0 - PC8000-6-D - SM#12046 (Pelambres)

PC8000-6-D_Contents and 00_Foreword_12046_rev0a.doc 14.10.
05
SERVICE
MANUAL
PC8000
MACHINE MODEL SERIAL NUMBER
PC8000-6-Diesel 12046 and up
This service manual may contain attachments and optional equipment that are not
available in your area.
Please consult your local Komatsu distributor for those items you may require.
Materials and specifications are subject to change without notice.

PC8000-6-D_Contents and 00_Foreword_12046_rev0a.doc 14.10.05
CONTENTS
TABLE OF CONTENTS
00 Safety - Foreword
01 Technical DATA (Leaflet)
02 Assembly PROCEDURE (Brochure)
Section
1. Main assembly groups
2. Drive
3. Hydraulic oil tank
4. Hydraulic oil cooling
5. Controlling
6. Components
7. Main hydraulic pumps and pump regulation
8. Operating hydraulic
9. Hydraulic track tensioning system
10. Hydraulic operated access ladder
11. Central refilling system
12. Hints for the hydraulic circuit diagram
13. Hints for the electric circuit diagram
14. Electronic Control System - ECS
15. Lubrication Systems
APPENDIX
) • Each section includes a detailed table of contents.

SAFTEY SAFTEY NOTICE
SAFETY
SAFETY NOTICE
• IMPORTANT SAFETY NOTICE

Proper service and repair is extremely important for safe machine operation. The
service and repair techniques recommended by Komatsu and described in this manual
are both effective and safe. Some of these techniques require the use of tools specially
designed by Komatsu for the specific purpose.
The following Symbols are used in this Manual to designate Instructions of

particular Importance.
WARNING - Serious personal injury or extensive property damage can

result if the warning instructions are not followed.
To prevent injury to workers, this symbol is used to mark
safety precautions in this manual. The cautions
accompanying these symbols should always be followed
carefully. If any dangerous situation arises or may possibly
arise, first consider safety, and take the necessary actions to
deal with the situation.
CAUTION - Minor personal injury can result or a part, an assembly, or

the shovel can be damaged if the caution instructions are not
followed.
) NOTE - Refers to special information
GENERAL PRECAUTIONS
Mistakes in operation are extremely dangerous. Read the OPERATION & MAINTENANCE
MANUAL carefully BEFORE operating the machine.
1. Before carrying out any greasing or repairs, read all the precautions given on the decals
which are fixed to the machine.
2. When carrying out any operation, always wear safety shoes and helmet. Do not wear
loose work clothes, or clothes with buttons missing.
• Always wear safety glasses when hitting parts with a hammer.
• Always wear safety glasses when grinding parts with a grinder, etc.
continued
00-1
Cont'd:
GENERAL PRECAUTIONS
3. If welding repairs are needed, always have a trained, experienced welder carry out the
work. When carrying out welding work, always wear welding gloves, apron, glasses, cap
and other clothes suited for welding work.
4. When carrying out any operation with two or more workers, always agree on the
operating procedure before starting. Always inform your fellow workers before starting
any step of the operation. Before starting work, hang UNDER REPAIR signs on the
controls in the operator's compartment.
5. Keep all tools in good condition and learn the correct way to use them.
6. Decide a place in the repair workshop to keep tools and removed parts. Always keep the
tools and parts in their correct places. Always keep the work area clean and make sure
that there is no dirt or oil on the floor. Smoke only in the areas provided for smoking.
Never smoke while working.
PREPARATIONS FOR WORK
7. Before adding oil or making repairs, park the machine on hard, level ground, and block
the wheels or tracks to prevent the machine from moving.
8. Before starting work, lower bucket, hammer or any other work equipment to the ground.
If this is not possible, insert the safety pin or use blocks to prevent the work equipment
from falling. In addition, be sure to lock all the control levers and hang warning signs on
them.
9. When disassembling or assembling, support the machine with blocks, jacks or stands
before starting work.
10. Remove all mud and oil from the steps or other places used to get on and off the machine.
Always use the handrails, ladders or steps when getting on or off the machine. Never
jump on or off the machine. If it is impossible to use the handrails, ladders or steps, use a
stand to provide safe footing.
PRECAUTIONS DURING WORK
11. When removing the oil filler cap, drain plug or hydraulic pressure measuring plugs,
loosen them slowly to prevent the oil from spurting out.
Before disconnecting or removing components of the oil, water or air circuits, first
remove the pressure completely from the circuit.
12. The water and oil in the circuits are hot when the engine is stopped, so be careful not to
get burned.
Wait for the oil and water to cool before carrying out work on the oil or water circuits.
continued
00-2
Cont'd:
PRECAUTIONS DURING WORK
13. Before starting work, remove the leads from the battery. ALWAYS remove the lead from
the negative (-) terminal first.
14. When raising heavy components, use a hoist or crane.
Check that the wire rope, chains and hooks are free from damage.
Always use lifting equipment which has ample capacity.
Install the lifting equipment at the correct places. Use a hoist or crane and operate slowly
to prevent the component from hitting any other part. Do not work with any part still
raised by the hoist or crane.
15. When removing covers which are under internal pressure or under pressure from a spring,
always leave two bolts in position on opposite sides. Slowly release the pressure, then
slowly loosen the bolts to remove.
16. When removing components, be careful not to break or damage the wiring, Damaged
wiring may cause electrical fires.
17. When removing piping, stop the fuel or oil from spilling out. If any fuel or oil drips on to
the floor, wipe it up immediately. Fuel or oil on the floor can cause you to slip, or can
even start fires.
18. As a general rule, do not use gasoline to wash parts.
19. Be sure to assemble all parts again in their original places. Replace any damaged part
with new parts.
• When installing hoses and wires, be sure that they will not be damaged by contact
with other parts when the machine is being operated.
20. When installing high pressure hoses, make sure that they are not twisted. Damaged tubes
are dangerous, so be extremely careful when installing tubes for high pressure circuits.
Also check that connecting parts are correctly installed.
21. When assembling or installing parts, always use the specified tightening torques. When
installing protective parts such as guards, or parts which vibrate violently or rotate at high
speed, be particularly careful to check that they are installed correctly.
22. When aligning two holes, never insert your fingers or hand. Be careful not to get your
fingers caught in a hole.
23. When measuring hydraulic pressure, check that the measuring tool is correctly assembled
before taking any measurements.
24. Take care when removing or installing the tracks of track-type machines. When removing
the track, the track separates suddenly, so never let anyone stand at either end of the
track.
00-3
ENVIRONMENT PROTECTION Environment NOTICE
RECOMMENDATIONS FOR ENVIRONMENTALLY FRIENDLY OPERATION

AND MAINTENANCE OF HYDRAULIC MINING SHOVELS
OPERATION
• Avoid engine idling over long periods. Long periods of idling, more than 10 minutes,
will not only waste fuel, but is also harmful to the engine.
• Avoid operation against the main relief valves of the hydraulic system. Move control
lever to neutral position before the loader attachment stalls due to overload.
• Position trucks in such a way, that loading operation can be carried out in a safe and
economic manner. Avoid swing angles over 90°.
MAINTENANCE
• Preserve our environment. To prevent environmental pollution, pay careful attention

to the method of disposing waste materials.
• Always drain fluids from your machine into containers. Never drain fluids onto the
ground or dump it into the sewage system, rivers, the sea or lakes.
• Dispose of harmful material, such as oil, fuel, coolant, solvent, filters and batteries in
accordance with environmental regulations and laws.
FOREWORD
FOREWORD
GENERAL
With this SERVICE MANUAL KOMATSU provides you with the

description of the construction and the function of the major systems of the
Hydraulic Excavator PC8000-6-E.
We describe for you all functions and how to carry out the inspections and
adjustments.
How do you find "your" desired information?
In the table of CONTENT all the functions and components are shown in
their sequence of the description.
If after reading this SERVICE MANUAL you can give us suggestions and
comments for improvements - please do not hesitate to contact us.
Komatsu Mining Germany GmbH

- Service Training -
Postfach 180361
40570 Düsseldorf
Tel.:0211 / 7109 - 206

Fax.:0211 / 74 33 07
The editorial staff will be pleased about your co-operation.
- FROM THE PRACTICE - FOR THE PRACTICE -
) • This service manual corresponds to the state of development of the

machine at the time the manual was produced.
Variations based on special customers request and special equipment
are not included in this manual
00-4
FOREWORD HOISTING INSTRUCTIONS
HOISTING INSTRUCTIONS
HOISTING
• Heavy parts (25 kg or more) must be lifted with a hoist etc.
) • If a part cannot be smoothly removed from the machine by hoisting,

the following checks should be made:
1. Check for removal of all bolts fastening the part to the relative
parts.
2. Check for existence of another part causing interface with the part
to be removed.
WIRE ROPES
1. Use adequate ropes depending on the weight of parts to be hoisted, referring

to the table below:
Wire ropes
(Standard "Z" or "S" twist ropes without galvanizing)
Rope diameter 10,0 11,2 12,5 14,0 16,0 18,0 20,0 22,4 30,0 40,0 50,0 60,0
[mm]
Allowable 1,0 1,4 1,6 2,2 2,8 3,6 4,4 5,6 10,0 18,0 28,0 40,0
load [tons]
) • The allowable load value is estimated to be 1/6 or 1/7 of the breaking

strength of the rope used.
2. Sling wire ropes from the middle portion of the hook. Slinging near the edge
of the hook may cause the rope to slip off the hook during hoisting, and a
serious accident can result. Hooks have maximum strength at the middle
portion.
continued
Cont'd:
00-5
FOREWORD HOISTING INSTRUCTIONS
WIRE ROPES
3. Do not sling a heavy load with one rope alone, but sling with two or more
ropes symmetrically wound on to the load.
ã
• Slinging with one rope may cause turning of the load during hoisting,
untwisting of the rope, or slipping of the rope from its original
winding position on the load, which can result in a dangerous
accident.
4. Do not sling a heavy load with ropes forming a wide hanging angle from the
hook. When hoisting a load with two or more ropes, the force subjected to
each rope will increase with the hanging angles. The table below shows the
variation of allowable load (kg) when hoisting is made with two ropes, each of
which is allowed to sling up to 1000 kg vertically, at various hanging angles.
When two ropes sling a load vertically, up to 2000 kg of total weight can be
suspended. This weight becomes 1000 kg when two ropes make a 120°
hanging angle. On the other hand, two ropes are subject to an excessive force
as large as 4000 kg if they sling a 2000 kg load at a lifting angle of 150.
00-6
FOREWORD STANDARD TIGHTENING TORQUE
STANDARD TIGHTENING TORQUE (1Kgm = 9,806Nm)

STANDARD TIGHTENING TORQUE OF BOLTS AND NUTS
Bolt Wrench Tightening torque

dia. size [mm] [Nm]
Quality grades
8.8 10.9 12.9

M 8 13 6 21 31 36
M 10 17 8 43 63 73
M 12 19 10 74 108 127
M 14 22 12 118 173 202
M 16 24 14 179 265 310
M 18 27 14 255 360 425
M 20 30 17 360 510 600
M 22 32 17 485 690 810
M 24 36 19 620 880 1030
M 27 41 19 920 1310 1530
M 30 46 22 1250 1770 2080
M 33 50 24 1690 2400 2800
M 36 55 27 2170 3100 3600
M 39 60 2800 4000 4700
M 42 65 32 3500 4950 5800
M 45 70 4350 6200 7200
M 48 75 35 5200 7500 8700
M 52 80 6700 9600 11200
M 56 85 41 8400 12000 14000
M 60 90 10400 14800 17400
M 64 95 46 12600 17900 20900
M 68 100 15200 21600 25500
Insert all bolts lubricated with MPG, KP2K
00-7
FOREWORD CONVERSION TABLE
CONVERSION TABLE
METHOD OF USING THE CONVERSION TABLE

The Conversion Table in this section is provided to enable simple conversion of
figures. For details of the method of using the Conversion Table, see the example
given below.
EXAMPLE
Method of using the Conversion Table to convert from millimeters to inches.
1. Convert 55 mm into inches.

(a) Locate the number 5 in the vertical column at the left side, take this as (A),
then draw a horizontal line from (A).
(b) Locate the number 5 in the row across the top, take this as (B), then draw a
perpendicular line down from (B).
(c) Take the point where the two lines cross as (C). This point (C) gives the
value when converting from millimeters to inches.
Therefore, 55 millimeters = 2.165 inches.
2. Convert 550 mm into inches.

(a) The number 550 does not appear in the table, so divide by 10 (move the
decimal one place to the left) to convert it to 55 mm.
(b) Carry out the same procedure as above to convert 55 mm to 2.165 inches.
(c) The original value (550 mm) was divided by 10, so multiply 2.165 inches
by 10 (move the decimal one place to the right) to return to the original
value. This gives 550 mm = 21.65 inches.
00-8
00-9
00-10
00-11
00-12
Basic Values in Ohm according to DIN 43 76

For Measuring Resistor PT100
°C -0 -1 -2 -3 -4 -5 -6 -7 -8 -9
-50 80,31 79,91 79,51 79,11 78,72 78,32 77,92 77,52 77,13 76,73
-40 84,27 83,88 83,48 83,08 82,69 82,29 81,89 81,50 81,10 80,70
-30 88,22 87,83 87,43 87,04 86,64 86,25 85,85 85,46 85,06 84,67
-20 92,16 91,77 91,37 90,98 90,59 90,19 89,80 89,40 89,01 88,62
-10 96,09 95,69 95,30 94,91 94,52 94,12 93,73 93,34 92,95 92,55
0 100,00 99,61 99,22 98,83 98,44 98,04 97,65 97,26 96,87 96,48
°C 0 1 2 3 4 5 6 7 8 9
0 100,00 100,39 100,78 101,17 101,56 101,95 102,34 102,73 103,12 103,51
10 103,90 104,29 104,68 105,07 105,46 105,85 106,24 106,63 107,02 107,40
20 107,79 108,18 108,57 108,96 109,35 109,73 110,12 110,51 110,90 111,28
30 111,67 112,06 112,45 112,83 113,22 113,61 113,99 114,38 114,77 115,15
40 115,54 115,93 116,31 116,70 117,08 117,47 117,85 118,24 118,62 119,01
50 119,40 119,78 120,16 120,55 120,93 121,32 121,70 122,09 122,47 122,86
60 123,24 123,62 124,01, 124,39 124,77 125,16 125,54 125,92 126,31 126,69
70 127,07 127,45 127,84 128,22 128,60 128,98 129,37 129,75 130,13 130,51
80 130,89 131,27 131,66 132,04 132,42 132,80 133,18 133,56 133,94 134,32
90 134,70 135,08 135,46 135,84 136,22 136,60 136,98 137,36 137,47 138,12
100 138,50 138,88 139,26 139,64 140,02 140,39 140,77 141,15 141,53 141,91
110 142,29 142,66 143,04 143,42 143,80 144,17 144,55 144,93 145,31 145,68
120 146,06 146,44 146,81 147,19 147,57 147,94 148,32 148,70 149,07 149,45
130 149,82 150,20 150,57 150,95 151,33 151,70 152,08 152,45 152,83 153,20
140 153,58 153,95 154,32 154,70 155,07 155,45 155,82 156,19 156,57 156,94
150 157,31 157,69 158,06 158,43 158,81 159,18 159,55 159,93 160,30 16067
00-13
TEMPERATURE
Fahrenheit – Centigrade Conversion; a simple way to convert a Fahrenheit
temperature reading into a Centigrade temperature reading or vise versa is to enter
the accompanying table in the center or boldface column of figures.
These figures refer to the temperature in either Fahrenheit or Centigrade degrees.
If it is desired to convert from Fahrenheit to Centigrade degrees, consider the
center column as a table of Fahrenheit temperatures and read the corresponding
Centigrade temperature in the column at the left.
If it is desired to convert from Centigrade to Fahrenheit degrees, consider the
center column as a table of Centigrade values, and read the corresponding
Fahrenheit temperature on the right.
00-14
Main Assembly Groups Section 1.0
Page 1
Table of contents section 1.0
Section Page
1.0 Main assembly groups
General lay out 2
1.1 Superstructure 3
1.1.1 Machinery house 4
1.1.2 Hydraulic Oil Reservoir 5
1.1.3 Hydraulic Oil Cooler 6
1.1.4 Fuel Tank 7
1.1.5 Counter weight 8
1.1.6 Cab support 9
1.1.7 Operators cab 10
1.1.8 Main pumps and Control blocks 11
1.1.9 Swing gears 12
1.2 Under carriage 13
1.3 Attachment
1.3.1. Backhoe Attachment (BHA) 14
1.3.2. Front Shovel Attachment (FSA) 15
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1.0 General lay out
Legend for illustration (Z 22388a):

(1) Superstructure
(2) Under carriage
(3) Front Shovel Attachment (FSA)
(4) Backhoe Attachment (BHA)
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1.1 Superstructure

(1) Operators Cab with integrated FOP system
(2) Air cleaner
(3) Exhaust
(4) Cab support (contains the electrical switch board)
(5) Swing ring connection
(6) Fuel reservoir
(7) Hydraulic ladder
(8) Counter weight
(9) Hydraulic oil cooler with hydraulic driven fans
(10) Hydraulic oil reservoir
(11) Engine No 1
(12) Flexible coupling, oil filled and cardan shaft
(13) PTO gear with main hydraulic pumps 1 – 4
(14) Radiator for engine cooling system 1
(15) Engine No 2
(16) Flexible coupling, oil filled and cardan shaft
(17) PTO gear with main hydraulic pumps 5 – 8
(18) Radiator for engine cooling system 2
(19) Batteries
(20) Control blocks with high pressure filters
(21) Swing gears
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1.1 Superstructure
1.1.1 Machinery house

(1) Roof mounted exhaust
(2) Roof mounted air cleaners with restriction switches
(3) Expansion tank of the radiator for the engine cooling system
(4) PTO gear box
(5) Main hydraulic pumps
(6) Auxiliary pumps, installed at the drive through shaft of the main
hydraulic pumps (piggyback pumps)
(7) Case drain collection pipe
(8) Suction oil reservoir
(9) Flexible coupling, oil filled
(10) Engine 1
(11) Engine 2
(12) Hydraulic motors for the radiator fan drive
(13) Radiator for the engine cooling system
(14) Batteries
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1.1 Superstructure
1.1.2 Hydraulic Oil Reservoir
Legend for illustration (Z 22780):

(1) Breather filter
(2) Temperature controlled back pressure valve
(3) Transfer pump
(4) Return oil filter
(5) Case drain (leak oil) filter
(6) Main shut-off valve (Gate valve) with compensator
(7) Return oil collector tube
(8) Strainer to protect hydraulic coolers
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1.1 Superstructure
1.1.3 Hydraulic Oil Cooler

(1) Standard cooler assembly with swing out facility
(2) Additional oil cooler assembly with swing out facility
(3) Lower radiator set (4 identical cooler elements 106.5 to 106.8)

(4) Lower fan
(5) Hydraulic motor of lower fan (driven by prime mover 1)
(6) Upper radiator set (4 identical cooler elements 106.1 to 106.4)

(7) Upper fan
(8) Hydraulic motor of upper fan (driven by prime mover 2)
(9) Additional radiator set (2 identical cooler elements 151.1 and 151.2)
(10) Additional oil cooler fans
(11) Hydraulic motor of additional fan (driven by prime mover 1)
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1.1 Superstructure
1.1.4 Fuel tank (Fuel reservoir)

(1) Fuel tank
(2) Fuel tank breather valve
(3) Main shut-off cock
(4) Drain coupling with protection cap
(5) Shut-off cock for fuel pressure transducer
(6) Fuel pressure transducer
(7) Fuel shut off valve
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1.1 Superstructure
1.1.5 Counter weight
Legend for illustration (Z 22674b):

(1) Counter weight
Total weight
~ 53000 kg
(2) Mounting bolts

Quantity Bolt size Grade SW* Tightening
(mm) (mm) torque (Nm)
12 M 48 10.9 75 7500
* SW = Wrench size
(3) Washers
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1.1 Superstructure
1.1.6 Cab support

(1) Cab support (Location of electrical switch board “X2”)
(2) Mounting bolts
4 M 36 10.9 55 3100
* SW = Wrench size
(3) Mounting bolts

4 M 36 10.9 55 3100
* SW = Wrench size
(4) Door
(5) Gasket
(6) Door handle (adjustable)
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1.1 Superstructure
1.1.7 Operators cab
(1) Monitor panel

(2) Switch panel
(3) Operators seat
(E19) Control lever
– EURO Control
– KMG Control
(E20) Control lever

– EURO Control
– KMG Control
(E21a) Control pedal A - forward

Left track
B - reverse
(E21b) Control pedal A - forward

Right track
B - reverse
(E22) Control pedal - Swing brake
(E23) Control pedal - Bucket closing
(E24) Control pedal - Bucket opening
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1.1 Superstructure
1.1.8 Main pumps and Control blocks

(1) Main pumps (prime mover 1)
(2) Main pumps (prime mover 2)
(3) High pressure filter
(4) Main control blocks
(5) Remote control valves
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1.1 Superstructure
1.1.9 Swing gears

(1) Oil level gauge
(2) Oil filler plug
(3) Breather filter
(4) Oil level gauge and filler tube.
(5) Breather filter
(6) Oil drain plug
(7) Drain plug
(8) Pinion
(20.1 – 20.3) Swing motors
(49.1 – 49.3) Swing brake valve blocks
(50.1 – 50.3) Swing gear boxes – with integrated spring loaded multi disk brakes
(Released by oil pressure)
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1.2 Under carriage

(1) Undercarriage center body
(2) Crawler carrier
(3) Connecting pins, center body to crawler carriers
(4) Crawler tracks
(5) Rotary distributor
(6) Brake valves
(7) Travel motors
(8) Parking brakes, spring loaded disk type brakes
(9) Travel gear
(10) Sprocket
(11) Track rollers
(12) Carrier rollers
(13) Valve block of the hydraulic track tensioning system
(14) Pressure accumulators of the hydraulic track tensioning system
(15) Hydraulic track tensioning cylinders
(16) Guide wheel (Idler)
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1.3 Attachment
1.3.1 Backhoe attachment (BHA)

(1) Boom
(2) Boom Cylinders
(3) Stick
(4) Stick Cylinders
(5) Bucket
(6) Bucket Cylinders
(7) Control arm
(8) Linkage
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1.3 Attachment
1.3.2 Front Shovel Attachment (FSA)

(1) Boom
(2) Boom Cylinders
(3) Stick
(4) Stick Cylinders
(5) Bucket backwall
(6) Bucket Cylinders
(7) Bullclam
(8) Bucket Clam cylinders
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Drive Section 2.0
Page 1
Section Page
2.0 Prime drive assembly
General lay out 2
2.1 Engine and PTO mounts 3+4

2.2 Drive shaft 5
2.3 Flexible coupling 6
2.4 Air filter 7
2.5 Fan drive and radiator assembly 8+9
2.6 Radiator fan drive speed adjustment 10 + 11
2.7 Pump distributor gearbox (PTO) 12
2.8 Pump-spline lubrication 13
2.9 PTO Lubrication and cooling 14 + 15
2.10 Hydraulic pumps – location, drive speed and flow rates 16
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Drive Section 2.0
Page 2
2.0 Prime drive assembly

(1) Engine 1
(2) Engine 2
(3) Adapter flange
(4) Torsion type coupling
(5) Drive shaft guard
(6) Drive shaft
(7) PTO 1
(8) PTO 2
(9) Power frame
(10) Revolving frame
General
Each drive unit, consists of the PTO gear and the engine, is bolted to the
power frame.
The connection between engine and PTO gear is the drive shaft and a flexible
coupling.
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Drive Section 2.0
Page 3
2.1 Engine mounts

(Fr) Engine carrier, front

(Rr) Engine carrier, rear
(1) Flexible bearing
(2) Tie bolts
Bolt size (mm) Grade SW* (mm) Tightening torque (Nm)
M 24 10.9 36 snugly
(3) Self locking nuts

M 24 36 snugly
(4) Rubber-bounded metal bars

(5) Stop bolts
M 36 10.9 55 to distance "A"
(6) Cup springs

(7) Lock nuts
M 36 55
(8) Bolts
M 24 10.9 36 880
(9) Engine mounting bolts, rear

M 20 10.9 30 510
(10) Engine bracket mounting bolts, rear

M 24 10.9 36 880
(11) Engine bracket mounting

M 20 x 120 10.9 30 510
* SW = Wrench size
continued
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Page 4
2.1 Engine mounts
Cont'd
Lubrication The flexible bearings are installed to take the vibrations, the
torsion forces and to carry the total weight of the engines.
Check mounting and security of both Diesel engines (Z 21601a)
• Check all flexible bearings (1) for both engines.

Check the flexible bearings for damage and signs of fatigue. Make sure that there
is no contact between the upper and lower metal brackets of the flexible bearings
(1). Replace the bearings if necessary. Use new bolts and self locking nuts (2).
After new flexible bearings have been installed, check distance (A) on both torque
supports.
) • All flexible bearings (1) and all rubber-bounded metal bars (4) should
be replaced during engine overhaul.
• Check distance (A) between torque support and stop bolt (5).
With setting of the flexible engine bearings (1) the distance (A) increases and
must be readjusted. To do this, loosen lock nut (7) and tighten stop bolt (5) until
the correct distance (A) is obtained. Tighten lock nut (7) and recheck distance
(A).
If new flexible engine bearings (1) have been installed, replace also cup springs
(6) and adjust distance (A) to 29 mm.
• Check tie bolts (2) on front and rear carrier units for looseness.
Check to make sure that the self locking retainer nuts (3) are tight and that there is
no gap between nut and rubber-bounded metal bar (4). If necessary retighten
retainer nuts (3) snugly.
Check rubber-bounded metal bars (4) for signs of fatigue and damage.
Replace as necessary.
) • Check all bolt connections for correct tightening torque.

• Check condition of engine carrier and brackets. If any damages, failures
or wrong condition are found, corrective action must be taken.
• For more information, refer to Parts & Service News REF NO AH01521.
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2.2 Drive shaft

(1) Slip yoke with dust seal
(2) Splined shaft yoke
(3) Flange yoke
(4) Spider with bearings
(5) Grease nipple and relieve valve for slip yoke
(6) Grease nipple for universal joints
General
The drive shaft must transmit the torque from the engine to the PTO.
This requirement makes it necessary that the drive shaft be capable of
transmitting the maximum torque developed by the engine.
It must also be capable of rotating at the maximum speed required for
operation. The length of the drive shaft must be capable of changing while
transmitting torque.
) • When assembling the splined shaft yoke and the slip yoke make sure
the yokes are aligned in the same plane.
Tolerance: 2° 30’ (= 1 tooth of the splined shaft)
The exact position of the yokes is marked by arrows (see illustration)
• Do not remove sheet metal balancing weights from tube of drive shaft.
Balance errors will result in destruction.
• For service intervals and lubrication procedure refer to the
OPERATION AND MAINTENANCE MANUAL of the corresponding
machine.
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2.3 Flexible coupling

(1) Coupling Assy.
(2) Input drive flange
(3) Leave spring assy.
(4) Output drive flange
(5) Dip stick
(6) Bleeder plug
(7) O-Rings
(8) Spacers
E Engine side
G Gearbox side (PTO-side)
Task:
The flexible coupling is the connecting link between the engine and the PTO
Function:
The combination of the high elasticity of its leaf springs with complimentary
viscous damping by oil displacement, ensures that the coupling reduces the
intensity of torsional vibrations effectively.
The widest engine speed range free of vibration periods and dangerous
resonance’s is thus obtained.
The springs (3) together with the inner driving and outer driven member form
chambers A and B which are filled with oil.
If the outer member is displaced in relation to the inner member, the
deflection of the leaf springs displaces oil from one chamber to the next, by
this action the relative movements of the two members of the coupling are
braked and the vibrations are dampened.
The spacers (8) limits the movement of the leaf springs.
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Page 7
2.4 Air Filter

(1) Wing nut
(2) Washer
(3) Seal ring
(4) Main filter element
(5) Cotter pin
(6) Wing nut with service indicator
(7) Safety element
(8) Flap for pre-separator
(9) Air intake with pre-separation
(10) Maintenance switches
(11) Intake manifold temperature sensor
The air is filtered by a dry-air-filter with pre-separator for coarse impurities.

One filter housing includes 2 filter sets. Each one consists of a main filter
element (4) and a safety element (7).
The filter condition is monitored by the maintenance switch (10).

A fault message like „Engine air filter restricted“ is displayed at the
operator's dash board as soon as the restriction is too high.
The wing nut (6) incorporates a service indicator.

Green indication = O.K.
Red indication = safety element (7) needs maintenance.
The indication mark must be re-set by blowing through the nut opposite to the
normal air flow or by sucking at the other end, this can be done with the
mouth.
) • For service intervals and procedure refer to the OPERATION AND

MAINTENANCE MANUAL of the corresponding machine.
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Page 8
2.5 Fan drive and radiator assembly

(1) Coolant expansion tank
(2) Radiator
(3) Fuel cooler
(4) Intake air fan
(5) Breather filter
(6) Bearing group carrier
(7) Ball bearings
(8) Fan motor (Axial piston motor)
(9) Check valve (Anti-cavitation valve)
(RA1) Radiator assembly with fuel cooler, Engine 1

) • For service intervals and procedure refer to the OPERATION AND

MAINTENANCE MANUAL of the corresponding machine.
continued
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Page 9
2.5 Fan drive and radiator assembly
Cont'd

(10.2 + 10.4) Axial piston pump (fixed displacement pump, with variable setting)
(45.3 + 45.4) Pressure relief valve - Engine radiator fan drive
(64.1 – 64.4) Fan motor (Axial piston motor) with intake air fan
(68.3 + 68.5) Pressure filter with pressure differential switch B21-1 /-2
(96) Main oil reservoir
(Y136-1 / -2) Proportional solenoid valve - fan speed (infinitely variable)
(L) Leak oil (case drain) to tank
(P) Pressure to motor
(R) Return oil to tank
(X) Control oil line
Function:
From pump (10.2 / 10.4) flows the oil through the filter (68.3 / 68.5) to the fan motor
(64.1 – 64.4) and then back to the tank.
Anti cavitation valves (check valves) are installed at each fan motor, because the fan
motors - driven by inertial force - are running for a short period after the engine has
been switched off.
The hydraulic circuit "Fan drive" is secured by the pilot controlled pressure relief
valve (45.3 / 45.4). This valve works together with the proportional solenoid valve
(Y136-1 / -2). The proportional solenoid valve (Y136-1 / -2) operates depending on
engine coolant temperature.
The ECM (Electronic Control Module) of the engine controls the proportional
solenoid valve (Y136-1 / -2) by sending variable current signals, depending on the
engine coolant temperature.
Which in turn changes the fan speed.
With a low current signal to the proportional solenoid the relief valve is functioning
and the fans are running with the max. set- speed. With a high current signal to the
proportional solenoid the relief valve is not functioning and the fans are running with
a very low speed, caused by the flow resistance only.
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2.6 Radiator fan drive speed adjustment
Basic Adjustment
(1) Dust cap
(2) Lock nut
(3) Set screw
(6) Qmin stop bolt
(6.1) Lock nut
(7) Qmax stop bolt
(7.1) Lock nut
(8) Positioning pin (mover)
(10.2 + 10.4) Axial piston pump (fixed displacement pump, with variable setting)
(45.3 + 45.4) Pressure relief valve - Engine radiator fan drive
(Y136-1 / -2) Proportional solenoid valve - fan speed (infinitely variable)
(L1) Measurement of Qmin stop bolt
(L2) Measurement of Qmax stop bolt
(M7-1 / -2) Pressure check points - Fan drive operating pressure
) • Basic adjustment has to be carried out whenever one of the following

components has been replaced:
- pump
- relief valve
- hydraulic motor
1. Reduce the output flow of pump (10.2 /10.4), by adjusting the minimum
possible swivel angle, to avoid over speeding the fan:
To do this, loosen both lock nuts (6.1 + 7.1) and turn out bolt (6)
and turn in bolt (7) the same length.
This is necessary to avoid a loose positioning pin (8), resulting in
oscillating of the cylinder barrel.
Tighten the lock nuts.
2. Remove protection cap (1) from relief valve (45.3 / 45.4), loosen lock nut (2)
and turn set screw (3) fully clockwise and then a half turn counter clockwise.
3. Isolate the function of proportional solenoid valve (Y136-1 / -2), by
disconnecting the plug connector, to ensure that the full flow of the pump
(10.2 /10.4) will be delivered to the fan motor.
4. Connect a pressure gauge to check point (M7-1 / -2).
5. Start the engine and let it run with max. speed.
Continued
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2.6 Radiator fan drive speed adjustment
Cont'd
Basic Adjustment
6. Check the fan speed with a non-contact rev counter

Required fan speed: 1400 min-1
ã • Be careful not to get caught in the fan or other rotating parts
7. Increase the output flow of pumps (10.2 /10.4), by adjusting the swivel
angle, until the fan speed will be 20 min-1 higher than required:
To do this, loosen both lock nuts (6.1 + 7.1) and turn in bolt (6)
and turn out bolt (7) the same length.
Tighten the lock nuts (6.1 + 7.1).
ã • Do not exceed the maximum permissible operating pressure of 230bar.
) • Note down the lengths ”L1” and ”L2” as reference measurements.
8. Loosen lock nut (2) of the relief valve (45.3 / 45.4), and decrease the
pressure with set screw (3) until the correct fan speed is obtained.
9. Tighten lock nut (2) and fix protection cap (3).
10. Activate the function of proportional solenoid valve (Y136-1 / -2), by
connecting the plug connector. (Fan speed controlled in relation to the
engine temperature)
11. Disconnect the pressure gauge from check point (M7-1 / -2).
Fan speed check

If the fan speed is out of adjustment, increase or decrease first the pressure at
relief valve (45.3 / 45.4), to change the speed.
ã • Do not exceed the maximum permissible operating pressure of 230bar.
If the speed can not be raised by increasing the pressure then increase the output
flow of pump (10.2 /10.4).
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Page 12
2.7 Pump distributor gearbox (PTO)

(1) Oil level gauge
(2) Oil filler plug
(3) Breather filter
(4) Oil level sight gauge
(5) Flange for heater studs
(6) Main pump drive shaft housings
(7) Oil level plug of pump drive shaft housing
(8) Oil filler plug with breather pipe of pump drive shaft housing
(9) Oil drain plug of pump drive shaft housing
(10) Oil drain plug of PTO gear
(11) Suction line connection for gear oil cooling
(12) Gear oil temperature probe mounting bore
(13) Thermostat switch mounting bore cover plate
(14) Return line connection from gear oil cooler
(15) Return line connection from cooling system relief valve
(D) Drive flange
(M) Power take off for main pumps
(R) Power take off for engine radiator fan drive pump
(C) Power take off for hydraulic oil cooler fan drive pump
ã
• Detail „S“.
The arrows at detail S indicates the spray direction of the jet borings.
Pay attention when disassembling / assembling.
Description
The pump distribution gear (PTO gear) is of a spur gear design and driven by a
diesel engine.
The PTO gear runs in antifriction bearings and has been provided with a splash
lubrication system. The oil supply of the bearings and tooth contacts takes
place by an injection. The gearwheels are of case-hardened steel.
The hydraulic pumps are directly attached to the gearbox. O-rings included in
the supply enable the unit to be reliably sealed statically.
The gearbox housing is of one-piece design and made of grey cast iron. Gearbox
design allows a direct attachment to the engine via connection flange.
The gearbox has been provided with connections for a separate cooling system
resp. for heating rods. For more information refer to the REPAIR MANUAL
Description for the lubrication see next pages.
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2.8 Pump-spline lubrication

Drive shaft housings

(1) Oil filler plug with breather pipe of pump drive shaft housing
(2) Oil level plug of pump drive shaft housing
(3) Oil drain plug of pump drive shaft housing
(A) Configuration, main pump drives
(B) Configuration, auxiliary pump drives
All drive shaft housings are filled with the same gear oil as the pump
distributor gear.
This is done for two reasons:

1. To lubricate the multi-spline connections, to prevent wear and corrosion.
2. It makes it easier to determine a sealring leak at one of the drive shaft
connections.
Function:
If the oil level increases the oil drops out of the breather pipe (1).
If this oil is gear oil it indicates a possible leak at the gearbox side.
If the oil is a mixture of gear oil and hydraulic oil it shows a possible
leak at the pump side.
If at an oil level check a loss of oil is found it may be due to worn or
defective radial seal rings.
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Page 14
2.9 PTO Lubrication and cooling

The machine is equipped with two engines and gearboxes. The engine to the front
is called engine 1 and the engine close to the counter weight is called engine 2. The
extension of the component designation shows the mounted position. Example:
Pressure filter (69.1) is the pressure filter for the PTO lubrication of engine 1 and
(69.2) for engine 2.
(1) Line to the cooler (hot gear oil)
(2) Return line from valve (74.1 – 74.2)
(3) Case drain line from valve (74.1 – 74.2)
(4) Return line from the cooler (cooled gear oil)
(5) Pressure line to hydraulic fan drive motor
(6) Hydraulic fan drive motor
(7) Return line to hydraulic tank
(9.2 + 9.4) Gear pump PTO-gearbox lubrication
(69.1+69.2) Pressure filter - PTO gear lubrication
(74.1+74.2) Pressure relief valve, 7.5 bar
(96) Hydraulic oil tank
(114.1+114.2) Pressure reducing valve (fan speed)
(116.1+116.2) Check valve (anti cavitation valve for fan drive motor)
(117.1+117.2) Gear Oil cooler unit (incl. hydraulic fan motor)
(B17-1+B17-2) Pressure switch, 0,5 bar
(B27-1+B27-2) Maintenance switch, 5 bar
(B49-1+B49-2) Temperature sensor
(M21-1+M21-2) Pressure check point (fan speed)
(P) Pressure port
(Y53-1+ Y53-2) Solenoid valve
Function:
Pump (9.2)/(9.4) forces the gear oil from the gear oil pan through filter
(69.1)/(69.2) to pressure relief valve (74.1)/(74.2). This pressure relief valve acts
as a back pressure valve causing that most of the oil passes through the gear oil
coolers (117.1)/(117.2).
The gear oil coolers are assemblies consisting of frame, cooler element, hydraulic
motor with intake air fan and fan guard. The units are located below the catwalk
in front of the PTO’s.
From the coolers the oil flows to the port (P) of the gear and internally via a
system of pipes to the several spray nozzles. The spray nozzles in the gear case
ensure proper and adequate distribution of the lube oil. The circuit is monitored
by the pressure switches (B17-1)/(B17-2). At too low lube oil pressure (0.5 bar), a
fault message will be displayed on the monitor at the dash board.
The gear oil temperature is monitored by the sensor unit (B49-1) (B49-2). At too
high oil temperature a fault message will be displayed on the monitor at the dash
board.
During the warm up period solenoid valve (Y53-1) (Y53-2) is energised so that
port X of pressure relive valve (74.1) (74.2) is open, which results in less oil flow
through the cooler which causes that the oil gets quicker its optimum operating
temperature.
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Page 15
Cont`d.
2.9 PTO Lubrication and cooling
(1) Pilot operated relief valve (6) Port for pressure check stud
(2) Plug screw (7) Jet bore
(3) Valve piston (8) Valve spring
(4) Port for pressure switch B17-1/-2 (9) Seal rings
(5) "Y"- port (external return to tank) (A) Pressure port
(5a) "X"- port (external return to tank (T) Return from valve
via solenoid valve Y53-1/-2)
(74.1+74.2) Pressure relief valve, 7.5 bar
(114.1+114.2) Pressure reducing valve (fan speed)
(117.1+117.2) Gear Oil cooler unit (incl. hydraulic fan motor)
(M8-1+M8-2) PTO lubrication pressure
(M21-1+M21-2) Pressure check point (fan speed)
(Y53-1+ Y53-2) Solenoid valve (reduced pressure if energized)
(Y6a/b-1 / Y6a/b-2) Solenoid valve Hydr. oil cooler fan speed (max. pressure if
de-energized)
• The adjustment of the maximum permissible PTO lube pressure,

has to be carried out with warm oil.
Setting the pressure relief valve (74.x)

1. Connect a pressure gauge to check point (M8-1 / M8-2)
2. Disconnect plug of solenoid valve Y53-1/ Y53-2
3. Start the respective motor
4. Required pressure: 7,5 bar.
If adjustment is required:
5. Remove protection cap (1a).
6. Loosen lock nut (1b).
7. Set the pressure with set screw (1c).
8. Tighten lock nut (1b) and re-install protection cap (1a)
9. Reconnect plug of Y53-1/ Y53-2
) • If the pressure of 7,5 bar cannot be adj. 100 %, adj. to the lowest
visible pressure.
Adjustment of the PTO cooler fan drive speed

1. Connect a pressure gauge to check point (M21-1 / M21-2)
2. Disconnect plug of solenoid valve Y6a/b-1 / Y6a/b-2
3. Start the respective motor
Required fan speed: 2200 min-1 at about 100 bat
5. Correct the speed at pressure reducing valve 114.1 /114.2 if necessary
6. Reconnect plug of solenoid valve Y6a/b-1 / Y6a/b-2
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Page 16
2.10 Hydraulic pumps – location, drive speed and flow rates

(1 - 8) Axial piston pump (swash plate type)
theoretical flow rate, each 1034 Liter/min
Drive speed* n = 1379 min-1
for all working motions
(9.1 + 9.3) Gear pump

theoretical flow rate 152 Liter/min
for pilot pressure supply
(9.2 + 9.4) Gear pump

for PTO gear lubrication
(10.1 + 10.3) Axial piston pump

theoretical flow rate 188 – 278 Liter/min
Drive speed* for n = 1741 min-1
• Hydr. oil cooler fan drive
• Additional oil cooler fan drive
• PTO cooler fan drive

• Engine radiator fan drive
) • * at 1800 min-1 input drive speed
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Hydraulic Oil Reservoir Section 3.0
Page 1
Section Page
3.0 Hydraulic oil reservoir
General lay out 2
3.1 Main oil tank, location of switches, sensors etc. 3

3.2 Suction oil tank with strainers 4
3.3 Return oil collector tube with strainer 5
3.4 Back pressure valve 6
3.5 Transfer pump 7
3.6 Return and Leak Oil Filter 8
3.7 Breather Filter 9
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3.0 General lay out

(1) Filter cover retainer
(2) Filter cover
(3) Filter element
(51.1 – 51.7) - Return oil filter - 10 µm
(66) - Case drain filter - 3 µm
(4) Man hole cover
(26) Back pressure valve
(40) Suction oil tank
(54) Shut off valve with S31 (Gate valve)
(55) Compensator
(55a) Intermediate pipe with inspection cover for strainer (56)
(56) Suction oil strainer
(51.1 – 51.7) Return oil filter
(57.1 – 57.3) Breather filter
(58.1 – 58.3) Oil drain, quick release coupling
(66) Case drain filter
(95) Strainer oil cooler
(97) Hydraulic oil level gauge
(98) Filler screen
(M13) Leak oil filter chamber pressure check point
(M14) Return oil filter chamber pressure check point
(M15) Back pressure check point
The hydraulic oil tank is a welded sheet-metal construction.

