SY215C9 Excavator

For overseas dealers

Andy Lau
 Hydraulic system
Features of the hydraulic system:
 Two pumps, two circuits.
 Four working modes.
 Electronic controlled positive flow control system.
 Total horsepower of the pump group is constant: front
pump horsepower plus rear pump horsepower keeps
constant.
 The single pump is controlled under constant horsepower.
Which means P x Q = C.
 Major hydraulic components are supplied by Kawasaki.
 System consist of:
 Power supply components, such as hydraulic pump.
 Control components. Such as pilot valve, main valve, etc.
 Actuators Such as cylinders, motors, etc.
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 Hydraulic schematic
Detail description

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 Hydraulic pump
Front pump, rear pump, and the pilot pump are connected
in series.
Maximum displacement is 107 ml/r, and the maximum oil
flow is 220 X 2 L/min.
Pump is electronic controlled completely which responds
accurately and quickly.

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 Main control valve
Maximum oil flow is
220 L/min.
 Confluence for the
boom up operation.
 Confluence for the stick
operation.
 Confluence for the
bucket operation.
 Regeneration function
for the stick in circuit.
 Straight travel.
 Boom priority.
 Swing priority.
 Zero drift for the stick.
 Zero drift for the boom.
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 Main control valve

Arm 1
Arm 2

Option
Bucket

Boom 2
Boom 1

Travel Left Swing

Travel Travel Right

Straight

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 Main control valve

As oil port Dr1 oil port

Atr oil port

Boom to swing
priority

Dr6 oil port

Btr oil port

Bs oil port Oil port for the big chamber

of the arm cylinder

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 Main control valve
Bucket cylinder
big chamber
Arm cylinder
rod chamber

Pz return
oil port

R2 return R2 return oil

Boom cyl
rod chamber

Boom cyl
Bucket cyl
big chamber
rod chamber

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 Main control valve

Front Bottom
View View

There is a Tee connects to the Dr2 oil port: one hose goes to the
Pz oil port (main relief valve return), and another one goes to the
hydraulic oil tank.

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 Main control valve
R2 return oil tube from the oil cooler
Check valve block

To hydraulic oil tank

Oil comes from

the rear pump

Pressure oil comes from the front pump

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 Main control valve

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 Transition block

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 Solenoid valve group

A1 A2 A3 A4 A5 A6 A7 A8

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 Solenoid valve group

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 Pilot connection

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 Swing unit
Maximum oil flow:228 L/min.
Max displacement:169 cm³/r.
Speed ratio: 24.04
 Parking brake

 Make up valve

 Anti-rebound valve

 Relief valve

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 Travel unit
Travel unit of C-9 and C-8
is the same.
Parking brake and counter
balance valve is equipped.
Displacement of Nabtesco
(帝人) motor is 130.4/74.9
cm³/r. Speed ratio of the
final drive is 60.
Displacement the KYB (宣
场) motor is 168.9/100.3
cm³/r. Speed ratio is 43.2.
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 C8 vs C9

C8 C9

Hoses of boom and bucket Boom cylinder hoses connect

cylinder connect to the right to the left side of ctrl valve.
side of the control valve. Both stick and bucket cyl have
Stick cyl hoses connect to the an oil port on each side of the
left side of the control valve. main control valve.

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 C8 vs C9

C8

C8 model: there is a bucket confluence hose installed.

C9 model: bucket confluence is carried out within the main

control valve. No bucket confluence hose.
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 C8 vs C9

C8 C9

Transition block of C8 is Transition block of C9 is

located at the top-front located behind the cab.

of the main control valve.

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 C8 vs C9

C8 C9

Location of the transition block is different between C8 &

C9 model as shown in the former slide.

C9 pilot hoses from the pilot valve to the transition block

are shorter than the hoses of C8 model.

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 C8 vs C9

C8 C9

Location of the swing motor oil ports are different:

 C8 model: located at the cab side.

 C9 model: located at the tank side.

 Relative to the C8, swing motor of C9 is rotated 180o.

