S63-5-2013 G Series 1-3.5t IC Forklift Operation and Maintenance Manual
S63-5-2013 G Series 1-3.5t IC Forklift Operation and Maintenance Manual
S63-5-2013 G Series 1-3.5t IC Forklift Operation and Maintenance Manual
This manual accounts for “HELI” Forklift Truck of G series, includes its performance,
structure, safe operation and regular preventive maintenance, so that operators, mechanics and
supervisors of Forklift Truck correctly operate and prevent maintenance.
Read and understand this manual before operating your lift truck! This manual is your
guide to safe operation and regular preventive maintenance. So as to let the Forklift Truck keep
good working conditions.
If any operation or maintenance doesn’t accord with requires in this manual, our related
promises is inefficacy.
Due to continuous improvements in design, it is possible that the latest description
contained herein may differ slightly from the truck delivered to you. Moreover, the
specification of the forklift truck may be changed insignificantly depending on its destination.
CONTENTS
-1-
(2)Wear all the safety guards, such as shoes, helmet, clothing and gloves while operating
the truck.
(3)Check all the control and warning devices before starting the truck. If any damages or
defects are found, operate it after repairing.
(4)At the rated loading center, either overload or overload operation is strictly prohibited.
If the goods is placed at non-rated loading center, the capacity is decided according to load
curve graph. The center of goods should be in line with the frame center, not out of the line.
The fork should insert completely under the goods and make the goods placed on it evenly. Do
not raise an object with one fork end.
(5)The starting, turning, driving, braking and stopping operation of the truck should be
done smoothly. When steering on the humid or low friction road, the truck should be
decelerated.
(6)Travel with loads as low as possible and tilted backward.
(7)Be careful when traveling on a slope. When climbing grades with a slope of more than
10%, the truck should forward travel, and when descending so grades, backward travel. Never
turning on a slope. Avoid loading and unloading operation when descending.
(8)Pay attention to pedestrian, obstacle and bumpy road when driving. Pay attention to
the clearance over forklift truck.
(9)Never allow any persons to stand on the forks or the truck to carry persons.
(10)Never permit anyone to stand or walk under upraised forks.
(11)Don’t operate truck and attachment of it at any position out of the drive seat.
(12)On the high lift forklift truck, when the lift high more than 3m, it is noted that the
goods on it should not fall down or the protection measures must
be taken if necessary.
(13)Tilt the mast of the high lift forklift truck as backward as
possible while the truck working. Use minimum forward tilt angle
and Min. reverse tilt when loading and unloading.
(14)Be careful and slowly driving over a dock board or
bridge-plate.
(15)Shut down the engine and don’t stay on the truck when
filling fuel. Don’t ignite the engine while checking battery or fuel
lever.
(16)The unloaded forklift truck with attachments should be
operated as a loaded truck.
-2-
(17)Don’t handle unfixed stacked goods. Be careful to bulky goods to be handled.
(18)If leaving the truck, lower the forks on the ground and let the shift lever to neutral,
shut down the engine or cut down electric supply. If parking on a slope is unavoidable, apply
the parking brake and block the wheels.
(19)Don’t open the radiator cap when the engine is warm.
(20)Don’t adjust the control valve and relief valve at all to prevent the damage of
hydraulic system and its components because of excessive pressure passing them.
(21)Tyres should be inflated according to the pressure valve specified in the mark plate of
“Tyre Pressure”.
(22)According to the measure method specified in JB/T 3300, max. noise at the outboard
of the truck should be not more than 89 dB(A).
(23)Be familiar with and pay attention to the functions of the decals that on the truck.
★During use and maintenance of the forklift, the operator must pay attention to the
narrow space around such mobile parts as at both sides of the tilt cylinder, outer mast
and so on to avoid being hurt due to clipping.
-3-
5. Fuel and Lubricants Used for Forklift Truck
Brand Recommended
General Standard Temperature GREAT WALL MOBIL SHELL ESSO
Product
SF Abolished Shell X100 Esso Extra Motor Oil
API SG SG Abolished Shell Helix
API SJ Assess SJ Mobil super S Esso Superflo
“Viscosity Shell Rimula C
Grade” CD Abolished Essolube XT ID
Engine Oils Diesel Engine Oil
according to
environment Mobil Delvac
API CF-4 CF-4 Essolube XT2
temperature Super 1300
Shell Rimula X
API CH-4 CH-4 Mobil Delvac MX Essolube XT5
Diesel Engine Oil
ISO 6743/4 L-HM Antiwear Hydraulic
Mobil DTE24 Shell Tellus Oil 32 Nuto H32
DIN 51524 Ⅱ Fluid L-HM32
Low Temperature Antiwear
Hydraulic Fluids ISO 6743/4 L-HV ≥-20℃ Shell Tellus Oil 32 Univis N32
Hydraulic Fluid L-HV32
-4-
Low Pour Point Antiwear
ISO 6743/4 L-HS ≥-40℃ Hydraulic Fluid L-HS32
Mobil DTE 13M Shell Tellus T32
Automatic
GM Dexron Ⅲ ATF-Ⅲ Mobil ATF Shell ATF Ⅲ Esso ATF
Transmission Fluid
Mobil Super Heavy Esso Brake Fluid
Break Fluid FMVSS 116-DOT3 JG-3 Shell Donax B
Duty Break Fluid (DOT-4)
3# General Lithium Esso Multipurpose
-20℃~+120℃ Mobil grease Shell Retinax Grease
Grease Grease H
Greases
MoS2 EP Lithium Mobil grease Shell Alvania HDX2
-20℃~+120℃ XHP 222 Special
Grease Grease
≥-25℃ FD-Ⅱ
Coolant Fluid ≥-35℃ FD-2A Mobil Coolant Shell Freeze Guard Esso Coolant
≥-40℃ FD-Ⅲ
Automotive API GL-5 or Heavy Duty Automotive Mobil HD Shell Spirax A Gear Esso Gear oil Gx
-15℃~+49℃
Gear oils MIL-L-2105D Gear Oil 85W/90GL-5 85W/90GL-5 Oil 85W/90GL-5
Ⅱ.Main Specifications of Forklift Truck
-5-
Main Specifications
Table 1
Model
CPCD10-KU1G CPCD15-KU1G CPCD18-KU1G
Item
Gradeability Unloaded 25 19 18
(%) 42 32 28
Loaded
-6-
Main Specifications
Table 2
Model
CPCD10-KU11G CPCD15-KU11G CPCD18-KU11G
Item
Gradeability Unloaded 25 19 18
(%) 42 40 36
Loaded
-7-
Main Specifications
Table 3
Model
CPCD10-RC2G CPCD15-RC2G CPCD18-RC2G
Item
Gradeability Unloaded 42 41 39
(%) 25 19 20
Loaded
-8-
Main Specifications
Table 4
Model
CPCD10-RC3G CPCD15-RC3G CPCD18-RC3G
Item
Gradeability Unloaded 41 29 26
(%) 25 19 20
Loaded
-9-
Main Specifications
Table 5
Model
CPCD10-WS3G CPCD15-WS3G CPCD18-WS3G
Item
Gradeability Unloaded 38 37 36
(%) 23 18 18
Loaded
-10-
Main Specifications
Table 6
CPCD35-W10G
Model
CPCD20-W10G
CPCD25-W10G
CPCD30-W10G
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 18 16 17 20
(%) Loaded 25 23 20 21
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-11-
Main Specifications
Table 7
Model
CPCD20-HJ1G
CPCD25-HJ1G
CPCD30-HJ1G
CPCD35-HJ1G
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 18 16 17 20
(%) Loaded 25 23 20 21
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-12-
Main Specifications
