TTLA-0785-EX Specifications and Component Layout

TTLA-0785-EX
1200
1200-6 TTLA-0785-EX
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications ........................................... T1-1-1
Working Range (Backhoe)........................ T1-1-3
Working Range (BE Backhoe) .................. T1-1-4
Working Range (Loading Shovel) ............. T1-1-5
Group 2 Component Layout

Main Component Layout........................... T1-2-1
Pump Device ............................................ T1-2-2
Control Valve ............................................ T1-2-3
Utility Box ................................................. T1-2-5
Inside of Cab ............................................ T1-2-6
Battery Box............................................. T1-2-12
Engine .................................................... T1-2-14
Radiator.................................................. T1-2-16
Group 3 Component Specifications

Engine ...................................................... T1-3-1
Engine Accessories .................................. T1-3-4
Hydraulic Devices..................................... T1-3-4
Electrical Equipment................................. T1-3-7
18JT-1-1
(Blank)
18JT-1-2
GENERAL / Specifications
SPECIFICATIONS
A
C
E
D
I H
G F
M183-11-001C
Model EX1200-6 Hydraulic Excavator

Backhoe BE Backhoe
Type of Front-End Attachment [9.0 m (29’ 6”) boom, [7.55 m (24'9") BE boom,
3.6 m (11’ 10”) arm] 3.4 m (11’ 2”) BE arm]
Bucket Capacity (Heaped) PCSA 5.2 m3 (6.8 yd3) PCSA 6.7 m3 (8.8 yd3)
Operating Weight 111000 kg (245000 lb) 112000 kg (247000 lb)
Base Machine Weight 83400 kg (184000 lb)
Engine CumminsQSK23 567 kW/1800 min-1 (771 PS/1800 rpm)
A: Overall Width 5430 mm (17 ft 10 in)
B: Cab Height 4350mm (14 ft 3 in)
C: Rear End Swing Radius 4850 mm (15 ft 11 in)
D: Minimum Ground Clearance 1020 mm (3 ft 4 in) (Excluding shoe lug)
E: Counterweight Clearance 1820 mm (6 ft 0 in) (Excluding shoe lug)
F: Undercarriage Length 6500 mm (21 ft 4 in)
G: Undercarriage Width 4600 mm (15 ft 1 in)
H: Sprocket Center to Idler
5090 mm (16 ft 8 in)
Center
I: Track Shoe Width 700 mm (28 in) (Grouser shoe)
Ground Pressure 142 kPa (1.45 kgf/cm2, 20.6 psi) 143 kPa (1.46 kgf/cm2, 20.7 psi)
–1
Swing Speed 5.2 min (rpm)
Travel Speed (Fast/Slow) 3.5/2.4 km/h (2.2/1.5 mph)
Gradeability 35° (tanθ = 0.70)
PHOTO
0784-280
T1-1-1
A C
E
D
I
H
G F
T183-01-01-002C
Model EX1200-6 Hydraulic Excavator

Type of Front-End Attachment Loading Shovel
Bucket Capacity (Heaped) PCSA 6.5 m3 (8.5 yd3)
Operating Weight 114000 kg (251000 lb)
Base Machine Weight 83800 kg (185000 lb)
Engine CumminsQSK23 567 kW/1800 min-1 (771 PS/1800 rpm)
A: Overall Width 5430 mm (17 ft 10 in)
B: Cab Height *5440mm (17 ft 10 in)
C: Rear End Swing Radius 4850 mm (15 ft 11 in)
D: Minimum Ground Clearance 1020 mm (3 ft 4 in) (Excluding shoe lug)
E: Counterweight Clearance 1820 mm (6 ft 0 in)
F: Undercarriage Length 6500 mm (21 ft 4 in)
G: Undercarriage Width 4600 mm (15 ft 1 in)
H: Sprocket Center to Idler
5090 mm (16 ft 8 in)
Center
I: Track Shoe Width 700 mm (28 in) (Grouser shoe)
Ground Pressure 146 kPa (1.49 kgf/cm2, 21.2 psi)
Swing Speed 5.8 min–1 (rpm)
Travel Speed (Fast/Slow) 3.5/2.4 km/h (2.2/1.5 mph)
Gradeability 35° (tanθ = 0.70)
NOTE: * The standard specification loading shovel is equipped with an elevated cab.
T1-1-2
WORKING RANGE (BACKHOE)
E
B
A´
A M183-11-002C
Boom Length 9.00 m (29′ 6″)

Arm Length 3.60 m (11′ 10″)
A : Maximum Digging Reach 15350 mm (50′ 4″)
A’ : Maximum Digging Reach (on ground) 15010 mm (49′ 3″)
B : Maximum Digging Depth 9380 mm (30′ 9″)
C : Maximum Cutting Height 13460 mm (44′ 2″)
D : Maximum Dumping Height 9080 mm (29′ 10″)
E : Maximum Vertical Wall 6450 mm (21′ 2″)
PHOTO
0784-276
T1-1-3
WORKING RANGE (BE BACKHOE)
A´
A M183-11-003C
Boom Length 7.55 m (24′ 9″) BE-boom

Arm Length 3.40 m (11′ 2″) BE-arm
A : Maximum Digging Reach 13750 mm (45′ 1″)
A’ : Maximum Digging Reach (on ground) 13360 mm (43′ 10″)
B : Maximum Digging Depth 8050 mm (26′ 5″)
C : Maximum Cutting Height 12410 mm (40′ 9″)
D : Maximum Dumping Height 8050 mm (26′ 5″)
E : Maximum Vertical Wall 5180 mm (17′ 0″)
T1-1-4
WORKING RANGE (LOADING SHOVEL)
H
E
G
E´
A
C B
D M183-11-004C
A : Minimum Digging Distance 4510 mm(14′ 10″)

B : Minimum Level Crowding Distance 6580 mm(21′ 7″)
C : Level Crowding Distance 4450 mm(14′ 7″)
D : Maximum Digging Reach 11500 mm(37′ 9″)
E : Maximum Cutting Height 12410 mm(40′ 9″)
E’ : Maximum Dumping Height 8750 mm(28′ 9″)
F : Maximum Digging Depth 4780 mm(15′ 8″)
G : Working Radius at Maximum Dumping Height 6140 mm(20′ 2″)
H : Maximum Bucket Opening Width 1880 mm(6′ 2″)
PHOTO
0784-135
T1-1-5
(Blank)
T1-1-6
GENERAL / Component Layout
MAIN COMPONENT LAYOUT
Backhoe 2
3
1 4
5
6
7
8 9
10
11
12
13
14
15
16
17
37 18
36
35
34
Loading Shovel
33
4 32
31 19
5 30
39 29 20
3 28
21
2 6 22
23
1 27
26 24
37 25
36
38
PHOTO
0729-002
41 40
T18J-01-03-010C
1 - Bucket Cylinder 12 - Condenser 24 - Swing Control Valve 36 - Travel Pilot Valve

(Air Conditioner)
2- Arm 13 - Fuel Cooler 25 - Travel Device 37 - Bucket
3- Arm Cylinder 14 - Signal Control Valve 26 - Upper Roller 38 - Bucket Open/Close Cylinder
4- Boom 15 - Oil Cooler 27 - Lower Roller (Only Loading Shovel)
5- Boom Cylinder 16 - Oil Cooler Fan Motor 28 - Check Valve 39 - Level Cylinder
6- Front Attachment/Swing 17 - Intercooler 29 - Center Joint (Only Loading Shovel)
Pilot Valve 18 - Radiator 30 - Track Adjuster 40 - Bucket Open/Close Pilot Valve
7 - Hydraulic Oil Tank 19 - Engine 31 - Shuttle Valve (Only Loading Shovel)
8 - Battery 20 - Main Control Valve 32 - Flow Control Valve 41 - Bucket Open/Close Pilot Valve
9 - Fuel Tank 21 - 4-Spool Solenoid Valve 33 - Pilot Shut-Off Solenoid (Only Loading Shovel)
Valve
10 - Lubrication Device 22 - Pump Device 34 - Front Idler
11 - Swing Device 23 - Swing Bearing 35 - Accumulator
T1-2-1
PUMP DEVICE
1 2 3 4 5
6
18
17
16
15
14 8
13
PHOTO
0729-030 0729-031 T18J-01-03-023C
12
11 10
1 - Regulator 6 - Main Pump 1 11 - Pilot Pump 15 - Main Pump 2

(Main Pump 3)
2 - Pressure Sensor 7 - Pressure Sensor 12 - Transmission Oil 16 - Pressure Sensor
(Low Pressure) (Low Pressure) Circulation Pump (High Pressure)
3 - Main Pump 3 8 - Oil Cooler Fan Motor Drive 13 - Pressure Sensor 17 - Regulator
Pump (High Pressure) (Main Pump 2)
4 - Transmission Oil Level 9 - Regulator 14 - Pressure Sensor 18 - Pressure Sensor
Switch (Oil Cooler Fan Motor Drive (High Pressure) (Low Pressure)
Pump)
5 - Regulator 10 - Transmission Oil Filter
(Main Pump 1)
T1-2-2
CONTROL VALVE
Main Control Valve
1
2
12 5
11
10
PHOTO
0784-287
T18J-01-03-024C
1 - High-Pressure Filter 4 - Bucket 1 7 - High-Pressure Filter 10 - Boom 2

2 - Main Relief Valve 5 - Boom 1 8 - Auxiliary (BH) 11 - Bucket 2
Bucket Open/Close (LD)
3 - Right Travel 6 - Arm 2 9 - Arm 1 12 - Left Travel
NOTE: BH: Backhoe
LD: Loading Shovel
T1-2-3
Swing Control Valve
2
3
4
T18J-01-03-025C
5
PHOTO 6
0784-269
1 - High-Pressure Filter 3 - Boom 3 5 - Bucket 3 6 - Arm 3

2 - Main Relief Valve 4 - Swing
T1-2-4
UTILITY BOX
Pilot Filter
Drain Filter
1
3
PHOTO
0784-252
T18J-01-03-009C
1 - Pilot Filter 2 - Utility Box 3 - Pump Drain Filter
Engine Stop Switch
T18J-01-03-020C
M18J-03-005C
1 - Engine Stop Switch
PHOTO
0784-262
T1-2-5
INSIDE OF CAB
Layout
1 2
9 4
5
7
M18J-01-002C
1 - Horn Switch 4- Key Switch 7- Fuse Box

2 - Multifunction Monitor 5- Air Conditioner Switch 8- Cigarette Lighter
3 - Switch Panel 6- FM/AM Radio 9- Switch Panel (For Option)
T1-2-6
Multifunction Monitor
2 3 4 5 6 7 8
10
11
PHOTO
0784-012
T18J-01-03-007C
18 17 16 15 14 13 12
1- Coolant Temperature Gauge 7- Preheat Display 13 - Menu

2- Work Mode Display 8- Hour Meter 14 - Auxiliary Selection
3- Auto-Idle Display 9- Auto-Lubrication Display 15 - Auxiliary Selection
4- Heavy Lift Display 10 - Fuel Gauge 16 - Auxiliary Selection
5- Lubrication Mode Display 11 - Clock 17 - Auto Lubrication Selection
6- Ladder Display 12 - Back Monitor Selection 18 - Return to Primary Screen Key
T1-2-7
Switch Panel
1 2 3 4
PHOTO
0784-009
M18J-01-019C
1 - Heavy Lift Switch 4- Swing/Boom Priority Selection Switch 7- Power Mode Switch
2 - Wiper/Washer Switch 5- Engine Control Dial 8- Travel Mode Switch
3 - Work Light Switch 6- Auto-Idle Selection Switch 9- Key Switch
Switch Panel (For Option)
7
PHOTO
8
0784-013
9
T18J-01-03-008C
1 - Travel Alarm Deactivation Switch 4- Boom Mode Switch 7- Buzzer Deactivation Switch
(Optional)
2 - Seat Heater Switch (Optional) 5- Level Check Switch 8- Auxiliary
3 - Auxiliary 6- Lubrication Mode Selection Switch 9- Auxiliary
T1-2-8
Fuse Box
2 3 4
5
PHOTO
0784-006
T18J-01-03-011C
1 - Pump Learning Switch 3- Fuse Box 2 5- Dr. ZX Connector

2 - Fuse Box 1 4- Power Source Terminal
T1-2-9
Fuse Box 1
10 20
9 19
8 18
7 17
6 16
5 15
4 14
3 13
2 12
1 11
M1GR-01-003C
1- BATT. RELAY (5 A) 6- 12 V UNIT (15 A) 11 - LIGHT 1 (20 A) 16 - PUMP. M. AR (5 A)

2- AIR CONDITIONER (5 A) 7- OPT. 5 (10 A) 12 - LIGHT 2 (20 A) 17 - RADIO (5 A)
3- STOP SOL. (5 A) 8- OPT. 6 (10 A) 13 - WIPER (20 A) 18 - HORN (10 A)
4- TRAVEL AR. (5 A) 9- SAFETY RELAY (5 A) 14 - HEATER (20 A) 19 - LIGHTER (10 A)
5- MCF PWM (20 A) 10 - BACK LIGHT (10 A) 15 - AUTO LUB. (15 A) 20 - ROOM LAMP (5 A)
Fuse Box 2
30 40
29 39
28 38
27 37
26 36
25 35
24 34
23 33
22 32
21 31
M1GR-01-003C
21 - ECM MAIN (15 A) 26 - OPT. 4 (10 A) 31 - PREHEAT (5 A) 36 - MMS POW. ON (5 A)

22 - MMS MAIN (5 A) 27 - OPT. 3 (10 A) 32 - ECM POW. ON (5 A) 37 - SAT. POW. ON (5 A)
23 - MCF MAIN (5 A) 28 - OPT. 2 (20 A) 33 - MCF POW. ON (5 A) 38 - ENTRANCE (5 A)
24 - MON. ICF MAIN (5 A) 29 - OPT. 1 (20 A) 34 - MON. ICF POW. ON (5 A) 39 - RADIO BU (5 A)
25 - DLU MAIN (5 A) 30 - DLU/DL. (5 A) 35 - DLU POW. ON (5 A) 40 - SAT. MAIN (5 A)
T1-2-10
Electrical Equipment Box (Top Rear of Cab)
1 2 3 4 5 6 7 8 9 10
PHOTO
0784-003 0784-284
11
12
13
14
15
16
17
29 18
19
20
28 27 26 25 24 23 22 21 T18J-01-03-004C
1- MC (Sub) 11 - Fault Code Selection Switch 21 - Connector for DLU

2- ICF Controller 12 - Engine Troubleshooting Switch 22 - Security Relay
3- Starter Cut Relay 13 - Connector for PC (Cummins) 23 - Light Relay 2
4- Pilot Shut-Off Relay 14 - Engine Stop Indicator 24 - Washer Relay
5- Slide Ladder Relay 15 - Light Relay 1 25 - Wiper Relay (High 2)
6- Pump Transmission Oil Level Switch Relay 16 - Engine Warning Indicator 26 - Wiper Relay (High 1)
7- Back Light Relay 17 - Horn Relay 27 - Wiper Relay (Low)
8- Preheat Lamp Relay 18 - Engine Maintenance Indicator 28 - DLU2
9- Auto-Lubrication Relay 19 - Step Light Relay 29 - MC (Main)
10 - Horn Relay 20 - Load Damp Relay
Cab Top Switch Panel
PHOTO
0784-005
1 - Step Light Switch 3 - Engine Stop Lamp

2 - Cab Light Switch
T18J-01-03-002C
1 2 3
T1-2-11
BATTERY BOX
6 7
4 9
10
3
PHOTO
0784-090
T18J-01-03-003C
1- Fusible Link 4 (45 A) 5- Preheat Signal Relay 8 - Fusible Link 5 (125 A)

2- Fusible Link 3 (75 A) 6- Battery Relay 1 9 - Fusible Link 7 (100 A)
3- Fusible Link 2 (75 A) 7- Battery Relay 2 10 - Fusible Link 8 (100 A)
4- Fusible Link 1 (45 A)
T1-2-12
The fusible link is used in the circuits and connected to the followings
Item Circuit Connected to

Fusible link 1 ECM power circuit Key switch
MMS/DLU (optional) power circuit Load damp relay
Power circuits of MC (main), MC (sub) Fuse box 2 (#21 to #25)
Power circuits of monitor unit, ICF, and buzzer Fuse box 2 (#38 to #40)
DLU2 power circuit
Step light relay power circuit
Security horn power circuit
Radio backup
Satellite terminal power circuit
Fusible link 2 Back light power circuit Fuse box 1 (#10 to #16)
Power circuits of work light relays 1, 2
Power circuits of switches
Power circuits of washer relay, wiper relays (L,
H1, H2), and wiper motor
Air conditioner power circuit
Auto-lubrication power circuit
Pump transmission level switch power circuit
Fusible link 3 DC-DC converter power circuit Fuse box 1 (#2 to #8)
Power circuits of MC (main), MC (sub), and pilot Fuse box 2 (#26 to #30)
shut-off solenoid valve
Travel alarm power circuit
Air conditioner power circuit
Power circuits of various option
Power circuit of download PC
Fusible link 4 Preheat power circuit Preheat signal relay
Fusible link 5 Alternator Alternator
Fusible link 7 Preheat relay 1 power circuit Preheat relay 1
Fusible link 8 Preheat relay 2 power circuit Preheat relay 2
T1-2-13
ENGINE
Engine
PHOTO
3
4 0784-028
T18J-01-03-021C
16
15
14
PHOTO
0729-007
9
10
13 11 T18J-01-03-022C
12
T1-2-14
1 - Coolant Temperature 5 - Engine Speed Sensor 9 - Fuel Filter 13 - Alternator

Sensor (For ECM)
2 - Overheat Switch 6 - Preheat Relay 10 - Engine Oil Pressure Switch 14 - Intake-Air Temperature
Sensor
3 - Starter 7 - Engine Oil Filter 11 - Coolant Filter 15 - Boost Pressure Sensor
4 - Engine Speed Sensor 8 - ECM 12 - Engine Oil Level Switch 16 - Air Heater
(For MC)
Coolant Level Switch

Intercooler Outlet Temperature Sensor
3
PHOTO
1010396
T18J-01-03-012C
2
1 - Coolant Level 2 - Intercooler Outlet 3 - Radiator

Switch Temperature Sensor
T1-2-15
RADIATOR
Machine Right Side
T18J-01-03-026
1
10
7
PHOTO
T18J-01-03-027C
0784-148 8
T18J-01-03-028C
1 - Intercooler 4 - Reserve Tank 7 - Liquid Tank 9 - Hydraulic Oil Temperature

Sensor
2 - Radiator (3 Lines) 5 - Oil Cooler 8 - Condenser 10 - Atmosphere Temperature
Sensor
3 - Transmission Cooler 6 - Fuel Cooler
T1-2-16
GENERAL / Component Specifications
ENGINE
MAIN SPECIFICATIONS
Manufacturer............................................. CUMMINS
Model ........................................................ QSK23 C
Type .......................................................... Diesel, 4 cycle, vertical, 6-cylinder inline, water-cooled, turbo
charged, inter-cooled, direct injection type
Cyl. No.-bore×stroke ................................. 6-170 mm×170 mm (6.7 in×6.7 in)
Piston displacement.................................. 23150 cm3 (1412 in3)
Rated output (SAE J1995) (GROSS) .... 567 kW/1800 min-1 (771 PS/1800 rpm)
(NET) .......... 552 kW/1800 min-1 (751 PS/1800 rpm)
Dry weight ................................................. 2565 kg (5655 lb)
Firing order................................................ 1-5-3-6-2-4
Rotation direction ...................................... Clockwise (view from fan side)
COOLING SYSTEM
Cooling fan................................................ Dia. 1120 mm (44 in), draw-in type
Fan pulley ratio ......................................... 0.7 : 1
Thermostat ................................................ Cracking temp. : 77 °C (170 °F)
(under atmospheric pressure)................. Full open temp. : 90 °C (194 °F)
Water pump............................................... Centrifugal swirl type
LUBRICATION SYSTEM
Lubrication pump type............................... Gear pump
Oil filter ...................................................... Full-flow paper element type with bypass function
Oil pan capacity ........................................ 70 L (18.5 US gal)
STARTING SYSTEM
Voltage⋅Output .......................................... 24 V⋅7.5 kW×2
PRE-HEAT SYSTEM
Type .......................................................... Air heater
ENGINE STOP SYSTEM

Stop method.............................................. Fuel cut system with solenoid valve
ALTERNATOR
Type .......................................................... AC generator with diode rectifier
Voltage⋅Output .......................................... 24 V⋅75 A
FUEL SYSTEM
Injection pump........................................... CUMMINS HPI electronic contrl
Governor ................................................... Electronic all speed control
T1-3-1
PERFORMANCE
Lubrication oil consumption ...................... 0.27 g/kW⋅h (New engine, at rated horsepower)
Fuel consumption ratio (GROSS) ............. 208 g/kW⋅h (153 g/PS⋅h)
Max. output torque (GROSS) ............. 3470 N⋅m (354 kgf⋅m, 2560 lbf⋅ft) at 1350±100 min-1
Max. no load speed ............................. 1950±50 min-1
T1-3-2
ENGINE PERFORMANCE CURVE
Test Conditions: 1. This performance is applied under conditions of 25°C (ambient temperature), 100 kPa
(750mmHg) (atmospheric pressure) and 1kPa (7.5mmHg) vapor pressure.
2. Equipped with muffler, air cleaner and without fan
Max. Torque (Gross)

-1
3470 N･m/1350 min
Rated power (Gross)

-1
567 kw/1800 min
Torque N･m
Output power kW
Engine speed min-1

T18J-01-03-001
T1-3-3
ENGINE ACCESSORIES
RADIATOR ASSEMBLY
Type .......................................................... Radiator/Inter-cooler tandem type assembly
Weight ....................................................... 210 kg (463 lb)
Radiator Inter-cooler
Core type .................................................. ALW-4 CFT10 Hole pipe
Capacity .................................................... 37.2 L (9.8 US gal) -
Air-tight testing pressure........................... 196 kPa 980 kPa
2
(2.0 kgf/cm , 28 psi) (10 kgf/cm2, 142 psi)
Cap opening pressure .............................. 88.2 kPa -
(0.9 kgf/cm2, 12.8 psi)
BATTERY
Capacity .................................................... 176 Ah (5 hours)
Voltage ...................................................... 12 V×2
Weight ....................................................... 66 kg (146 lb)×2
Fuel Cooler
Weight ....................................................... 6.81 kg (15 lb)
Core type .................................................. Corrugated
Capacity .................................................... 3.3 L (0.87 US gal)
HYDRAULIC DEVICES
PUMP DEVICE
Gear speed ratio (Engine: Main pump).... 1 : 1.0408
(Engine: Triple pump)... 1 : 1.0625
MAIN PUMP
Model ........................................................ K3V280SH141L-0E23-V
Type .......................................................... Variable displacement swash plate type plunger pump:
Regulator attached type
Max. flow (Theoretical value).................... 514 L/min (136 US gpm)×3
3-UNIT PUMP
(OIL COOLER FAN MOTOR DRIVE PUMP)
Model ........................................................ K3V63S
Type .......................................................... Variable displacement swash plate type plunger pump:
Regulator attached type
Max. flow (Theoretical value).................... 118 L/min (31.2 US gpm)
(PILOT PUMP)
Model ........................................................ KFP3228
Type .......................................................... Gear pump
Max. flow (Theoretical value).................... 53.6 L/min (14.1 US gpm)
(TRANSMISSION LUBRICATION OIL PUMP)

Model ........................................................ KP1015
Type .......................................................... Gear pump
Max. flow (Theoretical value).................... 28.4 L/min (7.5 US gpm)
T1-3-4
MAIN CONTROL VALVE
Model ........................................................ UA36-400
Type .......................................................... Pilot pressure operated type (4-spool+5-spool)
Main relief pressure .................................. Normal: 31.9 MPa (325 kgf/cm2, 4630 psi)
at 250 L/min (66.1 US gpm)
Heavy Lift: 34.3 MPa (350 kgf/cm2, 4970 psi)
Overload relief pressure .......................... 35.3 MPa (360 kgf/cm2, 5120 psi) at 110 L/min (29.0 US gpm)
(Boom, Arm roll-in (BH) / Arm extend (LD), Arm roll-out (BH)/ Arm
retract (LD), Bucket)
33.3 MPa (340 kgf/cm2, 4830 psi) at 110 L/min (29.0 US gpm)
(Bucket open (LD))
17.7 MPa (180 kgf/cm2, 2560 psi) at 500 L/min (132 US gpm)
(Bucket close (LD))
When jack-up prevention switch is ON:
11.8 MPa (120 kgf/cm2, 1710 psi) at 110 L/min (29.0 US gpm)
(Boom Lower)
SWING CONTROL VALVE

Model ........................................................ UH36B15T7C7A15-5
Type .......................................................... Pilot pressure operated type (4-spool)
Main relief valve ........................................ 31.9 MPa (325 kgf/cm2, 4630 psi)
SWING DEVICE
Type .......................................................... Two-stage planetary reduction gear
SWING MOTOR
Model ........................................................ M2X210 CHB-10A
Type .......................................................... Swash-plate type, fixed displacement plunger motor
SWING BRAKE VALVE

Type .......................................................... Non counter balance valve type
2
Relief pressure.......................................... 27.4 MPa (280 kgf/cm , 3970 psi)
SWING PARKING BRAKE

Type .......................................................... Multiple-wet-plate negative type
Cracking pressure for release................... 2.5 MPa (26 kgf/cm2, 370 psi)
TRAVEL DEVICE
Type .......................................................... Three-stage planetary reduction gear
TRAVEL MOTOR
Model ........................................................ MSF-340VP
Type .......................................................... Swash-plate type, variable displacement plunger motor
TRAVEL BRAKE VALVE

Type .......................................................... Counter balance valve type
2
Relief pressure.......................................... 36.8 MPa (375 kgf/cm , 5340 psi)
T1-3-5
TRAVEL PARKING BRAKE
Type .......................................................... Multiple-wet-plate negative type
Cracking pressure for release................... 1.8 MPa (18 kgf/cm2, 256 psi)
CYLINDER
(BACKHOE)
Boom Arm Bucket (3.6 m Arm)
Rod Dia. .................................................... 160 mm (6.30”) 180 mm (7.09”) 160 mm (6.30”)
Cylinder Bore ............................................ 230 mm (9.06”) 260 mm (10.24”) 230 mm (9.06”)
Stroke ........................................................ 2210 mm (7’ 3”) 2425 mm (7’ 11”) 1790 mm (5’ 10”)
Fully retracted length ................................ 3200 mm (10’ 6”) 3605 mm (11’ 10”) 2895 mm (9’ 6”)
Plating thickness ....................................... 25 μm (0.98 μin) 25 μm (0.98 μin) 25 μm (0.98 μin)
or more or more or more
Bucket Bucket Bucket

(BE) (For 4.5 m Arm) (For 5.8 m Arm)
Rod Dia. .................................................... 170 mm (6.70”) 160 mm (6.30”) 130 mm (5.12”)
Stroke ........................................................ 1790 mm (5’ 10”) 1790 mm (5’ 10”) 1555 mm (5’ 1”)
(LOADING SHOVEL)
Boom Arm Level
Rod Dia. .................................................... 160 mm (6.30”) 150 mm (5.91”) 160 mm (6.30”)
Stroke ........................................................ 2075 mm (6’ 10”) 1835 mm (6’ 0”) 790 mm (2’ 7”)
Bucket Bucket open/close

Rod Dia. .................................................... 150 mm (5.91”) 85 mm (3.34”)
Cylinder Bore ............................................ 200 mm (7.87”) 140 mm (5.51”)
Stroke ........................................................ 1 600 mm (5’ 3”) 475 mm (1’ 7”)
Fully retracted length ................................ 3 405 mm (11’ 2”) 1 090 mm (3’ 7”)
Plating thickness ....................................... 25 μm (0.98 μin) 25 μm (0.98 μin)
or more or more
FRONT ATTACHMENT PILOT VALVE

Model ........................................................ HVP06K-040-101
TRAVEL PILOT VALVE

Model ........................................................ HVP05S-040-101
BUCKET OPEN / CLOSE PILOT VALVE (LOADING SHOVEL)

Model ........................................................ HVP05H-040-101
T1-3-6
SOLENOID VALVE UNIT
Function .................................................... SG: Main relief valve pressure control
SI : Travel motor swash angle control
SF : Boom flow rate control valve control
SC: Boom mode selector control
PILOT PRESSURE SIGNAL CONTROL VALVE

Function .................................................... Shock reducing (Boom raise)
Arm flow rate control valve control
Swing parking brake release
Flow combiner valve control
PILOT SHUT-OFF SOLENOID VALVE

Type .......................................................... ON/OFF Solenoid valve
OIL COOLER
Weight ....................................................... 360 kg (794 lbf)
Core type .................................................. CF40-1
Capacity .................................................... 40.2 L (10.6 US gal)
2
Air-tight testing pressure........................... 980 kPa (10 kgf/cm , 142 psi)
OIL COOLER FAN MOTOR

Function .................................................... M5BF-045
Displacement ............................................ 45 cm3/rev
Max Motor speed ...................................... 1350 min-1 (rpm) at Engine 1800 min-1 (rpm)
Relief valve ............................................... 26.5 MPa (270 kgf/cm2, 3840 psi) at 66 L/min (17.4 US gpm)
OIL COOLER BYPASS CHECK VALVE