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 C8 vs C9

C8 C9

Tubes of stick and bucket cylinders:

 C8 model: left two for stick cylinder, and right two for
the bucket cylinder.
 C9 model: inboard two for the stick cylinder, and the
outboard two for the bucket cylinder.
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 C8 vs C9

C8 C9

C8: oil tube of the boom cylinder is arranged at the right

side of the main control valve.

C9: oil tube of the boom cylinder is arranged at the left side
of the main control valve.
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 C8 vs C9

C8 C9

Hose connection with the cylinder is different:

 C8: hoses connected with the cylinder by the nut. It is
easy for the servicemen to install the hose properly.

 C9: hoses connected with the cylinder by the flange.

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 C8 vs C9

C8 C9

Oil inlet tube of the oil cooler is revised:

 C8: inlet tube is very long, and a long hose is needed.

 C9: inlet tube is shortened. Oil flow resistance is reduced

accordingly.
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 C8 vs C9

C8 C9

Hoses of the oil cooler is changed to tubes:

 Service life is prolonged.

 It is convenient for the service engineer to do the repair.

 New arrangement is neatly.

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 C8 vs C9

C8 C9

Location of the return oil tube from the oil cooler

to the hydraulic oil tank changed:
 C8: located below the return valve block.

 C9: located above the return valve block.

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 C8 vs C9

C8 C9

Transition block is used in C8 model to connect the hoses of

the oil cooler and hoses of main ctrl valve.
Hoses connect to the oil tube of the oil cooler directly
without the transition block.
It is convenient for the serviceman to remove / install the
hoses in the C9 model.
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 Pilot circuit

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 Pilot circuit

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 Standby circuit

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 Standby circuit
All the valve spools are
in the neutral position.
Front pump oil goes via
following valves & then
return to the oil tank:
 Straight travel valve
 Left travel valve
 Boom 1 valve
 Bucket valve
 Stick 2 valve
Rear pump oil goes via
following valves & then
return to the oil tank.
 Right travel valve
 Swing valve
 Boom 2 valve
 Optional valve
 Stick 1 valve
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 C9 swing brake release circuit
 Once the left hand or right hand joystick is operated, swing
brake is released.

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 C8 swing brake release circuit

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 Swing operation

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 Swing operation
Pilot oil:
 Swing valve

 Swing brake release

Main oil:
 Front pump oil goes to oil
tank through the central
oil passage.

 Rear pump oil enters into

swing motor through the
swing valve spool.

 Return oil from the swing

motor passes through the
swing valve spool and
then goes to the oil tank.

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 Boom up operation

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 Boom up operation
Pilot oil:
 Boom 1 valve
 Boom 2 valve
 Swing brake release
Main oil:
 Front pump oil passes
through boom 1 valve
spool and then enters
into the head end of
the boom cylinders.
 Rear pump oil passes
through boom 2 valve
spool and then enters
into the head end of
the boom cylinders.
 Return oil from rod end
of the boom cylinders
passes through boom 1
valve spool and then go
to the oil tank.
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 Boom down operation

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 Boom down operation
Pilot oil:
 Boom holding valve
 Boom 1 valve
 Swing brake release

Main oil:
 Rear pump oil goes to oil
tank through central oil
passage.
 Front pump oil enters
into boom cylinders’ rod
end through the boom 1
valve spool.
 Head end return oil of
boom cylinders passes
through the boom 1
valve and goes to tank.
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 Stick in operation

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 Stick in operation
Pilot oil:
 Arm holding valve
 Arm valve 1
 Arm valve 2
 Swing brake release

Main oil:
 Front pump oil goes
through arm 2 valve
and enters into head
end of arm cylinder.
 Rear pump oil goes
through arm 1 valve
and enters into head
end of arm cylinder.
 Rod end return oil of
the arm cylinder is
blocked by the arm
regeneration valve.
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 Stick in operation
Arm is dropped under its
own weight. Oil pressure
in the head end is not
high enough to shift the
arm regeneration valve
toward right. Arm
regeneration valve is
closed.

