SB4255E01 Jan.
Important Safety Information Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.
System Operation Index Hydraulic Schematic........................................... 20 Specification Control Valve...................................................... 22 External Configuration..................................... 22 Hydraulic Circuit .............................................. 22 Inlet Block - Key On......................................... 23 Lift Spool Neutral Position - Solenoid and Key Off .......................................................................
Testing and Adjusting Troubleshooting ..................................................47 Visual Checks..................................................47 Performance Test ............................................47 Hydraulic System and Mast .............................49 Hydraulic Pump ...............................................50 Hydraulic Control Valve ...................................51 Lift and Tilt Cylinders .......................................52 Steering System ........................
Specification Hydraulic Control Valve CONTROL VALVE D20S-5 G20E-5 G20P-5 GC20E-5 GC20P-5 D25S-5 G25E-5 G25P-5 GC25E-5 GC25P-5 D30S-5 G30E-5 G30P-5 GC30E-5 GC30P5 G32E-5 G32P-5 D33SC-5 D35SC-5 G33P-5 G35P-5 Main Relief Pressure Tilt, Auxiliary Relief Pressure 18,100 ± 350 Kpa 15,500 ± 350 Kpa 2,625 ± 50 psi 2,250 ± 50 psi 19,500 ± 350 Kpa 15,500 ± 350 Kpa 2,825 ± 50 psi 2,250 ± 50 psi (1) Torque for bolts that hold control valve sections Together .............40.5±2.
Lift Cylinders Hydraulic Pump Standard Type of pump : gear Displacement D518161 : 30.6 cc/rev for D20/25/30S-5 (Tier-Ⅱ) D518162 : 27.7cc/rev for G20/25/30(E)P-5 & GC20/25/30/32(E)P-5 D20/25/30S-5(Tier-Ⅲ) D514185 : 29.0cc/rev for D33S/35SC-5 & G33/35P-5 2 Maximum working pressure : 25Mpa (250bar) Maximum speed : 2600 rpm Rotation : clockwise when seen from shaft end 1. Put pipe sealant on the last three threads of bearing. 2. Torque for setscrews ....
Full Free Triple Lift and Full Free Lift Primary Full Free Triple Lift and Full Free Lift Secondary 1. Put pipe sealant on the last three threads of bearing. 1. Put pipe sealant on the last three threads of bearing. NOTE : All seals to be lubricated with hydraulic oil. NOTE: All seals to be lubricated with hydraulic oil.
Tilt Cylinder TILT ANGLE (FOR-BWD) STD TILT CYLINDER GROUP PART NO FF D.G20/25S-5 D.G30/32/33S-5 D35C-5 GC20/25S-5 GC30/32S-5 D.G20/25S-5 D.G30/32/33S-5 D35C-5 − A215179 A215191 A215174 − A215190 A215173 A215189 A215172 − A215203 A215206 A215202 A215209 A215205 A215201 − − − − A215191 A215174 − A215190 A215173 A215189 A215172 3˚ - 3˚ 6˚ - 3˚ 3˚ - 5˚ 6˚ - 5˚ 10˚ - 5˚ 3˚ - 8˚ 6˚ - 8˚ 3˚ - 10˚ 6˚ - 10˚ GC20/25S-5 GC30/32S-5 − A215206 A215202 A215209 A215205 A215201 − − FFT D.G20/25S-5 D.
Mast Carriage IDCS172S 1. With mast at 475 mm (18.7 in) channel lap, equally shim both sides until contact (A) is made (zero clearance) between bearings and mast uprights. IDCS173S 1. Select bearings from the chart to obtain minimum clearance (C) between bearings and channel leg for full channel length. Use same bearing at all six locations. 2. With mast at full extension, shim behind pads until there is clearance (B) between the mast uprights and the pads of……...0.80 mm (.031 in) 2.
Lift Relay Group WARNING Do not put a lift truck into service if the chain wear indication is 2% or more. A reading of 2% or more could cause damage or injury to persons. Standard Lift 1. Put LOCTITE NO. 242 Thread Lock on the threads of the relay group locknuts after adjustment of the lift chains is completed. 2. Maximum chain we………Less than 2% (See Chain Wear Test in TESTING & ADJUSTING). 3.
