Service Manuel Fg 25 t 3
145
No. SEF-0F7BE FORKLIFT TRUCK TCM CORPORATION FHG15T3 FHG18T3 FG20T3 FHG20T3 FG25T3 FHG25T3 FG30T3 FHG30T3 FG35T3S FHD15T3 FHD18T3 FD20T3 FHD20T3A FD25T3 FHD25T3A FD30T3 FHD30T3A FD35T3S SERVICE MANUAL SERVICE MANUAL FG20T3 – FG30T3, FHG15T3 – FHG30T3, FG35T3S FD20T3 – FD30T3, FHD15T3, FHD20T3A – FHD30T3A, FD35T3S No. SEF-0F7BE
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Forklift Maintenance Manual
Transcript of Service Manuel Fg 25 t 3
No. SEF-0F7BE
FORKLIFT TRUCK
TCM CORPORATION
FHG15T3 FHG18T3
FG20T3 FHG20T3
FG25T3
FHG25T3
FG30T3
FHG30T3
FG35T3S
FHD15T3
FHD18T3
FD20T3 FHD20T3A
FD25T3
FHD25T3A
FD30T3
FHD30T3A
FD35T3S
SERVICE MANUAL
SERVIC
E MA
NU
AL
FG20
T3 – FG30
T3, FHG
15T3 – FH
G30
T3, FG35
T3S FD
20T3 – FD
30T3, FH
D15
T3, FHD
20T3A – FH
D30
T3A, FD35
T3SN
o. SEF-0F7BE
No. SEF-0F7BE
FOREWORD
TCM’s new forklift trucks with capacities from 1.5 through 3.5 tons feature low operating noise and reduced vibration as well as improved controllability and higher safety, and come equipped with new high-performance engines.
The gasoline engines used for this series are equipped with an electronically-controlled fuel supply unit to reduce emissions from the engine.
The steering system can correct steering wheel knob deviation automatically to provide better driver control. The instrument panel accommodates optional OK monitors which allow the operator to check the water level, air cleaner plugging, and battery condition of charge with just a glance. The serviceability of these trucks has been greatly improved by these changes.
This Service Manual describes all of the major components and their service procedures. We encourage you to make practical use of it while servicing the trucks.
We also hope you will understand that, due to on-going improvements of the parts and components, the values and some of the descriptions in this manual are subject to change without notice.
February 2010
The specifications and equipment covered in this manual will vary according to the intended destination. In our documents and manuals, these differences are coded according to the destination as follows.
Export specification code Destination EXA North America EXB All regions excluding North America, EU member countries, Oceania and South Africa EXC Oceania EXE EU member countries (excluding Scandinavia) EXK South Africa EXN Scandinavia
No. SEF-0F7BE
No. SEF-0F7BE
SPEC
IFIC
ATIO
NS
(1)
Tru
ck m
odel
Item
Perf
orm
ance
M
ax. l
oad
kg
[lbs]
B
asic
load
cen
ter
mm
[in.]
Li
ft he
ight
m
m[in
.]
Tilt
angl
e (f
wd-
bwd)
°
Fr
ee li
ft
mm
[in.]
A
Lift
spee
d
mm
/s[f
pm]
(unl
oade
d)
(lo
aded
)
Trav
elin
g sp
eed
km/h
[mph
]
fw
d 1s
t
2nd
rev
1st
2n
d
Max
. dra
wba
r pul
l kN
kgf
[lb
f]
(u
nloa
d)
(load
ed)
G
rade
abili
ty
(u
nloa
d)
(lo
aded
)
Min
. tur
ning
radi
us
mm
[in.]
B
Min
. 90°
inte
rsec
ting
aisl
e m
m[in
.] C
Dim
ensi
ons
m
m[in
.]
Ove
rall
leng
th
D
O
vera
ll w
idth
E
Ove
rall
heig
ht
(a
t ove
rhea
d gu
ard)
F
Ove
rall
heig
ht w
ith
ex
tend
ed m
ast
G
Whe
elba
se
H
Trea
d
(fro
nt)
J
(r
ear)
K
Fork
ove
rhan
g
L
Rea
r ove
rhan
g M
Fo
rk si
ze
(Len
gth
(N) x
Wid
th (P
) x T
hick
ness
(Q))
Fo
rk sp
acin
g
R
U
nder
cle
aran
ce (a
t fra
me)
W
eigh
t
Ope
ratin
g w
eigh
t kg
[lbs]
FHG
15T
3
1360
[300
0]60
0 [2
4]30
00 [1
18.1
]6
- 12
155
[6.1
]
680
[133
.9]
650
[127
.9]
19.5
[12.
1]*
19.5
[12.
1]*
6.9
700
[1
540]
15.7
16
00
[353
0]
1/5.
51/
3.0
1980
[78]
1780
[70.
1]
3165
[124
.6]
1070
[42.
1]
2070
[81.
5]
4250
[167
.3]
1425
[56.
1]
890
[35]
920
[36.
2]39
5 [1
5.6]
425
[16.
7]92
0 x
100
x 35
[36.
2 x
3.9
x 1.
4]20
0 - 9
20[7
.9 -
36.2
]10
5 [4
.1]
2510
[553
0]
FHD
15T
3
660
[129
.9]
620
[122
.1]
18
.6
1900
[4
190]
2620
[578
0]
FHG
18T
3
1580
[350
0]
680
[133
.9]
650
[127
.9]
15
.7
1600
[3
530]
1/5.
81/
3.2
2010
[79.
1]18
00 [7
0.9]
3195
[125
.8]
1100
[43.
3]
920
[36.
2]
455
[17.
9]
2670
[558
0]
FHD
18T
3
660
[129
.9]
620
[122
.1]
18
.6
1900
[4
190]
2780
[612
0]
No. SEF-0F7BE
SPEC
IFIC
ATIO
NS
(2)
FG20
T3
1810
[400
0]60
0 [2
4]30
00 [1
18.1
]6
- 12
160
[6.3
]
590
[116
.3]
580
[114
.2]
19.0
[11.
8]*
19.0
[11.
8]*
8.3
850
[1
866]
16.7
17
00
[375
4]
1/5.
01/
3.5
2170
[85.
4]19
20 [7
5.6]
3555
[140
]11
50 [4
5.3]
2070
[81.
5]
4250
[167
.3]
1600
[63.
0]
970
[38.
2]97
0 [3
8.2]
450
[17.
7]43
5 [1
7.1]
1070
x 1
22 x
40
[42.
1 x
4.8
x 1.
6]24
5 - 1
020
[9.6
5 - 4
0.2]
110
[4.3
3]
3210
[708
0]
FHG
20T
3
640
[125
.9]
620
[122
.1]
22
.1
2250
[5
000]
1/5.
61/
2.8
3220
[711
0]
FG25
T3
2260
[500
0]
590
[116
.3]
580
[114
.2]
16
.7
1700
[3
754]
1/
51/
4.2
2240
[88.
2]20
10 [7
9.1]
3625
[142
.7]
450
[17.
7]50
5 [1
9.9]
1070
x 1
22 x
40
[42.
1 x
4.8
x 1.
6]
3570
[787
0]
FHG
25T
3
640
[125
.9]
620
[122
.1]
22
.1
2250
[5
000]
1/5.
61/
3.0
3580
[789
0]
FG30
T3
2720
[600
0]
135
[5.3
]
500
[98.
4]49
0 [9
6.4]
19.5
[12.
1]
19.5
[12.
1]
9.
8 1
000
[220
3]14
.2
1450
[3
192]
1/5
1/5.
624
00 [9
4.5]
2110
[83.
1]
3775
[148
.6]
1225
[48.
2]
2090
[82.
3]
4260
[168
]17
00[6
6.9]
1000
[39.
4]
480
[18.
9]52
5 [2
0.7]
1070
x 1
25 x
45
[42.
1 x
4.9
x 1.
8]25
0 - 1
090
[9.8
- 42
.9]
140
[5.5
]
4250
[937
0]
FHG
30T
3
540
[106
.3]
520
[102
.4]
19
.6
2000
[4
400]
1/5.
61/
4.1
4260
[939
0]
Tru
ck m
odel
Item
Perf
orm
ance
M
ax. l
oad
kg
[lbs]
B
asic
load
cen
ter
mm
[in.]
Li
ft he
ight
m
m[in
.]
Tilt
angl
e (f
wd-
bwd)
°
Fr
ee li
ft
mm
[in.]
A
Lift
spee
d
mm
/s[f
pm]
(unl
oade
d)
(lo
aded
)
Trav
elin
g sp
eed
km/h
[mph
]
fw
d 1s
t
2nd
rev
1st
2n
d
Max
. dra
wba
r pul
l kN
kgf
[lb
f]
(u
nloa
d)
(load
ed)
G
rade
abili
ty
(u
nloa
d)
(lo
aded
)
Min
. tur
ning
radi
us
mm
[in.]
B
Min
. 90°
inte
rsec
ting
aisl
e m
m[in
.] C
Dim
ensi
ons
m
m[in
.]
Ove
rall
leng
th
D
O
vera
ll w
idth
E
Ove
rall
heig
ht
(a
t ove
rhea
d gu
ard)
F
Ove
rall
heig
ht w
ith
ex
tend
ed m
ast
G
Whe
elba
se
H
Trea
d
(fro
nt)
J
(r
ear)
K
Fork
ove
rhan
g
L
Rea
r ove
rhan
g M
Fo
rk si
ze
(Len
gth
(N) x
Wid
th (P
) x T
hick
ness
(Q))
Fo
rk sp
acin
g
R
U
nder
cle
aran
ce (a
t fra
me)
W
eigh
t
Ope
ratin
g w
eigh
t kg
[lbs]
No. SEF-0F7BE
SPEC
IFIC
ATIO
NS
(3)
Tru
ck m
odel
Item
Perf
orm
ance
M
ax. l
oad
kg
[lbs]
B
asic
load
cen
ter
mm
[in.]
Li
ft he
ight
m
m[in
.]
Tilt
angl
e (f
wd-
bwd)
°
Fr
ee li
ft
mm
[in.]
A
Lift
spee
d
mm
/s[f
pm]
(unl
oade
d)
(lo
aded
)
Trav
elin
g sp
eed
km/h
[mph
]
fw
d 1s
t
2nd
rev
1st
2n
d
Max
. dra
wba
r pul
l kN
kgf
[lb
f]
(u
nloa
d)
(load
ed)
G
rade
abili
ty
(u
nloa
d)
(lo
aded
)
Min
. tur
ning
radi
us
mm
[in.]
B
Min
. 90°
inte
rsec
ting
aisl
e m
m[in
.] C
Dim
ensi
ons
m
m[in
.]
Ove
rall
leng
th
D
O
vera
ll w
idth
E
Ove
rall
heig
ht
(a
t ove
rhea
d gu
ard)
F
Ove
rall
heig
ht w
ith
ex
tend
ed m
ast
G
Whe
elba
se
H
Trea
d
(fro
nt)
J
(r
ear)
K
Fork
ove
rhan
g
L
Rea
r ove
rhan
g M
Fo
rk si
ze
(Len
gth
(N) x
Wid
th (P
) x T
hick
ness
(Q))
Fo
rk sp
acin
g
R
U
nder
cle
aran
ce (a
t fra
me)
W
eigh
t
Ope
ratin
g w
eigh
t kg
[lbs]
FD20
T3
1810
[400
0]60
0 [2
4]30
00 [1
18.1
]6
- 12
160
[6.3
]
670
[131
.9]
630
[124
.0]
18.5
[11.
5]*
18.5
[11.
5]*
8.3
850
[1
866]
19.1
19
50
[430
0]
1/5.
01/
2.9
2170
[85.
4]19
20 [7
5.6]
3555
[140
]11
50 [4
5.3]
2070
[81.
5]
4250
[167
.3]
1600
[63.
0]
970
[38.
2]97
0 [3
8.2]
450
[17.
7]43
5 [1
7.1]
1070
x 1
22 x
40
[42.
1 x
4.8
x 1.
6]24
5 - 1
020
[9.6
5 - 4
0.2]
110
[4.3
3]
3340
[736
0]
FHD
20T
3A
640
[126
.0]
620
[122
.1]
26
.5
2700
[6
000]
1/2.
9
FD25
T3
2260
[500
0]
670
[131
.9]
630
[124
.0]
19
.1
1950
[4
300]
1/3.
522
40 [8
8.2]
2010
[99.
1]
3625
[142
.7]
450
[17.
7]50
5 [1
9.9]
1070
x 1
22 x
40
[42.
1 x
4.8
x 1.
6]
3700
[816
0]
FHD
25T
3A
640
[126
.0]
620
[122
.1]
26
.5
2700
[6
000]
1/3.
5
FD30
T3
2720
[600
0]
135
[5.3
]
590
[116
.1]
520
[102
.4]
19.5
[12.
1]
19.5
[12.
1]
9.8
100
0[2
203]
17.2
17
50
[385
0]
1/4.
824
00 [9
4.5]
2110
[83.
1]
3775
[148
.6]
1225
[48.
2]
2090
[82.
3]
4260
[168
]17
00 [6
6.9]
1000
[39.
4]
480
[18.
9]52
5 [2
0.7]
1070
x 1
25 x
45
[42.
1 x
4.9
x 1.
8]25
0 - 1
090
[9.8
- 42
.9]
140
[5.5
]
4390
[968
0]
FHD
30T
3A
540
[106
.3]
520
[102
.4]
23
.5
2400
[5
300]
No. SEF-0F7BE
SPEC
IFIC
ATIO
NS
(4)
Tru
ck m
odel
Item
Perf
orm
ance
M
ax. l
oad
kg
[lbs]
B
asic
load
cen
ter
mm
[in.]
Li
ft he
ight
m
m[in
.]
Tilt
angl
e (f
wd-
bwd)
°
Fr
ee li
ft
mm
[in.]
A
Lift
spee
d
mm
/s[f
pm]
(unl
oade
d)
(lo
aded
)
Trav
elin
g sp
eed
km/h
[mph
]
fw
d 1s
t
2nd
rev
1st
2n
d
Max
. dra
wba
r pul
l kN
kgf
[lb
f]
(u
nloa
d)
(load
ed)
G
rade
abili
ty
(u
nloa
d)
(lo
aded
)
Min
. tur
ning
radi
us
mm
[in.]
B
Min
. 90°
inte
rsec
ting
aisl
e m
m[in
.] C
Dim
ensi
ons
m
m[in
.]
Ove
rall
leng
th
D
O
vera
ll w
idth
E
Ove
rall
heig
ht
(a
t ove
rhea
d gu
ard)
F
Ove
rall
heig
ht w
ith
ex
tend
ed m
ast
G
Whe
elba
se
H
Trea
d
(fro
nt)
J
(r
ear)
K
Fork
ove
rhan
g
L
Rea
r ove
rhan
g M
Fo
rk si
ze
(Len
gth
(N) x
Wid
th (P
) x T
hick
ness
(Q))
Fo
rk sp
acin
g
R
U
nder
cle
aran
ce (a
t mas
t) W
eigh
t
Ope
ratin
g w
eigh
t kg
[lbs]
FG35
T3S
3500
[700
0]50
0 [2
4]30
00 [1
18.1
]6
- 12
170
[6.7
]
450
[88.
6]44
0 [8
6.6]
19.5
[12.
1]*
19.5
[12.
1]*
10.8
11
00
[242
0]18
.9
1930
[4
250]
1/6.
41/
624
70 [9
7.2]
2280
[89.
8]
3870
[152
.4]
1290
[50.
8]
2140
[84.
3]
4255
[167
.5]
1700
[66.
9]
1060
[41.
7]97
0 [3
8.2]
495
[19.
5]60
5 [2
3.8]
1070
x 1
50 x
50
[42.
1 x
5.9
x 2.
0]30
0 - 1
090
[11.
8 - 4
2.9]
145
[5.7
]
4940
[108
70]
FD35
T3S
490
[96.
5]46
0 [9
0.6]
18
.1
1850
[4
070]
1/6
1/5.
5
4820
[106
05]
No. SEF-0F7BE
Unit: mm [in.]
Fig. 1 Truck Dimensions
3000
[118
.1]
Free
lift
No. SEF-0F7BE
No. SEF-0F7BE
TABLE OF CONTENTS
1. ENGINE ........................................................................................................................................... 1 1.1 GENERAL DESCRIPTION ............................................................................................................ 3 1.1.1 FUEL SYSTEM (Gasoline and Diesel) ................................................................................. 10 1.1.2 FUEL SYSTEM (LPG) ......................................................................................................... 17 1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG) .......................................................... 19 1.1.4 COOLING SYSTEM ............................................................................................................ 22 1.1.5 ACCELERATOR PEDAL ..................................................................................................... 27 1.1.6 AIR CLEANER ..................................................................................................................... 29 1.1.7 MUFFLER ............................................................................................................................. 35
2. AUTOMATIC TRANSMISSION SYSTEM ...................................................................... 37 2.1 GENERAL DESCRIPTION .......................................................................................................... 37 2.1.1 TORQUE CONVERTER ...................................................................................................... 40 2.1.2 CHARGING PUMP .............................................................................................................. 41 2.1.3 TRANSMISSION.................................................................................................................. 42 2.1.4 TRANSMISSION CONTROL VALVE ................................................................................ 46
3. DRIVE AXLE ............................................................................................................................... 51 3.1 GENERAL DESCRIPTION .......................................................................................................... 51 3.1.1 REDUCTION GEAR AND DIFFERENTIAL ...................................................................... 57
4. BRAKE SYSTEM ...................................................................................................................... 61 4.1 GENERAL DESCRIPTION .......................................................................................................... 61 4.1.1 BRAKE PEDAL .................................................................................................................... 61 4.1.2 MASTER CYLINDER .......................................................................................................... 66 4.1.3 WHEEL BRAKE ................................................................................................................... 67 4.1.4 PARKING BRAKE LEVER ................................................................................................. 69 4.1.5 WHEEL BRAKE TROUBLESHOOTING .......................................................................... 72
5. STEERING SYSTEM ............................................................................................................... 73 5.1 GENERAL DESCRIPTION .......................................................................................................... 73 5.1.1 STEERING AXLE ................................................................................................................ 74 5.1.2 STEERING WHEEL ASSEMBLY ....................................................................................... 77 5.1.3 ORBITROL ........................................................................................................................... 78 5.1.4 POWER CYLINDER ............................................................................................................ 81 5.1.5 STEERING WHEEL DEVIATION CONTROL ................................................................... 82
No. SEF-0F7BE
6. HYDRAULIC SYSTEM ........................................................................................................... 85 6.1 GENERAL DESCRIPTION .......................................................................................................... 86 6.1.1 MAIN PUMP ......................................................................................................................... 86 6.1.2 CONTROL VALVE ............................................................................................................... 90 6.1.3 VALVE CONTROLS .......................................................................................................... 103 6.1.4 LIFT CYLINDER ............................................................................................................... 104 6.1.5 FLOW REGULATOR VALVE............................................................................................ 109 6.1.6 TILT CYLINDER ................................................................................................................ 110 6.1.7 OIL TANK ........................................................................................................................... 111
7. LOAD HANDLING .................................................................................................................. 115 7.1 GENERAL DESCRIPTION ........................................................................................................ 116 7.1.1 OUTER AND INNER CHANNELS ................................................................................... 116 7.1.2 CARRIAGE ......................................................................................................................... 118 7.1.3 LOCATIONS OF ROLLERS ............................................................................................. 120
8. ELECTRIC WIRING ............................................................................................................... 123
- 1 -
1. ENGINE
1. ENGINE Gasoline and LPG engine
Truck Model Item Name K21 K25Type 4-cycle, water-cooled, in-line, overhead valve type gasoline engineNo. of cylinders – Bore x stroke 4 – 89 x 83.0 4 – 89 x 100 mm [in.] 4 – [3.50 x 3.27] 4 – [3.50 x 3.94]Total displacement cc [in.3] 2065 [126] 2488 [151.8]Compression ratio GAS: 8.7 LPG (Exclusive): 9.3 9.2 Dual fuel: 8.7 Performance Rated speed rpm 2700 Rated output kW PS [HP] GAS (Exclusive and Dual): 38.7 52.6 [51.9] 44.7 60.8 [59.9] LPG (Exclusive): 40.0 54.3 [53.7] 44.6 60.7 [59.8] LPG (Dual): 39.8 54.1 [53.4] 44.4 60.4 [59.4] Max. torque N-m kgf-m [lbs-ft]/rpm GAS (Exclusive and Dual): 148 15.1 [109.2]/2000 174 17.7 [128.4]/1600 LPG (Exclusive): 151 15.4 [111.4]/2000 185 18.4 [136.5]/1600 LPG (Dual): 150 15.3 [110.6]/2000 183 18.7 [135.0]/1600 Full-load rated fuel consumption g/kW-h g/PS-h/rpm GAS (Exclusive and Dual): 303 223/1600 302 222/1600 LPG (Exclusive): 230 169/2000 215 158/1600 LPG (Dual): 235 173/2000 223 164/1600 No-load minimum speed rpm 700 rpm (off the truck)Weight kg [lbs] GAS: 151 [333] 152 [335] LPG (Exclusive): 151 [333] 152 [335] Dual fuel: 152 [335] 153 [337]Dimensions mm [in.] 719.4 x 568 x 726 [28.3 x 22.4 x 28.6]Ignition order 1-3-4-2Rotational direction Clockwise when viewed from the fan
FHG15T3
FHG18T3
FG20T3
FG25T3
FG30T3
FHG20T3
FHG25T3
FHG30T3
FG35T3S
1. ENGINE
- 2 -
Diesel engine
Truck Model
Item
Name TD27 QD32 Type 4-cycle, water-cooled, in-line, overhead valve type diesel engine with swirl chamberNo. of cylinders- Bore x stroke mm [in.] 4-96 x 92 [4-3.78 x 3.62] 4-99.2 x 102 [4-3.91 x 4.02]Total displacement cc 2663 3153Compression ratio 24.6 22Performance Rated speed rpm 2300 2300 Rated output kW [HP] 41 [55] 44 [60] Maximum torque N-mkgf-m[lbf-ft] 170 17.3 [125]/ 2300 189 19.3 [139.4]/ 1800 Full-load rated fuel consumption g/kw·hg/ps·h 253 186 255 187 No-load minimum speed rpm 750 750Weight kg [lbs] 259 [571] 262 [578]Dimensions (L x W x H) mm [in.] 787 x 614 x 722 [31 x 24.2 x 28.4] 794 x 616 x 747 [31.3 x 24.3 x 29.4]Ignition order 1 – 3 – 4 – 2Rotational direction Clockwise when viewed from fan.
