Technical Manual: Operational Principle

PART NO.
TODC390-EN-00
ZX210LCN-G HYDRAULIC EXCAVATOR TECHNICAL MANUAL OPERATIONAL PRINCIPLE

Technical Manual
Operational Principle
ZX210LCN-G
Hydraulic Excavator
URL:http://www.hitachi-c-m.com TODC390-EN-00
Service Manual consists of the following separate Part No.

Technical Manual (Operational Principle) : Vol. No.TODC390-EN
Technical Manual (Troubleshooting) : Vol. No.TTDC390-EN
Workshop Manual : Vol. No.WDC390-EN
PRINTED IN JAPAN (K) 2014, 05 Engine Manual : Vol. No.EDCD-EN
INTRODUCTION
To The Reader
This manual is written for an experienced technician to  If you have any questions or comments, at if you found
provide technical information needed to maintain and any errors regarding the contents of this manual,
repair this machine. please contact using “Service Manual Revision Request
The machine specification and description according to Form” at the end of this manual. (Note: Do not tear off
destination may be explained on this manual. the form. Copy it for usage.):
 Technical Information Center Hitachi Construction
 Be sure to thoroughly read this manual for correct Machinery Co., Ltd.
product information and service procedures.  TEL: 81-29-832-7084
 FAX: 81-29-831-1162
 E-mail: HCM-TIC-GES@hitachi-kenki.com
Additional References
Please refer to the other materials (operator’s manual,
parts catalog, engine technical material and Hitachi
training material etc.) in addition to this manual.
Manual Composition
This manual consists the Technical Manual, the Workshop  Information included in the Workshop Manual:
Manual and the Engine Manual. Technical information needed for maintenance and
repair of the machine, tools and devices needed for
 Information included in the Technical Manual: maintenance and repair, maintenance standards, and
Technical information needed for redelivery and delivery, removal / installation and assemble / disassemble
operation and activation of all devices and systems, procedures.
operational performance tests, and troubleshooting
procedures.  Information included in the Engine Manual:
Technical information needed for redelivery and delivery
and maintenance and repair of the machine, operation
and activation of all devices and systems, troubleshooting
and assemble / disassemble procedures.
Page Number
Each page has a number, located on the center lower part
of the page, and each number contains the following
information:
Example:
 Technical Manual: T 1-3-5  Workshop Manual: W 1-3-2-5
T Technical Manual W Workshop Manual
1 Section Number 1 Section Number
3 Group Number 3 Group Number
5 Consecutive Page Number for Each Group 2 Sub Group Number
5 Consecutive Page Number for Each Group
IN-01
INTRODUCTION
Safety Alert Symbol and Headline Notations
In this manual, the following safety alert symbol and
signal words are used to alert the reader to the potential dCAUTION:
for personal injury of machine damage. Indicates potentially hazardous situation which could, if
not avoided, result in personal injury or death.
d This is the safety alert symbol. When you see this IMPORTANT:
symbol, be alert to the potential for personal injury.
Never fail to follow the safety instructions prescribed Indicates a situation which, if not conformed to the
along with the safety alert symbol. instructions, could result in damage to the machine.
The safety alert symbol is also used to draw attention to
component/part weights.
To avoid injury and damage, be sure to use appropriate
fNOTE:
Indicates supplementary technical information or know-
lifting techniques and equipment when lifting heavy
how.
parts.
Units Used
SI Units (International System of Units) are used in this Example: 24.5 MPa (250 kgf/cm2, 3560 psi)
manual. MKSA system units and English units are also
indicated in parentheses just behind SI units. A table for conversion from SI units to other system units
is shown below for reference purposes.
Quantity To Convert From Into Multiply By

Length mm in 0.03937
mm ft 0.003281
Volume L US gal 0.2642
L US qt 1.057
m3 yd3 1.308
Weight kg lb 2.205
Force N kgf 0.10197
N lbf 0.2248
Torque N·m kgf·m 0.10197
Pressure MPa kgf/cm 2
10.197
MPa psi 145.0
Power kW PS 1.360
kW HP 1.341
Temperature °C °F °C×1.8+32
Velocity km/h mph 0.6214
min -1
rpm 1.0
Flow rate L/min US gpm 0.2642
mL/rev cc/rev 1.0
fNOTE: The numerical value in this manual might be

different from the above-mentioned table.
IN-02
SYMBOL AND ABBREVIATION
Symbol / Name Explanation

Abbreviation
TO Technical manual (Operational principle) Technical manual (Operational Principle).
TT Technical manual (Troubleshooting) Technical manual (Troubleshooting).
T/M Technical manual Technical manual.
W, W/M Workshop manual Workshop manual (Removal and Installation, Disassembly
and Assembly).
MC Main Controller Main controller. MC controls EC motor according to the
machine operating condition.
ICX Information Controller Information controller. ICX sends the operating information.
A/C Air Conditioner Air conditioner.
OP, OPT Option Optional component.
MPDr. Maintenance Pro Dr. MPDr. is software that troubleshooting, monitoring, and
adjustment.
A/I Auto-Idle Auto-idle.
Li Low (Slow) Idle Slow idle engine speed.
ATT Attachment Attachment. Attachment is optional parts such as breaker,
crusher, and pulverizer in this manual.
HI, Hi High Travel fast position.
LO, Lo Low Travel slow position.
SY-1
SYMBOL AND ABBREVIATION
(Blank)
SY-2
SECTION AND GROUP SECTION 1 GENERAL
CONTENTS Group 1 Specification
Group 2 Component Layout
Group 3 Component Specifications
SECTION 2 SYSTEM
Group 1 Control System
TECHNICAL MANUAL Group 2 Hydraulic System
(Operational Principle) Group 3 Electrical System
SECTION 3 COMPONENT OPERATION
Group 1 Pump Device
Group 2 Swing Device
Group 3 Control Valve
Group 4 Pilot Valve
Group 5 Travel Device
Group 6 Signal Control Valve
Group 7 Others (Upperstructure)
Group 8 Others (Undercarriage)
All information, illustrations and

specifications in this manual are based on
the latest product information available
at the time of publication. The right is
reserved to make changes at any time
without notice.
COPYRIGHT(C)2014
Hitachi Construction Machinery Co., Ltd.
Tokyo, Japan
All rights reserved
TECHNICAL MANUAL (Troubleshooting) WORKSHOP MANUAL
SECTION 4 OPERATIONAL PERFORMANCE TEST SECTION 1 GENERAL INFORMATION
Group 1 Introduction Group 1 Precautions for Disassembling and Assembling
Group 2 Standard Group 2 Tightening Torque
Group 3 Engine Test Group 3 Painting
Group 4 Excavator Test Group 4 Bleeding Air from Hydraulic Oil Tank
Group 5 Component Test Group 5 Hydraulic Circuit Pressure Release Procedure
Group 6 Adjustment Group 6 Preparation
SECTION 5 TROUBLESHOOTING SECTION 2 MAINTENANCE STANDARD
Group 1 Introduction Group 1 Upperstructure
Group 2 Component Layout Group 2 Undercarriage
Group 3 Troubleshooting A Group 3 Attachment
Group 4 Troubleshooting B SECTION 3 UPPERSTRUCTURE
Group 5 Troubleshooting C Group 1 Cab
Group 6 Electrical System Inspection Group 2 Counterweight
Group 7 ICX Group 3 Main Frame
Group 8 Pump Device
Group 11 Pilot Valve
Group 12 Solenoid Valve
SECTION 4 UNDERCARRIAGE
Group 1 Swing Bearing
Group 3 Center Joint
Group 4 Front Idler
Group 5 Track Adjuster
Group 6 Upper and Lower Rollers
Group 7 Track
SECTION 5 FRONT ATTACHMENT
Group 1 Front Attachment
Group 2 Cylinder
SECTION 1
GENERAL
CONTENTS
Group 1 Specifications
Specifications........................................................................ T1-1-1
Working Ranges................................................................... T1-1-2
Main Component................................................................. T1-2-1
Electrical Component Layout (Overview)................... T1-2-2
Electrical System (Relays and Related
Equipment)....................................................................... T1-2-3
Electrical System (Monitors and Switches)................. T1-2-4
Pump Device......................................................................... T1-2-5
Swing Device......................................................................... T1-2-5
Control Valve......................................................................... T1-2-6
Signal Control Valve............................................................ T1-2-6
Solenoid Valve Unit............................................................. T1-2-6
Travel Device......................................................................... T1-2-7
Engine...................................................................................... T1-3-1
Engine Accessories.............................................................. T1-3-5
Hydraulic Component........................................................ T1-3-6
Electrical Component.......................................................T1-3-10
DC390T-1-1
(Blank)
DC390T-1-2
SECTION 1 GENERAL
Specifications
A C
B
F
E
D
K J
I H
TDC390-01-01-001
Model ZX210LCN-G
Type of Front-End Attachment 2.42 m (7 ft 11 in) Arm 2.91 m (9 ft 7 in) H Arm
Bucket Capacity (Heaped) PCSA 1.1 m3 (1.44 yd3), CECE 0.9 m3 PCSA 0.8 m3 (1.05 yd3), CECE 0.7 m3
Operating Weight 20900 kg (46100 lb) 20800 kg (45900 lb)
Basic Machine Weight 16500 kg (36400 lb) 16500 kg (36400 lb)
Isuzu AA-6BG1T 103 kW/1900 min-1 (140 PS/1900 rpm)
Engine
H/P mode: 110 kW / 2100 min-1 (150 PS /2100 rpm)
A: Overall Width (Excluding back mirrors) 2500 mm (8 ft 2 in)
B: Cab Height 2960 mm (9 ft 9 in)
C: Rear End Swing Radius 2750 mm (9 ft 0 in)
D: Minimum Ground Clearance * 450 mm (18 in) (Excluding shoe lug)
E: Counterweight Clearance * 1040 mm (3 ft 5 in) (Excluding shoe lug)
F: Engine Cover Height * 2210 mm (7 ft 3 in) (Excluding shoe lug)
G: Overall Width of Upperstructure 2500 mm (8 ft 2 in)
H: Undercarriage Length 4460 mm (14 ft 8 in)
I: Undercarriage Width 2480 mm (8 ft 2 in)
J: Sprocket Center to Idler Center 3660 mm (12 ft 0 in)
K: Track Shoe Width 500 mm (20 in) (Grouser shoe)
Ground Pressure 52 kPa (0.53 kgf/cm2, 7.6 psi) 52 kPa (0.53 kgf/cm2, 7.6 psi)
Swing Speed 13.3 min¯¹ (rpm)
Travel Speed (fast/slow) 5.5/3.6 km/h (3.4/2.2 mph)
Gradeability 35 ° (tanθ = 0.70)
fNOTE: * The dimensions do not include the height of the shoe lug.
T1-1-1
SECTION 1 GENERAL
Working Ranges
G G
C C
D D
E E
F F
A A
B B
Backhoe Face shovel (Reversed hoe bucket)

TDC390-01-01-002
Model ZX210LCN-G
2.42 m (7 ft 11 in) Arm 2.91 m (9 ft 7 in) Arm
Category
Backhoe Shovel Backhoe Shovel
Item
mm ft·in mm ft·in mm ft·in mm ft·in
A: Maximum Digging Reach 9420 30’ 11” 9570 31’ 5” 9920 32’ 6” 10060 33’ 0”
B: Maximum Digging Depth *6175 *20’ 3” *6320 *20’ 9” *6670 *21’ 11” *6810 *22’ 4”
C: Maximum Cutting Height *9260 30’ 5” *9550 31’ 4” *9610 *31’ 6” *9870 *32’ 5”
D: Maximum Dumping Height *6460 *21’ 2” *6370 *20’ 11” *6780 *22’ 3” *6720 *22’ 1”
E: Transport Height 3150 10’ 4” 3150 10’ 4” 2970 9’ 9” 2970 9’ 9”
F: Overall Transport Length 9610 31’ 6” 9610 31’ 6” 9530 31’ 3” 9530 31’ 3”
G: Minimum Swing Radius 3525 11’ 7” 3525 11’ 7” 3490 11’ 7” 3490 11’ 7”
fNOTE: * The dimensions do not include the height of the shoe lug.
T1-1-2
SECTION 1 GENERAL
Main Component Layout
1
3
4
5
6
7
8
9
21
10
11
12
20
13
19 14
18 15
16
TDC390-01-02-001
17
1- Bucket Cylinder 7- Fuel Tank 12- Engine 18- Signal Control Valve
2- Arm Cylinder 8- Hydraulic Oil Tank 13- Intercooler 19- Pilot Shut-Off Valve
3- Boom Cylinder 9- Control Valve 14- Radiator 20- Travel Pilot Valve
4- Center Joint 10- Pilot Filter and Pilot Relief 15- Oil Cooler 21- Front Attachment/Swing Pilot
5- Swing Bearing Valve 16- Battery Valve
6- Swing Device 11- Pump Device 17- Travel Device
T1-2-1
SECTION 1 GENERAL
Electrical Component Layout (Overview)
Pump 1 and 2 Delivery Pressure Sensor

Pump 1 and 2 Control Pressure Sensor
N Sensor 1 2 3
Torque Control Solenoid Valve
4
Pump 2 Flow Rate Control Solenoid Valve
Refer to the Pump Device group. 5
7
8 Pressure Sensor (Travel)
Pressure Sensor (Swing)
9 Refer to the Signal Control Valve group.
18
17
15
10
14
13 Pressure Sensor (Boom Raise)

Pressure Sensor (Arm Roll-In)
Refer to the Control Valve group.
11
TDC390-01-02-002
Pressure Sensor (Front Attachment) 12
Refer to the Swing Device group.
1- Overheat Switch 7- Battery 12- Work Light 17- Engine Oil Pressure Switch
2- Coolant Temperature Sensor 8- Starter Relay 13- Fuel Sensor 18- EC Motor and EC Sensor
3- Battery Relay 9- Air Cleaner Restriction Switch 14- Hydraulic Oil Temperature
4- Glow Relay 10- Wiper Motor Sensor
5- Fusible Link 11- Horn 15- Solenoid Valve Unit
T1-2-2
SECTION 1 GENERAL
Electrical System (Relays and Related

Equipment)
5
4
3
6
2
Rear Deck 7
10
T178-01-02-006
15
14
18 13
17 12
16 11
T178-01-02-007
1- Satellite Terminal ON/OFF 4- MC (Main Controller) 9- Download Connector (Not 13- Work Light Relay 2 (R3)
Switch (Satellite Navigation 5- Satellite Terminal (Optional) connected in Satellite Terminal 14- Work Light Relay 1 (R4)
System Equipped Machines 6- Fuse Box equipped machines) 15- Horn Relay (R5)
only) 7- Learning Switch 10- MPDr. Connector to ICX 16- Wiper Relay A (R6)
2- QOS Controller 8- MPDr. Connector to MC 11- Load Damp Relay (R1) 17- Wiper Relay B (R7)
3- ICX (Information Controller) 12- Washer Relay (R2) 18- Wiper Relay C (R8)
T1-2-3
SECTION 1 GENERAL
Electrical System (Monitors and Switches)
1 2
20
19
21
18
3
17
22
16 4
15
5 23
6 24
14
13 7
8 25
12
9
TDC390-01-02-003 TDC390-01-02-004
1- Coolant Temperature Gauge 8- Alternator Indicator 16- Attachment Mode Indicator 22- Power Mode Switch
2- Fuel Gauge 9- Hydraulic Oil Filter Indicator 17- Liquid Crystal Display 23- Travel Mode Switch
3- Display Selection Switch (Optional) 18- Auto-Idle Indicator 24- Work Light Switch
4- SET Switch 12- Engine Oil Pressure Indicator 19- Auto-Acceleration Indicator 25- Wiper/Washer Switch
5- Work Mode Switch 13- Preheat Indicator 20- Engine Control Dial
6- Fuel Level Indicator 14- Overheat Indicator 21- Auto-Idle/Acceleration
7- Air Filter Restriction Switch 15- Digging Mode Indicator Selector
T1-2-4
SECTION 1 GENERAL
Pump Device
3 2 1 9
10
5 4 T178-03-01-003 TDC390-01-02-005
Swing Device
11
12
TDC390-01-02-006
1- Pump 1 5- Pump 2 Delivery Pressure 8- Pump 1 Control Pressure 11- Swing Relief Valve
2- Pump 2 Sensor Sensor 12- Pressure Sensor (Front
3- Pilot Pump 6- Pump 2 Flow Rate Control 9- Pump 2 Control Pressure Attachment)
4- Pump 1 Delivery Pressure Solenoid Valve Sensor
Sensor 7- Torque Control Solenoid Valve 10- N Sensor
T1-2-5
SECTION 1 GENERAL
Control Valve Solenoid Valve Unit
TDC390-01-02-008
7 8 9
3 TDC390-01-02-007
Signal Control Valve
TDC390-01-02-009
1- Main Relief Valve 3- Pressure Sensor (Boom Raise) 5- Pressure Sensor (Travel) 8- Solenoid Valve Unit (SI)
2- Pressure Sensor (Arm Roll-in) 4- Pressure Sensor (Swing) 7- Solenoid Valve Unit (SC) 9- Solenoid Valve Unit (SG)
T1-2-6
SECTION 1 GENERAL
Travel Device
TDC390-01-02-010
2
1- Counterbalance Valve 3- Travel Relief Valve

2- Travel Motor Displacement
Angle Control Valve
T1-2-7
SECTION 1 GENERAL
(Blank)
T1-2-8
SECTION 1 GENERAL
Engine
Manufacturer ISUZU
Model AA-6BG1TRA
Type Diesel, 4-Cycle, Water-cooled, Inline, Direct Injection
Cyl. No.- Bore × Stroke 6-105 mm × 125 mm (4.13 in × 4.92 in)
Piston Displacement 6494 cm3 (396 in3)
103 kW/1900 min-1 (140 PS/1900 rpm)
Rated Output
HP Mode: 110 kW/2100 min-1 (150 PS/2100 rpm)
Compression Ratio 18:1
Dry Weight 490 kg (1080 lb)
Firing Order 1-5-3-6-2-4
Rotation Direction Clockwise (Viewed from fan side)
T1-3-1
SECTION 1 GENERAL
Dia. 650 mm (25.6 in), 7 Blades (N-Type Blade, Unequal Pitch),

Cooling Fan
Draw-in Type
Fan Pulley Ratio Engine speed × 0.80
COOLING SYSTEM
Cracking Temperature at Atmospheric Pressure: 82 °C (180 °F)
Thermostat
Full Open (Stroke: 10 mm or more) Temperature: 95 °C (203 °F)
Water Pump Centrifugal Belt Driven Type
Lubrication Pump Type Gear Pump
LUBRICATION SYSTEM Oil Filter Full-Flow Paper Element Type with Bypass
Oil Cooler Water Cooled Integral Type
Motor Magnetic Pinion Shift Reduction Type
STARTING SYSTEM
Voltage / Output 24 V / 4.5 kW
PREHEAT SYSTEM Preheating Method Glow Plug (QOS Type)
ENGINE STOP SYSTEM Stop Method Fuel Shut-Off
Type Regulator Integrated AC Type
ALTERNATOR
Voltage / Output 24 V / 50 A (Brushless)
SUPERCHARGING
Type Exhaust-Turbocharger Type RHG 6
SYSTEM
Type BOSCH Type (AD Concave Cam)
FUEL SYSTEM Governor Centrifugal All Speed Control RSV Type
Injection Nozzle Multi-Hole Type
T1-3-2
SECTION 1 GENERAL
IMPORTANT: This list shows design specifications, which are not servicing standards.
Less than 237 g/kW/h (174 g/PS·h) at 110 kW / (at Full Load:
2100 min-1)
Fuel Consumption Ratio
Less than 227 g/kW/h (166 g/PS·h) at 103 kW / (at Working
Load: 1900 min-1)
Injection Timing 10° before T.D.C.
Maximum Output Torque More than 550±60 N·m (54±6 kgf·m) at approx. 1600 min-1
PERFORMANCE Injection Pressure 18.14 MPa (185 kgf/cm2)
Compression Pressure 3.04 MPa (31 kgf/cm2)
Valve Clearance (Inlet /
0.4 / 0.4 mm (when cool)
Exhaust)
Slow: (at Full Load: 900±20 min-1)
No Load Speed Fast: (at Full Load: 2350+20-50 min-1)
Fast: (at Working Load: 2100±50 min-1)
T1-3-3
SECTION 1 GENERAL
Engine Performance Curve (AA-6BG1TRA)

Test Condition:
1. In conformity with JIS D1005 (Performance Test
Method for Diesel Engine Used for Construction
Machinery) under standard atmospheric pressure.
2. Equipped with the fan and alternator.
Torque
Output
kw
N·m
Fuel Consumption
Ratio
g/kW·h
Engine Speed min-1 (rpm) T178-01-03-002
T1-3-4
SECTION 1 GENERAL
Engine Accessories
Type Radiator/Oil Cooler Tandem Type Assembly

RADIATOR ASSEMBLY
Weight 78 kg (172 lb)
Radiator Oil Cooler Intercooler

Capacity 8.0 L (2.1 US gal) 6.35 L (1.7 US gal) 7.9 L (1.7 US gal)
Air-Tight Test Pressure 98 kPa (1.0 kgf/cm , 14 psi)
2
1470 kPa (15 kgf/cm , 213 psi) 245 kPa (2.5 kgf/cm2, 36 psi)
2
Cap Opening Pressure 49 kPa (0.5 kgf/cm2, 7 psi) - -
Capacity 96 Ah (5-Hour Rate)

BATTERY Voltage 12 V
Weight 27.2 kg (60 lb) × 2
T1-3-5
SECTION 1 GENERAL
Hydraulic Component
PUMP DEVICE Drive Gear Ratio Main Pump: 1, Pilot Pump: 1

Model HPV102GW-RH23A
Type Bent-Axis Type Variable Displacement Axial Plunger Pump
MAIN PUMP
Maximum Flow (Theoretical
193.8 L/min (51.1 US gpm) × 2
Value)
REGULATOR Type Hydraulic Pressure Operated Type
Model HY/ZFS 11/16.8
Type Fixed Displacement Type Gear Pump
PILOT PUMP
Maximum Flow (Theoretical 31.9 L/min (8.4 US gpm)
Value) HP Mode: 35.28 L/min (9.32 US gpm)
Model KVMG-270-HE
Type Pilot Pressure Operated Type (4-Spools + 5-Spools)
Normal: 34.3 MPa (350 kgf/cm2, 4980 psi) at 110 L/min (29.0
US gpm)
Main Relief Set-Pressure
CONTROL VALVE Power Digging: 36.3 MPa (370 kgf/cm2) at 110 L/min (29.0 US
gpm)
37.2 MPa (379 kgf/cm2, 5390 psi) at 50 L/min (13.2 US gpm)
(Boom, Arm Roll-In, Bucket Roll-In)
Overload Relief Set-Pressure
39.2 MPa (400 kgf/cm2, 5690 psi) at 50 L/min (13.2 US gpm)
(Arm Roll-Out, Bucket Roll-Out)
T1-3-6
SECTION 1 GENERAL
Type Two-Stage Reduction Planetary Gear

