Bagi 'teknikal Manual Hitaci

INTRODUCTION TO THE READER • This manual is written for an experienced technician to provide technical information needed to maintain and repair this machine. • Be sure to thoroughly read this manual for correct product information and service procedures.

• If you have any questions or comments, at if you found any errors regarding the contents of this manual, please contact using “Service Manual Revision Request Form” at the end of this manual. (Note: Do not tear off the form. Copy it for usage.): Publications Marketing & Product Support Hitachi Construction Machinery Co. Ltd. TEL: 81-29-832-7084 FAX: 81-29-831-1162 • This manual contains the revision information to the 16, June 2008.

ADDITIONAL REFERENCES • Please refer to the materials listed below in addition to this manual. • The Operator’s Manual • The Parts Catalog

• The Engine Manual • Parts Catalog of the Engine • Hitachi Training Material

MANUAL COMPOSITION • This manual consists of three portions: the Technical Manual (Operational Principle), the Technical Manual (Troubleshooting) and the Workshop Manual. • Information included in the Technical Manual (Operational Principle): technical information needed for redelivery and delivery, operation and activation of all devices and systems.

• Information included in the Technical Manual (Troubleshooting): technical information needed for operational performance tests, and troubleshooting procedures. • Information included in the Workshop Manual: technical information needed for maintenance and repair of the machine, tools and devices needed for maintenance and repair, maintenance standards, and removal/installation and assemble/disassemble procedures.

PAGE NUMBER • Each page has a number, located on the center lower part of the page, and each number contains the following information: Example : T 1-3-5 Consecutive Page Number for Each Group Group Number Section Number T: Technical Manual

W: Workshop Manual

IN-01

INTRODUCTION SAFETY ALERT SYMBOL AND HEADLINE NOTATIONS In this manual, the following safety alert symbol and signal words are used to alert the reader to the potential for personal injury of machine damage. This is the safety alert symbol. When you see this symbol, be alert to the potential for personal injury. Never fail to follow the safety instructions prescribed along with the safety alert symbol. The safety alert symbol is also used to draw attention to component/part weights. To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy parts.

•

CAUTION: Indicated potentially hazardous situation which could, if not avoided, result in personal injury or death.

• IMPORTANT: Indicates a situation which, if not conformed to the instructions, could result in damage to the machine.

•

NOTE: Indicates supplementary technical information or know-how.

UNITS USED • SI Units (International System of Units) are used in

Example : 24.5 MPa (250 kgf/cm2, 3560 psi)

this manual. MKSA system units and English units are also indicated in parenthheses just behind SI units.

Quantity Length Volume

Weight Force Torque

To Convert From mm mm L L m3 kg N N N⋅m N⋅m

Into in ft US gal US qt yd3 lb kgf lbf kgf⋅m lbf⋅ft

A table for conversion from SI units to other system units is shown below for reference purposees.

Quantity

Multiply By 0.03937 0.003281 0.2642 1.057 1.308 2.205 0.10197 0.2248 1.0197 0.7375

Pressure Power Temperature Velocity Flow rate

IN-02

To Convert From MPa MPa kW kW °C km/h min-1 L/min mL/rev

Into kgf/cm2 psi PS HP °F mph rpm US gpm cc/rev

Multiply By 10.197 145.0 1.360 1.341 °C×1.8+32 0.6214 1.0 0.2642 1.0

SECTION AND GROUP CONTENTS

SECTION 1 GENERAL Group 1 Specifications Group 2 Component Layout Group 3 Component Specifications

SECTION 2 SYSTEM TECHNICAL MANUAL (Operational Principle)

Group 1 Controller Group 2 Control System Group 3 ECM System Group 4 Hydraulic System Group 5 Electrical System

SECTION 3 COMPONENT OPERATION Group 1 Pump Device Group 2 Swing Device Group 3 Control Valve Group 4 Pilot Valve Group 5 Travel Device Group 6 Signal Control Valve Group 7 Others (Upperstructure) Group 8 Others (Undercarriage) TECHNICAL MANUAL (Troubleshooting)

All information, illustrations and specifications in this manual are based on the latest product information available at the time of publication. The right is reserved to make changes at any time without notice.

COPYRIGHT(C)2007 Hitachi Construction Machinery Co., Ltd. Tokyo, Japan All rights reserved

SECTION 4 OPERATIONAL PERFORMANCE TEST Group 1 Introduction Group 2 Standard Group 3 Engine Test Group 4 Excavator Test Group 5 Component Test

SECTION 5 TROUBLESHOOTING Group 1 Diagnosing Procedure Group 2 Monitor Unit Group 3 Dr. ZX Group 4 e-Shovel Group 5 Component Layout Group 6 Troubleshooting A Group 7 Troubleshooting B Group 8 Electrical System Inspection

WORKSHOP MANUAL SECTION 1 GENERAL INFORMA- SECTION 3 UNDERCARRIAGE Group 1 Swing Bearing TION Group 1 Precautions for Disassem- Group 2 Travel Device Group 3 Center Joint bling and Assembling Group 4 Track Adjuster Group 2 Tightening Torque Group 5 Front Idler Group 3 Painting Group 4 Bleeding Air from Hydraulic Group 6 Upper and Lower Roller Group 7 Track Oil Tank SECTION 4 FRONT ATTACHMENT SECTION 2 UPPERSTRUCTURE Group 1 Cab Group 1 Front Attachment Group 2 Counterweight Group 2 Cylinder Group 3 Main Frame Group 4 Pump Device Group 5 Control Valve Group 6 Swing Device Group 7 Pilot Valve Group 8 Pilot Shut-Off Solenoid Valve Group 9 Signal Control Valve Group 10 2-Spool Solenoid Valve Unit Group 11 Engine

SECTION 1

GENERAL ―CONTENTS― Group 1 Specifications Specifications ........................................... T1-1-1 Working Ranges (Grouser Shoe).............. T1-1-5

Group 2 Component Layout Main Components .................................... T1-2-1 Electrical System (Overview).................... T1-2-3 Electrical System (In Cab) ........................ T1-2-5 Electrical System (Rear Tray) ................... T1-2-7 Electrical System (Switch Panel) .............. T1-2-9 Electrical System (Relays)...................... T1-2-10 Engine .....................................................T1-2-11 Pump Device .......................................... T1-2-12 Swing Device.......................................... T1-2-13 Signal Control Valve ............................... T1-2-13 Control Valve .......................................... T1-2-13 2-Spool Solenoid Valve Unit ................... T1-2-13 Travel Device.......................................... T1-2-14 Blade Control Valve (Optional) ............... T1-2-14

Group 3 Component Specifications Engine ...................................................... T1-3-1 Engine Accessories .................................. T1-3-4 Hydraulic Component ............................... T1-3-5 Electrical Component ............................... T1-3-9

1R7T-1-1

(Blank)

1R7T-1-2

GENERAL / Specifications SPECIFICATIONS ZX110-3, 110M-3 A

C

G

B F E D J

K I

Model Type of Front-End Attachment Bucket Capacity (Heaped) Operating Weight Basic Machine Weight Engine A: Overall Width (Excluding back mirrors) B: Cab Height C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Overall Width of Upperstructure H: Undercarriage Length I: Undercarriage Width J: Sprocket Center to Idler Center K: Track Shoe Width Ground Pressure Swing Speed Travel Speed (fast/slow) Gradeability

M1U1-12-001

H

ZX110M-3 2.26 m (7 ft 5 in) Arm PCSA 0.45 m3 (0.59 yd3), CECE 0.4 m3 10900 kg (24030 lb) 13100 kg (28880 lb) 8400 kg (18519 lb) 10700 kg (23589 lb) ISUZU AJ-4JJ1XYSA-03 66 kW/1800 min-1 (90 PS/1800 rpm) (HP mode: 69 kW/2000 min-1 (94 PS/2000 rpm)) ZX110-3

2490 mm (8 ft 2 in)

2690 mm (8 ft 10 in)

2740 mm (9 ft 0 in) 2950 mm (9 ft 8 in) 2130 mm (7 ft 0 in) * 440 mm (1 ft 5 in) * 595 (1 ft 11 in) * 890 mm (2 ft 11 in) * 1100 (3 ft 7 in) * 2050 mm (6 ft 9 in) * 2260 (7 ft 5 in) 2460 mm (8 ft 1 in) 3340 mm (10 ft 11 in) 3790 mm (12 ft 5 in) 2490 mm (8 ft 2 in) 2690 mm (8 ft 10 in) 2620 mm (8 ft 7 in) 2990 mm (9 ft 10 in) 500 mm (1 ft 8 in) 700 mm (2 ft 4 in) (Grouser shoe) (Grouser shoe) 28 kPa (0.29 kgf/cm2, 4.1 psi) 37 kPa (0.38 kgf/cm2, 5.4 psi) 13.9 min–1 (rpm) 5.5/3.6 km/h (3.4/2.2 mph) 4.2/2.4 km/h (2.6/1.5 mph) 35° (tanθ = 0.70)

NOTE: “*” The dimensions do not include height of the shoe lug.

T1-1-1

GENERAL / Specifications ZX120-3, 130K-3, 130L-3 A

C

G

B F E D J

K I

Model Type of Front-End Attachment Bucket Capacity (Heaped) Operating Weight Basic Machine Weight Engine

H

ZX130K-3 High-Grade Standard

ZX120-3 2.52 m (8 ft 3 in) Arm

2.52 m (8 ft 3 in) K Arm

M1U1-12-001

ZX130L-3 2.52 m (8 ft 3 in) Reinforcement Arm

PCSA 0.5 m3 (0.65 yd3), CECE 0.45 m3 12100 kg 12600 kg 13100 kg 13800 kg (26676 lb) (27778 lb) (28880 lb) (30423 lb) 9400 kg 9700 kg 10200 kg 11100 kg (20723 lb) (21385 lb) (22487 lb) (24471 lb) ISUZU AJ-4JJ1XYSA-03 66 kW/1800 min-1 (90 PS/1800 rpm) (HP mode: 69 kW/2000 min-1 (94 PS/2000 rpm))

A: Overall Width (Excluding back mirrors)

2490 mm (8 ft 2 in)

2870 mm 2950 mm (9 ft 5 in) (9 ft 8 in) C: Rear End Swing Radius 2130 mm (7 ft 0 in) D: Minimum Ground Clearance * 440 mm (1 ft 5 in) * 595 (1 ft 11 in) E: Counterweight Clearance * 1100 (3 ft 7 in) * 890 mm (2 ft 11 in) F: Engine Cover Height * 2050 mm (6 ft 9 in) * 2260 (7 ft 5 in) G: Overall Width of Upperstructure 2460 mm (8 ft 1 in) H: Undercarriage Length 3580 mm (11 ft 9 in) 3790 (12 ft 5 in) I: Undercarriage Width 2490 mm (8 ft 2 in) J: Sprocket Center to Idler Center 2880 mm (9 ft 5 in) 2990 (9 ft 10 in) K: Track Shoe Width 500 mm (1 ft 8 in) (Grouser shoe) 39 kPa (0.40 41 kPa (0.42, 41 kPa (0.42, 38 kPa (0.39 Ground Pressure kgf/cm2, 5.5 psi) kgf/cm2, 5.7 psi) kgf/cm2, 6.0 psi) kgf/cm2, 6.0 psi) Swing Speed 13.7 min–1 (rpm) 4.9/2.7 km/h Travel Speed (fast/slow) 5.5/3.4 km/h (3.4/2.1 mph) (3.0/1.7 mph) Gradeability 35° (tanθ = 0.70) B: Cab Height

2740 mm (9 ft 0 in)

NOTE: “*” The dimensions do not include height of the shoe lug.

T1-1-2

GENERAL / Specifications ZX135US-3, 135USK-3 A C

G

B F

E D K

J I

H M1U4-12-005

Model Type of Front-End Attachment Bucket Capacity (Heaped) Operating Weight Basic Machine Weight Engine A: Overall Width (Excluding back mirrors) B: Cab Height C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Overall Width of Upperstructure H: Undercarriage Length I: Undercarriage Width J: Sprocket Center to Idler Center K: Track Shoe Width Ground Pressure Swing Speed Travel Speed (fast/slow) Gradeability

ZX135US-3 ZX135USK-3 2.52 m (8 ft 3 in) Arm 2.52 m (8 ft 3 in) K Arm PCSA 0.50 m3 (0.65 yd3), CECE 0.45 m3 13400 kg (29542 lb) 14600 kg (32187 lb) 10800 kg (23810 lb) 11800 kg (26014 lb) ISUZU AJ-4JJ1XYSA-03 66 kW/1800 min-1 (90 PS/1800 rpm) (HP mode: 69 kW/2000 min-1 (94 PS/2000 rpm)) 2500 mm (8 ft 2 in) 2740 mm (9 ft 0 in) 2820 mm (9 ft 3 in) 1480 mm (4 ft 10 in) 1530 mm (5 ft 0 in) * 440 mm (1 ft 5 in) * 860 mm (2 ft 10 in) * 2100 mm (6 ft 11 in) 2480 mm (8 ft 2 in) 3580 mm (11 ft 9 in) 2490 mm (8 ft 2 in) 2880 mm (9 ft 5 in) 500 mm (1 ft 8 in) (Grouser shoe) 46 kPa (0.47 kgf/cm2, 6.7 psi) 42 kPa (0.43 kgf/cm2, 6.1 psi) –1 13.7 min (rpm) 5.5/3.3 km/h (3.4/2.1 mph) 35° (tanθ = 0.70)

NOTE: “*” The dimensions do not include height of the shoe lug.

T1-1-3

GENERAL / Specifications ZX135USL-3 A C

G

B F

E D K

J I

H M1U4-12-005

Model Type of Front-End Attachment Bucket Capacity (Heaped) Operating Weight Basic Machine Weight Engine

ZX135USL-3 2.52 m (8 ft 3 in) Reinforcement Arm PCSA 0.50 m3 (0.65 yd3), CECE 0.45 m3 15000 kg (33069 lb) 12300 kg (27117 lb) ISUZU AJ-4JJ1XYSA-03 66 kW/1800 min-1 (90 PS/1800 rpm) (HP mode: 69 kW/2000 min-1 (94 PS/2000 rpm))

A: Overall Width (Excluding back mirrors) B: Cab Height C: Rear End Swing Radius D: Minimum Ground Clearance E: Counterweight Clearance F: Engine Cover Height G: Overall Width of Upperstructure H: Undercarriage Length I: Undercarriage Width J: Sprocket Center to Idler Center

2500 mm (8 ft 2 in) 2950 mm (9 ft 8 in) 1480 mm (4 ft 10 in) * 595 mm (1 ft 11 in) * 1060 mm (3 ft 6 in) * 2300 mm (7 ft 7 in) 2480 mm (8 ft 2 in) 3790 mm (12 ft 5 in) 2490 mm (8 ft 2 in) 2990 mm (9 ft 10 in) 500 mm (1 ft 8 in) (Grouser shoe) 45 kPa (0.46 kgf/cm2, 6.5 psi) 13.7 min–1 (rpm) 4.9/2.7 km/h (3.0/1.7 mph) 35° (tanθ = 0.70)

K: Track Shoe Width Ground Pressure Swing Speed Travel Speed (fast/slow) Gradeability

NOTE: “*” The dimensions do not include height of the shoe lug.

T1-1-4

GENERAL / Specifications WORKING RANGES (GROUSER SHOE) ZX110-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

Shovel

1.96 m (6 ft 5 in) Arm Backhoe Shovel 7490 7640 (24’7”) (25’1”) 4780 4930 (15’8”) (16’2”) 7940 8140 (26‘1”) (26‘8”) 5530 5620 (18‘2”) (18‘5”) 2740 2740 (9‘0”) (9‘0”) 7280 7280 (23‘11”) (23‘11”) 2370 2370 (7‘9”) (7‘9”)

ZX110-3 2.26 m (7 ft 5 in) Arm Backhoe Shovel 7760 7910 (25’6”) (25’11”) 5080 5230 (16’8”) (17’2”) 8110 8310 (26‘7”) (27‘3”) 5700 5800 (18‘8”) (19‘0”) 2740 2740 (9‘0”) (9‘0”) 7280 7280 (23‘11”) (23‘11”) 2400 2400 (7‘10”) (7‘10”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-5

M1U1-12-003

2.81 m (9 ft 3 in) Arm Backhoe Shovel 8240 8390 (27’0”) (27’6”) 5630 5780 (18’6”) (19’0”) 8360 8570 (27‘5”) (28‘1”) 5960 6060 (19‘7”) (19‘11”) 2740 2740 (9‘0”) (9‘0”) 7300 7300 (23‘11”) (23‘11”) 2660 2660 (8‘9”) (8‘9”)

GENERAL / Specifications

ZX110M-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

Shovel

1.96 m (6 ft 5 in) Arm Backhoe Shovel 7490 7640 (24’7”) (25’1”) 4580 4730 (15’0”) (15’6”) 8140 8340 (26‘8”) (27‘4”) 5730 5820 (18‘10”) (19‘1”) 2950 2950 (9‘8”) (9‘8”) 7260 7260 (23‘10”) (23‘10”) 2370 2370 (7‘9”) (7‘9”)

ZX110M-3 2.26 m (7 ft 5 in) Arm Backhoe Shovel 7760 7910 (25’6”) (25’11”) 4880 5020 (16’0”) (16’6”) 8320 8520 (27‘4”) (27‘11”) 5910 6010 (19‘5”) (19‘9”) 2950 2950 (9‘8”) (9‘8”) 7260 7260 (23‘10”) (23‘10”) 2400 2400 (7‘10”) (7‘10”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-6

M1U1-12-003

2.81 m (9 ft 3 in) Arm Backhoe Shovel 8240 8390 (27’0”) (27’6”) 5430 5570 (17’10”) (18’3”) 8570 8770 (28‘1”) (28‘9”) 6170 6260 (20‘3”) (20‘6”) 2950 2950 (9‘8”) (9‘8”) 7280 7280 (23‘11”) (23‘11”) 2660 2660 (8‘9”) (8‘9”)

GENERAL / Specifications ZX120-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

Shovel

2.10 m (6 ft 11 in) Arm Backhoe Shovel 7960 8110 (26’1”) (26’7”) 5150 5300 (16’11”) (17’5”) 8370 8560 (27‘6”) (28‘1”) 5960 6080 (19‘7”) (19‘11”) 2740 (9‘0”) 7660 7650 (25‘2”) (25‘1”) 2370 (7‘9”)

ZX120-3 2.52 m (8 ft 3 in) Arm Backhoe Shovel 8320 8460 (27’4”) (27’9”) 5570 5710 (18’3”) (18’9”) 8570 8770 (28‘1”) (28‘9”) 6160 6250 (20‘3”) (20‘6”) 2740 (9‘0”) 7660 (25‘2”) 2390 (7‘10”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-7

M1U1-12-003

3.01 m (9 ft 11 in) Arm Backhoe Shovel 8790 8920 (28’10”) (29’3”) 6060 6200 (19’11”) (20’4”) 8900 9100 (29‘2”) (29‘10”) 6490 6570 (21‘4”) (21‘7”) 2740 (9‘0”) 7670 (25‘2”) 2640 (8‘8”)

GENERAL / Specifications ZX130K-3, 130L-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

M1U1-12-003

Shovel

ZX130K-3 2.52 m (8 ft 3 in) K Arm Backhoe Shovel 8320 8460 (27’4”) (27’9”) 5570 5710 (18’3”) (18’9”) 8570 8770 (28‘1”) (28‘9”) 6160 6250 (20‘3”) (20‘6”) Standard 2740 (9‘0”) High-Grade 2870 (9’5”) 7660 (25‘2”) 2390 (7‘10”)

ZX130L-3 2.52 m (8 ft 3 in) Reinforcement Arm Backhoe Shovel 8320 8460 (27’4”) (27’9”) 5360 5500 (17’7”) (18’1”) 8780 8980 (28‘10”) (29‘6”) 6370 6460 (20‘11”) (21‘2”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-8

2950 (9‘8”) 7660 (25‘2”) 2390 (7‘10”)

GENERAL / Specifications ZX135US-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

Shovel

2.10 m (6 ft 11 in) Arm Backhoe Shovel 8020 8170 (26’4”) (26’10”) 5120 5260 (16’10”) (17’3”) 8960 9110 (29‘5”) (29‘11”) 6500 6810 (21‘4”) (22‘4”) 2780 (9‘1”) 7360 7370 (24‘2”) (24‘2”) 1990 (6‘6”)

ZX135US-3 2.52 m (8 ft 3 in) Arm Backhoe Shovel 8380 8530 (27’6”) (28’0”) 5530 5680 (18’2”) (18’8”) 9240 9390 (30‘4”) (30‘10”) 6780 7060 (22‘3”) (23‘2”) 2780 (9‘1”) 7370 (24‘2”) 2100 (6‘11”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-9

M1U1-12-003

3.01 m (9 ft 11 in) Arm Backhoe Shovel 8850 9000 (29’0”) (29’6”) 6020 6170 (19’9”) (20’3”) 9630 9790 (31‘7”) (32‘1”) 7180 7440 (23‘7”) (24‘5”) 2780 (9‘1”) 7380 (24‘3”) 2440 (8‘0”)

GENERAL / Specifications ZX135USK-3, 135USL-3 G

G

C

C

D

D

E

E

F

F A

A B

B

Backhoe

Model Category Item A: Maximum Digging mm Reach (ft⋅in) B: Maximum Digging mm Depth (ft⋅in) C: Maximum Cutting mm Height (ft⋅in) D: Maximum Dumping mm Height (ft⋅in) E: Transport Height mm (ft⋅in) F: Overall Transport mm Length (ft⋅in) G: Minimum Swing mm Radius (ft⋅in)

M1U1-12-003

Shovel

ZX135USK-3 2.52 m (8 ft 3 in) K Arm Backhoe Shovel 8380 8530 (27’6”) (28’0”) 5530 5680 (18’2”) (18’8”) 9240 9390 (30‘4”) (30‘10”) 6780 7060 (22‘3”) (23‘2”) 2870 (9‘5”) 7370 (24‘2”) 2100 (6‘11”)

ZX135USL-3 2.52 m (8 ft 3 in) Reinforcement Arm Backhoe Shovel 8380 8530 (27’6”) (28’0”) 5330 5480 (17’6”) (18’0”) 9440 9590 (31‘0”) (31‘6”) 6980 7260 (22‘11”) (23‘10”)

NOTE: The dimensions do not include height of the shoe lug (except Item E).

T1-1-10

2950 (9‘8”) 7470 (24‘6”) 2100 (6‘11”)

GENERAL / Component Layout MAIN COMPONENTS ZX110-3 class, 120-3 class

2

3

1

4 5 6 7 8 9 26 10

25 24

11 23

22

12 21

13 20

19

16

18

15

14

17

1 - Bucket Cylinder

T1R7-01-02-001

15 - Radiator

21 - Air Cleaner

16 - Battery 17 - Travel Device

22 - Center Joint 23 - Track Adjuster

4 - Swing Bearing

8 - 2-Spool Solenoid Valve Unit 9 - Hydraulic Oil Tank 10 - Pilot Filter/ Pilot Relief Valve 11 - Pump Device

18 - Fuel Cooler

5 - Swing Device 6 - Fuel Tank

12 - Engine 13 - Intercooler

19 - Oil Cooler 20 - Signal Control Valve

24 - Pilot Shut-Off Solenoid Valve 25 - Travel Pilot Valve 26 - Front Attachment / Swing Pilot Valve

7 - Control Valve

14 - Air Conditioner Condenser

2 - Arm Cylinder 3 - Boom Cylinder

T1-2-1

GENERAL / Component Layout ZX135US-3 class

1

2

3 4 5 6 7 8 9 10

22 11 21 12

20 19

13 18

14

17 16 1 - Bucket Cylinder 2 - Arm Cylinder 3 - Boom Cylinder

7 - Fuel Tank 8 - Hydraulic Oil Tank 9 - Swing Device

13 - Intercooler 14 - Air Conditioner Condenser 15 - Radiator

4 - Signal Control Valve

10 - Pump Device

16 - Battery

5 - 2-Spool Solenoid Valve Unit 6 - Control Valve

11 - Engine

17 - Fuel Cooler

12 - Center Joint

T1-2-2

15

T1R7-01-02-002

18 - Air Cleaner 19 - Oil Cooler 20 - Front Attachment/ Swing Pilot Valve 21 - Pilot Shut-Off Solenoid Valve 22 - Travel Pilot Valve

GENERAL / Component Layout ELECTRICAL SYSTEM (OVERVIEW) ZX110-3 class, 120-3 class 5 6 4 3 2

Relays Refer to T1-2-10.

1

7 8 9 10 11 12 17 13

16 15

14 T1R7-01-02-003

1 - Fuel Sensor

6 - Communication Aerial

2 - Hydraulic Oil Temperature Sensor 3 - 2-Spool Solenoid Valve Unit 4 - Solenoid Pump

7 - Battery

10 - Intake-Air Temperature Sensor 11 - ECM

8 - GPS (Global Positioning System) Aerial 9 - Air Filter Restriction Switch

12 - Atmospheric Pressure Sensor 13 - Pilot Shut-Off Solenoid Valve

5 - Rear View Camera

T1-2-3

14 - Wiper Motor 15 - Monitor Unit 16 - Horn 17 - Working Light

GENERAL / Component Layout ZX135US-3 class 5

4

6

3

7 2 1 8

Relays Refer to T1-2-10.

9 10

11

18 12 13 17 16 14

15

T1R7-01-02-004

1 - 2-Spool Solenoid Valve Unit 2 - Fuel Sensor 3 - Hydraulic Oil Temperature Sensor 4 - Solenoid Pump

6 - Rear View Camera

11 - Battery

15 - Wiper Motor

7 - Communication Aerial 8 - GPS (Global Positioning System) Aerial 9 - Air Filter Restriction Switch

12 - ECM 13 - MC

16 - Monitor Unit 17 - Horn

14 - Pilot Shut-Off Solenoid Valve

18 - Working Light

5 - Atmospheric Pressure Sensor

10 - Intake-Air Temperature Sensor

T1-2-4

GENERAL / Component Layout ELECTRICAL SYSTEM (IN CAB) ZX110-3 class, 120-3 class Rear Tray Refer to T1-2-7.

2

Switch Panel Refer to T1-2-9.

1 1-

Engine Stop Switch

2-

Radio

T1-2-5

T1V1-01-02-011

GENERAL / Component Layout ZX135US-3 class Rear Tray (Refer to T1-2-8.)

2

Switch Panel (Refer to T1-2-9.)

1

1 - Engine Stop Switch

2-

Radio

T1-2-6

T1V1-01-02-034

GENERAL / Component Layout ELECTRICAL SYSTEM (REAR TRAY) 1

ZX110-3 class, 120-3 class

2

3

T1V1-01-02-007

4

5

8

9

10

11

7

12

6

13

14

T1V1-01-02-009

19 123-

MC (Main Controller) Fuse Box

Dr. ZX Connector (Download Connector Using Combinedly) 4 - ICF (Information Controller) 5 - Satellite Communication Terminal (Optional)

18

17

16

15

67-

Security Relay (R5) Starter Cut Relay (R4)

11 - Pilot Shut-Off Relay (R12) 12 - Load Damp Relay (R1)

8-

OFF Relay (Air Conditioner) (R12)

13 - Wiper Relay (R6)

16 - Light Relay 2 (R8) 17 - ECM (Engine Control Module) Main Relay (R14) 18 - Washer Relay (R9)

9-

Security Horn Relay (R3)

14 - Light Relay 1 (R7)

19 - Horn Relay (R10)

10 - Air Conditioner Relay (R11)

15 - MAX HI Relay (Air Conditioner) (R13)

T1-2-7

GENERAL / Component Layout ZX135US-3 class 1

2 3 4

T1V1-01-02-035

18

5

17

6

16

7

15

8

14

9

13

10

12

11

T1V1-01-02-036

1-

Satellite Communication Terminal (Optional) 2 - Dr. ZX Connector (Download Connector Using Combinedly) 3 - Fuse Box 4 - ICF (Information Controller)

6 - Light Relay 1 (R7)

11 - Horn Relay (R10)

15 - Security Horn Relay (R3)

12 - Security Relay (R5)

16 - Air Conditioner Relay (R11)

13 - Starter Cut Relay (R4) 14 - OFF Relay (Air Conditioner) (R12)

17 - Pilot Shut-Off Relay (R2) 18 - Load Damp Relay (R1)

5-

7 - MAX HI Relay (Air Conditioner) (R13) 8 - Light Relay 2 (R8) 9 - ECM (Engine Control Module) Main Relay (R14) 10 - Washer Relay (R9)

Wiper Relay (R6)

T1-2-8

GENERAL / Component Layout ELECTRICAL SYSTEM (SWITCH PANEL)

3

4

5 2 1

6

9

8

7

1 - Wiper / Washer Switch

4 - Auto-Idle Switch

6-

Travel Mode Switch

2 - Working Light Switch

5 - Power Mode Switch

7-

Key Switch

3 - Engine Control Dial

T1-2-9

T1V1-01-02-037

8-

Overhead Window Washer Switch (Optional) 9 - Overhead Window Wiper Switch (Optional)

GENERAL / Component Layout ELECTRICAL SYSTEM (RELAYS)

5

4

6

3 2

7

1

T1R7-01-02-008

1 - Battery

3 - Fusible Link (45 A)

2 - Fusible Link (65 A)

4 - Battery Relay

5 - Fresh Air Temperature Sensor 6 - Starter Relay

T1-2-10

7 - Glow Relay

GENERAL / Component Layout ENGINE 1 2

T1T1-01-02-005

3

5

4

6

7 8 9

13 12 T1T1-01-02-003

11

10 T1T1-01-02-004

1 - EGR (Exhaust Gas Recirculation) Valve 2 - Glow Plug 3 - Cam Angle Sensor 4 - Coolant Temperature Sensor

5 - Overheat Switch

8 - Boost Temperature Sensor

6 - Injector

9 - Common Rail Pressure Sensor 10 - Crank Speed Sensor

7 - Boost Pressure Sensor

T1-2-11

11 - Hydraulic Oil Pressure Sensor 12 - Fuel Temperature Sensor 13 - Supply Pump Actuator

GENERAL / Component Layout PUMP DEVICE 1

2

3

T1R7-01-02-005

7

6

5

4

8

T1R7-04-05-001

9

Blade Pump (Optional) 2

1

3

T1R7-01-02-006

10

1 - Pilot Pump 2 - Pump 2 3 - Pump 1

7

6

5

4

8

9

T1R7-04-05-002

4 - Pump 1 Control Pressure Sensor 5 - Torque Control Solenoid Valve 6 - Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

7 - Pump 2 Control Pressure Sensor 8 - Pump 2 Delivery Pressure Sensor

T1-2-12

9 - Pump 1 Delivery Pressure Sensor 10 - Blade Pump (Optional)

GENERAL / Component Layout SWING DEVICE

CONTROL VALVE 2

3

1

4

5

T176-01-02-003 T176-01-02-002

SIGNAL CONTROL VALVE

2-SPOOL SOLENOID VALVE UNIT

6

8

7

9

T1R7-01-02-007

T178-03-06-015

1 - Pressure Sensor (Front Attachment) 2 - Swing Relief Valve

4-

Main Relief Valve

6-

Pressure Sensor (Swing)

8-

Solenoid Valve Unit (SC)

5-

Pressure Sensor (Boom Raise)

7-

Pressure Sensor (Travel)

9-

Solenoid Valve Unit (SI)

3 - Pressure Sensor (Arm Roll-In)

T1-2-13

GENERAL / Component Layout TRAVEL DEVICE

BLADE CONTROL VALVE (OPTIONAL)

1 2

T155-01-01-006

3

T1SM-01-02-007

1 - Counterbalance Valve

2 - Travel Relief Valve

3 - Overload Relief Valve (Blade)

T1-2-14

GENERAL / Component Specifications ENGINE Manufacturer.................................................. ISUZU Model ............................................................. 4JJ1XYSA-03 Type ............................................................... Diesel, 4-Cycle, Water-cooled, Over Head Valve Direct Injection Type, Exhaust Turbo Charged Type Cyl. No.- Bore × Stroke .................................. 4-95.4 mm×104.9 mm (3.76 in×4.13 in) Piston Displacement ...................................... 2999 cm3 (183 in3) Rated Output.................................................. 67.5 kW/1800 min-1 (92 PS/1800 rpm) HP Mode: 69.5 kW / 2000 min-1 (94 PS / 2000 rpm) Compression Ratio ........................................ 17.5 Dry Weight ..................................................... 320 kg (705 lb) Firing Order.................................................... 1-3-4-2 Rotation Direction .......................................... Clockwise (Viewed from the fan side) COOLING SYSTEM Cooling Fan ................................................... Dia. 650 mm (25.6 in), 5 Blades, Draw-in Type, Synthetic Resin, with Fan Ring and Safety Net Fan Pulley Ratio............................................. Belt Driven Rotation Ratio: 0.87 Thermostat ..................................................... Cracking Temperature at Atmospheric Pressure: 92 °C (198 °F) Water Pump ................................................... Centrifugal Type LUBRICATION SYSTEM Lubrication Pump Type .................................. Gear Pump Oil Filter.......................................................... Full-Flow Paper Element Type with Bypass Oil Cooler ....................................................... Water Cooled Integral Type STARTING SYSTEM Motor ..............................................................Magnetic Pinion Shift Reduction Type Voltage / Output .............................................24 V / 4 kW PREHEAT SYSTEM Preheating Method.........................................Glow Plug (24V, QOS II Type) ENGINE STOP SYSTEM Stop Method................................................... Fuel Shut-Off (Electronic Control)