Full Free Lift WARNING Do not put a lift truck into service if the chain wear indication is 2% or more. A reading of 2% or more could cause damage or injury to persons. 1 2 1. Tighten bolts until contact is made with guard. 2. Put LOCTITE NO. 242 Thread Lock on the threads of the relay group locknuts after adjustment of the lift chains is completed. 3. Maximum chain wear………Less than 2% (See Chain Wear Test in TESTING & ADJUSTING). 4.
Full Free Triple WARNING Do not put a lift truck into service if the chain wear indication is 2% or more. A Reading of 2% or more could cause damage or injury to persons. 1 1. Maximum chain wear………………Less than 2% (See Chain Wear in TESTING & ADJUSTING). 2. Put LOCTITE NO. 242 Thread Lock on the threads of the relay group locknuts after adjustment of the lift chains is completed. 2 3 3. Tighten bolts until contact is made with guide assembly. 1 4.
Quad Lift WARNING Do not put a lift truck into service if the chain wear indication is 2% or more. A Reading of 2% or more could cause damage or injury to persons. 1 1. Maximum chain wear................. Less than 2% (See Chain Wear in TESTING & ADJUSTING). 2 1 2. Put LOCTITE NO. 242 Thread Lock on the threads of the relay group locknuts after adjustment of the lift chains is completed. 3. Tighten bolts until contact is made with guide assembly. 4.
Lift & Tilt Mounting Group 1. (Standard Mast, Full Free Triple Lift Mast or Quad Lift Mast Only) With chains adjusted for equal tension, run mast to full lift. If mast does not kick (move) to one side, no shims are needed. If mast does kick (move) to one side, disconnect cylinder from the bar on that side. Add shim, connect cylinder, adjust chains and run mast to full lift to check for kick. Repeat process if necessary. The total shim pack must not be more than three shims maximum. 2.
Steering Wheel 1 2 IDCS206S 1. Torque for steering wheel nut .......................... ......................................
Steering Gear IDCS180S (1) Pin (1) in the body must be aligned with internal pump gear (gerotor) (2) and drive (3) as shown. (4) Tighten bolts in sequence shown. Tighten to a first torque of........ 14.1 ± 2.8 N·m (125 ± 25 lb·in) Tighten to a final torque of........28.2 ± 2.8 N·m (250 ± 25 lb·in) (5) Torque for plug ................11.3 N·m (100 lb·in) Plug to be flush (even) with or below mounting surface.
(3) Loosen nuts ⑥ and ⑧ on both sides. Adjust bolts to get steering knuckle turning angle (A) of 78 to 80°. See Steering Axle Stop Adjustment in Testing And Adjusting section. Steer Axle and Wheel (4) Torque for bolts ⑨ that hold steer cylinder to axle beam…………300 ± 40 N·m (220 ± 30 lb·Ift) 1 NOTE: Steer axles with tapered roller bearings shown. 9 2 10 (5) Torque for bolts ① that hold cover ………………………... 55 ± 6 N·m (40 ± 5 lb·ft) (1) Do the steps that follow for steer wheel bearing adjustment.
Steer Tire Installation (GC Models Only) Steer Wheel Mounting 1 1 A IDCS210S (1) Torque for bolts that hold steer wheel ............ ............................120 ± 20 N·m (90 ±15 lb·ft) IDCS184S GC20E/P-5, GC25E/P-5 Models 1 B IDCS209S GC30E/P-5, GC32E/P-5 Model (1) Install tires to dimension (A) or (B) of ............. ................................. 17 ± 2 mm (.67 ± .
Oil Cooled Disc Brake IDCS211S (1), (2) Put LOCTITE NO.17430 Liquid Gasket on contact surface area of the axle flange cover assembly and cover before installation. (3) Thickness of one new Plate ...2.50 ± .064 mm (.100 ± .0025 in) Thickness of one new friction disc: ................. ........................ 4.59 ±.13 mm (.181 ± .005 in) Minimum depth of grooves before the replacement of frictiondine is necessary ......... ...........................................0.32 mm (.
System Operation Hydraulic Schematic Basic Hydraulic Actuator System Schematic 1. Lift cylinder-secondary; 2. Flow protector-primary; 3. Lift cylinder-primary; 4. Flow protector-secondary; 5. Cylinder; 6. Tilt cylinder; 7. Control valve; 8. Unload solenoid valve; 9. Lift lock solenoid valve; 10. CF line to steering unit; 11. LS line to steering unit; 12. Brake reservoir; 13. Brake power master cylinder; 14. Relief valve - Tilt/Aux; 15. Relief valve - Main; 16. Needle valve; 17. Drive axle; 18.