The capacity is about 7750 litres. The tank contains seven return oil filters (51.1 –
51.7) and one case drain filter (66).
The breather filter (57.1 – 57.3) cleans the air that streams into the tank.
The back pressure valve (26) and the pressure check point (M10) are located at
the collector tube for return oil.
The connection to the suction tank can be closed with the shut- off valve (54) to
prevent oil flow during repairs on the hydraulic pumps. This unit is monitored by
the switch S31, to make sure that the a motor will not start with a closed shut-off
valve. Fault message ”Start blocked because of main Shut-Off (gate) valve” is
displayed at the operators dash board.
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3.1 Main oil tank, location of switches, sensors etc.

(B4) Oil level sensor “Hydraulic oil level too low”
(B15) Hydraulic oil temperature probe
(B24) Breather filter pressure switch
(B25) Pressure switch – Pressure leak oil chamber
(B26) Pressure switch – Pressure return oil chamber
(B32) Hydraulic oil temperature probe “Temp. gauge cabin”
(B42) Oil level sensor “Oil level maximum”
(B50) Oil level sensor “Hydraulic oil refill level”
(B68) Oil level switch – Turns off transfer pump when return
oil filter chamber is empty
(B165) Differential pressure switch (2 bar) – Monitoring of
strainer oil cooler
(M8) Electric motor of transfer pump
(S31) Proximity switch “Gate valve monitoring”
(S35) Switch – transfer pump ON / OFF
(Y101) Solenoid valve “Back pressure reduction”
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3.2 Suction oil tank with strainers

(1) Suction hose
(2) Suction hose connection pipe
(3) Gaskets
(40) Suction oil reservoir
(54) Shut off valve (Gate valve)
(55) Compensator
(55a) Intermediate pipe with inspection cover for strainer (56)
(56) Main suction oil strainer
(75.1 – 75.8) Suction strainer – one for each main pump
The suction oil tank (40) is a welded sheet-metal construction.

The capacity is 520 liters.
The suction lines of all hydraulic pumps are connected to the suction tank.
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3.3 Return oil collector tube with strainer

(1) Return oil collector tube - Part 1 -
(4) Strainer
(5) Bolt
8 M 20 x 70 10.9 30 510
(6) Bolt
8 M 20 x 90 10.9 30 510
(7) Self locking nut

(8) Gasket
(86) Pressure switch (B165)
(93) Pulsation damper
* SW = Wrench size
Task:
The strainer (monitored by differential pressure switch B165) is installed to
prevent the hydraulic oil coolers from getting clogged up in case of
contamination in the main return circuit oil.
Excessive increase of the hydraulic oil temperature can be an indication for a
restricted strainer, i.e. bad cooling performance due to insufficient oil flow
through the coolers.
In case that main components such as cylinders or motors are internal
fragmentary damaged, the strainer should be inspected for metal chips.
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3.4 Back pressure valve

(1) Back pressure valve assembly
(2) Solenoid valve (Y101)
Task:
The back pressure valve has to fulfill two functions in the hydraulic system:
1. To ensure a sufficient pressure within the return oil circuit, i.e. to supply
oil via the anticavitaton valves to the low pressure side of cylinders,
respectively motors.
2. To force the return oil through the coolers depending on the present
hydraulic oil temperature, controlled by solenoid valve Y101.
- Low temperature ⇒ low volume through the coolers
- High temperature ⇒ high volume through the coolers
) • Further information about the function principle and adjustments,

refer to Section 4.0 this Manual.
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3.5 Transfer pump

(1) Shut-off valve for return oil compartment and leakage oil filter chamber
(2) Shut-off valve for return oil collector pipe
(3) Shut-off valve suction oil reservoir
C - Closed
O - Open
(4) Operating switch for pump (5)
(5) Transfer pump
(6) Return oil compartment
(8) Vent plug, remove before transfusing oil from return oil compartment
and leakage oil filter chamber into the main reservoir
(9) Return oil collector pipe
(10) Hand wheel of the main shut-off valve between main- and suction oil
reservoir
(11) Vent plug on top of the main oil reservoir, remove before transfusing
oil from return oil compartment and leakage oil filter chamber into
the main reservoir
(12) Leakage oil filter
(13) Return oil filters
(14) Breather filters
Functions of the Transfer Pump:

1 - Transfusing the oil from the return oil compartment and leakage oil
filter chamber into the main oil reservoir.
Necessary for filter service and for hydraulic oil change.
2 - Transfusing oil from return oil collector tube and back-pressure valve
pipe into main oil reservoir. Necessary when changing the hydraulic oil
and prior to servicing the high pressure filters, the main control valves,
or hydraulic oil cooler (oil return system).
3 - Transfusing oil from the suction oil reservoir into the main oil reservoir.
Necessary for evacuation of the suction oil reservoir, when changing
the hydraulic oil. Prior servicing the main hydraulic pumps it is
advisable to empty the suction oil reservoir partially.
) • During normal operation the valves (1, 2 and 3) must be in closed

position ”C”.
• Refer to the operation and maintenance manual, for further
information.
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3.6 Return and Leak Oil Filter

(1) Filter cover retainer
(2) Filter cover with o-ring
(3) Pre-tensioning spring
(4) Retainer
(5) Filter assembly
(6) Filter pot with machined cover
(7) Main filter element, 10 micron absolute for return oil
3 micron absolute for leak oil
(8) Safety filter element (200 micron strainer) same for return and leak oil
(9) By pass-valve, 2.3bar
(9.1) Valve cone
(9.2) Valve spring
(9.3) O-ring
(10) Profile gasket
(11) Seal ring
Function:
The returning oil flows into the filter chamber (A) of the hydraulic tank. (The
sketch shows one section only).
The chamber is split into two sections; one section with 4 filter elements for the
return oil (10 micron) and another section with one filter element for the leak oil
(3 micron). But the structure of the five filter assemblies is basically the same.
The hydraulic oil enters the filter at the top and passes then on its way to the
entire tank the filter-element (7). "Inside to outside filtration."
The filter element condition is monitored by a pressure switch (B25, 0.5 bar for
the leak oil filter) and (B26, 2 bar for the return oil filter).
As soon as the pressure inside the filter chamber reaches the set pressure of those
switches due to the restriction of the filter-element which is caused by foreign
matters, the fault message ”Return oil filter restricted" or ”Leak oil filter
restricted” is displayed at the operator's dash board The filter elements must be
replaced. For safety pre-cautions the filter is equipped with a by-pass valve. As
the filter chamber pressure increases the by-pass valve opens at 2.3 bar and
protects the element from bursting.
But the oil flows not totally unfiltered into the tank because it must flow through
the strainer (8).
•
)
The switch point of the pressure switch for the leak oil has been
chosen so low with best intention to protect first of all the radial seal
rings of the hydraulic motors.
• Refer to the maintenance manual, for further information
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3.7 Breather filter

(1) Nut
(2) Cover
(3) Filter element
(4) Filter pot
(B24) Vacuum type pressure switch
A breather filter is installed to clean the air that streams into the tank any time
the oil level decreases while extending attachment cylinders
The filter element condition is monitored by a vacuum type pressure switch
(B24, 80mbar).
) • Refer to the maintenance manual, for further information
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Hydraulic Oil Cooling Section 4.0
Page 1
Section Page
4.0 Hydraulic oil cooling
4.1 General 2
4.2 Function of the hydraulic oil cooling circuit
4.2.1 Standard hydraulic oil cooling circuit 3
4.2.2 Additional hydraulic oil cooling circuit 4
4.3 Back Pressure Valve
4.3.1 Adjustment of the Back Pressure Valve 5
4.3.2 ½ Qmax adjustment 6+7
4.4 Fan drive of standard cooler
4.4.1 Two stage cooler fan RPM control 8
4.4.2 Pressure relief valves and solenoid valves 9 + 10
4.4.3 Fixed Displacement Pump, with variable setting 11
4.4.4 Adjustment of the cooler fan drive speed 12 + 13 + 14
4.4.5 Function check of fan speed control 14
4.4.6 Switch points cooler fan speed (PLC controlled) 15
4.5 Fan drive of additional cooler
4.5.1 Function of the cooler fan RPM control 16
4.5.2 Adjustment of the cooler fan drive speed 16
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4.1 General
The hydraulic oil cooling system maintains the hydraulic oil at a normal
operating temperature.
Legend for illustration (Z 22797)

(1) Standard cooler assembly with swing out facility
(2) Additional oil cooler assembly with swing out facility
(3) Hydraulic motor of upper fan (driven by prime mover 2)
(4) Upper fan
(5) Upper cooler set (4 identical cooler elements 106.1 to 106.4)
(6) Hydraulic motor of lower fan (driven by prime mover 1)
(7) Lower fan
(8) Lower cooler set (4 identical cooler elements 106.5 to 106.8)
(11) Additional cooler set (2 identical cooler elements 151.1 and 151.2)
(12) Drive shaft
(13) Shaft protecting Sleeve
(14) Drive shaft seal
(15) Ball bearings
(16) Seeger clip ring
(17) Breather filter
(18) Oil level plug
(19) Bearing group housing
(20) Bearing group carrier
Design:
The hydraulic oil cooler, installed in front of the hydraulic tank is divided in
two parts:
A. The standard cooler assembly (1) with eight cooler elements mounted
in one frame. The air stream needed for the cooling is produced by
hydraulically driven fans. The air flows from inside to outside through
the coolers.
For easy cleaning, the coolers can be opened. ("Swing out cooler")
The bearing group housing is filled with oil to lubricate the bearings.
B. Additional oil cooler assembly (2) with two cooler elements mounted in
one frame on top of the standard cooler assembly. The air stream needed
for the cooling is produced by hydraulically driven fans. The air flows
from inside to outside through the coolers.
For easy cleaning, the coolers can be opened. ("Swing out cooler")
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4.2 Function of the hydraulic oil cooling circuit

4.2.1 Standard circuit
(26) Back pressure valve
(93) Accumulator (Pulsation damper)
(106.1 – 106.8) Hydraulic oil cooler elements
(107.1 – 107.4) Restrictor, shock absorbers for the hydraulic oil cooler
(L20 – L22) Supply line for the anticavitation circuit of the swing motors
(L23 – L27) Return line from control blocks
(L28 – L32) Supply line for the anticavitation circuit of attachment cylinders
(M15) Pressure check point
(Y101) Solenoid valve – 4/2-directional control valve
(H) Lines to cooler (hot oil)
(C) Lines to tank (cold oil)
Function:
The returning oil from the system flows via the lines into the collector tube.
On the top of it is the Back Pressure Valve (26) installed.
The back pressure valve (26) causes a back pressure which forces most of the
relative hot oil through the lines (H) to the cooler (106.1 – 106.8).
The hydraulic oil passes first the restrictors (107.1 – 107.4) before it gets
cooled in the cooler elements and flows than through and the lines (C) into
the filter chamber of the main oil reservoir (96).
The restrictors are acting like shock absorbers and prevent together with the
pulsation damper (93) cooler cracking at pressure peaks.
Besides the back pressure valve acts as an oil flow control valve as far as the
oil temperature has not reached its steady temperature.
During the warm up period (1/2 Qmax) the back pressure valve (26) is wide
open, because solenoid valve Y101 is energized, which results in less oil flow
through the cooler which causes that the oil gets quicker its optimum
operating temperature.
With increasing oil temperature the oil gets thinner, so that the main pumps
can be shifted to Qmax position and simultaneously solenoid valve Y101 will
be de-energized, so that the valve piston will be more closed by the force of
the spring thus that more oil passes the cooler.
(See sectional drawing on page 5.)
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4.2. Function of the hydraulic oil cooling circuit

4.2.2 Additional circuit

(10.1 + 10.3) Fan drive pumps (fixed displacement pump, with variable setting)
(23.1 + 23.2) Fan drive motors (standard cooler)
(68.2 + 68.4) Pressure filter with pressure differential switch
(151.1 + 151.2) Additional oil cooler elements
(152.1 + 152.2) Fan drive motors (additional cooler)
(H) Lines to cooler (hot oil)
(C) Lines to tank (cold oil)
Function:
Oil delivery of both fan drive pumps (10.1+10.3) is directed to the additional cooler
elements (151.1+151.2) after leaving the four fan drive motors (103.3+103.4 and
152.1+152.2) and flows back into the filter chamber of the main oil reservoir (96).
This ensures that a constant oil volume circulates through the additional cooler,
independent of the main return oil flow.
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4.3.1 Adjustment of the Back Pressure Valve
Checks and settings only at normal operating temperature of the hydraulic oil,
main pumps in maximum flow position and "Idle Time" control eliminated.
1. Connect a pressure gauge to check point (M15).

2. Disconnect plug connector (13) of solenoid valve Y101.
3. Actuate service switch S155 in to position Qmax.
4. Start both motors
5. Required pressure: 10 ±0,5 bar
a) Take off protective cap (12).
b) Loosen lock nut (5).
c) Alter the pressure with the set screw (6).
d) Tighten lock nut (5) and refit protective cap (12).
6. Disconnect the pressure gauge, reconnect solenoid valve Y101 and
switch back service switch S155 in to automatic mode (center
position).

(1) Control oil port
(2) "Y"- port (external return to tank)
(2a) "X"- port (external return to tank via solenoid valve Y101)
(3) Poppet
(4) Valve spring
(5) Lock nut
(6) Set screw
(7) Jet bore (large)
(8) Valve spring
(9) Valve piston
(10) Jet bore (small)
(11) Plug screw
(12) Protective cap
(13) Plug connector
(A) Return to tank (Filter chamber)
(Z) Pressure oil to valve
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4.3.2 ½ Qmax adjustment
For efficient hydraulic oil cooling during idle time all pumps are automatically in
½ Qmax position reducing the circulating oil volume so that oil flows only
through the oil coolers. If all pumps would stay in Qmax position during idle time
a high amount of the circulating oil would pass the back pressure valve before
returning in the oil tank this would waste energy and create adverse high oil
temperatures.
• Before ½ Qmax adjustment is made the back pressure valve must be

correct adjusted with all pumps in Qmax position and hydraulic oil
at operating temperature.
• All main pumps must be correctly adjusted i.e. start of de-stroking
and Qmax stop bolt setting. See section 7 in this Service Manual for
adjustment procedure.
Precondition
• The actual PLC software with ½ Qmax idle control must run on the PLC.
• Make sure that the filled in hydraulic oil viscosity is selected at the PLC.
See Operation and Maintenance Manual to select the oil viscosity.
Procedure:
1. Connect a pressure gauge to back pressure check point (M15).

2. Connect a pressure gauges to the X3 pressure check point (M36).
3. Start both motors (both diesel engines must run at high idle)
4. Warm up hydraulic oil so that the hydraulic oil cooler fans run with
maximum speed, controlled by the PLC (oil temperature above T3).
5. With all controls in neutral position the pumps should move in ½ Qmax
position, because of the de-energised solenoid valve Y17a.
6. Unplug solenoid valve Y17a to keep the valve de-energised.
7. Check the X3 pressure at test point M36 in the ½ Qmax position of the
pumps. The pressure indicated on the gauge should be 15±5 bar.
continued
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4.3.2 ½ Qmax adjustment

Cont’d.
8. Check back pressure at test point M15.

– if the pressure is lower as the required normal back pressure of 10bar
continue with next item Nr.9.
– if the pressure shows the required normal back pressure of 10bar
decrease the X3 pressure setting with pressure reducing valve (244.4)
until the back pressure drop to a lower pressure as 10bar.
a) Loosen lock nut.
b) Correct the pressure with the set screw.
- turn clock wise (cw) to increase the pressure
- turn counter clock wise (ccw) to decrease the pressure
c) Tighten lock nut.
9. Increase pump delivery by increasing the X3 pressure setting of pressure

reducing valve (255.4) which in turn increases the back pressure. As
soon as the gauge (M15) shows 10 bar (equal to back pressure valve
setting) stop adjustment.
10. Check the resulting X3 pressure at test point M36 and record it for later
checks, the values must be distinctly lower as the max X3 pressure (45
bar).
11. Check the back pressure after activating a control lever or activate Qmax
switch S155. The pumps change now to Qmax but the back pressure
must stay constant at 10 bar (check point M15).
12. Turn switch S155 back to normal operating position (center position) and
remove all gauges.
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13.
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4.4 Fan drive of standard cooler
4.4.1 Two stage cooler fan RPM control

(45.1 + 45.2) Pressure relief valve (maximum fan speed)
(48.1 + 48.2) Pressure relief valve (medium fan speed)
(103.3 + 103.4) Check valve – (Anti cavitation valve for fan drive motor)
(68.2 + 68.4) Pressure filter with pressure differential switch
(Y6a/b-1 / -2) Solenoid valve
(M6-1 / -2) Pressure check point (fan speed)
Function:
From pump (10.1 + 10.3) flows the oil through the filter (68.2 + 68.4) to the fan
motors (23.1 + 23.2) and then back to the tank. (or through additional cooler if
installed)
The check valve (103.3 + 103.4) act as an anti cavitation valve and is installed,
because the fan motor -driven by inertial force- is running for a short period after the
oil flow is interrupted by solenoid valve (Y6a/b-1 / -2), or if the motor has been
switched off.
The hydraulic circuit "Fan drive" is protected by the pilot controlled pressure relief
valves (45.1 + 45.2) and (48.1 + 48.2).
These valves are working together with the solenoid valve (Y6a/b-1 / -2), controlled
by the ECS - system, depending on the hydraulic oil temperature:
• With de-energized solenoids Y6a and Y6b the relief valve (45.1 + 45.2) is
functioning and the fans are running with max. adjusted speed (1250 RPM)
• With solenoid Y6a energized the relief valve (45.1 + 45.2) is not functioning
and the fans are running with a very low speed caused by the flow resistance
only.
• With solenoid Y6b energized the relief valve (48.1 + 48.2) is controlling the
relief valve (45.1 + 45.2) and the fans are running with 1000 RPM only.
(See also description on next page)
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4.4.2 Pressure relief valves and solenoid valve

Pressure relief valve (45.1 + 45.2)
Legend for illustration (Z 21598b)
(1) Valve cartridge
(2) Spring
(3) Spring chamber
(4) "X" port
(5) Jet bore, Pilot poppet
(6) Jet bore, Main piston
(7) Main piston
(8) Valve housing
(9) Pilot poppet
(Y) External leak oil port
(A) Pressure port
(B) Return oil port
Function:
Pressure in line A affects the main piston (7). At the same time there is pressure
via the jet bore (6) on the spring-loaded side of the main piston and via jet bore (5)
at the pilot poppet (9) of the relief valve cartridge (1).
If system pressure in line A exceeds the value set at the spring (2), pilot poppet (9)
opens. The signal for this comes from line A via the jet bores (6) and (5).
The oil on the spring-loaded side of the main piston (7) now flows via the jet bore
(5) and poppet (9) into the spring chamber (3).
From here it is fed internally by means of the control line (Y) to tank (port B).
Due to the state of equilibrium at the main piston (7), oil flows from line A to line
B, while the set operating pressure is maintained.
The pressure relief valve (45.1 + 45.2) can be unloaded (Remote controlled) by
means of the port "X" and the combined function of solenoid valve Y6a/b-1 / -2
with pressure relief valve 48.1 + 48.2 .( Function see next page)
continued
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4.4.2 Pressure relief valves and solenoid valve, illustration (Z 21599c)

Cont’d.
Function:
With de-energized solenoids (Y6a and Y6b), the spool (3) keeps the "X"
connection of valve (45.1 + 45.2) and port “B“ to port “P“ closed. The pressure relief
valve (45.1 + 45.2) operates normal.
The energized solenoid Y6b, operate the spool (3) and a connection is made
between port “P“ and port “B“ and port "X" of valve (45.1 + 45.2).
The system pressure now opens the main piston (7) of valve (45.1 + 45.2), because
via solenoid Y6b (P to B) the oil from the rear side of piston (7) flows from the "X"-
port to the “P“ connection of valve (48.1 + 48.2). The normal valve function is now
remote controlled by the pressure adjusted at valve (48.1 + 48.2).
The energized solenoid Y6a, operate the spool (3) and a connection is made
between port “P“ and port “A” and port "X" of relief valve (45.1 + 45.2).
The system pressure now opens the main piston (7) of valve (45.1 + 45.2) because
via the "X"-port the oil from the rear side of piston (7) flows to tank. The normal
relief valve function is eliminated.
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4.4.3 Fixed Displacement Pump, with variable setting

(1) Drive shaft
(2) Bearings
(3) Cylinder with pistons
(4) Center pin
(5) Control lens
(6) Q-min adjustment bolt
(7) Q-max adjustment bolt
(8) Pressure port
(9) Tank port
Description.
Pump type A7F0 is a variable displacement pump, designed to operate in open
circuits. It has an internal case drain return. The rotary group is a robust self
aspirating unit. External forces may be applied to the drive shaft.
Changing the swivel angle of the rotary group is achieved by sliding the
control lens along a cylindrical formed track by means of an adjusting screw.
• With an increase in the swivel angel, the pump output increase together
with necessary drive torque.
• With an decrease in the swivel angel, the pump output decreases together
with the necessary drive torque.
• When increasing to maximum swivel angle, there is a danger of

cavitation and over-speeding the hydraulic motor!
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4.4.4 Adjustment of the cooler fan drive speed
Basic Adjustment – Maximum Speed

(a) Dust cap
(b) Lock nut
(c) Set screw
(6) Qmin stop bolt
(6.1) Lock nut
(7) Qmax stop bolt
(7.1) Lock nut
(10) Positioning pin (mover)
(L1) Measurement of Qmin stop bolt
(L2) Measurement of Qmax stop bolt
(45.1 + 45.2) Pressure relief valve (maximum fan speed)
) • Basic adjustment has to be carried out whenever one of the following

components has been replaced:
- pump
- relief valve
- hydraulic motor
1. Reduce the output flow of pump (10.1 and/or 10.2), by adjusting the
minimum possible swivel angle, to avoid over speeding the fan:
To do this, loosen both lock nuts (6.1 + 7.1) and turn out bolt (6)
and turn in bolt (7) the same length.
Tighten the lock nuts.
2. Remove protection cap (a) from relief valve (45.1 and/or 45.2), loosen lock
nut (b) and turn set screw (c) fully clockwise and then a half turn counter
clockwise.
3. Isolate the function of solenoid valve (Y6a/b-1 and/or Y6a/b-2), by
disconnecting both plug connectors, to ensure that the full flow of pump
10.1 and/or 10.2 will be delivered to the fan motor.
continued
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4.4.4 Adjustment of the cooler fan drive speed, illustration Z22802
Cont'd
Basic Adjustment – Maximum Speed
4. Connect a pressure gauge to check point (M6-1 and/or M6-2).
5. Start the respective motor.
• Be careful not to get caught in the fan or other rotating parts
7. Increase the output flow of pump (10.1 and/or 10.2), by adjusting the
swivel angle, until the fan speed will be 20 min-1 higher than required:
To do this, loosen both lock nuts (6.1 + 7.1) and turn in bolt (6)
and turn out bolt (7) the same length.
Tighten the lock nuts (6.1 + 7.1).
• Do not exceed the maximum permissible operating pressure of 230bar.
) • Note down the lengths ”L1” and ”L2” as reference measurements.
8. Loosen lock nut (b) of the relief valve (45.1 and/or 45.2), and decrease
the pressure with set screw (c) until the correct fan speed is obtained.
9. Tighten lock nut (b) and fix protection cap (a).
continued
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4.4.4 Adjustment of the cooler fan drive speed, illustration Z22804

Cont'd
Basic Adjustment – Medium Speed
10. Activate the function of pressure relief valve (48.1 and/or 48.2), by
connecting the plug connector of solenoid valve Y6a/b-1 and/or Y6a/b-2.
11. In order to ensure a proper function of solenoid valve Y6b during the
adjustment, energize the valve by using the manual control “Digital Outputs”
of the ECS-System ( refer to section 5 of the operation manual), or
activate Y6b, by connecting the solenoid plug to permanent 24 V. Use the
24V socket at the PTO *)
12. Loosen lock nut (e) of the relief valve (124), and turn set screw (f) fully
counter clockwise and then clockwise until the correct fan speed is obtained.
13. Tighten lock nut (e) and fix protection cap (d).
14. Note down the pressure as reference value (expected ~ 150 bar)
15. Disconnect the pressure gauge from check point (M6).
16. Connect the plug connector of solenoid valve Y6a.
*) Prepare a test wire with a plug ET-No. 891 039 40, and a plug ET-No. 440
305 99. Connect terminal 1 to positive (+) (center off plug 440 305 99) and
terminal 2 to ground (-).
4.4.5 Function check of fan speed control
Switch manually the output signals to Y6a/b and check the fan speed:
Y6a
Y6b
0
0} nmaximum ≈ 1250 min-1
Y6a
Y6b
0
1} nmedium ≈ 1000 min-1
Y6a
Y6b
1
0} nminimum ≈ 0 - 50 min-1
) • For operating instructions of the ECS system refer to section 3.4 of the
operation manual
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4.4.6 Switch points of cooler fan speed (PLC controlled)

Switch points with hysteresis:
30°C VG22: 46°C

39°C VG32: 57°C
48°C VG46: 67°C Switch point: Speed decrease
56°C VG68: 73°C
65°C VG100: 73°C
Fan speed
Maximum
Medium
Minimum
Temperature
67°C VG100: 75°C
58°C VG68: 75°C
Switch point: Speed increase 50°C VG46: 69°C
41°C VG32: 59°C
32°C VG22: 48°C
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4.5 Fan drive of additional cooler

(103.3 + 103.4) Check valve – (Anti cavitation valve for fan drive motor)
(152.1 + 152.2) Fan drive motors (additional cooler)
(154.1 + 154.2) Pressure reducing valves – Fan drive additional oil cooler
4.5.1 Function of the cooler fan RPM control
Since the oil delivery of the fan drive pumps (10.1 + 10.3) is used for the standard
fan motors 23.1 + 23.2 and for the additional fan motors 152.1 + 152.2, the speed
of the additional fans depends on the speed control of the standard fans.
Therefore only the maximum speed of the additional fans can be adjusted with the
cooler standard fans running at maximum speed.
The maximum speed adjustment of the additional fans must be carried out to
ensure the intended cooling performance of the system.
4.5.2 Adjustment of the cooler fan drive speed
• Precondition for this adjustment is the correct setting of the standard

) cooler fan drive.
Procedure:
1. Connect a pressure gauge to check point (M21-3 and/or M21-4).
2. Unplug solenoid valve (Y6a/b-1 and/or Y6a/b-2). to ensure max.
speed of the standard fan drive.
3. Start the respective motor.
4. Adjust* at valve (154.1 and/or 154.2.3) a fan speed of approx. 1550 rpm.
5. Re-plug solenoid valve (Y6.1 and/or Y6.2).
• Be careful not to get caught in the fan or other rotating parts!
How to change the valve adjustment:

Remove dust cap (a).
Loosen lock nut (b).
Adjust the pressure with set screw (c).
Tighten lock nut and install dust cap.
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Controlling Section 5.0
Page 1
Section Page
5.0 Controlling
General lay out 2
5.1 Control and filter panel location of components 3+4+5

(valves, switches, sensors etc.)
5.2 Pilot Pressure Supply and Adjustments 6+7+8
5.3 Remote control valves arrangement 9
5.4 Function principle of the 10 + 11
Electro-Hydraulic- Proportional Control
5.5 Potentiometer Control (Lever, Joy Stick) 12
5.6 Potentiometer Control (Pedal) 13
5.7 Proportional amplifier module, Type A 14
(for swing brake only)
5.8 Proportional amplifier module, Type B 15
(for Boom, Stick, Bucket, Swing and Travel)
5.9 Ramp Time Module 16
(Analogue command value module for Boom,
Stick, Travel and Swing function)
5.10 Adjustments of Amplifier Modules (General) 17
5.11 Adjusting the Amplifiers Type B 18 + 19
5.12 Adjusting the Amplifiers Type A 20 + 21
5.13 Adjusting the Ramp Time Module 22 + 23 + 24
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5.0 General lay out

(E19) Electro proportional joy stick control
(E20) Electro proportional joy stick control
(E21a) Electro proportional pedal control, travel left crawler
(E21b) Electro proportional pedal control, travel right crawler
(E22) Electro proportional pedal control, swing brake
(E23) Electro proportional pedal control, bucket closed
(E24) Electro proportional pedal control, bucket open
(9.1) Gear pump for Pilot pressure (Engine 1)
(9.3) Gear pump for Pilot pressure (Engine 2)
(36) Central control and filter panel
(37.1) Control and filter panel (PTO - and Hydraulic oil cooling) Engine 1
(37.2) Control and filter panel (PTO - and Hydraulic oil cooling) Engine 2
(68.1) Pressure filter of pilot pressure pump with pressure differential
switch B22-1 (Engine 1)
(68.7) Pressure filter of pilot pressure pump with pressure differential
switch B22-2 (Engine 2)
(85) Pressure accumulator (Bladder Accumulator 10 Liter, 10 bar pre-
charge pressure)
(102) Remote control valve blocks
General
The controlling includes the pilot pressure system and the pump regulation
system.
The pumps (9.1 / 9.3) forcing the oil through the filters (68.1 / 68.7) to all
involved valves.
The pressure accumulator (85) ensures that under any circumstances enough
pilot pressure oil is available. The accumulator (85) is also functioning as a
hydraulic battery for a certain time when the engine was shut down or to
pressure relieve the system for repair works.
When the operator is using his controls an electrical signal causes energizing
of the selected solenoid valve of the remote control valves(102).
By the function of the remote control valves pilot pressure oil is send to the
relevant control block spools which in turn allows operating hydraulic oil to
the users.
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5.1 Control and filter panel location of components
Central control and filter panel

Legend for illustration (Z 22737d):
Solenoid valves
(Y5) Swing parking brake operating pressure
(Y16) Travel parking brake operating pressure
(Y17) „Idle time“ control, (Pump control system)
(Y17a) ½ Q-max (reduced oil flow at too cold oil)
(Y61-1) „X1“ pressure, pumps 1 – 4 (Engine 1)
(Y61-2) „X1“ pressure, pumps 5 – 8 (Engine 2)
(Y100) Flow reduction Pump 1, while swinging with maximum speed
(Y120) Hydraulic swing brake, maximum operating pressure
(Y123a) Hydraulic access ladder “raise”
(Y123b) Hydraulic access ladder “lower”
(Y124a) Refilling arm “raise”
(Y124b) Refilling arm “lower”
(Y124c) Refilling arm stop (fix) – arm park valve
(Y125) Hydraulic access ladder “fast” movement
(Y127) Proportional pressure to hydraulic swing brake
Filter:
(68.1) Pressure filter of pilot pressure pump 9.1 (Engine 1)
(68.7) Pressure filter of pilot pressure pump 9.3 (Engine 2)
Pressure switches:
(B16) Swing parking brake operating pressure
(B22-1) Pilot pressure pump 9.1 (Engine 1) - Filter element monitoring
(B22-2) Pilot pressure pump 9.3 (Engine 2) - Filter element monitoring
(B48) Travel parking brake operating pressure
(B85-1) Pressure transducer – X1 pressure (Engine 1)
(B85-2) Pressure transducer – X1 pressure (Engine 2)
(B86) Pressure transducer – X2 pressure
continued
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Cont'd:
Central control and filter panel
Miscellaneous:
(85) Pressure accumulator (10 Liter, 10 bar pre-charge pressure)
(147) Pressure reducing valve – Track tensioning system (35bar)
(252.1) Pressure reducing valve for pilot pressure X2 (45bar)
(252.2) Pressure relief valve for pump support pressure X4 (60bar)
(252.3 Check valve (pilot oil from pump 9.1 – Engine1)
(252.4) Check valve (pilot oil from pump 9.3 – Engine2)
(253.1) Change over valve – Electronic pump regulation or hydraulic. constant
regulation Engine 1
(253.2) Pressure reducing valve – hydraulic constant regulation (Engine 1)
(254.1) Change over valve – Electronic pump regulation or hydraulic constant
regulation Engine 2
(254.2) Pressure reducing valve – hydraulic constant regulation (Engine 2)
(255.4) Pressure reducing valve – ½ Qmax (~ 15 bar)
(257.1) Pressure relief valve – Safety valve for Travel brake / Track tensioning
system (55 bar)
(258.3) Pressure relief valve – Hydraulic access ladder (70 bar)
Pressure check points:

(M1.1) X4, Pump support pressure, Pump bearing lubrication (60bar)
(M1.2) X2 pressure, pilot pressure (45bar)
(M2) Bladder Accumulator, pilot pressure (45bar)
(M3.1) X1 pressure, hydraulic constant regulation Engine 1
(M3.2) X1 pressure, hydraulic constant regulation Engine 2
(M5.1) X1 pressure – general Engine 1
(M5.2) X1 pressure – general Engine 2
(M9.1) Travel parking brake operating pressure (45 bar)
(M9.2) Travel parking brake supply pressure (35 bar)
(M10) Swing parking brake operating pressure (45 bar)
(M12) Option (operating pressure: “fast motion for travel”) not used
(M30.1) X4, (60bar) of pump 9.1 only (Engine1)
(M30.2) X4, (60bar) of pump 9.3 only (Engine2)
(M33) Reduced “X3” pressure – to pump No 1 – ½ Qmax (~ 15 bar)
(M36) “X3” pressure – pumps No 2 to No 8
(M37.1) Hydraulic cylinder access ladder “piston side”
(M37.2) Hydraulic cylinder access ladder “rod side”
(M38.1) Hydraulic cylinder refilling arm “piston side”
(M38.2) Hydraulic cylinder refilling arm “rod side”
(M39) Proportional pressure to hydraulic swing brake
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(37.1) Control and filter Panel mounted on front PTO for Engine 1 circuit
(37.2) Control and filter Panel mounted on front PTO for Engine 2 circuit
Solenoid valves
(Y6a-1) Cooler fan RPM control minimum speed (Engine 1)
(Y6a-2) Cooler fan RPM control minimum speed (Engine 2)
(Y6b-1) Cooler fan RPM control medium speed (Engine 1)
(Y6b-2) Cooler fan RPM control medium speed (Engine 2)
(Y136-1) Radiator fan RPM control variable speed (Engine 1)
(Y136-2) Radiator fan RPM control variable speed (Engine 2)
(Y53-1) ”Reduction pre-load pressure PTO 1 gear lubrication - oil cooler ”
(Y53-2) ”Reduction pre-load pressure PTO 2 gear lubrication - oil cooler ”
Filter:
(68.2) Pressure filter of Oil cooler fan drive pump 10.1 (Engine 1)
(68.4) Pressure filter of Oil cooler fan drive pump 10.3 (Engine 2)
(68.3) Pressure filter of engine radiator fan drive pump 10.2 (Engine 1)
(68.5) Pressure filter of engine radiator fan drive pump 10.4 (Engine 2)
(69.1) Pressure filter – PTO 1 gear lubrication pump 9.2 (Engine 1)
(69.2) Pressure filter – PTO 2 gear lubrication pump 9.4 (Engine 2)
Pressure switches:
(B17-1) Monitoring the PTO 1 gear lubrication pressure (lowest permissible pressure)
(B17-2) Monitoring the PTO 2 gear lubrication pressure (lowest permissible pressure)
(B21-1) Filter element monitoring – Radiator fan drive pump 10.2 (Engine 1)
(B21-2) Filter element monitoring – Radiator fan drive pump 10.4 (Engine 2)
(B27-1) Filter element monitoring – PTO 1 gear lubrication pump 9.2 (Engine 1)
(B27-2) Filter element monitoring – PTO 2 gear lubrication pump 9.4 (Engine 2)
(B28-1) Filter element monitoring – Oil cooler fan drive pump 10.1 (Engine 1)
(B28-2) Filter element monitoring – Oil cooler fan drive pump 10.3 (Engine 2)
Miscellaneous:
(45.1) Pressure relief valve – Max. operating pressure – cooler fan drive (Engine 1)
(45.2) Pressure relief valve – Max. operating pressure – cooler fan drive (Engine 2)
(45.3) Pressure relief valve – Max. operating pressure – radiator fan drive (Engine 1)
(45.4) Pressure relief valve – Max. operating pressure – radiator fan drive (Engine 2)
(48.1) Pressure relief valve –Medium speed cooler fan (Engine 1)
(48.2) Pressure relief valve –Medium speed cooler fan (Engine 2)
(74.1) Pressure relief valve – PTO 1 gear lubrication - oil cooler
(74.2) Pressure relief valve – PTO 2 gear lubrication - oil cooler
(114.1) Pressure reducing valve – Operating pressure – fan drive PTO 1 oil cooler
(114.2) Pressure reducing valve – Operating pressure – fan drive PTO 2 oil cooler
(154.1) Pressure reducing valve – Operating pressure – fan drive of additional hydraulic oil cooler (Engine 1)
(154.2) Pressure reducing valve – Operating pressure – fan drive of additional hydraulic oil cooler (Engine 2)
(M6.1) Fan drive pressure hydraulic oil cooler (Engine 1)
(M6.2) Fan drive pressure hydraulic oil cooler (Engine 2)
(M8.1) PTO 1 gear lubrication pressure
(M8.2) PTO 2 gear lubrication pressure
(M21.1) Fan drive pressure PTO 1 cooler (Engine 1)
(M21.2) Fan drive pressure PTO 2 cooler (Engine 2)
(M21.3) Fan drive pressure, additional hydraulic oil cooler (Engine 1)
(M21.4) Fan drive pressure, additional hydraulic oil cooler (Engine 2)
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5.2 Pilot Pressure Supply and Adjustments
Pilot Pressure Circuit, illustration (Z 22747)
The pilot pressure oil is used for the following functions.

To move the control block spools, to supply the main pump regulation system, to
lubricate the main pump bearings, to release the travel- and swing gear house
brakes (spring loaded multi disk brakes), to operate the hydraulic access ladder, to
drive the grease pumps and to supply the hydraulic track tensioning system.
Function: Study together with the hydraulic circuit diagram

The pumps (9.1 + 9.3) are delivering the oil through the filters (68.1 + 68.7) and
via check valves (252.3 + 252.4) to port A of pressure relief valve (252.2).
The pressure relief valve (252.2) maintains the adjusted pressure of 60 bar, called
„X4“-pressure.
X4 - pressure: Pump support pressure
Pump bearing lubrication
Actuation of refilling arm and ladder
Lubrication system
The pressure reducing valve (252.1) maintains the adjusted pressure of 45 bar,
called „X2“-pressure.
X2 – pressure: Pilot pressure system
Pump regulation system
Travel- and Swing parking brakes (spring loaded multi -disk
brakes)
The pressure accumulator (85) holds an amount of oil under pressure to provide
sufficient pilot pressure during normal operation and to ensure a limited number
of lowering operations with the main drive Engine at standstill.
The check valve (256.6) prevents return flow of the pilot pressure oil.
continued
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Cont'd:
Pilot Pressure Circuit

(85) Bladder Accumulator – (10 Liter, 10 bar pre-charge pressure)
(PX2) Pilot pressure line
(LX2) Leak / return oil line from the remote control blocks
Function:
The pilot pressure oil flows via line (PX2) to port (P) of each remote control
block and is present via a gallery at all proportional and directional solenoid
valves.
These solenoid valves are energized by the function of the Electro
proportional controls (Joy sticks or pedals) and direct the pilot pressure oil to
the respective spools of the main control blocks with a variable pilot pressure
proportional to the deflection of the controls.
) • For the location and designation of the proportional and directional

solenoid valves of the remote control blocks refer to page 9 in this
section.
continued
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Cont'd:
Checks and Adjustment of Pilot Pressure

(85) Bladder Accumulator – 10 liter, 10bar pre-charge pressure
(M1.1) Pressure check point X4, pump support pressure (60bar)
(M1.2) Pressure check point X2 pressure, pilot pressure (45bar)
(M2) Pressure check point for accumulator
) • Since the “X2” and the “X4” pressure are influencing each other it is
always necessary to adjust both valves 252.1 + 252.2 alternately.
60 bar pressure „X4“, valve 252.2:

1. Connect pressure gauge to check point (M1.1)
2. Start both engines.
3. Read pressure, required = 60-2 bar
If readjustment is required proceed as follow:
a) Loosen lock nut (1).
b) Set pressure with set screw (2).
c) Tighten lock nut (1).
45 bar pressure „X2“, valve 252.1:

1. Connect pressure gauge to check point (M1.2)
2. Start both enginess.
3. Read pressure, required = 45+3 bar
Checking of Accumulator Function

1. Connect pressure gauge to check point (M2).
3. After build-up of pressure stop the drive engines, but do not turn the
key switch to zero position.
4. Watch pressure gauge. Pressure should remain constant for at
least 5 minutes.
) • If the pressure droops the system must be checked for leakages.

