3 = Washer
4 = Speed sensor bearing
1
4
7
5
2

forbidden.
Copyright reserved.
Fitting of the armature/rotor takes place in reverse

order and the following should be noted:
- Before fitting the aramature the washers must be
fitted in the axle
- The armature must be fitted against the pressure
of the washers (tightening device). The screw
holes in the brush yoke ring must be centered
with a mandrel if necessary.
- Note bolt tightening torques, e.g. wheel hub
bolts 67 Nm
- Gear oil must be filled from above into the filler
screw, the check screw is on the front face of
the wheel hub and must be located in 9 or 3
oclock position.

(Replaces version:
)
- Disconnect cable connections on the brush

yoke ring
- Remove carbon brushes (springs must
subsequently be reseated in the shafts)
- Separate plug connection on the brush yoke ring
from the carbon brush monitor and temperature
sensor and remove (do not crush!)
- Disconnect connector of the speed sensor to the
electrical installation. remove cover and place
cable in the motor contour (towards wheel side
- Unscrew brush yoke ring fixing screws (4
hexagon socket screws M6)
- Remove armature (extraction device)
- Note fitting position of washers on the axle
housing (Bellville springs)
Workshop manual
11
6030 - 32
Drive motor
Checking/replacing carbon brushes
1
Checking can take place through the openings on

the left (4x on the circumference) in the drive motor.
Only the plastic cover needs to be removed to gain
access to the carbon brushes.
The carbon brush spring must be lifted and locked in
place. The carbon brush can now be removed from
the brush shaft and measured with the aid of a vernier
caliper. If the wear limit is reached (25mm), the brush
should be replaced.
CARBON BRUSHES
The minimum remaining length of 15 mm is indicated

via the carbon brush wear indicator on the console
display (1).

forbidden.
Copyright reserved.

(Replaces version:
)
Carbon brush dimensions

The dimension X (see Fig.) for the new carbon brush
is 40 mm, the wear limit is 25 mm and the minimum
remaining length is 15 mm.
The carbon brush has the dimensions 12.5 x 25 x
40.
x12
The speed sensor bearing can be tested with 10 V
d.c. (voltage of vehicle electronics is applied on
contacting via connector x12!). The measuring
instrument must be connected to terminals 4 and 2
or 3. If the sensor is intact, a voltage jump (from
about 0V to about 8 V) must be measured, turning
the rotor slightly.
1 = Positive 10V (red)
2 = Spur B (blue)
3 = Spur A (white)
4 = Negative 10V (black)
2
1
3
4

(Replaces version:
)

forbidden.
Copyright reserved.
11
Drive motor
Workshop manual
11
6030 - 32

forbidden.
Copyright reserved.

(Replaces version:
)
Drive motor
Detail view of bearing
1 = Ball bearing
2 = Bellville springs
3 = Shaft seal (secured with Loctite 243)
4 = Insulator (secured with Loctite 243)
11
Pump motor
Pump unit
The pump unit is located below the floor plate on the
right-hand side and is arranged horizontally on rubber
mountings. The catch connects the drive to the gear
pump.
Pump motor type

The drive motor is a four-pole series-wound motor. It
includes a temperature monitor, carbon brush monitor
and a speed sensor.
Motor terminals
The motor terminals are laterally arranged. These are
the terminals A1 and D2.
(Replaces version:
)
Connection of temperature and cabron brush

monitors
The temperature monitor and carbon brush monitor
are connection to the electrical installation via
connector x15 (four-pole).
Speed sensor
The speed sensor is connected to the electrical
installation via connector x14 (four-pole).
The shaft ends are supported in the bearing retainer

plates via grooved ball bearings.
Circuit diagram
+
A1
X14
A1 and A2 = rotor (armature)

D1 and D2 = series winding
D2
X15
Neutral zone
The brush yoke ring is not adjustable. The neutral
position is ensured due to the design.
10
(D1)
( A2)

forbidden.
Copyright reserved.
Armature support
11
Pump motor
Removing the pump motor
The pump motor can be removed by first removing
the floor plate and subsequently disconnecting the
electrical connections from the pump motor (A1 and
D2, as well as the connectors x14 and x15).
The hydraulic connection must now be disconnected
from the hydraulic pump. This procedure is described
in more detail in Group 10 of this manual.
In order to lift the motor out of the vehicle contour, the
three mountings (rubber) must be removed (see Fig.
Item 1).
By removing the speed sensor guard on the machine
(top cover 2), the eyebolt can be screwed into the
shaft end. The machine can subsequently be lifted
out with lifting gear.
Stand: November 1999

( Ersatz fr Stand:
)
2
Fitting the pump motor
Fitting of the pump motor takes place in reverse order.
The tightening torques for the hydraulic hose
connections and pump must be noted (if removed).
Checking/replacing carbon brushes

forbidden.
Copyright reserved.
Checking can take place by loosening the strap to

gain the access to the carbon brushes.
The carbon brush must initially be lifted and locked
in place. The carbon brush can now be removed from
the brush shaft and measured with the aid of a vernier
caliper. If the wear limit is reached (25mm) the brush
should be replaced.
The minimum remaining length of 15 mm is indicated

via the carbon brush wear indicator on the console
display (1).
Carbon brush dimensions
The dimension X (see Fig.)
for the new carbon
brush is 40 mm, for the wear limit 25 mm and
for the minimum remaining length 15 mm.
The carbon brush has the dimensions 12.5 x 40 x
40.
11
11
Pump motor
Speed sensor
The speed sensor for the pump motor is located on
top of the pump motor in way of the brush-sided
bearing retainer plate.
On the rotor shaft, a ring rotates at motor speed.
This ring is scanned by the speed sensor. The speed
sensor is accessible from above after removing the
cover.
The ring is seated on the rotor shaft and can only be
removed from the rotor shaft together with the bearing
retainer plate.
Removing the speed sensor
2,80,2
Unscerw speed sensor from the bearing retainer

plate by loosening the two screws.
Fitting the speed sensor
Electrical connection of speed sensor

The speed sensor is supplied with operating voltage
via the controller. At its switching output, it delivers
a square-wave signal. The frequency of this squarewave signal depends on the speed.
+Ub x11/11 ->X50/3 ->X14/1 -> speed sensor
Signal x11/40 <X14/2 < speed sensor
- Ub x 11/7 ->X50/6 ->X14/3 -> speed sensor
Turn pump motor until a tooth of the ring is

located in front of the speed sensor.
Connect battery connector.
The digital multimeter must show a reading of
about 4.8 Volt.
Position as per November 1999

(Replaces version:
)
The speed sensor is fixed to the bearing retainer

plate with two screws.
The distance between the speed sensor and ring
must be adjusted to 2.80,2 mm.
Testing the speed sensor

Connect digital multimeter to the measuring

adapter:
Positive > X14 Pin 2 Negative
> X14 Pin 3
Turn pump motor until a gap of the ring is located
in front of the speed sensor.
The digital multimeter must show a reading of
about 0.8 Volt.
12

forbidden.
Copyright reserved.
Plug SKT measuring adapter into connector X14

at the controller.
Workshop manual
6030 - 32
11
Carbon brush monitor
Functional principle
The brush yoke rings in the drive and pump motor are
equipped with monitoring switches (normally-closed
contacts).
When the brush remaining length is reached, these
switches are opened by the brush spring.
If an interruption is caused by the opening of the switch
or wire break, this is shown on the display of the
instrument panel.
When the fault has been cleared, the vehicle must

remain switched on for about 10 minutes, so that the
error message can be cancelled.
If the vehicle is switched off before this time has
elapsed, the error message is displayed despite no
fault being present.
Checking the carbon brush monitor
Plug SKT measuring adapter into connector X 13
or X 15.
Switch on lock key.
Measure the voltage with the digital multimeter:
Between X 13/5 and X 13/2 for the drive motor,
between X 15/3 and X 15/2 for the pump motor.
With sufficient brush length, the voltage must be
about 80V.

forbidden.
Copyright reserved.