The lift cylinder lowering speed is controlled by a flow regulator valve integrated into lift spool. The hydraulic gear pump (18) is driven off the transmission PTO which draws oil from the hydraulic oil tank (23). Oil is supplied to the first control valve (7) section through hydraulic line (21). This section also contains the priority valve that distributes oil to the following areas based on, 1st brakes, 2nd steering, and 3rd implement flow demand (mast/tilt/auxiliary functions). A constant flow of 0.
Control Valve External Configuration Hydraulic Circuit Vehicle System 22 System Operation
Inlet Block - Key On Lift Spool Neutral Position - Solenoid and Key Off The above figure shows the lift spool in neutral position with key switch off. The solenoid valve is deenergized and blocks lift cylinder return oil flow through the control valve passage to tank. Lift lock also blocks fluid passage of lift cylinder to tank.
Lift Spool Neutral Position - Solenoid and Key On The above figure shows the lift spool in neutral position with key switch on. The solenoid valve is energized and opens to allow oil flow to tank. The lift lock remains closed and blocks oil flow through passage to tank. Lift Spool - Positioned to Lift With lift spool pulled out, fluid goes through a load check valve, spool and lift lock to lift cylinder. Lift cylinder is extended.
Lift Spool - Positioned to Lower With lift spool pushed in, fluid passes from lift cylinder to tank. The fluid goes through lift lock, lift spool, flow regular valve and tank and the lift cylinder lowers. The flow regulator valve permits a consistent lowering speed of lift cylinder regardless of load. Tilt Spool - Positioned for Forward Tilt On shifting tilt spool in, the fluid passage of pump to tilt cylinder is made.
Tilt Spool - Positioned for Backward Tilt On shifting tilt spool out, the fluid passage of pump to tilt cylinder is made. Pump fluid goes through a load check valve, tilt spool to a rod of tilt cylinder. At the same time, the fluid of a head side of tilt cylinder goes through spool to tank. The tilt cylinder is moved backward.
Auxiliary Spool - Positioned for Right Hand Shifting Pressure and Flow Control Section The main relief valve (system R/V) limits the MAX. lift pressure. The auxiliary relief valve limits the max. tilt and auxiliary system relief pressure. The hydrostat will by-pass the remaining flow back to tank according to the flow control valve in tilt and auxiliary section.
Flow Control Adjustment - Tilt and Auxiliary Tilt and auxiliary sections have the capability to adjust flow to the actuating cylinders. Clockwise rotation of the adjustment screw will increase hydraulic flow to the cylinders and increase extension or retraction speed. Counter-clockwise rotation of the adjustment screw will decrease hydraulic flow to the cylinders and reduce extension or retraction speed.
STEERING SYSTEM Hydraulic Schematic Steering system schematic 1. Steering unit; 2. Priority valve end of control valve; 3. Steering CF line; 4. Left turn hydraulic line; 5. Right turn hydraulic line; 6. Power steering cylinder; 7. Steering LS line; 8. Steering return oil line; 9. Pump oil supply line; 10. Control & Priority valve return oil line; 11. Hydraulic oil tank; 12. Pump; 13. Suction filter; 14. Return filter; 15.
The priority valve is integrated to the first block of control valve. This section distributes oil to the following areas based on, 1st brakes, 2nd steering, and 3rd implement flow demand (mast/tilt/auxiliary functions). The priority valve (2) supplies oil from the pump (12) to brakes and steering unit (1) as needed. The fluid is drawn from the hydraulic tank (11) by the pump (12). The pump supplies fluid through hydraulic hose (9) to a first block of control valve (2).
Steering Gear 1 A 2 B 3 4 5 6 7 8 9 10 11 12 IDCS113S Steering Gear (1) Spool. (2) Sleeve. (3) Outlet (to tank). (4) Inlet (for pump oil). (5) Internal pump gear. (6) External pump gear. (7) Centering springs. (8) Pin. (9) Left turn port. (10) Right turn port. (11) Body. (12) Drive. (A) Control section. (B) Metering section. Oil from the control valve goes through inlet (4) into the control section of the steering gear.
Oil Flow The oil from the control valve flows through inlet (4). When the steering wheel is stationary (NEUTRAL), the oil is stopped by spool (1). The oil can not flow through the steering gear to the steering cylinder until the steering wheel is turned. 5 6 8 The steering wheel is connected to spool (1) by a shaft assembly and splines. When the steering wheel is turned, spool (1) turns a small amount until springs (7) are compressed. Then, sleeve (2) starts to turn.
