EXCAVATOR Models

TECHNICAL MANUAL
OPERATIONAL PRINCIPLE

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

FIAT-HITACHI EXCAVATORS S.p.A. - ENGINEERING - FORM No. 604.06.807

Edition - X
 IN-1

INTRODUCTION

TO THE READER

• This manual is written for an experienced - If you have any questions or comments, or if you
technician to provide technical information needed found any errors regarding the contents of this
to maintain and repair this machine. manual, please contact:

- Be sure to thoroughly read this manual for correct FIAT-HITACHI S.p.A.

information concerning the service procedures. San Mauro Torinese (TO)
10099 ITALIA
PRODUCT SUPPORT
Fax. ++39 11 6877357

ADDITIONAL REFERENCES

• Please refer to the materials listed below in addition

to this service manual:

- Operator’s Manual
- Spare Parts Catalog

SERVICE MANUAL COMPOSITION

• The complete service manual consists of four

books: performance tests, and troubleshooting
- Technical Manual - Operational Principle procedures.
- Technical Manual - Troubleshooting
- Excavator Workshop Manual - The Excavator and the Engine Workshop Manuals
- Engine Workshop Manual include information needed for maintenance and
repair of the machine, tools and devices needed for
- The Technical Manual-Operational Principle maintenance and repair, maintenance standards,
includes the technical information concerning the removal/installation and assembly/disassembly
operation of main devices and systems. procedures.

- The Technical Manual -Troubleshooting includes • The Service Manual for EX215 Excavator consists
the technical information needed for operational of the following book/print numbers:

BOOK PART NUMBER

- Technical Manual - Operational Principle 604.06.807
- Technical Manual - Troubleshooting 604.06.812
- Workshop Manual - Excavator 604.06.817
- Workshop Manual - Engine 604.06.832
IN-2

INTRODUCTION

PAGE NUMBER

• Each page has a number, located on the external upper corner of the page. Each page number contains the
following information:

Example: T 1-2-3

Consecutive page number for each group

Group number (if exist)

Section number

T : Technical Manual
W : Excavator Workshop Manual
EW: Engine Workshop Manual

SYMBOLS

In this manual, the following safety alert symbol and signal words are used to alert the reader to the potential for
personal injury or machine damage.

This is the safety alert symbol.

When you see this symbol, be alert to the potential for personal injury.
Never fail to follow the safety instructions prescribed along with the safety alert symbol.
The safety alert symbol is also used to draw attentio in to component/part weights.
To avoid injury and damage, be sure to use appropriate lifting techniques and equipment when lifting heavy
parts.

UNITS USED

SI Units (International System of Units) are used in this manual.

MKSA system units and English units are also indicated in parentheses just behinds SI units.

Example: 24.5 Mpa (250 kgf/cm, 3560 psi)

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

To To
Quantity convert Into Multiply by Quantity convert Into Multiply by
from (SI) (Others) from (SI) (Others)
Lenght mm in 0.039 37 Pressure MPa kgf/cm2 10.197
mm ft 0.003 281 MPa psi 145.0
L US gal 0.264 2 Power kW PS 1.360
Volume L US qt 1.057 kW HP 1.341
m yd 1.308 Temperature °C °F °C x 1.8 + 32
Weight Kg lb 2.205 Velocity Km/h mph 0.621 4
-1
Force N kgf 0.101 97 min rpm 1.0
N lbf 0.224 8 Flow rate L/min US gpm 0.264 2
Torque N.m Kgf.m 1.0197 ML/rev Cc/rev 1.0
N.m lbf.ft 0.737 5
TECHNICAL MANUAL EX215

OPERATIONAL PRINCIPLE

SECTION AND GROUP CONTENTS

Section 1 - GENERAL

Group 1 Specifications
Group 2 Component Layout

Section 2 - SYSTEM

Group 1 Control System

Group 2 Hydraulic System
Group 3 Electrical System

Section 3 - COMPONENT OPERATION

Group 1 Pump Device

Group 2 Swing Device
Group 3 Control Valve
Group 4 Pilot Valve
Group 5 Travel Device
Group 6 Others (Upperstructure)
Group 7 Others (Undercarriage)
SECTION 1
GENERAL
CONTENTS
Group 1 - Specification
Excavator Dimensions
(Monoblock version) ............................ T1-1-1
Excavator Dimensions
(Triple articulation version) .................. T1-1-2
Excavator performance ....................... T1-1-3
Engine ................................................. T1-1-3
Engine accessory ................................ T1-1-3
Hydraulic Device ................................. T1-1-4
Electrical Equipment ............................ T1-1-5
EX215
Group 2 - Components layout
Main components ................................ T1-2-1
Electrical system
(Overall system) .................................. T1-2-2
Electrical system (Relays) ................... T1-2-3
Electrical system
(Monitor and Switch panels) ................ T1-2-4
Electrical system (Fuses) .................... T1-2-5
Pump and related parts ....................... T1-2-6
Other components ............................... T1-2-7
 T1-1-1

SPECIFICATIONS

EXCAVATOR DIMENSIONS
(Monoblock version)
E
G D/D'

C
I
L

M A
N B

OM0253

VERSIONS A B C D D’ (*) E F G H I L

EX215 3 371 4 171 1 030 2 720 2 750 9 500 2 970 2 455 2 870 915 450
(mm)

EX215 E (mm) 3 371 4 171 1 030 2 720 2 750 9 500 2 970 2 455 2 870 915 450

EX215 LC 3 658 4 458 1 030 2 720 2 750 9 500 2 970 2 455 2 870 915 450
(mm)
(*) Rear swing radius

EX215 EX215 E EX215 LC

M-Track shoe width (mm) 600 700 800 900 500 600 700 600 700 800 900

N-Maximum width (mm) 2 800 2 900 3 000 3 100 2 480 2 580 2 680 2 990 3 090 3 190 3 290

Working weight (kg) 19 440 19 690 19 940 20 190 19 235 19 485 19 735 20 000 20 270 20 540 20 810

Spec. Ground Press. 0.44 0.39 0.33 0.30 0.51 0.46 0.40 0.42 0.37 0.31 0.28
(bar)

DIGGING DATA 5 680 mm Boom

Arm mm 2 000 2 400 2 910 3 500

A mm 9 280 9 480 9 910 10 460

A’ mm 9 110 9 300 9 750 10 300

B mm 5 700 6 080 6 670 7 160

B’ mm 5 480 5 880 6 490 7 000

C mm 9 380 9 280 9 600 9 780

D mm 6 640 6 460 6 780 6 920

E mm 3 600 3 600 3 540 3 560

Break out force:

• Bucket kg 12 000 12 000 12 000 12 000
• Arm kg 12 500 11 500 9 500 7 900
Power Boost ON
• Bucket kg 13 000 13 000 13 000 13 000
• Arm kg 13 400 12 400 10 200 8 500
OM0254
T1-1-2

SPECIFICATIONS

EXCAVATOR DIMENSIONS
(Triple articulation version)

E G

D/D'

H
F

I
L
A M

B N

OM0255

VERSIONS A B C D D’ (*) E F G H I L

EX215 E 3 371 4 171 1 030 2 720 2 750 9 370 3 100 2 455 2 870 915 450
(mm)

EX215 LC (mm) 3 658 4 458 1 030 2 720 2 750 9 370 3 100 2 455 2 870 915 450

(*) Rear swing radius

EX215 E EX215 LC

M-Track shoe width (mm)

500 600 700 600 700 800 900

N-Maximum width 2 480 2 580 2 680 2 990 3 090 3 190 3 290

(mm)

Working weight (kg) 19 850 20 100 20 350 20 615 20 885 21 155 21 425

Spec. Ground Press. 0.53 0.47 0.41 0.46 0.39 0.35 0.32
(bar)

DIGGING DATA 5 680 mm Boom

Arm mm 2 000 2 400 2 910 3 500

A mm 9 121 9 400 9 780 10 300

A’ mm 8 920 9 180 9 600 10 120

B mm 5 440 5 780 6 250 6 850

B’ mm 5 320 5 660 6 140 6 760

C mm 10 322 10 350 10 680 11 020

D mm 7 405 7 360 7 740 8 080

E mm 2 697 2 640 2 280 2 300

Break out force:

• Bucket kg 12 000 12 000 12 000 12 000
• Arm kg 12 500 11 500 9 500 7 900
Power Boost ON
• Bucket kg 13 000 13 000 13 000 13 000
• Arm kg 13 400 12 400 10 200 8 500
OM0256
 T1-1-3

SPECIFICATIONS

EXCAVATOR PERFORMANCE

GRADEABILITY ........................................................................................................... 35° (70%) in continuous

TRAVEL SPEED .................................................................................................... 2.2 / 3.4 mph (3.5/5.5 km/h)

- Slow .................................................................................................................... 0 to 2.2 mph (0 to 3.5 km/h)
- Fast ..................................................................................................................... 0 to 3.4 mph (0 to 5.5 km/h)

ENGINE

MAIN SPECIFICATIONS
- Manufacturer ........................................................................................................................................ IVECO
- Model .......................................................................................................................................... 8065.25.085
- Type ................................................................................. 4 stroke Diesel type, direct injection, turbocharged
- Net power to flywheel
(DIN 6 271) ....................................................................................................... 135-145 HP (*)/99-107 kW (*)
- Net power to flywheel
(SAE J1 349) ............................................................................................................................. 99-107 kW (*)
- Net power to flywheel
(ISO 9249) ................................................................................................................................. 99-107 kW (*)
- Net power to flywheel
(CEE 80/1 269) ......................................................................................................................... 99-107 kW (*)
- Rated Speed .................................................................................................................. 1 950 - 2 150 rpm (*)
- Displacement .................................................................................................................................. 5 861 cm3
- Number of cylinders ...................................................................................................................................... 6
- Bore and stroke .........................................................................................................................104 x 115 mm

(*) With HP mode switch on.

STARTER MOTOR
- Voltage - Output .............................................................................................................................24V - 4 kW

INTAKE AIR HEATER (PRE-HEAT) CIRCUIT

- Intake air Heater Controller .................................................................................................................. IVECO
- Voltage ...................................................................................................................................................... 24V

ALTERNATOR
- Voltage - Output .............................................................................................................................. 28V - 55A

ENGINE ACCESSORY

RADIATOR ASSEMBLY
- Type ............................................................................................. Radiator/Oil Cooler tandem type assembly
- Weight ....................................................................................................................................... 82 kg (181 lb)
- Radiator Capacity .................................................................................................................................... 6.7 L
- Oil Cooler Capacity ................................................................................................................................. 5.1 L

BATTERY
- Capacity ......................................................................................................................................... 100 Ah x 2
- Voltage ................................................................................................................................................ 12V x 2
T1-1-4

SPECIFICATIONS

HYDRAULIC DEVICE

MAIN PUMP
- Model ........................................................................................................................................... HPV102FW
- Type ............................................................... Variable displacement plunger pump: regulator attached type
- Max. flow (Theoretical value) ..................................................................................................... 185 L/min x 2

PILOT PUMP
- Model ..................................................................................................................................... HY/ZFS 11/16.8
- Type ....................................................................................................... Fixed displacement type gear pump
- Max. flow (Theoretical value) ...................................................................... 32.8 L/min; HP Mode: 36.1 L/min

CONTROL VALVE
- Model .......................................................................................................................................... KVMG-200H
- Type ................................................................................................................... Pilot pressure operated type
(4-spool + 5-spool)
- Main relief pressure ................................................................. Normal: 34.3 MPa (350 kgf/cm2) @ 110 L/min
Power Boost: 36.3 MPa (370 kgf/cm2) @ 110 L/min
- Overload relief pressure ......................................................................... 37.3 MPa (380 kgf/cm2) @ 50 L/min
(Boom raise / lower, Arm roll-in, Bucket roll-in)
39.2 MPa (400 kgf/cm2) @ 50 L/min
(Arm roll-out, Bucket roll-out)

SWING DEVICE
- Type ........................................................................................................ Two-stage planetary reduction type

SWING MOTOR
- Model ............................................................................................................................................... M2X146B
- Type .............................................................................. Swash-plate type, fixed-displacement plunger motor

SWING BRAKE VALVE

- Type .............................................................................................................. Non counter balance valve type
- Relief pressure ....................................................................................... 30.9 MPa (315 kgf/cm2) @ 40 L/min

SWING PARKING BRAKE

- Type .............................................................................................................. Multiple-wet-plate negative type
- Cracking pressure for release ................................................................. 1.96 to 2.64 MPa (20 to 27 kgf/cm2)

TRAVEL DEVICE
- Type ..................................................................................................... Three-stage planetary reduction gear

TRAVEL MOTOR
- Model ................................................................................................................................................ HMV116
- Type .............................................................................. Bent-axis type, variable displacement plunger motor

TRAVEL BRAKE VALVE

- Type ..................................................................................................................... Counter balance valve type
- Relief pressure ........................................................................................................... 34.8 MPa (355 kgf/cm2)

TRAVEL PARKING BRAKE

- Type .............................................................................................................. Multiple-wet-plate negative type
- Cracking pressure for release ............................................................. 0.95 to 1.02 MPa (9,7 to 10.4 kgf/cm2)
 T1-1-5

SPECIFICATIONS

CYLINDERS

Boom Arm Bucket Positioning (*)

Rod diameter 85 mm 95 mm 75 mm 90 mm
Cylinder bore 120 mm 130 mm 110 mm 145 mm
Stroke 1221 mm 1475 mm 1060 mm 1050 mm
Fully retracted
length 1759 mm 2040 mm 1590 mm 1670 mm

(*) Triple articulation version

FRONT ATTACHMENT PILOT VALVE

- Model .................................................................................................................................. HVP04S-040-101

TRAVEL PILOT VALVE

- Model ................................................................................................................................... HVP05D-040-101

SOLENOID VALVE UNIT

- Functions ............................................................................................... SC: Arm regenerative control
SD: Speed sensing control
SG: Power boost control
SI: Travel motor swash angle control

OIL COOLER BYPASS CHECK VALVE

- Cracking pressure ........................................................................................... 392 KPa (4 kgf/cm2) at 5 L/min

ELECTRICAL EQUIPMENT

BATTERY RELAY
- Voltage - Current ........................................................................................................................... 24V - 50A

HORN
- Specifications ..................................................................................................................... 24V - 1.5A, 113dB

LIGHT
- Specifications ............................................................................................ Work lights: Halogen 24V - 70W
Dome light: 24V - 10W

INTAKE AIR HEATER CONTROLLER

- Type ..................................................................................................................................................... IVECO
- Voltage ...................................................................................................................................................... 24V
T1-1-6

SPECIFICATIONS

NOTES
 T1-2-1

COMPONENT LAYOUT

MAIN COMPONENTS

1 3

5
6
7

8
9
19

10
18
11
17 12
13
16
14
15

SM0607

1 - Bucket Cylinder 11 - Engine

2 - Arm Cylinder 12 - Radiator
3 - Boom Cylinder 13 - Oil Cooler
4 - Center Joint 14 - Battery
5 - Swing Bearing 15 - Travel Device
6 - Swing Device 16 - Shockless Valve
7 - Fuel Tank 17 - Pilot Shut-Off Valve
8 - Hydraulic Oil Tank 18 - Travel Pilot Valve
9 - Control Valve 19 - Front/Swing Pilot Valve
10 - Pump Device
T1-2-2

COMPONENT LAYOUT

ELECTRICAL SYSTEM (Overall system)

1
2
4
3
5 6

7-8

30
29
28 9

10
27

26 11-12

25 13

14

22
15

24 16

21

23 17

20
18
19
T157-01-01-016
SM0608

1 - Wiper Motor 16 - Pump Delivery Pressure Sensor

2 - Monitor Panel 17 - Engine Oil Pressure Switch
3 - Relays 18 - Engine Oil Level Switch
4 - Pressure Switch (Front) 19 - Alternator
5 - Pressure Switch (Travel) 20 - Overheat Switch
6 - Work Light 21 - Coolant Temperature Sensor
7 - Fuel Sensor 22 - Battery Relay
8 - Low Fuel Level Switch 23 - Coolant Level Switch
9 - Solenoid Valve Unit 24 - Battery
10 - Hydraulic Oil Level Switch 25 - Starter Relay
11 - PC Pressure Sensor (Upper: 5-Spool Side) 26 - Pressure Switch and Sensor
12 - PC Pressure Sensor (Lower: 4-Spool Side) 27 - Windshield Washer Tank
13 - EC Sensor 28 - MC (Main Controller)
14 - EC Motor 29 - Fuse Box
15 - N Sensor 30 - Intake Air Heater Controller
 T1-2-3

COMPONENT LAYOUT

ELECTRICAL SYSTEM (Relays)

12 11 10 9 8 7 6 5 4 3 2 1

13

26

25 24 23 22 21 20 19 18 17 16 15 14 31

28

29

30

27

SM0609

1 - Alternator relay (R1) 17 - TBG relay (R17) (opt.)