(Replaces version:
)
Generation of the error message can also be due to

incorrect parameterisation of the DRIVE MODE or
HYDRAULIC MODE.
Correct setting, see parameterisation BG08.
13
11
Temperature monitor
Functional principle
X 11
As temperature sensors, silicon temperature sensors

are installed in the brush yoke rings of the drive and
pump motor.
The temperature sensors are connected in series and
are supplied from a power source with a permanently
set current of 1.3 mA. The voltages across the
temperature sensors vary depending on the
temperature.
The voltages are measured in the controller and the
motor temperatures calculated.
As the temperature sensors are connected in series,
an interruption in one motor will result in failure of
temperature measurement in both motors.
X 13
1
2
3
4
5
6
22
23
38
15
1
2
3
4
1
2
3
4
1
2
3
4
Testing the temperature sensors
Voltage across the temperature sensors:

Remove battery connector.
Plug SKT measuring adapter into connector X13
or X15.

(Replaces version:
)
The power source and voltages across the sensors

can be tested.
Measure the voltage with the digital multimeter:

Between 1 and 4 (X13) for the drive motor and between
1 and 4 (X15) for the pump motor.
14

forbidden.
Copyright reserved.
The voltage across the temperature sensor is about

0.7 V with the electric machine at room temperature.

forbidden.
Copyright reserved.

(Replaces version:
)
Workshop manual
6030 - 32
11
Pump motor
15

( Replaces version:
)

forbidden.
Copyright reserved.
16
11
Pump motor
Workshop manual
6030 - 32
11
Insulation test
Preparations for testing

Prior to testing, all connectors and screw
terminals must be disconnected from the
machine to be tested.
Insulation test
The insulation test should be carried out prior to fault
location at the vehicle, so that no false values are
obtained during fault location.
On completing repairs on electric groups and/or
electric machines (pump motor/drive motor) of the
vehicle, a test of the insulation resistance must be
carried out prior to installation or recommissioning.

(Replaces version:
)
Insulation values of the electric machines should be

minimum 80kW for the drive motor and pump motor.
Testing connection of armature or field winding
to frame (ground)
Drive motor
A2 or B1 to frame (ground) and F1 or F2 to frame
(ground)
Pump motor
A1 or D2 to frame (ground)
Testing armature against field winding

forbidden.
Copyright reserved.
Drive motor
A2 or B1 to F1 /F2
The following are tested:
Armature and field winding of the drive motor and
pump motor, as well as the associated connecting
cable.
The test takes place with a direct voltage of
minimum 500 V at a test current of minimum 1 mA
(measuring instrument = Isolavi or Metriso).
17
11
General notes
Commutator resurfacing
Permissible commutator eccentricity
up to Rated speed 3.000 rpm 0.02 mm
over Rated speed 3.000 rpm 0.02 mm
To eliminate the commutator eccentricity, the
removed rotor must be skimmed on the lathe. A
good surface condition is achieved at high speed
and a low feed rate.
Permissible minimum commutator diameter
The commutator may only be skimmed to a
minimum dimension.
6030 - 32
Drive motor
100 mm
Pump motor
78 mm
Removal of commutator mica insulation
Sawing depth: About width of mica insulation.

After skimming the commutator and sawing out or
milling out the mica insulation, it may be necessary
to remove the burr produced on the segement edges.
For this purpose, the commutator must be honed
with fine emery cloth (grit 320). Subsequently
carefully blow-out rotor.
1=
Mica is correctly removed.
2 = Mica is not correctly removed, still present

on segement flanks.
18

forbidden.
Copyright reserved.
Improperly removed segment insulation or even

protruding mica residues, as well as copper burr on
the segments will attack the carbon brush contact
surface and cause high brush wear.

(Replaces version:
)
The mica insulation between the individual segments

must be carefully sawn out or milled out. IT must be
ensured that the entire mica insulation width is
removed completely, also on the segment flanks.
Werkstatt-Handbuch
Table of contents
Page
20
Drive motor
Asynchronous motor
Mode of operation
Position of axle terminals
Replacing the sensor bearing
Sectional view/Area of sensor bearing
Drive motor (exploded drawing)
Drive motor (sectional view)
22
22
23
23
23
24
25
26
27
Pump motor
Motor type
Position of electrical terminals
Pump motor (exploded drawing)
Speed sensor
Temperature sensor
Insulation test
28
29
29
29
30
31
31
32

forbidden.
Copyright reserved.
Position as per: Juni 2000

(Replaces version: November 1999 )
11
6033 - 35
19
11
Workshop manual
6033 - 35

Group 11
Drive motor
6033/34/35
Type
A F 128 - K 1
Motor type
Manufacturer
Squirrel-cage induction motor, star-connected/4-pole

JULI
Voltage (V)
~ 45 V Y
Current (A)
200
Rated speed rpm
2400
Max. speed rpm
5000 (at 20 km/h)
6250
Rating (kW)
11.8
Mode
Insulation class
Weight (kg)
Ventilation
Speed sensor
Temperature sensor
I P 64
F
Axle 230 Kg
Surface cooling
Sensor bearing 80 pulses/rev.
Philips KTY 84-130

(Replaces version:
)
S2 - 60 min

forbidden.
Copyright reserved.
20
11

Group 11
Pump motor
6033/34/35
Type
A P 124 - K 1
Motor type
Manufacturer
JULI
Voltage (V)
~ 45 V Y
Current (A)
200
Rated speed rpm
3000
Max. speed rpm
3100
3900
Rating (kW)
12.6
Mode
S 3 - 20%
I P 64
Insulation class
Weight (kg)
50
Ventilation
Speed sensor
Temperature sensor
Surface cooling
Sensor bearing 64 pulses/rev.
Philips KTY 84-130

forbidden.
Copyright reserved.

( Replaces version:
)
Squirrel-cage induction motor, star-connected/4-pole
21
11
Workshop manual
6033 - 35
Drive motor
Asynchronous motor
The asynchronous motor, here four-pole type, as used
in this vehicle, is the most frequently built three-phase
motor. The various types of asynchronous machines
differ, for example, in the design of the rotor.
This machine has a squirrel-cage. It is a squirrelcage rotor with aluminium conductors fitted in the
laminated core slots. The conductors are shortcircuited on both sides of the laminated core with
short-circuiting rings. Conductors and short-circuiting
rings form the rotor cage, which simultaneously holds
the laminated core together.
The stator consists of the housing, laminated stator
core and star-connected stator winding.
The electric machine is cooled with cooling air and
is integrated into the drive axle.
Mode of operation
In the rotor a voltage is induced, which induces
currents in the cage bars due to the design of the
rotor. The stator rotating field produces with the rotor
current a torque. Machines that operate in this way
are called induction motors.
In the case of this installed machine, an inclined
arrangement of the conductors in the rotor was
selected. This arrangement counteracts a reduction
of torque in the lower speed range.
The machine in this vehicle is controlled via an inverter.
This control operates on the pulse width modulation
principle at a cycle frequency of about 13 kHz (see
Group 08 - Control principle).
Speed variation of the asynchronous machine takes
place via a change in the frequency of the employed
alternating voltage.