FHD15T3
FHD18T3
FD20T3
FD25T3
FD30T3
FHD20T3A
FHD25T3A
FHD30T3A
FD35T3S
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1. ENGINE
1.1 GENERAL DESCRIPTIONThis series comes equipped with either a gasoline or diesel engine. The engine is installed inside the
truck frame along with the drive unit to deliver power to both the drive and hydraulic systems. The engine is rubber mounted at four points in the frame.
Fig. 1.1 Engine Mounting
BRACKET
Apply LOCTITE#262
RUBBER MOUNT
Apply LOCTITE#262
ENGINE-SIDE BRACKET
Apply LOCTITE#262
FRAME-SIDE BRACKET
Apply LOCTITE#262
View View
1. ENGINE
- 4 -
Fig. 1.2 Gasoline and LPG Engines
IGNITION COIL
PRESSURE SWITCH
OIL FILTERDRAIN PLUG
STARTER
DRAIN PLUG (WATER)
ALTERNATOR
INJECTOR (GAS)
AIR FLOW METER
THROTTLE CHAMBER
INJECTOR (LPG)
- 5 -
1. ENGINE
Model K21 K25Item
Main Construction Type of cylinder liner Cylinder and cylinder block cast into one piece Valve operation Suction valve opens at BTDC: -4° closes at ABDC: 40° Exhaust valve opens at BBDC: 36° closes at ATDC: 0° Valve clearance, suction valve 0.38 mm [0.015 in.] exhaust valve 0.38 mm [0.015 in.] Ignition system Ignition type Ignition timing BTDC 0° at 700 rpm Ignition order 1 - 3 - 4 - 2 Ignition coil Incorporated in igniter Ignition plug FR2A-D (NGK) Spark gap 0.8 – 0.9 mm [0.032 – 0.035 in.] Governor Electronic type, fixed-range control Air cleaner Filter paper type Lubrication system Forced lubrication Lubrication pump Gear type Lubrication oil filter Filter paper Filtration Full-flow filtration Cooling system Water-cooling, forced circulation Cooling fan Pusher type, 10-blade, O.D. of 400 mm [15.8 in.] Drive V-belt drive, pulley ratio 1:1.20 Water pump Centrifugal type Drive V-belt drive, pulley ratio 1:1.20 Water temperature regulator Wax type (valve opening temp.: 82°C or 179.6°F) Starting motor Magnet shift type Voltage 12 V Output 1.2 kW
1. ENGINE
- 6 -
Model K21 K25Item
Charging generator Voltage 12 V Output 50 A Generation 3-phase a.c. Drive V-belt drive, pulley ratio 1:2.15 Voltage/current regulator Type Transistor type (built in charging generator) Water and oil capacities Lubrication oil 3.8 liter [1 gal] (oil pan 3.5 liter [0.92 gal], oil filter 0.3 liter [0.08 gal]) Cooling water 3.5 liter [0.92 gal]
- 7 -
1. ENGINE
Fig. 1.3 Diesel Engine (TD27, QD32)
ALTERNATOR
STARTER
FUEL FILTER
INJECTION PUMP
DRAIN PLUG (OIL)
DRAIN PLUG (WATER)
OIL FILTER
1. ENGINE
- 8 -
TD27 QD32
Overhead valve type ←
Bosch distributor type ←
10 mm x 2.2 mm [0.394 in. x 0.087 in.] 11 mm x 2.88 mm [0.433 in. x 0.113 in.] Throttle type ←
Vane type ←
Filter paper type with sedimenter ←
Centrifugal, all-speed control ←
Fuel lubrication ←
Gear type ←
Gear-driven ←
Regulator valve ←
Switch type ←
Full-flow, filter paper type ←
Incorporated, water cooling ←
Water cooling ←
Pusher type with 6 blades ←
O.D.: 380 mm [14.96 in.] O.D.: 430 mm [16.93 in.] Belt drive ←
Centrifugal type ←
Belt drive ←
Wax type ←
82°C [179.6°F] ←
95°C [203°F] ←
Magnet shift type ←
12 V ←
2.5 kW 2.8 kW Fuel cut-off type ←
Provided (QGS) Provided
ModelItem
Main Construction Valve system Fuel system Injection pump Plunger (diameter x stroke) Injection nozzle Fuel feed pump Fuel filterGovernor Governing LubricationLubrication system Pump Drive Oil pressure regulator Oil pressure indicator Filtration Oil coolerCooling system Cooling method Cooling fan
Drive Pump Drive Water temperature regulator Type Temperature at which valve begins to open Temperature at which valve opens fully Starting motor Type Voltage Output Stopping device Engine preheater
- 9 -
1. ENGINE
TD27 QD32
A.C. generation, ←
diode rectification 12 V ←
60 A ←
Belt drive ←
IC type ← (built in generator)
5.5 liters [1.45 U.S. gal] max. 6.5 liters [1.72 U.S. gal] max. 4.0 liters [1.06 U.S. gal] min. 5.0 liters [1.32 U.S. gal] min. 5.4 liters [1.43 U.S. gal] 6.2 liters [1.64 U.S. gal]
0.35 mm [0.014 in.] (at warm) ←
0.35 mm [0.014 in.] (at warm) ←
16° ← 52° ←
66° ←
12° ←
5° 2° 9.8 MPa ←
100 kgf/cm2 [1421 psi] 2.94 MPa ←
30 kgf/cm2 [426 psi] (200 rpm)
ModelItem
Charging generator Type
Voltage Output Drive Automatic charging regulator
Reference data Oil sump capacity
Cooling water volume Valve clearance Suction valve Exhaust valve Valve operation Suction valve opens at BTDC closes at ABDC Exhaust valve opens at BBDC closes at ATDC Injection timing (BTDC) Injection start pressure
Compression pressure
1. ENGINE
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1.1.1 FUEL SYSTEM (Gasoline and Diesel)The fuel system is integral with the truck frame and consists of a fuel tank, filter, pump and level
sender.
(1) Fuel tank (Gasoline)The fuel tank is welded into one integral body with the frame and located at the left side of the frame.
The fuel tank has on its top a tank cover where a tank unit is provided to check the fuel level in the tank.
Fig. 1.4 Fuel Tank (Gasoline)
FULL
1/4
3/4
1/2
EMPTY
LEVEL SENDER
FUEL PUMP DRAIN PLUG
to ENGINE
STOP VALVE
CAP
- 11 -
1. ENGINE
Fuel pump (Gasoline)The fuel pump has a design as shown in Fig. 1.5. It consists of a pump, a regulator and a filter. The
fuel pump is started when the key switch is turned to ON, to send fuel under pressure to the engine injector.
to ENGINE
FILTER
PUMP
FILTER
from PUMP
REGULATOR
CHAMBER
to CHAMBERJET
QUICK CONNECTOR
Fig. 1.5 Fuel Pump (Gasoline Engine)
1. ENGINE
- 12 -
Capacity: 70 liters [18.5 U.S. gal]
(2) Fuel tank (Diesel)
Fig. 1.6 Fuel System (diesel-powered trucks with TD27, QD32)
EMPTY 17L
FULL
1/2
DRAIN PLUG
from ENGINE
STOP VALVECAP
to FUEL FILTER
FUEL LEVEL SENDER
- 13 -
1. ENGINE
The fuel level sender converts the fuel level in the fuel tank into an electric current signal. Its construction is shown in Figure 1.7. The resistance element is a variable resistor made of nichrome wire. The slider that changes the resistance is connected to the float.
When the float is at the top level, the resistance value between the grounding and the “G” terminal is in the range of about 9.5 to 10.5 Ω. As the float lowers, the resistance value becomes greater. Changes in the resistance are transmitted to the CPU in the combination meter. The fuel meter indicator moves in the “F” direction when the resistance is small and moves in the “E” direction when the resistance value is large.
In addition, if the float lowers near to the bottom, the CPU sends the signal to light the fuel lamp to inform the operator that fuel should be added.
Fig. 1.7 Fuel Level Sender
3/4
1/4
1/2
Ａ
FLOAT
FUEL LAMP
Float Resistance value (Ω) FULL 10 ± 0.5 3/4 19 1/2 32 ± 1.0 1/4 49.5 EMPTY 87 ± 1.5
FUEL METER
BATTERY
FUEL LEVEL SENDER
FULL
EMPTY
View A
1. ENGINE
- 14 -
Fig. 1.8 Combination Meter
1. LOAD HANDLING AND TRAVELING INTERLOCK WARNING LIGHT 2. PREHEATER INDICATOR (FOR DIESEL TRUCKS) 3. NEUTRAL WARNING LIGHT 4. ENGINE OIL PRESSURE WARNING LIGHT 5. BATTERY CHARGE WARNING LIGHT 6. FUEL LEVEL WARNING LIGHT
ENGINE COOLINGWATER TEMP. GAUGEFUEL METER
HOUR METER
- 15 -
1. ENGINE
DRAIN COCK
Fig. 1.9 Fuel Filter (Diesel engine)
for diesel engine model
PUMP
CARTRIDGE
LEVEL SWITCH
(3) Fuel Filter (Diesel)The fuel filter removes dust and dirt from the fuel to be supplied to the engine. It is located on the fuel
tank. The fuel filter for the diesel engine model also removes water from the fuel.
Fig. 1.10
CARTRIDGE (FILTER)
“O”-RING
SENSOR
DRAIN COCK (for water removal)
Replacement of fuel filterThere is no need to replace the fuel filter of the
gasoline engine, because it is incorporated into the fuel pump.(1) Using a filter wrench, remove the filter. Replacement criteria: Damage or clogging(2) Apply fuel oil on the packing of a new filter and
install the filter. After the packing comes in contact with the body, give an additional 2/3 of a turn.
(3) If the sedimentor warning light comes on, loosen the drain cock to drain off water.
Note: After draining off water, make sure to close the drain cock.
1. ENGINE
- 16 -
Air bleeding (Diesel engine) Operate the fuel filter (sedimentor) pump to send fuel into the injection pump.
After it feels a little hard, operate the pump 5 to 10 more times.
Fig. 1.11 Air Bleeding
PUMP
- 17 -
1. ENGINE
1.1.2 FUEL SYSTEM (LPG)The fuel system that uses LPG as a fuel has a construction shown in Fig. 1.12. It consists of a LPG
cylinder, a vaporizer, and a solenoid valve. The LPG cylinder is attached to the upper part of the rear counterweight and both the vaporizer and the solenoid valve are located at the left side inside the engine room.
LPG flows from the LPG cylinder through the solenoid valve to the vaporizer where the gas pressure is properly regulated, before being controlled by the LPG injector and then injected into the cylinders of the engine.
The vaporizer case is warmed by the radiator water to prevent the vaporizer from freezing due to latent heat which occurs when the fuel vaporizes.
Fig. 1.12 LPG Fuel System (Outline)
RELIEF VALVE
AIR HORN
SOLENOID VALVE(w/ FILTER) VAPORIZER
CYLINDER
WIRE HARNESS, ECM
1. ENGINE
- 18 -
VaporizerThe vaporizer has a construction shown in Fig. 1.13. It converts high-pressure gas supplied from the
LPG cylinder into low-pressure gas. High-pressure gas from the LPG cylinder flows between the valve seat and valve and enters the
pressure-reducing chamber so that the pressure inside the pressure-reducing chamber rises. Therefore, the diaphragm pushes up the diaphragm spring and the hook pulls up the valve lever so that the valve is pressed against the valve seat. The higher the pressure inside the pressure-reducing chamber, the stronger the valve is pressed against the valve seat. When the pressure inside the pressure-reducing valve is high enough to reach the set value, the gas flow is cut off by the valve.
When the pressure inside the pressure-reducing valve drops below the set value, the diaphragm spring is decompressed to reduce the lever pulling-up force. This opens the valve to allow high-pressure LPG to enter the pressure-reducing chamber.
This process is repeated to maintain the pressure inside the pressure-reducing chamber at a constant value.
Fig. 1.13 Vaporizer (Outline)
to INJECTOR HOLDER
1. VALVE 2. VALVE SEAT 3. PRESSURE-REDUCING
CHAMBER 4. DIAPHRAGM
5. DIAPHRAGM SPRING 6. HOOK 7. LEVER 8. PRESSURE CHECK
PORT PLUG
19.6 – 35.3 kPa [2.9 - 5.1 psi] 0.20 – 0.36 kgf/cm2
•
14 – 15 mm[0.55 – 0.59 in.]
- 19 -
1. ENGINE
1.1.3 ENGINE CONTROL SYSTEM (Gasoline and LPG)The gasoline and LPG engines are electronically controlled and the schematic diagrams of their
control systems are shown in Figs. 1.19 and 1.20.The amount of fuel, mixing ratio and ignition timing are controlled by the ECM based on the
information about the amount of accelerator pedal depression, the quantity of air to be sucked, and rotating angles of the crankshaft and camshaft.
The amount of accelerator pedal depression is detected by the accelerator sensor shown in Fig. 1.21 and the quantity of air to be sucked is detected by the air flow sensor installed on the air horn.
The rotating angle of the crankshaft is detected by the position sensor (POS) installed on the front cover of the engine and the rotating angle of the camshaft by the position sensor (PHASE) installed inside the chain housing of the engine .
Fig. 1.14 Air Flow Sensor
Fig. 1.15 POS
Fig. 1.16 PHASE
CAMSHAFT POSITION (PHASE) SENSOR
“O”-RING
AIR HORN
AIR FLOW METER
CRANKSHAFT POSITION (POS) SENSOR
FRONT COVER
CHAIN HOUSING
“O”-RING
1. ENGINE
- 20 -
Injector (LPG engines)The amount of fuel to be injected is controlled by
the injectors. Four injectors are installed on the intake manifold and independently controlled respectively.
Fig. 1.18 Throttle
ThrottleThe quantity of air to sucked is controlled by the
throttle shown in Fig. 1.18.The throttle valve is driven by a motor which is
controlled by the ECM.
Ignition coilThe ignition coils are used only for the ignition plugs and directly attached to them.Inside each ignition coil is an igniter using transistors.
ELECTRONIC CONTROL THROTTLE
INTAKE MANIFOLD
Fig. 1.17 Injector (LPG)
FUEL CONNECTOR MAIN
INJECTORHARNESS CONNECTOR(for main injector)
FUEL PRESSURE SENSOR
ASSIST INJECTOR
HOLDER
HARNESS CONNECTOR
(for assist injector)
- 21 -
1. ENGINE
Fig. 1.19 Electronic Controlled System Diagram (LPG)
Map
sensor
Electronic throttle
control actuator
(Throttle sensor，
dual)
Fuel p
ump relay
Fuel tank (Gasoline)
Catalytic
converter
Muffler
Interception
valve relay
m O 宮 o o h F M
1. ENGINE
- 22 -
1.1.4 COOLING SYSTEMThe cooling system consists primarily of a radiator and a reserve tank, as shown in Figure 1.20. The
radiator is a cross-flow type. On the automatic transmission trucks, the outlet tank has an oil cooler inside it.
The water pump is attached to the engine and driven by way of the V-belt as the engine starts running.
Fig. 1.20 Cooling System
CAP
OIL COOLER
RADIATOR
DRAIN VALVE
RESERVE TANK
- 23 -
1. ENGINE
Fig. 1.21 Cooling System (Gas-powered trucks)
RA
DIA
TOR
-SID
E
BR
AC
KE
T
RU
BB
ER
FRA
ME
-SID
E
BR
AC
KE
T
RA
DIA
TOR
RE
SE
RV
E T
AN
K
CA
P (V
alve
ope
ning
pre
ssur
e:
49 k
Pa
0.5
kgf
/cm
2 [7
.11p
si])
Det
ail o
f
1. ENGINE
- 24 -
Fig. 1.22 Cooling System (Diesel-powered trucks)
RA
DIA
TOR
-SID
E
BR
AC
KE
T
RU
BB
ER
FRA
ME
-SID
E
BR
AC
KE
T
RA
DIA
TOR
RE
SE
RV
E T
AN
K
CA
P (V
alve
ope
ning
pre
ssur
e:
49 k
Pa
0.5
kgf
/cm
2 [7
.11p
si])
Det
ail o
f
- 25 -
1. ENGINE
Adjusting fan belt tension Make sure the engine is shut off.
K21, K25 Loosen generator fitting bolts. Move the generator away from the engine to adjust the belt tension. So that the fan belt has a deflection of 10 mm at on the span when pressed by a finger pressure of about 98.1 N 10 kgf.
Tighten the fitting bolts and then .
TD27, QD32 Loosen the tension pulley nut. Adjust the adjust bolt so that the fan belt has a deflection of 10 mm when the area is pressed with a force of 98.1 N 10 kgf.
Tighten the tension pulley nut.