SWING DEVICE
Reduction Gear Ratio 13.385
Model M5X130C
SWING MOTOR
Type Swash-Plate Type, Fixed Displacement Axial Plunger Motor
Type Non Counterbalance Valve Type
VALVE UNIT
Relief Set-Pressure 30.9 MPa (315 kgf/cm2, 4480 psi) at 140 L/min
Type Multi-Disc-Wet Negative Type
SWING PARKING BRAKE
Release Pressure 1.96 to 2.64 MPa (20 to 27 kgf/cm2, 284 to 384 psi)
Type Three-Stage Reduction Planetary Gear
TRAVEL DEVICE
Reduction Gear Ratio 58.702
Type Swash-Plate Type Variable Displacement Axial Plunger Motor
TRAVEL MOTOR Maximum Flow (Theoretical
79/122.5 L/min (20.8/32.3 US gpm)
Value) (Fast/Slow)
Type Counter Balance Valve Type
TRAVEL BRAKE VALVE
Relief Set Pressure 34.8 MPa (355 kgf/cm2, 5050 psi)
Type Wet-Type Spring Set Hydraulic Released Multi-Disc Brake
TRAVEL PARKING BRAKE Cracking Pressure for
0.97±0.07 MPa (9.9±0.7 kgf/cm2, 141±10 psi)
Release
T1-3-7
SECTION 1 GENERAL
Boom Arm Bucket

Rod Diameter 85 mm (3.35”) 95 mm (3.74”) 80 mm (3.15”)
Cylinder Bore 120 mm (4.72”) 135 mm (5.31”) 115 mm (4.53”)
CYLINDER
Stroke 1220 mm (4’0”) 1475 mm (4’10”) 1060 mm (3’6”)
Fully Retracted Length 1759 mm (5’9”) 2040 mm (6’8”) 1590 mm (5’3”)
Plating Thickness 30 μm (1.18 μm) 30 μm (1.18 μm) 30 μm (1.18 μm)
T1-3-8
SECTION 1 GENERAL
FRONT ATTACHMENT
Model HVP05P-040-101
PILOT VALVE
TRAVEL PILOT VALVE Model HVP05F-040-101
SC: Arm Regenerative Control
SOLENOID VALVE UNIT Function SG: Power Digging Control
SI: Travel Motor Swash Angle Control
Shock Reducing (Boom Raise)
Pump Flow Rate Control
Bucket Flow Rate Control
SIGNAL CONTROL VALVE Function
Swing Parking Brake Release
Flow Combiner Valve Control
Arm Flow Rate Control
PILOT SHUT-OFF VALVE Type Rotary Type
OIL COOLER BYPASS
Cracking Pressure 490 kPa (5 kgf/cm2) at 5 L/min
CHECK VALVE
T1-3-9
SECTION 1 GENERAL
Electrical Component
BATTERY RELAY Voltage / Current 24 V / 100 A

GLOW RELAY Voltage 24 V
Voltage / Current 24 V∙2.5±0.5 A
HORN
Sound Pressure 113±5 dB (A) at 2 m
Work Light: Halogen 24V, 70 W / 60 W
ILLUMINATION Specifications
Cab Light: 24 V, 12 W
Refrigerant 134 a
Cooling Ability 19.3 MJ/h (4600 kcal/h)
Cool Air Volume 550 m3/h or More
Heating Ability 21.0 MJ/h (5000 kcal/h) or More
AIR CONDITIONER Warm Air Volume 500 m3/h or More
Temperature Adjusting
Electronic Type
System
Refrigerant Quantity 850±50 g
Compressor Oil Quantity 210 cm3
T1-3-10
MEMO
MEMO
SECTION 2
SYSTEM
CONTENTS
Outline..................................................................................... T2-1-1
Engine Control...................................................................... T2-1-2
Pump Control......................................................................T2-1-23
Speed Sensing Control....................................................T2-1-24
Valve Control.......................................................................T2-1-32
Other Controls....................................................................T2-1-44
Group 2 Hydraulic System
Outline..................................................................................... T2-2-1
Pilot Circuit............................................................................. T2-2-2
Main Circuit..........................................................................T2-2-12
Group 3 Electrical System
Outline..................................................................................... T2-3-1
Main Circuit............................................................................ T2-3-2
Electric Power Circuit (Key Switch: OFF)...................... T2-3-3
Indicator Light Check Circuit (Key Switch: ON)......... T2-3-4
Accessory Circuit.................................................................. T2-3-5
Preheat Circuit (Key Switch: ON/START)...................... T2-3-6
Starting Circuit (Key Switch: START).............................. T2-3-8
Charging Circuit (Key Switch: ON)...............................T2-3-11
Surge Voltage Prevention Circuit.................................T2-3-14
Engine Stop Circuit............................................................T2-3-16
DC390T-2-1
(Blank)
DC390T-2-2
SECTION 2 SYSTEM
Outline
The main controller (MC) is used to control machine After processing the received signals in the logic circuit,
operations. Electronic signals from the engine control dial, the MC sends out control signals to the EC motor,
various sensors and switches are sent to the MC. solenoid valve units, torque control solenoid valve, and
other control circuits to regulate the engine, pumps,
motors and valves.
Input Signal Output Signal

EC Sensor  Engine Control (EC Motor)
Engine Control Dial  Engine Control Dial
Pump 1 Control Pressure Sensor  HP Mode Control
Pump 2 Control Pressure Sensor  E Mode Control
Pump 1 Delivery Pressure Sensor  Auto-Idle Control
Pump 2 Delivery Pressure Sensor  Auto-Acceleration Control
Pump 3 Delivery Pressure Sensor (Optional)  Auto-Warming Up Control
Idle Speed-Up Control
N sensor  Engine Speed Automatic Increase Control at Travel
Pressure Sensor (Travel)  * Attachment Operation Speed Increase Control
Pressure Sensor (Front Attachment)  * Attachment Operation Speed Limit Control
Pressure Sensor (Swing)  Engine Learning Control
Pressure Sensor (Boom Raise) 
Pressure Sensor (Arm Roll-In)  Pump Control (Torque Control Solenoid Valve)
Pressure Sensor (Auxiliary) (Optional)  MC Speed Sensing Control
Pressure Sensor (Arm Roll-out) (Optional)  Slow Speed Torque Increase Control
Hydraulic Oil Temperature Sensor  * Pump 1 Flow Rate Limit Control
Auto-Idle/Acceleration Selector  * Pump 2 Flow Rate Limit Control
Power Digging Switch  * Pump 3 Torque Decrease Control
Power Mode Switch (HP/E/P) 
Travel Mode Switch (Fast/Slow)  Valve Control (Solenoid Valve Unit)
Work Mode Switch (Digging/Attachment)  Power Digging Control
Learning Switch 
Key Switch  Arm Regenerative Control
Auxiliary Mode Switch (Optional)  Travel Motor Swash Angle Control
Auto-Power Lift Control
* Auxiliary Flow Rate Control
Other Controls
Work Mode Control
* Travel Alarm Control
* Overload Alarm Control
fNOTE: * Only on the machines equipped with the

corresponding optional parts
T2-1-1
SECTION 2 SYSTEM
Engine Control
The engine control system is grouped as follows:
 Engine Control Dial Control  Idle Speed-Up Control

 HP Mode Control  Engine Speed Automatic Increase Control at Travel
 E Mode Control  * Attachment Operation Speed Increase Control
 Auto-Idle Control  * Attachment Operation Speed Limit Control
 Auto-Acceleration Control  Engine Learning Control
 Auto-Warming Up Control f NOTE: * Only on the machines with the corresponding
optional parts.
Engine Control System Layout
Learning Switch Pressure Sensor Pump 2 Pump 1

Delivery Delivery
Travel Pressure Pressure
Front Attachment Sensor Sensor
Swing
Key Switch Boom Raise
Arm Roll-In
Auxiliary (Optional)
EC Sensor
Engine Control Dial
Auto-Idle/
Acceleration Selector
Auto-Idle
EC Motor
Auto-Acceleration
Power Mode Switch
HP Mode
Pump 2 Pump 1
E Mode Work Mode Control Control
Switch Pressure Pressure
Sensor Sensor
P Mode Auxiliary Mode Hydraulic Oil
Digging Attachment Switch Temperature
Mode Mode (Optional) Sensor T178-02-01-027
T2-1-2
SECTION 2 SYSTEM
(Blank)
T2-1-3
SECTION 2 SYSTEM
Engine Control Dial Control

Engine
Function: Speed
Controls the engine speed in response to the rotation
angle of the engine control dial and reduces the engine
speed by 100 min-1 to reduce fuel consumption and noise
Engine speed is
level when all control levers are in neutral. reduced by 100
Control Range min-1 when the
Operation: control levers are in
neutral.
The MC drives the governor lever in response to the
rotation angle of the engine control dial to regulate the
engine speed.
Engine
fNOTE: Even if the control dial is rotated to the full speed Slow Fast
Control Dial
Position
position, the governor lever doesn’t come in contact with Idle Idle
the full speed stopper. (Refer to the HP mode control.)
When all control levers are turned to neutral (the travel
and front attachment sensors are OFF), the MC drives the
EC motor so that the engine speed is reduced from the
maximum speed by 100 min-1.
fNOTE: The engine speed is reduced from the maximum

speed by 100 min-1. Therefore, when the engine speed
set by the engine control dial is already slower than the
maximum speed by 100 min-1, the engine speed remains
unchanged. This engine speed reduction control is
activated regardless of whether the auto-idle and/or
auto-acceleration control is activated or not.
T2-1-4
SECTION 2 SYSTEM
Pressure Sensor
Travel
Front Attachment
Engine Control Dial
EC Motor
T178-02-01-004
T2-1-5
SECTION 2 SYSTEM
HP Mode Control
Engine
Function: Speed
Slightly increases digging power such as arm roll-in Maximum speed
1650 min -1 increases by 200
operation while excavating deeply.
min-1
Operation: 1500 min -1

The MC drives the EC motor to slightly increase the
engine speed set by the engine control dial when all the
following conditions exist with the power mode switch is
in the HP position.
 Engine Control Dial: Set at 1500 min-1 or faster. Engine

 Boom Raise and/or Arm Roll-In Control: In Operation Control Dial
Slow Fast Position
 Average Delivery Pressure of Pumps 1 and 2: High Idle Idle
f NOTE: The engine governor stopper position is adjusted
in the HP mode. Accordingly, the governor lever doesn’t
come in contact with the stopper in the normal mode.
T2-1-6
SECTION 2 SYSTEM
Pressure Sensor Pump 2 Pump 1

Delivery Delivery
Pressure Pressure
Sensor Sensor
Boom Raise
Arm Roll-In
Engine Control Dial
EC Motor
Power Mode Switch
HP Mode
T178-02-01-005
T2-1-7
SECTION 2 SYSTEM
E Mode Control
Engine
Function: Speed
Reduce the engine speed by the constant specified ratio.
Operation: Engine speed

The MC drives the EC motor to reduce the engine speed is reduced at
the constant
set by the engine control dial when the power mode specified ratio.
switch is in the E mode position. The engine speed is
reduced in proportion to the rotation angle of the engine
control dial.
Engine
Control Dial
Slow Fast Position
Idle Idle
Engine Control Dial
EC Motor
Power Mode Switch
E Mode
T178-02-01-006
T2-1-8
SECTION 2 SYSTEM
(Blank)
T2-1-9
SECTION 2 SYSTEM
Auto-Idle Control
Engine Engine speed is
Function: Speed reduced to the
Reduces the engine speed when all control levers are in auto-idle speed 3.5
neutral to reduce fuel consumption and noise level. seconds later.
Fast
Speed
Operation:
Approx. 3.5 seconds after all control levers are return
to neutral, the MC drives the EC motor so that the Auto-Idle
Speed
engine speed is reduced to the auto-idle speed. As soon
as a control lever is operated (the travel and/or front
attachment pressure sensor is turned ON), the MC drives
the EC motor so that the engine speed is increased to the Engine
original engine speed (set by the engine control dial). Control Dial
Slow Fast Position
Idle Idle
Auto-Idle System Deactivation Requirements:
 Control Levers: Being operated (either travel or front
attachment control levers with pilot sensor ON)
 Power Mode Switch: When the E mode is changed to
P mode or the P mode is changed to the E mode.
 Engine Control Dial: When engine speed is changed.
T2-1-10
SECTION 2 SYSTEM
Pressure Sensor
Travel
Front Attachment
Engine
Control Dial
Auto-Idle
Auto-Idle/
Acceleration
Selector EC Motor
Power Mode Switch
E Mode
T178-02-01-007
T2-1-11
SECTION 2 SYSTEM
Auto Acceleration Control

Function: Engine Speed VS. Control Lever Operations:
Automatically regulates the engine speed to meet the
machine operating conditions. When all the control levers Engine
Speed
are in neutral, the engine speed is reduced to reduce fuel
consumption and noise level.
Fast Speed Engine speed is reduced
from the maximum
Operation: speed by 400 min-1.
Auto-
When a control lever is operated with the auto-idle/ Acceleration
acceleration selector in auto acceleration position, the Speed
MC calculates the most proper engine operating speed Engine speed is reduced
Auto-Idle to the auto-idle speed
corresponding to the signals from pressure sensors Speed 3.5 seconds later.
(travel, swing, boom raise, and arm roll-in), the pump
Slow Speed
control pressure sensors, and the pump delivery pressure
sensors. Then, the MC drives the EC motor so that the Engine
Control Dial
engine speed is set to the rotation speed calculated by Slow Fast Position
the MC. Idle Idle
When all control levers are returned to neutral, the engine
speed is reduced by 400 min-1 from the maximum speed
first. Then, 3.5 seconds later, the engine speed is further Operating Time Progress VS. Engine Speed Change
reduced to the auto-idle speed. Control Lever Stroke
f NOTE: When all control levers are returned to neutral,
the engine speed is reduced by 400 min-1 from the Full Stroke
maximum speed. In case the engine speed is set by the
engine control dial and is running at a speed slower than
the maximum speed by 100 min-1, the engine speed will
Neutral
be reduced by 300 min-1. Position
Time
In response to the control lever

stroke and the pump delivery
Engine Speed pressure, the optimum engine
speed is selected.
Fast Idle Speed

(P Mode) Auto
Acceleration
Control
Auto-Idle
Engine Speed
Time
T2-1-12
SECTION 2 SYSTEM
Pressure Sensor Pump 2 Pump 1

Delivery Delivery
Travel Pressure Pressure
Sensor Sensor
Swing
Boom Raise
Engine Arm Roll-In
Control Dial
Auto-Idle/
Acceleration
Selector EC Motor
Auto-
Acceleration
Pump 2 Pump 1
Control Control
Pressure Pressure
Sensor Sensor
T178-02-01-008
T2-1-13
SECTION 2 SYSTEM
Auto Warming Up Control

Engine
Function: Speed
Automatically warms up the hydraulic system (similar to
the auto choke on automobiles). Fast
Speed
Operation:
When the hydraulic oil temperature is below 0 °C (32 °F),
the MC drives the EC motor in response to signals from Auto
the key switch and the hydraulic oil temperature sensor to Warm Up
Speed Increasing
run the engine at the auto warm up speed for 15 minutes Speed
after starting the engine. Slow
Speed
IMPORTANT: When adjusting the auto-idle speed Engine
deactivate the auto warming up control function Control Dial
Slow Fast Position
using MPDr., or wait to adjust until 15 minutes Idle Idle
after starting the engine.
Key Switch
Engine Control Dial
EC Motor
Hydraulic Oil
Temperature
Sensor T178-02-01-009
T2-1-14
SECTION 2 SYSTEM
Idle Speed-Up Control

Engine
Function: Speed
Prevents the engine from hunting when running the
engine at slow speed.
Operation:
When the travel or front attachment function is operated
while the engine is running at a speed between the Idle
minimum speed and the Idle Speed-Up Speed, the MC Speed-Up
Speed
drives the EC motor so that the engine speed is increased Increasing
Speed
to the Idle Speed-Up Speed.
Engine
Control Dial
Slow Fast Position
Idle Idle
Pressure Sensor
Travel
Front Attachment
Engine Control Dial
EC Motor
T178-02-01-010
T2-1-15
SECTION 2 SYSTEM
Engine Speed Automatic Increase Control at Travel

Function:
Increases the engine speed at travel single operation to
increase the travel speed.
Operation:
MC drives EC motor to increase the engine speed by 100
min-1 (rpm) when the power mode switch is turned to P or
HP and the following conditions exist.
Consequently, the pump delivery flow rate increases, so
that the travel speed increases.
Condition:
Engine Control Dial: The speed is set to maximum.
Travel Operation: Operated
Front Attachment Operation: Not operated
Pressure Sensor
Travel Front
Attachment
Engine Control Dial
EC Motor
T1HG-02-01-001
T2-1-16
SECTION 2 SYSTEM
(Blank)
T2-1-17
SECTION 2 SYSTEM
Attachment Operation Speed Increase Control (Only When all

on the machines equipped with the auxiliary mode Engine conditions
switch (Optional).) Speed exist, the
maximum
Function: engine speed
is increased to
Increases the maximum engine speed to the attachment the speed set
(hydraulic breaker, pulverizer, crusher, or vibrating by MPDr..
hammer) operating engine speed set by MPDr. when the
attachment is operated.
Operation:
When the following conditions exist, the MC drives the EC
motor so that the engine maximum speed is increased to Engine
the attachment operating speed set by MPDr. when the Control Dial
Slow Fast Position
attachment is operated. Idle Idle
Operating Conditions:
MPDr.: Resets the maximum engine speed to a faster
(+) attachment (hydraulic breaker, pulverizer, crusher, or
vibrating hammer) operating speed in the service mode.
fNOTE: When the P mode engine speed is preset to a
slower speed in the MPDr. service mode, the maximum
Engine Control Dial: Maximum Speed Position engine speed won’t be increased when operating the
Power Mode Switch: HP Mode attachment.
Auxiliary: In Operation
Work Mode Switch: Attachment Mode
Auxiliary Mode Switch (Optional): Attachment position
(hydraulic breaker, pulverizer, crusher, or vibrating
hammer) reset by MPDr..
T2-1-18
SECTION 2 SYSTEM
Pressure Sensor
Engine Control Dial
EC Motor
Power Mode Switch
HP Mode
Work Mode
Switch
Auxiliary Mode
Attachment Switch
Mode (Optional) T178-02-01-011
T2-1-19
SECTION 2 SYSTEM
Attachment Operation Speed Limit Control (Only

on the machines equipped with the auxiliary mode Engine
switch (Optional).) Speed
Function:
When all
Decreases the maximum engine speed to the attachment conditions
(hydraulic breaker, pulverizer, crusher, or vibrating exist, the
hammer) operating engine speed set by MPDr. when the maximum
engine speed
attachment mode is selected. is reduced to
the speed set
Operation: by MPDr..
When the following conditions exists, the MC drives the
EC motor so that the engine maximum speed is reduced
to the attachment operating speed set by MPDr. when
Slow Fast
the attachment mode is selected. Idle Idle
MPDr.: Resets the maximum engine speed to a slower
(-) attachment (hydraulic breaker, pulverizer, crusher, or
vibrator) operating speed in the service mode.
Work Mode Switch: Attachment Mode

Auxiliary Mode Switch (Optional): Attachment position
(hydraulic breaker, pulverizer, crusher, or vibrating
hammer) set by MPDr..
T2-1-20
SECTION 2 SYSTEM
EC Motor
Work Mode
Switch
Auxiliary Mode
Attachment Switch
Mode (Optional) T178-02-01-012
T2-1-21
SECTION 2 SYSTEM
Engine Learning Control

Function:
Inputs the governor lever stopper positions on both the IMPORTANT: Be sure to perform the engine learning
STOP and FULL sides as the standard data to control the if the following repair work is done. (Refer to the
engine. Troubleshooting Section in T/M.) After performing
the engine learning, check that the engine
Operation: learning has been performed correctly using
When the learning switch in the rear console is turned MPDr.. After the engine, engine control cable, or
to the engine learning position, the EC motor is driven EC motor has been removed or replaced. After the
by the signals from the MC. The EC motor moves the MC has been replaced.
governor lever from the IDLE to FULL and to STOP
positions in this order. The EC sensor detects the stopper fNOTE: The engine learning is not required when the
batteries are replaced.
positions of the governor lever on both the FULL and
STOP sides and sends each stopper position signal to the
MC. The MC stores these signals in its memory.
Learning Switch
Key Switch
EC Sensor
EC Motor
T178-02-01-014
T2-1-22
SECTION 2 SYSTEM
Pump Control
The pump control system has the following functions:
 Speed Sensing Control

 Slow Speed Torque Increase Control
 * Pump 1 Flow Rate Limit Control
 * Pump 2 Flow Rate Limit Control
 * Pump 3 Torque Decrease Control
fNOTE: *Only on the machines equipped with the

corresponding optional parts.
Pump Control System Layout
Pressure Sensor
Pump 3
Travel Pump 2 Pump 1 Delivery
Delivery Delivery Pressure
Pressure Pressure Sensor
Sensor Sensor (Optional)
N Sensor
Engine
Control Dial
Torque Control
Solenoid Valve
Max. Pump 2 Flow Rate

Limit Solenoid Valve
T178-02-01-002
Max. Pump 1 Flow Rate Limit
Solenoid Valve (Optional)
T2-1-23
SECTION 2 SYSTEM
Speed Sensing Control

