Volvo Construction Equipment EC290B-01-01

Customer Support

EC290B service training

This material is combined as below.

01_EC290B
01_Performance test
02_Engine
03_Electronic control system
04_Electric system
05_Electric circuit-Reference
06_Aircon
07_Hydraulic circuit
08_Hydraulic pump
09_Main control valve
10_Swing motor
11_Travel motor
12_Other hydraulic components
13_Option hydraulics
14_Miscellaneous
02_EC290B update
01_New I-ECU
02_Gear pump change
03_D7E Engine application

Internal note:

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 Volvo Construction Equipment EC290B-01-02
Customer Support

Performance test

This chapter shows you how to check basic performance of machine.

In each pages, there is tolerance table for evaluation. Standard values are for new machine and allowable
values are for used machine.

Every measurement should be done after understanding test condition.

Internal note:

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Cylinder speed measuring

Operate the control lever at full stroke.

Measure the time, by stop watch, for the cylinder to full stroke.
Measure 3 times to take average value.

Internal note:

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Creeping of hydraulic cylinder

Test the leak of components (Cylinder, MCV)

(1) Stop the engine.

(2) Wipe the oil off the cylinder rod, and mark the measuring start point with tape.
(3) Measure the amount of creep (a ) on the cylinder rod over a 5 minutes period.
After measuring, remove the tape and clean carefully.

Internal note:

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Swing speed test

(1) Operate the slew control lever at full stroke.

(2) Measure the time for the superstructure to make 3 full turns at constant speed. (Exclude first full turn)
(3) Measure right and left alternately.

Internal note:

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Coasting left and right swing

Swing hydraulic brake performance test

Internal note:

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Swing bearing clearance

Swing bearing wear test

Removed condition
(1) Put the slew gear on a flat surface and then set 3 magnetic bases on the outer race at 120° intervals.
(2) Set 3 dial gauges on the inner race.
(3) Lifting the outer race vertically, axial clearance is the movement between bearing races.
(4) Read the values of dial gauges.
Installed condition
Clean the outer race of slew gear and the underside of undercarriage.
The slew gear wear is not uniform over the entire circumference.
To obtain the exact play, it is necessary to take two measurements and pivot the superstructure by 90°.

1st measurement
(1) Position superstructure on center line of undercarriage.
(2) Bear the bucket on the ground until the tracks are partially lifted off the ground.
(3) Place the magnetic base.
(4) Adjust the dial gauge to zero at the underside of undercarriage and outer race of slew gear.
(5)Gently lower the excavator onto the ground and raise the bucket to the level of the cab floor with arm
extended. Read the values shown by the needle on the dial gauge.
(6) Bear the bucket on the ground once again to check that the dial gauge pointer properly returns zero.
2nd measurement
(1) Position superstructure at 90° in relation to first measurement.
(2) Measure the clearance according to the method shown at 1st measurement.

Allowable clearance
Measure the clearance twice in each position and record it and take average.

Internal note:
Travel speed test

Machine running speed test-actual travel condition

Internal note:

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Track running speed test

Travel motor no-load condition

(1) Accelerate the engine to maximum speed.

(2) Measure the time for the track to make three full turns. (Exclude the first full turn)
(3) Test both tracks, forward-reverse and low-high speed.

Internal note:

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Straight Travelling Performance

Straight travel problem may come from travel motor, turning joint, MCV, or pump.

(1) Simultaneously operate both travel levers at full stroke.

(2) Measure the distance between the trace of the machine and line (A).
(3) Repeat it three times and give an average value.
(4) Slew the superstructure 180° and measure in reverse travel.

Internal note:

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Engine

Internal note:

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Engine specification

D7D Engine is a straight six-cylinder direct injection diesel, with electronically controlled fuel injection EMS
(Engine Management System).
The engine complies with emission requirements for EURO2.

Cylinder numbering
The cylinders are numbered 1 to 6, starting at the flywheel end.

Internal note:

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Turbo charger side view

Internal note:

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Fuel injection pump side view

Internal note:

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Top view

Internal note:

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Fan side view

Internal note:

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Flywheel side view

Internal note:

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Engine mounting

Elasticity of mounting rubber is different between front and rear side.

Internal note:

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Cylinder head

The cylinder head of the 7 litres engine series is made of grey cast iron and is a block-type head.
Inlet and outlet are located on one side of the cylinder head.
The combustion air enters vertically and the exhaust air is discharged laterally.
The D7D engine is a low emission engine; no machining such as surface grinding of the cylinder head
may be carried out. Such machining would alter the position of the injector in relation to the combustion
chamber.

Internal note:

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Valves

Each cylinder is provided with one inlet and one exhaust valve. The picture shows an inlet valve.
In the upper area of the valve guides there are o-rings sealing the valve stem in order to prevent
excessive oil consumption and hydrocarbon emission.
The valve guides are different in production compared to the spare part. To simplify the installation of
the spare part, the valve guide is equipped with a collar.
The valve seat inserts are made of high-quality steel and are also shrunk in the cylinder head.
Valve seat angles
inlet: 30°
exhaust: 45°
The valves springs of the D7D engine are of single type and have no special installation direction.

Internal note:

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Liner and Piston ring

Cylinder liner
The Volvo - Cologne engines are available with different cylinder-block versions, all of them made of high-
alloy grey cast iron.
The D7D series is provided with wet replaceable cylinder liners.
The cylinder liners are equipped with two o-ring grooves.
There is neither an o-ring nor a sealing compound to be used at the top of the liner.
Cylinder repair
New wet liners replace the old ones.
The sealing surfaces of the o-ring seals must be rubbed with oil before they are inserted.
The liner height above the engine block can't be adjusted with shims or machined in the engine block.
Piston rings
The pistons are equipped with 3 piston rings.
The first ring has a ring carrier of cast iron. The cross section of the first piston ring is asymmetrical
(keystone type).
The second ring has a cross section, which is conical (compression ring). When installing the piston, the
TOP mark at the ring gap must point upwards.
The third ring is the bevelled-edge oil control ring.
The engine is equipped with piston cooling.

Internal note:

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Piston and connecting rod

Piston
The pistons are made of a special aluminium alloy.
The piston bowl has a small amount of eccentricity to the piston pin.
The flywheel symbol on the piston top must be faced towards the flywheel.

Connecting rod
There is no oil channel in the D7D connecting rod between the big end bearing and the gudgeoned pin
bush. The gudgeon pin and bush is splash oil lubricated.
Locating lugs are provided in the lower and upper bearing shells to prevent the bearing shells from
rotating in their seat; these lugs engage in adequately shaped grooves in the big end eye and big end
bearing cap.
When assembling connecting rod and piston to the big end bearing cap, the centring pins for locating the
connecting rod bearing cap ensures that the correct side faces the flywheel (the side with the centring
pins).
The number markings on the big end eye and the bearing cap must be identical.
The big end bearing cap screws can be re-used twice.
The flywheel is bolted to the crankshaft with 10 bolts, the flywheel will only fit in one position. The bolts
may be used five times.

Internal note:

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Camshaft and rocker arm

Each cylinder is provided with one inlet valve and one exhaust valve. The valves are operated via
pushrods and rocker arms.
The valves are turned by eccentric actuation through the rocker arms. The new compressed cone
connection permits easy turning of the valve despite stress load.
Rocker arm lubrication is integrated in the lubrication oil circuit.
The oil is supplied via tappets and push-rods.

Camshaft
The camshaft is placed on 7 bearings. The running surfaces of bearings and cams are induction-hardened.
Each bearing runs in a bearing bush pressed into the cylinder block.
Each cylinder is provided with one inlet cam, one exhaust cam and one injection pump cam.

The axial stop for the camshaft is located in the timing chest cover.

Camshaft and camshaft gear is one unit.

Internal note:

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Valve clearance adjustment

Valve clearance adjustment

The valve clearance must be checked and adjusted at specified intervals (see operation manual). During
the adjustment the engine oil temperature must be between 20°C and 80°C.

Valve clearance:
Inlet: 0.3 mm
Outlet: 0.5 mm

Internal note:

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Head gasket

When replacing the gasket, check the number of hole(4) on the gasket. According to the number of hole,
the thickness of gasket is different.

After overhauling the engine, check the amount of projection of piston. According to the amount of
projection, select proper gasket.

Internal note:

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Tightening order for cylinder head

Internal note:

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Crank shaft

Crankshaft, vibration damper

The forged crankshaft of the 7 litres engine is provided with integrated balance weights.
It has 7 main bearings in which the second bearing also is a thrust bearing.
The drive gear for the timing gears and the flywheel flange are shrunk on. The gear can not be changed.
The crankshaft and the gear is one unit.
Torsional vibration damper
The engines are provided with two vibration dampers as standard.
The vibration dampers are of hydraulic type and have a damping body in form of a steel ring.

Note! The steel ring of the dampers is not mechanically attached to the damper housing and can thus
rotate freely.
The area between the steel ring and the housing is filled with high viscosity silicon oil.
When the crankshaft rotates, the power pulses from the pistons are transmitted and transformed to
vibrations in the crankshaft. The silicon oil produces an equalisation of the pulsing rotation of the
crankshaft and the uniform rotation of the steel ring, through that damping the vibrations.

Internal note:

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Crankshaft and timing gears

Timing gears
The timing gears are situated at the flywheel end. The cog wheels have straight cog teeth.
The gears for the PTO drive (e.g. hydraulic pump) are clearance-optimized.
The drive:
First PTO (hydraulic pumps)
Camshaft (injection pumps and valve gear)
Crankshaft
The crankshaft flange and the camshaft gear are marked for setting the engine timing.
Markings:
Marking on the crankshaft flange.
Marking on the camshaft gear.
Note! The markings must be arranged on an imaginary centre line between the crankshaft
and camshaft cog wheels.

Internal note:

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Lubrication system oil circuit

1. Oil pressure sensor 2. Tappet with pulse lubrication 3. Pushrod, oil supply for rocker arm
lubrication 4. Rocker arm 5. Return line to oil sump 6. Spray nozzle for piston cooling 7. Lubrication
oil filter with integrated bypass valve 8. Oil pressure relief valve (4 ±0,5 bar opening pressure) 9.
Safety valve (10 ±1 bar opening pressure) 10. Lubrication oil pump
The engines are provided with forced-feed lubrication circulation with lubrication oil
cooler and lubrication oil filter arranged in full flow.

The oil pump supplies the lubrication oil through the oil cooler and the oil filter.
Both components are mounted to the lubrication oil cooler housing, which is flanged to the cylinder block.
Downstream the filter the oil flows into the main oil gallery and secondary oil gallery. From here the oil
is ducted to the lubricating points.

Internal note:

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Oil pump and flow

The lubrication oil pump is designed as a rotary pump and installed in the front cover.
The inner rotor is seated on the crankshaft and operates the oil pump.
Note! Its driver contour has no 120° partition(a), i.e. the rotor can only be slid onto the
crankshaft in a specific position.
There are no spare parts available for the oil pump. The complete oil pump must be
replaced when necessary.
1. Rotor ring
2. Delivery chamber towards cylinder block
3. Suction chamber
4. Safety valve, opening pressure 10 ±1 bars

Internal note:

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Fuel system

The D7D engine operates according to the direct injection principle.

The fuel is injected via single injection pumps, integrated in the cylinder block and operated by the engines
original camshaft. The maximum injection pressure reaches up to 1500 bar. Opening pressure for the
injectors is 255 bars. This results in good exhaust emission values, which meet the requirements of
EURO2.
The fuel pump supplies fuel from the tank via the filter to the single injection pumps supply duct.
From the single injection pumps the fuel is supplied through the injector lines to the injectors.
The pressure holding valve is fitted at the end of the supply duct.
Fuel pump
The fuel pump is designed as a rotary pump and is driven via the V-belt.
The pump is provided with a two-way valve.

The overpressure relief valve is designed as a plunger valve and opens at 6 ±0.5 bars.
The bypass valve is a ball valve.
When the fuel lines have run empty, the fuel system can be bled with a hand pump. This prevents a
prolonged engine starting procedure (starter protection).

Internal note:

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Cooling system coolant circuit

The coolant pump supplies coolant

...into to the lubricating oil cooler and on to the engine...
...around the cylinder liners...
...into the cylinder head...
...down to the engine block and out through an external water pipe, running along the left side of the
engine block, into the radiator.
The coolant is cooled down in the radiator and leaves it through a pipe and enters the engine again
through the thermostat housing. The coolant returns to the coolant pump.
The cooling circuits of these engines are closed (forced circulation cooling).
The air-bleeding pipe from engine to expansion tank runs from the rear of the engine along the left side up
to the expansion tank.

Internal note:

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Coolant pump and thermostat

The pump is driven by belt.