T1-3-1

GENERAL / Component Specifications ALTERNATOR Type ............................................................... Regulator Integrated AC Type, Brushless Voltage / Output ............................................. 24 V / 50 A (Brushless) SUPERCHARGING SYSTEM Type ............................................................... Exhaust-Turbocharger Type RHF5 Type without Weight Gate FUEL SYSTEM Type ...............................................................Common Rail Type HP3 Type Governor ........................................................Electronic All Speed Control Injection Nozzle ............................................Electrical Multi-Hole Injector PERFORMANCE IMPORTANT: This list shows design specifications, which are not servicing standards. Fuel Consumption Ratio ................................ 217 g/kW/h (295 g/PS⋅h) at 69.5 kW / (at Full Load: 2000 min-1) 215 g/kW/h (292 g/PS⋅h) at 67.5 kW / (at Working Load: 1800 min-1) Maximum Output Torque................................ 375±19 N⋅m (38±2 kgf⋅m, 275±15 lbf⋅ft) at approx. 1600 min-1 Compression Pressure .................................. 3 MPa (31 kgf/cm2, 440 psi) at 200 min-1 Valve Clearance (Inlet / Exhaust) .................. 0.15 / 0.15 mm (when cool) No Load Speed ............................................ Slow: (at Full Load: 800±20 min-1) Fast: (at Full Load: 2000±20 min-1) (at Working Load: 1800±20 min-1)

T1-3-2

GENERAL / Component Specifications Engine Performance Curve (4JJ1XYSA-03) Test Condition: 1. In conformity with JIS D1005 (Performance Test Method for Diesel Engine Used for Construction Machinery) under standard atmospheric pressure. 2. Equipped with the fan and the alternator. 450 400 350 300 250 200 150 Output (kW)

Torque (N⋅m)

80 70 60 50 40 30 20 10 0 260 Fuel Consumption Ratio (g/kW⋅h) 240 220 800

1000

1200

1400

1600 -1

1800

Engine Speed min (rpm)

T1-3-3

2000

200 T1R7-01-03-001

GENERAL / Component Specifications ENGINE ACCESSORIES RADIATOR ASSEMBLY Type ...............................................................Parallel Type Weight ............................................................42 kg (93 lb) Radiator Oil Cooler Capacity ......................................................... 6.1 L (1.6 US gal.) 8.4 L (2.2 US gal.) Air-Tight Test Pressure .................................. 100 kPa (1.0 kgf/cm2, 14.5 psi) 1500 kPa (15 kgf/cm2, 218 psi) Cap Opening Pressure .................................. 49 kPa (0.5 kgf/cm2, 7 psi) − Intercooler Capacity ......................................................... 7.5 L (2.0 US gal.) Air-Tight Test Pressure .................................. 250 kPa (2.6 kgf/cm2, 37 psi) Cap Opening Pressure .................................. − FUEL COOLER Weight ............................................................ 0.7 kg (1.5 lb) Core Type....................................................... Wavy Fin Capacity ......................................................... 0.2 L (0.05 US gal.) BATTERY Type ............................................................... 80D26R-MF Capacity ......................................................... 55 Ah (5-Hour Rate) Voltage ........................................................... 12 V Weight ............................................................ 17.7 kg (40 lb)×2 SOLENOID PUMP Manufacture Product No................................ B6952B-00-00 Rated Voltage ................................................ DC 24 V

T1-3-4

GENERAL / Component Specifications HYDRAULIC COMPONENT MAIN PUMP Type ............................................................... Swash Plate Type, Variable Displacement Axial Plunger Pump HPK055AT-RH17A REGULATOR Type ............................................................... Hydraulic Pressure Operated Type PILOT PUMP Type ............................................................... Fixed Displacement Type Gear Pump BLADE PUMP (OPTIONAL) Type ............................................................... Fixed Displacement Type Gear Pump CONTROL VALVE Type ............................................................... Pilot Pressure Operated Type (4-Spool + 5-Spool) Main Relief Set-Pressure............................... Normal: 34.3 MPa (350 kgf/cm2, 4980 psi) at 80 L/min (21.1 US gpm) Overload Relief Set-Pressure ........................ 37.3 MPa (380 kgf/cm2, 5400 psi) at 50 L/min (13.2 US gpm) (Boom, Arm Roll-In, Bucket Roll-In) 39.2 MPa (400 kgf/cm2, 5690 psi) at 50 L/min (13.2 US gpm) (Arm Roll-Out, Bucket Roll-Out) BLADE CONTROL VALVE (OPTIONAL) Type ............................................................... Pilot Pressure Operated Type Overload Relief Set-Pressure ........................ 27.5MPa (280 kgf/cm2, 3980 psi) at 50 L/min (13.2 US gpm) 39.2 MPa (400 kgf/cm2, 5400 psi) at 50 L/min (13.2 US gpm) BLADE MAIN RELIEF VALVE (OPTIONAL) Set-Pressure .................................................. 20.6 MPa (210 kgf/cm2, 2990 psi) at 34.4 L/min (9.1 US gpm)

T1-3-5

GENERAL / Component Specifications SWING DEVICE Type .......................................................... Two-Stage Reduction Planetary Gear Reduction Gear Ratio ............................... 16.155 SWING MOTOR Type .......................................................... Swash Plate Type, Fixed Displacement Axial Plunger Motor VALVE UNIT Type .......................................................... Non Counterbalance Valve Type Relief Set-Pressure................................... 31.3 MPa (320 kgf/cm2, 4550 psi) SWING PARKING BRAKE Type .......................................................... Wet-Type Spring Set Hydraulic Released Multi-Disc Brake Release Pressure ................................... 1.87 MPa (19.1 kgf/cm2, 271 psi): Cracking pressure 2.52 MPa (25.7 kgf/cm2, 366 psi): Full open TRAVEL DEVICE Type .......................................................... Two-Stage Reduction Planetary Gear Reduction Gear Ratio ............................... 48.846 (ZX110-3/120-3) 57.263 (ZX135US-3) TRAVEL MOTOR Type .......................................................... Swash-Plate Type, Variable Displacement Axial Plunger Motor TRAVEL BRAKE VALVE Type .......................................................... Counterbalance Valve Type Relief Set Pressure ................................... 34.8+2.00 MPa (355+200 kgf/cm2, 5050+2850 psi) at 40 L/min-1 TRAVEL PARKING BRAKE Type .......................................................... Wet-Type Spring Set Hydraulic Released Multi-Disc Brake

T1-3-6

GENERAL / Component Specifications CYLINDER ZAXIS110-3: Boom Rod Diameter............................................ 70 mm (2.76″) Cylinder Bore ............................................ 95 mm (3.74″) Stroke ........................................................ 942 mm (3′ 1″) Fully Retracted Length.............................. 1428 mm (4′ 8″) Plating Thickness...................................... 30 μm (1.18 μin) Weight ....................................................... 98 kg (216 lb)

Arm 75 mm (2.95″) 105 mm (4.13″) 1040 mm (3′ 5″) 1525 mm (5′ 0″) 30 μm (1.18 μin) 123 kg (271 lb)

Bucket 65 mm (2.56″) 95 mm (3.74″) 875 mm (2′10″) 1350 mm (4′ 5″) 30 μm (1.18 μin) 91 kg (201 lb)

ZAXIS120-3: Boom Rod Diameter............................................ 70 mm (2.76″) Cylinder Bore ............................................ 105 mm (4.13″) Stroke ........................................................ 941 mm (3′ 1″) Fully Retracted Length.............................. 1448 mm (4′ 9″) Plating Thickness...................................... 30 μm (1.18 μin) Weight ....................................................... 107 kg (236 lb)

Arm 80 mm (3.1″) 115 mm (4.53″) 1135 mm (3′ 9″) 1650 mm (5′ 5″) 30 μm (1.18 μin) 155 kg (340 lb)

Bucket 70 mm (2.76″) 100 mm (3.9″) 875 mm (2′10″) 1350 mm (4′ 5″) 30 μm (1.18 μin) 100 kg (220 lb)

ZAXIS135US-3: Boom Rod Diameter............................................ 70 mm (2.76″) Cylinder Bore ............................................ 105 mm (4.13″) Stroke ........................................................ 995 mm (3′ 3″) Fully Retracted Length.............................. 1503 mm (4′11″) Plating Thickness...................................... 30 μm (1.18 μin) Weight ....................................................... 107 kg (240 lb)

Arm 80 mm (3.1″) 115 mm (4.53″) 1127 mm (3′ 8″) 1650 mm (5′ 5″) 30 μm (1.18 μin) 155 kg (340 lb)

Bucket 70 mm (2.76″) 100 mm (3.9″) 875 mm (2′ 10″) 1350 mm (4′ 5″) 30 μm (1.18 μin) 100 kg (220 lb)

Blade Cylinder (Optional) Rod Diameter............................................ 70 mm (2.76″) Cylinder Bore ............................................ 100 mm (3.94″) Stroke ........................................................ 220 mm (8.66″) Fully Retracted Length.............................. 658 mm (2′ 2″) Plating Thickness...................................... 30 μm (1.18 μin) Weight ....................................................... 49 kg (108 lb) FRONT ATTACHMENT PILOT VALVE Model ........................................................ HVP06J-040-101 TRAVEL PILOT VALVE Model ........................................................ HVP05S-040-101 BLADE PILOT VALVE (OPTIONAL) Model ........................................................ RCV8C1030

T1-3-7

GENERAL / Component Specifications 2-SPOOL SOLENOID VALVE UNIT Function ......................................................... ⋅ SC : Arm Regenerative Control ⋅ SI : Travel Motor Displacement Angle Control SIGNAL CONTROL VALVE Model ............................................................. KVSS-10-H PILOT SHUT-OFF VALVE Type ............................................................... ON/OFF Solenoid Valve OIL COOLER BYPASS CHECK VALVE Cracking Pressure ......................................... 392±78 kPa (4±0.8 kgf/cm2, 57±11 psi) at 5 L/min FILTER Engine Oil Filter ............................................. ISUZU 8973243861 Fuel Filter ....................................................... ISUZU 8980945460 Filtration Air Cleaner ..................................................... − Full-Flow Filter ............................................... β10≥3.0 Suction Filter .................................................. 177 μm (80 mesh) Pilot Filter ....................................................... 10≥1.4

T1-3-8

GENERAL / Component Specifications ELECTRICAL COMPONENT BATTERY RELAY Parts No. ........................................................ ISUZU 8943795431 Voltage / Current ............................................24 V / 100 A STARTER CUT-OFF RERAY Parts No. ........................................................ ISUZU 89800056310 Voltage ........................................................... 24 V GLOW RELAY Parts No. ........................................................ ISUZU 8944607060 Voltage ........................................................... 24 V HYDRAULIC OIL TEMPERATURE SENSOR Operating Temperature .................................. -30 to 120 °C (-22 to 248 °F) AIR CLEARNER RESTRICTION SWITCH Operating Pressure........................................ 62.2±0.60 kPa HORN Voltage / Current ............................................ 24 V⋅2.5+0.5-1 A Sound Pressure ............................................. 113±5 dB (A) @2 m ILLUMINATION Specifications ................................................. Working Light: Halogen 24V, 70 W / 60 W Cab Light: 24 V, 10 W

T1-3-9

GENERAL / Component Specifications AIR CONDITIONER Refrigerant ................................................... 134 a Cooling Ability ................................................ 19.3 MJ/h (4600 kcal/h) or More Cool Air Volume ............................................. 550 m3/h or More Heating Ability ................................................ 21.0 MJ/h (5000 kcal/h) or More Warm Air Volume ........................................... 500 m3/h or More Temperature Adjusting System ...................... Electronic Type Refrigerant Quantity....................................... 850±50 g Compressor Oil Quantity ............................... 210 cm3

T1-3-10

MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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SECTION 2

SYSTEM —CONTENTS— Group 5 Electrical System

Group 1 Controller Outline ...................................................... T2-1-1

Outline ...................................................... T2-5-1

Can (Network Provided for Machine)........ T2-1-2

Main Circuit............................................... T2-5-2

MC: Main Controller.................................. T2-1-4

Electric Power Circuit (Key Switch: OFF).. T2-5-4

ECM: Engine Control Module ................. T2-1-20

Accessory Circuit ...................................... T2-5-6

ICF: Information Controller ..................... T2-1-22

Starting Circuit (Key Switch: START) ........ T2-5-8

Outline .................................................... T2-1-25

Charging Circuit (Key Switch: ON) .......... T2-5-10 Serge Voltage Prevention Circuit ............ T2-5-14 Pilot Shut-Off Circuit (Key Switch: ON) ... T2-5-16

Group 2 Control System Outline ...................................................... T2-2-1

Security Lock Circuit ............................... T2-5-18

Engine Control.......................................... T2-2-4

Engine Stop Circuit (Key Switch: OFF) ... T2-5-20

Pump Control ......................................... T2-2-26

Security Horn Circuit ............................... T2-5-22

Valve Control .......................................... T2-2-40

Working Light Circuit............................... T2-5-24

Other Controls ........................................ T2-2-54

Wiper Circuit ........................................... T2-5-26

Group 3 ECM System Outline ...................................................... T2-3-1 Fuel Injection Control ............................... T2-3-2 Engine Start Control ............................... T2-3-10 EGR (Exhaust Gas Recirculation) Control.................................................. T2-3-12 Fuel Injection Amount Correction............ T2-3-14 Engine Stop Control................................ T2-3-16

Group 4 Hydraulic System Outline ...................................................... T2-4-1 Pilot Circuit ............................................... T2-4-2 Main Circuit ............................................ T2-4-12

1R7T-2-1

(Blank)

1R7T-2-2

SYSTEM / Controller OUTLINE The controllers are provided for each control respectively. Each controller is connected by using CAN (network provided for machine) in order to display on the monitor unit in the cab or the monitoring of the machine overall condition including the engine.

• MC：Main Controller • ECM：Engine Control Module • ICF：Information Controller • Monitor Unit

Satellite Terminal (Optional)

Dr.ZX

ICF

Monitor Unit

ECM

CAN Bus Line MC

T1R7-02-01-003

NOTE: CAN (CAN Bus Line)

T2-1-1

SYSTEM / Controller CAN (NETWORK MACHINE)

PROVIDED

FOR

MC, ECM, ICF and the monitor unit are connected by using CAN bus line and communicate the signal and data each other. CAN bus line consists of two wires, CAN High and CAN Low. Each controller judges the CAN bus line level due to potential difference between CAN High and CAN Low. Each controller arranges the CAN bus line level and sends the signal and the data to other controllers.

Satellite Terminal (Optional)

Dr.ZX

ICF

Monitor Unit

ECM

CAN Bus Line MC

T1R7-02-01-003

T2-1-2

SYSTEM / Controller (Blank)

T2-1-3

SYSTEM / Controller MC: MAIN CONTROLLER Function Outline Engine Control • Engine Control Dial Control MC sends the signal to ECM according to the position of the engine control dial and controls the engine speed. When all control levers are in neutral with the engine control dial at the fast idle position, MC sends the signal to ECM and reduces engine speed by 100 min–1 from the fast idle speed.

• HP Mode Control Average Delivery Pressure of Pumps 1 and 2: High Engine Control Dial: Set engine speed at 1500 min-1 or faster. Power Mode Switch: HP Mode Position When operating boom raise and arm roll-in on the conditions above, MC sends the signal to ECM and increases engine speed beyond the set speed by the engine control dial in order to increase engine output power.

• Travel HP Mode Control Average Delivery Pressure of Pumps 1 and 2: High Engine Control Dial: Fast Idle Position Travel Mode Switch: Fast When operating travel on the conditions above, MC sends the signal to ECM and increases engine speed beyond the set speed by the engine control dial in order to increase travel speed. When operating the front attachment at the same time, this control becomes ineffective.

T2-1-4

• E Mode Control Condition: Both Pump Control Pressure and Pump Average Delivery Pressure: Low Both Pump Control Pressure and Pump Average Delivery Pressure: High Pump Control Pressure: Low and Pump Average Delivery Pressure: High Engine Control Dial: Set engine speed at 1800 min-1 or faster. Power Mode Switch: E Mode Position On the conditions above, MC sends the signal to ECM and decreases engine speed below the set speed by the engine control dial. Pump Control Pressure: High and Pump Average Delivery Pressure: Low On the conditions above, MC sends the signal to ECM and increases engine speed 200 min-1 beyond the set speed by the engine control dial.

SYSTEM / Controller

MC Engine Control Dial

Power Mode Switch CAN Bus Line

HP Mode

To ICF, Monitor Unit

E Mode

Engine Speed Signal

Travel Mode Switch (Fast)

ECM Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

Pressure Sensor Travel Front Attachment

Boom Raise

Pump 2 Control Pressure Sensor

Arm Roll-In

Pump 1 Control Pressure Sensor

T1V1-02-01-039

T2-1-5

SYSTEM / Controller • Auto-Idle Control

• Attachment Operation Speed Increase Control

All Control Levers: Neutral Position Auto-Idle Switch: ON On the conditions above, MC sends the signal to ECM and set engine speed to the auto-idle speed. When operating the engine control dial, shifting the power mode switch (E mode to P mode or P mode to E mode) or operating front attachment/travel, auto-idle control is deactivated.

• Hydraulic Oil Temperature Auto-Warming Up Control For 12 minutes after the engine starts or when hydraulic oil temperature is below 0 °C (32 °F), MC sends the signals to ECM according to the signals from the key switch and the hydraulic oil temperature sensor. ECM increases the engine speed to the hydraulic oil temperature auto-warming up speed.

• Radiator Coolant Temperature Auto-Warming Up Control After the engine starts, ECM sends the signals equivalent to radiator coolant temperature to MC. MC sends the signal speed to ECM. ECM increases the engine speed to the radiator coolant temperature auto-warming up speed.

• Heater Control

Coolant Temperature: Less than 5 °C (41 °F) Pump Control Pressure of Pumps 1 and 2: 0.5 MPa (5.1 kgf/cm2, 73 psi) or less Engine Control Dial: Fast Idle Position When the engine starts on the conditions above, MC sends the signal to ECM and increases engine speed beyond the fast idle speed.

T2-1-6

(Optional) Dr. ZX: Set the speed to a faster (+) attachment operating speed in the service mode. Engine Control Dial: Fast Idle Position Power Mode Switch: HP Mode When the attachment is operated on the conditions above, MC sends the signals to ECM. ECM increases engine speed to the attachment operating speed set by Dr. ZX.

• Attachment Operation Speed Limit Control (Optional) Dr. ZX: Set the speed to a slower (−) attachment operating speed in the service mode. When the attachment is operated on the conditions above, MC sends the signals to ECM. ECM increases engine speed to the attachment operating speed set by Dr. ZX.

SYSTEM / Controller

Key Switch

MC Engine Control Dial

Hydraulic Oil Temperature Sensor Auto-Idle Switch

Power Mode Switch HP Mode

CAN Bus Line

E Mode

To ICF Set by Dr. ZX (via ICF)

P Mode

Engine Speed Signal Coolant Temperature Sensor ECM

Pressure Sensor Travel Front Attachment Auxiliary (Optional) Coolant Temperature Pump 2 Control Pressure Sensor Signal Pump 1 Control Pressure Sensor

T1V5-02-01-008

T2-1-7

SYSTEM / Controller Pump Control • Speed Sensing Control MC calculates difference between engine speed set by the engine control dial and actual engine speed detected by ECM. MC sends the signal to the torque control solenoid valve in order to control pilot pressure oil to the pump regulator. The pump delivery flow rate is changed due to engine speed so that engine output power can be used effectively.

• Travel Torque-Up Control When engine speed set by the engine control dial is slow, MC calculates by using the signals from the travel pressure sensor and the pump 1, 2 delivery pressure sensors. MC sends the signal to the torque control solenoid valve in order to control pilot pressure oil to the pump regulator. As one pump delivery flow rate increases, both pumps delivery flow rates become equal. Consequently, mistrack is prevented during single travel operation.

• Attachment Pump Torque Decrease Control (Optional) When attachment pump torque control is effective on Dr. ZX, the attachment (secondary crusher or primary crusher) is operated and pump average delivery pressure becomes high, MC drives the torque control solenoid valve according to the signal from the pump 1, 2 delivery pressure sensors. Pilot pressure from the torque control solenoid valve decreases pump 1, 2 delivery flow rate and controls pump 1, 2 driving power (pump torque) in order not to exceed engine output power. This control prevents hydraulic oil temperature from rising when the attachment is used.

• Pump 1 Flow Rate Limit Control (Optional) When the attachment (mainly a vibrating hammer) is used with the travel control lever in neutral, MC drives the maximum pump 1 flow rate limit control solenoid valve according to the signal from the pressure sensor (auxiliary) and decreases maximum flow rate of pump 1.

T2-1-8

• Pump 2 Flow Rate Limit Control (Optional) When the attachment (mainly a breaker) is used, MC drives the maximum pump 2 flow rate limit control solenoid valve according to the signal from the pressure sensor (auxiliary) and decreases maximum flow rate of pump 2.

• Pump 3 Flow Rate Limit Control (Optional) As for the machine with pump 3 equipped, MC drives the torque control solenoid valve according to the signal from the pump 3 delivery pressure sensor, decreases delivery flow rate of pumps 1, 2, and controls pump 1, 2 and 3 driving power (pump torque) in order not to exceed engine power.

SYSTEM / Controller

MC CAN Bus Line

Engine Control Dial

ICF, Monitor Unit

Pressure Sensor Auxiliary

Set by Dr. ZX (via ICF)

Travel

ECM

Pump 1 Delivery Pressure Sensor Pump 2 Delivery Pump 3 Delivery Pressure Sensor Pressure Sensor

Actual Engine Speed

Torque Control Solenoid Valve

Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

Maximum Pump 1 Flow Rate Limit Control Solenoid Valve

T1V1-02-01-041

T2-1-9

SYSTEM / Controller Valve Control • Arm Regenerative Control Condition: Either Pump 1 and 2 Delivery Pressure: Low Combined Operation of Swing or Boom Raise and Arm Roll-In On the conditions above, MC drives solenoid valve unit (SC) according to the signals from the pump 1, 2 delivery pressure sensors and the pressure sensors (swing, arm roll-in and boom raise), outputs pilot pressure, and shifts the arm regenerative valve and the arm flow rate control valve. The arm regenerative valve closed the returning circuit to the hydraulic oil tank from the arm cylinder rod side, and supplies pressure oil to the arm cylinder bottom side. Consequently, the speed of arm roll-in increases and hesitation during arm roll-in operation is prevented. The arm flow rate control valve controls pressure oil to the arm 2 parallel circuit, supplies pressure oil to the boom 1 spool, and keeps boom raise speed. (Refer to SYSTEM / Control System.)

T2-1-10

SYSTEM / Controller CAN Bus Line

MC

To ICF, Monitor Unit From Pilot Pump

SI SC

Pressure Sensor Swing Boom Raise

To Arm Regenerative Valve (Control Valve)

Arm Roll-In

To Arm Flow Rate Control Valve (Control Valve)

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

T1R7-02-01-001

T2-1-11

SYSTEM / Controller • Travel Motor Displacement Angle Control Condition: Either Pump 1 and 2 Delivery Pressure: Low Either Pump 1 and 2 Control Pressure: High Travel Mode Switch: Fast When operating travel on the conditions above, MC drives solenoid valve unit (SI) according to the signals from the pressure sensor (travel), the pump 1, 2 delivery pressure sensors and the pump 1, 2 control pressure sensors. When pilot pressure from solenoid valve unit (SI) acts on the travel motor displacement angle control valve, reduces the displacement angle of the travel motor, and increases travel speed.

T2-1-12

SYSTEM / Controller

Travel Mode Switch

MC

Fast

Pressure Sensor Travel

To ICF CAN Bus Line

Solenoid Valve Unit

Travel Device From Pilot Pump

SI

Pump 2 Delivery Pressure Sensor

Displacement Angle Control Valve Pump 1 Delivery Pressure Sensor

Pump 2 Control Pressure Sensor

Pump 1 Control Pressure Sensor

T1R7-02-01-004

T2-1-13

SYSTEM / Controller • HSB Breaker Control (Optional) As for the machine with HSB breaker equipped, when breaker 1 is selected on the monitor unit or is set by Dr. ZX, MC drives the selector valve control solenoid valve and the secondary pilot relief pressure control solenoid valve. Pilot pressure from the selector valve control solenoid valve shifts the selector valve and connects the returning circuit in the breaker to the hydraulic oil tank. Pilot pressure from the secondary pilot relief pressure control solenoid valve shifts the secondary pilot relief pressure control valve and reduces the relief set pressure in the breaker circuit.

• NPK Breaker Control (Optional) As for the machine with NPK breaker equipped, when breaker 2 is selected on the monitor unit or is set by Dr. ZX, MC drives the selector valve control solenoid valve and the accumulator control solenoid valve. Pilot pressure from the selector valve control solenoid valve shifts the selector valve and connects the returning circuit in the breaker to the hydraulic oil tank. Pilot pressure from the accumulator control solenoid valve shifts the accumulator control valve, connects the accumulator to the circuits in the breaker cylinder bottom side and rod side, reduces shock of oil pressure, and buffers vibration when the breaker is used.

T2-1-14

SYSTEM / Controller Accumulator Control Valve

Breaker Monitor Unit

Accumulator

MC

Selector Valve

• Attachment Selection Signal • Pump 2 Flow Rate

Secondary Pilot Relief Pressure Valve

Fine Adjustment Signal

• Attachment

From Control Valve

Selection Signal

Secondary Pilot Relief Pressure Control Valve

ICF Dr.ZX

From Pilot Pump

CAN Bus Line

Secondary Pilot Relief Pressure Control Solenoid Valve

Selector Valve Control Solenoid Valve

Accumulator Control Solenoid Valve

Maximum Pump 2 Flow Rate Limit Solenoid Valve

NOTE: Flow rate of the maximum pump 2 flow rate limit solenoid valve can be adjusted finely on the monitor unit.

T2-1-15

T1V5-02-01-003

SYSTEM / Controller • Secondary Crusher Control (Optional) As for the machine with the secondary crusher equipped, when secondary crusher 1 is selected on the monitor unit or is set by Dr. ZX, MC drives the auxiliary flow combiner solenoid valve. When operating the secondary crusher, pilot pressure from the attachment pilot valve shifts the bypass shut-out valve and the auxiliary flow combiner valve through the auxiliary flow combiner solenoid valve. When pressure oil from pump 1 is combined with pressure oil from pump 2 through the auxiliary flow combiner valve. Therefore, combined pressure oil flows to the auxiliary spool and the secondary crusher operating speed increases. When operating combined operation of arm roll-out, arm roll-out + boom raise, swing or travel and secondary crusher, MC drives the auxiliary flow rate control solenoid valve according to the signals from the pressure sensors (auxiliary, arm roll-out, boom raise, swing or travel) so that pressure oil to the secondary crusher is restricted.

• Primary Crusher Control (Optional) As for the machine with the primary crusher equipped, when primary crusher 1 is selected on the monitor unit or is set by Dr. ZX, MC drives the auxiliary flow combiner solenoid valve. When operating the primary crusher, pilot pressure from the attachment pilot valve shifts the bypass shut-out valve and the auxiliary flow combiner valve through the auxiliary flow combiner solenoid valve. When pressure oil from pump 1 is combined with pressure oil from pump 2 through the auxiliary flow combiner valve. Therefore, combined pressure oil flows to the auxiliary spool and the primary crusher operating speed increases. When operating combined operation of arm roll-out, arm roll-out + boom raise, swing or travel and primary crusher, MC drives the auxiliary flow rate control solenoid valve according to the signals from the pressure sensors (auxiliary, arm roll-out, boom raise, swing or travel) so that pressure oil to the primary crusher is restricted. As the primary crusher is heavier than the secondary crusher, when operating combined operation of arm roll-out or arm roll-out + boom raise and primary crusher, MC restricts flow rate of the auxiliary flow rate control solenoid valve further, and gives priority to operation of arm roll-out or arm roll-out + boom raise.

T2-1-16

SYSTEM / Controller

Secondary Crusher Cylinder

Monitor Unit

MC

Selector Valve From Pump 1 Auxiliary Flow Combiner Valve

• Attachment Selection Signal • Auxiliary Flow Rate Control

Control Valve

Solenoid Valve Fine Adjustment Signal

• Attachment

Selection

Signal

ICF CAN Bus Line

Dr.ZX

Auxiliary Flow Rate Control Solenoid Valve

Pressure Sensor Travel

From Pilot Pump

Swing Boom Raise

Auxiliary Flow Rate Control Valve

Arm Roll-Out Auxiliary

From Attachment Pilot Valve Auxiliary Flow Combiner Solenoid Valve

Bypass Shut-Out Valve

From Pump 2

T1V5-02-01-004

NOTE: The illustration shows secondary crusher 1.

the

circuit

of

T2-1-17

SYSTEM / Controller Other Controls • Rear Monitoring Display Selection Control MC shifts the monitor unit into the back-screen display according to the signal from the pressure sensor (travel) or the rear monitoring switch (optional).

• Travel Alarm Control (Optional) While MC receives the signal from the pressure sensor (travel), MC outputs the signal to the travel alarm system and sounds the buzzer.

• Swing Alarm Control (Optional) While MC receives the signal from the pressure sensor (swing), MC outputs the signal to the swing alarm system, sounds the buzzer, and turns on the beacon light.

T2-1-18

SYSTEM / Controller Monitor Unit

MC

Rear Monitoring Switch (Optional)

To ICF

Back-Screen CAN Bus Line

Buzzer Deactivation Switch Travel Alarm System (Optional) (Optional) Pressure Sensor Travel Swing

Buzzer (Optional) Swing Alarm Relay (Optional)

Buzzer (Optional) Beacon Light (Optional)

T1V1-02-01-046

T2-1-19

SYSTEM / Controller ECM: ENGINE CONTROL MODULE Function Outline • Fuel Injection Control ECM detects the engine operating condition according to the signals from each sensor and MC and controls the fuel injection.

• Engine Start Control ECM controls time for continuity of electrical current for the glow plug according to coolant temperature and improves the starting of engine.

• EGR Control ECM decides EGR gas amount according to engine speed, fuel flow rate, coolant temperature, atmospheric pressure and intake-air temperature. ECM opens the EGR valve and re-circulates exhaust gas, amount of which is equal to EGR gas amount, in the intake manifold. EGR gas is combined with intake-air so that combustion temperature is lowered and NOx is reduced.

• Fuel Injection Amount Correction ECM adjusts fuel injection amount according to the signal of the atmospheric pressure sensor.

• Engine Stop Control When the emergency stop switch is turned to the ON position, ECM stops the fuel injection of the injector and stops the engine.

T2-1-20

SYSTEM / Controller

ECM

Crank Speed Sensor

Emergency Stop Switch

From Terminal #5 in Key Switch

Cam Angle Sensor Atmospheric Pressure Sensor Fuel Temperature Sensor

Fuse Box

Coolant Temperature sensor Intake-Air Temperature Sensor To ICF, Motor Unit

Boost Pressure Sensor Boost Temperature Sensor

CAN Bus Line

Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor

From Battery MC

Common Rail Pressure Sensor

Glow Plug Relay

Common Rail Supply Pump

Glow Plug Fuel Tank

Injector T1V1-02-01-047

T2-1-21

SYSTEM / Controller ICF: INFORMATION CONTROLLER Function Outline • Operating Hours Management The built-in clock is provided for ICF. ICF sends data of the built-in clock to the monitor unit by using CAN bus line.

• Alarm, Fault Code Memory ICF memorizes the alarm and the fault code from each controller by using CAN bus line in the time series. The memorized alarm and fault code are sent to the center server by the satellite terminal (optional). Engine oil pressure alarm and overheat alarm are sent to the center server whenever these occur. Other alarm and fault code are sent to the center server once a day.

• Fault Code Display ICF displays the fault code sent from each controller by using CAN bus line on Dr. ZX.

• Maintenance History When the maintenance key is pushed on the monitor unit, time is recorded.

• Daily Report Data Making ICF records operating hours, fuel level and fuel amount of use during daily operation, and makes the daily report data. The daily report data can be sent to the center server by using the satellite terminal (optional).

• Frequency Distribution Data Making ICF makes the frequency distribution data every 100 hours. The frequency distribution data can be sent to the center server by using the satellite terminal (optional).