Function:
Controls the pump flow rate in response to engine speed
changes due to variations in load so that the engine
output can be utilized more efficiently. (Engine stall is
prevented when the machine operates under adverse
conditions such as operating at high altitude.)
Q
Operation:
1. The target engine operating speed is set by Flow
controlling the engine control dial. Rate
2. The MC calculates the difference in speed between Normal Pump P-Q Curve
the target operating speed and the actual operating
speed monitored by the N sensor. Then, the MC
sends signals to the torque control solenoid valve.
3. The torque control solenoid valve delivers pilot
pressure oil in response to the signals received
from the MC to the pump regulator, controlling the
pump flow rate.
4. If the engine load increases and the actual engine
operating speed becomes slower than the target
operating speed, the pump swash angle is reduced Pressure P
so that pump flow rate will be reduced. Therefore,
the engine load is reduced, preventing engine stall.
5. If the actual engine operating speed becomes faster
than the target operating speed, the pump swash
angle is increased so that the pump flow rate will
increase, by which the engine output can be utilized
more efficiently.
T2-1-24
SECTION 2 SYSTEM
N Sensor
Engine
Control Dial
Torque Control
Solenoid Valve
T178-02-01-015
T2-1-25
SECTION 2 SYSTEM
Slow Speed Torque Increase Control

Function: Q
Allows the machine to travel at the maximum pump flow
rate when the engine is running at slow speed. When B
Flow
travel operation is made with the engine running at slow Rate
speed, normally, the hydraulic pump delivers pressure
Increased Torque
oil at the flow rate corresponding to point A on the P-Q P-Q Curve
A
curve illustrated to the right. Therefore, if any difference
exists between pump 1 and pump 2 flow rate, the
machine will mistrack. To prevent mistracking, the pump
P-Q curve is raised so that, when traveling the machine
with the engine running at slow speed, the pump delivers
pressure oil at the flow rate corresponding to point B
Normal P-Q Curve
(maximum flow rate).
Operation:
1. When the engine speed set by the engine control
dial is slow, the MC processes signals from the Pressure P
travel pressure sensor, and pump 1 and 2 delivery
pressure sensors and sends control signals to the
torque control solenoid valve.
2. The torque control solenoid valve delivers the pilot
pressure oil corresponding to the signals received
from the MC to the regulator, increasing the pump
flow rate.
fNOTE: If the MC stops the slow speed torque increase

control when the front attachment is operated while
traveling, the pump flow rate will be reduced quickly,
developing a shock load to the machine. Therefore, the
MC maintains the slow speed torque increase control
even if the front attachment is simultaneously operated
while traveling.
T2-1-26
SECTION 2 SYSTEM
Pressure Sensor
Travel Pump 2 Pump 1

Delivery Delivery
Pressure Pressure
Sensor Sensor
Engine
Control Dial
Torque Control Solenoid Valve
T178-02-01-016
T2-1-27
SECTION 2 SYSTEM
Pump 1 Flow Rate Limit Control (Only on the Pump 2 Flow Rate Limit Control (Only on the
machines with the auxiliary sensor (Optional).) machines with the auxiliary sensor (Optional).)
Function: Function:
Limits the maximum pump 1 flow rate when a front Limits the maximum pump 2 flow rate when a front
attachment (mainly a vibrating hammer) is used. attachment (mainly a hydraulic breaker) is used.
Operation: Operation:
1. When a front attachment is used, the MC receives 1. When a front attachment is used, the MC receives
signals from the pressure sensor (auxiliary) signals from the pressure sensor (auxiliary).
(optional).
2. In response to the signals arriving from the pressure
2. In response to the signals arriving from the pressure sensor, the MC drives the maximum pump 2 flow
sensor, the MC drives the maximum pump 1 flow rate limit solenoid valve to reduce the maximum
rate limit solenoid valve (optional) to reduce the pump flow rate.
maximum pump flow rate.
fNOTE: In proportion to the attachment control pedal
f NOTE: In proportion to the attachment control pedal stroke, the maximum pump flow rated is reduced. The
stroke, the maximum pump flow rated is reduced. The minimum pump swash set-angle for a front attachment
minimum pump swash set-angle for a front attachment (hydraulic breaker, pulverizer, crusher, or vibrating
(hydraulic breaker, pulverizer, crusher, or vibrating hammer) can be set in the service mode of MPDr..
hammer) can be set in the service mode of MPDr..
Flow
Rate
Q
Maximum flow rate is reduced.
Normal Pump P-Q Curve
Pressure
T2-1-28
SECTION 2 SYSTEM
Pressure Sensor
T178-02-01-017
Maximum Pump 2 Flow Rate Maximum Pump 1 Flow Rate
Limit Control Solenoid Valve Limit Control Solenoid Valve
(Optional)
T2-1-29
SECTION 2 SYSTEM
Pump 3 Torque Decrease Control (Only on the

machines equipped with pump 3 (Optional).)
Q
Function:
Reduces pump 1 and pump 2 driving torque to prevent P-Q curve is controlled in
the engine from stalling, utilizing the engine output Flow proportion to pump 3 delivery
Rate
efficiently when the pump 3 driving torque increases. pressure.
Operation:
When the MC receives signals from pump 3 delivery Normal P-Q Curve
pressure sensor (optional), the MC drives the torque
control solenoid valve so that pump 1 and pump 2 flow
rates are reduced. Thereby, the total pump 1, 2, and 3
driving torque is maintained not to exceed the engine
output, utilizing the engine output efficiently.
Pressure P
Pump 3
Delivery
Pressure
Sensor
(Optional)
Torque Control
Solenoid Valve
T178-02-01-018
T2-1-30
SECTION 2 SYSTEM
(Blank)
T2-1-31
SECTION 2 SYSTEM
Valve Control
The valve control system functions as follows:
 Power Digging Control

 Auto-Power Lift Control
 Arm Flow Rate Control
 Arm Regenerative Control
 Travel Motor Swash Angle Control
 * Auxiliary Flow Rate Control
fNOTE: *Only on the machines equipped with the

corresponding optional parts.
T2-1-32
SECTION 2 SYSTEM
Valve Control System Layout
Learning Pressure Sensor

Switch
Pump 2 Pump 1
Key Switch
Swing Delivery Delivery
Boom Raise Pressure Pressure
Sensor Sensor
Arm Roll-In
Engine
Control Dial
Power Digging
Switch
Hydraulic Oil
Temperature Sensor
Fast
Slow Pump 2 Control

Pressure Sensor
Travel Mode Switch

Pump 1 Control
Pressure Sensor
Solenoid Valve Unit
Main Relief Valve
SG
SC
SI
Auxiliary Flow
Rate Control
Solenoid Valve
(Optional)
Auxiliary Flow Rate

Control Valve
Travel Motor
Swash Angle Arm Regenerative

Control Valve Valve Arm Flow Rate TBWD-02-01-001
Control Valve
T2-1-33
SECTION 2 SYSTEM
Power Digging Control

Function:
Increases digging force by temporarily increasing relief
pressure.
Operation:
For maximum 8 seconds after the power digging switch
is turned ON, the MC continuously activates solenoid
valve unit (SG). Solenoid valve unit (SG) delivers the pilot
oil pressure to the relief valve, increasing the relief set-
pressure. (Refer to the COMPONENT OPERATION / Control
Valve group.)
T2-1-34
SECTION 2 SYSTEM
Power Digging
Switch
Solenoid Valve Unit

Main Relief Valve
SG
TBWD-02-01-002
T2-1-35
SECTION 2 SYSTEM
Auto-Power Lift Control

Function:
Increases oil pressure when raising the boom.
Operation:
The MC activates solenoid valve unit (SG) when signals
from pressure sensor (boom raise) and pump 1 delivery
pressure sensor meet the following conditions. Solenoid
valve (SG) delivers the pilot pressure oil to the relief
valve, increasing the relief set- pressure. (Refer to the
COMPONENT OPERATION / Control Valve group.)
Boom Raise Pressure Sensor: Outputting signals. (The
boom must be raised to a certain extent.)
Pump 1 delivery Pressure Sensor: High pressure.
Arm Roll-In Pressure Sensor: Output zero. (The control
lever is in neutral.)
f NOTE: This control system is activated during combined
operations (except for the arm roll-in combined
operation).
T2-1-36
SECTION 2 SYSTEM
Pressure Sensor
Pump 1
Delivery
Boom Raise Pressure
Sensor
Arm Roll-In
Solenoid Valve Unit

Main Relief Valve
SG
TBWD-02-01-003
T2-1-37
SECTION 2 SYSTEM
Arm Regenerative Control

Function:
Accelerates the arm roll-in speed to prevent arm
hesitation during arm roll-in operation.
Operation:
The MC activates the solenoid valve unit (SC) so that
solenoid valve delivers the pilot pressure oil to shift the
arm regenerative valve when signals from the pump 2
delivery pressure sensor, swing pressure sensor, arm roll-
in pressure sensor, and boom raise pressure sensor meet
the following conditions. When the arm regenerative
valve is shifted, the return circuit from the arm cylinder
rod side to the hydraulic oil tank is closed. Then, the
return oil from the cylinder rod side is combined with the
pressure oil from the pump and is routed to the cylinder
bottom, accelerating the arm roll-in speed and preventing
arm hesitation. (Refer to the COMPONENT OPERATION/
Control Valve group.)
Pump 1 and 2 delivery pressure sensors: Only pump 2
delivery pressure is low.
Arm Roll-In Pressure Sensor: High output. (The arm
control lever stroke is large.)
Swing or Boom Raise Pressure Sensor: Outputting signal.
f NOTE: To improve arm leveling performance, the MC
gradually activates solenoid valve unit (SC) when the
hydraulic oil temperature is at 0 to 10 °C (32 to 50 °F).
T2-1-38
SECTION 2 SYSTEM
Pressure Sensor
* Pump 2 Pump 1
Swing Delivery Delivery
Boom Raise Pressure Pressure
Sensor Sensor
Arm Roll-In
Hydraulic Oil
Temperature Sensor
Solenoid Valve Unit
SC
Arm Regenerative
fNOTE: * The arm regenerative valve is activated only Valve
TBWD-02-01-004
when the pump 2 delivery pressure is low.
T2-1-39
SECTION 2 SYSTEM
Travel Motor Swash Angle Control

Function:
Controls the travel mode.
Operation:
When the travel mode switch is in the SLOW position, the
travel motor swash angle is kept in the maximum angle
so that the travel speed is slow.
When the MC receives the signals from the travel pressure
sensor, pump 1 and 2 delivery pressure sensors, pump
1 and 2 control pressure sensors under the following
conditions with the travel mode switch in the FAST
position, the MC activates the solenoid valve unit (SI).
Then, the solenoid valve (SI) delivers the pilot pressure oil
to the travel motor swash angle control valve, reducing
the swash angle to the minimum so that the travel speed
increases.
Travel Pressure Sensor: ON
Front Attachment Pressure Sensor: OFF
Pump 1 and 2 Delivery Pressure Sensor: Either pump
delivery pressures are low.
Pump 1 and 2 Control Pressure Sensor: Either pump
control pressures are high.
f NOTE: When one side track is raise off the ground using
the front attachment and is rotated, the one side pump
control pressure increases, allowing the raised track to
rotate at fast speed. When the machine is traveling in
the fast mode, even if the front attachment is operated
(the front attachment pressure sensor is turned ON), the
travel mode is kept unchanged in the fast mode.
T2-1-40
SECTION 2 SYSTEM
Pressure Sensor
Travel
Pump 2 Pump 1
Delivery Delivery
Pressure Pressure
Sensor Sensor
Travel Mode Switch
Fast
Mode
Pump 2 Control
Pressure Sensor
Pump 1 Control
Pressure Sensor
Solenoid Valve Unit
SI
Travel Motor
Swash Angle
Control Valve TBWD-02-01-005
T2-1-41
SECTION 2 SYSTEM
Auxiliary Flow Rate Control (Only on the machines

equipped with the auxiliary pressure sensor and
auxiliary flow rate control solenoid valve)
Function:
Restricts the oil flow to the auxiliary spool when the
combined operation of the swing, boom raise, and arm
roll-in is made while operating a front attachment using
the auxiliary spool to maintain controllability of the
combined operation.
Operation:
The MC activates the auxiliary flow rate control solenoid
valve (optional) so that the oil flow to the auxiliary spool
is restricted under the following conditions.
Auxiliary Pressure Sensor: ON
Swing, Boom Raise, Arm Roll-In Pressure Sensors: ON
T2-1-42
SECTION 2 SYSTEM
Pressure Sensor
Swing
Boom Raise
Arm Roll-In
Auxiliary Flow
Rate Control
Solenoid Valve
(Optional)
Auxiliary Flow Rate

Control Valve
TBWD-02-01-006
T2-1-43
SECTION 2 SYSTEM
Other Controls
Work Mode Control
Two work modes, digging and front attachment, are
available by operating the work mode switch.
 Digging Mode:
Normal control is performed.
 Front Attachment Mode:

Functions only when a front attachment in the
optional kit is operated. The engine speed (see
T2-1-18 and 20) and pump flow rate (see T2-1-28)
are controlled so as to match the installed front
attachment operation in response to the movement
of the auxiliary valve spool. The engine speed and
pump flow rate control settings are made by using
MPDr..
T2-1-44
SECTION 2 SYSTEM
Travel Alarm Control (Only on the machines

equipped with the travel alarm device (Optional))
Function:
Sounds the buzzer while traveling.
Operation:
As long as the MC receives signals from the travel
pressure sensor when travel operation is made, the MC
sends out signals to the travel alarm device to sound the
buzzer (optional).
f NOTE: After traveling continuously for more than 13
seconds, the buzzer can be stopped with the buzzer
deactivation switch (Optional).
Pressure Sensor
Travel
Travel Alarm Device

(Optional)
Buzzer Deactivation
Switch (Optional)
Buzzer (Optional) T178-02-01-025
T2-1-45
SECTION 2 SYSTEM
Overload Alarm Control (Only on the machine fitted

with options)
Function:
Sounds the buzzer when lifting the load in excess of the
rated load.
Operation:
When lifting the load, the pressure sensor, provided in the
bottom circuit of the boom cylinder, sends a signal to MC.
When a pressure sensor signal reaches the specified level,
MC sends a signal to the power transistor, sounding the
buzzer.
Overload alarm control can cancel buzzer warning with
an overload alarm switch.
f NOTE: For lifting capacities, refer to Operation Manual.
Pressure Sensor
Boom Bottom (Optional)
C16
MC
A28
Power Transistor (Optional)
Buzzer (Optional)
Relay Overload Alarm T16R-02-01-001

(Optional) Switch (Optional)
T2-1-46
SECTION 2 SYSTEM
Outline
The hydraulic system is broadly divided into two circuits,
the main circuit and the pilot circuit.
Main Circuit:
Power Source Controller Actuator
Main Pumps Control Valve Motors
Cylinders
Front Attachments (Optional)
Pilot Circuit:
Power Source Controller Pilot Circuit
Pilot Pump Pilot Valves Operation Control Circuit
Pump Regulator Pump Control Circuit
Solenoid Valve Unit Valve Control Circuit
Signal Control Valve Swing Parking Brake Release Circuit
Travel Motor Swash Angle Control
Circuit
Hydraulic Oil Heat Circuit
T2-2-1
SECTION 2 SYSTEM
Pilot Circuit
Outline:
 Pressure oil from the pilot pump is used to operate
the operation control circuit, pump control circuit,
valve control circuit, swing parking brake release
circuit, travel motor swash angle control circuit, and
hydraulic oil heat circuit.
T2-2-2
SECTION 2 SYSTEM
Operation Control Circuit Swing Parking Brake

Release Circuit
Left Pilot Travel Right Auxiliary

Valve Pilot Valve Pilot Valve Pilot Valve
Swing Motor
Pump Control Circuit
Maximum Pump 2
Flow Rate Control Torque Control
Solenoid Valve Solenoid Valve
Pilot Shut-
Off Valve
Signal Control Valve SB ST
Hydraulic Oil SA
Heat Circuit
Maximum Pump 1 Flow
Rate Control Solenoid
To Control Valve Valve (Optional)
Spools 2 1
Boom
Control Valve
Arm Flow Bucket Flow

Auxiliary Flow Combiner Rate Control
Holding Valve Valve Regulator
Combining Solenoid
Valve Valve (When the
(Optional) auxiliary spool is used.) Boom Anti-Drift Valve
Auxiliary Flow Rate
Control Solenoid Valve Arm Anti-Drift Valve
(When the auxiliary
spool is used.)
Auxiliary Flow Combiner Valve
Bypass Cut Valve
Auxiliary Flow Control Valve
SG Main Relief Valve

Valve
Control SC Arm Regenerative Valve
Circuit Hydraulic
Oil Tank
Arm Flow Rate Control Valve
SI
Suction
Filter
Travel Motor Swash

Angle Control Circuit
Relief Valve
Pilot Pump
Travel Motor Travel Motor
Pilot Filter
T2-2-3
SECTION 2 SYSTEM
Operation Control Circuit

 The pilot valves control the pressure oil from the
pilot pump to operate the control valve spools.
 The signal control valve is provided between the
pilot valves and the control valve. The shockless
valve (in the boom raise circuit) built in the signal
control valve dampens quick spool movement
in the control valve. (Refer to the COMPONENT
OPERATION/Signal Control Valve group.)
T2-2-4
SECTION 2 SYSTEM
Travel Pilot Valve Pilot Valve (Left) Pilot Valve (Right)
Shockless Valve
9 10 11 12 4
3 2 1 8 7 6 5
Signal Control Valve
10
9 11
12
8
7
2 1
1
4
3 3
6
5
Control Valve
Pilot Pump
TDC390-02-02-001
1- Boom Raise 4- Arm Roll-In 7- Bucket Roll-In 10- Left Travel Reverse
2- Boom Lower 5- Left Swing 8- Bucket Roll-Out 11- Right Travel Forward
3- Arm Roll-Out 6- Right Swing 9- Left Travel Forward 12- Right Travel Reverse
T2-2-5
SECTION 2 SYSTEM
Pump Control Circuit (Refer to the COMPONENT

OPERATION/Pump Device group.)
 Pump Flow Rate Control by Flow Rate Control Pressure

Pi
 Pressure oil from the pilot valve is selected by the
shuttle valves in the signal control valve. Then, the
selected pressure oil is routed further to either the
pump 1 flow rate control valve or the pump 2 flow
rate control valve in the same signal control valve,
shifting either of the flow rate control valves.
 When either the pump 1 flow rate control valve or
the pump 2 flow rate control valve is shifted, the
pilot pressure oil from the pilot pump is routed to
either main pump 1 or main pump 2 as flow rate
control pressure Pi.
f NOTE: When the boom (raise/lower), arm (roll-in/
out), bucket (roll-in/out), auxiliary, and/or travel (right)
function is operated, flow rate control pressure Pi is
routed to main pump 1. When the boom (raise/lower),
arm (roll-in/out), swing (right/left), and/or travel (left)
function is operated, flow rate control pressure Pi is
routed to main pump 2.
 Torque Control (Speed Sensing) by Torque Control
Solenoid Valve
 After the pilot oil pressure from the pilot pump is
regulated by the torque control solenoid valve, the
regulated pilot oil pressure is routed to main pump 1
and 2 as speed sensing pressure Ppc.
T2-2-6
SECTION 2 SYSTEM
Travel (Left) Travel (Right) Swing Arm Boom Bucket
Signal
control
Valve
Pump 1 Flow Rate

Control Valve
Pump 2 Flow Rate

Control Valve
Control Valve
Torque
Control
Solenoid
Valve
Pump 2
Pilot Pump Pump 1
T178-02-02-006
T2-2-7
SECTION 2 SYSTEM
Valve Control Circuit (Refer to the COMPONENT

OPERATION/Control Valve and Travel Device
groups.)
 The following valves are controlled by pressure oil from
the pilot valves, solenoid valve unit (SC, and SG), the
flow combiner valve control spool in the signal control
valve, the bucket flow rate control valve control spool
and the arm flow rate control valve control spool.
 Boom Lower Pilot Pressure: Boom Anti-Drift Valve,  Auxiliary Flow Rate Control Solenoid Valve: Auxiliary
Holding Valve (Optional) Flow Rate Control Valve (When the auxiliary spool is
 Arm Roll-In Pilot Pressure: Arm Anti-Drift Valve, used.)
Holding Valve (Optional)  Auxiliary Flow Combining Solenoid Valve: Bypass
 Auxiliary Pilot Pressure: Auxiliary Flow Combiner Shutout Valve, Auxiliary Flow Combiner Valve
Valve, Bypass Shut-Out Valve (When the auxiliary  Flow Combiner Valve Control Spool: Flow Combiner
spool is used.) Valve
 Solenoid Valve SC: Arm Regenerative Valve  Bucket Flow Rate Control Valve Control Spool: Bucket
 Solenoid Valve SG: Main Relief Valve (increasing the Flow Rate Control Valve
set-pressure)  Arm Flow Rate Control Valve Control Spool: Arm Flow
Rate Control Valve
T2-2-8
SECTION 2 SYSTEM
Travel (Right) Arm Roll-In Boom Lower
Arm Flow Rate

Control Valve
Control Spool
Auxiliary
Signal
Control 4
Main Relief Valve
Valve 2 Auxiliary Flow
Combining
Solenoid Valve
Flow Rate Control Spool
Control Bucket Flow Rate Control
Valve Valve Control Spool
4
Auxiliary Flow Combiner
Valve
Holding Valve Auxiliary Flow
(Arm) (Optional) Rate Control Flow Combiner Valve
Solenoid Valve Bucket Flow Rate Control
Valve
Boom Anti-Drift Valve
Arm Anti-Drift
Valve
2
Solenoid Valve 2
Unit
SG 4
2
SC
Holding Valve (Boom)
(Optional)
Bypass Shutout Valve
Pilot Pump
Arm Arm Flow

Regenerative Rate Control
Valve Valve TDC390-02-02-002
T2-2-9
SECTION 2 SYSTEM
Swing Parking Brake Release Circuit (Refer to the

COMPONENTS OPERATION/Swing Device group.)
 When the front attachment and/or swing function
is operated, the pilot oil pressure selected by the
shuttle valves in the signal control valve shifts the
swing parking brake release spool.
 Consequently, the release signal oil pressure is
routed to the swing motor, releasing the swing
parking brake.
Travel Motor Swash Angle Control Circuit (Refer

to the COMPONENTS OPERATION/Travel Device
group.)
 The pilot oil pressure from solenoid valve SI regulates
the travel motor swash angle control valve.
Hydraulic Oil Heat Circuit (Refer to the