Fig. 1.23 Fan Belt
PULLEY NUT
ADJUSTMENT BOLT
TD27, QD32K21, K25
1. ENGINE
- 26 -
Fig. 1.24 Reserve tank
Fig. 1.25 Drain Cock Location
CAP
2/3
Checking cooling liquidCheck the cooling liquid in the reserve tank. If the
level is below the LOW mark, add cooling liquid of appropriate concentration listed in Table 1.1, to bring level:
Up to the FULL mark when the engine is warm 2/3 of the capacity when the engine is cold.
Charging cooling liquid Shut off the engine and wait for more than 30 minutes.
Remove the radiator cap and loosen the drain cock at the radiator side.
Loosen the drain cock at the engine side to drain off the cooling liquid.
Tighten the drain cocks at both the radiator and the engine sides. Add cooling liquid of appropriate concentration listed in Table 1.1, into the radiator. The rate of addition is less than 2 liter/min.
After adding cooling liquid, start the engine and let it run at idle rpm for a couple of minutes and check the cooling liquid level. If the level is low, add appropriate cooling liquid.
Tighten the radiator cap securely. Add cooling liquid to bring level up to 2/3 of the capacity.
DRAIN COCK
Table 1.1Unit: liter
K21 K25 TD27, QD321.5- to 1.75- ton trucks 8.0 [2.11] * *2.0- to 3.5- ton trucks 9.0 [2.38] 9.9 [2.62]
Coolant concentration: 30% for general-climate regions 50% for cold regions
- 27 -
1. ENGINE
ASP1
AVCC1
ASP2AVCC2
14 mm
29 mm
1.1.5 ACCELERATOR PEDAL(1) Gasoline engine
The accelerator pedal, designed as shown in Fig. 1.26, is installed on the floorboard.The movement of the pedal is converted into voltage by the potentiometer and outputted to the engine
control module.
Adjustment of K type engine accelerator pedalNo Description
Install a sensor to the accelerator pedal. Apply a voltage of 5.12 V (ECM output power supply) to the AVCC1 and AVCC2. Monitor the APS1 and APS2 output signals at the same time.
Adjust the sensor mounting angle so that APS1 output is 0.67 to 0.87 V when the accelerator is fully opened and then tighten the sensor mounting bolt securely.
Under the condition of step , make sure the APS2 output is within 0.33 to 0.43 V.
Makesuretheacceleratorfully-openstrokeiswithinthespecifiedrange. Step can be controlled according to AWU ouptut, but not the stroke.
With the accelerator fully opened, make sure APS1 output is within the range of 4.4 to 4.6 V.
With the accelerator fully closed, make sure APS1 output is 0.67 to 0.87 V.
Fig. 1.26 Accelerator Pedal (Gasoline engine)
PEDAL
Detail of sensor
CABLE
SENSOR
Detail of area
1. ENGINE
- 28 -
(2) Diesel engineThe accelerator pedal controls engine output. It is installed as shown in Figure 1.27.The movement of the accelerator pedal is transmitted by way of a wire cable to the engine.
Fig. 1.27 Accelerator Pedal (TD27, QD32)
1. Adjust the wire length with the nut so that the looseness of the link is 0.5 to 1.0 mm [0.0197 to 0.0394 in.] when the engine is running at idle rpm.
PEDAL
LINK
Pedal heightUnit: mm [in.]
H
TD27, QD32 19 [0.75]
- 29 -
1. ENGINE
1.1.6 AIR CLEANERThe air cleaner removes dust and dirt from the air to be supplied to the engine. It is located on top of
the oil tank at the right side of the frame. The outside air enters the air cleaner through the duct provided at the mounting part of the rear right
pillar of the overhead guard. Dust and other foreign matter is removed by the air cleaner element before being supplied to the
engine.
AIR CLEANEROUTSIDE AIR
to ENGINE
Fig. 1.28 Air Cleaner (Gas-powered, 1.5- to 1.8-ton trucks with K21 or K25)
1. ENGINE
- 30 -
Fig. 1.29 Air Cleaner (Gas-powered, 2.0- to 3.5-ton trucks with K21 or K25)
AIR CLEANER OUTSIDE AIR
to ENGINE
- 31 -
1. ENGINE
Fig. 1.30 Air Cleaner (Gas-powered trucks with K21 or K25)
View
COVER
LATCHELEMENT to ENGINE
OUTSIDE AIRFILTER BODY
EVACUATION VALVE
1. ENGINE
- 32 -
Fig. 1.31 Air Cleaner (Diesel-powered trucks with TD27, QD32)
AIR CLEANER
OUTSIDE AIR
to ENGINE
- 33 -
1. ENGINE
Fig. 1.32 Air Cleaner (Diesel-powered trucks with TD27, QD32)
View
COVERLATCHELEMENT
to ENGINE
OUTSIDE AIR
FILTER BODY
EVACUATION VALVE
1. ENGINE
- 34 -
Fig. 1.33 Air Cleaner
ELEMENT to ENGINE
CLAMPFree airEVACUATION
VALVE
Air cleaner inspection and replacement(1) Remove the air cleaner element.(2) Inspect the element for contamination and damage. If the element is dirty, clean it by blowing low-
pressure air from inside to outside. If the element is damaged or clogged, replace it with a new one.(3) Clean the filter cover.
Be careful not to touch the muffler and exhaust manifold since they are hot when the engine is running and for a while after it is shut off; otherwise you might burn your hand.
- 35 -
1. ENGINE
1.1.7 MUFFLERThe muffler helps reduce the sound of escaping gases of the engine, and it is provided between the
radiator and the counterweight at the rear of the truck.
Fig. 1.34 Exhaust System (Gasoline Trucks)
EXHAUST
MUFFLER
Detail of area
from ENGINE
EXHAUST
MUFFLER
Detail of area from ENGINE
EXHAUST EMISSION CONTROL SYSTEM(THREE-WAY CATALYST)
EXHAUST EMISSION CONTROL SYSTEM(THREE-WAY CATALYST)
1.5 to 1.8 t
2 to 3.5 t
1. ENGINE
- 36 -
Fig. 1.35 Exhaust System (Diesel Trucks)
EXHAUST
MUFFLER
TD27QD32
- 37 -
2. AUTOMATIC TRANSMISSION SYSTEM
2. AUTOMATIC TRANSMISSION SYSTEMModel 2N5-25Speeds 1 fwd/revTorque converter Type 3-element, 1-stage, 2-phase type Stall torque ratio 3 Charging oil pressure 0.39 – 0.69 MPa 3.98 – 7.04 kgf/cm2 [56.6 – 100.1 psi]Charging pump Type Internal gear type Discharge 15.93 cm3 [0.97 in.3]/revTransmission Type Constant-mesh, power-shift type Reduction ratio 1.638 for fwd, 1.674 for rev.Clutch disc Dimensions 125 x 81 x 2.6 mm [4.92 x 3.19 x 0.102 in.] Clutch oil pressure 1.08 – 1.47 MPa 11.01 – 15.0 kgf/cm2 [156.6 – 213.2 psi]Differential Reduction ratio 5.833Weight 110 kg [242.5 lbs]Oil capacity 9.0 liters [2.4 U.S. gal]Oil to be used SAE10W or equivalent
2.1 GENERAL DESCRIPTIONThe automatic transmission system consists of a torque converter and a power-shift transmission as
shown in Figures 2.1 and 2.2.
2. AUTOMATIC TRANSMISSION SYSTEM
- 38 -
Fig. 2.1 Automatic Transmission System 1/2
CLUTCH PACK TRANSMISSION CONTROL VALVE
CHARGING PUMP
TORQUE CONVERTER
COUNTER GEAR
OUTPUT FLANGE
OIL SEAL
OUTPUT GEARSTRAINER
- 39 -
2. AUTOMATIC TRANSMISSION SYSTEM
Fig. 2.2 Automatic Transmission System 2/2
View
INLINE FILTER
BREATHERCONVERTER RELIEF VALVE
OIL LEVEL GAUGE
2. AUTOMATIC TRANSMISSION SYSTEM
- 40 -
2.1.1 TORQUE CONVERTERThe torque converter consists of a pump wheel, a turbine wheel, and a stator wheel, as shown in
Figure 2.3.As the engine is started, the pump wheel is driven and the fluid inside the pump wheel begins to be
ejected along with the row of pump wheel vanes under centrigugal force, flowing into the row of turbine wheel vanes. The direction of fluid leaving the turbine wheel is changed by the stator wheel so that it may flow into the pump wheel at a proper angle. At this time, reaction torque pushing the stator is created so that the output torque exceeds the input torque by this reaction torque.
If the rotational speed of the turbine wheel increases and gets closer to the input rotational speed, the angle change in the fluid will become smaller and the output shaft torque will decrease, finally letting the fluid flow into the row of stator vanes in the reverse direction, causing reverse reaction torque.
As a result of this, the output shaft torque will become smaller than the input shaft torque. To prevent this from happening, the stator wheel is designed to rotate freely when reaction torque acts in the reverse direction. The output torque is kept equal to the input torque so that highly effective operation is ensured.
Since the phase of torque transmission is converted by the mechanical means, this type of torque conversion is called 2-phase type, which ensure smooth and effective operation.
The pump wheel of the torque converter is connected through the input plate to the engine flywheel, with area of the pump wheel boss driving the charging pump.
TURBINE WHEEL PUMP WHEEL
STATOR WHEEL
ONE-WAY CLUTCH
Detail of
Fig. 2.3 Torque Converter
- 41 -
2. AUTOMATIC TRANSMISSION SYSTEM
2.1.2 CHARGING PUMPThe charging pump consists of a drive gear, driven gear, a case, and a stator support as shown in
Figure 2.4 and is incorporated into the torque converter housing.The drive gear is driven by the pump wheel boss of the torque converter to pick up oil from the lower
part of the transmission case and send it to the transmission and the torque converter.
Fig. 2.4 Charging Pump
View View
CASE
OIL SEAL
Tightening torque:0.98 – 2.94 N-m 0.1 – 0.3 kgf-m [0.723 – 2.17 lbf-ft]
“O”-RING
DRIVE GEAR
DRIVEN GEAR
STATOR SUPPORT
DISCHARGE PORT
SUCTION PORT
Section -
Tightening torque:20 – 26 N-m 2.04 – 2.65 kgf-m [14.75 – 19.18 lbf-ft]
2. AUTOMATIC TRANSMISSION SYSTEM
- 42 -
2.1.3 TRANSMISSIONThe transmission is a power-shift type consisting of a clutch pack assembly, an output shaft, a reverse
gear, and transmission control valve. (See Figures 2.1 and 2.2.)
(1) Clutch pack assemblyThe clutch pack assembly consists of forward and reverse clutch packs, each of which consists
primarily of a piston, a spring, clutch discs and a steel plate. The piston is always forced against the far end of the drum by the spring. When the oil pressure is
applied, the piston locks up the inner and outer discs. The clutch lock-up oil is supplied through the groove in the clutch shaft and the lubrication oil is fed
through the oil hole in one end of the shaft.
Fig. 2.5 Clutch Pack Assembly
OUTER DISCINNER DISC
“O”-RING
BALL BEARING
BALL BEARING
REV CLUTCH OIL PRESSURE
LUBRICATION OIL
FWD CLUTCH OIL PRESSURE
SEAL RING
SNAP RING
FORWARD GEAR REVERSE GEAR
SNAP RING
SEAL RING
BALL BEARING
BALL BEARING
SNAP RINGSPRING
END PLATESNAP RING
PISTONSEAL RING
CHECK BALL
- 43 -
2. AUTOMATIC TRANSMISSION SYSTEM
(2) Transmission oil pressure circuitAs the engine is started and the charging pump is driven, oil is picked up from the lower part of
the transmission case to flow through the strainer to the main relief valve where it is regulated to the specified clutch oil pressure.
The oil relieved from the main relief valve flows, passing through the torque converter, oil cooler, and inline filter, to some parts of the truck for cooling and lubrication before returning into the transmission case.
The oil pressure inside the torque converter is controlled to a specified value by the torque converter relief valve.
In neutralWith the solenoid vale in neutral, the oil is blocked by the solenoid valve and therefore all the oil
supplied from the charging pump flows to the torque converter.
Fig. 2.6 Transmission Oil Pressure Circuit Diagram (in neutral)
TORQUE CONVERTER
OIL COOLER INLINE FILTER
CHOKEø1.4
INCHING VALVE
TORQUE CONVERTER RELIEF VALVE
COIN FILTER
TRANSMISSION CONTROL VALVE
SOLENOID VALVECHARGING PUMP
SHUTTLE VALVE
CLUTCH PACK ASSEMBLY
ACCUMULATOR
0.39 – 0.69 MPa3.98 – 7.04 kgf/cm2 [56.6 – 100.1 psi]
MAIN RELIEF VALVE
1.08 – 1.47 MPa11.01 – 14.99 kgf/cm2 [156.6 – 213.2 psi]
2. AUTOMATIC TRANSMISSION SYSTEM
- 44 -
In forward gearAs the solenoid valve is switch to the forward position, the oil flows to the forward clutch pack while
the shuttle valve moves to the right to allow the oil to flow also to the accumulator. Until the accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure rises rapidly to the specified value to lock up the forward clutch pack completely.
Fig. 2.7 Transmission Oil Pressure Circuit Diagram (in forward gear)
TORQUE CONVERTER
OIL COOLER INLINE FILTER
CHOKEø1.4
INCHING VALVE
TORQUE CONVERTER RELIEF VALVE
COIN FILTER
TRANSMISSION CONTROL VALVE
SOLENOID VALVECHARGING PUMP
SHUTTLE VALVE
CLUTCH PACK ASSEMBLY
ACCUMULATOR
0.39 – 0.69 MPa3.98 – 7.04 kgf/cm2 [56.6 – 100.1 psi]
MAIN RELIEF VALVE
1.08 – 1.47 MPa11.01 – 14.99 kgf/cm2 [156.6 – 213.2 psi]
- 45 -
2. AUTOMATIC TRANSMISSION SYSTEM
Fig. 2.8 Transmission Oil Pressure Circuit Diagram (in reverse gear)
In reverse gearWhen the solenoid valve is switch to the reverse position, the oil flows to the reverse clutch pack
while the shuttle valve moves to the left to allow the oil to flow also to the accumulator. Until the accumulator is filled with oil, the clutch oil pressure increases gradually and the clutch lock-up pressure is weak. Once the accumulator is filled with oil, however, the clutch lock-up oil pressure rises rapidly to the specified value to lock up the reverse clutch pack completely.
TORQUE CONVERTER OIL COOLER INLINE
FILTER
CHOKEø1.4
INCHING VALVE
TORQUE CONVERTER RELIEF VALVE
COIN FILTER
TRANSMISSION CONTROL VALVE
SOLENOID VALVECHARGING PUMP
SHUTTLE VALVE
CLUTCH PACK ASSEMBLY
ACCUMULATOR
0.39 – 0.69 MPa3.98 – 7.04 kgf/cm2 [56.6 – 100.1 psi]
MAIN RELIEF VALVE
1.08 – 1.47 MPa11.01 – 14.99 kgf/cm2 [156.6 – 213.2 psi]
2. AUTOMATIC TRANSMISSION SYSTEM
- 46 -
InchingWhen the inching spool is pushed in, the oil flowing to the clutch pack assembly is drained through
the inching spool piston. In addition, the oil returning from the clutch pack assembly is also drained.
2.1.4 TRANSMISSION CONTROL VALVEThe transmission control valve consists of an inching valve, a regulator valve, and an accumulator, as
shown in Figure 2.10. It is attached to the transmission case cover.The inching valve spool is controlled by the lever installed on the case cover. The lever is in turn
controlled through the cable connected to the left-side brake pedal. As the left-side brake pedal is pressed, the cable is pulled so that the lever pushes the inching valve spool.
The case cover has a solenoid valve which switches over the directions of travel.
Fig. 2.9 Transmission Oil Pressure Circuit Diagram (during inching)
CHOKEø1.4
INCHING VALVE
- 47 -
2. AUTOMATIC TRANSMISSION SYSTEM
Fig. 2.10 Transmission Control Valve (1/2)
ACCUMULATOR MAIN RELIEF VALVE
SOL B (REV)
SOL A (FWD)
CABLE
to BRAKE PEDAL
MANUAL BUTTON (the forward position is selected by pushing)
SOLENOID VALVE
SHUTTLE VALVEINCHING VALVE
CHOKEø1.4
Detail of connector
2. AUTOMATIC TRANSMISSION SYSTEM
- 48 -
Fig. 2.11 Transmission Control Valve (2/2)
SHUTTLE VALVE
PLUG
“O”-RINGSNAP RING PISTON
VALVE
SPRING
SPRING
“O”-RING
PLUG
SNAP RING
PLUGSNAP RING
“O”-RINGSPOOL
SNAP RING
PISTON
SPRING
SPRING
“O”-RING OIL SEAL
COIN FILTER
Detail of Inching valve
Detail of shuttle valve, accumulator, and main relief valve
Detail of lever
- 49 -
2. AUTOMATIC TRANSMISSION SYSTEM
Fig. 2.12 Oil Pressure Check Ports
TOR
QU
E
CO
NV
ER
TER
C
HA
RG
ING
OIL
P
RE
SS
UR
E
CH
AR
GIN
G P
UM
P O
IL P
RE
SS
UR
E
SU
CTI
ON
STR
AIN
ER
DR
AIN
PLU
GO
IL T
EM
P. S
EN
DE
R
MO
UN
TIN
G A
RE
A
FWD
CLU
TCH
OIL
P
RE
SS
UR
E
RE
V C
LUTC
H
OIL
PR
ES
SU
RE
to O
IL C
OO
LER
from
OIL
CO
OLE
R
SO
L A
(FW
D)
SO
L B
(R
EV
)
2. AUTOMATIC TRANSMISSION SYSTEM
- 50 -
NOTE
- 51 -
3. DRIVE AXLE
3. DRIVE AXLE Truck Model
Item
Type Full-floating type Wheel Size 2-6.50-10-10PR(I) 2-7.00-12-12PR(I) 2-28x9-15-12PR(I) 2-250-15-16PR(2) Tread pattern J-LUG Rim Type Split type (1.5 t) Split type Disc type Disc type (1.8 t) Size 5.00F x 10DT (1.5 t) 5.00S x 12DT 7.00T x 15 5.00F x 10TB (1.8 t)Tire inflation pressure 690 kPa [100 psi] 850 kPa [123 psi]
3.1 GENERAL DESCRIPTIONThe drive axle has a construction as shown in Figures 3.1 and 3.2 and is mounted on the front area of
the frame.It has a wheel hub and a wheel brake at its each spindle end and an axle shaft running through its
center. The wheel hub is provided with a brake drum, which is installed on the spindle through two tapered roller bearings. The two tapered roller bearings have oil seals to prevent grease inside from oozing out and water from entering the brake unit.
At the center of the housing is a differential which transmits the power from the transmission to the right and left wheels.
FHG15T3
FHD15T3
FG30T3
FHG30T3
FD30T3
FHD30T3A
FG20T3 FD20T3
FHG20T3 FHD20T3A
FG25T3 FD25T3
FHG25T3 FHD25T3A
FHG18T3
FHD18T3
FG35T3S
FD35T3S
3. DRIVE AXLE
- 52 -
Fig. 3.1 Drive Axle (Trucks with capacities from 1.5 to 1.8 tons)
Tigh
teni
ng to
rque
: 98
– 1
13 N
-m
980
– 1
130
kgf-c
m
[72.
3 –
83.3
lbf-f
t]A
pply
LO
CTI
TE #
262.
1.
HO
USI
NG
2.
AX
LE S
HA
FT
3. W
HEE
L B
RA
KE
4.
BR
AK
E D
RA
M &
HU
B
5. O
IL S
EAL
6.
TA
PER
ED R
OLL
ER B
EAR
ING
7.