(Replaces version:
)
Cyoprighted. Reproduction in any form
forbidden.
Copyright reserved.
22
11
Drive motor
Position of electrical terminals at the axle
The three main supply terminals U, V and W are
arranged on the left side on the terminal board.
The connectors x12 (speed sensor) and x13
(temperature monitor) are arranged immediately
next to the terminal board.

(Replaces version:
)

- Jack up the vehicle and remove the wheels
- Support the mast and remove (see BG 20)
- Remove the floor plate
- Disconnect 3 main supply cables from the motor
- Separate priority valve from the axle
- Unhook parking brake cable (on lever of parking
brake actuating mechanism)
- Remove brake line on hydraulic brake housing
- Place a hand elivating truck under the axle and
support
- Unscrew 12 axle fixing bolts (6 per side)
- Remove axle from the vehicle contour
W V U
x13
x12
The wheel gears can now be removed from the axle

body (previously drain gear oil).

forbidden.
Copyright reserved.
Fitting of the drive motor and mounted wheel gears

takes place in reverse order to removal, wherey, the
front axle fixing bolts must be tightened with a
tightening torque of 385 Nm.
23
11
Workshop manual
6033 - 35
Drive motor
Replacing the sensor bearing
If a sensor bearing is ordered from the central spare

parts service, the delivery will include
- a sensor bearing
- 2 shaft seals
- 3 service bolts M8x50 with nuts
- 5 corrugted tube retainers.

forbidden.
Copyright reserved.
24
Posiiton as per June 2000

(Replaces version:
)
- Disconnect connectors x12 and x13 (speed and

temperature sensor) (1, 1a)
- Remove contact plate bolts (2) (only loosen
rear bolts)
- Lift contact plate (3) and insert speed sensor
connector x12 (1) into contact shaft (4)
- Remove wheel rim (5)
- Drain gear oil (6) on both sides
- Remove wheel gear fixing bolts (7)
- Remove wheel gear (8)
- Remove gear (9), inner shaft (23) remains in the
axle.
- Remove two planetary carrier bolts (10)
- Remove planetary carrier (11), including rotor (12)
from the axle body (note sensor cable, remove
temperature sensor cable from the corrugated
tube).
- Remove lock ring (13) of planetary gears (14)
- Remove planetary gears (14) with puller
- Remove thrust washer screws (15), mark position
of cable exit of sensor bearing (18) on planetary
carrier (11) and remove seal (22)
- With the puller, remove planetary carrier (11) from
rotor (12); support puller on tubular shaft with a
size 28 socket or similar sleeve
- Remove race (16). For this purpose, heat the race
- Remove lock ring (17)
- Remove sensor bearing (18) above outer ring of
rotor (12), do not damage the sensor ring. Do not
lose washer (21)
- Drive out shaft seal (20) from planetary carrier (11)
and clean seal seat
- Place new sensor bearing (18) on bearing hole
of planetary carrier (11). Note position of cable
exits at sensor bearing (18). Previously fit Oring of old sensor bearing.
- Place thrust washer (19) on sensor bearing (18)
(note cable exit!)
- Screw service bolts (M8x50mm with nut) through
thrust washer holes in planetary carrier (11) to
the root.
- With nuts on service bolts, bring new sensor bearing
(18) into position in planetary carrier (11) (fully)
by evenly turning in steps. Attention, do not
use a hammer!
- Remove service bolts!
- Thrust washer (19) remains on sensor bearing
(18), insert thrust washer bolts (15) with Loctite
243 and tighten with a torque of 25 Nm.
- Fit washer (21) on shaft
- Fit planetary carrier (11) with new fitted sensor
bearing (18) above sensor bearing insulator on
rotor (12).
Attention, do not use a hammer!
The use of a threaded rod, which is inserted

through the shaft, as well as a fitting bush is
useful.
Fit lock ring (17)
Bond race (16) to degreased shaft end. The race
must be coated with Loctite 243 on the joint side
over the full inner circumference. The race (16)
must now be pressed on to the rotor shaft (12)
(fully) using the threaded rod. The race (16) must
subsequently be thoroughly cleaned inside and
out to remove adhesive residues.
Fit new shaft seal (22). Note fitting direction and
previously grease the sealing lip!
Carefully insert rotor (12) into the axle housing (do
not damage winding!). The cable of the sensor
bearing must also be inserted through the contact
shaft (4) to the outside. Attention, guide the
cable so that the rotor can rotate freely!
Fit planetary carrier (11) with planetary carrier
bolts (10) in the axle housing and fit shaft seal
(20).
Fit planetary gears (14) on planetary carrier (11.
Bearing inner ring can be driven in with a plastic
hammer.
Fit lock rings (13)
Fit gear (9) on inner shaft (23). O-ring in gear on
outer side!
Carefully fit wheel gear (8) and fix with fixing
bolts (7).
Fill gear oil on both sides through filler screw
(25) or (25a)
Fit wheel
Recheck sensor bearing cable in contact shaft
(must not come into contact with rotating parts).
Fix contact plate with contact screws (2). Plug
sensor connector (1) into holder and check for
tightness.
11
Drive motor
1 = Connector
2 = Contact plate bolts
3 = Contact plate
4 = Contact shaft
5 = Wheel rim/Wheel
6 = Gear oil
7+8 = Wheel gear
9 = Gear
10 = Planetary carrier bolts

11 = Planetary carrier
12 = Rotor
13 = Lock ring
14 = Planetary gears
15 = Thrust washer bolts
16 = Race
17 = Lock ring
18 = Sensor bearing
19 = Thrust washer
20 = Shaft seal
21 = Washer
22 = Seal
23 = Inner shaft
24 = Ring gear
25a = Filler screw
Kontrollmae zur Hlsen und

Dichtringmontage (10,5 mm)
10,5

forbidden.
Copyright reserved.

(Replaces version:
)
10,5
25

(Replaces version:
)

forbidden.
Copyright reserved.
26
w
v
u
6033 - 35
Workshop manual
11
Drive motor
Ju
li

forbidden.
Copyright reserved.

(Replaces version:
)
11
Drive motor
27
11
Workshoop manual
6033 - 35
Pump motor
Asynchronous motor
A three-phase motor was also used here as a drive
for the hydraulic pump. The pump motor corresponds
from electrical aspects to the drive motor of this
vehicle, i.e. the three-phase motor is controlled by a
separate inverter. This control also operates on the
pulse width modulation principle.
Pump unit
floor plate on the right side. It is arranged

horizontally on rubber bearings. The catch
connects the drive to the gear pump.
Pump motor type
The drive motor is a 4-pole, star-connected squirrelcage induction motor. It includes a temperature
monitor and a speed sensor bearing.
The pump unit is located under the

(Replaces version:
)
forbidden.
Copyright reserved.
28
11
Pump motor
Position of pump motor terminals
The three main supply terminals (U,V and W) are
laterally arranged in the upper third of the horizontal
pump motor.
The connectors x14 (speed sensor/4-pole) and x15
(temperature monitor/3-pole) are also laterally fixed
to the pump housing.
- Remove floor plate
- Disconnect 3 main supply cables from pump
motor

(Replaces version:
)
- Disconnect main supply cable from pump motor

housing
- Disconnect pressure and suction flange (4
hexagon socket screws each)
- Loosen three motor fixing bolts
- Remove cover on the upper side and screw in an
eyebolt
- The pump motor can now be lifted out of the vehicle
contour with lifting equipment

forbidden.
Copyright reserved.