2 - Safety relay (R2) 18 - Engine stop relay (R18)
3 - Anti Load Dump relay (R3) 19 - Hammer relay (R19) (opt.)
4 - Washer relay (R4) 20 - Diodes 2-4
5 - Light relay 2 (R5) 21 - Diodes 5-6
6 - Light relay 1 (R6) 22 - Diodes 7-8
7 - Horn relay (R7) 23 - Diodes 9-10
8 - Wiper relay A (R8) 24 - Diode 11
9 - Wiper relay B1 (R9) 25 - Timer
10 - Wiper relay B2 (R10) 26 - Buzzer for TBG (opt.)
11 - Wiper relay BM (R11) 27 - Air conditioning relays (opt.)
12 - Fuel heat indicator relay (R12) (opt.) 28 - Starter relay
13 - Fuel heat switch relay (R13) (opt.) 29 - Solenoid relay
14 - Air heater indicator relay (R14) 30 - Battery relay
15 - Nordic kit relay (R15) (opt.) 31 - Air intake heater controller
16 - Rotary bucket relay (R16) (opt.)
T1-2-4

COMPONENT LAYOUT

ELECTRICAL SYSTEM (Monitor and Switch panels)

10

24
11
1 12
23 13
22 14

21 15
16
2 20
17
19
3
18
T157-07-02-001
SM0610

5
25
6
32
4
7

8 26
31

9 27

28
30

T157-01-01-009
29 T157-01-01-018
SM0611 SM0612

1 - Monitor Panel 17 - Fuel Level Indicator

2 - Switch Panel 18 - Overheat Indicator
3 - Power Boost Switch 19 - Alternator Indicator
4 - Key Switch 20 - Engine Oil Pressure Indicator
5 - Cigar Lighter 21 - Engine Oil Level Indicator
6 - HP Mode Switch 22 - Coolant Level Indicator
7 - E Mode Switch 23 - HP Mode Indicator
8 - Engine Control Dial 24 - Coolant Temperature Gauge
9 - Air Conditioner Panel 25 - Work Light Switch
10 - Warm Up Complete Indicator 26 - Wiper Switch
11 - Fuel Gauge 27 - Travel Mode Switch
12 - E Mode Indicator 28 - Work Mode Switch
13 - Auto-Idle Indicator 29 - Buzzer Stop Switch
14 - Hydraulic Oil Level Indicator 30 - Auto-Idle Switch
15 - Air heater (Preheat) Indicator 31 - Washer Switch
16 - Air Filter Restriction Indicator 32 - Level Check Switch
 T1-2-5

COMPONENT LAYOUT

ELECTRICAL SYSTEM (Fuses)

Fuse PROTECTED CIRCUIT Rating

No. (AMP)

FUSES IN THE BOX

1 Backup power source 5

2 MC (Power Source) 10
3 EC Motor 10
4 Power supply 5
5 Pump control solenoid 5
6 Switch panel 5
7 Heated seat/breaker (opt) 10
8 Heated fuel filters (opt) 5
OM0231

9 Bucket rot. & overturn sensor (opt) 10

10 Kit for Northern Countries 10
11 Lights 20
12 Wiper 10
20 19 18 17 16 15 14 13 12 11
13 Heater 20
14 Intake air heater controller (15) 3
15 Horn 10 10 9 8 7 6 5 4 3 2 1

16 Radio 5
OM0232
17 Cigar lighter 10
Fuses in the fuse box
18 Cab light 5
19 Air conditioner (opt) 10
20 Intake air heater controller (30) 30

FUSES IN THE AIR FILTER BAY

FUSE 3 FUSE 1
BOX A Main power supply
FUSE 1 with key 40
BOX B BOX A
BOX A
FUSE 2 Heated fuel filters 40 FUSE 4
(OPT) FUSE 2
BOX B Engine start-up
FUSE 3 line protection 80
BOX B Engine stop OM0233
FUSE 4 protection 40
Fuses in the air filter bay
T1-2-6

COMPONENT LAYOUT

PUMP AND RELATED PARTS

3 4

7
2

12

11

1 10
8

SM0613

T157-01-01-017

1 - Pilot Filter 7 - EC Motor

2 - Pilot Relief Valve 8 - EC Sensor
3 - Pilot Pump 9 - Pump Delivery Pressure Sensor (Pump 1)
4 - Regulator (Pump 2) 10 - Pump 1
5 - N Sensor 11 - Pump Delivery Pressure Sensor (Pump 2)
6 - Regulator (Pump 1) 12 - Pump 2
 T1-2-7

COMPONENT LAYOUT

OTHER COMPONENTS

Swing Device Shockless Valve

4
1
5

8
6

T157-01-01-011 T157-07-03-018
SM0626 SM0627

Travel Device Solenoid Valve Unit

FRONT

10

11
12
2
13
3
SM0628 SM0629
T157-01-01-012 W157-02-11-020

1 - Swing Relief Valve 8 - Check Valve

2 - Counterbalance Valve 9 - Pilot Pressure Sensor (Arm Roll-In)
3 - Travel Relief Valve 10 - Solenoid Valve Unit (SC)
4 - Shockless Valve 11 - Solenoid Valve Unit (SD)
5 - Pilot Pressure Switch (Boom Raise) 12 - Solenoid Valve Unit (SI)
6 - Check Valve 13 - Solenoid Valve Unit (SG)
7 - Shockless Valve
T1-2-8

COMPONENT LAYOUT

NOTES
SECTION 2
SYSTEM
CONTENTS
Group 1 - Control system
Outline ................................................. T2-1-1
Engine control ..................................... T2-1-2
Pump control ....................................... T2-1-8
Valve control ........................................ T2-1-10
Other control function .......................... T2-1-14
Group 2 - Hydraulic system
Main circuit .......................................... T2-2-1
Pilot circuit ........................................... T2-2-2
Neutral circuit ...................................... T2-2-3
Single actuator operation .................... T2-2-3
Combined operation ............................ T2-2-4
EX215
Group 3 - Electrical system
Outline ................................................. T2-3-1
Electric power circuit ........................... T2-3-2
Bulb check circuit ................................ T2-3-3
Intake air heater circuit ........................ T2-3-4
Starting circuit ..................................... T2-3-6
Charging circuit ................................... T2-3-8
Surge voltage prevention circuit .......... T2-3-9
Accessory circuit ................................. T2-3-10
Engine stop circuit ............................... T2-3-11
Engine emergency stop ....................... T2-3-12
 T2-1-1

CONTROL SYSTEM

OUTLINE

Microcomputer built-in main controller (MC) is After processing the sensing signals in the logic
provided to control machine operation. Electronic circuits, the MC sends out the control signals to the
sensing signals from the engine control dial, various EC motor and solenoid valve unit to control the
sensors and switches are sent to the MC. engine, pump, and valve operations.

Sensing signals (Input signals) Control signals (Output signals)

EC sensor →
Normal control
Engine control dial → HP mode control
Pump control pressure sensor → → EC motor: E mode control
Pump delivery pressure sensor → Engine control Auto-Idle control
Engine learning control
N sensor →
Pressure switches (Travel and front) →
Pilot pressure sensor
→ Solenoid valve (SD): Speed sensing control
(Arm roll-in) → Pump control
Pilot pressure switch (Boom raise) → MC
Auto-idle switch →
Learning switch → Power Boost control
HP mode switch → → Solenoid valve (SC, SG, SI): Arm regenerative control
Travel mode switch → Valve control Travel motor swash angle
control
Work mode switch →
Key switch →
Power boost switch → → Work mode control
T2-1-2

CONTROL SYSTEM

ENGINE CONTROL

The engine control system has the following control

functions:

• Normal control
• HP mode control
• E mode control
• Auto-Idle control
• Engine learning control.

Layout of engine control system

Pilot pressure sensor

(Arm Roll-in)

Pressure
Pressure switch (Travel) switch
(Front)
Learning switch

P/V
Key switch

EC sensor
Engine control dial

ENGINE
M
Auto-Idle switch MC
A/I
EC motor
HP mode switch
H/P
E mode switch
E

Pump delivery pressure sensor

(Pump 1, 2)

SM0101
 T2-1-3

CONTROL SYSTEM

Normal Control

Purpose: To control engine speed in response to the

operation angle of the engine control dial on the NOTE - Normally, the governor lever does not come
switch panel. into contact with the full side stopper even if the
engine control dial is turned to the full speed position.
Operation: In response to the operation angle of the (Refer to HP Mode Control).
engine control dial, the MC drives the EC motor,
causing the governor lever to move to control engine
speed.

P/V

Engine control dial

ENGINE
M Min. Max.

MC
A/I Governor lever
EC motor

H/P

SM0102
T2-1-4

CONTROL SYSTEM

HP Mode Control

Purpose: To instantaneously increase the engine

speed only when a little more hydraulic power is
required for arm roll-in operation. For example, to Engine speed
HP mode operation
increase the arm roll-in power while conducting a line
deep ditching work.
200 min-1 (rpm)
Operation: Only when the following conditions are
satisfied, the MC drives the EC motor to operate the
engine faster than normal operation.
1.800 min-1 (rpm)
• Engine Control Dial Setting: 1600 min-1 or faster
• HP Mode Switch: ON 1.600 min-1 (rpm)
• Operation: Arm Roll-In
• Average Delivery Pressures of Pump 1 and 2:
Higher Range

Slow Idle Fast Idle (Max. Speed)

NOTE - The engine governor stopper position is
adjusted in accordance with the HP mode operation. Slow Idle Fast Idle
Therefore, the governor lever does not come into (Max. Speed)
contact with the stopper in the Normal Control mode.
SM0103

Pilot pressure sensor

(Arm Roll-in)

P/V

Engine control dial

ENGINE
M Min. Max.

MC
A/I Governor lever
EC motor
HP mode switch
H/P

E Pump delivery pressure sensor

SM0104
 T2-1-5

CONTROL SYSTEM

E Mode Control
Engine speed
Purpose: To decrease the engine speed at a fixed
rate.
When the E mode switch
Operation: When the E mode switch is ON, the MC is not depressed
instructs the EC motor to run the engine in the speed
range slower than normal operation in proportion to
the engine control dial set angle.

When the E mode

switch is depressed

Slow Idle Fast Idle (Max. Speed)

Slow Idle Fast Idle
(Max. Speed)

SM0105

P/V

Engine control dial

ENGINE
M
MC
A/I EC motor Governor lever

H/P
E mode switch
E

SM0106
T2-1-6

CONTROL SYSTEM

Auto-Idle Control

Purpose: To slow the engine speed when all control
levers are in neutral to reduce fuel consumption and
noise.
Operation: When the auto-idle switch is ON and all
control levers are kept in neutral (the pressure
switches for travel and front operations are off) for
more than four seconds, the MC instructs the EC
motor to reduce the engine speed to the auto-idle
speed.

Pressure switch (Travel) Pressure switch

(Front)

P/V

Engine control dial

ENGINE
M
Auto-Idle switch MC
A/I EC motor Governor lever

H/P

SM0107
 T2-1-7

CONTROL SYSTEM

Engine Learning Control

Purpose: To check the governor lever stopper

positions to run the engine at full-speed or to slow idle
as engine control standard data.

Operation: When the learning switch in the rear

console is turned to the engine learning side, the EC
motor is driven by the signal from the MC. Then, the
EC motor moves the governor lever to the slow idle
(Min.), fast idle (Max.) and slow idle (Min.) positions
in order. Thereby, the EC sensor checks the stopper Rear Console
positions for the Max. and Min. operation. The signals
corresponding to each stopper position are sent to
the MC from the EC sensor, and the MC stores the Fuse Box
data.

Learning Switch
IMPORTANT - Be sure to operate the engine Engine Learning
learning control system after replacing the engine,
engine control cable, EC motor, or MC.

NOTE - The replacement of batteries does not Neutral (OFF)

require operation of the engine learning control
system.
SM0108

Learning switch

P/V
Key switch

EC Sensor

ENGINE
M Min. Max.

MC
A/I EC Motor Governor Lever

H/P

SM0109
T2-1-8

CONTROL SYSTEM

PUMP CONTROL

The pump operation is regulated by the speed The pump control valve is provided in the control
sensing system and the pump control valve. valve. (Refer to the Control Valve Group in the
The speed sensing system works via the MC. COMPONENT OPERATION Section).

CONTROL SYSTEM
Speed Sensing Control
Purpose: To control the pump drive torque in
response to the variation of loads to the engine or the
output of the hydraulic pumps to utilize the engine
output more efficiently.
Operation: The target engine speed is selected by
setting the engine speed with the engine control dial.
The MC receives signals for the target engine speed,
and actual engine running speed from the N sensor.
After processing these input data, the MC sends out
the control signals to the solenoid valve unit (SD).
According to the control signals from the MC, the
Engine control dial
Solenoid valve
unit
SD
MC
T2-1-9
solenoid valve unit (SD) supplies pilot oil pressure to
the pump regulators to control the pump flow rate.
When poor quality fuel is used or if the machine is
operated at high altitudes, the engine output torque
may decrease, causing the engine to run slower than
the target speed. As the MC in the speed sensing
control system instructs the solenoid valve unit (SD)
to reduce the pump flow rate, the pump drive torque
is reduced. Thereby, engine speed reduction or
engine stall is avoided.
N sensor
ENGINE
REG REG
SM0110
T2-1-10

CONTROL SYSTEM

VALVE CONTROL

The valve control consists of the power boost control,

arm regenerative control, and travel motor swash
angle control.

Pump control pressure sensor

(5-Spool Side)
Pilot pressure sensor (Arm Roll-In)
Pressure switch (Boom Raise)

Travel motor swash angle

selector valve

Power Boost switch Pressure switch

Travel motor (Front)

Pressure switch
Travel mode switch (Travel)

Relief valve

P/V

Arm cylinder

MC

To MC
SG

Pump delivery
pressure sensor

Solenoid SI SC
valve unit

Arm regenerative
valve

Swing motor REG REG

From pump control Pump control pressure

pressure sensor sensor (4- Spool Side)
(4-Spool Side)

SM0111
 T2-1-11

CONTROL SYSTEM

Power Boost Control

Purpose: To increase hydraulic power by ON, the MC magnetizes solenoid valve unit (SG) for
temporarily increasing the main relief pressure. 8 seconds. When magnetized, solenoid valve unit
(SG) supplies pilot oil pressure to the relief valve to
Operation: When the power boost switch is turned increase the relief set pressure.