Brake Power Master Cylinder Vehicle System 33 System Operation
Relief valve (7) is built into the power master cylinder to prevent exceeding 40 bar (580 PSI) pressure within chamber (3). As pressure builds, the sleeve of the relief valve shifts and compresses the spring. This opens boost chamber (3) to drain chamber (8) preventing over-pressurizing the system. This limits excessive reaction force of the brake pedal. In case of accidental engine shut down the system becomes mechanically operated.
Oil Cooled Disc Brake 1 Parking Brake 3 2 2 1 8 7 5 6 4 3 IDCS211-1S Disc Brake Assembly Parking Brake Linkage (1) Cable Assembly. (2) Switch. (3) Lever. (1) Inlet (from brake valve). (2) Passage. (3) Plates (five). (4) Discs (four). (5) Piston. (6) Seal. (7) Seal. (8) Passage (for cooling oil). The band-type parking brake is installed on the input shaft clutch pack inside the transmission. The parking brake control assembly is mounted on the cowl. The parking brake is controlled with a lever.
Delayed Engine Shutdown System Operation The delayed engine shutdown system will shut the engine down if no proper action is taken by the operator. This system makes use of the engine oil pressure switch, transmission oil temperature switch and water (coolant) temperature sensor to get the required truck condition. If an engine damaging condition arises, such as too much oil pressure drop, this system will alert the operator by warning MIL Lamp.
Diagram of Delayed Engine Shutdown System G420F(E) / G424F(E) ENGINE – LP TRUCK G420F(E) / G424F(E) ENGINE – GAS & DF TRUCK Vehicle System 37 System Operation
Trouble shooting of Delayed Engine Shutdown System When the ignition key is turned on, the MIL Lamp will illuminate and remain on until the engine is started. Once the engine is started, the MIL Lamp will go out unless one or more fault conditions are present. If a detected fault condition exists, the fault or faults will be stored in the memory of the small engine control module (SECM). Once an active fault occurs, the MIL Lamp will illuminate and remain ON.
Delayed Engine Shutdown System Schematic DELAYED ENGINE SHUTDOWN : G420F(E) - LP Vehicle System 39 System Operation
Delayed Engine Shutdown System Schematic ENG GND NEAR COILS E/G OIL PR E/G CHECK DELAYED ENGINE SHUTDOWN : G420F(E) - GAS&DF Vehicle System 40 System Operation
Delayed Engine Shutdown System Schematic DELAYED ENGINE SHUTDOWN : G424F(E) - LP Vehicle System 41 System Operation
Delayed Engine Shutdown System Schematic DELAYED ENGINE SHUTDOWN : G424F(E) - GAS&DF Vehicle System 42 System Operation
OSS (Operator Sensing System) 4. Water separator (sediment) warning – only diesel Water separator lamp indicates when the engine is running and there is much water in the fuel filter exceeding 100cc. If the lamp turns on with the engine running, park the lift truck and stop the engine. Drain some fuel (and any water) until clean fuel flows from the filter which approximately takes 5 to 6 seconds. Operation Operator Sensing System is operated by seat switch built into the seat.
Operator Sensing System Schematic INDICATOR AS SOL_VALVE_LIFT LOCK SOL_VALVE_UNLOAD SEAT BELT SWITCH CONTROLLER - VCS SEAT SWITCH AIR CLEANER SWITCH REV LP PR SW SEDIMENT SW PARKING BRAKE SW FWD PILOT BUZZER FUSE RELAY CREEPING SPEED FUSE CIRCUIT BREAKER DIR SWITCH IGNITION SW BATTERY System Operation 44 Vehicle System
Trouble shooting of Operator Sensing System CONDITION PROBABLE FAULT CORRECTIVE ACTION 1. Buzzer warning 1. Seat switch open 1. Check seat switch 2. Parking brake light 2. Parking brake switch open 2. Check parking brake switch 3. Controller defect 3. Check continuity of wire from seat switch to controller (SW2) 4. Wiring defect 4. Measure the voltage between controller(SW2) and GND : 12V is no problem 1. Seat belt warning light 1. Seat switch open 1. Check seat switch 2. Controller defect 2.