Thermostat
start to open : 83oC
fully open : 95oC

Internal note:

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Blowby gas return

In this engine, blowby-gas does not go to atmosphere diretly. It returns to intake port.

Internal note:

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Charged air cooler

There is drain cock at CAC. It is used to drain contaminants cumulated inside of CAC.

Internal note:

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Engine control system

The sensors, which are essential for the engine control system, collect operational and surrounding
parameters so that the engine can function in the correct manner. These parameters are converted into
electrical analogue signals, which are sent to the control unit (EECU). The processor in the control unit
contains stored data in form of curves for all conceivable conditions regarding the regulation of fuel
quantity and injection timing.

In the A/D converter the incoming signals are transformed into digital signals. When the control unit has
compared the incoming data with the stored curves, signals are sent to the injection pumps, in the form of
high voltages currency.
The solenoid valve in the pump closes the bypass in the plunger space. As a result the injection pressure
increases, and injection starts when the nozzle opening pressure is exceeded. When the injection process
is to be terminated, the solenoid valve opens the bypass; the injection pressure drops and a spring forces
close the nozzle needle.

The Engine Electronic Control Unit (EECU) activates the solenoid valve according to the operating
parameters. The system can make comprehensive emergency ("limp-home") functions available in case
sensors have failed. This allows reliable and safe termination of the driving or working operation.

Internal note:

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E-ECU Electric circuit

Internal note:

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Engine sensor location

1. camshaft speed 2. coolant temperature 3. charge air pressure 4. charge air temperature 5. fuel
temperature 6. oil pressure 7. crankshaft speed
8. coolant level

Internal note:

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Preheat function-1

The element is coupled in when the driver turns the starter key to the pre-heating position and the engine
coolant temperature is below the specified temperature. Pre- and after-heating times are controlled by the
engine control system. This is an example at -10° which gives 45 seconds of pre-heating.
The advantages are easier starting and less white smoke in the exhaust gases. An indicator lamp on the
instrument panel is lit when the preheater element is coupled in and is also used to warn the driver if a
fault should occur in the element.

When the starting key is turned into engine start position, the preheater element is disconnected.

When the engine is started the after-heating automatically will begin. The duration of the after-heating is
the same as the duration of the pre-heating.

Internal note:

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Preheat function-2

Internal note:

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Preheater

Preheater relay and element

Internal note:

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Injection control principle

Inside of E-ECU, there is ambient pressure sensor. Thus E-ECU realize the circumstances and control the
fuel quantity and injection timing.
For example, If machine is at high altitude, ambient pressure is low. That means the amount of air in the
same volume is small. So E-ECU reduce the quantity of fuel and injection of timing will be late.

When machine is equipped with turbo, turbo can supply high pressure air to inlet manifold. That means
engine can have more air. We can increase the quantity of fuel

Internal note:

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Speed sensor failure

The Engine Speed Sensor, or Crank Sensor, is near to a toothed wheel wihch is mounted on crank shaft.
The toothed wheel has three groups of teeth at the outside edge.
The inductive type sensor generates a signal each time a gap between two teeth in the toothed wheel
passes it. The sensors signal is received by the EECU for engine speed information and crank shaft
position.

The Cam Shaft Sensor is near to cam shaft gear.

Like the Engine Speed Sensor it is an inductive type.
There is seven holes at the cam shaft gear.
Six of the holes are aligned to signal the compression stroke of each cylinder.
The seventh hole identifies cylinder number one.
This information, together with the information from the Engine Speed Sensor, enables the EECU to
precisely locate the position of each cylinder.

If cam speed sensor is failed, we need longer time to start engine.

Internal note:

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Cylinder balance

E-ECU can realize the performance of each cylinder by using fly wheel speed sensor. Thus it controls fuel
quantity to balance the engine.

Internal note:

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Electronic control system

Internal note:

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Electronic control system overview

Electronic control system is composed of various computers and its communication line. In our system, 2
computer (EECU, VECU) is programmable and 1 computer (MDU) is not.
Communication is important thing to control the machine properly.
We use two communication lines that is international protocol.
The line is twisted to protect the bus from electrical interference.

CAN bus (SAE J1939)

CAN stands for Control Area Network. Actually this signal control machine and is very fast.

Information bus (SAE J1708)

This bus is connected to all control units and the service socket and have back-up function for the control
bus of E-ECU. The system status is continuously updated. By using this bus, we can use MATRIS and
VCADS Pro and can program the ECU.

MID (Message Identification Description):

Unique number for each control unit

PID (Parameter Identification Description):

Unique number for each parameter

PPID (Proprietary Parameter Identification Description):

Volvo-Unique number for each parameter

SID (Subsystem Identification Description)

Unique number for component

PSID (Proprietary Subsystem Identification Description)

Volvo-Unique number for component

Internal note:
VECU Input and Output

The vehicle control unit is mounted at right wall of cabin. This controls all of functions related with vehicle
according to the input signal. There is various input and output signal. The service people have to know
about the function first and input-output signal to diagnose and fix the problem.

Function of VECU
- Self diagnose
- Machine status indication
- Mode selection
- Engine Speed Sensing Power Control(ESSPC)
- Automatic return to idle
- Automatic and one-touch power boost
- Safe start and stop
- Automatic travel speed control
- Emergency control (Limp home mode)
- Pump flow control for optional equipment(X1)

Internal note:

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Control system circuit(Animation)

This is brief circuit diagram to explain the electronic control system.

First of all, think about operating power and ground of each ECU.
Then move on to each function. After understanding each function and input-output of VECU, Compare
those functions with this circuit diagram.

When you click the line in the circuit, the color of line will be changed.

Internal note:

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Engine speed and work mode control

In control system, we can have 10-step engine speed and 5 work-modes.

By rotating engine speed control switch, Engine rpm and work-mode is set at the same time. You can see
the specification at the next page.

This function allows the operator to select the engine speed and work mode according to working condition
and to optimise the machine performance and fuel efficiency.

Principle is simple. Excavator converts the mechanical power from engine to hydraulic power using
hydraulic pump. So engine power should be bigger than pump consuming power. If not, engine could be
stall or stop.

The V-ECU always receives the current engine speed from the E-ECU . It balances engine horsepower and
pump consuming power by changing output current to power-shift valve. Power-shift valve is kind of
proportional valve using PWM signal. By controlling power-shift valve, we can change the swash plate
angle and finally change pump flow rate. So system can keep pump torque maintain lower than engine
torque at the selected engine speed.

(1) In I (Idle)& F (Fine) mode, current is fixed at specified value regardless of engine load condition. That
means engine output is bigger enough compared to pump input power.

In P (Power max.), H (Heavy duty), G (General) mode,

(2) If engine is not loaded, it uses the specified current value at each engine speed.
(3) When engine is loaded, VECU increase the current of power-shift valve to decrease the consuming
power of pump.

Internal note:
Engine and pump control specification

USA market do not have P mode.

Internal note:

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F-mode operation

F-mode is used for lifting heavy material or finishing touch.

Machine needs slow speed and large lifting force to satisfy these conditions.

When control switch is in F mode,

- VECU turns off power to travel speed solenoid. That means travel speed is fixed to low speed regardless
of travel speed select switch position.

- VECU energize power boost solenoid to increase main relief set pressure by 10%.

- VECU turns on power to boom-arm conflux cut-off solenoid. Then boom & arm use only 1 pump flow for
slow speed.

Internal note:

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Emergency control

This function is for emergency operation when malfunction of data bus or V-ECU has occurred.

1. When there is communication error, E-ECU realizes this condition and automatically goes to the
emergency mode. If emergency switch is in neutral position, engine speed will be emergency low speed
and maximum current will be supplied to power-shift valve from V-ECU.

2. When there is communication error, E-ECU realizes this condition and automatically goes to the
emergency mode. If emergency switch is up position, engine speed will be emergency high speed and
power-shift valve current is set to the value that corresponds to 85% of the maximum pump input torque
from V-ECU.

3. When malfunction of V-ECU, Emergency switch control the engine speed and Auto-Manual switch decide
power shift current with resistor box. Machine can use 85% of the maximum pump input torque.

4. Emergency switch has emergency stop function when engine is still running after turning off the key-
switch.

** Emergency low-high speed can be adjusted by VCADS Pro.

Internal note:

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Auto-return to idle

Without any movement of machine, engine speed automatically goes down to I1 mode. This increase fuel
economy and decrease noise. After engine has decelerated, if the operator changes one of input signals,
then engine speed return to the previous speed.

Default time delay is 5 second. This can be adjusted form 3 to 10 seconds by VCADS Pro.

Internal note:

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Power boost operation

1. In F-mode, machine has automatic power boost function.

2. Automatic power boost for travel only condition

3. When selection switch is boost or shear position, by pushing RH joystick button we can use power boost
function for 9 seconds. We call this one touch power boost. This is useful function when machine confront
the heavy-load.

Internal note:

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Automatic travel speed control

1. When machine stands still, machine needs more brake torque during digging to prevent machine
drifting toward because of reaction force from bucket. V-ECU realize the stop condition from travel pilot
pressure switch, then V-ECU cut off the power to the travel speed solenoid regardless of the position of
travel speed selection switch.

2. Travel speed is controlled according to the position of the speed select switch.

3. In F mode, the speed of travel is fixed to low speed.

Internal note:

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Safe start and stop control

The optimal condition of engine start and stop is automatically set by this function. The engine can be
protected from damages that may occur at engine start and stop condition.

1. During starting engine, Engine rpm is fixed to low idle (I2) regardless of engine rpm control switch
position to protect engine from sudden rpm increase in cold period or other situation.

2. During starting, if safety lever is up, this signal disengage starter to prevent from sudden movement of
hydraulic function.

3. After starting, any attachment operation or speed control switch operation makes engine return to the
speed set by rpm control switch.

4. When start switch is turned off,

- Start switch signal is transferred to E-ECU.
- Important data are saved to ECUs.
- EMS power cut off relay is off.
- V-ECU cut-off power to battery relay.
- Whole system power will be off.

Internal note:

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Operating data memory

V-ECU save the operating data of machine for MATRIS.

Using this data is very useful for customer, service person and R&D group.

Internal note:

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Pump flow control

At job site, customer uses various kind of optional attachment like hammer, shear etc. Every attachment
has their unique operating specification especially in flow. Our machine can satisfy this request by using
flow control switch and flow control proportional valve.

1. When operator adjust flow control switch, display automatically shows the flow value at the present
engine rpm.

2. When operator uses the option attachment, the pilot pressure switch will be activated. V-ECU receives
this signal and then start to controls the flow control valve according to flow control switch position. If the
pilot switch is off position, there is no output current from V-ECU. That means flow control function is
engaged only during the working of optional attachment.

Internal note:

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Machine status indication

Display ECU(MDU) and instrument panel receives some operating signal from other ECU and show the
operation information to the operator.

Internal note:

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System diagnosis

The machine display unit (MDU) displays the fault code after self-diagnosing of the V-ECU and E-ECU. For
further error can be shown at the VCADS Pro or SDU.

Internal note:

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V-ECU

There are two connectors for VECU.

JA connector has 70 pins and JB has 16 pins.

When you replace the VECU, you have to check the part number of VECU because you need to run the
conversion kit of VCADS Pro if failed VECU is old one.

Internal note:

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MDU(Machine Display Unit)

This animation is to show you how to operate display unit.

Push the arrow button step by step.

If the key is ON position, all lamps are ON for one second and then engine speed and work-mode are
displayed. By pushing arrow button, display contents are changed from engine speed to battery voltage,
hammer operating hour, key number, pump flow rate and error code.

When pump flow rate is selected, if you push the arrow button for 5 second, the unit of flow will be
changed between lpm and gpm.

When error code is selected, active error codes are displayed consecutively.

If pump flow rate (option) is changed, set value is displayed on main display window for 10 seconds.

Internal note:

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SDU(Service Display Unit)

The service display unit can be connected to service socket above the radio. The display unit is used for
the service & troubleshooting. This can give additional information, which cannot be seen on the MDU.

Internal note:

Picture text:
Speed control switch and Flow control switch

Two switches are almost same components.

Only different thing is that the flow control switch needs screw driver to adjust the step.
Input voltage is 24v and output voltage is 0.5~4.5V.
They have a shield ground to prevent noise at signal line.

Internal note:

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Power shift valve and flow control valve

Two valves are almost same except connector. To check the component we have to measure the current
value with special connector and secondary pressure then compare the measured value with characteristic
curve of power shift valve.

Internal note:

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Emergency switch and auto-manual switch

Internal note:

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Resistor box

This is used for manual control and limits the pump consuming power to 85% of total power. The
resistance value is different from model to model.