Relief Valve

Power Boost switch

MC

Solenoid
Valve Unit

SM0112
T2-1-12

CONTROL SYSTEM

Arm Regenerative Control

Purpose: To increase arm roll-in speed and prevent
the arm roll-in hesitation.
Operation: When the signals to the MC from the
pump delivery pressure sensor (pump 2), pilot
pressure sensor (arm roll-in), and pressure switch
(boom raise) fall into the following conditions, the MC
magnetizes the solenoid valve unit (SC). Then, the
solenoid valve (SC) starts to deliver the pilot pressure
to actuate the arm regenerative valve, closing the
return circuit to the hydraulic oil tank from the arm
cylinder rod side.
Thereby, the return oil from the arm cylinder rod side
is combined with the pump delivery oil and supplied
to the arm cylinder bottom side, increasing the arm
roll-in speed and preventing arm roll-in hesitation.
Operation Conditions:
- Pump Delivery Pressure Sensor (Pump 2):
Delivery pressure from pump 2 is low (requiring
less arm operating force).
- Pilot Pressure Sensor (Arm Roll-In): Output is large
(operating the arm control lever with a great
stroke).
- Pressure Switch (Boom Raise): ON

Pilot pressure sensor (Arm Roll-In)

Pressure Switch (Boom Raise)

Bucket
Arm cylinder

MC

Arm 1
Bucket
cylinder

Pump delivery
Solenoid pressure sensor (Pump 2)
valve unit
Arm regenerative
valve

SM0113
 T2-1-13

CONTROL SYSTEM

Travel Motor Swash Angle Control

Purpose: To change fast/slow travel speed. Operation Conditions:

Operation: When the travel mode switch is in
position, the travel motor swash angle is held at a
large angle, causing the machine to travel at a slow
speed.
When the travel mode switch is in position and the
signals to the MC from the pressure switch (travel),
pump delivery pressure sensors (pump 1 and 2) fall
into the following conditions, the MC magnetizes
solenoid valve (SI), allowing pilot oil pressure to
change the travel motor swash angle control valve
port. Thereby, the travel motor swash angle is
reduced to cause the machine to travel at a fast
speed.
- Pressure Switch (Travel): ON
- Pressure Switch (Front): OFF
- Pump Delivery Pressure Sensors (Pump 1 and 2):
Pump delivery pressure is low.
- Pump Displacement Target Angle (controlled by
the MC according to signals from sensors and
switches): Large
NOTE - Even if the track is revolved with the track
raised, one side pump displacement target angle
remains small so that the travel motor speed does not
increase.
The pump displacement target angle is different from
the travel motor displacement target angle.

Travel motor swash angle

Pump control Pressure Sensor control valve
(5-Spool Side) Travel motor
Pressure switch (Front):
OFF signal
Pressure switch (Travel):
ON signal
Left side travel

Travel mode Right side

switch travel

MC

To MC

Pump control
Pump delivery Pressure Sensor
Pressure Sensors (4-Spool side)
Solenoid (Pump 1 and 2)
valve unit

From pump control

Pressure Sensor
(4-Spool side)

SM0114
T2-1-14

CONTROL SYSTEM

OTHER CONTROL FUNCTION

Work Mode Control

The work mode includes the four modes of of the full speed to be set when the engine control dial
GENERAL PURPOSE, GRADING, PRECISION, is placed in the full position.
and ATTACHMENT, which can be selected by the The main relief pressure is increased in boom raise
work mode switch. operation. (Refer to T2-1-11)

GENERAL PURPOSE MODE NOTE - Operating speed is reduced but operating

Normal control is applied. force is unchanged.

GRADING MODE ATTACHMENT MODE

To decrease the arm leveling speed, the arm
regenerative control is deactivated.
(Refer to T2-1-12)
PRECISION MODE
In all work modes, engine speed is reduced to 70 %
Only when the attachment option kit is installed, this
function works. In proportion to the auxiliary pilot
valve lever stroke, the engine speed is controlled by
the MC so as to meet the installed attachment
operation. The engine speed setting for the
attachment mode is made by the Dr.EX.
 T2-2-1

HYDRAULIC SYSTEM

MAIN CIRCUIT

The main pumps (pump 1 and pump 2) draw
hydraulic oil from the hydraulic oil tank. Pump 1
delivers oil to the 4-spool control valve while pump 2
delivers oil to the 5-spool control valve.
Pressure oil from the main pumps are routed to the
motors and cylinders in response to respective
control valve spool shifts.
Return oil from the motors and cylinders flows back to
the hydraulic oil tank via the control valves and the oil
cooler. When oil temperature is low (viscosity is high),
return oil flowing through the oil cooler will be
hampered because of the increased flow resistance
in the oil cooler. If that happens, the bypass check
valve opens, allowing the return oil to directly flow
back to the hydraulic oil tank.

Boom Cylinder
Arm cylinder

Bucket cylinder

Center joint

Swing motor
Travel (R)
Travel (L) Bucket

Boom 1
Aux.
Hydraulic oil tank

Boom 2 Full-flow filter

Arm 1
Suction filter

Bypass check valve

Swing

Arm 2

Pump 1
Engine Pump 2

Oil cooler

Pressure oil

Return oil

Center joint

Left travel motor Right travel motor

SM0115
T2-2-2

HYDRAULIC SYSTEM

PILOT CIRCUIT

Pressure oil from the pilot pump acts as working control circuit, and in the swing parking brake release
pressure in pilot operating circuit, in the pump/valve line.

Left pilot Travel pilot Right pilot

valve valve valve

Pilot operating circuit

Pilot shut-off Manifold for shockless valves, pressure Hydraulic oil

valve sensor, and for pressure switch tank

Swing parking brake

Swing motor Suction filter
release

Solenoid valve
unit

SG Pump / Valve control Main pump regulator

circuit
SI 2
Control valve

SD
1

SC

Pilot pump

Relief valve Pilot filter

Travel motor Travel motor

SM0116
 T2-2-3

HYDRAULIC SYSTEM

NEUTRAL CIRCUIT SINGLE ACTUATOR OPERATION

When the control levers are in neutral, pressure oil
from the main pumps returns to the hydraulic oil tank
via the control valves. (Refer to the Control Valve
Group in the COMPONENT OPERATION Section).
Pressure oil from pump 1 flows to the spools (Travel
(R), Bucket, Boom 1, and Arm 2) in the 4-spool side
section in the control valve. Pressure oil from pump 2
flows to the spools (Swing, Arm 1, Boom 2 , Aux., and
Travel (L)) in the 5-spool side section in the control
valve.
When arm or boom is operated, pressure oil from
both pumps is combined and flows together into the
respective cylinder.

Left travel motor Right travel motor

Pump control valve

Travel (R)

Travel (L)

Bucket Bucket cylinder

Aux.

Boom 2

Boom cylinder

Arm cylinder
Boom 1

Arm 1
Arm 2
Swing

Pump control
valve

5-Spool side 4-Spool side

Hydraulic oil tank

Swing motor Pump 2 Pump 1

SM0117
T2-2-4

HYDRAULIC SYSTEM

COMBINED OPERATION

Swing and Boom Raise Operation

When swing and boom raise operations are
performed at the same time, pilot pressure shifts the
swing, boom 1, and boom 2 spools in the control
valves.
Then, pressure oil from pump 1 flows into the boom
cylinder via the parallel passage in the 4-spool side
section in the control valve to raise the boom.
Pressure oil from pump 2 flows into the swing motor
to swing the upperstructure. A portion of the pressure
oil from pump 2 is detoured to the boom cylinder.
The detoured oil flow is combined with the oil flow
from pump 1 after flowing through the parallel pas-
sage and boom 2 spool in the 5-spool side section in
the control valve. The boom is raised by combined oil
flow from pump 1 and pump 2.

Parallel passage

Boom cylinder
Boom 2

Boom 1

Swing

Parallel Passage

5-Spool Side 4-Spool Side

Swing motor Pump 2 Pump 1

SM0118
 T2-2-5

HYDRAULIC SYSTEM

Travel and Arm Roll-In Operation

When travel and arm roll-in operations are performed
at the same time, pilot pressure shifts the travel, arm
1, and arm 2 spools. Pressure in the non-travel signal
pilot pressure circuit rises due to arm spool
movement, shifting flow combiner valve.
Then, pressure oil from pump 1 flows into the right
travel motor via the travel (R) spool, actuating it.
A portion of the pressure oil from pump 1 is detoured
to the left travel motor via the flow combiner valve and
travel (L) spool, actuating it. For this reason, the
machine can travel straight even when the arm roll-in
operation is performed at the same time, blocking oil
flow from pump 2 to the left travel motor.
Pressure oil from pump 2 flows into the arm cylinder
via the arm 1 spool, actuating it.

Flow combiner
Left travel motor valve Right travel motor

Pilot pump

Travel (R)

Travel (L)

Signal Pilot
Pressure Circuit

Arm Cylinder

Arm 1 Arm 2

Pump 2 Pump 1

SM0119
T2-2-6

HYDRAULIC SYSTEM

NOTES
 T2-3-1

ELECTRICAL SYSTEM

OUTLINE

The electrical system is classified into the main
circuit, control circuit, and monitor circuit.
• Main circuit operates the engine and accessories.
• Control circuit functions to control operations of the
engine, hydraulic pump, and valves (including
actuators such as solenoid valves, MC (Main
Controller), switch box, sensors, and pressure
switches).
• Engine Stop Circuit:
Stops the engine with the solenoid (Synchro-Start)
when the key switch is placed in OFF position.
• Engine Emergency Stop Circuit:
Stops the engine in case of the oil pressure drop.
(Monitor, solenoid (Sinchro-Start), oil pressure
switch).

• Monitor circuit operates the monitor devices

consisting of the monitors, sensors, and switches.

In this group, the functions and construction of the

main circuit are introduced.

• Electric Power Circuit:

Supplies electric power to all electric system on this
machine.
(Key Switch, Batteries, Fuses (Fuse Box and
Fusible 40A), Battery Relay)

• Bulb Check Circuit:

Checks for blown indicator bulbs.
(Key Switch, Battery Relay, Fuses, Monitor)

• Intake Air Heater Circuit:

Helps start the engine in cold weather.
(Key Switch, Intake Air Heater controller, Fuel
Solenoid Valve, Flame glow plug, Temperature
Sensor, Air Heater Indicator Light)

• Starting Circuit: starts the engine.

(Key Switch, Starter, Starter Relay)

• Charging Circuit:
Recharges batteries and supplies consumption
electricity. (Alternator, (Regulator))

• Surge Voltage Prevention Circuit:

Prevents surge voltage from occurring when the
engine is stopped.
(Anti Load Dump Relay)

• Accessory Circuit:
Works with the key switch placed in the ACC
position. (Key Switch, Battery, Fuses)
T2-3-2

ELECTRICAL SYSTEM

ELECTRIC POWER CIRCUIT

(Key switch: OFF)

The battery negative terminal is grounded to the

vehicle. Current from the positive terminal flows as
follows with the key switch OFF.

→ Key switch B
Battery ⇒ Fusible 40A → Anti Load Dump Relay (R3)
→ Safety relay (R2)

Terminal 1 - Backup Power Source/Digital clock

Terminal 2 - MC (Power Source)
→ Fuse box Terminal 3 - MC (EC Motor)
Terminal 19 - Air Conditioner
Terminal 20 - Intake Air Heater controller
(terminal 30)

Key Switch
B G1 G2 ACC M ST
H
OFF
ACC
ON
START
1 2 3 4 5 6
Fuse 40A

Batteries Diode 2
- + - + Anti Load Dump
Relay (R3)
Battery
Relay

86 30 11 12 13 14 15 16 17 19 18 20
20A
10A
20A

10A

10A
10A

30A
5A

5A
3A

Fuse Box

to starter relay 85 87 87a

30
86
To Monitor
Air Conditioner

85
87 87a Safety Relay
(R2) 1 2 3 4 5 6 7 8 9 10
10A
10A

10A

10A
10A
5A

5A
5A
5A

5A

Fuse Box

50 31 15 30

Intake Air
Heater
Controller MC (EC Motor)
MC
Backup Power Source

to Radio for digital clock SM0120

 T2-3-3

ELECTRICAL SYSTEM

BULB CHECK CIRCUIT

When the key switch is turned to the ON position, key At the same time, the battery power via the fuse box
switch terminal B connects with key switch terminals is supplied as power source to the work lights, wiper,
M and ACC. heater, Intake air heater controller (terminal 15), MC
The current from terminal M excites the battery relay. (solenoid valve power source), and optional circuits.
Then, the battery power is routed to the monitor
through the battery relay and the fuse box, turning the
indicators on (for bulb check).

Key Switch
B G1 G2 ACC M ST
H
OFF
ACC
ON
START
1 2 3 4 5 6
Fuse 40A

Batteries
K
- + - + Diode 2

Battery
Relay

11 1512 16 14 17 18 19 13 20
10A

20A
20A
10A
10A

10A

30A
5A
3A
5A

Fuse Box

Fuse
80A
Heater
Intake Air Heater Controller
(terminal 15)

Wiper

Light (R5 and R6 Relay)

1 2 3 5 4 6 7 8 9 10
10A
10A
10A
10A
10A
5A

5A
5A
5A

5A

Fuse Box

Optional

Optional

MC
(Solenoid Valve
Power Source)

30
Monitor

SM0121
T2-3-4

ELECTRICAL SYSTEM

INTAKE AIR HEATER CIRCUIT

When the key switch is turned to ON position, the
intake air heater controller terminal 15 is powered
through the fusible 14. The intake air heater controller
terminal 30 is directly powered from battery supply
through the 40 A fusible. (This power is supplied in all
key switch positions, apart from OFF position).
The air heater controller magnetizes the relay R14
that, in turn, provides a ground to the monitor terminal
43 to switch on the air heater indicator light; further
the controller provides the power to the flame glow
plug for heating. Elapsed the pre-heat period, the air
heater indicator light, located on the monitor, will turn
off and the engine can be started turning the key
switch to START position. In this position the power
supplied from key switch terminal 6 is routed to
controller terminal 50 that allows the excitation of fuel
solenoid valve.
The opening of solenoid valve allows the fuel flow to
reach the flame glow plug. The evaporated fuel will
light and heat the intake air.
The post-heating time depends on the engine coolant
temperature that is detected from the air heater
controller through the temperature sensor connected
to terminal T.
The air heater circuit operates only if engine coolant
temperature is lower than about 8°C. If the air heater
circuit does not operate, the power will not supply to
flame glow plug and the indicator light turns off after
about 2 seconds from turning the key switch to
START position. A table related to the air heater
controller operational sequence is shown below.
Further, the intake air heater controller provides a
failure warning that is displayed to the operator by
means of the flashing of the indicator light on the
monitor (make reference to Group T5-4).

INTAKE AIR HEATER CONTROLLER OPERATIONAL SEQUENCE

Air heater Flame glow Fuel

Engine indicator plug solenoid valve
coolant Operation or function light powered powered
temperature
ON OFF YES NO YES NO

Greater than Turn the key switch to the ON

the value to turn position
on the pre-heat (Power to the terminal 15). X X X
operation
(about 8°C) After 2 sec. X X X

Turn the key switch to the ON

position
(Power to the terminal 15). X X X

After 2 sec. X X X

Pre-heat phase (elapsed time

depends on temperature). X X X

Turn on the starter motor before the end of

the pre-heat phase (with the indicator light
turned on). The operation is not correct but
Lower than not inhibited, the system is reset. X X X
the value to turn
on the pre-heat End of the pre-heat phase. X X X
operation
(about 8°C) If the starting phase is not carry on within
30 ± 1.5 sec. after pre-heat phase
completing (careless time). X X X

Turn the key switch to START

position.
Engine starting phase (for all period
of starter motor running). X X X

Intake air heater phase with engine

running (post-heat phase). X X X

End of post-heat phase. X X X

 T2-3-5

ELECTRICAL SYSTEM

Key Switch
B G1 G2 ACC M ST
H
OFF
ACC
ON
START
1 2 3 4 5 6

Batteries K
40A
- + - +
Diode 2
to Alternator
Relay R1
Battery
Relay
11 12 13 14 16 17 20 19 15 18 1 2 3 4
20A
10A
20A

10A
30A

10A

10A
Fuse
10A

10A
5A

5A
3A

5A

5A
Box
80A

50
15 30 31 B7
Intake Air Key on Signal
Heater
Air Heater Controller
Indicator
Relay (R14)
B e
Starter Relay
87a 87 85 MC

3 86 L
G g
30 81
Starter MV FGK T
E

Fuel Solenoid to Timer

M
_
B
87a 87 Valve (Terminal 86)
Temp. 1
Sensor
Safety Relay K
C Solenoid K
(R2) Diode 4 Flame
Glow Diode 1
plug
2
18 43 A
Monitor A
Indicator Light
Air Heater

SM0122
T2-3-6

ELECTRICAL SYSTEM

STARTING CIRCUIT
(Key Switch: START)

When the key switch is turned to the START position, relay, shutting-off the power supply to the starter.
terminal B on the key switch is connected to terminals
G2, M, and ST in the switch. The current from terminal Moreover the safety relay (R2) avoids a further
M magnetizes the battery relay, leading the battery starting sequence with engine running.
current to terminals B on the starter and starter relay
via the 80 A fusible. With safety relay (R2) excited, the ground is also
Terminal ST of the key switch is connected to disconnect from the solenoid relay. Therefore, with
terminal “e” on the starter relay so that the battery the solenoid relay de-energized, the power supply to
current flows through the coil and actuate the starter the push coil (B) of solenoid (Synchro-Start) is
relay via the closed contact of safety relay (R2). removed.
The starter relay, closing the contacts, allows the
battery current to flow toward the terminal C on the
starter, and actuated the inner starter relay. Thereby,
the starter begins to rotate.