CONDITION 1. Buzzer warning 2. Mast interrupt light PROBABLE FAULT 1. Seat switch open 1. Check seat switch 2. Fift lock / Unload solenoid defect 2. Check Lift lock/Unload Solenoid 3. Wiring defect 3. No mast operation CORRECTIVE ACTION 3. Check continuity of wire from solenoid-lift lock(2) or solenoid-unload(2) to controller (ISO3691 VALVE) 4. Controller defect 4. Check continuity of wire from solenoid-lift lock(1) or solenoid-unload(1) to controller (IGN) 5.
Visual Checks Testing and Adjusting A visual inspection of the hydraulic system and its components is the first step when a diagnosis of a problem is made. Lower the carriage to the floor and follow these inspections; Troubleshooting Troubleshooting can be difficult. A list of possible problems and corrections are on the pages that follow. 1. Measure the oil level. Look for air bubbles in the oil tank.
Hydraulic Oil Temperature (Too Hot) Hydraulic System and Mast When the temperature of the hydraulic oil gets over 98.8°C (210°F), polyurethane seals in the system start to fail. High oil temperature causes seal failure to become more rapid. There are many reasons why the temperature of the oil will get this hot. During a diagnosis of the hydraulic system, remember that correct oil flow and pressure are necessary for correct operation.
Hydraulic System and Mast Problem: Mast does not move smoothly. Problem: The hydraulic system will not lift the load. Probable Hydraulic Cause: Probable Hydraulic Cause: 1. Air in the hydraulic system. 1. There is an air leak, which lets air into the hydraulic system on the inlet side of the hydraulic pump. 2. Relief valve sticks or defective. 2. The relief valve opens at low oil pressure. Probable Mechanical Cause: 3. The hydraulic pump has too much wear. 1.
Problem: The carriage will not lower correctly. Hydraulic Pump Problem: Noise in the pump. Safety lift lock function: Once the operator leaves a seat more than 3 seconds or a start key is off, the lift cylinder doesn’t lower even though lift lever is pulled for lowering. If the operator is seated or, a key is on, the lowering will normally work immediately. Probable Cause: 1. The oil level is low. 2. The oil is thick (viscosity too high) or seals.. Probable Hydraulic Cause: 3.
Problem: Leakage at the pump shaft seal. Hydraulic Control Valve Probable Cause: Problem: The control spools do not move freely. 1. The shaft seal is worn. Probable Cause: 2. There is a broken gasket behind the seal. 1. The temperature of the oil is too high. 3. The inner parts of the pump body are worn. 2. There is foreign material in the fluid. 4. Operation with too low oil level in tank causes suction on the seal. 3. The fitting connections in the valve body are too tight. 5.
Problem: Spools do not return to neutral. Lift and Tilt Cylinders Probable Cause: Problem: Leakage around the cylinder rod. 1. The springs are broken. Probable Cause: 2. The spool is bent. 1. Cylinder head (bearing) seals are worn. 3. The system or valve has foreign particles in it. 2. Cylinder rod is worn, scratched or bent. 4. The control linkage is not in alignment. Problem: There is leakage of oil inside the cylinder or loss of lift or tilt power. 5.
Problem: Low oil pressure. Steering System Probable Cause: Problem: Too much force needed to turn steering wheel. 1. Low oil level. Probable Cause: 2. Priority valve relief valve spring weak. 1. Priority valve releases pressure oil at a low setting. 3. Relief valve (priority valve) will not move from the Open position. 2. Pump oil pressure is low, worn pump. 4. Oil leakage inside or outside of the system. 3. Steering gear covers are too tight. 5. Defective pump. 4.
Problem: The temperature of the oil is too hot. Power Master Cylinder Probable Cause: Problem: Low power braking pressure or loss of power braking 1. The viscosity of the oil is wrong. Probable Cause: 2. Air mixed with the oil. 1. Insufficient pedal stroke. 3. The relief valve is set too high (priority valve). 2. Lines connected to wrong ports. 4. There is a restriction in the line circuit. 3. Insufficient brake flow from the first section of control valve due to a stuck brake spool. 5.
Brake System Problem: Hard pedal. Probable Cause: NOTE: If excessive force is applied to the brake pedal, the pedal can be forced to the end of the stroke. This is normal and should not be interpreted as a problem. 1. Mechanical resistance at pedal or disc assembly. 2. Restriction in the brake line. Problem: Pedal resistance is not solid (spongy) (under normal pedal pressure). 3. Defective brake valve. Probable Cause: 4. Brake discs look like glass (glazed) or are worn. 1.