TA
PER
ED R
OLL
ER B
EAR
ING
8.
OIL
SEA
L
9. A
DJU
STM
ENT
NU
T 1
0. L
OC
K N
UT
Fill
this
spa
ce w
ith
100
cc o
f gre
ase.
Tigh
teni
ng to
rque
: 15
0 –
175
N-m
1
500
– 17
50 k
gf-c
m
[110
.6 –
129
.1 lb
f-ft]
Tigh
teni
ng to
rque
: 12
0 –
140
N-m
120
0 –
1400
kgf
-cm
[88.
5 –
103
.3 lb
f-ft]
App
ly L
OC
TITE
#57
5 in
side
.
App
ly L
OC
TITE
#57
5 ou
tsid
e.A
pply
a s
mal
l am
ount
of g
reas
e in
side
.
- 53 -
3. DRIVE AXLE
Fig. 3.2 Drive Axle (Trucks with capacities from 2.0 to 2.5 tons)
Tigh
teni
ng to
rque
: 96
– 1
11 N
-m
980
– 1
130
kgf-c
m
[70.
8 –
81.9
lbf-f
t]
1.
HO
USI
NG
2.
AX
LE S
HA
FT
3. W
HEE
L B
RA
KE
4.
BR
AK
E D
RA
M &
HU
B
5. O
IL S
EAL
6.
TA
PER
ED R
OLL
ER B
EAR
ING
7.
TA
PER
ED R
OLL
ER B
EAR
ING
8.
OIL
SEA
L
9. A
DJU
STM
ENT
NU
T 1
0. L
OC
K N
UT
View
Fill
this
spa
ce w
ith
100
cc o
f gre
ase.
Tigh
teni
ng to
rque
: 47
1 –
549
N-m
4
800
– 56
00 k
gf-c
m
[347
.4 –
404
.9 lb
f-ft]
Tigh
teni
ng to
rque
: 39
2 –
559
N-m
4
000
– 57
00 k
gf-c
m
[289
.1 –
412
.3 lb
f-ft]
Tigh
teni
ng to
rque
: 20
6 –
226
N-m
2
100
– 23
00 k
gf-c
m
[151
.9 –
166
.7 lb
f-ft]
3. DRIVE AXLE
- 54 -
Fig. 3.3 Drive Axle (Trucks with a capacity of 3.0 tons)
1.
HO
USI
NG
2.
AX
LE S
HA
FT
3. W
HEE
L B
RA
KE
4.
BR
AK
E D
RU
M &
HU
B
5. O
IL S
EAL
6.
TA
PER
ED R
OLL
ER B
EAR
ING
7.
TA
PER
ED R
OLL
ER B
EAR
ING
8.
OIL
SEA
L
9. A
DJU
STM
ENT
NU
T 1
0. L
OC
K N
UT
Tigh
teni
ng to
rque
: 96
– 1
11 N
-m
980
– 1
130
kgf-c
m
[70.
8 –
81.9
lbf-f
t]
View
Fill
this
spa
ce w
ith
100
cc o
f gre
ase.
Tigh
teni
ng to
rque
: 47
1 –
549
N-m
4
800
– 56
00 k
gf-c
m
[347
.4 –
404
.9 lb
f-ft]
Tigh
teni
ng to
rque
: 39
2 –
559
N-m
4
000
– 57
00 k
gf-c
m
[289
.1 –
412
.3 lb
f-ft]
Tigh
teni
ng to
rque
: 20
6 –
226
N-m
2
100
– 23
00 k
gf-c
m
[151
.9 –
166
.7 lb
f-ft]
- 55 -
3. DRIVE AXLE
1.
HO
USI
NG
2.
AX
LE S
HA
FT
3. W
HEE
L B
RA
KE
4.
BR
AK
E D
RU
M
5.
TA
PER
ED R
OLL
ER B
EAR
ING
6.
TA
PER
ED R
OLL
ER B
EAR
ING
7.
LO
CK
NU
T
8. A
DJU
STM
ENT
NU
T
Tigh
teni
ng to
rque
: 96
– 1
11 N
-m
9.8
– 1
1.3
kgf-m
[7
0.8
– 81
.9 lb
f-ft]
Tigh
teni
ng to
rque
: 47
1 –
549
N-m
4
8.0
– 56
.0 k
gf-m
[3
47.4
– 4
04.9
lbf-f
t]
Tigh
teni
ng to
rque
: 39
2 –
559
N-m
4
0.0
– 57
.0 k
gf-m
[2
89.1
– 4
12.3
lbf-f
t]
Tigh
teni
ng to
rque
: 20
6 –
226
N-m
2
1.0
– 23
.0 k
gf-m
[1
51.9
– 1
66.7
lbf-f
t]
(Fill
50%
of t
he
spac
e w
ith g
reas
e)
9.
OIL
SEA
L 1
0. H
UB
11.
AX
LE S
UPP
ORT
12.
OIL
SEA
L
View
A
Fig. 3.4 Drive Axle (Trucks with a capacity of 3.5 tons)
3. DRIVE AXLE
- 56 -
Wheel hub installation procedure(1) Fill the space in the wheel hub with approximate
100 cc of grease and install the wheel hub on the spindle.
(2) Tighten the adjustment nut to about 9.8 N-m 1 kgf-m [7.2 lbf-ft] torque and back it off 1/2 of a turn.
(3) Set a spring balance on the stud bolt and adjust the hub starting torque for the specified value, gradually tightening the adjustment nut.
Starting force: 49 – 147.1 N 5 – 15 kgf [11 – 33.1 lbf](4) Install the lock washer and lock nut and secure the
lock nut by bending the tang on the lock washer.
1. TIRE 2. TUBE 3. FLAP
(5) Assembling wheels Put a tube and flap in a tire and assemble the rims, observing the following conditions:Note: 1. The air valve should be pointed outward, being matched with the rim notch. 2. The rim assembling bolts should be installed with their heads pointing the outside of the truck.
Fig. 3.7 Wheel Assembly (Trucks with capacities from 1.5, 2.0 to 2.5 tons)
Configuration of rim assembling bolt
4. RIM (INSIDE) 5. RIM (OUTSIDE) 6. ASSEMBLING BOLT
Fig. 3.5 Filling Grease
Starting force: 49 – 147.1 N 5 – 15 kgf [11 – 33.1 lbf]
LOCK NUT
Fig. 3.6 Measuring Starting Force
ADJUSTMENT NUT
LOCK WASHER
- 57 -
3. DRIVE AXLE
3.1.1 REDUCTION GEAR AND DIFFERENTIALThe reduction gear is located on the input shaft of the differential and reduces the power from the
transmission, transmitting it to the differential.The differential is fitted to the differential carrier through ball bearings with bearing caps and housed
in the axle housing. The differential cross case is a split type containing two side gears and four pinion gears, with thrust
plates installed between the cross case and each gear according to their backlash.The pinion gear is supported by the spider. On the outer diameter of the cross case is a ring gear bolted. Each side gear is splined to the drive
shaft so that the power sent from the transmission through the reduction gear is further reduced and differentiated by this device to drive the drive shaft.
3. DRIVE AXLE
- 58 -
Tightening torque: 23 ± 3 N-m 234.5 ± 30.6 kgf-cm [17.0 ± 2.21 lbf-ft](Apply ThreeBond #1324N.)
Fig. 3.8 Reduction Gear and Differential (Trucks with capacities from 1.5 to 1.75 tons)
1. LOCK NUT 2. TAPERED ROLLER
BEARING 3. DRIVEN GEAR 4. TAPERED ROLLER
BEARING 5. DRIVE PINION GEAR 6. WASHER 7. CROSS CASE (PLANE HALF) 8. ADJUSTMENT NUT 9. TAPERED ROLLER
BEARING 10. SIDE GEAR 11. PINION GEAR 12. RING GEAR 13. THRUST WASHER 14. CROSS CASE (FLANGE HALF) 15. SPIDER 16. BALL BEARING 17. DRIVE GEAR 18. ROLLER BEARING 19. OIL SEAL 20. INPUT FLANGE
Tightening torque: 157 ± 20 N-m 1601 ± 203.9 kgf-cm [115.8 ± 14.8 lbf-ft](Apply ThreeBond #1324N.)
Tightening torque: 78 ± 10 N-m 795 ± 102.0 kgf-cm [57.5 ± 7.38 lbf-ft](Apply ThreeBond #1324N.)
0.4 – 0.5 mm[0.016 – 0.02 in.]
Let the front end of the speed sensor come in slight contact with the tip of a gear tooth and then back it off 1/4 - 1/3 of a turn.
SPEED SENSOR (OPTION)
Tightening torque: 45 ± 5 N-m 458.9 ± 51.0 kgf-cm [33.2 ± 3.69 lbf-ft](Apply ThreeBond #1324N.)
Tightening torque: 45 ± 5 N-m 458.9 ± 51.0 kgf-cm [33.2 ± 3.69 lbf-ft]
- 59 -
3. DRIVE AXLE
Tightening torque: 23 ± 3 N-m 234.5 ± 30.6 kgf-cm [17.0 ± 2.21 lbf-ft]
Fig. 3.9 Reduction Gear and Differential (Trucks with capacities from 2.0 to 3.5 tons)
1. LOCK NUT 2. TAPERED ROLLER
BEARING 3. DRIVEN GEAR 4. TAPERED ROLLER
BEARING 5. DRIVE PINION GEAR 6. WASHER 7. CROSS CASE (PLANE HALF) 8. ADJUSTMENT NUT 9. TAPERED ROLLER
BEARING 10. SIDE GEAR 11. PINION GEAR 12. RING GEAR 13. THRUST WASHER 14. CROSS CASE (FLANGE HALF) 15. SPIDER 16. BEARING 17. BALL BEARING 18. DRIVE GEAR 19. ROLLER BEARING 20. OIL SEAL 21. INPUT FLANGE
SPEED SENSOR (OPTION)
Tightening torque: 23 ± 3 N-m 234.5 ± 30.6 kgf-cm [17.0 ± 2.21 lbf-ft]
Tightening torque: 45 ± 5 N-m 458.9 ± 51.0 kgf-cm [33.2 ± 3.69 lbf-ft]
Tightening torque: 216 ± 20 N-m 2203 ± 203.9 kgf-cm [159.3 ± 14.8 lbf-ft]
Tightening torque: 157 ± 20 N-m 1601 ± 203.9 kgf-cm [115.8 ± 14.8 lbf-ft]
Tightening torque: 78 ± 10 N-m 795 ± 102.0 kgf-cm [57.5 ± 7.38 lbf-ft]
Let the front end of the speed sensor come in slight contact with the tip of a gear tooth and then back it off 1/4 - 1/3 of a turn.
0.4 to 0.5 mm[0.016 to 0.02 in.]
3. DRIVE AXLE
- 60 -
NOTE
- 61 -
4. BRAKE SYSTEM
4. BRAKE SYSTEM Truck Model
Item
Type Front two-wheel braking internal expansion, hydraulic typePedal ratio 5.3 6.3Master cylinder bore 19.05 mm [0.75 in.] [3/4]Wheel brake Type Duo-servo type Wheel cylinder bore 22.22 mm [0.87 in.] 28.58 mm [1.13 in.] [9/8] Brake drum inner dia. 254 mm [10 in.] 310 mm [12.21 in.] 314 mm [12.36 in.] Lining size 279 x 48.5 x 5 mm 324 x 60 x 7 mm 348 x 76 x 7.67 mm [10.98 x 1.91 x 0.01 in.] [12.76 x 2.36 x 0.28 in.] [13.7 x 2.99 x 0.30 in.] Surface brake 4 x 13530 mm2 4 x 19440 mm2 4 x 26400 mm2 [4 x 20.97 in.2] [4 x 38.37 in.2] [4 x 40.92 in.2]Parking brake Type Front two-wheel braking internal expansion, mechanical type
4.1 GENERAL DESCRIPTIONThe brake system is a front two-wheel braking internal expansion, hydraulic type consisting of a brake
pedal, master cylinder and wheel brakes.
4.1.1 BRAKE PEDALThe brake pedal unit has a structure as shown in Figure 4.1 and is installed through a bracket on the
left side of the frame.Pedal movement pushes the master cylinder piston through the push rod, converting brake pedal effort
to oil pressure.
FG20T3
FHG20T3
FG25T3
FHG25T3
FG30T3
FHG30T3
FD30T3
FHD30T3A
FG35T3S
FD35T3S
FD20T3
FHD20T3A
FD25T3
FHD25T3A
FHG15T3
FHG18T3
FHD15T3
FHD18T3
4. BRAKE SYSTEM
- 62 -
Fig. 4.1 Brake Pedal (Trucks with capacities from 1.5 to 1.75 tons) 1/2
BRAKE PEDAL (RIGHT)
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.]Inching pedal play: 40 mm [1.575 in.](until the master cylinder moves)
115
mm
[4
.53
in.]
BRAKE PEDAL (LEFT)(INCHING PEDAL)
- 63 -
4. BRAKE SYSTEM
Fig. 4.2 Brake Pedal (Trucks with capacities from 1.5 to 1.75 tons) 2/2
View
Detail of brake master cylinder Detail of brake lamp switch
85 mm[3.35 in.]
3 mm[0.02 in.]
4. BRAKE SYSTEM
- 64 -
Fig. 4.3 Brake Pedal (Trucks with capacities from 2.0 to 3.5 tons) 1/2
CABLE
BRAKE MASTER CYLINDER
BRAKE LAMP SWITCH
RESERVE TANK
Brake pedal play: 10 mm [0.394 in.]Inching pedal play: 50 mm [1.969 in.]
131 mm [5.16 in.]
BRAKE PEDAL (RIGHT)
BRAKE PEDAL (LEFT)(INCHING PEDAL)
- 65 -
4. BRAKE SYSTEM
Fig. 4.4 Brake Pedal (Trucks with capacities from 2.0 to 3.5 tons) 2/2
View
Detail of brake master cylinder Detail of brake lamp switch
85 mm[3.35 in.]
3 mm[0.02 in.]
Detail of
PEDAL STOPPER (R)
PEDAL STOPPER (L)
4. BRAKE SYSTEM
- 66 -
4.1.2 MASTER CYLINDERThe master cylinder has a structure as shown in Figure 4.5 and is fitted to the bracket on the brake
pedal. Built in the master cylinder are a spring and a piston which are kept in position by a snap ring.The piston has a primary cup and a secondary cup and is slid in the cylinder by operating the brake
pedal.
The check valve works to leave some pressure inside the wheel cylinder and brake pipe in order to lock up the piston cup of the wheel cylinder. This prevents oil leakage and the occurrence of vapor lock.
Fig. 4.5 Master Cylinder
SNAP RING
YOKE
NUT
BOOTPUSH ROD
SECONDARY CUPPISTON
PRIMARY CUPSPRING
to WHEEL BRAKE
from RESERVE TANK
CHECK VALVE
- 67 -
4. BRAKE SYSTEM
4.1.3 WHEEL BRAKEThe wheel brake is a duo-servo type, and is mounted
on each of both ends of the drive axle.The wheel brake consists of two pairs of brake shoes,
a wheel cylinder and an adjuster. The brake shoe, one end of it being connected to the anchor pin and the other end to the adjuster, is forced against the backing plate with a hold spring and pin.
In addition, the wheel brake is provided with a parking brake mechanism and an automatic clearance adjuster.
(1) Wheel brake operationAs the wheel cylinder presses the primary and
secondary shoes with an equal force to the brake drum, they turn together with the brake drum until the secondary shoe top comes in contact with the anchor pin. When the secondary shoe top comes in contact with the anchor pin, the brake lining-to-brake drum friction force is produced and the primary shoe presses against the secondary shoe with force greater than offered by operation of the wheel cylinder, thus providing large braking force. (See Fig.4.6)
In reverse travel, the braking force works in the reverse direction. (See Fig.4.7)
(2) Parking brakeThe parking brake unit is built in the wheel brake
unit and consists of a lever and a strut. The lever is pinned to the primary shoe and movement of the lever is transmitted to the secondary shoe through the strut.
Fig. 4.6 Braking Operation in Forward Travel
Fig. 4.7 Braking Operation in Reverse Travel
Fig. 4.8 Parking Brake Unit
ADJUSTER
STRUT
Rota
tion
dire
ctio
n
of d
rum
ANCHOR PIN
SE
CO
ND
AR
Y
PR
IMA
RY
Working force
SE
CO
ND
AR
Y
PR
IMA
RY
Working force
PIN
LEVER
PRIMARY SHOE
SECONDARY SHOE
4. BRAKE SYSTEM
- 68 -
(3) Automatic clearance adjusterThe automatic clearance adjuster keeps a proper lining-to-brake drum clearance automatically. The
structure of the adjuster is shown in Figures 4.9 and 4.10. This adjuster actuates only when the truck is braked in reverse travel. It varies in structured and
operation with different truck models.
Automatic clearance adjuster operation Trucks with capacities from 2.0 to 2.5 tonsWhen the brake is applied in reverse travel, the
secondary shoe and the brake drum rotate together slightly. The lever turns to the right round the section
shown in Figure 4.9, causing the section to rise.When the brake is released, the lever is turned to
the left round the section by spring force, causing the section to move down.
As the lining-to-brake drum clearance becomes larger, the vertical movement of the section grows. When the clearance becomes more than 0.4 mm [0.016 in.], the section is engaged with the next tooth of the adjuster. When the section engaged with the tooth moves down, the adjuster length expands to extend the shoe.
The clearance is thus adjusted within the range from 0.4 to 0.45 mm [0.016 to 0.018 in.] by the above operation.
ADJUSTER
SPRING
ADJUSTER
LEVER
CABLE
GUIDE
SPRING LEVER
Fig. 4.10 Trucks with capacities from 1.5 to 1.75 and 3.0 to 3.5 tons
Fig. 4.9 Trucks with capacities from 2.0 to 2.5 tons
Fig. 4.11 Automatic Clearance Adjuster (Trucks with capacities from 2.0 to 2.5 tons)
Expands in this direction
- 69 -
4. BRAKE SYSTEM
Trucks with a capacity of 1.5 to 1.75 tons and 3.0 to 3.5 tons
When the brake is applied in reverse travel, the secondary shoe and the brake drum rotate together slightly. This turns the lever clockwise round the section shown in Figure 4.10, thus making the section turn the adjuster.
If the braking force increases further, the force applied on the adjuster thread becomes so great that the adjuster cannot be turned any further.
When the brake is released, the brake shoe returns to the original position. This turns the lever counterclockwise round the section while the section moves down.
At this time, if the position of an adjuster tooth is aligned with the section of the lever, they engage with each other so that the clearance is adjusted to 0.25 to 0.4 mm [0.0098 to 0.016 in.].
Expands in this direction
4.1.4 PARKING BRAKE LEVERThe parking brake lever is a toggle type and installed as shown in Figure 4.13. The lever has an
adjuster on its head, with which you can adjust the braking force properly.
Fig. 4.12 Automatic Clearance Adjuster (Trucks with capacities from 1.5 to 1.75 tons and 3.0 to 3.5 tons)
Adjusting parking brake lever operating force(1) Place the parking brake lever in the release position.(2) Adjust the lever so that it has the operating position
as shown in the sketch when the point of the lever is pulled with a force of 200 to 250 N 20 to 25 kgf [44 to 55 lbf].
Turn the point clockwise to make the pulling force stronger and counterclockwise to make it weaker.
