D155AXi-8 SEN06521-02 STRUCTURE & FUNCTION

SEN06521-02
BULLDOZER D155AXi -8
SERIAL NUMBERS 100040 and up
10 STRUCTURE AND FUNCTION
D155AXI-8 10-1
CONTENTS 10 STRUCTURE AND FUNCTION
CONTENTS
UREA SCR SYSTEM..................................................................................................................................... 10-5
LAYOUT DRAWING OF UREA SCR SYSTEM ....................................................................................... 10-5
UREA SCR SYSTEM DIAGRAM ............................................................................................................ 10-7
FUNCTION OF UREA SCR SYSTEM..................................................................................................... 10-8
FUNCTION OF AdBlue/DEF SYSTEM............................................................................................. 10-8
INDUCEMENT STRATEGY ........................................................................................................... 10-10
COMPONENT PARTS OF UREA SCR SYSTEM.................................................................................. 10-22
AdBlue/DEF MIXING TUBE ........................................................................................................... 10-22
SCR ASSEMBLY ........................................................................................................................... 10-22
AdBlue/DEF TANK ......................................................................................................................... 10-25
AdBlue/DEF PUMP ........................................................................................................................ 10-27
AdBlue/DEF INJECTOR................................................................................................................. 10-28
AdBlue/DEF HOSE ........................................................................................................................ 10-29
AdBlue/DEF TANK HEATING VALVE............................................................................................. 10-30
BOOT-UP SYSTEM ..................................................................................................................................... 10-31
SYSTEM OPERATING LAMP SYSTEM ............................................................................................... 10-31
SYSTEM OPERATING LAMP SYSTEM DIAGRAM ....................................................................... 10-31
FUNCTION OF SYSTEM OPERATING LAMP SYSTEM ............................................................... 10-31
BATTERY DISCONNECT SWITCH ...................................................................................................... 10-33
LAYOUT DRAWING OF BATTERY DISCONNECT SWITCH......................................................... 10-33
FUNCTION OF BATTERY DISCONNECT SWITCH ...................................................................... 10-33
ENGINE SYSTEM ....................................................................................................................................... 10-35
LAYOUT DRAWING OF ENGINE SYSTEM .......................................................................................... 10-35
ENGINE CONTROL SYSTEM .............................................................................................................. 10-37
LAYOUT OF ENGINE CONTROL SYSTEM................................................................................... 10-37
ENGINE CONTROL SYSTEM DIAGRAM...................................................................................... 10-37
FUNCTION OF ENGINE CONTROL SYSTEM .............................................................................. 10-39
AUTOMATIC IDLE STOP SYSTEM ...................................................................................................... 10-40
AUTOMATIC IDLE STOP SYSTEM DIAGRAM.............................................................................. 10-40
FUNCTION OF AUTOMATIC IDLE STOP SYSTEM ...................................................................... 10-40
COMPONENT PARTS OF ENGINE SYSTEM ...................................................................................... 10-43
DAMPER ....................................................................................................................................... 10-43
KVGT ............................................................................................................................................. 10-44
EGR SYSTEM ............................................................................................................................... 10-48
EGR VALVE ................................................................................................................................... 10-50
EGR COOLER ............................................................................................................................... 10-52
KCCV SYSTEM ............................................................................................................................. 10-54
KCCV VENTILATOR ...................................................................................................................... 10-56
KDPF ............................................................................................................................................. 10-59
COOLING SYSTEM..................................................................................................................................... 10-63
LAYOUT DRAWING OF COOLING SYSTEM ....................................................................................... 10-63
SPECIFICATIONS OF COOLING SYSTEM................................................................................... 10-64
COMPONENT PARTS OF COOLING SYSTEM.................................................................................... 10-65
COOLING FAN PUMP ................................................................................................................... 10-65
COOLING FAN MOTOR ................................................................................................................ 10-73
HYDRAULIC OIL COOLER BYPASS VALVE ................................................................................. 10-80
CONTROL SYSTEM.................................................................................................................................... 10-81
LAYOUT DRAWING OF CONTROL SYSTEM ...................................................................................... 10-81
MACHINE MONITOR SYSTEM ............................................................................................................ 10-82
MACHINE MONITOR SYSTEM DIAGRAM.................................................................................... 10-82
FUNCTION OF MACHINE MONITOR SYSTEM ............................................................................ 10-82
KOMTRAX SYSTEM............................................................................................................................. 10-85
KOMTRAX SYSTEM DIAGRAM .................................................................................................... 10-85
FUNCTION OF KOMTRAX SYSTEM ............................................................................................ 10-85
COMPONENT PARTS OF CONTROL SYSTEM................................................................................... 10-86
MACHINE MONITOR..................................................................................................................... 10-86
10-2 D155AXI-8
10 STRUCTURE AND FUNCTION CONTENTS
KOMTRAX TERMINAL .................................................................................................................10-101

POWER TRAIN CONTROLLER....................................................................................................10-103
WORK EQUIPMENT CONTROLLER ...........................................................................................10-107
DECELERATOR PEDAL POTENTIOMETER ............................................................................... 10-111
ENGINE CONTROLLER ...............................................................................................................10-112
FUEL FEED PUMP .......................................................................................................................10-118
FUEL FEED PUMP SWITCH ........................................................................................................10-119
HYDRAULIC SYSTEM................................................................................................................................10-121
LAYOUT DRAWING OF HYDRAULIC SYSTEM ..................................................................................10-121
CLSS ...................................................................................................................................................10-122
STRUCTURE OF CLSS................................................................................................................10-122
FUNCTION OF CLSS ...................................................................................................................10-123
COMPONENT PARTS OF HYDRAULIC SYSTEM ..............................................................................10-125
HYDRAULIC TANK .......................................................................................................................10-125
WORK EQUIPMENT AND HSS PUMP.........................................................................................10-126
LS VALVE .....................................................................................................................................10-131
PC VALVE.....................................................................................................................................10-136
PC-EPC VALVE ............................................................................................................................10-139
CONTROL VALVE ........................................................................................................................10-143
POWER TRAIN SYSTEM ...........................................................................................................................10-184
LAYOUT OF POWER TRAIN SYSTEM ...............................................................................................10-184
OPERATE POWER TRAIN SYSTEM...................................................................................................10-187
TRANSMISSION, STEERING, AND BRAKE CONTROL .....................................................................10-189
LAYOUT OF TRANSMISSION, STEERING, AND BRAKE CONTROL SYSTEM PARTS .............10-189
FUNCTION OF TRANSMISSION, STEERING, AND BRAKE CONTROL .....................................10-190
PALM COMMAND CONTROL SYSTEM ..............................................................................................10-192
PALM COMMAND CONTROL SYSTEM DIAGRAM .....................................................................10-192
HSS SYSTEM......................................................................................................................................10-196
HSS SYSTEM DIAGRAM .............................................................................................................10-196
FUNCTION OF HSS SYSTEM......................................................................................................10-197
CENTRALIZED PRESSURE PICKUP PORT.......................................................................................10-199
LAYOUT OF CENTRALIZED PRESSURE PICKUP PORT ...........................................................10-199
FUNCTION OF CENTRALIZED PRESSURE PICKUP PORT.......................................................10-200
COMPONENT PARTS OF POWER TRAIN SYSTEM ..........................................................................10-201
UNIVERSAL JOINT ......................................................................................................................10-201
POWER TRAIN MOUNT...............................................................................................................10-202
TORQUE CONVERTER AND PTO...............................................................................................10-203
TORQUE CONVERTER CONTROL VALVE .................................................................................10-209
LOCKUP CLUTCH ECMV.............................................................................................................10-210
STATOR CLUTCH ECMV .............................................................................................................10-213
TRANSMISSION...........................................................................................................................10-217
TRANSMISSION ECMV ...............................................................................................................10-227
MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE ...........................................10-234
TRANSMISSION LUBRICATION RELIEF VALVE .........................................................................10-236
BEVEL GEAR SHAFT, HSS, AND BRAKE ...................................................................................10-236
FINAL DRIVE................................................................................................................................10-263
SCAVENGING PUMP ...................................................................................................................10-266
STEERING LUBRICATION PUMP AND POWER TRAIN PUMP ..................................................10-267
HSS MOTOR ................................................................................................................................10-268
ELECTRIC STEERING CONTROL LEVER ..................................................................................10-276
WORK EQUIPMENT SYSTEM ...................................................................................................................10-281
WORK EQUIPMENT CONTROL .........................................................................................................10-281
LAYOUT OF WORK EQUIPMENT CONTROL..............................................................................10-281
WORK EQUIPMENT CONTROL FUNCTION ...............................................................................10-282
LAYOUT DRAWING OF FRONT WORK EQUIPMENT........................................................................10-283
LAYOUT OF VARIABLE GIANT RIPPER .............................................................................................10-284
LAYOUT OF VARIABLE MULTI-SHANK RIPPER ................................................................................10-285
COMPONENT PARTS OF WORK EQUIPMENT SYSTEM ..................................................................10-286
D155AXI-8 10-3
CONTENTS 10 STRUCTURE AND FUNCTION
SELF-PRESSURE REDUCING VALVE ........................................................................................10-286

WORK EQUIPMENT LOCK SOLENOID VALVE ...........................................................................10-292
PILOT CIRCUIT ACCUMULATOR ................................................................................................10-294
QUICK DROP VALVE ...................................................................................................................10-295
PISTON VALVE.............................................................................................................................10-299
ELECTRIC BLADE CONTROL LEVER.........................................................................................10-300
RIPPER ELECTRIC LEVER .........................................................................................................10-301
ICT SYSTEM ..............................................................................................................................................10-303
LAYOUT DRAWING OF ICT SYSTEM.................................................................................................10-303
ICT CONTROL SYSTEM DIAGRAM....................................................................................................10-305
BLADE CONTROL SYSTEM ...............................................................................................................10-307
FUNCTION OF BLADE CONTROL SYSTEM ...............................................................................10-307
LEVELING MODE SYSTEM DIAGRAM........................................................................................10-309
FUNCTION OF LEVELING MODE................................................................................................10-310
OPERATION OF LEVELING MODE .............................................................................................10-310
DOZING MODE SYSTEM DIAGRAM ...........................................................................................10-311
FUNCTION OF DOZING MODE ...................................................................................................10-311
OPERATION OF DOZING MODE .................................................................................................10-311
SMOOTH START SYSTEM .................................................................................................................10-312
SMOOTH START SYSTEM DIAGRAM .........................................................................................10-312
FUNCTION OF SMOOTH START SYSTEM .................................................................................10-312
OPERATION OF SMOOTH START SYSTEM ...............................................................................10-312
SLIP CONTROL SYSTEM ...................................................................................................................10-314
SLIP CONTROL SYSTEM DIAGRAM...........................................................................................10-314
FUNCTION OF SLIP CONTROL SYSTEM ...................................................................................10-314
OPERATION OF SLIP CONTROL SYSTEM.................................................................................10-314
ASSIST CONTROL SYSTEM ..............................................................................................................10-315
ASSIST CONTROL SYSTEM DIAGRAM......................................................................................10-315
FUNCTION OF ASSIST CONTROL SYSTEM ..............................................................................10-315
OPERATION OF ASSIST CONTROL SYSTEM ............................................................................10-315
COMPONENT PARTS OF ICT SYSTEM .............................................................................................10-317
CONTROL BOX............................................................................................................................10-317
GNSS RECEIVER ........................................................................................................................10-318
GNSS ANTENNA..........................................................................................................................10-322
IMU SENSOR ...............................................................................................................................10-322
STROKE AND RESET SENSOR FOR BLADE LIFT CYLINDER ..................................................10-325
UNDERCARRIAGE AND FRAME...............................................................................................................10-328
MAIN FRAME ......................................................................................................................................10-328
STRUCTURE OF MAIN FRAME...................................................................................................10-328
SUSPENSION .....................................................................................................................................10-329
STRUCTURE OF SUSPENSION..................................................................................................10-329
FUNCTION OF SUSPENSION .....................................................................................................10-331
TRACK FRAME AND IDLER CUSHION ..............................................................................................10-332
STRUCTURE OF TRACK FRAME AND IDLER CUSHION...........................................................10-332
SPECIFICATIONS OF TRACK FRAME AND IDLER CUSHION ...................................................10-333
FUNCTION OF TRACK FRAME AND IDLER CUSHION ..............................................................10-333
WORK EQUIPMENT...................................................................................................................................10-334
STRUCTURE OF FRONT WORK EQUIPMENT..................................................................................10-334
STRUCTURE OF CYLINDER STAY ....................................................................................................10-336
STRUCTURE OF VARIABLE GIANT RIPPER .....................................................................................10-337
STRUCTURE OF VARIABLE MULTI-SHANK RIPPER ........................................................................10-338
CAB AND ITS ATTACHMENTS ..................................................................................................................10-339
ROPS CAB ..........................................................................................................................................10-339
STRUCTURE OF ROPS CAB.......................................................................................................10-339
FUNCTION OF ROPS CAB ..........................................................................................................10-339
CAB MOUNT .......................................................................................................................................10-340
STRUCTURE OF CAB MOUNT....................................................................................................10-340
10-4 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF UREA SCR SYSTEM
UREA SCR SYSTEM

SCR
Abbreviation for Selective Catalytic Reduction
LAYOUT DRAWING OF UREA SCR SYSTEM
D155AXI-8 10-5
LAYOUT DRAWING OF UREA SCR SYSTEM 10 STRUCTURE AND FUNCTION
1: AdBlue/DEF mixing tube 13: Ammonia sensor

2: SCR assembly 14: SCR outlet temperature sensor
3: AdBlue/DEF suction hose 15: SCR outlet NOx sensor
4: AdBlue/DEF return hose 16: AdBlue/DEF tank heating valve
5: AdBlue/DEF tank breather 17: KDPF
6: Ambient temperature sensor 18: AdBlue/DEF injector cooling tank
7: AdBlue/DEF tank 19: AdBlue/DEF injector coolant hose
8: AdBlue/DEF tank sensor 20: Turbocharger outlet NOx sensor
9: AdBlue/DEF filler port 21: AdBlue/DEF tank coolant outlet hose
10: AdBlue/DEF pump 22: AdBlue/DEF tank coolant inlet hose
11: AdBlue/DEF pressure hose 23: AdBlue/DEF injector
12: SCR temperature sensor
10-6 D155AXI-8
10 STRUCTURE AND FUNCTION UREA SCR SYSTEM DIAGRAM
UREA SCR SYSTEM DIAGRAM

1
4 7 8 17
2 5 6 15 18 19 20
9 16 26
3 A
11 12 13 B 21 23 24
10 27
14 22 25
28
29
34
36 31
A
B
35
38
39 37 32
33 30
A4D02950
A: Coolant inlet B: Coolant outlet

1: Mass air flow and temperature sensor 21: Ammonia sensor
2: Engine 22: Ammonia sensor controller
3: Engine controller 23: SCR temperature sensor
4: KDPF assembly 24: SCR outlet temperature sensor
5: KDOC unit 25: SCR temperature sensor controller
6: KCSF unit 26: SCR outlet NOx sensor
7: KDPF differential pressure sensor 27: SCR outlet NOx sensor controller
8: KDPF outlet pressure sensor 28: Smart sensor
9: Turbocharger outlet NOx sensor 29: Ambient temperature sensor
10: Turbocharger outlet NOx sensor controller 30: AdBlue/DEF system
11: KDOC inlet temperature sensor 31: AdBlue/DEF tank heating valve
12: KDOC outlet temperature sensor 32: AdBlue/DEF tank
13: KDPF outlet temperature sensor 33: AdBlue/DEF tank sensor
14: KDPF temperature sensor controller 34: AdBlue/DEF suction line
15: AdBlue/DEF mixing tube 35: AdBlue/DEF return line
16: AdBlue/DEF injector 36: AdBlue/DEF pressure line
17: SCR assembly 37: AdBlue/DEF pump
18: Upstream SCR catalyst 38: AdBlue/DEF line heater relay
19: Downstream SCR catalyst 39: Machine monitor
20: Ammonia oxidation catalyst
D155AXI-8 10-7
FUNCTION OF UREA SCR SYSTEM 10 STRUCTURE AND FUNCTION
FUNCTION OF UREA SCR SYSTEM

5
CO N2
1 NOx H2O
HC CO 2
6 7 8
2
4
3
A4P14896
1: Engine 5: AdBlue/DEF injector

2: Engine controller 6: KDPF
3: AdBlue/DEF pump 7: SCR catalyst
4: AdBlue/DEF tank 8: Ammonia oxidation catalyst
• Urea SCR system is a device which converts toxic nitrogen oxides (NOx) in the exhaust gas into harmless
nitrogen and water.
• By spraying AdBlue/DEF into the exhaust gas, it decomposes and hydrolyzes to form ammonia (NH3) and
the ammonia selectively reacts with nitrogen oxides for the conversion to nitrogen and water.
FUNCTION OF AdBlue/DEF SYSTEM

1: AdBlue/DEF tank
2: AdBlue/DEF suction hose
3: AdBlue/DEF pump
3A: Flow control valve
3B: Pump
3C: AdBlue/DEF filter
3D: Pressure sensor
4: AdBlue/DEF return hose
5: AdBlue/DEF pressure hose
6: AdBlue/DEF injector
• AdBlue/DEF system consists of AdBlue/DEF tank (1),
AdBlue/DEF hoses (2), (4), (5), AdBlue/DEF pump (3), and
AdBlue/DEF injector (6).
• The AdBlue/DEF system is a part of the Komatsu Urea
SCR system and its function is to provide AdBlue/DEF into
the SCR Catalyst Assembly.
• However, the comprising devices, such as the AdBlue/DEF
pump, may not start functioning till certain conditions are
fulfilled.
• The AdBlue/DEF system has heating systems to thaw and prevent AdBlue/DEF from freezing because
AdBlue/DEF freezes at -11 °C.
10-8 D155AXI-8
10 STRUCTURE AND FUNCTION FUNCTION OF UREA SCR SYSTEM
Function of AdBlue/DEF injection system

• The AdBlue/DEF pump pressurizes AdBlue/DEF and delivers it into the AdBlue/DEF mixing tube through
the AdBlue/DEF injector.
• The amount of AdBlue/DEF injection is controlled by the Engine Controller.
• The amount of AdBlue/DEF injection is calculated based on the information of the turbocharger outlet NOx
sensor, the SCR catalyst temperature sensor, the SCR outlet temperature sensor, the ammonia sensor, the
SCR outlet NOx sensor and the exhaust gas flow rate.
• AdBlue/DEF injection is also controlled by the system temperature because Urea SCR systems are not ef-
fective in low temperature. For the monitoring of the system temperature, the KDPF outlet temperature sen-
sor is used in addition to the SCR temperature sensors.
• If any abnormality is detected in any of the sensors that are used for the calculation of the amount of AdBl-
ue/DEF injection and the monitoring of the system temperature, the Engine Controller commands termina-
tion of AdBlue/DEF injection. When this occurs, alerts will be activated and failure codes will be registered.
• Some abnormalities may cause large amount of urea precipitation inside the AdBlue/DEF mixing tube and
result in deposit of urea on the inner surfaces. If it continues and urea deposit accumulates AdBlue/DEF
injection can be blocked at the AdBlue/DEF injector or the exhaust gas flow can be choked in the passag-
es.
Function of purge system
• The AdBlue/DEF purging is incorporated to purge remain-
ing AdBlue/DEF in the AdBlue/DEF injector, AdBlue/DEF
hoses and the AdBlue/DEF pump to prevent AdBlue/DEF
from solidifying inside by precipitation or freezing.
• The AdBlue/DEF purging is activated automatically when
the engine is shut down or the ambient temperature falls
so low that the heating systems is not capable of maintain-
ing fluidity of AdBlue/DEF.
• In the case of the AdBlue/DEF purging of the engine shut-
down, the purging operation continues several minutes af-
ter the engine stops. Once the purging operation com-
pletes, the Engine Controller shuts itself down automatical-
ly.
NOTICE
Do not turn the battery disconnect switch to the OFF posi-
tion till the System Operating Lamp in the battery box goes
out. The System Operating Lamp will go out when the sys-
tem shuts itself down after the purging operation com-
pletes.
Function of heating system
• The AdBlue/DEF heating system has two operation modes.
• One operation mode is “Thaw mode”.
• At engine start-up if the Engine Controller judges AdBlue/DEF is frozen, it automatically commands
heating the AdBlue/DEF injection system.
• The AdBlue/DEF pump and the AdBlue/DEF injector hold their operation till the Engine Controller judg-
es the completion of AdBlue/DEF thawing operation.
• The other operation mode is “Freeze Prevention mode”.
• While the machine is in operation if the Engine Controller judges AdBlue/DEF is likely to freeze, it auto-
matically commands heating the AdBlue/DEF system.
• While the heating is on during machine operation if the Engine Controller judges that cooling by the
ambient exceeds the heating capacity of the system, it automatically starts AdBlue/DEF purging and
D155AXI-8 10-9
shuts down the operation of the AdBlue/DEF pump and the AdBlue/DEF injector. However, the heating
system is kept on as long as the machine is in operation.
• “Thaw mode” and “Freeze Prevention mode” are controlled by utilizing information by temperature sensors.
The temperature sensors used for the control of two modes are different and the temperature Freeze Pre-
vention modesensors utilized by the comprising devices are different. The following table shows which com-
prising device uses which heating system and which temperature sensors in relation to which operation
mode.
Heating system Thawing mode Freeze prevention mode
AdBlue/DEF suction and purge
hose Ambient temperature Ambient temperature
Heater around hose
sensor sensor
AdBlue/DEF pressure hose
AdBlue/DEF pump tem- Ambient temperature
AdBlue/DEF pump Pump built-in heater
perature sensor sensor
AdBlue/DEF tank temper- AdBlue/DEF tank temper-
AdBlue/DEF tank Circulation of coolant
ature sensor ature sensor
INDUCEMENT STRATEGY
• The purpose of inducement is to prompt the operator to perform maintenance or repair on the emissions
control system.
• Inducement strategy is a control action to ensure prompt correction of various failures in the engine emis-
sions control system. It requires actions to limit engine performance and defines required indication such as
warning lamps and messages, as well as alarms while the control actions are imposed. The warning steps
of Inducement are different between for North America and for European Union.
• The categories of abnormalities that have triggered Inducement are displayed on the “SCR Information”
screen of the machine monitor.
INDUCEMENT STRATEGY WHEN THE AdBlue/DEF LEVEL IN THE TANK BE-

COMES LOW (FOR NORTH AMERICA)
• When the AdBlue/DEF level in the tank becomes low, AdBlue/DEF level caution lamp on the machine moni-
tor lights up, the Audible alert sounds, the action level is displayed and Inducement strategy including en-
gine power deration is activated.
• The Inducement strategy progresses in 5 levels from Warning, Escalated Warning, Mild Inducement, Se-
vere Inducement and Final Inducement.
• Up to the start of Severe Inducement the start of each warning step is triggered by the amount of
AdBlue/DEF in the AdBlue/DEF tank. Final Inducement starts at 1 hour after the start of Severe Inducement
if the machine continues its operation without adding AdBlue/DEF into the tank, and reduces the engine
speed to low idle and keeps it at low idle.
• The Inducement strategy status can be checked on “SCR Information” screen of the user menu.
• The table shows warning indications and engine power derations by each Inducement strategy status.
Amount of AdBl- Machine monitor Engine controller
ue/DEF remain-
Status (*1) ing in the tank AdBlue/DEF lev-
el caution lamp Tone of audible Activated failure Engine deration
(AdBlue/DEF alert code (*2)
level gauge) (Action level)
10%
CA3497
1 Warning (The bottom two No sound No deration
(AdBlue/DEF
gradations light
level low error 1)
on)
10-10 D155AXI-8

ue/DEF remain-
5%
(Within the gra- CA3498
Escalated
2 dation of the Triplet (AdBlue/DEF No deration
Warning
second from the level low error 2)
bottom )
2.5%
CA1673
Mild Induce- (The gradation Torque: over
3 Intermittently (AdBlue/DEF
ment of the end of the 25%
level low error 3)
bottom lights on)
CA1673 Torque: over

0% 50%
Severe Induce- CA3547
4 (All gradations Continuously
ment (AdBlue/DEF and
lights off)
level low error 4) RPM: over 40%
CA1673
After 1 hour in CA3547
Final Induce- Engine speed is
5 Severe Induce- Continuously AS00ZK
ment fixed to low idle
ment
(AdBlue/DEF
level low error 5)
*1: The number means Inducement strategy status on “SCR Information” screen of the machine monitor.
*2: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from the
rated speed.
INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE UREA SCR

SYSTEM DEVICES (FOR NORTH AMERICA)
• When any abnormality is found in the AdBlue/DEF quality or in the Urea SCR system tampering or fault,
AdBlue/DEF system caution lamp on the machine monitor lights up, the Audible alert sounds. If time has
elapsed after any abnormality is generated, not only the warning by AdBlue/DEF caution lamp on the ma-
chine monitor and Audible alert, but also an action level is displayed, Inducement strategy is activated and
then the engine output is reduced.
• The Inducement strategy status and the categories of abnormalities can be checked on the “SCR Informa-
tion” screen of the machine monitor.
• For detailed information on the displayed failure codes, refer to Troubleshooting section, “Troubleshooting
points (Inducement failure code list)”.
D155AXI-8 10-11
Machine monitor Engine controller
Elapsed time AdBlue/DEF

Status (*1) system cau- Failure code for
(*4) Tone of audi- Failure code for Engine dera-
tion lamp Inducement
ble alert abnormality tion (*2)
strategy status
(Action level)
1 Warning 1 hour No sound CA3571 (*3) No indication No deration
AS00R2
Escalated (Warning 2
2 2 hours Triplet CA3571 (*3) No deration
Warning (SCR Device
Abnormality))
AS00R3
Mild Induce- (Inducement 1 Torque: over
3 3 hours Intermittently CA3571 (*3)
ment (SCR Device 25%
Abnormality))
Torque: over
AS00R4 50%
Severe In- (Inducement 2
4 4 hours Continuously CA3571 (*3) and
ducement (SCR Device
Abnormality)) RPM: over
40%
AS00R5
Engine speed
Final Induce- Until repair- (Inducement 3
5 Continuously CA3571 (*3) is fixed to low
ment ing (SCR Device idle
Abnormality))
rated speed.
*3: The failure code shown in the table is just an example of abnormalities that trigger Inducement under the catego-
ry of “Abnormalities in the Urea SCR system”.
*4: Elapsed time of each column describes an accumulated time advancing to the next inducement strategy from the
time when Warning to the Inducement starts. Final Inducement is not cleared till abnormality is repaired.
10-12 D155AXI-8
INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE KDPF SYS-

TEM BY THE UREA SCR SYSTEM (FOR NORTH AMERICA)
• The Inducement strategy is different if Inducement is triggered by abnormalities in KDPF. Although the total
steps are the same and 5, warning indications are different and engine power deration starts from that of
“Mild Inducement (Over 25% torque reduction)”. The following graph and table show how the Inducement
caused by abnormalities in KDPF advances from “Warning” to “Final Inducement”.
• The codes in the KDPF abnormality category are CA4151, CA4158, CA4161, CA4162, CA4259, CA3319,
CA3321 and CA3322.
Elapsed time
Status (*1) Caution lamp Tone of audi- Failure code for Failure code for Engine dera-
(*4) Inducement
(Action level) ble alert abnormality
strategy status
tion (*2)
Torque: over
1 Warning 1 hour Continuously CA4151 (*3) No indication
25%
Escalated Torque: over

2 2 hours Triplet CA4151 (*3) AS00R2
Warning 25%
Mild Induce- Torque: over

3 3 hours Intermittently CA4151 (*3) AS00R3
ment 25%
D155AXI-8 10-13

Elapsed time
(*4) Inducement
strategy status
tion (*2)
Torque: over
50%
Severe In-
4 4 hours Continuously CA4151 (*3) AS00R4 and
ducement
RPM: over
40%
Engine speed
Final Induce- Until repair-
5 Continuously CA4151 (*3) AS00R5 is fixed to low
ment ing
idle
rated speed.
time when Warning to the Inducement starts. Final Inducement is not cleared till abnormality is repaired.
FUNCTION OF TEMPORARY RESTORATION FROM INDUCEMENT (FOR NORTH

AMERICA)
• Temporary Restoration from Inducement is one of the Inducement strategies allowed to be included in Urea
SCR systems. In case the Urea SCR system advances to “Severe Inducement”, engine power is derated
heavily. This may cause difficulties of moving the machine to a safe place for adding AdBlue/DEF or trou-
bleshooting and correcting abnormalities of the Urea SCR system. For temporary remedies from these diffi-
culties the operator can restore engine power for a short time to the deration of “Mild Inducement” through
the machine monitor. Note that “Temporary Restoration from Inducement” does not regain full engine pow-
er.
• “Temporary Restoration from Inducement” can be activated only when the Urea SCR system is in “Severe
Inducement”. The maximum duration is limited to 30 minutes in each restoration operation, and 3 opera-
tions are allowed, but “Temporary Restoration from Inducement” is turned off whenever the system advan-
ces to “Final Inducement” even if either 30 minutes or 3 operations are not used up. All the abnormalities of
the Urea SCR system need to be corrected to regain another restoration capability.
• If all the abnormalities of the Urea SCR system are not corrected when the system is in “Severe Induce-
ment”, the system advances to “Final Inducement” in 1 hour after “Severe Inducement” started and engine
speed will be fixed to low idle to disable practical machine operation.
10-14 D155AXI-8
• To activate Temporary Restoration, follow the procedures described below.

1. Press F6 while the “Standard” screen is displayed on the machine monitor. The “SCR Information”
screen shall show up with the pop-up window A in the bottom half and later the pop-up window B repla-
ces the window A.
2. Press F6 again while the “window B” is on. “Engine Power Recovery” window shall show up.
3. Press F6 again while the “Engine Power Recovery” window is on. Temporary Restoration from Induce-
ment starts and engine power deration is brought back to the level of “Mild Inducement”.
NOTICE
The “SCR Information” screen is on only for 30 seconds. When the “Standard” screen is replaced by
the “SCR Information” screen by pressing F6, the “window A” first shows up and is on for the first 15
seconds. The “window B” replaces “window A” for the next 15 seconds, then the “window A” comes
back in the last 15 seconds, and the “SCR Information” screen will be replaced automatically by the
“Standard” screen unless F6 is pressed while the “window B” is on.
INDUCEMENT STRATEGY FOR ABNORMALITY RECURRENCE WITHIN 40

HOURS (FOR NORTH AMERICA)
• The Urea SCR system continuously monitors its operation conditions and stores information on inappropri-
ate operations including malfunctions.
• The stored information is utilized to monitor recurrences of abnormalities, “Abnormality Counter”. “Abnor-
mality Counter” is required by the authorities. The abnormality counting spans 40 hours and it monitors the
abnormalities that trigger Inducement other than the amount of AdBlue/DEF in the tank.
• If another abnormality/abnormalities is detected within 40 hours after the previous abnormalities were cor-
rected, regardless of the level of the previous Inducement and whether the new abnormality/abnormalities
is the same as the previous ones or not, it is judged as a recurrence.
• If a recurrence occurs, the Inducement strategy will be activated and starts from “Severe Inducement”.
• The duration of “Severe Inducement” in the recurrence is limited to 30 minutes. If the abnormalities are not
corrected while Inducement is in “Severe Inducement (30 minutes)”, Inducement will advance to “Final In-
ducement” and engine speed will be fixed to low idle to disable practical machine operation.
INDUCEMENT STRATEGY WHEN THE AdBlue/DEF LEVEL IN THE TANK BE-

COMES LOW (FOR EUROPEAN UNION)
• When the AdBlue/DEF level in the tank becomes low, AdBlue/DEF level caution lamp on the machine moni-
tor lights up, the Audible alert sounds, the action level is displayed and Inducement strategy including en-
gine power deration is activated.
• The Inducement strategy progresses in 4 levels from Warning, Continuous Warning, Low-Level Induce-
ment, and Severe Inducement.
• Up to the start of Severe Inducement the start of each warning step is triggered by the amount of
AdBlue/DEF in the AdBlue/DEF tank. Final Inducement starts at 1 hour after the start of Severe Inducement
if the machine continues its operation without adding AdBlue/DEF into the tank, and reduces the engine
speed to low idle and keeps it at low idle.
• The Inducement strategy status can be checked on “SCR Information” screen of the user menu.
ue/DEF remain-
10%
CA3497
1 Warning (The bottom two No sound No deration
(AdBlue/DEF
gradations light
level low error 1)
on)
D155AXI-8 10-15

ue/DEF remain-
5%
(Within the gra- CA3498
Continuous
2 dation of the Triplet (AdBlue/DEF No deration
Warning
second from the level low error 2)
bottom )
2.5%
CA1673
Low-Level In- (The gradation Torque: over
3 Intermittently (AdBlue/DEF
ducement of the end of the 25%
level low error 3)
bottom lights on)
CA1673 Torque: over

0% 50%
Severe Induce- CA3547
4 (All gradations Continuously
ment (AdBlue/DEF and
lights off)
level low error 4) RPM: over 40%
*1: The number means Inducement strategy status on SCR Information screen of the machine monitor.
rated speed.
INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE UREA SCR

SYSTEM DEVICES (FOR EUROPEAN UNION)
• When any abnormality is found in the AdBlue/DEF quality or in the Urea SCR system tampering or fault,
SCR system caution lamp on the machine monitor lights up, the Audible alert sounds. If time has elapsed
after any abnormality is generated, not only the warning by AdBlue/DEF caution lamp on the machine moni-
tor and Audible alert, but also an action level is displayed, Inducement strategy is activated and then the
engine output is reduced.
• The Inducement strategy status and the categories of abnormalities can be checked on the “SCR Informa-
tion” screen of the machine monitor.
• For detailed information on the displayed failure codes, refer to Troubleshooting section, “Troubleshooting
points (Inducement failure code list)”.

strategy status
(Action level)
1 Warning 5 hours No sound CA3571 (*3) No indication No deration
10-16 D155AXI-8

strategy status
(Action level)
AS00R2
Continuous (Warning 2
2 10 hours Triplet CA3571 (*3) No deration
Warning (SCR Device
Abnormality))
AS00R3
Low-Level In- (Inducement 1 Torque: over
3 20 hours Intermittently CA3571 (*3)
ducement (SCR Device 25%
Abnormality))
Torque: over
AS00R4 50%
Severe In- Until repair- (Inducement 2
4 Continuously CA3571 (*3) and
ducement ing (SCR Device
Abnormality)) RPM: over
40%
rated speed.
time when Warning to the Inducement starts. Severe Inducement is not cleared till abnormality is repaired.
INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE KDPF SYS-

TEM BY THE UREA SCR SYSTEM DEVICES (FOR EUROPEAN UNION)
• The Inducement strategy is different if Inducement is triggered by abnormalities in KDPF. Although the total
“Warning (Over 25% torque reduction)”. The following table shows how the Inducement caused by abnor-
malities in KDPF advances from “Warning” to “Severe Inducement”.
• The codes in the KDPF abnormality category are CA4151, CA4158, CA4161, CA4162, CA4259, CA3319,
CA3321 and CA3322.
D155AXI-8 10-17

Elapsed time
(*4) Inducement
strategy status
tion (*2)
Torque: over
1 Warning 5 hours No sound CA4151 (*3) No indication
25%
Continuous Torque: over

Warning 25%
Low-Level In- Torque: over

ducement 25%
Torque: over
50%
Severe In- Until repair-
4 Continuously CA4151 (*3) AS00R4 and
ducement ing
RPM: over
40%
*2: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from
the rated speed.
10-18 D155AXI-8
*3: The failure code shown in the table is just an example of abnormalities that trigger Inducement under the
category of “Abnormalities in KDPF system”.
*4: Elapsed time of each column describes an accumulated time advancing to the next inducement strategy
from the time when Warning to the Inducement starts. Severe Inducement is not cleared till abnormality is re-
paired.
INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE EGR SYS-

TEM BY THE UREA SCR SYSTEM DEVICES (FOR EUROPEAN UNION)
• The Inducement strategy is different if Inducement is triggered by abnormalities in EGR. Although the total
“Warning (Over 25% torque reduction)”. The following table shows how the Inducement caused by abnor-
malities in EGR advances from “Warning” to “Severe Inducement”.
• The codes in the EGR abnormality category are CA2271, CA2272, CA2357, CA2349 and CA2353.
Elapsed time
(*4) Inducement
strategy status
tion (*2)
Torque: over
1 Warning 5 hours No sound CA2271 (*3) No indication
25%
Continuous Torque: over

Warning 25%
Low-Level In- Torque: over

ducement 25%
D155AXI-8 10-19

Elapsed time
(*4) Inducement
strategy status
tion (*2)
Torque: over
50%
Severe In- Until repair-
4 Continuously CA2271 (*3) AS00R4 and
ducement ing
RPM: over
40%
*2: These percentages show a torque reduction ratio from the full torque curve, and a speed reduction ratio from
the rated speed.
*3: The failure code shown in the table is just an example of abnormalities that trigger Inducement under the
category of “Abnormalities in EGR system”.
*4: Elapsed time of each column describes an accumulated time advancing to the next inducement strategy
from the time when Warning to the Inducement starts. Severe Inducement is not cleared till abnormality is re-
paired.
FUNCTION OF TEMPORARY RESTORATION FROM INDUCEMENT (FOR EURO-