• Cumulative Operating Hours Record ICF records all hours when the machine is operated. The cumulative operating hours can be downloaded to Dr. ZX.

• Mail Data Making (Optional) ICF records the mails sent from the monitor unit and sends them to the center server by the satellite terminal.

T2-1-22

SYSTEM / Controller

CAN Bus Line

ICF

MC

Communication

• Built-In Clock

ECM

Satellite Terminal (Optional)

• GPS Monitor Unit

Center Server

Dr.ZX

T1V1-02-01-049

T2-1-23

SYSTEM / Controller (Blank)

T2-1-24

SYSTEM / Controller OUTLINE Function Outline Primary Screen Machine with Overload Alarm (Optional) Attached

1

2

3

4

5

6

7

8

9 22

10

11 12 13 14

15

21

20

19

18

17

16 T1V1-05-01-094

1 - Work Mode Display 2 - Auto-Idle Display

7 - Work Mode Display 8 - Hour Meter

13 - Fuel Consumption Gauge 14 - Clock

3 - *ML Crane Display or Overload Alarm Display (Optional) 4 - Auxiliary 5 - Auxiliary

9 - *ML Crane Display (Optional)

15 - Back-Screen Selection

10 - Fuel Gauge 11 - Mail Display (Optional)

16 - Menu 17 - Auxiliary Selection

6 - Glow Display

12 - Auxiliary

18 - Mail Selection (Optional) 19 - *ML Crane Selection (Optional) 20 - Work Mode Selection

21 - Return to Primary Screen 22 - Coolant Temperature Gauge

NOTE: *ML crane display and ML crane selection is only available in Japanese domestic marked.

T2-1-25

SYSTEM / Controller • Display of Meters Data to be displayed on each meter from are displayed on the monitor unit according to the input signal from the sensor, the signal received by using CAN and the internal data of the monitor unit. Items to be displayed 1. Coolant Temperature Gauge (Input signal from the coolant temperature sensor) 2. Hour Meter (Internal data of the monitor unit) 3. Fuel Consumption Gauge (Input signal from the fuel sensor) 4. Clock (Signal received from ICF by using CAN)

Work Mode

1

2

3

4

• Work Mode Display The attachments being used are displayed according to the signals received from MC by using CAN. Digging Mode

T1V1-05-01-108

Attachment Mode Breaker

T1V1-05-01-104

Pulverizer

T1V1-05-01-105

Crusher

T1V1-05-01-106

Vibrating Hammer

T1V1-05-01-107

Others

T1V1-05-02-003

NOTE: The items on the monitor unit and HITACHI pattern are same. Monitor Unit HITACHI pattern Breaker1 Hydraulic Breaker1 Breaker2 Hydraulic Breaker2 Pulverizer1 Secondary Crusher1 Crusher1 Primary Crusher1

T2-1-26

T1V1-05-01-008

SYSTEM / Controller

Fuel Sensor

Coolant Temperature Sensor

CAN Bus Line MC

Attachment

Clock ICF

CAN Bus Line

T1V1-02-01-053

T2-1-27

SYSTEM / Controller 1

• Auto-Idle Display (1)

3

When the auto-idle switch on the switch panel is turned ON, the data is displayed. When the key switch is turned ON with the auto-idle switch ON, the data blinks for 10 seconds. 4

T1V1-05-01-008

2

• Overload Alarm Display (2) T1V1-05-02-002

The system measures the load of the suspended load from the bottom pressure of the boom cylinder. When overload is detected, an alarm is displayed. (Refer to T2-1-44.)

• Glow Display (3) While ECM is supplying current to the glow plug, the date is displayed according to the signal from ECM.

• Fuel Consumption Gauge Display (4)

T1V1-05-01-128

IMPORTANT: The values on the fuel gauge are references and different from the measured values. Fuel consumption is displayed according to the signal from ECM, which is received through MC by using CAN bus line.

T2-1-28

SYSTEM / Controller

Auto-Idle Switch OFF ON

Fuel Consumption

Glow Plug: Continuity

MC

Fuel Consumption

Glow Plug: Continuity Fuel Consumption

CAN Bus Line

CAN Bus Line From Terminal #5 in Key Switch

ECM

From Battery Glow Plug Relay

Glow Plug T1V1-02-01-054

T2-1-29

SYSTEM / Controller • Fuel Sensor Error Display When the fuel sensor is faulty or if the harness between fuel sensor and monitor unit is open circuit, the data is displayed on the fuel gauge.

Coolant Temperature Sensor Error Display

Fuel Sensor Error Display

• Coolant Temperature Sensor Error Display When the coolant temperature sensor is faulty, the data is displayed on the coolant temperature gauge.

• Alarm and Remedy Displays against Alarm Alarm marks are displayed on bottom of the screen according to the alarm signals from pilot shut-off lever, overheat switch, fuel sensor, hydraulic oil filter alarm switch (optional), air cleaner restriction switch, alternator, battery system and ECM and the alarm signals received by using CAN bus line. The remedy for each alarm is displayed by the key operation.

T2-1-30

T1V1-05-02-005

Alarm Display

T1V1-05-01-096

Remedy Display against Alarm

T1V5-05-01-013

SYSTEM / Controller Pilot Shut-Off Lever Fuel Sensor

Coolant Temperature Sensor

Overheat Switch

Fuel Sensor Error Display, Fuel Level Alarm Display

Pilot Shut-Off Lever Alarm Display Coolant Temperature Sensor Error Display

Overheat Alarm Display

Hydraulic Oil Hydraulic Oil Filter Alarm Display Filter Alarm Switch (Optional) Air Cleaner Restriction Switch

Air Filter Restriction Alarm Display Engine Warning Alarm Display ECM

Alternator Alarm Display

Engine Oil Pressure Indicator

From Terminal M in Key Switch

Work Mode Alarm Display

To Terminal B in Key Switch

CAN Bus Line

Battery MC

CAN Bus Line

Battery Relay To Terminal B in Starter To Terminal R in Starter Relay 2 Alternator

T1V1-02-01-060

T2-1-31

SYSTEM / Controller • Troubleshooting This screen displays the fault codes according to the signals received from each controller by using CAN bus line.

Fault Code Display

T1V5-05-01-097

Controller Version Display

T1V5-05-01-122

Monitoring Screen

T1V5-05-01-087

Operating Conditions Screen

T1V5-05-01-025

• Controller Version This screen displays the version on controller received from MC, ICF by using CAN bus line and the version of the monitor unit. NOTE: The version of ECM is not displayed.

• Monitoring This screen displays temperature and pressure data received from each controller by using CAN bus line. By the key operation, the displayed data can be held.

• Operating Conditions This screen displays the fuel consumption rate calculated by the monitor unit from machine operating hour, registered by the monitor unit fuel usage and machine operating hour received from ECM by using CAN bus line.

T2-1-32

SYSTEM / Controller

CAN Bus Line MC

CAN Bus Line

CAN Bus Line

ECM

CAN Bus Line ICF

T1V1-02-01-061

T2-1-33

SYSTEM / Controller • Pump 2 Flow Rate Adjustment (Only machines with optional parts equipped) When using the attachments, fine adjust flow rate of pump 2 by keys 1 and 2 operation. The signals from the monitor unit are sent to MC by using CAN bus line. When breaker 1 or 2 is used, MC adjusts flow rate of pump 2 while controlling maximum pump 2 flow rate limit control solenoid valve. When pulverizer 1 or crusher 1 is used, MC adjusts flow rate of pressure oil that flows from pump 2 to the pulverizer or the crusher while controlling the auxiliary flow rate control solenoid valve. (Refer to Control System.) NOTE: When the 2-speed selector circuit is OFF, flow rate of pump 2 can be adjusted while controlling the maximum pump 2 flow rate limit control solenoid valve. When the 2-speed selector circuit is ON, flow rate of pressure oil that flows from pump 2 to the attachments can be adjusted while controlling the auxiliary flow rate control solenoid valve. The table blow is the setting of various factors at the time delivering from the factory.

key 1 key 2

When using Breaker 1

T1V5-05-01-111

When using Pulverizer 1

T1V5-05-01-024

key 1 key 2

Type of Attachments

2-Speed Valve Selector Selector Circuit Circuit

Breaker 1

OFF

Breaker 2

OFF

Pulverizer 1 Crusher 1

ON ON

Accumulator Circuit

to Hydraulic Oil Tank to Hydraulic Oil Tank to Control Valve to Control Valve

OFF

Secondary Pump 2 Flow Auxiliary Flow Hydraulic Rate Control Rate Control Relief Selector Circuit ON ON OFF

ON

OFF

ON

OFF

OFF OFF

OFF OFF

OFF OFF

ON ON

NOTE: The items on monitor unit and HITACHI pattern are same. Monitor Unit HITACHI pattern Breaker1 Hydraulic Breaker1 Breaker2 Hydraulic Breaker2 Pulverizer1 Secondary Crusher1 Crusher1 Primary Crusher1

T2-1-34

SYSTEM / Controller

MC

Pump 2

CAN Bus Line

Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

T1V5-02-01-011

Control Valve

Auxiliary Flow Rate Control Solenoid Valve MC

CAN Bus Line From Pilot Pump

Auxiliary Flow Rate Control Valve

T2-1-35

From Pump 2

T1V5-02-01-010

SYSTEM / Controller • Attachment Selection (Only machines with optional parts equipped) Digging mode and attachment mode set by Dr. ZX on this screen are selected. When the attachment mode is selected, the monitor unit sends the signal to MC by using CAN bus line. MC drives the solenoid valve set by the attachment mode. NOTE: In attachment mode, the following five modes are set at the time delivering from the factory. 1 - Digging 1

2 - Breaker 1 (HSB Breaker)

2

3

4

5

T1V5-05-01-109

Attachment Selection Screen

3 - Breaker 2 (NPK Breaker) 4 - Pulverizer 1 5 - Crusher 1 NOTE: The items on the monitor unit and HITACHI pattern are same. Monitor Unit HITACHI pattern Breaker1 Hydraulic Breaker1 Breaker2 Hydraulic Breaker2 Pulverizer1 Secondary Crusher1 Crusher1 Primary Crusher1

• When breaker 1 (HSB breaker) is selected: (Refer to HSB Breaker Control in Control System.) Secondary Pilot Relief Pressure Control Valve Breaker

Secondary Pilot Relief Pressure Valve

MC CAN Bus Line

Selector Valve From Control Valve Selector Valve Control Solenoid Valve

Secondary Pilot Relief Pressure Control Solenoid Valve From Pilot Pump T1V1-02-01-063

T2-1-36

SYSTEM / Controller • When breaker 2 (NPK breaker) is selected: (Refer to NPK Breaker Control in Control System.) Breaker

Accumulator Control Valve

Accumulator (High Pressure)

MC CAN Bus Line

Selector Valve

Accumulator (Low Pressure)

From Control Valve Accumulator Control Solenoid Valve

Selector Valve Control Solenoid Valve

From Pilot Pump T1V1-02-01-064

• When pulverizer 1 is selected: (Refer to NPK Pulverizer Control in Control System.)

Auxiliary Flow Combiner Valve

From Pump 1

Pulverizer Cylinder Control Valve

Selector Valve

CAN Bus Line

MC

Auxiliary Flow Rate Control Valve Auxiliary Flow Rate Control Solenoid Valve From Pilot Pump Auxiliary Flow Combiner Solenoid Valve

From Attachment Pilot Valve

T2-1-37

From Pump 2

Bypass Shut-Out Valve

T1V1-02-01-065

SYSTEM / Controller • When crusher 1 is selected:

From Pump 1

(Refer to Crusher Control in Control System.)

Auxiliary Flow Combiner Valve Pulverizer Cylinder Control Valve

Selector Valve

CAN Bus Line

MC

Auxiliary Flow Rate Control Valve Auxiliary Flow Rate Control Solenoid Valve From Pilot Pump Auxiliary Flow Combiner Solenoid Valve

From Attachment Pilot Valve

T2-1-38

From Pump 2

Bypass Shut-Out Valve

T1V1-02-01-066

SYSTEM / Controller (Blank)

T2-1-39

SYSTEM / Controller • Back Monitor Settings By the key operation, image display ON and OFF of Auto-Control for switching image of the back-screen while traveling can be set. IMPORTANT: The rearview camera is set in the mirror image mode.

T1V5-05-01-173

Back-Screen

When auto-control is ON:

Pressure Sensor Travel

Image

MC

CAN Bus Line

T1V1-02-01-056

T2-1-40

SYSTEM / Controller (Blank)

T2-1-41

SYSTEM / Controller • Maintenance Settings This screen displays the remaining hours until the next replacement, which is received from ICF by using CAN bus line. As the items to be replaced are displayed in a list, the performed replacement by selecting an item from the list is recorded.

• Interval ON/OFF Setting The interval for each item to be replaced is set.

• Items included in Maintenance Settings Engine Oil Engine Oil Filter Hydraulic Oil Hydraulic Oil Pilot Filter Hydraulic Oil Full-Flow Filter Pump Transmission Oil Travel Device Oil Swing Device Oil Swing Bearing Grease Air Cleaner Filter Engine/Air Conditioner V-Belt Fuel Filter Air Conditioner Filter

• Language Settings

Maintenance Setup Screen

T1V5-05-01-049

Interval ON/OFF Setup Screen

T1V5-05-01-052

A language to be used in screens from among preset languages can be selected according to work environment.

• Mail (Optional Function) Requests such as general, fuel replenishment, service maintenance and forwarding requests in the mail switch screen are performed. Contents of mails are registered in ICF, and are sent to the central server by a satellite terminal. Language Setup Screen

Mail Switch Screen

T2-1-42

T1V1-05-01-137

T1V5-05-01-037

SYSTEM / Controller

ICF

Hours

CAN Bus Line

T1V1-02-01-062

T2-1-43

SYSTEM / Controller • Overload Alarm

Alarm

(Only machines with optional parts equipped) IMPORTANT: When using overload alarm, make overload alarm available by using Dr. ZX. The system measures load of the suspended load from bottom pressure of the boom cylinder. An alarm message is displayed and a buzzer sounds, if overload is detected. 1. If load of the suspended load becomes overloaded, the boom bottom pressure sensor (optional) sends a signal to MC. 2. If the overload alarm ON/OFF switch (optional) is turned ON, the monitor unit displays an alarm message and sounds a buzzer according to the signal from MC by using CAN bus line.

Primary Screen

T1V1-05-01-128

Overload Alarm ON/OFF Switch (Optional)

3. If overload of the suspended load is dissolved, the alarm message disappears and the buzzer stops sounding. NOTE: Even if the work is done while displaying a screen except the primary screen, when an overload condition is reached, the screen of the monitor unit is switched to the primary screen, an alarm message is displayed, and a buzzer sounds. Even after the overload alarm is dissolved, the monitor unit keeps on displaying the primary screen without returning to the screen while the work is done.

T2-1-44

T1V1-05-02-004

SYSTEM / Controller

Overload Alarm ON/OFF Switch: ON

Boom Bottom Pressure Sensor

MC

CAN Bus Line

Buzzer From Battery T1V1-02-01-057

T2-1-45

SYSTEM / Controller (Blank)

T2-1-46

SYSTEM / Control System OUTLINE MC (Main Controller) is used to control the machine operations. The signals from the engine control dial, various sensors and switches are sent to MC and processed in the logic circuit.

Input Signal

• Engine Control Dial • Pump 1 Control Pressure Sensor • Pump 2 Control Pressure Sensor

→ → →

• Pump 1 Delivery Pressure Sensor → • Pump 2 Delivery Pressure Sensor → • Pump 3 Delivery Pressure Sensor (Optional)

→ MC

• Pressure Sensor (Travel) • Pressure Sensor (Front Attachment)

• Pressure Sensor (Boom Raise) • Pressure Sensor (Arm Roll-In) • Pressure Sensor (Auxiliary) (Optional) • Pressure Sensor (Arm Roll-Out) (Optional) • Hydraulic Oil Temperature Sensor • Auto-Idle Switch

→ → → → → → → →

MC sends the signals equivalent to the target engine speed to ECM (Engine Control Module) by using CAN communication in order to control the engine. (Refer to SYSTEM / ECM System.) MC drives the solenoid valve unit and the torque control solenoid valve in order to control the pump and the valve.

Output Signal Engine Control (ECM) Engine Control Dial Control HP Mode Control Travel HP Mode Control E Mode Control Auto-Idle Control Hydraulic Oil Temperature Auto-Warming Up Control Radiator Coolant Temperature Auto-Warming Up Control Heater Control * Attachment Operation Speed Increase Control * Attachment Operation Speed Limit Control Pump Control (Torque Control Solenoid Valve) Speed Sensing Control Travel Torque-Up Control * Attachment Pump Torque Decrease Control * Pump 1 Flow Rate Limit Control * Pump 2 Flow Rate Limit Control * Pump 3 Torque Decrease Control

Continued to T2-2-2 NOTE: *This control is for only the machine with the optional parts equipped.

T2-2-1

SYSTEM / Control System Continued from T2-2-1 Input Signal • Power Mode Switch (HP/E/P) • Travel Mode Switch (Fast/ Slow)

Output Signal Valve Control (Solenoid Valve Unit) Arm Regenerative Control

→ →

• Key Switch → • Overload Alarm ON/OFF Switch (Optional) • Rear Monitoring Switch (Optional) • • • •

Boom Bottom Pressure Sensor (Optional) Boom Rod Pressure Sensor (Optional) Arm Angle Sensor (Optional) Boom Angle Sensor (Optional)

Travel Motor Displacement Angle Control * HSB Breaker Control * NPK Breaker Control * Secondary Crusher Control * Primary Crusher Control

→ → → →

MC Other Control Rear Monitoring Display Selection Control Work Mode Control * Travel Alarm Control * Swing Alarm Control

CAN Communication • Actual Engine Speed (from ECM) → • Work Mode (Digging / Attachment) (from Monitor Unit) → • Radiator Coolant Temperature (from ECM) → NOTE: *This control is for only the machine with the optional parts equipped.

T2-2-2

SYSTEM / Control System (Blank)

T2-2-3

SYSTEM / Control System ENGINE CONTROL The engine control consists of the following functions.

• • • • • • • • • •

Engine Control Dial Control HP Mode Control Travel HP Mode Control E Mode Control Auto-Idle Control Hydraulic Oil Temperature Auto-Warming Up Control Radiator Coolant Temperature Auto-Warming Up Control Heater Control * Attachment Operation Speed Increase Control * Attachment Operation Speed Limit Control

NOTE: *This control is for only the machine with the optional parts equipped.

T2-2-4

SYSTEM / Control System Engine Control System Layout Hydraulic Oil Temperature Sensor Pressure Sensor Travel Front Attachment Swing Boom Raise Arm Roll-In Auxiliary (Optional)

Key Switch

Arm Roll-Out (Optional) CAN Communication

Engine Control Dial

Monitor Unit Auto-Idle Switch

MC

Digging Mode Power Mode Switch

Attachment Mode 1 to 5

ICF HP Mode E Mode P Mode ECM

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

T1V1-02-01-002

Pump 2 Control Pressure Sensor

T2-2-5

Pump 1 Control Pressure Sensor

SYSTEM / Control System Engine Control Dial Control Purpose: This controls the engine speed according to the rotation angle of the engine control dial. This reduces the engine speed by 100 min-1 in order to reduce fuel consumption and noise level when all the control levers are in neutral. Operation: 1. MC sends the signals equivalent to target engine speed to ECM by using CAN communication according to the rotation angle of the engine control dial. 2. ECM controls the engine speed according to CAN communication. 3. When the engine control dial is in the fast idle speed position and all the control levers are turned to the neutral position (pressure sensors (travel, front attachment): OFF), MC sends the signal to ECM by using CAN communication after one second. 4. ECM reduces the engine speed by 100 min-1 from fast idle speed (P mode engine speed). NOTE: The engine speed is reduced from the fast idle speed (P mode engine speed) by 100 min-1. For example, when the engine speed set by the engine control dial is already slower than the fast speed idle by 100 min-1, the engine speed does not change. This control is done regardless of whether the auto-idle control is done or not. The fast idle speed (P mode engine speed) of the engine can be corrected by Dr. ZX. IMPORTANT: The control in operation steps 3, 4 is deactivated by Dr. ZX temporarily or permanently.

T2-2-6

Engine Speed

Slow Idle

Engine speed is reduced by 100 -1 min when the control levers are in neutral.

Fast Idle

Engine Control Dial Position

SYSTEM / Control System

Pressure Sensor Travel Front Attachment

Engine Control Dial

CAN Communication

MC

Dr. ZX ICF

ECM

T1V1-02-01-005

T2-2-7

SYSTEM / Control System HP Mode Control Purpose: This slightly increases digging power such as arm roll-in operation while excavating deeply. Operation: 1. When the power mode switch is in the HP mode position and all the following conditions exist, MC sends the signals equivalent to the target engine speed to ECM by using CAN communication. 2. ECM slightly increases the engine speed set by the engine control dial in order to increase engine power. Condition: • Engine Control Dial: Set at 1500 min-1 or faster. • Boom Raise or Arm Roll-In Operation: Operated • Average Delivery Pressure of Pumps 1 and 2: High (Reference: 25 MPa, (255 kgf/cm2, 3635 psi)) NOTE: HP control can be made operable or inoperable by Dr. ZX. Although the key is turned OFF, the setting is kept.

T2-2-8

Engine Speed

1650 min 1500 min

Slow Idle

-1

Increasing Range of Fast Idle

-1

Fast Idle

Engine Control Dial Position

Increasing Range of Fast Idle Speed 200 min−1

SYSTEM / Control System

Pressure Sensor

Boom Raise Arm Roll-In Engine Control Dial

CAN Communication

MC

Dr. ZX Power Mode Switch

ICF

HP Mode

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

ECM

T1V1-02-01-006

T2-2-9

SYSTEM / Control System Travel HP Mode Control Purpose: This increases the engine speed and travels faster during travel single operation. Operation: 1. When the travel mode switch is in fast idle position and all the following conditions exist, MC sends the signals equivalent to the target engine speed to ECM by using CAN communication. 2. ECM increases the engine speed by 200 min-1 from the speed set by the engine control dial and travels faster. Condition: 1. Engine Control Dial: Set the engine speed in the fast idle speed position. 2. Travel Operation: Operated 3. Front Attachment Operation: Not Operated (When starting traveling) 4. Delivery Pressure of Pumps 1 and 2: Delivery pressure of either pump is high. (Reference: 19 MPa, (195 kgf/cm2, 2760 psi))

T2-2-10

Engine Speed

1800 min 1750 min

Slow Idle

-1

Increasing Range of Fast Idle

-1

Fast Idle

Engine Control Dial Position

Increasing Range of Fast Idle Speed 200 min−1

SYSTEM / Control System

Pressure Sensor Travel

Engine Control Dial

CAN Communication

MC

ＥＣＭ

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

Travel Mode Switch

T1V1-02-01-014

T2-2-11

SYSTEM / Control System E Mode Control Purpose: This reduces the engine speed set by the engine control dial according to the pump control pressure and the average pump delivery pressure in order to reduce fuel consumption.

Engine Speed

Operation: 1. When the required engine speed by the engine control dial is faster than the engine speed set by E mode control and the power mode switch is in the E mode position, and if the pump control pressure and the average pump delivery pressure are within the following conditions, MC sends the signals equivalent to the target engine speed to ECM by using CAN communication. 2. ECM reduces the engine speed from the required engine speed set by the engine control dial. 3. If the pump control pressure is high and the average pump delivery pressure is low, MC sends the signal equivalent to the target engine speed to ECM by using CAN communication. 4. ECM increases the engine speed by 200 min-1. Condition: • Engine speed is reduced lower than the required engine speed by the engine control dial: Control Pressure of Pump 1 or 2: Low of either (Reference: 3 MPa (31 kgf/cm2, 436 psi) or less) and Average Pump Delivery Pressure: High (Reference: 9.8 MPa (100 kgf/cm2, 1425 psi)) Control Pressure of Pump 1 or 2: Low of either (Reference: 3 MPa (31 kgf/cm2, 436 psi) or less) and Average Pump Delivery Pressure: Low (Reference: Less than 9.8 MPa (100 kgf/cm2, 1425 psi)) Control Pressure of Pump 1 or 2: High of either (Reference: 3 MPa (31 kgf/cm2, 436 psi) or more) and Average Pump Delivery Pressure: High (Reference: 9.8 MPa (100 kgf/cm2, 1425 psi))

• Engine speed is increased to P mode speed: Control Pressure of Pump 1 or 2: High of either (Reference: 3 MPa (31 kgf/cm2, 436 psi) or more) and Average Pump Delivery Pressure: Low (Reference: Less than 9.8 MPa (100 kgf/cm2, 1425 psi))

T2-2-12

Engine Speed Set by E Mode Control

Operation Steps 1, 2 Engine speed -1 increase by 200 min . Operation Steps 3, 4

P Mode Speed

Slow Idle

Fast Idle

Engine Speed Set by E Mode Control 1600 min−1

Engine Control Dial Position

P Mode Speed 1800 min−1

SYSTEM / Control System

Engine Control Dial

CAN Communication

MC

Power Mode Switch

E Mode Pump 2 Delivery Pump 1 Delivery Pressure Sensor Pressure Sensor ECM

T1V1-02-01-007

Pump 2 Control Pressure Sensor

T2-2-13

Pump 1 Control Pressure Sensor

SYSTEM / Control System Auto-Idle Control Purpose: This reduces the engine speed when all the control levers are in neutral in order to reduce fuel consumption and noise level. Operation: 1. Approx. 3.5 seconds after the control lever is turned to neutral with the auto-idle switch ON, MC sends the signals equivalent to the auto-idle speed to ECM by using CAN communication. 2. ECM changes the engine speed into the auto-idle speed. 3. As soon as either control lever is moved (pressure sensors (travel, front attachment): ON), MC returns the signals sending to ECM into those equivalent to the target engine speed set by the engine control dial. 4. ECM returns the engine speed into the original engine speed.

Engine Speed

Engine speed is reduced to the auto-idle speed after 3.5 seconds.

Fast Idle

Auto-Idle Speed

Auto-Idle Deactivation Requirements: • Control Lever: Operated (pressure sensor (travel or front attachment): ON) • Power Mode Switch: When E mode is changed to P mode or P mode is changed to E mode • Engine Control Dial: When the engine speed is changed NOTE: Auto-idle speed can be adjusted by Dr. ZX.

T2-2-14

1200 min

Slow Idle

-1

Fast Idle

Engine Control Dial Position

SYSTEM / Control System

Pressure Sensor Travel Front Attachment

Engine Control Dial

Auto-Idle Switch

CAN Communication

MC

Dr. ZX Power Mode Switch

E Mode

ECM

T1V1-02-01-008

T2-2-15

SYSTEM / Control System Hydraulic Oil Temperature Auto-Warming Up Control Purpose: This automatically warms up the hydraulic system. (similar to the auto choke on automobiles) Operation: 1. For 12 minutes after the engine starts or when hydraulic oil temperature is below 0 °C (32 °F), MC sends the signals equivalent to the target engine speed to ECM by using CAN communication according to the signals from the key switch and the hydraulic oil temperature sensor. 2. ECM increases the engine speed to the hydraulic oil temperature auto-warming up speed.

Engine Speed Fast Idle 1400 min Hydraulic Oil Temperature Auto-Warming Up Speed

IMPORTANT: If the auto-warming up controls of hydraulic oil temperature and radiator coolant temperature are operated at the same time, MC selects the control which engine speed is faster and sends the signal to ECM by using CAN communication. IMPORTANT: When adjusting the auto-idle speed, deactivate the hydraulic oil temperature auto-warming up control by using Dr. ZX. In addition, before adjustment, warm up the engine so that hydraulic oil temperature is beyond 2 °C (36 °F) and radiator coolant temperature is beyond 50 °C (122 °F). Hydraulic oil temperature auto-warming up control can be deactivated by Dr. ZX temporarily. Once the key is turned OFF, hydraulic oil temperature auto-warming up control is effective again. IMPORTANT: Hydraulic oil temperature auto-warming up speed can be adjusted by Dr. ZX.

T2-2-16

-1

Increasing Speed

Slow Idle Slow Idle

Fast Idle

Engine Control Dial Position

SYSTEM / Control System

Hydraulic Oil Temperature Sensor

Key Switch

Engine Control Dial

CAN Communication

MC

Dr.ZX ICF

ECM

T1V1-02-01-009

T2-2-17

SYSTEM / Control System Radiator Coolant Temperature Auto-Warming Up Control

-1

Purpose: This automatically warms up the engine.

Engine Speed

Operation: 1. After the engine starts, ECM sends the signals equivalent to radiator coolant temperature to MC by CAN communication. 2. MC sends the signal equivalent to target engine speed to ECM according to the radiator coolant temperature CAN signal from ECM by using CAN communication. 3. ECM increases the engine speed to the radiator coolant temperature auto-warming up speed.

1400 min (Radiator coolant temperature is less than 25 °C.) -1

1200 min (Radiator coolant temperature is 25 °C more and less than 50 °C.)

Fast Idle Radiator Coolant Temperature Auto-Warning Up Speed

IMPORTANT: If the auto-warming up controls of hydraulic oil temperature and radiator coolant temperature are operated at the same time, MC selects the control which engine speed is faster and sends the signal to ECM by using CAN communication IMPORTANT: The radiator coolant temperature auto-warming up speed is changed due to radiator coolant temperature. Although the engine is set at slow idle speed with radiator coolant temperature beyond 50 °C (122 °F) and when radiator coolant temperature decreases, the engine speed increases again. IMPORTANT: The radiator coolant temperature auto-warming up control can be deactivated by Dr. ZX temporarily or permanently. When the radiator coolant temperature auto-warming up control is deactivated, contact with the service manager. When the hydraulic oil temperature auto-warming up control is deactivated temporarily, the radiator coolant temperature auto-warming up control is deactivated at the same time. Once the key switch is turned OFF, the hydraulic oil temperature auto-warming up control and the radiator coolant temperature auto-warming up control are effective.

T2-2-18

Increasing Speed

Slow Idle Slow Idle

Fast Idle

Engine Control Dial Position

-1

1050 min (Radiator coolant temperature is 50 °C or more.) Engine Speed -1 (min )

1400 1200 1050

0

25

50

Radiator Coolant (°C) Temperature

SYSTEM / Control System

Key Switch

Radiator Coolant Temperature CAN Signal

MC

ICF Dr.ZX CAN Communication Coolant Temperature Sensor ECM

T1T1-02-02-002

T2-2-19

SYSTEM / Control System Heater Control Purpose: This increases the rising temperature speed of the heater in the cab while increasing the engine speed at the low temperature. Operation: 1. When the following conditions exist and the engine starts, MC sends the signals equivalent to the target engine speed to ECM by using CAN communication. 2. ECM increases the engine speed beyond fast idle speed. Condition: • Engine Control Dial: Set the engine speed at fast idle speed position. • Coolant Temperature: Less than 5 °C (41 °F). • Pumps 1, 2 Control Pressure Sensors: Both pump control pressures: 0.5 MPa (5.1 kgf/cm2, 73 psi) or less. • Pilot Shut-off Lever: Up (Pilot Shut-off Solenoid Valve: OFF)

T2-2-20

Engine Speed Increasing Range of Fast Idle

Slow Idle

Fast Idle

Engine Control Dial Position

Increasing Range of Fast Idle Speed 200 min−1

SYSTEM / Control System

Pressure Sensor Travel Front Attachment Key Switch

Engine Control Dial

MC

CAN Communication

ECM

Coolant Temperature Sensor

Pump 2 Control Pressure Sensor

Pump 1 Control Pressure Sensor

T1V1-02-01-035

T2-2-21

SYSTEM / Control System Attachment Operation Speed Increase Control (Only Machine with Attachment Parts Equipped) Purpose: This increases the maximum engine speed to the attachment (hydraulic breaker, secondary crusher, primary crusher or vibrating hammer) operating engine speed set by Dr. ZX when the attachment is operated. Operation: 1. When the following conditions exist and the attachment is operated, MC sends the signals equivalent to the target engine speed set by Dr. ZX to ECM by using CAN communication. 2. ECM increases engine speed to the attachment operating speed set by Dr. ZX. Conditions: • Dr. ZX: Set the maximum engine speed to a faster (+) attachment (hydraulic breaker, secondary crusher, primary crusher or vibrating hammer) operating speed in the service mode. • Engine Control Dial: Set the engine speed in the fast idle speed position. • Power Mode Switch: HP Mode • Auxiliary: Operated • Work Mode: Attachment mode Attachment selected by using the attachment mode monitor unit is set (+) by Dr. ZX.

T2-2-22

When all conditions exist, the maximum engine speed is increased to the speed set by Dr. ZX.

Engine Speed

Slow Idle

Fast Idle

Engine Control Dial Position

NOTE: When P mode engine speed is preset to a slower speed in Dr. ZX service mode, the maximum engine speed will not be increased when operating the attachment.