Further, from key switch terminal ST, the battery

current is led to the fuel solenoid, to allow an increase
of the fuel flow to the injection pump, and to the
terminal 50 of intake air heater controller, for starting
sequence.

At the same time, when the key switch is turned both

ON and START positions, from terminal M, the
power supply is applied, via POWER ON fuse, to
main controller (MC) and to engine stop relay (R18).
This power on signal instructs the main controller
(MC) the key switch is in ON position. The main
controller (MC), when receives the power on signal,
operates the EC motor in order to move the governor
lever.

Further, with key switch in START position, the

voltage from fusible 40A, is routed to the terminal B
of solenoid relay related to push coil of high power to
actuate the solenoid (Synchro-Start).

The solenoid relay is actuated through the timer

control and is maintained actuated for about 1
second, after that the timer inhibits the excitation of
solenoid relay in order to avoid failure the push coil of
solenoid (Synchro-Start). Turning again the key
switch to OFF, after about 3 to 5 seconds, the starting
can be repeated.

The voltage from terminal M of key switch, is led,

through POWER ON fuse and engine stop relay
(R18) in de-energized condition, to the terminal C
related to holding coil of the solenoid (Synchro-Start).

With solenoid (Synchro-Start) powered in both coils

(push (B) (1 sec. max) and holding (C)), the solenoid
is actuated and the fuel flow is opened to injection
pump.

With engine running and alternator generating

voltage, the terminal 18 of monitor operates the
safety relay (R2) that removes the ground to starter
 T2-3-7

ELECTRICAL SYSTEM

Key Switch
B G1 G2 ACC M ST
H 30
OFF
Timer
ACC
ON
85 86 87
START
1 2 3 4 5 6
g
Solenoid Relay

Diode 10 e to Terminal 30
Batteries K
40A Safety Relay
- + - +
Diode 2 (R2)
B
G
Battery
Relay
11 12 13 14 16 17 20 19 15 18
Fuse 3 4
20A
10A
20A

10A
10A
10A
30A

40A
3A

5A
5A

10A

Box
5A
80A
Engine stop
86 Relay (R18)
POWER ON

85 87 87a
15 30 31 50
B7 A17 C B
Key on Signal
Intake Air Heater
B e L Controller

Starter MV FGK T MC Diode 3

Relay
Diodo 11
G g Diode 1 1 A Solenoid
30 81 (Synchro-start)
Starter Safety Relay Fuel
E
Solenoid
(R2)
2
M
_ 87a 87
B

18
C

to Solenoid Relay Monitor

(terminal e)

SM0123
T2-3-8

ELECTRICAL SYSTEM

CHARGING CIRCUIT (Key Switch: ON)

After the engine starts and the key switch is released,
the key switch is returned to the ON position. With the
key switch kept ON, key switch terminal B is
connected to terminals ACC and M.
After the engine starts, the alternator begins to
recharge the batteries. Current from terminal B on the
alternator flows to the batteries through the fuse 80A
and the battery relay, recharging the batteries.
In addition, this current is supplied through the fuse
box as a power source to the solenoid valves, switch
box, hour meter, work lights, wiper, and heater. At the
same time, the current from Alternator B+ flows to the
Alternator relay (R1) to turn off the alternator indicator
light (battery charging) on monitor, and to Main
Controller (MC) for Alternator power on signal.

Key Switch
B G1 G2 ACC M ST
H
OFF
ACC
ON
START
1 2 3 4 5 6

Batteries
K
- + - + Diode 2 to Fuse Box
Battery to Fuse Box
Relay

Fuse 86 87 87a
80A
Alternator Relay
(R1)

85 30
Alternator
B+ D+

R
—
B-

42 B1

Monitor MC

SM0124
 T2-3-9

ELECTRICAL SYSTEM

SURGE VOLTAGE PREVENTION CIRCUIT

The surge voltage prevention circuit protects the
electrical parts and components in the controller from
being damaged by the alternator generating surge
current developed when the engine is stopped.
While the batteries are being recharged, the
generating current from terminal D+ on the alternator
is led, via Alternator relay (R1), to terminal 42 on the
monitor, turning the transistor ON for terminal 18 on
the monitor.
Thereby, the battery current is supplied to the
magnetizing circuit for the Anti Load Dump relay to
close the Anti Load Dump relay (R3). Accordingly,
even if the key switch is turned OFF while the engine
is running, the battery current can be supplied
through the Anti Load Dump relay (R3) to magnetize
the battery relay, holding the battery relay ON until
the alternator stops generating.

Key Switch
B G1 G2 ACC M ST
H
OFF
ACC
ON
START
1 2 3 4 5 6

Batteries K
Diode 2
- + - +

Battery
Relay

86 87 87a 30 86
Fuse
80A Alternator Relay Relè Anti Load
(R1) Dump (R3)

85 30 87a 87

B+ D+
to Safety Relay
(R2)
W
1 2 3 4 5 6 7 8 9 10
Alternator
Fuse Box
10A

10A
10A
10A
10A
5A

5A
5A

5A
5A

R
—
B-

to MC

42 18 30

Monitor

SM0127
T2-3-10

ELECTRICAL SYSTEM

ACCESSORY CIRCUIT
(Key Switch: ACC)

When the key switch is turned to the ACC position, to each accessory circuit such as the horn, radio,
terminal ACC is connected to terminal B in the key cigar lighter, room lamp, and to the auxiliary circuit to
switch. operate them.
Then, the battery current flows through the fuse box

Key Switch

B G 1 G 2 ACC M ST

OFF

ACC

ON

START
1 2 3 4 5 6

Fusibile
40A

Batteries

- + - +

Battery
Relay

11 15 12 16 14 17 18 19 13 20 1 2 3 4 5 6 7 8 9 10
Fuse Fuse Box
20A
20A
10A
10A

10A

10A

30A

10A
10A
10A
10A

10A
5A

5A

5A
5A
3A
5A

5A

5A

80A

Room Lamp

Cigar Lighter
Radio
Rotary Bucket and
Horn
TBG (opt)

Nordic Kit (opt)

SM0128
 T2-3-11

ELECTRICAL SYSTEM

ENGINE STOP CIRCUIT

(Key Switch: OFF)

When the key switch is turned from the ON position solenoid (terminal C related to the holding coil)
to the OFF position, the signal instructing the MC that located on the injection pump is de-energized
the key switch is ON is cut off. causing the engine to stop for lack of fuel supply.
Then, the MC moves the EC motor to the slow idle
position. At the same time, the Synchro-Start

Key Switch
B G1 G2 ACC M ST
H 3
OFF Timer
ACC
ON
85 86 87
ST
1 2 3 4 5 6 Solenoid Relay
g

Diode 10 e to Terminal 30
Batteries Safety Relay
Diode 2 (R2)
B
- + - +
G
Battery
Relay
3 4
30 86 Fuse
10A
5A

Anti Load Box

Fuse 80A Dump Relay
(R3)
86
87a 87 85
POWER ON

Engine Stop
Relay (R18)

85 87a
87
86 87 87a
C B
Alternator
Relay (R1)

85 30

Alternator
42 8 B1 B7 A17 Diode 11
B+ D+
Key on Signal
Diode 3
W
Monitor
MC A Solenoid
(Synchro-start)
R
—
B-

SM0129
T2-3-12

ELECTRICAL SYSTEM

ENGINE EMERGENCY STOP

If the engine oil pressure drops while the engine is
running, the engine oil pressure switch is actuated
and sends a signal to monitor (terminal 10) and MC
(terminal B3).
The engine oil low pressure indicator light on monitor
and buzzer will turn on. The MC operates (through
the terminal A17) the engine stop relay (R18) that, in
turn, de-energizes the Synchro-Start solenoid and
therefore the engine will stop for lack of fuel supply.
NOTE - With Alternator indicator light and engine oil
low pressure indicator light turned ON, the Main
Controller (MC) will not operate the engine stop relay
(R18) and therefore the engine stop will not happen.

Key Switch
B G1 G2 ACC M ST
H 3
OFF
Timer
ACC
ON
85 86 87
START
1 2 3 4 5 6
Solenoid Relay
g

Diode 10 e to Terminal 30
Batteries Diode 2 Safety Relay (R2)
B
- + - +
G
Battery
Relay
3 4
30 86
Fuse Box
10A
5A

Anti Load Dump

Relay (R3)
Fuse
80A 86 30
POWER ON

87 87 85
Engine Stop
Relay (R18)
to Alternator
85 87a
87

C B

18 10 B3 B7 A17 Diode 11
Monitor
Engine Oil Key on Signal
Pressure Diode 3
Switch
MC A Solenoid
(Synchro-Start)
Engine oil Low
Pressure
Indicator

SM0130
SECTION 3 EX215

COMPONENT OPERATION

CONTENTS

Group 1 - Pump device Group 5 - Travel device

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

Main pump .......................................... T3-1-2
Regulator ............................................. T3-1-5
Pilot pump ........................................... T3-1-13
N sensor (Engine speed sensor) ......... T3-1-13
Pump pressure sensor ........................ T3-1-13
Travel reduction gear .......................... T3-5-2
Travel motor ........................................ T3-5-3
Travel brake valve ............................... T3-5-7
Parking brake ...................................... T3-5-9

Group 2 - Swing device Group 6 - Others components

Outline ................................................. T3-2-1
Swing motor ........................................ T3-2-2
Brake valve ......................................... T3-2-4
Swing parking brake ............................ T3-2-6
Swing reduction gear........................... T3-2-7
(Upperstructure)
Pilot shut-off valve ............................... T3-6-1
Shockless valve .................................. T3-6-2
Solenoid valve unit .............................. T3-6-4
Pilot relief valve ................................... T3-6-6
EC motor ............................................. T3-6-6

Group 3 - Control valve

Outline ................................................. T3-3-1 Group 7 - Others components

Hydraulic circuit ................................... T3-3-6 (Undercarriage)
Flow combiner valve ............................ T3-3-8
Swing bearing ..................................... T3-7-1
Pump control valve .............................. T3-3-10
Center joint .......................................... T3-7-2
Main relief valve .................................. T3-3-12
Track adjuster ...................................... T3-7-3
Overload relief valve ............................ T3-3-13
Arm regenerative valve ....................... T3-3-14
Boom anti-drift valve,
arm anti-drift valve ............................... T3-3-16
Bucket flow control valve ..................... T3-3-16
Travel flow control valve ...................... T3-3-18
Travel/boom lower
selector valve ...................................... T3-3-18
Boom regenerative valve ..................... T3-3-20

Group 4 - Pilot valve

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

Operation ............................................ T3-4-3
 T3-1-1

PUMP DEVICE

OUTLINE

The pump device consists of a transmission, main
pump, and pilot pump. The transmission receives
engine power via coupling, then divides and trans-
mits the power to pump 1 (1), pump 2 (2) and pilot
pump (3) via gears. Gear ratios on the main pump
drive side and the pilot pump side are 1.
Main pumps (1 and 2) are variable displacement,
bent-axis plunger-type pumps equipped with pump
delivery pressure sensors (5) and engine speed
sensor (4) for controlling of the pumps and valves.
These main pumps are incorporated into a single
housing.
Pilot pump (3) is a gear-type pump.

3 2 1 Transmission
SM0002

5 SM0001 SM0003

1 - Pump 1 4 - Engine Speed Sensor (N Sensor)

2 - Pump 2 5 - Pump Delivery Pressure Sensor
3 - Pilot Pump
T3-1-2

PUMP DEVICE

MAIN PUMP

Operation

Main pump consists of pump 1 and pump 2, and
supplies hydraulic oil to actuate main components
such as motors and/or cylinders.
Shaft (3) is connected to cylinder block (6) via seven
plungers (4).
Therefore, the rotation of shaft (3) is transmitted to
cylinder block (6), causing cylinder block (6) to slide
along the surface of valve plate (5). Plungers (4)
reciprocate in the cylinder bores, thus discharging
hydraulic oil to the hydraulic circuits.

SM0005

6 2
3

4
5

SM0004 SM0006

1 - Regulator 4 - Plunger
2 - Housing 5 - Valve Plate
3 - Shaft 6 - Cylinder Block
 T3-1-3

PUMP DEVICE

SM0007
T3-1-4

PUMP DEVICE

Increasing and Decreasing Main Pump Oil Flow

Rate

When the displacement angle of cylinder block (3) is
changed, the stroke length of plunger (2) changes.
Thus, oil flow rate of the main pump is controlled by
changing the displacement angle of cylinder block
(3). Servo piston (6) is jointed to valve plate (4) with
pin (5).
When servo piston (6) is moved up or down, valve
plate (4) moves too, changing the displacement an-
gle of cylinder block (3); cylinder block (3) is kept in
contact with the surface of valve plate (4) and slides
along it.

Maximum displacement angle

2 3

2
6 4
3
SM0008 SM0006

Minimum displacement angle

SM0009

2 - Plunger 5 - Pin
3 - Cylinder Block 6 - Servo Piston
4 - Valve Plate
 T3-1-5

PUMP DEVICE

REGULATOR

Regulator Construction

Both main pumps (1 and 2) are equipped with a
regulator. Upon receiving various signal pressures,
the regulator controls main pump oil flow rate not to
exceed the engine horsepower.
Regulator mainly consists of spring (1), sleeve B (2),
spool B (3), piston (4), load piston (5), spool A (6),
sleeve A (7), outer spring (8), and inner spring (9).
The pump control pressure is routed to section 1 and
the applicable main pump pressure, the other main
pump pressure and the pilot pressure from the sole-
noid valve unit (SD) are routed to the section 2 of the
regulator. (Note that, viewed from a regulator, two
main pumps are said to be the applicable main pump
and the other main pump). Upon receiving various
signal pressures stated above, the regulator outputs
a pilot pressure to servo piston (10) to change the
displacement angle of cylinder block (11), thus con-
trolling the pump oil flow rate.

1 2 3 4

} Section I

} Section II

5 6 7 8 9

SM0010

12
11

10

SM0006

1 - Spring 5 - Load Piston 9 - Inner Spring

2 - Sleeve B 6 - Spool A 10 - Servo Piston
3 - Spool B 7 - Sleeve A 11 - Cylinder Block
4 - Piston 8 - Outer Spring 12 - Link
T3-1-6

PUMP DEVICE

Regulator Functions

The regulator functions to control pump oil flow rate

as follows:

• Control by Pump Control Pressure Q

The pump control valve attached on the control
Flow rate
valve regulates the pump control pressure. Upon
receiving the pump control pressure from the pump
control valve, the regulator increases or decreases
the pump flow rate accordingly.
When the control valve spool is moved to increase
the pump control pressure, the regulator increases
the pump flow rate. When the control valve spool is
returned to neutral, the pump control pressure
decreases. 0 Pump control pressure Pi
Accordingly, the regulator reduces the pump flow
rate to the minimum flow. (Refer to the Control
Valve Group).