COMPONENTS OPERATION/Others (Upperstructure)
group.)
 When the pilot shut-off valve is closed, the pilot oil
pressure is routed to the signal control valve so that
hydraulic oil is warmed while passing through the
orifice in the signal control valve.
 The warmed pilot pressure oil flows to the signal
control valve and pilot valves so that the pilot system
components are warmed.
T2-2-10
SECTION 2 SYSTEM
Swing Arm Boom Bucket
Orifice
Signal
Control Swing Parking Brake
Valve Release Spool
Solenoid
Valve Unit Swing Motor
Control Valve
Travel Motor
SI
Swash Angle Control Valve TBWD-02-02-003
T2-2-11
SECTION 2 SYSTEM
Main Circuit
Outline
 Main pumps (1 and 2) draw hydraulic oil from the
hydraulic oil tank. Main pump 1 and main pump 2
deliver pressure oil to the 4-spool control valve, and
the 5-spool control valve respectively.
 Delivered pressure oil is routed to the motor(s) or
cylinder(s) in response to operation(s) of the spool(s)
in the control valve(s).
 The return oil from the motor(s) and/or cylinder(s)
flows back to the hydraulic oil tank via the control
valve and/or the oil cooler.
 When the oil temperature is low (high viscosity), the
oil flow resistance increases in the oil cooler, which
opens the bypass check valve, allowing hydraulic oil
to return directly to the hydraulic oil tank without
passing through the oil cooler.
T2-2-12
SECTION 2 SYSTEM
Travel Motor (Left) Travel Motor (Right)
Bucket Cylinder
Front Attachment (s)
Control Valve
Boom Cylinder
4-Spool
Arm Cylinder Side
Travel (Left) Travel (Right)
Auxiliary Bucket
Boom 2 Boom 1
Arm 1 Arm 2
Swing
5-Spool
Side
Bypass Check
Valve
Swing Motor
Oil Cooler Main Main

Pump 2 Pump 1
Suction Hydraulic
Filter Oil Tank
T2-2-13
SECTION 2 SYSTEM
Neutral Circuit
 When the control lever is in neutral, pressure oil from
the main pump passes through the control valve and
returns to the hydraulic oil tank.
Single Operation Circuit

 Pressure oil from main pump 1 is routed to the
4-spool control valve and is further routed to each
spool of the travel (right), bucket, boom 1, and arm
2.
 Pressure oil from main pump 2 is routed to the
5-spool control valve and is further routed to each
spool of the swing, arm 1, boom 2, and travel (left).
 The boom and arm are actuated by pressure oil from
two main pumps. Pressure oil from each main pump
is combined and supplied together.
T2-2-14
SECTION 2 SYSTEM
Control Valve
Front Attachment Travel Travel

(Left) (Right)
Bucket Cylinder
Auxiliary
Bucket
Arm Cylinder
Boom 1 Boom Cylinder
Boom 2
Swing Motor
Arm 1
Arm 2
Swing
5-Spool Side
4-Spool Side
Pump 2 Pump 1
T178-02-02-001
T2-2-15
SECTION 2 SYSTEM
Combined Operation Circuit

 Swing and Boom Raise Operation
 When the boom is raised while swinging, the pilot
oil pressure shifts the swing, boom 1, and boom 2
spools.
 Pressure oil from pump 1 flows into the boom
cylinders via the parallel circuit and the boom 1
spool, raising the boom.
 Pressure oil from pump 2 flows into the swing motor
via the swing spool.
 At the same time, pressure oil from pump 2
flows through the parallel circuit and after being
combined with pressure oil from pump 1, flows into
the boom cylinders, raising the boom together with
pressure oil from pump 1.
T2-2-16
SECTION 2 SYSTEM
Parallel Circuit
Boom 2
Boom 1 Boom Cylinder
Swing Motor
Swing
Parallel
Circuit
Pump 2 Pump 1
T178-02-02-002
T2-2-17
SECTION 2 SYSTEM
 Travel and Arm Roll-In Operation

 When the arm is rolled in while traveling, the pilot oil
pressure shifts the travel, arm 1 and 2 spools.
 At the same time, the right travel pilot oil pressure
shifts the flow combiner valve control spool in
the signal control valve. Pressure oil from the flow
combiner valve control spool is routed to the flow
combiner valve, shifting the flow combiner valve.
 Pressure oil from pump 1 drives the right travel
motor via the right travel spool.
 At the same time, pressure oil from pump 1 passes
through the flow combiner valve and the left travel
spool and drives the left travel motor.
 Pressure oil from pump 2 flows into the arm cylinder
via the arm 1 spool, moving the arm.
 Consequently, pressure oil from pump 2 is used only
to operate the arm. Pressure oil pump 1 is equally
routed to both the right and left travel motors,
ensuring that the machine can travel straight.
f NOTE: The right travel circuit is a tandem circuit so
that pressure oil from pump 1 does not flow to the arm 2
spool.
T2-2-18
SECTION 2 SYSTEM

Pilot Pressure Oil
from Flow Combiner
Flow Combiner Valve Valve Control Spool
in Signal Control
Valve
Left
Travel Right
Travel
Arm Cylinder
Arm 1
5-Spool Side
4-Spool Side
Pump 2 Pump 1
T178-02-02-003
T2-2-19
SECTION 2 SYSTEM
Auxiliary Circuit
 When a front attachment such as a hydraulic breaker
is operated, the pilot pressure oil from the hydraulic
fNOTE: During boom (raise or lower), arm (roll-in or
roll-out), bucket (roll-in or roll-out), and/or right travel
breaker pilot valve shifts the auxiliary flow combiner operation, pilot pressure oil is routed to port SN from
valve and bypass shut-out valve. the signal pilot pressure control valve so that the aux.
 Therefore, the neutral circuit in the 4-spool control flow combiner valve is not shifted. (Refer to the SYSTEM/
valve is blocked so that pressure oil from pump 1 is Control System group.)
routed to the auxiliary spool via the auxiliary flow
combiner valve.
T2-2-20
SECTION 2 SYSTEM
Pilot Oil Pressure

from Hydraulic
Breaker Pilot Valve
Auxiliary Flow Combining

Solenoid Valve
Pilot Pressure from

Auxiliary Flow Signal Control Valve
Combiner Valve
SN SM
Front
Attachment
Neutral
Circuit
Auxiliary
Bypass Cut
Valve
Pump 2 Pump 1
T178-02-02-004
T2-2-21
SECTION 2 SYSTEM
(Blank)
T2-2-22
SECTION 2 SYSTEM
Outline
The electrical circuit is broadly divided into the main
circuit, monitor circuit, and control circuit.
 Main Circuit
The engine and accessory operation related circuit.
 Monitor Circuit
The electrical circuit group consists of the monitors,
sensors, and switches, and displays the machine
operation status.
 Control Circuit (Refer to the SYSTEM/Control System
group.)
The control circuit is categorized into the engine,
pump, and valve control circuits. Each circuit consists
of the actuators such as solenoid valves, MC (main
controller), switch boxes, sensors and pressure
switches.
T2-3-1
SECTION 2 SYSTEM
Main Circuit
The major functions and circuits in the main circuit are as
follows.
 Electric Power Circuit: Supplies all electric power to  Starting Circuit
all electrical systems on this machine. [Key Switch, Starts the engine. [Key Switch, Starter, Starter Relay]
Batteries, Fuses (Fuse Boxes, Fusible Links), Battery
Relay]  Charging Circuit
 Indicator Light Check Circuit Charges the batteries. [Alternator, Regulator]
Checks all indicator bulbs for blowout.
 Accessory Circuit  Serge Voltage Prevention Circuit
Becomes operative when the key switch is turned to Prevents the occurrence of serge voltage developed
the ACC position. when stopping the engine. [Load Damp Relay]
 Preheat Circuit
Assists the engine to start in cold weather. [Key  Engine Stop Circuit
Switch, QOS Controller, Coolant Switch, Glow Plug Stops the engine using the EC motor. [MC, EC Motor]
Relay, Glow Plugs]
T2-3-2
SECTION 2 SYSTEM
Electric Power Circuit (Key Switch: OFF)

The battery ground terminal is connected to the vehicle
frame. Current from the battery plus terminal flows as
shown below when the key switch is OFF.
Battery Fusible Link Glow Plug Relay (Power)

Key Switch (B)
Load Damp Relay
Fuse Box Terminal #1: Radio (Backup Power)
Monitor (Backup Power)
ICX Controller (Backup Power)
Terminal #2: MC (Power)
Terminal #3: MC (EC Motor Power)
Terminal #10: Optional
Key Switch
Fusible Link
Battery
Load
Damp
Relay
Glow
Plug
Relay Radio, Monitor,
ICX Controller
Optional
MC
MC
TDC390-02-03-001
T2-3-3
SECTION 2 SYSTEM
Indicator Light Check Circuit (Key Switch: ON)

 When the key switch is turned ON, terminal B is
connected to terminals ACC and M in the key switch.
 Current from key switch terminal M excites the
battery relay.
 Therefore, the battery current enters the monitor
controller via the battery relay and fuse #5 and
checks the indicator bulbs.
Key Switch
Battery
Battery
Relay
Fuse Box
Monitor
Controller
T178-02-03-002
T2-3-4
SECTION 2 SYSTEM
Accessory Circuit
 When the key switch is turned to the ACC position,
terminal B is connected to terminal ACC in the key
switch.
 Current from key switch terminal ACC flows to horn
(fuse #14), radio (fuse #15), lighter (fuse #16), cab
light (fuse #17) and auxiliary (fuse #18) through the
fuse box, making each accessory operable.
Fuse
Box
Horn
Radio
Lighter
Cab Light
Auxiliary
T178-02-03-003
T2-3-5
SECTION 2 SYSTEM
Preheat Circuit (Key Switch: ON/START)

 When the key switch is turned ON or to the START  When preheating begins, QOS controller terminal #6
position, terminal B is connected to terminal M in the is connected to terminal #5 for 8 seconds, turning
key switch. Current from terminal M is routed to QOS the preheat indicator ON. (When preheating is not
controller terminal #1 through fuse #19. performed, the preheat indicator comes ON for 2
 When the key switch is ON or in the START position seconds for indicator bulb check.)
with the coolant switch OFF (when the coolant
temperature is 10 °C (50 °F) or below), QOS controller
f NOTE: After preheating has been performed, heating
will continue for approx. 30 seconds after the engine
terminal #4 is connected to terminal #5 (ground). starts.
 Accordingly, the glow plug relay is turned ON,
routing current to the glow plugs so that preheating
begins.
T2-3-6
SECTION 2 SYSTEM
Monitor
Coolant Temperature Switch

Preheat Indicator
QOS Key Switch
Controller
Fuse
Box
Glow Plug
Relay
Glow Plug
TDC390-02-03-002
T2-3-7
SECTION 2 SYSTEM
Starting Circuit (Key Switch: START)

 When the key switch is turned to the START position,  Consequently, the relay in the starter is turned ON so
terminal B is connected to terminals M and ST in the that the starter begins rotating.
key switch.  On the other hand, current from key switch terminal
 As current from terminal M excites the battery relay, M flows to the MC via fuse #6 as a signal indicating
battery current is routed to starter terminal B and that the key switch is in the ON or START position.
starter relay terminal B via the battery relay.  As soon as the MC receives this signal, the MC drives
 Key switch terminal ST is connected to starter relay the EC motor, moving the governor lever to the
terminal S so that current flows through the starter engine start position.
relay coil.
 Then, the starter relay is turned ON, allowing current
to flow from starter relay terminal C to starter
terminal C.
T2-3-8
SECTION 2 SYSTEM
Key Switch
Battery
Battery
Relay
Starter Fuse
Box
Starter Relay
EC Motor
MC
T178-02-03-005
T2-3-9
SECTION 2 SYSTEM
Starter Relay Operation

 When the key switch is turned to the START position,  When this voltage increases up to 21 to 22 V, Zener
key switch terminal B is connected to terminal ST diode (Z) is turned ON so that transistor (Q1) is
so that current is routed to the base in transistor turned ON. Then, current to the base of transistor
(Q2) through resistance R4 in the starter relay. Then, (Q2) is not routed, turning transistor (Q2) OFF. At this
transistor (Q2) is turned ON, allowing current to moment, starter terminal B is disconnected from
flow to coil (L) in the starter relay. Therefore, starter terminal C, stopping the starter.
terminal B is connected to terminal C, rotating the
starter. Condenser C1 is used to stabilize the operating voltage
 After the engine starts, the alternator starts and diode D4 protects the circuit in case the battery
generating electricity, increasing voltage at starter terminals are reversely connected.
relay terminal R.
Starter Relay
S B
(1) D3
R4 L
C
R3 (2)
(1)
C
R2 Z D2
R Q2 M
From Alternator B
Q1
Terminal L
(2)
C1 C
E D4 Starter
12 V
B
ST
Key Switch 12 V
Battery
T107-04-04-003
T2-3-10
SECTION 2 SYSTEM
Charging Circuit (Key Switch: ON)

 After the engine starts and the key switch is released,  When the alternator starts generating electricity,
the key switch moves to the ON position. current flows from alternator terminal B to the
 Then, key switch terminal B is connected to terminals batteries via the battery relay, charging the batteries.
ACC and M in the key switch.  Current from alternator terminal L flows to the
monitor controller and the ICX controller, turning the
alternator indicator OFF.
Key Switch
Battery Monitor
Controller
Battery ICX
Relay Controller
Alternator
TDC390-02-03-003
T2-3-11
SECTION 2 SYSTEM
Alternator Operation
 The alternator consists of field coil FC, stator coil SC,  At the beginning, no current is flowing through
and diodes D. The regulator consists of transistors (T1 field coil FC. When the rotor starts turning, alternate
and T2), Zener diode ZD, and resistances (R1 and R2). current is generated in stator coil SC by the rotor
 Alternator terminal B is connected to base B of remanent magnetism.
transistor T1 through the circuit [B  R  RF  (R)   When current starts to flow through field coil FC, the
(R1)]. rotor is further magnetized so that the generating
 When battery relay BS is ON, the battery voltage is voltage increases. Thereby, current flowing through
applied to base B of transistor T1 so that collector C field coil FC increases and generating voltage is
is connected to emitter E. Therefore, field coil FC is increased further, to charge the batteries.
grounded via transistor T1.
Alternator
B R L Regulator
RF (R)
BS R3 R4 R5
R6
D
ZD
R2
SC B
Battery E
R1 C
T2
FC B
D1 C E
T1
(F)
(E)
E
TDC390-02-03-004
T2-3-12
SECTION 2 SYSTEM
Regulator Operation
 When generating voltage increases more than the  When generating voltage decreases lower than the
set-voltage of Zener diode ZD, current is routed to set-voltage of Zener diode ZD, transistor T2 is turned
base B of transistor T2, connecting collector C to OFF, causing transistor T1 to turn ON again.
emitter E.  Then, current flows through field coil FC, increasing
 Then, current which was routed to base B of generating voltage at the stator coil SC. The
transistor T1 disappears, turning transistor T1 OFF. above operation is repeated so that the alternator
 Therefore, no current flows through filed coil FC, generating voltage is kept constant.
reducing generating voltage at stator coil SC.
BS RF
R3 R4 R5
R6
ZD
R2
Battery SC B
A
E
C
T2
FC B
R1
C E
D1 T1
(F)
(E)
E
TDC390-02-03-005
T2-3-13
SECTION 2 SYSTEM
Surge Voltage Prevention Circuit

 When the engine is stopped (key switch: OFF),  When the alternator is generating electricity,
current from key switch terminal M is disconnected, generating current from alternator terminal L
turning the battery relay OFF. flows to monitor controller terminal #A-2 so that
 The engine continues to rotate due to inertia force the monitor controller connects terminal #C-3 to
just after the key switch is turned OFF so that the ground.
alternator continues to generate electricity.  Then, current flows through the load damp relay
 As the generating current cannot flow to the battery, exciting circuit, turning the load damp relay ON.
surge voltage arises in the circuit, possibly causing  Accordingly, even if the key switch is turned OFF
failures of the electronic components, such as while the engine is rotating, the battery current
the controller. To prevent the occurrence of surge continues to excite the battery relay via the load
voltage, the surge voltage prevention circuit is damp relay until the alternator stops generating.
provided. Therefore, the battery relay is kept ON, allowing the
generating current to flow to the batteries.
T2-3-14
SECTION 2 SYSTEM
Key Switch
Battery
Battery
Relay
Load
Damp
Relay
Alternator
Monitor Controller
TDC390-02-03-006
T2-3-15
SECTION 2 SYSTEM
Engine Stop Circuit

 When the key switch is turned from the ON position
to the OFF position, the signal current indicating that
the key switch is ON stops flowing from terminal M
to MC terminal C-31.
 Then, the MC drives the EC motor to the engine stop
position.
Key Switch
EC Motor
MC
T178-02-03-008
T2-3-16
MEMO
MEMO
SECTION 3
COMPONENT OPERATION
CONTENTS
Group 1 Pump Device Shockless Valve...................................................................T3-6-10
Outline..................................................................................... T3-1-1 Pump 1 and Pump 2 Flow Rate Control Valves.......T3-6-12
Main Pump............................................................................. T3-1-2 Bucket Flow Rate Control Valve Control Spool,
Regulator................................................................................ T3-1-6 Flow Combiner Valve Control Spool, Swing
Solenoid Valve.....................................................................T3-1-22 Parking Brake Release Spool, Arm Flow Rate
Pilot Pump............................................................................T3-1-24 Control Valve Control Spool.....................................T3-6-14
N Sensor (Engine Speed Sensor)..................................T3-1-24
Pump Delivery Pressure Sensor....................................T3-1-24
Pilot Shut-Off Valve............................................................. T3-7-1
Pump Control Pressure Sensor.....................................T3-1-25
Solenoid Valve Unit............................................................. T3-7-2
Group 2 Swing Device Pilot Relief Valve................................................................... T3-7-4
Outline..................................................................................... T3-2-1 EC Motor................................................................................. T3-7-4
Swing Reduction Gear....................................................... T3-2-2
Swing Motor.......................................................................... T3-2-3
Swing Bearing....................................................................... T3-8-1
Swing Parking Brake........................................................... T3-2-4
Center Joint............................................................................ T3-8-2
Valve Unit................................................................................ T3-2-5
Track Adjuster........................................................................ T3-8-3
Outline..................................................................................... T3-3-1
Hydraulic Circuit.................................................................T3-3-12
Flow Combiner Valve........................................................T3-3-16
Main Relief Valve................................................................T3-3-18
Overload Relief Valve (with Make-Up Function).....T3-3-20
Regenerative Valve............................................................T3-3-22
Arm Regenerative Valve..................................................T3-3-24
Anti-Drift Valve....................................................................T3-3-26
Flow Rate Control Valve...................................................T3-3-28
Auxiliary Flow Combiner Valve and Bypass
Shut-Out Valve...............................................................T3-3-30
Group 4 Pilot Valve
Outline..................................................................................... T3-4-1
Operation................................................................................ T3-4-4
Shockless Function (Only For Travel Pilot Valve).....T3-4-10
Outline..................................................................................... T3-5-1
Travel Reduction Gear........................................................ T3-5-2
Travel Motor........................................................................... T3-5-3
Parking Brake......................................................................... T3-5-5
Travel Brake Valve................................................................ T3-5-7
Overload Relief Valve........................................................T3-5-11
Travel Mode Control.........................................................T3-5-13
Outline..................................................................................... T3-6-1
Pilot Port.................................................................................. T3-6-2
Shuttle Valve.......................................................................... T3-6-6
DC390T-3-1
(Blank)
DC390T-3-2
Group 1 Pump Device
Outline
The pump device consists of transmission (11), main The main pump is a bent-axis type variable displacement
pump [pump 1 (1) and pump 2 (2)] and pilot pump (3). axial plunger pump. Pump 1 (1) and pump 2 (2) are
The engine output is transmitted to transmission (11) via integrated as two units in one housing.
coupling (12). After being distributed by the gear train The pilot pump is a gear pump.
in the transmission, the engine power drives pump 1 Pump delivery pressure sensors (4, 5), pump control
(1), pump 2 (2), and pilot pump (3). Both reduction gear pressure sensors (8, 9), and N sensor (engine speed
ratios of the main pumps and pilot pump are 1:1. The sensor) (10) are provided to control pump and valve
transmission is lubricated with engine oil. operations.
8 10
11
T178-03-01-001
3 2 1
12
T178-03-01-003 T178-03-01-002
5 4
1- Pump 1 5- Pump 2 Delivery Pressure 8- Pump 1 Control Pressure 11- Transmission

2- Pump 2 Sensor Sensor 12- Coupling
3- Pilot Pump 6- Pump 1 Flow Rate Control 9- Pump 2 Control Pressure
4- Pump 1 Delivery Pressure Solenoid Valve Sensor
Sensor 7- Torque Control Solenoid Valve 10- N Sensor
T3-1-1
Group 1 Pump Device
Main Pump
The main pump supplies pressure oil to actuate the
hydraulic components such as motors or cylinders. The
main pump consists of pump 1 and pump 2. Shaft (3)
is connected to each pump cylinder block (6) via seven
plungers (4) so that the shaft and cylinder block rotate
together. When cylinder block (6) is rotated, plungers (4)
oscillate in the cylinder block, suctioning and delivering
hydraulic oil. Each main pump is equipped with a
regulator which controls the flow rate.
1 2
6
3
4 T178-03-01-005
1- Regulator 3- Shaft 5- Valve Plate

2- Housing 4- Plunger 6- Cylinder Block
T3-1-2
Group 1 Pump Device
Operational Principle
Engine torque is transferred to the shaft (3) and the
seven plungers (4), causing the cylinder block (6) to
rotate while sliding along the valve plate (5) surface.
The plungers (4) reciprocates in the cylinder block (6)
bores to alternately draw and deliver hydraulic oil.
TDC390-03-01-001
3- Shaft 4- Plunger 5- Valve Plate 6- Cylinder Block
T3-1-3
Group 1 Pump Device
Increasing and Decreasing Flow Rate

Changing inclination of cylinder block (3), causes
plunger (2) stroke to increase or decrease depending
on the slant angle which in turn controls the main
pump flow rate. Up-down movement of servo piston
(6) changes inclination of cylinder block (3). Servo
piston (6) is connected with valve plate (4) via pin (5).
The one end of cylinder block (3) is kept in contact with
the surface of valve plate (4) and slides along it.
Maximum Displacement Angle:
3 6
TDC390-03-01-003
TDC390-03-01-002
4 2
Minimum Displacement Angle (Operable Limit Angle):
T105-02-03-022
2- Plunger 4- Valve Plate 6- Servo Piston