• To check the accumulator charging pressure refer to PARTS &
SERVICE NEWS “AH01531a” latest edition.
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5.3 Remote control valves arrangement
Legend for illustration (Z 21636c)
Remote control unit Directional Proportional Function

Schematic code solenoid solenoid
Y20a L.H. Crawler reverse

Y20
Y20b L.H. Crawler forward
Y21a Stick extending (out)
Y21
Y21b Stick retracting (in)
(102.1) Y22a Bucket filling (curl)
Y22
Y22b Bucket emptying
(dump)
Y23a Boom raising (up)
Y23
Y23b Boom lowering (down)
Y24a R.H. swing

Y24
Y24b L.H. swing
Y25a Not used
Y25
Y25b Boom lowering
(102.2) Y26a Stick extending
Y26
Y26b Stick retracting
Y27a Bucket filling (curl)
Y27
Y28a R.H. Crawler reverse

Y28
Y28b R.H. Crawler forward
Y29a Boom raising
Y29
Y29b Boom lowering
(102.3) Y30a Bucket filling (curl)
Y30
Y31a Stick extending
Y31
Y32a Clam opening

Y32
Y32b Clam closing
Y33a Bucket filling (curl)
Y33
(102.4) Y34a Stick extending
Y34
Y35a Boom raising
Y35
Y35b Boom lowering
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5.4 Function principle of the Electro-Hydraulic- Proportional Control

(1) Pump
(2) Filter
(3) Pressure relief valve
(4) Check valve
(5) Pressure Accumulator
(6) Directional Solenoid valve, a side
(7) Directional Solenoid valve, b side
(8) Proportional Solenoid valve
(9) Control valve block
(10) Battery
(11) Electronic units with amplifiers etc.
(12) Control lever (Potentiometer control)
Function:
The electric-hydraulic control system is used to control the direction and
volume of oil flow to the operating cylinders and engines via the control
valve blocks.
Hydraulically:
The oil volume of pump (1) flows through filter (2) into the pilot pressure
system. The pressure is limited by the pressure relief valve (3).
With the pressurized oil stored in accumulator (5), a limited number of spool
movements can be carried out with the main drive engine at standstill.
When a lever (or pedal) is actuated, proportional solenoid valve (8) and one
of the directional solenoid valves (either 6 or 7) are energized, and allows the
pilot pressure oil to flow to the spools of the control blocks.
Electrical
Whenever a lever or a pedal is moved out of its neutral position, an amplifier
will created a current between 0 and 1000 mA. (For detailed information refer
to page 11 in this section)
Depending on the lever direction, simultaneously one of the directional
solenoid valves (either 6 or 7) is energized.
The proportional solenoid valve alters the pilot pressure, proportional to the
lever deflection, this results a spool movement between neutral and full
stroke position.
continued
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5.4 Function principle of the Electro-Hydraulic- Proportional Control

Cont'd:
(Exemplary illustration of the function of two axis with one Amplifier only)
Legend for illustration (Z 21638c)
(1) Control lever (joystick)
(2) Capacitor-Module
(3) Ramp time module
(4) Proportional-Amplifier-Module
(5) Relay (Supply Voltage)
(6) Proportional solenoid valve-(Pressure-Reducing Valve)
(7) Directional solenoid valve
(8) Control block spool
General Function
Control lever (1) is supplied with 24 VDC battery voltage for the switch contacts
and with 24 VDC capacitor supported to create the signal voltage.
When moving lever (1) out of its neutral position, 24 VDC battery voltage arrives
at relay (5) and energizes the Proportional Amplifier (4) with capacitor
supported 24 VDC via terminal 1.
Depending on the function of the control lever, 1 to 4 Amplifiers can be involved
for the „Y-axis“ (forward/ backwards direction) and 1 to 4 Amplifiers for the „X-
axis“ (left/right direction.)
The polarity of the Output Signal from joystick (1), either positive or negative,
between 0 and 10 VDC indicates the direction of the lever movement and is
proportional to the lever deflection. This is the Input Signal to the ramp time
module (3) at terminal 5 which will arrive after the adjusted ramp time delay via
terminal 7 to the proportional amplifier (4) at terminal 5.
This Input Signal (between 0 and 10 VDC) is amplified to an Output Signal
between 0 to 1000 mA and is simultaneously send via terminal 7 (negative) or
terminal 8 (positive) to the Proportional Solenoid valve (6) and to the
Directional solenoid valve (7) via terminal 3 (negative) or terminal 9 (positive)
to the “a” or “b”-side.
The proportional Solenoid valve (6) alters the pilot pressure (“X2”) of 45 bar to a
value proportional to the Current Signal.
This pressure controls the movement of the control block spool (8) between
neutral and full stroke position.
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5.5 Potentiometer Control (Lever, Joy Stick)

(1) Push button *
(2) Toggle switch *
(3) Inductive linear transmitter
(4) Universal joint
(5) Electronics
(6) Push pin
(7) Shaft seal
(8) Reset spring
(9) Coil core
(10) Coil
* Alternative application
The non-contacting lever control (inductive linear transmitter) contains both

the electronic and mechanical components which converts the lever
movement into a proportional electrical voltage. The lever can be operate in
two axes:
Axis "Y", splitted into the half axis Y- and Y + (backward and forward)
Axis "X", splitted into the half axis X- and X + (left and right)
Of course the lever can be moved in any other direction (Joy stick function)
In order to be able to monitor the direction of the lever movement and the
neutral position, the electronics (8) sends a 24V signal as soon as the lever
gets moved out of its neutral position.
For one axis are used two inductive linear transmitter (3). The motion of the
coil core (9) connected to the push pin (6) causes a variation of the induction
in the coils (10). The electronics convert this inductive signal into a
proportional output signal of –10...0...+10 V for the amplifiers.
The electronic part of the lever is equipped with a internal fault detector. In
case of a internal electronic fault the electronic send a 24V signal to the test
output. The test input is used for a lever system check before engine start.
The inductive system is designed as a redundant system with two separate
coils.
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5.6 Potentiometer Control (Pedal)

Legend for illustration (Z 21300a)
(1) Potentiometer Control Unit
(2) Pedal
(3) Standard cable
(4) Connection cable for combined operation
(5) Push pin
(5.1) Coil
(6) Switch actuator
(7) Direction monitoring
(7.1) Directional contacts
(8) Neutral position monitoring
(8.1) Neutral position contacts
(9) Electronic
Application for:
(A) Swing foot brake
(B) Clam Opening/closing
(C) Travelling
The Potentiometer Control (inductive, linear travel transmitter) contains both

the electronic and mechanical components which converts the pedal movement
into a proportional electrical voltage.
In order to be able to electrically monitor the pedal (2) action a neutral position
switch is fitted.
This switch closes when the pedal is moved out of the rest position.
When using the double unit (B) (combined operation) only the signal output from
one unit is used for the Clam Operation.
Due to the cross lined connection via the connection cable (4) the signal is once
positive and once negative (inverted), depending on the Pedal used.
In order to be able to monitor the direction of the pedal movement and the neutral
position of travel unit (C), two switches (5 and 6) are fitted; which are actuated by
the actuator (4) as soon as the lever gets moved out of its neutral position.
For the Output Signal generation are used two coils (3.1), in series connected. The
push pin motion causes a variation of the induction and this in turn causes a signal
variation at the AC voltage bridge. The AC voltage gets rectified and becomes the
DC-Signal Voltage for the amplifiers.
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5.7 Proportional Amplifier Module, Type A

Type A (for swing brake only)
(LED) LED for Solenoid A or B
(P) Set Potentiometer
R1 for the lowest current value
R2 for the highest current value
The amplifier module contains the necessary electronics for the control of
two proportional solenoids. Depending on the input polarity, either solenoid
A or solenoid B is operated.
The solenoid current (solenoid A - solenoid B) is measured and compared
with the external input value. Differences between feed-back and input
values, for example caused by changes in solenoid temperature or supply
voltage, are compensated.
The module also generates a direction-dependent voltage signal (solenoid A -
solenoid B) as soon as the solenoid current reaches the lowest set value.
The lowest and highest values are set externally via the potentiometer R1 + R2.
The brightness of the LED's changes with the current.
This function should not be used for setting.
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5.8 Proportional Amplifier Module, Type B

Type B (for Boom, Stick, Bucket, Clam, Swing and Travel)
(LED) (P) Set Potentiometer:

AX: Proportional output AX active - 10% for the lowest current value
AS: Switched output AS active - J2 for the highest current value
BX: Proportional output BX active (Pt) Set Potentiometer for the „Ramp
BS: Switched output BS active Time“
Power: Internal supply voltage
Fault: Fault indication
The amplifier module contains the necessary electronics for the control of
two proportional solenoids and two directional solenoids. The amplifier
outputs for proportional solenoids Ax and Bx and the switched outputs As
and Bs are activated by connecting a minimum of approx. 10% signal voltage
at the amplifier input.
A positive signal voltage controls outputs A, a negative signal voltage
controls output B.
A signal voltage of approx. 10% with respect to +/- 10 V input voltage at the
amplifier, produces a stepped output voltage. The height of this 10% jump
may be set separately for proportional outputs Ax and Bx via external
potentiometer. As the signal voltage rises the solenoid current for the
proportional outputs increases linearly.
A further step in output current occurs at approx. 90% signal voltage.
The maximum current or the 90% jump may be set separately for outputs Ax
and Bx via external potentiometers and hence the gradient of the output curve
may be influenced.
LED`s indicate the current output to each proportional and switched output,
whereby the brightness is approx. proportional to the solenoid current in Ax
and Bx. This function should not be used for setting.
A Ramp Time function is included in the amplifier which may be externally
changed by a set potentiometer. The setting range for the ramp time is
approx. from 80ms to 1s. The time setting applies to both up and down ramps
and to both proportional solenoids.
A fault is indicated by the LED „Fault“.
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5.9 Ramp Time Module

(Analogue command value module for Boom, Stick, Travel and Swing function)

Potentiometer:
"t1" to "t5" ⇒ Ramp times
"w1" to "w4" ⇒ Command value call-ups
"G" ⇒ Zero point matching
"Z" ⇒ Amplitude attenuation for the differential input
LED displays:
(1) green ⇒ Operational power
(2) "4-Q" ⇒ Quadrant recognition
(3) "INV" ⇒ Inversion active
(4) yellow ⇒ display for potentiometer t1 to t4
(5) yellow ⇒ display for potentiometer w1 to w4
(6) Measurement sockets: "t" ⇒ Actual ramp time
"w" ⇒ Internal adjustment variable
"⊥" ⇒ Reference potential / GND
General
The Ramp Time Module is snapped onto mounting rails inside the X2-box.
The electrical connection is done via screw terminals.
The module is operated with 24 VDC. A power supply provides the internally
required positive and negative supply voltages.
As soon as the power supply is in operation the green LED (power) lights up.
Internal command values
The internal command value signal is generated from the external command
value signal which is being applied to the differential input, a called-up signal
and an offset signal (zero point potentiometer "Z").
The external command value signal can, via potentiometer "G", changed from
0% to approx. 110%.
Command value call-ups
The call-up signals w1 to w4 also have an adjustment range of 0% to 110%.
No settings required. (factory set to 100%).
Ramp time call up
If the quadrant recognition is not activated, then each command value call-up
"w1" to "w4" is allocated its own ramp time "t1" to "t4".
As long as there is a signal change, the LED allocated to the actual ramp time
is alight.
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5.10 Adjustments of Amplifier Modules (General)

(1) Potentiometer control
(2) Terminal with a separating possibility
(4) Amplifier
(5) Solenoid valve
(6) Service module
Introduction:
The illustration shows simplified the route of the signal voltage from
Potentiometer Control (1) to Solenoid-Valve (5):
A. With ramp time module,
i.e. Boom,- Stick,- Travel,- and Swing Function.
B. Without ramp time module,
i.e. Bucket and Clam Function.
The ramp time modules (3) and the amplifiers (4) are adjustable.
Adjustments are required:
Ramp time modules Amplifiers
• When commissioning the machine • When replacing a solenoid valve
• When replacing a module • When replacing an amplifier
For Checking and Setting the Signal Current at the Proportional-Amplifier (4),
both separating terminal (2) before and behind the Amplifier (4) must be opened.
For the setting procedure the signal voltage from the potentiometer control (1) can
be simulated with the potentiometer of Service-Module (6),which is installed on
the X2-panel.
Accessories required for the adjustments: "a" "b" "c" "d"

a) A multimeter, good readable for
mA VDC
values between 0 and 1000 mA.
b) More convenient is a second meter
for reading voltage simultaneously.
c) A simple wire, 1m length, or better
a prepared test lead same length
d) Four test leads, 1m length, with
banana type connectors on each
end.
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5.11 Adjusting the Amplifiers Type B, illustration (Z 21642)
Procedure applicable for all amplifiers except the one for the swing
brake:
(Do not start the engine, turn only the key switch in ON – position.)
1. Open* the respective separating terminal (T1) between the lever unit and
the amplifier module to be set.
2. Open* the respective separating terminal (T2) between the amplifier module
to be set and the proportional solenoid valve.
3. Disconnect the wire from terminal five.
4. Connect the positive output of the service module with terminal five of the
amplifier module, using test lead (2).
5. Attach a multimeter for voltage reading to the service module, using test
lead (3).
6. Attach a multimeter (in series) for Amp reading to the terminal between
amplifier module and solenoid valve, using test leads (3).
7. Move the lever of the Potentiometer Control into its final position; or
override manual the relay which allows 24 V operating voltage to the
amplifier module; thus the amplifier gets 24 V operating voltage. The
power LED and simultaneously LED A(+) or B(-) lights up, depending on
the polarity.
8. Turn the potentiometer (P) of the Service-Module until the multimeter
shows 1 VDC (it may be either positive or negative); the multimeter for the
current reading will show a value which should correspond to the value
giving in the circuit diagram e.g. 330 mA. (The first step (10 %) value)
If necessary correct the value with potentiometer (R1).
9. Turn the potentiometer (P) of the Service-Module further until the
multimeter shows 9 VDC; the multimeter for the current reading will show
a value which should correspond to the value giving in the circuit diagram
e.g. 660 mA. (The second step (90 %) value).
10. Repeat settings of item 8 and 9 until both mA values are stabilized, because
R1 and R2 influence each other.
* How to open and close the terminal:

Push the yellow stud (1) down with a screw driver and turn it 90° to the left to
open or to the right to close the terminal. A spring pushes then the stud
outwards and the contacts are either open or closed.
continued
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Cont'd:
11. If the setting with either positive or negative potential was successful, turn
the potentiometer (P) of the service module into the opposite direction and
check the settings with the other polarity i.e. if the first setting was done
with positive potential then turn the pot into negative direction; otherwise
vice versa.
12. Repeat the setting as described under item 7 to 10.
13. Remove multimeter, test wire, close* the terminals and reconnect the wire
to terminal 5 of the amplifier module.
Adjusting the Ramp Time

1. Turn potentiometer (Rt) 30 revolutions counter clockwise, to guarantee the
correct start position at the complete left side.
2. Turn potentiometer (Rt) so many revolutions clockwise as shown in the
table below (part of the electrical circuit diagram).

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The amplifiers for the crawler foot pedals are adjustable in the same way as
the amplifiers for the joy sticks.(refer to page 17 and 18 in this section)
The amplifier for the swing foot brake is similar.
Procedure for the swing foot brake:

1. Open* the respective separating terminal (T1) between the pedal unit and
the amplifier module to be set.
2. Open* the respective separating terminal (T2) between the amplifier module
to be set and the proportional solenoid valve.
3. Disconnect the wire from terminal five.
4. Connect the positive output of the service module with terminal five of the
amplifier module, using test lead (2).
5. Attach a multimeter for voltage reading to the service module, using test
lead (3).
6. Attach a multimeter (in series) for Amp reading to the terminal between
amplifier module and solenoid valve, using test lead (3).
7. Press the pedal fully down ; or manual override the relay which allows 24 V
operating voltage to the amplifier module; thus the amplifier gets 24 V
operating voltage.
8. Turn the potentiometer (P) of the Service-Module until the multimeter
shows 1 VDC ; the multimeter for the current reading will show a value
which should correspond to the value giving in the circuit diagram e.g. 10
mA. (10 % value)

continued
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Cont'd:
9. Turn the potentiometer (P) of the Service-Module further until the

multimeter shows 10 VDC; the multimeter for the current reading will show
a value which should correspond to the value giving in the circuit diagram
e.g. 500 mA. (100 % value).
) • It is important that the pilot pressure for the pressure increasing valve
is 30 +/- 1 bar.
For more information refer to section 8.2 „Swing Circuit“
10. Repeat settings of item 8 and 9 until both mA values are stabilized, because
R1 and R2 influence each other.
11. Remove multimeter, test wire, close* the terminals and reconnect the wire
to terminal 5 of the amplifier module.

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5.13 Adjusting the Ramp Time Module

(6) Service module
(P) Potentiometer
) • The following adjustments have to be done when commissioning the

machine and whenever the Ramp Time Module has been replaced.
• Do not start the engine, turn only the key switch in ON – position.
Basic Adjustment:
1. Connect 0VDC with a test lead from the red positive terminal of the service module
(6) to terminal 5 of the Ramp Time Module (3) and adjust with "Pot Z" a value of 0
VDC measured at terminal 7. Disconnect the test lead after the setting is done.
2. Connect +10VDC with a test lead from the red positive terminal of the service
module (6) to terminal 5 of the Ramp Time Module (3) and adjust with "Pot G" a
value of 10 VDC measured at terminal 7. Check the negative voltage as well(- 10
VDC). Disconnect the test lead after the setting is done.
) • Repeat settings of item 1 and 2 until both values are stabilized, because
"Pot Z" and "Pot G" influence each other.
• The factory setting of potentiometer "w1" to "w4" for the command
value call-ups must not be adjusted.
continued
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Cont'd:

(1) Control lever (joystick)
(4) Proportional-Amplifier-Module
(5) Relay (Supply Voltage)
Ramp time adjustment in relation to the operating movements:
3. Disconnect the cables at terminal 3 and terminal 5 of the respective module.

Connect 24Volt with a test lead to terminal 9, 10, 11 and 12 one after another and
adjust with the respective "Pot t1, t2, t3 and t4" the values giving in the table on the
next page. (Measure the voltage only at the Measurement socket "t" of the ramp
time module)
4. To check the adjustments under operating conditions reconnect terminal 3 and

terminal 5 and measure the ramp time with a stopwatch.
5. If the above mentioned values are not suitable for the local working conditions, for
example due to, different Attachments or different operation feeling of the operator,
the ramp time can be changed according to the NOTE on illustration
Z 21645, to ensure smooth and efficient working cycles.
continued
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Cont'd:
E48 Stick
24 Volt at Joy stick Signal Pot Value to be measured at socket "t"
Terminal 9 Neutral ⇒ Stick out 0V to +10V t1 0,10 Volt = 1000ms
Terminal 10 Stick out ⇒ Neutral +10V to 0V t2 5,00 Volt = 20ms
Terminal 11 Neutral ⇒ Stick in 0V to -10V t3 0,10 Volt = 1000ms
Terminal 12 Stick in ⇒ Neutral -10V to 0V t4 5,00 Volt = 20ms
E49 Boom
Terminal 9 Neutral ⇒ Lower 0V to +10V t1 0,10 Volt = 1000ms
Terminal 10 Lower ⇒ Neutral +10V to 0V t2 5,00 Volt = 20ms
Terminal 11 Neutral ⇒ Lift 0V to -10V t3 0,10 Volt = 1000ms
Terminal 12 Lift ⇒ Neutral -10V to 0V t4 5,00 Volt = 20ms
E50 Swing
Terminal 9 Neutral ⇒ Swing R 0V to +10V t1 0,20 Volt = 500ms
Terminal 10 Swing R ⇒ Neutral +10V to 0V t2 0,10 Volt = 1000ms
Terminal 11 Neutral ⇒ Swing L 0V to -10V t3 0,20 Volt = 500ms
Terminal 12 Swing L ⇒ Neutral -10V to 0V t4 0,10 Volt = 1000ms
E50b Swing brake

Terminal 9 Neutral ⇒ counter swing right 0V to +10V t1 0,10 Volt = 1000ms
Terminal 10 Counter swing right ⇒ Neutral +10V to 0V t2 5,00 Volt = 20ms
Terminal 11 Neutral ⇒ counter swing left 0V to -10V t3 0,10 Volt = 1000ms
Terminal 12 Counter swing left ⇒ Neutral -10V to 0V t4 5,00 Volt = 20ms
E51 Left crawler

24 Volt at Pot Value to be measured at socket "t"
Terminal 9 t1 0,10 Volt = 1000ms
E52 Right crawler

24 Volt at Pot Value to be measured at socket "t"
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Components Section 6.0
Page 1
Section Page
6.0 Components
6.1 Hydraulic
6.1.1 Main Control Blocks and High Pressure Filter 2
6.1.2 Distributor Manifold – Location of Restrictor blocks 3
6.1.3 Restrictor Block with Pressure Relief Valve (Type 131) 4
6.1.4 Restrictor Block with Pressure Relief Valve (Type 132) 5
6.1.5 Anti Cavitation Valve Block (Type 109) 6
6.1.6 Anti Cavitation Valve Block (Type 142 - 145) 7
6.1.7 Remote Control Valves 8
6.1.8 Directional Solenoid Valves (Three positions / 4-ways) 9
6.1.9 Proportional Solenoid Valves 10
6.1.10 High Pressure Filter 11
6.1.11 Control Blocks and Valves 12 - 16
6.1.12 Travel Brake Valve 17
6.1.13 Pressure Reducing Valve 18
6.1.14 Directional Solenoid Valves (Two positions / 4-ways) 19
6.1.15 Pressure Increasing Valve 20
6.1.16 Hydraulic Cylinder 21
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6.1.1 Main Control Blocks and High Pressure Filter

Legend for illustration (Z 22727c):
Circuit No. I
(127/I) Main Control block (Travel L.H. / Stick / Bucket / Boom)
(18.2) High pressure filters for main pumps 2 + 6 (double unit), with
differential pressure switches B6-1 and B6-2.
(32.1+32.2) Anti Cavitation Valve (ACV) – Travel motors
(32.4) ACV – Bucket cylinder rod side
(32.5) ACV – Bucket cylinder piston side
(33.1) Service-line Relief Valve (SRV) – Stick cylinder rod side
Circuit No. II
(128/II) Main Control block (Swing / Boom / Stick / Bucket)
Circuit No. III

(129/III) Main Control block (Travel R.H. / Boom / Bucket / Stick)
(32.9+32.10) Anti Cavitation Valve (ACV) – Travel motors
(33.4) SRV – Boom cylinder rod side
(33.5) SRV – Stick cylinder rod side
Circuit No. IV
(130/IV) Main Control block (Clam / Bucket / Stick / Boom)
(33.7) SRV – Boom cylinder rod side
(33.9) SRV – Stick cylinder piston side
) • There is one Main Relief Valve in each control block
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6.1.2 Distributor Manifold - Location of restrictor blocks and anti cavitation valves
Front Shovel Attachment
(SB) Synchronization (Equalization) block
(SL) Synchronization (Equalization) lines
Pressure check point
(73) Distributor manifold
(142) Section A – B, Anti Cavitation Valve (ACV) Block , Boom
cylinder
(132.1+.2) Section B Restrictor blocks, Boom cylinder piston side
with SRVs and check points M16.1 + M16.2
(131.1) Section C Restrictor block, Bucket cylinder piston side
with SRV and pressure check point M17.1
(131.4) Section E Restrictor block, Bucket cylinder piston side
(92) Section F Valve block SRVs, Clam cylinder piston side
with check points M20.1 + M20.2 + M20.3
(109.2) Section G ACV Block, Stick cylinder rod side
(131.5+.6) Section H Restrictor blocks, Stick cylinder piston side
(143) Section H – J, Anti Cavitation Valve (ACV) Block , Stick cylinder
(131.7+.8) Section K Restrictor blocks, Stick cylinder piston side
(131.9) Section L Restrictor block, Clam cylinder rod side
(144) Section M – N, Anti Cavitation Valve (ACV) Block, Bucket cylinder
(131.11+.12) Section N Restrictor blocks, Bucket cylinder piston side
(132.3+.4) Section P Restrictor blocks, Boom cylinder piston side
(145) Section P – Q, Anti Cavitation Valve (ACV) Block, Boom cylinder
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6.1.3 Restrictor Block with Pressure Relief Valve

(Type 131.1 – 131.13 of the hydraulic circuit diagram)
) • A restrictor block is used for limiting cylinder lowering speeds.

• A Service Line Relief Valve is installed to limit the maximum system
pressure due to external forces.
(1) Adjustment spindle

(2 + 3) O-ring with back-up ring
(4) Retainer
(5 + 6) O-ring with back-up ring
(7) Spring
(8) Spring cup
(9) Throttle sleeve
(10) O-ring
(11 Housing
(12) Return line port, T
(13) Pressure relief valve
(14) Allen bolt
(15) Clip ring
(16) Lock nut
A+B Line ports
M Pressure check point
Y Control oil drain port
T Return line port
Function:
Setting of the maximum permissible cylinder speed (flow B to A) is carried
out by spindle (1). Depending on the spindle setting, the radial holes (9.1) in
the valve poppet (9) will be partially opened to achieve the required throttling
of the oil flow.
The extra holes (fixed throttle 9.2) prevents the valve from becoming
completely closed.
For the lifting operation (flow A to B), the valve poppet (9), which is guided
by the spindle (1), is pressed against spring (7) so that the valve will be
completely open.
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6.1.4 Restrictor Block with Pressure Relief Valve

(Type 132.1 – 132.4 of the hydraulic circuit diagram)
) • A restrictor block is used for limiting cylinder lowering speeds.

• A Service Line Relief Valve is installed to limit the maximum system
pressure due to external forces.
(1) Adjustment spindle (17 + 17.1) Pressure relief valve, pilot

operated
(2 + 3) O-ring with back-up ring (18) Jet bore, 1.2 mm
(4) Flange (19) Flange
(5 + 6) O-ring with back-up ring (20) Allen bolt
(7) Spring (21 Correction shim(s)
(8) Spring cup (22) Valve housing
(9) Throttle sleeve (23) Valve spring
(10) Lock nut 24 + 25) O-ring with back-up ring
(11) Housing (26) O-ring
(12) Clip ring A+B Line ports
(13) Allen bolt T Return line port
(14) Jet bore, 1 mm M Pressure check point
(15 + 16) O-ring with back-up ring Y Control oil drain port
Function:
Setting of the maximum permissible cylinder speed (flow B to A) is carried
out by spindle (1). Depending on the spindle setting, the radial holes (9.1) in
the valve poppet (9) will be partially opened to achieve the required throttling
of the oil flow.
The extra holes (fixed throttle 9.2) prevents the valve from becoming
completely closed.
For the lifting operation (flow A to B), the valve poppet (9), which is guided
by the spindle (1), is pressed against spring (7) so that the valve will be
completely open.
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6.1.5 Anti Cavitation Valve Block

(Type 109.1 + 109.2 of the hydraulic circuit diagram)
) • ACVs are installed to avoid cavitation damages on users (hydraulic

cylinders), by compensating a possible lack of oil, when the SRV at the
opposite side of the cylinder opens (see circuit diagram).

(1) Housing
(2) Valve cone
(3) Spring
(4) O-ring
(5) Control and leak oil bore
(6) Cap screw (torque 900 Nm)
S Supply line (Return oil pressurized to approximately 10 bar by
back pressure valve)
A and B Line connections
Function:
The circuit pressure in the line A and B hold the valve cone (2) closed. The
pressure of the supply line S forces onto the valve cone.
The valve cone opens, whenever the pressure at the A and B side is lower
than the back pressure at return oil port S, to allow necessary oil supply into
the circuit.
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6.1.6 Anti Cavitation Valve Block

(Type 142 -145 of the hydraulic circuit diagram)
) • ACVs are installed to avoid cavitation damages on users (hydraulic

cylinders), by compensating a possible lack of oil, when the SRV at the
opposite side of the cylinder opens (see circuit diagram).

(1) Housing
(2) Valve cone
(3) Spring
(4) O-ring
(5) Support ring
(6) Cap screw (torque 900 Nm)
(7) Control and leak oil bore
S Supply line (Return oil pressurized to approximately 10 bar by
back pressure valve)
A and B Line connections
Function:
The circuit pressure in the line A and B hold the valve cone (2) closed. The
pressure of the supply line S forces onto the valve cone.
The valve cone opens, whenever the pressure at the A and B side is lower
than the back pressure at return oil port S, to allow necessary oil supply into
the circuit.
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6.1.7 Remote control valves
) • Remote control valves are part of the electric-hydraulic control system

(1 - 8) Pilot pressure lines to the control block
(9) Pilot pressure supply port
(10) Return to tank port
(11) Manifold block
(12) Double directional solenoid valve
(13) Single proportional solenoid valve
(14) Plug-in orifice for A / B ports
Function:
The electric-hydraulic control system is used to control the direction and
volume of oil flow to the operating cylinders and motors via the main control
valve blocks.
When a lever (or pedal) is actuated, a proportional solenoid valve (13) and
one of the directional solenoid valves (12 either a or b) are energized, and
allows the pilot pressure oil to flow to the spools of the main control blocks.
The proportional solenoid valve alters the pilot pressure, proportional to the
lever deflection, this results a spool movement between neutral and full
stroke position.
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6.1.8 Directional Solenoid Valves (Three positions / 4-ways)
) • This solenoid operated directional spool valves are installed to control

the start, stop and direction of an oil flow.

(1) Housing
(2) Solenoids
(3) Control spool
(4) Reset springs
(5) Plunger
(6) End cover
(7) Plug-in orifice
Function:
In un-operated condition the control spool (3) is held in the neutral or
starting position by the reset springs (4). Operation of the control spool is by
means of oil immersed solenoids (2).
The force of the solenoid (2) acts via the plunger (5) on the control spool (3)
and pushes its from its resting position into the required end position. This
results in the required free flow from P to A and B to T or from P to B and
A to T.
When the solenoid (2) is de-energised, the control spool (3) is returned to its
original position by the reset springs (4).
Where necessary restriction orifices are installed into the valve ports, to
reduce the oil flow.
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6.1.9 Proportional Solenoid Valve
) • This valves are responsible for the creation of a variable control

pressure proportional to the electrical signal output of an amplifier.

(1) Proportional solenoid (5) Pressure measuring spool
(2) Control piston (6) Connection plug
(3) Valve housing (7) Return spring
(4) Pressure measuring spool (8) Bleed screw
Function:
In unoperated condition the control spool (2) is held in the neutral or starting
position by reset springs.
The control spool (2) is directly operated by the proportional solenoid (1).
If the solenoid is energized, it produces a force to operate the control spool (2) via
the pressure measuring spool (4) and moves the spool to the left. Oil flows from P
to A. As pressure in A increases, it passes via the radial borings in the control
spool (2) to the inner end of the pressure measuring spool (2).
The force generated by the pressure now works against the solenoid force and
pushes the control spool (2) to the right (closing direction) until a balance is
achieved between the two forces. In order to achieve this, the pressure measuring
spool (2) moves to the left until it is supported by the pin (5).
When the force balance is achieved, the connection between P and A is
interrupted and the pressure in line A is held constant.
Any reduction in the solenoid force leads to the pressure force exceeding the
solenoid force on the control spool (2). The control spool is then moved to the
right causing a connection from A to T allowing the pressure to fall until a
balance is re-established at a lower level.
At rest, when the solenoid is de-energized, ports A and B are open to tank, whilst
port P is blocked from both ports A and B.
• In order to achieve optimum functioning of the valve, it must be bleed

when commissioning:
- Supply pressure to the valve
- Remove plug 8
- When no more air bubbles appear screw in plug 8.
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6.1.10 High Pressure Filter
) • There is one filter in each pump line installed.

(1) Filter housing (7) Spring
(2) Drain plug (8) Differential pressure switch
(3) O-ring (9) O-ring
(4) Back-up ring (10) Allen bolt
(5) Filter element (11) Lock washer
(6) O-ring
P1 Higher static pressure

P2 Lower static pressure
a Electrical connection
b REED contact
c Permanent magnet piston
d Spring
e Plug screw
Function:
High-pressure in-line filters prevent contamination from entering the
hydraulic circuits. The spin-on filters are installed between the main
hydraulic pumps and multi-valve control blocks. All hydraulic components,
behind the pumps, are effectively protected from damage and undue wear.
Each filter is equipped with a differential pressure switch to monitor the filter
flow restriction. If the pressure reaches an unsafe difference of 8.5 bar, a
message appears on the display in the cab.
Example:
Fault No. 674: $h: High pressure filter #5 or pump #5
(677) restricted. Stop Motor 2
Help: Differential pressure switch B5-2 not closed.
- Clean or replace filter element.
- Check pump
or
Fault No. 644: $h: Start of motor 2 blocked due to
(647) contamination of pump #5
Help: Differential pressure switch B5-2 not closed.
- Check cables to differential pressure switch B5-2.
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6.1.11 Control Blocks and Valves
) • This is a principle drawing, showing valve block I to IV.

(1) Control block housing (8) Port B, to cylinder/motor
(2) Cab ("A side) (9) Port A, to cylinder / motor
(3) Cap ("B" side) (10) Fine controlling grooves
(4) Spool (11) Port P, from pumps
(5) "B" side service line ports (12) Port T, to tank
(6) Centering springs (13) Load holding valves
(7) MRV, main relief valve
Control blocks with "Open Center and Closed Ports".

Control blocks I, II, III and IV are 4-spool blocks.
See hydraulic circuit diagram for spool details.
Each spool is provided with "Fine Controlling Grooves" and ring grooves for
hydraulically centering of the spool.
Between 8 and 19 bar pilot pressure the spools are moved in their fine control
range.
The 4-spool blocks are equipped with different spools, depending on function
and priority.
a2 / a3
Spools without a symbol (standard) are connecting the rod side of the cylinders
with the pump supply line and the piston side with the tank.
Spools with #-symbol are connecting the piston side of the cylinders with the tank
only. (lowering with free pump circulation, i.e. the pressure channel is connected
to the center channel, so that pump flow is available for other functions.)
Spools with $-symbol (floating) are connecting the piston side of the cylinders
with the rod side and also with the tank.
The Load Holding Valves are installed inside of the spool, for each port to
the cylinder or motor one valve. The hydraulic diagram shows only one.
The MRV is a pilot operated pressure relief valve.
continued
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Cont'd:

(1) Main relief valve (MRV)Control block housing
(2) Check valve (Load holding valve)
(3) Anti cavitation valve (ACV)
(4) Service line relief valve (SRV)
Explanation of the schematic drawing of the control block:

The hydraulic oil flows through the control block from port P to T, if all
spools are in neutral position ("pressure-less circuit" or “Free circulation“).
(A) 4-spool valve block

Example 1: Spool #1 moves up when pilot pressure is build up in the control pipe
line a1. (Imagine the upper symbol box moves to the center position.)
Now pump oil flows through check valve (2) to the user port A1 (travel motors)
because the free flow circulation to the hydraulic reservoir is closed. The main
relief valve (1) limits the maximum operation pressure in this circuit. Via port B1
the return oil from the travel motors is flowing back to the hydraulic oil reservoir.
During down hill travel motion and stopping procedure the ACV’s (3) prevents
cavitation on the hydraulic motors. Because during these short periods of time the
hydraulic motor needs a higher oil supply than the pump can deliver.
Example 2: Spool #2 moves up when pilot pressure is build up in the control pipe
line a2. (Imagine the upper symbol box moves to the center position.)
Now pump oil flows through check valve (2) to the user port A2 (stick cylinder
rod side) because the free flow circulation to the hydraulic reservoir is closed. The
main relief valve (1) limits the maximum operation pressure in this circuit. Via
port B2 the return oil from the stick cylinder piston side is flowing back to the
hydraulic oil reservoir.
SRV (4) is installed to limit maximum possible pressure peaks in the service line..
Shortly high pressure closes check valve (2) which secures the hydraulic pump
from pressure peaks.
The check valves (2) have also the function of load holding valves because during
the fine controlling period all lines are connected together (negative over-
lapping). The load pressure is for a moment higher than the pump pressure.
continued
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Cont'd:

(1) Spool
(2) Centering springs
(3) Load holding valve
Function:
Reset springs (2) moves the spool (1) in neutral position.
Fine control grooves provide for sensitive controlling, because a motion is

started always while the pressure oil and the return oil first passes this fine
control grooves before spool (1) is inter connecting the entire groove to the
user channel.
Upper picture:
In neutral position of spool (1) the pump oil is flowing back via port PU to the
tank.
Lower picture:
Example. The spool is moved by pilot pressure on the left spool side to right
position: Port PU is closed and the connection through the holding valve (3) to
the user (port A) is open. Also the connection from the other user side (port B
return) is connected to the port T (return line to tank).
continued
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Cont'd:

(01) Service -Line Relief Valve (9) Set screw
(02) Anti Cavitation Valve (10 Lock nut
(03) Main Relief Valve (11) Spring, pilot part
(04) Closing plate (12) Poppet
(5) Plug screw (13) + 16) Jet bore
(6) Spring (14) Spring, main cone
(7) Valve cone (15) Main valve cone
(8) Dust cap (17) Pilot oil dump line to tank
MRVs and SRVs are pilot operated relief valves. The MRV limits the max.
Pump supply line pressure. The SRV limits the max. possible pressure peak in
the service-line.
The valves have an „opening characteristic“. That means, that in case of
contamination after the response procedure no further pressure increasing is
possible and damages are avoided.
Function:
The circuit pressure P forces with the force F1 on the piston surface A of the
main valve cone (15). Because there is via the jet bore (16) the same pressure on
the back side of the main cone, this results together with the spring (14) force in
a force F2 that keeps the main cone closed. Via the jet bore (13) the circuit
pressure is in front of the poppet (12). Exceeds the circuit pressure the setting
value of the spring (11), the poppet opens against the force of the spring (11).
This causes that the force F2 decreases and there is no more balance condition
between F1 and F2. Valve cone (15) is moved upwards by the greater force F1.
That means there is now a direct connection from port P to T (tank).
ACVs serve for compensation possible lack of feed when the SRV at the
opposite port is actuated (see circuit diagram) and for avoiding cavitation
damages. In addition, to supply a user in case it is continuously moved by
acceleration forces at zero position of the control spool.
Function:
The circuit pressure inside the spring chamber closes the valve cone (7).
The back pressure of the return line acts on the surface of the valve cone (7).
Whenever the pressure in the service-line is lower than the springs force the
valve cone opens by the force of the back pressure and hydraulic oil is additional
supplied.
continued
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Cont'd:
Load Holding Valve

((1) Spool
(2) Centering springs
(3) Load holding valve
Control Blocks I to IV (4-spool blocks)

Two load holding valves are fitted into each spool of the control blocks, one
valve for each port (A and B).
They have three tasks:

1. When circuit pressure due to attachment weight is higher than pump
pressure these valves prevent dropping of the attachment, within their
sensitive (fine controlling) range.
2. Due suddenly pressure peaks in the service lines the valves also protect
the pump.
3. When two pumps flows are used for one user they ensure that at least
the flow of one pump reaches the user in case one MRV is defect or not
more correct adjusted.
That means: Up to the max. Pressure of the defective valve both load holding
valves are open allowing the flow of both pumps to the user, then one valve will
be closed by the higher pressure and the flow of one pump only flows to the
user.
Function:
In neutral position (upper picture) of the spool (1) both valve cones (3) are
closed by the springs (2).
In switched position (lower picture) forces the circuit pressure onto the front
area of the valve piston (3).
This force moves the piston against spring (2) and allows the oil to flow from
the pump supply port (P) to the user port (A) and from port B to the return oil
passage (T).
If due to an external force the pressure directed to the pump overcomes the
pressure in the pump line; this pressure (force) closes the valve
(direction P to A).
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6.1.12 Travel Brake Valve
Illustration Z 21695
Task:
Travel brake valves control the oil flow from the hydraulic motor to the tank
depending on operating pressure. This braking action prevents the motors from
overspeeding.
Function:
Spring force keeps the spool in the lowest flow position. with increasing
operating pressure the opening for the return oil flow becomes larger.
On its way to the hydraulic motor the oil flows from A to A1 respectively from
B to B1 depending on the selected travel motion.
Example:
Operating pressure at port A moves spool (1) against the force of the spring (2)
and opens the way for the return oil (B1 to B).
Check valve (3) prevents a direct oil flow from B1 to B.
If the operating pressure decreases to such an extend that the spring force
overcomes the pressure, the flow to the tank becomes restricted, resulting in
braking of the machine.
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6.1.13 Pressure Reducing Valve
) • Pressure reducing valves are installed to reduce the common 45 bar

pilot pressure to a lower pressure for other systems, e.g. the hydraulic
track tensioning system.
(1) Set screw

(2) Spool
(3) Compression spring
(4) Threaded sleeve
(5) Non return valve
(6) Boring
(7) Spring chamber
(8) Control land
Function:
Pressure reducing valves type DR & DP are direct operated valves of 3 way
design, e.g. with a pressure relief function on the reduced pressure side.
At rest, the valve is normally open, and fluid can flow unhindered from port P
to A. Pressure in port A is also present on the end of the spool (2), via control
line (6), opposing the compression spring (3). When the pressure in port A
reaches the pressure level set at spring (3), spool (2) moves to the control
position and holds the pressure in port A constant.
Fluid to control the valve is taken from port A via the boring (6).
If the pressure in port A rises still further due to external forces, the spool (2)
is moved still further towards the compression spring (3).
This causes a flow path to be opened over control land (8) in the control spool (2)
to tank. Sufficient fluid then flows to tank to prevent any further rise in pressure.
An optional non return valve (5) is available to allow free flow from A to P.
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6.1.14 Directional Solenoid Valves (Two positions / 4-ways)
) • This solenoid operated directional spool valves are installed to control

the start, stop and direction of an oil flow.

(1) Housing
(2) Solenoid
(3) Control spool
(4) Return spring
(5) Plunger
(6) Dust cap with stem for manual operation
Function:
When there is no flow through the valve, control spool (3) is held in neutral
or output position by means of the return springs (4). The control spool (3) is
operated by means of oil immersed solenoid (2).
The force of the solenoid (2) effects control spool (3) by means of the plunger
(5) and pushes it from its resting position to the required end position.
This results in free flow from or P to B and A to T.
When solenoid (2) is de-energized, control spool (3) is moved back to its
resting position by means of return springs (4).
An optional hand emergency (6) allows movement of the control spool (3)
without energizing the solenoid.
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6.1.15 Pressure Increasing Valve
) • The pressure increasing valve is a remote controlled pressure relief

valve, actuated by hydraulic pressure. The individual pressure is in
such a way determined by the pilot pressure.