Return oil opened the

check valve in the arm 1
valve spool and enters
into the head end of the
arm cylinder.
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 Stick in operation
As the action of arm’s
weight decreases, oil
pressure in the head
end of arm cylinder
increased gradually.
Arm regeneration valve
is shifted toward right
gradually until the left
chamber of the arm
regeneration valve is
put in use.
Return oil from the rod
end of the arm cylinder
flows back to hydraulic
oil tank via:
 Arm holding valve
 Arm 1 valve spool
 Arm regeneration valve
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 Stick out operation

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 Stick out operation
Pilot oil:
 Arm 1 valve
 Arm 2 valve
 Swing brake release
Main oil:
 Front pump oil goes
through arm 2 valve
and then enters into
rod end of the arm
cylinder.
 Rear pump oil goes
through arm 1 valve
and then enters into
rod end of the arm
cylinder.
 Head end return oil of
the arm cylinder flows
back to the hydraulic
oil tank via the arm 1
valve spool.
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 Bucket in operation

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 Bucket in operation
Pilot oil:
 Bucket confluence valve
 Bucket valve
 Swing brake release valve

Main oil:
 Front pump oil goes via
bucket valve and then
enters into head end of
the bucket cylinder.
 Rear pump oil passes
through the central oil
passage, combines with
front pump oil, flows to
the head end of bucket
cylinder.
 Rod end return oil passes
through the bucket valve
and flows to the hydraulic
oil tank.
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 Bucket out operation

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 Bucket out operation
Pilot oil:
 Bucket confluence valve
 Bucket valve
 Swing brake release valve

Main oil:
 Front pump oil goes via
bucket valve and then
enters into rod end of the
bucket cylinder.
 Rear pump oil passes
through the central oil
passage, combines with
front pump oil, flows to
the rod end of bucket
cylinder.
 Head end return oil passes
through the bucket valve
and flows to the hydraulic
oil tank.
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 Boom up & stick in

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 Boom up & stick in
Pilot oil:
 Arm 1 valve
 Arm 2 valve
 Arm holding valve
 Boom 1 valve
 Boom 2 valve
 Boom priority valve
 Swing brake release valve

Main oil:
1. Front pump oil flows to the
boom cylinder head end
via boom 1 valve.
2. Rear pump oil flows to the
boom cylinder head end
via boom 2 valve.
3. Rod end return oil of boom
cylinders flows back to oil
tank via boom 1 valve.
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 Boom up & stick in
4. Front pump oil flows to the
head end of arm cylinder is
limited and controlled by the
boom priority valve.
5. Rear pump oil flows to head
end of arm cylinder through
the arm 1 valve spool.
6. Rod end return oil is blocked
by arm regeneration valve.
7. Arm is dropped under its own
weight. Oil pressure of the
head end is not high enough
to shift the arm regeneration
valve rightward.
8. Return oil opens check valve
in the arm 1 valve spool and
flows to the head end of the
arm cylinder.
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 Boom up & stick in
9. As the action of arm’s weight
decreases, oil pressure in
the head end of arm cylinder
increased gradually.

10. Arm regeneration valve is

shifted toward right gradually
until the left chamber of the
arm regeneration valve is
put in use.

11. Return oil from the rod end

of the arm cylinder flows
back to hydraulic oil tank via:

A. Arm holding valve

B. Arm 1 valve

C. Arm regeneration valve

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 Stick in & swing right

Andy Lau 55
 Stick in & swing right
Pilot oil:
 Arm 1 valve
 Arm 2 valve
 Arm holding valve
 Swing valve
 Swing priority valve
 Swing brake release valve
Main oil:
 Front pump oil passes through
arm 1 valve and goes to head
end of arm cylinder.
 Rear pump oil has two branch.
Part of oil flows to swing motor
and the other oil goes through
swing priority valve and flows
to head end of arm cylinder.
 Rod end return oil goes through
arm holding valve and arm 1
valve, then flows to oil tank.
 Return oil of swing motor flows
through the swing valve and
then back to oil tank.
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 High/low speed travel
Note: 1. Left motor shows the two motors travels at high speed.
2. Right motor shows the two motors travels at low speed.