Hydraulic System Relief Valve Pressure Check Tools Needed Fittings Group CONTROL VALVE D20S-5 G20E-5 18,100 ± 350 Kpa 15,500 ± 350 Kpa 2,625 ± 50 psi 2,250 ± 50 psi 19,500 ± 350 Kpa 15,500 ± 350 Kpa 2,825 ± 50 psi 2,250 ± 50 psi G20P-5 GC20E-5 (1) gage plug (PF 1/2 thread) (2) Nipple assembly GC20P-5 D25S-5 G25E-5 With the engine off, remove the gage plug from nipple assembly (2) and connect the 28,000 KPa (4000 psi) gauge to the nipple assembly.
Tilt and Sideshift Relief Valve Check and Adjustment Flow Control Valve Adjustment The tilt and first attachment speeds can be adjusted at the control valves. They can be adjusted by turning the plug in the hydraulic control valve body. The lift speed can not be adjusted. Do the procedure that follows to change the flow control assembly. 1. Start the engine and activate the hydraulics until the hydraulic oil is at the normal operating temperature. Put the mast in the full tilt back position. 2.
5. Locate the setscrew on each lift cylinder. Slowly open setscrews no more than one turn. The weight of the carriage will force air and hydraulic oil out of the cylinders through the setscrews. Close the setscrews before all the pressure is out of the cylinders. This will prevent air from entering through the setscrews. Standard Lift Cylinder Air Removal After the standard lift cylinder has been disassembled and then assembled again, it may be necessary to remove the air (bleed) from the cylinder. 1.
Mast and Carriage Mast And Carriage Bearings Part No. D581814 D581815 D581816 Mast Adjustment - STD, FFL & FFT NOTE: The Standard, Full Free Lift and Full Free Triple Lift mast load bearings are all adjusted the same way. The mast shown in the following illustrations is the Full Free Triple Lift mast. Bearing Size Under Size Standard Over Size Bearing O.D.* 108.6 mm(4.276 in) 109.6 mm(4.135 in) 110.7 mm(4.358 in) * Permissible tolerance ±0.08mm (.
3 4 5 6 A B C IDCS123S Mast Adjustment Lower Bearings (A, B, C) Zero clearance. (D) Minimum clearance. (3, 4, 5) Bearing. (6, 7, 8) Shims. 3. Install 1 mm shim to each bearing of intermediate lower and stationary upper basically. Lifting by crane, insert intermediate mast into stationary mast from the upper side. NOTE: When installing shims (5) behind bearing (4), make sure the amount of shim is divided equally when positioned behind each bearing (4). 4.
B. Upper Bearing Adjustment of Stationary Mast 5. In case of standard and full free mast, inner lower bearings can be easily extruded by pulling down the inner mast from the bottom of stationary mast. If intermediate mast is stuck and cannot move by rolling up and down, there might be excessive shims. Pull out the intermediate mast from the stationary mast and remove shim 0.5 mm to both intermediate lower bearings. Repeat same procedure of above until properly shimmed.
C. Upper Pad Adjustment D E 7 8 F 9 2. Make sure stationary mast upper bearings are properly shimmed by rolling up and down and moving intermediate mast to right and left. If clearance between both masts can be detected, pull out the intermediate mast from the stationary mast with crane and add shim 0.5 mm or 1 mm to both stationary upper bearings. 7 8 10 E IDCS124S Mast Adjustment Upper Bearings (D) Zero clearance. (E) 0.80 mm (.031 in) Clearance maximum. (F) Zero clearance. (7) Pads. (8) Shims.
D. Lower Bearing Adjustment of Inner Mast Mast And Carriage Bearings 3 4 5 Part No. D581814 D581815 D581816 6 Bearing Size Under Size Standard Over Size Bearing O.D.* 108.6 mm(4.276 in) 109.6 mm(4.135 in) 110.7 mm(4.358 in) * Permissible tolerance ± 0.08mm (.003in) A B 2. Find narrowest point by ruler on the intermediate mast in the area where the inner lower bearings make contact full length of intermediate mast excluding minimum channel lap 475 mm (18.7 in).
Mast Adjustment - Quad Mast And Carriage Bearings NOTE: The Standard, Full Free Lift, Full Free Triple Lift and Quad Lift mast load bearings are all adjusted the same way. The mast shown in the following illustrations is mainly the Full Free Triple Lift mast, but for necessary points illustrations of Quad Lift mast are inserted. Part No. D581814 D581815 D581816 Bearing Size Under Size Standard Over Size Bearing O.D.* 108.6 mm(4.276 in) 109.6 mm(4.135 in) 110.7 mm(4.358 in) * Permissible tolerance ±0.