Internal note:

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Hydraulic pressure switch

Hammer & Boom float pilot pressure switch specification (7bar) is different from others (20bar).

Internal note:

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Service socket

This socket is used for VCADS Pro, SDU, MATRIS.

Internal note:

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Electric system

Internal note:

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Engine start and stop circuit

If battery disconnection switch is off position, we cannot use the whole of electric system.

When master switch (Battery disconnection switch) is ON, we can use Room lamp, diesel heater, fuel filler
pump, DC-DC converter, Auto greasing system without the key.

When the start switch is ON position,

BR signal turn on the battery relay. From now, we can supply the power to the whole of electric system.
ACC signal send ON signal to VECU, air-conditioner and energize EMS power relay. And Power supplied to
instrument panel pass through the charge- warning lamp and goes to alternator terminal D and
magnetizes the field coil.

When the start switch is START position,

R2 signal goes to V-ECU to inform the key position and C signal activate safety start relay so power from
battery can drive the starter. From this, alternator can produce electric power. W signal from alternator
indicates engine status to the instrument panel IC.
Start inter-Lock function
If safety start relay has some level of signal from alternator or safety lever, it cannot have ground
connection to activate this relay.

There are two diodes that are related with battery relay.
One is used for time delay function of VECU during the stop condition.
The other is used to protect electric system from electrical surge.

Internal note:

Picture text:
Master switch

To disconnect the electrical system from the batteries for protection of electrical components when
welding, servicing of circuits and as a safety precaution when parking the machine.
Mounted on the battery cover.
If battery disconnect switch is turned to the ON position, the automatic greasing (option), fuel filler pump
and room lamp are available even when the start switch is in the OFF position.

Internal note:

Picture text:
Key switch

In key switch, there are four positions.

Preheating, Off, On, Start.
But from B-series, Preheating position is not used.

Internal note:

Picture text:
Battery relay

This is main relay for electric system.

The relay turns the battery current ON or OFF, according to low power signals received from the start
switch. Use of the relay permits the start switch to control the power of the batteries with a small capacity
wire.
When you replace this component, pay attention to the +/- signs on the relay.
Wrong connection can cause early failure of relay.

Internal note:

Picture text:
Safety start relay

When trying to restart the engine while the engine is running, or if the start switch is in the START position
after the engine is activated, the relay cuts off the current to the starter motor to protect it.

Internal note:

Picture text:
Safety start relay operation

1. Restart protection & start inter-lock

2. Time delay function after start failure

Internal note:

Picture text:
Safety limit switch

When the safety lever is in the up position, the hydraulic system will work.
When the safety lever is in the down position, the servo pressure is cut off to functions, which are
operated with control levers and pedals.

Internal note:

Picture text:
Alternator

The alternator generates current to activate all the electrical systems, and the extra current charges the
battery.
The current from D+ flows to the safety start relay to cut off the operation of starter motor and prevent
accidentally re-engaging the starter.
After the engine starting, the battery charge warning lamp is turned off because the signal from "D+"
remove voltage difference at lamp.

Internal note:

Picture text:
Slow blow fuse

When large-capacity current flows, the slow blow fuse protects components allowing operation until the
overload causes a circuit disconnect, and when small capacity flows, it is melted down slowly enough to
solve the inconvenience of frequent fuse replacement.
When you replace the fuse, properly tighten the bolts on the fuse box.
The loosen bolts can cause various problem related with power supply.

Internal note:

Picture text:
Fuse box

Fuse failure is often caused by a fine crack in the fuse, and this kind of crack is very hard to detect by
visual inspection. Checking fuse continuity with a tester is far superior to eye inspection.

Internal note:

Picture text:
Instrument panel

The instrument panel shows the information received from the sensors and switches of the machine to
alert the operator of any abnormality.
The instrument is adjustable for operator viewing angle and is illuminated for night work.
All light bulbs should be checked daily and replaced if burnt-out because the indicators alert the operator
of a failure in the machine.
The panel contains a coolant temperature gauge, fuel gauge, hour meter and alert indicators to show
machine conditions.
The instrument panel utilizes a plug-in printed circuit board (PCB) to facilitate replacement and
troubleshooting. If a failure is suspected always check the plug-in connection.

This is common parts with wheel excavator.

Internal note:

Picture text:
Instrument panel operation

1. Lamp and buzzer check procedure

Before starting the engine, if you turn the start switch to the ON position all lamps are turned ON for 3
seconds. At the same time the buzzer is operated 2 times with the cycle of 1.0 second ON and 1.0 second
OFF.
Check if all indicator lights come on, and if not, check for burnt-out light bulbs, and the plugin connectors
(connector A, B) of the printed circuit board.

2. Central warning and buzzer sound

W signal indicates engine status whether engine is running or not.
IC in the instrument panel receives warning signal and this W signal and then decides that this situation is
warning case or not.
For example, when we turn the key switch from OFF to ON, we can see only charge warning lamp and
engine oil low pressure without central warning and buzzer sound because there is no signal from
alternator W terminal.

3. Quick fit release operation

4. Quick fit re-engage operation

Internal note:

Picture text:
Instrument panel circuit

Inside of instrument panel, there is an IC chip to control the lamp and warning case.
In this page, think about how to operate this circuit to make the function of previous page.

Internal note:

Picture text:
Engine oil pressure switch

Check the location of this sensor.

This sensor is used for the instrument panel only.

Internal note:

Picture text:
Coolant level sensor

Tolerance of this sensor is very small between ON & OFF.

This can cause frequent on & off of warning lamp. To prevent this we have some special program at ECU.
To turn on the lamp, coolant switch should maintain off position for some period.

Internal note:

Picture text:
Coolant temperature sensor

This sensor is used for needle gage of instrument panel.

Internal note:

Picture text:
Fuel level sensor

This unit sends variable resistance value according to the level of the fuel in the fuel tank to the fuel level
gauge on the instrument panel.

Internal note:

Picture text:
Switches

No. 8 is the location for cabin temperature sensor.

Internal note:

Picture text:
Switch circuit

By using this circuit, you can do continuity test for switches.

Internal note:

Picture text:
Relay-old

Electric box changed a little bit. This is old one.

Internal note:

Picture text:
Relay-new

Every relays are installed at relay box and the relay is different from old one.

Internal note:

Picture text:
Travel alarm

The pressure switch installed in the travel hydraulic circuit activates the alarm when the travel function is
engaged.
Pressing the travel alarm switch in the left switch panel deactivates the alarm.

Internal note:

Picture text:
Fuel filler pump

For the fuel filler pump, 30LPM and 50LPM are available.

This shows the 50LPM pump with level sensor.

This has automatic stop function when fuel level reach to maximum.

Internal note:

Picture text:
Wiper circuit

We have two limit switches that have parallel connection. These switches are used for intercept power to
the wiper circuit. That means the activation of one of those switches makes wiper circuit not to work.

Internal note:

Picture text:
Wiper controller

The wiper controller receives information from the upper wiper switch, lower wiper switch (option), washer
switch, upper window limit switch and lower window limit switch, to control the wiper motor and washer
pump operation.
While the wiper motor and washer pump are operating, the wiper controller receives the operating
information from the wiper motor.
youn can change the color of line in the circuit by clicking.

Internal note:

Picture text:
Wiper motors

The upper & lower wiper motor system is composed of a motor, arm, blade, controller and limit switch.
When the motor rotates once, the wiper blade operates reciprocally right and left by the linkage.

Internal note:

Picture text:
Window limit switch

If the upper window is lifted up or the lower window is pulled up, the upper or lower window limit switch
deactivate whole wiper system.

Internal note:

Picture text:
Diesel heater circuit

The diesel heater is used for heating the engine coolant by a fuel combustion unit while the engine is
stopped. It consists of the fuel pump, the water pump, the timer and the heating unit. The heating unit
has the control unit, the electric motor, the glow plugs, the fuses and the sensors in it.
The heated coolant is circulated through the engine block ¢¡ the diesel heater ¢¡ the air conditioner
heating core ¢¡ the engine block.
The diesel heater facilitates the engine start and heating the cab in severe cold weather.

Internal note:

Picture text:
Diesel heater components

Timer
The timer controls the diesel heater, and displays the operating status. The display shows current date,
current time and operating time. It also controls the manual operation, the reserved operation and the
ON/OFF function of the diesel heater.

Fuel pump
The fuel pump supplies the diesel heater with the fuel from the tank.

Water pump
The water pump is located between the diesel heater and the engine block, and supplies the diesel heater
with the coolant from the engine block.

Heating unit
The heating unit raises the temperature of the coolant using the fuel combustion unit, consists of the glow
plug, the thermostats, the flame sensor, the controller, the electric motor and the fuse. The case of the
unit has the fuel supplying port, the coolant inlet/outlet port, the air inlet port and the exhaust port.

Internal note:

Picture text:
Diesel heater components location

Internal note:

Picture text:
Hammer and Shear circuit-1 switch control

This option is brought with pedal in the X1 cirucit.

Single acting(hammer) is operated by joystick button and pedal. In this case, RH joystick 3 can be used
for hammer or power boost according to the position of hammer&shear select switch.
But double acting(shear) is operated by only the pedal.

And RH joystick 1 can be used for boom floating function. Boom floating is to make both chamber of
cylinder connected to tank.

Internal note:

Picture text:
Hammer and Shear circuit-2 switch control

This option is brought with one more solenoid valve for double acting without the pedal.

Single acting(hammer) is operated by joystick button. In this case, RH joystick 3 can be used for hammer.

But double acting(shear) is operated by RH joystick 3 & 2.

And RH joystick 1 can be used for one-touch power boost.

Internal note:

Picture text:
Quick fit and rotator circuit

These two systems can be activated after lifting up the safety lever. Lifting safety lever activate pressure
switch then turn on the relay 12.
This is safety function for this option hydraulic.

Internal note:

Picture text:
Radio circuit

Radio system uses 12V power. So we need DC-DC converter.

From DC-DC converter, 2 lines are used for operating power and 1 line is used for frequency memory
function.

If the cassette mute switch is installed and turned to ON, the speaker is cut off even when the cassette
power is ON.

Internal note:

Picture text:
Radio-old

Radio have 14pin connector.

Internal note:

Picture text:
Radio-new

New radio has 16Pin connector. But machine wire-harness still has 14Pin connector. So we need extra
intermediate connector.

Internal note:

Picture text:
DC-DC converter

Machine has two DC-DC converter. One is used for radio and the other is used for extra power supply for
12V.

Internal note:

Picture text:
Electric circuit diagram

Internal note:

Picture text:
How to read circuit

This is short explanation to read circuit diagram properly.

1. Reference, cable has permanent connection to wiring diagram SCH12.

2. Connector with pin marking.(Connector IM04, Pin 1)
3. Component(SW:switch, 3:function group, 501:running number)
4. Wire color(GN:green)
5. Wire number(not printed on the wire)
6. Voltage supply
7. Connection mark
8. Frame ground point
9. Diagram number

Internal note:

Picture text:
Connector name

Electric system is composed of some wire-harness and final components. Inside of wire harness there are
so many connectors. Sometimes you need to chase the line to find out the source of problem. Without
naming of connector, it could be terrible. So every connector has a name-tag. By using this you can
compare with the circuit diagram.

This page shows the naming method of wire harness.

Internal note:

Picture text:
Starting and charging circuit(SCH01)

Internal note:

Picture text:
Engine-EMS power(SCH02)

Internal note:

Picture text:
Engien-Speed control(SCH03)

Internal note:

Picture text:
Lighting system-1(SCH04)

Internal note:

Picture text:
Lighting system-2(SCH05)

Internal note:

Picture text:
V-ECU and instrument panel(SCH06)

Internal note:

Picture text:
Instrument panel (SCH07)

Internal note:

Picture text:
Lighting system-3 (SCH08)

Internal note:

Picture text:
Electric system cabin (SCH09)

Internal note:

Picture text:
Wiper (SCH10)

Internal note:

Picture text:
Hydraulic-1 (SCH11)

Internal note:

Picture text:
Hydraulic-2 (SCH12)

Internal note:

Picture text:
Hydraulic-3 (SCH13)

Internal note:

Picture text:
Aircon-1 (SCH14)

Internal note:

Picture text:
Aircon-2 (SCH15)

Internal note:

Picture text:
Service socket (SCH16)

Internal note:

Picture text:
Engine sensors-1 (SCH17)

Internal note:

Picture text:
Engine sensors-2 (SCH18)

Internal note:

Picture text:
Engine-Unit injector (SCH19)

Internal note:

Picture text:
Engine-Preheat (SCH20)

Internal note:

Picture text:
Thumb bucket and Boom float position

Internal note:

Picture text:
Air conditioning system

Internal note:

Picture text:
Air conditioning system overview

- Heating and cooling system is installed in a single unit.