Fig. 4.13 Parking Brake Lever
RELEASE BUTTON
RIGHT-SIDE CABLE
LEFT-SIDE CABLE
RELEASE BUTTON
View
4. BRAKE SYSTEM
- 70 -
Fig. 4.14 Wheel Brake (Trucks with capacities from 2.0 to 2.5 tons)
1. PUSHROD 2. PISTON 3. CUP 4. SPRING 5. CYLINDER 6. SPRING 7. SPRING
8. ROD 9. LEVER 10. SECONDARY SHOE 11. BACKING PLATE 12. ADJUSTER 13. SPRING 14. CABLE
15. PRIMARY SHOE 16. BRAKE LEVER 17. STRUT 18. PIN 19. SPRING 20. WHEEL CYLINDER
Section -
Section -
Section -
Shoe expands in this direction.
- 71 -
4. BRAKE SYSTEM
Fig. 4.15 Wheel Brake (Trucks with capacities from 1.5 to 1.75 tons and 3.0 to 3.5 tons)
1. PUSHROD 2. PISTON 3. CUP 4. SPRING 5. SPRING 6. STRUT
7. SPRING 8. SECONDARY SHOE 9. BACKING PLATE 10. PIN 11. SPRING 12. LEVER
13. ADJUSTER 14. SPRING 15. PRIMARY SHOE 16. BRAKE LEVER
Section -
Section -
Section -
Shoe expands in this direction.
Section -
Section -
4. BRAKE SYSTEM
- 72 -
Remedy
Repair.
Check and adjust adjuster.
Check for dragging.
Adjust contact.
Replace.
Change brake fluid.
Adjust.
Replace.
Replace.
Repair or replace.
Replace.
Replace.
Replace.
Check and adjust adjuster.
Repair or replace.
Replace.
Repair or replace.
Adjust.
Repair.
Check and adjust adjuster.
Bleed air out of system.
Adjust.
4.1.5 WHEEL BRAKE TROUBLESHOOTING
Problem Probable cause
1. Fluid leaks from brake system
2. Maladjustment of brake shoe clearance
3. Overheated brake
4. Poor contact between brake drum and lining
5. Foreign matter adhered to lining
6. Foreign matter mixed in brake fluid
7. Maladjustment of brake pedal
1. Hardened lining surface or foreign matter adhered thereto
2. Deformed backing plate
3. Deformed or improperly installed shoe
4. Uneven wear of lining
5. Defective wheel bearing
1. Contaminated lining
2. Maladjustment of brake shoe clearance
3. Malfunctioning wheel cylinder
4. Defective shoe return spring
5. Run out of drum
6. Improper inflation pressure of tire
1. Fluid leaks from brake system
2. Maladjustment of break shoe clearance
3. Air mixed in brake system
4. Maladjustment of brake pedal
Soft or spongy brake
Uneven braking
Noisy brake
Poor braking
- 73 -
5. STEERING SYSTEM
5. STEERING SYSTEMTruck Model
Item
FHG15T3
FHD15T3
FHG18T3
FHD18T3
FG20T3
FHG20T3
FG25T3
FHG25T3
FD20T3
FHD20T3A
FD25T3
FHD25T3A
FG30T3
FHG30T3
FD30T3
FHD30T3A
FG35T3S
FD35T3S
Steering axle Type Center-pin supported, Elliot type with box-shaped
cross section of weld construction King pin spacing 780 mm [30.71 in.] 810 mm [31.89 in.] King pin angle 0° Toe-in 0 mm Camber 1° Caster 0°Steering angle Inner wheel 78° 78.9° Outer wheel 54° 54.1° 57°Orbitrol Type Open-centered, non-load reaction type
with steering wheel knob deviation control Discharge 80 cm3 [4.88 in.3]/rev 96 cm3 [5.86 in.3]/revPower cylinder Type Double-acting piston type Cylinder bore 71 mm [2.8 in.] 80 mm [3.15 in.] Piston rod diameter 40 mm [1.57 in.] 50 mm [1.97 in.] Stroke 132 mm [5.2 in.] 171 mm [6.73 in.] 177 mm
[6.97 in.]Flow divider valve Flow rate 20 liters [5.28 U.S. gal]/min 60 liters [15.85 U.S. gal]/min Pressure setting 6.86 MPa 70 kgf/cm2 [995 psi] 8.8 MPa 90 kgf/cm2 [1276 psi]
5.1 GENERAL DESCRIPTIONThe steering system consists primarily of a steering wheel, an orbitrol, and a power cylinder. When
the steering wheel is turned, the rotation is transmitted to the orbitrol; the oil passages in the orbitrol are changed over to direct the hydraulic pressure from the fl ow divider valve to the power cylinder, which extends or contracts depending on the hydraulic pressure, thereby steering the truck.
5. STEERING SYSTEM
- 74 -
5.1.1 STEERING AXLEThe steering axle is of steel-welded construction with a box shaped cross section, incorporating a
power cylinder inside it. See Figures 5.1 and 5.2. The power cylinder is housed in the axle to protect it from being damaged by obstacles on the road surface. The axle is installed onto the truck frame through a center pin with bushing and cap, and it cradles around this center pin.
Fig. 5.1 Steering Axle (Trucks with capacities from 1.5 to 1.75 tons)
KNUCKLE (LEFT) SUPPORT
(FRONT)
KNUCKLE (RIGHT)
STEERING SENSOR
SUPPORT(REAR)
POWER CYLINDER
Detail of
AXLE
YOKE (RIGHT)
YOKE (LEFT)
See Fig. 5.3.
- 75 -
5. STEERING SYSTEM
KNUCKLE (LEFT)
SUPPORT (FRONT)
KNUCKLE (RIGHT)
STEERING SENSOR SUPPORT
POWER CYLINDER
YOKE (LEFT) YOKE
(RIGHT)
Fig. 5.2 Steering Axle (Trucks with capacities from 2.0 to 3.5 tons)
Detail of
See Fig. 5.3.
5. STEERING SYSTEM
- 76 -
(1) Knuckle and king pinThe knuckle is supported with a king pin which in turn is secured at the knuckle side with a lock pin.
The top and bottom of the king pin are fitted to the axle boss with needle bearings.Between the axle boss and the knuckle is a thrust bearing to let the knuckle smoothly rotate around the
king pin, sustaining load.The needle bearings and thrust bearing are lubricated by grease supplied through the grease fittings at
top and bottom of the king pin.
(2) Wheel hubThe wheel hub is mounted on the knuckle spindle with two tapered roller bearings and its preload is
adjusted with a nut.
Fig. 5.3 Knuckle
OIL SEAL
NEEDLE BEARING
THRUST BEARING
HUB
CAP
LOCK NUT
TAPERED ROLLER BEARING
OIL SEAL
LOCK PINKING PINOIL SEAL
NEEDLE BEARING
OIL SEAL
- 77 -
5. STEERING SYSTEM
5.1.2 STEERING WHEEL ASSEMBLYThe steering wheel assembly is arranged as shown in Figure 5.4. The orbitrol is located at the bottom
of the assembly. At the center of the steering wheel is the horn button.The steering shaft is connected to the drive shaft of the orbitrol. The steering wheel can be moved to a
certain extent back and forth to suit the driver’s physique.
ORBITROL
Fig. 5.4 Steering Wheel Assembly
STEERING WHEEL
TILT LOCK LEVER
5. STEERING SYSTEM
- 78 -
5.1.3 ORBITROLThe orbitrol sends pressure oil from the pump selectively to the steering cylinder. It consists primarily
of a control valve and a metering device. The control valve used in this orbitrol is not an ordinary spool type whose spool moves in the axial
direction, but a rotary type consisting of a sleeve and a spool, which rotates to switch over the oil passages. The housing has four ports which lead to the pump, tank, right and left chambers of the steering cylinder, respectively. Between the P port and T port is a check valve provided.
The metering device consists of an internally-toothed stator and an externally-toothed rotor. It works as an oil motor under normal operating conditions and can be used as a hand pump if the truck becomes disable for any reason. The rotor is mechanically linked to the sleeve with the drive shaft so that feedback operation is possible.
The sleeve is interlocked with the motor’s rotor through the cross pin and drive shaft while the spool is splined to the steering shaft.
Fig. 5.5 Orbitrol
EPACS CONTROLLER
DEVIATION CONTROL VALVE
T PORT
P PORT
SOLENOID
R PORT
L PORT
CONTROLLER STATUS DISPLAY (LED)
- 79 -
5. STEERING SYSTEM
(1) Operation of orbitrol(a) In “Neutral”
While the steering wheel is in straight position, the oil from the pump flows through oil passage to oil groove . The sleeve has 24 oil holes which are now in line with the holes in the spool so that the oil that flowed into groove passes through oil holes and to space between the spool and drive shaft. Then the oil flows through spool groove and sleeve groove back to the oil tank.
Since cylinder ports and are respectively open to oil holes and in the sleeve but not to groove nor in the spool, the oil in the cylinder does not go any where.
Oil passage that leads to the hydraulic motor is open to oil hole in the sleeve which is used as the inlet and outlet for the hydraulic motor, but not to grooves nor in the spool and thus the oil remain unmoved.
Fig. 5.7
Fig. 5.6
(b) When steering wheel is turned counterclockwiseAs the steering wheel is turned counterclockwise, the
grooves in the spool shift to the left in relation with the holes and grooves in the sleeve so that holes in the spool get out of line with holes in the sleeve. The oil that has flowed into groove thus far begins to flow into hole in the sleeve, passing through grooves and in the spool, hole in the sleeve, and oil passage
in the housing, to the hydraulic motor.T h e h y d r a u l i c m o t o r t h u s r o t a t e s i n t h e
counterclockwise direction and the oil discharged from the hydraulic motor flows through oil hole in the sleeve, groove in the spool, and oil hole in the sleeve to the cylinder port L in the housing and thus actuates the steering cylinder.
5. STEERING SYSTEM
- 80 -
The returning oil from the power cylinder flows, passing through the cylinder port R, groove in the valve housing, oil hole in the sleeve, groove in the spool, oil hole in the sleeve, and groove in the valve housing, back to the oil tank.
(c) When steering wheel is turned clockwiseAs the steering wheel is turned clockwise, the
grooves in the spool shift to the right in relation to the oil holes and grooves in the sleeve so that oil holes in the spool get out of line with holes in the sleeve. The oil that has flowed into groove thus far begins to flow into oil hole in the sleeve and then flows through grooves and in the spool, oil hole in the sleeve, and oil passage in the valve housing to the hydraulic motor. The hydraulic motor thus rotates in the clockwise direction and the oil discharged from the hydraulic motor flows through oil hole in the sleeve, groove in the spool, and oil hole in the sleeve to the cylinder port R in the housing and thus actuates the power cylinder.
The returning oil from the power cylinder flows, passing through the cylinder port L, groove in the housing, oil hole in the sleeve, groove in the spool, oil hole in the sleeve and groove in the housing back to the oil tank.
(2) Relationship between the rotating speed and operating force of the steering wheel The force required to operate the orbitrol is basically a valve operating force (the force required to
compress the centering spring: 2.9 N-m 0.3 kgf-m [2.14 lbf-ft]). That is, there is no mechanical linkage between the steering wheel and the tires, and thus the operating force of the steering wheel remains constant regardless of the rotating speed of the steering wheel. The discharge of oil from the orbitrol rotor to the steering cylinder is 96 cc/revolution.
(3) Neutral feedback of orbitrolThe neutral feedback function of the orbitrol is performed by the valve switching over the oil passages
according to the reaction force of the centering spring. (If the steering wheel is turned and then released with the engine turned off, it will automatically return to the straight-ahead position.) Should the neutral feedback not function properly, the steering wheel might turn by itself when the operator does not turn it.
Fig. 5.8
- 81 -
5. STEERING SYSTEM
(4) When the pump fails to operate normallyIf the pump fails to supply pressure oil to the orbitrol, the orbitrol can serve as an emergency manual
steering device. Even if the orbitrol does not receive pressure oil from the pump, you can rotate the spool by turning the steering wheel. However, when the spool turns 8°, it hits against the cross pin, which in turn turns the rotor through the drive shaft. This way, the metering device of the orbitrol works as a hand pump to send oil to the steering cylinder. At this time, the check valve provided between the return port and the suction port opens to allow the oil to flow from the cylinder to the suction side, making it possible to steer the truck manually.
5.1.4 POWER CYLINDERThe power cylinder is attached to the steering axle and operated by oil from the orbitrol. The cylinder
body is secured to the axle, with both ends of the piston rod connected to the knuckles with joints. The cylinder cap has a bushing, an oil seal, and a dust seal, and is assembled on the cylinder with two
bolts.
Fig. 5.9 Power Cylinder
BUSHING BUSHING
BOLT
6.5 mm[0.256 in.]
Tightening torque:27.7 – 41.5 N-m 282.5 – 423.2 kgf-cm [20.43 – 30.6 lbf-ft]
PISTON ROD CAP PACKING “O”-RINGBUSHING
ROD PACKING
DUST SEAL
View
5. STEERING SYSTEM
- 82 -
5.1.5 STEERING WHEEL DEVIATION CONTROLThe orbitrol type steering system has a drawback that the steering wheel operating angle does not
agree with the rotational angle of the knuckle exactly. In particular, the steering wheel may move gradually away from the center position, which the operator wants to hold while traveling.
To correct the drawback, the truck has a steering wheel deviation control unit consisting of an EPACS controller, a compensation valve, and a tire angle sensor.
The steering angle sensor is located on top of the left-side king pin of the rear axle.
Fig. 5.10 EPACS Controller
Wire color Function Pin No. Red Input of power supply 1 (rated voltage: 12 V or +24V)
Black Input of power supply (0 V) 2
Pink Output of power supply for tire 5 angle sensor (+)
Yellow Input of tire angle sensor 6 (signal output) Purple Tire angle sensor GND (GND) 7
Light green Output of solenoid valve driving 1 signal (+)
Brown Output for solenoid valve driving 2 signal (-) Plug White Input of initial setting (+) receptacle (F) Plug Blue Input of initial setting (GND) receptacle (M)
CONTROLLER
STEERING WHEEL ANGLE SENSOR
- 83 -
5. STEERING SYSTEM
Fig. 5.11 Schematic and Connection Diagrams
(1) Schematic diagram
(2) Connection diagram
STE
ER
ING
WH
EE
L D
EV
IATI
ON
C
ON
TRO
L U
NIT
CONTROLLER OPERATING STATUS LED
NOISE FILTER
INITIAL SETTING TERMINALW
Blu
L/GBr
RBl
PiYPu
NORMALLY CLOSED VALVESOL VALVE
(Sumitomo Denso)
(Sumitomo Denso)
(about 50 mA, with solenoid valve off)
To be selected according to the potentiometer
mounting position.(2 kΩ is
recommended)
TIRE ANGLE DETECTION POTENTIOMETEROUTPUT VOLTAGE OF
TIRE ANGLE DETECTION POTENTIOMETER
STEERING WHEEL ROTATIONAL POSITION
LEAD-OUT WIRE FROM CONTROLLER: AUTOMOTIVE HEAT-RESISTANT, LOW-VOLTAGE WIRE AEX 0.5 f (Sumitomo Denso)
STEERING WHEEL DEVIATION CONTROL UNIT
STEE
RING
ANG
LE S
ENSO
R
INPUT OF TIRE ANGLE DETECTION POTENTIOMETER
INPUT OF POWER SUPPLY (DC10V-DC26.4 V)
NOISE FILTER
P/D ANALOG CIRCUIT
BUFFER
STATUS INDICATING
LED
DC/DC CONVERTER
STATUS INDICATING LED
POWER TRANSISTOR
OUTPUT OF COMPENSATION VALVE DRIVING SIGNAL
CENTER POSITION SETTING
SCOPE OF SPECIFICATION
POWER SUPPLY INPUT
5. STEERING SYSTEM
- 84 -
(3) How to set the center position of the steering wheel Turn off the key switch and connect the plug receptacles M and F shown in Figure 5.10. Turn the key switch on. Make sure the LED blinks once and then repeats it.
If the LED blinks three or four times and stays off for a while and then repeats this cycle, it indicates that the steering wheel angle sensor or tire angle sensor is defective.
(See (4) Operating status LED.) Put the steering wheel and the tires in the straight-ahead position.
(You can skip this step if the truck is in the straight-ahead position before the key switch is turned on in step .)
With the key switch turned ON, disconnect the plug receptacles from each other. Make sure that the LED blinks twice continuously and repeats it. Turn the steering wheel from center to clockwise end, turn it to counterclockwise end, and then return to the center position. Caution should be exercised not to allow the tires to slip at each of the turning ends. You cannot complete the setting if the steering wheel is not turned more than 1.5 turns from center to end in each direction.
Make sure the LED comes on. If the LED does not stay on, but blinks twice and repeats it, start all over again.
(4) Operating status LED
(*1) Setting error: A setting error occurs if the steering wheel is not turned more than 1.5 turns in each of the
clockwise and counterclockwise directions or if the steering wheel is returned in midstream through rotation from center to end or vice versa.
(*2) No error is detected (LED stays on.).(*3) 1: Shorting between +V terminal and signal output terminal of tire angle sensor 2: Steering wheel angle sensor has one of the following errors: • Shorting between sin drive signal wires • Shorting between cos signal wires • Shorting between sin signal wires 3: Solenoid valve driving FET is defective.
Operating status of controller
• Centering is not yet finished.• Controller has been initialized with plug receptacles connected.
• Initial setting mode selected• If a setting error is detected, you cannot exit the initial setting mode. (*1)
• Initial setting completed (ready for operation)
Steering wheel sensor defective • Sensor coil broken
Tire angle detection potentiometer defective• Wire leading to tire angle sensor or controller is broken.• Wire leading to tire angle sensor or controller is shorted. (*3)
• Power voltage is lower than rated voltage.• CPU inside controller is defective.• Controller is being initialized
LED
1 blink
2 blinks
LED stays on (*2)
3 blinks
4 blinks
Off
1
2
3
4
5
6
- 85 -
6. HYDRAULIC SYSTEM
6. HYDRAULIC SYSTEM
Truck Model
Item
FHG15T3
FHG18T3
FHD15T3
FHD18T3
FG20T3
FHG20T3
FG25T3
FHG25T3
FG30T3
FHG30T3
FD30T3
FD35T3S
FD20T3
FD25T3
FHD20T3A
FHD25T3A
FHD30T3A
FG35T3S
Main pump Type Gear type Model name KFP2328 KFP2325 SGP1A30.8 SGP1A27 SGP1A36 SGP1A32 Discharge 28.2 cm3/rev 24.5 cm3/rev 30.8 cm3/rev 27.8 cm3/rev 36.6 cm3/rev 33.2 cm3/revControl valve Type 2-spool sliding type, with relief valve, flow divider and tilt-lock valve Model name KVMF-70VPF MSV04A Pressure setting Main 17.7 MPa 180 kgf/cm2 [2567 psi]
Steering 6.9 MPa 70 kgf/cm2 [1000 psi] 8.8 MPa 90 kgf/cm2 [1276 psi]Lift cylinder Type Single-acting piston Cylinder bore 45 mm [1.77 in.] 2 - 2.5 t: 50 mm [1.97 in.] 3 t: 55 mm [2.17 in.]
3.5 t: 60 mm [2.36 in.] Stroke 1495 mm [58.9 in.]Tilt cylinder Type Double-acting piston Cylinder bore 65 mm [2.56 in.] 80 mm [3.15 in.] Rod diameter 30 mm [1.18 in.] 35 mm [1.38 in.] Stroke 130 mm [5.12 in.] 128 mm [5.04 in.]Oil tank Capacity 21 liters [5.55 U.S. gal] 32 liters [8.45 gal]
6. HYDRAULIC SYSTEM
- 86 -
6.1 GENERAL DESCRIPTIONThe hydraulic system consists of a main pump, a control valve, lift cylinders and tilt cylinders. The oil
is supplied from the tank at the right side of the frame.