Table 8
CPQD20-RC2G
CPQD25-RC2G
CPQD30-RC2G
CPQD35-RC2G
Model
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 20 18 20 18
(%) Loaded 26 24 23 14
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-13-
Main Specifications
Table 9
CPQD20-RC3G
CPQD25-RC3G
CPQD30-RC3G
CPQD35-RC3G
Model
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 19 18 18 18
(%) Loaded 34 29 21 20
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-14-
Main Specifications
Table 10
Model
CPCD20-D1G
CPCD25-D1G
CPCD30-D1G
CPCD35-D1G
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 18 18 20 18
(%) Loaded 40 37 19 20
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-15-
Main Specifications
Table 11
CPCD20-WS3G
CPCD25-WS3G
C PCD30-WS3G
Model
CPCD20-WSG
CPCD25-WSG
CPCD30-WSG
CPCD35-WSG
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 20 18 20 13
(%) Loaded 27 23 24 16
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-16-
Main Specifications
Table 12
Model
CPCD20-KU8G CPCD25-KU8G CPCD30-KU8G
Item
Gradeability Unloaded 20 18 20
(%) 28 25 23
Loaded
-17-
Main Specifications
Table 13
CPCD20-KU10G
CPCD25-KU10G
CPCD30-KU10G
CPCD35-KU10G
Model
Item
Rated Capacity (kg) 2000 2500 3000 3500
Load Center (mm) 500 500 500 500
Max. Lifting Height (mm) 3000 3000 3000 3000
Free Lift (mm) 150 150 155 160
Mast Tilt Angle (Fwd/Bwd) (°) 6/12 6/12 6/12 6/12
Gradeability Unloaded 18 18 20 18
(%) Loaded 40 37 19 20
Overall Length (without fork) (mm) 2510 2580 2700 2770
Overall Width (mm) 1150 1150 1225 1285
-18-
Main Specifications
Table 14
Model
CPCD20-KU11G CPCD25-KU11G CPCD30-KU11G
Item
Gradeability Unloaded 18 16 17
(%) 25 23 18
Loaded
-19-
Size & Weight of Removal Parts
Table 15
Size
No. Description Length×Width×Height(mm) Weight(kg)
480×724×1935 674
1 Mast (without fork arms) (without fork arms)
-20-
Ⅲ. Primary Assembly of Forklift Truck
-21-
Ⅳ.The Construction, Principle, Adjustment and Maintenance of Forklift Truck
1.Power System
1.1General Description of Engine
The engine is connected with the drive unit and the bracket of the engine is connected
with the frame by rubber cushion to avoid vibration.
Model
CPCD10-18-Ku1G
CPCD30-Ku8G CPCD20-35-Ku10G
CPCD20-25-Ku8G
-22-
Main Specifications of ISUZU Engine
Table 2
Model CPCD20~35-
CPCD20~35- WSG CPCD10~35-
W10G CPCD10~18- WS3 G
WS4G
-23-
Main Specifications of Engine
Table 3
Model CPCD20~35-D1G CPCD20~35-HJ1G
-24-
Main Specifications of Engine
Table 5
Model CPCD10~18-KU11G CPCD20~30-KU11G
Specifications V2403-M-Z3B-AHFT-2
-27-
Check List for Maintenance of the Engine KUBOTA V2403
Time interval for maintenance
Item Per
50h 100h 200h 400h 500h 1 or 2 months 1 year 800h 1500h 3000h 2 year
Check fuel hose and its clip ☆
Change the oil inside the oil bottom shell ★ ☆
Clean air filter element (to be changed after six times of cleaning) ☆
Clean fuel filter (filter element type) ☆
Check the level of electrolyte of battery ☆
Check the tension of the fan belt and damage to it
Change the oil filter element ★ ☆
Check the hose of radiator and its clip ☆
Check air inlet pipeline ☆
Change the fuel filter cartridge ☆
-28-
Clean water pipe sheath and the inside of the radiator ☆
Change fan belt ☆
Change air filter element ☆
Check the clearance of throttle valve ☆
Check the injecting pressure of the nozzle ☆
Check turbo ☆
Check the injecting pump ☆
Change air inlet pipeline ☆
Change the hose of radiator and its clip ☆
Change fuel hose and its clip ☆
Change cooling liquid of the radiator ☆
Change battery ☆
★ After the engine operates for the initial 50 hours, please change the oil and the oil filter element.
1.3 Fuel System
The fuel system is composed a tank, fuel filter, fuel sensor and fuel meter. (see Fig.1-2)
1.3.1 Fuel Tank
The fuel tank is a welded construction integrated with the truck frame. It is located on the
left side of the truck frame. The tank cover with a fuel sensor is located on the top surface of
the tank.
Pump
Three way
To engine(oil return)
Bracket
Pump Hose
Hose inlet
Fuel sensor
-29-
1.3.2 Fuel Sensor
The fuel sensor is designed to convert the remaining amount of fuel into electric current.
The rheostat made of alloy steel wire is linked with a float. As the float moves up and
down, the electric current is changed by the resistance’s changes.
The fuel meter of G series truck is double sheets metal construction, the range of the
meter finger is determined by the current scale which get across the
heat element of the double sheets metal. The current value is the
biggest when the float is in the highest position, (The resistance
value is about 9.5 to 11 at this time), and the fuel meter’s finger
refers to the “F” which means the fuel level is full. On the other
hand, the “E” means the fuel level is empty.
1.3.3 Maintenance of the Fuel System
Maintenance should be conducted once for the fuel system
according to the following method after it works 100 hours and it
should be also cleaned once every 600 working hours.
(1) Oil-water separator fixed on the fuel tank is used to filter
the fuel supplied to the engine. The diesel filter also plays the role
-30-
of separating water from oil.
(a) The whole oil-water separator should be changed after it works 600 hours.
(b) Inject drops of fuel around the seal ring of new filter and put it on. After the ring
touches the filter, screw it on 2/3 circle further.
(c) As the filter alarm light is turned on, loosen the draining switch to drain all the water.
Note:Be sure to shut the draining switch after water is drained completely.
(2) The fuel filter element of the engine should be changed after it works 400 hours.
(a) Close the fuel switch (3).
(b) Screw off positioning ring (6) and remove the filter cup
and then clean the inside with kerosene.
(c) Change the filter element (4).
(d) Re-fix the fuel filter and keep it off dust and dirt.
(e) Bleed air to the fuel system.
-31-
1.4 Accelerator Pedal
As shown in Fig.1-6, the accelerator pedal fixed on the bottom is used to control the
rotational speed of the engine. It is connected with the engine through a linkage and soft shaft.
The height of limit bolt at the accelerator pedal is adjusted within the range 30-34mm.
Limit bolt
2. Electric System
2.1 General Description
The electric system for this forklift truck is of the single-pole type, in which the frame of
the truck provides the return path for the electricity. The electric system seems like the nerve
system of the truck and it mainly consists of the following systems.
2.1.1 Charging System
This system contains generator, battery, charging indicator, etc. It supplies current for all
the electric appliances. Voltage: 12V.
2.1.2 Starting System
This system mainly consists of automatic pre-heating unit
(only diesel engine), key switch, starting protection circuit, starting
motor, etc. The function of this system is starting the engine.
2.1.3 Electro-hydraulic Gearshift System
This system mainly consists of electro-hydraulic control
valve, direction switch and control box etc.