SYSTEM / Control System

Pressure Sensor

Auxiliary (Optional) Engine Control Dial

CAN Communication Monitor Unit

MC

Attachment Mode 1 to 5 Dr.ZX Power Mode Switch

ICF

HP Mode

ECM

T1V1-02-01-011

T2-2-23

SYSTEM / Control System Attachment Operation Speed Limit Control (Only Machine with Attachment Parts Equipped) Purpose: This decreases the maximum engine speed to the attachment (hydraulic breaker, secondary crusher, primary crusher or vibrating hammer) operating engine speed set by Dr. ZX when the attachment mode is selected.

Engine Speed

Operation: 1. When the following conditions exist and the attachment is operated, MC sends the signals equivalent to the target engine speed set by Dr. ZX to ECM by using CAN communication. 2. ECM increases engine speed to the attachment operating speed set by Dr. ZX. Conditions: • Dr. ZX: Set the maximum engine speed to a slower (−) attachment (hydraulic breaker, secondary crusher, primary crusher or vibrating hammer) operating speed in the service mode. • Work Mode: Attachment Mode Attachment selected by using the monitor unit is set (−) by Dr. ZX

T2-2-24

When all conditions exist, the maximum engine speed is reduced to the speed set by Dr. ZX.

Slow Idle

Fast Idle

Engine Control Dial Position

SYSTEM / Control System

CAN Communication Monitor Unit

MC

Dr.ZX

Attachment Mode 1 to 5

ICF

ECM

T1V1-02-01-012

T2-2-25

SYSTEM / Control System PUMP CONTROL The pump control consists of the following functions. • • • • • •

Speed Sensing Control Travel Torque-Up Control *Attachment Pump Torque Decrease Control *Pump 1 Flow Rate Limit Control *Pump 2 Flow Rate Limit Control *Pump 3 Torque Decrease Control

NOTE: *This control is for only the machine with the optional parts equipped.

T2-2-26

SYSTEM / Control System Pump Control System Layout

Pressure Sensor Travel Front Attachment

Engine Control Dial

Auxiliary (Optional)

Monitor Unit

ICF

ECM

Pump 1 Delivery Pressure Sensor Pump 3 Delivery Pump 2 Delivery Pressure Sensor Pressure Sensor (Optional)

Torque Control Solenoid Valve Maximum Pump 2 Flow Rate Limit Control Solenoid Valve Maximum Pump 1 Flow Rate Limit Control Solenoid Valve （Optional）

T1V1-02-01-003

T2-2-27

SYSTEM / Control System Speed Sensing Control Purpose: This controls the pump delivery flow rate in response to engine speed changes due to variations in load so that the engine output power can be utilized more efficiently. Engine stall is prevented when the machine operates under adverse conditions such as operating at high altitude. Q

Operation: 1. The target engine speed is set by controlling the engine control dial. 2. MC calculates the difference in speed between the target engine speed and the actual engine speed detected by CAN communication from ECM. Then, MC sends the signals to the torque control solenoid valve. 3. The torque control solenoid valve delivers pilot pressure in response to the received signals to the pump regulator and controls the pump delivery flow rate. 4. If the engine load increases and the actual engine speed becomes slower than the target engine speed, the pump displacement angle is reduced so that pump flow rate will be reduced. Therefore, the engine load is reduced and engine stall is prevented. 5. If the actual engine speed becomes faster than the target engine speed, the pump displacement angle is increased so that pump delivery flow rate will increase. Therefore, the engine output power can be utilized more efficiently.

Flow Rate

T2-2-28

Pump P-Q Curve

Pressure

P

SYSTEM / Control System

Engine Control Dial CAN Communication

MC

ECM

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

Torque Control Solenoid Valve

T1V1-02-01-016

T2-2-29

SYSTEM / Control System Travel Torque-Up Control (Only ZX110-3 class, 120-3 class)

Q Flow Rate

Purpose: This effectively controls during single travel operation. When travel operation is made with the engine running at slow speed, normally, the hydraulic pump delivers pressure oil at the flow rate corresponding to point A on the P-Q curve illustrated to the right. Therefore, if any difference exists between pump 1 and pump 2 flow rate, the machine will mistrack. In order to prevent mistracking, when traveling the machine with the engine running at slow speed, the pump P-Q curve is raised and the pump delivers pressure oil at the flow rate corresponding to point B (maximum flow rate). When travel operation is made with the engine running at fast speed, the pump P-Q curve is raised in order to improve travel function. Operation: 1. When the engine speed set by the engine control dial is slow idle, MC processes the signals from the travel pressure sensor and the pump 1 and 2 delivery pressure sensors, and sends the signals to the torque control solenoid valve. 2. The torque control solenoid valve delivers pilot pressure corresponding to the received signals to the pump regulator and increases pump delivery flow rate.

T2-2-30

B

A

Increased Torque P-Q Curve

Normal P-Q Curve

Pressure

P

SYSTEM / Control System

Pressure Sensor Travel Front Attachment

Engine Control Dial

MC

Pump 2 Delivery Pump 1 Delivery Pressure Sensor Pressure Sensor

Torque Control Solenoid Valve

T1V1-02-01-018

T2-2-31

SYSTEM / Control System Attachment Pump Torque Decrease Control (Only Machine with Attachment Parts Equipped) Purpose: When average pump delivery pressure becomes high while operating the attachment (secondary crusher or primary crusher), driving torque of pumps 1, 2 is decreased and pump delivery pressure is reduced in order to prevent hydraulic oil temperature from rising while operating the attachment. Operation: 1. When the following conditions exist and average pump delivery pressure becomes high, the pumps 1, 2 delivery pressure sensors output the signal to MC. 2. MC drives the torque control solenoid valve and reduces delivery flow rate of pumps 1, 2. 3. Therefore, driving torque (pump torque) of pumps 1, 2 is controlled not to exceed the engine output power and hydraulic temperature is prevented from rising while operating the attachment. Condition: • Work Mode: Select secondary crushers 1 to 5 or primary crushers 1 to 5 at attachment mode. • Attachment pump torque control is effective by Dr. ZX.

T2-2-32

SYSTEM / Control System

Engine Control Dial

Attachment Mode Select secondary crusher or primary crusher.

CAN Communication Monitor Unit MC

Dr.ZX ICF

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

Torque Control Solenoid Valve

T1V1-02-01-017

T2-2-33

SYSTEM / Control System Pump 1 Flow Rate Limit Control (Only Machine with Attachment Parts Equipped) Purpose: This limits pump 1 flow rate in order to make up for pump flow rate for attachment operation when attachment (mainly a vibrating hammer) is used and pump 2 flow rate is lack. Operation: 1. When the attachment is used with the travel control lever in neutral, MC receives the signals from the pressure sensor (auxiliary) (optional). 2. In response to attachment control operation, MC drives the maximum pump 1 flow rate limit control solenoid valve (optional) and controls pump 1 flow rate. NOTE: The minimum pump displacement set-angle on the monitor unit for a attachment (hydraulic breaker 1 to 5, secondary crusher 1 to 5, primary crusher 1 to 5 or vibrating hammer 1 to 5) can be set in the service mode of Dr. ZX.

T2-2-34

SYSTEM / Control System

Pressure Sensor Travel

Auxiliary (Optional) Work Mode Attachment (Mainly Vibrating Hammer) Monitor Unit ＭＣ

Dr.ZX ICF

Maximum Pump 1 Flow Rate Limit Control Solenoid Valve

T1V1-02-01-019

T2-2-35

SYSTEM / Control System Pump 2 Flow Rate Limit Control (Only Machine with Attachment Parts Equipped) Purpose: This limits maximum pump 2 flow rate when a attachment (mainly a hydraulic breaker) is used.

Q Flow Rate

Operation: 1. When attachment is used, MC receives the signals from the pressure sensor (auxiliary) (optional). 2. In response to attachment control operation, MC drives the maximum pump 2 flow rate limit control solenoid valve and reduces maximum pump flow rate. 3. When the auxiliary flow combiner solenoid valve stops, pump 2 flow rate can be adjusted finely by the monitor unit. NOTE: In proportion to the attachment control operation, maximum pump flow rated is reduced. The minimum pump displacement set-angle on the monitor unit for a attachment (hydraulic breaker 1 to 5, secondary crusher 1 to 5, primary crusher 1 to 5 or vibrating hammer 1 to 5) can be set in the service mode of Dr. ZX.

T2-2-36

Maximum flow rate is reduced.

Normal Pump P-Q Curve

Pressure

P

SYSTEM / Control System

Pressure Sensor Travel

Auxiliary (Optional) Work Mode Attachment (Mainly Hydraulic Breaker) Monitor Unit ＭＣ

Dr.ZX ICF

Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

Auxiliary Flow Combiner Solenoid Valve

T2-2-37

T1V1-02-01-020

SYSTEM / Control System Pump 3 Torque Decrease Control (Only Machine with Optional Parts Equipped) Purpose: This reduces pumps 1, 2 driving torque in order to prevent the engine from stalling and utilizes the engine output power efficiently when the pump 3 (optional) driving torque increases as for the machine with pump 3 (optional) equipped.

Q Flow Rate

Operation: 1. When MC receives the signals from the pump 3 delivery pressure sensor (optional), MC drives the torque control solenoid valve. 2. The torque control solenoid valve reduces pumps 1, 2 flow rates. 3. Thereby, the total pump 1, 2 and 3 driving torque (pump torque) is maintained not to exceed the engine output power and the engine output power is utilized efficiently.

T2-2-38

P-Q curve is controlled in proportion to pump 3 delivery pressure.

Normal P-Q Curve

Pressure

P

SYSTEM / Control System

MC

Pump 3 Delivery Pressure Sensor

Torque Control Solenoid Valve

T1V1-02-01-021

T2-2-39

SYSTEM / Control System VALVE CONTROL The valve control consists of the following functions.

• • • • • •

Arm Regenerative Control Travel Motor Displacement Angle Control *HSB Breaker Control *NPK Breaker Control *Secondary Crusher Control *Primary Crusher Control

NOTE: *This control is for only the machine with the optional parts equipped.

T2-2-40

SYSTEM / Control System Valve Control System Layout Monitor Unit

Pressure Sensor Travel Front Attachment

Key Switch

Swing Boom Raise Arm Roll-In Auxiliary (Optional)

ML Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

Engine Control Dial Oil Temperature Sensor

Dr.ZX

ICF Travel Mode Switch

Fast Pump 2 Control Pressure Sensor

Slow

Pump 1 Control Pressure Sensor Solenoid Valve Unit

Main Relief Valve

SI SC

Auxiliary Flow Rate Control Solenoid Valve (Optional)

Auxiliary Flow Rate Control Valve

Travel Motor

Swash Angle Control Valve

Arm Regenerative Valve

T1R7-02-02-001

T2-2-41

SYSTEM / Control System Arm Regenerative Control Purpose: This accelerates the arm roll-in speed in order to prevent arm hesitation during arm roll-in operation. Operation: 1. MC activates solenoid valve unit (SC) so that solenoid valve unit (SC) delivers pilot pressure when the signals from the pump 1, 2 delivery pressure sensors, the swing pressure sensor, the arm roll-in pressure sensor and the boom raise pressure sensor meet the following conditions. 2. This pilot pressure shifts the arm regenerative valve and the returning circuit from the arm cylinder rod side to the hydraulic oil tank is closed. 3. Then, returning oil from the arm cylinder rod side is combined with pressure oil from the pump and is routed to the cylinder bottom side so that arm roll-in speed increases and prevents arm hesitation. (Refer to COMPONENT OPERATION / Control Valve.) Conditions: (ZX110-3 class/120-3 class) • Pump 1 and 2 Delivery Pressure Sensors: Either pump 1 or 2 delivery pressure is low. (The arm does not need much power to operate.) (Reference: 11.8 MPa (120 kgf/cm2, 1720 psi) or less) • Arm Roll-In Pressure Sensor: High output. (The arm control lever stroke is large.) (Reference: 1.47 MPa (15 kgf/cm2, 210 psi) or more) • Swing or Boom Raise Pressure Sensor: Outputting signal (ZX135US-3 class)

• Pump 2 Delivery Pressure Sensor: Pump 2 delivery pressure is low. (The arm does not need much power to operate.) (Reference: 13.8 MPa (140 kgf/cm2, 2010 psi) or less) • Arm Roll-In Pressure Sensor: High output. (The arm control lever stroke is large.) (Reference: 1.47 MPa (15 kgf/cm2, 210 psi) or more) • Swing or Boom Raise Pressure Sensor: Outputting signal

T2-2-42

SYSTEM / Control System

Pressure Sensor

Swing Boom Raise Arm Roll-In

Pump 2 Delivery Pressure Sensor

Pump 1 Delivery Pressure Sensor

MC

Boom Cylinder

SC

Arm Cylinder

From Pump 1

Boom 1

Boom 2

Arm 1 Arm 2

From Pump 2 Arm Regenerative Valve

T2-2-43

T1R7-02-02-002

SYSTEM / Control System Travel Motor Displacement Angle Control Purpose: This controls the travel mode. Operation: • Slow Speed When the travel mode switch is in the SLOW position, the travel motor displacement angle is kept in the maximum angle so that the travel speed is slow. • Fast Speed 1. When the travel mode switch is in the HIGH position and MC receives the signals from the travel pressure sensor, the pump 1 and 2 delivery pressure sensors and the pump 1 and 2 control pressure sensors under the following conditions, MC shifts solenoid valve unit (SI). 2. When solenoid valve unit (SI) is shifted, pilot pressure acts on the travel motor displacement angle control valve and reduces the displacement angle to the minimum, so that the travel speed increases. Condition: • Travel Pressure Sensor: Outputting signal • Front Attachment Pressure Sensor: OFF • Pump 1, 2 Delivery Pressure Sensors: Delivery pressure of either pump is low. (Reference: 15 MPa (150 kgf/cm2, 2180 psi) or less) • Pumps 1, 2 Control Pressure Sensors: Either pump control pressure is high. (Reference: 1.3 MPa (13 kgf/cm2, 190 psi) or more) NOTE: (ZX110-3 class/120-3 class) When one side track is raise off the ground and is rotated, the one side pump control pressure increases, so that the raised track rotates at fast speed. When the machine is traveling in the fast speed and even if the front attachment is operated (the front attachment pressure sensor: ON), the travel mode is kept in the fast speed. (ZX135US-3 class) When one side track is raise off the ground, the travel mode is kept in the slow speed regardless of front attachment operation.

T2-2-44

SYSTEM / Control System

Pressure Sensor Travel Front Attachment

Pump 2 Delivery Pump 1 Delivery Pressure Sensor Pressure Sensor

Travel Mode Switch

Fast Pump 2 Control Pressure Sensor

Pump 1 Control Pressure Sensor Solenoid Valve Unit SI

Displacement Angle Control Valve

T1R7-02-02-003

T2-2-45

SYSTEM / Control System HSB Breaker Control (Optional) IMPORTANT: HSB breaker is set at breaker 1 of the attachment mode in the monitor unit when the machine is delivered. When breaker 3 to 5 is used, set the setting by using Dr. ZX. Operation: 1. When selecting breaker 1 in the monitor unit, MC drives the selector valve control solenoid valve. 2. Pressure oil from the pilot pump flows through the selector valve control solenoid valve and shifts the selector valve, so that the returning circuit in the breaker is connected to the hydraulic oil tank. 3. At the same time, MC drives the secondary relief control solenoid valve. 4. Pressure oil from the pilot pump flows the secondary pilot relief pressure control solenoid valve and shifts the secondary pilot relief pressure control valve, so that relief set pressure in the breaker circuit is reduced. 5. When the maximum pump 2 flow rate limit control solenoid valve is driven in the monitor unit, pump 2 flow rate can be adjusted finely.

T1V5-05-01-111

T2-2-46

SYSTEM / Control System

Breaker

Monitor Unit

ICF

Dr.ZX

MC Secondary Pilot Relief Pressure Control Solenoid Valve

Secondary Pilot Relief Pressure Control Valve

Selector Valve

Auxiliary Spool

Secondary Pilot Pressure Relief Valve

Selector Valve Control Solenoid Valve

From Pilot Pump Attachment Pilot Valve Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

From Pump 2 Flow Rate Control Valve in Signal Control Valve

Pump 2

13

T1R7-02-02-005

T2-2-47

SYSTEM / Control System NPK Breaker Control (Optional) IMPORTANT: NPK breaker is set at breaker 2 of the attachment mode in the monitor unit when the machine is delivered. When breaker 3 to 5 is used, set the setting by using Dr. ZX. Operation: 1. When selecting breaker 2 in the monitor unit, MC drives the selector valve control solenoid valve. 2. Pressure oil from the pilot pump flows through the selector valve control solenoid valve and shifts the selector valve, so that the returning circuit in the breaker is connected to the hydraulic oil tank. 3. At the same time, MC drives the accumulator control solenoid valve. 4. Pressure oil from the pilot pump flows the accumulator control solenoid valve and shifts the accumulator control valve. 5. The accumulator is connected to either the high-pressure side or the low-pressure side in the breaker and reduces shock of oil pressure while using the breaker. 6. When the maximum pump 2 flow rate limit control solenoid valve is driven in the monitor unit, pump 2 flow rate can be adjusted finely.

T1V5-05-01-112

T2-2-48

SYSTEM / Control System

Breaker

Accumulator Control Valve

Accumulator (High Pressure)

Monitor Unit

ICF

Dr.ZX

MC Selector Valve Control Solenoid Valve

Accumulator (Low Pressure)

Selector Valve

Auxiliary Spool

Accumulator Control Solenoid Valve

Attachment Pilot Valve

From Pilot Pump

Maximum Pump 2 Flow Rate Limit Control Solenoid Valve

From Pump 2 Flow Rate Control Valve in Signal Control Valve

Pump 2

13

T1R7-02-02-006

T2-2-49

SYSTEM / Control System Secondary Crusher Control (Optional) IMPORTANT: Secondary crusher 1 is set at secondary crusher 1 of the attachment mode in the monitor unit when the machine is delivered. When secondary crusher 2 to 5 is used, set the setting by using Dr. ZX. Purpose: This increases operating speed of the secondary crusher. This reduces flow rate through the auxiliary spool and improves arm, boom, swing or travel operation during combined operation of arm roll-out, arm roll-out+ boom raise, swing or travel and secondary crusher. Operation: 1. When selecting secondary crusher 1 in the monitor unit, MC drives the auxiliary flow combiner solenoid valve. 2. When operating the secondary crusher, pilot pressure oil from the attachment pilot valve flows through the auxiliary flow combiner solenoid valve and shifts the bypass shut-out valve and the auxiliary flow combiner valve. 3. As the neutral circuit in the 4-spool side is blocked by the bypass shut-out valve, pressure oil from pump 1 through the auxiliary flow combiner valve is combined with pressure oil from pump 2 so that combined pressure oil is supplied to the auxiliary spool. Therefore, operating speed of the secondary crusher increases. 4. Flow rate of the auxiliary flow rate control solenoid valve can be adjusted finely in the monitor unit.

During Combined Operation Operation: 1. When the following conditions exist, MC drives the auxiliary flow rate control solenoid valve. MC controls restricted flow rate of the auxiliary flow rate control solenoid valve and reduces pressure oil which flows to the secondary crusher through the auxiliary spool from pump 2. 2. As pressure oil which flows to arm roll-out, arm roll-out+ boom raise, swing or travel from pump 2 increases, arm roll-out, arm roll-out+ boom raise, swing or travel operation is improved. Condition: • Auxiliary Pressure Sensor: Outputting signal Arm Roll-Out Pressure Sensor: Outputting signal • Auxiliary Pressure Sensor: Outputting signal Arm Roll-Out and Boom Raise Pressure Sensors: Outputting signal • Auxiliary Pressure Sensor: Outputting signal Swing Pressure Sensor: Outputting signal • Auxiliary Pressure Sensor: Putputting signal Travel Pressure Seonsor: Outputting signal

T1V5-05-01-024

T2-2-50

SYSTEM / Control System

Pressure Sensor

Secondary Crusher Cylinder

Travel Swing Boom Raise Arm Roll-Out Auxiliary

Monitor Unit

Dr.ZX ICF MC

Auxiliary Flow Combiner Valve

Auxiliary Flow Rate Control Solenoid Valve

From Pump 1

Auxiliary Spool

Attachment Pilot Valve From Pilot Pump

Auxiliary Flow Rate Control Valve

14

From Pump 2

13 Auxiliary Flow Combining Solenoid Valve

Bypass Shut-Out Valve

T1R7-02-02-007

T2-2-51

SYSTEM / Control System Primary Crusher Control (Optional) IMPORTANT: Crusher 1 is set at crusher 1 of the attachment mode in the monitor unit when the machine is delivered. When primary crusher 2 to 5 is used, set the setting by using Dr. ZX. Purpose: This increases operating speed of the primary crusher. This reduces flow rate through the auxiliary spool and improves arm, boom, swing or travel operation during combined operation of arm roll-out, arm roll-out+ boom raise, swing or travel and primary crusher. Operation: 1. When selecting crusher 1 in the monitor unit, MC drives the auxiliary flow combiner solenoid valve. 2. When operating the primary crusher, pilot pressure oil from the attachment pilot valve flows through the auxiliary flow combiner solenoid valve and shifts the bypass shut-out valve and auxiliary flow combiner valve. 3. As the neutral circuit in the 4-spool side is blocked by the bypass shut-out valve, pressure oil from pump 1 through the auxiliary flow combiner valve is combined with pressure oil from pump 2 so that combined pressure oil is supplied to the auxiliary spool. Therefore, operating speed of the primary crusher increases. 4. Flow rate of the auxiliary flow rate control solenoid valve can be adjusted finely in the monitor unit.

During Combined Operation Operation: 1. When the following conditions exist, MC drives the auxiliary flow rate control solenoid valve. MC controls restricted flow rate of the auxiliary flow rate control solenoid valve and reduces pressure oil which flows to the primary crusher through the auxiliary spool from pump 2. 2. As the primary crusher is heavier than the secondary crusher, restricted flow rate increases of the auxiliary flow rate control valve and gives priority to arm roll-out or arm roll-out+ boom raise during combined operation of arm roll-out or arm roll-out+ boom raise and primary crusher. Condition: • Auxiliary Pressure Sensor: Outputting signal Arm Roll-Out Pressure Sensor: Outputting signal • Auxiliary Pressure Sensor Outputting signal Arm Roll-Out and Boom Raise Pressure Sensors: Outputting signal • Auxiliary Pressure Sensor: Outputting signal Swing Pressure Sensor: Outputting signal • Auxiliary Pressure Sensor: Outputting signal Travel Pressure Seonsor: Outputting signal

T1V5-05-01-113

T2-2-52

SYSTEM / Control System

Pressure Sensor Travel Swing Boom Raise Arm Roll-Out Auxiliary

Monitor Unit

ICF

Primary Crusher Cylinder

Dr.ZX

MC

Auxiliary Flow Combiner Valve

Auxiliary Flow Rate Control Solenoid Valve

From Pump 1

Attachment Pilot Valve From Pilot Pump

Auxiliary Flow Rate Control Valve

14

From Pump 2

13

Auxiliary Flow Combining Solenoid Valve

Bypass Shut-Out Valve

T1R7-02-02-007

T2-2-53

SYSTEM / Control System OTHER CONTROLS Rear Monitoring Display Selection Control Purpose: This changes the display of the monitor unit into the image of the rearview monitor. Operation: 1. When the back-screen selection switch on the monitor unit is pushed, the display is changed into the image of the rearview monitor. 2. When MC receives the signal from the travel pressure sensor with the rearview monitor auto selection ON, MC sends the signal to shift the display to the monitor unit by using CAN communication. 3. The monitor unit changes the image of the rearview monitor. NOTE: The function rearview monitor auto selection on the monitor unit is set OFF when the machine is delivered.

T2-2-54

SYSTEM / Control System

Rearview Monitor

Image Pressure Sensor Travel CAN Communication

Monitor Unit

MC

T1V1-02-01-100

Setup Menu

T2-2-55

Back-Screen Selection Switch

SYSTEM / Control System Work Mode Control The work modes include digging and attachment 1 to 5 and are selected by the work mode on the monitor unit.

• Digging Mode: Normal control is performed.

• Attachment Mode: This functions only when the attachment in the optional kit is operated. In response to attachment control operation, increasing or decreasing of engine speed (refer to T2-2-22, 24.), increasing or decreasing pump flow rate (refer to T2-2-32, 34, 36.) and valve selection (refer to T2-2-46 to 53) are controlled. The engine speed and the pump flow rate control settings are made by using Dr. ZX. NOTE: As the attachment mode, one to five attachment modes can be selected from breaker 1 to 5, secondary crusher 1 to 5, crusher 1 to 5 and vibrating hammer 1 to 5 by using Dr. ZX

T2-2-56

SYSTEM / Control System Travel Alarm Control (Only Machine with Optional Parts Equipped) Purpose: This sounds the buzzer (optional) while traveling. Operation: MC receives the signals from the travel pressure sensor when travel operation is made. As long as MC receives this signal, MC sends the signals to the travel alarm device and sounds the buzzer (optional). NOTE: After traveling continuously for more than 13 seconds, the buzzer (optional) can be stopped by using the buzzer deactivation switch (optional). Pressure Sensor Travel

Travel Alarm Device (Optional)

Buzzer Deactivation Switch (Optional)

Buzzer (Optional)

T2-2-57

T178-02-01-025

SYSTEM / Control System Swing Alarm Control (Only Optional Parts Equipped)

Machines with

Purpose: This sounds the buzzer (optional) and turn on the beacon light during swing operation. Operation: MC receives the signals from the swing pressure sensor when swing operation is made. As long as MC receives this signal, MC sends the signals to the swing alarm device, sounds the buzzer (optional) and turn on the beacon light. NOTE: The buzzer (optional) can be stopped by using the buzzer deactivation switch (optional).

Pressure Sensor

Swing

Swing Alarm Relay (Optional)

Buzzer Deactivation Switch (Optional)

Buzzer (Optional) Beacon Light (Optional) T178-02-01-026

T2-2-58

SYSTEM / ECM System OUTLINE • The supply pump is driven by the engine and

ECM (Engine Control Module) receives the signals from sensors and MC. ECM processes and drives the two-way valve, the suction control valve and the EGR motor in order to control the supply pump, the injector and the EGR (Exhaust Gas Recirculation) valve.

• • • • •

produces high-pressure fuel.

• The common rail distributes high-pressure fuel produced by the supply pump to the injector in each engine cylinder. • The injector injects high-pressure fuel from the common rail.

Fuel Injection Control Engine Start Control EGR Control Fuel Injection Amount Correction Engine Stop Control Crank Speed Sensor Cam Angle Sensor Atmospheric Pressure Sensor Fuel Temperature Sensor Coolant Temperature Sensor Intake-Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor CAN

EGR Motor Position Sensor EGR Motor ECM

MC

Two-Way Valve Common Rail Pressure Sensor

Suction Control Valve Common Rail

Supply Pump Injector Fuel Tank

T1GR-02-02-001

T2-3-1

SYSTEM / ECM System FUEL INJECTION CONTROL ECM detects the engine running condition according to the signals from each sensor and MC, and controls fuel injection amount, injection pressure, injection timing and injection rate.

Crank Speed Sensor

Two-way valve controls: • Fuel Injection Amount Control • Fuel Injection Timing Control • Fuel Injection Rate Control Suction control valve controls: • Fuel Injection Pressure Control

Cam Angle Sensor Atmospheric Pressure Sensor Fuel Temperature Sensor Coolant Temperature Sensor Intake-Air Temperature Sensor Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor EGR Motor ECM

MC Common Rail Pressure Sensor

Two-Way Valve

Suction Control Valve Common Rail

Supply Pump Injector Fuel Tank

T1GR-02-02-001

T2-3-2

SYSTEM / ECM System (Blank)

T2-3-3

SYSTEM / ECM System Fuel Injection Amount Control Purpose: This controls the best fuel injection amount. Operation: 1. ECM detects the engine speed according to the signals from the crank speed sensor and the cam angle sensor. 2. MC calculates the target engine speed according to the signals from the engine control dial, sensors and switches, and sends the signals to ECM by using the CAN communication. (Refer to SYSTEM / Control System.) 3. ECM mainly controls fuel injection amount by turning the two-way valve in the injector ON/OFF according to the engine speed and the signals from MC.

T2-3-4

SYSTEM / ECM System Pressure Sensor Crank Speed Sensor

Travel Front Attachment Swing

Cam Angle Sensor Atmospheric Pressure Sensor

Boom Raise Arm Roll-In

Fuel Temperature Sensor

Auxiliary (Optional)

Coolant Temperature Sensor Intake-Air Temperature Sensor

Engine Control Dial

Boost Pressure Sensor

Auto-Idle Switch

Boost Temperature Sensor Engine Oil Pressure Sensor EGR Motor Position Sensor MC

Power Mode Switch

EGR Motor

ECM

HP Mode E Mode

CAN

Common Rail Pressure Sensor

Two-Way Valve

P Mode

Monitor Unit

Digging Mode

Common Rail

Attachment Mode

Pump 2 Delivery Pressure Sensor Fuel Tank

Supply Pump

Injector

Pump 1 Delivery Pressure Sensor

Pump 1 Control Pressure Sensor

Hydraulic Oil Temperature Sensor T1V1-02-02-001

Pump 2 Control Pressure Sensor

T2-3-5

SYSTEM / ECM System Fuel Injection Pressure Control Purpose: This controls fuel injection pressure according to fuel pressure in the common rail. Operation: 1. ECM calculates fuel injection amount according to the engine speed and the signals from MC by using the CAN communication. (Refer to Fuel Injection Amount Control.) 2. The common rail pressure sensor sends the signals according to pressure in the common rail to ECM. 3. ECM calculates the best fuel pressure in the common rail according to the engine speed, fuel injection amount and the signals of common rail pressure. ECM drives the suction control valve in the supply pump and supplies the best amount of fuel to the common rail. 4. Fuel according to fuel pressure in the common rail is supplied to the injector from the common rail so that fuel injection pressure is controlled.

T2-3-6

SYSTEM / ECM System Pressure Sensor Crank Speed Sensor

Travel Front Attachment

Cam Angle Sensor

Swing

Atmospheric Pressure Sensor

Boom Raise Arm Roll-In

Fuel Temperature Sensor

Auxiliary (Optional)

Coolant Temperature Sensor

Engine Control Dial

Intake-Air Temperature Sensor

Auto-Idle Switch

Boost Pressure Sensor Boost Temperature Sensor Engine Oil Pressure Sensor CAN

MC

Power Mode Switch

EGR Motor Position Seonsor EGR Motor

ECM

HP Mode E Mode

Common Rail Pressure Sensor

Two-Way Valve

P Mode

Monitor Unit

Digging Mode

Common Rail Suction Control Valve

Attachment Mode

Pump 2 Delivery Pressure Sensor Fuel Tank

Supply Pump

Injector

Pump 1 Delivery Pressure Sensor Pump 1 Control Pressure Sensor

Hydraulic Oil Temperature Sensor T1V1-02-02-012

Pump 2 Control Pressure Sensor

T2-3-7

SYSTEM / ECM System Fuel Injection Timing Control Purpose: This calculates the best fuel injection timing. Operation: 1. ECM calculates the fuel injection timing according to the engine speed and fuel injection amount. 2. ECM turns the two-way valve in the injector ON/OFF according to fuel injection timing. Fuel Injection Rate Control Purpose: This improves combustion in the engine cylinder. Operation: 1. The injector injects small amount of fuel (pilot injection) first and ignites. 2. After igniting, the injector injects fuel (main injection). ECM controls fuel injection timing and fuel injection amount by turning the two-way valve in the injector ON/OFF. Fuel Injection 1. The nozzle in the injector is always pressured. 2. When turning the electromagnetic coil in the two-way valve ON, high-pressure fuel in the control chamber returns to the fuel tank through orifice 1. 3. Therefore, the hydraulic pressure piston is raised and the nozzle opens so that the injection starts. 4. When turning the electromagnetic coil in the two-way valve OFF, the valve is closed and the circuit to the fuel tank is closed. High-pressure fuel from the common rail flows to the control chamber through orifice 2. 5. Therefore, when high-pressure fuel flows to the control chamber, the hydraulic pressure piston is lowered by pressure difference due to movement of the hydraulic pressure piston so that injection stops.

T2-3-8

SYSTEM / ECM System 2. Injection Start

1. Two-Way Valve: ON From ECM Electromagnetic Coil

From ECM Two-Way Valve

Two-Way Valve

Valve Returning to Fuel Tank

From Common Rail

Returning to Fuel Tank From Common Rail

Orifice 1

Control Chamber Hydraulic Pressure Piston Spring

Nozzle

Nozzle

4. Injection Stop

3. Two-Way Valve: OFF From ECM

From ECM

Electromagnetic Coil

Two-Way Valve

Two-Way Valve Valve From Common Rail

From Common Rail Control Chamber

Orifice 2

Hydraulic Pressure Piston

Hydraulic Pressure Piston

Nozzle

Nozzle

T1GR-02-02-012

T2-3-9

SYSTEM / ECM System ENGINE START CONTROL Purpose: This controls time for continuity of electrical current for the glow plug according to coolant temperature and improves the starting of the engine. Operation: 1. The coolant temperature sensor sends the signals according to coolant temperature to ECM. 2. ECM connects the ground circuit of the glow plug relay according to the signals and controls time for continuity of electrical current for the glow plug.