PEAN UNION)
• Temporary Restoration from Inducement is one of the Inducement strategies allowed to be included in Urea
SCR systems. In case the Urea SCR system advances to “Severe Inducement”, engine power is derated
heavily. This may cause difficulties of moving the machine to a safe place for adding AdBlue/DEF or trou-
bleshooting and correcting abnormalities of the Urea SCR system. For temporary remedies from these diffi-
culties the operator can restore engine power for a short time to the deration of “Low-Level Inducement”
through the machine monitor. Note that “Temporary Restoration from Inducement” does not regain full en-
gine power.
• “Temporary Restoration from Inducement” can be activated only when the Urea SCR system is in “Severe
Inducement”. The maximum duration is limited to 30 minutes in each restoration operation, and 3 opera-
tions are allowed. All the abnormalities of the Urea SCR system need to be corrected to regain another re-
storation capability.
• To activate Temporary Restoration, follow the procedures described below.
1. Press F6 while the “Standard” screen is displayed on the machine monitor. The “SCR Information”
screen shall show up with the pop-up window A in the bottom half and later the pop-up window B repla-
ces the window A.
2. Press F6 again while the “window B” is on. “Engine Power Recovery” window shall show up.
3. Press F6 again while the “Engine Power Recovery” window is on. Temporary Restoration from Induce-
ment starts and engine power deration is brought back to the level of “Low-Level Inducement”.
NOTICE
The “SCR Information” screen is on only for 30 seconds. When the “Standard” screen is replaced by
the “SCR Information” screen by pressing F6, the “window A” first shows up and is on for the first 15
seconds. The “window B” replaces “window A” for the next 15 seconds, then the “window A” comes
back in the last 15 seconds, and the “SCR Information” screen will be replaced automatically by the
“Standard” screen unless F6 is pressed while the “window B” is on.
10-20 D155AXI-8
INDUCEMENT STRATEGY FOR ABNORMALITY RECURRENCE WITHIN 40

HOURS (FOR EUROPEAN UNION)
• The Urea SCR system continuously monitors its operation conditions and stores information on inappropri-
ate operations including malfunctions.
• The stored information is utilized to monitor recurrences of abnormalities, “Abnormality Counter”. “Abnor-
mality Counter” is required by the authorities. The abnormality counting spans 40 hours and it monitors the
abnormalities that trigger Inducement other than the amount of AdBlue/DEF in the tank.
• If another abnormality/abnormalities is detected within 40 hours after the previous abnormalities were cor-
rected, regardless of the level of the previous Inducement and whether the new abnormality/abnormalities
is the same as the previous ones or not, it is judged as a recurrence.
• If a recurrence occurs, the Inducement strategy will be activated.
• Inducement in the recurrence resumes counting time at the time when the previous abnormalities were cor-
rected if the previous Inducement is in Warning, Continuous Warning or Low-Level Inducement. The alerts
resume the previous Inducement. If the time the previous abnormalities were corrected is in Severe Induce-
ment, Inducement in the recurrence starts from Low-Level Inducement but the remaining time to Severe In-
ducement is 1 hour or 2 hours depending on abnormalities. If the 1 hour or 2 hours are used up without
correcting the new abnormalities, Inducement will advance to Severe Inducement and engine power will be
derated heavily.
D155AXI-8 10-21
COMPONENT PARTS OF UREA SCR SYSTEM 10 STRUCTURE AND FUNCTION
COMPONENT PARTS OF UREA SCR SYSTEM

SCR
AdBlue/DEF MIXING TUBE

STRUCTURE OF AdBlue/DEF MIXING TUBE
REMARK
The shape is subject to machine models.
A: Exhaust gas inlet (from KDPF) B: Exhaust gas outlet (to SCR)
1: V clamp 4: AdBlue/DEF mixing tube (connector)
2: AdBlue/DEF injector 5: AdBlue/DEF mixing tube (tube)
3: Gasket for AdBlue/DEF injector
FUNCTION OF AdBlue/DEF MIXING TUBE

It mixes AdBlue/DEF injected from AdBlue/DEF injector with exhaust gas, and decomposes it to ammonia which
is needed to purge NOx from SCR assembly.
SCR ASSEMBLY
SCR
STRUCTURE OF SCR ASSEMBLY

REMARK
10-22 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF UREA SCR SYSTEM
18
20
14 15 16 17 19
A4P15765
A: From AdBlue/DEF mixing tube C: Water drain

B: To exhaust pipe
1: Inlet unit 3: Downstream SCR catalyst unit
2: Upstream SCR catalyst unit 4: Ammonia sensor
D155AXI-8 10-23
5: SCR temperature sensor 13: Hanger plate

6: Temperature sensor controller 14: Rectifying plate
7: Sensor bracket 15: Upstream SCR catalyst
8: Sensor bracket band 16: Downstream SCR catalyst
9: Outlet unit 17: Ammonia oxidation catalyst
10: SCR outlet temperature sensor 18: Catalyzer holding mat
11: SCR outlet NOx sensor 19: Water dam
12: Water drain port 20: Water baffle
• SCR assembly consists of the following: The inlet unit (1) which introduces the exhaust gas and equalize
the distribution of flow speed, the upstream SCR catalyst unit (2) which stores upstream SCR catalyst, the
downstream SCR catalyst unit (3) which stores downstream SCR catalyst and ammonia oxidation catalyst,
the outlet unit (9) which discharges the exhaust gas and as well as prevents rainwater from entering
through outlet into downstream SCR catalyst unit (3).
• Ammonia oxidation catalyst (17) oxidizes ammonia to water and nitrogen to prevent ammonia which is sup-
plied to SCR assembly from being released out because SCR catalysts (15) and (16) cannot completely
consume it.
• Each 1 piece of SCR temperature sensor (5), SCR outlet temperature sensor (10), ammonia sensor (4),
and SCR outlet NOx sensor (11) are installed. These sensors are usable for various troubleshooting, such
as they are used to control the feedback of denitration efficiency or they monitor that SCR catalyst properly
functions or not.
• Rectifying plate (14) equalizes the distribution of exhaust gas flow speed.
• SCR catalysts (15) and (16) use the ceramic honeycomb.
• The catalyzer holding mat (18) is made of a specific fiber and protects the ceramic catalyst against vibra-
tions by the engine and the machine body. It also restrains the temperature of outer periphery of SCR as-
sembly from becoming high caused by a heat transfer of the ceramics during operation.
• Water dam (19) is located at the upstream side of the outlet and prevents rainwater from entering into
downstream SCR catalyst unit (3).
• Water baffle (20) is located at the downstream side of the outlet and prevents rainwater at outlet from
splashing over the detection part of NOx sensor.
10-24 D155AXI-8
AdBlue/DEF TANK
STRUCTURE OF AdBlue/DEF TANK
A: Coolant inlet D: From AdBlue/DEF pump

B: Coolant outlet E: To breather
C: To AdBlue/DEF pump
1: Cap 5: Sight gauge
2: Sensor flange assembly 6: AdBlue/DEF tank filter
3: AdBlue/DEF tank sensor 7: Drain plug
4: AdBlue/DEF tank
D155AXI-8 10-25
AdBlue/DEF TANK SENSOR

STRUCTURE OF AdBlue/DEF TANK SENSOR
REMARK
1: Connector 3: Temperature sensing part

2: Concentration Sensing part 4: Level sensing part
FUNCTION OF AdBlue/DEF TANK SENSOR

• This sensor is installed to AdBlue/DEF tank and outputs AdBlue/DEF level, AdBlue/DEF concentration, and
AdBlue/DEF temperature through CAN communication.
• AdBlue/DEF level and AdBlue/DEF concentration are measured by using ultrasonic wave.
• When the tank is frozen or empty, AdBlue/DEF level and AdBlue/DEF concentration are not measured.
10-26 D155AXI-8
AdBlue/DEF PUMP
STRUCTURE OF AdBlue/DEF PUMP
A: Suction from AdBlue/DEF tank
B: Return to AdBlue/DEF tank
C: Pressurized sending to AdBlue/DEF injector
1: AdBlue/DEF pump
2: AdBlue/DEF inlet connector
3: AdBlue/DEF backflow connector
4: AdBlue/DEF outlet connector
5: Electric connector
6: AdBlue/DEF filter cap
7: AdBlue/DEF filter (built-in)
• The followings are built-in: The filter to collect the dust in

AdBlue/DEF, the valve to switch the flow direction when
purging, and the heater to thaw AdBlue/DEF when it is fro-
zen.
• It purges AdBlue/DEF from AdBlue/DEF tank, pressurizes
it to 900 kPa {9.18 kg/cm2} , and sends it to AdBlue/DEF
injector.
• To prevent wrong connection of connectors, the backflow
connectors are white and can be distinguished from oth-
ers. The sizes of inlet connector and outlet connector are
different and they cannot be connected each other.
D155AXI-8 10-27
AdBlue/DEF INJECTOR
STRUCTURE OF AdBlue/DEF INJECTOR
A: Pressurized sending from AdBlue/DEF pump
B: Coolant inlet
C: Coolant outlet
1: AdBlue/DEF injector
2: AdBlue/DEF inlet connector
3: Coolant inlet connector
4: Coolant outlet connector
5: Electric connector
FUNCTION OF AdBlue/DEF INJECTOR

• It injects AdBlue/DEF which is pressurized by AdBlue/DEF pump into AdBlue/DEF mixing tube.
• The injection amount is controlled by the valve opening or closing time while the pressure is constant.
• It circulates the engine coolant to prevent it from being heated by the heat from the exhaust pipe.
OPERATION OF AdBlue/DEF INJECTOR

Principle of injection of the injector is described. Following fig-
ure shows the state of injection.
1. Engine controller sends the electrical signal to control
AdBlue/DEF injector.
2. Solenoid (4) moves seal ball (2), and seal ball (2) leaves
from injection port (1) to make opening state.
Pressurized AdBlue/DEF by AdBlue/DEF pump is injected.
3. When the electrical signal is not sent, seal ball (2) closes
injection port (1) with spring force (3), so AdBlue/DEF is
not injected.
10-28 D155AXI-8
AdBlue/DEF HOSE
STRUCTURE OF AdBlue/DEF HOSE
1: Connector 5: Insulation tape

2: Housing 6: Heating wire
3: Coupling 7: Nylon tube
4: Corrugated tube
• It is used as AdBlue/DEF piping between AdBlue/DEF tank and AdBlue/DEF pump or between AdBlue/DEF
pump and AdBlue/DEF injector.
• The shape of the engaging portion between AdBlue/DEF tank and AdBlue/DEF pump or AdBlue/DEF injec-
tor pin is based on 3/8 inches or 5/16 inches of SAE J2044. It can be disconnected or connected with one
touch.
• There are 2 types of hose end shape such as straight shape and 90 deg. elbow shape.
• There are 2 types of nylon tubes of its outside diameter 5 mm and 8 mm. Choose the suitable one accord-
ing to the model and the part to use.
FUNCTION OF AdBlue/DEF HOSE

• In the cold weather, the specified current flows in the heating wire immediately after the engine is started. It
heats nylon tube and thaws AdBlue/DEF which has frozen in the nylon tube while machine is stopped.
• It also keeps temperature to prevent AdBlue/DEF from freezing again while machine is operated.
D155AXI-8 10-29
AdBlue/DEF TANK HEATING VALVE

STRUCTURE OF AdBlue/DEF TANK HEATING VALVE
A: Engine coolant inlet B: Engine coolant outlet

1: Solenoid 5: Plunger
2: Solenoid core 6: Diaphragm
3: Solenoid coil 7: Valve
4: Spring
FUNCTION OF AdBlue/DEF TANK HEATING VALVE

• AdBlue/DEF tank heating valve thaws AdBlue/DEF tank, and opening/closing of the valve (7) is done by
solenoid (1).
• The opening position of valve is fixed and the control is only for opening/closing. When the solenoid (1) is
de-energized, the valve is closed.
• Diaphragm (6) prevents entering of engine coolant into solenoid (1).
OPERATION OF AdBlue/DEF TANK HEATING VALVE

1. When solenoid coil (3) is energized, solenoid core (2) is magnetized and pull plunger (5) to open valve (7)
which is directly connected to plunger (5).
2. When solenoid coil (3) is de-energized, solenoid core (2) loses pulling force and plunger (5) is pushed down
by spring (4) and valve (7) is closed.
10-30 D155AXI-8
10 STRUCTURE AND FUNCTION SYSTEM OPERATING LAMP SYSTEM
BOOT-UP SYSTEM
SYSTEM OPERATING LAMP SYSTEM
SYSTEM OPERATING LAMP SYSTEM DIAGRAM
1: Battery disconnect switch 6: Machine monitor

2: Battery 7: Engine controller
3: Circuit breaker 8: Power train controller
4: Fuse box 9: Work equipment controller
5: System operating lamp 10: KOMTRAX terminal
FUNCTION OF SYSTEM OPERATING LAMP SYSTEM

The operation state of each controller is checked by ON/OFF of the system operating lamp.
This lamp is lit while any controller is in operation. Accordingly, the operator must not shut off the battery power
circuit while this lamp is lit.
ON and OFF of system operating lamp
• Voltage of 24 V is constantly applied to one side of system operating lamp (LED (Light Emitting Diode)).
• When any controller is in operation, the controller side outputs Low (0 V), and a current flows through the
diode and the system operating lamp lights up.
• When all controllers are stopped, the controller side outputs High (24 V), and no current flows through the
diode and the system operating lamp goes off.
NOTICE
• Before shutting off the battery power supply circuit, turn the starting switch to “OFF” position, and
check that the system operating lamp goes out, then turn the battery disconnect switch to “OFF”
position.
• If the battery disconnect switch is turned to “OFF” position (battery power supply circuit is OFF)
while the system operating lamp is lit, data loss error of controller may occur. Never operate the bat-
tery disconnect switch while the system operating lamp is lit.
• When you want to cut off the battery circuit for maintenance but the system operating lamp is kept
lit, turn the starting switch to “ON” position once, and then turn it to “OFF” position, and the lamp
goes out in max. 6 minutes.
After the system operating lamp goes out, turn the battery disconnect switch immediately to “OFF”
position.
D155AXI-8 10-31
SYSTEM OPERATING LAMP SYSTEM 10 STRUCTURE AND FUNCTION
REMARK
• The system operating lamp may look slightly luminous in the dark after it is turned off. It is due to the minute
leakage of current and not an abnormal phenomenon.
• KOMTRAX terminal performs communication periodically even if the starting switch is kept in “OFF” position,
thus it starts and stops repeatedly.
The start and stop cycle (sleep cycle) of KOMTRAX terminal varies depending on the factors including the
communication state and machine stop time. So the lamp can be lit as long as approximately 1 hour.
• The system operating lamp goes out in max. 6 minutes after the starting switch is turned to “OFF” position.
• After the engine is stopped, AdBlue/DEF in AdBlue/DEF injector or AdBlue/DEF pump is automatically
sucked into AdBlue/DEF tank to prevent malfunction caused by freezing of AdBlue/DEF or deposition of
urea. Accordingly, the system operating lamp keeps lit for a while after the starting switch is turned to “OFF”
position, and this is normal.
10-32 D155AXI-8
10 STRUCTURE AND FUNCTION BATTERY DISCONNECT SWITCH
BATTERY DISCONNECT SWITCH

LAYOUT DRAWING OF BATTERY DISCONNECT SWITCH
1: Battery disconnect switch 2: System operating lamp
FUNCTION OF BATTERY DISCONNECT SWITCH

(O): OFF position
(I): ON position
• Usually, battery disconnect switch (1) is used instead of
disconnecting the cable from the negative terminal of the
battery in the following cases.
• When storing the machine for a long period (1 month
or longer)
• When servicing or repairing the electrical system
• When performing electric welding
• When handling the battery
• When replacing the fuse, etc.
• When battery disconnect switch (1) is turned to OFF position (the contact is opened), all the continuous
power supplies for the components, including the starting switch B terminal and controllers, are all cut out,
and the condition is the same as the condition when the battery is not connected. Accordingly, all of the
electrical system of the machine does not operate.
NOTICE
• Do not turn OFF battery disconnect switch (1) while the system operating lamp is lit.
If battery disconnect switch (1) is turned OFF while the system operating lamp is lit, the data in the
controller may be lost and the controller may be damaged seriously.
• Do not turn OFF battery disconnect switch (1) while the engine is running or immediately after the
engine is stopped.
If battery disconnect switch (1) is turned OFF while the alternator is generating power, the generated
current has nowhere to go, leading to overvoltage in the electrical system of the machine, which may
cause serious damage to the electrical system, including the electric devices and controllers.
D155AXI-8 10-33
BATTERY DISCONNECT SWITCH 10 STRUCTURE AND FUNCTION
REMARK
• The system operating lamp lights up while the controller is in operation or AdBlue/DEF pump is in operation.
It lights up when KOMTRAX is performing communication, even if the starting switch is set to OFF position.
• If battery disconnect switch (1) is turned OFF for a long period, the machine monitor and the clock of the
radio may be initialized. In this case, re-setting is required.
10-34 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF ENGINE SYSTEM
ENGINE SYSTEM
LAYOUT DRAWING OF ENGINE SYSTEM
1: Air Cleaner 4: Fuel prefilter

2: SCR assembly 5: Fuel main filter
3: Engine oil filter 6: Drain plug
D155AXI-8 10-35
LAYOUT DRAWING OF ENGINE SYSTEM 10 STRUCTURE AND FUNCTION
7: Front engine mount 13: KDPF

8: Alternator 14: KCCV ventilator
9: Vibration damper 15: KVGT
10: Auto-tensioner 16: Starting motor
11: EGR cooler 17: Rear engine mount
12: Engine controller
10-36 D155AXI-8
10 STRUCTURE AND FUNCTION ENGINE CONTROL SYSTEM
ENGINE CONTROL SYSTEM

LAYOUT OF ENGINE CONTROL SYSTEM
1: Fuel supply pump 6: Fuel control dial

2: Starting motor 7: Power train controller
3: Decelerator potentiometer 8: Battery relay
4: Starting switch 9: Battery disconnect switch
5: Decelerator pedal 10: Battery
• The throttle signals of the fuel control dial are sent to the power train controller and processed together with
the 3rd throttle signal, and then sent as the throttle commands together with the throttle signals of the de-
celerator pedal to the engine controller.
• The engine controller controls the engine corresponding to the commands.
ENGINE CONTROL SYSTEM DIAGRAM

REMARK
The figure below shows the engine control system.
D155AXI-8 10-37
ENGINE CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
10-38 D155AXI-8
10 STRUCTURE AND FUNCTION ENGINE CONTROL SYSTEM
FUNCTION OF ENGINE CONTROL SYSTEM
• The engine controller receives the fuel control dial signals of the 1st throttle, decelerator pedal signals of
the 2nd throttle, and 3rd throttle signals which are the control signals from the power train controller, and
then controls the fuel supply pump corresponding to the command signals of the lowest engine speed.
• The 3rd throttle control signals are deceleration in reverse travel, deceleration in neutral, etc.
• The power train controller calculates a proper engine speed from information of deceleration in reverse
travel, deceleration in neutral, etc., and sends it as the 3rd throttle signal to the engine controller.
• The information of the engine controller is shared with the other controllers through the network and used
for the optimum control of the engine and machine.
• Deceleration in reverse travel is the function that restricts the idle engine speed to adjust reverse speed to
the set speed when reverse slow mode is selected.
• Deceleration in neutral is a function to limit the high idle speed while the transmission is in neutral.
D155AXI-8 10-39
AUTOMATIC IDLE STOP SYSTEM 10 STRUCTURE AND FUNCTION
AUTOMATIC IDLE STOP SYSTEM

AUTOMATIC IDLE STOP SYSTEM DIAGRAM
Input/output signal
a: CAN signal c: Lock lever signal
b: Various sensor signals
1: Work equipment lock lever 8: KOMTRAX terminal
2: Work equipment lock lever switch 9: Work equipment controller
3: Parking brake lever 10: Hydraulic oil temperature sensor
4: Parking brake lever switch 11: Coolant temperature sensor
5: Power train controller 12: Torque converter oil temperature sensor
6: Machine monitor 13: Engine
7: Engine controller
FUNCTION OF AUTOMATIC IDLE STOP SYSTEM

• When the auto idle stop function is enabled and the conditions for operation are satisfied, the engine is
stopped after the set time.
• The auto idle stop function stops the engine when the power train controller sends the engine stop signal to
the engine controller.
• When the engine is stopped by the auto idle stop function, if the remaining time of the auto idle stop is less
than 30 seconds, the engine speed is fixed to low idle.
• The operating time of the auto idle stop function can be set by the user menu or service menu on the ma-
chine monitor.
Operating condition of automatic idle stop system
The auto idle stop function starts when all of the following conditions are satisfied at the same time.
• Engine is running.
10-40 D155AXI-8
10 STRUCTURE AND FUNCTION AUTOMATIC IDLE STOP SYSTEM
• Parking brake lever is in “LOCK” position.

• Work equipment lock lever is in “LOCK” position.
• Engine automatic warm-up function is not in "Normal warm-up" mode.
• Engine coolant temperature is below 95 °C.
• Hydraulic oil temperature is below 95 °C.
• Torque converter oil temperature is below 120 °C.
• Hydraulic fan is not turning in reverse.
• After-treatment devices is not being regenerated.
• Auto idle stop time on machine monitor is not reset. (*1)
• Machine monitor is not in service mode.
• None of following failure codes is occurring.
*1: See "Setting time".
Corresponding failure codes are as follows.
Failure code Failure (displayed on screen)
B@BCNS Engine Coolant Overheat
B@HANS Hydraulic Oil Overheat
B@CENS T/C Oil Temperature Overheat
CA144 Coolant Temperature Sensor High Error
CA145 Coolant Temperature Sensor Low Error
D8AQKR CAN 2 Defective Communication (KOMTRAX)
DBERKR CAN 1 Defective Communication (P/T Controller)
DBEQKR CAN 2 Defective Communication (P/T Controller)
DB9RKR CAN 1 Defective Communication (W/E Controller)
DB9QKR CAN 2 Defective Communication (W/E Controller)
DAFQKR CAN 2 Defective Communication (Monitor)
DB2RKR CAN 1 Defective Communication (Engine Controller)
DB2QKR CAN 2 Defective Communication (Engine Controller)
DGT1KA T/C Oil Temperature Sensor Open Circuit
DGS1KA Hydraulic Oil Temperature Sensor Open Circuit
Setting time
The set time for the auto idle stop function is set in the following menus.
For setting of each menu, see Testing and adjusting.
Fixing auto idle stop time (service menu)

Setting Contents of setting
In Auto Idle Stop Timer Setting (user menu), operator can select OFF or minimum set time in auto
Variable
idle stop setting to maximum time of 60 minutes. (Default)
The auto idle stop function does not operate, and Auto Idle Stop Time Setting (user menu) is not
OFF
displayed.
Operator can select from the set time in Auto Idle Stop Timer Setting (user menu) to x minutes (set
Fix to x min.
time at left). (Cannot select OFF)
D155AXI-8 10-41
AUTOMATIC IDLE STOP SYSTEM 10 STRUCTURE AND FUNCTION
Auto Idle Stop Timer Setting (user menu)

Setting Contents of setting
OFF Auto idle stop function does not operate. (Default)
y min. Stop the engine at Y minutes (set time at left) after setting the lock lever to “LOCK” position.
NOTICE
When "Fix to x min." is selected in the “Auto Idle Stop Time Fixing” (service menu), the screen changes
to the operator screen automatically and the auto idle stop function operates 60 minutes after the lock
lever is set to LOCK position, even if the Service menu is being used.
When performing work with the Service menu, always check the set value of the auto idle stop function.
10-42 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF ENGINE SYSTEM
COMPONENT PARTS OF ENGINE SYSTEM

DAMPER
STRUCTURE OF DAMPER
Structure drawing
1: Dipstick 6: Flywheel
2: Breather 7: Outer body
3: Cover 8: Rubber coupling
4: Universal joint 9: Inner body
5: Drain plug 10: Output shaft
D155AXI-8 10-43
COMPONENT PARTS OF ENGINE SYSTEM 10 STRUCTURE AND FUNCTION
11: Coupling
FUNCTION OF DAMPER
• The damper, decreases the torsional vibration caused by the change in engine torque and the impact tor-
que generated when accelerating suddenly or when performing heavy-duty digging. In this way, it acts to
protect the torque converter, transmission, and other parts of the power train.
• The damper uses a rubber coupling, so the vibration is absorbed by the damping effect of the rubber mate-
rial. Also, the damper has few component parts.
OPERATION OF DAMPER
1. The power from the engine is transmitted to outer body (2) through flywheel (1).
2. The power transmitted to outer body (2) is transmitted to inner body (4) through rubber coupling (3) which
absorbs the torsional vibration of the engine.
3. The power transmitted to inner body (4) is transmitted through universal joint (5) to the torque converter and
transmission.
KVGT
KVGT
Abbreviation for KOMATSU Variable Geometry Turbocharger
STRUCTURE OF KVGT
REMARK
10-44 D155AXI-8
General view, sectional view
A: Intake air inlet C: Exhaust inlet

B: Intake air outlet D: Exhaust outlet
1: Blower housing 7: Nozzle ring
2: KVGT speed sensor 8: Push rod
3: Hydraulic actuator 9: Shaft
4: Turbine housing 10: Blower impeller
5: Plate 11: Turbine impeller
6: Vane 12: Piston
D155AXI-8 10-45
FUNCTION OF KVGT
C: Blower impeller
T: Turbine impeller
1: Air cleaner
2: KVGT
3: KDPF, AdBlue/DEF mixing tube, SCR assembly
4: EGR cooler
5: EGR valve
• The exhaust gas regulations are applied to the exhaust gas from the engine running at low speed, as well
as at high speed. To meet this, the EGR ratio is improved. (EGR ratio = Ratio of amount of EGR to amount
of fresh suction air)
• To attain high EGR ratio, turbine inlet pressure (P3) must be set higher than boost pressure (P2) (P3 > P2).
For this reason, the variable turbocharger (KVGT) is employed, in which the exhaust gas pressure acting
on turbine impeller (T) is adjustable.
Also, since the boost pressure increases more quickly, generation of particulate caused by lack of oxygen
during low-speed operation (rotation) is reduced.
• The shaft joined to turbine impeller (T) drives blower impeller (C) and sends much air to the cylinder for
combustion.
If KVGT (2) sends more air, the fuel injection rate can be increased, thus the engine output is increased.
In addition, the air cooled by aftercooler becomes dense, that is, more oxygen is supplied, thus the fuel in-
jection rate can be increased and the engine output is increased.
NOTICE
Adequate amount of clean high quality oil is required to maintain KVGT performance. Be sure to use
Komatsu genuine high quality oil. Follow the procedures in the Operation and Maintenance Manual
when replacing oil or oil filter.
10-46 D155AXI-8
OPERATION OF KVGT
1. The exhaust gas enters (C) of turbine housing (4) and flows out through portion (P) and (D). Portion (P) is
surrounded by plate (5) fixed to turbine housing, nozzle ring (7), and vanes (6).
The area of its passage is changed by sliding push rod (8) to the right or left.
2. Hydraulic actuator (3) moves piston (12) in the actuator up and down with the hydraulic pressure controlled
by EPC valve installed to the front cover, and slides push rod (8) to the right and left.
3. The exhaust gas flowing through vanes (6) rotates blower impeller (10) through shaft (9) joined to turbine
impeller (11). As the result, the blower impeller works as a compressor, and the intake air entering through
(A) is compressed and discharge through (B).
4. When the exhaust gas pressure at inlet (C) of turbine housing (4) is low (engine speed is in low range),
push rod (8) slides to the right and narrows portion (P).
5. The exhaust gas acting on turbine impeller (11) increases, the turbocharger speed increases, and more air
(oxygen) is taken in.
KVGT speed sensor (2) detects the rotation of the turbocharger.
When nozzle ring is "closed"
1. During low speed operation (rotation), exhaust gas inlet
passage (P) is narrow (L1). (It is not fully closed, however.)
2. If the turbine inlet pressure increases while the nozzle ring
is closed, the turbine inflow speed increases, and accord-
ingly the turbocharger speed increases.
D155AXI-8 10-47
When nozzle ring is "open"

1. During high speed operation (rotation), exhaust gas inlet
passage (P) is wide (L2).
2. As the engine speed increases and the turbine inlet pres-
sure (exhaust gas pressure) increases exhaust gas inlet
passage (P) is widened (L2) so that the exhaust gas acts
on turbine impeller (11) efficiently.
REMARK
• Nozzle ring (7), vanes (6), and push rod (8) are made in
one unit, and it slides only and does not rotate.
• Hydraulic actuator (3) is equipped with KVGT position sen-
sor. KVGT position sensor is calibrated together with the
variable mechanism of KVGT and the result is written in the
memory in KVGT position sensor. Accordingly, if any of hy-
draulic actuator (3), KVGT position sensor, and KVGT unit
fails, whole KVGT must be replaced.
Operation of hydraulic actuator
1. Hydraulic actuator (1) is operated by the oil pressure con-
trolled by EPC valve (3) installed to EGR valve (2).
2. The hydraulic pressure supplied by engine boost oil pump
(4) is used for this purpose.
3. The position of hydraulic actuator (1) is fed back to engine
controller by the signals from KVGT position sensor (5).
EGR SYSTEM
EGR
Abbreviation for Exhaust Gas Recirculation
LAYOUT DRAWING OF EGR SYSTEM

REMARK
10-48 D155AXI-8
1: KVGT 5: Intake connector

2: Intake manifold 6: EGR cooler
3: Mixing connector 7: Exhaust manifold
4: EGR valve
FUNCTION OF EGR SYSTEM

• EGR valve (hydraulically driven) (4) controls the gas flowing from the exhaust section to the intake section.
Since the exhaust pressure is higher than the boost pressure, the exhaust gas flows to the intake section.
• EGR cooler (6) cools the exhaust gas.
Engine coolant is used to cool the exhaust gas.
• Mixing connector (3) returns the air from the air-cooled aftercooler and the exhaust gas from EGR valve to
the intake section.
• Exhaust gas is always clean with this system which controls EGR circuit based on information sent from
sensor installed to each part to obtain EGR rate according to the operating condition. (EGR ratio means the
ratio of EGR gas contained in the intake gas.)
• Monitors EGR circuit for troubleshooting with sensor installed to each part to prevent a serious failure from
occurring.
D155AXI-8 10-49
CIRCUIT DIAGRAM OF EGR SYSTEM
C: Blower impeller T: Turbine impeller

1: Air cleaner 9: EGR valve lift sensor
2: KDPF, AdBlue/DEF mixing tube, SCR assembly 10: Exhaust manifold
3: Ambient pressure sensor 11: Engine boost oil pump

4: Aftercooler 12: Intake manifold
5: EGR cooler 13: Charge (boost) pressure and temperature sensor
6: EGR valve 14: Engine controller

7: Hydraulic actuator (power piston) 15: Mixing connector
8: EPC valve (for EGR valve)
OPERATION OF EGR SYSTEM

1. The engine controller outputs signals in order to open EGR valve (6) most properly in accordance with the
engine load, so that both of the clean exhausting gas and low fuel consumption can be achieved.
2. When EGR valve (6) opens, a part of the exhaust gas (EGR gas) flows from exhaust manifold (10) into
EGR cooler (5) through the EGR piping.
3. The exhaust gas cooled by EGR cooler (5) flows through EGR valve (6), merges with the supply air in the
mixing connector (15), and flows into the air intake manifold (12).
EGR VALVE
EGR
10-50 D155AXI-8
STRUCTURE OF EGR VALVE

Structure drawing
REMARK
A: EGR gas inlet (from EGR cooler) D: Servo drive oil outlet
B: EGR gas outlet (to intake manifold) E: KVGT control hydraulic outlet
C: Servo drive oil inlet F: KVGT drive pressure outlet
1: Valve 5: Spring
2: Spring 6: EGR valve lift sensor
3: Power piston 7: EPC valve (for EGR)
4: Spool 8: EPC valve (for KVGT)
Structure
• EGR valve consists of the EGR gas flow control mechanism and EPC valve.
• There are 2 EPC valves, one for the EGR valves control and one for the KVGT control.
D155AXI-8 10-51
OPERATION OF EGR VALVE

1. The oil from the boost oil pump flows in port (C) of EGR
valve. The control pressure from EPC valve enters port
(E).
2. Spool (4) is moved to the right by the reaction force of
spring (5), and valve (1) is closed by the reaction for of
spring (2). Accordingly, the exhaust gas from EGR cooler
does not flow to the intake side.
3. To open valve (1), the control pressure from EPC valve en-
ters port (E) first. The position of spool (4) is determined by
the balance of the control pressure and spring (5).
4. Since the hydraulic circuit of power piston (3) opens, the
oil from the engine boost oil pump flows through port (C)
and pushes power piston (3) to the left.
5. The oil from the boost oil pump acts on power piston (3) and generates force (Fp).
6. When force (Fp) increases more than reaction force (Fs) of spring (2), valve (1) opens and the exhaust gas
flows to the intake side.
7. Since the hydraulic circuit to spool (4) is closed by movement of power piston (3), power piston (3) is stop-
ped at a position determined by spool (4).
8. The engine controller controls the valve position by controlling the spool position with the control pressure
of EPC valve.
9. Since the servo mechanism is applied, external force applied to valve (1) does not act on spool (4) which is
in contact with power piston (3).
10. EGR valve lift sensor senses the displacement of spool (4).
EGR COOLER
EGR
STRUCTURE OF EGR COOLER

REMARK
10-52 D155AXI-8
General view, sectional view
A: EGR gas inlet D: Coolant outlet

B: EGR gas outlet (to EGR valve) E: Air vent
C: Coolant inlet F: Air vent
1: Header plate 3: Inner fin
2: Flat tube 4: Case
OPERATE EGR COOLER

REMARK
D155AXI-8 10-53
1. EGR gas enters through (A) and flows through flat tubes
(2) (11 pieces).
2. Coolant enters through (C), flows outside of flat tubes (2)
in the shell, and goes out through (D).
3. Flat tube (2) has inner fins (3), thus EGR gas is cooled effi-
ciently and discharged through EGR gas outlet (B).
KCCV SYSTEM
KCCV
Abbreviation for KOMATSU Closed Crankcase Ventilation
LAYOUT DRAWING OF KCCV SYSTEM

REMARK
10-54 D155AXI-8
A: Blowby gas C: Removed engine oil (to engine oil pan)

B: Blowby gas from which engine oil is removed (to
KVGT)
1: CDR valve 3: Check valve
2: KVGT 4: KCCV ventilator
FUNCTION OF KCCV SYSTEM

• In the past, blowby gas (A) was allowed to be released into the atmosphere in the past, but now it is re-
stricted by emission regulations.
• Blowby gas (A) contains ingredients of the engine oil.A filter is installed to KCCV ventilator (4) to remove
the engine oil to prevent the following possible problems if it is recirculated to KVGT (2) as it is.
• Deterioration of turbocharger and aftercooler performance caused by sticking engine oil
• Abnormal combustion in engine
• Malfunction of each sensor caused by sticking engine oil
D155AXI-8 10-55
OPERATION OF KCCV SYSTEM

Drawing on the left shows the conventional flow of blowby gas. Drawing on the right shows the flow of blowby
gas which is sucked in KCCV ventilator and recirculated.
A: Blowby gas C: Engine oil

B: Clean gas
1: Air cleaner 5: Breather
2: KVGT 6: KCCV ventilator
3: Aftercooler 7: Engine oil pan
4: Cylinder block (crankcase)
1. This system removes engine oil (C) from blowby gas (A) in cylinder block (4) by using the filter in KCCV
ventilator (6), and recirculate clean gas (B) to the air intake side of KVGT (2).
2. Separated engine oil (C) is drained to engine oil pan (7) through the check valve.
KCCV VENTILATOR
KCCV
Abbreviation for KOMATSU Closed Crankcase Ventilation
STRUCTURE OF KCCV VENTILATOR

REMARK
10-56 D155AXI-8
General view and sectional view
A: Blowby gas inlet (engine breather) D: Coolant inlet

B: Blowby gas outlet (to KVGT intake side) E: Coolant outlet
C: Oil drain port (to engine oil pan)
1: Heater tube 5: Filter
2: Crankshaft case pressure sensor 6: Relief valve
3: Case 7: Impactor
4: CDR valve
Structure
• Filter (5) is classified by the working direction for filter replacement into the top load type (removed upward)
and bottom load type (removed downward).
• The top load type (removed upward) and bottom load type (removed downward) are different from each
other in the position of the Crankshaft case pressure sensor.
In the top load type (removed upward), the Crankshaft case pressure sensor is installed to the blowby gas
inlet piping.
In the bottom load type (removed downward), the Crankshaft case pressure sensor is installed to the top of
KCCV ventilator.
FUNCTION OF KCCV VENTILATOR

• If the blowby gas is returned to the intake side of KVGT and crankcase pressure becomes negative, the
dust may be sucked in through crank seal.
The pressure inside the crankcase is controlled by CDR valve (2) to prevent this to occur.
• Crankcase pressure may increase and oil leakage may occur if filter (5) of KCCV ventilator is clogged.
Thus, crankcase pressure sensor (3) detects the clogging of filter (6).
• Keep KCCV ventilator warm with warmed-up engine coolant to prevent the blowby gas passage from being
clogged due to freeze.
D155AXI-8 10-57
• Relief valve (3) inside case (1) operates to bypass the blowby gas and protect both KCCV ventilator and
the engine when filter (5) is blocked.
OPERATE KCCV VENTILATOR

REMARK
1. Blowby gas enters at valve (A). Large drops of oil mist (atomized engine oil) are removed from the blowby
gas when it flows through impactor (4) holes in filter (5).
2. Small oil mist is separated in filter (5).
3. Separated oil flows down in the filter to go through oil drain port (C) to the oil pan.
4. CDR valve operates by KVGT intake negative pressure to prevent generation of excessive crankcase neg-
ative pressure.
5. Blowby gas pressure (crankcase pressure) is detected by crankcase pressure sensor (2).
6. If the engine controller judges through detected value of crankcase pressure sensor (2) that the filter is
clogged, it displays failure code CA555, and if the pressure increases further, it displays failure code
CA556.
7. Relief valve (3) is inside of case (1) and it operates when filter (5) is blocked to protect both KCCV ventilator
and the engine.
CDR VALVE
CDR
Abbreviation for Crankcase Depression Regulator
10-58 D155AXI-8
OPERATION OF CDR VALVE