(1) Pilot valve with valve seat
(2) Valve poppet
(4) Main valve with sleeve
(5) Main piston
(6) Closing spring
(7+8) Set screws
(9) Piston
(10) Pin
(11+12) Jet bore
(13+14) Lock nut
Function:
The valve poppet (2) is connected via the jet bores (11) and (12) with the P
port.
If static pressure increase above the set pressure value, the valve poppet (2)
opens and allows oil to flow freely to tank (T1). This oil generates a pressure
drop in the spring chamber of the main spool, the closing force of the spring
(6) is cancelled, and the main piston (5) opens to allow the pump flow to flow
to tank (T2).
Damped opening and closing is obtained by the throttled volumetric change.
By applying external pressure of Pst max = 45 bar to the main spool (9) via
port X, the pre-tensioning of the pressure spring (3) is increased by the amount
of the piston stroke "S" and system pressure is increased correspondingly.
The possible pressure increase p is 440 bar max. or 440 bar minus the basic
setting.
The setting is fixed by means of the setting screw (7) and lock nut (13); 1 turn
of the screw = 150 bar.
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6.1.16 Hydraulic Cylinder
General A
(1) Piston rod Flange bushing: Boom-, Stick-, Bucket-Cylinder
(2) Rod eye bushing A1 Scraper ring
(3) Piston A2 Support bushing
(4) Cylinder tube A3 Hard-plastic back-up ring
(5) Piston fitting key A4 Back-up ring
(6) Piston nut A5 Chevrons
(7) Piston nut lock (threaded pin) A6 Header ring
(8) Foot end eye bushing A7 Scraper retainer ring
A8 Cover
A9 Steel shims (splitted)
B
Flange bushing: Clam cylinder C = Piston rings
B1 Scraper ring C1 Piston seal ring
B2 „BD“ seal (Dynamic Seal) C2 Piston guide rings, hard
C3 Piston guide, soft
C4 O-ring with back-up rings
Explanation of the cylinder
markings
430/290X3150 Piston diameter / Rod diameter X Stroke
430630 40 Cylinder drawing number (identical with part
No.).
11 / 97 Assembling Month and year (final figure).
261 Internal counting number.
DB 55. Assembling crew personal code
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Main Hydraulic Pumps Section 7.0
and Page 1
Pump Regulation System
Section Page
7.0 Main hydraulic pumps and pump regulation system
General 2–5
7.1 Main Pumps

7.1.1 Location of Pumps, drive speed and flow rates 6
7.1.2 Pump bearing flushing / lubrication 7
7.1.3 Operating Principles 8 – 15
7.1.4 Checks and Adjustments 16 – 20
7.2 Electronic Pump Regulation System

7.2.1 Electronic load limiting control - General 21
7.2.2 Microcontroller MC7 with Fault Code Diagnostic 22 + 23
7.2.3 Checks and adjustments - General 24
Method A - X1-pressure adjustment with 24V 25
supply to separating terminals at
the X2-switch board.
Method B - With the electronic service tool BB-3
- Language selection 26 + 27
- Excavator Type selection 28 + 29
- X1-pressure (max. current) adjust. 30+ 31
Method C - With a laptop and BODEM software
- Starting the program 32 + 33
- Language selection 34
- Excavator Type selection 35
- X1-pressure (max. current) adjust. 36
7.3 Hydraulic Constant Regulation System

7.3.1 General 37
7.3.2 X1-pressure adjustment (constant-pressure) 38
7.4 Determination of the Peak point 39 + 40
7.5 Engine speed sensor (pick up)

7.5.1 Engine speed sensor (pick up) adjustment 41
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General lay out (Hydraulic only)

(1 - 8) Main hydraulic pumps
(9.1 + 9.3) Pilot pressure pumps
(68.1 + 68.7) Pilot pressure filter unit
(252.1) 45 bar pressure reducing valve

(252.2) 60 bar pressure relief valve
(252.3) Check valve
(252.3) Check valve
(253.1) Change over valve: "Electronic or Hydraulic regulation" Engine 1

(253.2) Pressure reducing valve: "Pump regulation pressure X1 at
hydraulic
pump regulation" (Hydraulic constant regulation mode) Engine 1
(Y61-1) Proportional solenoid valve: "Pump regulation pressure X1 at
electronic pump regulation " (Standard operation mode) Engine 1
(254.1) Change over valve: "Electronic or Hydraulic regulation" Engine 2

hydraulic
pump regulation" (Hydraulic constant regulation mode) Engine 2
electronic pump regulation " (Standard operation mode) Engine 2
(255.4) Pressure reducing valve: "Remote control pressure" ½ Q-max flow

reduction for the warming-up period.
(Y17) Solenoid valve: "Remote control pressure"
Q-min flow for all main pumps
(Y17a) Solenoid valve: "Remote control pressure"
½ Q-max flow reduction for all main pumps
(Y100) Solenoid valve: Not used
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Pump regulation system
General
Controlled output flow of the main pumps is necessary:
• To utilize the available motor power most efficiently in every operating
mode.
• To limit the power consumption of the hydraulic pumps depending on the
load of the motor. (Electronic pump regulation with micro-controller MC7)
• For additional functions, such as temperature-dependent flow reduction.
Function:
X1 – pump regulation pressure (0 – 34 bar):

The power controller of the main pumps can be remotely controlled by
applying an external pilot pressure (X1 ) at port X LR to the spring chamber of
the power control valve. The start of destroking can be varied in proportion to
the applied X1 - pressure.
X2 – pilot pressure (45 bar):

Constant pilot pressure to regulate the main pumps at special circumstances,
e.g. to fix the pumps in Q-max position while servicing the machine.
X3 – remote control pressure (0 / 15 / 45bar):

Basic setting Q-min (0 bar), the flow rate increases with the
pilot pressure X3 at port Pst, up to Q-max (45 bar).
The hyperbolic power control is superimposed on the pilot pressure
signal and keeps the specified drive power constant. (p x Vg = constant).
The flow rates are:
Q-min.: X3 = 0 bar
½ Q-max.: X3 = 15 bar
Q-max.: X3 = 45 bar
X4 – pump support pressure (60 bar):

Constant pilot pressure to support the regulation function at low operating
pressure and to lubricate the main pump bearings.
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Pump regulation system general
Function:
Solenoid valve Y17:
If de-energized pumps #1-4 are in Q-min position.
It gets energized as soon as one of the control levers/pedals has been operated
and stays energized as long as the temperature state is above T3.
It gets de-energized whenever all controls are in neutral position for more
than 20 seconds and a temperature state between T1 and T3.
Solenoid valve Y17a:
The solenoid is de-energized as long as the temperature state is below „T2“
(depending on the filled in hydraulic oil) shown in the table. ( pumps #1-4 are
in ½ Q-max. position for warm up)
It gets energized at a temperature state between T2 and T4 as soon as one of
the control levers/pedals has been operated and gets de-energized without
delay whenever all controls are in neutral position.
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Pump regulation system general
Function:
Proportional Solenoid valve Y61-1:

This valve, connected to the MC7 micro-controller (electronic pump
regulation), creates a X1-pressure depending on the load of engine 1.
This X1-pressure is the information to reduce pump delivery, in order to keep
the engine at rated speed of approx. 1800 RPM.
Pressure reducing valve 253.2:

Pump regulation pressure X1 at "hydraulic pump regulation" (Hydraulic
constant regulation mode) by the function of change over valve (253.1) for
engine 1.
Proportional Solenoid valve Y61-2:

This valve, connected to the MC7 micro-controller (electronic pump
regulation), creates a X1-pressure depending on the load of engine 2.
This X1-pressure is the information to reduce pump delivery, in order to keep
the engine at rated speed of approx. 1800 RPM.

Pump regulation pressure X1 at "hydraulic pump regulation" (Hydraulic
constant regulation mode) by the function of change over valve (254.1) for
engine 2.

"Remote control pressure" (X3)
- ½ Q-max flow reduction during the warming-up period for all pumps by
the function of solenoid valve Y17a.
Change over valve 253.1 and 254.1:

Change over three way cock valve to select "Electronic or constant regulation
mode", one for each engine.
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7.1 Main Pumps
7.1.1. Location of Pumps

(1 - 8) Axial piston pump (swash plate type)
theoretical flow rate, each 1034 Liter/min
for all working motions
(9.1 + 9.3) Gear pump

for pilot pressure supply
(9.2 + 9.4) Gear pump

for PTO gear lubrication

• Hydr. oil cooler fan drive
• Additional oil cooler fan drive
• PTO cooler fan drive

• Engine radiator fan drive
) • * at 1800 min-1 input drive speed
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7.1 Main Pumps
7.1.2. Pump bearing flushing / lubrication

The installed main pumps are provided with an external cooling and lubrication
system for flushing of drive shaft bearing and shaft seal.
Oil supply is provided from the X4-pressure circuit.
To reach the restricted guidance of the coolant for external bearing flushing, the
throttle screw (located behind the union at port U) must screwed in all the way.
An information sign is fixed at the pump.

(1 – 8) Main pumps
(94.1 – 94.8) Orifice (one for each main pump)
(68.1 + 68.7) Filter for pilot pressure
(U) Port for the pump bearing flushing / lubrication
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7.1 Main Pumps
7.1.3 Operating Principles

Main hydraulic pump A4VSLO 750 LR3DN / 30L
Type code explanation:
A4VSLO 750 LR 3 D N / 30 L
Rotation
Series
Basic adjustment for minimum displacement
With pressure control
Hydraulic remote adjustment facility
Constant power with hyperbolic curve
Displacement in cm3 at one (1) revolution
Axial piston pump series 4, variable displacement ,swash plate design for open circuits with charge pump
Function and characteristics:

• The A4VSLO variable displacement axial piston pump in swash plate
design is intended for drives in open circuit operation.
• The flow volume is proportional to the drive speed and the displacement.
By adjusting the swash plate a infinitely variable flow adjustment is
possible.
• Pumps of the same nominal size can be built onto the trough drive.
Combinations with gear pumps are also possible.

(1) Drive shaft
(2) Cylindrical roller bearing
(3) Slipper pad
(4) Swivel angle indicator
(5) Positioning piston
(6) Swivel pin
(7) Cylinder with pistons
(8) Final connecting plate
(9) Cylindrical roller bearing
(10) Impeller (charging pump)
(11) Splints for the through drive coupling (Aux. pump drive)
(12) Swivel cradle
(13) Q-min stop bolt
(14) Power control valve
(15) Pressure balance valve
(16) Power curve correction
(17) Pressure cut off valve
(18) Q-max. stop bolt
(19) Remote control valve
continued
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7.1 Main Pumps

Cont'd:
Symbol of main hydraulic pump A4VSLO 750 LR3DN / 30L
(1) Main pump (swash plate pump, variable displacement)
(2) Charging pump (impeller type pump)
(3) Pump bearing group
(4) Drive shaft
(5) Non return valves
(6.1) Mechanical stroke limitation*
(6.2) Remote pressure (PST) operated piston for item 6
(6.3) Mechanical stroke limitation*
(7) Spool valve (pressure balance valve)
(8) Nozzle
(10) Nozzle
(11) Pressure cut-off valve
(12) Auxiliary pump (Gear pump, fixed displacement
(14) Slipper pad piston
(15) Lever
(16) Cam
(17) Through drive shaft
) • * Factory side adjusted, no field adjustment required
B/B1 Pressure port

S Oil intake (suction port)
MB Operating pressure check point
ML Charging pressure check point
MST Control pressure check point
R Filler and bleeder port
T Connection port for chip indicator
P Pump support pressure (”X4”-pressure)
PST Remote control pressure port (”X3”-pressure)
U Bearing flushing port
XLR Regulating pressure port (”X1”-pressure)
continued
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7.1 Main Pumps

Cont'd:
Sectional drawing of Power Controller LR3DN / 30L

(6.1) Mechanical stroke limitation
(6.2) Remote pressure (PST) operated piston for item 6
(6.3) Mechanical stroke limitation
(7) Spool valve (pressure balance valve)
(14) Slipper pad piston
(15) Lever
) • Refer also to illustration Z 21550 on the previous page.
continued
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7.1 Main Pumps
7.1.3 Operating Principles, illustration (Z 21552)

Cont'd:
Q-min position: (remember Q means volume)
When are the pumps in Q-min position?

A: Engine at standstill
B: Engine running and the controls are not used for 20 sec. or longer
at temperature state between T1 and T3.
C: Engine running and service switch S155 activated (Qmin-position)
Example C with the following conditions:

• Engine running (high idle)
• Pump pressure smaller than X4 = 60 bar (pump support pressure)
• X1 = 34 bar (pump regulation pressure), this pressure will not influence
the Q-min position under these conditions.
• X3 = 0 bar (remote control pressure); Y17 de-energized (S155 Qmin activated)
for all pumps.
• X4 = 60 bar (pump support pressure)
Pump support pressure is present at valve #7, the slipper pad of
piston #14 and the small area side of the positioning piston #13
Response of pump control mechanism:

Valve #7 moves to position "b" because the X4-pressure will overcome the
spring force, since the oil behind nozzle (8) flows through valve #6 (which is
in position "a", due to the missing remote control pressure X3) back to tank.
Pump support pressure X4 passes valve #7 position "b" and flows via power
control valve #9 position "a" to the large area side of positioning piston #13
Because the large area side of positioning piston #13 is approximately three
times larger as the small area side, the pump support pressure X4 of 60 bar
present on both sides, resulting in stronger force at the large area side, keeps
the pump in Q-min position.
The pump remains in Q-min position
continued
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7.1 Main Pumps

Cont'd:
Q-max position: (remember Q means volume)

When does the pumps move into Q-max position?
Engine running
and hydraulic oil at normal operating temperature (> T2)
and the controls frequently used.
(or Service switch S155 activated – Qmax-position)
and a pump pressure below start of de-stroking.
Example with the following conditions:

• Engine running
• Pump pressure between 60 bar and 300 bar, present at the slipper pad
of piston #14 and the small area side of the positioning piston #13
• X1 = 34 bar (pump regulation pressure)
• X3 = 45 bar (remote control pressure); Y17 and Y17a energized
for all pumps.
• X4 = 60 bar (pump support pressure), present at valve #7.

Valve #7 moves to position "a" because the spring force is supported by the
X4-pressure, since the oil flow back to tank is blocked at valve #6 (which is
in position "b", due to the 45 bar remote control pressure X3).
The large area side of positioning piston #13 is connected, via power control
valve (9) position "a" and pressure balance valve (7) position "a", to the
return oil line.
The pump moves into Q-max position, because the pump pressure acts only
at the small area side of positioning piston #13.
The pump moves into Q-max position
continued
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7.1 Main Pumps

Cont'd:
½ Q-max position: (remember Q means volume)

When does the pumps move into half Q-max position?
Engine running
and hydraulic oil below normal operating temperature (< T2)
and the controls frequently used.
or the controls not used at a temperature state between T2 and T4
and a pump pressure below start of de-stroking.

• Engine running
• Pump pressure between 60 bar and 300 bar, present at the slipper pad
of piston #14 and the small area side of the positioning piston #13
• X1 = 34 bar (pump regulation pressure)
• X3 = 15 bar (remote control pressure); Y17 energized and Y17a de-
energized
for all pumps.

Valve #7 moves to an intermediate position (in-between "a" and "b"), since a
certain amount of oil behind nozzle (8) flows through valve #6 (which is also
in an intermediate position, due to the 15 bar remote control pressure X3)
back to tank.
The large area side of positioning piston #13 is connected, via power control
valve (9) position "a" and pressure balance valve (7), to the return oil line.
The pump moves into ½ Q-max position, because the return oil flow through
pressure balance valve (7) is restricted (due to its intermediate position),
resulting in a pressure at the large area side of the positioning piston (13).
The pump moves into ½ Q-max position
continued
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7.1 Main Pumps

Cont'd:
Destroking: (Pump moves from Q-max. into of Q-min. direction)
When does the pumps start to destroke

Engine running
and hydraulic at normal operating temperature (> T2)
and Service switch S155 deactivated
and The hydraulic load is higher than the rated power of the engine (RPM
below 1800 min-1)
⇒ (The electronic pump regulation system will reduce the X1-pressure)
or With pump pressure above ≈ 180 bar (Hydraulic constant regulation)
(Constant X1-pressure of approximately 13 bar)

• Engine running
• Pump pressure 180 bar adjustable at main relief valves, present at the
slipper pad of piston #14 and the small area side of the positioning piston
#13
• X1 = 13 bar (constant regulation pressure adjustable at pressure reducing
valves 253.2) Change over valve (253.1) switched to hydraulic mode.
• X3 = 45 bar (remote control pressure); Y17 energized and Y17a energized
for all pumps

Valve #7 moves to position "a" because the spring force is supported by the
X4-pressure, since the oil flow back to tank is blocked at valve #6 (which is
in position "b", due to the 45 bar remote control pressure X3).
The operating pressure (with the value for start of de-stroking) at the slipper
pad of piston #14 moves the power control valve (9) into position "b" (against
the spring force supported by the X1-pressure).
This in turn connects the operating pressure to the large area side of
positioning piston #13.
times larger as the small area side, the operating pressure present on both sides,
resulting in stronger force at the large area side, moving the pump in Q-min
direction.
The pump de-strokes until the forces at positioning piston #13 are
balanced
continued
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7.1 Main Pumps

Cont'd:
Pressure cut-off valve: (DR control valve, Pump moves into Q-min. position)
When is the pressure cut-off valve active?

Engine running
and With pump pressure above ( 300 bar

Engine running (> 1800 min-1)
Pump pressure 300 bar
X1 = 34 bar (pump regulation pressure)
X3 = 45 bar (remote control pressure)
X4 = 60 bar (pump support pressure)

Independent of the position of power control valve #9 the pressure cut-off
valve #11 causes the pump to de-stroke to the pre-adjusted Q-min position.
The operating pressure moves the pressure cut-off valve #11 (at set pressure)
into position "b" and flows to the large area side of positioning piston #13.
times larger as the small area side, the operating pressure present on both
sides, resulting in stronger force at the large area side, moving the pump in Q-
min position.
The pump moves into Q-min position
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7.1 Main Pumps
7.1.4 Checks / Adjustments
Location of Adjustments
Legend for , illustration (Z21557)
(2) Q-min. stop bolt
(3) Pressure balance valve
(4) Start of destroking
(5) Power curve correction
(7) Q-max. stop bolt
(8) Angle indicator
The average length of the measurement "L" is: set crews (bolts )
location length (mm)

1 13.8
2 26.9
3 8.0
4 8.1
5 ----
6 6.0
7 34.4
) • The measurement "L" is an orientation only if the adjustment is

totally out of requirements.
They must not be used for final adjustments.
The detail for (5) shows the position of the housing edge and the edge
of the eccentric set bolt. The example shows them in parallel position
which is mostly not the case. The adjustment should never be altered.
Further information see next pages
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7.1 Main Pumps
Pressure balance valve (Δ P 20bar), illustration (Z21558)
1. Connect a 60 bar pressure gauge to check point MST.

2. Eliminate "Idle Time Control" by using the switch ”S151” of
the X2-panel, if necessary see Operation Manual.
3. Unplug solenoid valve Y17a (this causes a remote control.
pressure (X3) of approx.15 bar)
4. Start the engine and let it run with max. speed.
5. Gauge reading at MST must be 40 bar (20bar less than the pump
support pressure of 60bar
Loosen lock nut #4 and adjust with the set bolt #5
6. Plug-on Y17a
7 Remove the pressure gauge and set S151 for "Idle Time"
elimination into normal position.
continued
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7.1 Main Pumps

Cont'd:
Start of destroking(LR valve), illustration (Z21559)
The reason of this check is to make sure, the pump starts destroking at an
operating pressure of 180 bar with a pump regulation pressure X1 of 13 bar.
1. Connect a 400 bar pressure gauge to the pressure check point at the
respective high pressure filter for the pumps being checked.
2. Connect a 25 bar pressure gauge to pressure check point M5-1
respectively M5-2 at the control and filter panel (X1-pressure).
3. Move the change over valve into position “Hydraulic” (constant
regulation mode).
4. Insert an Allen key into the angle indicator bolt (see illustration)
for better visibility of the start of destroking.
5. Start the engine and adjust at pressure reducing valve (253.2 – engine1
respectively 254.2 – engine2) the X1-pressure to 13 bar.
6. Stall the hydraulic for the pump to be checked and alter the
operating pressure with the MRV up and down between 160 and
200 bar.
Start of destroking should be at an operating pressure of 180 bar,
shown at the gauge connected to the high pressure filter.

a) Adjust with the MRV an operating pressure of 180 bar.
b) Loosen lock nut #6 (Power control valve).
c) Turn set bolt #7, so that the pump is still in Q-max. position,
but just at the beginning of destroking.
d) Tighten lock nut #6.
7. Re-adjust the operating pressure at the MRV to 310+10 bar and the X1-
pressure at the pressure reducing valve (253.2 – engine1 respectively
254.2 engine2) to approx. 14bar.
(For exact values refer to the final test report.)
8. Remove Allen key and gauges.
continued
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7.1 Main Pumps

Cont'd:
Pressure cut-off valve (DR control valve), illustration (Z21560)
The sense of this check is to make sure that the pump is in Q-min. position at
an operating pressure between 300 bar and 310 bar.
1. Connect a 400 bar pressure gauge to the pressure check point at the
respective high pressure filter for the pumps being checked.
2. Insert an Allen key into the angle indicator bolt (see illustration) for
better visibility of the start of destroking.
3. Start the engine, let it run with max. speed, stall the hydraulic for
the pump to be checked and alter the operating pressure with the
MRV between 280 and 310 bar.
4. The angle indicator must indicate Q-min. position at a pressure of
300 bar shown at the gauge connected to the high pressure filter.

a) Loosen lock nut #8.
b) Turn set bolt #9, so that the pump is in Q-min. position at
the required value.
c) Tighten lock nut #8.
5. Re-adjust the operating pressure at the MRV to 310+10 bar

6. Remove Allen key and gauges.
continued
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7.1 Main Pumps

Cont'd:
Q-max. and Q-min. stop bolt, illustration (Z21561)
1. Unscrew box nut (10 or 14).

2. Loosen the lock nut (11 or 13)
3. Turn the stop (12 or 15) in or out until required length
Length "X" or "Y"
5. Tighten the lock nut and screw on box nut (12).
ã
• Turning the Q-min. stop bolt too much out can cause serious damage
to the pump.
The pump moves over 0 (zero) position into the opposite drive
direction: (suction line becomes pressure line and pressure line
becomes suction line)
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7.2.1 Electronic load limiting control - general, illustration (Z 22448b)
The drive train of the excavator consists of two diesel engines, several
hydraulic pumps, which supply cylinders and hydraulic motors.
The load limiting control ensures optimum use of the power required for the
excavator under varying operating conditions and avoiding overload of the
diesel engine.
Illustration Z22448b shows the principle of the electronic load limiting
control.
The MC7 (E32) processes the following input signals:
• Diesel engine speed (Pin 52, 53 and 54) from magnetic pick-up (B64-1
and B64-2), adjustment see at the end of this section.
• Switch signal (Pin 35 / 19) from engine control module (3E14-1 / 3E14-2),
24V if n > 300 min-1
The MC7 (E32) processes the following output signals:

• Signal value to control the proportional solenoid valve Y61-1 (Pin 28)
and Y61-2 (Pin 30).
• Switch signals (Pin 32 and 33), diagnostic of the MC7 (E32-1)
The diesel engine drives four variable displacement pumps by means of a

PTO-gearbox.
Each pump is equipped with a hydraulic power controller (HPC).
This controller limits the input torque of the pump to an adjusted command
value (X1-pressure, for start of de-stroking).
The command value (X1-pressure) is present via proportional solenoid valve
Y61-1 and Y61-2 at the hydraulic power controllers of each pump.
The actual speed of the engine is measured with a speed sensor at the
flywheel.
) • The auxiliary hydraulic pumps and other consumers can be operated

without being directly affected by the load limiting control.
The control algorithm of the load limiting control always compares the actual
engine speed with the rated load speed.
With increasing load the engine torque will rise and the engine speed will
drop.
For this reason the electronic load limiting control will be initiated when the
load speed falls below 1800 min-1 , i.e. the torque of the main pumps will be
lowered (by reducing the X1-pressure) until the rated speed of 1800 min-1 is
attained again.
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7.2.2 Microcontroller MC7, illustration (Z 21716)
The MC7 microcontroller is used for the programmable control of a maximum of four
proportional solenoids and two additional switching functions.
As input signals, the microprocessor processes analog voltages in the 0V to 5V range and
switching information. All inputs are protected against overvoltage and electrical interference.
As output signals, the output stages of the MC7 deliver closed loop controlled currents for the
connection of proportional solenoids.
The analog voltage output is suitable for the simple forwarding of analog information to other
electronic circuits.
Characteristics
• Closed loop control of solenoid currents, i.e. independent of voltage and temperature.
• Pulse width modulated (PWM) solenoid currents for minimal hysteresis.
• Internal buzzer for programmable monitoring of functions or errors.
Setting and Display Facilities
All calibration operations and the display of functions, faults and system variables are
connected via the serial interface to the BB-3 control panel or to a PC running the BODEM
software.
MC7 - Unit Dimensions
Plug Contacts
8 junior power timer contacts

47 micro timer I contacts
MC7 - Block Circuit Diagram
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7.2.2 Microcontroller MC7, Fault Code Diagnostic , illustration (Z 2534516)

The fault message LED (H138 at the X2 panel) send a flash code (blink code) after a MC7
fault occurs.
The “regulation active LED (H63)” light on when the MC7 (electronic pump control) is
active (reduced X1-pressure = reduced current signal to Y61 proportional valve).
Blink Error Message Save Possible Cause Effect Fixing
Code
1 Working Pump 1 yes Working pump solenoid Pump has maximum Check DRE
circuit open or shorted to power valve
ground
2 Low Speed 52 no Diesel engine is not Reduction of Check
running or engine rpm too hydraulic power connection to
low or no signal from motor controller
motor controller because
of short cut or break
4 High Speed 1 yes Diesel engine defect or Load limiting control Check
rpm too high malfunction mechanical
high idle
limitation
5 Low Battery yes Battery voltage is below Engine lug too large Check voltage
17V generator
6 MC7 Calibration yes MC7 was not pre- Adjustable current Replace MC7
calibrated at range is different
BRUENINGHAUS
HYDROMATIK
8 MC7 ADC yes Internal MC7 fault Analog input signals Replace MC7
can be wrong
9 Working Pump 2 yes Working pump solenoid Pump has maximum Check DRE
circuit open or shorted to power valve
ground
11 High Speed 2 yes Diesel engine defect or Load limiting control Check
rpm too high malfunction mechanical
high idle
- All output ports of the MC7 are protected against short circuit.
- It is not allowed to connect 24 Volt to the output terminals.
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7.2.3 Checks and adjustments

Microcontroller MC7, illustration (Z 22623a)
The adjustment of the X1-pressure can be done with three different methods:
A. With 24V supply to separating terminals at the X2-switch board
or
B. With the electronic service tool (EST) BB-3 connected to the serial
interface X13 (located in the operators cab)
or
C. With a laptop, running the BODEM software, connected to the serial
interface X13 (located in the operators cab)
) • Procedure B and C should only be carried out by authorized

personnel. [ Dealer or KMG-factory staff ]
Because it is possible to influence the behavior of the pump regulation
system.
On the following pages are only the necessary setups described.
If additional information is required, please contact KMG-Service
department.
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7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 21717b)
Method A - X1-pressure adjustment with 24V supply to separating terminals

at the X2-switch board.
Pre-conditions: Normal operating temperature, correct pilot pressure setting
and the system must be free of air.
1. Make sure the change over valves (253.1 – engine 1 respectively 254.1–
engine 2) are in position “Electronic Pump Regulation”
2. Connect a pressure gauge to the respective check point (M5-1 or 5-2), using a
long pressure gauge hose to be able reading the pressure in front of the X2-
panel.
3. Selection of adjusting mode:
Turn the main key switch in on position and activate the adjusting mode as
follows:
Connect 24V, simultaneously to terminal 144 and 145 for 10 seconds, using
two test leads and disconnect the voltage thereafter.
4. Selection of the engine and in turn the required
proportional solenoid valve :
With the main key switch still in on position, select the applying terminal for
proportional solenoid valve Y61-1 or Y61-2 as follows:
Motor1 →Y 61-1 → No connection to 24V required.
Motor2 →Y 61-2 → Connect permanent 24V to terminal 143, using a test lead.
5. Adjusting the X1-pressure:
Start the engine, let it run with maximum speed.
Read the pressure, required = 34± 0,5 bar
If necessary increase the X1-pressure as follows:
Connect 24V to terminal 144.
)
• As long as voltage is supplied, the X1-pressure drops to zero.
After interrupting the voltage supply, the gauge pointer will move
slowly to the new present X1-pressure.
• Example: Keeping voltage supply for two seconds , will increase the
X1-pressure of approximately 1bar.
• The adjusted value will be saved immediately and will be available
after power off.
6. To decrease the X1-pressure connect 24V to terminal 145 and proceed as
described under item 5, keeping voltage supply for two seconds , will
decrease the X1-pressure of approximately 1bar.
7. After the adjustment is finished, remove the test leads and pressure gauge and
turn the main key switch in OFF position to deactivate the adjusting mode.
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7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22357c)
Method B - With the electronic service tool (EST) BB-3 connected to the
serial interface X13 (located in the operators cab)
Pre-conditions: Normal operating temperature, correct pilot pressure setting and the
system must be free of air.
1. Make sure the change over valve is in position “Electronic Pump Regulation”
2. Connect a pressure gauge to check point M5.1 and M5.2, using long pressure gauge
hoses to be able reading the pressure inside the operators cab.
3. Connect the electronic service tool (BB-3) to the data link adapter X13,
with key switch (S1) in OFF position.
4. Turn key switch (S1) in ON position:
After switching on the power for the Control panel BB-3 the following functions are
carried out and shown on the display:
4.1 Self-test and baud rate recognition:
The BB-3 automatically recognizes the rate
of data transmission from the MC electronics.
4.2 Identification:
On recognition of the MC electronics the
relevant software in the BB-3 will be started up.
4.3 Main menu:
Initialization of remote control unit BB-3 is complete.
One of the four main menu items can be selected using the given keys.
First screen (main menu) after connection and Key switch turned ON in German.
Language selection
To change the language press simultaneously The language selection menu appears
the buttons ALT + Clear
continued
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Method B
Cont'd:
Language selection
Press button 2 The language will change to English
One of the four main menu items can be selected using the given keys. (Fig.1)
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Method B
Excavator Type selection:
Press F1 Config/Cal. Press 4 Device List.
Select the excavator type by pressing

Ï or Ð. PC4000/5500/8000/Default
If Default is selected, the type will be
Press 1 Device List. determined by the wiring.
Press ENTER . Accept value/condition Press MENU . Return to sub menu.
continued
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Method B
Cont'd:
Press MENU . Return to main menu. Press TEACH . Activate storage menu.
Press 1 . Save Params. This menu item permits

storage of all edited parameters in the EEPROM
of the MC electronics. Press ENTER . Store parameters.
Press MENU .Abort.
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Method B
X1-Pressure (maximum current) Adjustment:
Press F1 Config/Cal. Press 2 Max current
Start the respective diesel engine and let it run

with maximum speed. (high free idle)
Do not load the diesel engine.
Check the X1-pressure with apressure
Press 1 Valve 1. (Engine 1) or gauge and set it to the
Press 2 Valve 2 (Engine 2) desired value by pressing Ï or Ð.
Press ENTER . Acceptance of new value Press MENU . Return to sub menu.
continued
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Method B
Cont'd:
Press MENU . Return to main menu. Press TEACH . Activate storage menu.
Press 1 . Save Params. This menu item permits

storage of all edited parameters in the EEPROM
of the MC electronics. Press ENTER . Store parameters.
Press MENU .Abort.
If all adjustments are correct and stored in the MC7, proceed as follow:
• Stop the engine and turn key switch (S1) in OFF position
• Disconnect the electronic service tool (BB-3) and the pressure gauge.
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Method C - With a laptop computer and BODEM software connected to the

serial interface X13 (located in the operators cab)
Pre-conditions: Normal operating temperature, correct pilot pressure setting and the
system must be free of air.
1. Make sure the change over valve is in position “Electronic Pump Regulation”
2. Connect a pressure gauge to check point M5.1 and M5.2, using long pressure gauge
hoses to be able reading the pressure inside the operators cab.
3. Connect the laptop computer to the data link adapter X13,
with key switch (S1) in OFF position.
4. Make sure that the dongle is connected to the laptop computer. If not
5. Turn key switch (S1) in ON position.

6. Start the computer.
7. Click on the Bodem - icon to start the program.
continued
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Method C
Cont'd:
8. The program starts (only) the first time with the Demo Version.
9. Open menu FILE → INTERFACE , select the required interface connection

(Standard COM1), confirm with OK and leave the program.
10. Start the program again. Now the computer is connected to the Microcontroller.
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Method C
Language selection
Open menu FILE → Language , select the required language and confirm with OK .
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Method C
Open menu Display/Edit parameters → Device list , select the required Excavator type and
confirm with OK .
After confirming the Excavator type, confirm saving the parameters with OK.
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7.2.3 Checks and adjustments Microcontroller MC7, illustration (Z 22358)
Method C
Open menu Display/Edit parameters → Max current , adjust the required pressure with the
slide bar and confirm with OK .
After adjusting the pressure, confirm saving the parameters with OK.
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7.3.1. General
The pilot pressure pumps (9.1 and 9.3) deliver the oil through the pressure filters
(68.1 and 68.7) to port A of the pressure relief valve (252.2) for limiting the pump
support pressure X4 to 60 bar. By the function of pressure reducing valve
(252.1), the X4 pressure of 60 bar is reduced to the pilot pressure X2 of 45 bar.
The common X2 pressure will be reduced by the function of pressure reducing
valves (253.2 – engine 1 and 254.2 – engine 2) to the necessary constant X1
pressure, to prevent the motors from overloading.
) • For testing purposes the pump regulation system can be changed to

the hydraulic operation mode. In case of a failure in the electronic
regulation system the hydraulic operation mode can also be used for
emergency operation.
• The standard operation mode of the pump regulation system is the
Electronic Operation Mode.

(1 - 4) Main hydraulic pumps (driven by Engine 1)
(5 - 8) Main hydraulic pumps (driven by Engine 2)
(9.1) Pilot pressure pump (driven by Engine 1)
(9.3) Pilot pressure pump (driven by Engine 2)
(68.1 +68.7) Pilot pressure filter unit
(252.2) Pressure relief valve 60 bar (X4)
(252.1) Pressure reducing valve 45 bar (X2)
(252.3 + 252.4) Check valve
hydraulic constant regulation mode " (Engine 1)
hydraulic constant regulation mode " (Engine 2)
electronic operation mode" (Standard mode Engine 1)
electronic operation mode" (Standard mode Engine 2)
(253.1) Change over valve: "Electr. or Hydr. pump regulation" Engine 1
(254.1) Change over valve: "Electr. or Hydr. pump regulation" Engine 2
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7.3.2. X1-pressure adjustment (constant-pressure) , illustration (Z 22639e)
1. Connect pressure gauges to check points M11.1, M11.2, M11.3 and M11.4
at the high pressure filters.
2. Connect pressure gauges to the X1 pressure check points M5.1 and M5.2.
3. Unplug solenoid valves Y6a/b-1 + Y6a/b-2 and Y136-1 + Y136-2 to ensure
that all fans are running with maximum speed.
4. Shift the three way cock valves (253.1 and 254.1) to position “Hydraulic
(constant) Regulation Mode”.
5. Start engine 1 and let it run with max. speed.
6. Set the X1-pressure at pressure reducing valve (253.2) to approx. 4 bar **
7. Apply max. load to all pumps (e.g. extend the bucket cylinders to the stop
position until the hydraulic system stalls), and increase the pressure at all 4
MRV’s * equally to 260 bar.
Check the engine speed. Required = 1820±10 min-1
If necessary correct the X1-pressure at pressure reducing valve (253.2) until
the required engine speed is obtained. Record this pressure for other tests.
8. Stop engine 1, start engine 2 and let it run with max. speed.
9. Set the X1-pressure at pressure reducing valve (254.2) to approx. 4 bar **
10. Apply max. load to all pumps (e.g. extend the bucket cylinders to the stop
position until the hydraulic system stalls), and increase the pressure at all 4
MRV’s * equally to 260 bar.
Check the engine speed. Required = 1820±10 min-1
If necessary correct the X1-pressure at pressure reducing valve (254.2) until
the required engine speed is obtained. Record this pressure for other tests.
11. Shift the three way cock valves (253.1 and 254.1) to position “Electronic
regulation“.
12. Reset the MRV’s * to 310 bar+5bar and remove the gauges.
) • A slightly deviation between the two X -1 pressures is normal, caused

by tolerances of the pumps and engines.
*Altering the MRV-Setting:

− Remove dust cap (a).
− Loosen lock nut (b).
− Turning the set screw (c) cw the pressure will increase.
− Turning the set screw ccw the pressure will decrease.
**Altering the X1-Setting:

− Loosen the lock nut (e).
− Turning the set screw (f) cw the pressure will increase.
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7.4 Determination of the Peak point (Engine performance), illustration (Z 22639g)
1. Connect pressure gauges to check points M11.1, M11.2, M11.3 and

M11.4 at the high pressure filters.
2. Connect pressure gauges to the X1.1 and X1.2 pressure check points M5.1
and M5.2.
3. Unplug solenoid valves Y6A-1/Y6B-1 for engine 1, and Y6A-2/Y6B-2,
for engine 2, to ensure that the hydraulic oil cooler fans and PTO-cooler
fans are running with maximum speed.
4. Unplug the solenoid valve Y136-1 for engine 1 and Y136-2 for engine 2 to
ensure that the engine radiator fans are running with maximum speed.
5. Start one engine and let it run with max. speed.
6. Check High Idle speed = 1900±10 min-1.
7. Set the MRV of main valve block I, II, III and IV individually to approx. 120
bar *, to prevent the engine from overloading during the test.
8. Shift the three way cock valves (253.1 and 254.1) to position “Hydraulic
(constant) Regulation Mode”.
9. Set the X1-pressure at pressure reducing valve (253.2 and 254.2) > 34 bar **,
to ensure that the pumps remaining in Q-max. flow position during the test.
10. Apply max. load to all pumps (e.g. extend the bucket cylinder to the stop
position until the hydraulic system stalls), and increase the pressure at the
4 MRV’s * (block I, II, III and IV) equally until the engine speed is
1800±10 min-1.
Record this pressure for other tests. Required: 4 times 167±5 bar.
11. Stop engine and start the other one. Repeat from step 6.
) • If the operating pressure respectively the engine speed is higher than

required there is probably not the full volume available.
• If the operating pressure respectively the engine speed is lower than
required there is probably not the full engine power available.
continued
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7.4 Determination of the Peak point (Engine performance) ,illustration (Z 22639g)
Cont'd:
12. Re-set the X1-pressure at pressure reducing valve (253.2 and 254.2) as
recorded **.
13. Shift the three way cock valves (253.1 and 254.1) to position “Electronic
regulation“
14. Reset the MRV’s to 310 bar+5bar , and remove the gauges.
*Altering the MRV-Setting:

− Remove dust cap (a).
− Loosen lock nut (b).
− Turning the set screw (c) cw the pressure will increase.
**Altering the X1-Setting:

− Loosen the lock nut (e).
− Turning the set screw (f) cw the pressure will increase.
− Turning the set screw ccw the pressure will decrease
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7.5 Engine speed sensor (pick up)

1. Speed sensor (pick up – 3B64-1)
2. Fly wheel housing
3. Fly wheel
4. Look nut
5. RPM-module (E8-1)
General:
The engine speed sensor (pick up) together with the RPM-Module use the fly
wheel teeth to count the engine RPM. With running engine, each tooth
creates a inductive tension in the pick up coil. That cause a alternative tension
at the pick up coil wire. With engine stand still there is no tension at the pick
up wire. The frequency of this alternative tension increase or decrease
proportional to the engine RPM. The RPM-module convert the frequency in
to a proportional milliampere signal. This signal is used for different
components e.g. pump regulation, display, ECS.
7.5.1. Engine speed sensor (pick up) adjustment

1. Stop engine.
2. Disconnect plug at the pick-up wire.
3. Loosen look nut
4. Turn out the pick-up completely ccw.
5. Check front end of the pick up and clean it from magnetic chips and dirt.
6. Turn the pick-up completely in ( cw ) until it touch the fly wheel Fig.A.
7. Turn the pick-up ¾ turn out ( ccw ) Fig. B.
8. Secure the pick up with look nut Gig.C.
9. Connect the plug.
Final Check
10. Start engine and let them run in high idle
11. Check the tension (AC Voltage) of the pick-up. Use the terminals 3 and
4 of the RPM-module or respective terminals at the X2 panel.
E.g.: Pick up 3B64-1 is connected to terminal X2M 62-64 and X2M 65
and further to RPM-module E8-1 terminal 3 and 4.
12. The tension should be ≈ 1+ 0,5 Volt AC
ã
• Avoid pick-up contact with the fly wheel while engine running.
• The inductive AC voltage must be measured with pick up connected to
the RPM-module.
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Operating Hydraulic Section 8.0
Page 1

Section Page
8.0 Operating Hydraulic
General 2+3
8.1 Hydraulic for the attachment cylinder FSA and BHA
8.2 Hydraulic for the swing circuit
8.3 Hydraulic for the travel circuit
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8.0 General
Overall view of the Hydraulic system, illustration (Z 22676b):

(1 – 8) Main pumps
(9) High pressure filters
(10) Main control blocks
(12) Attachment cylinders
(13) Swing motors
(14) Rotary joint
(15) Travel motors
General information
The control blocks, the piping to the distributor manifold and the connecting
hoses to the attachment are different between the Backhoe Attachment (BHA)
and the Front Shovel Attachment (FSA). If a conversion is required, contact
the service department for further information.
Function:
) •
•
Study together with the circuit diagram.
The following numbering refers to the hydraulic circuit diagram.
Each main pump (1 to 8) delivers oil trough the high pressure filter (18.1 to 18.4)
to port P of the main control blocks (14 to 17).
This results in four main circuits.
If all spools of the control blocks (14 to 17) are in neutral position, the oil leaves
the block at port T and returns via return oil pipes (L23 to L26), return oil
collector tube, back pressure valve (26) and the return oil filters (51.1 - 51.7) into
the tank.
The function of back pressure valve (26) ensures:
- sufficient oil supply for all anticavitation valves
- and that sufficient oil is forced through the oil coolers.
If a control lever or pedal is actuated, pilot pressure oil moves the spools of the
control blocks, directing the oil flow from the main pumps to one side of the
user (either cylinders or motors). From the opposite side of the user the oil
returns to the control block and from there via the return oil circuit back into
the tank.
Each circuit is provided with one MRV (also called primary valve, at least one
SRV (also called secondary valve) and at least one flow restrictor.
continued
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8.0 General
Cont'd:
Floating function of boom and stick cylinders FSA:

illustration (Z 22677c):
The Excavator operates automatically with the float position for boom and stick
activated. That means the lowering movement of boom and stick is always done
in the float position.
For deactivation of the float position, two push buttons are installed:
a) S95 in the right joy stick (E19) for the Boom function
b) S98 in the left joy stick (E20) for the Stick function
Press the respective button and keep it depressed as long as the float position shall
be deactivated.
When releasing the button the float position is activated again.
Function:
There are different spools in the main control blocks (I, II, III and IV) for boom
and stick installed.
Spools without a symbol (standard) are connecting the rod side of the cylinders
with the pump supply line and the piston side with the tank.
Spools with #-symbol (lowering with free pump circulation) are connecting the
piston side of the cylinders with the tank only.
Spools with $-symbol (floating) are connecting the piston side of the cylinders
with the rod side and also with the tank.
Only by lowering the boom or retracting the stick is the floating function active if
the button on the joy stick is not pushed. The piston and rod side of the respective
cylinders are in floating position direct connect to the return line (tank). By
external force the cylinder can move up or down with negligible hydraulically
resistance.
To push down the boom or retract the stick by hydraulically force, the function of
the “floating spools” must be interrupted, by activating the respective button on
the joy sticks.
Boom: S95 ON ⇒ K160 ON ⇒ Float position deactivated
S95 OFF ⇒ K160 OFF ⇒ Float position activated
Stick: S98 ON ⇒ K170 ON ⇒ Float position deactivated

S98 OFF ⇒ K170 OFF ⇒ Float position activated
) • Special spool with (#$)-symbol in control block II for bucket dump
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Hydraulic for the Section 8.1
Page 1
Attachment Cylinders

Section Page
8.1 Hydraulic for the attachment cylinder FSA
8.1.1 Electric / Hydraulic Flowchart Boom raising 2
8.1.2 Electric / Hydraulic Flowchart Boom lowering 3+4+5
8.1.3 Electric / Hydraulic Flowchart Stick extending 6
8.1.4 Electric / Hydraulic Flowchart Stick retracting 7+8+9
8.1.5 Electric / Hydraulic Flowchart Bucket filling (curl) 10
8.1.6 Electric / Hydraulic Flowchart Bucket emptying 11
8.1.7 Electric / Hydraulic Flowchart Clam opening 12
8.1.8 Electric / Hydraulic Flowchart Clam closing 13
8.1.9 Checks and adjustments of the 14
Main Relief Valves- MRV’s (Primary valves)
8.1.10 Checks and adjustments of the
Service Line Relief Valves - SRV’s (Secondary valves)
Boom cylinder piston side FSA 15 + 16
Boom cylinder piston rod side FSA 17 + 18
Stick cylinder piston side FSA 19 + 20
Stick cylinder piston rod side FSA 21 + 22
Bucket cylinder piston side FSA 23 + 24
Bucket cylinder piston rod side FSA 25 + 26
Clam cylinder piston rod side FSA 27
Clam cylinder piston side FSA 28
8.1.11 Checks and adjustments for the lowering speed.