Coolant Temperature Sensor

From Terminal #5 in Key Switch

Fuse Box ECM

From Battery

Glow Plug Relay

Glow Plug

T2-3-10

T1V1-02-02-003

SYSTEM / ECM System (Blank)

T2-3-11

SYSTEM / ECM System EGR (EXHAUST GAS RECIRCULATION) CONTROL Purpose: This re-circulates a part of exhaust gas in the intake manifold and combines it with intake-air. Therefore, combustion temperature is lowered and generation of oxide of nitrogen (NOx) is controlled. Operation: • EGR Gas Amount Control 1. ECM decides EGR gas amount according to the engine speed, fuel flow rate, coolant temperature, atmospheric pressure and intake-air temperature. 2. ECM drives the EGR motor, opens the EGR valve and sends EGR gas to the intake manifold in response to engine condition so that EGR gas is combined with intake-air. 3. At the same time, ECM detects the opening amount of the EGR valve by using the EGR motor position sensor.

• EGR Gas Cooling EGR gas is cooled by the cooling system in the EGR gas passage. Cooled EGR gas is combined with intake-air so that combustion temperature is lowered and NOx is generated lower than normal EGR gas.

T2-3-12

SYSTEM / ECM System

To Intercooler

Exhaust From Air Cleaner

Outlet of Coolant Cooling System

Engine

Inlet of Coolant

EGR Valve

Intake Manifold Intake from Intercooler

EGR Motor Position Sensor

EGR Motor

ECM

Crank Speed Sensor

Cam Angle Sensor Coolant Temperature Sensor

Atmospheric Pressure Sensor

Intake-Air Temperature Sensor

Common Rail Pressure Sensor T1R7-02-03-002

T2-3-13

SYSTEM / ECM System FUEL INJECTION AMOUNT CORRECTION Operation: 1. The atmospheric pressure sensor sends the signals according to atmospheric condition to ECM. 2. ECM calculates atmospheric pressure according to the signals, controls the two-way valve in the injector and corrects fuel injection amount.

Atmospheric Pressure Sensor

ECM Two-Way Valve

T1R7-02-03-001

T2-3-14

SYSTEM / ECM System (Blank)

T2-3-15

SYSTEM / ECM System ENGINE STOP CONTROL Operation: 1. When turning the emergency stop switch ON, electrical current from the battery flows to terminal #1-47 in ECM through fuse #8 and the ECM main relay. 2. ECM stops injection of the injector and stops the engine. 3. ECM is turned OFF after turning the ECM main relay OFF.

T2-3-16

SYSTEM / ECM System

Key Switch

Fuse #8

ECM Main Relay OFF

ECM

#1-47

Engine Stop Switch

T1V1-02-05-010

T2-3-17

SYSTEM / ECM System (Blank)

T2-3-18

SYSTEM / Hydraulic System OUTLINE The hydraulic system mainly consists of the main circuit and the pilot circuit. Main Circuit: Power Source Main Pump

Controller →

Actuator →

Control Valve

Motor Cylinder Front Attachmen (Optional)

Pilot Circuit: Power Source Pilot Pump

Controller →

Pilot Circuit →

Pilot Valve

Operation Control Circuit

Pump Regulator

Pump Control Circuit

Solenoid Valve Unit

Valve Control Circuit

Signal Control Valve

Swing Parking Brake Release Circuit Travel Motor Displacement Angle Control Circuit

T2-4-1

SYSTEM / Hydraulic System PILOT CIRCUIT Outline: • Pressure oil from the pilot pump is used in order to operate the operation control circuit, the pump control circuit, the valve control circuit, the swing parking brake release circuit and the travel motor displacement angle control circuit.

T2-4-2

SYSTEM / Hydraulic System Swing Parking Brake Release Circuit

Operation Control Circuit

Blade Pilot Valve

Left Pilot Valve

Travel Pilot Valve

Right Pilot Valve

Auxiliary Pilot Valve

Swing Motor Pump Control Circuit Maximum Pump 2 Flow Torque Control Rate Limit Control Solenoid Valve Solenoid Vallve

Pilot Shut-Off Valve Signal Control Valve

SB

ST

2

1

SA Maximum Pump 1 Flow Rate Limit Control Solenoid Vallve (O ti l)

To Control Valve Spool Auxiliary flow Combiner Solenoid Valve (When auxiliary spool is used.)

Blade Signal Selector Valve

Flow Combiner Valve

Bucket Flow Rate Control Valve

Regulator

Boom Anti-Drift Valve

Auxiliary Flow Rate Control Solenoid Valve (when auxiliary spool is used.)

Arm Anti-Drift Valve Auxiliary Flow Combiner Valve

Bypass Shut-Out Valve Valve Control Circuit

Auxiliary Flow Rate Control Valve

SC SI Solinoid Valve Unit Travel Motor

Hydraulic Oil Tank

Arm Regenerative Valve

Travel Motor Displacement Angle Control Circuit Travel Motor

Control Valve

Relief Valve

Suction Filter

Pilot Pump

Pilot Filter

T1R7-02-04-001

T2-4-3

SYSTEM / Hydraulic System Operation Control Circuit 1. The pilot valve controls pressure oil from the pilot pump and moves the spool in the control valve. 2. The signal control valve is provided between the pilot valve and the control valve. The shockless valve (boom raise circuit) built in the signal control valve dampens quick spool movement in the control valve. (Refer to COMPONENT OPERATION / Signal Control Valve.)

T2-4-4

SYSTEM / Hydraulic System Blade Pilot Valve (Optional)

Travel Pilot Valve

Right Pilot Valve

Left Pilot Valve

Auxiliary Pilot Valve (Optional) Shockless Valve

18 17

Signal Control Valve 9 10 11 12 4

32

8

1

7 6 5 13

14

Control Valve

9

10 12

11

8

14 13

Blade Control Valve (Optional) 18

7

17

2

1

1

4 3 3

5

6

Pilot Pump

T1R7-02-04-002

1 2 3 4

-

Boom Raise Boom Lower Arm Roll-Out Arm Roll-In

5678-

Left Swing Right Swing Bucket Roll-In Bucket Roll-Out

910 11 12 -

T2-4-5

Left Travel Forward Left Travel Reverse Right Travel Forward Right Travel Reverse

13 14 17 18 -

Auxiliary Auxiliary Blade Raise Blade Lower

SYSTEM / Hydraulic System Pump Control Circuit (Refer to COMPONENT OPERATION / Pump Device.)

• Pump Delivery Flow Rate Control by Flow Rate Control Pressure Pi 1. The pilot pressure from the pilot valve is selected by the shuttle valve in the signal control valve so that the pump 1 flow rate control valve or the pump 2 flow rate control valve in the signal control valve is shifted. 2. The pilot pressure from the pilot pump is supplied to main pump 1 or 2 as flow rate control pressure Pi by shifting the pump 1 flow rate control valve or the pump 2 flow rate control valve. NOTE: When operating boom raise/ lower, arm roll-out/in, bucket roll-in/out and travel (right), flow rate control pressure Pi is supplied to main pump1. When operating boom raise, arm roll-out/in, swing right/left, travel (left) and auxiliary (optional), flow rate control pressure Pi is supplied to main pump 2.

• Pump Control (Speed Sensing) by Torque Control Solenoid Valve 1. The pilot pressure from the pilot pump is controlled by the torque control solenoid valve and supplied to main pumps 1 and 2 as speed sensing pressure Ppc.

T2-4-6

SYSTEM / Hydraulic System

Travel (Left)

Travel (Right)

Swing

Arm

Boom

Bucket

Auxiliary (Optional)

Signal Control Valve Pump 1 Flow Rate Control Valve

Pump 2 Flow Rate Control Valve

Control Valve

Torque Control Solenoid Valve Pilot Pump

Pump 2

Pump 1

T1R7-02-04-003

T2-4-7

SYSTEM / Hydraulic System Valve Control Circuit (Refer to COMPONENT OPERATION / Control Valve.) • The pilot pressure from the pilot valve, solenoid valve unit (SC), the flow combiner valve control spool in the signal control valve and the bucket flow rate control valve control spool control the valves below. • Boom Lower Pilot Pressure: Boom Anti-Drift Valve • Arm Roll-In Pilot Pressure: Arm Anti-Drift Valve • Auxiliary Pilot Pressure: Auxiliary Flow Combiner Valve, Bypass Shut-Out Valve (When the auxiliary spool is used.) • Solenoid Valve Unit SC: Arm Regenerative Valve • Auxiliary Flow Rate Control Solenoid Valve: Auxiliary Flow Rate Control Valve (When the auxiliary spool is used.) • Auxiliary Flow Combiner Selection Solenoid Valve: Boom, Arm and Bucket Pilot Pressure • Flow Combiner Valve Control Spool: Flow Combiner Valve • Bucket Flow Rate Control Valve Control Spool: Bucket Flow Rate Control Valve • Blade Pilot Pressure: Blade Signal Selection Valve, Bypass Shut-Out Valve • Blade Signal Selector Valve: Flow Combiner Valve

T2-4-8

SYSTEM / Hydraulic System

Blade (Optional)

Travel (Right)

Arm Roll-In

Boom Lower

Auxiliary (Optional)

Bucket Flow Rate Control Valve Control Spool

Flow Combiner Valve Control Spool

Blade Signal Selector Valve (Optional)

Signal Control Valve 4

2

Auxiliary Flow Combiner Selection Solenoid Valve (Optional) Auxiliary Flow Combiner Valve

Auxiliary Flow Rate Control Valve

Flow Combiner Valve

Auxiliary Flow Rate Control Solenoid Valve (Optional)

Bucket Flow Rate Control Valve

2

Arm Anti-Drift Valve 4

Solenoid Valve Unit

Boom Anti-Drift Valve SC

Bypass Shut-Out valve Pilot Pump

Control Valve

Arm Regenerative Valve (Selection valve)

T1R7-02-04-004

T2-4-9

SYSTEM / Hydraulic System Swing Parking Brake Release Circuit (Refer to COMPONENT OPERATION / Swing Device.) 1. When operating the front attachment or swing, the pilot pressure is selected by the shuttle valve in the signal control valve and shifts the swing parking brake release spool. 2. Consequently, the release signal pressure is supplied to the swing motor and the swing parking brake is released. Travel Motor Displacement Angle Control Circuit (Refer to COMPONENT OPERATION / Travel Device.) 1. The pilot pressure from solenoid valve unit SI controls the travel motor displacement angle control valve.

T2-4-10

SYSTEM / Hydraulic System

Travel (Left)

Swing

Arm

Boom

Auxiliary Bucket (Optional)

Signal Control Valve

Swing Parking Brake Release Spool Travel Motor Solenoid Valve Unit

Pilot Pump

Swing Motor

Displacement Angle Control Valve

T2-4-11

T1R7-02-04-005

SYSTEM / Hydraulic System MAIN CIRCUIT Outline: 1. The main pump (pumps 1 and 2) and the blade pump (optional) draw hydraulic oil from the hydraulic oil tank. Pump 1 delivers pressure oil to the 4-spool side in the control valve. Pump 2 delivers pressure oil to the 5-spool side in the control valve. The blade pump delivers pressure oil to the blade control valve (optional). 2. Delivered pressure oil is supplied to the motor and the cylinder according to operation of the spool in the control valve. 3. Returning oil from the motor or the cylinder returns to the hydraulic oil tank through the control valve and the oil cooler. NOTE: Returning oil from the blade control valve (optional) directly returns to the hydraulic oil tank without passing through the oil cooler. 4. If oil temperature is low (with high viscosity) and flow resistance is large in the oil cooler, the bypass check valve opens and hydraulic oil directly returns to the hydraulic oil tank.

T2-4-12

SYSTEM / Hydraulic System

Travel Motor (Right)

Travel Motor (Left)

Bucket Cylinder

Attachments

Control Valve

Boom Cylinder 4-Spool Side

Arm Cylinder Travel (Left)

Travel (Right)

Auxiliary

Bucket

Boom 2

Boom 1

Arm 1

Arm 2

Blade Cylinder (Optional)

Swing 5-Spool Side Bypass Check Valve Blade Control Valve (Optional)

Swing Motor Oil Cooler

Main Pump 2

Suction Filter

T2-4-13

Main Pump 1

Blade Pump (Optional)

Hydraulic Oil Tank

SYSTEM / Hydraulic System Neutral Circuit • When the control lever is in neutral, pressure oil from the main pump returns to the hydraulic oil tank through the control valve. Single Operation Circuit • Pressure oil from pump 1 flows to each spool of travel right, bucket, boom 1 and arm 2 through the 4-spool side control valve. • Pressure oil from pump 2 flows to each spool of swing, arm 1, boom 2, auxiliary and travel left through the 5-spool side control valve. • The boom and the arm are actuated by pressure oil from two pumps and pressure oil from each pump is combined and supplied together.

T2-4-14

SYSTEM / Hydraulic System

Travel Motor (Left)

Travel Motor (Right)

Control Valve

Travel (Left)

Attachment

Travel (Right) Bucket Cylinder

Auxiliary

Bucket Arm Cylinder Boom 2

Boom 1

Boom Cylinder

Swing Motor Arm 1 Arm 2

Swing 4-Spool Side

5-Spool Side

Pump 2

Pump 1

T1R7-02-04-006

T2-4-15

SYSTEM / Hydraulic System Blade Circuit (Optional) Neutral Circuit • When the control lever is in neutral, pressure oil from the blade pump returns to the hydraulic oil tank through the blade control valve. Single Operation Circuit 1. When the blade is operated, the blade signal selector valve and the bypass shut-out valve are shifted. 2. When the blade signal selector valve is shifted, the pilot pressure from the blade signal selector valve shifts the flow combiner valve. 3. When the flow combiner valve is shifted, pressure oil from pump 1 is combined with pressure oil from pump 2 in the control valve. Combined pressure oil flows to the blade control valve. 4. After pressure oil from the blade pump is combined with pressure oil from pumps 1 and 2 in the blade control valve, combined pressure oil flows to the blade cylinder. 5. Due to the above operation, the blade cylinder operating speed is increased. NOTE: When combined operation with the blade is made, actuator speed other than the blade cylinder must be procured. Therefore, an orifice is provided in the oil flow combiner circuit from pump 1 and pump 2.

T2-4-16

SYSTEM / Hydraulic System

Pilot Pressure from Blade Signal Selector Valve Orifice Control Valve

Blade Cylinder Bypass Shut-Out Valve

Blade Control Valve

Pump 2

Pump 1 Blade Pump Pilot Pressure from Blade Pilot Valve T1R7-02-04-007

T2-4-17

SYSTEM / Hydraulic System Combined Operation Circuit

• Swing and Boom Raise Operation 1. When the boom is raised while swinging, the pilot pressure shifts the spools of swing, booms 1 and 2. 2. Pressure oil from pump 1 flows to the boom cylinder from the boom 1 spool through the parallel circuit and raises the boom. 3. Pressure oil from pump 2 flows to the swing motor through the swing spool and swings. 4. At the same time, pressure oil flows to the boom cylinder from the boom 2 spool through the parallel circuit, is combined with pressure oil from pump 1, and raises the boom.

T2-4-18

SYSTEM / Hydraulic System

Parallel Circuit

Boom 1

Boom 2

Boom Cylinder

Swing Motor

Swing

Parallel Circuit

Pump 2

Pump 1

T1R7-02-04-008

T2-4-19

SYSTEM / Hydraulic System • Travel and Arm Roll-In Operation 1. When the arm is rolled in while traveling, the pilot pressure shifts the spools of travel, arms 1 and 2. 2. At the same time, the right travel pilot pressure shifts the flow combiner valve control spool in the signal control valve. Pressure oil from the flow combiner valve control spool flows to the flow combiner valve and shifts the flow combiner valve. 3. Pressure oil from pump1 drives the right travel motor through the right travel spool. 4. At the same time, pressure oil drives the left travel motor through the flow combiner valve and the left travel spool. 5. Pressure oil from pump 2 flows to the arm cylinder through the arm 1 spool and moves the arm. 6. Therefore, pressure oil from pump 2 is used for the arm. Pressure oil from pump 1 is equally supplied to both left and right travel motors and the machine can travel straight.

T2-4-20

SYSTEM / Hydraulic System

Travel Motor (Left)

Travel Motor (Right) Pilot Pressure from Flow Combiner Valve Control Spool in Signal Control Valve

Travel (Left)

Travel (Right)

Arm Cylinder

Arm 1

4-Spool Side

5-Spool Side

Pump 2

Pump 1

T1R7-02-04-009

T2-4-21

SYSTEM / Hydraulic System Auxiliary Circuit 1. When the attachment like a hydraulic breaker is operated, the pilot pressure from the pilot valve for the attachment shifts the auxiliary flow combiner valve and the bypass shut-out valve. 2. Consequently, the neutral circuit in the 4-spool side is blocked by the bypass shut-out valve. Pressure oil from main pump 1 through the auxiliary flow combiner valve is supplied to the auxiliary spool.

T2-4-22

NOTE: During operation of boom raise/lower, arm roll-in/out, bucket roll-in/out and right /left travel, the pilot pressure from the signal control valve is supplied to port SN and the auxiliary flow combinier valve is not shifted. (Refer to SYSTEM / Control System.)

SYSTEM / Hydraulic System

Pilot Pressure from Pilot Valve for Attachment Auxiliary flow Combiner Selection Solenoid Valve Auxiliary Flow Combiner Valve

Pilot Pressure from Signal Control Valve SN

SM

Attachment Neutral Circuit

Auxiliary

Bypass Shut-Out Valve

Pump 2

Pump 1

T1R7-02-04-010

T2-4-23

SYSTEM / Hydraulic System (Blank)

T2-4-24

SYSTEM / Electrical System OUTLINE The electrical circuit is broadly divided into the main circuit, the monitor circuit and the control circuit.

• Main Circuit This circuit is the engine and the accessory operation related circuit.

• Monitor Circuit The circuit consists of the monitors, the sensors and the switches, and displays the machine operation status.

• Control Circuit (Refer to SYSTEM / Control System.) This circuit is circuit to control the engine, the pump and the valve. Each circuit consists of the actuator such as a solenoid valve, MC (main controller), ECM (engine control module), the switch box, sensor and the pressure switch.

T2-5-1

SYSTEM / Electrical System MAIN CIRCUIT The major functions and circuits in the main circuit are as follows.

• Electric Power Circuit: This circuit supplies all electric power to all electrical systems on this machine. [Key Switch, Batteries, Fuses (Fuse Boxes, Fusible Links), Battery Relay]

• Accessory Circuit: This circuit becomes operative when the key switch is turned to the ACC position.

• Starting Circuit:

This circuit starts the engine. [Key Switch, Starter, Starter Relay]

• Charging Circuit:

This circuit charges the batteries. [ Alternator, (Regulator)]

• Serge Voltage Prevention Circuit: This circuit prevents the occurrence of serge voltage developed when stopping the engine. [ Load Damp Relay]

• Pilot Shut-Off Circuit (Key Switch: ON): This circuit supplies pressure oil to the pilot valve from the pilot pump by the pilot shut-off solenoid valve.

• Security Lock Circuit: This circuit cuts electrical current for starting from the key switch according to the signals from the external alarm system or the monitor unit.

• Engine Stop Circuit (Key Switch: OFF): This circuit stops the engine by using ECM. (MC, ECM)

• Security Horn Circuit: This circuit operates the security horn according to the signals from the external alarm system or the monitor unit.

• Working Light Circuit: This circuit turns on the work light and the cab light.

• Wiper Circuit: This circuit operates the intermittent operation of the wiper and the washer.

T2-5-2

SYSTEM / Electrical System (Blank)

T2-5-3

SYSTEM / Electrical System ELECTRIC POWER SWITCH: OFF)

CIRCUIT

(KEY

The battery minus terminal is grounded to the body. Current from the battery plus terminal flows as shown below when the key switch is turned OFF.

Battery ↓ Fusible Link

→Battery Relay →Glow Relay (Power) →Key Switch (B) →Load Damp Relay →Fuse Box

→Terminal #8: ECM Main Relay (Power) →Terminal #9: Radio (Backup Power) Security Horn (Power) Security Horn Relay (Power) →Terminal #10: MC (Power), ICF (Power) →Terminal #11: Horn Relay (Power) →Terminal #19: Monitor Unit (Power) →Terminal #20: Optional

T2-5-4

SYSTEM / Electrical System

Key Switch

Fusible Link

Battery

Starter

Starter Cut Relay

Load Damp Relay Horn Relay Alternator Glow Relay ECM Main Relay

Optional

Radio, Security Horn, Security Horn Relay Glow Plug

MC, ICF

Monitor Unit

T1R7-02-05-001

T2-5-5

SYSTEM / Electrical System ACCESSORY CIRCUIT 1. When the key switch is turned to the ACC position, terminal B is connected to terminal ACC in the key switch. 2. Current from key switch terminal ACC flows to radio (#12), cab light (#12), cigarette lighter (#13) and auxiliary (#15) through the fuse box and makes each accessory operable.

T2-5-6

SYSTEM / Electrical System

Key Switch

Battery

Fuse Box

Radio, Cab Light Cigarette Lighter

Auxiliary

T1R7-02-05-002

T2-5-7

SYSTEM / Electrical System STARTING START)

CIRCUIT

(KEY

SWITCH: 6. Consequently, the relay in starter is turned ON so that the starter motor begins rotating.

1. When the key switch is turned to the START position, terminal B is connected to terminals M and ST in the key switch.

7. On the other hand, current from key switch terminal M flows to MC, ICF, the monitor unit and ECM through fuse #18 as a signal indicating that the key switch is in the ON or START position.

2. As current from terminal M excites the battery relay, battery power is routed to starter terminal B and starter relay terminal B through the battery relay.

8. As soon as ECM receives this signal, ECM turns the ECM main relay ON.

3. Current from terminal ST flows to starter relay terminal S through the starter cut relay.

9. Current from the battery flows to ECM through fuse #8 and the ECM main relay, and the ECM main power is turned ON.

4. Current flows to the starter relay coil and the starter relay is turned ON. 5. Therefore, current flows to starter terminal S from starter relay terminal C.

10. ECM makes the engine starting condition.

T2-5-8

SYSTEM / Electrical System Key Switch

Starter Cut Relay

Battery Battery Relay Starter

Starter Relay

ICF

ECM Main Relay

EMC

MC

Monitor Unit

T1R7-02-05-003

T2-5-9

SYSTEM / Electrical System CHARGING CIRCUIT (KEY SWITCH: ON) 1. After the engine starts and the key switch is released, the key switch moves to the ON position.

Monitor Unit

2. Key switch terminal B is connected to terminals ACC and M in the key switch with the key switch ON. 3. The alternator starts generating electricity with the engine running. Current from alternator terminal B flows to the batteries through the battery relay and charges the batteries. 4. Current from alternator terminal L flows to the monitor unit, turns the alternator alarm OFF and flows to ICF. T1V1-05-01-117

NOTE: The monitor unit detects the alternator charging according to power from the alternator and turns the alternator alarm OFF.

T2-5-10

Alternator Alarm

SYSTEM / Electrical System

Key Switch

Battery To Monitor Unit, ICF

Battery Relay

Alternator

T1R7-02-05-004

T2-5-11

SYSTEM / Electrical System Alternator Operation • The alternator consists of field coil FC, stator coil SC and diode D. The regulator consists of transistors (T1 and T2), Zener diode ZD and resistances (R1 and R2).

• At the beginning, no current is flowing through field coil FC. When the rotor starts rotating, alternate current is generated in stator coil SC by the rotor remanent magnetism.

• Alternator terminal B is connected to base B of

• When current flows through field coil FC, the

transistor T1 through the circuit [B → R → RF → (R) → (R1)].

rotor is further magnetized so that the generating voltage increases. Thereby, current flowing through field coil FC increases. Therefore, generating voltage increases further and the batteries start charging.

• When the battery relay is ON, the battery voltage is applied to base B of transistor T1 so that collector C is connected to emitter E. Therefore, field coil FC is grounded through transistor T1.

Alternator B

R RF

Battery Relay

L

Regulator (R)

R3

R4

R5

R6 D ZD Battery

R2

B

SC

E

R1 FC

C B

D1 (F)

E

C

T2 E T1

(E)

T1R7-02-05-007

T2-5-12

SYSTEM / Electrical System Regulator Operation • When generating voltage increases more than the set voltage of Zener diode ZD, current flows to base B of transistor T2 and collector C is connected to emitter E.

• When generating voltage decreases lower than the set voltage of Zener diode ZD, transistor T2 is turned OFF and transistor T1 is turned ON again.

• Current which was routed to base B of transistor

• Current

flows through field coil FC and generating voltage at stator coil SC increases. The above operation is repeated so that the alternator generating voltage is kept constant.

T1 disappears due to transistor T2 operation so that transistor T1 is turned OFF.

• No current flows through filed coil FC and generating voltage at stator coil SC decreases.

RF

Battery Relay

R3

R4

R5

R6 Battery

ZD

R2

B

SC

A C

FC R1

(F)

E

D1

C

B

E T2 E T1

(E)

T1R7-02-05-008

T2-5-13

SYSTEM / Electrical System SERGE VOLTAGE PREVENTION CIRCUIT 1. When the engine is stopped (key switch: OFF), current from key switch terminal M is disconnected and the battery relay is turned OFF. 2. The engine continues to rotate due to inertia force just after the key switch is turned OFF so that the alternator continues to generate electricity. 3. As the generating current cannot flow to the battery, surge voltage arises in the circuit and failures of the electronic components, such as the controller, possibly cause. In order to prevent the occurrence of surge voltage, the surge voltage prevention circuit is provided.

4. When the alternator is generating electricity, generating current from alternator terminal L flows to monitor unit terminal #C-7. The monitor unit connects terminal #A-12 to ground. 5. Current flows through the load damp relay exciting circuit and the load damp relay is turned ON. 6. Accordingly, even if the key switch is turned OFF while the engine is rotating, battery current continues to excite the battery relay through the load damp relay. Until the alternator stops generating, the battery relay is kept ON.

T2-5-14

SYSTEM / Electrical System

Key Switch

Battery Battery Relay Load Damp Relay

Alternator Monitor Unit

#A-12

#C-7

T1R7-02-05-005

T2-5-15

SYSTEM / Electrical System PILOT SHUT-OFF CIRCUIT (KEY SWITCH: ON) 1. When the pilot shut-off lever is turned to the ON position, the monitor unit connects the ground circuit of the pilot shut-off relay and the starter cut relay so that the pilot shut-off relay and the starter cut relay are turned ON. 2. When the pilot shut-off relay is turned ON, the ground circuit of the pilot shut-off solenoid valve is connected, current from fuse #4 turns the pilot shut-off solenoid valve ON and pressure oil from the pilot pump is supplied to the pilot valve. 3. When the starter cut relay is turned ON, key switch terminal ST is disconnected from starter relay terminal S. Therefore, although the key switch is turned to the START position, the engine does not start.

T2-5-16

SYSTEM / Electrical System Key Switch Starter Cut Relay #6 Battery Battery Relay Starter

Starter Relay

Security Relay

Pilot Shut-Off Lever

Pilot Shut-Off Relay

Pilot Shut-Off Solenoid Valve

Monitor Unit

T1R7-02-05-006

T2-5-17

SYSTEM / Electrical System SEUCURITY LOCK CIRCUIT 1. The monitor unit connects the ground circuit of the security relay and the starter cut relay according to the external alarm signal or the password input error so that the security relay and the starter cut relay are turned ON. 2. When the security relay is turned ON, as the ground circuit of the pilot shut-off solenoid valve is disconnected, the pilot shut-off solenoid valve is turned OFF so that pressure oil to the pilot valve from the pilot pump is blocked. 3. When the starter cut relay is turned ON, key switch terminal ST is disconnected from starter relay terminal S. Therefore, although the key switch is turned to the START position, the engine does not start.

T2-5-18

SYSTEM / Electrical System

Key Switch Starter Cut Relay

Battery Battery Relay Starter

Starter Relay

Security Relay

Pilot Shut-Off Lever

ICF

Pilot Shut-Off Relay

Pilot Shut-Off Solenoid Valve

Monitor Unit

T1R7-02-05-009

T2-5-19

SYSTEM / Electrical System ENGINE STOP CIRCUIT (KEY SWITCH: OFF) 1. When the key switch is turned from the ON position to the OFF position, the signal current indicating that the key switch is ON stops flowing from terminal M to ECM terminal #1-24. 2. ECM stops injection of the injector and the engine stops. 3. When the engine stops, ECM turns the ECM main relay OFF.

T2-5-20

SYSTEM / Electrical System

Key Switch

Battery

ICF

ECM Main Relay

MC

ECM

Monitor Unit

1-24 T1R7-02-05-010

T2-5-21

SYSTEM / Electrical System SECURITY HORN CIRCUIT

From Battery

1. The monitor unit connects the ground circuit of the security horn relay according to the external alarm signal from ICF or the password input error so that the security horn relay is turned ON. 2. When the security horn relay is turned ON, current from fuse #9 operates the security horn.

Fuse #9

Signal from ICF

Monitor Unit

Security Horn

Security Horn Relay

T1V1-02-05-006

T2-5-22

SYSTEM / Electrical System (Blank)

T2-5-23

SYSTEM / Electrical System WORKING LIGHT CIRCUIT Working Light and Cab Light Circuits 1. When the working light switch is turned to position 1, monitor unit terminal #B-20 receives the signal. 2. The monitor unit connects the ground circuit of light relay 1. 3. Current from fuse #1 turns light relay 1 ON and turns on the working light and the cab light. Boom Light Circuit 1. When the working light switch is turned to position 2, monitor unit terminal #A-6 receives the signal. 2. The monitor unit connects the ground circuit of light relay 2. 3. Current from fuse #1 turns light relay 2 ON and turns on the boom light.

T2-5-24

SYSTEM / Electrical System

Boom Light Monitor Unit Input #B-20 Working Light Switch

#A-6 Working Light Input

From Battery Fuse #1

Light Relay 1

Light Relay 2

Cab Light

Working Light

Boom Light T1V1-02-05-012

T2-5-25

SYSTEM / Electrical System WIPER CIRCUIT Intermittent Operation Purpose: This circuit operates the wiper at the intervals set by the wiper / washer switch. Operation: 1. The wiper / washer switch sends the electrical signal on position the INT. in response to the set intervals to the monitor unit. 2. The monitor unit connects the ground circuit at the intervals set by the wiper / washer switch and the wiper relay is turned ON. 3. When the wiper relay is turned ON, the ground circuit of the wiper motor is connected. 4. Current from fuse #2 operates the wiper motor and the wiper moves.

Fast Speed

Middle Speed Slow Speed

M178-01-016

Position ITN. Slow Middle Fast

Washer Operation Purpose: This circuit operates the washer. Operation: 1. While pushing the wiper/washer switch, the monitor unit receives the electrical signal from the wiper/washer switch. 2. The monitor unit connects the ground circuit of the washer relay and the washer relay is turned ON. 3. When the washer relay is turned ON, current from fuse #2 operates the washer motor and the washer liquid jets.