• Summation Control (Control by monitoring both

Pressure increase
main pump pressures)
If the delivery oil pressure of either of two main Q
pumps increases so that the average pressure of Flow rate
Flow rate decrease
two main pumps exceeds the values set by the
P-Q line, the regulator functions to reduce pump oil
flow rate of both main pumps to match the P-Q
value to the one on the set P-Q line, preventing
engine overloading. Since the P-Q line is set using
the average pressure of two main pump pressures,
delivery rates of both pumps are approximately
equal to each other. For this reason, a larger load
0 Pressure P
is applied to the pump delivering high pressure oil
while a smaller load is applied to the pump deliver-
ing low pressure oil, keeping the total load applied
to the pumps equal with the engine horsepower
output. (Total Horse Power Control)

Q
• Control by Pilot Pressure Guided from Solenoid
Flow rate
Valve Unit (SD) Processing the target engine
speed, and the actual engine speed, the main
controller MC sends signal to solenoid valve unit
(SD). Solenoid valve unit, in turn, routes a pilot
pressure to the regulator. Then, the regulator re-
duces pump delivery rate accordingly. (Speed
Sensing (Horsepower Reducing) Control) (Refer to
the control system Group in the SYSTEM Section).
0 Pressure P

SM0011
 T3-1-7

PUMP DEVICE

Regulator operation

3 6 2 1

Pi

12

10

Pps
11
9 13
Pd1 Pd2

5
SM0012
7 4

3 2 6 1

Pi

Pd1

11-12
Pps

Pd2

5
9 13
10

7 4 8 SM0013

1 - Piston 8 - Small Chamber

2 - Spool B 9 - Load Piston
3 - Spring 10 - Spool A
4 - Servo Piston 11 - Inner Spring
5 - Link 12 - Outer Spring
6 - Sleeve B 13 - Sleeve A
7 - Large Chamber
T3-1-8

PUMP DEVICE

• Flow Rate Control by Pump Control Pressure

Flow rate increase:

1. Pump control pressure Pi increases when a con-
trol valve spool is moved.
2. Piston (1) pushes spool B (2) and spring (3) to
move spool B (2) to the direction indicated by the
arrow.
3. Large chamber (7) at the end of servo piston (4) is
connected to the hydraulic oil tank line.
4. As a result, servo piston (4) moves to the direction
indicated by the arrow.
5. The displacement angle of the cylinder block is
changed by the movement of the servo piston,
increasing the pump flow rate.
6. The movement of servo piston (4) is transmitted to
sleeve B (6) via link (5), moving sleeve B (6) in the
direction that spool B (2) has moved. When sleeve
B (6) moves for the same distance spool B (2) has
moved, large chamber (7) is closed to the hydrau-
lic oil tank line, stopping the servo piston move-
ment, thus stopping the increase of pump flow
rate at that point.

3 6 2 1

Pi Pressure increase

Pps

Q
Pd1 Pd2
Flow rate

0 Pump control pressure Pi

5
SM0014
7 4
SM0015

1- Piston 5- Link
2- Spool B 6- Sleeve B
3- Spring 7- Large Chamber
4- Servo Piston 8- Small Chamber
 T3-1-9

PUMP DEVICE

Flow rate decrease:

1. When the control valve spool is returned to neu-
tral, the pump control pressure Pi decreases.
2. Spring (3) pushes back piston (1) and spool B (2),
returning spool B (2) to the direction indicated by
the arrow.
3. As a result, the servo pressure acting on small
chamber (8) is also routed to large chamber (7).
4. Servo piston (4) moves in the direction indicated
by the arrow, due to the size difference of the
pressure receiving area between both chambers.
5. The displacement angle of the pump decreases.
6. The movement of servo piston (4) is transmitted to
sleeve B (6) via link (5), moving sleeve B (6) in the
direction that spool B (2) has moved. When sleeve
B (6) moves for the same distance spool B (2) has
moved, large chamber (7) is closed to the hydrau-
lic oil tank line, stopping the servo piston move-
ment, thus stopping the decrease of pump flow
rate at that point.

3 6 2 1

Pi Pressure increase

Pps

Q
Pd1 Pd2
Flow rate

0 Pump control pressure Pi

5
SM0016
7 4
SM0017

1- Piston 5- Link
2- Spool B 6- Sleeve B
3- Spring 7- Large Chamber
4- Servo Piston 8- Small Chamber
T3-1-10

PUMP DEVICE

• Summation Control (Flow Rate Control by Monitor-

ing Both Main Pump Pressures)

Flow Rate Increase:

(Note that, viewed from a regulator, two main pumps
are said to be the applicable main pump and the other
main pump)
1. The pressure from the applicable main pump
(Pressure Pd1) or from the other main pump
(Pressure Pd2) decreases.
2. Inner spring (11) and outer spring (12) pushes
load piston (9) and spool A (10), moving them in
the direction indicated by the arrow.
3. Large chamber (7) at the end of servo piston (4) is
connected to the hydraulic oil tank line.
4. As a result, servo piston (4) moves in the direction
indicated by the arrow.
5. As the servo piston moves, the displacement
angle of the cylinder block changes, increasing
the pump flow rate.
6. The movement of servo piston (4) is transmitted to
sleeve A (13) via link (5), moving sleeve A (13) in
the direction spool A (10) has moved. When
sleeve A (13) moves for the same distance spool
A (10) has moved, large chamber (7) is closed to
the hydraulic oil tank line, stopping the servo
piston movement, thus stopping the increase of
pump flow rate at that point.

9 13 10

Pi

11

Pps
Q
12
Flow rate Pd1 Pd2
Pressure decrease

0 (Summation of two main Pd

pump pressures)

5
SM0018

7 4
SM0015

4 - Servo Piston 10 - Spool A

5 - Link 11 - Inner Spring
7 - Large Chamber 12 - Outer Spring
8 - Small Chamber 13 - Sleeve A
9 - Load Piston
 T3-1-11

PUMP DEVICE

Flow rate decrease:

1. The pressure from the applicable main pump
(Pressure Pd1) or from the other main pump
(Pressure Pd2) increases.
2. Load piston (9) pushes spool A (10), inner spring
(11), and outer spring (12), moving spool A (10) in
the direction indicated by the arrow.
3. As a result, the servo pressure acting on small
chamber (8) is also routed to large chamber (7).
4. Servo piston (4) moves in the direction indicated
by the arrow, due to the size difference of the
pressure receiving area between both chambers.
5. The displacement angle of the pump decreases.
6. When sleeve A (13) moves for the same distance
spool A (10) has moved, servo pressure routed to
large chamber (7) is shut out, stopping the servo
piston movement, thus stopping the decrease of
pump flow rate at that point.

9 13 10

Pi

11

Q Pps
Flow rate 12
Pd1 Pd2
Pressure increase

0 (Summation of two main Pd

pump pressures) 5
7
SM0019

SM0020

4 - Servo Piston 10 - Spool A

5 - Link 11 - Inner Spring
7 - Large Chamber 12 - Outer Spring
8 - Small Chamber 13 - Sleeve A
9 - Load Piston
T3-1-12

PUMP DEVICE

• Flow Rate Control by Pilot Pressure Guided from

Solenoid Valve Unit (SD).

Flow rate decrease:

1. Solenoid valve unit (SD) is activated by signals
from the main controller MC, guiding pilot
pressure Pps.
2. Pilot pressure Pps, together with the applicable
main pump pressure or with the other main pump
pressure, acts on load piston (9).
3. Load piston (9) pushes spool A (10), inner spring
(11), and outer spring (12), moving spool A (10) in
the direction indicated by the arrow.
4. As a result, the servo pressure acting on small
chamber (8) is also routed to large chamber (7).
5. Servo piston (4) moves in the direction indicated
by the arrow, due to the size difference of the
pressure receiving area between both chambers.
6. The displacement angle of the pump decreases.
7. When sleeve A (13) moves for the same distance
spool A (10) has moved, servo pressure routed to
large chamber (7) is shut out, stopping the servo
piston movement, thus stopping the decrease of
pump flow rate at that point.

9 13 10

Pi

11

Pps
Pressure increase 12
Q Pd1 Pd2
Flow rate

0 P 7
(Summation of two main
pump pressures)
4
SM0021
SM0020

4 - Servo Piston 10 - Spool A

7 - Large Chamber 11 - Inner Spring
8 - Small Chamber 12 - Outer Spring
9 - Load Piston 13 - Sleeve A
 T3-1-13

PUMP DEVICE

PILOT PUMP Suction port

2 1
Drive gear (1) is rotated via the transmission to driven
gear (2).

1 - Drive gear
2 - Driven gear

Delivery port

SM0022

N SENSOR (ENGINE SPEED SENSOR)

The N sensor detects engine speed. Engine speed is

a necessary signal for various controls of the
machine. The N sensor is installed close to the top of 3
the transmission gear; when the gear rotates, gear
tooth tops pass by the top of the N sensor. Then 4
numbers of gear teeth passing by are converted to 5
electrical pulse signals which are sent to the EC.
Thereby, engine speed is detected.

3 - Coil 6 7
4 - Magnet
5 - Gear
6 - Signal output terminal SM0023
7 - Power supply (5 V) SM0024

PUMP PRESSURE SENSOR

The pump pressure sensor detects oil pressure. Oil

pressure is a necessary signal for various controls of
the machine. Oil pressure is received by diaphragm
(11).
Depending on the extent of deformation of the
diaphragm, oil pressure is detected as an electrical
signal. 8 9 10 11

8 - Grounding terminal
9 - Output terminal
10 - Power supply (5V) terminal
11 - Pressure receiving section (diaphragm) SM0025
T3-1-14

PUMP DEVICE

NOTE
 T3-2-1

SWING DEVICE

OUTLINE

The swing device consists of the brake valve unit, the

swing motor unit, and the swing reduction gear unit.

Brake valve unit

Swing motor unit

Swing reduction gear

unit

SM0026
T3-2-2

SWING DEVICE

SWING MOTOR

The swing motor is a swash-plate-type axial plunger
motor.
The major parts of the motor are: fixed-type swash
plate (5), rotor (9), plungers (8), valve plate (3), motor
housing (6), and the parking brake.
The parking brake is a wet-type multiple disc brake,
consisting of plates (1) and friction plates (2).
Shoes (4) are caulked to each plunger (8) and nine
plungers with shoes are provided in rotor (9).
Rotor (9) is installed onto shaft (7) with a spline
coupling.

9 3

1-2

4 6

5 7

SM0027

1 - Plate 6 - Motor Housing

2 - Friction Plate 7 - Shaft
3 - Valve Plate 8 - Plunger
4 - Shoe 9 - Rotor
5 - Fixed-type Swash Plate
 T3-2-3

SWING DEVICE

Swing speed varies depending on the amount of oil
delivered from the pump. From port A, high pressure
oil is fed so that plunger (3) is pushed from the top to
the bottom.
Shoe (4) then slides along swash plate (5),
developing turning force.
Turning force is transmitted to the swing reduction
gear unit via shaft (6). The return oil flows to outlet
port B and returns to the hydraulic oil tank.
When pressure oil is fed to port B, the motor rotates
in the opposite direction.

SM0028

Valve Plate 4 - Shoe

1 - Rotor 5 - Swash Plate
3 - Plunger 6 - Shaft
T3-2-4

SWING DEVICE

BRAKE VALVE Relief valve

The brake valve consists of the make-up valve and

the relief valve.

Make-Up Valve
When swing is stopped, if the upperstructure tends to
keep rotating due to swing inertia force, causing the
swing motor to continue rotating further, and to begin Make-up valve
sucking oil from the pump, developing cavitation in
the motor.
The make-up valve sucks hydraulic oil through the
Port C
return circuit (port C) to compensate for the lack of oil,
and prevent cavitation.
Control valve

SM0029

Relief valve

Port C

Make-up valve

Control valve

SM0030
 T3-2-5

SWING DEVICE

Relief Valve Relief valve

When starting or stopping swing operation, oil

pressure in the swing circuit becomes high. The relief
valve prevents the circuit pressure from rising higher
than the specified pressure. Plunger (1) is pushed to
the left by pressure Pp at port (P) and pressure-
receiving area A2.
However, plunger (1) is also pushed back to the right
by spring (2) force and pressure Pg at chamber (g)
and pressure-receiving area A1.
Chamber (g) is routed to port (P) through orifice (m).
When force acting on the right is higher than that on
Port C
the left, the relief valve operates.

Control valve

SM0029

g 2 1

A1 A2

SM0031
T3-2-6

SWING DEVICE

SWING PARKING BRAKE 1

The parking brake is a wet-type multiple disc brake.

The brake is released only when brake release
pressure enters into brake piston chamber (b),
(negative type brake). When swing and/or front
attachment operation is made brake release 2
pressure is supplied from the pilot pump.
During operations other than swing and/or front, or b
while the engine is stopped, brake release pressure
is routed to the hydraulic oil tank and the parking 3
brake is automatically applied by spring (1). 4
5
• When the swing and/or front function is operated,
6
the brake is released: SM0032

When the swing and/or front control lever is

1 - Spring 4 - Friction Plate
operated, the control valve spool for swing and/or 2 - Brake Piston 5 - Motor Housing
front function is moved from the neutral position, 3 - Plate 6 - Rotor
closing the spool passage for the signal pilot
pressure circuit. Then, the pilot oil pressure
increases, and the increased pressure pilot oil is
sent to the pilot port of the switch valve in the brake When the brake is released (OFF):
release circuit. Therefore, the switch valve is Oil pressure timer
opened, allowing the brake release pilot oil
Signal pilot pressure
pressure from the pilot pump to act on brake piston circuit Brake release
pressure
(2) via the oil pressure timer check valve.
Accordingly, brake piston (2) is moved up against
OFF
spring (1), breaking contact between friction plates
(4) and plates (3). Then, the brake is released.

• When the swing and/or front function is not

Swing motor
operated, the brake is applied:
When the swing and/or front control lever is not
operated, the control valve spool for swing and/or Spool Switch valve
front function is in the neutral position, holding the
spool passage for the signal pilot pressure circuit SM0033
open. Then, the pilot oil pressure does not
increase. Therefore, the switch valve in the brake
circuit is kept closed, allowing the brake release
pilot oil pressure on brake piston (2) to flow out to
the hydraulic oil tank via the oil pressure timer
orifice. Accordingly, brake piston (2) is moved When the brake is applied (ON):
down by spring (1) force so that friction plates (4)
Oil pressure timer
come into contact with plates (3). As friction plates
(4) engage the inner circumference of motor Signal pilot pressure
circuit Brake release
housing (5) and plates (3) engage the outer pressure
circumference of rotor (6), rotor (6) is braked by
friction force developed between plates (3) and ON
friction plates (4).

Swing motor

Switch valve
Spool

SM0034
 T3-2-7

SWING DEVICE

SWING REDUCTION GEAR

The swing reduction gear is a two-stage planetary
gear type. Ring gears (2 and 4) in the first and second
stages are provided on the inside of the housing.
The housing is bolted to the main frame so that ring
gears (2 and 4) are held stationary.
The motor output shaft of the swing motor drives first
stage sun gear (9).
Then, rotary power is transmitted to second stage
sun gear (7) via first stage planetary gear (1) and first
stage carrier (8). Second stage sun gear (7) rotates
shaft (5) via second stage planetary gear (3) and
carrier (6).
As shaft (5) meshes with the internal gear of the swing
bearing bolted to the undercarriage, the upperstruc-
ture is rotated.