Mast Adjustment Lower Bearings (A, B, C) Zero clearance. (D) Minimum clearance. (3, 4, 5) Bearing. (6, 7, 8) Shims. 3. Install 1 mm shim to each bearing of intermediate lower and stationary upper basically. Lifting by crane, insert intermediate mast into stationary mast from the upper side. NOTE: When installing shims (5) behind bearing (4), make sure the amount of shim is divided equally when positioned behind each bearing (4). 4.
B. Upper Bearing Adjustment of Stationary Mast 5. In case of standard and full free mast, inner lower bearings can be easily extruded by pulling down the inner mast from the bottom of stationary mast. If outer intermediate mast is stuck and cannot move by rolling up and down, there might be excessive shims. Pull out the outer intermediate mast from the stationary mast and remove shim 0.5 mm to both outer intermediate lower bearings. Repeat same procedure of above until properly shimmed.
C. Upper Pad Adjustment 2. Make sure stationary mast upper bearings are properly shimmed by rolling up and down and moving intermediate mast to right and left. If clearance between both masts can be detected, pull out the intermediate mast from the stationary mast with crane and add shim 0.5 mm or 1 mm to both stationary upper bearings. Mast Adjustment Upper Bearings (E, F, G) Zero clearance. (H) 0.80 mm (.031 in) Clearance maximum. (9) Pads. (10) Shims. (11, 12, 13) Shims. 3.
Mast And Carriage Bearings D. Inner Intermediate Mast Adjustment Part No. D581814 D581815 D581816 Follow the same procedure with above A~C. E. Lower Bearing Adjustment of Inner Mast Bearing Size Under Size Standard Over Size Bearing O.D.* 108.6 mm(4.276 in) 109.6 mm(4.135 in) 110.7 mm(4.358 in) * Permissible tolerance ± 0.08mm (.003in) 2.
Carriage Adjustment STD, FFL & FFT NOTE: The standard, Full Free Lift and Full Free Triple Lift carriage load bearings are all adjusted the same way. The Full Free Triple Lift carriage is shown in the following illustrations. To make the carriage clearance adjustments, carriage must be removed from the mast. Use the procedure that follows to adjust carriage load bearings. 3 A 4 B 5 C Mast Adjustment Lower Bearings (A, B, C) Zero clearance. (D) Minimum clearance. (3, 4, 5) Bearing. (6, 7, 8) Shims.
Mast And Carriage Bearings Part No. D581814 D581815 D581816 Bearing Size Under Size Standard Over Size Bearing O.D.* 108.6 mm(4.276 in) 109.6 mm(4.135 in) 110.7 mm(4.358 in) * Permissible tolerance ±0.08mm (.003in) 5. Tighten screw (5) that holds the top bearings to the carriage to a torque of 34±7 N·m (25±5 lb· ft) 2. Find narrowest point by ruler on the inner mast in the area where the bearings make contact. 3.
Quad Mast Mast And Carriage Bearings To make the carriage clearance adjustments, carriage must be removed from the mast. Part No. Bearing Size Bearing O.D.* D581814 Under Size 108.6 mm(4.276 in) D581815 Standard 109.6 mm(4.135 in) D581816 Over Size 110.7 mm(4.358 in) * Permissible tolerance ±0.08mm (.003in) Use the procedure that follows to adjust carriage load bearings. 3 A 4 B 5 C A VIEW A-A A 6 B C B 2.
Chain Adjustment If the tension is not the same on both chains, do the procedure that follows: WARNING Personal injury can be caused by sudden movement of the mast and carriage. Blocks must be used to prevent the mast and carriage from any movement while the adjustments are made. Keep hands and feet clear of any parts that can move. 5 5. Tighten screw (5) that holds the top bearings to the carriage to a torque of 34±7 N·m (25±5 lb· ft) 11 6. Shim stop bolt (11) as required to obtain a 6 to 9 mm (.
Chain Wear Test Chain wear test is a measurement of wear of the chain links and pins. Do the steps that follow to check chain wear. 1. Lift the mast and carriage enough to put tension on the lift chains. 2 2. Measure precisely ten links of chain distance at the center of pins in millimeter. A chain wear gauge can also be used. 3. Calculate chain wear rate. 1 2 * For STD, FF, FFT Mast 1 2 New one pitch = 19.05 mm (D20/25/30/32S Model) 25.