Cracking pressure..................................... 245 kPa (2.5 kgf/cm2, 36 psi) at 40 L/min (10.6 US gpm)
ELECTRICAL EQUIPMENT
BATTERY RELAY
Voltage⋅Current ......................................... 24 V⋅100 A
STARTER RELAY 1
STARTER RELAY 2
Voltage⋅Current ......................................... 24 V
LOAD DUMP RELAY

HORN
Specifications ............................................ 24 V⋅2.3 A, 330 Hz
LIGHT
Specifications ............................................ Work lights : halogen 24 V⋅70 W
T1-3-7
AIR CONDITIONER
Refrigerant ................................................ 134 a
Cooler capacity ......................................... 19.3 MJ/h (4600 kcal/h)
Cooler air flow ........................................... 550 m3/h (720 yd3/h) or more
Heater capacity ......................................... 21.0 MJ/h (5000 kcal/h) or more
Temperature control .................................. Electronic control
Refrigerant quantity................................... Std. cab : 1100±50 g (2.43±0.1 lb)
Elevated cab : 1300±50 g (2.87±0.1 lb)
Compressor oil quantity ............................ 220 cm3 (0.23 US qt)
(After replacement of the compressor, high pressure hose,
condenser, receiver tank, liquid hose, or air conditioner unit, the
compressor oil quantity is added.)
T1-3-8
SECTION 2
SYSTEM
CONTENTS
SECTION 1 Controller SECTION 4 Electrical System
Outline ...................................................... T2-1-1 Outline ...................................................... T2-4-1
CAN: Controller Area Network Main Circuit............................................... T2-4-2
(Network Provided for Machine) ............. T2-1-2 Electric Power Circuit
MC: Main Controller.................................. T2-1-3 (Key Switch: OFF)................................... T2-4-4
ECM: Engine Control Module ................. T2-1-12 Accessory Circuit (Key Switch: ACC) ........ T2-4-6
DLU: Data Logging Unit.......................... T2-1-14 Starting Circuit (Key Switch: START) ........ T2-4-8
ICF: Information Controller ..................... T2-1-16 Charging Circuit (Key Switch: ON) .......... T2-4-10
Monitor Unit ............................................ T2-1-17 Surge Voltage Prevention Circuit ............ T2-4-12
Pilot Shut-Off Circuit (Key Switch: ON) ... T2-4-14
SECTION 2 Control System Security Lock Circuit ............................... T2-4-16
Outline ...................................................... T2-2-1 Engine Stop Circuit (Key Swith: OFF) ..... T2-4-18
Engine Control.......................................... T2-2-2 Security Horn Circuit ............................... T2-4-20
Pump Control ......................................... T2-2-12 Work Light Circuit ................................... T2-4-22
Valve Control .......................................... T2-2-28
Other Controls ........................................ T2-2-38
SECTION 3 Hydraulic System

Outline ...................................................... T2-3-1
Pilot Circuit ............................................... T2-3-2
Main Circuit ............................................ T2-3-14
Transmission Oil Cooling Circuit............. T2-3-34
18JT-2-1
(Blank)
18JT-2-2
SYSTEM / Controller
OUTLINE
The controllers are provided for each control

respectively.
Each controller is connected by using CAN (Controller
Area Network) in order to display on the monitor unit in
cab or the monitoring of machine overall condition
including the engine.
● MC: Main Controller

● ECM: Engine Controller
● DLU: Data Logging Unit
● ICF: Information Controller
● Monitor Unit
Ke-CAN (CAN Bus Line)
Monitor Unit
Satellite
Terminal
MC (Main MC (Sub DLU2
ICF
Controller) Controller)
Dr. ZX
For Downloading of the

Operating Data
Dr. ZX
For Troubleshooting
and Monitoring
CAN (J1939) (CAN Bus Line)
ECM
T18J-02-01-010C
NOTE: CAN (CAN Bus Line)
T2-1-1
SYSTEM / Controller
CAN: CONTROLLER AREA NETWORK
(NETWORK PROVIDED FOR MACHINE)
MC (Main, Sub), DLU2, ICF, the monitor unit, and

ECM are connected by using the CAN bus line and
communicate the signal and data each other.
The CAN bus line consists of two wires, CAN High

and CAN Low.
Each controller judges the CAN bus line level due to
potential difference between CAN High and CAN
Low.
Each controller arranges the CAN bus line level and
sends the signal and data to other controllers.
CAN High
CAN Low
Monitor Unit
Satellite
Terminal
MC (Main) MC (Sub)
ICF DLU2
Dr. ZX
Dr. ZX
ECM
T18J-02-01-010C
T2-1-2
SYSTEM / Controller
MC: MAIN CONTROLLER
Function Outline
The signals from sensors and switches are sent to NOTE: As for details of each control, refer to
MC. Information from ECM, DLU2, ICF, and the SYSTEM/Control System.
monitor unit are sent to MC through CAN.
ECM receives the signal from the engine control dial
directly. At the same time, MC receives for backup.
MC sends the signal to ECM in order to control the
engine fast idle speed from the input power mode
signal and the travel operation signal.
MC drives the solenoid valve unit and the pump
control solenoid valve in order to control the pump
and the valve.
MC has the controls as follows.

● Engine Control ● Valve Control (Solenoid Valve Unit)
• Power Mode Control • Pressure Rising Selection Control When
• Travel Mode Control Traveling
• Auto-Idle Control • Heavy Lift Control
• Travel Motor Displacement Angle Control
● Pump Control • Boom Mode Control
• Pump Flow Rate Control • Boom Flow Rate Control Valve Control
• Speed Sensing Control
• Output Power Control ● Other Controls
• Engine Protection Control • Auto-Lubrication Control
• Overheat Prevention Control • Rear Monitoring Display Selection Control
• Swing/Boom Priority Selection Control • Wiper/Washer Control
• Fan Pump Flow Rate Control • Level Check Control
• Pump Learning Control • Pump Transmission Oil Pressure Alarm Control
• Swing Make-Up Assist Control • Step Light Control
• Attachment Mode Control (Optional) • Buzzer Control
• Travel Alarm Control (Optional)
• Work Mode Control (Optional)
• Ladder Alarm Control (Optional)
T2-1-3
SYSTEM / Controller
● Engine Control
• Power Mode Control
Consists of three modes, E mode, P mode, and
HP mode. MC (main) sends the signal to limit the
engine fast idle speed to ECM according to each
mode. The engine fast idle speed in each mode is
shown as follows.
E mode: 1600 min-1
P mode: 1800 min-1
HP mode: No limit
E mode reduces the engine speed and the work
load is slightly reduced. Select E mode in order to
reduce fuel consumption and noise. P mode is the
engine rated speed. Select P mode when
performing normal operation. As HP mode does
not limit the engine speed, select HP mode when
the fast speed and large work load are required.
• Travel Mode Control

Reduces the engine speed to 1800 min-1 and
decreases the travel speed when traveling at HP
mode in order to protect the travel motor.
• Auto-Idle Control
When the auto-idle switch is ON and all control
levers are in the neutral position, the engine
speed is reduced to 1400 min-1 in about 3
seconds. Therefore, fuel consumption and noise
level can be reduced.
T2-1-4
SYSTEM / Controller
Pressure Sensor
Boom Raise
Boom Lower
Arm Roll-Out
Arm Roll-In
Bucket Roll-Out
Key Switch Bucket Roll-In
Swing
Right Travel
Left Travel
Attachment (Optional)
CAN (CAN Bus Line)

Auto-Idle
Switch
MC (Main) Monitor Unit
Engine Speed
Limit Signal
Power Mode
Switch DLU2
ECM Engine Control Dial
Engine
Speed Sensor
Engine
T18J-02-01-011C
T2-1-5
SYSTEM / Controller
● Pump Control
• Pump Flow Rate Control • Swing/Boom Priority Selection Control
Delivers the amount of pressure oil required for When operating swing/ boom raise and swing/
the actuator to the main pump according to the arm roll-out, the swing/boom priority selection
control lever stroke. control changes the speed balance of swing and
boom raise or arm roll-out by changing the pump
• Speed Sensing Control delivery flow rate according to the swing/boom
Changes the pump flow rate in response to the priority selection switch position.
loaded engine speed so that the engine output
can be utilized more efficiently. (Engine stall is • Fan Pump Flow Rate Control
prevented when the machine is operated under Controls the fan pump delivery flow rate
adverse conditions such as operating at high according to hydraulic oil temperature, fuel
altitude.) temperature, and atmospheric temperature. The
fan speed is controlled in order to adjust the
• Output Power Control temperature of oil cooler, fuel cooler, and air
Controls each main pump delivery flow rate conditioner condenser.
according to the signal from the pressure sensor
installed to the main pump delivery port and the • Pump Learning Control
pump target torque calculated from the target Automatically learns the relation between current
engine speed so that the engine output can be and regulator pressure when driving the pump
utilized more efficiently. control solenoid valve as a pump control basis.
The learned value is applied to the pump
• Engine Protection Control displacement angle control.
When ECM detects a malfunction, the engine
protection control is activated and reduces the • Swing Make-Up Assist Control
pump flow rate and the pump driving torque so Increases pressure in the make-up circuit by
that the engine load is reduced and the engine is increasing the flow rate of pump connecting to the
prevented from breakage. swing motor make-up circuit when the swing
stops. Therefore, the make-up flow rate is
• Overheat Prevention Control obtained and the cavitation in the swing motor is
The maximum flow rate and the driving torque of prevented.
the main pump are reduced when coolant
temperature and hydraulic oil temperature • Attachment Mode Control (Optional)
increase beyond the specified value so that the When shifting the work mode to the attachment
engine load is reduced and the overheating is mode and operating the attachment, the upper
prevented. limit of pump 1 maximum flow rate is limited so
that the proper flow rate can flow to the equipped
attachment.
T2-1-6
SYSTEM / Controller
Pressure Sensor
Boom Raise
Boom Lower
Arm Roll-Out
Arm Roll-In
Key Switch Bucket Roll-Out
Bucket Roll-In
Swing
Right Travel
Left Travel
Power Mode Attachment (Optional)
Switch Digging Mode
CAN (CAN Bus Line) Monitor Unit
Attachment Mode
Dr. ZX
MC (Main)
ICF
Hydraulic Oil Temperature DLU2 Atmospheric Temperature

Sensor 1 Sensor
Engine Control Dial
Coolant Temperature Sensor

Coolant Level Sensor
ECM
Engine Oil Pressure Sensor
Pump Learning Switch Fuel Temperature Sensor
Intake Manifold Temperature
Sensor
Hydraulic Oil Temperature
Sensor 2
MC
Swing/Boom Priority
(Sub Controller)
Selection Switch
Fan Pump Control

Engine Speed Solenoid Valve
Sensor
Engine
Pump 1
Control Solenoid
Valve
Pump 3 Pump 2 T18J-02-01-012C
Control Solenoid Control Solenoid

Valve Valve
T2-1-7
SYSTEM / Controller
● Valve Control (Solenoid Valve Unit)
• Pressure Rising Selection Control When
Traveling, Heavy Lift Control
MC drives solenoid valve unit (SG) temporarily.
The back pressure is supplied to the main relief
valve and the main relief pressure increases.

MC drives solenoid valve unit (SI) by shifting the
travel mode switch in order to perform the travel
mode control.
• Boom Mode Control

MC drives solenoid valve unit (SC) and the boom
overload relief selector valve is shifted. Therefore,
as the relief set pressure in the overload relief
valve on the boom lower side decreases, the
machine vibration is reduced during digging and
ground leveling operation.
• Boom Flow Rate Control Valve Control

When performing combined operation of boom
lower and arm, or boom lower and bucket, MC
drives solenoid valve unit (SF).
Therefore, the selector valve in the boom flow
rate control valve is shifted. The pressure oil,
which flows to the boom cylinder from the pump,
is reduced.
As the boom falls due to own weight due to the
regenerative circuit and the pressure oil from the
pump is used for other actuators, the actuator
operation speed increase.
T2-1-8
SYSTEM / Controller
Right Travel
Left Travel
Boom Lower
Arm Roll-Out
Heavy Lift
Switch Arm Roll-In
MC Bucket Roll-Out
Travel Mode (Main)
Switch
Bucket Roll-In
Fast
Slow
Boom Mode
Switch 4-Spool Solenoid
Valve Unit
Control Valve
Pilot
Pump
Boom Flow Rate

Control Valve
T18J-02-01-013C
Travel Motor
Main Relief Boom Overload
Valve Relief Selector Valve
T2-1-9
SYSTEM / Controller
● Other Controls
• Auto-Lubrication Control • Pump Transmission Oil Pressure Alarm Control
Controls the auto-lubrication device in order to Outputs the alarm to the monitor unit and sounds
perform the auto-lubrication properly. the buzzer in case the pump transmission oil level
is low when running the engine.
• Rear Monitoring Display Selection Control
Switches the screen of the monitor unit into that of • Step Light Control
the back monitor. Controls the step light lighting.
• Wiper/Washer Control ON→OFF

Key
Operates the wiper and the window washer ON ON ON→OFF within 15
Switch
according to the wiper/washer switch position. seconds
ON OFF→ON
• Level Check Control Step
OFF→ON ON→OFF Light ON Light ON
Checks the remaining level of hydraulic oil, Light
Light ON Light OFF for 60 for 60
coolant, and engine oil and displays the results on Switch
seconds seconds
the monitor unit, when performing the
pre-operation inspection. • Buzzer Control
Sounds the buzzer in the following abnormalities.
• Travel Alarm Control (Optional) Coolant temperature (High)
Sounds the buzzer while traveling. Coolant level (Low)
Engine oil pressure (Low)
• Work Mode Control (Optional) Intake manifold temperature (High)
The work mode consists of two modes, digging Fuel temperature (High)
and attachment.
Each mode can be selected on the monitor unit. • Ladder Alarm Control (Optional)
Displays the ladder lowering alarm icon on the
monitor unit, sounds the buzzer, and disables all
of pilot operation, while lowering the ladder.
T2-1-10
SYSTEM / Controller
Monitor Unit
MC
Auto- (Main)
Rear View
Lubrication Camera
Switch
Auto-
Lubrication
Relay
Proximity
Switch
CAN Bus
Pressure Sensor Line
Right Travel To ICF
Left Travel
DLU2
Key Switch
Level Check
Switch
Coolant Temperature
Engine Oil Sensor
Level Switch Coolant Level Sensor
Hydraulic Oil ECM Engine Oil Pressure
Level Switch 1 Sensor
Intake Manifold
Hydraulic Oil Temperature Sensor
Level Switch 2
Fuel Temperature Sensor
MC (Sub)
Washer Switch
Pump Washer Relay
Transmission
Oil Level Wiper Switch
Switch
Wiper Relay Low
Wiper Relay High

Buzzer
Buzzer Deactivation Switch

Step Light Switch
Ladder Limit Step Light Relay
Switch
(Optional)
Travel Alarm Buzzer Deactivation
(Optional) Switch
Buzzer
T18J-02-01-014C
T2-1-11
SYSTEM / Controller
ECM: ENGINE CONTROL MODULE
Function Outline
ECM (Engine Control Module) receives the signals
from sensors and MC (main).
ECM processes and performs various kinds of
control.
ECM has the controls as follows.

• Engine Control Dial Control
Controls the engine speed according to the
rotation angle of the engine control dial.
• Fuel Injection Control

ECM detects the engine operating condition
according to the signals from the engine control
dial, the engine speed sensor, the boost pressure
sensor, and MC (main) and controls the fuel
injection.
• Low Temperature Start Control

ECM supplies current to the air heater and
increases the intake manifold temperature when
atmospheric temperature is low (0°C or less) so
that the starting of the engine is improved.
• Diagnosing control
When ECM receives the erratic data from the
engine control dial, the engine speed sensor, and
the boost pressure sensor, ECM reduces the
engine speed and the fuel injection amount.
Failure information is displayed by lighting and
blinking the indicator.
T2-1-12
SYSTEM / Controller
Fusible Fusible Fusible

Link 7 Link 8 Link 4
Preheat Engine Speed Sensor

Signal Relay
Atmospheric Pressure Sensor
Preheat Preheat Coolant Temperature Sensor

Relay 1 Relay 2
Intake Air Temperature
Sensor
Boost Pressure Sensor
ECM
Boost Temperature Sensor
Engine Oil Pressure Sensor

Air Heater 1 Air Heater 2
Engine Control Dial Electronic Governor
Engine Maintenance
Indicator
Engine Speed Limit Signal
Engine Warning Indicator
MC (Main) Engine Stop Indicator
DLU2
T18J-02-01-015C
T2-1-13
SYSTEM / Controller
DLU: DATA LOGGING UNIT
Function Outline
● Monitor System Monitoring ● MMS Communication (Optional)
DLU2 monitors communication with the connected Communication with the mine management system
units, and logs abnormality. of MMS (Modular Mining System) can be done.
Warning information is sent to MMS in real time at
● Operating Hour Control the occurrence of warning.
DLU2 incorporates the internal clock and the GPS
receiver. ● Satellite Communication (ORBCOMM) (Optional)
The internal clock is corrected to the standard time Log data from DLU is transmitted to the satellite
by using the GPS receiver. terminal.
● Taking-In Basic Data

The data for ECM is taken in through CAN (J1939)
and transmitted to Ke-CAN.
● Warning Detection
Warning information with the stamped time is
logged.
● Operating Condition Detection

Operating data is processed every 30 minutes.
● Service Tool Communication

Communication with Dr.ZX and a personal computer
can be done.
● Parameters Setting
The parameters in DLU are set by using Dr.ZX.
T2-1-14
SYSTEM / Controller
Ke-CAN
Monitor Unit
Satellite Terminal
ICF MC (Main) MC (Sub) DLU2

Dr. ZX
Dr. ZX
CAN (J1939)
ECM
T18J-02-01-010C
T2-1-15
SYSTEM / Controller
ICF: INFORMATION CONTROLLER
Function Outline
• Operating Hour Control
The internal clock is provided for ICF.
ICF sends data of the internal clock to the monitor
unit through the CAN bus line.
• Fault Code Display

ICF displays the fault code sent from MC (main),
MC (sub), and the monitor unit through the CAN
bus line to Dr. ZX.
CAN Bus Line
Monitor Unit
Satellite Terminal
ICF MC (Main) MC (Sub) DLU2

Dr. ZX
⋅ Used when download of

operation data
⋅ Cable P/No. 4486988
Dr. ZX
⋅ Used when troubleshooting
ECM
T18J-02-01-010C
PHOTO
0784-003
T2-1-16
SYSTEM / Controller
MONITOR UNIT
Function Outline
Primary Screen
1 2 3 4 5 6 7
8
18
9
10
11
PHOTO
0784-012
17 16 15 14 13 12
T18J-02-01-007C
1 - Work Mode Display 6 - Preheat Display 11 - Rear View Camera 15 - Auxiliary Selection
Selection
2 - Auto-Idle Display 7 - Hour Meter 12 - Menu 16 - Auto-Lubrication Selection
3 - Heavy Lift Display 8 - Auto-Lubrication Display 13 - Auxiliary Selection 17 - Return to Primary Screen
4 - Lubrication Mode Display 9 - Fuel Gauge 14 - Auxiliary Selection 18 - Coolant Temperature
Gauge
5 - Ladder Display 10 - Clock
T2-1-17
SYSTEM / Controller
● Meter Display
The displayed data for each meter are displayed on Work Mode 2
the monitor unit according to the input signal from
the sensor, the signal received from ICF through the
1
CAN bus line, and the internal data of the monitor 3
unit.
Display Item
1- Coolant temperature gauge (Input signal from
the coolant temperature sensor)
2- Hour meter (Internal data of the monitor unit) 4
3- Fuel gauge (Input signal from the fuel sensor)
4- Clock (Signal received from ICF through the
CAN bus line)
● Work Mode Display (Optional)

The attachments being used are displayed M18J-01-006C
according to the signals received from MC through

CAN.
Digging Mode
T1V1-05-01-108
Attachment Mode
(Only the machines equipped with optional parts)
T2-1-18
SYSTEM / Controller
● Auto-Idle Display (1)
When the auto-idle switch on the switch panel is 1 2 3 4
turned ON, the monitor unit displays the auto-idle.
When the key switch is turned ON with the auto-idle
switch ON, auto-idle display (1) blinks for 10
seconds.
● Heavy Lift Display (2)

When the heavy lift switch is turned ON, the heavy
lift is displayed according to the signal received from
MC through the CAN bus line.
● Lubrication Mode Display (3)

When the lubrication mode selection switch is set to
the AUTO and MANUAL position, the lubrication
mode is displayed according to the signal received
from MC through the CAN bus line. M18J-01-006C
● Preheat Display (4)

While ECM supplies current to the air heater, the
data is displayed according to the signal from ECM.
(Refer to SYSTEM / Control System.)
T2-1-19
SYSTEM / Controller
● Fuel Sensor Error Display Coolant Temperature Fuel Sensor Error
When the fuel sensor is faulty or if the harness Sensor Error Display Display
between the fuel sensor and the monitor unit is open
circuit, the data is displayed on the fuel gauge.
● Coolant Temperature Sensor Error Display

When the coolant temperature sensor is faulty or if
the harness between the coolant temperature
sensor and the monitor unit is open circuit, the data
is displayed on the coolant temperature gauge.
M18J-01-015C
● Alarm and Remedy Display against Alarm

The alarm marks are displayed on bottom of the
screen according to the alarm signals received from
each controller through the CAN bus line.
The remedy for each alarm is displayed by key
operation.
Alarm Display M18J-01-013C
Remedy Display against Alarm T1V5-05-01-013C
T2-1-20
SYSTEM / Controller
● Troubleshooting
The fault codes are displayed on the screen
according to the signals received from MC (main),
MC (sub), and ICF through the CAN bus line.
Fault Code Display T1V5-05-01-097C
● Controller Version
The controller version is displayed.
● Monitoring
Controller Version Display T18J-02-01-016C
The temperature and pressure data received from
each controller through the CAN bus line are
displayed on the screen.
Monitoring Screen T18J-02-01-017C
T2-1-21
SYSTEM / Controller
● Pump 1 Flow Rate Adjustment (Only the machines
equipped with the optional parts)
When using the attachments, fine adjust flow rate of
pump 1 by key 1 and key 2 operation.
(Adjusting range: -50 to 50 L/min)
The signals from the monitor unit are sent to MC
(main) through the CAN bus line.
MC (main) drives the pump 1 flow rate control
solenoid valve and adjusts the pump 1 flow rate.
Key 1
Key 2
When Using Breaker 1 M1J5-01-014C
● Attachment Selection (Only the machines equipped

with the optional parts)
Digging mode and attachment mode set by Dr. ZX
are selected on this screen.
T2-1-22
SYSTEM / Controller
● Back Monitor Setting
By key operation, the display types of the ON and
OFF screen for the back monitor auto-control while
traveling can be set.
• Maintenance Setting Back Monitor Setting Screen T1V5-05-01-173C
The remaining hours until the next replacement is

displayed.
Replacement items are shown in the item list. The
performed replacement is recorded by selecting
an item.
• Interval ON/OFF Setting
The intervals of replacement items are
individually set.
• Items included in maintenance settings
Engine Oil
Engine Oil Filter
Hydraulic Oil
Hydraulic Oil Pilot Filter
Hydraulic Oil Full-Flow Filter
Pump Transmission Oil Maintenance Setting Screen T1V5-05-01-049C
Travel Device Oil
Swing Device Oil
Swing Bearing Grease
Air Cleaner Filter
Engine/Air Conditioner V Belt
Fuel Filter
Air Conditioner Filter
Interval ON/OFF Setting Screen T1V5-05-01-052C
T2-1-23
SYSTEM / Controller
● Language Setting
A language can be selected from the preset
languages according to work environment.
Language Setting Screen T1V1-05-01-137C
T2-1-24
SYSTEM / Control System
OUTLINE
The main controller (main, sub) and ECM (Engine

Control Module), which built in a microcomputer,
control the machine operations.
The main controller (main, sub) or ECM receives the
signals from the engine control dial, the engine speed
sensors 1 and 2, and the switches. The main
controller (main, sub) or ECM processes and drives
the solenoid valve and the electronic governor, and
controls the engine and the pump.
Engine Control
• Engine Control Dial Control
• Power Mode Control
• Travel Speed Limit Control
• Auto-Idle Control
• Low Temperature Start Control
Pump Control
• Pump Flow Rate Control
• Speed Sensing Control
• Output Power Control
• Engine Protection Control
• Overheat Prevention Control
• Swing/Boom Priority Selection Control
• Pump Learning Control
• Fan Pump Flow Rate Control
Valve Control
• Pressure Rising Selection Control When
Traveling
• Heavy Lift Control
• Boom Mode Control
• Boom Flow Rate Control Valve Control
Other Control
• Auto-Lubrication Control
• Rear Monitoring Display Selection Control
• Wiper/Washer Control
• Level Check Control
• Travel Alarm Control (Optional)
T2-2-1
ENGINE CONTROL
Engine
Engine Control Dial Control Speed
-1
min
Purpose: Control the engine speed according to the
1950
rotation angle of the engine control dial.
Operation:
1. The engine control dial sends the signal to ECM
according to the operation.
2. ECM operates the electronic governor in
850
response to this signal and controls the engine
Engine
speed. Control Dial
Slow Idle Fast Idle Position
Specification of Engine Control Dial
Slow idle 0.3 to 1.0 V
Fast idle 4.0 to 4.7 V
Electronic
Key Switch Governor
ECM
Engine Control Dial
T142-04-03-001C
T2-2-2
(Blank)
T2-2-3
Power Mode Control
• E Mode Control
Purpose: Decreases the engine maximum speed to
1600 min-1 in order to reduce fuel
consumption and noise level.
Engine
Operation: Speed
1. When the power mode switch is in the E mode,
MC (main) sends the limit signal which the
engine speed is controlled to 1600 min-1 to ECM.
2. When ECM receives the signal from MC (main), -1
in case the target engine speed of the engine 1600 min
control dial is 1600 min-1 or more, ECM sets the

target engine speed to 1600 min-1.
3. MC (main) sends the signal to each pump and
adjusts the pump displacement angle so that the
torque should be the standard torque of the total Engine Control
Slow Idle Fast Idle Dial Position
of three pumps according to the engine speed.
• P Mode Control
Purpose: The P mode control controls the engine

maximum speed to the rated speed 1800
min-1 in order to use in normal operation.
Engine
Operation: Speed
1. When the power mode switch is in the P mode,
MC (main) sends the limit signal which the
engine speed is controlled to 1800 min-1 to ECM. 1800 min
-1
2. When ECM receives the signal from MC (main),

in case the target engine speed of the engine
target engine speed to 1800 min-1.
3. MC (main) sends the signal to each pump and
adjusts the pump displacement angle so that the
torque should be the standard torque of the total Engine Control
of three pumps according to the engine speed. Slow Idle Fast Idle Dial Position
T2-2-4
• HP Mode Control
Purpose: As the HP mode control does not limit the

engine speed, when the engine output is Rated Torque
Base Torque
sufficient, the pump delivery flow rate is
changed according to the engine speed so
that the engine output can be utilized more
efficiently. Pump Increase
Torque
(T·m)
Operation:
1. When the power mode switch is in the HP mode,
MC (main) does not send the engine speed limit
request signal to ECM.
2. ECM sets the target engine speed according to 1650 1800 1950
the rotation angle of the engine control dial. -1
Engine Speed (min )
3. MC sends the signal to each pump and adjusts
the pump displacement angle so that the torque
should be the standard torque of the total of three Engine Control Dial
-1
pumps according to the target engine speed. Fast idle 1950 min 4.0∼47 V
4. When the engine rated speed is 1800 min-1 or -1
Slow idle 850 min 0.3∼1.0 V
more, the torque is increased.
Engine Speed Limit

Request Signal
Engine Control
Dial
MC (Main) ECM
DLU2
Power Mode Engine Speed

Switch Sensor
Engine
T18J-02-02-013C
T2-2-5
Travel Speed Limit Control
Purpose: Decreases the engine maximum speed to

1800 min-1 and decreases the travel speed Engine
when traveling at the HP mode in order to Speed
protect the travel motor.
-1
Operation: 1800 min
1. When the power mode switch is in the HP mode
and the travel lever is operated, MC (main) sends
the limit signal which the engine speed is
controlled to 1800 min-1 to ECM.
in case the target engine speed of the engine
control dial is 1800 min-1 or more, ECM sets the Engine Control
Fast Idle Dial Position
target engine speed to 1800 min-1. Slow Idle
3. As MC (main) decreases the pump delivery flow
rate according to the engine speed 1800 min-1,
the travel speed decreases.
T2-2-6
Engine Speed Limit

Request Signal Engine Control
Dial
MC (Main) ECM
DLU2

Switch Sensor
Engine
Travel Operation
Pressure Sensor P3 P2 P1
PHOTO PC1 Sol. Valve
0784-009 PC3 Sol. Valve PC2 Sol. Valve

T18J-02-02-013 Ｃ
T2-2-7
Auto-Idle Control
Purpose: Reduces the engine speed when all the

control levers are in neutral with the
auto-idle switch ON. Therefore, fuel
consumption and noise level can be
reduced.
Operation:
1. When the control lever is set to the neutral Engine Engine speed is
reduced to the
position with the auto-idle switch ON, MC (main) Speed
auto-idle speed
sends the limit signal which the engine speed is after 3 seconds.
controlled to 1400 min-1 to ECM after about three Fast Idle
seconds.
in case the target engine speed of the engine Auto-Idle
-1
1400 min Speed
target engine speed to the auto-idle speed (1400
min-1).
3. When the control lever is operated, MC (main) Slow Idle
receives the signal from the pressure sensor. Engine Control
Slow Idle Fast Idle Dial Position
4. MC (main) stops sending the signal to ECM.
5. ECM returns the engine speed to the original
engine speed.
Auto-Idle Deactivation Requirement:

• When the control lever is operated.
• When the power mode switch is shifted.
• When the engine speed is changed by using the
engine control dial.
T2-2-8
Pressure
Sensor
Boom Raise
Boom Lower
Arm Roll-Out
Arm Roll-In
Bucket Roll-Out
Bucket Roll-In
Swing
Right Travel
Left Travel
Attachment (Optional: Backhoe)

(Bucket Open/Close: Loading Shovel)
Engine Speed Limit

Request Signal Engine Control Dial
Auto-Idle Switch
MC (Main) ECM
DLU2

Switch Sensor
Engine
T18J-02-02-014C
T2-2-9
Low Temperature Start Control
Purpose: Supplies current to the air heater and NOTE:

increases the intake manifold temperature • When the key switch is set to other than the ON
when atmosphere temperature is low (0°C position before completing the preheating (within
or less) so that the engine starting ability is thirty seconds), the preheating stops
improved. automatically and the preheat lamp is turned
OFF.
Operation: • Even if the preheating is completed (after thirty
1. When the key switch is turned ON, current from seconds or more), in case the key switch is in the
the battery flows to ECM through fusible link 1, ON position, the preheating stops automatically
the key switch, fuse box 2, and the engine stop and the preheat lamp is also turned OFF.
switch. • If the preheating is required again, turn the key
2. When the intake manifold air temperature is 0°C switch OFF. Turn the key switch ON after 5
or less with the engine key switch is turned ON, minute again. (The preheating cannot be
ECM excites the preheat signal relay. performed for five minutes after the key switch is
3. When the preheat signal relay is excited, current turned OFF in order to protect the engine.)
from the battery excites preheat relays 1 and 2
through the preheat signal relay.
4. When preheat relays 1 and 2 are excited, current
from the battery operates air heaters 1 and 2
through fusible links 7 and 8 and preheat relays 1
and 2.
5. At the same time, current from the battery excites
the preheat lamp relay through fusible link 8,
preheat relay 2, and the fuse.
6. When the preheat lamp relay is excited, current
flows to the preheat lamp in the monitor controller
and turns on the preheat lamp.
7. Air heaters 1 and 2 are operated for thirty
seconds.
T2-2-10
Key Switch
Fusible
Link 1
Fusible Fusible Fusible

Link 7 Link 8 Link 4
Engine Stop
Preheat Switch
Signal Relay Fuse Box 2
Fuse #3 5 A
Preheat Preheat
Relay 1 Relay 2 ECM
Intake Manifold
Temperature Sensor
Fuse 5 A
Air Air
Heater 1 Heater 2
PHOTO
Preheat Lamp
1010396
Preheat Lamp
Relay
Monitor T18J-02-02-015RC
Controller
T2-2-11
PUMP CONTROL
Pump Flow Rate Control
Purpose: Makes the main pump deliver the oil NOTE: When lowering the boom, the boom falls
amount required for the actuator according due to own weight due to the boom
to the control lever stroke. regenerative valve operation.
Therefore, when lowering the boom, the
Operation: main pump delivery flow rate does not
● When the control lever is operated: increase.
1. When the control lever is operated, pressure oil
from the pilot valve acts on the pressure sensor
according to the lever stroke.
2. Each pressure sensor detects this pressure and
sends the signal to MC (main).
3. MC (main) compares the actual displacement
angle detected by the pumps 1, 2, and 3
regulator pressure sensors with the pilot pressure
from the pilot valve. MC (main) calculates the
required oil amount and drives the pumps 1, 2,
and 3 control solenoid valves.
4. Consequently, the main pump displacement
angle is increased so that the main pump delivery
flow rate increases.
● When the control lever is in neutral:

1. When the control lever is in the neutral position,
the pilot pressure oil to each pressure sensor is
stopped.
2. Each pressure sensor detects that pressure has
stopped and sends the signal to MC (main).
3. In addition, MC (main) compares the actual
displacement angle detected by the pumps 1, 2,
and 3 regulator pressure sensors with the pilot
pressure from the pilot valve. MC (main)
calculates the required oil amount and drives the
pumps 1, 2, and 3 control solenoid valves.
4. Consequently, the main pump displacement
angle is minimized so that the main pump
delivery flow rate is minimized.
T2-2-12
Pressure
Sensor
Boom Raise
Boom Lower
Arm Roll-Out
Arm Roll-In
Bucket Roll-Out
Bucket Roll-In
Right Travel
Left Travel
Swing
Attachment (Optional: Backhoe)
(Bucket Open/Close: Loading Shovel)
MC (Main)
Engine Pump 1
Pump 3 Delivery Pressure Sensor
Regulator
Pressure Sensor
Pump 1
Pump 3 Regulator Pressure Sensor
Delivery
Pressure Sensor
Pump 3
Control Solenoid Pump 1
Valve Control Solenoid Valve
Pump 2 T18J-02-02-004C
Pump 2 Pump 2 Regulator Pressure
Delivery Pressure Sensor Control Solenoid Sensor
Valve
PHOTO
0784-247 0784-248
T2-2-13
Speed Sensing Control
Purpose: Controls the pump delivery flow rate

according to the change of engine speed
and utilizes the engine output power
efficiently. (Engine stall is prevented when
the machine operates under adverse
conditions such as operating at high
altitude.)
Operation:
Q
1. MC (main) calculates the target engine speed HP Mode
according to the signal of the engine control dial
position from ECM through DLU2 by using the
Increase
CAN communication.
Flow Rate
2. MC (main) calculates the difference in speed
between the target engine speed and the actual Decrease
engine speed from the engine speed sensor Base
Torque
installed in the engine, and the signal from the
pump delivery pressure sensor. MC (main) sends
the signal to the pump control solenoid valve. Pressure P
T111-05-02-004CA
3. The pump control solenoid valve delivers pilot
pressure in response to the signal to the pump
regulator and controls the pump delivery flow Pump P-Q Diagram
rate.
4. If the engine load increases and the actual Q
P/E Mode
engine speed becomes slower than the target
engine speed, the pump displacement angle is
reduced so that the engine load is reduced and
Flow Rate
engine stall is prevented.

5. If the actual engine speed becomes faster than Decrease
the target engine speed, the pump displacement Base
angle is increased so that the pump delivery flow Torque
rate is increased and the engine output power
can be utilized more efficiently. Pressure P
T166-02-01-014CA
T2-2-14
ECM
Engine Control Dial
CAN Communication
DLU2
Engine Speed
MC (Main) Sensor
Pump 1
Engine Delivery Pressure Sensor
Pump 3
Delivery Pressure Sensor
Pump 1
Control Solenoid Valve
Pump 3
T18J-02-02-005C
Pump 2 Pump 2
Delivery Pressure Sensor Control Solenoid Valve
T2-2-15
Output Power Control
Purpose: Control each main pump delivery flow rate NOTE: The fan pump delivery flow rate is
so that the sum of the pump driving torque controlled by the fan pump flow rate control
assigned to main pumps 1, 2, and 3 do not regardless of the engine output torque.
exceed the engine output torque, and (Refer to Fan Pump Flow Rate Control in
efficiently utilizes the engine output power. this group.)
Operation:
1. When operating main pumps 1, 2, and 3, some
difference between each delivery pressure occurs 5. MC (main) compares the actual pump
under normal conditions. displacement angle detected by the pump
2. The higher delivery pressure side pump is loaded regulator pressure sensor with the target pump
more than the lower delivery pressure side pump. displacement angle.
3. The pump delivery pressure sensor and the 6. MC (main) controls the higher load side pump
pump regulator pressure sensor detect this status control solenoid valve and increases the main
and send the signals to MC (main). pump delivery flow rate of the higher load side.
4. MC (main) calculates the maximum target pump
displacement angle from the signals of three
pump delivery pressure sensors within the range
that the sum of the pump driving torque assigned
to main pumps 1, 2, and 3 do not exceed the
engine output power.
T2-2-16
ECM
Engine Control Dial
CAN Communication
DLU2
Engine Speed
MC (Main) Sensor
Pump 1
Pump 3
Pump 1
Pump 3
T18J-02-02-005C
Pump 2 Pump 2
T2-2-17
Engine Protection Control
Purpose: Start when ECM detects a malfunction, and

reduces the pump flow rate and the pump
driving torque so that the engine load is
reduced and the breakage is prevented.
Operation:
1. When ECM receives the malfunction below from
each sensor, ECM sends the malfunction signals
to MC (sub) through the CAN communication.
• Coolant temperature: High
• Intake manifold temperature: High
• Engine oil pressure: Low
• Coolant level: Low
2. When MC (sub) receives the malfunction signals,
MC (sub) sends the request signal to reduce the
pump driving torque to MC (main) through the
CAN communication.
3. When MC (main) receives the signals, MC (main)
sends the signals to reduce the pump driving
torque to the pumps 1, 2, and 3 control solenoid
valves.
4. Therefore, the pump displacement angle is
reduced. The pump flow rate and the driving
torque are reduced so that the pump load is
decreased.
5. At the same time, the monitor unit receives the
display command signal of the alarm mark from
MC (main) and MC (sub). The monitor unit
displays the alarm mark on the monitor.
6. In addition, MC (sub) turns the buzzer output ON
and sounds the buzzer.
T2-2-18
Monitor Unit
Alarm Command
Signal
Coolant Temperature
Sensor
Coolant Level Sensor
ECM Engine Oil Pressure
Buzzer Sensor
MC (Sub) Intake Manifold
Temperature Sensor
Buzzer CAN Communication

Deactivation DLU2
Switch
CAN Communication
Pump 1 Control Solenoid Valve
MC (Main) Pump 2 Control Solenoid Valve
Pump 3 Control Solenoid Valve
T18J-02-02-016C
T2-2-19
Overheat Prevention Control
Purpose: Reduce the maximum flow rate and the

driving torque of the main pump when
coolant temperature and hydraulic oil
temperature increase to the specified value
or more in order to reduce the engine load
and prevent the overheating.
Operation:
1. MC (main) receives the signal of the coolant
temperature sensor from ECM through the CAN
communication.
2. MC (main) receives the signal of hydraulic oil
temperature sensor 1 and the signal of hydraulic
oil temperature sensor 2 from MC (sub) through
the CAN communication. MC (main) sets the
maximum value as the hydraulic oil temperature.
3. When coolant temperature is 99 °C or more or
hydraulic oil temperature is 100 °C or more, MC
(main) calculates the target pump displacement
angle of the 7 % reduced driving torque
according to the signal from the pump delivery
pressure sensor.
4. MC (main) compares the actual pump
displacement angle detected by the pump
regulator pressure sensor with the target
displacement angle. MC (main) eliminates the
difference by using the pump control solenoid
valve and reduces the pump driving torque by
7 %.
Overheat Control Completed Condition

• Coolant Temperature: 95 °C or less
• Hydraulic Oil Temperature: 95 °C or less
T2-2-20
Over 99 °C
Coolant Temperature Sensor
ECM
Engine Control Dial
CAN Communication
DLU2
Over 100 °C
MC (Sub) Hydraulic Oil Temperature
Sensor 2
Over 100 °C
Hydraulic Oil Temperature Sensor 1
MC (Main)
Engine Speed Sensor
Pump 1
Engine
Pump 3
Pump 1
Pump 3
T18J-02-02-017C
Pump 2 Pump 2
T2-2-21
Swing/Boom Priority Selection Control
Purpose: When operating the swing/boom raise and

the swing/arm roll-out, the swing/boom
priority selection control changes the speed
balance of the swing and the boom raise or
the swing and the arm roll-out by changing
the pump delivery flow rate according to
the swing/boom priority selection switch
position.
Operation:
1. When MC (sub) receives the signal of the
swing/boom priority selection switch, MC (sub)
sends the swing power decrease level signal to
MC (main) through the CAN communication.
2. When MC (main) receives the signal of the swing
and the boom raise or the arm roll-out, MC
(main) calculates each target pump displacement
angle due to the distributed torque of pumps 1, 2,
and 3 according to the swing power decrease
level. MC (main) sends the signal to the pump
control solenoid valve.
3. Therefore, when the swing/boom priority
selection switch is set to give priority to the swing
function, the flow rate of pump 3 (for swing)
increases. On the other hand, when giving
priority to the boom function, the flow rate of
pump 3 decreases.
• Swing/Boom Priority Mode Switch

1 Priority to the boom raising
2 Normal Position
3 Priority to the Swing Speed
T2-2-22
ECM
Engine Control Dial
CAN Communication
DLU2
MC (Sub) Swing/Boom Priority

Selection Switch
Swing
PHOTO
Boom Raise
MC (Main)
Arm Roll-Out 0784-009
Engine Speed
Sensor
Pump 1
Pump 3
Pump 1
Pump 3
T18J-02-02-018C
Pump 2 Pump 2
T2-2-23
Pump Learning Control
Purpose: Learns automatically the relation between

current and regulator pressure when
operating the pump control solenoid valve
as a pump control basis. The learned value
is applied to the pump displacement angle
control.
Operation:
1. When the following conditions exist, the learning
switch in the rear console is set to the pump
learning side (opposite side of E).
2. MC (main) flows current to each pump control
solenoid valve in the order of the specified
current value in advance.
3. MC (main) detects each current value when
operating the pump control solenoid valve and
the pump regulator pressure at that time. MC
(main) learns the relation between current and
pressure.
4. MC (main) applies the learned characteristics of
current and pressure for each pump control
solenoid valve to the pump control.
Condition:
• Key Switch: ON
• Engine: Running (500 min-1 or more)
• Engine Control Dial: Fast Idle
• Auto-Idle Switch: OFF
• Power Mode Switch: HP mode
• Pressure Sensor: No signal (Lever in neutral)
• Hydraulic Oil Temperature: 50±5°C (122±9°F)
• Pilot Shut-Off Lever: LOCK position
IMPORTANT: Perform pump learning after

performing the following. (Refer to
TROUBLESHOOTING / Diagnosing
Procedure.)
・ Replacement of the pump, the
pump regulator, and the pump
・ Replacement of MC.
NOTE: The pump learning is not required when

replacing the battery.
T2-2-24
Pilot Shut-Off
Lever
Pressure
Sensor
Learning Switch
Key Switch
DLU2 ECM Engine Control Dial
Auto-Idle Switch MC (Main)
Engine Speed
Sensor
Power Mode
Engine
Switch
HP Mode
Pump 1
Regulator Pressure
Pump 1
Pump 2
Regulator Pressure T18J-02-02-019C
Pump 3 Pump 3 Pump 2
Control Solenoid Valve Regulator Pressure Control Solenoid Valve
PHOTO
0784-265
T2-2-25
Fan Pump Flow Rate Control
Purpose: Control the fan pump delivery flow rate

according to hydraulic oil temperature, fuel
temperature, and atmospheric temperature.
In addition, when the air conditioner switch
is turned ON, control the fan pump delivery
flow rate in order not to decrease even if
the engine speed is slow. Therefore, the
fan speed is controlled in order to adjust
the temperature of oil cooler, fuel cooler,
and air conditioner condenser properly.
Operation:
1. MC (sub) receives the target engine speed and
hydraulic oil temperature from MC (main) through
the CAN communication.
2. MC (sub) receives fuel temperature and
atmospheric temperature from DLU2 through the
CAN communication.
3. MC (sub) receives the signal of the blower motor
relay (air conditioner switch).
4. MC (sub) calculates the cooling airflow volume
according to each received signal.
5. MC (sub) calculates the target flow rate from the
maximum cooling airflow volume. MC (sub)
calculates the target current for the fan pump
6. MC (sub) sends the signal to the fan pump
control solenoid valve and controls the fan pump
delivery flow rate.
7. Consequently, the fan speed is controlled
properly regardless of the engine speed.
Fan Temperature Fan Motor Speed Ambient Temperature

-1
55 °C 500 min 25 °C
-1
80 °C 1350 min 40 °C
T2-2-26
MC (Main) Hydraulic Oil Temperature Sensor 1
Engine Control Dial

ECM
DLU2 Atmospheric Temperature Sensor
Hydraulic Oil Temperature Sensor 2

MC (Sub)
Blower Motor Relay
Fan Pump
Fan Pump
T18J-02-02-020C
Fan Pump
PHOTO
0784-256
T2-2-27
VALVE CONTROL
Travel Motor Displacement Angle Control
Purpose: Select the travel mode.
Operation:
● Slow Speed:
1. When the travel mode switch is in (SLOW),
current does not flow from MC (main) to solenoid
valve unit (SI).
2. As the solenoid valve unit (SI) is not shifted,
pressure oil from the pilot pump is not supplied to
the travel mode selection valve.
3. Therefore, the travel mode selection valve is not
shifted. As pressure oil from the travel circuit of
the control valve is not supplied to the tilt piston,
the travel motor rotates at slow speed.
(Refer to COMPONENT OPERATION / Travel
Device.)
From Main Pump
Brake Valve
Solenoid Valve
Unit (SI)
Pilot Pump
Travel Mode
Selection Valve
Travel Motor
MC
Travel Mode (Main) Tilt Piston
Switch
T2-2-28
● Fast Speed:
1. When the travel mode switch is in (FAST),
current flows from MC (main) to travel solenoid
valve unit (SI).
2. As solenoid valve unit (SI) is shifted, pressure oil
from the pilot pump shifts the travel mode
selection valve in the travel motor.
3. Consequently，as pressure oil from the travel
circuit of the control valve is supplied to the tilt
piston, the travel motor rotates at fast speed.
Device.)
From Main Pump
Brake Valve
Solenoid Valve
Unit (SI)
Pilot Pump
Travel Motor Travel Mode

Selection Valve
MC
Travel Mode (Main)
Switch
Tilt Piston
T2-2-29
Pressure Rising Selection Control When
Traveling
Purpose: Deliver the back pressure to the main relief

valve temporarily in order to increase the
main relief pressure.
Operation:
1. MC (main) operates solenoid valve unit (SG)
when the pressure sensor (either right travel or
left travel) detects the pilot pressure.
2. Pressure oil from the pilot pump flows to the back
side of the main relief valve.
3. Pressure oil compresses the spring in the main
relief valve and increases the main relief pressure.
(Refer to COMPONENT OPERATION / Control
Valve.)
NOTE: Main Relief Pressure:

During normal operation: 31.9 MPa (325
kgf/cm2)
During pressure increasing operation: 34.3
MPa (350 kgf/cm2)
T2-2-30
Pressure
Sensor
Right Travel
Left Travel
MC
(Main)
Solenoid
Valve Unit
SG
Main Control Valve
Pilot Pump
Main Relief Valve
T18J-02-02-006C
T2-2-31
Heavy Lift Control
Purpose: Increase the main relief pressure.
Operation:
1. When the heavy lift switch is turned ON, MC
(main) operates solenoid valve unit (SG).
2. Pressure oil from the pilot pump flows to the back
side of the main relief valve.
3. Pressure oil compresses the spring in the main
relief valve and increases the main relief pressure.
Valve.)
NOTE: Main Relief Pressure:
kgf/cm2)
During pressure increasing operation: 34.3
MPa (350 kgf/cm2)
4. At this time, MC (main) operates the pumps 1 and

2 flow rate control solenoid valves and minimizes
the flow rate of pumps 1 and 2.
T2-2-32
Heavy Lift Switch
Main Pump 2 Main Pump 1

MC (Main)
Pump 2 Pump 1
Solenoid Control Solenoid Valve Control Solenoid Valve
Valve Unit
SG
Main Control Valve
Pilot Pump
Main Relief Valve
T18J-02-02-006CA
T2-2-33
Boom Mode Control
Purpose: Reduces vibration of the machine during

digging and ground leveling operation.
Operation:
1. MC (main) receives the signal from each pressure
sensor. Boom Mode Switch
2. When the following conditions exist, MC (main)
operates solenoid valve unit (SC).
3. Pressure oil from the pilot pump acts on the boom
overload relief control valve through solenoid
valve unit (SC).
4. When the boom overload relief control valve is
shifted, the relief set pressure of the overload
relief valve decreases.
5. Consequently, as holding pressure at the boom
cylinder rod side decreases, vibration of the
machine is reduced during boom lower operation.
Valve / Boom Overload Relief Control Valve.)
M1J1-03-001C
Condition:
• Work Mode: Digging mode
• Boom Mode Switch: ON
• Pressure Sensor (Right/Left Travel): No signal
• Pressure Sensors (Boom, Arm, Bucket, Swing,
and Attachment): Output from either pressure
sensor
NOTE: Overload Relief Pressure:

kgf/cm2) at 110 L/min
During operation: 11.8 MPa (120 kgf/cm2)
at 110 L/min
T2-2-34
Main Pump 1
Main Control Valve
Boom
Cylinder
Solenoid
Valve Unit
SC
Boom Mode
Switch Pilot Pump
Main Pump 2
MC (Main) Boom Overload
Relief Control Valve
Pressure
CAN
Sensor
Communication
Boom Raise
Monitor Unit Boom Lower
(Work Mode) Arm Roll-Out
Arm Roll-In
Bucket Roll-Out
Bucket Roll-In
Swing
Right Travel
Left Travel
Digging Mode
Attachment (Optional)
T18J-02-02-007C
NOTE: The illustration shows during boom lower

operation.
T2-2-35
Boom Flow Rate Control Valve Control
Purpose: During combined operation of boom lower

and arm or boom lower and bucket, the
boom flow rate control valve control reduces
pressure oil to the boom cylinder from the
pump.
When the boom falls due to own weight by
using the regenerative circuit and use
pressure oil from the pump is used for other
actuators, the actuator operation speed
increases.
(Refer to COMPONENT OPERATION /
Control Valve.)
Operation:
1. When MC (main) receives the signal from each
pressure sensor during combined operation of
boom lower and arm or boom lower and bucket,
MC (main) operates solenoid valve unit (SF).
2. Pressure oil from the pilot pump acts on the
selector valve of the boom flow rate control valve.
3. Therefore, the selector valve of the boom flow
rate control valve is shifted and pressure oil which
flows to the boom cylinder from the pump is
reduced.
4. Consequently, pressure oil from the pump flows to
other actuators and the actuator operation speed
increases.
T2-2-36
Pressure Sensor
Boom Raise
Boom Lower
Arm Roll-Out
Arm Roll-In
Bucket Roll-Out
Bucket Roll-In
MC (Main)
Solenoid Valve
Unit
Pilot
Pump
Main Control Valve
Boom
Cylinder
Arm
Cylinder
Boom Flow Rate

Control Valve
(Selector Valve)
Pump 2 Pump 1
T18J-02-02-009C
NOTE: The illustration shows during combined

operation of boom lower and arm roll-in.
T2-2-37
OTHER CONTROLS
Auto-Lubrication Control
Purpose: Control the auto-lubrication device in order

to perform the auto-lubrication properly.
(Refer to COMPONENT OPERATION /
Others (Upperstructure) / Distribution
Valve.)
Operation:
1. When the lubrication mode selection switch is set 12. Consequently, as the auto-lubrication relay is
to the AUTO position, MC (main) grounds terminal turned OFF and current does not flow to the
#B24 inside. grease pump, the grease pump stops.
2. Therefore, the auto-lubrication relay is excited. 13. Then, as MC (main) grounds terminal #B24 again
3. Current from fuses #15 flows to the grease pump after the preset interval, the grease pump is
and terminal #1 in the proximity switch through operated and the auto-lubrication restarts.
the auto-lubrication relay. 14. In addition, the specified operating number of the
4. Therefore, the grease pump is operated and the signal from the proximity switch is not sent to
auto-lubrication starts. terminal #B5 in MC (main) within 5 minutes after
5. While the auto-lubrication relay is ON, the grease the auto-lubrication relay is turned ON, MC (main)
pump is operated and delivers grease. recognizes the faulty auto-lubrication circuit (out
6. When grease is delivered from the grease pump, of grease, faulty grease pump). MC (main)
the piston of the distribution valve strokes. displays the auto-lubrication alarm on the monitor
7. The proximity switch is provided in the distribution unit.
valve and is turned ON/OFF according to the
piston stroke of the distribution valve. NOTE: The lubrication time and interval can be set
8. When the piston of the distribution valve comes by using the monitor unit or Dr. ZX Service
close to the proximity switch, the proximity switch Mode. (Ajust 10∼253 mim.)
is turned ON and the transistor in the proximity
switch is turned ON. Therefore, terminal #B5 in
Lubrication Mode
MC (main) is grounded through the proximity Selection Switch
switch.
9. On the other hand, when the piston of the
distribution valve moves away from the proximity
switch, the proximity switch is turned OFF and the
transistor in the proximity switch is turned OFF.
Therefore, current from terminal #1 flows to
terminal #B5 in MC (main).
10. MC (main) detects the operating number (stroke
number) of the distribution valve according to the
signal sent to terminal #B5.
11. When the operating number (stroke number) of
the distribution valve reaches the specified
number, MC (main) disconnects the ground to
terminal #B24. M1J1-03-001C
T2-2-38
From Battery
Fuse #15
Auto-
Lubrication
Relay
Grease
Pump
Lubrication Mode
Transistor Selection Switch
Distribution 2
Valve
3
Proximity Switch
B5 B24 C30 B3
MC (Main)
CAN Communication
PHOTO Monitor Unit
0784-183 0784-086
T18J-02-02-021RC
T2-2-39
Rear Monitoring Display Selection Control
Purpose: Changes the screen of the monitor unit

into the image of the rear view monitor.
Operation:
1. When the travel is operated and MC (main)
receives the signal from the travel pressure
sensor with the rearview monitor auto selection
ON, MC (main) sends the signal to shift the
display to the monitor unit through the CAN
communication.
2. The monitor unit changes the image of the
rearview camera.
3. In addition, when the rearview monitor key on the
monitor unit is pushed, the image of the rearview
camera is displayed on the screen.
NOTE: The image selection function of the monitor

unit can be turned OFF from the setting
menu.
T2-2-40
Rear View
Camera
Image
Pressure Sensor
(Travel)
CAN Monitor Unit
Communication
MC (Main)
T1V1-02-01-100CA
Setting Menu Rear View

Monitor
Selection Key
T2-2-41
Wiper/Washer Control
Purpose: Operate the wiper and the window washer

according to the wiper/washer switch
position.
Fast
Operation:
1. MC (sub) receives the position signal of the wiper
switch and the signal of the washer switch.
Middle
2. When the wiper switch is in the ON position, MC
(sub) turns the signal of the wiper relay High ON.
Therefore, the wiper motor is continuously Slow
operated at fast speed.
3. When the wiper switch is in the INT position, MC
(sub) intermittently turns the signal of the wiper
relay Low ON according to the set intervals.
M178-01-016CA
Therefore, the wiper motor is intermittently
operated at slow speed.
4. While pushing the washer switch, MC (sub) turns
the washer relay and the signal of the wiper relay
High ON. Therefore, the washer motor is
operated and the wiper motor is continuously
operated at fast speed.
T2-2-42
Wiper Motor
Battery Relay
Wiper Relay Wiper/Washer Switch

Low
DO
Low Wiper
+ Switch
Wiper Relay
High 1 AI Signal
DO -
High
Wiper Relay MC (Sub)

High 2 Washer Switch
DI
Washer Relay DO
Washer
Motor
T18J-02-02-011C
T2-2-43
Level Check Control
Purpose: When the level switch is turned ON, check

levels of coolant, engine oil, and hydraulic Level Check Switch
oil, and displays the results on the monitor
unit.
Operation:
1. When the level check switch is turned ON with the
key switch ON, MC (main) receives the signal.
2. When MC (sub) receives the malfunction signal of
coolant level from ECM through DLU2 by using
the CAN communication, MC (sub) sends the
signal of coolant level alarm to MC (main) by
using the CAN communication.
3. MC (main) receives the signals of the engine oil
level switch and the hydraulic oil level switch.
4. MC (main) sends the signals to the monitor unit in M1J1-03-001C
order to display normal or abnormal state by

using the CAN communication according to each
received level condition.
5. The monitor unit displays normal (green) or
abnormal (red) for coolant level, engine oil level,
and hydraulic oil level according to the received
signals.
T2-2-44
Monitor Unit
Engine Oil
Level
Coolant Level
Hydraulic Oil
Level
Monitor Display
In Normal Condition: Green Key Switch
In Abnormal Condition: Red
Level Check Switch
MC (Main)
Engine Oil Level Switch
Hydraulic Oil Level Switch 1
Hydraulic Oil Level Switch 2
MC (Sub)
DLU2 ECM Coolant

Level Sensor
T18J-02-02-022C
T2-2-45
Travel Alarm Control
Travel Alarm
(Only Machines with Optional Parts Equipped) Deactivation Switch
Purpose: Sound the buzzer during travel operation.
Operation: MC (main) receives the signal from the

pressure sensor (right travel or left travel)
when the travel operation is carried out.
MC (main) sends the signal to the travel
alarm device and sounds the buzzer.
NOTE: After traveling continuously for more than

13 seconds, the buzzer can be stopped by
using the travel alarm deactivation switch.
M1J1-03-001C
Pressure
Sensor
Right Travel
Left Travel
MC (Main)
Travel Alarm Device