T2-5-26

Set Time 8 seconds 6 seconds 3 seconds

SYSTEM / Electrical System

From Battery Wiper / Washer Switch

Wiper Fuse #2

Monitor Unit

Washer

Washer Relay

Wiper Motor

Washer Motor

Wiper Relay

T1V1-02-05-005

T2-5-27

SYSTEM / Electrical System (Blank)

T2-5-28

MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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MEMO ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ ........................................................................................................................................................................ 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SECTION 3

COMPONENT OPERATION Group 1 Pump Device

CONTENTS Group 4 Pilot Valve

Outline.......................................................... T3-1-1

Outline .......................................................... T3-4-1

Main Pump ................................................... T3-1-2

Operation...................................................... T3-4-4

Regulator...................................................... T3-1-4

Shockless Function

Solenoid Valve ........................................... T3-1-20 Blade Pump (Optional)............................... T3-1-22 Pilot Pump.................................................. T3-1-22

(Only for Travel Pilot Valve) .................. T3-4-12

Group 5 Travel Device

Pump Delivery Pressure Sensor................ T3-1-22

Outline .......................................................... T3-5-1

Pump Control Pressure Sensor ................. T3-1-22

Travel Reduction Gear ................................. T3-5-2 Travel Motor.................................................. T3-5-3

Group 2 Swing Device

Parking Brake ............................................... T3-5-4

Outline.......................................................... T3-2-1

Travel Mode Control ..................................... T3-5-6

Swing Reduction Gear ................................. T3-2-2

Travel Brake Valve...................................... T3-5-10

Swing Motor ................................................. T3-2-3 Swing Parking Brake.................................... T3-2-4 Valve Unit ..................................................... T3-2-6

Group 3 Control Valve

Group 6 Signal Control Valve Outline .......................................................... T3-6-1 Pilot Port ....................................................... T3-6-2 Shuttle Valve................................................. T3-6-4

Outline.......................................................... T3-3-1

Shockless Valve ........................................... T3-6-6

Hydraulic Circuit......................................... T3-3-10

Pump 1 and Pump 2 Flow Rate

Flow Combiner Valve ................................. T3-3-16 Main Relief Valve ....................................... T3-3-18

Control Valves........................................... T3-6-8 Bucket Flow Rate Control Valve Control Spool,

Overload Relief Valve ................................ T3-3-20

Flow Combiner Valve Control Spool,

Regenerative Valve.................................... T3-3-22

Swing Parking Brake Release Spool ...... T3-6-10

Anti-Drift Valve ........................................... T3-3-24 Flow Rate Control Valve ............................ T3-3-26 Auxiliary Flow Combiner Valve and Bypass Shut-Out Valve ................... T3-3-28

1R7T-3-1

Group 7 Others (Upperstructure) Pilot Shut-Off Solenoid Valve....................... T3-7-1 Solenoid Valve ............................................. T3-7-3 Pilot Relief Valve .......................................... T3-7-6

Group 8 Others (Undercarriage) Swing Bearing.............................................. T3-8-1 Center Joint.................................................. T3-8-2 Track Adjuster .............................................. T3-8-4

1R7T-3-2

COMPONENT OPERATION / Pump Device OUTLINE The pump device consists of main pump [pump 1 (1), pump 2 (2)], pilot pump (3) and blade pump (4) (optional). The engine output power is transmitted to shaft (9) via coupling (10) and drives pump 1 (1), pump 2 (2), pilot pump (3) and blade pump (4) (optional).

4

3

The main pump is a swash plate type variable displacement axial plunger pump. Pump 1 (1) and pump 2 (2) are integrated as two units in one housing. Pilot pump (3) and blade pump (4) (optional) are gear pumps. Pump delivery pressure sensors (11, 12) and pump control pressure sensors (5, 6) are provided in order to control the pump and the valve.

2

5

1

8

7

6 T1R7-03-01-001

9

12

1 - Pump 1 2 - Pump 2 3 - Pilot Pump

5-

Pump 2 Control Pressure Sensor 6 - Pump 1 Control Pressure Sensor 7 - Torque Control Solenoid Valve

11

8-

Maximum Pump 2 Flow Rate Limit Control Solenoid Valve 9 - Shaft 10 - Coupling

4 - Blade Pump (Optional)

T3-1-1

10

T1R7-03-01-002

11 - Pump 1 Delivery Pressure Sensor 12 - Pump 2 Delivery Pressure Sensor

COMPONENT OPERATION / Pump Device MAIN PUMP The main pump supplies pressure oil to operate the hydraulic components such as motors or cylinders. Each main pump is equipped with a regulator which controls the delivery flow rate. Shaft (5) is connected to cylinder block (1) in each pump so that shaft (5) and cylinder block (1) rotate together.

4

3

When cylinder block (1) is rotated, plunger (2) oscillates in cylinder block (1) due to inclination of swash plate (4). Therefore, hydraulic oil is drained and delivered. When the displacement angle of swash plate (4) is changed by servo piston 1 (3) and servo piston 2 (6), the stroke of plunger (2) is increased or decreased, so that the delivery flow rate of the main pump is controlled.

2

1

2

3

4

5

6

7

8

8

7

6 T176-03-01-004

7

8

8

7

T176-03-01-005

1 - Cylinder Block 2 - Plunger

3 - Servo Piston 1 (2 used) 4 - Swash Plate

5 - Shaft 6 - Servo Piston 2

T3-1-2

7 - Feedback Lever 8 - Link

COMPONENT OPERATION / Pump Device Increasing and Decreasing Delivery Flow Rate The displacement angle of swash plate (4) is changed by movements of servo piston 1 (3) and servo piston 2 (6). The regulator regulates movements of the servo pistons. The displacement angle of swash plate (4) is fed back to the regulator via feedback lever (7) and link (8).

7 8 3 6 4

NOTE: Refer to the following pages as for regulator operation.

• Displacement Angle Control Operation The center of the swash plate inclination is located at point A as illustrated to the right. Pilot pressure is constantly supplied to servo piston 2 (6). When the circuit from servo piston 1 (3) is connected to the hydraulic oil tank, swash plate (4) is rotated clockwise around point A. As two servo pistons 1 (3) are provided, when pilot pressure is supplied to both servo piston 1 (3) and servo piston 2 (6), swash plate (4) is rotated counterclockwise around point A.

T176-03-01-027

Minimum Displacement Angle: A 3

6 4

• Feedback Operation The end of feedback lever (7) is inserted into the protrusion part on the side of swash plate (4). When swash plate (4) is rotated, the protrusion part is also rotated and, moving feedback lever (7) is moved at the same time. For example, when swash plate (4) is rotated from the minimum to the maximum, the center of feedback lever (7) is moved from positions B to C as illustrated to the right. Therefore, link (8) is moved by feedback lever (7) and the movement is fed back to the regulator.

Housing

Maximum Displacement Angle: 8

7

T176-03-01-028

A

4

T176-03-01-029

Protrusion Part

C

T3-1-3

Housing

B

COMPONENT OPERATION / Pump Device REGULATOR

1

The regulator controls the main pump flow rate in response to the various command signal pressures so that the pump driving power does not exceed the engine output power. Pump 1 and pump 2 are provided with one regulator for each. The major parts of the regulator are spring (1), sleeve 1 (2), sleeve 2 (7), spool 1 (3), spool 2 (6), piston (4), load piston (5), inner spring (8) and outer spring (9). According to the various command signal pressures, the regulator opens or closes the circuit to servo piston 1 (10), the displacement angle of swash plate (11) is changed and the pump flow rate is controlled. NOTE: Pilot pressure is constantly supplied to servo piston 2 (12).

3

2 Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

5

7

6

Pg

10

12

Increase

Decrease

Displacement Angle Pd1 -Pump 1 Delivery Pressure Pd2 -Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-4

4

8, 9 T176-03-01-009

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

3

2

1

4

T176-03-01-006

5

6

8

7 10

9

11

12 T176-03-01-004

123-

Spring Sleeve 1 Spool 1

456-

Piston Load Piston Spool 2

7 - Sleeve 2 8 - Inner Spring 9 - Outer Spring

T3-1-5

10 - Servo Piston 1 11 - Swash Plate 12 - Servo Piston 2

COMPONENT OPERATION / Pump Device Regulator Control Function The regulator has the following four control functions.

• Control by Pump Control Pressure When a control lever is operated, the pump flow rate control valve in the signal control valve regulates pump control pressure Pi in response to the lever stroke. When the regulator receives pump control pressure Pi, the regulator controls the pump delivery flow rate in proportion to pump control pressure Pi. When a control lever is operated, pump control pressure Pi increases and the regulator increases the pump delivery flow rate. When the control lever is returned to neutral, pump control pressure Pi decrease and the regulator decreases the pump delivery flow rate.

Flow Rate (Q)

0

Pump Control Pressure (Pi)

• Control by Own or Partner Pump Delivery Pressure The regulator receives own pump delivery pressure Pd1 and partner pump delivery pressure Pd2 as control signal pressures. If the two average pressures increase over the set P-Q line, the regulator reduces both pump delivery flow rates and the total pump output is returned to the set P-Q line. Thereby, the engine is protected from being overloaded. As the P-Q line has been designated in order to jointly regulate both pump operations, both pump delivery flow rates are regulated almost equally to each other. Accordingly, although the higher-pressure side pump is loaded more than the lower-pressure side pump, the total pump output matches with the engine output power. (Total Output Control)

Flow Rate (Q)

Pressure Increase Flow Rate Decrease

0

Pressure (P)

• Control by Pilot Pressure from Torque Control Solenoid Valve The main controller (MC) operates based on both the engine target speed input data and actual speed information signals, and outputs the signals to the torque control solenoid valve. In response to the signals from MC, the torque control solenoid valve delivers torque control pilot pressure Pps to the regulator. When receiving pilot pressure Pps, the regulator reduces the pump delivery flow rate. (Speed Sensing Power Decrease Control) (Refer to Control System.)

T3-1-6

Flow Rate (Q)

0

Pressure (P)

COMPONENT OPERATION / Pump Device • Control by Pilot Pressure from Maximum Pump Flow Rate Limit Control Solenoid Valve (Pump 2 Side Only) When the MC (main controller) receives the signals from the work mode switch, the pressure sensor (auxiliary) or the attachment mode switch (optional), MC sends the signals to the maximum pump flow rate limit control solenoid valve. In response to the signals from MC, the maximum pump flow rate limit control solenoid valve reduces pump control pressure Pi. Therefore, the upper limit pump delivery flow rate is limited. (Pump Flow Rate Limit Control) (Refer to Control System.)

Flow Rate (Q)

0

Pressure (P)

Flow Rate (Q)

0

Pump Control Pressure (Pi) Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

Pg Increase

Decrease

Swash Plate Inclination Pd1 -Pump 1 Delivery Pressure Pd2 -Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-7

T176-03-01-009

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device Control by Pump Control Pressure

• Increasing Flow Rate 1. When a control lever is operated, the flow rate control valve in the signal control valve is shifted and pump control pressure Pi increases. 2. Piston (4) pushes spool 1 (3) and spring (1) so that spool 1 (3) is moved to the direction of the arrow. 3. By this movement, the circuit from servo piston 1 (10) is connected to the hydraulic oil tank. 4. As pilot pressure is always supplied to servo piston 2 (12), swash plate (11) is rotated in the flow rate increase direction. 5. The movement of swash plate (11) is transmitted to sleeve 1 (2) via feedback lever/link (13). Sleeve 1 (2) is moved in the same direction as spool 1 (3). 6. When sleeve 1 (2) is moved by the same stroke as spool 1 (3), the circuit between servo piston 1 (10) and the hydraulic oil tank is closed so that servo piston 1 (10) is stopped and the flow rate increasing operation is completed.

Flow Rate (Q)

0

1

Pump Control Pressure (Pi)

3

2

4

Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

Pg

10

12

Increase

Decrease

Displacement Angle 1234-

Spring Sleeve 1 Spool 1 Piston

Pd1 - Pump 1 Delivery Pressure Pd2 - Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-8

10 11 12 13 -

13 T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

1

To Hydraulic Oil Tank

Primary Pilot Pressure

2

3

4

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

12

13 10 11

1

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-010

2

3

4

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

13

12

10 11 T176-03-01-011

T3-1-9

COMPONENT OPERATION / Pump Device • Decreasing Flow Rate 1. When a control lever is operated, the flow rate control valve in the signal control valve is returned and pump control pressure Pi decreases. 2. Piston (4) and spool 1 (3) are pushed by spring (1) so that spool 1 (3) is moved to the direction of the arrow. 3. Pilot pressure is also routed to servo piston 1 (10). 4. Two servo pistons 1 (10) are located so that swash plate (11) is rotated in the flow rate decrease direction. 5. The movement of swash plate (11) is transmitted to sleeve 1 (2) via feedback lever/link (13). Sleeve 1 (2) is moved in the same direction as spool 1 (3). 6. When sleeve 1 (2) is moved by the same stroke as spool 1 (3), pilot pressure to servo piston 1 (10) is blocked so that servo piston 1 (10) is stopped and the flow rate decreasing operation is completed.

Flow Rate (Q)

0

1

Pump Control Pressure (Pi)

3

2

4

Dr

Pi Air Bleeding Circuit

Pd2 Pps

Dr

Pd1

Pg

10

12

Increase

Decrease

Displacement Angle

1234-

Spring Sleeve 1 Spool 1 Piston

Pd1 - Pump 1 Delivery Pressure Pd2 -Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-10

10 11 12 13 -

13 T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

1

To Hydraulic Oil Tank

Primary Pilot Pressure

2

3

4

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

12

13 10 11

1

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-012

2

3

4

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

13

12

10 11 T176-03-01-013

T3-1-11

COMPONENT OPERATION / Pump Device Control by Own or Partner Pump Delivery Pressures

• Decreasing Flow Rate 1. When the pump is loaded by any operation of the control levers, either own pump delivery pressure Pd1 or partner pump delivery pressure Pd2 increases. (During operation, pump control pressure Pi is kept increased.) 2. Load piston (5) pushes spool 2 (6), inner spring (8) and outer spring (9), so that spool 2 (6) is moved to the direction of the arrow. 3. By this movement, pilot pressure is routed to servo piston 1 (10). 4. Two servo pistons 1 (10) are located so that swash plate (11) is rotated in the flow rate decrease direction. 5. This movement of swash plate (11) is transmitted to sleeve 2 (7) via feedback lever/link (13). Sleeve 2 (7) is moved in the same direction as spool 2 (6). 6. When sleeve 2 (7) is moved by the same stroke as spool 2 (6), pilot pressure to servo piston 1 (10) is blocked so that servo piston 1 (10) is stopped and the flow rate decreasing operation is completed.

Flow Rate (Q)

0

Pressure (P) Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

5

7

6

Pg

10

12

Increase

Decrease

Displacement Angle

56789-

Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring

Pd1 -Pump 1 Delivery Pressure Pd2 -Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-12

10 11 12 13 -

8, 9 T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

5

To Hydraulic Oil Tank

Primary Pilot Pressure

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1

8

Pump 2 Delivery Pressure Pd2

9

12

13 10 11

5

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-014

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

8

13

9

12

10 11 T176-03-01-015

T3-1-13

COMPONENT OPERATION / Pump Device • Increasing Flow Rate 1. When the pump load is reduced, either own pump delivery pressure Pd1 or partner pump delivery pressure Pd2 decreases. (During operation, pump control pressure Pi is kept increased.) 2. Load piston (5) and spool 2 (6) are pushed by inner spring (8) and outer spring (9) so that spool 2 (6) is moved to the direction of the arrow. 3. By this movement, the circuit from servo piston 1 (10) is connected to the hydraulic oil tank. 4. As pilot pressure is always supplied to servo piston 2 (12), swash plate (11) is rotated in the flow rate increase direction. 5. The movement of swash plate (11) is transmitted to sleeve 2 (7) via feedback lever/link (13). Sleeve 2 (7) is moved in the same direction as spool 2 (6). 6. When sleeve 2 (7) is moved by the same stroke as spool 2 (6), the open part between spool 2 (6) and sleeve 2 (7) is closed and the circuit between servo piston 1 (10) and the hydraulic oil tank is closed. Therefore, servo piston 1 (10) is stopped and the flow rate increasing operation is completed.

Flow Rate (Q)

0

Pressure (P) Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

5

7

6

Pg

10

12

Increase

Decrease

Displacement Angle

56789-

Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring

Pd1 - Pump 1 Delivery Pressure Pd2 - Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-14

10 11 12 13 -

13

8, 9 T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device 5

To Hydraulic Oil Tank

Primary Pilot Pressure

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1

8

Pump 2 Delivery Pressure Pd2

9

12

13 10 11

5

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-016

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

8

13

9

12

10 11 T176-03-01-017

T3-1-15

COMPONENT OPERATION / Pump Device Control by Pilot Pressure from Torque Control Solenoid Valve

• Decreasing Flow Rate 1. When the torque control solenoid valve is operated by the signals from MC (main controller), torque control pressure Pps increases. 2. Torque control pressure Pps and either own pump delivery pressure Pd1 or partner pump delivery pressure Pd2 are combined and applied to load piston (5). 3. Load piston (5) pushes spool 2 (6), inner spring (8) and outer spring (9) so that spool 2 (6) is moved to the direction of the arrow. 4. By this movement, pilot pressure is routed to servo piston 1 (10). 5. Two servo pistons 1 (10) are located so that swash plate (11) is rotated in the flow rate decrease direction. 6. This movement of swash plate (11) is transmitted to sleeve 2 (7) via feedback lever/link (13). Sleeve 2 (7) is moved in the same direction as spool 2 (6). 7. When sleeve 2 (7) is moved by the same stroke as spool 2 (6), pilot pressure to servo piston 1 (10) is blocked so that servo piston 1 (10) is stopped and the flow rate decreasing operation is completed.

Flow Rate (Q)

0

Pressure (P) Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

5

7

6

Pg

10

12

Decrease 13

Increase

Displacement Angle

56789-

Load Piston Spool 2 Sleeve 2 Inner Spring Outer Spring

Pd1 -Pump 1 Delivery Pressure Pd2 -Pump 2 Delivery Pressure Dr - Returning to Hydraulic Oil Tank

T3-1-16

10 11 12 13 -

8, 9 T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

5

To Hydraulic Oil Tank

Primary Pilot Pressure

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1

8

Pump 2 Delivery Pressure Pd2

9

12

13 10 11

5

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-018

6

7

Pump Control Pressure Pi

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

8

13

9

12

10 11 T176-03-01-019

T3-1-17

COMPONENT OPERATION / Pump Device Control by Pilot Pressure from Flow Rate Control Solenoid Valve

Flow Rate (Q)

• Upper Limit Flow Rate Control 1. The maximum pump flow rate limit control solenoid valve in the pump control pressure Pi circuit is operated by the signals from MC (main controller). 2. The maximum pump flow rate limit control solenoid valve functions as a pressure reducing valve and pump control pressure Pi is regulated. 3. Piston (4) pushes spool 1 (3) and spring (1) so that spool 1 (3) is moved to the direction of the arrow. 4. By this movement, the circuit from servo piston 1 (10) is connected to the hydraulic oil tank. 5. As pilot pressure is always supplied to servo piston 2 (12), swash plate (11) is rotated in the flow rate increase direction. 6. The movement of swash plate (11) is transmitted to sleeve 1 (2) via feedback lever/link (13). Sleeve 1 (2) is moved in the same direction as spool 1 (3). 7. When sleeve 1 (2) is moved by the same stroke as spool 1 (3), the circuit between servo piston 1 (10) and the hydraulic oil tank is closed so that servo piston 1 (10) is stopped and the flow rate increasing operation is completed. 8. As pump control pressure Pi is regulated, the maximum flow rate is reduced more than normal state.

0

Pressure (P)

Flow Rate (Q)

0

1

Pump Control Pressure (Pi)

3

2

4

Dr

Pi Air Bleeding Circuit

Pd1 Pps

Dr

Pd2

Pg

10

12

Increase

Decrease

Displacement Angle

1234-

Spring Sleeve 1 Spool 1 Piston

Pd1 -Pump 1 Delivery Pressure Pd2 - Pump 2 Delivery Pressure Dr - Returning Hydraulic Oil Tank

T3-1-18

10 11 12 13 -

T176-03-01-009

Servo Piston 1 Swash Plate Servo Piston 2 Feedback Lever / Link

Pi - Pump Control Pressure Pps -Torque Control Pressure Pg - Primary Pilot Pressure (From Pilot Pump)

COMPONENT OPERATION / Pump Device

1

To Hydraulic Oil Tank

Primary Pilot Pressure

2

3

4

Pump Control Pressure Pi Regulated by Maximum Pump Control Flow Rate Limit Solenoid Valve

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

12

13 10 11

1

To Hydraulic Oil Tank

Primary Pilot Pressure

T176-03-01-020

2

3

4

Pump Control Pressure Pi Regulated by Maximum Pump Control Flow Rate Limit Solenoid Valve

Torque Control Pressure Pps

Pump 1 Delivery Pressure Pd1 Pump 2 Delivery Pressure Pd2

13

10

12

11 T176-03-01-021

T3-1-19

COMPONENT OPERATION / Pump Device SOLENOID VALVE The torque control solenoid valve and the maximum pump flow rate limit control solenoid valve are provided on the pump 2 regulator. The torque control solenoid valve supplies torque control pressure Pps to both the pump 1 and pump 2 regulators and the pump delivery flow rate decreases. The maximum pump flow rate limit control solenoid valve reduces the pump control pressure to the pump 2 regulator so that the upper limit pump delivery flow rate is regulated. Operation 1. When in neutral, port P is connected to the output port through the notch on the spool. 2. When current flows to the solenoid from MC (main controller), the solenoid is excited and pushes spring 1. 3. As, spring 1 pushes the spool so that the output port is connected to port T through the notch on the spool. 4. Thereby, pressure at the output port begins to decrease. 5. As left side diameter (A) is larger than right side diameter (B) of the notch on the spool, the spool is returned to the left side.

T3-1-20

COMPONENT OPERATION / Pump Device Neutral State: Solenoid

Sleeve

Spring 2

Spring 1

Spool

T176-03-01-030

A

Port P

Port T

B

Output Port

Operating State: Solenoid

Spring 2

Spring 1

Sleeve

Spool

T176-03-01-031

A

Port P

Port T Output Port

T3-1-21

B

COMPONENT OPERATION / Pump Device BLADE PUMP (OPTIONAL) 1

Inlet Port

PILOT PUMP

2

Drive gear (1) is driven by the engine via the shaft in the main pump so that driven gear (2) is rotated as they are meshed together. 1 - Drive Gear

2 - Driven Gear

Outlet Port

T137-02-03-005

PUMP DELIVERY PRESSURE SENSOR This sensor detects the pump delivery pressures, which are used in order to control various operations. When oil pressure is applied to diaphragm (9), diaphragm (9) is deformed. The deformation of diaphragm (9) is detected as electrical signals. 6 - Ground 7 - Output

6

7

T157-02-03-010

8

9

8 - Power Source (5V) 9 - Pressure Receiving Area (Diaphragm)

PUMP CONTROL PRESSURE SENSOR This sensor detects the pump control pressures, which are used in order to control various operations. When oil pressure is applied to diaphragm (10), diaphragm (10) is deformed. The deformation of diaphragm (10) is detected as electrical signals. 10 - Pressure Receiving Area (Diaphragm) 11 - Ground

T176-03-01-023

10

12 - Output 13 - Power Source (5V)

T3-1-22

11

12

13

COMPONENT OPERATION / Swing Device OUTLINE The swing device consists of the valve unit , the swing motor and the swing reduction gear. The valve unit prevents the occurrence of cavitation in the swing circuit and protects the swing circuit from being overloaded. The swing motor is a swash plate type axial plunger motor (with built-in parking brake), which is driven by pressure oil from the pump, and its output is transmitted to the swing reduction gear.

The swing reduction gear rotates the swing motor with large torque at slow speed and rotates the upperstructure.

Valve Unit

Swing Motor

Swing Reduction Gear

T176-03-02-001

T3-2-1

COMPONENT OPERATION / Swing Device SWING REDUCTION GEAR The swing reduction gear is a two-stage planetary reduction gear. The ring gear is monolithically built with the housing and bolted to the upperstructure so that it does not rotate. The shift in the swing motor rotates the first stage sun gear, whose rotating torque is transmitted to the second stage sun gear via the first stage planetary gear and the first stage carrier. The second stage sun gear rotates the shaft via the second stage planetary gear and the second stage carrier.

The shaft is engaged with the internal gear in the swing bearing secured to the undercarriage in order to rotate the upperstructure.

Swing Motor Shaft First Stage Carrier First Stage Planetary Gear

First Stage Sun Gear

Ring Gear

Second Stage Sun Gear

Second Stage Planetary Gear

Second Stage Carrier

Shaft Swing Bearing Internal Gear

T3-2-2

T176-03-02-001

COMPONENT OPERATION / Swing Device SWING MOTOR The swing motor consists of the swash plate, rotor, plunger, valve plate, housing and parking brake (disc spring, brake piston, plate and friction plate). The shaft is splined to the rotor in which the plunger is inserted.

When pressure oil is supplied from the pump, the plunger is pushed. As the shoe on the end of the plunger slides along the swash plate by tilting the swash plate, the rotor rotates. The end of the shaft is splined to the first stage sun gear in the swing reduction gear. Therefore, the rotation of the shaft is transmitted to the swing reduction gear.

Disc Spring

Piston

Valve Plate

Friction Plate

Rotor Housing

Plate

Shoe

Plunger Retainer

Swash Plate

Shaft

T3-2-3

T176-03-02-002

COMPONENT OPERATION / Swing Device SWING PARKING BRAKE The swing parking brake is a wet type multi-plate disc brake and a negative mechanism that releases the brake when the brake release pressure acts on the brake piston chamber. The brake release pressure is supplied from the pilot pump only when either swing or front attachment is operated. In other cases (including engine stopping), the brake release pressure returns to the hydraulic oil tank so that the brake is applied automatically by the disc spring. When brake is applied 1. When the swing or the front attachment control lever is returned to neutral, the swing parking brake release spool in the signal control valve is returned to neutral and pilot pressure to port SH disappears. 2. The check valve is closed and the brake release pressure through the orifice in the spool is released to the hydraulic oil tank port. 3. Consequently, the force of the spring acts on the friction plate, which is engaged with the external circumference of the rotor, and on the plate, which is engaged with the inside of the motor housing via the brake piston. Thus, the external circumference of the rotor is secured with the friction force. When the engine stops, the brake is applied automatically as pressure is not applied to the pilot signal circuit.

When brake is released 1. The swing or, front attachment control lever is operated, the swing parking brake release spool in the signal control valve is shifted. Thereby, pilot pressure from the pilot pump is applied to port SH. 2. Pilot pressure to port SH pushes to open the check valve, and acts on the brake piston chamber. 3. Consequently, as the brake piston is pushed upward, the plate and the friction plate are free, and the brake is released.

T3-2-4

COMPONENT OPERATION / Swing Device When brake is applied

Disc Spring Brake Piston

To Brake Piston

Port SH (Brake Release Pressure)

Check Valve Friction Plate Spool

Plate

To Hydraulic Oil Tank

Orifice T176-03-02-004

When brake is released Disc Spring Brake Piston

To Brake Piston

Port SH (Brake Release Pressure)

Check Valve Friction Plate Spool

Plate

To Hydraulic Oil Tank

Orifice T176-03-02-005

T3-2-5

COMPONENT OPERATION / Swing Device VALVE UNIT The valve unit consists of the make-up valves and the relief valves. The make-up valve prevents the occurrence of cavitation in the circuit, and the relief valve prevents the occurrence of surge pressure and protects the circuit from being overloaded.

Relief Valve

Make-Up Valve

Make-Up Valve During swing stopping operation, the swing motor is driven by the inertial force of the upperstructure. The swing motor is rotated forcibly in excess of oil pressure form the pump, so that cavitation may be generated in the motor In order to avoid this cavitaton, when pressure in the swing circuit becomes lower than pressure in the return circuit (port M), the poppet opens, draws hydraulic oil and compensates the lack of oil feed.

Port M

Control Valve T107-02-04-013

Relief Valve

Poppet

Make-Up Valve

Make-Up Valve

T176-03-02-003

Port M Control Valve

T3-2-6

COMPONENT OPERATION / Swing Device Relief Valve When starting or stopping swing operation, oil pressure in the swing circuit increases. The relief valve prevents the circuit pressure from increasing over the set pressure. Operation: 1. Pressure in port HP (swing circuit) is applied to the poppet. 2. When pressure in port HP reaches the spring set force, the poppet opens so that pressure oil flows to port LP. 3. Consequently, pressure in the swing circuit decreases. 4. When pressure in port HP decreases less than the spring set force, the poppet is closed by the spring force. Neutral State:

Poppet

Spring

HP

LP T176-03-02-006

Operating State:

Poppet

Spring

HP

LP T176-03-02-007

T3-2-7

COMPONENT OPERATION / Swing Device (Blank)

T3-2-8

COMPONENT OPERATION / Control Valve OUTLINE The control valve controls oil pressure, flow rate and oil flow direction in the hydraulic circuit. The major parts of the control valve are the main relief valve, overload relief valve, flow combiner valve, anti-drift valve, flow rate control valve, regenerative valve, aux. flow combiner valve, bypass shut-out valve and spool. The spool is operated by the hydraulic pilot oil pressure.

The spool arrangements from the machine front side are as follows. 4-spool side: Right Travel, Bucket, Boom 1, Arm 2 5-spool side: Left Travel, Auxiliary, Boom 2, Arm 1, Swing

Swing Arm 1 Boom 2

Control Valve

Auxiliary Left Travel Arm 2 Boom 1

5-Spool Side

Bucket Right Travel

Machine Front ZX135US-3 ZX135USK-3 ZX135USL-3

Blade Control Valve (Optional)

4-Spool Side

Machine Front ZX110-3 ZX110M-3 ZX120-3 ZX130K-3 ZX130L-3

T1R7-03-03-001

Machine Front

T1R7-03-03-028

T3-3-1

COMPONENT OPERATION / Control Valve Layout Travel Motor (Left)

Travel Motor (Right)

1

2

3

4

5

7

6

8

9

10

11

Bucket Cylinder

Auxiliary

12 40

Arm Cylinder

39

13

38

14

37

15

36 35

16 17

34

Boom Cylinder

Blade Cylinder (Optional)

18 19 23

Swing Motor

22 33 32

20 21

27 31

30

29

Main Pump

28

25

24

Blade Pump (Optional)

26 1 - Load Check Valve (Travel Tandem Circuit) 2 - Load Check Valve (Travel Parallel Circuit) 3 - Check Valve (Main Relief Circuit) 4 - Main Relief Valve 5 - Check Valve (Main Relief Circuit) 6 - Flow Combiner Valve 7 - Check Valve (Flow Combiner Circuit) 8 - Aux. Flow Combiner Valve 9 - Bucket Flow Rate Control Valve (Selector Valve) 10 - Bucket Flow Rate Control Valve (Poppet Valve)

11 - Bucket Regenerative Valve 12 - Overload Relief Valve (Bucket: Rod Side) 13 - Overload Relief Valve (Bucket: Bottom Side) 14 - Load Check Valve (Boom 1 Parallel Circuit) 15 - Boom Regenerative Valve 16 - Overload Relief Valve (Boom: Bottom Side) 17 - Overload Relief Valve (Boom: Rod Side) 18 - Boom Anti-Drift Valve (Check Valve) 19 - Boom Anti-Drift Valve (Selector Valve) 20 - Load Check Valve (Arm 2 Tandem Circuit)

21 - Bypass Shut-Out Valve 22 - Overload Relief Valve (Blade: Rod Side) (Optional) 23 - Overload Relief Valve (Blade: Bottom Side) (Optional) 24 - Load Check Valve (Blade) (Optional) 25 - Load Check Valve (Blade Tandem Circuit) (Optional) 26 - Main Relief Valve (Blade) (Optional) 27 - Check Valve (Orifice) (Arm 2 Parallel Circuit) 28 - Load Check Valve (Arm 1 Parallel Circuit) 29 - Load Check Valve (Arm 1 Tandem Circuit) 30 - Load Check Valve (Swing Circuit)

T3-3-2

T1R7-03-03-003

31 - Arm Regenerative Valve (Selector Valve) 32 - Arm Regenerative Valve 33 - Overload Relief Valve (Arm: Bottom Side) 34 - Overload Relief Valve (Arm: Rod Side) 35 - Arm Anti-Drift Valve (Check Valve) 36 - Arm Anti-Drift Valve (Selector Valve) 37 - Load Check Valve (Boom 2 Parallel Circuit) 38 - Aux. Flow Rate Control Valve (Poppet Valve) 39 - Aux. Flow Rate Control Valve (Selector Valve) 40 - Load Check Valve (Bucket Parallel Circuit)

COMPONENT OPERATION / Control Valve Control Valve 16 31

4 34

18, 19 5

Machine Front ZX135US-3 ZX135USK-3 ZX135USL-3

21

12 9, 10 Machine Front ZX110-3 ZX110M-3 ZX120-3 ZX130K-3 ZX130L-3

T1R7-03-03-004

35, 36

38, 39

Machine Front ZX135US-3 ZX135USK-3 ZX135USL-3

33

Machine Front ZX110-3 ZX110M-3 ZX120-3 ZX130K-3 ZX130L-3

17

8 6

40

13

7

T3-3-3

T1R7-03-03-005

COMPONENT OPERATION / Control Valve Travel Motor (Right)

Travel Motor (Left)

1

2

3

4

5

7

6

8

9

10

11

Bucket Cylinder

Auxiliary

12 40

Arm Cylinder

39

13

38

14

37

15

36 35

16 17

34

Boom Cylinder

Blade Cylinder (Optional)

18 19 23

Swing Motor

22 33 32

20 21

27 31

30

29

Main Pump

28

25

24

Blade Pump (Optional)

26 1 - Load Check Valve (Travel Tandem Circuit) 2 - Load Check Valve (Travel Parallel Circuit) 3 - Check Valve (Main Relief Circuit) 4 - Main Relief Valve 5 - Check Valve (Main Relief Circuit) 6 - Flow Combiner Valve 7 - Check Valve (Flow Combiner Circuit) 8 - Aux. Flow Combiner Valve 9 - Bucket Flow Rate Control Valve (Selector Valve) 10 - Bucket Flow Rate Control Valve (Poppet Valve)