Working principle: To start up the forklift, direction switch
(shown in Fig.2-1, part 1) must be shifted to “OFF”, at this time,
the circuit safeguarding the start-up circuit is switched on in
control box (part 5). If the direction switch is not at “OFF”, the
-32-
control box turns off the start-up circuit and the engine cannot be initiated. It is because of the
design of a protective circuit for safe start-up. Push the direction switch forward and the
electromagnetic valve (part 3) in control valve is thus energized and then the valve spool
operates opening up the oil circuit in advancing direction. As the forward clutch works, the
drive gears engage and the power is outputted to drive the forklift forward. If the direction
switch is pulled backward, the electromagnetic valve (part 4) in control valve is accordingly
energized and then the valve spool reacts in reverse direction opening up the oil circuit for
backing. As the reverse clutch works, relevant reversing shaft gears engage and the power is
outputted to drive the forklift backward. At the meantime, the light and buzzer for backing are
turned on through the control box (part 5).
-33-
filter obstruction, leftward turning, rightward turning, over-high motor temperature, over-high
temperature of cooling liquid, too low level of fuel, over-high temperature of torque converter
and too low braking pressure etc.
2.1.5 Lighting and Signal Devices
They include all kinds of illuminating lamps, signal lamps, horn and buzzer, etc.
Head lamp: 55W
Front combination lamp(turning/front): 21W/8W
Rear combination lamp(turning/rear/backing): 21W(red)/8W(red)/10W(white) Warning
lamp: 21W
-34-
(c) Pull the right handle backward, the right-handed combination lamps in the front and
rear including turning signal lamp on the instrument panel will flash; push the right handle
forward, the left-handed combination lamps in the front and rear including turning signal lamp
on the instrument panel will flash.
2.2.3 Brake Signal
When you pedal brake, the brake lamps (red) in the rear combination lamps are on.
2.2.4 Backing Signal
When you need to reverse the forklift truck, pull the direction switch backward and the
transmission is in reverse gear. Then the backing lamps (white) in the rear combination lamps
are on and the buzzer sounds.
2.2.5 Charging Signal
Before you start the engine, put the key switch to the first “on” position and the charging
lamp is on. After engine starting, the charging lamp is automatically off. If the charging lamp
becomes on while the engine is working, it means something is wrong with the charging circuit
and you must stop working and check the charging circuit as soon as possible.
2.2.6 Oil Pressure Signal
Before you start the engine, put the key switch to the first “on” position and the oil
pressure alarm lamp is on. After engine starting, the oil pressure alarm lamp is automatically
off. If this lamp becomes on while the engine is working, it indicates low lubricating oil
pressure and you must stop working and check the lubricating system as soon as possible.
2.2.7 Oil-water Separator Signal
Before you start the engine, put the key switch to the first “on” position and the oil-water
separator alarm lamp is on. After engine starting, the oil-water
separator alarm lamp is automatically off. If this lamp becomes on
while the engine is working, it means too much water has been
accumulated in the oil-water separator. You should push the handle
in the oil-water separator to get rid of the water. After eliminating
the water, this lamp becomes off.
2.2.8 Fuel Meter
It indicates how much fuel is left in the fuel tank. If it displays
fewer than two bars, it means little fuel is left in the fuel tank and
the buzzer sounds. You should replenish the fuel tank as soon as
possible.
2.2.9 Water Temperature Meter
-35-
It indicates the temperature of the coolant for the engine.
2.2.10 Hour Meter
It indicates how many hours the engine has worked.
2.2.11 “Neutral” indicator lamp
As direction switch is shifted to “neutral”, relevant indicator lamp on the instrument panel
will be turned on; as the direction switch is positioned at the gear “forward” or “reverse”, the
indicator lamp will be turned off.
2.2.12 Pre-heating indicator lamp
As the key switch is turned to span 1 (electrifying span) clockwise, the instrument and
ignition power source will be switched on and the pre-heating indicator lamp will shine. The
engine (only diesel engine) is thus preheated automatically, the pre-heating indicator lamp will
be turned off automatically 3.5 seconds later, and the time of pre-heating will be under control
of time relay (also called timer) and lasts to 13.5 seconds.
2.2.13 Oil-water separation indicator lamp
As the precipitating water in oil-water separator reaches the warning line, the indicator
lamp on the instrument panel will be turned on. After the water is released, the indicator lamp
will die out.
2.2.14 Air filter obstruction indicator lamp
The indicator lamp shines on the instrument panel, showing that the air filter is full of
dust. It is time to take out the filter element, clean it and re-fix it again or change it.
2.2.15 Leftward and rightward turning-light indicator lamps
Turn on the leftward turning light, relevant indicator lamp on the instrument panel will
shine; turn on the rightward turning light, relevant indicator lamp
on the instrument panel will shine as well.
2.2.16 Over-high engine temperature indicator lamp
The engine should be turned off and checked as the indicator
lamp shines on the instrument panel.
2.2.17 Indicator lamp for over-high temperature of cooling
liquid
The engine should be turned off with its radiator and cooling
liquid being checked as the indicator lamp shines on the instrument
panel.
2.2.18 Indicator lamp for too low fuel level
Oil should be fed as soon as possible as the indicator lamp
-36-
shines on the instrument panel.
2.2.19 Indicator lamp for over-high temperature of torque converter
The engine should be turned off for checking as the indicator lamp shines on the
instrument panel.
2.2.20 Indicator lamp for too low braking pressure
The engine should be turned off with its braking system being checked as the indicator
lamp shines on the instrument panel.
2.2.21 Engine stops
Turn the key switch to the position “OFF”, the engine will stop working automatically.
2.2.22 Automatic monitoring system for the engine
The instrument has the function of automatically monitoring the engine. Electronic
monitoring system located inside the instrument can monitor the operation conditions of the
whole engine at any time and achieve data acquisition and processing based on input signals
from meters, sensors and pressure switches etc. As a datum reaches relevant limit, the alarm
unit will be initiated for grade 1 lighting warning or grade 2 acoustic-optic warning, reminding
the driver of stopping working for checking.
Grade 1 warning: Grade 1 warning signal will be given and relevant indicator lamp will
shine in case of one of following conditions:
(a) Over-high engine temperature;
(b) Over-high temperature of cooling liquid;
(c) Too low fuel level;
(d) Over-high temperature for torque converter.
If the grade 1 warning is not relieved, the monitoring system
will compulsively stop working of the engine 600s later.
Grade 2 warning: Grade 2 warning signal will be given and
relevant indicator lamp will shine and buzzer rings in case of one
of following conditions:
(a) Too low oil pressure for the engine;
(b) Breakdown in braking system.
The monitoring system will compulsively stop working of the
engine if the prompted issues remain unresolved 180s after the
grade 2 warning is given.
The engine can be started up again after being stopped by the
monitoring system. However, if the trouble is not eliminated,
-37-
Hour meter
Water temp.
meter
Indicator
Fuel meter
Warning lamp
-38-
Air fitter warning
warning switch
right
Electromagnetic value
Oil pressure switch Generator
-39-
Groud
Starting switch
-40-
3.Hydrodynamic Drive Unit
Torque Converter
Type T h ree elements, single stage, two phases
Torque Ratio 3.02
Set Pressure 0.5~0.68MPa
Charging Pump
Type Inner-mesh gear type
Flow Rate 27l/min(2000rpm, 1.5MPa)
Hydraulic Transmission
Type Power shifted
Forward 1.35
Speed Ratio
Backward 1.35
Hydraulic Clutch
Friction piece : O.D.×I.D.×T. 125×81×2.7
Friction area 71cm
2
-41-
Fig.3-1 Hydrodynamic Drive Unit
-42-
(2) Each of two hydraulic clutches is provided with four pairs of steel plates and paper
friction pieces specially-treated, so as to improve the durability of friction pair.