3- Cylinder Block 5- Pin
T3-1-4
Group 1 Pump Device
(Blank)
T3-1-5
Group 1 Pump Device
Regulator 1 3 2 4
Dr
The regulator controls the main pump flow rate in
response to the various command signal pressures so
that the pump driving power doesn’t exceed the engine
Pi
power. Pump 1 and pump 2 are provided with one
regulator each. The major parts of the regulator are spring Pd2
(1), sleeve A (2), sleeve B (7), spool A (3), spool B (6), piston 13
(4), load piston (5), outer spring (8), and inner spring (9). Pps
According to the various command signal pressures, the Dr
regulator opens or closes the circuit to servo piston (10), Pd1
causing the inclination of cylinder block (11) to change,
by which the pump flow rate is controlled.
f NOTE: Pilot oil pressure is constantly supplied in the
5 7 6
smaller side chamber of servo piston (10). Pg
10 12 8, 9
a b
T176-03-01-009
Cylinder Block Inclination
Pd1- Pump 1 Delivery Pressure Pi- Pump Control Pressure

Pd2- Pump 2 Delivery Pressure Pps- Torque Control Pressure
Dr- Returning to Hydraulic Oil Pg- Primary Pilot Pressure (From
Tank Pilot Pump)
a- Increase b- Decrease
1- Spring 7- Sleeve B
2- Sleeve A 8- Outer Spring
3- Spool A 9- Inner Spring
4- Piston 10- Servo Piston
5- Load Piston 12- Link
6- Spool B 13- Air Bleeding Circuit
T3-1-6
Group 1 Pump Device
1 2 3 4
TDC390-03-01-004
5 6 7 9 8
12
11
10
T178-03-01-005
1- Spring 4- Piston 7- Sleeve B 10- Servo Piston

2- Sleeve A 5- Load Piston 8- Outer Spring 11- Cylinder Block
3- Spool A 6- Spool B 9- Inner Spring 12- Link
T3-1-7
Group 1 Pump Device
Regulator Control Function

The regulator has the following four control functions.
 Control by Pump Control Pressure Q

When a control lever is operated, the pump flow rate
control valve in the signal control valve regulates
pump control pressure Pi in response to the lever
stroke. Then, when the regulator receives pump control
pressure Pi, the regulator controls the pump flow rate
in proportion to pump control pressure Pi. When a
control lever is operated, pump control pressure Pi
increases. Thereby, the regulator increases the pump
flow rate. When the control lever is returned to neutral, 0 Pi
pump control pressure Pi decreases, causing the
regulator to reduce the pump flow rate. Q- Flow Rate Pi- Pump Control Pressure
 Control by Own or Opponent Pump Delivery Pressure

The regulator receives own pump delivery pressure
Pd1 and opponent pump delivery pressure Pd2 as Q c
control signal pressures. If the two average pressures d
increase over the set P-Q line, the regulator reduces
both pump flow rates by the excess pressure from the
P-Q line so that the total pump output is returned to
the set P-Q line. Thereby, the engine is protected from
being overloaded. The P-Q line has been designated
to jointly regulate both pump operations. Therefore,
both pump flow rates are regulated almost equally to
each other. Accordingly, although the higher-pressure 0 P
side pump is loaded more than the lower-pressure side
pump, the total pump output matches with the engine Q- Flow Rate c- Pressure Increase
output. (Total Output Control) P- Pressure d- Flow Rate Decrease
T3-1-8
Group 1 Pump Device
 Control by Pilot Pressure from Torque Control Solenoid Q

Valve
The main controller (MC) operates based on both
the engine target speed input data and actual speed
information signals and outputs signals to the torque
control solenoid valve. In response to the signals from
the MC, the torque control solenoid valve delivers
torque control pilot pressure Pps to the regulator.
Upon receiving pilot pressure Pps, the regulator
reduces the pump flow rate. (Speed Sensing Power 0 P
Decrease Control: Slow Speed Torque Increase Control)
(Refer to the CONTROL SYSTEM section.) Q- Flow Rate P- Pressure
 Control by Pilot Pressure from Flow Rate Control Q

Solenoid Valve
(Pump 2 Side Only)
When the MC receives signals from the work mode
switch, pressure sensor (optional) [auxiliary] or
attachment mode switch (optional), the MC send
signals to the maximum pump flow rate control
solenoid valve. Then, in response to the signals from
the MC, the maximum pump flow rate control solenoid
valve reduces pump control pressure Pi, limiting the
maximum pump flow rate. (Pump Flow Rate Limit 0 P
Control) Q- Flow Rate P- Pressure
(Refer to the CONTROL SYSTEM section.)
Dr
Pi
Pd2
13
Pps
Dr
Pd1
Pg
a b
T176-03-01-009

Tank Pilot Pump)
13- Air Bleeding Circuit
T3-1-9
Group 1 Pump Device
Control by Pump Control Pressure

 Increasing Flow Rate Q
1. When a control lever is operated, the flow rate
control valve in the signal control valve is shifted,
increasing pump control pressure Pi.
2. Piston (4) pushes spool A (3) and spring (1) so that
spool A (3) is moved in the direction of the arrow.
3. Then, the circuit from the large chamber of servo
piston (10) is opened to the hydraulic oil tank.
4. The pilot oil pressure is always routed into the 0 Pi
small chamber of servo piston (10). Thereby, servo
piston (10) is moved toward the direction of the Q- Flow Rate Pi- Pump Control Pressure
arrow. Therefore, the cylinder block rotated in the
maximum inclination direction and the pump 1 3 2 4
Dr
delivery flow rate increases.
5. The movement of the cylinder block is transmitted
to sleeve A (2) via link (12). Then, sleeve A (2) is
moved in the same direction as spool A (3). Pi
6. When sleeve A (2) is moved by the same stroke as Pd2

spool A (3), the circuit from the large chamber of 13
servo piston (10) to the hydraulic oil tank is closed. Pps
Dr
Therefore, servo piston (10) is stopped and the flow
rate increase operation is completed. Pd1
Pg
10 a b
12
T176-03-01-009

Tank Pilot Pump)
1- Spring 10- Servo Piston

2- Sleeve A 12- Link
3- Spool A 13- Air Bleeding Circuit
4- Piston
T3-1-10
Group 1 Pump Device
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-005
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-006
Pd1- Pump 1 Delivery Pressure Dr- Returning to Hydraulic Oil Pi- Pump Control Pressure Pg- Primary Pilot Pressure (From
Pd2- Pump 2 Delivery Pressure Tank Pps- Torque Control Pressure Pilot Pump)
1- Spring 3- Spool A 10- Servo Piston

2- Sleeve A 4- Piston 12- Link
T3-1-11
Group 1 Pump Device
 Decreasing Flow Rate

Q
1. When a control lever is operated, the flow rate
control valve in the signal control valve is returned,
decreasing pump control pressure Pi.
2. Piston (4) and spool A (3) is pushed by spring (1)
so that spool A (3) is moved in the direction of the
arrow.
3. Then, the pilot oil pressure is also routed onto the
large chamber of servo piston (10).
4. Due to the difference in diameter between the 0 Pi
large and small chambers, servo piston (10) is Q- Flow Rate Pi- Pump Control Pressure
moved toward the direction of the arrow so that the
cylinder block is rotated in the minimum inclination
1 3 2 4
direction, decreasing the pump flow rate. Dr
to sleeve A (2) via link (12). Then, sleeve A (2) is
moved in the same direction as spool A (3). Pi
6. When sleeve A (2) is moved by the same stroke as
Pd2
spool A (3), the pilot oil pressure circuit to servo
13
piston (10) through sleeve A (2) and spool A (3)
Pps
is closed so that servo piston (10) is stopped, Dr
completing flow rate decrease operation.
Pd1
Pg
10 a b
12
T176-03-01-009

Tank Pilot Pump)
1- Spring 10- Servo Piston

2- Sleeve A 12- Link
3- Spool A 13- Air Bleeding Circuit
4- Piston
T3-1-12
Group 1 Pump Device
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-007
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-008

T3-1-13
Group 1 Pump Device
Control by Own or Opponent Pump Delivery

Pressure
 Decreasing Flow Rate Q
1. When the pump is loaded by operating any of the
control levers, either pump 1 delivery pressure Pd1
or pump 2 delivery pressure Pd2 increases. (During
operation, pump control pressure Pi is increased.)
2. Load piston (5) moves spool B (6) and inner and
outer springs (8 and 9) toward the direction of the
arrow.
3. Due to the movement of spool B (6), the pilot oil
0 P
pressure is routed into the large chamber of servo
piston (10). Q- Flow Rate P- Pressure
4. Due to the difference in diameter between the Dr

large and small chambers, servo piston (10) moved
toward the direction of the arrow so that the
cylinder block is rotated in the minimum inclination
direction, decreasing the pump flow rate. Pi
5. The movement of the cylinder block is transmitted Pd1

to sleeve B (7) via link (12). Then, sleeve B (7) is 13
moved in the same direction as spool B (6). Pps
Dr
6. When sleeve B (7) is moved by the same stroke as
Pd2
spool B (6), the pilot oil pressure circuit to servo
piston (10) through sleeve B (7) and spool B (6) is
closed. Therefore, servo piston (10) is stopped and
the flow rate decrease operation is completed. 5 7 6 Pg
10 a b
12 8, 9
T176-03-01-009

Tank Pilot Pump)
5- Load Piston 9- Outer Spring

6- Spool B 10- Servo Piston
7- Sleeve B 12- Link
8- Inner Spring 13- Air Bleeding Circuit
T3-1-14
Group 1 Pump Device
5 Dr Pg 6 7
Pi
Pps
8 9
Pd2
Pd1 12
10 TDC390-03-01-009
Dr Pg
5 6 7
Pi
Pps
Pd2
8 9
Pd1 12
10 TDC390-03-01-010
5- Load Piston 7- Sleeve B 9- Outer Spring 12- Link

6- Spool B 8- Inner Spring 10- Servo Piston
T3-1-15
Group 1 Pump Device
 Increasing Flow Rate

1. When the pump load is reduced, either pump 1 Q
delivery pressure Pd1 or pump 2 delivery pressure
Pd2 decreases. (During operation, pump control
pressure Pi is kept increased.)
2. Load piston (5) and spool B (6) are pushed by inner
and outer springs (8 and 9) toward the direction of
the arrow.
3. Due to the movement of spool B (6), the circuit from
the large chamber of servo piston (10) is opened to
0 P
the hydraulic oil tank.
Q- Flow Rate P- Pressure
4. Since the pilot oil pressure is constantly routed in to
the small chamber of servo piston (10), servo piston
(10) is moved toward the direction of the arrow.
Dr
Then, the cylinder block is rotated in the maximum
inclination direction, increasing the pump flow rate.
Pi
to sleeve B (7) via link (12). Then, sleeve B (7) is
moved in the same direction as spool B (6). Pd2
6. When sleeve B (7) is moved by the same stroke as 13
spool B (6), the pilot oil pressure circuit to servo Pps
Dr
piston (10) through sleeve B (7) and spool B (6) is
closed. Therefore servo piston (10) is stopped and Pd1
the flow rate increase operation is completed.
5 7 6 Pg
10 a b
12 8, 9
T176-03-01-009

Tank Pilot Pump)

T3-1-16
Group 1 Pump Device
5 Dr Pg 6 7
Pi
Pps
8 9
Pd2
Pd1 12
10 TDC390-03-01-011
Dr Pg
5 6 7
Pi
Pps
Pd2
8 9
Pd1 12
10 TDC390-03-01-012

T3-1-17
Group 1 Pump Device
Control by Pilot Pressure from Torque Control

Solenoid Valve
 Decreasing Flow Rate Q
1. When the torque control solenoid valve is activated
by the signals from the MC, torque control pressure
Pps increases.
2. Torque control pressure Pps and either own pump
delivery pressure Pd1 or opponent pump delivery
pressure Pd2 are combined and applied to load
piston (5).
3. Load piston (5) pushes spool B (6) and inner and
0 P
outer springs (8 and 9) toward the direction of the
arrow. Q- Flow Rate P- Pressure
4. Due to the movement of spool B (6), the pilot oil Dr

pressure is routed into the large chamber of servo
piston (10).
5. Due to the difference in diameter between the
Pi
large and small chambers, servo piston (10) is
moved toward the direction of the arrow. Then, the Pd2
cylinder block is rotated in the minimum inclination 13
direction, decreasing the pump flow rate. Pps
Dr
Pd1
to sleeve B (7) via link (12). Then, sleeve B (7) is
moved in the same direction as spool B (6).
7. When sleeve B (7) is moved by the same stroke as
spool B (6), the pilot oil pressure circuit to the large 5 7 6 Pg
chamber of servo piston (10) through sleeve B (7) 10 12 8, 9
a b
and spool B (6) is closed. Therefore servo piston (10)
is stopped and the flow rate decrease operation is
T176-03-01-009
completed.

Tank Pilot Pump)

T3-1-18
Group 1 Pump Device
5 Dr Pg 6 7
Pi
Pps
8 9
Pd2
Pd1 12
10 TDC390-03-01-013
Dr Pg
5 6 7
Pi
Pps
8 9
Pd2
Pd1 12
10 TDC390-03-01-014

T3-1-19
Group 1 Pump Device
Control by Pilot Pressure from Flow Rate Control

Solenoid Valve
 Limiting Maximum Flow Rate (Pump 2 Only) Q
1. The maximum pump flow rate control solenoid
valve in the pump control pressure Pi circuit is
activated by the signals from the MC.
2. The maximum pump flow rate control solenoid
valve functions as a reducing valve, decreasing
pump control pressure Pi.
3. Piston (4) is moved toward the arrowed direction by
reduced pump control pressure Pi.
0 P
4. Then, piston (4) pushes spool A (3) and spring (1) Q- Flow Rate P- Pressure
until force acting on piston (4) by pump control
pressure Pi becomes balanced with spring (1) force,
causing spool A (3) to move toward the arrowed 1 3 2 4
Dr
direction.
5. As pump control pressure has been reduced, spool
A (3) is moved in a shorter distance than usual.
Pi
6. Due to the movement of spool A (3), the circuit from
the large chamber of servo piston (10) is opened to Pd2
the hydraulic oil tank. 13
Pps
7. Since the pilot oil pressure is constantly routed into Dr
the small chamber of servo piston (10), servo piston Pd1
(10) is moved toward the direction of the arrow so
that the cylinder block is rotated in the maximum
inclination direction, increasing the pump flow rate.
8. The movement of the cylinder block is transmitted Pg
to sleeve A (2) via link (12). Then, sleeve A (2) is 10 a b
12
moved in the same direction as spool A (3).
9. When sleeve A (2) is moved by the same stroke as T176-03-01-009
spool A (3), the pilot oil pressure circuit to the large Cylinder Block Inclination
chamber of servo piston (10) is closed.
10. So that servo piston (10) is stopped, completing Pd2- Pump 2 Delivery Pressure Pps- Torque Control Pressure
flow rate increase operation. Dr- Returning to Hydraulic Oil Pg- Primary Pilot Pressure (From
Tank Pilot Pump)
11. Accordingly, pump control pressure Pi increases
in proportion to the stroke of the control lever, a- Increase b- Decrease
allowing the pump delivery flow rate to increase. 1- Spring 10- Servo Piston
However, as pump control pressure Pi is regulated, 2- Sleeve A 12- Link
the strokes of spool A (3) and servo piston (10) are 3- Spool A 13- Air Bleeding Circuit
reduced so that the maximum flow rate becomes 4- Piston
less than usual.
Fig:
Maximum Flow Rate
Limited Maximum Flow Rate
T3-1-20
Group 1 Pump Device
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-015
1 Dr Pg 2 3 4
Pi
Pps
Pd2
Pd1 12
10 TDC390-03-01-016
Pd1- Pump 1 Delivery Pressure Pi- Pump Control Pressure Pps- Torque Control Pressure
Pd2- Pump 2 Delivery Pressure Regulated by Maximum Pump Pg- Primary Pilot Pressure (From
Dr- Returning to Hydraulic Oil Flow Rate Control Solenoid Pilot Pump)
Tank Valve

T3-1-21
Group 1 Pump Device
Solenoid Valve
The torque control solenoid valve and the pump 2 flow
rate limit solenoid valve are provided on the pump 1
regulator. The torque control solenoid valve supplies
the torque control pressure Pps to both the pump 1 and
pump 2 regulators to reduce the pump flow rate. The
pump 2 flow rate limit solenoid valve reduces the pump
control pressure to the pump 2 regulator so that the
maximum pump flow rate is limited.
Operation
1. When neutral, port P (8) is connected to the output
port (7) through the notch on the spool (5).
2. When the current flows to the solenoid (1) from the
MC, the solenoid (1) is magnetized, pushing spring
1 (2).
3. Then, spring 1 (2) pushes the spool (5) so that the
output port (7) is connected to port T (6) through
the notch on the spool.
4. Thereby, pressure at the output port (7) begins to
decrease.
5. Left side spool (5) diameter (A) at the notch is larger
than right side diameter (B).
6. Accordingly, until the oil pressure at the output port
(7) disappears, the external force applied onto the
spool (5) is expressed as P1 × B + S1 > P1 × A + S2.
Then, the spool is move toward the right side.
7. When the oil pressure at the output port (7)
disappears so that when P1 × B + S1 becomes equal
to P1 × A + S2 (P1 × B + S1 = P1 × A + S2), the spool
(5) stops moving.
P1: Oil pressure at the output port (7)

A and B: Pressure receiving area on the spool (5)
S1: Spring 1 (2) force
(pushing the spool (5) toward the right side)
S2: Spring 2 (3) force
(pushing the spool (5) toward the left side)
T3-1-22
Group 1 Pump Device
When Neutral:
1 2 3 4 5
T176-03-01-030
A B
8 6
7
When in Operation:
1 2 3 4 5
T176-03-01-031
A B
8 6
7
1- Solenoid 3- Spring 2 5- Spool 7- Out Port

2- Spring 1 4- Sleeve 6- Port T 8- Port P
T3-1-23
Group 1 Pump Device
Pilot Pump
2 a 1
Drive gear (1) is driven by the engine via the transmission
which in turn rotates driven gear (2) as they are meshed
together.
1- Drive Gear 2- Driven Gear
T137-02-03-005
a- Inlet Port b- Outlet Port
N Sensor (Engine Speed Sensor)

The N sensor detects the engine speed, which is used to
control various operations. The N sensor is located close
to the transmission teeth so that the sensor converts the
number of teeth passing by the sensor into pulse signals, 4 5
effectively sensing the engine speed.
3- Tooth 5- Output 3
4- Output
TDC390-03-01-017
Pump Delivery Pressure Sensor

This sensor detects the pump delivery pressures,
which are used to control various operations. When oil
pressure is applied onto diaphragm (9), the diaphragm is
deformed. The deformation of the diaphragm is detected
as electrical signals.
TDC390-03-01-018
6- Ground 9- Pressure Receiving Area 6 7 8 9
7- Output (Diaphragm)
8- Power Source (5V)
T3-1-24
Group 1 Pump Device
Pump Control Pressure Sensor

This sensor detects the pump control pressures, which are
used to control various operations. When oil pressure is
applied onto diaphragm (10), the diaphragm is deformed.
The deformation of the diaphragm is detected as
electrical signals.
10- Pressure Receiving Area 12- Output
10 11 12 13
(Diaphragm) 13- Power Source (5V)
11- Ground TDC390-03-01-019
T3-1-25
Group 1 Pump Device
(Blank)
T3-1-26
Outline
The swing device consists of the valve unit (1), swing The swing reduction gear (3) converts the swing motor (2)
motor (2), and swing reduction gear (3). The valve unit (1) output into slow large torque to rotate the shaft. Thereby,
prevents cavitation in the swing circuit from occurring the upperstructure is rotated.
and protects the circuit from being overloaded. The swing
motor (2) is a swash plate type axial plunger motor with a
built-in swing parking brake. The swing motor (2) is driven
by pressure oil delivered from the pump, and drives the
swing reduction gear (3).
TDC390-03-02-001
1- Valve Unit 2- Swing Motor 3- Swing Reduction Gear
T3-2-1
Swing Reduction Gear

The swing reduction gear is a two stage reduction The shaft (5) meshes with the swing bearing internal gear
planetary gear type. The ring gear (3) is formed on the secured to the undercarriage, causing the upperstructure
internal surface of the housing so that they are integrated. to rotate.
As the housing is bolted on the upperstructure, the ring
gear (3) doesn’t rotate. The swing motor shaft (1) rotates
the first stage sun gear (9). Then, its torque is transmitted
to the second stage sun gear (7) via the first stage
planetary gear (2) and first stage carrier (8). The second
stage sun gear (7) rotates the shaft (5) via the second
stage planetary gear (4) and second stage carrier (6).
9 1
8 2
7 3
6 4
T178-03-02-006
1- Swing Motor Shaft 4- Second Stage Planetary Gear 7- Second Stage Sun Gear
2- First Stage Planetary Gear 5- Shaft 8- First Stage Carrier
3- Ring Gear 6- Second Stage Carrier 9- First Stage Sun Gear
T3-2-2
Swing Motor
The swing motor consists of the swash plate (8), rotor When pressure oil is supplied from the pump, the
(11), plungers (5), valve plate (12), housing (10) and swing pressure oil pushes the plungers (5). Since the swash plate
parking brake (springs (1), brake piston (2), plates (3), (8) is inclined, the shoes (9) on top of the plungers (5) slide
friction plates (4), and swing parking brake switch valve). along the swash plate (8), causing the rotor (11) and shaft
The rotor (11) in which the plungers (5) are inserted is (7) to rotate. The shaft (7) tip end is splined into the first
splined onto the shaft (7). stage sun gear in the swing reduction gear so that shaft
(7) rotation is transmitted to the swing reduction gear.
1
12
2
11
3
10 4
5
9
6
8
7
T178-03-02-002
1- Spring 4- Friction Plate 7- Shaft 10- Housing

2- Brake Piston 5- Plunger 8- Swash Plate 11- Rotor
3- Plate 6- Retainer 9- Shoe 12- Valve Plate
T3-2-3
Swing Parking Brake

The swing parking brake is a wet-type multi-disc brake. made. During operations other than swing and/or front
The brake is released when brake release pressure enters attachment or while the engine is stopped, brake release
into the brake piston chamber (6) (negative brake type). pressure (5) is returned to the hydraulic oil tank so that
Brake release pressure (5) is supplied from the pilot pump the brake is automatically applied by spring (1).
only when a front attachment and/or swing operation is
Releasing Brake: Applying Brake:

1. When the swing and/or front attachment control 1. When the swing and/or front attachment control
levers are operated, the swing parking brake release levers are released, the swing parking brake release
spool in the signal pilot pressure control valve is spool in the signal pilot pressure control valve is
shifted. Thereby, the pilot pressure oil from the pilot returned to neutral so that the pilot pressure routed
pump is routed to port SH (5). to port SH (5) is reduced.
2. Pilot pressure at port SH (5) pushes to open the 2. Therefore, the check valve (4) is closed, allowing
check valve (4) and flows into the brake piston brake release pressure to flow into the swing motor
chamber (6). housing through the orifice.
3. Then, the brake piston (2) is raised, breaking contact 3. Consequently, spring force is applied to plates (8)
between the plates (8) and friction plates (7) so that and friction plates (7) which are meshed with the
the brake is released. outer diameter of the rotor and inner diameter
of the housing respectively via the brake piston.
Then, the rotor outer diameter is held with friction
force. While the engine is stopped, no pilot pressure
is routed to port SH (5), allowing the brake to be
automatically applied.
4
8
5
TDC390-03-02-002
1- Spring 4- Check Valve 6- Brake Piston Chamber

2- Brake Piston 5- Port SH (Brake Release 7- Friction Plate
3- Orifice Pressure) 8- Plate
T3-2-4
Valve Unit
The valve unit consists of the make-up valves (2) and
the relief valves (1). The make-up valves (2) prevents
cavitation in the circuit. The relief valves (1) prevent surge
pressure and overloads in the circuit. 1
Make-Up Valve
During swing stop operation, the swing motor is driven 2
by inertia force of the upperstructure. The motor is
rotated by inertia force more than by pressure oil
delivered from the pump, causing cavitation to develop
in the circuit. To prevent cavitation, when pressure in 3
the swing circuit is reduced more than the return circuit
(port C (3)) pressure, the poppets (5) are opened so that
hydraulic oil is drawn into the circuit from the hydraulic 4
oil tank to compensate for the lack of oil in the circuit.
T107-02-04-013
1- Relief Valve 3- Port C
2- Make-Up Valve 4- Control Valve
2 2
TDC390-03-02-003
1
1- Relief Valve 3- Port C 5- Poppet

2- Make-Up Valve 4- Control Valve
T3-2-5
Relief Valve
During starting or stopping swing operation, oil
pressure in the swing circuit becomes high. The relief
valve prevents the circuit pressure from rising higher
than the set-pressure.
Low Pressure Relief Operation (Shock Reducing Function): High Pressure Relief Operation (Overload Prevention):
1. Pressure at port HP (swing circuit) is routed into oil 1. After the piston (6) is moved full stroke, the spring
chamber C (9) through the poppet (1) orifice. (3) is compressed so that the circuit pressure is
increased to the set-pressure.
2. Pressure oil in oil chamber C (9) is further routed
into oil chambers A (8) and B (7) via passages A (4) 2. If pressure in port HP increases more than the
and B (5) respectively. spring (3) set-pressure, the poppet (1) is unseated,
causing pressure oil to flow to port LP from port HP.
3. The pressure receiving area in oil chamber B (7) is
larger than oil chamber A (8) so that the piston (6) 3. When pressure in port HP is reduced to the
moves to the left. specified level, the poppet (1) is seated by spring (3)
force.
4. As long as the piston (6) keeps moving, a pressure
difference is developed between the front and the
rear of the poppet (1). When this pressure difference
is increased more than spring (3) force, the poppet
(1) is unseated, allowing pressure oil to flow to port
LP.
5. When the piston (6) is moved full stroke, the
pressure difference between the front and the rear
of the poppet (1) disappears, causing the poppet (1)
to be seated.
1 2 3 4 5 6
HP
LP
9 7
T178-03-02-005
8
HP- Port HP (Swing Circuit) LP- Port LP (Return Circuit)
1- Poppet 4- Passage A 7- Oil Chamber B

2- Orifice 5- Passage B 8- Oil Chamber A
3- Spring 6- Piston 9- Oil Chamber C
T3-2-6
Outline
The control valve controls oil pressure, flow rate, and In the 4-spool section, the right travel, bucket, boom 1,
flow direction in the hydraulic circuit. The major parts and arm 2 spool sections are arranged in that order as
of the control valve are the main relief valve, overload viewed from the machine front. In the 5-spool section,
relief valve, flow combiner valve, anti-drift valve, flow rate the left travel, auxiliary, boom 2, arm 1, and swing spool
control valve, regenerative valve, auxiliary flow combiner sections are arranged in that order as viewed from the
valve, bypass shut-out valve, and spools. The spools are machine front.
operated by pilot oil pressure.
Control Valve
Front Right Travel

Bucket
Left Travel Boom 1
Arm 2
Main Relief Valve
4-Spool Section
Auxiliary
Boom 2
Arm 1
Swing
5-Spool Section
TDC390-03-03-001
T3-3-1
Hydraulic Circuit
1 2 3 4 5 6 7 8 9 10
36
35
34
33
11
12
13
32 14
31 15
30
16
17
29
18
28 19
20
21
22
27
26
25 24 23
TDC390-03-03-002
T3-3-2
19
12
29
3
18
22
35
20 2
14 4
9, 10
Front
36
TDC390-03-03-003
1- Load Check Valve (Travel 11- Bucket Regenerative Valve 20- Load Check Valve (Arm 29- Overload Relief Valve (Arm:
Parallel Circuit) 12- Overload Relief Valve (Bucket: Tandem Circuit) Rod Side)
2- Check Valve (Main Relief Rod Side) 21- Check Valve (Orifice) (4-Spool 30- Arm Anti-Drift Valve (Check
Circuit) 13- Overload Relief Valve (Bucket: Side Parallel Circuit) Valve)
3- Main Relief Valve Bottom Side) 22- Bypass Shut-Out Valve 31- Arm Anti-Drift Valve (Switch
4- Check Valve (Main Relief 14- Load Check Valve (Boom 1 23- Arm Flow Rate Control Valve Valve)
Circuit) Parallel Circuit) (Poppet Valve) 32- Load Check Valve (Boom 2
5- Check Valve (Flow Combiner 15- Boom Regenerative Valve 24- Arm Flow Rate Control Valve Parallel Circuit)
Valve Circuit) 16- Overload Relief Valve (Boom: (Switch Valve) 33- Auxiliary Flow Rate Control
6- Flow Combiner Valve Bottom Side) 25- Load Check Valve (Swing Valve (Switch Valve)
7- Auxiliary Flow Combiner Valve 17- Overload Relief Valve (Boom: Circuit) 34- Auxiliary Flow Rate Control
8- Check Valve (Aux. Flow Rod Side) 26- Check Valve (Arm Valve (Poppet Valve)
Combiner Valve Circuit) 18- Boom Anti-Drift Valve (Check Regenerative Circuit) 35- Load Check Valve (Travel
9- Bucket Flow Rate Control Valve Valve) 27- Arm Regenerative Valve Tandem Circuit)
(Switch Valve) 19- Boom Anti-Drift Valve (Switch 28- Overload Relief Valve (Arm: 36- Load Check Valve (Orifice)
10- Bucket Flow Rate Control Valve Valve) Bottom Side) (Bucket)
(Poppet Valve)
T3-3-3
1 2 3 4 5 6 7 8 9 10
36
35
34
33
11
12
13
32 14
31 15
30
16
17
29
18
28 19
20
21
22
27
26
25 24 23
TDC390-03-03-002
T3-3-4
25
31
16
30
23, 24
32
33, 34
26
Front 28
17
TDC390-03-03-004
13
6
(Poppet Valve)
T3-3-5
1 2 3 4 5 6 7 8 9 10
36
35
34
33
11
12
13
32 14
31 15
30
16
17
29
18
28 19
20
21
22
27
26
25 24 23
TDC390-03-03-002
A
H Cross Section C
I B Auxiliary Bucket
C
D
E
View K F 12
G
34 10
J
9
33
11
13
TDC390-03-03-005
TDC390-03-03-006
T3-3-6
Cross Section A Cross Section a

5
3
TDC390-03-03-008
8 Cross Section J
1
a
7 6
TDC390-03-03-007
TDC390-03-03-009
(Poppet Valve)
fNOTE: There are only spools but no valves in Cross

Section B.
T3-3-7
1 2 3 4 5 6 7 8 9 10
36
35
34
33
11
12
13
32 14
31 15
30
16
17
29
18
28 19
20
21
22
27
26
25 24 23
TDC390-03-03-002
Cross Section D Boom 2 Boom 1 Cross Section F Swing
19
29
27
18
32 14 25
15
17 26
TDC390-03-03-010 TDC390-03-03-011
T3-3-8
Cross Section E Cross Section G
22
31 16
30
23
20
TDC390-03-03-013
24
28
TDC390-03-03-012
(Poppet Valve)
T3-3-9
1 2 3 4 5 6 7 8 9 10
36
35
34
33
11
12
13
32 14
31 15
30
16
17
29
18
28 19
20
21
22
27
26
25 24 23
TDC390-03-03-002
Cross Section H Cross Section I
21
2
4
TDC390-03-03-014 TDC390-03-03-015
T3-3-10
View K Cross Section L

36
TDC390-03-03-017
M
L Cross Section M
35
TDC390-03-03-018
TDC390-03-03-016
(Poppet Valve)
T3-3-11
Hydraulic Circuit
Main Circuit
Pressure oil from pump 1 and from pump 2 is routed
to the 4-spool section and to the 5-spool section of the
control valve respectively. A parallel circuit is provided
in both right and left main circuits, making combined
operations possible. An oil flow combiner circuit is
provided in both the boom and arm circuits so that
when a single operation is made, pressure oil from
both pumps 1 and 2 is supplied to the boom or arm
cylinders.
The main relief valve is located in the main circuit

(between the pump and actuators), preventing oil
pressure in the main circuit from increasing more
than the set-pressure while the control valve spool (s)
[the control lever (s)] is (are) operated. The overload
relief valves are located in the boom, arm, and bucket
actuator circuits (between the control valve and
actuators). The overload relief valve prevents surge
pressure from being developed by external loads in
the actuator circuit and prevents pressure in the circuit
from rising more than the set-pressure when the
control valve spool (s) [the control lever (s)] is (are) in
neutral.
T3-3-12
Left Travel Motor Main Relief 4-Spool Section Right Travel Motor
Valve Parallel Passage
5-Spool Section 4-Spool Section
Auxiliary
Bucket
Cylinder
Overload
Relief Valve
Arm
Cylinder
Overload
Relief Valve
Swing Motor
Boom
Cylinder
Oil Flow Combiner

Circuit
5-Spool Section
Parallel Circuit
Pump 2 Pump 1
T178-02-02-001
T3-3-13
Pilot Control Circuit External Pilot Pressure Oil Circuit

Pilot pressure oil (indicated with numbers) from the  The main relief valve set-pressure is increased by the
pilot valve exerts onto the spool ends in the control pilot pressure oil delivered from solenoid valve unit
valve, shifting them. In the following operations, the (SG).
pilot pressure oil exerts on the switch valves while  The arm regenerative valve is shifted by the pilot
shifting the spools. pressure oil delivered from solenoid valve unit (SC).
 When the arm is rolled in, the pilot pressure oil (4)  The arm flow rate control valve is shifted by the pilot
shifts the switch valve in the arm anti-drift valve pressure oil delivered from the arm flow rate control
while exerting onto the arm spool end. valve control spool in the signal control valve.
 When the boom is lowered, the pilot pressure oil (2)  The flow combiner valve is shifted by the pilot
shifts the switch valve in the boom anti-drift valve pressure oil delivered from the flow combiner valve
while exerting onto the boom spool end. control spool in the signal control valve.
 The auxiliary flow combiner valve and the bypass  The bucket flow rate control valve is shifted by the
shut-out valve are shifted by the pilot pressure oil pilot pressure oil delivered from the bucket flow rate
from auxiliary pilot valve. control valve spool in the signal control valve.
As the air bleed circuit is provided in the upper section  The auxiliary flow rate control valve is shifted by the
of the control valve so that any air trapped in the pilot pressure oil from the auxiliary flow rate control
control valve will automatically be bled. solenoid valve.
T3-3-14
Pilot Pressure from Flow Combiner Valve Control

Spool in Signal Control Valve
Pilot Pressure Pilot Pressure Oil from Aux. Pilot Valve
from Solenoid
Valve Unit (SG) Pilot Pressure from Bucket Flow Rate Control
Valve Spool in Signal Control Valve
Auxiliary Flow
Combiner Valve
Main Relief
Valve
10
11
9
12
Flow Bucket Flow

Combiner Rate Control
Valve Valve
Pilot Pressure 8
Oil from 7
Auxiliary Flow
Rate Control
Solenoid
Valve
Auxiliary Flow
2
Rate Control 1
Solenoid Valve 1
Arm Anti-Drift
Valve
Pilot Pressure
Boom
Oil from
Anti-Drift
Solenoid Valve 4 Valve
Unit (SC)
3
3
Arm
Regenerative
Valve
Pilot
6
Air Bleeding Pressure
Pilot Pressure Circuit Oil from
5
Oil from Arm Aux. Pilot
Flow Rate Valve
Control Valve
Control Spool
in the signal
Control Valve Arm Flow Rate
Control Valve
Bypass Shut-Out Valve
T178-03-03-040
1- Boom Raise 4- Boom Raise 7- Bucket Roll-In 10- Left Travel Reverse
2- Boom Lower 5- Boom Lower 8- Bucket Roll-Out 11- Right Travel Forward
3- Arm Roll-Out 6- Arm Roll-Out 9- Left Travel Forward 12- Right Travel Reverse
T3-3-15
Flow Combiner Valve

To Hydraulic
1. When a combined operation of the front Oil Tank
attachment and travel functions is made, the flow
combiner control valve spool in the signal control To Left Travel
valve is shifted, causing pilot pressure oil to shift the Spool
flow combiner valve spool.
Pressure Oil
2. When the flow combiner valve spool is shifted, from Pump 1
pressure oil from pump 1 flows to the left travel
Spool
spool.
3. Therefore, pressure oil from pump 1 is routed to
both right and left travel spools. Then, pressure oil
from pump 2 is routed to the front attachment and
swing functions. Consequently, when a combined
operation of travel, front attachment, and swing is
made, the machine can travel straight.
TDC390-03-03-019
Pilot Pressure Oil from Flow

Combiner Valve Control Spool
Left Travel Motor Right Travel Motor
Flow Combiner Valve Pilot Pressure Oil from Flow Combiner Valve
Control Spool in Signal Control Valve
Pump 1 T176-03-03-026
T3-3-16
(Blank)
T3-3-17
Main Relief Valve

The main relief valve prevents pressure in the main
circuit from increasing more than the set-pressure during
operations of actuators such as the motors and the
cylinders. Thereby, oil leaks from the joints of the hoses
and pipes and damage to the actuators are prevented.
Relief Operation Set-Pressure Increase Operation

1. Pressure in port HP (main circuit) exerts on the pilot 1. The pilot pressure from solenoid valve unit (SG) is
poppet via orifice A in the main poppet and orifice delivered to port SG, the piston compresses spring
B in the seat. B.
2. When pressure in port HP increases more than 2. Then, spring B force is increased.
set-force of spring B, the pilot poppet is unseated,
3. Accordingly, pressure required to unseat the pilot
allowing pressure oil to flow to port LP (hydraulic
poppet is increased, causing the relief valve set-
oil tank) through the passage and clearance around
pressure to increase.
the sleeve.
3. At this time a pressure difference arises between
port HP and the spring chamber due to orifice A.
4. If this pressure difference increases more than set-
force of spring A, the main poppet is unseated so
that pressure oil at port HP flows to port LP.
5. Thereby, the main circuit pressure decreases.
6. When the main circuit pressure decreases more
than the specified pressure, the main poppet is
seated by spring A.
T3-3-18
During Normal Operation:
Main Poppet Orifice A Orifice B Seat Passage Spring B
HP SG
LP
Sleeve Spring Spring A Pilot Poppet Piston T157-02-05-003

Chamber
During Relief Operation:
Main Poppet Orifice A Orifice B Seat Passage Spring B
HP
LP
Sleeve Spring Spring A Pilot Poppet T157-02-05-003

Chamber
During Set-Pressure Increase Operation:
Spring B
HP SG
LP
Pilot Poppet Piston TDC390-03-03-020
T3-3-19
Overload Relief Valve (with Make-Up

Function)
The overload relief valves are located in the boom, arm,
bucket, and positioning (2-piece boom only) circuits.
The overload relief valve prevents each actuator circuit
pressure from rising excessively when the actuators are
moved by external loads. In addition, when the actuator
circuit pressure is reduced, draws the hydraulic oil from
the hydraulic oil tank to prevent the occurrence of
cavitation (make-up function).
fNOTE: The operations of overload relief valves in boom,

arm, bucket, and positioning (2-piece boom) are same.
Relief Operation Make-Up Operation
1. Pressure in port HP (actuator circuit) exerts on the 1. When pressure at port HP (actuator circuit) is
pilot poppet via an orifice in the piston (positioning: reduced more than port LP (hydraulic oil tank), the
valve). sleeve is moved to the right (positioning: left).
2. When pressure in port HP increases more than 2. Then, hydraulic oil flows in port HP from port LP,
set-force of spring B, the pilot poppet is unseated, preventing cavitation.
allowing pressure oil to flow to port LP (hydraulic oil
3. When pressure in port HP increases more than the
tank) through passage A and clearance around the
specified pressure, the sleeve is closed by spring C.
sleeve.
3. At this time a pressure difference arises between
port HP and the spring chamber due to the orifice.
Positioning Circuit (2-piece boom only)
4. If this pressure difference increases more than set-
force of spring A, the main poppet is unseated so Seat Spring C Sleeve Spring A Main Poppet
that pressure oil at port HP flows to port LP.
Orifice A
5. Thereby, the actuator circuit pressure decreases.
HP
6. When the actuator circuit pressure decreases more
than the specified pressure, the main poppet is
seated by spring A.
Passage A
Spring B Pilot Spring Valve
Poppet Chamber
LP TDC390-03-03-021
T3-3-20
Boom, Arm and Bucket
During Normal Operation:
Make-Up Valve Main Poppet Sleeve Spring A Passage A Spring B
HP
LP
Orifice Piston Spring Pilot Spring C T107-02-05-019
Chamber Poppet
During Relief Operation:
Main Poppet Sleeve Spring A Passage A Spring B
HP
LP
Orifice Piston Spring Pilot T178-03-03-049
Chamber Poppet
During Make-Up Operation:
Sleeve
HP
LP
Spring C T178-03-03-050
T3-3-21
Regenerative Valve
The regenerative valves are provided in the boom lower,
arm roll-in, and bucket roll-in circuits to increase cylinder
speeds and to prevent cylinder hesitation, improving
machine controllability.
Boom Regenerative Valve and Bucket Regenerative

Valve
fNOTE: Operational principle of the boom regenerative

valve is identical to that of the bucket regenerative valve.
Therefore, the bucket generative valve is explained as an
example.
Operation
1. When the bucket is rolled in, the return oil from the Pressure Oil from Pump 1
cylinder rod side (bottom side of the boom cylinder)
enters hole A in the spool and acts on the check
valve.
2. At this time, if pressure in the cylinder bottom side
(rod side of the boom cylinder) is lower than the rod
side, the check valve is opened. Bucket
Cylinder
3. Then, the return oil from the cylinder rod side flows
into the bottom side together with oil delivered
from the pump, increasing the cylinder speed.
4. When the cylinder is moved full stroke or the
digging load increases, pressure in the cylinder
bottom side circuit will increases more than the Check Valve
rode side, causing the check valve to close and
stopping regenerative operation. T176-03-03-027
T3-3-22
Orifice
Return Oil from

Hole A Cylinder Rod Side
Spool
Pressure Oil to
Cylinder Bottom
Check Valve Side
T178-03-03-052
T3-3-23
Arm Regenerative Valve

Operation
1. Normally, during arm rolled-in operation, the return
oil from the cylinder rod side flows back to the
hydraulic oil tank through the hole (orifice) in the
arm regenerative valve spool.
2. When solenoid valve unit (SC) is activated by a
signal from the MC (main controller), pilot pressure
oil delivered from solenoid valve unit (SC) shifts the
arm regenerative valve spool, blocking the return
oil circuit from the cylinder rod side. (Refer to the
SYSTEM /Control System group.)
3. Thereby, the return oil from the cylinder rod side
flows to the bottom side together with oil delivered
from the pump, increasing the cylinder speed.
T3-3-24
Arm Regenerative
Valve
Arm 1 Arm 2
Return Oil from Arm

Cylinder Rod Side To Arm
Regenerative
Valve Spool
Spool
To Hydraulic
Oil Tank Hole
From Arm 1
Spool
Pilot Pressure
Oil from
Solenoid
Valve Unit
(SC)
TDC390-03-03-012
TDC390-03-03-022
T3-3-25
Anti-Drift Valve
The anti-drift valves are provided in the boom cylinder
bottom side circuit and the arm cylinder rod side circuit,
preventing the cylinders from drifting.
f NOTE: Both the boom and arm anti-drift valves are
identical in construction.
Holding Operation
1. When the control lever is in the neutral position
(neutral spool position), the switch valve in the anti-
drift valve is not shifted. Boom Cylinder
2. Thus, pressure oil from the boom cylinder bottom
side (arm cylinder rod side) exerts on the check
valve (spring side) in the anti-drift valve though the
switch valve.
3. Consequently, the check valve is closed so that the
return circuit from the cylinder is blocked, reducing
cylinder drift.
Releasing Operation
1. When the arm is rolled in or the boom is lowered,
pilot pressure oil from the pilot valve pushes the
piston in the anti-drift valve so that the switch valve Anti-Drift Valve Anti-Drift Valve TDC390-03-03-023
is shifted. (Switch Valve) (Check Valve)
2. Then, oil in the check valve spring chamber flows

back to the hydraulic oil tank through the switch
valve. Pressure Oil To Hydraulic
from Pump 1 Oil Tank Boom Cylinder
3. Thereby, the check valve is opened, allowing the
return oil from the boom cylinder bottom side (arm
cylinder rod side) to flow to the spool.
From Pilot
Valve
To Hydraulic
Oil Tank
Anti-Drift Valve Anti-Drift Valve TDC390-03-03-024

(Switch Valve) (Check Valve)
T3-3-26
Pilot Pressure Oil

from Pilot Valve
Piston
To Hydraulic Oil Tank

Switch Valve
To Main Spool
T178-03-03-051
Cylinder Check Valve
Bottom Side
Circuit
T3-3-27
Flow Rate Control Valve