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 High/low speed travel
Pilot oil:
 Left travel valve
 Right travel valve

Main oil:
 Front pump oil flows through
left travel valve and then go
to the left travel motor.
 Return oil of the left travel
motor flows through the left
travel valve and back to the
hydraulic oil tank.
 Rear pump oil flows through
right travel valve and then go
to the right travel motor.
 Return oil of the right travel
motor passes through the
right travel valve and back to
the hydraulic oil tank.
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 Straight travel circuit

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 Stick in & travel

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 Stick in & travel
Pilot oil:
 Arm 1 valve
 Arm 2 valve
 Arm holding valve
 Left travel valve
 Right travel valve
 Straight travel valve
 Swing brake release valve
Main oil:
 Front pump oil supplies to
head end of arm cylinder
via two parallel circuits.
 Rod end return oil passes
through arm holding valve
and arm 1 valve and flows
to oil tank.
 Rear pump oil supplies to
both the left and the right
travel motor.
 Return oil flows back to oil
tank via the travel valves
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 Boom up, swing & stick out

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 Boom up, swing & stick out
Pilot oil:
 Arm 1 valve
 Arm 2 valve
 Boom to arm priority valve
 Boom 1 valve
 Boom 2 valve
 Swing valve
 Swing to arm priority valve
 Swing brake release valve

Main oil:
 Front pump oil supplies to
boom head end.
 Rear pump oil supplies to
swing motor, arm rod end
and boom head end.
 Return oils passes through
related valve spools and
flows to hydraulic oil tank.
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 Electrical system

Andy Lau
 System operation
C9 is updated from the C8. Kawasaki controller works stably,
and promises the best match between engine and hydraulic
system. Machine controller, opus46 monitor and GPS are the
core parts of the C9 electronic control system. CAN2.0 is used
to communicate among these three key parts.

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 System operation
SY215C9M2K electrical system:
 Monitor and pick up the signals of temperature, pressure, speed, and
switch status from the engine, main ctrl valve, hydraulic pump, etc.

 The picked up signals are sent to the controller, combined with the
operation signal input through the monitor. Controller calculates the
output value as required.

 The output signals is sent to the related solenoids or the proportional

valves to modulate the performance of the machine and optimize the
machine performance and the fuel efficiency.

 Positive flow control system: Working efficiency improved 8%. Fuel

efficiency improved 10%. Operation responds quickly, smoothly, and
cozily.

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 System operation

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 Features of the system
C9 electronic control system has following features:
 Waterproof, dustproof, quakeproof, and anti-jamming designed.
 Monitor the operation status continually, and alert the operator if the
abnormal phenomena is detected.
 Service hours, and system clock displayed on the monitor. System clock
can be adjusted to the local time.
 Monitor has multilevel menu to display the information. Operator can
consult the switch status or the parameters in the sub-menu.
 Working modes can be selected. The default working mode is S mode
when the engine is started.
 Travel speed can be selected. The travel speed will be shifted between
high speed and low speed when the button is pushed.
 Anytime when the engine is restarted, the A/I function is activated.
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 Electrical schematic

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 Fuse specification
Specification of all the fuses is listed in below chart.
 Preheat operation is manual controlled. If the toggle switch on the
right hand console is failed, replace it timely. Otherwise, preheat will
be activated anytime engine is started whether it is needed or not.
 Replace the failed fuse with the same specification always.
Code Spec Function Code Spec Function
F1 20A Start switch F2 5A Charging indicator
F3 5A Horn F4 10A Working lamp
F5 5A Washer & wiper F6 10A Radio
F7 10A Room lamp (indoor) F8 20A Air conditioner
F9 5A Repair lamp F10 5A Monitor
F11 20A Controller F13 160A Glow plug
F14 10A Sub-controller F15 15A Cigarette lighter
F16 10A PPC solenoid F17 5A Cab-top lamp
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 Start/stop circuit