Flow Restrictors
Boom cylinder FSA 29
Stick cylinder FSA 30
Bucket cylinder FSA 31
Clam cylinder 32
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8.1.1 Electric / Hydraulic flowchart “ Boom raising ” FSA

(E19) Control lever (Joy stick)
(-Y) Direction (axis) of joy stick
(-10V) Signal voltage (Maximum)
(gn) Colour code of signal voltage cable ( Joy stick)
(X2...) Terminal rail with number
(E49) Ramp time module
(A10) Amplifier module – Boom
(A10a) Amplifier module – Boom
(A10b) Amplifier module – Boom
(A10c) Amplifier module – Boom
(K58) Relay – pilot control:
Contacts 8 / 12 only closed while lifting the boom.
Contacts 2/ 10 and 1 / 9 closed in normal operating mode.
Contacts 6/ 10 and 5 / 9 closed while disable auto-float boom.
Contacts 6 / 10 only closed while extending the stick.
Contacts 6 / 10 only closed while filling the bucket.
(102.1 – 102.4) Remote control valves
(Y23 + Y25) Proportional solenoid valve
(Y23A) Directional solenoid valve
(Y29A + Y35A) Directional solenoid valve
(I + III + IV) Main control blocks
Electrical signal flow.

Signal voltage of joy stick (E19) arrives via ramp time module (E49) at terminal 5 of
the amplifier modules (A10 to A10c) and further to the proportional and directional
solenoid valves of the remote control blocks (102.1, 102.2, 102.3, and 102.4).
Hydraulic signal flow. (pilot pressure)

When the proportional and directional solenoid valves are energized pilot pressure oil
flows to the pilot pressure ports of the main control blocks (I , III and IV).
Hydraulic oil flow

Now the oil of the main pumps flows through the main control blocks (I , III and IV)
and arrives via distributor manifold (73) at the hydraulic cylinders.
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8.1.2 Electric / Hydraulic flowchart “ Boom lowering ” FSA

Single movement in normal operating mode (Auto Float ON )
(+Y) Direction (axis) of joy stick
(+10V) Signal voltage (Maximum)
(K58) Relay – Contacts 8 / 12 only closed while lifting the boom.
(K160) Relay – Contacts 2 / 10 and 1 / 9 closed in normal operating mode.
Contacts 6 / 10 and 5 / 9 closed while disable auto-float.
(K72) Relay – Contacts 6 / 10 only closed while extending the stick.
(K80) Relay – Contacts 6 / 10 only closed while filling the bucket.
(Y23B + Y25B) Directional solenoid valve
(I – IV) Main control blocks I – IV


flows to the pilot pressure ports of the main control blocks (I to IV).
Hydraulic oil flow

Only oil of main pumps 4+8 flows through the standard spool in control block (II) to the
rod side of the boom cylinders. The spool with #-symbol (lowering with free pump
circulation) in control block (III) is connecting the piston side with the tank only. The
floating spools($) in control blocks (I + IV) are connecting the piston side of the
cylinders with the rod side and also with the tank.
Now the boom can move down by gravity, since all pressure lines are connected via
distributor manifold (73) and the control blocks to one common return line.
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Combined movement with stick out and bucket fill (Auto Float ON )
(Y23) Proportional solenoid valve
(Y23B) Directional solenoid valve

Signal voltage of joy stick (E19) arrives via ramp time module (E49) only at terminal 5
of the amplifier modules (A10 + A10b A10c) and further to the proportional and
directional solenoid valves of the remote control blocks (102.1, 102.3, and 102.4).
Amplifier module (A10a) is not active , because the function of bucket fill or stick
extend will in turn open the relay contacts of K80 or K72.

flows to the pilot pressure ports of the main control blocks (I, III and IV).
Hydraulic oil flow

No pump delivery to the cylinders, because the standard spool in control block (II) is
not involved. The spool with #-symbol (lowering with free pump circulation) in control
block (III) is connecting the piston side with the tank only. The floating spools($) in
control blocks (I + IV) are connecting the piston side of the cylinders with the rod side
and also with the tank.
The boom can move up and down by external force (Floating), since all pressure lines
are connected via distributor manifold (73) and the control blocks to one common
return line.
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5
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Single movement with push button S95 depressed (Auto Float OFF)
(S95) Push button – Auto Float OFF
(Y29 ) Proportional solenoid valve
Electrical signal flow

The auto float button in joy stick (E19) is depressed, with the result that relay K160 is
energized. Signal voltage of joy stick (E19) arrives via ramp time module (E49) only at
terminal 5 of the amplifier modules (A10a and A10b) and further to the proportional
and directional solenoid valve of the remote control blocks (102.2 and 102.3).

flows to the pilot pressure ports of the main control blocks (II and III).
Hydraulic oil flow

The oil of main pumps 4+8 flows through the standard spool in control block (II) and
arrives via distributor manifold (73) at the rod side of the boom cylinders.
The spool with #-symbol (lowering with free pump circulation) in control block (III)
has a closed pressure port and is connecting the piston side with the tank only. The
floating spools ($) in control blocks (I + IV) are not involved.
Now a pressurized lowering of the boom is possible.
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8.1.3 Electric / Hydraulic flowchart “ Stick extending ” FSA

(A8) Amplifier module – Stick
(A8a) Amplifier module – Stick
(A8b) Amplifier module – Stick
(A8c) Amplifier module – Stick
(K58) Relay – Contacts 6/10 only closed when lifting the boom.
(K71) Relay – Contacts 6 / 10 only closed when boom up or down.
(K72) Relay – Contacts 5 / 9; 7 / 11 and 8 / 12 closed when stick out.
(K73) Relay – Contacts 5 / 9; only closed when traveling or swinging.
(K75) Relay – Contacts 5 / 9; only closed when stick in.
(K78) Relay – Contacts 6 / 10; only closed when bucket dump.
(K80) Relay – Contacts 7 / 11 and 8 / 12; only closed when bucket fill.
(K170) Relay – Contacts 2 / 10; 3 / 11 and 4 / 12 closed in normal operating
mode.
Contacts 6 / 10; 7 / 11 and 8 / 12 closed when auto-float OFF.


Hydraulic oil flow

Now the oil of the main pumps flows through the main control blocks (I to IV) and
arrives via distributor manifold (73) at the hydraulic cylinders.
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8.1.4 Electric / Hydraulic flowchart “ Stick retracting ” FSA
Single movement in normal operating mode (Auto Float ON )

(A8) Amplifier module – Stick
(A8a) Amplifier module – Stick
(A8b) Amplifier module – Stick
(A8c) Amplifier module – Stick
(K72) Relay – Contacts 5 / 9; 7 / 11 and 8 / 12 only closed when stick out.
mode.


Hydraulic oil flow

Oil of main pumps 4+8 (control block II) and main pumps 1+5 (control block IV) flows
through their standard spools to the rod side of the stick cylinders. The spool with #-
symbol (lowering with free pump circulation) in control block (I) is connecting the
piston side with the tank only. The floating spool($) in control blocks (III) is connecting
the piston side of the cylinders with the rod side and also with the tank.
Now the stick can move down by gravity, since all pressure lines are connected via
distributor manifold (73) and the control blocks to one common return line.
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Combined movement with boom up and bucket fill (Auto Float ON )

(A8 – A8c) Amplifier modules – Stick
mode.
(102.1 + 102.3) Remote control valves
(I + III) Main control blocks I + III

Signal voltage of joy stick (E20) arrives via ramp time module (E48) only at terminal 5
of the amplifier modules (A8 + A8b) and further to the proportional and directional
solenoid valves of the remote control blocks (102.1 + 102.3).
Amplifier modules (A8a+ A8c) are not active, because the function of bucket fill or
boom up will in turn open the relay contacts of K80 or K58.

flows to the pilot pressure ports of the main control blocks (I and III).
Hydraulic oil flow

No pump delivery to the cylinders, because the standard spools in control block (II +IV)
are not involved. The spool with #-symbol (lowering with free pump circulation) in
control block (I) is connecting the piston side with the tank only. The floating spool ($)
in control blocks (III) is connecting the piston side of the cylinders with the rod side and
also with the tank.
The stick can move up and down by external force (Floating), since all pressure lines
are connected via distributor manifold (73) and the control blocks to one common
return line
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9
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Single movement with push button S98 depressed (Auto Float OFF)
(S98) Push button – Auto Float OFF
(A8 – A8c) Amplifier modules – Stick
mode.
(Y21B+ Y26B) Directional solenoid valve
(I + II + IV) Main control blocks I + II + IV

The auto float button in joy stick (E20) is depressed, with the result that relay K170 is
energized. Signal voltage of joy stick (E20) arrives via ramp time module (E48) only at
terminal 5 of the amplifier modules (A8, A8a and A10c) and further to the proportional
and directional solenoid valve of the remote control blocks (102.1, 102.2 and 102.4).

flows to the pilot pressure ports of the main control blocks (I and III).
Hydraulic oil flow

Oil of main pumps 4+8 (control block II) and main pumps 1+5 (control block IV) flows
through their standard spools and arrives via distributor manifold (73) at the rod side of
the stick cylinders. The spool with #-symbol (lowering with free pump circulation) in
control block (I) has a closed pressure port and is connecting the piston side with the
tank only. The floating spool ($) in control block (III) is not involved.
Now a pressurized lowering of the stick is possible.
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8.1.5 Electric / Hydraulic flowchart “ Bucket filling ” FSA

(-X) Direction (axis) of joy stick
(ws / gn) Colour code of signal voltage cable ( Joy stick)
(A9 – A9c) Amplifier modules – Bucket
(K50) Relay – Contacts 6 / 10 closed under normal operating conditions
i.e. hydraulic oil temperature and grease lube systems are o.k.
(K58) Relay – Contacts 7 / 11 only closed when lifting the boom.
(K74) Relay – Contacts 5 / 9; only closed when stick in or out.
(K80) Relay – Contacts 5 / 9; only closed when bucket fill.
(Y22A+ Y27A) Directional solenoid valve
(Y30A+ Y33A) Directional solenoid valve

Signal voltage of joy stick (E19) arrives via several relay contacts at terminal 5 of the
amplifier modules (A9 to A9c) and further to the proportional and directional solenoid
valves of the remote control blocks (102.1, 102.2, 102.3 and 102.4).

Hydraulic oil flow

Now the oil of all main pumps flows through the main control blocks (I, II, III, IV) and
arrives via distributor manifold (73) at the piston side of the bucket cylinders.
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8.1.6 Electric / Hydraulic flowchart “ Bucket emptying ” FSA

(+X) Direction (axis) of joy stick
(ws / gn) Colour code of signal voltage cable ( Joy stick)
(A9 – A9c) Amplifier modules – Bucket
(K50) Relay – Contacts 6 / 10 closed under normal operating conditions
i.e. hydraulic oil temperature and grease lube systems are o.k.
(K58) Relay – Contacts 7 / 11 only closed when lifting the boom.
(K74) Relay – Contacts 5 / 9; only closed when stick in or out.
(K80) Relay – Contacts 5 / 9; only closed when bucket fill.

Signal voltage of joy stick (E19) arrives via several relay contacts at terminal 5 of the
amplifier modules (A9 to A9c) and further to the proportional and directional solenoid
valves of the remote control blocks (102.1, 102.2, 102.3 and 102.4).

Hydraulic oil flow

Oil of main pumps 2+6 (control block I) and main pumps 3+7 (control block III) flows
through their standard spools and arrives via distributor manifold (73) at the rod side of
the bucket cylinders. The spools with # and (#$)-symbol (lowering with free pump
circulation) in control blocks (II +IV) are connecting the piston side with the tank only.
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8.1.7 Electric / Hydraulic flowchart “ Clam opening ” FSA

(E24) Control pedal
(rs) Colour code of signal voltage cable (control pedal)
(A11) Amplifier modules – Clam
(102.4) Remote control valves
(IV) Main control block IV

Signal voltage of control pedal (E24) arrives at terminal 5 of the amplifier module
(A11) and further to the proportional and directional solenoid valves of the remote
control block (102.4).

flows to the pilot pressure ports of the main control block (IV).
Hydraulic oil flow

Oil of main pumps 1+5 (control block IV) flows through their standard spools and
arrives via distributor manifold (73) at the rod side of the clam cylinders.
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8.1.8 Electric / Hydraulic flowchart “ Clam closing ” FSA

(E23) Control pedal
(rs) Colour code of signal voltage cable (control pedal)
(A11) Amplifier modules – Clam
(102.4) Remote control valves
(IV) Main control block IV

Signal voltage of control pedal (E23) arrives at terminal 5 of the amplifier module
(A11) and further to the proportional and directional solenoid valves of the remote
control block (102.4).

flows to the pilot pressure ports of the main control block (IV).
Hydraulic oil flow

Oil of main pumps 1+5 (control block IV) flows through their standard spools and
arrives via distributor manifold (73) at the piston side of the clam cylinders.
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8.1.9 Checks and adjustments of the Main Relief Valves (MRV),

illustration (Z 22690b):
There are four main relief valves (primary valves) installed, one in each main control
block, to limit the maximum pump supply line pressure (operating pressure).
Control MRV in Check Functions FSA

block circuit control block point
Circuit I I M11.2 Travel L. Stick Bucket Boom
Circuit II II M11.1 Swing Boom Stick Bucket
Circuit III III M11.3 Travel R. Boom Bucket Stick
Circuit IV IV M11.4 Clam Bucket Stick Boom
Each MRV can be checked and adjusted individually by selecting one function of the
control block circuits.
Checking:
1. Connect the gauge to the required check point M11.1 to M11.5.
2. Start the motors.
3. Lower the attachment to the ground and apply the swing parking brake
3. Extend the bucket cylinder to the stop position until the hydraulic system stalls.
4. Read the pressure. Required: 310 + 5 bar for valve blocks I – IV
If the pressure is not correct, carry out a comparative measurement with an other
function, in order to avoid wrong measuring results caused by wrongly adjusted SRV or
other defects in the system.
Adjusting:
1. Remove protection cap (a).
2. Loosen lock nut (b).
3. Turn set screw (c) -clockwise to increase pressure, Counter-clock wise to
decrease pressure.
4. Tighten lock nut (b) and install cap (a).
• Make sure that the complete MRV-valve and SRV-valve is firmly

) tightened with 300 Nm.
Otherwise, internal leaks could occur which result in:
problems of correct adjustment, loud flow noises and high temperatures.
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8.1.10 Checks and adjustments of the Service Line Relief Valves (SRV),
Boom cylinder “Piston side” FSA
There are four service line relief valves (secondary valves) installed at the distributor
manifold (73), to limit the maximum possible pressure peaks in the service line.
Since the opening pressure of the SRV’s is higher than the setting of the Main Relief
Valves (MRV’s) it is necessary to increase the main relief pressure for testing and
adjusting purposes.
Valve Press. check point Location

SRV 132.1 M16.1 Manifold (73) section B
SRV 132.2 M16.2 Manifold (73) section B
SRV 132.3 M16.3 Manifold (73) section P
SRV 132.4 M16.4 Manifold (73) section P
MRV circuit I M11.2 Double high pressure filter
MRV circuit II M11.1 Double high pressure filter
MRV circuit III M11.3 Double high pressure filter
MRV circuit IV M11.4 Double high pressure filter
1. Connect gauges to all above listed check points.

3. Extend the boom cylinder to the stop position until the hydraulic system stalls.
4. Remove protection cap (1) of MRV.
5. Loosen lock nut (2).
6. Increase slowly the pump supply line pressure, by turning in set screws (3)
of the MRV’s, while observing the pressure gauges. Stop as soon the
pressure does not raise any further.
The gauge pointers should remain at 350 bar + 5 bar.
)
• Since the piston side of the boom cylinders are protected by several
SRV’s, the pressure gauges show the pressure of that valve with the
lowest setting.
Even when the gauges show the required pressure it is possible that
one or more valves have a higher setting.
• To ensure that only the SRV’s open during checks and adjustments
it is necessary to further increase the setting of the MRV’s.
7. Turn set screw (3) of the MRV’s ½ turn further in, the gauge pointers will
remain at the value shown at item #6 (350 bar + 5 bar).
8. Tighten lock nut (2) and install cap (1).
continued
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Cont'd:
Boom cylinder “Piston side” FSA
9. Adjust all four SRV’s equally, until all gauges show a pressure of
360 bar.
Adjust in steps of ¼ turn, set screw (3) in the following sequence:
132.1 Ì 132.2 Ì 132.3 Ì 132.4
Remove protection cap (1) of SRV’s.
Loosen lock nut (2).
Turn set screw (3) -clockwise to increase pressure, Counter-clock wise
to decrease pressure.
Tighten lock nut (2) and install cap (1).
10. Reduce the pressure, at SRV- 132.1 to a value below the required value,
and then increase up to the required pressure (350 bar), while
observing all gauges.
) • Now all gauges will show the same value of 350 bar,
but only SRV-132.1 has the correct setting.
11. Proceed with the other valves in the same manner in the following
sequence:
132.2 Ì 132.3 Ì 132.4
ã
• Strong pulsation of the return line hoses, indicates deviation in
opening pressure of SRV’s and must be avoided.
Repeat the adjusting procedure until the oil returns well-balanced
via all four service line relief valves.
12. Reset the MRV’s to 310 bar + 5 bar after the check / adjustment is finished,
as follows:
Remove protection cap (1).
Turn set screw (3) -clockwise to increase pressure, Counter-clock wise to
decrease pressure.

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Boom cylinder “Piston rod side” FSA
There are two service line relief valves (secondary valves) installed, in main control
blocks III and IV, to limit the maximum possible pressure peaks in the service line.
adjusting purposes.

SRV 33.4 M11.1 Double high pressure filter
SRV 33.8 M11.1 Double high pressure filter
1. Connect a gauges to the above listed check point.

3. Retract the boom cylinder to the stop position until the hydraulic system stalls.
(With button S95 in R.H. joystick E19 activated)
of the MRV, while observing the pressure gauge. Stop as soon the
The gauge pointer should remain at 350 bar + 5 bar.
)
• Since the piston rod side of the boom cylinders are protected by
several SRV’s, the pressure gauges show the pressure of that valve
with the lowest setting.
continued
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Cont'd:
Boom cylinder “Piston rod side” FSA
9. Adjust both SRV’s equally, until the gauges show a pressure of
360 bar.
33.4 Ì 33.8
observing the gauge.
11. Proceed with the other valves in the same manner.
ã
via all service line relief valves.
as follows:
decrease pressure.

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Stick cylinder “Piston side” FSA
adjusting purposes.

SRV 131.5 M19.1 Manifold (73) section H
SRV 131.6 M19.2 Manifold (73) section H
SRV 131.7 M19.3 Manifold (73) section K
SRV 131.8 M19.4 Manifold (73) section K
3. Extend the stick cylinder to the stop position until the hydraulic system stalls.
)
• Since the piston side of the stick cylinders are protected by several
lowest setting.
continued
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Cont'd:
Stick cylinder “Piston side” FSA
360 bar.
131.5 Ì 131.6 Ì 131.7 Ì 131.8
sequence:
131.6 Ì 131.7 Ì 131.8
ã
as follows:
decrease pressure.

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Stick cylinder “Piston rod side” FSA
There are two service line relief valves (secondary valves) installed, in main control
blocks I and IV, to limit the maximum possible pressure peaks in the service line.
adjusting purposes.

SRV 33.1 M11.1 Double high pressure filter R.H.
SRV 33.7 M11.4 Double high pressure filter L.H.
MRV circuit II M11.1 Double high pressure filter R.H.
MRV circuit IV M11.4 Double high pressure filter L.H.

3. Retract the stick cylinder to the stop position until the hydraulic system stalls.
(With button S98 in L.H. joystick E20 activated)
)
• Since the piston rod side of the stick cylinders are protected by
several SRV’s, the pressure gauges show the pressure of that valve
with the lowest setting.
continued
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Cont'd:
Stick cylinder “Piston rod side” FSA
9. Adjust both SRV’s equally, until the gauges show a pressure of
360 bar.
33.1 Ì 33.7
ã
as follows:
decrease pressure.

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Bucket cylinder “Piston side” FSA
adjusting purposes.

SRV 131.1 M17.1 Manifold (73) section C
SRV 131.4 M17.2 Manifold (73) section E
SRV 131.11 M17.4 Manifold (73) section N
SRV 131.12 M17.3 Manifold (73) section N

3. Extend the bucket cylinder to the stop position until the hydraulic system stalls.
)
• Since the piston side of the bucket cylinders are protected by several
lowest setting.
continued
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Cont'd:
Bucket cylinder “Piston side” FSA
360 bar.
131.1 Ì 131.4 Ì 131.12 Ì 131.11
sequence:
131.4 Ì 131.12 Ì 131.11
ã
as follows:
decrease pressure.

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Bucket cylinder “Piston rod side” FSA
There are three service line relief valves (secondary valves) installed, in main control
blocks I, II and IV, to limit the maximum possible pressure peaks in the service line.
adjusting purposes.

SRV 33.2 M11.2 + M11.3 Double high pressure filter

3. Retract the bucket cylinder to the stop position until the hydraulic system stalls.
)
• Since the piston side of the bucket cylinders are protected by several
lowest setting.
continued
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Cont'd:
Bucket cylinder “Piston rod side” FSA
9. Adjust all SRV’s equally, until the gauges show a pressure of
360 bar.
33.2 Ì 33.3 Ì 33.6
ã
as follows:
decrease pressure.

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Clam cylinder “Piston Rod side” (clam opening) FSA
There is one service line relief valve (secondary valve) installed at the distributor
Since the opening pressure of the SRV is higher than the setting of the Main Relief
adjusting purposes.

SRV 131.9 M19.5 Manifold (73) section L

3. Retract the clam cylinder (open the bucket) to the stop position until the
hydraulic system stalls.
4. Remove protection cap (1) of MRV’s.
6. Increase slowly the pump supply line pressure, by turning in set screws (3) of
MRV in control block IV, while observing the pressure gauges.
Stop as soon the pressure does not raise any further.
If necessary correct the adjustment as follows:
9. Reduce the pressure, at SRV 131.9 to a value below the required value, and then
increase up to the required pressure (350 bar), while observing all gauges.
10. Reset the MRV to 310 bar + 5 bar after adjustment is finished, as follows:
Remove protective cap (1).
decrease pressure.

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Clam cylinder “Piston side” (clam closing) FSA
There are two service line relief valves (secondary valves) installed in block (92), at
distributor manifold (73), to limit the maximum possible pressure in the service line
when closing the bucket.
To avoid damages at the clam shell, due to improper operation, the SRV’s should be
adjusted in a way that the pressure is just sufficient to keep the bucket closed.

SRV – block 92 M20.1 (operating pressure) Manifold (73) section F
M20.2 (dump line pressure) Manifold (73) section F
M20.3 dump line pressure) Manifold (73) section F

2. Start one motor.
3. Raise the attachment and bring the back wall of the bucket in a horizontal
position (bucket dump).
4. Depress pedal “bucket closing” until the hydraulic system stalls. Release the
pedal back to neutral position.
The bucket must stay closed. That means the clam-cylinders must not be
retracted by the force (weight) of the clam shell.
Adjust the SRV’s as follows:
Remove protective cap (1) of SRV’s.
Turn set screw (3) -clockwise to increase pressure,
Counter-clock wise to decrease pressure, with
depressed pedal “clam closing”.
Adjust the SRV’s equally (same dump line pressure at M20.2 and M20.3), until
the gauge at check point M20.1 show a pressure of 220 bar.
ã
5. Now reduce the pressure at the SRV’s equally in steps of 5 bar until the bucket
opens by gravity (check with released pedal).
Read the pressure and increase the setting with 10%, to compensate the weight
of material stuck at the clam shell.
) • For standard buckets the pressure is 150 bar, reinforced or with heavy
wear package attached, the pressure maybe raised up to 200 bar.
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8.1.11 Checks and adjustments of the lowering speed, illustration (Z 22699a):
Purpose of the Flow Restrictors:

• To avoid an interruption of the pump delivery.
• To provide an uniform and smooth cylinder travel.
• To limit the return oil flow through the control block to the maximum permissible
volume.
Maximum permissible lowering speed for boom:
Function Cylinder retracting time/meter (s /m) Total time(s)
Boom down (FSA) 1,5 4,7
Adjustments / Checks:
1. Use a stop watch to measure the cylinder running time.
2. Raise the fully extended attachment with empty bucket to the maximum height
position (A).
3. Activate service switch S151 (located in the cab base) during the checks and
adjustments, to ensure that the main pumps are in Qmax position.
4. Rapidly move the control lever (E19) to the front end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop watch).
ã • Lower the boom so, that the bucket stops just above the ground.
5. If the lowering speed is too high, i.e. the measured time is less than the
permissible time, the speed must be reduced by altering the throttle valves 132.1,
132.2, 132.3 and 132.4 at the distributor manifold (73).
Adjust as follows:
To decrease the lowering speed loosen lock nut (1) and turn the bolt (2) cw.
To increase the lowering speed loosen lock nut (1) and turn the bolt (2) ccw.
Since there are several valves throttling the return oil flow the valves must be set
synchronously. The adjusting screws have to be turned in by the same amount of
revolutions.
O.K.
6. Check lowering speed again and repeat the adjustment if necessary.

7. If the adjustment is finished tighten lock nut (1) and reset service switch S151.
) • If it is impossible to move the cylinder over the whole way, mark a

distance of one meter with permanent pen P/N 621 566 40 on the
piston rod and measure the time for only one meter movement.
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volume.
Maximum permissible lowering speed for stick:
Stick in (FSA) 0,8 2,2
position (A).
4. Rapidly move the control lever (E20) to the rear end position (start the stop
watch) and hold it until the final position (B) is reached.(stop the stop watch).
Adjust as follows:
revolutions.
O.K.


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volume.
Maximum permissible lowering speed for bucket:
Bucket empty (FSA) 1,1 3,1
position (A).
4. Rapidly move the control lever (E19) to the r.h. end position (start the stop watch)
and hold it until the final position (B) is reached.(stop the stop watch).
Adjust as follows:
revolutions.
O.K.


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32
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8.1.11 Checks and adjustments of the lowering speed, illustration (Z 22702):

volume.
Maximum permissible lowering speed for Clam:
Clam closing (FSA) ----- 2,8
position (A).
4. Rapidly push the control pedal (E23) to the end position (start the stop watch) and
hold it until the final position (B) is reached.(stop the stop watch).
permissible time or uncomfortable, the speed must be reduced by altering throttle
valve 131.9 at the distributor manifold (73).
Adjust as follows:
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Hydraulic for the Swing Circuit Section 8.2
Page 1
Section Page
8.2 Hydraulic for the swing circuit
8.2.1 Swing Circuit (Brief description) 2+3
8.2.2 Swing Motor 4+5
8.2.3 Swing Gear Box 6
8.2.4 Swing Parking Brake (Gear house Brake) 7
8.2.5 Swing Brake Valve 8+9
8.2.6 Electric / Hydraulic flowchart “Swing Left” 10
8.2.7 Electric / Hydraulic flowchart “Swing Right” 11
8.2.8 Checks and adjustments for the swing circuit 12 + 13
8.2.9 Function check for the hydraulic swing brake 14
8.2.10 Function check for the swing parking brake 15
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8.2.1 Swing Circuit

(4 + 8) Main pumps
(II) Control block
(20.1 + 20.2 + 20.3) Swing motors
Brief description (Service circuits)

(Study together with the for the machine valid hydraulic and electric circuit
diagram).
The swing motors (20.1 + 20.2 + 20.3) are driven by the pumps (4 + 8).
The oil flows from the pumps through high pressure filters to the control
block (II).
With the spools in neutral position oil flows via the return oil line (L24) into
the collector tube and further to the tank.
On its way to tank the oil must flow through the back pressure valve (26) and
the return oil filter (51.1 - 51.7). (Back pressure valve function see section 4.)
When operating the control lever for "Swinging" the pump line is connected
in the control block (II) with the corresponding service line (A1 or B1) to the
swing motors (20.1 + 20.2 + 20.3).
The oil flows from the control block through each one of the swing brake
valves (49.1 + 49.2 + 49.3); description see page 8 and 9) and the swing
motors (20.1 + 20.2 + 20.3).
Each swing gear includes one spring loaded multi disk brake (House brake)
for locking the superstructure.
The leak oil (case drain) flows through the line (L42 + L43 + L44) and the
leak oil filter (66) back to tank.
continued
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3
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Page 3
Cont'd.:
8.2.1 Swing Circuit:

(4 + 8) Main pumps
(II) Control block
(49.1 + 49.2 + 49.3) Swing brake valve blocks
(50.1 + 50.2 + 50.3) Swing motors
Y24 proportional solenoid valve => control block II
Y24a + Y24b directional solenoid valves => control block II
Y127 proportional solenoid valve (hydraulic swing brake)
Brief description (Control circuits)

When the lever (E20) is moved out of its neutral position, proportional solenoid
valves Y24 and directional solenoid valves Y24a (L.H.-swing) or Y24b (R.H.-
swing) are energized simultaneously, so that
pilot pressure oil is send to one side of the control
block (II). At the same time by the function of
proportional solenoid valve Y127 pilot pressure
is present at port „X“ of each brake valve block
thus a maximum pressure built up in the service
lines is possible.
i.e. Swing speed = Oil flow of pump 4+8
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8.2.2 Swing Motor
Axial piston motor A2FLM (with SL-bearing)

The axial piston units of product group A2FM with fixed displacement can
operate as a hydraulic motor only.
The drive speed is proportional to the consumption capacity.
The output torque increases with the pressure drop between high and low
pressure side.
The motor converts hydrostatic energy into mechanical energy.
(1) Drive shaft (9) End plate

(2) Housing (10) Centering spring
(3) Case drain port (11) Taper roller bearing
(4) Retaining plate (12) Spring
(5) Piston (13) Slipper pads
(5a) Pivot (center) pin (14) Thrust washer
(6a) Upper dead point (15) Roller bearing
(6b) Lower dead point (16) Circlip
(7) Cylinder (17) Sealing flange
(8) Control lens (18) Radial seal ring
Description of the SL-bearing (SL = slipper bearing)

The main part of the axial forces is supported by the slipper pads (13) which
are installed on the driving circular side of the drive shaft.
Each piston is allocated to one slipper pad.
These slipper pads are located in the cylinder chamber and get pressurized via
piston borings (5). The slipper pads support themselves on the thrust washer
(14) and discharge axially the tapered roller bearing (11).
Without pressure the slipper pads are kept on the thrust washer by means of
spring (12).
continued
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Page 5
Cont'd.:
8.2.2 Swing Motor
Axial piston motor A2FLM (with SL-bearing), illustration (Z 21936):
Function:
The pressure oil inlet (A or B) and consequent oil outlet (B or A) determine
the output drive direction of the drive shaft (1).
Direction of rotation:
"Clockwise" = Direction of flow A to B
"Counter-Clockwise" = Direction of flow B to A
with view onto drive shaft!
Via the control lens (8) the oil is directed to the cylinder bores.
The piston (5) is moved from the lower (6b) to the upper dead point (6a) by
means of the force acting on it and causes the drive shaft to rotate. On further
rotation of the drive shaft (additional pistons are pressurized) this piston is
moved towards the lower dead point again and oil of the cylinder chamber is
forced out through the kidney formed openings of the control lens. This oil is
fed back to the tank via the return line.
If the supply and return line is changed it changes the output drive direction
of the drive shaft.
By means of the angled arrangement of the cylinder (7) (bent axis design), a
certain piston stroke is produced which results in a fixed displacement per
revolution of the drive shaft. According to the size of the applied flow this
produces a specific output speed.
The output torque at the drive shaft is dependent on the size of the motor and
the required operating pressure.
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8.2.3 Swing Gear Box

(1) Drive housing (11) Bearing ring
(2) Drive shaft (12) Cartridge
(3) Sun gear shaft (13) Spherical roller bearing
(4) House brake (14) Oil drain plug, gear box
(Multi disk brake) (15) Cylindrical roller bearing
(5) Breather filter (16) Oil level gauge (dipstick)
Drive shaft housing Gear box
(6) Oil level gauge (dipstick) (17) First planetary stage
Drive shaft housing (18) Drive shaft to second stage
(7) Disk brake housing (19) Second planetary stage
(8) Cylindrical roller bearing (20) Radial seal ring
(9) Internal ring gear (21) Drive pinion
(10) Cylindrical roller bearing (22) Grease line port
The swing gear is of compact design with a two stage planetary gear including a
multi disk house brake.
The gear is bolted to the superstructure and fits firmly due to the machined
diameter (A) and the bolt torque.
The torque loaded on the hydraulic motor is transmitted by drive shafts (2)
and sun gear shaft (3) to the first planetary stage (17).
The sun shaft (17) of the first planetary stage transmits the torque into the
second planetary stage (19). By the planetary gears the output drive shaft is
rotated and transmits the torque to the pinion (21).
The drive housing, and the gearbox are filled with gear oil.
Aeration is done by breather filters.
To lubricate the pinion bearing port (22) is connected to the central
lubrication system.
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8.2.4 Swing Parking Brake (Gear house Brake)
The Spring Loaded Multi-disk Brake is a safety brake; applied by

spring force and released by oil pressure.

(1) Disk housing
(2) Thrust washer
(3) Inner disks (lamellas)
(4) Outer disks (lamellas)
(5) Sinus (spacing) ring
(6) Piston
(7) Quad-Rings with back- up rings
(8) Quad-Rings with back- up rings
(9) Springs
(10) Thrust washer
(11) Circlip
(12) Drive shaft
(13) Oil pressure port
Function:
Brake applied:
The outer disks (4) engaged to the housing by serration and the inner disks (3) in
serrated connection with drive shaft (12) are pressed together by the springs (9).
This results in a fixed connection between housing and drive shaft.
Brake released:
Oil pressure via port (13) reaches the bottom of the piston (6) and forces the
piston upwards against the thrust washer (10).
This function eliminates the spring force onto the disks so that the sinus
(spacing) rings can keep the outer disks (4) apart, thus the brake is released.
The releasing pressure is 19 - 20 bar, the maximum permissible pressure
60 bar.
This is a so named "Wet Brake" because the brake housing is splash lubricated
by gear oil.
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8.2.5 Swing Brake Valve

(1) Pressure increasing valve (7) Spring of main piston
(items 6 - 13) (8) Jet bore
(2) Check valve circuit A (9) Valve poppet
(3) Check valve circuit B (10) Spring
(4) Anti-cavitation valve circuit B (11) Intermediate piston
(5) Anti-cavitation valve circuit A (12) Pilot pressure piston
(6) Jet bore, of main piston plug (13) Main piston
Ports:
(Y) Leak oil
(T) Return oil
(A) Service line from control block
(A1) Service line to the motor
(B) Service line from control block
(B1) Service line to the motor

(MA) Circuit A
(MB) Circuit B
Explanation of the function by the symbol:

When ever a swing motion is carried out or the foot brake is used, pilot
pressure arrives the pressure increasing valve (1) at port "X".
The pilot pressure pre-loads these valves.
The oil for the hydraulic motor from the control block arrives the service line
port A or B, depending if a R.H. or a L.H. swing motion is carried out.
The ports A and B are internally connected to the ports A1 and B1 and these
ports in turn with the hydraulic motor.
The operating pressure, at either port A or B closes the anti-cavitation valves
(4 or 5) and opens the check valves (2 or 3).
That means by the check valves (2 or 3) the service lines are connected to the
pressure increasing valve.
When ever the pressure is higher than the setting of the pressure increasing
valve, this valves opens and dumps the oil into the return line (T) to tank.
The pressure can be checked at the check points MA or MB.
continued
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Cont'd.:
8.2.5 Swing Brake Valve, illustration (Z 21935)
If after a swing motion the joy stick is put into neutral position without
using the foot brake, the superstructure is turned by inertial force and the
hydraulic motor acts as a pump because it is driven by the swing gear.
In this period the pressure in the service line is lower than the pressure in
the return line, because there is a back pressure valve at the tank, and oil is
forced through the anti-cavitation valves into the service line.
Function of the pressure increasing valve.

When ever a swing motion is carried out or the foot brake is used, pilot
pressure arrives the pressure increasing valve (1) at port "X". The pilot
pressure pre-loads these valves.
By applying pilot pressure via the external port X to piston (12), the pre-
tensioning of the pressure spring (10) is increased by the amount of the piston
stroke "S", which results in the actual valve setting.
The system pressure is in front of the main piston (13) and via the jet bore (6)
also in the chamber of the spring (7) and via the jet bore (8) at the pressure
relief valve poppet (9).
Due to the force balance the piston (13) is kept in its position supported by
the spring (7).
Overcomes the system pressure the setting of the valve (9), this valve opens a
channel to the dump line port (Y). Due to the drop of force the piston (13) is
moved to the right.
The pressure line gets connected with the return line (T).
Damped opening and closing are obtained by the throttled volumetric change
that is caused by the jet bores.
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8.2.6 Electric / Hydraulic flowchart “Swing Left”

(E22) Control pedal swing brake
(-X) Direction (axis) of joy stick
(ws/gn) Colour code of signal voltage cable ( Joy stick) – white/green
(br – gn) Colour code of voltage cable ( brake pedal) – brown – green
(E50 + E50b) Ramp time modules
(A7) Amplifier module – Swing (Y24 + Y24a/b – Block II)
(A16) Amplifier module – Swing brake
(Y127) Proportional solenoid valve– Swing brake
(K190) Relay – Swing brake without ramp time
(102.2) Remote control valve block
(II) Main control block II
(PIV) Pressure increasing valve
The electrical signal flow. [ ]
Start of swing with control block II:
(E20) => (E50) => => (A7 terminal 3) => (Y24a)
=> (A7 terminal 7-8) => (Y24)
Simultaniously (E20) => (K190 contacts 1 / 4) => (E50b) =>

(K190 contacts 5 / 6) => =>=> => =>=> => (A16 terminal 7-8) => (Y127)
The hydraulic signal. (pilot pressure) [ ]

When the proportional and directional solenoid valves are energized pilot
pressure oil flows to the caps at the main control blocks.
Proportional valve Y127 will increase the pilot pressure at the pressure
increasing valves (PIV) in relation to the lever deflection.
The hydraulic oil flow [ ]
Maximum swing speed is obtained when the oil volume of main pumps (4, 8) via
block II is directed to swing motors (20.1 – 20.3).
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8.2.7 Electric / Hydraulic flowchart “Swing Right”

(E22) Control pedal swing brake
(+X) Direction (axis) of joy stick
(ws/gn) Colour code of signal voltage cable ( Joy stick) – white/green
(br – gn) Colour code of voltage cable ( brake pedal) – brown – green
(E50 + E50b) Ramp time modules
(A7) Amplifier module – Swing (Y24 + Y24a/b – Block II)
(A16) Amplifier module – Swing brake
(Y127) Proportional solenoid valve– Swing brake
(K190) Relay – Swing brake without ramp time
(102.2) Remote control valve block
(Y24b) Directional solenoid valve
(II) Main control blocks II
(PIV) Pressure increasing valve
The electrical signal flow. [ ]
Phase 1 Start of swing with control block II only:
(E20) => (E50) => => (A7 terminal 9) => (Y24b)
=> (A7 terminal 7-8) => (Y24)
Simultaniously (E20) => (K190 contacts 1 / 4) => (E50b) =>

(K190 contacts 5 / 6) => =>=> => =>=> => (A16 terminal 7-8) => (Y127)
The hydraulic signal. (pilot pressure) [ ]

pressure oil flows to the caps at the main control blocks.
Proportional valve Y127 will increase the pilot pressure at the pressure
increasing valves (PIV) in relation to the lever deflection.
The hydraulic oil flow [ ]
Maximum swing speed is obtained when the oil volume of main pumps (4, 8) via
block II is directed to swing motors (20.1 – 20.3).
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8.2.8 Checks and adjustments for the swing circuit
)
• It is important that the complete MRV-valve and the Pressure
Increasing Valve is firmly (with 300 Nm) tightened. Otherwise,
internal leaks could occur which result in problems of correct
adjustment, loud flow noises and high temperatures.
• Whenever pressure checks are carried out, they must be carried out
for all swing motors, to make sure the control lines and the check
valves in the brake valve blocks are in good condition.
• Because the Swing motors are working hydraulically in combined
operation, the pressure gauge shows the pressure of the pressure
increasing valve with the lowest setting. Even when the gauge shows
the required pressure it is possible that one valve has a higher setting.
Therefore lower the pressure on one valve below the required pressure
and then increase up to required pressure. Proceed with next valves in
the same manner.
High pressure check / adjustment

1. Connect a pressure gauge to check point M11.1 at the high pressure filter units.
2. Disconnect the pilot pressure lines from the T-unions and close the lines with a
suitable plug (P).
3. Loosen lock nut (3) of all pressure increasing valves (PIV) and screw in set screw
(4) until piston (5) comes to stop.
4. Start one motor.
5. Lower attachment to ground and apply house brake with switch S29.
6. Adjust the MRV-pressure to ~350 bar.
7. Actuate either L.H. or R.H. rotation until the hydraulic system stalls.
Read the pressure, required = 330 ±5 bar.
8. If the gauge shows a smaller or greater value the pressure increasing valves must
be adjusted:
a) Loosen lock nut (1) of the first pressure increasing valve PIV (49.1).
b) Adjust pressure with set screw (2) of PIV (49.1) to ~340 bar.
If the pressure won’t increase, turn set crew (2) of the other PIV’s (49.2
+ 49.3) a ¼ turn further in (c.w.).
c) Secure by tightening lock nut (1).
d) Loosen lock nut (1) of the second PIV (49.2).
e) Reduce the pressure with set screw (2) of PIV (49.2) to a value of about
320 bar, and then increase up to the required pressure of 330 bar.
f) Secure adjusted set screw (2) by tightening lock nut (1)
g) Loosen lock nut (1) of the third PIV (49.3).
h) Reduce the pressure with set screw (2) of PIV (49.3) to a value of about
i) Secure adjusted set screw (2) by tightening lock nut (1)
continued
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8.2.8 Checks and adjustments for the swing circuit

Cont'd.:
j) Loosen lock nut (1) of the first PIV (49.1).
k) Reduce the pressure with set screw (2) of PIV (49.1) to a value of about
l) Secure adjusted set screw (2) by tightening lock nut (1)
Low pressure check / adjustment [Swinging down path (drifting) with still disconnected pilot pressure line]
9. Actuate either L.H. or R.H. rotation until the hydraulic system stalls.
a) Loosen lock nut (3) of all (PIV’s) and reduce the pressure equally with
set screws (4) to a value of about 130 bar, secure setting with lock nut (3)
b) Loosen lock nut (3) of the first PIV (49.1).
c) Reduce the pressure with set screw (4) of PIV (49.1) to a value of about
d) Secure adjusted set screw (4) by tightening lock nut (3)
e) Loosen lock nut (3) of the second PIV (49.2).
f) Reduce the pressure with set screw (4) of PIV (49.2) to a value of about
g) Secure adjusted set screw (4) by tightening lock nut (3)
h) Loosen lock nut (3) of the third PIV (49.3).
i) Reduce the pressure with set screw (4) of PIV (49.3) to a value of about
j) Secure adjusted set screw (4) by tightening lock nut (3)
10. Re-connect the pilot pressure line.
11. Re-set MRV-pressure and remove the gauges after the check / adjustment is
finished
ã
opening pressure of PIV’s and must be avoided.
via all three pressure increasing valves.
Brake pilot pressure - check / adjustment

1. Connect the gauge to the check point M4.
2. Start motors.
3. Depress fully the foot brake pedal (E22) and read the pressure.
The pressure must be 24 +1 bar.