- Can select indoor or outdoor air.
- Mix door controls target temperature of system by mixing cold and hot air.
- There are two filters.

Internal note:

Picture text:
Air conditioning system input & output

When you equipped with Auto air conditioning system, you can operate system in auto-mode or manual-
mode.

By pushing AUTO switch, system can be operated automatically. The only thing what operator has to do is
setting the target temperature.

In auto-mode when other switches except temperature setting and trouble checking switch is operated,
the control system is changed to the manual-mode.

Internal note:

Picture text:
Aircon system electric circuit

By clicking the line, you can change the color of the line.

Internal note:

Picture text:
Temperature setting

Display shows

In auto-mode:
32~16(set temperature)

In manual-mode:
H4, H3, H2, H1, H0, C1, C2, C3, C4
H(heating), C(cooling)

In emergency-mode:
9~1
In this case, you have to press check button (?) and check the error code.

Internal note:

Picture text:
System status indication

The status display has two modes. (Operators mode and Service mode)

In operators mode, you can check only target temperature, ambient temperature and error code.

In service mode , you can check all of items.

Internal note:

Picture text:
Error code

Internal note:

Picture text:
Manual mode control

Internal note:

Picture text:
Air conditioning switch animation

Press button step by step.

Internal note:

Picture text:
Controller- Auto and Manual(Option)

Manual type controller is an option for tropical area.

It has only cooling unit. There is no heating unit so there is also no mix-door actuator and coolant
temperature sensor.
And for this option, there is no in-car & ambient temperature sensor
Internal note:

Picture text:
Air conditioner unit

Internal note:

Picture text:
Sensors

Duct temperature sensor is installed at the core of evaporator.

If sensor is failed, compressor clutch will be disabled.

Internal note:

Picture text:
Actuator

Inside of mix-door actuator, there is a position sensor.

This sensor feedback the real-position to controller for precise positioning.

Internal note:

Picture text:
Resistor and relays

The resistor and 4 relays are used for controlling blower speed. And 1 relay is used for compressor clutch
control.

Inside of resistor, there is two lead fuses. If there is problem with this resistor, we can use only maximum
fan speed.

Internal note:

Picture text:
Compressor

Internal note:

Picture text:
Receive dryer

Receive dryer
1. Is a kind of reservoir to store excess liquid refrigerant in the system.
2. Is a strainer or filter to remove particles from the system.
3. Has desiccant to absorb moisture from the refrigerant.
4. Has a built in pressure switch to protect system from excessive high or low pressure.

Internal note:

Picture text:
Expansion valve

Gas temperature and humidity from evaporator give effect on the minimum quantity of refrigerant
required in the system for the system to operate at maximum efficiency. The higher the temperature and
humidity, the more refrigerant will be required in the system.

Internal note:

Picture text:
Hydraulic circuit

Internal note:

Picture text:
Hydraulic system overview

The mechanical power from engine converted to hydraulic power.

Machine has two main pumps that are variable displacement piston pump.
And it has 1 fixed gear pumps. it is for servo system.

Travel: straight travel function

Boom-up: 2-pump flow
Boom-down: Regeneration
Boom: Holding function
Arm-in & out: 2-pump flow
Arm: Holding function
Arm-in: Regeneration
Option: 2-pump flow (selectable)
Swing: priority against arm during simultaneous operation

Internal note:

Picture text:
Full option circuit

This is the circuit that covers all of option.

In the circuit diagram, every component has unique number and there are many parentheses.

For example Fr(1-pi2). This means that the port Fr is connected to the port pi2 of the component 1. This
is the way how to read our circuit diagram.
Internal note:

Picture text:
Component name

Internal note:

Picture text:
Brief circuit-1

Brief circuit for main line

Internal note:

Picture text:
Brief circuit-2

Brief circuit for pilot(servo) line

Internal note:

Picture text:
Circuit animation

This animation can be used when you explain or study the hydraulic circuit. By pressing the lines,
character or spool with mouse, you can change the colour of lines and spool location.

Internal note:

Picture text:
Boom Up

When control lever (23) is operated to BOOM RAISE , secondary servo hydraulic oil from the remote
control valve flows to ports BU1 (3-br1), BU2 (3-Py, 3-Pb, 3-b) on shuttle block (25).

BU1 (3-br1) flows to the main control valve servo hydraulic port (3-br1), moving the boom spool to the
right, routing P2 pump flow (PR) to the piston side of the cylinders extending the rods raising the boom.

BU2 (3-Py) flows through shuttle valve to arm conflux valve (59) servo hydraulic port (3-Ps), closing the
valve blocking P2 pump flow (PR) to the arm cylinder.

BU2 (3-Pb) flows to servo hydraulic selector valve (60) port (3-Pb), then through the servo hydraulic valve
to the logic valve spool servo hydraulic port, moving the spool blocking P1 flow to the upper side of logic
valve (61).

BU2 (3-b) flows to center bypass valve (57) servo hydraulic port (3-b), moving the spool blocking P1
pump flow to tank, therefore P1 pump flow (PL) opens logic valve (61) and combines with P2 pump flow
(PR) in the main control valve, then is routed to the piston side of the cylinders raising the boom.

The oil from the rod side flows to the hydraulic filter and oil cooler, then is drained to tank.
Negative signal (Fr) of P2 pump is disconnected by the boom spool and negative signal (Fl) of P1 pump is
disconnected by the spool of center bypass valve (57). So P1, P2 pump discharge is increased.
Internal note:

Picture text:
Arm In

When control lever (22) is operated to ARM IN secondary servo hydraulic oil from the remote control valve
flows to ports AI1 (3-al3), AI2 (3-Pc, 3-4Pi, 9-SH), AM (3-a) on shuttle block (25).

AI1 (3-al3) oil flows to the main control valve moving the arm spool (3-al3) to the right, routing P1 pump
flow to the arm cylinder piston side, moving the arm in.

AI2 (3-Pc) oil flows to servo hydraulic selector valve (60) shifting the spool, draining servo hydraulic signal
at the spool valve of logic valve (61). Then P1 pump oil flows through the check valve and spool valve to
the logic valve upper side. Due to the surface area differential valve (61) is held closed.

AI2 (3-4Pi) oil flows to the arm holding spool valve (65), shifting the spool, draining the oil from the upper
side of arm holding valve (65). This enables return oil from the cylinder rod side to open the holding valve
and flow through the main control valve, hydraulic filter and oil cooler to tank.

AI2 (9-SH) oil flows to slew brake valve (63) shifting the brake valve spool, routing primary servo
hydraulic oil (PG) to release the slew brake.

AM (3-a) oil flows to port (3-a) at center bypass valve (57) moving the spool, blocking P2 pump flow to
tank and the negative flow signal (Fr); therefore P2 pump flow increases and is routed through arm
conflux valve (59) to merge with P2 pump flow in the main control valve, and is routed to the cylinder
piston side moving the arm in (confluent flow).

When supply flow is sufficient, regenerating valve (62) is pushed to the left and the return circuit is
unrestricted.

When the engine rotates at low rpm or the supply flow is not sufficient due to combined operation, the
pressure will drop. In this case, regenerating valve (62) is pushed to the right and the return circuit is
restricted. Arm regenerating check valve in the center of the arm spool is opened and some return oil is
merged with supply flow, to the arm cylinder.

This prevents cavitation and any sudden change of cylinder speed.

Arm-in and Swing-right

When the control lever is operated to SLEW RIGHT and ARM IN secondary servo hydraulic oil from the
remote control valve (22) flows to ports AI1 (3-al3), AI2 (3-Pc, 3-4Pi, 9-SH), AM (3-a), SR1 (3-bl1), SW
(3-pa, 9-SH) on shuttle block (25).

During the combined operation some P1 pump flow (PL ) is supplied to the arm cylinder through orifice
(A), however sharing the pump flow reduces the slew speed. To prevent this (pa) oil at arm regenerating
valve (62) moves the spool to the right restricting the return flow from the arm cylinder rod side. This
raises the return circuit pressure, and opens the regenerating check valve in the center of the arm spool,
allowing some return oil to merge with the supply flow to the arm cylinder.
Therefore more P1 pump flow is directed to the slew function to maintain slew priority.

All of P2 pump flow (PR) and some of P1 pump flow (PL) is confluently supplied to the arm cylinder. As the
supply flow pressure to the cylinder piston side increases the arm regenerating valve spool (62) is pushed
to the left by the high pressure signal, and the regenerating check valve in the center of the arm spool
closes.

If the bucket is operated in conjunction with the arm and slew operation, P2 pump flow is divided between
the arm and bucket functions. Due to a rapid decrease of flow to the arm cylinder (pressure drop in high
pressure signal to regenerating valve spool) and (pa) pressure applied to regenerating valve (62), the
spool is pushed to the right reactivating the arm regeneration cycle to maintain arm speed.

Negative lines Fr and Fl are cut off, and the oil delivery rate of P1/P2 pumps are increased.

Internal note:

Picture text:
Boom-up and Arm-in

When the control levers are operated to ARM IN and BOOM RAISE secondary servo hydraulic oil flows to
ports AI1 (3-al3), AI2 (3-Pc, 3-4Pi, 9-SH), AM (3-a), BU1 (3-br1), BU2 (3-Ps, 3-Pb, 3-b) on shuttle block
(25) for the arm and boom respectively.

When arm in and boom raise are operated simultaneously, operation speed depends on the lever control
angle. Each circuit is explained according to the priority function.

Arm lever and boom lever at full stroke :

When the arm lever is fully stroked, maximum secondary servo hydraulic pressure applied to port Pc (25-
AI2) on servo hydraulic selector valve (60) pushes the spool to the upside, blocking Pb (25-BU2) flow and
draining the servo hydraulic signal so the spool of logic valve (61) moves to the downside.

Since P1 pump flow is blocked by the arm spool the pressure rises, and flows through the check valve,
spool valve, to the logic valve upper side holding it closed, preventing P1 flow from merging with P2 flow
for boom raising (boom conflux).

When the boom lever is fully stroked, maximum secondary servo hydraulic pressure applied to port (Ps)
on arm conflux valve (59) pushes the spool to the left, preventing P2 flow from merging with P1 flow for
arm in (arm conflux).

Therefore P2 flow is dedicated to boom raise and P1 flow is dedicated to arm in.

Boom raise priority (Arm fine control)

Boom lever at full stroke and Arm lever at half stroke :

Since secondary pressure applied to port (Ps) is high (boom lever full stroke) the arm conflux flow is cut
off and P2 flow is dedicated to boom raise.

However secondary pressure applied to port Pc (25-AI2) is low (arm lever 1/2 stroke) so the spool of
servo hydraulic selector valve (60) is partially stroked and Pb (25-BU2) oil flows to moving the spool of
logic valve (61) partially to the upside, reducing P1 flow to the upper side of logic valve (61).
Travel

When both travel pedals (24) are operated FORWARD secondary servo hydraulic oil is routed from the
remote control valve as follows :

(Port 4) oil flows to the main control valve (3-ar3) moving the travel spool to the left, routing P2 pump
flow to port (11-B) on the right travel motor.

(Port 2) oil flows to the main control valve (3-al4) moving the travel spool to the right, routing P1 pump
flow to port (11-A) on the left travel motor.

Travel function (as selected by rocker switch)

1st speed fixed : Constant low speed, primary servo hydraulic pressure (P3) to port (Pi) of the change
over valve is blocked by solenoid valve (14-A4).

1st/2nd speed auto shift : Solenoid A4 activated and primary servo hydraulic oil (P2) flows to port (Pi) of
the changeover valve and travel speed is automatically selected according to the load on the motor.

Low speed : When pressure of travel motor is more than 265 kgf/cm2 or while not traveling (by
controller).

High speed : When the pressure of travel motor is less than 265 kgf/cm2, primary servo hydraulic
pressure pushes travel speed changeover valve, and travel motor pressure reduces swash plate angle, so
rpm is increased.

Pg1 (17-S1) oil is applied to switch (10) to input a signal to the controller, so auto idle and pressure boost
function can be used. Circuit connected to remote control valve inside operates straight travel valve.

The functions of travel motor are brake, anti-cavitation, low/high auto change, and over-speed
prevention. (See the travel motor section)

As travelling, main pressure boost is done by controller automatically.

Travel and Arm-in

When the left, right travel pedals are operated to FORWARD secondary servo hydraulic oil flows to main
control valve (3-ar3) and (3-al4) ports, respectively. When control lever is operated to ARM-IN, secondary
servo hydraulic oil flows to port AI1 (3-al3), AI2 (3-Pc, 3-4Pi, 9-SH), AM (3-a) on shuttle block (25).