(Optional)
Travel Alarm Deactivation
Switch (Optional)
Buzzer
T18J-02-02-012C
T2-2-46
SYSTEM / Hydraulic System
OUTLINE
The hydraulic system consists of the main circuit, the

pilot circuit, the transmission oil cooling circuit, and
the oil cooler fan motor circuit.
Pilot Circuit:
Shifts the spool in the control valve, controls the pump,
controls the valve, controls the motor, and releases
the parking brake by using pressure oil from the pilot
pump.
Main Circuit:
Drives the cylinder and the motor by using pressure
oil from the main pump.
Transmission Oil Cooling Circuit:

Delivers transmission oil to the transmission oil cooler
by using the transmission oil circulation pump in order
to cool transmission oil.
Oil Cooler Fan Motor Circuit:

Drives the oil cooler fan motor by using pressure oil
from the oil cooler fan motor drive pump.
T2-3-1
PILOT CIRCUIT
Outline
Pressure oil from the pilot pump is used in order to
operate the operation control circuit, the pump
control circuit, the valve control circuit, the swing
parking brake release circuit, the travel motor
displacement angle control circuit, the hydraulic oil
heat circuit, and the emergency boom lower circuit.
T2-3-2
Operation Control Circuit
Swing Parking Brake

Left Pilot Release Circuit
Travel Pilot Right Pilot Bucket Open Bucket Close
Valve Valve Valve Pilot Valve Pilot Valve
(Only LD) (Only LD) Swing Motor
Shockless
Valve
To Swing Control Valve Spool
Pilot Shut-Off
Solenoid Valve
Signal Control Valve Pump 1

Regulator
Pump Control
Hydraulic Oil Circuit
Heat Circuit
Pump 2
To Main Control Regulator
Emergency Boom Valve Spool
Lower Circuit Flow Combiner Valve
Accumulator Arm Flow Rate Control Valve Pump 3

Regulator
Boom Anti-Drift Valve
Arm Anti-Drift Valve Fan Pump

Regulator
SG Main Relief Valve
SI Boom Flow Rate Control Valve
Valve Control Hydraulic Oil

SF Boom Overload Relief Control Valve
Circuit Tank
SC Control Valve
Solenoid
Valve Unit Travel Motor Displacement Suction Filter
Angle Control Circuit
Travel Motor Travel Motor Relief Valve

Pilot Pump
Pilot Filter
T18J-02-03-001C
NOTE: LD: Loading Shovel
T2-3-3
Operation Control Circuit
• The pilot valve controls pressure oil from the pilot
pump and moves the spool in the main control
valve and the swing control valve.
• The signal control valve is provided between the
pilot valve and the main control valve. The
shockless valve (boom raise circuit) built in the
signal control valve dampens quick spool
movement in the control valve. (Refer to
COMPONENT OPERATION / Signal Control
Valve.)
• The shockless valve (boom lower circuit)
installed between the right pilot valve and the
signal control valve dampens quick spool
movement in the control valve.
• When the pilot shut-off solenoid valve is in the
Lock position, pressure oil does not flow to the
pilot valve. Even if the control lever is operated,
the machine does not move.
• The operation control circuit provides the
accumulator in order to deliver pressure oil to the
operation control circuit for a while after the
engine stops.
Therefore, even if the engine stops when a
trouble occurs with the boom raised, as the
operation control circuit can deliver pressure oil
from the accumulator to the spool in the control
valve, the front attachment can be operated.
T2-3-4
NOTE: The figure shows for the loading shovel.
Travel Travel Bucket Bucket

(Left) (Right) Swing Arm Close Open Boom Bucket
Right Pilot
Valve
Pilot Valve
Shockless
Valve
Pilot Shut-Off
Signal Control Valve
Solenoid Valve
Accumulator
4 3 7 8 2 1 6 5
Pilot Pump
To Swing Control Valve
Shockless
Valve 11 12 9 10 7 8 4 3 2 1 14 13
Main Control Valve
Swing Control Valve
13
14
1 2
4 3
3 4
6 5
1
2 2
8 7 1
7
8 8
4 3 7
11 10
12 9
T18J-02-03-002C
1- Boom Raise 5- Left Swing 9 - Left Travel Forward 12 - Right Travel Reverse
2- Boom Lower 6- Right Swing 10 - Left Travel Reverse 13 - Bucket Close
3- Arm Retract 7- Bucket Tilt-In 11 - Right Travel Forward 14 - Bucket Open
4- Arm Extend 8- Bucket Tilt-Out
T2-3-5
Pump Control Circuit
● Main Pump Delivery Flow Rate Control
1. Pressure oil from the pilot pump flows to the
pump control solenoid valve in the pump
regulator.
2. MC receives the signal from the pilot pressure
sensor in the operation control circuit.
In addition, MC always receives the signal from
the pump regulator pressure sensor.
3. MC sends the signal corresponding to each
signal to the pump control solenoid valve and
drives the pump control solenoid valve.
Therefore, the pump delivery flow rate is
controlled. (Refer to SYSTEM / Control System /
Pump Flow Rate Control.)
● Fan Pump Delivery Flow Rate Control

1. Pressure oil from the pilot pump flows to the fan
pump control solenoid valve.
2. MC drives the fan pump control solenoid valve
and controls the fan pump delivery flow rate in
order to adjust temperature of the oil cooler, the
fuel cooler, and the air conditioner condenser
properly.
(Refer to SYSTEM / Control System / Fan Pump
Flow Rate Control.)
T2-3-6

Hydraulic Oil
Temperature
Pilot Pressure
Sensor
Boom Raise
Boom Lower
Arm Extend
Arm Retract
Bucket Tilt-Out
Bucket Tilt-In
Swing
Right Travel
Left Travel
Bucket Open/Close
CAN Communication
Hydraulic Oil Temperature
Fan Pump Control Solenoid Valve

MC (Main) MC (Sub)
Fan Pump
DLU2 Atmospheric
Temperature
Pilot Pump
Main Pump 2 Engine

Main Pump 1
Main Pump 3
Pump 1
Regulator
Pressure
Sensor
Pilot Filter
T18J-02-03-003C
Pump 3 Pump 3 Pump 2 Pump 2 Pump 1
Regulator Control Control Regulator Control
Pressure Solenoid Solenoid Pressure Solenoid
Sensor Valve Valve Sensor Valve
T2-3-7
Valve Control Circuit
Valve.)
The pilot pressure (primary pilot pressure) from the
pilot pump, the pilot pressure (secondary pilot
pressure) from the pilot valve, solenoid valve units
(SG, SF, and SC), the flow combiner valve control
spool in the signal control valve, and the arm flow
rate control valve control spool control the valves
below.
• Pilot pressure from the pilot pump: Boom

anti-drift valve and arm anti-drift valve
• Solenoid valve unit (SG): Main relief valve
• Solenoid valve unit (SF): Boom flow rate control
valve (Selector valve)
• Solenoid valve unit (SC): Boom overload relief
control valve
• Flow combiner valve control spool: Flow
combiner valve
• Arm flow rate control valve control spool: Arm
flow rate control valve (Selector valve)
Travel Motor Displacement Angle Control Circuit

Device.)
• The pilot pressure from solenoid valve unit SI
controls the travel motor displacement angle
control valve. (Refer to SYSTEM / Control
System / Valve Control.)
T2-3-8
Arm Flow Rate

Signal Control Valve Control Valve Control Spool
Solenoid Flow Combiner Valve Control Spool

Valve Unit
Arm Flow Rate
Boom Anti-Drift Control Valve Arm Anti-Drift
Valve (Selector Valve) Valve
Main Control Valve
Pilot
Pump
Boom Flow Rate

Control Valve
(Selector Valve)
Travel Motor
Boom
Anti-Drift
Valve
T18J-02-03-004C
Displacement Angle Main Relief Flow Combiner
Control Valve Valve Valve Boom Overload
Relief Control
Valve
T2-3-9
Swing Parking Brake Release Circuit
(Refer to COMPONENT OPERATION / Swing
Device.)
• When operating the front attachment or swing,
the pilot pressure which is selected by the shuttle
valve in the signal control valve shifts the swing
parking brake release spool.
• Consequently, the release signal pressure is
supplied to the swing motor and the swing
parking brake is released.
Hydraulic Oil Heat Circuit

(Refer to COMPONENT OPERATION / Others
(Upperstructure).)
• When the pilot shut-off solenoid valve is OFF
(LOCK position), pilot pressure is supplied to the
signal control valve so that hydraulic oil is
warmed by the orifice in the signal control valve.
• The warmed pilot pressure oil flows to the signal
control valve and the pilot valve so that the pilot
system components are warmed.
T2-3-10
Bucket Bucket
Swing Arm Close Open Boom Bucket
Pilot Valve
Pilot Shut-Off
Solenoid Hydraulic Oil Heat Circuit
Valve
Signal Control Valve
Pilot Pump
Swing Motor
Swing Parking Brake Shuttle Valve
Release Spool
Swing Parking
Brake
T18J-02-03-005C
T2-3-11
Emergency Boom Lower Circuit
(Refer to COMPONENT OPERATION / Others
(Upperstructure).)
1. The accumulator is provided between the pilot NOTE: The battery relay is ON for a certain period
pump and the pilot shut-off solenoid valve for the due to the load damp relay operation just
emergency boom lower operation. The after the engine stops (key switch: OFF).
accumulator accumulates pressure oil from the (Refer to SYSTEM / Electrical System /
pilot pump. Serge Voltage Prevention Circuit.)
2. When the engine stops suddenly and the control Therefore, current from the battery flows to
lever is operated with the pilot shut-off lever set in the pilot shut-off solenoid valve and the
the UNLOCK position, pressure oil from the pilot shut-off solenoid valve is kept ON.
accumulator flows to each spool in the control
valve through each pilot valve.
3. Therefore, as the spool in the control valve is
operated, the actuator circuit is connected from
the main pump through the spool in the control
valve.
4. As pressure oil between the control valve and the
actuator flows to the hydraulic oil tank through
the spool in the control valve, the pressure
between the control valve and the actuator is
reduced.
5. Consequently, even if the engine stops suddenly,
the front attachment can be lowered onto the
ground (fall due to own weight) by operating the
control lever (boom lower) quickly.
NOTE: The pressure between the control valve

and the actuator can be released by
operating all control levers just after the
engine stops.
T2-3-12
Travel Travel Bucket Bucket

(Left) (Right) Swing Arm Close Open Boom Bucket
Right Pilot
Valve
Pilot Valve
Pilot Shut-Off Signal Control Valve

Solenoid Valve
Accumulator
4 3 7 8 2 1 6 5
Pilot Pump
To Swing Control Valve
11 12 9 10 7 8 4 3 2 1 14 13
Main Control Valve
Swing Control Valve
13
14
1 2
4 3
3 4
6 5
1
2 2
8 7 1
7
8 8
4 3 7
11 10
12 9
T18J-02-03-002C
1- Boom Raise 5- Left Swing 9 - Left Travel Forward 12 - Right Travel Reverse
2- Boom Lower 6- Right Swing 10 - Left Travel Reverse 13 - Bucket Close
3- Arm Retract 7- Bucket Tilt-In 11 - Right Travel Forward 14 - Bucket Open
4- Arm Extend 8- Bucket Tilt-Out
T2-3-13
MAIN CIRCUIT
Outline
1. Main pumps 1, 2, and 3 draw hydraulic oil from
the hydraulic oil tank. Main pump 1 delivers
hydraulic oil to the 5-spool side in the main
control valve. Main pump 2 delivers hydraulic oil
to the 4-spool side in the main control valve. Main
pump 3 delivers hydraulic oil to the swing control
valve.
2. Delivered hydraulic oil is supplied to the motor or
the cylinder in response to the spool operation of
the control valve.
3. Returning oil from the main control valve is
returned to the hydraulic oil tank through two
return circuits.
4. When the returning oil temperature is low (with
high viscosity) or the large amount of returning oil
flows at one time, oil flow resistance in the oil
cooler increases.
Therefore, the bypass relief valve is opened so
that returning oil flows to the hydraulic oil tank
directly.
5. When returning oil temperature is high (with low
viscosity), oil flow resistance in the oil cooler
decreases. Therefore, the bypass relief valve is
not opened so that returning oil flows to the
hydraulic oil tank through the oil cooler.
T2-3-14
Bypass
Relief Valve
Boom Cylinder
Oil Cooler
Arm Cylinder
Fan Motor
Auxiliary
Arm 2 Arm 1
Attachments
Boom 1 Boom 2
Travel Motor
(Right) Bucket 1 Bucket 2
Travel Motor (Left)
Travel (Right) Travel (Left)
Main Control Valve
Bucket Cylinder
Swing Motor Fan Main Main Main

Pump Pump 3 Pump 2 Pump 1
Boom 3
Swing
Suction Filter
Bucket 3
Arm 3
Hydraulic Oil
Swing Control Valve Tank
T18J-02-03-006C
T2-3-15
Single Operation Circuit
● Boom Raise (Backhoe)
1. Pressure oil from main pump 1 opens the check
valve of the boom anti-drift valve through the
boom 2 spool and flows to the boom cylinder
bottom side.
bottom side.
bottom side.
● Boom Lower (Backhoe)

1. Pressure oil from main pump 2 is combined with
a part of returning oil from the boom cylinder
bottom side and flows to the boom cylinder rod
side at the boom 1 spool.
2. Pressure oil from main pump 3 flows through the
boom 3 spool. Even if the spool is shifted, as
pressure oil flows to the hydraulic oil tank,
pressure oil does not flow to the boom cylinder
rod side.
3. The boom lower side of the boom 2 spool is for
the boom regenerative operation. A part of
returning oil from the boom cylinder bottom side
flows to the boom cylinder rod side.
NOTE: As for the boom ant-drift valve function,

refer to COMPONENT OPERATION /
Control Valve.
T2-3-16
Boom Cylinder
Boom Anti-Drift
Valve Main Control Valve
Swing Control
Boom 3 Valve
Spool Boom 2
Spool
Boom
Anti-Drift
Valve
Boom 1
Spool
Main Pump
3 2 1
T18J-02-03-007C
T2-3-17
● Boom Raise (Loading Shovel)
boom 2 spool and flows to the bottom sides of
the boom cylinder and the level cylinder.
boom 1 spool and oil flows to the bottom sides of
boom 3 spool and flows to the bottom sides of
● Boom Lower (Loading Shovel)

1. Pressure oil from main pump 2 is combined with
a part of returning oil from the bottom sides of the
boom cylinder and the level cylinder at the boom
1 spool, and flows to the rod sides of the boom
cylinder and the level cylinder.
boom 3 spool. Even if the spool is shifted, as
pressure oil does not flow to the rod sides of the
boom cylinder and the level cylinder.
3. The boom lower side of the boom 2 spool is for
the boom regenerative operation. A part of
returning oil from the bottom sides of the boom
cylinder and the level cylinder flows to the rod
sides of the boom cylinder and the level cylinder.
NOTE: As for the boom ant-drift valve function,

refer to COMPONENT OPERATION /
Control Valve.
T2-3-18
Boom Cylinder Level Cylinder
Boom Anti-Drift
Valve Main Control Valve
Swing Control
Boom 3 Valve
Spool Boom 2
Spool
Boom
Anti-Drift
Valve
Boom 1
Spool
Main Pump
3 2 1 T18J-02-03-008C
T2-3-19
● Arm Roll-In (Backhoe) Arm
Arm Extend (Loading Shovel) Regenerative
1. Pressure oil from main pump 1 flows to the arm Valve
cylinder bottom side through the arm 1 spool.
2. Returning oil from the arm cylinder rod side is Arm 1
restricted in two stages at the orifice parts of the Spool
Orifice
arm 1 spool and the arm regenerative valve.
Pressure of the arm cylinder rod side increases.
3. When pressure of the arm cylinder rod side
becomes higher than pressure of the bottom side,
the check valve in the arm 1 spool is opened. Main Pump 1
4. Retuning oil from the arm cylinder rod side is
combined with pressure oil from main pump 1
and flows to the arm cylinder bottom side again. Check Valve
5. Pressure oil from main pump 2 flows to the arm
cylinder bottom side through the arm 2 spool. As
the arm 2 spool is not equipped with the return
circuit, retuning oil does not flow through the arm
2 spool.
Arm Cylinder T18J-02-03-009C
cylinder bottom side through the arm 3 spool.
7. Returning oil from arm cylinder rod side is
restricted in two stages at the orifice parts of the
slow return valve and the arm 3 spool.
● Arm Roll-Out (Backhoe)

Arm Retract (Loading Shovel)
valve of the arm anti-drift valve through the arm 1
spool and flows to the arm cylinder rod side.
cylinder rod side through the arm 2 spool.
valve of the slow return valve through the arm 3
spool and flows to the arm cylinder rod side.
NOTE: As for the arm ant-drift valve function, refer

to COMPONENT OPERATION / Control
Valve.
T2-3-20
Arm Cylinder
Arm
Regenerative Valve
Main Control Valve

Arm 1
Spool
Swing Control
Valve
Arm
Anti-Drift
Valve
Arm 2
Spool
Arm 3
Spool
Slow Return
Valve
Orifice
Main Pump
3 2 1 T18J-02-03-010C
T2-3-21
● Bucket Roll-In (Backhoe)
Bucket Tilt-In (Loading Shovel)
1. Pressure oil from main pump 1 flows to the
bucket cylinder bottom side through the bucket 2
spool.
spool.
spool.
● Bucket Roll-Out (Backhoe)

Bucket Tilt-Out (Loading Shovel)
bucket cylinder rod side through the bucket 2
spool.
bucket cylinder rod side through the bucket 1
spool.
bucket 3 spool. Even if the spool is shifted, as
pressure oil does not flow to the bucket cylinder
rod side.
T2-3-22
Bucket
Cylinder
Main Control Valve
Swing Control
Valve
Bucket 2 Spool
Bucket 3
Spool
Bucket 1
Spool
Main Pump
3 2 1 T18J-02-03-011C
T2-3-23
● Bucket Open (Only Loading Shovel)
bucket open/close cylinder rod side through the
bucket open/close spool.
● Bucket Close (Only Loading Shovel)

bucket open/close cylinder bottom side through
the bucket open/close spool.
T2-3-24
Bucket Open/Close
Cylinder
Bucket
Main Control Valve Open/Close
Spool
Swing Control
Valve
Main Pump
3 2 1 T18J-02-03-012C
T2-3-25
● Left Travel
1. Pressure oil from main pump 1 flows to the left
travel motor through the left travel spool.
● Right Travel
1. Pressure oil from main pump 2 flows to the right
travel motor through the right travel spool.
● Swing
1. Pressure oil from main pump 3 flows to the swing
motor through the swing spool.
T2-3-26
Travel Motor Travel Motor

Swing Motor (Right) (Left)
Main Control Valve
Swing Control
Valve
Swing Spool
Left Travel
Spool
Right
Travel
Spool
Main Pump
3 2 1 T18J-02-03-013C
T2-3-27
Combined Operation Circuit
● Swing and Boom Raise
The procedure for the backhoe is explained as an
example.
1. When operating swing and boom raise at the

same time, the swing spool and the boom 1, 2,
and 3 spools are shifted.
2. Pressure oil from main pump 1 flows from the
boom 2 spool to the boom cylinder bottom side
through the parallel circuit.
through the right travel spool and the parallel
circuit.
4. Pressure oil from main pump 3 flows to the boom
cylinder bottom side from the boom 3 spool.
At the same time, pressure oil from main pump 3
flows from the swing spool to the swing motor
T2-3-28
Swing Boom
Motor Cylinder
Parallel Main Control Valve

Circuit
Swing Control
Valve
Boom 3 Parallel Circuit
Spool
Boom 2
Spool
Boom 1
Spool
Swing Spool
Parallel Circuit
Right
Travel
Spool
Main Pump
3 2 1 T18J-02-03-014C
T2-3-29
● Boom Raise and Arm Roll-Out
example.
1. When operating boom raise and arm roll-out at

the same time, the boom 1, 2, and 3 spools and
the arm 1, 2, and 3 spools are shifted.
arm 1 spool to the arm cylinder rod side through
the parallel circuit.
flows from the boom 2 spool to the boom cylinder
bottom side through the parallel circuit.
1 spool and the arm 2 spool through the right
travel spool and the parallel circuit.
4. During combined operation of boom raise and
arm roll-out, the arm flow rate control valve
control spool in the signal control valve is shifted
by arm roll-out pilot pressure.
5. Boom raise pilot pressure acts on the selector
valve in arm flow rate control valve through the
arm flow rate control valve control spool.
6. Therefore, the selector valve is shifted and the
poppet valve in the arm flow rate control valve is
moved to the direction to restrict the arm 2
passage according to the boom raise operation.
7. Consequently, as more pressure oil from main
pump 2 flows to the boom 1 spool, the boom
operation speed is ensured.
boom 3 spool to the boom cylinder bottom side.
flows from the arm 3 spool to the arm cylinder rod
side through the parallel circuit.
T2-3-30
Arm Cylinder Boom Cylinder
Arm Flow Rate

Control Valve
Parallel Main Control Valve
Circuit Parallel
Circuit
Swing Control
Valve Arm 1
Boom 3
Spool
Spool
Boom 2
Spool
Arm 2
Spool
Boom 1
Arm 3 Spool
Spool
Parallel
Circuit
Right
Travel
Spool
Main Pump
3 2 1 T18J-02-03-015C
T2-3-31
● Travel and Boom Raise
example.
1. When operating travel (right and left) and boom

raise at the same time, the travel (right and left)
spools and the boom 1, 2, and 3 spools are
shifted.
2. At the same time, the right travel pilot pressure
shifts the flow combiner valve control spool in the
signal control valve. In addition, the boom raise
pilot pressure shifts the swing parking brake
release spool in the signal control valve.
3. Pressure oil from the pilot pump through the
swing parking brake release spool and the flow
combiner valve control spool in the signal control
valve and shifts the flow combiner valve in the
main control valve.
flows from the left travel spool to the left travel
motor through the parallel circuit.
5. Pressure oil from main pump 2 flows to the right
travel motor through the right travel spool.
is combined with pressure oil from main pump 1
in the left travel spool through the flow combiner
valve.
Therefore, the machine can travel straight.
cylinder bottom side from the boom 3 spool.
NOTE: As the right travel circuit is the tandem

circuit, pressure oil from main pump 2
does not flow to the boom 1 spool.
T2-3-32

(Right) Boom Cylinder (Left)
Boom 1
Main Control Valve Spool Parallel
Circuit
Swing Control
Valve
Boom 3
Spool
Boom 2
Spool
Left
Travel
Spool
Right
Travel
Spool
Flow Combiner Valve

Main Pump
3 2 1 T18J-02-03-016C
T2-3-33
TRANSMISSION OIL COOLING CIRCUIT
1. The transmission oil circulation pump draws

transmission oil from the pump transmission and Manifold
Transmission
delivers transmission oil to the transmission oil Cooler
cooler.
2. After transmission oil is cooled at the
transmission oil cooler, transmission oil is Check
returned to each part in the pump transmission. Engine Valve
3. When oil temperature is low (with high viscosity)
and oil flow resistance increases in the
transmission oil cooler, the check valve is opened
and transmission oil directly returns to the pump
transmission.
4. Therefore, the transmission oil cooling circuit
T18J-02-03-017C
prevents transmission oil temperature from rising,
Pump Transmission Oil Transmission Oil
performs the removal of foreign particle by using Transmission Circulation Pump
Filter
the transmission oil filter, and performs the
lubrication of each part in the pump transmission.
OIL COOLER FAN MOTOR CIRCUIT
1. The fan pump draws hydraulic oil from the

hydraulic oil tank and delivers hydraulic oil to the Bypass
Main
Relief
oil cooler fan motor. Valve
Control Relief
Valve Valve
2. Hydraulic oil, which rotates the oil cooler motor, is
combined with returning oil from the main control
valve and returns to the hydraulic oil tank.
Oil Cooler
Hydraulic
Oil Cooler
Oil Tank
Fan Motor
T18J-02-03-018C
Fan Pump
T2-3-34
SYSTEM / Electrical System
OUTLINE
The electrical circuit is broadly divided into the main

circuit, the monitor circuit, and the control circuit.
● Main Circuit
Operates the engine and the accessory related
circuits.
● Monitor Circuit
Displays the machine operating conditions and
consists of the monitor units, sensors, and switches.
● Control Circuit (Refer to SYSTEM/Control System.)

Functions to control the engine, the pump, and the
valve. Each circuit consists of the actuator such as a
solenoid valve, the monitor unit, MC (Main, Sub),
ECM, DLU2, ICF, the switch panel, the sensor, and
the pressure switches.
T2-4-1
MAIN CIRCUIT
The major functions and circuits in the main circuit are

as follows.
• Electric Power Circuit: Supplies all electric power

to all electrical systems on the machine.
{Key switch, Batteries, Fuses (Fuse boxes,
Fusible links), Battery relays}
• Accessory Circuit: Is operated when the key
switch is turned to the ACC position.
• Starting Circuit: Starts the engine.
{Key switch, Starter, Starter relay 2}
• Charging Circuit: Charges the batteries.
{Alternator, (Regulator)}
• Surge Voltage Prevention Circuit: Prevents the
occurrence of serge voltage developed when
stopping the engine.
(Load damp relay)
• Pilot Shut-Off Circuit (Key Switch: ON):
Supplies pressure oil from the pilot pump to the
pilot valve by the pilot shut-off solenoid valve.
• Security Lock Circuit
Cuts electrical current for starting from the key
switch according to the signals from the monitor
unit.
Turns the pilot shut-off solenoid valve OFF and
blocks the pilot circuit.
• Engine Stop Circuit (Key Switch: OFF):
Stops the engine by using ECM.
(MC, ECM)
• Security Horn Circuit:
Operates the security horn according to the
signals from the monitor unit.
• Work Light Circuit:
Turns on/off the work light (machine front, cab
upper), rear light, and switch panel back light.
T2-4-2
(Blank)
T2-4-3
ELECTRIC POWER CIRCUIT (KEY
SWITCH: OFF)
The battery minus terminal is grounded to the body.