1. Spring (2) normally pushes up diaphragm (1), and the
blowby gas flows from crankcase side (A) into KVGT side
(air intake side) (B).
2. As the intake air at KVGT side (air intake side) (B) increas-
es, pressure on crankcase side (P1) decreases.
3. The reaction force of spring (2) is overwhelmed by ambient
pressure (P2). Diaphragm (1) shuts the passage and tem-
porarily blocks the flow.
4. When the blowby gas accumulates in the crankcase, pres-
sure (P1) on the crankcase side increases, and it pushes
up diaphragm (1) again and blowby gas starts to flow.
KDPF
KDPF
Abbreviation for KOMATSU Diesel Particulate Filter
STRUCTURE OF KDPF
General view
REMARK
A: From KVGT C: Water drain

B: Exhaust
1: KCSF unit 4: KDOC inlet temperature sensor
2: Connector block box 5: KDOC unit
3: Inlet unit 6: KDPF differential pressure sensor port
D155AXI-8 10-59
7: KDOC outlet temperature sensor 12: Hanger bracket

8: KDPF differential pressure sensor 13: Sensor bracket
9: KDPF differential pressure sensor port 14: Sensor bracket band
10: Outlet unit 15: Water drain port
11: KDPF outlet temperature sensor
Structure
• KDPF consists of inlet unit (3) to introduce the exhaust gas, KDOC unit (5) to store the oxidation catalyst,
KCSF unit (1) to store the soot collecting filter equipped with catalyst, and outlet unit (10) to discharge the
exhaust gas and prevent rainwater from entering through outlet into KCSF unit with the built-in “weir”.
• KDOC unit (5) consists of a ceramic honeycomb with oxidation catalyst. This ceramic honeycomb works to
properly perform the following 2 actions; Oxidize NO (nitrogen monoxide) into NO2 (nitrogen dioxide) and
burn the fuel injected during automatic regeneration and manual stationary regeneration.(Automatic regen-
eration means the method to purify (oxidize) the soot accumulated on soot collecting filter (KCSF) in KDPF.)
• This ceramic honeycomb is protected with a mat made of special fibers to prevent breakage of the ceram-
ics under the vibration condition of the engine and machine body.
• This mat also thermally insulates the periphery of KDPF from the ceramics which becomes high tempera-
ture during operation.
• KCSF unit (1) also consists of ceramic honeycomb with oxidation catalyst, similarly to KDOC unit (5). This
ceramic honeycomb captures soot.
• KDPF is equipped with 3 temperature sensors and 1 differential pressure sensor (1 unit made of KDPF dif-
ferential pressure sensor and KDPF outlet pressure sensor).
• These 3 temperature sensors are used to monitor the functions of KDOC and KCSF and troubleshoot vari-
ous items by combining the sensed temperatures.
• The differential pressure sensor detects the soot level accumulated in KCSF by detecting the pressure dif-
ference over KCSF. It is also used to troubleshoot many items, similarly to the temperature sensors.
FUNCTION OF KDPF
A: Flow of exhaust gas
1: KDOC (oxidation catalyst)
2: KCSF
3: Seal (ceramic made)
4: Cell
5: Ceramics honeycomb
• KDPF purifies the exhaust gas by catching large amount of
chainlike soot or PM (Particulate Matter such as soot)
which is contained in the engine exhaust gas.
• KDOC (oxidation catalyst) (1) oxidizes NO (nitrogen mon-
oxide) contained in the exhaust gas into NO 2 (nitrogen di-
oxide), and regenerates (*1) KCSF(2).
• KCSF (2) captures soot.
• Accumulated soot in KCSF (2) in operation range where
the temperature of exhaust gas is relatively high state is
naturally oxidized and burnt away by the effect of KDOC
(oxidation catalyst) (1). (This is called “passive regenera-
tion”)
REMARK
“Passive regeneration” cannot be performed if the light
load operation and low temperature state of the exhaust
gas continue. Accumulated soot is gradually increased.
10-60 D155AXI-8
• Engine controller always monitors 2 soot accumulation values and compares them. One is presumed soot
accumulation based on the engine operating conditions, and the other is the calculated soot accumulation
based on the signal from the differential pressure sensor which is attached to KCSF (2).
• If the amount of accumulated soot and the temperature of engine exhaust gas exceed the specified level,
engine controller performs “automatic regeneration” to burn (oxydize) the soot.
While performing automatic regeneration, the engine controller calculates the exhaust gas temperature at
KDOC inlet and exhaust gas volume, and controls the engine to raise the temperature of engine exhaust
gas. (This is called “exhaust gas temperature raise control”)
The temperature of engine exhaust gas at KDOC inlet is controlled by the fuel amount injected from the fuel
doser installed at the turbocharger outlet part,and exhaust gas volume is controlled by KVGT.
The engine controller enhances the oxidation power in KDOC (1) by raising the temperature of engine ex-
haust gas automatically, and improves combustion efficiency of soot captured in KCSF (2).
REMARK
When regeneration function on the machine monitor is disabled, or outside air temperature is extremely
low, or continuous light load operation is carried out, relatively low exhaust temperature continues. In such
case, “automatic regeneration” is not performed and the amount of soot accumulation is increased.
• If “automatic regeneration” is not performed due to the excess amount of accumulated soot in KCSF (2),
perform “manual stationary regeneration” to burn (oxydize) the soot and reduce the amount of soot inside
KCSF (2).
REMARK
Excessive amount of the soot interferes the flow of exhaust gas to worsen fuel consumption and engine
combustion state. It may lead to other failures.
If the amount of soot increases further, “manual stationary regeneration” cannot be performed safely. This
will result in a KDPF failure and replacement is unavoidable. Make sure to follow the procedures in the Op-
eration and Maintenance Manual when performing “manual stationary regeneration”
*1: Soot purification (oxidation) treatment
TYPES OF REGENERATION FUNCTIONS

Regeneration means to purify (oxidize) the soot accumulated on the soot collecting filter (KCSF) in KDPF or
maintain the urea SCR system normal.
Passive regeneration
When the exhaust temperature of the engine is relatively high, the oxidation power of soot in the exhaust gas
components is increased by the catalysis of KDOC to oxidize (burn) the soot accumulated in KCSF naturally.
Active regeneration (engine exhaust temperature rise control + fuel dosing)
• Automatic regeneration
• When soot is accumulated more than a certain level or the urea SCR system makes a request to main-
tain itself normal, the engine enters the exhaust temperature rise control mode (*1) and performs fuel
dosing (*2) and starts regeneration automatically.
The automatic regeneration is also performed by the direction from the engine controller at a set time
after the previous regeneration, regardless of soot accumulation in KCSF.
*1: Control to increase the engine exhaust temperature by controlling the fuel injection timing or KGVT.
*2: Fuel injection performed to accelerate regeneration by increasing the exhaust temperature.
• Manual stationary regeneration
• When the exhaust temperature does not reach a certain level, depending on the operating condition of
the machine, or when the operator disables regeneration, the automatic regeneration is not performed
and accumulated soot in KCSF increases. Also, when the automatic regeneration is performed upon
receiving a request from the urea SCR system, the exhaust temperature may not reach a certain level,
depending on the operating condition of the machine. In these cases, a request for the manual station-
ary regeneration request is displayed on the machine monitor, and the operator must perform regener-
ation by the operation on the machine monitor screen.
In addition, when the engine controller is replaced or ash in KCSF is washed, a serviceman performs
regeneration by the operation on the machine monitor screen (“active regeneration for service”).
D155AXI-8 10-61
NOTICE
• For the procedure to start and stop the regeneration of KDPF, see the Operation and Maintenance
Manual for each machine.
• Always use ultra low-sulfur diesel fuel. If any fuel other than the specified one is used, it can cause a
failure in KDPF.
• Always use specified Komatsu genuine engine oil applicable to KDPF. If any oil other than the speci-
fied one is used, it can clog KDPF quickly, and that can increase fuel consumption and cause a fail-
ure in KDPF.
• Do not modify KDPF body and exhaust pipe. If modification is made, KDPF cannot operate normally
and may have trouble.
• Do not give strong impacts to KDPF by standing on it, dropping it, or hitting it, etc. KDPF has ceram-
ic parts in it, and they may be broken by a strong impact.
• Even when soot is not accumulated much, the engine controller may start “automatic regeneration”.
This is automatic regeneration to maintain the function of KDPF or urea SCR system normal, and is
not an abnormal operation. Automatic regeneration to maintain the function of urea SCR system nor-
mal or manual stationary regeneration takes approximately 1 hour.
• During the “automatic regeneration” and the “manual stationary regeneration”, KVGT operates auto-
matically and the engine sound changes. Also, the exhaust gas flow rate in KDPF changes, and ac-
cordingly the exhaust sound changes. These phenomena are not abnormal.
• During the “automatic regeneration” and the “manual stationary regeneration”, especially at low
temperature, white smoke may be discharged through the exhaust pipe outlet for a short time. This
phenomenon is not abnormal. Be sure to perform regeneration in a well-ventilated area, since car-
bon monoxide may be generated.
• During the “automatic regeneration” and the “manual stationary regeneration”, the exhaust pipe
may smell different from usual. This is not abnormal phenomenon.
• During the “automatic regeneration” and the “manual stationary regeneration”, the temperature of
the exhaust gas discharged from the exhaust pipe may increase above 650 °C. To prevent a fire,
check that there is no combustible around the exhaust pipe. Also, check that there is no person in
the blow-out direction of the exhaust gas and confirm the safety around the machine.
• KDPF has “KDPF dry operation” function to prevent excessive accumulation of unburnt fuel in KDPF
when operation is continued at relatively low temperature for long hours.
• This is a function that the engine controller increases the engine exhaust temperature automatically
and performs dry operation of KCSF when the set condition is satisfied. When the automatic dry op-
eration is insufficient for the treatment, manual stationary regeneration may be required.
• The standard temperature of KDPF is shown below.
KDOC Out (KDOC out- KDPF Out (KDPF out-
KDOC In (KDOC inlet
let temperature sen- let temperature sen-
temperature sensor)
sor) sor)
While regeneration is not per-
100 to 250 °C
formed (idling state)
While regeneration is performed
100 to 250 °C 400 to 550 °C
(thermal mode: 1000 rpm)
10-62 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF COOLING SYSTEM
COOLING SYSTEM
LAYOUT DRAWING OF COOLING SYSTEM
A: Aftercooler inlet hose C: Power train oil cooler inlet

B: Aftercooler outlet hose D: Power train oil cooler outlet
1: Pressure valve 2: Water filler cap
D155AXI-8 10-63
LAYOUT DRAWING OF COOLING SYSTEM 10 STRUCTURE AND FUNCTION
3: Air bleeding hose 11: Hydraulic oil cooler bypass valve

4: Radiator assembly 12: Hydraulic oil cooler
5: Overflow hose 13: Aftercooler
6: Inlet hose 14: Cushion
7: Reservoir tank 15: Cooling fan motor
8: Cooling fan pump 16: Fan
9: Outlet hose 17: Drain valve
10: Inlet hose (for circulation at coolant temperature 18: Lower tank (with built-in power train oil cooler)
low level)
SPECIFICATIONS OF COOLING SYSTEM

Radiator
Type of core: Rectangular corrugated fin
Fin pitch: 8.0/2P
Heat dissipation area: 40.05x3 m2
Relief pressure of pressure valve: 0.09 MPa {0.9 kg/cm2}
Vacuum pressure of pressure valve: 0.005 MPa {0.05 kg/cm2}
The reservoir tank is installed inside the right mudguard.
Aftercooler
Type of core: Rectangular straight fin
Fin pitch: 8.0/2P
Heat dissipation area: 23.15 m2
Power train oil cooler
Type of core: PTO-OL
Type of inner fin: TF8-C
Cooling method: Built in lower tank
The power train oil cooler is built in the lower tank.
Hydraulic oil cooler
Type of core: Rectangular corrugated fin (8.0/2P)
Type of inner fin: TF6-C
Cooling method: Cooling with air
10-64 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF COOLING SYSTEM
COMPONENT PARTS OF COOLING SYSTEM

COOLING FAN PUMP
STRUCTURE OF COOLING FAN PUMP
General view
D155AXI-8 10-65
COMPONENT PARTS OF COOLING SYSTEM 10 STRUCTURE AND FUNCTION
P1: Pump discharge port PS: Pump suction port

PAEPC: EPC output pressure pickup plug TO: Drain port
PEPC: EPC valve source pressure input port
1: Servo valve 2: Breather
Sectional view
1: Shaft 7: Cylinder block

2: Oil seal 8: Valve plate
3: Case 9: Spring
4: Rocker cam 10: Servo piston
5: Shoe 11: Ball retainer
6: Piston 12: End cap
10-66 D155AXI-8
Structure
• Cylinder block (7) is supported on shaft (1) by spline (A).

• Shaft (1) is supported by each bearing at the front and rear.
• The end of piston (6) is a concave sphere, and it is caulked to be combined with shoe (5).
• Piston (6) and shoe (5) form a spherical bearing.
• Shoe (5) slides in a circular pattern as always being presses against the flat surface (B) of rocker cam (4).
• Rocker cam (4) slides and pivots on ball (11).
• Piston (6) moves relatively in the axial direction in each cylinder chamber of cylinder block (7).
• Cylinder block (7) rotates relatively to valve plate (8) while seal the pressurized oil.
The oil pressure is balanced properly on this surface.
• The pressurized oil is sucked in and discharged from each cylinder chamber in cylinder block (7) through
valve plate (8).
SPECIFICATIONS OF COOLING FAN PUMP

Model: LPV75(64)
Type: Variable displacement swash plate type piston pump
Theoretical discharged volume: 64 cm3/rev
Fan drive pressure: 18.6 MPa {190 kg/cm2}
Rated speed: 2300 rpm
D155AXI-8 10-67
FUNCTIONS OF COOLING FAN PUMP

• This pump converts the rotation and torque of the engine transmitted to its shaft into hydraulic energy and
discharges pressurized oil corresponding to the load.
• It is possible to change the discharged volume by changing the swash plate angle.
OPERATE COOLING FAN PUMP

Discharged volume selection (swash plate angle selection)
1. Cylinder block (7) rotates together with shaft (1) and shoe
(5) slides on plane (A).
2. Rocker cam (4) pivots on ball retainer (13), and according-
ly angle (a) between center line (X) of rocker cam (4) and
the axial direction of cylinder block (7) changes.
(a): Swash plate angle
10-68 D155AXI-8
Suction and discharge of pressurized oil

1. While angle (a) is made between center line (X) of rocker
cam (4) and the axis of cylinder block (7), plane (A) works
as a cam for shoe (5).
2. Piston (6) slides inside cylinder block (7) and a difference
is made between volumes (E) and (F) in cylinder block (7).
3. Amount of (F) minus (E) per piston (6) is suctioned and
discharged.
4. Oil is discharged while cylinder block (7) rotates and the
volume of chamber (E) decreases.
5. Pressurized oil is suctioned as the volume of chamber (F)
increases.
Condition where no pressurized oil is suctioned in or discharged (swash plate

angle = 0)
1. When center line (X) of rocker cam (4) matches the axis of
cylinder block (7) (the swash plate angle is zero), the dif-
ference between volumes (E) and (F) inside cylinder block
(7) is zero.
2. Suction and discharge of pressurized oil is not performed
in this stage. Namely pumping action is not performed.
(Angle of swash plate never become zero.)
3. The pump discharged volume is in proportion to the swash
plate angle.
D155AXI-8 10-69
Control of discharged volume

1. The swash plate angle (a) increases, the difference be-
tween volumes (E) and (F) increases, and also pump dis-
charged volume (Q) increases.
2. Swash plate angle (a) is changed by servo piston (10).
3. Servo piston (10) moves in a linear reciprocating motion
corresponding to the signal pressure from the servo valve.
This linear motion is transmitted to rocker cam (4).
4. Rocker cam (4) supported on ball retainer (11) slides
around ball retainer (11).
10-70 D155AXI-8
SERVO VALVE OF COOLING FAN PUMP

STRUCTURE OF SERVO VALVE OF COOLING FAN PUMP
P: EPC valve source pressure PH: Pump discharged volume pressure

PE: Control piston pressure T: Drain port
1: Plug 5: Spool
2: Lever 6: Piston
3: Retainer 7: Sleeve
4: Seat 8: Spring
D155AXI-8 10-71
FUNCTION OF SERVO VALVE OF COOLING FAN PUMP

The servo valve controls current (i) input to EPC valve and
pump discharged volume (Q) so that their relation is as shown
in the figure.
OPERATION OF SERVO VALVE OF COOLING FAN PUMP
1. The output pressure of EPC valve enters piston chamber (C) and pushes piston (3).
2. Piston (3) pushes spool (2) and moves to a position where it is balanced with the spring.
3. Land (PE) of the servo piston pressure passage is connected to pump discharged pressure passage (PH)
through the notch of spool (2), so the pump discharged pressure is transmitted to servo piston (6).
4. When rocker cam (5) is pushed up by servo piston (6), positional feedback is provided, and lever (1) moves
in the direction to compress spring (4).
5. When spool (2) is pushed back, the pump discharge circuit and servo piston circuit are disconnected.
10-72 D155AXI-8
6. The pressure in the servo piston chamber decreases, and rocker cam (5) returns in the direction of the
maximum swash plate angle.
7. These processes are repeated, and the swash plate is fixed to a position where EPC output pressure is
balanced with the force of spring (4).
8. When EPC output pressure increases, the swash plate angle decreases. When EPC output pressure de-
creases, the swash plate angle increases.
COOLING FAN MOTOR

STRUCTURE OF COOLING FAN MOTOR
General view
P: From fan pump TC: To hydraulic tank

T: To oil cooler
1: Cooling fan reverse solenoid valve 2: Cooling fan speed sensor
D155AXI-8 10-73
Sectional view
1: Output shaft 10: Cooling fan speed sensor

2: Case 11: Suction valve spring
3: Thrust plate 12: Suction valve
4: Shoe 13: Cooling fan reverse solenoid valve
5: Piston assembly 14: Pilot valve
6: Cylinder block 15: Reversible valve spool
7: Valve plate 16: Safety valve
8: End cover 17: Reversible valve spring
9: Center spring
SPECIFICATIONS OF COOLING FAN MOTOR

Model: LMF110(65)
Capacity: 65.1 cm3/rev
Rated flow rate: 80.7 ℓ/min
Check valve cracking pressure: 78.5 kPa {0.8 kg/cm2}
Safety valve cracking pressure: 18.6 kPa {0.19 kg/cm2}
10-74 D155AXI-8
FUNCTION OF COOLING FAN MOTOR

It is a swash plate type axial piston motor. It converts the energy of the pressurized oil sent from the cooling fan
pump into rotary motion.
OPERATION OF COOLING FAN MOTOR

1. Pressurized oil flows from the pump through valve plate (7)
to cylinder block (5).
2. Pressurized oil flows to only either side of (Y-Y) which is
connecting the top dead center and bottom dead center
during the stroke of piston (4).
3. Pressurized oil which flows in either side of cylinder block
(5) pushes pistons (4) (4 pieces or 5 pieces).
Each piston generates force F1 [F1 kg = P kg/cm2 x
πD2/4 cm2].
This force acts on thrust plate (2).
4. Since thrust plate (2) is fixed at angle (a) to output shaft
(1), the force is divided into components (F2) and (F3).
5. Radial component (F3) of these components generates
torque (T = F3 x ri) against (Y-Y) which is connecting the
top dead center and bottom dead center.
6. Combined force [T = ∑ (F3 x ri)] of these torques rotates
cylinder block (5) through pistons (4).
7. This cylinder block (5) is coupled with output shaft (1) by
spline.
8. Output shaft (1) rotates and transmits the torque.
D155AXI-8 10-75
SUCTION VALVE OF COOLING FAN MOTOR

FUNCTION OF SUCTION VALVE OF COOLING FAN MOTOR
When the pump stops turning, no pressurized oil flows into the
motor. Since the motor is turned by the inertial force, the pres-
sure on the motor outlet side increases. When inflow of the
pressurized oil from inlet port (P) stops, suction valve (1) draws
in the pressurized oil on the outlet side and supplies it to port
(MA) to compensate for insufficiency in pressurized oil and pre-
vent cavitation.
OPERATE SUCTION VALVE OF COOLING FAN MOTOR

When engine is started
1. The pressurized oil from the cooling fan pump is supplied
to port (P), and the pressure on (MA) side increases.
2. When starting torque occurs in the motor, the motor starts
rotation.
3. The pressurized oil on the motor outlet (MB) side returns
to the tank through port (T).
10-76 D155AXI-8
When engine is stopped

1. When the engine is stopped, the input speed of the cooling fan pump becomes 0 rpm.
2. No pressurized oil is supplied from the cooling fan pump to
port (P).
3. No pressurized oil flows to (MA) side of the motor, and
then motor speed decreases gradually.
4. If the motor shaft is rotated by inertial force while inflow of
pressurized oil to port (P) is reduced, the pressurized oil
on the outlet side is supplied by suction valve (1) to (MA)
side to prevent cavitation.
REVERSIBLE VALVE OF COOLING FAN MOTOR

OPERATE REVERSIBLE VALVE OF COOLING FAN MOTOR
When cooling fan reverse solenoid valve is "de-energized"
1. When coil (1) is "de-energized", the pressurized oil from
the pump is stopped by spool (2).
2. Port (C) is connected to the tank circuit.
3. Spool (3) is pushed to the right by spring (4).
4. Port (MA) opens, the pressurized oil flows in, and the mo-
tor rotates forward (clockwise).
D155AXI-8 10-77
When cooling fan reverse solenoid valve is "energized"

1. When coil (1) is "energized", spool (2) is switched.
2. The pressurized oil from the pump flows into port (C), and
then into spool chamber (D).
3. The pressurized oil in chamber (D) compresses spring (4).
4. Spool (3) moves to the left.
5. Port (MB) opens, the pressurized oil flows in, and the mo-
tor rotates in reverse (counterclockwise).
SAFETY VALVE OF COOLING FAN MOTOR

FUNCTION OF SAFETY VALVE OF COOLING FAN MOTOR
The pressure in motor port (P) may increase when the engine
is started, etc. Safety valve (1) is installed to protect the fan
system circuit in this case.
10-78 D155AXI-8
OPERATE SAFETY VALVE OF COOLING FAN MOTOR

When the pressure in port (P) exceeds the cracking pressure of
safety valve (1), valve (2) of safety valve (1) opens to release
the pressurized oil into port (T). Occurrence of abnormally high
pressure in port (P) is prevented by this operation.
D155AXI-8 10-79
HYDRAULIC OIL COOLER BYPASS VALVE

STRUCTURE OF HYDRAULIC OIL COOLER BYPASS VALVE
Structure drawing
A: Hydraulic oil cooler inlet B: To tank

1: Body 3: Spring
2: Valve
SPECIFICATIONS OF HYDRAULIC OIL COOLER BYPASS VALVE

Cracking pressure: 0.5 MPa {5.1 kg/cm2}
FUNCTION OF HYDRAULIC OIL COOLER BYPASS VALVE

This valve is installed in the hydraulic oil cooler inlet circuit. If any abnormal pressure is generated in the oil flow-
ing to the hydraulic oil cooler, this valve acts to return the oil directly to the hydraulic tank.
10-80 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF CONTROL SYSTEM
CONTROL SYSTEM
LAYOUT DRAWING OF CONTROL SYSTEM
1: Machine monitor 4: Communication antenna

2: Work equipment controller 5: GPS antenna
3: KOMTRAX terminal 6: Power train controller
D155AXI-8 10-81
MACHINE MONITOR SYSTEM 10 STRUCTURE AND FUNCTION
MACHINE MONITOR SYSTEM

MACHINE MONITOR SYSTEM DIAGRAM
Input/output signal b: CAN signal

a: Power supply c: Sensor signal and switch signal
1: Machine monitor 4: Work equipment controller
2: Battery 5: Engine controller
3: Power train controller 6: Sensors and switches
FUNCTION OF MACHINE MONITOR SYSTEM

• The machine monitor system monitors the machine condition with the sensors installed to various parts of
the machine and processes and displays the obtained information on the monitor panel quickly to notify the
operator of the machine condition.
• The contents displayed on the panel are roughly classified as follows.
• Alarm when the machine has trouble
• Machine state (coolant temperature, torque converter oil temperature, fuel level, hydraulic oil tempera-
ture, etc.)
• Failure code
• Current and voltage values of the sensors and solenoids.
• Display of camera image
10-82 D155AXI-8
10 STRUCTURE AND FUNCTION MACHINE MONITOR SYSTEM
• The switches on the machine monitor have functions to control the machine.
Display on machine monitor

Contents and conditions of processing Method Flow of signals
Display of travel direction and gear speed.
• F1, R3, etc. are notified by CAN signal corresponding to in- CAN
formation of power train controller.
Display of gauges of fuel level, engine coolant temperature, etc.
• Controller converts the sensor signals into gauge numbers CAN
and sends them to the machine monitor by CAN.
Display of failure
• When any failure occurs, the corresponding failure code is Each sensor, solenoid
notified to the machine monitor by CAN signal.
↓
• The command to sound the buzzer or to light up the cau-
Controller
tion lamp is notified as well corresponding to the contents
of failure. ↓
When normal Machine monitor
• Action level and failure code CAN
In abnormality record display mode

• Failure codes and
- service meter reading at the first occurrence,
- service meter reading at the last occurrence,
- number of past occurrences,
are displayed on the machine monitor.
Monitoring display
The communication conditions of each sensor, each solenoid, and
CAN signals are displayed. Each sensor, solenoid
• The item Nos. and device conditions are notified to the ma- CAN ↓
chine monitor by CAN. Controller
• The machine monitor displays the items and each value. ↓
Each item is selected by using the cursor switches and enter Machine monitor
CAN
switch.
D155AXI-8 10-83
MACHINE MONITOR SYSTEM 10 STRUCTURE AND FUNCTION
Others
Pre-defined Monitoring
Self-define Monitoring
Abnormality Record
Maintenance Record
Maintenance Mode Setting
Phone Number Entry
- -
Default
Diagnostic Tests
Adjustment
No-Injection Cranking
KOMTRAX Settings
Service Message
REMARK
For details of the operating method, see Testing and Adjusting, "Special functions of machine monitor (EMMS)".
10-84 D155AXI-8
10 STRUCTURE AND FUNCTION KOMTRAX SYSTEM
KOMTRAX SYSTEM
KOMTRAX SYSTEM DIAGRAM
KOMTRAX system consists of KOMTRAX terminal, communication antenna, and GPS antenna
FUNCTION OF KOMTRAX SYSTEM

• KOMTRAX system transmits various types of information on the machine. KOMTRAX administrator sees
the information in the office and supplies various services to the customers.
• KOMTRAX system can transmits the following information.
• Positional information
• Working information
• Alarm and failure information
• Fuel consumption information
• Maintenance information
• Machine working condition information
REMARK
To provide the services, you need to establish radio station for KOMTRAX separately.
D155AXI-8 10-85
COMPONENT PARTS OF CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
COMPONENT PARTS OF CONTROL SYSTEM

MACHINE MONITOR
FUNCTION OF MACHINE MONITOR
• The machine monitor has the monitor display function, mode selection function, and function of switching
the electrical components, etc. It also has the built-in alarm buzzer.
• CPU (Central Processing Unit) is mounted inside, and it processes, displays, and outputs information.
• The machine monitor consists of the display and switch section. The display is LCD (Liquid Crystal Dis-
play), and the switch section consists of flat sheet switches.
• If there is abnormality in the machine monitor, controller, or wiring between the machine monitor and con-
troller, the display does not display normally.
REMARK
• One of the features of liquid crystal display is that there may be black spots (spots that do not light up) or
white spots (spots that stay lit) on the screen. When there are fewer than 10 black or white spots, this is not
a failure or a defect.
• The battery voltage may drop sharply when the engine is started, depending on the ambient temperature
and battery condition. In this case, the display may disappear for a while. This phenomenon is not abnormal.
• When the machine monitor is used continuously, blue bright spots may appear on the black background.
This phenomenon is not abnormal.
Since the background of the standard screen of the display is blue or white, blue bright spots do not become
a problem. (Since red, green, or blue lamps light up when the LCD displays white)
• For details of the following, see “Operation and Maintenance Manual”.
• Display
• Switch part
• Guidance icons and functiopn switches
10-86 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF CONTROL SYSTEM
INPUT AND OUTPUT SIGNALS OF MACHINE MONITOR

070-18P [CN-CM01]
Pin No. Signal name Input/output signal
1 Continuous power supply (24 V) Input
3 GND (continuous power supply) -
4 GND (continuous power supply) -
5 External starting signal Input
6 Starting motor cut-off relay Output
7 Buzzer signal Output
8 System operating Input/Output
9 Lamp switch Input
10 Starting switch ACC signal Input
11 Starting switch C signal Input
12 Preheating Input
13 Engine shutdown secondary switch Input
14 Analog GND -
15 Fuel level sensor Input
16 Alternator R signal Input
17 (*1) -
18 (*1) -
*1: Never connect these pins. Malfunctions or failures may occur.

070-12P [CN-CM02]
1 Seat belt alarm switch Input
2 (*1) -
3 Radiator coolant level sensor Input
4 Air cleaner clogging sensor Input
5 (*1) -
6 (*1) -
7 CAN0 terminating resistor terminal -
8 CAN0_H (KOMNET/c) Input/Output
9 CAN0_L (KOMNET/c) Input/Output
10 CAN1 terminating resistor terminal -
11 CAN1_H (KOMNET/r) Input/Output
12 CAN1_L (KOMNET/r) Input/Output
D155AXI-8 10-87
070-20P [CN-CM03]
1 (*1) -
2 (*1) -
3 (*1) -
4 (*1) -
5 (*1) -
6 (*1) -
7 (*1) -
8 (*1) -
9 (*1) -
10 (*1) -
11 (*1) -
12 (*1) -
13 (*1) -
14 (*1) -
15 (*1) -
16 (*1) -
17 (*1) -
18 (*1) -
19 (*1) -
20 (*1) -

070-8P [CN-CM04]
1 Power supply for camera (8 V) Output
2 Camera NTSC signal Input
3 (*1) -
4 (*1) -
5 GND (power supply for camera) -
6 (*1) -
7 (*1) -
8 GND (shield) -
10-88 D155AXI-8
TYPES OF GAUGES AND METERS DISPLAYED ON MACHINE MONITOR

Gauge Item displayed Description Remarks
Temperature Gauge • Indicates corresponding tempera-
Range
(°C) range ture range.
W1 105 Red • Alarm buzzer sounds at 105 °C or
(*1) higher.
W2 102 Red
Engine coolant • If the color of the gauge range is
temperature W3 100 Green white, perform warm-up operation.
gauge W4 85 Green
W5 60 Green
W6 30 White
Range
P1 130 Red • Alarm buzzer sounds at 130 °C or
(*1) higher.
P2 120 Red
Power train oil • If the color of the gauge range is
temperature P3 118 Green white, perform warm-up operation.
gauge P4 90 Green
P5 50 Green
P6 0 White
Range
H1 105 Red • Alarm buzzer sounds at 105 °C or
(*1) higher.
H2 102 Red
Hydraulic oil • If the color of the gauge range is
temperature H3 98 Green white, perform warm-up operation
gauge H4 70 Green for the hydraulic components.
H5 20 Green
H6 0 White
Quantity (lit- Gauge • Indicates corresponding level
Range
ers) range range.
F1 560 Green
(*4) F2 460 Green
Fuel level F3 376 Green
gauge
F4 197 Green
F5 150 Green
F6 106 Red
D155AXI-8 10-89

Gauge • Indicates corresponding engine
Range Speed (rpm)
range speed.
M1 3000 Red • If the engine speed exceeds
(*1, *2)
2625 rpm, the engine overrun
M2 2625 Red
monitor lights up.
Engine tachom- M3 2000 Green
eter
M4 1500 Green
M5 1000 Green
M6 500 Green
Travel • Indicates corresponding travel
Gauge
Range speed speed.
range
(km/h)
(*1, *2) M1 15 Green
Speedometer M2 10 Green
M3 5 Green
M4 0 Green
Pressure Gauge • Indicates corresponding pump
Range
(MPa) range discharged pressure of work
M1 50 Green equipment
(*1, *2)
M2 40 Green
Hydraulic pump
oil pressure M3 30 Green
gauge M4 20 Green
M5 10 Green
M6 0 Green
Pressure Gauge • Indicates corresponding engine oil
Range
(MPa) range pressure.
M1 0.7 Green
(*1, *2) M2 0.5 Green
Engine oil pres- M3 0.4 Green
sure gauge
M4 0.3 Green
M5 0.2 Green
M6 0 Red
Gauge • Indicates corresponding battery
Range Voltage (V)
range voltage.
M1 31 Red
(*1, *2) M2 30 Red
Battery voltage M3 25 Green
gauge
M4 20 Green
M5 15 Green
M6 0 Red
10-90 D155AXI-8

Gauge • Indicates corresponding drawbar
Range Power (W)
range pull.
M1 1.0 Green
(*1, *2) M2 0.8 Green
Drawbar pull M3 0.6 Green
gauge
M4 0.4 Green
M5 0.2 Green
M6 0 Green
Gauge • Indicates drawbar pull by several
Range Power (W)
range seconds.
(*1, *2) M1 0.70 Red • Horizontal axis indicates time and
Load display vertical axis indicates drawbar
M2 0.24 White pull. (The latest information is indi-
cated on rightmost.)
Gauge • Indicates pitch angle by several
Range Angle (°)
range seconds.
20 (For- • Horizontal axis indicates time and
M1 Gray
ward) vertical axis indicates machine
(*1, *2) pitching angle. (The latest infor-
10 (For-
Body pitch dis- M2 Gray mation is indicated on rightmost.)
ward)
play
10 (Back-
M3 Gray
ward)
20 (Back-
M4 Gray
ward)
Segment Load level • Indicates instantaneous fuel con-
sumption (average of fuel con-
Light to me-
Green 1 to 8 sumption by 3 seconds) in 10
dium
(*3) steps.
(Displays when Fuel consumption
ECO gauge is selected from the items on En-
Orange 9, 10 Heavy ergy Saving Guidance → Configu-
rations → ECO Gauge Display of
the user menu.)
Segment Load level • Indicates instantaneous drawbar
pull (average of drawbar pull per 1
Light to me-
Green 1 to 8 minutes) in 10 levels.
(*3) dium
(Displays when Drawbar pull is
Drawbar pull selected from the items on Energy
gauge
Saving Guidance → Configura-
Orange 9, 10 Heavy
tions → ECO Gauge Display of
the user menu.)
• Indicates accumulated engine op-
erating hours (alternator is gener-
Service meter 00000.0 h to 99999.9 h ating).
(Changes to Clock when F4
switch is pressed.)
D155AXI-8 10-91

• Displays Time.
(Changes to Service meter when
• 12-hour system display (AM/PM) F4 switch is pressed.)
Clock (When clock is displayed on the
• 24-hour system display multi gauge, the display changes
to Engine tachometer when F2
switch is pressed.)
• (Configurations can be switched
(*3) • 1 day by selecting another item in Ener-
Fuel consump- • Split gy Saving Guidance → Configura-
tion gauge • None tions → Average Fuel Consump-
tion Display on user menu.)
Gauge
Range Quantity (%)
range
A1 100 Green
A2 75 Green
AdBlue/DEF A3 50 Green Indicates corresponding level range.
level gauge
A4 25 Green
A5 10 Green
A6 2.5 Red
A7 0 Red
*1: The gauge pointer disappears if the gauge signal is not available due to an open circuit in the CAN commu-
nication line.
*2: This item is classified into multi gauge, and the display changes every time the F2 switch is pressed.
*3: Display can be switched by selecting another item in “Energy Saving Guidance” → “Configurations” on user
menu.
*4: The gauge pointer disappears if the fuel level signal is not available due to an open circuit in the fuel level
sensor.
TYPES OF CAUTION LAMPS DISPLAYED ON MACHINE MONITOR

Description
Monitor
Symbol Item displayed display Remarks
Action level
Range (back-
monitor
ground col-
or)
Lights up • The monitor background color
Min. 105 °C L02
(red) changes depending on the
Lights up temperature detected.
Min. 102 °C -
Engine coolant (red) • If the temperature detected is
temperature 105 °C or above, the alarm
buzzer sounds, the overheat
Lights up prevention system operates
Below 102 °C -
(blue) automatically, and the engine
speed decreases.
10-92 D155AXI-8
Description
Monitor
Action level
Range (back-
monitor
ground col-
or)
Min. 130 °C L02
Min. 120 °C -
Power train oil (red) • If the temperature detected is
Below 120 °C -
speed decreases.
Min. 105 °C L02
Min. 102 °C -
Hydraulic oil (red) • If the temperature detected is
Below 102 °C -
speed decreases.
Lights up
Below 150 ℓ - • The monitor background color
(red)
Fuel level changes depending on the re-
Lights up maining fuel level.
Min. 150 ℓ -
(blue)
Lights up
Max. 0.09 % L04
(red)
• The monitor background color
Lights up
Max. 2.5 % L03 changes depending on the re-
AdBlue/DEF (red)
maining fuel level.
level Lights up
Max. 10 % - • Alarm buzzer sounds at 2.5 %
(red)
or lower.
Lights up
Above 10 % -
(blue)
When charge is
defective (charge Lights up • Monitor lights up and alarm
(*1) L03 buzzer sounds when abnor-
voltage < battery (red)
Battery charge voltage) mality is detected while engine
is running.
When normal Lights off -
When abnormal • Monitor lights up and alarm
(*1) Lights up
(below specified L03 buzzer sounds when abnor-
(red)
Engine oil pres- pressure) mality is detected while engine
sure
When normal Lights off - is running.
When abnormal (*3)
Lights up • Monitor lights up if abnormality
Air cleaner clog- (above specified
(yellow) L01 is detected while engine is
ging pressure)
running.
D155AXI-8 10-93
Description
Monitor
Action level
Range (back-
monitor
ground col-
or)
When abnormal
(*1) Lights up • Monitor lights up if abnormality
(below specified L01
(yellow) is detected while engine is
Radiator coolant level)
level running.
When mainte- • The display changes depend-
Lights up
nance due time is - ing on how long it has elapsed
(red)
over since the maintenance due
Maintenance time was over.
due time warn- • After starting switch is turned
ing (*2) When main-
Lights up to ON position, monitor lights
tenance notice -
(yellow) up if condition for lighting it up
time is over
is satisfied, and then goes out
in 30 seconds.
When action lev- • Monitor lights up when an ab-
Lights up
el L04 or L03 is L04 or L03 normality is detected in ma-
(red)
detected chine system.
State of system
When action lev- Lights up (*3) • Alarm buzzer sounds when
el L01 is detected (yellow) L01 the background color is red.
Lights up
el L04 or L03 is L04 or L03 normality is detected in engine
(red)
Engine system detected system.
state
Lights up
el L04 or L03 is L04 or L03 normality is detected in work
(red)
Work equipment detected equipment system.
system state
Lights up
el L04 or L03 is L04 or L03 normality is detected in steer-
(red)
Steering system detected ing system.
state
Lights up
el L04 or L03 is L04 or L03 normality is detected in trans-
(red)
Transmission detected mission system.
system state
Lights up
el L04 or L03 is L04 or L03 normality is detected in brake
(red)
Brake system detected system.
state
10-94 D155AXI-8
Description
Monitor
Action level
Range (back-
monitor
ground col-
or)
Lights up
el L04 or L03 is L04 or L03 normality is detected in the
(red)
Parking brake detected parking brake system.
system state
Lights up
el L04 or L03 is L03 normality is detected in fan
(red)
Fan control sys- detected control system.
tem state
Lights up
el L04 or L03 is L04 or L03 normality is detected in KDPF
(red)
KDPF system detected system.
state
When action lev- Lights up • Monitor lights up when soot is
L03
el L03 is detected (red) accumulated inside KDPF or
Accumulation of cleaning function is abnormal-
soot in KDPF When action lev- Lights up (*3) ly degraded.
el L01 is detected (yellow) L01 • Alarm buzzer sounds when
the background color is red.
• Monitor lights up and alarm

When engine Lights up
Engine overrun L02 buzzer sounds when engine
overruns (red)
overrun is detected.
When air condi- (*3) • Monitor lights up when an ab-

Air conditioner Lights up
tioner is abnor- normality is detected in air
state (yellow) L01
mal conditioner system.