Servo hydraulic pressure explained below, is for straight travel and related operation only.

P2 (PR) pump oil is supplied to right travel, and P1 (PL) to left travel. In travelling, straight travel
changeover valve (66) is closed.

While travel operation primary servo hydraulic pressure, from Pg1 (17-S1) is blocked by the travel spool,
the pressure in (3-Px1) line connected to arm conflux valve (59) disconnecting arm conflux flow and arm
regenerating valve (62) increasing arm regeneration flow to maintain arm in speed.

Operating ARM-IN during travelling, primary servo hydraulic pressure from Pg1 (17-S1) is blocked by the
travel spool and arm spool at main control valve 4-spool valve, the pressure in (3-Px2) line connected to
straight travel changeover valve increases, pushing the spool to the right opening the valve.

When oil lines of P1 (PL) and P2 (PR) are connected as straight travel valve is opened, so equal flow is
supplied to both motors to maintain straight travel.

Negative lines Fr and Fl are cut off, so oil delivery rate of P1/P2 pumps are increased.

Internal note:

Picture text:
Hydraulic pump

Internal note:

Picture text:
Specification

Internal note:

Picture text:
External veiw

Internal note:

Picture text:
Sectional view

This pump assembly consists of two pumps connected by spline coupling.

The suction and delivery ports are integrated at the connecting section of the two pumps: The common
suction port serves both the front and rear pumps.
The pump consists of rotary group, swash plate group and valve block group.

The rotary group consists of front drive shaft, cylinder block, piston and shoe, set plate, spherical bushing,
and cylinder spring. The drive shaft is supported by bearings. The shoe is caulked to the piston to form a
spherical coupling. It has a pocket to relieve thrust force generated by loading pressures and create a
hydraulic balance so that it slides lightly over shoe plate.
The sub group composed of a piston and a shoe is pressed against the shoe plate by the action of the
cylinder spring through the set plate and spherical bushing. Similarly, the cylinder block is pressed against
valve plate by the action of the cylinder spring.

The swash plate group consists of swash plate, shoe plate, swash plate support, tilting bushing, tilting pin
and servo piston.The servo piston moves to the right and the left as hydraulic oil controlled by the
regulator flows to a hydraulic chamber located on both sides of the servo piston. The force exerted on the
tilting pin by the servo piston causes the swash plate to slide on support to change the tilting angle.

The valve block group consists of valve block, valve plate and valve plate pin. The valve plate which has
two crescent ports is attached to the valve block to feed oil to and collect oil from the cylinder block. The
oil discharged via the valve plate is routed to an external pipe line by way of the valve block.
Internal note:

Picture text:
Flow adjustment

By adjusting Maximum or Minimum adjusting screw at pump body, the flow rate will be changed.

Internal note:

Picture text:
Pump control system

In this picture, there are 4 pistons.

From the top side,

First one: Negative control
Second one: Power shift control
3rd & 4th: Full horsepower control

**Actually 2nd,3rd,4th pistons are integrated into one component.

Full Horsepower control

As the delivery pressure of the pump P1 and mate pump P2 goes high, the delivery flow rate will be
reduced automatically, so the input torque will be regulated to a certain value. The regulator is the total
cumulative horsepower type that operates by the sum of load pressures of the two pumps in the tandem
double pump system. Therefore the engine can be automatically prevented from being overloaded
regardless of the loading conditions on the two pumps.
Power shift control
Changing the current of the proportional solenoid valve attached to the regulator will change the
horsepower setting. Only one proportional solenoid valve is provided. However, secondary pressure Pf
(power shift pressure) flows into the horsepower control portion of each pump regulator through an inner
passage, and shifts it to same horsepower setting, respectively. Delivery flow rate of the pump can be
changed, so the proper power level suitable for the work conditions can be acquired.
Negative flow control
Varying the servo hydraulic pressure Pi can control delivery rate of the pump. This regulator is the
negative flow control type that reduces delivery rate Q according to the increase of servo hydraulic
pressure Pi. As the servo hydraulic pressure corresponds to the flow required for the work designated, the
pump will deliver only the required oil so unnecessary power consumption will be prevented.

This regulator has 3 control functions, however when different control functions act at the same time, low
oil flow instruction will have priority by the mechanical operation.

X1 flow control
When we use X1 option, flow control valve will be activated and send signal to negative control piston. So
Pump circuit

Internal note:

Picture text:
Regulator sectional view

Section A-A: Horsepower & Power shift control section

Section B-B: Negative control section

Internal note:

Picture text:
Regulator exploded view

Internal note:

Picture text:
Regulator animation

By pressing the arrow button, you can increase or decrease control pressure.
Pay attention to the movement of feedback lever.

Internal note:

Picture text:
P-Q curve

Internal note:

Picture text:
Regulator adjustment

Basically, precise adjusting of regulator is almost impossible on the machine because we need proper test
bench.
This is just show you the principle of regulator.
Adjustment of outer spring
Tightening the screw shifts the control chart to the right and increases the input horsepower as shown in
the figure.
Since turning outer-adjusting screw changes the setting of inner spring, back-off inner adjusting screw.
Adjustment of inner spring
Tightening the screw increases the flow and the input horsepower as shown in the figure.

Internal note:

Picture text:
Power shift valve

The valve regulates the secondary servo hydraulic pressure to the hydraulic pump regulators to control the
swash plate angle and allowable pump output.
The secondary servo hydraulic pressure varies in proportion to the current value at the proportional
solenoid valve.
The proportional solenoid valve spool vibrates continuously to maintain the secondary servo hydraulic
pressure, and is very sensitive to contamination due to the close tolerances of the spool/valve body. In the
event of a malfunction, always inspect the valve for contamination before replacing it.

Internal note:

Picture text:
Power shift valve output

Connect the adapter cable for testing between proportional solenoid valve connectors(Serial connection).
Connect an oil pressure gauge (60 bar, 850 psi) to the pressure checking port to measure servo hydraulic
secondary pressure.
Start engine and measure the current & secondary pressure value at each mode.

Internal note:

Picture text:
Gear pump

Internal note:

Picture text:
Gear pump sectional view

Inside of gear pump, there is a relief valve for servo system.

Internal note:

Picture text:
Main Control Valve

Internal note:

Picture text:
External view-LH, RH, Top

This shows the port location of MCV.

Internal note:

Picture text:
External view-Front & Rear

Internal note:

Picture text:
MCV Sectional view - 4 spool block

Internal note:

Picture text:
MCV Sectional view - 3 spool block

Internal note:

Picture text:
MCV Sectional view - Center block

Internal note:

Picture text:
Main relief valve operation-1

The function of main relief valve is limit the max system pressure.

(1) Pump pressure is lower than the set-pressure.

(2) Pump pressure is reached to the set-pressure.

Internal note:

Picture text:
Main relief valve operation-2

(3) Main poppet open and pump line has tank-connection

(4) Boost signal comes from port Py and push the piston to increase the tension of spring.

Internal note:

Picture text:
Port relief valve operation-1

The function of port relief valve is to release the shock pressure inside of actuator.

(1) Cylinder pressure is lower than the set-pressure.

(2) Cylinder pressure is reached to the set-pressure. Small piston which is inside of main poppet move to
right.

Internal note:

Picture text:
Port relief valve operation-2

(3) Main poppet open and makes tank-passage.

(4)When cylinder pressure drop down to the negative pressure, main poppet will be opened by tank
pressure and fill up the cylinder chamber.

Internal note:

Picture text:
Port relief valve operation-3

At the hammer supply port of MCV, there is 2-step port relief valve. This can be used for hammer with low
-pressure setting and also can be used for shear with high-pressure setting. X1 option controls this valve.

Internal note:

Picture text:
Flow sensing valve

Oil from the central passage flows through orifice in the poppet, into the tank passage. The pressure
signal, which corresponds to the flow rate through the orifice, is fed back to the pump regulator,
controlling its output volume.
If the flow rate is excessive, when control pressure reaches the level set by spring, poppet opens and oil
flows to the tank; it therefore acts as a relief valve.

Internal note:

Picture text:
Relief valve specification

The specification of AL2(low pressure) is factory setting. When installing a hammer, must be adjusted to
the proper value which is described at the hammer spec-sheet.

Internal note:

Picture text:
Boom holding valve operation-Holding

Holding poppet(A) maintain closing position to prevent drop down of working attachment at the neutral
position.
The area of the spring side (1) of holding poppet is bigger than front side (2) and pressure is same at both
sides. And tank line of the spring side(1) of holding poppet is blocked by pilot check valve (B). So it is
impossible to open the holding poppet.

Internal note:

Picture text:
Boom holding valve operation-Raise

The pump oil supplied to front side (2) of holding poppet. That means oil supply can build up pressure at
the front side of holding poppet(A).
The area of the spring side (1) of holding poppet is bigger than front side (2) but the pressure of front
side(2) is higher than the pressure of spring side(1).
So the holding poppet can be opend and the oil in spring side(1) can be squeezed out.

Internal note:

Picture text:
Boom holding valve operation-Lower

Pilot check valve(B) is opened by pilot signal. So the spring side(1) is connected to tank then holding
poppet(A) can be opened by the return oil at the front side(2) of poppet.

Internal note:

Picture text:
Logic valve operation

Main functon of this valve is boom summation when using boom-raise function.

Pb=Off; Neutral or Boom lowering

1. When the pressure in chamber(A) is higher than chamber(B), oil in chamber(A) opens check-valve(3)
and then goes to chamber(C) due to passage in (F). In this case, the pressure in chamber(A) is same with
chamber(C) becuase the orifice(G) is very small but the amount of flow from the chamber(A) is enough.
As area(D) is larger than area(E), poppet(1) remains in position and the passage between chamber(A) and
(B) is cut off.

2. When the pressure in chamber(A) is lower than chamber(B), oil in chamber(A) goes to chamber(C) due
to passage in (F). In this case, the pressure in chamber(C) is higher than chamber(A) becuase check-
valve(3) blocks the passage between chamber(C) and (A).
As area(D) is larger than area(E), poppet(1) remains in position and the passage between chamber(A) and
(B) is cut off.

Pb=On; Boom raising

3. When the pressure in chamber(A) is higher than chamber(B), the pressure in chamber(C) becomes the
pressure in chamber(B) through orifice(G) of poppet(1), so poppet(1) is opened and oil flows from the
chamber(A) to (B).

4. When the pressure in chamber(A) is lower than chamber(B), the pressure in chamber(C) becomes the
pressure in chamber(B) through orifice(G) of poppet(1), so poppet(1) is closed and oil passage between
the chamber(A) to (B) is cut off.

Internal note:

Picture text:
Boom regenerating valve operation

The regeneration is similiar concept with recycling. That means that the return-oil from a cylinder can be
used again instead of the oil from pump. So this is good to fuel economy.

Servo hydraulic pressure (ar1) pushes the boom spool left (boom lowering) and pressurized oil from the
pump opens the load check valve(1) and flows through the U-shaped path, the circular notch of the spool,
and port AR1 to the cylinder, rod side.

In the mean time, some amount of oil directly goes to tank through central passage. This makes pump to
produce less oil because of flow sensing signal.

The return oil flows from port BR1, to the circular notch of the spool. In order for the return oil to go to
tank, it must open the check valve(2). This produce some pressure at the return line. If the pressure of
AR1 is lower than this return-pressure, the return-oil opens check-valve(3) and can go to AR1. So the
return oil can be reused. This prevents cylinder cavitation during boom lowering.

Internal note:

Picture text:
Arm holding valve operation-Holding

Holding poppet(A) maintain closing position to prevent drop down of working attachment at the neutral
position.
The area of the spring side (1) of holding poppet is bigger than front side (2) and pressure is same at both
sides. And tank line which is at the spring side of holding poppet is blocked by valve(B). So it is impossible
to open the holding poppet.

Internal note:

Picture text:
Arm holding valve operation-Out

The pump oil supplied to front side (2) of holding poppet. That means oil supply can build up pressure at
the front side of holding poppet(A).
The area of the spring side (1) of holding poppet is bigger than front side (2) but the pressure of front
side(2) is higher than the pressure of spring side(1).
So we can open holding poppet and spring side(1) oil can be squeezed out.

Internal note:

Picture text:
Arm holding valve operation-In

The valve(B) is opened by pilot signal. So the spring side(1) is connected to tank then holding poppet(A)
can be opened by return oil at the front side(2) of poppet.

Internal note:

Picture text:
Arm regenerating valve operation-1

When pressure of supply line is low, there is restriction at the regeneration valve to boost return pressure.
In this case, the return pressure can open check valve inside of spool and supply more oil to the cylinder.