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 Start/stop circuit
Starting circuit:
 Machine controller is not included in the starting system of SY215C9.
 Safety relay is controlled by the voltage of the alternator P pole. After
the engine is started and engine speed is above the low idle speed,
safety relay opens the circuit of the starting relay. Starting motor can
not be operated even that the start switch is turned to the starting
position.
Stop circuit:
 Turn the start switch to the off position.
 Power supply from the start switch to the shut down motor is cut off.
 Shut down time relay will delay about 2 seconds to disengage after
the start switch is turned to the off position, since that the alternator
still has electricity generated due to the inertia.
 Two seconds later, shut down time relay opened. No power supply to
the shut down motor, fuel is cut off completely by the shut off motor.
 Engine is stopped.
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 Shut down time relay

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 Shut down time relay
Compare to the former model, shut down time relay is
installed in the SY205C9 & SY215C9 to reduce the electric
surge during the process of shut down machine. Service life
of the electrical components is prolonged.

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 Pre-heating circuit

The yellow indicator on the right console is

for the preheating.

Preheating: close the heating switch, turn the

key switch to the heating position.

Preheating time: less than 15s each time.

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 Accessory circuit

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 Control circuit

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 Monitor
German monitor will be replaced by Sany monitor or Japan
monitor gradually.
A small batch of SEHC ( Sany Encourage Hydraulic Control)
and SECD ( Sany Encourage Communication Display) is used
on the SY205C9 and SY215C9 model.
Japan monitor is used on SY205C9 & SY215C9 which has the
Kawasaki controller installed.

German SECD 5I
Japan Monitor
Monitor Monitor
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 Pilot pressure sensor

C8 model is updated to C9 model, pilot transition block is

moved from the top of the main control valve to the place
behind the cab. 9 pilot oil pressure sensors are also moved
just follows the transition block. But each sensor has the
same signal wire number as in the C8 model.
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 Pilot pressure sensor
Nine 5MPa pressure sensors are installed on the transition
block. From the right side to the left side as the red arrow
indicated, the name and wire number of these pilot pressure
sensors are listed below:
 Boom down: wire 207.
 Bucket out pilot: wire 204.
 Bucket in: wire 205.
 Boom up: wire 206.
 Left travel: wire 200.
 Right travel: wire 201.
 Stick in wire 203.
 Stick out: wire 202
 Swing: wire 208.
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 Solenoid valve
Location of the solenoid valve group revised:
 C8 model: located at the position just behind the main control valve.
 C9 model: located at the left side of the swing motor.

 Wires of the solenoids and proportional valves comes from the wire

harness just below the solenoid valve group. Sequence and the wire
number are the same as in the C8 model.
 In the C9 model, there are four solenoid valves and four proportional

valves. Travel speed solenoid valve and PPC solenoid valve are put in
use. All the four proportional valves are put in use.
 A1: pressure boost solenoid, wire 605.

 A2: travel speed solenoid, wire 607.

 A3: boom priority-1, wirer 602.

 A4: swing priority, wire 608.

 A5: bucket confluence, wire 604.

 A6: boom priority-2, wire 603

 A7: PPC solenoid, wire 606

 A8: backup solenoid, wire 609

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 Service connector

For the C9 model of 20 ton’s excavator which configured with

Kawasaki controller, service connector for speed calibration is
installed inside the cab. This connector is covered by the plug
when it is not used.
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 Cab harness

There are six electrical connectors to connect the cab harness

and the frame harness assembly. No need to remove more
electrical components when the cab is removed, just needs to
disconnect these six connectors.
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 Speed specification
2500
Speed specification of C9

Engine speed (rpm)

2000
1500
model at each throttle 1000
500

position is the same as 0

H S B L A/I
205/215 2200 2150 2150 1950 1400

the one in the C8 model. 225/235 2350 2250 2250 2000 1400
265 2200 2100 2100 2000 1400
285 2240 2180 2180 1950 1400
335 2220 2150 2150 2100 1400

Work Engine speed（ rpm）

Sequence
mode
205/215 225/235 265 285 335
1 H 2200 + 50 2350±50 2200±10 2240 + 50 2220±10
2 S 2150 + 50 2250±50 2100±10 2180 + 50 2150±10
3 B 2150 + 50 2250±50 2100±10 2180 + 50 2150±10
4 L 1950 + 50 2000±50 2000±10 1950 + 50 2100±10

5 A/I 1400 ± 50 1400 ± 50 1400 ± 10 1400 ± 50 1400 ± 10

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 Engine speed
Low idle speed of SY215C9 is 1000 rpm.