Lights up
el L04 or L03 is L04 or L03 normality is detected in AdBl-
(red)
AdBlue/DEF detected ue/DEF system.
System State
el L01 is detected (yellow) L01 the background is red.
When action lev- Lights up
L04
el L04 is detected (red)
When action lev- Lights up • Monitor lamp lights up when
L03 an abnormality is detected in
Action level the machine. Alarm buzzer
When action lev- Lights up
L02 sounds when the monitor
background is red.
When action lev- Lights up (*3)
el L01 is detected (yellow) L01
D155AXI-8 10-95
*1: This is included in the Check before starting items. After the staring switch is turned to ON position, the mon-
itor is lit for 2 seconds, and changes to the standard screen if no abnormality is found.
*2: The notice time can be changed in Service menu, “05 Maintenance Mode Setting” → “00 Maintenance Mode
Change” → “02 Maintenance Notice Time Setting”.
*3: These items light up for 2 seconds, and then go out.
TYPES OF PILOT LAMPS DISPLAYED ON MACHINE MONITOR

• Operates automatically Displays the operation state of pre-
at low temperature. heating.
(Lights up for approxi-
Automatic mately 40 sec. at maxi-
preheating mum.)
• Goes out after engine
is started.
Elapsed time
after turning
Preheating starting Monitor dis-
switch to play
HEAT (pre-
heat)
Automatic
preheating 0 to 30 sec-
Lights up
onds
30 to 40 sec-
Flashes
onds
40 seconds
Lights off
or longer
Lights up: Lock Indicates state of work equipment

Work equip- lock lever.
Flashes: When it is necessary to lock
ment lock
Lights off: Free
Lights up: Lock Indicates state of parking brake lev-

er.
Parking brake Flashes: When it is necessary to lock
Lights off: Free
Indicates the operation status of air

Lights up: ON conditioner and blower.
Air conditioner
Lights off: OFF
Indicates whether seat belt is fas-

Lights up: Not fastened tened.
Seat belt
Lights off: Fastened
Indicates the operation status of en-

Lights up: When engine is stopped gine.
Engine stopped
Lights off: While engine is running
Indicates the rotating state of cool-

In fan rotating in Lights up: Cooling fan reverse rotation ing fan.
reverse Lights off: Cooling fan normal rotation
10-96 D155AXI-8

Lights up: Aftertreatment devices regenera- Indicates regeneration state of after-
Aftertreatment tion in progress treatment devices.
devices regen-
eration Lights off: Aftertreatment devices regenera-
tion completed
• Indicates regeneration state of
Lights up: Aftertreatment devices regenera- aftertreatment devices.
Aftertreatment tion disabled
devices regen- • When manual stationary re-
eration disable Lights off: When aftertreatment devices regeneration is necessary,
generation disable is canceled KDPF soot accumulation cau-
tion lamp lights up.
Displays the state of message.
Message Lights up: There is unread message.
(Unread) Lights off: No message.
Message Displays the state of message.

Lights up: There is already-read message
(No return mes- but return message for it is not sent yet.
sage, already-
Lights off: No message.
read message)
Indicates the state of operating
P: Heavy-duty operation mode setting.
Operating mode
E: Low-fuel consumption operation
Indicates setting state of reverse

Reverse slow Lights up: ON slow mode.
mode monitor Lights off: OFF
Indicates setting state of dual tilt

Lights up: Dual tilt mode mode.
Dual tilt mode
Lights out: Single tilt mode
Indicates the operation state of

Blade float op- Lights up: Blade float is operated. blade float.
eration Lights out: Blade float is not operated.
Indicates setting state of blade fine

Blade fine con- Lights up: ON control mode.
trol mode Lights off: OFF
Indicates setting and operation state

Lights up: ON of blade auto-pitch.
Auto-pitch
Lights off: OFF
Estimated time before AdBlue/DEF level Indicates operable hours estimated

monitor lights up from AdBlue/DEF level and latest
AdBlue/DEF AdBlue/DEF consumption.
low level guid- 1 to 8 hours: There is approx. "x" h before
ance AdBlue/DEF refill alarm
Less than 1 hour: AdBlue/DEF refill alarm
will be displayed soon
D155AXI-8 10-97

Indicates setting state of blade slow
Blade slow- Lights up: ON down.
down Lights off: OFF
• Excessive engine idling guidance Displays the guidance to support op-

eration of the machine.
• Deterrence guidance of hydraulic re-
lief
• Economy Mode (recommended) guid-
ECO guidance
ance
• Overload prevention guidance
• Auto shift mode recommendation
guidance
Indicates setting state of ripper auto-
return.
Ripper auto-re- Lights up: ON

turn Lights off: OFF
Speed range
See “Palm command control system”.
display
OPERATOR MODE FUNCTION OF MACHINE MONITOR

The information items in this mode are displayed ordinarily. The operator can display and set them by operating
the switches. Display and setting of some items need special operations of the switches.
Items available in the operator mode are as follows:
*1: The operator mode items are classified as follows.
A: Display from the time when the starting switch is turned to “ON” position to the time when display changes to
the standard screen, and display after starting switch is turned to “OFF” position
B: Display when the machine monitor switch is operated
C: Display when condition is satisfied
D: Display that requires special operations of switches
*2: Display sequence from the time when the starting switch is turned to ON position to the time when the stand-
ard screen appears varies depending on the settings and conditions of the machine as follows:
U: When the engine start lock and operator ID No. input setting are enabled
V: When the engine start lock is enabled and the operator ID No. input setting is disabled
W: When the engine start lock is disabled and the operator ID No. input setting is enabled
X: When the engine start lock and operator ID No. input setting are disabled
Y: When any abnormality is detected by the check before starting
Z: When any maintenance item is detected to be near maintenance time or exceeded
REMARK
• For how to operate the operator mode functions, see the Operation and Maintenance Manual.
• For the operating method of the engine start lock function, see "Password setting and canceling manual".
10-98 D155AXI-8
Category Display order (*2)

Item
(*1) U V W X Y Z
Display of KOMATSU logo 1 1 1 1 1 1
Display of password input 2 2 - - - -
Display of service person identification state 3 - 2 - - -
Display of operator ID input screen 4 - 3 - - -
Display of check before starting 5 3 4 2 2 2
A Display of warning after Check before starting - - - - 3 -
Display of maintenance due time over - - - - - 3
Display of check of preset 6 4 5 3 4 4
Display of standard screen 7 5 6 4 5 5
Display of engine shutdown secondary switch screen
Display of end screen
Selection of operation mode
Selection of gearshift mode
Selection of reverse slow mode
Customizing operation
Stop operation of alarm buzzer
Selection of multi gauge
Operation of air conditioner
Selection of dual tilt
Operation of camera mode display (for machines equipped with camera)
B
Operation to display clock and service meter
Check of maintenance information
Setting and display of user menu
• Energy Saving Guidance
• Machine Setting
• Aftertreatment Devices Regeneration
• SCR Information
• Maintenance
• Monitor Setting
• User Message (including KOMTRAX messages for user)
ECO Guidance Display
Machine Setting (Fan Reverse Mode)
Display of caution monitor
C
Display of after-treatment devices regeneration
Display of action level and failure code
Display of Low AdBlue/DEF Level Guidance
D155AXI-8 10-99
Category Display order (*2)

Item
(*1) U V W X Y Z
Checking function of LCD (Liquid Crystal Display)
D Checking function of service meter
Function of usage limitation setting/change password
SERVICE MODE FUNCTION OF MACHINE MONITOR

These functions are not displayed normally. A technician can display and set them special operation of
switches. These functions are used for special settings, testing, adjusting, or troubleshooting.
Items available in the service mode are as follows:
REMARK
For operating method of the service mode functions, see "Service mode" in Testing and adjusting.
Pre-defined Monitoring
Self-define Monitoring
Mechanical Sys Abnormality Record
Abnormality Record
Electrical Sys Abnormality Record
Maintenance Record
Maintenance Mode Setting
Phone Number Entry
Key-on Mode
Unit
Default Camera
Float Buzzer
Auto Idle Stop Time Fixing
Cylinder Cutout Mode Operation
Active Regeneration for Service
KDPF Memory Reset
Diagnostic Tests SCR Service Test
Engine Controller Active Fault Clear
Ash in Soot Accumulation Correction
Reset Number of Abrupt Engine Stop by AIS
Input ID
Brake Pedal Potentio Initial Set
Inclination Sensor Initial Set
S/T Lever N Position Setting
IP Auto Compensation Setting
Adjustment
Blade Lift Lever N Position Adj
Blade Tilt Lever N Position Adj
Ripper Lift Lever N Position Adj
Control Brake Release Mode
Sudden Stop Prevent Valve Mode
10-100 D155AXI-8
No-Injection Cranking
Terminal Status
KOMTRAX Setting Display GPS & Communication State
Modem Information
Service Message Display
KOMTRAX TERMINAL
STRUCTURE OF KOMTRAX TERMINAL
General view
Model: TC630/TC635
1: GPS antenna connection 4: Communication antenna connection

2: Machine harness connection (070-18P) 5: LED lamp display
3: Machine harness connection (070-12P)
FUNCTION OF KOMTRAX TERMINAL

• This terminal uses the communication technology of cell phone.
• This terminal is the wireless communication equipment which enables to transmit GPS locational informa-
tion and various machine information which is received from network signal or input signal. It can transmit
the information via communication antenna.
• The condition of KOMTRAX terminal can be checked on the “KOMTRAX Setting” screen in the service
mode of the machine monitor.
• Use of KOMTRAX terminal must be limited for the countries in which such communication is allowed.
• The terminal has LED lamps and 7-segment lamp indicator used for testing and troubleshooting on its dis-
play section.
REMARK
The country in which T630 can be used is different from that of TC635.
INPUT AND OUTPUT SIGNALS OF KOMTRAX TERMINAL

070-18P [CN-CK01]
1 (*1) -
2 (*1) -
3 (*1) -
4 (*1) -
5 (*1) -
D155AXI-8 10-101

6 (*1) -
7 (*1) -
8 (*1) -
9 (*1) -
10 CAN_H (KOMNET/c) Input/Output
11 CAN_H (KOMNET/c) Input/Output
12 (*1) -
13 (*1) -
14 External starting signal Input/Output
15 System operating lamp Output
16 (*1) -
17 (*1) -
18 (*1) -

070-12P [CN-CK02]
1 GND -
2 GND -
5 (*1) -
6 Power supply Input
7 Power supply Input
8 (*1) -
9 (*1) -
10 (*1) -
12 (*1) -
10-102 D155AXI-8
POWER TRAIN CONTROLLER

STRUCTURE OF POWER TRAIN CONTROLLER
General view
POWER TRAIN CONTROLLER INPUT AND OUTPUT SIGNALS

DRC26-24P [CN-PTCN1]
1 (*1) -
2 Steering lever potentiometer (main) Input
3 Brake pedal potentiometer Input
4 GND (Analog) -
5 Brake pedal switch (NO) Input
6 Fuel control dial Input
7 Torque converter outlet oil pressure sensor Input
8 Pitch angle sensor Input
9 Torque converter oil temperature sensor Input
10 GND (signal) -
11 Brake pedal switch (NC) Input
13 Torque converter inlet oil pressure sensor Input
14 Directional lever potentiometer (sub) Input
D155AXI-8 10-103

16 Sensor power supply (+24 V) Output
17 Parking brake limit switch (NO) Input
18 (*1) -
19 Steering lever potentiometer (sub) Input
20 Directional lever potentiometer (main) Input
21 GND (analog) -
22 Sensor power supply (5 V) Output
23 Parking brake limit switch (NC) Input
24 (*1) -

DRC26-40P(A) [CN-PTCN2]
1 (*1) -
2 Lockup clutch fill switch Input
3 (*1) -
4 RS232C RXD Input
5 Transmission forward clutch fill switch Input
6 Brake left fill switch Input
7 (*1) -
8 Neutral safety relay Output
9 Fan reverse solenoid Output
10 (*1) -
11 (*1) -
12 Stator clutch fill switch Input
13 (*1) -
14 RS232C TXD Output
15 Transmission 3rd clutch fill switch Input
16 (*1) -
17 (*1) -
18 (*1) -
19 (*1) -
20 (*1) -
21 (*1) -
22 CAN0_L (KOMNET/c) Input/Output
23 CAN1_L (KOMNET/r) Input/Output
25 Transmission 2nd clutch fill switch Input
26 (*1) -
10-104 D155AXI-8

27 (*1) -
28 Backup alarm Output
29 GND (pulse) -
30 Transmission output shaft speed sensor Input
31 (*1) -
32 CAN0_H (KOMNET/c) Input/Output
33 CAN1_H (KOMNET/r) Input/Output
34 RS232C GND -
35 Transmission 1st clutch fill switch Input
36 Transmission reverse clutch fill switch Input
37 Brake right fill switch Input
38 (*1) -
39 GND (pulse) -
40 Fan speed sensor Input

DRC26-40P(B) [CN-PTCN3]
2 Power supply (24 V) Input
3 GND (solenoids common) -
4 Battery relay drive Output
5 Left steering EPC valve Output
6 (*1) -
7 Transmission 2nd clutch ECMV Output
8 Sudden stop prevention solenoid Output
9 Shift Down SW (NC) Input
10 Power train controller selection (GND) Input
13 GND (solenoid common) Input
14 ACC signal from starting switch Input
15 Right steering EPC valve Output
16 (*1) -
17 Transmission 3rd clutch ECMV Output
18 Transmission forward clutch ECMV Output
19 Shift down switch (NO) Input
20 Work equipment controller selection (OPEN) Input
21 GND (power supply) -
D155AXI-8 10-105

23 GND (solenoid common) -
24 ACC signal from starting switch Input
25 Fan pump solenoid Output
26 Brake left ECMV Output
27 STATOR CLUTCH ECMV Output
28 Transmission reverse clutch ECMV Output
29 Shift up switch (NC) Input
30 Specification selection (reserve) Input
35 (*1) —
36 Brake right ECMV Output
37 Lockup clutch ECMV Output
38 Transmission 1st clutch ECMV Output
39 Shift up switch (NO) Input
40 Specification selection (reserve) Input
10-106 D155AXI-8
WORK EQUIPMENT CONTROLLER

STRUCTURE OF WORK EQUIPMENT CONTROLLER
General view
INPUT AND OUTPUT SIGNALS OF WORK EQUIPMENT CONTROLLER

DRC26-24P [CN-WECN1]
Input and output sig-
Pin No. Signal name
nals
1 Ripper lift lever potentiometer (sub) Input
2 Blade lift lever potentiometer (sub) Input
3 Oil pressure sensor of work equipment pump Input
4 GND (analog) -
5 Offset switch LOWER (NC) Input
6 Offset switch LOWER (NO) Input
7 Ripper lift lever potentiometer (main) Input
8 Blade lift lever potentiometer (main) Input
9 Lift cylinder reset sensor (L.H.) Input
10 GND (signal) -
11 Offset switch RAISE (NC) Input
12 Offset switch RAISE (NO) Input
13 Blade tilt lever potentiometer (sub) Input
14 Hydraulic oil temperature sensor Input
D155AXI-8 10-107

Pin No. Signal name
nals
17 Blade auto-pitch switch (NO) Input
19 Blade tilt lever potentiometer (main) Input
20 Lift cylinder reset sensor (R.H.) Input
21 GND (analog) -
23 Blade auto-pitch switch (NC) Input
Pin No. Signal name
nals
2 Work equipment knob raise switch (NO) Input
3 Blade pitch back switch 1 (NO) Input
4 RS232C RXD Input
5 (*1) -
6 Stroke sensor B for lift cylinder (R.H.) Input
7 Blade pitch dump switch 1 (NO) Input
8 (*1) -
9 (*1) -
10 (*1) -
11 (*1) -
12 Blade pitch back switch 2 (NO) Input
13 Blade pitch dump switch 2 (NO) Input
14 RS232C TXD Output
15 (*1) -
16 Stroke sensor A for lift cylinder (L.H.) Input
17 Engine low idle signal Input
18 Back grade mode switch LED Output
19 Work equipment lock solenoid Output
20 Stroke sensor B for lift cylinder (L.H.) Input
21 Engine controller ACC hold relay Output
22 CAN0 L (KOMNET/c) Input and output
23 CAN1 L (KOMNET/r) Input and output
25 (*1) -
10-108 D155AXI-8

Pin No. Signal name
nals
26 Stroke sensor B for lift cylinder (L.H.) Input
27 Work equipment lock switch (NO) Input
28 (*1) -
29 GND (pulse) -
30 (*1) -
31 (*1) -
32 CAN0 H (KOMNET/c) Input and output
33 CAN1 H (KOMNET/r) Input and output
34 RS232C GND -
35 (*1) -
36 Stroke sensor A for lift cylinder (L.H.) Input
37 Work equipment lock switch (NC) Input
38 Work equipment knob raise switch (NC) Input
39 GND (pulse) -
40 (*1) -
*1: Never connect these pins, otherwise it may cause malfunction or failures.
Pin No. Signal name
nals
3 GND (common to solenoid ) -
4 (*1) -
5 Ripper tilt IN EPC Output
6 (*1) -
7 Blade lift RAISE EPC Output
8 TVC solenoid Output
9 Ripper tilt IN switch 1 (NO) Input
10 Power train controller selection (OPEN) Input
15 Ripper tilt BACK EPC Output
16 (*1) -
17 Blade lift LOWER EPC Output
18 (*1) -
19 Ripper tilt IN switch 2 (NO) Input
D155AXI-8 10-109

Pin No. Signal name
nals
20 Work equipment controller selection (GND) Input
25 (*1) -
26 Ripper RAISE EPC Output
27 Blade tilt RIGHT head EPC Output
28 Blade tilt LEFT head EPC Output
29 Ripper tilt BACK switch 1 (NO) Input
30 Back grade mode switch (NC) Input
35 Quick drop solenoid Output
36 Ripper LOWER EPC Output
37 Blade tilt RIGHT bottom EPC Output
38 Blade tilt LEFT bottom EPC Output
39 Ripper tilt BACK switch 2 (NO) Input
40 Back grade mode switch (NO) Input
10-110 D155AXI-8
DECELERATOR PEDAL POTENTIOMETER

STRUCTURE OF DECELERATOR PEDAL POTENTIOMETER
1: Connector 5: Coupling
2: Lever 6: Shaft
3: Body 7: Stopper
4: Potentiometer
FUNCTION OF DECELERATOR PEDAL POTENTIOMETER
1: Connector 5: Coupling
2: Lever 6: Shaft
3: Body 7: Stopper
4: Potentiometer
• The decelerator pedal potentiometer is installed in the dashboard and connected to the decelerator pedal
through the linkage.
D155AXI-8 10-111
• When the decelerator pedal is operated, the throttle potentiometer shaft is rotated by the linkage and the
potentiometer resistance changes.
• Constant voltage is applied between pins (A) and (C) of the potentiometer and an electric signal is sent
through pin (A) to the engine controller corresponding with the position of the decelerator pedal.
ENGINE CONTROLLER
STRUCTURE OF ENGINE CONTROLLER
General view
INPUT AND OUTPUT SIGNALS OF ENGINE CONTROLLER

Delphi96Pin (J1 connector)
Pin No. Signal name Input/Output
Ground/Shield/
1 Injector #1 (-)
Return
Ground/Shield/
2 Injector #2 (-)
Return
Ground/Shield/
3 Injector #3 (-)
Return
4 (*1) -
5 Fuel doser (+) Output
6 Fuel doser solenoid valve 2 Output
7 Fuel feed pump Output
8 Fuel doser solenoid valve 1 Output
9 Sensor power supply relay Output
10-112 D155AXI-8

10 (*1) -
11 (*1) -
12 (*1) -
13 EGR valve solenoid (+) Output
14 PCV2 (+) Output
15 (*1) -
Ground/Shield/
16 Turbocharger speed (-)
Return
17 Turbocharger speed (+) Input
18 Engine Bkup speed sensor Input
19 (*1) -
20 (*1) -
21 (*1) -
22 (*1) -
23 PCV1 (+) Output
PCV1 (-) Ground/Shield/
24
Return
25 Injector #1 (+) Output
28 (*1) -
Ground/Shield/
29 Fuel doser (-)
Return
Ground/Shield/
30 GND
Return
31 Engine NE speed sensor Input
32 Mass air flow (MAF) sensor Input
33 (*1) -
34 (*1) -
35 (*1) -
36 (*1) -
37 Dosing fuel pressure sensor Input
38 (*1) -
39 (*1) -
40 (*1) -
41 (*1) -
42 (*1) -
43 (*1) -
44 Ambient pressure sensor Input
45 Charge pressure sensor Input
D155AXI-8 10-113

46 (*1) -
47 (*1) -
Ground/Shield/
48 PCV2 (-)
Return
52 (*1) -
53 (*1) -
Ground/Shield/
54 GND
Return
Ground/Shield/
55 GND
Return
Ground/Shield/
56 GND
Return
Ground/Shield/
57 GND
Return
Ground/Shield/
58 GND
Return
59 (*1) -
60 (*1) -
61 Intake air temperature sensor Input
62 Charge temperature sensor Input
63 Crankcase pressure sensor Input
64 (*1) -
65 (*1) -
66 (*1) -
67 KVGT position sensor Input
68 (*1) -
69 (*1) -
70 Datalink3 (+) (KOMNET/r) Communication
71 (*1) -
72 (*1) -
Ground/Shield/
73 Injector #4 (-)
Return
Ground/Shield/
74 Injector #5 (-)
Return
Ground/Shield/
75 Injector #6 (-)
Return
Ground/Shield/
76 EGR valve solenoid (-)
Return
77 (*1) -
10-114 D155AXI-8

78 Sensor 5 V power supply Power supply
83 Coolant temperature sensor Input
84 (*1) -
85 Engine oil pressure sensor Input
86 (*1) -
87 Common rail pressure sensor Input
88 EGR valve lift sensor Input
89 (*1) -
90 (*1) -
91 (*1) -
92 (*1) -
93 (*1) -
94 Datalink3 (-) (KOMNET/r) Communication
95 (*1) -
96 (*1) -

Delphi96Pin (J2 connector)
1 Power supply (+24 V, continuous) Power supply
Ground/Shield/
2 KVGT solenoid (-)
Return
3 AdBlue/DEF line heater relay 1 Output
4 (*1) -
5 ACC (Key SW) Input
6 AdBlue/DEF pump temperature sensor/ AdBlue/DEF pump driver Input/ Output
7 AdBlue/DEF line heater relay 2 Output
10 Throttle sensor Input
11 (*1) -
12 (*1) -
13 (*1) -
14 (*1) -
15 (*1) -
D155AXI-8 10-115

16 AdBlue/DEF pump pressure sensor Input
17 (*1) -
18 (*1) -
19 (*1) -
20 (*1) -
21 Datalink4 (+) (Sensor controller) Communication
22 Datalink4 (+) (KOMNET/c) Communication
23 (*1) -
24 (*1) -
29 (*1) -
30 (*1) -
31 (*1) -
Ground/Shield/
32 GND
Return
Ground/Shield/
33 GND
Return
34 (*1) -
35 (*1) -
36 (*1) -
37 (*1) -
38 AdBlue/DEF line heater 2 Input
39 AdBlue/DEF line heater 1 Input
40 (*1) -
41 KDPF differential pressure sensor Input
42 KDPF outlet pressure sensor Input
43 (*1) -
44 (*1) -
45 Datalink4 (-) (Sensor controller) Communication
46 Datalink4 (-) (KOMNET/c) Communication
47 (*1) -
Ground/Shield/
49 Power GND
Return
Ground/Shield/
50 Power GND
Return
10-116 D155AXI-8

Ground/Shield/
51 Power GND
Return
Ground/Shield/
52 Power GND
Return
Ground/Shield/
53 AdBlue/DEF injector (-)
Return
Ground/Shield/
54 GND
Return
55 (*1) -
56 Ambient temperature sensor Input
Ground/Shield/
57 GND
Return
58 (*1) -
59 (*1) -
60 (*1) -
Ground/Shield/
61 GND
Return
62 (*1) -
63 (*1) -
64 (*1) -
65 (*1) -
66 (*1) -
67 (*1) -
68 (*1) -
69 (*1) -
70 (*1) -
71 (*1) -
72 (*1) -
Ground/Shield/
73 Power GND
Return
74 (*1) -
75 Intake air heater relay Output
76 (*1) -
77 AdBlue/DEF injector (+) Output
78 (*1) -
79 AdBlue/DEF pump voltage Output
80 KVGT solenoid (+) Output
81 AdBlue/DEF FCV Output
82 AdBlue/DEF tank heating valve Output
83 AdBlue/DEF pump heater relay Output
84 (*1) -
D155AXI-8 10-117

85 (*1) -
86 (*1) -
87 (*1) -
88 (*1) -
89 (*1) -
90 (*1) -
91 (*1) -
92 (*1) -
93 (*1) -
94 (*1) -
95 (*1) -
96 (*1) -
FUEL FEED PUMP

STRUCTURE OF FUEL FEED PUMP
General view
A: Fuel inlet B: Fuel outlet

1: Body 3: Bracket
2: Rubber 4: Connector
10-118 D155AXI-8
FUNCTION OF FUEL FEED PUMP

The fuel feed pump is controlled and driven by the engine controller or fuel feed pump switch in the following
cases.
• Increase the fuel pressure during fuel dosing process. (Controlled by engine controller)
• Bleed air from the fuel line (on engine side). (Controlled by fuel feed pump switch)
FUEL FEED PUMP SWITCH

STRUCTURE OF FUEL FEED PUMP SWITCH
General view
1: Body 3: LED lamp

2: Toggle switch 4: Connector
FUNCTION OF FUEL FEED PUMP SWITCH

• This switch receives signals from the engine controller and drives the fuel feed pump.
• The fuel feed pump is driven to bleed air from the fuel line by operating the toggle switch, when the fuel
filter is replaced, etc.
Air in the fuel line is bled by driving the fuel feed pump for the set time of the built-in timer.
D155AXI-8 10-119
• When the starting switch is at OFF position, the fuel feed pump is driven in the following pattern; Pump is
driven (30 seconds) → Pump is stopped (10 seconds). After 10 cycles of this pattern, the pump is stopped
automatically.
10-120 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
LAYOUT DRAWING OF HYDRAULIC SYSTEM
1: Control valve
2: Hydraulic tank
3: Work equipment and HSS pump
4: Hydraulic oil pressure sensor
5: Hydraulic oil temperature sensor
D155AXI-8 10-121
CLSS 10 STRUCTURE AND FUNCTION
CLSS
CLSS
Abbreviation for Closed-center Load Sensing System
STRUCTURE OF CLSS
System diagram
FEATURES OF CLSS
• Fine controllability not influenced by load
• Control performance that allows digging even under fine control operation condition
• Easy combined operation ensured by the flow dividing performance that is determined by the opening
areas of spools during combined operations
• Energy saving by variable discharge pump control
Composition of CLSS
• CLSS consists of variable displacement piston pump, control valves, and respective actuators.
• The pump consists of the main pump, fixed throttle valve, PC valve, and LS valve.
10-122 D155AXI-8
10 STRUCTURE AND FUNCTION CLSS
FUNCTION OF CLSS
Control of pump swash plate angle
The pump swash plate angle (pump discharged volume) is so
controlled that LS differential pressure (ΔPLS), which is the dif-
ferential pressure between pump discharge pressure (PP) and
control valve outlet LS pressure (PLS) (actuator load pressure),
is constant.
[LS differential pressure ( PLS) = Pump discharge pressure
(PP) - LS pressure (PLS)]
The pump swash plate angle shifts toward the maximum posi-
tion if LS differential pressure (ΔPLS) is lower than the set
pressure of the LS valve (when the actuator load pressure is
high). The pump swash plate angle shifts toward the mini-
mum position if LS differential pressure is higher than the set
pressure (when the actuator load pressure is low).
LS differential pressure (∆PLS) and pump

swash plate angle
REMARK
See "HSS pump" for the explanation of the operation.
D155AXI-8 10-123
CLSS 10 STRUCTURE AND FUNCTION
Pressure compensation control
• A pressure compensation valve is installed to the outlet port side of the control valve to balance the load.
• When actuators are operated in combined operations, the pressure difference (ΔP) between the upstream
(inlet port) and downstream (outlet port) of the spool of each valve are kept the same by the pressure com-
pensation valve, regardless the size of the load (pressure).
• The flow of oil from the pump is divided (compensated) in proportion to the areas of openings (S1) and (S2)
of each valve.
10-124 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF HYDRAULIC SYSTEM
COMPONENT PARTS OF HYDRAULIC SYSTEM

HYDRAULIC TANK
STRUCTURE OF HYDRAULIC TANK
1: Oil filler cap 7: Hydraulic oil filter element

2: Breather 8: Strainer
3: Hydraulic tank 9: Sight gauge
4: Cover 10: Drain valve
5: Bypass valve 11: Drain plug
6: Spring
SPECIFICATIONS OF HYDRAULIC TANK

Hydraulic tank
Tank total capacity (center of gauge): 142 ℓ
Tank total capacity: 95 ℓ
Breather
Set pressure of exhaust valve: 16.7±2.45 kPa {0.17±0.025 kg/cm2}
D155AXI-8 10-125
COMPONENT PARTS OF HYDRAULIC SYSTEM 10 STRUCTURE AND FUNCTION
Set pressure of intake valve: 1.96±0.29 kPa {0.02±0.003 kg/cm2}

Hydraulic oil filter
Cracking pressure of pressure valve: 147±29.4 kPa {1.5±0.3 kg/cm2}
Filtering precision: β5 3, β10 8, β20 75
Filtering area: 8000 cm2
Filtering oil flow: 550 ℓ/min
Strainer
Filter mesh size: 105
Filtering area: 1850 cm2
HYDRAULIC TANK BREATHER

STRUCTURE OF HYDRAULIC TANK BREATHER
1: Nut
2: Cover
3: Filter element
4: Case
5: Valve assembly
6: Body
Prevention of negative pressure in tank
• Since the hydraulic tank is pressurized and sealed, if the
oil level in it decreases, negative pressure is generated in
it.
At this time, valve (5) is opened by the differential pressure between the tank pressure and the ambient
pressure, and outside air is sucked in to prevent generation of negative pressure in the tank.
(Set pressure of intake valve : 1.96±0.29 kPa {0.02±0.003 kg/cm2} )
Prevention of pressure rise in tank
• While the hydraulic circuit is in operation, the pressure in the hydraulic tank increases as the oil level and
the temperature in the hydraulic tank rise corresponding to the operation of the hydraulic cylinders.
When the pressure in the tank exceeds the set pressure, valve assembly (5) is pushed up to release the
pressure in the tank and prevent pressure rise.
(Set pressure of exhaust valve : 16.7±2.45 kPa {0.17±0.025 kg/cm2} )
WORK EQUIPMENT AND HSS PUMP

HSS
Abbreviation for Hydrostatic Steering System
STRUCTURE OF WORK EQUIPMENT AND HSS PUMP

This pump consists of a variable displacement swash plate type piston pump, PC valve, LS valve, and EPC
valve.
10-126 D155AXI-8
General view
IM: PC mode selector current PB: Pump discharged pressure input port
PA: Pump discharge port PD1: Case drain port
D155AXI-8 10-127
PD2: Drain plug PLS: Load pressure input port

PEN: Control pressure pickup port PLSC: Load pressure pickup port
PEPC: EPC source pressure port PM: PC mode selector pressure pickup port
PEPCC: EPC source pressure pickup port PS: Pump suction port
1: Front pump 3: PC valve
2: LS valve 4: PC-EPC valve
Sectional view
1: Shaft 7: Cylinder block

2: Cradle 8: Valve plate
3: Case 9: End cap
4: Rocker cam 10: Servo piston
5: Shoe 11: PC valve
6: Piston
10-128 D155AXI-8
Structure drawing
• Cylinder block (7) is supported on shaft (1) by spline (12).