6.1.1 MAIN PUMPThe main pump is a gear type directly driven by the engine PTO device and picks up oil from the oil
tank and sends to the control valve.The main pump consists of a pump body, a pair of gears, bushings and packings. This pump uses
pressure-balanced bearings and a special lubrication method to minimize the clearance of the gear flank.The pressure-balanced method is to press the pressure plate toward the gear side by introducing part
of the discharge oil between the pressure plate and the pump body.
Fig. 6.1 Main Pump (Trucks with capacities from 1.5 to 1.75 tons)
Section - Section -
GEAR PLATE
SIDE PLATE
(PLATE SEAL) (BACK UP)SIDE PLATE OIL SEAL
SNAP RING
MOUNTING FLANGE
DRIVE GEAR
DRIVEN GEAR
COVER
(PLATE SEAL)
- 87 -
6. HYDRAULIC SYSTEM
1. DRIVE GEAR 2. SNAP RING 3. OIL SEAL 4. BUSHING 5. FRONT COVER 6. BODY
7. GASKET 8. BUSHING 9. REAR COVER 10. DRIVEN GEAR 11. SIDE PLATE 12. GASKET
Fig. 6.2 Main Pump (Trucks with capacities from 2.0 to 3.5 tons)
6. HYDRAULIC SYSTEM
- 88 -
(1) Oil flowThe oil which has flowed through the inlet port in the rear cover then enters the chamber formed by
the tooth spaces of the gears, side plates, and the pump body, and flows along the peripheries of the gears out of the discharge port.
(2) Pressure balanceWhile the pump is not operating or the discharge pressure is low, the side plates are pressed against
the gears’ side faces by the rubber gasket. When the discharge pressure becomes high, a force which repels the side plates acts on the shaded section in Fig. 6.4. At the same time, the oil pressure also acts on the back side of the side plates, pressing the shaded section in Fig. 6.5. The shapes and surface areas of both shaded sections are almost the same, so that the side plates are always pressed against the sides faces of the gears with a constant elastic force, regardless of the discharge pressure of the pump.
Fig. 6.4 Pressure Distribution on Side-Plate Side Fig. 6.5 Pressure Distribution on Gear Side
Fig. 6.3 Hydraulic Oil Flow
DISCHARGE PORT
TOOTH SPACE
SUCTION PORT
:Oilflow
- 89 -
6. HYDRAULIC SYSTEM
(3) Body wipeWhile the discharge pressure is low, the centers of the gears are almost aligned with the centers of
the pump body holes, maintaining the radial clearance which is determined by machined size. When the discharge pressure increases, the gears are pushed toward the low-pressure side by the clearance between the gear and bearing and a deflection of the shaft, to make the gear teeth to contact with the pump body. During this process, the cast pump body is worn away, because the gears, which are usually heat treated, are harder than the pump body. This is called “body wipe.”
In order to keep the optimum radial clearance of gears when loaded, the pump is run-in at a little higher pressure than the rated pressure before it is delivered to the customer. Also, the pump is tested for discharge and specified torque.
Trace of wipe
Fig. 6.6 Body Wipe
Eccentricity
Center of pump body
Discharge port
Wipe depth 0.01 – 0.06 mm [0.00039 – 0.0024 in.]
Suction port
CROSS SECTION A - A
6. HYDRAULIC SYSTEM
- 90 -
6.1.2 CONTROL VALVE 1.5 to 1.75 tonsThe control valve consists of two types of spool sections assembled with three bolts as shown in
Figure 6.7.The lift spool section contains a main relief valve, a flow priority valve and a PF relief valve.
PORT T
LIFT PLUNGER
TILT PLUNGER
Fig. 6.7 Control Valve (Trucks with capacities from 1.5 to 1.75 tons)
MAIN RELIEF VALVE
PORT P
PORT PFPORT A2
PORT B2
PS RELIEF VALVE PORT A1
Note: See Figure 6.8 for each cross section.
- 91 -
6. HYDRAULIC SYSTEM
(1) Lift spool section The lift spool section consists of a lift plunger, a PF relief valve which controls the steering circuit oil
pressure, and a flow divider valve which distributes the oil flow from the main pump into both the load handling circuit and the steering circuit.
The lift spool section is also provided with a cartridge type relief valve which sets the load handling circuit oil pressure and the steering circuit oil pressure.
Fig. 6.8 Lift Spool Section
Section -
Section -
Section -
LOAD CHECK VALVE
PORT PPORT PFSPOOL
FLOW DIVIDER PART
PF RELIEF VALVE
MAIN RELIEF VALVE MOUNTING PART
LOW PRESSURE PASSAGE
PLUNGER
PORT T
6. HYDRAULIC SYSTEM
- 92 -
Main relief valve operation(a) The oil in the high-pressure oil passage HP
flows through the oil in the piston C to act on two different surface areas and , so that the poppets D and K are securely seated.
Fig. 6.9
Fig. 6.10
Fig. 6.11
Fig. 6.12
(b) When the oil pressure in the high-pressure oil passage HP reaches to the preset pilot spring force, the pilot poppet E opens to allow the oil to flow around the poppet, passing through the drilled hole, to the low-pressure side LP.
(c) When the pilot poppet E opens, the pressure at the back of the poppet D drops to cause pressure differential between the high-pressure side HP and the low-pressure side, so that the poppet D is opened to allow the oil to flow directly to the low-pressure oil passage LP.
(d) If the pressure in the high-pressure oil passage HP is lower than the pressure in the low-pressure oil passage LP, the poppet D opens due to the difference in area between and to allow enough oil to flow from the low-pressure oil passage LP into the high-pressure oil passage HP to fill the space.
- 93 -
6. HYDRAULIC SYSTEM
(2) Tilt spool sectionFigure 6.13 shows sectional views of the tilt spool section. The plunger attached to the housing is kept
in neutral by the return spring. The plunger incorporates a tilt lock valve.
Tilt spool section operation(a) In neutral When the plunger is in neutral position, oil
discharged from the pump returns to the tank by way of the neutral passage.
(b) Plunger pushed in When the plunger is pushed in, it blocks up the
neutral passage so the oil runs to the cylinder port “B” by pushing up the load check valve. The oil returning from the cylinder port “A” runs to the low pressure passage through which it then flows into the tank. Then plunger is put back in neutral position by the return spring. Fig. 6.14 Pushed In
Fig. 6.13 Tilt Spool Section
PORT B PORT A
RETURN SPRING
LOW PRESSURE PASSAGE
PLUNGER
PORT B
LOAD CHECK VALVE
PARALLEL FEEDER
PORT A
6. HYDRAULIC SYSTEM
- 94 -
(c) Plunger pulled out When the plunger is pulled out, the neutral oil
passage is blocked up. The oil from the parallel feeder pushes open the load check valve and flows to the cylinder port A.
The oil returning from the cylinder port B flows to the low-pressure oil passage and back into the oil tank. The plunger is pushed back to neutral by the return spring.
Tilt lock valve operation(a) Plunger pulled out With the plunger pulled out, the oil flows in the
same manner as in shown Figure 6.15. Figure 6.16 shows a spool section in neutral, with a
tilt lock valve incorporated inside.
(b) Plunger pushed in (pump in operation) When the plunger is pushed in, the oil from the
pump flows from the cylinder port B into the cylinder. The oil from the cylinder enters the hole A in the plunger to move the poppet. Therefore,
the oil returning from the cylinder flows through the holes ( A and B ) in the plunger, passing through the low-pressure oil passage, back into the tank.
(c) Plunger pushed in (pump at rest) If the plunger is pushed in with the pump at rest,
the oil won’t flow to the cylinder port B and the pressure at area P also won’t rise. The poppet does not move so that the cylinder won’t move and thus the oil at the cylinder port A also does not return back into the tank.
Fig. 6.15 Pulled Out
Fig. 6.17
Fig. 6.18
Fig. 6.16 In Neutral
PORT B PORT A
PORT BPORT A
TILT CYLINDER
PLUNGERPOPPETSPRING
POPPET
PORT BPORT A
PLUNGER
POPPET
PORT BPORT A
PLUNGER
- 95 -
6. HYDRAULIC SYSTEM
2.0 to 3.5 tonsThe control valve consists of FDM front and rear covers and a combination valve, which are
assembled with three bolts.The FDM front cover contains a main relief valve, a flow priority valve and a PF relief valve. The
combination valve is composed of a lift section and a tilt section.
Fig. 6.19 Control Valve (Trucks with capacities from 2.0 to 3.5 tons)
PF PORT
LIFT PLUNGER
TILT PLUNGER
FDM FRONT COVERFDM REAR COVER
COMBINATION VALVE
6. HYDRAULIC SYSTEM
- 96 -
(1) Operation of flow priority valveThe flow priority valve receives a single stream of oil through the P port and divides it into separate
output streams: the priority flow (PF flow) of a constant flow setting and the excess flow (MF flow). The PF flow is supplied to the steering system and the MF flow to the load handling system.
The oil coming through the pump port (P port) flows, passing through the PF throttle hole, the control orifice and load check in the FD spool, to the PF port. As the flow rate of oil coming through the P port increases, the pressure differential across the control orifice also increases. This moves the FD spool, both ends of which receive the pressure across the control orifice, into the direction that closes the PF throttle hole, thus reducing the PF flow. As a result, the pressure differential across the control orifice also drops so that the priority flow is maintained at the flow setting determined by both the control orifice and set spring.
(a) MF flow pressure is lower than PF flow pressure (during steering)
When the steering wheel is turned, the PF flow pressure increases and thus the entire oil pressure of the hydraulic system also increases. This allows more oil to flow to the MF flow side because it is lower in pressure than the PF flow side. For this reason, the flow rate of oil to the control orifice drops to create a pressure differential across the control orifice, thus shifting the FD spool into the direction that closes the MF throttle hole so that the pressure differential across the control orifice is maintained to keep the priority flow at the fixed flow setting. (See Figure 6.20.)
(b) MF low pressure is higher than PF flow pressure (during load handling)
When the load handling means is operated, the MF flow pressure increases and thus the entire oil pressure of the hydraulic system also increases. Since the PF flow pressure is lower than the MF flow pressure, the priority flow begins to increase. Therefore, the pressure differential across the control orifice increases so that the FD spool moves in the direction that closes the PF throttle hole, to keep the control flow constant. (See Figure 6.21.)
Fig. 6.21 (MF pressure > PF pressure)
Fig. 6.20 (MF pressure < PF pressure)
P PORT
PF THROTTLE
CONTROL ORIFICE
MAIN RELIEF
TANK PASSAGELOAD CHECK
to LOAD HANDLING CONTROL VALVE
FD SPOOL PF PORT
PR RELIEF
PF FLOWMF THROTTLE
MF FLOW
- 97 -
6. HYDRAULIC SYSTEM
Fig. 6.23
Fig. 6.24
Fig. 6.22
(2) Lift section(a) In netural
The oil discharged from the pump flows through the unload passage back to the oil tank. The port A1 is blocked so that no pressure oil is supplied to the lift cylinders. (See Figure 6.22.)
(b) Spool pulled out (when forks are lifted)The unload passage is closed so that the oil from
the pump flows through the parallel passage to push open the load check and lock poppet and enters the lift cylinders through the port A1. The spool is returned to neutral by the return spring. (See Figure 6.23.)
(c) Spool pushed in (when forks are lowered)When the spool is pushed in, the unload passage is
not closed and thus the oil from the pump returns to the tank passage. The oil that has the lift cylinders through the port A1 flows to the return passage, returning into the oil tank. The spool is returned to neutral by the return spring. (See Figure 6.24.)
to PORT A1LOAD CHECK
PARALLEL PASSAGE
SPOOL
UNLOAD PASSAGE
TANK PASSAGESPRING
6. HYDRAULIC SYSTEM
- 98 -
Fig. 6.26
Fig. 6.27
Fig. 6.28
Fig. 6.25
(3) Tilt section(a) In neutral
The oil discharged from the pump flows, passing through the unload passage, back into the oil tank. The ports A2 and B2 are blocked so that the no pressure oil is supplied to the tilt cylinders.
(b) Spool pulled out (when upright is tilted back)When the unload passage is closed, the oil from the
pump flows through the parallel passage to push open the load check and enters the tilt cylinders through the port A2. The oil returning from the tilt cylinders flows through the port B2 and tank passage, back into the oil tank.
If the load inside the tilt cylinders is higher than the relief valve pressure setting, the relief valve opens to allow oil to return into the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.26.)
(c) Spool pushed in (when upright is tilted forward)With the unload passage closed, the oil from the
pump flows though the parallel passage to push open the load check and enters the tilt cylinders through the port B2. The oil returning from the tilt cylinders enters at the port A2, but is blocked by the tilt lock valve. However, as the oil pressure rises, the pilot spool moves in the direction that compresses the spring so that the oil at the port A2 flows through the oil passage inside the spool, back into the oil tank.
If the load inside the tilt cylinders is higher than the relief valve pressure setting, the relief valve opens to allow oil to return to the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.27.)
(d) Tilt lock mechanismThe tilt spool is provided with a tilt lock mechanism
that prevents the tilt cylinders from moving when the tilt lever is placed in the forward tilt position with no oil flow to the main valve.
If the spool is pushed in (the tilt lever is placed in the forward tilt position) with no oil flow from the pump, the oil at the loaded side inside each of the tilt cylinders tries to flow out the port A2. However, since no pilot pressure is supplied, the pilot spool does not move so that the return passage to the oil tank is closed. This prevents the tilt cylinders from operating. (See Figure 6.28.)
LOAD CHECK
PORT A1 PORT A2 PORT B2
SPRING
PILOT SPOOL
TANK PASSAGE
UNLOAD PASSAGE
SPOOL
PARALLEL PASSAGE
- 99 -
6. HYDRAULIC SYSTEM
Fig. 6.30
Fig. 6.31
Fig. 6.29
PORT A
(4) Accessory section (option)(a) In neutral
The oil from the pump flows through the unload passage, back into the oil tank. The ports A and B are blocked so that no oil pressure is supplied to the cylinder. (See Figure 6.29.)
(b) Spool pulled outThe unload passage is closed and the oil from the
pump flows through the parallel passage to push open the load check and enters the cylinder through the port A. The oil returning from the cylinder flows through the port B, past the tank passage, back into the oil tank.
If the load inside the cylinder is higher than the relief valve pressure setting, the relief valve opens to allow oil to return into the oil tank. The spool is returned to neutral by the return spring. (See Figure 6.30.)
(c) Spool pushed in The unload passage is closed and the oil from the
pump flows through the parallel passage to push open the load check and enters the cylinder through the port B. The oil returning from the cylinder flows through the port A, past the tank passage, back into the oil tank.
If the load inside the cylinder is higher than the relief valve pressure setting, the relief valve opens to allow oil to return to the tank passage. The spool is returned to neutral by the return spring. (See Figure 6.31.)
LOAD CHECK
SPRING
TANK PASSAGE
UNLOAD PASSAGE
SPOOL
PARALLEL PASSAGEPORT B
6. HYDRAULIC SYSTEM
- 100 -
Fig. 6.32 Main Relief Valve (closed)
Fig. 6.33 Main Relief Valve (open)
(5) Operation of main relief valve (a) When relief valve is closed
If the circuit oil pressure is lower than the relief valve pressure setting, the relief valve is closed.
The oil at the port P flows through the orifice in the poppet to fill the spring chamber.
The oil inside the spring chamber acts on the pilot poppet, which is however forced against the seat by spring pressure to block oil flow to the tank passage.
The main poppet is closely seated to the sleeve by both the spring force and the difference in area on which the oil pressure acts, to block the oil passage to the tank port. Therefore, all the oil sent into the circuit flows to the operating area. (See Figure 6.32.)
(b) When relief valve opensIf the circuit oil pressure becomes higher than the
relief valve pressure setting, the relief valve opens. That is, when the oil pressure in the circuit reaches
the pilot poppet pressure setting, the pressure oil pushes up the pilot poppet to flow into the tank passage. This causes a pressure differential across the orifice in the main poppet to push open the main poppet to allow the oil to flow from the port P to the tank passage, thus controlling the oil pressure in the circuit. (See Figure 6.33.)
PILOT POPPET MAIN POPPET
SEAT SLEEVE
SPRING CHAMBER
ORIFICE
- 101 -
6. HYDRAULIC SYSTEM
(7) Operation of port relief valve(a) When port relief valve is closed
If the circuit oil pressure is lower than the pressure setting, the relief valve is closed.
The oil at the port A or B flows through the orifice in the intermediate piston inside the main poppet to fill the spring chamber. The oil in the spring chamber acts on the pilot poppet, which is however forced against the seat by spring pressure to block oil flow to the tank passage. The main poppet is closely seated to the sleeve by both the spring force and the difference in area on which the oil pressure acts, to block the oil passage to the tank port. Therefore, all the oil sent into the circuit flows to the operating area. (See Figure 6.36)
Fig. 6.34 PF Relief Valve (closed)
Fig. 6.35 PF Relief Valve (open)
Fig. 6.36 Port Relief Valve (closed)
(6) Operation of PF relief valveThe PF relief valve is a direct-acting type. The main
poppet is closely seated to the valve body by the spring. If the PF flow pressure is higher than the pressure setting
of the relief valve, main poppet opens to direct the PF flow to the tank passage. (See Figures 6.34 and 6.35.)
SPRING
ORIFICE
PF FLOW
TANK PASSAGE
MAIN POPPETVALVE BODY
PILOT POPPET
MAIN POPPET INTERMEDIATE
PISTONPORT A OR B
SPRING SPRING CHAMBER TANK
PASSAGE
SEAT
6. HYDRAULIC SYSTEM
- 102 -
(b) When port relief valve opensIf the circuit oil pressure becomes higher than the relief
valve pressure setting, the pressure pushes up the pilot poppet to flow into the tank passage. This causes a pressure differential across the orifice in the intermediate piston so that intermediate piston is forced against the front end of the pilot poppet. As a result, the oil pressure in the spring chamber drops to cause a pressure differential across the main poppet. This opens the main poppet and thus the passage to the tank port is also opened to allow the pressure oil to flow into the tank. (See Figure 6.37.)
(c) Anticavitation If the oil pressure at the port A or B is lower than the oil pressure in the tank passage, a force occurs
in the direction that opens the main poppet because of the difference in area across the main poppet. This force opens the main poppet to direct the oil from the tank passage into the port A or B, thus preventing the actuator pressure from going negative. (See Figure 6.37.)
Fig. 6.37 Port Relief Valve (open)
PORT A OR B
TANK PASSAGE
- 103 -
6. HYDRAULIC SYSTEM
6.1.3 VALVE CONTROLSThe control valve plungers are actuated with the levers as shown in Fig. 6.38, with each lever mounted
on a single shaft.The shafts are supported by brackets which are attached to the front guard. The movement of each
lever is transmitted through a rod to the respective plungers.
Fig. 6.38 Valve Controls (Ref.)
ATTACHMENT LEVER (OPTION)
TILT LEVER
LIFT LEVER
CONTROL VALVE
SPACER
Detail of
6. HYDRAULIC SYSTEM
- 104 -
6.1.4 LIFT CYLINDERThe lift cylinder is a single-acting piston type consisting of a cylinder, a piston rod, a piston and a
holder.The piston is secured to the piston rod with a snap ring, with a wear ring and packing on its outer
diameter.At the bottom of one cylinder is a cut-off valve which will act as a safety device if the high-pressure
hose connecting the right and left lift cylinders bursts for any reason.The holder has a bushing and an oil seal pressed to support the piston rod and provide dust proofness
for the cylinder.
Cut-off valve operationWhen the oil in the cylinder returns into the oil tank, it
passes through the holes and in the piston.If the flow rate of the oil passing through those holes
is less than the setting of the flow regulator valve, the pressure differential across the piston is smaller than the spring force so that the piston won’t move.