Fitting of the pump motor takes place in reverse order
to removal.
bottom
top
x15
x14
29

(Replaces version:
)

forbidden.
Copyright reserved.
30
6033 - 35
Workshop manual
11
Pump motor
11
Speed sensor/Temperature sensor

Drive and hydraulic motor speed sensor
The speed sensor consists of a ball bearing with two
staggered Hall effect sensors, which scan the inner
magnet ring.
The phase shift is 90 degrees +/- 45 degrees, and is
defined as follows:
If, when viewed on the sensor side, the inner ring
rotates in clockwise direction, the indicating edge of
signal B is located in front of the rising edge of signal
A.
All signals measured to GND.
(See diagram opposite)
The drive and hydraulic motor sensors differ as follows:
The drive motor sensor generates 80 pulses per
revolution, the bearing internal diameter is 45 mm.

forbidden.
Copyright reserved.

(Replaces version:
)
The hydraulic motor sensor generates 64 pulses per

revolution, the bearing internal diameter is 30 mm.
The terminals are marked as follows:
red:
+Supply
blue: Signal B
white: Signal A
black: GND
Temperature sensor
Incorporated in the machine are temperature sensors,
which inform the control of the currently prevailing
temperature.
These are the sensors KTY 84 - 130. In order to
check the sensor for proper functioning, the
temperatures with corresponding ohmic values are
shown in the table.
The constant current for these values is 2 mA.
Temperature (C)
Resistance (Ohm)
-40
355
-30
386
-20
419
-10
455
493
10
533
20
576
25
598
30
621
40
668
50
718
60
769
70
824
80
880
90
939
100
1000
110
1063
120
1129
130
1197
140
1268
150
1340
160
1415
170
1493
180
1572
190
1654
200
1739
210
1825
220
1914
230
2006
240
2099
31
11
Workshop manual
6033 - 35
Insulation test
Preparations for testing
Prior to testing, all connectors and screw
terminals must be disconnected from the
machine to be tested.
Insulation test
The insulation test should be carried out prior to fault
location at the vehicle, so that no false values are
obtained during fault location.
On completing repairs on electric groups and/or
electric machines (pump motor/drive motor) of the
vehicle, a test of the insulation resistance must be
carried out prior to installation or recommissioning.
Insulation values of the electric machines should be
minimum 1kW per volt for the drive motor and pump
motor, i.e. with an 80V installation, the insulation
value must be minimum 80kW.
Pump motor
U, V and W to frame (ground)
The following are tested:
Field windings of the drive motor and pump motor, as
well as the associated connecting cable.
The test takes place with a direct voltage of minimum
500V at a test current of minimum 1m A (measuring
instrument = Mtetra hit 16i, Isolavi or Metriso).

(Replaces version:
)
Drive motor
U, V and W to frame (ground)

forbidden.
Copyright reserved.
32
13
Table of contents
Page
Pressure regulator I and II

Function
Pressure regulator
Relief valve, Pressure gauge
Control valve block

Installation of cross-section reducer, speeds
Pressure relief for sideshift clamps
Joystick
13

Pressure regulator
Relief valve
Setting value
according to specifications of attachment manufacturer
Setting range
0 - 160 bar
Control valve block

Fitting cross-section
reducer
Cross-section reducer
3.7mm
--> (basic cross-section reducer) fitted on vehicle delivery without

attachment and in replacement control valves
--> fitted for sideshift functions B
Cross-section reducer
1.2 mm
--> for clamp functions/ rotating heads/ buckets
No cross-section
reducer
Motor speed
(additional hydraulics
against excess pressure)
Sideshift functions
Other functions
=
500 rpm
= up to 2550 rpm
13
I = Additional hydraulics 1
II = Additional hydraulics 2
For single additional hydraulics ( I ), connection takes

place at the third control valve.
For double additional hydraulics ( II ), connection
takes place at the fourth control valve.
1. Relief valve
2. Connections for attachment
3. Sender
4. Return to tank
The connection of a clamp function must always take

place at the outer control valve in any event.
Function
For protection of the attachment and transported
goods, a pressure regulator with manually controllable
relief valve (1), e.g. for using a clamp function, is
installed upstream of the control levers for the
hydraulics.
The pressure set at the relief valve is measured by a
sender (3) and shown on the instrument panel display.
Connection of the pressure regulator takes place at
the lower connection bores B of the control valve
block, e.g. for the close clamp function.
(3)
13
Pressure regulator
Relief valve
- Setting range: 0 - 160 bar
- Manually controllable
1 = Handle
2 = Wing nut
3 = Distance spacer
4 = Housing
5 = Lock washer with screws
6 = Spring
7 = Washer
8 = Ball
9 = Damping piston
10 = Damping spring
2
3
4
5
The oil flows from P > R

By tightening and opening the handle (1), the pressure
setting can be increased or reduced.
The setting range and maximum pressure are limited
by distance spacers (3) to 160 bar.
7
8
9
10
ATTENTION
For setting purposes, the maximum pressure loading
capacity of the attachment specified by the
manufacturer must be observed (see attachment
identification plate).
P
Pressure gauge/Instrument panel
The pressure set at the relief valve is shown on the
the instrument panel display.
NOTE
A pressure drop indicated on the display, e.g. after
clamping a load and a neutral position of the valve, is
caused by leakage oil at the valve and does not signify
a pressure drop at the attachment.
The attachment must be provided with a stop valve
for the load holding function.
Druck : 140 b ar
13
Control valve block

Cross-section reducer for attachments with
sideshift
2. Cross-section reducer marking (recess)
For reduction of the sideshift speed and, in the event
of a possible malfunction of the pump motor control
(excessive pump motor speed), to counteract any
rapid sideshift movement (stability), attachments with
sideshift in both connections A and B of the control
valve are installed in the first threaded pipe (1) with a
cross-section reducer bore of 1.2 mm diameter.
NOTE
Installation of the threaded pipe (1) with cross-section
reducer bore is recognisable by the outer recess (2)
on the hexagon.
ATTENTION
When retrofitting an attachment with sideshift, it must
be ensured that threaded pipes with cross-section
reducer bore are installed.
Vehicles with additional hydraulics, which are
delivered without attachment, are provided with
cross-section reducer unions for safety reasons.
Union tightening torque (1) : 66 Nm
1,2 mm
Pump motor speeds and cross-section reducers

for attachments:
An b au g ertetyp
F ab rikat
P u mp en mo to rd reh z ah l
1/min
1. Zu satz h yd r. 2. Zu satz h yd r.
B e i A usli e fe rung o hne A nb a ug e r t
D re hg e r t
S e i te nschi e b e r
500
1u.2 T 351 E
K a up
2550
1 T 151 P 2 / P 3 / P 4
K a up
500
2550
ja
C a sca d e
700
S L4
S a co / B o lzo ni
500
K la mme rg a b e l (o hne S e i te schub ) 1,5 T 401
K a up
2550
K la mme rg a b e l (mi t S e i te nschub ) 1,5 T 411
K a up
500
B a lle nkla mme r (o hne S e i te nschub )1,5 u. 2 T 403
K a up
2550
B a lle nkla mme r (mi t S e i te nschub ) 1,5 u. 2 T 413
K a up
500
2550
K a up
500
2550
K a up
500
800
S e i th
2550
Zi nke nve rste llg e r t
u. 2 T 409
2 T 163
S cha ufe l 1000 / 1250 / 1500 B re i te Typ