• Shaft (1) is supported by each bearing (13).
• The end of piston (6) is a concave sphere, and it is caulked to be combined with shoe (5).
• Piston (6) and shoe (5) form a spherical bearing.
• Shoe (5) slides in a circular pattern as always being presses against the flat surface (A) of rocker cam (4).
• Rocker cam (4) rocks on cylindrical surface (B) of cradle (2) fixed to the case. High-pressure oil is supplied
between them to form a static pressure bearing.
• Piston (6) moves relatively in the axial direction in each cylinder chamber of cylinder block (7).
• Cylinder block (7) rotates relatively to valve plate (8) while seal the pressurized oil.
• The oil pressure is balanced properly on this surface.
• The pressurized oil is sucked in and discharged from each cylinder chamber in cylinder block (7) through
valve plate (8).
SPECIFICATIONS OF WORK EQUIPMENT AND HSS PUMP

Model: HPV190
Type: Variable displacement swash plate type piston pump
Theoretical discharged volume : 427 ℓ/min(when engine speed is 2249 rpm)
Rated discharged pressure: 41.2 MPa {420 kg/cm2}
D155AXI-8 10-129
Rated speed: 2250 (-50/0) rpm
FUNCTION OF WORK EQUIPMENT AND HSS PUMP

• This pump converts the rotation and torque of the engine transmitted to its shaft into hydraulic pressure and
discharges pressurized oil corresponding to the load.
• It is possible to change the discharged volume by changing the swash plate angle.
Operation of work equipment and HSS pump
1. Cylinder block (7) rotates together with shaft (1) and shoe
(5) slides on plane (A).
2. Rocker cam (4) moves along cylindrical surface (B). As a
result, angle (a) between center line (X) of rocker cam (4)
and the axis of cylinder block (7) changes.
3. Angle (a) is called the swash plate angle.
4. While angle (a) is made between center line (X) of rocker

cam (4) and the axis of cylinder block (7), plane (A) works
as a cam for shoe (5).
5. Pistons (6) slide inside cylinder block (7) and a difference
is made between volumes (E) and (F) in cylinder block (7).
6. Oil in amount of (F) minus (E) is sucked in and discharged
from each piston (6).
7. Oil is discharged while cylinder block (7) rotates and the
volume of chamber (E) decreases.
8. Pressurized oil is suctioned as the volume of chamber (F)
increases.
9. When center line (X) of rocker cam (4) matches the axis of
cylinder block (7) (the swash plate angle is 0), the differ-
ence between volumes (E) and (F) inside cylinder block (7)
is 0.
10. Suction and discharge of pressurized oil is not performed
in this stage. Namely pumping action is not performed.
(Actually, however, a zero swash plate angle never oc-
curs.)
10-130 D155AXI-8
Control of discharged volume

1. When swash plate angle (a) is increased, the difference
between volumes (E) and (F) is increased, then dis-
charged volume (Q) is increased.
2. Swash plate angle (a) is changed by servo piston (10).
3. Servo piston (10) moves in a linear reciprocating motion
corresponding to the signal pressure from the PC valve
and LS valve.
4. This linear movement is transmitted to rocker cam (4)
through slider (14).
5. Rocker cam (4) supported on the cylindrical surface of cra-
dle (2) slides and pivots on that surface.
6. The area of servo piston (10) for receiving the pressure

are not identical on the right side and left side. Main pump
discharged pressure (self-pressure) (PP) is always trans-
mitted to the pressure chamber of the small diameter pis-
ton side.
7. Output pressure (PEN) of LS valve is supplied to the pres-
sure chamber on large diameter piston side.
8. The movement of servo piston (10) is controlled by the re-
lationship of pressure between small diameter piston side
(PP) and large diameter side (PEN) and by the ratio of the
area receiving the pressure between small diameter piston
and large diameter piston.
LS VALVE
LS
Abbreviation for Load Sensing
D155AXI-8 10-131
STRUCTURE OF LS VALVE
Sectional view
PA: Pump port PP: Pump port

PDP: Drain port PPL: Control pressure input port
PLP: LS control pressure output port PSIG: Drain port
PLS: LS pressure input port
1: Sleeve 5: Seat
2: Piston 6: Sleeve
3: Spool 7: Plug
4: Spring 8: Lock nut
FUNCTION OF LS VALVE
• The LS (load sensing) valve detects the load of the actua-
tor and controls the pump discharged volume.
• This valve controls main pump discharged volume (Q) ac-
cording to differential pressure (ΔPLS) [= PP – PLS],
called the LS differential pressure (the difference between
main pump discharge pressure (PP) and control valve out-
let port pressure (PLS)).
• This valve receives pump discharge pressure (PP), pres-
sure (PLS) (called the LS pressure) coming from the con-
trol valve output.
• The relationship between LS differential pressure (ΔPLS)
[= (PP) - (PLS)], which is a differential pressure between
main pump discharge pressure (PP) and LS pressure (PLS) , and discharged volume (Q) is as shown in the
diagram.
10-132 D155AXI-8
OPERATE LS VALVE
When control valve is in NEUTRAL position
1. The LS valve is a 3-way selector valve, and LS pressure (PLS) on the inlet of the control valve is transmit-
ted to spring chamber (B), and pump discharged pressure (PP) is transmitted to port (H) of sleeve (8).
2. Magnitude of the force resulting from this LS pressure (PLS), force of spring (4) and the pump discharged
pressure (self pressure) (PP) determine the position of spool (6).
3. Before the engine is started, servo piston (10) is pushed to the right. (See the figure below.)
4. When the engine is started, if the control lever is in NEUTRAL position, LS (PLS) is 0 MPa {0 kg/cm2} . (It is
connected to the drain circuit through the control valve spool.)
5. Spool (6) is pushed to the right and port (C) and port (D) are connected.
6. Pump discharged pressure (PP) enters the large diameter piston side from port (K).
7. The same pump discharged pressure (PP) also enters port (J) on small diameter piston side.
D155AXI-8 10-133
8. corresponding to the area difference of servo piston (10),

the servo piston is moved in the direction which makes the
swash plate angle minimum.
Operation in direction to increase pump discharged volume
1. When the difference between pump discharge pressure (PP) and LS pressure (PLS), or LS differential
pressure ( PLS), decreases (for example, when the open area of the control valve increases and pump dis-
charge pressure (PP) decreases), the combined force of LS pressure (PLS) and force of spring (4) pushes
spool (6) to the left.
2. As spool (6) moves, port (D) is connected to port (E) and connected to PC valve.
3. PC valve is connected to the drain port, and the line between ports (D) and (K) is set to drain pressure (PT).
(The operation of PC valve is explained later.)
4. The pressure at the large piston diameter end of servo piston (10) becomes drain pressure (PT), and pump
discharged pressure (PP) is constantly transmitted to port (J) at the small piston diameter end. Accordingly,
10-134 D155AXI-8
servo piston (10) is pushed to the left, and moves the swash plate in the direction to make the discharged
volume larger.
Operation in direction to increase pump discharged volume
1. When servo piston (10) moves to the right (in the direction to reduce the discharged volume) and LS differ-
ential pressure ( PLS) increases (for example, when the open area of the control valve decreases and
pump discharge pressure (PP) increases), the force caused by pump discharge pressure (PP) pushes
spool (6) to the right.
2. As spool (6) moves, pump discharge pressure (PP) flows through port (C) to port (D), and then through port
(K) to the large diameter piston side.
3. Although pump discharge pressure (PP) is applied to port (J) on the small diameter piston side, servo pis-
ton (10) is pushed to the right by the area difference between the large diameter piston side and small di-
ameter piston side of servo piston (10). As the result, the swash plate angle becomes smaller.
D155AXI-8 10-135
When servo piston is balanced
1. The pressure receiving area on the large diameter piston side is set as (A1), that on the small diameter
piston side as (A0), and the pressure entering the large diameter piston side as (PEN).
2. When the force exerted by pump discharged pressure (PP) of the LS valve is balanced with the combined
force exerted by LS pressure (PLS) and spring (4), and the relation becomes (A0) x (PP) = (A1) x (PEN),
servo piston (10) stops in that position.
3. The swash plate of the pump is held at the intermediate position. [The swash plate stops at a position
where the openings from port (D) to port (E) and from port (C) to port (D) of spool (6) are approximately
equal.]
4. At this point, the relationship between the both pressure receiving areas of servo piston (10) is (A0):
(A1)=3:5, so the pressure applied to the both piston ends when it is balanced becomes (PP):(PEN)≒5:3.
5. The force of spring (4) is adjusted so that spool (6) can be balanced at the specified center when (PP) -
(PLS) = 1.96 MPa {20 kg/cm2} .
PC VALVE
PC
Abbreviation for Pressure Compensation
10-136 D155AXI-8
STRUCTURE OF PC VALVE
PA: Pump port PM: Mode selector pressure pilot port

PDP: Drain port PPL: Control pressure output port (to LS valve)
1: Wire ring 5: Spool
2: Cover 6: Pin
3: Seat 7: Servo piston assembly
4: Retainer 8: Plug
FUNCTION OF PC VALVE
• The EPC valve consists of the proportional solenoid and
the hydraulic valve.
• When signal current (i) from the controller is received, an
EPC output pressure proportional to the amperage of cur-
rent is generated and output to the PC valve.
D155AXI-8 10-137
OPERATE PC VALVE
When signal current is zero (coil is de-energized)
1. When the signal current from the controller is not flowing
through coil (2), coil (2) is de-energized.
2. Spool (5) is pushed to the left by spring (4).
3. Port (P) is closed, and the pressurized oil from the self-
pressure reducing valve does not flow to PC valve.
4. The pressurized oil from PC valve is drained to the tank
through port (C) and port (T).
When signal current is minute (coil is energized)

1. When low signal current flows through coil (2), coil (2) is
energized and generates thrust to push plunger (7) to the
right.
2. Rod (6) pushes spool (5) to the right, and the pressurized
oil from port (P) flows to port (C).
3. The pressure at port (C) increases and the total of the
force applied to the surface of spool (5) and force exerted
by spring (4) becomes larger than the thrust of plunger (7).
4. Spool (5) is pushed to the left, and ports (P) and (C) are
disconnected.
5. Port (C) is connected to port (T).
6. Spool (5) moves to a position where the thrust of plunger
(7) becomes equal to the total of the pressure at port (C)
and the load of spring (4).
7. The circuit pressure between the EPC valve and the PC
valve is controlled in proportion to the amperage of the sig-
nal current.
10-138 D155AXI-8
When signal current is maximum (coil is energized)

1. When signal current flows through coil (2), coil (2) is ener-
gized.
2. Since the signal current is maximum at this time, the thrust
of plunger (7) also becomes maximum.
4. The pressurized oil flows from port (P) to port (C) at the
maximum rate, and the circuit pressure between the EPC
valve and PC valve is maximized.
5. Since port (T) closes, the pressurized oil does not flow into
the tank.
PC-EPC VALVE
PC
Abbreviation for Pressure Compensation
EPC
Abbreviation for Electromagnetic Proportional Control
D155AXI-8 10-139
STRUCTURE OF PC-EPC VALVE
C: To PC valve T: To tank
P: From self-pressure reducing valve
1: Connector 5: Spool
2: Coil 6: Rod
3: Body 7: Plunger
4: Spring
10-140 D155AXI-8
FUNCTION OF PC-EPC VALVE

• The EPC valve consists of the proportional solenoid and
the hydraulic valve.
• When signal current (i) from the controller is received, an
EPC output pressure proportional to the amperage of cur-
rent is generated and output to the PC valve.
OPERATE PC-EPC VALVE

When signal current is zero (coil is de-energized)
1. When the signal current from the controller is not flowing
through coil (2), coil (2) is de-energized.
2. Spool (5) is pushed to the left by spring (4).
3. Port (P) is closed, and the pressurized oil from the self-
pressure reducing valve does not flow to PC valve.
4. The pressurized oil from PC valve is drained to the tank
through port (C) and port (T).
D155AXI-8 10-141
When signal current is minute (coil is energized)

1. When low signal current flows through coil (2), coil (2) is
energized and generates thrust to push plunger (7) to the
right.
2. Rod (6) pushes spool (5) to the right, and the pressurized
oil from port (P) flows to port (C).
3. The pressure at port (C) increases and the total of the
force applied to the surface of spool (5) and force exerted
by spring (4) becomes larger than the thrust of plunger (7).
4. Spool (5) is pushed to the left, and ports (P) and (C) are
disconnected.
5. Port (C) is connected to port (T).
6. Spool (5) moves to a position where the thrust of plunger
(7) becomes equal to the total of the pressure at port (C)
and the load of spring (4).
7. The circuit pressure between the EPC valve and the PC
valve is controlled in proportion to the amperage of the sig-
nal current.
When signal current is maximum (coil is energized)

1. When signal current flows through coil (2), coil (2) is ener-
gized.
2. Since the signal current is maximum at this time, the thrust
of plunger (7) is also maximum.
4. The pressurized oil flows from port (P) to port (C) at the
maximum rate, and the circuit pressure between the EPC
valve and PC valve is maximized.
5. Since port (T) closes, the pressurized oil does not flow into
the tank.
10-142 D155AXI-8
CONTROL VALVE
STRUCTURE OF CONTROL VALVE
REMARK
The following is the description of the 5-spool valve (single tilt specification) and 6-spool valve (dual tilt specifi-
cation).
General view
REMARK
The figure below shows the 5-spool valve (single tilt specification).
D155AXI-8 10-143
A1: To HSS motor A5: To ripper tilt cylinder bottom

A2: To blade tilt cylinder head B1: To HSS motor
A3: To blade lift cylinder head B2: To blade tilt cylinder bottom
A4: To ripper lift cylinder head B3: To blade lift cylinder bottom
10-144 D155AXI-8
B4: To ripper lift cylinder bottom IB5: Connector (from controller)

B5: To ripper tilt cylinder head IB5: Connector (from controller)
IA1: Connector (from controller) LS: To pump LS valve
IA2: Connector (from controller) P: Pump port
IA3: Connector (from controller) PC: Pump pressure pickup port plug
IA4: Connector (from controller) PLSC: LS pressure pickup port plug
IA5: Connector (from controller) PEPC1: EPC valve source pressure input port (from
IB1: Connector (from controller) self-pressure reducing valve)
IB2: Connector (from controller) PEPC2: EPC valve source pressure input port (from
self-pressure reducing valve)
IB3: Connector (from controller)
T: Drain port
TS: To tank
1: EPC valve
REMARK
The figure below shows the 6-spool valve (dual tilt specification).
D155AXI-8 10-145
A1: To HSS motor A5: To ripper lift cylinder head

A2: To blade tilt cylinder head A6: To ripper tilt cylinder bottom
A3: To blade lift cylinder head B1: To HSS motor
A4: To blade tilt cylinder head B2: To blade tilt cylinder bottom
10-146 D155AXI-8
B3: To blade lift cylinder bottom IB5: Connector (from controller)

B4: To blade tilt cylinder bottom IB6: Connector (from controller)
B5: To ripper lift cylinder bottom LS: To pump LS valve
B6: To ripper tilt cylinder head P: Pump port
IA1: Connector (from controller) PC: Pump pressure pickup port plug
IA2: Connector (from controller) PLSC: LS pressure pickup port plug
IA4: Connector (from controller) self-pressure reducing valve)
self-pressure reducing valve)
IA6: Connector (from controller)
T: Drain port
T: Drain port
T: Drain port
TS: To tank
1: EPC valve
Sectional view (1/7)
REMARK
D155AXI-8 10-147
REMARK
10-148 D155AXI-8
1: Steering spool 8: Valve block

2: Blade tilt spool 9: Valve block (6-spool valve only)
3: Blade lift spool 10: Valve body
4: Blade tilt (pitch) spool (6-spool valve only) 11: Steering priority valve
5: Ripper lift spool 12: Load check valve
6: Ripper tilt spool 13: Pressure compensation valve
7: Valve block 14: Filter
D155AXI-8 10-149

REMARK
1: LS relief valve (for work equipment valve) 3: LS shuttle valve

2: LS check valve (for work equipment valve) 4: Preset check valve
REMARK
10-150 D155AXI-8
1: LS relief valve (for work equipment valve) 3: LS shuttle valve

2: LS check valve (for work equipment valve) 4: Preset check valve
D155AXI-8 10-151
1: Main relief valve 3: Unload valve

2: LS relief valve (for steering valve) 4: Suction valve
10-152 D155AXI-8
1. EPC valve
2. Suction valve
D155AXI-8 10-153
1: EPC valve 3: LS bypass valve

2: Suction valve
10-154 D155AXI-8
REMARK
Apply section H-H to 6-spool valve only.
1: EPC valve 2: Suction valve
D155AXI-8 10-155
HYDRAULIC CIRCUIT DIAGRAMS OF CONTROL VALVE AND NAMES OF

VALVES
1: EPC valve 3: Steering priority valve

2: Pressure compensation valve 4: Relief valve
10-156 D155AXI-8
Set pressure: 40.2 MPa {410 kg/cm2} 8: Ripper lift valve

5: Unload valve 9: Blade pitch valve
Set pressure: 2.5 MPa {25 kg/cm2} 10: Blade lift valve
6: LS relief valve 11: Blade tilt valve
Set pressure: 37.2 MPa {379 kg/cm2} 12: Steering valve
7: Ripper tilt valve
UNLOAD VALVE OF CONTROL VALVE

FUNCTION OF UNLOAD VALVE OF CONTROL VALVE
When control valve is in NEUTRAL position
When main spool (1) is at “HOLD” position, it drains the excess oil discharged by the pump, and prevents the
pressure from being formed in the circuit from rising.
D155AXI-8 10-157
OPERATE UNLOAD VALVE OF CONTROL VALVE

When main spool (1) is at “HOLD” position, it drains the excess oil discharged by the pump, and prevents the
pressure from being formed in the circuit from rising.
1. When main spool (1) is at “HOLD” position, the pump discharge pressure passes from chamber (A) through
orifice (4) to chamber (D). Chambers (C) and (C') are connected to the drain circuit.
2. When pressurized oil is supplied from the pump, the pressure in chamber (D) increases, and main spool (1)
is pushed to the right by the received pressure which is determined by the cross-sectional area of piston (3)
receiving the pressure.
3. When this received pressure becomes larger than the set force of spring (2), main spool (1) moves to the
right and connects chambers (A) and (B), so the oil from the pump is drained.
4. Therefore, main spool (1) is balanced at a position that matches the supply of oil from the pump.
5. Actually, the amount of oil supplied from the pump is small, so the pressure in the circuit is almost the same
as the set force of spring (2).
10-158 D155AXI-8
FUNCTION OF OILFLOW CONTROL OF CONTROL VALVE

Use of the CLSS circuit (Closed Center Load Sensing System) makes it possible to control the oil flow by ad-
justing the area of opening of the spool driven by the EPC valve regardless of the load.
OPERATE OILFLOW CONTROL OF CONTROL VALVE

Use of the CLSS circuit (Closed Center Load Sensing System) makes it possible to control the oil flow by ad-
justing the area of opening of the spool driven by the EPC valve regardless of the load.
When steering valve is at HOLD position
1. When steering spool (1) is at “HOLD” position, the pump discharged pressure is transmitted from chamber
(A) of the steering priority valve through the notch in spool (3) of the steering priority valve, and passes
through chamber (B) to chamber (C) of steering spool.
2. Oil in chamber (G) of the steering priority valve is drained through chamber (H) to chamber (F) of the steer-
ing spool.
3. Since the pump discharged pressure is acting on the left end of spool (3) of the steering priority valve, it
compresses spring (4) and moves to the right to the maximum stroke position.
D155AXI-8 10-159
4. In this condition, the area of the opening to steering spool (1) of the steering priority valve is at its minimum.
When steering valve is set for steering left
• ΔPLS = Differential pressure between ports (K) and (J) = 2.0 MPa {20 kg/cm2}

• ΔPLS’ = Differential pressure between ports (I) and (D)
• ΔPLS ≒ PLS'
10-160 D155AXI-8
1. When PCCS lever is operated to “LEFT”, pilot pressure

(PI) acts on the right end of steering spool (1) through the
EPC valve.
2. When the pressure becomes greater than the set load of
spring (2), steering spool (1) moves to the left and is bal-
anced at a position that matches pilot pressure (PI).
3. Chambers (C) and (D) are connected, and the oil dis-
charged from the pump flows through ports (A), (B), (C)
and (D) to HSS motor (6).
4. At the same time, the load pressure in chamber (D) of the
steering spool is transmitted through LS orifice (5) and
chamber (H) to chamber (G) of steering priority valve, and
is further transmitted through LS circuit (O) to the LS valve
of the work equipment and HSS pump.
5. Since chamber (B) pressure ≒ chamber (C) pressure, and
chamber (G) pressure ≒ chamber (D) pressure, steering
priority valve spool (3) is controlled by the differential pres-
sure of steering spool (1) [chamber (C) pressure - cham-
ber (D) pressure] and balanced with spring (4).
6. If the oil flow is too large, the differential pressure of steer-
ing spool (1) becomes larger, so steering priority valve
spool (3) moves in the direction to throttle the oil flow.
7. On the other hand, if the oil flow is too small, steering pri-
ority valve spool (3) moves in the direction to increase the oil flow.
8. LS valve of the pump is controlled so that the differential pressure between pump discharged pressure (P)
and LS pressure (LS) [LS differential pressure: ΔPLS] remains constant, so a suitable amount of oil flows to
ensure that the loss of pressure at the control valve (ΔPLS’) is equal to ΔPLS.
9. The loss of pressure in the control valve is determined by the area of the opening of steering spool (1), so
the oil flow matches the opening of steering spool (1).
10. The return oil flow from HSS motor (6) is drained through chamber (E) and chamber (F).
When blade lift valve, blade tilt valve, ripper lift valve, and ripper tilt valve of
work equipment valve is at HOLD position
The figure shows the blade lift valve and steering valve.
D155AXI-8 10-161
1. When blade lift spool (1) is at “HOLD” position, the pump discharged pressure (unload pressure) is trans-
mitted to chambers (D) and (D').
2. The pressure is not formed in chambers (H) and (H'), so pressure compensation valve spool (3) and steer-
ing priority valve spool (4) are pressed to the right.
10-162 D155AXI-8
3. The pump discharged pressure is transmitted to chamber (C) of the pressure compensation valve through
chambers (A) and (B) of steering priority valve spool (4), and is further transmitted through chambers (D)
and (E) to chamber (F) of the blade lift spool.
4. In the same way as described in “Steering valve”, the position of pressure compensation valve spool (3) is
determined to match the opening of blade lift spool (1), and the oil flow is determined so that pressure loss
(ΔPLS) of the control valve becomes equal to the control differential pressure (ΔPLS') of the pump LS
valve.
D155AXI-8 10-163
Meter-out control when blade moves down under its own weight (work equip-
ment lever in “LOWER”)
1. When the blade moves down under its own weight, the oil flow of return oil from blade lift cylinder is control-
led by the area of the opening of blade lift spool (1).
10-164 D155AXI-8
2. When the port of blade lift spool (1) is opened by pilot pressure (PI), because of the weight of the blade, the
pressurized oil from the cylinder head side passes through ports (A), (B), (C) and (D), and is drained to the
tank.
3. The flow of return oil from the blade lift cylinder is throttled by the area of opening between ports (A) and (B)
of the blade lift spool, so the lowering speed is controlled.
4. The pressurized oil flowing from the blade lift cylinder head end passes from the drain circuit through suc-
tion valve (2) and is supplied to the bottom end of the blade lift cylinder.
5. The oil discharged from the pump passes through ports (A'), (B'), (C'), (D') and (E'), and is supplied to the
blade lift cylinder bottom.
D155AXI-8 10-165
Meter-out control when blade moves down under its own weight (work equip-
ment lever in “FLOAT”)
When the blade lift valve is at “FLOAT”, the cylinder port and drain port are interconnected to put the circuit in a
no-load condition.
10-166 D155AXI-8
1. When the blade lift valve is in “FLOAT” condition, the pump circuit and cylinder ports (A3) and (B3) are dis-
connected so that the other control valves can be operated.
2. When the work equipment control lever is set at “LOWER” position and “FLOAT” button is pressed, output
pressure (PA3) of the EPC valve becomes 3.4 MPa {35 kg/cm2} or more and blade lift spool (1) is moved to
the maximum stroke position.
3. Ports (A3) and (B3) and LS circuit (O) are all interconnected to the drain circuit, so there is no load on the
blade lift cylinder.
4. If the blade lift cylinder is driven by the weight of the blade, the pressurized oil entering from port (A3) flows
to ports (A), (B), (B') and (A'), while the rest of the pressurized oil flows through ports (C) and (D), and is
drained.
5. The oil flow is throttled by the area of opening of blade lift spool (1) between ports (A) and (B) to control the
cylinder speed.
6. The pump circuit chamber (E) and ports (A3) and (B3) are disconnected but pump discharged pressure (P)
is formed at chamber (E), so it is possible to carry out combined operations with other control valves.
FUNCTION OF CONTROL VALVE DURING HYDRAULIC RELIEF

Steering valve
REMARK
The figure shows the condition of steering LS relief valve (5) during hydraulic relief.
D155AXI-8 10-167
• ΔP1 = ΔP3 + ΔP4 = Differential pressure between ports (M) and (E)
• ΔP2 = Differential pressure between ports (E) and (N)
• ΔP3 = Differential pressure between ports (M) and (B)
• ΔP4 = Differential pressure between ports (B) and (E)
10-168 D155AXI-8
• ΔLS = ΔP1 + ΔP2 = Differential pressure between ports (M) and (N) = 2.0 MPa {20 kg/cm2}
• This valve sets the maximum pressure when HSS motor (7) is operated.
OPERATE CONTROL VALVE DURING HYDRAULIC RELIEF

When steering is in operation
REMARK
The figure shows the condition of steering LS relief valve (5) during hydraulic relief.
D155AXI-8 10-169
• ΔP1 = ΔP3 + ΔP4 = Differential pressure between ports (M) and (E)
• ΔP2 = Differential pressure between ports (E) and (N)
• ΔP4 = Differential pressure between ports (B) and (E)
10-170 D155AXI-8
This valve sets the maximum pressure when HSS motor (7) is operated.
1. If steering spool (1) is moved and the pressure of HSS motor (7) becomes higher, the poppet of steering LS
relief valve (5) will start to open and oil is drained from LS circuit (O). [Ports (E), (F), (G), (J), (K), and (L)]
2. As a result, there will be a drop in pressure in LS passage (O) starting from LS sensing hole (F), and ΔP2
will become larger.
3. For the same reason, if the pressure in chambers (H) and (I) drops, steering priority valve spool (2) will
push against spring (3) and move to the right, and will make the opening between chambers (B) and (C)
smaller, so the flow to chambers (B) and (C) will be throttled and ΔP4 will become larger.
4. Because of the pump swash plate control, the system circuit is balanced at a circuit pressure which makes
the pressure loss generated by the flow at steering LS relief valve (5), ΔP1 + ΔP2, equal to LS differential
pressure (ΔLS).
5. The pump LS valve detects the differential pressure generated by steering LS relief valve (5), and moves
the pump swash plate angle from the maximum to the minimum position. The pump swash plate is bal-
anced at a position where the LS differential pressure is 2.0 MPa {20 kg/cm2} .
6. When the pump is at the minimum swash plate angle (minimum oil flow), if the minimum oil flow is greater
than the [LS relief oil flow + leakage at any part], the pressure is confined in the pump circuit [between the
pump and chambers (A) and (B)], so the LS differential pressure rises.
7. If this differential pressure goes above the set pressure for unload valve (4), the unload valve is actuated to
relieve the excess oil flow and balance the circuit.
When blade lift, blade tilt, ripper lift and ripper tilt are operated
REMARK
The figure shows the condition when work equipment LS valve (5) is relieved at blade tilt stroke end.
D155AXI-8 10-171
• ΔP1 = ΔP3 + ΔP4 = Differential pressure between ports (M) and (P)
• ΔP2 = Differential pressure between ports (P) and (N)
• ΔP4 = Differential pressure between ports (B) and (P)
10-172 D155AXI-8
1. If blade tilt spool (1) is moved and the pressure of the blade tilt cylinder becomes higher, the poppet of work
equipment LS relief valve (5) will start to open and pressurized oil will be drained from LS circuit (O). [Ports
(E), (F), (G), (J), (K) and (L)]
2. As a result, there will be a drop in pressure in LS passage (O) starting from LS sensing hole (F), and ΔP2
will become larger.
3. For the same reason, if the pressure in chambers (H) and (I) drops, pressure compensation valve spool (2)
will push against spring (3) and move to the right, and will make the opening between chambers (B) and (C)
smaller, so the flow to chambers (B) and (C) will be throttled and ΔP4 will become larger.
4. Because of the pump swash plate control, the system circuit is balanced at a circuit pressure which makes
the pressure loss generated by the flow at work equipment LS relief valve (5), ΔP1 + ΔP2, equal to LS dif-
ferential pressure (ΔLS).
5. The pump LS valve detects the differential pressure generated by work equipment LS relief valve (5), and
moves the pump swash plate angle from the maximum to the minimum position. The pump swash plate is
balanced at a position where the LS differential pressure is 2.0 MPa {20 kg/cm2} .
6. When the pump is at the minimum swash plate angle (minimum oil flow), if the minimum oil flow is greater
than the (LS relief oil flow + leakage at any part), the pressure is confined in the pump circuit [between the
pump and chambers (A) and (B)], so the LS differential pressure rises.
7. If this differential pressure goes above the set pressure for unload valve (4), the unload valve is actuated to
relieve the excess oil flow and balance the circuit.
Combined operation of steering and blade tilt
REMARK
The figure shows LS relief valves (4) and (5) relieved when the steering is stalled and the blade tilt cylinder is at
the stroke end.
D155AXI-8 10-173
• Δ = P - P2
• ΔPO = Differential pressure between ports (H) and (K)
• Pressure P2 = LSO + ΔPO
10-174 D155AXI-8
• When steering spool (1) and blade tilt spool (2) are relieved at the same time, the pump discharged pres-
sure is separated by pressure compensation valve spool (3) in the blade tilt valve, and the port pressure is
maintained at a constant value.
1. If HSS motor (6) stalls, the load pressure increases and steering valve LS relief valve (4) operates to cut off
the system. (For details, see “At relief, Steering valve”.)
2. The pump discharged pressure (P) is maintained at 38.2 MPa {390 kg/cm2} at this time, and this is trans-
mitted to chamber (G) of the blade tilt valve.
3. When blade tilt spool (2) is operated and the load on the blade tilt valve is greater, LS relief valve (5) for
blade tilt valve is actuated, and drain oil flow (Q1) flows to LS circuit (O).
4. A differential pressure is generated on the right and left sides of pressure compensation valve spool (3) by
LS throttle (M) of blade tilt spool (2), and it moves the full stroke to the right.
5. The opening between chambers (D) and (E) is throttled to the minimum size (pump pressure separated).
6. Oil flow (Q1) is determined by pump discharged pressure (P) and the total pressure loss Δ (P - LSO) of
ports (C), (D), (E), (F), (G), (I), (J) and (K).
7. Furthermore, pressure (P2) [the pressure in chamber (H)] becomes the total (LSO + ΔPO) of the set pres-
sure of work equipment LS relief valve (5) and the circuit pressure loss of ports (H), (I), (J) and (K).
FUNCTION OF CONTROL VALVE DURING COMBINED OPERATION

Steering and work equipment valve
REMARK
The figure shows the condition when the steering and blade lift valve are operated at the same time.
D155AXI-8 10-175
The steering valve is equipped with steering priority valve spool (3), so if the steering valve and the downstream
work equipment valve are operated at the same time, priority is given to the flow of oil to the steering valve, and
the rest of the volume of oil discharged from the pump goes to the work equipment valve.
10-176 D155AXI-8
OPERATE CONTROL VALVE DURING COMBINED OPERATION

Combined operations of steering system and work equipment
REMARK
The figure shows the condition when the steering and blade lift valve are operated at the same time.
D155AXI-8 10-177
The steering valve is equipped with steering priority valve spool (3), so if the steering valve and the downstream
work equipment valve are operated at the same time, priority is given to the flow of oil to the steering valve, and
the rest of the volume of oil discharged from the pump goes to the work equipment valve.
10-178 D155AXI-8
1. When steering spool (1) is operated to the left by EPC

valve output pressure (PI), the oil flows into the HSS motor
and a differential pressure is generated between the inlet
and outlet of the steering spool and between chambers (C)
and (D).
2. Steering priority valve spool (3) is controlled by this differ-
ential pressure, and at the same time, the pump swash
plate angle is controlled at ΔPLS = 2.0 MPa {20 kg/cm2} ,
and the oil flow to the steering valve is determined.
3. For details, see “Control of oil flow, Steering valve”.
4. In this condition, if downstream work equipment blade lift
spool (2) is operated, the pump discharged pressure mo-
mentarily drops
5. At the same time, ΔPLS becomes smaller, so the pump swash plate tilts toward the maximum angle in or-
der to increase the oil flow by the amount which compensates the pressure drop.
6. The differential pressure between chambers (C) and (D) becomes smaller, and steering priority valve spool
(3) is moved to the left by the pressure in chamber (E) in the direction to throttle the opening to the work
equipment valve.
When pump swash plate does not reach maximum angle
1. When the maximum oil flow from the pump is greater than the sum of the flow demanded by the steering
valve and work equipment valve, an amount of oil that matches the opening of steering spool (1) flows to
the steering valve.
2. An amount of oil determined by the pump discharged pressure, the load pressure and the area of the spool
opening, flows to the work equipment valve.
When pump swash plate is at maximum angle
When steering valve load work equipment valve load
• An amount of oil that matches the opening of steering spool (1) flows to the steering valve, and the remain-
ing oil flows to the work equipment valve.
When steering valve load > work equipment valve load.
• Pump discharged pressure (P) is determined by the steering valve load, but in this condition, if the down-
stream work equipment valve where the load is smaller is operated, the difference in pressure causes the
oil to try to flow to the work equipment valve, so the pump discharged pressure drops.
• To ensure the flow of oil to the steering system, steering priority valve spool (3) increases the area of the
opening to the steering system, while at the same time reducing the area of the opening to the work equip-
ment.
• In this condition, the flow of oil is divided in proportion to the difference in pressure between differential
pressure (P) – (P1) and differential pressure (P) – (P2).
• The bigger (P1) – (P2) is, the smaller the flow of oil to the steering system becomes.
Combined operation of blade lift and blade tilt
REMARK
The figure shows the condition when the blade lift and blade tilt are operated at the same time.
D155AXI-8 10-179
It consists of a parallel circuit, so when combined operations are carried out, the oil flow is divided correspond-
ing to the opening area of each spool.
1. When blade tilt spool (1) and blade lift spool (2) are at the “HOLD” position or are at “OPERATE”, steering
priority valve (3) is pressed to the right, and the area of the opening to the downstream section is at its max-
imum.
10-180 D155AXI-8
2. Blade tilt spool (1) and blade lift spool (2) are actuated by EPC valve output pressures (PA2) and (PB3),
and each of them is balanced at a position that matches its own EPC valve output pressure.
When pressure (P2) pressure (P3)
Blade lift valve load pressure (P3) is transmitted to the pump LS valve through LS circuit (O).
When pump swash plate does not reach maximum angle
• When the maximum flow of oil from the pump is greater than the sum of the oil flow demanded by the blade
tilt valve and blade lift valve, an oil flow that matches the opening of the spool flows to both of the blade tilt
valve and blade lift valve.
When pump swash plate is at maximum angle
• When the maximum flow of oil from the pump is smaller than the sum of the oil flow demanded by the blade
tilt valve and blade lift valve, the flow of oil to the blade tilt valve and blade lift valve is divided corresponding
to differential pressure (PO) - (P2) and differential pressure (PO) - (P3).
• In other words, more oil flows to (P2) where the load is small.
REMARK
When the blade is raised and the blade tilt valve and blade lift valve are moved to “RAISE” position at the same
time, the blade tilt valve load pressure is smaller than the blade lift valve load pressure, so the flow of oil to the
blade tilt valve is given priority. In addition, the oil flow demanded by the blade tilt valve is smaller, so the condi-
tion is just as if priority was given to the oil flow for the blade tilt valve.
When pressure (P2) = pressure (P3)
(P) – (P2) ≒ (P) – (P3), so an oil flow proportional to the size of the spool opening of each spool is distributed.
OPERATE UNLOAD VALVE PRESET SYSTEM

REMARK
The figure shows the condition with preset check valve (3) open immediately after blade lift valve is operated.
D155AXI-8 10-181
1. This improves the response of the system including the pressure compensation valve and pump swash
plate by sending the pilot pressure (EPC valve source pressure) to the LS circuit, and compensating the
rise of the LS circuit pressure.
10-182 D155AXI-8
2. When blade lift valve spool (1) is at “HOLD” position, pilot pressure (P1) (source pressure of PPC valve) is
sent through preset check valve (3) to chamber (F) of the pressure compensation valve. This pressure is
called preset pressure (P2).
3. Unload pressure (P) is transmitted to chamber (B), but (P1) + (F0) > (P) [F0: load of spring (4)], so pressure
compensation spool (2) moves to the left and the size of the opening between chambers (A) and (B) be-
comes the maximum.
4. When blade lift spool (1) is switched, unload pressure (P) flows immediately through chambers (A), (B), (C),
(D) and (E) to the blade lift cylinder, so the pressure at the port starts to rise and the time lag becomes
smaller.
5. At the same time, preset pressure (P2) is transmitted to LS circuit (O), and the pressure in the LS circuit
rises.
6. Unload valve (7) closes, and oil flows further to the pump LS valve to improve the response of the pump
swash plate angle. This makes it possible to reduce the response time for giving the necessary oil flow.
D155AXI-8 10-183
LAYOUT OF POWER TRAIN SYSTEM 10 STRUCTURE AND FUNCTION
POWER TRAIN SYSTEM

LAYOUT OF POWER TRAIN SYSTEM
10-184 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT OF POWER TRAIN SYSTEM
1: Universal joint 7: Centralized pressure pickup port

2: Torque converter and PTO 8: Torque converter control valve
3: Transmission 9: Transmission ECMV
4: Bevel gear shaft, HSS, and brake 10: Brake control valve
5: Final drive 11: Main relief valve and torque converter relief valve
6: Work equipment and HSS pump (HPV190) 12: Power train oil filter
D155AXI-8 10-185
LAYOUT OF POWER TRAIN SYSTEM 10 STRUCTURE AND FUNCTION
13: Scavenging pump (SAR(4) 140) 17: Transmission output shaft speed sensor
14: Power train oil cooler (with built in radiator lower 18: Torque converter oil temperature sensor
tank) 19: Torque converter outlet oil pressure sensor
15: HSS motor (KMF140) 20: Torque converter inlet oil pressure sensor
16: Power train pump and steering lubrication pump
(SAR(3) 100 + 40)
10-186 D155AXI-8
10 STRUCTURE AND FUNCTION OPERATE POWER TRAIN SYSTEM
OPERATE POWER TRAIN SYSTEM
• The power generated by the engine is transmitted from universal joint (1) to torque converter (2) after its
torsional vibrations have been reduced with damper.
• The power from the engine is transmitted through the oil by torque converter (2) to the transmission input
shaft (turbine shaft) corresponding with the change in load.
• Transmission (3) uses a combination of planetary gear mechanisms and hydraulic clutches to reduce the
speed and shift the gears (3 forward speeds and 3 reverse speeds). corresponding to the change in load, 2
clutches are selected and engaged to transmit the power from the bevel pinion at the rear end of the trans-
mission to bevel gear fixed to the bevel gear shaft.
• The power transmitted to the bevel gear shaft is then further transmitted to HSS (Hydrostatic Steering Sys-
tem) unit (4).
Work equipment and HSS pump (6) is driven by PTO (5), and the oil discharged from it drives HSS motor
(7).
The rotation of the pair of the HSS gears on the right and left is controlled by HSS motor (7). The turning
direction is controlled by generating a difference in speed on the right and left.
It is also possible to use the HSS mechanism to reverse the rotation to the right and left to perform the
counter-rotation turn.
• Brake (8)of HSS is used for braking the machine. Brake (8) is a wet, multiple disc clutch and spring boosted
type.
The power output from brake (8) is transmitted to final drive (9).
D155AXI-8 10-187
OPERATE POWER TRAIN SYSTEM 10 STRUCTURE AND FUNCTION
• Final drive (9) consists of a single-stage spur gear and a single-stage planetary gear system. It reduces the
speed and rotates sprocket (10) to drive the track shoe and move the machine.
10-188 D155AXI-8
10 STRUCTURE AND FUNCTION TRANSMISSION, STEERING, AND BRAKE CONTROL
TRANSMISSION, STEERING, AND BRAKE CONTROL

LAYOUT OF TRANSMISSION, STEERING, AND BRAKE CONTROL SYSTEM
PARTS
General view
D155AXI-8 10-189
TRANSMISSION, STEERING, AND BRAKE CONTROL 10 STRUCTURE AND FUNCTION
1: Parking brake lever 10: DOWN switch