Internal note:

Picture text:
Arm regenerating valve operation-2

When the pressure of supply line is high, there is no restriction at the regeneration valve. If there is back-
pressure from the restriction, the efficiency of cylinder will be reduced.

Internal note:

Picture text:
Arm regenerating valve operation-3

When we use swing and arm at the same time, the return line will be always restricted because of swing
priority. Because of return line restriction, the speed of arm will be slow down and then more oil can go to
swing side.

Internal note:

Picture text:
Main Control Valve

Push the component in the circuit diagram with mouse then you can see the location of that components.

Internal note:

Picture text:
Swing motor

Internal note:

Picture text:
Swing motor specification

Internal note:

Picture text:
External view

Circuit animation for swing motor

Internal note:

Picture text:
Sectional view

Rotary group consists of cylinder block and 9 piston assemblies located in the cylinder. Both ends of
cylinder block are supported by bearings. Piston assemblies are guided by return plate and spring so they
slide smoothly on the swash plate. Valve plate is pressed against the cylinder block surface by the
mechanical pressure of spring and hydraulic pressure working on the bushing.
Between the outer diameter of the cylinder block and housing a mechanical brake for parking is mounted.
The cover section has a relief valve for cushioning and an anti-cavitation valve to prevent cavitation and
rebound damping valve for smooth stoping.

Internal note:

Picture text:
Relief valve operation-1

Most of brake force comes from this relief valve when we stop slewing.
Therefore we need smooth build-up of pressure for smooth braking.

(1) Closing position

(2) Low pressure relief

Internal note:

Picture text:
Relief valve operation-2

(3) Relief pressure increase by moving of piston

(4) Final stage of relief

Internal note:

Picture text:
Rebound damping valve operation-1

(1) Neutral position

(2) After starting brake, PA pressure goes high.
When PA is same with Ps, those two valve move to left together.

Internal note:

Picture text:
Rebound damping valve operation-2

(3) PA will reach to relief valve set pressure and machine will stop.
In this point, PA=Relief set pressure and PB=Tank pressure.
There is pressure difference between PA & PB. That means rebound of machine.

(4) When machine starts rebound, PA pressure drops down.

If PA is lower than Ps, those two valves return to original position. But return speed is different because of
small hole of front valve. This speed difference make gap between two valves. This gap connects k & l
ports. As result, PA & PB will be same for short time. That means there is no force to rotate motor.
Finally, this valve can stop the machine at the early stage of first rebounding.

Internal note:

Picture text:
Rebound damping valve operation-3

During normal slewing, the port k & l must be disconnected at any case.

(1) Supply pressure is higher than Ps

(2) Supply pressure suddenly becomes lower than Ps. In this case, Those two valves make gap but the
check ball blocks the passage.

Internal note:

Picture text:
Parking brake operation

The slew brake is spring applied and hydraulically released. Friction plates are splined to cylinder block and
rotate with cylinder block. Mating plates are splined to motor casing.

When there is no SH signal, parking brake will be engaged by spring force.

When there is SH signal, primary pilot pressure(40bar) goes to brake piston and push the brake piston
against spring.

Internal note:

Picture text:
Time delay valve operation

(1) SH signal (off): Brake is engaged

(2) SH signal (on): Brake is released

(3) Slew joystick returns to neutral. Brake start to be reengaged. The oil from brake chamber should be
drained. The oil can go to tank by passing through the orifice.

(4) By passing through the orifice, pressure will be built up in front of the orifice and push the valve. Now
the valve blocks tank line. There is no flow to tank. That means there is no pressure difference between
front and rear side of valve. But the valve has return-spring at the rear side. So the valve can return to
initial position and open tank passage again. The oil from brake chamber can go to tank again.

Open-close-open movement can delay the parking brake engaging time for 5~8 seconds.

Internal note:

Picture text:
Travel motor

Internal note:

Picture text:
Travel motor specification

The pressure of speed changeover is the value at which the automatic downshift take places.

Internal note:

Picture text:
External view

Circuit animation for travel motor

Internal note:

Picture text:
Sectional view

1. Pressure reducing valve for parking brake

2. Counter-balance valve or Brake valve
3. Relief valve
4. High speed set screw
5. Speed changeover valve
6. Swash piston
7. Parking brake

Internal note:

Picture text:
Reducing valve operation

In order to release parking brake, system uses the pressure from main pressure of supply line. So we
need to decrease the pressure by using this valve.

(1) Supply pressure goes to brake chamber to release the brake.

(2) If the pressure of brake chamber exceed the specified value(spring tension), main pressure push the
valve to the right becasue of area difference of valve and disconnect passage between main pressure and
brake chamber. Therefore the parking pressure cannot exceed the setting pressure.

Internal note:

Picture text:
Brake valve operation-Stop

Brake valve is now at neutral position

Internal note:

Picture text:
Brake valve operation-Travel

The pressure of supply line goes high and this pressure applies to the backside of brake valve and then
pushes the brake valve against spring. So return side oil can go to tank.

Internal note:

Picture text:
Brake valve operation-Overrun

When machine travels at the down slope, this can cause overrun. That means the amount oil of supply line
is less than expected. In this case we need brake function to control the machine from over-speed.

The pressure of supply line becomes low and the brake valve return to the neutral position. So we can
block the return line and slow down the machine speed.

Internal note:

Picture text:
Speed change-low speed

When the pilot pressure at port Pi is disconnected, spool moves upward by the spring force. The oil in
chamber of swash piston flows to the drain line, and the swash plate moves to increase swash angle, so
the motor rotates at low speed.

Internal note:

Picture text:
Speed change-high speed

When the pilot pressure at port Pi is connected, spool moves downward by the pressure at Pi. The supply
oil through check ball folws to the swash piston. Swash pisto pushs the swash plate and decrease swash
angle, so the motor rotates at high speed.

Internal note:

Picture text:
Speed change-automatic downshift

In this picture, the force by Pi pressure acts against the force by supply pressure and spring. When the
supply pressure reach to specified value, the force by supply pressure and spring overcomes the force by
Pi pressure. So the spool moves upward.
The oil in chamber of swash piston flows to the drain line, and the swash plate moves to increase swash
angle, so the motor rotates at low speed and high torque.

Internal note:

Picture text:
Relief valve operation

(1) Low pressure relief

(2) Time delay
(3) High pressure relief

Internal note:

Picture text:
Track drive operation video

Internal note:

Picture text:
Other hydraulic components

Internal note:

Picture text:
Cylinder

1. Piston
2. Tube
3. Rod
4. Gland
5. Cushion ring
6. Cushion plunger

a. Dust wiper
b. Rod packing
c. Buffer ring
d. Dry bearing
e. Contamination seal
f. Wear ring
g. Piston packing

Internal note:

Picture text:
Cushion animation

Internal note:

Picture text:
Turning joint

The turning joint consists of hub, shaft, seal rings, cover, plugs, spacer and retainer ring. The hub contains
oil grooves to route the flow of oil. The shaft has passages to supply oil into the hub. The seal rings
prevent oil leakage between shaft and hub.
High-pressure oil from the main control valve is delivered to the turning joint, and flows through ports C -
E or D - F to the left and right track motor, to drive the track motors. Drain oil returns to the reservoir via
port G, also track (high speed) control servo hydraulic oil flows into port B.
Hub is fixed to the lower-frame and shaft rotates freely on the superstructure. The oil flows through
circumferential grooves in the hub; therefore oil flow is not obstructed during slew operation.

Internal note:

Picture text:
Return check valve

Return check valve produce some amount of backpressure, which is used for make-up function. 4.5bar
check valve is used for bypass function when hydraulic oil cooler is clogged.

Internal note:

Picture text:
Hydraulic oil cooling system

The hydraulic oil cooler consists of a steel frame with cells and tanks made of aluminium. The cells contain
turbolators, which create turbulence in the oil so it makes maximum contact with the cell walls.
The oil is cooled by radiator fan.

Internal note:

Picture text:
Accumulator and accumulator block

Accumulator is used for emergency case or pressure-releasing before disassembling.

Internal note:

Picture text:
Joystick

The servo hydraulic valve is a remote control valve of the reducing valve type and has four reducing
valves controlling the secondary pressure in one valve casing. Its secondary pressure is controlled by
adjusting the tilting angle of the handle. And the electric switches are equipped inside of joystick for
various option.

Internal note:

Picture text:
Joystick switch

According to various option applications, joystick switches can be used for different function.

Internal note:

Picture text:
Joystick operation

(1) Neutral position

Every output ports (1,2,3,4) are connected to tank through valve.
(2) Operation
There are two springs for each spool. The inner spring is installed on the spool but the outer spring is
installed on the casing. When push rod is operated, spool moves downward. Then port (P) is connected
with port 1, and the oil supplied from the servo hydraulic pump flows through port 1 to generate the
pressure. When the pressure at port 1 increases to the value corresponding to the inner spring force set
by tilting the handle, the hydraulic pressure force balances with the spring force. If the pressure at port 1
increases higher than the set pressure, port (P) is disconnected from port 1 and port (T) is connected with
port 1. If it decreases lower than the set pressure, port (P) is connected with port 1 and port (T) is
disconnected from port 1.
In this manner the secondary pressure is kept at a constant value. In some valves, when the handle is
tilted more than a certain angle, the upper end of the spool contacts the inside bottom of the push rod and
the output pressure is connected with port (P).

Internal note:

Picture text:
Joystick characteristic curve

Internal note:

Picture text:
Travel pedal

Travel pedal controls the travel spool.

The damping valve installed in the servo hydraulic valve prevents oscilation that may occur due to abrupt
pedal operation.

Internal note:

Picture text:
Travel pedal operation

According to the sectional view, the pedal cam rotates clockwise and the push rod at port 1 side is pushed
downward.
Oil in the damping piston is drained through the piston orifice and dampened by the pressure generated at
that time.
At the port 1, there are two springs for each spool. The inner spring is installed on the spool but the outer
spring is installed on the casing. When push rod is operated, spool moves downward. Then port (P) is
connected with port 1, and the oil supplied from the servo hydraulic pump flows through port 1 to
generate the pressure. When the pressure at port 1 increases to the value corresponding to the inner
spring force set by tilting the handle, the hydraulic pressure force balances with the spring force. If the
pressure at port 1 increases higher than the set pressure, port (P) is disconnected from port 1 and port (T)
is connected with port 1. If it decreases lower than the set pressure, port (P) is connected with port 1 and
port (T) is disconnected from port 1.
In this manner the secondary pressure is kept at a constant value. In some valves, when the handle is
tilted more than a certain angle, the upper end of the spool contacts the inside bottom of the push rod and
the output pressure is connected with port (P).
In this picture, the push rod at port 2 moves upward through the piston by return spring. Thereby, it
draws oil from the tank through the check ball. The oil outside the piston chamber flows through the
passage connected to port (T) in the upper casing.

Internal note:

Picture text:
Travel pedal characteristic curve

Internal note:

Picture text:
Solenoid valve block-1

A1: Safety solenoid

A2: 1 or 2 pump select solenoid
A3: Power boost solenoid
A4: Travel speed solenoid
A5: Hammer solenoid
A6: Boom & arm conflux cutoff solenoid

Internal note:

Picture text:
Shuttle valve block

This is conncetion point between joystic and MCV.

Internal note:

Picture text:
Pilot block

Pilot pressure distributor to remote control valve

Internal note:

Picture text:
Shock reducing valve

The shock reducing valves installed in the servo hydraulic lines at the main control valve. This makes
smooth movement of cylinder by dampening the spool movement.

A -> B: Restriction
B -> A: Free flow

Internal note:

Picture text:
Option hydraulics

Internal note:

Picture text:
Quick fit

The quick-fit attachment is fitted to the arm end and bucket link. The connection between the quick-fit and
bucket is like figure.
The quick-fit attachment is equipped with a double acting hydraulic cylinder. The quick-fit locking wedge is
fitted to the piston rod. Servo pressure acts on the piston side of the lock cylinder, locking the bucket in
place against the rear hook. This means that the lock wedge adjusts itself and provides gap-free locking.
When lock wedge is released, the servo pressure is transferred to the piston rod side. If necessary, the
supplying pressure can be increased by loading the bucket cylinder in its end position.
There is a red marker on the left side of the quick-fit attachment, which is folded in when the lock wedge
is in the locked position and folded out when the lock wedge is released.

Internal note:

Picture text:
Quick fit valve

Internal note:

Picture text:
Boom floating circuit

When joystick button is pushed, this signal goes to VECU. VECU energize the solenoid. When joystick is in
boom-down position, this signal operate hose rupture valve and boom floating valve. This makes boom
cylinder piston side and rod side go to tank. So boom can drop down by its weight.

For safety purpose, this option must be equipped with hose rupture valve.