If its flow rate becomes greater than the flow regulator valve pressure setting due to a burst of the high-pressure hose or for any other reason, the pressure differential across the piston becomes greater than the spring force to move the piston to the right, so that the piston comes in close contact with the area on the case. This prevents the oil from flowing cut of the cylinder, to stop the lowering of the forks. Fig. 6.39 Flow Rate Smaller than Setting
Fig. 6.40 Flow Rate Greater than Setting
CASE
PISTON
SPRING
- 105 -
6. HYDRAULIC SYSTEM
Fig. 6.41 Lift Cylinder (VM-0A7)
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Details of mast support
6. HYDRAULIC SYSTEM
- 106 -
Fig. 6.42 Lift Cylinder (VM-2N5)
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Details of cylinder support
- 107 -
6. HYDRAULIC SYSTEM
Fig. 6.43 Lift Cylinder (VM-2N9)
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT 20. COTTER PIN
Details of cylinder support
6. HYDRAULIC SYSTEM
- 108 -
Fig. 6.44 Lift Cylinder (VM-2Y5)
1. PISTON HEAD 2. SHIM 3. WIPER SEAL 4. “U”-RING 5. HOLDER 6. “O”-RING 7. BUSHING 8. CYLINDER 9. ROD 10. LOCK RING 11. PISTON 12. WEAR RING 13. PACKING 14. SNAP RING 15. SHEAVE 16. CHAIN 17. ANCHOR PIN 18. ADJUSTMENT NUT 19. LOCK NUT
Details of cylinder support
Mast side Lift bracket side
- 109 -
6. HYDRAULIC SYSTEM
6.1.5 FLOW REGULATOR VALVEThe flow regulator valve controls the fork descending
speed and acts as a safety device if the high-pressure hose bursts for any reason. It is located as shown in Fig.6.44.
Flow regulator valve operationThe oil returning from the lift cylinders enters the
chamber , passing through chambers , , , , , and , back to the control valve.
The more the oil flows through the hole in the piston , the greater the pressure differential across the piston becomes to move the piston to the right.
For this reason, the hole is narrowed by the hole so that the oil flow is restricted to slow the fork
descending speed.When the forks are raised, the high-pressure oil from
the control valve flows, passing through , , , , , and , into the lift cylinders.
Fig. 6.45 Flow Regulator Valve
Fig. 6.44
LIFT CYLINDER (RIGHT)
LIFT CYLINDER (LEFT)
FLOW REGULATOR VALVE
from CONTROL VALVE
to OIL TANK
1. CASE 2. SPRING 3. BALL 4. PISTON 5. SLEEVE
CONTROLLED FLOW
6. ORIFICE 7. SPRING 8. “O”-RING 9. NIPPLE
CONTROL VALVE SIDE
FREE FLOW
LIFT CYLINDER SIDE
6. HYDRAULIC SYSTEM
- 110 -
6.1.6 TILT CYLINDERThe tilt cylinder is a double-acting type, and its piston rod end is supported by the mast and the
cylinder tail is connected to the frame with a pin. This truck is provided with two tilt cylinders on both sides of the front of the truck.
The tilt cylinder assembly consists primary of a cylinder body, a cylinder cap, a piston and a piston rod. The piston, attached to the piston rod with lock nuts, has a back-up ring and an “O”-ring installed on its circumference, and moves along the inner surface of the cylinder by the force of hydraulic oil.
A bushing is press-fitted inside the cylinder cap to support the piston rod, with a packing and dust seal to provide oil tightness for the piston rod and the cylinder cap. The cylinder cap, fitted with an “O”-ring on its outer periphery, is screwed into the cylinder body.
When the tilt lever in the operator’s compartment is tilted forward, high-pressure oil enters the cylinder tail side, moving the piston forward, tilting the mast forward.
When the tilt lever is tilted backward, high-pressure oil enters the cylinder cap side and moves the piston backward, tilting the mast backward.
1. JOINT 2. DUST SEAL 3. BUSHING 4. “O”-RING 5. PACKING
Fig. 6.46 Tilt Cylinder
6. CYLINDER CAP 7. LOCK RING 8. “O”-RING 9. ROD 10. CYLINDER
11. PISTON 12. PACKING 13. LOCK NUT
- 111 -
6. HYDRAULIC SYSTEM
6.1.7 OIL TANKThe oil tank is integral with the frame and located at the right-hand side of the truck body. Figure 6.47
shows its construction.Inside the oil tank are a suction filter and a return filter to remove dust from the oil.
Fig. 6.47 Oil Tank
from CONTROL VALVE
STEERING RETURN
RETURN FILTER
BREATHER
DRAIN PLUG
to LIFT CYLINDER
CAP
SUCTION FILTER
to PUMP
6. HYDRAULIC SYSTEM
- 112 -
Fig. 6.48 Hydraulic Oil Piping (Trucks with capacities from 1.5 to 1.75 tons)
PO
WE
R C
YLI
ND
ER
OR
BIT
RO
L
TILT
CY
LIN
DE
R
(LE
FT)
CO
NTR
OL
VALV
Eto
UP
PE
R
PAR
T O
F LI
FT
CY
LIN
DE
R
TILT
CY
LIN
DE
R
(RIG
HT)
OIL
TA
NK
PU
MP
to L
OW
ER
PA
RT
OF
LIFT
C
YLI
ND
ER
- 113 -
6. HYDRAULIC SYSTEM
Fig. 6.49 Hydraulic Oil Piping (Engine-powered, 2.0- to 3.5-ton trucks)
PO
WE
R C
YLI
ND
ER
OR
BIT
RO
L
TILT
CY
LIN
DE
R
(LE
FT)
CO
NTR
OL
VALV
E
to L
IFT
CY
LIN
DE
R
TILT
CY
LIN
DE
R
(RIG
HT)
OIL
TA
NK
PU
MP
6. HYDRAULIC SYSTEM
- 114 -
NOTE
- 115 -
7. LOAD HANDLING SYSTEM
7. LOAD HANDLING SYSTEMTruck Model
Item
FHG15T3
FHG18T3
FHD15T3
FHD18T3
FG20T3
FHG20T3
FG25T3
FHG25T3
FD20T3
FHD20T3A
FD25T3
FHD25T3A
FG30T3
FHG30T3
FD30T3
FHD30T3A
FG35T3S
FD35T3S
Name VM-0A7 VM-2N5 VM-2N9 VM-2Y5Type Roller type 2-stage telescopic mast with free liftStandard max. lifting height 3000 mm [118.11 in.]Fork lifting system HydraulicFork tilting system HydraulicLift chain Leaf chain BL534 Leaf chain BL634 Leaf chain BL823 Leaf chain BL834Channel shape Outer channel
A : 44 mm [1.73 in.]
B : 102.5 mm [4.04 in.]
C : 134.5 mm [5.3 in.]
A : 48 mm [1.89 in.]
B : 119.5 mm [4.7 in.]
C : 161.5 mm [6.36 in.]
A : 60 mm [2.36 in.]
B : 124 mm [9.88 in.]
C : 170 mm [6.69 in.]
Inner channel
A : 43 mm [1.69 in.]
B : 102.5 mm [4.04 in.]
C : 134.5 mm [5.3 in.]
D : 72 mm [2.83 in.]
A : 48 mm [1.89 in.]
B : 119.5 mm [4.7 in.]
C : 161.5 mm [6.36 in.]
D : 76 mm [2.99 in.]
A : 45 mm [1.77 in.]
B : 119.5 mm [4.70 in.]
C : 159.5 mm [6.28 in.]
D : 76 mm [2.99 in.]
7. LOAD HANDLING SYSTEM
- 116 -
7.1 GENERAL DESCRIPTIONThe roller-type two-stage telescopic upright consists of an outer channel, an inner channel and a
carriage.
7.1.1 OUTER AND INNER CHANNELSThe outer and inner channels are of welded construction. The outer channel has a support at its lower
part, with which the upright assembly is mounted on the drive axle. The outer channel is supported to the frame through the tilt cylinders, which extend and retract to tilt
the upright forward and backward, respectively.The end rollers are installed on the lower outside of the inner channel and upper inside of the outer
channel with shims.
1. INNER CHANNEL 2. OUTER CHANNEL 3. END ROLLER 4. SHIM 5. END ROLLER 6. SHIM 7. SLIPPER 8. SHIM 9. PIN 10. CAP 11. BUSHING
Fig. 7.1 Outer and Inner Channels (VM-0A7)
- 117 -
7. LOAD HANDLING SYSTEM
1. INNER CHANNEL 2. OUTER CHANNEL 3. END ROLLER 4. SHIM 5. END ROLLER 6. SHIM 7. SLIPPER 8. SHIM 9. PIN 10. CAP 11. BUSHING
Fig. 7.2 Outer and Inner Channels (VM-2N5, VM-2N9, VM-2Y5)
7. LOAD HANDLING SYSTEM
- 118 -
7.1.2 CARRIAGEThe carriage has end rollers installed with bearings on its end roller shafts welded to the carriage. The
end rollers are shim adjusted and roll along inside the inner channel assembly. The fore-and-aft load is sustained by the end rollers and the lateral load by the side rollers provided at
the lower part of the carriage. When the forks are raised to the top position, the top end rollers come out beyond the top of the upright.
Fig. 7.3 Carriage (VM-0A7)
1. FORKS 2. STOPPER 3. SPRING 4. HANDLE 5. CARRIAGE 6. END ROLLER 7. LOCK BOLT 8. SIDE ROLLER 9. SHIM 10. SHIM 11. SPACER 12. LOAD BACKREST
- 119 -
7. LOAD HANDLING SYSTEM
1. FORKS 2. STOPPER 3. SPRING 4. HANDLE 5. CARRIAGE 6. END ROLLER 7. LOCK BOLT 8. SIDE ROLLER 9. SHIM 10. SHIM 11. SPACER 12. LOAD BACKREST
Fig. 7.4 Carriage (VM-2N5, VM-2N9, VM-2Y5)
7. LOAD HANDLING SYSTEM
- 120 -
7.1.3 LOCATIONS OF ROLLERSThe end and side rollers are installed on the carriage. The end rollers support the fore-and-aft load and the side rollers support the lateral load so that the
inner channels and carriage are raised and lowered smoothly.
SLI
PP
ER
(s
him
ad
just
ed)
INN
ER
CH
AN
NE
L O
UTE
R C
HA
NN
EL
EN
D
RO
LLE
R
(shi
m
adju
sted
)
CA
RR
IAG
E
EN
D R
OLL
ER
(s
him
adj
uste
d)
EN
D R
OLL
ER
(s
him
adj
uste
d)
EN
D
RO
LLE
R
(shi
m
adju
sted
)
SID
E R
OLL
ER
(s
him
adj
uste
d)
Fig. 7.5 Locations of Rollers (VM-0A7)
- 121 -
7. LOAD HANDLING SYSTEM
SLI
PP
ER
(s
him
ad
just
ed)
INN
ER
CH
AN
NE
L E
ND
RO
LLE
R
OU
TER
C
HA
NN
EL
EN
D
RO
LLE
R
(shi
m
adju
sted
)
SID
E R
OLL
ER
C
AR
RIA
GE
EN
D R
OLL
ER
(s
him
adj
uste
d)
EN
D R
OLL
ER
(s
him
adj
uste
d)
Low
er s
ide
Upp
er s
ide
Fig. 7.6 Locations of Rollers (VM-2N5, VM-2N9)
7. LOAD HANDLING SYSTEM
- 122 -
Fig. 7.7 Locations of Rollers (VM-2Y5)
SLI
PP
ER
(s
him
adj
uste
d)
INN
ER
CH
AN
NE
L
OU
TER
C
HA
NN
EL
EN
D R
OLL
ER
(s
him
adj
uste
d)
EN
D R
OLL
ER
(s
him
adj
uste
d)
Low
er s
ide
Upp
er s
ide
SID
E R
OLL
ER
(s
him
adj
uste
d)
EN
D
RO
LLE
R
(shi
m
adju
sted
)
SID
E R
OLL
ER
(s
him
adj
uste
d)
EN
D R
OLL
ER
(s
him
adj
uste
d)
- 123 -
8. ELECTRIC WIRING
8. ELECTRIC WIRINGThe electric components of the truck are wired through several types of wire harnesses and color
coded by circuit.The wire harnesses are connected with connectors (2 types) or screw.
Table 8.1 Color symbols and examples
B Black R Red
G Green W White
L Blue Y Yellow
O Orange Lg Light green
P Pink Lb Light blue Example: White coating without markingExample: Yellow coating with a blue marking
Connection type Plug-in side Receptacle side Remarks
Plug
-in ty
pe Housing
Plug
Screw type
The alphabetic letters means colors. (Table 8.1)
Table 8.2 Connector symbol
The dotted lines in the circuit diagrams are given for optional equipment.
DANGER ! Use due caution when handling the battery unit.1. Never short the circuit, spark, smoke or use fire near the battery unit. Since flammable gas is
always released from the battery, there is a danger of causing an explosion.2. The battery electrolyte is dilute sulfuric acid. It will cause burns if it gets on the skin. If
electrolyte comes in contact with the skin, flush with water. It can cause blindness if it gets into eyes. If electrolyte gets into your eyes, flush your eyes out with water and get to a doctor.
8. ELECTRIC WIRING
- 124 -
GB12 Y83
GW
155
48 GY
WB
r12
5 4 LY
BW
127
63 WB
GO
126 6 YG
YB5 8 YW
2L109
3BY
143B
G17
2YL
YR
86 82B
rW 2R66 152B LW13 10
8
BR9 64 LB
RY
150
147
LG
BrB14
9
157
WG
WL
170
BrR14
3 V87O
L85
Sb
84W
R37
21
1110 G
LG
RR
WW
71 B18
19 GR21RY
RW20B
113
111
107
2YL
2LR
B112
WL
7776
78 RWR
B79Lg
7372
74 RY
2R
B75Br
BB
WL
162
161
163
BrB 16
4
GO
123
BW
124
WB
r12
2
121 B
120
LY
RB
145
B160
GW
152
BrW15
815
1G
WB
rW159
B7057 59R
Y
GL
56 58B RW
LgB
r4041
R39G
L45
GB
46G
R47
3BG
3BY
2LR
44
42 43
YR
96W
L92
VS
b91
93O
L95
9897 Y
RY
52 BG51
94 O
YB
2861 W
B
BR
27Y
G35
L100
49 WR
142 B
141
BrR
102
BrB
62 LB
LY3430
3615
610
3R
WY
WW
GR
B
Sb P
2L
W
2BLW
O
Sb
P
GY
G
RB
LG
BLW
Fig. 8.1 Wire Harness, Front Guard
to F
/R S
WIT
CH
to L
IGH
TIN
G S
WIT
CH
to K
EY
SW
ITC
H
to C
OM
BIN
ATIO
N M
ETE
R
to P
AR
KIN
G S
WIT
CH
to H
OR
N
to W
IRE
HARN
ESS,
O
VERH
EAD
GUA
RD
(RIG
HT)
to A
LAR
M B
UZZ
ER
to IN
TER
LOC
K
VALV
Eto
LIF
T LO
CK
VA
LVE
to S
AFE
TY R
ELA
Y
to T
AIL
LA
MP
RE
LAY
to H
EA
D L
AM
P R
ELA
Y
to N
EU
TRA
L R
ELA
Y
to W
IRE
HA
RN
ES
S, E
NG
INE
WH
ITE
TA
PE
RE
D T
AP
E
to O
RB
ITR
OL
to H
OR
N S
WIT
CH
WIR
E H
AR
NE
SS
, O
VE
RH
EA
D G
UA
RD
(L
EFT
)
for O
PTI
ON
AL
ELE
CTR
ICA
L PA
RTS
- 125 -
8. ELECTRIC WIRING
SIL
E
A
RY
2BLB
BrB
RB
V G
OL G
VG
OLG
3BL
LgB GW
B Br
LWL G
BrR V
OL
LGWG
LGB
R
2YL
B 3BY
3BL
GB
WY
B
BW
GO
WB
r
BR
3BY
WG
RL
B
BW
Br
B
2B
RW
Y RL
GR
GL
RB
BR
RY
Lg
BrB LB
WL
BrR V
OL
RL
WR
GL
GR
RW
W
GB Y
GW
GY
WB
r
LY
BW
GO
YG
YB
YW
2L3B
Y3B
G
2YL
YR
BrW 2R
2B LW
Br
BrY
RB
Y RL
YR
WL
WG
3B
B
YW
WR
B
5BY
3B 5BY
YB
YG
3BG
3BG
3BY
3BY
YGY
WG
WY
YR
2R
LYBrY
2LLW
3BG
3BG
3BY
3BY
3BY
15A
7.5A
7.5A
15A
7.5A 3A 3A 7.5A 3A 7.5A
3BY
3BG
3BG
2R BrY GY
2L WY
YR
LY Y WG
LW
PO
SIT
ION
HE
AD
AN
D
STO
P
HO
RN
RW
L O
PTI
ON
TUR
N
T/M
ME
TER
BA
CK
E/G
OP
TIO
N
Fig. 8.2 Wire Harness, Engine (K21, K25)
to S
TAR
TER
RE
LAY
to F
LAS
HE
R U
NIT
DIO
DE
to A
UTO
C
HO
KE
RE
LAY
to F
US
E B
OX
to L
EA
D W
IRE
SIL
to W
IRE
H
AR
NE
SS
, EC
M
to W
IRE
HA
RN
ES
S, F
RO
NT
GU
AR
D
to F
UEL
LEVE
L SE
NDER
to B
AC
K-U
P B
UZZ
ER
to S
EAT
S
WIT
CH
to R
EA
R W
OR
K
LIG
HT
to R
EA
R C
OM
BIN
ATIO
N L
AM
P
to A
LTE
RN
ATO
R
FUS
E B
OX
to S
TEE
RIN
G
PO
TEN
TIO
ME
TER
to F
US
IBLE
LIN
K
WIR
E
Nor
mal
ly c
onne
cted
GR
OU
ND
to W
ATE
R
TEM
PE
RAT
UR
E
SE
ND
ER
Not
use
d
to S
TAR
TER
Not
use
d
to O
IL P
RE
SS
UR
E
SW
ITC
H
Not
use
d
DIO
DE
to F
/R V
ALV
E
to B
RA
KE
LA
MP
SW
ITC
H
8. ELECTRIC WIRING
- 126 -
Fig.8.3 Wire Harness, Engine (Trucks with TD27, QD32)
to WIRE HARNESS, FRONT GUARD
to FUSE BOX
to BACK-UP LAMP RELAY
to FUEL LEVEL SENDER
to FLASHER UNIT
to STARTER RELAY
QOS3to TIMER to DETECTOR
to GLOW PLUG RELAY
to BACK-UP BUZZER
to BRAKE LAMP SWITCH
GROUND
to METERto STARTER
to FUEL CUT-OFF VALVE
to OIL PRESSURE SWITCH
to GLOW PLUG
to ALTERNATOR
to BATTERY
to WATER TEMP. SENDER
to SEDIMENTER
to WATER TEMP. SENSOR
to STEERING POTENTIOMETER
to REAR WORK LIGHT (OPTION)
to LICENSE NUMBER PLATE LAMP (OPTION)
to REAR COMBINATION LAMP
FUSE BOX
to F/R SOLENOID VALVE DIODE
DIODE
to RELAY
- 127
-
8. E
LEC
TRIC
WIR
ING
BATTERY -
POT
9P16P 12P
6P
LPG SOL
2P
2P
2P
NCCO
MN
O
GAS LPG
LPGGAS
6P
6P6P
6P
10P
10P
2-3t1t
W/H
EC
M
4P
4P
4P
8P2P
YG B B
Y2P
6P
10P
YB
RIG
HT
STE
P
Y R G
2P
4P
6P
A
Z
Fig.