9 1
8

3
7 4
6

SM0035

1 - First Stage Planetary Gear 6 - Second Stage Carrier

2 - First Stage Ring Gear 7 - Second Stage Sun Gear
3 - Second Stage Planetary Gear 8 - First Stage Carrier
4 - Second Stage Ring Gear 9 - First Stage Sun Gear
5 - Shaft (Output Shaft)
T3-2-8

SWING DEVICE

NOTE
 T3-3-1

CONTROL VALVE

OUTLINE

The control valve controls oil pressure, flow rate, and
flow direction in the hydraulic circuit. A 4-spool side
section and a 5-spool side section are bolted
together.
The control valve is a pilot-pressure-operated type
which mainly consists of the main relief valve, pump
control valves, flow combiner valve, and main spools.
In the 4-spool side section, the Right Travel, Bucket,
Boom 1, and Arm 2 spool sections are arranged in
that order as viewed from the machine front.
In the 5-spool side section, the Left Travel, Auxiliary,
Boom 2, Arm 1, and Swing spool sections are
arranged in that order as viewed from the machine
front.

Machine Front Right travel

Bucket

Left travel Boom 1

Main relief valve

Arm 2

Auxiliary

4-spool side section

Boom 2

Arm 1

Swing

Pump control valve (5-spool side)

5-spool side section

Machine Rear

SM0036
T3-3-2

CONTROL VALVE

Control valve layout

Left travel motor Right travel motor

3 4 5 6 7 8 9 10
2
1
11
41
12
13
14
40
15
16
39
Bucket cylinder
38
37
36
Boom cylinder
35
34

Arm cylinder
17
18
33
32 19
31 20
30 21
29 22
23
26
27
24
28 25

Swing motor

SM0037

1 - Hydraulic Timer 15 - Overload Relief Valve (Bucket) 29 - Load Check Valve (Arm Tandem
2 - Travel Flow Control Valve 16 - Overload Relief Valve (Bucket) Circuit)
3 - Load Check Valve (Travel 17 - Overload Relief Valve (Boom) 30 - Check Valve
Parallel Circuit) 18 - Overload Relief Valve (Boom) 31 - Arm Regenerative Valve
4 - Check Valve 19 - Boom Anti-Drift Valve (Check 32 - Check Valve
5 - Main Relief Valve Valve) 33 - Overload Relief Valve (Arm)
6 - Check Valve 20 - Boom Anti-Drift Valve (Switch 34 - Overload Relief Valve (Arm)
7 - Check Valve Valve) 35 - Arm Anti-Drift Valve (Check
8 - Flow Combiner Valve 21 - Boom Regenerative Valve Valve)
9 - Load Check Valve (Bucket) 22 - Check Valve 36 - Arm Anti-Drift Valve (Switch
10 - Bucket Flow Control Valve 23 - Pump Control Valve (4-Spool Valve)
(Switch Valve A) Side) 37 - Load Check Valve (Boom 2
11 - Bucket Flow Control Valve 24 - Check Valve Parallel Circuit)
(Switch Valve B) 25 - Restriction (4-Spool Side 38 - Travel/Boom Lower Selector
12 - Bucket Flow Control Valve Parallel Circuit) Valve
(Poppet Valve) 26 - Load Check Valve (Arm Parallel 39 - Check Valve
13 - Load Check Valve (Boom 1 Circuit) 40 - Load Check Valve (Travel
Parallel Circuit) 27 - Restriction (Arm 1 Parallel Tandem Circuit)
14 - Load Check Valve (Boom 1 Circuit) 41 - Pump Control Valve (5-Spool
Tandem Circuit) 28 - Load Check Valve (Swing) Side)
 T3-3-3

CONTROL VALVE
Section A
H A
B 5
G C
D
E
F

41 8

SM0036 SM0038

Section C Auxiliary Bucket

15

12
39 11

Section D
9
Boom 2

16
Boom 1
Section B SM0040

L. Travel R. Travel
38 20

34 21
19
37
3
2 13

14
10
40
18

SM0039 SM0041
T3-3-4

CONTROL VALVE

Control valve layout

Left travel motor Right travel motor

3 4 5 6 7 8 9 10
2
1
11
41
12
13
14
40
15
16
39
Bucket cylinder
38
37
36
Boom cylinder
35
34

Arm cylinder
17
18
33
32 19
31 20
30 21
29 22
23
26
27
24
28 25

Swing motor SM0037

1 - Hydraulic Timer 17 - Overload Relief Valve (Boom) 31 - Arm Regenerative Valve

2 - Travel Flow Control Valve 18 - Overload Relief Valve (Boom) 32 - Check Valve
3 - Load Check Valve (Travel 19 - Boom Anti-Drift Valve (Check 33 - Overload Relief Valve (Arm)
Parallel Circuit) Valve) 34 - Overload Relief Valve (Arm)
4 - Check Valve 20 - Boom Anti-Drift Valve (Switch 35 - Arm Anti-Drift Valve (Check
5 - Main Relief Valve Valve) Valve)
6 - Check Valve 21 - Boom Regenerative Valve 36 - Arm Anti-Drift Valve (Switch
7 - Check Valve Valve)
8 - Flow Combiner Valve 22 - Check Valve 37 - Load Check Valve (Boom 2
9 - Load Check Valve (Bucket) 23 - Pump Control Valve (4-Spool Parallel Circuit)
10 - Bucket Flow Control Valve Side) 38 - Travel/Boom Lower Selector
(Switch Valve A) 24 - Check Valve Valve
11 - Bucket Flow Control Valve 25 - Restriction (4-Spool Side 39 - Check Valve
(Switch Valve B) Parallel Circuit) 40 - Load Check Valve (Travel
12 - Bucket Flow Control Valve 26 - Load Check Valve (Arm Parallel Tandem Circuit)
(Poppet Valve) Circuit) 41 - Pump Control Valve (5-Spool
13 - Load Check Valve (Boom 1 27 - Restriction (Arm 1 Parallel Side)
Parallel Circuit) Circuit)
14 - Load Check Valve (Boom 1 28 - Load Check Valve (Swing)
Tandem Circuit) 29 - Load Check Valve (Arm Tandem
15 - Overload Relief Valve (Bucket) Circuit)
16 - Overload Relief Valve (Bucket) 30 - Check Valve
 T3-3-5

CONTROL VALVE
Section E (2) Arm 1
Arm 2

31

32

Section E (1)
Section F
Arm 1 Arm 2

Swing
SM0042
36

17
35 28
24

26 25

27 23
29 22

33 SM0043 SM0045
30
Section H

Section G

6 7

SM0044 SM0046
T3-3-6

CONTROL VALVE

HYDRAULIC CIRCUIT

Main Circuit Signal Pilot Pressure Circuit

Pressure oil from pump 1 and from pump 2 is routed
to the 4-spool side section in the control valve and to
the 5-spool side section in the control valve,
respectively.
A parallel passage is provided in both right and left
main circuits, making combined operations possible.
The main circuit pressure is restricted by the main
relief valve. Moreover, two overload relief valves are
provided in each of boom, arm, and bucket circuits.
Also, a pump control valve is provided at the most
downstream position of each of right and left neutral
passages.
The pilot pressure from the pilot pump flows through
the control valve.
When the causes the travel signal pilot pressure
circuit to be restricted, increasing the travel signal
pilot pressure, thus turning on the pressure switch
(travel) and shifting the travel/boom lower selector
valve.
When a control lever other than the travel levers is
operated, the signal pilot pressure in the front att.
signal pilot pressure circuit increases, thus turning on
the pressure switch (front) and shifting the flow
combiner valve, travel flow control valve, and swing
parking brake shift valve.

Flow combiner valve

Swing parking brake Pressure switch Pressure switch
shift valve (Front) (Travel)
Neutral passage
Main relief valve

Signal pilot pressure

circuit

Left travel motor

Pump control valve
(5-spool side)
Right travel motor
Auxiliary

Overload relief valves

Travel flow control Bucket
valve

Travel/Boom lower
selector valve

Boom
Arm
Overload relief valves
Overload relief valves

Parallel Pump control valve

passages (4-spool side)
Swing

Main circuits
Neutral passage

5-spool side 4-spool side

Pilot pump
Pump 2 Pump 1

SM0047
 T3-3-7

CONTROL VALVE

Pilot Valve Guided Pilot Pressure Circuit

Pilot pressure via the pilot valve exerts on the control
valve spools, shifting them. At the same time, it also
exerts on switch valves. (Arm anti-drift valve, Boom
anti-drift valve, Bucket flow control valve)
Besides shifting of control valve spools (when control
levers are operated), the pilot valve guided pilot
pressure functions as follows:
• When the arm roll-in lever is operated, the pilot
pressure via the pilot valve exerts on the bucket
flow control valve and the anti-drift valve (switch
valve), shifting them.
• When the boom raise lever is operated, the pilot
pressure exerts on the bucket flow control valve as
the valve shift pressure.
• When the boom lower lever is operated, the pilot
pressure exerts on the boom anti-drift valve (switch
valve), shifting it.
In addition, an air bleed circuit is provided in the top
part of the control valve, automatically bleeding air
trapped in the circuit.
Solenoid Valve Guided Pilot Pressure Circuit
The pilot pressure guided via the solenoid valve unit
(SG and SC) shifts the main relief valve and the arm
regenerative valve. (Refer to the Control System
Group in the SYSTEM Section).

Main relief valve

From the solenoid valve unit (SG)
Bucket flow control valve

1 2 11 12
8
5
3 4 13 14

Arm anti-drift valve 5

5

Arm regenerative valve

7 8
From the solenoid valve 8 7 Boom anti-drift valve
unit (SC)

Air bleed circuit

9 10

Pump 2 Pump 1

SM0048

1 - Left Travel Forward 6 - Boom Lower 11 - Right Travel Reverse

2 - Left Travel Reverse 7 - Arm Roll-out 12 - Right Travel Forward
3 - Auxiliary 8 - Arm Roll-in 13 - Bucket Roll-in
4 - Auxiliary 9 - Swing Left 14 - Bucket Roll-out
5 - Boom Raise 10 - Swing Right
T3-3-8

CONTROL VALVE

FLOW COMBINER VALVE

When a control lever other than the travel levers is the pilot pressure to shift the flow combiner valve.
operated, the signal movement of the control valve As a result, the pressure oil from the pump 1 is routed
spool restricts the signal pilot pressure in the front to both right and left travel spools, securing straight
attachment signal pilot pressure circuit, increasing travel in travel combined operations.
 T3-3-9

CONTROL VALVE

Front attachment signal

pilot pressure circuit
Left travel motor Flow combiner valve Right travel motor

Pilot pump

Arm cylinder

Pump 2 Pump 1

SM0049
T3-3-10

CONTROL VALVE

PUMP CONTROL VALVE

A pump control valve is provided on the most In addition, the pump control pressure sensor detects
downstream part of the neutral passage in each of the the pump control pressure, sending signals to MC for
4-spool and 5-spool side sections. travel motor displacement angle control. (Refer to the
The pump control pressure altered by the pump Control System Group in the SYSTEM Section).
control valve exerts on the regulator, changing the
pump displacement angle. (Refer to the Pump
Device Group in this section).

Pump control valve

(5-spool side)
To the pump 2 regulator and
to pump control pressure sensor Neutral passage

Pump control valve

(4-spool side)

To the pump 1 regulator and

to the pump control pressure sensor

4-spool side
5-spool side

Neutral passage

SM0050
 T3-3-11

CONTROL VALVE

Operation with Control Valve Spool Activated

When a control valve spool is shifted, oil flowing
through the neutral passage and through the pump
control valve decreases.
As oil flowing through the pump control valve
decreases, the pump control valve spool shifts to the
left, increasing the relief valve set pressure, thus
raising the pump control pressure.
This increased pump control pressure exerts on the
regulator and, in return, the regulator increases the
pump displacement angle, increasing the pump
delivery oil flow.

From the pilot pump

Pump control pressure passage

Pump control Hydraulic oil tank

pressure sensor

Pressure
increase
Pump control valve

To the regulator
Neutral passage

Small oil flow

SM0051

Operation with Control Valve Spools in Neutral

Position
When control valve spools are returned to the neutral As the pump control pressure decreases to a
position, the neutral passage is fully opened and all minimum, the regulator decreases the pump
pump oil flow goes through the neutral passage and displacement angle to have the minimum pump
the pump control valve so that the pump control valve delivery flow, contributing to fuel efficiency.
spool moves to the right, decreasing the relief valve
set pressure so as to have the lowest pump control
pressure.

From the pilot pump

Pump control pressure passage

Pump control Hydraulic oil tank

pressure sensor

Pressure
Decrease
Pump control valve

To the regulator
Neutral passage

Large oil flow

SM0052
T3-3-12

CONTROL VALVE

MAIN RELIEF VALVE

The main relief valve regulates main circuit pressure.
The set pressure of the main relief valve is shifted by
the pilot pressure guided via the solenoid valve unit
(SG). (Refer to the Control System Group in the
SYSTEM Section).
Valve Operation
When the pilot pressure is not guided to the main
relief valve via the solenoid valve unit (SG):
When oil pressure at port Hp matches the spring set
force, the pilot poppet opens. Oil at port Hp flows to
port Lp through passage A.
As the pilot poppet opens, oil pressure in spring
chamber A decreases, opening the main poppet,
thus directly routing pressure oil at port Hp to port Lp.

Main poppet

Pilot poppet

Lp

Hp Port SG

Lp

Spring A Passage A

SM0053

When the pilot pressure is guided to the main relief
valve via the solenoid valve unit (SG):
When the pilot pressure via the solenoid valve unit
exerts on port (SG), the piston is pushed to the left in
the set position, increasing the compressional force
of spring B, thus requiring higher port Hp pressure to
open the pilot poppet.
For this reason, the main relief valve set pressure
increases.

Pilot poppet

Piston

Lp

Port SG
Hp

Lp

Spring B

SM0054
 T3-3-13

CONTROL VALVE

OVERLOAD RELIEF VALVE

(With Make-Up Function)

Overload relief valves are provided in each port of the force.

boom, bucket, and arm cylinders, and regulate oil Moreover, these relief valves function to suction oil
pressure in the cylinder circuits to protect them from from the return (hydraulic oil tank) line to prevent the
damage due to excessive high pressure that might occurrence of cavitation if negative oil pressure
develop if a cylinder is moved by excessive external arises in a cylinder (the make-up function).

1 2 3 4 5

10

9 8 G 7 6

SM0055

1 - Spring 6 - Adjusting Screw

2 - Plug 7 - Plug
3 - Pilot Poppet 8 - Main Poppet
4 - Spring 9 - Sleeve
5 - Spring 10 - Piston
T3-3-14

CONTROL VALVE

ARM REGENERATIVE VALVE

The arm regenerative valve is shifted by the pilot
pressure guided via the solenoid valve unit (SC).
When the arm regenerative valve is shifted, the
return oil line from the cylinder rod side is closed.
Then, the return oil is combined with the pump
delivery oil to be supplied to the cylinder bottom side,
increasing the arm roll-in speed, improving the arm
controllability in general, and preventing arm
movement hesitation from occurring in arm roll-in
operations. (Refer to the Control System Group in
SYSTEM Section).