Current from the battery plus terminal flows as shown
below when the key switch is in the OFF position.
→ Key switch terminal B

→ Fusible link 1 → Load damp relay
Battery → Fuse box 2 →
→ Fusible link 7 → Preheat relay 1

→ Fusible link 8 → Preheat relay 2
→ Battery relay 1
→ Battery relay 2
→ Fuse #21 → ECM

→ Fuse #22 → MMS (Optional)/DLU (Optional) connector
→ Fuse box 2
→ Fuse #23 → MC (Main, Sub)
→ Fuse #24 → Buzzer
→ Monitor unit
→ ICF
→ Fuse #25 → DLU2

→ Fuse #38 → Step light relay
→ Fuse #39 → Radio
→ Security horn
→ Security horn relay
→ Fuse #40 → Satellite communication terminal
T2-4-4
Key Switch
Fusible Link 1
Fusible Link 7
Fusible Link 8 Battery
2 1
5 3 Battery
Relay 2
Load Damp Relay
Fuse Box 2
Battery
Relay 1
2524 2322 2140 3938
Preheat Relay 1
Step Light Relay

Air Heater 1
Radio, Security Horn,
Security Horn Relay
Satellite Communication Terminal Preheat Relay 2
ECM
Air Heater 2
MMS (Optional)/DLU (Optional) Connector
MC (Main, Sub)
Buzzer, Monitor Unit, ICF
DLU2
T18J-02-05-001C
T2-4-5
ACCESSORY CIRCUIT (KEY SWITCH:
ACC)
1. When the key switch is turned to the ACC position,

terminal B is connected to terminal ACC in the
key switch.
2. Current from terminal ACC in the key switch flows
to the radio, horn relay, cigar lighter, and cab light
through fuse box 1 and makes each accessory
operable.
T2-4-6
Key Switch
Fusible Link 1
Battery
Fuse Box 1
17 18 19 20
Cab Light
Cigar Lighter
Horn Relay
Radio
T18J-02-05-002C
T2-4-7
STARTING CIRCUIT (KEY SWITCH:
START)
1. When the key switch is turned to the START 8. Current from terminal R in the alternator flows to
position, terminal B is connected to terminals M terminals R in starter relay 2-1 and starter relay
and ST in the key switch. 2-2 and stop exciting starter relay 2-1 and starter
2. Current from terminal M excites battery relay 1 relay 2-2.
and battery relay 2 through fuse #1. Battery 9. Consequently, terminals B in starter relay 2-1 and
power is routed to terminals B of starter 1 and starter relay 2-2 are disconnected from terminals
starter 2, and terminals B of starter relay 2-1 and C.
starter relay 2-2 through battery relay 1 and 10. Exciting current from starter relay 2-1 and starter
battery relay 2. relay 2-2 to terminals C in starter 1 and starter 2
3. Current from terminal ST flows to terminals S in are disconnected. The main contactor is turned
starter relay 2-1 and starter relay 2-2 through fuse OFF and the pinion gear in the starter is returned.
#9 and the starter cut relay. 11. At the same time, as current from the battery is
4. When current flows to terminals S in starter relay not supplied, the starter motor stops rotating.
2-1 and starter relay 2-2, starter relay 2-1 and 12. While the engine rotates (the alternator generates
starter relay 2-2 are excited. Terminal B is electricity), current does not flow to terminal C in
connected to terminal C. the starter. Even if the key switch is turned to the
5. Therefore, current flows from terminals B in START position, the starter does not rotate.
starter relay 2-1 and starter relay 2-2 to terminals 13. Current from terminal M in the key switch flows to
C. The coils of starter 1 and starter 2 are excited ECM, MC (main, sub), the monitor unit, ICF, DLU2,
and the main contactor is attracted. Terminal B is MMS (optional)/DLU (optional), and the satellite
connected to terminal M. At the same time, the communication terminal through the fuse box as a
pinion gear is projected and meshed with the ring signal indicating that the key switch is in the ON or
gear of the engine. START position.
6. As terminal B is connected to terminal M in the
main contactor, current from the battery relay NOTE: As no current flows to terminals S in starter
flows to each starter motor through terminals B in relay 2-1 and starter relay 2-2 with the
starter 1 and starter 2. Each starter motor rotates. starter cut relay ON, the engine does not
7. After the engine starts, the alternator starts start.
generating electricity and current flows from
terminal B and terminal R in the alternator.
T2-4-8
Key Switch
Fusible Link 1
Battery Relay 2
B A
S E
Battery Relay 1
B A
Fuse Box 1 Fuse Box 2 S E Battery
Fusible Link 5
9 1 3 3 3 3 3 3
1 2
MMS/DLU 3
4
(Optional)
Starter Starter Relay 2-2
Cut Relay Starter 2
B S
C R
DLU2 E
M
B
C
Satellite
Communication
Terminal Starter Relay 2-1
Starter 1 B S
C R
Engine Stop E
Switch M
Monitor Unit 1 8 B
4 5
C
ICF
Alternator
B
R
MC (Main)
MC (Sub) ECM
T18J-02-05-011C
T2-4-9
CHARGING CIRCUIT (KEY SWITCH: ON)
1. After the engine starts and the key switch is

released, the key switch is returned to the ON
position. Monitor Unit
2. Terminal B is connected to terminals ACC and M
in the key switch with the key switch ON.
3. The alternator starts generating electricity with the
engine running. Current from terminal B in the
alternator flows to the batteries through fusible
link 5 and battery relay 2 and charges the
batteries.
4. At the same time, current from terminal B in the
alternator flows to each circuit through each
fusible link.
5. Current from terminal R in the alternator flows to
the monitor unit, deletes the alternator alarm and
flows to ICF.
Alternator Alarm
NOTE: The monitor unit detects the alternator M18J-03-003C
generating electricity according to current
from the alternator and deletes the
alternator alarm.
T2-4-10
Key Switch
Fusible Link 1
Battery Relay 2
Fusible Link 2
B A
S E
Fusible Link 3
Battery Relay 1
Fuse Box 1 B A
Fusible Link 4 S E Battery
Fusible Link 5
Fusible Link 7
Fusible Link 8
Alternator
ICF
B
R
Monitor Unit
T18J-02-05-004C
T2-4-11
SURGE VOLTAGE PREVENTION CIRCUIT
1. When the engine is stopped (key switch: OFF),

current from terminal M in the key switch is
disconnected, and battery relay 1 and battery
relay 2 are turned OFF.
2. The engine continues to rotate due to inertia force
just after the key switch is turned OFF so that the
alternator continues to generate electricity.
3. As the generating current cannot flow to the
battery, surge voltage arises in the circuit and
failures of the electronic components, such as the
controller, possibly cause. In order to prevent the
occurrence of surge voltage, the surge voltage
prevention circuit is provided.
4. When the alternator is generating electricity,
generating current from terminal R in the
alternator flows to terminal #C7 in the monitor unit.
The monitor unit connects terminal #A12 to the
ground.
5. Current flows to the exciting circuit in the load
damp relay and the load damp relay is turned ON.
6. Accordingly, even if the key switch is turned OFF
while the engine is rotating, battery current
continues to excite the battery relay through the
load damp relay.
7. When the alternator stops generating electricity
and generating current from terminal R stops
flowing, the monitor unit keeps connects terminal
#A12 to the ground for 10 seconds by using a
inner timer and keeps exciting the load damp
relay.
8. Therefore, while the engine continues to rotate
due to inertia force, generating current from
terminal B in the alternator flows to the battery
and the occurrence of serge voltage is prevented.
9. When terminal #A12 in the monitor unit is
disconnected to the ground, the load damp relay
is stopped excited and the battery relay is turned
OFF.
T2-4-12
Key Switch
Fusible Link 1
Battery Relay 2
B A
S E
Battery Relay 1
Fuse Box 1 B A
S E Battery
Fusible Link 5
Load Damp
Relay
2 1
5 3
ICF Alternator
C7 R
Monitor Unit
A12
T18J-02-05-005C
T2-4-13
PILOT SHUT-OFF CIRCUIT
(KEY SWITCH: ON)
1. When the pilot shut-off lever is turned to the

UNLOCK position, the pilot shut-off switch is
turned ON.
2. Current from fuse #5 flows to the ground through
the pilot shut-off relay, the monitor unit, and the
pilot shut-off switch so that the pilot shut-off relay
is excited.
3. At the same time, the starter cut relay is
connected to the ground circuit.
4. When the pilot shut-off relay is excited, the
ground circuit in the pilot shut-off solenoid valve is
connected to the ground through the pilot shut-off
relay and the security relay.
5. Therefore, the pilot shut-off solenoid valve is
turned ON and pressure oil from the pilot pump is
supplied to the pilot valve.
6. When the key switch is turned to the START
position, the starter cut relay is excited.
7. Therefore, the starter cut relay is turned ON, the
circuit between terminal ST in the key switch and
terminals S in starter relay 2-1 and starter relay
2-2 is disconnected.
8. Therefore, when the pilot shut-off lever is in the
UNLOCK position, even if the key switch is turned
to the START position, the engine does not start.
T2-4-14
Key Switch
Fusible Link 1
Battery Relay 2
B A
S E
Fusible Link 3
Battery Relay 1
Fuse B A
Box 1 S E Battery
9 5 1
B12
Monitor Unit B2
Pilot Shut-Off Pilot Shut-Off

Security Relay Relay Solenoid Valve
1 2 2 1 1
5 3 2
3
4
Pilot Shut-Off
Switch
Starter Relay 2-2

Starter 2 S
Starter Cut Relay 1 2 3
1 2
3
4
Starter Relay 2-1

Starter 1 S
T18J-02-05-006C
T2-4-15
SECURITY LOCK CIRCUIT
1. When the password input error signal is input to

the monitor unit, terminal #A4 is connected to the
ground inside the monitor unit.
2. Therefore, the security relay and the starter cut
relay are excited.
3. When the security relay is excited, the ground
circuit in the pilot shut-off solenoid valve is
disconnected and the pilot shut-off solenoid valve
is turned OFF.
4. Therefore, pressure oil which flows to the pilot
valve from the pilot pump is blocked by the pilot
shut-off solenoid valve.
5. When the starter cut relay is excited, the circuit
between terminal ST in the key switch and
terminals S of starter relay 2-1 and starter relay
2-2 are disconnected.
6. Therefore, even if the key switch is turned to the
START position, the engine does not start.
T2-4-16
Key Switch
Fusible Link 1
Battery
Fuse Box 1
9 5
B12
Monitor Unit B2
Pilot Shut-Off
Pilot Shut-Off
Security Relay Relay
Solenoid Valve
1 2 2 1 1
5 3 2
3
4
Starter Relay 2-2

Monitor Unit A4 Starter 2 S
Starter Cut
Relay
1 2
3 4
Starter Relay 2-1

Starter 1 S
T18J-02-05-007C
T2-4-17
ENGINE STOP CIRCUIT (KEY SWITCH:
OFF)
1. When the key switch is turned to the OFF position

from the ON position, the current indicating that
the key switch is in the ON position stops flowing
to terminal #1 in ECM from terminal M.
2. ECM stops injection of the injector and the engine
stops.
T2-4-18
Key Switch
Fusible Link 1
Fuse Box 2 Battery

Fuse Box 1
9 1 3 3 3 3 3 3
MHS/DLU
(Optional)
DLU2
Satellite
Communication
Terminal
Engine Stop
Switch
Monitor Unit 1 8
4 5
ICF
MC (Main)
MC (Sub) ECM
T18J-02-05-003C
T2-4-19
SECURITY HORN CIRCUIT
From
Battery
1. When the password input error signal is input to
the monitor unit, terminal #A3 is connected to the
ground inside the monitor unit.
Fuse #39
2. Therefore, the security horn relay is excited.
3. When the security horn relay is excited, current
from fuse #39 operates the security horn.
Security
Horn
3 1
Security Monitor Unit
Horn Relay
5 2 A3
T18J-02-05-012C
T2-4-20
(Blank)
T2-4-21
WORK LIGHT CIRCUIT
Work Light (Machine Front), Rear Light, Switch

Panel Back Light Circuits
1. When the work light switch is turned to position 1,
terminal #B20 in the monitor unit receives the
signal from terminal #15 in the switch panel.
2. The monitor unit grounds terminal #A1 inside.
3. Therefore, light relay 1 is excited and current from
fuse #11 flows to the work light (machine front),
switch panel back light, and rear light relay, and
turns on the work light and the switch panel back
light.
4. When the rear light relay is excited, current from
fuse #10 flows to the rear light and turns on the
rear light.
Work Light (Cab Upper) Circuit

1. When the work switch is turned to position 2,
terminal #A6 in the monitor unit receives the
signal from terminal #16 in the switch panel.
2. The monitor unit grounds terminal #A1 and
terminal #A5 inside.
3. The ground connection to terminal #A1 is above
circuit, and current turns on the work light
(machine front), switch panel back light, and rear
light.
4. As for the ground connection to terminal #A5, light
relay 2 is excited and current from fuse #12 flows
to the work light (cab upper) and turns on the
work light (cab upper).
T2-4-22
Key Switch
Fusible Link 1
Fusible Link 2 Battery Relay 2
Battery Relay 1
Fuse Box 1
Battery
1112 10 1
Work Light Light Relay 1

Rear Light Relay
(Machine Front) 2 1
5 2 1
3 5 3
Light Relay 2
2 1 Rear Light
5 3
Switch Panel
Work Light
(Cab Upper) 5
Switch Panel
Back Light
A1 A6 16
2
A5 Monitor Unit B20 15 1
Work Light Switch
T18J-02-05-010C
T2-4-23
(Blank)
T2-4-24
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Group 4 Pilot Valve
Outline ...................................................... T3-1-1 Outline ...................................................... T3-4-1
Main Pump, Fan Pump ............................. T3-1-2 Operation .................................................. T3-4-4
Regulator for Main Pump.......................... T3-1-4 Shockless Function
Regulator for Fan Pump ......................... T3-1-12 (Only for Travel Pilot Valve)................... T3-4-14
Pumps 1, 2, 3 Control Solenoid Valves,
Fan Pump Control Solenoid Valve ........ T3-1-28
Pilot Pump, Pump Transmission Oil Group 5 Travel Device
Circulation Pump .................................. T3-1-30 Outline ...................................................... T3-5-1
Pump Delivery Pressure Sensor............. T3-1-30 Travel Reduction Gear .............................. T3-5-2
Pump Regulator Pressure (Flow Rate Travel Motor.............................................. T3-5-3
Control Pressure) Sensor ..................... T3-1-30 Travel Brake Valve .................................... T3-5-5
Parking Brake ......................................... T3-5-12
Group 2 Swing Device
Outline ...................................................... T3-2-1 Group 6 Signal Control Valve
Swing Reduction Gear.............................. T3-2-2 Outline ...................................................... T3-6-1
Swing Motor ............................................. T3-2-3 Pilot Port ................................................... T3-6-2
Swing Parking Brake ................................ T3-2-4 Shuttle Valve............................................. T3-6-6
Valve Unit ................................................. T3-2-6 Shockless Valve...................................... T3-6-10
Arm Flow Rate Control Valve
Group 3 Control Valve Control Spool,
Outline ...................................................... T3-3-1 Flow Combiner Valve Control Spool,
Hydraulic Circuit ..................................... T3-3-18 Swing Parking Brake Release Spool ..... T3-6-14
Main Relief Valve.................................... T3-3-22
Overload Relief Valve Group 7 Other (Upperstructure)
(With Make-Up Function) ...................... T3-3-24 Pilot Shut-Off Solenoid Valve .................... T3-7-1
Boom Overload Relief Control Valve ...... T3-3-26 4-Spool Solenoid Valve Unit...................... T3-7-3
Flow Combiner Valve.............................. T3-3-28 Pilot Relief Valve ....................................... T3-7-5
Anti-Drift Valve........................................ T3-3-30 Shockless Valve........................................ T3-7-6
Regenerative Valve ................................ T3-3-34 Accumulator.............................................. T3-7-8
Flow Rate Control Valve ......................... T3-3-36 Oil Cooler Fan Motor................................. T3-7-9
Auto-Lubrication System ......................... T3-7-10
Distribution Valve .................................... T3-7-11
18JT-3-1
Group 8 Other (Undercarriage)
Swing Bearing .......................................... T3-8-1
Center Joint .............................................. T3-8-2
Track Adjuster .......................................... T3-8-3
18JT-3-2
COMPONENT OPERATION / Pump Device
OUTLINE
The pump device consists of the pump transmission, As for the 3-unit pump, from the transmission side, the
the main pump, and the 3-unit pump. After being dis- first pump is a fan pump. The 2nd pump is a pilot
tributed by the gear, the engine power is transmitted pump which supplies pressure oil to the pilot circuit.
to each pump through the transmission. The gear re- The 3rd (farthest away from the pump transmission) is
duction ratio for the main pumps is 1.041 and for the a transmission oil circulation pump.
3-unit pump is 1.063. The main pump is a swash plate The fan pump is a swash plate type variable dis-
type variable displacement plunger pump. Three main placement plunger pump.
pumps supply high pressure oil to the main circuits. The pilot pump and the transmission oil circulation
pump are gear pumps.
Pump Transmission
Main Pump 3
Main Pump 1
3-Unit Pump
Regulator
Main Pump 2
T18J-03-01-001C
T3-1-1
MAIN PUMP, FAN PUMP
The main pump and the fan pump are swash plate When shaft (1) rotates, plunger (2) rotates with cylin-
type variable displacement plunger pump. der block (3) together. Plunger (2) slides on shoe
Shaft (1) is splined to cylinder block (3). Plunger (2) is plate (4) and reciprocate in the bore of cylinder block
inserted into cylinder block (3). (3) due to inclination of swash plate (5). By this recip-
The engine output power is transmitted to shaft (1) via rocation, hydraulic oil is drawn and delivered.
the pump transmission.
Main Pump
T1JB-03-01-002C
5 4 3
2 3
Fan Pump
T1J1-03-01-003C
5 4
1 - Shaft 3- Cylinder Block 4- Shoe Plate 5- Swash Plate

2 - Plunger
T3-1-2
Flow Rate Increasing / Decreasing Operation
The pump delivery flow rate is varied by changing
the displacement angle of the swash plate, which
changes the stroke of plunger (4). Servo piston (2) is
moved by pressure oil from the regulator in order to
control the displacement angle. As swash plate (3) is
connected to servo piston (2), the swash plate (3)
displacement angle is changed according to move-
ment of servo piston (2), so that the pump delivery
flow rate is changed.
4
T142-02-01-001C
3
1 - Shaft 3 - Swash Plate 5 - Cylinder Block 6 - Valve Plate

2 - Servo Piston 4 - Plunger
T3-1-3
REGULATOR FOR MAIN PUMP
The regulators are provided on the top of main pumps As pump control solenoid valve (4) is activated, servo
and control the pump delivery flow rate. Pump assist pressure Psv from the pilot pump is reduced
delivery flow rate is controlled as flow rate control and acts on pilot piston (3) as flow rate control pres-
pressure from pump control solenoid valve (4) sure.
increases or decreases. Servo assist pressure Psv is combined with own
Own pump delivery pressure P1 is routed to spool (2) pump delivery pressure P1 through check valve (5).
through check valve (6). Main pump delivery pressure
P1 is also routed into the small chamber of servo
piston (11) all the time.
5 To Control
Valve
Psv
4 6
7
3 8
2 10
1
P1
Pilot Pump
11 Main Pump T1J1-03-01-004C
T3-1-4
5 2 1 4
8 7
Psv
10
Small
Chamber
Large
Chamber
P1
11
Pilot Pump
Main Pump
Increase ← Displacement Angle → Decrease
T1J1-03-01-024C
1 - Sleeve 4 - Pump Control Solenoid 7 - Spring 10 - Feedback Lever

Valve
2 - Spool 5 - Check Valve 8 - Pin 11 - Servo Piston
3 - Pilot Piston 6 - Check Valve 9 - Pin
T3-1-5
Control by Flow Rate Control Pressure of Pump
• Minimum Flow Rate (Regulator Operation with
Flow Rate Control Pressure 0)
1. When flow rate control pressure from pump 3. As servo piston (11) is moved, feedback lever
control solenoid valve (4) is 0, spool (2) is (10) rotates counterclockwise around pin (9).
pushed to the left by spring (7). 4. As the top end of feedback lever (10) is
2. Therefore, own pump delivery pressure P1 is connected to sleeve (1) by pin (8), sleeve (1) is
routed into the large chamber of servo piston (11) moved to the left.
through check valve (6), sleeve (1), and spool (2). Servo piston (11) continues to move until the
Although own pump delivery pressure P1 is also notches on sleeve (1) and spool (2) are closed
routed into the small chamber of servo piston (11), completely.
servo piston (11) is moved to the right by the 5. With the above operation, the pump
difference in pressure receiving areas. displacement angle becomes the minimum so
that pump delivery flow rate become minimum.
5 To Control
Valve
Psv
4 6
3
7
8
2
9
10
1
P1
Pilot Pump
11 Main Pump T1J1-03-01-005C
T3-1-6
5 2 1 4
8 7
Psv
10
Small
Chamber
Large
Chamber
P1
9
11
Pilot Pump
Main Pump
T1J1-03-01-025C
T3-1-7
• Increasing Flow Rate (Regulator Operation with
Flow Rate Control Pressure Increasing)
1. When pump control solenoid valve (4) is 4. As servo piston (11) is moved to the left,
activated, flow rate control pressure Pi in feedback lever (10) rotates clockwise around pin
proportion to the movement of pump control (9).
solenoid valve (4) acts on pilot piston (3) and 5. As the top end of feedback lever (10) is
moves spool (2) to the right until spool (2) connected to sleeve (1) by pin (8), sleeve (1) is
balances with spring (7). moved to the right.
2. When spool (2) is moved to the right, the large Servo piston (11) continues to move until the
chamber of servo piston (11) is connected to the notches on sleeve (1) and spool (2) are closed
hydraulic oil tank through passage in spool (2). completely.
3. As own pump delivery pressure P1 is routed into 6. With the above operation, the pump
the small chamber of servo piston (11) all the displacement angle is increased, and pump
time, servo piston (11) is moved to the left and delivery flow rate increases. Increasing amount
pressure oil in the large chamber is returned to of pump delivery flow rate is proportional to that
the hydraulic oil tank. of flow rate control pressure Pi.
5 To Control
Psv Valve
4 6
Pi
3
7
8
2
9
10
1
P1
Pilot Pump Main Pump

11 T1J1-03-01-006C
T3-1-8
5 2 1 4
8 7
Psv
Pi
10
Small
Chamber
Large
Chamber
P1
9
11
Pilot Pump
Main Pump
T1J1-03-01-026C
T3-1-9
• Decreasing Flow Rate (Regulator Operation with
Flow Rate Control Pressure Decreasing)
1. When flow rate control pressure Pi from pump 4. As servo piston (11) is moved to the right,
control solenoid valve (4) decreases, spool (2) is feedback lever (10) rotates counterclockwise
returned to the left until spool (2) balances with around pin (9).
spring (7). 5. As the top end of feedback lever (10) is
2. Pressure oil acting on pilot piston (3) is returned connected to sleeve (1) by pin (8), sleeve (1) is
to the hydraulic oil tank through pump control moved to the left.
solenoid valve (4). Servo piston (11) continues to move until the
3. As spool (2) is moved to the left, own pump notches on sleeve (1) and spool (3) are closed
delivery pressure P1 is routed into the large completely.
chamber of servo piston (11) through check valve 6. With the above operation, the pump
(6), sleeve (1), and spool (2). displacement angle is reduced and pump
Although own pump delivery pressure P1 is also delivery flow rate decreases. Decreasing amount
routed into the small chamber of servo piston (11), of pump delivery flow rate is proportional to that
servo piston (11) is moved to the right due to the of flow rate control pressure Pi.
difference in pressure receiving areas.
5 To Control
Valve
Psv
4 6
Pi
3
7
8
2
9
10
1
P1
Pilot Pump
11 Main Pump T1J1-03-01-005C
T3-1-10
5 2 1 4
8 7
Psv
10
Small
Chamber
Large
Chamber
P1
9
11
Pilot Pump
Main Pump
Increase ← Displacement Angle → Decrease T1J1-03-01-025C
T3-1-11
REGULATOR FOR FAN PUMP
The regulator is provided on the top of the fan pump As fan pump control solenoid valve (17) is activated,
and controls the fan pump delivery flow rate. Pump pilot pressure Pr from the pilot pump is reduced to the
delivery flow rate is controlled as flow rate control flow rate control pressure Pi. The flow rate control
pressure from fan pump control solenoid valve (17) pressure Pi acts on pilot piston (22).
increases or decreases.
Own pump delivery pressure P3 is routed to
compensating piston (1), spool (2), and the small
chamber of servo piston (15) all the time.
17
To Fan Motor
Pr
Pi
22 2
P3
Pilot Pump
15 Fan Pump T1J1-03-01-013C
T3-1-12
Section A
2 3 4 5 6 7
B A
1 9
Small
Chamber
P3
Large Chamber
15 14 13 12 11 10
Fan Pump
Section B T1J1-03-01-011C
16 17 18 19 7
Pr
23
Pilot Pump
22 14 13 21 20 T1J1-03-01-012C
1- Compensating Piston 7- Pin 13 - Feedback Lever 19 - Pin

2- Spool 8- Hole 14 - Pin 20 - Spring
3- Sleeve 9- Inner Spring 15 - Servo Piston 21 - Pin
4- Lever 2 10 - Outer Spring 16 - Spool 22 - Pilot Piston
5- Pin 11 - Compensating Rod 17 - Fan Pump Control 23 - Hole
Solenoid Valve
6 - Pin 12 - Pin 18 - Lever 1
T3-1-13
Link Mechanism
• Movement of pilot piston (22) is transmitted to • Accordingly, when lever 1 (18) or lever 2 (4) ro-
lever 1 (18) via pin (21) and lever 1 (18) rotates tates, pin (7) comes in contact with the hole in-
around pin (19) secured in the supporting plug. side on the rotated lever and feedback lever (13)
• Movement of compensating rod (11) is transmit- rotates around pin (14) installed in servo piston
ted to lever 2 (4) via pin (12) and lever 2 (4) ro- (15).
tates around pin (5) secured in the housing. • When servo piston (15) is moved, feedback lever
• Pin (7) is installed to feedback lever (13) and (13) is moved via pin (14).
both ends of pin (7) are inserted into holes (23, 8) • As lever 1 (18) and lever 2 (4) do not move at this
on lever 1 (18) and lever 2 (4). time, feedback lever (13) rotates around pin (7).
Housing
5 NOTE: : Displacement angle decrease
12 : Displacement angle increase
4
8
11
13
6
7
18
23
19
2 Supporting
21
Plug
14
22
15
T1J1-03-01-007C
2- Spool 7- Pin 13 - Feedback Lever 19 - Pin

4- Lever 2 8- Hole 14 - Pin 21 - Pin
5- Pin 11 - Compensating Rod 15 - Servo Piston 22 - Pilot Piston
6- Pin 12 - Pin 18 - Lever 1 23 - Hole
T3-1-14
(Blank)
T3-1-15
Control by Flow Rate Control Pressure of Fan
Pump Control Solenoid Valve
• Decreasing Flow Rate (Regulator Operation with
Flow Rate Control Pressure Increasing)
1. When fan pump control solenoid valve (17) is ac- 7. With the above operation, pump delivery flow rate
tivated, flow rate control pressure Pi in proportion decreases according to increasing amount of
to the movement of fan pump control solenoid flow rate control pressure Pi.
valve (17) is routed to pilot piston (22) through
spool (16). When pressure Pi increases, pilot
NOTE: Refer to SYSTEM / Hydraulic System / Pi-
piston (22) is moved to the right until pilot piston
lot Circuit.
(22) balances with spring (20).
2. Pilot piston (22) moves lever 1 (18) through pin
Q
(21). Lever 1 (18) rotates counterclockwise
around pin (19) secured in the supporting plug. (Flow
Rate)
3. Pin (7), which is installed to feedback lever (13),
is inserted into hole (23) of lever 1 (18). There-
fore, feedback lever (13) rotates clockwise
around pin (14) by the lever 1 (18) rotation and
moves spool (2) to the right.
4. When spool (2) is moved, own pump delivery
pressure P3 acts on the large chamber of servo
piston (15) through spool (2). Although own pump Pi (Flow Rate Control
delivery pressure P3 acts on the small chamber, Pressure)
servo piston (15) is moved to the right due to the 16
difference in pressure receiving areas. To Fan Motor
5. As the pump displacement angle is reduced ac- Pr
cording to the movement of servo piston (15), Pi
pump delivery flow rate decreases.
6. When servo piston (15) is moved, feedback lever 17
(13) is moved through pin (14). As neither pilot 22 3
piston (22) nor lever 1 (18) moves, feedback
lever (13) rotates counterclockwise around pin 2
(7) and moves spool (2) to the left. When the 13
notches on sleeve (3) and spool (2) are closed
completely, own pump delivery pressure P3 does
not act on the large chamber of servo piston (15)
and servo piston (15) stops moving.
P3
15 14
Pilot Pump
Fan Pump
T1J1-03-01-022C
T3-1-16
Section A 2 3 4 5 6 7
1 9
Small Chamber
P3
Large Chamber 15 14 13 12 11 10
Fan Pump
T1J1-03-01-030C
16 17 18 19 7
Section B
Pi
Pr 23
Pilot Pump
T1J1-03-01-019C
22 14 13 21 20
T3-1-17
13
18
23
19
2 21
Supporting
Plug
14
22
15
T1J1-03-01-007C
T3-1-18
(Blank)
T3-1-19
• Increasing Flow Rate (Regulator Operation with
Flow Rate Control Pressure Decreasing)
1. When fan pump control solenoid valve (17) is ac- 7. With the above operation, pump delivery flow rate
tivated, flow rate control pressure Pi in proportion increases according to decreasing amount of
to the movement of fan pump control solenoid flow rate control pressure Pi.
valve (17) is routed to pilot piston (22) through
spool (16). When pressure Pi decreases, pilot
piston (22) is returned to the left until pilot piston NOTE: Refer to SYSTEM / Hydraulic System / Pi-
(22) balances with spring (20). lot Circuit.
2. Pilot piston (22) moves lever 1 (18) through pin
Q
(21). Lever 1 (18) rotates clockwise around pin
(19) secured in the supporting plug. (Flow
Rate)
is inserted into hole (23) of lever 1(18). Therefore,
feedback lever (13) rotates counterclockwise
moves spool (2) to the left.
4. When spool (2) is moved, the large chamber of
servo piston (15) is connected to the hydraulic oil
tank though spool (2). As own pump delivery Pi (Flow Rate Control
pressure P3 acts on the small chamber, servo Pressure)
piston (15) is moved to the left. 16
5. As the pump displacement angle increases ac- To Fan Motor
cording to the movement of servo piston (15), Pr
pump delivery flow rate increases. Pi
6. When servo piston (15) is moved, feedback lever
(13) is moved through pin (14). As neither pilot 17
piston (22) nor lever 1 (18) moves, feedback 3
22
lever (13) rotates clockwise around pin (7) and
moves spool (2) to the right. When the notches 2
on sleeve (3) and spool (2) are closed completely, 13
the large chamber of servo piston (15) is not
connected to the hydraulic oil tank and servo
piston (15) stops moving.
P3
15 14
Pilot Pump Fan Pump

T1J1-03-01-023C
T3-1-20
Section A 2 3 4 5 6 7
9
1
Small Chamber
P3
Large Chamber 15 14 13 12 11 10
Increase ← Displacement Angle → Decrease Fan Pump

T1J1-03-01-016C
Section B 16 17 18 19 7
23
Pi
Pr
Pilot Pump
T1J1-03-01-031C
22 14 13 21 20
T3-1-21
13
18
23
19
2 Supporting
21 Plug
14
22
15
T1J1-03-01-007C
T3-1-22
(Blank)
T3-1-23
Control by Own Pump Delivery Pressure
NOTE: This control is performed only in case the
speed increases beyond the rated speed
when starting.
• Decreasing Flow Rate