(3) Both one-way overrun clutches in the torque converter are used to increase the
efficiency for power transmission.
(4) High quality of oil filters is helpful to increasing the life of the torque converter.
3.2 Torque Converter
The torque converter mainly consists of an impeller, a turbine and a stator.
The liquid, from the impeller driven by an input shaft, is jetted along its leaves to leaves
of the turbine to transmit the torque to the output shaft (i.e. Mechanical energy is changed into
kinetic one). And the flowing direction of the liquid from the turbine wheel is changed by the
stator to cause a part of the liquid return to the impeller at an angle and produce so large
reaction torque driving the stator that the value of output torque is more than that of input
torque by the value of the reaction torque. When the turbine speed keeps on increasing up to
near speed of the impeller, the change rate of the flow angle slows down and the value of the
output torque keeps on decreasing until the liquid flows into the leaves of the stator in opposite
direction. When original reaction torque acts in the opposite direction, the torque value of the
output shaft is less than that of the input shaft. To prevent this, a one-way overrun clutch is
fitted in the stator, causing the stator freely rotate in this case.
The way of torque-converting can be used to ensure efficient and smooth work of the
torque converter.
The torque converter, filled up with the torque converter oil, in the drive unit is driven by
an engine through a spring plate and flywheel on the engine. A charging pump is driven by a
driving gear which is splined to the impeller. The oil for the torque
converter and the transmission is supplied by the pump. The power
is transmitted to the transmission through a turbine shaft splined to
the turbine.
-43-
Fig.3-2 Torque Converter
(1)Spring plate (2)Turbine (3)Impeller (4)Stator (5)One-way overrun clutch
-44-
Fig.3-3 Hydraulic Clutch
-45-
Fig.3-4 Control Valve
(1)Pressure valve (2)Adjusting valve (3)Operation slide valve (4)Spring (5)Ball
-46-
(1)Snap ring (2)O-ring seal
(3)Inching valve rod
(4)Snap ring (5)Spring
(6)Valve core (7)Spool
(8)Valve body (9)Spring
(10)O-ring seal (11)Cover
(12)Oil seal
-47-
Fig.3-6 Charging Pump
(1)O-ring seal (2)Driven gear (3)Driving gear (4)Cover (5)Pump body (6)Oil seal
-48-
In the neutral, the circuit from the operation slide valve to the clutches is intermitted, and
the pressure valve is opened to let the oil only flow into the torque converter. When the
operation slide valve lies at its forward or backward position, the circuit from the operation
slide valve to either the forward clutch or the backward clutch is closed accordingly, thus
causing corresponding clutch come to work. When a clutch is at work, another must stop
working, i.e. its spacers and friction pieces must be disengaged each other and be lubricated
and cooled. When the inching valve is operated through stressing the inching pedal, a part or
most of the oil in the clutches flows into the oil tank through the inching valve rod. The oil
circulation for the torque converter then is the same as that in the neutral.
3.8 Towing Disabled Truck
The followings should be done when the torque converter type truck to be repaired is
towed by other truck:
(1) Remove the half-shaft from the front wheel.
(2) Shift lever should be placed in the neutral.
3.9 Position of Connection Ports for Hydraulic Oil (See Fig.3-8)
-49-
3.10 Reduction and Differential
The reduction gear located in the front of the transmission is used to reduce the speed and
increase the torque from the output shaft of the transmission and impart them to the
differential. It consists primarily of a small spiral bevel gear on the output shaft and a pinion
shaft splined with a big spiral bevel gear. Both ends of the pinion shaft are supported by
tapered roller bearing. Several shims are installed between the case and bearing covers to
adjust the clearances between them.
The differential is housed in the front portion of the case of the differential the front end
of which is connected with the axle housing. The differential case is of spliting type. The
differential includes two half shaft gears and four planet gears. The thrust washers are installed
between the differential case and each gear and between gear pairs to keep a proper clearances
between them. The planet gears are supported by planet gear shaft I and Ⅱ. The shaft I and
ring gear (1) are fixed to the differential case respectively with knock pin and bolt.
The power from the transmission is transmitted through the reduction gear, differential,
half shaft gear and half shaft to driving wheels.
(1)Gear ging
(2)Pin
(3)Ball bearing
(4)Side gear
(5)Shim
(6)O-ring seal
(7)Bearing cover
(8)Tapered roller bearing
(9)Adjusting shim
(10)Gear
(11)Spacer
(12)Pinion shaft
(13)Pin
(14)Planet gear
(15)Shim
(16)Gear shaft
-50-
4. Drive Axle
Front wheel drive type truck, axle body rigidly connected to truck frame,
Type
fully floated half shaft
-51-
Torque
96.1~110.8 N.m(980~1130kgf.cm)
Torque
147.1~171.6 N.m(1500~1750kgf.cm)
-52-
Torque
117.7~137.3 N.m(1200~1400kgf.cm)
B Torque
470.7~549.2 N.m(4800~5600kgf.cm)
-53-
A: 50% Full of grease
-54-
B
Torque
470.7~549.2 N.m(4800~5600kgf.cm)
-55-
5. Steering System
Model
1~1.8t 2t,2.5t 3t,3.5t
Item
Type Rear wheel steering powered
Steering Ass’y Type Cycloid gear type powered steering unit
Steering Ass’y Model BZZ1-100 (sealed by taper O-rings)
Type Double-action piston type
Steering Bore (mm) Φ56 Φ70
Cylinder
Dia. of Piston Rod (mm) Φ40 Φ50
Stroke (mm) 91 99
Rated Pressure (MPa) 9
Radius of Steering Handwheel (mm) Φ300
Tyre Size 5.00-8-10PR 6.00-9-10PR 6.50-10-10PR
Tyre Pressure (kPa) 1000 860 790
-56-
Fig.5-1 Steering and Operating Device
-57-
Fig.5-2 Cycloid Gear Type Powered Steering Unit
(1)Spacing sleeve (2)Valve body (3)Valve core (4)Interlock
shaft (5)Spring piece (6)Joint sleeve (7)Rotor
(8)Stator (9)Valve sleeve
-58-
5.4 Steering System Troubleshooting
-59-
6. Steering Axle
6.1 General Description
The steering axle is of section-boxed welded construction type (Fig.6-1). It includes axle
body, steering cylinder, tie rod, knuckles and steering wheels. The steering trapezium is made
of cranks and blocks. When pressure oil move the cylinder piston rod, the tie rod revolve the
knuckles, then the truck may be steered. The steering axle is bolted to the rear frame by the
buffer.
-60-
6.2 Steering Knuckles and King Pin
Both steering knuckles are fitted between the upper and the lower bushes through tow
king pins, tapered bearings, dust sleeves and O-ring seals. The upper extreme of the king pin is
locked on the axle body with a lock pin, the lower extreme of the king pin with a nut and a
split pin. Both ends of the king pin are supported by the tapered bearings which are pressed
into the axle body.
Steering cylinder
Bearing
Bracket
Bushing Steering knuckle
Rubber
Steering king pin
Washer
Nut
Pin
-61-
6.4 Steering Cylinder
The steering cylinder is of double-action piston type. The seal unit is consist of the
supporting ring and o-ring seal, Yx-ring seal is adopted between the cylinder cover and the
piston rod. The cylinder is fitted to the steering axle body through brackets.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 6 16
-62-
(2) Press the hub bearings into the hub and fit the hub on the knuckle shaft.