11 - Bucket Regenerative Valve 12 - Overload Relief Valve (Bucket: Rod Side) 13 - Overload Relief Valve (Bucket: Bottom Side) 14 - Load Check Valve (Boom 1 Parallel Circuit) 15 - Boom Regenerative Valve 16 - Overload Relief Valve (Boom: Bottom Side) 17 - Overload Relief Valve (Boom: Rod Side) 18 - Boom Anti-Drift Valve (Check Valve) 19 - Boom Anti-Drift Valve (Selector Valve) 20 - Load Check Valve (Arm 2 Tandem Circuit)

21 - Bypass Shut-Out Valve 22 - Overload Relief Valve (Blade: Rod Side) (Optional) 23 - Overload Relief Valve (Blade: Bottom Side) (Optional) 24 - Load Check Valve (Blade) (Optional) 25 - Load Check Valve (Blade Tandem Circuit) (Optional) 26 - Main Relief Valve (Blade) (Optional) 27 - Check Valve (Orifice) (Arm 2 Parallel Circuit) 28 - Load Check Valve (Arm 1 Parallel Circuit) 29 - Load Check Valve (Arm 1 Tandem Circuit) 30 - Load Check Valve (Swing Circuit)

T3-3-4

T1R7-03-03-003

31 - Arm Regenerative Valve (Selector Valve) 32 - Arm Regenerative Valve 33 - Overload Relief Valve (Arm: Bottom Side) 34 - Overload Relief Valve (Arm: Rod Side) 35 - Arm Anti-Drift Valve (Check Valve) 36 - Arm Anti-Drift Valve (Selector Valve) 37 - Load Check Valve (Boom 2 Parallel Circuit) 38 - Aux. Flow Rate Control Valve (Poppet Valve) 39 - Aux. Flow Rate Control Valve (Selector Valve) 40 - Load Check Valve (Bucket Parallel Circuit)

COMPONENT OPERATION / Control Valve F E

D

Section A

C

4 B A

5 3

39

8

7 6

T176-03-03-035

T1R7-03-03-006

Section B

Travel (Right)

Section C

Travel (Left)

Bucket

Auxiliary

12

1

2

10

38

9

39

11 13

T176-03-03-003 T1R7-03-03-007

T3-3-5

COMPONENT OPERATION / Control Valve Travel Motor (Right)

Travel Motor (Left)

1

2

3

4

5

7

6

8

9

10

11

Bucket Cylinder

Auxiliary

12 40

Arm Cylinder

39

13

38

14

37

15

36 35

16 17

34

Boom Cylinder

Blade Cylinder (Optional)

18 19 23

Swing Motor

22 33 32

20 21

27 31

30

29

Main Pump

28

25

24

Blade Pump (Optional)

26 1 - Load Check Valve (Travel Tandem Circuit) 2 - Load Check Valve (Travel Parallel Circuit) 3 - Check Valve (Main Relief Circuit) 4 - Main Relief Valve 5 - Check Valve (Main Relief Circuit) 6 - Flow Combiner Valve 7 - Check Valve (Flow Combiner Circuit) 8 - Aux. Flow Combiner Valve 9 - Bucket Flow Rate Control Valve (Selector Valve) 10 - Bucket Flow Rate Control Valve (Poppet Valve)

11 - Bucket Regenerative Valve 12 - Overload Relief Valve (Bucket: Rod Side) 13 - Overload Relief Valve (Bucket: Bottom Side) 14 - Load Check Valve (Boom 1 Parallel Circuit) 15 - Boom Regenerative Valve 16 - Overload Relief Valve (Boom: Bottom Side) 17 - Overload Relief Valve (Boom: Rod Side) 18 - Boom Anti-Drift Valve (Check Valve) 19 - Boom Anti-Drift Valve (Selector Valve) 20 - Load Check Valve (Arm 2 Tandem Circuit)

21 - Bypass Shut-Out Valve 22 - Overload Relief Valve (Blade: Rod Side) (Optional) 23 - Overload Relief Valve (Blade: Bottom Side) (Optional) 24 - Load Check Valve (Blade) (Optional) 25 - Load Check Valve (Blade Tandem Circuit) (Optional) 26 - Main Relief Valve (Blade) (Optional) 27 - Check Valve (Orifice) (Arm 2 Parallel Circuit) 28 - Load Check Valve (Arm 1 Parallel Circuit) 29 - Load Check Valve (Arm 1 Tandem Circuit) 30 - Load Check Valve (Swing Circuit)

T3-3-6

T1R7-03-03-003

31 - Arm Regenerative Valve (Selector Valve) 32 - Arm Regenerative Valve 33 - Overload Relief Valve (Arm: Bottom Side) 34 - Overload Relief Valve (Arm: Rod Side) 35 - Arm Anti-Drift Valve (Check Valve) 36 - Arm Anti-Drift Valve (Selector Valve) 37 - Load Check Valve (Boom 2 Parallel Circuit) 38 - Aux. Flow Rate Control Valve (Poppet Valve) 39 - Aux. Flow Rate Control Valve (Selector Valve) 40 - Load Check Valve (Bucket Parallel Circuit)

COMPONENT OPERATION / Control Valve Section D

Boom 1

Boom 2

19 16 18

14

37

15 17

T176-03-03-005

Section E

Section F Arm 2

Arm 1

Swing

36 34 31 35 30 20

27

28

29 32

21

33 T176-03-03-007

T176-03-03-006

T3-3-7

COMPONENT OPERATION / Control Valve Travel Motor (Right)

Travel Motor (Left)

1

2

3

4

5

7

6

8

9

10

11

Bucket Cylinder

Auxiliary

12 40

Arm Cylinder

39

13

38

14

37

15

36 35

16 17

34

Boom Cylinder

Blade Cylinder (Optional)

18 19 23

Swing Motor

22 33 32

20 21

27 31

30

29

Main Pump

28

25

24

Blade Pump (Optional)

26 1 - Load Check Valve (Travel Tandem Circuit) 2 - Load Check Valve (Travel Parallel Circuit) 3 - Check Valve (Main Relief Circuit) 4 - Main Relief Valve 5 - Check Valve (Main Relief Circuit) 6 - Flow Combiner Valve 7 - Check Valve (Flow Combiner Circuit) 8 - Aux. Flow Combiner Valve 9 - Bucket Flow Rate Control Valve (Selector Valve) 10 - Bucket Flow Rate Control Valve (Poppet Valve)

11 - Bucket Regenerative Valve 12 - Overload Relief Valve (Bucket: Rod Side) 13 - Overload Relief Valve (Bucket: Bottom Side) 14 - Load Check Valve (Boom 1 Parallel Circuit) 15 - Boom Regenerative Valve 16 - Overload Relief Valve (Boom: Bottom Side) 17 - Overload Relief Valve (Boom: Rod Side) 18 - Boom Anti-Drift Valve (Check Valve) 19 - Boom Anti-Drift Valve (Selector Valve) 20 - Load Check Valve (Arm 2 Tandem Circuit)

21 - Bypass Shut-Out Valve 22 - Overload Relief Valve (Blade: Rod Side) (Optional) 23 - Overload Relief Valve (Blade: Bottom Side) (Optional) 24 - Load Check Valve (Blade) (Optional) 25 - Load Check Valve (Blade Tandem Circuit) (Optional) 26 - Main Relief Valve (Blade) (Optional) 27 - Check Valve (Orifice) (Arm 2 Parallel Circuit) 28 - Load Check Valve (Arm 1 Parallel Circuit) 29 - Load Check Valve (Arm 1 Tandem Circuit) 30 - Load Check Valve (Swing Circuit)

T3-3-8

T1R7-03-03-003

31 - Arm Regenerative Valve (Selector Valve) 32 - Arm Regenerative Valve 33 - Overload Relief Valve (Arm: Bottom Side) 34 - Overload Relief Valve (Arm: Rod Side) 35 - Arm Anti-Drift Valve (Check Valve) 36 - Arm Anti-Drift Valve (Selector Valve) 37 - Load Check Valve (Boom 2 Parallel Circuit) 38 - Aux. Flow Rate Control Valve (Poppet Valve) 39 - Aux. Flow Rate Control Valve (Selector Valve) 40 - Load Check Valve (Bucket Parallel Circuit)

COMPONENT OPERATION / Control Valve Blade Control Valve (Optional) X

22

23 X T1R7-03-03-008

Secttion X-X

24

25

T1R7-03-03-009

T3-3-9

COMPONENT OPERATION / Control Valve HYDRAULIC CIRCUIT Main Circuit Pressure oil from pump 1 flows to the 4-spool side control valve and pressure oil from pump 2 flows to the 5-spool side control valve. Both right and left main circuits are provided with the parallel circuits which make the combined operations possible. The boom and arm circuits are provided with the flow combining circuits so that pressure oils from pumps 1 and 2 are combined during a single operation. The main relief valve is provided in the main circuit (between pump and actuator). The main relief valve prevents pressure in the main circuit from increasing over the set pressure when the spool is operated (when the control lever is operated). The overload relief valve is provided in the actuator circuit (between control valve and actuator) of boom, arm, and bucket. The overload relief valve prevents the surge pressure developed by external loads in the actuator circuit from increasing over the set pressure when the spool is in neutral (while the control lever is in neutral).

T3-3-10

COMPONENT OPERATION / Control Valve Travel Motor (Left)

Main Relief Valve

Travel Motor (Right)

4-Spool Side Parallel Circuit

5-Spool Side

4-Spool Side

Auxiliary Bucket Cylinder

Overload Relief Valve Arm Cylinder

Overload Relief Valve

Swing Motor Boom Cylinder

Flow Combining Circuit

5-Spool Side Parallel Circuit

Pump 2

Pump 1

T1R7-03-03-010

T3-3-11

COMPONENT OPERATION / Control Valve Blade Circuit (Optional) Neutral Circuit • When the control lever is in neutral, pressure oil from the blade pump is returned to the hydraulic oil tank through the blade control valve. Single Operation Circuit • The blade signal switch valve and the bypass shut-out valve are shifted by operating the blade. • When the blade signal switch valve is shifted, pilot pressure from the blade signal switch valve shifts the flow combiner valve. • When the flow combiner valve is shifted, pressure oil from pump 1 is combined with pressure oil from pump 2 in the control valve, and flows to the blade control valve. • After pressure oil from the blade pump is combined with pressure oil from pumps 1 and 2 in the blade control valve, pressure oil flows to the blade cylinder. • Due to the operation above, the blade cylinder operating speed is increased. NOTE: An orifice is provided in the flow combining circuit of pressure oils from pumps 1 and 2 in order to obtain actuator speed other than the blade cylinder during combined operation with the blade.

T3-3-12

COMPONENT OPERATION / Control Valve Pilot Pressure from Blade Signal Switch Valve Orifice Control Valve

Flow Combiner Valve

Blade Cylinder Bypass Shut-Out Valve

Blade Control Valve

Pump 2

Pump 1 Blade Pump Pilot Pressure from Blade Pilot Valve T1R7-03-03-011

T3-3-13

COMPONENT OPERATION / Control Valve Pilot Control Circuit Pressure oil (indicated with numbers) from the pilot valve acts to the spool in control valve and moves the spool. In the following operations, pressure oil moves the spool and acts on the switch valves as follows. • During arm roll-in (4) operation, pressure oil moves the arm spool and shifts the switch valve of the arm anti-drift valve. • During boom lower (2) operation, pressure oil moves the boom spool and shifts the switch valve of the boom anti-drift valve.

External Pilot Oil Pressure Control Circuit • The arm regenerative valve (switch valve) is shifted by pilot pressure from solenoid valve unit (SC). • The bucket flow rate control valve is shifted by pilot pressure from the bucket flow rate control valve control spool in the signal control valve. • The flow combiner valve is shifted by pilot pressure from the flow combiner valve control spool in the signal control valve.

The air bleeding circuit is located on the upper section of the control valve and bleeds any air trapped inside automatically.

T3-3-14

Attachment (Optional): • The aux. flow combiner valve and the bypass shut-out valve are shifted by attachment pilot pressure. • The aux. flow rate control valve is shifted by pilot pressure from the aux. flow rate control solenoid valve. Blade (Optional): • The flow combiner valve is shifted by pilot pressure from the blade signal switch valve. • The bypass shut-out valve is shifted by blade pilot pressure. (Refer to SYSTEM / Control System.)

COMPONENT OPERATION / Control Valve Pilot Pressure from flow combiner Valve Control Spool in Signal Control Valve and Blade Signal Switch Valve (Optional) Attachment Pilot Pressure (Optional)

Aux. Flow Combiner Valve Flow Combiner Valve

Pilot Pressure from Bucket Flow Rate Control Valve Control Spool in Signal Control Valve

10

11

9

12 Bucket Flow Rate Control Valve 8

Pilot Pressure from Aux. Flow Rate Control Solenoid Valve (Optional) Aux. Flow Rate Control Valve

7

2

1

1

Arm Anti-Drift Valve

Boom Anti-Drift Valve

4 Pilot Pressure from Solenoid Valve Unit (SC) Arm Regenerative Valve (Switch Valve)

3

3

6 Air Bleeding Circuit

5

Attachment Pilot Pressure (Optional)

Bypass Shut-Out Valve

T1R7-03-03-012

1 - Boom Raise 2 - Boom Lower 3 - Arm Roll-Out

4 - Arm Roll-In 5 - Left Swing 6 - Right Swing

7 - Bucket Roll-In 8 - Bucket Roll-Out 9 - Left Travel Forward

T3-3-15

10 - Left Travel Reverse 11 - Right Travel Forward 12 - Right Travel Reverse

COMPONENT OPERATION / Control Valve FLOW COMBINER VALVE 1. Normally, pressure oil from pump 1 pushes the check valve through hole B on the flow combiner valve spool so that the check valve is seated. 2. When combined operation of front attachment and travel is made, the right travel pilot pressure shifts the flow combiner valve control spool in the signal control valve and pilot pressure shifts the flow combiner valve spool. 3. Then, pressure oil from pump 1 enters hole A, unseats the check valve and flows to the left travel spool. 4. Therefore, the pressure oil from pump 1 is routed to both the right and left travel spools at the same time, and pressure oil from pump 2 flows to the front attachment and the swing spools. Consequently, during combined operation of travel and front attachment/swing, the machine can travel straight.

Travel Motor (Left)

Travel Motor (Right) Flow Combiner Valve

Pilot Pressure from Flow Combiner Valve Control Spool in Signal Control Valve

Pump 1

T3-3-16

T1R7-03-03-013

COMPONENT OPERATION / Control Valve Neutral State:

Operating State: To Hydraulic Oil Tank

To Left Travel Spool

To Hydraulic Oil Tank

To Left Travel Spool

Check Valve Hole B

Pressure Oil from Pump 1

Check Valve

Pressure Oil from Pump 1 Hole A

Hole A

Spool

Spool

Pilot Pressure Oil from Flow Combiner Valve Control Spool

To Flow Combiner Valve Control Spool

T176-03-03-008

T3-3-17

T176-03-03-009

COMPONENT OPERATION / Control Valve MAIN RELIEF VALVE The main relief valve prevents oil pressure in the main circuit and the blade circuit (optional) from increasing over the set pressure while operating the actuators such as the motors and the cylinders. Thereby, oil leakage from the hoses and the piping joints and damage of the actuators are prevented. NOTE: The operations of the main relief valves in the main circuit and the blade circuit (optional) are same. Operation 1. Pressure in port HP (main circuit) acts on the pilot poppet through orifice A in the main poppet and orifice B in the seat. 2. When pressure in port HP reaches the spring B set force, the pilot poppet is unseated and pressure oil flows to port LP (hydraulic oil tank) through passage A and the outer circumference of the sleeve. 3. At this time, a pressure difference arises between port HP and the spring chamber due to orifice A. 4. When this pressure difference reaches the spring A set force, the main poppet is unseated and pressure oil in port HP flows to port LP. 5. Consequently, the actuator circuit pressure is reduced. 6. When the actuator circuit pressure is reduced to the specified pressure, the main poppet is closed by the spring A force.

Blade Circuit (Optional) Pilot Poppet

Sleeve LP

Passage A

Spring B

Spring A

HP

Seat

Orifice A

T3-3-18

Main Poppet

Spring Chamber

Orifice B T1R7-03-03-014

COMPONENT OPERATION / Control Valve Main Circuit Normal State: Orifice A

Main Poppet

Orifice B

Seat

Passage A

Spring B

HP

LP Sleeve

T176-03-03-010

Spring Chamber

Spring A

Pilot Poppet

Relieving STate: Main Poppet

Orifice B

Orifice A

Seat

Passage A

Spring B

HP

LP Sleeve

T176-03-03-011

Spring Chamber

Spring A

T3-3-19

Pilot Poppet

COMPONENT OPERATION / Control Valve OVERLOAD RELIEF VALVE (with Make-Up Function) The overload relief valve is located in the boom, arm, bucket and blade (optional) circuits. The overload relief valve prevents each actuator circuit pressure from rising excessively when the actuators are operated by external loads. In addition, when the actuator circuit pressure is reduced, the overload relief valve draws hydraulic oil from the hydraulic oil tank and prevents the occurrence of cavitation (make-up function). NOTE: The operations of the overload relief valves in the boom, arm, bucket and blade (optional) are same. Relief Operation 1. Boom, Arm and Bucket: Pressure in port HP (actuator circuit) acts on the pilot poppet through orifice A in the main poppet and orifice B in the seat. Blade: Pressure in port HP (actuator circuit) acts on the pilot poppet through orifice A in the valve. 2. When pressure in port HP reaches the spring B set force, the pilot poppet is unseated and pressure oil flows to port LP (hydraulic oil tank) through passage A and the outer circumference of the sleeve. 3. At this time, a pressure difference arises between port HP and the spring chamber due to orifice A. 4. When this pressure difference reaches the spring A set force, the main poppet is unseated and pressure oil in port HP flows to port LP. 5. Consequently, the actuator circuit pressure is reduced. 6. When the actuator circuit pressure is reduced to the specified pressure, the main poppet is closed by the spring A force.

Make-Up Operation 1. When pressure in port HP (actuator circuit) is reduced lower than pressure in port LP (hydraulic oil tank), the make-up valve (blade: sleeve) is moved to the left. 2. Hydraulic oil in port LP flows to port HP. This prevents cavitation. 3. When pressure in port HP increases more than the specified pressure, the make-up valve (blade: sleeve) is closed by the spring C force. Blade Circuit (Optional) Spring C

Sleeve Spring A

Main Poppet

Seat

Orifice A HP

Passage A Spring B Pilot Poppet

T3-3-20

Spring Chamber

Valve LP

T1R7-03-03-015

COMPONENT OPERATION / Control Valve Boom, Arm, Bucket Main Sleeve Make-Up Valve Poppet Orifice A Orifice B Seat

Normal State:

Passage A Spring B

HP

LP Spring C

Relieving State:

Sleeve

T176-03-03-012

Spring Chamber Main Orifice A Poppet

Spring A Orifice B

Pilot Poppet Seat

Passage A

Spring B

HP

LP

T176-03-03-013

Spring Chamber

Make-Up Operating State:

Spring A

Pilot Poppet

Make-Up Valve

HP

LP

T176-03-03-014

Spring C

T3-3-21

COMPONENT OPERATION / Control Valve REGENERATIVE VALVE The regenerative valve is located in the boom lower, arm roll-in and bucket roll-in circuits. The regenerative valve increases the cylinder operating speeds, improves machine controllability, and prevents the cylinders from making a pose in movement.

Pressure Oil from Pump 1

NOTE: The operational principles of each regenerative valve are almost identical. Therefore, the bucket regenerative valve is explained here. Operation 1. When the bucket is rolled in, returning oil from the cylinder rod side (the bottom side in case of the boom) is routed to the check valve through hole A on the spool. 2. At this time, when pressure in the cylinder bottom side (the rod side in case of the boom) is lower than the rod side, the check valve is unseated. 3. Consequently, returning oil from the cylinder rod side flows to the bottom side and is combined with pressure oil from the pump. The combined oil is delivered to the cylinder bottom side so that returning pressure oil is regenerated. Therefore, the cylinder operating speed is increased. 4. When the cylinder is fully stroked or digging loads increase, pressure in the cylinder bottom circuit is higher than the rod side. Therefore, the check valve is seated so that regeneration is stopped. NOTE: Arm Regenerative Valve Operation The arm regenerative valve (switch valve) is shifted by pilot pressure from solenoid valve unit (SC) so that the returning oil circuit from the cylinder rod side is blocked. (Only the arm regenerative valve. Refer to SYSTEM / Control system.)

T3-3-22

Bucket Cylinder

Check Valve T1R7-03-03-027

COMPONENT OPERATION / Control Valve Neutral State:

Operating State:

Bucket Cylinder

Bucket Cylinder

Spool

Spool

Hole A

Hole A

Check Valve

Check Valve

T1R7-03-03-016

T3-3-23

T1R7-03-03-017

COMPONENT OPERATION / Control Valve ANTI-DRIFT VALVE The anti-drift valve is located in the boom cylinder bottom side and the arm cylinder rod side circuits, and reduces the cylinder drift amount. NOTE: The structures of the boom and the arm anti-drift valves are identical. Holding Operation 1. When the control lever (the spool) is in neutral, the anti-drift valve (switch valve) is not shifted. 2. Therefore, pressure in the boom cylinder bottom side (arm cylinder rod side) is routed to the check valve in the anti-drift valve via the switch valve. 3. Consequently, the check valve is pushed and, blocks the returning oil circuit from the cylinder so that the cylinder drift amount is reduced. Releasing Operation 1. When rolling the arm in or lowering the boom, pressure oil from the pilot valve shifts the anti-drift valve (switch valve). 2. Pressure oil in the spring chamber of the check valve is returned to the hydraulic oil tank through the orifice in the switch valve. 3. Consequently, the check valve is unseated and returning oil from the boom cylinder bottom side (arm cylinder rod side) flows to the spool.

Boom Cylinder

T1R7-03-03-018

Anti-Drift Valve (Switch Valve) Pressure Oil from Pump 1

Anti-Drift Valve (Check Valve) To Hydraulic Oil Tank Boom Cylinder

From Pilot Valve

To Hydraulic Oil Tank

T1R7-03-03-019

Anti-Drift Valve (Switch Valve)

T3-3-24

Anti-Drift Valve (Check Valve)

COMPONENT OPERATION / Control Valve Holding State:

Boom Cylinder To Pilot Valve

Switch Valve Sleeve

Spring B Seat Spring A Check Valve

To Spool T1R7-03-03-020

Releasing State: Drain

Boom Cylinder From Pilot Valve

Switch Valve Sleeve

Spring B

Pressure Oil from Pump

Seat Spring A Check Valve

To Spool T1R7-03-03-021

T3-3-25

COMPONENT OPERATION / Control Valve FLOW RATE CONTROL VALVE The flow rate control valve is provided in the bucket and auxiliary circuits. When a combined operation is made, the flow rate control valve restricts the oil flow rate so that the other actuators are given priority to operate. Poppet Valve

NOTE: The bucket flow rate control valve restricts the bucket circuit oil flow rate when combined operation of boom raise and arm roll-in is made. The auxiliary flow rate control valve restricts the auxiliary circuit oil flow rate when combined operation with the front attachment is made. The bucket flow rate control valve is explained here. When bucket (auxiliary) single operation is made: 1. Pressure oil from pump 1 acts on the check valve in the poppet valve via port P1. 2. Normally, as the switch valve is kept open so that pressure oil from pump 1 unseats the check valve and flows to the main spool through the switch valve. 3. Consequently, the poppet valve is opened, and pressure oil flows to the bucket spool. When combined operation of bucket (auxiliary), boom raise and arm roll-in is made: 1. When combined operation of boom raise and arm roll-in made, the bucket flow rate control valve control spool in the signal control valve is shifted. The switch valve in the bucket flow rate control valve is shifted by boom raise pilot pressure. 2. Then, the back pressure of the poppet valve increases and the force to close the poppet valve is developed. 3. Consequently, the opening clearance of the poppet valve is reduced and oil flow rate to the bucket spool is restricted so that pressure oil is routed to the high-pressure side at the boom raise side.

Pressure Oil from Pump 1

Switch Valve

Pilot Pressure from Bucket Flow Rate Control Valve Control Spool Pressure Oil (Boom Raise from Pump 1 Pilot Pressure)

Switch Valve

T3-3-26

To Hydraulic Oil Tank

Bucket Cylinder

T1R7-03-03-022

To Hydraulic Oil Tank

Bucket Cylinder

T1R7-03-03-023

COMPONENT OPERATION / Control Valve Normal Operation: Poppet

Check Valve

Spring A Spring B

To Main Spool

To Hydraulic Oil Tank Pressure Oil from Main Pump 1

Switch Valve

Boom Raise Pilot Pressure

To Main Spool

Plug 2

T176-03-03-019

Flow Rate Control Operation: Poppet

Check Valve

Spring A Spring B

To Main Spool

To Hydraulic Oil Tank Switch Valve

Pressure Oil from Main Pump 1

Boom Raise Pilot Pressure

To Main Spool

Plug 2

T3-3-27

T176-03-03-020

COMPONENT OPERATION / Control Valve AUXILIARY FLOW COMBINER VALVE AND BYPASS SHUT-OUT VALVE The auxiliary flow combiner valve is provided in the upstream of the 4-spool side circuit. The bypass shut-out valve is provided in the downstream of the 4-spool side circuit. These valve functions differ depending on whether only the attachment is single-operated or combined-operated.

During Single Operation When the attachment is single-operated, pressure oils from both pumps 1 and 2 are combined. Therefore, the operating speed of the attachment increases. 1. When the attachment is single-operated, attachment pilot pressure acts on ports SM and SJ, and the spools in the auxiliary flow combiner valve and the bypass shut-out valve are shifted. 2. When the spool in the bypass shut-out valve is shifted, the neutral circuit in the 4-spool side is blocked. 3. At this time, as the spool in the auxiliary flow combiner valve is shifted, pressure oil in the 4-spool side (pump 1) flows to the auxiliary spool through the auxiliary flow combiner valve. 4. Consequently, pressure oils in pumps 1 and 2 are combined so that the operating speed of the attachment increases.

Signal Control Valve Auxiliary Flow Combiner Valve Port SN

Attachment Pilot Valve

Auxiliary Flow Combiner Control Solenoid Valve

Port SM

Attachment Neutral Circuit 予備

Port SJ

4-Spool Side

5-Spool Side Pump 2

Pump 1

Bypass Shut-Out Valve

Blade Pilot Valve (Optional)

T1R7-03-03-024

T3-3-28

COMPONENT OPERATION / Control Valve Neutral State: Auxiliary Flow Combiner Valve

Bypass Shut-Out Valve

Port SN To Auxiliary Spool

Spring B Spring

Spool

Check Valve

4-Spool Side Neutral Circuit

Pressure Oil from Pump 1

Spool Returning to Hydraulic Oil Tank Spring A Port SM Port SJ

T176-03-03-022

T1R7-03-03-025

Operating State: Port SN Spring B To Auxiliary Spool

Check Valve

Spring

Spool

4-Spool Side Neutral Circuit

Pressure Oil from Pump 1

Spool Returning to Hydraulic Oil Tank Spring A Port SM Port SJ

T1R7-03-03-026

T3-3-29

T176-03-03-024

COMPONENT OPERATION / Control Valve During Combined Operation During combined operation of attachment and boom, arm, bucket or travel, the auxiliary flow combiner valve is not shifted. Therefore, the operating speeds of boom, arm, bucket and travel are maintained. 1. When the attachment is operated, attachment pilot pressure acts on port SM in the auxiliary flow combiner valve. 2. When the boom, arm, bucket or travel is operated at the same time, pilot pressure from the signal control valve acts on port SN. 3. Pressure oil from port SM acts on the spool in the auxiliary flow combiner valve to the open direction and pressure oil from port SN and the spring A force act on the spool to the close direction. 4. As the force acting on the spool to the close direction is larger, the spool is kept closed.

Auxiliary Flow Combiner Valve Port SN

To Auxiliary Spool

Spring B Check Valve

Pressure Oil from Pump 1

Spool

Spring A Port SM

T176-03-03-037

T3-3-30

COMPONENT OPERATION / Pilot Valve OUTLINE The pilot valve controls pilot pressure oil in order to move the spool in the control valve. The pilot valve outputs pressure according to the control lever stroke by PPC (Pressure Proportional Control Valve) function and moves the spool in the control valve. The 4-port pilot valves for front attachment/swing and for travel are standard. The 2-port pilot valve is for auxiliary (optional) and for blade (optional).

NOTE: As for the pilot valves for front attachment/swing and for travel, the structure of the cam to push in the pusher is different and that of the pressure reducing valve is same.

• Front Attachment / Swing Pilot Valve Port No.

Right

Left

1 2 3 4 1 2 3 4

ISO Control

Hitachi

Pattern

Pattern

Bucket Roll-Out Boom Lower Bucket Roll-In Boom Raise Right Swing Arm Roll-Out Left Swing Arm Roll-In

P

Hydraulic Symbol

1

← ← ← ← Arm Roll-In Right Swing Arm Roll-Out Left Swing

T

3

2

P

4

3

4

1

T105-02-07-020

2

T3-4-1

T

T1V1-03-04-001

COMPONENT OPERATION / Pilot Valve • Travel Pilot Valve Port No. 1 2 3 4

Travel (Right Reverse) Travel (Right Forward) Travel (Left Forward) Travel (Left Reverse)

T P

Hydraulic Symbol B T1R7-03-04-001

3

P T

4

2

1

View B

3

4

2

1

T178-03-04-017

T1R7-03-04-002

• Auxiliary / Blade Pilot Valves Port No. Auxiliary Blade

1

Open

2

Close

1

Lower

2

Raise

T P

P T

1

2

T1R7-03-04-003 T1CF-03-04-001

1

T3-4-2

2

COMPONENT OPERATION / Pilot Valve (Blank)

T3-4-3

COMPONENT OPERATION / Pilot Valve OPERATION • Front Attachment / Swing and Travel Pilot Valves The spool (6) head comes in contact with the upper surface of spring guide (3) which is kept raised by return spring (5). Neutral State (Output Curve: A to B): 1. When in neutral, spool (6) totally blocks pressure oil from port P (the pilot pump). The output port is opened to port T (hydraulic oil tank) through the inner passage in spool (6). 2. Therefore, pressure in the output port is equal to pressure in port T. 3. When the control lever is slightly tilted, cam (1) is tilted and pusher (2) is pushed. Pusher (2) and spring guide (3) compress return spring (5) and move downward together. 4. At this time, as pressure in the output port is equal to pressure in port T, spool (6) moves downward while keeping the lower surface of the spool (6) head in contact with spring guide (3). 5. This status continues until hole (7) on spool (6) is opened to port P.

T3-4-4

E

F

D Pilot Pressure C

A

B

Lever Stroke T523-02-05-001

COMPONENT OPERATION / Pilot Valve Front Attachment / Swing Pilot Valve

1

1

2

2

3

3

4

4

5

5

6

7 Port P

6

6

Output Port

Port T

7

Port T

7

Port P

Output Port

Port T

Port P

Output Port

T1V1-03-04-007

T1V1-03-04-008

Travel Pilot Valve 1

1

2

2

Port T

7 3

3

4

4

5

6

Output Port

5

6

Port P

Port T

Port T

6 Port P

7

Output Port

1 - Cam 2 - Pusher

3 - Spring Guide 4 - Balance Spring

Port P

7

Output Port

T1V1-03-04-002

5 - Return Spring 6 - Spool

T3-4-5

T1V1-03-04-003

7 - Hole

COMPONENT OPERATION / Pilot Valve During Metering or Decompressing (Output Curve: C to D) 1. When the control lever is further tilted in order to move pusher (2) downward more, hole (7) on spool (6) is opened to port P and pressure oil in port P flows into the output port. 2. Pressure in the output port acts on the bottom surface of spool (6) so that spool (6) is pushed upward. 3. Until upward force acting on the bottom surface of spool (6) overcomes the balance spring (4) force, balance spring (4) is not compressed so that spool (6) is not raised and pressure in the output port increases. 4. As pressure in the output port increases, the force to push spool (6) upward increases. When this force overcomes the balance spring (4) force, balance spring (4) is compressed so that spool (6) is moved upward. 5. As spool (6) is moved upward, hole (7) is closed so that pressure oil from port P stops flowing into the output port and pressure in the output port stops increasing. 6. As spool (6) is moved downward and balance spring (4) is compressed, the pressure acting on the bottom surface of spool (6) increases until the pressure balances with the increasing spring force. This increasing pressure becomes pressure in the output port.