1. When own pump delivery pressure P3 increases 8. The notches on spool (2) and sleeve (3) are
from C to D, compensating piston (1) moves closed completely and own pump delivery pres-
compensating rod (11) to the right until compen- sure P3 does not act on the large chamber of
sating piston (1) balances with outer spring (10) servo piston (15), so that the movement of servo
and inner spring (9). piston (15) stops moving.
2. Compensating rod (11) moves lever 2 (4) through 9. With the above operation, pump delivery flow rate
pin (12). Lever 2 (4) rotates counterclockwise is decreased from A to B, and load of the pump is
around pin (5) secured in the housing. reduced.
(Flow
is inserted into hole (8) of lever 2 (4). Therefore, Rate)
feedback lever (13) rotates clockwise around pin
(14) by the lever 2 (4) rotation and moves spool A
(2) to the right. B
4. When spool (2) is moved, own pump delivery
pressure P3 acts on the large chamber of servo
piston (15) through spool (2). Although own pump
delivery pressure P3 acts on the small chamber,
servo piston (15) is moved to the right due to the
difference in pressure receiving areas. C D (Delivery
5. The pump displacement angle reduces according Pressure)
to the movement of servo piston (15) and pump
delivery flow rate decreases.
To Fan Motor
6. As own pump delivery pressure P3 acts on com-
Pr
pensating piston (1), although piston (15) is
moved, compensating rod (11) and lever 2 (4) do
not move.
7. When servo piston (15) is moved, feedback lever
(13) is moved through pin (14). As neither com- 22 3
pensating rod (11) nor lever 2 (4) moves, feed- 2
back lever (13) rotates counterclockwise around
pin (7) and moves spool (2) to the left. 13
P3
9, 10 15 14
Pilot Pump Fan Pump

T1J1-03-01-015C
T3-1-24
Section A 2 3 4 5 6 7
9
1
Small Chamber
P3
Large Chamber
15 14 13 12 11 10
Fan Pump T1J1-03-01-014C
Housing
5
12
4
8
11
13
14
15
T1J1-03-01-007C
T3-1-25
• Increasing Flow Rate
1. When own pump delivery pressure P3 decreases 6. When servo piston (15) is moved, feedback lever
from D to C, compensating piston (1) and com- (13) is moved through pin (14). As neither com-
pensating rod (11) are returned to the left until pensating rod (11) nor lever 2 (4) moves, feed-
compensating piston (1) balances with outer back lever (13) rotates clockwise around pin (7)
spring (10) and inner spring (9). and moves spool (2) to the right. The notches on
2. Compensating rod (11) moves lever 2 (4) through spool (2) and sleeve (3) are closed completely
pin (12). Lever 2 (4) rotates clockwise around pin and the large chamber of servo piston (15) is not
(5) secured in the housing. connected to the hydraulic oil tank, so that the
3. Pin (7), which is installed to feedback lever (13), movement of servo piston (15) stops moving.
is inserted into hole (8) of lever 2 (4). Therefore, 7. With the above operation, pump delivery flow rate
feedback lever (13) rotates counterclockwise increases from B to A.
moves spool (2) to the left. (Flow
4. When spool (2) is moved, the large chamber of Rate)
servo piston (15) is connected to the hydraulic oil
tank through spool (2). As own pump delivery
A
pressure P3 acts on the small chamber, servo
piston (15) is moved to the left. B
5. The pump displacement angle increases accord-
ing to the movement of servo piston (15) and
pump delivery flow rate increases.
C D (Delivery
Pressure)
To Fan Motor
Pr
2
11
13
P3
9, 10 15 14
Pilot Pump Fan Pump

T1J1-03-01-017C
T3-1-26
Section A 2 3 4 5 6 7
9
1
Small Chamber
P3
Large Chamber 15 14 13 12 11 10
Fan Pump T1J1-03-01-016C
Housing
5
12
4
8
11
13
14
15
T1J1-03-01-007C
T3-1-27
PUMPS 1, 2, 3 CONTROL SOLENOID
VALVES, FAN PUMP CONTROL SOLE-
NOID VALVE
The pump control solenoid valve is quipped with the

regulator for pumps 1, 2, 3 and the fan pump.
The pump control solenoid valve supplies the flow
rate control pressure to the regulator and controls the
pump delivery flow rate.
Operation
1. In neutral, port Pi and the output port are blocked
by spool (1). The output port is connected to port
T through the notch in spool (1).
2. When current from MC (main) flows to solenoid
(4), solenoid (4) is excited and pushes spring 2
(3).
3. Spring 2 (3) pushes spool (1) to the left. Port Pi is
connected to the output port through the notch in
spool (1). Therefore, pressure in the output port
increases.
4. The difference of pressure receiving areas oc-
curs in the notch in spool (1). The area of right
side (B) is larger than that of left side (A).
5. When pressure in the output port starts to in-
crease, Pi1×A+S2 (force pushing spool (1) to the
left) becomes stronger than Pi1×B+S1 (force
pushing spool (1) to the right). Therefore, spool
(1) is moved to the left.
6. When pressure in the output port increase further,
Pi1×B+S1 (force pushing spool (1) to the right)
becomes stronger than Pi1×A+S2 (force pushing
spool (1) to the left). Therefore, spool (1) is re-
turned to the right.
7. Consequently, as port Pi and the output port are
blocked by spool (1), pressure in the output port
stops increasing.
Pi1: Pressure in the output port

A, B: Pressure receiving area on spool (1)
S1: Spring 1 (2) force
(Force pushing spool (1) to the left)
S2: Spring 2 (3) force
(Force pushing spool (1) to the right)
T3-1-28
Neutral state:
2 3 4
Port Pi Port T
T1J1-03-01-032C
Output Port
Operating state:
2 3 4
A B
Port Pi Port T
T1J1-03-01-033C
Output Port
1 - Spool 2- Spring 1 3- Spring 2 4- Solenoid
T3-1-29
PILOT PUMP, PUMP TRANSMISSION OIL Inlet
CIRCULATION PUMP Port
2 1
Drive gear (1) is driven through the transmission,
which rotates driven gear (2) as they are meshed to-
gether.
1- Drive Gear
2- Driven Gear
Outlet
Port
T137-02-03-005C
PUMP DELIVERY PRESSURE SENSOR
This sensor detects pump delivery pressures, which

are used in order to control various operations. When
oil pressure is applied onto diaphragm (6), diaphragm
(6) is deformed. The deformation of diaphragm (6) is 3 4 5 6
detected as the electrical signals.
T157-02-03-010C
3- Ground 5- Power Source (5V)
4- Output 6- Pressure Receiving Area
(Diaphragm)
PUMP REGULATOR PRESSURE (FLOW

RATE CONTROL PRESSURE) SENSOR
This sensor detects pump regulator pressures, which

are used in order to control various operations. When
oil pressure is applied onto diaphragm (7), diaphragm 7 8 9 10
(7) is deformed. The deformation of diaphragm (7) is
T1J1-03-01-029C
detected as the electrical signals.
7- Pressure Receiving Area 9- Output

(Diaphragm)
8 - Ground 10 - Power Source (5V)
T3-1-30
COMPONENT OPERATION / Swing Device
OUTLINE
The swing device consists of the valve unit, the swing

motor, and the swing reduction gear.
The valve unit prevents the cavitation and the over-
load in the swing circuit.
The swing motor is a swash plate type axial plunger
motor (with built-in swing parking brake), which is
driven by pressure oil from the pump, and the rotation
is transmitted to the swing reduction gear.
The swing reduction gear turns the swing motor with
large torque at slow speed and swings the upper-
structure.
Valve Unit
Swing Motor
Swing Reduction
Gear
T18J-03-02-001C
T3-2-1
SWING REDUCTION GEAR
The swing reduction gear is a two-stage planetary

reduction gear.
Ring gears (3,5) are monolithically built with the
housing, is fixed to the upperstructure with the bolt,
and does not rotate.
Shaft (7) in the swing motor rotates first stage sun
gear (6), whose rotating torque is transmitted to sec-
ond stage sun gear (2) through first stage planetary
gear (8) and first stage carrier (4).
Second stage sun gear (2) rotates shaft (10) through
second stage planetary gear (9) and second stage
carrier (1).
Shaft (10) is engaged with the internal gear of the
swing bearing fixed to the undercarriage in order to
swing the upperstructure.
6 7
5 8
9
2
10
T18J-03-02-002C
1 - Second Stage Carrier 4- First Stage Carrier 7- Shaft in Swing Motor 9- Second Stage Planetary
Gear
2 - Second Stage Sun Gear 5- First Stage Ring Gear 8- First Stage Planetary Gear 10 - Shaft
3 - Second Stage Ring Gear 6- First Stage Sun Gear
T3-2-2
SWING MOTOR
The swing motor consists of swash plate (1), rotor (4), When pressure oil is supplied from the pump, plunger
plunger (10), valve plate (5), housing (3), and the (10) is pushed. As swash plate (1) is inclined, shoes
swing parking brake (springs (6), brake piston (7), (2) on top of plunger (10) slides along swash plate (1)
plate (8), and friction plate (9)). and rotor (4) rotates. The end of shaft (12) is splined
Shaft (12) is splined to rotor (4) into which plunger to the first stage sun gear in the swing reduction gear.
(10) is inserted. Therefore, the rotation of shaft (12) is transmitted to
the swing reduction gear.
5
6
7
4
8
3
2 9
1 10
11
12
T178-03-02-002C
1- Swash Plate 4- Rotor 7- Brake Piston 10 - Plunger

2- Shoe 5- Valve Plate 8- Plate 11 - Retainer
3- Housing 6- Spring 9- Friction Plate 12 - Shaft
T3-2-3
SWING PARKING BRAKE
The parking brake is a wet-type spring set hydraulic

released multi-disc brake. When the brake release
pressure is routed to brake piston chamber (8), the
brake is released.
The brake release pressure is supplied from the pilot
pump only when either swing or front attachment is
operated.
In other cases (including engine stopping), the brake
release pressure returns to the hydraulic oil tank, so
that the brake is applied automatically by spring (4).
When Brake is Applied

1. When the swing or front attachment control lever
is returned to neutral, the swing parking brake
release spool in the signal control valve is re-
turned to neutral and pilot pressure to port SH is
not supplied.
2. Therefore, check valve (7) is closed and the
brake release pressure is released to the swing
motor housing through orifice (6).
3. Consequently, the spring (4) force acts on plate
(2), which is engaged with the external circum-
ference of rotor (1), and on friction plate (3),
which is engaged with the inside of housing (9)
through brake piston (5). Thus, the external cir-
cumference of rotor (1) is secured with friction
force.
When the engine stops, the brake is applied
automatically as pressure is not applied to port
SH.
When Brake is Released

1. When the swing or front attachment control lever
is operated, the swing parking brake release
spool in the signal control valve is shifted. There-
fore, pilot pressure from the pilot pump is applied
to port SH.
2. Pilot pressure to port SH opens check valve (7)
and acts on brake piston chamber (8).
3. Consequently, as brake piston (5) is pushed up-
ward, plate (2) and friction plate (3) are freed, so
that the brake is released.
T3-2-4
3
Port SH (Brake
Release Pressure)
2
8
T178-03-02-003C
1 9
1- Rotor 4- Spring 6- Orifice 8- Brake Piston Chamber

2- Plate 5- Brake Piston 7- Check Valve 9- Housing
3- Friction Plate
T3-2-5
VALVE UNIT
The valve unit consists of the make-up valve and the

relief valve.
The make-up valve prevents cavitation in the circuit
and the relief valve prevents surge pressure and Relief Valve
overloads in the circuit.
Make-Up Valve
Make-Up Valve
During swing stopping operation, the swing motor is
driven by inertial force of the upperstructure. The
swing motor is turned forcibly in excess of oil pres-
sure from the pump, so that cavitation occurs in the
motor. Port M
In order to avoid this cavitation, when pressure in the
swing circuit becomes lower than that in the return
Control Valve
circuit (port M), the poppet opens, draws hydraulic oil,
and compensates the lack of oil feed.
T1J1-03-02-001C
Control Valve
Poppet
Make-Up Valve Make-Up Valve
Port M
T1JB-03-02-003C
Relief Valve
T3-2-6
Relief Valve
When starting or stopping swing operation, pressure
in the swing circuit becomes high. The relief valve
prevents the circuit pressure from rising higher than
the set pressure.
Low-Pressure Relief Operation (Shockless Function): High-Pressure Relief Operation (Overload Preven-
1. Pressure at port HP (swing circuit) is routed into tion):
oil chamber C (9) through orifice (2) in poppet 1. After piston (6) reaches the stroke end, spring (3)
(1). is compressed and the circuit pressure becomes
2. The pressure oil in chamber C (9) flows to oil the normal relief set pressure.
chamber A (8) through passage A (4), and to oil 2. When pressure at port HP increases more than
chamber B (7) through passage B (5). the spring (3) set pressure, poppet (1) is opened
3. As the pressure receiving area in oil chamber B and pressure oil from port HP flows to port LP.
(7) is larger than that in oil chamber A (8), piston 3. When pressure at port HP is reduced to the
(6) moves to the left. specified level, poppet (1) is closed by the spring
4. As long as piston (6) keeps moving, a pressure (3) force.
difference is developed between the front and the
rear of poppet (1). When this pressure difference
is increased more than the spring (3) force, pop-
pet (1) is opened and pressure oil from port HP
flows to port LP.
5. When piston (6) reaches the stroke end, the
pressure difference between the front and the
rear of poppet (1) disappears and poppet (1) is
closed.
1 2 3 4 5 6
HP
LP
9 8 7 T178-03-02-005C
1- Poppet 4- Passage A 6- Piston 8- Oil Chamber A

2- Orifice 5- Passage B 7- Oil Chamber B
9- Oil Chamber C
3- Spring
T3-2-7
(Blank)
T3-2-8
COMPONENT OPERATION / Control Valve
OUTLINE
The control valve consists of the main control valve The spool arrangements in the main control valve are
and the swing control valve. The control valve controls as follows from the front side.
the oil pressure, flow rate, and flow direction in the 4-spool side: Right Travel, Bucket 1, Boom 1, and Arm 2
hydraulic circuit. The main control valve has the 5-spool side: Left Travel, Bucket 2, Boom 2, Arm 1, and
4-spool side and the 5-spool side in tandem. The swing Auxiliary
control valve has the 4-spool side. The spool arrangements in the swing control valve are
The major parts of the control valve are the main relief as follows from the front side.
valve, the flow combiner valve, and the spool. The Boom 3, Swing, Bucket 3, and Arm 3
control valve is operated by the hydraulic pilot oil
pressure.
NOTE: BH: Backhoe
LD: Loading Shovel
Main Control Valve
Auxiliary (BH) Arm 1

Bucket Open/Close (LD) Boom 2
Bucket 2
Left Travel
Arm 2
Main Relief Valve

Boom 1
Bucket 1
Right Travel
T18J-03-03-001C
Swing Control Valve
Arm 3
Bucket 3
Swing
Boom 3
Main Relief
Valve
T18J-03-03-002C
T3-3-1
Main Control Valve
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
Main Pump 2 Main Pump 1 T18J-03-03-018
T3-3-2
4-Spool Side
36 33, 34
42
40, 41
38, 39 43
37
32
31
28
T18J-03-03-019
27 26 29 30
1 - Arm Regenerative Valve 12 - Arm Anti-Drift Valve 23 - Load Check Valve 34 - Boom Flow Rate Control
(Check Valve) (Check Valve) (Left Travel Tandem Circuit) Valve (Poppet Valve)
2 - Load Check Valve 13 - Overload Relief Valve 24 - Load Check Valve 35 - Boom Regenerative Valve
(Arm 1 Parallel Circuit, (BH: Arm Roll-Out, (Left Travel Parallel Circuit) (Check Valve)
BH: Arm Roll-In, LD: Arm Retract)
LD: Arm Extend)
3 - Load Check Valve 14 - Boom Regenerative Valve 25 - Check Valve 36 - Overload Relief Valve
(Arm 1 Parallel Circuit, (Check Valve) (Main Relief Pressure Flow (Boom Lower)
BH: Arm Roll-Out, Combiner Circuit)
LD: Arm Retract)
4 - Load Check Valve 15 - Boom Anti-Drift Valve 26 - Load Check Valve 37 - Overload Relief Valve
(Auxiliary Tandem Circuit) (Selector Valve) (Bucket 1 Parallel Circuit) (Boom Raise)
5 - Load Check Valve 16 - Boom Anti-Drift Valve 27 - Flow Combiner Valve 38 - Boom Anti-Drift Valve
(Arm 1 Tandem Circuit) (Check Valve) (Selector Valve)
6 - Load Check Valve 17 - Overload Relief Valve 28 - Check Valve 39 - Boom Anti-Drift Valve
(Boom 2 Parallel Circuit) (Boom Mode) (Flow Combiner Valve (Check Valve)
Circuit)
7 - Load Check Valve 18 - Boom Overload Relief 29 - Check Valve 40 - Arm Flow Rate Control
(Boom 2 Tandem Circuit) Control Valve (Main Relief Pressure Flow Valve (Selector Valve)
Combiner Circuit)
8 - Overload Relief Valve 19 - Load Check Valve 30 - Main Relief Valve 41 - Arm Flow Rate Control
(Auxiliary) (Bucket 2 Tandem Circuit) Valve (Poppet Valve)
9 - Overload Relief Valve 20 - Load Check Valve 31 - Overload Relief Valve 42 - Check Valve
(Auxiliary) (Bucket 2 Parallel Circuit) (BH: Bucket Roll-Out,
LD: Bucket Tilt-Out)
10 - Overload Relief Valve 21 - Make-Up Valve 32 - Overload Relief Valve 43 - Arm Regenerative Valve
(BH: Arm Roll-In, (BH: Bucket Roll-In, (BH: Bucket Roll-In, (Selector Valve)
LD: Arm Extend) LD: Bucket Tilt-In) LD: Bucket Tilt-In)
11 - Arm Anti-Drift Valve 22 - Make-Up Valve 33 - Boom Flow Rate Control
(Selector Valve) (BH: Bucket Roll-Out, Valve (Selector Valve)
T3-3-3
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
T3-3-4
5-Spool Side
3 4
8
5
10 9
11, 12 13
7
17, 18 15, 16
19
21
22
23
25
T18J-03-03-020
LD: Arm Extend)
LD: Arm Retract)
(Boom 2 Parallel Circuit) (Boom Mode) (Flow Combiner Valve Circuit) (Check Valve)
Combiner Circuit)
T3-3-5
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
T3-3-6
A B
C
C
D
D
E
E
F
F
G
G
H
H
T18J-03-03-021
A B Section B-B
Section A-A
35 1
14
27 30
T18J-03-03-022 T18J-03-03-023
LD: Arm Extend)
LD: Arm Retract)
Combiner Circuit)
T3-3-7
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
T3-3-8
Section C-C Section D-D
Auxiliary
Arm 2 Arm 1
3 10 43
12 11
40
41
T18J-03-03-024 36 13
T18J-03-03-025
LD: Arm Extend)
LD: Arm Retract)
Combiner Circuit)
T3-3-9
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
T3-3-10
Section E-E Section F-F
Boom 1 Boom 2 Bucket 1 Bucket 2
37 17, 18 31
21
34
33
19
6 20
7
26
16
22
32 T18J-03-03-027
38 39 15 T18J-03-03-026
LD: Arm Extend)
LD: Arm Retract)
Combiner Circuit)
T3-3-11
1 2 3 4 5 6 7
43
42
9
41 10
40
11
39
38
12
37
36
13
35
14
34
15
33
16
17
18
32
19
20
31
21
22
23
30 29 28 27 26 25 24
T3-3-12
Section G-G Section H-H
Right Travel Left Travel

30
29
23
24
28
T18J-03-03-028 T18J-03-03-029
27
LD: Arm Extend)
LD: Arm Retract)
Combiner Circuit)
T3-3-13
Swing Control Valve
1 2
Boom 3
11
3
10
Swing
Bucket 3 4
6
9
Arm 3
8 7
Main Pump 3 T18J-03-03-030
1 - Main Relief Valve 4 - Load Check Valve 7 - Slow Return Valve 10 - Boom Anti-Drift Valve
(Bucket 3) (Arm 3) (Selector Valve)
2 - Load Check Valve 5 - Load Check Valve 8 - Make-Up Valve 11 - Boom Anti-Drift Valve
(Boom 3) (Arm 3) (Arm 3) (Check Valve)
3 - Load Check Valve 6 - Load Check Valve 9 - Make-Up Valve
(Swing) (Arm 3 Parallel Circuit) (Arm 3)
T3-3-14
Section A
B C D E F 1
1 10, 11
T18J-03-03-031
T18J-03-03-032
Section B Section C
Swing
Boom 3
10
11
T18J-03-03-034
T18J-03-03-033
T3-3-15
Swing Control Valve
1 2
Boom 3
11
3
10
Swing
Bucket 3 4
6
9
Arm 3
8 7
Main Pump 3 T18J-03-03-030
1 - Main Relief Valve 4 - Load Check Valve 7 - Slow Return Valve 10 - Boom Anti-Drift Valve
(Bucket 3) (Arm 3) (Selector Valve)
2 - Load Check Valve 5 - Load Check Valve 8 - Make-Up Valve 11 - Boom Anti-Drift Valve
(Boom 3) (Arm 3) (Arm 3) (Check Valve)
3 - Load Check Valve 6 - Load Check Valve 9 - Make-Up Valve
(Swing) (Arm 3 Parallel Circuit) (Arm 3)
T3-3-16
Section D Section E
Bucket 3 Arm 3
7
T18J-03-03-035
T18J-03-03-036
Section F
8
T18J-03-03-037
T3-3-17
HYDRAULIC CIRCUIT
Main Circuit
Pressure oil from pump 1 flows to the 5-spool side in
the main control valve, pressure oil from pump 2
flows to the 4-spool side in the main control valve,
and pressure oil from pump 3 flows to the swing
control valve respectively.
The parallel circuit is provided in all main circuits and
makes the combined operation possible. The flow
combiner circuit is provided in both boom and arm
circuits so that pressure oil from pump 1 and pump 2
are combined during a single operation.
The main relief valve is provided in the main circuit

(between the pump and the actuator). The main relief
valve prevents the pressure in the main circuit from
exceeding the set pressure when the spool is
operated (or when the control lever is operated).
The overload relief valve is provided in the auxiliary
actuator circuits (between the control valve and the
actuator) of boom, arm, and bucket. The overload
relief valve prevents surge pressure caused by
external force in the actuator circuit from exceeding
the set pressure when the spool is in neutral (with the
control lever in neutral).
The boom overload relief control valve is provided in
the boom lower circuit in boom 2. The boom overload
relief control valve reduces vibration of the machine
during digging and ground leveling operation (boom
lower) by decreasing the relief set pressure.
T3-3-18
Flow Combiner
Swing Control Valve Main Control Valve Circuit Parallel Circuit
4-Spool Side 5-Spool Side
Main Relief Valve
Overload
Relief
Valve
Boom
Overload
Relief
Control
Valve
Make-Up
Valve
Make-Up
Valve
Overload
Relief Valve
Main Relief Valve
Parallel Circuit
Main Pump
3 2 1 T18J-03-03-038
T3-3-19
Pilot Operation Control Circuit
Pressure oil (indicated with numbers) from the pilot
valve acts on the spool in the control valve in order to
move the spool.
In addition, the air bleed circuit is located in the upper
of the main control valve and bleeds air automatically.
External Pilot Pressure Circuit

• When lowering the boom, the boom 1 spool is
shifted. Pressure oil from the pilot pump acts on
the boom anti-drift valve and releases it.
• When lowering the boom, the boom lower pilot
pressure shifts the boom 3 spool. Pilot pressure
acts on the boom anti-drift valve simultaneously
and releases it.
• When rolling in the arm, the arm 1 spool is shifted.
Pressure oil from the pilot pump acts on the arm
anti-drift valve and releases it.
• The main relief valve pressure increases due to
pilot pressure from solenoid valve unit (SG).
• The boom overload relief control valve is shifted
by pilot pressure from solenoid valve unit (SC).
• The boom flow rate control valve is shifted by pilot
pressure from solenoid valve unit (SF).
• The flow combiner valve is shifted by pilot
pressure from the flow combiner valve control
spool in the signal control valve.
• The arm flow rate control valve is shifted by pilot
pressure from the arm flow rate control valve
control spool in the signal control valve.
T3-3-20
Air Bleed
Swing Control Valve Main Control Valve Circuit
Arm Flow Rate Control Valve
Boom Boom 3 Spool Boom
Anti-Drift Anti-Drift
Valve 13
Valve 14
Arm 1
1 2 Spool
4 3
From Signal 3 4
Control Valve Arm Anti-Drift
6 5 Valve
Boom 1 Spool 1
2 2
1 Boom
8 7 Anti-Drift
From Solenoid Valve
Valve Unit (SF) 7
8 8
4 3 7 From Solenoid
Valve Unit (SC)
10
11 9
12
Boom
Boom Flow Overload
Rate Control Relief Control
Valve
Valve
Main Relief Valve From Solenoid From Signal Flow Combiner
Valve Unit (SG) Control Valve Valve
T18J-03-03-039
1 - Boom Raise 5 - Left Swing 9 - Travel (Left Forward) 13 - Auxiliary

2 - Boom Lower 6 - Right Swing 10 - Travel (Left Reverse) 14 - Auxiliary
3 - BH: Arm Roll-In, 7 - BH: Bucket Roll-In, 11 - Travel (Right Forward)
LD: Arm Extend LD: Bucket Tilt-In
4 - BH: Arm Roll-Out, 8 - BH: Bucket Roll-Out, 12 - Travel (Right Reverse)
LD: Arm Retract LD: Bucket Tilt-Out
T3-3-21
MAIN RELIEF VALVE
The main relief valve prevents the pressure in the main

circuit from exceeding the set pressure when the
actuator such as the motor or the cylinder is operated.
Therefore, oil leak from the hose and the piping joints
and breakage of the actuator are prevented.
Relief Operation
1. Pressure in port HP (main circuit) acts on pilot
poppet (6) through orifice A (1) in main poppet (3)
and orifice B (4) in seat (5).
2. When pressure in port HP reaches the set
pressure of spring (7), pilot poppet (6) is opened
and pressure oil flows to port LP (hydraulic oil
tank) through passage (9).
3. At this time, a pressure difference is caused
between port HP and the spring (10) chamber due
to orifice A (1).
4. When this pressure difference reaches the set
pressure of spring (10), main poppet (3) is
opened and pressure oil from port HP flows to
port LP.
5. Consequently, the pressure in the main circuit
decreases.
6. When the pressure in the main circuit decreases
to the specified level, the pilot poppet is closed by
force of spring (7) and the pressure difference
between port HP and the spring (10) chamber
disappears so that main poppet (3) is closed by
force of spring (10).
Pressure Increasing Operation

1. When pilot pressure from solenoid valve unit (SG)
acts on port PF, spring (7) is compressed by
piston (8).
2. Therefore, force of spring (7) becomes stronger.
3. Consequently, as pressure required in order to
open pilot poppet (6) is increased, the relief set
pressure is increased.
T3-3-22
During Relief Operation:
1 2 3 4 5 6 7 8
HP
LP 10 9 T450-03-03-031C
During Pressure Increasing Operation:
1 2 3 4 5 6 7 8
HP
PF
LP 10 9 T450-03-03-032C
From Solenoid
Valve Unit (SG)
1- Orifice A 4 - Orifice B 7 - Spring 9 - Passage

2- Sleeve 5 - Seat 8 - Piston 10 - Spring
3- Main Poppet 6 - Pilot Poppet
T3-3-23
OVERLOAD RELIEF VALVE (WITH
MAKE-UP FUNCTION)
The overload relief valves are located in the boom,

arm, bucket, and auxiliary circuits. The overload relief
valve prevents each actuator circuit pressure from
rising excessively when the actuators are moved by
external force.
In addition, when the actuator circuit pressure is
reduced, the overload relief valve draws hydraulic oil
from the hydraulic oil tank and prevents the
occurrence of cavitation. (make-up function)
Relief Operation Make-Up Operation

1. Pressure in port HP (actuator circuit) acts on pilot 1. When pressure in port HP (actuator circuit) is
poppet (6) through orifice (1) in piston (11). reduced lower than pressure in port LP (hydraulic
2. When pressure in port HP reaches the set oil tank), main poppet (2) is moved to the right.
pressure of spring (7), pilot poppet (6) is opened. 2. Hydraulic oil flows to port HP from port LP and
Pressure oil from passage (5) flows to port LP cavitation is prevented.
(hydraulic oil tank) through the outer surface of 3. When pressure in port HP rises to the specified
main poppet (2). level, main poppet (2) is closed by force of spring
3. A pressure difference between port HP and (4).
chamber A (3) occurs due to orifice (1) in piston
(11).
4. Piston (11) is moved to the right and is seated at
the end of pilot poppet (6).
5. As orifice (9) is located in pilot poppet (6),
pressure oil flows to port LP through piston (11),
the orifice of pilot poppet (6), passage (5), the
outer surface of main poppet (2).
6. The pressure difference between port HP and
chamber A (3) occurs due to orifice (9) in pilot
poppet (6). Main poppet (2) is opened by this
pressure difference and pressure oil from port Hp
flows to port LP.
7. Consequently, the actuator circuit pressure is
reduced.
8. When pressure in port HP is reduced to the
specified level, pilot poppet (5) is closed by force
of spring (7) and pressure oil stops flowing
through orifice (9). The pressure difference
between port HP and chamber A (3) disappears
and main poppet (2) is closed.
T3-3-24
Relief Operation:
1 2 3 4 5 6 7
HP
LP 11 10 9 8
HP
LP
T18J-03-03-040C
9
Make-Up Operation:
2
4
HP
LP
T450-03-03-034C
LP
1- Orifice 4 - Spring 7- Spring 10 - Spring