Arm cylinder

From the solenoid valve unit (SC)

Arm regenerative valve

SM0056
 T3-3-15

CONTROL VALVE

Arm regenerative
valve

Arm 1
From the solenoid valve
unit (SC)

Pump 2 Pump 1

SM0057
T3-3-16
CONTROL VALVE
BOOM ANTI-DRIFT VALVE, ARM ANTI-
DRIFT VALVE
An anti-drift valve is provided on the bottom side of
the boom cylinder and on the rod side of the arm
cylinder so as to reduce cylinder drift.
When the control valve spool is in neutral, the switch
valve part of the anti-drift valve is not shifted and the
pressure in the boom cylinder bottom side (the arm
cylinder rod side) exerts on the check valve of the
anti-drift valve via the switch valve, closing the check
valve.
Boom 1
Boom lower
pilot pressure
BUCKET FLOW CONTROL VALVE
The bucket flow control valve restricts the bucket
circuit in the combined operations of the bucket, arm
roll-in, and boom raise, so as to raise the boom
sufficiently.
When the arm is rolled in, the arm roll-in pilot pressure
shifts switch valve (A) of the bucket flow control valve.
If the boom is raised at the same time, the boom raise
pilot pressure is routed through the switch valve (A),
Arm roll-in pilot pressure
Switch valve A
Boom raise pilot pressure
Switch valve B
Bucket pilot pressure
When the arm roll-in or boom lower is operated, the
pilot pressure via the pilot valve shifts the switch valve
of the anti-drift valve. The oil pressure exerted on the
check valve is returned to the hydraulic oil tank via the
restriction in the switch valve.
(The check valve is designed to close by a signal
pressure, which arises when the switch valve is not
shifted, and to open when the signal pressure is not
exerted (when the switch valve is shifted.)).
Boom cylinders
Anti-drift valve (check valve)
Anti-drift valve (switch valve)
SM0058
shifting the switch valve (B) of the bucket flow control
valve.
Thus, the back pressure exerting on the poppet valve
rises, applying a force to close the poppet valve, thus
restricting oil flow through the poppet valve. For this
reason, the oil flow to the bucket is restricted,
supplying an oil flow to the higher-load-applied boom
raise side.
Poppet valve
Bucket
Bucket cylinder
SM0059
 T3-3-17

CONTROL VALVE

Bucket flow control valve

Arm anti-drift valve

Boom anti-drift
valve

Pump 2 Pump 1

SM0048
T3-3-18
CONTROL VALVE
TRAVEL FLOW CONTROL VALVE
When the front attachment is operated while
traveling, the non-travel signal pilot pressure exerts
on the travel flow control valve, which is located in the
parallel circuit, after flowing through the hydraulic
Hydraulic timer
To the travel motor
Left
travel spool
Travel parallel circuit
TRAVEL/BOOM LOWER SELECTOR VALVE
The boom lower operation is actuated by the oil flow
via the boom 1 section. However, in travel-combined
operations, the oil flow from pump 1 does not flow in
the downstream boom 1 spool as it goes to the
upstream travel spool. If the boom is positioned up in
the air at the moment, the boom would be lowered by
its own weight. However, if the travel-combined
boom lower operation is performed with the base
machine raised off the ground, the boom does not
lower.
Boom 2
Travel/Boom lower
selector valve
Pump 2
timer, so as to gradually restrict the parallel circuit.
As the parallel circuit is gradually restricted, shock
loads, occurring due to the front attachment
operation, are reduced.
Non-travel signal pilot pressure
Travel flow control valve
Non-travel spool
SM0060
To prevent this from occurring, in travel-combined
boom lower operations, the boom 2 spool is shifted to
route the oil flow from pump 2 to the boom lower
section so that the boom lowers to sufficiently
perform the machine jack-up operation.
When the travel spool is shifted, the travel signal pilot
pressure shifts the travel/boom lower selector valve,
allowing the boom lower pilot pressure to exert on the
boom 2 spool. Thus, the boom lower operation is
sufficiently performed in travel-combined operations.
Right travel spool
Boom 1
To the boom cylinder
SM0061
 T3-3-19

CONTROL VALVE

Hydraulic timer

Travel flow
control valve Signal pilot pressure circuit

Left travel motor

Right travel motor

Bucket

Travel/Boom lower
selector valve

Boom

Parallel passages

Pilot pump

Pump 2 Pump 1

SM0047
T3-3-20

CONTROL VALVE

BOOM REGENERATIVE VALVE

In boom lower operations, the return oil from the spool.

cylinder bottom side is combined with the oil flow from By this boom regenerative valve operation, the boom
the pump, supplying an additional oil flow to the lower operation is improved and cavitation is
cylinder rod side, via the check valve in the boom prevented from occurring.

Boom regenerative
valve

Boom cylinders

Boom 1
Boom lower
pilot pressure

SM0062
 T3-4-1

PILOT VALVE

OUTLINE

The pilot valve controls pilot pressure oil to move the
control valve spools. There are two types of pilot
valves. One is for front/swing operation; the other is
for travel operation. Both have standard four oil ports.
An optional two-oil-port type is available.
Except for the cam construction to push the pusher
down, the construction of the pilot valve in both the
front/swing pilot valve and the travel pilot valve is the
same.

• Right and left pilot valves (Front/Swing)

Port No. Control

1 Bucket roll-out
Right 2 Boom lower
3 Bucket roll-in
4 Boom raise
1 Swing left
Left 2 Arm roll-in
3 Swing right
4 Arm roll-out T 3 4 P
3 4
T P

P T 2 1

SM0065

1 3 2 4

SM0063
T3-4-2

PILOT VALVE

• Travel pilot valve

Port No. Control

1 Left travel forward
2 Left travel reverse
3 Right travel reverse
T
4 Right travel forward
T

4
P T 1

2
1 2 3 4
3

SM0064 SM0066
 T3-4-3

PILOT VALVE

OPERATION

• Front and Swing Pilot Valve

The lower face of spool (8) head is suspended by the In neutral

upper face of spacer (4); they are kept in contact by
setting force of balance spring (6). Spacer (4) is
installed between pusher (3) and spring guide (5) and
supported by return spring (7). Piston (9) is located
inside spool (8). The lower end of piston (9) makes
contact with the plate, preventing the piston from
moving further downward.
Above piston (9), a chamber is provided and it is led
to the outside of spool (8) through holes provided in
spool (8).
(Corresponding to A to B in the output diagram):
When control lever (1) is in the neutral position (no
pusher stroke), spool (8) completely blocks pressure
oil from entering port P. Since the delivery port is open
to port T, pressure at the delivery port equals that in
the hydraulic oil tank.
When control lever (1) is slightly moved, cam (2)
moves together, pressing down on pusher (3).
Then, pusher (3), spacer (4), and spring guide (5)
move downward as a unit, compressing return spring
(7).
The lower face of spool (8) is kept in contact with the
upper face of spacer (4) by setting force of balance
spring (6) and moves downward together with spacer
(4). However, even if control lever (1) is moved
further, until clearance (A) at section (a) reaches
zero, the delivery port remains open to port T,
keeping pressure at the delivery port equal to that in
the hydraulic oil tank.

Delivery port
pressure
(pilot pressure)
1

2
A B Pusher stroke

3 OUTPUT DIAGRAM

4
5
6

SECTION
(a)
7
(A) 8
Port T
(A)=0
Delivery port

Port P
9

SM0067

1 - Control Lever 6 - Balance Spring

2 - Cam 7 - Return Spring
3 - Pusher 8 - Spool
4 - Spacer 9 - Piston
5 - Spring Guide
T3-4-4

PILOT VALVE

Ready to start operation

(Corresponding to B to C section in the output
diagram):

When control lever (1) is tilted slightly further from the
position where clearance (A) in section (a) reaches
zero, and pusher (3) is pushed downward, spool (8)
is moved downward, opening notched section (b) to
allow pressure oil at the port P to flow into the delivery
port.
This oil pressure is also led to the inside of spool (8)
via orifice (10), and acts to push spool (8) upward.
Until this oil pressure force reaches the setting force
of balance spring (6), balance spring (6) will not be
compressed so that spool (8) is not moved upward,
closing the clearance at section (a), keeping the
notch at section (b) opened, and letting the oil
pressure to increase at the delivery port.
If the oil pressure at the delivery port increases, and
the upward-pushing force of spool (8) slightly
exceeds the setting force of balance spring (6), spool
(8) moves upward against setting force of balance
spring (6).
Once spool (8) moves upward, upper clarance at
section (a) is opened and lower notch section at
section (b) is closed, leading oil pressure at the
delivery port to port T, and decreasing oil pressure at
the delivery port.
When oil pressure at the delivery port decreases, the
force to push up spool (8) is reduced so that balance
spring (6) stretches to move spool (8) downward,
closing both the clearance and the notch at sections
(a and b).
Thus, original position of spool (8) is kept resumed.
The oil pressure will continue to increase until it is
equal to setting force of balance spring (6) (shown by
the point C in the output diagram).

Delivery port
pressure
1 (Pilot pressure)

B Pusher stroke

OUTPUT DIAGRAM
3

Section (a) 8

Port T
Clearance (A) reaches zero
Delivery port Section (b)
10
Port P

SM0068

1 - Control Lever 8 - Spool

3 - Pusher 9 - Piston
6 - Balance Spring 10 - Orifice
 T3-4-5

PILOT VALVE

Operation corresponding to the control lever stroke

(Corresponding to C to D in the output diagram):

As control lever (1) is moved further to push pusher
(3) downward, spool (8) is pushed down to open the
notch at section (b), increasing oil pressure at the
delivery port.
As pressure increases, the force to push up spool (8)
increases. Then, when force to push up spool (8)
exceeds the setting force of balance spring (6), spool
(8) starts to move upward, compressing balance
spring (6).
When spool (8) moves upward until the clearance at
section (a) opens, the delivery port is opened to port
T, stopping oil pressure increase at the delivery port
and stopping movement of spool (8).
Accordingly, when compressed by pusher (3), spring
force of balance spring (6) increases in proportion to
the pusher stroke, Then, oil pressure increases to
counteract against this spring force.

Delivery port
pressure
(Pilot pressure)
1
D

Pusher stroke

OUTPUT DIAGRAM

Section (a)
8

Port T

Delivery port
Section (b)

Port P

SM0069

1 - Control Lever 6 - Balance Spring

3 - Pusher 8 - Spool
T3-4-6

PILOT VALVE

Operation close to pusher stroke end

(Corresponding to D to E in the output diagram):

As pusher (3) is pressed down, balance spring (6) is
compressed, reducing clearance (B) between
pusher (3) and the top of spool (8) (shown at section
(c)), finally to zero.
After that, pusher (3) directly pushes spool (8).
Even if oil pressure at the delivery port increases,
spool (8) cannot move upward, closing the oil
passage from the delivery port to port T, and opening
the oil passage from the delivery port to port P.
Then, oil pressure at the delivery port increases until
it reaches port P pressure.

Delivery port E
pressure
(Pilot pressure)
D

Pusher stroke

3 OUTPUT DIAGRAM

Section (c)

Clearance (B) reaches zero

6

Port T

Delivery port

Port P

SM0070

3 - Pusher 8 - Spool
6 - Balance Spring
 T3-4-7

PILOT VALVE

Full stroke operation

(Corresponding to E to F section in the output
diagram):

Even if control lever (1) is tilted further to push down
pusher (3), spool (8) moves downward along with
pusher (3), only widening the notch at lower section
(b) of spool (8).
Thus, oil pressure at the delivery port is kept same as
at port P. Pusher (3) can be pressed down until spring
guide (5) comes into contact with the shoulder
(section (d)) of the casing.
This position is the stroke end of pusher (3)
(corresponding to F position in the output diagram).
This process corresponds with E to F section in the
output diagram.
The total stroke of the control lever is decided by
dimension C.

Delivery port E F
pressure
1 (Pilot pressure)

Pusher stroke

3 OUTPUT DIAGRAM

Section (d)

C
5

Port T

Delivery port
Section (b)
Port P

SM0071

1 - Control Lever 5 - Spring Guide

3 - Pusher 8 - Spool
T3-4-8

PILOT VALVE

• Travel Pilot Valve

In neutral Full stroke operation:

(Corresponding to A to B in the output diagram):
Lever - In Neutral (Pusher Stroke: A to B)
In neutral, spool (6) closes port P (the input port) and
tank port T is connected to delivery port through
clearance (A). Thus, the pressure at delivery port is
the same as that at tank port T.
When the control lever is moved slightly from A to B,
pusher (2) and spring guide (3) together move down
against return spring (5) and balance spring (4). At
this time, as both oil pressures above and below
spool (6) are the same as the tank pressure, spool (6)
moves down together with spring guide (3) until
clearance (A) becomes zero.
Lever - Full Stroke (Pusher Stroke)
When the control lever is moved full stroke, pusher
(2) is moved down until spring guide (3) comes into
contact with the shoulder of the valve casing (Lever
Stroke End), opening notch (B) further to port P.
The output pressure (pilot pressure to the control
valve) remains at the pilot system pressure (the port
P pressure).
Dimension (C) in the figure right shows the control
lever full stroke.

Delivery port
Operation corresponding to the control lever stroke pressure
(Corresponding to C to D in the output diagram): (Pilot pressure)
Lever - Operated D
(Pusher Stroke: C to D — Metering)

When the control lever is moved further to push

pusher (2) down, port P is connected to delivery port C
through notch (B) and passage in spool (6), routing
pilot pump pressure. However, when the pressure
applied into spool (6) overcomes the balance spring A B Pusher stroke
force, spool (6) moves up, closing port P. When
pusher (2) is moved further down, compressing
return spring (5) and balance spring (4), the larger the
balance spring force; thus, the output pressure OUTPUT DIAGRAM
increases in proportion to the increase in the balance
spring force.
SM0072
 T3-4-9

PILOT VALVE

Pusher stroke: A to B

4
5
Port T
(A) Clearance A: 0

Port P

Delivery port

SM0073 SM0075

Pusher stroke: C to D Pusher stroke: full stroke

2
2

(C)
4

5
3
Port T Port T
(B)

Port P 6 Port P

Delivery port Delivery port

SM0074 SM0076

1 - Cam 4 - Balance Spring

2 - Pusher 5 - Return Spring
3 - Spring Guide 6 - Spool
T3-4-10

PILOT VALVE

NOTE
 T3-5-1

TRAVEL DEVICE

OUTLINE

The travel device consists of travel motor (14),

planetary reduction gears (1) to (12), and sprocket
(13).

8
2

1
9

10

11
12

13

14

SM0077

1 - Third Stage Carrier 8 - Ring Gear

2 - Third Stage Sun Gear 9 - First Stage Planetary Gear
3 - Second Stage Planetary Gear 10 - Third Stage Planetary Gear
4 - Second Stage Carrier 11 - Drum
5 - Second Stage Sun Gear 12 - Hub
6 - First Stage Carrier 13 - Sprocket
7 - Propel Shaft 14 - Travel Motor
T3-5-2

TRAVEL DEVICE

TRAVEL REDUCTION GEAR

The travel reduction gear is a third stage planetary
gear type. The travel motor rotates propel shaft (7)
and this driving force is transmitted to third stage
planetary carrier (2) and ring gear (1) via first stage
planetary gear (8), first stage carrier (6), second
stage sun gear (5), second stage planetary gear (9),
second stage carrier (4), third stage sun gear (3), and
third stage planetary gear (10).
Third stage carrier (2) is held stationary by housing
(13) of the travel motor and hub (12).
As ring gear (1) and sprocket (11) are bolted to drum
(14), they all rotate together.

1 2

1 2 3 4 5 9 6

13

7
10
13 9
12
12 8
14
Third Second First
stage stage stage
11 10
11

SM0078

1 - Ring Gear 8 - First Stage Planetary Gear

2 - Third Stage Carrier 9 - Second Stage Planetary Gear
3 - Third Stage Sun Gear 10 - Third Stage Planetary Gear
4 - Second Stage Carrier 11 - Sprocket
5 - Second Stage Sun Gear 12 - Hub
6 - First Stage Carrier 13 - Housing (Travel Motor)
7 - Propel Shaft 14 - Drum
 T3-5-3

TRAVEL DEVICE

TRAVEL MOTOR

This travel motor is a variable-displacement bent-
axis axial-plunger type that includes a parking brake
(wet-multi-disc negative type).
The main parts of the motor are plate (1), valve plate
(2), rotor (14), plungers (13), center shaft (5), drive
disc (7), servo piston (16), parking brake piston (12),
friction plates (11), and plates (10).
Rotor (14) is pre-loaded against valve plate (2) by
spring (4). As oil pressure in the rotor bores
increases, the pressure acts on end faces (A) of the
rotor bores and assists spring (4) to force rotor (14)
against valve plate (2).