10.20.033 , 10.20.05 u. 20.20.07
ja
ja
55 F
1,5 T 409 -2
ja / n ein
ne i n
D o p p e lkla mme r
B len d en 1,2
1. Zu satz h yd r.
ja
ne i n
2550
ja
ne i n
ja
ja
ja
ne i n
13
Pressure limitation for sideshift clamps

Pressure limitation for clamps with integrated
sideshift
ATTENTION
Vehicles of the 6030 - 35 series in contrast to older
60 series vehicle types will no longer be provided with
additional hydraulics with pressure reduction for an
integrated sideshift function.
When using these clamp types, it must be ensured
that the clamp itself is provided with pressure reduction
for the sideshift.
There is otherwise a danger of the clamp opening
and the clamped goods falling out when the sideshift
is moved fully to the left or right.
In case of doubt, the attachment supplier must be
consulted and the clamp retrofitted.
13
Table of contents
Page
Installation of attachments
Cross-section reducers and pump
motor speeds for attachments
13
Pressure regulator
Installation of attachments
For the installation or removal of attachments, the
additional hydraulic system can be rendered
pressureless for disconnecting the hydraulic
connection (couplings at fork carriage).
For this purpose, the buttons 5 to 8 on the joystick
must be pressed simultaneously with the keyswitch
switched on.

I = Additional hydraulics 1
II = Additional hydraulics 2
2. Return hoses
3. Return to tank
4. Relief valve
5. Sender
6. Connection for attachment
Function
For protection of the attachment and transported
goods, a pressure regulator with manually controllable
relief valve (4), e.g. for using a clamp function, is
installed above the control valve block.
The pressure occurring at the relief valve at P is
measured by a sender (5) and shown on the
instrument panel display.
Connection of the pressure regulator takes place at
the upper connection bores A of the control valve
block, e.g. for the close clamp function.
For single additional hydraulics ( I ), connection takes
place at the third control valve. For double additional
hydraulics ( II ), connection takes place at the fourth
control valve.
13
Cross-section reducers for attachments
1. Threaded pipe with cross-section reducer bore
2. Screw with cross-section reducer bore
3. Cross-section reducer marking
Cross-section reducers (1) for attachments with
sideshift
For reduction of the sideshift speed and, in the event
of a possible malfunction of the pump motor control
(excessive pump motor speed), to counteract any
rapid sideshift movement (stability), attachments with
sideshift in both connections A and B of the control
valve of additional hydraulics 1 are installed in the
threaded pipe (1) with a cross-section reducer bore
of 1.2 mm diameter.
ATTENTION
When retrofitting an attachment with sideshift, it must
be ensured that the cross-section reducer unions are
installed.
See chapter Pump motor speeds and cross-section
reducers for attachments.
Vehicles with additional hydraulics, which are delivered
without attachment, are provided with cross-section
reducer unions for safety reasons.
Cross-section reducers (2) for attachments with
pressure regulator
For attachments to be operated with reduced or variable pressure, as special equipment, in conjunction
with a pump motor speed reduction, screws (2) with
cross-section reducer bore can be used in both swivel
unions of connections A and B of additional
hydraulics 1 or 2 for safety purposes.
NOTE
The installation of a cross-section reducer union 1
and 2) is recognisable by the outer recess (3) on the
hexagon.
Tightening torque Items 1 and 2 = 66 Nm
Workshop manual
6030 - 35
Page
3
5
6
9
12
15
16
18
21
22
23
Group 22
Removing fork carriage
Replacing support roller bearing
25
26
Group 24
Mast bearing
27
Group 25
Removing tilt cylinder
Fitting tilt cylinder
Mast tilt
29
30
31

forbidden.
Copyright reserved.

(Replaces version:
)
Table of contents
Group 20
Mast types/removal
Telescopic mast
Niho mast
Triple mast
Stop/Chain safety device
Support rollers
Lift cylinder
Lowering brake valve
Check valve
Buffer
20-25
Workshop manual
6030 - 35
20-25
Tightening torque = 275 Nm (M16x45 / M16x110 , 10.9)
Support roller bolts
Tightening torque = 20 Nm
Chains
max. elongation 3 % according to UVV
Lowerieng speed
max. permissible 0.6 m/sec

forbidden.
Copyright reserved.

( Replaces version:
)
Mast bearing bolts
Workshop manual
20-25
6030 - 35

forbidden.
Copyright reserved.

(Replaces version:
)
Mast
Telescopic mast
When lifted, the inner mast is
higher than the load. With a low
ceiling height, the inner mast stroke
must be taken into account.
Niho mast
When lifted, the mast to be extended in stroke 1 is not higher than
the load. With low ceiling heights,
the inner mast stroke does not need
to be taken into account.
Triple mast
As for the Niho mast, only extended lift hieght with same overall
height. With low ceiling heights, the
inner mast stroke does not need to
be taken into account.
All mast types are clearview masts. The mast is a

double T-section. The fork carriage and mast sections
are guided by support rollers, which take up the side
loads.
Removing the mast
- Secure the device, so that all mast dismantling
work can be carried out.
- Place the mast vertically and firmly secure at the
top with a steel rope or chain.
- Remove fork or attachment.
- Disconnect lift cylinder hose line.
- Remove tilt cylinder bolt from mast guide.
- Unscrew fixing bolts for mast bearing.
- Withdraw mast.
Fitting the mast

Fitting of the mast takes place in reverse order to
removal.
Note:
In order to reduce wear, the roller tracks must be
greased as required with :
High-pressure adhesive lubricant
STILL Part No. 147873
20-25
Telescopic mast
The two cylinders are located in the outer mast
section.
The cylinders are hydraulically connected via a hose
line.
The two pistons are connected at the top to the crossmember of the inner mast.
When the cylinders are pressurised with oil, both
pistons extend and lift the inner mast.
The end stop takes place in the cylinder.
The chains are attached to the outer mast, are guided
via chain rollers at the inner mast and are connected
at the other end to the fork carriage.
The mast extends towards the fork carriage in a ratio
of 1 : 2.
The stop prevents the fork carriage falling out (see

page 15 )

(Replaces version:
)
A lowering brake installed in the pipe ensures a

maximum lowering speed of 0.60 m/sec.

forbidden.
Copyright reserved.
Workshop manual
20-25
6030 - 35
Telescopic mast

forbidden.
Copyright reserved.

(Replaces version:
)
Hydraulic oil flow in mast
The oil enters at the lowering brake, from where it

flows via hose lines to the two cylinders. The hose
failure safety devices installed at the bottom of the
cylinders prevent the load falling too quickly in the
event of a pipe fracture.
1 - hose failure safety device (520621)
LB3 C 0,5 - 45
20-25
Telescopic mast
Chain adjustment
The chains must be evenly adjusted at the bail screws
(1).
The centre of the upper fork carriage rollers (4-roller
fork carriage) or the centre fork carriage rollers (6roller fork carriage) must remain in the inner mast
section with the lift cylinder piston fully extended
(stop in cylinder) min. --> dimension X.
Never compensate tyre wear by retensioning the
chain.
When making the chain adjustment, it must be

ensured that the minimum distance of 2mm to the
stop is maintained (see adjustment, page 15).