Internal note:

Picture text:
Boom floating components

Internal note:

Picture text:
X1 circuit

X1 option is used for hammer & shear.

- Main line change:

When it is used for hammer, return line directly goes to tank. But shear uses double action. So we need 3-
way valve to adjust main line to work without hose connection change.

- 2-step port relief valve:

2-step port relief valve always maintains high pressure except hammer use.

- X1 option pedal
- Flow control function
- Option 2-pump flow
- 2-switch control without pedal

Internal note:

Picture text:
3-way select valve

When we select hammer, port A is connected to port T.

When we select shear, Port A is connected to port B.

Internal note:

Picture text:
Hammer return filter

Additional return filter for hammer. To replace filter periodically, we can see hammer operating hour at the
MDU.

Internal note:

Picture text:
Option pedal

Internal note:

Picture text:
Flow control components

When we select 2-pump flow for option, you have to open the option conflux check valve fully.

Flow control starts the function after hammer pressure switch is on.

Internal note:

Picture text:
Flow setting video

Internal note:

Picture text:
X1 pilot line

Internal note:

Picture text:
Rotator circuit

This is X3 option.
X3 option is composed of additional gear pump at the engine PTO, rotator valve and additional case drain
line for motor. This is operated using LH joystick button.

Internal note:

Picture text:
Rotator circuit components

Internal note:

Picture text:
Boom hose rupture valve

The boom hose rupture valves mounted directly on the inlet ports of the boom cylinder piston sides.
The line rupture valve consists of a servo hydraulic valve, logic valve, check valve, pressure relief valve
and a housing.
The line rupture valve function is to prevent an accident caused by a sudden dropping of the boom when a
pipe or hose ruptures. It also prevents boom cylinder creep caused by internal leakage of the main control
valve.

Internal note:

Picture text:
Boom hose rupture valve operation-Neutral

When joystick is in neutral position, poppet(2)is blocking the passage from port P2 to port P1. Poppet(1)
also maintains blocking position becasuse line(4) is blocked by spool(3).

Internal note:

Picture text:
Boom hose rupture valve operation-Raise

When joystick is in boom-up position, poppet(2)is open the passage from port P1 to port P2 becasue P1
pressure is high. Poppet(1) maintains blocking position becasuse line(4) is blocked by spool(3).

Internal note:

Picture text:
Boom hose rupture valve operation-Lower

When joystick is in boom-down position, jostick signal go to port Pi. The spool(3) moves to left.
poppet(2)is blocking the passage from port P2 to port P1. But poppet(1) opens and makes passage from
port P2 to port P1 through spool(3) becuase of line(4) is connected to T2.

Internal note:

Picture text:
Arm hose rupture valve

The arm hose rupture valve is mounted directly on the inlet port of the arm cylinder piston sides.
The line rupture valve consists of a servo hydraulic valve, logic valve, check valve, pressure relief valve
and a housing.
The line rupture valve function is to prevent an accident caused by a sudden dropping of the arm when a
pipe or hose ruptures. It also prevents arm cylinder creep caused by internal leakage of the main control
valve.

Internal note:

Picture text:
Arm hose rupture valve operation-Neutral

When joystick is in neutral position, poppet(2)is blocking the passage from port P2 to port P1. Poppet(1)
also maintains blocking position becasuse line(4) is blocked by spool(3).

Internal note:

Picture text:
Arm hose rupture valve operation-Out

When joystick is in Arm-Out position, poppet(2)is open the passage from port P1 to port P2 becasue P1
pressure is high. Poppet(1) maintains blocking position becasuse line(4) is blocked by spool(3).

Internal note:

Picture text:
Arm hose rupture valve operation-In

When joystick is in arm-in position, jostick signal go to port Pi. The spool(3) moves to left. poppet(2)is
blocking the passage from port P2 to port P1. But poppet(1) opens and makes passage from port P2 to
port P1 through spool(3) becuase of line(4) is connected to T2.

Internal note:

Picture text:
Arm hose rupture valve-improvement

Component change

Internal note:

Picture text:
Second boom circuit

Internal note:

Picture text:
Second boom components

Second boom circuit is composed of the direction valve block and control pedal. The supply oil comes from
PR pump. In order to load the PR pump it has particular servo system.

Internal note:

Picture text:
Second boom valve sectional view

Second boom valve is composed of the direction valve and holding valve.

Internal note:

Picture text:
Second boom valve operation-Neutral

Holding function maintains the position of the second boom during working.

Internal note:

Picture text:
Second boom valve operation-Raise

Internal note:

Picture text:
Second boom valve operation-Lower

Internal note:

Picture text:
Pattern change circuit and components

This option is used for rental machine.

Internal note:

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Miscellaneous

Internal note:

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Hydraulic tank

Hydraulic tank is composed of suction strainer, return filter, breather.

Inside of return filter, there is bypass valve.
Bypass valve set pressure: 1.5 +/- 0.3 kgf/cm^2 (21+/- 4 psi)
To check the oil level, park on a level surface, retract the arm cylinder, extend the bucket cylinder, lower
the bucket to the ground and stop the engine.
Operate each control lever (for digging unit and travel) to its full stroke to release the residual pressure.
The center line of the sight gauge is normal. Add oil when required.

Internal note:

Picture text:
Air breather

According to the level change of hydraulic oil in the tank, the pressure of the tank will be different.
Excessive high pressure can cuase damage to tank and excessive low pressure decrease the efficiency of
suction of pump.

1) Relief set pressure : 0.5 +/- 0.1 kgf/cm^2 (7 +/- 0.7 psi)
2) Suction set pressure : 0.05 +/- 0.01 kgf/cm^2 (0.7 +/- 0.07 psi)

Internal note:

Picture text:
Fuel tank

Drain valve was changed from globe valve to quick-drain valve.

The ventilation holes on the fuel tank cap have been removed, and the fuel tank air breather (replacement
interval : every 2000 hours ) has been applied.

Internal note:

Picture text:
Swing ring gear

The S mark is the starting and stopping point for the surface hardening process. The tooth and the bearing
plug must be installed on the proper side of the machine because those area are weak region.
When you reinstall the ring gear, Those weak region must be same position with the picture.

Internal note:

Picture text:
Bucket clearance adjustment

Bucket clearance:0.5 ~ 2.0 mm (0.02 ~ 0.08 in)

Original shim quantity (2) is 12 (= 6X2).

If the gap is bigger than above clearance, remove the shim to adjust the gap.
Keep removed shims in the toolbox for future use.

If the specified clearance cannot be achieved after removing all shims, replace bushing with a new one.

Lubricate bushing outer diameter with an anti seize compound or grease.

Internal note:

Picture text:
Measuring method of track link pitch

Internal note:

Picture text:
Track link

Track link is composed of link, pin, master pin, bushing and shoe.
Those above things are wear parts. Check the wear of each component.
1.Link pitch
2.Outer diameter of bushing
3.Height of grouser
4.Height of link
5.Interference of link and bushing
6.Interference of link and pin
7.Clearance of link matching surface

When remove the track link, pull out the master pin first.

When assembling, apply EP(changed from MoS2) grease on the master bushing inner surface before
installing master pin.

Internal note:

Picture text:
Upper roller

Upper roller make link not to interfere with lower frame.

Check the wear of roller after long use.

1. Outside diameter of flange

2. Outside diameter of tread
3. Width of flange

This uses the oil for lubrication inside.

Changed the filling oil specification from SAE 10W30 to ISO VG 220, EP Oil.

Internal note:

Picture text:
Lower roller

Lower roller support whole weight of machine and guide track link.
Check the wear of roller after long use.

1. Outside diameter of flange

2. Outside diameter of tread
3. Width of flange

This uses the engine oil for lubrication inside.

Changed the filling oil specification from SAE 10W30 to ISO VG 220, EP Oil.

Internal note:

Picture text:
Sprocket

Sprocket transfers the power from travel motor to track link.

Check the wear of sprocket after long use.

1. Thickness of tooth profile (A)

2. Width of sprocket tooth (B)

Internal note:

Picture text:
Idler

Idler and spring package adjust the sag of link and absorb the shock.

Check the wear.

1. Outside diameter of flange (A)
2. Outside diameter of tread (B)
3. Depth of tread
4. Width of flange (C)
5. Total width of tread (D)
6. Width of tread (E)
7. Clearance between shaft and bushing (F)
8. Interference between idler and bushing (G)

This uses the oil for lubrication inside.

Changed the filling oil specification from SAE 10W30 to ISO VG 220, EP Oil.

Internal note:

Picture text:
Recoil spring

Slew the superstructure to the side, and raise the track using boom down operation.
Slowly turn the track in forward and reverse direction several times. Stop the track while moving in the
reverse direction.
Measure the track sag (A) at the center of track frame between track shoe and lower roller mounting
surface.
There is high pressure grease in track adjuster cylinder. Do not remove grease fitting or nut and valve
assembly to release grease.
To decrease track sag, add multi-purpose grease to track adjuster cylinder through grease nipple(B) using
a grease gun with a maximum capacity 690 bar (10000 psi). To increase track sag, loosen valve
assembly (C) one turn so that grease in the track adjuster cylinder can be drained through rod hole (D).
Tighten the valve assembly when track sag is correct.

Internal note:

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EC290B Update

From this chapter, we are going to handle about the engineering change or product improvements.

Internal note:

Picture text:
New I-ECU

New I-ECU is introduced for commonality.

With the New I-ECU changes, electric circuit changes took place at the same time.

CHW Serial no. 12508~

SHA Serial no. 30178~

Internal note:

Picture text:
Machine information system change

Internal note:

Picture text:
System layout change

1. A/C switch moves to RH control box.

2. Emergency, Auto/Manual and 1-2 pump select switch move to LH control box.
3. Hour-meter is located at LH control box.
4. No flow control switch. Flow setting will be done at I-ECU.

Internal note:

Picture text:
Electronic control system overview

Programable I-ECU added.

Internal note:

Picture text:
V-ECU input and output

Many input signal was directly connected to instrument panel for old system.
Now those signals go to V-ECU, which sends information to I-ECU.

Internal note:

Picture text:
E-ECU Electric circuit

Boost pressure/temperature sensors are now combined into one sensor and oil pressure sensor has been
changed.

Internal note:

Picture text:
Control circuit

Internal note:

Picture text:
IECU

Internal note:

Picture text:
Old instrument panel circuit

Many signal lines are connected to instrument panel.

Internal note:

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New I-ECU circuit

New I-ECU uses only 10 pin connector because I-ECU use the communication line for various signal.

Internal note:

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Power on-off procedure

Internal note:

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Indicator operation

Internal note:

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MCD operation

Screen 1 is shown after machine is equipped with X1 option and programmed with VCADS Pro.

Screen 2 is shown when you select hammer or shear position at the hammer & shear select switch.

At screen 3, when you push those 2 buttons at the same time, Display will be changed to screen 6 for time
setting.

If screen 4 displays 30 min., you can restart engine without password in 30 minutes after stop the engine.

Screen 5 is not hour-meter. You can reset to 0 if you want by pushing check button.

Internal note:

Picture text:
X1 flow setting

You can select any number from 30 to 500 at flow setting screen.
But if you select number that is larger than actual maximum flow, the set value will not be changed as you
select.

For example, if you select 240 at EC210B, the set value will be changed to 200.

Internal note:

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Pop-up indicator

This is not a warning but just indication of activation.

Internal note:

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Code lock

Available password should be composed of 0,1,2,3 only.

Ex) 3201 (O), 2967 (X)

1. Parameter programming with VCADS Pro

2. After programming, first Key on
3. V-ECU failure case
4. I-ECU failure case

Internal note:

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Error message-ECU

Error messages regarding to computer

Internal note:

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Error message-Communication and electric system

Error messages regarding to communication line

Internal note:

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Error message-Hydraulic system

Error messages regarding to hydraulics

Internal note:

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Error message-Engine-1

Error messages regarding to engine

Internal note:

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Error message-Engine-2

Error messages regarding to engine

Internal note:

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Start circuit-Old

Machine serial no.

CHW: 10001~12264
SHA: 30001~30153

Internal note:

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Start circuit-New alternator

New alternator and old instrument panel.

Machine serial no.

CHW: 12265~12507
SHA: 30154~30177

Internal note:

Picture text:
Start circuit-New alternator and New I-ECU

New alternator with new I-ECU

Machine serial no.

CHW: 12508~
SHA: 30178~

Internal note:

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Alternator change

Internal note:

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Safety start relay change

During the air bleeding procedure from fuel line, we need more cranking time to start engine. But new
alternator produces a little bit higher voltage at the terminal L. This deactivate safety relay and interrupt
start motor. To prevent this, we add the time delay function at the safety relay.