Carriage and Mast Height Adjustment Forks Parallel Check 1. Move the mast either forward or backward so it is in the vertical position. 1. Lift the mast and operate the tilt control lever, until the top surface of the forks is parallel with the floor. Place two straight bars, that are the same width as the carriage, across the forks as shown. Measure the distance from the bottom of each end of the two bars to the floor. The forks must be parallel within 3 mm (.
Tilt Cylinder Alignment If the tilt cylinders are out of alignment, extra stresses in the mast assembly and the mast hinge area will result. To prevent damage, the tilt cylinders must stop evenly at the end of the tilt back and tilt forward strokes. Tilt Angle Check Tilt Angle Check (Typical Example) The tilt angle of the mast must be checked in the full tilt back and full tilt forward positions. A tilt indicator or a protractor can be used to measure the angle.
Tilt Cylinder Length Check WARNING Tilt cylinder pivot eyes can loosen if the torque on the pivot eye clamping bolt is not tight enough. This will let the tilt cylinder rod turn in the tilt cylinder eye. The cylinder rod may then twist our of the pivot eye and the tilt cylinder will be out of alignment or may let the mast fall and cause personal injury or damage. When the rod lengths are made even, the tilt angle differences or the mast alignment will no longer be a problem. 3.
Drift Test Drift Test For The Tilt System Drift is movement of the mast or carriage that is the result of hydraulic leakage in the cylinders or control valve. Before testing the drift: 1. Put a rated capacity load on the forks on the lift truck. Operate the lift truck through a complete lift and tilt cycle until the oil is at normal temperature for operation, 45 to 55 °C (113 to 131 °F). WARNING 2. Put the mast in a vertical position. Raise a rated capacity load to a height of 2.5 meters (8.2 ft).
Steering System Steering Axle Stop Adjustment Steer Wheel Bearing Adjustment 1 12 1 2 A 2 3 4 5 Bearing Adjustment IDCS132S (1)Nut (2) Lock Washer Steer Angle (1) Bolt. (2) Nut. (3) Bolt. (4) Nut. (5) Bolts. (A) 80° angle. 1. Tighten nut (1) slowly to 135 N·m (100 lb·ft) while the wheels is rotated in both directions to put the bearings into position. Use the procedure that follows to make an adjustment to the steer axle turning angle. 2. Loosen nut (1) completely. Tighten nut (1) again to.
Steering Knuckle Bearing Preload Adjustment Steering System Pressure Check If the steering system does not work correctly, check the hydraulic tank for the correct oil level and the hoses and connections for leakage. If all these items are correct, use the Pressure Gauge Kit to check the steering hydraulic system and its relief pressure setting. 6 1 7 8 9 Hydraulic Steering Gear (1) Elbow (Pressure line from priority valve).
6. If the indication is not correct, then there is steering hydraulic failure in the components. (6) (5) M10 X 1.0 THD (4) IDCS134S (4) Pressure-Checking Adapter. (5) Pressure-Tube. (6) Pressure Gauge. 7. If the steering gear and the priority valve are working properly, the steering cylinder is defective and must be repaired. 8. Correct the problem and check steering relief valve pressure again. a.
Brake System Parking Brake Test Brake System Air Removal WARNING To prevent personal injury, the operator must be ready to use the service brake if the parking brake is not adjusted correctly and the lift truck starts to move. When the brake pedal resistance is spongy (not solid) it is usually an indication that there is air in the brake hydraulic system. The cause may be low fluid or oil level, leakage in the system, a broken brake line or a brake line that is not connected.
Parking Brake Adjustment NOTICE Turn the adjustment screw clockwise to tighten. Turning the screw too far counterclockwise could allow parts to fall into the bottom of the transmission. The transmission would then require disassembly to remove the parts. 5 6 4 1. Put the parking brake control in the released position. 1 2 2. Make sure lever (4) is against stop (3). If against stop, go to Step 5. If not against stop, go to Step 3. 3 3.
7 8 IDCS219S Parking Brake Adjustment (7) Switch Assembly. (8) Screws. 8. Loosen screws (8). 9. Adjust switch assembly (7) until switch actuation occurs between the 2nd. or 3rd. click as the parking brake is engaged. Tighten screws (8).