8.4
Lo
catio
n of
Ele
ctric
al P
arts
(Eng
ine
pow
ered
truc
ks w
ith K
21 o
r K25
)
AC
CE
LER
ATO
R
PO
TEN
TIO
ME
TER
DIO
DE
F/R
SO
LEN
OID
SE
AT S
WIT
CH
RIG
HT
SID
E S
TEP
LPG
SW
ITC
H
FLA
SH
ER
UN
IT
STA
RTE
R R
ELA
YRE
LAY
EC
M
TIM
ER
to S
EAT
SW
ITC
H
FUS
E B
OX
AU
TO C
HO
KE
R
ELA
Y
SP
EE
D U
NIT
DIO
DE
(BLU
E)
PAR
KIN
G
SW
ITC
H
BA
CK
-UP
BU
ZZE
R
ALT
ER
NAT
OR
HE
AD
LA
MP
RE
LAY
TAIL
LA
MP
RE
LAY
NE
UTR
AL
RE
LAY
SA
FETY
RE
LAY
HO
RN
ALA
RM
FUS
IBLE
LI
NK
WIR
E
View
look
ing
from
A
CO
NN
EC
TIO
N
VIE
W Z
8. E
LEC
TRIC
WIR
ING
- 128
-
Fig.
8.5
Lo
catio
ns o
f Ele
ctric
al P
arts
(Eng
ine-
pow
ered
truc
ks w
ith T
27, Q
D32
)
9P16P 12P
2P
2P
4P
ON
LY O
PTI
ON
SIL
2P
6P
6P6P
6P
2P2P
4P
4P4P
8P2P
TIM
ER
(QO
S)
GLO
W R
ELA
Y
DE
TEC
TOR
FLA
SH
ER
UN
IT
BAC
K-U
P R
ELA
Y
FUE
L S
EN
SO
R
to W
IRE
HA
RN
ES
S,
RE
AR
CO
MB
INAT
ION
LA
MP
RE
SIS
TOR
LEA
D W
IRE
, SIL
SE
AT S
WIT
CH
F/R
SO
LEN
OID
DIO
DE
DIO
DE
(BLU
E)
WIR
E H
AR
NE
SS
, E
NG
INE FU
SIB
LE L
INK
WIR
E
TAIL
LA
MP
RE
LAY
HE
AD
LAM
P R
ELA
Y
NE
UTR
AL
RE
LAY
SA
FETY
RE
LAY
HO
RN
ALA
RM
WIR
E H
AR
NE
SS
, O
VE
RH
EA
D G
UA
RD
(R
IGH
T)
to W
IRE
HA
RN
ES
S,
OV
ER
HE
AD
GU
AR
D
(LE
FT)
DIO
DE
WIR
E H
AR
NE
SS
, FR
ON
T G
UA
RD
to W
IRE
HA
RN
ES
S,
EN
GIN
E
BAC
K-U
P B
UZZ
ER
(1
.5 -
1.8
t)
BAC
K-U
P B
UZZ
ER
(2
- 3.
5 t)
TIM
ER
RE
LAY
(IC
)
Vie
w L
ooki
ng fr
om A
Det
ail o
f are
a B
DIO
DE
(BLU
E)
RE
LAY
(SIL
)
RE
LAY
to S
EAT
SW
ITC
HFU
SE
BO
X
WIR
E H
AR
NE
SS
, E
NG
INE
STA
RTE
R R
ELA
Y
to S
TEE
RIN
G
WH
EE
L
- 129
-
8. E
LEC
TRIC
WIR
ING
G
B-3
2Br
B
BrG
B
2Br
BL
B-1
Lg
BG
BY BR
BrB RB
WGB-2
YR
BRBWRY
YW
GW
GR RB
BL
B BW
W Lg
W
RL R
LB YR
Y
A-3
Y
YB
Y
LB
GW G
P W
YW WR
A-2
BL L LW
LR LB
YR
Y YW
YB WL
B
BW
RB
A-1
97
89
6
25
63
43
Br
BB G
GW
WB
LBB
W
LgR
B
YR
GR
YW
BR
GW
BW
GW
WB
WL
B
4
RG
BL
RG
LWB
LRR
GB
+
RG
-
2B
BB
PW
RG
BLB
Br
Br
BW
Y
BW
WB
WR
BW
Br
BW
YW
YB
YB
r
YG
WR
L
WL
BL
WR
WG
WB
WL
1
BATTERY -
LOO
PR
G
RG
VARI VSP
ECO SW
LPG
SO
L
FUE
L P
UM
P
BG
ETC
MO
TOR
BRE
GI 2B
rR
G
EG
I
BR
MA
IN C
RA
NK
RB
BY
G
BrB
BrR
2BrG
1
BrR
BrR
BrB
Br
Br
BL
BrW
WL
BrW
YR
LgB
W
BrW
Sb
BrR BrB
BrY
WG
2BrG
2L
Sb
WG
BrB
BLg
B
WB WL
B
B
PO
T
BL
PTC
HE
ATE
R
2W
Br
2L
PTC HEATER
2W
GW
WB
1
3
5
7
89
FILTERB
32
ETC
23
45
6
64
230C2-42161
YL
YL
Lg
TAS
OP
LPG
RB B
rBLB
RY
2B
WY
B
2B
rYY
BrY
YR
BrY
YW
YB
BrY
2
43
1
GA
S
10
BW
GLg
G
R
R
Fig.
8.6
W
ire H
arne
ss, E
CM
(K21
, K25
)
to S
PE
ED
S
EN
SO
Rto E
CO
SW
ITC
H
(OP
TIO
N)
to W
IRE
HA
RN
ES
S,
CO
NTR
OLL
ER
to W
IRE
H
AR
NE
SS
, E
NG
INE
to L
PG
SE
LEC
TOR
S
WIT
CH
for C
ON
SU
LT
to F
AS
T TA
S
LEA
RN
ING
SW
ITC
H
to C
RA
NK
AN
GLE
S
EN
SO
R
to W
ATE
R
TEM
PE
RAT
UR
E
SE
NS
OR
to M
AP
SE
NS
OR
to IG
NIT
ION
CO
IL
to IN
JEC
TOR
to O
2 S
EN
SO
R
to A
IR F
LOW
ME
TER
to L
PG IN
JECT
OR
to L
PG A
SSIS
T SO
LENO
ID
to L
PG P
RESS
URE
SENS
OR
to T
HR
OTT
LE
CH
AM
BE
R
to V
AR
I VS
P
to O
IL F
ILTE
R
to A
CC
ELE
RAT
OR
PO
TEN
TIO
ME
TER
to R
ELA
Y
to S
PE
ED
SE
NS
OR
UN
IT
to F
US
E
OP
TIO
N
to F
UE
L P
UM
P (G
AS
P
OW
ER
ED
TR
UC
KS
ON
LY)
to B
ATTE
RY
(-)
to P
TC
HE
ATE
R
(OP
TIO
N)
to L
PG
S
OLE
NO
ID
(LP
O T
RU
CK
S,
LPG
TR
UC
KS
)
View
look
ing
from
A
A
8. E
LEC
TRIC
WIR
ING
- 130
-
EC
M(E
ngin
e C
ontro
l Mod
ule)
47 A
VC
C2
4 M
OTO
R2
5 M
OTO
R1
66 G
ND
-A2
119
LPG
INJ
VB
#112
0 LP
G IN
J -#
1
121
VB
118
VB
111
SS
OFF
110
BAT
T
104
MO
TRLY
3 V
MO
T
69 T
PS
250
TP
S1
24 O
2HFR
35 O
2SFR
PH
AS
E 1
4
AVC
C 4
9
AVC
C 9
0
GN
D-A
2 8
3
GN
D-A
67
QA
+ 5
1
TA 3
4
LPG
PR
ES
31
LPG
NE
UT
GA
S
SP
EE
D S
EN
SO
R
256
314S
PE
ED
SE
NU
NIT
MA
IN/C
SE
NFU
EL/
PR
ES
2 13
ME
TER
AIR
/TE
MP
SE
N3
152
4A
IR F
LOW
CR
AN
K/A
NG
LES
EN
(PO
S)
465
SE
N(P
HA
SE
)C
RA
NK
/AN
GLE
231
LPG
AS
IST
INJ
O2
SN
S F
R
FOR
CA
RLP
G F
UE
L C
UT
VALV
E
INJ
#4fo
r the
GA
SIN
J #3
for t
he G
AS
INJ
#2fo
r the
GA
SIN
J #1
for t
he G
AS
(ETC
)5 4 6
THR
OT
CH
AM
BE
R
1 2 3
ETC
MO
TOR
FUE
L P
UM
P
P
FUS
E B
OX
OP
TIO
NS
BAT
TER
Y55
B24
R
FUSIBLE LINK
15A
2
BR
1B
R
1OFF
F/R
VA
LVE
BA
CK
HO
RN
STO
P
HE
AD
& P
OS
ITIO
N7.
5A
7.5A
15A
3A7.5A
TUR
N
EN
GIN
E
OP
TIO
NS
ME
TER
7.5A
7.5A
3A3A
KE
Y S
WIT
CH
15A
EG
I7.
5AE
TC15
AE
GI
7.5A
CO
NT.
& O
PTI
ON
7.5A
EC
M7.
5AFU
EL
INJ.
7.5A
FUE
L IN
J. P
UM
P
EG
I
EG
I
EN
GIN
E
B
STA
RTE
R M
OTO
R
BS
LE
ALT
ER
NAT
OR
AU
TO C
HO
KE
B
BR
WBG
RB
BR
Br
Br
BrG
B R W W YB
YW
YR
YLB LR LW L BrB
Br
WL
WR
BL
W P YB
YW
YR
YBW
Lg LBRB
GY GW
RL
2Br
BR
WG
WG
2BrG
2BrG
Br
Br
Br
Br
Y
RB
BG B WWRBW
B
BL
BY
2B
B
2RG
2RG
RG
2BrR
BrR
B
BrY
BrY
BrW
WL
WL
BrB
BrB
BrB
Sb
B B
BW
BW
BW
BW
Lg
Lg
BBW
BG
W
GWWB
2LGY
BrY
2RWG
YR
YLYLWWY
WG
LG
LGB
R
BR
3B
3BY
5BY
5BY 5BY
3BL3BY
3BY
3BY
3BG
3BG
3BG
2LR
20B
20B
3B2B
BBB
ELE
CTR
OLY
TIC
CA
PAC
ITO
R
113
FPR
85 K
LIN
E
62 I
GN
#1
61 I
GN
#3
81 I
GN
#2
80 I
GN
#4
109
IGN
SW
23 I
NJ#
142
IN
J#2
22 I
NJ#
341
IN
J#4
78 G
ND
-A
101
BR
AK
E
84 H
/LM
P
102
NE
UT
30 L
ED
PO
S 1
3
FUE
LSW
#1 7
0
FUE
LSW
#2 3
2
VS
P8
33
AP
S1
106
GN
D-A
82
AP
S2
98
AVC
C2
91
SLO
W IN
J 1
1
MA
IN/C
RLY
112
SN
OW
SW
12
AVC
C 4
8
TW 7
3
VAR
I VS
P 5
4
S T
AS
SW
52
GN
D
1G
ND
2
GN
D 1
15G
ND
116
AC
CE
L
(AP
S)
WO
RK
UN
IT
6 4 1B
W
3 2B
RG
WY
W
5G
RY
R
BW
GW
BR
YW
GR
YR
WG
Lg
21W
LW
BW
LW
BLP
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J#1
BL
21
3
4
RY
RB
LB
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GB
YB
rB
r
BrR
2BrR
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/TE
MP
SE
N1
YL
B
109
21
1512
1311
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ON
SU
LT
43
65
1687
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B
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LAY
2
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P
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(故障診断器用ポート
)
RE
LAY
4
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SW
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H
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VF2
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AS
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R
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H
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L
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LVE
RF
BA
CK
BU
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R
VR
Ra
SW
BR
AK
E
BA
CK
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RE
AR
CO
MB
. LA
MP
(L.H
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TUR
N S
IGN
AL
STO
PTA
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BA
CK
-UP
TUR
N S
IGN
AL
RE
AR
CO
MB
. LA
MP
(R.H
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STO
PTA
IL
HE
AD
LA
MP
PO
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CLE
AR
AN
CE
FRO
NT
CO
MB
. LA
MP
(L.H
.)
TUR
N S
IGN
AL
TUR
N S
IGN
AL
CLE
AR
AN
CE
FRO
NT
CO
MB
. LA
MP
(R.H
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HE
AD
LA
MP
(L.H
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HE
AD
LA
MP
(R.H
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BrB
B B
RB
O2B
LW2L
WY
B
GB
GB
GL
GR
Y
Sb
Sb
BBBBBBBBB B
BB
RL
RL
RL
RLB
RB
RB
RY
RY
RY
YR
YR
OL
V
O
OL
G G V
OL
V
G G
OLV
BB
B
BBrY
RB
RBLG
GW
GW
LB
WL
WL
GY
G
B
Lg
Br
R
2R Br
RLg
B B RW
RW
RW
GR
W
RW
GGW
GL
GR
GW
GL
GR
LGLg
RW
WR
GW
LIC
EN
SE
LA
MP
RW
B
W
RW
LW
B
2BLW
OP
TIO
NS
PAN
EL
EM
PTY
FUE
L LE
VE
L
WAT
ER
TE
MP.
ME
TER
ME
TER
HO
UR
ME
TER
A BD FG H K MLN C FUE
L
DC
/DC
5V
GN
D
FUE
L LE
VE
L
WAT
ER
TE
MP.
SE
AT B
ELT
NE
UTR
AL
PAR
KIN
G
OIL
PR
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SU
RE
SE
DIM
EN
TER
CH
AR
GE
AIR
CLE
AN
ER
LEV
EL
RA
DIA
TOR
E/G
CH
EC
K
BAT
TER
Y
INTE
R L
OC
K
BAT
T. +
J
DC
/DC
12V
KE
Y O
N +
ILLU
MIN
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N
GND
CP
U
HO
UR
ME
TER
ME
TER
FUE
L S
EN
SO
R YW
B
WAT
ER
TE
MP. YG
SE
NS
OR
WRBTI
ME
R U
NIT
WWL
SW
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PR
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S
N S
AFE
TY
STA
RTE
R
3BY
3BL
2LR
2LR
2LR
BBW
L
WGLB
WY
56 G
OV
ER
NO
RS
W
WY
SW
GO
VE
RN
OR
(EC
O)
B
SE
NM
AP
3 12
BW
Lg
PR
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71
G
B
WR
YW YG
BrR
BrB YB
BRL WG
LYRW
電源回路
Ry1
12F6
75P
IC
Ry2
Ry3
B7
BrR
2
LW
1
WR
4
LB
6
W
10
WL
9
Ry2G
8
Ry1
3
L
RW
5R
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5V
Fig.
8.7
W
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Dia
gram
(K21
, K25
)
- 131
-
8. E
LEC
TRIC
WIR
ING
VALV
E
F/R
FR
TOR
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N O
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CLU
TCH
ON
LY
B
To A
TIM
ER
UN
IT
A
To B
for R
RE
ME
TER
PA
NE
L
SEAT BELT
NEUTRAL
GLOW
PARKING
OIL PRESSURE
SEDIMENTER
CHARGE
AIR CLEANER
LEVEL
RADIATOR
E/G CHECK
BATTERY
EMPTY
ILLU
MIN
ATIO
N
INTER LOCK
FUE
L LE
VE
LC
PU
WAT
ER
TE
MP.
ME
TER
ME
TER
HO
UR
ME
TER A
BD
EF
GH
JK
ML
NC
FUEL
KEY ON +DC/DC
12V
BATT. +DC/DC
5V
GND
HOUR METER GNDFUEL LEVELWATER TEMP.
IG1
N
RN
ST
VF
IG2
VF2
VR
Ra
DIR
EC
TIO
N S
WIT
CH
F
SbV
WL
O
OL
Y
YR
YR
1
2LR
3BY
3BG
2↑
BIg
S
KE
Y S
WIT
CH
OFF
LT
LITI
NG
SW
ITC
H
HE
L
TOFF
LHL
TLTB
TR
TUR
N S
IGN
AL
SW
ITC
H
R N
Br
RLg
GL
GB
GR
HO
RN
SW
ITC
H
ON
HO
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+
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B
PT+
PTG
PTS
OV
PV
OR
BIT
RO
L
LY
B
WBr
GO
BW
W
Sb
P
Sb
WO
2LLW2B
OP
TIO
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RM
INA
LS
B
RY
BG
GW
HO
RN
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TIO
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RM
INA
LS
GR
RY
RW
BB
WBRW
Y
GW
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B
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BG
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GL
RY
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BB
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& S
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LAY
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Ry2
Ry3
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6
W
10
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OX
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LG
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B
BL
E
2YL
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RE
GU
LATO
R
B E S L
(LE
VE
L)
(RE
LAY
)B
R
OIL
PR
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S. S
W
YB
SE
ND
ING
UN
IT
YG
WAT
ER
TE
MP.
3BY3BY
3BG3BG
LYYR
WY
BrY
2R 2LGY
LWWG
Y
3B
EA
RTH
E/G40B
-
BATTERY 12V
+
40B
5BY
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SE
NS
OR
BAT
T. C
AP
BLY
F.L.
W.
0.85
R
W
LY
BrW
B
SE
AT B
ELT
RE
LAY
YL B
SE
NS
OR
LEV
EL
RA
DIA
TOR
SE
AT B
ELT
SW
SE
AT S
W
W Br
B
RL
YRW
GLGR
BW
GO
WB
rP
OTE
NTI
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R
BW
GO
WB
r
BW
GO
WB
r
2B
RB
BA
CK
BU
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R.W
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W B
RL
RW
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2B
RB
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LA
MP
RE
LAY
B
Sb
W B
RWB
LIC
EN
CE
LAM
P
BA
CK
TUR
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3W)
TAIL
(8W
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TOP
(23W
)
LAM
P (L
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RE
AR
CO
NB
INAT
ION
(STD
: 10
W)
(RR
E :
20W
)
LAM
P (R
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RE
AR
CO
NB
INAT
ION
BA
CK
TUR
N (2
3W)
TAIL
(8W
)S
TOP
(23W
)
(STD
: 10
W)
(RR
E :
20W
)
RWGR BRB
RL
RWG BRB
RL
RWG BRB
RL
RWGL BRB
RL
5BY
5BY
LBWL
GBrR
W BLW LWR
RW
LBWL
GBrR
W BLW LWR
RW
BrR
BrW
BrB
LB
RB
YB
WB
BR
RG
Y
WG
RW
YL
LY
L
B
WRYWYG
YL
YBrW
RG
BrRBR BR
WAT
ER
TE
MP.
SE
NS
OR
OG
B
WBLB
BW
R
SE
ND
ING
UN
ITFU
EL
LEV
EL
YW B
3BY
SE
DIM
EN
TER
RY
GLO
WP
LUG
DIO
DE
BR
RE
SIS
TOR
B
5BY
5BW
GLO
W R
ELA
Y
WL
LYBWWLLBBOG2YL1
23
45
67
TIM
ER
QO
S
LG
RYLYWBBD
ETE
CTO
R
5BW
5V
Fig.
8.8
W
iring
Dia
gram
(TD
27, Q
D32
)
(Em
pty
page
)
No. SEF-0F7BE
Issued: February, 2007 Revised: February, 2010
MARKETING GROUP: 1-15-5, Nishi-shimbashi, Minato-ku, Tokyo 105-0003, Japan FAX: JAPAN +81-3-35918154 All rights reserved JB-1002010(HO) Printed in Japan
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