2: Electric steering lever 11: UP switch
3: Joystick (steering, directional, and gear shift lever) 12: Rod
(PCCS lever) 13: Limit switch
4: Power train controller 14: Brake pedal
5: HSS motor 15: Brake pedal potentiometer
6: Brake control valve 16: Decelerator pedal potentiometer
7: Transmission control valve 17: Decelerator pedal
8: Machine pitch angle sensor
9: Parking lock switch
FUNCTION OF TRANSMISSION, STEERING, AND BRAKE CONTROL
10-190 D155AXI-8
10 STRUCTURE AND FUNCTION TRANSMISSION, STEERING, AND BRAKE CONTROL
• The transmission and steering are controlled with joystick (steering, directional, and gear shift lever) (PCCS
lever) (5).
• The machine has a safety mechanism for starting engine. If parking brake lever (1) is not in LOCK position,
parking lock switch (9) does not operate and engine cannot be started.
• While parking brake lever (1) is in LOCK position, power train controller (4) does not send the signal of turn-
ing to the EPC valve of the control valve.
• Joystick (steering, directional and gear shift lever) (PCCS lever) (3) sends electric signals to power train
controller (4). Upon receiving these electric signals, power train controller (4) sends signals to EPC valve of
the control valve to change the discharge of the pump and control the HSS motor.
• When the operator depresses brake pedal (14), rod (12) operates potentiometer (15) to send the electric
signal to power train controller (4). Upon receiving this signal, power train controller (4) sends the signal to
the brake control valve to apply the brake.
• When brake pedal (14) moves near the stroke end, limit switch (13) turns ON and operates the brake.
D155AXI-8 10-191
PALM COMMAND CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
PALM COMMAND CONTROL SYSTEM

PALM COMMAND CONTROL SYSTEM DIAGRAM
1: Machine monitor 9: Torque converter

2: Brake pedal 10: Torque converter control valve
3: Joystick (steering, directional and gear shift lever) 11: Transmission
4: Engine controller 12: Transmission control valve
5: Power train controller 13: HSS unit
6: Engine speed sensor 14: Brake control valve
7: Transmission output shaft speed sensor 15: Control valve
8: Engine 16: Steering control valve
10-192 D155AXI-8
10 STRUCTURE AND FUNCTION PALM COMMAND CONTROL SYSTEM
FUNCTION OF GEAR SHIFT MODE

Types of gear shift mode
There are Automatic Shift Mode and Manual Shift Mode in the
gear shift mode. These modes are changed to each other each
time gear shift mode switch (1) is pressed.
Automatic Shift Mode
• When a load is applied, the gear is shifted down automati-
cally. When the load is reduced, the gear is automatically
shifted up to the maximum usable gear speed automatical-
ly.
• The torque converter locks up corresponding to loads and
the gear is shifted up to the set maximum gear speed au-
tomatically. In this mode, low fuel consumption and high
working efficiency can be obtained.
Manual Shift Mode
• When a load is applied while the auto shift down is ON, the gear is shifted down automatically. When the
load is reduced, however, the gear is not shifted up automatically.
• While the auto shift down is OFF, the operator shifts the gear up and down manually.
• While the auto shift down is ON, the gear is automatically shifted down when a load is applied.
• While the auto shift down is OFF, the gear is not automatically shifted down even when a load is applied.
Gear shift method
By pressing UP switch (1) or DOWN switch (2) on the joystick
(steering, directional, and gear shift lever), the operator can
perform gear shift operations and presettings.
Method to display on screen

The gear shift mode is displayed on the gear speed display portion of the machine monitor as shown below.
1: Current gear speed
2: “AUTO” mark which indicates Automatic Shift Mode
3: Symbol of Automatic Shift Mode
4: Preset (gear speed at start) and maximum gear speed for
travel
D155AXI-8 10-193
PALM COMMAND CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
Manual Shift Mode

1: Current gear speed
2: “MAN” mark which indicates Manual Shift Mode
3: Symbol of Manual Shift Mode
4: Preset (gear speed at start)
Preset setting with shift switch operation in neutral

The maximum gear speed for travel (Automatic Shift Mode) and the gear speed at start (Manual Shift Mode) are
preset by operating the shift switch in neutral.
REMARK
• When the starting switch is turned to “ON” position, the system is set to “F1-R1” of Automatic Shift Mode.
• When the gear shift mode is switched, “F1-R1” is selected as the default.
Setting maximum gear speed for travel
Manual Shift Mode

Setting gear speed at start
Method to change gear speed with the shift switch operation during travel
By pressing the UP switch or DOWN switch while the machine is traveling, the maximum gear speed during
travel (in Automatic Shift Mode) or the current gear speed (in Manual Shift Mode) can be changed.
Changing the maximum gear speed while the machine is traveling
When traveling forward The maximum gear speed can be set to F1 to F3.
When traveling in reverse The maximum gear speed can be set to R1 to R3.
Each time this switch is pressed, the maximum gear speed is shifted up to the
UP switch
next range.
10-194 D155AXI-8
10 STRUCTURE AND FUNCTION PALM COMMAND CONTROL SYSTEM
Each time this switch is pressed, the maximum usable gear speed is shifted
DOWN switch
down to the next range.
Manual Shift Mode

Changing gear speed for travel
When traveling forward The current gear speed can be set to F1 to F3.
When traveling reverse The current gear speed can be set to R1 to R3.
Each time this switch is pressed, the maximum gear speed is shifted up to the
UP switch
next range.
Each time this switch is pressed, the maximum usable gear speed is shifted
DOWN switch
down to the next range.
Gear speed setting for starting or changing travel direction on slope

• To ensure safety, the machine may start in 2nd “2” according to its condition when starting on an uphill in
3rd (Low) “3L”.
• To ensure safety, the machine starts in 1st “1” according to its condition and the minimum engine speed is
increased instantaneously when the travel direction is changed while traveling downhill.
D155AXI-8 10-195
HSS SYSTEM 10 STRUCTURE AND FUNCTION
HSS SYSTEM
HSS
HSS SYSTEM DIAGRAM
1: Joystick (steering, directional, and gear shift lever) 4: Work equipment and HSS pump
(PCCS lever) 5: Engine
2: Power train controller 6: EPC valve
3: Control valve 7: Hydraulic tank
10-196 D155AXI-8
10 STRUCTURE AND FUNCTION HSS SYSTEM
8: Sprocket 11: HSS open hydraulic circuit

9: Final drive 12: Servo valve
10: HSS motor 13: Engine controller
Input/output signal
A: Directional signal C: Engine control information
B: Steering signal D: CAN communication network
FUNCTION OF HSS SYSTEM

• HSS is an abbreviation for Hydrostatic Steering System.
Hydrostatic means fluid statics.
• As shown in the figure, the HSS system consists of one set of control valve (3), work equipment and HSS
pump (4), and HSS motor (10). With this system, the machine can turn by creating a difference between the
right and left track speeds without decreasing the travel speed.
• Power train controller (2) controls the rotation direction and speed of HSS motor (10) via EPC valve (6) of
control valve (3) corresponding to the tilting direction and angle of joystick (steering, directional, and gear
shift lever) (PCCS lever) (1).
• HSS motor (10) drives the planetary gear mechanism on the bevel gear shaft and creates a difference in
speed between right and left sprockets (8) to turn the machine.
• Power train controller (2) detects the engine speed and hydraulic pressure at each part to control the trans-
mission and control valve (3) so that the engine will not stall.
• Engine control information including the engine speed is exchanged through the CAN communication net-
work between engine controller (13) and power train controller (2).
D155AXI-8 10-197
HSS SYSTEM 10 STRUCTURE AND FUNCTION
10-198 D155AXI-8
10 STRUCTURE AND FUNCTION CENTRALIZED PRESSURE PICKUP PORT
CENTRALIZED PRESSURE PICKUP PORT

LAYOUT OF CENTRALIZED PRESSURE PICKUP PORT
SC: Stator clutch oil pressure pickup port 3RD: 3rd clutch oil pressure pickup port
LU: Lockup clutch oil pressure pickup port 2ND: 2nd clutch oil pressure pick-up port
F: F clutch oil pressure pickup port RB: Right brake pressure pickup port
R: R clutch oil pressure pickup port LB: Left brake pressure pickup port
1ST: 1st clutch oil pressure pickup port TM: Transmission main relief pressure pickup port
D155AXI-8 10-199
CENTRALIZED PRESSURE PICKUP PORT 10 STRUCTURE AND FUNCTION
FUNCTION OF CENTRALIZED PRESSURE PICKUP PORT

Oil pressure pickup ports to be used for Pm clinic are centralized inside the step cover at the right of the cab in
order to improve the serviceability.
10-200 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF POWER TRAIN SYSTEM
COMPONENT PARTS OF POWER TRAIN SYSTEM

UNIVERSAL JOINT
STRUCTURE OF UNIVERSAL JOINT
1: Spider 2: Yoke
FUNCTION OF UNIVERSAL JOINT

The universal joint transmits the power output from the damper to the torque converter, while absorbing impacts
and vibration from it.
D155AXI-8 10-201
COMPONENT PARTS OF POWER TRAIN SYSTEM 10 STRUCTURE AND FUNCTION
POWER TRAIN MOUNT

STRUCTURE OF POWER TRAIN MOUNT
General view
1: Front mount 5: Plate

2: Rear mount 6: Seal
3: Cover 7: Coupling
4: Cage 8: Clamp
10-202 D155AXI-8
FUNCTION OF POWER TRAIN MOUNT

The mounts are installed at 2 places in the front section and at 2 places in the rear section to secure the main
frame and power train.
TORQUE CONVERTER AND PTO

PTO
Abbreviation for Power Take Off
STRUCTURE OF TORQUE CONVERTER AND PTO

General view
D155AXI-8 10-203
A: From power train pump D: From transmission case

B: To power train oil cooler E: To transmission case
C: From main relief valve F: From power train oil cooler
Sectional view
10-204 D155AXI-8
1: Work equipment and HSS pump mounting location

2: Cooling fan pump mounting location
3: Scavenging pump mounting location
4: Power train pump and steering lubrication pump mounting
location
5: Torque converter case
6: Coupling
7: Input shaft (number of teeth: 58)
8: PTO idler gear (number of teeth: 66)
9: PTO idler gear shaft
10: Lockup clutch housing
11: Turbine
12: Drive case
13: Race
14: Stator
15: Pump
16: Retainer
17: Stator clutch front housing
18: Pump shaft
19: Stator clutch rear housing
20: Stator shaft
21: Stator clutch hub
22: Stator clutch plate
23: Stator clutch disc
24: Stator clutch piston
25: Transmission input shaft
26: Lockup clutch plate
27: Lockup clutch disc
28: Lockup clutch piston
29: Turbine boss
30: PTO gear A (number of teeth: 49)
31: PTO gear B (number of teeth: 48)
32: Scavenging pump drive gear (number of teeth: 56)
33: Torque converter control valve
34: Power train oil strainer
35: Sleeve
Structure
• The torque converter is a 3-element, single stage, 2 phase type and is integrated with the transmission.
• The torque converter is equipped with a wet double disc clutch type torque converter lockup device and a
stator clutch in order to reduce fuel consumption, to increase the operating performance, and to reduce the
horsepower consumption by the engine.
• For higher efficiency of continuous light dozing and leveling operation, the torque converter is locked up
(pump (15) and turbine (11) are integrated into 1 unit) and the engine power is transferred directly to the
transmission input shaft (25).
D155AXI-8 10-205
• When the torque converter is locked up, the oil is still supplied to the torque converter.
Accordingly, the oil flowing from pump (15) through turbine (11) to stator (14) is obstructed by the stator
blades and cannot flow in any determined direction. As a result, this oil resists the rotation of the pump and
turbine (it is stirred).
• To reduce the rotating resistance of pump (15) and turbine (11), the stator clutch is disengaged simultane-
ously with lockup of the torque converter so that stator (14) can rotate freely.
• As stator (14) is dragged and turned by pump (15) and turbine (11), the oil returns from the turbine to the
pump smoothly to reduce resistance.
• Conditions for lockup mode and torque converter mode
Torque converter output shaft speed

Lockup mode Torque converter mode
Forward 1st Min. 1313 rpm Max. 1262 rpm
Forward 2nd Min. 1899 rpm Max. 1876 rpm
Forward 3rd Min. 1366 rpm Max. 1355 rpm
Reverse 1st Min. 1244 rpm Max. 1216 rpm
Reverse 2nd Min. 1196 rpm Max. 1177 rpm
Reverse 3rd Min. 1622 rpm Max. 1613 rpm
• Pump (15) is integrated with coupling (6), input shaft (7), lockup clutch housing (10), and drive case (12),
and is rotated by the engine power.
• Turbine (11) is integrated with turbine boss (29) and transmission input shaft (25), and rotated by the medi-
um of the oil from pump (15).
• Stator (14) is integrated with stator shaft (20) and stator clutch hub (21), and fixed to torque converter case
(5) through the stator clutch unit.
• The lockup clutch unit consists of clutch plate (26) meshed with drive case (12), clutch disc (27) meshed
with turbine boss (29), and clutch piston (28) which slides inside clutch housing (10) integrated with drive
case (12).
• The stator clutch unit consists of clutch hub (21) connected to stator shaft (20) with spline, clutch disc (23)
meshed with clutch hub (21), clutch plate (22) supported by the pins on clutch front housing (17) and clutch
rear housing (19), and clutch piston (24) which slides inside clutch front housing (17).
Clutch front housing (17) is fixed to torque converter case (5) with sleeve (35).
• The PTO unit consists of input shaft (7), PTO idler gear (8), PTO gear A (30), PTO gear B (31) and scav-
enging pump drive gear (32).
10-206 D155AXI-8
POWER TRANSMITTING ROUTE OF TORQUE CONVERTER

Sectional view When lockup clutch is “disengaged” and stator clutch is “engag-
ed”
Drive case (4) is disconnected from turbine boss (8) and tur-
bine (7) and the torque converter works as an ordinary torque
converter.
Engine power
↓
Damper
↓
Universal joint
↓
Coupling (1)
↓
Input shaft (2)
↓
Clutch housing (3), drive case (4), and pump (5) rotate together
↓
Oil is used as a medium
↓
Turbine (7) and turbine boss (8)
↓
Transmission input shaft (9)
If stator clutch (10) is “engaged”, torque converter case (11) and stator shaft (12) are connected to each other to
fix stator (13).
D155AXI-8 10-207
Sectional view When lockup clutch is “engaged” and stator clutch is “disengag-
ed”
Drive case (4) is connected to turbine boss (8) and turbine (7),
and the torque converter is locked up.
Engine power
↓
Damper
↓
Universal joint
↓
Coupling (1)
↓
Input shaft (2)
↓
Clutch housing (3), drive case (4), and pump (5) rotate together
↓
Lockup clutch (6)
↓
Turbine boss (8)
↓
Transmission input shaft (9)
If stator clutch (10) is “disengaged”, torque converter case (11) and stator shaft (12) are disconnected, and sta-
tor (13) is drag-turned by pump (5) and turbine (7).
10-208 D155AXI-8
TORQUE CONVERTER OIL FLOW

1. The oil flows through the main relief valve and its pressure
is reduced to below the set pressure by the torque convert-
er relief valve. It then flows in inlet port (A), goes through
the oil passages of torque converter case (1), stator clutch
front housing (2), pump shaft (3) and retainer (4), and
flows into pump (5).
2. The oil is given centrifugal force by pump (5) and flows in
turbine (6) to transfer its energy to turbine (6).
3. The oil from turbine (6) is sent to stator (7) and flows in
pump (5) again. A part of the oil, however, is sent to stator
(7) and through outlet port (B) to the power train oil cooler.
TORQUE CONVERTER CONTROL VALVE

STRUCTURE OF TORQUE CONVERTER CONTROL VALVE
A: From power train pump B: Stator clutch oil pressure pickup port (SC)
D155AXI-8 10-209
C: Lockup clutch oil pressure pickup port (LC)

1: Torque converter oil filter 3: Lockup clutch ECMV
2: Stator clutch ECMV
FUNCTION OF TORQUE CONVERTER CONTROL VALVE

• The torque converter control valve consists of the ECMV's which control the lockup clutch and stator clutch
respectively.
• This valve locks the torque converter with the lockup clutch to reduce fuel consumption, to increase the op-
erating performance, and to reduce the horsepower consumption by the engine during low-load operation.
It also disengage the stator clutch to reduce the rotation resistance of the pump and turbine in the torque
converter.
LOCKUP CLUTCH ECMV

ECMV
Abbreviation for Electronic Control Modulation Valve
STRUCTURE OF LOCKUP CLUTCH ECMV

NOTICE
Do not disassemble this ECMV since it needs to be adjusted for maintaining the performance once as-
sembled.
A: To clutch T: Drain
P: From pump DR: Drain
10-210 D155AXI-8
P1: Clutch oil pressure pickup port

1: Fill switch connector 5: Proportional solenoid
2: Proportional solenoid connector 6: Pressure control valve
3: Oil pressure pickup valve 7: Nameplate (*1)
4: Fill switch
*1:
Clutches engaged Stamp on name plate
Lockup E*******
Stator A*******
FUNCTION OF LOCKUP CLUTCH ECMV

• This valve is used to adjust the clutch oil pressure to the set pressure and select a clutch.
• Since the pressure application characteristics to the clutch is used for the modulation waveform, ECMV is
capable of connecting the lockup clutch smoothly, thereby reducing the shocks resulting from gear shift. In
addition, the above prevents the generation of peak torque in the power train. As a result, it provides a com-
fortable ride for the operator and increases the durability of the power train.
When torque converter mode changes to direct drive mode
When gear is shifted (in direct travel)
D155AXI-8 10-211
OPERATE LOCKUP CLUTCH ECMV

Operation during travel in torque converter mode
1. When traveling in torque converter drive mode, current
does not blow to proportional solenoid (1).
2. Pressure control valve (3) drains the oil from clutch port (A)
through drain port (T), and lockup clutch is “disengaged”.
3. Fill switch (5) is turned “OFF” at this time, since no oil pres-
sure is applied to pressure detection valve (4).
Operation during travel in direct drive mode (when being filled)

When the travel mode is changed from the torque converter
drive mode to the direct drive mode, current flows in proportion-
al solenoid (1), the oil pressure force balanced with the sole-
noid force is applied to chamber (B), and it pushes pressure
control valve (3) to the left. As a result, pump port (P) and
clutch port (A) open. When the clutch is filled with oil, oil pres-
sure pickup port (4) actuates and fill switch (5) is turned “ON”.
10-212 D155AXI-8
Operation during travel in direct drive mode (when pressure is adjusted)

1. If current flows in proportional solenoid (1), the solenoid
generates thrust in proportion to the current. This thrust of
the solenoid is balanced with the sum of the thrust gener-
ated by the oil pressure in clutch port and the reaction
force of pressure control valve spring (2), and then the
pressure is regulated.
2. While shifting gears, the lockup clutch oil pressure is re-
duced temporarily to reduce the shock when shifting gear.
Oil pressure at this time is controlled so that the lockup
piston pushing force balances with the inside pressure of
torque converter.
STATOR CLUTCH ECMV

ECMV
STRUCTURE OF STATOR CLUTCH ECMV

NOTICE
sembled.
D155AXI-8 10-213
A: To clutch DR: Drain

P: From pump P1: Clutch oil pressure pickup port
T: Drain P2: Pilot oil pressure pickup port
4: Fill switch
*1:
Lockup E*******
Stator A*******
FUNCTION OF STATOR CLUTCH ECMV

• This valve is used to adjust the clutch oil pressure to the set pressure and select a clutch.
• It forms a modulation wave pattern, so the stator clutch is engaged smoothly to reduce the shock when
shifting gear. In addition, it prevents generation of peak torque in the power train.
As a result, the operator comfort improves and the power train durability increases.
10-214 D155AXI-8
Clutch oil pressure when lockup drive mode travel is switched

to torque converter drive mode travel
OPERATE STATOR CLUTCH ECMV

Operation during travel in direct drive mode
1. When traveling in direct (lockup) drive mode, no current
flows to proportional solenoid (1).
2. Since pressure control valve (3) drains the oil from clutch
port (A) through drain port (T), the stator clutch is “disen-
gaged”.
3. Fill switch (5) is turned “OFF” at this time, since no oil pres-
D155AXI-8 10-215
Operation during travel in torque converter mode (when being filled)

When the travel mode is changed from the direct drive mode to
the torque converter drive mode, current flows in proportional
solenoid (1), the oil pressure force balanced with the solenoid
force is applied to chamber (B), and it pushes pressure control
valve (3) to the left. As a result, pump port (P) and clutch port
(A) open. When the clutch is filled with oil, oil pressure pickup
port (4) actuates and fill switch (5) is turned “ON”.
Operation during travel in direct drive mode (when pressure is adjusted)

If current flows in proportional solenoid (1), the solenoid gener-
ates thrust in proportion to the current. This thrust of the sole-
noid is balanced with the sum of the thrust generated by the oil
pressure in clutch port and the reaction force of pressure con-
trol valve spring (2), and then the pressure is regulated.
10-216 D155AXI-8
TRANSMISSION
STRUCTURE OF TRANSMISSION
General view
D155AXI-8 10-217
A: 1st clutch oil pressure pickup port (1ST) K: To torque converter

B: 3rd clutch oil pressure pickup port (3RD) L: To scavenging pump
C: R clutch oil pressure pickup port (R) M: To torque converter case
D: 2nd clutch oil pressure pickup port (2ND) N: From torque converter case
E: F clutch oil pressure pickup port (F) P: To R clutch
F: From power train pump R: To 3rd clutch
G: To brake control valve S: To1st clutch
H: From steering case T: To 2nd clutch
J: From power train oil cooler U: To F clutch
10-218 D155AXI-8
Sectional view
1: Transmission ECMV 8: R planetary pinion (number of teeth: 26)

2: Main relief valve and torque converter relief valve 9: R ring gear (number of internal teeth: 86)
3: Transmission case 10: F planetary pinion (number of teeth: 24)
4: Sleeve 11: F ring gear (number of internal teeth: 91)
5: Transmission input shaft 12: 3rd planetary pinion (number of teeth: 35)
6: Tie bolt 13: 3rd ring gear (number of internal teeth: 89)
7: R ring gear (hub) 14: 2nd planetary pinion (number of teeth: 31)
D155AXI-8 10-219
15: 2nd ring gear (number of internal teeth: 91) 29: 3rd carrier
16: 1st ring gear (number of internal teeth: 91) 30: F clutch housing
17: 1st planetary pinion (number of teeth: 27) 31: F clutch piston
18: Transmission output shaft (3rd sun gear) (number 32: F carrier
of teeth: 19) 33: R clutch housing
19: 1st clutch housing 34: F sun gear (number of teeth: 44)
20: 1st clutch piston 35: R clutch piston
21: 1st sun gear (number of teeth: 37) 36: Washer spring
22: 1st carrier 37: Clutch plate
23: 2nd clutch housing 38: Clutch disc
24: 2nd clutch piston 39: Piston return spring
25: 2nd sun gear (number of teeth: 29) 40: R carrier
26: 2nd carrier 41: Front housing
27: 3rd clutch housing 42: R sun gear (number of teeth: 34)
28: 3rd clutch piston
Structure
• The transmission is a “forward 3-speed and reverse 3-speed” transmission which consists of the planetary
gear mechanism and the disc clutches.
• The transmission selects a single rotating direction and a single speed range by fixing the planetary gear
mechanism and 2 clutches out of 5 pairs of disc clutches hydraulically by using ECMV.
• The transmission transfers the power received by transmission input shaft (5) to output shaft (18) by chang-
ing the gear speed (forward 1st-3rd or reverse 1st-3rd) with any combination of the forward or reverse
clutch, and one of 3 speed clutches.
Number of plates and discs used

Clutch No. Number of plates Number of discs
R clutch 6 6
F clutch 6 7
3rd clutch 3 4
2nd clutch 3 4
1st clutch 2 3
Combinations of clutches for each speed range and reduction ratios

Speed range Clutches engaged Reduction ratio
Forward 1st F x 1st 1.705
Forward 2nd F x 2nd 1.151
Forward 3rd F x 3rd 0.540
NEUTRAL * -
Reverse 1st R x 1st 1.406
Reverse 2nd R x 2nd 0.949
Reverse 3rd R x 3rd 0.445
*: Any one of the 1st, 2nd and 3rd clutches is filled with low-pressure oil.
10-220 D155AXI-8
DISC CLUTCH
STRUCTURE OF DISC CLUTCH
Sectional view
• The disc clutch consists of piston (2), plates (3), discs (4),
pin (5), and return spring (6) to fix ring gear (1).
• The internal teeth of disc (4) are engaged with outside
teeth of ring gear (1).
• Plate (3) and clutch housing (7) are assembled with pin
(5).
FUNCTION OF DISC CLUTCH

REMARK
The figure shows the case in which the “1st” gear is selected.
• When the joystick (steering, directional and gear shift lev-
er) (PCCS lever) is in “NEUTRAL” position, any one of the
1st, 2nd, and 3rd gear speed is selected.
• The piston chamber of the clutch corresponding to the se-
lected gear speed is filled with oil by electronically control-
ling the oil circuit of each clutch.
• When the joystick (PCCS lever) is shifted from “NEUTRAL”
position to “FORWARD” or “REVERSE” position, the pump
is required to supply oil enough to fill the piston chamber of
the forward or reverse clutch.
• When the gear speed is changed from “FORWARD 1st” to “FORWARD 2nd”, the pump is required to sup-
ply oil enough to press the plates and discs of the 2nd clutch since the forward clutch has been filled with
the oil.
• The time lag at shifting gears is reduced by controlling the oil circuit as explained above.
OPERATION OF DISC CLUTCH

Operation when clutch is “ON” (engaged)
1. The oil from ECMV is passes through oil passage of clutch
housing (7) to the back of piston (2) to push piston (2) left-
ward.
2. Piston (2) presses plates (3) against discs (4) to hold rota-
tion of discs (4) with the friction force between them.
3. Since inside teeth of disc (4) are engaged with outside
teeth of ring gear (1), the ring gear (1) is locked.
D155AXI-8 10-221
Operation when clutch is “OFF” (disengaged)

1. When the oil supplied from ECMV is shut off, piston (2) is
returned rightward by the force of return spring (6).
2. Plates (3) and discs (4) are released from the frictional
force, and ring gear (1) is released.
POWER TRANSMITTING ROUTE OF TRANSMISSION

Forward 1st
Power from torque converter

↓
Input shaft (1)
↓
F clutch sun gear (2)
10-222 D155AXI-8
↓
F clutch planetary pinion (3)
↓
F clutch carrier (10)
↓
3rd clutch carrier (11)
↓
3rd clutch planetary pinion (12) → → → →
↓ ↓
3rd clutch ring gear (13)
↓ ↓
2nd clutch carrier (14)
↓
2nd clutch planetary pinion (15) → → ↓
↓ ↓
2nd clutch ring gear (16)
↓ ↓
1st clutch carrier (17) ↓
↓
1st clutch planetary pinion (18) ↓
↓ ↓
1st clutch sun gear (20) 2nd clutch sun gear (21)
↓ ↓ ↓
Output shaft (22) ← ↓ ← ←
D155AXI-8 10-223
Forward 2nd

↓
Input shaft (1)
↓
↓
↓
↓
↓
3rd clutch planetary pinion (12) → →
↓ ↓
↓ ↓
10-224 D155AXI-8

↓ ↓
2nd clutch planetary pinion (15)
↓ ↓
2nd clutch sun gear (21)
↓ ↓
Output shaft (22) ← ←
Forward 3rd

↓
Input shaft (1)
↓
↓
↓
D155AXI-8 10-225
↓
↓
3rd clutch planetary pinion (12)
↓
Output shaft (22)
Reverse 1st
R ring gear (7) of R clutch and 1st ring gear (19) of 1st clutch are locked hydraulically.
↓
Input shaft (1)
↓
R clutch sun gear (5)
↓
R clutch planetary pinion (6)
↓
R clutch ring gear (9)
10-226 D155AXI-8
(R clutch carrier (8) is locked with R clutch ring gear (7). Accordingly R clutch ring
gear (9) is reversed to input shaft (1))
↓
↓
↓
3rd clutch planetary pinion (12) → → → →
↓ ↓
↓ ↓
↓ ↓
2nd clutch planetary pinion (15) → ↓
↓ ↓ ↓
2nd clutch ring gear (16)
↓ ↓ ↓
1st clutch carrier (17)
↓ ↓ ↓
1st clutch planetary pinion (18)
↓ ↓ ↓
1st clutch sun gear (20) 2nd clutch sun gear (21)
↓ ↓ ↓
Output shaft (22) ← ← ← ←
TRANSMISSION ECMV
ECMV
STRUCTURE OF TRANSMISSION ECMV

NOTICE
sembled.
D155AXI-8 10-227
General view
AF: To F clutch A1: To 1st clutch

AR: To R clutch A2: To 2nd clutch
10-228 D155AXI-8
A3: To 3rd clutch PR: R clutch oil pressure pickup port

P: From power train pump P1: 1s clutch oil pressure pickup port
T: Drain P2: 2nd clutch oil pressure pickup port
Dr: Drain P3: 3rd clutch oil pressure pickup port
PF: F clutch oil pressure pickup port
1: 3rd clutch proportional solenoid 12: Connector for 1st clutch proportional solenoid
2: 1st clutch proportional solenoid 13: Connector for 3rd clutch fill switch
3: R clutch proportional solenoid 14: Connector for 3rd clutch proportional solenoid
4: F clutch proportional solenoid 15: Connector for R clutch proportional solenoid
5: 2nd clutch proportional solenoid 16: Connector for 2nd clutch fill switch
6: 3rd clutch fill switch 17: Connector for 2nd clutch proportional solenoid
7: 2nd clutch fill switch 18: Connector for F clutch proportional solenoid
8: 1st clutch fill switch 19: Connector for 1st clutch fill switch
9: R clutch fill switch 20: Connector for R clutch fill switch
10: F clutch fill switch 21: Connector for F clutch fill switch
11: Transmission oil filter
1: Fill switch 3: Body (upper)

2: Pressure control valve 4: Body (lower)
D155AXI-8 10-229
5: Proportional solenoid 7: Oil pressure pickup valve

6: Filter 8: Sleeve
FUNCTION OF TRANSMISSION ECMV

ECMV is controlled by the command current sent from the con-
troller to the proportional solenoid and the fill switch output sig-
nal.
The relationship between the proportional solenoid command
current for ECMV, clutch input pressure, and fill switch output
signal is shown below.
Range A: Before shifting gear (oil is drained)
Range B: Clutch is being filled
Range C: Pressure is being adjusted
Range D: Clutch is being filled (triggering period)
Point E: Filling is started
Point F: Filling is finished
REMARK
The logic is designed so that the controller does not recognize
completion of filling even if the fill switch is turned ON during
the triggering period (Range D).
• When gear is shifted with gear shift switch, the clutch discs
and plates are pressed by piston. If high pressure is sud-
denly applied, the piston suddenly engages the clutch,
causing sudden start of the machine and excessive shock.
• ECMV reduces a shock at the start of the machine by in-
creasing the oil pressure applied to the piston gradually to
set pressure, and allows the clutch to be smoothly “engaged”. It aims to increase durability of the power
train system and enhances an operator comfort.
Function of pressure control valve
A proportional solenoid in this valve receives the current sent from the controller and this valve converts it to oil
pressure.
Function of proportional solenoid
The proportional solenoid generates thrust shown below corresponding to the command current from the con-
troller.
The thrust generated by the proportional solenoid is applied to the pressure control valve spool to generate a
hydraulic pressure as shown below. Thus, the oil flow and pressure is controlled by controlling the command
current to change the thrust and let the pressure control valve operate.
Proportional solenoid current and thrust characteristics
10-230 D155AXI-8
Proportional solenoid thrust and oil pressure characteristics
Function of fill switch

• When the clutch is filled with oil, the fill switch is turned
“ON” by the pressure of the clutch. This signal allows the
oil pressure to build up.
• Outputs a signal (a fill signal) to the controller to notify that
filling is complete when the clutch is filled with oil.
• Keeps outputting the signals (fill signals) to the controller
to notify that the oil pressure is applied while oil pressure is
applied to the clutch.
Range A: Before shifting gear (oil is drained)
Range B: Clutch is being filled
Range C: Pressure is being adjusted
Range D: Clutch is being filled (triggering period)
Point E: Filling is started
Point F: Filling is finished
REMARK
The logic is designed so that the controller does not recognize
completion of filling even if the fill switch is turned “ON” during
the triggering period (Range D).
D155AXI-8 10-231
OPERATION OF TRANSMISSION ECMV

Operation before shifting of gear (when being drained)
1. While no current is flowing to the proportional solenoid (1),
pressure control valve (3) drains the oil from clutch port (A)
through drain port (T).
2. Fill switch (5) is turned “OFF” at this time since no oil pres-
Operation when being filled.