(Replaces version:
)
Attention:
The chains must be inspected for wear, damage and
elongation according to UVV.
Dimension X
6030/6031/6033/6034 X = 25
6032/6035
X = 15
Insertion depth E
6030/6031/6033/6034 E = 336
6032/6035
E = 369

forbidden.
Copyright reserved.
Workshop manual
20-25
6030 - 35
Niho mast
A lowering brake ensures a maximum lowering speed

of 0.60 m/sec.
1 - Stop
The stop prevents the fork carriage falling out
(Adjustment, see page 15).
Copyrighted. Reproduciton in any form

forbidden.
Copyright reserved.

( Replaces version:
)
The mast has 1 centre cylinder (stroke 1) and 2 outer

cylinders (stroke 2).
The centre cylinder has a telescopic action within
the inner mast, providing the high free lift, but not
exceeding the overall height of the truck.
The two outer cylinders are located within the double
T-section of the outer mast.
The outer cylinder pistons are connected to the inner
mast.
When the cylinders are pressurised with oil, the centre
cylinder piston extends first, due to its larger area.
The two outer cylinder pistons subsequently extend
and lift the inner mast.
20-25
Niho mast

(Replaces version:
)
3
1
- Stroke 1 lifts the fork carriage.

- Stroke 2 lifts the inner mast.
The hose failure safety devices in the cylinders
prevent the load being lowered too quickly in the
event of pipe fracture.
10
Left lift cylinder

One hose failure safety device (1) in the cylinder base
(528030) and one hose failure safety device (2) at the
top in the adapter (528030).
Right lift cylinder
One hose failure safety device in the cylinder base
(525557).
Centre lift cylinder
One hose failure safety device (3) at the bottom
(523514).

forbidden.
Copyright reserved.
The oil enters via a lowering brake.

From this point it flows to the outer cylinders via the
hose line.
The oil flows to the centre cylinder via the left outer
cylinder.
Owing to the varying piston areas, the centre cylinder
piston is extended first.
Workshop manual
6030 - 35
20-25
Niho mast
Chain adjustment
The chain is adjusted at the bail screw (1).
fork carriage) or the centre fork carriage rollers (6roller fork-carriage) must remain in the inner mast
section with the centre cylinder piston fully extended
(stop in cylinder) min. --> dimension X.
chain.

(Replaces version:
)
1
Attention:
Dimension X
6030/6031/6033/6034 X = 20
6032/6035
X = 15

forbidden.
Copyright reserved.
Insertion depth E
6030/6033
6031/6034
6032/6035
E = 321
E = 371
E = 369
11
20-25
Triple mast
The mast has 1 centre cylinder (stroke 1) and 2 outer
cylinders (stroke 2).
The centre cylinder has a telescopic action within
the inner mast providing the high free lift, but not
exceeding the overall height of the truck.
The two outer cylinders are located within the double
T-section of the outer mast.
The outer cylinder pistons are connected to the centre
mast.
The chains for stroke 2 are attached to the top of the
outer mast and to the bottom of the inner mast.
When the cylinders are pressurised with oil, the centre
cylinder piston extends first, due to its larger area.
The two outer cylinder pistons subsequently extend
and lift the centre mast. The centre mast lifts due to
the chain connection in the inner mast in a ratio of 1
: 2.
1 - Stop
The stop prevents the fork carriage falling out
(adjustment, see page 15).

(Replaces version:
)
A lowering brake ensures a maximum lowering speed

of 0.60 m/sec.

forbidden.
Copyright reserved.
12
20-25

(Replaces version:
)
Triple mast

forbidden.
Copyright reserved.
The oil enters at the lowering brake, from where it

flows via hose lines to the outer cylinders.
The oil flows to the centre cylinder via the left outer
cylinder (plunger case) and pipe.
The centre cylinder pistons are extended first due to
their varying piston areas. When the end stop is
reached, the outer cylinder pistons are extended.
- Stroke 1 lifts the fork carriage
- Stroke 2 lifts the centre and inner mast.
The hose failure safety devices in the cylinders prevent
the load being lowered too quickly in the event of
pipe fracture.
Left lift cylinder

One hose failure safety device (1) in the cylinder base
(525556) and one hose failure safety device (2) at
the top in the adapter (525555).
Right lift cylinder
One hose failure safety device in the cylinder base
(525557).
Centre lift cylinder
One hose failure safety device (2) at the bottom
(523514).
13
20-25
Triple mast
Chain adjustment
Outer chains:
The outer chains must be evenly adjusted at the bail
screws (1), until the three mast sections are in
alignment.
Centre chain:
The chain is adjusted at the bail screw (2).
fork carriage) or the centre fork carriage rollers (6roller fork carriage) must remain in the inner mast
section with the centre cylinder piston fully extended (stop in cylinder) min. --> dimension X.

chains.
(Replaces version:
)
Attention:
Dimension X
6030/6031/6033/6034 X = 20
6032/6035
X = 15
Insertion depth E
6030/6033
6031/6034
6032/6035
E = 381 to BH 2360
E = 481 from BH 2460
E = 431 to BH 2360
E = 531 from BH 2460
E = 419
14

forbidden.
Copyright reserved.
Workshop manual
20-25
6030 - 35
Chain/Stop
Chain adjustment
The centre chain of the Niho and triple mast and the
outer chain of the telescopic and triple mast are
secured as shown in the diagram opposite.
1 - Cap
2 - Cheese-head screw M6 with Tuflok coating
Stop
For chain adjustment, it must be ensured that with
the mast fully extended, the stop takes place in the
cylinder, i.e. stop (1) and stop (2) must not make any
contact.
It must be ensured that a gap of not less than 2mm

is present between stop (1) and stop (2).
Note:
In the case of high masts, it can easily be determined
how large the gap is by applying some plasticine to
the stop (1), lifting the fork carriage up to the stop
and subsequently measuring the thickness of the
plasticine with a sliding vernier caliper.

forbidden.
Copyright reserved.

(Replaces version:
)
15
20-25
Support rollers
Fitting
1.6t/1.8t
Roller
diameter
75.3
75.6
75.9
76.2
Dimension A Dimension X
above
up to
-75.9
0.6
-76.2
0.6
-76.5
0.6
76.5
--
2.0t
Dimension A
above
up to
-81.5
-81.8
-82.1
82.1
--
Dimension X
0.6
0.6
0.6
lateral clearence
seitliches Spiel
Note:
Dimension A must be measured where the support
track changes to the radius.
Dimension A for new profile --> 75.4 +0.8 (1.6t/1.8t)
81.0 +0.8 (2.0t)

(Replaces version:
)
Roller
diameter
80.9
81.2
81.5
81.8
1 - Support roller
2 - Washer
3 - Countersunk screw
Tightening torque = 60 Nm
fork
carriage
Gabeltrger
Min. 0.1 mm, max. 0.3 mm at the narrowest point,

otherwise max. 1.1 mm.
The support rollers of 2.0t masts (Telescopic, Niho,

Triple) are only push-fitted, see diagram opposite.
A
16

forbidden.
Copyright reserved.
Permissible lateral clearance
Workshop manual
6030 - 35
20-25
Support rollers
Check
Determine the lateral clearance and dimension X
with a feeler gauge.
The value of dimension X = 0.6 mm is a guide value
for fitting the next larger support roller during the
running-in period, i.e. for the new profile (dimension
A = 75.4 +0.8 or 81.0 +0.8), the profile material will
slightly compress in the beginning at the points where
the support rollers run.
It is important, in order to reduce wear to a minimum,

that the support roller tracks are sprayed with adhering
lubricant 147873 as necessary. The support rollers
must previously be cleaned thoroughly to remove dirt.
The diagrams on the right show how dimension X

of the fork carriage support rollers should be
determined.
- Lift fork carriage
- Place wooden block below fork
- Lower fork carriage
The support rollers make contact with the side
opposite to the track.
- Dimension X can now be determined.

forbidden.
Copyright reserved.