1 2 3 4
5
6

16
10
11
12
15

14
A
13

SM0079

1 - Plate 9 - Roller Bearing

2 - Valve Plate 10 - Plate
3 - Disc Spring 11 - Friction Plate
4 - Spring 12 - Brake Piston
5 - Center Shaft 13 - Plunger
6 - Housing 14 - Rotor
7 - Drive Disc 15 - Link
8 - Roller Bearing 16 - Servo Piston
T3-5-4

TRAVEL DEVICE

Pressure oil supplied to port AM of the valve plate (1)
flows into the rotor bores (2) underneath port AM,
pushing the plungers (3). The vertical component
force (FV) of plunger pushing force (F) rotates the
drive disc (4). As the drive disc (4) rotates, the rotor
(2) also rotates.
When the plungers (3) moves to port BM side, oil is
routed to the hydraulic oil tank.
Whether pressure oil from the pump is supplied to
port AM or BM determines travel direction.

3
BM 4

AM

FR

FV

SM0080

1 - Valve plate 3 - Plunger

2 - Rotor 4 - Drive disc
 T3-5-5

TRAVEL DEVICE

Travel Speed Selection

Servo piston (1) is interconnected to valve plate (6)

via link (5) so that when servo piston (1) is moved,
swash angle of rotor (7) is shifted through valve plate
(6), leading to travel speed change.

• Slow speed

When the slow speed travel mode is selected, the
MC (Main Controller) does not send out an
electronic control signal to the solenoid valve unit
(SI).
Therefore, speed change pilot pressure is not
routed to servo piston (1). Thus, spool (3) is held
down by spring (2). Then, pressure oil P from the
motor port is led to both chambers “B” and “C”.
Since the pressure-receiving area in chamber “C”
is larger than that in chamber “B”, servo piston (1)
moves upward, increasing swash angle to the
maximum.
Accordingly, as the stroke of the plungers in the
motor is increased, slower revolution of the travel
motor for low speed mode is obtained.

7 1

Drain

P B

5
4 Pilot pressure

SM0081

1 - Servo Piston 5 - Link

2 - Spring 6 - Valve Plate
3 - Spool 7 - Rotor
4 - Orifice
T3-5-6

TRAVEL DEVICE

• Fast speed travel mode

When the fast speed travel mode is selected,
corresponding to travel loads, the MC sends out an
electronic control signal to the solenoid valve unit
(SI). Therefore, speed change pilot pressure is
routed to chamber “D”, moving spool (3) upward.
Then, passage “E” opens and oil in chamber “C” is
drained through the inner passages in spool (3).
As pressure oil P from the motor port is led to
chamber “B”, servo piston (1) is moved down,
reducing the swash angle of rotor (7).
Accordingly, as the stroke of the plungers in the
motor is decreased, faster revolution of the travel
motor for fast speed mode is obtained.
(Refer to the Control System Group in the SYSTEM
Section).

1
6

7 2
Drain

B
3

E
5
Pilot pressure
4 Drain
P

Position of servo piston at initial

stage of fast speed travel operation:

Pilot pressure

Position of servo piston during

stage of fast speed travel operation

SM0082

1 - Servo Piston 5 - Link

2 - Spring 6 - Valve Plate
3 - Spool 7 - Rotor
4 - Orifice
 T3-5-7

TRAVEL DEVICE

TRAVEL BRAKE VALVE

The travel brake valve is located on the travel motor

head and consists of the following valves.

- Check Valve (1): - Overload Relief Valve (4):

Ensures smooth starts and stops, and prevents Prevents overloads and surge pressure in the
cavitation from occurring in the motor circuit by motor circuit.
functioning together with counterbalance valve (5).
- Counterbalance Valve (5):
- Reducing Valve (2): Ensures smooth starts and stops and prevents
Reduces parking brake release pressure and overrunning when traveling down slopes.
prevents sudden operation of the brake.
- Servo-Piston Operating Shuttle Valve (6):
- Parking Brake Release Shuttle Valve (3): Leads divided hydraulic oil flow for travel motor
Leads travel motor drive pressure to the parking operation to the servo-piston.
brake.

Section B-B

1
3
1
A 2

4 B
AM BM

AV BV C

Section A-A
A

Section C-C
6
SM0083

1 - Check Valve 4 - Overload Relief Valve

2 - Reducing Valve 5 - Counterbalance Valve
3 - Parking Brake Release Shuttle Valve 6 - Servo-Piston Operating Shuttle Valve
T3-5-8
TRAVEL DEVICE
Travel Operation
When supply oil from the control valve is routed to
port BV, supply oil flows around spool CB, opens
check valve BC (9) and is led to motor port BM.
However, return oil from motor port AM is blocked by
check valve AC (8) and spool CB (7).
As supply oil pressure at port BV increases, supply oil
is routed to chamber “G” through orifice “F” in spool
CB (7), moving spool CB (7) to the left against spring
force.
Consequently, return oil from motor port AM starts to
flow into port AV through notch “H” in spool CB (7),
allowing the travel motor to rotate.
When the travel levers are returned to the neutral
position, the oil in both ports AV and BV are routed to
the hydraulic oil tank through the control valve. Thus,
oil pressure in chamber “G” decreases, and spool CB
(7) is moved back to the original position by spring
force. Then, the oil flow circuit is blocked, causing the
travel motors to stop rotating.
Descending Operation
When the machine travels down a slope, the travel
7
8
AM
AV
H G
4 - Overload relief valve
7 - Spool CB
motors are forcibly driven by the machine weight so
that the motor draws oil like a pump. When the motor
draws oil, oil pressure at port BV and chamber “G”
decreases, causing spool CB (7) to move to the right.
Then, the return oil flow from the motor is restricted by
the spool, increasing pressure at port AM.
The increased pressure at port AM brakes the motor.
Thus, the restricted return oil flow increases the
pressure at port BV again, moving spool CB (7) back
to the left. This repeat movement of the spool
(hydraulic brake action) prevents the machine from
overrunning.
Circuit Protectors
If pressure in the circuit increases over the setting
pressure of the overload relief valve (4), this valve
opens to relieve peak pressure to the lower pressure
side to protect the motor from overloading. This valve
also functions to release shock pressure caused by
inertia force developing when the motor stops.
When the motor draws oil because of pumping
operation, check valve BC (9) opens to make up
vacuum, so that cavitation will not develop in the
circuit.
4
9
BM
BV
F
SM0084
8 - Check valve AC
9 - Check valve BC
 T3-5-9

TRAVEL DEVICE

PARKING BRAKE

When the brake is applied: When the brake is released:

1 3
K
2 4

M
5

SM0085

1 - Disc Spring 4 - Plate

2 - Piston 5 - Housing
3 - Friction Plate 6 - Drive Disc
T3-5-10
TRAVEL DEVICE
The parking brake is a negative-type brake released
when oil pressure “K” is applied to parking brake
chamber “M”. Whenever the travel control valve
spools are in neutral, the parking brake is
automatically applied.
Friction plates (3) are connected to drive disc (6), and
plates (4) to motor housing (5) via spline coupling
respectively. When disc spring (1) pushes piston (2)
to the right, friction plates (3) come into contact with
plates (4), applying the parking brake.
Starting to travel:
When travel lever is pulled reverse, pressurized oil
from the pump flows to port AM via the control valve.
The pressurized oil flows to the travel motor and
AM
G I
7 - Reducing valve
8 - Shuttle valve
chamber “G” located at the end of spool CB (9).
Parking brake release pressure is blocked by spool
CB (9). When pressure increases, spool CB (9)
moves to the right. Pressurized oil flows to reducing
valve (7) via the orifice “I” of spool CB (9), then flows
to parking brake chamber “M” to release the travel
parking brake.
When the machine is not traveling:
Pressure oil from the travel motor is not routed
through shuttle valve (8), and parking brake chamber
“M” is led to the drain circuit through reducing valve
(7). Piston (2) is gradually forced to the right by disc
spring (1), making friction plates (3) come into contact
with plates (4).
Drain
BM
8 9
SM0086
9 - Spool CB
 T3-6-1

OTHERS COMPONENTS (Upperstructure)

PILOT SHUT-OFF VALVE To pilot valve

The pilot shut-off valve is a manual-operated switch

valve. The spool in the pilot shut-off valve is rotated To hydrayulic
by moving the pilot control shut-off lever to turn on or oil tank
off the pilot oil flow to the pilot valves.
From pilot
pump

To shockless valve From pilot valve

SM0087

• Valve Operation with Pilot Control Shut-Off From pilot valve

Lever in LOCK Position
The pilot shut-off valve is set in the neutral position.
Pressure oil from the pilot pump does not flow into
the pilot valves, but it is routed to the shockless
To shockless valve
valve. Pilot oil on the pilot valve side is routed to the
hydraulic tank as drain passages in the pilot shut-
off valve open.

To hydraulic From pilot

oil tank pump

SM0088

To pilot valve
• Valve Operation with Pilot Control Shut-Off
Lever in UNLOCK Position
The pilot shut-off valve is set in the operating
position, allowing pressure oil from the pilot pump
to flow into the pilot valves. The pilot pressure can
be and will be routed to the control valve to operate
the respective hydraulic cylinders and/or motors as
the pilot valves are operated, in other words, as the
control levers are operated.

From pilot pump

SM0089
T3-6-2

OTHERS COMPONENTS (Upperstructure)

SHOCKLESS VALVE 1 2

Check valves, pilot pressure sensor (for arm roll in),

and pilot pressure switch (for boom raise) are built
into the shockless valve block in addition to the
shockless valves.
The shockless valves regulate secondary pilot
pressure (pilot pressure between the pilot valves and
6
the control valve spools) for the arm roll-out and for
boom raise functions, preventing abrupt and rapid 5
movement of the respective control valve spools.

4 3
SM0090

7
• When the arm roll out or the boom raise is operated,
secondary pilot pressure from the pilot valve is
routed to the side B of the shockless valve. To control A B From pilot
Immediately after operating the control lever, the valve spool valve
secondary pilot pressure routed to the side B flows
to the control valve spool via orifice (9). As the
secondary pilot pressure increases, check valve 9 8
(7) opens.
SM0091

• Return oil from the control valve spool flows back to

the hydraulic oil tank via orifice (9). As the pressure
at the side A increases, spool (8) moves in
To hydraulic
proportion to the pressure increase, regulating the oil tank via
return oil flow. From control A B pilot valve
valve spool

9 8

SM0092

1 - Shockless Valve
2 - Pilot Pressure Switch (Boom Raise)
3 - Check Valve
4 - Check Valve
5 - Shockless Valve
6 - Pilot Pressure Sensor (Arm Roll In)
7 - Check Valve
8 - Spool
9 - Orifice
 T3-6-3

OTHERS COMPONENTS (Upperstructure)

Warm-up circuit

When the pilot shut-off valve is in the LOCK position,
pilot oil via the pilot shut-off valve flows into the
shockless valve. The oil is heated as it flows through
the restriction located at the inlet of the shockless
valve.
For this reason, the pilot circuit is warmed as this
heated oil flows into the shockless valve and into the
pilot valves.

To pilot valve To control valve

To pilot valve To control valve

To pilot valve To control valve

To pilot valve To control valve

Shockless valve

Pilot shut-off valve

From pilot pump

SM0093
T3-6-4

OTHERS COMPONENTS (Upperstructure)

SOLENOID VALVE UNIT

Front
The solenoid valve unit functions to control the pump
regulator, control valve and travel motor servo piston
upon receiving signals from the main controller MC.
The solenoid valve unit consists of four solenoid
valves (SC), (SD), (SI), and (SG). (Refer to the
Control System Group in the SYSTEM Section).

SC : Controls the arm regenerative valve located in

the control valve.

SD : Controls the pump regulator.

(Speed Sensing)
SC
SI : Controls the travel motor servo piston. SD
(Travel Speed Selection) SG

SG : Functions to increase the main relief valve

SI
pressure setting

SM0094

OTHERS COMPONENTS (Upperstructure)
Proportional Solenoid Valve
Upon receiving an electric current signal from the
MC, the proportional solenoid valve outputs hydraulic
pressure proportional to the degree of the electric
current.
• When not energized (In neutral):
The spring pushes the spool to the right,
connecting the output port S to the tank port T.
• When energized:
The solenoid pushes the spool to the left for a
distance proportional to the electric current flowing
through the solenoid. Pilot oil from port (P) flows
S Spring
T P
T3-6-5
into output port S, increasing the pressure at output
port S. The pressure at port S acts on the two banks
of walls on the spool. (See detail “a.”).
Because of the pressure receiving area difference
between the two walls, the pressure at port S acts
as a force to push the spool to the right. As the
pressure at port S increases, the force to push the
spool to the right also increases. When this force
overcomes the force to push the spool to the left by
solenoid, the spool moves back to the right side,
closing the passage between output port S and port
P. As a result, pressure increase at port S stops.
Spool
Solenoid
SM0095
T3-6-6

OTHERS COMPONENTS (Upperstructure)

PILOT RELIEF VALVE

The pilot relief valve functions to regulate the pilot pump pressure oil routed to port P to a set constant
pressure.

Pilot relief valve

P A

SM2200

EC MOTOR

The EC motor is used to control engine speed. A motor rotation to calculate the governor lever
worm gear is incorporated into the EC motor to position. (Refer to the Control System Group in
prevent a loss of synchronism from occurring. The SYSTEM Section).
EC sensor is provided to detect the degrees of the EC

Output shaft Worm gear

Output gear

Sensor gear
Motor

EC sensor
Worm wheel

SM0097
 T3-7-1

OTHERS COMPONENTS (Undercarriage)

SWING BEARING

This bearing is a single-row shear ball-type bearing, bolted to the undercarriage.

comprising outer race (1), inner race (3), balls (6), The internal gear of inner race (3) engages with the
supports (5), and seals (2), (4). Outer race (1) is output shaft of the swing reduction gear.
bolted to the upperstructure and inner race (3) is

6
4

SM0098

1 - Outer Race 4 - Seal

2 - Seal 5 - Support
3 - Inner Race 6 - Ball
T3-7-2

OTHERS COMPONENTS (Undercarriage)

CENTER JOINT

The center joint is a 360° rotating joint. When the
upperstructure is rotated, the center joint avoids
twisting of hoses and allows hydraulic oil to flow
smoothly to or from the travel motors. Spindle (1) is
attached to the main frame, and body (2) is bolted to
the swing center of the undercarriage.
Hydraulic oil flows to the right and left travel motors
via spindle (1) and the oil ports of body (2). Seals (3)
prevent oil leaks between spindle (1) and body (2)
into adjacent passages.

To left travel To right travel To left travel To right travel

motor (Reverse) motor (Forward)
To left travel To right travel
motor (Forward) motor (Reverse)
Pilot pressure for
travel speed selection
motor (Forward) motor (Forward)
To left travel To right travel
motor (Reverse) motor (Reverse)
1
Pilot pressure for
travel speed selection
Drain

Drain

Drain
3

Drain
Forward
Reverse
Pilot pressure for
travel speed selection

SM0099

1 - Spindle 3 - Seal
2 - Body
 T3-7-3

OTHERS COMPONENTS (Undercarriage)

TRACK ADJUSTER

The track adjuster located on the side frame is

composed of spring (5) and adjuster cylinder (6). ! CAUTION
Spring (5) absorbs loads applied to the front idler.
Do not loosen valve (1) quickly or loosen too
Adjuster cylinder (6) adjusts track sag.
much since high-pressure grease in the adjusting
cylinder may spout out.
• Grease is applied through grease fitting into
Loosen carefully, keeping body parts and face
chamber A of adjuster cylinder (6) as illustrated
away from valve (1). Never loosen grease fitting.
below. The pressure of the grease pushes piston
rod (7) out and decreases track sag.

• To increase track sag, loosen valve (1) 1 to 1.5

turns counterclockwise to release grease from the
track adjuster cylinder through the grease
discharge hole.
1

Grease fitting

Grease discharge hole

1 2 3 4 A 5 6 7

SM0100

1 - Valve 5 - Spring
2 - Nut 6 - Adjuster Cylinder
3 - Flange 7 - Piston Rod
4 - Spacer
T3-7-4

OTHERS COMPONENTS (Undercarriage)

NOTE