A/I speed is 1400 rpm. A/I function will be activated only

when the throttle position is higher than 5th position.

Maximum high idle speed under different work mode is listed

below:
 2200 rpm for H mode, 2150 rpm for S mode, and 1950 rpm for L
mode.

1 2 3 4 5 6 7 8 9 10 11

H 1000 1100 1200 1300 1400 1500 1600 1700 1950 2100 2200

S 1000 1100 1200 1300 1400 1500 1600 1700 1950 2100 2150

L 1000 1100 1200 1300 1400 1500 1600 1700 1950 1950 1950

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 Engine speed control
6D34 Mitsubishi engine is equipped in the SY215C9 machine,
especially in the domestic market.
Governor actuator is driven by the controller KC-MB, engine
speed is controlled by changing the length of the shaft of the
governor actuator. Feedback sensor sends the signal of the
throttle position to the machine controller.
Rotate the dial switch clockwise, ECM demands the governor
actuator to increase the eng speed. As the designed throttle
position is achieved, the accelerate signal stops. Eng speed is
modulated automatically by the governor.
If the signal of throttle position sensor is out of specification
(0.25v ~ 4.75v), machine will be run under the safety mode:
engine speed can’t be changed, machine has deficient power
and performed poorly.
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 A/I function
5s after all the pilot control levers return to neutral position,
engine speed will drop to 1400 rpm automatically. This will
reduce the wear of engine and hydraulic components, save
energy, and reduce the operating noise.
 Icon tortoise displayed: A/I function is activated. After the engine
running at the A/I speed, rotate the dial switch clockwise can not
increase the engine speed.
 Icon rabbit displayed: A/I function is deactivated. Engine will run at
the full speed of the related throttle position even that all the pilot ctrl
levers are in neutral position for more than five seconds.
Exit the A/I function:
 Icon rabbit displayed on the monitor, A/I function deactivated.
 Any of the pilot pressure is detected.
 Engine speed at a certain throttle position is lower than 1400 rpm.
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 Engine speed control
When the start switch is turned to
the “ON” position but engine is not
started. Faulty code “41” displayed
on the monitor which means the
engine speed is zero.
If the faulty code 41 is still active
after engine is started, the speed
sensor should be failed.
If the coolant temp is higher than
98oC, the color of the temperature
gauge will be changed.
If the coolant temp is higher than
103oC, engine speed will drop to
1350 rpm until the coolant temp
become normal.
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 Speed calibration
select switch 1:
 Up: calibration mode
 Down: monitor mode
Speed adjust knob 2:
 Counterclockwise: speed ↓
 Clockwise: accelerate ↑
7 slice shape display:
 Display engine speed in yellow area.
Speed calibration:
 Connect the instrument to the machine service plug.
 Set the select switch 1 to the “up” position, turn the knob 2 counterclockwise to the end.
 Power on the machine and start the engine.
 Turn the knob 2 to adjust the max speed in H mode to 2200+50 rpm. Press the power
mode SW H, 7 slice LEDs will flash for about 5s which indicates the controller is storing
the speed as the max speed of H mode. Do not do any operation while storing data.
 Complete the speed calibration for S=2150+50 RPM, L=1950+50 rpm, and A/I=1400+50
rpm in order as described in the former step. Adjust the speed to low idle and power off.
 Set the select switch 1 to the “down” position, power on and start the engine to confirm
the maximum speed calibration in each mode is correct.
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Andy Lau 90