Alter the position of the potentiometer R2 of the amplifier A16 until the
pressure is 24 +1 bar.
Basic adjustment for A16 see section 5
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8.2.9 Function check for hydraulic swing brake

(M39) Pressure check point – (Pressure to pressure increasing valve)
(S22) Switch – Position of access ladder
(S28) Switch – Operators seat
(Y120) Solenoid valve – hydraulic swing brake ON - OFF
(Y127) Proportional solenoid valve – hydraulic swing brake
Safety circuit (automatic actuation)

The hydraulic swing brake will be applied automatically when the access
ladder and/or the service arm of the central refilling system is not in its
completely lifted position and/or if the operators seat is not occupied.
Brake apply pressure
1. Connect gauge to check point (M39).
3. Lift the access ladder to the end position.
4. Check the pressure at check point(M39) under the following conditons:
a) Seat is occupied and access ladder complete up. 0 bar=> released.
No message should appear on the text display
b) Seat is occupied and access ladder down. 45 bar=> applied.
The message “ Pilot control cut out “ should appear
c) Seat is not occupied and access ladder complete up. 45 bar=> applied.
The message “ Pilot control cut out“ should appear
Operation circuit (manual actuation through joystick or brake pedal)

To shorten the braking angle of the superstructure either the brake pedal must
be actuated or the a counter action of the joystick is required.
As a result, proportional valve Y127 will vary the pilot pressure at the
pressure increasing valves (PIV) in relation to the lever deflection.
Brake apply pressure
5. Apply the parking brake. Therefore move toggle switch (S29) in position “1”
6. Actuate either the joystick (L.H. or R.H.) or the swing brake pedal and read the
pressure.
Required: 0 <=> 24 bar. (variable i.e. proportional to the lever deflection)
7. Disconnect the pressure gauge.
) • In case of malfunction check the electrical control system and the

function of solenoid valve Y120 and/or Y127.
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8.2.10 Function check for the swing parking brake

(M1.2) Pressure check point – (X2 - pilot pressure)
(M10) Pressure check point – (Pressure to swing parking brake)
(B16) Pressure switch
(Y5) Solenoid valve –swing parking brake ON - OFF
(252.1) Pressure reducing valve
Parking Brake Release Pressure. (House Brake Pressure)

1. Connect gauge to check point (M1.2).
2. Start both motors and read the pressure. Required = 45 ±3 bar.
If not, correct the pilot pressure adjustment. (refer to Section 5).
3. Apply the parking brake. Therefore move toggle switch (S29) in
position “1”, now the following message should appear:
Swing gear house brake ON
4. Actuate either L.H. or R.H. rotation, the machine should not turn.
ã • If the machine turns the parking brake must be repaired.
5. Release the parking brake. Therefore move toggle switch (S29) in

position “0”, now the swing function must be possible again and
the monitor returns to standard display.
) • In case of malfunction check the electrical control system

and the function of solenoid valve Y5.
Function Check of pressure switch B16

2. Start the motors. Gauge must show normal pilot pressure X2 = 45 ±3 bar.
3. Move toggle switch (S29) in position “0”
4. Set pilot pressure reducing valve (252.1) to 22 bar.
5. Unplug and reconnect solenoid valve Y5 to allow pressure relieve from
pilot pressure line to house brake.
The text display must show “Swing gear house brake ON”
6. Increase the pilot pressure up to 26 bar.
“Swing gear house brake ON” must disappear.
7. Reset pilot pressure X2 to 45 ±3 bar.
) • Pressure at B16 <24 bar => Brake applied (ON)

• Pressure at B16 >24 bar => Brake released (OFF)
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Hydraulic for the Travel Circuit Section 8.3
Page 1
Section Page
8.3 Hydraulic for the travel circuit
8.3.1 Travel Circuit (Brief description) 2+3
8.3.2 Travel Motor 4
8.3.3 Rotary distributor 5
8.3.4 Travel Gear Box 6
8.3.5 Travel Parking Brake (Gear house Brake) 7
8.3.6 Travel Brake Valve 8
8.3.7 Electric / Hydraulic flowchart “Travel forward” 9
8.3.8 Electric / Hydraulic flowchart “Travel backward” 10
8.3.9 Checks and adjustments for the travel circuit 11
8.3.10 Function check for the travel parking brake 12
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8.3.1 Travel Circuit

(2 + 3 + 6 + 7) Main pumps
(I + II + III + IV) Control blocks
(22.1 – 22.4) Travel motors
(39.1+ 39.2) Travel brake valves
(77.1 – 77.4) Travel parking (house) brakes
(147) Pressure reducing valve (35 bar)
(Y16) Solenoid valve for travel parking brake
(Y20 + Y20a/b) Remote control valves (control block I => L.H. crawler)
(Y28 + Y28a/b) Remote control valves (control block III => R.H. crawler)
(L36) Return oil line
(L38) Case drain (leak oil) line
(L39) Pilot pressure line to the travel parking brake
Brief description (Control circuits)

(Study together with the hydraulic and electric circuit diagram).
When the pedals E21a and E21b are moved out of there neutral
position, proportional solenoid valves Y20 and Y28 and simultaneously
the directional solenoid valves Y20a or Y20b (L.H.-crawler) and Y28a
or Y28b (R.H.- crawler) are energized.
(E21a) Control pedal A – forward => Y20 +Y20b

Left track
B – reverse => Y20 +Y20a
(E21b) Control pedal A – forward => Y28 +Y28b

Right track
B – reverse => Y28 +Y28a
continued
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8.3.1 Travel Circuit
Cont'd.:
Illustration (Z 22717a):
Brief description (Service circuits)
(Study together with the hydraulic and electric circuit diagram).
The L.H. travel motors (21.1 + 21.2) are driven by the pumps (2 + 6) and the
R.H. travel motors (21.3 + 21.4) are driven by the pumps (3 + 7).
The oil flows from the pumps through the high pressure filters to the control
blocks (I + III).
In neutral position of the spools the oil flows via the return oil lines (L23 +
L25) into the collector tube and further to the tank.
On its way to tank the oil must flow through the back pressure valve (26) and
the return oil filter (51.1 - 51.7). (Back pressure valve function see section 4.)
When operating the foot pedal for "Travelling" the pump line of each control
block is connected with the corresponding service line (A1 or B1) via the
rotary distributor (21) and travel brake valves (39.1 + 39.2) to the travel
motors (22.1 – 22.4).
The travel brake valve acts as a flow control valve in order to avoid the travel
motors picking up speed when travelling downhill.
Each travel gear includes a spring loaded multi disk brakes (House brakes 77.1 –
77.4). They are used as parking brakes, automatically applied by the function of
Y16 whenever the prime mover is switched OFF.
The brake release pressure (X2 pressure reduced to 35 bar by valve 147) is
monitored by the pressure switch (B48).
The leak oil (case drain) flows through the line (L38) and the leak oil filter (66)
back to tank.
Anti cavitation circuit

Due to terminal leakage and in order to avoid a vacuum in the system, e.g.
due travelling downhill, additional oil must be fed into the circuit.
This is done by the anti cavitation valves (32.1 + 32.2 respectively 32.9 + 32.10).
Function:
The line from port T of the control blocks is connected to the return oil pipe
at the tank. Due to the adjustment of the back pressure valve (26) there is
under any circumstance enough oil under pressure available at the anti
cavitation valves. Any time the pressure in the service line to the motors is
less than the back pressure additional oil is forced through the anti cavitation
valves into the circuit.
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8.3.2 Travel Motor

Axial piston motor A2FLM
The axial piston units of product group A2FM with fixed displacement can
operate as a hydraulic motor only.
The drive speed is proportional to the consumption capacity.
The output torque increases with the pressure drop between high and low
pressure side.
The motor converts hydrostatic energy into mechanical energy.
(1) Drive shaft (8) Control lens
(2) Housing (9) End plate
(3) Case drain port (10) Taper roller bearing
(4) Retaining plate (11) Roller bearing
(5) Piston (12) Thrust washer
(5a) Pivot (center) pin (13) Circlip
(6a) Upper dead point (14) Circlip
(6b) Lower dead point (15) Sealing flange
(7) Cylinder (16) Radial seal ring
Function:
The pressure oil inlet (A or B) and consequent oil outlet (B or A) determine
the output drive direction of the drive shaft (1).
Direction of rotation:
"Clockwise" = Direction of flow A to B
"Counter-Clockwise" = Direction of flow B to A
with view onto drive shaft!
Via the control lens (8) the oil is directed to the cylinder bores.
The piston (5) is moved from the lower (6b) to the upper dead point (6a) by
means of the force acting on it and causes the drive shaft to rotate. On further
rotation of the drive shaft (additional pistons are pressurized) this piston is
moved towards the lower dead point again and oil of the cylinder chamber is
forced out through the kidney formed openings of the control lens. This oil is
fed back to the tank via the return line.
If the supply and return line is changed it changes the output drive direction
of the drive shaft.
By means of the angled arrangement of the cylinder (7) (bent axis design), a
certain piston stroke is produced which results in a fixed displacement per
revolution of the drive shaft. According to the size of the applied flow this
produces a specific output speed.
The output torque at the drive shaft is dependent on the size of the motor and
the required operating pressure.
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8.3.3 Rotary Distributor
Task:
The rotary distributor (joint) permits a hydraulic connection between the
superstructure and the undercarriage, that means between the rotating and the
stationary part.

(1) Rotary distributor housing (11) O-ring
(2) Rotor (12) Race
(3) Mover (13) Support flange
(4) Clam ring (14) Ring
(5) Cover (15) Seal-ring
(6) Sealing element (16) O-ring with back-up ring
(7) O-ring (17) Seal-ring
(8) Rotor guide rings (18) O-ring
(9) Splitted maze disk (19) Plug screws
(10) Centering disk (20) Grease nipple
Ports:
A-D Service lines
F Grease
L Leak (case drain) oil
ST Control oil
K1/K2 Return oil to tank
Function:
During operation superstructure and under carriage constantly rotate towards each
other. Nevertheless, the travel oil motors must be supplied with hydraulic oil in
every position in which the superstructure is moved in regard to the undercarriage.
Oil is directed by the control blocks to the ports (A-D) of the housing (1).
The oil flows to the outlet ports (A-D), of the rotor (2), via ring grooves as well as
longitudinal and cross holes. The rotor is bolted to the under carriage. The sealing
of the ring grooves among one another is done by sealing elements (6/7).
The hydraulic connection for return, case drain, house brake and the track
tensioning cylinders is done via the ports (K1/K2), (L), (St) and (St).
The entering of dirt gets blocked by the half disks (9) and the collar of mover (3)
(Principe of labyrinth sealing). Both areas are connected via grease nipple (20) to
the central lubrication system which causes an additional sealing. The rotor (2) is
at the top and bottom section guided in the housing by the guide rings (8).
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8.3.4 Travel gear
The travel gear consists of one spur gear set and two planetary stages.
The travel gearbox is fitted to the side frame with bolts.

(22) ** Motor drive housing with house brake
(9 / 10) Spur gear stage
(15) Drive shaft to 1. planetary gear
(7) 1. Planetary gear
(8) Internal geared double wheel for the first planetary gear
(12) Drive shaft to 2. planetary gear
(4) Bearing ring
(6) Bearing ring
(2) 2. Planetary gear
(3) Internal geared double wheel for the second planetary gear
** For more information see picture on next page
Function:
The spur gear (9/10) is driven by two hydraulic motors via the input drive
shafts (11, see illustration Z21389 on the following page).
The 1. planetary gear (7) is driven by the shaft (15) which is connected to the
spur gear.
The planetary gear supports themselves in the internal geared wheel (8)
which causes that the 2. planetary gear (2) is driven by the shaft (12).
The sprocket drive shaft is driven via the splines of the planetary carrier (2).
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8.3.5 Travel parking brake (Gear house brake)
The Spring Loaded Multi-disk Brake is a safety brake; applied by spring

force and released by oil pressure.
(1) Drive shaft (90) Springs
(18) Disk carrier (91) Piston
(27) Intermediate ring (92) Quad-Rings
(29) Inspection cover (93) Oil pressure port
(39) Ball bearing (94) Oil level plug
(43) Radial seal ring (95) Oil drain plug
(44, 47,+58) O-Ring (96) Housing
(50) Cover bolts (97) Oil filler plug *
(57) Brake fitting bolts (98) Thrust washer
(53+74) Seeger clip ring (99) Inner and outer disks
(83 + 82) Bolt and lock washer (100) Retainer
* The brake must be released for oil change!
Function:
Brake applied:
The outer disks (99) engaged to the housing (96) by serration and the inner
disks (99) in serration connection with the drive shaft (11) are pressed together
by the springs (90). This results in a fixed connection between housing (96) and
shaft (11).
Brake released:
Oil pressure via port (93) reaches the bottom of the piston (91) and forces the
piston against the retainer (100).
This function eliminates the spring force onto the disks thus the brake is
released.
The releasing pressure is 21 - 23 bar, the maximum permissible pressure 50 bar.
This is a so named "Wet Brake" because the brake housing is filled with gear oil.
The oil must be filled in after removing the filler plug (97) up to the edge of the
level control plug (94) thread.
) • For more information refer to the OPERATION AND

MAINTENANCE MANUAL, PARTS BOOK and REPAIR MANUAL
of the corresponding machine.
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8.3.6 Travel Brake Valve
Illustration Z 21695
Task:
Travel brake valves control the oil flow from the hydraulic motor to the tank
depending on operating pressure. This braking action prevents the motors from
over speeding.
Function:
Spring force keeps the spool in the lowest flow position. with increasing
operating pressure the opening for the return oil flow becomes larger.
On its way to the hydraulic motor the oil flows from A to A1 respectively from
B to B1 depending on the selected travel motion.
Example:
Operating pressure at port A moves spool (1) against the force of the spring (2)
and opens the way for the return oil (B1 to B).
Check valve (3) prevents a direct oil flow from B1 to B.
If the operating pressure decreases to such an extend that the spring force
overcomes the pressure, the flow to the tank becomes restricted, resulting in
braking of the machine.
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8.3.7 Electric / Hydraulic flowchart “ Traveling forward ”

(E21a) Foot pedal left crawler
(E21b) Foot pedal right crawler
(rs) Colour code of signal voltage cable ( footpedal)
(A12) Amplifier module – left crawler
(A13) Amplifier module – right crawler
(I + III) Main control blocks
(22.1 – 22.4) Hydraulic motors
(29.2 + 29.3) Manifold
(39.1 – 39.2) Travel brake valves
Electrical signal flow. [ ]

Signal voltage of foot pedals (E21a + E21b) arrives via ramp time module (E51
+ E52) at terminal 5 of the amplifier modules (A12 and A13) and further to the
proportional and directional solenoid valves of the remote control blocks (102.1
and 102.3).
Hydraulic signal flow. (pilot pressure) [ ]

pressure oil flows to the caps at the main control blocks. (I + III)
Hydraulic oil flow. [ ]

Now the oil of the main pumps flows through the main control blocks (I + III) and
arrives via Rotary distributor (21) and travel brake valves (39.1 – 39.2) at the
hydraulic travel motors.
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8.3.8 Electric / Hydraulic flowchart “ Traveling backward ”

(E21a) Foot pedal left crawler
(E21b) Foot pedal right crawler
(rs) Colour code of signal voltage cable ( footpedal)
(A12) Amplifier module – left crawler
(A13) Amplifier module – right crawler
(I + III) Main control blocks
(22.1 – 22.4) Hydraulic motors
(29.2 + 29.3) Manifold
(39.1 – 39.2) Travel brake valves
Electrical signal flow. [ ]

Signal voltage of foot pedals (E21a + E21b) arrives via ramp time module (E51
+ E52) at terminal 5 of the amplifier modules (A12 and A13) and further to the
proportional and directional solenoid valves of the remote control blocks (102.1
and 102.3).
Hydraulic signal flow. (pilot pressure) [ ]

pressure oil flows to the caps at the main control blocks. (I + III)
Hydraulic oil flow. [ ]

Now the oil of the main pumps flows through the main control blocks (I + III) and
arrives via Rotary distributor (21) and travel brake valves (39.1 – 39.2) at the
hydraulic travel motors.
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8.3.9 Checks and adjustments for the travel circuit

(1) Protective cap (21) Rotary distributor
(2) Locknut (32.1 + 32.2) Anti cavitation valves L.H.
(3) Set screw (32.9 + 32.10) Anti cavitation valves R.H
(14) Main control block I (39.1 + 39.2) Travel brake valves
(16) Main control block III (M11.. – M31..) Pressure check points
Pressure check of the Service Line Relief Valves (SRV)

1. Connect pressure gauge to the required check points :
L.H. track R.H. track
M11.2 = Operating pressure for the L.H.-motors M11.3 = Operating pressure for the R.H.-motors
M31.1 = SRV- pressure L.H.-travel forward M31.3 = SRV- pressure R.H.-travel forward
M31.2 = SRV- pressure L.H.-travel backward M31.4 = SRV- pressure R.H.-travel backward
2. Unplug solenoid valve Y16 (located at the central control and filter panel)
to keep the parking brake applied.
3. Start both motors.
4. Engage carefully the desired travel motion and keep the pedal in final
position to built up max. pressure.
5. Increase slowly the MRV-pressure while observing the pressure gauge.
Gauge value must remain at 310bar + 5bar.
If the gauge shows a smaller or greater value the SRV must be adjusted
• A faulty Anti-cavitation Valve (32.1 + 32.2, 32.9 + 32.10) or a leaking

) seal of the rotary joint (21) can influence the SRV pressure reading /
setting. Repair or replace faulty parts if necessary
Adjusting the SRV’s :

+
1. Set MRV’s to 320 bar 10 bar (using an attachment cylinder function)
2. Engage carefully the desired travel motion and keep the pedal in final position
to built up max. pressure.
3. Lower the pressure at the required SRV to 290 bar and then increase up to the
required pressure of 310bar. Proceed with next valves in the same manner.
+
4. Re-set MRV’s to 310 bar 5 bar (using an attachment cylinder function)
and re-plug the solenoid valve Y16.
How to adjust MRV’s and SRV’s:

a) Remove protective cap (1) and loosen lock nut (2).
b) Adjust pressure with set screw (3).
c) Secure adjustment by tightening lock nut (2) and replace cap (1).
d) Re-check pressure setting.
• It is important that the complete MRV-valve and SRV-valve is firmly

) (with 300 Nm) tightened.
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8.3.10 Function check for the travel parking brake

(252.1) Pressure reducing valve (M1.2) Pressure check point
(B48) Pressure switch (M9) Pressure check point
(E35) Text display (Y16) Solenoid valve
Parking Brake Release Pressure. (House Brake Pressure)

1. Connect gauge to check point (M1.2).
2. Start both motors and read the pressure. Required = 45 ±3 bar.
If not, the X-2 pilot pressure adjustment must be corrected. (refer to Section 5).
3. Disconnect plug connection from solenoid valve Y16, now the following message
should appear:
Travel gear house brake ON
4. Operate the travel pedals, the machine should not travel.
ã • If the machine moves the parking brake must be repaired.
5. Reconnect plug connection to solenoid valve Y16, now the travel function must
be possible again and the monitor returns to standard display.
) • In case of malfunction check the electrical control system and the

function of solenoid valve Y16.
Function Check of pressure switch B48

2. Start the motors. Gauge must show normal pilot pressure X2 = 45 ±3 bar.
3. Set pilot pressure relief valve (252.1) to 22 bar.
4. Unplug and reconnect solenoid valve Y16 to allow pressure relieve
from pilot pressure line to house brake.
The text display must show “Travel gear house brake ON”
5. Increase the pilot pressure up to 26 bar.
“ Travel gear house brake ON” must disappear.
6. Reset pilot pressure X2 to 45 ±3 bar.
) • Pressure at B48 <24 bar => Brake applied (ON)

• Pressure at B48 >24 bar => Brake released (OFF)
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Hydraulic Track Tensioning System Section 9.0
Page 1
Section Page
9.0 Hydraulic Track Tensioning System
General 2
9.1 Functional description 3+4

9.2 Pressure Increasing Valve 5
9.3 Tensioning Cylinder 6
9.4 Adjustments / Checks 7 + 8 + 9 + 10
9.5 Functional test 10
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9.0 General:

(21) Rotary distributor (joint).
(ST) Supply line, pilot pressure from travel parking brake circuit
(118.1) Supply line shut-off cock.
(118.2 + 118.3) Service shut-off cocks.
* "O" = open
"C" = closed
(118.4) Main shut-off cocks.
(119.1 + 119.2) Membrane accumulator, 1,3 liter (pre-charge pressure 31bar)
(120.1 – 120.4) Bladder accumulator, 5 liter (pre-charge pressure 150bar)
(121.1 + 121.2) Check valves (prevents feedback pressure to pilot pressure)
(124.1 – 124.4) Track tensioning cylinders
(125.1 + 125.2) Check valves (prevents a cross-over flow)
(141) Pressure increasing valve.
The hydraulic track tensioning system ensures automatically the correct track
tension.
The pilot pressure pumps (9.1 and 9.3) will supply oil to all four tensioning
cylinders (124.1 – 124.4).
The maximum pressure is limited by pressure increasing valves (141).
The pressure in the tensioning cylinders transmits the required force to move
the guide wheels to the front, until the correct track tension is obtained.
External forces acting at the guide wheels will be absorbed through the
pressure accumulators (119.1 + 119.2, first stage) and (120.1 – 120.4, second
stage).
) • For information about the preventative track inspection, refer to the

Operation and Maintenance Manual.
Functional description on next page
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9.1 Functional description:
Illustration Z 22756a and Z 22757a (on next page):
) • Under normal operating condition shut-off cock (118.4) located on the

valve block (140) in the car body is closed. The shut-off cock (118.1)
located on the valve block (140) in the car body and (118.2 and 118.3)
located inside the side frames are open.
The oil flow of the pilot pressure pumps (9.1 + 9.3), filtered by pressure filters
(68.1 + 68.7) enters port "P" of solenoid valve Y16, via the common pilot
pressure supply line (45 bar) of the central control and filter panel (36).
If solenoid valve Y16 is actuated (i.e. pressure at sensor B48), the oil for the
travel parking brake (reduced to 35 bar by the function of valve 147), flows via
rotary joint (21), shut-off cock (118.1), the orifice, the two check valves (121.1 +
121.2) and the shut-off cocks (118.2 + 118.3) the into the tensioning cylinders
(124.1 – 124.4).
The resulting force moves the guide wheels toward the front, until the correct
track tension is obtained.
Simultaneously the system is via check valves (125.1 + 125.2) connected to the
pressure increasing valve (141).
External forces acting at the guide wheels will be absorbed through the pressure
accumulators (119.1 + 119.2, first stage) and (120.1 – 120.4, second stage).
Purpose of the pressure increasing valve

The two system pressures
• 35 bar with engine stopped
• 310 bar with engine running
are controlled by the pressure increasing valve as follows.
With stopped motor and switched off ignition there is no pilot pressure (L39) at
pressure increasing valve (141) and only the lowest adjusted pressure of 35 bar
remains in the system.
As soon as the motor has been started, the pilot pressure acts on the pressure
increasing valve. As a result the system pressure can rise to the adjusted pressure
of 310 bar.
continued
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9.1 Functional description:

Cont'd.:
Illustration (Z 22757a):
Cushioning Function
When the tensioning cylinders (124.1 – 124.4) are moved in by external
forces, the none return valves (121.1 + 121.2) will be closed.
A certain amount from the displaced oil of the tensioning cylinders is taken
up by the pressure accumulators.
First stage: at a pressure higher than 31 bar, oil is taken up by the side frame
accumulators (119.1 + 119.2).
Second stage: at a pressure higher than 150 bar, oil is taken up by the center
section accumulators (120.1 – 120.4).
The system pressure can rise up to 310 bar pressure increasing valve (141)
setting.
With reduction of external forces, the oil is pushed back by the accumulator
pressure into the tensioning cylinders.
If the displaced oil volume was higher than the accumulators could take up,
oil is added from the pilot pressure circuit, as soon as the pressure in the lines
to the tensioning cylinder is lower than 35 bar.
To avoid serious damages to the pilot pressure system in case of a faulty
check valve, pressure relief valve (257.1) with a 55 bar setting is installed.
) • For information about the preventative track inspection, refer to the

Operation and Maintenance Manual.
• To check the accumulator charging pressure refer to PARTS &
SERVICE NEWS “AH01531a” latest edition.
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9.2 Pressure Increasing Valve
) • The pressure increasing valve is a remote controlled pressure relief

valve.

(1) Pilot valve with valve seat
(2) Valve poppet
(4) Main valve with sleeve
(5) Main piston
(6) Closing spring
(7) Set screw - low pressure 35 bar
(8) Set screw - high pressure 310bar
(9) Piston
(10) Pin
(11+12) Jet bore
(13+14) Lock nut
Function:
The valve poppet (2) is connected via the jet bores (11) and (12) with the P
port.
If static pressure increases above the set pressure value, the valve poppet (2)
opens and allows oil to flow freely to tank (T1). This oil generates a pressure
drop in the spring chamber of the main spool, the closing force of the spring
(6) is cancelled, and the main piston (5) opens to allow the pump flow to flow
to tank (T2).
Damped opening and closing is obtained by the throttled volumetric change.
By applying external pressure of Pst max = 60 bar to the main spool (9) via
port X, the pre-tensioning of the pressure spring (3) is increased by the amount
of the piston stroke "S" and system pressure is increased correspondingly.
The setting is fixed by means of the setting screw (7) and lock nut (13); 1 turn
of the screw ~ 150 bar.
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9.3 Tensioning cylinder:
(1) Cylinder tube

(2) Piston
(3) Piston guide ring
(4) Piston guide strap
(5) Seal ring (light)
(6) O-ring
(7) Scraper
(8) Retracting device
(9) Seal ring (dark)
(M) Bleeder port
(P) Oil supply
ã • Maximum permissible piston stroke 360mm!

During bench test an external stroke limitation must be used!
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9.4 Adjustments / Checks

(1+3+5) Lock nut
(2+4+6) Set screw
(147) Pressure reducing valve – Track tensioning system (35 bar)
(257.1) Pressure relief valve – Safety valve for Travel brake / Track
tensioning system (55 bar)
(M1.1) Check point – X4 pressure (60 bar)
(M1.2) Check point – X2 pressure (45 bar)
(M9.1) Check point – Travel parking brake / Track tensioning safety
pressure (55 bar)
(M9.2) Check point – Track tensioning operating pressure (35 bar)
(Y16) Solenoid valve travel parking brake
Checking / Setting the 55 bar pressure relief valve (257.1) – safety valve
1. Connect pressure gauges to check point M1.1 + M1.2 + M9.1
2. Start the both motors.
3. Check the X4-pressure at M1.1, required 60 bar.
If necessary correct the setting by the function of valve 252.1 as follow:
4. Unplug solenoid valve Y16.
5. Increase the pilot pressure X2 by the function of valve 252.2 to ~ 60 bar.
6. Check the Safety-pressure at M9.1, required 55bar.
If necessary correct the setting by the function of valve 257.1 as follow:
7. Re-connect solenoid valve Y16.
8. Re-set the X2-pressure to 45 bar by the function of valve 252.2
Checking / Setting the 35 bar pressure reducing valve (147) – supply pressure
1. Connect a pressure gauge to check point M9.2.
2. Start the both motors.
3. Read pressure, required = 35+2 bar
If readjustment is required proceed as follow
a) remove dust cap (a) and loosen lock nut (b).
b) Set pressure with set screw (c).
c) Tighten lock nut (b) and re-install cap (a).
continued
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9.4 Adjustments / Checks Cont'd.:

(1) Piston
(2) Lock nut
(3) Set screw - high pressure 310bar
(4) Lock nut
(5) Set screw - low pressure 35 bar
(P) Plug
(X) Pilot pressure port
(141) Pressure increasing valve
(118.1) Service shut-off cock – supply line
(118.3) Service shut-off cock in the side frame (or the L.H.-side)
(118.4) Main shut-off cock
(119.2) Membrane accumulator 31 bar
(120.3 / .4) Bladder accumulators 150 bar
(124.3 / .4) Track tensioning cylinders
(M11.5) Pressure check point (Main control block IV) pump 5
(M29.2) Pressure check point at the track tensioning cylinders L.H.-side
(M29.4) Pressure check point at the bladder accumulators L.H.-side
(MRV) Main relief valve – Operating pressure of main control block IV
Checking / Setting the pressure increasing valve

Pre-conditions: Correct MRV, SRV and pilot pressure setting and the system
must be free of air.
The description is only for the R.H. track. The same procedure applies also
for the L.H. side.
Basic Adjustment:
1. Connect a pressure gauge to check point M11.5
3. Increase the MRV-setting (Block IV), to ~ 330 to 340 bar.
4. Switch OFF the motors, open cock valve (118.4) to allow pressure
relieve of track cylinders, and close it again.
continued
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9.4 Adjustments / Checks Cont'd.:

5. Move the pressure gauge from M11.5 to M29.4
6. Connect pressure check point M11.5 with pressure check point M29.2,
using a long pressure gauge hose. (required for the oil supply)
7. Disconnect the pilot pressure line at port X of the pressure increasing
valve (141) and close the hose with a plug (P).
8. Loosen lock nut (4) of the pressure increasing valve and screw in set
sleeve (5) until piston (1) comes to stop. (substitution of 35bar pilot
pressure)
9. Start the motors
10. Stall the hydraulic with the clam opening function (clam cylinders
completely retracted) and observe pressure at check point M29.4.
A pressure of 310 + 5 bar must reached within a time period of 10 – 15
minutes and must remain at this value.
W
The maximum pressure will be shown only after the accumulators are
completely filled with oil.
When the pressure reaches the pre-charge gas pressure ( 31 bar and
150 bar) the gauge pointer moves slower depending on the gas
compression.
If the gauge shows a lower or higher value the pressure increasing valve
must be adjusted.
Setting procedure, high pressure stage (Valve 141)
b) Adjust pressure with set screw (3).
c) Secure adjustment by tightening lock nut (2).
11. The low pressure setting of the pressure increasing valve must now be
reset (with the pilot pressure line at port X still disconnected):
Setting procedure, low pressure stage (Valve 141)
a) Stall the hydraulic with the clam opening function (clam cylinders
completely retracted) and observe pressure at check point M29.4.
b) loosen lock nut (4) and turn set screw (5) ccw until gauge at
check-point M29.8 shows 35 bar.
continued
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Cont'd.:
12. Switch OFF the motors and open cock (118.4) to allow pressure relieve.
13. Re-connect the pilot pressure line to port X of the pressure increasing
valve (141).
13. Remove the pressure gauge hose between pressure check point M11.5
and pressure check point M29.2.
15. Close the cock (118.4).
16. Re-set MRV (Block IV)to 310 + 5 bar after the check / adjustment is
finished.
9.5 Functional Test
After all adjustments are finished, do the following:

a) Bleed all air from the system
b) Place shutoff and pressure relief cocks into correct operating position.
c) Connect pressure gauge to check point (M29.4).
d) Start motors.
e) Travel approx. 10 m with the shovel.
f) Stop the motors.
g) The pressure must drop to 35 bar.
If the pressure remains the at a higher or lower pressure*, re-adjust the low
pressure setting at the pressure increasing valve (141).
) * The pressure may drop below 35 bar after a longer time, this is o.k.
because of internal leakage.
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Access ladder Section 10.0
Page 1
hydraulically operated
Section Page
10.0 Access ladder hydraulically operated
10.0 General 2
10.1 Function of hydraulically operated access ladder 3+4
10.2 Adjustments / Checks 5
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10.0 Access ladder hydraulically operated
General
Legend for illustration Z22813a

(A) Access ladder in lowered position
(B) Access ladder in upper position (Working position)
(C) Stop bar
(D) Inner pivot bracket of the access ladder
(E) Pull chain for emergency lowering of the access ladder
(Z) Hydraulic cylinder
(S84) Ladder control switch for lowering the Ladder
(S84B) Ladder control switch for lifting the Ladder
(S84A) Safety switch for emergency lowering of the access ladder. When the
chain (E) is being pulled down with the engine running the pilot control
system is made inoperative preventing further movement of the shovel.
(S22) Safety sensor, located on ladder pivot bracket
Function of sensor (S22):
Cut out of the pilot control system and actuation of the hydraulic
swing brake with the ladder in lowered position.
(S91) Monitor and control sensor
This sensor monitors the ladder position and controls the moving speed
of the ladder. In case the sensor (S22) fails to function properly, the
sensor (S91) prevents unintended movement of the ladder.
The access ladder is hydraulically operated by the hydraulic cylinder (Z) with
the pilot pressure X4 of 60 bar. The movement of the ladder is controlled by
the function of switch:
S84: => Lowering the ladder
S84B => Lifting the ladder
Lifting the ladder is only possible with the engine running. The lowering
movement is possible by hydraulic force with the engine running or by the
force of gravity with the engine at stand sill.
) If the ladder is not in the final upper position the pilot control is
switched off and solenoid valve Y120 activates the hydraulic swing
brake. The display in the operators cab shows a message.
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Access ladder Section 10
Page 3
10.1 Function of hydraulically operated access ladder
Legend for illustration Z22814

(2 + 6) Main pumps
(9.1 + 9.3) Pilot pumps
(68.1 + 68.7) Filter with filter monitoring switch B22-1 / B22-2
(157) Solenoid valve Y123a/b
(252.1) Pressure relieve valve (45 bar) – X2-pressure
(252.2) Pressure reducing valve (60 bar) – X4-pressure
(252.3 + 252.4) Check valves
(258.1) Solenoid valve Y125
(258.3) Pressure relieve valve (safety valve 70 bar)
(258.4) Shuttle valve
(258.5 + 258.6) Check valves
(258.7) Orifice
Y125 Solenoid valve: lowering speed control (OFF => reduced speed)
Y123A Solenoid valve: ON => ladder up
Y123B Solenoid valve: ON => ladder down
Prime drive is running

Study together with illustration Z22814 and the electric diagram on the next page.
The pumps (9.1 + 9.3) are delivering the oil through the filters (68.1 + 68.7) and
via check valves (252.3 + 252.4) to port A of pressure relief valve (252.2).
„X4“-pressure.
The „X4“-pressure passes check valve 258.6 and is present at port P of solenoid
valve Y123A/B. If solenoid valve Y123 A or B is energized the oil flows to the
cylinder and the ladder will move up or down. By the function of shuttle valve
(258.4) both service lines are connected to safety valve (258.3), which limits the
pressure to 70 bar.
Return oil from cylinder (137) flows back via solenoid valve Y123A/B to
solenoid valve Y125.
Y125 = ON => Maximum cylinder speed, return oil flow not restricted when
both proximity switches S22 and S91 are not activated (ladder
between top and bottom end position)
Y125 = OFF => Reduced cylinder speed, return oil flow is restricted by orifice
(258.7) when one of the proximity switches S22 (ladder up) or
S91 (ladder down) is activated i.e. cushioning function just
before the final upper or lower end position is reached.
If the ladder is in the “top – position” the activated sensor S22 de-energizes Y125
and energizes Y123A, with the result that the cylinder of the ladder is always
charged with pressure in this position.
If switch S84 is in neutral position and the ladder in “ bottom – position” sensor
S91 de-energise all solenoids (Y125; Y123 A+B) and the ladder is “blocked”.
continued
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4
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Page 4
10.1 Function of hydraulically operated access ladder
Cont'd:
Prime drive is not running and the ladder is in the “final upper position”
With switch S84 activated in position 2 (ladder down) solenoid valve Y123B
and relay K132 are active. Y123B connects the piston side of the cylinder to
the return line and K132 activates Y125, so that the oil can return without
resistance to the tank. Now the ladder can move down only by its own mass
(due to the force of gravity). The operator has to push the ladder slightly until
it starts moving down by its own weight.
The rod site of the cylinder receives oil via anti-cavitation valve (258.5).
It is not necessary to activate the key switch, because the involved
components are directly battery supplied via fuse F17.
There is an additional pull switch S84A below the ladder support. With this
switch activated the ladder can moved down from the ground.
• Make sure that there are no obstacles in the moving range of the
ladder. Stop raising the ladder by releasing the control switch (S84) if
there are any obstacles in the moving range.
• Mount the ladder only in completely lowered position.
• Do not lift persons or objects (tools) with the hydraulic access ladder.
Serious injury or death could occur.
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5
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Page 5
Legend for illustration Z22815a

(1 + 3) Lock nut
(2 + 4) Set screw
(258.3) Pressure relieve valve (safety valve 70 bar)
(A) Access ladder in lowered position
(B) Access ladder in upper position (Working position)
(C) Stop bar
(D) Inner pivot bracket of the access ladder
(E) Pull chain for emergency lowering of the access ladder
(S84) Ladder control switch for lowering the Ladder
(S84B) Ladder control switch for lifting the Ladder
(S84A) Safety switch for emergency lowering of the access ladder. When the
chain (E) is being pulled down with the engine running the pilot control
system is made inoperative preventing further movement of the shovel.
(S22) Safety sensor, located on ladder pivot bracket
Cut out of the pilot control system and actuation of the hydraulic
swing brake with the ladder in lowered position.
(S91) Monitor and control sensor
This sensor monitors the ladder position and controls the moving speed
of the ladder. In case the sensor (S22) fails to function properly, the
sensor (S91) prevents unintended movement of the ladder.
Checking / Setting the 70 bar pressure relief valve (258.3) – safety valve
1. Connect pressure gauges to check point M1.1 and M37.1.
3. Lift the ladder to the final upper (working) position, using switch (S84B)
4. Check the X4-pressure at M1.1 and M37.1, required 60 bar.
5. Increase slowly the X4-pressure, by turning in set screws (2) of pressure
relieve valve (252.2), while observing the pressure gauges. Stop as soon
the pressure does not raise any further.
The gauge pointers should remain at 70 bar ± 2 bar.
6. If necessary correct the setting as follow:
a) Turn set screw (2) of valve (252.2) a ½ turn further in, the gauge
pointers will remain at the value shown under item #5
b) Set the pressure of 70 bar ± 2 bar with set screw (4) at valve (258.3).
7. Reset valve (252.2) to 60 bar and tighten lock nut (1), adjustment is finished.
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Central refilling system Section 11.0
Hydraulic operated refilling arm Page 1
Section Page
11.0 Central refilling system (Hydraulic operated refilling arm)
11.0 General 2
11.1 Function 3
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2
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Hydraulic operated refilling arm

General

(A) Refilling arm
(B) Control switch (pull switch) S87
(C) Hydraulic cylinder
(D) Limit switch S23
(E) Enabling switch for hydraulic refilling arm operation S94
(68.1 + 68.7) Pilot filter with filter monitoring switch B22-1 and B22-2
(252.3+252.4) Check valves
(259.5) Orifice
Y124A Solenoid valve: refilling arm up
Y124B Solenoid valve: refilling arm down
Y124C Solenoid valve: security valve “refilling arm locking”
(136) Hydraulic cylinder
The excavator is equipped with a central refilling system for easy service and
maintenance. One part of this system is the movable refilling arm. This arm is
hydraulically driven by cylinder (C) and mounted below the power frame.
The refilling arm can moved up or down by pull switch S23 (D) only when the
engine is running and the enable switch S94 (E) is turned to ON position “1”.
For correct operation of the refilling arm see OPERATION MANUAL:
) If the refilling arm moves out of its upper position the pilot control will
stop all working functions and activate the swing brake. The text
display show a message.
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3
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11.1 Hydraulic operated refilling arm

Function

(A) Refilling arm
(B) Control switch (pull switch) S87
(C) Hydraulic cylinder
(D) Limit switch S23
(E) Enabling switch for hydraulic refilling arm operation S94
(68.1 + 68.7) Pilot filter with filter monitoring switch B22-1 and B22-2
(252.3+252.4) Check valves
(259.5) Orifice
Y124A Solenoid valve: refilling arm up
Y124B Solenoid valve: refilling arm down
Y124C Solenoid valve: security valve “refilling arm locking”
(136) Hydraulic cylinder
The engines are running

Additional to the hydraulic diagram from illustration Z22496b use the respective
electric diagram.
The pumps (9.1) and (9.3) are delivering oil through filter (68.1) and (68.7) to
port A of pressure relief valve (252.2).
„X4“-pressure, and is present at port P of solenoid valve Y124A/B.
If the solenoid valves Y124A together with solenoid valve Y124C is energised
pressurised oil flows to the arm cylinder piston side and the refilling arm will
move up. If the solenoid valves Y124B together with solenoid valve Y124C is
energised pressurised oil flows to the arm cylinder rod side and the refilling arm
will move down.
Solenoid valve Y124C act as a security lock to prevent a uncontrolled down
moving of the refilling arm. This valve is a special 100% leek oil free valve.
All solenoid valves Y124A/B and C are PLC controlled. Control switch B (S87)
is connected to the PLC and act as a remote control. The refilling arm can only
moved down or up with the enable switch S94 (E) turned to ON position “1”.
Only moving down is possible by gravity with engines stand still and key switch
S1 activated.
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Hints for reading the Section 12.0
Page 1
Hydraulic Circuit Diagram
Section Page
12.0 Hints for reading the hydraulic circuit diagram
General 2+3+4
12.1 Symbols 5
12.1.1 Lines, unions 5+6
12.1.2 Components, valves 7
12.1.3 Sensors 8
12.1.4 Valves, valve components 9+10+11+12
12.1.5 Pumps, motors, cylinders 13 +14
12.1.6 Assemblies and main components 15+16
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2
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Page 3
12.0 General:
Legend for Illustration Z22987
) •
•
The illustrations are used for exemplary explanations only.
Use original circuit diagram for detailed reading
• There are more symbols on the following pages shown as in the
diagrams drawn. Some symbols of the diagrams not shown in the
following pages.
Item Description Number / Code Explanation
A Diagram No. and Type of the 897 895 40 a Diagram No. only for the
respective machine PC8000-E respective machine
B Respective Serial No. 12041
C Sheet-No. / Quantity of sheets 01 / 04 1st of four sheets
D Co-ordinates to describe the 1 C 10 Page 1 on co-ordinate C vertical
location of a component and 10 horizontal Remote control
valve 102.1
E Component-No. 127 127 Main control block I
F Line-No. with cross hint, L37/3B9 Case drain line (Line No.37)
comes from / goes to sheet 2
coordinate E7
• All the components drawn in neutral and pressure less position.