When the current flows in proportional solenoid (1) with no oil
in the clutch, the oil pressure force equal to the solenoid force
acts on chamber (B) and pushes pressure control valve (3) to
the right. As a result, pump port (P) and clutch port (A) are con-
nected and oil starts to fill the clutch. When the clutch is filled
with oil, pressure detection valve (4) turns fill switch (5) “ON”.
10-232 D155AXI-8
Operation when adjusting the pressure

If current flows in proportional solenoid (1), the solenoid gener-
ates thrust in proportion to the current. This thrust of the sole-
noid is balanced with the sum of the thrust generated by the oil
pressure in clutch port and the reaction force of pressure con-
trol valve spring (2), and then the pressure is regulated.
Table of ECMV operation

ECMV
F R 1st 2nd 3rd
Speed N ○ ○ ○
range
F1 ○ ○
F2 ○ ○
F3 ○ ○
R1 ○ ○
R2 ○ ○
R3 ○ ○
REMARK
When the directional lever is in N (NEUTRAL) position, the speed clutch of the speed range selected by gear
shift lever activates.
D155AXI-8 10-233
MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF VALVE

STRUCTURE OF MAIN RELIEF VALVE AND TORQUE CONVERTER RELIEF
VALVE
General view
A: Drain (torque converter relief) E: To torque converter

B: Drain P1: Main relief oil pressure pickup port
C: From pump P8: Torque converter relief pressure pickup port
D: Drain
1: Body 4: Piston
2: Piston 5: Main relief valve
3: Torque converter relief valve
MAIN RELIEF VALVE

FUNCTION OF MAIN RELIEF VALVE
The main relief valve regulates the pressure in the transmission and parking brake hydraulic circuits to the set
pressure.
Set pressure (at engine rated speed) : 3.18±0.1 MPa {32.4±1.0 kg/cm2}
10-234 D155AXI-8
OPERATE MAIN RELIEF VALVE

1. The oil from the hydraulic pump flows to port (C) through
the filter. Then it flows to chamber (F) through orifice (a) in
main relief valve (1).
2. When the oil pressure in the circuit exceeds the set pres-
sure, the oil in chamber (F) pushes piston (2) and the reac-
tion force of the piston pushes main relief valve (1) left-
ward to connect ports (C) and (E). Then, the oil from pump
flows through port (E) into the torque converter.
TORQUE CONVERTER RELIEF VALVE

FUNCTION OF TORQUE CONVERTER RELIEF VALVE
The torque converter relief valve maintains the torque converter inlet pressure below the set pressure to protect
the torque converter from abnormally high pressure.
Set pressure (cracking pressure) : 1.06±0.05 MPa {10.8±0.5 kg/cm 2}
OPERATE TORQUE CONVERTER RELIEF VALVE

1. The oil relieved through the main relief valve flows through
port (E) into the torque converter. It also flows through ori-
fice (b) in torque converter relief valve (3) into chamber
(G).
2. When the oil pressure to the torque converter goes beyond
the set pressure, the oil conducted to chamber (G) pushes
piston (4) and the resulting pushing force pushes torque
converter relief valve (3) rightward. Then ports (E) and (A)
open.
Then, the oil in port (E) is drained through port (A).
D155AXI-8 10-235
TRANSMISSION LUBRICATION RELIEF VALVE

STRUCTURE OF TRANSMISSION LUBRICATION RELIEF VALVE
A: From power train oil cooler C: Drain

B: Drain
1: Spring 3: R clutch housing
2: F clutch housing 4: Piston
SPECIFICATIONS OF TRANSMISSION LUBRICATION RELIEF VALVE

Normal pressure : 0.14±0.05 MPa {1.4 0.5 kg/cm2}
Cracking pressure : 0.30±0.03 MPa {3.0±0.3 kg/cm2}
FUNCTION OF TRANSMISSION LUBRICATION RELIEF VALVE

• The oil leaving the torque converter passes through the power train oil cooler built in the radiator lower tank.
It then goes through the lubrication relief valve and lubricates the transmission and PTO.
• The lubrication relief valve is installed to the right side face of the F clutch housing. It keeps the lubricating
oil pressure below the set pressure.
BEVEL GEAR SHAFT, HSS, AND BRAKE

HSS
10-236 D155AXI-8
STRUCTURE OF BEVEL GEAR SHAFT, HSS, AND BRAKE

General view
D155AXI-8 10-237
A: To transmission case D: Left brake pressure pickup port (LB)

B: From scavenging pump and steering lubrication oil E: From pin puller solenoid valve (drain)
pump
C: Right brake pressure pickup port (RB)
10-238 D155AXI-8
Sectional view
D155AXI-8 10-239
1: Bevel gear speed sensor 5: Brake control valve

2: Drain plug 6: Output shaft
3: Drain valve 7: Case
4: HSS motor mounting location 8: Cylinder
10-240 D155AXI-8
9: Brake spring 26: Bevel gear shaft bearing A

10: Brake piston 27: Shim A (for adjustment of bevel gear)
11: Brake plate 28: Retainer
12: Brake disc 29: Shim B (for adjustment of bevel gear)
13: Brake drum 30: Nut (for bevel gear shaft)
14: Brake hub 31: Spacer
15: Tube 32: Nut (for bevel pinion)
16: Bevel gear shaft 33: Cage
17: Bevel gear (number of teeth: 32) 34: Shim C (for adjustment of bevel pinion)
18: Gear A (number of external teeth: 45) 35: Bevel pinion bearing
19: Sun gear (number of teeth: 34) 36: Bevel pinion (number of teeth: 17)
20: Pinion shaft 37: Gear B (number of teeth: 16)
21: Planetary pinion (number of teeth: 35) 38: Shaft
22: Ring gear (number of internal teeth: 104) 39: HSS motor
23: Hub 40: Drive gear (number of teeth: 19)
24: Carrier 41: Gear D (number of teeth: 28)
25: Bevel gear shaft bearing B 42: Gear C (number of teeth: 16)
Bevel gear shaft
• The bevel gear shaft divides the power sent from the engine through the torque converter and transmission
shaft to the right and left at right angles while reducing the rotating speed through the meshed bevel pinion
(36) and bevel gear (17).
• The bevel pinion (36) and bevel gear (17) on the bevel gear shaft are the spiral bevel gear, and they are
splash lubricated by the oil from the steering lubrication pump and scavenging pump.
• The bevel gear shaft consists of bevel pinion (36), bearing (35) and cage (33) which support the bevel pin-
ion, bevel gear (17) which is meshed with the bevel pinion (31), bevel gear shaft (16), bearings (25) and
(26) which support the bevel gear shaft, and retainer (28).
HSS
• The HSS consists of the transfer section to invert the rotating direction of HSS motor (39) and transmit the
power to gear A (18) and the planetary section to adjust the input power from ring gear (22) and sun gear
(19) and output the power to carrier (24).
The steering direction of the machine is changed by stopping the rotation of HSS motor (39) or changing its
turning direction.
• The transfer section has a set of reduction spur gears and they are splash lubricated by the oil from the
steering lubrication pump and scavenging pump.
• The planetary section has the forced lubrication method by the oil from the steering lubrication pump and
scavenging pump.
• The transfer section consists of drive gear (40) splined to HSS motor (39), gear D (41) meshed with the
drive gear, gear C (42) meshed with gear D, gear B (37) coupled with shaft (38), gear A (18) supported by
bearing on the bevel gear shaft, and the steering case which supports those parts.
• The planetary section consists of sun gear (19), planetary pinion (21), pinion shaft (20), ring gear (22), hub
(23) meshed with bevel gear shaft (16) and ring gear (22), and carrier (24) coupled with brake hub (14).
Brake
• The brake is connected to the R.H. HSS and L.H. HSS, and restricts the power transmitted from those HSS
to the final drives to brake the machine.
• The brake is of wet multiple disc clutch type and spring-loaded type. Brake control valve (5) is actuated hy-
draulically by operating the brake pedal.
D155AXI-8 10-241
• The brake employs the forced lubrication system, in which oil from the steering lubrication pump and scav-
enging pump flows to case (7) and brake drum (13) through the passage in the steering case, and further
flows to brake discs (12) and brake plates (11).
• When the engine is stopped, the steering brake is "applied" since the back pressure acting on the brake
piston (10) lowers, even the brake pedal is not depressed. However, the brake is "released" as the oil pres-
sure in the circuit goes up when the engine restarts, so the parking brake lever must be set to the LOCK
position.
• The brake consists of brake hub (14) coupled with carrier (24), brake discs (12) meshed with the brake hub,
brake drum (13), brake plates (11) whose periphery is coupled with brake drum (13), brake piston (10) and
brake spring (9) which presses brake discs and brake plates together, and cylinder (8), case (7), and output
shaft (6) which support those parts.
Brake drum (13) and case (7) are fixed to the steering case.
Output shaft (6) is connected to brake hub (14) by spline and held by spacer (31) in the axial direction.
HSS
HSS
10-242 D155AXI-8
OPERATE HSS
Operation when steering is in “NEUTRAL” (straight-travel)
A: Transmission output
B: HSS motor output (0 rpm)
C: Left bevel gear shaft output (= A±0)
D: Right bevel gear shaft output (= A±0)
HSS motor rotating direction
NEU-
PCCS lever steering operation Turn LEFT Turn RIGHT
TRAL
PCCS lever direction switching op- NEU- NEU-
Any Forward Reverse Forward Reverse
eration TRAL (*) TRAL (*)
HSS motor rotating direction
STOP Left Left Right Right Right Left
viewed from left side of machine
D155AXI-8 10-243
*: Counter-rotation turn
REMARK
When the PCCS lever is in “NEUTRAL”, HSS motor (7) is stopped.
Power from transmission
↓
Bevel pinion (1)
↓
Bevel gear (2)
↓
Bevel gear shaft (3)
↓
Hub (4)
↓
Ring gear (5)
↓
Planetary pinion (6)
↓
Carrier (15)
↓
Brake hub (16)
↓
Output shaft (17)
10-244 D155AXI-8
Operation when steering “LEFT TURN” (forward travel)
*A: Transmission output

*B: HSS motor output
*C: Combined output
*1: Transmission output speed

*2: HSS motor output speed
*3: Left bevel gear shaft output speed (*1 - *2)
*4: Right bevel gear shaft output speed (*1 + *2)
REMARK
When the PCCS lever is set to “LEFT TURN” while it is in FORWARD, HSS motor (7) rotates counterclockwise,
viewed from the left side of the machine.
D155AXI-8 10-245
Power from HSS motor (7)

(Counterclockwise when viewed
(forward)
from left side of machine)
↓ ↓
Bevel pinion (1) Drive gear (8)
↓ ↓
Bevel gear (2) Gear D (9) → Gear C (10)
↓ ↓ ↓
Bevel gear shaft (3) Shaft (11)
↓ ↓ ↓
Hub (4) Gear B (12)
↓ ↓ ↓
Left gear A (13) Right gear A (13)
Ring gear (5) (Counterclockwise when viewed (Clockwise when viewed from left
from left side of machine) side of machine)
↓ ↓ ↓
↓ Left sun gear (14) Right sun gear (14)
↓ ↓ ↓
Planetary pinion (6) ← ← ← ←
↓
Carrier (15)
↓
Brake hub (16)
↓
Output shaft (17)
10-246 D155AXI-8
Operation when steering “LEFT TURN” (reverse travel)

*C: Combined output
*3: Left bevel gear shaft output speed (*1 - *2)
*4: Right bevel gear shaft output speed (*1 + *2)
REMARK
When the PCCS lever is set to “LEFT TURN” while it is in REVERSE, HSS motor (7) rotates clockwise, viewed
from the left side of the machine.
D155AXI-8 10-247

(Clockwise when viewed from left
(reverse)
side of machine)
↓ ↓
↓ ↓
↓ ↓ ↓
Bevel gear shaft (3) ↓ Shaft (11)
↓ ↓ ↓
Hub (4) ↓ Gear B (12)
↓ ↓ ↓
Ring gear (5) (Clockwise when viewed from left (Counterclockwise when viewed
side of machine) from left side of machine)
↓ ↓ ↓
↓ ↓ ↓
↓
Carrier (15)
↓
Brake hub (16)
↓
Output shaft (17)
10-248 D155AXI-8
Operation when steering “RIGHT TURN” (forward travel)

*C: Combined output
*3: Left bevel gear shaft output speed (*1 + *2)
*4: Right bevel gear shaft output speed (*1 - *2)
REMARK
When the PCCS lever is set to “RIGHT TURN” while it is in FORWARD, HSS motor (7) rotates clockwise,
D155AXI-8 10-249

(Clockwise when viewed from left
(forward)
side of machine)
↓ ↓
↓ ↓
↓ ↓ ↓
↓ ↓ ↓
Hub (4) Gear B (12)
↓ ↓ ↓
Ring gear (5) (Clockwise when viewed from left (Counterclockwise when viewed
side of machine) from left side of machine)
↓ ↓ ↓
↓ ↓ ↓
↓
Carrier (15)
↓
Brake hub (16)
↓
Output shaft (17)
10-250 D155AXI-8
Operation when steering “RIGHT TURN” (reverse travel)

*C: Combined output
*3: Left bevel gear shaft output speed (*1 + *2)
*4: Right bevel gear shaft output speed (*1 - *2)
REMARK
When the PCCS lever is set to “RIGHT TURN” while it is in REVERSE, HSS motor (7) rotates counterclockwise,
D155AXI-8 10-251

(Counterclockwise when viewed
(reverse)
from left side of machine)
↓ ↓
↓ ↓
↓ ↓ ↓
↓ ↓ ↓
Hub (4) Gear B (12)
↓ ↓ ↓
Ring gear (5) (Counterclockwise when viewed (Clockwise when viewed from left
from left side of machine) side of machine)
↓ ↓ ↓
↓ ↓ ↓
↓
Carrier (15)
↓
Brake hub (16)
↓
Output shaft (17)
10-252 D155AXI-8
BRAKE
OPERATE BRAKE
Operation when brake is “released”.
1. When the PCCS lever is in the “NEUTRAL” position and
the brake pedal is released, the maximum brake pressure
is applied to the back of brake piston (1) by the brake con-
trol valve.
2. As the oil pressure rises, brake piston (1) compresses
brake spring (2) and moves to the left to eliminate the
pressing force between discs (3) and plates (4).
3. The power transmitted from bevel gear shaft through HSS
to brake hub (6) is transmitted to output shaft (7), then to
the final drive.
When brake is “applied”.

1. When the brake pedal is depressed, the brake pressure
applied to the back of brake piston (1) starts to lower by
the brake control valve.
2. At this time, piston (1) is pushed back to the right by the
tension of braked spring (2), and it presses disc (3) and
plate (4) against brake drum (5). Brake drum (5) is fixed to
the steering case.
3. The power applied to brake hub (6) or output shaft (7) is
decreased since disc (3) and plate (4) are pressed.
4. The brake force can be adjusted by controlling the oil pres-
sure applied to the back side of brake piston (1) corre-
sponding to the stroke of the brake pedal.
D155AXI-8 10-253
BRAKE CONTROL VALVE

STRUCTURE OF BRAKE CONTROL VALVE
General view
10-254 D155AXI-8
P: From power train pump BPL: To lubrication of bevel pinion bearing

L: From scavenging pump and steering lubrication oil TFL: To lubrication of HSS transfer section
pump DLB: Drain (left brake)
PS: To pin puller solenoid valve DRB: Drain (right brake)
LB: To left brake DB: Drain (sudden stop prevention valve)
LL: To lubrication of left brake DBP: Drain (sudden stop prevention valve pilot)
RB: To right brake DPB: Drain (parking brake)
RL: To lubrication of right brake PLB: Left brake oil pressure pickup port
BSL: To lubrication of bevel gear shaft and planetary RRB: Right brake oil pressure pickup port
section bearing
1. Left brake ECMV 5. Brake solenoid valve
2. Right brake ECMV 6. Sudden stop prevention valve
3. Steering oil filter 7. Check valve
4. Valve seat
FUNCTION OF BRAKE CONTROL VALVE

• The brake control valve is installed on the valve seat of the steering case.
• The brake control valve consists of 2 brake ECMV's, brake solenoid valve, and sudden stop prevention
valve, and controls the brake.
• The brake control valve is in the circuit between the power train pump and brake piston, and consists of 2
sets of brake ECMV (right and left).
• The brake control valve sends the oil from the power train pump to the brake and controls the R.H. and L.H.
disc clutches.
• The controller sends signals to each ECMV corresponding to the right or left stroke of the joystick (steering,
directional and gear shift lever) (PCCS lever) to turn the machine gradually or sharply.
• When the brake pedal is depressed, the controller sends the command to the brake ECMV corresponding
to the pedal stroke to apply the R.H. and L.H. brakes to stop the machine.
• The brake is operated by controlling each ECMV and solenoid valve with the controller connected electri-
cally to PCCS lever and brake pedal.
• The sudden stop prevention valve is installed to prevent the machine from stopping suddenly when abnor-
mality occurs in the electrical system.
• When the parking brake lever is set in “LOCK” position, the controller sends the signal to the parking brake
solenoid valve to drain the oil between the R.H. and L.H. brake ECMVs and the brake piston to apply the
brake. The parking brake solenoid valve is connected electrically to the brake pedal, as well.
BRAKE ECMV
ECMV
D155AXI-8 10-255
STRUCTURE OF BRAKE ECMV

NOTICE
sembled.
A: To brake T: Drain
P: From pump DR: Drain
S: To brake solenoid valve P1: Brake oil pressure pickup port
4: Fill switch
*1:
Brake R*******
FUNCTION OF BRAKE ECMV

The brake ECMV keeps the brake oil pressure to the set pressure and furthermore changes the circuit to the
piston chamber of brake.
10-256 D155AXI-8
Function of pressure control valve

The proportional solenoid receives a current sent from the controller and this valve converts it into oil pressure.
Function of proportional solenoid
• The propulsion force is generated corresponding to the command current from the controller.
• The thrust generated by the proportional solenoid is applied to the pressure control valve spool to generate
a hydraulic pressure. Thus, the oil flow and pressure is controlled by controlling the command current to
change the thrust and let the pressure control valve operate.
Function of fill switch
• When the brake is filled with oil, the fill switch is turned “ON” by the pressure applied to the brake. This
signal allows the oil pressure to build up.
• At the moment when the brake is filled with oil, the fill switch outputs the signal (fill signal) to the controller
to notify the finishing of filling.
• While the oil pressure is applied to the brake, the fill switch outputs the signal (fill signal) to the controller to
notify the presence of the oil pressure.
OPERATE BRAKE ECMV

Operation when PCCS lever is in “NEUTRAL” position, brake pedal is “re-
leased”, and parking brake lever is in “FREE” position
(Machine “traveling straight”, R.H. and L.H. brakes “released”, parking brake “released”)
D155AXI-8 10-257
1. When the joystick (steering, directional and gear shift lever (PCCS lever)) is in “NEUTRAL” position and the
brake pedal is “released”, proportional solenoid (1) of the brake ECMV is energized and pushes ball (2) to
the left and closes the sealing part.
2. The oil in port (P) of the brake ECMV flows in port (B) and pushes valve (3) to the left to connect port (P) to
port (A) and disconnect port (B) from port (DR). At this time, the oil flows in the port behind the brake piston.
As the oil pressure increases, the brake piston is pushed to the left to compress the brake spring, then the
brake is “released”.
3. When the parking brake lever is set in the “FREE” position, the parking brake solenoid valve is de-ener-
gized. Accordingly, the pilot pressure of brake ECMV port (S) remains.
Operation when PCCS lever is in “NEUTRAL” position, brake pedal is “de-
pressed”, and parking brake lever is in “FREE” position
(Machine “stopped”, R.H. and L.H. brakes “applied”, parking brake “released”)
1. When the brake pedal is depressed, proportional solenoids (1) of L.H. and R.H. brake ECMV are de-ener-
gized to open the sealing part of ball (2).
2. The controller outputs the command current to proportional solenoids (1) corresponding to the brake pedal
stroke.
3. Proportional solenoid (1) generates the propulsion force in proportion to the command current. This propul-
sion force is balanced with the sum of the propulsion force generated by the oil pressure in the back pres-
sure port of the brake piston and the tension of spring (4), then the brake pressure is set up to adjust the
brake force.
10-258 D155AXI-8
4. When the brake pedal is depressed fully, the brake pedal switch is turned “ON”, and the parking brake sole-
noid valve is energized to drain the pilot pressure of the brake ECMV port (S). This performs the same
function as when the parking brake lever is set to “LOCK” position.
BRAKE SOLENOID VALVE

STRUCTURE OF BRAKE SOLENOID VALVE
General view
P: From brake ECMV Dr: Drain

T: Drain
1: Parking brake lever solenoid valve 5: Coil (ON/OFF type)
2: Brake pedal solenoid valve 6: Push pin
3: Connector for parking brake lever solenoid valve 7: Spring
4: Connector for brake pedal solenoid valve 8: Spool
Solenoid valve 9: Body
D155AXI-8 10-259
OPERATE BRAKE SOLENOID VALVE

When PCCS lever is in “NEUTRAL” position, brake pedal is “released”, and
parking brake lever is in “LOCK” position
(Machine is “parked”, R.H. and L.H. brakes are “in operation”, parking brake is “applied”)
1. When the parking brake lever is in “LOCK” position, the parking brake lever switch is turned “ON” and coil
(1) of the parking brake solenoid valve is energized.
2. Spool (3) is pushed to the right direction by push pin (2), then port (P) and (T) are opened to drain the pilot
pressure of the L.H. and R.H. brake ECMV.
3. The oil flown into the brake piston back pressure port is drained through the brake ECMV.
4. The oil pressure in the port behind the brake piston continues to decrease, then the brake is fully “applied”
and kept applied.
5. When the engine is restarted, as ports (P) and (T) are still opened, the brake is kept “applied”.
6. When the parking brake lever is in “FREE” position, the parking brake lever switch is turned “OFF” and coil
(1) of the parking brake solenoid valve is de-energized.
7. Spool (3) is moved to the left, and closes ports (P) and (T) to maintain the pilot pressure of the L.H. and
R.H. brake ECMV.
8. The oil pressure from the brake ECMV is applied to the back pressure port of the brake piston, and brake is
“released”.
10-260 D155AXI-8
SUDDEN STOP PREVENTION VALVE

STRUCTURE OF SUDDEN STOP PREVENTION VALVE
General view
A: From power train pump dr1: Drain

B: From brake ECMV dr2: Drain
1: Sudden stop prevention valve 4: Valve
EPC valve 5: Ball
2: Coil (proportional type) 6: Spool
3: Push pin 7: Body
FUNCTION OF SUDDEN STOP PREVENTION VALVE

• The sudden stop prevention valve is installed to prevent the machine from stopping suddenly when an ab-
normality takes place in the electric system.
• Sudden stop prevention valve (1) is installed in the drain circuit of the brake ECMV so that the pressure of
port (DR) does not drop suddenly when brake ECMV coil (2) is de-energized, and consequently the sudden
braking can be avoided when coil (2) of brake ECMV is de-energized.
D155AXI-8 10-261
OPERATE SUDDEN STOP PREVENTION VALVE
If an abnormality takes place in the electric system, also coil (3) of the sudden stop prevention valve (1) is de-
energized. Then, the oil in port (DR) is drained through orifice (a) so that the brake is applied gradually.
10-262 D155AXI-8
FINAL DRIVE
STRUCTURE OF FINAL DRIVE
General view
• The final drive is a single reduction spur gear, single reduction planetary gear. The lubrication is of splash
type using the rotation of the gears.
The final drive can be removed and installed as a single unit.
• Floating seal (1) is installed to the rotating sliding surface of the sprocket to prevent the entry of dirt or sand
and to prevent leakage of lubricating oil.
D155AXI-8 10-263
Sectional view
1: Floating seal 10: No. 1 pinion

2: Sun gear 11: Final drive case
3: Carrier 12: Bearing cage
4: Sprocket boss 13: No. 1 gear
5: Sprocket teeth 14: No. 1 gear hub
6: Cover 15: Shaft
7: Planetary gear 16: Wear guard
8: Ring gear 17: Pivot shaft
9: Cover
SPECIFICATIONS OF FINAL DRIVE

Reduction ratio: -(81/17) x ((17 + 67)/17) = -23.543
10-264 D155AXI-8
POWER TRANSMISSION OF FINAL DRIVE
1. The power from the bevel gear shaft and steering clutch is transmitted to 1st pinion (10) to rotate 1st gear
(13) meshed with the 1st pinion and sun gear (2) meshed with the 1st gear.
2. The rotation of sun gear (2) is transmitted to planetary gear (7). Since ring gear (8) meshed with planetary
gear (7) is fixed to cover (6), planetary gear (7) rotates along ring gear (8) and revolves around sun gear
(2).
3. Then, the rotating force of sun gear (2) forms the rotating force of carrier (3), which supports planetary gear
(7), and is transmitted to sprocket boss (4) via shaft (15).
4. The rotating direction of carrier (3) is the same as that of sun gear (2).
The rotational force transmitted to sprocket boss (4) is further transmitted to sprocket teeth (5).
D155AXI-8 10-265
SCAVENGING PUMP
STRUCTURE OF SCAVENGING PUMP
General view
A: From scavenging pump strainer B: To steering case
SPECIFICATIONS OF SCAVENGING PUMP

Type: Gear pump
Theoretical discharged volume: 142.0 cm3/rev
Max. discharged pressure: 2.94 MPa {30 kg/cm2}
Max. speed: 2200 rpm
FUNCTION OF SCAVENGING PUMP

• The scavenging pump is installed to the torque converter case and is driven by the power from the engine.
• The scavenging pump sucks oil from the bottom of the transmission case through a strainer and returns it
to the steering case.
10-266 D155AXI-8
STEERING LUBRICATION PUMP AND POWER TRAIN PUMP

STRUCTURE OF STEERING LUBRICATION PUMP AND POWER TRAIN PUMP
General view
A: From power train oil strainer C: To power train oil filter

B: To steering case
1: Power train pump 2: Steering lubrication pump
SPECIFICATIONS OF STEERING LUBRICATION PUMP AND POWER TRAIN

PUMP
Steering lubrication pump
Model: SAR(3)40
Type: Gear pump
Power train pump
Model: SAR(3)100
Type: Gear pump
D155AXI-8 10-267

FUNCTION OF STEERING LUBRICATION PUMP AND POWER TRAIN PUMP

• The steering lubricating pump and power train pump are installed to the torque converter case and is driven
by the power from the engine.
• The steering lubricating oil pump sucks oil from the bottom of the steering case through a strainer and
sends it to the steering lubricating oil circuit.
• The power train pump sucks oil from the bottom of the steering case through a strainer and sends it to the
power train control circuit.
HSS MOTOR
HSS
10-268 D155AXI-8
STRUCTURE OF HSS MOTOR
PA: From control valve T: To tank

PB: From control valve
1: HSS motor 3: Counterbalance valve
2: Check valve 4: Safety valve
D155AXI-8 10-269
1: Drive shaft 7: Cover

2: Motor case 8: Counterbalance valve spool
3: Piston 9: Check valve
4: Cylinder block 10: Spool
5: Valve plate 11: Safety valve
6: Housing
The motor consists of a fixed displacement bent axis type piston motor, counterbalance valve, check valve, and
safety valve.
10-270 D155AXI-8
SPECIFICATIONS OF HSS MOTOR

Model: KMF140
Type: Fixed displacement bent axis type piston motor
Motor capacity: 141.1 cm3/rev
Rated pressure: 41.2 MPa {420 kg/cm2}
OPERATION OF HSS MOTOR

1. 7 pistons (3) are attached to the disc part of drive shaft (1)
with a manner just like a spherical joint. Each piston (3)
forms a specific angle with drive shaft (1), and stored in
cylinder block (4).
2. It is assumed that the shaft of the disc is supported to ena-
ble free rotation of the disc. When force (F) is applied to
the disc diagonally, force (F) is divided into vertical force to
the disc (F1) and circumferential force (F2). (F1) pushes
the disc to axis direction, and (F2) rotates the disc clock-
wise.
3. Instead, when force (F'), not force (F) is applied to the disc,
the force (F') is also divided into (F'1) and (F'2), and the
disc is rotated counterclockwise by force (F'2).
4. The pressurized oil sent from the main piston pump enters
the piston motor inlet port, and the oil pressure is applied
to the back of piston (3), and drive shaft (1) is rotated by
inclination (Q) of piston (3) and cylinder block (4).
COUNTERBALANCE VALVE AND CHECK VALVE OF HSS MOTOR

HSS
D155AXI-8 10-271
FUNCTION OF COUNTERBALANCE VALVE AND CHECK VALVE OF HSS MOTOR

8: Counterbalance valve
9: Check valve
• When the steering is operated on a downhill slope, the
gravity force tends to make the current driving speed faster
than the speed by motor (engine) rotation.
• If the steering is operated while the engine is running at
low speed, the motor rotates under no load and machine
runs away. This may cause an extremely dangerous condi-
tion.
• These valves control the steering operation corresponding
with the engine speed (pump discharged volume) in order
to prevent such a dangerous condition.
OPERATION OF COUNTERBALANCE VALVE AND CHECK VALVE OF HSS MO-

TOR
During normal travel (flat ground and uphill ground)
1. When steering lever is operated, the pressurized oil from
the control valve is supplied to port (PA).
2. It pushes open check valve (9A), and flows from motor in-
let port (MA) to motor outlet port (MB).
3. The outlet port side of the motor is closed by check valve
(9B) and spool (8), so the pressure at the oil supply side
rises.
10-272 D155AXI-8
4. The pressurized oil at the oil supply side flows from orifice
(E1) of spool (8) into chamber (S1).
5. When the pressure in chamber (S1) increases higher than
the reaction force of the spool selector pressure, spool (8)
is pushed to the right.
6. Motor outlet port (MB) and port (PB) are connected to the
outlet passage, and the motor outlet side opens and the
motor turns.
During downhill travel

1. If the machine runs away on a downhill, the motor runs idle
and the pressure on the motor inlet side decreases.
2. Through orifice (E1), the pressure in chamber (S1) drops.
3. When the pressure in chamber (S1) decreases lower than
the spool selector pressure, spool (8) is pushed back to
the left by the reaction force of springs (13) and (14), and
port (MB) on the outlet side is throttled.
4. The pressure on the motor outlet side increases and rotat-
ing resistance is generated in the motor, thus the machine
is prevented from running away.
5. Spool (8) moves to a position where the force caused by
the machine weight and the hydraulic force on the motor
inlet side are balanced with the pressure of motor outlet
port (MB).
6. In this way, it throttles the motor outlet port circuit and ena-
bles to steer at a speed that matches the volume of oil dis-
charged from the pump.
SAFETY VALVE OF HSS MOTOR

HSS
D155AXI-8 10-273
FUNCTION OF SAFETY VALVE OF HSS MOTOR

11: Safety valve
• When the operation of the steering is finished, the outlet
and inlet circuits of the motor are closed. Since the motor
is turned by inertial force, the pressure on the motor outlet
side increases abnormally, and the motor or piping may be
damaged. The safety valve releases this abnormal pres-
sure into the motor inlet side to protect the devices from
damage.
• This safety valve releases abnormal pressure into inlet
side when either (MA) or (MB) becomes outlet side.
OPERATE SAFETY VALVE OF HSS MOTOR

When pressure in chamber (MB) increases (motor turns right)
1. When the operation of the steering is finished, the check
valve of the counterbalance valve closes chamber (MB) in
the outlet side circuit.
2. Since the motor continues rotation because of inertial
force, the pressure on the outlet (MB) side increases.
10-274 D155AXI-8
3. When it exceeds the set pressure, force (F1) [circle area

difference between (D1) and (D2) x pressure] compresses
spring (2).
4. The pressurized oil moves poppet (1) to the left and flows
into chamber (MB) in the circuit on the opposite side.
When pressure in chamber (MA) increases (motor turns left)

1. When the operation of the steering is finished, the check
valve of the counterbalance valve closes chamber (MA) in
the outlet circuit.
2. Since the motor continues rotation because of inertial
force, the pressure on the outlet (MA) side increases.
D155AXI-8 10-275
3. When it exceeds the set pressure, force (F2) [circle area

difference between (D1) and (D3) x pressure] compresses
spring (2).
4. The pressurized oil moves poppet (1) to the left and flows
into chamber (MB) in the circuit on the opposite side.
ELECTRIC STEERING CONTROL LEVER

STRUCTURE OF ELECTRIC STEERING CONTROL LEVER
NOTICE
Do not disassemble this lever since its output voltage characteristics and operating effort characteris-
tics need to be adjusted.
10-276 D155AXI-8
Appearance and sectional view
D155AXI-8 10-277
1: Boot 4: Bolt
2: Cover 5: Lever
3: O-ring 6: Connector
FEATURE OF ELECTRIC STEERING LEVER

Characteristics of operating effort
For blade and ripper
• The characteristics are as shown in the figure at right in all
of the backward, forward, right, and left directions.
• Free return (operating effort characteristics diagram)
10-278 D155AXI-8
For steering
• Operations in forward and backward directions
The control lever is held at 3 positions of “FORWARD”,
“NEUTRAL”, and “REVERSE”.
• Operations of steering in right and left directions
Free return
D155AXI-8 10-279
Output voltage characteristics

• This is installed to the L.H. control stand, and the control
lever is installed directly on it.
• The operation angle (stroke) of the control lever is detect-
ed by the potentiometer and is output in the form of a sig-
nal voltage to the power train controller.
• A potentiometer is installed to detect each of longitudinal
displacement and lateral displacement. Each potentiome-
ter outputs 2 signal voltages which are opposite in phase
as shown in the figure on the right.
10-280 D155AXI-8
10 STRUCTURE AND FUNCTION WORK EQUIPMENT CONTROL
WORK EQUIPMENT SYSTEM

WORK EQUIPMENT CONTROL
LAYOUT OF WORK EQUIPMENT CONTROL
D155AXI-8 10-281
WORK EQUIPMENT CONTROL 10 STRUCTURE AND FUNCTION
1: Work equipment lock lever 7: Pilot filter

2: Electric blade control lever 8: Pilot circuit accumulator
3: Electric ripper control lever 9: Float button
4: Work equipment controller 10: Pitch switch
5: Work equipment lock solenoid valve 11: Tilt switch
6: Self-pressure reducing valve 12: Work equipment lock switch
WORK EQUIPMENT CONTROL FUNCTION
• The work equipment control employs an EPC method which uses an EPC valve to move each control valve
spool.
• Work equipment lock lever (1) is interconnected with work equipment lock switch (2). When it is at the
“FREE” position, the work equipment lock valve operates to open the work equipment control circuit.
10-282 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF FRONT WORK EQUIPMENT
LAYOUT DRAWING OF FRONT WORK EQUIPMENT

REMARK
The figure shows SIGMADOZER with dual tilt specification.
1: R.H. blade tilt cylinder (*1) 4: Control valve

2: R.H. blade lift cylinder 5: L.H. blade tilt cylinder
3: Quick drop valve 6: L.H. blade lift cylinder
*1: The single tilt specification uses the brace.
D155AXI-8 10-283
LAYOUT OF VARIABLE GIANT RIPPER 10 STRUCTURE AND FUNCTION
LAYOUT OF VARIABLE GIANT RIPPER
1: Control valve 4: Ripper tilt cylinder

2: Branch block 5: Pin puller cylinder
3: Ripper lift cylinder 6: Pin puller solenoid valve
10-284 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT OF VARIABLE MULTI-SHANK RIPPER
LAYOUT OF VARIABLE MULTI-SHANK RIPPER
1: Control valve 3: Ripper lift cylinder

2: Branch block 4: Ripper tilt cylinder
D155AXI-8 10-285
COMPONENT PARTS OF WORK EQUIPMENT SYSTEM 10 STRUCTURE AND FUNCTION
COMPONENT PARTS OF WORK EQUIPMENT SYSTEM

SELF-PRESSURE REDUCING VALVE
STRUCTURE OF SELF-PRESSURE REDUCING VALVE
T: To tank P2: To fan motor

P1: From pump PR: Supply to EPC valve, etc.
10-286 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF WORK EQUIPMENT SYSTEM
1: Valve (sequence valve) 6: Spring (main pressure reducing valve)

2: Spring 7: Valve (pressure reducing valve)
3: Screw 8: Spring (safety valve)
4: Poppet 9: Ball
5: Spring (pilot pressure reducing valve) 10: Filter
D155AXI-8 10-287
FUNCTION OF SELF-PRESSURE REDUCING VALVE

This valve reduces the discharged pressure of the fan pump
and supplies it to the EPC valve, etc. as the control pressure.
10-288 D155AXI-8
OPERATE SELF-PRESSURE REDUCING VALVE

When engine is stopped (When all oil pressures are low)
1. Spring (6) pushes poppet (5) to the seat, and the circuit between ports (PR) and (T) is closed.
2. Spring (7) pushes spool (8) to the left side, and the ports (P1) and (PR) are connected to each other.
3. Spring (3) pushes valve (2) up, and ports (P1) and (P2) are disconnected from each other.
D155AXI-8 10-289
When load pressure (P2) is lower than output pressure (PR) of self-pressure re-
ducing valve
1. Spring (3) and the pressure (PR) [0 MPa {0 kg/cm2} when the engine is stopped] push valve (2) in the di-
rection to disconnect ports (P1) and (P2) from each other. When the hydraulic oil enters port (P1), the ex-
pression [pressure (P1) ≒ force of spring (3) + (area d x pressure (PR))] holds, and the self pressure reduc-
ing valve adjusts the opening between ports (P1) and (P2) so that pressure (P1) is maintained higher than
pressure (PR).
2. When pressure (PR) rises above the set pressure, poppet (5) opens and hydraulic oil flows from port (PR),
through hole (a) in spool (8) and the opening of poppet (5) to the tank port (T).
3. Therefore, differential pressure is developed across hole (a) in spool (8), and it moves spool (8) to discon-
nect ports (P1) and(PR) from each other. Thus, this valve uses the area of the opening to regulate pressure
(P1) to a certain level [set pressure] and supplies it as pressure (PR).
10-290 D155AXI-8
Operation when load pressure (P2) is high
1. When load pressure (P2) rises due to digging or other operations, pump discharged volume increases and
pressure (P1) rises. When the expression [Force exerted by pressure (P1) > Force of spring (3) + Force
(area (d) x pressure (PR))] holds, and valve (2) moves downward to its stroke end. As a result, the opening
between the ports (P1) and (P2) increases, the passage resistance becomes smaller to reduce engine
horsepower loss.
2. When pressure (PR) rises above the set pressure, poppet (5) opens and hydraulic oil flows from port (PR),
through hole (a) in spool (8) and the opening of poppet (5) to the tank port (T).
3. Therefore, differential pressure is developed across hole (a) in spool (8), and it moves spool (8) to discon-
nect ports (P1) and(PR) from each other. Thus, this valve uses the area of the opening to regulate pressure
(P1) to a certain level [set pressure] and supplies it as pressure (PR).
D155AXI-8 10-291
Operation when abnormally high pressure is generated
When pressure (PR) of the self-pressure reducing valve rises abnormally high, ball (10) separates from the seat
against the spring (9) to allow the oil to flow from port (PR) to port (T) so as to reduce the pressure (PR). As a
result, the equipment (EPC valve, etc.), to which the oil pressure is supplied, is protected from the abnormal
high pressure.
WORK EQUIPMENT LOCK SOLENOID VALVE

STRUCTURE OF WORK EQUIPMENT LOCK SOLENOID VALVE
Structure drawing
1: Solenoid 2: Body
10-292 D155AXI-8
3: Spool
FUNCTION OF WORK EQUIPMENT LOCK SOLENOID VALVE

• The work equipment lock valve is installed between the source pressure valve and control valve in the work
equipment control circuit.
• When the work equipment lock lever is set in “FREE” position, the work equipment lock valve actuates
linked with work equipment lock switch to open the work equipment control circuit, then the work equipment
becomes operable.
OPERATE WORK EQUIPMENT LOCK SOLENOID VALVE
The solenoid is operated by the electric signal to move the spool. As a result, the circuit between port (A) con-
nected to the source pressure valve and port (B) connected to the control valve is opened.
D155AXI-8 10-293
PILOT CIRCUIT ACCUMULATOR

STRUCTURE OF PILOT CIRCUIT ACCUMULATOR
1: Gas plug
2: Shell
3: Poppet
4: Holder
5: Bladder
6: Oil port
SPECIFICATIONS OF PILOT CIRCUIT ACCUMULATOR

Type of gas: Nitrogen gas
Gas volume: 500 cm3
Max. actuating pressure: 6.86 MPa {70 kg/cm2}
Min. actuating pressure: 0.69 MPa {7 kg/cm2}
FUNCTION OF PILOT CIRCUIT ACCUMULATOR

The accumulator is installed between the pressure reducing valve and the EPC valve.
Even if the engine is stopped with the work equipment still raised, the pressure of the nitrogen gas compressed
inside the accumulator sends the pilot pressure to the control valve to actuate it and enable the work equipment
to move down under its own weight.
OPERATE PILOT CIRCUIT ACCUMULATOR

1. After the engine is stopped, when the work equipment lev-
er is in NEUTRAL, chamber (A) inside the bladder is com-
pressed by the oil pressure in chamber (B).
2. When the work equipment lever is operated, the oil pres-
sure in chamber (B) goes 2.9 MPa {30 kg/cm2} or less.
Pressure of the nitrogen gas in chamber (A) expands the
bladder and the oil in chamber (B) acts as the pilot pres-
sure to actuate the control valve.
10-294 D155AXI-8
QUICK DROP VALVE

STRUCTURE OF QUICK DROP VALVE
For blade lift cylinder
D155AXI-8 10-295
IQDV: QDV selector current PP: EPC valve source pressure port (from self-pres-
PB1: To L.H. blade lift cylinder bottom sure reducing valve)
PB2: To R.H. blade lift cylinder bottom TS: Seal drain port
PH1: To L.H. blade lift cylinder head VB: From control valve blade “RAISE”
PH2: To R.H. blade lift cylinder head VH: From control valve blade “LOWER”
1: Body 4: Body
2: Main spool 5: Selector valve spool
3: Plate 6: EPC valve
FUNCTION OF NO CIRCUITING CONDITION OF QUICK DROP VALVE

• Fine control of lowering blade (Stroke of lever is 70 % and below.)
• QDV mode: OFF
• QDV = Quick Drop Valve

• The QDV is installed between the control valve and the blade lift cylinder.
10-296 D155AXI-8
• When the blade control lever is set in “LOWER” position, the QDV prevents a vacuum on the cylinder bot-
tom side and shortens time lag before starting digging.
• The blade lowering speed is mostly decided by the pump discharged volume. However, it can be increased
by installing the quick drop valve.
• Since the QDV electronically controls the operation of the PCCS lever, the controller and EPC valve (QDV
is built-in), it is possible to select ON or OFF.
OPERATE QUICK DROP VALVE DURING NO CIRCUITING CONDITION