(3) Fit a flat washer and tighten a castle nut to a torque of 206-235Nm(21-24kgm) and
loosen it and then tighten it again to a torque of 9.8N.m(1kgm).
(4) To ensure firm installation of the hub, slightly knock at it with a wooden hammer and
in the meantime, rotate the hub for 3-4 turns.
(5) Tighten the castle nut and align one of its notches with a cotter pin hole drilled in the
steering knuckle.
(6) Again slightly knock at the hub with a wooden hammer and in this time, rotate
manually the hub for 3-4 turns to ensure its smooth rotation with a specified torque of 2.94-7.8
N.m (0.3-0.8kgm).
(7) If the torque value necessary to rotate the hub is more than the specified one above-
mentioned, screw out the castle nut for 1/6 turn and measure the torque value then.
(8) When the torque value measured is up to the specified one, lock the castle nut with a
cotter pin.
-63-
7. Braking System
-64-
Fig.7-1 Dynamic Braking System
-65-
To oil inlet of brake
Oil inlet To oil tank
The master cylinder of dynamic braking mechanism stores high-pressure oil sourced from
gear pump inside its body and the excessive pressure oil returns to the oil tank through oil-
return mouth. As the steering unit of the truck begins to work, the pressure oil flows from the
pump to it, reducing the oil-return flow. As the operator steps on the braking pedal, the braking
valve inside the pump is pushed open and some of pressure oil flows to the brake, at this time,
the flow toward steering unit reduces and the operator will feel a slight increment in turning
force. If there exists damage to the engine or gear pump, the operator still can tread the pedal
for braking because the hydraulic oil stored in the pump body is pushed into the brake by the
piston, thus stopping the running truck awaiting repair.
(2) Master cylinder of manual braking system
The cylinder contains valve seat, check valve, return spring, primary cup, piston and
secondary cup, which are all kept in place with a stop washer and a
stop wire. The exterior of the cylinder is protected from dust by
means of a rubber dust cover. The piston is actuated through the
push rod by operation of the braking pedal. As the braking pedal is
pressed, the push rod pushes the piston forwards. The brake fluid in
the cylinder flows back to the reserve tank through the return port
until the primary cup blocks up the return port. After the primary
cup passes through the return port, the brake fluid in the cylinder is
pressurized and opens the check valve, flowing through the brake
pipeline to the operating cylinder. Thus, each operating cylinder
piston is forced outwards. This brings the friction pieces on the
brake shoes into contact with the brake drum and slows or stops the
-66-
truck. Meanwhile, the cavity caused behind the piston is filled with brake fluid led through the
return port and inlet port. When the brake pedal is released, the piston is forced back by the
return spring. At the same time, the brake fluid in each operating cylinder is pressurized by the
return spring, returning into the master cylinder through the check valve. With the piston in its
original position, the fluid in the master cylinder flows into the reserve tank through the return
port. The brake fluid in the brake pipelines and operating cylinders has a residual pressure
proportioned to the set pressure of the check valve, which makes each operating cylinder
piston cup securely seated to prevent oil leakage and eliminates a possibility of air locking
when the truck is sharply braked.
-67-
C-C
D-D
D-D
A-A
B-B
-68-
C-C
A-A
B-B
1.Push rod 8.Push rod 15.Rod
2.Piston 9.Pull rod 16.Push rod
3.Cup 10.Secondary shoe 17.Operating cylinder
4.Spring 11.Backing plate 18.Pin
5.Cylinder body 12.Adjuster 19.Spring
6.Spring 13.Spring 20.Primary shoe
7.Spring 14.Cable
-69-
C-C
D-D
D-D
A-A
B-B
-70-
(1) Braking operation
The braking operation in the truck’s forward travel is as follows: see Fig.7-6. The primary
and secondary shoes are respectively forced by a force equal in value and contrary in direction
each other, by operation of the operating cylinder to bring the friction piece in contact with the
brake drum. The primary shoe forces the adjuster with the aid of friction force between the
friction piece and the drum. Due to this, the adjuster pushes the secondary shoe by the larger
force than that offered by operation of the operating cylinder. The secondary shoe upper end is
forced strongly against the anchor pin, providing large braking force. On the other hand, the
braking operation in the truck’s reverse travel is performed in reverse order, but the braking
force is the same as that in the case of the truck’s forward travel.
-71-
(3) Clearance self-adjuster
The clearance self-adjuster keeps suitable clearance between the friction piece and drum
by itself. The construction is shown in Fig.7-10 and 7-11. This adjuster, however, actuates only
when the truck in reverse travel is braked. There are two different clearance self-adjusters.
(a) Clearance self-adjuster for 2 and 2.5 ton trucks
The adjuster actuates only when the truck in reverse travel is braked. The secondary shoe
come into contact with the brake drum and rotate together. As a result of this, the parking pull
rod turns right around the point A so that the point B of the rod raises. After releases the brake
pedal, the parking pull rod turns left with the spring force so that the point B of the rod lowers.
As the clearance between the friction piece and the brake drum increases, the rotating
vertical distance of the pawl by point B increases too. When the clearance is more than 0.4mm,
the adjuster is dialed a teeth and the adjusting lever becomes longer, so that the clearance
decreases.
Clearance adjusting range: within 0.4 to 0.45mm.
(b) Clearance self-adjuster for 1 to 1.8 ton and 3 to 3.5 ton trucks
The adjuster actuates only when the truck in reverse travel is braked. The secondary shoe
come into contact with the brake drum and rotate together. As a result of this, the parking pull
rod turns right around the point A so that the point B of the pawl dials the teeth of the adjuster.
After releases the brake pedal, the brake shoe return to the original position and the parking
pull rod turns left around the point A so that the point B of the rod lowers. When the clearance
increases, the adjuster is dialed another teeth.
Clearance adjusting range: within 0.25 to 0.4mm.
-72-
Fig.7-12 Clearance Self-adjuster
Cable R.
Cable L.
-73-
Height
Free play of the inching pedal is 0mm. Adjust the initial height between the inching pedal
and the front floor. When it reaches 85mm, press the inching pedal for 20mm. At this time, the
inching pedal move with the brake pedal. Adjust the initial height of the brake pedal, then
tighten the stopper bolt of the brake pedal. Adjust the free play of the brake pedal for 20mm.
Free play adjustment of the brake pedal:
(1) Shortening the push rod of the master cylinder.
(2) Adjust the push rod of the master cylinder until the brake pedal be pressed for 20mm.
(3) Tighten the locking nut on the push rod.
▲Brake Switch Adjustment
(a) After you adjust the height of the brake pedal, loose the
-74-
7.2.1 Wheel Brake Disassembly
(1) Remove the lock pin, adjust lever,
adjuster and spring of secondary shoe. (Fig.7-15)
Fig.7-15
Fig.7-16
(3)Remove the lock pin of primary shoe.
(Fig.7-17)
Fig.7-17
Fig.7-18
-75-
(5) Remove the braking oil pipe from
the operating cylinder, remove operating
cylinder mounting bolts and detach the
operating cylinder from the backing plate.
(Fig.7-19)
Fig.7-19
(6) Remove the E-retainer for securing
the parking brake cable to the backing plate.
Remover the backing plate mounting bolts
and detach the backing plate from the drive
axle body. (Fig.7-20)
Fig.7-20
Deflation screw
Fig.7-21
-76-
(4) Check the friction piece for thickness
to see if it is excessively worn. If necessary,
replace it.
Unit: mm
Fig.7-22
-77-
(4) Apply lubricating oil on the a, b, c, d and
e points indicated in Fig.7-20.