• Full wide continues black line shows a main component or assembly. (Ex.: Valve
and Filter panel, Main pump, Hydraulic tank, ...)
• Continues black line shows a main hydraulic line. This lines are temporary or
continues load with high or pilot pressure.
• Broken line shows a return, drain or control oil line.
• Black dot shows a connection point. The position of this connection is not definitely
fixed.
• White dot shows a connection or port of a component with a fix definitely position
or port number.
• Page 1 shows the high pressure main hydraulic circuits with all pilot control valves,
control blocks, distributor manifold and cylinders or motors.
• Page 2 shows all main pumps and pilot pressure pumps with the main pump control
system and the other auxiliary pilot pressure circuits as lubrication system and
ladder.
• Page 3 shows the main pump control arrangement, the auxiliary circuits with oil
cooling system and the hydraulic tank.
• Page 4 shows the car body hydraulic with travel brakes, travel motors and track
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Page 5
12.1 Symbols
Illustration Z 22988a
12.1.1 Lines, unions
Symbol Description Used as / at / on
1 Oil supply line, can be a Suction line or pressurized
hose or a pipe. line of main hydraulic circuit
or pilot pressure circuit or
auxiliary circuits (e.g. fan
drive).
2 Return oil line, can be a Return lines, connected to
hose or a pipe. the return oil filter chamber
of the main oil reservoir.
3 Case drain (leak) oil line, Return lines, connected to

can be a hose or a pipe. the case drain (leak) oil filter
chamber of the main oil
reservoir.
4 Control oil line, can be a Pilot control line, pump
hose or a pipe. regulation line and parking
brake control lines.
5 Crossed lines Pipes or hoses not

connected
6 Connection point, is a Connection between

connection of hydraulic several lines
lines without definite
position
7 Component connection Connection to components
point, is a connection with like, valve blocks, tanks,
a definite position at a pumps, ...
component
8 Plugged connection point, Not used connection
can be plugged with any points.
kind of plugs.
9 Plugged line inside of a Not used connection

manifold, can be plugged points.
with different kind of plugs.
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12.0
6
12.1 Symbols
12.1.1 Lines, unions

10 Compensator, Oil tank outlet to the
Compensate line length pumps
differences depend on
vibration and temperature.
11 Quick coupling, Tank drain couplings, often
is a special union with removed lines (e.g. at grease
integrated check valve systems with removable
barrels).
12 Blind, Orifice, e.g. Oil cooler inlet,
not adjustable with
orifice diameter in mm
13 Pressure check point HP Filter, Fan valve

With a special quick block....at all important
coupling. circuits
14 Distributor block Connection of lines with

the same destination e.g.
return lines to tank
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Page 7
12.1 Symbols
12.1.2 Components, valves

15 Accumulator, Input line to the remote
is filled with nitrogen gas control valves, return oil
with for the respective collecting tube, track
accumulator specified tensioning system
pressure
16 Screen filter, Installed in suction lines to
the screen size is 1.0 mm the pumps, oil tank outlet,
return oil collecting tube
17 Oil cooler, Hydraulic oil cooler,

PTO oil cooler
18 Breather filter, On top of PTO or

hydraulic tank
19 Spray nozzles, Gearbox (PTO) cooling

inside of a case for and lubricating system
cooling and lubricating
continued
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12.0
8
12.1 Symbols
12.1.3 Sensors
20 Pressure switch / sensor e.g. return / leak oil
Input = pressure chamber (digital), high
Output = electrical signal pressure filter (analogue)
analogue or digital
21 Pressure switch e.g. swing or travel

Input = pressure detection PC3000,
Output = digital electrical
The switch point is 24 bar
22 Temperature sensor, e.g. hydraulic tank

Input = temperature
Output = electric signal
proportional to the
temperature
23 Level sensor, Hydraulic tank, fuel tank

Input = fluid level
Output = electrical signal
analogue or digital
24 Chip sensor, Main pumps

Input = contaminate oil
Output = electrical digital
signal
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Page 9
12.1 Symbols
12.1.4 Valves and valve components

25 Manuel operated unit Valve in track tensioning
Lever system,
26 Electric / magnetic Solenoid valve

operated unit
Solenoid
27 Pilot pressure Pressure relief valve, disc

controlled unit brake, ...
28 Spring, Solenoid valves,

with fixed force
29 Spring adjustable Pressure relieve valves,....

spring force is adjustable
30 Check valve e.g. main pump outlet,

In drawn pos.: from right swing brake valve block,
to left free flow, from left anti cavitation valves at
to right blocked flow. main control blocks or
distribution manifold
31 Check valve spring By pass of the return oil
loaded filter, by pass of
Opened in flow direction secondary filter
only against spring force
= pressure
32 Double check valve, Swing brake control,
in drawn pos.: opened
only from the left to the
bottom or from the right
to bottom
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12.0
10
12.1 Symbols

33 Shut-off Valve with Gate valve between main oil
monitoring switch, reservoir and suction tank
the adjustable switch
monitors the valve position
34 2/2 control valve Track tensioning system

manual operated,
2/2 cock valve
35 3/2 control valve Change over valve from

manual operated, electronically pump
3/2 cock valve regulation to emergency
mode (hydraulically
pump regulation)
36 4/2 directional control valve e.g. swing parking brake,
as solenoid valve travel parking brake,
4/2 way solenoid valve, ladder controlling,,
electrically controlled.
Neutral position:
P-A and B-T connected.
37 Variable throttle valve Travel brake valve,
hydraulically controlled located in the car body
pilot control port pressure
less = maximum restriction
38 3/2 directional control Service arm controlling
solenoid valve, seat
design = leak oil free
3/2 way solenoid valve,
neutral = port P-A open
39 4/3 directional control Ladder controlling,
solenoid valve service arm controlling
4/2 way solenoid valve,
in neutral all ports closed
40 External pilot PC 3000 and PC4000
controlled proportional with floating system
floating valve
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Page 11
12.1 Symbols

41 Main control valve Standard control valve for
“standard function” two directions of cylinder or
In neutral position: motor.
open pump flow (P-PU) and
control port flushing (T – a, T
– b), in position a or b closed
circulation port (P- PU)
42 Main control valve Control valve for pressure

“pressure less lowering” less lowering. Used to assist
Neutral position: open pump the floating function of boom
flow (P-PU), control port and stick,
flushing (T– a, T– b)
Position b: closed circulation
port (P-PU), normal function
P – B and B - T,
Position a: open circulation
port P – PU, only port B – T
connected
43 Main control valve “floating Control valve with floating
function” function in position a,
Neutral position: open pump e.g. floating valve for boom
flow (P-PU), control port or stick, .
flushing (T– a, T– b),
Position b: closed circulation
port (P-PU), normal function
P – B and B - T,
Position a: open circulation
port (P – PU) = A, B, T, P
connected together via tank
44 Pressure reducing valve, Emergency mode
assembly pressure (X3-pressure),
Variable inlet pressure at port pilot oil pressure
B and constant lower output
pressure at port A, output
pressure is adjustable.
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12.0
12
12.1 Symbols

45 Pressure relief valve, e.g. ladder controlling,
direct controlled and service arm controlling ..
adjustable
46 Pressure relief valve Secondary relieve valve

with anti cavitation at main control blocks
valve (check valve)
Assembly, external drain
at port Y
47 Pressure increasing valve Swing brake block, track

pressure relieve valve with tensioning system.
variable setting, pilot
pressure controlled via port
X. Low pilot pressure = low
relieve pressure
48 Proportional pressure Remote control valves to

valve, reduce the control the main control
pressure in port A blocks,
proportional to the
solenoid current.
49 4 port proportional Pump regulation, only
pressure relief valve, output port A is used for
direct operated by a our systems
proportional solenoids.
50 Pressure relief valve, Radiator and oil cooler

mechanical and fan drive
hydraulically via pilot
port X adjustable, oil
drain port Y
51 Throttle check valve Distribution manifold
with secondary relieve normally in the line to the
valve, throttle and cylinder piston side.
secondary valve
mechanical adjustable,
external drain at port Y.
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Page 13
12.1 Symbols
12.1.5 Pump, motor, cylinder

52 Single acting Cylinder, Track tensioning system
pressurised moving only
in one direction, return by
external force
53 Double acting Cylinder, Attachment i.e. boom,

Cylinder in which the fluid stick, bucket or clam
pressure operates alternately cylinder
in both directions (forward
A B and backward strokes)
A = Piston side
B = Rod side
54 Drive shaft of a motor Main pumps, swing
or pump with one motor, fan drive, travel
direction drive
55 Hydraulic pump with fix Fan pump, circulation

volume per revolution pump, pilot pump, PTO
suction port S and pressure lubrication pump
outlet P
56 Hydraulic pump with Main pumps

variable output volume
per revolution
with external case drain
57 Hydraulic pump Main pumps

assembly
with pump bearing
lubrication, one direction
and external case drain
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12.0
14
12.1 Symbols
12.1.5 Pump, motor, cylinder

58 Variable hydraulic Main pump
pump with charge
pump
and external drive shaft
bearing lubrication
59 Hydraulic motor Fan motor

can be used in both
direction, with external
case drain L
60 Motor with disc brake Travel motor

disc brake is spring
loaded it means:
pressure less pilot line =
maximal brake torque
61 Variable swing motor Swing motor PC5500

with integrated control
valves and flushing
valves
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Page 15
12.1 Symbols
12.1.6 Assembly and main components

62 Lubricant pump drive Lubricant pump station
differential cylinder with for central lubrication
integrated control valves system and swing ring
to propel the grease pump lubrication system
63 Swing brake valve Swing brake system.

assembly,
act as a hydraulical back
pressure system parallel
to a motor with variable
pressure setting and
independent pressure
side. Input port A or B
and outlet on the opposite
connection to the motor..
64 Rotary joint Hydraulical connection

Upper part with between superstructure
connections drawn to and car body
the top, lower part with
connections drawn to
the bottom
65 Travel brake valve block mounted in the supply

with secondary pressure line to the travel motors,
relieve valve is located in the car body
is connected in the line to
the travel motors. The
return oil flow is restricted
according to the pressure
inlet.
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12.0
16
12.1 Symbols
12.1.6 Assembly and main components

66 Remote control lever to Control lever in the
control the main control operators cabin
blocks
67 Remote control pedal to Control lever in the

control the main control operators cabin
blocks
68 Hydraulic oil tank with Main hydraulic tank

leak and return oil filter,
back pressure valve and
sensors
16.11.05 PC8000-6-D_Sec_12-0_#12046_rev0.doc
Electric Circuit Diagram Page 1
Section Page
13.0 Hints for reading the electric circuit diagram
13.1 Designation of electrical devices 2

13.2 Symbols 3+4
13.3 General information 5+6
13.4 Reading a circuit diagram 7+8
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13.1 Designation of electrical devices
Indicating letter Kind of component

A System, subassembly, parts group, trigger boxes, control units
B Transducer for conversion of non-electrical variables to electrical
variables, and vice versa.
Speed sensors, pressure sensors, pressure switches, oil-pressure
switches, temperature sensors
C Condenser, capacitor, Condensers and capacitors, general
D Elements with time lag, memory elements, binary elements
E Various devices and equipment
F Protection device
Fuses, current protection circuits
G Power supply, generator
Batteries, generators, alternators
H Monitor, alarm, signaling device
Indicator lights, signal lights, headlights, warning buzzers, horn
K Relay, contactors
L Inductor
Coils, windings
M Motor
N Regulators, amplifiers
P Measuring instrument
Q High voltage switching units
R Resistors, heating devices
S Switches, selectors
T Transformer
U Modulator, converter from one electrical in an other electrical value
V Semiconductor, electron tubes, diodes, rectifiers, zener diodes
W Transmission path, conductor, antenna
X Terminal, Plug, Plug and socket connection
Y Electrically actuated mechanical device
Solenoid-operated valves
Z Compensating units, filters, limiters cable connection
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3
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13.2 Symbols
Our common used symbols in accordance to VDE/IEC (Association of

German Electrical Engineers DIN 40710 - 40716 and the International
Electrical Commission) differ for the most part from the symbols in
accordance to JIC/ASA (Joint Industrial Council and American Standard
Association) USA and Canada JIC EMP-1-1967 and ASA 2 32-3).
For this reason the following comparative chart.
1) Normally open 2) Maintained 3) Single pole

contact contact two way contact
break before make
4) Normally 5) Push-button 6) Limit switch
closed contact switch NO contact
NC contact
7) Manual operated 8) Foot-operated 9) Pressure
switch isolator, push-button operated switch
disconnect switch switch
10) NC contact with 11) Multi-position 12) Indicating
time lag switch selector instrument
(general) symbol
13) Contacts with 14) Resistor 15) Ammeter
time lag general
16) Battery 17) Tapped 18) Voltmeter

resistor
19) Inductive 20) Continuously 21) Recording

resistance adjustable, instrument
general
22) With iron core 23) Adjustable in 24) Signal lamps

steps pilot lights
25) Continuously 26) Potentiometer 27) Operating coil

adjustable rhesostat solenoid
28) Transformer 29) Capacitor 30) Rectifier, semi

general, conductor
continuously
adjustable
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4
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13.2 Symbols
31) Rectifier bridge 32) Thermal over load limit 33) Phase, 4-wire system
34) Current transformer 35) Undervoltage relay 36) Junction of conductors
37) Voltage transformer 38) Temperature relay 39) Junction
40) Circuit interrupter 41) Contactor 42) Terminal
43) Circuit breaker, three 44) Generator (G)- 45) Terminal

phase Motor (M)
46) Thermal over- ground, 47) 3-phase-motor 48) Earthing, general

load protection
49) Magnetic over- socket 50) 3-phase squirrel cage

current protection
51) Plug and 52) Slip ring motor
53) Fuse with bolted contacts 54) 3-phase squirrel cage

induction motor in
Star-delta starting
55) Thermal overload relay 55) Two speed motor
(tapped windings)
(for ex. 8 to 4 poles)
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5
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13.3 General information
Komatsu circuit diagrams

Each sheet has the following information in the bottom right hand corner:
Diagram Number example: 897 844 40
Machine Type example: PC4000-6
Sheet Number and Total Number of sheets 01/63 - 02/ . etc.
Each sheet is numbered from 8 (at the left corner) to 1 (at the right corner) along the
top and bottom lines, and lettered down from F (at the top) to A (at the bottom)
along the left and right side lines.
This coordinate system enables you to find components easily.
On the table of contents, page one, the individual circuits are listed up with the
respective page number.
Example: The circuit for the superstructure lighting is shown on page 39.
Pages number two, three and four are cross reference lists of component codes
related to page numbers.
Example: The relay with the component code “K1-1” is shown on page 8.
On page five is a list of answers to frequently asked questions (FAQ) concerning

abbreviations, function of components (e.g. time relays) mathematical symbols etc.
used in the diagram.
All electrical components are connected via cable harnesses to the main switch
board “X2”. There is only one Plug connector in between, which is always located
close to the respective component like sensors, solenoids etc.
All 24 volt wires are blue and have a printed code (every 10 cm) at each end of the
wire. (see illustration)
The first part of the code shows the required connection and the second part gives
the information what is connected at the other side of the wire.
Example:
going to coming from coming from going to
X2S = X2-Board, terminal group “S” Y136 = Plug connector to solenoid

45 = Terminal No 45 .1 = Terminal 1 of connector
All circuits are shown current less and all relays and switches are in neutral position.
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6
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13.3 General information
Explanation of the Drawing Concept
(1) Drawing number

(2) Sheet number / quantity of sheets
(3) Designation of drawing
(4) Designation of component or assembly
(5) Column (vertical sections)
(6) Lines (horizontal sections)
(7) Component symbol
(8) Neutral wire / machine ground
(9) Designation of phase
(10) Phase strip
(11) Terminal strip and terminal
(12) Cable plug and pin number
(13) Relay coil
(14) Relay contacts, partially with detailed information
(15) Cross reference for the continuation, Page / Column
(16) Indication where the relay contact opens or closes
Location of the Main Terminal Boxes
(X1) Dashboard inside the cabin

(X2) Main switch board inside the cab base
(3E14-1) Electronic control module (ECM- Quantum) left bank of the engine
(3E54-1) Electronic control module (ECM- Cense) flywheel end of the engine
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13.4 Reading a Circuit Diagram.
) • Examples are shown by sectional drawings out of the electric circuit

diagram 897 844 40 page 08.
(1) Section F8 / sheet 08

The hint F11/06.1 indicates that the wire from F11 is continued on
sheet 06 column 1.
(2) Section C4 / sheet 08

Shown is the relay coil K51-1 only and not its contacts.
The contacts are shown somewhere else in the diagram.
Switching and contact positions are shown below at the foot of that
particular circuit in row C-C as shown below.
Example for K51-1:

1 9
08.5 5 opens on sheet 8 section 5 when relay is energized
2 10
: 6 Not used
3 11
: 7 Not used
4 12
: 8 Not used
When diodes are fitted to a relay, they are fitted to allow a current flow in one
direction only. An LED* (Light Emitting Diode) indicates a current flow if it
lights up.
When diodes ** are fitted anti-parallel to a relay coil, they absorb the high
induced voltage caused by making and breaking the current flow through the
coil.
This occurs each time we operate a switch supplying current to the coil. The
diode effect allows the induced current to circulate within the coil windings and
decay when the energy to the coil is cut.
* LED between A1 and coil

** Diode between A1 and A2.
(3) Section F7 / sheet 08

Connectors and Terminals are identified by a letter and number
code. X2 o 23-28 = Terminal box X2 Terminals 23 to 28 are linked
with a metal bridge.
continued
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Cont.:
13.4 Reading a Circuit Diagram.
(4) Section E 1 sheet 08

The components have a letter and a number prefix, and these are
explained below in rows A and B.
Components are depicted in a system unique to VDE/IEC
(Association of German Electrical Engineers DIN 40710-40716 and
the International Electrical Commission) or to KMG standard.
S27 = Toggle switch (with non-automatic return)
a. F11 = Circuit breaker (24V power supply)
b. F11 / 10.5 = Power line F11, comes from circuit breaker F11, sheet
08 section 8 and continues on sheet 10 section 5.
c. S27 / 20.7 = Line S27, comes from switch S27, sheet 08 section 1
and continues on sheet 20 section 7.
Function:
If switch S27 is actuated, terminal A and B are connected and 24VDC will
energize the coils of K121 and K121a on page 08 and simultaneously via line
S27 a digital input to the PLC on sheet 20 section 7.
Now the machine can be operated in emergency mode and a warning text
appears on the display.
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Electronic Control System Section 14.0
ECS Page 1

Section Page
14.0 Electronic Control System ECS
14.1 General Design of the ECS-T System 2

14.1.1 Input and outputs of the PLC 3
14.1.2 Task 3
14.1.3 PLC DIGSY plus ® 4
14.1.4 Definitions; Symbols and Abbreviations 5 + 6 +7
14.2 How to Proceed due Maintenance and Installation 8+9

14.2.1 Meaning of the Status LED’s 10 + 11
14.2.2 Short Circuit Marker -LED “MK” 12
14.2.3 Diagnostic for Temperature-Module “ANM” 13
14.3 Front Connector Arrangement 14

14.3.1 Front Connector Arrangement BIM-Module 14 + 15
14.3.2 Front Connector Arrangement, ANM-Module 16 + 17
14.3.3 Ground connection of the Control Unit 18
14.3.4 Interface-Connection COM SP /SK 19
14.4 Power supply 20

14.4.1 Operation Voltages +24 V 20
14.4.2 Safety Precautions for Faultfinding 21
14.4.3 CPU Voltage Range 22
14.4.4 Electric Classification 22
14.4.5 Fuse 22
14.5 Function explanations with electrical diagram 23

14.5.1 General 23
14.5.2 Pressure Measuring 24
14.5.3 Temperature Measuring 25 + 26
14.5.4 Temperature – Resistance Chart PT100 27
14.6 Hints for reading the functional flow charts 28

14.6.1 General 28
14.6.2 Example 29
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14.1 General Design of the ECS System
ECS Electronic Control System
Legend: Illust. Z 21407a
(1) PLC Programmable Logic Control (DIGSY plus ®)

(2) Text display
(3) Keys for function control and pre-adjustments
(4) Outlet “X27” for data transfer
(5) Field computer system (like MODULAR MINING)
(6) Printer
(7) Memory card unit
(8) Laptop
I/ O Input / Output data transfer
) • Items 5 to 8 are optional equipment
Meaning of the PLC front cover codes

• BIM Binary Module
• ANM Analog Module
• MK Short Circuit Memory
• A Digital Output
• E Digital Input
• DIAG Diagnostic
More in detail see page 4
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14.1.1 Input and Output of the PLC, Illust. Z 21408
PLC = Programmable Logic Control

(Programmable Logic Control = Control system with a write-reading-
memory, whose content can be altered (via an serial interface) by a PC and
the resp. Software.
No mechanical action necessary.)
14.1.2 Task
The PLC receives from the monitored excavator components the actual
values and does an evaluation.
The evaluation results in a control and display function.
See I / O connection table (chapter 10) and electric circuit diagram for I / O
levels and ports.
) • The picture shows as an example the application for a two motor

version.
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14.1.3 PLC DIGSY plus ® (circuit diagram code E6)
Legend for illustration Z 21409b

1. Central Processing Unit (CPU) board.
2. Binary Module (BIM) board.
3. Analogues Module (ANM) board.
4. MK Output short circuit marker LED red
5. Input state-LED green, Inputs E1.1 - E1.8 up to E14.1-E14.8
6. Input or Output State-LED red (A2/ E9, Af/E10, A6/E11,
A8/E12, A14/E21) Can be used as Inputs or Outputs
7. Output state-LED red, Output A1.1 - A1.8 up to A13.1-E13.8
8. Diagnostic-LED (DIAG), (green flashing = OK.)
5Volt Voltage-LED (+5V), (green = OK.)
9. Diagnostic LED for ANM
10. COM SP Interface (COM SP) (Text display connection)
11. COM SK Interface (COM SK) (PC-Connection)
12. Binary Module BIM-plug-in location (slots) (X1-X5)
13. Analog Module ANM-plug-in location (slots) (X6-X8)
14. Ground Connection (GND)
) • The quantity and configuration of the BIM and ANM Module can be
vary, depend on the excavator type and additional options.
MK-LED, The short circuit marker are used to indicate an external short to GND
• MK1, MK3, MK5, MK7 & MK9- LED for outputs A1.1 - A1.8
A3.1 - A3.8, A5.1 - A5.8, A7.1 - A7.8 & A13.1 – A13.8
• MK2, MK4 , MK6, MK8 and MK10 if there groups as outputs used
• A MK-marker is placed, if an output (e.g. A1.1) gets from the program an output signal
and at the same output happens an external short. The red MK 1-LED lights ON
)
• If there is a short all outputs of the resp. Output group i.e.. A1.1 - A1.8)
are switched Off
• The short circuit marker remains until the control system gets switched
Off/ON (after eliminating the short).
State-LED Input lights up with a present 24 Volt signal.

State-LED Output lights up with a switched On output.
5V-LED, indicate specified operation states by different colors and duration of

lightning (Continuos On or flashing). For detail information see Section 4.
DIAG-LED, indicate specified operation states by different colors and duration of

lightning (Continuos On or flashing). For detail information see Section 4.
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14.1.4 Definitions; Symbols and Abbreviations

≡ Sign used for “corresponds to”
≠ Sign used for “not equal to”
Bit A bit is the smallest unit for information. It can assume only two
conditions: logical 0 or logical 1 ( also referred to as logical L-Level and
logical H-Level).
Boolean algebra Mathematical rules for binary variables and conditions. For Boolean
equations the following signs are used:
Logical AND operation (AND or &) ∧
Logical OR operation (OR or >=1) ∨
Logical Negation (NOT or 0) ¬
Byte Unit for Information unit comprised of 8 bits. A byte can assume a value
between 0 and 255.
Word Memory unit comprised of 2 byte or 16 bit. A word covers the numeric
range from –32767 to +32767.
Clock Signal pulse
VWP VerWaltungProgramm: (management program) A control program

created by the user.
AWP AnWender Program: (Application program, user program) A control

program created by the user.
AWL AnWeisungsListe: (instruction sequence) Representation of a program

using alphanumeric signs and symbols as defined in DIN 19239.
Programming in AWL (selection logic) is the at present widely applied
method of programming.
CMOS Complementary Metal-Oxide Semiconductor: Complementary metal-

oxide semiconductor technology with very low-level closed circuit
current. These semiconductors are used above all for accumulator and
battery buffering.
RAM Random Access Memory: Read-write memory in which each memory cell
can be addressed in order to read, write or delete at any time. RAM losses
all of its information when the computer is turned off which is why it is
often buffered by accumulators or batteries.
EPROM Erasable Programmable Read Only Memory: Read-only memory erasable

by ultraviolet light and electrically programmable. With this memory type,
the contents remain intact in the event of a power failure. In the case of
DIGSY plus ® this memory contains the management program (firmware).
continued
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Cont'd:
EEPROM Electrically Erasable Programmable Read-Only Memory (also called
E2PROM):Electrically erasable and programmable memory. In the event
of a power failure, the contents of this type of memory remain intact. The
DIGSY plus ® application program (AWP) is loaded into this type of
memory.
COMPILER A program that translates the instructions of a programming language

(e.g. instruction sequence [AWL]) into machine code (processor
instructions).
EDITOR Utility program for the creation and changing of programs.
Loop Program loop.
Off-Line Operational method of a programming device without attached

automation device.
On-Line Operational method of a programming device (PC) is connected to the

automation device thereby enabling data and programs to be read or
changed.
PC Personal Computer: Programmable unit for the DIGSY plus ®.
Watch-Dog: Internal supervisory unit in computers and automation devices used to

recognize system and memory errors.
CPU Central Processing Unit: Control and central unit in an automation

device usually based on a microprocessor. It can read the application
program code and run the instructions contained therein.
Cycle Time Time required for the application program to run through once.
continued
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Cont'd:
Coding Types and Number Systems

ASCII American Standard Code for Information Interchange: A standardized
information processing code developed in the USA based on
7 bits = 0 – 127 (7-bit code), (extended ASCII-code of 8-bit = 0 - 255)
Digital (Eng. Digit) is the representation of a continuos value or a physical

quantity (e.g. voltage) in several levels as a numeric value.
With regard to automation devices one also refers to “word processing”
in which case a “word” is a number (e.g. 573).
Analogue is the representation of a continuos physical quantity (e.g. current or

voltage) which corresponds to the value of a proportional condition
(e.g. rotational speed, routing, temperature, etc.)
For an automation device this physical value converted into 1024 levels,
for example (10-bit analogues-digital conversion). The digitalized value
thus acts within a defined range (e.g. 0 ≡ 0 volts to 1024 ≡ 10 volts) in
proportion to a certain input quantity (e.g. voltage). Conversely, by using
a digital-analog conversion, a digitalized value can be converted into a
continuous output signal (current, voltage).
Numeral A value expressed in one digit: from 0 to 9 in the decimal system and 0-F
in the hexadecimal system.
Number Value consisting of one or more numeric characters.
Baud Unit used in serial transmission of data: bits per second (bit/s).
Baud Rate Modulation rate or transmission speed of serial transmission of binary

numbers. The DIGSY plus uses a baud rate of 2400 baud for
communication and down-loading.
Binary Numbers, data and information which are exclusively expressed using
the two values 0 and 1 are bivalent = binary dates and information,
exclusive with the use of digits 0 and 1 (e.g. 1 = current 0 = no current).
Dual(Binary) Number (Dual = 2) is the simplest binary numeric expression. Each

position is arranged according to increasing powers of 2.
Example: 13463dec. = 0011 0100 1001 0111dual
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14.2 How to Proceed due Maintenance and Installation
Keep in mind
• - BE CAREFUL
• - BE ALERT
• - THINK ABOUT WHAT YOU ARE DOING
Any PERSON doing any work in or around the machine must be familiar
with the local SAFETY INSTRUCTIONS and with the specific SAFETY
INSTRUCTIONS REGARDING TO HIS OCCUPATION.
• Serious damage may happen at unqualified actions at the System or

Unit or when not paying attention to the hints given in this manual or
on labels at the units
Qualified persons in sense of the safety relevant hints in this manual or on the
product, are persons which are
• either as project engaged person familiar with the safety concept for
automatic control systems;
• or as operating personal for the use of an automatic control system being
instructed;
• or having the authorization and occupation to put such systems into operation
or doing repair work as well as having the authorization and occupation to put
such systems/units into operation regarding the power
circuits and there safety standards and, to earth and to mark it.
continued
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14.2 How to Proceed due Maintenance and Installation

Cont’d.:
• Serious damage may happen at irrelevant opening and improper repair.

Open always the resp. circuit breaker before opening a unit.
I/O – cables may only be connect or disconnect in a powerless state.
A BIM module will be damaged while supplying an external power

of 24VDC to the inputs and/ or outputs. If it is necessary for
faultfinding or external unit checks the connection to the PLC has to be
interrupted.
• Without power interruption the interface cable are only allowed to be

disconnect or connect when following preconditions are given:
1. The cable must be shielded and the shield must be connected to the
cover of the plug-in connector.
2. A potential balance must be made by connecting the GND
potential parts of the plug connector parts before connecting
the cables.
• Replace the fuses only by fuses which matches the values given in the
technical dates
ã • Do not through batteries into open flame and do not solder at their cell
body, explosion can occur (max. Temperature 100° C). Do not open and
do not recharge batteries that contain lithium or mercury. Replace
them by same type only!
• Dispose batteries and accumulators as special waste.
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14.2.1 Meaning of the Status LED’s, Illust. Z 21431b
The DIGSY plus performs by the function of the Status LED’s (5V and DIAG) and
the so named Diagnostic Words* (DW1 up to DW256) many data and statuses.
With a PC and the Program- and Diagnostic Software the. Diagnostic Words are
visible on a monitor.
The following sections explain the diagnostic possibilities more in detail.
* Can be called-up by PC assistance only.
Table: Statuses of the +5 V-LED and their meaning

LED Effect Cause Remedy
5 V-LED Voltage
green o.k.
5 V-LED CPU not working Supply Check the
red (RESET) < 4,65V +24 V Supply
DIAG-LED red if not o.k. *)
5 V-LED CPU not working Supply Check the
OFF (except the is missing +24 Volt
LED is defect)
Fuse S1 Replace the **
defect Fuse F1
LED defect *)
(if DIAG
LED is ON)
others *)
5 V-LED
flashing
red/green cyclically Watchdog *)

new starts in operation
red/
orange Continuos Reset Component fault *)
** Replacement only after co-ordination with Komatsu Mining Germany, Dept. 8124.1
*) = Return PLC to manufacturer

continued
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14.2.1 Meaning of the Status LED’s, Illust. Z 21431b

Cont’d.:
Table: State of the DIAG-LED and their meaning
LED Effect Cause Remedy
DIAG-LED Program Communication via Check the cable
green in operation Interface COM-SP connection and the
not active Interface port
(interrupted)
COM-SP<╪> Text
display
DIAG-LED Program- Temperature External cooling
orange state inside housing
unchanged too high
+24 VCPU < 14 V Increase the voltage
Accumulator voltage Replace the
too low accumulator module
Fixed operands Check the
deleted accumulator
connections
SPS in start loop wait
after voltage ON
programming in Stop the
operation programming *1)
DIAG-LED Program EEPROM not Initialize
RED not running (stopped) Initialized EEPROM *1)
EEPROM- or Initialize
RAM- fault EEPROM *1)
if the fault is
still present *2)
DIAG-LED Program Program Start program *1)
OFF not running stopped
(except LED
defect)No Program Load program *1)
otherwise LED
defect *2)
DIAG Program- Communication via
flashing state Interface COM-SP
unchanged or COM-SK active
Color State COM-SP⇔ Text
depending Display
COM-SK⇔ (PC)
*1) Function of the Programming Software PROSYD
*2) = Return PLC to manufacturer
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14.2.2 Short Circuit Marker -LED “MK”
The short circuit markers are used to indicate a short of the outputs at an external
short to GND.
A “MK” marker will be initialized if by the user-program an output signal is
given and at the same output is an external short present.
The “MK” marker remains until (after short elimination) the control system is
switched OFF and ON.
See also Section 14.1.3 page 4
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14.2.3 Diagnostic for Temperature-Module “ANM”
For the function control a two-color LED is used, visible at the front cover.
The diagnostic - LED indicates following states:
- LED red: System in reset mode or range overflow of
one or more analog outputs.
- LED green: Ordinary operation, no range overflow.
- LED red/green flashing (2Hz) Watch-dog timer response or cyclically

overflow of one ore more analog outputs.
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14.3 Front Connector Arrangement

14.3.1 Front Connector Arrangement, BIM Module (Digital Input / Output)
) • .This is an example for the first Slot. Additional BIM Modules can
be vary depend on configuration of the variable input/output port
A2/E9/ A4E10, A6/E11, A8/E12 or A14/E21.
• The configuration for the respective excavator is written in the
EA-Configuration chart (EA-Belegungsliste) see Appendix.
Pin Symbol Operand Definition

1 Input 1.1 E 1.1 Input 1 of the input group. 1
2 Input 1.2 E 1.2 Input 2 of the input group. 1
3 Input 1.3 E 1.3 Input 3 of the input group 1
9 Input 9.1 E 9.1 Input 1 of the output group 2
17 0 V (GND) Ground
18 Input 2.2 E2.2 Input 2 of the input group 2
continued
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14.3.1 Front Connector Arrangement, BIM Module (Digital Input / Output)
Cont’d.:
Pin Symbol Operand Definition
22 Output 1.1 A 1.1 Output 1 of the output group 1
29 Output 1.8 A1.8 Output 8 of the output group 1
30 UE/A Under Load Voltage UE/A =
31 UE/A Under Load Voltage Voltage.
32 UE/A Under Load Voltage Input / Output
33 UCPU DIGSY (plus)- Operation Voltage
41 Output1.4 A 1.4 Output 4 of the output group 1
42 Output1.5 A 1.5 Output 5 of the output group 1
45 Output 1.8 A1.8 Output 8 of the output group 1
46 UE/A Under Load Voltage
49 UCPU DIGSY (plus)- Operation Voltage.
50 0 V (GND) Ground / GND
There are two pins (two channels) parallel connected only for output A1.1 –
A1.8 (the same for additional boards A3, A5, A7, A13).
• E1, E2,...E7, E13 and E14 input port fix configured.

• A2/E9, A4/E10, A6/E11, A8/E12 and A14/E21 variable input or output
ports depend on software programming.
• A1/A9, A3/A10, A5/A11, A7/A12 and A13/A21 output ports fix
configured.
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14.3.2 Front Connector Arrangement, ANM-Module (Analogues Input)
) • .This is an example for the first ANM slot. Additional ANM modules
configuration can be vary depend on configuration (temperature or
pressure).
• The configuration for the respective excavator is written in the EA-
Configuration chart (EA-Belegungsliste) see Appendix and the
respective electric diagram.
PIN PIN-NAME OPERAND COMMENTARY

1 KR Relay contact
2 KG Relay contact
3 KA Relay contact
4 GND/ANA Analog GND
8 A1I AW Z.1 Current output 1
9 A1U AW Z.1 Tension output 1
16 A4G GND – Output 4
19 GND/ANA Analogues - GND
22 E8G GND – input 8
• All pins are internal connected
continued
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14.3.2 Front Connector Arrangement, ANM-Module (Analogues Input)
Cont’d.:
PIN PIN-NAME OPERAND COMMENTARY
26 A1G GND - Output 1
27 4U+E4G GND - Input 4
29 E3G GND - Input 3
34 GND/ANA Analogues – GND
35 E8 EW Z+1.4 Input (U/I) 8
37 E7 EW Z +1.3 Input (U/I) 7
39 E6 EW Z +1.3 Input (U/I) 6
41 E5 EW Z +1.3 Input (U/I) 5
43 E4 EW Z.4 Input (U/I) 4
• All pins are internal connected
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14.3.3 Ground connection of the Control Unit
Attention: The complete shield of the analog cable must be connected to the ground
(GND) bolt of the PLC housing. This bolt must be connected to the X2
frame / machine ground by a cable (as short as possible) with 2,5 mm2
cross section.
When using plug connectors with metal boxes and connected shield the
additional complete shielding of the analog cable with the ground bolt is
not necessary. But attention must be played that the metal box is connected
by screws with the PLC housing.
The twisted signal lines are pair wise shielded and already via the 50-pol
female part of the connector connected to ground. The single shielding at
the free end of the cable must not be connected with earth.
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14.3.4 Interface-connection COM SK / SP
Legend for illustration Z 21425a (Exemplary picture about what possible)

(1) Text display
(2) PLC
(3) Plug socket “X27”
(4) Laptop computer
(5) Memory card system
(6) Portable printer
(7) Field dispatch system
Cables:
VL3 X27 to Laptop
VL4 X27 to Memory Card System
VL5 24V Power supply to Memory Card System
VL6 X27 to Portable Printer
VL7 24V Power supply to Portable Printer
VL8 X27 to Field Computer System
Communication interface:
COM-SK => Programming interface (Baud rate 19200)
COM-SP => Communication with text display (Baud rate 9600)
) • Data cables and/or communication systems are optional equipment.

• For more detailed information see OPERATION MANUAL of the
shovel
and the Software Program for the individual Communication System
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14.4 Power supply

14.4.1 Operation Voltages +24 V, Illust. Z 21426
Study together with the relevant circuit diagram
50-pin SUB Connector:
+ 24 V CPU-Supply: Pin 33 and 49

GND: Pin 17 and 50
+ 24 V I/O-Supply: Pin 30 - 32, 46 – 48
This supply voltage is the operating voltage for the module outputs. It must
be strong enough to carry the load current of all outputs.
It is provided with a LOAD-DUMP protection to protect (for short times)
wrong polarity and over voltage peaks.
• Wrong polarity causes destroying of the module!