Arm
Cylinder
The flow rate control valves are provided in the arm,
bucket and auxiliary circuits to restrict oil flow rate in
the circuit when a combined operation is made, giving To Hydraulic
priority to other actuators. Oil Tank
fNOTE: Each flow rate control valve functions in

respective combined operation as shown below. As an
example, the arm flow rate control valve operation is
explained in this section.
Switch
Flow Rate Combined Operation Valve
Control Valve
Poppet
Arm Swing and Arm Roll-In Valve
Bucket Boom Raise and Arm Roll-In
Auxiliary Front Attachment and Auxiliary
Normal Operation Pressure Oil

from Pump 2
1. Pressure oil from pump 2 exerts on the check valve TDC390-03-03-025
in the poppet valve.
2. Normally, the switch valve is kept opened. Then,
Arm
pressure oil from pump 2 opens the check valve and Cylinder
flows to the main spool through the switch valve.
3. Thereby, the poppet valve is opened so that To Hydraulic
pressure oil from pump 2 flows to the main spool. Oil Tank
Flow Rate Control Operation

1. Pilot pressure oil from arm flow rate control valve
control spool shifts the switch valve in the arm flow
rate control valve.
Switch
2. When the switch valve is shifted, oil pressure is Valve
enclosed behind the poppet valve, limiting the Poppet
poppet valve to open. Valve
3. Thereby, the poppet valve restricts the oil flow

rate to the main spool, allowing pressure oil to be
supplied to the swing motor which is loaded more Arm Flow
than the arm. Rate Control Pressure Oil
Valve Control from Pump 2
Spool
TDC390-03-03-026
T3-3-28
Spring A Check Valve Poppet
To Main Spool
Spring B
To Hydraulic Oil Tank

Pressure Oil from
Switch Valve Main Pump 2
Pilot Pressure from Am

Flow Rate Control Valve
Control Spool in the Signal
Control Valve
To Main Spool
TDC390-03-03-027
T3-3-29
Auxiliary Flow Combiner Valve and Bypass During Single Operation of Attachment:
Shut-Out Valve When only the aux. pilot valve is operated, pressure oil
from both pumps 1 and 2 is combined and supplied
fNOTE: As for 2-piece boom, when the positioning pilot together to the attachment, increasing attachment
valve is operated, the positioning pilot pressure is routed speed.
to port SJ, shifting the bypass shut-out valve spool. 1. When only the aux. pilot valve is operated, the aux.
The auxiliary flow combiner valve and the bypass shut- pilot valve pilot pressure is routed to port SM and
out valve are provided in the front and the rear of the port SJ, shifting the auxiliary flow combiner valve
4-spool control valve section respectively. These valve and the bypass shut-off valve spools.
functions differ depending on whether only the aux. pilot 2. When the bypass shut-out valve spool is shifted, the
valve is operated or a combined operation with other neutral passage in the 4-spool section is blocked.
front attachments is made.
3. At the same time, as the auxiliary flow combiner
valve spool is shifted, pressure oil to be supplied to
the 4-spool section from pump 1 is routed to the
auxiliary spool via the auxiliary flow combiner valve.
4. Therefore, pressure oil from both pumps 1 and 2 is
supplied to the attachment, increasing attachment
operation speed.
T3-3-30
Signal Control Pilot Pressure from

Valve Aux. Pilot Valve Auxiliary Flow
Combiner Valve Control
Auxiliary Flow Solenoid Valve
Combiner Valve
Port SN Port SM
Attachment Neutral Passage
Auxiliary
Port SJ
5-Spool Section 4-Spool Section
Pump 2 Pump 1
Positioning Pilot Valve
(2-Piece Boom Only)
TDC390-03-03-028
To Auxiliary Spool
Port SM
Neutral Passage in
4-Spool Section
Spool Spring
Pressure Oil
from Pump 1
Spool
Check Valve
Spring TDC390-03-03-030
Port SJ
To Hydraulic
Oil Tank
TDC390-03-03-029
Port SN
T3-3-31
During a Combined Operation of Attachment and

Front Attachment: Auxiliary Flow Combiner Valve
When the aux. pilot valve and the boom, arm, bucket
To Auxiliary Spool
or travel functions are operated simultaneously, the
auxiliary flow combiner valve is kept closed so that Port SM
the boom, arm, or bucket travel operation speed is
maintained.
1. When the aux. pilot valve is operated, the
attachment pilot pressure is routed to port SM of
the auxiliary flow combiner valve.
2. Then when the boom, arm, bucket, or travel Pressure Oil
from Pump 1
function is operated at the same time, pilot pressure
from the signal control valve is routed to port SN. Spool
3. The auxiliary flow combiner valve spool receives Check Valve
pressure from port SM in the opening direction
and pressure from port SN in the closing direction. Spring
In addition, spring force acts on the spool in the
closing direction.
4. Therefore, spool closing direction force is larger
than opening direction force, holding the spool
Port SN
closed. TDC390-03-03-029
T3-3-32
Group 4 Pilot Valve
Outline
The pilot valve controls the pilot pressure to move the
control valve spools.
The 4-port pilot valve is used for front attachment, swing,
and travel operation. The 2-port pilot valve is used for
blade and offset operation.
 Front and Swing Pilot Valve

Port No. ISO Control HITACHI Pattern
Pattern
Right 1 Bucket Roll-Out 
2 Boom Lower 
3 Bucket Roll-In 
4 Boom Raise 
Left 1 Swing Right Arm Roll-In
2 Arm Roll-Out Swing Right
3 Swing Left Arm Roll-Out
P
4 Arm Roll-In Swing Left
TDC390-03-04-001
Hydraulic Symbol
View A
4
2 P T 4 1 3 2 P T 4 1 3
T1M7-03-04-001 3 1
T1M9-03-05-002
2
T3-4-1
Group 4 Pilot Valve
 Travel Pilot Valve

Port No.
1 Right Travel Reverse
2 Right Travel Forward
3 Left Travel Forward
4 Left Travel Reverse
P T
1 2 4 3
TDC390-03-04-003
B
TDC390-03-04-002
View B
3 4
2 1 TDC390-03-04-004
T3-4-2
Group 4 Pilot Valve
(Blank)
T3-4-3
Group 4 Pilot Valve
Operation
Spool (6) head comes in contact with the upper face of
spring guide (3) which is kept raised by return spring (5).
Neutral (Output Diagram: A to B):

1. When neutral, spool (6) totally blocks pressure oil
port P (from the pilot pump). The output port is
opened to port T (hydraulic oil tank) through the
passage in spool (6). Therefore, oil pressure in the
output port (to the control valve) is equal to that in E F
port T.
2. When the control lever is slightly tilted, cam (1) is D
tilted, moving pusher (2) downward. Then, pusher Pilot
Pressure
(2) compress return spring (5) along with spring
guide (3). At this time, as oil pressure in the output
port is equal to that in port T, spool (6) moves C
downward while keeping the under face of the
spool head in contact with spring guide (3).
A B Lever Stroke
3. This status continues until hole (7) on spool (6) is
opened to port P. T523-02-05-001
T3-4-4
Group 4 Pilot Valve
Front Attachment/Swing Pilot Valve
1 1
2 2
6
Port T
3 3
4 4
7
5 5 Port P
6 6 Output Port
Port T Port T
7 Port P 7 Port P
Output Port T178-03-04-005 Output Port T178-03-04-007
Travel Pilot Valve
1 1
2 2
Port T
6 Port P
3 3
4 4
5 5
Output Port
6 6
Port T Port T
7 Port P 7 Port P
1- Cam 3- Spring Guide 5- Return Spring 7- Hole

2- Pusher 4- Balance Spring 6- Spool
T3-4-5
Group 4 Pilot Valve
During Metering or Decompressing (Output

Diagram: C to D)
1. When the control lever is further tilted to move
E F
pusher (2) downward more, hole (7) on spool (6) is
opened to port P, allowing pressure oil in port P to
flow into the output port. D
Pilot
2. Oil pressure in the output port acts on the bottom Pressure
face of spool (6) so that spool (6) is pushed upward.
3. However, until upward force acting on the bottom C
face of spool (6) overcomes balance spring (4) force,
balance spring (4) is not compressed. Then, spool (6)
A B Lever Stroke
is not raised, allowing oil pressure in the output port
to increase. T523-02-05-001
4. As oil pressure in the output port increases, force to
push spool (6) upward increases. When, this force
overcomes balance spring (4) force, balance spring
(4) is compressed so that spool (6) is moved upward.
5. As spool (6) is moved upward, hole (7) is closed so
that pressure oil from port P stops flowing into the
output port, stopping pressure oil in the output
port to increase.
6. As spool (6) is moved downward, balance spring
(4) is compressed, increasing the spring force.
Therefore, oil pressure in the output port becomes
equal to the oil pressure acting on the bottom face
of spool (6) being balanced in position with the
spring force.
T3-4-6
Group 4 Pilot Valve
1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
7 Port P 7 Port P
Travel Pilot Valve
1 1
2 2
3 3
4 4
5 5
6 6
Port T Port T
Port P Port P
7 7

T3-4-7
Group 4 Pilot Valve
Full Stroke (Output Diagram: E to F)

1. When the control lever is fully stroked, pusher (2)
is moved downward until pusher (2) in the front
E F
attachment / swing pilot valve comes in contact
with the casing shoulder, or cam (1) on the travel
pilot valve comes in contact with the casing. D
Pilot
2. At this moment, the bottom of pusher (2) directly Pressure
pushes spool (6). Therefore, even if oil pressure in
the output port increases further, hole (7) on spool C
(6) is kept open.
3. Consequently, oil pressure in the output port is
A B Lever Stroke
equal to oil pressure in port P.
T523-02-05-001
fNOTE: Total lever strokes for the front attachment and
swing controls are determined by stroke dimension (E)
of pusher (2). Total lever stroke for the travel control is
determined by stroke dimension (E) of cam (1).
T3-4-8
Group 4 Pilot Valve
2 2
5
E
Port T
7 Port P
Output Port T178-03-04-010

T178-03-04-005
Travel Pilot Valve
1
1
E
2
6 Port T
Port P
7
Output Port T178-03-04-014 T178-03-04-006

T3-4-9
Group 4 Pilot Valve
Shockless Function (Only For Travel Pilot Damper Spring Pin Travel Pedal
Valve)
A
The travel pilot valve has the damper enabling damping
of the speed change shock by the lever. Travel Lever
The damper is composed of the support, gears 1 and 2,
and others. Gear 1 is connected with the support. Support
The support is secure to the bracket with the spring pin.
And the travel lever and the travel pedal are secure to the Bracket
bracket.
Pin
At this time, support sway transversely around the pin in
line with the movement of the travel lever.
Gear 2
Operation A Gear 1
1. If the travel lever is released from the hand during
traveling, return force of the return spring returns
the travel lever to the neutral position.
2. At this time, gears 1 and 2 inside the damper receive
opposing force due to friction.
3. Therefore, the travel lever gradually returns to the
neutral position, thus moderating the extent of
sudden stop at the time of abrupt release of the T1M7-03-04-002
travel lever.
Section A-A
Spring Pin
Damper
Support
Pin
T1M7-03-04-003
T3-4-10
Outline
The travel device consists of travel motor (4), travel Travel reduction gear (2) is a three-stage planetary
reduction gear (2), and travel brake valve (1). reduction gear, converts the travel motor (4) rotation
Travel motor (4) is a swash plate type variable power to a slow-large torque, and rotates sprocket (3) and
displacement axial plunger motor and equipped with a the track.
parking brake (a wet-type spring set hydraulic released Travel brake valve (1) protects the travel circuit from being
multi-disc brake). Travel motor (4) is driven by pressure oil overloaded and prevents the occurrence of cavitation.
from the pump and transmits the rotation power to travel
reduction gear (2).
1 3
TPP2-03-05-002
4
1- Travel Brake Valve 2- Travel Reduction Gear 3- Sprocket 4- Travel Motor
T3-5-1
Travel Reduction Gear

The travel reduction gear is a three-stage planetary Housing (14) of the travel motor is secured to the track
reduction gear. frame with bolts. In addition, housing (14) is secured to
The travel motor rotates propeller shaft (7). This rotation is drum (13) via bearing (15) with bearing nut (11). Third
transmitted to ring gear (1) through first stage planetary stage carrier (2) is connected to housing (14) by a spline
gear (8), first stage carrier (6), second stage sun gear (5), joint.
second stage planetary gear (9), second stage carrier (4), Ring gear (1), drum (13), and sprocket (12) are secured
third stage sun gear (3), third stage planetary gear (10), with bolts respectively. Therefore, when ring gear (1)
and third stage carrier (2). rotates, drum (13) and sprocket (12) also rotate.
15 1 2 3 4 5 6
14 13 11 10 9 8
12
TDC390-03-05-001
1- Ring Gear 5- Second Stage Sun Gear 9- Second Stage Planetary Gear 13- Drum
2- Third Stage Carrier 6- First Stage Carrier 10- Third Stage Planetary Gear 14- Housing
3- Third Stage Sun Gear 7- Propeller Shaft 11- Bearing Nut 15- Bearing
4- Second Stage Carrier 8- First Stage Planetary Gear 12- Sprocket
T3-5-2
Travel Motor
The travel motor is a swash plate type variable When pressure oil is supplied from the pump, plunger (5)
displacement axial plunger motor, and consists of valve is pushed. As swash plate (4) is inclined, shoe (3) on the
plate (6), swash plate (4), rotor (2), plunger (5), and shaft end of plunger (5) slides along swash plate (4) and rotor
(1). (2) rotates.
Shaft (1) is connected to rotor (2) by a spline joint into
which plunger (5) is inserted.
1 2 3 4
6 5
T1V1-03-05-002
1- Shaft 3- Shoe 5- Plunger 6- Valve Plate

2- Rotor 4- Swash Plate
T3-5-3
Operation
1. Pressure oil flows to port B in valve plate (6), enters
one side in rotor (2), and pushes plunger (5).
2. This force and inclination of swash plate (4) make
shoe (3) slide on swash plate (4) in order to rotate
rotor (2) and output shaft (7).
3. As rotor (2) rotates, when plungers (5) reach port A,
pressure oil is returned to the hydraulic oil tank.
4. Whether forward travel or reverse travel depends on
whether pressure oil is supplied to port A or port B.
A B
A
B
7 4 3 6
T183-03-05-009
A- Port A B- Port B
(Pressure oil from main pump (Pressure oil from main pump
or returning oil to hydraulic oil or returning oil to hydraulic oil
tank) tank)
2- Rotor 4- Swash Plate 6- Valve Plate 7- Output Shaft

3- Shoe 5- Plunger
T3-5-4
Parking Brake
The parking brake is a wet-type spring set hydraulic
released multi-disc brake. The brake is released when
the brake release pressure oil is routed to brake piston
chamber (a).
The parking brake is automatically applied unless the
travel function is operated.
Friction plates (2) and plates (3) are connected to rotor
(4) and housing (1) of the travel motor by a spline joint
respectively.
When brake is released When brake is applied

1. When the travel control lever is operated, pressure 1. When the travel control lever is returned to neutral,
oil from the main pump is routed to port AV or BV in counterbalance valve spool (8) in the travel brake
the travel motor through the control valve. valve is returned to neutral.
2. This pressure oil shifts counterbalance valve spool 2. As pressure oil routed to brake piston (5) is returned
(8) in the travel brake valve and is routed to brake to the drain circuit through orifice (6) in brake
piston (5) through the notch on counterbalance piston (5), brake piston (5) is returned by disc spring
valve spool (8). (7).
3. Consequently, as brake piston (5) is pushed, plates 3. Consequently, the spring force acts on friction
(3) and friction plates (2) become freed each other plate (2), which is engaged with the external
so that the brake is released. circumference of rotor (4), and on plate (3), which
is engaged with the inside of housing (1) of the
travel motor through brake piston (5). Therefore, the
external circumference of rotor (4) is secured with
friction force.
T3-5-5
When brake is applied: a 1

When brake is released:
2 2
3 3
7 a
7
6 5 5
BV AV 1
b
4
TDAA-03-05-005
AV- Port AV BV- Port BV a- Brake Piston Chamber b- To Brake Piston

(Pressure oil from main pump) (Pressure oil from main pump)
1- Housing 3- Plate 5- Brake Piston 7- Disc Spring

2- Friction Plate 4- Rotor 6- Orifice 8- Counterbalance Valve Spool
T3-5-6
Travel Brake Valve

The travel brake valve is located on the travel motor head
and consists of the following valves.
 Counterbalance Valve (2):

Counterbalance valve (2) ensures smooth start / stop
travel operation and prevents the machine from
running away when traveling on a down slope. In
addition, counterbalance valve (2) routes the travel
motor operating pressure oil in the high-pressure port
(AV or BV) to the parking brake.
 Check Valve (3):

Check valve (3) assists the counterbalance valve (2)
operation and prevents cavitation in the motor circuit.
 Overload Relief Valve (6):

Overload relief valve (6) prevents the occurrence of
overload and surge pressure in the motor circuit and
reduces shock loads developed when stopping travel
operation.
 Shuttle Valve (1):

Shuttle valve (1) routes the travel motor operating
pressure oil in high pressure port (AM or BM) to travel
motor displacement angle control valve (5).
 Travel Motor Displacement Angle Control Valve (5):

Travel motor displacement angle control valve (5)
delivers pressure oil routed by shuttle valve (1) for
piston operation to the piston through orifice (4) (for
slow / fast speed).
 Orifice (4) (for slow / fast speed):

Orifice (4) makes the travel mode control (displacement
angle control) smooth.
T3-5-7
A
1 2 3 1
Section A-A
T1V1-03-05-003
A
6 5 4
1- Shuttle Valve 3- Check Valve 5- Travel Motor Displacement 6- Overload Relief Valve
2- Counterbalance Valve 4- Orifice Angle Control Valve
T3-5-8
Counterbalance Valve
 While Traveling
1. When pressure oil from the control valve enters port
BV (8), pressure oil flows around the outer surface
of spool (9), unseats check valve BC (7), and flows
further to motor port BM (6).
2. On the other hand, returning oil from the travel
motor is routed to motor port AM (4). However, its
passage is blocked by check valve AC (3) and spool
(9).
3. When pressure in port BV (8) increases further,
pressure oil is routed to chamber B (10) through
orifice (f ) in spool (9) and moves spool (9) to the
right.
4. Consequently, returning oil from the travel motor
flows to port AV (1) through notch (h) on spool (9).
As pressure oil starts flowing at this stage, the travel
motor starts rotating.
5. When the travel control lever is returned to neutral,
spool (9) is returned to the original position by the
spring force and blocks the oil passage so that the
travel motor rotation is stopped.
 While Descending a Slope

1. When the machine descends a slope, the travel
motors are forcibly rotated by the machine self
weight like a pump.
2. If the travel motor draws oil, oil pressure in port BV
(8) and chamber B (10) decrease. Spool (9) moves to
the left so that returning oil from the travel motor is
reduced.
3. Therefore, oil pressure in motor port AM (4)
increases and functions the travel motor brake.
4. Once pressure oil is reduced, pressure in port BV (8)
increases again and moves spool (9) to the right.
By repeating this (hydraulic brake operation), the
machine is prevented from running away.
T3-5-9
When travel operation is neutral:

8 9 1 2
10
6 4
7 3
TDAA-03-05-003
5
During travel operation: 10 8 9 1 2
6 4
f
7 3
TDAA-03-05-002
1- Port AV 4- Motor Port AM 7- Check Valve BC 10- Chamber B

2- Chamber A 5- Overload Relief Valve 8- Port BV
3- Check Valve AC 6- Motor Port BM 9- Spool (Counterbalance Valve)
T3-5-10
Overload Relief Valve

When the circuit pressure increases over the set pressure,
the overload relief valve is opened and high pressure oil is
relieved to the low-pressure side, so that the travel motor
is protected from being overloaded.
In addition, overload relief valve relieves the shock loads
developed due to inertia force when stopping the travel
motor.
When the travel motor draws pressure oil like a pump,
check valve BC (10) is unseated (make-up operation) and
prevents the cavitation.
Operation (Relief Operation) Operation (Make-Up Operation)

1. Pressure oil in the travel circuit is routed to poppet 1. When the machine descends a slope, the travel
(5) through motor port BM (9) (or motor port AM motors are forcibly rotated by the machine self
(3)). weight like a pump.
2. Pressure oil flows to the spring (7) chamber through 2. When pressure in the port BV (1) (or port AV (2))
orifice (4) in poppet (5). circuit becomes lower than pressure in the motor
port BM (9) (or motor port AM (3)), check valve
3. Pressure oil flowing to the spring (7) chamber is
BC (10) (or check valve AC (11)) is opened, draws
routed to piston (6) through orifice (8) and moves
hydraulic oil, and compensates the lack of oil feed.
piston (6) upward.
4. As long as piston (6) keeps moving, a pressure
difference is developed between the front and
rear of poppet (5). When this pressure difference is
increased beyond the spring (7) force, poppet (5) is
opened and pressure oil flows to the hydraulic oil
tank. (Shockless Function)
5. When piston (6) reaches the stroke end, the
pressure difference between the front and rear of
poppet (5) disappears and poppet (5) is closed.
6. Under this condition, normal relief pressure is set.
7. When the pressure in the travel circuit increases
beyond the spring (7) force, poppet (5) is opened
and pressure oil at the relief set pressure flows to
the hydraulic oil tank.
8. As described above, relief operation in two-stages
prevents the travel motor from being overloaded
and reduces shocks developed in the circuit when
stopping the travel motor.
T3-5-11
Relief Operation (at Port BV Side):
1 2
10 11
9 3
4 4
5 5
6 6
7 7
8 8 TDAA-03-05-004
1- Port BV 4- Orifice 7- Spring 10- Check Valve BC

2- Port AV 5- Poppet 8- Orifice 11- Check Valve AC
3- Motor Port AM 6- Piston 9- Motor Port BM
T3-5-12
Travel Mode Control

The displacement angle of swash plate (10) is changed by
piston (11) movement in order to shift the travel mode.
 Slow Speed
1. When the travel mode switch is in the Slow position,
MC (main controller) does not send the signals
to solenoid valve unit (SI) so that pilot pressure
is not routed to pilot port (4) of the travel motor
displacement angle control valve (3). Spool (5) of
the travel motor displacement angle control valve
(3) is pushed upward by spring (6).
2. Therefore, as pressure oil in the high-pressure
side motor port AM (2) or BM (1) is not routed to
piston (11), the displacement angle is held to the
maximum.
Therefore, the stroke of plunger (9) is increased and
the travel motor rotates at slow speed.
T3-5-13
1, 2
3 5
8
9 10 11
TDAA-03-05-006
a- To Drain
1- Motor Port BM 4- Pilot Port 8- Orifice (for slow / fast speed)