(a) Contact surfaces between backing plate
and brake shoe
(b) Anchor pin
(c) Contact surfaces between shoe and
spring seat
(d) Anchor pin, parking puller
(e) Screws of the adjuster and other rotating Fig.7-24
part
(5) Install the brake cable assembly on the
backing plate with an E-retainer.
(6)Install shoes on the backing plate with
hold-down springs.
Fig.7-25
(7) Put the spring on the parking push rod
and then install the rod on the shoe.
(8) Install the shoe guide plate on the anchor
pin, and install the shoe return spring.
-78-
(10) Install the braking oil pipe on the
operating cylinder.
(11) Measure the inner diameter of
drum and the outer diameter of shoe. Adjust
the adjuster to obtain the difference needed
between the drum inner diameter and the
friction piece outer diameter.
Specified difference: 1mm
Fig.7-28
7.2.4 Operation Test to Clearance Self-adjuster
(1) Make the brake shoe diameter approach the specified mounting size, and pull the
adjusting lever with your finger along the arrow marks to turn the adjuster gear. When
removing off your finger, the adjusting lever should return to its original position without
rotation of the adjuster gear.
Note: Even if the adjuster gear turn back along with the adjusting lever motion when
removing your finger, the adjuster will still operate normally after it is built in the machine.
(2) If the adjuster fail to do the above operation when the adjusting lever is pulled,
proceed with the following inspection.
(a) Make sure that the adjusting lever, push rod, return spring for push rod are securely
installed.
(b) Check the push rod return spring and adjuster spring for deterioration, and also check
the adjuster gear for rotating condition and undue wear or damage of the meshing section. Also
check if the adjusting lever is in contact with the gear.
Fig.7-29
-79-
7.2.5 Wheel Brake Troubleshooting
valve).
-80-
8. Hydraulic System
Table 1
Truck Model 1-1.5t 1.8t 2-2.5t 3t 2-3t 3.5t
Diesel Diesel Diesel Diesel Diesel Diesel
Item Engine Engine Engine Engine Engine Engine
Engine Model KUBOTA V2403 KUBOTA V3600
Type Gear pump
Main Pump
CBHZ-F28.2 CBHZ-F31.5
Model CBTDGZ-F420-ALΦ CBHZ-F23- ALΦ
- ALΦL - ALΦL
-81-
Table 2
Truck Model 2-2.5t 3t 3.5t 2-3t 3.5t 2-3t
Diesel Diesel Diesel Diesel Diesel Diesel
Item Engine Engine Engine Engine Engine Engine
Engine Model ISUZU 4JG2PE-01 HJ493 CA498
Type Gear pump
Main Pump
-82-
Table 3
Truck Model 3.5t 2-2.5t 3t 3.5t 2-2.5t 3t
Diesel Diesel Diesel Diesel Diesel Diesel
Item Engine Engine Engine Engine Engine Engine
Engine Model CA498 ISUZU C240PKJ-30 ISUZU C240PKJ-32
Type Gear pump
Main Pump
-83-
Table 4
Truck Model 2-3t 3.5t 2-3t 3.5t
Gasoline Gasoline Gasoline Gasoline
Item Engine Engine Engine Engine
Engine Model NISSAN K21 NISSAN K25
Type Gear pump
Main Pump
-84-
Lift cyl. Cut valve Tilt cyl.
Relif valve
Control valve
Steering cyl.
Steering box
Divide
Oil filter
Gear pump
Relif valve
Control valve
Steering cyl.
To brake
Brake valve
Steering box
Divide
-85-
8.1 General Description
The hydraulic system is mainly composed of dynamic mechanism, actuating mechanism,
operating mechanism and auxiliary unit. High-pressure oil flows out of the main pump
entering control valve and is herein divided into two parts by flow divider: one part is sent to
lifting or tilting cylinder and the other at a constant flow to the braking valve and steering unit
for dynamic braking and controlling steering cylinder. As the lifting and tilting spool valves
stay at the neutral position, high-pressure oil directly returns to the oil tank through the
passage. As the lifting spool valve is pulled, high-pressure oil passes through throttle valve to
the lifting cylinder to push forward the plunger rod. As the lifting spool valve is pushed, the
lower part of plunger of the lifting cylinder links to low pressure descending the plunger rod
by its own weight or goods weight. At this time, oil flowing out of the lifting cylinder passes
through the throttle valve having control of the descending speed. As the tilting spool valve is
operated, high-pressure oil flows into the front chamber of the tilting cylinder and the other
side links to low pressure making the mast fulfill backward or forward tilting action. The
working principle of the hydraulic system is as shown in Fig.8-1(manual braking) and Fig.8-
2(dynamic braking).
8.2 Maintenance of the Main Parts
8.2.1 Main Pump
The gear pump used for the forklift has a pair of external-engagement gears and the
working principle is as shown in Fig.8-3. A pair of engaged involute gears is fixed inside the
housing of the pump with the two end faces of the gears being sealed up. The gears divide the
housing into two airtight oil chambers - sucking chamber and draining chamber. When the gear
rotates arrow-wise as shown in the figure, the volume increases on
the right forming vacuum there, under the
air pressure, the tank oil passes through
the oil suction pipe of the pump into the
sucking chamber, filling in the inter-tooth
space. With the rotation of gears, the
inter-tooth space of each gear brings oil Press oil Suction oil
-87-
Fig.8-5 The 2 Spool Type Control Valve
-88-
(c) Drawing-out of Spool (Fig.8-8)
With the mid-passage closed, the oil
from the main oil-inlet pushes up the
check valve and flows into the port “A”.
The return oil from the port “B” flows
through the low-pressure passage to the
oil tank. The spool can be restored to its
neutral position by return spring.
Fig.8-8 Drawing-out Position
(2) Tilt-lock valve
Tilt spool valve housing contains a tilt lock valve. The tilt lock valve is intended to
prevent vibrations of the mast resulting from the negative pressure in the tilt cylinder and also
to avoid danger incurred from mishandling of the spool. On the conventional model, even if
the engine is not running, the mast can’t be tilted forward by actuating the tilt lever. But this
newly adopted tilt-lock valve does not allow the mast to tilt forward when the engine is at rest,
even if the tilt lever is pushed with a full load.
(a) Pull-out state of the spool valve Morin inlet volue
Single-woy volue Port B
Port A
is the same as shown in Fig.8-7 and the
neutral position state as shown in Fig. 8-9.
Spring
-89-
(c) Push-in state of the spool
valve (of the pump not at work) (Fig.8-
11)
As the pump stops working, spool
valve is pushed in, there is no oil
flowing into the cylinder interface “B”
and pressure at part “B” does not rise.
Consequently, the follow-up valve
does not work; oil at the cylinder
interface “A” cannot go back to Fig.8-11 Tilt Backward
cylinder and the cylinder is inactive.
-90-
Poppet of flow divider
Throttle b Oil inlet
Throttle role a
Spring Value body
Throttle c
Plug of flow divide Balance value
Flow divide
Relif value
-91-
Fig.8-13 Operating of the Control Valve
(1)Handle (2)LeverⅠ (3)LeverⅡ (4)Shim plate
ass'y (5)Pin
(6)Washer (7)Pin (8)Bracket ass'y (9)Bolt M10
(10)Washer 10
(11)Washer 10 (12)Bolt M8 (13)Washer 8 (14)Washer 8
(15)Connecting shaft
(16)Screw M8 (17)Bolt M10 (18)Cushion (19)Sleeve
(20)Washer 10
(21)LeverⅢ (22)LeverⅣ (23)Nut M12
-92-
(a) Before the mounting the control valve, the cushion and sleeve must be mounted inside
the plate hole of the bracket.