(Replaces version:
)
After lapse of an operating time depending on the

application, the dimension X will hardly vary.
17
20-25
Lift cylinder
Removing outer cylinder Niho/Triple
- Set mast vertical
- Raise fork carriage
- Extend outer cylinder piston about 20cm
- Place wooden block between upper outer mast
cross member and inner mast cross member (for
triple centre mast cross member)
- Remove lock ring from upper piston mounting (cross
member)
- Fully lower mast so that the hydraulic system is
rendered pressureless
- Disconnect upper and lower hydraulic connection
- Loosen clamp
- If the piston should not lower by itself, then, e.g.
use a screwdriver
2
3
4
The cylinder head (3) is secured with Loctite 243

(519899), 3 beads on the circumference.
1 - Adapter (triple mast)
2 - O-Ring (fitted with grease)
3 - Cylinder head
4 - Check valve (525555)
LB3 C 1,0 - 48
3x caulked on the circumference
5 - Circlip
6 - Guide ring

(Replaces version:
)
Note:
The adapter (1) is secrued with Loctite 275 (524199).
18

forbidden.
Copyright reserved.
Workshop manual
20-25
6030 - 35
Lift cylinder
Removing telescopic mast cylinder
- Set mast vertical
- Extend lift piston (about 20cm) until upper mount is
accessible for removal of the lock ring
- Remove lock ring of upper piston mount
- Place wooden block between upper outer mast cross
member and inner mast cross member
- Fully lower mast, so that the hydraulic system is
rendered pressureless
- Disconnect lower hydraulic connection
- Loosen clamp

forbidden.
Copyright reserved.

(Replaces version:
)
1
Seal kit replacement
2
3
- Clamp cylinder in the vise.

- Unscrew cylinder head with a hook-type wrench. If
the cylinder head cannot be moved, heat with a flame.
The cylinder head is secured with Loctite 243

(519899), 3 beads on the circumference.
6
7
1 - Double wiper
2 - Grooved ring
3 - Cylinder head
4 - Bleeder
5 - O-Ring
6 - Piston
7 - Cylinder barrel
8 - Circlip
9 - Bushing
8
9
19
20-25
Lift cylinder
Centre cylinder Niho/Triple
The cylinder is a single-action cylinder (plunger
piston).
The cylinder barrel and cylinder liner are welded
together.
The cylinder head is screwed to the cylinder barrel
and secured with Loctite 243.
Cylinder barrel-cylinder head sealing takes place with
an O-ring.
Cylinder head-piston sealing takes place with a
grooved ring.
A check valve screwed into the cylinder liner prevents
the load being lowered too quickly in the event of
pipe fracture.
The centre cylinder has end position damping (bores
A and B).
1
2
3
4
5
6
- Lift fork carriage, place wooden block under, lower,

hang out chain at fork carriage.
- Disconnect hydraulic connection at cylinder liner
- Remove lift cylinder
- Clamp cylinder barrlet firmly in vise at cylinder liner
(so that cylinder barrel is not distorted)
- Unscrew cylinder head with a hook-type wrench. If
the cylinder head cannot be moved, heat with a flame.
- Remove cylinder from cylinder barrel
- Clamp piston in vise (protective jaws!) and unscrew
bearing yoke. Bearing yoke is secured with Loctite
243.
- Remove cylinder from piston.
1 - Double wiper
2 - Grooved ring
3 - Bleeder
4 - Cylinder head
5 - Seal
6 - Piston
7 - Cylinder barrel
8 - Piston cover
9 - Seal
10 - Guide
20
A
8
9
10

forbidden.
Copyright reserved.
The piston cover (8) is secured over the entire area

and sealed with Loctite 275 (524199)
Tightening torque = 350 Nm +50Nm

(Replaces version:
)
Removing the centre cylinder
20-25

The lowering brake valve ensures a constant lowering
speed independent of the size of load.
Function
When the load is lowered, the diaphragm is regulated
by the flow of hydraulic oil and forms in the control
piston a annular diaphragm, the flow resistance of
which determines in conjunction with the bias
(adjusting length) of the piston spring, the size of the
controlled flow.

(Replaces version:
)
Note:
The permissible lowering speed at rated load is 0.6
m/sec.
Lift --> Flow direction F--->B
Free, unhindered flow with low resistance due to the
diaphragm leaving the normal position (diaphragm
action cancelled).
Lower --> Flow direction B--->F
Virtually constant flow due the automatic equilibrium
between the inner pressure gradient and bias of the
control piston spring.

forbidden.
Copyright reserved.
3
1 - Diaphragm in free flow direction
2 - Piston spring
3 - Control piston
4 - Guiding edges
5 - Diaphragm in normal position
4
F
21
20-25
Check valve
Function :
The check valve prevents a load being lowered too
quickly and uncontrolled in the event of a pipe
fracture.
The check valve is a plate valve, the valve disc of

which is lifted from the valve seat by a spring in a
non-operated state and maintains a flow crosssection of variable width.
3
1 - Piston cover
2 - Cylinder liner
3 - Check valve
4 - Valve disc
The diagrams show the position of the check valve
(LBS) :

(Replaces version:
)
The force of the flow resistance and baffle effect at

the valve disc in flow direction B--->F (operating
direction) are subject to the counterforce of the spring
in normal operation, the valve remains open.
If the flow should increase in the event of a pipe
fracture due to the driving load, the flow forces will
exceed the spring force and the valve will close.
The valve disc does not have any hole through which
oil can flow from B to F depending on the size of the
load, so that the load is slowly lowered to the ground.
- in adapter Niho mast (top)

- in aapter triple mast (centre)
- in cylinder liner of centre cylinder (bottom)
3
2
3
22

forbidden.
Copyright reserved.
Workshop manual
20-25
6030 - 35
Lift cylinder
B
A

forbidden.
Copyright reserved.

(Replaces version:
)
End position damping

The end position damping ensures that the piston
rod of the outer cylinder with end position damping is
hydraulically retarded shortly before reaching its end
position while lowering the mast in the transition from
stroke 2 to stroke 1, in the case of the Niho and triple
mast. Metallic impact is thus avoided.
1 - Piston cover
2 - Piston
3 - Diaphragm
4 - Spring
5 - Circlip
Function
When the piston rod is pressurised with oil when the
mast is lifted, the piston (2) is moved by the force of
the spring (4) in the direction of the cylinder liner,
until the circlip (5) on the piston cover (1) makes
contact. The oil flows via the diaphragm bore (3) from
chamber A to chamber B, until a pressure balance
has taken place.
When the mast is lowered, the first piston (2) makes
contact with the cylinder liner (2) before the piston
rod reaches its end position. The piston (2) is moved
in the direction of the piston rod, whereby the oil from
chamber B flows via the diaphragm bore (3) into the
chamber A. The mast is thus hydraulically retarded
by this pressure balance.
23
Workshop manual
20-25
6030 - 35
Fork carriage
Removing the fork carriage
- Set the mast vertical.
- Remove fork/attachment.
- Slightly lift the fork carriage so that the chain can
be hung out and support the fork carriage.
- Fully lower the inner mast hydraulically.
- Hang out chain at fork carriage.
- Remove screw at the stop on the inner mast.
- Remove fork carriage upwards from the inner mast.
Stop adjustment:
See page 15
2
1
1 - Bolt to limit fork downward travel

2 - Bolt to retain chain link

forbidden.
Copyright reserved.