2- Motor Port AM 5- Spool 9- Plunger
3- Travel Motor Displacement 6- Spring 10- Swash Plate
Angle Control Valve 7- Piston Control Shuttle Valve 11- Piston
T3-5-14
 Fast Speed
1. When the travel mode switch is set to the Fast
position, MC (main controller) sends the signals to
solenoid valve unit (SI) in response to travel loads.
(Refer to SYSTEM / Control system / Travel Motor
Displacement Angle Control.)
2. Pilot pressure is supplied from pilot port (4) of travel
motor displacement angle control valve (3) and
moves spool (5) downward.
3. Pressure oil in the high-pressure side motor port
AM (2) or BM (1) flows through the inner passage
of travel motor, shuttle valve (7), spool (5), and
orifice (8). Pressure oil flowing through orifice (8) is
gradually routed to piston (11).
4. Therefore, piston (11) pushes swash plate (10) so
that the displacement angle of swash plate (10) is
reduced. As the stroke of plunger (9) is reduced, the
travel motor rotates at fast speed.
T3-5-15
7
b
1, 2
3
5
8 9 10 11
TDAA-03-05-007
b- Pressure oil from motor port

AM (2) or BM (1)
1- Motor Port BM 4- Pilot Port 8- Orifice (for slow / fast speed)

2- Motor Port AM 5- Spool 9- Plunger
3- Travel Motor Displacement 6- Spring 10- Swash Plate
Angle Control Valve 7- Piston Control Shuttle Valve 11- Piston
T3-5-16
Outline
The signal control valve is provided in the pilot circuit
between the pilot valve and the control valve and
controls pilot signal pressure used to regulate the pumps
and various kinds of valves.
The major components of the signal control valve are,
shuttle valves, shockless valve, pump 1 flow rate control
valve, pump 2 flow rate control valve, flow combiner valve
control spool, bucket flow rate control valve control spool,
swing parking brake release spool and arm flow rate
control valve control spool.
Pilot Valve Side
TDC390-03-06-001
Cross Section A-A
Shockless Valve
Arm Flow Rate Control Valve Control spool Bucket Flow Rate Control Valve
Pump 1 Flow Rate Control Valve Pump 2 Flow Rate Control Valve
Swing Parking Brake Release Spool Flow Combiner Valve Control Spool
T178-03-06-002
T3-6-1
Pilot Port
Pilot Valve Side
Port Name Connecting to Note
Port A Right Pilot Valve Boom Raise Pilot Pressure
Port B Right Pilot Valve Boom Lower Pilot Pressure
Port C Left Pilot Valve Arm Roll-Out Pilot Pressure
Port D Left Pilot Valve Arm Roll-In Pilot Pressure
Port E Left Pilot Valve Left Swing Pilot Pressure
Port F Left Pilot Valve Right Swing Pilot Pressure
Port G Right Pilot Valve Bucket Roll-In Pilot Pressure
Port H Right Pilot Valve Bucket Roll-Out Pilot Pressure
Port I Travel Pilot Valve Left Travel Forward Pilot Pressure
Port J Travel Pilot Valve Left Travel Reverse Pilot Pressure
Port K Travel Pilot Valve Right Travel Forward Pilot Pressure
Port L Travel Pilot Valve Right Travel Reverse Pilot Pressure
Port M Auxiliary Pilot Valve Auxiliary Open Pilot Pressure
Port N Auxiliary Pilot Valve Auxiliary Close Pilot Pressure
Port SA Pump 1 Regulator Pump 1 Control Pressure
Port SB Pump 2 Regulator Pump 2 Control Pressure
Port PI Pilot Shut-Off Valve Primary Pilot Pressure
Port PH Pilot Shut-Off Valve Primary Pilot Pressure (Heating Circuit)
Port SH Swing Parking Brake Brake Release Pressure
Port DF Hydraulic Oil Tank Returning to Hydraulic Oil Tank
T3-6-2
Pilot Valve Side
C PH
A
E
D M
H
B
F
SB
PI G
Pilot Valve Side
N
K I
J
SH
DF
SA L TDC390-03-06-002
Control Valve Side
SM 3
5
1
13
4
2
SE
SK 8
14
Control Valve Side
7
6
9
SN
10
11
SL
TDC390-03-06-003
Pressure Sensor (Travel) 12 SP
T3-6-3
Control Valve Side

Port Name Connecting to Note
Port 1 Control Valve Boom Raise Pilot Pressure
Port 2 Control Valve Boom Lower Pilot Pressure
Port 3 Control Valve Arm Roll-Out Pilot Pressure
Port 4 Control Valve Arm Roll-In Pilot Pressure
Port 5 Control Valve Left Swing Pilot Pressure
Port 6 Control Valve Right Swing Pilot Pressure
Port 7 Control Valve Bucket Roll-In Pilot Pressure
Port 8 Control Valve Bucket Roll-Out Pilot Pressure
Port 9 Control Valve Left Travel Forward Pilot Pressure
Port 10 Control Valve Left Travel Reverse Pilot Pressure
Port 11 Control Valve Right Travel Forward Pilot Pressure
Port 12 Control Valve Right Travel Reverse Pilot Pressure
Port 13 Control Valve Auxiliary Open Pilot Pressure
Port 14 Control Valve Auxiliary Close Pilot Pressure
Port SE Control Valve Arm Flow Rate Control Valve Control Pressure
Port SM Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SN - Plug
Port SP Hydraulic Oil Tank Returning to Hydraulic Oil Tank
Port SL Control Valve Flow Combiner Valve Control Pressure
Port SK Control Valve Bucket Flow Rate Control Valve Control Pressure
T3-6-4
Pilot Valve Side
C PH
A
E
D M
H
B
F
SB
PI G
Pilot Valve Side
N
K I
J
SH
DF
SA L TDC390-03-06-002
Control Valve Side
SM 3
5
1
13
4
2
SE
SK 8
14
Control Valve Side
7
6
9
SN
10
11
SL
TDC390-03-06-003
Pressure Sensor (Travel) 12 SP
T3-6-5
Shuttle Valve
The shuttle valve selects the pilot pressure oil used
to perform each operation and routes it to the
corresponding flow rate control valves and/or switch
valve spools. The flow rate control valves and/or switch
valve spools corresponding to each operation are as
follows:
Pump 1 Flow Pump 2 Flow Flow Combiner Bucket Flow Swing Parking Arm Flow Rate
Rate Control Rate Control Valve Control Rate Control Brake Release Control Valve
Valve Valve Spool Valve Control Spool Control Spool
Spool
Boom Raise   - -  -
Boom Lower  - - -  -
Arm Roll-In   - -  -
Arm Roll-Out   -   
Bucket Roll-In  - - -  -
Bucket Roll-  - - -  -
Out
Right Swing -  - -  -
Left Swing -  - -  -
Right Travel  -  - - -
Left Travel -  - - - -
Auxiliary - * - -  -
fNOTE: * The pump 2 flow rate control valve is operated

by pressure oil from the auxiliary pilot valve as for only
the machine equipped with the optional parts.
T3-6-6
5 6 7 8 9
Left Right
Travel Travel Swing Arm Boom Bucket 10
11
1 2 3 4
12
13
14
15 16 17
Pump 1 Flow Pump 2 Flow Bucket Flow Flow Swing Parking Arm Flow Rate
Rate Control Rate Control Rate Control Combiner Brake Release Control Valve
Valve Valve Valve Control Valve Control Spool Control Spool
Spool Spool
T178-03-06-018
T3-6-7
Pilot Valve Side
TDC390-03-06-001
Cross Section B-B
9
5
8
7
16
17
15 13
11 14
6 10
3 12
4 1
2
T178-03-06-009
1- Left Travel 6- Boom/Arm/Bucket/Right 10- Boom Raise/Arm/Bucket/Left 13- Arm/Boom Raise/Swing/

2- Left Travel/Right Travel Travel Travel/Swing Auxiliary
3- Right Travel 7- Boom/Arm 11- Boom/Arm/Bucket 14- Bucket
4- Boom/Arm/Bucket/Right 8- Boom 12- Boom/Arm/Bucket/Swing/ 15- Swing
Travel 9- Arm/Boom Raise Auxiliary 16- Swing/Auxiliary
5- Arm 17- Auxiliary
T3-6-8
(Blank)
T3-6-9
Shockless Valve
The shockless valve is provided in the boom raise circuit
and functions during boom lowering operation.
During Boom Raising Operation:

1. Boom raise pilot pressure oil is routed into port A
and acts on the spool. Detail of C
2. Immediately after operation is started, the low pilot

pressure oil flows into the spring B chamber via
clearance between the spool and the housing. At
the same time, the pilot pressure oil flows to port 1
through inner passage 2.
3. When the pilot oil pressure increases, the pressure
in the spring B chamber increases, causing the
spool to move to the left while pushing spring A.
4. As the spool is moved to the left, port A is T183-03-06-002
connected to port 1, increasing pressure in port 1 so
that the spool in the control valve is moved.
During Boom Lowering Operation (Shock Reducing

Operation)
1. When the boom is lowered, the return oil from the
boom raise spool in the control valve is routed to
port 1.
2. Since the spool blocks the oil passage between port
1 and port A, the return oil cannot flow directly to
port A.
3. Port 1 is connected to spring A side via inner
passage 1 and to the oil chamber via inner passage
2.
4. Pressure oil in the oil chamber flows out from
clearance C between the spool and the housing,
reducing pressure in the oil chamber. Then, the
spool is moved to the right by pressure in the spring
A side. Thereby, clearance C between the spool and
the housing is closed, blocking pressure oil flow.
5. When clearance C is closed, pressure in the oil
chamber increases, moving the spool to the left.
Therefore, clearance C is opened again, allowing
pressure oil to flow to port A.
6. As operations in steps (4 and 5) are repeated,
pressure oil is gradually returned to port A so that
the control spool returns slowly.
T3-6-10
Pilot Valve Side
Port A
Inner Passage 1 C Spool Spring B
Spring A Inner Passage 2 Oil Chamber

Port 1
T178-03-06-013
Control Valve Side
T3-6-11
Pump 1 and Pump 2 Flow Rate Control Valves

The pump flow rate control valve delivers pump control
pressure Pi to the pump regulator in response to the pilot
oil pressure from the pilot valve.
1. The pilot oil pressure from the pilot valve is routed

into the chamber A side in either the pump 1 or
pump 2 flow rate control valve after being selected
by the shuttle valves in the signal control valve.
2. Then, the spool is moved to the left, causing the
primary pilot pressure to flow in either port SA or
SB.
3. Therefore, pressure in port SA or SB increases.
4. Oil pressure in port SA or SB acts on the spring
chamber. Thus, the spool is moved back to the
right until pressure force in port SA or SB balances
with pilot pressure force in the chamber A so that
pressure in port SA or SB stops increasing.
fNOTE: The pump 1 flow rate control valve operates

when the boom (raise or lower), arm (roll-in or out),
bucket (roll-in or out), auxiliary, and travel (right)
functions are operated. The pump 2 flow rate control
valve operates when the boom (raise), arm (roll-in or
out), swing (right or left), and travel (left) functions are
operated.
T3-6-12
Port SA, SB
Spool
Spring
To Hydraulic
Oil Tank
Camber A
Shuttle Valve
Primary Pilot
Pressure
Pilot Pressure
From Pilot Valve T1V1-03-06-005
T3-6-13
Bucket Flow Rate Control Valve Control

Spool, Flow Combiner Valve Control Spool, Bucket Flow Rate Control Valve Control Spool:
Swing Parking Brake Release Spool, Arm
Flow Rate Control Valve Control Spool To Hydraulic Boom Raise Control
Oil Tank Pilot Pressure
Spool Spring
f NOTE: The three captioned spools are identical in
operational principle.
The bucket flow rate control valve control spool is shifted
by the arm roll-in control pilot pressure, allowing the
boom raise control pilot pressure to flow to the bucket T178-03-06-014
flow rate control valve in the control valve. Arm Roll-In To Bucket Flow
The flow combiner valve control spool is shifted by the Control Pilot Rate Control
right travel control pilot pressure, allowing the primary Pressure Valve
pilot pressure to flow to the flow combiner valve in the
Flow Combiner Valve Control Spool:
control valve.
The swing parking brake release spool is shifted by the To Hydraulic Primary Pilot
boom, arm, bucket, or auxiliary control pilot pressure, Oil Tank Pressure
Spool Spring
allowing the primary pilot pressure to flow to the swing
motor.
The arm flow rate control valve control spool is shifted by
the arm roll-in control pilot pressure, allowing the swing
control pilot pressure to flow to the arm flow rate control
valve in the control valve. T178-03-06-014
Right Travel To Flow
Control Pilot Combiner Valve
Pressure
Swing Parking Brake Release Spool:
To Hydraulic Primary Pilot

Oil Tank Pressure
Spool Spring
T178-03-06-014
Boom, Arm, Bucket To Swing Motor
and Auxiliary Pilot
Pressure
Arm Flow Rate Control Valve Control Spool:
To Hydraulic Swing Pilot

Oil Tank Pressure
Spool Spring
T178-03-06-014
Arm Roll-in Control Arm Flow Rate
Pilot Pressure Control Valve
T3-6-14
Pilot Shut-Off Valve Section Z-Z
The pilot shut-off valve is a manual-operated switch valve.

The spool in the pilot shut-off valve is rotated by moving
the pilot control shut-off lever to turn on or off the pilot
oil flow to the pilot valves.
 When Pilot Control Shut-Off Lever is in LOCK Position.

The pilot shut-off valve is set in the OFF position. The
pressure oil from the pilot pump does not flow into
the pilot valves, but it is routed to the signal control
valve. The pilot oil on the pilot valve side is routed to
the hydraulic tank. The pilot valve do not work, as the
control levers are operated.
T178-03-07-002
 When Pilot Control Shut-Off Lever is in UNLOCK
Position
The pilot shut-off valve is set in the ON position. The
pressure oil from the pilot pump to flow into the pilot
valves as the drain circuit is blocked. If the control lever
is operated, the pilot valve works.
A2 A1
Z
Z
T1 T2 A3 A4 T4
T3 P
A5
TDC390-03-07-001
A1- Right Pilot Valve A4- Signal Control Valve (Port PH) T1- Travel Pilot Valve T- Hydraulic Oil Tank
A2- Travel Pilot Valve A5- Signal Control Valve (Port PI) T2- Left Pilot Valve
A3- Left Pilot Valve P- Primary Pilot Pressure T3- Right Pilot Valve
T3-7-1
Solenoid Valve Unit

The solenoid valve unit functions to control the pump
regulator, control valve and travel motor servo piston
upon receiving signals from the main controller (MC).
The solenoid valve unit consists of three solenoid valves
(SC), (SI), and (SG). (Refer to the Control System Group in
the SYSTEM Section.)
(Solenoid valve unit changes with machine serial No.)
SC: Controls the arm regenerative valve located in the
control valve.
SI: Controls the travel motor servo piston. (Travel
Speed Selection)
SG: Functions to increase the main relief valve
SC SI SG T178-03-07-005
pressure setting.
T3-7-2
Proportional Solenoid Valve

Upon receiving an electric current signal from the MC,
the proportional solenoid valve outputs hydraulic
pressure proportional to the degree of the electric
current.
 When not energized (In neutral):  Because of the pressure receiving area difference
The spring pushes the spool to the right, connecting between the two walls, the pressure at port S acts as
the output port S to the tank port T. a force to push the spool to the right. As the pressure
 When energized: at port S increases, the force to push the spool to
The solenoid pushes the spool to the left for a the right also increases. When this force overcomes
distance proportional to the electric current flowing the force to push the spool to the left by solenoid,
through the solenoid. Pilot oil from port (P) flows the spool moves back to the right side, closing the
into output port S, increasing the pressure at output passage between output port S and port P. As a
port S. The pressure at port S acts on the two banks result, pressure increase at port S stops.
of walls on the spool. (See detail “a.”)
Spool Spring Solenoid
T S P
TDC390-03-07-002
T3-7-3
Pilot Relief Valve

The pilot relief valve has a pilot filter incorporated. Pilot Relief Valve
The pilot relief valve functions to regulate the pilot pump
pressure oil routed to port P to a set constant pressure. P
Pilot Filter
T178-03-07-001
EC Motor Output Gear Output Shaft Worm Gear
The EC motor is used to control engine speed. A worm

gear is incorporated into the EC motor to prevent a loss of
synchronism from occurring. The EC sensor is provided to
detect the degrees of the EC motor rotation to calculate
the governor lever position. (Refer to the Control System
Group in SYSTEM Section.)
Motor
Sensor Gear EC Sensor Worm Wheel TDC390-03-07-003
T3-7-4
Swing Bearing
This bearing is a single row type ball bearing and consists The internal gear of inner race (3) engages with the
of outer race (1), inner race (3), balls (6), supports (5), and output shaft of the swing reduction gear.
seals (2, 4). Outer race (1) is bolted to the upperstructure
and inner race (3) is bolted to the undercarriage.
TDC390-03-08-001
1- Outer Race 3- Inner Race 5- Support

2- Seal 4- Seal 6- Ball
T3-8-1
Center Joint
The center joint is a 360° rotating joint. When the Hydraulic oil flows to the right and left travel motors via
upperstructure is rotated, the center joint avoids twisting spindle (1) and the oil ports of body (2). Seals (3) prevent
of hoses and allows hydraulic oil to flow smoothly to or oil leaks between spindle (1) and body (2) into adjacent
from the travel motors. Spindle (1) is attached to the main passages.
frame, and body (2) is bolted to the swing center of the
undercarriage.
To Left Travel To Right Travel To Left Travel To Right Travel

Motor (Reverse) Motor (Forward) Motor (Forward) Motor (Forward)
To Left Travel To Right Travel To Left Travel To Right Travel
Motor (Forward) Motor (Reverse) Motor (Reverse) Motor (Reverse)
1
Pilot Pressure for
Travel Speed Selection Pilot Pressure
Drain for Travel Speed
Selection
2
Drain
Drain 3
Drain
: Forward
: Reverse
: Pilot Pressure for
Travel Speed Selection
TDC390-03-08-002
1- Spindle 2- Body 3- Seal
T3-8-2
Track Adjuster
dCAUTION: Do not loosen valve (12) quickly
or loosen too much as high-pressure grease in
The track adjuster located on the side frame is composed
of spring (7) and adjuster cylinder (5). Spring (7) absorbs adjusting cylinder (5) may spout out. Loosen valve
loads applied to the front idler. Adjuster cylinder (5) (12) carefully while keeping body parts and face
adjusts track sag. away from valve (12). Do not loosen the grease
fitting.
Grease is applied through grease fitting into chamber
A of adjuster cylinder (5), pushes piston rod (2) out and
Grease Fitting 12
decreases track sag.
Loosen valve (12) 1 to 1.5 turns counterclockwise and

release grease in order to increase track sag.
Grease Discharge Hole W8HY-04-03-001
2 5 A 7 6 11 12
1 3 4 8 9 10
W1V7-03-04-002
1- Holder 4- U-Ring 7- Spring 10- Plug

2- Piston Rod 5- Adjuster Cylinder 8- Spacer 11- Nut
3- Dust Seal 6- Rod 9- Washer 12- Valve
T3-8-3
(Blank)
T3-8-4
MEMO
MEMO
Hitachi Construction Machinery Co., Ltd. Hitachi Ref. No.
Attn: Technical Information Center
Tel: 81-29-982-7084
Fax: 81-29-831-1162
E-mail: HCM-TIC-GES@hitachi-kenki.com
SERVICE MANUAL REVISION REQUEST FORM
COMPANY NAME: MODEL:

PUBLICATION PART NO.:
YOUR NAME: (Located at the left top corner in the cover page)
DATE: PAGE NO.:
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are requested, use the comment column)
E-mail:
YOUR COMMENTS / SUGGESTIONS:

Attach photo or sketch if required.
If your need more space, please use another sheet.
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Technical Manual: Operational Principle

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Technical Manual: Operational Principle

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PART NO.

ZX210LCN-G HYDRAULIC EXCAVATOR TECHNICAL MANUAL OPERATIONAL PRINCIPLE

Service Manual consists of the following separate Part No.

Quantity To Convert From Into Multiply By

fNOTE: The numerical value in this manual might be

Symbol / Name Explanation

All information, illustrations and

Backhoe Face shovel (Reversed hoe bucket)

Main Component Layout

Electrical Component Layout (Overview)

 Pump 1 and 2 Delivery Pressure Sensor

13  Pressure Sensor (Boom Raise)

Electrical System (Relays and Related

Electrical System (Monitors and Switches)

Control Valve Solenoid Valve Unit

Signal Control Valve

1- Counterbalance Valve 3- Travel Relief Valve

Dia. 650 mm (25.6 in), 7 Blades (N-Type Blade, Unequal Pitch),

Engine Performance Curve (AA-6BG1TRA)

Engine Speed min-1 (rpm) T178-01-03-002

Type Radiator/Oil Cooler Tandem Type Assembly

Radiator Oil Cooler Intercooler

Cap Opening Pressure 49 kPa (0.5 kgf/cm2, 7 psi) - -

Capacity 96 Ah (5-Hour Rate)

PUMP DEVICE Drive Gear Ratio Main Pump: 1, Pilot Pump: 1

Type Two-Stage Reduction Planetary Gear

Boom Arm Bucket

BATTERY RELAY Voltage / Current 24 V / 100 A

Input Signal Output Signal

fNOTE: * Only on the machines equipped with the

 Engine Control Dial Control  Idle Speed-Up Control

Engine Control System Layout

Learning Switch Pressure Sensor Pump 2 Pump 1

Power Mode Switch

Engine Control Dial Control

fNOTE: The engine speed is reduced from the maximum

Engine Control Dial

Operation: 1500 min -1

 Engine Control Dial: Set at 1500 min-1 or faster. Engine

Pressure Sensor Pump 2 Pump 1

Engine Control Dial

Power Mode Switch

Operation: Engine speed

Engine Control Dial

Power Mode Switch

Power Mode Switch

Auto Acceleration Control

In response to the control lever

Fast Idle Speed

Pressure Sensor Pump 2 Pump 1

Auto Warming Up Control

Engine Control Dial

Idle Speed-Up Control

Engine Control Dial

Engine Speed Automatic Increase Control at Travel

Engine Control Dial

Attachment Operation Speed Increase Control (Only When all

Engine Control Dial

Power Mode Switch

Attachment Operation Speed Limit Control (Only

Work Mode Switch: Attachment Mode

Engine Learning Control

 Speed Sensing Control

Pump 1 and 2 Delivery Pressure Sensor

13 Pressure Sensor (Boom Raise)