T3-4-6

E

F

D Pilot Pressure C

A

B

Lever Stroke T523-02-05-001

COMPONENT OPERATION / Pilot Valve Front Attachment / Swing Pilot Valve

1

1

2

2

3

3

4

4

5

5

6

6 Port T

Port T

7

Port P

7

Output Port

Port P

Output Port

T1V1-03-04-009

T1V1-03-04-010

Travel Pilot Valve 1

1

2

2

3

3

4

4

5

5

6

6 Port T

Port P

7

Output Port 1 - Cam 2 - Pusher

Port T

3 - Spring Guide 4 - Balance Spring

Port P

7

Output Port

T1V1-03-04-004

5 - Return Spring 6 - Spool

T3-4-7

7 - Hole

T1V1-03-04-005

COMPONENT OPERATION / Pilot Valve Full Stroke (Output Curve: E to F) 1. When the control lever is fully stroked, pusher (2) is moved downward until pusher (2) on the front attachment / swing pilot valve comes in contact with the step part of the casing, or cam (1) on the travel pilot valve comes in contact with the casing. 2. At this time, the bottom surface of pusher (2) directly pushes spool (6). Therefore, even if pressure in the output port increases, hole (7) on spool (6) is kept open. 3. Consequently, pressure in the output port is equal to pressure in port P. NOTE: Total lever stroke for the front attachment/swing control is determined by stroke dimension (E) of pusher (2). Total lever stroke for the travel control is determined by stroke dimension (E) of cam (1).

T3-4-8

E

F

D Pilot Pressure

C

A

B

Lever Stroke T523-02-05-001

COMPONENT OPERATION / Pilot Valve Front Attachment / Swing Pilot Valve

1 2

2

3 4 5 E

6 Port T

7

Port P

Output Port

T1V1-03-04-007

T1V1-03-04-011

Travel Pilot Valve 1

1

2

E

3 4 5 6

Port T

Port P

7

Output Port 1 - Cam 2 - Pusher

3 - Spring Guide 4 - Balance Spring

T1V1-03-04-006

T1V1-03-04-002

5 - Return Spring 6 - Spool

T3-4-9

7 - Hole

COMPONENT OPERATION / Pilot Valve • Auxiliary and Blade Pilot Valves Neutral State (Output Curve: A to B) 1. When the control pedal is in neutral, spool (7) completely blocks pressure oil from port P. 2. As the output port is opened to port T through the passage in spool (7), pressure in the output port is equal to pressure in the hydraulic oil tank. 3. When slightly depressing the control pedal and moving cam (1), pusher (2) and spring guide (4) compress return spring (6) and move downward together. 4. At this time, spool (7) is pushed by balance spring (5) and moved downward until dimension (A) becomes zero. 5. During this movement, the output port is kept opened to port T so that pressure oil is not supplied to the output port. NOTE: The pedal stroke while pressure at dimension (A) becomes zero is its play.

During Metering or Decompressing (Output Curve: C to D) 1. When the control pedal is depressed further, the hole on spool (7) is opened to the notch. 2. Pressure oil in port P flows into the output port through the notch and the hole on spool (7), and pressure in the output port increases. 3. Pressure in the output port acts on the bottom surface of spool (7) and spool (7) is moved upward. 4. Until the force to move spool (7) upward overcomes the balance spring (5) force, balance spring (5) is not compressed. 5. Therefore, as port P is kept opened to the output port, pressure in the output port continues to increase. 6. When pressure in the output port increases further, the force to move spool (7) upward increases. 7. When this force overcomes the balance spring (5) force, spool (7) compresses balance spring (5) and moves upward. 8. When spool (7) moves upward, the notch is closed. As pressure oil from port P does not flow to the output port, pressure in the output port stop increasing. 9. As spool (7) is moved upward and balance spring (5) is compressed, pressure acting on the bottom surface of spool (7) increases until pressure balances with the increasing spring force. This increasing pressure becomes pressure in the output port.

Pilot Pressure D

C

A

B

Pedal Stroke T1F3-03-09-004

T3-4-10

COMPONENT OPERATION / Pilot Valve Neutral State (Output Curve: A to B)

During Metering or Decompressing (Output Curve: C to D)

1 2

4 3

5

5 Port T

Port T

6 (A) Port P

Port P Hole

Hole

7

7

Passage Output Port

Output Port

T1M7-03-04-008

Port T (A) Port P

Output Port

12-

Cam Pusher

34-

Plate Spring Guide

T1M7-03-04-021

5 - Balance Spring 6 - Return Spring

T3-4-11

7 - Spool

T1M7-03-04-022

COMPONENT OPERATION / Pilot Valve SHOCKLESS FUNCTION (ONLY FOR TRAVEL PILOT VALVE)

Damper Spring Pin

The travel pilot valve has the damper enabling damping of the speed change shock by the travel lever. The damper consists of the support, gears 1 and 2. Gear 1 is connected to the support. The support is secure to the bracket with a spring pin. The travel lever and the travel pedal are secure to the bracket. Therefore, the support rotates transversely around the pin according to the movement of the travel lever.

Travel Pedal

A Travel Lever Support Bracket Pin Gear 2

Operation 1. If the travel lever is released from the hand while traveling, spring force of the return spring returns the travel lever to the neutral position. 2. At this time, gears 1 and 2 inside the damper receive the resistance force due to friction. 3. Therefore, as the travel lever gradually returns to the neutral position, the extent of sudden stop at the time of abrupt release of the travel lever is damped down.

A Gear 1

T1M7-03-04-002

Section A-A Spring Pin

Damper Support

Pin T1M7-03-04-003

T3-4-12

COMPONENT OPERATION / Travel Device OUTLINE The travel device consists of the travel motor, travel reduction gear and travel brake valve. The travel motor is a swash plate type variable displacement axial plunger motor and equipped with parking brake (multi-disc-wet negative type). The travel motor is driven by pressure oil from the pump and transmits its rotary power to the travel reduction gear.

Travel Brake Valve

The travel reduction gear is a two-stage reduction planetary gear type, converts rotary power transmitted from the travel motor to slow large torque and rotates the sprocket and the track. The travel brake valve protects the travel circuit from being overloaded and prevents the occurrence of cavitation.

Travel Reduction Gear

Travel Motor

T3-5-1

T176-03-05-001

COMPONENT OPERATION / Travel Device TRAVEL REDUCTION GEAR The travel reduction gear is a two-stage reduction planetary gear type. The travel motor rotates propeller shaft (5). This rotation is transmitted to ring gear (1) via first stage planetary gear (6), first stage carrier (4), sun gear (3), second stage planetary gear (7) and second stage carrier (2).

Housing (11) in the travel motor is bolted to the track frame and is secured to second stage carrier (2) by hub (8). Ring gear (1) is bolted to drum (10) and sprocket (9). Accordingly, when ring gear (1) is rotated, drum (10) and sprocket (9) are also rotated.

1

2

3

4

5

11

8

10

7

6

9 T176-03-05-001

1 - Ring Gear 2 - Second Stage Carrier 3 - Sun Gear

4 - First Stage Carrier 5 - Propeller Shaft 6 - First Stage Planetary Gear

7 - Second Stage Planetary Gear 8 - Hub 9 - Sprocket

T3-5-2

10 - Drum 11 - Housing

COMPONENT OPERATION / Travel Device TRAVEL MOTOR The travel motor consists of the valve plate, swash plate, rotor, plunger and shaft. The shaft is splined to the rotor, in which the plungers are inserted. When pressure oil is supplied from the pump, the plungers are pushed.

The shoes on the ends of the plungers slide along the swash plate surface due to inclination of the swash plate, and the rotor rotates.

Shaft

Rotor

Shoe

Swash Plate

Plunger

Valve Plate

T176-03-05-002

T3-5-3

COMPONENT OPERATION / Travel Device PARKING BRAKE The parking brake is a wet-type multi disc brake. The brake is a negative type so that it is released only when the brake release pressure oil is routed into the brake piston chamber. The parking brake is automatically applied unless the travel function is operated. The friction plates and the plates are splined to the housing in the travel motor and the rotor respectively. Releasing Brake 1. When the travel lever is operated, pressure oil from the main pump is routed to port AM or BM in the travel motor through the control valve. 2. This pressure oil shifts the counterbalance valve spool in the travel brake valve and acts on the brake piston through the notch on the spool. 3. Consequently, as the brake piston is pushed, the plates and the friction plates become freed each other so that the brake is released.

Applying Brake 1. When the travel lever is returned to neutral, the counterbalance valve spool in the travel brake valve is returned to neutral. 2. As pressure oil acting on the brake piston is returned to the drain circuit from the orifice, the brake piston is slowly pushed back by the disc spring. 3. Consequently, the spring force is applied to the plates engaging on the outer surface of the rotor and the friction plates engaging on the inner surface of the motor housing via the brake piston, and the rotor outer surface is secured by the friction force.

T3-5-4

COMPONENT OPERATION / Travel Device

When Applying Brake:

When Releasing Brake:

Friction Plate Plate

Friction Plate Plate

Disc Spring Disc Spring Orifice

Brake Piston

Brake Piston

To Brake Piston Counterbalance Valve Spool

Port BM

Port AM

T176-03-05-007

T3-5-5

COMPONENT OPERATION / Travel Device TRAVEL MODE CONTROL The tilt angle of swash plate (7) is changed by piston (8) movement in order to shift the travel mode.

• Slow Speed Mode 1. When the travel mode switch is in the SLOW position, MC (main controller) does not send the signals to solenoid valve unit (SI) so that pilot pressure is not routed to pilot port (1). Spool (3) is kept raised by spring (4). 2. Therefore, as pressure oil does not act on piston (8), the displacement angle is held to the maximum. Therefore, the stroke of plunger (6) is increased and the travel motor rotates at slow speed.

T3-5-6

COMPONENT OPERATION / Travel Device

1

2 3

4

5

6

7

8

T176-03-05-005

1 - Pilot Port 2 - Piston Control Shuttle Valve

3 - Spool 4 - Spring

5 - Orifice 6 - Plunger

T3-5-7

7 - Swash Plate 8 - Piston

COMPONENT OPERATION / Travel Device • Fast Speed Mode 1. When the travel mode switch is in the FAST position, MC sends the als to solenoid valve unit (SI) in response to travel loads. (Refer to SYSTEM / Control System / Travel Motor Displacement Angle Control.) Pilot pressure is routed from pilot port (1) and moves spool (3) downward. 2. Pressure oil in the high-pressure motor port (AM or BM) acts on piston (8) through orifice (5). 3. Piston (8) pushes swash plate (7) so that the displacement angle of swash plate (7) is reduced. Thereby, as the stroke of plunger (6) is reduced, the travel motor rotates at fast speed.

T3-5-8

COMPONENT OPERATION / Travel Device

1

2 3

4

5

6

7

8

T176-03-05-006

1 - Pilot Port 2 - Piston Control Shuttle Valve

3 - Spool 4 - Spring

5 - Orifice 6 - Plunger

T3-5-9

7 - Swash Plate 8 - Piston

COMPONENT OPERATION / Travel Device TRAVEL BRAKE VALVE The travel brake valve is located on the travel motor head and consists of the following valves. Counterbalance Valve: This valve makes starting and stopping travel operations smooth and prevents the machine from running away while descending slopes. This valve routes the travel motor operating pressure oil in the high-pressure port (AV or BV) to the parking brake. Check Valve: This valve assists the counterbalance valve operation and prevents cavitation in the motor circuit. Overload Relief Valve: This valve prevents the occurrence of overload and surge pressure in the motor circuit, and reduces shock loads developed when stopping travel operation. Shuttle Valve: This valve routes the travel motor operating high-pressure oil in high-pressure port (AM or BM) to the slow or fast side piston so that the piston is controlled. Travel Motor Displacement Angle Control Valve: This valve delivers pressure oil routed by the piston control shuttle valve to the slow or fast side piston. Orifice: The orifice makes the travel mode (displacement angle control) smooth.

control

T3-5-10

COMPONENT OPERATION / Travel Device

Counterbalance Valve Check Valve

Shuttle Valve Overload Relief Valve

Orifice Travel Motor Displacement Angle Control Valve T176-03-05-004

T3-5-11

COMPONENT OPERATION / Travel Device While Traveling: 1. When pressure oil from the control valve enters port BV (8), pressure oil flows around the outer surface of spool (9), unseats check valve BC (7), and flows further to motor port BM (6). 2. On the other hand, returning oil from the travel motor is routed to motor port AM (4). However, its passage is blocked by check valve AC (3) and spool (9). 3. When pressure in port BV (8) increases further, pressure oil is routed into chamber B (10) through orifice (f) in spool (9) and moves spool (9) to the right. 4. Consequently, returning oil from the travel motor flows to port AV (1) through notch (h) on spool (9). Then, pressure oil is allowed to flow so that the travel motor starts rotating. 5. When the travel lever is returned to neutral, spool (9) is returned to the original position by the spring force and blocks the oil passage so that the travel motor rotation is stopped.

While descending: 1. While descending a slope, the travel motor is forcibly rotated by the machine weight so that the motor operates like a pump. 2. If the travel motor draws oil, oil pressure in port BV (8) and chamber B (10) decrease. Spool (9) moves to the left so that returning oil from the travel motor is restricted. 3. Therefore, oil pressure in motor port AM (4) increases and functions the travel motor brake. 4. Once pressure oil is restricted, pressure in motor port BV (8) increases again and moves spool (9) to the right. As this operation (hydraulic braking operation) is repeated, the machine is prevented from running away. Circuit Protection Operation: 1. When pressure in the circuit increases over the set pressure of overload relief valve (5), overload relief valve (5) is opened and high-pressure oil relieves to the low-pressure side so that the travel motor is protected from being overloaded. 2. In addition, overload relief valve (5) relieves the shock loads developed due to inertia force when stopping the travel motor. 3. If the travel motor draws oil like a pump, check valve BC (7) is unseated (make-up operation) so that cavitation is prevented.

T3-5-12

COMPONENT OPERATION / Travel Device

10

8

1

9

2

AV

BV

h

f 6

4

7

3

T176-03-05-009

5 1 - Port AV 2 - Chamber A 3 - Check Valve AC

4 - Motor Port AM 5 - Overload Relief Valve 6 - Motor Port BM

7 - Check Valve BC 8 - Port BV

T3-5-13

9 - Spool (Counterbalance Valve) 10 - Chamber B

COMPONENT OPERATION / Travel Device (Blank)

T3-5-14

COMPONENT OPERATION / Signal Control Valve OUTLINE The signal control valve is provided in the pilot circuit between the pilot valve and the control valve, and controls pilot signal pressure to regulate the pumps and various kinds of valves. The major components of the signal control valve are, shuttle valve, shockless valve, pump 1 flow rate control valve, pump 2 flow rate control valve, flow combiner valve control spool, bucket flow rate control valve control spool and swing parking brake release spool.

A A

Pilot Valve Side

T1R7-03-06-001

Section A-A

Shockless Valve

Bucket Flow Rate Control Valve

Auxiliary

Pump 2 Flow Rate Control Valve

Pump 1 Flow Rate Control Valve

Swing Parking Brake Release Spool

Flow Combiner Valve Control Spool

T178-03-06-002

T3-6-1

COMPONENT OPERATION / Signal Control Valve PILOT PORT

Pilot Valve Side C

PH

E

A

D

M

H

B F

SB

PI

G

Pilot Valve Side

N I

K

J

SH

DF

SA

L T1R7-03-06-002

Pilot Valve Side Port Name Port A Port B Port C Port D Port E Port F Port G Port H Port I Port J Port K Port L Port M Port N Port SA Port SB Port PI Port PH Port SH Port DF

Connecting to Right Pilot Valve Right Pilot Valve Left Pilot Valve Left Pilot Valve Left Pilot Valve Left Pilot Valve Right Pilot Valve Right Pilot Valve Travel Pilot Valve Travel Pilot Valve Travel Pilot Valve Travel Pilot Valve Auxiliary Pilot Valve (Optional) Auxiliary Pilot Valve (Optional) Pump 1 Regulator Pump 2 Regulator Pilot Shut-Off Valve − Swing Parking Brake Hydraulic Oil Tank

T3-6-2

Remark Boom Raise Pilot Pressure Boom Lower Pilot Pressure Arm Roll-Out Pilot Pressure Arm Roll-In Pilot Pressure Left Swing Pilot Pressure Right Swing Pilot Pressure Bucket Roll-In Pilot Pressure Bucket Roll-Out Pilot Pressure Left Travel Forward Pilot Pressure Left Travel Reverse Pilot Pressure Right Travel Forward Pilot Pressure Right Travel Reverse Pilot Pressure Auxiliary Pilot Pressure Auxiliary Pilot Pressure Pump 1 Control Pressure Pump 2 Control Pressure Primary Pilot Pressure Plug Brake Release Pressure Returning to Hydraulic Oil Tank

COMPONENT OPERATION / Signal Control Valve

Control Valve Side SM

3

1

5

13 4

2 SK

SE

Pressure Sensor (Swing) Control Valve Side

8

14 7

6

9 SN

10 SL

11

Pressure Sensor (Travel)

Control Valve Side Port Name Port 1 Port 2 Port 3 Port 4 Port 5 Port 6 Port 7 Port 8 Port 9 Port 10 Port 11 Port 12 Port 13 Port 14 Port SE Port SM Port SN Port SP Port SL Port SK

12

Connecting to Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve Control Valve − Hydraulic Oil Tank − Solenoid Valve Unit Control Valve Control Valve

SP

T1R7-03-06-003

Remark Boom Raise Pilot Pressure Boom Lower Pilot Pressure Arm Roll-Out Pilot Pressure Arm Roll-In Pilot Pressure Left Swing Pilot Pressure Right Swing Pilot Pressure Bucket Roll-In Pilot Pressure Bucket Roll-Out Pilot Pressure Left Travel Forward Pilot Pressure Left Travel Reverse Pilot Pressure Right Travel Forward Pilot Pressure Right Travel Reverse Pilot Pressure Auxiliary Pilot Pressure Auxiliary Pilot Pressure Plug Returning to Hydraulic Oil Tank Plug Returning to Hydraulic Oil Tank Flow Combiner Valve Control Pressure Bucket Flow Rate Control Valve Control Pressure

T3-6-3

COMPONENT OPERATION / Signal Control Valve SHUTTLE VALVE The shuttle valve selects pilot pressure to perform each operation and routes pilot pressure to the corresponding flow rate control valves and/or the control spools. The flow rate control valves and/or the control spools corresponding to each operation are as follows.

Boom Raise Boom Lower Arm Roll-Out Arm Roll-In Bucket Roll-In Bucket Roll-Out Right Swing Left Swing Right Travel Left Travel Auxiliary (Optional)

Pump 1 Flow Rate Control Valve { { { { { { { -

Pump 2 Flow Rate Control Valve { { { { { { {

5 4

6

7

Left Travel Right Travel

Flow Combiner Valve Control Spool { -

8 Swing

9 Arm

Bucket Flow Rate Control Valve Control Spool { -

10

11

Boom

Bucket

Swing Parking Brake Release Spool { { { { { { { { {

12 13 Auxiliary

3 2 1

14 15 16 17

T1R7-03-06-004

Pump 1 Flow Rate Control Valve

Pump 2 Flow Rate Control Valve

T3-6-4

Bucket Flow Rate Control Valve Control Spool

Flow Combiner Valve Control Spool

Swing Parking Brake Release Spool

COMPONENT OPERATION / Signal Control Valve

B B

Pilot Valve Side

T1R7-03-06-001

Section B-B 9 5

8

7 16 17 15

13

11

14 10

6

12

3

1

4 2

T178-03-06-009

1 - Left Travel 2 - Left Travel/Right Travel

6 - Boom/Arm/Bucket/Right Travel 7 - Boom/Arm

3 - Right Travel

8 - Boom

4 - Boom/Arm/Bucket/ Right Travel 5 - Arm

9 - Arm/Boom Raise 10 - Boom Raise/Arm/Bucket/Left Travel/Swing/Auxiliary (Optional)

11 - Boom/Arm/Bucket

16 - Swing/Auxiliary (Optional)

12 - Boom/Arm/Bucket/ Swing/Auxiliary (Optional) 13 - Arm/Boom Raise/Swing/Auxiliary (Optional) 14 - Bucket

17 - Auxiliary (Optional)

15 - Swing

T3-6-5

COMPONENT OPERATION / Signal Control Valve SHOCKLESS VALVE The shockless valve is provided in the boom raise circuit and functions during boom lowering operation. During Boom Raising Operation: 1. Boom raise pilot pressure is routed from port A and acts on the spool. 2. Immediately after the operation is started, low pilot pressure oil flows to port 1 through clearance C between the spool and the housing, and inner passage 2. 3. When pilot pressure increases, as the set force of spring A is weaker than that of spring B, the spool is moved to the left. 4. As the spool is moved, port A is connected to port 1, pressure in port 1 increases so that the spool in the control valve is moved.

During Boom Lowering Operation (Shock Reducing Operation) 1. When the boom is lowered, returning oil from the boom raise spool in the control valve is routed to port 1. 2. As the spool blocks the oil passage between port 1 and port A, returning oil cannot flow directly to port A. 3. Port 1 is connected to the spring A side in the spool via inner passage 1 and to the oil chamber via inner passage 2. 4. Pressure oil in the oil chamber flows from clearance C between the spool and the housing, and pressure in the oil chamber decreases. The spool is moved to the right by pressure in the spring A side. Thereby, clearance C between the spool and the housing is closed and pressure oil is blocked. 5. When clearance C is closed, pressure in the oil chamber increases and the spool moves to the left. Therefore, clearance C is opened again and pressure oil flows to port A. 6. As operations in steps (4 and 5) are repeated, pressure oil is gradually returned to port A so that the control spool returns slowly.

T3-6-6

COMPONENT OPERATION / Signal Control Valve

Pilot Valve Side Port A Inner Passage 1

C

Spring A

Inner Passage 2

Spool

Spring B

Oil Chamber

Port 1 T178-03-06-013

Control Valve Side

T3-6-7

COMPONENT OPERATION / Signal Control Valve PUMP 1 AND PUMP 2 FLOW RATE CONTROL VALVES The pump flow rate control valve delivers pump control pressure Pi to the pump regulator in response to pilot pressure from the pilot valve. 1. Pilot pressure from the pilot valve is routed into the spring chamber side in either the pump 1 or pump 2 flow rate control valve after being selected by the shuttle valves in the signal control valve. 2. The spool is moved to the right and primary pilot pressure flows in either port SA or SB. 3. Therefore, pressure in port SA or SB increases. 4. Pressure oil in port SA or SB acts on the right end of the spool. Thus, the spool is moved back until the pressure force in port SA or SB balances with the pilot pressure force in the spring chamber so that pressure in port SA or SB stops increasing. NOTE: The pump 1 flow rate control valve operates when the boom (raise or lower), arm (roll-in or out), bucket (roll-in or out), and travel (right) functions are operated. The pump 2 flow rate control valve operates when the boom (raise), arm (roll-in or out), swing (right or left), auxiliary (Optional) and travel (left) functions are operated.

T3-6-8

COMPONENT OPERATION / Signal Control Valve

Spring

Port SA, SB Spool

Primary Pilot Pressure Pilot Pressure

Shuttle Valve

T178-03-06-017

T3-6-9

COMPONENT OPERATION / Signal Control Valve BUCKET FLOW RATE CONTROL VALVE CONTROL SPOOL, FLOW COMBINER VALVE CONTROL SPOOL, SWING PARKING BRAKE RELEASE SPOOL

Bucket Flow Rate Control Valve Control Spool: To Hydraulic Oil Tank

NOTE: The spools above are identical in operational principle. The bucket flow rate control valve control spool is shifted by arm roll-in control pilot pressure and supplies boom raise pilot pressure to the bucket flow rate control valve in the control valve. The flow combiner valve control spool is shifted by right travel pilot pressure and supplies primary pilot pressure to the flow combiner valve in the control valve. The swing parking brake release spool is shifted by the boom, arm, bucket or auxiliary (optional) pilot pressure and supplies primary pilot pressure to the swing motor.

Boom Raise Pilot Pressure

Spool

Spring

T178-03-06-014

Arm Roll-In Pi- To Bucket Flow Rate lot Pressure Control Valve

Flow Combiner Valve Control Spool: To Hydraulic Oil Tank

Primary Pilot Pressure Spring

Spool

T178-03-06-014

Right Travel Pilot Pressure

To Flow Combiner Valve

Swing Parking Brake Release Spool: To Hydraulic Oil Tank

Primary Pilot Pressure

Spool

Spring

T178-03-06-014

Pilot Pressure

T3-6-10

To Swing Parking Brake

COMPONENT OPERATION / Others (Upperstructure) PILOT SHUT-OFF SOLENOID VALVE Section Z-Z

The pilot shut-off solenoid valve is a solenoid valve-operated switch valve. The spool in the pilot shut-off solenoid valve is shifted by the pilot shut-off lever and turns on or off for pilot pressure oil to the pilot valve and the signal control valve.

To Ports T1 to T4

From Pilot Pump To Ports A1 to A4

Spool T1V1-03-07-012

Z

A1 P

T1

T2

A2

A3 Z

T4

T3

A4

T1V1-03-07-011

A1 - Right Pilot Valve A2 - Travel Pilot Valve A3 - Left Pilot Valve

A4 - Signal Control Valve (Port PI) P - Primary Pilot Pressure

T1 - Travel Pilot Valve

T3 - Right Pilot Valve

T2 - Left Pilot Valve

T4 - Hydraulic Oil Tank

T3-7-1

COMPONENT OPERATION / Others (Upperstructure) • Pilot Shut-Off Lever: LOCK Position 1. When the pilot shut-off lever is in the LOCK position, the pilot shut-off relay is turned OFF and the pilot shut-off solenoid valve is turned OFF. (Refer to SYSTEM / Electrical System.) 2. Pressure oil from the pilot pump is blocked by the spool in the pilot shut-off solenoid valve. 3. Pressure oil in the pilot valve and the signal control valve sides flows to the hydraulic oil tank. 4. Therefore, although the control/travel lever is operated, the pilot valve is not operated.

• Pilot Shut-Off Lever: UNLOCK Position 1. When the pilot shut-off lever is in the UNLOCK position, the pilot shut-off relay is turned ON and the pilot shut-off solenoid valve is excited. (Refer to SYSTEM / Electrical System.) 2. Therefore, the drain circuit is blocked by the spool in the pilot shut-off solenoid valve. 3. Pressure oil from the pilot pump flows to the pilot valve and the signal control valve. 4. Consequently, when the control/travel lever is operated, the pilot valve is operated.

Pilot Shut-Off Lever: UNLOCK Position

To Ports T1 to T4

From Pilot Pump To Ports A1 to A4

Spool T1V1-03-07-012

T3-7-2

COMPONENT OPERATION / Others (Upperstructure) SOLENOID VALVE The solenoid valve consists of the 2-spool solenoid valve unit for the valve control and the 2-spool solenoid valve unit (optional) for the auxiliary flow rate control.

SC

SI

2-Spool Solenoid Valve Unit The 2-spool solenoid valve unit controls the control valve and the valve in the travel motor by the signal from MC (Main Controller). (Refer to SYSTEM / Control System.) The 2-spool solenoid valve unit consists of proportional solenoid valves (SC and SI).

• SC: This valve controls the arm regenerative valve and the arm 2 flow rate control valve (switch valve) in the control valve • SI: This valve controls the travel motor displacement angle control valve T1R7-03-07-001

2-Spool Solenoid Valve Unit (Optional) The 2-spool solenoid valve unit consists of the auxiliary flow combiner valve and the auxiliary flow rate control solenoid valve. The auxiliary flow combiner solenoid valve is an ON / OFF solenoid valve. When the front attachment is selected by using the monitor unit, the auxiliary flow combiner solenoid valve is turned ON and shifts the auxiliary flow combiner valve in the control valve. (Refer to SYSTEM / Control System.) The auxiliary flow rate control solenoid valve is a proportional solenoid valve. The auxiliary flow rate control valve (switch valve) in the control valve is shifted by the signal from MC.

Auxiliary Flow Combiner Solenoid Valve

Auxiliary Flow Rate Control Solenoid Valve

T1GL-03-10-002

T3-7-3

COMPONENT OPERATION / Others (Upperstructure) Proportional Solenoid Valve The proportional solinoid valve is controled by an electric current signal from MC and outputs pressure in proportional to the electric current.

• Neutral State: 1. Spool (1) is pushed to the right by spring (2), and output port S is connected to tank port T.

T

S

P

1

• Excited State: 1. Solenoid (3) pushes spool (1) to the left due to the force in proportional to the electric current through solenoid (3). 2. Pilot oil pressure from port P flows to output port S and pressure at output port S increases. 3. Pressure at output port S acts on step part a on spool (1). Spool (1) is pushed to the right due to the force for difference in the pressure receiving area of step part. 4. When pressure at output port S increases and the force to push spool (1) to the right overcomes the force to push spool (1) to the left by solenoid (3), spool (1) is returned to the right and the passage between output port S and port P is closed. Therefore, pressure at port S stops increasing.

2

3

a

a T107-02-07-005

1-

Spool

2-

Spring

3-

T3-7-4

Solenoid

COMPONENT OPERATION / Others (Upperstructure) ON / OFF Solenoid Valve The ON / OFF solenoid valve shifts pilot pressure by shifting the brake switch and each control switch.

• Neutral State Spool (1) is pushed to the right by spring (2). Output port (S) is connected to tank port (T). • Operating State As solenoid (3) is excited, spool (1) is moved to the left. Pilot port (P) is connected to output port (S), and tank port (T) is blocked.

3 P

1

1 - Spool

2 - Spring

S

T

2

T105-02-11-010

3 - Solenoid

T3-7-5

COMPONENT OPERATION / Others (Upperstructure) PILOT RELIEF VALVE The pilot relief valve has a pilot filter incorporated. The pilot relief valve functions to set pilot pump pressure routed to port P to the specified pressure.

Pilot Relief Valve Port P

Pilot Filter

T178-03-07-001

T3-7-6

COMPONENT OPERATION / Others (Undercarriage) SWING BEARING The swing bearing supports self weight of the upper structure and makes the upperstructure rotate smooth. This bearing is a single row type ball bearing and consists of outer race (1), inner race (3), ball (6), support (5) and seals (2, 4). Outer race (1) is bolted to the upperstructure and inner race (3) is bolted to the undercarriage. The internal teeth of inner race (3) are engaged with the output shaft of the swing reduction gear.

1

2

5

3

4 6

T1R7-03-08-001

1 - Outer Race 2 - Seal

34-

Inner Race Seal

5 - Support

T3-8-1

6-

Ball

COMPONENT OPERATION / Others (Undercarriage) CENTER JOINT The center joint is a 360° rotating joint. When the upperstructure is rotated, the center joint avoids twisting of the hoses and allows hydraulic oil to flow to the travel motors and the blade cylinder (optional). The spindle is secured to the upperstructure and the body is secured to the center of the undercarriage.

Left Travel Motor (Reverse)

Right Travel Motor (Forward)

Left Travel Motor (Forward)

Right Travel Motor (Reverse)

Hydraulic oil flows to the right and left travel motors and the blade cylinder (optional) via the spindle and the oil ports of the body. The seals prevent oil leaks between the spindle and the body.

Left Travel Motor (Forward)

Right Travel Motor (Forward)

Left Travel Motor (Reverse)

Right Travel Motor (Reverse) Spindle

Pilot Pressure for Travel Mode Control

Pilot Pressure for Travel Mode Control

Drain

Body Drain

Drain

Seal

Drain : Forward : Reverse : Pilot Pressure for Travel Mode Control

T1R7-03-08-002

T3-8-2

COMPONENT OPERATION / Others (Undercarriage) Machine Equipped with Blade (Optional) Left Travel Motor (Forward)

Right Travel Motor (Forward)

Left Travel Motor (Reverse)

Travel Forward / Blade Raise

Left Travel Motor (Forward)

Travel Reverse / Blade Lower

Left Travel Motor (Reverse)

Drain

Blade Lower

Right Travel Motor (Forward)

Right Travel Motor (Reverse)

Blade Lower

Right Travel Motor (Reverse)

Drain Spindle

Blade Raise

Body Seal

Pilot Pressure

Blade Raise

Blade Lower

Blade Raise

Drain

T1R7-03-08-003

T3-8-3

COMPONENT OPERATION / Others (Undercarriage) TRACK ADJUSTER The track adjuster located on the side frame consists of spring (5) and adjuster cylinder (6). Spring (5) absorbs loads applied to the front idler. Adjuster cylinder (6) adjusts track sag.

• Grease is applied through the grease fitting into part (a) of adjuster cylinder (6), pushes piston rod (8) and decreases track sag.

• Loosen valve (1) 1 to 1.5 turns counterclockwise and discharge grease in order to increase track sag.

1 Grease Fitting

CAUTION: Do not loosen valve (1) quickly or loosen excessively as high-pressure grease in adjuster cylinder (6) may spout out. Keep body parts and face away from valve (1) and loosen valve (1). Do not loosen the grease fitting. Grease Outlet M104-07-119

1

2

3

4

a

5

6

7

8

T1R7-03-08-004

1 - Valve 2 - Nut

3 - Washer 4 - Spacer

5 - Spring 6 - Adjuster Cylinder

T3-8-4

7 - Flange 8 - Piston Rod

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Hitachi Construction Machinery Co. Ltd Attn: Publications, Marketing & Product Support Fax: 81-29-831-1162

Hitachi Ref. No.

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