(b) When the control valve is mounted, the bolt must be screwed tight in order to prevent
the damage to the safety valve and joint etc.
(c) The cushion assembly shall be firstly mounted before the lever is mounted, after that
the operating levers pass through the slot holes on cushion assembly in turn from left to right
(the operating levers are mounted in turn from up to down), fix the operating levers onto the
valve rod of the control valve, then mounted it with the connecting shaft and get it fixed.
(d) The first and second pieces of handle mounted are used for lifting and tilting
respectively, the third and fourth for attachments and the corresponding handles should be
mounted according to the attachments. When mounting each handle, adjust well each height
and then use nut to screw tight.
8.2.4 Lifting Cylinder
The lifting cylinder is of plunger type, which consists of cylinder body, plunger &
plunger rod, cylinder cover, cut-off valve and sealing parts etc., (refer to Fig. 8-14) The
cylinder cover is equipped with bushing and oil seal to support plunger rod and prevent the
dust from entering. When the lifting spool valve of the control valve is put at the rising
position, the hydraulic oil shall move from flow divider to control valve and enter into the
cylinder. The oil liquid shall push the plunger rod to rise through pressure difference and thus
the goods is then lifted. When the lifting spool valve of the control valve is put at descending
position, the combined functions of the self-weight of goods, mast, lift bracket and plunger
will cause the plunger rod to descend and the hydraulic oil is pressed back to the oil tank. As
there is cut-off valve being mounted at the cylinder bottom (refer to
Fig.8-15), if the mast is lifted, the breaking of high-pressure pipe
can play the role of protection.
-93-
Fig.8-14 Lifting Cylinder
(1)Plunger rod (2)Dust ring (3)Cylinder cover (4)U-ring
seal (5)Bushing
(6)Plug (7)O-ring seal (8)Snap ring
(9)Cylinder body(L.) (10)Retainer
-94-
Cut-off Normal
Fig.8-15 Cut-off Valve
-96-
Fig.8-17 Tilt Cylinder
(1)Joint (2)Dust ring (3)Snap ring (4)Yx-ring seal (5)O-ring seal
(6)Guide sleeve (7)Bushing (8)O-ring seal (9)Piston rod (10)Cylinder body
(11)Yx-ring seal (12)Wear ring (13)Piston (14)Yx-ring seal
To main pump
1.Bolt
2.Washer
3.Breather
4.Cap
5.Drain Plug
6.Washer
7.Inlet filter
return oil from control value 8.Return filter
return oil from stearing unit 9.Coverplate assy
Fig.8-18 Oil Tank 10.Cover gasket
-97-
8.3 Maintenance of Main Pump
8.3.1 Make-up of the Main Pump
The main components consist of pump body, front-end cover, back-end cover, driving and
driven gear and oil seal etc, the basic structure of which is shown as Fig. 8-18.
-98-
8.3.2 Disassembly
▲Cautions:
(a) Before disassembly, make sure if there exits oil leakage at the joint interface between
oil seal, pump body, pump cover and on other parts.
(b) Before disassembly, through washing should be done. The components already
disassembled should be placed on clean paper or cloth, be careful not to get dirty or damage
the components.
(c) To avoid wrong installation, proper marking should be made according to the
“disassembly sequence”.
(d) Get the sealing parts, sealing ring and oil seals ready before disassembly.
(e) Prepare the special tools such as torque spanner and spring chuck clamp etc. for
disassembly.
(1)Clamp the flange part of the pump
onto the clamp table and fixed well as
shown in Fig.8-19. Note: for easy
installation, use oily pen to make marking
at the rear-end cover, front-end cover and
the driving gear of the pump body.
Fig.8-20
Fig.8-21
-99-
(3)Use copper rod or wood hammer to
slightly knock the side of pump body and
remove the rear-end cover. (as shown in
Fig.8-22)
Fig.8-22
Fig.8-23
Fig.8-25
-100-
(7) Press down the front-end lining
plate to dismantle the driving gear. (as
shown in Fig.8-26)
Fig.8-26
(8) Remove the lining plate. Note:
make marking on the driving gear side on
the front lining plate. (as shown in Fig.8-27)
Fig.8-27
Fig.8-29
-101-
8.3.3 Inspection
The disassembled parts except rubber
parts should be washed with light oil.
(1) Pump body inspection
If the scraping trace is up to 1/2 long
of the inner periphery, it indicates that the
Fig.8-30
bearing and gear shaft are subject to
excessive wear, replace the pump body.
Fig.8-31
Fig.8-32
Fig.8-33
-102-
(5) Replace seal rings, bushings, rings,
oil seals and snap rings as require.
8.3.4 Installation
(1) As shown in Fig.8-34, fix the front-
end cover on the clamp table.
Fig.8-34
Fig.8-35
Fig.8-36
(4) Put the pump body into the front-
end cover, be careful of direction of the
pump body.
Fig.8-37
-103-
(5) Mount the lining plate at groove
place of the front-end cover, be careful not
to mistake the oil-suction port with the oil-
discharging port and note direction of the
lining plate.
Fig.8-39
(7) The driven gear is mounted into the
pump body with mounting direction shown
in Fig. 8-40.
Fig.8-40
(8) Fix the back lining plate into the
pump body, mount the lining plate at gear
side to make the groove in alignment with
the gear point. Take care not to mistake the
oil-suction port side with the oil-
discharging port side.
Fig.8-41
-104-
(9) Mount the sealing ring and snap
ring into the groove of back-end cover and
at the same time apply lubrication grease at
place of the sealing ring.
Fig.8-43
Fig.8-44
(12) Take off the pump from the clamp
table, put the lubrication grease on outer
ring and lip of the oil seal, then fix the
pump into the front-end cover by means of
mould.
Fig.8-45
-105-
(13) Mount the spring check ring by
chuck clamp and fix the oil seal.
Fig.8-46
8.3.5 Trial Run
After installing the gear pump in the truck, check it reassembled for specified
performance and do the running-in for it. If the pump’s gears are seized or internal parts worn
excessively, you should renew the hydraulic oil and filters or strainers or clean them. The trial
run procedures are as follows:
(a) Install the gear pump in the truck. Then install a pressure gauge in the pressure
inspection port of the control valve.
(b) Loosen the adjustment screw of the relief valve and run the pump at 500 to 1000rpm
for ten minutes. The oil pressure should be lower than 10 kg/cm2.
(c) Increase the speed of the pump to 1500 to 2000 rpm for ten minutes.
2
(d) Without the charge of the speed in step (c), increase the pressure to 20~ 30 kg/cm
2
and run the pump for five minutes. Then increase the pressure to 210 kg/cm . Each circuit
works for five minutes and then renew the return filter. During the increase of the pressure,
observe the change of oil temperature and pump body surface temperature and working voice.
If the oil temperature or pump body surface temperature is excessively high, discharge the
pump to adjust the temperature.
(e) After the trial run, measure the flow amount through lift
speed with the pressure of 210kg/cm2 of the relief valve.
8.4 Maintenance, Trouble Analysis and Trouble Shooting
of the Hydraulic System
8.4.1 Maintenance
Check whether there exits seepage or serious oil leaking
phenomenon on the pipe joint, lifting cylinder, tilting cylinder, oil
pump, full-hydraulic steering unit and steering cylinder of the
transmission system before and after the work shift. Check whether
there is enough operation oil inside the operation oil tank. Check
and clean the filter screen of the oil filter inside the operation oil
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8.4.2 Trouble Analysis and Troubleshooting
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Trouble Cause Trouble shooting
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Trouble Cause Trouble shooting
Heavy valve in the valve body, both the fast if there is dirty stuff blocking the
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9. Load System
1-1.8t:
Type: Rolling type, L-shaped inner mast, C-shaped outer mast with free lift, 2-stage
telescopic mast.