• Fine control of lowering blade (Stroke of lever is 70 % or less.)
• QDV mode: OFF
1. Since command current (X) from the controller to EPC valve is 0 A, main spool (1) is not switched.
2. The circuits between port (VH) and port (PH), between port (VB) and port (PB), are shut off.
3. The pressure oil of the lift cylinder head flows from port (VH) to tank (T) through the control valve.
OPERATE QUICK DROP VALVE DURING CIRCUITING CONDITION

Lowering blade (lever stroke 70 % or more)
D155AXI-8 10-297
QDV mode: ON
1. 1,000 mA of command current (X) flows from the controller to EPC valve and the pilot pressure from the
EPC valve is transmitted to chamber (a) at the main spool.
2. Main spool (1) moves to the right and the circuits between port (VH) and port (PH)/port (VB) and port (PB),
get into circulating condition.
3. Most of the pressurized oil which has been flowing from port (PH) to port (VH), circulates and flows to port
(PB).
4. The pressurized oil which has been flowing to port (PB) merges with the pressure oil from port (VB) and
flows into the lift cylinder bottom.
5. The blade lowering speed is increased by the quantity of oil flowing into the lift cylinder bottom.
6. Thus, vacuum on the lift cylinder bottom is prevented.
OPERATIE FROM THE CIRCULATING CONDITION OF LOWERING BLADE TO

THE BLADE THRUSTING CONDITION OF QUICK DROP VALVE
• Lowering blade (lever stroke 70 % or more)
10-298 D155AXI-8
• QDV mode: ON
1. If the blade is thrust against the ground under the circulating condition of blade lowering, the lift cylinder
bottom pressure rises.
2. When the lift cylinder bottom pressure becomes 3.43 MPa {35 kg/cm2} or more, selector valve spool (2)
moves to the left.
3. The pilot pressure from the EPC valve is blocked and pressure chamber (a) of main spool (1) is connected
to drain circuit (TS).
4. Main spool (1) moves to the left by the force of spring (3).
5. The lift cylinder bottom is connected to the circuit between port (PB) and port (VB), thus circuit becomes no
circulating condition (oil cannot flow from head to bottom) and blade can thrust against ground.
PISTON VALVE
FUNCTION OF PISTON VALVE FOR BLADE LIFT CYLINDER
The piston valve is installed on the piston in the blade lift cylinder. When the piston reaches its stroke end, the
valve releases the oil from the hydraulic pump to reduce the oil pressure being exerted on the piston.
D155AXI-8 10-299
In addition the piston valve relieves the shock which occurs when the piston comes into contact with the cylinder
head or the bottom and serves to reduce the subsequent surge pressure in the cylinder by letting the oil escape
from the cylinder before the piston reaches its stroke end.
OPERATION OF PISTON VALVE FOR BLADE LIFT CYLINDER

Operation when piston valve is close (during stroke)
1. Pressurized oil from the work equipment pump acts on pis-
ton (2) and piston valve (3).
2. Then, piston valve (3) is pushed to the right and contacts
the tapered part of piston valve seat (4) to seal in the oil.
As a result, the pressure in the cylinder rises to move pis-
ton (2) to the right.
Operation when piston valve is open (at stroke end)

1. Just before piston rod (1) reaches the end of its stroke, the
tip of valve (6) contacts the cylinder bottom, so valve (6)
and piston valve (3) stop at that position and do not move
further. Only piston (2) moves further.
2. The oil at the cylinder head which has been sealed in by
piston valve (3) escapes through piston valve seats (4)
and (5) at this time, and the pressure inside the cylinder
stops rising.
ELECTRIC BLADE CONTROL LEVER

STRUCTURE OF ELECTRIC BLADE CONTROL LEVER
NOTICE
10-300 D155AXI-8
1: Boot 3: Connector
2: Nut
RIPPER ELECTRIC LEVER

STRUCTURE OF ELECTRIC RIPPER CONTROL LEVER
NOTICE
D155AXI-8 10-301
1: Boot 3: Connector
2: Ring 4: Plate
10-302 D155AXI-8
10 STRUCTURE AND FUNCTION LAYOUT DRAWING OF ICT SYSTEM
ICT SYSTEM
ICT
Abbreviation for Information and Communication Technology
LAYOUT DRAWING OF ICT SYSTEM
1: Stroke sensing blade lift cylinder
D155AXI-8 10-303
LAYOUT DRAWING OF ICT SYSTEM 10 STRUCTURE AND FUNCTION
2: Control box
3: GNSS antenna
4: Radio antenna
5: GNSS receiver
6: IMU sensor
10-304 D155AXI-8
10 STRUCTURE AND FUNCTION ICT CONTROL SYSTEM DIAGRAM
ICT CONTROL SYSTEM DIAGRAM
Input and output signals

a: Controller power supply j: Cylinder EPC valve drive signal
b: CAN signal 1 (komnet/r) k: Cylinder stroke and reset signal
c: CAN signal 2 (komnet/c) m: Back grade mode switch signal
d: LAN communication n: Cut/fill offsets switch (Down) signal
e: GNNS signal p: Cut/fill offsets switch (Up) signal
f: CAN signal 3 q: Travel lock switch signal
g: Blade control lever and auto/manual switch signal r: Transmission output shaft speed sensor signal
h: Work equipment lock signal s: Steering, directional and speed range shift signal
1: Machine monitor 7: Battery disconnect switch
2: Control box 8: Blade control lever and auto/manual switch (PCCS
3: GNSS receiver lever)
4: GNSS antenna 9: Work equipment lock switch
5: IMU sensor 10: Work equipment controller
6: Battery 11: Blade lift cylinder EPC valve (RAISE)

12: Blade lift cylinder EPC valve (LOWER)
D155AXI-8 10-305
ICT CONTROL SYSTEM DIAGRAM 10 STRUCTURE AND FUNCTION
13: Blade tilt cylinder head EPC valve (L.H.) 21: Back grade mode switch
14: Blade tilt cylinder bottom EPC valve (L.H.) 22: Cut/fill offsets switch (Down)
15: Blade tilt cylinder head EPC valve (R.H.) 23: Cut/fill offsets switch (Up)
16: Blade tilt cylinder bottom EPC valve (R.H.) 24: Power train controller
17: Reset sensor for blade lift cylinder (R.H.) 25: Travel lock switch
18: Stroke sensor for blade lift cylinder (R.H.) 26: Transmission output shaft speed sensor
19: Reset sensor for blade lift cylinder (L.H.) 27: Joystick (steering, directional, and gear shift lever)
20: Stroke sensor for blade lift cylinder (L.H.) (PCCS lever)
10-306 D155AXI-8
10 STRUCTURE AND FUNCTION BLADE CONTROL SYSTEM
BLADE CONTROL SYSTEM

FUNCTION OF BLADE CONTROL SYSTEM
Function of dozing mode settings
The icons in the following table are for the dozing mode setting. These are displayed on the main screen of con-
trol box.
Dozing Symbol Function Smooth Start Contents of operation
mode
Carrying the
Normal operation
soil
Dozing mode
Cutting the Efficient dozing operation (short
and leveling ON/OFF selectable
soil range cutting operation)
mode
Spreading Operation to spread soil to the

soil place higher than blade edge
Simple grad- Operation to finish concave flec-

Leveling mode OFF
ing tion point longitudinally
Function of blade load setting

The icons in the following table are for the blade load setting. These are displayed on the main screen of control
box.
Blade load Symbol Contents of operation
mode
• Operation in jobsite of sandy or soft ground where shoes slip frequently

Light load
• When operation with light load is preferable
Normal load Normal operation
• Operation in jobsite of heavy clay soil, etc.

Heavy load
• When operation with heavy load is preferable
D155AXI-8 10-307
BLADE CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
Function of blade height adjustment

The blade control system adjusts the blade height by operating the lift cylinder. It controls the center position (A)
of blade edge to follow the earthmoving operation design surface (T) as shown in the following figure.
A: The center position of blade edge T: Earthmoving operation design surface

S: Current surface
Function of blade angle adjustment
The blade control system adjusts the blade angle by operating the tilt cylinder. It controls the blade angle (B) to
follow the earthmoving operation design surface (T) as shown in the following figure.
B: Blade angle T: Earthmoving operation design surface

S: Current surface
10-308 D155AXI-8
LEVELING MODE SYSTEM DIAGRAM
A: Calculates the current coordinates of blade edge C: Calculates the deviation between the target and the
B: Calculates the target coordinates of blade edge current coordinates information of blade edge, and
each cylinder EPC valve drive signal value
a: Information of cylinder length e: Information of GNSS antenna coordinates
b: Information of current coordinates of blade edge f: Information of target coordinates of blade edge
c: Information of earthmoving operation design surface g: Cylinder EPC valve drive signal
coordinates
d: Information of machine posture
1: Reset sensor for blade lift cylinder (R.H.) 6: Work equipment controller
2: Stroke sensor for blade lift cylinder (R.H.) 7: GNSS receiver
3: Reset sensor for blade lift cylinder (L.H.) 8: GNSS antenna
4: Stroke sensor for blade lift cylinder (L.H.) 9: IMU sensor
5: Control box 10: Blade lift cylinder EPC valve (RAISE)
D155AXI-8 10-309
BLADE CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
11: Blade lift cylinder EPC valve (LOWER) 13: Blade tilt cylinder bottom EPC valve (L.H.)
12: Blade tilt cylinder head EPC valve (L.H.)
FUNCTION OF LEVELING MODE

• This mode is used for the operation in which the blade load is light such as finishing operation.
• This mode controls the blade so that the blade edge position follows the earthmoving operation design sur-
face which has already been set in control box (5).
Select “Carry”, “Cut”, or “Spread” in “Dozing Control” menu.
• This mode is enabled when the deviation between the coordinates of current blade edge and the target
blade edge is less than the certain value.
When the deviation between the coordinates of current blade edge and target blade edge becomes more
than the certain value, it is switched to the dozing mode.
• This mode is enabled when the blade load is less than the certain value.
(When the blade load exceeds the certain value, it is switched to the dozing mode.)
• Select “Light load”, “Normal load”, or “Heavy load” for the target blade load setting.
When “Simple Grading” in “Dozing Control” is selected
• Leveling mode is always enabled.
• The target blade load setting is disabled.
OPERATION OF LEVELING MODE

1. Work equipment controller (6) obtains the current coordinates information (b) of blade edge by calculating
information (a) of each cylinder length, and transmits it to GNSS receiver (7).
2. GNSS receiver (7) obtains the target coordinates information (f) of blade edge by calculating current coordi-
nates information (b) of blade edge, earthmoving operation design surface coordinates information (c), ma-
chine posture information (d), and GNSS antenna coordinates information (e), and transmits it to work
equipment controller (6).
3. Work equipment controller (6) calculates the deviation amount between the coordinates of target informa-
tion (f) of blade edge and its current information (b) of blade edge.
4. Work equipment controller (6) controls the blade by outputting cylinder EPC valve drive signal (g) corre-
sponding to the deviation amount.
REMARK
The coordinates of blade edge indicate the coordinates on both ends of blade edge.
10-310 D155AXI-8
DOZING MODE SYSTEM DIAGRAM
A: Calculates the current blade load B: Calculates the deviation between the current and
the target load to blade, and each cylinder EPC
valve drive signal value
a: Information of current blade load c: Cylinder EPC valve drive signal
b: Information of cylinder length
1: Blade tilt cylinder head EPC valve (L.H.) 6: Power train controller
2: Blade tilt cylinder bottom EPC valve (L.H.) 7: Reset sensor for blade lift cylinder (R.H.)
3: Blade lift cylinder EPC valve (LOWER) 8: Stroke sensor for blade lift cylinder (R.H.)
4: Blade lift cylinder EPC valve (RAISE) 9: Reset sensor for blade lift cylinder (L.H.)
5: Work equipment controller 10: Stroke sensor for blade lift cylinder (L.H.)
FUNCTION OF DOZING MODE

• This mode is used for the operation in which the blade load is heavy such as normal operation, short range
cutting operation and spreading operation.
• This mode controls the blade to adjust the blade height so that the load applied to the blade is constant (the
target) value.
Select “Carry”, “Cut”, or “Spread” in “Dozing Control” menu.
• This mode is enabled when the deviation between the coordinates of current blade edge and the target
blade edge is more than the certain value.
(When the deviation between the coordinates of current blade edge and target blade edge becomes less
than the certain value, it is switched to the leveling mode.
• This mode is enabled when the blade load is more than the certain value.
(When the blade load becomes less than the certain value, it is switched to the leveling mode.)
• Select “Light load”, “Normal load”, or “Heavy load” for the target blade load setting.
OPERATION OF DOZING MODE

1. Work equipment controller (5) obtains the target blade elevation from the blade load, and calculates each
cylinder EPC valve drive signal value from the deviation amount between the target elevation and coordi-
nates information of blade edge.
2. Work equipment controller (5) controls the blade by outputting the cylinder EPC valve drive signal (c) corre-
sponding to the cylinder EPC valve drive signal value information.
D155AXI-8 10-311
SMOOTH START SYSTEM 10 STRUCTURE AND FUNCTION
SMOOTH START SYSTEM

SMOOTH START SYSTEM DIAGRAM
A: Calculates the current blade angle B: Calculates the deviation between the current and
the target blade angle, and each cylinder EPC valve
drive signal value
a: Information of cylinder length c: Information of machine posture
b: Information of current blade angle d: Cylinder EPC valve drive signal
1: Work equipment controller 7: Blade tilt cylinder bottom EPC valve (R.H.)
2: GNSS receiver 8: Reset sensor for blade lift cylinder (R.H.)
3: IMU sensor 9: Stroke sensor for blade lift cylinder (R.H.)
4: Blade lift cylinder EPC valve (RAISE) 10: Reset sensor for blade lift cylinder (L.H.)
5: Blade lift cylinder EPC valve (LOWER) 11: Stroke sensor for blade lift cylinder (L.H.)
6: Blade tilt cylinder head EPC valve (L.H.)
FUNCTION OF SMOOTH START SYSTEM

• This function is enabled when dozing operation is started by using the blade automatic control in dozing
mode.
• This function adjusts the blade angle to the set cutting shape so that the ground becomes smooth after doz-
ing.
• This function is enabled when “Smooth Start” in “Dozing Control” menu is selected.
REMARK
This function is disabled when the deviation between the coordinates of current blade edge and target blade
edge becomes less than the certain value, it is switched to the leveling mode.
This function is disabled when the blade load becomes less than the certain value, it is switched to the leveling
mode.
OPERATION OF SMOOTH START SYSTEM

1. GNSS receiver (2) transmits machine posture information (c) to work equipment controller (1).
2. Work equipment controller (1) obtains the current blade angle information (b) by calculating information (a)
of each cylinder length and information (c) of machine posture.
10-312 D155AXI-8
10 STRUCTURE AND FUNCTION SMOOTH START SYSTEM
3. Work equipment controller (1) calculates the deviation amount between the current blade angle information
(b) and the target blade angle.
4. Work equipment controller (1) controls the blade by outputting cylinder EPC valve drive signal (d) corre-
sponding to the deviation amount.
Cutting shape
The cutting shapes differ according to the dozing control setting as shown in the following figure.
A: Smooth start is disabled S: Current surface

B: Smooth start is enabled (“cutting” mode) T: Earthmoving operation design pad
C: Smooth start is enabled (“carrying” mode, “spread-
ing” mode)
D155AXI-8 10-313
SLIP CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
SLIP CONTROL SYSTEM

SLIP CONTROL SYSTEM DIAGRAM
A: Calculates the machine theoretical travel speed C: Calculates the shoe slip ratio and the EPC valve
B: Calculates the machine actual travel speed drive signal value of each cylinder

a: Transmission output shaft speed sensor signal d: Information of machine actual travel speed
b: Machine theoretical travel speed information e: Cylinder EPC valve drive signal
c: Information of GNSS antenna coordinate f: Information of cylinder length
1: GNSS receiver 8: Stroke sensor for blade lift cylinder (L.H.)
2: GNSS antenna 9: Work equipment controller
3: Power train controller 10: Blade tilt cylinder bottom EPC valve (L.H.)
4: Transmission output shaft speed sensor 11: Blade tilt cylinder head EPC valve (L.H.)
5: Reset sensor for blade lift cylinder (R.H.) 12: Blade lift cylinder EPC valve (LOWER)
6: Stroke sensor for blade lift cylinder (R.H.) 13: Blade lift cylinder EPC valve (HEAD)
7: Reset sensor for blade lift cylinder (L.H.)
FUNCTION OF SLIP CONTROL SYSTEM

This function controls blade to RAISE in order to avert slip when it detects a slip of track caused by an exces-
sive load applied to blade.
OPERATION OF SLIP CONTROL SYSTEM

1. Power train controller (3) obtains the machine theoretical travel speed information (b) from transmission
output shaft speed sensor signal (a), and transmits it to work equipment controller (9).
2. GNSS receiver (1) calculates the machine actual travel speed information (d) from GNSS antenna coordi-
nates information (c), and transmits it to work equipment controller (9).
3. Work equipment controller (9) obtains the shoe slip ratio by calculating the machine theoretical travel speed
information (b) and machine actual travel speed information (d).
4. Work equipment controller (9) calculates the cylinder EPC valve drive signal value corresponding to the
shoe slip ratio.
5. Power train controller (3) controls the blade by outputting the cylinder EPC valve drive signal (e) corre-
10-314 D155AXI-8
10 STRUCTURE AND FUNCTION ASSIST CONTROL SYSTEM
ASSIST CONTROL SYSTEM

ASSIST CONTROL SYSTEM DIAGRAM
A: Calculates the current coordinates of blade edge B: Calculates the deviation between the current and
the target values of coordinates of blade edge, and
each cylinder EPC valve drive signal value
a: Information of cylinder length d: Information of operation amount of blade control
b: Information of current coordinates of blade edge lever
c: Information of state of joystick (steering, directional e: Cylinder EPC valve drive signal
and gear shift lever)
1: Work equipment controller 7: Reset sensor for blade lift cylinder (L.H.)
2: Blade control lever and auto/manual switch (PCCS 8: Stroke sensor for blade lift cylinder (L.H.)
lever) 9: Blade tilt cylinder bottom EPC valve (L.H.)
3: Joystick (steering, directional, and gear shift lever) 10: Blade tilt cylinder head EPC valve (L.H.)
(PCCS lever)
11: Blade lift cylinder EPC valve (LOWER)
4: Power train controller
12: Blade lift cylinder EPC valve (HEAD)
5: Reset sensor for blade lift cylinder (R.H.)
6: Stroke sensor for blade lift cylinder (R.H.)
FUNCTION OF ASSIST CONTROL SYSTEM

• This function automatically lowers the blade (which has been raised during reverse travel) to the specified
position near the track grounding height before starting leveling or dozing work.
(It is activated when the joystick (steering, directional and gear shift lever) is in forward position and the
blade control lever is operated to LOWER for more than the certain time.)
• This function automatically raises the blade to the specified position during reverse travel.
(It is activated when the joystick (steering, directional and gear shift lever) is in reverse position and the
blade control lever is operated to RAISE for more than the certain time.)
OPERATION OF ASSIST CONTROL SYSTEM

1. Work equipment controller (1) calculates the current coordinates information (b) of blade edge from each
cylinder length information (a).
2. Power train controller (4) detects the state information (c) of joystick (steering, directional and gear shift lev-
er) and sends it to work equipment controller (1).
D155AXI-8 10-315
ASSIST CONTROL SYSTEM 10 STRUCTURE AND FUNCTION
3. Work equipment controller (1) detects operation amount information (d) of blade control lever.
4. Work equipment controller (1) determines the activation of this function from the state information (c) of joy-
stick (steering, directional and gear shift lever) and the operation amount information (d) of blade control
lever.
5. Work equipment controller (1) calculates the deviation amount between the current coordinates information
(b) of blade edge and its target coordinates by assistance.
6. Work equipment controller (1) calculates the cylinder EPC valve drive signal value corresponding to the de-
viation amount.
7. Work equipment controller (1) controls the blade by outputting the cylinder EPC valve drive signal (e) corre-
10-316 D155AXI-8
10 STRUCTURE AND FUNCTION COMPONENT PARTS OF ICT SYSTEM
COMPONENT PARTS OF ICT SYSTEM

CONTROL BOX
STRUCTURE OF CONTROL BOX
General view
1: Touch panel 4: USB port

2: Power supply ON switch 5: Connector
3: Power supply OFF switch
Structure
This monitor employs the touch panel type monitor.
FUCTION OF CONTROL BOX

• This processes, displays, and outputs GNSS positioning data.
• It can display, set, and adjust the blade automatic control condition.
• It can display, set, and adjust the earthmoving operation design surface condition.
INPUT AND OUTPUT SIGNALS OF CONTROL BOX

PT08SE-19P [CN-MONI]
Pin No. Signal name
nals
A (*1) -
B (*1) -
C Power supply -
D GND -
D155AXI-8 10-317
COMPONENT PARTS OF ICT SYSTEM 10 STRUCTURE AND FUNCTION

Pin No. Signal name
nals
E Power supply (switch signal) Output
F (*1) -
G (*1) -
H (*1) -
J ENET RX+ Input
K ENET RX+ Input
L ENET TX+ Output
M ENET TX- Output
N RX RS232 Input
P (*1) -
R TX RS232 Output
S (*1) -
T (*1) -
U (*1) -
V (*1) -
GNSS RECEIVER
GNSS
Abbreviation for Global Navigation Satellite System
10-318 D155AXI-8
STRUCTURE OF GNSS RECEIVER

General view
1: Radio antenna connection port 4: Machine wiring harness connection port

2: GNSS antenna connection port (DRC26-40P(B))
3: Machine wiring harness connection port 5: GNSS satellite capture display LED
(DRC26-40P(A))
FUNCTION OF GNSS RECEIVER

• This terminal receives the GNSS positioning data from GNSS satellite through GNSS antenna, and proc-
esses it.
• This terminal receives the corrected GNSS positioning data from base station through a radio set, and proc-
esses it.
• This terminal receives the information from network signals or input signals inside the machine, and proc-
esses it.
• This terminal detects the information of coordinates necessary for automatic control, and outputs it.
• This terminal displays the number of captured GNSS satellites on GNSS satellite capture display LED (4)
by color and number of times of flashing.
Number of times of green flashing: Number of captured GPS
Number of times of orange flashing: Number of captured GLONASS
INPUT AND OUTPUT SIGNALS OF GNSS RECEIVER

DRC26-40P(A) [CN-GPSB1]
Pin No. Signal name
nals
1 (*1) -
2 GND (external radio device) -
D155AXI-8 10-319

Pin No. Signal name
nals
3 ENET RX+ Input
4 CAN0_H Input and output
5 (*1) -
6 TX CTRL RS232 Output
7 RX CTRL RS233 Input
8 (*1) -
9 (*1) -
10 (*1) -
11 (*1) -
12 (*1) -
13 ENET RX- Input
14 CAN0_L Input and output
15 Power supply (control box) -
16 GND (control box) -
17 (*1) -
18 (*1) -
19 (*1) -
20 (*1) -
21 (*1) -
22 (*1) -
23 ENET TX+ Input
24 Switch signal (control box) Output
25 Power supply -
26 GND -
27 (*1) -
28 (*1) -
29 (*1) -
30 (*1) -
31 (*1) -
32 Power supply 12 V (external radio device) -
33 ENET TX- Output
34 (*1) -
35 Power supply -
36 GND -
37 (*1) -
38 (*1) -
39 (*1) -
40 (*1) -
10-320 D155AXI-8
DRC26-40P(B) [CN-GPSB2]
Pin No. Signal name
nals
1 (*1) -
2 CAN1_H Input and output
3 (*1) -
4 TX RS232 (external radio device) Output
5 (*1) -
6 (*1) -
7 (*1) -
8 (*1) -
9 (*1) -
10 (*1) -
11 (*1) -
12 CAN1_L Input and output
13 (*1) -
14 RX RS232 (external radio device) Input
15 (*1) -
16 (*1) -
17 (*1) -
18 (*1) -
19 (*1) -
20 (*1) -
21 PPS- -
22 GND (IMU sensor) -
23 (*1) -
24 Power supply (IMU sensor) -
25 (*1) -
26 (*1) -
27 (*1) -
28 (*1) -
29 (*1) -
30 (*1) -
31 PPS+ -
32 (*1) -
33 (*1) -
34 (*1) -
35 (*1) -
36 (*1) -
D155AXI-8 10-321

Pin No. Signal name
nals
37 (*1) -
38 (*1) -
39 (*1) -
40 (*1) -
GNSS ANTENNA
GNSS
Abbreviation for Global Navigation Satellite System
STRUCTURE OF GNSS ANTENNA

General view
1: Connector
FUNCTION OF GNSS ANTENNA

This antenna is installed on top of ROPS cab and receives radio waves of GNSS positioning data from a satel-
lite.
IMU SENSOR
IMU
Abbreviation for Inertial Measurement Unit
10-322 D155AXI-8
STRUCTURE OF IMU SENSOR

General view
1: Connector
FUNCTION OF IMU SENSOR

• This sensor is installed to the inside of the machine. It detects the state of machine posture, and outputs it.
• This sensor detects angular velocities and acceleration of 3 axes of the longitudinal, the lateral, and the ver-
tical directions of the machine as the machine posture information.
NOTICE
If IMU sensor does not normally function, it reduces the accuracy of finishing the earthmoving opera-
tion design surface.
D155AXI-8 10-323
CALIBRATION METHOD OF IMU SENSOR

CALIBRATION METHOD OF MACHINE ROLL ANGLE
• If the slope angle of the ground before performing the calibration is (θ), and the difference of the angle be-
tween the machine and IMU sensor (1) is (θi), the value of “Blade slope” before calibration is the combined
value of roll angle measured by IMU sensor (1) and blade tilt angle. If the blade tilt angle is (θt), “Blade
slope” display is the following formula at posture (Fig. A).
Measured value of roll angle (a) = θ + θt + θi
• The value of “Blade slope” will be the following formula at posture (Fig. B) in which the machine is placed at
the same posture as (A) but the machine direction is turned 180 °.
Measured value of roll angle (c) = θ + θt + θi
• By adjusting blade tilt angle to 0.0 ° at step 5 of TESTING AND ADJUSTING, "CALIBRATION OF IMU
SENSOR", "Calibration of roll angle and pitch angle", the formula becomes θt = 0.0. So, actual machine
angle (= adjustment value of roll angle) at posture (Fig. B) can be obtained with the following formula.
Adjustment value of roll angle = {Measured value of roll angle (c) - Measured value of roll angle (a)} / 2 =
{(θ + θi) - (-θ + θi)} / 2 = θ
• The inclination of the IMU sensor in rightward and leftward directions can be corrected by inputting the ad-
justment value of roll angle to the control box.
10-324 D155AXI-8
CALIBRATION METHOD OF MACHINE PITCH ANGLE
• If slope angle of the ground for calibration is (θ), and angle difference of the machine and IMU sensor (1) is
(θi), the value of “Mainfall slope” before calibration is equal to the measured value of pitch angle of IMU
sensor (1). So, value of “Mainfall slope” at posture (Fig. A) is the following formula.
Measured value of pitch angle (b) = -θ + θi
• The value of “Mainfall slope” will be the following formula at posture (Fig. B) in which the machine is placed
at the same posture as (A) but the machine direction is turned 180 °.
Measured value of pitch angle (d) = θ + θi
• As mentioned above, actual machine angle (= pitch angle adjustment value) at posture (Fig. B) can be ob-
tained with the following formula.
Adjustment value of pitch angle = {Measured value of pitch angle (d) - measured value of pitch angle (b)} /2
= {(θ + θi) - (-θ + θi)} / 2 = θ
• The inclination of the IMU sensor in forward and backward directions can be corrected by inputting the ad-
justment value of pitch angle to the control box.
STROKE AND RESET SENSOR FOR BLADE LIFT CYLINDER

STRUCTURE OF STROKE AND RESET SENSOR FOR BLADE LIFT CYLINDER
NOTICE
Do not disassemble. It will require adjustment to obtain optimum performance.
D155AXI-8 10-325
General view
1: Tube 4: Connector
2: Reset sensor 5: Stroke sensor
3: Hose
FUNCTION OF STROKE AND RESET SENSOR FOR BLADE LIFT CYLINDER

• This sensor detects the stroke amount at stroke sensor part (5) and outputs the variable voltage.
• This sensor corrects a difference from the actual stroke amount at reset sensor part (2).
FUNCTION OF STROKE SENSOR FOR BLADE LIFT CYLINDER
10-326 D155AXI-8
• This sensor detects the stroke amount of cylinder rod (1) by the rotation of stroke sensor roller (2) which is
pressed onto the surface of cylinder rod (1).
Output characteristics
• The relation between stroke and output voltage is shown in
the following graph.
FUNCTION OF RESET SENSOR FOR BLADE LIFT CYLINDER
• This sensor detects the magnetic force of magnet (1) installed to piston (3) at reset sensor part (2).
Output characteristics
• The relation between stroke and output voltage is shown in
the following graph.
D155AXI-8 10-327
MAIN FRAME 10 STRUCTURE AND FUNCTION
UNDERCARRIAGE AND FRAME

MAIN FRAME
STRUCTURE OF MAIN FRAME
General view
1: Main frame 2: Cap
10-328 D155AXI-8
10 STRUCTURE AND FUNCTION SUSPENSION
SUSPENSION
STRUCTURE OF SUSPENSION
1: Equalizer bar 2: Pivot shaft assembly
D155AXI-8 10-329
SUSPENSION 10 STRUCTURE AND FUNCTION
3: Cover 6: Pivot shaft

4: Thrust plate 7: Seal cage
5: Thrust plate
8: Seal 10: Center pin

9: Side pin
10-330 D155AXI-8
10 STRUCTURE AND FUNCTION SUSPENSION
FUNCTION OF SUSPENSION
The front of the track frame rocks up and down by using the rear pivot shafts (3) as a fulcrum. Equalizer bar (1)
rocks by using center pin (2) as a fulcrum. The right and left track frames are connected by side pin (4).
D155AXI-8 10-331
TRACK FRAME AND IDLER CUSHION 10 STRUCTURE AND FUNCTION
TRACK FRAME AND IDLER CUSHION

STRUCTURE OF TRACK FRAME AND IDLER CUSHION
1: Idler 4: Yoke
2: Track frame 5: Dust seal
3: Carrier roller 6: Bushing
10-332 D155AXI-8
10 STRUCTURE AND FUNCTION TRACK FRAME AND IDLER CUSHION
7: Rod 12: Track roller

8: Wear ring 13: Track roller support guard
9: Recoil spring 14: Minor bogie
10: Lubricator 15: Major bogie
11: Sprocket cover guard 16: First bogie
SPECIFICATIONS OF TRACK FRAME AND IDLER CUSHION

Track roller flange type and bogie arrangement
1st: S (single)
2nd: D (double)
3rd: S (single)
4th: D (double)
5th: S (single)
6th: D (double)
7th: S (single)
FUNCTION OF TRACK FRAME AND IDLER CUSHION
• Track rollers (5) are mounted on the K-shaped bogies to increase the actual ground contact area of track
shoes on uneven ground, and increase the drawbar pull.
• The K-shaped bogies are equipped with rubber pads (6) to absorb the shocks from the ground surface.
• The idler cushion charges or discharges grease from lubricator (4) to move rod (2) forward or backward in
order to adjust the track tension. The recoil spring (3) acts to dampen any sudden shock brought to bear on
idler (1).
D155AXI-8 10-333
STRUCTURE OF FRONT WORK EQUIPMENT 10 STRUCTURE AND FUNCTION
WORK EQUIPMENT
STRUCTURE OF FRONT WORK EQUIPMENT
General view
REMARK
The figure shows SIGMADOZER with dual tilt specification.
1: Blade 5: R.H. blade tilt cylinder (*1)

2: Cutting edge 6: L.H. blade tilt cylinder
3: End bit 7: Center brace
4: Blade lift cylinder 8: Straight frame
10-334 D155AXI-8
10 STRUCTURE AND FUNCTION STRUCTURE OF FRONT WORK EQUIPMENT
9: Trunnion
*1: The single tilt specification uses the brace.
D155AXI-8 10-335
STRUCTURE OF CYLINDER STAY 10 STRUCTURE AND FUNCTION
STRUCTURE OF CYLINDER STAY

General view
1: Yoke 4: Dust seal

2: Bushing 5: Grease nipple
3: Bushing
10-336 D155AXI-8
10 STRUCTURE AND FUNCTION STRUCTURE OF VARIABLE GIANT RIPPER
STRUCTURE OF VARIABLE GIANT RIPPER

General view
1: Ripper tilt cylinder 4: Arm

2: Ripper lift cylinder 5: Cab mount bracket
3: Shank 6: Beam
D155AXI-8 10-337
STRUCTURE OF VARIABLE MULTI-SHANK RIPPER 10 STRUCTURE AND FUNCTION
STRUCTURE OF VARIABLE MULTI-SHANK RIPPER

General view
1: Ripper tilt cylinder 4: Arm

2: Ripper lift cylinder 5: Cab mount bracket
3: Shank 6: Beam
10-338 D155AXI-8
10 STRUCTURE AND FUNCTION ROPS CAB
CAB AND ITS ATTACHMENTS

ROPS CAB
ROPS
Abbreviation for Roll-Over Protective Structure
STRUCTURE OF ROPS CAB

General view
1: Front window 4: Door

2: Front wiper 5: Rear wiper
3: ROPS (with built-in cab)
FUNCTION OF ROPS CAB

ROPS cab is to protect the operator wearing seat belt from being crushed when the machine rolls over.
D155AXI-8 10-339
CAB MOUNT 10 STRUCTURE AND FUNCTION
CAB MOUNT
STRUCTURE OF CAB MOUNT
Structure drawing
1: Support 4: ROPS stopper

2: Damper mount (front) 5: ROPS pin
3: Damper mount (rear)
The mounts are installed at 2 places in the front section and at 2 places in the rear section to secure the floor
frame and the cab.
10-340 D155AXI-8

D155AXi-8 SEN06521-02 STRUCTURE &amp; FUNCTION

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D155AXi-8 SEN06521-02 STRUCTURE &amp; FUNCTION

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SEN06521-02

KOMTRAX TERMINAL .................................................................................................................10-101

SELF-PRESSURE REDUCING VALVE ........................................................................................10-286

UREA SCR SYSTEM

LAYOUT DRAWING OF UREA SCR SYSTEM

1: AdBlue/DEF mixing tube 13: Ammonia sensor

UREA SCR SYSTEM DIAGRAM

A: Coolant inlet B: Coolant outlet

FUNCTION OF UREA SCR SYSTEM

1: Engine 5: AdBlue/DEF injector

FUNCTION OF AdBlue/DEF SYSTEM

Function of AdBlue/DEF injection system

INDUCEMENT STRATEGY WHEN THE AdBlue/DEF LEVEL IN THE TANK BE-

Amount of AdBl- Machine monitor Engine controller

CA1673 Torque: over

INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE UREA SCR

Machine monitor Engine controller

Elapsed time AdBlue/DEF

1 Warning 1 hour No sound CA3571 (*3) No indication No deration

INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE KDPF SYS-

Escalated Torque: over

Mild Induce- Torque: over

Machine monitor Engine controller

FUNCTION OF TEMPORARY RESTORATION FROM INDUCEMENT (FOR NORTH

• To activate Temporary Restoration, follow the procedures described below.

INDUCEMENT STRATEGY FOR ABNORMALITY RECURRENCE WITHIN 40

INDUCEMENT STRATEGY WHEN THE AdBlue/DEF LEVEL IN THE TANK BE-

Amount of AdBl- Machine monitor Engine controller

CA1673 Torque: over

INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE UREA SCR

Elapsed time AdBlue/DEF

1 Warning 5 hours No sound CA3571 (*3) No indication No deration

Machine monitor Engine controller

Elapsed time AdBlue/DEF

INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE KDPF SYS-

Machine monitor Engine controller

Continuous Torque: over

Low-Level In- Torque: over

INDUCEMENT STRATEGY WHEN ABNORMALITY IS FOUND IN THE EGR SYS-

Continuous Torque: over

Low-Level In- Torque: over

Machine monitor Engine controller

FUNCTION OF TEMPORARY RESTORATION FROM INDUCEMENT (FOR EURO-

INDUCEMENT STRATEGY FOR ABNORMALITY RECURRENCE WITHIN 40

COMPONENT PARTS OF UREA SCR SYSTEM

AdBlue/DEF MIXING TUBE

FUNCTION OF AdBlue/DEF MIXING TUBE

STRUCTURE OF SCR ASSEMBLY

A: From AdBlue/DEF mixing tube C: Water drain

5: SCR temperature sensor 13: Hanger plate

A: Coolant inlet D: From AdBlue/DEF pump

AdBlue/DEF TANK SENSOR

1: Connector 3: Temperature sensing part

FUNCTION OF AdBlue/DEF TANK SENSOR

• The followings are built-in: The filter to collect the dust in

FUNCTION OF AdBlue/DEF INJECTOR

OPERATION OF AdBlue/DEF INJECTOR

1: Connector 5: Insulation tape

FUNCTION OF AdBlue/DEF HOSE

AdBlue/DEF TANK HEATING VALVE

A: Engine coolant inlet B: Engine coolant outlet

FUNCTION OF AdBlue/DEF TANK HEATING VALVE

OPERATION OF AdBlue/DEF TANK HEATING VALVE

1: Battery disconnect switch 6: Machine monitor

D155AXi-8 SEN06521-02 STRUCTURE & FUNCTION

D155AXi-8 SEN06521-02 STRUCTURE & FUNCTION