2- Main Poppet 5 - Passage 8- Sleeve 11 - Piston
3- Chamber A 6 - Pilot Poppet 9- Orifice
T3-3-25
BOOM OVERLOAD RELIEF CONTROL
VALVE
The boom overload relief control valve is provided in

the boom lower circuit of boom 2. The boom overload
relief control valve is shifted by pilot pressure from
solenoid valve unit (SC) and reduces the set pressure
in the overload relief valve of the boom cylinder rod
side circuit.
Therefore, during boom lower operation, vibration of
the machine is reduced. (Refer to SYSTEM / Control
System.)
Operation
1. In normal, pressure oil in port HP flows to
chamber c through piston (6) and acts on main
poppet (5). Thereby, main poppet (5) is closed
and the set pressure in the overload relief valve is
kept high.
2. When pilot pressure from solenoid valve unit (SC)
acts on piston (1), piston (1) opens poppet (2).
When poppet (2) is opened, chambers a and b
are connected to port LP through the outer
surface of sleeve (7).
3. When pressure in chamber c reaches the set
pressure of spring (3), pilot poppet (4) is opened.
When pilot poppet (4) is opened, pressure in
chamber c is reduced, and piston (6) and main
poppet (5) and moved to the left.
4. As main poppet (5) is opened, pressure oil flows
to port LP from port HP and the set pressure of
the overload relief valve is reduced.
5. Consequently, as force in the boom cylinder rod
side decreases, vibration of the machine during
boom lower operation is reduced.
T3-3-26
1 2 a 3 4 5 6
Pilot Pressure HP
LP
7 d b c
T1J1-03-03-005C
1 2 a 3 4 5 6
Pilot Pressure HP
LP
b c
T1J1-03-03-006C
1 2 a 3 4 5 6
Pilot Pressure HP
b LP
T1J1-03-03-007C
1- Piston 3 - Spring 5 - Main Poppet 7 - Sleeve

2- Poppet 4 - Pilot Poppet 6 - Piston
T3-3-27
FLOW COMBINER VALVE
1. During combined operation of front attachment

and travel, the flow combiner valve control spool
in the signal control valve is shifted and pilot
pressure shifts the spool in the flow combiner
valve.
2. When the spool in the flow combiner valve is
shifted, pressure oil from pump 2 flows to the
spools in right travel and left travel.
3. Therefore, pressure oil from pump 2 is routed to
the spools in both right travel and left travel.
4. Pressure oil from pump 1 is routed to the front
attachment.
Consequently, during combined operation of
travel and front attachment or swing, the machine
can travel straight.
Pilot Pressure from

Flow Combiner Valve
Control Spool
Spool
Pressure Oil from

Pump 2
To Left Travel Spool
T450-03-03-035C
T3-3-28
Flow Combiner
Valve
Pilot Pressure from Flow Combiner

Valve Control Spool in Signal
Control Valve

(Right) Pump 2 (Left) T18J-03-03-041C
T3-3-29
ANTI-DRIFT VALVE
The anti-drift valve is provided in the circuits of the

boom cylinder bottom side and the arm cylinder rod
side, and reduces the cylinder drift.
The anti-drift valves (for boom spool 1, 2, and 3) are
provided in the bottom side circuit of the boom
cylinder.
From Port 4Pc3
(Pressure Oil
NOTE: Both boom and arm anti-drift valves are from Pilot Pump)
identical in structure. Therefore, the boom
anti-drift valve (for boom spool 1) is
explained as an example.
Boom 1 Anti-Drift Valve
Spool (Selector Valve)
Holding Operation
Boom
1. Pressure oil from the boom cylinder bottom side Cylinder
flows to the spring (5) chamber and the spring (4)
chamber in selector valve (3) through orifice (7) in
check valve (6).
2. When the control lever is in neutral (boom 1 spool
(8): neutral), pressure oil from port 4Pc3 is
blocked by boom 1 spool (8) so that selector valve Anti-Drift Valve
(3) in the anti-drift valve is not shifted. (Check Valve)
T18J-03-03-011C
3. Consequently, as check valve (6) is pushed by
force of spring (5) and pressure of the spring (5)
chamber, and the return circuit is blocked, so that
drift amount of the cylinder is reduced.
T3-3-30
Holding Operation:
2 3 4
From Boom
4Pc3 Cylinder Bottom
Pressure Oil from
(Return) Side
Pilot Pump
8
T1JB-03-03-015RC
1- Check Valve 3 - Selector Valve 5 - Spring 7 - Orifice

2- Piston 4 - Spring 6 - Check Valve 8 - Boom 1 Spool
T3-3-31
Releasing Operation
1. During boom lower operation (arm roll-in (BH) /
From Port 4Pc3
arm extend (LD) operation in case of the arm (Pressure Oil
anti-drift valve), boom 1 spool (8) moves to the left. From Pump 2 from Pilot Pump)
Pressure oil from port 4Pc3 acts on piston (2)
through the inner passage.
Anti-Drift Valve
NOTE: BH: Backhoe Boom 1 (Selector Valve)
LD: Loading Shovel Spool
Boom
2. As piston (2) pushes selector valve (3), selector To Boom 2 Cylinder
valve (3) is shifted. Spool
3. Pressure oil in the spring (5) chamber of check (Hydraulic
Oil Tank)
valve (6) opens check valve (1) through the outer
surface of selector valve (3) so that pressure oil
flows to the boom 2 spool (hydraulic oil tank).
4. Therefore, pressure in the spring (5) chamber is Check Valve Anti-Drift Valve
(Check Valve)
reduced. At this time, a pressure difference
between port 4A3 and the spring (5) chamber T18J-03-03-012C
occurs due to orifice (7) in check valve (6).

5. When this pressure difference becomes stronger
than the spring (5) force, check valve (6) is
opened.
Consequently, returning oil from the boom
cylinder bottom side flows to the hydraulic oil tank
through the boom 2 spool.
T3-3-32
Releasing Operation:
2 3 4
From Boom
4Pc3 4A3 Cylinder Bottom
Pressure Oil from
Pilot Pump (Return) Side
To Hydraulic Oil
Tank
T18J-03-03-042RC
1- Check Valve 3 - Selector Valve 5 - Spring 7 - Orifice

2- Piston 4 - Spring 6 - Check Valve 8 - Boom 1 Spool
T3-3-33
REGENERATIVE VALVE
The regenerative valves are provided in the boom

lower and the arm roll-in (BH) / arm extend (LD)
circuits. The regenerative valve increases cylinder
speeds, improves machine controllability, and prevents
cylinder hesitation when the cylinder is operated.
NOTE: BH: Backhoe
LD: Loading Shovel
NOTE: The operational principle of the boom Boom Cylinder
regenerative valve is the same as the arm
regenerative valve. Therefore, the boom
regenerative valve is explained as an
example.
Operation Boom
Lower Pilot
1. During boom lower operation, returning oil from Pressure
the cylinder bottom side enters the hole on the
spool and acts on the check valve. Pressure Oil
2. During boom lower operation, the boom is from Pump 2
lowered faster as compared with amount of
supply from the pump due to boom own weight. T450-03-03-041C
3. Therefore, the circuit pressure between pump and

boom cylinder rod is reduced.
4. When pressure in the cylinder rod side becomes
lower than that in the bottom side, the check valve
is opened.
5. Consequently, returning oil from the cylinder
bottom side flows to the rod side, is combined
with pressure oil from pump 2, and is supplied to
the cylinder rod side so that the regenerative
operation is done.
6. Therefore, the cylinder speed increases.
7. When the cylinder is moved to the full stroke or
the load increases, pressure in the cylinder rod
side circuit increases more than that in the bottom
side.
8. Consequently, the check valve is closed and
regenerative operation is stopped.
T3-3-34
Boom Lower
Pilot
Pressure
Boom Cylinder
Spool
Hole
Check Valve
T1JB-03-03-019CA
T3-3-35
FLOW RATE CONTROL VALVE
The flow rate control valve is provided in the boom and

the arm circuits, restricts oil flow rate in the circuit
during combined operation, and gives priority to other
actuators. (Refer to SYSTEM / Control System,
Hydraulic System.)
Each flow rate control valve is operated during

combined operation as shown below.
Flow Rate Combined Operation
Control Valve
Boom Boom Lower + Arm (Roll-Out / In,
Extend / Retract)
Boom Lower + Bucket (Roll-In / Out,
Tilt-In / Out)
Arm Boom Raise + Arm Roll-Out /
Tilt-Out
NOTE: The boom flow rate control valve is

explained as an example.
Boom Cylinder
Normal Operation
1. Pressure oil which flows to the 4-spool side
parallel circuit from pump 2 is divided into the two
directions.
2. One acts on check valve A in the poppet valve.
The other opens check valve B and acts on the To Boom 2 Spool
selector valve.
3. In normal, as the selector valve is kept closed, Poppet
pressure oil from pump 2 is blocked by the Pressure
selector valve. Oil from
4. Pressure oil from pump 2 opens check valve A Pilot
Pump Selector
and the poppet, and flows to the boom 1 spool. Valve
Pressure Oil
from Pump 2
(Parallel Circuit)
T18J-03-03-014
T3-3-36
During Normal Operation:
Section A
A
Selector Valve
Selector Valve
Poppet
Check Valve A
Check
Valve B
To Boom 1 To Boom 1
Spool Spool
From Pump 2
T450-03-03-048RC
T3-3-37
Flow Rate Control Operation
1. Pilot pressure from solenoid valve unit (SF) shifts Boom Cylinder
the selector valve in the boom flow rate control
valve.
2. As pressure oil from pump 2 acts on the piston
through the selector valve, the piston is moved
downward (upward in the circuit diagram).
To Regenerative
3. Therefore, back pressure in the poppet increases Circuit in Boom 2
and the force to close the poppet valve appears. Spool
4. Consequently, the poppet restricts flow rate to the
Poppet
boom 1 spool and pressure oil is supplied to other Pressure
(Piston)
Oil from
actuators which load pressure is higher at. Pilot
Pump Selector
Valve
Pressure Oil Pressure Oil

from Solenoid from Pump 2
Valve Unit (SF) (Parallel Circuit)
T18J-03-03-015
T3-3-38
During Flow Rate Control Operation:
A From Solenoid Section A

Valve Unit (SF)
Selector Valve
Selector Valve
Piston
Poppet
Check Valve A
Check
Valve B
To Boom 1 To Boom 1
Spool Spool
From Pump 2
T450-03-03-049C
T3-3-39
(Blank)
T3-3-40
COMPONENT OPERATION / Pilot Valve
OUTLINE
The pilot valve controls pilot pressure oil in order to NOTE: As for the pilot valves for front attach-
move spool in control valve. The pilot valve outputs ment/swing and for travel, the structure of
pressure according to the control lever stroke by PPC cam to push in the pusher is different and
(Pressure Proportional Control Valve) function and that of the pressure reducing valve is
moves the spool in control valve. same.
The 4-port pilot valves for front attachment/swing and
for travel are standard.
The 2-port pilot valve is for bucket open/close (loading
shovel).
• Front Attachment / Swing Pilot Valve (Backhoe)

Port ISO Control Hitachi Pattern
No. Pattern
1 Bucket Roll-Out ←
2 Boom Lower ←
Right
3 Bucket Roll-In ←
4 Boom Raise ←
1 Right Swing Arm Roll-In
2 Arm Roll-Out Right Swing
Left
3 Left Swing Arm Roll-Out
4 Arm Roll-In Left Swing
Hydraulic
Symbol
P 4
2 P T 4 1 3 T18J-03-04-001C
3 1
2 T1V1-03-04-001C
T
T3-4-1
• Travel Pilot Valve
Port No.
1 Travel (Right Reverse)
2 Travel (Right Forward)
3 Travel (Left Forward)
4 Travel (Left Reverse)
T
P
Hydraulic
Symbol
T1M9-03-05-004C
3 4
4 P T 3 1 2 T18J-03-04-001C
2
1
T1M9-03-05-005C
• Bucket Open/Close (Loading Shovel) Pilot Valves

Port No.
Right 2 Open
Left 2 Close
1 P T 2
T18J-03-04-002C
T1CF-03-04-002C
1 2
T3-4-2
(Blank)
T3-4-3
OPERATION
• Front Attachment / Swing and Travel Pilot Valves

The spool (6) head is suspended from the upper sur-
face of spring guide (3). Spring guide (3) is kept raised
by return spring (5).
Neutral (Output Curve: A to B):

1. When in neutral, spool (6) completely blocks
pressure oil from port P (pilot pump). The output E F
port is opened to port T (hydraulic oil tank)
through the inner passage in spool (6). D
2. Therefore, pressure in the output port is equal to Pilot
that in port T. Pressure
3. When the control lever is slightly tilted, cam (1) is
tilted and pusher (2) is pushed downward. Pusher C
(2) compress return spring (5) along with spring
guide (3) together.
4. At this time, as pressure in the output port is equal A B
Lever Stroke
to that in port T, spool (6) moves downward while T523-02-05-001
keeping the lower surface of the spool (6) head in
contact with spring guide (3).
5. This status continues until hole (7) on spool (6) is
connected to port P.
T3-4-4
Front Attachment / Swing Pilot Valve
1 1
2 2
6
3 3 Port T
4 4
7
5 5 Port P
6 Output Port
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-007

Travel Pilot Valve

1 1
2 2 Port T
Port P
3 3 6
4 4
5 Output Port
5
6
Port T Port T
6
Port P Port P
7 7

1 - Cam 3 - Spring Guide 5 - Return Spring 7 - Hole

2 - Pusher 4 - Balance Spring 6 - Spool
T3-4-5
During Metering or Decompressing
(Output Curve: C to D)
1. When the control lever is further tilted in order to
move pusher (2) downward further, hole (7) on E F
spool (6) is connected to port P and pressure oil
in port P flows to the output port. D
2. Pressure in the output port acts on the bottom Pilot
surface of spool (6) so that spool (6) is pushed Pressure
upward.
3. When the force to move spool (6) upward is C
smaller than the balance spring (4) force, balance
spring (4) is not compressed so that spool (6) is
not raised and pressure in the output port in- A B
Lever Stroke
creases. T523-02-05-001
4. As pressure in the output port increases further,
the force to move spool (6) upward increases.
When this force overcomes the balance spring (4)
force, balance spring (4) is compressed so that
spool (6) is moved upward.
5. As spool (6) is moved upward, hole (7) is closed
so that pressure oil from port P stops flowing into
the output port and pressure in the output port
stops increasing.
6. As spool (6) is moved downward and balance
spring (4) is compressed, the pressure acting on
the bottom surface of spool (6) increases until the
pressure balances with the increasing spring
force. This increasing pressure becomes pres-
sure in the output port.
T3-4-6
1 1
2 2
3 3
4 4
5 5
6
6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-009 Output Port T1V1-03-04-010
Travel Pilot Valve

1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
7 Port P 7 Port P
Output Port T1V1-03-04-004 Output Port T1V1-03-04-005

T3-4-7
Full Stroke (Output Curve: E to F)
1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) on the front E F
attachment / swing pilot valve comes in contact
with the casing shoulder, or cam (1) on the travel D
pilot valve comes in contact with the casing. Pilot
2. At this time, the bottom surface of pusher (2) di- Pressure
rectly pushes spool (6). Therefore, even if pres-
sure in the output port increases further, hole (7) C
on spool (6) is kept open.
3. Consequently, pressure in the output port is equal
to that in port P. A B
Lever Stroke
T523-02-05-001
NOTE: Total lever strokes for front attachment and

swing controls are determined by stroke
dimension (E) of pusher (2). Total lever
stroke for travel control is determined by
stroke dimension (E) of cam (1).
T3-4-8
2 2
4
5
Port T
7 Port P

T1V1-03-04-007
Travel Pilot Valve
1 1
2
E
6
Port T
Port P
7

T1V1-03-04-002

T3-4-9
• Bucket Open/Close (Loading Shovel) Pilot Valves
In Neutral (Output Curve: A to B) During Metering or Decompressing

1. When the control lever is in neutral, spool (7) (Output Curve: C to D)
completely blocks pressure oil from port P. 1. When the control lever is tilted further, the hole on
2. As the output port is connected to port T through spool (7) is connected to the notch.
the passage in spool (7), pressure in the output 2. Pressure oil in port P flows to the output port
port is equal to that in the hydraulic oil tank. through the notch and the hole on spool (7), and
3. When the control lever is slightly tilted and cam (1) pressure in the output port increases.
is moved, pusher (2) compresses return spring (6) 3. Pressure in the output port acts on the bottom
downward with spring guide (4) together. surface of spool (7) and spool (7) is moved up-
4. At this time, spool (7) is pushed by balance spring ward.
(5) and moved downward until dimension (A) be- 4. When the force to move spool (7) upward is
comes zero (port P is fit with the hole). smaller than balance spring (5), balance spring (5)
5. During this movement, the output port is con- is not compressed.
nected to port T so that pressure oil is not supplied 5. Therefore, as port P is kept connected to the
to the output port. output port, pressure in the output port continues
to increase.
NOTE: The lever stroke while pressure at dimen- 6. When pressure in the output port increases further,
sion (A) becomes zero is play. the force to move spool (7) upward increases.
7. When this force becomes larger than balance
spring (5), spool (7) compresses balance spring
(5) and moves upward.
8. When spool (7) is moved upward, the notch is
closed. As pressure oil from port P does not flow
to the output port, pressure in the output port stop
increasing.
9. As spool (7) is moved downward and balance
spring (5) is compressed, pressure acting on the
bottom surface of spool (7) increases until pres-
sure balances with the increasing spring force.
This increasing pressure becomes pressure in the
output port.
E F
Pilot
Pressure
A B Pusher Stroke
T523-02-05-001
T3-4-10
In Neutral (Output Curve: A to B) During Metering or Decompressing (Output Curve: C
to D)
4
3
5 5
Port T Port T
6
(A)
Port P Port P
Hole Hole 7
Passage 7
Output Port T1M7-03-04-022C

Port T
(A)
Port P
1- Cam 3- Plate 5 - Balance Spring 7 - Spool

2- Pusher 4- Spring Guide 6 - Return Spring
T3-4-11
1. When the control lever is fully stroked, pusher (2)
is moved downward until cam (1) comes in con- E F
tact with the casing.
2. At this time, the bottom surface of pusher (2) di- D
rectly pushes spool (7). Therefore, even if pres- Pilot
sure in the output port increases further, the hole Pressure
on spool (7) is kept open.
3. Consequently, pressure in the output port is equal C
to that in port P.
A B
Pusher Stroke
T523-02-05-001
T3-4-12
3 4
Port T
6
Port P
Hole
7
Output Port T1J1-03-04-001C
1 - Cam 3- Plate 5 - Balance Spring 7 - Spool

2 - Pusher 4- Spring Guide 6 - Return Spring
T3-4-13
SHOCKLESS FUNCTION
(ONLY FOR TRAVEL PILOT VALVE) Damper Spring Pin Travel Pedal
The travel pilot valve has the damper enabling damp- A

ing of the speed change shock by the travel lever. Travel Lever
The damper is composed of support, gears 1, and 2.
Gear 1 is connected to the support.
Support
The support is secure to the bracket by a spring pin.
The travel lever and the travel pedal are secure to the
bracket. Bracket
Therefore, the support rotates transversely around the Pin
pin according to the movement of the travel lever.
Operation Gear 2
1. If the travel lever is released white traveling, A
spring force of the return spring returns the travel Gear 1
lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper re-
ceive opposing force due to friction.
3. Consequently, as the travel lever gradually re-
turns to the neutral position, the extent of sudden
stop at the time of abrupt release of the travel
lever is damped down.
T1M7-03-04-002C
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003C
T3-4-14
COMPONENT OPERATION / Travel Device
OUTLINE
The travel device consists of the travel motor, travel The travel reduction gear is a three-stage planetary
reduction gear and travel brake valve. The travel mo- reduction gear, converts the travel motor rotation
tor is a swash plate type variable displacement axial power to a slow-large torque and rotates the sprocket
plunger motor and incorporates a parking brake (a and the track. The travel brake valve protects the
wet-type spring set hydraulic released multi-disc travel circuit from being overloaded and prevents the
brake). The travel motor is driven by pressure oil from occurrence of cavitation.
the pump and transmits the rotation power to the
travel reduction gear.
Travel Motor Travel Reduction Gear
Travel Brake Valve
Sprocket
T18J-03-05-001C
T3-5-1
TRAVEL REDUCTION GEAR
The travel reduction gear is a three-stage planetary Third stage carrier (2) secured to housing (13) and
reduction gear. does not rotate. Ring gear (1) and sprocket (11) are
The travel motor rotates shaft (7). This rotation is bolted to drum (12), and are rotated together.
transmitted to third stage carrier (2) and ring gear (1)
via first stage planetary gear (8), first stage carrier (4),
second stage sun gear (6), second stage planetary
gear (9), second stage carrier (3), third stage sun gear
(5), and third stage planetary gear (10).
1 2 3 4
Third Second First

Stage Stage Stage
T111-03-04-011C
13 12 10 9 8
11
T18J-03-05-002C
1- Ring Gear 5- Third Stage Sun Gear 8- First Stage Planetary Gear 11 - Sprocket
2- Third Stage Carrier 6- Second Stage Sun Gear 9- Second Stage Planetary 12 - Drum
Gear
3- Second Stage Carrier 7- Shaft 10 - Third Stage Planetary Gear 13 - Housing
4- First Stage Carrier
T3-5-2
TRAVEL MOTOR
The travel motor is a swash plate type variable dis- Four tilt pistons (9) shift the displacement angle of
placement axial plunger motor and equipped with swash plate (7) due to a fulcrum as ball (13). Rotor
parking brake (3). (a wet-type spring set hydraulic re- (16) sticks on valve plate (1) due to the spring (14)
leased multi-disc brake) The travel motor consists of force.
swash plate (7), rotor (16), plunger (4) with the shoe,
valve plate (1), output shaft (11), tilt piston (9), and
casing (8).
1 2 3 4 5 6 7 8 9 10
11
17
16
T1JB-03-05-003C
15 14 13 12
1- Valve Plate 6- Retainer Plate 10 - Spring 14 - Spring

2- Spring 7- Swash Plate 11 - Output Shaft 15 - Brake Piston
3- Parking Brake 8- Casing 12 - Roller Bearing 16 - Rotor
4- Plunger 9- Tilt Piston 13 - Ball 17 - Valve Cover
5- Holder
T3-5-3
Pressure oil flows to port A in valve plate (1), enters
one side in rotor (2), and pushes plunger (3).
This force and inclination of swash plate (5) make
shoe (4) slide on swash plate (5) in order to rotate ro-
tor (2) and output shaft (6).
As rotor (2) rotates, when plungers (3) reach port B,
pressure oil is returned to the hydraulic oil tank.
Whether pressure oil is supplied to port A or port B
determines the travel direction.
Port B Port A
Port B
Port A
1
2
4
6 5
Valve Plate
T183-03-05-009C
1 - Valve Plate 3 - Plunger 5 - Swash Plate 6 - Output Shaft

2 - Rotor 4 - Shoe
T3-5-4
TRAVEL BRAKE VALVE
The travel brake valve is located on the travel motor

head and consists of the following valves.
• Overload Relief Valve: • Check Valve:

Prevents the occurrence of overload and surge Assists the counterbalance valve operation and
pressure in the motor circuit. prevents cavitation in the motor circuit.
• Counterbalance Valve: • Travel Mode Selector Valve:
Makes starting and stopping travel operations Controls the tilt piston when selecting travel
smooth and prevents the machine from running mode.
away on slopes.
Section A-A
Overload Relief Counterbalance

Valve Valve
Travel Mode
Selector Valve
Check
Valve
A A
Overload Relief Counterbalance
Valve Valve
T1J1-03-05-004C
T3-5-5
Counterbalance Valve, Check Valve
When Traveling: When Descending:
1. When pressure oil from the control valve flows to 1. When the machine descends on a slope, the
port P1, pressure oil opens the check valve and travel motors are forcibly rotated by the machine
flows to port BM and the travel motor. self weight like a pump.
2. On the other hand, the returning oil from the 2. Pressure oil in port A is drawn to the travel motor
travel motor is routed to port AM. However, the and the oil pressure in port P1 and chamber G
returning oil is blocked by the spool in the coun- decrease. The spool is moved upward and the
terbalance valve. returning oil from the travel motor is restricted.
3. When pressure in port P1 increases further, Therefore, pressure in port AM increases and
pressure oil from port P1 opens the check valve brakes the travel motor.
in the spool through oil passage F in the spool 3. Once the returning oil from the travel motor is re-
and flows to chamber G. Pressure oil from port stricted, pressure in port P1 increases again and
P1 flows to chamber G through the orifice and moves the spool downward.
orifice A in the spool. 4. As this operation (hydraulic braking operation) is
4. Therefore, the spool is moved downward. At this repeated, the machine is prevented from running
time, pressure oil from port P1 flows to port A and away.
is supplied to the parking brake, so that the park-
ing brake is released.
5. The returning oil from the travel motor flows to
port P2 through notch H on the spool. Then,
pressure oil is allowed to flow so that the travel
motor starts rotating.
6. When the travel lever is returned to neutral,
pressure oil in ports P1 and P2 flow to the hy-
draulic oil tank through the control valve.
7. Pressure oil in chamber G flows to port P1
through the orifice and pressure in chamber G is
reduced.
8. Therefore, the spool is returned to the original
position by spring force and blocks the oil pas-
sage, so that the travel motor rotation is stopped.
T3-5-6
When Traveling:
Port BM Check Valve
Chamber G
Orifice A
Orifice
From Port P1
Port P1
Check Valve
Spool
From Port P1
To Port BM
Oil Passage F
Port A
To Port P2
From
Port AM
Port P2 Spool
H
Spring
Port AM Counterbalance Valve
T1J1-03-05-005CA
When Descending:
Port BM Chamber G
Port P1
Spool
From Port P1
To Port BM
Port P2 To Port P2
From Port
AM Spool
Port AM
T1J1-03-05-006CA
T3-5-7
Overload Relief Valve
Circuit Protection:
1. When the circuit pressure increases over the set Overload
Relief Valve
pressure of the overload relief valve, the poppet
is opened and high pressure oil is relieved to the
low-pressure side, so that the travel motor is pro-
tected from being overloaded.
2. In addition, the overload relief valve reduces the
shock loads developed due to inertia force when
stopping the travel motor.
Poppet
Low
Pressure
High
Pressure T183-03-05-011C
T3-5-8
(Blank)
T3-5-9
Travel Mode Selector Valve
The travel speed mode is changed according to the
displacement angle of swash plate (3) by the move-
ment of tilt piston (5).
Slow Speed (Maximum Displacement Angle)

1. Spool (8) in travel mode selector valve (1) is kept 3. Therefore, as the displacement angle of swash
in neutral by the spring (2) force. plate (3) is fixed to the larger side, the plunger (6)
2. Pressure oil from the control valve is blocked by stroke becomes maximum. As amount of oil re-
spool (8) through the counterbalance valve. The quired to rotate the travel motor becomes maxi-
circuit to tilt pistons (5) is connected to the hy- mum, the travel motor rotates at slow speed.
draulic oil tank. (Refer to SYSTEM / Control System / Valve Con-
trol as for the control circuit.)
1 8 7 2
5 6
To Hydraulic
Oil Tnak
4 3
Counterbalance
3 Valve
From Control
Valve T1J1-03-05-007C
1 - Travel Mode Selector Valve 3 - Swash Plate 5 - Tilt Piston 7 - Pilot Pressure (From So-
lenoid Valve Unit (SI))
2 - Spring 4 - Ball 6 - Plunger 8 - Spool
T3-5-10
Fast Speed (Minimum Displacement Angle)
1. When pilot pressure (7) from solenoid valve unit 4. Consequently, the travel motor rotates at fast
(SI) is supplied to travel mode selector valve (1), speed.
pilot pressure (7) is supplied to chamber A (10) (Refer to SYSTEM / Control System / Valve Con-
through orifice (9) in spool (8) and moves spool trol as for the control circuit.)
(8) to the right.
2. As spool (8) is moved, pressure oil from the con-
trol valve acts on tilt piston (5) through the coun-
terbalance valve and spool (8).
3. Therefore, tilt piston (5) pushes swash plate (3)
and the displacement angle is reduced.
8 9 7 1 2
5 6
From Travel Mode 10

Selector Valve
4 3
Counterbalance
3 Valve
From Control
T1J1-03-05-008C
Valve
1 - Travel Mode Selector Valve 4- Ball 7- Pilot Pressure 9- Orifice

(From Solenoid Valve Unit (SI))
2 - Spring 5- Tilt Piston 8 - Spool 10 - Chamber A
3 - Swash Plate 6- Plunger
T3-5-11
PARKING BRAKE
The parking brake is a wet-type spring set hydraulic When spring (1) pushes piston (3) and friction plate
released multi-disc brake. The brake is released only (5) comes into contact with plate (4), the parking
when pressure oil is routed into piston chamber (2). brake is applied.
The parking brake is automatically applied except
during travel operation.
Friction plate (5) is splined to rotor (7) and plate (4) is
splined to casing (6) respectively.
1 2 3 4 5 6
T1JB-03-05-003C
1 - Spring 3 - Piston 5- Friction Plate 7- Rotor

2 - Piston Chamber 4 - Plate 6- Casing
T3-5-12
When Brake is Applied Spring
When the travel lever is in the neutral position, the
friction plate and the plate fit tightly, so that the park-
ing brake is applied. At this time, pressure oil in the
piston chamber returns to the hydraulic oil tank.
Piston
Chamber
Piston
Plate
Friction Plate
Casing
Rotor
T111-03-04-007C
When Brake is Released Spring