Cross section of inner mast: Cross section of outer mast:
Fig.9-1 Fig.9-2
Roller:
Roller Φ112.3mm
Retaining roller Φ80mm
Side roller Φ91.5mm
Side roller Φ40mm
Lift:
Lifting chain LH1223
Fork, mast lifting system Hydraulic
Mast tilting device Hydraulic
Fork spacing adjustment Manual
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2-3.5t:
Type: Rolling type, L-shaped inner mast, C-shaped outer mast with free lift, 2-stage
telescopic mast.
Cross section of inner mast: Cross section of outer mast:
Fig.9-3 Fig.9-4
Roller:
Roller Φ119.2mm
Retaining roller Φ109.7mm
Side roller Φ58mm
Lift:
Lifting chain LH1623
Fork, mast lifting system Hydraulic
Mast tilting device Hydraulic
Fork spacing adjustment Manual
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9.1 General Description
The loading system is of the two-stage, rolling telescopic mast type and consists of inner
mast, outer mast and carriage.
9.2 Inner and Outer Masts
The inner and outer masts are welded parts. The bottom of outer mast is connected with
the frame support through supporting. At the outside middle of outer mast, there are tilt
cylinder connected with the frame. The mast assembly can be tilt forward and backward by
operating the tilt cylinder. The outer mast has C-shaped cross section and there are roller and
side roller on the upper part of it.
The inner mast has L-shaped cross section and there is only roller at the bottom of it. The
main roller can not only bear radial force but also lateral force through adjusting its gap.
The maintenance of the main rollers and side rollers belongs to exalted maintenance.
Please be careful.
9.3 Carriage
The carriage moves up and down smoothly along the channel of the inner mast with main
rollers. The uppermost main rollers mounted on the main roller shafts and blocked by snap
rings. The other main rollers are not blocked by snap rings and will bear the lateral force
through adjusting with gasket the gap between the channel steel plate and the main roller. The
main roller shafts are welded on the carriage and the side rollers at the very top of vertical
column plate are fixed on the carriage by bolts. The longitudinal load is born by the main
rollers and the rollers above appear from the top of mast when the fork rises to the top. The
transverse load is jointly born by the side rollers and the main rollers at bottom end.
9.4 Roller Adjustment
(1) 1-1.8t
There are eight main rollers. They are separately mounted on
the upper end of the outer mast(2), lower end of the inner mast(2)
and two sides of the carriage(4). There are four side rollers. They
are separately mounted on the upper end of the outer mast(2),
upper end of the carriage(2).
The main rollers of the upper end of the outer mast and the
upper end of the carriage sustain the loads from front and rear
direction, the other main rollers sustain the loads from front and
rear direction and the side loads. The side rollers sustain the side
loads from left and right direction. The main rollers and side rollers
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Inner mast Carriage
Side roller
(upside of carriage)
Underside shim adjustrment Upside
Main roller
(upside of outer mast)
No adjustmert
Main roller
(Underside of inner mast) Limiting shim
Shim adjustment
Shim adjustment
Lift cylinder
Side roller(upside of
carriage)0-0.5mm Shim Bosseyed contact
Main roller Shim
(underside of inner mast)
Shim adjustment
Main roller
(underside of carriage
Shim adjustment) Main roller
(upside of outer mast)
No adjustment
PlateA Bosseyed contact
Clearance:0-0.5mm
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Clearance 0-0.5mm
Bosseyed contact
Plate B Upper roller of carriage Plate B
Shim Shim
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(2) 2-3.5t
There are ten main rollers. They are separately mounted on the upper end of the outer
mast(2), lower end of the inner mast(2) and two sides of the carriage(6). There are four side
rollers. They are separately mounted on the upper end of the outer mast(2), upper end of the
carriage(2).
The main rollers of the upper end of the outer mast and the upper end of the carriage
sustain the loads from front and rear direction, the other main rollers sustain the loads from
front and rear direction and the side loads. The side rollers sustain the side loads from left and
right direction. The main rollers and side rollers are coordinately used so that the inner mast
and carriage can move freely.
Main roller
(upside of outer mast)
No adjustment
Main roller
(Underside of inner mast) Limiting shim
Shim adjustment
Shim adjustment
Lift cylinder
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Side roller(upside of
carriage)0-0.5mm Shim Bosseyed contact
Main roller Shim
(underside of inner mast)
Shim adjustment
Main roller
(under side of carriage
Shim adjustment) Main roller
(upside of outer mast)
No adjustment
PlateA Bosseyed contct
Clearance:0-0.5mm
Clearance 0-0.5mm
Shim Shim
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No adjustment
9.5 Maintenance
9.5.1 Adjustment of Lift Cylinder
When replace the lift cylinder, inner mast or outer mast, we shall readjust the stroke of the
lift cylinder as following.
(1)Install the piston rod in the upper beam of the inner mast without shims.
(2)Lift the mast slowly to the max. stroke of the cylinder and check the two cylinders
synchronize or not. If the movement stop not at the same time
which means different strokes of left and right cylinders. Adjust the
cylinder cover of left and right cylinder to get
their strokes synchronous.
(3)Then slowly lower the inner mast,
observe if the upper beam of the inner mast is
horizontal when reaching the bottom. Install
shims between the piston rod head of lower end
and the upper beam of the inner mast. The shims
are 0.2mm or 0.5mm thick.
(4)Adjust the tightness of lift chains. The
adjustment of the lift cylinder also belongs to Fig.9-13
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9.5.2 Rust Protection and Maintenance of the Lift Cylinder
The moisture content of the atmosphere and salt fog will go into the cylinder through the oil
return pipe and the clearance between the sealing parts and other parts if the cylinder is not used
for a long time. And thus the piston rod and inside of the cylinder barrel will be corroded and the
exterior of the cylinder will become rusty. Once the cylinder gets rusty, it will be no longer
serviceable.
Rust protection and maintenance measures:
(1) Rust protection of the piston rod exposed outside: wipe the surface of the piston rod with
oil cloth evenly every one or two week in sunny days so as to form oil firm. If it is humid weather,
do as above every 3-5days.
(2) Rust protection of the interior of the cylinder: lift and lower the mast several times in
sunny days every 3-5 days to make the interior of the cylinder be fully oil lubricated; do the
above every 2-3 days in humid weather.
9.5.3 Carriage Adjustment
(1) Let the truck parking on the horizontal ground and make the mast vertical.
(2) Let the bottom of the fork contact with the ground. Adjust the adjusting nut for the
end nipple of the upper chain and make a distance A(19mm~20mm) between the main roller
and the carriage.
(3) Make the fork down to the ground and tilt backward fully. Adjust the adjusting nut for
the end nipple of the upper chain and make the two chains’ tightness equal.
Fig.9-14
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(2) Make the fork and the tray down to the ground.
(3) Disassemble the end nipple of the upper chain
and take the chain down from the sheave. (Fig.9-15)
(4) Lift the inner mast.
(5) Make the truck back up if the carriage is fully
separated from the outer mast.
(6) Replace the main rollers.
(a) Disassemble all the snap rings and take the main
rollers down with a drawing tool and remain the shims.
(b) Ensure the new rollers are equal to the replaced Fig.9-15
ones. Install the new rollers inside the carriage and block.
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S63-5:2013