• External 24 V supply to the outputs causes destroying of the module!
See next page for more information
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14.4 Power supply

14.4.2 Safety Precautions for Faultfinding, Illust. Z21427
• As already mentioned no external 24 V supply is allowed to the

outputs of the BIM modules of the PLC.
• If it is necessary while tracing faults, the cable to the PLC must be
disconnected subsequent to a component check, thus as relays,
solenoids or others by the PLC controlled components.
Procedure: Study together with the relevant circuit diagram

1. Find the terminal between the component and the PLC.
2. Example terminal 8X2-280 for the solenoid valve 8Y6.1.
3. Disconnect the wire on one side of the terminal.
4. Now supply 24 V to the solenoid and check function of it.
5. Finally re-connect the wire to the terminal
Binary Outputs A
2A-Short circuit proof
Each single Output of the Output group can withstand a load of 2A, but the
total load must not exceed 10 A. The Output group will be switched OFF if
one of the Output becomes overloaded (> 2 A), the short circuit marker will
be set and the “MK”- LED comes ON.
(A1¿ MK1, A3¿ MK3, A5¿ MK5)
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14.4 Power supply

14.4.3 CPU Voltage Range
• Electrical requirements +24 supply volt
• 14 V up to 36 V without any restrictions regarding the max. current
consumption of 4 amps out of the +5 V logic voltage.
• At voltage drops below 18 V the 2amps-outputs switched OFF due to
safety reasons. The short circuit markers initiated.
• The +24 V CPU is monitored on the CPU plus
DB16.1
After the diagnostic bit “Under-voltage UCPU “ DB16.1 has been set, all
access to the EEPROM memory of the CPU plus is blocked
• A drop below 9V results in a reset.
• During and after voltage drops according to DIN 40839 part 2 operates the
CPU plus normally.
14.4.4 Electric classification

The voltage supply meets the requirements according to:
• ISO 7637-2 Automotive Technique 24V
• DIN 0871-B
• IEC 801-4 step 4, VDE 0843-4.
• DIN/VDE 0470 part1 (old DIN 40050)
14.4.5 Fuse
TR5 / 2.5AT IEC 127-3 Manufacturer Wickmann,
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14.5 Function explanations with electrical diagram

14.5.1 General
Signal Status
Voltage level:
„1“ = 24 V* between E (Input) and GND
„0“ = 0 V** between E (Input) and GND
* 13 V up to actual supply voltage
** 0V up to 5 V
The left half of the picture shows so named PULL-DOWN resistors and the
right half PULL-UP resistors. The resistors are installed to get a low ohmical
input. A system with contacts only leads to a (high ohmical) input if dust or
moisture bridges the contacts.
PULL-DOWN resistors are installed with a normal NC contact (means with a
de-energized relay or normal closed switch contact) thus the ECS recognize a
fault after switching ON the system.
PULL-UP resistors are installed with a normal NO contact (means with a de-
energized relay or normal open switch contact) thus the ECS recognize a fault
after switching ON the system.
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14.5.2 Pressure Measuring (Hydraulic System), Illustration Z 22805
(study with the respective circuit diagram)
(Program run see Flowchart)
Analog Inputs:
„EW 14.1“ for pressure sensor B87A (0 up to 500 bar)
Measuring channel: 0......10 V
Function:
- Voltage supply for the pressure sensor: 24 V
- Output voltages Ua (OUT+, pin 2) of the pressure sensors:
Sensor 0 – 0,4 bar ¿ K= 25 V / bar
Sensor 0 – 60 bar ¿ K= 0,1667 V / bar
Sensor 0 – 500 bar ¿ K= 0,02 V / bar
(Pressure sensors with +1 V Offset)
Possible voltage checks:

24 V Supply between supply line 15 (start at circuit breaker) and GND.
Output voltage OUT (pin 2) of the sensor
between GND. Use respective circuit diagram for terminal numbers.
* How to calculate the Output voltage Ua:

Ua = output voltage proportional to the pressure input.
P = input pressure
K = calculation factor for the respective pressure sensor.
Ua = (P x K) + 1 V
Example for 200 bar and a 0 – 500 bar sensor:

Ua = (200 x 0,02) + 1 V = 5 V
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14.5.3 Temperature Measuring and trouble shooting Illustration Z22803a

General: (study with the respective circuit diagram)
The signal of the PT100 temperature probe can’t connect direct to the ANM –
Module (Analog input of the PLC). A temperature transducer module change
the PT100 signal (Ohm) into a suitable current (mA) signal for the ANM –
Module. The temperature probe is connected with a four wire technique to
compensate the line resistance of the long wire between the X2 switch board
and the temperature probe.
Analog Inputs (eg.: Hydraulic oil temperature sensor B15)

The temperature probe B15 is with 4-wire technology (distorting compensation)
connected to the transducer U15 terminal 1, 4, 2, and 3 (measuring range: -50°
C......+150° C). The output terminal 5 and 6 of the transducer is connected to the
ECS analog input „EW 2.1“ (input range 4 – 20 mA). The transducer need 24 V
power supply via terminal 7 and 8 (+24V, ground).
Function:
The temperature transducer convert the
measured values from the PT100 temperature
probe into electrically standardized analog
signals. With the four wire technique the length
and the cross section of the wires are not
important; because the electrical resistance of the
two current lines gets compensated. The sensor
is supplied with a low electrical current from the
temperature transducer (I+ and I-). Additional to
the temperature probe (PT100) resistance the
line resistance influence the current “flow” what
falsified the PT100 measurement. To
compensate the line resistance there are two
additional lines (U+ and U-) close to the PT100
connected. Via this lines the transducer measure
exact a tension drop between in- and output of
the PT100 probe witch is only created by the
PT100 resistance. Because there is no current “flow” through this lines which
are influenced by the line resistance (compared to hydraulic system- it’s like
a test hose with a pressure gauge). The module convert this tension drop into
a current signal (4-20mA) which is proportional to the temperature.
In the interest of proper function must the line resistance not exceed 50 Ω.
Additional the lines must be shielded according to the standards. The picture
shows the wiring of a PT100 probe to a temperature transducer in four wire
technique.
continued
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14.5.3 Temperature Measuring and trouble shooting, illustration Z22803a

Cont’d.:
Possible measurements PT100:

Disconnect the wires at the resistor and measure the resistance across the
resistor.
Compare the measured resistance with the values given in the table on next
page.
If the value correspond to the temperature measured with an other temperature
gauge the PT100 resistor is OK.; otherwise replace resistor.
Wiring:
Disconnect the wires at the resistor and inside X2-box at the temperature
transducer terminal 1, 2, 3, and 4.
Measure the line resistance to the ground.
All single wire resistance must be the same.
Transducer:
Connect a Ampere-meter in line between terminal 5 of the transducer and the
disconnected wire to the ECS. Select mA range and check the current. The value
must compare to the PT100 resistance with the following calculation:
I = [( 50 + t ) x 0,08 ] + 4
t = temperature [°C]
(Check temperature via PT100 resistance and temperature chart next page)
I = current [mA] to the ECS
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14.5.4 Temperature – Resistance Chart PT100
Basic Values in Ohm according to DIN 43 76
For Measuring Resistor PT100
°C -0 -1 -2 -3 -4 -5 -6 -7 -8 -9
-50 80,31 79,91 79,51 79,11 78,72 78,32 77,92 77,52 77,13 76,73
-40 84,27 83,88 83,48 83,08 82,69 82,29 81,89 81,50 81,10 80,70
-30 88,22 87,83 87,43 87,04 86,64 86,25 85,85 85,46 85,06 84,67
-20 92,16 91,77 91,37 90,98 90,59 90,19 89,80 89,40 89,01 88,62
-10 96,09 95,69 95,30 94,91 94,52 94,12 93,73 93,34 92,95 92,55
0 100,00 99,61 99,22 98,83 98,44 98,04 97,65 97,26 96,87 96,48
°C 0 1 2 3 4 5 6 7 8 9
0 100,00 100,39 100,78 101,17 101,56 101,95 102,34 102,73 103,12 103,51
10 103,90 104,29 104,68 105,07 105,46 105,85 106,24 106,63 107,02 107,40
20 107,79 108,18 108,57 108,96 109,35 109,73 110,12 110,51 110,90 111,28
30 111,67 112,06 112,45 112,83 113,22 113,61 113,99 114,38 114,77 115,15
40 115,54 115,93 116,31 116,70 117,08 117,47 117,85 118,24 118,62 119,01
50 119,40 119,78 120,16 120,55 120,93 121,32 121,70 122,09 122,47 122,86
60 123,24 123,62 124,01, 124,39 124,77 125,16 125,54 125,92 126,31 126,69
70 127,07 127,45 127,84 128,22 128,60 128,98 129,37 129,75 130,13 130,51
80 130,89 131,27 131,66 132,04 132,42 132,80 133,18 133,56 133,94 134,32
90 134,70 135,08 135,46 135,84 136,22 136,60 136,98 137,36 137,47 138,12
100 138,50 138,88 139,26 139,64 140,02 140,39 140,77 141,15 141,53 141,91
110 142,29 142,66 143,04 143,42 143,80 144,17 144,55 144,93 145,31 145,68
120 146,06 146,44 146,81 147,19 147,57 147,94 148,32 148,70 149,07 149,45
130 149,82 150,20 150,57 150,95 151,33 151,70 152,08 152,45 152,83 153,20
140 153,58 153,95 154,32 154,70 155,07 155,45 155,82 156,19 156,57 156,94
150 157,31 157,69 158,06 158,43 158,81 159,18 159,55 159,93 160,30 16067
Example: 84 ° C Ì 80° + 4° = 132,42 Ω

124,4 Ω Ì 124,4 ≈ 124,39 = 60° + 3° = 63 °C
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14.6 Hints for reading the functional flow charts

14.6.1 General
) • Probably the best aid for trouble shooting is the confidence of knowing
the system and how to use the ECS. Every component has a purpose in
the system. The construction and operating characteristics of each one
should be understood.
• Use always the electric/hydraulic circuit diagram the flowchart and
the operation manual for the specific machine.
1. Select on page 1 of the flow chart, (which contains the table of contents
and the main program) the respective subprogram, for example the
Power-Master lube system.
2. Components in the flow chart, have the same identification code as in the
electric/hydraulic circuit diagram, as shown in cross reference list (page 2-4).
For example: Relay K50 = ?
On page 2 (cross reference list) you find out that relay K50 is shown on
page 43 of the flowchart.
3. On each page of the respective subprogram you will find the functional
description in plain text.
In case of problems concerning reading the program loops, you may find
answers in the frequently asked questions list on page 6 and 7 of the flow
chart.
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14.6 Hints for reading the functional flow charts

14.6.2 Example: Monitoring the X1-pressure for pump control,
illustration Z25072
Grey shaded fields in the table below shows the normal way , used from the program,
if the excavator is in “standard condition”.
Item query Yes No

1) Sensor or cable B85-X : 5 sec. < --6bar B85-X : 5 sec. : Voltage
defect? i.e. <1V at EW13.3 between 1V and 11V at
or EW13.3
B85-X : 5 sec. > +55,3bar
i.e. > 11V at EW13.3
⇓
Fault message No 1190
2) _running_motor-x Motor X is running for Motor X is not running
> 15 sec ? more than 15 seconds
3) X1-pressure to B85-X : 2 sec. > 40bar B85-X : 5 sec. : Voltage
high? i.e. > 6,5V at EW13.3 below 6,5V at EW13.3
⇓
Fault message No 962
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Section 15.0
Lubrication System
Page 1
Table of contents
Page
General Function 3
Oscillation Cylinder and Control Block 9
Adjustments 11
One line system 13
Electrical function 17
Capacitive analog sensor for lubricant level monitoring 21
Adjustments
End Line pressure switch 23
Injectors 25
Function Pinion type (dummy wheel) system 27
Electrical Function (dummy wheel) system 31
Capacitive analog sensor for lubricant level monitoring 35
Adjustments
End-Of-Line Switch setting 37
Injectors 39
Components
Hydraulically driven lube pump 41
Injectors 45
End-Line Switch 51
In line Filter 53
Vent valve (Solenoid valve) 55
04.11.04 rev.4 PC8000-6-E_Sec_15-0_rev0.doc

15.0
2 Lubrication System
Section 15.0
Lubrication System
Page 3
General Function
Legend: illustration Z 24042a

(1) Lubricant pump drive (Hydraulic cylinder)
(2) Solenoid valve (Oil pressure supply)
(3) Flow control valve
(4) Pressure reducing valve
(5) Hydraulic oil supply line (Pilot pressure)
(6) Hydraulic oil return line
(7) Vent valve (Solenoid valve, de-energized open to barrel)
(8) Grease supply line to injectors
(9) Lubricant level indication (capacitively analog sensor)
(10) Lubricant barrel
(11) Pump mechanism
(12) Lubricant filter
(13) Hydraulic pressure test plug (Operating pressure)
(14) Lubricant pressure gauge (Operating pressure)
(15) Vent line to barrel
(16) Breather
(17) Electrical terminal box
) • Cylinder pressure must not exceed 650 psi (45 bar)
continued

15.0
Cont'd.
X-axis Time
Y-axis Lubricant supply line pressure
PI Pressure Increasing
S+ Switch point ON of the end of line pressure switch
PH Pressure Holding
S- Switch point OFF of the end of line pressure switch
PR Pressure Relieve
PT Pause Time
Section 15.0
Lubrication System
Page 5
Function of a lubrication cycle illustration Z24042c and Z22023a
PT-phase
With the pump and controller system in a rest state a pre-set pause time interval
occurs as determined by the PLC.
Diagram position (a):

A 24 VDC signal from the PLC activate solenoid valve (2) that opens and activate
the lubrication pump. (*). As solenoid valve (2) opens hydraulic oil flows through
the pressure reducing valve (4), it lowers the hydraulically pilot oil pressure to the
operating range of the hydraulic driven lube pump. The reduced pilot oil pressure
operates now the grease pump. The oil cylinder shuttle’s the grease cylinder at 18
– 20 double strokes per minute and delivering 612 – 680 cm³ (37.3 – 41.5 in³) of
lubricant per minute (approx. 550 – 612 g / 19.64 – 21.45 oz.)
At the same time a 24 V signal energize release valve (7), it close now the release
line to the lubrication container.
PI-phase
With energized release valve (7) (*) and solenoid valve (2) the pump continues to
cycle until maximum pressure is achieved and the injectors have metered
lubricant to the bearings.
S+ point, diagram position (b)

When the maximum system pressure is reached the end-of-line switch (*) open its
contact. In the normal application is the end-of-line switch adjusted to 185 bar
(2630 psi. ).The pressure increasing phase is now finished.
The open pressure switch (*) signals the controller to stop the pumping cycle and
the controller terminates the signal to the solenoid valves (2) The pilot oil flow to
the pump stops.
Solenoid valve 2 Vent valve 7 end-of-line switch

Y7, CLS Y7a, CLS (1) B43, CLS
Y8a, CLS (2)
Y9, SLS Y9a, SLS B46, SLS
SLS = Slew Ring Teeth Lubrication System
CLS = Central Lubrication System
(*) check respective circuit diagram
continued

15.0
Cont'd.
X-axis Time
Y-axis Lubricant supply line pressure
PI Pressure Increasing
S+ Switch point ON of the end of line pressure switch
PH Pressure Holding
S- Switch point OFF of the end of line pressure switch
PR Pressure Relieve
PT Pause Time
Section 15.0
Lubrication System
Page 7
Cont'd.
PH-phase
Release valve (7) is still energized to keep the pressure in the lubricant line for a
fix adjusted time (pressure holding time normally 5 min).
Diagram position (c):

With expired pressure holding time vent valve (7) de-energize. It opens the
release line to the lubricant container. The lubricant line pressure drop to zero so
the injectors can recharge for the next lubricant injection. (PR-phase).
PR-phase
In the pressure relieve phase the end of line switch (*) move back to neutral
contact position it signals the PLC that the lube pressure relieve phase is now
active.
PT-phase
The system is now at rest (pause time), ready for another lube cycle and the
sequence repeats itself.

15.0
Section 15.0
Lubrication System
Page 9
Oscillation Cylinder and Control Block, illustration Z 21174
Description:
Oscillation cylinder (6) is auto directional controlled, non pressure related. This
differential cylinder is connected to the pilot pressure suppliy line (P) and a tank
line (T). The speed is contolled by a flow contol valve (3) and the maximum
working pressure is controlled by a pressure reducing valve (2).
Function:
The Oscillatin cylinder (6) starts as soon pilot pressure is send via the connection
(P) to the control block (1). Design related the cylinder (6) retract always first
after start or from any position the piston has stopped before. When the cylinder
reaches the fully retracted position the flow will be redirected automatically and
the cylinders moves in the extending position. If the cylinder comes to an stop in
between the end positions weather the oil supply get stopped or the cylinder is
hold back by a higher work resistance than the supply pressure, the cylinder
changes direction and retracts.

15.0
Section 15.0
Lubrication System
Page 11
Adjustments (illustration Z21175b):
Stroke speed
For a sufficient lube pump operation 18 – 20 double strokes / min for the pump
drive cylinder are required. Therefore the flow reducing valve (3) has to be
adjusted accordingly.
Procedure:
1. Remove electrical plug connection form the discharge valve (7), so no
pressure built up will take place during the following test.
2. Start motor.
3. Switch “ON” the lube system annually and count strokes per minute, visible
on the moving up and down of pipe (1).
a. Loosen lock nut (3.1)
b. Turn adjustment (3) until the right number of strokes is achieved.
turn set screw ccw for more speed and cw to reduce the speed
c. Tighten lock nut (3.1).
Working pressure
The pressure reducing valve (2) mounted in the oscillation control block reduce
the supply pressure internally to maximal allowed 45 bar.
The pressure ration is 6,55 to 1, that means 45 bar supply pressure result in 295 bar
maximum lubricant pressure.
At the end of line pressure switch the pressure should be 180 ±0,5 bar. With the
lubricant line resistance and different lubricant viscosity the pressure at the
lubricant pump output must be higher as 180 bar. For standard condition adjust the
maximum pump pressure to 220 bar –250 bar, depend on lubricant line resistance
and different lubricant viscosity.
Procedure:
1. Disconnect quick coupling (8), so the pump will be blocked when started.
2. Start motor.
3. Switch “ON” the lube system manually, the gauge should show 220-250 bar.
a. Loosen lock nut (2.1)
d. Turn adjustment (2) until the right pressure is shown at the gauge.
turn set screw ccw for lower pressure and cw to increase the pressure
b. Tighten lock nut (2.1).
c. Reconnect quick coupling (8).
• If the required pressure can’t be adjusted, check adjustment of the 60

) bar pilot pressure valve (X-4 pressure) at the filter and control panel in
the machinery house.

15.0
Section 15.0
Lubrication System
Page 13
One line system

Legend: illustr. Z 21176
(2) Solenoid valve (Oil pressure supply)
(7) Vent valve (Solenoid valve, de-energized open to barrel)
(9) Lubricant level indication (capacitively analog sensor)
(11) Pump mechanism
(16) End-of-line switch
(17) (Pressure check point)
(18) Injector block
(19) Lubricant feed line to bearing
Function:
As soon as the adj. "Pause-Time" is finished the solenoid valves
(2) and (7) are energized. The lubricant pump (1) start to pump lubricant in
the lubricant supply line.
By the function of the solenoid valve (7) the port to the vent line (15) (return
line to the lubricant container) is closed, thus a pressure built up is possible.
The high-pressure barrel pump (1) supplies lubricant into the supply line (8). It
continuos through the lubricant filter (12) to the injectors (metering valves) (18).
) • The picture shows an example only. The hole system includes much
more injectors which are connected via pipes or hoses to the supply
line (8).
In the Injectors the lubricant forced with full pump pressure via the feed lines
(19) to the lube points.
The actual operating pressure can be monitored at the pressure gauge (14)
and checked at the pressure check point (17).
continued

15.0
Section 15.0
Lubrication System
Page 15
Cont'd.
Illustr. Z 21176
When all injectors pistons have reached there final position no more lubricant
is accepted from the supply line which causes a pressure increase in the
supply line (8).
As soon as the pressure reaches the adjusted value of the end-of-line switch
(16) the solenoid valves (2) de-energized and the lubricant pump switched
Off. Depend on different factory settings vent valve (7) de energize together
with solenoid valve (2) or after a fix adjusted time of max. 5 minutes.
With de-energized solenoid valve (7) the port to vent line (15) ( return line to
the lubricant container ) opened and release the lubricant and lubricant
pressure in to the container.
With the diminishing pressure in the main line the pistons of the injector (18)
are forced by spring force in their initial position and the discharge chambers
are filled with grease for the following lubrication cycle.
The system is now prepared for a new lubrication cycle. The operation is re-
initiated after the next "Pause Time" is elapsed.
The proper build-up of the pressure in the supply line (8) is monitored by the
end-of-line switch (16).
If the pressure adjusted at the end-of-line switch will not reached within the
adjusted "Monitoring Time" the fault message ”Central lubrication system
fault” comes up on the text display and the system switch off
W
• Grease qualities to be used:
According to NLGI classes 000, 00, 0 and 1 according to the lowest
ambient temperature in the operation area
) 1. The content of molybdenum must not exceed 5 %.

2. Only synthetic graphite allowed in graphite contained lubricants

15.0
Section 15.0
Lubrication System
Page 17
Electrical function. illustr. Z 21177a
) • It follows an exemplary explanation for a central lubrication system

for machines equipped with PLC System. For details see the circuit
diagram of the respective machine. The Lubrication Systems are
PLC controlled. No relay adjustment necessary.
Central lubrication system controlling :

The PLC from the ECS System controls the whole lubrication systems.
The solenoid valves (Y7, Y7A or Y9, Y9A) on top of the lubrication stations are
direct connected to digital output ports of the PLC.
On a few machines there are additional relays between PLC outputs and the
solenoid valves.
Depend on a PLC input from the end-of-line pressure switch (B43 or B46) and a
PLC internal time counter the grease system start a lubrication cycle.
The lubrication cycle starts.
If the pause time elapsed the PLC energize both solenoid valves (Y7, Y7A or
Y9, Y9A) of the respective lubrication system. The motor must run. The pilot
pump pressure activate now the lubrication pump and the lubrication pressure to
the injectors increase.
If the lubricant pressure reach the adjusted pressure of the end-of-line pressure
switch (B43 or B46) its contact change and the PLC input signal change.
The PLC de energize the respective lubrication pump supply valve (Y7 or Y9) to
stop the pump. For the next 5 min the respective pressure releasing valve (Y7A
or Y9A) are continued energized to keep the lubricant pressure still on a high
level to be able all injectors inject the hole adjusted amount of lubricant.
After the 5 min. pressure holding time the PLC de energize the respective
pressure releasing valve (Y7A or5 Y9A) The lubricant pressure drops and the
injectors move by spring load back in its initial position. A PLC internal counter
is still counting a additional decreasing time to monitor the end-of-line pressure
switch (B43 or B46) position. The PLC internal time counter is still counting up
to the next lubrication cycle.
The lubrication cycle is finished.
continued

15.0
Section 15.0
Lubrication System
Page 19
Cont'd:
Illustr. Z 21177a
The next lubrication cycle starts after the decreasing time and pause time has
expired.
With the switch S24 an additional lubrication can be carried out any time provided
the end of line pressure switch (B43) contact is closed.
Monitoring:
The orderly built-up of the pressure in the lubricant supply line is monitored by
the end-of-line switch (B43 or B46).
If the pressure adjusted at the end-of-line switch is not reached within the adjusted
maximal increasing time the PLC switch off both solenoid (Y7 and Y7A or Y9
and Y9A) valves and send the fault message ”Central lubrication system fault” or
“Swing ring lubrication system fault” to the text display at the dash board.
If the excavator is still working additional four hours with faulty lubrication
system the PLC stop the bucket function. This function is to prevent trouble
depend on a lack of lubricant.
Continued

15.0
Section 15.0
Lubrication System
Page 21
Capacitive analog sensor for lubricant level monitoring,

Illustration Z 21179f
Task:
A lubricant (L) maximum filling level monitoring is necessary to prevent an
overfilling of the grease barrel (C) via the refilling system (only systems with
refilling arm). The PLC use the analog level signal from the sensor to activate a
lamp at the refilling arm just in the moment when the lubricant container is full.
The sensor (S) is mounted on top of the lubricant container and reaches into the
lubricant.
The refilling level activate only a message at the text display to inform that the
lubricant level must be filled up. The message comes up if the lubricant level
reach 5% (910 mm from the cover plate).
The minimum level stop the respective lubrication pump and release the
lubricant pressure until the lubricant level reach the 0% mark (950 mm from the
cover plate). It is necessary to stop the lubrication system with empty lubricant
container to prevent the lubrication pump from running dry. With empty
lubricant container the bucket motion will be switched off after four hours.
Function:
The capacitively level sensor (S) check continuous the lubricant level (L) and
convert the capacitive signal into a current signal between 4 and 20mA. The
current signal increase with increasing lubricant level.
Use the specific electric circuit diagram and program flow charts.
) • The capacitively proximity switch used in our machines are

programmed by the supplier and therefor no adjustment or settings
required.

15.0
Section 15.0
Lubrication System
Page 23
Adjustments
End line switch setting. Illustration Z 21180
1. Connect pressure gauge to check point.
) • Use an other gauge as for checking hydraulic pressures because the

gauge remains filled with grease after the test
2. Start motor.
3. Start a lube cycle with the dashboard switch S24.
+
4. Watch pressure gauge. At a pressure of 180 10 bar the end-line switch
must react and the lubricants pump must stop.*
* If at the same time the pressure shown at the built-in gauge is noted
down, this pressure can be taken for later on checks as a reference
pressure.
) • 180 bar is the normal setting.

Under particular circumstances it may be necessary to increase the
pressure slightly
If re-setting is required:
5. Screw out screw 1 and take off cover 2.
6. Alter the spring tension with adjustment screw 3 that the switch
operates at 180 bar.
7. Install cover 2 and screw 1.
continued

15.0
Section 15.0
Lubrication System
Page 25
Cont'd:
Injectors, illustr. 21181:
Series SL-1 injector:

Lubricant output adjustable from 0.13 up to 1.3 cm³ per cycle. Hydraulic type
fitting with screw type cover cap is provided for initial filling of feeder line, and
may also be used for visual check of injector operation.
Series SL-1 injectors incorporate a stainless steel visual indicator.

Lubricant output adjustable from 0.82 up to 8.2 cm³ per cycle.
Designed for systems where a high amount of lubricant is required.
Principle of operation similar to series SL-1.
Adjusting the lubricant output:

1. Loosen lock nut (C).
2. Turn adjusting screw (A) counterclockwise (OUT) for more lubricant
output or clockwise (IN) for less lubricant output.
3. Tighten lock nut (C).
) • The max. lubricant output is adjusted if the indicator stem (B) moves
not more further outwards

15.0
Section 15.0
Lubrication System
Page 27
Function Pinion type (dummy wheel) system.
Legend: Z 21183a
(2) Solenoid valve Y9 (Oil pressure supply)
(7) Vent valve Y9A (Solenoid valve, de-energized open)
(9) Lubricant level indication
(11) Pump mechanism
(16) Breather
(17) Electrical terminal box
Principle of operation:
By the lubricant pump, the lubricant is supplied to the centered bore hole (B) of the
lubrication type pinion (R). Bore hole (B) must be perfectly aligned to the center of
the lubrication type pinion (A) to be greased, so that lubricant leaves the tooth flank
always when the gear tooth is in contact. The grease outlet (D) of the lubricating type
pinion is arranged at a different angle for each tooth, so that the lubricant is distributed
in a uniform and perfect manners on the tooth flank of the drive pinion to be
lubricated.
Function:
As soon as the adjusted "Pause-Time" elapse the solenoid valves (2 + 7). energized
and the lubricant pump (1) start to pump lubricant.
By the function of the solenoid valve (8) the port to the vent line (15) (return line to
the lubricant container) closed, thus a pressure built up is possible.
The high-pressure lubricant pump (1) supplies lubricant into the supply line (8). It
continuos through the lubricant filter (12) to the injectors (metering valves) (18).
• The picture shows an example with one pinion only. There are also
machines which have more lubrication type pinion (dummy wheel).
By the injectors the lubricant is forced with full pump pressure via the feed line
(19) to the centered bore hole (B) of the lubricating type pinion (R).
continued

15.0
Section 15.0
Lubrication System
Page 29
Cont'd.
Illustr. Z 21183a
The actual operating pressure can be monitored at the pressure gauge (14)
and checked at the pressure check point (17). When all injector pistons have
reached there final position no more lubricant will accepted from the supply
line (8) which causes a pressure increase in the supply line.
Depend on different factory settings vent valve (7) de energize together with
solenoid valve (2) or after a fix adjusted time of max. 5 minutes.
With de-energized solenoid valve (7) the port to vent line (15) ( return line to
the lubricant container ) opened and release the lubricant and lubricant
pressure in to the container.
With the diminishing pressure in the main line the pistons of the injector (18)
are forced by spring force in their initial position and the discharge chambers
fill up with grease for the following lubrication cycle.
The system is prepared for the next lubrication cycle. The operation is
reinitiated after the next "Pause Time".
The proper build-up of the pressure in the supply line (8) is monitored by the
end-of-line switch (16).
If the pressure adjusted at the end-of-line switch is not reached within the
adjusted "Monitoring Time" the fault message ”Slew ring gear lubrication
system fault” is shown on the text display and the pump switch off.
• Grease qualities to be used:

According to NLGI classes 000, 00, 0 and 1 according to the lowest
ambient temperature in the operation area
) 1. The content of molybdenum must not exceed 5 %.

2. Only synthetic graphite must be contained in graphic lubricants

15.0
Section 15.0
Lubrication System
Page 31
Electrical function. Illustration Z 21177b
) • It follows an exemplary explanation for a Slew Ring Lubrication

System for machines equipped with ECS System. For details see the
circuit diagram of the respective machine. The Lubrication Systems
are controlled through the ECS. No relay adjustment required.
Slew Ring Gear Lubrication (Teeth lubrication) controlling :

The PLC from the ECS System control the whole lubrication systems.
Solenoid valves (Y9, Y9A) on top of the lubrication container are direct
connected to digital output ports of the PLC.
On few machines there are additional relays between PLC and the solenoid
valves.
Depend on a PLC input from the end-of-line pressure switch (B43 or B46) and a
PLC internal time counter the grease system start a lubrication cycle.
The lubrication cycle starts.
If the pause time elapsed and the swing function was activated for a short time
the PLC energize both solenoid valves ( Y9 , Y9A ). To start one swing ring
gear lubrication cycle the swing function must be activated one time.
If the lubricant pressure reach the adjusted pressure of the end of line pressure
switch its contact change the position now the input port of the PLC change.
The PLC de energize the respective lubrication pump supply valve (Y9) to stop
the pump. For the next 5 min the respective pressure releasing valve (Y9A) are
continued energized to keep the lubricant pressure still on a high level to be able
all injectors inject the hole amount of lubricant.
After 5 min. pressure holding time the PLC de energize the respective pressure
releasing valve (Y9A) The lubricant pressure drops and the injectors move by
spring load back in its initial position. A internal counter is still counting a
additional decreasing time to prevent a to early new lubrication cycle with the
risk of not complete reset injectors.
The lubrication cycle is finished.
continued

15.0
Section 15.0
Lubrication System
Page 33
Cont'd:
Illustr. Z 21177b
The next lubrication cycle starts after the decreasing time and pause time has
expired.
With the switch S26 an additional lubrication can be carried out any time provided
the end of line pressure switch (B46) contact is closed.
Monitoring:
The orderly built-up of the pressure in the lubricant supply line is monitored by
the end-of-line switch (B46).
If the pressure adjusted at the end-of-line switch is not reached within the adjusted
maximal increasing time the PLC switch off both solenoid valves (Y9 and Y9A)
and send the fault message ”Central lubrication system fault” to the text display at
the dash board.
If the excavator was working additional four hours with faulty lubrication system
the PLC stop the bucket function. This function is to prevent trouble depend on a
lack of lubricant.
Continued

15.0
Section 15.0
Lubrication System
Page 35
Capacitive analog sensor for lubricant level monitoring,

Illustration Z 21179f
Task:
A lubricant (L) maximum filling level monitoring is necessary to prevent an
overfilling of the grease barrel (C) via the refilling system (only systems with
refilling arm). The PLC use the analog level signal from the sensor to activate a
lamp at the refilling arm just in the moment when the lubricant container is full.
The sensor (S) is mounted on top of the lubricant container and reaches into the
lubricant.
The refilling level activate only a message at the text display to inform that the
lubricant level must be filled up. The message comes up if the lubricant level
reach 5% (910 mm from the cover plate).
The minimum level stop the respective lubrication pump and release the
lubricant pressure until the lubricant level reach the 0% mark (950 mm from the
cover plate). It is necessary to stop the lubrication system with empty lubricant
container to prevent the lubrication pump from running dry. With empty
lubricant container the bucket motion will be switched off after four hours.
Function:
The capacitively level sensor (S) check continuous the lubricant level (L) and
convert the capacitive signal into a current signal between 4 and 20mA. The
current signal increase with increasing lubricant level.
Use the specific electric circuit diagram and program flow charts.
) • The capacitively proximity switch used in our machines are

programmed by the supplier and therefor no adjustment or settings
required.

15.0
Section 15.0
Lubrication System
Page 37
Adjustments
End of line switch setting, illustration Z 21185
1. Connect pressure gauge to check point close to the end of line pressure
switch.
) • Use an other gauge as for checking hydraulic pressures because the

gauge remains filled with grease after the test
2. Block the swing function with the swing ring parking, use the switch at
the dash board.
3. Start motor.
4. Start a lube cycle with the dashboard switch S26 and activate for a short
time the swing function to the left or right.
+
5. Watch pressure gauge. At a pressure of 180 10 bar the end of line
switch must react and the lubricants pump must be stopped.*
* If at the same time the pressure shown at the built-in gauge is noted
down, this pressure can be taken for later on checks as a reference
pressure.
But be careful this pressure is higher than the pressure shown at the test
gauge because of the long distance between pump and end of the
supply line.
)
• 180 bar is the normal setting.
Under particular circumstances it may be necessary to increase the
pressure slightly
If re-setting is required:
6. Screw out screw (1) and take off cover (2).

7. Alter the spring tension with adjustment screw (3) that the switch
operates at 180 bar.
8. Install cover (2) and screw (1).
continued

15.0
Section 15.0
Lubrication System
Page 39
Cont'd:
Injectors, illustr. 21181:

Lubricant output adjustable from 0.13 up to 1.3 cm³ per cycle. Hydraulic type
fitting with screw type cover cap is provided for initial filling of feeder line, and
may also be used for visual check of injector operation.
Series SL-1 injectors incorporate a stainless steel visual indicator.

Lubricant output adjustable from 0.82 up to 8.2 cm³ per cycle.
Designed for systems where a high amount of lubricant is required.
Principle of operation similar to series SL-1.
Adjusting the lubricant output:

1. Loosen lock nut (C).
2. Turn adjusting screw (A) counterclockwise (OUT) for more lubricant
output or clockwise (IN) for less lubricant output.
3. Tighten lock nut (C).
) • The max. lubricant output is adjusted if the indicator stem (B) moves
not more further outwards

15.0
Section 15.0
Lubrication System
Page 41
Hydraulically driven “Power Master III” lube pump, illustr. Z 21186

Legend: (more detailed see parts list 90-0781) Fig.: 12
(P) Hydraulic oil supply
(T) Hydraulic oil return
(Pr) Pressure reducing valve
(Q) Flow regulator valve
(1) Hydr. actuator piston
(2) Oscillator control block
(3) Pump tube
(4) Breather port
(5) Grease outlet port
(6) Piston rod
(7) Breather plug
(8) Ball, outlet check valve
(9) Ball and seat, check valve
(10) Main piston and plunger
(11) Piston rod set
(12) Inlet valve
(13) Scoop piston
(14) Grease inlet
HINT:
Loss of pressure or to short pump strokes indicates:
A Foreign material lodged under Piston Ball Checks or between Upper

and Lower Inlet Checks (8 + 9).
To correct this problem the upper lower inlet checks (8 + 9) and inlet
valve (13) should be removed and cleaned thoroughly.
If sealing surfaces between upper and lower inlet checks (8 + 9) are
rough or pitted, replace or resurface if damages are slight.
B Shovel rod packing worn or damaged. Before installing new packing,

inspect surface of shovel rod and replace if rough or pitted.
Do not grip shovel rod when disassembling lower pump tube assembly.
continued

15.0
Section 15.0
Lubrication System
Page 43
Trouble shooting, illustr. Z 21186
If the following procedures do not correct the problem, contact a factory

authorized service center.
PROBLEMS:
CYLINDER PRESSURE GAUGE DOES NOT REGISTER PRESSURE.

A. Check system pressure to pump.
B. Check for 24 VDC signal at solenoids.
C. Pressure reducing valve set too low. Check pressure.
PUMP PRESSURE BUILT UP VERY SLOWLY OR NOT AT ALL.

A. No oscillation of pump, check oscillation control block (2).
B. Pressure reducing valve (Pr) may be setting too low.
C. Grease viscosity may be too high for the actual ambient temperature.
D. If pressure is not building up at all, solenoid valve (pilot pressure
supply solenoid) may be inoperative.
E. Pump piston (11) and inlet checks may have foreign matter trapped
causing leakage. Remove, inspect and clean if necessary.
F. Inspect sealing surface on upper and lower checks (8 + 9). Replace if
rough or pitted.
G. Replace scoop piston if rough or pitted. Replace rod packing (15) if
it is leaking.
H. Inspect lubricant supply line for leaks or breaks.

15.0
Section 15.0
Lubrication System
Page 45
Lubricant Injector (metering valve), illustr. Z 21187
TASK:
A readjusted (at the injector) volume of grease is pushed with the injectors to
the bearings or to the progressive distributors.
Design: (model SL1) Design: (model SL11)

(01+02) Metering valve, assy. (01) Metering valve, assy.
(03+04) Injector bar (02) Adjusting screw
(05) Adjusting screw (03) Nut
(06) Nut (04) Plug screw
(07) Plug screw (05) O-ring
(08) Seal ring (06) Disk
(09) Disk (07) Seal ring
(10) Seal ring (08) Disk
(11) Bolt with nut (09) Guide
(12) Disk (10) Indicator pin
(13) Seal ring (11) Seal ring
(14) Piston (12) Piston
(15) Compression spring (13) Seal ring
(16) Spring retainer (14) Pin
(17) Seal ring (15) Compression spring
(18) Disk (16) Spring retainer
(19) Seal ring (17) Bolt with piston
(20) Disk (18) Seal ring
(21) Piston (19) Valve housing
(22) Seal (20) Union
(23) Adapter bolt
(24) Valve housing
(25) Union
continued

15.0
Section 15.0
Lubrication System
Page 47
Cont'd:
Function: illustr. Z 21188
Pos. 1 The injector piston (2) is in its normal or rest position. The discharge
chamber (9) is filled with lubricant from the previous cycle.
Under the pressure of incoming lubricant the slide valve (4) is about
to open the passage (5) leading to the piston.
Pos. 2 When the slide valve (4) uncovers the passage lubricant is admitted to
the top of piston (2) forcing the piston down. The piston force
lubricant from the discharge chamber (9) through the outlet port (10)
to the bearing or progressive distributor.
The lubricant pressure at the bearing or the progressive distributor is
always the same as the pump pressure.
Pos. 3 As the piston completes its stroke, it pushes the slide valve (4) past the
passage, cutting off further admission of lubricant to the passage.
Piston and slide valve remain in this position until lubricant pressure
in the supply line is vented (relieved) at the pump.
This is indicated by the injector stem (8). (fully in)
Pos. 4 After pressure is relieved the compressed spring (3) moves the slide
valve (4) to closed position.
This opens the port from the measuring chamber and permits the
lubricant to be transferred from the top of the piston to the discharge
chamber.
This is also indicated by the injector stem (8) (fully out)
continued

15.0
Section 15.0
Lubrication System
Page 49
Cont'd:
Connection of one or more injectors, illustr. Z 21189
The injectors are designed so that the lubricant output of two or more
injectors can be combined without the use of tees.
The injector body (1) has two outlets ports (a + b), one above the other.
The connector tube (2) is used to couple the injectors together.
Lubricant from injector No. 1 is directed through the connector tube into the
discharge chamber of injector No. 2 but simply combines with the lubricant
delivery of injector No. 2 to yield double output from the outlet of injector
No. 2.
This does not interfere with the operation of injector No. 2.

15.0
Section 15.0
Lubrication System
Page 51
End-line switch
TASK:
The pressure control unit is monitoring and controlling the centralized lube
system.
Design: illustr. Z 21190

(1) Piston
(2) Disk
(3) Switch contact
(4) Spring
(5) Pressure switch
(6) Adjustment sleeve
(7) Connection to pressure circuit
(8) Electrical connection
Function:
One pressure control unit is installed in each greasing circuit. The grease
pressure, produced by the pneumatic barrel pump, is with his force also at the
piston (1)
If the grease pressure reaches the tension of the spring (4), the piston (1) is
forced against the disk (2), thus that the contacts of the switch (5) are
operated and a electric impulse is given to the electronic control unit of the
greasing equipment.
Adjusting has to be done with the sleeve (6). Clockwise - higher switch point,
counterclockwise - lower switch point.

15.0
Section 15.0
Lubrication System
Page 53
In-line filter
Legend: illustr. Z 21191

(1) Plug screw
(2) Plug screw gasket
(3) Filter element
(4) Filter housing
(5) Spring guide
(6) Spring
• Before servicing stop the motor and remove ignition key in order to
prevent operation of the system.
) • A clogged filter element will be moved against the spring force by the
lubricant pressure and unfiltered lubricant reaches the system!
For maintenance proceed as follows:

1. Remove plug screw (1) using 36 mm width wrench.
2. Remove plug screw gasket (2).
3. Take out spring (6), spring guide (5) and filter element (3).
4. Clean all parts and inspect for damage.
Replace as necessary.
5. Insert filter element, spring guide (5) and spring.
6. Install plug screw (1) with gasket (2) and tighten with a wrench.
) • For service intervals see SERVICE LITERATURE chapter 6.6

15.0
Section 15.0
Lubrication System
Page 55
Vent valve, illustr. Z 21192
TASK:
By the function of the vent valve the lubricant supply line gets pressure-
relieved, after the lubrication cycle is finished. The injector pistons can move
into their initial position.
Legend: (Valve VP1 S-G). Fig. 19

(1) Solenoid
(2) Valve assy.
(3) Solenoid stem
(4) Lever
(5) Main valve cone
(6) Auxiliary valve cone
(7) Reset spring
Function:
The solenoid gets energized. When the lubrication starts.
The connection from A to B gets closed, thus a pressure build-up is possible.
The solenoid gets de-energized, as soon as the lubrication cycle is finished.
This causes opening of the connection A to B, thus the supply line to the
lubricant barrel is open. The lubricant flows from A to B or vice versa
along the main valve cone (5).

15.0

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PC8000-6-D_Contents and 00_Foreword_12046_rev0a.doc 14.10.

PC8000-6-Diesel 12046 and up

Materials and specifications are subject to change without notice.

) • Each section includes a detailed table of contents.

• IMPORTANT SAFETY NOTICE

The following Symbols are used in this Manual to designate Instructions of

WARNING - Serious personal injury or extensive property damage can

CAUTION - Minor personal injury can result or a part, an assembly, or

) NOTE - Refers to special information

PREPARATIONS FOR WORK

PRECAUTIONS DURING WORK

RECOMMENDATIONS FOR ENVIRONMENTALLY FRIENDLY OPERATION

• Preserve our environment. To prevent environmental pollution, pay careful attention

With this SERVICE MANUAL KOMATSU provides you with the

How do you find "your" desired information?

Komatsu Mining Germany GmbH

Tel.:0211 / 7109 - 206

The editorial staff will be pleased about your co-operation.

- FROM THE PRACTICE - FOR THE PRACTICE -

) • This service manual corresponds to the state of development of the

) • If a part cannot be smoothly removed from the machine by hoisting,

1. Use adequate ropes depending on the weight of parts to be hoisted, referring

) • The allowable load value is estimated to be 1/6 or 1/7 of the breaking

STANDARD TIGHTENING TORQUE (1Kgm = 9,806Nm)

Bolt Wrench Tightening torque

8.8 10.9 12.9

METHOD OF USING THE CONVERSION TABLE

Method of using the Conversion Table to convert from millimeters to inches.

1. Convert 55 mm into inches.

2. Convert 550 mm into inches.

Basic Values in Ohm according to DIN 43 76

Table of contents section 1.0

1.2 Under carriage 13

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.0 General lay out

Legend for illustration (Z 22388a):

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

Legend for illustration (Z 22389a):

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.1.1 Machinery house

Legend for illustration (Z 22393a):

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.1.2 Hydraulic Oil Reservoir

Legend for illustration (Z 22780):

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.1.3 Hydraulic Oil Cooler

Legend for illustration (Z 22781):

(3) Lower radiator set (4 identical cooler elements 106.5 to 106.8)

(6) Upper radiator set (4 identical cooler elements 106.1 to 106.4)

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.1.4 Fuel tank (Fuel reservoir)

Legend for illustration (Z 22340a):

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

PC8000-6-D_Sec_1-0 _#12046_rev0.doc 02.11.05

1.1.5 Counter weight

Legend for illustration (Z 22674b):

(2) Mounting bolts