When the travel lever is operated, pressure oil from
the counterbalance valve flows to the piston cham-
ber and acts on the piston. Therefore, the piston is
pushed and moved upward. Consequently, the fric-
tion plate is separated from the plate so that the Piston
parking brake is released. Chamber
Piston
Plate
Friction Plate
Casing
Rotor
T111-03-04-008C
T3-5-13
(Blank)
T3-5-14
COMPONENT OPERATION / Signal Control Valve
OUTLINE
The signal control valve is provided in the pilot circuit

between the pilot valve and the control valve, and
controls various signal pressure used to regulate the
pumps and the valves.
The major components of the signal control valve are
the shuttle valve, shockless valve, flow combiner
valve control spool, arm flow rate control valve control
spool and swing parking brake release spool.
Section A-A
A
Shockless
Valve (For
Boom Raise)
Auxiliary Arm Flow Rate

Pilot Valve Control Valve
Side Control Spool
Auxiliary
Auxiliary
Swing Parking Flow Combiner

Brake Release Valve Control
Spool Spool
T178-03-06-002C
T1J1-03-06-004C
T3-6-1
PILOT PORT
Pilot Valve Side

Port Name Connected to Remarks
Port A Right Pilot Valve Boom Raise Pilot Pressure
Port B Right Pilot Valve Boom Lower Pilot Pressure
Arm Roll-In Pilot Pressure (BH)
Port C Left Pilot Valve
Arm Extend Pilot Pressure (LD)
Arm Roll-Out Pilot Pressure (BH)
Port D Left Pilot Valve
Arm Retract Pilot Pressure (LD)
Port E Left Pilot Valve Left Swing Pilot Pressure
Port F Left Pilot Valve Right Swing Pilot Pressure
Bucket Roll-In Pilot Pressure (BH)
Port G Right Pilot Valve
Bucket Tilt-In Pressure (LD)
Bucket Roll-Out Pilot Pressure (BH)
Port H Right Pilot Valve
Bucket Tilt-Out Pressure (LD)
Port I Travel Pilot Valve Left Travel Forward Pilot Pressure
Port J Travel Pilot Valve Left Travel Reverse Pilot Pressure
Port K Travel Pilot Valve Right Travel Forward Pilot Pressure
Port L Travel Pilot Valve Right Travel Reverse Pilot Pressure
Auxiliary Pilot Valve (BH) Auxiliary Pilot Pressure (BH)
Port M
Bucket Close Pilot Valve (LD) Bucket Close Pilot Pressure (LD)
Auxiliary Pilot Valve (BH) Auxiliary Pilot Pressure (BH)
Port N
Bucket Open Pilot Valve (LD) Bucket Open Pilot Pressure (LD)
Port SA - Plug
Port SB - Plug
Port PI Check Valve Primary Pilot Pressure
Port PH Pilot Shut-Off Solenoid Valve Primary Pilot Pressure (Heat Circuit)
Port SH Swing Parking Brake Brake Release Pressure
Port DF Hydraulic Oil Tank Returning to Hydraulic Oil Tank
NOTE: BH: Backhoe

LD: Loading Shovel
T3-6-2
Pilot Valve Side
PH
C
A
E
M
D
H B
SB
F
G
Pilot Valve
Side
PI
K
I
SH J
DF
SA L
T1J1-03-06-002C
T3-6-3
Control Valve Side

Port Name Connected to Remarks
Port 1 Control Valve Boom Raise Pilot Pressure
Port 2 Control Valve Boom Lower Pilot Pressure
Arm Roll-In Pilot Pressure (BH)
Port 3 Control Valve
Arm Extend Pilot Pressure (LD)
Arm Roll-Out Pilot Pressure (BH)
Arm Retract Pilot Pressure (LD)
Port 5 - Plug
Port 6 - Plug
Bucket Roll-In Pilot Pressure (BH)
Bucket Tilt-In Pilot Pressure (LD)
Bucket Roll-Out Pilot Pressure (BH)
Bucket Tilt-Out Pilot Pressure (LD)
Port 9 Control Valve Left Travel Forward Pilot Pressure
Port 10 Control Valve Left Travel Reverse Pilot Pressure
Port 11 Control Valve Right Travel Forward Pilot Pressure
Port 12 Control Valve Right Travel Reverse Pilot Pressure
Auxiliary Pilot Pressure (BH)
Bucket Close Pilot Pressure (LD)
Auxiliary Pilot Pressure (BH)
Bucket Open Pilot Pressure (LD)
Port S3 - Pressure Sensor (Swing)
Port SE - Plug
Port SM 4-Spool Solenoid Valve Returning to Hydraulic Oil Tank
Port SN - Plug
Port SP 4-Spool Solenoid Valve Returning to Hydraulic Oil Tank
Port SL Control Valve Flow Combiner Valve Control Pressure
Port SK Control Valve Arm Flow Rate Control Valve Control Pressure
Port TR - Plug
NOTE: BH: Backhoe

LD: Loading Shovel
T3-6-4
Control Valve Side

SM 3
5
1
13
2 4
SK SE
8
S3
14
Control Valve 7
Side
9 6
10
SN
SL
11
TR 12 SP T18J-03-06-002C
T3-6-5
SHUTTLE VALVE
The shuttle valve selects pilot pressure used to per-

form each operation and routes pilot pressure to the
corresponding control valves and/or control spools.
The spools corresponding to each operation are as
follows:
Arm Flow Rate Flow Combiner Swing Parking

Control Valve Valve Control Brake Release
Control Spool Spool Spool
Boom Raise ⎯ ⎯ {
Boom Lower ⎯ ⎯ {
Arm Roll-Out (BH)
{ ⎯ {
Arm Retract (LD)
Arm Roll-In (BH)
⎯ ⎯ {
Arm Extend (LD)
Bucket Roll-In (BH)
⎯ ⎯ {
Bucket Tilt-In (LD)
Bucket Roll-Out (BH)
⎯ ⎯ {
Bucket Tilt-Out (LD)
Right Swing ⎯ ⎯ {
Left Swing ⎯ ⎯ {
Right Travel ⎯ { ⎯
Left Travel ⎯ ⎯ ⎯
Auxiliary (BH)
⎯ ⎯ {
Bucket Close (LD)
Auxiliary (BH)
⎯ ⎯ {
Bucket Open (LD)
NOTE: BH: Backhoe

LD: Loading Shovel
T3-6-6
COMPONENT OPERTATION / Signal Control Valve
Left Right Bucket Bucket

Travel Travel Swing Arm Close (LD) Open (LD) Boom Bucket
1 2 3 4 5 6 7
Shockless Valve
(For Boom Raise)
Arm Flow Rate 8

Control Valve
Control Spool
9
Swing Parking Flow Combiner 16 15 14 13 12 11 10 T18J-03-06-003C

17
Spool Spool
1- Right Travel 6- Swing 11 - Arm/Boom Raise 16 - Boom/Arm/Bucket/Right

Travel
2- Left Travel 7- Auxiliary (BH) /Bucket 12 - Boom/Arm/Bucket/Swing/A 17 - Left Travel/Right Travel
Open/Close (LD) uxiliary (BH) /Bucket
Open/Close (LD)
3- Bucket 8- Swing/Auxiliary (BH) 13 - Boom/Arm/Bucket
/Bucket Open/Close (LD)
4- Arm 9 - Boom/Arm 14 - Boom/Arm/Bucket/Right
Travel
5- Boom 10 - Arm/Boom Raise/Swing 15 - Boom Raise/Arm/Swing/
/Auxiliary (BH) /Bucket Left Travel/Auxiliary (BH)
Open/Close (LD) /Bucket Open/Close (LD)
NOTE: BH: Backhoe

LD: Loading Shovel
T3-6-7
Pilot Valve
Side
T1J1-03-06-004C
Section B-B
11
4
5
9
8
6 10
13 3
15 16
12
2
1
14
17
T178-03-06-009C
T3-6-8
Left Right Bucket Bucket

Travel Travel Swing Arm Close (LD) Open (LD) Boom Bucket
1 2 3 4 5 6 7
Shockless Valve
(For Boom Raise)
Arm Flow Rate 8

Control Valve
Control Spool
9
Swing Parking Flow Combiner 16 15 14 13 12 11 10 T18J-03-06-003C

17
Spool Spool
1- Right Travel 6- Swing 11 - Arm/Boom Raise 16 - Boom/Arm/Bucket/Right

Travel
2- Left Travel 7- Auxiliary (BH) /Bucket 12 - Boom/Arm/Bucket/Swing/A 17 - Left Travel/Right Travel
Open/Close (LD) uxiliary (BH) /Bucket
Open/Close (LD)
3- Bucket 8- Swing/Auxiliary (BH) 13 - Boom/Arm/Bucket
/Bucket Open/Close (LD)
4- Arm 9 - Boom/Arm 14 - Boom/Arm/Bucket/Right
Travel
5- Boom 10 - Arm/Boom Raise/Swing 15 - Boom Raise/Arm/Swing/
/Auxiliary (BH) /Bucket Left Travel/Auxiliary (BH)
Open/Close (LD) /Bucket Open/Close (LD)
NOTE: BH: Backhoe

LD: Loading Shovel
T3-6-9
SHOCKLESS VALVE
The shockless valve is provided in the boom raise

Port A
circuit and is operated when returning the boom raise Spool
control lever suddenly.
During Boom Raise Operation

1. Boom raise pilot pressure is routed into port A
and acts on the spool.
2. Immediately after operation is started, low pilot
pressure flows into the spring B chamber through
clearance C between the spool and the housing. Clearance C
At the same time, pilot pressure flows to port 1
through inner passage 2. Port 1 T1V1-03-06-003C
3. When pilot pressure increases, pressure in the
spring B chamber increases and the spool
pushes spring A and is moved to the left.
4. As the spool is moved, port A is connected to port
1 and pressure in port 1 increases, so that the Port A
spool in the control valve is moved. Spring A Spool Spring B
Port 1 T1V1-03-06-002C
T3-6-10
During boom raise operation
Spring A Spool Port A
Clearance C
Inner Passage 2
Spring B
Port 1 T183-03-06-003C
Spool Port A
Port 1 T183-03-06-004C
Detail of Housing
Clearance C
Spool T1V1-03-06-008C
T3-6-11
When Returning Boom Raise Control Lever
(Shockless Operation)
Spring A Spool Port A Spring B
1. When the boom control lever is returned sud-
denly, port A is connected to the hydraulic oil tank
through the pilot valve. Returning oil from the
boom raise spool in the control valve acts on port
1.
2. Pressure oil from port 1 flows to the spring A
chamber through inner passage 1 and to port A
through the spool. Pressure oil in the spring B
chamber flows to port A through the spool.
3. Pressure acting on the spring A side moves the
spool to the right. Port 1 T1V1-03-06-002C
4. Therefore, clearance C between the spool and

the housing is closed, so that pressure oil is Port A
blocked. Spring A Spool Spring B
5. When clearance C is closed, pressure in the
spring B chamber increases and moves the spool
to the left. Then, clearance C is opened again
and pressure oil flows to the port A side.
6. As operations in steps (2 to 5) are repeated,
pressure oil is gradually returned to port A, so
that the control valve spool is returned slowly.
Clearance C
Port 1
T1V1-03-06-004C
Spring A Spool Port A Spring B
Port 1 T1V1-03-06-002C
T3-6-12
When returning boom raise control lever (Shockless
operation)
Spring A Inner Passage 1 Clearance C Spool

Port A
Spring B
Inner Passage 2 Oil Chamber

Port 1 T183-03-06-005C
Spool
Port A
Inner Passage 2 Oil Chamber

Port 1 T183-03-06-004C
Detail of Clearance C
Housing
Spool T1V1-03-06-008C
T3-6-13
ARM FLOW RATE CONTROL VALVE CON-
TROL SPOOL,
FLOW COMBINER VALVE CONTROL
SPOOL, Arm Flow Rate Control Valve Control Spool:
SWING PARKING BRAKE RELEASE
SPOOL To Hydraulic Boom Raise Control
Oil Tank Pilot Pressure
Spool Spring
NOTE: The spools above are identical in opera-
tional principle.
1. The arm flow rate control valve control spool is

shifted by arm roll-out pilot pressure (BH) /arm
roll-in pilot pressure (LD) and supplies boom T178-03-06-014C
raise pilot pressure to the arm flow rate control Arm Roll-Out To Arm Flow Rate
valve in the control valve. Pilot Pressure Control Valve
(BH)
2. The flow combiner valve control spool is shifted
by right travel pilot pressure and supplies primary Flow Combiner Valve Control Spool:
pilot pressure to the flow combiner valve in the
control valve. To Hydraulic Primary Pilot
3. The swing parking brake release spool is shifted Oil Tank Pressure
Spool Spring
by the boom, arm, bucket, swing, or auxiliary pilot
pressure and supplies primary pilot pressure to
the swing motor.
T178-03-06-014C
Right Travel To Flow Combiner
Pilot Pressure Valve
Swing Parking Brake Release Spool:

To Hydraulic Primary Pilot
Oil Tank Pressure
Spool Spring
T178-03-06-014C
Boom, Arm, To Swing
Bucket, or Motor
Auxiliary Pilot
Pressure
T3-6-14
COMPONENT OPERATION / Others (Upperstructure)
PILOT SHUT-OFF SOLENOID VALVE Pilot Shut-Off
Solenoid Valve
Section Z-Z
The pilot shut-off solenoid valve is a solenoid
valve-operated switch valve.
The spool in the pilot shut-off solenoid valve is shifted To Ports T1
by the pilot shut-off lever and turns on or off pilot to T4
pressure oil to the pilot valve and the signal control
valve.
To Ports A1
to A4
Port P
Spool
T1J1-03-07-011CA
Port HT
A1
P T1
T2
A2
A3
Z
T3
T4
A4
HT
T18J-03-07-006C
A1 - Travel Pilot Valve A4 - Unused (BH) T1 - Travel/Pilot Valve T3 - Right Pilot Valve
Bucket Open/Close Pilot Bucket Open/Close Pilot
Valve (LD) Valve (LD)
A2 - Left Pilot Valve HT - Signal Control Valve T2 - Left Pilot Valve T4 - Hydraulic Oil Tank
(Port PH)
A3 - Right Pilot Valve P - Primary Pilot Pressure
T3-7-1
• Pilot Shut-Off Lever: LOCK Position
Pilot Shut-Off Lever: LOCK Position
1. When the pilot shut-off lever is in the LOCK posi-
tion, the pilot shut-off relay is turned OFF and the Pilot Shut-Off
pilot shut-off solenoid valve is turned OFF. (Refer Solenoid Valve
to SYSTEM / Electrical System.) To
2. Pressure oil from the pilot pump flows to the sig- Hydraulic
nal control valve through the spool in the pilot Oil Tank
shut-off solenoid valve.
3. Pressure oil from the pilot valve flows to the hy- From Pilot
draulic oil tank. Pump
4. Therefore, although the control lever is operated, From Pilot
the pilot valve is not operated. Valve
• Pilot Shut-Off Lever: UNLOCK Position

1. When the pilot shut-off lever is in the UNLOCK
position, the pilot shut-off relay is turned ON and
the pilot shut-off solenoid valve is excited. (Refer
to SYSTEM / Electrical System.)
Spool
2. Therefore, the circuits to the signal control valve
and the hydraulic oil tank are blocked by the To Signal T1J1-03-07-011C
Control Valve
spool in the pilot shut-off valve.
3. Pressure oil from the pilot pump flows to the pilot
valve through the spool. Pilot Shut-Off Lever: UNLOCK Position
4. Consequently, when the control lever is operated,
the pilot valve is operated. Pilot Shut-Off
Solenoid Valve
To
Hydraulic
Oil Tank
From Pilot
Pump
To Pilot
Valve
Spool
To Signal T1J1-03-07-001C
Control Valve
T3-7-2
4-SPOOL SOLENOID VALVE UNIT
Controls the control valve and the valve in travel mo-

tor according to by the signal from MC (Main Control-
ler). (Refer to SYSTEM / Control System.) The
4-spool solenoid valve unit consists of proportional
solenoid valves (SC, SF, SI, and SG). SC SF SI SG
• SC: Controls the boom overload relief control

valve in the control valve.
• SF: Controls the boom flow rate control valve
(switch valve) in the control valve.
• SI: Controls the travel motor displacement an-
gle control valve.
• SG: Increases pressure of the main relief valve
in the control valve.
T1V1-03-07-007C
T3-7-3
Proportional Solenoid Valve
The proportional solenoid valve is controlled by an
electric current signal from MC and outputs pressure
in proportional to the electric current.
• In neutral: • When excited:

1. Spring (2) pushes spool (1) to the right and 1. Solenoid (3) pushes spool (1) to the left due to
output port S is connected to tank port T. force in proportional to the electric current
through solenoid (3).
2. Pilot oil pressure from port P flows to output port
S and pressure at output port S increases.
3. Pressure at output port S acts on stepped part a
of spool (1).
Spool (1) is pushed to the right due to difference
in the pressure receiving area between stepped
part a.
4. When pressure at output port S increases and
the force to push spool (1) to the right overcomes
the force to push spool (1) to the left by solenoid
(3), spool (1) is moved back to the right side and
the passage between output port S and port P is
closed. Therefore, pressure at output port S
stops increasing.
1 2 3
T S P
a
T107-02-07-005C
1- Spool 2- Spring 3- Solenoid
T3-7-4
PILOT RELIEF VALVE
Pilot Relief
The pilot relief valve has a pilot filter incorporated. Valve
The pilot relief valve sets pilot pump pressure routed Port P
to port P to a constant pressure.
Pilot Filter
T178-03-07-001C
T3-7-5
SHOCKLESS VALVE
The shockless valve is provided in the boom lower

pilot circuit. The shockless valve controls the boom
lower pilot pressure and pressure oil flow in the boom
anti-drift valve, reduce the sudden movements of the
boom lower spool and the boom anti-drift valve.
To Boom Lower Spool
and Boom Anti-Drift Valve
1. When operating boom lower function, the pilot Plunger
A
valve is operated and pressure oil is routed to
port B. Immediately after operation is started,
pressure oil flows to port A through only the orifice
in the plunger.
B
Orifice
T18J-03-07-007
From Pilot Valve
To Boom Lower Spool and

Boom Anti-Drift Valve
2. When pressure from the pilot valve increases Plunger
further, the plunger is moved to the left. A
3. Therefore, the notch is opened and pressure oil
which flows to port A from port B increases.
B
T18J-03-07-008
Notch From Pilot Valve Orifice
T3-7-6
4. When the control lever is in the neutral position,
returning oil from the boom lower spool in the To Boom Lower Spool and
Boom Anti-Drift Valve Plunger
control valve and the boom anti-drift valve return A
to the hydraulic oil tank through the orifice.
B Orifice
T183-03-07-007
To Hydraulic Oil Tank
through Pilot Valve
To Boom Lower Spool and

Boom Anti-Drift Valve Plunger
A
5. When returning oil increases and pressure at port
A increases, the plunger is moved to the right
according to the pressure.
6. Therefore, as the orifice is closed and the notch is

opened, returning oil which flows to port B from
port A is restricted.
B
T18J-03-07-009
Notch To Hydraulic Oil Orifice
Tank through Pilot
Valve
T3-7-7
ACCUMULATOR
The accumulator is provided in the pilot circuit in order 6

to reduce fluctuations in oil pressure, and to maintain
1
pilot pressure for a short time period after the engine
is stopped.
The accumulator mainly consists of body (5), holder 5
(4), bladder (2), which encloses nitrogen gas (N2), and Nitrogen
2
Gas (N2)
poppet (1).
4
• Pressure oil from the pilot pump is routed to the
accumulator through port A and compresses
bladder (2) until the nitrogen gas balances Pilot Pressure
Oil
against with bladder (2).
• When pressure oil supply is stopped due to en- 3
gine stall or any other reasons, bladder (2) starts
expanding and accumulated oil is supplied to the
pilot circuit through port A.
A
T105-02-10-003C
1- Poppet 4 - Holder
2- Bladder 5 - Body
3- Oil Port 6 - Gas Plug
T3-7-8
OIL COOLER FAN MOTOR
The fan motor, a vane motor is operated by pressure

oil from the fan pump and rotates the fan.
The fan motor consists of cap end (1), cartridge (2),
plate (3), bearing (4), housing (5), and shaft (6).
2 3 4 5 6
W18M-02-09-012C
1 - Cap End 3 - Plate 5 - Housing 6 - Shaft

2 - Cartridge 4 - Bearing
T3-7-9
AUTO-LUBRICATION SYSTEM
Lubricate the front joint pin automatically. Grease Pump

The main components are the grease pump, the dis- Switch
tribution value, the proximity switch, the lubrication
mode selection switch, and the lubrication selection
valve lever.
This system can be shifted AUTO/OFF/MANUAL by
the lubrication mode selection switch. If the switch is
turned AUTO, the lubrication is automatically per- Grease Pump
formed at the interval set by MC. The auto-lubrication
interval can be changed at Auto-Lubrication Setting on
the monitor. If the switch is turned OFF, the lubrication
is not performed. If the switch is turned MANUAL, the
lubrication should be performed by using a grease
gun (lubrication is not performed automatically). T183-03-07-007
T3-7-10
DISTRIBUTION VALVE Distribution
Valve
The distribution valve is provided in the auto-lubrica-
tion circuit and distributes grease from the grease
pump to each lubrication position.
The proximity switch detects grease amount to be
distributed and outputs the signal to MC.
(Refer to SYSTEM / Control System / Auto-Lubrication
Control.)
Proximity Switch
T1J1-03-07-005C
From
Grease
Pump Piston
Operation
1. Grease from the grease pump acts on the right Port 11 A Port 12
side of piston A through passage G.
2. Therefore, piston A is moved to the left. Grease
Port 9 B Port 10
at the left side of piston A flows to port 2 through
passage H and piston F.
Port 7 C Port 8
Port 5 D Port 6
Port 3 E Port 4
Port 1 F Port 2
T18J-03-07-001
Passage H Passage G
From
Grease
Passage J Pump Passage I
3. When piston A is moved to the left, grease from

Port 11 A Port 12
the grease pump acts on the right side of piston
B through passage I.
4. Therefore, piston B is moved to the left. Grease Port 9 B Port 10
at the left side of piston B flows to port 11 through
passage J and piston A. Port 7 C Port 8
Port 5 D Port 6
Port 3 E Port 4
Port 1 F Port 2
T18J-03-07-002
T3-7-11
5. When piston B is moved to the left, grease from From
the grease pump acts on the right side of piston Grease
Passage L Pump Passage K
C through passage K.
6. Therefore, piston C is moved to the left. Grease
Port 11 A Port 12
at the left side of piston C flows to port 9 through
passage L and piston B.
Port 9 B Port 10
7. By repeating steps 3 to 6, grease is supplied to
ports 11, 9, 7, 5, and 3 in this order.
Port 7 C Port 8
Port 5 D Port 6
Port 3 E Port 4
Port 1 F Port 2
T18J-03-07-003
From
Grease
Pump
8. When piston F is moved to the left, grease from

Port 11 A Port 12
the grease pump acts on the left side of piston A
through passage H.
Port 9 B Port 10
9. Therefore, piston A is moved to the right. Grease
at the right side of piston A flows to port 1 through
passage G and piston F. Port 7 C Port 8
Port 5 D Port 6
Port 3 E Port 4
Port 1 F Port 2
T18J-03-07-004
Passage H Passage G
From
Grease
Passage J Pump Passage I
10. When piston A is moved to the right, grease from
the grease pump acts on the left side of piston B Port 11 A Port 12
through passage J.
11. Therefore, piston B is moved to the right. Grease Port 9 B Port 10
at the right side of piston B flows to port 12
through passage I and piston A. Port 7 C Port 8
12. By repeating steps 10 and 11, grease is supplied
to ports 12, 10, 8, 6, and 4 in this order. Port 5 D Port 6
Port 3 E Port 4
Port 1 F Port 2
T18J-03-07-005
T3-7-12
COMPONENT OPERATION / Others (Undercarriage)
SWING BEARING
The swing bearing supports the upperstructure on the The internal gear of inner race (3) engages with the
undercarriage and allows the upperstructure to rotate output shaft of the swing reduction gear.
smoothly. The bearing is a single-row-ball type bear-
ing and consists of outer race (1), inner race (3), ball
(6), support (5), seals (2, 4), and rod and turn buckle
(7). Outer race (1) is bolted to the upperstructure and
inner race (3) is bolted to the undercarriage.
W142-03-01-002C
1 - Outer Race 3 - Inner Race 5 - Support 7 - Rod and Turn Buckle

2 - Seal 4 - Seal 6 - Ball
T3-8-1
CENTER JOINT
The center joint is a 360° rotating joint. When the

upper structure swings, the center joint eliminates
twisting of the hoses and allows hydraulic oil to flow
the travel motors. The spindle and the body are se-
cured to the upper structure and to the swing center
on the undercarriage respectively. Pressure oil is
routed into the right and the left travel motors through
the spindle from each oil port on the body. The seals
prevent oil leaks between the spindle and the body.
Spindle
Body
Seal
W183-03-08-001C
T3-8-2
TRACK ADJUSTER
The track adjuster is supported on the side frame,

consists of spring (6) and adjuster cylinder (7). Spring
(6) absorbs the loads applied to the front idler. Track
sag is adjusted by adjuster cylinder (7).
• When grease is supplied through the grease fitting,

grease fills chamber (A) in adjuster cylinder (7),
pushes piston rod (9) and reduces track sag.
• When increasing track sag, rotate valve (1) 1 to 1.5 1
turns counterclockwise and discharge grease.
Grease Fitting
CAUTION: The adjuster cylinder contains
high-pressure grease. If valve (1) is loosened
excessively or quickly, grease may spout out
and cause serious personal injury. Slowly
loosen valve (1) while keeping body parts
and face away from valve (1). Do not loosen Grease Discharge Hole
the grease fitting.
M17F-07-005C
1 2 3 4 5 6 A 7 8 9
T18J-03-08-001C
1 - Valve 4 - Rod 6 - Spring 8 - Flange

2 - Nut 5 - Spacer 7 - Adjuster Cylinder 9 - Piston Rod
3 - Washer
T3-8-3
(Blank)
T3-8-4

TTLA-0785-EX Specifications and Component Layout

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TTLA-0785-EX Specifications and Component Layout

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TTLA-0785-EX

Group 2 Component Layout

Group 3 Component Specifications

Model EX1200-6 Hydraulic Excavator

Model EX1200-6 Hydraulic Excavator

Boom Length 9.00 m (29′ 6″)

Boom Length 7.55 m (24′ 9″) BE-boom

A : Minimum Digging Distance 4510 mm(14′ 10″)

1 - Bucket Cylinder 12 - Condenser 24 - Swing Control Valve 36 - Travel Pilot Valve

0729-030 0729-031 T18J-01-03-023C

1 - Regulator 6 - Main Pump 1 11 - Pilot Pump 15 - Main Pump 2

Main Control Valve

1 - High-Pressure Filter 4 - Bucket 1 7 - High-Pressure Filter 10 - Boom 2

1 - High-Pressure Filter 3 - Boom 3 5 - Bucket 3 6 - Arm 3

Engine Stop Switch

1 - Horn Switch 4- Key Switch 7- Fuse Box

1- Coolant Temperature Gauge 7- Preheat Display 13 - Menu

Switch Panel (For Option)

1 - Pump Learning Switch 3- Fuse Box 2 5- Dr. ZX Connector

1- BATT. RELAY (5 A) 6- 12 V UNIT (15 A) 11 - LIGHT 1 (20 A) 16 - PUMP. M. AR (5 A)

21 - ECM MAIN (15 A) 26 - OPT. 4 (10 A) 31 - PREHEAT (5 A) 36 - MMS POW. ON (5 A)

1- MC (Sub) 11 - Fault Code Selection Switch 21 - Connector for DLU

Cab Top Switch Panel

1 - Step Light Switch 3 - Engine Stop Lamp

1- Fusible Link 4 (45 A) 5- Preheat Signal Relay 8 - Fusible Link 5 (125 A)

Item Circuit Connected to

1 - Coolant Temperature 5 - Engine Speed Sensor 9 - Fuel Filter 13 - Alternator

Coolant Level Switch

1 - Coolant Level 2 - Intercooler Outlet 3 - Radiator

Machine Right Side

1 - Intercooler 4 - Reserve Tank 7 - Liquid Tank 9 - Hydraulic Oil Temperature

ENGINE STOP SYSTEM

Max. Torque (Gross)

Rated power (Gross)

Engine speed min-1

(TRANSMISSION LUBRICATION OIL PUMP)

SWING CONTROL VALVE

SWING BRAKE VALVE

SWING PARKING BRAKE

TRAVEL BRAKE VALVE

Bucket Bucket Bucket

Bucket Bucket open/close

FRONT ATTACHMENT PILOT VALVE

TRAVEL PILOT VALVE

BUCKET OPEN / CLOSE PILOT VALVE (LOADING SHOVEL)

PILOT PRESSURE SIGNAL CONTROL VALVE

PILOT SHUT-OFF SOLENOID VALVE

OIL COOLER FAN MOTOR

OIL COOLER BYPASS CHECK VALVE

LOAD DUMP RELAY

SECTION 3 Hydraulic System

The controllers are provided for each control

● MC: Main Controller

Ke-CAN (CAN Bus Line)

For Downloading of the

NOTE: CAN (CAN Bus Line)

MC (Main, Sub), DLU2, ICF, the monitor unit, and

The CAN bus line consists of two wires, CAN High

MC has the controls as follows.

• Travel Mode Control

CAN (CAN Bus Line)

MC (Main) Monitor Unit