( Replaces version:
)
Support roller adjustment:

See pages 16 /17
25
20-25
Roller retainer
Replacement of support roller bearing
A
The bearings (1) are welded all around to the roller

retainer with a 5mm fillet weld.
Before welding the bearings (1) to the roller
retainer, the position of the notch in the bearings
(1) must be noted.
Welding takes place with a lime-basic electrode

(KB electrode).
The bearing (1) and roller retainer material is

St 52 - 3.
1 - Bearing No. 327175

2 - Retainer No. 324167 (Niho/Triple)
K - Notch in bearing (1)
A
D
(Replaces version:
)
1.6t 60 300 450 55 93

1.8t 60 350 500 55 93
2.0t 65 350 ---
50 91
Note the following dimensions for telescopic mast

1.6t/2.0t:
Tele 1.6t B = 350 C = 500 D = 80 E = 118
Tele 2.0t B = 400 D = 80 E = 121
37
26
2
forbidden.
Copyright reserved.
Tolerance
A = 0.2 C = 0.5
B = 0.5 D = 0.8
Workshop manual
20-25
6030 - 35
Mast bearing

(Replaces version:
)

forbidden.
Copyright reserved.
1 - Mast bearing
2 - Ball socket GE 35 DO - 2RS
3 - Hexagon bolt M16x45 10.9
4 - Hexagogn bolt M16x110 10.9
5 - Lubricator DIN 71412 - BS6
6 - Detent ring
Tightening torque of 3 and 4 = 275 Nm
27
Workshop manual
20-25
6030 - 35
Tilt cylinder
Dismantling
Clamp cylinder in the vice at the cylinder liner.
Unscrew threaded pipe on the cylinder hear side
(threaded pipe protrudes into cylinder chamber).
Lightly drive in cylinder head (9) with mandrel.
Through the small hole in the cylinder barrel, push in
circlip (11) with mandrel and lever out circlip with a
screwdriver (see diagram).
Remove cylinder head from cylinder barrel by firmly
pulling on the piston rod.
14
X
13

forbidden.
Copyright reserved.

(Replaces version:
)
When clamping the piston rod in the vice, use

protective jaws.
1 - Hexagon nut
2 - Spacer
3 - Piston guide ring
4 - Seal
5 - Piston
6 - Piston rod
7 - Seeger V-ring
8 - Grooved ring
9 - Cylinder head
10 - O-ring
11 - Circlip
12 - Wiper
13 - Hexagon bolt for eyebolt clamping
14 - Eyebolt
12
11
10
9
Hub
L
6
4
5
3
29
20-25
Tilt cylinder
Assembly
Check all parts for wear.
The piston (5) is sealed on the piston rod (6) with
Loctite 270.
The hexagon nut (1) or spacer (2) is secured with
Loctite 270.
15
Tightening torque = 130 Nm (+10 Nm).

After assembling the pistson guide ring, seal and
seal kit for the cylinder head, it must be ensured
when inserting the cylinder head into the cylinder
barrel that the recess in the cylinder head faces
towards the threaded pipe hole.
For assembly note dimension X = 805 +6/-10mm!
Dimension L and stroke, see table on page 31.
15 - Ring
for Tele/Niho fitted externally
for triple fitted internally
L
(Replaces version:
)
When fitting the tilt cylinder in the vehicle, it must be

ensured that the connections face outwards.
The holes for receiving the tilt cylinder bolts must be
lubricated prior to fitting the tilt cylinder bolts!
The ball sockets must be caulked on both sides to
prevent lateral movement. Caulking of the ball
sockets takes place at the points marked with arrows.

forbidden.
Copyright reserved.
30
Workshop manual
20-25
6030 - 35
Tilt cylinder
a
h4
h3

(Replaces version:
)
h5
h2

forbidden.
Copyright reserved.
When carrying out repairs to the tilt cylinders, it must

be ensured that the mast tilt is not altered.
Any change to the tilt angle can result in a change in
stability.
h - Overall height
h2 - Free lift, Tele 150mm
h3 - Nominal lift
h4 - Maximum height
a = Forward tilt = Backward tilt

L
Stroke
Mast
Overall height
forward (degrees) backward (degrees)
333
333
71
71
3
3
5
5
Tele
Tele
up to 1910
for front windscreen
333
348
71
56
3
3
5
3
Niho
Niho
up to 1910
for front windscreen
309
309
91
91
3
3
8
8
Tele
Niho
1960 to 3260
1960 to 3260
333
71
Triple
1860 to 3260
31

R6016-6018-6020#6030-6031-6031 Manual Taller

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R6016-6018-6020#6030-6031-6031 Manual Taller

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01

Workshop manual 6030 - 35

Chassis and counterweight

STILL GmbH Stand: 3/1999 ( Position as per:

Workshop manual 6030 - 35

Chassis and counterweight

Battery compartment dimensions

STILL GmbH Position as per: 3/1999 (Replaces version:

Workshop manual 6030 - 35

Jacking up fork truck

Warning information for parking the fork truck

STILL GmbH Position as per: 3/1999 (Replaces version:

Workshop manual 6030 - 35

Technical service data

Steering axle construction

Removing the steering axle

Fitting the steering axle

Removing the wheel hub

Fitting the wheel hub

Adjusting the steer angle

Checking the steer angle

Removing the stub axle

Fitting the stub axle

Greasing the axle

Removing the tie rods

Fitting the tie rods

Removing the steering cylinder

Fitting the steering cylinder

Copyrighted. Reproduction in any form

Position as per August 1999

Radei nschlagwi nkel

Lenkzyli nderbefesti gung

Position as per August 1999

Fett F nach D IN51825-KP2K -20, li tthi umversei ft

Fett FL nach D IN51825-KPF2N -20, li thi umversei ft

Copyrighted. Reproduction in any form

STILL Ident.-Nr. 148659

Workshop manual 6030 - 35

Steering axle construction

Stand: August 1999

CAUTION: Only remove the steering axle with the

Urheberrechtlich geschtzt. Jede Form

Fitting the steering axle

Position as per August 1999

-Loosen nuts (11) and remove wheel.

Copyrighted. Reproduction in any form

Workshop manual 6030 - 35

Adjusting the steer angle

Copyrighted. Reproduction in any form

Position as per August 1999

The steer angle is limited by one stop bolt (1) on

Position as per August 1999

Copyrighted. Reproduction in any form

Workshop manual 6030 - 35

Copyrighted. Reproduction in any form

Position as per August 1999

- Fit spacer (9) in the stub axle.

- Fit both taper roller bearings (8+10).

- Remove pins (4)

Press-in force of bolts on stub axle side:

Position as per August 1999

Press-in force of bolts on cylinder side:

Copyrighted. Reproduction in any form