Internal note:

Picture text:
Gear pump change

Product update

CHW Serial no. 13329~

Internal note:

Picture text:
New gear pump

No thrust plate.

Internal note:

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D7E engine application

In order to meet higher level regulation(Tier-3, EURO-3), advanced D7E engine is applied to excavator.
Major change is focused on reducction of emission & noise.

Because of this, electronic control system, cooling system is also changed.

Serial No.
D7E:80001~ (For NA & EU region)
D7D:10001~

Internal note:

Picture text:
Changed item overview-1

1. Engine
- D7E EAE3(focused on Emission & Noise)

2. Electric system
- VECU(new hardware & software)
- New electric distribution box(PCB type)

3. New cooling system

- Fan driven by hydraulic motor
- Variable fan speed

4. Serviceability
- Remote filter system

Internal note:

Picture text:
Changed item overview-2

1. CRDI(Common Rail Direct Injection)

2. Engine oil filter
3. Fuel filter
4. Waste gate acutator
5. New EECU(EMS2)
6. Open circiut for blow-by gas

Internal note:

Picture text:
Changed item overview-3

1. New expansion tank

2. Hydraulic motor for fan
3. Radiator
4. CAC(Charge Air Cooler)
5. Hyd. oil cooler
6. Aircon condenser

Internal note:

Picture text:
Changed item overview-4

1. New elec. distribution box

(Relay, Diode, Resistor for manual control, Fuse)
2. EECU(EMS2)
3. Block heater socket
4. Engine oil filter
5. Washer
6. New elec. box
7. Wiper controller
8. DC-DC converter
(Old: 2EA, New:1EA)
9. Relay preheater
10. Circuit breaker(80A)
11. Circuit breaker(140A)

Internal note:

Picture text:
Changed item overview-5

1. Travel alarm
2. Water separator
3. Connect fuel warmer
4. Port water drain
5. Sensor Water in fuel

Internal note:

Picture text:
Changed item overview-6

1. Fuel filler pump location change

2. Straight travel pedal(New)

Internal note:

Picture text:
D7E application-Engine

Internal note:

Picture text:
Engine specification

Machine with D7E EAE3 has new serial number started with 80001 and will cover EU & NA region.

Type: 4 cycle, Diesel, Turbo charged, Air to Air After cooled

No.of cylinder : 6 vertical in line type
Max. Power(fan not in operation):153kW(208PS) @ 1800 rpm
Max. Torque: 965 Nm @ 1350 rpm
Bore X Stroke: 108mm X 130mm
Governor type: EMS2
Fuel injection: Common Rail Direct injection
Displacement: 7146cc
Emission : Tier3

Internal note:

Picture text:
Main components

1.The most advanced Volvo engine controller, EMS2, will be utilized to provide the highest level of
electronic features and to enhance reliability.

2.The IEGR(Jacobs system) creates a small second exhaust valve lift. This extra lift feeds exhaust gases
back into the cylinder during the inlet stroke.

3. Common Rail
Whereas in conventional diesel engines injection pressure is generated for each injector individually, a
common rail engine stores the fuel under high pressure in a central container ("common rail") and delivers
it to the individual injectors on demand. Benefits of common rail injection are reduced noise levels,
stronger performance, improved emission control and greater efficiency.

4.The new high-pressure solenoid diesel fuel injector.(BOSCH-CRIN 2nd Generation Injector)

Internal note:

Picture text:
External view(1)

1. Cam speed sensor

2. Coolant temp. sensor
3. Solenoid(IEGR)
4. Boost press. & temp. sensor
5. Unit injector
6. Rail pressure sensor
7. Engine oil press. sensor
8. Fuel control PWM valve(MPROP)

Internal note:

Picture text:
External view(2)

1. Engine oil level & temp. sensor

2. Crank speed sensor
3. Fuel pressure(Low) sensor
4. Water in fuel sensor
5. Ambient air temp. & press. sensor
6. Coolant level sensor
7. Fuel feed pump

Internal note:

Picture text:
Electric circuit

CNED: intermediate connector to EMS

Internal note:

Picture text:
Wire harness

This describes the wire harness on the engine.

Internal note:

Picture text:
Fuel line

In conventional diesel engines injection pressure is generated for each injector individually. A direct
injection engine based on the common rail principle separates the two functions pressure generation and
injection by first storing the fuel under high pressure in a central container ("common rail") and delivering
it to the individual injection valves (injectors) only on demand. This way an injection pressure of up to
1,600 bar is available at all times, even at low engine speeds. The high pressure produces a very fine
atomisation of the fuel leading to better and cleaner combustion. Moreover, the fuel supply is not
dependent on the engine revolutions but can be optimised independently. The time and duration of
injection is not fixed (as in older conventional engines) but can be chosen independently for every
operation point in order to optimise combustion and emissions.

Benefits of the common rail principle compared to conventional engines are lower engine noise levels,
stronger performance and greater combustion efficiency leading to lower emissions and enhanced fuel
economy.
Internal note:

Picture text: 1: Manual feed pump

2: Pre filter & water separator
3: Fuel feed pump(7bar) 4: Fuel filter
5: Fuel pressure sensor(low)
6: Fuel control unit (PWM)
7: High pressure pump 8: Rail
9: Rail pressure sensor
10: Max. pressure limit valve
11: Injector 12: Thermostat valve
L: Heater power M: Heater ground
N: Water probe feed O: Water probe signal
Injector

The main injector components are:

Hole-type nozzle(c), hydraulic servo-system(b), solenoid valve(a).

The forces required to open and close the nozzle needle cannot be generated by the solenoid valve on its
own. The nozzle needle is therefore indirectly triggered via a hydraulic force-amplification system.

1. Injector closed
With the solenoid valve closed, the complete chamber volume and the rail are at the same pressure. The
nozzle needle is forced against its seat by a spring.

2-1. Solenoid ON
When the solenoid valve opens, fuel flows from the valve control cavity and into the fuel return.The feed
throttle prevents complete pressure equalization, and the pressure in the cavity drops.

2-2. Start of injection

Hydraulic servo spool move up side and the excess pressure in the chamber volume overcomes the spring
force and lifts the needle so that injection can start.

Internal note:

Picture text:
Rail

1. High pressure storage of injection system

2. Rail contains pressure relieve valve(a) and rail pressure sensor(b).
3. Pressure relief valve
- Pressure relieve valve is a mechaninical safety device, which opens at 1950(-100) bar and protects the
system concerning over pressure caused by any malfunction.
-If opened the rail pressure remains in the range of 650 - 850 bar (dependend on speed and load). The
engine keeps running but if necessary with decreased performance (limp home mode)
-Under usual conditions the DBV will not open during engine operation.
4. Rail pressure sensor
- Input variable for rail pressure controller
- If any malfunction is detected the ECU may force the pressure relief valve to open by putting over
pressure onto the system.

Internal note:

Picture text:
 A B

A
B

C
C

Fuel control unit (FCU)

FCU controlles filling of high pressure pumps. It is just delivered as much as needed to reach or keep the
rail pressure set-point.
Internal note:

Picture text:
IEGR(Jacobs system)
NOx reduction solution is provided by Internal Exhaust Gas Recirculation (IEGR) which is altering engine
valve lift. Jacobs IEGR reduces peak combustion temperatures and, therefore, reduces the formation of
Nitrogen Oxides (NOx) to levels acceptable to meet upcoming emissions standards.
Internal note:

Picture text: A: IEGR Solenoid

B: Control valve
C: Slave piston
D: Master piston
E: Connection passage
F: Bleed hole(1mm)
IEGR operation
1. IEGR consists of a solenoid valve, control valve, and master and slave pistons. These components are
assembled into a housing. When the solenoid is de-energized, the control valves move down and the high-
pressure oil is released through the tops of the control valve bores.
2. When the brake is activated, the solenoid allows oil to pass to the control valve. The control valve
moves up and the check ball in the control valve is unseated, allowing oil to fill the master/slave piston
circuit.
3.The oil pushes the master piston out, and when rocker motion pushes the master piston back, high
pressure is created which seats the check ball in the control valve.
4.Continued rocker motion causes the high-pressure oil to move the slave piston. The slave piston motion
causes the exhaust valves to open. As the rocker moves back down, the master piston follows, and the
slave piston moves up, allowing the valves to close again, ready for the next cycle. These cycles continue
as long as the brake solenoid is energized.
Internal note:

Picture text: 1: IEGR Solenoid

2: Bleed hole(1mm)
3: Slave piston
4: Master piston
5: Intake rocker arm
6: Exhaust rocker arm
7: Control valve
8: Oil supply line(2~5 bar)
Valve lash adjustment
1.Before adjusting the valve clearance, remove the IEGR unit first. (a)Install the crankshaft rotating tool.
(b)Make No.1 cylinder to be overlapped. (c)Adjust the valve marked black as shown in the next page.
(d)Rotate crankshaft 360 degree. (e)Adjust the valve marked black as shown in the next page.
2. Install the protractor disk. Turn the adjusting screw clockwise till making contact with valve and then
turn the adjusting screw counter-colockwise up to the descripted angle. (f) Inlet: 90 degree, (g)Exhaust:
150 degree. Tighten the lock nut(1).
3. After adjusting inlet and exhaust, reassemble the IEGR unit. When reassembling, replace the o-ring on
the connection pipe between two IEGR valve blocks. Now the No.6 piston is in overlapped condition.
(a)Adjust IEGR piston on the cylinder 1, 3 and 5 first and then (b)turn the crank shaft 360 degree and
(c)adjust the cylinder 2, 4, 6 accordint to following procedure.
Install the clearance adjusting disk. Turn the adjusting screw(2) of the slave piston clockwise till making
contact with valve and then turn the adjusting screw counter-colockwise up to 144 degree. Tighten the
lock nut(1).
Internal note:

Picture text:
Cooling system

D7E engine cooling system has new expansion tank. The cooler is divided into radiator and CAC.

A: Pressure cap (Opening pressure: 75kPa)

B: Sensor water in fuel

Internal note:

Picture text:
D7E application - Electric system

Internal note:

Picture text:
VECU input & output

1. Fan speed control PWM (Variable speed)

2. Start lock function
3. Travel speed circuit

Internal note:

Picture text:
Control system circuit (D7E EAE3)

EC290B 80001~
E-ECU: EMS2

Internal note:

Picture text:
Start circuit

- Start lock system change

- New main relay
- Circuit breaker

Internal note:

Picture text:
Engine & Pump control spec

Pump is changed due to the change of engine rated rpm.

Internal note:

Picture text:
Engine & Pump control spec

Because of pump change, power shift current value is changed.

Internal note:

Picture text:
Power supply to E-ECU

Internal note:

Picture text:
Start lock system

Safety start relay is removed.

Start lock relay will be off when:

- wrong password
- Safety lever up
- engine running
- for 6 second after engine start
- for 2 second after engine off

If Auto/Maunal switch is at Manual, the power for start lock relay will be supplied by Auto/Manual switch.

Internal note:

Picture text:
Travel speed control

Function is same but electric circuit is chaged.

Internal note:

Picture text:
Cooling system control

V-ECU controls fan speed according to the input from hydraulic oil temperature sensor, coolant
temperature, Boost air temperature. VECU calculate each coefficient Keng, Kh, Kcac and choose maximum
value for fan control.

Internal note:

Picture text:
Proportional relief valve

This valve is inverse proportional valve. As the current goes up, 2ndary pressure drops down.

Internal note:

Picture text:
Fan motor

There is a check valve to prevent motor from cavitation.

Internal note:

Picture text:
DC-DC converter

Component & Circuit change

Internal note:

Picture text:
Connector naming method change

Internal note:

Picture text:
D7E application - Hydraulic system

Internal note:

Picture text:
Hydraulic circuit animation
(Full option)

Internal note:

Picture text:
Hydraulic circuit animation
(Basic machine)

Internal note:

Picture text:
Hyd pump change

Main pump:
Displacement change from 132cc to 139cc due to engine max rpm reduction.

Gear pump:
two gear pumps are installed at engine PTO.

Internal note:

Picture text:
Pump P-Q curve

Internal note:

Picture text:
Servo system

Internal note:

Picture text:
X1 circuit

Shuttle block change

Internal note:

Picture text:
Hydraulic components

Layout changes of hydraulic components

18: Pilot block 1

53: Shuttle for 2 pump flow
57: 3-way select vavle
60: Hammer & Shear select sol.
61: Shuttle
62: Pilot select valve
63: Shuttle
64: Flow control valve
71: Thumb sol.(2-switch control)
74: Shuttle
98: Pilot block 2

Internal note:

Picture text:
Straight travel pedal

Without operating two travel pedals (C) for straight travel, we can use only option pedal (B).

Internal note:

Picture text: